NYMTC Regional Pedestrian Safety Study - New York Metropolitan ...

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Table 2.5 Locations of Pedestrian Crashes in NYMTC Region in 2004 Suburban Counties New York City NYMTC Region Location of crash Number Percent Number Percent Number Percent Intersection - In Crosswalk 2 1.9% 56 33.1% 58 21.2% Intersection - On Roadway, Not in Crosswalk Intersection - On Roadway, Crosswalk not Available 17 16.3% 23 13.6% 40 14.7% 9 8.7% 10 5.9% 19 7.0% Intersection - other 19 18.3% 5 3.0% 24 8.8% Total at intersection 47 45.2% 94 55.6% 141 51.6% Non-Intersection - On Roadway, Not in Crosswalk Non-Intersection - On Roadway, Crosswalk not Available Non-Intersection - On Road Shoulder Non- intersection - not in traffic way 29 27.9% 47 27.8% 76 27.8% 23 22.1% 11 6.5% 34 12.5% 3 2.9% 2 1.2% 5 1.8% 2 1.9% 15 8.9% 17 6.2% Total not at intersection 57 54.8% 75 44.4% 132 48.4% Total 104 100.0% 169 100.0% 273 100.0% Source: FARS Data For the NYMTC region, a pedestrian injury or fatality is almost equally likely to occur at an intersection as at a non-intersection location. This is in contrast with the national data, which indicates that 79 percent of pedestrian fatalities occur at non-intersection locations. Crashes within New York City are a little more likely to occur at intersections while those in the suburban counties are more likely to occur at non-intersections (see Table 2.5). This may be due to significantly more intersections with designated crosswalks in the City compared to elsewhere. The greatest disparity between the locations of fatal pedestrian crashes within the region is shown in the first row of the table: almost a third of pedestrian fatalities in New York City happen to pedestrians in crosswalks, while only two percent of suburban pedestrian fatalities occur at an intersection in a crosswalk. Further in suburban counties, 30.8 percent of fatalities occur at places where there is no crosswalk (this is the sum of no crosswalks available for intersections and non-intersections). A study done of pedestrian fatalities and injuries in Nassau County showed a similar high proportion, 36.2 percent, of pedestrian injuries in 1998 and 1999 occurred at crossings with no signal or crosswalk (Table 3, DiMaggio, 2005). Figure 2.4 shows the combined pedestrian fatality and injury rate (normalized by population) for different ages for the suburban counties, New York City, New York State, and the country. (Since injuries outnumber fatalities by more than ten times, the rates are closer to injury rates NYMTC Pedestrian Safety Study 12
than fatality rates.) The most noticeable aspect of the graph is the much higher rates in New York City compared to the other three geographical areas. This is at least partially due to the greater number of people walking. If a better measure of exposure than residential population were available, the extreme differences between the rates might not appear. See Section 3.2 for further discussion of exposure measures. The national data indicates that pedestrian injuries are highest for the adolescent and young adult years, gradually decline to the late 50s and then increase slightly for the oldest age groups. The fatality and injury rates in the suburban counties follow a similar pattern. The New York City fatality and injury rates are also highest in the teens and young adult ages but show a second, smaller peak for the 45 to 55 age group, and actually decrease slightly for the 75 years and older group. The pedestrian fatality rate for the NYMTC Region (see Figure 2.5) increases with age. The overall pedestrian fatality rate in the region (shown in the bars at the right of Figure 2.5) is higher than the rate for both New York State and the nation as a whole by a small amount, but the increase in the fatality rate with age is much more pronounced in the NYMTC region than it is in the nation as a whole. Figure 2.4 Pedestrian Fatality and Injury Rates by Age of Pedestrian and Location in Region (Total pedestrian fatalities plus injuries per 100,000 residents in 2004) 180 160 Rate of injured & fatal pedestrian crashed 140 120 100 80 60 40 Suburban counties New York City New York State National 20 0
Page 1 and 2: New York Metropolitan Transportatio
Page 3 and 4: 1. Report No. 2. Government Accessi
Page 5 and 6: Table of Contents 1 Introduction 1
Page 7 and 8: Table of Figures 2.1 Ten Year Trend
Page 9 and 10: I. INTRODUCTION 1.1 Study Origin an
Page 11 and 12: in the United States; the 2004 data
Page 13 and 14: Table 1.1 Organizations That Were I
Page 15 and 16: II. BACKGROUND ON PEDESTRIAN SAFETY
Page 17 and 18: Figure 2.1 Ten Year Trend in Pedest
Page 19: Figure 2.3 Historic Trend in Annual
Page 23 and 24: III. ORGANIZATIONS FOR PEDESTRIAN S
