Skip to content

Posts from the "Pedestrian safety" Category

4 Comments

Chin Calls for Safety Fixes After Driver Injures Three Women on South Street

South Street at Rutgers Slip, before a traffic signal and crosswalks were installed last year. Photo: Google Maps

A driver seriously injured three women in the crosswalk at South Street at Rutgers Slip in Manhattan yesterday, and one of the victims is facing life-threatening injuries. In response, Council Member Margaret Chin called on DOT to study pedestrian safety along this stretch of South Street, where many residents of Chinatown and the Lower East Side cross beneath the FDR Drive to access the East River Esplanade.

DOT says it is conducting a safety review of the intersection, where it installed a traffic light and crosswalks last year. Meanwhile, NYPD says the women were crossing against the signal and that it does not suspect “any criminality” by the driver.

Yesterday at around 6:50 a.m., the three women were in the crosswalk at Rutgers Slip when a 34-year-old woman driving a Volvo northbound on South Street struck them. Two of the victims, age 60 and 67, were seriously injured, while a third, whom NYPD said is in her 70s, sustained life-threatening injuries. All three were taken to Bellevue Hospital.

It’s not known if the driver was distracted when she struck the three women in the road. She is not facing any charges and did not receive a summons for any traffic violations. The Collision Investigation Squad is investigating. ”It appeared the driver had the light,” NYPD’s press office said today. “Nothing here to indicate any criminality.”

Read more…

6 Comments

Planning For Growth and Safer Streets at Bronx Metro-North Stations

Once the MTA’s East Side Access project is finally complete, a few additional upgrades will allow Metro-North’s New Haven Line trains to stop at new stations in the East Bronx and cross the Hell Gate Bridge before heading to Penn Station. The Bronx is also expected to grow faster than any other borough in the coming years. With both factors in mind, the Department of City Planning has released a new report on the potential for transit-oriented development at Metro-North stations in the Bronx.

The study examined the development opportunities and street safety needs aroudn eight existing and proposed Metro-North stations. Image: DCP

The study examined development opportunities and street safety needs around eight existing and proposed Metro-North stations. Image: DCP

The study examines not only potential development but also how to improve access to train stations in neighborhoods divided by highways, rail lines, hills, and superblocks.

The plan focuses on eight Metro-North stations: University Heights and Morris Heights on the Hudson Line; Williams Bridge, Fordham, Tremont, and Melrose on the Harlem Line; and Morris Park and Parkchester/Van Nest on the proposed Hell Gate Line.

“The reason we chose these stations is because they had the greatest capacity for growth,” DCP project manager Shawn Brede told the City Planning Commission during a presentation last week. The borough is projected to have the fastest growth rate in the city, with nearly 200,000 additional residents by 2040, a 14 percent increase over today.

DCP hopes to focus much of that growth in transit-accessible areas, and shifts already underway in the borough’s commuting patterns show why Metro-North stations could be especially important. “The Bronx has the largest reverse commute [population] in the nation, and likely the fastest-growing,” said Carol Samol, director of DCP’s Bronx office. Nearly one in ten working Bronx residents commutes north of the city, according to Census data cited by DCP, and the highest concentration of jobs is along the New Haven Line.

While many Bronxites are commuting to suburban jobs, making it from Metro-North to work often isn’t easy. “When people are going up to these job centers, they get off the train and they can’t make that last mile,” Brede said at last week’s presentation. Planners in Westchester and Connecticut are working on projects funded by the same federal planning grant from the Department of Housing and Urban Development to address these and other issues.

In addition to reverse commutes, the report looks at growing job centers within the Bronx that lack sufficient transit. The area around the proposed Metro-North station at Morris Park is a good example. “It doesn’t have a lot of transit access right now. The majority of people coming in are typically driving to this area,” Brede said.

Read more…

1 Comment

Older Pedestrians More Likely to Die in Traffic: Will New York State DOT Act?

