EVALUATION OF THE EFFECTIVENESS OF
PEDESTRIAN COUNTDOWN SIGNALS
By
DEBORAH LINDORO LEISTNER
A THESIS PRESENTED TO THE GRADUATE SCHOOL
OF THE UNIVERSITY OF FLORIDA IN PARTIAL FULFILLMENT
OF THE REQUIREMENTS FOR THE DEGREE OF
MASTER OF SCIENCE
UNIVERSITY OF FLORIDA
2005
Copyright 2005
by
Deborah Lindoro Leistner
This document is dedicated to my father.
ACKNOWLEDGMENTS
I thank my fiancé, Douglas Robinson, for his patient love and care, and for all of
his support during the completion of my degree over the past two years.
I thank Dr. Scott Washburn for the thoughtful direction and guidance, and the
members of my committee, Dr. Lily Elefteriadou and Dr. Ruth Steiner, for participating
in this project and sharing their knowledge and expertise.
I thank Brian Kanely, Transportation Services Manager at the City of Gainesville
Public Works Department, for allowing me the necessary flexibility to complete this
project. I also thank Phil Mann, Conrad Renshaw, and Kris McCoy.
Finally, I thank the University of Florida students that contributed in many ways to
this effort: Byungkon Ko, Christian Gyle, Jessica Morriss, and Jennifer Webster
iv
TABLE OF CONTENTS
page
ACKNOWLEDGMENTS ................................................................................................. iv
LIST OF TABLES............................................................................................................ vii
LIST OF FIGURES ......................................................................................................... viii
ABSTRACT....................................................................................................................... ix
CHAPTER
1
INTRODUCTION ........................................................................................................1
2
LITERATURE REVIEW .............................................................................................5
Meaning of Pedestrian Signal Indications ....................................................................5
Understanding of Pedestrian Signal Indications...........................................................6
Conventional vs. Countdown Pedestrian Signal Indications........................................7
Influence on Pedestrian Behavior.................................................................................8
3
RESEARCH APPROACH .........................................................................................12
Site Selection ..............................................................................................................12
Site Description ..........................................................................................................13
E University Avenue and E 1st Street ..................................................................13
W University Avenue and W 2nd Street ..............................................................14
W University Avenue and W 17th Street .............................................................14
W University and North-South Drive..................................................................15
Archer Road and SW 16th Street .........................................................................15
Data Collection ...........................................................................................................16
Data Reduction ...........................................................................................................20
4
RESULTS AND ANALYSIS.....................................................................................23
Performance Measures................................................................................................23
Statistical Analysis......................................................................................................24
Discussion of Results by Performance Measure ........................................................25
Pedestrians Entering the Crosswalk ....................................................................25
Pedestrians Exiting the Crosswalk ......................................................................29
v
Compliance with FDW Indication.......................................................................30
Erratic Pedestrian Behavior.................................................................................31
Pedestrian-Vehicle Conflicts ...............................................................................33
5
CONCLUSIONS AND RECOMMENDATIONS .....................................................37
Summary of Conclusions............................................................................................39
Recommendations for Future Study ...........................................................................39
APPENDIX
A
DATA COLLECTION SAMPLE ..............................................................................41
B
SAMPLE PROCESSED DATA FILE .......................................................................65
LIST OF REFERENCES...................................................................................................71
BIOGRAPHICAL SKETCH .............................................................................................73
vi
LIST OF TABLES
page
Table
3-1
Data Collection Periods Used for Observation and Analysis ..................................22
4-1
Calculated Test Statistic by Performance Measure..................................................26
4-2
Pedestrians Entering Crosswalk ...............................................................................27
4-3
Pedestrians Exiting Crosswalk .................................................................................29
4-4 Compliance with the Flashing Don't Walk Indication..............................................31
4-5 Erratic Behavior During Crossing............................................................................32
4-6
Pedestrian-Vehicle Conflicts....................................................................................34
vii
LIST OF FIGURES
page
Figure
1-1
Conventional Pedestrian Signal Indications...............................................................2
1-2
Pedestrian Countdown Signal Indications..................................................................2
3-1
Schematic of Count Station Locations .....................................................................13
3-2
Signage for Pedestrian Crossings.............................................................................14
3-3
Intersections in the Downtown Area ........................................................................15
3-4
Intersections Adjacent to UF campus.......................................................................16
3-5
Intersection of Archer Rd & SW 16th St ..................................................................16
3-6
Location of Camera Installation and Field of View at Each Study Intersection......17
3-7
Composite Image Capture ........................................................................................19
viii
Abstract of Thesis Presented to the Graduate School
of the University of Florida in Partial Fulfillment of the
Requirements for the Degree of Master of Science
EVALUATION OF THE EFFECTIVENESS OF
PEDESTRIAN COUNTDOWN SIGNALS
By
Deborah Lindoro Leistner
August 2005
Chair: Scott S. Washburn
Major Department: Civil and Coastal Engineering
According to the National Highway Safety Administration, thousands of
pedestrians are injured or killed in collisions with vehicles every year. Approximately
one quarter of all fatalities occur at urban intersections, and the main cause of fatalities is
improper crossing. Pedestrians’ misunderstanding of pedestrian signal indications at
crossings is identified in the literature as a contributing factor to improper crossings.
To address this problem and potentially increase the safety at signalized
intersection crossings, pedestrian countdown signals were created by incorporating a
countdown timer that is displayed simultaneously during the flashing ‘DON’T WALK’
(FDW) interval. The timer counts down the number of seconds remaining until the
display of the solid ‘DON’T WALK’ (DW) interval. It has been purported that this signal
design leads to a higher level of pedestrian safety by enabling pedestrians to make better
crossing decisions with the added information.
ix
A before-and-after study of pedestrian countdown signals was conducted at five
intersections in Gainesville, Florida. All of the intersections had high pedestrian and
vehicular traffic volumes during certain times of the day. Additionally, several distinct
pedestrian populations were present across the intersections.
The data were collected from October 2003 to April 2004, using a video detection
system that simultaneously captures pedestrian and vehicular movements and the
corresponding traffic signal indications. Over the course of the study, a total of 7,639
pedestrians were observed before and 6,339 pedestrians were observed after the
installation of the countdown signals. Overall, the countdown signals appear to have had
a positive influence on pedestrian crossing behavior. At most of the study intersections,
the proportion of pedestrians entering the crosswalk on the ‘WALK’ indication increased,
while the proportion entering on the steady DW indication decreased. The countdown
signals have also had the effect of increasing the proportion of pedestrians exiting on the
FDW interval as opposed to the DW interval, therefore decreasing the number of
pedestrians that remain in the crosswalk at the release of conflicting traffic. Pedestrians
appear to be adjusting their walking speed to finish crossing during the FDW interval.
The countdown signals have not had the potentially negative effect of increasing the
proportion of pedestrians entering the crosswalk during the FDW interval, for those
pedestrians that also arrived at the crosswalk during the FDW. Overall, the countdown
signals did not have a negative effect on pedestrian behavior such as running, hesitating
and going back to point of start. In addition, the overall proportion of conflicts with
vehicles decreased after the installation of the countdown signals.
x
CHAPTER 1
INTRODUCTION
The National Center for Statistics and Analysis reports that in the United States on
average a pedestrian is killed every 111 minutes, and that every 8 minutes a pedestrian is
injured in a crash, with 21 percent of fatalities occurring at intersections. In 2003, 4,288
pedestrians were killed and 68,000 pedestrians were injured in a crash. Improper crossing
of an intersection is the main factor in pedestrian fatalities, followed by failure to yield
the right of way and darting or running into the roadway. Florida ranked second in 2003
in the number of pedestrians killed, with a rate of 2.94 per 100,000 persons. The national
rate for the same period was 1.63 per 100,000 persons (1).
A common underlying problem that affects pedestrian safety at intersection
crossings is the lack of understanding of the meaning of the pedestrian signal indications,
particularly the Flashing UPRAISED HAND or FLASHING DON’T WALK (FDW).
The problems associated with the conventional pedestrian signal heads (Figure 1-1) are
well documented in the literature: pedestrians are not sure about the meaning of the FDW
indication; some pedestrians revert to their point of origin when the FDW indication is
displayed; pedestrians illegally enter the crosswalk during the FDW, and with insufficient
time to complete the crossing, are still in the crosswalk when the steady DW indication is
displayed. The latter increases the potential for conflicts between pedestrians and
vehicles, given that when pedestrians receive the DW indication, conflicting vehicle
movements receive the green light to proceed.
1
2
Figure 1-1 Conventional Pedestrian Signal Indications. From Left: Steady DW and
WALK. The clearance interval is indicated by the Flashing UPRAISED
HAND or Flashing “DON’T WALK.” Source: MUTCD 2003 (2) Chapter 4E.
To address this problem and potentially increase the safety at signalized
intersection crossings, the pedestrian countdown signal (Figure 1-2) was created by
incorporating a countdown timer that is displayed simultaneously with the FDW
indication. This timer displays the number of seconds remaining before the onset of the
steady DW indication. It has been purported that this signal design leads to a higher level
of pedestrian safety by enabling pedestrians to make better crossing decisions with the
added information. The intended result is that a smaller percentage of pedestrians will
remain in the crosswalk when the DW indication is displayed.
Figure 1-2 Pedestrian Countdown Signal Indications. From Left: WALK, FDW and DW.
The clearance interval displays the countdown timer concurrent with Flashing
UPRAISED HAND or Flashing “DON’T WALK.” Source: Photos of current
installation at one of the study sites.
The literature suggests that the compliance with the pedestrian signal indications
may increase with the installation of pedestrian countdown signals. At the same time,
some researchers have suggested that such signals may encourage more pedestrians to
3
enter during the FDW indication instead of waiting for the next WALK indication, by
misjudging the time needed to safely complete the crossing.
Due to considerable statewide interest in pedestrian safety from the traffic
engineering community in Florida, the Florida Department of Transportation and the City
of Gainesville sponsored this study of pedestrian countdown signals with the University
of Florida Transportation Research Center. This study consists of observations of
pedestrian behavior before and after the installation of pedestrian countdown signals at
five intersections in Gainesville, Florida.
The objective of this study was to evaluate the effect of pedestrian countdown
signals on several performance measures, such as pedestrians’ compliance with the
pedestrian signal indications and the percentage of pedestrians in the crosswalk during
the DW interval, relative to the non-countdown pedestrian signals. The following tasks
were conducted in support of this objective:
•
•
•
•
•
•
A literature review was performed as the basis for comparison of similar studies
and findings;
Study sites were selected based on levels of pedestrian and vehicular traffic
volumes, location, roadway geometry, and pedestrian population characteristics;
Data collection was conducted using video cameras and signal status recording
devices;
The performance measures and methodology for data reduction were established;
The data were reduced from the video tapes and coded into a spreadsheet format so
that results could be summarized and analyzed; and,
The data were analyzed using a population proportions (before and after installation
of countdown signals) comparison test statistic for each selected performance
measure.
Chapter 2 consists of a literature review of regulations applicable to pedestrian
signals as well as a comprehensive review of studies that investigate the applications and
influences of both conventional pedestrian signals and countdown signals on pedestrian
behavior and understanding of the signal indications. Chapter 3 presents the research
4
approach for this study, including detailed site descriptions and the methodology for data
collection and data reduction. Chapter 4 discusses the selected performance measures for
evaluation of the effectiveness of pedestrian countdown signals, the statistical analysis
performed and the results obtained. Chapter 5 documents the findings and conclusions,
and recommendations for further study.
CHAPTER 2
LITERATURE REVIEW
A common underlying problem that affects pedestrian safety at crossings is the lack
of understanding of the meaning of the pedestrian signal indications, particularly the
Flashing UPRAISED HAND or FLASHING DON’T WALK (FDW). Pedestrian
countdown signals were created to address the problem. This chapter presents a review of
the studies performed to date on the effectiveness of the implementation of pedestrian
countdown signals as well as applicable regulations.
Meaning of Pedestrian Signal Indications
The 2001 edition of the Manual for Uniform Traffic Control Devices (MUTCD) (2)
defines the meaning of the pedestrian signal indications as follows:
- Steady WALKING PERSON (symbolizing WALK) . . . means that a pedestrian
facing the signal indication may start to cross the roadway in the direction of the
signal indication;
- Flashing UPRAISED HAND (symbolizing DON’T WALK) . . . means that a
pedestrian shall not start to cross the roadway in the direction of the signal
indication, but that any pedestrian who has already started to cross on a steady
WALKING PERSON (symbolizing WALK) signal indication shall proceed out of
the traveled way;
- Steady UPRAISED HAND (symbolizing DON’T WALK) . . . means that a
pedestrian shall not enter the roadway in the direction of the signal indication.
In the 2003 edition of the MUTCD (3) pedestrian countdown signals were included
in the manual to facilitate the comprehension of the signal indications. A countdown
timer was added to the FLASHING DON’T WALK (FDW) interval to help “inform
pedestrians of the number of seconds remaining in the pedestrian change interval”. In
5
6
April 2003 the Florida Department of Transportation (FDOT) added the application of
pedestrian countdown signals to the Traffic Engineering Manual (4) to “enhance the
safety of the pedestrian crossing a street during the pedestrian phasing of the signal
cycle.”
Florida law (5) states that pedestrians are subject to traffic signal control at
intersections. It adopts the MUTCD as a standard regulation for traffic control devices,
and states that pedestrians must conform to its requirements.
Understanding of Pedestrian Signal Indications
According to the FDOT State Safety Office (6), the majority of pedestrians who
contact the office are found to be confused about the meaning of FDW indications.
Pedestrians interpret this indication to mean that their allotted time to complete the
crossing has ended and that vehicles will be given the green signal to resume movement.
Robertson and Carter (7) found that only about half of the pedestrians understood the
meaning of the FDW indication. Zegeer et al. (8) identifies the major pedestrian safety
problem as the misunderstanding and confusion associated with pedestrian signal
indications.
Tidwell and Doyle (9) conducted a survey of over 4,800 people in 48 states to
determine their level of understanding of pedestrian law and traffic control devices. The
results indicated that nearly 50% of responders did not understand the meaning of the
FDW indication, and that pedestrians tend to underestimate the ratio of pedestrian
fatalities in relation to all traffic fatalities. Zegeer et al. (10) found that in some
circumstances conventional pedestrian signal indications may create a false sense of
security leading pedestrians to feel protected from vehicles and decrease their caution
7
while crossing. One third of the accidents observed by Zegeer et al. were caused by
illegal pedestrian crossings.
Khasnabis et al. (11) found that pedestrians tend to ignore pedestrian signal
indications under low traffic volume conditions, and that the compliance with flashing
signals tend to be lower than for steady signals. Yauch and Davis (12) relate the problems
of lack of compliance with pedestrian indications to the continuing changes in design and
operation associated with the pedestrian signals, which generate confusion and distrust.
Conventional vs. Countdown Pedestrian Signal Indications
A survey of 1,918 pedestrians conducted for the Federal Highway Administration
(13) found that 80 percent of the pedestrians surveyed both before and after the
installation of the countdown devices did not understand the meaning of the FDW
indication. The countdown signals installed did not improve the pedestrians’
understanding of this indication. However, pedestrians felt safer at the crossings where
the countdown devices were installed. Ullman et al. (14) compared five different
treatments installed at seven intersections. Pedestrians were surveyed at each site. One of
the sites included a pedestrian countdown signal. At this site 68 percent of pedestrians
surveyed indicated that they felt the countdown signal was an effective crossing treatment
and that it enhanced pedestrian safety at crossing, while 30 percent of respondents
indicated that they did not understand the meaning of the countdown interval and felt
unsure about how to proceed in the crossing due to turning vehicles.
Botha et al. (15) conducted a before-and-after study of pedestrian countdown
signals in the City of San Jose, CA. As part of the study he surveyed the pedestrians’
understanding of the FDW indication and found that misunderstanding of the FDW
indication increases with the installation of countdown devices. Eighty percent of the
8
pedestrians surveyed indicated that they believed they could enter the crosswalk during
the FDW indication if they were able to complete the crossing before the countdown
reached zero. This assumption may have undesirable implications as the study also found
that pedestrians were not able to correctly estimate the time needed to cross an
intersection.
Eccles et al. (16) conducted a similar before-and-after study of five intersections in
Montgomery County, MD, and found that 62.6 percent of the pedestrians surveyed
correctly interpreted the meaning of the countdown signals to be the remaining time for
completing the crossing. Pulugurtha and Nambian (17) also found that understanding of
the FDW interval increased after the installation of pedestrian countdown signals. Ninety
percent of pedestrians surveyed correctly responded that the countdown timer indicates
the time remaining to complete the crossing, and 85 percent associating the countdown
signals with enhanced pedestrian safety at crossings.
