Pedestrian Safety Study

Pedestrian Safety Study
Broadway (US Route 9), Ashford Avenue & Walgrove Avenue.

Village of Dobbs Ferry, Westchester County
Improving pedestrian safety requires an integrated approach

involving engineering, education and enforcement. This report
provides recommendations that include modifying the existing
roadway infrastructure, raising pedestrian and driver awareness, and
modifying behavior through increased education and enforcement.
MARCH 2018
New York State Department of
Federal Highway Transportation
Administration Andrew M. Cuomo, Governor
Paul Karas, Acting Commissioner
Prepared by:
Village of Dobbs Ferry
HVEA Engineers
Bob McLoughlin, Mayor 560 Route 52, Suite 201
Charlene Indelicato, Administrator Beacon, NY 12508
Pedestrian Safety Study Village of Dobbs Ferry
Table of Contents
Chapter I. Executive Summary
Chapter II. Existing Conditions Inventory, Data

Collection & Findings
Chapter III. Pedestrian Safety Goals, Objectives & Recommendations
Chapter IV. Implementation Plan
Chapter V. Public Involvement
Appendix A. Inventory and Assessment of Existing Pedestrian Facilities
Appendix B. Pedestrian & Vehicle Volumes
Appendix C. Vehicle Speed Study
Appendix D. Pedestrian & Bicycle Accident Analysis
Appendix E. Study Plans and Engineer’s Estimates
Appendix F. Public Involvement Summary and Surveys
Appendix G. Programs
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Chapter I. Executive Summary
The decline in walking and bicycling has had an adverse effect on traffic congestion and air
quality around schools, as well as pedestrian and bicycle safety. Safety issues are a big concern
for parents, who consistently cite traffic danger as a reason why their children are unable to
bicycle or walk to school. The purpose of the Federal Safe Routes to School (SRTS) Program is
to address these issues head on. At its heart, the SRTS Program empowers communities to make
walking and bicycling to school a safe and routine activity. The Program makes funding
available for a wide variety of programs and projects, from building safer street crossings to
establishing programs that encourage children and their parents to walk and bicycle safely to
school.
Figure I.1 – Project Study Area Map

The project study area includes the primary routes to schools within the Village of Dobbs Ferry,
including Broadway (State Route 9), the Old Croton Aqueduct (OCA) Trail, Ashford Avenue,
Washington Street, Maple Street, Belden Avenue, Walgrove Avenue and Beacon Hill Drive. A
heavy emphasis was placed on Broadway, since this is the primary artery through the Village.
It should be noted that Broadway (US Route 9) is owned and maintained by the State of New
York. Any proposed work on Broadway requires review and approval by the NYS Department
of Transportation (NYSDOT).
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From the Pedestrian Safety Study, two main goals were identified along with several objectives:
Goal #1 – Infrastructure
Improve transportation infrastructure to optimize the safety of pedestrians and bicyclist through
the implementation of strategic countermeasures and reconstruction projects.
Objective #1 – Pedestrian Crossings - Provide safe, logical ADA/PROWAG compliant crossing

locations for pedestrians.
Objective #2 – Sidewalks - Provide a network of continuous, accessible and well delineated

sidewalks and ramps.
Objective #3 – Old Croton Aqueduct Trail - Improve the OCA trail to link key destinations,
promote usage and encourage modes of non-motorized transportation.
Objective #4 – Roadway - Reconstruct roadway to accommodate modes of non-motorized

transportation, reduce the accident rate, and reduce vehicle speeds.
Objective #5 – Bicycle Accommodations - Reconstruct roadway to include dedicated bicycle

accommodations.
Goal #2 – User Behavior

Influence the behavior of drivers and pedestrians to increase and promote compliance with
existing laws while encouraging mutual respect and courtesy.
Objective #1 – Education - Improve pedestrian and motorist awareness of their legal rights and
responsibilities as drivers and pedestrians.
Objective #2 – Enforcement - Enhance enforcement of pedestrian and motorist traffic laws.
A series of objectives and projects were identified to achieve the two goals. Projects have been
broken up into three categories, short (1-2 years to implement), medium (3-9 years) and long
term (10+ years). The short and medium term projects build on each other, and when all
compiled are a comprehensive corridor improvement plan.
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Chapter II. Existing Conditions Inventory, Data Collection & Findings
The project study area includes the primary routes to schools within the Village of Dobbs Ferry,
including Broadway (State Route 9), the Old Croton Aqueduct (OCA) Trail, Ashford Avenue,
Washington Street, Maple Street, Belden Avenue, Walgrove Avenue and Beacon Hill Drive. A
heavy emphasis was placed on Broadway, since this is the primary artery through the Village.
· The Broadway study segment is from the Village Line south at Fairlawn Avenue to
Village Line north at Langdon Avenue/Mercy College Drive, approximately 1.5 miles in
length.
· The Old Croton Aqueduct Trail study segment is from Broadway to Mercy College.
· The Ashford Avenue study segment is from Broadway to Saw Mill River Parkway.
· The Washington Street study segment is from Ashford Avenue to Belden Avenue.
· The Maple Street study segment is from Washington Street to Broadway.
· The Belden Avenue study segment is from Washington Street to Broadway.
· The Walgrove Avenue study segment is from Broadway to the entrance to the
Springhurst Primary School.
· The Beacon Hill Drive study segment is in the vicinity of the Springhurst Elementary
School Stairs.
Functional Roadway Lane Volumes Posted

Roadway Owner
Classification Section Width (AADT) Speed
Urban New York
Broadway (US 12 –
Principal 2-4 Lanes 10,974 30 mph
Route 9) State 36 ft
Arterial
Old Croton New York
N/A N/A N/A N/A N/A
Aqueduct State
Ashford Avenue Urban Village of 12 –
(Former County Principal 2 Lanes 17,627 30 mph
Dobbs Ferry 20 ft
Route 134) Arterial
Washington Village of 10 - 14
Urban Local 2 Lanes < 2,000 25 mph
Street Dobbs Ferry ft
Village of 10 - 12
Maple Street Urban Local 2 Lanes < 2,000 25 mph
Dobbs Ferry ft
Village of 10 - 12
Belden Avenue Urban Local 2 Lanes < 2,000 25 mph
Dobbs Ferry ft
Walgrove Village of 10 - 14
Urban Local 2 Lanes < 2,000 25 mph
Avenue Dobbs Ferry ft
Exhibit II.1 – Roadway Data
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Broadway is a north-south roadway and is classified as an undivided, urban principal arterial.

Broadway consists of one travel lane in each direction with several segments of two travel lanes
in one or both directions. In general, areas with a single travel lane in each direction have
adjacent curbside parking with some restricted areas. There are 4 signalized intersections and 20
intersections with stop control along the side street approaches along this segment. All
signalized intersections have auxiliary turn lanes with the intersection of Broadway and Ashford
Avenue being a major intersection. All of the signalized intersections on Broadway are equipped
with pedestrian signals on designated approaches. Broadway is the primary artery in the Village
and provides access and connections to all schools within the Village.
The Old Croton Aqueduct (OCA) Trail is a walking path following the general alignment of the
Croton Aqueduct. From its crossing at Broadway to the Village Hall at Elm Street the trail is a
narrow dirt path. From Elm Street to Cedar Street the trail traverses parking lot areas. From
Cedar Street to the Dobbs Ferry Middle School, it is an improved compacted gravel path
approximately 10 feet wide. The entrance to the OCA at Cedar Street has been improved with
stairs and an accessible ramp. A staircase equipped with a bicycle track channel is located at the
Middle School entrance. The OCA provides access to the Dobbs Ferry High School and Middle
School primarily from residents located in the southern end of the Village.
Ashford Avenue is an east-west roadway and is classified as an undivided, urban principal

arterial. Ashford Avenue from Broadway to the Saw Mill River Parkway consists of one travel
lane in each direction. There are 3 signalized intersections and 14 intersections with stop control
along the side street approaches along this segment. All of the signalized intersections on
Ashford Avenue are equipped with pedestrian signals on designated approaches. Ashford
Avenue primarily provides access routes for residents located in the south east section of the
Village.
Washington Street, Maple Street, Belden Avenue, Walgrove Avenue and Beacon Hill Drive are
undivided, urban local roadways. Washington Avenue, Maple Street and Belden Avenue
provide access for residents of the east and southeast sections of the Village to the High School
and Middle School. Walgrove Avenue and Beacon Hill Drive provide access to Springhurst
Elementary School.
This study inventoried and assessed existing pedestrian facilities and collected and analyzed
vehicular and pedestrian data to help identify opportunities to improve pedestrian safety.
Existing pedestrian facilities that were inventoried include sidewalk and curb ramps, pedestrian
and traffic signal equipment and operation and marked striped crosswalks. The vehicular and
pedestrian data collected included pedestrian and vehicle volumes, vehicle speed, pedestrian
behavioral patterns and pedestrian and vehicle crash data.
a. Inventory and Assessment of Existing Pedestrian Facilities

A field survey was conducted to catalog existing conditions in the study area. This included an
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inventory of sidewalks and curb ramps, marked crosswalks, pedestrian and traffic signal
equipment and intersection controls. Condition assessment maps were generated from the
collected data. The complete set of pedestrian feature inventory and condition assessment plans
can be found in Appendix A. In general, it was found that there were several missing sidewalk
segments throughout the study area, most significantly along the east side of Broadway at the
south end and north end of the Village. Throughout the study area most of the pedestrian ramps
were non-ADA compliant or in poor condition, crosswalks varied from good to poor condition
and were non-existent at many crossing locations. Pedestrian signal equipment was generally in
good shape and is equipped with pedestrian countdown timers.
b. Pedestrian & Vehicle Data Collection and Analysis
In December of 2014 pedestrian counts along intersections of known routes to the Dobbs Ferry
Middle/High School and along the OCA Trail were conducted. Counts were taken during the
AM peak between 7:15 and 8:15 and the PM peak between 2:15 and 3:15. The distribution of
students walking was fairly evenly distributed between Broadway South, Broadway North,
Maple Avenue and the OCA Trail. During lunchtime hours, large numbers of students were
observed utilizing the OCA Trail to access stores and eateries along Cedar Street and Main
Street. Even taking into consideration the weather in December, a significant number of students
walk and/or bicycle to school. It is assumed that more students may walk in the fall and spring
months. The pedestrian counts are summarized in Exhibit 1 below:
Pedestrian Counts
North
Time Ashford/Broadway Maple Belden of Aqueduct Total
Belden
7:15 am 11 20 7 0 7
7:30 am 32 27 18 13 14
7:45 am 22 13 4 2 10
8:00 am 7 18 9 1 16
8:15 am 8 12 5 1 15
Total 80 90 43 17 62 292
Percentage 27% 31% 15% 6% 21% 100%
2:15 pm
2:30 pm 10 1 3
2:45 pm 3 2 2 2 6
3:00 pm 28 36 36 3 18
3:15 pm 65 54 21 4 28
Total 106 93 62 9 52 322
Percentage 33% 29% 19% 3% 16% 100%
Exhibit II.2 – Pedestrian Count Summary
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The area in the vicinity of Springhurst Elementary School was also observed. Limited amounts
of pedestrians were observed using Walgrove Avenue to reach Springhurst Elementary. A
significant number of vehicles with parents were observed dropping students off at the stairs on
Beacon Hill Drive to access the school.
In addition to the pedestrian counts, surveys were conducted to better quantify the amount of
students that walk or bike to each school. The schools that were surveyed were Dobbs Ferry
Middle School, Springhurst Elementary School and the Masters School. The Masters School
had a negligible amount of walkers, with most students arriving at school in non-carpool
vehicles, and was not surveyed further. While the SRTS Program is focused on students from
Kindergarten to 8th grade, surveys were also conducted at the Dobbs Ferry High School since the
middle and high school are on the same campus.
The students from the Dobbs Ferry Middle/High School and Springhurst Elementary were
surveyed in the spring of 2015 (May 1st-May 31st, 2015), when the weather allowed for students
to comfortably walk or bike to school. Tally Surveys were performed in school classrooms on a
chosen Tuesday, Wednesday and Thursday, occurring the weeks of May 4th, 2015 and May 11th,
2015. Tallies were taken in the mornings, asking students how they arrived at school, and in the
afternoon, asking students how they plan to get home from school.
Springhurst Elementary School (684 Students Surveyed)

