NEW YORK STATE
FFY 2024-2026
TRIENNIAL HIGHWAY SAFETY PLAN
New York State
Governor’s Traffic Safety Committee
Mark J. F. Schroeder, Commissioner
New York State Department of Motor Vehicles
Governor’s Traffic Safety Committee
July 1, 2023
TABLE OF CONTENTS
Page
Highway Safety Planning Process and Problem Identification ..................................................................... 1
Processes, Data Sources and Information ....................................................................................... 1
Description of Highway Safety Problems ......................................................................................... 5
Public Participation and Engagement ......................................................................................................... 10
Performance Plan ........................................................................................................................................ 24
Program Areas ............................................................................................................................................ 32
Impaired Driving ............................................................................................................................ 32
Police Traffic Services..................................................................................................................... 51
Motorcycle Safety .......................................................................................................................... 65
Non-Motorized (Pedestrians & Bicyclists) ..................................................................................... 80
Occupant Protection ...................................................................................................................... 95
Traffic Records ............................................................................................................................. 111
Community Traffic Safety Programs ............................................................................................ 127
Planning & Administration ........................................................................................................... 144
Performance Report ................................................................................................................................. 148
2024-2026 Triennial Highway Safety Plan Highway Safety Planning Process and Problem Identification…Page 1
HIGHWAY SAFETY PLANNING PROCESS AND
PROBLEM IDENTIFICATION
Introduction
The federal transportation authorization legislation Bipartisan Infrastructure Law (BIL) was enacted on
November 15, 2021. The BIL amends the Section 402 State and Community Highway Safety grant program and
the Section 405 National Priority Safety Program and 1906 of “Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users” (SAFETEA-LU). The Section 405 program was expanded to
include a number of additional grant programs. New York State meets the eligibility requirements to receive
funding in the following areas: Occupant Protection, Traffic Records, Impaired Driving, Alcohol-Ignition
Interlock, Motorcycle Safety, and Non-motorized Safety.
In preparing the FFY 2024-2026 Triennial Highway Safety Plan (3HSP), GTSC continued to use a data-driven
approach in identifying problems and setting priorities for the state’s highway safety program. New York’s
performance-based planning process is inclusive and takes into account issues and strategies identified by the
GTSC member agencies, other state and local agencies, enforcement agencies, not-for-profit organizations that
have submitted applications for funding and targeted groups to include public participation and
engagement. The University at Albany’s Institute for Traffic Safety Management and Research (ITSMR)
provides analytical and technical support for the planning process and works closely with GTSC on the
preparation of the 3HSP. Additionally, this data-driven approach is utilized to connect with underrepresented
populations and drive public outreach.
Processes, Data Sources and Information
The national Fatality Analysis Reporting System (FARS) continues to be the official source of data for the core
outcome fatality measures. New York’s Accident Information System (AIS) is the source for all injury crash data
in the 3HSP, including the serious injuries core outcome measure. Much of the AIS data used in the 3HSP were
accessed through the online Traffic Safety Statistical Repository (TSSR), www.itsmr.org/tssr. The AIS is also the
source for the performance measures for drugged driving and distracted driving. At the time the FFY 2024-
2026 3HSP was prepared, 2021 FARS Annual Report File (ARF) data and 2021 AIS data were the most recent
complete data files available. The source for the core behavioral measure, the observed seat belt use rate, is
New York’s annual observation survey conducted in June each year. The rate from the 2022 seat belt survey
was the most recent rate available for inclusion in the FFY 2024-2026 3HSP.
Because information on race and ethnicity is not captured on New York’s police crash reports, data from the
state’s AIS cannot be used to conduct analyses on the crash involvement of different racial and ethnic groups.
The fatality data in the FARS system includes race/ethnicity designations taken from Coroner reports where
available. The FARS query system was used to conduct analyses of all fatalities in motor vehicle crashes by
race and ethnicity, as well as subsets of fatalities such as pedestrians.
The ticket data included in the 3HSP were extracted from two sources: New York’s Traffic Safety Law
Enforcement and Disposition (TSLED) and Administrative Adjudication (AA) systems. Final ticket data for
2021 were available from each of these systems, which together cover all of New York State. Data on impaired
2024-2026 Triennial Highway Safety Plan Highway Safety Planning Process and Problem Identification…Page 2
driving arrests in New York City were received directly from the New York City Police Department; TSLED was
the data source for impaired driving arrests that occurred in the rest of the state.
Data from New York’s Driver License and Vehicle Registration files and population data from the U.S. Census
Bureau were also used in the analyses conducted as part of the problem identification process for various
program areas in the FFY 2024-2026 3HSP. A final source of data is the Department of Motor Vehicles (DMV)
online survey of drivers conducted June 1 – September 30, 2022. This survey is described below.
New York State Driver Behavior and Attitudinal Surveys
In addition to the outcome and behavioral measures discussed above, NHTSA encourages states to conduct
annual surveys to track driver-reported behaviors, attitudes and perceptions related to major traffic safety
issues. From 2010 to 2019, New York conducted annual surveys at five NYS DMV offices. The selected offices
provided representation from the three major areas of the state. Three of the DMV offices are in the Upstate
region: Albany (Albany County), Syracuse (Onondaga County), and Yonkers (Westchester County); one is in
New York City (Brooklyn) and one is on Long Island (Medford, Suffolk County). A minimum of 300 surveys
were conducted at each of the five DMV offices.
In addition to questions on seat belt use, speeding and alcohol impaired driving, the survey instrument has
been modified over the years to include questions on new topics of interest. In order to collect information on
the important topic of distracted driving, questions on cell phone use and texting while driving were included
beginning with the 2012 survey, and a question on drugged driving was added to the survey beginning in
2016. Three more questions on drug use (primarily cannabis) and driving were added to the survey in 2019. In
2022, further questions about drug use were added, specifically prescription drugs. Information is still
collected on the age, gender and county of residence of the survey participants. In 2022 questions regarding
race and ethnicity were added.
Since 2020 the surveys were conducted online. From June 1 through September 20, 2022, 975 drivers
completed online surveys. The survey included 29 questions on the following topics:
• 5 questions on seat belt use
• 4 questions on speeding, including 2 new questions on highway driving
• 9 questions on impaired driving, including one new question about ride-sharing and one about
prescription drugs
• 6 questions on cell phone use and texting while driving
• 5 demographic questions, including 2 new questions on race and ethnicity
The results from these annual surveys are reported in the Annual Report submitted to NHTSA at the end of the
calendar year. Data related to driver opinions, perceptions and reported behaviors collected in these surveys
are also used in preparing the 3HSP.
Problem Identification Process
At GTSC’s request, ITSMR was responsible for conducting the problem identification process used by New York
in developing the state’s FFY 2024-2026 data-driven 3HSP. The first step in the process was to conduct
analyses on data extracted from the sources that have been described. The analyses rely on FARS data to
determine the trend in each core performance measure related to fatalities. The trend in the number of
serious injuries suffered in crashes was analyzed using 2017-2021 data from New York’s AIS. A five-year
moving average was calculated for each of these core measures. For the core behavioral measure, seat belt
use rate, the results from the most recent annual observation survey were reviewed to determine the trend in
2024-2026 Triennial Highway Safety Plan Highway Safety Planning Process and Problem Identification…Page 3
the state’s rate. Similar analyses were conducted on the additional performance measures established to track
progress in several of the program areas.
The trend analyses and status of the following core performance measures are discussed in the Performance
Report section: Fatalities, Fatalities/100 Million Vehicle Miles Traveled (VMT), Rural Fatalities/VMT, Urban
Fatalities/VMT, and Serious Injuries. The remaining core measures are discussed under the appropriate
program area sections. Additional performance measures are established in some program areas. For
example, bicyclist and pedestrian injuries are used to assess performance for the Non-motorized (Pedestrians
and Bicyclists) Safety Program.
The next step in the problem identification process was to conduct additional data analyses to determine the
characteristics and factors contributing to the crashes, fatalities and injuries related to each of the program
areas addressed in the 3HSP. The AIS crash data accessed through the online TSSR provided extensive data for
these analyses, including who was involved in the crashes, where and when they were occurring, and the
contributing factors in the crashes. In addition to looking at the trends over time, the analysis strategy was to
identify which groups, locations and contributing factors were overrepresented through comparisons with
licensed drivers, registrations or population figures and rates, as appropriate. The key results of these analyses
are presented and discussed in the problem identification section under each program area; these data were
also the basis for the selection of strategies that will enable the state to make progress toward its performance
targets.
The crash, injury and fatality data presented in the 3HSP are further analyzed by key demographic variables
such as gender and age to identify subsets of the population that experience larger numbers of fatalities and
injuries. To aid in efforts to identify communities at greater risk, analyses by race and ethnicity were
undertaken in the HSP starting with FFY 2022, using data available from FARS. In addition, hospitalization and
emergency room data maintained by the NYS Department of Health were reviewed for possible inclusion in
future analyses.
Selection of Strategies
The objective of the strategy selection process is to identify evidence-based countermeasures that are best
suited to address the issues identified in the data-driven problem identification process and collectively will
lead to improvements in highway safety and the achievement of the performance targets. Traditionally, the
major source for the identification of evidence-based strategies has been the publication Countermeasures
That Work: A Highway Safety Countermeasure Guide for State Highway Safety Offices. Within each program
area, New York recognizes that a comprehensive approach is the most effective way to address the issues that
have been identified. In selecting specific strategies, New York assesses the contribution each will make to this
comprehensive approach. Funding is allocated to planned activities that will support the strategies to address
the problems identified and achieve the performance targets set for the program area.
Participants in the Process
New York’s performance-based planning process is inclusive and takes into account issues and strategies
identified by the GTSC member agencies, other state and local agencies and organizations, enforcement
agencies, and not-for-profit organizations that have submitted applications for funding. GTSC conducts
outreach at meetings, conferences and workshops throughout the year to gain input from the traffic safety
community on emerging issues and new countermeasures that should be included in the 3HSP. In addition,
GTSC is engaging in target focus groups to solicit public participation and engagement in the planning process.
The annual GTSC meeting, convened by the GTSC Chair, is also used as an opportunity to review priorities and
2024-2026 Triennial Highway Safety Plan Highway Safety Planning Process and Problem Identification…Page 4
the status of initiatives undertaken by the GTSC member agencies. At the annual meeting, representatives
from each agency report on both ongoing and new traffic safety-related programs implemented by their
agencies and through partnerships with other departments. Where appropriate, the information provided by
the member agencies on current and proposed efforts to improve highway safety in the state is incorporated
into the 3HSP.
The planning process also provides several opportunities to discuss highway safety priorities with traffic safety
partners at the local level. Local grantees are able to offer input for the planning process during monitoring
visits and through other forms of contact with their designated GTSC representatives. In addition, GTSC’s
program representatives frequently take part in County Traffic Safety Board meetings to discuss local issues
and assist with grant planning and management. GTSC’s management, fiscal and program staffs also solicit
ideas for the 3HSP from several organizations representing local programs that work closely with GTSC. These
organizations include the NYS Association of Traffic Safety Boards, NYS Special Traffic Options Program for
Driving While Intoxicated (STOP-DWI) Association, NYS Association of Chiefs of Police, NYS Sheriffs’ Association
and the Association of NYS Metropolitan Planning Organizations.
List of Information and Data Sources
GTSC and its partners consult a wide variety of information and data sources during the state’s highway safety
planning process. Updated crash and ticket data can be viewed online through the TSSR, developed and
maintained by ITSMR.
The major sources of information and data include the following:
• FARS
• NHTSA’s Countermeasures That Work
• New York’s Accident Information System (AIS)
• New York’s Traffic Safety Law Enforcement and Disposition (TSLED) system
• New York’s Administrative Adjudication (AA) system
• NYPD ticket system
• New York’s Driver License file
• New York’s Vehicle Registration file
• New York’s Vehicle Miles Traveled data (NYSDOT)
• New York’s Vehicle & Traffic Law
• U.S. Census Bureau population data
• New York’s annual driver behavior and attitudinal survey
• New York’s annual seat belt observation survey
• Grant Application Proposals
• Crash and ticket data compiled for specific police agencies
• Progress reports
• Financial claims
• On-site monitoring reports
• Materials and direction from New York’s Advisory Council on Impaired Driving
• New York’s motorcyclist survey on current safety & awareness messaging
• New York’s Pedestrian Safety Action Plan
• New York's Traffic Safety Information Systems Strategic Plan
2024-2026 Triennial Highway Safety Plan Highway Safety Planning Process and Problem Identification…Page 5
Description of Highway Safety Problems
The goals of New York’s comprehensive statewide highway safety program are to prevent motor vehicle
crashes, save lives, and reduce the severity of injuries suffered in crashes. The Governor’s Traffic Safety
Committee (GTSC) provides leadership and support for the attainment of these goals through its
administration of the federal highway safety grant funding awarded to New York by the National Highway
Traffic Safety Administration (NHTSA).
The top priorities of the FFY 2024-2026 highway safety program are to address trends of increasing numbers of
crashes involving specific highway users and contributing factors while maintaining and expanding on the
success in areas where reductions have been achieved. The following tables show, for each performance
measure, 5-year moving averages for 2017, 2020 and 2021 and the percentage changes from 2017 to 2020 and
from 2020 to 2021. Additional analyses are presented separately in each program area section. New York has
demonstrated reductions during the two time periods and/or kept the averages essentially unchanged for the
following six performance measures:
Performance Measure
5-yr Moving Avg (final yr)
% change
2017-2020
% change 2020-
2021
2017
2020
2021
Persons Seriously Injured in Crashes (AIS)
11,241.8
11,198.2
11,145.6
-0.4%
-0.5%
Pedestrian Fatalities (FARS)
292.8
264.8
262.0
-9.6%
-1.1%
Pedestrians Injured in Crashes (AIS)
15,104.8
14,592.2
14,018.2
-3.4%
-3.9%
Persons Injured in Alcohol-Related Crashes
(AIS)
5,704.0
5,243.8
5,026.8
-8.1%
-4.1%
Motorcyclists Injured in Crashes (AIS)
4,287.8
3,939.2
3,837.6
-8.1%
-2.6%
Bicyclist Fatalities (FARS)
41.4
42.0
40.8
1.4%
-2.9%
For the following eight performance measures, New York’s five-year averages declined between 2017 and
2020 but increased between 2020 and 2021. New York recognizes the need for continued close monitoring
and greater attention in these areas:
5-yr Moving Avg (final yr)
% change
2017-2020
% change
2020-2021
2017
2020
2021
0.881
0.844
0.890
-4.2%
5.5%
330.4
310.8
331.6
-5.9%
6.7%
14.0
12.2
16.4
-12.9%
34.4%
1,085.2
998.0
1,021.2
-8.0%
2.3%
167.4
160.2
166.8
-4.3%
4.1%
316.2
292.2
310.6
-7.6%
6.3%
1,310.4
1,289.0
1,312.0
-1.6%
1.8%
106.4
95.6
97.2
-10.2%
1.7%
New York’s observed seat belt use rate was 91.90% in 2022, a 1.4% decrease from the 2021 rate of 93.24%.
2024-2026 Triennial Highway Safety Plan Highway Safety Planning Process and Problem Identification…Page 6
Areas of greatest concern are the following four where trends were moving upward from 2017 to 2020 and
also moving upward between 2020 and 2021, although F&PI crashes involving cell phone use and texting (AIS)
did show some improvement between 2020 and 2021:
Performance Measure
5-yr Moving Avg (final yr)
% change
2017-2020
% change
2020-2021
2017
2020
2021
Motorcyclist Fatalities (FARS)
152.4
152.6
169.0
0.1%
10.7%
Fatalities in Drug-Related Crashes (AIS)
232.4
296.6
300.2
27.6%
1.2%
F&PI Crashes Involving Cell Phone Use and Texting
(AIS)
468.6
491.4
481.6
4.9%
-2.0%
Bicyclists Injured in Crashes (AIS)
5,861.6
5,944.6
6,118.8
1.4%
2.9%
An analysis of traffic tickets issued during the years 2017, 2020 and 2021 reveals decreases of varying
proportions, with many increases between 2020 and 2021. As shown in the table below, the total number of
tickets issued for traffic violations statewide declined 39% between 2017 and 2020. A four-year decrease of
39% was reported for Long Island between 2017 and 2020, and a decrease of 53% for New York City and 31%
for the Upstate region. Traffic tickets statewide increased 8% between 2020 and 2021, with the greatest
increases occurring Upstate and Long Island (10% and 8%, respectively).
Tickets Issued
2017
2020
2021
% change 2017-
2020
% change 2020-
2021
Total Tickets Issued for Traffic
Violations
3,724,952
2,274,612
2,447,148
-38.9%
7.6%
Upstate
1,902,376
1,322,877
1,461,024
-30.5%
10.4%
New York City
1,185,140
561,911
565,428
-52.6%
0.6%
Long Island
635,961
387,774
418,753
-39.0%
8.0%
Unknown Region
1,475
2,050
1,943
39.0%
-5.2%
Speeding
693,051
565,548
561,422
-18.4%
-0.7%
Safety Restraint
162,076
87,527
101,643
-46.0%
16.1%
Impaired Driving – Alcohol (TSLED
only)
56,798
36,128
39,906
-36.4%
10.5%
Impaired Driving – Drugs (TSLED
only)
4,812
4,205
4,731
-12.6%
12.5%
Cell Phone
104,786
35,257
35,027
-66.4%
-0.7%
Texting
112,529
58,737
63,014
-47.8%
7.3%
For the state as a whole, tickets issued for speeding decreased 18% between 2017 and 2020, a much smaller
decline than that reported for tickets issued for all violations, 39%. Meanwhile, cell phone tickets declined
66% between 2017 and 2020, a greater decrease than that of all tickets. Tickets issued for texting while driving
in the TSLED system increased between 2020 and 2021 at close to the rate of all tickets (7.28% vs. 7.59%).
TSLED tickets issued for safety restraints, alcohol-impaired driving and drug-impaired driving increased at a
greater rate than total traffic tickets in the same period (16%, 11% and 13% respectively, vs. 8%).
Based on the analyses, New York has identified a number of special emphasis areas for the coming year
including motorcycle safety, drug-impaired driving, texting and other forms of distracted driving, speeding,
2024-2026 Triennial Highway Safety Plan Highway Safety Planning Process and Problem Identification…Page 7
bicycle safety and occupant protection. In addition, ongoing efforts under all the program areas will continue
to ensure that the gains that have been made are maintained and expanded.
The results of these analyses provide the basis for setting the performance measures, selecting the
countermeasure strategies and identifying the planned activities that will be developed into projects to
address the specific traffic safety issues that have been identified. These analyses also enable New York to
maintain a comprehensive data-driven highway safety program that will lead to further reductions in motor
vehicle crashes, fatalities and injuries.
Methods for Project Selection
Strategies for Programming Funds
GTSC’s strategies for programming the federal funds received by New York are guided by a number of
factors. One of the most important considerations is the priority assigned to the highway safety issue that is
being addressed and the potential impact the strategy would have on reducing crashes, fatalities and
injuries. A second factor taken into account is how the strategy contributes to a comprehensive and balanced
highway safety program. A third consideration is the need to comply with federal requirements, such as
requirements to maintain funding levels in specific program areas and restrictions placed on the types of
activities that can be funded under certain grant programs.
GTSC distributes an annual call letter to announce the availability of grant funds and the priority grant
programs, including the strategies within each of those programs that are eligible for funding. Programs
eligible for funding are based on the analysis of crash data and the input received from GTSC member
agencies, groups such as the TRCC and the Impaired Driving Advisory Council, and localities via the NYS
Association of Traffic Safety Boards and STOP-DWI. All grant applications are due to GTSC by May 1.
Project Selection, Negotiation and Award
During the grant application review process, GTSC staff conduct an analysis of crashes, fatalities and injuries in
the geographic areas of highest risk that each grant project proposal represents. Each project proposal
undergoes a standardized, multi-tiered review that includes a numeric and qualitative evaluation of its
problem identification, operational plan, performance targets, evaluation plan and budget. Grantee past
performance is also evaluated (if applicable) through a review of progress reports, financial claims and on-site
monitoring reports. Proposals must be consistent with the priorities of New York's 3HSP and with the
evidence-based strategies that have been identified. At a minimum, all project proposals are assessed by a
program specialist, financial specialist and the GTSC Director. The project review process involves different
elements for different program areas as described below.
• Proposals for Impaired Driving projects are also assessed for their coordination with the direction of
the state’s Impaired Driving Advisory Council.
• Proposals for Police Traffic Services grants must include evidence-based enforcement strategies that
are consistent with the state's evidence-based Traffic Safety Enforcement Program (TSEP).
• Project proposals for Motorcycle Safety are also reviewed to verify that they do not include
motorcycle checkpoints and are consistent with the Share the Road message promoted by GTSC and
its partners.
• Project proposals for Non-motorized (Pedestrians and Bicyclists) strategies are assessed for their
impact on the targeted population identified in the grant and their emphasis on law-based education
and outreach programs. Special consideration is given to focus communities that have been identified
in New York’s Pedestrian Safety Action Plan (PSAP).
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• Proposals for Occupant Protection projects are also assessed for their efforts to address the high-risk
groups that make up the approximately 7% who do not comply with the state’s laws. GTSC follows the
same process described above for the review of Child Passenger Safety mini-grant applications, project
selection, and the negotiation and award of grant funds. Proposals for Child Passenger Safety projects
are also assessed to determine whether the organization has a Safe Kids certified technician to carry
out grant activities and demonstrates an understanding of their community demographics for effective
outreach. Applications for Low-Income Education and Distribution Programs are also assessed to
ensure that the populations that are served qualify for the receipt of child safety seats.
• Project proposals for Traffic Records funding are assessed for their impact on one of New York’s six
core traffic safety data systems and the consistency of the proposed strategies with New York’s Traffic
Safety Information Systems Strategic Plan. Proposals are also reviewed to verify that they have been
previously approved by the state’s TRCC.
• Project proposals for Community Traffic Safety Programs are assessed to determine the depth of the
agency’s knowledge of the demographics and traffic safety problems in their locality. Program staff
also evaluate whether the agency is in the best position to address the identified problems.
Description of Outcomes
Coordination of Data Collection and Information Systems
The coordination of the state’s traffic records systems is facilitated through the state’s TRCC. The TRCC’s
membership includes all the New York State agencies that house and maintain data systems related to
highway safety. A member of the ITSMR staff serves as the Traffic Safety Information Systems (TSIS)
Coordinator and is responsible for preparing New York’s Traffic Records Strategic Plan and annual updates,
organizing and facilitating meetings of the TRCC and ensuring New York’s compliance with NHTSA
requirements regarding state traffic records programs.
Under contract to GTSC, ITSMR also provides extensive services related to the traffic records systems housed
at the NYS DMV. In addition to responding to requests for data and special analyses from GTSC, DMV and their
customers, ITSMR is also responsible for the final cleanup of the state’s crash file, the AIS.
Because of ITSMR’s role in the TRCC and the responsibility ITSMR has been given for preparing the final crash
data file, responding to data requests on behalf of DMV and providing analytical support for the 3HSP, ITSMR is
in a position both to enhance the coordination of the state’s information systems and to ensure the
consistency and uniformity of the data used to support the state’s highway safety programs.
Coordination with New York’s Strategic Highway Safety Plan (SHSP)
The Bipartisan Infrastructure Law (BIL) continues the requirements that the FAST Act continued which were
initiated under MAP-21 for states to develop a Strategic Highway Safety Plan (SHSP). The SHSP is a
comprehensive, data-driven transportation safety plan developed in consultation with a broad range of safety
stakeholders that provides strategic direction for the state’s various planning documents, including the
3HSP. The SHSP and the state’s other highway safety planning documents should be developed cooperatively
and have consistent safety goals and objectives that support a performance-based highway safety program.
Under the federal SAFETEA-LU legislation that preceded MAP-21, NYSDOT was required to develop and
implement a data-driven SHSP that identifies key emphasis areas to be addressed to reduce roadway fatalities
and serious injuries in New York State. New York’s original SHSP was developed through a collaborative
process involving more than 150 representatives from public and private sector safety partners at the local,
2024-2026 Triennial Highway Safety Plan Highway Safety Planning Process and Problem Identification…Page 9
state and federal levels. The participation of FHWA, NHTSA, the Federal Motor Carrier Safety Administration
(FMCSA) and the state agencies responsible for administering the federal programs within New York State in
the development of the SHSP is indicative of the long-established working relationships among the highway
safety partners in New York and with their federal partners.
Coordination of Performance Targets Among Planning Documents
States are required to set consistent targets for the three performance measures (fatalities, fatality rate and
serious injuries) that are common to the 3HSP, the Highway Safety Improvement Program (HSIP) and the
SHSP. FARS is the source for the fatalities and fatality rate measures, and New York’s AIS is the source for the
serious injuries measure. In spring 2022, state partners collaborated on the selection of consistent targets for
fatalities, the fatality rate and serious injuries for inclusion in the FFY 2024-2026 3HSP, SHSP update and other
planning documents prepared by NYSDOT.
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PUBLIC PARTICIPATION AND ENGAGEMENT
Triennial HSP Engagement Planning
In preparing the 2024-2026 3HSP, renewed efforts were undertaken to engage with communities historically
underrepresented and underserved in state, county, and local government in order to improve equity in the state’s
highway safety program. In April 2021, GTSC conducted two virtual Town Hall meetings and invited traffic safety
partners from across the state to discuss ways to integrate a stronger focus on the needs of the state’s
underrepresented and underserved populations into the HSP. These efforts resulted in a number of new contacts
made with diverse organizations around the State, some of which resulted in new grant partnerships. An additional
outcome of the virtual town hall meetings was that many of New York’s grantees increased or further refined their
focus on underserved communities.
Identification of Affected Communities
In order to comply with the requirements of the 3HSP and to conduct meaningful and engaging public participation,
a methodology for determining both underserved communities and communities overrepresented in the data
needed to be developed. The map below is a large overview of current disadvantaged communities (DACs) within
New York State. Utilizing the Justice40 criteria, the red dots on the map below are DACs with a transportation score
in the 98
th
percentile for transportation insecurity. Also included on the map are the FFY 2023 grantee locations.
These locations are represented by the black dots. The yellow stars indicate current grantees that are also
identified as DACs.
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 11
Methodology for Selecting 3HSP PPE Target Communities
1. Obtained GIS shapefile and spreadsheet of US DOT’s Justice40 disadvantaged communities
calculations from ETC Explorer | US Department of Transportation . According to these files,
1,947 tracts qualified as disadvantaged.
2. Selected all census tracts with an overall disadvantaged community index percentile rank of over 98.
107 of 1,947 tracts were selected according to this criterion.
3. Because traffic safety is GTSC’s main focus, ranked the 107 census tracts by rate of traffic fatalities
as well as overall transportation insecurity score. Six of 107 communities were 1) included in the
top 10 for highest fatality rate and 2) had the greatest transportation insecurity scores.
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4. Created a new map of target census tracts and determined which municipalities they fall within.
5. Gathered other relevant data on each target community for inclusion in the 3HSP PPE plan.
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 13
Demographic Information for Selected Communities (Source: USDOT Justice40 shapefile/data table)
Area of Interest #1: City of Rochester, Monroe County
• The disadvantaged percentile rank for USDOT Justice40 criteria is 99.98.
• The community is predominantly Hispanic and Latino.
• 85% of residents have an income less than 200% below the poverty line.
• 23% of residents are disabled.
• 25% of residents have limited English proficiency.
• A high percentage of residents have no high school diploma.
• The community is in the 97
th
percentile for overall social vulnerability.
• The community is in the 99
th
percentile for overall health vulnerability.
• The community is in the 99
th
percentile for overall transportation vulnerability.
• The traffic fatality rate is the highest in the state at 40/100k (100
th
percentile).
Area of Interest #2: City of Yonkers, Westchester County
• The disadvantaged percentile rank for USDOT Justice40 criteria is 99.86.
• The community is predominantly Black or African American.
• 72% of residents have an income less than 200% below the poverty line.
• 17% of residents are disabled.
• 13% of residents have limited English proficiency.
• 35% of residents have no high school diploma.
• The community is in the 97
th
percentile for overall social vulnerability.
• The community is in the 98
th
percentile for overall health vulnerability.
• The community is in the 97
th
percentile for overall transportation vulnerability.
• Traffic fatalities are 20/100k (99
th
percentile).
Area of Interest #3: Brownsville Neighborhood, Brooklyn, Kings County
• The disadvantaged percentile rank for USDOT Justice40 criteria is 100.
• The community is predominantly Black or African American.
• 40% of residents have an income less than 200% below the poverty line.
• 10% of residents are unemployed.
• 18% of residents are disabled.
• 19% of residents have no high school diploma.
• The community is in the 97
th
percentile for overall social vulnerability.
• The community is in the 93
rd
percentile for overall health vulnerability.
• The community is in the 80
th
percentile for overall transportation vulnerability.
• Traffic fatalities are 19/100k (99
th
percentile).
Area of Interest #4: Town of Ramapo, Rockland County
• The disadvantaged percentile rank for USDOT Justice40 criteria is 99.19.
• 80% of residents have an income less than 200% below the poverty line.
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 14
• 51% of residents are under 17 years old.
• 37% of residents have limited English proficiency.
• 22% of residents have no high school diploma.
• The community is in the 99
th
percentile for overall social vulnerability.
• The community is in the 96
th
percentile for overall health vulnerability.
• The community is in the 97
th
percentile for overall transportation vulnerability.
• Traffic fatalities are 16/100k (99
th
percentile).
Data Analysis for Selected Communities
Affected community: City of Rochester, Monroe County, NY
• The city has the highest fatality rate in NYS by population (40/100k population).
• The predominant minority populations are Black or African American (38%) and Hispanic or Latino
(19%) (https://www.census.gov/quickfacts/fact/table/rochestercitynewyork,NY/PST045222).
• Driver Inattention/Distraction is the #1 Contributing Factor (CF) of all crashes; Unsafe speed is the #1
CF of fatal crashes (2021 data, NYS AIS/TSSR).
Overrepresented and/or underserved community: Yes, the USDOT Justice40 disadvantaged percentile rank is
99.98.
(ArcGIS Story Map)
(ArcGIS Story Map)
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 15
Affected community: City of Yonkers, Westchester County, NY
• The city has the #2 fatality rate in NYS (20/100k population).
• The predominant minority populations are Hispanic or Latino (40%) and Black or African American
(19%) (https://www.census.gov/quickfacts/fact/table/yonkerscitynewyork,NY/PST045222).
• Passing/Lane Changing/Improper Use is the #1 CF of fatal crashes; Driver Inattention/Distraction is the
#1 CF of all crashes (2021 data, NYS AIS/TSSR).
Overrepresented and/or underserved community: Yes, the USDOT Justice40 disadvantaged percentile rank is
99.86.
(ArcGIS Story
Map)
Affected community: Brownsville neighborhood, Brooklyn, Kings County, NY
• Kings County is #1 in pedestrian fatalities and injuries in NYS (NYS AIS/TSSR).
• The predominant minority populations are Black or African American (33%), Hispanic or Latino (19%)
and Asian (13%). (https://www.census.gov/quickfacts/fact/table/kingscountynewyork,NY/PST045222)
• The county is #1 in NYS for pedestrian fatalities and injuries. Unsafe speed is the #1 fatal crash CF
(2021 data, NYS AIS/TSSR).
Overrepresented and/or underserved community: Yes, the USDOT Justice40 disadvantaged percentile rank is
100.
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 16
(ArcGIS Story Map) (Justice40 Map)
Affected community: Town of Ramapo, Rockland County, NY
• The town has a high fatality rate for its population (16/100k).
• The community is economically disadvantaged (80% of residents have an income less than 200% below
the poverty line).
(https://www.census.gov/quickfacts/fact/table/ramapotownrocklandcountynewyork,NY/PST045222)
• Following Too Closely is the #1 CF in all crashes; Driver Inattention/Distraction is the #1 CF in fatal crashes
(2021 data, NYS AIS/TSSR).
Overrepresented and/or underserved community: Yes, the USDOT Justice40 disadvantaged percentile rank is
99.19.
(USDOT ETC
Explorer Map)
(Justice40 Map)
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 17
“Redlining” in New York State
In the late 1930s, the federal Home Owners’ Loan Corporation (HOLC) had the responsibility of grading
neighborhoods across the country to decide whether home mortgage refinancing there would be insured by
the federal government. Using data and evaluations organized by local real estate professionals (lenders,
developers, and real estate appraisers) HOLC staff members assigned grades to residential neighborhoods that
reflected their “mortgage security” that would then be visualized on color-coded maps. Neighborhoods
receiving the highest grade of "A"—colored green on the maps—were deemed minimal risks for banks and
other mortgage lenders when they were determining who should receive loans and which areas in the city
were safe investments. Those receiving the lowest grade of "D," colored red, were considered "hazardous."
These grades were a tool for redlining: making it difficult or impossible for people in certain areas to access
mortgage financing and thus become homeowners.
Redlining directed both public and private capital to native-born white families and away from African
American and immigrant families. Many cities in New York State like Rochester and Brooklyn were drastically
affected by redlining, not only in terms of housing but also in terms of underfunded public transportation and
infrastructure.
(Source: https://dsl.richmond.edu/panorama/redlining/#loc=12/43.188/-77.718&city=rochester-ny )
(Source: https://dsl.richmond.edu/panorama/redlining/#loc=11/40.661/-74.188&city=brooklyn-ny )
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 18
New York State has already undertaken projects to reconnect and transform communities affected by
redlining. The removal of the Inner Loop Freeway in the City of Rochester and the reconstruction of the
Bruckner-Sheridan interchange in the South Bronx are just two examples of NYS’ commitment to improving
public health and safety in these communities by correcting the planning mistakes of the past.
As we progress through the duration of the current 3HSP and look ahead to the development of the 2027-2029
3HSP, GTSC plans on further examining the effects that redlining has had on transportation in New York State
and make efforts to correlate historically redlined communities with our outreach and engagement activities.
Starting Goals for Public Engagement Efforts
Goal #1 – City of Rochester, Monroe County, NY
Unsafe speed appears to be the largest contributing factor of fatal crashes in Monroe County. The crash data
further indicates that male drivers ages 20-29 are the most overrepresented group in speed-related fatal
crashes. GTSC will engage with its grant partners in the county to help determine the countermeasures that
would be most effective at reducing unsafe speed-related crashes among this age group. As GTSC and its
partners develop a further understanding of the factors involved, they will adjust the engagement and
countermeasure strategies to better target the issue of unsafe speed in Monroe County.
Goal #2 – City of Yonkers, Westchester County, NY
Based on this community’s second highest fatality rate in the state and large minority population, GTSC will
engage the population to help determine countermeasures that are most culturally appropriate and identify
potential grantees to support efforts related to improper lane changes and distracted driving, which are the
top contributing factors to both fatal and non-fatal crashes in the area. As GTSC works to reduce crashes, they
will modify and adapt their engagement efforts to better target the identified issues in this community.
Goal #3 – Brownsville neighborhood, Brooklyn, Kings County, NY
Through GTSC’s data analysis, Kings County has been identified as the top community in pedestrian fatalities
and injuries in NYS. In addition, this community is predominately comprised of a minority population. Unsafe
speed is the top contributing factor in fatal crashes. Based on this assessment, GTSC will focus on supporting
efforts to reduce unsafe speed-related crashes and potentially identifying new partnerships and grantees
within the community to further these initiatives. Based on GTSC’s efforts, their engagement and strategies
within the area will be refined and further focused to best target the issue of unsafe speed and to reduce the
number of pedestrian fatalities within the community.
Goal #4 – Town of Ramapo, Rockland County, NY
In addition to this community’s high fatality rate, GTSC has identified the town of Ramapo in Rockland County
as an economically disadvantaged community of interest. 80% of residents have an income less than 200%
below the poverty line, with Driver Inattention and Distraction being the leading contributing factor in fatal
crashes. Given this information, GTSC will focus efforts in this area to assist in the development of measures to
reduce the total number of fatalities and crashes. Feedback and potential partnerships will be evaluated and
incorporated into GTSC’s overall strategy. As further information and comments are received and analyzed,
GTSC may adapt or further modify their engagement and countermeasure efforts in the area.
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 19
Engagement Opportunities and Outcomes
Father Tracy Advocacy Center (FTAC) in Rochester
GTSC focused initial outreach and engagement efforts on an underserved area within one of our target
locations. Through our partners at the NYS Department of Health (NYS DOH), GTSC connected with the Father
Tracy Advocacy Center (FTAC) in Rochester. FTAC is a community-based assistance center where any member
of the community can receive assistance with housing, food, transportation, medical treatment, and addiction
support. GTSC conducted virtual discussions with the center’s leadership to discuss how to best engage with
their community members. This led to the creation of a Community Traffic Safety Survey to gauge the
community members’ level of concern regarding various traffic safety issues, and capture suggestions or ideas
on how to best reduce or eliminate such issues. The leaders at FTAC supported GTSC’s survey and confirmed
their assistance with similar organizational engagement efforts in the past. FTAC graciously offered GTSC the
use of their location, and suggested we start our engagement efforts with an information table inside their
Center since FTAC receives a large volume of daily foot traffic. FTAC also suggested permitting informal
listening sessions for those who wanted to discuss any traffic safety-related issues in more depth. GTSC
followed FTAC’s recommendations when deploying our initial engagement efforts at this location.
Accessibility Measures Implemented
The area where FTAC is located in Rochester has a high poverty level. According to US Census data, almost
1/3
rd
of the population lives below the poverty line. Also, this community is very diverse with a large Spanish-
speaking population in the community. As such, it was important for GTSC to keep these factors in mind when
developing our plans for engagement.
Due to the diversity within this community, GTSC and FTAC collaborated on translating our Community Traffic
Safety Survey into Spanish. GTSC and FTAC further collaborated on interpreting questions or capturing
responses from those who may have had difficulty reading or writing.
FTAC and GTSC also worked together to conduct community outreach before the event occurred. In addition
to conducting in-person outreach within the community ahead of this event, FTAC also posted an approved
flyer at their location and on their social media accounts to promote this engagement effort.
GTSC planned specific engagement times under guidance from FTAC. This event was held over the course of
two days to accommodate as many participants as possible. The first day was scheduled from 4:00 – 7:00 p.m.,
followed by a listening session from 7:00 – 7:30 p.m. These times were chosen to permit participation from
community members who may work standard hours. The second day was scheduled from 11:30 – 3:30 p.m. to
allow for earlier participation.
Another accessibility measure that GTSC staff employed during this event was changing clothes. After receiving
feedback from FTAC and community members, GTSC learned that the polo shirts chosen for the event closely
resembled attire of the Rochester Police Department. Specific feedback referenced GTSC’s attire potentially
affecting turnout or making some community members more hesitant to engage. Upon receiving this
feedback, GTSC changed into more casual attire to promote maximum accessibility to the extent possible.
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 20
Description of Attendees and Participants – Analysis of Whether Those participants Are Members of the
Affected Communities
A total of 54 Community Traffic Safety Surveys were completed during GTSC’s engagement period. Based upon
the survey responses, only one respondent lived outside of the targeted community.
• 11.11% of respondents were in the 20-29 age group.
o 40-49 was the most common age group of respondents at 27.77%.
• 50% of survey respondents were of Hispanic descent.
• 32% listed walking as their primary mode of transportation, followed by personal vehicle (24%), and
public transit (22%).
Summary of the Issues Covered
GTSC’s engagement, and the Community Traffic Safety Survey responses, concurred that speeding is the top
traffic safety concern within this community. 42 out of 54 (77.77%) participants agreed that speeding is the
area’s top traffic safety issue. Our engagement effort also covered issues related to:
• illegal dirtbikes
• impaired driving
• disobeying traffic laws
• lack of enforcement
Some respondents also expressed concerns about walking at night and being fearful of hit and run drivers.
When discussing or soliciting suggestions on how to improve traffic safety within the community, a variety of
issues were once again covered:
• 63% suggested some physical form of speed reduction (stop signs, speed bumps, speed limit signs)
• 20% suggested adding or increasing enforcement
This engagement also covered a desire from some community members for more education on safe driving
and proper interactions with law enforcement.
Although a listening session was scheduled at the conclusion of GTSC’s first day of engagement, at 7:00 p.m.
FTAC’s Director stated that a large police presence and poor weather conditions would preclude participation.
As such, no community members were available to participate.
Incorporation of Public Participation and Engagement Affected Communities’ Comments and Views Into the
Development of the 3HSP
Looking ahead, GTSC will continue to expand our overall public participation and engagement efforts in this
targeted area, particularly amongst our data-driven target demographic of males aged 20-29.
Although more engagement must be conducted to definitively capture – and best address – the area’s most
important traffic safety needs from the community members’ perspective, survey respondents expressed a
desire for greater enforcement of speed laws which correlates with GTSC’s Countermeasure Strategy PTS-1:
Enforcement of Traffic Violations. Other respondents indicated a desire for more education on the impacts of
speeding which correlates to Countermeasure Strategy PTS-3: Communications and Outreach. Consideration
may be given to expanding these strategies within the targeted location given further supporting data.
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 21
Suggestions pertaining to infrastructure that fall outside of GTSC’s scope will be shared with our partners at
the NYS Department of Transportation (NYS DOT) for consideration.
Ross Chastain
NASCAR Xfinity driver and watermelon farmer Ross Chastain created the “Protect Your Melon” campaign
which is aimed at reminding drivers to always buckle their seatbelt. GTSC has partnered with Ross for a
number of years to promote New York State’s annual “Buckle Up New York, Click It Or Ticket” enforcement
campaign.
In May of 2023, GTSC, along with the New York State Police (NYSP) and Monroe County Traffic Safety, hosted a
press event to announce the 2023 “Buckle Up NY” campaign at Franklin Upper School in Rochester, NY.
Franklin Upper School is located in a disadvantaged community in the city of Rochester.
(USDOT Justice40 map)
Ross Chastain and a member of law enforcement spoke to the group of approximately 147 students about safe
and responsible driving habits, especially wearing your seatbelt. NYSP also brought their roll over simulator to
physically demonstrate the importance of wearing your seatbelt. Each student then had the opportunity to
compete with each other and Ross in a “Battle of the Belts” competition. The students compete in teams of 4
to see which team can get in a car and buckle their seatbelts the fastest. The event is always popular with the
students and they especially enjoyed Ross’ participation. Many of the students engaged with Ross during the
event and were very receptive to his message of “Protect Your Melon.”
NYSATSB
GTSC supports the New York State Association of Traffic Safety Boards (NYSATSB). This is a statewide
organization made up of representatives from county traffic safety boards. GTSC provides grant funding for
board meetings and purchase of material to use in outreach and engagement programs. GTSC staff regularly
attend NYSATSB meetings. This participation allows for the exchange of information and ideas which can be
incorporated into the Highway Safety Plan.
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 22
Ongoing Engagement Efforts
Most of our current public engagement is done through our grant partners. They are typically located in the
communities we wish to reach, so by working closely with and supporting them we become partners in
improving traffic safety at the community level. They engage the public on our behalf through events such as
bike rodeos, car seat check events, or traffic safety fairs. Our grant partners have been and will be a valuable
resource as we look to identify future engagement opportunities.
New York will focus on the communities identified above throughout the life of the 3HSP. GTSC will refine the
impacted communities and community members through data analysis. In order to identify affected
communities, they will analyze race, age, gender, education, English proficiency, and any other elements that
will help identify overrepresented and/or underserved populations.
When developing past Highway Safety Plans, traditional routes were used to develop traffic safety
partnerships in areas throughout the state. With the 3HSP, we will be seeking unconventional and non-
traditional partnership opportunities. To broaden this reach while remaining focused on the above goals,
GTSC will intentionally reach out to new community subsets that have not previously participated in GTSC
outreach while also utilizing current grantee relationships to expand public participation. GTSC will also
identify opportunities by working with the Metropolitan Planning Organizations within the identified areas.
GTSC has determined it can conduct direct outreach via site visits, zoom forums, and direct phone calls and
emails. Different communication channels, such as paid media, social media, and earned media, could be
successful. If deemed appropriate by the stakeholders, Electronic Contact Management Systems—automated
phone/email/social media distribution lists (MailChimp, Constant Contact, GovDelivery, etc.) will be utilized for
the targeted demographics. A key component of community partnership and engagement is collaboration
with trusted guest speakers in the community. This engagement will lead to direct forums or even key person
interviews that can be done through the media and local news stations, New York State Broadcasting
Association, or even live social media feeds.
