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• 401. [Article] Assessing Transit Fare Equity in Utah Using a Geographic Information System

  The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately ...

  Citation × Citation Citation Abstract Copy Title: Assessing Transit Fare Equity in Utah Using a Geographic Information System Author: Farber, Steven, Batholomew, Keith, Li, Xiao, Paez, Antonio, Nurul Habib, Khandker M. Year: 2014 The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal-continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare estimated distances travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe. The research discusses a potential conflict between policies designed to promote equity and those intended to increase discretionary ridership. For example, increasing fares for longdistance discretionary riders travelling from suburban light-rail stations to the central business district may have a negative impact on ridership, despite being economically more efficient through cost-recapturing. At the same time, reducing fares for short-distance trips that are currently too expensive compared to private automobile travel may attract new riders. A full cost-benefit analysis sensitive to heterogeneous price elasticity is recommended for future research. It is also noted that the research findings are dependent on the current spatial distributions of population segments and travel patterns. The equity benefits of distance-based fares are primarily derived from residential clustering of low-income and minority groups in more compact urban areas near the center of the city. Demographic trends, such as inner-city gentrification and suburban aging-in-place, may impose increased travel demands on low income and elderly riders, nullifying future equity gains made by a transition to distance-based fares. Title: Assessing Transit Fare Equity in Utah Using a Geographic Information System Author: Farber, Steven, Batholomew, Keith, Li, Xiao, Paez, Antonio, Nurul Habib, Khandker M. Year: 2014 The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal-continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare estimated distances travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe. The research discusses a potential conflict between policies designed to promote equity and those intended to increase discretionary ridership. For example, increasing fares for longdistance discretionary riders travelling from suburban light-rail stations to the central business district may have a negative impact on ridership, despite being economically more efficient through cost-recapturing. At the same time, reducing fares for short-distance trips that are currently too expensive compared to private automobile travel may attract new riders. A full cost-benefit analysis sensitive to heterogeneous price elasticity is recommended for future research. It is also noted that the research findings are dependent on the current spatial distributions of population segments and travel patterns. The equity benefits of distance-based fares are primarily derived from residential clustering of low-income and minority groups in more compact urban areas near the center of the city. Demographic trends, such as inner-city gentrification and suburban aging-in-place, may impose increased travel demands on low income and elderly riders, nullifying future equity gains made by a transition to distance-based fares. Close

• 402. [Article] Peer-To-Peer Carsharing: Short-Term Effects on Travel Behavior in Portland, OR

  Peer-to-peer (P2P) carsharing is a relatively new concept in the U.S. Enabled by recent internet and mobile technology development, P2P carsharing generally involves a facilitating company connecting private ...