Walk Bike School Family Carpool Transit Other
Bus Vehicle
Total 1 270 0 2188 1358 91 0 2
Percent 7 0 56 35 2 0 <1
Dobbs Ferry Middle School (269 Students Surveyed)

Bus Vehicle
Total1 708 17 19 446 67 1 23
Percent 55 1 1 35 5 <1 2
Dobbs Ferry High School (321 Students Surveyed)

Bus Vehicle
Total1 798 20 0 765 190 6 8
Percent 45 1 0 43 11 <1 <1
Exhibit II.3 - School Tally-Modes of Transportation
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Total student counts takes into account all three days of tallies.
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In summary, 7% of the elementary school children, 56% of the middle school students and 46%
of the high school students reported to walk and/or bicycle to school. The national average for
student walking or bicycling is approximately 15%.
In May 2015 online surveys were done by parents through the Safe Routes to School website,
asking the parents’ opinions of the safety/speed of the corridor and how their child gets to
school. Of the 110 questionnaires received, over 60% reported the condition of the sidewalks,
traffic, vehicular speeds and intersection safety as contributing factors in their decision to not let
their children walk to school.
Issues reported to affect the decision to not

Percentage of Responses
allow a child to walk or bike to school
Safety of Intersections and Crossings 65%
Sidewalks or Pathways 65%
Amount of Traffic Along Route 63%
Speed of Traffic Along Route 63%
Distance 49%
Crossing Guards 30%
Exhibit II.4 - Parent Concerns
Traffic data was obtained from the NYSDOT and from traffic studies completed in the Village
for various developments. NYSDOT coverage traffic counts obtained from Automatic Traffic
Recorders (ATR’s) reveled Average Annual Daily Traffic (AADT) volumes along Broadway of
approximately 9,300 vpd south of Ashford Avenue and 11,000 vpd north of Ashford Avenue.
AADT along Ashford Avenue ranges between 15,000 to 17,400 vpd between Broadway and the
Saw Mill River Parkway.
Traffic Studies and Environmental Impact Statements for projects including Mercy College, Stop
& Shop, Walgreens and Rivertowns Square were reviewed for turning movement counts at many
of the study area intersections.
A summary of the pedestrian and vehicle volumes can be found in Appendix B. This data was
used to assess existing and future operational conditions.
Vehicle Speed Study

The posted Village speed limit varies between 25 and 30 mph throughout the study area.
NYSDOT Speed Count Reports were reviewed to obtain actual operating speeds within the
project area. 85th percentile speeds (The speed at or below which 85% of all vehicles are
observed to travel under free flowing conditions past a nominated point) on Broadway south and
north of Ashford Avenue are approximately 40 mph and 35 mph, respectively. The 85% speed
along Ashford Avenue is 35 mph.
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Spot radar studies were performed at 3 locations throughout the Village, Ashford Avenue at
Ogden Place, Broadway at Belden Avenue and Broadway at Elm Street. The 85th percentile
speeds at these three locations were 27 mph, 33 mph and 32 mph, respectively.
The results of the speed study are in Appendix C.
Pedestrian Behavioral Observations

Pedestrian behavioral observations were conducted to try and better understand how pedestrians
may or may not be using the existing facilities and signal equipment and what types of
behavioral decisions pedestrians make when crossing the road.
· During peak school arrival and dismissal, Dobbs Ferry employs crossing guards at three
intersections along Broadway; Ashford Avenue, Maple Avenue Belden Avenue to stop
traffic and allow pedestrians to cross. Without crossing guards, pedestrians would have
difficulty crossing Broadway due to crossing widths, vehicle volumes and vehicles
speeds.
· Pedestrian crossings in the vicinity of the High/Middle School were made more difficult
due to poor traffic circulation resulting from parental drop-offs and what appeared to be
motorist bypassing the intersection of Ashford Avenue and Broadway by utilizing
Washington Avenue, Storm Street and Maple Avenue.
· It was noted that pedestrians cross the road at existing striped crosswalk locations, across
intersection legs where no striped crosswalk exists as well as at unmarked mid-block
locations. In cases where crosswalks were not marked across all legs of an intersection,
pedestrians were observed to cross from corners both with and without crosswalks. In
general, pedestrians were observed to take the most direct route to their destination;
including midblock crossings when there was a break in traffic. This was observed
relatively frequently at OCA Trail and Clinton Avenue crossings of Broadway.
· At intersections with pedestrian signals, it was observed that pedestrians often did not
wait for the signal but rather a break in traffic or when vehicles were stopped or queued.
Pedestrian and/or Bicyclist Accident Analysis

Accident data from NYSDOT Accident Location Information System (ALIS) records for the
most recent available period was obtained from July 2012 through November 2016 for
Broadway, Ashford Avenue, Mohican Park Avenue, Oak Street, Clinton Avenue, Cedar Street,
Belden Avenue, Main Street, Chestnut Street, Washington Avenue, and Bellwood Avenue. The
data was analyzed to determine if there were any significant patterns of pedestrian crashes. In
addition to location and motor vehicle action, variables including: day of the week, time of day,
month of year and light conditions were reviewed.
During this 51-month period reviewed there was a total of 25 pedestrian and/or bicyclist
accidents recorded in the study area. The majority of the incidents involving pedestrians and/or
bicyclists had equal contributing factors on the parts of pedestrians and vehicles. Pedestrians
failed to use crosswalks and crossed midblock or in-between parked vehicles, and drivers did not
yield to pedestrians in crosswalks while making left turns. These accidents resulted in a variety
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of injuries ranging from a slight glance to injuries that required serious medical attention. It
should be noted that out of the 25 pedestrian and/or bicyclist accidents recorded, 23 (92%) were
pedestrian related compared to only 2 (8%) bicyclists. A total of 14 (56%) accidents occurred
during the daytime and 11 (44%) accidents happened at night. In addition, 17 (68%) accidents
occurred at intersections, while only 8 (32%) occurred outside an intersection. Of the 25
accidents, 15 (60%) occurred outside crosswalks while only 10 (40%) occurred within
crosswalks.
Accident data is included in Appendix D.
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Chapter III. Pedestrian Safety Goals, Objectives & Recommendations
Improving pedestrian safety requires an integrated approach involving engineering, education

and enforcement. Below are recommendations that include modifying existing roadway
infrastructure, raising pedestrian and driver awareness, and modifying behavior through
increased education and enforcement. These recommendations were developed as a result of
analyzing existing conditions, input received from the Village, coordination with committees and
feedback from the public. Based on the anticipated complexity, projects have been categorized
into short, medium and long term objectives. Short term projects can be implemented within 1-2
years from the date of this study, medium term is defined as 3-9 years and long term projects are
defined as taking 10+ years from the date of this study to fully implement.
It should be noted that Broadway (US Route 9) is owned and maintained by the State of New
York. Any proposed work on Broadway requires review and approval by the NYS Department
of Transportation (NYSDOT). Further, the projects identified in this study will require
additional coordination and analysis prior to being constructible projects. All projects should be
reviewed to ensure consistency with NYSDOT’s Pedestrian Safety Action Plan.
Improve transportation infrastructure to optimize the safety of pedestrians and bicyclist through
the implementation of strategic countermeasures and reconstruction projects. Proposed
conceptual plans and engineer’s estimates outlining many of the concepts outlined below are
shown in Appendix E.
Objective #1 – Pedestrian Crossings
Provide safe, logical ADA/PROWAG compliant crossing locations for pedestrians.
· Establish a network of safe crossing opportunities with a reasonable distance between