Influence on Pedestrian Behavior
Eccles et al. (16) concluded that the pedestrian countdown signals had a positive
effect on pedestrian behavior. While 2 of the 20 crosswalks evaluated resulted in a
decrease in the number of pedestrians entering during the WALK interval, 6 experienced
a significant increase. In addition, none of the intersections had a significant increase in
the number of phases with pedestrians remaining in the crosswalk at the release of
conflicting traffic, indicating that pedestrians adjusted their walking speed to clear the
intersection faster even if entering the crosswalk later in the cycle. This study also found
a significant decrease in the number of conflicts between pedestrian and motor vehicles
after the installation of the countdown signals indicating that the use of such devices may
increase pedestrian safety.
9
Huang and Zegeer (18) used a “treatment” and “control” study design to evaluate
the effectiveness of pedestrian countdown signals in enhancing pedestrian compliance
and understanding of the signals. The results indicate that the devices had a positive
effect in reducing the number of pedestrians that started running once the FDW
indication started. This study corroborates the findings of Eccles et al. in that the
installation of countdown signals did not increase the number of pedestrians remaining in
the crosswalk at the release of conflicting traffic, also citing the increase in walking speed
to complete the crossing. The study, however, states that the compliance with the WALK
indication decreased at the treatment sites. The authors did not recommend the
installation of pedestrian countdown signals at standard intersections in Florida. It is
noted that as a “treatment” and “control” site study, the results obtained may have been
influenced by outside characteristics other than the treatment itself, such as intersection
design and pedestrian population characteristics. Furthermore, the camera installation for
data collection, at ground level, may have influenced pedestrian behavior.
A Dutch review of pedestrian safety studies showed that on average only 35
percent of pedestrians cross during the WALK interval and that the type of destination
had no impact on the probability of pedestrians crossing during the DW indication (19). It
also mentioned a type of installation where the steady DW indication was replaced by a
flashing indication which allows pedestrians to cross but at the same time alerts them that
“there could be traffic; crossing is at your own risk”. The authors point out that the
WALK indication does not necessarily mean a vehicle-free period as turning movements
are frequently allowed during the pedestrian interval. The flashing indication is thought
to improve safety by establishing a clear relationship between vehicles and pedestrians.
10
A study on the effects of such indications showed that the number of crossings outside of
the WALK interval doubled, the waiting time for pedestrians was reduced and there was
no increase in the number of pedestrian-vehicle conflicts. The argument on the potential
for conflicts during the WALK interval is also found in Zegeer et al. (10) stating that the
majority of crashes between pedestrians and vehicles at intersections involve a turning
vehicle.
Botha et al. (15) found, for the countdown signals, that the number of pedestrians
entering the crosswalk during the FDW interval increased while the number exiting
during the DW interval decreased, indicating that pedestrians may be adjusting their
walking speeds to clear the intersection before traffic receives the green indication. At the
same time, the compliance with the FDW indication has decreased, as a higher
percentage of pedestrians that arrive during this interval enter the crosswalk instead of
waiting for the next WALK interval. The authors conclude that although the countdown
signals may have the undesirable effect of encouraging more people to enter the
crosswalk during the FDW it also causes them to complete the crossing before the release
of on-coming traffic, therefore reducing the chances of a conflict. No significant changes
were observed in erratic pedestrian behavior such as running, stopping or hesitating.
Pedestrian behavior at the crossing and willingness to comply with the pedestrian
signal indication is also influenced by pedestrian delay caused by the signal as a function
of timing, by the volumes of pedestrian and vehicular traffic, and by roadway
characteristics such as width. According to Zegeer et al. (10) “pedestrians that are willing
to trust their own judgment of gaps in traffic incur less delay than those who comply with
the signal”.
11
FDOT’s Traffic Engineering Manual (4) states that “providing additional
pedestrian clearance time information [using pedestrian countdown signals] will help the
pedestrian decide whether to start the crossing or wait for the next WALK indication”.
Botha et al. (15) finds that this statement is correct, as the countdown signals provide
additional information, and help in the pedestrian decision-making process. The noted
reduction in the proportion of pedestrians remaining in the crosswalk during the DW
interval was greater than the increase in the proportion of pedestrians entering during the
FDW interval and can be considered as a positive effect.
None of the studies reviewed have found an effect either positive or negative in the
crash rate between pedestrians and motor vehicles after the installation of pedestrian
countdown signals.
CHAPTER 3
RESEARCH APPROACH
This chapter presents a detailed overview of the research methods and techniques
used to evaluate the effectiveness of the pedestrian countdown signals using a beforeand-after study approach.
Site Selection
Five intersections in the City of Gainesville, Florida, were selected for the
installation of pedestrian countdown signals. The selected intersections are located in the
downtown area and in the vicinity of the University of Florida Campus. The user
population at such intersections is representative of the City’s population, with the
exception of school-age children. Also, given the young profile of the City, the
observations in this study do not represent the elderly segment of the population. The
selected intersections are:
1.
2.
3.
4.
5.
E University Avenue and E 1st Street;
W University Avenue and W 2nd Street;
W University Avenue and W 17th Street;
W University Avenue and North-South Drive; and,
Archer Road and SW 16th Street.
All of the above intersections have high pedestrian traffic volumes during certain
times of the day. Pedestrian counts will be presented later in the study. The vehicular
traffic volumes are also high (annual average daily traffic above 20,000 veh/day) on the
main approaches as illustrated by Figure 3-1 below.
12
13
4
2
3
1
5
NOTE: Drawing not to scale.
Figure 3-1 Schematic of Count Station Locations SOURCE: City of Gainesville Public
Works Department and Florida Department of Transportation Annual Average
Daily Traffic Reports. Count data based on 2003 report.
All of the study intersections are equipped with pedestrian push buttons with the
exception of the minor approaches on E 1st Street, W 2nd Street and W 17th Street. The
pedestrian crossing cycles are push button-actuated, and are activated once per cycle if
actuated. In addition, all crossings are signalized following the MUTCD guidance with
R10-4 signs. At the intersection of W 17th Street, the R10-3b signs are also installed. This
is an educational sign that is used to help pedestrians understand the crossing signal
indications. See Figure 3-2 for a sample installation at the intersection of W 17th Street.
The following section provides a detailed description of each site.
Site Description
E University Avenue and E 1st Street
This intersection is located in the downtown area and is surrounded by civic
buildings such as City Hall, the County Administration Building, and the Civil
Courthouse among others (see Figure 3-3). In addition, the downtown plaza and the main
14
bus transfer station are immediately adjacent to this intersection. The pedestrian
population at this site is very diverse, composed of a mix of professionals (e.g., lawyers,
engineering and financial consultants, etc.), retail and restaurant employees and patrons,
students, and other miscellaneous users that visit the downtown area.
R10-3b
R10-4
Push Button
Figure 3-2 Signage for Pedestrian Crossings
W University Avenue and W 2nd Street
This intersection is also located in the downtown area, a few blocks to the west of
the previous site (see Figure 3-3). This site has lower pedestrian traffic volume during
daytime but a higher volume during nighttime, particularly on Thursday, Friday and
Saturday nights, due to the presence of several nightclubs and bars in the surrounding
area.
W University Avenue and W 17th Street
The intersection of W University Avenue and NW 17th Street is immediately
adjacent to the University of Florida campus (see Figure 3-4). Other surrounding uses
15
include retail and restaurant areas. The volume of pedestrian traffic at this location is high
throughout the day and consists primarily of students, staff and faculty. The user
population at this site is composed primarily of university students, faculty and staff.
Figure 3-3 Intersections in the Downtown Area: E University Ave and E 1st St (high
daytime activity level) and W University Avenue and W 2nd St (high
nighttime activity level)
W University Avenue and North-South Drive
This site is also adjacent to the University of Florida campus (see Figure 3-4). The
pedestrian traffic level at this intersection is not as high as the intersection of NW 17th
Street mainly due to the surrounding uses, which are primarily residential with the
exception of the University of Florida Foundation office and Alumni Hall, whose offices
are on the north side of University Avenue. This intersection is heavily traveled during
special events at the university (e.g., sporting events, graduation, concerts, etc.) due to the
close proximity of stadium, gymnasium and parking areas.
Archer Road and SW 16th Street
This intersection is immediately adjacent to, and provides direct access to Shands
Hospital at the University of Florida. The pedestrian population at this site is composed
mainly of hospital staff (e.g., doctors, nurses, janitorial, etc). Patients may also use this
16
intersection but it is not the primary access point for patients and visitors. Figure 3-5
below illustrates the intersection and surrounding area.
Figure 3-4 Intersections adjacent to UF campus: W University Ave & 17th St & N/S Dr
Figure 3-5 Intersection of Archer Rd & SW 16th St
Data Collection
Once the study sites were determined, the next step was to proceed with data
collection. The data collection system used in this study is capable of simultaneously
17
capturing pedestrian and vehicular movements with a video camera and the
corresponding traffic signal indications (20). The video cameras were mounted on signal
poles at a specific location at each intersection as shown in Figure 3-6.
Figure 3-6 Location of Camera Installation and Field of View at Each Study Intersection
18
Figure 3-6
Continued
The videotapes collected from the field were then processed in the lab to obtain a
composite video image of all vehicular and pedestrian movements along with the traffic
19
signal status for all recorded phases. A snapshot of this composite image, from W
University Avenue and W 17th Street, can be seen in Figure 3-7. The bars in the image
screen indicate the signal phase interval for each approach and movement (either red or
green). The ellipses correspond to the pedestrian signal indication: red for DW, yellow
for FDW and green for WALK. Careful observation allows for the determination of
pedestrian arrival time at the intersection, time of entry and exit at the crosswalk, any
unusual pedestrian behavior due to the pedestrian signal indication, any conflicts between
pedestrians and vehicles, the direction of movement, and in some instances, if the
crossing was activated by the push of the pedestrian button.
Figure 3-7 Composite Image Capture (W University Ave & NW 17th St)
The data collection system used in this study has several advantages: first, it is
virtually undetectable by the subjects as all components but the video cameras are housed
in the signal controller cabinet and the video camera (approximately 4 inches in length
20
and 1 inch in diameter) is mounted well above ground. Second, the recorded composite
images allow for accurate and efficient data reduction.
Data were recorded for several periods before and after the installation of the
countdown signals. The before data were collected during the period from 9/30/2003 to
11/1/2003. The after data were collected during the period from 11/17/2003 to 3/24/2004
and 3/24/2004 to 4/15/2004. Data used for analysis in this study are shown in Table 3-2.
The pedestrian countdown signals were installed between 10/28/2003 and
11/04/2003. In general, a minimum period of two weeks was allowed between the
installation of the pedestrian countdown signals at each site and the beginning of the data
collection for the ‘after’ period of this study. A public education campaign did not
accompany the activation of the countdown signals.
Data Reduction
For each intersection, data for one crosswalk crossing the major street and one
crosswalk crossing the minor street were recorded. Periods of peak pedestrian traffic
volume were selected for data reduction, typically: 7:00 a.m. to 9:00 a.m., 11:00 a.m. to
1:00 p.m., and 4:00 p.m. to 6:00 p.m. Also, for one intersection a late data collection
period was used (10:00 p.m. to 2:00 a.m.) due to its vicinity to nightclubs and heavy
pedestrian volume at nighttime (refer to Table 3-1).
Data reduction from the videotapes was performed using an Excel spreadsheet (see
Appendix A for sample data collection sheet). The following events were manually
collected from each videotape and recorded in the spreadsheets:
•
Time of pedestrian arrivals at the curb;
•
Pedestrian signal indication at the time of pedestrian arrival;
•
Whether the pedestrian used the pedestrian signal actuation button (if present);
21
•
Phase during which the pedestrian entered the crosswalk (W, FDW or DW);
•
Cycle at which the pedestrian entered the crosswalk (same as arrival or following);
•
Phase during which the pedestrian exited the crosswalk (W, FDW or DW);
•
Erratic pedestrian behavior during crossing (hesitating, running or going back to
starting point) due to the signal indication; and,
•
Pedestrian-vehicle conflicts (stop, run, evade or crash).
22
Table 3-1
SITE
Data Collection Periods Used for Observation and Analysis
Data Collection: BEFORE
7:00 AM - 9:00 AM
10/03/03
Friday
11:00 AM - 2:00 PM
Data Collection: AFTER
7:30 AM - 8:45 AM
4/02/04
Friday
11:45 AM - 1:00 PM
E University Ave &
E 1st St
3:00 PM - 6:00 PM
7:00 AM - 9:00 AM
10/07/03
Tuesday
11:00 AM - 2:00 PM
4:30 PM - 6:00 PM
7:30 AM - 8:45 AM
4/13/04
Tuesday
11:45 AM - 1:00 PM
3:00 PM - 6:00 PM
7:00 AM - 9:00 AM
10/13/03
Monday
11:00 AM - 2:00 PM
4:30 PM - 6:00 PM
4/14/04
Wednesday
3:00 PM - 6:00 PM
7:30 AM - 8:45 AM
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
7:30 AM - 9:00 AM
4/19/04
Monday
11:30 AM - 12:50 PM
4:40 PM - 6:00 PM
TOTAL HOURS: 24
7:00 AM - 9:00 AM
10/02/03
Thursday
W University Ave &
W 2nd St
TOTAL HOURS: 16
11:00 AM - 2:00 PM
3:00 PM - 6:00 PM
7:00 AM - 9:00 AM
10/07/03
Tuesday
11:00 AM - 2:00 PM
3:00 PM - 6:00 PM
10/17/03
Friday
10:00 PM - 2:00 AM
10/18/03
Saturday
10:00 PM - 2:00 AM
12/05/03
Friday
10:00 PM - 2:00 AM
12/06/03
Saturday
10:00 PM - 2:00 AM
4/03/04
Saturday
11:30 AM - 12:50 PM
4/05/04
Monday
12:30 PM - 1:50 PM
4:40 AM - 6:00 PM
5:40 PM - 7:00 PM
7:40 AM - 9:00 AM
4/13/04
Tuesday
11:30 AM - 12:50 PM
4:40 AM - 6:00 PM
W University Ave &
W 17th St
TOTAL HOURS: 24
TOTAL HOURS: 24
10/9/03
Thursday
2:00 PM - 6:00 PM
10/10/03
Friday
3:00 PM - 6:00 PM
10/13/03
Monday
11:00 AM - 2:00 PM
7:00 AM - 9:00 AM
3:00 PM - 6:00 PM
10/14/04
Tuesday
7:00 AM - 9:00 AM
11:00 AM - 2:00 PM
3:00 PM - 6:00 PM
W University Ave &
W N/S Dr
7:30 AM - 8:45 AM
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
10/08/03
Wednesday
11:00 AM - 2:00 PM
3:00 PM - 6:00 PM
11/19/04
Wednesday
3/26/04
Friday
11:00 AM - 2:00 PM
3:00 PM - 6:00 PM
12/09/03 -
Tuesday
12/10/03
Wednesday
3/24/04
Wednesday
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
10/09/03
Thursday
7:30 AM - 8:45 AM
4:30 PM - 6:00 PM
7:30 AM - 8:45 AM
11:45 AM - 1:00 PM
7:30 AM - 8:45 AM
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
7:30 AM - 8:45 AM
3/25/04
Thursday
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
TOTAL HOURS: 16
TOTAL HOURS: 12
6:45 AM - 8:00 AM
10/07/03
Tuesday
11:45 AM - 1:00 PM
6:45 AM - 8:00 AM
3/25/04
Thursday
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
Archer Rd &
SW 16th St
7:00 AM - 9:00 AM
TOTAL HOURS: 16
10:30 AM - 6:30 PM
10/07/03
Tuesday
11:00 AM - 2:00 PM
11/18/04
Tuesday
TOTAL HOURS: 21
10/01/03
Wednesday
7:00 AM - 9:00 AM
11/17/03
Monday
6:45 AM - 8:00 AM
10/09/03
Thursday
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
6:45 AM - 8:00 AM
3/26/04
Friday
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
6:45 AM - 8:00 AM
10/10/03
Friday
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
6:45 AM - 8:00 AM
4/06/04
Tuesday
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
4:30 PM - 6:00 PM
6:45 AM - 8:00 AM
10/13/03
Monday
11:45 AM - 1:00 PM
4:30 PM - 6:00 PM
TOTAL HOURS: 16
TOTAL HOURS: 12
CHAPTER 4
RESULTS AND ANALYSIS
This chapter presents the findings of the research. A total of 7,639 pedestrians were
observed before and 6,339 pedestrians were observed after the installation of the
pedestrian countdown signals. The observations recorded are shown in Tables 4-2 to 4-6.
The results for each performance measure are analyzed using a test for difference in
population proportions to evaluate if a significant difference between the before and after
measurements can be attributed to the installation of the pedestrian countdown signals.
