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• 1. [Article] Design for an Aging Population

  Older Americans are increasing in numbers and addressing their needs through better public transportation design will improve their quality of life. This study sought to increase understanding of the obstacles ...

  Citation × Citation Citation Abstract Copy Title: Design for an Aging Population Author: Faste, Trygve, Muenchinger, Kiersten Year: 2017 Older Americans are increasing in numbers and addressing their needs through better public transportation design will improve their quality of life. This study sought to increase understanding of the obstacles faced by people with impairments in vision, hearing and/or mobility, which are common issues for older people, and generate physical product solutions. The research was conducted to conceptualize products, structures and services to reduce or eliminate these obstacles. With a focus on the Eugene, OR, public bus system, elderly riders were surveyed and interviewed. Designers rode on buses noting what worked well and where problems arose. Five ride-along observations of older and disabled persons who had mobility, hearing and/or vision impairments were conducted. Two focus groups at Lane County Independent Living Alliance (LILA) with experts on public transportation and disabilities were conducted. This research shows that aging riders face conceptual, physical and social barriers that impact their willingness to use buses. Using the bus was seen as inconvenient, time consuming, physically draining and potentially frustrating. Priority seating areas designated for older and disabled users fill quickly. People with mobility challenges may use bulky walkers and require the availability of grab bars, and users of wheeled mobility devices need different device security. Several situations noted in the study show that physically challenged riders are subject to awkward, uncomfortable social dynamics more than other bus users. Innovation in easy access seats and secure WhMD stations at the front of the bus are critical for older users, as it makes riding the bus less draining and more safe. Title: Design for an Aging Population Author: Faste, Trygve, Muenchinger, Kiersten Year: 2017 Older Americans are increasing in numbers and addressing their needs through better public transportation design will improve their quality of life. This study sought to increase understanding of the obstacles faced by people with impairments in vision, hearing and/or mobility, which are common issues for older people, and generate physical product solutions. The research was conducted to conceptualize products, structures and services to reduce or eliminate these obstacles. With a focus on the Eugene, OR, public bus system, elderly riders were surveyed and interviewed. Designers rode on buses noting what worked well and where problems arose. Five ride-along observations of older and disabled persons who had mobility, hearing and/or vision impairments were conducted. Two focus groups at Lane County Independent Living Alliance (LILA) with experts on public transportation and disabilities were conducted. This research shows that aging riders face conceptual, physical and social barriers that impact their willingness to use buses. Using the bus was seen as inconvenient, time consuming, physically draining and potentially frustrating. Priority seating areas designated for older and disabled users fill quickly. People with mobility challenges may use bulky walkers and require the availability of grab bars, and users of wheeled mobility devices need different device security. Several situations noted in the study show that physically challenged riders are subject to awkward, uncomfortable social dynamics more than other bus users. Innovation in easy access seats and secure WhMD stations at the front of the bus are critical for older users, as it makes riding the bus less draining and more safe. Close

• 2. [Article] Operational Guidance For Bicycle-Specific Traffic Signals in the United States

  The research consisted of two phases: 1) a synthesis of practice and 2) and analysis of cyclist performance characteristics. The synthesis of current practice reviewed the literature, current engineering ...

  Citation × Citation Citation Abstract Copy Title: Operational Guidance For Bicycle-Specific Traffic Signals in the United States Author: Monsere, Christopher, Figliozzi, Miguel A., Thompson, Sam, Paulsen, Kirk Year: 2012 The research consisted of two phases: 1) a synthesis of practice and 2) and analysis of cyclist performance characteristics. The synthesis of current practice reviewed the literature, current engineering design and operational guidance documents, and surveyed the jurisdictions about their current deployments of bicyclespecific signals. This report summarizes research of cyclist behavior at signalized intersections in Portland, Eugene, Corvallis, Beaverton and Clackamas County, OR. These signals had both bicycle-specific indications and vehicle-only signals. A total of 4,673cyclists were observed. For each cyclist observed arriving on red, a set of descriptive variables were collected (e.g., age, sex, helmet use, presence of cargo, arrival in group). Timebased event data were collected to establish reaction times, crossing times, waiting time, gap acceptance, and saturation flow rates. Compliance behavior was also established for these cyclists. Title: Operational Guidance For Bicycle-Specific Traffic Signals in the United States Author: Monsere, Christopher, Figliozzi, Miguel A., Thompson, Sam, Paulsen, Kirk Year: 2012 The research consisted of two phases: 1) a synthesis of practice and 2) and analysis of cyclist performance characteristics. The synthesis of current practice reviewed the literature, current engineering design and operational guidance documents, and surveyed the jurisdictions about their current deployments of bicyclespecific signals. This report summarizes research of cyclist behavior at signalized intersections in Portland, Eugene, Corvallis, Beaverton and Clackamas County, OR. These signals had both bicycle-specific indications and vehicle-only signals. A total of 4,673cyclists were observed. For each cyclist observed arriving on red, a set of descriptive variables were collected (e.g., age, sex, helmet use, presence of cargo, arrival in group). Timebased event data were collected to establish reaction times, crossing times, waiting time, gap acceptance, and saturation flow rates. Compliance behavior was also established for these cyclists. Close

• 3. [Article] Understanding Residential Location Choices for Climate Change and Transportation Decision Making: Phase 2 Report

  This research builds on the related Phase 1 project. In this second phase, we continue to study neighborhood and housing preferences that shape the residential location decision process. An online experimental ...