crossings to accommodate safe pedestrian circulation and accessibility.
· Provide new crosswalks where practical and deemed appropriate to better service
pedestrian crossing opportunities. In addition to identified locations on Broadway,
crossings should be provided at all roadway crossings of the OCA Trail.
· Provide new and updated pedestrian crossing equipment including pedestrian signals and
rectangular rapid flashing beacons (RRFB) where warranted.
Broadway currently has several mid-block crossings to facilitate pedestrian movements in key
locations. However, these crossings are not ideally configured and present several challenges for
pedestrians including excessively long crossing distances due to unnecessarily wide travel lanes
and adjoining on-street parking limiting sight distance. There are several proven techniques to
address these deficiencies to improve pedestrian safety.
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Project # 1 - NYS Route 9 (Broadway) @ Clinton Avenue – The crossing location is located
at the crest of a vertical curve, limiting sight distance in both locations. To further inhibit sight
distance, on-street parking is allowed on the adjoining segments of Broadway. There was a
recent serious injury involving a pedestrian crossing Broadway at Clinton Avenue which has led
the Village to target this intersection for the installation of Rectangular Rapid Flashing Beacon
(RRFB) signage. Further modifications to the crossing should be implemented as well.
Figure III.1: Sight distance approaching Clinton Avenue from the south.
This intersection exhibits several challenges for pedestrians: vehicular sight-distance, pedestrian
sight-distance and an excessive crossing distance. Improving the sight distance for vehicles is
difficult given the surrounding terrain; however RRFBs have been proved to improve pedestrian
safety by alerting motorists to the presence of pedestrians crossing. The construction of concrete
curb “bump-outs” on Broadway at the intersections of both Clinton Avenue and Oak Street will
physically prohibit parking in the immediate vicinity of the crosswalk improving the sight
distance for pedestrians. To further enhance pedestrian safety, the bump-outs provide traffic
calming by narrowing the roadway and shorten the pedestrian crossing distance across
Broadway. This would be considered a quick and simple project to jump start the Village’s
vision for the corridor.
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Project # 2 - NYS Route 9 (Broadway) @ Maple Street and Belden Avenue – More than 100
students cross Broadway at Maple Street and Belden Avenue twice daily. The school district
provides crossing guards at these two locations to help control the crossings. However, outside
of the peak school entry and discharge times, the crossings are uncontrolled and are not ideally
configured for pedestrians.
Broadway begins to widen as it approaches the intersection with Ashford Avenue to the south.
This widening is poorly delineated and vehicles perceive this segment of roadway to have two
travel lanes in the southern direction. To further complicate things, it appears that a significant
number of vehicles use Maple Street to bypass the traffic signals on Ashford Avenue. Vehicles
take a right on Washington Avenue, a left on Maple Avenue and a left onto Broadway to enable
them to make a right-on-red onto Broadway heading south. These additional left turning
vehicles from Maple Street onto Broadway creating additional opportunities for conflict with
pedestrians. Constructing a center median on both sides of the Maple Street intersection provides
multiple benefits. The median would clearly delineate the travel lanes on Broadway, shorten the
crossing distance for pedestrians, provide a refuge enabling pedestrians to focus on crossing one
lane at a time, reduce vehicle speeds and prohibit lefts from Maple Street onto Broadway.
Further, the two existing crossings of Broadway at Maple Street could be condensed to one
crossing. Providing a single crossing on the southern side of Maple Street removes the
pedestrians from turning traffic onto and off of Maple Street.
Figure III.2 – The intersection of Broadway and Maple Street - facing north
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The intersection of Belden Avenue and Broadway can be improved through the construction of
curb “bump-outs”. The bump-outs will serve to reduce vehicle speeds, decrease crossing
distances and increase sight-lines by prohibiting parking adjacent to the intersection.
Both crossings, Maple Street and Belden Avenue, are candidates for RRFB signage. The active
signage will alert motorists to pedestrian activity further increasing safety.
Figure III.3 – The intersection of Broadway and Belden Avenue - facing west
The two intersections should be handled in one project due to their close proximity to each other
and the similar function they serve. This project is a short-term fix with a significant immediate
impact. The project will set the vision for the corridor and can be expanded upon at a future date.
Project # 3 - NYS Route 9 (Broadway) @ the Old Croton Aqueduct – The OCA Trail
provides a unique opportunity to enhance pedestrian and bicycle travel within the Village of
Dobbs Ferry. The foremost consideration for improving the OCA Trail is to provide signed
marked crossings at all locations where the Trail crosses public roads. Of primary importance is
the crossing of the Trail at Broadway. While there are crosswalks at this location, they are
poorly signed and pavement widths are exceedingly wide. Reconfiguration of this crossing is
essential to the safe and efficient accommodation of pedestrians in this area.
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Figure III.4 – The OCA crossing of Broadway – facing south
The largest challenge for pedestrians is that they are forced to cross three lanes on Broadway.
Broadway has two north bound lanes in this location however it narrows to a single north bound
lane just north of Eldredge Place. Reducing Broadway to a single lane in each direction prior to
the Aqueduct crossing would improve pedestrian safety and have marginal impact on vehicular
operations. This would also provide width for additional on-street parking on Broadway.
Further, to optimize the crossing, the location should be moved to connect the southern side of
Eldredge Place to the northern side of Hatch Terrace. This allows for a nearly perpendicular
crossing and eliminates the need for the trail to cross Hatch Terrace. Curb bump-outs and
additional signage should also be provided to minimize crossing distance, reduce vehicle speeds
and improve sight-distance. This project is a short-term fix with a significant immediate impact.
The project will set the vision for the corridor and can be expanded upon at a future date.
Project # 4 – The Old Croton Aqueduct @ various side streets – The OCA Trail provides a
unique opportunity to enhance pedestrian and bicycle travel within the Village of Dobbs Ferry.
The foremost consideration for improving the OCA Trail is to provide signed marked crossings
at all locations where the Trail crosses public roads. Crossings at Walnut Street, Chestnut Street
and Elm Street are devoid of marked and signed crossings. Additionally, vehicles are often
parked close to the crossing, obscuring sight lines and visibility.
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Figure III.5 – A typical OCA crossing
Curb bump-outs should be provided at each crossing to minimize crossing distances, reduce
vehicle speeds and improve sight-distance. Additional crossing signage should also be installed
to alert motorists of the crossing. This project is a short-term fix with a significant immediate
impact. The project will set the vision for the corridor and can be expanded upon at a future
date.
Conceptual plans and estimates for Projects #1-4 are included in Appendix E. Each project can
be handled as a stand-alone construction project or simultaneously. An important aspect to note
is that the projects do not prohibit further alterations to Broadway in the future. These can be
considered building blocks to set the Villages’ vision for the corridor and jump start the
transformation.
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Figure III.6 – The sight distance across from the Chabad of the Rivertowns
NYS Route 9 (Broadway) @ The Chabad of the Rivertowns – The Village was asked to
assess a mid-block crossing at the Chabad of the Rivertowns, between Chestnut Street and Elm
Street. While there may be the pedestrian demand for a crossing at this location, it is not an ideal
location for a crossing. Sight distance is limited due to the geometry of the roadway and more
significantly the on-street parking on the east side of Broadway. In order for a pedestrian
crossing to be recommended approximately 14 parking spaces on the east side of Broadway and
4 parking spaces on the west side of Broadway will need to be eliminated. A conceptual plan is
contained in Appendix E outlining the recommended configuration.
Objective #2 – Sidewalks
Provide a network of consistent, continuous, accessible and well delineated sidewalks.
· Reconstruct existing sidewalk and curb ramps where they are determined to be either
non-compliant or in disrepair as shown on the Pedestrian Feature Inventory & Condition
Assessment Plan.
· Construct new sidewalks and curb ramps, where practical and none currently exists, to
provide a consistent, continuous and accessible network within the study area. These
areas are outlined on the Pedestrian Feature Inventory & Condition Assessment Plan.
· Restripe or provide new textured/contrasting color crosswalks at all existing locations

that are in fair or poor condition.
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Johnson Court – Sidewalks currently exist on Walgrove Avenue from Broadway to past the
Springhurst Elementary School driveway. However, to access the school pedestrians must walk
past the entrance and utilize a separate pedestrian path. This path does not appear to be
ADA/PROWAG compliant and is poorly marked. Sidewalks should be extended up Johnson
Court to school, following the main driveway. This necessitates the construction of
approximately 930 feet of sidewalk, 2 new curb ramps and the replacement of 2 curb ramps.
Washington Avenue – Washington Avenue between Maple Street and Belden Avenue is narrow
leaving no room for pedestrians. Approximately 380 feet of sidewalk and 2 curb ramps should
be constructed along Washington Avenue from Maple Street to Belden Avenue to provide a
more direct route to the golf course and the Dobbs Ferry Middle/High Schools.
Figure III.7 – Washington Avenue between Maple Street and Belden Avenue
Maple Street – Maple Street has existing sidewalk from Broadway to Washington Avenue on
the southern side and from Broadway to just shy of Park Road on the north side. The segment on
the northern side should be extended approximately 460 feet to Washington Avenue for full
connectivity. Further, the existing sidewalk is in disrepair and is no longer ADA/PROWAG
compliant. As the direct route to the school for many pedestrians, poor sections of sidewalk
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should be reconstructed to provide access to the school for people of all abilities. It is estimated
that 1,300 feet of sidewalk and 6 curb ramps will need to be replaced.
Figure III.8 – Typical sidewalk condition on Maple Street
Belden Avenue – Belden Avenue has existing sidewalk from Broadway to just shy of Walker
Drive on both sides of the street. Pedestrian accommodations should be extended on the north
side to Washington Avenue to provide complete connectivity. To minimize impacts and cost,
the accommodations do not necessarily need to be concrete sidewalks. Widening the pavement
and striping a white edge line to delineate the travel way would be sufficient accommodations.
As with Maple Street, there are many sections of existing sidewalk in disrepair. As the direct
route to the school for many pedestrians, poor sections of sidewalk should be reconstructed to
provide access to the school for people of all abilities. It is estimated that 700 feet of sidewalk
should be reconstructed and approximately 700 feet of new pedestrian accommodations be
constructed.
It should be noted that if widening the pavement and providing striping are used to accommodate
pedestrians then the shoulder section that is used to accommodate pedestrians must have a 2%
cross slope. If the widened pavement section is located only on one side then the widened
section must be 5' wide, if the widened pavement section is on both sides of the road then the
widened section can be 4' wide.
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Figure III.9 – Typical sidewalk condition on Belden Avenue
Broadway – Broadway has existing sidewalks throughout most of the corridor. Approximately
3,000 feet of sidewalks should be constructed from Oliphant Avenue south to the Village line on
the eastern side of Broadway. There are also many segments of sidewalk in disrepair. These
segments should be reconstructed to be ADA/PROWAG compliant. It is estimated that 4,000
feet of sidewalk and 73 curb ramps should be reconstructed along Broadway.
Objective #3 – Old Croton Aqueduct Trail
In the study segment from Broadway to the middle/high school, the OCA Trail has three distinct
sections; a mostly single dirt track from Broadway to Elm Street: parking areas from Elm Street
to Cedar Street; and an improved section from Cedar Street the middle/high school that is
accessible, wide and well graded.
Providing a wide, well graded and compacted surface that is accessible for the length of the Trail
within the Village would greatly increase it functionality and potential use. Also, rededicating
the trail from Elm Street to Cedar Street is necessary to provide a continuous, functional facility.
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Figure III.10 – The OCA between Mercy College and the Middle/High School
There is an existing connection from the OCA to the Middle/High School that is utilized by
students. There is a stair case to provide direct access to the school, however accessing the stairs
from the trail is difficult and in disrepair. The connection from the OCA to the stair case should
be reconstructed and stabilized to encourage more use and improve safety.
Figure III.11 – Path from the OCA to the Middle/High School
III-11
Objective #4 – Roadway
Change the character of the roadways through reconstruction projects designed to promote
safe/convenient use by pedestrians and efficient movement of vehicles.
Traffic calming
Traffic calming is the combination of various physical measures that reduce the
negative effects of motor vehicle use, alter driver behavior including having the effect
of reducing motorist speeds and improve conditions for pedestrians. The study area and
primarily Broadway should be evaluated for opportunities to incorporate physical
changes to the roadway which would result in calming traffic and improving pedestrian
visibility and safety. Traffic calming techniques, as determined suitable and discussed
in more detail in Chapters 18 and 25 of the NYSDOT’s Highway Design Manual,
should be considered as part of future reconstruction projects, including intersection
improvement projects.
Traffic calming features to be considered include:

