USA Banner
  U.S. flag
              An official website of the United States government Here's how you knowOfficial US Government Icon
              **Official websites use .gov**A **.gov** website belongs to an official government organization in the United States.
            Secure Site Icon
              **Secure .gov websites use HTTPS**
                  A **lock** ( A locked padlock ) or **https://** means you’ve safely connected to the .gov website. Share sensitive information only on official, secure websites. 
 U.S. Department of Transportation Icon United States Department of Transportation
 Search DOT
            Search
                    About FHWAFHWA Organization
                Headquarters Offices
                Field Offices
                Strategic Plan
                Business Opportunities
                Staff Directories
                Careers
                Highway History
                Contact UsProgramsAcquisition Management
                Civil Rights
                Federal Lands Highway
                Infrastructure
                Innovative Program Delivery
                Operations
                Planning, Environment, and Realty
                Policy
                Research, Development, and Technology
                Safety
                Browse by TopicsResourcesCore Highway Topics
                Federal Aid Essentials
                Automation
                Complete Streets
                Laws and Regulations
                Policy & Guidance Center
                Section 508
                Publications and Statistics
                Professional Development
                National Highway Institute
                Resource Center
                Accessibility Resource Library
                FHWA Research LibraryNewsroomPress Releases
                Speeches & Testimony
                Photos
                Videos
                Media ContactsMenu FHWA Highway Safety Programs Home
                        Miami-Dade Pedestrian Safety Project Phase II: Final Implementation Report and Executive Summary


            
            In This Section
        Pedestrian & Bicyclist Safety
                Background & Resources
                                Crash Data & Facts
                Legislation & Guidelines
                Related Websites
                Safe System
                                Community Led Pedestrian and Bicycle Resources
                Primer on Safe System Approach
                Noteworthy Local Polices That Support Safe and Complete Pedestrian and Bicycle Networks
                Safety Tools
                Safety Countermeasures
                                Overview
                State Best Practices Policy for Toolbox of Countermeasures and Their Potential Effectiveness for Pedestrian Crashes
                Pedestrian Hybrid Beacon Guide–Recommendations and Case Study
                Safety Benefits of Raised Medians and Pedestrian Refuge Areas–Tri-Fold Brochure
                State Best Practices Policy for Medians
                State Best Practices Policy for Shoulders and Walkways (etc.)
                Evaluation of Pedestrian Countermeasures in Three Cities: San Francisco, Las Vegas and Miami
                STEP
                                Overview
                Resources
                Webinars
                Videos
                Campaign
                STEM Lessons
                Focused Approach to Safety
                                Overview
                Resources
                Webinars
                In the News
                Available Trainings
                Vulnerable Road User Safety Assessment
                                Guidance
                Data Tools and Resources
                
                CHAPTER 2 COUNTERMEASURE IMPLEMENTATION
This chapter discusses the deployment of the countermeasures that includes an overview of each countermeasure along with any problems that needed to be addressed in the installation process. Also presented is a comparison of the countermeasures in terms of cost and device availability. A description of each individual countermeasure, its purpose, the setting for each Miami-Dade installation, and approval status, and relative cost information, are presented in Chapter 3.

2.1 OVERVIEW OF INSTALLATION CHALLENGES

Phase II involved the installation and evaluation of a broad range of pedestrian safety measures, from nearly routine signal timing changes to customized video detection equipment.

