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Posts from the "Pedestrian safety" Category

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New Data Reveal Which City Agency Is Running Over the Most Pedestrians

Over the past eight years, there have been more than 1,200 personal injury claims against the city involving pedestrians injured or killed by drivers of city vehicles, including 22 pedestrian deaths, according to a new report and interactive map from Comptroller Scott M. Stringer [PDF]. Over the same period, the city paid $88 million for pedestrian injury settlements and judgments. Claims have held steady in recent years, with NYPD consistently holding the top spot among city agencies.

The document is an update to Stringer’s “ClaimStat” report from July, which offered broad numbers on the city’s motor vehicle-related property and injury claims. Today’s report takes a deeper dive into claims related specifically to pedestrian deaths and injuries. It did not examine bicyclist injuries or deaths.

Pedestrians killed by city drivers within the past eight years include Ryo Oyamada, killed by an NYPD driver in Queensbridge last year, and Roxana Sorina Buta, killed by a hit-and-run DOT dump truck driver in 2012. Claims against the city for pedestrian deaths over the past eight years are concentrated in three departments, according to data provided to Streetsblog by Stringer’s office. There were eight claims filed against NYPD, five against FDNY, and four against DSNY. The departments of Education, Transportation, Health and Mental Hygiene, and the Administration for Children’s Services had one pedestrian death claim each. One claim was not assigned to a specific agency. 

City government has more than 28,000 vehicles and 85,000 authorized drivers, according to Stringer. During fiscal years 2007 through 2014, there were 1,213 pedestrian personal injury claims filed, including 22 pedestrian fatalities. The city paid out $88,134,915 during the same period for pedestrian injury cases.

Most claims are concentrated in denser neighborhoods, with Community District 5 in Midtown Manhattan leading the city with 50 claims.

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Eyes on the Street: West End Avenue Gets Its Road Diet

West End Avenue at 85th Street. Photo: John Simpson

West End Avenue at 85th Street. Photo: John Simpson

After Cooper Stock and Jean Chambers were killed in West End Avenue crosswalks by turning drivers earlier this year, DOT unveiled a 35-block road diet for the dangerous Upper West Side street. Now, the plan is on the ground, and pedestrian islands are set to be installed within a month.

The redesign is a standard four- to three-lane road diet, slimming from two lanes in each direction to one lane per direction with center turn lanes. Bike lanes not included.

Streetsblog reader John Simpson sent in photos of the new street design on the ground between 85th and 86th Streets. The repaving and striping appears to be mostly complete.

Concrete pedestrian refuge islands are planned for 72nd, 79th, 95th, and 97th Streets. On Tuesday, DOT staff told the Manhattan Community Board 7 transportation committee that islands will be installed at 95th and 97th Streets “within the month,” reports Emily Frost at DNAinfo. Islands at 72nd and 79th were added to the plan after complaints that the project didn’t include enough of them. Update: DOT says a pedestrian island at 72nd Street will be installed next year, while neckdowns will be built at 79th Street in the coming months as part of a Safe Routes to School program.

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155th Street Ped Safety Fixes Clear Three Uptown Community Board Votes

The Manhattan side of the 155th Street Bridge is a complex intersection where pedestrians are too often forgotten within a swirl of turning vehicles and impatient drivers. The intersection is also on the border of three community boards, adding extra layers of review for DOT efforts to improve safety. As of last night, transportation committees at all three boards have voted in support of the proposal, which will add pedestrian islands and turn restrictions while shortening crossing distances and calming traffic [PDF]. After it clears the full boards, the safety fixes are scheduled to be installed next year.

The plan will add four curb extensions and one pedestrian island to the Manhattan side of the 155th Street Bridge. Image: DOT [PDF[

The plan has three turn bans, four curb extensions and one pedestrian island for the Manhattan side of the 155th Street Bridge. Image: DOT [PDF]

The location is more dangerous than 99 percent of Manhattan’s intersections. From 2008 to 2012, there were 72 traffic injuries, eight of them severe, at this single location, and nearly two of every five pedestrian crashes happen while the victim is walking with the signal, according to DOT. More than a quarter of crashes involve left-turning drivers, far higher than the numbers at other Manhattan intersections.