Ø Reduction of travel lanes/minimum lane width
Ø Curb extensions at pedestrian crosswalks
Ø Raised medians/traffic control islands/pedestrian refuge islands.
Ø Installation of modern roundabouts
Broadway currently has several sections with two travel lanes in one direction. This
configuration promotes both increased speeds and unsafe driver maneuvers.
Additionally, it significantly increases the pedestrian crossing distance and locations
along Broadway. Based on the AADT of 11,000 vpd or less, the additional travel lane
is not required for the existing traffic volumes realized on Broadway. Providing a
“roadway diet” to a single minimum width travel lane in each direction will help to
reduce speeds, increase safety, decrease crossing distances and potentially allow for the
installation of bicycle lanes.
Consistent Roadway Cross-Section
Within the Broadway corridor the curb to curb width is significantly wider than is
required. A narrower section results in lower travel speeds, less aggressive driver
behavior, and provides for generally safer pedestrian crossing opportunities since the
distance to cross is shorter. It is recommended the roadway cross section be made
consistent throughout the Broadway corridor. Consideration should be given to convert
the excess width into a bicycle lane.
Many drivers park to close to the crosswalk, making it difficult for pedestrians to cross
the road safely. It is recommended “No Parking” signs be installed or the sidewalks/
curbs be extended to physically prevent cars from parking too close to intersections and
pedestrian crosswalks. The physical extension of the sidewalk/curbs would also have
the added benefit of reducing the crossing distance for pedestrians and making
III-12
pedestrians more visible to drivers.

Mid-block and intersection crossings with median pedestrian refuge islands should be
given consideration at locations along Broadway including in front of High/Middle
School, Clinton Avenue and the OCA Trail crossing. These areas have excessive
pavement width, and the islands would promote traffic calming and provide refuge.
Modern roundabouts offer several benefits over conventional signalized intersections
including more efficient operations and traffic calming. Placing roundabouts at the
Village limits can also create gateways into the Village. Roundabouts can be placed at
locations with minimal impact to surrounding properties however minor right-of-way
acquisition will be required and some on-street parking may be lost.
The following intersections have potential to be studied for the inclusion of modern
roundabouts:
1. Broadway/Mercy College Drive
2. Broadway/ High School Entrance
3. Broadway/Ashford Avenue
4. Broadway/Cedar Avenue
5. Broadway/Aqueduct Crossing
6. Broadway/Fairlawn Avenue
Broadway and Ashford Avenue is a critical intersection with significant traffic. Based on
traffic volumes obtained from recent traffic studies a preliminary analysis has been
completed, demonstrating that a single lane modern roundabout can function at an
acceptable level of service at this vital intersection. Note that modern roundabouts must
be carefully designed to accommodate larger trucks and buses.
Objective #5- Broadway Bicycle Accommodations
Bicycle Lanes
This alterative includes a twelve (12) foot travel lane and five (5) foot wide dedicated
bike lane in each direction. Bicyclists will be accommodated by a protected, one way
bike lane running along both sides of the roadway. The bike lane will allow for one way
bicycle traffic with enough room to for one bicyclist to pass another. This alternative
provides adequate operational efficiency for vehicles and enhanced protection for
bicyclists. Pedestrians will be accommodated by five (5) foot wide concrete sidewalks on
III-13
both sides of the road. On street parking can be provided on one side of the street
throughout the majority of the Village limits.
With an out-to-out curb width of 34 to 42 feet, the proposed roadway can exist within the
existing curb-lines, simplifying construction and minimizing impact. Some on-street
parking will be lost to accommodate the bicycle lanes in both directions.
The five foot wide bike lanes can be installed in a traditional configuration adjacent to the
travel lane or behind an on-street parking lane where parking exists. Placing the bike
lane behind the parking lane, creating "floating parking" has proven to be beneficial in
certain applications. Bicycles are offered more protection from live traffic and doors
opening on the driver's side of parked cars. The driver's side door is more commonly
used than the passengers; however drivers are accustomed to checking their rear-view
mirrors before opening the door while passengers are not. Both scenarios should be
studied in more detail however it is recommended to create consistency throughout the
corridor for both bicyclists and motorists.
Two-Way Cycle Track
The two-way cycle track alternative proposes to install two twelve (12) foot travel lanes
and a two-way eight (8) foot bicycle path. The two-way cycle track would be separated
from the travel lanes with a minimum three (3) foot wide buffer. Removing the bike
facility from the roadway increases the safety for bicyclists from both traffic and door
openings. Pedestrians will be accommodated by five (5) foot wide concrete sidewalks on
both sides of the road. On street parking can be provided on one side of the street
throughout the majority of the Village limits.
existing curb-lines, simplifying construction and minimizing impact. Some on-street
parking will be lost to accommodate the bicycle-track in all locations.
Cycle-tracks have proven beneficial in certain instances however additional consideration

must be given at driveway and intersection crossings.
Raised Cycle Track
This alterative includes a twelve (12) foot travel lane and six (6) foot wide raised cycle
track in each direction. The cycle track is separated from the travel lanes by a one (1) foot
wide four (4) inch high traversable concrete curb. Raising the bike lanes and providing a
wide curb increases the awareness of the bicycle facility, increases protection for
III-14
bicyclists and discourages motorists from using the lanes as a shoulder. Pedestrians will
be accommodated by five (5) foot wide concrete sidewalks on both sides of the road. On
street parking can be provided on one side of the street throughout the majority of the
Village limits.
existing curb-lines in most areas, simplifying construction and minimizing impact. Some
widening will be required and some on-street parking will be lost to accommodate the
bicycle-track in all locations.
Conceptual drawings depicting the various roadway configurations are included in

Appendix E.
GOAL #2 – User Behavior

Influence the behavior of drivers and pedestrians to increase and promote compliance with
existing laws while encouraging mutual respect and courtesy.
Objective #1 - Education
· Improve pedestrian and motorist awareness about their legal rights and responsibilities
as drivers and pedestrians.
· Implement an education campaign to target both pedestrian and motor vehicle

operators advising them of their rights and responsibilities as users along each
corridor. The New York State Department of Health (NYSDOH) in cooperation with
New York State Department of Transportation (NYSDOT) and the Governor’s Traffic
Safety Committee (GTSC) launched an education campaign in 2014 titled “See! Be
Seen!” and plans to expand the campaign this year with targeted messaging. It is
recommended that the Village of Dobbs Ferry, as part of their Complete Streets
Program, partner with the State to implement the “See! Be Seen!” education campaign
in the Village.
III-15
Figure III.12 – The Village currently participates in the “Slow Down Rivertowns” campaign
· Participate in International Walk to School Day. This is a global event that involves
communities from more than 40 countries walking and biking to school on the same
day. It began in 1997 as a one-day event. Over time, this event has become part of a
movement for year-round safe routes to school and a celebration each October. Today,
thousands of schools across America – from all 50 states, the District of Columbia,
and Puerto Rico – participate every October.
· Explore the potential of creating a walking school bus program. When parents are
reluctant to allow their children to walk to school, safety is one of the most common
reasons given. Providing adult supervision can help address safety concerns for
families who live within walking or bicycling distance to school, and a walking school
bus program seeks to do just that. A walking school bus is a group of children
walking to school with one or more adults. It can be as informal as two families
taking turns walking their children to school or as formal as a well-planned walking
route with meeting points, a timetable and a regularly rotated schedule of trained
volunteers.
III-16
· Distribute pedestrian safety information through schools and public health providers
and in public buildings such as libraries, community centers, recreation centers, places
of worship and other sites.
· Identify resources for local agencies (schools, police, transportation agencies, local
community organizations, etc.) to conduct a pedestrian safety education program.
· Conduct focused educational outreach efforts in conjunction with infrastructure

improvement projects. As NYSDOT implements infrastructure improvement projects,
such as installing new pedestrian signal equipment and crosswalks, it is recommended
that focused education outreach efforts be conducted simultaneously with local
municipalities and the Rockland County DOH centered on the correct use of the new
equipment and crosswalks.
· Sponsor pedestrian safety events with local educational centers to promote long-term
changes in pedestrian and driver behavior. The level of exposure and risk is greater
for school age pedestrians because they often lack the ability to distinguish between
safe and unsafe crossing gaps. They may also be less attentive to traffic or be
distracted by using mobile phones or other electronic devices. It is recommended that
Rockland County DOH and local law enforcement partner with local public and
private school districts to organize and implement pedestrian safety events for primary
and secondary school age students. These programs help teach children the rules of
the road and skills for pedestrian safety. The Ramapo Police Department already has
an initiative titled “Adopt-a-Cop” in which local law enforcement officers visit local
schools twice a year and educate 2nd and 3rd grade students on a wide range of topics
including pedestrian safety. Rockland County DOH has a grant from NYSDOH called
“Creating Healthy Schools & Communities” in the East Ramapo School District. This
grant offers the opportunity for assistance in the distribution of pedestrian safety
material. Currently, there is a school coordinator for the program.
Objective #2 – Enforcement
Enhance enforcement of pedestrian and motorist traffic laws.
· Explore the potential for initiating a Neighborhood Pace Car Program. This is a
citizen-based traffic calming initiative where drivers pledge to drive the speed limit,
obey all traffic laws, stop to allow pedestrians to cross, be courteous to pedestrian and
bicyclist and reduce car usage. Participation in a program of this type is indentified by
displaying a decal on your vehicle. Information about Pace Car Programs is contained
in Appendix G.
III-17
· Employ an enforcement campaign, after an agreed upon period of education time has
elapsed, along each corridor by local police agencies to enforce traffic laws and help
modify driver and pedestrian behavior with the objective of improving pedestrian
safety. The Village of Dobbs Ferry Police Department, in cooperation with NYSDOT,
should consider the implementation of an annual high visibility targeted enforcement
campaign with the goal to improve pedestrian safety. Citations would be issued to
both pedestrians and drivers who are in violation of the law. It is important to involve
the local court system in the initiative so that tickets are not unknowingly dismissed. A
similar campaign has successfully been used by State and local police in the Town of
Poughkeepsie, Dutchess County along Route 9 to address aggressive driving. This
year, a statewide initiative will be launched by the Governor’s Traffic Safety
Committee (GTSC) in cooperation with NYSDOH titled, “Operation See! Be Seen!”
in June 2016. Local law enforcement should give consideration to participation in the
statewide initiative.
· Provide local law enforcement officers specialized training in pedestrian safety to

ensure familiarity with laws governing pedestrian automobile interactions. Local
municipal police departments can coordinate with GTSC to host a local, tow-day
Pedestrian & Bicycle Law Enforcement Training. The training course objectives are
to develop officer’s awareness; demonstrate that education for pedestrian safety is
integral to improving community safety; and encourage law enforcement agencies to
adopt a policy for pedestrian and bicycle safety.
· Provide law enforcement officers with pedestrian safety education materials to

distribute along with warnings or citations.
III-18
Chapter IV. Implementation Plan
Implementation
Goal/Objective Associated Projects
Term 2
Improve transportation infrastructure through the implementation of strategic countermeasures and
reconstruction projects to optimize the safety of pedestrians and bicyclists
Objective #1 – Pedestrian Improve the crossing of Broadway at

