Tomorrow evening the Nassau County Bus Transit Committee will be holding a public meeting, which will include a presentation by NICE CEO Michael Setzer. Last week, Nassau County Executive Ed Mangano stated that in order to make up for revenue lost after the repeal of the county’s school zone speed camera program, “painful” decisions about […]
A recent article published by Newsday argues that crash data does not support the location of speed safety cameras installed near schools throughout Nassau County. The “computer analysis” states that cameras have been placed in “dozens of areas with no history of speed-related accidents.” Of the 76 school zones that Newsday analyzed, they found that only 19 had seen any speed-related crashes between 2009 and 2013.
Newsday’s methodology used an extremely narrow definition of “school zone.” The analysis defines a school zone as marked areas of roads near schools where drivers are instructed to slow down, which essentially limits the analysis to a small sample of cherry-picked street segments near schools. This was based on the highly questionable tactic of “basing the length of each zone on a review of photos of traffic signs in the area taken by Google’s Street View Cameras. When such imagery was not available, Newsday created school zones that were the maximum length allowed by law.”
The safety of a school zone monitored by camera technology extends beyond the designated school zone and is an added benefit for the technology. Wherever speed cameras have been installed, researchers have found that automated enforcement prompts drivers to slow down both before and after drivers enter areas monitored by cameras. This phenomenon, known as the distance halo effect, means that drivers are altering their behavior outside camera range as well. This is particularly important because children traveling to and from school are not confined to sidewalks and crossings solely within school zones.
For these reasons, Tri-State’s analysis used a single definition of “school zone” that encompasses a full quarter mile buffer around a school – the maximum allowable area according to state law. This method paints a more realistic picture of the safety conditions along routes that school age children actually take and vehicles travel. Our finding that 40 percent of the pedestrian fatalities occurred within the maximum allowable school zone is determined by state law and is based on a legal definition, not Tri-State’s interpretation, unlike the subjective school zone created for the Newsday analysis. While not everyone killed in these areas were school-aged children as Tri-State notes, it is irrefutable that 14 pedestrians were killed by cars in these zones.
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Since Nassau County’s school zone speed camera program went into effect, there has been a 70 percent decline in violations. County Executive Ed Mangano’s spokesman Brian Nevins acknowledged that this decline in violations is indicative of a “dramatic change in driving habits”, saying “This program has increased student safety and potentially saved lives.”
Yet rather than […]
NYPTA’s New Report Identifies $1 billion in capital needs for non-MTA transit
Yesterday, the New York Public Transit Association (NYPTA) released their report “Five Year Capital Program for Upstate and Downstate Transit” which outlines the critical capital investment needs for non-MTA urban transit systems across the state. While the MTA first issued a multi-year capital program more than 30 years ago, NYPTA’s report represents the first ever comprehensive attempt to develop a five-year capital plan for New York’s non-MTA systems.
And the need is substantial. There are more than 100 systems covering nearly every county in the state, and carrying over 550,000 passengers each and every day. Yet, the projected capital deficit is $577 million. Making matters worse, these system are using capital funds for operations, accelerating the wear and tear on facilities and equipment. The lack of capital investment and dedicated capital and operating funding streams over the years has led to outdated systems that break down, disrupt service and incur higher costs when transit providers attempt to regain a state of good repair. Unfortunately, existing revenues are projected to cover just 43 percent of these identified capital needs.
The report details $1 billion in upcoming infrastructure needs between 2015-2019, with over 80 percent of the identified need going solely to repair and replace existing core system assets. The remaining 20 percent is slated for expansions and upgrades, such as bus rapid transit, to accommodate record transit ridership—for example, the report notes that ridership is up seven percent in the Capital District.