While the above describes how the public participation and engagement relationship will be developed, the
next step in our process is direct engagement with these stakeholder groups. To engage directly, it is a matter
of meeting the public where they are physically and communicating in a manner that is understood. GTSC will
explore utilizing mobile drop-in centers. These centers can be parked in high-visibility areas, which are also
convenient and accessible. These mobile drop-in centers allow GTSC to meet the public where they are and
eliminate any transportation barriers. Open houses and public meetings within the targeted areas may also be
held. These locations will be targeted for easy and safe access to eliminate any additional access barriers that
may already exist. In addition to public meetings and open houses, GTSC staff will attend partner group and
community-hosted meetings. This will allow engagement with the community at events that are already
established. Equal access spans a spectrum of many different barriers. Aside from transportation, there is a
need for physically safe locations and locations that are handicapped accessible, not just physical handicaps
but also visual and auditory. Many of the identified areas have a large percentage of non-English proficient
individuals and many that have not graduated high school. These are additional barriers that need to be
addressed with each group.
Feedback from the newly and previously established public outreach and engagement segments will be
analyzed to adjust annual grant applications to focus on these communities during the 3HSP. This feedback
2024-2026 Triennial Highway Safety Plan Public Participation and Engagement…Page 23
and data analysis will determine whether these traffic safety initiatives have been successful over the 3HSP
period. This engagement is not a one-time effort around one data point; it will indeed be a collaboration to
improve highway safety directly from the street level. In addition to concentrating our engagement efforts on
the identified communities, New York State will also utilize some non-traditional locations throughout the
state to hear about traffic safety issues from a public level. Some of these methods include attending non-
traditional events such as festivals, health and wellness fairs, community days, car shows, sporting events, and
traffic safety fairs. Breaking away from traditional locations will provide global access to the public. New York
State conducts an annual driver behavior survey through ITSMR. This survey provides data from drivers and
compares reported behaviors and opinions for given areas and subgroups. The current return on this online
survey is poor and not a broad representation of the entire state. To expand participation, it is necessary to
expand access. Conducting these surveys at the events described above and providing a QR code for those
who wish to complete it later would increase participation. Other methods of communication include
distributing/promoting surveys on behalf of GTSC by grantees, conducting surveys at Thruway rest areas and
DMV offices, and making surveys available in multiple languages and accessible to those with vision or hearing
disabilities. The increase of survey participation would be beneficial in developing future public participation
and outreach in future Highway Safety Plans.
Future engagement efforts will be driven by past experiences. As we progress through the duration of the
current 3HSP and look ahead to the development of the 2027-2029 3HSP, GTSC plans to collect and analyze
the affected communities’ comments and views so they can be directly incorporated into future highway
safety plans.
Through meaningful public engagement, the State looks to develop a Highway Safety Plan that gives a voice to
all road users, especially those that have been traditionally underrepresented and underserved in highway
safety planning.
2024-2026 Triennial Highway Safety Plan Performance Plan…Page 24
FFY 2026 PERFORMANCE PLAN
The Performance Plan includes the 12 core performance measures established by NHTSA, the additional
measures selected by New York and the targets set for each of these measures in New York’s FFY 2026
Highway Safety Plan.
Justification of Highway Safety Performance Targets Set for 2026
As previously described, New York’s methodology for setting its 2026 targets used a two-step process. In
accordance with the method used by the NYSDOT in setting its targets, linear trend analysis was conducted
using the FORECAST function in Excel. In the model, the 5-year moving average from 2017-2021 was used as
the data point for each year included in the linear trend analysis. The targets generated by the statistical
software for the 2022-2026 rolling averages for each of the measures were then reviewed to determine if they
were reasonable and realistic. After review by stakeholders and experts, targets were adjusted where
warranted.
New York’s team observed that for five of the performance targets, the Excel FORECAST function projected
increases rather than reductions for our data. The performance targets are required to “show constant or
improved performance,” so those could not be used. Increased targets were forecasted for these performance
measures:
• Fatalities in Drug-Related Crashes
• F & PI Crashes Involving Cell Phone Use and Texting
• Motorcycle Fatalities
• Bicyclist Fatalities
• Bicyclists Injured in Crashes
For the performance measure Observed Seat Belt Use for Passenger Vehicles, Front Seat Outboard Occupants
(NYS Annual Survey), the FORECAST function projected a decrease, failing to “show constant or improved
performance,” so again the linear trend analysis could not be used.
For the remaining performance measures, where the FORECAST function projected reductions, further data
analyses were performed to determine whether those reductions, or improvements, were realistic. In the past
New York has used 1% annual reduction targets for its performance measures. In the Triennial HSP it is
necessary to project targets 5 years ahead, using 2017-2021 data to project goals for 2022-2026. New York’s
team reviewed all its performance measures from 2012 onward and calculated the average percentage change
over each 5-year period. They found that 11 out of 19 measures had improvements of less than 3.0%, or the
measures had increases rather than reductions (improvements). Based on these data analyses, the team
concluded that 1% yearly reduction targets, or 3% triennial reduction targets for 2022-2026, would be
unrealistic.
A key factor in setting the targets for the common measures (Traffic Fatalities, Serious Injuries in Traffic
Crashes and Fatalities per 100M VMT) used in the HSP and in the HSIP and SHSP prepared by the NYSDOT was
the need for consistency in the targets across the plans. Agreement was reached to set a realistic 1.5%
reduction goal for these common measures for 2026, with annual reduction benchmarks of 0.5% by 2024 and
1.0% by 2025. Because the performance of the fatality measures set for the various program areas contribute
to the outcome for total fatalities, the decision was made to set a consistent three-year reduction target of
1.5% for all crash performance measures including both fatality and injury measures. Similarly, for the annual
2024-2026 Triennial Highway Safety Plan Performance Plan…Page 25
measure Observed Seat Belt Use (B-1), a three-year 1.5% goal was set for increased seat belt use. Annual
benchmarks indicating improvements of 0.5% for 2024 and 1.0% for 2025 will assist New York in tracking
progress toward meeting these targets.
Regardless of the targets that are set, GTSC and New York’s traffic safety community are committed to the
ultimate goal of zero fatalities and will continue to strive toward achieving that goal.
2024-2026 Triennial Highway Safety Plan Performance Plan…Page 26
PERFORMANCE PLAN
BASE YEARS
FY 2026 HSP PERFORMANCE PLAN
CHART
2017
2018
2019
2020
2021
C-1
Traffic Fatalities
FARS Annual
1,006
964
934
1,045
1,157
Reduce total fatalities by 1.5% from
1,021.2 (2017-2021 rolling average)
to 1,005.9 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 1,016.1 (2020-2024
rolling average) by 2024 and 1,011.0
(2021-2025 rolling average) by 2025.
5-Year Rolling
Avg.
1,085.2
1,037.6
1,016.2
998.0
1,021.2
C-2
Serious Injuries in Traffic Crashes
State Annual
11,148
10,996
11,712
10,634
11,238
Reduce serious traffic injuries by
1.5% from 11,145.6 (2017-2021
rolling average) to 10,978.4 (2022-
2026 rolling average) by 2026 with
annual benchmarks of 11,089.9
(2020-2024 rolling average) by 2024
and 11,034.1 (2021-2025 rolling
average) by 2025.
5-Year Rolling
Avg.
11,241.8
11,119.2
11,286.8
11,198.2
11,145.6
C-3
Fatalities/100M VMT
FARS Annual
0.815
0.781
0.753
1.020
1.083
Reduce fatalities/100 MVMT by
1.5% from 0.890 (2017-2021 rolling
average) to 0.877 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 0.886 (2020-2024
rolling average) by 2024 and 0.881
(2021-2025 rolling average) by 2025.
5-Year Rolling
Avg.
0.881
0.844
0.827
0.844
0.890
C-4
Unrestrained Passenger Vehicle
Occupant Fatalities, All Seat
Positions
FARS Annual
172
154
150
174
184
Reduce unrestrained passenger
vehicle occupant fatalities, all seat
positions by 1.5% from 166.8 (2017-
2021 rolling average) to 164.3
(2022-2026 rolling average) by 2026
with annual benchmarks of 166.0
(2020-2024 rolling average) by 2024
and 165.1 (2021-2025 rolling
average) by 2025.
5-Year Rolling
Avg.
167.4
161.0
160.0
160.2
166.8
2024-2026 Triennial Highway Safety Plan Performance Plan…Page 27
BASE YEARS
FY 2026 HSP PERFORMANCE PLAN
CHART
2017
2018
2019
2020
2021
C-5
Alcohol-Impaired Driving Fatalities
FARS Annual
289
325
256
295
388
Reduce alcohol impaired driving
fatalities by 1.5% from 310.6 (2017-
2021 rolling average) to 305.9
(2022-2026 rolling average) by 2026
with annual benchmarks of 309.0
(2020-2024 rolling average) by 2024
and 307.5 (2021-2025 rolling
average) by 2025.
5-Year Rolling
Avg.
316.2
307.4
296.2
292.2
310.6
C-6
Speeding-Related Fatalities
FARS Annual
310
278
269
383
418
Reduce speeding-related fatalities
by 1.5% from 331.6 (2017-2021
rolling average) to 326.6 (2022-2026
rolling average) by 2026 with annual
benchmarks of 329.9 (2020-2024
rolling average) by 2024 and 328.3
(2021-2025 rolling average) by 2025.
5-Year Rolling
Avg.
330.4
314.2
303.6
310.8
331.6
C-7
Motorcyclist Fatalities
FARS Annual
145
152
136
194
218
Reduce motorcyclist fatalities by
1.5% from 169.0 (2017-2021 rolling
average) to 166.5 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 168.2 (2020-2024
rolling average) by 2024 and 167.3
(2021-2025 rolling average) by 2025.
5-Year Rolling
Avg.
152.4
148.8
146.4
152.6
169.0
C-8
Unhelmeted Motorcyclist Fatalities
FARS Annual
9
7
11
25
30
Reduce unhelmeted motorcyclist
fatalities by 1.5% from 16.4 (2017-
2021 rolling average) to 16.15
(2022-2026 rolling average) by 2026
with annual benchmarks of 16.32
(2020-2024 rolling average) by 2024
and 16.24 (2021-2025 rolling
average) by 2025.
5-Year Rolling
Avg.
14.0
12.2
10.2
12.2
16.4
C-9
Drivers Age 20 or Younger involved
in Fatal Crashes
FARS Annual
99
88
84
103
112
2024-2026 Triennial Highway Safety Plan Performance Plan…Page 28
BASE YEARS
FY 2026 HSP PERFORMANCE PLAN
CHART
2017
2018
2019
2020
2021
Reduce drivers age 20 and younger
involved in fatal crashes by 1.5%
from 97.2 (2017-2021 rolling
average) to 95.7 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 96.7 (2020-2024
rolling average) by 2024 and 96.2
(2021-2025 rolling average) by 2025.
5-Year Rolling
Avg.
106.4
97.8
95.2
95.6
97.2
C-10
Pedestrian Fatalities
FARS Annual
246
268
274
229
293
Reduce pedestrian fatalities by 1.5%
from 262.0 (2017-2021 rolling
average) to 258.1 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 260.7 (2020-2024
rolling average) by 2024 and 259.4
(2021-2025 rolling average) by 2025.
5-Year Rolling
Avg.
292.8
279.2
281.2
264.8
262.0
C-11
Bicyclist Fatalities
FARS Annual
46
30
48
47
33
Reduce bicyclist fatalities by 1.5%
from 40.8 (2017-2021 rolling
average) to 40.2 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 40.6 (2020-2024
rolling average) by 2024 and 40.4
(2021-2025 rolling average) by 2025.
5-Year Rolling
Avg.
41.4
39.4
39.8
42.0
40.8
2018
2019
2020
2021
2022
B-1
Observed Seat Belt Use for
Passenger Vehicles, Front Seat
Outboard Occupants (State Survey)
State Annual
92.93%
94.22%
94.22%
93.24%
91.90%
Increase observed seat belt use for
passenger vehicle front seat
outboard occupants by 1.5% from
91.90% in 2022 to 93.28% by 2026
with annual benchmarks of 92.36%
by 2024 and 92.82% by 2025.
Persons Injured in Alcohol-Related
Crashes
State Annual
5,647
5,340
5,151
4,224
4,772
Reduce persons injured in alcohol-
related crashes by 1.5% from
5,026.8 (2017-2021 rolling average)
to 4,951.4 (2022-2026 rolling
5-Year Rolling
Avg.
5,704.0
5,568.2
5,463.6
5,243.8
5,026.8
2024-2026 Triennial Highway Safety Plan Performance Plan…Page 29
BASE YEARS
FY 2026 HSP PERFORMANCE PLAN
CHART
2017
2018
2019
2020
2021
average) by 2026 with annual
benchmarks of 5,001.7 (2020-2024
rolling average) by 2024 and 4,976.5
(2021-2025 rolling average) by 2025.
Fatalities in Drug-Related Crashes
State Annual
235
314
258
409
285
Reduce fatalities in drug-related
crashes by 1.5% from 300.2 (2017-
2021 rolling average) to 295.7
(2022-2026 rolling average) by 2026
with annual benchmarks of 298.7
(2020-2024 rolling average) by 2024
and 297.2 (2021-2025 rolling
average) by 2025.
5-Year Rolling
Avg.
232.4
253.6
267.6
296.6
300.2
Fatal & PI Crashes Involving Cell
Phone Use and Texting
State Annual
526
501
500
433
448
Reduce fatal & PI crashes involving
cell phone use and texting by 1.5%
from 481.6 (2017-2021 rolling
average) to 474.4 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 479.2 (2020-2024
rolling average) by 2024 and 476.8
(2021-2025 rolling average) by 2025.
5-Year Rolling
Avg.
468.6
479.0
492.0
491.4
481.6
Motorcyclists Injured in Crashes
State Annual
4,099
3,827
3,740
3,688
3,834
Reduce motorcyclists injured in
crashes by 1.5% from 3,837.6 (2017-
2021 rolling average) to 3,780.0
(2022-2026 rolling average) by 2026
with annual benchmarks of 3,818.4
(2020-2024 rolling average) by 2024
and 3,799.2 (2021-2025 rolling
average) by 2025.
5-Year Rolling
Avg.
4,287.8
4,142.6
4,043.2
3,939.2
3,837.6
F&PI Crashes Involving a Motorcycle
and Another Vehicle in High-Risk
Counties
State Annual
1,338
1,289
1,263
1,224
1,446
Reduce F&PI crashes involving a
motorcycle and another vehicle in
high-risk counties by 1.5% from
1,312.0 (2017-2021 rolling average)
to 1,292.3 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 1,305.4 (2020-2024
5-Year Rolling
Avg.
1,310.4
1,293.0
1,292.8
1,289.0
1,312.0
2024-2026 Triennial Highway Safety Plan Performance Plan…Page 30
BASE YEARS
FY 2026 HSP PERFORMANCE PLAN
CHART
2017
2018
2019
2020
2021
rolling average) by 2024 and 1,298.9
(2021-2025 rolling average) by 2025.
Pedestrians Injured in Crashes
State Annual
15,581
15,767
15,600
10,667
12,476
Reduce pedestrians injured in
crashes by 1.5% from 14,018.2
(2017-2021 rolling average) to
13,807.9 (2022-2026 rolling
average) by 2026 with annual
benchmarks of 13,948.1 (2020-2024
rolling average) by 2024 and
13,878.0 (2021-2025 rolling
average) by 2025.
5-Year Rolling
Avg.
15,104.8
15,002.6
15,141.4
14,592.2
14,018.2
Bicyclists Injured in Crashes
State Annual
6,021
5,619
5,851
6,032
7,071
Reduce bicyclists injured in crashes
by 1.5% from 6,118.8 (2017-2021
rolling average) to 6,027.0 (2022-
2026 rolling average) by 2026 with
annual benchmarks of 6,088.2
(2020-2024 rolling average) by 2024
and 6,057.6 (2021-2025 rolling
average) by 2025.
5-Year Rolling
Avg.
5,861.6
5,757.4
5,798.2
5,944.6
6,118.8
Additional Performance Targets Set for 2026
In addition to the highway safety performance targets described above, New York has selected additional
performance targets for the Traffic Records program area and for the Planning and Administration program
area. For the Traffic Records area, GTSC and the Traffic Records Coordinating Council (TRCC) have established
as a new triennial performance measure the percentage of electronic crash reports received by DMV during a
calendar year. DMV’s current AIS system captures records of police-reported motor vehicle crashes and
crashes reported to DMV by motorists involved in crashes. In recent years, a majority of these reports have
been submitted electronically and a minority manually. In 2020, for example, 62.24% of the crash reports
entered into AIS were electronic and 37.76% were manual. In 2021, 64.39% of the crash reports were
electronic and 35.61% were manual. Because DMV is in the process of developing a new crash reporting
system to replace the aging AIS, GTSC expects that in the next few years there are additional opportunities to
increase the percentage of crashes reported electronically. The new system is looking to receive both motorist
and police reports electronically through multiple methods.
The following Traffic Records performance target was set for FFY 2024-2026:
❖ Increase the percentage of electronic crash reports received by DMV by 2.5% from 64.39% in 2021 to
66.01% by 2026 with annual benchmarks of 64.71% (0.5%) by 2024 and 65.36% (1.0%) by 2025.
2024-2026 Triennial Highway Safety Plan Performance Plan…Page 31
Regarding the Planning and Administration area, GTSC is responsible for coordinating and implementing New
York State’s comprehensive highway safety program, including planning and managing the NHTSA Section 402
program and the Section 405 National Priority Safety Program funds for 405(b) Occupant Protection, 405(c)
State Traffic Safety Information System Improvements, 405(d) Impaired Driving Countermeasures, 405(d)
Alcohol-Ignition Interlock, 405(f) Motorcyclist Safety, and 405(g) Nonmotorized Safety. Within this framework,
GTSC works with its partners and networks to conduct a data-driven process to identify highway safety
problems in New York State and collectively develop evidence-based strategies and programs to address these
areas of concern.
For the Planning and Administration program area, GTSC has set the following performance targets for New
York for FFY 2024-2026:
❖ Strengthen GTSC’s role in setting goals and priorities for the state's highway safety program
❖ Identify highway safety problems and solutions to reduce fatalities and injuries on New York State's
roadways
❖ Continue to promote the implementation of the state’s Evidence-Based Traffic Safety Enforcement
Program (TSEP)
❖ Provide direction, guidance, and assistance to support the efforts of public and private partners to
improve highway safety
❖ Develop and maintain policies and procedures that provide for the effective, efficient and economical
operation of the highway safety program
❖ Continue to expand technology as a means to disseminate traffic safety information, including online
grant applications and using the internet to disseminate safety information through multi-media
channels
❖ Coordinate and provide training opportunities and programs for New York State’s traffic safety
professionals
❖ Support the use of performance measures as an evaluation tool in the state’s highway safety program
❖ Improve the timeliness of grant approvals and the allocation and liquidation of funding
Although the targets set for the Traffic Records and the Planning and Administration program areas are
different from the highway safety performance targets based on measures such as fatalities and injuries, GTSC
and New York’s traffic safety community are committed to the ultimate goal of zero fatalities and will continue
to work with coordinated efforts toward achieving that goal.
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 32
IMPAIRED DRIVING
Overview
For more than four decades, New York has been a national leader in
reducing crashes, fatalities and injuries resulting from alcohol- and
drug-impaired driving. At the core of the state’s well-established
comprehensive system for addressing impaired driving is a set of
strict laws which are supported by effective enforcement,
prosecution, adjudication, and offender programs.
The Governor’s Traffic Safety Committee (GTSC) plays the central role in promoting and coordinating
components of New York’s Impaired Driving Program. The funds and other resources GTSC invests to reduce
impaired driving are complemented by a number of other federal, state, local and private sector activities.
While a real dollar amount cannot be accurately estimated for the contributions of each of the partners
involved in combating impaired driving, the most significant sources of funding, programming and in-kind
support that assist in achieving the performance goals established in the Triennial Highway Safety Plan (3HSP)
include the following: New York’s STOP-DWI program; New York’s Drug Recognition Expert (DRE) program; the
New York State agencies comprised of GTSC, including the Departments of Motor Vehicles (DMV) and Health
(DOH), the State Police, the Division of Criminal Justice Services (DCJS) and its Office of Probation and
Correctional Alternatives (OPCA), the State Liquor Authority (SLA) and its Alcohol Beverage Control (ABC)
Board, the Office of Court Administration (OCA), the Thruway Authority, the Office of Addiction Services and
Supports (OASAS), the Department of Corrections and Community Supervision, and the Division of Parole; the
State Police and six regional toxicology labs; the NY Prosecutors Training Institute; the Impaired Driver
Program (IDP); and MADD, SADD and other advocacy groups.
A major component of New York’s efforts to address impaired driving is the STOP-DWI program which returns
fines collected for impaired driving convictions to the counties where the violations occurred to fund
enforcement and other impaired driving programs at the local level. Each year, millions of dollars in fine
monies are returned to the county STOP-DWI programs to support local initiatives. Since the STOP-DWI
program is self-sustaining, GTSC is able to use the federal funds received by New York to support a variety of
state-level initiatives that complement the local efforts and strengthen the overall impaired driving program.
As the organization responsible for oversight of the STOP-DWI program, GTSC is also in a position to maximize
the opportunities for cooperative efforts that encompass all regions of the state.
In FFY 2024-2026, GTSC will continue to promote and support the participation of enforcement agencies at the
local, county and state levels in high-visibility impaired driving enforcement efforts. In the coming years, New
York will participate in the Labor Day and Holiday Season national mobilizations. In addition, STOP-DWI high-
visibility enforcement and engagement campaigns will be conducted during several other holiday periods
throughout the year.
Another important component of New York’s efforts to address impaired driving is its participation in the
International Drug Evaluation & Classification (DEC) Program. Commonly known in New York as the DRE
program, New York has been participating since 1987. Under this program, DRE police officers are trained to
observe the signs of drug and/or alcohol impairment. Currently, New York has 450 trained DREs across the
state. In its oversight role of the DRE program, GTSC has appointed a DRE State Coordinator to manage all
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 33
functions of the statewide DRE program. In FFY 2024-2026, GTSC will continue to promote the DRE program
and support its efforts to combat the problem of drug-impaired driving.
In addition to state and local collaboration, an efficient and effective impaired driving program also requires
coordination and cooperation within and across all of its components. The Impaired Driving Advisory Council
continues to provide a formal mechanism for discussing and investigating solutions to issues affecting the
state’s multi-component impaired driving system.
Performance Report
Performance Measure: C-5 Number of Alcohol-Impaired Driving Fatalities (FARS)
Progress: Not Met
Based on the most recent FARS data, alcohol-impaired
driving fatalities increased from a five-year moving
average of 292.2 in 2021 to an average of 310.6 in 2021,
making it unlikely for the target of 287.5 set for 2019-
2023 to be reached.
Performance Measure: Persons Injured in Alcohol-Related Crashes (State Data)
Progress: Met
The five-year moving average number of persons injured
in alcohol-related crashes declined between 2017 and
2021, from 5,704.0 to 5,026.8. Based on New York’s AIS
data, the reduction target of 5,191.4 set for 2019-2023
was met and exceeded.
5,647
5,340
5,151
4,224
4,772
5,704.0
5,568.2
5,463.6
5,243.8
5,026.8
0
2,000
4,000
6,000
2017 2018 2019 2020 2021
PERSONS INJURED IN ALCOHOL-
RELATED CRASHES*
Persons Injured 5-Yr Moving Avg
*Police-reported Crashes
Source: NYS AIS / TSSR
289
325
256
295
388
316.2
307.4
296.2
292.2
310.6
0
100
200
300
400
2017 2018 2019 2020 2021
ALCOHOL-IMPAIRED DRIVING
FATALITIES
Fatalities 5 Yr Moving Avg
Source: FARS
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 34
Performance Measure: Fatalities in Drug-Related Crashes (State Data)
Progress: Not Met
Based on data from New York’s AIS, the five-year
moving average for fatalities in drug-related crashes
has been on a consistent upward trend, reaching
300.2 in 2021, making it unlikely to meet the target
of 293.6 projected for 2019-2023.
These are the countermeasure strategies in the Impaired Driving program that contributed towards
meeting/improving the performance targets:
Strategy AL-1: Enforcement of Impaired Driving Laws
Strategy AL-2: Prosecution and Adjudication of DWI Offenders
Strategy AL-3: DWI Offender Treatment, Monitoring, Control
Strategy AL-4: Prevention, Communications, Public Information and Educational Outreach
Strategy AL-5: Underage Drinking and Alcohol-Impaired Driving
Strategy AL-6: Drugged Driving
Strategy AL-7: Cooperative Approaches to Reducing Impaired Driving
Strategy AL-8: Research, Evaluation and Analytical Support for New York’s Performance-Based Impaired
Driving Program
Problem Identification
Additional data analyses were conducted to assist GTSC in setting priorities for the impaired driving program
and selecting data-driven countermeasure strategies and projects that will enable the state to achieve its
performance goals. The key findings from the problem identification component are presented in this section.
Impaired Driving Crashes and Arrests
Impaired driving crashes include crashes involving alcohol, drugs or a combination of alcohol and drugs.
Drivers arrested for impaired driving violations include all drivers receiving one or more tickets for any 1192
violation of the NYS Vehicle and Traffic Law (VL 1192.1-1192.4). Between 2017 and 2020 the number of
impaired driving fatal and personal injury crashes dropped 12%, from 4,861 to 3,931. In 2021, the number of
impaired driving fatal and personal injury crashes increased to 4,283, an increase of 9% over the previous year.
Between 2017 and 2021, the number of drivers arrested for impaired driving decreased 31%, from 44,026 to
30,200.
235
314
258
409
285
232.4
253.6
267.6
296.6
300.2
0
100
200
300
400
500
2017 2018 2019 2020 2021
FATALITIES IN DRUG-RELATED
CRASHES*
Fatalities 5-Yr Moving Avg
*Police-reported Crashes
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 35
In the past five years an average of 84% of the impaired driving arrests each year were made by agencies that
are part of New York’s Traffic Safety Law Enforcement and Disposition (TSLED) ticket system. Analyses of
conviction information available in TSLED indicate that the conviction rate for drivers charged with an impaired
driving violation (VTL 1192) declined gradually from 92% in 2017 to 87% in 2020. In 2021 the conviction rate
declined further to 86%. As shown in the table below, in 2017 42% of the drivers whose cases were
adjudicated were convicted on the original VTL 1192 charge. In both 2020 and 2021 this proportion was 34%.
Those convicted on another impaired driving charge in 2017-2021 ranged from 47% in 2017 to 51% in 2019.
2.5%-3% of the drivers were convicted on a non-VTL 1192 charge. From 2017 to 2019, 8%-11% of the cases
adjudicated were dismissed, resulted in an acquittal, or the offender was convicted on a charge associated
with a different event. In 2020 and 2021 this proportion rose to 13% and 14%, respectively.
ADJUDICATION OF PERSONS ARRESTED FOR IMPAIRED DRIVING BY TSLED AGENCIES
Comparisons of Alcohol-Related and Drug-Related Fatal and PI Crashes
Additional analyses were conducted for alcohol-related crashes and arrests and drug-related crashes and
arrests. It should be noted that the results of these two sets of analyses cannot be added together to derive
the total impaired driving crashes or arrests. Since a portion of the crashes and the arrests involve both
alcohol and drugs, adding them together would result in double counting some of the crashes and arrests.
Alcohol-Related Crashes
The status of the two performance measures, alcohol-impaired driving fatalities and the number of persons
injured in alcohol-related crashes, was discussed previously.
Another measure that is tracked is alcohol-related fatal and personal injury crashes. In 2021, the number of
alcohol-related fatal and personal injury crashes increased 11% from the previous year, from 3,211 to 3,574.
4,861
4,647
4,464
3,931
4,283
0
2,000
4,000
6,000
2017 2018 2019 2020 2021
IMPAIRED DRIVING F & PI CRASHES*
* Police-reported Crashes
Source: NYS AIS / TSSR
2017
2018
2019
2020
2021
TSLED Cases Adjudicated
(N=28,084)
(N=26,549)
(N=22,344)
(N=13,177)
(N=17,909)
Convicted
91.8%
90.7%
89.4%
87.2%
86.1%
On original V&T 1192 charge
42.2%
40.7%
35.4%
34.3%
33.7%
On another V&T 1192 charge
47.1%
47.6%
50.9%
49.9%
49.4%
Convicted on non-V&T 1192
charge
2.5%
2.4%
3.1%
3.0%
3.0%
Dismissed/Acquitted/Convicted on
Charge from Different Event
8.3%
9.2%
10.5%
12.7%
13.9%
Source: NYS TSLED System / TSSR
44,026
41,331
39,618
27,268
30,198
0
20,000
40,000
60,000
2017 2018 2019 2020 2021
TOTAL NUMBER OF DRIVERS ARRESTED
FOR IMPAIRED DRIVING (TSLED & NYPD)
Source: NYS TSLED and NYPD / TSSR
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 36
Drug-Related Crashes
The involvement of drugs in crashes is an area of
growing concern for New York’s highway safety
program; between 2020 and 2021, the 5-year
average number of fatalities in drug-related
crashes increased slightly from 296.6 to 300.2
(1%). The importance of this issue is also evident
in the fluctuating proportion of motor vehicle
fatalities that involve drugs: 28% in 2019, 40% in
2020 and 25% in 2021.
The number of persons injured in drug-related crashes was on the decline from 2017 to 2019 but increased
from 2019 to 2021, from 1,105 to 1,168.
Based on a year-to-year comparison, the number of drug-related fatal and personal injury crashes decreased
by approximately 5% between 2020 (1,025) and 2021
(973).
Several factors may be related to the increasing incidence
of drugged driving. Some drivers may assume that
because a drug is not illegal, or because a medication is
prescribed, it is ok to drive after using it. Drivers are
taking prescription medications more now than in the
past and may not realize that mixing them with other
prescriptions and/or alcohol has a negative effect. The
legalization of recreational cannabis in neighboring
states, along with legalization in New York in 2021, may
also be contributing to increases in drugged driving
fatalities in New York. Enforcing drugged driving
violations can be more challenging than alcohol-related
4,173
3,989
3,815
3,211
3,574
0
1,000
2,000
3,000
4,000
5,000
6,000
2017 2018 2019 2020 2021
ALCOHOL-RELATED FATAL & PI CRASHES*
* Police-reported Crashes
Source: NYS AIS / TSSR
24%
34%
28%
40%
25%
0%
10%
20%
30%
40%
50%
2017 2018 2019 2020 2021
DRUG-RELATED FATALITIES AS A
PROPORTION OF TOTAL FATALITIES
Source: NYS AIS / TSSR
1,261
1,122
1,105
1,153
1,168
0
500
1,000
1,500
2017 2018 2019 2020 2021
PERSONS INJURED IN
DRUG-RELATED CRASHES*
* Police-reported Crashes
Source: NYS AIS / TSSR
955
947
913
1,025
973
0
200
400
600
800
1,000
1,200
2017 2018 2019 2020 2021
DRUG-RELATED F & PI CRASHES*
* Police-reported Crashes
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 37
violations due to the limitations of drug impairment detecting technology and the lack of an established limit
to determine drug impairment. Until such science-based technology is developed, the best tool traffic safety
professionals have is the DRE.
Analyses by Day of Week
As indicated in the charts below, in 2021 alcohol-related fatal and personal injury crashes were most likely to
occur on the weekend (43%) on Saturday and Sunday). In contrast, in 2021 drug-related fatal and personal
injury crashes were fairly evenly distributed across the days of the week, ranging from 11% to 18% with Friday
being the highest at 18%.
Alcohol-Related Fatal & PI Crashes Drug-Related Fatal & PI Crashes
Day of Week: 2021 Day of Week: 2021
Source: NYS AIS / TSSR Source: NYS AIS / TSSR
Analyses by Time of Day
In 2021 the largest proportion of alcohol-related fatal and personal injury crashes occurred between 6pm and
3am (67%), while the largest proportion of drug-related fatal and personal injury crashes occurred between
3pm and midnight (50%).
21%
10%
4%
3%
5%
11%
19%
27%
Alcohol-Related Fatal & PI Crashes
Time of Day: 2021
Mid-3am
3am-6am
6am-9am
9am-Noon
Noon-3pm
3pm-6pm
6pm-9pm
9pm-Mid
9%
7%
8%
10%
16%
18%
18%
14%
Drug-Related Fatal & PI Crashes
Time of Day: 2021
Mid-3am
3am-6am
6am-9am
9am-Noon
Noon-3pm
3pm-6pm
6pm-9pm
9pm-Mid
22%
21%
15%
11%
10%
10%
11%
0% 10% 20% 30%
Sunday
Saturday
Friday
Thursday
Wednesday
Tuesday
Monday
15%
15%
18%
15%
14%
13%
11%
0% 5% 10% 15% 20%
Sunday
Saturday
Friday
Thursday
Wednesday
Tuesday
Monday
Source: NYS AIS / TSSR
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 38
Analyses by Location
In 2021, the majority of both the alcohol-related
(55%) and drug-related (62%) fatal and personal
injury crashes occurred in the Upstate region; 27%
and 19%, respectively, occurred in New York City,
and 17% and 20%, respectively, occurred in Nassau
and Suffolk counties on Long Island.
Compared to the proportion of all police-reported
fatal and personal injury crashes in each region, the
Upstate region was overrepresented in both
alcohol-related and drug-related fatal and personal
injury crashes (55% and 62%, respectively, vs. 40%
of all crashes).
Analyses by Driver Gender
Three-quarters of the drinking drivers involved in
alcohol-related fatal and personal injury crashes in
2021 were men. Male drivers made up the same
proportion of the drugged drivers involved in fatal
and personal injury crashes (75%). In comparison,
63% drivers involved in all fatal and personal injury
crashes in 2021 were men. Compared to their
involvement in alcohol-related fatal and personal
injury crashes, female drivers account for the same
proportion of the drug-involved drivers in fatal and
personal injury crashes (25% in 2021). 37% of
drivers involved in all fatal and personal injury
crashes in 2021 were women.
Analyses by Driver Age
To determine which age groups of drivers are overrepresented in impaired driving crashes in New York State,
the proportions of alcohol-involved drivers and drug-involved drivers in fatal and personal injury crashes
attributed to each age group were compared to the proportion of licensed drivers in that age group.
Alcohol use among teens continues to be a serious problem. According to the Centers for Disease Control and
Prevention (CDC/NCHS, National Vital Statistics System, Mortality 2017) motor vehicle crashes are the leading
cause of death among teenagers, representing more than one-third of all deaths.
As the graph below shows, alcohol-involved drivers and drug-involved drivers in the age groups 21-29 and 30-
39 are overrepresented when compared to the proportions of licensed drivers in those age groups. Compared
to the proportion of licensed drivers who are in the 16-20 age group (4%), 5% of the alcohol-involved drivers
and 4% of the drug-involved drivers in 2021 were under 21 years of age. Compared to 14% of the licensed
drivers, more than twice as many of the alcohol-involved drivers (30%) and 27% of the drug-involved drivers
are ages 21-29. Drivers 30-39 years of age account for 18% of the licensed drivers, but 29% of the alcohol-
involved drivers and 32% of the drug-involved drivers.
75% 75%
63%
25% 25%
37%
Alcohol-Involved Drug-Involved All
0%
20%
40%
60%
80%
DRIVERS IN FATAL & PI CRASHES*
BY GENDER: 2021
Male Female
* Police-reported Crashes
Sources: NYS AIS / TSSR
40%
40%
20%
55%
27%
17%
62%
19%
20%
Upstate NYC Long Island
0%
15%
30%
45%
60%
75%
ALL, ALCOHOL-RELATED AND DRUG-
RELATED FATAL & PI CRASHES*
BY REGION: 2021
All F&PI Crashes
A-R F&PI Crashes
D-R F&PI Crashes
* Police-reported Crashes
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 39
Analyses of Alcohol-Impaired and Drug-Impaired Driving Arrests
Over the period 2017-2020, the number of persons ticketed under the TSLED system for alcohol-impaired
driving dropped 35%, from 32,031 in 2017 to 20,909 in 2020. In 2021 the number of persons ticketed was
23,138, an increase of 11% from the previous year. In comparison, the number of drivers ticketed for drug-
impaired driving declined 11%, from 4,504 in 2017 to 3,867 in 2020. In 2021 this number increased to 4,402,
an increase of 14% from the previous year.
It is important to note that the number of drivers ticketed for alcohol-impaired and drug-impaired driving
cannot be added together to derive the total number of drivers ticketed for impaired driving because a driver
can be issued tickets for both an alcohol (1192.1-3) and a drug offense (1192.4 and 4a).
Analyses of the TSLED data were also conducted by age to determine which driver age groups are most at risk
for alcohol-impaired and drug-impaired driving. In 2021, the largest proportions of drivers ticketed for alcohol
impairment and drivers ticketed for drug impairment were in the 30-39 age group (30% and 34%, respectively),
compared to 18% of the licensed drivers in that age group.
4%
14%
18%
16%
17%
30%
5%
30%
29%
16%
13%
7%
4%
27%
32%
18%
11%
8%
0%
10%
20%
30%
40%
16-20 21-29 30-39 40-49 50-59 60+
LICENSED DRIVERS, ALCOHOL-INVOLVED & DRUG-INVOLVED DRIVERS IN
FATAL & PI CRASHES* BY AGE GROUP: 2021
Licensed Drivers (N=12,084,663)
Alcohol-Involved Drivers in F&PI Crashes (N=3,198)
Drug-Involved Drivers in F&PI Crashes (N=864)
* Police-reported Crashes
Sources: NYS Driver License File and AIS / TSSR
32,031
30,678
30,003
20,909
23,138
4,504
4,242
4,206
3,867
4,402
0
10,000
20,000
30,000
40,000
2017 2018 2019 2020 2021
DRIVERS TICKETED FOR ALCOHOL-IMPAIRED AND DRUG-IMPAIRED
DRIVING VIOLATIONS 2021 (TSLED ONLY)
Alcohol-Impaired Drug-Impaired
Source: NYS TSLED / TSSR
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 40
Drivers under 21 years of age were also significantly overrepresented in drug-impaired driving arrests,
comprising more than twice the proportion of licensed drivers in that age group (7% vs. 4%). Drivers ticketed
for alcohol violations and drug violations were also overrepresented in the 30-39 age group, 30% and 34%,
respectively, compared to 18% of the licensed drivers.
Countermeasure Strategies
Using a data-driven approach, New York has identified a comprehensive set of strategies that collectively will
enable the state to reach the performance targets for the Impaired Driving program area.
To combat rising fatalities, GTSC will increase its educational and awareness outreach. Educational materials
regarding impaired driving will be included with DMV registration documents mailed out across the state. Due
to the legalization of cannabis, GTSC is working with DCJS to train law enforcement officers to better recognize
individuals impaired by cannabis. GTSC will encourage and support law enforcement agencies to conduct
more checkpoints and high-visibility details.
GTSC is also partnering with the Office of Cannabis Management (OCM) to increase the number of DRE schools
that are conducted. GTSC and OCM are also working together to develop public information campaigns.
Strategy AL-1 Enforcement of Impaired Driving Laws
Impaired Driving Enforcement Grants for Local Police Agencies
Initiatives to increase high-visibility enforcement and engagement campaigns will continue to be supported at
both the state and local levels. All impaired driving enforcement efforts will be planned, implemented and
monitored in accordance with requirements of the state’s Evidence-Based Traffic Safety Enforcement Plan or
in conjunction with the national impaired driving mobilizations.
Specifically, New York police agencies continue to participate in national high-visibility enforcement and
engagement campaigns that coincide with the times large numbers of impaired drivers are likely to be on the
highways. Due to the cooperation and support of all county STOP-DWI program coordinators statewide, there
has been widespread participation by the police agencies across New York State during these campaigns.
4%
14%
18%
16%
17%
30%
3%
29%
30%
17%
14%
7%
7%
29%
34%
17%
9%
5%
0%
10%
20%
30%
40%
16-20 21-29 30-39 40-49 50-59 60+
LICENSED DRIVERS AND DRIVERS TICKETED FOR ALCOHOL IMPAIRMENT AND
DRUG IMPAIRMENT BY AGE GROUP: 2021 (TSLED ONLY)
Licensed Drivers (N=12,084,663)
Drivers Ticketed for Alcohol Impairment (N=23,138)
Drivers Ticketed for Drug Impairment (N=4.402)
Sources: NYS Driver License File and TSLED / TSSR
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 41
To supplement the funding available from STOP-DWI, GTSC may provide grant funding to support the
development and implementation of evidence-based enforcement strategies by local agencies including
publicized enforcement programs, such as regional saturation patrols, sobriety checkpoints, roving patrols and
sting operations.
GTSC will also provide support and coordination for local agency participation in the national impaired driving
enforcement mobilizations. Specific enforcement agencies may receive funding to facilitate the coordination
of enforcement events and test innovative approaches. For example, certified DREs may be included at
selected enforcement events to assist in the detection of drug impairment. Data from the mobilizations will be
compiled by GTSC and provided to the National Highway Traffic Safety Administration (NHTSA).
Statewide High-Visibility Focused Enforcement Campaigns
Statewide enforcement campaigns that focus on impaired driving will be supported. To ensure that resources
are used efficiently, these campaigns will incorporate evidence-based strategies that are deployed based on a
data-driven problem identification process. For example, funding will continue to be provided for impaired
driving enforcement programs undertaken by the New York State Police and implemented by the State Police
Troops across the state. Each Troop is required to develop a data-driven action plan focusing on the impaired
driving issues, high-risk drivers and locations identified for their Troop areas. In addition to participation in the
national impaired driving high-visibility enforcement and engagement campaigns, the State Police use
dedicated DWI patrols, sobriety checkpoints and other evidence-based enforcement strategies to implement
their action plans. The New York State Police must also be equipped with the tools necessary to accurately
detect impairment and to report that level of impairment in an evidentiary manner. Having access to the most
up-to-date tools to collect reliable evidence that will uphold impaired driving arrests made during dedicated
DWI patrols, sobriety checkpoints and other high-visibility enforcement efforts will lead to convictions in court.
Media Support for National Impaired Driving Enforcement Mobilizations
The National Impaired Driving Enforcement Mobilization will be publicized through press events held in various
locations around the state where members of law enforcement and STOP-DWI coordinators will join GTSC in
publicizing the high-visibility enforcement and engagement campaigns on impaired driving. To ensure that
coordinated impaired driving messages are delivered throughout the state, GTSC will provide funding for
public information materials through the STOP-DWI Foundation. As in previous years, the national slogan will
be adopted for the mobilization.
New York’s impaired driving messaging (both alcohol and drug (illicit and prescription)) is intended for all age
groups as impaired driving is a major problem with all age groups. GTSC does, however, focus the airing of
PSAs on TV stations geared more toward the younger demographic and heavy social media messaging on
impairment to the 18-34 demographic. Although the PSAs and social media messaging focus on the younger
demographic, GTSC will ensure that these and all of New York’s impaired driving messaging will continue to
target 35-39-year-olds as well, following the data analyses showing that impaired drivers in the age group 30-
39 are overrepresented when compared to the proportion of licensed drivers in this age group.
In addition, in a continuing effort to reduce impaired driving by targeting the at-risk 21-29 age group, New York
State has been in the process of establishing an impaired safety messaging campaign targeting jukeboxes at
drinking establishments in locations with large numbers of persons in the 21-29-year age group. The jukeboxes
will carry targeted impaired messages which will include an optional quiz on the impaired safety material
presented, which upon completion will provide music credits for the user. Additionally, this safety messaging
will be included on the company’s mobile app – so the media vary and can be utilized outside of the confines
of the establishment locations. The effort is in the final stage. New York State ran a pilot of this program on
October 10th, 2020. The one-night campaign targeted 1,484 New York bars, and the pilot resulted in ad
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 42
impressions from 1,098,548 video spots and 15,436 mobile ads. GTSC hopes that when the optional survey and
quiz features receive greater use more data analytics on the 21-29 age group and the various locations they
frequent will be generated. The availability of this more extensive information will improve New York’s ability
to effectively target at-risk age groups and enhance the safety of all within New York State.
Impaired Driving Enforcement Training for Police Officers
Effective enforcement requires that adequate resources be available to the state’s police agencies. Training
programs for police officers, such as SFST training, enhance enforcement by increasing the knowledge and
capabilities of police officers. Effective training programs, as well as innovative delivery approaches such as
podcasts and roll call videos, will be funded under this activity.
Strategy
AL-1 Enforcement of Impaired Driving Laws
Problem addressed
Number of drivers arrested for impaired driving from 2017 to 2021 has declined;
number of drug-related F & PI crashes has fluctuated; alcohol-involved and drug-
involved drivers 21-39 are overrepresented in F & PI crashes
Countermeasures &
justification
CTW 3 or more stars: Publicized Sobriety Checkpoints, High-Visibility Saturation
Patrols, Breath Test Devices, Integrated Enforcement, Enforcement of Drug-
Impaired Driving
Performance targets
addressed
Reduce alcohol-impaired driving fatalities by 1.5% from 310.6 (2017-2021 rolling
average) to 305.9 by 2026.