Short
Crossings Clinton Street
Provide safe, logical Improve the crossings of Broadway in
Short
ADA/PROWAG compliant crossing the vicinity of the Middle/High School
locations for pedestrians. Improve the OCA crossing at Broadway Short
Create a “standard treatment” for the
crossings of the minor roads through the Short/Medium
Village
Objective #2 – Sidewalks Construct new sidewalks to fill missing
Short/Medium
Provide a network of continuous, links along Broadway
accessible and well delineated Construct new sidewalks along Johnson
Short
sidewalks and ramps. Court to Springhurst Elementary School
Construct new sidewalks to fill missing
Short/Medium
links along Ashford Avenue
Construct sidewalks along Washington
Avenue from Ashford Avenue to Belden Short/Medium
Avenue
Construct sidewalks along Belden
Short/Medium
Avenue
Construct sidewalks along Maple Street Short/Medium
Reconstruct existing sidewalk and curb
Medium/Long
ramps throughout the entire Village
Improve pedestrian crossings throughout
Short/Medium
the Broadway corridor
Objective #3 – Old Croton Improve the condition of the trail Short/Medium
Aqueduct Trail Provide pedestrian lighting along the trail Short/Medium
Improve the OCA trail to link key Reconfigure the parking lots the trail
destinations, promote usage and traverses to better delineate the
Short/Medium
encourage modes of non-motorized pedestrian/bicycle areas
transportation.
Objective #4 – Roadway Construct curb extensions at pedestrian
Reconstruct roadway to crosswalks Short/Medium
accommodate modes of non- Construct raised medians/traffic control
motorized transportation, reduce the islands/pedestrian refuge islands Short/Medium
accident rate, and reduce vehicle
speeds. Reduce travel lanes/minimize lane width Medium/Long
2
Short term 1-2 years Medium term 3-9 years Long term 10 or more years
IV-1
Install modern roundabouts Medium/Long

Objective #5 – Bicycle Reconfigure Broadway to include either
Accommodations dedicated bicycle lanes, a two-way cycle
Medium/Long
Reconstruct roadway to include track or raised cycle track
dedicated bicycle accommodations.
Goal # 2 – User Behavior

Influence the behavior of drivers and pedestrians to increase and promote compliance with existing
laws while encouraging mutual respect and courtesy
Objective #1 – Education Employ education campaign, such as

Short
Improve pedestrian and motorist “Operation See! Be Seen!”
awareness of their legal rights and Distribute pedestrian safety information Short
responsibilities as drivers and Conduct pedestrian safety programs Short
pedestrians. Sponsor pedestrian safety events
Short
Objective #2 – Enforcement Implement neighborhood pace car
Short
Enhance enforcement of pedestrian program
and motorist traffic laws. Provide law enforcement specialized
Short/Medium
training
Distribute education materials along with
Short
citations
IV-2
Chapter V. Public Participation
The Village has assembled a pedestrian and bicycle committee consisting of members from the
Village government, the Parent Teacher Association, the School Board, and interested citizens.
The committee met four times in 2015 to discuss this study and report on local issues and
observations. The pedestrian and bicycle committee has been fundamental in developing this
study and an action plan moving forward.
V-1
Resources
American Association of State Highway and Transportation Officials. (2011). A Policy on

Geometric Design of Highways and Streets American Association of State Highway and
Transportation Officials Washington, D.C.
Federal Highway Administration. (2012). Manual on Uniform Traffic Control Devices [On-
line]. Available. http://mutcd.fhwa.dot.gov/pdfs/2009r1r2/pdf_index.htm.
National Cooperative Highway Research Program - Report 500. (2004). A Guide for Reducing
Collisions Involving Pedestrians. Washington, D.C.
National Highway Traffic Safety Administration. (2014). Pedestrian Safety Enforcement

Operations: A How-To Guide. Washington, D.C.
National Highway Traffic Safety Administration. (2015). U.S. DOT Walking Safety
Assessment April 16, 2015 Monsey/Spring Valley, New York Summary Report. NHTSA-
Region 2.
New York State Department of Transportation. (2006). Highway Design Manual. New York
State Department of Transportation, Albany.
United States Access Board. (2011), Proposed Accessibility Guidelines for Pedestrian Facilities
in the Public Right-of-Way. [On-line]. Available. http://www.
newenglandada.org/publication/proposed-accessibility-guidelines-pedes-trian-facilities-public-
right-way.
World Health Organization. (2013). Pedestrian Safety A Road Safety Manual for Decision-
makers and Practitioners. Geneva, Switzerland.
National Center For the Safe Routes to School [On-line]. Available.

http://www.saferoutesinfo.org/
APPENDIX A
INVENTORY AND ASSESSMENT OF EXISTING

PEDESTRIAN FACILITIES
SIDEWALK CURB RAMP DETECTABLE WARNING UNITS CROSSWALK PED SIGNAL
ROADWAY STARTING POINT ENDING POINT
GRADE CROSS SLOPE WIDTH CONDITION/COMMENTS EXISTING (Y/N) GRADE EXISTING (Y/N) STANDARD (Y/N) EXISTING (Y/N) CROSS SLOPE EXISTING (Y/N) HEIGHT
N N N N
CEDAR ST
N N N N
Y 8.8% N N N
OAK ST
Y 7.0% N N N
AQUEDUCT TRAIL ELM ST
Y 8.8% N N N
OBSORNE LN
Y 11.3% N N N
Y 7.0% N N N
WALNUT ST
Y 8.8% Y Y N N
CHANGES TO DEGRADED STONE MATERIAL FROM FLOWER Y 14.1% N Y 0.9% N
BROADWAY FLOWER ST 5.2% > 4'
TO FAIRLAWN AVE Y 10.4% N Y N
Y 1.8% Y N Y N
FAIRLAWN AVE SOUTH
Y 3.7% Y N Y N
BROADWAY
Y 4.3% N Y 6.6% N
FAIRLAWN AVE NORTH
Y 6.6% N N N
BROADWAY FAIRLAWN AVE NORTH ST CHRISTOPHERS SCHOOL HWY GRADE 6.0% >4'
Y 5.6% N N N
BROADWAY ST CHRISTOPHER SCHOOL
Y 8.7% N N N
BROADWAY ST CHRISTOPHERS SCHOOL COLONIAL AVE HWY GRADE 7.8% >4' POOR CONDITION; GRADE BREAK AT BOS IN PLACES
TURNING SPACE CROSS SLOPE 3.0% Y 7.0% Y Y Y 5.2% N
Y 10.5% Y Y Y N
BROADWAY CABRINI OF WESTCHESTER
Y 8.7% Y Y Y N
MID‐BLOCK, NO TURNING SPACE Y 13.4% Y Y Y N
BROADWAY COLONIAL AVE LIVINGSTON AVE 0.5% 2.8% >4'
Y 8.8% Y Y
Y 7.2% Y Y
BROADWAY LIVINGSTON AVE Y 8.4% Y Y
HWY GRADE 9.3% >4' SIDEWALK IN ISLAND BETWEEN LANES
Y 6.6% Y Y
Y 12.0% Y Y
BROADWAY LIVINGSTON AVE AQUEDUCT TRAIL HWY GRADE 1.5% 46"
Y 3.0% N
BROADWAY HATCH TERRACE
Y 10.8% N Y 8.5% N
BROADWAY WALNUT ST SIDEWALK DISCONTINUES FOR ABOUT 100' Y 11.0% N N N
Y 8.1% N Y 11.9% N
BROADWAY CHESTNUT ST
Y 12.7%
BROADWAY CHESTNUT ST ELM ST HWY GRADE 3.2%
Y 10.0% Y N Y 15.7% N
BROADWAY ELM ST
DETECTABLE WARNING UNITS TORN UP Y N
BROADWAY ELM ST OAK ST HWY GRADE* *GRADE IS 20.4% AT DRIVEWAY TIE‐IN
Y 0.7% N Y Y
BROADWAY OAK ST
Y 11.9% Y N Y Y
Y 3.0% N Y Y
Y 8.0% N Y Y
Y 0.4% N Y Y
BROADWAY CEDAR ST/STOP AND SHOP Y 2.4% N Y Y
Y 7.6% N Y Y
Y 10.3% N Y Y
Y 7.6% N Y Y
Y 2.5% Y Y Y
BROADWAY ESTERWOOD AVE
Y 11.1% Y N Y
Y 8.4% Y 38"
Y 6.2% Y 36"
Y 7.5% Y 38"
Y
BROADWAY WALGROVE/ASHFORD
Y 8.1% Y 40"
Y 8.1% Y 40"
Y 2.4% Y 40"
Y 2.7% Y 40"
WALGROVE AVE BROADWAY TRANSVAAL ST HWY GRADE VARIES 41"‐48" CROSS SLOPE 7.5% AT DRIVEWAY TIE‐IN
Y 6.4% N N N
WALGROVE AVE TRANSVAAL ST
Y 5.4% N N N
WALGROVE AVE TRANSVAAL ST BELWOOD AVE HWY GRADE VARIES 42"‐46" CROSS SLOPE 12.4% AT DRIVEWAY TIE‐IN
WALGROVE AVE BELWOOD AVE SPRINGHURST SCHOOL HWY GRADE 4.7% 47" CROSS SLOPE INCREASES AT DRIVEWAY TIE‐INS
44" Y 0.6%
WALGROVE AVE SPRINGHURST ELEMENTARY SCHOOL
44" Y 15.0%
NORTH SIDE OF ASHFORD AVE
Y 13.6% Y N
Y 13.7% Y N
ASHFORD AVE NORTHFIELD AVE
Y 10.0% Y Y
PED SIGNAL BLOCKED BY TREES Y 11.5% Y Y
N N N
ASHFORD AVE KING ST
Y 22.3% N N N
ASHFORD AVE KING ST BRIARY RD HWY GRADE 3.7% 48"
CROSSWALK HAS A HIGH POINT WITH TWO DIFFERENT N Y 5.7%
ASHFORD AVE BRIARY RD
SLOPES ON EITHER SIDE OF THE CENTERLINE N Y 7.9%
ASHFORD AVE BRIARY RD SHADY LN HWY GRADE 2.4% 48" CROSS SLOPE INCREASES AT DRIVEWAY TIE‐INS
N N N
ASHFORD AVE SHADY LN
N N N
ASHFORD AVE SHADY LN LEFURGY AVE HWY GRADE 4.3% 48" NORTH SIDE OF ASHFORD
Y 7.3% N N N
ASHFORD AVE LEFURGY AVE
Y 3.8% N N N
ASHFORD AVE LEFURGY AVE WASHINGTON AVE HWY GRADE 1.3% 46"* *46" WIDE PAST FIRE DEPARTMENT‐SEE MAP.
Y 11.2% N Y Y 42"
ASHFORD AVE WASHINGTON AVE
Y 11.9% N Y Y 42"
ASHFORD AVE WASHINGTON AVE ENGLISH LN HWY GRADE 4.5% >4'
ASHFORD AVE BEACON HILL DR N N Y Y 42"
ASHFORD AVE ENGLISH LN 14.5% >4' SIDEWALK CONTINUES THROUGH ENGLISH LN
ASHFORD AVE CEMETARY STORM ST HWY GRADE 6.1% >4' APPROXIMATELY 200' STRETCH BEFORE STORM ST
N N Y N
ASHFORD AVE STORM ST
Y 7.1% N Y N
SOUTH SIDE OF ASHFORD AVE
ASHFORD AVE NORTHFIELD AVE PEARL ST HWY GRADE 4.9% 48" CROSS SLOPE INCREASES AT DRIVEWAY TIE‐INS
N N N
ASHFORD AVE PEARL ST
N N N
ASHFORD AVE PEARL ST PRICE ST NO SIDEWALK
ASHFORD AVE PRICE ST OGDEN AVE HWY GRADE 0.8% 46" SOUTH SIDE OF ASHFORD
Y 5.4% Y 40"
ASHFORD AVE OGDEN AVE
Y 8.5% Y 40"
Y 6.0%
ASHFORD AVE OGDEN PL
Y 9.5%
ASHFORD AVE OGDEN PL YOUNG ST HWY GRADE 4.2% 46" CROSS SLOPE INCREASES AT DRIVEWAY TIE‐INS
Y 6.3% N N N
ASHFORD AVE YOUNG ST
Y 6.5% N N N
N N N N
ASHFORD AVE S WASHINGTON ST
N N N N
Y 12.3% Y N Y 44"
ASHFORD AVE BEACON HILL DR
N N N Y 44"
N N N N
ASHFORD AVE MOHICAN PARK AVE
N N N N
N N Y N
ASHFORD AVE GRANDVIEW AVE
N N Y N
N N Y N
ASHFORD AVE BELLWOOD AVE
N N Y N
Y 3.6% N Y N
BROADWAY ROCHAMBEAU AVE
Y 10.0% N Y N
Y 12.2% N Y N
THERE IS NO CROSSWALK ACROSS MAPLE. THERE ARE
Y 14.9% N Y N
BROADWAY MAPLE ST CROSSWALKS ON EACH SIDE OF MAPLE CROSSING
Y 3.5% N N N
BROADWAY.
Y 7.4% N N N
Y 8.5% N Y
THERE IS NO CROSSWALK ACROSS BELDEN AVE. THE ONLY
Y 3.9% N Y
BROADWAY BELDEN AVE CROSSWALK AT THIS INTERSECTION IS AT THE SOUTH END
Y 16.3% N N
OF BELDEN CROSSING BROADWAY.
Y 3.6% N N
BROADWAY DOBBS FERRY MIDDLE/HIGH SCHOOL Y 6.5%
Y 9.7% N
BROADWAY ALCOTT SCHOOL
Y 5.2% N
Y 7.3%
BROADWAY LANDING DR
Y 7.9%
Y 16.2% Y N
BROADWAY MERCY COLLEGE DR Y 9.3% Y N
Y 10.2% N
Y 3.2% N N N
BROADWAY MCLELLAND ST Y 7.6% N N N
Y 12.0% N Y N
N N N
BROADWAY SHERMAN AVE
N N N
WASHINGTON BELDEN AVE MAPLE ST NO SIDEWALK
BELDEN AVE BROADWAY WALKER PL HWY GRADE 48"
BELDEN AVE WALKER PL WASHINGTON AVE NO SIDEWALK
MAPLE AVE BROADWAY WASHINGTON AVE HWY GRADE 48"
Y 11.2% N N N
MAPLE AVE PARK RD
N N N N
N N N N
MAPLE ST STORM ST
Y 9.6% N N N
APPENDIX B
PEDESTRIAN & VEHICLE VOLUMES

