Services Offered:

Pedestrian Planning

Pedestrian/Vehicle Conflict Studies

Maintenance & Protection of Traffic Plans for Pedestrians

Traffic Calming

Accident Analysis

Signals and ITS for Pedestrians

Surveys

Pedestrian & Bicycle Facilities

Land Use Analysis

Level of Service Analysis

Safe School Routes

Transit Access for Pedestrians

Public Involvement

Agency Coordination


Can the pedestrian and bicycle approaches to the nation's most popular pedestrian facility - the Brooklyn Bridge - be separated from on-coming traffic?

Is it possible to design a traffic-calming program to effectively meet the needs of both Downtown Brooklyn and the expectations of eight surrounding neighborhoods?

How can Interstate highway exchanges that cross major urban arterials in Queens be designed and constructed to protect children en route to school?

What is the equivalent for pedestrian conditions on sidewalks of a large Manhattan hospital of levels of Service for traffic?

Will Intelligent Transportation System signal technology in Newark, NJ make things better or worse for pedestrians?

What methods can be used to estimate the effect of urban design in the Route 1 corridor in central New Jersey on the propensity to walk rather than drive?

Can a massive auto-oriented shopping center in Co-Op City in the Bronx become more accessible for pedestrians and the disabled?

What changes to Main Street would attract more pedestrians and shoppers to the resort village of Lake Placid, NY?

For some segment of every trip, everyone becomes a pedestrian. The quality of that experience largely shapes how people perceive the appeal of a place: whether shopping is a chore or a pleasure; whether walking is more convenient than driving; whether children can walk to school unescorted; and whether sidewalks are easy places for neighbors to chat.

Although long-neglected, the pedestrian components of nearly every project need to be considered as seriously as traffic. Konheim & Ketcham looks for the interfaces of vehicular traffic and pedestrians and the potential conflicts between pedestrian “desire lines” and traffic patterns. We do more than take counts and videotapes of pedestrians; we have developed a technique that pinpoints the locations and the propensity for pedestrian-vehicular conflicts. This provides roadway engineers with a quantitative, objective basis for recommending remedies, e.g., appropriate turning radii, sight distances, sidewalk width and configuration, signal timing and phasing, placement of curb cuts and bus stops, signage and lighting and planting schemes that enhance, not interfere, with pedestrian safety and enjoyment.

While we feel that it is more efficient to forecast the potential for pedestrian injuries than relying on documented incidents, which are rarely fully reported, K&K does plot pedestrian and vehicular accident data graphically for dramatic effect and identification of severe problems.

K&K is attentive to including the effect of pedestrians on traffic flow to ensure the resulting simulation models accurately replicate real-world conditions. This is especially needed with the introduction of traffic-demand-responsive signals that can disorient pedestrians and reduce their crossing time in erratic ways. As a member of ITS-NY, K&K is at the forefront of investigating use of ITS for pedestrian applications at busy intersections.

Another innovation developed by K&K is an integration of various transportation models that are best suited to the contrasting characteristics of alternative travel demand management strategies, including a land-use model to ascribe the effect of building configuration, mix and density in reducing vehicle use.

K&K also researches empirical data to develop an understanding of land use characteristics that promote walking. Such relationships were observed in the modal distribution of populations of the world’s principal cities that K&K has studied and documented photographically as part of an international team.

K&K brings these insights and observation skills to a wide range of assignments, from environmental assessments to maintenance and protection of traffic plans for highway construction to evaluation of zoning changes. But most of all, K&K recognizes that the best architects of pedestrian improvement measures are the people who live intimately with local situations, and we draw on their definitions of problems and needs to assemble approaches that have worked elsewhere for them to refine for their individual settings.

It is well known that visual interest along a pedestrian path makes it seem shorter and more hospitable. Where this is not achievable by lively storefronts or attractive plantings, K&K works with user groups to select artwork and construction materials that enhance the aesthetic quality of pedestrian routes and convey the importance of this mode.

To insure the best service to our clients, K&K keeps abreast of pedestrian research, e.g., the cognitive limitations of young children to accurately gauge traffic hazards, through participation in professional forums, e.g., the Pedestrian Committee of the Transportation Research Board. K&K also maintains a library on effective traffic-calming techniques and prepares photo-laden presentations to help people visualize new pedestrian environments.