Performance Measures
From the reduced data described in Chapter 3, a number of performance measures
were calculated for this study (for both ‘before’ and ‘after’ periods), including:
•
•
•
•
•
The percentage of pedestrians entering the crosswalk during each signal indication
(W, FDW and DW);
The percentage of pedestrians exiting the crosswalk during each signal indication
(W, FDW and DW);
Compliance with the FDW indication;
Percentage of pedestrians hesitating, running or going back to the point of start;
and,
Percentage of pedestrian-vehicle conflicts.
Based on the assigned performance measures, the following questions were posed
to evaluate the effectiveness of the pedestrian countdown signals:
•
•
•
•
Are pedestrians more or less likely to comply with the W indication?
Are pedestrians more or less likely to comply with the FDW indication?
Are pedestrians more or less likely to be in the crosswalk during the DW indication
when conflicting vehicle movement receives the green light?
Did the occurrence of erratic behavior increase or decrease with the installation of
countdown signals?
23
24
•
Did the occurrence of pedestrian-vehicle conflicts increase or decrease with the
installation of countdown signals?
Statistical Analysis
To test the significance of the results observed, a test for the difference in
population proportions was used (21). This test was performed to evaluate if the changes
in the performance measures observed between the before and after measurements are
statistically significant, indicating that the pedestrian countdown signals have influenced
pedestrian behavior. The hypothesis testing is based on the z statistic from a normal
distribution. The calculations were performed using the following formula:
z=
pˆ1 − pˆ 2
pˆ1 (1− pˆ1 )
n1
+
pˆ 2 (1− pˆ 2 )
n2
where
z = calculated test statistic,
zα / 2 = critical z value from table of normal distribution probabilities for a given
confidence level,
p̂1 = estimate of before population proportion (for specified performance measure),
p̂2 = estimate of after population proportion (for specified performance measure),
n1 = before sample size, and
n2 = after sample size.
The null hypothesis tested in all cases is that there is no difference between the
before and after proportions, with the alternate hypothesis that there is a difference. The
rejection region (R.R.) for the statistical test is defined for a two-tailed z test as follows:
25
H o : pˆ 1 − pˆ 2 = 0
H a : pˆ 1 − pˆ 2 ≠ 0
R.R. : z ≥ zα / 2
A two-tailed z test was performed at a confidence level of 95%. The critical z value
(zα/2) obtained from the table of normal distribution probabilities for the given confidence
level is 1.96. The calculated z values for each performance measure are shown in Table
4-1 below. These values are compared to the critical z value. The null hypothesis that the
proportion values observed during the before and after periods are equal is rejected if the
absolute calculated z value is higher than the critical z value. Positive z-values indicate
that the proportion observed in the after period has decreased for the particular
performance measure. The reverse is true for negative values, which indicate that the
proportion observed during the after period has increased. A discussion of findings is
presented in the following section.
Discussion of Results by Performance Measure
Pedestrians Entering the Crosswalk
The number of pedestrians entering the crosswalk during each of the pedestrian
phase intervals (WALK, FDW, DW) was recorded during the before and after phase of
the study for peak periods of pedestrian activity as indicated in the previous chapter. The
proportions for each performance measure are shown in Table 4-2. There was a
significant increase in the proportion of pedestrians entering the crosswalk during the
WALK indication and a significant decrease in the proportion of pedestrians entering
during the DW indication at 3 of the 5 study intersections. As for the proportion of
pedestrians entering the crosswalk during the FDW, there was a significant increase
26
observed at the intersection of Archer Road and SW 16th Street; and a significant
decrease at the intersection of E University Avenue and E 1st Street. No significant
changes were observed for pedestrians entering during FDW at the remaining 3
intersections. Overall, the installation of pedestrian countdown signals had a positive
effect on the behavior of pedestrians entering the crosswalk. The findings are discussed
below.
Table 4-1 Calculated Test Statistic (z value) by Performance Measure
1
Intersection
Event
1
2
3
4
5
Overall
9.231
-5.211
-8.148
-3.729
-8.307
-8.693
Exit-DW
-10.670
1.296
7.864
3.909
9.322
6.624
Enter-W
6.161
-0.690
-11.882
-3.268
-8.791
-3.829
Enter-FDW
4.639
-1.556
-1.628
0.964
-2.960
0.479
Enter-DW
Compliance FDW –
Wait for WALK
Non-Compliance –
Enter at FDW
Non-Compliance –
Enter at DW
-8.759
1.617
12.329
3.242
13.111
15.804
0.223
-3.698
0.139
-0.361
1.051
0.083
-0.136
3.306
0.329
-0.147
-1.175
4.525
0.000
0.134
-0.449
1.019
0.422
1.017
Hesitating
2.623
-3.077
2.933
0.346
1.724
3.015
Running
-3.525
-1.840
-0.288
-1.832
0.815
-3.482
Going Back
-0.323
1.000
1.447
1.418
0.075
1.480
Conflict - Run
-1.811
-8.115
1.602
1.001
2.839
4.065
Conflict - Stop
0.024
-4.129
4.247
2.407
3.792
14.289
Conflict - Evade
0.000
0.344
-2.363
0.000
0.465
1.133
Exit-FDW
Note: 1. Intersections are: 1) E University Ave and E 1st St; 2) W University Ave an d W 2nd St; 3) W
University Ave and W 17th St; 4) W University Ave and N/S Dr; and, 5) Archer Rd and SW 16th St. 2. Bold
values are statistically significant at the 95% confidence level.
Pedestrians entering at WALK. The proportion of pedestrians entering the
crosswalk during the WALK indication significantly increased after the installation of the
pedestrian countdown signals at 3 of the study intersections: W University Avenue and
W 17th Street, W University Avenue and North-South Drive, and Archer Road and SW
27
16th Street. It significantly decreased at the intersection of E University Avenue and E 1st
Street, and no significant change occurred at the intersection of W University Avenue and
W 2nd Street.
Table 4-2 Pedestrians Entering Crosswalk
TOTAL
SITE
ENTERING AT "W"
ENTERING AT "FDW"
ENTERING AT "DW"
Before
After
Before
After
Diff.
Before
After
Diff.
Before
After
Diff.
EUA & E 1st ST
808
501
51.73%
34.73%
-17.00%
13.99%
6.39%
-7.60%
34.28%
58.48%
24.20%
WUA & W 2nd ST
1434
1076
32.43%
33.74%
1.31%
9.41%
11.34%
1.93%
58.16%
54.93%
-3.23%
WUA & W 17th ST
3378
3225
27.03%
40.74%
13.71%
8.14%
9.27%
1.13%
64.83%
49.98%
-14.85%
WUA & N/S DR
409
259
75.79%
85.71%
9.92%
8.56%
6.56%
-2.00%
15.65%
7.72%
-7.93%
ARCHER & SW 16th
AVE
1610
1278
53.66%
69.41%
15.75%
13.35%
17.37%
4.02%
32.98%
13.22%
-19.76%
Pedestrians entering at FDW. The proportion of pedestrians entering the
crosswalk during the FDW interval increased at only one of the study intersections
Archer Road and SW 16th Street. At the intersection of W University Avenue and E 1st
Street there was a decrease, while at all other intersections no statistically significant
change was noted.
Pedestrians entering at DW. One of the most significant performance measures is
the number of pedestrians that enter the crosswalk illegally during the DW indication, as
this has the highest potential for a conflict between pedestrians and vehicles. The study
results show that the proportion of pedestrians entering the crosswalk during the DW
significantly decreased at 3 of the sites after the installation of the pedestrian countdown
signals: W University Avenue and W 17th Street, W University Avenue and North-South
Drive, and Archer Road and SW 16th Street. At the intersection of E University Avenue
and E 1st Street the proportion increased significantly, while at W University Avenue and
W 2nd Street no significant change occurred.
28
At the intersection of W University Avenue and W 2nd Street, the peak period of
pedestrian activity is during the nighttime, particularly between 1:30 a.m. and 2:00 a.m.
when the bars and nightclubs close and customers must leave. At this time of night there
is a general disregard for the pedestrian signal indications. First, there is a good chance
that pedestrians (mostly college students) are under the influence of alcohol, and second
because large groups of people attempt to cross at the same time and vehicles tend to
yield the right-of-way.
It should be noted that the results observed at the intersection of E University
Avenue and E 1st Street may have been influenced by signal timing changes that
decreased the length of time allowed for the pedestrian crossings. The cycle length at this
intersection is very high during the peak times of observation. During mid-day the traffic
volume is lower, and pedestrians tend to enter and exit during the DW interval taking
advantage of gaps in traffic for completing the crossing. In some instances pedestrians
cross to the mid point of the roadway and wait at the centerline for a gap to finish the
crossing. Furthermore, pedestrians do not always press the push button for actuation of
the pedestrian cycle, generating longer periods of delay. Another factor that influences
the differences in behavior at this site is the presence of the Regional Transit System
(RTS) downtown bus transfer station located in close proximity to this intersection. A
high volume of pedestrians arrive at the intersection after getting off a bus. Pedestrians
also cross University Avenue to get to the transfer station. There was little compliance
with the pedestrian signal indication from pedestrians arriving at the intersection coming
from or going to the bus station.
29
Pedestrians Exiting the Crosswalk
The number of pedestrians exiting the crosswalk was recorded. The proportion of
pedestrians exiting the crosswalk during the FDW indication significantly increased at 4
of the 5 study sites after the installation of the pedestrian countdown signals, while the
proportion exiting during the DW indication significantly decreased at 3 of the 5 study
sites. The proportion exiting during the WALK interval is not considered as a useful
indication as pedestrians finishing during this interval are most likely completing the
crossing after starting during the DW indication. In addition, pedestrians are not expected
to finish during this interval as it is timed for only a few seconds allowing the pedestrian
to reach a certain distance but not to finish the crossing. The desired outcome is for the
pedestrians to finish during the FDW indication, clearing the intersection prior to
conflicting vehicles receiving the green light. The proportion of pedestrians exiting
during each interval is shown in Table 4-3.
Table 4-3 Pedestrians Exiting Crosswalk
TOTAL
SITE
EXITING AT "W"
EXITING AT "FDW"
EXITING AT "DW"
Before
After
Before
After
Diff.
Before
After
Diff.
Before
After
Diff.
EUA & E 1st ST
808
501
6.56%
2.79%
-3.77%
61.26%
35.93%
-25.33%
32.18%
61.28%
29.10%
WUA & W 2nd ST
1434
1076
14.09%
6.88%
-7.21%
26.92%
36.71%
9.79%
59.00%
56.41%
-2.59%
WUA & W 17th ST
3378
3225
4.77%
4.40%
-0.37%
43.64%
53.61%
9.97%
51.60%
41.98%
-9.62%
WUA & N/S DR
409
259
0.98%
1.16%
0.18%
77.75%
88.42%
10.67%
21.27%
10.42%
-10.85%
ARCHER & SW
16th AVE
1610
1278
8.01%
8.45%
0.44%
58.32%
72.85%
14.53%
33.66%
18.70%
-14.96%
Pedestrians exiting on FDW. There was a significant increase in the proportion of
pedestrians exiting the crosswalk during the FDW indication after the installation of the
pedestrian countdown signals. This behavior is observed at all study intersections with
the exception of the intersection of E University Avenue and E 1st Street. The increase in
30
exits during the FDW may be a result of pedestrians taking advantage of the information
given by the countdown and adjusting their walking speed to complete the crossing prior
to the release of conflicting vehicular traffic.
Pedestrians exiting on DW. The proportion of pedestrians exiting the crosswalk
during the DW indication significantly decreased after the installation of the countdown
signals at 3 of the study intersections: W University Ave and W 17th Street, W University
Avenue and North-South Drive, and Archer Road and SW 16th Street. There was no
significant change at the intersection of W University Avenue and W 2nd Street. At the
intersection of E University Avenue and E 1st Street there was an increase in the number
of pedestrians exiting during the DW interval. The latter may also be associated with
unique conditions present at this intersection as discussed in the previous section.
Compliance with FDW Indication
In the literature there is extensive documentation of pedestrians’ misunderstanding
of and lack of compliance with, the FDW indication. In this study, compliance with the
FDW indication is measured by the behavior of pedestrians arriving at the intersection
during the FDW. A pedestrian complies with the FDW indication if upon arrival during
the FDW, (s)he stops and waits for the next WALK interval during the next cycle. Noncompliance is measured by (s)he entering the crosswalk during the FDW or DW
indication after arriving during the FDW. Of the total arrivals observed over the course of
this study, 8.5% (655) of the pedestrians arrived during the FDW on the before phase,
and 9.4% (598) of the pedestrians arrived during the FDW on the after phase.
The results indicate that there was no statistically significant difference in the
compliance of pedestrians with the FDW indication between the before and after
installation of the pedestrian countdown signals, except at the intersection of W
31
University Avenue and W 2nd Street. At this intersection there was an increase in the
proportion of pedestrians that complied with the FDW indication by waiting for the next
WALK indication and refraining from entering during the FDW. The proportions
observed are shown in Table 4-4.
Table 4-4 Compliance with the Flashing Don’t Walk Indication
ARRIVALS AT
"FDW"
COMPLIANCE
NON-COMPLIANCE
WAITING FOR "W"
SITE
ENTERING AT "FDW"
ENTERING AT "DW"
Before
After
Before
After
Diff.
Before
After
Diff.
Before
After
Diff.
EUA & E 1st ST
104
26
4.81%
3.85%
-0.96%
87.50%
88.46%
0.96%
7.69%
7.69%
0.00%
WUA & W 2nd ST
81
98
0.00%
12.24%
12.24%
98.77%
86.73%
-12.04%
1.23%
1.02%
-0.21%
WUA & W 17th ST
241
263
2.07%
1.90%
-0.17%
91.70%
90.87%
-0.83%
6.22%
7.22%
1.00%
WUA & N/S DR
27
16
3.70%
6.25%
2.55%
92.59%
93.75%
1.16%
3.70%
0.00%
-3.70%
ARCHER & SW 16th
AVE
202
195
18.81%
14.87%
-3.94%
71.78%
76.92%
5.14%
9.41%
8.21%
-1.20%
Erratic Pedestrian Behavior
Pedestrian behavior as a function of the pedestrian signal indication was recorded
and analyzed during the before and after phases of this study. The erratic behaviors
observed are defined as:
•
•
•
Pedestrian hesitates: pedestrian is unsure if (s)he can start the crossing. This is
observed by pedestrian initiating the movement by stepping off the curb and
waiting in the crosswalk before deciding to proceed and complete the crossing;
Pedestrian runs: pedestrian starts to run when the pedestrian signal indication
changes or as timer during the FDW approaches zero; and,
Pedestrian goes back to point of start: pedestrian initiates the crossing but turns
around and returns to point of origin based on interpretation of the pedestrian
signal.
Pedestrians that crossed diagonally and jogging were not included in the analysis.
In addition, pedestrians that crossed outside of the marked crosswalk, jaywalking, were
considered to be outside of the field of influence of the pedestrian signals, and were also
32
excluded from the analysis. Table 4-5 shows the proportions observed during the before
and after phases of the study.
Table 4-5 Erratic Behavior During Crossing
TOTAL
SITE
HESITATING
RUNNING
GOING BACK
Before
After
Before
After
Diff.
Before
After
Diff.
Before
After
Diff.
EUA & E 1st ST
808
501
2.60%
0.80%
-1.80%
5.32%
10.98%
5.66%
0.12%
0.20%
0.08%
WUA & W 2nd ST
1434
1076
0.14%
1.21%
1.07%
6.00%
7.90%
1.90%
0.07%
0.00%
-0.07%
WUA & W 17th ST
3378
3225
0.47%
0.09%
-0.38%
3.37%
3.50%
0.13%
0.24%
0.09%
-0.15%
WUA & N/S DR
409
259
1.47%
1.16%
-0.31%
2.20%
5.02%
2.82%
0.49%
0.00%
-0.49%
ARCHER & SW
16th AVE
1610
1278
0.37%
0.08%
-0.29%
6.52%
5.79%
-0.73%
0.25%
0.23%
-0.02%
Hesitating. At 2 of the 5 study intersections there was a significant decrease in the
proportion of pedestrians hesitating after the installation of the countdown signals: E
University Avenue and E 1st Street and W University Avenue and W 17th Street. The only
significant increase was at the intersection of W University Avenue and W 2nd Street. At
this intersection the peak period of pedestrian activity is during the nighttime, particularly
between 1:30 a.m. and 2:00 a.m. when the bars and nightclubs close and customers must
leave. There is a good chance that pedestrians (mostly college students) are under the
influence of alcohol at this time, which may cause hesitation at crossing. No changes
were observed at the remaining two intersections.
