Jill F Cooper

Documenting Targeted Behaviors Associated with Pedestrian Safety

The purpose of this study was to provide an exploratory analysis of the proportion of pedestrians, bicyclists, and drivers exhibiting four specific behaviors at 12 intersections near transit stations in the San Francisco Bay Area of California. Those target behaviors were (a) pedestrians crossing a roadway while using a mobile device, such as a cell phone; (b) pedestrians crossing a signalized intersection against a red light; (c) bicyclists running a red light at a signalized intersection; and (d) automobiles turning right on red without stopping. Those four behaviors are important because they may lead to pedestrian crashes. Overall, 8% of pedestrians used mobile devices while crossing, but the proportion ranged from less than 3% to more than 18% at specific study sites. At some locations, fewer than 3% of nonmotorized road users violated red lights, whereas approximately 70% did at other sites. The percentage of motorists turning right on red without stopping ranged from zero to more than 70%. Female pedestrians were more likely than were males to talk on mobile devices while crossing a street, but males were more likely to violate traffic signals while walking or bicycling. However, these observations did not control for differences in gender and other characteristics at sites. As pedestrian and bicycle mode shares increase, it will be essential for all users to understand their rights and responsibilities in the environment of the roadway. The documentation of behaviors helps provide a foundation for engineering, education, enforcement, and encouragement countermeasures that will improve safety for pedestrians and other roadway users.

Do All Roadway Users Want the Same Things

Presented here are findings from a recent study on roadway design preferences of pedestrians, drivers, bicyclists, and public transit users along a major urban corridor in the east San Francisco Bay Area in California. Sponsored by the California Department of Transportation, the research focused on exploring design preferences that could increase perceived traffic safety, walkability, bikeability, and economic vitality along urban arterials. Results from an intercept survey showed that all user groups desired similar roadway design features along the test corridor, which carried 25,000 to 30,000 motorists bidirectionally and had comprehensive sidewalk coverage but no bicycle facilities. In an open-ended question about street improvements to enhance perceived traffic safety, all respondent groups requested the same top five improvements. Bicycle lanes were ranked first by pedestrians, drivers, and bicyclists (fifth by public transit respondents) and improved pedestrian crossings were ranked second by pedestrians, drivers, and public transit users (third by bicyclists). The other top five suggestions were the same for all groups though ordered slightly differently: slowing traffic and improving driver behavior, increasing street lighting, and increasing traffic signals and stop signs. Similar preference alignment was found for street improvements to encourage more visits to the corridor. These findings suggest that design features generally thought to benefit one road user group, such as bicycle lanes for bicyclists, may also benefit other users. Moreover, these results provide evidence that roadway planning can take advantage of synergistic opportunities to benefit multiple user groups by implementing a few key design interventions. Overall, the findings support the continued implementation of complete streets principles and policies.

Examining Long-Term Impact of California Safe Routes to School Program: Ten Years Later

California was the first state to legislate a Safe Routes to School (SR2S) program under Assembly Bill 1475 (1999). SR2S funds construction projects that make it safer for children to walk or bicycle to school and encourages a greater number of children to choose these modes of travel for the school commute. The main goal of this project was to assess the long-term impact of program-funded engineering modifications on walking and bicycling levels and safety. Improvements were evaluated with a targeted method to determine the countermeasures that resulted in safety and mode shift. The major results indicated that the safety of pedestrians increased within 250 ft of an infrastructure improvement, such as a sidewalk. There was also evidence of mode shift near improvements. Positive results for safety and mobility, as well as improved data collection for funded programs, should make SR2S programs competitive among other transportation needs.

Observational Survey of Cell Phone Use and Texting by California Drivers, 2011

This methodological report describes survey research and data collection methods employed for the first observational survey of cell phone use and texting by California drivers. This study was conducted by Ewald and Wasserman Research Consultants on behalf of the California Office of Traffic Safety and the Safe Transportation Research and Education Center at the University of California, Berkeley. The goal of the survey was to obtain a statewide, statistically representative observational sample. Vehicle drivers were observed at controlled intersections, such as traffic lights and stop signs, using a protocol similar to the National Occupancy Protection Use Study methodology published by the National Highway Traffic Safety Administration. Seventeen California counties were included in the sample frame, and 5,413 valid observations were made. Overall, 4.2% of drivers observed were using a cell phone while driving (phone to ear, manipulating a handheld device, talking on a handheld device, or talking via a headset or Bluetooth device). Because of the difficulty of observing hands-free use, previously used methods were applied to estimate this use at 4.8%. Therefore, an estimate of overall cell phone use in California during the survey period is 9%. Californias baseline level of cell phone use and driving will be a critical metric over the years as traffic safety stakeholders mobilize to conduct high-visibility enforcement campaigns, explore new policies, expand educational programs, and engineer countermeasures to increase safety on the roads.