  Citation × Citation Citation Abstract Copy Title: Understanding Residential Location Choices for Climate Change and Transportation Decision Making: Phase 2 Report Author: Clifton, Kelly J., Gehrke, Steven R., Currans, Kristina Marie Year: 2015 This research builds on the related Phase 1 project. In this second phase, we continue to study neighborhood and housing preferences that shape the residential location decision process. An online experimental survey tool is developed to investigate lifestyle preferences and tradeoffs that households make in their location decisions. This computer-aided experimental survey draws upon stated preference methods to engage participants in questions about residential location and transportation options. The survey infrastructure was extensively piloted (6-10% response rate). The 10-minute survey can be deployed for future investigations. This infrastructure is a contribution for the integration of visualized neighborhood typologies, or concepts, which were objectively defined using data from 25 of the most populous metropolitan regions from around the United States. The construct of neighborhoods is based upon national data to account for potential options not currently available in Oregon. These visualizations help ground the survey respondents in the same reality and were carefully crafted to convey various attributes of the built and transportation environment. The initial analysis of the preference data collected in this survey (N=1,035) indicates that the preferences for neighborhood, housing, and transportation characteristics have a greater influence on the preferred neighborhood concept than the more typically used socio-economic characteristics (income, household size, age). Another interesting preliminary finding is that 27% of respondents would prefer to live in a more urban neighborhood than they currently reside. These “urban seeking” respondents had no particular demographic trend, providing little evidence that specific socioeconomic markets had specific preferences for the built environment. Title: Understanding Residential Location Choices for Climate Change and Transportation Decision Making: Phase 2 Report Author: Clifton, Kelly J., Gehrke, Steven R., Currans, Kristina Marie Year: 2015 This research builds on the related Phase 1 project. In this second phase, we continue to study neighborhood and housing preferences that shape the residential location decision process. An online experimental survey tool is developed to investigate lifestyle preferences and tradeoffs that households make in their location decisions. This computer-aided experimental survey draws upon stated preference methods to engage participants in questions about residential location and transportation options. The survey infrastructure was extensively piloted (6-10% response rate). The 10-minute survey can be deployed for future investigations. This infrastructure is a contribution for the integration of visualized neighborhood typologies, or concepts, which were objectively defined using data from 25 of the most populous metropolitan regions from around the United States. The construct of neighborhoods is based upon national data to account for potential options not currently available in Oregon. These visualizations help ground the survey respondents in the same reality and were carefully crafted to convey various attributes of the built and transportation environment. The initial analysis of the preference data collected in this survey (N=1,035) indicates that the preferences for neighborhood, housing, and transportation characteristics have a greater influence on the preferred neighborhood concept than the more typically used socio-economic characteristics (income, household size, age). Another interesting preliminary finding is that 27% of respondents would prefer to live in a more urban neighborhood than they currently reside. These “urban seeking” respondents had no particular demographic trend, providing little evidence that specific socioeconomic markets had specific preferences for the built environment. Close

• 4. [Article] Spatial and Temporal Effects of Large Truck-Involved Crash Injury Severities : A Mixed Logit Analysis

  Large truck-involved crashes have a significant impact on both the economy and society. They are associated with high injury severities, high crash costs and contribute to congestion in urban areas. Past ...