Running. There was an increase in the proportion of pedestrians that started
running after the installation of the pedestrian countdown signals at the intersection of E
University Avenue and E 1st Street. Further analysis indicates that the increase observed
is related to the increase in the number of pedestrians that start crossing during the DW
interval. Running as an effect of the pedestrian indication during the DW may be
explained by the pedestrian taking advantage of gaps in traffic to avoid the delays caused
33
by the pedestrian signal. At this intersection pedestrians tend to take advantage of gaps in
traffic to initiate the crossing. They will reach the center lane and then wait for another
gap in the opposite direction to complete the crossing, usually running. At all other
intersections no significant differences were measured.
Going back. There were no significant differences in the proportions of pedestrians
going back to the point of start between the before and after phase of the study.
Pedestrian-Vehicle Conflicts
Observations of pedestrian behavior due to the presence of vehicles were analyzed
to determine if there were any significant changes that could be attributed to the
installation of pedestrian countdown signals. The behaviors observed were:
•
•
•
•
Pedestrian ran to avoid on-coming vehicles,
Pedestrian stopped to avoid on-coming vehicles,
Pedestrian had to evade a vehicle to avoid a conflict, and,
Pedestrian and vehicle collided.
The conflicts observed were mainly due to pedestrians crossing during the DW
indication: taking advantage of a gap in traffic by running across the intersection; by
crossing to the mid-point of the crosswalk and having to wait for a suitable gap to
complete the crossing; and by evading vehicles that were blocking the crosswalk. The
potential for conflicts exists with left-turning and right-turning vehicles; however, no
incidents were observed during the study period. Since no collisions were observed, the
‘Crash’ column is not shown in Table 4-6.
Run. The proportion of pedestrians that ran to avoid a conflict with a vehicle
significantly increased at one intersection and significantly decreased at another. At all
other intersections the difference was small and not significant. The increase at the
34
intersection of W University Avenue and W 2nd Street may be explained by the general
disrespect for the pedestrian indication at nighttime. As explained in the previous section,
at this intersection the peak period of pedestrian activity is during the nighttime when the
pedestrian population is likely under the influence of alcohol, and the traffic volume is
low. This behavior may be associated with the increase in the proportion of pedestrians
that hesitated and stopped while crossing at the same intersection. Pedestrians tend to dart
into the street in the path of vehicles, stop and continue running to clear the crossing.
Table 4-6 Pedestrian-Vehicle Conflicts
TOTAL
SITE
RUN
STOP
EVADE
Before
After
Before
After
Diff.
Before
After
Diff.
Before
After
Diff.
EUA & E 1st ST
808
501
0.37%
1.40%
1.03%
3.22%
3.19%
-0.03%
0.00%
0.00%
0.00%
WUA & W 2nd ST
1434
1076
0.07%
5.95%
5.88%
0.42%
2.51%
2.09%
0.14%
0.09%
-0.05%
WUA & W 17th
ST
3378
3225
0.15%
0.03%
-0.12%
3.46%
1.80%
-1.66%
0.03%
0.25%
0.22%
WUA & N/S DR
409
259
0.24%
0.00%
-0.24%
2.44%
0.38%
-2.06%
0.00%
0.00%
0.00%
ARCHER & SW
16th AVE
1610
1278
0.02%
0.01%
-0.01%
0.04%
0.02%
-0.02%
0.01%
0.01%
0.00%
Stop. There was a significant decrease in the proportion of pedestrians that had to
stop while crossing the intersection due to a conflict with vehicles at 3 of the 5 study
intersections. This may also be related to the decrease in the number of pedestrians that
initiated the crossing during the DW indication. As the proportion of pedestrians present
in the crosswalk at the same time that vehicles have the right-of-way it is expected that
the number for potential conflicts would also decrease. This relationship is particularly
noted at the intersections of W University Avenue and NW 17th Street, W University
Avenue and North-South Drive and at Archer Road and SW 16th Street. The only
significant increase occurred at the intersection of W University Avenue and W 2nd
Street, and is likely due to the unusual behavior of pedestrians under the influence of
35
alcohol after the bars close. At this intersection large groups of pedestrians attempt to
cross at the same time and vehicles tend to yield the right-of-way. Pedestrians may be
unsure of the vehicle driver’s behavior and tend to stop prior to proceeding with the
crossing to make sure that the driver will in fact yield.
Evade. The only noted difference in the proportion of pedestrians that exhibit this
behavior was at the intersection of W University Avenue and NW 17th Street, where a
significant increase was observed after the installation of the pedestrian countdown
signals. At this intersection vehicles and buses are observed making a northbound leftturn at the end of the phase, which coincides with the beginning of the pedestrian WALK
interval. When pedestrians start crossing, during the peak vehicular traffic periods, there
is often a turning vehicle clearing the intersection during the beginning of the pedestrian
WALK phase; thus, resulting in a situation where pedestrians have to evade a vehicle.
The increase observed in the proportion of pedestrians evading vehicles at this
intersection may be directly related to the increase in the compliance with the WALK
indication as the vehicular turning movement has not changed.
Crash. During the study period, no crashes were observed either before or after the
installation of the pedestrian countdown signals. Historical data shows the occurrence of
29 pedestrian-vehicle crashes at the study intersections between 1997 and 2002. Of these,
31% occurred between the hours of 12:40 a.m. and 2:40 a.m. when the pedestrian signals
most likely were not a factor, given the location of such occurrences, at the intersections
of W University Avenue and W 2nd Street and W University Avenue and NW 17th Street.
These two sites are in the vicinity of bars and nightclubs. The pedestrian population
between the hours indicated is composed mainly of college students who are likely under
36
the influence of alcohol. The scope of this project did not allow for a determination of the
influence of pedestrian countdown signals upon the incidence of severe conflict.
CHAPTER 5
CONCLUSIONS AND RECOMMENDATIONS
Based on the observations of pedestrians before and after the installation of
pedestrian countdown signals at five intersections in Gainesville, Florida, it is concluded
from this study that the pedestrian countdown signals generally had a positive effect on
pedestrian behavior. Five questions were posed for the research to evaluate the
effectiveness of pedestrian countdown signals based on pre-defined performance
measures as presented below:
Are pedestrians more or less likely to comply with the WALK indication?
Based on observations of pedestrian behavior before and after the installation of
pedestrian countdown signals, it is concluded from this study that pedestrians are more
likely to comply with the WALK indication of pedestrian countdown signals. The
proportion of pedestrians entering the crosswalk during the WALK indication increased
significantly after the installation on three of the five study locations.
Are pedestrians more or less likely to comply with the FDW indication? The
impact of countdown signals was significant on the increase in the proportion of
pedestrians that completed the crossing during the FDW indication. The results indicate
that pedestrians are adjusting their walking speed to complete the crossing prior to the
onset of the DW indication. The results also indicate that there was no significant impact
on pedestrians’ compliance with the FDW indication as there was no increase in the
proportion that entered the crosswalk during this interval at four of the five study
intersections.
37
38
Are pedestrians more or less likely to be in the crosswalk during the DW
indication? The results indicate that pedestrians are less likely to be in the crosswalk
during the DW for countdown signals. The study results show that there was a significant
decrease in both the proportion of pedestrians that entered and exited the crosswalk
during the DW indication at three of the five study intersections. As indicated above,
pedestrians are generally finishing the crossing during the FDW interval.
Did the occurrence of erratic pedestrian behavior increase or decrease?
Overall, there were no significant changes in the occurrence of erratic pedestrian
behavior due to the countdown signal indication. The proportion of pedestrians that ran
increased at only one of the study sites; however, at this location the changes may be
attributed to factors other than the countdown signal, such as signal timing changes and
the availability of gaps in the traffic stream. The proportion that hesitated while crossing
decreased at two of the study sites and increased at one. At the latter, the peak pedestrian
activity is during the nighttime, and the behavior observed may be explained by the
unusual behavior of pedestrians under the influence of alcohol after the bars close. In
addition, a large number of pedestrians attempt to cross at the same time and given the
low traffic volume during this time of night, vehicles tend to yield the right-of-way.
Did the occurrence of pedestrian-vehicle conflicts increase or decrease?
Overall, there was no significant change in proportion of conflicts between pedestrians
and vehicles during the study period. The significant observations include a decrease in
the proportion of pedestrians that had to stop in the crosswalk to avoid a conflict with a
vehicle at three intersections during the after period. This may be related to the decrease
in the proportion observed entering the crosswalk during the DW interval, as the subject
39
intersections had the highest decrease in the proportion of pedestrians entering the
crosswalk during the DW interval.
Summary of Conclusions
The installation of pedestrian countdown signals had several positive effects on
pedestrian behavior. First, there was an increase in the proportion of pedestrians that
complied with the WALK indication at three of the five intersections observed. Second,
the proportion of pedestrians that initiated the crossing during the DW indication
decreased significantly after the installation of the countdown signals. Moreover, the
number of pedestrians remaining in the crosswalk at the release of conflicting traffic
during the DW indication significantly decreased at three of the study intersections.
The countdown signals did not encourage more pedestrians to enter the crosswalk
during the FDW interval, but pedestrians seem to be using the additional information
provided by the countdown timer to adjust their walking speeds and finish crossing prior
to the release of conflicting traffic. Therefore, the pedestrian countdown signals appear to
have a positive impact on pedestrian behavior as the proportion of pedestrians left in the
crosswalk at the release of conflicting traffic is significantly smaller. This ultimately
could lead to increased pedestrian safety as pedestrian exposure to conflicting vehicle
movements is reduced, in turn reducing the probability for pedestrian-vehicle conflicts.
Recommendations for Future Study
Given the composition of the Gainesville population and the location of the study
intersections, the findings of this research may not be directly applicable to age groups
younger than 17 or older than 65 years of age. Both the school age and elderly
populations are under-represented and further research is needed to evaluate their
understanding and behavior associated with pedestrian countdown signals.
40
Given the findings presented in the literature, further research is needed before
pedestrian countdown signals are installed in school zones, where the presence of school
crossing guards may send conflicting messages to the crossing population, particularly
those of younger age, such as 15 and younger. This may encourage young pedestrians to
interpret the countdown signal as a safe interval to enter the crosswalk when crossing
guards are not present, thus increasing the potential for conflicts.
The older segment of the population is the fastest growing. It is predicted that by
2030 this group will comprise 20 percent of the population or 70 million people (22). It is
well documented in the literature that this segment of the population is the most
vulnerable. In 2003, 33 percent of all pedestrian fatalities and 12 percent of all pedestrian
injuries that occurred at intersections involved a pedestrian 65 or older (1). Further study
is necessary to determine the level of understanding of the countdown indications by the
elderly, and the countdown impact on their behavior given age related components such
as visual impairments and physical limitations.
Further study is also needed to determine the long-term effect of the countdown
signals. It needs to be determined whether pedestrian compliance with the countdown
indications will decrease once pedestrians grow accustomed to the new devices.
While the intersections in this study offered some diversity in geometric and signal
operation characteristics, a wider range of conditions should ultimately be studied as
well. This will allow for a more thorough investigation of any interaction effects between
the countdown signals and geometric and operational characteristics and their influence
on pedestrian behavior.
APPENDIX A
DATA COLLECTION SAMPLE
The data was compiled using a video recording system that simultaneously
captured pedestrian and vehicular movements and the corresponding signal indications.
Once the video tapes were decoded and processed in the Transportation Research Center
laboratory, the tapes were viewed and the data from the tapes were recorded in Excel
spreadsheets based on the selected performance measures identified for this study. The
spreadsheet entries reflect: time of pedestrian arrival at the intersection and
corresponding pedestrian signal indication at time of arrival; signal indication at time of
entry and exit the crosswalk; erratic pedestrian behavior due to the pedestrian signal
indications; pedestrian-vehicle conflicts; actuation of pedestrian signal; cycle length; and,
number of cycles observed. A sample file is included in the following pages. The data
were collected after the installation of pedestrian countdown signals at the intersection of
W University Avenue and W 17th Street on Monday, November 13, 2003.