A plan for the intersection has been in the works for nearly two years. DOT’s proposal includes three new turn bans, four new concrete curb extensions, and one new pedestrian refuge island at the intersection of West 155th Street, Edgecombe Avenue, St. Nicholas Place, and Harlem River Driveway. On St. Nicholas Place, the agency is proposing new crosswalks at 152nd Street and three pedestrian islands, one each at 151st, 152nd, and 153rd Streets.

CB 12′s transportation committee voted unanimously to support the plan earlier this month. Last night, committees at community boards 9 and 10 followed suit. The vote at CB 10 was 6-0, with one abstention, according to committee chair Maria Garcia. At CB 9, the committee voted 7-0 to support the plan.

The Assembly member representing the area — Herman “Denny” Farrell, chair of the powerful Ways and Means Committee — has been a regular presence at public meetings for the project. He attended both committee meetings last night to speak about the plan. “I’m 90 percent in favor of it,” he told CB 10. “I’m 10 percent in opposition to elimination of the left turn onto St. Nicholas Place.”

Farrell was referring to a proposal to prohibit westbound drivers on 155th Street from turning onto southbound St. Nicholas Place. The turn ban would create space for a pedestrian island on St. Nicholas Place and direct drivers to instead turn left at the next intersection, at St. Nicholas Avenue. Farrell was concerned that the additional left turns at that location would pose a safety hazard. The plan converts one of the lanes on 155th Street at St. Nicholas Avenue to a dedicated turn lane. According to DOT, 110 drivers make the left turn onto St. Nicholas Place during rush hour. The agency said at previous meetings that the intersection should be able to handle the additional traffic.

While committee members shared Farrell’s concern, none of the committees are asking DOT to take out the turn restriction. A draft of CB 9′s resolution asks DOT to provide follow-up data from the St. Nicholas Avenue intersection on the impact of the turn ban.

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Momentum Builds for Car-Free Trials in Central Park and Prospect Park


The very first Streetfilm was released 10 years ago, for a campaign that’s on the verge of a major milestone today.

On Tuesday, Council Members Mark Levine and Helen Rosenthal introduced a bill that would make the entirety of the Central Park loop car-free for three months next summer. The city would be required to release a report on the trial before the end of the year. Momentum is also building for a car-free trial in Prospect Park, which has received the backing of Borough President Eric Adams.

While recent summer car restrictions by DOT have kept the Central Park loop south of 72nd Street open to motor vehicles, the bill introduced this week would make the entire park loop car-free from June 24 to September 25 next year, with exceptions for emergency vehicles, service vehicles, vendors, and vehicles needed for events within the park. The bill directs the city to conduct a study of the impact on car traffic, pedestrian flow, and other factors. (The legislation directs the Parks Department to lead the study, but a Levine spokesperson said it will be amended to give that responsibility to DOT.)

There are other changes rumored to be on the table for Central Park, as well, including design modifications to the loop, changes to traffic signals, and a speed limit as low as 15 or 20 mph. Levine suggested a 20 mph speed limit after cyclists killed pedestrians in two separate park crashes this summer.

While Central Park has gotten most of the attention lately, Levine said Prospect Park also deserves a car-free loop. “I believe we should ban cars in both parks,” he said. “I am looking for a Brooklyn co-sponsor.”

Council Member Brad Lander, whose district covers most of Prospect Park, is a likely sponsor, but his office did not have a response to Streetsblog’s questions. Borough President Eric Adams, however, came out in favor of such a bill. ”I am supportive of potential legislation that would create a car-free trial and study of Prospect Park,” he said. “I welcome any of my Brooklyn colleagues in the City Council discussing such a plan with me.”

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Rumor Mill: Safety Overhaul in the Works for the “Boulevard of Death”

Word on the street is that Queens Boulevard could be the first major arterial redesign initiated by Polly Trottenberg’s DOT.