Manhattan is the most dangerous borough for residents age 60 and older to walk, and older pedestrians throughout the metro region suffer disproportionately from deadly traffic violence, according to a new report from the Tri-State Transportation Campaign.

With older pedestrians more likely to be killed by drivers, will NYS DOT Commissioner Joan McDonald heed recommendations for safer streets? Photo: CT.gov

With older pedestrians more likely to be killed by drivers, will NYS DOT Commissioner Joan McDonald heed recommendations for safer streets? Photo: CT.gov

The report recommends that New York, New Jersey, and Connecticut adopt NACTO design guidelines for safer, multi-modal streets. New York State DOT said recently that the agency will not endorse NACTO standards for roads categorized as “collectors” and “arterials,” which are some of the state’s most heavily-traveled and dangerous streets.

For its latest annual “Older Pedestrians at Risk” report, Tri-State analyzed 10 years of metro area data from the Census Bureau and the National Highway Traffic Safety Administration Fatality Analysis Reporting System. While people age 60 and older made up 17 percent of the population in Manhattan from 2003 to 2012, they accounted for 42 percent of the 364 pedestrian fatalities that occurred during that time.

“At 5.46 per 100,000, the pedestrian fatality rate for Manhattan residents aged 60 and older was 3.67 times that of residents younger than 60,” says the report. “For those aged 75 years plus, the fatality rate (8.33) was 5.59 times that of their younger neighbors.”

In Nassau County, people age 60 and older were three and a half times more likely to be killed by a driver while walking than younger residents. Older residents of Westchester County faced three times the risk.

While much of the data was gleaned from local roads, not state roads, NYS DOT could allocate its resources to improve safety on any type of street in New York.

Data for other boroughs was reported as follows.

  • Brooklyn: 473 total pedestrian deaths, with a rate of 4.94 fatalities per 100,000 residents for people age 60 and older — four times that of younger residents. The fatality rate for Brooklynites age 75 and older was 6.63 per 100,000 people.
  • Bronx: 225 total pedestrian deaths, with a rate of 3.94 fatalities per 100,000 residents for people age 60 and older — more than three times that of younger residents. The fatality rate for Bronxites age 75 and older was 4.05 per 100,000 people.
  • Queens: 364 total pedestrian deaths, with a rate of 3.75 fatalities per 100,000 residents for people age 60 and older — more than three times that of younger residents. The fatality rate for Queens residents age 75 and older was 5.79 per 100,000 people.
  • Staten Island: 76 total pedestrian deaths, with a rate of 3.57 fatalities per 100,000 residents for people age 60 and older — three times that of younger residents. The fatality rate for Staten Islanders age 75 and older was 5.56 per 100,000 people.

Read more…

35 Comments

CB 7 Committee Unanimously Endorses Road Diet for West End Avenue

The Community Board 7 transportation committee last night unanimously endorsed the DOT proposal to improve pedestrian safety on West End Avenue, where drivers have killed two pedestrians this year.

The plan endorsed last night includes more pedestrian islands than a prior version but no bike lanes. Image: NYC DOT

The plan would convert the street from four through lanes to two, with a flush center median, left turn bays, and pedestrian islands at the intersections where Jean Chambers and Cooper Stock were struck.

The plan presented last night was expanded, according to TA’s Tom DeVito, with pedestrian islands at more intersections. We’ll have specifics in a future post.

No bike lanes are included in the proposal, leaving a lot of street design experts scratching their heads, wondering what happened to the bike-friendly NYC DOT. Cyclists would be left to jockey among moving and double-parked vehicles in a 13-foot lane designated for parking and loading. With bike-share set for a possible expansion uptown, former DOT policy director Jon Orcutt tweeted yesterday that the lack of bike lanes could be a “missed opportunity.”

State Senator Adriano Espaillat and former City Council Member Robert Jackson attended to voice support for the plan. (Jackson is currently challenging Espaillat for his senate seat.) Espaillat said he would like DOT to implement safety measures on Amsterdam Avenue as well. Last December CB 7 asked DOT to study a protected bike lane on Amsterdam. DOT recently said the agency would present its findings soon.