41
42
W University Ave & W 17th St - Tape # 1, AFTER
Date: November 17/03 - MONDAY
Time Period: 7:00 AM to 9:00 AM; 11:00 AM to 2:00 PM; 3:00 PM to 6:00 PM
Peds Entering
Crosswalk at
Cycle
Crosswalk
(NB/SB
/EB/WB)
Activated
1
WB
N
1
NB/SB
N
2
SB
Y
2
NB
Y
2
EB
N
2
EB
N
3
NB/SB
N
3
EB/WB
N
4
SB
N
4
EB/WB
N
5
EB/WB
N
5
NB/SB
N
6
EB
N
1
0:08:52
6
1
1
6
WB
N
B
0:08:57
6
B
B
6
NB/SB
N
7
NB/SB
N
7
EB/WB
N
8
EB
N
B
0:11:21
8
B
8
SB
Y
1
0:12:13
8
1
9
WB
N
B
0:13:00
9
B
9
NB/SB
N
10
NB
Y
1
0:14:23
10
1
1
10
NB
Y
1
0:14:35
10
1
1
10
EB/WB
N
11
NB
N
2
0:16:30
11
2
2
11
EB/WB
N
12
WB
N
2
0:16:58
12
2
2
12
NB/SB
N
2
0:20:39
14
2
2
0:20:45
14
1
1
0:22:15
15
B
B
Peds Arriving at
W
13
NB/SB
N
13
EB/WB
N
14
NB
Y
14
NB
Y
14
EB/WB
N
15
WB
N
15
NB/SB
N
16
NB/SB
N
16
EB/WB
N
FDW
Connect
Time
Cycle
when
Entering
00:02:17
2
B
2
DW
B
2
W
FDW
Finish at
DW
00:03:23
2
2
B
0:04:10
2
B
1
0:04:17
2
1
3
0:06:26
4
3
1
B
FDW
DW
Hesitating
Running
B
00:03:47
2
W
2
2
2
B
3
B
1
B
17
SB
N
B
0:25:03
17
B
B
17
NB
N
1
0:25:06
17
1
1
17
NB
N
4
0:25:11
17
4
4
17
EB/WB
N
18
EB/WB
N
18
NB/SB
N
19
WB
N
1
0:26:53
19
1
1
1
19
SB
N
2
0:27:36
19
2
2
2
19
EB
Y
B
0:27:57
19
19
EB
Y
20
NB/SB
N
20
EB/WB
N
21
SB
Y
21
EB/WB
N
B
B
0:28:22
1
0:29:59
B
B
21
1
B
1
Ped Behavior Due to
Vehicle Conflict
Erratic Ped Behavior
4
Going
Back
Run
Stop
Evade
Crash
43
22
EB
N
22
NB/SB
N
B
0:31:50
22
23
NB
Y
23
NB
Y
3
0:33:00
23
3
0:33:28
23
3
23
SB
Y
0:33:43
23
23
EB/WB
N
24
NB
N
24
EB/WB
N
1
0:34:58
24
1
1
25
WB
25
EB
N
B
0:35:48
25
B
B
N
1
0:36:36
25
1
25
NB/SB
N
1
26
EB
N
26
NB/SB
N
B
0:37:46
26
B
B
27
WB
N
27
NB/SB
N
B
0:38:46
27
B
B
3
1
B
B
3
3
1
1
1
28
SB
Y
1
0:39:42
28
1
1
28
NB
Y
2
0:40:19
28
2
2
28
EB/WB
N
29
NB/SB
N
29
EB/WB
N
30
SB
N
1
0:43:40
30
1
30
EB/WB
N
31
SB
N
1
0:45:07
32
1
31
EB/WB
N
32
NB
Y
1
0:46:05
32
32
SB
Y
1
0:46:30
32
1
1
1
32
SB
Y
2
0:46:31
32
2
2
1
32
EB/WB
N
1
1
1
1
33
NB
N
1
0:47:36
33
1
1
33
WB
N
1
0:47:50
33
1
1
34
NB
Y
1
0:48:26
34
1
1
34
NB
Y
1
0:49:08
34
1
1
34
EB/WB
N
2
0:51:59
36
2
1
0:52:30
37
0:54:38
38
0:54:40
38
35
NB/SB
N
35
EB/WB
N
36
SB
N
36
EB/WB
N
37
SB
Y
37
EB/WB
N
38
NB
Y
38
NB
Y
38
EB/WB
N
B
2
2
1
1
B
B
2
2
39
SB
Y
1
0:55:36
39
1
39
NB
Y
B
0:56:10
39
B
B
B
0:56:14
39
B
B
2
0:57:34
40
2
2
0:59:06
43
2
39
NB
Y
39
EB/WB
N
40
SB
N
40
EB/WB
N
41
SB
41
EB/WB
1
2
2
N
42
NB
N
1
0:59:31
42
1
1
42
WB
N
1
1:00:01
42
1
1
42
NB
N
1
1:00:25
42
1
43
NB
Y
2
1:01:37
43
2
2
43
NB
Y
1
1:01:41
43
1
1
43
NB
Y
1
1:01:47
43
43
EB
N
1
1:02:07
43
1
1
1
1
1
RUNNER
44
44
NB
N
1
1:03:13
44
1
1
44
WB
N
1
1:03:27
44
1
1
45
NB
N
3
1:04:38
45
3
3
45
NB
N
2
1:04:48
45
2
2
45
NB
N
2B
1:04:49
45
2B
2B
45
EB/WB
N
46
EB
N
B
1:06:09
46
B
B
46
NB/SB
N
47
EB
N
2
1:06:36
47
2
2
47
NB/SB
N
1
1:08:23
48
48
SB
Y
48
EB/WB
N
1
1
49
EB
N
1
1:09:39
49
1
1
49
NB
N
2
1:10:16
49
2
2
49
WB
N
2
1:10:40
49
2
2
50
WB
N
1
1:11:12
50
1
50
SB
Y
1
1:11:31
50
1
2
2
SB
Y
1:11:50
51
51
WB
N
1
1:12:08
51
51
NB
Y
1
1:12:49
51
1
51
SB
Y
1
1:12:57
51
1
51
EB
N
1
1:13:21
51
52
NB
Y
1
1:14:51
52
1
2
1
1
1
1
1
1
1
1
NB
Y
1:14:52
52
52
WB
N
1
1:14:56
52
1
52
WB
N
1
1:15:01
52
1
53
NB
Y
2
1:15:26
53
2
53
NB
Y
1
53
NB
Y
1
53
EB/WB
N
54
WB
N
54
SB
N
55
NB/SB
N
55
EB/WB
N
56
WB
56
EB
57
SB
N
57
EB/WB
N
1
1
2
1:15:50
53
1:16:02
53
1
1:16:46
54
1
1
1
1:17:29
54
1
1
Y
1
1:20:48
56
N
1
1:21:20
56
1
1
1
1:23:09
57
1
1
1
1
1:23:36
58
1
1
1:24:27
58
B
B
1
1
1
1
58
NB
Y
58
NB
Y
58
EB/WB
N
59
EB/WB
N
59
NB/SB
N
60
WB
N
1
1:26:49
60
1
1
60
WB
N
B
1:27:13
60
B
B
B
60
NB
Y
1
1:27:20
60
61
WB
N
1
1:28:48
61
61
NB/SB
N
62
NB/SB
N
62
EB/WB
N
1
1
EB
N
B
1:30:31
63
B
B
63
WB
N
B
1:31:48
63
B
B
63
NB/SB
N
64
NB/SB
N
64
EB/WB
N
NB/SB
N
65
EB/WB
N
RUNNER
1
1
63
65
RUNNER
1
52
1
1
1
50
1
RUNNER
RUNNER
45
66
EB/WB
66
NB/SB
N
N
67
EB/WB
N
67
NB/SB
N
68
NB/SB
N
68
EB/WB
N
69
NB/SB
N
69
EB/WB
N
70
WB
N
B
1:41:09
70
B
B
70
EB
N
1
1:41:12
70
1
1
70
NB/SB
N
71
WB
N
1
1:43:09
71
1
1
71
NB/SB
N
72
EB/WB
N
72
NB/SB
N
73
WB
N
B
1:44:38
73
B
B
73
NB/SB
N
74
EB
N
2
1:46:30
74
2
2
74
NB/SB
N
75
SB
N
B
1:48:24
75
B
B
75
WB
N
B
1:48:30
75
B
B
2
1:49:08
76
76
NB
Y
76
EB/WB
N
2
77
EB
N
3
1:50:19
77
3
77
EB
N
1
1:50:29
77
1
1
77
EB
N
1
1:50:35
77
1
1
77
WB
N
1
1:50:55
77
1
1
77
NB/SB
N
3
EB
N
1
1:51:52
78
78
EB
N
B
1:52:52
79
78
NB/SB
N
79
NB
Y
1
1:54:10
79
1
79
EB/WB
N
80
SB
N
1
1:55:11
80
1
80
SB
N
1
1:55:14
80
1
1
80
WB
N
1
1:55:59
80
1
1
81
NB/SB
N
81
EB/WB
N
82
NB/SB
N
82
EB/WB
N
2
1:58:59
83
2
2
2
2:00:45
84
2
2
NB
Y
83
EB/WB
N
84
NB
Y
84
EB/WB
N
85
NB/SB
N
85
EB/WB
N
1
1
B
1
1
NB/SB
N
EB/WB
N
87
WB
N
2B
2:05:09
87
2B
2B
87
WB
N
1
2:05:49
87
1
1
87
NB/SB
N
NB/SB
N
EB/WB
N
1
1
86
88
RUNNER
B
86
88
RUNNERS
2
78
83
RUNNER
89
EB
N
1
2:07:32
89
1
1
89
NB
N
B
2:08:19
89
B
B
89
EB
N
B
2:08:31
89
B
B
89
EB
N
B
2:08:38
89
B
B
RUNNER
46
90
NB
N
90
EB/WB
N
EB
N
NB/SB
N
91
92
93
94
95
96
SB
Y
EB/WB
N
SB
N
EB/WB
N
2
2:09:54
90
2
2
1
2:11:31
91
1
1
B
2:12:13
92
1
2:14:20
94
B
RUNNER
B
1
1
WB
N
1
2:14:52
94
1
1
NB
N
B
2:15:11
94
B
B
EB
N
1
2:16:16
95
1
1
WB
N
1
2:16:19
95
1
1
RUNNER
NB/SB
N
1
2:18:37
96
1
1
1
1
2:18:51
97
1
1
WB
N
NB/SB
N
97
WB
N
97
NB/SB
N
98
EB
N
1
2:20:13
98
1
1
98
NB
N
B
2:21:07
98
B
B
98
WB
N
1
2:21:12
98
1
1
98
NB
N
1
2:21:21
98
1
1
1
98
EB
N
1
2:21:35
98
1
1
RUNNER
99
NB/SB
N
99
EB/WB
N
RUNNER
100
EB
N
2
2:23:39
100
2
2
100
NB
N
1
2:23:45
100
1
1
1
101
EB
N
1
2:25:24
101
1
1
RUNNER
101
EB
N
1
2:25:51
101
1
1
101
NB/SB
N
102
SB
N
1
2:26:29
102
1
1
102
EB
N
1
2:26:32
102
1
1
102
SB
N
1
2:26:45
102
1
1
102
EB
N
2
2:27:03
102
2
2
103
EB
N
1
2:27:39
103
1
1
103
NB
N
3
2:28:18
103
3
3
103
EB
Y
1
2:28:26
104
104
WB
N
1
2:29:01
104
104
NB/SB
N
1
1
1
1
105
EB
N
1
2:30:51
105
1
1
105
WB
N
B
2:30:54
105
B
B
105
SB
N
1
2:30:58
105
1
1
105
EB
N
1
2:31:15
105
1
106
EB
Y
2:31:51
106
1
RUNNER
1
RUNNER
1
1
106
SB
Y
1
2:32:03
106
1
1
106
NB
Y
1
2:32:20
106
1
1
107
EB
N
1
2:33:11
107
1
1
107
EB
N
2
2:34:22
107
2
2
107
EB
N
2
2:34:30
107
2
2
RUNNERS
107
NB/SB
N
RUNNER
108
NB/SB
N
108
EB/WB
N
109
EB
N
1
2:36:03
109
1
1
109
WB
N
B
2:36:17
109
B
B
109
NB/SB
N
110
EB
N
1
2:37:46
110
1
1
110
NB/SB
N
111
NB/SB
N
RUNNER
47
111
EB/WB
N
112
WB
N
112
NB/SB
N
113
EB
N
113
NB/SB
N
114
WB
114
SB
B
2:40:35
112
B
B
1
2:42:17
113
1
1
N
1
2:43:34
114
1
1
N
1
2:43:42
114
1
1
1
1
114
WB
N
1
2:43:43
114
1
1
114
WB
N
B
2:43:55
114
B
B
114
WB
N
1
2:44:00
114
1
1
115
WB
N
1
2:45:17
115
1
1
1
115
WB
N
1
2:45:18
115
1
1
1
115
NB/SB
N
116
NB/SB
N
116
EB/WB
N
117
NB
N
1
2:48:32
117
1
1
1
117
WB
N
1
2:48:34
117
1
1
117
EB
N
B
2:49:18
117
B
B
117
EB
N
2
2:49:40
117
2
118
NB
Y
2
2:51:00
118
2
118
NB
Y
2B
2:51:05
118
2B
118
NB
Y
2
2:51:05
118
118
EB
N
2:51:17
118
1
119
NB/SB
N
119
EB/WB
N
120
EB
N
B
2:53:31
120
B
120
NB
Y
1
2:53:44
120
1
121
WB
N
1
2:54:22
121
1
1
121
WB
N
1
2:55:24
121
1
1
121
NB/SB
N
122
WB
N
1
2:56:13
122
1
1
122
EB
N
B
2:56:50
122
B
B
122
NB/SB
N
123
WB
N
1
2:57:24
123
123
SB
Y
2
2:57:33
123
123
EB
N
1
2:57:49
123
123
NB
Y
1
2:57:53
123
1
1
123
SB
Y
1
2:57:57
123
1
1
124
EB
Y
2
2:58:52
124
2
2
124
SB
Y
2:59:05
124
1
1
1
1
2
2B
2
2
1
B
1
2
1
1
1
1
N
B
3:00:33
125
B
B
N
B
3:00:40
126
B
B
1
3:02:59
127
B
3:05:28
129
B
B
2
3:08:58
131
2
2
1
3:10:11
132
N
N
127
NB
Y
127
EB/WB
N
128
NB/SB
N
128
EB/WB
N
129
EB
N
129
NB/SB
N
130
NB/SB
N
130
EB/WB
N
131
WB
N
131
NB/SB
N
132
NB
Y
132
EB/WB
N
133
NB/SB
N
1
1
RUNNER
1
NB
NB/SB
1
2
WB
EB/WB
1
1
125
126
RUNNERS
2
125
126
RUNNER
1
1
48
133
EB/WB
134
NB
N
Y
3:12:58
134
1
1
134
NB
Y
B
3:13:06
134
B
B
B
3:13:10
134
B
B
3:14:33
135
3:15:56
136
3:15:56
136
3:15:57
136
1
3:15:58
136
B
3:16:02
136
B
3:16:40
137
B
B
B
3:19:50
139
B
B
1
3:21:25
140
1
B
3:22:35
141
B
B
B
1
134
NB
Y
134
EB/WB
N
135
NB
N
135
EB/WB
N
136
NB
Y
136
EB
N
136
NB
Y
1
136
NB
Y
B
136
NB
Y
137
WB
N
137
NB/SB
N
138
NB/SB
N
138
EB/WB
N
139
NB
N
139
EB/WB
N
B
1
2
B
B
B
1
1
2
2
1
B
B
B
140
NB
Y
140
EB/WB
N
141
EB
N
141
NB/SB
N
142
WB
N
B
3:24:19
142
B
142
EB
N
1
3:25:03
142
1
1
142
WB
N
B
3:25:13
142
B
B
142
NB/SB
N
143
NB
N
B
3:27:30
143
B
B
143
EB/WB
N
144
EB
N
1
3:29:28
144
1
1
144
NB/SB
N
145
NB
N
B
3:30:48
145
B
B
145
NB
N
1
3:31:26
145
EB/WB
N
146
EB
N
1
3:32:35
146
1
1
146
NB/SB
N
147
EB
N
B
3:34:36
147
B
B
147
NB/SB
N
148
WB
N
1
3:35:56
148
1
1
148
NB/SB
N
149
NB
N
1
3:37:24
149
1
1
1
149
EB/WB
N
1
1
150
EB
Y
1
3:38:16
150
150
NB
Y
1
3:38:19
150
150
NB
Y
1
3:38:48
151
NB
N
1
3:39:39
151
NB
Y
1
3:39:50
151
1
B
1
1
1
150
1
1
151
1
1
EB
Y
3:40:03
151
B
151
NB
Y
2
3:40:41
151
2
151
WB
N
1
3:41:10
152
1
1
152
NB
N
B
3:41:30
152
B
B
152
EB
N
1
3:41:32
152
1
1
152
EB
N
1
3:42:23
152
1
1
153
WB
N
B
3:43:10
153
B
B
153
NB/SB
N
154
WB
N
B
3:44:48
154
B
B
154
EB
N
1
3:44:56
154
1
154
NB
Y
3:45:37
154
1
1
1
1
151
1
RUNNER
B
2
1
1
49
154
NB
Y
3:45:38
154
155
EB
N
1
B
3:46:11
155
B
B
155
SB
N
B
3:46:20
155
B
B
155
EB
N
1
3:47:16
155
1
1
156
NB
N
1
3:49:08
156
1
1
156
WB
N
1
3:49:22
157
1
1
157
WB
N
1
3:50:13
157
1
1
157
WB
N
B
3:50:13
157
B
B
B
B
1
157
NB
Y
3:50:57
157
158
WB
N
B
3:52:14
158
158
NB
N
B
3:52:31
158
159
NB
Y
1
3:54:05
159
1
1
3:54:10
159
B
B
159
SB
Y
159
EB/WB
N
1
1
B
1
1
B
B
160
EB
N
B
3:55:33
160
B
B
160
NB
N
B
3:55:38
160
B
B
160
WB
N
B
3:55:57
160
B
B
160
WB
N
B
3:56:04
160
B
160
WB
Y
1
3:56:06
161
1
160
WB
Y
1
3:56:11
161
1
161
NB
Y
1
3:57:24
161
1
161
EB/WB
N
162
WB
N
1
3:57:59
162
1
162
WB
N
1
3:58:01
162
1
1
162
EB
N
B
3:58:01
162
B
B
162
NB
Y
B
3:58:03
162
162
NB
Y
B
3:59:21
162
B
1
1
B
1
1
1
1
B
B
B
B
162
NB
Y
3:59:21
162
162
NB
Y
B
3:59:33
162
B
B
162
WB
N
B
3:59:35
163
B
B
163
EB
N
1
3:59:48
163
1
1
163
NB
N
1
4:00:49
163
1
1
163
WB
N
1
4:00:55
163
1
1
163
NB
N
B
4:01:08
163
B
B
164
NB
N
B
4:02:18
164
B
B
164
EB/WB
N
165
NB
Y
B
4:04:04
165
165
NB
Y
1
4:04:05
165
1
165
NB
Y
4:04:10
165
2
165
WB
N
1
4:04:30
165
1
166
WB
N
1
4:04:51
166
1
1
166
WB
N
1
4:06:09
167
1
1
166
NB/SB
N
167
EB
N
1
4:06:44
167
1
167
NB
Y
B
4:07:20
167
B
2
1
B
2
1
1
B
NB
