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ComprehensiveHighway Safety Plan

NEW YORK STATE

New York State Comprehensive Highway Safety Plan

For over two decades, New York’s traffic safety community has partneredto create a safer environment for all users of the transportation system.The state’s focus on improving education, enforcement, engineering,health, and emergency medical services has contributed to reducing crash-es and their severity.

More must be done to improve the safety of New York’s transportationsystem. In concert with the continuing efforts of traffic safety communitypractitioners, local communities, and private partnerships, we support thenational safety initiative as outlined in the American Association of Highwayand Transportation Officials’ (AASHTO) Strategic Highway Safety Planwhich focuses on strategies that have the potential to save 5,000 to 7,000lives annually across the nation, as well as substantially reduce health carecosts.

July 2005

Raymond P. MartinezChair, Governor’s Traffic Safety Committee

Commissioner,NYS Department of Motor Vehicles

Thomas J. Madison, Jr.Acting Commissioner,

NYS Department of Transportation

CONTENTSIntroduction…………………………………………………………………………... 1

I DriversChapter 1 Instituting Graduated Licensing for Young Drivers………………….… 3Chapter 2 Ensuring Drivers are Fully Licensed and Competent…………………. 5Chapter 3 Sustaining Proficiency in Older Drivers……………………………….. 7Chapter 4 Curbing Aggressive Driving………………………………………….....11Chapter 5 Reducing Impaired Driving…………………………………………......15Chapter 6 Keeping Drivers Alert………………………………………………..... 23Chapter 7 Increasing Driver Safety Awareness………………………………....... 27Chapter 8 Increasing Seat Belt Usage and Improving Airbag Effectiveness…….....31

II Special UsersChapter 9 Making Walking and Street Crossing Safer..……………………..…......35Chapter 10 Ensuring Safer Bicycle Travel……………………………………….......41

III VehiclesChapter 11 Improving Motorcycle Safety

and Increasing Motorcycle Awareness………………………….……...45Chapter 12 Making Truck Travel Safer…………………………………………........49Chapter 13 Increasing Use of Intelligent Transportation Systems and

Increasing Safety Enhancements in Vehicles…………………….….......57

IV HighwaysChapter 14 Reducing Vehicle-Train Crashes…………………………………….......61Chapter 15 Keeping Vehicles on the Roadway…………………………………...... 65Chapter 16 Minimizing the Consequences of Leaving the Road…………….…...... 69Chapter 17 Improving the Design and Operation of Highway Intersections……....71Chapter 18 Reducing Head-On and Across-Median Crashes…………….…….......75Chapter 19 Designing Safer Work Zones……………………………………….......77

V Emergency Medical ServicesChapter 20 Enhancing Emergency Medical Capabilities

to Increase Survivability………………………………………………...81

VI ManagementChapter 21 Improving Information and Decision Support Systems………………...85Chapter 22 Creating More Effective Processes

and Safety Management Systems…………………………………….....87

AppendixList of Organizations Referenced in PlanList of Participating Organizations


About this Document

The organization of this document follows the lay-out of the AASHTO Strategic Highway Safety Plan.The numbered strategies used in the twenty-twochapters of this document follow the numberingused in the Strategic Highway Safety Plan. Programsand initiatives not following the AASHTO modelare discussed under Other Strategies.


Introduction

In 1994, New York State developed a SafetyManagement System, consistent with thenational initiative articulated under theIntermodal Surface Transportation andEfficiency Act of 1991 (ISTEA), to systematical-ly address traffic and highway safety. UnderISTEA, state safety organizations collaboratedto develop new initiatives and incorporateexisting safety programs into a comprehensiveSafety Management System. New York’s sys-tem operates in accordance with policies, pro-cedures, and programs that, taken together,comprise a systematic approach to addressinghighway safety.

The Governor’s Traffic Safety Committee(GTSC) takes a leadership role in establishingNew York’s overall traffic safety priorities. TheHighway Safety Strategic Plan (HSSP), coordi-nated through the GTSC, articulates NewYork’s commitment to using a goal-oriented,performance-based approach to address thestate’s overall traffic safety priorities, assist inidentifying priorities at the local level, and part-ner at both the state and local level to developprograms that target identified safety needs.

New York State has also developed a series ofstrategic plans in response to specific nationalsafety initiatives. They include the state’s TrafficRecords Strategic Plan, Commercial VehicleStrategic Plan, and Emergency Medical ServicesPlan. These three plans, together with theHSSP, enable New York to conduct a compre-hensive traffic safety program that focuses onthe three primary components of the highwaysafety system – highway users, vehicles, androadways.

On the national level, the AmericanAssociation of State Highway TransportationOfficials (AASHTO) and its partner organiza-

tions and stakeholders have created a compre-hensive Strategic Highway Safety Plan thatadvocates an integrated approach to reducingdeaths, injuries, and health care costs associat-ed with using the nation’s highways. The 22Strategic Emphasis Areas developed byAASHTO in 1997 address issues related tohighway infrastructure, as well as issues relatedto vehicles, drivers and other occupants, otherroadway users, and the post-crash responsibili-ties of emergency and medical responders.New York State has adopted the 22 StrategicEmphasis Areas that are designed to “amelio-rate each area’s major problems or to advanceeffective practices that are both cost effectiveand acceptable to a significant majority ofAmericans.” [AASHTO Strategic HighwaySafety Plan, Page 4]

Building on partnerships and collaborationsforged and sustained under the SafetyManagement System activities undertaken inthe last decade, New York State has devel-oped its Comprehensive Highway Safety Plan tocomplement the more specific Strategic Planspreviously developed. The adoption of theAASHTO Strategic Highway Safety Plan’semphasis areas, in concert with the focus ofthe state’s established Strategic Plans, repre-sents the direction New York is taking toreduce crashes and their severity. New York’sstrategic and performance-based programs,with their incorporated evaluation compo-nents, will ensure that safety is appropriatelyconsidered in all education, enforcement, engi-neering, and emergency medical services activ-ities in New York State. This approach to high-way safety is expected to continue and beenhanced under the new federal Safe,Accountable, Flexible, and EfficientTransportation Equity Act (SAFETEA).

1New York State Comprehensive Highway Safety Plan


In addition, New York is undertaking astatewide initiative to transform the way thoseorganizations responsible for the state's infra-structure deliver and maintain improvements tothe state's multi-modal transportation network.The Transportation Federation, created in 2004,will allow the state to integrate coordinatedimprovements in all elements of the transporta-tion system. This consolidation offers the statethe opportunity to ensure greater coherenceand consistency in addressing needed infrastruc-ture and safety improvements. By continuingthe collaborative efforts of the state’s safetyorganizations to deliver a system focused on"customer need,” New York will be betterpoised to improve the safety and security of allmodes of transportation.

Status of New York’sHighway Safety ProgramOver the past ten years, 1994-2003, the num-ber of fatal crashes in New York State has beenon a general downward trend. The number offatalities occurring in these crashes droppedfrom 1,669 in 1994 to 1,477 in 2003, represent-ing a decrease of 12 percent. The fatality rateper 100 million vehicle miles traveled (VMT) inNew York was also considerably lower in 2003(1.10) than in 1994 (1.48). As shown in the fig-ure below, New York’s fatality rate per 100MVMT was consistently below the national level ineach of the ten years, 1994–2003.

Fatality Rate per 100 MillionVehicle Miles Traveled (VMT)

The number of injuries occurring in New Yorkdropped from 288,667 in 1994 to 262,884 in2002, representing a decrease of nine percent.The injury rate in New York was also on ageneral downward trend, decreasing from 256injuries per 100M VMT in 1994 to 198 in2002. In each of the years, New York’s injuryrate exceeded the national rate which declinedto 102 in 2002.

Injury Rate per 100 MillionVehicle Miles Traveled (VMT)

GoalNew York has made great progress in the lasttwenty years in reducing traffic crashes, butmuch more needs to be done. The goal of theAASHTO initiative was to create a StrategicPlan that has the potential to save 5,000 to7,000 lives a year, as well as substantiallyreduce health care costs. Key safety strategiesin 22 Strategic Emphasis Areas have beenidentified; if implemented over the next five toseven years, these strategies could have a sub-stantial impact on crashes and their severity.The AASHTO model has been used in NewYork to develop a Comprehensive HighwaySafety Plan that will enable the state to makeprogress toward further reductions in crashes.

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Introduction

Instituting Graduated Licensingfor Young Drivers

IssueYoung drivers, 16-20 years of age, representapproximately five percent of the licenseddrivers in New York State but are involvedin over 10 percent of the fatal and seriousinjury motor vehicle crashes.

New York StateLicensed Drivers Ages 16-20

as a Percent of All Licensed Drivers andAll Drivers Involved in Crashes – 2002

Contributing to these high crash rates isthe inexperience of novice drivers wholack sufficient skills to operate a motorvehicle safely. Young drivers also often lackthe maturity to make sound judgments indriving situations and may engage in high-risk driving behaviors. A graduated licens-ing system that eases new drivers into fulllicensure through a series of stages pro-vides the opportunity for these drivers toimprove their driving skills under less riskyconditions.

Strategies1A. Implement graduatedlicensing systems

For many years, New York State has had athree-stage licensing system that includes alearner’s permit, an intermediate juniorlicense, and a senior license with full drivingprivileges. In September 2003, additionalrequirements were incorporated into NewYork’s graduated licensing system to furtherimprove its effectiveness. Once a learner’spermit is issued, new drivers must wait sixmonths before obtaining an unrestricted jun-ior license; within the first six months, driv-ers are eligible to receive a restricted juniorlicense that allows them to drive withoutsupervision in limited situations.

Applicants for a junior license must bring totheir road test a statement signed by a par-ent or legal guardian certifying that theyhave completed at least 20 hours of super-vised driving; the supervising driver must be21 years of age or older. A driver with a jun-ior license can drive unsupervised betweenthe hours of 5am and 9pm; during otherhours of the day, the driver must be super-vised by someone with a valid license who isat least 21 years of age. No more than twopassengers under age 21 are allowed in thevehicle, unless the passengers are immediatefamily members. All passengers in the vehi-cle must use safety restraints. Drivers areeligible for a senior license at age 18; if thedriver has completed driver education, a fulllicense can be obtained at age 17.

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1B. Develop and implement animproved competency based trainingand assessment procedure for entrydrivers

If a model training and education programfor young drivers is developed, pilot-tested,and found to be more effective than NewYork’s current process, New York will con-sider the new assessment procedure forimplementation in the state.

1C. Develop and implement an evalua-tion system for drivers moving from theprovisional to the regular license stage

New York will review and consider forimplementation any new evaluation systemthat is developed for assessing whether driv-ers with intermediate licenses are ready forfull licensure.

Ongoing and FutureStrategiesThe New York State Department of MotorVehicles will continue to administer thestate’s graduated licensing system for novicedrivers and monitor its effectiveness.

New York State’s safety community is com-mitted to participating in ongoing and futurenational multidisciplinary research efforts tostudy safety practices and countermeasuresthat will contribute to reducing crashes andtheir severity, as well as reducing the associ-ated health care costs.

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Instituting Graduated Licensing for Young Drivers1

Ensuring Drivers are FullyLicensed and Competent

IssueIn 2003, there were approximately 11.4 mil-lion licensed drivers in New York, anincrease of ten percent over the number ofdrivers a decade earlier. On average,100,000 new drivers are issued licensesannually in New York. It is the state’s regula-tory responsibility to ensure that drivers arelicensed and have the skills to safely travelits highways. This is a comprehensiveresponsibility that must account for the skillsof new drivers, drivers who have lost theirlicense through violations of the state’s traf-fic laws, and drivers who have lost cognitiveand/or physical abilities and no longer driveat a sufficient skill level to negotiate theroadway safely.

New York State Licensed Drivers(in millions)

Strategies2A. Increase the effectiveness of licensesuspension/revocation

Refer to Reducing Impaired Driving,Chapter 5.

2B. Define and implement the strate-gies that most effectively keep suspend-ed/revoked drivers off of the road

Refer to Reducing Impaired Driving,Chapter 5.

2C. Develop and deploy an informationassessment system that drivers/families/medical personnel can use to assess anindividual’s capability to drive safely

Driver Rehabilitation/Training CentersLocated in hospital environments, the state’snetwork of driver assessment and rehabilita-tion centers offer a comprehensive programof driver assessment, training, retraining,recommendations for adaptive devices, androad evaluation. The centers focus on pre-licensing training, re-education for driverswith alcohol and substance abuse problems,and evaluation of older and disabled drivers.

See also Sustaining Proficiency in OlderDrivers, Chapter 3.

In addition to the programs described inChapter 3, numerous organizations in NewYork work with the aging population to main-tain driver proficiency and evaluate driverperformance. The prominent organizationsworking on these programs include theAmerican Automobile Association, AmericanAssociation of Retired Persons, and the NewYork State Office for the Aging.

2D. Develop and provide technical aidssuch as simulators and electronic mediafor private self assessment andimprovement of driver skills.

Refer to 2C above.

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2E. Enhance the competency of driversthrough an improved renewal system

Like many other states, New York hasworked to become more customer friendlyby offering electronic or mail-in licenserenewal for its increasing customer base.New York will assess the results of pilotstudies conducted in other states toimprove the processes in New York.

Ongoing and FutureStrategiesNew York’s safety community is committedto ensuring that drivers operating on thestate’s road system are fully licensed andcompetent to drive. This includes the evalu-ation of ongoing and future national multidis-ciplinary research efforts to identify safetypractices and countermeasures that willcontribute to reducing crashes and theirseverity, as well as reducing the associatedhealth care costs.

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Ensuring Drivers are Fully Licensed and Competent2

Sustaining Proficiencyin Older Drivers

Issue According to New York State’s crash statis-tics, older drivers are less likely to beinvolved in traffic crashes than younger driv-ers. In 2002, drivers 65 years of age andolder comprised 15 percent of the licenseddrivers in New York, but were involved inonly eight percent of the crashes thatoccurred in the state.

New York State Licensed Drivers Ages 65 and Over and

Drivers Ages 65 and Over Involved in Crashes2002

Although statistics show that older driversare among the safest, national trends indicatethat on the basis of miles driven, or expo-sure, this group is very vulnerable to injuryand death when involved in a crash. As moremembers of the “Baby Boomer” generationnear this age group, a comprehensiveapproach is needed to address the safetyconcerns related to this segment of the pop-ulation. Traditionally, roadway safety counter-measures have been designed to aid all road-way users, not just a specific user group.

Strategies3A. Implement processes to improvethe highway infrastructure to safelyaccommodate older drivers

FHWA Older Driver Highway DesignHandbook and the NationalCooperative Highway ResearchProgram Report 500New York has adopted many of the designstandards and guidelines that have beenpublished in documents such as the FHWAOlder Driver Highway Design Handbook andthe National Cooperative Highway ResearchProgram Report 500. FHWA and theTransportation Research Board have devel-oped these guidelines to provide practition-ers at both the state and local level withinformation linking the declining functionalcapabilities of the older road user to design,operational, and traffic engineering improve-ments of specific roadway features. In addi-tion, FHWA in New York has been veryactive in training designers and planners toincorporate these concepts into New York’ssafety program by conducting engineeringcourses such as “Human Factors forTransportation Engineers.”

Context Sensitive Design Context Sensitive Design projects involvethe public in the design to ensure that theproject accommodates the demographicmake-up of the community where a road-way project is proposed. The incorporationof access management techniques thatreduce vehicle and non-vehicle conflicts alsoenhance safety for the older driver.

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Short Term Accident Reduction (STAR)The Short Term Accident Reduction (STAR)program is a low cost program thatimproves intersection safety. Skewed inter-sections and left and right turning move-ments are typical problems addressed underthis program.

See also Improving the Design andOperation of Highway Intersections,Chapter 17.

Roadway Guidance and DelineationNew York has routinely been using widerpavement markings (6 inch vs. 4 inch) oninterstates and freeways. In low snowfallareas, larger glass beads are used toimprove the wet weather and nighttime visi-bility of pavement markings. Pavementmarking and delineation policies are continu-ously reviewed.

New reflective and retroreflective materialsare constantly being tested to ensure thehigh visibility of signs, particularly in workzones. Larger sign lettering may also be usedto increase driver visual acuity and providemore reaction time at intersections andexits on freeways. The NYS Department ofTransportation (NYSDOT) is testing the useof Clearview, a new typeface lettering thatimproves legibility up to 20 percent overstandard sign lettering.

Larger traffic signal heads are also routinelyinstalled and strobes are used to gain theattention of drivers at high risk intersections.

Rest AreasRest areas have received more attention asfatigued and drowsy driving have been rec-ognized as a national problem. Rest areasthat comply with the American with

Disabilities Act (ADA) also provide greateraccommodation and access for the disabled,as well as elderly motorists.

See also Keeping Drivers Alert,Chapter 6.

RoundaboutsNew York is increasingly replacing signalizedintersections with roundabouts.Roundabouts eliminate left turning move-ment confusion and use traffic calming todirect drivers to where they must enter andexit the roundabout. The single direction oftraffic reduces the need to watch foroncoming traffic in multiple directions.

Rumble StripsResearch at the national level indicates thatolder drivers are over involved in run-off-the-road, single vehicle accidents. Safetyshoulder rumble strips have been installedon all interstates and expressways in NewYork and have reduced run-off-the-roadcrashes by 65 percent.

See Chapters 15 through 19 for additionalcountermeasures to accommodate olderdrivers.

3B. Implement a comprehensiveapproach to assist older driver safety

Project 2015In 2002, the NYS Office for the Aging(NYSOFA) led the statewide initiative,Project 2015, that examined the mobility ofthe elderly in New York. All aspects ofmobility, and the consequences of lack ofmobility, were examined. Priority issues andactions were identified in the areas ofhuman, health, and transportation services.

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Sustaining Proficiency in Older Drivers3

Sustaining Proficiency in Older Drivers


Older Driver FamilyAssistance ProgramNYSOFA developed the Older DriverFamily Assistance Project, a program that isdesigned to assist families in dealing with animpaired older driver. As part of this pro-gram, the Office for the Aging operates atoll-free number that families can call forassistance. In 2001, a statewide, broad-based committee developed and published ahandbook, When You Are Concerned, whichprovides guidance for families concernedabout the safety of an older driver.

AARP 55 AliveThe American Association of RetiredPersons (AARP) provides a driver educationrefresher course for elderly drivers throughthe 55 Alive program; 75,000 to 100,000New York State residents complete thiscourse annually.

Driver Rehabilitation/Training Centers At-risk drivers who need special accommo-dation or adaptive equipment due to a dis-ability or progressive disease may be evalu-ated by a Driver Rehabilitation Specialist atvarious locations throughout the state.

See also Ensuring Drivers are FullyLicensed and Competent, Chapter 2.

MPOs and Regional SafetyManagement SystemsMetropolitan Planning Organizations(MPOs) are using regional safety manage-ment systems to address a variety of safetyissues, including those faced by an agingpopulation. MPOs typically incorporateissues related to the older driver in theirregional transportation plans. The principlesand policies in these plans relate to theentire transportation system and includestrategies to enhance the safety of all road-

way users. The safety issues include prob-lems encountered by all users of the high-way system, whether they are older drivers,pedestrians, bicyclists, or transit riders.

3C. Assess the feasibility of AdvancedTraveler Information Systems (ATIS)and Advanced Vehicle Control Systems(AVCS) for sustaining mobility andenhancing proficiency

Statewide Information ExchangeNetworkThe Statewide Information ExchangeNetwork provides travelers with real timeinformation through the use of travelerinformation systems, variable message signs,highway advisory radio, in-vehicle communi-cation systems, and partnerships with themedia to report current traffic conditions.Motorists can use this information to makeinformed choices about traveling or nottraveling, or taking an alternate route inorder to avoid roadway conflicts.

Highway Emergency Local Patrol(HELP)NYSDOT’s Highway Emergency LocalPatrol (HELP) program involves 70 vehiclespatrolling over 400 miles of freeway duringthe peak hours in five major urban areasaround the state. The HELP patrols madeover 64,000 stops for assistance last year,

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providing enhanced safety and security todisabled motorists and significantly reducingsecondary crashes.

See also Increasing Use of IntelligentTransportation Systems and IncreasingSafety Enhancements in Vehicles,Chapter 13.

Ongoing and FutureStrategiesNew York State’s safety community is com-mitted to participating in ongoing and futurenational multidisciplinary research efforts to

study varied safety practices and counter-measures that will contribute to reducingcrashes and their severity, as well as reduc-ing the associated health care costs.

Research has shown that improved sign-ing, delineation, and lighting may raise theawareness of older drivers of anapproaching intersection. In the future,New York is open to participating in apilot study on the benefits of advancedwarning, improved delineation, and light-ed signs at intersections.

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Sustaining Proficiency in Older Drivers3

Curbing AggressiveDriving

IssueAlthough aggressive driving behavior hasbeen evident on our highways for manyyears, it emerged as an area of particularconcern in the mid-1990s. Driving actionsthat are defined as aggressive include speed-ing, tailgating, failure to yield the right-of-way, running red lights, and unsafe lanechanges. Increasing traffic volumes leading togreater congestion on New York’s roadwayshave contributed to the prevalence of thesedangerous behaviors which are known to bemajor contributing factors to crashes. Thesebehaviors also foster negative interactionsbetween drivers that may escalate into whathas become known as “road rage.”

