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• 1. [Article] Utilizing High Resolution Bus GPS Data to Visualize and Identify Congestion Hot-spots in Urban

  Congestion and travel delay on urban roadways can influence the roadways’ operating costs and service attractiveness. This research used high-resolution bus data to examine sources of delay on urban arterials. ...

  Citation × Citation Citation Abstract Copy Title: Utilizing High Resolution Bus GPS Data to Visualize and Identify Congestion Hot-spots in Urban Author: Stoll, Nicholas B, Glick, Travis B, Figliozzi, Miguel Year: 2016 Congestion and travel delay on urban roadways can influence the roadways’ operating costs and service attractiveness. This research used high-resolution bus data to examine sources of delay on urban arterials. A set of tools was created to help visualize trends in bus behavior and movement; these tools allowed larger traffic trends to be visualized along urban corridors and streets. With buses as probes and examining aggregated bus behavior, contoured speed plots were used to understand the behavior of roadways outside the zone of influence of bus stops. Speed plots were used to discover trends and travel patterns with only a few days’ data. Congestion and speed variation were viewed by time of day, and plots helped to indicate delays caused by intersections, crosswalks, or bus stops. This type of information is important to transit authorities looking to improve bus running times and reliability. Congested areas were detected and ranked. Speed plots were used to reevaluate bus stop locations (e.g., near side versus far side) and to identify locations where improvement are needed (e.g., queue jump lanes). Transportation agencies can also benefit from this type of information because arterial performance measures are difficult to estimate. Title: Utilizing High Resolution Bus GPS Data to Visualize and Identify Congestion Hot-spots in Urban Author: Stoll, Nicholas B, Glick, Travis B, Figliozzi, Miguel Year: 2016 Congestion and travel delay on urban roadways can influence the roadways’ operating costs and service attractiveness. This research used high-resolution bus data to examine sources of delay on urban arterials. A set of tools was created to help visualize trends in bus behavior and movement; these tools allowed larger traffic trends to be visualized along urban corridors and streets. With buses as probes and examining aggregated bus behavior, contoured speed plots were used to understand the behavior of roadways outside the zone of influence of bus stops. Speed plots were used to discover trends and travel patterns with only a few days’ data. Congestion and speed variation were viewed by time of day, and plots helped to indicate delays caused by intersections, crosswalks, or bus stops. This type of information is important to transit authorities looking to improve bus running times and reliability. Congested areas were detected and ranked. Speed plots were used to reevaluate bus stop locations (e.g., near side versus far side) and to identify locations where improvement are needed (e.g., queue jump lanes). Transportation agencies can also benefit from this type of information because arterial performance measures are difficult to estimate. Close

• 2. [Article] Safety Effectiveness of Pedestrian Crossing Enhancements

  Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these ...

  Citation × Citation Citation Abstract Copy Title: Safety Effectiveness of Pedestrian Crossing Enhancements Author: Monsere, Christopher M., Figliozzi, Miguel, Kothuri, Sirisha, Razmpa, Ali, Hazel, Daniel R. Year: 2016 Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these enhanced crossing in Oregon. Detailed data were collected on 191 crossings. Supplemental data items included crossing location information, route characteristics, surrounding land use and crossing enhancement descriptions. Pedestrian volume at the crossing locations was a highly desirable but unavailable data element. To characterize pedestrian activity, a method was developed to estimate ranges for pedestrian crosswalk activity levels based on the land use classification at the census block level and the presence of pedestrian traffic generators such as bus stops, schools, shopping centers and hospitals within a 0.25-mile radius. Each crosswalk was categorized into one of six levels of activity – very low, low, medium-low, medium, medium-high and high. Crash data for the 2007-2014 period were assembled for the safety analysis. After filtering, 62 pedestrian crashes and 746 rear-end crashes were retained for further analysis. The crash data were merged and analyzed. Crash patterns and risk ratios were explored. The most important trend observed was a shift (reduction) in the pedestrian crash severity after the installation of the crosswalk treatments. This shift was from fatal and injury A crash type to lower severity crashes of injury B and injury C. For pedestrian crashes, increases in the risk ratio were observed for increases in the number of lanes, the posted speed, and estimated pedestrian activity level. Similar trends were observed for rear-end crashes. Due to data limitations, subsequent safety analysis focused on installations of RRFB crossing enhancements. A CMF for RRFB installations was estimated. The CMFS for pedestrian crashes are 0.64 +/- 0.26 using a simple before-after analysis; for rear-end crashes: 0.93 +/- 0.22 using an empirical Bayes analysis approach. Title: Safety Effectiveness of Pedestrian Crossing Enhancements Author: Monsere, Christopher M., Figliozzi, Miguel, Kothuri, Sirisha, Razmpa, Ali, Hazel, Daniel R. Year: 2016 Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these enhanced crossing in Oregon. Detailed data were collected on 191 crossings. Supplemental data items included crossing location information, route characteristics, surrounding land use and crossing enhancement descriptions. Pedestrian volume at the crossing locations was a highly desirable but unavailable data element. To characterize pedestrian activity, a method was developed to estimate ranges for pedestrian crosswalk activity levels based on the land use classification at the census block level and the presence of pedestrian traffic generators such as bus stops, schools, shopping centers and hospitals within a 0.25-mile radius. Each crosswalk was categorized into one of six levels of activity – very low, low, medium-low, medium, medium-high and high. Crash data for the 2007-2014 period were assembled for the safety analysis. After filtering, 62 pedestrian crashes and 746 rear-end crashes were retained for further analysis. The crash data were merged and analyzed. Crash patterns and risk ratios were explored. The most important trend observed was a shift (reduction) in the pedestrian crash severity after the installation of the crosswalk treatments. This shift was from fatal and injury A crash type to lower severity crashes of injury B and injury C. For pedestrian crashes, increases in the risk ratio were observed for increases in the number of lanes, the posted speed, and estimated pedestrian activity level. Similar trends were observed for rear-end crashes. Due to data limitations, subsequent safety analysis focused on installations of RRFB crossing enhancements. A CMF for RRFB installations was estimated. The CMFS for pedestrian crashes are 0.64 +/- 0.26 using a simple before-after analysis; for rear-end crashes: 0.93 +/- 0.22 using an empirical Bayes analysis approach. Close