Reduce persons injured in alcohol-related crashes by 1.5% from 5,026.8 (2017-
2021 rolling average) to 4,951.4 by 2026.
Reduce fatalities in drug-related crashes by 1.5% from 300.2 (2017-2021 rolling
average) to 295.7 by 2026.
Est. 3-year funding
allocation
$18,600,000; BIL 405d
Project considerations
Sociodemographic data;
Location, time;
Affected communities
Uniform guidelines
(A) (iii) to reduce injuries and deaths resulting from persons driving motor vehicles
while impaired by alcohol or a controlled substance;
(A) (vii) to improve law enforcement services in motor vehicle accident
prevention, traffic supervision, and post-accident procedures
Strategy AL-2 Prosecution and Adjudication of DWI Offenders
Courtroom Training on Impaired Driving Cases for Police, Probation, Prosecutors & Judges
Training programs to increase the courtroom skills of officers making DWI arrests and training for probation
officers, prosecutors and judges on the techniques of handling impaired driving cases will be supported. These
programs will incorporate the latest information on law enforcement practices and judicial decisions in
impaired driving cases. Funding will be provided for Traffic Safety Resource Prosecutors and Judicial Outreach
Liaisons who are experienced in handling DWI cases and can provide training, education and technical support
to prosecutors and other court personnel as well as law enforcement. GTSC blankets the entire state with
impaired driving trainings because devastating examples of impaired driving are scattered across each and
every county.
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 43
Court Systems Communication Improvements
In addition to training for court personnel, efforts to facilitate and promote communication and the exchange
of information among the courts in the state, and between the courts and the state’s traffic safety community,
are important. GTSC will continue to support a Judicial Outreach Liaison (JOL) to serve as a conduit between
the courts and law enforcement, prosecutors and other criminal justice professionals. The responsibilities of
the JOL will include representing the court system on the Impaired Driving Advisory Council; monitoring
legislative and regulatory changes and informing judicial and non-judicial personnel of changes that may
impact the processing of DWI court cases; designing and implementing education programs for judges and
justices to raise awareness of the dangers posed by impaired motorists; and promoting the use of ignition
interlocks and other evidence-based and promising practices for sentencing and supervision.
Alternative Sanction Programs for Impaired Drivers
Innovative projects that implement alternative or innovative sanctions for impaired drivers, such as special
court programs for convicted alcohol-impaired and drug-impaired offenders and Victim Impact Panels, will be
funded.
Improvement of Toxicology Services
Because the successful prosecution of DWI offenders depends on the strength and quality of the evidence that
is presented, projects that improve the availability and quality of evidentiary data related to impaired driving
arrests, such as toxicology reports used in the adjudication of impaired driving cases, will also be funded. For
example, the New York State Police have developed technological improvements that have enhanced the
agency’s toxicology lab’s operational efficiency in the detection, measurement and analysis of intoxicating
substances in the blood and urine samples of drivers arrested for impaired driving, the communication of
results that serve as evidence in impaired driving court cases and the ability to provide statistical information
to the traffic safety community on the types of drugs and the levels of alcohol found in the systems of impaired
drivers. Projects that would augment staff and other resources leading to the improvement of toxicology
services specifically related to impaired driving will also be considered for funding.
Strategy
AL-2 Prosecution and Adjudication of DWI Offenders
Problem addressed
Of the DWI offenders whose cases had been adjudicated, 89% were convicted of
an impaired driving offense in 2019, 87% in 2020 and 86% in 2021; number of
drug-related F & PI crashes fluctuated between 2017 and 2021
Countermeasures &
justification
CTW 3 or more stars: DWI Courts and the Use of Traffic Safety Resource
Prosecutors and Judicial Outreach Liaisons to conduct training; strategy supports
general deterrence in that it is designed to ensure that cases involving DWI
offenders will be processed swiftly and that the punishment will be certain and
severe.
Performance targets
addressed
Reduce alcohol-impaired driving fatalities by 1.5% from 310.6 (2017-2021 rolling
average) to 305.9 by 2026.
Reduce persons injured in alcohol-related crashes by 1.5% from 5,026.8 (2017-
2021 rolling average) to 4,951.4 by 2026.
Reduce fatalities in drug-related crashes by 1.5% from 300.2 (2017-2021 rolling
average) to 295.7 by 2026.
Est. 3-year funding
allocation
$6,450,000; BIL 405d
Project considerations
Experienced TSRPs and JOLs in DWI cases; trainings for police officers, probation
officers, prosecutors and judges to blanket the state;
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 44
Promoting communication among courts and between courts, the traffic safety
community and affected communities;
Implementing alternative or innovative sanctions for impaired drivers;
Improving toxicology services for better availability and quality of evidentiary data
Uniform guidelines
(A) (iii) to reduce injuries and deaths resulting from persons driving motor vehicles
while impaired by alcohol or a controlled substance
Strategy AL-3 DWI Offender Treatment, Monitoring, Control
Countermeasures that are intended to have an impact on drivers convicted of impaired driving offenses and
deter them from driving after drinking in the future are also an important component of New York’s impaired
driving program. Projects that assist with the successful implementation and operation of selective deterrence
countermeasures or with the monitoring of convicted offenders to ensure compliance are eligible for GTSC
funding under this strategy. DMV, OASAS, and the DCJS OPCA also devote significant resources to the
treatment, monitoring and control of DWI offenders.
Monitoring of Ignition Interlock & Other Alcohol Detection Devices
The implementation of legislation requiring ignition interlocks for drivers convicted of alcohol-related offenses
is a proven countermeasure. Effective August 2010, all drivers convicted of DWI in New York State are
required to have an ignition interlock installed in any vehicle they own or operate. A strong monitoring
component to determine compliance is critical to the effectiveness of this sanction. Projects that support
monitoring activities and other efforts to improve compliance, such as multi-agency surveillance efforts, will be
supported. The DCJS OPCA also expends substantial resources on the monitoring of convicted DWI offenders
on probation.
Other types of monitoring, such as enhanced monitoring of DWI offenders through the use of alcohol
detection devices worn on the person coupled with probation or other court-sanctioned supervision, may also
be employed by New York courts or prosecutors as a means of preventing DWI recidivism.
Impaired Driver Program (IDP)
The problem of DWI recidivism and persistent drinking drivers will continue to be addressed through the
state’s IDP and its treatment referral mechanism. The IDP is included in New York’s Triennial HSP because it is
an important component of the state’s comprehensive impaired driving system. The IDP provides fee-based
services; no NHTSA funds are used to support the operation of the IDP.
In the past, projects to improve the effectiveness of the program have been considered for funding. These
have included the development of information and reporting systems to facilitate communication or improve
tracking and monitoring, training for providers of screening and assessment services, and the development
and implementation of a new evidence-based curriculum.
Strategy
AL-3 DWI Offender Treatment, Monitoring, Control
Problem addressed
Of the DWI offenders whose cases had been adjudicated, 89% were convicted of
an impaired driving offense in 2019, 87% in 2020 and 86% in 2021; number of
drug-related F & PI crashes fluctuated between 2017 and 2021
Countermeasures &
justification
CTW 3 or more stars: Alcohol Problem Assessment and Treatment, Alcohol
Ignition Interlocks, DWI Offender Monitoring
Performance targets
addressed
Reduce alcohol-impaired driving fatalities by 1.5% from 310.6 (2017-2021 rolling
average) to 305.9 by 2026.
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 45
Reduce persons injured in alcohol-related crashes by 1.5% from 5,026.8 (2017-
2021 rolling average) to 4,951.4 by 2026.
Reduce fatalities in drug-related crashes by 1.5% from 300.2 (2017-2021 rolling
average) to 295.7 by 2026.
Est. 3-year funding
allocation
$5,550,000; BIL 405d, 405dii
Project considerations
Monitoring ignition interlock and other alcohol detection devices, to determine
compliance;
Multi-agency surveillance efforts;
Monitoring convicted DWI offenders on probation;
New York’s fee-based Impaired Driver Program (No NHTSA funds used)
Uniform guidelines
(A) (iii) to reduce injuries and deaths resulting from persons driving motor vehicles
while impaired by alcohol or a controlled substance
Strategy AL-4 Prevention, Communications, Public Information and Educational Outreach
Countermeasures that inform the public of the dangers of impaired driving in order to prevent drinking and
driving also play an important role in New York’s comprehensive program.
Statewide Public Awareness Campaigns
Statewide campaigns that use tested messaging to
raise public awareness, such as the slogans and
themes used in national campaigns, as well as
communication and outreach activities developed by
the state that generate publicity for the effective
execution of the proven strategy of high-visibility
enforcement will be funded.
New York’s statewide impaired driving enforcement and education
campaign includes participation in the national mobilizations that coincide
with Labor Day and the holiday season, as well as statewide high-visibility
enforcement and engagement campaigns during other holiday periods
throughout the year (Halloween, Thanksgiving, Super Bowl, St. Patrick’s
Day, Memorial Day and July 4th). New York’s statewide public awareness
campaign includes a variety of communication and outreach activities to
publicize the high-visibility enforcement efforts and communicate messages
that raise awareness and educate the general public on the dangers and
serious consequences of impaired driving. In addition to PSAs created for
New York’s “Impaired Drivers Take Lives. Think!” and other statewide
campaigns for airing through more traditional media outlets, the
development of innovative communication tools and the dissemination of
messages through social media platforms will continue to be supported.
For example, New York’s STOP-DWI Foundation has developed a number of
communication tools that are used in outreach efforts. One of these is the
“Have a Plan” mobile application which is an important resource for the
general public and potential impaired drivers. The app can be used to
contact a taxi or other alternative transportation options or to report a
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 46
suspected impaired driver to the police. Educational and promotional materials continue to be developed and
distributed to further promote the app.
Education & Outreach to High-Risk Groups
Projects that provide education and other outreach efforts at specific types of locations or for specific high-risk
groups will be supported. Included are projects that deliver information and education at venues such as
sporting events that are popular with persons who have been identified as high-risk for impaired driving, as well
as projects that provide training for servers of alcoholic beverages at restaurants, bars and other establishments.
Educational efforts that focus on specific groups such as young drivers will also be supported. Media
campaigns and other public information and education activities conducted by organizations, such as SADD,
that raise awareness of the scope and seriousness of underage drinking and driving and complement and
enhance the effectiveness of the specific enforcement countermeasures that are implemented are eligible for
funding. The promotion of designated drivers or the use of alternate forms of transportation will also be
considered for funding.
For FFY 2024, New York has received proposals that will address identified high-risk populations with public
awareness messaging campaigns. One such grant application is from the NYS STOP-DWI Foundation, which
proposes to coordinate impaired driving public awareness initiatives at sporting franchises, college campuses,
regional venues and the New York State Fair. Campaign materials will contain consistent prevention
messaging intended to enhance the perceived risk of detection for driving while impaired. Campaign efforts
will be coordinated with local STOP-DWI law enforcement efforts. The “Have a Plan” message and mobile app
will also be incorporated into these public awareness efforts.
Strategy
AL-4 Prevention, Communications, Public Information and Educational Outreach
Problem addressed
Number of drug-related F & PI crashes fluctuated between 2017 and 2021;
alcohol-involved and drug-involved drivers 21-39 are overrepresented in F & PI
crashes; there is a need to reach diverse groups, high-risk groups and the general
public on the dangers of impaired driving
Countermeasures &
justification
CTW 3 or more stars: Mass Media Campaigns, Alternative Transportation, Alcohol
Vendor Compliance Checks
Performance targets
addressed
Reduce alcohol-impaired driving fatalities by 1.5% from 310.6 (2017-2021 rolling
average) to 305.9 by 2026.
Reduce persons injured in alcohol-related crashes by 1.5% from 5,026.8 (2017-
2021 rolling average) to 4,951.4 by 2026.
Reduce fatalities in drug-related crashes by 1.5% from 300.2 (2017-2021 rolling
average) to 295.7 by 2026.
Est. 3-year funding
allocation
$6,300,000; BIL 405d
Project considerations
Sociodemographic data;
Use of tested messaging to publicize statewide high-visibility enforcement and
engagement campaigns;
Venues selected for presence of diverse groups and high-risk groups;
Affected communities identified by organizations such as SADD, MADD, and local
STOP-DWI organizations
Uniform guidelines
(A) (iii) to reduce injuries and deaths resulting from persons driving motor vehicles
while impaired by alcohol or a controlled substance
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 47
Strategy AL-5 Underage Drinking and Alcohol-Impaired Driving
In addition to general deterrence approaches to reduce impaired driving, countermeasures that focus on
specific groups of drivers are needed. Because the data show that drivers under the legal drinking age of 21
are overrepresented in alcohol-related fatal and injury crashes, special efforts are particularly needed to
address underage drinking and driving.
Compliance with Underage Drinking Laws
Countermeasures that limit access to alcohol by persons under the legal drinking age of 21 will continue to be
supported in FFY 2024-2026. These include projects that focus on preventing vendors from selling alcohol to
minors such as sting operations, and projects designed to prevent minors from illegally purchasing alcohol such
as checks to identify fraudulent IDs. Resources from the SLA, DMV’s Office of Field Investigation and local
police agencies are also used in these operations. Also eligible for funding are projects that address the issue
of social host liability and parents and other adults who provide minors with access to alcohol.
Enforcement efforts that focus on patrolling areas
and specific locations popular with underage
drinkers and the establishment of an underage tip
line that the public can use to notify police when
drinking by minors is observed are two evidence-based countermeasures that will also be supported.
Strategy
AL-5 Underage Drinking and Alcohol-Impaired Driving
Problem addressed
Drivers under 21 are overrepresented in alcohol-related F & PI crashes
Countermeasures &
justification
CTW 3 or more stars: Alcohol Vendor Compliance Checks, Other Minimum Legal
Drinking Age 21 Law Enforcement
Performance targets
addressed
Reduce alcohol-impaired driving fatalities by 1.5% from 310.6 (2017-2021 rolling
average) to 305.9 by 2026.
Reduce persons injured in alcohol-related crashes by 1.5% from 5,026.8 (2017-
2021 rolling average) to 4,951.4 by 2026.
Reduce fatalities in drug-related crashes by 1.5% from 300.2 (2017-2021 rolling
average) to 295.7 by 2026.
Est. 3-year funding
allocation
$6,000,000; BIL 405d
Project considerations
Focus on vendors, minors, and parents/other adults who provide minors access to
alcohol;
Sociodemographic data;
Location, time;
Affected communities
Uniform guidelines
(A) (iii) to reduce injuries and deaths resulting from persons driving motor vehicles
while impaired by alcohol or a controlled substance;
(A) (vii) to improve law enforcement services in motor vehicle accident
prevention, traffic supervision, and post-accident procedures
Strategy AL-6 Drugged Driving
Drivers under 40 years of age are significantly overrepresented among the drug-impaired drivers involved in
fatal and personal injury crashes; for drivers under age 21, drugs and driving may be an even more serious
issue than drinking and driving. In addition to impairment from illegal drug use, there is increased awareness
of the dangers of mixing prescription drugs and driving.
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 48
Drugged Driving Enforcement Training
Effective enforcement of drugged driving requires training programs that provide law enforcement with the
knowledge and tools to detect and arrest those
who operate a motor vehicle while impaired by
drugs and provide testimony that will lead to a
conviction. Projects that provide training for law
enforcement personnel, including the DRE and
ARIDE training programs, are eligible for funding.
Impaired driving enforcement efforts that
integrate drugged driving enforcement into
other enforcement activities by incorporating
law enforcement personnel who have completed
these special training courses and enforcement
efforts that focus on high-risk areas for drugged
driving will also be encouraged.
Drugged Driving Training for Prosecutors, Judges and Toxicologists
In addition to law enforcement, the provision of training to other professional groups is important to the
successful prosecution and adjudication of drugged driving cases. Projects that provide training for
prosecutors, toxicologists who provide expert testimony in court cases, and court personnel will be considered
for funding. Programs to increase the sophistication of the screening process at the toxicology labs and the
sharing of information from this process with the professional community can be important for detecting
impairment caused by prescription, illicit and so-called designer drug use.
Strategy
AL-6 Drugged Driving
Problem addressed
Number of drivers arrested for impaired driving from 2017 to 2021 has declined;
number of fatalities in drug-related crashes has fluctuated; number of drug-
related F & PI crashes has increased; drug-involved drivers ages 21-39 are
overrepresented in F & PI crashes
Countermeasures &
justification
CTW 3 or more stars: Enforcement of Drug-Impaired Driving
Performance targets
addressed
Reduce fatalities in drug-related crashes by 1.5% from 300.2 (2017-2021 rolling
average) to 295.7 by 2026.
Est. 3-year funding
allocation
$5,550,000; BIL 405d
Project considerations
Training for law enforcement personnel, including DRE and ARIDE training
programs;
Training for prosecutors, toxicologists and judges;
Sociodemographic data;
High-risk locations, high-risk times for drugged driving;
Affected communities
Uniform guidelines
(A) (iii) to reduce injuries and deaths resulting from persons driving motor vehicles
while impaired by alcohol or a controlled substance;
(A) (vii) to improve law enforcement services in motor vehicle accident
prevention, traffic supervision, and post-accident procedures
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 49
Strategy AL-7 Cooperative Approaches to Reducing Impaired Driving
Projects that promote coordination and cooperation among all components of the impaired driving system will
be supported.
Impaired Driving Summits, Symposia & Workshops
Activities such as workshops, summits and symposia that provide information and offer opportunities for
highway safety program managers, law enforcement and other partners to exchange ideas and best practices
on topics related to impaired driving are eligible for funding.
Interagency Collaborations on Impaired Driving
Support will be provided for interagency collaborations, such as the Impaired Driving Advisory Council, that
recognize the multi-disciplinary nature of the impaired driving issue and lead to the generation of more
effective approaches to reducing crashes, fatalities and injuries resulting from impaired driving.
Strategy
AL-7 Cooperative Approaches to Reducing Impaired Driving
Problem
addressed
Number of drug-related F & PI crashes from 2017 to 2021 has fluctuated; there is a need
to coordinate efforts and cooperate among all aspects of the system, from the drivers
themselves to the enforcement community and the courts.
Countermeasure
s & justification
“Task Forces or Commissions: Convene Driving While Impaired (DWI) task forces or
commissions to foster leadership, commitment, and coordination among all parties
interested in impaired driving issues…” (Uniform Guidelines, Impaired Driving
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/ImpairedDriving.ht
m); “Develop cooperative relationships with other government branches, agencies, and
entities, as well as community organizations and traffic safety stakeholders” (Uniform
Guidelines, Judicial and Court Services, p. 2
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/guideline07-
march2009.pdf); coordination and cooperation are essential to the effective and
efficient use of resources and the implementation of successful initiatives; impaired
driving must be addressed in a comprehensive manner; information on impaired driving
must be provided to the traffic safety community.
Performance
targets
addressed
Reduce alcohol-impaired driving fatalities by 1.5% from 310.6 (2017-2021 rolling
average) to 305.9 by 2026.
Reduce persons injured in alcohol-related crashes by 1.5% from 5,026.8 (2017-2021
rolling average) to 4,951.4 by 2026.
Reduce fatalities in drug-related crashes by 1.5% from 300.2 (2017-2021 rolling average)
to 295.7 by 2026.
Est. 3-year
funding
allocation
$1,200,000; BIL 405d
Project
considerations
Support for interagency collaborations;
Partnerships;
Development of workshops and symposia;
Input from affected populations and communities
Uniform
guidelines
(A) (iii) to reduce injuries and deaths resulting from persons driving motor vehicles while
impaired by alcohol or a controlled substance
2024-2026 Triennial Highway Safety Plan Impaired Driving…Page 50
Strategy AL-8 Research, Evaluation and Analytical Support for New York’s Performance-Based Impaired
Driving Program
Impaired Driving Research
Projects that conduct research and evaluation studies on alcohol- and drug-impaired driving to support the
development of data-driven countermeasures and assessment of their effectiveness will be funded. Examples
of research topics include recidivism, the types of drugs involved in impaired driving, and the involvement of
different demographic groups and types of roadway users involved in impaired driving crashes.
Strategy
AL-8 Research, Evaluation and Analytical Support for New York’s Performance-Based
Impaired Driving Program
Problem
addressed
Number of drug-related F & PI crashes from 2017 to 2021 has fluctuated; alcohol-
involved and drug-involved drivers 21-39 are overrepresented in F & PI crashes
Countermeasure
s & justification
“Program Evaluation and Data,” (Uniform Guidelines, Impaired Driving
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/ImpairedDriving.ht
m); research, evaluation and analytical support are essential components of a data-
driven approach to reducing impaired driving crashes; issues needing to be addressed
are documented by the data-driven problem identification process.
Performance
targets
addressed
Reduce alcohol-impaired driving fatalities by 1.5% from 310.6 (2017-2021 rolling
average) to 305.9 by 2026.
Reduce persons injured in alcohol-related crashes by 1.5% from 5,026.8 (2017-2021
rolling average) to 4,951.4 by 2026.
Reduce fatalities in drug-related crashes by 1.5% from 300.2 (2017-2021 rolling average)
to 295.7 by 2026.
Est. 3-year
funding
allocation
$1,950,000; BIL 405d
Project
considerations
Access to appropriate data;
Technical capabilities to perform the analyses and interpret the results;
Identifying and documenting impaired driving issues;
Assessing effectiveness of initiatives and countermeasures
Uniform
guidelines
(A) (iii) to reduce injuries and deaths resulting from persons driving motor vehicles while
impaired by alcohol or a controlled substance
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 51
POLICE TRAFFIC SERVICES
Overview
The key objective of the Police Traffic Services (PTS) Program is to prevent
fatalities, injuries, crashes and traffic violations in high-risk areas through data-
driven high-visibility enforcement and engagement. Enforcement and
engagement efforts focus on improving traffic safety by reducing unsafe
behaviors including speeding and other types of dangerous driving, failure to
wear a seat belt, and distracted driving, in particular texting and talking on hand-
held cell phones. Enforcement and engagement strategies related to impaired
driving, motorcycle safety, pedestrians and bicycle safety are included under
their respective sections in the Triennial Highway Safety Plan.
The Governor’s Traffic Safety Committee (GTSC) provides expertise to assist in the promotion and coordination
of New York’s data-driven enforcement and engagement program involving police agencies at the state,
county and local levels. The funds and other resources GTSC devotes to reducing traffic violations and the
resulting crashes, fatalities and injuries are complemented by several other federal, state, local and private-
sector activities. While a real dollar amount cannot be accurately estimated for the contributions of each of
the partners involved in the state’s highway safety enforcement and engagement program, the most
significant sources of funding, programming and in-kind support that assist in achieving the performance goals
established in the HSP include the following: county and local enforcement agencies; New York State Police
(NYSP); New York State Park Police; NYS Association of Chiefs of Police (NYSACOP); NYS Division of Criminal
Justice Services; NYS Sheriffs’ Association; and New York Association for Pupil Transportation.
The combination of high-visibility enforcement, engagement and sustained traffic safety messaging has proven
to be effective in reducing dangerous driving behaviors and is an important component of the PTS program
area as well as the overall traffic safety program in New York. This enforcement and engagement model has
been successfully applied to other GTSC-funded initiatives that use dedicated traffic enforcement details to
address specific types of unsafe driving behaviors. To maximize the effectiveness of the strategies that are
implemented, a data-driven approach must be used to identify enforcement and engagement priorities and
where and when to deploy resources. This program area also encompasses training opportunities for the
state’s traffic enforcement community where new skills are acquired and the latest traffic enforcement and
engagement efforts are shared.
The PTS program area serves as the primary vehicle for the implementation of the state’s evidence-based
Traffic Safety Enforcement Program (TSEP). To ensure that New York’s enforcement and engagement grant
funds are deployed based on data-driven problem identification, GTSC identifies the statewide geographic and
demographic areas of concern through analyses of crash data. GTSC then identifies police agencies with traffic
enforcement and engagement jurisdiction in the most problematic areas, and through its Highway Safety
Program Representatives and Law Enforcement Liaison (LEL) networks, conducts outreach to encourage
agencies to apply for grant funds. Using the state’s priority areas as the framework, GTSC’s PTS grant program
is the primary funding effort to direct traffic enforcement and engagement grant funds to New York’s police
agencies. Enforcement efforts and engagement described under other program areas are planned,
implemented and monitored in accordance with the state’s TSEP.
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 52
The PTS grant application form guides agencies through the process of using local crash and ticket data to
identify problem areas specific to their communities. Police agencies are required to correlate crash-causing
traffic violations or driver behaviors with specific times and locations in their jurisdictions so that officer
resources are allocated to details directly related to the identified problems. As part of the FFY 2024 PTS
application, the Institute for Traffic Safety Management and Research (ITSMR) compiled agency-specific
spreadsheets with crash and ticket data for the years 2017-2021, as well as preliminary 2022 data, for each PTS
grant applicant. Based on these analyses, applicants complete a data-driven Work Plan which presents their
proposed countermeasures as well as enforcement and engagement strategies.
During the PTS grant review process, GTSC scores applications based on the data and problem identification
process, the strength of the work plan, the past performance of the agency, and crash and ticket trends in the
jurisdiction. Once a grant is awarded, Program Representatives, accompanied by LELs if requested, conduct
on-site monitoring visits to review the grant activities and discuss with grantees the impact the enforcement
and engagement activities may be having in their jurisdictions. During monitoring contacts, Program
Representatives also reinforce the message that enforcement and engagement resources should be deployed
to areas at times when problems are known to occur.
During the grant period, grantees are required to submit two progress reports that include a narrative
describing grant activities and data on crashes and tickets issued during the reporting period. GTSC reviews
these reports to assess the progress resulting from the agency’s data-driven enforcement and engagement
activities. This information is used to adjust the agency’s operational plans for subsequent mobilizations and
other high-visibility enforcement and engagement activities and to determine the agency’s eligibility for future
awards.
Performance Report
Performance Measure: C-6 Number of Speeding-Related Fatalities (FARS)
Progress: Not Met
The five-year average for speeding-related fatalities
increased in both 2020 and 2021. Based on the 2021
FARS data, the 2021 average of 331.6 fell far short of the
target of 306.7 set for 2019-2023, making it unlikely that
the target will be reached.
Performance Measure: Fatal and Personal Injury Crashes Involving Cell Phone Use or Texting (State
Data)
Progress: Met
310
278
269
383
418
330.4
314.2
303.6
310.8
331.6
0
100
200
300
400
500
2017 2018 2019 2020 2021
SPEEDING-RELATED FATALITIES
Fatalities 5 Yr Moving Avg
Source: FARS
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 53
A cell phone crash is defined as one in which 1) cell
phone use or texting was cited as a contributing factor
on the police accident report form, or 2) a ticket was
issued for talking on a hand-held cell phone or texting
while driving.
The five-year average number of fatal and personal
injury cell phone crashes declined gradually from 2019
to 2021, from 492.0 to 481.6. The target set for 2019-
2023 (486.5) has already been met and exceeded.
These are the countermeasure strategies in Police Traffic
Services program that contributed towards
meeting/improving the performance targets:
Strategy PTS-1: Enforcement of Traffic Violations
Strategy PTS-2: Law Enforcement Training Programs
Strategy PTS-3: Communications and Outreach
Problem Identification
Data analyses were conducted to assist GTSC in setting priorities for the PTS Program and selecting data-driven
countermeasure strategies and projects that will enable the state to achieve its performance goals. The key
findings from the problem identification component are presented below.
Analyses of Traffic Tickets
Analyses of the combined ticket data from the state’s
TSLED and AA systems show that the total number of
tickets issued for violations of the state’s VTL has
fluctuated between 2017 and 2021. In 2020, the
number of tickets decreased by 35% from the
previous year; total tickets issued increased by 8% in
2021.
In 2021 the State Police issued 40% of all traffic tickets, a
greater proportion than in previous years. County agencies
issued 15%; the New York City Police Department (NYPD)
issued 21% and all other local agencies issued 24%.
Contributing Factors in Crashes
Driver Inattention/Distraction is consistently the most
frequently reported driver-related contributing factor in
fatal and personal injury crashes. It was reported in 25% of F
40%
15%
21%
24%
PROPORTION OF TICKETS ISSUED
BY TYPE OF POLICE AGENCY, 2021
State Police County NYPD Other Local
Sources: NYS TSLED and AA systems / TSSR
3,724,952
3,639,413
3,502,973
2,274,612
2,447,148
2,000,000
2,500,000
3,000,000
3,500,000
4,000,000
2017 2018 2019 2020 2021
TOTAL TICKETS ISSUED
Sources: NYS TSLED and AA systems / TSSR
526
501
500
433
448
468.6
479.0
492.0
491.4
481.6
0
200
400
600
2017 2018 2019 2020 2021
FATAL & PERSONAL INJURY CRASHES
INVOLVING CELL PHONE USE OR
TEXTING*
F & PI Crashes 5 Yr Moving Avg
*Police-reported crashes
Source: NYS AIS
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 54
& PI crashes in 2021. The next top factors are all related to aggressive driving; in 2021, Failure to Yield the
Right-of-Way was reported in 21% and Following Too Closely in 17% of all police-reported F & PI crashes.
Unsafe Speed and Passing/Lane Changing/Improper Use were reported in 12%.
CONTRIBUTING FACTORS IN FATAL AND PERSONAL INJURY CRASHES*
2017
2018
2019
2020
2021
(N=114,484)
(N=116,118)
(N=115,524)
(N=84,606)
(N=97,397)
Driver Inattention/Distraction
25.1%
25.5%
26.1%
25.7%
24.9%
Failure to Yield Right-of-Way
20.2%
20.7%
20.6%
20.3%
21.1%
Following Too Closely
21.0%
20.7%
20.4%
16.7%
17.4%
Unsafe Speed
10.4%
10.2%
10.0%
11.8%
11.9%
Passing/Unsafe Lane Changing
9.7%
10.0%
10.3%
11.2%
12.1%
*All data in this table are based on police-reported crashes.
Source: NYS AIS / TSSR
SPEEDING
Speed-Related Fatal and Personal Injury Crashes
Additional analyses of speed-related crashes were conducted using data from New York’s AIS; FARS and AIS
data may not be strictly comparable due to definitional differences between the two systems. In the AIS, a
speed-related crash is defined as a crash with a contributing factor of unsafe speed and/or a speeding ticket
was issued to a driver involved in the crash.
The number of speed-related fatal
crashes fluctuated between 2017
and 2019, decreasing overall from
271 to 235. Between 2019 and
2021 there was a steep increase of
55% in these crashes, from 235 to
364.
Between 2017 and 2021, the
proportion of fatal crashes that occurred in New York State and involved speed also rose from 29% in 2017 to
34% in 2021.
Between 2017 and 2020, speed-related injury crashes decreased from a high of 12,113 in 2017 to a low of
10,175 in 2020 then rose to 11,676 in 2021. The proportion of personal injury crashes that involved speed
increased from 10% in 2019 to 12% in 2021.
Analyses by Day of Week and Time of Day
Speed-related fatal and personal injury crashes were fairly evenly spread across all the days of the week,
ranging from 13% to 15% Sunday through Friday to a high of 16% on Saturday. In 2021, the largest proportion
of F & PI crashes occurred between noon and 6 pm (32%) while the smallest proportion occurred between
midnight and 6 am (17%).
SPEED-RELATED FATAL AND PERSONAL INJURY CRASHES*
2017
2018
2019
2020
2021
Fatal Crashes
271
225
235
323
364
% of all fatal crashes
29.0%
25.5%
26.7%
34.2%
34.1%
Injury Crashes
12,113
12,063
11,828
10,175
11,676
% of all injury crashes
10.7%
10.5%
10.3%
12.2%
12.1%
*All data in this table are based on police-reported crashes.
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 55
SPEED-RELATED FATAL & PI CRASHES
DAY OF WEEK: 2021
Other Contributing Factors
In addition to Unsafe Speed, the top contributing factors associated with speeding drivers in fatal and personal
injury crashes in 2021 are listed in the table below. Passing/Unsafe Lane Changing (96%) and Alcohol
Involvement (11%) were the two driver behavior factors most frequently reported for speeding drivers
involved in fatal crashes.
Passing/Unsafe Lane Changing and Following Too Closely were both reported for 13% of the speeding drivers
involved in personal injury crashes.
OTHER TOP CONTRIBUTING FACTORS ASSOCIATED WITH SPEEDING DRIVERS IN
FATAL AND PERSONAL INJURY CRASHES*: 2021
Speeding Drivers in Fatal Crashes (N=360)
Passing/Unsafe Lane Changing
18.6%
Alcohol Involvement
11.4%
Traffic Control Device Disregarded
6.4%
Driver Inattention/Distraction
5.8%
Failure to Keep Right
7.2%
Speeding Drivers in PI Crashes (N=10,950)
Passing/Unsafe Lane Changing
13.2%
Following Too Closely
12.9%
Driver Inattention/Distraction
10.1%
Alcohol Involvement
7.2%
Traffic Control Device Disregarded
5.5%
*All data in this table are based on police-reported crashes.
Source: NYS AIS / TSSR
Analyses of Tickets
The number of tickets issued for speeding violations has been on a downward trend, decreasing 18% from
693,051 in 2017 to 565,548 in 2020. In 2021 the number dropped to 561,422, a reduction of less than 1% from
the previous year.
From 2017 to 2020, tickets issued for speeding ranged from 19% to 25% of all tickets issued for traffic
violations. In 2021 this proportion rose to 23%.
16.0%
14.9%
13.8%
13.3%
13.6%
13.1%
15.2%
0.0% 5.0% 10.0% 15.0% 20.0%
Saturday
Friday
Thursday
Wednesday
Tuesday
Monday
Sunday
Source: NYS AIS / TSSR
17%
21%
32%
30%
SPEED-RELATED FATAL & PI CRASHES
TIME OF DAY: 2021
Mid-6am
6am-Noon
Noon-6pm
6pm-Mid
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 56
Crash and Ticket Analyses by Region
Based on 2021 data, the Upstate region of New
York is overrepresented in speeding drivers in
fatal and personal injury crashes (56%) and in
drivers ticketed for speeding (75%) when
compared with the proportion of licensed drivers
in the region (50%).
The Upstate counties with the highest numbers of
persons killed or injured in speed-related crashes
in 2021 were: Erie (1,151), Westchester (1,062),
Monroe (739), Orange (575), Onondaga (441),
Dutchess (386), Rockland (354), and Albany (261).
New York City with 32% of the state’s licensed
drivers accounted for 26% of the speeding drivers
in F&PI crashes and 16% of the drivers ticketed
for speeding.
Long Island was also underrepresented in drivers ticketed for speeding (9%) when compared to its proportion
of the state’s licensed drivers (18%).
Analyses by Age
Drivers who speed and are involved in fatal and personal injury crashes are most likely to be 21-29 years of age
(33%). Drivers ages 21-29 years of age are also the most likely to be ticketed for speeding (33%).
Based on comparisons with the proportion of licensed drivers in the under 21 and 21-29 age groups (4% and
14%, respectively), drivers in the two youngest age groups were overrepresented among the speeding drivers
who were involved in fatal or personal injury crashes and the drivers who received speeding tickets. In 2021,
drivers under 21 years of age accounted for 16% of the speeding drivers involved in F&PI crashes and 13% of
drivers ticketed for speeding. Drivers 21-29 years of age, as mentioned above, accounted for 33% of the
speeding drivers involved in F&PI crashes and 33% of those ticketed for speeding.
50%
32%
18%
56%
26%
18%
75%
16%
9%
Upstate NYC Long Island
0%
20%
40%
60%
80%
LICENSED DRIVERS, SPEEDING DRIVERS IN FATAL & PI
CRASHES AND DRIVERS TICKETED FOR SPEEDING BY
REGION: 2021
Licensed Drivers
Speeding Drivers in F&PI Crashes
Drivers Ticketed for Speeding
Sources: NYS AIS/TSSR, Driver License, TSLED and AA Systems / TSSR
693,051
676,252
672,925
565,548
561,422
0
200,000
400,000
600,000
800,000
2017 2018 2019 2020 2021
TICKETS ISSUED FOR SPEEDING VIOLATIONS
Sources: NYS TSLED and AA systems / TSSR
19%
19%
19%
25%
23%
0%
10%
20%
30%
2017 2018 2019 2020 2021
SPEEDING TICKETS AS A PROPORTION
OF TOTAL TICKETS
Source: NYS TSLED and AA systems / TSSR
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 57
The Driver Behavior Survey of
2022 shows drivers in the 16-20,
21-24, and 25-34 and age groups
were most likely to say they
“regularly” or “fairly often”
exceed the speed limit by more
than 5 mph on a residential street
(39%- 41%).
Drivers ages 55-64 and those 65
and older were the least likely to
report that they exceed the speed
limit “regularly” or “fairly often”
(20% and 16%, respectively).
DISTRACTED DRIVING: CELL PHONE USE AND TEXTING
Analyses of Fatal and Personal Injury Cell Phone Crashes and Tickets Issued for Cell Phone Violations
Cell phone use, either to talk or text, is one of the unsafe driving behaviors frequently associated with driver
inattention and distraction. As previously stated, New York’s definition of a “cell phone crash” is a crash that
meets at least one of these criteria: 1) a contributing factor of Cell Phone (hand held), Cell Phone (hands-free)
and/or Texting was reported on the police accident report form; 2) a ticket was issued for a violation of VTL
1225-c (talking on a hand-held cell phone while driving) and/or VTL 1225-d (texting using a cell phone while
driving).
As shown in the table below, annual fatal and personal injury crashes involving cell phone use and/or texting
fluctuated between 2017 and 2019, then declined 13% between 2019 and 2020, from 500 to 433. These
crashes increased again between 2020 and 2021 from 433 to 448.
The number of tickets issued for talking on a hand-held cell phone (VTL 1225c) declined 57% from 2017 to
2020, then increased 4% in 2021 from the previous year. Tickets for texting fluctuated from 2017 to 2019,
dropped 46% between 2019 and 2020, but then increased 7% between 2020 and 2021.
39%
41% 41%
33%
27%
20%
16%
0%
10%
20%
30%
40%
50%
60%
16-20 21-24 25-34 35-44 45-54 55-64 65+
DRIVERS WHO "REGULARLY" OR "FAIRLY OFTEN" HAVE
DRIVEN MORE THAN 5 MPH OVER THE SPEED LIMIT ON A
RESIDENTIAL STREET
BY AGE GROUP: 2022
Source: 2022 Driver Behavior Survey
4%
14%
18%
16%
17%
31%
16%
33%
22%
11%
9%
8%
13%
33%
23%
14%
10%
7%
0%
10%
20%
30%
40%
Under 21 21-29 30-39 40-49 50-59 60+
LICENSED DRIVERS, SPEEDING DRIVERS INVOLVED IN FATAL AND PERSONAL
INJURY CRASHES, AND DRIVERS TICKETED FOR SPEEDING
BY AGE GROUP: 2021
Licensed Drivers Speeding Drivers in F&PI Crashes Drivers Ticketed for Speeding
Source: NYS AIS/TSSR, Driver License, TSLED and AA / TSSR
Systems
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 58
Because fatal and personal injury crashes involving cell phone or texting made up less than 0.5% of all fatal and
personal injury crashes that occurred in the state, underreporting appears to be an issue and one that will
continue to make it difficult to determine the scope of the problem.
Analyses of the crash data for 2021 show the following:
• 60% of these crashes occurred in the Upstate area, 23% in New York City and 17% on Long Island.
• 75% of the drivers involved in these crashes were under age 40; 31% were 21-29 years of age, 24%
were ages 30-39, and 19% were ages 16-20.
In 2021, the majority of drivers ticketed for cell phone (44%) and texting (53%) violations were issued tickets in
New York City; 43% of drivers ticketed for cell phone use and 36% of drivers ticketed for texting were in the
Upstate region. 13% of drivers ticketed for cell phone use and 11% of drivers ticketed for texting were on Long
Island.
The NYPD issued 47% of all the tickets issued statewide for cell phone and texting violations in 2021. The
remaining tickets were issued by the New York State Police (28%), other local police agencies (17%) and county
police agencies (8%).
POLICE-REPORTED FATAL AND PERSONAL INJURY CRASHES INVOLVING CELL PHONE USE AND TEXTING AND
TICKETS ISSUED FOR CELL PHONE VIOLATIONS
2017
2018
2019
2020
2021
Cell Phone Involvement in Police-Reported F&PI Crashes
Cell Phone Crashes Only
406
372
371
331
322
Texting Crashes Only
55
64
59
39
54
Cell Phone & Texting Crashes
65
65
70
63
72
TOTAL
%
0.2%
0.2%
0%
526
501
500
433
448
Tickets Issued for Cell Phone Violations
Talking on Hand-Held Cell Phone (VTL 1225c)
104,786
86,343
71,059
35,257
35,027
Texting (VTL 1225d)
112,529
111,250
109,026
58,737
63,014
TOTAL
217,315
197,593
180,085
93,995
98,041
Sources: NYS AIS, TSLED and AA systems / TSSR
43%
44%
13%
36%
53%
11%
Upstate NYC Long Island
0%
20%
40%
60%
DRIVERS TICKETED FOR CELL PHONE USE
AND TEXTING BY REGION: 2021
Drivers Ticketed - Cell Phone
Drivers Ticketed - Texting
Sources: NYS TSLED and AA Systems / TSSR
28%
8%
47%
17%
PROPORTION OF CELL PHONE AND
TEXTING TICKETS ISSUED
BY TYPE OF POLICE AGENCY: 2021
State Police County NYPD Other Local
Sources: NYS TSLED and AA Systems / TSSR
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 59
Driver Behavior and Attitudinal Surveys
A series of questions on cell phone use and texting is included in the annual Driver Behavior Survey. The key
results from the 2022 online survey are:
• Approximately 30% of drivers reported that they send or receive text messages while driving; 6% said
that they “regularly” or “fairly often” text while driving.
• 20% of the drivers surveyed said that they talk while holding a cell phone while driving; 4% said they
“regularly” or “fairly often” talk while holding a cell phone while driving.
• 81% of the drivers thought that manually using a cell phone or other portable electronic device is “very
dangerous” and another 17% said it is “moderately dangerous.” Only 2% thought it was not dangerous
at all.
Survey responses regarding cell phone use and texting while driving were also analyzed by age.
• In 2022, drivers in the age groups over 20 said they were more likely to manually text while driving
than to talk while holding a cell phone.
• Drivers ages 16-20 were more likely than those in other age groups to talk while holding a cellphone
while driving (14%, compared to 7% or less in the other age groups). Drivers 25-34 were somewhat
more likely to text while driving (11%, compared to 10% or less of drivers in the other age groups).
Countermeasure Strategies
Using a data-driven approach, New York has identified a comprehensive set of strategies that collectively will
enable the state to reach the performance targets for the Police Traffic Services program area.
Strategy PTS-1 Enforcement of Traffic Violations
Police Traffic Services (PTS)
Through the PTS program, GTSC provides resources for law enforcement agencies to address traffic safety
issues in their respective jurisdictions. The agencies identify these issues through analyses of crash data that
14%
7% 7%
5%
4%
2%
1%
10%
9%
11%
10%
4% 4%
1%
0%
5%
10%
15%
20%
25%
16-20 21-24 25-34 35-44 45-54 55-64 65+
DRIVERS WHO "REGULARLY/FAIRLY OFTEN"
TALK ON A CELL PHONE OR TEXT WHILE DRIVING
BY AGE GROUP: 2022
Talk While Holding a Cell Phone While Driving Text While Driving
Source: 2022 Driver Behavior Survey
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 60
focus on where and when crashes are occurring and the contributing factors to those crashes. A review of
these analyses provides law enforcement agencies with the information they need to design and implement
traffic safety education and enforcement programs and countermeasures that will be effective in reducing the
frequency and severity of crashes in the targeted areas.
PTS grants use a variety of enforcement and engagement techniques such as stationary or moving patrols, low-
visibility (low profile) patrol cars for better detection and apprehension, bicycle patrols, police spotters in
conjunction with dedicated patrol units at identified problem locations, high-visibility patrol cars for
prevention and deterrence and safety checkpoints.
In FFY 2024-2026, the primary emphasis will continue to be projects that focus on unsafe speed, aggressive
driving behaviors and distracted driving. Seat belt enforcement and engagement efforts, including
participation in the national mobilization in May and the border-to-border initiative, will also be eligible for PTS
funding.
Coordinated special high-visibility enforcement and engagement mobilizations involving multiple agencies will
also be supported. Local agencies will be allowed to use their PTS grant funding to participate in events such
as the Speed Week campaigns coordinated by the NYSP,
NYSACOP and the New York State Sheriff’s Association
and programs such as “Operation Hang-Up” conducted
by the NYSP and the National Distracted Driving
Enforcement and Engagement Campaign to increase
compliance with the state’s cell phone and texting laws.