Aggressive Driving Injury Crashes in NYS

Strategies4A. Develop and implement compre-hensive programs to combat aggressivedriving

New York was one of the first states toaddress the problem of aggressive drivingthrough a comprehensive approach thatincorporates education, public awareness,

enforcement, and legislative initiatives.Several New York State agencies, includingthe Governor’s Traffic Safety Committee(GTSC), the New York State Department ofTransportation (NYSDOT), the New YorkState Police, and the New York StateThruway Authority; local police depart-ments, including the New York City PoliceDepartment (NYPD); and the University atAlbany, State University of New York havebeen involved in these comprehensiveefforts.

Symposium on Aggressive DrivingIn 1998, GTSC and the University at Albany’sSchool of Public Health jointly presented aSymposium on Aggressive Driving. TheSymposium brought together experts andresearchers from throughout the nation todiscuss the various aspects of this growingpublic safety problem.

Stop Red Light Running SymposiumIn 2002, the Federal HighwayAdministration, GTSC, and the University atAlbany’s Institute for Traffic SafetyManagement and Research hosted sympo-siums in Albany and Buffalo to exploreenforcement, education, and engineeringsolutions to red-light running.

“Steer Clear of Aggressive Driving—Getting There Shouldn’t Be Half theBattle” This statewide public awarenesscampaign focused attention on the impor-tance of avoiding aggressive driving and roadrage situations, remaining calm when behindthe wheel, and being respectful of otherroadway users.

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“Operation Work Brake” The purpose of this Thruway Authority andState Police campaign is to reduce aggres-sive driving and speeding in work zones.Messages reminding motorists to obey thespeed limit and drive safely through workzones are posted on variable message signs,and public service announcements arebroadcast on the highway advisory radiochannel.

“Operation Hard Hat”The reduction of aggressive driving and speed-ing in highway work zones is also the goal of ajoint effort between the State Police and NYS-DOT. Enforcement details focus on aggressivedrivers in work zones where speeding fines aredoubled as the result of legislative action in1995. See also, Designing Safer WorkZones, Chapter 19.

Aggressive DriverEnforcement ProgramThe State Police initiated this statewide pro-gram in 1998 to reduce fatalities and injuriesresulting from aggressive driving behavior.Some of the objectives included issuingmore traffic tickets for violations such asspeeding, tailgating, and unsafe lane changes,as well as increasing public awarenessthrough public information and educationefforts. Monthly enforcement details areconducted in each of the 33 State Policezones statewide.

“Combat Aggressive Driving”This enforcement campaign, conducted bythe NYPD in 1999, included several innova-tive features, for example, seizing the vehi-cles of persons who were observed com-mitting numerous aggressive driving-relatedviolations, such as speeding, tailgating, andmaking unsafe lane changes.

Selective Traffic Enforcement Program(STEP) to Reduce Unsafe DrivingBehaviorsThis ongoing program, first implemented in2000 by GTSC, supports increased enforce-ment efforts to reduce crashes related toaggressive driving at the local level utilizing astatewide standardized enforcement model.

Traffic Safety Corridor EnforcementProgramSince 2002, NYSDOT and the State Policehave identified high-crash roadway segmentsor corridors and have conducted targetedenforcement and public awareness efforts atthese sites, in cooperation with local policeagencies.

New York State Thruway AuthorityAggressive Driving ProgramsIn conjunction with State Police Troop T, theThruway Authority conducts a variety ofcampaigns throughout the year to addressaggressive driving, including “OperationSummer Brake” and “Operation SpringBrake” during peak travel times on theThruway, “Put the Brake on Fatalities” dayin October each year, and enforcementcampaigns on major holidays.

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Curbing Aggressive Driving4

Curbing Aggressive Driving


4B. Promote the use of advanced tech-nologies to support enforcement efforts

The State Police has incorporated new toolsand advanced technologies into its efforts totarget aggressive drivers. For example, the“low profile” patrol vehicle, now used bymany local enforcement agencies as well, isequipped with stealth emergency lighting andvehicle markings which allow it to be usedcovertly in traffic. These vehicles, along withstate-of-the-art speed detection equipmentsuch as laser and advanced radar systems,greatlyenhance theability of boththe StatePolice andlocal enforce-ment agenciesto apprehenddangerous drivers.

Automated enforcement using cameras hasbeen employed in New York City since 1993to detect drivers who run red lights. NewYork State law currently limits the use ofautomated red light enforcement to NewYork City. See also Improving the Designand Operation of Highway Intersections,Chapter 17.

Ongoing and FutureStrategiesEfforts to combat aggressive driving througha comprehensive approach incorporatingenforcement and public awareness will con-tinue in New York. These ongoing strategieswill include efforts targeting high-crash corri-dors and work zones, as well as the contin-ued use of advanced technologies to supportenforcement activities.

Legislative proposals that could significantlyimpact aggressive driving are now pending inthe New York State Legislature. These includea bill that would expand New York’s currentlaw to allow for automated red light runningenforcement in any jurisdiction, regardless ofpopulation size, and a proposal for a pilot-testof the deployment of speed cameras at select-ed high volume/high speed sections ofInterstate highways. The use of automatedenforcement in work zones is also beingexplored.

A comprehensive five-point plan targeting themost dangerous drivers is also being consid-ered by the New York State Legislature. Theplan would 1) eliminate the requirement forproof of criminal negligence in fatal crasheswhere the offender is a persistent violator; 2)increase the sentence for a driver who causesthe death of two or more victims; 3) increasethe penalties for hit-and-run drivers involved inserious injury or fatal crashes; 4) increase thepenalties for drivers convicted of operatingwith suspended or revoked licenses and finger-print offenders for more reliable identificationand to detect fraudulent licenses; and 5)increase license revocation standards for thosewho cause serious injury or fatal crashes.

Because speeding is one of the most commonaggressive driving behaviors and accounts foran increasing number of fatal crashes, a newstatewide multi-agency effort focusing onspeeding violations was recently initiated inNew York. Many state and local agencies, aswell as non-governmental organizations, areinvolved in this comprehensive initiative. Bothtraditional and innovative approaches will beincorporated into this new effort to combatspeeding and other aggressive driving behav-iors. In addition to enforcement, public aware-ness, and education, traffic calming and otherengineering solutions will be promoted as partof this new statewide effort.

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New York State Comprehensive Highway Safety Plan14

ReducingImpaired Driving

IssueAlcohol and other drug-impaired drivingthreaten the safety of all highway users inNew York State. Since 1981, when NewYork implemented the nation’s first compre-hensive, self-sustaining program to combatdrinking and driving known as STOP-DWI(Special Traffic Options Program for DrivingWhile Intoxicated), New York has been inthe forefront of innovative and aggressiveefforts to reduce impaired driving. Based onthe general deterrence model, New York’scomprehensive program combines strictlaws and penalties, enforcement, and publicawareness efforts to educate the public onthe dangers of drinking and driving and raisethe perception of the risk of arrest.

As a result of New York’s strict laws, poli-cies, and programs, significant progress hasbeen made in reducing alcohol-relatedmotor vehicle crashes over the past twodecades. The total number of police report-ed alcohol-related crashes dropped from15,532 in 1982 to 6,436 in 2002, followingincreases in 1998 and 2000.

New York StateAlcohol-Related Crashes

Despite the improvements over time, thetoll taken by impaired driving is far toogreat. Of special concern are those driversunder 21 years of age and between the agesof 21 and 39 who are overrepresented incrashes. Repeat offenders constitute anothertarget group that New York must continueto address. Efforts to reduce impaired driv-ing will continue to be a priority in NewYork State.

New York State 2002Licensed Drivers, Drivers Involved in

Alcohol-Related Fatal and Personal InjuryCrashes, and Drivers Arrested for Impaired

Driving by Age Group

Strategies5A. Advance stronger legislation in thestates to reduce drinking and driving

New York’s policies and laws dealing withimpaired driving are among the strictest inthe nation. Some of the key legislative meas-ures enacted in New York State are high-lighted below.

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Special Traffic Options Program forDriving While Intoxicated (STOP-DWI)This nationally-recognized model programemphasizes and coordinates local efforts toreduce alcohol and other drug-related trafficcrashes within the context of a comprehen-sive and financially self-sustaining statewidealcohol and highway safety program.Enacted into law in 1981, STOP-DWI allowsfor the return of all fine money collected foralcohol and drug impaired offenses to thecounty where the offense occurred. Eachcounty is given broad discretion in adminis-tering the elements of its program to meettheir specific community needs.

For the past five years, the statewide STOP-DWI program annually has averaged $22.7million in funding. The chart below illus-trates the distribution of STOP-DWI fundsamong the various program components.Enforcement received more than twice thefunding allocated to any other component.

STOP-DWI Spending byProgram Component

5-Year Average 2001-2005

Driver Responsibility Assessment ActEnacted in 2004, this law imposes additionalfinancial penalties for impaired driving andother serious traffic offenses which driversmust pay to the New York State Departmentof Motor Vehicles (NYSDMV) for three yearsfollowing conviction.

Repeat Offender LegislationThis 2003 law instituted additional penaltiesfor persons convicted of Driving WhileIntoxicated (DWI) who have a priorimpaired driving conviction within five years.These offenders receive mandatory sentenc-ing to jail or community service and arerequired to have an ignition interlock systeminstalled on their vehicle.

.08% BAC LawNew York has had a two-tiered system ofimpaired driving offenses since the 1970s.Under the original two-tiered system, driv-ers with a blood alcohol concentration(BAC) of .06%-.09% were charged withDWAI (Driving While Ability Impaired), anddrivers with a BAC of .10% and above werecharged with DWI (Driving WhileIntoxicated). To be consistent with otherstates and to qualify for special alcohol pro-gram funding, in 2003, New York loweredthe legal per se level for intoxication from.10% to .08% BAC.

Zero Tolerance LawThis law establishes procedures and penal-ties that are applied to persons under 21who operate a motor vehicle with a BACbetween .02% and .07%. Those foundguilty of the charge “driving after consumingalcohol” are subject to a six-month licensesuspension and a fine of $125.

5B. Develop and implement a compre-hensive approach to impaired drivingenforcement that includes sobrietycheckpoints, saturation patrols, anddedicated enforcement.

Impaired driving enforcement is an impor-tant focus of traffic enforcement efforts atboth the state and local levels. Each of theten State Police Troops located throughout

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Reducing Impaired Driving5

Reducing Impaired Driving


the state conducts monthly checkpoints andsaturation patrols targeting impaired drivers.Through a partnership with the NYSDepartment of Transportation (NYSDOT),high alcohol crash locations are identifiedand then targeted for enforcement by theState Police.

The State Police and local enforcementagencies participate in theNew York Safe and SoberCampaign and nationalimpaired driving initiativesby conducting increasedenforcement statewide,including sobriety check-points, during designated periods. Severalenforcement agencies within a county orother geographic region also frequently joinforces to conduct “blanket” or saturationpatrols. Increased enforcement at the locallevel is also supported through STOP-DWIprogram initiatives.

As a result of these aggressive enforcementefforts, more than 45,000 drivers are ticket-ed for impaired driving each year in NewYork State.

Drivers Ticketed for Impaired Drivingin New York State

5C. Reduce the incidence of drinkingand driving in the 21-34 age group

The incidence of drinking and driving amongyoung drivers ages 21-34 is addressedthrough the comprehensive nature of NewYork’s impaired driving program, especiallythe STOP-DWI program.

5D. Create more effective ways to dealwith repeat DWI offenders

Several initiatives are underway in NewYork to deal with repeat offenders. Theseinclude a variety of efforts to ensure theeffective implementation of the repeat DWIoffender legislation discussed previously.

DPCA Repeat DWI OffenderSupervision ProgramThe New York State Division of Probationand Correctional Alternatives (DPCA),through the county Probation Departments,is responsible for supervising persons sen-tenced to probation for DWI offenses andensuring compliance with the conditions oftheir probation. In 2003, the number ofDWI repeat offenders requiring probationsupervision in New York State totaled nearly23,000; 33 counties have probation officerswith specialized DWI caseloads, and nearly100 probation officers statewide areassigned to DWI cases exclusively.

To better deal with the DWI caseload, theDPCA developed two interactive comput-er-based training programs; one is forProbation Officers and other professionalstaff and the other is used in offender ori-entation. These training programs addresstopics related to DWI probation supervi-sion, as well as driver relicensing and prob-lem driver issues.

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Symposiums on Probation Managementof the Repeat DWI OffenderIn 2004, the NYS STOP-DWI Foundationand the DPCA partnered to provide twostatewide symposiums that addressed thenew repeat offender legislation and NewYork State relicensing policies and regula-tions concerning the repeat DWI offender.

Computer Simulation Model of RepeatDWI Offender LawNew York is using computer simulationmodels to provide insight on the impact ofthe implementation of stiffer penalties forrepeat offenders (community service, jailtime, and ignition interlock) on the state’simpaired driving system, including whetherthe resources and capacity required for theimplementation of these new penalties areavailable.

Ignition InterlockNew York State has three avenues for theinstallation of ignition interlocks in the vehi-cles of repeat DWI offenders: 1) under thestate’s Penal Law, a criminal court mayorder an ignition interlock for any DWIoffender as a condition of probation; 2) on apilot basis, the Vehicle and Traffic Law pro-vides for the use of interlocks in selectedcounties as a graduated step toward reli-censing following revocation and treatment;and 3) under the 2003 repeat DWI offenderlegislation, installation of an ignition interlockis mandatory following a second DWI withinfive years.

5E. Build State programs that targetdrug impaired driving

Drug Evaluation andClassification ProgramThe Governor’s Traffic Safety Committee(GTSC) provides Drug Recognition Expert

(DRE) training and certification in the evalu-ation of drivers to detect the use of drugs.This training is made available to all lawenforcement officers in the state. New YorkState Police policy mandates that a DRE bepresent at all of their sobriety checkpoints.

Drug Impairment Training for EducationProfessionals (DITEP)To help combat the growing problem ofdrugs in the educational environment, NewYork was one of at least three states toindependently develop a training program.In cooperation with the InternationalAssociation of Chiefs of Police and theNational Highway Traffic SafetyAdministration, the strengths from thesestate training programs were combined toform the DITEP. This two-day training isintended to provide school administratorsand nurses with a systematic approach torecognizing and evaluating individuals in theacademic environment who are abusing andimpaired by drugs, both legal and illegal, inorder to provide early intervention.

DWI and Drug CourtsNew York has over 80 drug courts that dealwith drug and alcohol offenses. These spe-cial courts hold offenders to a high level ofaccountability by closely monitoring compli-ance with the mandated treatment programand other penalties that are imposed. Long-term assignment to DWI/Drug Courtensures sufficient time for behavior changeto occur and that offenders face adequateconsequences for their actions.

5F. Develop and implement a compre-hensive public awareness campaign

Public information and education is animportant component of New York’s com-prehensive approach to reducing alcohol

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and drug impaired driving. The NYSDMVand the GTSC, in conjunction with the NYSSTOP-DWI Foundation, have conductedseveral impaired driving public awarenesscampaigns, especially during the holiday sea-son. The following themes have been used:“Think Safe & Drive Sober— It’s Advice YouCan Live With,” “Home for the Holidays,”“Drink Responsibly,” “.08 Don’t Blow It,”“You Drink & Drive. You Lose,” and “Play itSafe for the Holidays — Drive Sober andPlease Buckle Up.”

In addition to statewide media campaigns, anumber of public awareness programs havebeen developedthrough countySTOP-DWIprograms.These pro-grams areintended toeducate and raise awareness among differ-ent target groups, including persons convict-ed of impaired driving violations.

Drinking Driver Program (DDP)The Alcohol and Drug RehabilitationProgram (also known as the Drinking DriverProgram or DDP) provides education,screening, and substance abuse assessmentand referral to treatment for motorists con-victed of an alcohol or drug-related drivingoffense. In 2002, DDP was offered by 52agencies throughout New York State and20,849 enrollments in DDP classes werereported. Evaluation and treatment are pro-vided by the clinics certified by the Office ofAlcoholism and Substance Abuse Services(OASAS), or by individual health profession-als licensed by the New York StateEducation Department’s Division ofProfessional Licensing Services.

Victim Impact PanelsThese STOP-DWI county-based and region-al programs provide a venue throughout thestate for offenders to hear impaired drivingvictims’ stories first hand. Attendance by theoffender is often mandated by the court oras a condition of probation. Victim ImpactPanels are also used as an educational toolfor high school students.

Advocacy GroupsAdvocacy groups within New York Statehave been very active partners in efforts toincrease public awareness of the devastatingimpact of impaired driving. These groups,which include SADD (Students AgainstDestructive Decisions), MADD (MothersAgainst Drunk Driving), and RID (RemoveIntoxicated Drivers), conduct a variety ofprograms designed to prevent alcohol anddrug impaired driving.

Other Strategies Drivers under the legal drinking age of 21are a major target group for efforts toreduce impaired driving in New York State.A comprehensive set of strategies involvinga wide range of partners are used to combatunderage drinking and driving.

Underage and Fraudulent IdentificationThe NYSDMV, in cooperation with the StateLiquor Authority (SLA) and the State Police,has begun a program to reduce underagedrinking by investigating establishments,often in college communities, that are sus-pected of serving alcohol to minors. Theidentification of all patrons is checked andevaluated and tickets are issued for fraudu-lent identifications. This effort also leads toinformation on the sources that providethese illegal documents.

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State Police Underage DrinkingEnforcementEach State Police Troop conducts underageenforcement details every month with thegoal of decreasing the ability of underagedrinkers to purchase alcohol. These effortsinclude the use of underage operatives whoattempt to purchase alcohol at either a retailestablishment or a bar. The result isincreased awareness of the need to checkthe identification of those purchasing alcoholand the consequences of selling to underagecustomers. Locations for these “sting” oper-ations are identified from calls to the 1-866-UNDER 21 tip line and other informationfrom the community, or through randomselection.

Sheriffs’ Multi County UnderageDrinking and Driving InitiativeThe New York State Sheriffs’ Associationcoordinates an underage drinking and driv-ing enforcement program for seven ruralsheriff’s offices. This project features a vari-ety of enforcement activities, includingenhanced saturation and discretionarypatrols, safety checkpoints, and controlledbuy operations. Special attention is given tothe peak underage drinking and driving peri-ods around high school proms, graduation,and summer vacation.

Information and Reporting to SupportUnderage Drinking EnforcementThrough a partnership among GTSC, theSheriffs’ Association, the State Police, theSLA, and STOP-DWI, information is gath-ered on locations of underage drinking activ-ity. A hotline has been established to facili-tate reporting.

Keg Registration LawBeginning in 2003, every keg of beer sold ata retail store in New York State is requiredto have an identification tag with the nameand address of the store, an identificationnumber, and the name of the keg purchaser.Retailers must maintain a record of thename, address, and driver’s license numberof keg purchasers, the size of the keg, thekeg identification number, and date and timeit was purchased. Purchasers are requiredto sign a statement that they understand theunderage drinking laws and will not allowconsumption of the beer in violation of thelaw. A $75 deposit is required; the deposit isrefunded when the keg is returned with theidentification tag intact. If the tag is missingor damaged, purchasers can be assessed afine of $250-$450.

Youth CourtsThere are currently more than 100 youthcourts operating in New York State. Theseyouth courts provide an alternativeapproach for dealing with teens arrested forimpaired driving and other traffic offenses.Teens who admit guilt and have no priorrecord can choose to participate in YouthCourt where they will be sentenced by ajury of specially trained peers. The goal ofthe Youth Court program is to preventfuture offenses by holding young driversaccountable for their actions and educatingthem on the consequences of their behavioron themselves, their families, and their com-munity.

State Liquor Authority (SLA)The SLA piloted a project in ten counties toidentify and target establishments licensedto sell alcohol beverages that were the lastlocations visited by persons who were sub-sequently arrested for DWI.

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NYS Office of Alcohol and SubstanceAbuse Services (OASAS)OASAS is involved in numerous programsand activities related to underage drinking,including media campaigns; educational pro-grams for youth, parents, college students,and community members; and training pro-grams for law enforcement.

Ongoing and FutureStrategiesThrough its landmark STOP-DWI program,New York State will continue its efforts onthe local level to reduce impaired drivingcrashes, fatalities, and injuries through acomprehensive approach that includesenforcement, public information and educa-tion, prosecution and other court-relatedactivities, probation, and rehabilitation.

The Governor’s Traffic Safety Committee,State Police, State Liquor Authority,Department of Motor Vehicles, Division ofProbation and Correctional Alternatives, andother agencies will continue their ongoingenforcement, public awareness, and educa-tion programs that address impaired driving.

In conjunction with the ongoing implemen-tation of the state’s new repeat offenderlegislation, the ignition interlock programwill be expanded. The goal is to increase theavailability and access to ignition interlock devices to improve compliance with thenew law. New York is also undertaking a

study to improve the BAC testing of driverswho survive crashes through officer educa-tion and the provision of breath testingequipment to local police agencies.

