2012 OTS Poster Session

The 2012 Oregon Transportation Summit features two dozen research posters by OTREC students and faculty. The posters will be exhibited during breakfast (7-8 a.m.) and during breaks throughout the day. Click on a poster in the list below to read its abstract in the page below.

Student Posters

Faculty Posters

 

Eric Albright, Portland State University
Schedule recovery for late buses: What are the individual and joint contributions of Transit Signal Priority and bus operator behavior?
Previous research has shown that Transit Signal Priority (TSP) can improve the quality of service of late transit buses, however, in most cases, these studies fail to address the ability of bus operators to drive more aggressively to make up lost time. Failing to control for bus driver behavior may then overestimate the effectiveness of TSP. This paper attempted to quantify the impacts of both TSP and operator behavior on travel time by controlling for bus, stop and intersection characteristics. In addition to signal priority requests and maximum speed, time of day, stop location type, signalized intersection and bus bay data were used to study and predict travel time. The analysis focused on SE Powell Boulevard in Portland, OR, a major arterial known to exhibit congestion at peak travel times. Regression analysis was used to model travel time from the departure at one stop to the arrival at the next stop. Both priority requests and operator behavior were found to be significant predictors of travel time reduction. Also, signalized intersections with priority were shown to have significantly less travel time penalties when compared to those intersections without TSP available. The model coefficients for individual intersections along the corridor were then used to create a ranking of intersection transit performance and the results were compared to a previous study of late bus recovery.

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Katie Bell, Portland State University
Evaluation of Smart Phone Weight-Mile Truck Data for Supporting Freight Modeling, Performance Measures and Planning (Download Full Paper)
Oregon is one of the few states that currently charge a commercial truck weight-mile tax (WMT). This research serves to evaluate ancillary applications for a system developed by the Oregon Department of Transportation (ODOT) to simplify WMT collection. The data collection system developed by ODOT –TRUE (Truck Road Use Electronics) –includes a smart phone application with a Global Positioning System (GPS) device and microprocessor. The TRUE data has enormous advantages over GPS data used in previous research due to its level of disaggregation and its potential to differentiate between vehicle and commodity types. This research evaluates the accuracy of the TRUE data and demonstrates the results of its application to develop trip generation rates for a variety of truck types and land use categories. This research also confirms the value of the TRUE data to enhance existing ODOT transportation planning models and performance measures.

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Joe Broach, Portland State University
Modeling children’s independent walk and bike travel to parks and school
It is commonly acknowledged that children today are traveling less often by active modes and less often without adult supervision. Potential negative effects of these joint trends may include, for children, a decrease in overall physical activity levels and the loss of developmental benefits from independently navigating their neighborhood environment, and, for society as a whole, an increase in vehicle miles traveled and associated negative externalities. This research models the propensity of children aged 6-17 to walk or bike to parks and school without an adult. A rich set of potential correlates was available from linked household, parent, and child survey questionnaires completed by 330 families in Portland, Oregon. Binomial logit models were specified for each of four reported independent travel behaviors: walk and bike to parks at least once per month, and walk and bike to school at least once per month. Proximity, household socio-demographics, rules, norms, attitudes, children’s related travel behavior and adults’ past experience were significantly correlated with children’s independent active travel. As measured, land-use and built environment factors appeared subordinate to attitudes and rules. Considerable differences were observed in the models by both mode and destination. Finally, additional models were estimated to better understand correlates of household rules. Taken together, the results underscore the importance of treating walk and bike travel separately, studying non-school trips, and incorporating variables at child, adult, household, and neighborhood level.

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Sarah Bronstein, Portland State University
Complete Streets Policies in Transportation Disadvantaged Communities: Lessons from U.S. Case Studies
In the last ten years, Complete Streets has become a growing policy movement. An increasing number of jurisdictions have passed Complete Streets policies that formalize that community’s intent to plan for, engineer, construct and maintain transportation facilities that serve, automobiles, transit, bicycles, pedestrians and freight. The multimodal infrastructure these policies encourage has the potential to improve the quality of life for groups traditionally underserved by automobile oriented development, also called the transportation disadvantaged. However, very few of these policies directly acknowledge the importance of serving the transportation disadvantaged. This study profiles three communities that have prioritized walking, biking and transit investments that serve these populations: the Sault Ste. Marie Tribe of Chippewa Indians, Michigan; the City of Portland, Oregon; and the City of Decatur, Georgia. The paper addresses shared lessons for other communities looking to effectively include diverse communities in the planning process and create explicit project criteria and plans that address the equitable distribution of transportation infrastructure.