Pedestrian Volumes
Time (AM) Ashford/Broadway Maple Belden North of Belden Aqueduct

7:15 11 20 7 0 7
7:30 32 27 18 13 14
7:45 22 13 4 2 10
8:00 7 18 9 1 16
8:15 8 12 5 1 15
Total 80 90 43 17 62
Percentage 27% 31% 15% 6% 21%
Time (PM) Ashford/Broadway Maple Belden North of Belden Aqueduct

2:30 10 1 3 0 0
2:45 3 2 2 2 6
3:00 28 36 36 3 18
3:15 65 54 21 4 28
Total 106 93 62 9 52
Percentage 33% 29% 19% 3% 16%
STATION: 870097 New York State Department of Transportation Page 1 of 2
Traffic Count Hourly Report

ROUTE #: US 9 ROAD NAME: 9 FROM: FARRAGUT PKY TO: ASHFORD AVE DOBBS FRRY COUNTY: Westchester
DIRECTION: Northbound FACTOR GROUP: 30 REC. SERIAL #: 2622 FUNC. CLASS: 14 VILLAGE: DOBBS FERRY
STATE DIR CODE: 1 WK OF YR: 23 PLACEMENT: 60' N of Fairview Rd NHS: no LION#:
DATE OF COUNT: 06/02/2009 @ REF MARKER: 9 87032020 JURIS: NYSDOT BIN:
NOTES LANE 1: Week 22-Nb ADDL DATA: CC Stn: RR CROSSING:
COUNT TYPE: VEHICLES BATCH ID: DOT-r8contractor9-22 HPMS SAMPLE:
COUNT TAKEN BY: ORG CODE: TST INITIALS: JSV PROCESSED BY: ORG CODE: DOT INITIALS: TGB
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11
TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH
DATE DAY AM PM TOTAL COUNT HOUR
1 M
2 T 326 325 396 401 401 385 294 255 211 125 110 75
3 W 43 14 7 7 13 27 143 321 385 316 302 336 379 345 383 407 418 374 329 220 172 135 121 77 5274 418 16
4 T 38 16 12 8 11 30 134 310 413 325 284 312 368 325 397 419 424 426 369 306 231 186 133 81 5558 426 17
5 F 46 20 12 8 14 34 122 307 370 324 299 358 340 339 390 391 416 386 364 275 204 153 149 111 5432 416 16
6 S 69 21 19 11 12 17 87 168 227 317 365 356 424 423 464 425 385 349 271 282 220 150 197 146 5405 464 14
7 S 64 53 27 10 15 16 82 77 148 218 259 289 324 379 342 350 312 275 233 195 175 134 97 80 4154 379 13
8 M 35 11 7 7 10 29 135 271 363 328 257 358 319 325 356 404 350 393 306 275 210 153 133 64 5099 404 15
9 T 28 14 11 11 13 31 128 310
10 W
11 T
12 F
13 S
14 S
15 M
16 T
17 W
18 T
19 F
20 S
21 S
22 M
23 T
24 W
25 T
26 F
27 S
28 S
29 M
30 T
AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT
39 16 10 8 13 30 132 304 383 323 286 341 348 330 383 408 398 394 324 264 206 150 124 74 5288
DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED (one way)
Counted Counted Counted Hours High Hour % of day Factor Adjustment Factor
8 164 5 98 408 8% 1.000 1.110

AADT
4764
ROUTE #:US 9 ROAD NAME: 9 FROM: FARRAGUT PKY TO: ASHFORD AVE DOBBS FRRY COUNTY: Westchester
STATION: 870097 STATE DIR CODE: 1 PLACEMENT: 60' N of Fairview Rd DATE OF COUNT: 06/02/2009

ROUTE #: US 9 ROAD NAME: 9 FROM: FARRAGUT PKY TO: ASHFORD AVE DOBBS FRRY COUNTY: Westchester
DIRECTION: Southbound FACTOR GROUP: 30 REC. SERIAL #: 2623 FUNC. CLASS: 14 VILLAGE: DOBBS FERRY
STATE DIR CODE: 2 WK OF YR: 23 PLACEMENT: 60' N of Fairview Rd NHS: no LION#:
DATE OF COUNT: 06/02/2009 @ REF MARKER: 9 87032020 JURIS: NYSDOT BIN:
NOTES LANE 1: Week 22-Sb ADDL DATA: CC Stn: RR CROSSING:
COUNT TYPE: VEHICLES BATCH ID: DOT-r8contractor9-22 HPMS SAMPLE:
COUNT TAKEN BY: ORG CODE: TST INITIALS: JSV PROCESSED BY: ORG CODE: DOT INITIALS: TGB
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH
1 M
2 T 323 295 362 409 393 385 322 269 194 151 115 110
3 W 30 21 3 4 10 35 109 312 385 269 263 338 330 295 379 454 383 373 339 256 185 152 99 108 5132 454 15
4 T 33 8 11 9 10 37 108 314 376 309 261 303 326 318 346 470 403 411 340 301 240 185 136 129 5384 470 15
5 F 42 21 8 3 11 35 102 278 374 290 296 337 362 300 335 409 385 357 314 284 209 183 142 128 5205 409 15
6 S 80 35 14 9 8 23 51 164 238 288 363 379 389 381 401 403 385 354 320 281 263 195 163 132 5319 403 15
7 S 100 60 30 22 13 21 29 74 126 179 209 276 342 304 333 364 331 355 265 261 194 144 99 89 4220 364 15
8 M 33 14 6 6 9 35 113 264 353 283 233 303 312 287 348 441 362 396 328 275 208 168 109 109 4995 441 15
9 T 39 14 10 5 12 35 108 294
10 W
11 T
12 F
13 S
14 S
15 M
16 T
17 W
18 T
19 F
20 S
21 S
22 M
23 T
24 W
25 T
26 F
27 S
28 S
29 M
30 T
36 16 8 5 11 36 108 292 372 288 263 320 323 299 359 444 385 391 332 275 207 164 115 114 5163
8 164 5 98 444 9% 1.000 1.110