New York will also continue to strengthenits laws and the penalties imposed on per-sons convicted of DWAI and DWI. New leg-islation proposed in New York includes:

• Aggravated DWI – Increases thepenalties for drivers with high BACs

• Homicide reform – Increases the penalties for drivers who cause the death of another in an alcohol or drug impaired crash

• Combined alcohol and drugs – Createsa new statute for those operating a motor vehicle under the influence of both alcohol and drugs

• Screening, assessment, and treatment –Provides for more mandated screening,assessment, and treatment of offenders

• Persistent offenders – Increases the licensing sanctions for persistent offenders

• Leaving the scene – Increases the penalties for drivers who leave the scene of a fatal motor vehicle crash

• Mandatory BAC testing – Requires BAC testing for all drivers involved in serious injury crashes

• Driving impaired with child in vehicle – Increases the penalties for driving impaired with a child under age 16 in the vehicle.

5

Keeping DriversAlert

IssueRecent research has documented thatfatigue and drowsy driving are serious trafficsafety issues. A 1998 statewide telephonesurvey of randomly selected licensed driv-ers, conducted by the Institute for TrafficSafety Management and Research (ITSMR),found that approximately one-quarter ofNew York drivers had fallen asleep at thewheel at some point while driving. One infive drivers reported being drowsy at thewheel within the previous month, withdrowsy defined as “fighting to keep youreyes open.” In interviews of 593 long dis-tance truck drivers conducted by ITSMR in1997, nearly half reported that they had fall-en asleep at the wheel of their truck on atleast one occasion.

Over the four-year period, 1999-2002,approximately three percent of the fatalcrashes and one percent of the injury crash-es were reported to have involved a driverwho fell asleep.

New York State “Fell Asleep” Crashes

Strategies6A. Implement a targeted program toreduce the likelihood of fatigue

Highway Safety Forum on FatigueA statewide forum on Fatigue, SleepDisorders, and Traffic Safety, convened in1993, brought together experts in the fieldsof sleep disorders and research and trafficsafety to raise awareness of the drowsydriving issue.

New York State Task Forceon Drowsy DrivingIn 1994, the New York State Task Force onDrowsy Driving, a multi-organizationalgroup, was formed to examine the scopeand causes of drowsy and fatigued driving,and develop recommendations to addressthe problems related to this condition. Eightworking groups focused on a plan of actionfor the state in the following areas: com-mercial drivers, crash reporting, curriculum,public information initiatives, education, restareas, rumble strips, research on the natureand scope of drowsy driver crashes, andlegal sanctions.

Many of the Task Force recommendationshave been implemented in New York,including the following:

• The police accident report form used by all enforcement agencies in the statewas revised to include a new code for reporting “fatigued/drowsy” as a contributing factor in a crash, in addition to the factor “fell asleep.”

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• Information on the risks and preventionof drowsy driving has been incorporatedinto the state’s mandatory five-hour prelicensing course for new drivers andthe curricula of several other educationprograms.

• Programs to train police officers at both the state and local level to recognize fatigued driving behaviors have been developed.

• Several statewide public information campaigns, such as the “Drive Alert…Arrive Alive” campaign, have been conducted to raise awareness of the dangers of drowsy driving.

Pilot Tests of Community ProgramsThe NYS Department of Health (NYS-DOH), Governor’s Traffic Safey Committee(GTSC), and ITSMR assisted in pilot-testingdrowsy driving programs in four local com-munities. The communities used currentresearch and other information aboutdrowsy driving and the groups at high risk todevelop a comprehensive program. Localpartners in these projects included publichealth/traffic safety coalitions, high schools,colleges, employers, the medical community,and other community groups.

New York Partnership on DrowsyDrivingThe New York Partnership on DrowsyDriving, an outgrowth of the earlier taskforce, continues to address the issue ofdrowsy driving in New York. Coordinatedthrough the NYSDOH, the partnershipdevelops annual programs and activities toraise awareness of the dangers of drowsydriving. Programs are developed for imple-mentation at both the state and local level.

6B. Retrofit the rural interstate andother facilities prone to cause fatiguewith shoulder rumble strips

In 1997, New York updated its policy for theinstallation of rumble strips on interstatesand expressways under New York StateDepartment of Transportation’s (NYSDOT)jurisdiction. New York has over 5,000 shoul-der miles of rumble strips installed on itsinterstate highways, parkways, and otherlimited access highways. The overall reduc-tion realized in run-off-road accidents is 65percent.

Rumble strips have also been installed on allsegments of the New York State Thruway. Asa result, there has been a 70 percent reduc-tion in fall-asleep crashes on this roadway.

6C. Reduce the number of commercialvehicle crashes resulting from loss ofalertness and driver fatigue

Rest AreasSince 1990, the Thruway Authority has usedpublic/private partnerships to rebuild 27service areas on the New York StateThruway. The service areas offer enhancedsecurity and a wide range of services andamenities, as well as more parking area forcommercial vehicles.

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Keeping Drivers Alert6

Keeping Drivers Alert


In 1997, ITSMR conducted a study to examinetruck driver fatigue. Eighty percent of thoseinterviewed reported that they rarely found aparking space at a public rest area at night.The study revealed that the inability of thesedrivers to find adequate overnight parking con-tributed to their falling asleep at the wheel.

NYSDOT updated its rest area policy in1997 as a result of a major assessment of allrest areas in the state. The study examinedthe number and distances between restareas, the needs of commercial vehicles,access to tourist information services, andthe availability of safe, clean and adequatedriver services. A Statewide Rest AreaProgram was developed to track capital pro-gram investment to improve the currentfacilities or build new sites. To date, eight ofthe existing facilities have been rehabilitatedand two new rest areas have been built.State Police satellite stations or border patrolstations have been incorporated into all butone of these ten sites. Truck inspection capa-bilities have been incorporated into thedesign of all rehabilitated and new rest areas.

The New York State Police and NYSDOTare conducting a survey to determine thenumber of available parking spaces at restareas from 11pm to 5am on major trafficcorridors in the state and in other areas thatthe State Police patrol.

Ongoing and FutureStrategiesNYSDOT is investigating piloting the use ofshoulder rumble strips on selected rural two-lane highways with a high run-off-road histo-ry. In addition, testing the use of center lanerumble strips at a small number of locationsthat are experiencing above average cross-over accidents is also under consideration.

New York State’s safety community is com-mitted to participating in ongoing and futurenational multidisciplinary research efforts tostudy various safety practices and counter-measures that will contribute to reducingcrashes and their severity, as well as reduc-ing the associated health care costs.

6

Increasing DriverSafety Awareness

IssueThe key to the success of any highway safe-ty measure is educating the public on theissue involved and raising awareness andunderstanding of how the measure willincrease the safety of highway users.Providing the public with the knowledge andtools needed to better protect themselvesencourages voluntary compliance and safepractices among highway users. The effec-tiveness of enforcement is also greatlyenhanced when accompanied by publicityraising public perceptions of the risk ofarrest.

Statewide public awareness campaigns thatdisseminate messages through a variety ofmedia and other channels are critical com-ponents of New York’s highway safetyprogram.

Strategies7A. Using established programs, safetyresearch information, and techniquesnow available, initiate, develop, andmarket a coordinated national cam-paign that targets at least the followingareas: drinking and driving; occupantprotection; aggressive driving (includingspeeding); fatigue; inattention; roadsidehazards; unsafe driving; understandingtraffic control devices; work zones; tail-gating; and rear end collisions

New York State has a long history of devel-oping and implementing campaigns, often incooperation with national initiatives, to raiseawareness and educate the public on keyhighway safety topics. In the last few years,major campaigns have been conducted to

publicize a wide range of issues, includingimpaired driving, occupant restraints,aggressive driving, drowsy driving, workzone safety, and motorcycle, bicycle, andpedestrian safety. Specific campaigns are

described in thechapters dis-cussing programsin each of theseareas.

Non-Commercial SustainingAnnouncement (NCSA) ProgramThrough the Governor’s Traffic SafetyCommittee’s (GTSC) long-standing partner-ship with the New York State Broadcasters’Association, New York has conducted manysuccessful campaigns promoting highwaysafety using non-commercial sustainingannouncements (NCSAs). Under the NCSAprogram, campaign messages are aired free-of-charge during unsold radio and televisionslots donated by stations that are membersof the Association. Although specific broad-cast times are not guaranteed, the spots areaired at competitive times, such as commutetimes and news hours, and during a widevariety of program types. Through theNCSA program, New York has received theequivalent of millions of dollars of mediacoverage at a fraction of the cost of a paidmedia campaign.

7B. Create awareness efforts to dealwith less well understood and emergingsafety concerns

For many years, New York has taken a lead-ership role in identifying and investigatingemerging issues affecting highway safetyboth within the state and across the nation.

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Several approaches have been used to com-pile the information and data needed tounderstand the scope and characteristics ofthe problem, develop solutions, and com-municate information on the safety concernsto the public.

Working Group on Human Errors One approach used in New York to createawareness of a less well understood oremerging highway safety issue is the estab-lishment of a multi-disciplinary group of pub-lic and private sector partners and stake-holders. This approach makes it possible togain broad-based input on the problem andbuild support for proposed solutions.

The GTSC and the Thruway Authority areusing this approach to draw attention to therole human error plays in traffic crashes.The goal of the initiative is to reduce crashesby effecting changes in driving behaviorsover the long-term. A multi-agency grouprepresenting several aspects of traffic safetyhas been established. This group will beexpanded and charged with developing acomprehensive work plan for the initiative.

Transportation Planning – Safety ForumIn 2005, the state’s MPOs and FHWA aresponsoring a statewide forum entitledIntegrating Safety into Transportation Planning.The purpose of the meeting is to provide anopportunity for transportation planners atthe state and local level to learn how theycan contribute to improved safety outcomesin local communities by integrating a safetyperspective into their transportation plansand programs.

Highway Safety ForumsPeriodic forums are conducted to informNew York State’s traffic safety professionalson emerging issues in highway safety and

provide an opportunity for discussion anddebate. Topics have included the advertisingof alcoholic beverages, New York’s promptlicense suspension legislation, fatigue anddriving, and innovations in vehicle technology.

Highway Safety Area BriefingsArea briefings are another method used tocreate interest and awareness of highwaysafety issues at the local level throughoutNew York State. The goal of these briefingsis to encourage the active involvement ofelected officials, business and communityleaders, members of the religious communi-ty, and law enforcement in promoting trafficsafety in their local areas. In addition toinvolving significant numbers of new part-ners in the issue, the area briefings have alsoserved as an effective tool to motivate andfurther train existing members of the high-way safety community.

Evaluations of New LegislationIn enacting legislation addressing a new high-way safety issue, the New York StateLegislature may include the requirementthat an evaluation of the measure be con-ducted. One example is New York’s cellphone law, the first law in the nation to pro-hibit the use of hand-held cell phones whiledriving. The results of the legislatively-mandated study of the effects of cell phoneuse and other driver distractions on highwaysafety will be used to determine the needfor additional public awareness, education,and enforcement efforts.

Other Strategies In addition to media campaigns, safety mes-sages and information are disseminated tothe public through several other channels,including websites maintained by GTSC and

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Increasing Driver Safety Awareness7

Increasing Driver Safety Awareness


other state agencies. Examples of other pro-grams to increase safety awareness aredescribed below.

Capital Region Safety Central Modeled on New York City’s “Safety City”,this cooperative state and local initiativeestablished a multi-use training site locatedin the Town of Glenville in the CapitalDistrict region. The site provides areas forconducting pedestrian and bicycle safetytraining programs for children, as well astraining related to work zone safety. SafetyCentral incorporates the environmentalchallenges children face in urban, suburbanand rural landscapes. In addition, a workingrailroad at-grade crossing will be installed totrain children on how to approach a railroadgrade crossing. Future use of the facility mayalso include programs for driver assess-ments, fire and emergency services drivertraining, school bus driver training, workzone safety training, and enforcement per-sonnel training on how to deal with railroadat-grade crossing hazards and crashes.

Statewide InformationExchange Network (IEN)The Statewide Information ExchangeNetwork provides travelers with real timeinformation through the use of travelerinformation systems, variable message signs,highway advisory radio, in-vehicle communi-cation systems, and partnerships with themedia to report current traffic conditions.Motorists can use the information providedthrough these various communication sys-tems to make informed choices about trav-eling, or not traveling, as well as selecting analternate route in order to avoid roadwayconflicts.

Ongoing and FutureStrategiesNew York State will continue to conductmedia campaigns and other awareness andeducational activities to refocus attention onlong-established highway safety issues, aswell as direct public attention to new andemerging issues. Because of their cost-effec-tiveness, NCSAs will be used on an ongoingbasis to obtain maximum media coveragefor the state’s highway safety campaigns.

New York’s next major media campaign willbe part of a comprehensive approach toreduce speeding on the state’s roadways. Inaddition to raising public awareness of thedangers of speeding and the extent to whichspeeding is a contributing factor in crashes,the media campaign will also supportenforcement efforts by raising the perception of risk of arrest. New York willalso continue to participate in national cam-paigns, such as annual mobilizations promot-ing occupant restraint use and campaignsduring the holiday season reminding thepublic not to drink and drive.

The initiative to raise public awareness ofthe role human error plays in crashes will beexpanded to include broad public and pri-vate sector participation. It is recognizedthat ongoing efforts will be required toachieve and sustain changes in driver behav-ior over the long-term. Traffic safety pro-grams for children and other audiences willalso continue to be conducted at the CapitalRegion Safety Central site. The use of thefacility will increase as new training pro-grams are developed. New York will alsocontinue to use communication technology,such as variable message signs and the high-way advisory radio, to relay important infor-mation to motorists.

7

Increasing Seat Belt Usage andImproving Air Bag Effectiveness

IssueIt has long been recognized that the use ofoccupant restraints is the single most impor-tant factor in reducing fatalities and seriousinjuries in traffic crashes. In 1984, New Yorkbecame the first state in the nation to imple-ment a mandatory seat belt law. Immediatelyafter passage of the law, the state’s seat beltusage rate improved from 16 percent to 57percent. For the past several years, seat beltuse in New York has been on a steadyupward trend, reaching a high of 85 percentin 2003 and 2004, and consistently exceed-ing the national average.

New York State and NationalSeat Belt Usage Rages

Despite the gains that have been made, 15percent of the state’s motorists continue toride in vehicles without the protection ofoccupant restraints. Research has shownthat many of the motorists who fail to com-ply with the law also engage in other highrisk driving behaviors, making them especial-ly vulnerable. While the use of childrestraints is high, especially among infants, ahigh rate of widespread misuse of child safe-ty seats has been documented. In addition,children may not be secured in a restraint

that is appropriate for their age and weight.Because of the effectiveness of occupantrestraints in reducing fatalities and seriousinjuries, increasing compliance with thestate’s seat belt and child restraint laws, andensuring that child safety seats are installedand used correctly, have been priorities ofNew York’s highway safety program formany years.

Strategies8A. Increase adoption of standard seatbelt laws and eliminate gaps in childseat laws in a majority of states

New York’s law is one of the strictest in thecountry, allowing primary enforcement andproviding for a fine of up to $50.00 for viola-tions pertaining to adults. Failure to restrainchildren in appropriate, federally-approvedchild safety seats carries a fine of up to $150and three license penalty points are assessed.

New York’s law requires the use of occu-pant restraints by all front seat occupantsand rear seat passengers under 16 years ofage. Effective March 27, 2005, children agesfour, five, and six are required to be proper-ly restrained in an appropriate child restraintsystem. Previous to the passage of this“booster seat” law, only children under agefour were required to be restrained in achild safety seat that meets federal safetystandards. Legislation that would extendmandatory restraint use to persons age 16and older riding in the rear seat is currentlypending in the New York State Legislature.With the passage of this law, safetyrestraint use would be required for allvehicle occupants.

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8B. Implement periodic, intensive, coor-dinated enforcement/PI&E initiatives

Under the leadership of the New York StatePolice, periodic waves of intensive seat beltenforcement and public information havebeen conducted since 1999. “Buckle UpNew York” is a statewide, zero toleranceenforcement campaign designed to increasesafety restraint use in New York State.

Buckle Up New York—Click It orTicketSince 1999, this high visibility enforcementcampaign, spearheaded by the New YorkState Police, has been the cornerstone ofNew York’s efforts to increase seatbelt use.Hundreds of local police agencies acrossNew York State participate in this campaignthat combines intensive seatbelt enforcement withpublic informationand education activ-ities. Two coordinat-ed statewideenforcement wavesare conducted annual-ly, involving multi-agency checkpoints andother strategies. In addition to the seat beltenforcement waves that are coordinatedwith the national “Click It or Ticket” mobi-lizations, police agencies in New York con-duct increased seat belt enforcementthroughout the year.

8C. Improve the effectiveness of air bags

New York supports technological advancesin the design of safety equipment and theincreased availability of air bags in vehicles toenhance the protection provided for vehicleoccupants involved in crashes.

8D. Create improved awareness of airbag safety effectiveness

Traffic safety professionals in New Yorkassist in promoting the effectiveness of airbags by educating the public on ways toensure maximum protection when an airbag is deployed. Through many communica-tion channels, messages are relayed on thedangers that air bags pose for young chil-dren seated in the front seat of vehicles andthe importance of having children under age12 ride in the rear seat. Drivers and otheradults in the front seat are educated on theimportance of adjusting their head rest andwearing their seat belt to ensure that theyremain in their seating position to enable theair bag to provide protection from injury.

Other StrategiesChild passenger safety is another majorfocus of New York’s comprehensive occu-pant restraint program. New York’s pro-gram includes sev-eral ongoing educa-tional efforts toensure the safety ofchildren riding invehicles.

Child Passenger Safety AwarenessTraining ProgramsWorkshops are conducted to increase childpassenger safety awareness among specificaudiences, such as law enforcement person-nel, fire and rescue personnel, child-careproviders, and health professionals. Theseworkshops help participants to initiate orenhance child passenger safety programs intheir communities. Occupant restraint train-ing courses that target specific groups, suchas school bus drivers and health care profes-

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Increasing Seat Belt Usage and Improving Air Bag Effectiveness8

Increasing Seat Belt Usage and Improving Air Bag Effectiveness


sionals who transport children with disabili-ties, are also conducted.

Child Passenger Safety TechnicianTraining ProgramsNew York State holds an average of 25Child Passenger Safety (CPS) TechnicianTraining classes a year. Currently, there aremore than 1,800 certified CPS techniciansand 55 CPS instructors in the state. Thesecertified technicians instruct parents andother caregivers on the correct installationand use of child safety seats.

Child Passenger Safety EducationProgramsTraffic safety professionals and child passen-ger safety advocates throughout New YorkState continue to educate the public on theimportance of the proper use of child safetyrestraints. Emphasis continues to be on cul-turally-diverse populations using educationalmaterials in different languages and mediaspecifically for the targeted populations.Educational classes are also conducted forother target audiences, such as retail storeclerks, expectant parents, foster parents,teen parents, physicians, and grandparents.

Child Safety Seat Checks and FittingStationsAccess to instruction on the installation ofchild safety seats is provided at special childsafety seat check events or at locations des-ignated as permanent child seat fitting sta-tions. Mobile fitting stations are also used tomake instruction available in the more ruralareas of the state.

Child Safety Seat Distribution ProgramsDistribution programs that provide child safe-ty seats free-of-charge to low-income familiesare another important component of NewYork’s child passenger safety program.

Annual Regional CPS ConferenceThis conference is a joint effort by NewYork, New Jersey, and Connecticut toincrease the level of knowledge and com-petence of educators, practitioners, tech-nicians, and others interested in child pas-senger safety issues. New York hosted thefirst regional conference in 2001, as well asthe most recent conference held inOctober 2004.

NYS Child Passenger SafetyAdvisory BoardThe CPS Advisory Board was created inJanuary 2004 to advise the Governor’sTraffic Safety Committee on child passengersafety issues and promote a higher level ofskill, knowledge, and participation amongchild passenger safety technicians andinstructors. The goal of the advisory board isto improve child passenger safety in allregions of New York State.

Ongoing and FutureStrategies New York State will continue to conduct highvisibility seat belt enforcement to increasecompliance with the state’s occupant restraintlaws. The state’s ongoing efforts to promotechild passenger safety will also continue,including its extensive CPS awareness, educa-tion, and technician training programs. Other strategies to increase the availability of childsafety seats among low-income families andaccess to instruction on the correct installa-tion and use of all types of child restraintdevices will also be ongoing.

Strategies to target the 15 percent of thepopulation that refuses to buckle up willcontinue, including outreach to communitygroups, educational programs, and publicawareness. Another ongoing emphasis of

8


the program will be to increase publicawareness of the need for all passengers in the back seat to buckle up; the safety mes-sage will stress the danger to other occu-pants posed by unrestrained passengers rid-ing in the backseat when a crash occurs. Inaddition, legislation extending mandatoryseat belt use to all vehicle occupants (i.e.,persons over 15 in the back seat) will con-tinue to be promoted. Legislation requiringchildren, age twelve and younger, to ride inthe back seat of motor vehicles will also besupported.