  Citation × Citation Citation Abstract Copy Title: Peer-To-Peer Carsharing: Short-Term Effects on Travel Behavior in Portland, OR Author: Dill, Jennifer, McNeil, Nathan, Howland, Steven Year: 2017 Peer-to-peer (P2P) carsharing is a relatively new concept in the U.S. Enabled by recent internet and mobile technology development, P2P carsharing generally involves a facilitating company connecting private vehicle owners to people who are interested in renting a vehicle. P2P carsharing has many things in common with business-to-consumer (B2C) carsharing services. Consumers join the service to rent vehicles on a short-term basis from locations dispersed throughout a certain area. Both services may allow households to reduce their private car ownership. However, P2P carsharing differs substantially from other models in that there are two distinct sets of consumers: those who rent the vehicles (renters) and those who put their vehicles up for rent (owners). The members of the service are providing the supply as well as the demand. Not only does the car owner provide the vehicle and determine where it is parked, they determine what hours it is available for rent and at what price (though with some influence from the facilitating company). This report presents findings from a multiyear study of P2P carsharing that began in early 2012 and targeted members of Getaround, which launched in February 2012 in Portland, OR. The goal of this study, which collected information from both owners and renters, is to evaluate the impact of peer-to-peer carsharing relative to other models of car use, including ownership, rental, and conventional (corporate) carsharing. The two primary research questions are whether P2P carsharing can reduce overall and peak- period vehicle miles traveled (VMT) by marginalizing the cost of driving, and whether P2P carsharing increases access to jobs and other activities for those without cars. Compared with conventional carsharing, P2P carsharing has the potential to influence VMT for both the renter and the owner. P2P owners may reduce their driving so that the vehicle is available for rent. Renters, as with other forms of carsharing, may decide to forgo or reduce vehicle ownership and drive less because the marginal costs of driving are more apparent. This report also examines motivations and factors associated with greater or lesser participation (in terms of rental activity), the influence of P2P carsharing on travel behavior and attitudes toward car ownership, and general experiences with P2P carsharing Title: Peer-To-Peer Carsharing: Short-Term Effects on Travel Behavior in Portland, OR Author: Dill, Jennifer, McNeil, Nathan, Howland, Steven Year: 2017 Peer-to-peer (P2P) carsharing is a relatively new concept in the U.S. Enabled by recent internet and mobile technology development, P2P carsharing generally involves a facilitating company connecting private vehicle owners to people who are interested in renting a vehicle. P2P carsharing has many things in common with business-to-consumer (B2C) carsharing services. Consumers join the service to rent vehicles on a short-term basis from locations dispersed throughout a certain area. Both services may allow households to reduce their private car ownership. However, P2P carsharing differs substantially from other models in that there are two distinct sets of consumers: those who rent the vehicles (renters) and those who put their vehicles up for rent (owners). The members of the service are providing the supply as well as the demand. Not only does the car owner provide the vehicle and determine where it is parked, they determine what hours it is available for rent and at what price (though with some influence from the facilitating company). This report presents findings from a multiyear study of P2P carsharing that began in early 2012 and targeted members of Getaround, which launched in February 2012 in Portland, OR. The goal of this study, which collected information from both owners and renters, is to evaluate the impact of peer-to-peer carsharing relative to other models of car use, including ownership, rental, and conventional (corporate) carsharing. The two primary research questions are whether P2P carsharing can reduce overall and peak- period vehicle miles traveled (VMT) by marginalizing the cost of driving, and whether P2P carsharing increases access to jobs and other activities for those without cars. Compared with conventional carsharing, P2P carsharing has the potential to influence VMT for both the renter and the owner. P2P owners may reduce their driving so that the vehicle is available for rent. Renters, as with other forms of carsharing, may decide to forgo or reduce vehicle ownership and drive less because the marginal costs of driving are more apparent. This report also examines motivations and factors associated with greater or lesser participation (in terms of rental activity), the influence of P2P carsharing on travel behavior and attitudes toward car ownership, and general experiences with P2P carsharing Close

• 403. [Article] Do TODs Make a Difference?

  In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based ...