AADT
4651
ROUTE #:US 9 ROAD NAME: 9 FROM: FARRAGUT PKY TO: ASHFORD AVE DOBBS FRRY COUNTY: Westchester
STATION: 870097 STATE DIR CODE: 2 PLACEMENT: 60' N of Fairview Rd DATE OF COUNT: 06/02/2009

ROAD #: CR 1340 ROAD NAME: ASHFORD AVE FROM: BEACON HILL DR TO: RT9A COUNTY: Westchester
DIRECTION: Eastbound FACTOR GROUP: 30 REC. SERIAL #: 3919 FUNC. CLASS: 14 VILLAGE: DOBBS FERRY
STATE DIR CODE: 1 WK OF YR: 27 PLACEMENT: 130 ft W of Price St. NHS: no LION#:
DATE OF COUNT: 07/07/2011 @ REF MARKER: JURIS: County BIN:
NOTES LANE 1: EB Travel Lane ADDL DATA: Class Speed CC Stn: RR CROSSING:
COUNT TYPE: VEHICLES BATCH ID: DOT-SJWR8ww28a HPMS SAMPLE: 30708300
COUNT TAKEN BY: ORG CODE: TST INITIALS: AJW PROCESSED BY: ORG CODE: DOT INITIALS: SJW
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH
1 F
2 S
3 S
4 M
5 T
6 W
7 T 602 665 709 641 703 611 545 476 413 286 180
8 F 69 37 17 15 25 81 226 430 618 617 510 570 591 620 679 701 631 627 524 428 410 368 237 193 9224 701 15
9 S 102 37 27 17 8 51 121 242 386 538 575 663 637 575 639 581 530 503 481 397 399 367 324 267 8467 663 11
10 S 130 76 45 21 21 37 85 150 249 376 504 537 498 514 498 534 515 481 408 384 403 357 171 108 7102 537 11
11 M 61 17 19 11 24 93 239 449 646 535 517 569 581 524 579 718 655 711 568 571 454 374 223 106 9244 718 15
12 T 78 39 12 23 26 96 253 477 599 550 444 551 562 562 518 644 579 639 618 527 492 403 253 165 9110 644 15
13 W 62 43 20 9 21 76 255 472 678 590 561 535 611 611 656 714 629 625 588 560 562 471 302 185 9836 714 15
14 T 69 34 21 22 28 78 257 507 663
15 F
16 S
17 S
18 M
19 T
20 W
21 T
22 F
23 S
24 S
25 M
26 T
27 W
28 T
29 F
30 S
31 S
70 38 18 17 25 83 246 467 641 573 508 556 585 575 604 696 626 670 596 551 496 415 266 159 9481
8 164 5 98 696 7% 1.000 1.096

AADT
8651
ROAD #: 1340 ROAD NAME: ASHFORD AVE FROM: BEACON HILL DR TO: RT9A COUNTY: Westchester
STATION: 871001 STATE DIR CODE: 1 PLACEMENT: 130 ft W of Price St. DATE OF COUNT: 07/07/2011

ROAD #: CR 1340 ROAD NAME: ASHFORD AVE FROM: BEACON HILL DR TO: RT9A COUNTY: Westchester
DIRECTION: Westbound FACTOR GROUP: 30 REC. SERIAL #: 3919 FUNC. CLASS: 14 VILLAGE: DOBBS FERRY
STATE DIR CODE: 2 WK OF YR: 27 PLACEMENT: 130 ft W of Price St. NHS: no LION#:
DATE OF COUNT: 07/07/2011 @ REF MARKER: JURIS: County BIN:
NOTES LANE 1: WB Travel Lane ADDL DATA: Class Speed CC Stn: RR CROSSING:
COUNT TYPE: VEHICLES BATCH ID: DOT-SJWR8ww28a HPMS SAMPLE: 30708300
COUNT TAKEN BY: ORG CODE: TST INITIALS: AJW PROCESSED BY: ORG CODE: DOT INITIALS: SJW
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH
1 F
2 S
3 S
4 M
5 T
6 W
7 T 622 640 642 722 771 713 676 488 380 272 162
8 F 87 45 26 11 22 69 239 498 729 598 578 570 613 612 621 655 682 701 667 567 374 287 222 183 9656 729 8
9 S 108 61 37 24 22 56 102 247 439 490 529 577 647 580 581 576 585 578 608 609 419 359 257 224 8715 647 12
10 S 114 113 55 44 29 44 74 153 263 342 425 527 527 519 542 549 556 587 589 471 336 314 216 143 7532 589 18
11 M 69 27 22 9 26 72 247 513 742 575 542 559 584 546 605 655 775 750 726 577 464 340 240 138 9803 775 16
12 T 50 34 19 13 24 90 258 532 707 620 498 508 522 516 539 441 449 679 763 643 500 374 252 154 9185 763 18
13 W 82 34 30 16 23 69 254 550 730 631 533 552 643 577 588 680 668 785 824 609 475 375 275 167 10170 824 18
14 T 69 45 33 25 33 71 250 517 730
15 F
16 S
17 S
18 M
19 T
20 W
21 T
22 F
23 S
24 S
25 M
26 T
27 W
28 T
29 F
30 S
31 S
72 40 27 16 26 75 250 522 728 606 538 547 583 565 593 604 654 746 756 626 482 367 260 155 9838
8 164 5 98 756 8% 1.000 1.096

AADT
8976
ROAD #: 1340 ROAD NAME: ASHFORD AVE FROM: BEACON HILL DR TO: RT9A COUNTY: Westchester
STATION: 871001 STATE DIR CODE: 2 PLACEMENT: 130 ft W of Price St. DATE OF COUNT: 07/07/2011
APPENDIX C
VEHICLE SPEED STUDY
PIN 8761.13 - Pedestrian Safety Study
Village of Dobbs Ferry
Westchester County
7/21/2016
8:10 - 9:10 AM
Ashford Ave @ Ogden Pl Eastbound Ashford Ave @ Ogden Pl Westbound Broadway @ Belden Avenue Northbound Broadway @ Elm Street Southbound
20 21 26 24 23 29 22 30
25 22 23 23 19 29 19 30
27 22 25 27 30 31 25 21
24 21 24 31 31 32 23 19
22 20 24 24 37 34 26 31
20 29 24 25 33 38 21 36
21 28 30 25 31 24 24 27
25 26 22 26 29 32 23 28
24 23 26 25 35 29 23 30
26 24 25 26 33 37 21 19
28 21 14 27 33 32 29 24
25 22 25 30 28 24 24 35
21 17 24 31 25 23 25 31
19 18 25 33 28 22 28 30
18 22 22 29 25 28 29 29
14 26 22 32 21 27 29 31
19 25 24 25 24 29 28 33
21 27 22 27 23 28 34 31
20 25 22 25 36 30 27 30
22 27 23 27 29 32 27 31
22 25 25 21 29 30 26 30
22 25 24 20 27 33 27 31
23 24 27 21 32 31 27 32
22 29 24 21 27 27 26 31
31 26 23 20 29 29 26 31
27 24 25 19 34 27 26 28
24 24 23 25 24 32 33 32
20 20 21 27 33 29 30 33
18 21 22 26 18 36 26 35
17 18 27 26 14 32 25 31
29 24 25 23 28 31 24 37
27 25 21 19 35 29 23 27
29 24 21 22 31 37 31 30
25 21 20 22 30 34 27 31
23 26 22 21 30 31 26 30
25 25 20 18 12 30 28 29
25 29 20 21 30 31 29 25
24 21 20 23 30 32 31 30
27 20 21 23 28 31 20 32
23 21 20 21 21 29 26 24
20 29 25 21 27 31 27 30
20 23 24 20 25 42 35 25
25 22 25 28 28 34 34 24
24 21 24 23 27 29 34 24
23 21 20 24 29 29 33 31
24 22 20 22 32 36 24 28
22 19 26 22 29 27 29 29
20 29 26 23 32 31 28 35
21 26 23 22 30 27 28 30
21 29 23 24 29 29 34 25
Average 23 mph Average 24 mph Average 29 mph Average 28 mph

85th Percentile 27 mph 85th Percentile 26 mph 85th Percentile 33 mph 85th Percentile 32 mph
New York State Department of Transportation Page 1 of 2
Speed Count Average Weekday Report Date: 09/01/2011
Station: 871001 Start date: Thu 07/07/2011 13:00 Count duration: 164 hours
Road #: CR 1340 Road name: ASHFORD AVE End date: Thu 07/14/2011 08:45 Functional class: 14
From: BEACON HILL DR County: Westchester Factor group: 30
To: RT9A Town: DOBBS FERRY Batch ID: DOT-SJWR8ww28a
Direction: East Speed limit: 30 Count taken by: Org: TST Init: AJW
LION#: Processed by: Org: DOT Init: SJW
Counts have been summarized into NYSDOT EI standard bins
Speeds, mph
0.0- 20.1- 25.1- 30.1- 35.1- 40.1- 45.1- 50.1- 55.1- 60.1- 65.1- 70.1- 75.1- % Exc % Exc % Exc % Exc % Exc
Hour 20.0 25.0 30.0 35.0 40.0 45.0 50.0 55.0 60.0 65.0 70.0 75.0 95.0 45.0 50.0 55.0 60.0 65.0 Avg 50th% 85th% Total
1:00 2 4 14 25 18 5 1 0 0 0 0 0 0 1.4 0.0 0.0 0.0 0.0 31.0 33.0 38.8 69

2:00 0 2 6 16 9 2 1 0 0 0 0 0 0 2.8 0.0 0.0 0.0 0.0 32.5 33.2 38.7 36
3:00 0 1 4 5 5 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 32.4 33.6 39.5 17
4:00 1 2 6 4 4 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 28.3 30.0 37.9 18
5:00 1 1 4 9 6 3 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 31.1 33.4 39.6 24
6:00 2 4 15 30 24 6 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 31.4 33.3 38.8 81
7:00 15 7 40 108 61 15 2 0 0 0 0 0 0 0.8 0.0 0.0 0.0 0.0 30.1 32.9 38.4 248
8:00 39 24 122 205 68 10 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 27.9 31.3 35.7 469
9:00 95 62 207 225 49 5 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 25.0 29.0 34.1 643
10:00 60 51 213 208 40 3 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 26.1 29.2 34.0 575
11:00 46 63 207 160 32 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 26.0 28.6 33.7 510
12:00 64 87 232 152 23 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 24.9 27.8 33.1 559
13:00 69 106 238 146 30 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 24.7 27.6 33.1 590
14:00 53 94 218 172 38 2 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 25.7 28.3 33.7 578
15:00 58 76 254 178 36 4 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 25.8 28.4 33.6 606
16:00 88 114 256 196 42 4 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 24.8 27.9 33.5 700
17:00 69 92 227 196 44 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 25.4 28.4 33.8 629
18:00 88 70 217 237 57 5 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 25.4 29.2 34.2 674
19:00 68 53 200 222 48 8 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 26.0 29.5 34.3 599
20:00 56 42 168 222 60 6 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 26.7 30.3 34.7 555
21:00 39 38 185 187 42 5 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 27.1 29.7 34.3 497
22:00 26 34 143 176 34 4 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 27.7 30.2 34.4 417
23:00 11 16 70 122 42 7 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.4 31.6 36.1 268
24:00 5 8 30 65 38 11 3 0 0 0 0 0 0 1.9 0.0 0.0 0.0 0.0 31.0 32.9 38.7 160
Avg. Daily Total 955 1051 3276 3266 850 113 11 0 0 0 0 0 0 0.1 0.0 0.0 0.0 0.0 26.2 29.3 34.4 9522
Percent 10.0% 11.0% 34.4% 34.3% 8.9% 1.2% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
Cum. Percent 10.0% 21.1% 55.5% 89.8% 98.7% 99.9% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
Average hour 40 44 136 136 35 5 0 0 0 0 0 0 0 397
Avg. Speed 50th% Speed 85th% Speed