DOT is preparing to launch an effort to redesign Queens Boulevard. Photo: gaspi/Flickr

DOT is reportedly preparing to launch an effort to redesign Queens Boulevard. Photo: gaspi/Flickr

At a Friday panel on transportation equity organized by the Congress for the New Urbanism, architect John Massengale said he is working with Transportation Alternatives on conceptual designs that will spark conversation before DOT hosts workshops about the project. ”The idea is that side lanes on the multi-lane boulevard become much, much slower,” Massengale said. The basic framework he envisions would include wider sidewalks and a protected bike lane next to the sidewalk.

DOT has not responded to a request for comment, but a source familiar with the project confirmed that the agency will soon reach out to elected officials and community boards about remaking what’s long been known as the “Boulevard of Death.” Update: ”Safety on Queens Boulevard is a priority for DOT,” an agency spokesperson said in a statement. “We continue to engage elected officials, community boards and other local stakeholders in the coming months in a conversation about Queens Boulevard safety.”

While fatalities on Queens Boulevard dropped after changes made more than a decade ago, the street still ranks as one of the borough’s most dangerous streets. In May, DOT added Queens Boulevard to its arterial Slow Zone program, but did not lower its speed limit to 25 mph.

Volunteers at TA have spent years building support for a safer Queens Boulevard, with a united front of council members and growing interest from community boards along the street.

Massengale said New York will have to continue breaking new ground on street design to eliminate traffic deaths. “These new arterials, they have cut fatalities,” Massengale said, referring to NYC DOT’s protected bike lane and arterial traffic calming projects. “But this design is not going to get to zero, because the only way to get to zero is to slow the cars way down.” Even recently redesigned streets like Second Avenue, he said, don’t have design speeds that match the city’s impending 25 mph speed limit.

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Report: Pedestrian Injuries Caused by Cyclists Declining in NYC

Contrary to the would-be bikelash revivalists among the city press corps, a new study finds that injuries to pedestrians hit by cyclists are on the decline in NYC.

Released this week, the study was authored by Peter Tuckel and William Milczarski of Hunter College, along with NYU’s Richard Maisel. Reporting for CityLab, Sarah Goodyear writes that researchers examined hospital records in New York City and New York State between 2004 and 2011, in addition to California records from 2005 to 2011.

The study adds more recent information to figures Tuckel and Milczarski shared with Streetsblog in 2011, and reflects the same trends. As NYC added bike infrastructure and more cyclists took to the streets, the report says, the rate of injuries to pedestrians caused by cyclists dropped. Writes Goodyear:

In both New York City and New York State, which the researchers considered separately, the current decline began after several years of a steady upward trend. Between 2004 and 2008, the rate of cyclist-caused pedestrian injuries in New York State went from 3.29 per 100,000-person population to 5.45, then dropped to 3.78 by 2011. In New York City, the rate climbed from 4.26 in 2004 to 7.54 in 2008, but then fell again, to 6.06 by 2011.

As the paper states, the sheer number of cyclists in New York City soared during the years in question: The number of people biking into lower Manhattan, for instance, doubled between 2007 and 2011, according to the New York City Department of Transportation.

Overall, Goodyear writes, cyclists injured 7,904 pedestrians in New York State, NYC included, between 2004 and 2011. Ninety-two percent of victims were treated as outpatients.

For the sake of comparison, New York State motorists injured and killed approximately 22,000 pedestrians and cyclists in 2012 alone. City cyclists have killed three pedestrians since 2009, with two fatal crashes occurring in the last two months. Drivers killed 178 pedestrians and cyclists in NYC in 2013, according to NYPD.

The report attributes the drop in injuries to pedestrians becoming more accustomed to cyclists on the streets, safety education campaigns, and a higher number of kids being driven to school and fewer playing outside, though that stat is likely not as relevant in NYC.

“The other, more compelling explanation advanced by the researchers is that improvements in bike infrastructure have led to streets that are safer for all users,” writes Goodyear. “They cite NYC DOT reports that show, for instance, a decline of 58 percent in injuries to all users on Ninth Avenue, where a protected bike lane was part of a significant street redesign.” The city doubled the size of its bike network between 2007 and 2010.

