SIMULATION MODELING IN IMPROVING PEDESTRIANS' SAFETY AT NON-SIGNALIZED CROSSWALKS

Summary. The paper presents an analysis of road traffic accidents at non-signalized pedestrian crosswalks. A field study was conducted to determine the parameters for traffic and pedestrian flow, and construct the simulation models enabling experimentation at different loadings on the street and road network. Variants for improving the pedestrian safety at non-signalized crosswalks have been proposed. Simulation modeling of the proposed managerial decisions is expected to diminish the likelihood of road accidents. The efficiency of proposed decisions has been estimated

NJ 73 Corridor Study Burlington County

This is a multi-modal study that integrates transportation and landuse, and is responsive to emerging lifestyle patterns. In an effort to preserve and improve the operating performance of the highway facility and enhance the character of the adjacent land uses, a comprehensive approach is taken where innovative land use and transportation improvements were identified while being sensitive to the natural environment. The corridor land use principles are aimed at achieving the desired goal of creating a vibrant, attractive, and economically stable commercial corridor along NJ 73, while still maintaining a high level of mobility and safety for both regional and local travelers using all modes of transportation

Streets of San Francisco: An Analysis of the City\u27s Transportation Network, Complete Streets Guidelines and Policies

Transportation is a key element to everyday life, providing an efficient connection and movement of goods and people. While there are different modes of transportation, motor vehicles are still the preferred and highly used option, providing people the luxury of traveling to farther distances on their own time and in their own comfort. However, in a country where cities are increasingly becoming cores of pedestrian traffic, motor vehicles make these places less walkable, as well as produce pollution through their use of gasoline. At a time when we must continue to consider the safety and environmental aspects of transportation, we need to be thinking of alternative modes of transportation. A diverse set of transportation modes is beneficial in several ways, including providing people a variety of options to choose from as well as reducing the stress of congestion from motor vehicle traffic. Cities must promote alternative modes of transportation in order to improve the safety, health, and welfare of its residents, workers, and visitors. Designing streets is also a part of making the built environment aesthetically pleasing. Complete streets, a relatively newer term that is gaining traction in the United States, is a solution that combines sustainable and safe thinking with a visually enjoyable built environment. Complete Streets help create communities for various types of users, including children, the disabled, and the elderly. (What are Complete Streets?, n.d.) Complete Streets improve safety and public health while promoting active and efficient travel. My research is intended to review, analyze, and understand design guidelines and polices of complete streets in order to improve the safety and the aesthetic of them, as well as to promote the use of alternative transportation modes, thus creating a more sustainable environment. The purpose of this research is not to discourage the use of motor vehicles, but rather integrate them with pedestrians, bikes, and public transit through the development of complete streets. With these newer and improved complete streets, environments can become more sustainable and roads safer for every vehicle and pedestrian

Improving first/last mile conditions near highways: An investigation of access and coordination barriers

In considering how transit riders must walk or bike near highways to reach transit stations, highway infrastructure becomes a significant barrier to transit access and an impediment to a safe and comfortable transit trip experience. As such, areas surrounding highways can be priority pathways for first/last mile improvements, which is in turn complicated by the California Department of Transportation’s management of highway right-of-way. In planning first/last mile infrastructure improvements, Metro’s First/Last Mile Planning program must coordinate with Caltrans to understand traffic and freight factors in a station area and implement any first/last mile interventions. This study examined three case study station areas for common first/last mile barriers at highways and interviewed staff to understand inter-agency coordination experiences. It finds that policies, such as criteria that dictate when to include Caltrans in planning processes, that seek to yield predictability in both inter-agency communication and first/last mile improvement design can aid in overall coordination at highway-adjacent sites. In addition, ramps typically create the most dangerous and difficult-to-improve conditions and largely lack clear guidance for bikeway and pedestrian crossings. The study examines potential street improvements to improve comfort and safety and explores possible design and policy barriers for implementation

