Implementation of a realistic artificial data generator for crash data generation.

In this paper, a framework is outlined to generate realistic artificial data (RAD) as a tool for comparing different models developed for safety analysis. The primary focus of transportation safety analysis is on identifying and quantifying the influence of factors contributing to traffic crash occurrence and its consequences. The current framework of comparing model structures using only observed data has limitations. With observed data, it is not possible to know how well the models mimic the true relationship between the dependent and independent variables. Further, real datasets do not allow researchers to evaluate the model performance for different levels of complexity of the dataset. RAD offers an innovative framework to address these limitations. Hence, we propose a RAD generation framework embedded with heterogeneous causal structures that generates crash data by considering crash occurrence as a trip level event impacted by trip level factors, demographics, roadway and vehicle attributes. Within our RAD generator we employ three specific modules: (a) disaggregate trip information generation, (b) crash data generation and (c) crash data aggregation. For disaggregate trip information generation, we employ a daily activity-travel realization for an urban region generated from an established activity-based model for the Chicago region. We use this data of more than 2 million daily trips to generate a subset of trips with crash data. For trips with crashes crash location, crash type, driver/vehicle characteristics, and crash severity. The daily RAD generation process is repeated for generating crash records at yearly or multi-year resolution. The crash databases generated can be employed to compare frequency models, severity models, crash type and various other dimensions by facility type - possibly establishing a universal benchmarking system for alternative model frameworks in safety literature.

An airport level framework for examining the impact of COVID-19 on airline demand.

In this study, we examine the influence of Coronavirus disease 2019 (COVID-19) on airline demand at the disaggregate resolution of airport. The primary focus of our proposed research effort is to develop a framework that provides a blueprint for airline demand recovery as COVID-19 cases evolve over time. Airline monthly demand data is sourced from Bureau of Transportation Statistics for 380 airports for 24 months from January 2019 through December 2020. The demand data is augmented with a host of independent variables including COVID-19 related factors, demographic characteristics and built environment characteristics at the county level, airport specific factors, spatial factors, temporal factors, and adjoining county attributes. The effect of COVID-19 related factors is identified by considering global and local COVID-19 transmission, temporal indicators of pandemic start and progress, and interactions of airline demand predictors with global and local COVID-19 indicators. Finally, we present a blueprint for airline demand recovery where we consider three hypothetical scenarios of COVID-19 transmission rates - expected, pessimistic and optimistic. The results at the airport level from these scenarios are aggregated at the state or regional level by adding the demand from all airports in the corresponding state or region. These trends are presented by State and Region to illustrate potential differences across various scenarios. The results highlight a potentially slow path to airline demand recovery until COVID-19 cases subside.

A note on estimating safety performance functions with a flexible specification of traffic volume.

In this note, a flexible approach to allow for variation in the impact of traffic volume in the estimation of Safety Performance Functions (SPFs) is proposed. The approach generalizes a recently proposed approach by Gayah and Donnell (2021) (GD) titled "Estimating safety performance functions for two-lane rural roads using an alternative functional form for traffic volume". GD approach proposes a multiple regime structure for AADT impact while explicitly constraining the impact at the regime threshold to be the same. While the GD approach provides a flexible structure, the framework as proposed calls for careful judgement for threshold selection and additional model estimation complexity for the AADT constraint. The current note establishes the equivalence of the proposed approach with the GD approach and subsequently presents a more flexible model structure that improves on the GD approach. Subsequently, we document the advantages of our proposed approach in terms of model estimation, parameter significance testing, flexibility to consider multiple traffic volume ranges and ease of accommodating random parameters for analysis. Finally, we present potential directions for future research.

A comprehensive county level model to identify factors affecting hospital capacity and predict future hospital demand.