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Sunrise Highway has long been a safety concern for residents of Nassau County, and the news that the New York State Department of Transportation was to focus on safety improvements along the notoriously dangerous roadway — which saw eight pedestrian deaths, 94 collisions involving motorists and pedestrians and 32 collisions involving motorists and bicyclists between 2010 and 2012 — was well-received. However, NYSDOT had undertaken the planning process for a $3.8 million pedestrian safety plan for Sunrise Highway without any local community input.
AARP New York, in partnership with Vision Long Island and Tri-State, reached out to the Walkable and Livable Communities Institute (WALC) to conduct three walking audits with community members along the highway. In June, internationally-renowned traffic safety expert Dan Burden led Nassau County elected officials, planners, advocates and residents through Valley Stream, Baldwin and Freeport, guiding the group through an in-depth examination of how design directly impacts behavior on roadways and discussing ideas to make Sunrise Highway safe for all users. WALC then gathered the input, along with Dan Burden’s observations, and generated a series of recommendations for how to transform the corridor into a Complete Street.
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With 83 million passengers a year, the Long Island Rail Road is the busiest commuter railroad in the nation and the economic engine for Long Island. It is also the nation’s oldest commuter rail system, and as such, the MTA’s proposed 2015-2019 Capital Program allocates nearly 10 percent of total expenditures to the system with a focus on better maintenance of core infrastructure to create a more resilient system
More than 60 percent of the proposed LIRR allocation will go to maintaining the basics—rolling stock, stations, track, communications/signals, power, shops and yards, bridges and viaducts—but the plan also targets service improvements that will get the system ready for its new access point in Manhattan: Grand Central Terminal.
At the moment, Penn Station is the only Manhattan stop for LIRR, and the station is at capacity during crucial points of the day. The completion of East Side Access will provide a much-needed second access point into Grand Central Terminal, enabling increased service opportunities and system redundancy. To get ready for that future day, the Capital Program proposes expanding capacity at Jamaica, a critical transfer station, and adding train storage and track capacity at key locations.
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Fast-tracking projects such as the Double Track and and re-booting the Third Track project will reduce congestion, delays and overcrowding, and boost the region’s economy. Photo: MTA Flickr
Tri-State Transportation Campaign released its second annual Laggy Analysis, which ranks the 11 branches of the Long Island Rail Road (LIRR) according to the greatest lost economic productivity, delay per rider and total lost time.
Tri-State’s analysis found that late, cancelled and terminated LIRR trains led to $68,545,440 in lost economic productivity from July 2013 through June 2014 . For the second consecutive year, the Babylon branch contributed the most to lost productivity and lost time due to delays. The Port Jefferson branch had the greatest levels of delay per rider at 22.3 lost hours annually.
The LIRR is an economic lifeline for Nassau and Suffolk County’s economies. Nearly 300,000 riders rely on the LIRR to travel between Long island and New York City for work, and the system contributes up to $50 million daily into the region’s economy. Delays on key LIRR branches held the railroad back from contributing even more to the region, with overall increases in lost economic cost, hours lost and delay per rider compared to last year’s analysis.
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Newsday‘s Editorial Board said of the speed camera controversy in Nassau County: “No one reported an epidemic of serious accidents in school zones recently.”
However, a TSTC analysis reveals that there is in fact a high risk of being struck by a vehicle within a quarter mile of a school Nassau County. In 2012 alone, among the 37 pedestrians killed on Nassau County’s streets, 14 were hit within a quarter of a mile of school, accounting for nearly 40 percent of total pedestrian fatalities countywide. Though not everyone killed in these areas were school-age children, such a high probability of pedestrian deaths occurring near schools should raise concerns about potential traffic dangers for children, and call for more dedicated measures to enhance pedestrian safety.
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Bus riders in Nassau County are facing unrelenting fare increases and unmet service needs, while the County Executive completely reneges on a commitment to help fill the NICE Bus deficit. State legislators ignored pleas from elected officials and advocates for increased county transit funding and let the state’s legislative session end without securing additional funds to support last year’s wildly successful weekend service expansion on […]