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To Make Atlantic Ave Safer, Advocates Want to Hear All About Its Problems

Efforts to improve safety along Atlantic Avenue are moving ahead as advocates gain support and the Department of City Planning continues its study of the dangerous arterial street.

Residents point out dangerous locations on Atlantic Avenue at a meeting hosted by Transportation Alternatives on Saturday. Photo: Mia Moffett

Brooklyn CB 8 transportation committee co-chair Dr. Frederick Monderson points out dangerous locations near Atlantic Avenue at a meeting hosted by Transportation Alternatives on Saturday. Photo: Mia Moffett

Each year, about 140 pedestrians and cyclists are seriously injured or killed on Atlantic Avenue, according to Transportation Alternatives. The Tri-State Transportation Campaign ranked Atlantic the third-most dangerous street for walking in Brooklyn [PDF], and a poll commissioned last September by TA found that likely Brooklyn voters named Atlantic the worst street for pedestrians in the entire borough [PDF].

With the de Blasio administration’s Vision Zero agenda in mind, the Department of City Planning kicked off its transportation study of Atlantic Avenue in June.

DCP has already met with the transportation committees of community boards 2, 3, and 8, which cover the study area between Vanderbilt and Ralph Avenues. Last month, the agency told the CB 2 transportation committee the study should wrap in the spring, with preliminary results scheduled for release in February.

In the meantime, volunteers with TA are asking residents what they want improved along Atlantic. On Saturday, about 30 people attended a presentation [PDF] and walk TA hosted on Atlantic between Classon Avenue and Albany Avenue.

“There’s a misconception that Atlantic Avenue isn’t used by people who aren’t in cars. When you get out there and you’re walking around, you see you’re actually not the only one,” said TA volunteer Mela Ottaiano. Although the city made Atlantic the first 25 mph arterial slow zone before the new speed limit is expanded citywide, it remains a high-speed road. ”We all know those cars are speeding, because you can hear it,” Ottaiano said. ”It was really eye-opening for a lot of people.”

“There are thousands of people that live on the side streets, and they are crossing Atlantic every day,” said Dave “Paco” Abraham, another TA volunteer. In addition to speeding, the group found insufficient lighting, difficult-to-navigate walkways at New York Avenue, and cars parked on the sidewalk.

Members of Community Boards 2 and 8 joined the walk, but there was no one from CB 3. “We reached out to CB 3 to attend the walk. I did not hear back from them,” said TA Brooklyn organizer Luke Ohlson. “We would’ve loved for them to come.”

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Traffic Lights Don’t Belong on a Park Loop

It's full of cyclists and joggers, but Amsterdam's Vondelpark loop is designed differently than the one in Central Park. Photo: Jannes Glas/Flickr

Cyclists, joggers, and walkers coexist on the loop in Amsterdam’s Vondelpark. Photo: Jannes Glas/Flickr

Two separate crashes in which cyclists struck and killed pedestrians on the Central Park loop have garnered more media attention than any other traffic safety issue in the past two months. In addition to the inevitable reemergence of a few bikelash trolls, the collisions have led to a round of less spiteful stories that still miss the mark, framing the whole issue in terms of adherence to traffic lights. Collisions on the loop roads in both Central Park and Prospect Park are preventable, but trying to compel pedestrians and cyclists to obey signals won’t get the job done.

It’s easy to gather a ton of B-roll of cyclists in the parks proceeding through red lights and pedestrians crossing against the signal or outside crosswalks. This type of coverage, however, misses the point: The problem in the park isn’t that people are disobeying the stop lights. The problem is the traffic lights themselves, which cause more conflict than they prevent.

Traffic signals came to New York in 1920, to impose order on what the New York Times recently called “the growing onslaught of automobiles” navigating the city’s right-angled intersections. On the park loops, conditions are quite different: People crossing on foot, no longer on the lookout for high-speed motorized traffic, expect greater freedom of movement, while the stream of joggers and cyclists on the road, unencumbered by bulky metal cages and generally moving at speeds that enable eye contact with other people, can engage with their surroundings in a way that drivers cannot. It’s nothing like the intersection of two city streets, yet it has similar traffic control devices.