Enforcement and engagement conducted in conjunction
with youth safe driving campaigns such as the “No Empty Chair” campaign will also continue to be funded. In
addition, pedestrian enforcement and engagement efforts in targeted corridors and high-risk areas that focus
on both motorists and pedestrians will be considered for funding. These enforcement and engagement efforts
will target unsafe and illegal behaviors and will not be limited to drivers of specific types of vehicles.
Operation Safe Stop, a statewide traffic safety education and
enforcement event held one day a year to raise awareness and
deter the illegal passing of a stopped school bus, will also continue
to be supported.
Statewide and New York City High-Visibility Focused Enforcement & Engagement Campaigns
Statewide and New York City enforcement and engagement campaigns that focus on a single traffic safety
issue or unsafe driving behavior will be considered for funding. To ensure that resources are used efficiently,
these campaigns will incorporate evidence-based strategies that are deployed based on a data-driven problem
identification process. Enforcement and engagement campaigns undertaken by the NYSP that focus on
dangerous behaviors that are prevalent statewide, such as speeding or distracted driving, will be supported.
One example of this is the GTSC-sponsored Speed Awareness Week – a high-visibility enforcement and
engagement campaign aimed at reducing incidences of speed-related crashes. Enforcement and engagement
campaigns implemented by the NYPD to address specific high-priority issues that affect the five boroughs of
New York City are also eligible for funding. For example, the NYPD is requesting funding to conduct pedestrian
and bicyclist safety enforcement and engagement.
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 61
Strategy
PTS-1 Enforcement of Traffic Violations
Problem
addressed
Number of tickets issued for traffic violations has declined; number of speeding-related
fatalities has increased
Countermeasure
s & justification
“Maintain traffic enforcement strategies and policies for all areas of traffic safety
including roadside sobriety checkpoints, seat belt use, pursuit driving, crash
investigating and reporting, speed enforcement, and hazardous moving traffic
violations” (Uniform Guidelines, Traffic Enforcement Services
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/TrafficEnfment.htm
); enforcement of Traffic Violations, high-visibility enforcement and engagement
campaigns that combine saturation enforcement details and roving patrols; programs
that target specific types of violations, high crash locations, times of day and other
factors identified through a data-driven approach
Performance
targets
addressed
Reduce speeding-related fatalities by 1.5% from 331.6 (2017-2021 rolling average) to
326.6 by 2026.
Reduce fatal & personal injury crashes involving cell phone use and texting by 1.5% from
481.6 (2017-2021 rolling average) to 474.4 by 2026.
Est. 3-year
funding
allocation
$31,800,000; BIL 402, 405g
Project
considerations
Data-driven demonstration of need for focused efforts;
Sociodemographic data;
Location, time;
Affected communities;
Types of violations
Uniform
guidelines
(A) (i) to reduce injuries and deaths resulting from motor vehicles being driven in excess
of posted speed limits;
(A) (vi) to reduce accidents resulting from unsafe driving behavior (including aggressive
or fatigued driving and distracted driving arising from the use of electronic devices in
vehicles);
Strategy PTS-2 Law Enforcement Training Programs
Training for Law Enforcement
Training programs that provide police officers with the knowledge and information needed to safely and
effectively enforce traffic violations involving specific types of vehicles such as commercial vehicles, will be
considered for funding. One example is the Commercial Motor Vehicle (CMV) Law Enforcement Awareness
Trainings formerly provided by GTSC in concert with members of the Suffolk County Highway Patrol CMV
Enforcement Unit. Since its inception in 2014, GTSC has provided 18 one-day trainings to over 1000 police
officers representing numerous agencies. In FFY 2022, GTSC conducted an updated and more concise pilot
version of this training in collaboration with NYSACOP and a retired NYSP Commercial Vehicle Enforcement
Unit master trainer. The training continues providing information and best practices to law enforcement
officers as they engage CMV drivers in routine traffic stops. Programs that educate law enforcement on
particular safety issues related to specific groups of drivers, such as older drivers and vulnerable roadway users
such as pedestrians and bicyclists, will also be supported.
The Below 100 Program is a training program for law enforcement that focuses on officer safety. The goal of
the training is to reduce line-of-duty deaths nationally to below 100 annually. The training focuses on and
incorporates five Core Tenets that are changing police culture and saving lives: Wear Your Belt, Wear Your
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 62
Vest, Watch Your Speed, What’s Important Now (WIN), and Remember, Complacency Kills. Following these
tenets helps keep officers safe and allows them to lead by example; seeing law enforcement officers wearing
their seat belts and driving at safe speeds helps to encourage safe driving behavior by other motorists. In
addition to enforcing New York’s VTL, police agencies play an important role in educating motorists and raising
public awareness. For example, law enforcement officers and other educational stakeholders are in a unique
position to deliver traffic safety programs to teen drivers. Projects that provide toolkits and other educational
resources for police officers and other educators will be considered for funding.
Evidence-Based Traffic Safety Enforcement Training for Law Enforcement
Through its LELs, police officer training in the development of an Evidence-Based Enforcement and
Engagement plan will be provided. The training will educate law enforcement officers on the process of using
local crash and ticket data to identify problem areas specific to their communities. The data-driven problem
identification approach involves the correlation of crash-causing traffic violations or driver behaviors with
specific times and locations in their jurisdictions. These analyses are then used to allocate police officer
resources to details directly related to the identified problems. To ensure that enforcement and engagement
resources are deployed effectively, police agencies are trained to implement evidence-based strategies. Police
officers are also trained to continuously evaluate and adjust these strategies to accommodate shifts and
changes in their local highway safety problems.
Traffic Crash Investigation
Training programs in traffic crash investigation for the NYSP and local enforcement agencies will be eligible for
funding. Funding will also be provided to support activities directly related to crash investigations and timely
crash reconstruction of serious personal injury and fatal motor vehicle crashes. The NYS Police will be the
primary agency providing collision reconstruction services. Funding will cover materials, supplies, travel and
advanced technology to support crash reconstruction.
Strategy
PTS-2 Law Enforcement Training Programs
Problem
addressed
Number of tickets issued for traffic violations has declined; number of speeding-related
fatalities has increased
Countermeasure
s & justification
“Training is essential to support traffic enforcement services and to prepare law
enforcement officers to effectively perform their duties….” (Uniform Guidelines, Traffic
Enforcement Services
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/TrafficEnfment.htm
); evidence-based high-visibility and other traffic enforcement and engagement
strategies are primary deterrents to unsafe driving behaviors; police officers must be
given education, training and tools to support enforcement and engagement efforts.
Performance
targets
addressed
Reduce speeding-related fatalities by 1.5% from 331.6 (2017-2021 rolling average) to
326.6 by 2026.
Reduce fatal & personal injury crashes involving cell phone use and texting by 1.5% from
481.6 (2017-2021 rolling average) to 474.4 by 2026.
Est. 3-year
funding
allocation
$6,750,000; BIL 402, 405g
Project
considerations
Data-driven priority traffic safety issues;
Sociodemographic data;
Location, time;
Affected communities;
Training programs and symposia to support enforcement and engagement efforts
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 63
Uniform
guidelines
(A) (i) to reduce injuries and deaths resulting from motor vehicles being driven in excess
of posted speed limits;
(A) (vi) to reduce accidents resulting from unsafe driving behavior (including aggressive
or fatigued driving and distracted driving arising from the use of electronic devices in
vehicles);
Strategy PTS-3 Communications and Outreach
Law Enforcement Liaisons
GTSC plays a major role in the coordination of statewide law enforcement and engagement efforts through its
LELs representing the NYSP, the NYS Sheriffs’ Association and NYSACOP. The LELs provide GTSC with a strong
police perspective on traffic safety through their law enforcement background and expertise. In addition,
resources, communication networks and other statewide amenities are readily available through their
organizations to further engage and promote a statewide coordinated response to traffic safety issues.
The LELs are responsible for communicating GTSC’s statewide safety priorities to their enforcement networks
and encouraging police agency participation in the Buckle Up New York-Click It or Ticket mobilizations, STOP-
DWI high-visibility enforcement and engagement campaigns and many other traffic safety initiatives such as
the Operation Safe Stop Campaign. The LELs also participate in the development and delivery of a number of
training opportunities for police officers, including programs offered at the Empire State Law Enforcement
Traffic Safety (ESLETS) Conference and the annual NY Highway Safety Symposium.
Education and Outreach by Police Officers
One of the key elements of any traffic safety program is education. In addition to enforcing New York’s VTL,
police agencies play an important role in educating motorists and raising public awareness. For example, law
enforcement officers and other educational stakeholders are in a unique position to deliver traffic safety
programs to at-risk teen drivers. Projects that provide toolkits and other educational resources for use by
police officers and other educators will be considered for funding.
Strategy
PTS-3 Communications and Outreach
Problem addressed
Number of tickets issued for traffic violations has declined; number of speeding-
related fatalities has increased
Countermeasures &
justification
CTW 3 or more stars: Communications and Outreach Supporting Enforcement;
LELs disseminating information to constituents; law enforcement officers
educating motorists
Performance targets
addressed
Reduce speeding-related fatalities by 1.5% from 331.6 (2017-2021 rolling average)
to 326.6 by 2026.
Reduce fatal & personal injury crashes involving cell phone use and texting by
1.5% from 481.6 (2017-2021 rolling average) to 474.4 by 2026.
Est. 3-year funding
allocation
$6,750,000; BIL 402
Project considerations
Communicating data-driven priority traffic safety issues;
Sociodemographic data;
Location, time;
Affected communities;
Delivering training for police officers, including conferences and symposia
Uniform guidelines
(A) (i) to reduce injuries and deaths resulting from motor vehicles being driven in
excess of posted speed limits;
2024-2026 Triennial Highway Safety Plan Police Traffic Services…Page 64
(A) (vi) to reduce accidents resulting from unsafe driving behavior (including
aggressive or fatigued driving and distracted driving arising from the use of
electronic devices in vehicles);
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 65
MOTORCYCLE SAFETY
Overview
Improving the safety of motorcyclists continues to be a priority for the state’s highway safety program.
Since motorcycles share the road with much larger vehicles, a combination of strategies must be used to
ensure safe riding practices and awareness of motorcyclists on our roadways. New York State has a
comprehensive motorcycle safety program that supports motorcycle awareness, motorcycle helmet
usage, responsible use of alcohol, and rider education, skill development and licensing. New York’s
universal motorcycle helmet law is a strategy that has proven to be highly effective in reducing
motorcyclist injuries and fatalities.
The Governor’s Traffic Safety Committee (GTSC) plays the central role in the coordination of the
multiple components of New York’s Motorcycle Safety program area. Assisting with these efforts is the
Motorcycle Safety Workgroup which was formed in FFY 2016 to develop new data-driven messaging and
other countermeasures to improve the safety of motorcyclists on New York’s roadways. Led by GTSC,
the workgroup consists of representatives from the New York State Police, local law enforcement, the
NYS Association of Chiefs of Police, Department of Motor Vehicles (DMV), the NYS Department of
Health (DOH), ITSMR and the Motorcycle Safety Foundation (MSF). One of the workgroup’s initiatives
that was implemented during the 2020 riding season was a public awareness campaign where
motorcycle safety messages were displayed on the top of gas pumps and nozzles at over 150 fuel-filling
stations located within specific counties in New York City and Long Island, the counties with the highest
number of crashes in New York State involving a motorcycle and another motor vehicle. In 2018, a
motorcycle survey was also sent out to a randomly selected sample of registered motorcyclists to garner
opinions of New York State’s current motorcycle safety & awareness messaging. In 2019, the
workgroup began to analyze the results from this survey. The final results and analyses were used to
inform new messaging and campaign materials for 2020.
New York’s motorcycle rider education program, the Motorcycle Safety Program (MSP), is a major
component of New York’s comprehensive approach to address and improve motorcycle safety in the
state. In existence since 1996, the MSP provides instruction and field training to improve the riding skills
of motorcyclists. More than 258,000 motorcyclists have been trained since the program’s inception.
The MSP is funded by a portion of the motorcycle license and registration fees collected by the state
and disbursed through the Motorcycle Safety Fund.
The funds and other resources GTSC invests to improve motorcycle safety are complemented by a
number of other federal, state, local and private sector activities. While a real dollar amount cannot be
accurately estimated for the contributions of each of the partners involved in reducing motorcycle
crashes, fatalities and injuries, the most significant source of funding, programming and in-kind support
that assists in achieving the performance goals established in the HSP is the state funding provided to
the MSP administered by NYS DMV.
Other partners that contribute to the attainment of the state’s performance goals include the following:
NYS Department of Transportation, NYS DOH, New York State Police, local enforcement agencies, MSF
and Motorcycle Advocacy Groups.
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 66
Performance Report
Performance Measure: C-7 Number of
Motorcyclist Fatalities (FARS)
Progress: Not Met
After declining for several years, the five-year moving
average for motorcyclist fatalities increased to 152.6 in
2020 and 169.0 in 2021, after sharp annual increases in
2020 and 2021. Based on the 2021 FARS data, the five-
year target set for 2019-2023 (152.3) is not likely to be
met.
Performance Measure: C-8 Number of
Unhelmeted Motorcyclist Fatalities (FARS)
Progress: Not Met
Based on FARS data, the five-year average number of
unhelmeted motorcyclist fatalities continued to rise from
10.2 in 2019 to 16.4 in 2021. This increase indicates that
the target of 12.5 set for 2019-2023 is unlikely to be met.
Performance Measure: Motorcyclists Injured in Crashes (State Data)
Progress: Met
Data from New York’s AIS / TSSR show that the
downward trend in the five-year average for
motorcyclists injured in crashes continued in 2021,
reaching 3,837.6. Based on this, the target set for 2019-
2023 (3,899.8) has already been met and exceeded.
4,099
3,827
3,740
3,688
3,834
4,287.8
4,142.6
4,043.2
3,939.2
3,837.6
0
2,000
4,000
6,000
2017 2018 2019 2020 2021
MOTORCYCLISTS INJURED IN CRASHES
Motorcyclists Injured 5 Yr Moving Avg
Source: NYS AIS / TSSR
145
152
136
194
218
152.4
148.8
146.4
152.6
169.0
0
50
100
150
200
2017 2018 2019 2020 2021
MOTORCYCLIST FATALITIES
Fatalities 5 Yr Moving Avg
Source: FARS
9 7
11
25
30
14.0
12.2
10.2
12.2
16.4
0
10
20
30
40
2017 2018 2019 2020 2021
UNHELMETED MOTORCYCLIST
FATALITIES
Fatalities 5 Yr Moving Avg
Source: FARS
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 67
Performance Measure: Number of Fatal and Personal Injury Crashes Involving a Motorcycle and
Another Vehicle in High-Risk Counties (State Data)
Progress: Not Met
New York tracks the number of F&PI crashes involving a
motorcycle and another motor vehicle in the following
high-risk counties: Kings, Queens, Bronx, Suffolk, New
York and Nassau. Because the five-year moving average
number of these crashes has increased to 1,312.0 in
2021, New York is not likely to meet its target of 1,276.1
set for 2019-2023.
These are the countermeasure strategies in the
Motorcycle Safety program that contributed towards
meeting/improving the performance targets:
Strategy MC-1: Motorcycle Rider Training and Education
Strategy MC-2: Communications and Outreach
Strategy MC-3: Enforcement
Strategy MC-4: Research, Evaluation and Analytical Support for New York’s Performance-Based Motorcycle
Safety Program
Problem Identification
Data analyses were conducted to assist GTSC in setting priorities for the Motorcycle Safety Program and
selecting data-driven countermeasure strategies and activities that will enable the state to achieve its
performance goals. The key findings from the problem identification component are presented in this
section.
Trends in Motorcycle Licenses and Registrations
During the decade between 2012 and 2021, the number of drivers with motorcycle licenses increased
from 689,266 in 2012 to 754,601 in 2017 and then declined to 730,014 in 2021. From 2018 to 2022,
approximately 70% of all new motorcycle licenses were issued to graduates of the rider training
program. During the same decade, the number of motorcycle registrations fluctuated between a peak
of 350,420 in 2016 and a low of 333,641 in 2020.
Fatal and Personal Injury Motorcycle Crashes
From 2017 to 2020, fatal crashes involving motorcycles fluctuated between 143 and 181. From 2020 to
2021, New York saw an 11% increase to 201 fatal motorcycle crashes. In contrast, motorcycle crashes
involving personal injury declined continuously from 2017 to 2020. However, in 2021, there were 3,719
motorcycle injury crashes, an increase of 5% from 3,543 in 2020.
1,338
1,289
1,263
1,224
1,446
1,310.4
1,293.0
1,292.8
1,289.0
1,312.0
0
500
1,000
1,500
2017 2018 2019 2020 2021
F&PI CRASHES INVOLVING A
MOTORCYCLE AND ANOTHER VEHICLE
IN HIGH-RISK COUNTIES
F&PI Crashes 5 Yr Moving Avg
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 68
Analyses by Region and County
In 2021, 51% of the fatal and personal injury crashes involving motorcycles occurred in the Upstate
region, 36% occurred in New York City and 13% occurred in Long Island.
When compared with the distribution of
licensed motorcyclists and motorcycle
registrations by region, New York City was
overrepresented in motorcycle crashes (36%)
compared to the proportion of the
motorcycle licenses (14%) and registrations
(13%) in the region. The counties with the
greatest number of fatal and personal injury
motorcycle crashes in 2021 were Kings (425),
Queens (406), Suffolk (307), New York (252),
Bronx (248), Nassau (218), Erie (197), Monroe
(157), Westchester (155) and Orange (129).
As the table below shows, the percentage
change in the number of fatal and personal injury motorcycle crashes statewide from 2020 to 2021
differed by regions of the state. Fatal and personal injury crashes involving motorcycles increased by
17% in New York City and 4% in Long Island. These crashes decreased by 1% in the Upstate region.
Analyses by Month, Day of Week and Time of Day
The chart below reflects the seasonal nature of motorcycle riding in New York State. In 2021, nearly half
of the fatal and personal injury crashes involving motorcycles occurred during the summer months (15%
MOTORCYCLE FATAL AND PERSONAL INJURY CRASHES
2017
2018
2019
2020
2021
2020-2021
% Change
Fatal Crashes
143
149
132
181
201
11.0%
Injury Crashes
3,935
3,671
3,608
3,543
3,719
5.0%
Fatal & PI Crashes
4,078
3,820
3,740
3,724
3,920
5.3%
Source: NYS AIS/TSSR
F & PI MOTORCYCLE CRASHES BY REGION: 2019-2021
2019
2020
2021
% Change
2020-2021
New York State
3,740
3,724
3,920
5.3%
Upstate
2,008
2,026
1,997
-1.4%
New York City
1,245
1,193
1,398
17.2%
Long Island
487
505
525
4.0%
Source: NYS AIS/TSSR
72%
14%
14%
72%
13%
15%
51%
36%
13%
Upstate NYC Long Island
0%
20%
40%
60%
80%
MOTORCYCLE LICENSES, REGISTRATIONS AND
FATAL & PI CRASHES BY REGION: 2021
MC Licenses MC Registrations MC F&PI Crashes
Sources: NYS AIS, Driver License and Vehicle Registration Files / TSSR
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 69
in June, 14% in July and 14%
in August). An additional
26% of these crashes
occurred in May (13%) and
September (13%).
Fatal and personal injury motorcycle crashes in 2021 were most likely to occur on Saturday (19%) and
Sunday (16%). 45% of the crashes occurred between noon and 6 pm and another 31% occurred
between 6pm and midnight.
MOTORCYCLE FATAL & PI CRASHES
DAY OF WEEK: 2021
Source: NYS AIS / TSSR
Analyses of Crashes and Licensed Motorcyclists by Age
Motorcycle operators 21-29 years of age have been overrepresented by a factor of 4 in motorcycle
crashes. In 2021, 26% of the motorcycle operators involved in fatal and personal injury crashes were in
this age group but only 6% of the licensed motorcyclists were 21-29 years of age. Motorcycle operators
under 21 years of age and between the ages of 30 and 39 were also overrepresented in fatal and
personal injury crashes.
19%
15%
13%
12%
12%
12%
16%
0% 5% 10% 15% 20%
Saturday
Friday
Thursday
Wednesday
Tuesday
Monday
Sunday
7%
17%
45%
31%
MOTORCYCLE FATAL & PI CRASHES
TIME OF DAY: 2021
Mid-6am
6am-Noon
Noon-6pm
6pm-Mid
Source: NYS AIS / TSSR
1% 1%
5%
8%
13%
15%
14%
14%
13%
10%
5%
2%
0%
5%
10%
15%
20%
Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec
MOTORCYCLE FATAL & PI CRASHES
BY MONTH: 2021
Source: NYS AIS/TSSR
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 70
Contributing Factors
In 2021, human factors were reported as contributing factors for 82% of the F&PI crashes involving
motorcycles, vehicular factors for 5% and environmental factors for 13%. The top vehicular factors
reported were tire failure (24 crashes), defective brakes (23) and steering failure (18). The top
environmental factors reported were animal’s action (174 crashes) and obstruction/debris (99).
The top ten human factors that were reported are shown in the table below. In 2021, unsafe speed and
passing/lane changing/improper use were the two contributing factors most frequently reported for
motorcycle crashes. In 2020, unsafe speed and driver inattention/distraction were the top two
contributing factors.
TOP TEN HUMAN FACTORS IN POLICE-REPORTED F&PI MOTORCYCLE CRASHES
2019
2020
2021
(N=3,637)
(N=3,610)
(N=3,810)
Unsafe Speed
18.2%
20.7%
20.3%
Driver Inattention/Distraction
17.0%
18.1%
18.0%
Failure to Yield Right-of-Way
18.1%
17.4%
18.2%
Passing/Lane Changing/Improper Use
17.1%
16.8%
19.0%
Following Too Closely
10.4%
9.2%
9.6%
Driver Inexperience
6.5%
8.7%
8.8%
Turning Improperly
6.1%
5.9%
5.7%
Reaction to Other Uninvolved Vehicle
6.8%
5.8%
6.5%
Traffic Control Device Disregarded
4.0%
5.0%
5.3%
Alcohol Involvement
3.3%
2.6%
3.4%
Source: NYS AIS/TSSR
Crashes Involving a Motorcycle and Another Motor Vehicle
In 2021, 3,920 fatal and personal injury crashes involved a motorcycle. Approximately six out of ten of
these motorcycle crashes involved another motor vehicle (2,426). The top five contributing factors for
motorcyclists involved in fatal and personal injury crashes with another motor vehicle in 2021 were
Passing/Lane Changing/Improper Use (16%), Unsafe Speed (13%), Driver Inattention/Distraction (11%),
0%
6%
14%
15%
24%
41%
6%
26%
27%
16%
15%
10%
0%
10%
20%
30%
40%
50%
Under 21 21-29 30-39 40-49 50-59 60+
LICENSED MOTORCYCLISTS AND MOTORCYCLE OPERATORS
INVOLVED IN FATAL AND PERSONAL INJURY CRASHES BY AGE
2021
Licensed Motorcyclists MC Operators in F&PI Crashes
Source: NYS AIS/TSSR and Driver License File
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 71
Following Too Closely (9%), and Driver Inexperience (5%). For the drivers of other vehicles involved in a
crash with a motorcycle, Failure to Yield the Right-of-Way was by far the most frequently cited
contributing factor (21%), followed by Driver Inattention/Distraction (14%), Passing/Lane
Changing/Improper Use (7%), Turning Improperly (6%), and Following Too Closely (4%).
TOP CONTRIBUTING FACTORS FOR MOTORCYCLISTS AND THE OTHER MOTORISTS
IN F&PI CRASHES INVOLVING A MOTORCYCLE AND ANOTHER VEHICLE: 2021
Motorcyclists (N=2,456)
Passing/Lane Changing/Improper Use
16.0%
Unsafe Speed
13.4%
Driver Inattention/Distraction
10.8%
Following Too Closely
8.8%
Driver Inexperience
5.3%
Other motorists (N=2,683)
Failure to Yield Right-of-Way
20.8%
Driver Inattention/Distraction
14.0%
Passing/Lane Changing/Improper Use
7.3%
Turning Improperly
5.8%
Following Too Closely
4.2%
Source: NYS AIS
The number of fatal and personal injury crashes involving a motorcycle and another motor vehicle that
occurred in 2021 are presented by county in the table below. In addition, the number of motorcycle
registrations per county are shown for comparison purposes. Due to recent changes made to the Police
Accident Report form with regard to the capture and reporting of crashes involving property damage
only, these crashes were excluded from the determination of the top jurisdictions requiring additional
focus.
The counties that collectively accounted for the majority (60%) of fatal and personal injury crashes
involving a motorcycle and another vehicle in 2021 were Kings, Queens, Bronx, Suffolk, Nassau and New
York. These counties have consistently comprised the top six for these crashes since 2013. When the
proportions of crashes are compared to the proportions of the state’s motorcycle registrations in each
of these counties, the four New York City counties (Kings, Queens, Bronx and New York) were all
overrepresented. For example, 15% of these crashes occurred in Kings County but only 3% of the
motorcycles were registered in that county. Suffolk County was slightly underrepresented in crashes
when compared to the proportion of motorcycle registrations (8% of F&PI crashes vs. 9% of
registrations) while Nassau County was only slightly overrepresented in crashes with respect to
registrations (6% vs. 5%). Overall, the top six counties where the majority (60%) of F & PI crashes
occurred accounted for only 26% of the state’s motorcycle registrations.
F&PI CRASHES INVOLVING A MOTORCYCLE AND ANOTHER MOTOR VEHICLE BY COUNTY: 2021
Total F&PI Crashes
% of Total
Cumulative %
MC Registrations*
% of Total
Total NYS
2,426
100.0%
338,361
KINGS
367
15.13%
15.13%
11,543
3.4%
QUEENS
346
14.26%
29.39%
14,995
4.4%
BRONX
207
8.53%
37.92%
4,905
1.4%
SUFFOLK
193
7.96%
45.88%
31,651
9.3%
NEW YORK
185
7.63%
53.50%
7,022
2.1%
NASSAU
148
6.10%
59.60%
17,990
5.3%
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 72
Total F&PI Crashes
% of Total
Cumulative %
MC Registrations*
% of Total
ERIE
111
4.58%
64.18%
20,977
6.2%
MONROE
99
4.08%
68.26%
15,712
4.6%
WESTCHESTER
91
3.75%
72.01%
13,378
3.9%
RICHMOND
57
2.35%
74.36%
6,067
1.8%
ONONDAGA
55
2.27%
76.63%
11,136
3.3%
ORANGE
55
2.27%
78.90%
10,178
3.0%
ALBANY
49
2.02%
80.92%
6,661
2.0%
DUTCHESS
41
1.69%
82.61%
8,308
2,4%
ONEIDA
31
1.28%
83.88%
7,182
2.1%
ROCKLAND
31
1.28%
85.16%
4,545
1.3%
SARATOGA
26
1.07%
86.23%
8,980
2.6%
ULSTER
24
0.99%
87.22%
7,164
2.1%
SCHENECTADY
22
0.91%
88.13%
4,774
1.4%
BROOME
21
0.87%
88.99%
5,399
1.6%
NIAGARA
18
0.74%
89.74%
7,610
2.2%
ONTARIO
16
0.66%
90.40%
4,035
1.2%
PUTNAM
16
0.66%
91.06%
3,376
1.0%
RENSSELAER
16
0.66%
91.71%
5,499
1.6%
WARREN
13
0.54%
92.25%
2,971
0.9%
GREENE
12
0.49%
92.75%
2,821
0,8%
CHAUTAUQUA
11
0.45%
93.20%
4,956
1.5%
OSWEGO
11
0.45%
93.65%
5,360
1.6%
GENESEE
9
0.37%
94.02%
2,337
0.7%
SULLIVAN
9
0.37%
94.39%
3,025
0.9%
TOMPKINS
8
0.33%
94.72%
2,461
0.7%
CLINTON
7
0.29%
95.01%
3,228
1.0%
JEFFERSON
7
0.29%
95.30%
3,924
1.2%
SCHOHARIE
7
0.29%
95.59%
1,733
0.5%
WAYNE
7
0.29%
95.88%
4.691
1.4%
CHEMUNG
6
0.25%
96.13%
2,252
0.8%
FULTON
6
0.25%
96.37%
2,768
0.8%
STEUBEN
6
0.25%
96.62%
4.045
1.2%
CATTARAUGUS
5
0.21%
96.83%
3,430
1.0%
CAYUGA
5
0.21%
97.03%
3,058
0.9%
CORTLAND
5
0.21%
97.24%
1,944
0.6%
HERKIMER
5
0.21%
97.44%
2,856
0.8%
ORLEANS
5
0.21%
97.65%
1,715
0.5%
OTSEGO
5
0.21%
97.86%
2,372
0.7%
SENECA
5
0.21%
98.06%
1,340
0.4%
ST. LAWRENCE
5
0.21%
98.27%
4,331
1.3%
WASHINGTON
5
0.21%
98.47%
3,262
1.0%
LIVINGSTON
4
0.16%
98.64%
2,862
0.8%
MONTGOMERY
4
0.16%
98.80%
2,422
0.7%
SCHUYLER
4
0.16%
98.97%
1,014
0.3%
WYOMING
4
0.16%
99.13%
1,903
0.6%
ESSEX
3
0.12%
99.26%
1,653
0.5%
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 73
Total F&PI Crashes
% of Total
Cumulative %
MC Registrations*
% of Total
FRANKLIN
3
0.12%
99.38%
1,771
0.5%
MADISON
3
0.12%
99.51%
2,985
0.9%
CHENANGO
2
0.08%
99.59%
2,252
0.7%
COLUMBIA
2
0.08%
99.67%
2,559
0.8%
DELAWARE
2
0.08%
99.75%
2,095
0.6%
HAMILTON
2
0.08%
99.84%
355
0.1%
YATES
2
0.08%
99.92%
1,017
0.3%
ALLEGANY
1
0.04%
99.96%
1,891
0.6%
TIOGA
1
0.04%
100.00%
1,831
0.5%
Sources: NYS AIS, Vehicle Registration File/TSSR
* Excludes out-of-state motorcycle registrations
The table below shows that from 2017 to 2020, statewide crashes involving a motorcycle and another
motor vehicle had a downward trend, from 2,327 to 2,165. However, from 2020 to 2021 there was an
increase of 12% to 2,426. Among the top 6 counties, the greatest increases between 2020 and 2021
occurred in New York County (43%) followed by Queens County (28%) and Kings County (20%).
Meanwhile, motorcycle/motor vehicle crashes remained constant in Nassau County with no increase or
decrease.
Countermeasure Strategies
Using a data-driven approach, New York has identified a comprehensive set of strategies that
collectively will enable the state to reach the performance targets for the Motorcycle Safety program
area.
Strategy MC-1 Motorcycle Rider Training and Education
NYS Motorcycle Safety Program
The New York State DMV contracts with MSF, a national leader in motorcycle safety and education, to
deliver the MSF Basic Rider Course throughout the state. In addition to user fees, a portion of the
F&PI CRASHES INVOLVING A MOTORCYCLE AND ANOTHER MOTOR VEHICLE,
NYS AND TOP 6 COUNTIES
2017
2018
2019
2020
2021
2020-2021
% Change
Total NYS
2,327
2,261
2,201
2,165
2,426
12.1%
Kings
368
353
342
307
367
19.5%
Queens
309
333
290
270
346
28.1%
Bronx
168
154
184
190
207
9.0%
Suffolk
184
160
175
180
193
7.2%
Nassau
138
123
135
148
148
0%
New York
171
166
137
129
185
43.4%
Total Top 6 Counties
1,338
1,289
1,263
1,224
1,446
18.1%
% of NYS
57.5%
57.0%
57.4%
56.5%
59.6%
Source: NYS AIS
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 74
motorcycle license and registration fees collected by the state is set aside to fund these training
programs. No NHTSA monies are used to fund this program.
The road test waiver offered by New York’s rider training program provides an additional incentive for
new motorcyclists to complete a motorcycle rider education course and become licensed operators
without having to take a DMV road test. Over the past five years, an average of 70% of all new
motorcycle licenses were issued to graduates of the rider training program who waived the DMV road
test. The Basic Rider Course 2 (BRC2-LW) and the Three-Wheeled Motorcycle BRC (3WBRC) also qualify
for the road test waiver benefit.
Maintaining the quality of the instructor cadre in terms of skills, knowledge and motivation is a
challenge in every program. To maintain a high-quality program, New York will continue to use a variety
of outreach methods to improve the availability of training for providers and instructors and aid in the
retention of qualified instructors. A MSF-qualified quality assurance team makes visits to the public
training sites every year to ensure the program continues to maintain high standards for course delivery.
Strategy
MC-1 Motorcycle Rider Training and Education
Problem
addressed
The majority of F & PI motorcycle crashes occurred Upstate (51%); the majority of F & PI
motorcycle/motor vehicle crashes occurred in Kings, Queens, Bronx, Suffolk, New York
and Nassau counties (60%)
Countermeasure
s & justification
Motorcycle Rider Licensing and Training – effectiveness not evaluated and/or
inconclusive; Motorcycle Rider Education and Training (Uniform Guidelines, Motorcycle
Safety
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/MotorcycleSafety.h
tm); the goal is to increase motorcycle safety by elevating the skills of motorcyclists.
Performance
targets
addressed
Reduce motorcyclist fatalities by 1.5% from 169.0 (2017-2021 rolling average) to 166.5
by 2026.
Reduce unhelmeted motorcyclist fatalities by 1.5% from 16.4 (2017-2021 rolling
average) to 16.15 by 2026.
Reduce motorcyclists injured in crashes by 1.5% from 3,837.6 (2017-2021 rolling
average) to 3,780.0 by 2026.
Reduce F & PI crashes involving a motorcycle and another vehicle in high-risk counties by
1.5% from 1,312.0 (2017-2021 rolling average) to 1,292.3 by 2026.
Est. 3-year
funding
allocation
$0 (funded by license and registration fees and user fees)
Project
considerations
Partnership with MSF, national leader in motorcycle safety and education;
Quality assurance team visits training sites;
Location: Affected high-risk counties
Uniform
guidelines
(A) (iv) to prevent accidents and reduce injuries and deaths resulting from accidents
involving motor vehicles and motorcycles
Strategy MC-2 Communications and Outreach
Motorcycle Safety Awareness Program for Motorists
Communication strategies and outreach activities directed toward the other drivers who share the road
with motorcyclists are very important for improving motorcycle safety. In addition to statewide efforts,
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 75
the counties within New York State that have been identified as having the highest numbers of fatal and
personal injury crashes involving a motorcycle and another motor vehicle will be the primary focus of
the activities conducted under this program in FFY 2024-2026. Based on 2021 state crash data, the
counties that collectively accounted for the majority (60%) of fatal and personal injury crashes involving
a motorcycle and another vehicle are all in the downstate region: Kings, Queens, New York, and Bronx
counties in New York City and Nassau and Suffolk counties on Long Island.
Projects that raise motorist awareness of the need to watch for motorcycles in traffic and educate the
general driving population on how to share the road safely with motorcycles will be supported under
the Motorist Awareness Program. These efforts include New York’s participation in the national
initiative recognizing May as Motorcycle Safety Awareness Month, the use of variable message signs
promoting motorcycle safety and public awareness campaigns, and public information and education
(PI&E) materials that promote the Share the Road message. The Motorcycle Safety Workgroup formed
by GTSC will also continue to investigate various avenues of communication with the motoring public to
create a new motorcycle safety messaging campaign. One approach will be to utilize the results from
the 2018 motorcycle survey to inform new messaging and determine the most effective avenues for
messaging and outreach.
Outreach efforts to enhance driver awareness of motorcycles will also continue to be considered for
funding. Examples include attendance at auto shows, fairs and other public events; presentations to
driver education classes; and the use of social media to reach general and targeted audiences. The
development of PI&E materials that can be distributed to various audiences and through other channels
will also be supported. The outreach efforts and other activities that focus on raising motorist
awareness and educating the general driving public about motorcycle safety will be supported by 405(f)
Motorcyclist Safety Grant funds.
Some specific examples of the motorist awareness communications and outreach that will be conducted
in FFY 2024 include the following:
• A Motorcycle Safety Awareness Month press event will be held in a county that experiences a
high rate of motorcycle crashes, injuries and fatalities.
• Variable Message Signs will be displayed during popular motorcycle-related rallies and events to
alert drivers of increased motorcycle traffic.
• A geotargeting campaign featuring awareness messaging will be deployed to reach motorists in
specific areas of the state that experience a high number and/or rate of motorcycle crashes.
• GTSC will participate in motorcycle safety and awareness outreach at the International
Automobile Show and as well as the annual state fair and other relevant events throughout the
state.
• GTSC will partner with DMV to distribute motorcycle safety and awareness messaging via mass
mailings to motorists.
• New motorcycle safety and awareness materials will be developed and distributed at a
minimum of three traffic safety events as well as to county DMVs, grantees and other traffic
safety partners.
• A new motorcycle awareness PSA will be developed and filmed in partnership with NYS DOH.
• GTSC, in partnership with NYS DOH, will develop a tip card for law enforcement officers to
educate both motor vehicle drivers and motorcycle riders.
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 76
Motorcyclist Awareness and Education
Activities that focus on enhancing motorcycle safety through education and outreach to motorcyclists
will also continue to be supported. These efforts include the development of educational materials, the
promotion of U.S. Department of Transportation-approved helmets and conspicuous protective gear,
and outreach to motorcyclists through avenues such as rallies, events or mass mailings. Some examples
of the events that have been important venues for outreach to the motorcycling community are the
New York State Fair, the International Motorcycle Show in New York City and the annual Americade
motorcycle rally, which draws more than 50,000 motorcyclists to Lake George each year.
Strategy
MC-2 Communications and Outreach
Problem
addressed
About 62% of motorcycle crashes involve a collision with another vehicle; top
contributing factors for the other motorist in a F or PI crash with a motorcycle were
“Failure to Yield” and “Driver Inattention/Distraction”; the majority of F & PI
motorcycle/motor vehicle crashes occurred in Kings, Queens, Bronx, Suffolk, New York
and Nassau counties (60%)
Countermeasure
s & justification
Communications and Outreach: Motorist Awareness of Motorcyclists – effectiveness
not evaluated; Motorcycle Rider Conspicuity and Motorist Awareness Programs;
Communication Program (Uniform Guidelines, Motorcycle Safety
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/MotorcycleSafety.h
tm; goals are to raise motorists’ awareness of motorcycle safety and to help motorists
share the road safely with motorcycles. Education and outreach to motorcyclists are
expected to have an impact on motorcyclist fatality and injury performance targets.
Performance
targets
addressed
Reduce motorcyclist fatalities by 1.5% from 169.0 (2017-2021 rolling average) to 166.5
by 2026.
Reduce motorcyclists injured in crashes by 1.5% from 3,837.6 (2017-2021 rolling
average) to 3,780.0 by 2026.
Reduce F & PI crashes involving a motorcycle and another vehicle in high-risk counties
by 1.5% from 1,312.0 (2017-2021 rolling average) to 1,292.3 by 2026.
Est. 3-year
funding
allocation
$2,850,000; BIL 402, 405f
Project
considerations
Strong public awareness campaigns;
Quality and variety of safety messages and materials;
Affected communities;
Locations: Affected high-risk counties
Uniform
guidelines
(A) (iv) to prevent accidents and reduce injuries and deaths resulting from accidents
involving motor vehicles and motorcycles
Strategy MC-3 Enforcement
In order to ensure the efficient and effective use of resources to enforce traffic violations, New York’s law
enforcement community conducts routine enforcement details that focus on drivers who are engaged in
dangerous driving behaviors such as impaired driving, distracted driving and speeding regardless of the type of
vehicle they are operating. These traffic enforcement countermeasures are discussed under the Police Traffic
Services program area. Although federally-funded motorcycle checkpoints are no longer allowed, some local
police agencies continue to conduct this type of enforcement using non-federal monies.
Training for law enforcement that is designed to improve the effectiveness of motorcycle enforcement efforts
is included under this strategy. All enforcement efforts under the Motorcycle Safety program area will be
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 77
data-driven and will be planned, implemented and monitored in accordance with the requirements of the
state’s Evidence-Based Traffic Safety Enforcement Program (TSEP).
Motorcycle Safety & Enforcement Training for Law Enforcement
Training programs for law enforcement that focus on educating officers on motorcycle safety will
continue to be supported. These programs include the requirements regarding motorcycle safety
equipment, enforcement strategies and techniques, identifying impaired riders and other topics related
to motorcycle safety.
The motorcycle safety and enforcement training program “Practical Guidelines for Motorcycle
Enforcement” continues to be a popular and effective training initiative for law enforcement officers
across the state. The training curriculum includes an in-depth review of motorcycle safety and
motorcycle laws. The training also introduces law enforcement to national and state-specific
enforcement issues through its modules covering license endorsements and registrations, required
motorcycle safety equipment (helmets), common motorcycle operation violations, crash investigation,
strategies to conduct safe stops and avoid pursuits, and the detection of impaired motorcyclists. In FFY
2022, GTSC provided this one-day training to 106 officers representing 50 agencies across the state.
A minimum of three enforcement trainings will be held in FFY 2024. Decisions on where to hold training
programs are data-driven and are based on a region’s overrepresentation in motorcycle crashes. These
regional training programs are conducted by a team of subject matter experts from the New York State
Police and the New York State Association of Chiefs of Police in cooperation with GTSC, the DMV MSP,
MSF and other law enforcement partners.
The development and dissemination of new training resources and materials through websites, podcasts
and other delivery mechanisms will also be considered for funding.
Strategy
MC-3 Enforcement
Problem
addressed
Motorcyclist fatalities and unhelmeted motorcyclist fatalities have increased;
motorcyclist injuries have declined but are still high; the majority of F & PI
motorcycle/motor vehicle crashes occurred in Kings, Queens, Bronx, Suffolk, New York
and Nassau counties (60%)
Countermeasure
s & justification
Law Enforcement (Uniform Guidelines, Motorcycle Safety
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/MotorcycleSafety.h
tm); enforcement of traffic safety laws are conducted in New York regardless of the type
of vehicle. Some local police agencies conduct motorcycle checkpoints using non-
federal monies. All enforcement efforts are data-driven.
Performance
targets
addressed
Reduce motorcyclist fatalities by 1.5% from 169.0 (2017-2021 rolling average) to 166.5
by 2026.
Reduce unhelmeted motorcyclist fatalities by 1.5% from 16.4 (2017-2021 rolling
average) to 16.15 by 2026.
Reduce motorcyclists injured in crashes by 1.5% from 3,837.6 (2017-2021 rolling
average) to 3,780.0 by 2026.
Reduce F & PI crashes involving a motorcycle and another vehicle in high-risk counties by
1.5% from 1,312.0 (2017-2021 rolling average) to 1,292.3 by 2026.
Est. 3-year
funding
allocation
$750,000; BIL 402
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 78
Project
considerations
Training designed to improve the effectiveness of motorcycle enforcement efforts;
Affected communities;
Locations: Affected high-risk regions and counties
Uniform
guidelines
(A) (iv) to prevent accidents and reduce injuries and deaths resulting from accidents
involving motor vehicles and motorcycles
Strategy MC-4 Research, Evaluation and Analytical Support for New York’s Performance-Based Motorcycle
Safety Program
Research, evaluation and data analysis are essential components of a successful performance-based
Motorcycle Safety program. These activities support problem identification, the selection of performance
measures for tracking progress, and the selection of evidence-based, data-driven strategies that will contribute
to the achievement of the state’s performance goals.
Motorcycle Safety Workgroup
In FFY 2024-2026, the multi-agency Motorcycle Safety Workgroup will continue to develop data-driven
strategies and new campaign messaging to reach the varied demographics of the riding population. The
results of the 2018 motorcycle survey will inform the development of campaign messaging for the
upcoming years, and the Workgroup will be instrumental in piloting new campaign messages among the
target population. There will be a special focus on reaching motorists from the counties with the
highest number of motorcycle/motor vehicle crashes. The Workgroup will continue to meet quarterly
to carry out the objectives and determine priorities for the year. The Workgroup will conduct outreach
to various newspapers and magazines and will publish at least one article to publicize motorcycle safety
and awareness issues and/or highlights. The Workgroup will also continue to collect crash data covering
a 5-year period to look for trends and develop new countermeasures.
Strategy
MC-4 Research, Evaluation and Analytical Support for New York’s Performance-Based
Motorcycle Safety Program
Problem
addressed
Motorcyclist fatalities and unhelmeted motorcyclist fatalities have increased;
motorcyclist injuries have declined but are still high; the majority of F & PI
motorcycle/motor vehicle crashes occurred in Kings, Queens, Bronx, Suffolk, New York
and Nassau counties (60%)
Countermeasure
s & justification
Program Evaluation and Data (Uniform Guidelines, Motorcycle Safety
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/MotorcycleSafety.h
tm); research, evaluation and data analysis are essential components of a successful
performance-based motorcycle safety program. Data-driven problem identification
determines when and where crashes are occurring, who is involved, what factors
contributed to the crashes and what trends occurred in the data over time. Projects
chosen according to these considerations will result in progress toward achieving
performance targets.