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Increasing Seat Belt Usage and Improving Air Bag Effectiveness8

Making Walking andStreet Crossing Safer

IssuePedestrians are among the most vulnerableroadway users. When involved in crasheswith motor vehicles, pedestrians almostalways suffer more severe injuries than vehi-cle occupants. In addition, these events arecostly because the injuries incurred oftenrequire extensive medical treatment andlengthy rehabilitation.

Approximately one-quarter of the fatalcrashes that occur annually in New YorkState, and approximately 10 percent of theinjury crashes, involve pedestrians.

Pedestrian Crashes in New York State1999 - 2002

In 2002, there were 327 fatal crashes and16,931 injury crashes involving pedestriansin the state. Seventy percent of these crash-es, and 48 percent of the pedestrian fatali-ties resulting from these crashes, occurredin New York City; in comparison, 21 per-cent of the pedestrian crashes and one-thirdof the pedestrian fatalities occurred in themuch larger geographic area known as theupstate region of the state.

There are an estimated 19.6 million dailywalking trips in New York State. This highlevel of exposure by the most vulnerablehighway users is only expected to increaseas the emphasis on exercise and healthylifestyles continues.

New York StatePedestrian Crashes and Fatalities by Area 2002

Strategies9A. In cooperation with other profes-sional organizations, update existingand develop new warrants, guides, andstandards for the safe accommodationof pedestrians

In recent years, the NYS Department ofTransportation (NYSDOT) has issued newEngineering Instructions providing require-ments and guidelines to designers as theypertain to:

Procedural Requirements forPedestrian Accommodation – TheEngineering Instruction (EI) provides theprocedural requirements for pedestrianaccommodation, that is, facilities intend-ed specifically for pedestrians whereneeded. The Pedestrian GeneratorChecklist was developed to assist engi-neers in determining the potential needto accommodate pedestrians.

9



Sidewalk Construction andMaintenance Policy for Projects andHighway Work Permits on StateHighways - The EI establishes a revisedpolicy for projects where sidewalks arejudged necessary, and reiterates thatHighway Law requires towns, villages,and cities to maintain sidewalks on statehighways.

Maintenance and Protection ofPedestrian and Bicycle Traffic - The EIprovides requirements and supportingguidelines when traffic control plans aredeveloped for pedestrians and bicyclistsin work zones and for work performedunder highway work permits.

In 2004, NYSDOT developed new “TypicalApplications” or schematics for theMaintenance and Protection of Traffic(M&PT) for operations involving pedestriandetour and shoulder closure.

Initiative for Healthy Infrastructure The initiative, a joint project of theUniversity at Albany and the NYSDepartment of Health (NYSDOH), isdesigned to help communities create physi-cal environments that support healthy, activelifestyles. The initiative includes teaching,research, policy development, public out-reach, and planning elements to help com-munities create an integrated transportationsystem that allows for safe walking and bicy-cling activities.

9B. Implement comprehensive pro-grams (engineering, enforcement, edu-cation) to impact impaired (alcohol,drug, general) pedestrians

The issue of impaired pedestrians isaddressed through the comprehensive

nature of New York’s impaired driving pro-gram; refer to Reducing ImpairedDriving, Chapter 5.

9C. Encourage states to become activein public outreach and training onpedestrian safety

NYS Partnership for Walk Our Childrento School (WOCS)In conjunction with the national Walk OurChildren to School initiative, communitiesthroughout New York conduct annualevents that adapt the national model tomeet local needs with respect to educatingpedestrians on safe walking and bicycle rid-ing behavior, and promoting regular physicalactivity. Some communities have groups thatmake recommendations for improving thesafety and walkability of the physical envi-ronment around school zones with follow-up to ensure that the recommendations areimplemented. The NYSDOH, NYSDOT,NYCDOT, and non-profit groups reinforcesafe walking behaviors through the develop-ment and distribution of printed materials,such as “Walk our Children to School”brochures.

Pedestrian Road ShowsIn the mid-1990s, FHWA partnered with theNYSDOH, NYSDOT, the MetropolitanPlanning Organizations (MPOs), county andlocal governments, and pedestrian safetyadvocacy groups to create a train-the-train-er course to teach pedestrian safety prac-tices. Those who received training have inturn presented this program throughout thestate to interested communities and groups.Currently, the New York MetropolitanTransportation Committee (NYMTC) is con-ducting this training for the New YorkMetropolitan area.

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Making Walking and Street Crossing Safer9

Making Walking and Street Crossing Safer


Safety City – New York CityStarted in 1990, Safety City is a traffic safetyprogram for school children that provides asimulated street environment to teach chil-dren about traffic safety through hands-onexperience. The full-scale streets includeintersections with traffic and pedestrian sig-nals, street signs, pavement markings, andstreet furniture designed to provide a realis-tic training environment. Children are taughtsafe walking and bicycling practices in anurban environment. The program uses bothclassroom education and hands-on practicein a realistic protected outdoor environ-ment. The goal of the program is to buildconfidence and strengthen a child’s ability tomake safer choices when walking or bicy-cling in order to reduce traffic-relatedinjuries and fatalities among children.

Capital Region Safety Central Modeled on New York City’s “Safety City,”this cooperative state and local initiativeestablished a multi-use training site locatedin the Town of Glenville. The site providesan area for conducting pedestrian, bicycle,work zone flagging, confined work zonespace, and enforcement safety training appli-cations in the Capital District area. SafetyCentral incorporates the environmentalchallenges children face in urban, suburbanand rural landscapes. In addition, a workingrailroad at-grade crossing will be installed totrain children on how to approach a railroadgrade crossing. Future use of the facility mayalso include programs for driver assess-ments, fire and emergency services drivertraining, school bus driver training, workzone safety training, and enforcement per-sonnel training on how to deal with railroadat-grade crossing hazards and crashes.

Walkable Communities ConferenceThis tri-annual statewide conference is joint-ly sponsored by GTSC, NYSDOH, NYS-DOT, the Department of State, and otherpartners to promote the safe and healthyuse of transportation systems by pedestriansand bicyclists. The conference provides anopportunity for participants representingmany different disciplines and perspectivesto discuss ways to generate increasedpedestrian traffic in local communities.

9D. Develop programs to improvepedestrian and bicycle safety accommo-dations for intersections and inter-changes

New York continues to pilot various trafficcalming measures in rural, suburban andmetropolitan areas of the state. Raised inter-sections, mid-block speed tables, and vari-ous crosswalk markings, are some counter-measures that are being studied for theireffectiveness in improving intersectionpedestrian safety.

Pedestrian Countdown Timers (PCTs)NYSDOT installs pedestrian countdowntimers as a standard feature for all newpedestrian signal installations and retrofits.These devices display the number of sec-onds remaining in the pedestrian clearancephase. The timers may be programmed toaccommodate the need for audio signals aswell as slower walking speeds if the locationwarrants such accommodation. Whereinstalled, the pedestrian countdown timershave generally been readily accepted andtheir operation understood by pedestrians.

9


Supplementary Pedestrian CrossingChannelization DevicesSpecifications were developed for the use ofSupplementary Pedestrian CrossingChannelization Devices on crosswalks atunsignalized intersections and mid-blocklocations where signalized pedestriandevices are not warranted. The low cost,flexible devices allow for safer pedestriancrossings on main streets, in seasonal touristareas, and in school zones. The use of thesedevices has been shown to increase the num-ber of motorists who yield to pedestrians.

RoundaboutsNew York is increasingly replacing signalizedintersections with roundabouts. The round-about, which slows entrance speeds into theintersection and limits the flow of traffic to asingle direction, eliminates a number ofpotential conflict points for pedestrians, aswell as motorists. The incorporation of thesplitter island also provides a safety benefitfor pedestrians by allowing them to crossone lane of traffic at a time.

Traffic Safety Improvements MakingNew York City SaferThe New York City Department ofTransportation (NYCDOT) has acceleratedits efforts to improve pedestrian safety bysystematically identifying those sites that areexperiencing a higher than average numberof traffic or pedestrian crashes. The NYC-

DOT also undertakes safety evaluations atthose locations where the public, lawenforcement, or government officials believea safety study would be beneficial. The shortand long term engineering improvementsthat have been implemented have resultedin nearly a 45 percent decrease in crashes atthe study sites.

Traffic Calming Engineering and DesignTrainingIn 2000, NYSDOT provided training forengineers and local highway officials whichfocused on engineering practices and designelements that can be incorporated into proj-ects to “calm” traffic and provide a safertransportation environment for pedestriansand bicyclists. The course was conductedover a three year period. A one day work-shop on the topic continues to be offered tointerested safety groups upon request.

9E. Encourage states to enact new ormodified legislation and adopt policiesto provide safer accommodation ofpedestrians on public roads

Yield-to-Pedestrians LawThe Yield-to-Pedestrians Law was passed in2003. Motorists must yield to pedestrianswalking in a crosswalk where a sign or signalis not present or operating. Previously,motorists only had to yield to pedestrians intheir lane of traffic.

Safe Routes to School ProgramOn September 14, 2004, New York Stateamended the Transportation Law, and estab-lished the “Safe Routes to School” program.The purpose of the program is to eliminateor reduce physical impediments faced byprimary school and secondary school-agedchildren while walking or bicycling to school.

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Making Walking and Street Crossing Safer


The projects may include those actionswhich create, recondition, or restore cross-walks, sidewalks, bicycle lanes, and trafficcalming measures where the service life ofthe project is at least ten years. The projectsmust be within two miles of a primaryschool or within three miles of a secondaryschool.

9F. Implement comprehensive integrat-ed pedestrian safety programs targetingmajor pedestrian crash concerns inmajor urbanized areas and select ruralareas

To improve the safety and quality of life forpedestrians, it is important to partner withlocal communities to encourage the integra-tion of “best practices” with “home rule” tocreate comprehensive, community basedprograms that reduce pedestrian risk on thestate and local transportation systems.

20/10 Planning Committee“20/10” represents the goal to reducepedestrian fatalities and injuries 20 percentby the year 2010. The GTSC, FHWA, theNational Highway Traffic SafetyAdministration (NHTSA), and NYSDOTformed a 20/10 planning committee to coor-dinate New York’s efforts to reach this goal.

Pedestrian Safety DomesticScanning TourSponsored by FHWA, GTSC, and theInstitute for Traffic Safety Management andResearch (ITSMR), a team of pedestriansafety experts from urban areas in NewYork State participated in a tour of U.S.cities with successful pedestrian safety pro-grams. The team visited three cities in thenortheast and two in the northwest whereinnovative pedestrian safety measures had

been implemented. The purpose of the tourwas to learn about new and best practices inplanning, design, engineering, enforcement,and education that could be integrated intosafety programs in New York.

FHWA “Focus States” InitiativeThe FHWA uses performance-based man-agement to focus its activities and resourceson initiatives with the greatest potential forreducing pedestrian crashes and their severi-ty. States that have a fatality rate above thenational rate or a fatality rate improvementtrend below the national average have beenidentified as “Opportunity States” by FHWA.New York with its major urban area, NewYork City, has been designated an“Opportunity State” for pedestrian safety. Asan “Opportunity State,” New York will begiven priority status for technical assistancefrom FHWA. A data-driven approach will beused to identify specific challenges and goals,and identify and implement appropriatecountermeasures to aggressively advancesafety.

Lower ManhattanPedestrianization StudyIn 1994, the New York City Department ofCity Planning and NYCDOT jointly conduct-ed a study to examine pedestrian circulationon streets south of Chambers Street. Thegoals were to improve pedestrian move-ment downtown by reducing congestion,improving safety, and increasing access tomass transit, business offices, and retailstores, as well as improving open space andaccess to the waterfront. Recommendedprojects need consensus from an advisorycommittee of key organizations and electedofficials. Matching city and federal funds areavailable to test and evaluate the recom-mended improvements.

9


Ongoing and FutureStrategiesUpdate the NYS Bicycle and PedestrianMaster PlanThe current plan was developed in 1997 andmany of the recommendations outlined inthe document have been completed. A newNYSDOT Bicycle and Pedestrian Plan isneeded to articulate the short, medium, andlong-range strategies that should be pursuedto improve pedestrian and bicycling access,mobility, and safety in the future.

Re-activate the NYS Pedestrian andBicycle Working GroupNew York will explore re-establishing thePedestrian and Bicycle Working Group thatwas active in the early 1990s in promoting improved safety and access for pedestriansand bicyclists. This collaborative partnership

of state agencies and non-profit organiza-tions would serve to focus resources and expertise on reducing pedestrian and bicyclecrashes, fatalities, and injuries through newengineering, education, and enforcement ini-tiatives.

NYSDOT Highway Design Manual The New York State Highway DesignManual serves as the principle resource usedby NYSDOT staff to obtain information onpedestrian and bicycle design issues. Thecurrent version of Chapter 18, last updatedin 1996, does not reflect many of the engi-neering practices and countermeasurescommonly used today to promote pedestri-an and bicycle safety. The manual will berevised to incorporate guidance on newNYSDOT practices pertaining to pedestrianand bicycle facility safety, engineering, anddesign.

40



Ensuring SaferBicycle Travel

IssueIt is estimated that 1.4 million bicycle tripsare made each day in New York State. Manyof these trips are for short distances of lessthan three miles. Bicycles are used for pleas-ure, exercise, to commute to work orschool, or as basic transportation. The 2002“National Survey of Pedestrian and BicyclistsAttitudes and Behaviors” revealed that 50percent of all adults (16 years and older)were dissatisfied with how their communi-ties were designed with regard to bicyclesafety. Most people suggested changes tothe bicycle and pedestrian facilities in theircommunity. Of this group, 73 percent want-ed improved bicycle facilities such as trails,bicycle lanes, and traffic signals.

Between 1999 and 2002, crashes involvingbicycles have been on a downward trend inNew York State; in 2002, there were 6,077bicycle crashes compared to nearly 7,800crashes in 1999. Both fatal and injury crash-es involving bicycles declined over the fouryears. Even though these numbers repre-sent an improvement over previous years,substantial effort at the state, regional, andlocal level will be needed to achieve furtherreductions in bicycle crashes, fatalities, andinjuries.

Bicycle Crashes in New York State1999 - 2002

The location of bicycle crashes around thestate is an important factor in consideringthe efforts to be undertaken. In 2002, morethan half of the state’s bicycle crashes (54%)and bicyclist fatalities (53%) occurred inNew York City.

New York StateBicycle Crashes and Fatalities by Area

2002

Strategies10A. Seek adoption by more states ofpolicies to better accommodate bicy-clists on all public roads, and encour-age state legislatures to fund bicyclefacilities

New York State Bicycle andPedestrian PlanThe goals of the 1997 New York State Bicycleand Pedestrian Plan are to increase mobility,improve safety, and provide greater accessfor bicyclists and pedestrians. The plan iden-tifies ten priority actions that must be imple-mented to improve bicycle and pedestriansafety. These priorities include partneringwith the public and private sector to fostereducational programs, engineering improve-ments, and expanded bicycle access.

10


Ensuring Safer Bicycle Travel10

New York City Bicycle Master PlanIn 1997, the New York City Departments ofTransportation (NYCDOT) and CityPlanning developed the NYC Bicycle MasterPlan which identified a need for a 500 milebicycle system network throughout the fiveboroughs. New York City currently has 107miles of on-road bicycle routes and 75 milesof greenway trails. NYCDOT has publisheda map of the bicycle network. Additionalroutes and trails are developed as federalfunds become available.

Regional MPOsOver the last 10 years, every MetropolitanPlanning Organization (MPO) in New Yorkhas developed a regional bicycle plan for thepurpose of identifying key on-road and off-road bicycle corridors. These plans helpstate and local transportation agencies toeffectively plan and prioritize new bicyclefacilities that best serve bicyclists and thelocal communities. MPOs have also spear-headed most local initiatives to promotebicycling through programs such as bicycleracks on buses, railroads and subways, andthe installation of bicycle lockers at mostmajor transit facilities. Regional bicycle mapshave been developed by all of the MPOs toguide cyclists along the routes most suitablefor bicycling.

State BicycleRoutesThe New YorkState Departmentof Transportation(NYSDOT) haspromoted policiesto identify andsign bicycle corri-dors acrossupstate New York

and Long Island. To date, over 1,800 milesof bicycle routes on state roadways andthousands of miles of local and regional bicy-cle routes have been signed. Maps havebeen developed for most of these bicycleroutes by NYSDOT.

RoundaboutsNew York is increasingly replacing signalizedintersections with roundabouts which elimi-nate a number of potential conflict pointsfor bicyclists, pedestrians, and motorists.Depending upon the skill level of the rider, abicyclist may “take a lane” in the round-about as a vehicle, or choose to dismountand use the sidewalk to cross the round-about at its splitter island crosswalks. Someroundabouts are designed with specific bicy-cle path configurations.

See also Making Walking and StreetCrossing Safer, Chapter 9.

10B. Develop and implement a publiceducation/information program on bicy-cle safety targeting all age groups ofbicyclists and drivers

Sharing the Road Safely The New York Bicycling Coalition’s Sharingthe Road Safely is a three year effort with thegoal of heightening bicyclist and pedestriansafety for two key audiences: new driverstaking required pre-licensing courses andexperienced drivers participating in Pointand Insurance Reduction Program (PIRP)courses taken to reduce automobile insur-ance premiums or points on their driver’slicense.

Ensuring Safer Bicycle Travel


Better Roads Workshops and ManualThe NY Bicycling Coalition, in partnershipwith the Governor’s Traffic SafetyCommittee (GTSC), developed a problemsolving manual, Improved Bicycling andPedestrian Safety, to provide guidance forbicycling advocates and transportation pro-fessionals. In conjunction with the manual,workshops were conducted to providetransportation planners, advocates, and cityand town officials and residents an opportu-nity to discuss state of the art solutions foraccommodating bicyclists and pedestrians. Inaddition, the latest health and fitness issues,transportation infrastructure solutions, andpolicy and project implementation for bicy-cling routes are also discussed.

WebsitesIn recent years, organizations such as GTSC,NYSDOH, NYSDOT, MPOs, municipalities,and advocacy groups have developed web-sites which provide basic safety informationfor bicycling. These websites provide accessto professional technical information, as wellas serving as a community bulletin board forlocal bicycling and walking events.

Cornell Local Roads Program - BicyclesThe Cornell Local Roads Program hasactively promoted and developed bicyclesafety programs. The latest project, CornellUniversity – Bike Skills and PublicAwareness, is designed to teach communityleaders, volunteers, and educators basicbicycle skills, as well as how to organize andrun an effective bicycle rodeo for youth. Inaddition, a Bicycle/Pedestrian traffic safetyawareness program will be renewed on theCornell University campus.

See also, Making Walking and StreetCrossing Safer, Chapter 9.

10C. Provide educational material topolice officers and judicial officials thatemphasizes how bicycle laws are impor-tant to bicycle safety and provide guid-ance on how to effectively enforce them

Cornell Bicycle Education andPatrol ProgramIn the early 1990s, Cornell University start-ed the Cornell Bike Right Program. TheUniversity police stopped motorists on cam-pus to warn of Vehicle and Traffice Law(V&T) violations pertaining to sharing theroad with bicycles. Educational brochureswere also given to these motorists.Concurrently, a Bicycle Notice Tag wasdeveloped to educate bicycle owners onsafe bicycling practices and remind them ofthe regulations pertaining to bicycling,including the need to register their bicycle.

One element of the program was to providetraining for law enforcement officers in bicy-clist education. Interested police officerscontinued the initial training effort bybecoming trainers, subsequently offering thistraining to law enforcement and communityagencies. In addition, this group formedPolice Cyclist Units in their respective agen-cies and created a non-profit organization toinstruct police agencies on how to start abicycle unit in their departments. The LawEnforcement Bicycle Patrol Course wasdeveloped in partnership with GTSC andthe Division of Criminal Justice Services’Bureau of Municipal Police (BMP). Thecourse is the official standard for training lawenforcement in New York State.

10D. Increase bicycle helmet use

Bicyclists, in-line skaters, skateboarders, andnon-motorized scooter operators under 14years of age must wear safety certified bicy-

10


cle helmets. Childrenone to four years oldriding as passengerson bicycles mustwear certified bicyclehelmets and ride inspecially designedsafety seats. Childrenunder one year of age are prohibited fromriding as a passenger on a bicycle.

Bicycle Helmet ProgramThe NYS Department of Health (NYSDOH)supports bicycle injury prevention effortsstatewide through many initiatives. NYSDOHproduces and distributes a variety of injuryprevention materials, provides ongoing tech-nical assistance to local traffic safety andinjury prevention professionals, and conductsannual regional injury prevention trainingworkshops. NYSDOH is currently offeringseveral safety products, including bicycle hel-mets, to local health departments and/orpartnering agencies to promote injury pre-vention programs at the local level.

Ongoing and FutureStrategiesBicycle Level of ServiceNYSDOT is currently developing a BicycleLevel of Service (BLOS) index for all statehighways. The BLOS will permit transporta-tion agencies to identify gaps or deficienciesin a regional or statewide bicycle networkand prioritize resources for bicycle improve-ment projects based on quantitative highwaydata.