The sustained COVID-19 case numbers and the associated hospitalizations have placed a substantial burden on health care ecosystem comprising of hospitals, clinics, doctors and nurses. However, as of today, only a small number of studies have examined detailed hospitalization data from a planning perspective. The current study develops a comprehensive framework for understanding the critical factors associated with county level hospitalization and ICU usage rates across the US employing a host of independent variables. Drawing from the recently released Department of Health and Human Services weekly hospitalization data, we study the overall hospitalization and ICU usage-not only COVID-19 hospitalizations. Developing a framework that examines overall hospitalizations and ICU usage can better reflect the plausible hospital system recovery path to pre-COVID level hospitalization trends. The models are subsequently employed to generate predictions for county level hospitalization and ICU usage rates in the future under several COVID-19 transmission scenarios considering the emergence of new COVID-19 variants and vaccination rates. The exercise allows us to identify vulnerable counties and regions under stress with high hospitalization and ICU rates that can be assisted with remedial measures. Further, the model will allow hospitals to understand evolving displaced non-COVID hospital demand.

Assessing the crash risks of evacuation: A matched case-control approach applied over data collected during Hurricane Irma.

Recent hurricane experiences have created concerns for transportation agencies and policymakers to find better evacuation strategies, especially after Hurricane Irma-which forced about 6.5 million Floridians to evacuate and caused a significant amount of delay due to heavy congestion. A major concern for issuing an evacuation order is that it may involve a high number of crashes in highways. In this study, we present a matched case-control based approach to understand the factors contributing to the increase in the number of crashes during evacuation. We use traffic data for a period of 5 to 10 min just before the crash occurred. For each crash observation, traffic data are collected from two upstream and two downstream detectors of the crash location. We estimate models for three different conditions: regular period, evacuation period, and combining both evacuation and regular period data. Model results show that, if there exist a high volume of traffic at an upstream station and a high variation of speed at a downstream station, the likelihood of crash occurrence increases. Using a panel mixed binary logit model, we also estimate the effect of evacuation itself on crash risk and find that, after controlling for traffic characteristics, during evacuation the chance of a crash is higher than in a regular period. Our findings have implications for evacuation declarations and highlight the need for better traffic management strategies during evacuation. Future studies may develop advanced real-time crash prediction models which would allow us to deploy proactive countermeasures to reduce crash occurrences during evacuation.

Enhancing non-motorist safety by simulating trip exposure using a transportation planning approach.

Traditionally, in developing non-motorized crash prediction models, safety researchers have employed land use and urban form variables as surrogate for exposure information (such as pedestrian, bicyclist volumes and vehicular traffic). The quality of these crash prediction models is affected by the lack of "true" non-motorized exposure data. High-resolution modeling frameworks such as activity-based or trip-based approach could be pursued for evaluating planning level non-motorist demand. However, running a travel demand model system to generate demand inputs for non-motorized safety is cumbersome and resource intensive. The current study is focused on addressing this drawback by developing an integrated non-motorized demand and crash prediction framework for mobility and safety analysis. Towards this end, we propose a three-step framework to evaluate non-motorists safety: (1) develop aggregate level models for non-motorist generation and attraction at a zonal level, (2) develop non-motorists trip exposure matrices for safety evaluation and (3) develop aggregate level non-motorists crash frequency and severity proportion models. The framework is developed for the Central Florida region using non-motorist demand data from National Household Travel Survey (2009) Florida Add-on and non-motorist crash frequency and severity data from Florida. The applicability of the framework is illustrated through extensive policy scenario analysis.

A comprehensive analysis of COVID-19 transmission and mortality rates at the county level in the United States considering socio-demographics, health indicators, mobility trends and health care infrastructure attributes.

BACKGROUND: Several research efforts have evaluated the impact of various factors including a) socio-demographics, (b) health indicators, (c) mobility trends, and (d) health care infrastructure attributes on COVID-19 transmission and mortality rate. However, earlier research focused only on a subset of variable groups (predominantly one or two) that can contribute to the COVID-19 transmission/mortality rate. The current study effort is designed to remedy this by analyzing COVID-19 transmission/mortality rates considering a comprehensive set of factors in a unified framework. METHODS AND FINDINGS: We study two per capita dependent variables: (1) daily COVID-19 transmission rates and (2) total COVID-19 mortality rates. The first variable is modeled using a linear mixed model while the later dimension is analyzed using a linear regression approach. The model results are augmented with a sensitivity analysis to predict the impact of mobility restrictions at a county level. Several county level factors including proportion of African-Americans, income inequality, health indicators associated with Asthma, Cancer, HIV and heart disease, percentage of stay at home individuals, testing infrastructure and Intensive Care Unit capacity impact transmission and/or mortality rates. From the policy analysis, we find that enforcing a stay at home order that can ensure a 50% stay at home rate can result in a potential reduction of about 33% in daily cases. CONCLUSIONS: The model framework developed can be employed by government agencies to evaluate the influence of reduced mobility on transmission rates at a county level while accommodating for various county specific factors. Based on our policy analysis, the study findings support a county level stay at home order for regions currently experiencing a surge in transmission. The model framework can also be employed to identify vulnerable counties that need to be prioritized based on health indicators for current support and/or preferential vaccination plans (when available).