Page 25 and 26: • Updating and creating new stand
Page 27 and 28: The New York State Metropolitan Pla
Page 29 and 30: getting input from people who have
Page 31 and 32: i. 20% of priority crash locations
Page 33 and 34: located by reference marker (the sm
Page 35 and 36: that the proper signage and other t
Page 37 and 38: and funding has been secured to adv
Page 39 and 40: Westchester County and NYSDOT have
Page 41 and 42: programs in each borough. The NYCDO
Page 43 and 44: IV. PEDESTRIAN SAFETY ISSUES IN THE
Page 45 and 46: Drivers: Typical statements about d
Page 47 and 48: • Ability to lift foot high decre
Page 49 and 50: The national data indicates that th
Page 51 and 52: Vendors Vendors set up their carts
Page 53 and 54: Table 4.1 Continued Staten Island H
Page 55 and 56: 4.4 Existing Infrastructure and Lan
Page 57 and 58: Some sidewalks are poorly designed
Page 59 and 60: pedestrian design. At least one per
Page 61 and 62: Crosswalks need to be more visible.
Page 63 and 64: V COUNTERMEASURES AND STRATEGIES Th
Page 65 and 66: timing and street lighting. New Jer
Page 67 and 68: Providing Sidewalks: Walking-along-
Page 69 and 70: the pedestrian crash rate was signi
Page 71 and 72:
Speed management through engineerin
Page 73 and 74:
nearby streets. Whereas Bus-pedestr
Page 75 and 76:
and have geometric curvature that e
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Roadway narrowings are used to prov
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have experienced a maintenance prob
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measures with specific geographic a
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and 3.0 feet per second more approp
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Figure 5.17 Split Phase Cycle Sourc
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Combined Automatic and Actuated Sig
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5.2.5 Visibility To insure safety,
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Pedestrian Crosswalk Signs: There a
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also be placed next to the stop lin
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Table 5.5 Crash Reduction Factors f
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ask them to act as role models for
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5.3.3 Educating Local Officials and
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• Good planning and organization.
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VI. FUNDING Funding for pedestrian
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York, Projects are chosen by the NY
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NHTSA distributes the Section 402 f
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VII. RECOMMENDATIONS As noted in Ch
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o Safe Routes to School • NYMTC s
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easy to use is residential populati
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REFERENCES American Council of the
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ITE (1998) Design and Safety of Ped
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Parsons Brincherhoff Quade & Dougla
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Intentionally left blank. NYMTC Ped
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Intentionally left blank. NYMTC Ped
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NYMTC Pedestrian Safety Interview f
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12. Do you have any strategies or t
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Appendix B: PEDESTRIAN SAFETY CONTA
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New York City Department of Transpo
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Suffolk County Department of Public
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Appendix C: TRAFFIC SAFETY BOARD CO
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Appendix D: ON LINE PEDESTRIAN SAFE
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FARS Query System is an interactive
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Education and Enforcement Counterme
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Appendix E: NEW YORK CITY FATATLIES
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Appendix F: Prompt Lists for Pedest
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Pedestrian Safety Prompt List Gener
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pathway provide direct access to wa
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If so, is there a sign that explain
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