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

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influence pedestrian trip making and route choice. It estimates pedestrian volumes, and then computes pedestrian crash exposure rates for each link. The priority pedestrian crash locations that were identified in this way were considerably different from those that were identified as simply high crash-prone locations, which gave added insight into where actual problem locations occur. The New York State Department of Health has data on persons with injuries from traffic crashes; however, the database is designed for the use of the health system. It lacks the location and engineering information that would make it useful to transportation agencies. NHTSA has a program that is attempting to link traffic injury data from health systems to crash data from state systems. The linkage is probabilistic, rather than a one-to-one link between injury and specific crash. The program is Crash Outcome Data Evaluation Systems or CODES. NYSDOT and NYS DMV are introducing the TraCS (Traffic and Criminal Software), an electronic data collection and communication system developed by US DOT and the state of Iowa. Hardware in the police vehicles allows the traffic police to input the crash and violation records directly into an electronic form, which is transmitted via wireless technology to the database. The system also includes forms needed for other activities, GPS ability to establish the crash location, a GIS system, and bar code readers for driver and vehicle information. As its name implies, its applications go beyond crash data collection to criminal activity. The system is being introduced to the many police departments around the state. When its implementation is complete, the problems of crash data timeliness and crash location accuracy should be solved. The system has the following features: • Ticket and accident form information can be scanned directly into the TraCS system from the 2D bar code on drivers’ licenses and vehicle registrations. • Driver license and vehicle registration data can be immediately searched for matches with files of suspended and revoked licenses and registrations and for stolen vehicle records. • A diagram tool allows officers to create clear, accurate depictions of accident scenes. Templates of problematic intersections or roadways can be saved for repeated use. • TraCS includes a location tool with DOT maps for pinpointing exact accident locations. These maps contain X-Y-Z coordinates and other location identifying features. In July 2003, NYMTC adopted Resolution #172 recognizing and expressing the need for timely and accurate accident data. The resolution urges the NYS DMV to take immediate steps to improve the timeliness of accident data reporting and the resolution encourages it member jurisdictions to work with the NYS Police on taking steps to adopt and deploy the electronic accident reporting strategies that will ensure the long term realization of the most efficient, timely and accurate accident data system. As of July 2006, TraCS is licensed in 248 local police agencies in 54 counties. Additional information can be found on the NYS Police website at: http://www.tracs.troopers.state.ny.us/ . Some agencies maintain their own crash database. For example, NYCDOT receives crash data within a few days of the crash directly from NYPD; however, it is not as detailed as the AIS data. The NYPD investigates all fatal or likely-fatal accidents, but their first interest is culpability. NYCDOT sends their own team out to investigate the fatal accident sites to ensure NYMTC Pedestrian Safety Study 26
that the proper signage and other traffic control devices are in place and functioning properly. NYCDOT also can get copies of the accident reports (the MV-104 reports); however, the forms are sometimes illegible or incomplete. The NYCDOT database provides comprehensive information on accident statistics, including information on accident factors, vehicle types, and demographics. Nassau County also has their own crash data, based on MV-104 reports the County police have put into an electronic database. Some village police departments also have electronic crash data, which is combined with the County data. However, other villages collect data with little detail. Nassau County also uses data from the County Health Department; they find this data is much more complete. Their goal is to have all of the data in a GIS system. The Port Authority of New York and New Jersey also has its own crash database, Accident Analysis and Management System (AAMS). The database includes crashes on Port Authority property. The data is collected by the Port Authority Police using their own motor vehicle accident report form. The crash locations are recorded at the site of the crash by the police marking the exact location on detailed facilities map on letter sized paper. The maps are reproduced from the AutoCAD drawings of the Port Authority facilities. The marked location is used to produce a GIS database of the crashes, which allows them to identify clusters of crashes. The data is entered into the Accident Analysis and Management System (AAMS), which is an SQL database that features AutoDesk MapGuide GIS technology. New Jersey Department of Transportation maintains a crash database for the state of New Jersey. The data is based on police reports, which are compiled by NJDOT into an Access database and is available on the web. Crash data is available for state, county, and local roads, for about 330,000 crashes per year. Their timeliness is much better than in New York State; crash data from the previous year is available in May. The crash location is not geo-coded; however, location information is getting better as the base maps are improving. NJDOT has a good list of aliases to match locations. NJDOT also has a pilot program of electronic reporting of crash reports. New Jersey Transit also has their own data on bus crashes. Their database has 22 categories of crashes. They use it for trend analysis. Transportation Alternatives uses existing data from New York State to plot the locations of pedestrian and bicycle crashes in New York City on maps. In order to identify high crash locations, they use multi-year data, from 1995 to 2001. They have pointed out that maintaining the maps is a drain on their resources and suggested that it might better be done by a public agency. 3.3 Regional Pedestrian Safety Studies and Projects Every NYMTC county is undertaking projects that either are primarily directed to or have elements for improving pedestrian safety. Some of the more significant projects will be briefly described here. NYMTC Pedestrian Safety Study 27
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 and 20: Figure 2.3 Historic Trend in Annual
Page 21 and 22: than fatality rates.) The most noti
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: located by reference marker (the sm
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
Page 77 and 78: Roadway narrowings are used to prov
Page 79 and 80: have experienced a maintenance prob
Page 81 and 82: measures with specific geographic a
Page 83 and 84: and 3.0 feet per second more approp
Page 85 and 86:
Figure 5.17 Split Phase Cycle Sourc
Page 87 and 88:
Combined Automatic and Actuated Sig
Page 89 and 90:
5.2.5 Visibility To insure safety,
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Pedestrian Crosswalk Signs: There a
Page 93 and 94:
also be placed next to the stop lin
Page 95 and 96:
Table 5.5 Crash Reduction Factors f
Page 97 and 98:
ask them to act as role models for
Page 99 and 100:
5.3.3 Educating Local Officials and
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• Good planning and organization.
Page 103 and 104:
VI. FUNDING Funding for pedestrian
Page 105 and 106:
York, Projects are chosen by the NY
Page 107 and 108:
NHTSA distributes the Section 402 f
Page 109 and 110:
VII. RECOMMENDATIONS As noted in Ch
Page 111 and 112:
o Safe Routes to School • NYMTC s
Page 113 and 114:
easy to use is residential populati
Page 115 and 116:
REFERENCES American Council of the
Page 117 and 118:
ITE (1998) Design and Safety of Ped
Page 119 and 120:
Parsons Brincherhoff Quade & Dougla
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Intentionally left blank. NYMTC Ped
Page 123 and 124:
Intentionally left blank. NYMTC Ped
Page 125 and 126:
NYMTC Pedestrian Safety Interview f
Page 127 and 128:
12. Do you have any strategies or t
Page 129 and 130:
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
Page 137 and 138:
Appendix D: ON LINE PEDESTRIAN SAFE
Page 139 and 140:
FARS Query System is an interactive
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Education and Enforcement Counterme
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Appendix E: NEW YORK CITY FATATLIES
Page 145 and 146:
Appendix F: Prompt Lists for Pedest
Page 147 and 148:
Pedestrian Safety Prompt List Gener
Page 149 and 150:
pathway provide direct access to wa
Page 151 and 152:
If so, is there a sign that explain
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