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Emily Eng, University of Oregon
Fostering Student Initiatives to Improve Campus Transportation:  Bicycle Enhancement Projects, 2011-2012
At the University of Oregon, students are often the initiators of alternative transportation improvements.   Students demand amenities that support alternative modes and they have access to funding sources that encourage them to propose innovative projects.   To implement funded projects students work in partnership with Campus Planning, Campus Operations, the Department of Parking & Transportation, and others as necessary.   The university’s staff fosters student initiatives by providing assistance with siting and design, the Campus Planning Committee review process, project coordination and city permits, and installation.   Over the past year student initiatives resulted in an enhanced bicycle network.

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Kristina Currans, Portland State University
Adjusting ITE’s Trip Generation Handbook for Urban Context (Download Full Paper)
This study examines the ways in which urban context affects vehicle trip generation rates across a variety of land uses. An establishment intercept travel survey was administered at 78 establishments in the Portland, Oregon region during the summer of 2011. Data were collected from high-turnover (sit-down) restaurants, 24-hour convenience markets, and drinking places. The Urban Context Adjustment (UCA) methodology was developed to adjust ITE vehicle trip rates based on the built environment. The key measure representing urban context is an index of retail and service establishment density called the Urban Living Infrastructure (ULI) indicator provided by the Portland Metro Context Tool. ULI is highly correlated with other built environment measures such as person density, lot coverage, density, and accessibility to transit. The model developed for the UCA method has a good statistical fit and is easy to use in evaluating the impacts of new development. The approach is also useful in guiding future plans and policies as the ULI measure is correlated with other planning-relevant built environment measures. The UCA method was verified using data collected from an additional 34 establishments of the same land uses. Overall, the UCA method improves estimation of vehicle trip rates for convenience markets and drinking places, over the rates estimated using data and methods from ITE’s Trip Generation Handbook. The rates predicted by UCA for high-turnover (sit-down) restaurants tend to be similar to those estimated from ITE’s approach. Further implications in planning and practice are discussed.

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Steven Gehrke, Portland State University
Application of Geographic Perturbation Methods to Residential Locations in the Oregon Household Activity Survey: Proof of Concept (Download Full Paper)
Travel demand models have advanced from zone-based methods to favor activity-based approaches that require more disaggregate data sources. Household travel surveys gather disaggregate data that may be utilized to better inform advanced travel demand models and also improve the understanding of how nonmotorized travel is influenced by a household’s surrounding built environment. However, the release of these disaggregate data is often limited by a confidentiality pledge between the household participant and survey administrator. Concerns regarding the disclosure risk of survey respondents to household travel surveys must be addressed before these household-level data may be released at their disaggregate geography. In an effort to honor this confidentiality pledge and facilitate the dissemination of valuable travel survey data, this research: (i) reviews geographical perturbation methods that seek to protect respondent confidentiality; (ii) outlines a procedure for implementing one promising practice, referred to as the donut masking technique; and (iii) demonstrates a proof of concept for this technique on ten respondents to a household activity travel survey in the Portland metropolitan region. To examine the balance between limiting disclosure risk and preserving data utility, four trials were conducted and measures of household anonymity and built environment variation were analyzed for the relocated household in relation to its actual location. Results of this demonstration revealed that increases in the potential displacement distance of a geographically perturbed household generally reduced disclosure risk, but also limited data utility.