Update the NYS Bicycle and PedestrianMaster PlanThe current plan was developed in 1997 andmany of the recommendations have beencompleted. A new NYSDOT Bicycle andPedestrian Plan would identify the short,

medium, and long range strategies NYSDOTplans to pursue to improve bicycling andpedestrian access, mobility, and safety in thefuture.

Re-activate the NYS Pedestrian andBicycle Working GroupNew York will explore re-establishing thePedestrian and Bicycle Working Group thatwas active in the early 1990s in promotingimproved safety and access for pedestriansand bicyclists. This collaborative partnershipof state agencies and non-profit organizationswould serve to focus resources and expertiseon reducing pedestrian and bicycle crashes,fatalities, and injuries through new engineer-ing, education, and enforcement initiatives.

Update Chapter 18 of the NYSDOTHighway Design ManualThe New York State Highway Design Manualis the principle resource used by NYSDOTstaff to obtain information on bicycle andpedestrian issues. The current version ofChapter 18, last updated in 1996, does notreflect many of the engineering practices andcountermeasures commonly used today topromote bicycle and pedestrian safety.Chapter 18 should be updated to provide thebest available information on bicycle andpedestrian safety to all NYSDOT staff.

Engineering Instruction (EI) to PromoteBicycle Accommodation and SafetySince bicyclists can ride on all highways inNew York State, unless specifically prohibit-ed, the goal for all transportation agenciesand planning organizations should be to pro-vide safe and efficient mobility and access forbicyclists. A new EI specifically designed todefine the procedural requirements for bicy-cle accommodations would serve to guide,promote, and enhance the planning anddesign of highway projects for all modes oftransportation.

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Ensuring Safer Bicycle Travel 10

Improving Motorcycle Safety andIncreasing Motorcycle Awareness

IssueMotorcycling continues to be a popularsport and mode of transportation in NewYork State. Between 1999 and 2003, motor-cycle registrations increased by nearly 27percent, increasing on average, more thansix percent each year. In 2003, there weremore than 241,000 motorcycles registeredin New York State.

New York State Motorcycle Registrations

The growing popularity of this mode oftransportation has contributed to anincrease in fatal motorcycle crashes.Between 1999 and 2003, the number offatal crashes involving motorcycles increasedfrom 113 to 151, accounting for 11 percentof all fatal crashes in 2003, compared toeight percent in 1999. Over this time peri-od, motorcyclist fatalities increased by morethan one-third, outpacing the increase inmotorcycle registrations.

New York StateMotorcycle Fatal Crashes and Fatalities

1999 – 2003

Strategies11A. Reduce the number of alcohol relat-ed motorcycle fatalities

The STOP-DWI Program is directed at reduc-ing the number of impaired drivers operatingall types of vehicles on New York’s roadways.For detailed information on the STOP-DWIprogram, refer to Reducing ImpairedDriving, Chapter 5.

The Motorcycle Safety Program (see below)training course for beginning and experiencedmotorcyclists emphasizes the perils ofimpaired riding.

11B. Reduce motorcycle fatalities result-ing from errors by other drivers

The Motorcycle Safety Program (see below)includes a legislatively-mandated public infor-mation and education component aimed atheightening the awareness of all motorists tothe presence of motorcycles on the road.Examples of these public awareness effortsinclude the designation of May as MotorcycleAwareness and You month and the DriveRight – Watch for Motorcycles campaign, thatairs from May until the end of the riding season.

11C. Increase the application of compre-hensive motorcycle rider education pro-grams for novice and experienced drivers

Motorcycle Safety ProgramIn 1997, New York established a comprehen-sive, rider-funded safety program to improvemotorcycle safety. The Motorcycle SafetyProgram (MSP) is intended to address driverinexperience and lack of training. Createdthrough legislation, this program provides

11



instruction and field training to improve the rid-ing skills of motorcyclists. The program, admin-istered by the Motorcycle Association of NewYork State (MANYS), is conducted at 22 publictraining sites and nine military or police facilitiesaround the state. As an incentive to participatein the training, the New York StateDepartment of Motor Vehicles waives themotorcycle license skills test for those whosuccessfully complete the beginner ridercourse. Over 52,000 beginning riders havecompleted the course. Drivers who successful-ly complete the basic training course are eligi-ble for a 10 percent reduction on the base rateof their automobile and motorcycle liability andcollision insurance premiums for three years.

The MSP also includes an Experienced RiderCourse (ERC). The ERC is a training programdesigned for experienced riders who want torefresh and enhance their motorcycle ridingskills. It is intended for riders with at least sixmonths or 3,000 miles of recent riding time.

New York continues an initiative to reduce thenumber of unlicensed motorcycle operators.In 1998, the Department of Motor Vehiclessent notices to the 35,000 motorcycle regis-trants who did not have a motorcycleendorsement, reminding them of the need forlicensing and providing information on themotorcycle rider education program. It isbelieved that this action has contributed to theincrease in licensing and education courseenrollments.

11D. Increase highway design, operation,and maintenance practices that considerthe special needs of motorcycle operat-ing requirements and dynamics

The NYS Highway Design Manual is currentlybeing revised to include Maintenance andProtection of Traffic in Work Zones which will

address issues related to motorcycles travel-ing in a construction work zone.

The NYS Department of Transportation(NYSDOT) is reviewing new EngineeringInstructions (EI) to ensure that they provideguidance in designing highways that aremotorcycle-friendly. Specifically:

Motorcycle Safety on MilledPavements – Revised SpecificationsThe EI revises the NYSDOT StandardSpecifications to warn motorcycles ofmilled pavement conditions.

Motorcycle Safety Measures on MilledPavements-Design GuidanceThe EI issues guidance in signing to addressmotorcycle stability concerns on milledpavement.

Traffic signal loop detector sensitivity triggersare adjusted on the state system on a case bycase basis at intersections to accommodatenewer, lighter weight motorcycles.

The 2004 revision of the State Manual ofUniform Traffic Control Devices (MUTCD)incorporates two signs into the manual whichwarn bicyclists and motorcyclists that they areapproaching a skewed rail-road grade crossing. Thesigns are intended foruse only where theangle betweenthe roadwayand the tracksis less than 30degrees.

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Improving Motorcycle Safety and Increasing Motorcycle Awareness11

Improving Motorcycle Safety and Increasing Motorcycle Awareness


11E. Increase helmet usage through theenactment of helmet laws

New York’s motorcycle helmet law requiresthat motorcyclists wear USDOT approvedhelmets. The most recent statewide observa-tional survey conducted in 2003 indicates thatthe helmet use rate is over 98 percent.

Other StrategiesIn 2000, the National Highway Traffic SafetyAdministration (NHTSA) and the MotorcycleSafety Foundation (MSF) issued a NationalAgenda for Motorcycle Safety that detailsstrategies needed to improve motorcyclesafety. New York has incorporated several ofthe national recommendations into the state’sprogram.

Motorcycle Safety ForumIn 2004, Governor’s Traffic SafetyCommittee (GTSC) and its partner organi-zations conducted the New England andEastern Regions Motorcycle Safety Forum toaddress those topics critical to reversing theincreasing number of motorcycle fatalitiesoccurring in the Northeast. The discussionsfocused on measures to reduce rider impair-ment, increase safety awareness, increaseparticipation in formal training, and increaselicensing rates among motorcycle riders.Each participating state developed a plan toimprove motorcycle safety performance.New York’s plan focuses on marketing theMotorcycle Safety Program to veteran ridersto increase rider skill levels and increasingthe capacity of training facilities in order tomeet the rising demand for rider training.

Ongoing and FutureStrategiesMotorcycle Safety ProgramNew York will continue to expand itsMotorcycle Safety Program by increasing thenumber of training sites across the state. Inaddition to the beginner rider course, theExperienced Rider Course will be vigorouslypromoted.

Future courses will also be conducted to trainnew instructors (RiderCoaches) for theMotorcycle Safety Program.

National Agenda for Motorcycle SafetyNew York will develop and implement initia-tives that help advance the National Agendafor Motorcycle Safety’s “EssentialRecommendations” related to roadwayimprovements. Any new initiatives would beexpected to contribute to the overall safety ofthe transportation system for motorcycle rid-ers in New York.

Research Research will be conducted in 2006-2007 toexamine issues related to unlicensed motorcy-cle operators.

New York State’s safety community is com-mitted to participating in ongoing and futurenational multidisciplinary research efforts tostudy varied safety practices and counter-measures that will contribute to reducingcrashes and their severity, as well as reduc-ing the associated health care costs.

11

Making TruckTravel Safer

IssueNew York has more than 10.7 million regis-tered vehicles and 11.4 million licensed driv-ers. While approximately five percent of theregistered vehicles are commercial vehicles,approximately ten percent of the licenseddrivers hold a commercial driver’s license.Because of New York’s size and its proximi-ty to Canada, the intrastate and interstatetransportation of commercial goods is animportant component of the state’s econo-my. To ensure that goods are transportedsafely and securely, New York’s commercialvehicle safety program focuses on the road-side enforcement of the laws and regula-tions that govern such transport.

In 2003, 130 fatal crashes involving largetrucks occurred in New York State, resultingin 144 fatalities. In recent years, large truckcrashes have accounted for approximately10 percent of the total number of fatalcrashes statewide.

New York State Large Truck Crashes

To reduce fatal and serious injury crashesinvolving large trucks on New York’s road-ways, the state’s commercial vehicle safetyprogram provides for random roadside safe-

ty inspections of vehicles and drivers andassists local law enforcement agencies inaddressing local commercial vehicle safetyconcerns. A key component of the programfocuses on public information and educationinitiatives to raise awareness among the gen-eral public, as well as the commercial vehi-cle industry, with respect to large truck safe-ty issues on the state’s roadways.

Strategies12A. Refocus commercial vehicle pro-grams and regulations to achieve crashreductions rather than focusing onenforcement actions.

New York follows a performance-basedapproach in the development and imple-mentation of its commercial motor vehiclesafety program, which is described in detailin its annual Commercial Vehicle Safety Plan(CVSP). The CVSP is critical to the successof New York’s commercial motor vehiclesafety program. Because it includes anassessment of the program and identifiesproblems that need to be addressed, it isused to allocate resources among the pro-gram’s various components.

Carried out by the New York StateDepartment of Transportation (NYSDOT) andthe New York State Police, the program’s suc-cess lies in its inclusion of agencies and organi-zations at both the state and local level in theplanning process. To maximize its potential toreduce crashes and injuries involving largetrucks, the program integrates the five nationalprogram elements: driver/vehicle inspections,compliance reviews, traffic enforcement, publicinformation and education, and data collectionand reporting.

12



12B. Reduce the number of commercialvehicle crashes resulting from loss ofalertness and driver fatigue

Driver-related factors comprise the majorityof contributing factors reported in largetruck crashes in New York State. In recentyears, “unsafe speed” and “failure to yieldthe right-of-way” were the two most com-mon contributing factors in fatal and seriousinjury truck crashes, followed by “driverinattention.” These three factors are beingaddressed through aggressive enforcementof the state’s Vehicle and Traffic Law, whichis described in more detail under CurbingAggressive Driving, Chapter 4.

While the factors of “fell asleep” and“fatigued/drowsy” were less prevalent incrashes, initiatives to combat these factorsare also being addressed through the state’srest area improvement plan, which providesfor improved truck parking and rest facili-ties. More detailed information on fatigueddriving and rest area improvements is pre-sented under Keeping Drivers Alert,Chapter 6.

12C. Reduce the number of commercialvehicle crashes resulting from drivererrors

Lack of knowledge regarding large trucksafety issues among the general public,including motorists, pedestrians, and bicy-clists, has been identified as a significantproblem. Passenger cars invading the truck’sspace is a frequent cause of crashes andreflects a lack of knowledge regarding the

inability of heavy trucks to slow down orstop in short distances. These issues arebeing addressed by providing educationaloutreach to both commercial and passengervehicle drivers on safe driving skills. In addi-tion to coordinating educational activitieswith the Governor’s Traffic SafetyCommittee (GTSC), the New York StateMotor Truck Association is an importantpartner for the delivery of educational pro-grams such as the promotion of the “Sharethe Road” and the “No Zone” messages.

Share the Road and Stay Outof the No Zone Improving driver awareness among all driv-ers is a critical component in the effort toreduce large truck crashes. The goal of the“Share the Road” and “Stay Out of the NoZone” programs is to educate all highwayusers about the importance of sharing theroad safely with large trucks. These pro-grams provide highway users with knowl-edge that will help minimize the likelihoodof a crash with a large truck and reducethe severity of the outcomes of those thatdo occur.

In taking the lead on these efforts, the NYSMotor Truck Association promotes both the“Share the Road” and the “Stay Out of theNo Zone” messages to driver educationprograms offered in schools across thestate. The State Police have sent out morethan 100 videos to their School ResourceOfficers for use in driver education classesacross the state. The NYS Motor TruckAssociation and the State Police are alsoworking together to promote the use of the

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Making Truck Travel Safer12

Making Truck Travel Safer


state’s “No-Zone” Truck in parades andother civic events to increase awarenessamong the motoring public.

Promotional outreach efforts are also beingconducted by the State Police and theThruway Authority, and include such activi-ties as running PSAs on score boards at col-lege sporting events and using light boards,continuous loop videos, and posters to edu-cate passenger vehicle drivers on sharing theroad safely with commercial vehicles.

Lack of awareness of safety issues amongcarriers with high out-of-service rates orfrequent crash involvement, as well asamong small carriers, especially owner-operators, is of special concern. To addressthis concern, enforcement activities arecomplemented with education that address-es the informational needs of commercialvehicle drivers and carriers on a variety oftruck safety issues. The New York StateMotor Carrier Safety Assistance Program(MCSAP) agencies conduct outreach effortsby providing technical assistance to individ-ual companies and groups from the motorcarrier industry and by conducting confer-ences and seminars for commercial driversand the truck and bus industries.

Highway Watch ProgramSponsored by the NYS Motor TruckAssociation, the purpose of the HighwayWatch Program is to provide professional truck drivers with the expertise and toolsthey need to make a significant contribu-tion to guarding the welfare of the motoring public. Implemented in NewYork in September 2002, the programprovides special anti-terrorism securitytraining to New York-based professionaltruck drivers that will enable them to

observe and report national security andhighway safety threats to the properauthorities. By the end of 2004, morethan 1,700 commercial drivers had volun-tarily completed the Highway Watchtraining and are helping to maintain thesafety and security of New York’s road-ways and the citizens of New York State.

Truck Safety andEducation ConferenceSponsored by the NYS Department ofMotor Vehicles (NYSDMV) and the NYSMotor Truck Association, this conferenceis conducted annually to provide com-mercial vehicle drivers and carriers a vari-ety of information on topics dealing withthe industry’s most pressing issues,including new requirements, state andfederal rules and regulations, and safetyissues. The conference is typically heldeach year in the spring or summer andattracts more than 300 participants.

Truck Safety WeekThrough the cooperation of NYSDOT,NYSDMV, State Police, NYS Motor TruckAssociation, and the Federal MotorCarrier Safety Administration (FMCSA),New York participates in national TruckSafety Week each year. Events sponsoredin New York include a truck drivingchampionship.

Commercial Motor Vehicle LawAwareness TrainingConducted by the NYS Division ofCriminal Justice Services’ Bureau ofMunicipal Police (BMP), this training pro-vides information on state and federallaws, rules, and regulations pertaining tocommercial vehicles and drivers to localenforcement officers. The purpose of the

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training is to enable local officers to bettercarry out routine traffic enforcement activ-ities with regard to commercial vehicles.

The State Police requires that all newrecruits, as well as Troopers assigned tointerstate patrols (e.g., NYS Thruway),participate in awareness and enforcementtraining. Topics covered in the traininginclude: public safety concerns; commercialvehicle crash reports; stopping commercialvehicles safely; hazardous moving viola-tions; equipment violations; vehicle length,width, height and weight violations; hoursof service; and use of log books.

Commercial Motor VehicleDriver Training The Metropolitan TransportationAuthority's (MTA) NY City TransitDivision of Buses is using computer-baseddriver simulators to standardize and rein-force defensive driving behaviors amongits MTA bus drivers. NYSDOT assistedthe Rochester-Genesee RegionalTransportation Authority in acquiring sim-ilar technology, which is also used to traindrivers for local public services agencies.In addition, a mobile driver simulator unitis being acquired for use in rural areas.

way in which large truck crashes can beBecause the behaviors and actions of com-mercial vehicle drivers play a substantial rolein crashes, routine traffic enforcement bythe State Police and local police agencies isan important component of New York’scommercial vehicle safety program. In addi-tion to conducting vehicle inspections anddriver interviews, State Police troopers fromthe Commercial Vehicle Enforcement Unit(CVEU) issue tickets for violations of thestate’s Vehicle and Traffic Law (V&T),Transportation Law, and Tax Law. Troopers

from the CVEU also participate in specialenforcement efforts, such as seat belt andaggressive driving details, concentrating oncommercial drivers.

In addition to its CVEU, the State Policeemploys approximately 2,600 patrol troop-ers who regularly perform duties related totraffic enforcement, including issuing ticketsfor violations by commercial vehicle drivers.Routine enforcement of the V&T is also con-ducted by New York’s more than 570 localpolice agencies. In 2003, approximately112,000 commercial vehicle drivers and car-riers were issued almost 170,000 tickets forvarious violations of New York’s V&T,Transportation, and Tax Laws.

Commercial Motor Vehicle Drivers andCarriers Ticketed in New York State

To assist the courts in adjudicating tickets issuedto commercial drivers and carriers, the StatePolice and NYSDMV developed a special“Judicial Outreach Program” to provide in-service training to local magistrates and othercourt personnel. The success of the programhas led to the creation of a standard CMVmodule for incorporation in the in-servicetraining program for all magistrates.

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Another important way in which large truckcrashes can be reduced is through the use ofskilled and experienced truck drivers. Tohelp ensure that the commercial truckingindustry in New York has access to appro-priately qualified drivers, NYSDMV providesfor a CDL skills test process to test a dri-ver’s ability to operate a large truck on thestate’s roadways. In addition, NYSDMV alsoprocesses and monitors the driving qualifica-tions of commercial vehicle drivers under itsArticle 19-A and B programs.

Article 19-A: Special Requirementsfor Bus Drivers Enacted in 1974, Article 19-A of the NYSVehicle and Traffic Law (19-A), SpecialRequirements for Bus Drivers, estab-lished requirements for the qualificationand employment of bus drivers. Motorcarriers subject to 19-A must conductspecific safety-related pre-employment,annual and biennial procedures on thebus drivers they employ and file an annu-al affidavit of compliance indicating thatthey have done so. These proceduresinclude reviewing the drivers’ drivingrecords, insuring that the drivers aremedically qualified, can safety and defen-sively drive a bus, and demonstrateknowledge of the rules, regulations andlaws applicable to bus drivers by passinga written test every two years.

School bus drivers must also pass a crimi-nal record review by the New York StateDivision of Criminal Justice Services andthe Federal Bureau of Investigation. Thereview of these criminal records is doneby the NYSDMV. Other 19-A driver dis-qualifications related to motor vehiclecrashes, convictions, driver license sus-pension and revocation actions and

points are monitored daily by the 19-Aprogram. Carriers and school districts areadvised whenever a driver is disqualifiedor has a pending or potentially disqualify-ing record.

Article 19-B: Special Requirementsfor Commercial Motor CarriersThe Article 19-B program is alsodesigned to promote highway safety inNew York State by providing standardsfor commercial motor carriers to followin qualifying their drivers to operate vehi-cles. An important component of theprogram allows trucking companies tosubmit a list of drivers to the NYSDMVfor the purpose of being notified when-ever a driver has been ticketed for a vio-lation of the V&T or has been involved ina crash.

12D. Implement traffic controls andaddress highway design problems toreduce the most prevalent truck crash-es on Interstate and major highways

To address issues related to highway designand large truck crashes, New York has insti-tuted a program whereby traffic engineeringconsiderations are included in all motor car-rier accident causation analyses. New Yorkalso has established protocols for reviewingdesign standards and investigating ways tomake highways more commercial motorvehicle driver-friendly through the use ofvariable message signs and other signage,rest areas, and posting of ramp speeds.

12E. Enhance the safe operating condi-tion of trucks and buses

The foundation of New York’s commercialmotor vehicle safety program is its roadside

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safety inspection program of commercialvehicles and drivers. Since the terroristattacks on September 11, 2001, the imple-mentation of enhanced security in the NewYork Metropolitan Area and at the state’snorthern border with Canada has been amajor priority of the inspection program.Significant advances in technology in recentyears have enabled New York to captureand report inspection data electronicallythrough a wireless communication system,making the data available on a real-timebasis.

In FFY 2004, more than 107,000 large truckinspections were conducted, including 8,608at the Canadian border crossings and 2,605in the New York Metropolitan Area.

New York State Truck Inspections

In addition, the State Police is conductingspecialized enforcement efforts on thestate’s major traffic corridors that focus onhazardous materials and containerizedcargo. The goal of these enforcementefforts, which are part of the NorthernBorder Inspection Program being conductedthrough FMCSA, is to increase inspectionsof vehicles carrying hazardous materials.Since October 2004, 4,822 vehicles havebeen inspected, of which 12 percent andseven percent were hazmat and container-ized cargo, respectively. A total of 4,679 vio-lations were found, placing 238 drivers and549 vehicles out-of-service.