Expecting pedestrians and cyclists in Central Park to obey traffic lights is like expecting drivers on the Belt Parkway to use hand signals before they change lanes. It’s the wrong technique, applied to a situation where it just won’t work.

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Eyes on the Street: Brooklyn Hit-and-Run Aftermath at 4th Ave and Degraw

An officer from the 78th Precinct inspects the vehicle on Degraw Street after its driver fled yesterday morning. Photo: Mike Donohue

After the driver fled the scene, a 78th Precinct officer inspects a car on Degraw Street. Photo: Mike Donohue

Reader Mike Donohue sends this eyewitness account of a driver who fled the scene of a crash in Park Slope Sunday morning.

At about 9:45 a.m., Donohue was on his bike, stopped at a red light on Degraw Street at Fourth Avenue. When the light turned green for traffic on Degraw, a driver heading north on Fourth Avenue ran the light and made a high-speed left turn onto Degraw, crashing into a road construction site and hitting a parked car. With airbags deployed and steam rising from the engine, Donohue says the driver got out “and started slowly jogging away.”

A group of people, including Donohue and members of the construction crew, began following the driver before he disappeared near the Wyckoff Gardens housing complex at Third Avenue and Baltic Street. Donohue called 911 while trailing the suspect before returning to the crash scene to snap a photo.

“I’m pretty sure criminality is suspected,” Donohue said. “At one point, the cops told me that he’d run over a little girl, and they were going to do everything they could to catch the guy.”

NYPD’s press office did not immediately have any information on the crash, and could not confirm that a child was injured. FDNY said it responded to a call at 9:52 a.m. of a pedestrian struck on Fourth Avenue at Union Street, two blocks south of Degraw. One person was transported to Methodist Hospital, but the fire department did not have information available on the victim’s age or condition.

Update (Thursday, October 2): 78th Precinct community council chair N. Wayne Bailey told Streetsblog that at the council’s meeting on Tuesday, officers said the crash resulted in some property damage but no injuries, and that they did not make any comments about a little girl being struck. NYPD continues to search for the driver.

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Eyes on the Street: Safer Streets Come to Jackson Heights

New curb extensions are popping up on 37th Avenue in Jackson Heights. Photo: Clarence Eckerson Jr.

New curb extensions are popping up on 35th Avenue in Jackson Heights. Photo: Clarence Eckerson Jr.

In June, Queens Community Board 3 overwhelmingly supported two traffic safety projects: a neighborhood Slow Zone for part of Jackson Heights and new pedestrian islands on Northern Boulevard. Now those improvements plus multiple Safe Routes to School projects are being installed. Clarence Eckerson Jr. snapped some photos earlier this week as DOT crews poured concrete and installed new signs and speed humps.

The Slow Zone covers the area between 34th and Roosevelt Avenues, with the eastern boundary at 87th Street and the western boundary along Broadway and the Brooklyn Queens Expressway [PDF]. It is bringing 20 mph speed limits and 26 new speed humps to the area, which contains six schools, two daycare and pre-K facilities, and one senior center. Slow Zones are popular with CB 3, where they have already been installed in Corona and Jackson Heights/East Elmhurst.

On Northern Boulevard, crews are installing nine new pedestrian refuge islands at key intersections along 40 blocks between 63rd and 103rd Streets [PDF]. At its June meeting, CB 3 asked DOT to extend the project east to 114th Street with more pedestrian islands. Pedestrian islands have already been installed at 63rd Street, where 8-year-old Noshat Nahian was killed on his way to school last December.

DOT has installed pedestrian islands on Northern Boulevard, including here at 89th Street. Photo: Clarence Eckerson Jr.

DOT has installed pedestrian islands on Northern Boulevard, including at 89th Street. Photo: Clarence Eckerson Jr.