Observational study of use of cell phone and texting among drivers in California: comparison of data from 2011 and 2012

This methodological report describes survey research and data collection methods used for the second Observational Survey of Cell Phone and Texting Use Among California Drivers study conducted in 2012. This study was conducted by Ewald & Wasserman Research Consultants on behalf of the California Office of Traffic Safety and the Safe Transportation Research and Education Center at the University of California, Berkeley. The goal of the survey was to obtain a statewide statistically representative observational sample of Californias cell phone use behaviors, focusing on mobile device use and comparing it with the 2011 survey data. Vehicle drivers were observed at controlled intersections, such as traffic lights and stop signs; a protocol similar to the National Occupancy Protection Use Study methodology published by NHTSA was used. The sample frame included a total of 5,664 vehicle observations from 129 sites. The total percentage of drivers distracted by electronic devices (holding a phone to the ear, manipulating a handheld electronic device while driving, or talking on a handheld device) increased to 6.2% in 2012 from 4.2% in 2011. Californias baseline level of cell phone use and driving will be a critical metric over the years as traffic safety stakeholders mobilize to conduct high-visibility enforcement campaigns, explore new policies, expand educational programs, and engineer countermeasures to increase safety on the roads.

Evaluation of Urban Travel Training for Older Adults

The aging population in the United States is growing, and transportation is critical to maintaining the mobility, independence, and quality of life of older adults. Travel training programs designed to increase individual knowledge are one way to encourage older adults to use fixed-route transit and improve their transportation options. An analysis was conducted to explore characteristics of travel training participants in Alameda County, California, in 2007 and 2008 and their knowledge and concerns regarding public transit. Specific issues addressed include transit habits, degree of increase in knowledge after participating in the training, and factors that predict training participation. Participants in this study represent a diverse group of older adults having a broad range of transportation experience and knowledge. After participation in the travel training course, participants showed an increase in knowledge of local public transit and how to access transit information independently. The study identifies “currently driving” as a positive predictive factor for participating in the travel training course. Future travel training courses should make efforts to recruit current drivers who may wish to plan for their future mobility needs by becoming more familiar with public transit options.

Challenges and Opportunities for the Intersection of Vulnerable Road Users (VRU) and Automated Vehicles (AVs)

This chapter presents a summary of AVS 2017 Breakout Session 13, Challenges and Opportunities for the Intersection of Vulnerable Road Users (VRUs) and AVs. This session built upon a brief session in AVS 2016 devoted to reducing conflict between VRUs and automated vehicles [1]. As last year’s brief session resulted in significant engagement and discussion, this year’s session was expanded to a full afternoon to broaden the scope of presentation topics and discussion. Nine speakers presented on a range of issues related to the intersection of VRUs and AVs, ranging from lessons from the real world, to themes in human factors, to simulation and urban planning considerations. The session was organized around two main panel themes, focused on Vulnerable Road User Safety Needs and Concerns and Technology, Infrastructure and Policy Considerations. Significant discussion during and following the formal presentations resulted in identification of a range of research needs, including in the domains of AV design and human factors research, communications, legal and ethical questions, and data requirements.

Developing a Web-Based Tool to Track Highway Safety Planning Progress in California

A strategic highway safety plan (SHSP) is a comprehensive, statewide, data-driven safety plan that coordinates activities across agencies to reduce traffic fatalities and serious injuries on all public roads. In 2015, California updated its SHSP with the input of hundreds of stakeholders. To implement a multiyear effort that involves many primary actors, the challenge is to track decisions and progress in an efficient manner as well as to have in place a state safety program that is accountable and transparent to its stakeholders. The Safe Transportation Research and Education Center at the University of California, Berkeley, developed a tracking tool for California’s updated SHSP. The steering committee and other key stakeholders involved in the SHSP implementation phase provided substantial input. The SHSP tracking tool is a user-friendly, low-cost, easily maintained resource that multiple stakeholders update. Written in PHP on a single-page website, the SHSP Tracking Tool is a mechanism that allows users to contact leaders, track progress, run reports, and review performance measures on all SHSP projects. As activities move forward, the tool will provide a primary repository of SHSP internal documents and a community forum through which to evaluate progress and advance the efforts of California’s SHSP safety stakeholders. The tool reflects federal and state transportation calls to ensure that safety efforts are data and performance driven and can be adapted for use with any state’s SHSP.

Evaluation of the Safe Routes to Transit Program in California

This paper elaborates on findings from an evaluation of the San Francisco Bay Areas Safe Routes to Transit (SR2T) program in California. This program funded enhancements to increase walking and cycling to regional transit stations. To understand how the program influenced travel choices, behavior, and perceptions of safety and local air quality, the study surveyed transit users and observed driver, pedestrian, and bicyclist behavior in the periods before and after the enhancements were made at multiple transit stations. Data from the treatment and control stations suggested that the streetscape and roadway improvements made through the SR2T program positively influenced the propensity to walk, bicycle, and take the bus to transit stations, as reported through surveys. In particular, the results showed that walking and bicycling increased by 3% at treatment sites compared with control sites. Bicycling also increased at control sites; this factor indicated a general societal shift. Furthermore, driving decreased 2.5% at treatment sites. Perceived air quality, in general, improved in the posttime period. When asked about perceived traffic risk, bicyclists more than pedestrians reported feeling safer on the road, with 10% of the bicyclists, on average, feeling safer after the improvements. There were also economic benefits from this project—pedestrians and bicyclists were overrepresented in those who stopped en route to transit for food and drink. The evidence suggested that the SR2T program positively affected the decision to walk and bicycle to access transit. The program is recommended for expansion to additional sites.