The next CB 7 full board meeting is set for September 2.

30 Comments

Tonight: Speak Up for Pedestrian Safety on Deadly West End Avenue

Image: NYC DOT

Image: NYC DOT

Tonight, the transportation committee of Manhattan Community Board 7 will vote on a DOT proposal to improve safety on West End Avenue, where drivers have killed two pedestrians in 2014. If you live, work, or play on the Upper West Side, your voice could put this proposal over the top.

West End Avenue serves as a thoroughfare for drivers entering and exiting the Henry Hudson Parkway. It is lined with schools and, as home to a high population of seniors, is within a DOT Safe Streets for Seniors focus area. From 2008 to 2012, 148 pedestrians and cyclists were injured in traffic crashes on West End Avenue from W. 75th Street to W. 106th Street, with 11 severe injuries, according to DOT. During that time, 168 motor vehicle occupants were injured, eight severely, which gives some indication of how fast motorists drive on the street.

DOT proposes to give West End Avenue a road diet, converting it from four through lanes to two from W. 72nd Street to W. 106th Street, and adding a flush center median with left turn lanes, with 13-foot parking lanes on both sides [PDF].

DOT would prohibit northbound left turns at W. 97th Street and southbound lefts at W. 95th Street — intersections where drivers killed Cooper Stock and Jean Chambers, respectively. Pedestrian islands would be installed in the north and south crosswalks at W. 95th and W. 97th Streets.

A southbound right turn lane would be added curbside at W. 96th Street. Parking would be removed from the west side of West End Avenue between 97th and 96th, which would improve pedestrian visibility. A current parking restriction on the south side of W. 95th Street from Riverside Drive to West End Avenue would be lifted.

No bike lanes are included in the DOT proposal.

Read more…

Streetsblog USA No Comments

People in Low-Income Areas More Likely to Be Killed While Walking

Who is most at risk of being hit by a car?

Image: Governing

Pedestrian fatality rates are highest in low-income neighborhoods. Image: Governing

People on foot make up a growing proportion of people killed in traffic — 15 percent in 2012, up from 11 percent in 2007. Children, seniors, and people of color account for a disproportionate share of the victims.

So do people living in low-income areas, according to a new analysis by Governing. A review of pedestrian deaths from 2008 to 2012 revealed that the fatality rate is twice as high in America’s poorest neighborhoods as in higher-income neighborhoods.

Governing’s Mike Maciag writes that efforts to improve walkability have often been centered in downtown areas and commercial districts while poor people, priced out of those neighborhoods, are moving into less walkable suburbs:

Bridging the Gap, a program of the Robert Wood Johnson Foundation, conducted field research assessing a sample of street segments in 154 communities in 2010. In high-income areas, 89 percent of streets had sidewalks, while only 49 percent did in low-income areas. Marked crosswalks were found in 13 percent of high-income areas, compared to just 7 percent of streets in low-income communities. The study found similar disparities for street lighting and traffic calming devices.

To some degree, people living in poor neighborhoods may be more at risk of being hit while walking because they walk more than people who can afford cars. But low-income neighborhoods are also more burdened by the legacy of car-centric street design than affluent neighborhoods. “Historically, many could not fend off construction of highways and major arterial roadways the way wealthier communities did,” Maciag writes.

Low-income neighborhoods that struggle with high crime rates may have the added problem of what former DC and Chicago DOT Commissioner Gabe Klein has called “a broken windows effect,” whereby reckless driving and violent crime exacerbate each other. In places where violent crime rates are higher, the thinking goes, motorists are also less likely to observe the law, putting pedestrians at risk.

Add to that the evidence that drivers are less likely to slow down or stop for people of color and you have a recipe for gross inequity on our streets.