Y
1
4:07:27
167
1
1
NB
Y
B
4:07:27
167
B
B
168
WB
Y
B
168
WB
Y
168
WB
N
168
WB
N
168
NB/SB
N
4:08:00
168
4:08:07
168
B
1
4:08:46
168
1
1
1
4:09:33
168
1
1
1
1
169
EB
N
1
4:09:51
169
169
NB
N
1
4:10:07
169
1
169
SB
N
1
4:10:12
169
1
1
169
NB
N
B
4:10:51
169
B
B
170
NB
Y
4:12:19
170
2
1
1
167
B
RUNNER
B
167
1
RUNNER
1
1
2
1
2
RUNNER
50
170
NB
Y
170
WB
N
171
WB
Y
2B
B
1
4:12:20
170
4:12:22
170
4:13:19
171
2B
2B
B
B
1
1
171
NB
N
1
4:14:11
171
1
1
172
WB
N
B
4:14:34
172
B
B
172
NB
Y
1
4:14:40
172
172
WB
N
B
4:14:48
172
172
NB
Y
2
4:15:45
172
2
2
172
NB
Y
B
4:15:47
172
B
B
172
NB
Y
B
4:15:49
172
B
B
173
NB/SB
N
173
EB/WB
N
174
NB
Y
1
4:18:32
174
1
174
WB
N
B
4:18:40
174
174
NB
Y
2
4:19:07
174
2
B
B
174
NB
Y
174
WB
N
174
NB
Y
174
WB
Y
174
WB
Y
175
SB
175
176
1
1
B
1
B
4:19:07
174
174
4:19:19
174
3
4:19:24
174
3
1
4:19:27
174
1
N
1
4:20:37
175
1
WB
N
B
4:20:54
175
B
NB
Y
B
4:21:40
176
176
EB
N
B
4:21:54
176
B
176
NB
Y
1
4:21:57
176
1
1
B
2
4:19:12
1
B
B
1
1
1
3
1
1
B
B
B
B
1
176
EB
N
B
4:21:57
176
B
B
176
WB
N
B
4:22:16
176
B
B
176
NB
Y
3B
4:22:30
176
176
NB
Y
1
4:22:31
176
1
1
176
NB
Y
2B
4:22:31
176
2B
2B
176
NB
Y
2B
4:22:35
176
2B
2B
176
NB
Y
2B
4:22:37
176
2B
176
NB
Y
2
4:22:46
176
2
176
NB
Y
1
4:22:47
176
1
1
176
WB
N
B
4:23:06
176
B
B
177
EB
N
1
4:23:10
177
1
177
SB
Y
2
4:23:26
177
2
177
EB
N
B
4:23:27
177
177
NB
Y
1
4:23:51
177
1
1
177
NB
Y
B
4:24:07
177
B
B
177
NB
Y
1
4:24:10
177
1
1
177
NB
Y
B
4:24:10
177
B
B
3B
3B
2B
2
1
2
B
B
177
NB
Y
1
4:24:26
177
1
1
178
WB
N
1
4:24:43
178
1
1
178
NB
Y
2
4:25:11
178
2
178
NB
Y
2
4:25:26
178
2
2
178
SB
Y
2
4:25:32
178
2
2
178
NB
Y
B
4:25:37
178
B
B
178
NB
Y
2
4:25:40
178
2
178
NB
Y
4:25:46
178
179
EB
N
B
4:26:15
179
B
179
EB
N
1
4:26:35
179
1
179
NB
Y
1
4:26:51
179
179
WB
N
1
4:26:56
179
1
1
179
EB
N
1
4:27:03
179
1
1
179
EB
N
B
4:27:32
179
B
180
WB
Y
B
4:27:48
180
B
B
1
1
1
2
2
B
B
B
1
1
1
B
B
1
51
180
SB
Y
1
4:28:26
180
180
WB
N
B
4:28:45
180
1
B
1
180
NB
Y
B
4:28:49
180
B
180
SB
Y
1
4:29:06
180
1
1
180
NB
Y
B
B
180
NB
Y
181
NB
N
181
EB
N
B
B
4:29:08
180
B
4:29:18
180
1
1
4:29:37
181
1
1
B
4:29:37
181
B
B
1
1
181
EB
N
1
4:30:15
181
1
1
181
NB
N
B
4:30:43
181
B
B
181
NB
N
B
4:30:45
181
B
B
181
NB
N
B
4:30:46
181
B
B
182
EB
N
1
4:31:10
182
1
182
NB
Y
1
4:31:58
182
1
1
182
NB
Y
1
4:32:09
182
1
1
182
NB
Y
2
4:32:21
182
2
182
NB
Y
4:32:25
182
1
1
NB
Y
4:32:37
182
182
WB
N
1
4:32:44
182
1
1
183
WB
N
B
4:33:10
183
B
B
183
WB
N
B
4:33:48
183
B
B
183
NB
N
1
4:33:59
183
1
1
184
WB
N
B
4:36:03
184
B
B
184
WB
N
B
4:36:26
184
B
184
NB
Y
B
4:36:26
184
B
184
WB
N
B
4:36:34
184
B
B
185
NB
N
B
4:39:06
185
B
B
185
EB/WB
N
186
WB
N
1
4:40:02
186
1
1
186
NB
N
B
4:40:46
186
B
B
186
NB
N
B
4:40:47
186
B
B
187
EB
N
1
4:41:19
187
1
1
187
NB
N
B
4:42:26
187
B
B
188
WB
N
1
4:43:44
188
1
1
188
NB/SB
N
189
EB/WB
N
189
NB/SB
N
190
NB
Y
1
4:46:33
190
190
SB
Y
4:46:51
190
190
EB/WB
N
191
NB
Y
B
4:47:29
191
B
191
NB
Y
1
4:47:34
191
1
191
WB
N
2
4:47:46
191
2
192
EB
N
1
4:48:45
192
1
1
192
NB
Y
1
4:49:02
192
1
1
192
NB
Y
B
4:49:15
192
B
193
SB
Y
B
4:50:28
193
B
B
193
NB
Y
4:50:52
193
B
B
193
EB/WB
N
194
EB
N
1
4:51:50
194
194
NB
Y
1
4:51:54
194
SB
Y
194
NB
Y
1
B
1
2
1
2
1
182
194
B
1
1
B
B
1
B
B
1
1
1
B
1
2
B
1
1
1
1
4:52:00
194
1
1
4:52:18
194
2
2
194
WB
N
1
4:52:23
194
1
1
195
WB
N
B
4:53:22
195
B
B
195
NB
N
B
4:54:04
195
B
B
195
NB
N
B
4:54:11
195
B
B
1
52
196
WB
N
196
NB/SB
N
197
WB
N
197
NB/SB
N
198
NB/SB
N
198
EB/WB
N
1
4:54:30
196
1
1
B
4:55:52
197
B
B
199
EB
N
1
4:58:19
199
1
1
199
EB
N
B
4:58:21
199
B
B
199
SB
N
1
4:59:34
199
200
SB
Y
1
4:59:45
200
1
1
4:59:57
200
B
B
B
1
1
200
NB
Y
200
EB/WB
N
201
WB
N
B
5:00:54
201
B
B
201
WB
N
1
5:01:30
201
1
1
201
NB
N
1
5:01:43
201
1
1
201
WB
N
B
5:01:46
201
B
B
201
NB
N
1
5:02:08
201
1
1
201
NB
N
B
5:02:10
201
B
B
201
WB
Y
1
5:02:25
201
202
EB
Y
5:02:34
202
202
NB/SB
N
203
WB
N
2
5:03:40
203
2
2
203
NB/SB
N
204
WB
N
B
5:04:36
204
B
B
204
EB
N
B
5:04:48
204
B
B
204
WB
N
1
5:05:08
204
1
204
SB
Y
1
5:05:40
204
204
WB
N
1
5:05:42
204
204
SB
Y
1
5:05:46
204
1
204
NB
Y
5:05:57
204
1
204
SB
Y
1
5:06:29
204
205
NB
N
1
5:06:51
205
NB
N
1
205
EB
N
1
205
SB
N
205
SB
205
205
B
1
RUNNER
1
B
B
RUNNERS
1
1
1
1
RUNNER
1
1
1
205
1
1
5:07:19
205
1
1
5:07:27
205
1
1
2
5:07:30
205
2
2
N
1
5:07:36
205
1
1
EB
N
1
5:07:53
205
1
1
SB
N
1
5:07:59
205
1
1
1
1
1
1
205
NB
N
B
5:08:08
205
B
B
206
WB
N
B
5:08:59
206
B
B
206
WB
N
1
5:09:07
206
1
1
206
EB
N
1
5:09:18
206
1
1
206
WB
N
1
5:09:24
206
1
1
206
NB
Y
1
5:09:24
206
1
1
206
NB
Y
1
5:09:27
206
206
SB
Y
1
5:09:30
206
1
206
NB
Y
1
5:09:56
206
1
207
SB
Y
3
5:10:44
207
207
NB
Y
1
5:10:44
207
1
1
207
WB
N
B
5:11:08
207
B
B
5:12:08
207
B
5:12:14
207
5:12:19
207
207
NB
Y
207
WB
N
1
207
SB
Y
208
EB
N
2
5:13:25
208
NB
Y
1
208
SB
Y
2
209
NB/SB
N
1
1
1
1
1
3
3
1
1
B
B
208
2
2
5:13:27
208
1
5:13:36
208
2
1
1
1
2
1
RUNNER
1
53
209
EB/WB
N
210
NB
N
1
5:15:11
210
1
1
210
WB
N
B
5:15:17
210
B
B
210
WB
N
1
5:15:43
210
1
1
210
WB
N
1
5:16:08
210
1
211
NB
Y
B
5:17:40
211
B
211
WB
N
B
5:17:44
211
211
NB
Y
3
5:18:01
211
3
211
NB
Y
5:18:08
211
B
211
EB
N
1
5:18:40
211
212
NB
Y
1
5:19:11
212
1
1
212
NB
Y
1
5:19:28
212
1
1
212
SB
Y
2
5:19:36
212
2
2
212
SB
Y
1
5:19:45
212
1
212
WB
N
1
5:20:06
212
1
213
WB
N
1
5:20:47
213
1
213
NB
Y
1
5:21:31
213
1
1
213
NB
Y
1
5:21:52
213
1
1
213
SB
Y
2
5:21:54
213
213
EB
N
1
5:22:18
213
1
1
214
NB
N
B
5:23:56
214
B
B
214
EB
N
4
5:24:08
214
215
EB
N
1
5:24:31
214
1
1
215
SB
N
1
5:25:54
215
1
1
215
SB
N
1
5:26:08
215
1
1
215
EB
N
1
5:26:08
215
1
1
215
EB
N
1
5:26:16
215
1
1
215
WB
N
1
5:26:20
215
1
1
216
NB
Y
1
5:27:30
216
216
NB
Y
1
5:27:55
216
1
1
216
NB
Y
5:28:10
216
B
B
5:28:21
216
216
NB
Y
216
EB/WB
N
B
B
1
1
B
B
B
3
B
1
1
1
1
1
2
2
4
4
1
1
1
1
217
SB
Y
1
5:28:48
217
1
217
EB
N
1
5:29:39
217
1
217
SB
Y
1
5:29:51
217
B
217
NB
Y
5:30:05
217
217
NB
Y
1
5:30:34
218
EB
N
1
5:31:12
218
218
EB
Y
1
5:31:29
218
1
1
218
EB
Y
B
5:31:31
218
B
B
218
SB
Y
1
5:31:40
218
1
218
WB
Y
5:31:40
218
218
SB
Y
1
5:31:46
218
1
5:31:53
218
1
1
5:31:56
218
B
B
1
1
1
1
B
1
1
1
1
1
1
1
1
1
1
1
218
NB
Y
218
NB
Y
219
EB
N
2
5:32:36
219
219
NB
Y
1
5:33:15
219
219
EB
N
B
5:33:30
219
219
NB
Y
2
5:33:32
219
219
EB
N
1
5:33:40
219
1
219
SB
Y
1
5:33:54
219
1
219
NB
Y
2
5:34:08
219
2
219
NB
Y
2B
5:34:08
219
2B
219
NB
Y
2
5:34:10
219
219
EB
N
1
5:34:15
219
1
1
219
WB
N
1
5:34:31
219
1
1
B
1
2
1
2
1
B
2
B
2
1
1
2
2B
2
2
1
54
220
NB
Y
2
5:35:00
220
2
220
EB
N
B
5:35:00
220
B
220
SB
Y
1
5:35:07
220
220
NB
Y
1
5:35:07
220
220
NB
Y
1
5:35:35
220
1
220
SB
Y
2
5:35:47
220
2
2
220
NB
Y
1
5:35:56
220
1
1
220
SB
Y
220
NB
Y
220
WB
N
220
WB
N
221
SB
Y
2
2
B
1
1
1
1
1
5:35:58
220
2
2
5:36:09
220
1
1
2
5:36:27
220
2
1
5:36:32
220
1
2
5:37:03
221
1
2
1
2
2
221
NB
Y
1
5:37:34
221
1
1
221
WB
N
B
5:37:45
221
B
B
221
SB
Y
2
5:37:56
221
2
2
221
NB
Y
1
5:38:03
221
1
1
1
221
SB
Y
1
5:38:03
221
221
WB
N
1
5:38:24
222
222
SB
Y
3
5:38:52
222
222
WB
N
1
5:39:13
222
1
1
222
EB
N
1
5:39:15
222
1
1
222
EB
N
1
5:39:25
222
1
222
SB
Y
3
5:39:38
222
222
EB
N
1
222
SB
Y
5:39:43
222
1
5:39:53
222
1
1
1
3
3
1
3
3
1
1
1
1
222
NB
Y
2
5:39:56
222
2
2
222
NB
Y
2B
5:39:56
222
2B
2B
222
WB
N
1
5:40:22
222
1
223
EB
N
2
5:40:35
223
2
223
EB
Y
5:40:50
223
223
WB
Y
1
5:40:54
223
1
223
EB
Y
1
5:40:58
223
1
223
NB
Y
2
5:41:01
223
2
2
223
NB
Y
2
5:41:06
223
2
2
223
SB
Y
1
5:41:06
223
1
1
223
SB
Y
1
5:41:38
223
1
1
223
SB
Y
2
5:41:43
223
2
2
223
SB
Y
1
5:41:46
223
3
3
223
SB
Y
3
5:41:59
223
3
3
223
EB
N
2
5:41:51
223
2
223
NB
Y
1
5:41:57
223
1
3
1
2
3
2
1
1
1
2
1
223
NB
Y
3
5:42:07
223
3
3
223
NB
Y
B
5:42:12
223
B
B
B
1
223
SB
Y
5:42:22
223
223
WB
N
1
5:42:22
223
B
B
224
SB
Y
1
5:42:51
224
224
NB
Y
1
5:43:12
224
224
SB
Y
1
5:43:34
224
224
EB
N
1
5:43:48
224
1
224
NB
Y
2
5:43:55
224
2
1
1
1
1
1
1
1
1
1
2
224
SB
Y
B
5:44:03
224
B
B
224
NB
Y
B
5:44:04
224
B
B
224
NB
Y
1
5:44:16
224
1
224
SB
Y
B
5:44:18
224
B
1
1
B
224
NB
Y
2
5:44:28
224
2
2
224
WB
N
1
5:44:28
224
1
1
225
EB
N
2
5:45:14
225
2
2
2
55
225
SB
Y
2
5:45:23
225
2
225
SB
Y
2
5:45:27
225
2
225
EB
N
B
5:45:36
225
225
NB
Y
1
5:46:01
225
226
EB
N
B
5:46:44
226
B
226
EB
N
1
5:47:01
226
1
1
226
NB
N
B
5:47:41
226
B
B
226
NB
Y
226
NB
Y
226
WB
N
227
EB
227
227
B
2
2
B
1
B
1
B
5:47:51
226
B
5:47:53
226
1
1
5:48:12
226
1
1
N
B
5:48:41
227
B
B
NB
Y
2
5:49:13
227
2
SB
Y
1
5:49:14
227
1
227
NB
Y
B
5:49:53
227
227
NB
Y
B
5:49:56
227
227
SB
Y
2
5:50:00
227
227
NB
Y
1
5:50:02
227
NB
Y
1
227
EB
N
2
228
SB
Y
2
228
EB
N
228
SB
Y
1
2
1
2
1
B
B
B
B
227
1
1
5:50:27
227
1
5:50:39
227
2
5:50:50
228
2
2
2
5:50:50
228
2
5:51:00
228
2
1
1
B
1
2
2
2
2
2
228
SB
Y
5:51:57
228
228
WB
N
1
5:52:22
228
1
1
1
229
WB
N
B
5:53:06
229
B
B
229
WB
N
1
5:53:14
229
229
SB
Y
2
5:53:36
229
229
WB
N
3
5:54:19
229
229
NB
Y
3
5:54:20
230
230
WB
N
B
5:54:29
230
B
230
NB
Y
B
5:54:31
230
B
1
2
1
3
3
3
3
B
B
230
SB
Y
2
5:55:56
230
2
2
230
NB
Y
1
5:55:57
230
1
1
230
SB
Y
1
5:56:00
230
230
NB
Y
1
5:56:00
230
1
1
SB
Y
1
5:56:02
230
1
230
EB
N
B
5:56:02
230
B
230
WB
Y
1
5:56:30
231
231
EB
Y
5:56:36
231
1
231
EB
Y
5:56:43
231
1
231
WB
N
5:56:49
231
1
1
1
1
B
1
1
1
1
231
SB
Y
1
5:56:54
231
1
231
WB
N
B
5:57:30
231
B
231
WB
N
1
5:57:37
231
1
231
NB
Y
1
5:58:00
231
1
5:58:07
231
1
5:58:17
231
1
1
1
230
1
1
B
1
1
SB
Y
231
WB
N
232
EB
Y
5:58:36
232
232
SB
Y
1
5:58:37
232
1
1
232
SB
Y
3
5:58:47
232
3
3
232
SB
Y
2
5:59:18
232
2
2
232
NB
Y
1
5:59:43
232
1
1
232
NB
Y
B
6:00:03
232
B
232
SB
Y
6:00:08
232
2
2
233
NB
Y
1
6:00:51
233
1
1
233
SB
Y
1
6:00:50
233
1
1
233
SB
Y
1
6:01:35
233
1
1
2
1
1
231
1
RUNNER
2
1
1
1
1
1
1
B
56
233
SB
Y
4
6:01:58
233
4
233
NB
Y
2
6:01:56
233
2
1
4
2
233
NB
Y
6:02:09
233
233
WB
Y
1
6:02:23
233
234
EB
N
1
6:02:54
234
1
234
EB
N
2
6:03:17
234
2
234
SB
Y
2
6:03:29
234
2
234
NB
Y
B
6:03:56
234
B
234
NB
Y
1
6:04:01
234
1
1
235
SB
Y
1
6:05:16
235
1
1
1
235
SB
Y
1
6:05:09
235
1
1
1
235