Performance
targets
addressed
Reduce motorcyclist fatalities by 1.5% from 169.0 (2017-2021 rolling average) to 166.5
by 2026.
Reduce unhelmeted motorcyclist fatalities by 1.5% from 16.4 (2017-2021 rolling
average) to 16.15 by 2026.
Reduce motorcyclists injured in crashes by 1.5% from 3,837.6 (2017-2021 rolling
average) to 3,780.0 by 2026.
Reduce F & PI crashes involving a motorcycle and another vehicle in high-risk counties by
1.5% from 1,312.0 (2017-2021 rolling average) to 1,292.3 by 2026.
2024-2026 Triennial Highway Safety Plan Motorcycle Safety…Page 79
Est. 3-year
funding
allocation
$165,000; BIL 402
Project
considerations
Research, evaluation and analysis activities;
Helping to select evidence-based, data-driven strategies
Uniform
guidelines
(A) (iv) to prevent accidents and reduce injuries and deaths resulting from accidents
involving motor vehicles and motorcycles
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 80
NON-MOTORIZED (PEDESTRIANS AND BICYCLISTS)
Overview
Improving the safety of pedestrians, bicyclists and other wheel-
sport enthusiasts who are New York’s most vulnerable roadway
users continues to be a priority for the state’s highway safety
program. Responsibility for addressing pedestrian, bicycle and
wheel-sport safety issues is shared among several agencies in New
York. Effective solutions to these issues often require collaborative
efforts involving education, engineering, engagement and
enforcement countermeasures.
The Governor’s Traffic Safety Committee (GTSC) plays the central
role in promoting and coordinating multiple components of New
York’s Non-motorized (Pedestrians and Bicyclists) safety program.
The funds and other resources GTSC invests to improve pedestrian,
bicycle and other wheel-sport safety are complemented by a
number of other federal, state, local and private sector initiatives.
For instance, GTSC and other governmental agencies collaborated
in developing a five-year, $110 million Pedestrian Safety Action Plan
(PSAP), which outlines engineering, education and enforcement
countermeasures designed to better protect our most vulnerable roadway users. Identified in the PSAP are 20
“focus communities” outside of New York City where data indicate pedestrian crashes are the most prevalent.
The PSAP expired at the end of 2021. The state-level partners (GTSC, NYS Department of Transportation [DOT]
and NYS Department of Health [DOH]) and the Federal Highway Administration (FHWA) are currently
collaborating to develop a successor PSAP which will include fresh safety targets (communities/
neighborhoods/corridors) and equitable countermeasures. It is expected that work to develop this new action
plan will be ongoing through 2023. Creation of a new five-year plan is the goal of GTSC.
Since implementation of the current PSAP in June 2016, GTSC has continued to organize and host law
enforcement training sessions across the state designed to educate police officers, especially those from the
designated “focus communities”, on pedestrian and bicycle laws and strategies for enforcement. Utilizing
resources and training personnel from NHTSA, a new one-day training curriculum was developed in 2017.
Armed with these new course materials, GTSC is actively recruiting in-state law enforcement with an interest
in pedestrian safety to act as future course instructors. Pedestrian safety training opportunities for law
enforcement will continue to be made available in FFY 2024-2026.
GTSC will continue to organize a two-week pedestrian safety education/engagement/enforcement
mobilization, Operation See! Be Seen! During the first week, police officers work to make the public aware of
pedestrian safety laws and distribute specially designed warning citations to motorists and pedestrians found
in violation of these laws. This warning period is followed by a week of traditional high-visibility enforcement
with ticketing as warranted. Similar details will be conducted again in 2023. To assist with these efforts, law
enforcement agencies in select communities with a high incidence of pedestrian-involved crashes will be
eligible and encouraged to apply for funding to support dedicated pedestrian safety enforcement and
education projects.
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 81
In this program area, engineering countermeasures play a major
role in efforts to improve safety. While a real dollar amount
cannot be accurately estimated for the contributions of each of
the partners involved in reducing crashes, fatalities and injuries
among these special groups of highway users, the most
significant sources of funding, programming and in-kind support
that assist in achieving the performance goals established in the
HSP include the following: NYS DOT, NYS DOH, NYS Department of State, NHTSA, FHWA, NYC DOT,
Metropolitan Planning Organizations, New York Metropolitan Transportation Council, Capital District
Transportation Committee, NYS Association of Chiefs of Police, NYS Sheriffs’ Association, NYS Police, NYS
Association of Traffic Safety Boards, County Traffic Safety Boards, New York Bicycling Coalition and Safe Kids
Coalitions.
One of the challenges in this program area is that persons of all ages, from young children to older adults, are
part of the at-risk group. Effective public information and education (PI&E) programs and other strategies to
reduce deaths and injuries among pedestrians, bicyclists and participants in other wheel-sports—our most
vulnerable roadway users—must be designed and implemented to address both children and adults.
Programs that call for the equitable engagement of these populations via material development and
dissemination and outreach activities, events, trainings, etc., will be emphasized for funding.
Equally important is the need to continue efforts to raise awareness and educate
motorists on how to safely share the road with pedestrians and bicyclists. This
includes educating motorists, pedestrians and law enforcement on New York State’s
Vehicle and Traffic Laws, including the pedestrian crossing and conditional yielding
laws, and the 2010 law requiring drivers overtaking bicycles to pass to the left “at a
safe distance” until they safely clear the bicycle. GTSC and the NYS DOH work jointly
to recruit new health and traffic safety partners for the specific purpose of
conducting outreach to the public on the NYS Vehicle and Traffic Laws pertaining to
pedestrian and bicycle safety. These efforts will continue in FFY 2024-2026. A major
component of the work to be undertaken in FFY 2024 includes development of a
video campaign focused on a commonly cited crash-causing factor in pedestrian-
involved crashes, failure to yield. Projects focused on educating the public on these
pertinent laws will be emphasized for funding.
The promotion of the use of helmets and other protective gear that have proven to
be effective in reducing the severity of injuries suffered in motor vehicle crashes
involving bicyclists and participants in other wheel sports is also a priority. New York
State has required helmet use for bicyclists under age 14 since 1993 and
subsequently extended mandatory helmet use to in-line skaters (1996), non-
motorized scooter riders (2002) and skateboarders (2005) under 14 years of age.
Compliance with these laws requires the awareness of parents and the availability of
helmets to low-income families. Bicycle safety skills clinics, also known as “rodeos,” that educate children
about applicable vehicle and traffic laws, teach safe riding behaviors, and ensure proper helmet fit, will also be
emphasized for funding.
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 82
Performance Report
Performance Measure: C-10 Pedestrian Fatalities (FARS)
Progress: Met
Based on FARS data, the five-year average for pedestrian
fatalities in New York State declined from 281.2 in 2019
to 264.8 in 2020 and 262.0 in 2021. As a result of these
decreases, the target of 262.5 set for 2019-2023 has
already been met.
Performance Measure: C-11 Bicyclist Fatalities
(FARS)
Progress: Met
The FARS data show that the five-year average number
of bicyclist fatalities fluctuated from 2017 to 2020 but
then decreased in 2021. The 2017-2021 five-year
average of 40.8 met and exceeded the target set for
2019-2023 (41.6).
Performance Measure: Pedestrians Injured in Crashes (State Data)
Progress: Met
Based on the state’s AIS crash data, the five-year average
number of pedestrians injured declined to 14,592.2 in
2020 and 14,018.2 in 2021. As a result of these
decreases, the target of 14,446.3 set for 2019-2023 has
already been met and exceeded.
15,581
15,767
15,600
10,667
12,476
15,104.8
15,002.6
15,141.4
14,592.2
14,018.2
0
5,000
10,000
15,000
20,000
2017 2018 2019 2020 2021
PEDESTRIANS INJURED IN CRASHES
Pedestrians Injured 5 Yr Moving Avg
Source: NYS AIS / TSSR
246
268
274
229
293
292.8
279.2
281.2
264.8
262.0
0
100
200
300
400
2017 2018 2019 2020 2021
PEDESTRIAN FATALITIES
Fatalities 5 Yr Moving Avg
Source: FARS
46
30
48
47
33
41.4
39.4
39.8
42.0
40.8
0
25
50
2017 2018 2019 2020 2021
BICYCLIST FATALITIES
Fatalities 5 Yr Moving Avg
Source: FARS
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 83
Performance Measure: Bicyclists Injured in Crashes (State Data)
Progress: Not Met
The number of bicyclists injured in crashes has
increased each year from 2018 to 2021. The five-
year moving average in 2021 was 6,118.8, up from
the average of 5,994.6 in 2020. Because of this
increase, the target for 2019-2023 (5,910.7) is not
likely to be met.
These are the countermeasure strategies in Non-Motorized (Pedestrians & Bicyclists) program that contributed
towards meeting/improving the performance targets:
Strategy PS-1: Education, Communication and Outreach
Strategy PS-2: Community-Based Programs in Pedestrian and Bicycle Safety
Strategy PS-3: Cooperative Approaches to Improving Pedestrian and Bicycle Safety
Strategy PS-4: Enforcement of Traffic Violations
Strategy PS-5: Research, Evaluation and Analytical Support for New York’s Performance Based Non-motorized
(Pedestrians and Bicyclists) Program
Problem Identification
Additional analyses were conducted to assist GTSC in setting priorities for the Non-motorized (Pedestrians and
Bicyclists) program and selecting data-driven countermeasure strategies that will enable the state to achieve
its performance goals. The key findings from the problem identification component are presented in this
section.
PEDESTRIAN SAFETY
In 2021, total motor vehicle fatalities in New York
State increased 11% from the previous year and
pedestrian fatalities increased by 28%. As a result,
pedestrian fatalities as a proportion of total
fatalities increased. In 2021, pedestrian fatalities
accounted for 25% of all fatalities on New York’s
roadways compared to 22% in the previous year.
The top three contributing factors reported in pedestrian fatal and personal injury crashes in 2021 were Driver
Inattention/ Distraction (32%), Failure to Yield the Right-of-Way (31%), and Pedestrian/Bicyclist/Other
Pedestrian Error/Confusion (20%).
6,021
5,619
5,851
6,032
7,071
5,861.6
5,757.4
5,798.2
5,944.6
6,118.8
0
2,000
4,000
6,000
8,000
2017 2018 2019 2020 2021
BICYCLISTS INJURED IN CRASHES
Bicyclists Injured 5 Yr Moving Avg
Source: NYS AIS / TSSR
24%
28%
29%
22%
25%
1,006
964
934
1,045
1,157
0
400
800
1,200
1,600
2017 2018 2019 2020 2021
PEDESTRIAN FATALITES AS A
PROPORTION OF TOTAL FATALITIES
Pedestrian Fatalities Total Fatalities
Source: FARS
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 84
The pedestrians killed or injured in crashes were most
frequently hit while crossing with the traffic signal
(29%); 20% were hit while crossing at a location with
no signal or crosswalk; 9% were hit while crossing at a
location with a marked crosswalk and no signal and
6% were hit crossing against a signal.
Analyses by Day of Week and Time of Day
In both 2020 and 2021, fatal and personal injury pedestrian crashes combined were more likely to occur on
weekdays Monday through Friday than on the weekend. Fatal pedestrian crashes did not have a clear pattern
by day of week in 2021.
CONTRIBUTING FACTORS AND PEDESTRIAN ACTIONS
IN PEDESTRIAN F&PI CRASHES*: 2021
CONTRIBUTING FACTORS
(N=11,960)
Driver Inattention/Distraction
32.3%
Failure to Yield Right-of-Way
31.4%
Pedestrian/Bicyclist/Other Pedestrian
20.1%
Error/Confusion
Traffic Control Device Disregarded
6.1%
Unsafe Speed
4.9%
Backing Unsafely
4.6%
Passing or Lane Usage Improper
3.6%
PEDESTRIAN ACTIONS
(N=11,960)
Crossing, With Signal
29.0%
Crossing, No Signal or Crosswalk
20.4%
Crossing, No Signal, Marked
Crosswalk
8.6%
Crossing, Against Signal
5.8%
Source: NYS AIS / TSSR
*Police-reported crashes
12%
17%
15%
16%
15%
14%
11%
15%
15%
17%
12%
17%
15%
9%
0% 5% 10% 15% 20%
Saturday
Friday
Thursday
Wednesday
Tuesday
Monday
Sunday
PEDESTRIAN FATAL & PI CRASHES BY
DAY OF WEEK: 2021
Fatal Fatal and PI
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 85
Analyses by time of day show that 48% of the fatal pedestrian crashes in 2021 occurred between 6pm and
midnight and another 19% occurred between noon and 6pm. When combined, the largest proportion of the
fatal and personal injury pedestrian crashes (39%) occurred between noon and 6pm, while 33% occurred
between 6pm and midnight.
Analyses by Region and County
New York City is a particular concern for New York’s
pedestrian safety program. In 2021, 39% of the state’s
pedestrian fatalities and 71% of the pedestrians
injured were the result of crashes in New York City. In
comparison, 35% of the fatalities and 20% of the
injuries occurred in the Upstate region and 26% of the
fatalities and 9% of the injuries occurred on Long
Island.
When compared with the proportion of the state’s
population that reside in the three regions, the New
York City region is considerably overrepresented in
pedestrians injured (43% of the population vs. 71% of
the pedestrians injured); the Long Island region is
overrepresented in pedestrian fatalities (15% of the
population vs. 25% of the fatalities).
To further identify the areas of the state where
changes have occurred, additional analyses were
conducted on the changes in the numbers of
pedestrians killed or injured between 2020 and 2021.
As the table shows, statewide, there was a 17.1%
increase in the number of pedestrians killed or injured
in 2021, compared to the previous year. Such changes
were present in all three regions. New York City
PEDESTRIANS KILLED OR INJURED BY REGION
AND TOP COUNTIES: 2020-2021
2020
2021
% Change
2020-2021
NEW YORK STATE
10,908
12,780
17.1%
REGION
Upstate
2,267
2,594
14.4%
New York City
7,677
8,959
16.7%
Long Island
964
1,227
27.3%
COUNTY
Kings
2,602
3,055
17.4%
Queens
1,796
2,052
14.3%
Bronx
1,598
1,815
13.6%
New York
1,421
1,781
25.3%
Nassau
583
772
32.4%
Source: NYS AIS/ TSSR
7%
21%
39%
33%
PEDESTRIAN FATAL & PI CRASHES
TIME OF DAY: 2021
Mid-6am
6am-Noon
Noon-6pm
6pm-Mid
Source: NYS AIS / TSSR
20%
13%
19.3%
48%
PEDESTRIAN FATAL CRASHES
TIME OF DAY: 2021
Mid-6am
6am-Noon
Noon-6pm
6pm-Mid
Source: NYS AIS / TSSR
35%
39%
26%
20%
71%
9%
43% 43%
15%
Upstate NYC Long Island
0%
20%
40%
60%
80%
PEDESTRIANS KILLED OR INJURED
COMPARED TO POPULATION
BY REGION: 2021
Fatalities Injuries Population
Sources: FARS, NYS AIS/TSSR and U.S. Census Bureau
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 86
experienced an increase of 16.7% in pedestrians killed or injured. The Long Island region saw an increase of
27.3%, and the Upstate region saw an increase of 14.4%.
The five counties listed in the table have consistently ranked among those with the highest numbers of
pedestrians killed or injured in crashes. In 2021, more pedestrians were killed or injured in Kings County than
in the entire Upstate region (3,055 vs. 2,594); this was also the case in 2020. Between 2020 and 2021, the
number of pedestrians killed or injured increased by 25% in New York County and by 32% in Nassau County.
New York City
Between 2017 and 2021, the proportion of the state’s
pedestrian fatalities that occurred in New York City
fluctuated from a high of 43% in 2019 to a low of 39% in
2017, 2020 and 2021.
Improving pedestrian safety in New York City is a priority
for both the NYC DOT and the New York City Police
Department, which have undertaken a number of
activities coinciding with the City’s Vision Zero initiative.
After reaching a 5-year low of 89 in 2020, the number of
pedestrian fatalities in New York City increased by 29% to
115 in 2021. The number of pedestrians injured in New
York City increased by 17% from 7,580 to 8,840 over the
same period.
Analyses by Age
Analyses were also conducted to determine the ages
of the pedestrians killed or injured in crashes with a
motor vehicle. In 2021, pedestrians 14-24 and 25-34
years of age accounted for 17% and 20%,
respectively, of the pedestrians killed or injured.
The proportion of pedestrians killed or injured
generally declined with each subsequent age group.
11,234
11,298
11,290
7,580
8,840
2017 2018 2019 2020 2021
0
4,000
8,000
12,000
PEDESTRIANS INJURED
IN NEW YORK CITY
Source: NYS AIS / TSSR
8%
17%
20%
15%
14% 14%
8%
4%
0%
5%
10%
15%
20%
25%
< 14 14-24 25-34 35-44 45-54 55-64 65-74 75+
PEDESTRIANS KILLED OR INJURED IN
CRASHES BY AGE: 2021
Source: NYS AIS / TSSR
39%
42%
43%
39%
39%
246
268
274
229
293
0
200
400
600
2017 2018 2019 2020 2021
PEDESTRIAN FATALITES IN NYC AS A
PROPORTION OF TOTAL PEDESTRIAN
FATALITIES
Total Pedestrian Fatalities
Pedestrian Fatalities in NYC
Source: FARS
95
113
118
89
115
2017 2018 2019 2020 2021
0
50
100
150
200
PEDESTRIAN FATALITIES
IN NEW YORK CITY
Source: FARS
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 87
When population figures were used to
normalize the pedestrian fatality and injury data
for each age group, the 25-34 age group had the
highest rate of pedestrians killed or injured in
2021 (9.0/10,000 population), followed by the
14-24 age group (8.8/10,000 population). The
number of pedestrians killed or injured per
10,000 population generally declined with each
subsequent age group.
BICYCLE SAFETY
According to NHTSA’s early estimates of traffic fatalities, projected fatalities among pedal cyclists nationwide
increased 8% from 2012 to the first half of 2022 (Report No. DOT HS 813 405). The 5-year moving average for
bicyclists killed in crashes in New York State increased from 44 in 2020 to 45.4 in 2021. During the same time
period, the 5-year moving average number of bicyclists injured in crashes increased from 5,944.6 to 6,118.8.
NYS Accident Information System (AIS) data show that the top contributing factors to bicycle crashes continue
to be Driver Inattention/Distraction and Failure to Yield Right of Way. The third most frequently cited factor in
crashes involving bicycles is Bicyclist Error/Confusion. New York’s laws related to sharing the road with
bicyclists may not be well understood, indicating that there is an ongoing need for public education and
outreach in this area. In addition, the incidence of driver distraction may be worsening due to the increased
use of and reliance on smart phones and other electronics resulting in more bicyclists being struck. There is
also a greater use of e-bicycles and e-scooters, especially in New York City. Outside of New York City, bicycle
safety enforcement is not routinely conducted.
Analyses by Region
New York City is also an area of concern for bicycle
crashes. In 2021, 77% of the bicyclists killed and
injured in crashes involving motor vehicles occurred in
New York City compared to 14% in the Upstate region
and 9% on Long Island. When compared with the
proportion of the state’s population within each region,
New York City is overrepresented in bicyclist fatalities
and injuries (77% vs. 43% of the population). Based on
the population in each region, in 2021, there were 6.4
bicyclist fatalities and injuries per 10,000 population in
New York City, 2.2 per 10,000 population on Long
Island and 1.2 per 10,000 population in the Upstate
region.
As shown in the following table, statewide there was a 16.9% increase in bicyclists killed or injured between
2020 and 2021. This increase was driven by New York City (27%). Long Island had an increase of 2% and the
Upstate region had a decrease of 12% during the same time period.
2.7
8.8
9.0
7.1
6.9
6.4
5.1
3.9
0.0
2.0
4.0
6.0
8.0
10.0
12.0
< 14 14-24 25-34 35-44 45-54 55-64 65-74 75+
PEDESTRIANS KILLED OR INJURED
PER 10,000 POPULATION
BY AGE: 2021
Sources: NYS AIS / TSSR and U.S. Census
14%
77%
9%
43% 43%
15%
Upstate NYC Long Island
0%
20%
40%
60%
80%
100%
BICYCLIST FATALITIES & INJURIES
COMPARED TO POPULATION
BY REGION: 2021
Fatalities & Injuries Population
Sources: NYS AIS /TSSR and U.S. Census
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 88
The counties listed in the table have consistently
ranked among those with the highest numbers of
bicyclists killed or injured in crashes.
Among the top six high-risk counties, New York County
had the greatest increase (30%) in bicyclist fatalities
and injuries between 2020 and 2021, followed by Kings
(28%) and Queens and Bronx, each at 24%.
Analyses by Day of Week and Time of Day
Fatal and personal injury bicycle crashes in 2021 were
most likely to occur on Tuesday through Saturday
(15%) and least likely to occur on Sunday (12%). 43%
of the fatal and personal injury bicycle crashes
occurred between noon and 6pm, while 33% occurred
between 6pm and midnight.
Analyses by Age
Analyses were also conducted to determine
the ages of the bicyclists killed or injured in
crashes with a motor vehicle. In 2021,
bicyclists in the 14-24 and 25-34 age groups
made up the largest proportions of those
killed or injured in crashes (26% and 27%
each). Bicyclist fatalities and injuries declined
with each subsequent age group.
BICYCLISTS KILLED OR INJURED BY REGION AND
TOP COUNTIES: 2020-2021
2020
2021
% Change
2020-2021
NEW YORK STATE
6,087
7,116
16.9%
REGION
Upstate
1,175
1,029
-12.4%
New York City
4,294
5,455
27.0%
Long Island
618
632
2.3%
COUNTY
Kings
1,650
2,118
28.4%
New York
1,052
1,365
29.8%
Queens
901
1,114
23.6%
Bronx
620
769
24.0%
Nassau
322
346
7.5%
Suffolk
296
286
-3.4%
Source: NYS AIS / TSSR
15%
15%
15%
15%
15%
13%
12%
0% 5% 10% 15% 20%
Saturday
Friday
Thursday
Wednesday
Tuesday
Monday
Sunday
BICYCLE FATAL & PI CRASHES BY
DAY OF WEEK: 2021
Source: NYS AIS / TSSR
6%
18%
43%
33%
BICYCLE FATAL & PI CRASHES
TIME OF DAY: 2021
Mid-6am
6am-Noon
Noon-6pm
6pm-Mid
Source: NYS AIS / TSSR
5%
26%
27%
18%
11%
9%
3%
1%
0%
10%
20%
30%
< 14 14-24 25-34 35-44 45-54 55-64 65-74 75+
BICYCLISTS KILLED OR INJURED IN CRASHES
BY AGE: 2021
Source: NYS AISSource: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 89
Countermeasure Strategies
Using a data-driven approach, New York has identified a comprehensive set of strategies that collectively will
enable the state to reach the performance targets for the Non-motorized (Pedestrians and Bicyclists) program
area.
Strategy PS-1 Education, Communication and Outreach
Public Awareness of Pedestrian & Bicycle Safety
Efforts to heighten the awareness of the motoring public to the behaviors and
vulnerabilities of pedestrians, bicyclists and other wheel-sport participants and
the dangers motorist traffic violations, such as distracted driving and failure to
yield the right-of-way, pose to these groups will be funded under this activity.
These projects may include public awareness campaigns, safety presentations,
development of online resources and video content, delivery of public service
announcements, and the distribution of informational materials that promote
messages such as “See! Be Seen!”, “Respect”, “Share the Road” and “Coexist”,
to encourage compliance with traffic laws relating to pedestrians, bicyclists, in-
line skaters, scooter riders and skateboarders.
Training, Workshops and Symposia on Pedestrian & Bicycle Safety
Workshops, symposia and training programs that educate
participants on pedestrian and bicycle safety issues and relevant
traffic laws will be considered for funding. Programs such as the
Walk-Bike NY symposia provide an opportunity for pedestrian and
bicycle safety advocates from non-profit organizations, as well as
representatives from federal, state and local agencies, to share
ideas and work together on coordinated approaches that will
improve pedestrian and bicycle safety. Other examples include
training programs that educate law enforcement on pedestrian and
bicycle safety laws and enforcement strategies, as well as programs
presented jointly by partner agencies and organizations.
Strategy
PS-1 Education, Communication and Outreach
Problem
addressed
Pedestrians accounted for 27% of New York’s total fatalities in 2021;
Top contributing factors for motorists involved in crashes with pedestrians were Driver
Inattention/Distraction, Failure to Yield and Pedestrian/Bicyclist/Other Pedestrian
Error/Confusion;
29% of crashes occur when the pedestrian is crossing with the signal, indicating unsafe
behavior by the motorist
Countermeasure
s & justification
Communication Program, Outreach Program (Uniform Guidelines, Pedestrian and
Bicycle Safety,
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/PedBikeSafety.htm)
; public awareness campaigns and other educational efforts to promote safe behaviors
on the part of motorists and non-motorized highway users are expected to lead to
reductions in injuries and fatalities among these vulnerable populations. Education,
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 90
communication and outreach are best practices that have proven to be successful in
improving the safety of pedestrians, bicyclists and other non-motorists.
Performance
targets
addressed
Reduce pedestrian fatalities by 1.5% from 262.0 (2017-2021 rolling average) to 258.1 by
2026.
Reduce pedestrians injured in crashes by 1.5% from 14,018.2 (2017-2021 rolling
average) to 13,807.9 by 2026.
Reduce bicyclist fatalities by 1.5% from 40.8 (2017-2021 rolling average) to 40.2 by
2026.
Reduce bicyclists injured in crashes by 1.5% from 6,118.8 (2017-2021 rolling average) to
6,027.0 by 2026.
Est. 3-year
funding
allocation
$4,350,000; BIL 402, 405g
Project
considerations
Public awareness campaigns, public service announcements, distribution of
informational materials;
Sociodemographic data;
Location;
Partnerships;
Affected communities
Uniform
guidelines
(C) improve pedestrian performance and bicycle safety
Strategy PS-2 Community-Based Programs in Pedestrian and Bicycle Safety
Local Pedestrian & Bicycle Safety Education Programs
Community-based organizations that provide law-based educational programs that focus on pedestrian safety
or bicycle safety or include activities addressing both pedestrians and bicyclists will be considered for funding
under this activity. Local agencies and community organizations eligible for funding include police
departments, public health agencies, transportation agencies, medical facilities,
community outreach centers and children’s safety education groups.
As the data show, the highest numbers of pedestrian fatalities and injuries occur
downstate in New York City. Long Island and the major cities along the NYS Thruway
corridor in upstate New York are also overrepresented in pedestrian fatalities. Law-
based educational programs in those areas will continue to be emphasized for
funding. Pedestrian safety programs in communities outside New York City that are
identified as “focus communities” in the state’s PSAP will also be considered for
funding, as well as communities in other areas that can demonstrate through data
that they have a pedestrian safety problem that needs to be addressed.
Law-based pedestrian safety programs and educational interventions focusing on
different age groups may be delivered at schools, senior citizen centers, community
centers, hospitals, public events, crash-prone intersections (ambassador program) and in conjunction with law
enforcement, other local agencies and organizations. Programs that teach children about the laws related to
pedestrian safety and safe pedestrian crossing skills will be supported. Funding will also be provided for
coordinated projects delivered at the local level, such as national “Walk to School Day” campaign and the
Walking School Bus, which is a program that is intended to make walking to school safe, fun and convenient.
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 91
Bicycle safety programs in downstate communities and in other areas
of the state where the data show that bicyclists are at risk will also
qualify for funding through this planned activity. Examples of
educational programs and activities to increase knowledge of bicycle
laws and improve bicycle safety include bicycle rodeos and other
programs that teach children bicycle riding skills and the importance
of wearing a bike helmet.
Agencies and groups that work together to plan and organize
community events such as the “National Bike to School Day”
programs are also eligible for funding. Support will also be provided for programs conducted by statewide
coalitions such as the New York Bicycling Coalition, which has developed awareness programs for the public
and law enforcement to help make bicycling safer for children and adults.
Strategy
PS-2 Community-Based Programs in Pedestrian and Bicycle Safety
Problem addressed
The greatest numbers of pedestrian fatalities and injuries and bicyclist fatalities
and injuries occur in New York City, followed by the Upstate Region;
Pedestrians accounted for 27% of New York’s total fatalities in 2021;
Many communities have demonstrated through data that they have pedestrian or
bicycle safety problems
Countermeasures &
justification
CTW 3 or more stars: School-Age Children: Elementary-Age Child Pedestrian
Training, Safe Routes to School, Walking School Buses; Conspicuity Enhancement
for Pedestrians; Active Lighting and Rider Conspicuity;
Programs focusing on different age groups such as children or senior citizens are
expected to improve safety;
Coordinated programs delivered at the local level, such as National Walk to School
Day and National Bike to School Day, have been shown to be effective.
Performance targets
addressed
Reduce pedestrian fatalities by 1.5% from 262.0 (2017-2021 rolling average) to
258.1 by 2026.
Reduce pedestrians injured in crashes by 1.5% from 14,018.2 (2017-2021 rolling
average) to 13,807.9 by 2026.
Reduce bicyclist fatalities by 1.5% from 40.8 (2017-2021 rolling average) to 40.2
by 2026.
Reduce bicyclists injured in crashes by 1.5% from 6,118.8 (2017-2021 rolling
average) to 6,027.0 by 2026.
Est. 3-year funding
allocation
$4,500,000; BIL 402, 405g
Project considerations
Community-based programs, national programs delivered locally;
Sociodemographic data;
Populations most at risk;
Location;
Affected communities
Uniform guidelines
(C) improve pedestrian performance and bicycle safety
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 92
Strategy PS-3 Cooperative Approaches to Improving Pedestrian and Bicycle Safety
Collaborative Approaches to Improving Pedestrian & Bicycle Safety
State and local agencies may receive funding for cooperative approaches to develop and implement
pedestrian and bicycle safety programs. These cooperative efforts may bring together partners from a variety
of disciplines and perspectives to review the data, identify high-risk areas and develop effective
countermeasures. Examples include the formation of state and local partnerships to address pedestrian
safety issues at high-risk corridors through a combination of education, enforcement and engineering
solutions. Previous corridor projects supported by GTSC have included Niagara Falls Blvd. in the towns of
Tonawanda and Amherst, State Routes 59 and 45 in the Village of Spring Valley, Hempstead Turnpike on Long
Island, State Route 5 in Albany and Schenectady counties and State Route 7 in Troy. These projects are chosen
through a data-driven process that may include a special Walk-Bike assessment.
Strategy
PS-3 Cooperative Approaches to Improving Pedestrian and Bicycle Safety
Problem addressed
The greatest numbers of pedestrian fatalities and injuries and bicyclist fatalities
and injuries occur in New York City, followed by the Upstate Region;
Pedestrians accounted for 27% of New York’s total fatalities in 2021;
Many communities have demonstrated through data that they have pedestrian or
bicycle safety problems
Countermeasures &
justification
CTW 3 or more stars: School-Age Children: Elementary-Age Child Pedestrian
Training, Safe Routes to School, Walking School Buses; Conspicuity Enhancement
for Pedestrians; Active Lighting and Rider Conspicuity;
Comprehensive and redundant solutions that encompass enforcement, education
and engineering are expected to improve safety
Performance targets
addressed
Reduce pedestrian fatalities by 1.5% from 262.0 (2017-2021 rolling average) to
258.1 by 2026.
Reduce pedestrians injured in crashes by 1.5% from 14,018.2 (2017-2021 rolling
average) to 13,807.9 by 2026.
Reduce bicyclist fatalities by 1.5% from 40.8 (2017-2021 rolling average) to 40.2
by 2026.
Reduce bicyclists injured in crashes by 1.5% from 6,118.8 (2017-2021 rolling
average) to 6,027.0 by 2026.
Est. 3-year funding
allocation
$1,800,000; BIL 402
Project considerations
Cooperative programs that bring together partners from various disciplines and
perspectives;
Sociodemographic data;
Populations most at risk;
Partnerships;
Location;
Affected communities
Uniform guidelines
(C) improve pedestrian performance and bicycle safety
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 93
Strategy PS-4 Enforcement of Traffic Violations
Enforcement (Enforcement Efforts to Improve Pedestrian Safety)
Jurisdictions identified as having high numbers of pedestrian crashes,
injuries and fatalities will be eligible for funding to conduct high-
visibility pedestrian safety education/engagement and enforcement
campaigns. Using a data-driven approach, awareness and
enforcement efforts that focus on traffic violations by both
pedestrians and motorists will be conducted at locations identified
by the jurisdiction as having high volumes of pedestrian traffic and
pose a high risk for pedestrian and motor vehicle crashes. Identified
law enforcement agencies will be asked to participate in the state’s
two-week pedestrian safety enforcement mobilization, Operation
See! Be Seen! During this period, emphasis will be on engaging the
public, educating on pedestrian safety laws, and issuing warning
citations and tickets as appropriate.
Strategy
PS-4 Enforcement of Traffic Violations
Problem addressed
Pedestrians accounted for 27% of New York’s total fatalities in 2021;
Top contributing factors for motorists involved in crashes with pedestrians were
Driver Inattention/Distraction, Failure to Yield and Pedestrian/Bicyclist/Other
Pedestrian Error/Confusion;
29% of F & PI pedestrian crashes in 2021 occurred when the pedestrian was
crossing with the signal, and 20% occurred when the pedestrian was crossing
where there was no signal or crosswalk
Countermeasures &
justification
CTW 3 or more stars: Pedestrian Safety Zones; Enforcement Strategies;
Comprehensive and redundant solutions that encompass enforcement, education
and engineering are expected to improve safety
Performance targets
addressed
Reduce pedestrian fatalities by 1.5% from 262.0 (2017-2021 rolling average) to
258.1 by 2026.
Reduce pedestrians injured in crashes by 1.5% from 14,018.2 (2017-2021 rolling
average) to 13,807.9 by 2026.
Est. 3-year funding
allocation
$1,650,000; BIL 402, 405g
Project considerations
Sociodemographic data;
Unsafe behaviors by both motorists and pedestrians;
Location;
Affected communities
Uniform guidelines
(C) improve pedestrian performance and bicycle safety
Strategy PS-5 Research, Evaluation and Analytical Support for New York’s Performance-Based Non-
motorized (Pedestrians and Bicyclists) Program
Research on Pedestrian & Bicycle Safety
Research and evaluation efforts undertaken to identify trends and potential new problem areas in pedestrian
and bicycle safety, assist in defining future program directions and potential countermeasures, and assess
program effectiveness will be eligible for funding.
2024-2026 Triennial Highway Safety Plan Non-Motorized (Pedestrians & Bicyclists)…Page 94
Strategy
PS-5 Research, Evaluation & Analytical Support for New York’s Performance-Based
Non-motorized (Pedestrians and Bicyclists) Program
Problem
addressed
The data-driven, performance-based approach to reducing crashes, fatalities and
injuries involving pedestrians and bicyclists requires access to the appropriate data, as
well as technical capabilities to analyze and interpret the results;
Support is needed for interagency and interdisciplinary efforts to provide input from
partners with different perspectives to assist in finding effective solutions
Countermeasure
s & justification
Evaluation Program (Uniform Guidelines, Pedestrian and Bicycle Safety
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/PedBikeSafety.htm)
; education, enforcement and engineering measures must be targeted to geographic
areas and audiences where significant portions of the pedestrian/ bicyclist crash
problems exist;
These locations and audiences must be identified accurately through analysis of the
crash data
Performance
targets
addressed
Reduce pedestrian fatalities by 1.5% from 262.0 (2017-2021 rolling average) to 258.1 by
2026.
Reduce pedestrians injured in crashes by 1.5% from 14,018.2 (2017-2021 rolling
average) to 13,807.9 by 2026.
Reduce bicyclist fatalities by 1.5% from 40.8 (2017-2021 rolling average) to 40.2 by
2026.
Reduce bicyclists injured in crashes by 1.5% from 6,118.8 (2017-2021 rolling average) to
6,027.0 by 2026.
Est. 3-year
funding
allocation
$450,000; BIL 402
Project
considerations
Access to data and capabilities to analyze and interpret results;
Input from partners of various disciplines with different perspectives;
Sociodemographic data;
Location
Uniform
guidelines
(C) improve pedestrian performance and bicycle safety
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 95
OCCUPANT PROTECTION
Overview
New York’s Occupant Protection Program is built on a foundation of strong
laws. In 1977, Tennessee became the first state to pass a child restraint law.
Dr. Robert Sanders, the Murfreesboro pediatrician known as “Dr. Seat Belt,”
played an extraordinary role in the passage of Tennessee’s Child Passenger
Protection Act. In 1984, New York passed the nation’s first seat belt law; the
law allowed for primary enforcement and covered all front seat passengers and
children up to ten years of age riding in the back seat. In 2000, New York’s law
was amended to extend mandatory use to all children under age 16 in any
seating position. New York has been progressive in passing legislation that requires the use of child restraint
systems that are appropriate for the child’s height, weight, age and developmental ability. Effective November
24, 2009, New York’s “Booster Seat Law” requires children up to the age of eight to be restrained in an
appropriate child restraint system. Effective November 1, 2019, children under age two must ride in a rear-
facing car seat.
Legislation enacted April 17, 2020, relates to the requirement that passengers ages eight to 15 riding in taxis or
liveries must use a seat belt. The law states that a summons for a violation of this requirement may only be
issued to the parent or guardian of the child and only if the violation occurs in their presence and they are 18
years of age or older. A summons may not be issued to the child. Finally, new legislation effective November
1, 2020, extends coverage of the state’s seat belt law to all occupants of motor vehicles, including any person
operating or riding in a taxi or livery, but excluding taxi and livery passengers younger than age eight.
Since the establishment of the Buckle Up New York (BUNY) program in the late 1990s, compliance with the
state’s occupant restraint laws has been supported primarily by high-visibility enforcement efforts. New York
joined the national Click It or Ticket (CIOT) campaign in 2002 and consistently participated in the highly
effective national seat belt enforcement mobilizations through 2019. Under the waiver issued by NHTSA
pursuant to the emergency authority granted under the CARES Act, New York did not conduct a statewide
high-visibility seat belt enforcement mobilization in the 2020 fiscal year. New York resumed participating in
the national CIOT seat belt mobilizations in November 2020.
Because of New York’s continued commitment to high-visibility enforcement of the state’s seat belt laws, a
statewide seat belt use rate of 90% or higher has been sustained since 2010; in 2019, the seat belt use rate
reached 94.22%, the highest compliance since the law was enacted in 1984. Because NHTSA also waived the
requirement to conduct a statewide seat belt observation survey in FFY 2020, New York conducted its next
seat belt survey in June 2021, consistent with the schedule of previous surveys. The observed seat belt use
rate in 2021 was 93.24%. In 2022, this rate fell further to 91.90%.
Improving the safety of children riding in motor vehicles also continues to be a major objective of New York’s
Occupant Protection Program. With support from GTSC’s Child Passenger Safety (CPS) mini-grant program, a
variety of efforts are undertaken to increase awareness and educate parents and other caregivers on the best
way to protect young passengers riding in motor vehicles. Each year, GTSC supports approximately 160 local
programs that provide education and instruction in the safe transportation of children and ensures that
sufficient numbers of trained and certified CPS technicians are available to provide these services. In FFY 2024-
2026, GTSC will continue to promote outreach efforts to ensure that the state’s underserved populations and
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 96
residents in all geographic areas have access to the information and services they need.
GTSC plays the central role in the promotion and coordination of multiple components of New York’s Occupant
Protection Program. The funds and other resources GTSC invests to increase the use of occupant restraints are
complemented by a number of other federal, state, local and private sector activities. While a real dollar
amount cannot be accurately estimated for the contributions of each of the partners involved in increasing
compliance with the seat belt law and improving the safety of children riding in vehicles, the most significant
sources of funding, programming and in-kind support that assist in achieving the performance goals
established in the HSP include the following: NYS Association of Traffic Safety Boards; New York’s Certified CPS
Technicians; New York State Police; New York State Park Police; local police, fire departments and EMS;
hospitals and clinics; County Health Departments; County Traffic Safety Boards and Safe Kids Worldwide.
Performance Report
Performance Measure: C-4 Number of Unrestrained Passenger Vehicle Occupant Traffic Fatalities
(FARS)
Progress: Not Met
Based on the most recent FARS data, the five-year
average number of unrestrained passenger vehicle
occupants killed in crashes rose from 160.0 in 2019 to
166.8 in 2021, making it unlikely that the target of 159.0
set for 2019-2023 will be reached.
Performance Measure: B-1 Observed Seat Belt Use by Front Seat Occupants in Passenger Vehicles
(State Survey)
Progress: Not Met
Performance Report
New York’s front-seat seat belt use rate has been at 90%
or above since 2010. Because NHTSA waived the annual
survey requirement due to the COVID-19 pandemic, no
seat belt observation survey was conducted in New York
in 2020.
In 2021, the annual seat belt use rate fell slightly to
93.24%, and in 2022 the rate fell further to 91.90%. This
indicates that it will be difficult to reach the annual target of 93.98% set for 2023.
92.93%
94.22%
93.24%
91.90%
70.00%
80.00%
90.00%
100.00%
2018 2019 2020 2021 2022
OBSERVED SEAT BELT USE
Annual Rate
Source: NYS Seat Belt Observation Surveys
172
154
150
174
184
167.4
161.0
160.0
160.2
166.8
0
50
100
150
200
2017 2018 2019 2020 2021
UNRESTRAINED PASSENGER VEHICLE
OCCUPANT TRAFFIC FATALITIES
Fatalities 5 Yr Moving Avg
Source: FARS
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 97
These are the countermeasure strategies in the Occupant Protection program that contributed towards
meeting/improving the performance targets:
Strategy OP-1: Seat Belt Enforcement
Strategy OP-2: Communications and Outreach
Strategy OP-3: Child Passenger Safety Communications and Outreach
Strategy OP-4: Car Seat Fitting Stations
Strategy OP-5: Car Seat Check Events
Strategy OP-6: Recruitment and Training of Child Passenger Safety Technicians
Strategy OP-7: Car Seat Education & Distribution Programs
Strategy OP-8: Research, Evaluation and Analytical Support for New York’s Performance-Based Occupant
Protection Program
Problem Identification
Additional data analyses were conducted to assist GTSC in setting priorities for the Occupant Protection
program area and selecting data-driven countermeasure strategies and planned activities that will enable the
state to achieve its performance goals. The key findings from the problem identification component are
presented in this section.
Analyses of Reported Restraint Use in Crashes
Analyses based on the state’s AIS crash data
accessed through the Traffic Safety Statistical
Repository (TSSR) provide additional information to
consider in planning effective programs. Although
reported restraint use in crashes is considered less
reliable than observed use, the reported use rate in
crashes is consistent with the rate of use observed in
traffic during New York’s statewide surveys.
Over the three-year period 2019-2021, 88%-90% of
the front seat occupants killed or injured in crashes
in New York State were reported to be restrained,
compared to 93%-94% of front seat occupants
observed in traffic. 3%-4% were reported to be
unrestrained.
The proportion of young children who were reported to be unrestrained was also low; 4% of the 1,356 children
under five years of age killed or injured in crashes in 2020 were not restrained, while 4% of the 1,647 children
under five killed or injured in 2021 were unrestrained. Four percent of the children under age five who were
killed or injured while riding in the front seat of the vehicle in 2020 were unrestrained, as were 4% riding in the
back seat. The proportions in 2021 were 13% for those riding in the front seat while those in the back seat
decreased to 3%.
90%
89%
88%
3%
4%
4%
7%
7%
8%
0%
20%
40%
60%
80%
100%
2019 2020 2021
RESTRAINT USE OF FRONT SEAT OCCUPANTS
KILLED OR INJURED IN CRASHES*
Restraint Used Unrestrained Unknown
*Police-reported Crashes
Source: NYS AIS / TSSR
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 98
Unrestrained Occupants in Total, Alcohol-Related and Speed-Related Crashes
To aid in developing effective strategies to
increase seat belt use, further analyses
were conducted to identify the
characteristics of the relatively small group
of drivers and occupants who do not
comply with the law. Based on analyses of
restraint use in specific types of crashes, it
was determined that occupants who are
killed or injured are more likely to be
unrestrained when alcohol or speed is
involved in the crash.
Over the three-year period 2019-2021, the
proportion of all occupants killed or injured
in alcohol-related crashes who were unrestrained increased from 12% in 2019 to 14% in 2020 to 15% in 2021.
The proportion of occupants killed or injured in speed-related crashes who were not using a safety restraint
also increased, from 7% in 2019 to 9% in 2020 and then decreased to 8% in 2021. In comparison, the
proportion of unrestrained occupants killed or injured in all crashes remained steady at 5%.