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Tara Goddard, Portland State University
Psychology and voluntary travel behavior change: is research guiding practice?
The potential for psychology-based theories of behavior change to aid in promoting active travel modes (e.g. walking, cycling, and transit) is widely recognized among travel behavior researchers. But to what extent is this growing body of research making its way into practice? We investigate this question by evaluating materials from voluntary travel behavior change programs in the United States to determine the extent to which five strategies, identified from the psychology of behavior change literature, are used. These strategies are: increasing personal agency and awareness; targeting of new decision contexts (i.e. recent movers); utilizing injunctive & descriptive social norms; eliciting participant intention and planning (i.e. travel feedback programs); and facilitation of behavior change in the form of incentives. These strategies are identified from previous empirical work incorporating the Theory of Planned Behavior (TPB), including supplemental model components such as habit, the Transtheoretical Model (TTM), and Social Cognitive Theory (SCT). Evidence from a preliminary review of program materials suggests that the biggest areas for improvement in voluntary travel behavior change programs are in the areas of social norms, intention and planning, and new decision contexts. In closing, suggestions are made for better incorporating these strategies into existing programs.

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Hagen Hammons, University of Oregon
The Tangi Trail: A Rail-"with"-Trail Visionfor Southern Louisiana
The Tangi Trail is a concept that was developed originally in a GIS Spatial Analysis class at Portland State University in Spring 2011 and will be a continuation thesis project in sustainable land use planning in graduate school at University of Oregon's Graduate School for Planning, Public Policy and Management. The project is an evaluation of land uses (single family, multi-family, commercial, industrial, civic, school locations, etc.) one mile on either side of the active Canadian National Railroad line for the entire length of Tangipahoa Parish, Louisiana (48 miles) for who and what would potentially access a rail-with-trail (multi-use trail along an active railroad corridor). Since Spring 2011, the vision has caught on quite rapidly through pro-bono efforts in continuation of GIS analysis and mapping, social media promotion (www.facebook.com/TheTangiTrail) and presentations to south Louisiana public entities, civic organizations and political figures, and the forming of a non-profit to potentially secure federal, state and private grants for future funding. Tangipahoa Parish is the second fastest growing parish in Louisiana according to the 2010 Census mainly due to the influx of people moving to the North Shore area of Lake Pontchartrain from New Orleans after Hurricane Katrina, the continuous growth of Southeastern La. University as one of the fastest in the south and the expanding business corridor at the crossroads of the junction of two main interstate highways. For these reasons and the obvious health, alternative transportation connections, tourism and overall improved livability of the region, The Tangi Trail stands to be a vital project for the future of South Louisiana.

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Mohammad Islam, Oregon State University
Improved Pedestrian Safety at Signalized Intersections Operating the Flashing Yellow Arrow
At signalized intersections, pedestrians are considered to be amongst the most vulnerable. When in the crosswalk at intersections without protected left-turn phasing, pedestrians are particularly at risk from left-turning vehicles. Though legally required to yield to opposing through vehicles and pedestrians until an acceptable gap is present, it is not uncommon for drivers to fail to observe pedestrians. Until recently, a wide variety of indications were in use across the US to indicate a permissive left-turn condition to the driver. In Oregon, the Flashing Yellow Arrow (FYA) has been used to indicate the permissive left-turn condition for approximately 10 years. With the addition of the FYA in the 2009 MUTCD, it is likely that its use will continue to increase nationally. Though many operational and safety issues have been studied about the FYA indication, this research investigates factors (e.g. opposing traffic volumes, pedestrian volumes, signal head configurations) that influence driver behavior in the context of the permissive left-turn conflict with pedestrians. Specifically, the research studies driver glance behavior to identify reasons why drivers are, “looking at but not seeing” pedestrians in or near the crosswalk or not searching for the presence of pedestrians at all. In a driving simulator environment 30 subjects were each exposed to 20 left turn scenarios. This experimentation resulted in the identification of factors that increase the likelihood of pedestrian detection during PPLT phasing with the FYA. Recommendations will be proposed for what situations will warrant additional pedestrian protection, such as exclusive phasing.