  Citation × Citation Citation Abstract Copy Title: Do TODs Make a Difference? Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Kim, Keuntae, Ewing, Reid, Liu, Jenny H., Berggren, Matt, Mumuni, Zakari Year: 2015 In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based on key demographic characteristics; (3) housing affordability based on transportation costs; and (4) job-worker balance as a measure of accessibility. Prior literature has not systematically evaluated TOD outcomes in these respects with respect to light rail transit (LRT), commuter rail transit (CRT), bus rapid transit (BRT), and streetcar transit (SCT) systems. Our analysis helps close some of these gaps. We apply our analysis to 23 fixed-guideway transit systems operating in 17 metropolitan areas in the South and West that have one or more of those systems. We find: (1) Most TOD areas gained jobs in the office, knowledge, education, health care and entertainment sectors, adding more than $100 billion in wages capitalized over time; (2) In assessing economic resilience associated with LRT systems, jobs continued to shift away from TOD areas before the Great Recession, the pace slowed during the recession but reversed during recovery, leading us to speculate that LRT TOD areas may have transformed metropolitan economies served by LRT systems; (3) Rents for offices, retail stores and apartments were higher when closer to SCT systems, had mixed results with respect LRT systems, but were mostly lower with respect to CRT systems (our BRT sample was too small to evaluate); (4) SCT systems performed best in terms of increasing their TOD-area shares of metropolitan population, households and householders by age, housing units, and renters with BRT systems performing less well while LRT and CRT systems experienced a much smaller shift in the share of growth; (5) Household transportation costs as a share of budgets increase with respect to distance from LRT transit stations to seven miles, suggesting the proximity to LRT stations reduces total household transportation costs; (6) Emerging trends that may favor higher-wage jobs locating in TOD areas over time than lower- or middle-wage jobs, perhaps because TOD areas attract more investment which requires more productive, higher-paid labor to justify the investment; and (7) The share of workers who commute 10 minutes or less to work increases nearly one-half of 1 percent for each half-mile their resident block group is to an LRT transit station, capping at a gain of 1.3 percent, which is not a trivial gain. Our report summarizes case studies of 23 transit systems and three journal articles based on our research. Title: Do TODs Make a Difference? Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Kim, Keuntae, Ewing, Reid, Liu, Jenny H., Berggren, Matt, Mumuni, Zakari Year: 2015 In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based on key demographic characteristics; (3) housing affordability based on transportation costs; and (4) job-worker balance as a measure of accessibility. Prior literature has not systematically evaluated TOD outcomes in these respects with respect to light rail transit (LRT), commuter rail transit (CRT), bus rapid transit (BRT), and streetcar transit (SCT) systems. Our analysis helps close some of these gaps. We apply our analysis to 23 fixed-guideway transit systems operating in 17 metropolitan areas in the South and West that have one or more of those systems. We find: (1) Most TOD areas gained jobs in the office, knowledge, education, health care and entertainment sectors, adding more than $100 billion in wages capitalized over time; (2) In assessing economic resilience associated with LRT systems, jobs continued to shift away from TOD areas before the Great Recession, the pace slowed during the recession but reversed during recovery, leading us to speculate that LRT TOD areas may have transformed metropolitan economies served by LRT systems; (3) Rents for offices, retail stores and apartments were higher when closer to SCT systems, had mixed results with respect LRT systems, but were mostly lower with respect to CRT systems (our BRT sample was too small to evaluate); (4) SCT systems performed best in terms of increasing their TOD-area shares of metropolitan population, households and householders by age, housing units, and renters with BRT systems performing less well while LRT and CRT systems experienced a much smaller shift in the share of growth; (5) Household transportation costs as a share of budgets increase with respect to distance from LRT transit stations to seven miles, suggesting the proximity to LRT stations reduces total household transportation costs; (6) Emerging trends that may favor higher-wage jobs locating in TOD areas over time than lower- or middle-wage jobs, perhaps because TOD areas attract more investment which requires more productive, higher-paid labor to justify the investment; and (7) The share of workers who commute 10 minutes or less to work increases nearly one-half of 1 percent for each half-mile their resident block group is to an LRT transit station, capping at a gain of 1.3 percent, which is not a trivial gain. Our report summarizes case studies of 23 transit systems and three journal articles based on our research. Close

• 404. [Article] West Portland Town Center: Developing Partnerships for Planning and Implementation

  Metro, the regional planning organization for Clackamas, Multnomah, and Washington Counties, designated the area in Southwest Portland known as West Portland as a Town Center in its Region 2040 Preferred ...