Analyses by Region and County
In 2021, 69% of the unrestrained motor vehicle occupants killed were the result of crashes in the Upstate
region, and 45% of the unrestrained motor vehicle occupants killed or injured were involved in crashes in New
York City. 18% of the unrestrained motor vehicle occupants killed were involved in crashes in Long Island.
When compared with the proportions of the state’s
population that reside in the three regions, the Upstate
region is considerably overrepresented in unrestrained
motor vehicle occupant fatalities (43% of the population
vs. 69% of the fatalities). The combined proportions of
unrestrained occupants killed or injured in crashes were
much more consistent with the population in each of the
regions.
In 2021, the counties with the highest numbers of
unrestrained occupant fatalities were Suffolk (29), Erie
(13), Monroe (10) and Bronx, Kings, Nassau, Kings, and
Sullivan, all with 8.
5%
5%
5%
12%
14%
15%
7%
9%
8%
0%
5%
10%
15%
20%
2019 2020 2021
UNRESTRAINED OCCUPANTS KILLED OR INJURED IN
TOTAL CRASHES, ALCOHOL-RELATED CRASHES
AND SPEED-RELATED CRASHES*
Total Crashes Alcohol-Related Crashes Speed-Related Crashes
*Includes front and back seat occupants in police-reported crashes
Source: NYS AIS / TSSR
69%
13%
18%
43%
45%
12%
43% 43%
15%
Upstate NYC Long Island
0%
20%
40%
60%
80%
UNRESTRAINED MV OCCUPANTS
KILLED OR INJURED COMPARED TO
POPULATION BY REGION: 2021
Killed Killed or Injured Population
Sources: NYS AIS/TSSR and U.S. Census Bureau
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 99
Analyses of Seat Belt Use by Day
of Week
In 2021, the proportions of
unrestrained motor vehicle
occupants killed in crashes by day
of week ranged from 9% (Tuesday)
to 24% (Saturday). The
proportions of unrestrained motor
vehicle occupants killed or injured
in crashes were lowest on
Monday, Tuesday and Thursday at
13% and highest on Saturday
(17%).
Analyses of Seat Belt Use: Day vs. Night
Reported restraint use in crashes is consistently higher
during the day (7 am-6:59 pm) than at night (7 pm-6:59
am).
Over the three-year period 2019-2021, 5%-6% of the front
seat occupants killed or injured in crashes at night were
not using a safety restraint compared to 2%-3% during the
day.
Analyses of Seat Belt Use by Gender
Differences in restraint use by gender were also found
among front seat occupants who were killed or injured
in crashes. According to police-reported restraint use
in crashes, unrestrained front seat occupants who
were killed in crashes in 2021 were almost four times
as likely to be male (79% vs. 21%); among the
unrestrained front seat occupants who were killed or
injured in 2021, 68% were male and 33% were female.
The Driver Behavior Survey conducted online in 2022
revealed little or no differences in reported restraint
use by gender. More women than men reported that
they “regularly” wear a seat belt in the front seat (94%
for men and 98% for women).
79%
68%
21%
33%
0%
20%
40%
60%
80%
100%
Killed Killed or Injured
GENDER OF UNRESTRAINED FRONT SEAT
OCCUPANTS KILLED OR INJURED IN
CRASHES: 2021
Male Female
Source: NYS AIS
17%
15%
13%
14%
13%
13%
15%
24%
18%
11%
11%
9%
13%
14%
0% 10% 20% 30%
Saturday
Friday
Thursday
Wednesday
Tuesday
Monday
Sunday
UNRESTRAINED MV OCCUPANTS KILLED & INJURED BY
DAY OF WEEK: 2021
Killed Killed or Injured
Source: NYS AIS / TSSR
2%
3% 3%
5%
6%
6%
0%
5%
10%
2019 2020 2021
UNRESTRAINED FRONT SEAT
OCCUPANTS KILLED OR INJURED IN
CRASHES:
DAY VERSUS NIGHT
Day (7 am-6:59 pm) Night (7 pm-6:59 am)
Source: NYS AIS
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 100
Analyses by Age
The unrestrained
occupants who were
killed in crashes in 2021
were most likely to be
21-29 years of age (28%),
followed by the 30-39
age group (20%). When
the unrestrained
occupants who were
injured are combined
with those killed, the
largest proportion was
also in the 21-29 age
group (27%), followed by
the 30-39 age group (22%).
In the most recent Driver Behavior
Survey conducted in 2022, self-
reported front seat restraint use was
slightly higher in the older age groups;
98%-99% of the drivers ages 35+
reported that they “regularly” or
“fairly often” buckle up in the front
seat. Reported back seat belt use
showed more variation among the age
groups. 50% of those age 35-44
reported that they “regularly” or
“fairly often” buckle up as back-seat
passengers, compared to 67% of 16-
20-year-olds.
Analyses by Seating Position
The table below shows that between 2020 and
2021 motor vehicle occupant fatalities
increased from 550 to 577 (5%), and
unrestrained motor vehicle occupant fatalities
decreased 1%, from 209 to 207. In each of the
three years, 37%-38% of the occupants who
were killed were unrestrained. Between 2020
and 2021, the proportion of unrestrained
occupants killed who were riding in the front
seat increased from 74% to 87%, while the
proportion of those killed who were riding in
the back seat decreased from 22% to 14%. As of
November 1, 2020, all occupants in the back
seat are required to wear seat belts.
UNRESTRAINED MV OCCUPANTS KILLED IN CRASHES BY
SEATING POSITION: 2019-2021
2019
2020
2021
MV Occupants Killed
470
550
577
Unrestrained
172
209
207
% of Killed
36.6%
38.0%
35.9%
Front Seat
138
155
179
% in Front Seat
80.2%
74.2%
86.5%
Back Seat
33
45
28
% in Back Seat
19.2%
21.5%
13.5%
Back Seat, Age 16+
26
42
25
% in Back Seat, 16+
78.8%
93.3%
89.3%
Unknown Seat Position
1
9
0
Source: NYS AIS/TSSR
1%
13%
28%
20%
12%
13%
7%
6%
7%
12%
27%
22%
13%
10%
6%
4%
0%
5%
10%
15%
20%
25%
30%
<16 16-20 21-29 30-39 40-49 50-59 60-69 70+
AGE OF UNRESTRAINED MV OCCUPANTS
KILLED OR INJURED IN CRASHES: 2021
Killed Killed or Injured
Source: NYS AIS / TSSR
96%
93%
96%
98%
99% 99%
98%
67%
61%
63%
50%
60%
59% 59%
40%
50%
60%
70%
80%
90%
100%
16-20 21-24 25-34 35-44 45-54 55-64 65+
Front Seat Back Seat
PERSONS WHO "REGULARLY" OR "FAIRLY OFTEN" WEAR A SEAT
BELT IN A VEHICLE BY AGE GROUP: 2022
Source: 2022 Driver Behavior Survey
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 101
Analyses of Tickets
The number of seat belt tickets issued increased in 2021. Compared to 2020 when 87,527 tickets were issued
for seat belt violations, 101,643 tickets were issued in 2021, an increase of 16%. In each of the years 2017-
2021, seat belt tickets consistently made up approximately 4% of all tickets issued.
In 2021, 47% of the tickets for seat belt violations were issued by the State Police; the New York City Police
Department (NYPD) issued 33%; and other local and county police agencies issued 13% and 7%, respectively.
In 2022, the proportion of survey respondents
who thought that they were “very likely” or
“likely” to get a ticket if they don’t wear a seat
belt in the front seat ranged from a high of 72%
for the 45-54 age group to a low of 54% for the
65+ age group.
Awareness of the new law requiring back-seat
passengers 16 and older to buckle up starting
November 1, 2020, was lowest among those
ages 16-20 (65%) and highest among those ages
55-64 (82%).
Countermeasure Strategies
Using a data-driven approach, New York has identified a comprehensive set of strategies that collectively will
enable the state to reach the performance targets for the Occupant Protection Program.
The increase in unrestrained vehicle occupant fatalities, together with the lower rate of observed seat belt use,
are of great concern to GTSC. The increase in fatalities is consistent with national trends seen during the
47%
7%
33%
13%
PROPORTION OF SEAT BELT TICKETS
ISSUED BY TYPE OF POLICE AGENCY:
2021
State Police County NYPD Other Local
Sources: NYS TSLED and AA Systems / TSSR
60%
71%
60%
57%
72%
61%
54%
0%
25%
50%
75%
16-20 21-24 25-34 35-44 45-54 55-64 65+
PERCEPTION THAT RESPONDENT WAS "VERY
LIKELY" OR "SOMEWHAT LIKELY" TO GET A SEAT
BELT TICKET IN THE FRONT SEAT BY AGE GROUP:
2022
Source: 2022 Driver Behavior Survey
162,076
159,906
148,270
87,527
101,643
0
100,000
200,000
2017 2018 2019 2020 2021
TICKETS ISSUED FOR VIOLATIONS OF THE
SEAT BELT LAW
Sources: NYS TSLED and AA Systems / TSSR
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 102
COVID-19 pandemic, where a surge in risky driving behaviors including failure to buckle up was associated with
an increase in fatalities, even as vehicle miles traveled decreased.
Strategy OP-1 Seat Belt Enforcement
Participation in National Click It or Ticket Mobilization
New York’s BUNY/CIOT program will continue to be the state’s primary enforcement strategy for occupant
protection. In FFY 2024-2026, the BUNY program will promote the national CIOT mobilization scheduled for
May; all police agencies receiving GTSC Police Traffic Services (PTS) grants are required to participate in the
May high-visibility enforcement campaign.
Agencies receiving grant funding are also required to:
❖ Have a mandatory seat belt use policy and conduct roll call
video training
❖ Conduct high-visibility, zero-tolerance enforcement using
checkpoints, saturation patrols and, when possible, include
nighttime enforcement and collaborative interagency efforts
❖ Focus on low-use groups based on geography, demographics
and other factors
While grant funding supports the participation of a large number of
police agencies, nearly every police agency in the state actively
supports the CIOT campaign and the annual seat belt enforcement
mobilization. New York also participates with the surrounding states
of Connecticut, Massachusetts, New Jersey, Pennsylvania and
Vermont in a cooperative “Border to Border” seat belt enforcement
effort.
Combined Enforcement
Another enforcement countermeasure that has been shown to be effective is combining seat belt
enforcement with enforcement of other traffic violations. As indicated by the data, occupants are less likely to
be restrained in crashes that involve high-risk behaviors such as speeding and impaired driving. These
combined efforts provide more opportunities to increase the perception of the risk of receiving a seat belt
ticket and can increase the overall productivity of enforcement efforts. For example, combining seat belt
enforcement with a DWI checkpoint provides an opportunity to conduct nighttime seat belt enforcement and
make more efficient use of resources. A combined enforcement approach enables agencies to conduct
sustained enforcement of seat belt use as well as other traffic violations.
Strategy
OP-1 Seat Belt Enforcement
Problem addressed
Occupants who are involved in crashes where alcohol, drugs and/or speed was a
factor were less likely to be wearing seat belts;
Front seat occupants who are killed or injured in a crash at night are more likely to
be unrestrained than those hurt in crashes during the day (6% vs. 3% in 2021)
Countermeasures &
justification
CTW 3 or more stars: Short-Term, High-Visibility Seat Belt Law Enforcement;
Integrated Nighttime Seat Belt Enforcement; Sustained Enforcement
Performance targets
addressed
Reduce unrestrained passenger vehicle occupant fatalities by 1.5% from 166.8
(2017-2021 rolling average) to 164.3 by 2026.
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 103
Increase annual observed seat belt use rate by 1.5% from 91.90% (2022) to
93.28% by 2026.
Est. 3-year funding
allocation
$6,300,000; BIL 402, 405b
Project considerations
Participation in Buckle Up New York (BUNY) enforcement program;
Participation in national CIOT mobilization;
Seasonal initiatives; State park initiatives;
Affected communities;
Locations: Affected high-risk regions and counties
Uniform guidelines
(A) (ii) to encourage the proper use of occupant protection devices (including the
use of safety belts and child restraint systems) by occupants of motor vehicles
Strategy OP-2 Communications and Outreach
PI&E Support for Enforcement Efforts
GTSC will continue to support communications, outreach and other public
information and education efforts to publicize the national high-visibility
BUNY/CIOT seat belt enforcement mobilizations. These efforts will include public
awareness and media messages that are directed at the general population in the
state and those that target specific groups such as young drivers who have been
identified as high-risk, low compliance segments of the population. These public
awareness efforts focus on publicizing the BUNY/CIOT message through the airing
of PSAs, the distribution of a statewide press release and other media efforts.
In addition to the use of media messages developed at the national
level, communication and outreach efforts based on public awareness
campaigns developed at the state level are also implemented. One
example is New York’s “Protect Your Melon” campaign which features
the celebrity spokesperson NASCAR driver Ross Chastain. Chastain was
selected as the spokesperson because of his appeal to younger drivers
who traditionally have lower seat belt compliance, especially males.
The communication and outreach activities that have been
implemented in conjunction with the campaign include the distribution of watermelons affixed with the
Protect Your Melon slogan to multiple retail outlets in the state.
Social media is now also used more extensively for communication and outreach at both local and state levels.
Education of the General Public and High-Risk Groups
Projects that include communication and outreach activities to educate the public and specific
target groups about the importance of safety restraint use will also be supported. Examples
include informational displays at popular venues such as the New York State Fair, the use of
Convincer units and rollover simulators to demonstrate to various groups the importance of
seat belt use in crashes, and special activities for young drivers such as “Battle of the Belts”
competitions. The involvement of groups such as medical personnel, educators and law
enforcement who regularly interact with the public and are in a position to assist with these
educational efforts will continue to be encouraged.
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 104
New York’s new back seat law became effective on November 1, 2020. GTSC has been promoting this new
requirement through social media posts and via billboards across the state. There is also a new seat belt TV
PSA in development that should be released soon. While in-person outreach through safe teen driver events at
education facilities was limited in the past due to the COVID protocols in place, the schools that host GTSC’s
programs provide an opportunity to discuss the universal belt law requirements with students and the
importance of buckling up, every trip, every time. This message is reinforced with the Battle of the Belts
activities. In addition, NASCAR driver Ross Chastain promotes the new law and encourages back seat belt use
with his social media posts as part of the Protect Your Melon program. Palm cards outlining the new belt use
requirements were developed and are being distributed during the BUNY in the Parks campaign. The Survivor
Advocate educational program administered by SADD incorporated this messaging into their presentations.
Strategy
OP-2 Communications and Outreach
Problem addressed
Occupants who are involved in crashes where alcohol, drugs and/or speed was a
factor were less likely to be wearing seat belts;
Front seat occupants who are killed or injured in a crash at night are more likely to
be unrestrained than those hurt in crashes during the day (6% vs. 3% in 2021)
Countermeasures &
justification
CTW 3 or more stars: Supporting Enforcement; Strategies for Low-Belt-Use
Groups
Performance targets
addressed
Reduce unrestrained passenger vehicle occupant fatalities by 1.5% from 166.8
(2017-2021 rolling average) to 164.3 by 2026.
Increase annual observed seat belt use rate by 1.5% from 91.90% (2022) to
93.28% by 2026.
Est. 3-year funding
allocation
$2,700,000; BIL 405b
Project considerations
Providing data-driven communication and outreach efforts that publicize and
enhance the effectiveness of enforcement;
Providing education and information to high-risk motorists on the importance of
seat belt use in preventing deaths and injuries;
Raising awareness of law requiring seat belt use by passengers over 16 riding in
the back seat
Uniform guidelines
(A) (ii) to encourage the proper use of occupant protection devices (including the
use of safety belts and child restraint systems) by occupants of motor vehicles
Child Passenger Safety Strategies
The second major focus of New York’s Occupant Protection
Program is the safety of young children riding in vehicles. The
emphasis in this area is on educating parents and caregivers on the
importance of using the child restraint system that is appropriate
for the child’s height, weight, age and developmental ability, as
well as providing hands-on instruction on how to properly install child restraints in vehicles. The use of an
appropriate child restraint system that is correctly installed and properly adjusted is an important
countermeasure for reducing fatalities and the severity of injuries suffered by young passengers in crashes.
Ensuring that access to this education and training is available to residents in all areas of New York State, both
urban and rural, and to the populations that are most at risk, including low-income groups and minority
populations, are priorities of New York’s program.
GTSC’s commitment to maintaining a strong CPS program is demonstrated by the designation of a GTSC staff
member to serve as a full-time Statewide CPS Coordinator. New York’s CPS Advisory Board, which is
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 105
comprised of a representative from each of the state’s 14 designated CPS regions, also plays a major role in all
aspects of the program.
Funding for local and state entities to provide education and services is made available through GTSC’s CPS
mini-grant program. Mini-grants are available in the following categories: CPS Fitting Stations; CPS Awareness
Classes; Car Seat Check Events; and Car Seat Education & Distribution Programs. In order to receive funding,
grantees must agree to comply with stringent guidelines that ensure standards of quality, service and safety
are maintained and that certified technicians are available at each fitting station during the posted hours of
operation and at each car seat check event that is held.
Local programs must demonstrate that they are providing CPS services to meet the needs of all families within
their jurisdictions, including those that may require special attention due to language and cultural differences.
Strategy OP-3 Child Passenger Safety Communications and Outreach
The protection of young children riding in vehicles requires extensive statewide and community involvement in
educating parents and caregivers on the importance of using the correct child restraint system for the child’s
height, weight, age and developmental ability.
New York State Child Passenger Safety Program Support
A GTSC staff member serves as New York’s CPS Coordinator and works with the CPS Advisory Board and its
regional representatives who provide guidance and support for the statewide CPS network. Information for
technicians on scheduled events and classes and updates on CPS issues are posted on the GTSC website and
disseminated through the CPS Advisory Board. The CPS Advisory Board also coordinates statewide events such
as National Seat Check Saturday held during National Child Passenger Safety Week in September each year.
Statewide Child Passenger Safety Public Information and Outreach
GTSC funds statewide communication and outreach efforts that extend into every county in the state to
increase public awareness of CPS issues. These efforts include the CPS Education and Support program
provided by the New York State Police and the CPS Statewide Training provided by the NYS Association of
Traffic Safety Boards and its participation in National CPS Week.
GTSC will continue to support and coordinate a statewide public information and education campaign
providing educational materials and media messages on the importance of car seat, booster seat, and seat belt
use; the correct installation and use of the various child restraint systems; the types of restraint systems that
are appropriate for children of different ages, heights and weights; the importance of having children age 12
and under ride in the back seat; and the law effective November 1, 2019, that requires children under age two
to ride in rear-facing car seats. GTSC will serve as the conduit to disseminate educational materials related to
updates and recalls pertaining to child restraints and will maintain a continuous communication channel for
the promotion of public awareness of the state’s mandated occupant protection requirements for children
from birth through age sixteen. In coordination with these efforts, and in support of NHTSA, GTSC will also
support the development and dissemination of educational materials related to children and heatstroke
prevention.
A new approach to providing CPS education and outreach in New York State will be the development and
implementation of a new training for law enforcement. The training, “Basic Child Passenger Safety for Law
Enforcement,” will focus on educating non-CPS-certified officers on the basics of CPS, how to detect unsafe
riding conditions for children on the roadways, determining when to issue a ticket for an offense versus when
to provide education, and how to refer parents/caregivers encountered on the roadway to the local CPS
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 106
services available within their community. The training will be hosted approximately 1-3 times annually in
different locations throughout the state.
Child Passenger Safety Awareness Classes
On the local level, GTSC will continue to enhance CPS education through the availability of CPS mini-grants for
local agencies to conduct awareness training sessions that offer educational programs on CPS issues. The
major emphasis of these educational programs will be to train parents, caregivers and others who transport
children to protect their safety by using the right seat for the child and installing the seat correctly, every ride,
every time. Presentations will be made to various types of groups including members of the public health and
medical communities, fire and other emergency response personnel, preschool and other bus drivers, law
enforcement agencies and social services programs. CPS technicians will especially be encouraged to provide
CPS awareness classes to expectant parents, child-care providers and members of minority communities.
Educating and training parents and members of the various groups who are in regular contact with the public
will significantly contribute to the dissemination of CPS information throughout every region of the state and
to diverse populations within each region.
Strategy
OP-3 Child Passenger Safety Communications and Outreach
Problem addressed
4% of the children under 5 killed or injured in crashes in 2021 were reported to be
unrestrained;
Incorrect use of child safety seats
Countermeasures &
justification
CTW 3 or more stars: Strategies for Older Children; Strategies for Child Restraint
and Booster Seat Use
Performance targets
addressed
Reduce unrestrained passenger vehicle occupant fatalities by 1.5% from 166.8
(2017-2021 rolling average) to 164.3 by 2026.
Increase annual observed seat belt use rate by 1.5% from 91.90% (2022) to
93.28% by 2026.
Est. 3-year funding
allocation
$3,150,000; BIL 405b
Project considerations
Providing information to parents and caregivers on the appropriate seat based on
a child’s height, weight, age and developmental ability;
Providing instruction on how to install and use the seat correctly;
Developing and providing training for non-CPS-certified law enforcement officers;
Location;
Underserved populations
Uniform guidelines
(A) (ii) to encourage the proper use of occupant protection devices (including the
use of safety belts and child restraint systems) by occupants of motor vehicles
Strategy OP-4 Car Seat Fitting Stations
Car Seat Fitting Stations
The projects in this area are funded through mini-grants awarded by GTSC for the operation of fitting stations.
To receive funding, grantees must have certified technicians available to staff the fitting station during the
hours of operation. CPS grant funds can also be used for mobile fitting stations which bring CPS services to
families residing in the more rural areas in the state. The use of mobile fitting stations expands the coverage
of the state’s CPS program into areas where access to CPS education and instruction was previously lacking.
Projects that focus on serving high-risk populations within the state such as low-income and minority
communities are also important to ensure access throughout the state.
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 107
Strategy
OP-4 Car Seat Fitting Stations
Problem addressed
4% of the children under 5 killed or injured in crashes in 2021 were reported to be
unrestrained;
Incorrect use of child safety seats
Countermeasures &
justification
CTW 3 or more stars: Strategies for Child Restraint and Booster Seat Use;
Inspection Stations;
Criterion to qualify for Section 405b Occupant Protection grant funding
Performance targets
addressed
Reduce unrestrained passenger vehicle occupant fatalities by 1.5% from 166.8
(2017-2021 rolling average) to 164.3 by 2026.
Increase annual observed seat belt use rate by 1.5% from 91.90% (2022) to
93.28% by 2026.
Est. 3-year funding
allocation
$1,500,000; BIL 405b
Project considerations
Location, both urban and rural;
Active network of permanent fitting stations;
Certified CPS technicians and/or instructors;
Minority and low-income populations
Uniform guidelines
(A) (ii) to encourage the proper use of occupant protection devices (including the
use of safety belts and child restraint systems) by occupants of motor vehicles
Strategy OP-5 Car Seat Check Events
Car Seat Check Events
GTSC also provides funding for car seat check events. The trend in New York State has been to conduct fewer
car seat check events, but to conduct them with increased publicity. Agencies applying for funding under
GTSC’s mini-grant program are encouraged to conduct events in rural areas, low-income communities and
areas with diverse populations and to ensure the events are well publicized.
Strategy
OP-5 Car Seat Check Events
Problem addressed
4% of the children under 5 killed or injured in crashes in 2021 were reported to be
unrestrained;
Incorrect use of child safety seats
Countermeasures &
justification
CTW 3 or more stars: Strategies for Child Restraint and Booster Seat Use;
Inspection Stations
Performance targets
addressed
Reduce unrestrained passenger vehicle occupant fatalities by 1.5% from 166.8
(2017-2021 rolling average) to 164.3 by 2026.
Increase annual observed seat belt use rate by 1.5% from 91.90% (2022) to
93.28% by 2026.
Est. 3-year funding
allocation
$1,500,000; BIL 405b
Project considerations
Fewer events, but increased publicity;
Location, especially rural;
Diverse populations;
Low-income communities
Uniform guidelines
(A) (ii) to encourage the proper use of occupant protection devices (including the
use of safety belts and child restraint systems) by occupants of motor vehicles
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 108
Strategy OP-6 Recruitment and Training of Child Passenger Safety Technicians
CPS Certified Technician Training Classes
New York State has been successful in maintaining an adequate number of nationally certified CPS technicians
to provide statewide coverage of the fitting stations and car seat check events that are scheduled. A major key
to the success of the state’s recruitment efforts is making the required standardized CPS technician training
available and accessible.
The objectives of New York’s FFY 2024-2026 recruitment and training plan are to 1) maintain the state’s large
cadre of technicians through continued support for training programs for new and recertifying technicians and
2) increase the focus on counties with low numbers of technicians and meeting the needs of underserved
populations in the state.
Through its CPS Coordinator, GTSC will continue to publicize the state’s CPS program and coordinate training
programs and other events that support recruitment efforts. The CPS Coordinator works closely with the
state’s CPS Advisory Board, which is comprised of representatives from 14 regions of the state. In addition to
serving as a statewide communication network for the program, these regional representatives assist with
technician recruitment and training efforts by identifying areas of their regions where more technicians are
needed, organizing training programs and recruiting participants.
Retention of CPS Technicians
In addition to the recruitment of new technicians, it is equally important to retain CPS technicians who are up
for recertification. GTSC supports CPS technical update classes that provide the opportunity for technicians
and instructors to update their skills and stay current with new procedures and guidelines. Continuing
Education Units (CEU) that can be used toward recertification are available for the technicians who attend
these update training classes; six CEUs are needed every two years to recertify. GTSC also covers the
recertification fees for technicians and instructors.
In FFY 2024-2026, the recertification of technicians will continue to be supported in a number of ways. New
York’s CPS program plans to conduct several CEU Update Trainings; these programs also provide the
opportunity to earn credits toward recertification. GTSC will coordinate a statewide CPS Technical Conference
that offers all six CEUs and attracts more than 400 technicians and car seat manufacturers. Some one-day
Certification Renewal testing sessions are also planned; these sessions are for technicians who let their
certification lapse and would like to restore their certification status. In addition, technician recertification
fees will continue to be paid.
Strategy
OP-6 Recruitment and Training of Child Passenger Safety Technicians
Problem addressed
4% of the children under 5 killed or injured in crashes in 2021 were reported to be
unrestrained;
Incorrect use of child safety seats
Countermeasures &
justification
CTW 3 or more stars: Inspection Stations;
Trained technicians essential for improving child passenger safety;
Criterion to qualify for Section 405b Occupant Protection grant funding
Performance targets
addressed
Reduce unrestrained passenger vehicle occupant fatalities by 1.5% from 166.8
(2017-2021 rolling average) to 164.3 by 2026.
Increase annual observed seat belt use rate by 1.5% from 91.90% (2022) to
93.28% by 2026.
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 109
Est. 3-year funding
allocation
$2,100,000; BIL 405b
Project considerations
Maintain state’s large cadre of technicians;
Increase the focus on counties with fewer technicians;
Provide funding for technicians to attend the statewide technical conference;
Meet the needs of underserved populations
Uniform guidelines
(A) (ii) to encourage the proper use of occupant protection devices (including the
use of safety belts and child restraint systems) by occupants of motor vehicles
Strategy OP-7 Car Seat Education & Distribution Programs
Programs that provide car seats to low-income families and education on proper use are an important
component of New York’s CPS program.
Low-Income Car Seat Education & Distribution Program
Low-income families are also a segment of the population that need special attention. Car seats are given
away free of charge to low-income families in need. A certified CPS Technician educates each person acquiring
a car seat in its proper installation, use and maintenance based on the manufacturer’s instructions.
Car seat education and distribution programs are funded through mini-grants awarded by GTSC. Only agencies
that work directly with low-income families, such as health departments, hospitals, child-care councils or social
service departments, are eligible to apply. The grantee must determine the income eligibility of the clientele.
Low-income families are defined as those who qualify under the New York State WIC Income Eligibility
Guidelines or who qualify under a public assistance program. Applicants for funding must have a certified CPS
Technician on staff to conduct the program. The CPS Technician is required to conduct at least a 30-minute,
but ideally a 60-minute in-person educational component with the caregiver and then demonstrate the
installation of the appropriate car seat for each person requesting a car seat.
Strategy
OP-7 Car Seat Education & Distribution Programs
Problem addressed
4% of the children under 5 killed or injured in crashes in 2021 were reported to be
unrestrained;
Incorrect use of child safety seats
Countermeasures &
justification
CTW 3 or more stars: Strategies for Child Restraint and Booster Seat Use;
Inspection Stations;
Underserved and low-income families may not be able to afford a car seat
Performance targets
addressed
Reduce unrestrained passenger vehicle occupant fatalities by 1.5% from 166.8
(2017-2021 rolling average) to 164.3 by 2026.
Increase annual observed seat belt use rate by 1.5% from 91.90% (2022) to
93.28% by 2026.
Est. 3-year funding
allocation
$2,250,000; BIL 405b
Project considerations
Agencies that work directly with low-income families;
Income eligibility;
Certified CPS technicians and/or instructors
Uniform guidelines
(A) (ii) to encourage the proper use of occupant protection devices (including the
use of safety belts and child restraint systems) by occupants of motor vehicles
2024-2026 Triennial Highway Safety Plan Occupant Protection…Page 110
Strategy OP-8 Research, Evaluation and Analytical Support for New York’s Performance-Based Occupant
Protection Program
Funding will be provided for the preparation of statistical reports and other analyses used to identify trends in
seat belt use and the characteristics and factors associated with noncompliance with the seat belt law, and for
other types of research, evaluation and analytical support required for New York’s Occupant Protection
Program.
Statewide Observation Survey of Seat Belt Use
Funding will also be provided for the implementation of the annual seat belt observational survey conducted in
accordance with uniform criteria established by NHTSA. The project will include the recruitment, training and
field supervision of data collectors; the selection and scheduling of survey sites; the preparation of all survey
materials including maps, data collection forms and instructions for conducting observations of seat belt use;
data collection; data entry and analysis; and the preparation of the final report.
Strategy
OP-8 Research, Evaluation and Analytical Support for New York’s Performance-Based
Occupant Protection Program
Problem
addressed
Research, evaluation and analytical support inform the problem identification process
that forms the basis for countermeasure strategies;
States are required to conduct annual statewide observation surveys of seat belt use
Countermeasur
es &
justification
“Data and Program Evaluation” (Uniform Guidelines, Occupant Protection
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/OccupantProtection
.htm); research, evaluation and data analysis are essential components of a successful
performance-based highway safety program;
data on observed seat belt use are required to track the core behavioral measure, the
statewide seat belt use rate
Performance
targets
addressed
Reduce unrestrained passenger vehicle occupant fatalities by 1.5% from 166.8 (2017-
2021 rolling average) to 164.3 by 2026.
Increase annual observed seat belt use rate by 1.5% from 91.90% (2022) to 93.28% by
2026.
Est. 3-year
funding
allocation
$300,000; BIL 402
Project
considerations
Preparation of statistical reports and other analyses;
Annual seat belt observational survey conducted in accordance with NHTSA uniform
criteria
Uniform
guidelines
(A) (ii) to encourage the proper use of occupant protection devices (including the use of
safety belts and child restraint systems) by occupants of motor vehicles
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 111
TRAFFIC RECORDS
Overview
Identifying the nature and location of traffic safety problems presents a significant
challenge to New York’s highway safety community. The need for accurate and
timely traffic records data continues to be a critical element of performance-based
program planning processes used by the state’s traffic safety agencies and
organizations to develop traffic safety initiatives. In developing appropriate
countermeasures to meet these challenges, the traffic safety community needs data
on crashes and injuries, arrests and convictions for traffic violations, and highway engineering initiatives. New
York strives to meet the needs for data and data analysis support through major improvements in the way it
maintains and uses its traffic records systems.
The Governor’s Traffic Safety Committee (GTSC) plays the central role in the coordination of the multiple
components of New York’s traffic records program. New York’s FFY 2024 Traffic Safety Information Systems
(TSIS) Strategic Plan, developed by GTSC with the assistance of the Institute for Traffic Safety Management and
Research (ITSMR) and the state’s Traffic Records Coordinating Council (TRCC), reflects the importance the state
continues to place on improving the state’s traffic records systems. Using a multi-task process, GTSC’s traffic
records strategic planning process focused on identifying major improvement opportunities for the state's various
traffic safety information systems and developing projects to implement those improvements.
The funds and other resources GTSC invests to improve the state’s traffic records systems are complemented
by a number of other federal, state, local and private sector activities. While a real dollar amount cannot be
accurately estimated for the contributions of each of the partners involved in the implementation of traffic
records improvements, the most significant sources of funding, programming and in-kind support that assist in
achieving the performance goals established in the Triennial Highway Safety Plan (3HSP) are the NYS
Department of Motor Vehicles (DMV), the NYS Department of Transportation (DOT), the New York State Police
(NYSP) and the NYS Department of Health (DOH) that maintain and house the state’s major systems.
Effect of the COVID-19 Pandemic on Traffic Records
During FFY 2023, the COVID-19 pandemic continued to have an impact on the state’s traffic safety community.
State agencies continue to have difficulties hiring new staff, impacting the timely and accurate processing of
crash and ticket data. Volumes of crash reports and tickets have increased slightly during FFY 2023 from the
previous year but continue to be down in volume from FFY 2020 pre-COVID-19. Some traffic records projects
have struggled to make progress due to challenges hiring technical and project management staff. Many
potential candidates are requesting to work remotely full-time. NYS employment regulations do not allow for
this and therefore, candidates are not accepting the employment offers.
Performance Report
Six targets were established in the FFY 2023 strategic plan submitted to NHTSA in June 2022: three for the
Accident Information System (AIS), two for the TSLED citation/adjudication system and one for the
Administrative Adjudication (AA) citation/adjudication system.
The performance measures used to monitor progress in this area focus on the timeliness of the crash
and citation/adjudication data and the accuracy and completeness of the crash data. With respect to the
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 112
timeliness of the crash data, the performance measure is the mean number of days from the date a crash
occurs to the date the crash report is entered into the AIS database. With regard to the accuracy of the crash
data, the performance measure is the percentage of crash records with no errors in the Lat/Long Coordinates
data element. With respect to completeness of the crash data, the performance measure is the percentage
of crash records in AIS that have gone through the location coding process with no missing data in the data
element of Roadway Type. The timeliness measures for the citation and adjudication data are the mean
number of days from 1) the date a citation is issued under the TSLED system to the date the citation is
entered into the TSLED database, 2) the date a TSLED citation is adjudicated until the date the disposition
information is entered into the state’s TSLED database, and 3) the date a citation is issued under the AA
system to the date the citation is entered into the AA database.
The following performance targets were set for FFY 2023:
❖ To reduce the mean number of days from the date a crash occurs to the date the crash report is
entered into the AIS database from the baseline of 9.99 days (April 1, 2021-March 31, 2022) to 9.89
days (April 1, 2022-March 31, 2023).
❖ To increase the percentage of crash records in AIS with no errors in the critical data element of
Lat/Long Coordinates from the baseline of 94.05% (April 1, 2021-March 31, 2022) to 94.99% (April 1,
2022-March 31, 2023).
❖ To increase the percentage of crash records in AIS with no missing data in the critical data element of
Roadway Type from the baseline of 95.81% (April 1, 2021-March 31, 2022) to 96.77% (April 1, 2022-
March 31, 2023).
❖ To reduce the mean number of days from the date a citation is issued to the date the citation is
entered into the TSLED database from the baseline of 10.18 days (April 1, 2021-March 31, 2022) to
10.07 days (April 1, 2022-March 31, 2023).
❖ To reduce the mean number of days from the date a citation is adjudicated until the date the
disposition information is entered into the state’s TSLED database from the baseline of 26.38 days
(April 1, 2021-March 31, 2022) to 25.85 days (April 1, 2022-March 31, 2023).
❖ To reduce the mean number of days from the date a citation is issued to the date the citation is
entered into the AA database from the baseline of 9.10 days (April 1, 2021-March 31, 2022) to 9.00
days (April 1, 2022-March 31, 2023).
The table below shows that two of the six performance measures established for FFY 2023 met their targets:
1) the timeliness of the TSLED ticket data and 2) the timeliness of the AA citation data. The mean number of
days from the date a citation is issued to the date the citation is entered into the TSLED database decreased
from 10.18 days in the baseline period to 7.62 days in the performance period, exceeding the target of 10.07
days. The second performance measure, the mean number of days from the date a citation is issued to the
date the citation is entered into the AA database, decreased from 9.10 days in the baseline period to 5.12 days
in the performance period, exceeding the target of 9.00 days. These decreases reflect the continued increase
in electronic submission of ticket data, especially from the NYC area.
Four of the goals were not met: 1) the timeliness of the AIS crash data, 2) the percentage of AIS crash records
with no errors in the Lat/Long Coordinates data element, 3) the completeness of the AIS crash data related to
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 113
the critical data element of Roadway Type, and 4) the timeliness of the TSLED adjudication data. The
timeliness of the AIS crash data increased slightly, from 9.99 days in the baseline period to 10.21 days in the
performance period, short of the target of 9.89 days. The percentage of AIS crash records with no errors in the
Lat/Long Coordinates data element decreased significantly from 94.05% in the baseline period to 74.27% in
the performance period, far short of the target of 94.99%. The completeness of the AIS crash data element
Roadway Type also experienced a significant decrease, from 95.81% in the baseline period to 85.23% in the
performance period, short of the 96.77% target. The significant decrease in the location coding data elements
can be attributed to the implementation and stabilization period of the new location coding system, CLEAR.
The mean number of days from the date a citation is adjudicated to the date the disposition data is entered
into the state’s TSLED database increased from 26.38 days in the baseline period to 39.29 days in the
performance period, missing the target of 25.85 days. This large increase can be attributed to post-COVID-19
TSLED courts cleanup efforts, a large amount of duplicate data submitted in 2022, and a higher level of
turnover of experienced employees responsible for this task.
CRASH AND CITATION/ADJUDICATION INFORMATION SYSTEMS
PERFORMANCE TARGETS
Performance Attributes & Measures
Baseline Period
April 1, 2021-
March 31, 2022
Performance Target
April 1, 2022-
March 31, 2023
Performance Period
April 1, 2022-
March 31, 2023
Crash Information System (AIS)
Timeliness
Mean # of days from crash date to
date crash report is entered into AIS
9.99 days
9.89 days
10.21 days
Accuracy
Percentage of crash records with no
errors in the Lat/Long Coordinates
data element
94.05%
94.99%
74.27%
Completeness
Percentage of crash records with no
missing data in the Roadway Type
data element
95.81%
96.77%
85.23%
Citation/Adjudication System (TSLED)
Timeliness – Citations
Mean # of days from citation date to
date citation is entered into
TSLED
database
10.18 days
10.07 days
7.62 days ✓
Timeliness – Adjudication
Mean # of days from date citation
is adjudicated to date disposition
info.
is entered into TSLED
database
26.38 days
25.85 days
39.29 days
Citation/Adjudication System (AA)
Timeliness – Citations
Mean # of days from citation date to
date citation is entered into the
AA
database
9.10 days
9.00 days
5.12 days ✓
✓ indicates performance target was met
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 114
Problem Identification
The status of each of the state’s core traffic safety data systems (crashes, citations/adjudication, drivers, injury
surveillance, vehicles and roadways) was reviewed by the TRCC and its member agencies to identify
opportunities for improvement and assist in selecting countermeasure strategies and projects that will enable
the state to achieve its traffic records performance goals. Each system was reviewed with regard to the six
attributes of timeliness, accuracy, completeness, uniformity, integration and accessibility. The key findings
from the review process that was conducted January-April 2023 are summarized below.
Another key finding from the review process highlighted the breadth of the activities being conducted at all
jurisdictional levels to improve various traffic records systems. This finding emphasized the need for a
coordinated approach to the development and implementation of traffic records improvement activities. A
secondary finding, albeit an important one, arose from the review process. It centered on the recognition that
research and evaluation activities play an important role in New York’s traffic records program, underscoring
the strengths, limitations and opportunities associated with the state’s six core records systems.
Crash Information System
New York’s primary crash information system is the AIS maintained by DMV. With few exceptions, the AIS file
contains records of all police-reported motor vehicle crashes and all crashes reported to DMV by motorists
involved in crashes. The file captures all of the data elements found in the police accident report form (MV-
104A) and the motorist report form (MV-104). DMV is in the process of developing a new crash reporting
system to replace the aging AIS. Phase 1 of the new system is currently scheduled to be implemented in the
summer of 2024.
❖ Timeliness: The mean number of days from the crash date to the date the crash report is entered into
AIS increased from 9.99 days in the baseline period (April 1, 2021-March 31, 2022) to 10.21 days in the
performance period (April 1, 2022-March 31, 2023). Timeliness declined in FFY 2023 as state agencies
continue to struggle hiring and retaining staff. In addition, although more than 90% of the reportable
crashes submitted by the police are being sent electronically, timeliness could be improved by
increasing the number of police agencies that collect and submit their crash data electronically to
DMV. When the NYPD has the ability to submit its reports electronically, it will further improve the
timeliness of the crash data. Timeliness could also be improved by allowing motorists to file their
crash reports electronically, and it could be improved dramatically by eliminating the motorist reports
and having police agencies report Property Damage Only crashes (PDO).
❖ Accuracy: Accuracy of the AIS critical data element of Lat/Long Coordinates decreased from 94.05% in
the baseline period (April 1, 2021-March 31, 2022) to 74.27% in the performance period (April 1, 2022-
March 31, 2023) due to the implementation and stabilization of NYSDOT's new Crash Location
Engineering and Analysis Repository (CLEAR). As the system defects are identified and resolved during
the stabilization period, crash location data will be improved during FFY 2024. Accuracy could be
further improved if all of the Traffic and Criminal Software (TraCS) police agencies used the locator tool
within TraCS. Accuracy could also be improved with regard to the identification of crashes involving a
commercial motor vehicle (CMV) as CMV crashes are often not identified correctly by the investigating
police officer.
❖ Completeness: Completeness did not show improvement during the past year with regard to the data
element of Roadway Type. The percentage of crash records with no missing data in the Roadway Type
field decreased from 95.81% in the baseline period (April 1, 2021-March 31, 2022) to 85.23% in the
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 115
performance period (April 1, 2022-March 31, 2023). Roadway Type completeness should improve
when the CLEAR system defects are resolved, and the stabilization period is over. Completeness could
be improved for other crash data elements by increasing the reporting of crashes involving CMVs and
by collecting BAC data for all drivers involved in fatal crashes.
❖ Integration: Although crash records can be linked to DMV’s license file and selected DOT files, linking
to the DMV registration file cannot be done with precision.
❖ Accessibility: The traffic safety community and general public have access to the crash data on-line
through the Traffic Safety Statistical Repository (TSSR) (www.itsmr.org/TSSR). Maintained by ITSMR,
the TSSR provides a variety of crash data and enables users to generate a number of different
reports. As of May 1, 2023, finalized crash data are available on the TSSR for the years 2012-2021,
with preliminary data for 2022 and the first few months of 2023. The TRCC membership noted that
it is important to maintain the TSSR with the most recent crash data possible and ensure that it
remains responsive to user needs through the expansion of available data and reports. The TRCC
members have discussed ways to promote the TSSR and increase user volumes by providing
information about the TSSR and web links on other agencies’ webpages and publications.
Citation/Adjudication Information Systems
NYS DMV maintains the state’s two primary citation and adjudication information systems: 1) TSLED and 2) AA.
The TSLED system tracks tickets from the time they are printed to their final disposition, recording data and
providing management information to police agencies and the courts.
Currently, TSLED covers all areas of the state except for New York City. Tickets issued in New York City, with
the exception of tickets issued for impaired driving, are covered under the AA system. In addition to capturing
the ticket data, the AA system is also used to schedule hearings and account for the collection of traffic fines
and surcharges. One uniform traffic ticket is used by both the TSLED and AA systems.
❖ Timeliness: With respect to TSLED, the mean number of days from the citation date to the date the
citation is entered into the TSLED database decreased from 10.18 days in the baseline period (April 1,
2021-March 31, 2022) to 7.62 days in the performance period (April 1, 2022-March 31, 2023). Based
on the same 12-month time periods, the mean number of days from the date of charge disposition to
the date the charge disposition is entered into TSLED database increased, from 26.38 days to 39.29
days. Timeliness for the entry of the citation data into the TSLED database improved due to DMV
operations beginning to return to normal processing capacity post COVID-19, reassignment of tasks
and additional hiring of staff. The decline in timeliness for the charge disposition in FFY 2023 is a result
of data cleanup efforts by courts post COVID-19 submitting large amounts of data and large amounts
of duplicate data received by DMV.
With respect to the AA system, the mean number of days from the citation date to the date the
citation is entered into the AA database continued to decrease from 9.10 days in the baseline period
(April 1, 2021-March 31, 2022) to 5.12 days in the performance period (April 1, 2022-March 31, 2023).