Other important initiatives in this areainclude:

Commercial Vehicle WeightEnforcement SeminarsIn 2004, the State Police developed anew weight enforcement program forthe state. Approved by the NYS Divisionof Criminal Justice Services (DCJS), thenew program, known as the New YorkState Size and Weight EnforcementCourse, provides 16 hours of training ona number of topics, including: the state’sVehicle and Traffic Law; the Code ofFederal Regulation; NYSDOT’s divisibleload and special hauling permits, over-sized vehicle and certified escort regula-tions, and crane regulations; and use ofportable and semi-portable scales. Thecourse can be delivered by both the StatePolice and DCJS and includes field train-ing on all classroom instruction. Thiscourse provides local police officers withthe information needed to enforce thestate’s laws and regulations related tocommercial vehicle weight violations.

New Entrant ProgramNYSDOT supports the delivery of theFMCSA’s New Entrant Program bydeploying roadside inspection staff to thiseffort. Twenty NYSDOT investigators,inspectors, and supervisors are certifiedto perform new entrant safety audits.Since June 2003, audits of more than2,000 new entrants have been per-formed.

Compliance Review ProgramConducted by NYSDOT, the FMCSACompliance Review program in NewYork State focuses aggressive enforce-ment efforts on those carriers with the

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highest frequency of crashes and/or road-side inspection out-of-service rates.Priority for selecting carriers for compli-ance reviews is based primarily on thecarrier’s SafeStat rating calculated fromall accidents and inspections assigned tothe carrier’s USDOT number.

In the area of bus safety, New York has a wellestablished bus inspection program thatrequires all buses, including both for-hire andschool buses, to be inspected at least once ayear. More than 140,000 inspections are con-ducted annually. In addition to establishing andpromoting standards for vehicle inspections,NYSDOT provides guidance to carriers toimprove the safety of their buses. NYSDOTalso sponsors an annual conference to providethe bus industry and its drivers a variety ofinformation on topics dealing with the indus-try’s most pressing concerns, including newrequirements, state and federal rules and reg-ulations, and safety issues.

Other StrategiesPublic Transportation Safety Board (PTSB)The Public Transportation Safety Board(PTSB) was created in 1984 to help reducethe number and severity of public trans-portation crashes in New York. The PTSBis statutorily responsible for the safety over-sight of all public transportation systemsoperating in New York State which receiveState Transit Operating Assistance (STOA)funding. Among its various responsibilitiesthe PTSB:

• Conducts crash investigations• Conducts field safety audits• Establishes operator reporting

procedures• Recommends safety improvements to

bus and rail operators

• Requires a comprehensive systemsafety plan for all transit operators

• Recommends safety rules andregulations as needed

Ongoing and FutureStrategiesNew York will continue to conduct anaggressive commercial vehicle inspection pro-gram, increasing its enforcement efforts atkey border crossings and in New York City.

The issues of commercial vehicle safety andsecurity will continue to be intertwined inthe development and implementation of allfuture initiatives designed to make trucktravel safer.

Specific initiatives or activities that will becontinued or initiated over the next fewyears to improve commercial vehicle safetyinclude:

• Increase inspections/enforcement atthe state’s Northern borders thattarget hazmat carriers

• Increase targeted weight enforce-ment efforts

• Improve the collection and reportingof data on large truck crashesthrough the training of enforcementofficers and the use of technology,especially the use of TraCs

• Develop a SafeStat program for thestate’s intrastate carriers, similar tothe program for interstate carriers

• Promote cooperative efforts amonggovernmental agencies and the com-mercial motor vehicle industry toaddress issues related to movingfreight within the state, as well asacross the state’s borders

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Increasing Use of Intelligent Transportation Systemsand Increasing Safety Enhancements in Vehicles

IssueThe deployment of Intelligent TransportationSystems (ITS) technology in vehicles and onthe roadway has great potential for reducingcrashes and their severity. New York isactively participating in national studies andpilot tests to integrate technology thatallows communication between vehicles andthe roadway environment. In addition, man-aging traffic and demand has resulted in aneed for effective statewide incident man-agement programs which require communi-cation among highway personnel, enforce-ment, emergency medical caregivers, andother groups, as well as all other users ofthe system.

Strategies13A. Reduce the number of crashes andinjuries resulting from misunderstand-ing and misuse of anti-lock brake sys-tems (ABS)

Refer to 13D and Other Strategies.

13B. Reduce carbon monoxide poison-ing through education and technology


13C. Include motorcycle needs in ITScrash avoidance and collision warningresearch and implementation


13D. Improve the compatibilitybetween roadside and vehicle designs

New York, in cooperation with other states,is actively involved in national research

efforts that examine the safety of the road-side in relation to vehicle design andmotorist response to traveling under com-plex environmental conditions. The variabili-ty of vehicle size requires constant safetyreviews of basic roadside features, such assigns, embankments, and guiderail.

On a more complex level, ITS elements areincorporated into the roadway environmentat both the state and local level to helpimprove the safety and efficiency of thetransportation system. Incident manage-ment, emergency services delivery, and trav-eler information that provides route guid-ance and real time traffic information, are allelements that require interaction betweenthe roadway and driver in order to improvemobility and avoid the problems associatedwith congestion.

Other StrategiesReduce the number of highway crashes,fatalities and injuries through the devel-opment and implementation of safe andeffective in-vehicle driver assistance sys-temsThe U.S. Department of Transportation(USDOT) is involved in promoting a nationalprogram called the Intelligent VehicleInitiative (IVI). The IVI aims to reduce crash-es, fatalities, and injuries by accelerating thedevelopment and commercialization of vehi-cle-based driver assistance products.Through this program, USDOT will partnerwith the automobile industry and other keystakeholders to research and evaluate thebenefits of IVI systems.

The program has identified eight majorproblem areas for attention:

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• Rear-end Collision Avoidance• Lane Change and Merge Collision

Avoidance• Road Departure Collision Avoidance • Intersection Collision Avoidance• Vision Enhancement• Vehicle Stability • Driver Condition Warning • Safety Impacting Services

In-vehicle systems that address these issueshold tremendous potential for improving high-way safety. For example, the NationalHighway Traffic Safety Administration(NHTSA) estimates that driver warning sys-tems alone would be effective in preventing49 percent of rear end crashes. In addition, 30percent of all crashes are intersection/ cross-ing path in nature. The outcome of this typeof crash could be positively affected byIntersection Collision Avoidance Systems.Driver Condition Warning Systems could alsoreduce single vehicle, large-truck fatal crashes.

USDOT is working cooperatively on thisprogram with stakeholders including trans-portation and safety agencies, as well as themotor vehicle industry. NYSDOT will moni-tor the progress of this program and partici-pate via direct input, review, outreach,progress reports, and other methods.

Reduce the number of highway crashes,fatalities and injuries through thedeployment of a communications infra-structure on roadways and in produc-tion vehicles to enable a variety of newsafety and operational servicesNYSDOT is one of ten AASHTO statedepartments of transportation participatingdirectly in the USDOT’s VehicleInfrastructure Integration (VII) Program. Theprogram involves a three party consortium

consisting of auto manufacturers, AASHTO,and the USDOT. The VII recognizes that, inorder to achieve major improvements insafety from the in-vehicle systems currentlybeing developed, communication betweenthe vehicle and roadway is necessary. Thegoal of the program is to achieve nationwidedeployment of a communications infrastruc-ture on the roadways and in all productionvehicles, and to enable a number of keysafety and operational services to takeadvantage of this capability.

The VII envisions an environment wherevehicles are equipped with standardtransponders, GPS capability, and communi-cations transceivers, and the roadside has ashort range communications system. In thisenvironment, the vehicle could serve as aprobe, transmitting important informationabout congestion, traction problems, precip-itation, rough road, and other situations, andthe roadway could interact with the vehicleto warn of potentially dangerous roadwaycharacteristics, such as sharp curves orsteep inclines.

Incident Management Program Effective Incident Management programsimprove the response to, and subsequentclearance of, highway incidents.Coordinating the response of emergencyservice providers and providing up-to-dateinformation about specific needs on thescene aids in clearing traffic incidents moreefficiently. In addition, the traffic back-upassociated with roadway incidents, as well asthe potential for secondary crashes, isreduced. NYSDOT has begun developing aformal Incident Management Program thatwill include a number of partner agenciessuch as the State Police, NYS ThruwayAuthority, Department of Environmental

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Increasing Use of Intelligent Transportation Systems and Increasing Safety Enhancements in Vehicles13

Increasing Use of Intelligent Transportation Systems and Increasing Safety Enhancements in Vehicles


Conservation (DEC), emergency serviceprovider organizations, and the NYS TowingAssociation. USDOT training on developingan Incident Management Program, offeredthrough the National Highway Institute, hasbeen conducted in several areas of the state.

Highway Emergency Local Patrol (HELP)NYSDOT’s Highway Emergency Local Patrol(HELP) program involves 70 vehiclespatrolling over 400 miles of freeway duringthe peak hours in five major urban areasaround the state. The HELP patrols madeover 64,000 stops to assist vehicles lastyear, providing some form of assistanceto well over 60 percent of those vehicles.Because the HELP trucks patrol onlyheavily traveled freeway corridors, eachdisabled vehicle that is assisted by theHELP program represents the eliminationof an obstruction in the travel-way and,therefore, a potential collision.

Statewide Information ExchangeNetwork (IEN)The Statewide Information ExchangeNetwork provides travelers with real timeinformation through the use of travelerinformation systems, variable messagesigns, highway advisory radio, in-vehiclecommunication systems, and partnershipswith the media to report current trafficconditions. Use of this information allowsmotorists to make informed choices abouttraveling, or not traveling, as well as con-

sidering taking an alternate route in orderto avoid roadway conflicts.

Ongoing and FutureStrategiesImprove Delivery of Real-time TravelerInformationNYSDOT and its ITS partners are exploringvarious avenues for improving the delivery ofreal-time travel information to the public.Apart from the economic benefits of provid-ing this information, it is recognized that theoverall safety of the public can be substantial-ly improved by providing accurate informa-tion about the roadway conditions ahead,their potential impact on current travel, andalternate routes. This, in turn, reduces con-gestion and significantly improves the overalloperation of the system. Reduction in con-gestion will result in a corresponding reduc-tion in the potential for collisions.

A feasibility studyof a new 511 pro-gram that can betied directly intothe IEN is also inthe early stages.

NYSDOT hasalso partnered

with the RensselaerPolytechnic Institute (Troy, NY) to study thedelivery of real-time routing, and diversionrouting, through portable PDAs. Additionally,the capacity to detect current travel condi-tions, incidents, and speeds, is beingimproved by the expansion of detection sys-tems on several major corridors in the state.Transportation Management Centers willalso continue to be essential in detecting andmanaging incidents.

13

Reducing Vehicle-TrainCrashes

IssueNew York has almost 5,900 at-grade high-way-rail crossings. A motorist is 30 timesmore likely to die as a result of a collisionwith a train than in a crash with anothermotor vehicle. The higher risk involved in avehicular-rail collision, as well as the indirectrisk to the crews and traveling public onpassenger trains, makes improving and/oreliminating at-grade crossings critical tovehicle, train, and bicycle safety. At thenational level, vehicle-train crashes havedecreased overall in the last five years. NewYork does not experience a large number ofcrashes, but the trend has been uneven dur-ing the same period.

Accident RatePer 1000 Highway Rail Crossings

Strategies14A. Finalize development of anddeploy improved passive warningdevices

New York has one of the highest levels ofactive device signalization of public crossingsin the nation. Of the 2,900 public crossings

in New York, approximately 2,100 (72%)are equipped with active devices; only 800(28%) have passive devices only.

In New York, the Manual of Uniform TrafficControl Devices (MUTCD) sets the currentrequirements for passive devices at gradecrossings. At a minimum, crossbucks,advanced warning disks, and pavementmarkings are required to be installed at allpublic crossings (the last for paved roadsonly).

At the same time, the NYS Department ofTransportation (NYSDOT), in cooperationwith its Regional offices and the railroads,monitors conditions on the public crossingsequipped with existing passive devices forany potential need for upgrade to activewarning devices.

Prior to 1994, NYSDOT had no jurisdictionover private crossings. However, as of 1994,under revisions to New York’s Railroad Law,the Commissioner of NYSDOT was givenregulatory authority for the first time overprivate crossings on Amtrak lines; in 2002,this authority was expanded to include pri-vate crossings on Metropolitan TransportationAuthority (MTA) commuter lines. In thecoming year, NYSDOT hopes to establishspecific safety specifications for those pri-vate crossings now under its jurisdiction; thiswill likely include an extension of the stan-dards and use of passive warning devicesalready in existence for public crossings inNew York.

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14B. Establish national guidelines forhighway-rail grade crossing

Public crossing project priority in New Yorkis based on the USDOT’s Final AccidentPrediction Index (FAPI) calculated for allpublic crossings in the state from site inspec-tions and information provided by regionalpersonnel, the railroads, and local highwayauthorities.

New York has alsosought to identifythose crossingswhich are profiledeficient. Profile defi-cient crossings arethose where conven-tional improvements,such as flashers andgates, may not fullyaddress safety con-cerns. These sitesmay be candidates for consolidation andelimination via alternate access roads orgrade separation.

Grade separation projects are evaluatedbased on a cost-benefit analysis developedby NYSDOT, among other factors. Theinstallation of grade separated structurestends to be very capital intensive.Approximately four such projects, all involv-ing main line tracks, are under considerationin New York at this time.

NYSDOT has developed and applied designguidelines for traffic signals interconnectedwith grade crossing warning devices. Theseguidelines are consistent with the ITE rec-ommendations. (See also 14D below.)

14C. Improve driver training and licens-ing relative to safe practices forapproaching and traversing highway-railcrossings

Operation LifesaverAs a participant in the national OperationLifesaver program, the state conducts train-ing for children as well as adults on how toapproach and negotiate railroad at-gradecrossings, with support from GTSC and the

railroads. In addition, theOperation Lifesaver organi-zation provides basic andadvanced training to locallaw enforcement agencieson how to conduct a spe-cialized highway-rail gradecrossing collision investiga-tion. The courses alsoinclude training on handlinghazardous materials at acrash site.

14D. Adopt more advanced technologyfor enforcement and crash preventionat appropriate RR locations to minimizemotorist violation of RR warningdevices

Traffic Signal Pre-emption Traffic queues from a signalized highwayintersection have the potential for extendingacross the railroad grade crossing.Interconnections coordinating the railroadwarning system and the highway traffic sig-nal controller improve crossing safety byallowing the clearance of any vehiclesstopped on the tracks before the train’sarrival at the crossing.

NYSDOT has developed its own designguidelines for interconnections consistent

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Reducing Vehicle-Train Crashes14

Reducing Vehicle-Train Crashes


with the ITE recommendations. The pre-ferred design approach included in theguidelines calls for pre-signals, double clear-ance, closed circuit, preemption, queuedetection systems, and constant warningtime track circuitry.

NYSDOT evaluates locations where inter-connections are needed based on inputfrom the railroads, regional railroad coordi-nators and traffic engineers, and local high-way authorities.

Constant Warning Time (CWT) TrainDetection DevicesPreference is given, where feasible, toreplacing existing track circuitries with CWTdevices where tracks are shared by freight(slower) and passenger (faster) trains, there-by minimizing the risks of preemptiontrapped vehicles and/or gate violations.

14E. Implement the findings and recom-mendations of the USDOT GradeCrossing Safety Report

The five problem areas identified in the TaskForce Final Report are:

1. Interconnected Signals and Storage• NYSDOT has obtained and maintained

an updated list of interconnected gradecrossings.

• NYSDOT has developed guidelines for the design of interconnections. These include periodic inspection ofinterconnected grade crossings. Interconnected sites are continually investigated to verify the need to update preemption times.

• New interconnections are reviewed and approved by NYSDOT.

• Needed interconnections are included in all new projects.

• Local highway authorities areencouraged to investigate sites where interconnection is needed.

• NYSDOT actively participates in regional conferences with other high-way agencies and railroads covering grade crossing safety issues.

2. Available Storage SpaceNYSDOT recommends that signalized inter-sections in close proximity to grade cross-ings be interconnected and a pre-signal beinstalled, primarily where the available stor-age space is inadequate for the design vehi-cle length. New “limited storage warning”signs, adopted by the National MUTCD, arebeing recommended where appropriate.

3. Profile DeficiencyNYSDOT systematically conducts an evalu-ation of profile deficiency during site sur-veys. If warranted, local highway authori-ties are requested to install appropriatesigns at profile deficient crossings subjectto truck traffic.

4. Light Rail Transit CrossingsA limited number of light rail transit cross-ings exist in Buffalo only and are currentlyregulated by the local transit authority.

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5. Special Vehicle Operation PermitsWhen a superload carrier requests a permitto haul goods over a route that has an at-grade railroad or other right-of-way crossingthe state highway, the permittee must certi-fy that the vehicle can safely cross the facili-ty. Emergency phone numbers and thenames of contact persons from the companyor agency which has jurisdiction at the spe-cific grade crossing must be submitted toNYSDOT before a hauling permit is issued.

Other StrategiesHighway-Rail Grade CrossingElimination ProgramNew York State maintains an ongoing effortto eliminate redundant public and privategrade crossings through closures, consolida-tions, and grade separations. Passenger railline crossings are given priority. (See also14B and 14E.)

Ongoing and FutureStrategiesDriver Education CurriculumTo increase awareness of the hazards ofdriving and bicycling through highway-railgrade crossings, a segment on this subjectwill be added to the driver education pro-gram curriculum.

Photo-monitoring EnforcementState Law prohibits motorists from drivingaround lowered crossing gates and stoppingon the tracks. Stopping on tracks violationsare addressed by installing proper regulatorysigns and/or implementing traffic signal pre-emption where queuing is the main factorassociated with this risky driver behavior.Local and MTA police have also assisted incurbing these violations at sites identified byNYSDOT, railroads, and local authorities.

Pending implementation of proposed enablingstate legislation, NYSDOT is considering theinstallation of photo monitoring devices atgrade crossings on a demonstration basis.Priority will be given to high risk locationswith a high incidence of gate violations.

Barrier SystemsNYSDOT is evaluating impenetrable gradecrossing barrier technology for applicationon high-speed passenger rail corridors,including commuter rail services.

NYSDOT has also investigated alternativetechnology to improve safety at grade cross-ings, such as “Second Train Coming” dynam-ic message signs and real-time monitoringdevices for grade crossing warning systems.

Partner with Local GovernmentNYSDOT will partner with local govern-ments to systematically review all publicgrade crossings for correct placement ofpavement markings, advance warning signs,and other appropriate signs. Queuing prob-lems at proximate crossings that mayrequire interconnections will also be evalu-ated. (See also 14E.)

Intermodal Control Systemsfor Grade CrossingsNYSDOT has partnered with FHWA toadvance a project that provides an inter-modal control system and equipment forgrade crossings. The first phase of the proj-ect was finalized and a second phase is nowunder development. The goal is to demon-strate how predicted train arrival times andsubsequent control measures can lead toimprovements in highway rail crossings safe-ty. The system’s key functions are: near sidestation stop, stalled vehicle detection, exitqueue detection, and vehicle/pedestrianmessage sign operation.

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Reducing Vehicle-Train Crashes14

Keeping Vehicleson the Roadway

IssueIn 2002, 32 percent of the fatal highwaycrashes and 14 percent of the personalinjury crashes in New York were the resultof vehicles leaving the roadway. From 1998to 2002, the number of fatal run-off-roadcrashes in New York was on an upwardtrend, increasing 14 percent, from 386 to439. These statistics emphasize the need tocontinue to implement strategies to preventvehicles from leaving the lane of travel andminimize the consequences to the motoristand the vehicle when a vehicle does leavethe roadway.

NYS Run-Off-Road Crashes

Strategies15A. Implement a comprehensive pro-gram to improve driver guidancethrough better pavement markings anddelineation

New York has routinely been using widerpavement markings (6 inch) on interstatesand freeways. In low snowfall areas, largerglass beads are used to improve the wetweather and nighttime visibility of pavementmarkings. Pavement marking and delineationpolicies are continuously reviewed.

New reflective and retro-reflective materialsare constantly being tested to ensure highvisibility of signs. Sign sheeting with higherretro-reflectivity for work zone signs isbeing phased in.

New York State Thruway policy calls for theuse of wet reflective pavement markings onall construction projects where removabletape is required for skip lines.Experimentation with permanent wetreflective pavement markings is ongoing.

The NYS Department of Transportation(NYSDOT) participated in a study withMississippi and Texas to examine whetherthe installation of peripheral transverse lineson the pavement has the potential toencourage slower driving speeds. The NewYork test site experienced approximately afour percent reduction in average speeds atthe test site.

See also 15E below.

15B. Implement a targeted shoulderrumble strip program

NYSDOT has over 5,000 shoulder miles ofSafety Shoulder Rumble Strips (SAFE-STRIPS) installed along New York’s inter-

15



Keeping Vehicles on the Roadway15

state highways, parkways, and other limited-access highways. Rumble strips havereduced run-off-road crashes by 65 percent.Rumble strip installation on the New YorkState Thruway has reduced fall-asleep crash-es by at least 70 percent and, based on acomparison with the five-year period from1991-1995, saves an estimated eight livesannually on this facility.