  Citation × Citation Citation Abstract Copy Title: West Portland Town Center: Developing Partnerships for Planning and Implementation Author: Aho, Matthew, Greathouse, Stevie, Snyder, Kevin Year: 1996 Metro, the regional planning organization for Clackamas, Multnomah, and Washington Counties, designated the area in Southwest Portland known as West Portland as a Town Center in its Region 2040 Preferred Growth Concept. Metro's Town Center definition is open to different levels of interpretation without much guidance as to how the Town Center vision (i.e. increased density, a mix of land uses, a sense of place, and an emphasis on alternative modes of travel) is to be planned for and implemented. Since this designation in 1994, public sector planning efforts have been initiated around and specific to the West Portland Town Center. However, there is still a high level of uncertainty as to how the Town Center vision will be realized and who is ultimately responsible for its implementation. This report addresses this uncertainty. While it does not presume to provide answers, it does pose a variety of options for planning methodologies, public sector responsibilities, and community involvement. These options are based on a viewpoint that traditional planning methodologies and models are insufficient to realize the Town Center vision, and that nontraditional methods and models must be explored and attempted if this vision is to become a reality. The report has three sections which are intended to convey ideas and information that will guide the public and private sectors and the community in the planning and implementation of the West Portland Town Center directly, and other town center-like places indirectly. Section I introduces the West Portland Town Center and explains the report methodology. In addition, this section analyzes the current planning process for the West Portland Town Center. Section II of the report summarizes seven case studies, numerous stakeholder interviews, and a citizen focus group that were the basis for a significant portion of the information and ideas presented in the final section. Section ill presents an analysis of all research. This includes a discussion of general principles for planning town center-like places and three alternative approaches, including the Status Quo, Partnership, and Community Ownership, for the planning and implementation of the West Portland Town Center. The Status Quo Alternative proposes no significant changes in the current planning process for the West Portland Town Center. The Partnership Alternative proposes a higher level of community and private sector participation in the planning and implementation of the West Portland Town Center. The Community Ownership Alternative proposes a planning and implementation process for the West Portland Town Center that is primarily initiated, led, and completed by the community. AGS Associates recommends a carefully formulated composite of the three alternatives that addresses a consensus-based vision for the area. We would like to see the community and local businesses become more actively involved in all stages of the planning and implementation for the West Portland Town Center. This process should take place within a well-defined framework that is actively supported ·by the various public sector stakeholders. This project was conducted under the supervision of Deborah Howe and Connie Ozawa. Title: West Portland Town Center: Developing Partnerships for Planning and Implementation Author: Aho, Matthew, Greathouse, Stevie, Snyder, Kevin Year: 1996 Metro, the regional planning organization for Clackamas, Multnomah, and Washington Counties, designated the area in Southwest Portland known as West Portland as a Town Center in its Region 2040 Preferred Growth Concept. Metro's Town Center definition is open to different levels of interpretation without much guidance as to how the Town Center vision (i.e. increased density, a mix of land uses, a sense of place, and an emphasis on alternative modes of travel) is to be planned for and implemented. Since this designation in 1994, public sector planning efforts have been initiated around and specific to the West Portland Town Center. However, there is still a high level of uncertainty as to how the Town Center vision will be realized and who is ultimately responsible for its implementation. This report addresses this uncertainty. While it does not presume to provide answers, it does pose a variety of options for planning methodologies, public sector responsibilities, and community involvement. These options are based on a viewpoint that traditional planning methodologies and models are insufficient to realize the Town Center vision, and that nontraditional methods and models must be explored and attempted if this vision is to become a reality. The report has three sections which are intended to convey ideas and information that will guide the public and private sectors and the community in the planning and implementation of the West Portland Town Center directly, and other town center-like places indirectly. Section I introduces the West Portland Town Center and explains the report methodology. In addition, this section analyzes the current planning process for the West Portland Town Center. Section II of the report summarizes seven case studies, numerous stakeholder interviews, and a citizen focus group that were the basis for a significant portion of the information and ideas presented in the final section. Section ill presents an analysis of all research. This includes a discussion of general principles for planning town center-like places and three alternative approaches, including the Status Quo, Partnership, and Community Ownership, for the planning and implementation of the West Portland Town Center. The Status Quo Alternative proposes no significant changes in the current planning process for the West Portland Town Center. The Partnership Alternative proposes a higher level of community and private sector participation in the planning and implementation of the West Portland Town Center. The Community Ownership Alternative proposes a planning and implementation process for the West Portland Town Center that is primarily initiated, led, and completed by the community. AGS Associates recommends a carefully formulated composite of the three alternatives that addresses a consensus-based vision for the area. We would like to see the community and local businesses become more actively involved in all stages of the planning and implementation for the West Portland Town Center. This process should take place within a well-defined framework that is actively supported ·by the various public sector stakeholders. This project was conducted under the supervision of Deborah Howe and Connie Ozawa. Close

• 405. [Article] Pretrial Release in Criminal Courts: a Study of Three Oregon Counties

  Pretrial release (PTR) is the permanent or temporary freedom from incarceration for criminal defendants awaiting adjudication of their cases in court. From Anglo Saxon times in England, people accused ...