14 Comments

DOT Announces New Arterial Slow Zones Across the Boroughs

On Friday, DOT announced the second round of Arterial Slow Zones, which will expand the program by 14 streets before the end of the year.

State Senator Adriano Espaillat and City Council reps Ydanis Rodriguez and Helen Rosenthal inaugurated the Broadway Arterial Slow Zone today. DOT announced on Friday that 14 additional arterials will get the slow zone treatment before the year is out. Photo: ##https://twitter.com/EspaillatNY/status/496363520024670208##@EspaillatNY##

State Senator Adriano Espaillat and City Council reps Ydanis Rodriguez and Helen Rosenthal inaugurated the Broadway Arterial Slow Zone today. DOT announced on Friday that 14 additional arterials will get the slow zone treatment before the year is out. Photo: @EspaillatNY

The first of those streets to get the slow zone treatment is Jerome Avenue in the Bronx, where as of today the speed limit is 5 miles per hour lower along a five-mile segment, from E. 161st Street to Bainbridge Avenue, according to a DOT press release.

Arterials comprise 15 percent of total NYC street mileage, but account for some 60 percent of pedestrian fatalities. With high-visibility signage, changes in signal timing, and — ostensibly — increased law enforcement, the Arterial Slow Zone program brings a focus to streets that are especially dangerous.

“In total, dangerous speeding will be reduced on more than 65 miles of major corridors that have seen 83 fatalities,” the DOT press release says.

The citywide default 25 mph speed limit is expected to be implemented by October.

Here are the other phase two streets, with the expected slow zone completion month and their respective number of pedestrian fatalities from 2008 to 2012:

  • Manhattan: Seventh Avenue from Central Park South to 11th Street, August, four fatalities
  • Brooklyn: Coney Island Avenue from Park Circle to the Boardwalk, September, six fatalities
  • Queens: Roosevelt Avenue from Queens Boulevard to 154th Street, September, five fatalities
  • Staten Island: Victory Boulevard from Bay Street to Wild Avenue, September, five fatalities
  • Brooklyn: Utica Avenue from Malcom X Boulevard to Flatbush Avenue, October, 12 fatalities
  • Brooklyn: Flatbush Avenue/Flatbush Avenue Extension from Concord Street to Hendrickson Place, October, 11 fatalities

Read more…

5 Comments

Eyes on the Street: Slower Speed Limits Coming to Broadway, Southern Blvd

nypd_speed_notice

A Streetsblog reader sent in this NYPD flyer posted in the lobby of his apartment building on the Upper West Side, and another reports getting the same notice via email yesterday.

The citywide 25 mph speed limit enacted by Albany this session is expected to go into effect in October. In the meantime, the de Blasio administration is moving ahead with its “Arterial Slow Zone” program, which combines 25 mph limits, safer traffic signal timing, and increased speed enforcement.

Broadway above Midtown and just about all of Southern Boulevard are next in line for the Slow Zone treatment, and it’s good to see NYPD marking the occasion with this straightforward street safety message.

40 Comments

DOT Proposes Road Diet But Only 4 Ped Islands for 35 Blocks of West End Ave

After two people were killed by motorists along one stretch of West End Avenue this year, DOT promised to calm traffic on this dangerous Upper West Side street. Before a packed house of about 200 residents last night, the agency said changes will be made in two phases, finishing by next spring. The plan: A standard road diet, taking the avenue from two lanes in each direction to one, while adding a center turn lane and widening parking lanes [PDF]. The project is an improvement over the status quo, but many residents last night wanted more.

35 blocks of West End Avenue are slated for a road diet. Intersections that had pedestrian fatalities this year, like 95th Street, will receive refuge islands and turn bans. Other intersections will not. Image: DOT

DOT will install a road diet on 35 blocks of West End Avenue. Intersections where pedestrians were killed this year, like 95th Street, will get pedestrian islands and turn bans. Others will not. Image: DOT

The plan covers the 35 blocks between 72nd and 107th Streets. West End Avenue is scheduled for repaving in two phases after utility work wraps up, and the road diet will be implemented then, said DOT Manhattan Borough Commissioner Margaret Forgione. The segment north of 86th Street is expected to be complete by the end of this year; south of 86th will be done next spring.