Highway safety assessment and improvement through crash prediction by injury severity and vehicle damage using Multivariate Poisson-Lognormal model and Joint Negative Binomial-Generalized Ordered Probit Fractional Split model.

INTRODUCTION: Predicting crash counts by severity plays a dominant role in identifying roadway sites that experience overrepresented crashes, or an increase in the potential for crashes with higher severity levels. Valid and reliable methodologies for predicting highway accidents by severity are necessary in assessing contributing factors to severe highway crashes, and assisting the practitioners in allocating safety improvement resources. METHODS: This paper uses urban and suburban intersection data in Connecticut, along with two sophisticated modeling approaches, i.e. a Multivariate Poisson-Lognormal (MVPLN) model and a Joint Negative Binomial-Generalized Ordered Probit Fractional Split (NB-GOPFS) model to assess the methodological rationality and accuracy by accommodating for the unobserved factors in predicting crash counts by severity level. Furthermore, crash prediction models based on vehicle damage level are estimated using the same two methodologies to supplement the injury severity in estimating crashes by severity when the sample mean of severe injury crashes (e.g., fatal crashes) is very low. RESULTS: The model estimation results highlight the presence of correlations of crash counts among severity levels, as well as the crash counts in total and crash proportions by different severity levels. A comparison of results indicates that injury severity and vehicle damage are highly consistent. CONCLUSIONS: Crash severity counts are significantly correlated and should be accommodated in crash prediction models. Practical application: The findings of this research could help select sound and reliable methodologies for predicting highway accidents by injury severity. When crash data samples have challenges associated with the low observed sampling rates for severe injury crashes, this research also confirmed that vehicle damage can be appropriate as an alternative to injury severity in crash prediction by severity.

Developing safety performance functions for freeways at different aggregation levels using multi-state microscopic traffic detector data.

Safety Performance Functions (SPFs) have been widely used by researchers and practitioners to conduct roadway safety evaluation. Traditional SPFs are usually developed by using annual average daily traffic (AADT) along with geometric characteristics. However, the high level of aggregation may lead to a failure to capture the temporal variation in traffic characteristics (e.g., traffic volume and speed) and crash frequencies. In this study, SPFs at different aggregation levels were developed based on microscopic traffic detector data from California, Florida, and Virginia. More specifically, five aggregation levels were considered: (1) annual average weekday hourly traffic (AAWDHT), (2) annual average weekend hourly traffic (AAWEHT), (3) annual average weekday peak/off-peak traffic (AAWDPT), (4) annual average day of the week traffic (AADOWT), and (5) annual average daily traffic (AADT). Model estimation results showed that the segment length and volume, as exposure variables, are significant across all the aggregation levels. Average speed is significant with a negative coefficient, and the standard deviation of speed was found to be positively associated with the crash frequency. It is noteworthy that the operation of the high occupancy vehicle (HOV) lanes was found to have a positive effect on crash frequency across all the aggregation levels. The model results also showed that the AAWDPT and AADOWT models consistently performed better (the improvements range from 3.14%-16.20%) than the AADT-based SPF, which implies that the differences between the day of the week and peak/off-peak periods should be considered in the development of crash prediction models. The model transferability results indicated that the SPFs between Florida and Virginia are transferrable, while the models between California and the other two states are not transferrable.