NYSDOT is investigating piloting the installa-tion of shoulder rumble strips on selectedrural two-lane roadways with a high run-off-road history.

15C. Improve the design process toexplicitly incorporate safety considera-tions and to facilitate better designdecisions

Highway Safety ImprovementProgram (HSIP)This federally-mandated program proactive-ly identifies high-accident locations calledPriority Investigation Locations (PILs). NYS-DOT conducts Highway SafetyInvestigations to study identified PILs andproduce cost-effective, proven engineeringsolutions to identified crash locations. PILscomprise approximately five percent of themileage on state highways, but account forone-third of all crashes occurring on theseroadways. Statewide, approximately 70 per-cent of the recommendations resulting fromthe HSIP are for low cost traffic controland/or maintenance countermeasures. Theremaining 30 percent of the safety recom-mendations are incorporated into designsfor safety capital improvements.

15D. Develop better guidance to con-trol variance in speed through combina-tions of geometric, traffic control, andenforcement techniques

Traffic CalmingIn 1999, New York incorporated formalguidance for Traffic Calming into the State’sHighway Design Manual in an effort toreduce the negative effects of motor vehi-cles, alter driver behavior, improve condi-tions for non-motorized street users, andpromote safety at certain problem locations.Chapter 25 of the manual provides guidancefor regional designers, in cooperation withthe local community, to examine the meritsof incorporating traffic calming elements andmeasures into each design project. In addi-tion, NYSDOT has provided “TrafficCalming Engineering and Design Training”statewide for department engineers andlocal/elected highway officials.

See also Curbing Aggressive Driving,Chapter 4.

See also Improving the Design andOperation of Highway Intersections,Chapter 17.

See also Designing Safer Work Zones,Chapter 19.

15E. Establish programs to improve themaintenance of the roadway to enhancehighway safety

Safety Appurtenance Program(SAFETAP)Based on the Federal HighwayAdministration’s Road Safety Audit Program,the SAFETAP program is designed to ensurethat roadside safety considerations are

15

Keeping Vehicles on the Roadway


1515

incorporated intoNYSDOT’s PreventiveMaintenance Paving singlecourse overlay projects.Under the federal-aid 1Rrequirements, the safetymeasures accomplishedunder this programinclude treatments neces-sary to avoid degradingsafety, and those treat-ments or countermeasures that are practicaland necessary to address existing or poten-tial safety problems. An audit team com-prised of representatives from the RegionalTraffic, Design, and Maintenance Divisionsreviews over 900 miles of highway plannedfor resurfacing each year. Team recommen-dations include low-cost signing, delineation,guide rail, drainage, pavement marking,roadside obstacle protection/removal,superelevation, shoulder treatments, andother safety improvements to be imple-mented at the time of construction or soonafter construction.

Skid Accident Reduction Program(SKARP)SKARP identifies and friction tests sectionsof pavement (including intersections) experi-encing unusually high proportions of wet-

road crashes; those sections experiencingboth a high proportion of wet-road crashesand low friction numbers are treated. Thetreatment generally involves resurfacing witha 1½ inch top course (or ½ inch microsur-facing) containing non-polishing aggregates.The integrated approach pursued by NYS-

DOT in implementingSKARP involves close coor-dination among the TrafficEngineering & HighwaySafety Division, which hasassumed overall programmonitoring and evaluationresponsibilities, theTechnical Services Division,which has assumed respon-sibility for friction testingand materials issues, andNYSDOT’s eleven regionaloffices, which are responsi-

ble for undertaking remedialtreatments.

An evaluation of 40 locations treated underSKARP documented that road crashes, as aproportion of all crashes, declined from 43percent to 16 percent. The performance ofSKARP provides testimony to the benefitsthat can be realized from a systematicapproach to identifying concentrations of aparticular crash type and then treating theidentified deficiency with an effective coun-termeasure.

Snow/Ice Accident Reduction Program(SARP)SARP identifies bridge decks that are experi-encing high proportions of icing crashes andrecommends the application of a permanentdeicing agent in top courses for these bridges.SARP has been integrated into NYSDOT’sBridge Safety Assurance Program.

This high accident location was corrected by improv-ing geometry, signing, widened shoulders, to providebetter drainage and install guiderail to address thecharacteristics contributing to the high number of acci-dents at this location.


Other StrategiesCornell Local Roads Program – LTAPCenterThe Cornell Local Technical AssistanceProgram (LTAP) has provided technicalassistance and training to over 1,600 localgovernments in New York since 1984.Cornell provides technical assistance in theareas of road building, maintenance, rehabili-tation, traffic, and safety issues. The pro-gram has been instrumental in providingguidance and training to assist local govern-ments in incorporating enhanced safety ele-ments into local highway projects.

Ongoing and FutureStrategiesNYSDOT will continue to pilot the installa-tion of centerline rumble strips on selectedroadways with a history of cross-over crash-es. An evaluation of the effectiveness of cen-ter line rumble strips will be conducted.


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Keeping Vehicles on the Roadway15

Minimizing the Consequencesof Leaving the Road

IssueIn 2002, more than 400 fatal crashes (32%)in New York involved vehicles either over-turning or colliding with a fixed object.These figures demonstrate the importanceof reducing the potential for vehicles tooverturn or to strike fixed objects whenthey leave the roadway. Additionally, it iscritical that the roadway be improved toallow drivers who do leave their travel laneto regain control of their vehicles beforethey leave the shoulder of the roadway.

NYS Fatal Overturn/Fixed Object Crashes

Strategies16A. Provide improved practices for theselection, installation, and maintenanceof upgraded roadside safety hardware

The NYS Department of Transportation(NYSDOT) conducts a systematic evaluationof new and existing technologies, hardware,and improved practices under the directionof NYSDOT’s Product EvaluationCommittee (PEVAC). The Committee’sresponsibilities also include determining howand when new products should be integrat-ed into the state’s highway environment.

The NYS Thruway Authority analyzed thecrash histories of those sections of freewaywith medians 54 to 64 feet in width, bothwith and without median barriers. TheThruway found that there were twelvetimes more crashes on the freeway sectionswith median barriers when compared tosections with no median barriers. The costof crashes that occurred on sections withmedian barriers were 2 ½ times greaterthan crashes where there were no barriers.As a result of this study, a policy was estab-lished that calls for the removal of barriersfor medians wider than 54 feet unless thereare extenuating circumstances that makeretention of the barrier appropriate.

See also Keeping Vehicles on theRoadway, Chapter 15.

16B. Implement in an environmentallyacceptable manner a national effort toaddress hazardous trees

Refer to Keeping Vehicles on theRoadway, Chapter 15.

16



16C. Implement a national policy toreduce the hazard from roadside utilitypoles, particularly on two-lane rural roads

War on Utility PoleAccidents Program (WUPA)WUPA identifies and relocates utility polesthat are experiencing an unusually high num-ber of hits. As part of the design process forall capital projects, NYSDOT considersmoving utility poles to the edge of the right-of-way whenever practical.

16D. Develop and implement guidanceto improve ditches and backslopes tominimize rollover potential

Where possible, NYSDOT and local govern-ments are widening pavement shoulderwidths, particularly on rural two-lane roads,to allow for better vehicle recovery when avehicle leaves the travel lane. In addition,wider shoulder treatments accommodatesafer travel for pedestrians and bicyclists,particularly on designated bicycle routes.

Shoulder Edge Joint TreatmentNYSDOT is participating in a research proj-ect where the effectiveness of a number ofmechanical shoulder edge joints installed onrural maintenance paving projects is beingevaluated. This project is part of the nationaleffort to reduce cross-over accidents causedby tire scuffing on shoulder pavement edgedrop-offs and run-off-road crashes. The newshoulder wedge joints are designed to pro-

vide a smooth transition to allow motoriststo steer back onto the roadway and main-tain control of their vehicles when a wheelruns off the shoulder.


16E. Develop and implement guidelinesfor safe urban streetscape design

Context Sensitive DesignIn 2001, NYSDOT formally adopted theprinciples of Context Sensitive Solutions intoits project design process. Context sensitivedesigns strive to improve transportationservice and safety with technical solutionswhich incorporate safety, environmental,scenic, aesthetic, cultural, natural resourceconcerns, and the needs of the communityinto the project design.

In addition, as part of their safety manage-ment system process, Metropolitan PlanningOrganizations have developed tools toaddress safety elements in urban environ-ments. Planners look for traffic calmingroadway solutions that result in urbanstreetscapes that are friendly for all users,including pedestrians, bicyclists, transitusers, and drivers.


Ongoing and FutureStrategiesNew York State’s safety community is com-mitted to participating in ongoing and futurenational multidisciplinary research efforts tostudy varied safety practices and counter-measures that will contribute to reducingcrashes and their severity, as well as reduc-ing the associated health care costs.

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Minimizing the Consequences of Leaving the Road16

Improving the Design and Operationof Highway Intersections

IssueIntersection crashes accounted for 26 per-cent of all highway fatalities in New YorkState in 2002. Of these, 47 percent involvedsignalized intersections. Fifteen percent ofall highway fatalities resulted from right-angle collisions. Rear-end and left-turn colli-sions comprised nearly half of all two-vehi-cle crashes. This evidence clearly demon-strates the need to improve the safety char-acteristics of highway intersections.

Intersection Crashes in NYS

Strategies17A. Improve the safety of intersectionsusing automated methods to monitorand enforce intersection traffic control

Red-Light-Running Photo EnforcementLegislation enacted in 1993 allowed the use ofphoto-monitoring technology at targeted highpriority intersections in New York City(NYC.) This program has proven effective inreducing red light running at the locationswhere photo-monitors are installed. Becausethe majority of vehicle-pedestrian accidents inNew York State occur in NYC, the installationof this technology has also improved pedestri-an safety.

Stop Red Light Running SymposiumIn 2002, the Federal Highway Administration,Governor’s Traffic Safety Committee (GTSC),and the University at Albany’s Institute forTraffic Safety Management and Researchhosted symposiums in Albany and Buffalo toexplore enforcement, education, and engi-neering solutions to red-light running.

17B. Improve intersection safety throughupgrading of signalized intersection con-trols that smooth traffic flow

Traffic Control SignalsThe NYS Department of Transportation(NYSDOT) is currently responsible for signal-ized traffic control at over 6,000 intersectionsstatewide. In addition, there are many morethousand signals maintained by local govern-ment.

NYSDOT is nearing completion of a re-lamping program to change over to LEDsin all signals.

NYSDOT is in the initial stages of a roll-outof the model 2070 Advanced TransportationControllers to replace existing, obsoletemodel 179 controllers. This conversion isscheduled to be completed within the nextten years. The 2070 controller has datacollection capabilities, (e.g., traffic volumeand speed data), in addition to traffic signalcontrol capability. The 2070 software willhave the ability to interface with systemsthat will allow traffic signals to be moni-tored, timed, and diagnosed at a centrallocation and will provide the capability fortiming changes to be made to react tounexpected traffic patterns.

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New York City – THRU StreetsNew York City piloted THRU Streets inMid-town Manhattan in 2002. The projectfocused on making the crosstown flow oftraffic more reliable and faster for buses,trucks, and automobiles, as well as improv-ing the safety of pedestrians in the mid-townarea. Restricting vehicle turning movements,using traffic signal “split phasing,” increasingenforcement, and providing more parkingopportunities for commercial vehicles in thenon-THRU streets has improved the travelenvironment for all users of the system.Traffic crashes decreased by 31 percent andcrashes involving pedestrians dropped tenpercent.


17C. Utilize new technologies toimprove intersection safety

Pedestrian Countdown TimersNYSDOT andmany communi-ties that experi-ence heavypedestrian traffic,install pedestriancountdowntimers as a stan-dard feature forall new pedestri-an signal installa-tions and retro-fits. These devicesdisplay the number of seconds remaining inthe pedestrian clearance phase. The timersmay be programmed to accommodate theneed for audio signals, as well as slowerwalking speeds, if the location warrants suchaccommodation. Where installed, the

pedestrian countdown timers have generallybeen readily accepted and their operationunderstood by pedestrians.


17D. Include more effective accessmanagement policies with a safety per-spective

New York is a Home Rule State. Land con-trol and access are implemented throughmunicipal regulations and actions. Counties,Metropolitan Planning Organizations, andregional planners work with local govern-ments to participate in initiatives such asComprehensive County Plans or CountyCompacts to address issues of mutualinterest that affect the quality of life in allcommunities.

Arterial Access Management InitiativeThis initiative focuses on engaging municipalgovernments in applying standard trans-portation management tools to reduce thetransportation impacts of current and futuredevelopment. In areas of dense develop-ment, NYSDOT assists the municipality inimproving vehicular and pedestrian accessand movement both within and outside thestate right-of-way. In growth areas, NYS-DOT provides direct support to communi-ties in the development of their plans, indrafting zoning ordinances, and in the prepa-ration of financial plans for local systemimprovements.

Metropolitan Planning Organization(MPO) InitiativesRegional Transportation Plans address accessmanagement at a regional level. The princi-ples and policies developed in these plans

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Improving the Design and Operation of Highway Intersections17

Improving the Design and Operation of Highway Intersections


relate to the entire area transportation sys-tem. The plans include guidance forincreased management of land use throughthe use of service roads, shared accessarrangements, guidance for driveway spac-ing on commercial corridors, and signalspacing both on the local and state systems.

In addition, the MPOs have developed pro-grams, such as the Community andTransportation Linkage Planning Program, toprovide funding for local planning initiativesthat address the connection between landuse and transportation needs. The studiesaddress the integration of driver, pedestrian,bicyclist, and transit use in local communitiesand focus on creating safe environments forall users of the system through appropriatestreet design and site planning.

Other StrategiesRoundaboutsRoundabouts have been adopted by NYS-DOT as an effective countermeasure inreducing conflicts at intersections. NewYork is a lead state in roundabout researchand has developed a project with theRensselaer Polytechnic Institute (Troy, NY)to evaluate the impacts of roundabouts of

various designs on different conventionalintersection configurations experiencing dif-ferent operational conditions and volumes.NYSDOT has developed a website that pro-vides an introduction to the concept ofroundabouts and guidance for roundaboutusers and design engineers, as well as aCitizen’s Guide to Roundabouts.

Short Term Accident ReductionProgram (STAR)The STAR Program is a NYSDOT programthat is intended to streamline the designprocess for intersection safety improve-ments. The scope of the design is limited tocorrecting the safety deficiencies at an inter-section. These targeted projects generallyrequire six to nine months to design asopposed to the usual three to seven yearsrequired for a full rehabilitation. New Yorkhas seen a reduction in crashes at the inter-sections treated under this program.

Designated Turn LanesThe need for designated turn lanes is con-sidered for NYSDOT capital projects duringthe design review process and by theHighway Safety Improvement Program.

Red-Light-Running TargetedEnforcementAggressive driver campaigns conducted byGTSC, the State Police, and NYSDOT havesupported red-light-running enforcementefforts.


17


Ongoing and FutureStrategiesNon-Galvanized, Embedded “GreenPoles” ReplacementThese traffic signal poles rely solely on theirpainted exterior and interior for rust-through protection. Most of these poleshave not been painted on the inside sincethe manufacturing process and many yearsin the field have ravaged their interior sur-faces. NYSDOT is proposing a plan toreplace all of these non-galvanized embed-ded poles.

Prevent Unauthorized Use of TrafficControl Signal Preemption DevicesLegislation is being developed to amend theVehicle & Traffic Law to prohibit the use oftraffic control signal preemption devices byunauthorized users.


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Improving the Design and Operation of Highway Intersections17

Reducing Head-On andAcross-Median Crashes

IssueOne of the most severe types of crashesoccurs when a vehicle shifts into an oppos-ing lane of traffic and crashes head-on withan oncoming vehicle. Severe crashes of thissort occur primarily on rural, two-lane high-ways and freeways with narrow medians. In2002, six percent of all fatal highway crashesin New York were the result of head-on col-lisions. The severity of these crashesdemands that steps be taken to reduce thepotential for their occurrence.

Fatal Head-On Crashes in NYS

Strategies18A. Develop and test innovative cen-terline treatments to reduce head-oncrashes on two-lane highways

The New York State Department ofTransportation (NYSDOT) highway design-ers are encouraged to add center line rum-ble strips, where applicable, and to considerthe use of median guide rails at locationsthat have the potential for crossover crash-es. A pilot project for center line rumblestrip implementation is scheduled for 2005.

NYSDOT is phasing in the use of new pave-ment markings with improved retro-reflec-tivity characteristics. Wet weather pavementmarkings are being implemented on thecenterlines of some two-lane roads.


18B. Reduce across-median crashes onfreeways and arteries that have narrowmedians

New York State Thruway Authority policymandates that median barriers be installedin all medians of 54 feet or less. The policycalls for the evaluation of two-way ramps todetermine if the installation of a positivebarrier to separate opposing directions oftraffic is appropriate.

Ongoing and FutureStrategiesNYSDOT is investigating sites to pilot theuse of rumble strips on selected rural two-lane highways with a high vehicle run-off-road history. In addition, NYSDOT will con-tinue investigating the feasibility of piloting

18



the use of center lane rumble strips in loca-tions that are experiencing above averagecross-over crashes.


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Reducing Head-On andAcross-Median Crashes18

Designing SaferWork Zones

IssueWork zones present motorists with special situa-tions that call for driving decisions they are notrequired to make on a routine basis. The designor configuration of work zones varies, based onwhether the project is a long-duration capitalconstruction project or a short-duration movingmaintenance project. An intrusion into any workzone is hazardous for both the motorist and theworker. In all cases, attention needs to be givento highway work zone design and implementa-tion to promote a safe environment for bothmotorists and workers.

Work zone safety is tracked for both mainte-nance and construction projects. On the statesystem, there has not been a consistent trend inthe number of intrusions and crashes in eithertype of work zone over the last ten years. Ineach of the years, 1994-2003, between 450 and775 crashes occured in construction work zoneson the state highway system.

NYSDOT Construction Work Zone Crashes

Strategies19A. Implement improved methods toreduce the number and duration ofwork activities

Coordinated Work ZonesWherever possible, the entities within the

NYS Department of Transportation(NYSDOT), such as Maintenance,Construction, and Bridge Inspection, coordi-nate their projects in order to share com-mon work zones and minimize the frequen-cy of lane closures on state highways.

Traffic Operations Working GroupsRegional working groups routinely meet todevelop and track detour plans for projects.Depending on the jurisdiction of a project,the typical participants in the working groupinclude NYSDOT, Thruway Authority, StatePolice, local city and town police, countysheriffs, county and city DOTs, MPOs, andlocal 911 centers. Each regional NYSDOToffice has a Surface Transportation Controlposition dedicated to this activity.

NYSDOT Work Zone Safety Task ForceThis group coordinates quality assuranceefforts related to work zones on the statesystem, including constructability and designuniformity, coordination of enforcement andreporting, and adequacy of public educationand awareness.

19B. Adopt improved procedures toensure more effective practices, includ-ing traffic control devices for managingwork zone operations

Work Zone Traffic Control QualityControl/Quality Assurance (QC/QA)NYSDOT conducts a comprehensive workzone QC/QA inspection program each year.The program involves on-site inspections ofconstruction, maintenance, and permit workzones throughout the state. NYSDOT’s 11regions are performance-rated on their con-formance with accepted work zone designstandards and participate in follow-up con-ferences discussing results of the inspec-

19



tions. These reviews guide efforts toimprove work zone safety. An extensivework zone training program is conductedannually by NYSDOT regional and mainoffice staff.

Work Zone Intrusion Initiative(Enhanced guidance travel-ing through work zones) Implemented in 1999 byNYSDOT, this initiative isintended to reduce workzone crashes and injuries toboth motorists and highwayworkers resulting from traf-fic intrusions. Seven coun-termeasures were identi-fied to provide improvedguidance, raise driverawareness, and modifydriver behavior in workzones. The seven counter-measures are as follows:

• Temporary Rumble Strips• Reduced Spacing for Channelizing

Devices•Enhanced Flagger Station Setups (cones

and flagtree)•Work Zone Speed Limit Reductions•Police Enforcement•Variable Message Signs•Drone Radar

Statewide Work Zone PracticesTrainingThe Federal Highway Administration(FHWA) and NYSDOT annually conductwork zone safety training for constructioncontractors.

The Cornell Local Roads Program routinelyconducts training in the fundamental con-cepts of work zone traffic control and flag-

ging techniques. The two programs, WorkZone Traffic Control for Local Roads and theFlagger Instructor Train-the-Trainer Course,offer training opportunities for county, city,town, and village highway personnel. Inaddition, Cornell has developed Flagger andWork Zone Safety pocket guides for use inthe field. These guides reflect NYS MUTCDstate standards for work zone traffic control.

Maintenance and Protection ofPedestrian and Bicycle TrafficSpecific procedures and guidance are inplace for NYSDOT projects that providerequirements and supporting guidelineswhen traffic control plans are developed forpedestrians and bicyclists in work zones andfor work performed under highway workpermits.

