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

Institute, (2016). 4 (CMF ID: 9024) NCHRP Research Report 841 Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments, (2017). FHWA-SA-21-053

OFFICE OF SAFETY Proven Safety Countermeasures Road Diets (Roadway Reconfiguration) A Road Diet, or roadway reconfiguration, can improve safety, calm traffic, provide better mobility and access for all road users, and enhance overall quality of life. A Road Diet typically involves converting an existing four-lane undivided roadway to a three-lane roadway consisting of two through lanes and a center two-way left-turn lane (TWLTL). Safety Benefits: 4-Lane to 3-Lane Road Diet Conversions 19-47% reduction in total crashes.1 BEFORE AFTER Before and after example of a Road Diet. Source: FHWA Benefits of Road Diet installations may include: • Reduction of rear-end and left-turn crashes due to the dedicated left-turn lane. • Reduced right-angle crashes as side street motorists cross three versus four travel lanes. • Fewer lanes for pedestrians to cross. • Opportunity to install pedestrian refuge islands, bicycle lanes, on-street parking, or transit stops. • Traffic calming and more consistent speeds. • A more community-focused, Complete Streets environment that better accommodates the needs

• A more community-focused, Complete Streets environment that better accommodates the needs of all road users. A Road Diet can be a low-cost For more information on this safety solution when planned in and other FHWA Proven Safety conjunction with a simple pavement Countermeasures, please visit overlay, and the reconfiguration can https://highways.dot.gov/ be accomplished at no additional safety/proven-safety-counter cost. Typically, a Road Diet is measures and https:// implemented on a roadway with Road Diet project in Honolulu, Hawaii. highways.dot.gov/safety/ a current and future average daily Source: Leidos other/road-diets. traffic of 25,000 or less. 1 (CMF ID: 5554,2841) Evaluation of Lane Reduction “Road Diet” Measures on Crashes, FHWA-HRT-10-053, (2010). FHWA-SA-21-046

OFFICE OF SAFETY Proven Safety Countermeasures Walkways A walkway is any type of defined space or pathway for use by a person traveling by foot or using a wheelchair. These may be pedestrian walkways, shared use paths, sidewalks, or roadway shoulders. With more than 6,200 pedestrian unless exceptional circumstances fatalities and 75,000 pedestrian exist. It is important to provide and injuries occurring in roadway maintain accessible walkways along crashes annually,1 it is important for both sides of the road in urban areas, transportation agencies to improve particularly near school zones and conditions and safety for pedestrians transit locations, and where there is a and to integrate walkways more large amount of pedestrian activity. Safety Benefits: fully into the transportation system. Walkable shoulders should also be Research shows people living in low- considered along both sides of rural Sidewalks income communities are less likely highways when routinely used by 65-89% to encounter walkways and other pedestrians. pedestrian-friendly features.2 reduction in crashes involving Well-designed pedestrian walkways, shared use paths, and sidewalks pedestrians walking along improve the safety and mobility of roadways.3 pedestrians. Pedestrians should have direct and connected network of

improve the safety and mobility of roadways.3 pedestrians. Pedestrians should have direct and connected network of Paved Shoulders walking routes to desired destinations 71% without gaps or abrupt changes. In some rural or suburban areas, where these types of walkways are not reduction in crashes involving feasible, roadway shoulders provide pedestrians walking along an area for pedestrians to walk next roadways.3 to the roadway, although these are not preferable. Example of a sidewalk in a residential area. Transportation agencies should work Source: pedbikeimages.org / Burden towards incorporating pedestrian facilities into all roadway projects For more information on this and other FHWA Proven Safety Countermeasures, please visit https://highways.dot.gov/ safety/proven-safety-counter Paved shoulder used as a walkway. Source: pedbikeimages.org / Burden measures and http://www. pedbikesafe.org/PEDSAFE/ 1 National Center for Statistics and Analysis. (2020, March). Pedestrians: countermeasures_detail. 2018 data (Traffic Safety Facts. Report No. DOT HS 812 850). National Highway Traffic Safety Administration. cfm?CM_NUM=1. 2 Gibbs, et all. Income Disparities in Street Features that Encourage Walking. Bridging the Gap, (2012, March). 3 Gan et al. Update of Florida Crash Reduction Factors and Countermeasures FHWA-SA-21-047 to Improve the Development of District Safety Improvement Projects. Florida DOT, (2005).