The Potential Impacts of Urban and Transit Planning Scenarios for 2031 on Car Use and Active Transportation in a Metropolitan Area.

Land use and transportation scenarios can help evaluate the potential impacts of urban compact or transit-oriented development (TOD). Future scenarios have been based on hypothetical developments or strategic planning but both have rarely been compared. We developed scenarios for an entire metropolitan area (Montreal, Canada) based on current strategic planning documents and contrasted their potential impacts on car use and active transportation with those of hypothetical scenarios. We collected and analyzed available urban planning documents and obtained key stakeholders' appreciation of transportation projects on their likelihood of implementation. We allocated 2006-2031 population growth according to recent trends (Business As Usual, BAU) or alternative scenarios (current planning; all in TOD areas; all in central zone). A large-scale and representative Origin-Destination Household Travel Survey was used to measure travel behavior. To estimate distances travelled by mode, in 2031, we used a mode choice model and a simpler method based on the 2008 modal share across population strata. Compared to the BAU, the scenario that allocated all the new population in already dense areas and that also included numerous public transit projects (unlikely to be implemented in 2031), was associated with greatest impacts. Nonetheless such major changes had relatively minor impacts, inducing at most a 15% reduction in distances travel by car and a 28% increase in distances walked, compared to a BAU. Strategies that directly target the reduction of car use, not considered in the scenarios assessed, may be necessary to induce substantial changes in a metropolitan area.

Environmental and health impacts of transportation and land use scenarios in 2061.

We compared numbers of trips and distances by transport mode, air pollution and health impacts of a Business As Usual (BAU) and an Ideal scenario with urban densification and reductions in car share (76%-62% in suburbs; 55%-34% in urban areas) for the Greater Montreal (Canada) for 2061. We estimated the population in 87 municipalities using a demographic model and population projections. Year 2031 (Y2031) trips (from mode choice modeling) and distances were used to estimate those of Y2061. Emissions of nitrogen dioxide (NO2) and carbon dioxide (CO2) were estimated and NO2 used with dispersion modeling to estimate concentrations. Walking and Public Transit (PT) use and corresponding distances walked in Y2061 were >70% higher for the Ideal scenario vs the BAU, while car share and distances were <40% lower. NO2 levels were slightly lower in the Ideal scenario vs the BAU, but always higher in the urban core. Health impacts, summarized with disability adjusted life years (DALY), differed between urban and suburb areas but globally, the Ideal scenario reduced the impacts of the Y2061 BAU by 33% DALY. Percentages of car and PT trips were similar for the Y2031 and Y2061 BAU but kms travelled by car, CO2 and NO2 increased, due to increased populations. Drastic measures to decrease car share appear necessary to substantially reduce impacts of transportation.

Quantifying the impact of daily mobility on errors in air pollution exposure estimation using mobile phone location data.

One major source of uncertainty in accurately estimating human exposure to air pollution is that human subjects move spatiotemporally, and such mobility is usually not considered in exposure estimation. How such mobility impacts exposure estimates at the population and individual level, particularly for subjects with different levels of mobility, remains under-investigated. In addition, a wide range of methods have been used in the past to develop air pollutant concentration fields for related health studies. How the choices of methods impact results of exposure estimation, especially when detailed mobility information is considered, is still largely unknown. In this study, by using a publicly available large cell phone location dataset containing over 35 million location records collected from 310,989 subjects, we investigated the impact of individual subjects' mobility on their estimated exposures for five chosen ambient pollutants (CO, NO2, SO2, O3 and PM2.5). We also estimated exposures separately for 10 groups of subjects with different levels of mobility to explore how increased mobility impacted their exposure estimates. Further, we applied and compared two methods to develop concentration fields for exposure estimation, including one based on Community Multiscale Air Quality (CMAQ) model outputs, and the other based on the interpolated observed pollutant concentrations using the inverse distance weighting (IDW) method. Our results suggest that detailed mobility information does not have a significant influence on mean population exposure estimate in our sample population, although impacts can be substantial at the individual level. Additionally, exposure classification error due to the use of home-location data increased for subjects that exhibited higher levels of mobility. Omitting mobility could result in underestimation of exposures to traffic-related pollutants particularly during afternoon rush-hour, and overestimate exposures to ozone especially during mid-afternoon. Between CMAQ and IDW, we found that the IDW method generates smooth concentration fields that were not suitable for exposure estimation with detailed mobility data. Therefore, the method for developing air pollution concentration fields when detailed mobility data were to be applied should be chosen carefully. Our findings have important implications for future air pollution health studies.