SB
Y
1
6:05:16
235
1
1
1
235
SB
Y
6:06:08
235
1
1
1
1
1
1
1
2
2
B
1
235
EB
N
1
6:06:32
235
1
1
236
WB
N
1
6:07:19
236
1
1
236
NB
Y
1
6:07:39
236
236
SB
Y
5
6:07:55
236
5
3
1
1
5
236
SB
Y
3
6:07:54
236
236
NB
Y
3
6:07:58
236
236
NB
Y
B
6:08:02
236
236
NB
Y
2
6:08:04
236
2
236
WB
N
2
6:08:05
236
2
236
NB
Y
6:08:08
236
236
EB
N
6:08:12
236
236
SB
Y
6:08:20
236
236
WB
N
2
6:08:27
236
237
NB
Y
2
6:09:25
237
237
SB
Y
1
6:09:37
237
237
WB
N
1
6:09:52
237
237
NB
Y
1
6:09:54
237
1
237
NB
Y
1
6:09:55
237
1
237
SB
Y
1
6:10:02
237
1
1
237
SB
Y
2
6:10:03
237
2
2
237
SB
Y
1
6:10:08
237
1
237
SB
Y
3
6:10:27
238
3
237
NB
Y
2
6:10:33
238
2
238
EB
N
2
6:10:56
238
238
SB
Y
3
6:10:58
238
B
B
1
3
3
B
3
B
B
2
2
B
B
B
2
2
1
1
2
2
1
1
1
1
1
1
1
3
2
2
3
2
3
238
SB
Y
2
6:11:09
238
2
238
EB
N
B
6:11:24
238
B
238
NB
Y
2
6:11:47
238
2
2
238
NB
Y
B
6:12:07
238
B
B
238
NB
Y
2
6:12:07
238
2
2
238
NB
Y
2
6:12:08
238
2
238
NB
Y
B
6:12:09
238
B
1
1
238
NB
Y
238
WB
N
238
WB
N
239
EB
N
239
SB
N
239
WB
239
2
B
2
B
6:12:17
238
4
6:12:20
238
B
6:12:40
238
6:13:08
239
3
6:13:58
239
3
N
1
6:14:10
239
1
1
NB
N
2
6:14:13
239
2
2
240
EB
N
B
6:14:30
240
B
240
SB
Y
1
6:14:52
240
1
240
WB
Y
B
6:15:17
240
B
240
SB
Y
1
6:15:27
240
1
240
EB
N
1
6:15:33
240
1
1
1
4
4
B
B
1
1
1
3
B
1
B
1
1
RUNNER
57
240
EB
N
B
6:15:42
240
240
SB
Y
1
6:15:43
240
1
240
NB
Y
2
6:15:53
240
2
241
EB
N
B
6:16:37
241
B
B
241
WB
N
1
6:17:18
241
1
1
241
WB
N
1
6:17:18
241
1
1
241
WB
N
B
6:17:21
241
B
B
241
SB
Y
241
EB
N
2
B
6:17:39
241
6:17:40
241
B
B
1
2
2
B
2
B
241
SB
Y
B
6:17:46
241
B
B
241
NB
Y
1
6:17:51
241
1
1
241
EB
N
1
6:18:02
241
1
1
242
WB
N
1
6:18:57
242
1
1
242
NB
Y
3
6:19:53
242
242
NB
Y
B
6:19:56
242
242
SB
Y
6:20:04
242
242
SB
Y
242
NB
N
2
3
2
6:20:19
242
6:20:33
243
3
3
B
2
B
2
3
3
2
243
EB
N
1
6:21:14
243
1
1
243
NB
N
2
6:21:35
243
2
2
243
WB
N
1
6:22:02
243
1
1
243
EB
N
B
6:22:04
243
B
B
243
SB
N
1
6:22:07
243
1
1
243
NB
N
1
6:21:58
243
1
1
243
NB
N
1
6:22:09
243
1
1
243
NB
N
4
6:22:13
243
4
4
243
NB
N
B
6:22:15
243
B
B
243
EB
N
1
6:22:43
243
244
SB
Y
B
6:22:45
244
B
1
1
1
B
244
SB
Y
1
6:22:54
244
244
NB
Y
B
6:22:56
244
1
1
6:23:16
244
1
1
6:23:29
244
B
B
6:23:30
244
6:23:42
244
B
B
244
SB
Y
244
EB
Y
244
EB
Y
244
SB
Y
1
244
WB
N
B
6:23:48
244
B
B
245
WB
N
1
6:24:45
245
1
1
245
EB
N
1
6:24:44
245
1
1
245
EB
N
2
6:25:10
245
2
245
SB
Y
2
6:25:22
245
2
2
245
SB
Y
3
6:25:30
245
3
3
B
1
1
1
1
1
2
245
SB
Y
2
6:25:38
245
2
2
245
NB
Y
2
6:25:40
245
2
2
B
245
NB
Y
6:25:57
245
245
WB
N
1
6:26:12
245
1
245
WB
N
1
6:26:15
245
1
246
SB
Y
2
6:26:42
246
246
NB
Y
1
6:27:08
246
246
SB
Y
1
6:27:11
246
1
1
246
NB
Y
3
6:27:19
246
3
3
246
SB
Y
246
NB
Y
246
NB
Y
246
NB
Y
246
EB/WB
N
247
NB
247
SB
B
1
3
2
6:27:50
246
6:27:58
246
6:27:59
246
1
6:28:14
246
Y
1
6:28:56
247
Y
2
6:29:45
247
1
B
2
1
1
2
1
1
1
1
3
3
2
2
1
1
1
2
3
2
1
2
1
58
247
SB
Y
B
6:29:52
247
B
B
247
NB
Y
B
6:29:56
247
B
B
247
NB
Y
6:29:56
247
1
247
SB
Y
1
6:30:30
248
1
247
NB
Y
1
6:30:42
248
1
247
EB/WB
Y
248
NB
Y
1
6:30:48
248
248
EB
N
1
6:31:09
248
248
NB
Y
1
6:31:37
248
1
1
1
1
1
1
1
1
1
1
248
EB
N
B
6:31:42
248
B
248
WB
N
2
6:31:44
248
2
2
248
WB
N
B
6:32:00
248
B
B
248
NB
Y
1
6:32:02
248
248
SB
Y
6:32:18
248
249
NB
Y
6:33:35
249
1
1
249
NB
Y
2
6:33:54
249
2
2
249
NB
Y
6
6:33:55
249
6
6
249
NB
Y
B
6:33:55
249
B
B
1
1
1
1
B
1
1
1
1
249
SB
Y
6:33:55
249
249
EB
N
1
6:34:02
249
1
1
249
WB
N
1
6:34:09
249
1
1
249
NB
Y
1
6:34:13
249
1
250
WB
Y
B
6:34:30
250
250
NB
Y
250
WB
Y
250
NB
Y
250
WB
N
250
EB
Y
2
6:34:35
250
6:34:52
250
1
6:34:54
250
B
6:25:13
250
6:35:28
250
1
1
1
1
B
B
2
2
1
1
1
1
B
B
1
1
250
SB
Y
2
6:35:30
250
2
2
250
WB
N
1
6:35:41
250
1
1
250
SB
Y
1
6:35:41
250
1
1
250
NB
Y
6
6:35:56
250
6
6
250
NB
Y
1
6:35:57
250
250
NB
Y
6:36:17
250
250
WB
N
1
6:36:30
250
1
251
SB
Y
2
6:36:57
251
2
251
SB
Y
1
6:37:03
251
1
1
251
NB
Y
1
6:37:10
251
1
1
1
1
1
1
1
1
2
251
SB
Y
2
6:37:27
251
2
2
251
NB
Y
1
6:37:31
251
1
1
1
251
NB
Y
1
6:37:37
251
1
251
WB
N
2
6:37:50
251
2
251
NB
Y
3
6:37:55
251
3
251
NB
Y
6:38:06
251
251
NB
Y
1
6:38:10
251
1
251
SB
Y
1
6:38:15
251
1
251
WB
N
1
6:38:33
251
1
251
WB
N
1
6:38:45
252
1
252
SB
Y
2
6:39:17
252
252
WB
N
1
6:39:22
252
252
NB
Y
1
6:39:47
252
1
1
252
WB
N
1
6:39:49
253
1
1
252
SB
Y
1
6:39:49
252
1
1
252
SB
Y
1
6:39:52
252
1
1
252
NB
Y
1
6:40:00
252
1
1
252
WB
N
1
6:40:05
252
1
1
252
EB
N
1
6:40:05
252
1
1
4
4
2
3
4
1
1
2
1
1
2
1
1
59
252
WB
N
252
NB
Y
252
NB
Y
252
NB
Y
252
WB
N
252
WB
252
EB
252
SB
B
6:40:06
252
6:40:08
252
1
6:40:10
252
1
1
1
6:40:20
252
1
1
1
6:40:21
252
1
1
N
3
6:40:32
252
3
3
N
2
6:40:32
252
2
Y
2
6:40:45
252
1
1
B
1
2
253
EB
Y
6:40:55
253
253
WB
Y
B
6:41:05
253
253
SB
Y
1
6:41:06
253
1
253
SB
Y
3
6:41:53
253
3
253
NB
Y
6:41:55
253
2
B
1
2
2
1
1
B
B
1
3
2
2
253
NB
Y
2
6:41:58
253
2
2
253
NB
Y
2B
6:41:58
253
2B
2B
253
WB
Y
1
6:42:04
253
1
1
253
WB
Y
B
6:42:04
253
B
B
254
SB
Y
1
6:42:58
254
1
1
254
SB
Y
1
6:43:06
254
1
254
WB
N
B
6:43:11
254
B
B
254
WB
N
B
6:43:20
254
B
B
254
WB
N
1
6:43:22
254
1
1
254
EB
N
B
6:43:28
254
B
B
254
NB
Y
1
6:43:47
254
1
1
254
NB
Y
1
6:43:52
254
1
1
254
SB
Y
6:43:57
254
1
254
NB
Y
6:44:08
254
254
SB
Y
2
6:44:22
255
2
2
255
NB
Y
1
6:44:40
255
1
1
1
2B
1
1
1
2B
2B
255
SB
Y
3
6:45:54
255
3
3
255
NB
Y
1
6:45:54
255
1
1
255
EB/WB
N
256
WB
N
1
6:46:16
256
256
SB
Y
3
6:46:28
257
256
EB
N
B
6:46:28
256
257
SB
Y
2
6:46:59
257
257
WB
N
B
6:47:21
257
B
257
EB
N
1
6:47:28
257
1
1
257
EB
N
B
6:47:33
257
B
B
257
EB
N
B
6:47:36
257
B
B
257
EB
N
1
6:47:52
257
1
1
257
SB
Y
1
6:47:54
257
1
257
NB
Y
1
6:47:56
257
1
1
6:48:01
257
1
6:48:15
257
257
SB
Y
257
WB
N
1
1
1
3
1
3
B
2
B
2
B
1
1
1
1
1
258
SB
N
1
6:48:35
258
1
1
258
WB
N
B
6:48:37
258
B
B
1
258
EB
N
2
6:48:56
258
2
2
258
SB
N
2
6:49:07
258
2
2
258
WB
N
1
6:49:12
258
1
1
258
NB
N
1
6:49:23
258
1
1
258
SB
N
2
6:49:50
258
2
2
2
258
SB
N
3
6:50:04
258
3
3
3
258
NB
N
B
6:50:09
258
B
B
258
NB
N
1
6:50:10
258
1
1
259
EB
N
3
6:50:53
259
3
3
259
EB
N
B
6:51:06
259
B
B
2
60
259
SB
Y
3
6:51:06
259
3
259
SB
Y
1
6:51:12
259
1
259
NB
Y
1
6:51:29
259
259
SB
Y
2
6:51:47
259
2
259
SB
Y
2
6:51:53
259
2
259
NB
Y
1
6:51:58
259
3
1
1
1
2
2
1
1
259
NB
Y
1
6:52:01
259
259
WB
N
B
6:52:16
259
260
SB
Y
1
6:52:46
260
1
1
260
WB
N
6:52:50
260
1
1
260
SB
Y
1
6:53:16
260
1
1
260
NB
Y
2
6:53:23
260
2
2
260
EB
N
1
6:53:30
260
260
SB
Y
1
6:53:43
260
260
WB
N
1
6:53:57
260
260
NB
Y
6;54:08
260
260
WB
N
2
6:54:16
260
2
260
WB
N
1
6:54:24
260
1
261
SB
Y
1
6:54:37
261
1
3
1
1
B
B
1
1
1
1
1
1
3
3
2
1
1
1
261
EB
N
B
6:55:20
261
B
B
261
WB
N
B
6:55:26
261
B
B
261
WB
N
1
6:55:30
261
1
1
261
NB
Y
B
6:55:59
261
B
B
261
SB
Y
1
6:56:01
261
1
261
NB
Y
B
6:56:03
261
B
261
NB
Y
6:56:05
261
261
NB
Y
2
6:56:13
261
2
261
SB
Y
1
6:56:23
261
1
261
WB
N
2
6:56:28
261
2
261
EB
N
2
6:56:30
261
2
261
SB
Y
2
6:56:41
262
2
2
3
B
B
B
2
1
262
SB
Y
3
5:57:07
262
3
262
NB
Y
1
6:57:49
262
1
262
NB
Y
2
6:57:59
262
2
2
2
1
2
262
SB
Y
6:58:19
262
262
WB
N
1
6:58:29
262
263
SB
Y
2
6:58:46
263
2
263
SB
Y
1
6:59:07
263
1
1
263
NB
Y
1
6:59:13
263
1
1
263
WB
N
B
6:59:20
263
263
NB
Y
1
6:59:36
263
263
EB
N
B
6:59:46
263
263
SB
Y
6:59:59
263
264
NB
Y
1
7:00:57
264
1
264
SB
Y
2
7:02:28
264
2
264
SB
Y
3
7:02:32
265
3
264
EB/WB
N
265
EB
N
1
7:02:56
265
1
265
NB
Y
2
7:03:08
265
2
2
265
SB
Y
1
7:03:10
265
1
1
265
SB
Y
1
7:03:18
265
1
1
265
NB
Y
1
7:03:18
265
1
1
265
NB
Y
1
7:03:46
265
1
1
265
SB
Y
1
7:03:46
265
1
265
NB
Y
7:04:05
265
265
NB
Y
265
WB
N
4
1
B
4
4
1
1
4
4
1
1
2
B
B
1
1
B
B
4
4
4
1
2
3
1
1
4
7:04:20
265
1
1
7:04:27
265
1
1
1
61
266
NB
Y
1
7:05:26
266
266
NB
Y
1
7:05:55
266
266
SB
Y
7:06:15
266
266
EB/WB
N
267
WB
N
1
7:07:01
267
267
NB
Y
3
7:07:36
267
3
5
267
SB
Y
267
NB
Y
267
EB
N
268
EB
N
268
SB
Y
2
5
1
1
1
1
2
2
1
1
3
7:07:40
267
7:07:59
267
1
7:08:05
267
1
1
7:08:41
268
1
1
7:09:05
268
1
1
1
2B
5
2B
2B
1
1
268
NB
Y
1
7:09:50
268
1
268
WB
N
2
7:09:53
268
2
268
SB
Y
1
7:09:57
268
1
1
268
NB
Y
2
7:09:59
268
2
2
268
EB
Y
7:10:45
268
268
SB
Y
7:10:47
269
1
1
2
1
1
1
1
1
269
SB
Y
1
7:10:55
269
1
269
NB
Y
1
7:10:55
269
1
1
269
WB
N
2
7:11:08
269
2
2
269
NB
Y
1
7:12:40
270
1
270
NB
Y
1
7:12:45
270
1
1
270
SB
Y
1
7:13:00
270
2
2
1
270
NB
Y
1
7:13:57
270
1
1
270
NB
Y
B
7:13:57
270
B
B
270
NB
Y
7:13:59
270
270
WB
N
2
1
7:14:13
270
271
SB
Y
1
7:14:47
271
1
1
271
SB
Y
1
7:15:08
271
1
1
271
SB
Y
1
7:15:40
271
1
1
271
NB
Y
1
7:15:44
271
1
1
271
NB
Y
5
7:16:02
271
271
SB
Y
7:16:08
271
1
1
271
SB
Y
1
7:16:44
272
1
1
271
EB
N
3
7:16:44
271
3
272
EB
N
3
7:16:53
272
3
272
SB
Y
3
7:17:03
272
1
2
2
1
4
3
1
4
3
3
3
272
NB
Y
2
7:17:55
272
2
2
272
NB
Y
B
7:17:55
272
B
B
272
WB
N
2
7:18:12
272
2
2
273
WB
N
B
7:18:25
273
B
B
273
NB
Y
1
7:18:33
273
273
EB
N
1
7:18:36
273
273
SB
Y
2
7:18:47
273
1
1
1
1
1
2
2
1
273
SB
Y
7:19:24
273
1
273
NB
Y
1
7:20:19
273
1
273
SB
Y
1
7:20:19
273
1
273
WB
N
1
7:20:24
273
1
1
273
WB
N
1
7:20:24
273
1
1
273
NB
N
1
7:20:35
274
1
1
274
SB
N
1
7:21:22
274
1
1
274
NB
N
1
7:21:55
274
1
1
1
1
274
NB
N
1
7:22:00
274
1
1
274
NB
N
B
7:22:12
274
B
B
274
EB/WB
N
275
NB
N
B
7:23:39
275
B
B
275
WB
N
1
7:23:44
275
1
1
1
62
275
NB
N
2
7:23:57
275
2
276
SB
Y
1
7:24:44
276
1
276
NB
Y
2
7:25:08
276
276
NB
Y
7:26:11
276
276
EB/WB
N
277
WB
N
B
7:26:58
277
B
277
WB
N
1
7:27:00
277
B
277
NB
Y
1
7:27:04
277
277
EB
N
7:27:45
277
277
NB
Y
1
7:27:58
277
1
1
1
1
B
2
1
2
2
1
1
B
B
1
1
B
B
1
277
NB
Y
7:28:01
277
277
WB
N
1
7:28:11
278
1
277
NB
Y
1
7:28:13
277
1
1
277
WB
N
1
7:28:24
278
1
1
278
EB
N
B
7:28:54
278
B
B
278
EB
N
2
7:28:57
278
2
2
278
WB
N
B
7:29:02
278
B
B
278
SB
Y
2
7:29:59
278
2
279
SB
Y
2
7:31:35
279
2
279
NB
Y
7
7:31:11
279
2
1
1
2
2
7
7
279
NB
Y
7:32:13
279
279
WB
N
1
7:32:28
279
2
1
2
279
WB
N
2
7:32:44
279
2
280
NB
Y
2
7:32:51
280
1
2
2
280
SB
Y
1
7:33:18
280
1
1
280
NB
Y
1
7:33:29
280
1
1
7:34:07
280
280
NB
Y
280
EB/WB
N
1
281
NB
Y
1
7:34:51
281
281
WB
N
B
7:34:55
281
281
NB
Y
2