  Citation × Citation Citation Abstract Copy Title: Spatial and Temporal Effects of Large Truck-Involved Crash Injury Severities : A Mixed Logit Analysis Author: Pahukula, Jasmine Large truck-involved crashes have a significant impact on both the economy and society. They are associated with high injury severities, high crash costs and contribute to congestion in urban areas. Past studies have investigated the contributing factors of large truck-involved crashes, however a study isolating the spatial and temporal effects is lacking. This thesis aims to bridge that gap as well as provide practical applications to improve safety from a large truck perspective through two new frameworks. This thesis contains two standalone documents, each detailing the spatial and temporal transferability framework, separately. These frameworks provide additional information that can be utilized in the development of planning tools to ultimately improve safety. Random parameters logit models (i.e. mixed logit models) were utilized to help identify the contributing factors of large truck-involved crashes. One advantage of the mixed logit model is that it can account for the unobserved heterogeneity in the model which relaxes the independence of irrelevant alternatives (IIA) property. A series of log likelihood ratio tests were utilized to determine if transferability, spatial or temporal, was warranted. The first document details the spatial transferability framework which is demonstrated through a case study on large truck-involved crashes in urban areas in Oregon and Texas. Strict regulations imposed on the trucking industry limits the variability of heavy-vehicle configurations and enhance the standards for truck drivers (as opposed to passenger vehicle drivers). Encouraging consistency between large trucks is one way to improve safety and has also lead to the investigation of commonalities between large truck-involved crashes in two spatially distributed regions. The results of the log-likelihood ratio tests indicate that spatial transferability is not warranted between Oregon and Texas. Key differences were non-driver or 'uncontrollable' characteristics (e.g. weather, light conditions and time of day) while driver related characteristics (e.g. gender, age and restraint use) had similar impacts. Since the major differences include non-driver characteristics, perhaps a regional model with similar 'uncontrollable' characteristics is warranted. The second document illustrates the temporal transferability framework which is applied to large truck-involved crashes in urban areas in Texas. Traffic patterns, light conditions and driver behavior vary throughout the day and consequently can have a varied impact on large truck-involved crashes. The results of the log likelihood ratio tests indicate that temporal transferability is warranted and the database was divided into five time periods to be analyzed separately. Traffic flow, light conditions, surface conditions, month and percentage of trucks on the road were among the significant differences between the crash factors of each time period. The two proposed transferability frameworks, spatial and temporal, provide new information that can be integrated into safety planning tools and more sharply guide decision-makers. For example, the results of this thesis can help to pinpoint temporal or spatial-related countermeasures. In addition the results of this thesis can help in the allocation of limited resources (i.e. help prioritize projects), minimize economic loss and help decision makers improve safety from a large truck perspective (e.g. modify trucking regulations). Finally, this thesis provides a foundation for future research. As indicated in Chapter 2, a future study to evaluate the feasibility of a regional large truck-involved crash model between neighboring regions and the development of a national crash data reporting standard are potential ideas for future research. Chapter 3 stressed the importance of time of day on large truck-involved crashes which can serve as the basis to study the safety and economic impacts of time of day shifts of truck freight movements to off-peak periods. In summary, this thesis involves original research that expands the literature and provides a new foundation to analyze large truck-involved crashes. Title: Spatial and Temporal Effects of Large Truck-Involved Crash Injury Severities : A Mixed Logit Analysis Author: Pahukula, Jasmine Large truck-involved crashes have a significant impact on both the economy and society. They are associated with high injury severities, high crash costs and contribute to congestion in urban areas. Past studies have investigated the contributing factors of large truck-involved crashes, however a study isolating the spatial and temporal effects is lacking. This thesis aims to bridge that gap as well as provide practical applications to improve safety from a large truck perspective through two new frameworks. This thesis contains two standalone documents, each detailing the spatial and temporal transferability framework, separately. These frameworks provide additional information that can be utilized in the development of planning tools to ultimately improve safety. Random parameters logit models (i.e. mixed logit models) were utilized to help identify the contributing factors of large truck-involved crashes. One advantage of the mixed logit model is that it can account for the unobserved heterogeneity in the model which relaxes the independence of irrelevant alternatives (IIA) property. A series of log likelihood ratio tests were utilized to determine if transferability, spatial or temporal, was warranted. The first document details the spatial transferability framework which is demonstrated through a case study on large truck-involved crashes in urban areas in Oregon and Texas. Strict regulations imposed on the trucking industry limits the variability of heavy-vehicle configurations and enhance the standards for truck drivers (as opposed to passenger vehicle drivers). Encouraging consistency between large trucks is one way to improve safety and has also lead to the investigation of commonalities between large truck-involved crashes in two spatially distributed regions. The results of the log-likelihood ratio tests indicate that spatial transferability is not warranted between Oregon and Texas. Key differences were non-driver or 'uncontrollable' characteristics (e.g. weather, light conditions and time of day) while driver related characteristics (e.g. gender, age and restraint use) had similar impacts. Since the major differences include non-driver characteristics, perhaps a regional model with similar 'uncontrollable' characteristics is warranted. The second document illustrates the temporal transferability framework which is applied to large truck-involved crashes in urban areas in Texas. Traffic patterns, light conditions and driver behavior vary throughout the day and consequently can have a varied impact on large truck-involved crashes. The results of the log likelihood ratio tests indicate that temporal transferability is warranted and the database was divided into five time periods to be analyzed separately. Traffic flow, light conditions, surface conditions, month and percentage of trucks on the road were among the significant differences between the crash factors of each time period. The two proposed transferability frameworks, spatial and temporal, provide new information that can be integrated into safety planning tools and more sharply guide decision-makers. For example, the results of this thesis can help to pinpoint temporal or spatial-related countermeasures. In addition the results of this thesis can help in the allocation of limited resources (i.e. help prioritize projects), minimize economic loss and help decision makers improve safety from a large truck perspective (e.g. modify trucking regulations). Finally, this thesis provides a foundation for future research. As indicated in Chapter 2, a future study to evaluate the feasibility of a regional large truck-involved crash model between neighboring regions and the development of a national crash data reporting standard are potential ideas for future research. Chapter 3 stressed the importance of time of day on large truck-involved crashes which can serve as the basis to study the safety and economic impacts of time of day shifts of truck freight movements to off-peak periods. In summary, this thesis involves original research that expands the literature and provides a new foundation to analyze large truck-involved crashes. Close