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Mafruhatul Jannat, Oregon State University
Transportation Applications for Mobile Lidar Scanning: A State-of-the-Practice Questionnaire
To document and evaluate the state-of-the-practice regarding mobile Light Detection and Ranging (LIDAR) in transportation applications, a questionnaire was administered to State Departments of Transportation (DOTs). Representatives from each of the 50 U.S. states and 6 additional transportation agencies completed the questionnaire, for a total of 74 responses. A second service provider questionnaire was completed by 14 companies experienced with mobile LIDAR services. Interestingly, it was determined that more DOTs have used mobile rather than airborne LIDAR services in the last year, even though mobile scanning is a less established technology. Additionally, the results showed that DOTs perceive cost to be one of the most significant challenges to the adoption of mobile LIDAR, indicating that more evidence and education are required regarding benefit to cost comparisons of the technology. The questionnaire also revealed current struggles as DOTs transition from two- to three-dimensional workflows and modeling. These questionnaires established a technology adoption baseline that can be used to measure future progress.

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Jennifer Koch, Portland State University
Assessing Public Transportation Agencies’ Climate Change Adaptation Activities and Needs
Climates are changing throughout the world, including on a regional level in North America. It is likely that changes to four aspects of the climate will cause the greatest impacts to transit infrastructure and operations: intense precipitation, very hot days and heat waves, rising sea levels, and storm (e.g., hurricane) intensity. Climate changes will affect the way transportation professionals manage their multimodal transportation infrastructure. A region or city’s ability to adapt their vulnerable transportation infrastructure and operations to climate-related impacts will determine the resilience of that community’s transportation system. Federal agencies have led the way in adapting many transportation modes to climate changes. A literature review and analysis of current activities and a survey of 300 transit agencies found that focus at the transit agency level was on mitigation of climate change by reducing greenhouse gas emissions. However, transit agencies are facing impacts caused by current weather conditions and by future climate change. The review highlights 17 agencies conducting climate adaptation activities, mostly as part of federally-funded pilot projects. The online survey focused on gathering information such as whether the agencies were involved in climate change adaptation activities, which activities they have or are currently engaged in to assess potential impacts of weather and climate change on their facilities and operations and the relative importance of different resources to effectively assess these impacts. The most common barriers to conducting activities seems to be a lack of funding, lack of access to information and tools (including regional-scale data) and lack of organizational priority.

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James Long, Oregon Institute of Technology
Commute Friendly Gas-Electric Hybrid Vehicle Testing (Download Paper #1, Download Paper #2)
Professors and students at OIT, in conjunction with Green Lite Motors and Oregon BEST, have been working on producing a hybrid vehicle prototype targeted at urban commute zones. The vehicle is a three wheeled platform based the Suziki Bergaman 650cc scooter. The project funded by OTREC involves the testing of the vehicle structure as designed and constructed by the project funded by Oregon BEST. This is done on a dynamometer as well as done with road testing. The new hybrid drive system is exercised for mechanical, electrical, digital, and software system integrity. Problems encountered were solved and fixes were also tested. The final goal is to have performance information related to mileage for the fully integrated hybrid drive system.

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Sophie Luthin, University of Oregon
Bikes and the Federal Transit Administration
With bicycles becoming a more common form of transportation in cities across the United States, connections between bicycle and transit facilities are imperative in completing and expanding bicycle networks. The Federal Transit Administration (FTA) does not have one specific grant program to support bicycle transportation, but a number of programs can be used to fund projects that enhance bike friendliness. Planning for bicycle facilities on a state or metropolitan level, bicycle routes to transit, bike racks on buses, and bike lockers at transit stations are all examples of projects that are eligible for FTA funding. The most recent innovation in bicycle transportation has been bike sharing, which presents a unique opportunity for the FTA to take a lead role in funding bicycle projects.

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Adam Moore, Portland State University
School Commute Air Quality: Understanding Variation in Pollutant Exposure for Students Traveling to School by Auto, Bus, or Walking
Student commute mode and route choice are important in determining commute safety as well as influencing student health, as recognized by the Safe Routes to School program. Little has been done, however, to examine the air quality impacts of student mode choice as students move throughout the roadway environment. This study examines differences in air pollutant exposure along three different routes for students commuting to school via three modes: driving, transit bus, and walking. Three pollutant types are included: PM2.5, ultrafine particles, and carbon monoxide. The route recommended by Safe Routes to School is inconsistently observed to have the lowest pollutant concentrations. Results indicate traveling along lower-volume roadways reduces walking exposure, while traveling along busier roadways results in exposure to greater pollutant concentrations. Walking exposure is found to be greater than driving exposure, but less than bus exposure. The highest maximum concentration for each pollutant was located along the most congested roadway. This research reinforces the importance of selecting low-volume roadways and demonstrates a need for further research examining the factors that determine exposure along different street types ranging from arterial to neighborhood roadways.