However, there were several common challenges that the Miami-Dade team faced:

Selection and Confirmation of Countermeasures: The initial process of selecting countermeasures and assigning them to specific locations was described in the Phase I Final Report and the Phase II Implementation Plan and Preliminary Engineering Report. This involved development of a comprehensive list of candidate countermeasures, which were then rated on several criteria, such as match to the crash type, cost, presumed efficacy, and ease of implementation. These were matched to each location by meticulous analysis of the type of crash, causal factors and the physical characteristics of the roadway. For example, if vehicles turning right on red injured a number of pedestrians at a particular location, a static NRTOR sign and an electronic NRTOR sign were considered. Because a “NO TURN ON RED WHEN PEDESTRIANS ARE PRESENT” sign was already present we decided to compare the standard “NO RIGHT TURN ON RED” sign with the electronic NRTOR sign. We also placed a premium on low cost items that could be installed in large numbers to increase the chance of producing a sufficiently large reduction in crashes to be detected.
	Scheduling of Countermeasures: We attempted to install countermeasures in a staged manner (multiple baseline design) in order to control for extraneous variables. Although we were usually successful in following the dictates of the selected design protocol, there were times when treatments would not be introduced or removed according to our schedule because of conflicting priorities of the Contractor or Miami-Dade staff. In these instances, we often needed to collect fresh baseline data to allow for a valid comparison. This problem arose often and contributed to the increased cost of the research component of this project.
	Extreme Weather Events: Two major hurricanes struck Miami-Dade during the critical period when countermeasures were being installed and evaluated. These storms destroyed the video recording systems, forcing the team to employ field observation. One implication of this change was the need to reduce the number of items recorded in order to ensure the collection of reliably data. The storms also destroyed some countermeasure, which had to be reinstalled. These storms added additional cost to the project.2.2 COMPARISON OF COUNTERMEASURES: EASE OF IMPLEMENTATION

Three countermeasures proved more challenging to deploy:

The Electronic NRTOR sign;
	The Video Pedestrian Detector;
	In Street Yield to Pedestrian signs; andThe first listed two devices involved procurement or deployment of electronic equipment that engineering staff and electricians were not highly familiar with. The remaining device was easily deployed but would not stay deployed due to frequent collisions with vehicles.

The manufacturer installed the Rectangular LED Rapid Flashing Beacons greatly reducing the scope for installation problems with this relatively new technology.

2.3 COMPARISON OF COUNTERMEASURES: COSTS

The overall cost of this project was slightly greater than 1 million dollars, including $870,540 in federal funding, $140,000 in state funding, and $186,771 in county funding. The federal funding averaged roughly $ 217,635 per year.

The total costs of the nearly seven-year-long project included the following rough estimates:

PLANNING PHASE I:
			$125,000.IMPLEMENTATION PHASE II:
			$1,010,540Including:Design of Countermeasures:
			$133,933Installation/Deployment Labor:
			$108,833Materials and Equipment:
			$302,913Data Collection & Evaluation:
			$282,172Other Program Management
			$182,690(Including planning and design of countermeasures not installed)In general, the labor costs far exceeded the equipment and materials costs. Overall, the engineering/administrative costs were quite substantial, largely due to the need for specialized training, mobilization, and approvals for new devices. These engineering/administrative costs often exceeded the material/equipment costs and the installation labor.

The least expensive countermeasures in total per-unit costs were Pedestrian Warning Signs. The most expensive countermeasure was the Video Detection System.

If this project is replicated by a community with a strict focus on improving pedestrian safety with know treatments in a cost-effective manner, the data collection/evaluation and other program management costs could be substantially lower than the costs of the present study. Cost estimates are provided for each item in Chapter 3. Table 2.1 shows an estimate of capital costs and labor plus engineering costs for each countermeasure.

