BART Perks, offered by Bay Area Rapid Transit (BART) and the San Francisco County Transportation Authority (SFCTA), was a six-month test program that provided incentives to riders for traveling during the shoulder hours of the morning peak period. The main goals of the Perks program were to: (1) reduce peak period and peak direction crowding, and improve person throughput; (2) improve BART customer satisfaction; (3) increase employer support for flexible work schedules; and (4) identify implementation challenges and solutions to provide lessons learned. About 17,800 participants enrolled, and about 2,600 of them were frequent weekday peak hour travelers. During the trial, an average of 250 participants, or about 10% of those who previously traveled during the peak hour, shifted their ride to one of the shoulder hours. Recommendations for future programs include recruiting a larger number of riders in the targeted travel market, structuring it to better reward behavior change rather than preexisting behavior, and considering more efficient methods of participant recruitment and retention.
Resources for implementing countermeasures to reduce pedestrian collisions in urban centers are usually allocated on the basis of need, which is determined by risk studies. They commonly rely on pedestrian volumes at intersections. The methods used to estimate pedestrian volumes include direct counts and surveys, but few studies have addressed the accuracy of these methods. This paper investigates the accuracy of three common counting methods: manual counts using sheets, manual counts using clickers, and manual counts using video cameras. The counts took place in San Francisco. For the analysis, the video image counts, with recordings made at the same time as the clicker and sheet counts, were assumed to represent actual pedestrian volume. The results indicate that manual counts with either sheets or clickers systematically underestimated pedestrian volumes. The error rates range from 8-25%. Additionally, the error rate was greater at the beginning and end of the observation period, possibly resulting from the observer's lack of familiarity with the tasks or fatigue.
<span style="font-family: Times New Roman; font-size: xx-small;"><span style="font-family: Times New Roman; font-size: xx-small;"><p align="left">There is no standard system for estimating area-wide pedestrian volumes in the United States. As a result, pedestrian volumes cannot be routinely used to guide transportation investments and monitoring measures performance. Vehicle volumes, by contrast, are measured systematically in each state and are reported to the Federal Highway Administration annually to be used in the allocation of federal funds. This paper investigates the advantages and disadvantages of three approaches to the creation of a standard system of pedestrian volume measurement: direct sampling, survey methods, and modeling. Examples of each method are given, and the potential of each to become a national standard is discussed. Of the three approaches, the modeling methods were judged to be most suitable for tracking pedestrian volumes at the national, state, and sub-state level. A standardized pedestrian volume modeling method could make use of existing data sources without generating the need for a new national pedestrian data collection effort.</p></span></span>
For the first time in 2015, the Automated Vehicle Symposium featured a breakout session explicitly devoted to vulnerable road users (VRUs) and their use of and interactions with automated vehicles. A number of stakeholders, experts, and researchers from a variety of fields presented and discussed the state of current research and thought concerning the potential relationship of vulnerable road users and automated vehicles and how to maximize the benefits this novel technology might bring to these individuals. The topics included the role of design, various technological solutions, policies, and programs that could advance the safe mobility of VRUs in a future with an integrated fleet of automated vehicle systems. Through expert-led small group discussion, the breakout group produced a list of possible definitions for VRUs including pedestrians, cyclists, seniors (pedestrians as well as drivers), and identified key research gaps within the context of this multifaceted segment of the population. Some of these gaps related to motorcycle interactions, how different groups of VRUs will accept emerging AV technologies, and goals and solutions when considering how best to share limited roadway space across all road user constituencies.
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