Only two intersections will get pedestrian islands along these 35 blocks. There will be two islands each at the two intersections where people lost their lives this year: West 95th Street, where Jean Chambers was killed July 10, and West 97th Street, where Cooper Stock was killed six months earlier.

Left turns from West End Avenue will be banned at those two intersections, and drivers turning left from the side streets will have to navigate around the islands, slowing their turns. Both Chambers and Stock were killed by drivers making left turns from side streets.

“This portion of West End Avenue is really handling a portion of regional trips of people going to and from the Henry Hudson Parkway,” said DOT Director of Bicycle and Pedestrian Programs Josh Benson. “We really think it’s going to influence the way people make those heavy left turns.”

Last night, residents were generally supportive of the proposals while asking the city to go further. While a few people opposed pedestrian-friendly parts of the plan, citing car congestion, they were outnumbered by residents who want more to be done. “Something needs to be at the centerline of every intersection, because if not, we’re going to have a death at 99th and a death at 100th,” said 99th Street resident Chris Henry.

“The proposal looks good, but could we have these islands at 72nd?” asked Candace Burnett, who lives near 72nd and Riverside Drive. Both 72nd and 79th Streets, like the area around 96th Street, mix pedestrians with heavy car traffic going to and from the Henry Hudson Parkway.

DOT senior project manager Jesse Mintz-Roth said the agency doesn’t currently have the resources for this project to study or include more pedestrian islands, though they could be added to the plan as it gets closer to implementation.

Read more…

67 Comments

NYPD: No Reason to Investigate Greenway Crash That Hospitalized Cyclist

A witness to the aftermath of a Hudson River Greenway crash that sent a cyclist to the hospital says NYPD officers, including personnel from the Collision Investigation Squad, said they did not intend to investigate the cause of the collision, explaining to bystanders that it was an “accident” while blaming the cyclist.

By declining to determine what caused a collision between a bus driver and a greenway cyclist, NYPD failed to take steps that could prevent future injuries. Photo: Hilda Cohen

By declining to determine what caused a collision between a bus driver and a greenway cyclist, NYPD failed to take steps that could prevent future injuries. Photo: Hilda Cohen

Just after 9:30 a.m. last Thursday, July 24, a NY Waterways bus driver and a cyclist collided at the greenway and W. 40th Street, in Hell’s Kitchen. Responders transported the cyclist to Bellevue Hospital in serious condition, FDNY said.

Reader Hilda Cohen, who alerted Streetsblog to the crash, asked officers at the scene if they would impound the bike as evidence. ”Why would we investigate?” an officer said, according to Cohen. “This was clearly an accident.” Cohen told Streetsblog the officer who made those comments was with the Collision Investigation Squad.

While “accident” implies no one was at fault, Cohen said police also preemptively blamed the cyclist. In the comments on our post last week, Cohen wrote: “The attitude was nightmarish, with comments like: ‘A bus isn’t gonna yield to anyone,’ [and] ‘The only reason this happened is because that guy was going too fast on his bike.’” NYPD also told Cohen the cyclist “hit the bus” before he was “dragged under the front wheel.”

The dismissiveness on the part of NYPD in this case is alarming for many reasons. For one thing, had they conducted an investigation, officers might have spoken with cyclists about the conflict between greenway users and turning drivers at the intersection where the crash occurred.

Cohen told Streetsblog via email that she spoke with cyclists, as well as police, at the scene. ”There was really a lot of talk about who was at fault, and sadly the majority figured the cyclist was at fault simply because it was a bus,” she said. “The fact is it is a bad design. Turning vehicles should yield to the path users — it is quite blatant — but the comments from the NYPD were excusing the driver, because it was a bus.”

Read more…