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Sara Morrissey, Portland State University
Consumer Behavior and Travel Choices: A Focus on Cyclists and Pedestrians (Download Full Paper)
This paper aims to examine the links between consumer behavior and the mode of transportation used to access local destinations with the greater goal of providing the empirical evidence needed to inform decision making and educate the public. The findings presented here are the result of the first study of this type and scale in the United States. We limit our scope to the examination of the relationships between consumer expenditures and their trip making behavior, including mode of travel and frequency of trips. This analysis is guided by the following objectives: 1) quantifying the various transportation mode shares of customers for a variety of business types, locations and transportation contexts; and 2) comparing levels of consumer spending & frequency of visits by travel modes. This analysis made use of intercept surveys of local business completed at 78 establishments in the Portland metropolitan area. The findings support the notion that customers that arrive by modes other than the automobile are competitive consumers, spending similar amounts or more, on average, than their counterparts using automobiles. They are also more frequent patrons on average, presenting perhaps a unique marketing opportunity for these businesses.

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Geoff Ostrove, University of Oregon
Free Bikes! An Analysis of the Bike Share System in Copenhagen, Denmark
Imagine a city that supplied its residence and visitors with free public transportation. While this might seem like a fantasy to many people around the world, this is becoming a reality in Copenhagen, Denmark. The implementation of a city-wide bike share system has made it possible for residents and tourists to commute throughout the city for absolutely free. Currently, there are 110 bike racks located around Copenhagen that supply free bikes. Everyone, residents and tourists, can use these bikes in the inner city of Copenhagen for free. All you need is a 20 DKK-coin for deposit. You put the coin in the bike locker, and the bike is released. The 20-DKK coin is then returned when you put the bike back in the locker. Utilizing methods such as document analysis, participant observation, and personal interviews, this presentation will analyze the effectiveness of Copenhagen’s bike share system. It will discuss the great benefits that this system has brought to the community, as well as discuss the flaws that still exist and ways that the system can be improved. This presentation will also highlight Copenhagen’s extensive biking infrastructure in an attempt to analyze the potential adaptability of Copenhagen’s bike share system to other urban environments. The purpose of this presentation is to inform others about this revolutionary transportation system. Copenhagen’s system provides free public transportation for both residents and tourists, while at the same time promoting active transportation. Now, it’s time for you to ask yourself: Can my city supply free bikes, too?

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Patrick Singleton, Portland State University
Pedestrians in Regional Travel Demand Forecasting Models: State-of-the-Practice (Download Full Paper)
It has been nearly 25 years since non-motorized modes and non-motorized-specific built environment measures were first included in the regional travel demand models of metropolitan planning organizations (MPOs). Such modeling practices have evolved considerably as data collection and analysis methods improve, decisions-makers demand more policy-responsive travel forecasting tools, and walking and cycling grow in popularity. As MPOs look to enhance their models’ representations of pedestrian travel, the need to understand current and emerging practice is great. This study presents a comprehensive review of the practice of representing walking in MPO travel models. Based on a review of model documentation, it was determined that – as of mid-2012 – 63% (30) of the 48 largest MPOs include non-motorized travel in their regional models, while 47% (14) of those also distinguish between walk and bicycle modes. The modeling frameworks, model structures, and variables used for pedestrian and non-motorized regional modeling are also described and discussed. A survey of lead MPO modelers revealed barriers to modeling non-motorized travel, including insufficient travel survey records, but also innovations being implemented, including smaller zones and non-motorized network assignment. Finally, best practices in representing pedestrians in regional travel demand forecasting models are presented and possible future advances are discussed.