New ProductsThe New York State Thruway and NYS-DOT work with vendors to pilot the latestdriver guidance systems and other devicesand technologies for work zones.

19C. Enhance and extend training forthe planning, implementation, andmaintenance of work zones to maxi-mize safety

Refer to 19B above.

19D. Enhance safe work zone drivingthrough education and enforcementactions

Work Zone Safety Enforcement“Operation Hard Hat” is a coordinatedeffort between NYSDOT and the StatePolice. The concept is to have Troopersenforcing speed limits within NYSDOTwork zones. Radar equipped variable mes-sage signs (VMS) are used to alert approach-

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Designing Safer Work Zones19

Designing Safer Work Zones


ing drivers that the work zone is radarenforced and display their speed. OneTrooper radios information on violators to achase car further downstream in the workzone and a second Trooper then issues tick-ets. Currently, in many work zones theTrooper car is placed at the beginning of thezone to provide deterrence. If the Trooperleaves that post to issue a ticket, the deter-rence is no longer pres-ent. With this setup, theVMS then becomes thedeterrence followed upby the presence of aTrooper car furtherdownstream. The intentis to develop a publicperception that potential-ly every work zone couldhave a Trooper presentwithin the work zone.

See also 19B above.

Capital Region Safety Central This cooperative state and local initiativeestablished a multi-use training site locatedin New York’s Capital Region in the Town ofGlenville. Among other applications, the siteprovides an area for conducting training invarious elements of work zone safety. Inaddition, installation of a railroad at-gradecrossing on site will allow enforcement andemergency response personnel to conducttraining in hazardous materials and railroadat-grade crossing crash containment.

Ongoing and FutureStrategiesBorder Safety - Homeland SecurityNYSDOT, the State Police, and FHWA areworking with the US Border Patrol to stan-

dardize law enforcement checkpoints for allborder patrol highway operations.Standards for border patrol checkpointdesign will include configurations for bothurban and rural two-lane and multiple-lanehighways. Final guidance will be incorporat-ed into the Manual of Uniform TrafficControl Devices (MUTCD).

See also Making Truck Travel Safer,Chapter 12.

Automated Enforcement in Work ZonesSafety experts acknowledge the need toexamine new strategies to address driver,vehicle, and highway safety within workzones in order to continue to realize thereduction in fatal and injury crashes that hasoccurred in the last 25 years. New York isexamining the feasibility of using automatedspeed enforcement technology, beginning inwork zones. This initiative is controversialand will require legislative approval.

Remote Control FlaggerThese experimental devices allow the flaggerto be removed from the work zone or to con-trol the flagging device from the side of theroad rather than standing in the travel lane.

New York State’s safety community is com-mitted to participating in ongoing and futurenational multidiscipli-nary research effortsto study varied safe-ty practices andcountermeasuresthat will contributeto reducing crashesand their severity, aswell as reducing theassociated healthcare costs.

19

Enhancing Emergency MedicalCapabilities to Increase Survivability

IssueEach year in New York State, approximately2.5 million patients are transported to hospi-tals by emergency medical services (EMS).Many of these patients sustained injury dueto automobile crashes and other traumaticevents. The NYS Department of Health(NYSDOH) is responsible for ensuring thatvictims of serious injury have access to themost appropriate and timely care.

In New York, emergency medical care isprovided by 58,000 emergency medicaltechnicians (EMTs) who either work or vol-unteer with the 1,200 ambulance servicesand first response agencies in the state. In2003, there were 138,020 trauma casesrecorded by hospitals in New York State. Ofthis number, 23,392 were considered seri-ous trauma cases, and 7,633 were motorvehicle crash victims.

New York’s pre-hospital system in NewYork is comprised of municipal, commercial,and volunteer services. The volunteer serv-ices are often the only source of EMS carein rural communities. As with other volun-teer sectors, recruiting new members andmaintaining its volunteer base is a challengefor EMS. Many communities continue to seea decline in volunteer applicants and havedifficulty retaining existing volunteers.Commercial services also struggle to main-tain a steady workforce.

Strategies20A. Develop and implement a modelcomprehensive approach that willensure appropriate and timely responseto the emergency needs of crash vic-tims

To be responsive to the emergency medicalneeds of the community, it is necessary todevelop and implement a comprehensiveapproach that builds on the successes of thestate’s EMS system and incorporates strate-gies that will ensure that adequate manpow-er resources are available. The followingstrategies have been identified:

• Consolidate and/or share pre-hospital services across geographical boundariesto increase flexibility in staffing EMS schedules

• Collaborate with other health care providers to work on recruitment and retention strategies

• Provide EMS management training that includes human resource management and recruitment skills

Public Access Defibrillation (PAD)ProgramNew York State has a voluntary PublicAccess Defibrillation (PAD) Program thatseeks to place automatic external defibrilla-tors (AED’s) in the community to ensuregreater public accessibility. To achieve thegoals of this strategy, with funding, NYS canembark on a public campaign to encourageorganizations to participate in the PAD program.

20



PartnershipsAnother strategy to increase the availabilityof basic emergency care is to partner withtraining organizations, such as the AmericanHeart Association and the American RedCross, to educate the public on the steps totake if they are the first to arrive on thescene of a crash.

20B. Develop and implement a plan toincrease education and involvement ofEMS personnel in the principles of traf-fic safety

Training ProgramsThe current pre-hospital training curriculumincludes sessions on scene safety, ambulancedriving techniques, and community educa-tion. Increasing requirements for trainingrelated to traffic safety and injury preventionmust be balanced against the need for train-ing that is required to meet changes in med-ical care and treatment. Because many EMSproviders are volunteers, increasing thetraining requirements may deter volunteersfrom either enlisting or continuing in theEMS profession.

NYSDOH contracted with the NationalSafety Council to train EMS instructors inthe Coaching the Emergency Vehicle OperatorII (CEVO II) Ambulance program. NYSDOHconducted three train-the-trainer programsacross the state. In turn, these instructorsprovided the CEVO II training to EMSagency training officers and personnel intheir regions. All NYS certified ambulanceservices also received the instructor trainingpackage.

20C. Develop and implement an emer-gency preparedness model in threehigh-incident interstate highway set-tings (urban, rural, and wilderness), anduse this demonstration to study theireffectiveness in reducing fatalities andhealth costs

A combination of medical-appropriate train-ing, certification standards, medical proto-cols, and quality assurance (QA) procedureshas contributed to New York’s mature andevolving EMS system.

EMS providers are trained to respond in amedically-appropriate manner to crash vic-tims. A Trauma Triage Pre-hospital Protocolensures that severely injured patients aretransported to the most appropriate traumafacility. Regional QA systems are used tomonitor the effectiveness of trauma triageprotocols.

Geographic location has an impact on trans-port times to specialized hospitals, particu-larly in rural and outer suburban areas of thestate; however, EMS providers in theseremote areas have the same level of trainingas their counterparts in the state’s morepopulous urban areas.

20D. Implement and/or enhance trau-ma systems in at least 25 states

New York State’s pre-hospital and traumasystem is well-established. Building on itsexisting strengths, New York continues towork to improve its pre-hospital trainingand destination protocols, as well as itsregional QA programs.

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Enhancing Emergency Medical Capabilities to Increase Survivability20

Enhancing Emergency Medical Capabilities to Increase Survivability


New York also continues to improve itsintegration of Regional Trauma AdvisoryCommittee QA processes with those under-taken by the Regional Medical AdvisoryCommittee that oversees the pre-hospitalQA system. This integration would occurwhen QA issues in the pre-hospital andtrauma areas overlap.

EMS training programs are reviewed andupgraded as necessary to improve thepreparation for assessment, care, and trans-portation of critically injured patients.

20E. Develop and support integratedEMS/public health/public safety informa-tion and program activities

Refer to Improving Information andDecision Support Systems, Chapter 21.

Ongoing and FutureStrategiesOngoing efforts to enhance the capabilitiesof the EMS system in New York, reduceresponse times, and improve the survivabili-ty of crash victims will continue.

A system for exchanging data between theNYS Department of Motor Vehicles and theNYSDOH will be developed so that ambu-lance crash data is shared on a timely basis.More timely data will enhance the ability ofNYSDOH to monitor ambulance crash inci-dences and make progress toward improv-ing ambulance driver safety.

The Pre-hospital Care Report system will beimproved to ensure timely reporting ofcrash related transports to facilitate bettermonitoring, and to support regional andstate QA processes and transportationtriage protocols.

Pending the availability of funding, New YorkState will support three regional pilot proj-ects to promote public safety initiativesthrough the establishment of partnershipsbetween EMS systems and public healthprograms.

20

Improving Information andDecision Support Systems

IssueAccessibility to traffic records data is a criti-cal component of the performance-basedprogram planning process undertaken bytraffic safety agencies and organizations at alljurisdictional levels in New York State. Anaccurate, timely, and comprehensive trafficrecords system is important in identifyingthe nature and location of traffic safetyproblems so that appropriate countermea-sures can be developed. A variety of infor-mation is needed, including data on crashesand injuries, arrests and convictions for traf-fic violations, and highway engineering.Increasing demand for data analysis support,coupled with the recent availability ofadvanced information technologies, hasprompted New York to make majorimprovements in the way it maintains anduses its automated traffic records systems.

Strategies21A. Improve the quality of safety databy establishing programs for qualityassurance, incentives, and accountabili-ty within agencies responsible for col-lecting and managing safety data

New York’s continuing commitment toimproving the state’s traffic records systems,with a focus on data quality, is evidenced bythe progress being made in reengineeringthe state’s accident and ticket records sys-tems. Based on the state’s Strategic Plan forTraffic Records Improvements and annualassessment reports on its various trafficrecords systems, New York has identifiedand implemented a number of majorimprovements in the information systems itmaintains on accidents, tickets, roadways,and injury surveillance data.

Two significant improvements in recentyears, with broad, positive ramifications forimproving the quality of safety data at boththe state and local levels, include the imple-mentation of new accident and ticket infor-mation systems which are both based onrelational data bases and are designed toaccept data electronically. Over the past fiveyears, New York has devoted significantresources to establishing a system to facili-tate the electronic capture and reporting ofcrash and ticket data. Commonly known asTraCS (Traffic and Criminal Software), thisnew electronic data capture and reportingsystem is being operationalized across thestate in stages, with full implementationexpected to occur within the next fewyears.

A third important component in the state’sefforts to improve the quality of safety datais the state’s establishment of ALIS (AccidentLocation Information System). A menu-driv-en GIS-based accident location coding sys-tem being developed jointly by the NYSDepartment of Transportation (NYSDOT)and the NYS Department of Motor Vehicles(NYSDMV), ALIS will significantly improvethe way in which New York identifies andcodes accident locations.

21B. Provide managers and users ofhighway safety information with theresources needed to make the mosteffective use of the data

The resources needed to fund projects toimprove the state’s traffic records systems

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and use them effectively are largely fundedthrough the Governor’s Traffic SafetyCommittee (GTSC), with additional supportprovided by NYSDOT and the state budgetprocess.

21C. Establish a means by which collec-tion, management, and use of highwaysafety information could be coordinatedamong organizations at all jurisdictionallevels

In 1994, under the auspices of the GTSC,New York established a Traffic RecordsAdvisory Committee (TRAC) to provideguidance and direction in reengineering thestate’s two major traffic records systems(accidents and tickets), and to monitorimprovements in many of its other recordssystems. With representatives from a num-ber of state and local agencies and organiza-tions, TRAC continues to provide assistancewith the coordination and direction ofefforts to upgrade the state’s traffic safety-related data systems.

21D. Establish a group of highway safe-ty professionals trained in the analyticmethods appropriate for evaluatinghighway safety information

In 1978, NYSDMV formed a partnershipwith the State University of New York tocreate the Institute for Traffic SafetyManagement and Research (ITSMR). ITSMRis affiliated with the Rockefeller College ofPublic Affairs and Policy of the University atAlbany. Through conducting studies of majorstate initiatives in highway safety, ITSMR isrecognized, both within the state andnationally, as New York’s premier center fortraffic safety research and evaluation.

ITSMR provides a variety of services related tothe highway safety concerns of the memberagencies of the GTSC, the State Legislature,local governments, traffic safety boards, andother highway safety organizations. These serv-ices include the conduct of research and evalu-ation projects; consultation in areas of highwaysafety policy, strategic planning, and trafficrecords; the provision of data and informationservices; technical assistance in research designand methodology, survey design, data analysis,and program evaluation; training; group facilita-tion and other organizational support services;and development and coordination ofstatewide interagency task forces.

21E. Establish and promote technical stan-dards for highway safety information sys-tems’ characteristics that are critical tooperating effective Safety ManagementSystems (SMS) program

Establishing and promoting technical stan-dards for its information systems is animportant component of New York’s high-way safety program. Issues related to tech-nical standards are addressed by the state’sTraffic Records Advisory Committee and thegroup established to oversee the develop-ment and implementation of TraCS. In addi-tion, the agencies primarily responsible forNew York’s major traffic safety data-relatedsystems (NYSDOT, NYSDMV, State Police,and ITSMR) work closely together to ensurethat technical data issues are addressed andresolved in a systematic manner.

Ongoing and FutureStrategiesNew York will continue its collaborative effortsand commitment to improve the state’s trafficrecords systems.

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Improving Information and Decision Support Systems21

Creating More Effective Processesand Safety Management Systems

IssueUnder the Federal Intermodal SurfaceTransportation Efficiency Act of 1991(ISTEA) mandates, New York State devel-oped a comprehensive Safety ManagementSystem (SMS) which emphasized a renewedfocus on cooperation, coordination, andcommunication among the organizations inthe state whose overall mission is to reducecrashes and their severity. Under the SMS,stakeholders continue to ensure that all costeffective opportunities to improve highwaysafety are identified, implemented as appro-priate, and evaluated. This process is appliedto all aspects of highway safety as it relatesto driver behavior, emergency response, andvehicle and roadway performance.

Strategies22A. Communicate the benefits ofexisting successful Safety ManagementSystems (SMS)

Initially, New York conducted training on theSafety Management System process as itrelates to integrating its principles into theMetropolitan Planning Organization (MPO)and local planning process. Additionally, thestate focuses on specific areas of safety thatneed attention by conducting seminars andworkshops as well as convening special TaskForces. Impaired driving, fatigued anddrowsy drivers, aggressive driving, and occu-pant protection are topics that have beenaddressed in this way.

22B. Implement pilot safety audit processes

New York has an established program forRoad Safety Audit Review.


22C. Promote strong coordination,cooperation, and communication ofsafety initiatives within each state

Under the SMS, coordinated efforts haveresulted in many ongoing partnering activi-ties designed to target problem safety areas.Examples are cited in all chapters of thisdocument.

22D. Integrate the planning of highwaysafety programs and highway safetyinformation systems

In 1995, New York was a pilot state fordeveloping a strategic plan to improve theaccident and ticket records systems. A sys-tematic process was used to identifyduplicative efforts and gaps in the collectionof accident and ticket data, reduce data col-lection costs, improve data accuracy, andprovide better linkages to facilitate decisionmaking for highway safety managers. Seealso Improving Information and DecisionSupport Systems, Chapter 21.

22E. Establish ongoing performancemeasurement system to evaluate thecost effectiveness of safety investmentsat both project and program levels

Many of New York’s programs are designedto meet the primary safety responsibility of

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individual agencies or organizations in thestate. Performance measures are generallyincorporated into specific projects and pro-grams managed at the agency or organiza-tion level. In instances where collaboration isrequired, such as undertaking the systematicupgrade of the state’s safety information sys-tems, all program performance measuresare evaluated in the context of a statewideinvestment.

22F. Develop and ratify a national safetyagenda

New York will continue to work with theU.S. Department of Transportation andnational safety organizations to develop anational safety agenda.

22G. Implement safe community-basedprograms to engage local partners inareas of traffic safety that most affecttheir daily lives. These programs will beimplemented in half of the nation’s urbanareas of 5,000 or greater population andon 300 or more high crash corridors

The Governor’s Traffic Safety Committeehas assumed a leadership role in assistingcounties to develop strategic plans thatencourage communities to work coopera-tively to identify highway safety problems;establish performance goals, objectives, andmeasures; and propose strategies that targetthe problems identified. Sixty of the state’s62 counties have developed strategic plans.

Ongoing and FutureStrategiesThe cooperative effort to integrate engi-neering, enforcement, education, and emer-gency medical service strategies to addresscrashes and their severity will continue to bea priority for the traffic safety community inNew York State. New York is committed toincorporating new strategies, initiatives, andprograms into the Safety ManagementSystem to ensure that ongoing safetyimprovements are sustained.

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Creating More Effective Processes and Safety Management Systems22


APPENDIX

Organizations Referenced in Plan

American Association of Retired Persons (AARP) www.aarp.orgAmerican Association of State Highway Transportation Officials (AASHTO) www.aashto.orgAmerican Heart Association www.americanheart.orgAmerican Red Cross www.RedCross.orgAutomobile Club of New York (AAA) www.aaany.comCapital District Transportation Committee (CDTC) www.cdtcmpo.orgCornell Local Roads Program www.clrp.cornell.eduEmpire State Towing and Recovery Association email [email protected] Highway Administration (FHWA) www.fhwa.dot.govFederal Motor Carrier Safety Administration (FMCSA) www.fmcsa.dot.govInitiative for Healthy Infrastructure (IHI) www.albany.edu/~ihiInstitute for Traffic Safety Management and Research (ITSMR) www.itsmr.orgIntelligent Transportation Society of New York (ITS-NY) www.its-ny.orgMetropolitan Transportation Authority (MTA) www.mta.nyc.ny.usMothers Against Drunk Driving (MADD) www.madd.orgMotorcycle Association of New York State (MANYS) www.manys.orgMotorcycle Safety Foundation (MSF) www.msf-usa.orgNational Cooperative Highway Research Program (NCHRP) www4.trb.org/trb/crp.nsfNational Highway Institute www.nhi.fhwa.dot.govNational Highway Traffic Safety Administration (NHTSA) www.nhtsa.dot.govNational Safety Council ww.nsc.orgNew York Bicycling Coalition (NYBC) www.nybc.netNew York City Department of Planning (NYCDP) www.nyc.gov/html/dcpNew York City Department of Transportation (NYCDOT) www.nyc.gov/html/dotNew York City Police Department (NYPD) www.nyc.gov/html/nypdNYS Association of Chiefs of Police www.nychiefs.orgNYS Association of Traffic Safety Boards www.nystsb.comNYS Broadcasters' Association www.nysbroadcastersassn.orgNYS Department of Education (SED) www.nysed.govNYS Department of Environmental Conservation (DEC) www.dec.state.ny.usNYS Department of Health (DOH) www.health.state.ny.usNYS Department of Motor Vehicles (DMV) www.nysdmv.comNYS Department of Transportation (DOT) www.dot.state.ny.usNYS Division of Alcohol Beverage Control State Liquor Authority (SLA) www.abc.state.ny.usNYS Division of Criminal Justice Services (DCJS) www.criminaljustice.state.ny.usNYS Division of Probation and Correctional Alternatives (DPCA) www.dpca.state.ny.usNYS Division of State Police (SP) www.troopers.state.ny.usNYS Governor's Traffic Safety Committee (GTSC) www.gtsc.state.ny.usNYS Motor Truck Association www.nytrucks.orgNYS Office for the Aging (SOFA) www.aging.state.ny.usNYS Office of Alcoholism and Substance Abuse Services (OASAS) www.oasas.state.ny.usNYS Roundabouts Information Homepage www.dot.state.ny.us/roundabouts/NYS Sheriff's Association www.nysheriffs.orgNYS Thruway Authority (TA) www.thruway.state.ny.usNYS Travel Information Gateway (TIG) www.travelinfony.comOperation Lifesaver www.oli.orgRemove Intoxicated Drivers (RID) www.rid_usa.orgRensselaer County Department of Highways www.rensco.com/dot.aspRensselaer Polytechnic Institute (RPI) www.rpi.eduSTOP-DWI Coordinators Association www.stopdwi.orgStudents Against Destructive Decisions (SADD) www.saddonline.comSunnyview Rehabilitation Hospital www.sunnyview.orgTransportation Research Board (TRB) www.trb.orgUnited States Department of Transportation www.dot.gov

Capital District Transportation Committee

Federal Highway Administration

Federal Motor Carrier Safety Administration

Governor's Traffic Safety Committee

Institute for Traffic Safety Management and Research

National Highway Traffic Safety Administration

NYS Association of Traffic Safety Boards

NYS Department of Health

NYS Department of Motor Vehicles

NYS Department of Transportation

NYS Division of Criminal Justice Services

NYS Division of Probation and Correctional Alternatives

NYS Division of State Police

NYS STOP-DWI Coordinator’s Association

NYS Thruway Authority

Rensselaer County Department of Highways

New York State Safety InitiativeParticipating Organizations

Working Group

New York State’s Comprehensive Highway Safety Plan was prepared underthe direction of the state’s Department of Transportation and theGovernor’s Traffic Safety Committee. To assist them in developing the plan,more than 60 representatives from the state’s major highway safety organi-zations participated in the process. The participating organizations included:

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