7:35:22
281
281
SB
Y
7:36:09
281
1
1
1
1
1
B
B
2
2
1
1
281
NB
Y
3
7:36:11
281
3
281
NB
Y
B
7:36:11
281
B
281
WB
N
1
7:36:30
281
1
1
282
NB
Y
1
7:36:41
282
1
1
282
NB
Y
1
7:37:13
282
1
1
282
EB
N
1
7:37:43
282
1
1
282
NB
Y
2B
7:37:54
282
2B
2B
282
SB
Y
1
7:37:54
282
1
1
282
NB
Y
4
7:38:09
282
4
4
283
NB
N
1
7:38:51
283
1
1
283
EB
N
B
7:39:09
283
B
B
283
NB
N
4
7:39:09
283
4
4
283
NB
N
1
7:40:07
283
1
1
283
NB
N
2B
7:40:11
283
2B
2B
283
WB
N
1
7:40:14
283
1
1
283
EB
N
1
7:40:17
283
1
1
284
EB
N
B
7:41:10
284
B
B
284
NB
N
4
7:41:43
284
4
4
284
NB
N
3
7:41:55
284
3
3
284
SB
N
1
7:42:09
284
1
1
284
SB
N
1
7:42:17
284
1
285
EB
Y
2
7:42:41
285
2
285
WB
Y
1
7:42:40
285
1
1
285
EB
Y
B
7:42:46
285
B
B
285
EB
Y
7:42:50
285
2
2
2
2
3
B
1
2
2
1
63
285
SB
Y
1
7:42:56
285
285
EB
N
2
7:43:08
285
285
SB
Y
2
7:43:21
285
2
2
285
NB
Y
1
7:43:28
285
1
1
285
NB
Y
2
7:43:38
285
2
2
285
SB
Y
1
7:43:48
285
1
285
SB
Y
7:44:06
285
286
EB
Y
7:44:41
286
1
1
1
1
2
2
1
1
1
1
1
286
EB
Y
1
7:44:43
286
1
1
286
WB
Y
2B
7:44:46
286
2B
2B
286
SB
Y
1
7:44:59
286
1
1
286
NB
Y
1
7:44:59
286
1
1
286
WB
N
1
7:44:59
286
1
1
286
EB
N
B
7:45:04
286
B
B
286
EB
N
1
7:45:43
286
1
1
286
WB
N
B
7:45:44
286
B
B
286
EB
N
286
NB
Y
286
NB
Y
286
SB
Y
286
WB
N
1
1
7:45:48
286
7:45:57
286
B
7:46:00
286
B
1
7:46:03
286
1
7:46:18
286
1
1
B
1
1
1
1
1
B
1
286
SB
Y
B
7:46:29
286
B
286
NB
Y
2
7:46:32
286
2
287
WB
N
2
7:46:53
287
2
287
EB
N
1
1
287
EB
N
287
SB
Y
287
SB
287
EB
287
NB
287
EB
287
EB
287
2
2
7:46:53
287
7:46:59
287
2
7:47:07
287
2
2
2
Y
2
7:47:09
287
2
2
2
N
1
7:47:26
287
1
1
Y
1
7:47:30
287
1
N
B
7:47:33
287
B
N
1
7:47:34
287
1
1
SB
Y
1
7:47:45
287
1
1
1
287
SB
Y
2
7:48:04
287
2
2
2
287
NB
Y
1
7:48:00
287
1
2
1
2
2
1
B
1
287
EB
N
1
7:48:21
287
1
1
287
WB
N
1
7:48:43
287
1
1
288
NB
Y
1
7:48:59
288
288
WB
N
B
7:49:08
288
B
288
SB
Y
2
7:49:12
288
2
288
NB
Y
1
7:49:27
288
1
1
288
NB
Y
1
7:49:54
288
1
1
288
NB
Y
1
7:49:59
288
1
288
SB
Y
3
7:49:59
288
288
NB
Y
B
7:50:10
288
B
B
288
NB
Y
2
7:50:10
288
2
2
288
SB
Y
2
7:50:12
288
2
288
SB
Y
7:50:17
288
288
NB
Y
B
7:50:28
288
1
1
1
1
B
2
1
3
2
1
1
B
289
EB
Y
7:51:02
289
289
WB
N
B
7:51:38
289
1
B
289
WB
N
1
7:51:40
289
1
289
NB
Y
2
7:51:59
289
B
1
2
B
1
2
289
NB
Y
1
7:52:15
289
1
1
289
NB
Y
B
7:52:15
289
B
B
1
7:52:15
289
1
7:52:30
289
289
SB
Y
289
EB
N
B
1
B
B
64
290
WB
N
B
7:52:41
290
290
EB
Y
1
7:52:45
290
1
1
290
NB
Y
2
7:52:39
290
2
2
290
SB
Y
2
7:53:00
290
2
2
290
NB
Y
1
7:53:19
290
1
1
290
EB
N
1
7:53:35
290
1
290
EB
N
1
7:53:36
290
1
290
SB
Y
2
7:53:46
290
2
290
EB
B
7:53:46
290
B
B
290
EB
N
2
7:53:47
290
2
2
290
EB
N
3
7:53:53
290
3
290
NB
Y
4
7:53:56
290
4
4
290
SB
Y
1
7:53:57
290
1
1
290
SB
Y
2
7:54:01
290
2
290
SB
Y
1
7:54:14
290
1
1
290
NB
Y
B
7:54:20
290
B
B
290
WB
N
1
7:54:42
290
1
290
WB
N
1
7:54:45
290
1
291
NB
Y
1
7:54:49
291
1
291
NB
Y
1
7:55:11
291
291
NB
Y
291
WB
N
1
1
B
B
1
1
2
3
2
1
1
1
1
1
1
7:55:16
291
1
1
7:55:42
291
1
1
291
SB
Y
1
7:55:48
291
1
1
291
NB
Y
1
7:56:03
291
1
1
291
NB
Y
B
7:56:11
291
B
291
NB
Y
4
7:56:13
291
291
WB
N
1
7:56:33
292
1
1
292
WB
N
1
7:56:52
292
1
1
292
EB
N
2
7:56:52
292
2
2
292
EB
N
1
7:57:20
292
1
1
292
WB
N
1
7:57:23
292
1
1
292
WB
N
B
7:57:23
292
292
NB
Y
2
7:58:03
292
293
EB
N
4
7:59:01
293
END OF TAPE
B
4
1
B
2
B
2
4
4
APPENDIX B
SAMPLE PROCESSED DATA FILE
The data gathered from the video tapes was processed and analyzed for each study
intersection. Five performance measures were observed and recorded: behavior of
pedestrians entering the crosswalk; behavior of pedestrian exiting the crosswalk; erratic
pedestrian behavior due to the pedestrian signal indication; pedestrian-vehicle conflicts;
and, pedestrian compliance with the FDW indication. A sample of the processed data for
the intersection of W University Avenue and W 17th Street is presented in this section.
65
66
ENTERING CROSSWALK
W University Ave & W 17th St
PEDESTRIANS
Total
Observations
TAPE
Entering on WALK
Total
%
Entering on FDW
Total
%
Entering on DW
Total
%
T - A1 Mon
T - A2 Tue/Wed
T - A10 Fri
1161
1490
574
410
638
266
35.31%
42.82%
46.34%
106
130
63
9.13%
8.72%
10.98%
645
722
245
55.56%
48.46%
42.68%
TOTAL
AFTER
3225
1314
40.74%
299
9.27%
1612
49.98%
644
1272
1462
142
305
466
22.05%
23.98%
31.87%
38
97
140
5.90%
7.63%
9.58%
464
870
856
72.05%
68.40%
58.55%
3378
913
27.03%
275
8.14%
2190
64.83%
T - B1
T - B2
T - B3
Thu/Fri
Fri/Mon
Mon/Tue
TOTAL
BEFORE
67
EXITING CROSSWALK
W University Ave & W 17th St
PEDESTRIANS
TAPE/Weekday
Total
Observatio
ns
Total
%
Total
%
Total
%
T - A1 Mon
T - A2 Tue/Wed
T - A10 Fri
1161
1490
574
51
44
47
4.39%
2.95%
8.19%
560
793
376
48.23%
53.22%
65.51%
550
653
151
47.37%
43.83%
26.31%
TOTAL
AFTER
3225
142
4.40%
1729
53.61%
1354
41.98%
644
1272
1462
32
72
57
4.97%
5.66%
3.90%
258
521
695
40.06%
40.96%
47.54%
354
679
710
54.97%
53.38%
48.56%
3378
161
4.77%
1474
43.64%
1743
51.60%
T - B1
T - B2
T - B3
Thu/Fri
Fri/Mon
Mon/Tue
TOTAL
BEFORE
Exiting on WALK
Exiting on FDW
Exiting on DW
68
ERRATIC BEHAVIOR
W University Ave & W 17th St
PEDESTRIANS
TAPE/Weekday
Total
Observations
HESITATING
Total
%
RUNNING
Total
%
GOING BACK
Total
%
T - A1 Mon
T - A2 Tue/Wed
T - A10 Fri
1161
1490
574
0
0
3
0.00%
0.00%
51
31
31
4.39%
2.08%
1
2
0
0.09%
0.13%
TOTAL
AFTER
3225
3
0.09%
113
3.50%
3
0.09%
644
1272
1462
0
12
4
0.00%
0.94%
0.27%
16
61
37
2.48%
4.80%
2.53%
0
7
1
0.00%
0.55%
0.07%
3378
16
0.47%
114
3.37%
8
0.24%
T - B1
T - B2
T - B3
Thu/Fri
Fri/Mon
Mon/Tue
TOTAL
BEFORE
69
CONFLICTS WITH VEHICLES
W University Ave & W 17th St
PEDESTRIANS
TAPE/Weekday
Total
RUN
T - A1 Mon
T - A2 Tue/Wed
T - A10 Fri
TOTAL
AFTER
1161
1490
574
0
1
0
STOP
23
17
18
EVADE
1
5
2
CRASH
0
0
0
TOTAL CONFLICTS
24
23
20
3225
1
58
8
0
67
T - B1 Thu/Fri
T - B2 Fri/Mon
T - B3 Mon/Tue
TOTAL
BEFORE
644
1272
1462
5
0
0
26
45
46
0
0
1
0
0
0
31
45
47
3378
5
117
1
0
123
70
COMPLIANCE WITH FDW INDICATION
(Arrival during FDW and wait for WALK before entering crosswalk)
W University Ave & W 17th St
PEDESTRIANS
Arrivals at FDW
COMPLIANCE
WITH FDW
INDICATION
Percentage
enter @
FDW
Percentage
enter @
DW
Percentage
T - A1
T - A2
T - A10
89
107
67
2
0
3
2.25%
0.00%
4.48%
84
97
58
94.38%
90.65%
86.57%
3
10
6
3.37%
9.35%
8.96%
TOTAL
AFTER
263
5
1.90%
239
90.87%
19
7.22%
T - B1
T - B2
T - B3
33
96
112
3
1
1
9.00%
1.04%
0.89%
30
83
108
90.91%
86.46%
96.43%
0
12
3
0.00%
12.50%
2.68%
TOTAL
BEFORE
241
5
2.07%
221
91.70%
15
6.22%
Tape
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14, 2005.
2.
U.S. Department of Transportation, Federal Highway Administration. Manual of
Uniform Traffic Control Devices, Millennium Edition, Revision Number 1.
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U.S. Department of Transportation, Federal Highway Administration. Manual of
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4.
Florida Department of Transportation. Traffic Engineering Manual. Manual
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5.
2002 Florida Statutes, Title XXIII, Chapter 316. Online at:
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Kingsbury, Dwight. Florida Department of Transportation State Safety Office, Email, December 21, 2004.
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Zegeer, C., Cynecki, M.J., and Opiela, K.S. “Evaluation of Innovative Pedestrian
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9.
Tidwell, J.E. and Doyle, D.P. “Driver and Pedestrian Comprehension of Pedestrian
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Zegeer, C., Opiela, K.S., and Cynecki, M.J. “The Effect of Pedestrian Signals and
Signal Timing on Pedestrian Accidents.” Transportation Research Record 847, pp.
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11.
Khasnabis, S., Zegeer, C.V., and Cynecki, M.J. “Effects of Pedestrian Signals on
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12.
Yauch, P.J. and Davis, R.E. III. “Pedestrian Signals – A Call to Action”. ITE
Journal, pp. 32-35, April 2001.
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U.S. Department of Transportation. Canadian Research on Pedestrian Safety.
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2005
14.
Ullman, B., Fitzpatrick, K., and Trout N. “On-Street Pedestrian Surveys of
Pedestrian Crossing Treatments.” Compendium of Technical Papers, Institute of
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Botha, J.L., Zabyshny, A.A., and Day, J.E. “Pedestrian Countdown Signals: An
Experimental Evaluation.” San Jose State University, Department of Civil and
Environmental Engineering, Prepared for the City of San Jose Department of
Transportation, May 2002.
16.
Eccles, K.A., Ruihua, T., and Magnum, B.C. “Evaluation of Pedestrian Countdown
Signals in Montgomery County, Maryland.” Presented at the 83rd Annual Meeting
of the Transportation Research Board, January 2004.
17.
Pulugurtha, S.S. and Nambian, S.S. “An Evaluation of the Effectiveness of
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Transportation Engineers 2004 Annual Meeting. Orlando, FL, August 2004.
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Huang, H., and Zegeer, C. “The Effects of Pedestrian Countdown Signals in Lake
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U.S. Department of Transportation. Dutch Pedestrian Safety Review. Publication
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BIOGRAPHICAL SKETCH
Deborah L. Leistner received a bachelor’s degree in architecture and urbanism from
Universidade Mackenzie, Sao Paulo, Brazil, in 1996, and a master’s degree in urban and
regional planning from the University of Florida in 2000. Deborah worked for 2 years in
Marion County, Florida, as a Planner. Since January of 2002, she has worked for the City
of Gainesville, Florida, Public Works Department as a Transportation Planning Analyst.
73