OFFICE OF SAFETY Proven Safety Countermeasures Appropriate Speed Limits for All Road Users There is broad consensus among global roadway safety experts that speed control is one of the most important methods for reducing fatalities and serious injuries. Speed is an especially important factor on non-limited access roadways where vehicles and vulnerable road users mix. A driver may not see or be aware of the conditions within a corridor, and may drive at a speed that feels reasonable for themselves but may not be for all users of the system, especially vulnerable road users, including children and seniors. A driver traveling at 30 miles per hour who hits a pedestrian has a 45 percent chance of killing or seriously injuring them.1 At 20 miles per hour, that percentage drops to 5 percent.1 A number of cities across the United States, including New York, Safety Benefits: Washington, Seattle and Minneapolis, have reduced their local speed limits in recent years in an effort to reduce fatalities and serious injuries, with most having to Traffic fatalities in the City secure State legislative authorization to do so. of Seattle decreased 26 percent after the States and local jurisdictions should set appropriate speed limits to reduce the significant risks drivers impose on others—especially vulnerable road users—and city implemented on themselves. Addressing speed is fundamental to the Safe System Approach comprehensive, city-wide to making streets safer, and a growing body of research shows that speed limit speed management changes alone can lead

o the Safe System Approach comprehensive, city-wide to making streets safer, and a growing body of research shows that speed limit speed management changes alone can lead to measurable declines in speeds and crashes.2 strategies and countermeasures inspired Applications Considerations by Vision Zero. This included Posted speed limits are often the same When setting a speed limit, agencies setting speed limits on as the legislative statutory speed limit. should consider a range of factors such all non-arterial streets at Agencies with designated authorities to as pedestrian and bicyclist activity, crash 20 mph and 200 miles of set speed limits, which include States, history, land use context, intersection arterial streets at 25 mph.5 and sometimes local jurisdictions, can spacing, driveway density, roadway establish non-statutory speed limits or geometry, roadside conditions, roadway One study found that designate reduced speed zones, and functional classification, traffic volume, on rural roads, when a growing number are doing so. While and observed speeds. non-statutory speed limits must be based considering other relevant To achieve desired speeds, agencies on an engineering study, conducted in often implement other speed factors in the engineering accordance with the Manual on Uniform study along with the speed management strategies concurrently Traffic Control Devices (MUTCD) involving with setting speed limits, such as self- distribution, setting a speed multiple factors and engineering enforcing roadways, traffic calming, limit no more than 5 mph judgment, FHWA is also encouraging and speed safety cameras.

engineering enforcing roadways, traffic calming, limit no more than 5 mph judgment, FHWA is also encouraging and speed safety cameras. Additional below the 85th-percentile agencies to use the following:3 information is in the following FHWA speed may result in fewer • Expert Systems tools. resources: total and fatal plus injury o USLIMITS2. • FHWA Speed Management website. crashes, and lead to drivers o NCHRP 966: Posted Speed Limit • Self-Enforcing Roadways: complying closely with the Setting Procedure and Tool. A Guidance Report. posted speed limit.6 • Safe System approach. • Noteworthy Speed Based on international experience Management Practices. For more information on this and implementation in the United • Jurisdiction Speed Management and other FHWA Proven Safety States, the use of 20 mph speed zones Action Plan Development Package. Countermeasures, please visit or speed limits in urban core areas https://highways.dot.gov/ where vulnerable users share the road • Traffic Calming ePrimer. safety/proven-safety-counter environment with motorists may result in measures and https:// further safety benefits.4 highways.dot.gov/safety/ 1 Reducing the speed limit to 20 mph in urban areas: Child deaths and injuries would be decreased. speed-management/ 2 Lowering the speed limit from 30 to 25 mph in Boston: effects on vehicle speeds. 3 FHWA’s Methods and Practices for Setting Speed Limits: An Informational Report, (2012). reference-materials. 4 Recommendations of the Academic Expert Group for the 3rd Global Ministerial Conference on Road Safety. 5 https://safety.fhwa.dot.gov/speedmgt/ref_mats/fhwasa20047/sec8.cfm#foot813 FHWA-SA-21-034 6 Safety and Operational Impacts

ce on Road Safety. 5 https://safety.fhwa.dot.gov/speedmgt/ref_mats/fhwasa20047/sec8.cfm#foot813 FHWA-SA-21-034 6 Safety and Operational Impacts of Setting Speed Limits below Engineering Recommendations.

OFFICE OF SAFETY Proven Safety Countermeasures Backplates with Retroreflective Borders Backplates added to a traffic signal head improve the visibility of the illuminated face of the signal by introducing a controlled-contrast background. The improved visibility of a signal head with a backplate is made even more conspicuous by framing it with a 1- to 3-inch yellow retroreflective border. Signal heads that have backplates equipped with retroreflective borders are more visible and conspicuous in both daytime and nighttime conditions. This treatment is recognized as a safety countermeasure is to adopt human factors enhancement of it as a standard treatment for Safety Benefits: traffic signal visibility, conspicuity, signalized intersections across a 15% and orientation for both older jurisdiction or State. and color vision deficient drivers. Implementation challenges This countermeasure is also include minimizing installation time, reduction in total crashes.1 advantageous during periods of accessing existing signal heads, and power outages when the signals structural limitations due to added would otherwise be dark, providing a wind load in instances where an visible cue for motorists to stop at the entire backplate is added. Agencies intersection ahead.