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Oliver Smith, Portland State University
Well-being of Portland commuters: Untangling the influences
To understand the impact of daily travel on personal and societal well-being, measurement techniques that go beyond satisfaction-based measures of travel are used. Such metrics are increasingly important for evaluating transportation and land-use policies. This study examines commute well-being - a multi-item measure of how one feels about the commute to work - and its influences using data from a web-based survey that was distributed to central Portland, Oregon, U.S.A. workers. Valid surveys (n=828) were compiled from three roughly equally sized groups based on mode: bike, transit and car users. Descriptive results show that commute well-being varies widely across the sample. Those who bike to work are significantly happier with their commutes than transit and car commuters. A structural equations model further untangles the influences among commute well being and mode availability and choice, traffic congestion, commute length, health, attitudes, job satisfaction and life satisfaction.

Click here to download the poster.

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Joshua Swake, Oregon State University
Fuzzy Logic for Improved Dilemma Zone Identification: A Simulator Study
The Type-II dilemma zone refers to the segment of roadway approaching an intersection where drivers have difficulty deciding to stop or proceed through at the onset of the circular yellow (CY) indication. Signalized intersection safety can be improved when the dilemma zone is correctly identified and steps are taken to reduce the likelihood that vehicles are caught in it. This research employs driving simulation as a means to collect driver response data at the onset of the CY indication to better understand and describe the dilemma zone. The data obtained was compared against that from previous experiments documented in the literature and the evidence suggests that driving simulator data is valid for describing driver behavior under the given conditions. Fuzzy logic was proposed as a tool to model driver behavior in the dilemma zone, and three such models were developed to describe driver behavior as it relates to the speed and position of the vehicle. These models were shown to be consistent with previous research on this subject and were able to predict driver behavior with up to 90% accuracy.

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Sara Rae Thompson, Portland State University
Bicycle-Specific Traffic Signals: Results from a State of the Practice Review (Download Full Paper)
This paper presents the results of a survey of North American jurisdictions with known installations of bicycle-specific traffic signals and a review of available related engineering guidance. Surveys were sent out to agencies in twenty-three jurisdictions (twenty-one in the United States and two in Canada) that requested detailed engineering aspects of the signal such as placement, mounting height, lens diameter, backplate color, type of actuation, interval times, use of louvers, and performance. A total of 63 intersections and 149 separate signal heads are included in this paper. The results of the survey highlighted variety in several design elements utilized by agencies when implementing bicycle signals. This variety might impact cyclist and motorist comprehension as well as the ability to utilize the bicycle signal head in a variety of intersection configurations. A subsequent review of the guidance documents available to engineers and planners revealed generally consistent guidance with regard to the design of bicycle-specific traffic signals. The generation of guidance on bicycle signals as grown substantially in recent years and, given the accelerated deployments of bicycle-specific signals themselves, it is likely that there will be less variety in future designs.

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Andrée Tremoulet, Portland State University
Homeless Encampments on DOT Right of Way (Download Full Paper)
Homelessness is a wicked problem of complicated origins and widespread impacts. While DOTs are not housing or social service agencies, their role as major public land owners involves them in addressing the consequences of homelessness. Our research found that the majority of DOTs nationally experience challenges related to homeless encampments on right-of-way. Nevertheless, few states have addressed the issue systematically. Instead, district or regional staff tend to address incidents as they arise, on a case-by-case basis. The default response is an enforcement-only response that involves contacting law enforcement and requesting that the individuals be moved on. Our national research on best practices found that the most effective responses—ones that addressed the conflicts in the use of the land and minimized the negative consequences for homeless individuals—involved interagency cooperation (particularly among transportation, social services and law enforcement agencies) and the utilization of both pushes (sanctions) and pulls (incentives). Effective strategies included humane displacement, short-term accommodation and long-term solutions. This research addresses a gap in the academic and professional literature. Given the emphasis on the inclusion of low income individuals as a protected class in environmental justice initiatives embodied in the Obama Administration’s renewal of Executive Order 12898 of 1997, this study and the accompanying Planning and Best Practices Guide are particularly timely.

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