Automated fare collection (AFC) systems have been widely implemented around the world. Their main goal is to gather revenue in a more efficient way. In addition to this purpose, they have multiple indirect benefits to transport researchers. This rich data is obtained from daily transactions that mainly occur when a passenger boards or alights a public transit vehicle. They have some features that are investigated in recent studies. Considering volume, longitudinal nature, level of details, and accuracy of the AFC data, this data creates new opportunities for researchers to study public transit systems and travel behaviour of passengers in order to develop various applications, such as origin-destination (OD) estimation, travel pattern mining, trip purpose detection, route choice modelling, transit performance indicators, and identifying policy alternatives. This paper reviews the previous studies on the AFC data focusing on studies after 2010. It will also make suggestions for the direction future studies may wish to take.

This driving simulator study investigated the impact of perceptual countermeasures on driving behavior by creating perceptual effects via pavement markings. Two different marking schemes (i.e. Optical Circles and Optical Bars) were tested separately for road transitions between rural and urban areas where the speed limit reduces from 70 kph to 50 kph. The tested treatments were intended to achieve combined perceptual effects (i.e. increase drivers attention, perceptual speed and perceptual road narrowing effect) independently. Data were analyzed for 44 participants (30 men and 14 female). The study results showed that the speed was reduced significantly for both road marking treatments, however, the Optical Circle scenario in which circles with increasing size were implemented was the most effective solution. Moreover, standard deviation of acceleration/deceleration and lateral position were not found to be significant due to the treatments. This indicates that drivers did not decelerate or evade vehicles unsafely when confronting the road markings. The obtained results recommend Optical Circles to policy makers for further evaluation as a low-cost speed management tool.

This paper investigated the headway distribution of platooning vehicles in work zones with and without automated Speed Photo Enforcement (SPE). Data from two work zones were collected and analyzed. The portion of vehicles traveling with a very short headway (less than 0.7 sec) was also examined. In addition, the behavior of vehicles near the law enforcement vehicles was analyzed in terms of applying brakes and changing lane in one of the work zones. The results indicated that the mean headway of cars in the median lane significantly increased in both work zones when the SPE van was present compared to the base condition. For trucks, the mean headway increase was significant only in the shoulder lane when the SPE was present. This is a beneficial effect and indicates that drivers had a longer time to react to the lead vehicles. It was also found that the proportion of cars traveling with a very short headway in the median lane significantly decreased when a SPE van was present at one work zone (I-64). In the shoulder lane, no very short headway was observed when SPE was implemented. The difference in braking behavior was not significant when SPE was compared to police car presence. However, lane changing behavior was significantly different for cars traveling in the median lane and also for trucks traveling in the shoulder lane. The proportion of cars changing lanes was 5 percent with a police car present and increased to 8 percent when the SPE van was present. A significant number of trucks changed lanes from the shoulder to the median when the police car was present to comply with state law.

In 2012, the United States Congress passed the H.R. Bill 4348 Moving Ahead for Progress in the 21st Century, and subsequently signed in to law as part of Title 23 of the United States Code (USC), (2012) by President Obama, also recognized as MAP-21, allocates $105 Billion over 2 years for the continued improvement of the Nation's transportation system. In addition to continuing its requirements for Visualization set forth in the previous Reauthorization of 2005, MAP-21 incorporates two critical elements that set the stage for advancing the use of Driving Simulation in Geometric Highway Design: 1) Performance Management (refocusing Federal transportation funds towards national transportation Goals - i.e. reducing crashes congestion, system reliability, etc.), and 2) Advanced Modeling Technology. Since safety continues to be a leading goal of our nation's transportation efforts and constitutes a critical measure of Performance, the industry stands to gain notable returns by integrating Driving Simulation with Geometric Highway Design. Additionally, Section 1502 of MAP-21 calls for the Use of Advanced Modeling Technologies to include 3-dimensional digital modeling that can be used (in part) to increase safety. To date, most 3D modeling in transportation agencies has been used either for Visualization applications in Public Involvement, or improving efficiencies in Construction. Recent advancements in highway design software now make it easier for engineers to generate 3D models, increasing the availability of 3D project design data for use in driving simulators for project-specific safety evaluations. Finally, MAP-21 provides the opportunity to use driving simulation and human factors as an integral part of Public Participation. So the same data used for simulators in roadway design can be applied in meetings with public stakeholders improving decision efficiencies and public confidence throughout the project development process. There are already examples of this in the United States (FORUM8 (2009)). This paper will explain the convergence of recent Policy, Technology, Processes, and Best Practices that are shaping the direct use of driving simulation within roadway design, discuss barriers to progress, and offer a framework for applied research activities to make this standard practice for optimizing safety during roadway design. Language: en

We applied the cross-nested logit (CNL) model to home-based trips reported in the 2001 National Household Travel Survey (NHTS) database to explain individuals' choices of trip type and mode to use. We also compared the CNL model results to those from the nested-logit (NL) model and the network Generalized Extreme Value (Network GEV) model. Alternative modes (private, public, walk and other) are available to each of the four trip purposes (home-based work, home-based shopping, home-based recreational, and homebased other), namely the nests. The results indicated that the CNL model conveniently models decisions on trip type and mode to use made by individual travelers. Its results are comparable to those of the network GEV model. The models identify the impact of individuals' socioeconomics and alternative attributes on trip type and mode choices. The presence of children in a household increases the probability of choosing a private mode while it decreases the probability of using public transport or walk. Private mode and public transport were more attractive to travelers than walking when considering the combined trip distance and travel time. Individuals from households with higher income prefer private mode to public transportation. However, income is not a significant factor on a decision to walk. Since the data used is a national-wide database, a study in which a different data set collected locally is recommended. The NHTS data set may suffer from spatial variation among the travelers and hence produce inconclusive results.

The paper reports the outcomes of an experimental study carried out using an interactive fixed-base driving
\nsimulator. The research was aimed at analyzing the driver behavior in passing maneuver for different traffic
\nconditions on two lane rural roads. A two-lane rural road of more than 8 km in length was designed and
\nimplemented in the driving simulator. The alignment was designed with tangents from 200 to 1000 m long,
\nclothoids and curves with radii from 215 to 1000 m. Four different traffic conditions in terms of traffic
\nvolume and speeds of opposing vehicles and impeding vehicles were simulated. Thirty-two drivers drove in
\nthe simulator on the four scenarios. The data collected during the driving was analyzed in order to determine
\nthe following parameters of passing behavior: a) following gap between the passing vehicle and the
\nimpeding vehicle at the beginning of the passing; b) distance of passing; c) Time to Collision between the
\npassing vehicle and the oncoming vehicle at the end of the maneuver. The influence of the traffic conditions
\non such parameters was evaluated. Potential applications of the obtained results include the modelling of
\ndriver behavior and the passing sight distance design criteria.