Multivariate copula temporal modeling of intersection crash consequence metrics: A joint estimation of injury severity, crash type, vehicle damage and driver error.

This study employs a copula-based multivariate temporal ordered probit model to simultaneously estimate the four common intersection crash consequence metrics - driver error, crash type, vehicle damage and injury severity - by accounting for potential correlations due to common observed and unobserved factors, while also accommodating the temporal instability of model estimates over time. To this end, a comprehensive literature review of relevant studies was conducted; four different copula model specifications including Frank, Clayton, Joe and Gumbel were estimated to identify the dominant factors contributing to each crash consequence indicator; the temporal effects on model estimates were investigated; the elasticity effects of the independent variables with regard to all four crash consequence indicators were measured to express the magnitude of the effects of an independent variable on the probability change for each level of four indicators; and specific countermeasures were recommended for each of the contributing factors to improve the intersection safety. The model goodness-of-fit illustrates that the Joe copula model with the parameterized copula parameters outperforms the other models, which verifies that the injury severity, crash type, vehicle damage and driver error are significantly correlated due to common observed and unobserved factors and, accounting for their correlations, can lead to more accurate model estimation results. The parameterization of the copula function indicates that their correlation varies among different crashes, including crashes that occurred at stop-controlled intersections, four-leg intersections and crashes which involved drivers younger than 25. The model coefficient estimates indicate that the driver's age, driving under the influence of drugs and alcohol, intersection geometry and control types, and adverse weather and light conditions are the most critical factors contributing to severe crash consequences. The coefficient estimates of four-leg intersections, yield and stop-controlled intersections and adverse weather conditions varied over time, which indicates that the model estimation of crash data may not be stable over time and should be accommodated in crash prediction analysis. In the end, relevant countermeasures corresponding to law enforcement and intersection infrastructure design are recommended to all of the contributing factors identified by the model. It is anticipated that this study can shed light on selecting valid statistical models for crash data analysis, identifying intersection safety issues, and helping develop effective countermeasures to improve intersection safety.

Accommodating exogenous variable and decision rule heterogeneity in discrete choice models: Application to bicyclist route choice.

The proposed research contributes to our understanding of incorporating heterogeneity in discrete choice models with respect to exogenous variables and decision rules. Specifically, the proposed latent segmentation based mixed models segment population to different classes with their own decision rules while also incorporating unobserved heterogeneity within the segment level models. In our analysis, we choose to consider both random utility and random regret theories. Further, instead of assuming the number of segments (as 2), we conduct an exhaustive exploration with multiple segments across the two decision rules. The model estimation is conducted using a stated preference data from 695 commuter cyclists compiled through a web-based survey. The probabilistic allocation of respondents to different segments indicates that female commuter cyclists are more utility oriented; however, the majority of the commuter cyclist's choice pattern is consistent with regret minimization mechanism. Overall, cyclists' route choice decisions are influenced by roadway attributes, cycling infrastructure availability, pollution exposure, and travel time. The analysis approach also allows us to investigate time based trade-offs across cyclists belonging to different classes. Interestingly, we observe that the trade-off values in regret and utility based segments for roadway attributes are similar in magnitude; but the values differ greatly for cycling infrastructure and pollution exposure attributes, particularly for maximum exposure levels.

Estimating the health benefits of planned public transit investments in Montreal.