Again, timeliness improved in FFY 2023 due to the continuation of NYPD transmitting AA citations to
DMV and the ticketing department reassignment of tasks and staff to improve processing times.
❖ Accuracy: The accuracy of both systems could be further improved with the implementation of
additional edit checks during the data entry process.
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 116
❖ Completeness: Although the AA and TSLED systems use the same uniform ticket to collect the same
data, the AA system does not enter all the same information collected as TSLED.
❖ Integration: Although the TSLED and AA data can be integrated with data from other DMV files, there
is a lack of comparability between the TSLED and AA systems that needs to be addressed.
Another issue noted with regard to integration, and to some extent accessibility, is the lack of a link
between court adjudication data and data captured by the state’s Impaired Driver System
(IDS). Maintained by the state’s Office of Addiction Services and Supports (OASAS), the IDS captures
data on drivers convicted of impaired driving from the DMV driver license file. Although the driver
license file can provide basic data associated with a driver’s conviction, such as license suspension or
revocation, it cannot provide detailed data on the sentence/penalties imposed on the convicted driver.
These data are available only on the OCA’s Universal Case Management System (UCMS). The OCA and
OASAS are conducting a multi-year joint project, begun in FFY 2019, which will enable a complete
report on adjudication outcomes associated with convicted impaired drivers to be captured
electronically by the IDS from the UCMS.
❖ Accessibility: Although outside users such as police agencies and TSLED courts can access their own
ticket data through a secure sign-on, the courts and motorists do not have direct access to the data or
the system that would allow them to complete transactions on-line. However, for information and
analysis purposes, access to the data is provided on-line through the TSSR. As of May 1, 2023, a
variety of finalized citation and adjudication data are available on the TSSR for the years 2012-2021,
with preliminary data for 2022 also being available.
With respect to the accessibility of the AA system, the system provides E-Plea capability for customers,
enabling them to plead guilty or not guilty on-line; it also allows motorists to use major credit cards to
pay fines and administrative surcharges on-line. The system has an attorney scheduling ticket
management system which enables attorneys to associate themselves with their clients’ tickets, giving
them the ability to schedule and reschedule tickets on their behalf. The system also provides the
attorneys with a calendar system to manage their cases. With regard to direct access to the raw data,
although it is not available to users external to DMV, DMV generates a variety of reports to provide
outside users needed data. In addition, similar to the TSLED data, access to some of the AA data is
now available through the TSSR. As such, the TRCC and its member agencies agree that it is important
to maintain the TSSR with the most recent ticket data possible and ensure that it remains responsive
to user needs through the expansion of available data and reports.
Driver Information Systems
The core driver information system in New York is the Driver License File maintained by DMV. It provides
detailed information for all drivers who are licensed in New York State and limited information for unlicensed or
out-of-state drivers who have been convicted of a moving traffic violation or been involved in a motor vehicle
crash in the state.
❖ Timeliness: Although many updates to the file are still done in batch mode overnight, DMV has
converted many of the processes to a “real-time” basis. Efforts are being continued to convert
additional processes to “real-time”, but progress is affected by the fact that some data entry systems
are very antiquated and have not been addressed due to intervening priorities.
❖ Accuracy: DMV has a strong identification/authentication process for clients who are issued a driver’s
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 117
license, which helps ensure the accuracy of the data by eliminating multiple records that exist
for some drivers. Accuracy could be further improved by reducing the delays that occur in being
notified of drivers who have died, reflecting the difficulty of linking the license file with the DOH’s
paper-based vital statistics (death) file.
❖ Integration: Data integration could be improved by promoting the use of common data elements to
allow better linkage to other DMV data as well as data maintained by external agencies (e.g., DOH
death file).
❖ Accessibility: Electronic access to the Driver License File is limited to selected users, with access to the
data being provided in compliance with the federal Driver’s Privacy Protection Act (DPPA).
Injury Surveillance Information Systems
The NYS DOH is the repository agency for the state’s two core injury surveillance systems: 1) Pre-Hospital
[Patient] Care Report (PCR) and 2) Crash Outcome Data Evaluation System (CODES). Nearly 100% of the PCR
data captured is received in National Emergency Medical Services Information System (NEMSIS) 3.4.0 electronic
documentation standard. Designed to capture data from PCRs that are submitted by the state’s Emergency
Medical Technicians (EMTs), it contains data on patient demographics and care, provider demographics and
response times, and the destination of where the person was transported.
CODES is a database created by integrating data from individual records from DMV’s AIS file to the DOH’s
hospital and emergency department (ED) discharge databases. From 1995 to 2008, CODES also integrated data
from the DOH’s PCR database. Because of problems with incomplete PCR data, the data for the years 2009-
2014 have not been linked. Beginning with the 2015 data, the DOH has once again begun to integrate data
from the PCR database. Trauma Registry (TR) data was added starting in 2014 and Drug Recognition Expert
(DRE) data have been linked to the CODES 2017 data. The CODES database is used to conduct studies that
examine injuries and their associated medical costs in selected types of crashes.
❖ Timeliness: Less than 1% of the PCRs still come into DOH in paper format. Further, electronic PCR
(ePCR) data is received within four hours of completion of the EMS incident 90% of the time. The most
recent year for which a complete set of PCR data is available and has been linked is 2017; the data for
2018 and 2019 are being prepared for linkage in 2023. The Department is ready to begin the process of
linking ePCR and CODES data starting with the 2018 data. With regard to CODES, the latest year for
which New York has linked crash, medical and financial outcome data is 2018.
❖ Accuracy & Completeness: The NEMSIS 3.4.0 documentation standard deployed in New York State has
resulted in significant improvements in the quality of the data submitted, improving accuracy and
completeness. With respect to the CODES file, a series of logic checks has been built into the system to
improve the accuracy of the data.
❖ Integration: The PCR system meets the National Emergency Medical Services Information System
(NEMSIS) standard and HIPAA confidentiality rules. Currently, the PCR system can be linked with the
DOH’s TR and CODES. The ability to link recent PCR data and CODES greatly improves the injury
surveillance data available for analysis purposes. It should be noted that even though CODES can link
crash, pre-hospital care, ED, hospitalization and trauma registry data sets using probability match
techniques, it is unable to link 100 percent of the individuals involved in crashes, since DMV collects
relatively limited data on vehicle passengers.
❖ Accessibility: While CODES-linked data are available on the DOH website, direct access to PCR data will
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 118
require the execution of a Data Use Agreement.
Vehicle Information Systems
DMV is the repository agency for the state’s core vehicle data system, the Vehicle Registration File. The Vehicle
Registration File contains a record of every registered vehicle in New York and a history of that registration. The
registration file contains approximately 46 million records, of which approximately 12 million are active. The file
is sorted by name, DOB and gender of registrant, plate number and class of registration; a complementary plate
index file is used to access the registration file using the plate number.
❖ Accuracy: Although issues related to the quality and integrity of the data are addressed through the
use of procedures and programs that control the data input process, and through the use of address
verification software, the system lacks the ability to always distinguish between slight variations in a
given person’s name, which can result in a motorist re-registering a vehicle for which the registration
has been revoked.
❖ Integration: DMV is able to link the registration file with the inspection and insurance files, but cannot
link it with the International Registration Plan (IRP) system or with precision to records in the AIS file.
Roadway Information Systems (CLEAR)
NYSDOT is the repository agency for the state’s core safety-focused roadway data system. CLEAR roadway data
layers contain data on highway features and characteristics, including data on roadway type and physical
characteristics, access, functional class, pavement condition, and traffic volumes derived from the State’s RIS
2.0 Roadway data. The data includes segment, intersection and ramp information for all public roads.
❖ Accuracy: CLEAR roadway data consists of an annual snapshot that represents the most up-to-date
information the department has available. Highway projects and other changes can occur throughout
the year but are not reflected until the next update.
❖ Completeness: All known public roads are included in the data. Some data elements are incomplete or
not applicable for all roadways. New or changed roads are added as notified.
❖ Uniformity: All public roads are represented in the roadway network but uniformity in the data
collected for all roads is lacking as not all data elements are collected for all roads. The State collects
data for the Federal Aid Eligible roads and the system can accept input from local municipalities if
collected in the correct format. However, localities tend to collect only those local road data elements
that are useful to them, compared to a more comprehensive set of data collected for state roads.
❖ Integration: The current integration of the CLEAR system with the DMV AIS crash system continues to
have performance issues with updating live data and reconciling crash cases between the two systems.
Upcoming projects will work to address and resolve these integration performance issues.
❖ Accessibility: CLEAR is available to all Government employees and/or consultants working for those
government agencies. Those not qualifying for access can request data and reports through FOIL.
Copies of the Intersections and Roadway data layers will be made available on the New York State GIS
Clearinghouse.
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 119
Countermeasure Strategies
New York has identified a comprehensive set of strategies that collectively will enable the state to reach the
performance targets for the Traffic Records program area, including a new triennial performance target. The
new target is based on the percentage of electronic crash reports received by DMV during a calendar year.
Described below, the strategies reflect the findings from the work undertaken by the state’s TRCC to prepare
the annual Traffic Safety Information Systems Strategic Plan.
Strategy TR-1 Implementation of Improvements to TSIS Systems
Projects that are intended to improve the timeliness, accuracy, completeness, uniformity, integration or
accessibility of the state’s various traffic records systems will be funded under this strategy. The planned
activities that will be considered for funding are described below.
AIS Replacement - CRIS
New York’s primary crash information system is the AIS maintained by DMV. With few exceptions, the AIS
database contains records of all police-reported motor vehicle crashes and all crashes reported to DMV by
motorists involved in crashes. The system captures and stores the data elements found on the police crash
report form (MV-104A or MV-104AN) and the motorist report form (MV-104), except for detailed information
on crash location. AIS is the source of the data utilized in ITSMR’s TSSR which provides aggregated crash
statistics to the public. All requests for official crash data and crash report images are processed against the AIS
database.
AIS is over 20 years old and has far surpassed the expected life span for the technology that was utilized to
build it. While problems with the application and its associated databases have always existed, the frequency
and severity of the issues have increased. Under this project, DMV management has awarded a 7-year
contract to a vendor, Lexis Nexis, that will build and maintain the new AIS system. It is anticipated the new AIS
will take approximately two years to fully implement. This project will address two key mandatory
requirements: 1) the ability of the new AIS to accept NYPD reports electronically and 2) to increase the
number of MMUCC data elements captured.
This project will assist DMV in funding the cost of the contract to develop, implement and maintain a new AIS.
Utilizing an outside vendor will allow DMV to be far more responsive in implementing AIS changes as
requested by DMV business units, law enforcement, the traffic safety community as well as federal mandates.
It will also assist DMV in improving the number of reports collected electronically which in turn will improve
the timeliness, completeness and the overall quality of the data. It will put DMV in a position to move towards
integrating directly with the other 5 core traffic records systems. Phase 1 of the project is expected to be
implemented in the summer of 2024.
Fatality Analysis Reporting System (FARS) Supplemental Funding
NYS DMV has traditionally provided data to the NHTSA FARS system through five-year contracts with NHTSA.
In winter 2017, DMV determined that the contract would not provide sufficient Federal funding to support its
three full-time employees assigned to perform FARS processing. The shortfall was estimated to be $165,000
for the length of the 2017-2021 agreement. Without Section 405c funding, the shortfall in funds would force
DMV to reduce the number of staff assigned to the program and thus impact the timely processing of fatal
crash data into FARS. This project will continue to supplement the NHTSA funding, enabling DMV to maintain
3 FTEs on FARS processing to insure continued timely processing of fatal crash data into FARS. This enables
DMV to maintain its excellent record of entering the required data into the FARS system in a timely, accurate,
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 120
complete and consistent manner. DMV is in the process of negotiating a new FARS agreement for 2022-2026
and anticipates that continued 405c funding will be needed to maintain the necessary staffing levels.
TraCS Electronic Crash and Ticketing System
This project continues to provide support to local enforcement agencies for their ongoing participation in
TraCS. The funding is used to update the hardware and software needed to collect and transmit crash and
ticket data electronically through TraCS. Under this project, training and technical support is also provided to
the local police agencies in their use of TraCS Versions 10, 18, 19 and 20. As of December 31, 2022, 525 of the
552 police agencies that had signed a contract with TraCS are collecting and transmitting ticket and/or crash
data to DMV via TraCS. In 2022, more than 1.9 million tickets and 331,116 crash reports were sent to DMV
electronically.
The TraCS platform facilitates the capture and transmission of electronic data related to a wide range of public
safety activities conducted by enforcement and court-related agencies. Designed as a statewide electronic
ticket and crash data collection and transfer system, TraCS includes electronic ticket and crash forms, DWI
arrest forms, criminal investigation and incident reporting forms, CMV inspection forms, and the use of GPS
devices and GIS maps. TraCS includes a universal electronic ticket and accident reporting forms for use
throughout the state by all police agencies. TraCS has been designed for use by all of the state’s police
agencies and courts, as well as by state agencies such as the NYSP, DMV and NYSDOT. TraCS allows police
agencies to send their ticket and crash data electronically to a central repository, which is maintained by ITS.
In turn, data are sent electronically from the repository to DMV, NYSDOT and OCA.
Because police agencies across the state using TraCS have identified a need for maintenance and support to
facilitate their continued use of TraCS, the primary purpose of this project is to provide local TraCS agencies
with the ability to continue to use TraCS to submit crash reports and tickets electronically in an efficient
manner. Under this project, the specific needs of local agencies for technical support and training are
identified and services are provided to meet those needs.
Niche RMS to CRIS and new MV-104P
The NYSP have configured their new Niche RMS to collect data for the MV-104A crash report form and submit
that data electronically to DMV through the Spider interface. The project will collect the new data required for
the MV-104P and develop a new interface to transmit the data to the new CRIS system.
E-Plea and Payment System for Local Courts
Data on the adjudication of tickets issued for traffic violations in the areas outside of NYC are captured
centrally by the NYSP Spider process. Spider distributes these tickets to the DMV TSLED and Driver License file
and the OCA UCMS and Court Room Program (CRP) data systems. Currently, the process by which tickets are
adjudicated is primarily a manual system, which can allow the driver to accept/reject a plea by mail or to deal
with the disposition by appearing in court on the scheduled return date. Since approximately 17% of the
drivers elect to accept/reject a plea by mail, the remaining 83% must be scheduled for a court appearance at
the court of jurisdiction. Once in court, based on a review of the driver’s license record, the prosecutor/ADA
typically offers a reduced charge, which in turn is given to the magistrate or judge for adjudication. The final
disposition and any corresponding fines and fees are then recorded by the court clerk and eventually entered
into UCMS/CRP for upload into TSLED and ultimately the DMV driver license file.
Handling charge dispositions via court appearances puts an enormous burden on the local courts, with dozens,
if not hundreds, of drivers showing up at the individual court sessions. These court appearances involve not
only the local judges and justices but also the prosecutors/ADAs, the court clerks and the corresponding
arresting officers. The combination of people resources needed, the volume of paperwork processed and the
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 121
stress on the court’s facilities results in a costly and time-consuming system of adjudicating traffic citations.
With prosecutors/ADAs required to be present for each appearance on each court’s calendar, that can result in
stretching the time required to bring a court case to disposition. Additionally, since the court of jurisdiction
may not be local for the driver, this results in travel time, expense, and exposure for the driver to go to and
return from the court location.
This project was initiated in FFY 2021 as “Implementation of E-Plea System for Local Courts,” running through
FFY 2023. This original project had very limited funding spent with some degree of progress made for project
definition and requirements analysis completed to date. COVID-related restrictions, depleted UCS technical
resources, and incomplete hiring of new grant-funded staff have all been contributing factors in this new
project request to restructure the project beginning in FFY 2024.
The primary goal is to design, develop and implement an E-Plea system that can be used by the motorist to
enter a plea without having to go into court. For the large majority (estimated to be 75%-80%) of traffic
citations issued, the new system will allow the motorist to enter a plea (guilty/not guilty) electronically: a
guilty plea, for which in turn the driver receives notification on the defined fine and fees imposed and has the
ability to pay the fine and fees online (“Plea & Pay” option); or a not guilty plea, which will be reviewed by the
appropriate court personnel and receive a non-negotiable plea offer, which in turn the driver can accept or
reject. Upon rejecting the plea offer, the driver will need to appear in court as is the traditional judicial
practice. Upon accepting the plea offer, the court will review the plea arrangement—if accepted, the driver
receives notification on the sentencing fine and fees imposed and has the ability to pay the fine and fees online
(“ePlea” option).
In addition, the new ePlea system will be designed such that the plea status, sentencing-related information,
and payments would be electronically transmitted to the UCMS/CRP case management systems. UCMS/CRP
will then transmit the appropriate data to the DMV’s TSLED system for subsequent upload to the DMV’s Driver
License file.
Strategy
TR-1 Implementation of Improvements to TSIS Systems
Problems addressed
Make TSIS systems improvements by:
Replacing the aging AIS crash reporting system;
Increasing the number of police agencies collecting and reporting data
electronically to DMV;
Receiving both motorist and police crash reports electronically through multiple
methods;
Allowing motorists to enter a plea with the local courts electronically;
Improve the accuracy of crash records with Lat/Long Coordinates;
Improve completeness of crash records with Roadway Type;
Maintain improvement in timeliness of TSLED citation data;
Improve the timeliness of AIS crash data;
Maintain DMV’s ability to capture and report fatal crash data to FARS
Countermeasures &
justification
Traffic Records System Information Components, Traffic Records System
Information Quality (Uniform Guidelines, Traffic Records
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/guideline10-
march2009.pdf); New York’s traffic safety community needs timely, accurate,
updated, and complete data;
The state’s basic core TSIS systems need improvements;
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Improvements in crash and citation/adjudication systems would benefit the most
key stakeholders at a reasonable cost
Performance targets
addressed
Increase the percentage of electronic crash reports received by DMV by 2.5% from
64.39% in 2021 to 66.01% by 2026 with annual benchmarks of 64.71% (0.5%) by
2024 and 65.36% (1.0%) by 2025.
Reduce mean number of days from crash date to date crash report is entered into
AIS 1% from 10.21 days (4/1/2022-3/31/2023) to 10.10 days in 4/1/2023-
3/31/2024.
Increase percentage of crash records in AIS with no errors in the critical data
element Lat/Long Coordinates 1% from 74.27% (4/1/2022-3/31/2023) to 75.01%
in 4/1/2023-3/31/2024.
Increase percentage of crash records in AIS with no missing data in the critical
data element Roadway Type 1% from 85.23% (4/1/2022-3/31/2023) to 86.08% in
4/1/2023-3/31/2024.
Reduce mean number of days from citation date to date citation is entered into
the TSLED database 1% from 7.62 days (4/1/2022-3/31/2023) to 7.54days in
4/1/2023-3/31/2024.
Reduce mean number of days from date of charge disposition to date charge
disposition is entered into the TSLED database 1% from 39.29 days (4/1/2022-
3/31/2023) to 38.89 days in 4/1/2023-3/31/2024.
Reduce mean number of days from citation date to date citation is entered into
the AA database 1% from 5.12 days (4/1/2022-3/31/2023) to 5.06 days in
4/1/2023-3/31/2024.
Est. 3-year funding
allocation
$36,300,000; BIL 402, 405c
Project considerations
Replace AIS and have the vendor maintain the system;
Supplement NHTSA funding to allow DMV to process fatal crash data into FARS;
Support hardware and software updates to TraCS;
Support software changes to NYSP Niche system to be compatible with the new
crash information reporting system (CRIS);
Provide training and tech support to local police agencies using TraCS;
Provide E-Plea and payment system for local courts
Uniform guidelines
(D) include provisions for—
(i) an effective record system of crashes (including resulting injuries and deaths)
Strategy TR-2 Development and Use of Data Linkages
The state’s traffic safety community’s ability to identify problems and develop effective countermeasures is
enhanced by the comprehensive information that is often only available through the linkage of data and data
files. Continued improvements in data linkages will enhance the development of program initiatives that focus
on specific population sub-groups and permit the examination of costs associated with crashes.
Integrating Neighborhood Level Data into CODES
The CODES database is created by matching individual records from the NYS DMV AIS and Drug Recognition
Expert Data to the NYS DOH Statewide Planning and Research Cooperative System (SPARCS) database of
hospitalizations and ED visits, the NYS TR, and NYS PCR from Emergency Medical Service (EMS) agencies. The
linked database creates a more complete picture that describes what occurs before, during, and after a crash;
the linkage is critical to accurately evaluating the effectiveness of highway safety initiatives and understanding
the burden of motor vehicle crashes in NYS.
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 123
The CODES database is used to conduct surveillance and epidemiological research that examines the
contributing factors to motor vehicle crash-related injuries, their associated outcomes and medical costs in
selected types of crashes. CODES contains demographic, race and ethnicity identifiers, patient residential zip
codes, health outcomes, and related medical cost data, allowing for examination of health disparities, types of
injuries, and crash-related cost of injuries that could not be done with police crash records alone.
Administered by the DOH Bureau of Occupational Health and Injury Prevention (BOHIP), BOHIP staff work
collaboratively to identify and address the injury problem, with a priority focus on motor vehicle traffic
injuries.
This project aims to address the need for a better integrated traffic data system by enriching CODES with
currently available freestanding data and increasing completeness of neighborhood level relevant information
in the CODES data system.
Strategy
TR-2 Development and Use of Data Linkages
Problems addressed
Injury surveillance data systems need to provide a more complete picture of
crashes by including neighborhood level data such as Census data containing
demographic data and life expectancy data to provide more complete information
for analysis.
Countermeasures &
justification
Traffic Records System Information Quality, Data Integration (Uniform Guidelines,
Traffic Records
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/guideline10-
march2009.pdf); New York’s traffic safety community needs timely, accurate,
complete data;
The state’s core data systems need to be integrated for more complete and multi-
faceted data;
Multi-faceted data are needed for complex data analysis, such as determining the
associated outcomes and medical costs of motor vehicle crashes;
These data allow researchers to identify the true impact of neighborhood level
factors and motor vehicle related injuries in NYS and to capture the characteristics
which contribute to health disparities
Performance targets
addressed
Not yet set
Est. 3-year funding
allocation
$2,400,000; BIL 405c
Project considerations
Integrate neighborhood level data such as demographic data and life expectancy
to provide more complete information for analysis
Uniform guidelines
(D) include provisions for—
(i) an effective record system of accidents (including resulting injuries and deaths)
Strategy TR-3 Use of Technology to Disseminate Data and Information
GTSC’s website continues to be a major medium for disseminating information on new developments in traffic
safety, research programs and other topics. The website and other technologies, such as podcasts, are
important in the communication of data, training and educational messages, and public information relating to
highway safety programs that will benefit all of GTSC’s customers and partners, as well as the general public.
Traffic Safety Statistical Repository (TSSR)
The TSSR gives the public and the research community direct on-line access to New York State’s crash and
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 124
ticket data. Crash information is extracted from the NYS DMV AIS on a monthly basis. Currently, the TSSR
provides access to the finalized crash data for the years 2012-2021 and the preliminary crash data for 2022 and
2023. Updated monthly, the 2022 crash data are expected to be finalized in September 2023. The data are
presented in both tabular and graphical formats. Ticket data are extracted from the TSLED and AA ticket
systems, and the NYPD ticket system. Currently, the TSSR provides access to the finalized ticket data for the
years 2012-2021 and preliminary data for 2022 and 2023. The ticket data are updated quarterly.
The project will continue to provide to New York’s highway safety community several important improvements
regarding access to accurate and timely traffic records data. These include maintenance of the current system,
updating preliminary crash data and ticket data, software upgrades, enhancements and training. The project
will maintain the new SAS Viya architecture for the TSSR system at the UAlbany Data Center, providing
stability, security, and room for growth. It will also track user activity on the TSSR web page and related web
pages.
Strategy
TR-3 Use of Technology to Disseminate Data and Information
Problems addressed
Improve accessibility to traffic safety data;
Provide information on new developments in traffic safety and other topics;
Allow the general public and researchers to obtain crash and ticket data to
develop and assess traffic safety initiatives
Countermeasures &
justification
Traffic Records System Information Quality, Accessibility (Uniform Guidelines,
Traffic Records
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/guideline10-
march2009.pdf); New York’s traffic safety community needs continued access to
timely, accurate, complete data
Performance targets
addressed
In general, continue to provide access to current data on crashes and tickets (a
rolling 10 years of finalized data, plus preliminary data to date)
Est. 3-year funding
allocation
$1,800,000; BIL 402, 405c
Project considerations
Continue to fund expansion and use of the state’s TSSR system
Uniform guidelines
(D) include provisions for—
(i) an effective record system of accidents (including resulting injuries and deaths)
Strategy TR-4 Statewide Coordination of Traffic Records Systems Improvements
GTSC will continue to coordinate efforts with other agencies and sources of funding to complete projects that
improve traffic records systems, files and programs. Implementation of the FFY 2024 Traffic Safety Information
Systems Strategic Plan will begin upon approval of New York’s application for FFY 2024 Section 405c funds.
Traffic Records Program Coordination
Funding will be provided for the coordination and administration of traffic records-related activities in New
York State. At GTSC’s request, a member of the ITSMR staff serves as the TSIS Coordinator. The coordinator’s
responsibilities include scheduling, setting the agenda and facilitating meetings of the TRCC; preparing the
annual Traffic Safety Information Systems Strategic Plan; identifying and assessing progress in meeting the
state’s performance measures as well as assisting GTSC in meeting any other requirements for the receipt of
Section 405c funding.
Strategy
TR-4 Statewide Coordination of Traffic Records Systems Improvements
Problems addressed
Have the appointed Traffic Safety Information Systems (TSIS) Coordinator carry
out coordination and administration tasks;
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 125
Ensure that New York’s traffic records-related activities are carried out in a
smooth and integrated manner
Countermeasures &
justification
Traffic Records System Management (Uniform Guidelines, Traffic Records
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/guideline10-
march2009.pdf); in order to maximize benefits from the synergy generated by
separate traffic records-related activities, the activities must be coordinated and
managed by a single entity;
Statewide coordination and administration of all traffic records-related activities is
essential to a successful traffic records improvement program
Performance targets
addressed
Provide statewide coordination and administration of all traffic records-related
activities
Est. 3-year funding
allocation
$1,500,000; BIL 402
Project considerations
Funding the coordination and administration of the state’s myriad traffic records-
related activities
Uniform guidelines
(D) include provisions for—
(i) an effective record system of accidents (including resulting injuries and deaths)
Strategy TR-5 Research and Evaluation
Research, Evaluation and Analytical Support for Traffic Safety in NYS
Research and evaluation are essential components of the highway safety planning process, and a variety of
research and evaluation initiatives will be supported at both the state and local levels. Competing interests and
finite resources make it imperative that there be a consistent, systematic process of problem identification and
prioritization. Research will support the development, implementation and evaluation of new initiatives in
conjunction with the state's 402 grant program.
Projects that support the collection and analyses of data related to various areas of traffic safety will also be
supported. Such projects would involve extracting, compiling and analyzing data from the state’s large
database systems, including DMV’s crash, citation/adjudication and driver license databases and NYSDOT’s
SIMS and SAFETYNET databases. In addition, projects that provide data analytic services needed by DMV and
GTSC and their highway safety partners will be supported. Projects that provide analytical support to traffic
safety agencies and organizations at all jurisdictional levels, including support for the collection, analysis and
reporting of data, will be eligible for funding.
Strategy
TR-5 Research and Evaluation
Problems addressed
Research will support the development, implementation and evaluation of new
initiatives in conjunction with the state’s 402 grant program
Countermeasures &
justification
Uses of a Traffic Records System – Research and Program Development, Policy
Development, Analytic Resources Access (Uniform Guidelines, Traffic Records
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/guideline10-
march2009.pdf); research efforts will aid in identifying system limitations and
opportunities for system improvements;
GTSC considers the benefits from research and evaluation activities to be essential
to a successful traffic records improvement program
Performance targets
addressed
Research and evaluation will aid in the state attaining the traffic records
performance targets set for 2026
2024-2026 Triennial Highway Safety Plan Traffic Records …Page 126
Est. 3-year funding
allocation
$6,000,000; BIL 402
Project considerations
Funding research and evaluation activities
Uniform guidelines
(D) include provisions for—
(i) an effective record system of accidents (including resulting injuries and deaths)
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 127
COMMUNITY TRAFFIC SAFETY PROGRAMS
Overview
Community Traffic Safety Programs are designed to be comprehensive in nature, with opportunities for
outreach to a broad spectrum of groups within local areas. Agencies and organizations at the local level are
the most knowledgeable about the traffic safety problems in their jurisdictions and are in the best position to
develop programs to address those issues. Some of the highway safety issues that counties and other local
jurisdictions are encouraged to integrate into their local programs stem from state-level initiatives including
outreach programs for younger drivers, older drivers and the many diverse populations residing in the state.
The Governor’s Traffic Safety Committee (GTSC) plays the central role in the coordination of local traffic safety
programs with state priorities so that collectively Community Traffic Safety Programs that are funded
contribute to the achievement of the statewide and program area performance targets set in the Triennial
HSP.
The funds and other resources GTSC invests in Community Traffic Safety Programs are complemented by a
number of other federal, state, local and private sector activities. While a real dollar amount cannot be
accurately estimated for the contributions of each of the partners involved in these programs, the most
significant sources of funding, programming and in-kind support that assist in achieving the performance goals
established in the Triennial HSP include: County Traffic Safety Boards; NYS Department of Motor Vehicles
(NYSDMV); NYS Department of Health (NYSDOH); NYS Education Department (NYSED); NYS Department of
Transportation (NYSDOT); New York State Sheriffs’ Association; New York State Police; NYS Association of
Chiefs of Police; Safe Kids Coalitions; American Automobile Association (AAA); National Safety Council; Ford
Foundation; NY Association of Pupil Transportation; Operation Lifesaver, Inc., and U.S. Department of Veterans
Affairs.
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 128
Performance Report
Performance Measure: C-9 Drivers Age 20 or Younger Involved in Fatal Crashes (FARS)
Progress: Not Met
The five-year moving average number of drivers under
age 21 involved in fatal crashes increased to 97.2 in
2021. This average indicates that the target of 94.6 set
for 2019-2023 is not likely to be met.
These are the countermeasure strategies in Community Traffic Safety Programs program that contributed
towards meeting/improving the performance targets:
Strategy CP-1: Community-Based Highway Safety Programs
Strategy CP-2: Statewide Implementation of Traffic Safety Initiatives
Strategy CP-3: Statewide Communications and Outreach
Strategy CP-4: Younger Driver Outreach and Education
Strategy CP-5: Older Driver Outreach and Education
Strategy CP-6: Outreach to Minority and Other Underserved Population
Problem Identification
Additional data analyses were conducted to assist GTSC in setting priorities for the Community Traffic Safety
Programs area and selecting data-driven countermeasure strategies and activities that will enable the state to
achieve its performance goals. The key findings
from the problem identification component are
presented in this section.
Analyses by Region
In 2021, 37% of fatal and personal injury crashes
occurred in the Upstate region, and 44% occurred in
New York City. The remaining 19% happened on
Long Island.
Compared to the proportion of licensed drivers in
each of the regions, New York City is
overrepresented in fatal and personal injury crashes
50%
32%
18%
37%
44%
19%
Upstate NYC Long Island
0%
20%
40%
60%
LICENSED DRIVERS AND FATAL &
PERSONAL INJURY CRASHES BY REGION:
2021
Licensed Drivers F&PI Crashes
Sources: NYS AIS / TSSR and Driver License File
99
88
84
103
112
106.4
97.8
95.2
95.6
97.2
0
50
100
150
2017 2018 2019 2020 2021
DRIVERS UNDER AGE 21 INVOLVED IN
FATAL CRASHES
Drivers 5 Yr Moving Avg
Source: FARS
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 129
(44% of the F & PI crashes vs. 32% of the licensed drivers) while the Upstate region is underrepresented.
Analyses by County
As demonstrated in the analyses presented in other program areas, the priority assigned to different traffic
safety issues can vary among the regions. For example, the data show that a greater emphasis on pedestrian
safety countermeasures is needed in the downstate areas than upstate. Traffic safety priorities can also differ
among individual counties. Local communities applying for grant funding in this program area must provide
data documenting the traffic safety issues they plan to address. A number of sources, including county crash
summary reports that can be accessed through the Traffic Safety Statistical Repository (TSSR) developed by the
Institute for Traffic Safety Management and Research, are available to assist local communities in identifying
and documenting their traffic safety problems.
The table below provides 2021 population and licensed driver data for New York State and each county within
the state, as well as 2021 data on fatal and personal injury crashes and the numbers of pedestrian, bicycle and
motorcycle crashes that occurred statewide and in each county. The data in this table can be used to identify
counties that are overrepresented in specific types of crashes by comparing the proportion of the state’s
population and licensed drivers that reside in the county with the proportions of the different types of crashes
that occur in the county. For example, Kings County accounts for 13% of the state’s population and 9% of the
state’s licensed drivers; however, 24% of the state’s pedestrian crashes and 29% of the bicycle crashes in 2021
occurred in that county.
NEW YORK STATE DEMOGRAPHIC AND CRASH DATA BY COUNTY, 2021
Population
Licensed
Fatal/PI
Pedestrian
Bicycle
Motorcycle
Crashes*
Drivers
Crashes
Crashes*
Crashes*
NY STATE
19,835,913
12,084,663
106,950
12,472
7,370
4,929
County
#
%
#
%
#
%
#
%
#
%
#
%
Albany
313,743
1.6%
212,003
1.75%
1,797
1.68%
147
1.18%
65
0.88%
108
2.19%
Allegany
46,106
0.2%
30,764
0.25%
147
0.14%
13
0.10%
2
0.03%
12
0.24%
Broome
197,240
1.0%
130,851
1.08%
773
0.72%
68
0.55%
35
0.47%
67
1.36%
Cattaraugus
76,426
0.4%
53,031
0.44%
309
0.29%
17
0.14%
10
0.14%
33
0.67%
Cayuga
75,880
0.4%
51,384
0.43%
322
0.30%
19
0.15%
8
0.11%
21
0.43%
Chautauqua
126,807
0.6%
86,886
0.72%
544
0.51%
30
0.24%
9
0.12%
35
0.71%
Chemung
83,045
0.4%
57,596
0.48%
283
0.26%
25
0.20%
21
0.28%
26
0.53%
Chenango
46,537
0.2%
35,446
0.29%
161
0.15%
4
0.03%
2
0.03%
17
0.34%
Clinton
79,596
0.4%
56,548
0.47%
239
0.22%
11
0.09%
10
0.14%
17
0.34%
Columbia
61,778
0.3%
47,197
0.39%
272
0.25%
14
0.11%
7
0.09%
15
0.30%
Cortland
46,311
0.2%
30,738
0.25%
233
0.22%
12
0.10%
7
0.09%
24
0.49%
Delaware
44,378
0.2%
32,463
0.27%
182
0.17%
7
0.06%
1
0.01%
17
0.34%
Dutchess
297,112
1.5%
220,369
1.82%
1,536
1.44%
75
0.60%
34
0.46%
97
1.97%
Erie
950,683
4.8%
655,151
5.42%
6,009
5.62%
391
3.14%
212
2.88%
227
4.61%
Essex
37,268
0.2%
26,745
0.22%
143
0.13%
4
0.03%
1
0.01%
19
0.39%
Franklin
47,456
0.2%
33,079
0.27%
156
0.15%
7
0.06%
3
0.04%
12
0.24%
Fulton
53,116
0.3%
37,698
0.31%
203
0.19%
8
0.06%
3
0.04%
26
0.53%
Genesee
57,853
0.3%
42,292
0.35%
297
0.28%
13
0.10%
14
0.19%
28
0.57%
Greene
48,499
0.2%
37,106
0.31%
215
0.20%
6
0.05%
1
0.01%
29
0.59%
Hamilton
5,119
0.0%
4,225
0.03%
26
0.02%
1
0.01%
0
0.00%
8
0.16%
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 130
Herkimer
59,937
0.3%
42,477
0.35%
162
0.15%
10
0.08%
3
0.04%
18
0.37%
Jefferson
116,295
0.6%
71,442
0.59%
374
0.35%
32
0.26%
8
0.11%
24
0.49%
Lewis
26,573
0.1%
17,949
0.15%
81
0.08%
3
0.02%
1
0.01%
13
0.26%
Livingston
61,578
0.3%
43,745
0.36%
221
0.21%
2
0.02%
3
0.04%
21
0.43%
Madison
67,658
0.3%
48,028
0.40%
217
0.20%
7
0.06%
5
0.07%
19
0.39%
Monroe
755,160
3.8%
519,467
4.30%
3,842
3.59%
279
2.24%
119
1.61%
195
3.96%
Montgomery
49,558
0.2%
35,363
0.29%
229
0.21%
9
0.07%
7
0.09%
22
0.45%
Nassau
1,390,907
7.0%
1,051,670
8.70%
9,588
8.96%
738
5.92%
356
4.83%
280
5.68%
Niagara
211,653
1.1%
154,989
1.28%
1,036
0.97%
65
0.52%
35
0.47%
49
0.99%
Oneida
230,274
1.2%
154,465
1.28%
910
0.85%
55
0.44%
23
0.31%
72
1.46%
Onondaga
473,236
2.4%
322,044
2.66%
2,295
2.15%
179
1.44%
72
0.98%
130
2.64%
Ontario
112,508
0.6%
84,224
0.70%
513
0.48%
29
0.23%
12
0.16%
44
0.89%
Orange
404,525
40,191
2.0%
268,260
2.22%
2,273
2.13%
97
0.78%
36
0.49%
161
3.27%
Orleans
40,191
0.2%
27,824
0.23%
142
0.13%
5
0.04%
4
0.05%
17
0.34%
Oswego
117,387
0.6%
82,668
0.68%
400
0.37%
18
0.14%
7
0.09%
42
0.85%
Otsego
58,123
0.3%
40,888
0.34%
208
0.19%
8
0.06%
3
0.04%
19
0.39%
Putnam
97,936
0.5%
80,845
0.67%
474
0.44%
13
0.10%
1
0.01%
35
0.71%
Rensselaer
160,232
0.8%
114,560
0.95%
599
0.56%
41
0.33%
10
0.14%
47
0.95%
Rockland
339,227
1.7%
222,335
1.84%
1,739
1.63%
136
1.09%
57
0.77%
67
1.36%
St. Lawrence
108,051
0.5%
70,253
0.58%
368
0.34%
41
0.33%
3
0.04%
40
0.81%
Saratoga
237,359
1.2%
186,216
1.54%
846
0.79%
44
0.35%
20
0.27%
79
1.60%
Schenectady
158,089
0.8%
111,882
0.93%
776
0.73%
54
0.43%
37
0.50%
48
0.97%
Schoharie
29,863
0.2%
22,402
0.19%
133
0.12%
5
0.04%
1
0.01%
16
0.32%
Schuyler
17,752
0.1%
13,875
0.11%
68
0.06%
3
0.02%
1
0.01%
8
0.16%
Seneca
33,688
0.2%
22,886
0.19%
160
0.15%
9
0.07%
4
0.05%
16
0.32%
Steuben
92,948
0.5%
68,349
0.57%
315
0.29%
10
0.08%
8
0.11%
28
0.57%
Suffolk
1,526,344
7.7%
1,171,756
9.70%
10,389
9.71%
461
3.70%
305
4.14%
389
7.89%
Sullivan
79,806
0.4%
54,736
0.45%
376
0.35%
24
0.19%
4
0.05%
33
0.67%
Tioga
47,980
0.2%
37,025
0.31%
178
0.17%
5
0.04%
4
0.05%
11
0.22%
Tompkins
105,162
0.5%
62,622
0.52%
314
0.29%
20
0.16%
6
0.08%
17
0.34%
Ulster
182,951
0.9%
136,592
1.13%
825
0.77%
32
0.26%
20
0.27%
75
1.52%
Warren
65,618
0.3%
52,114
0.43%
304
0.28%
17
0.14%
14
0.19%
53
1.08%
Washington
60,956
0.3%
42,942
0.36%
226
0.21%
10
0.08%
5
0.07%
20
0.41%
Wayne
90,923
0.5%
68,218
0.56%
301
0.28%
7
0.06%
10
0.14%
26
0.53%
Westchester
997,895
5.0%
692,164
5.73%
4,759
4.45%
432
3.46%
148
2.01%
211
4.28%
Wyoming
40,491
0.2%
28,611
0.24%
147
0.14%
5
0.04%
1
0.01%
13
0.26%
Yates
24,613
0.1%
15,689
0.13%
85
0.08%
2
0.02%
4
0.05%
10
0.20%
N Y C
Bronx
1,424,948
7.2%
505,967
4.19%
8,969
8.39%
1,748
14.02%
774
10.50%
293
5.94%
Kings
2,641,052
13.3%
1,100,877
9.11%
15,347
14.35%
2,956
23.70%
2,151
29.19%
528
10.71%
New York
1,576,876
7.9%
769,240
6.37%
7,054
6.60%
1,740
13.95%
1,410
19.13%
329
6.67%
Queens
2,331,143
11.8%
1,219,499
10.09%
13,789
12.89%
2,002
16.05%
1,142
15.50%
483
9.80%
Richmond
493,494
2.5%
319,450
2.64%
2,071
1.94%
247
1.98%
91
1.23%
90
1.83%
Sources: U.S. Census Bureau, NYS Driver License File and NYS AIS/TSSR
*Includes Fatal, Personal Injury and Property Damage crashes
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 131
Driver Age Groups
Analyses of the demographic characteristics of the drivers involved in crashes are important in determining
which age groups are most at risk. As the chart shows, drivers in the younger age groups are overrepresented
in fatal and personal injury (F&PI) crashes in New York State.
Young Drivers
Young drivers, in particular, are at risk of being involved in a crash. In 2021, drivers under 21 years of age were
involved in 8% of the fatal and personal injury crashes but accounted for 4% of the licensed drivers. In
addition, drivers ages 21-29 were involved in 22% of the F&PI crashes but accounted for only 14% of the
licensed drivers.
Older Drivers
Drivers age 60 and over are the most
underrepresented group of drivers in fatal
and personal injury crashes; older drivers
account for 30% of the licensed drivers but
are involved in only 16% of the F&PI
crashes. However, research conducted by
AAA comparing the crash rates per vehicle
miles driven for different age groups found
that drivers age 80 and over had the
highest driver death rate (3.85 drivers
killed per 100M VMT) of any age group.
(Tefft, B.C. [2017]. Rates of Motor Vehicle
Crashes, Injuries and Deaths in Relation to Driver Age, United States, 2014-2015. AAA Foundation for Traffic
Safety.) AAA also reports that, despite the safe driving habits of senior drivers, those who are involved in
crashes are more likely to be killed or injured than younger drivers due to age-related fragility
(https://seniordriving.aaa.com/resources-family-friends/conversations-about-driving/facts-research/).
Contributing Factors: Drivers Under 21 Compared to All Drivers
Drivers of all ages are most likely to have Driver Inattention/Distraction reported as a contributing factor in
fatal and personal injury crashes. When compared with all drivers, drivers under 21 years of age in fatal and
personal injury crashes are much more likely to have Failure to Yield the Right-of-Way, Unsafe Speed,
Following Too Closely and Driver Inexperience reported as contributing factors.
4%
14%
18%
16%
17%
16%
14%
8%
22%
22%
16%
15%
10%
6%
0%
10%
20%
30%
16-20 21-29 30-39 40-49 50-59 60-69 70+
LICENSED DRIVERS AND DRIVERS INVOLVED IN
FATAL & PERSONAL INJURY CRASHES BY AGE:
2021
Licensed Drivers Drivers in F&PI Crashes
Source: NYS AIS/TSSR and Driver License File
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 132
Minority and Other Underserved Populations
The U.S. Census Bureau projects that the nation’s population will continue to become more racially and
ethnically diverse over the next several decades. Between 2010 and 2020, the Hispanic population in New
York State increased from 18% to 20%. Among the groups reported as not Hispanic, the Asian population
increased from 7% to 9% of the state’s population and the White population declined from 58% to 52%. The
Black or African American population remained steady at 14%. The state’s American Indian and Alaska Native
population remained constant at less than one percent (0.3%) of the state’s population in 2010 and 2020.
Other groups, including two or more races and some other race, accounted for 2% in 2010 and 5% in 2020. As
the nation’s population and the population of New York State become more diverse, it is important to foster
equity in traffic safety through increased engagement with the state’s underserved populations.
Because information on race and ethnicity is not captured on New York’s police crash reports, the FARS data
system was queried to extract the race and ethnicity data collected from coroners’ reports for the traffic
fatalities that occurred in the state from 2016 to 2020, the most recent data available. Of the 4,990 fatalities
that occurred during this five-year period, race/ethnicity information was reported for 3,170 (64%). The
fatalities for which race/ethnicity information was not available were excluded from the following analyses.
