138-24 Exhibit to Resolution Adopting the Township of West Orange Vision Zero Action Plan.pdf

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Guild Carm Acad el emy Rd El m St Ch er Ave ry St Ave sey rk Te Colg RECOMMENDED PROVEN SAFETY klin r ate ittle I P le ark idd COUNTERMEASURES** n on M Wh Fra Edis hool Sc Ri dg Ave ve W eA • High-visibility crosswalks: 40% reduction t hS illi ve ng A am

ve ng A am in pedestrian injury crashes son Hig St chu Wat • Intersection lighting: 42% reduction Wat hing ton in pedestrian crashes Was ool Sch Wa • Advance yield or stop markings and signs: sh ing ton 25% reduction in pedestrian crashes St St • Reduction in pedestrian crashes by 47% de St ea ia M • Increase of motorist yielding rates up mb

• Increase of motorist yielding rates up mb to 98% (depending on context) lu Co • Sidewalks: 16-89% reduction in crashes e nu involving pedestrians walking along roadways Ave e Av klin nd • A driver traveling at 30 miles per hour who ve hla Fran hA hits a pedestrian has a 45 percent chance of As dis e killing or seriously injuring them. At 20 miles nu an Ave per hour, that percentage drops to 5 percent. St e Pa sey rk ittle Wh e

ittle Wh e nu Ave son Wat Ridg e Av enu e Will iam Stre et Estimated Construction Cost: ~$300,000* *Includes cost of countermeasures that overlap with intersecting corridors. Estimated cost does not include lighting improvements (additional studies are recommended). Cost estimates are primarily based on the NJDOT 2022 cost estimate guidelines for safe routes. https://www.saferoutesnj.org/wp-content/ et uploads/2022/05/Design-Treatment-Estimating-Guidelines.pdf Stre

uploads/2022/05/Design-Treatment-Estimating-Guidelines.pdf Stre h **Although not specifically a Proven Safety Countermeasure, traffic signal HIg timing update/optimization should be included as part of Road Diet/ Reconfiguration, Left- and Right-Turn Lanes, Leading Pedestrian Intervals, and Protected-Only Left Turn Signal Phasing alternatives. WEST ORANGE TOWNSHIP: VISION ZERO ACTION PLAN 115

APPENDIX B: FHWA PROVEN SAFETY COUNTERMEASURES The FHWA Proven Safety Countermeasures are a collection of 28 countermeasures and strategies with data-supported effectiveness in reduing roadway fatalities and serious injuries. While some are resource- and time-intensive, others are low-cost and easy to implement quickly. The list of these countermeasures is as follows: 1. Appropriate Speed Limits for All Road Users 15. Roadside Design Improvements at Curves 2. Speed Safety Cameras 16. SafetyEdge 3. Variable Speed Limits 17. Wider Edge Lines 4. Bicycle Lanes 18. Backplates with Retroreflective Borders 5. Crosswalk Visibility Enhancements 19. Corridor Access Management 6. Leading Pedestrian Interval 20. Dedicated Left- and Right-Turn Lanes at Intersections 7. Medians and Pedestrian Refuge Islands in Urban and 21. Reduced Left-Turn Conflict Intersections Suburban Areas 22. Roundabouts 8. Pedestrian Hybrid Beacons 23. Systemic Application of Multiple Low-Cost 9. Rectangular Rapid Flashing Beacons Countermeasures at Stop-Controlled Intersections 10. Road Diets (Roadway Reconfiguration) 24. Yellow Change Intervals 11. Walkways 25. Lighting 12. Enhanced Delineation for Horizontal Curves 26. Local Road Safety Plans 13. Longitudinal Rumble Strips and Stripes on Two-Lane 27. Pavement Friction Management Roads 28. Road Safety Audit 14. Median Barriers Countermeasures listed in bold have been assessed for their suitability for each of the 13 Priority HIN Corridors (see pages 84-85 and Appendix A). Detailed information on the characteristics and effects of each of these countermeasures can be found on the following pages. WEST ORANGE TOWNSHIP: VISION ZERO ACTION PLAN 117

OFFICE OF SAFETY Proven Safety Countermeasures Bicycle Lanes Most fatal and serious injury bicyclist crashes occur at non-intersection locations. Nearly one-third of these crashes involve overtaking motorists1; the speed and size differential between vehicles and bicycles can lead to severe injury. To make bicycling safer and more comfortable for most types of bicyclists, State and local agencies should consider installing bicycle lanes. These dedicated facilities for the use of bicyclists along the roadway can take several forms. Providing bicycle facilities can mitigate or prevent interactions, conflicts, and crashes between bicyclists and motor vehicles, and create a network of safer roadways for bicycling. Bicycle Lanes align with the Safe System Approach principle of recognizing human vulnerability—where separating users in space can enhance safety for all road users. Safety Benefits: Applications Considerations Bicycle Lane Additions can FHWA’s Bikeway Selection Guide and • City and State policies may require reduce crashes up to: Incorporating On-Road Bicycle Networks minimum bicycle lane widths, although 49% for total crashes into Resurfacing Projects assist agencies in determining which facilities provide the most

into Resurfacing Projects assist agencies in determining which facilities provide the most benefit in various contexts. these can differ by agency and functional classification of the road. • Bicycle lane design should on urban 4-lane undivided Bicycle lanes can be included on vary according to roadway new roadways or created on existing collectors and local roads.6 characteristics (e.g., motor vehicle roads by reallocating space in the volumes and speed) in order to 30% right-of-way. maximize the facility’s suitability for In addition to the paint stripe used riders of all ages and abilities and for total crashes on urban for a typical bicycle lane, a lateral should consider the travel needs of 2-lane undivided offset with painted buffer can help to low-income populations likely to use collectors and local roads.6 further separate bicyclists from vehicle bicycles. The Bikeway Selection Guide traffic. State and local agencies may is a useful resource. also consider physical separation • While some in the public may of the bicycle lane from motorized oppose travel lane narrowing if they traffic lanes