Data Driven Design - Matthew Roe, New York City DOT
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Transcript of Data Driven Design - Matthew Roe, New York City DOT
Data-Driven Design: State-of-the-Art Street Engineering
Istanbul 26 August 2013
• Urban Context & Challenge
• Pedestrian Safety Metrics
• Projects/Design
• Conclusions future research 2
Today’s Presentation
6,300 mi of streets & highways 781 bridges, 6 tunnels 12,000+ signalized intersections
• Needs – Measure city’s performance – Prioritize projects/measure facility performance – Evaluate projects/design changes
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Measurement Challenges
• Challenges – “NYC is different” – Fairness to modes – severity, exposure – Precision, timeliness – Work In Real Life
• Speed & Arterials • Likelihood of KSI increases steeply with
increased speed • Late-night crashes twice as deadly for
pedestrians • 2/3 of pedestrian fatalities are on arterial streets
(<15% of network) • Deadly combination: Speeding + midblock/
against signal crossing
• Left Turns & Other Conflicts – Both one-way and two-way arterials – 3 times as many pedestrian KSI as right turns – 47% of pedestrians killed in crosswalks had
right-of-way.
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Pedestrian Safety Challenges
Academic study of 5 years of pedestrian KSI cases (NYU/RPI/SUNY-Buffalo)
• National fatality rates are >3x higher than NYC rates • NYC has low PMT & VMT per capita
– Safer per trip, but more risky per mile. • Single-mode stats and PMT/VMT stats punish dense, safe urban areas
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Exposure Matters for City Comparisons
Traffic Fatalities per 100,000 Residents Yearly Average (2008-2010)
Journey-to-Work Transit + Walking
Mode Share (2008-2010)
Pedestrian Non-Pedestrian Total
NYC 1.8 1.4 3.3 68.3%
Peer Cities 2.1 4.4 6.5 26.8%
USA (less NYC) 1.4 10.2 11.5 8.2%
Sources: NYCDOT, NHTSA FARS, Census ACS 2010 3-year estimates (excl. worked at home)
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• Divide bicyclist KSI by indexed commuter bike volume
• Show improvement in safety per cyclist
• Not a comparison to other modes
• Risk indicator important when use of a particular mode is changing rapidly
• Similar method could be used for specific facilities/sub-city areas if data is available
Exposure Matters for Growing Modes
• KSI per mile over 5-year period (all modes) – KSI: Persons Killed or Severely Injured.
(Fatalities + “A” Injuries)
– Vulnerable road users more represented than in total injuries
– More spatiotemporal consistency than fatalities, but similar crash characteristics
– Reflects crash severity without requiring a specific weighting system
• High Crash Corridors: top 1/3 of mileage in each borough
• Allows quick project prioritization – Corridor safety issues should be addressed at
the corridor level – Fair to all modes – KSI/mile represents problem/cost
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Prioritizing Corridors
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Information for Planners and Designers
• KSI by mode
• High-Crash Corridor designation
• Injuries by severity by mode
• Map of corridor • Interface allows project managers to access
safety data quickly, determine priority level
• High Crash Locations prioritized
• Involve communities & local leaders at depth commensurate with project
• In-house implementation
• Fast – 6 to 18 months from initiation to completion
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Planning & Implementation
Monitoring & Before-After • Injury crashes • KSI • Radar speeds • Other data:
– Travel Times and/or LOS
– Community feedback
– Economic development
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Evaluation
• Before: – 60’ – Two lanes each
direction
• After: – One lane each
direction – Left turn bays – Bike lanes or wide
parking lanes (13’) – Planted refuge
islands
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Project Type: 4-to-3-Lane Conversion
Empire Boulevard, Brooklyn
• Before: – 50’, two lanes
• After: – Flush center
median – Left turn bays – Bike lanes or
wide parking lanes
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Project Type: 2-to-3-Lane Conversion
E. 180th Street, Bronx
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Project Type: Protected Bike Path
• Before: – Multi-lane one-way – Marked bicycle lane
• After: – Parking-protected
on-street bike path – Parking lane or
pedestrian plaza – Left turn bays w/
signal or “mixing zones”
– Shortened crossings 9th Avenue, Manhattan
• Before: – Mixed traffic – Lefts vs.
pedestrians
• After: – Dedicated left
turn signal from avenue
– Shortened crossings
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Project Type: Left Turn Separation
7th Avenue & W. 23rd Street, Manhattan
• Before: – 100’ wide – Narrow/short islands – Narrow LT lane – 3 lanes, narrow right
lane
• After: – Wider pedestrian
islands – 2 standard lanes – Wide parking lane – Longer/wider LT
lanes
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Project Type: Center Median Widening
4th Avenue, Sunset Park, Brooklyn
• Before: – Narrow medians
don’t extend into crosswalk
• After: – Widened median
tips extend into crosswalk as pedestrian islands
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Project Type: Arterial Street Median Tips
Queens Boulevard, Queens
• Speed limit lowered to 20 mph (from 30)
• Small, self-contained area
• Announced with signs and gateway treatments
• Self-enforcing speed humps, parking lane stripes, standardized lane widths
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Project Type: Neighborhood Slow Zones
Claremont Slow Zone, Bronx
• Measuring Safety – Use risk per person as comprehensive performance measure – Use exposure measures useful for fast-growing modes, locations – KSI or weighted crashes are fair metrics for urban streets – Need user-friendly data at corridor or intersection level – Prioritize loosely (strict rankings don’t work in real life)
• Designing with Data – Problems: Speed, left turns, crossing against signal & midblock – Designs: removing extra lanes, organizing left turns, reducing time/distance
between crossings – Implement quickly, learn quickly
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Conclusions
Decade NYC
Pedestrian Fatalities
Avg per Year
Pedestrian Fatalities per
100,000 Residents per Year
% Pedestrian
1910 – 1919 381 7.3 70%
1920 – 1929 735 11.7 70%
1930 – 1939 693 9.6 70%
1940 – 1949 567 7.4 84%
1950 – 1959 454 5.8 72%
1960 – 1969 434 5.5 60%
1970 – 1979 386 5.2 52%
1980 – 1989 331 4.6 55%
1990 – 1999 261 3.4 51%
2000 – 2009 167 2.0 51%
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The Century
Year Fatalities All Modes
Severe Injuries
All Modes
Pedestrian Fatalities
Pedestrian Severe Injuries
2001 393 5,417 193 1,452
2002 386 5,820 186 1,417
2003 362 5,434 177 1,418
2004 297 4,823 155 1,311
2005 321 4,585 157 1,285
2006 324 4,834 168 1,353
2007 274 4,501 139 1,313
2008 291 4,380 151 1,308
2009 258 4,101 156 1,161
2010 271 4,040 152 1,155
2011 245 4,323* 139 1,160*
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• 38% reduction in total traffic fatalities since 2001
• 28% reduction in pedestrian fatalities since 2001
• >20% reduction in pedestrian and all severe injuries since 2001
• Goal: 50% reduction in all fatalities from 2007 to 2030
The Decade
* Preliminary
• Population 8.25 m + • 302 mi2 (783 km2)
• NYC Department of Transportation: – 6,300 mi of streets &
highways – 781 bridges, 6 tunnels – 12,000+ signalized
intersections – Staten Island Ferry – Not subway/bus
operations (MTA)
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New York City & NYCDOT