BACKGROUND: Since public transit infrastructure affects road traffic volumes and influences transportation mode choice, which in turn impacts health, it is important to estimate the alteration of the health burden linked with transit policies. OBJECTIVE: We quantified the variation in health benefits and burden between a business as usual (BAU) and a public transit (PT) scenarios in 2031 (with 8 and 19 new subway and train stations) for the greater Montreal region. METHOD: Using mode choice and traffic assignment models, we predicted the transportation mode choice and traffic assignment on the road network. Subsequently, we estimated the distance travelled in each municipality by mode, the minutes spent in active transportation, as well as traffic emissions. Thereafter we estimated the health burden attributed to air pollution and road traumas and the gains associated with active transportation for both the BAU and PT scenarios. RESULTS: We predicted a slight decrease of overall trips and kilometers travelled by car as well as an increase of active transportation for the PT in 2031 vs the BAU. Our analysis shows that new infrastructure will reduce the overall burden of transportation by 2.5 DALYs per 100,000 persons. This decrease is caused by the reduction of road traumas occurring in the inner suburbs and central Montreal region as well as gains in active transportation in the inner suburbs. CONCLUSION: Based on the results of our study, transportation planned public transit projects for Montreal are unlikely to reduce drastically the burden of disease attributable to road vehicles and infrastructures in the Montreal region. The impact of the planned transportation infrastructures seems to be very low and localized mainly in the areas where new public transit stations are planned.

Analysis of crash proportion by vehicle type at traffic analysis zone level: A mixed fractional split multinomial logit modeling approach with spatial effects.

In traffic safety literature, crash frequency variables are analyzed using univariate count models or multivariate count models. In this study, we propose an alternative approach to modeling multiple crash frequency dependent variables. Instead of modeling the frequency of crashes we propose to analyze the proportion of crashes by vehicle type. A flexible mixed multinomial logit fractional split model is employed for analyzing the proportions of crashes by vehicle type at the macro-level. In this model, the proportion allocated to an alternative is probabilistically determined based on the alternative propensity as well as the propensity of all other alternatives. Thus, exogenous variables directly affect all alternatives. The approach is well suited to accommodate for large number of alternatives without a sizable increase in computational burden. The model was estimated using crash data at Traffic Analysis Zone (TAZ) level from Florida. The modeling results clearly illustrate the applicability of the proposed framework for crash proportion analysis. Further, the Excess Predicted Proportion (EPP)-a screening performance measure analogous to Highway Safety Manual (HSM), Excess Predicted Average Crash Frequency is proposed for hot zone identification. Using EPP, a statewide screening exercise by the various vehicle types considered in our analysis was undertaken. The screening results revealed that the spatial pattern of hot zones is substantially different across the various vehicle types considered.

Application of Bayesian informative priors to enhance the transferability of safety performance functions.

INTRODUCTION: Safety performance functions (SPFs) are essential tools for highway agencies to predict crashes, identify hotspots and assess safety countermeasures. In the Highway Safety Manual (HSM), a variety of SPFs are provided for different types of roadway facilities, crash types and severity levels. Agencies, lacking the necessary resources to develop own localized SPFs, may opt to apply the HSM's SPFs for their jurisdictions. Yet, municipalities that want to develop and maintain their regional SPFs might encounter the issue of the small sample bias. Bayesian inference is being conducted to address this issue by combining the current data with prior information to achieve reliable results. It follows that the essence of Bayesian statistics is the application of informative priors, obtained from other SPFs or experts' experiences. METHOD: In this study, we investigate the applicability of informative priors for Bayesian negative binomial SPFs for rural divided multilane highway segments in Florida and California. An SPF with non-informative priors is developed for each state and its parameters' distributions are assigned to the other state's SPF as informative priors. The performances of SPFs are evaluated by applying each state's SPFs to the other state. The analysis is conducted for both total (KABCO) and severe (KAB) crashes. RESULTS, CONCLUSIONS AND PRACTICAL APPLICATIONS: As per the results, applying one state's SPF with informative priors, which are the other state's SPF independent variable estimates, to the latter state's conditions yields better goodness of fit (GOF) values than applying the former state's SPF with non-informative priors to the conditions of the latter state. This is for both total and severe crash SPFs. Hence, for localities where it is not preferred to develop own localized SPFs and adopt SPFs from elsewhere to cut down on resources, application of informative priors is shown to facilitate the process.

Comparative analysis of zonal systems for macro-level crash modeling.