  Citation × Citation Citation Abstract Copy Title: Pretrial Release in Criminal Courts: a Study of Three Oregon Counties Author: DeGraw, Melvin Earl Year: 1995 Pretrial release (PTR) is the permanent or temporary freedom from incarceration for criminal defendants awaiting adjudication of their cases in court. From Anglo Saxon times in England, people accused of non-capital crimes were generally permitted to remain free until judicial officials could hear the charges against them. In America, pretrial release has been advocated by the courts since the colonial era. The U. S. Constitution requires that bail not be excessive, but leaves governments free to decide how bail laws are administered. The study briefly traces the historical developments of PTR up to the present time. The study then centers on the PTR process of three Oregon counties (Multnomah, Washington, and Yamhill) and observes the decisions of judges, release assistance officers, and jailers in relation to the release outcomes for a study group (N=619) who were booked into jails of the three counties in 1993. Background data on defendants in the study include gender, race, the crimes for which they were arrested, criminal history, and the disposition of the current charges. Seventy-one percent of the defendants received PTR. Significant factors in the release outcome, as shown by logistic and multiple regression analyses, were probation violation status, felony in the current charge, narcotics offenses in the current charge, and charged with multiple offenses. Gender and race were not strong influences on the release outcome. Hispanic defendants (N = 108) in the study, however, were detained in jail longer than Whites (N=394). Hispanics were less likely than Whites to be released on the same day of arrest and served generally longer jail terms than Whites under similar sentences. Possible explanations are that Hispanics were more frequently charged with distributing narcotics and charged with multiple offenses. Implications suggest further studies on minorities in judicial and corrections settings. The study has applications in judicial and corrections policies on the early release of inmates, an important issue as jails become increasingly overcrowded. Title: Pretrial Release in Criminal Courts: a Study of Three Oregon Counties Author: DeGraw, Melvin Earl Year: 1995 Pretrial release (PTR) is the permanent or temporary freedom from incarceration for criminal defendants awaiting adjudication of their cases in court. From Anglo Saxon times in England, people accused of non-capital crimes were generally permitted to remain free until judicial officials could hear the charges against them. In America, pretrial release has been advocated by the courts since the colonial era. The U. S. Constitution requires that bail not be excessive, but leaves governments free to decide how bail laws are administered. The study briefly traces the historical developments of PTR up to the present time. The study then centers on the PTR process of three Oregon counties (Multnomah, Washington, and Yamhill) and observes the decisions of judges, release assistance officers, and jailers in relation to the release outcomes for a study group (N=619) who were booked into jails of the three counties in 1993. Background data on defendants in the study include gender, race, the crimes for which they were arrested, criminal history, and the disposition of the current charges. Seventy-one percent of the defendants received PTR. Significant factors in the release outcome, as shown by logistic and multiple regression analyses, were probation violation status, felony in the current charge, narcotics offenses in the current charge, and charged with multiple offenses. Gender and race were not strong influences on the release outcome. Hispanic defendants (N = 108) in the study, however, were detained in jail longer than Whites (N=394). Hispanics were less likely than Whites to be released on the same day of arrest and served generally longer jail terms than Whites under similar sentences. Possible explanations are that Hispanics were more frequently charged with distributing narcotics and charged with multiple offenses. Implications suggest further studies on minorities in judicial and corrections settings. The study has applications in judicial and corrections policies on the early release of inmates, an important issue as jails become increasingly overcrowded. Close

• 406. [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