The chart below presents a comparison of the 2020 population estimates for New York State by race/ethnicity
and the breakdown of fatalities for 2016-2020 by race/ethnicity from the FARS file.
< 1%
< 1%
2%
2%
10%
7%
12%
14%
0%
< 1%
1%
8%
14%
13%
16%
15%
0% 5% 10% 15% 20%
Texting
Cell Phone
Alcohol Involvement
Driver Inexperience
Following Too Closely
Unsafe Speed
Failure to Yield Right-of-Way
Driver Inattention/Distraction
SELECT CONTRIBUTING FACTORS ASSOCIATED WITH DRIVERS IN FATAL AND
PERSONAL INJURY CRASHES: 2021
Drivers 16-20 All Drivers
Source: NYS AIS/TSSR
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 133
Analyses by Region
Further analyses were conducted to determine how the fatalities involving different racial and ethnic groups
are distributed among the major regions of the state and the involvement of different populations in specific
types of fatalities.
For those fatalities with race/ethnicity reported, 56% occurred in the Upstate region, 14% in New York City and
30% on Long Island. The chart below indicates the distribution of fatalities by race/ethnicity in each region.
• 73% of the fatalities that occurred Upstate were White, compared to 53% on Long Island and 29% in
NYC.
• 30% of the fatalities in NYC and 22% on Long Island were Hispanic, compared to only 5% Upstate.
• New York City had the largest proportion of fatalities who were Black (27%), compared to 13% for Long
Island and 9% Upstate.
• 11% of the fatalities in NYC were Asian compared to only 3% on Long Island and <1% Upstate.
14%
61%
12%
<1%
2%
10%
15%
55%
15%
1%
10%
11%
0%
25%
50%
75%
Hispanic White, not
Hispanic
Black, not
Hispanic
Am. Indian Asian Other
NYS RACE/ETHNICITY POPULATION ESTIMATES AND FATALITIES IN
TRAFFIC CRASHES WITH KNOWN RACE/ETHNICITY: 2016-2020
Fatalities Population
Source: FARS, U.S. Census
5%
73%
9%
<1%
0%
13%
30%
29%
27%
0%
11%
3%
22%
53%
13%
0%
3%
9%
0%
25%
50%
75%
100%
Hispanic White, not
Hispanic
Black, not
Hispanic
Am. Indian Asian Other
FATALITIES IN TRAFFIC CRASHES WITH KNOWN RACE/ETHNICITY
BY REGION: 2016-2020
Upstate NYC Long Island
Source: FARS
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 134
Analyses by Fatality Type
A final set of analyses looked at the involvement of select racial and ethnic groups in all fatalities, pedestrian
fatalities, motorcyclist fatalities, fatalities in speed-related crashes and fatalities in alcohol-related crashes.
American Indian fatalities and persons from racial and ethnic groups that were combined into the “Other”
category were not included in the chart above because of the small numbers. Therefore, the proportions do
not equal 100%.
• The representation of the different racial and ethnic groups in motorcyclist fatalities and fatalities in
speed-related and alcohol-related crashes were fairly consistent.
• Hispanics comprised 14% of the motorcyclist, speed-related and alcohol-related fatalities, Whites
comprised 58%-63% and Asians consistently accounted for 2%.
• Pedestrian fatalities showed the greatest deviations from this pattern; while Whites accounted for 61%
of all fatalities, only 49% of the pedestrian fatalities were in this racial/ethnic group.
• Hispanics, Blacks and Asians all accounted for a somewhat larger proportion of the pedestrian fatalities
than would have been expected based on their representation in all fatalities; 19% of the pedestrian
fatalities were Hispanic; 16% were Black and 4% were Asian.
These analyses provide important information on the involvement of underserved populations in traffic
fatalities in New York State and will be expanded to gain further insights.
The racial and ethnic makeup of the individual counties in the state vary widely. Local communities applying
for grant funding can find facts by county regarding race and ethnicity at the Census Bureau’s website
(https://www.census.gov/library/visualizations/interactive/race-and-ethnicity-in-the-united-state-2010-and-
2020-census.html). In addition, NYSDOH has provided county-specific data on motor vehicle deaths and
hospitalizations by race/ethnicity (https://www.health.ny.gov/statistics/prevention/injury_prevention
/county_reports.htm). These data can be used to help identify racial and ethnic groups that are underserved
and/or overrepresented in traffic fatalities and injuries within counties, and to plan activities that help
eliminate disparities in those who are getting killed or injured.
In FFY 2022, GTSC reached out to 400 not-for-profit organizations to share information about grant
opportunities. Re-establishing or making new connections with community-based organizations will improve
the coordination, communication and involvement needed for law enforcement, public information and
14%
61%
12%
2%
19%
49%
16%
4%
14%
63%
12%
2%
14%
58%
15%
2%
15%
60%
13%
2%
0%
25%
50%
75%
Hispanic White, not Hispanic Black, not Hispanic Asian
ALL, PEDESTRIAN, MOTORCYCLIST, SPEED-RELATED AND ALCOHOL-
RELATED FATALITIES IN TRAFFIC CRASHES WITH KNOWN RACE/ETHNICITY
2016-2020
All Fatalities Pedestrians Motorcyclists Speed-Related Alcohol-Related
Source: FARS
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 135
education as well as stakeholder recruitment efforts that will be included in the Triennial HSP. These efforts
have resulted in the development of the Diversity, Equity and Inclusion Program to support equitable outreach
efforts.
While there is a long list of public engagement opportunities, GTSC wants to create opportunities to engage
with those groups that have been traditionally underserved and may be most impacted by serious injuries and
fatalities due to motor vehicle crashes. It is critical to hear from the state’s diverse communities as GTSC
moves toward the development of a more inclusive HSP. The shared goals for traffic safety should be
established with input from a broad spectrum of public, private, educational, service provider, faith-based,
ethnically diverse, gender neutral, ability-challenged, socio-economic and racially diverse groups to encourage
collaboration and promote inclusivity. The ultimate goal is to energize local community leaders and educate
them on how GTSC and its partners can work to address traffic safety equity concerns in those underserved
communities.
Countermeasure Strategies
Using a data-driven approach, New York has identified a comprehensive set of strategies that collectively will
enable the state to reach the performance targets for statewide and Community Traffic Safety Programs.
Strategy CP-1 Community-Based Highway Safety Programs
Projects proposed by local agencies and organizations to address traffic safety problems identified in their
jurisdictions will be considered for funding under this strategy. The grant proposal must include a description
of the problem with supporting data, details of the proposed activities with milestones and an evaluation plan
for assessing the success of the project. All applications must address one or more of the program areas
included in New York’s Triennial HSP.
Community-Based Programs to Improve Traffic Safety
Local agencies including police, transportation and health departments and non-profit organizations, such as
county traffic safety boards and other community-based organizations that develop traffic safety programs at
the local level, will be considered for funding under this planned activity. For example, county traffic safety
boards that have developed programs tailored to the traffic safety needs of their counties will be supported.
Driving in the Safe Lane, a program developed by the Community Parent Center in Nassau County, is also an
example of a successful community-based program. The workshop educates teens and parents about driving
risks such as inexperience, distractions, failure to wear a seat belt and impairment, as well as the state’s
Graduated Driver Licensing Laws.
Roadway Safety Improvements
The identification of high-crash locations and roadway-related crash information is important for the
development of data-driven roadway improvement solutions. GTSC will support these efforts and others
that contribute to improving the roadway environment. Roadway improvements implemented on a
statewide basis will be given priority. Efforts to raise awareness, provide education or conduct training on
topics such as work zone safety, traffic incident management (TIM), emergency traffic control and scene
management will be supported. GTSC will also provide support for the presentation of a
TIMposium involving the appropriate partners and stakeholders. Crash reconstruction training to identify
potential factors involved in crashes, including roadway factors, will also be considered for funding, as well
as materials and equipment to support roadway safety.
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 136
Strategy
CP-1 Community-Based Highway Safety Programs
Problem addressed
Local traffic safety problems (varies);
Data-driven, performance-based approach in addressing problems identified
through data analysis;
Problems that fall under one or more of the program areas in New York’s HSP
Countermeasures &
justification
CTW 3 or more stars and other CTW: varies; countermeasures cited in one or
more of the program areas in New York’s HSP, depending on the local traffic
safety problems
Performance targets
addressed
Reduce total traffic fatalities by 1.5% from 1,021.2 (2017-2021 rolling average) to
1,005.9 by 2026.
Reduce serious traffic injuries by 1.5% from 11,145.6 (2017-2021 rolling average)
to 10,978.4 by 2026.
Reduce fatalities/100M VMT by 1.5% from 0.890 (2017-2021 rolling average) to
0.877 by 2026.
Reduce number of drivers age 20 or younger involved in fatal crashes by 1.5%
from 97.2 (2017-2021 rolling average) to 95.7 by 2026.
Est. 3-year funding
allocation
$21,585,000; BIL 402, 405b, 405g
Project considerations
Applicants who:
successfully identify their own traffic safety issues;
follow a data-driven, performance-based approach;
draw from evidence-based strategies included in the Highway Safety Plan;
Local programs that collectively contribute to achieving statewide performance
goals
Uniform guidelines
One or more of (A) (i)-(viii), depending on the local traffic safety problems
Strategy CP-2 Statewide Implementation of Traffic Safety Initiatives
GTSC will continue to encourage and provide resources and administrative support for the development of
traffic safety initiatives by state agencies and not-for-profit organizations for implementation by local
organizations and programs or to enhance ongoing local program efforts. The types of support provided by
GTSC include public information and education materials for use by agencies and organizations in delivering
programs at the local level and training and other educational programs for local project personnel to increase
their knowledge of traffic safety issues and help them become more effective program managers.
State Level Initiatives to Support Local Traffic Safety Programs
Programs undertaken by state agencies and not-for-profits to support and enhance the implementation of
community-based traffic safety programs will be eligible for funding. One example is the National Safety
Council’s Survivor Advocate Speaker Network whose speakers, at the request of local traffic safety programs,
are available to provide education and outreach to traffic safety stakeholders and high-risk populations, at
traffic safety conferences, schools and victim impact panels. Another example of educational programs that
can support local traffic safety efforts is the Operation Lifesaver Program that educates the public on rail
grade crossing safety.
New York State agencies that provide public information materials, coordination and other support for local
programs include GTSC, NYSDOH and NYSDMV. For example, GTSC is working with local wine trail
associations and other non-traditional partners to develop and deliver traffic safety messaging in New York’s
Finger Lakes Region. One initiative is to provide traffic safety tip cards for distribution through local
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 137
businesses along and around the region’s three major wine trails (Cayuga, Seneca and Keuka). The primary
purpose of these tip cards is to remind visitors to the area of the importance of safe, responsible
consumption of beverages and to raise awareness of the dangers of impaired driving, distracted driving,
failure to use a seat belt and other unsafe behaviors.
Another example of a state-level initiative focuses on drowsy driving. In FFY 2024-2026, efforts to address
drowsy driving will continue to target younger drivers on college campuses across New York State. Subject
matter experts from Students Against Destructive Decisions, SUNY Stony Brook Center for Community
Engagement & Leadership Development will work with NYSDOH and victim advocate Jennifer Pearce to
engage and educate younger drivers. Targeting the high-risk younger driver population, they will help raise
awareness of the dangers of drowsy driving as well as offer an opportunity for peer-to-peer engagement for
younger drivers to develop public service announcements (PSAs) about drowsy driving. The winning PSAs will
also be shown in Thruway rest stops across the state, in NYSDMV issuing offices as well as be highlighted in
social media campaigns in cooperation with our New York State Partnership Against Drowsy Driving.
Pedestrian safety is another key state-level initiative. A dedicated website, www.ny.gov/pedsafety, has been
established where educational materials developed by the state are available to assist community leaders,
law enforcement, and traffic safety educators with outreach efforts. “See! Be Seen!” branded safety
publications, tip cards, NYS Vehicle and Traffic Law pocket guides, public service announcements, and age-
appropriate PowerPoint presentations are available for download or hard copy request. Additional campaign
materials will be developed by the state in FFY 2024, including a video campaign focused on a commonly
cited crash-causing factor in pedestrian-involved crashes, failure to yield.
Strategy
CP-2 Statewide Implementation of Traffic Safety Initiatives
Problem addressed
Local traffic safety problems (varies);
Data-driven approach in addressing traffic safety initiatives;
Topics important to cover in a comprehensive statewide traffic safety program;
Programs to enhance quality, equitable outreach and comprehensiveness of local
traffic safety programs;
Important new information on traffic safety topics
Countermeasures &
justification
CTW 3 or more stars and other CTW: varies; countermeasures cited in one or
more of the program areas in New York’s HSP, depending on cooperative efforts
to implement comprehensive, multi-faceted programs;
Coordination and support at the local level for consistent messages and programs
statewide;
More effective and efficient use of resources, opportunities to exchange ideas and
best practices
Performance targets
addressed
Reduce total traffic fatalities by 1.5% from 1,021.2 (2017-2021 rolling average) to
1,005.9 by 2026.
Reduce serious traffic injuries by 1.5% from 11,145.6 (2017-2021 rolling average)
to 10,978.4 by 2026.
Reduce fatalities/100M VMT by 1.5% from 0.890 (2017-2021 rolling average) to
0.877 by 2026.
Reduce number of drivers age 20 or younger involved in fatal crashes by 1.5%
from 97.2 (2017-2021 rolling average) to 95.7 by 2026.
Est. 3-year funding
allocation
$11,475,000; BIL 402, 405b, 405d, 405g
Project considerations
Providing statewide coordination and various types of support at the local level;
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 138
Implementing consistent messages and programs statewide;
Promoting cooperative efforts, use of resources, development of comprehensive,
multi-faceted programs, and opportunities to exchange ideas and best practices
Uniform guidelines
One or more of (A) (i)-(viii), depending on the statewide initiatives implemented
locally
Strategy CP-3 Statewide Communications and Outreach
Effective, high-visibility inclusive public information and education (PI&E) outreach efforts are an essential
component of all successful highway safety programs. The primary purpose is to educate the public about the
importance of traffic safety in their lives and ultimately to convince the public to change their attitudes and
driving behaviors resulting in safer highways for everyone. In FFY 2024-2026, GTSC will continue to coordinate
a comprehensive and coordinated PI&E program for New York State that addresses current traffic safety issues
and supports traffic safety programs at the state and local levels.
Media Support for Traffic Safety Awareness Campaigns
Support will be provided for the development and delivery of inclusive traffic safety messaging through a wide
variety of channels including radio, television, billboards, print media, streaming (internet-based)
programming, and social media networking services such as Facebook, Twitter and Instagram. Examples of
the organizations eligible for funding include the NYS Broadcasters Association, the Cable
Telecommunications Association of NY, Inc., and outdoor media vendors.
The data-driven approach that New York uses to identify the priority issues to be addressed in the state’s
highway safety program also guides the decisions on the selection of topics that will receive media support,
the identification of target groups, the messages to be delivered and the type of media most appropriate for
the delivery of those messages.
In FFY 2024-2026, New York will provide media support at the statewide level to increase public awareness
and enhance the effectiveness of enforcement and other strategies undertaken to address the various high-
risk groups and unsafe driving priorities that have been identified. These include non-motorized highway
users (pedestrians and bicyclists), young drivers, motorcyclists, distracted drivers (cell phone use and texting)
and impaired drivers (drug-impaired and alcohol-impaired).
The target audience will be a major factor in determining the message and how it is delivered. For example,
television and radio would typically be used to reach a statewide audience with more general messages,
while social media may be used for messaging targeting teens and young drivers. The placement of spots
during programming on cable television and via streaming networks will be considered to increase the
likelihood of reaching unique and diverse segments of the population with targeted messaging. Billboards
may also be an appropriate delivery system for relaying messages to passing motorists.
Various forms of media will also be used to promote traffic safety messages in conjunction with special
events. For example, a media campaign is used to publicize the national seat belt enforcement mobilization
in May each year and to remind motorists to buckle up. Messaging on the dangers of impaired driving also
accompanies the high-visibility enforcement and engagement campaigns during holiday periods throughout
the year. From May to August each year, messaging promoting motorcycle awareness is conducted in high-
risk locations throughout the state. Media will also be used during specific time periods such as messaging on
the importance of child restraint use and heatstroke prevention during child passenger safety week in
September, drowsy driving messages coinciding with changing the clocks in the spring and the fall, and
bicycle and pedestrian safety messaging during the spring and summer months.
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 139
The COVID-19 pandemic forced GTSC to develop even more capacity for external media support. GTSC has
been developing various live and virtual training and communication programs. Live trainings and workshops
for police officers, grant application workshops, and a live chat about the dangers of distracted driving with
NFL defensive lineman Harrison Phillips are examples of the first few programs offered by GTSC. In FFY 2024-
2026, GTSC will look to build on previous successes and produce even more content of this type.
It is also recognized that new issues may emerge during the years as the result of an unforeseen event or
changes in policy or legislation. When appropriate, media support will be provided to disseminate messaging
to raise public awareness of these traffic safety issues.
Unattended Passengers Program
GTSC recognizes the risks of leaving a child or unattended passenger in a vehicle after the vehicle is
deactivated. According to NHTSA, more than 940 children have died of heatstroke over the past 25 years,
due to being trapped inside of a hot car. GTSC will continue efforts to raise awareness about heatstroke
prevention. This will be accomplished through a variety of methods such as social media posts, press
releases, and the distribution of educational materials. GTSC will also encourage CPS grantees and
technicians to educate caregivers about heatstroke prevention at car seat fittings and check events.
Strategy
CP-3 Statewide Communications and Outreach
Problem addressed
Priorities determined through problem identification process under each program
area;
Raising public awareness of the state’s traffic safety priorities
Countermeasures &
justification
CTW 3 or more stars and other CTW: varies; countermeasures cited in one or
more of the program areas in New York’s HSP, depending on current priorities;
Publicizing Enforcement;
Communications and Outreach;
The coordination and delivery of a comprehensive PI & E program for New York
that accesses current traffic safety issues and supports traffic safety programs at
the state and local levels are expected to have a major positive impact on highway
safety
Performance targets
addressed
Reduce total traffic fatalities by 1.5% from 1,021.2 (2017-2021 rolling average) to
1,005.9 by 2026.
Reduce serious traffic injuries by 1.5% from 11,145.6 (2017-2021 rolling average)
to 10,978.4 by 2026.
Reduce fatalities/100M VMT by 1.5% from 0.890 (2017-2021 rolling average) to
0.877 by 2026.
Reduce number of drivers age 20 or younger involved in fatal crashes by 1.5%
from 97.2 (2017-2021 rolling average) to 95.7 by 2026.
Est. 3-year funding
allocation
$8,850,000; BIL 402, 405b, 405g
Project considerations
Statewide media efforts;
Focus on raising public awareness of the state’s traffic safety priorities;
Effective, high-visibility, inclusive public information and education outreach
efforts;
Publicity and media support for high-visibility enforcement;
Social media outlets as well as more traditional outlets including radio, television
and print media
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 140
Uniform guidelines
One or more of (A) (i)-(viii), depending on statewide priorities for raising public
awareness
Strategy CP-4 Younger Driver Outreach and Education
Analyses of the data conducted in conjunction with several of the program areas in the HSSP have shown that
young drivers are consistently overrepresented in crashes involving unsafe driving behaviors. These behaviors
include, but are not limited to, speeding, distracted driving, alcohol-impaired driving and drugged driving.
Projects that focus on raising awareness among teens of the dangers of
engaging in unsafe driving behaviors will be considered for funding as
Community Traffic Safety Programs. Public awareness and educational
activities that focus on educating parents about New York's graduated
license laws and providing them with the tools to encourage safe driving
by their teens will also be funded.
Outreach & Education to Improve Teen Driver Safety
Local outreach and education programs that focus on young drivers will be considered for funding. An
example of a successful initiative in this area is the Students Against Destructive Decisions (SADD) Statewide
Coordinator grant. This grant provides support to the numerous SADD chapters across New York State for the
provision of peer-to-peer traffic safety initiatives. Outreach efforts that focus on educating parents on ways to
keep teen drivers safe are also eligible for funding. Coalitions and other groups that engage in teen driving
safety outreach and promote the implementation of proven and promising strategies to improve the safety of
this high-risk driving population are also eligible for funding.
Strategy
CP-4 Younger Driver Outreach and Education
Problem addressed
Young drivers are overrepresented in crashes involving unsafe driving behaviors;
Unsafe young driver behaviors include speeding, not using safety restraints,
drugged driving, driver inattention/distraction, failure to yield and following too
closely;
In 2022, surveyed drivers under 25 reported the highest frequencies of texting
while driving as well as driving after using cannabis and other drugs;
In 2021, 8% of the drivers involved in F & PI crashes were under age 21, but only
4% of the licensed drivers were in this age group
Countermeasures &
justification
“The SHSO, in collaboration and cooperation with driver education and training
and highway safety partners, should consider a statewide communications plan
and campaign that:
• Informs the public, especially parents, about State GDL laws;
• Identifies audiences at particular risk and develops appropriate
messages;…”
(Uniform Guidelines, Driver Education, p. 3
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/guideline04-
march2009.pdf); outreach and education is an evidence-based countermeasure
strategy that is part of a comprehensive approach to improving young driver
safety in New York
Performance targets
addressed
Reduce number of drivers age 20 or younger involved in fatal crashes by 1.5%
from 97.2 (2017-2021 rolling average) to 95.7 by 2026.
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 141
Est. 3-year funding
allocation
$2,400,000; BIL 402, 405b
Project considerations
Activities that focus on raising awareness among teens of the dangers of unsafe
driving behaviors;
Public awareness and educational activities that focus on educating parents about
New York’s graduated license laws and providing them with tools to encourage
their teens’ safe driving
Uniform guidelines
One or more of (A) (i)-(viii), as these guidelines pertain to young drivers
Strategy CP-5 Older Driver Outreach and Education
Improving Traffic Safety for Older Drivers
Under this activity, partner organizations will continue to work with GTSC to raise awareness about programs
and services that are available to assist and support older drivers (see collaboration with DOH on POC
prescription education detailed above). Funding to support the training of technicians and the delivery of
programs for older motorists will also be considered. The GTSC Older Driver Safety Plan, drafted in FFY 2018,
continues its evolution as additional strategies and resources to reach this growing age group are discovered
and developed.
Strategy
CP-5 Older Driver Outreach and Education
Problem addressed
AAA research indicates that based on vehicle miles traveled, drivers 80 and older
who are involved in crashes have a higher death rate than those in any other
group;
Older drivers involved in crashes are more likely to be killed or injured due to age-
related fragility;
U.S. Census data indicates that New York’s population is getting older
Countermeasures &
justification
“Develop and implement a communications and educational plan for assisting
local entities in the deployment of the guidelines and recommendations to
accommodate older drivers and pedestrians” (Uniform Guidelines, Older Driver
Safety, p. 2
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/812007D-
HSPG13-OlderDriverSafety.pdf); (Tefft, B.C. [2017]. Rates of Motor Vehicle
Crashes, Injuries and Deaths in Relation to Driver Age, United States, 2014-2015.
AAA Foundation for Traffic Safety); https://seniordriving.aaa.com/resources-
family-friends/conversations-about-driving/facts-research/;
outreach and education is an evidence-based countermeasure strategy that is part
of a comprehensive approach to improving older driver safety in New York
Performance targets
addressed
Reduce total traffic fatalities by 1.5% from 1,021.2 (2017-2021 rolling average) to
1,005.9 by 2026.
Reduce serious traffic injuries by 1.5% from 11,145.6 (2017-2021 rolling average)
to 10,978.4 by 2026.
Reduce fatalities/100M VMT by 1.5% from 0.890 (2017-2021 rolling average) to
0.877 by 2026.
Est. 3-year funding
allocation
$1,650,000; BIL 402, 405b
Project considerations
Partnerships, coalitions and other groups;
Aging and Municipal Planning Organizations (MPOs);
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 142
Increase CarFit Events, provide presentations on the At-Risk Driver Re-
Examination process and proactive safe driving steps for seniors;
Prepare educational and outreach materials;
Promote safety and informational resources
Uniform guidelines
One or more of (A) (i)-(viii), as these guidelines pertain to older drivers
Strategy CP-6 Outreach to Minority and Other Underserved Populations
Ensuring that inclusive traffic safety messages and programs not only extend throughout all areas of the state
but also reach all segments of the population requires special initiatives that focus on overrepresented
minority communities and other underserved populations. Examples of the diverse populations within the
state that have been identified for special outreach efforts include refugee groups, Native Americans, the
Amish and Mennonite communities, agricultural and rural communities, military veterans, low-income
populations and migrant workers. Projects that offer educational programs and other outreach services to
improve traffic safety among the state’s underserved populations will be eligible for funding.
Equity in Minority and Multicultural Traffic Safety Programs
GTSC will expand its efforts to identify the diverse communities within the state that are impacted the most by
serious injuries and fatalities resulting from motor vehicle crashes and the major contributing factors to those
crashes. The creation of opportunities to engage with these underserved groups to seek solutions and
improve safety will be a priority for GTSC.
One of these engagement opportunities is a new pilot project created by GTSC in partnership with NHTSA’s
Region 2 Equity Coordinator that will focus on the needs of underserved communities who are
overrepresented in traffic fatalities. GTSC staff and the Equity Coordinator are making concerted outreach
efforts to non-traditional partners within New York’s Westchester County to seek their participation in the
pilot project. These 29 non-profits assist underserved communities within the County, such as Native
Americans, Blacks, Hispanics, LGBTQ+, persons with disabilities and the homeless population. A plan has been
developed that allows time for trust-building, technical assistance and capacity building. The Equity
Coordinator will document the process for replication by other State Highway Safety Offices and NHTSA
Regional Offices.
In FFY 2024-2026, GTSC will continue outreach to the state’s Amish population, resettlement areas for refugees
and the eight federally recognized Indian Nation tribes that are eligible for funding and services from the
Bureau of Indian Affairs within New York State. GTSC will meet with representatives involved in traffic safety
initiatives to discuss ways to develop and strengthen sustainable relationships with the state’s diverse
populations. In addition, GTSC will continue to support its partners at the local level who have identified
specific traffic safety challenges facing minority, ability challenged and other underserved populations, such as
seasonal migrant workers, within their counties. GTSC will continue traffic safety efforts for rural road safety
in multiple locations throughout the state and will include the Slow-Moving Vehicle Advisory Board in efforts
to identify the key safety issues and provide education and outreach to the Amish and agricultural local road
users. In addition, programs such as the Mohawk Valley Resource Center for Refugees’ Multi-Cultural Traffic
Safety Program and the Erie County Catholic Health Systems, Inc., which provides child passenger safety
outreach to refugee populations, will be eligible for funding under this strategy.
Strategy
CP-6 Outreach to Minority and Other Underserved Populations
Problem addressed
Inclusive traffic safety messages and programs must reach all segments of the
population, including overrepresented minority communities and other
underserved populations;
2024-2026 Triennial Highway Safety Plan Community Traffic Safety Programs…Page 143
Diverse populations identified for special outreach efforts include refugee groups,
Native Americans, Amish and Mennonite communities, agricultural and rural
communities, military veterans, low-income populations and migrant workers;
Local agencies and community organizations have access to county-specific
race/ethnicity population information from the Census Bureau as well as county-
specific fatality/hospitalization data by race/ethnicity from DOH
Countermeasures &
justification
“Each State, in cooperation with its political subdivisions and tribal governments,
should develop and implement a comprehensive, culturally competent highway
safety program, reflective of State demographics, to achieve a significant
reduction in traffic crashes, fatalities and injuries on public roads” (Uniform
Guidelines, Driver Education, p. 1
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/guideline04-
march2009.pdf); outreach and education is an evidence-based countermeasure
strategy that is part of a comprehensive approach to improving traffic safety in
New York
Performance targets
addressed
Reduce total traffic fatalities by 1.5% from 1,021.2 (2017-2021 rolling average) to
1,005.9 by 2026.
Reduce serious traffic injuries by 1.5% from 11,145.6 (2017-2021 rolling average)
to 10,978.4 by 2026.
Reduce fatalities/100M VMT by 1.5% from 0.890 (2017-2021 rolling average) to
0.877 by 2026.
Est. 3-year funding
allocation
$5,850,000; BIL 402, 405g
Project considerations
Pilot project to reach non-traditional partners that assist underserved
communities;
Continued outreach to the Amish population, refugees and Indian Nation tribes;
Partners who have identified traffic safety challenges facing minority and other
underserved populations within their counties;
Traffic safety efforts for rural road safety
Uniform guidelines
One or more of (A) (i)-(viii), as these guidelines pertain to diverse populations
2024-2026 Triennial Highway Safety Plan Planning & Administration…Page 144
PLANNING & ADMINISTRATION
Overview
The Governor’s Traffic Safety Committee (GTSC) annually processes about 600 grant applications, representing
approximately $41 million in funding to state, local and not-for-profit agencies.
GTSC uses an electronic grants management system, eGrants. GTSC has continued to update eGrants to
improve efficiency, reduce staff time and improve management of New York’s Highway Safety Program.
GTSC is responsible for coordinating and managing New York State's comprehensive highway safety program.
GTSC takes a leadership role in identifying the state's overall traffic safety priorities; provides assistance to its
partners in problem identification at the local level; and works with its partners to develop programs, public
information campaigns and other activities to address the problems identified. In administering the state’s
highway safety program, GTSC takes a comprehensive approach, providing funding for a wide variety of
programs to reduce crashes, fatalities and injuries through education, enforcement, engineering, community
involvement and greater access to safety-related data.
The surface transportation bill known as the Infrastructure Investment and Jobs Act (IIJA), also known as the
Bipartisan Infrastructure Law, was signed into law on November 15, 2021. The IIJA includes two funding
programs: the Section 402 State and Community Highway Safety grant program and the Section 405 National
Priority Safety Programs. The Section 405 program consists of incentive programs in the following areas:
Occupant Protection, Traffic Records, Impaired Driving, Motorcycle Safety, Alcohol-Ignition Interlock,
Distracted Driving, Graduated Driver Licensing, and Non-motorized Safety. States must meet eligibility
requirements to receive funding in these areas. Under the IIJA, a single application for funding is required and
must be submitted by July 1.
As part of its planning and administration function, GTSC will undertake activities in FFY 2024-2026 to address
the following needs and challenges:
❖ Collect and analyze crash data to identify trends and problem areas that will help direct the
assignment of the state’s limited resources
❖ Ensure that highway safety resources are allocated in the most efficient manner to effectively address
the highway safety problems that have been identified and prioritized
❖ Coordinate multiple programs and partners to enhance the efficient and effective use of resources
❖ Assess training needs to ensure the delivery of relevant and high-quality training programs
❖ Make appropriate, up-to-date, and adequate public information and education materials available to
the traffic safety community
❖ Monitor grant projects to assess performance and accountability
❖ Provide for the timely and efficient approval of county funding proposals and the allocation and
liquidation of funds
2024-2026 Triennial Highway Safety Plan Planning & Administration…Page 145
❖ Strengthen existing public/private partnerships and build new coalitions to support highway safety
efforts
❖ Deliver programs that are effective in changing the knowledge, attitudes and behaviors of the state’s
roadway users in reducing traffic crashes, fatalities and injuries
❖ Review programs and solicit community involvement to ensure equity in use of resources and in
outcomes
Countermeasure Strategy
Through the strategy selected for Planning & Administration, GTSC provides administrative support and
guidance for the implementation of New York’s highway safety program. This strategy forms a comprehensive
and coordinated set of initiatives that collectively provide the foundation for the state’s performance-based
program and enhance efforts at the local and state level that will contribute to the achievement of the state’s
performance goals.
Training has been identified as a valuable tool to meet the needs of grantees, partners, and staff. GTSC will
continue to assess the training needs of its highway safety partners, coordinate these needs with the priorities
outlined in the HSP and provide appropriate training and educational opportunities.
Planning and Administration for New York’s Highway Safety Program
Major activities are listed below:
❖ Evaluating funding proposals; administering the federal letter of credit; reviewing, monitoring,
auditing, accounting, and vouchering project components
❖ Analyzing and disseminating new information and technology to the traffic safety community in New
York State
❖ Participating in subcommittees and advisory groups, including, for example, the Impaired Driving
Advisory Council; NYS Child Passenger Safety Advisory Board; Motorcycle Safety Workgroup; DRE &
SFST Steering Committee; Highway Safety Conference Planning Committee; NYS Partnership Against
Drowsy Driving; Traffic Records Coordinating Council; Metropolitan Planning Organizations; Capital
District Safe Kids Coalition; and Pedestrian Safety Action Plan Committee
❖ Participating in preparing New York’s Traffic Safety Strategic Plans, including the Triennial Highway
Safety Plan (3HSP), which is the principal document used in planning the state’s highway safety
activities, the NYS Strategic Highway Safety Plan (SHSP), the Commercial Vehicle Safety Plan, and the
Traffic Safety Information Systems Strategic Plan
❖ Conducting an annual driver behavior and attitudinal survey as called for by NHTSA. The traffic safety
topics covered in the survey include seat belt use, speeding, impaired driving, and cell phone use and
texting.
❖ Developing a comprehensive and coordinated educational program for New York State, which will
continue to address current traffic safety issues and support traffic safety programs at the state and
local levels. Market research may be incorporated into the development of educational campaigns as
needed. Periodic surveys may be conducted to assess public awareness of traffic safety issues and
track changes in attitudes, perceptions and reported behaviors. The results of these studies will be
used to modify and improve future campaigns.
2024-2026 Triennial Highway Safety Plan Planning & Administration…Page 146
❖ Recognizing the value of professional development, GTSC will continue to support participation by its
staff and highway safety partners in relevant training and educational opportunities to increase their
knowledge and awareness of traffic safety issues and to acquire new or improved skills. Training will
be delivered in a variety of formats as appropriate, including conferences, workshops, seminars,
classroom settings, podcasts, and webinars.
❖ Coordinated public education programs for New York State will also continue to address current traffic
safety issues and support traffic safety programs at the state and local levels.
❖ GTSC also supports a variety of educational programs made available to New York’s traffic safety
community. Examples include financial and other forms of support for workshops, forums, symposia
and other types of meetings on important traffic safety topics presented by partners, such as the
Institute for Traffic Safety Management and Research, the National Sleep Foundation, the National
Road Safety Foundation, the Greater New York Automobile Dealers’ Association, and other not-for-
profit groups.
Strategy
PM-1 Planning and Administration
Problem addressed
The state’s highway safety program requires overall coordination in compliance
with the requirements established under the Bipartisan Infrastructure Law;
GTSC staff, with grantees and other partners, must continue to identify highway
safety problems and assist in developing programs to address these problems;
The staff must provide support services for the general administration of the
highway safety program
Countermeasures &
justification
Program Management, Traffic Records System Management (Uniform Guidelines,
all program areas
https://one.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/index.htm);
planning and Administration are activities required for an effective state highway
safety program
Performance targets
addressed
Strengthen GTSC’s role in setting goals and priorities for the state’s highway safety
program;
Identify highway safety problems and solutions to reduce fatalities and injuries on
New York State’s roadways;
Continue to promote the implementation of the state’s Evidence-Based Traffic
Safety Enforcement Program (TSEP);
Provide direction, guidance, and assistance to support the efforts of public and
private partners to improve highway safety;
Develop and maintain policies and procedures that provide for the effective,
efficient and economical operation of the highway safety program;
Continue to expand technology as a means to disseminate traffic safety
information, including online grant applications and using the internet to
disseminate safety information through multi-media channels;
Coordinate and provide training opportunities and programs for New York State’s
traffic safety professionals;
Support the use of performance measures as an evaluation tool in the state’s
highway safety program;
Improve the timeliness of grant approvals and the allocation and liquidation of
funding
Est. 3-year funding
allocation
$5,850,000; BIL 402, 405g
2024-2026 Triennial Highway Safety Plan Planning & Administration…Page 147
Project considerations
Evaluating proposals, reviewing and monitoring projects;
Analyzing and disseminating new information to the traffic safety community;
Participating in advisory groups;
Preparing New York’s Highway Safety Plans and Annual Reports;
Conducting an annual driver behavior and attitudinal survey;
Developing a traffic safety educational program, supporting training and
continuing education;
Supporting traffic safety programs
Uniform guidelines
Supervision, coordination, and assistance with (A) (i)-(viii)
2024-2026 Triennial Highway Safety Plan Performance Report…Page 148
PERFORMANCE REPORT
Method for Assessing Progress
Fatality Analysis Reporting System (FARS) and New York State Accident Information System (AIS) data for 2021
are the most recent data available to assess progress toward the performance targets set in the FFY 2023
HSSP.
Based on the actual five-year average for 2017-2021, a determination was made as to whether the average
forecasted for the 2019-2023 target for each measure was met, in progress or not met. If the 2017-2021
average met or exceeded the target forecasted for the 2019-2023 average, then the target was considered
likely to be “met”. If the 2017-2021 average showed improvement or progress toward the target forecasted
for the 2019-2023 average, the target was considered to be “in progress”. If the 2017-2021 average was part
of a fluctuating pattern or a continuation of a negative trend away from the target set for 2019-2023 AND the
gap appeared to be too large to be bridged by the target date, the determination was made that the target
was likely to be “not met”.
The results from the assessment of progress for each of these measures are presented in the table below.
Performance
Measure:
Target
Period
Target
Year(s)
Target Value
FY23 HSP
FARS
Data Source*/
FY23 Progress
Results
On Track to
Meet FY23
Target YES/NO/
In Progress
C-1) Total Traffic Fatalities
5 year
2019-2023
988.2
2017-2021
FARS
1021.2
NO
C-2) Serious Injuries in
Traffic Crashes
5 year
2019-2023
11,086.2
2017-2021
State
11,145.6
NO
C-3) Fatalities/VMT
5 year
2019-2023
0.836
2017-2021
FARS, FHWA
0.890
NO
Note: For each of the Performance Measures C-4 through C-11, the State should indicate the Target Period
which they used in the FY23 HSP.
C-4) Unrestrained
Passenger Vehicle
Occupant Fatalities, All
Seat Positions
5 year
2019-2023
159.0
2017-2021
FARS
166.8
NO
C-5) Alcohol-Impaired
Driving Fatalities
5 year
2019-2023
287.5
2017-2021
FARS
310.6
NO
C-6) Speeding-Related
Fatalities
5 year
2019-2023
306.7
2017-2021
FARS
331.6
NO
2024-2026 Triennial Highway Safety Plan Performance Report…Page 149
Performance
Measure:
Target
Period
Target
Year(s)
Target Value
FY23 HSP
FARS
Data Source*/
FY23 Progress
Results
On Track to
Meet FY23
Target YES/NO/
In Progress
C-7) Motorcyclist Fatalities
5 year
2019-2023
152.3
2017-2021
FARS
169.0
NO
C-8) Unhelmeted
Motorcyclist Fatalities
5 year
2019-2023
12.5
2017-2021
FARS
16.4
NO
C-9) Drivers Age 20 or
Younger Involved in Fatal
Crashes
5 year
2019-2023
94.6
2017-2021
FARS
97.2
NO
C-10) Pedestrian Fatalities
5 year
2019-2023
262.5
2017-2021
FARS
262.0
YES
C-11) Bicyclist Fatalities
5 year
2019-2023
41.6
2017-2021
FARS
40.8
YES
B-1) Observed Seat Belt
Use for Passenger
Vehicles, Front Seat
Outboard Occupants (State
Survey)
Annual
2023
93.98%
2022
State Survey
91.90%
NO
Number of persons injured
in alcohol-related crashes
5 year
2019-2023
5,191.4
2017-2021
State
5,026.8
YES
Number of fatalities in
drug-related crashes
5 year
2019-2023
293.6
2017-2021
State
300.2
NO
Number of fatal and
personal injury crashes
involving cell phone use
and texting
5 year
2019-2023
486.5
2017-2021
State
481.6
YES
Number of motorcyclists
injured in crashes
5 year
2019-2023
3,899.8
2017-2021
State
3,837.6
YES
Number of pedestrians
injured in crashes
5 year
2019-2023
14,446.3
2017-2021
State
14,018.2
YES
Number of bicyclists
injured in crashes
5 year
2019-2023
5,910.7
2017-2021
State
6,118.8
NO
2024-2026 Triennial Highway Safety Plan Performance Report…Page 150
Performance
Measure:
Target
Period
Target
Year(s)
Target Value
FY23 HSP
FARS
Data Source*/
FY23 Progress
Results
On Track to
Meet FY23
Target YES/NO/
In Progress
Number of fatal and
personal injury crashes
involving a motorcycle and
another vehicle in high-risk
counties
5 year
2019-2023
1,276.1
2017-2021
State
1,312.0
NO
Grant-Funded Enforcement Activity Measures for FFY 2022
A-1 Number of seat belt citations issued during grant-funded enforcement activities: 20,105
A-2 Number of impaired driving arrests made during grant-funded enforcement activities: 1,237
A-3 Number of speeding citations issued during grant-funded enforcement activities: 53,148
Statewide Performance Measures
Several core outcome measures based on FARS data are used to monitor the trends in motor vehicle fatalities
in New York State. These include fatalities in motor vehicle crashes, the statewide fatality rate, and the urban
and rural fatality rates per 100 million Vehicle Miles Traveled (VMT). The state also relies on data from New
York’s crash database, the Accident Information System (AIS), maintained by the NYS Department of Motor
Vehicles, to track serious injuries, another core outcome measure for the state’s highway safety program.
The number of fatalities, the fatality rate per VMT and the number of serious injuries are common measures
used in the HSP and the HSIP and SHSP prepared by the NYS Department of Transportation. A coordinated
process is undertaken each year to ensure consistent targets are set in each of the planning documents.
The status of the other core performance measures and the additional measures used to track progress for
each program are presented in each program area.
2024-2026 Triennial Highway Safety Plan Performance Report…Page 151
Performance Measure: C-1 Number of Traffic Fatalities
Progress: Not Met
The FARS data indicate that the traffic fatalities in New
York increased to a five-year moving average of 1,021.2
in 2021, following annual increases in 2020 and 2021.
The 2021 average number shows that the target of 988.2
for 2019-2023 is not likely to be met.
Performance Measure: C-2 Number of Serious Injuries in Traffic Crashes
Progress: Not Met
Based on data from New York’s AIS, the five-year
moving average for the number of persons seriously
injured in crashes declined from 11,286.8 in 2019 to
11,145.6 in 2021. This still falls short of the target of
11,086.2 set for 2019-2023.
Performance Measure: C-3 Fatalities/ 100 Million VMT
Progress: Not Met
Based on FARS data, the statewide fatality rate
increased from a five-year rolling average of 0.827
per 100 million VMT in 2019 to 0.844 in 2020 and
0.890 in 2021. These increases show that the target
of 0.836 set for 2019- 2023 is not likely to be met.
The FARS data indicate that the five-year average
rural fatality rate declined in 2021 while the urban
fatality rate increased. The five-year average rural
11,148
10,996
11,712
10,634
11,238
11,241.8
11,119.2
11,286.8
11,198.2
11,145.6
0
5,000
10,000
15,000
2017 2018 2019 2020 2021
SERIOUS INJURIES IN
MOTOR VEHICLE CRASHES
Serious Injuries 5 Yr Moving Avg
Source: NYS AIS / TSSR
1,006
964
934
1,045
1,157
1,085.2
1,037.6
1,016.2
998.0
1,021.2
0
500
1,000
1,500
2017 2018 2019 2020 2021
TRAFFIC FATALITIES
Fatalities 5 Yr Moving Avg
Source: FARS
0.815
0.781
0.753
1.020
1.083
0.881
0.844
0.827
0.844
0.890
0.000
0.500
1.000
1.500
2017 2018 2019 2020 2021
FATALITIES PER 100 MILLION VEHICLE
MILES TRAVELED
Fatality Rate 5 Yr Moving Avg
Source: FARS/FHWA
2024-2026 Triennial Highway Safety Plan Performance Report…Page 152
fatality rate decreased from 1.435 in 2020 to 1.283 in 2021. Meanwhile, the five-year average urban fatality
rate increased from 0.691 in 2020 to 0.788 in 2021.
1.884
1.134
1.001
1.305
1.093
1.897
1.652
1.542
1.435
1.283
0.000
0.500
1.000
1.500
2.000
2017 2018 2019 2020 2021
RURAL FATALITY RATE PER 100
MILLION VEHICLE MILES TRAVELED
Fatality Rate 5 Yr Moving Avg
Source: FARS/FHWA
0.541
0.689
0.688
0.942
1.708
0.616
0.637
0.643
0.691
0.788
0.000
0.500
1.000
1.500
2.000
2017 2018 2019 2020 2021
URBAN FATALITY RATE PER 100
MILLION VEHICLE MILES TRAVELED
Fatality Rate 5 Yr Moving Avg
Source: FARS/FHWA