INTRODUCTION: Macro-level traffic safety analysis has been undertaken at different spatial configurations. However, clear guidelines for the appropriate zonal system selection for safety analysis are unavailable. In this study, a comparative analysis was conducted to determine the optimal zonal system for macroscopic crash modeling considering census tracts (CTs), state-wide traffic analysis zones (STAZs), and a newly developed traffic-related zone system labeled traffic analysis districts (TADs). METHOD: Poisson lognormal models for three crash types (i.e., total, severe, and non-motorized mode crashes) are developed based on the three zonal systems without and with consideration of spatial autocorrelation. The study proposes a method to compare the modeling performance of the three types of geographic units at different spatial configurations through a grid based framework. Specifically, the study region is partitioned to grids of various sizes and the model prediction accuracy of the various macro models is considered within these grids of various sizes. RESULTS: These model comparison results for all crash types indicated that the models based on TADs consistently offer a better performance compared to the others. Besides, the models considering spatial autocorrelation outperform the ones that do not consider it. CONCLUSIONS: Based on the modeling results and motivation for developing the different zonal systems, it is recommended using CTs for socio-demographic data collection, employing TAZs for transportation demand forecasting, and adopting TADs for transportation safety planning. PRACTICAL APPLICATIONS: The findings from this study can help practitioners select appropriate zonal systems for traffic crash modeling, which leads to develop more efficient policies to enhance transportation safety.

Latent segmentation based count models: Analysis of bicycle safety in Montreal and Toronto.

The study contributes to literature on bicycle safety by building on the traditional count regression models to investigate factors affecting bicycle crashes at the Traffic Analysis Zone (TAZ) level. TAZ is a traffic related geographic entity which is most frequently used as spatial unit for macroscopic crash risk analysis. In conventional count models, the impact of exogenous factors is restricted to be the same across the entire region. However, it is possible that the influence of exogenous factors might vary across different TAZs. To accommodate for the potential variation in the impact of exogenous factors we formulate latent segmentation based count models. Specifically, we formulate and estimate latent segmentation based Poisson (LP) and latent segmentation based Negative Binomial (LNB) models to study bicycle crash counts. In our latent segmentation approach, we allow for more than two segments and also consider a large set of variables in segmentation and segment specific models. The formulated models are estimated using bicycle-motor vehicle crash data from the Island of Montreal and City of Toronto for the years 2006 through 2010. The TAZ level variables considered in our analysis include accessibility measures, exposure measures, sociodemographic characteristics, socioeconomic characteristics, road network characteristics and built environment. A policy analysis is also conducted to illustrate the applicability of the proposed model for planning purposes. This macro-level research would assist decision makers, transportation officials and community planners to make informed decisions to proactively improve bicycle safety - a prerequisite to promoting a culture of active transportation.

Exploring the transferability of safety performance functions.

Safety performance functions (SPFs), by predicting the number of crashes on roadway facilities, have been a vital tool in the highway safety area. The SPFs are typically applied for identifying hot spots in network screening and evaluating the effectiveness of road safety countermeasures. The Highway Safety Manual (HSM) provides a series of SPFs for several crash types by various roadway facilities. The SPFs, provided in the HSM, were developed using data from multiple states. In regions without local jurisdiction based SPFs it is common practice to adopt national SPFs for crash prediction. There has been little research to examine the viability of such national level models for local jurisdictions. Towards understanding the influence of SPF transferability, we examine the rural divided multilane highway models from Florida, Ohio, and California. Traffic, roadway geometry and crash data from the three states are employed to estimate single-state SPFs, two-state SPFs and three-state SPFs. The SPFs are estimated using the negative binomial model formulation for several crash types and severities. To evaluate transferability of models, we estimate a transfer index that allows us to understand which models transfer adequately to other regions. The results indicate that models from Florida and California seem to be more transferable compared to models from Ohio. More importantly, we observe that the transfer index increases when we used pooled data (from two or three states). Finally, to assist in model transferability, we propose a Modified Empirical Bayes (MEB) measure that provides segment specific calibration factors for transferring SPFs to local jurisdictions. The proposed measure is shown to outperform the HSM calibration factor for transferring SPFs.