Toward improved transit station access in pedestrian-unfriendly environments

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2001.Includes bibliographical references (p. 235-241).The resurgence of rail transit in the United States has introduced transit stations into environments of dispersed development oriented primarily to automobile travel. In addition, alignments for new transit lines have frequently been chosen in highway and railroad corridors where walking conditions are poor. Park-and-ride lots and feeder bus routes have facilitated access to stations in these compromised locations, while pedestrian access has often been neglected. This research examines the untapped potential of increased ridership and expanded ridership markets that can be realized through improved pedestrian access to transit stations. It finds that wider benefits to society, including reduced air pollution, increased development potential, enhanced equity, individual health benefits, and an improved quality of life can be realized through more walkable station area environments. Case studies of stations representing urban, inner suburban "greyfield", and outer suburban "greenfield" environments are undertaken to evaluate both the various impediments to pedestrian access found at different station areas, as well as to identify strategies for facilitating pedestrian access to stations in a range of contexts. The examination of specific stations is augmented by a review of previous research on pedestrian behavior and travel to arrive at specific guidelines for improving pedestrian access. Walking to stations is encouraged by: a dense network of direct and continuous routes to stations; convenient and safe opportunities for crossing streets; a perception of safety and security prevailing along pedestrian routes; the provision of information and station identification; and a level of urban vitality marked by pedestrian activity, pedestrian-oriented uses, and pedestrian-scaled design. The guidelines are applied to both an existing rapid transit system currently undergoing renovations as well as to an entirely new one now under construction: the elevated and subway lines of Chicago, Illinois, and Tren Urbano in metropolitan San Juan, Puerto Rico. Recommendations for specific interventions to improve pedestrian access to four Chicago Transit Authority rapid transit stations and two future Tren Urbano station sites, along with suggested implementation frameworks, are advanced.by Ryan Sherman Park.S.M

Solving Commuting Challenges with RTS Bus Rapid Transit (RTS-BRT) Rochester, NY

The public transport service in Rochester, NY, is inefficient in terms of reliability, safety, comfort, security, waiting, transfer, and longer commute hours. The public transportation system needs significant transformation to overcome this alleviating issue and relieve the burden on low-income residents, pedestrians, and non-motorized vehicle users. The research objective of this thesis is to advance and discover a connection pattern between transportation, urban sprawl, poverty, and unemployment in Rochester, NY. It targets the low-income resident’s detachment from diverse uses, residential settlement, locations of jobs, and transportation options. The research analyses how-: people commute to work, how long the commute takes, the rate of car ownership, and the financial burdens of owning a car. Furthermore, the research goes deeper into the energy demands and emission reduction caused by the transport sector. The data collection method used for the analysis is metanalysis, gathering data from local authority websites, organizations, research papers, and media. Sustainable transport can be a catalyst for urban development that prioritizes equity, accessibility, and time savings for the low-income commuter while reducing emissions and increasing traffic safety. Thus, all benefactors are a modal shift to lower-carbon transport systems such as walking, cycling, public transport, alternative fuel vehicles, modifying roads, and minimizing travel time. The scope of this study is to assess the environmental, social, and economic impacts caused by car dependency in Rochester, NY. As a result, the research probes the opportunities and challenges of leveraging Transit-Oriented Development (TOD) while introducing a Bus Rapid Transit (BRT) system

QUANTIFYING COSTS AND BENEFITS OF SUSTAINABLE PROJECTS IN THE CITY OF OKLAHOMA CITY

Advocates of sustainable design and construction have asserted for years that sustainability can be designed and built without additional expense, however this premise has not been proven. For public projects, potential accrued savings does not offset budget shortfalls. Design and construction capital costs must be estimated and obtained in an amount sufficient to deliver the entire project, as the funding is often determined years in advance of the project and cannot be changed due to future savings. Metrics for determining sustainability and the associated costs is provided. A review of the known sustainability benchmarks was performed. For comparison of benchmarks to costs, the percent of sustainability goals that have a cost component have been identified. For each of the five benchmarks approximately half of the credits affect the construction cost. The research performs both qualitative and quantitative analyses. A Qualitative Comparative Analysis is performed for the case studies. A database was created from the case study projects. Initial costs are used to provide values for sustainable goals. Quantitative analyses included Net Present Value (NPV), Decision Theory, Analytical Hierarchical Process, Cost Basis and Life Cycle Cost Analysis. Net present value is used to determine pavement preservation type. A carbon footprint cost index illustrates the cost and provides a tangible metric for sustainability. Carbon footprints have been calculated where needed. Frameworks are established as a tool to quantify the cost of sustainability integration in municipal streetscape projects. Decision making tools are provided that allow owners to adjust scope and sustainability while remaining in budget. Using a cost index for comparison will provide the owner with an easily identifiable difference in the NPV and carbon footprints. This information aids the decision to add sustainable pavement preservation into projects. Since pavement preservation can provide additional life, the additional costs need to be weighed against the benefits. The required features of work are segregated from the proposed preservation options. This allows owners to identify costs of sustainable options to justify additional funding

Promoting Bicycle Commuter Safety, Research Report 11-08

We present an overview of the risks associated with cycling to emphasize the need for safety. We focus on the application of frameworks from social psychology to education, one of the 5 Es—engineering, education, enforcement, encouragement, and evaluation. We use the structure of the 5 Es to organize information with particular attention to engineering and education in the literature review. Engineering is essential because the infrastructure is vital to protecting cyclists. Education is emphasized since the central focus of the report is safety