Table 2.1 Capital Cost and Labor/Engineering Costs for Each Countermeasure
	COUNTERMEASURE
			Estimated Cost Per Unit
			Estimated Installation-Engineering Cost/Unit
			Operations/Maintenance Needs and Other NotesPush buttons that confirm press
			$105
			$535
			Low level of maintenance requiredVideo Pedestrian Detection
			$14,250
			$8,500
			No information on long-term maintenance. Adjusted by manufacturer“Turning Vehicle Yield to Pedestrians" symbol sign
			$25
			$55
			Low level of maintenance requiredElectronic NRTOR sign
			$3000
			$700
			Seemed to work well. Use of this sign is increasingCountdown Pedestrian Signals
			$435
			$45
			Easy to retrofit. Easy to maintain. We had no issues with this deviceIn-Street "Yield to Pedestrian Signs"
			$225
			$50
			High level of damage if not on raised island. We had no raised island locationsPedestrian Zone Signs
			$25
			$45
			Low level of maintenance requiredSpeed Trailers
			$25/day
			$55
			Worked well in Miami because of solar outputRectangular LED Rapid Flashing Beacons
			$9,000
			Included in Equipment Pricing
			Installed by contractor. Required some changes to battery box because of flooding. System redesigned. Handled by warranty.Dynamic Lighting
			$600
			Included in Equipment Pricing
			Was not very bright. Difficulty aiming it where neededEliminate Permissive Left Turn
			$2500
			$1500
			May require change in signal headAdvance Yield Markings
			$50
			$150
			Material has a long lifetime.Offset Stop Lines
			$50
			$150
			Material has a long lifetime. No grinding needed when installed on fresh pavement.In general, the labor and engineering costs often exceeded the materials/equipment costs. As is often the case the engineering/administrative costs for products used for the first time, tend to be higher than for equipment that are routinely installed. As staff becomes more familiar with new technology there is a major savings in time and effort. Additionally, installation cost were high because only a few devices could be installed at a time, rather than installing all devices in one operation.

2.4 COMPARISON OF COUNTERMEASURES: AVAILABILITY AND STANDARD USE

All but two countermeasures were compliant with the Federal Manual on Uniform Traffic Control Devices (MUTCD). It was necessary to obtain special approval to experiment with the rectangular LED rapid flashing beacon and the “Turning Vehicles Yield to Pedestrians” symbol signs. Several countermeasures considered experimental when initially proposed by the Miami-Dade team were added to the MUTCD in the 2003 revision. One other countermeasure requiring approval (in street pedestrian turning vehicle yield signs at signalized intersections) was removed after engineering studies revealed there was insufficient room to install these signs at the Miami Beach intersections originally selected for evaluation.
      
  Book traversal links for CHAPTER 2 COUNTERMEASURE IMPLEMENTATION
      ‹ CHAPTER 1 EXECUTIVE SUMMARY AND INTRODUCTION
                    Up
                    CHAPTER 3 DEPLOYMENT OF INDIVIDUAL COUNTERMEASURES ›
                
                Book:Miami-Dade Pedestrian Safety Project Phase II: Final Implementation Report and Executive Summary
              CHAPTER 1 EXECUTIVE SUMMARY AND INTRODUCTION
                CHAPTER 2 COUNTERMEASURE IMPLEMENTATION
                CHAPTER 3 DEPLOYMENT OF INDIVIDUAL COUNTERMEASURES
                CHAPTER 4 DATA ANALYSIS FOR PARTICULAR INDIVIDUAL COUNTERMEASURES
                CHAPTER 5 OUTREACH AND EDUCATION
                CHAPTER 6 PHASE II CONCLUSIONS U.S. DEPARTMENT OF TRANSPORTATION

**Federal Highway Administration**

1200 NEW JERSEY AVENUE, SE

WASHINGTON, DC 20590

202-366-4000Subscribe to email updates
                    About
  

        
              About FHWA
                Careers
                Org Chart
                Staff Directories
                Work with UsPrograms
  

        
              Acquisition Management
                Civil Rights
                Federal Lands Highway
                Infrastructure
                Innovative Program Delivery
                Operations
                Planning, Environment, and Realty
                Policy
                Research, Development, and Technology
                SafetyPolicies, Rights, Legal
  

        
              About DOT
                Accessibility
                Budget and Performance
                Civil Rights
                FOIA
                Information Quality
                No FEAR Act
                Office of Inspector General
                Privacy Policy
                USA.gov
                Web Policies and Notices
                Web StandardsNews & Events
  

        
              Newsroom
                Press Releases
                Speeches & Testimony
                Media Contacts
                Connect with Us