East 26.2 29.3 34.4
West 22.8 26.9 33.5 --- East
- - West
Peak Hour Data
Direction Hour Count 2-way Hour Count
East 16 700 A.M. 9 1372
West 19 760 P.M. 18 1423
Station: 871001 Start date: Thu 07/07/2011 13:00 Count duration: 164 hours
Road #: CR 1340 Road name: ASHFORD AVE End date: Thu 07/14/2011 08:45 Functional class: 14
From: BEACON HILL DR County: Westchester Factor group: 30
To: RT9A Town: DOBBS FERRY Batch ID: DOT-SJWR8ww28a
Direction: West Speed limit: 30 Count taken by: Org: TST Init: AJW
Speeds, mph
1:00 2 2 12 25 22 7 2 0 0 0 0 0 0 2.8 0.0 0.0 0.0 0.0 32.2 34.0 39.6 72

2:00 0 2 9 16 7 3 1 0 0 0 0 0 0 2.6 0.0 0.0 0.0 0.0 32.0 32.6 38.8 38
3:00 0 2 3 11 8 2 1 0 0 0 0 0 0 3.7 0.0 0.0 0.0 0.0 33.0 33.9 39.4 27
4:00 0 2 2 5 4 1 2 0 0 0 0 0 0 12.5 0.0 0.0 0.0 0.0 32.8 34.0 43.0 16
5:00 2 1 5 4 8 4 1 0 0 0 0 0 0 4.0 0.0 0.0 0.0 0.0 30.2 35.4 41.6 25
6:00 2 4 11 28 18 9 2 1 0 0 0 0 0 4.0 1.3 0.0 0.0 0.0 32.0 33.7 40.5 75
7:00 14 20 49 91 58 16 3 0 0 0 0 0 0 1.2 0.0 0.0 0.0 0.0 29.5 32.4 38.4 251
8:00 55 55 170 175 59 10 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 26.3 29.5 34.8 525
9:00 201 160 222 120 22 4 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 21.0 25.1 31.6 729
10:00 125 136 213 99 32 4 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 22.4 26.1 32.3 609
11:00 141 118 178 85 17 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 21.3 25.4 31.4 541
12:00 189 102 159 85 13 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 20.0 24.3 31.1 550
13:00 216 128 159 80 12 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 19.6 23.3 30.3 596
14:00 157 108 170 107 22 4 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 21.2 25.6 32.3 568
15:00 156 116 186 108 28 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 21.5 25.7 32.3 596
16:00 168 94 166 135 39 5 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 21.6 26.3 33.3 607
17:00 186 112 173 140 42 4 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 21.4 25.9 33.2 657
18:00 178 166 222 144 34 5 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 21.9 25.7 32.5 749
19:00 146 176 258 145 33 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 22.7 26.2 32.3 760
20:00 82 100 227 177 37 6 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 24.7 28.0 33.6 629
21:00 36 66 196 151 32 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 26.4 28.6 33.8 483
22:00 30 50 130 117 38 3 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 26.5 29.0 34.4 368
23:00 7 15 87 102 40 8 1 0 0 0 0 0 0 0.4 0.0 0.0 0.0 0.0 29.6 31.1 36.3 260
24:00 4 5 30 68 38 9 1 0 0 0 0 0 0 0.6 0.0 0.0 0.0 0.0 31.3 32.9 38.3 155
Avg. Daily Total 2097 1740 3037 2218 663 115 15 1 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 22.8 26.9 33.5 9886
Percent 21.2% 17.6% 30.7% 22.4% 6.7% 1.2% 0.2% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
Cum. Percent 21.2% 38.8% 69.5% 92.0% 98.7% 99.8% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
Average hour 87 72 127 92 28 5 1 0 0 0 0 0 0 412

East 26.2 29.3 34.4
West 22.8 26.9 33.5 --- East
- - West
Peak Hour Data
East 16 700 A.M. 9 1372
West 19 760 P.M. 18 1423
Station: 870050 Start date: Fri 08/19/2011 11:00 Count duration: 146 hours
Route #: US 9 Road name: End date: Thu 08/25/2011 12:45 Functional class: 14
From: ASHFORD AVE DOBBS FRRY County: Westchester Factor group: 30
To: RT 119 TARRYTOWN Town: IRVINGTON Batch ID: DOT-SJWR8ww34b
Direction: North Speed limit: 30 Count taken by: Org: TST Init: AJW
Speeds, mph
1:00 0 2 7 12 9 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 32.0 33.0 38.5 32

2:00 0 1 5 9 4 1 1 0 0 0 0 0 0 4.8 0.0 0.0 0.0 0.0 32.1 32.6 38.6 21
3:00 0 0 2 7 4 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 33.5 33.6 38.7 14
4:00 0 0 1 3 2 0 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 33.0 33.4 37.8 6
5:00 0 1 3 5 4 0 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 31.4 32.6 37.6 13
6:00 2 3 6 17 11 5 1 0 0 0 0 0 0 2.2 0.0 0.0 0.0 0.0 30.9 33.4 39.7 45
7:00 2 6 36 56 30 8 1 0 0 0 0 0 0 0.7 0.0 0.0 0.0 0.0 31.2 32.3 38.1 139
8:00 6 27 90 110 52 8 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.6 31.1 36.6 293
9:00 28 79 148 144 50 8 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 27.0 29.2 34.7 458
10:00 24 60 132 134 43 6 1 0 0 0 0 0 0 0.3 0.0 0.0 0.0 0.0 27.2 29.4 34.7 400
11:00 19 54 119 133 49 7 1 0 0 0 0 0 0 0.3 0.0 0.0 0.0 0.0 27.8 30.0 35.0 382
12:00 63 84 128 106 32 6 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 24.2 27.5 33.9 420
13:00 54 98 149 107 32 6 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 24.6 27.4 33.7 446
14:00 43 83 137 122 34 6 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 25.5 28.2 34.1 426
15:00 45 66 145 132 39 6 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 25.7 28.7 34.3 433
16:00 36 66 130 145 47 8 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 26.6 29.5 34.7 433
17:00 61 87 150 121 38 9 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 24.8 27.9 34.1 467
18:00 43 91 149 136 46 7 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 25.8 28.5 34.4 472
19:00 30 63 143 133 42 9 1 0 0 0 0 0 0 0.2 0.0 0.0 0.0 0.0 26.8 29.2 34.6 421
20:00 12 53 122 117 44 7 2 0 0 0 0 0 0 0.6 0.0 0.0 0.0 0.0 28.2 29.7 35.0 357
21:00 17 41 91 69 29 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 26.6 28.7 34.6 249
22:00 5 23 68 69 26 3 1 0 0 0 0 0 0 0.5 0.0 0.0 0.0 0.0 28.8 30.2 35.2 195
23:00 2 11 34 53 22 5 1 0 0 0 0 0 0 0.8 0.0 0.0 0.0 0.0 30.3 31.7 37.0 128
24:00 2 8 25 34 15 3 1 0 0 0 0 0 0 1.1 0.0 0.0 0.0 0.0 29.8 31.4 37.0 88
Avg. Daily Total 494 1007 2020 1974 704 123 16 0 0 0 0 0 0 0.3 0.0 0.0 0.0 0.0 26.6 29.2 34.8 6338
Percent 7.8% 15.9% 31.9% 31.1% 11.1% 1.9% 0.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
Cum. Percent 7.8% 23.7% 55.6% 86.7% 97.8% 99.7% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
Average hour 21 42 84 82 29 5 1 0 0 0 0 0 0 264

North 26.6 29.2 34.8
South 29.3 30.2 34.4 --- North
- - South
Peak Hour Data
North 18 472 A.M. 9 883
South 18 441 P.M. 18 913
Station: 870050 Start date: Fri 08/19/2011 11:00 Count duration: 146 hours
Route #: US 9 Road name: End date: Thu 08/25/2011 12:45 Functional class: 14
From: ASHFORD AVE DOBBS FRRY County: Westchester Factor group: 30
To: RT 119 TARRYTOWN Town: IRVINGTON Batch ID: DOT-SJWR8ww34b
Direction: South Speed limit: 30 Count taken by: Org: TST Init: AJW
Speeds, mph
1:00 1 1 9 18 10 2 1 0 0 0 0 0 0 2.4 0.0 0.0 0.0 0.0 31.5 32.8 38.4 42

2:00 0 0 4 10 3 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 32.3 32.6 37.2 18
3:00 0 0 2 2 4 0 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 33.2 35.0 38.6 8
4:00 1 0 1 3 2 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 28.5 33.4 39.6 8
5:00 0 2 3 6 3 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 30.9 32.1 38.0 15
6:00 1 3 6 15 7 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 30.3 32.4 37.8 34
7:00 1 6 37 60 36 6 1 0 0 0 0 0 0 0.7 0.0 0.0 0.0 0.0 31.6 32.5 38.0 147
8:00 4 25 114 134 26 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.3 30.4 34.4 305
9:00 4 50 179 165 26 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 28.7 29.5 33.9 425
10:00 5 42 166 142 21 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 28.5 29.3 33.9 378
11:00 4 30 140 150 30 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.2 30.2 34.3 355
12:00 3 39 134 131 24 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 28.8 29.7 34.1 333
13:00 4 30 157 169 28 3 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.3 30.2 34.2 391
14:00 7 34 165 145 29 0 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 28.6 29.6 34.1 380
15:00 4 25 145 145 29 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.3 30.1 34.3 350
16:00 5 25 152 152 34 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.3 30.1 34.4 370
17:00 4 34 160 175 30 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.2 30.2 34.2 405
18:00 15 43 182 171 28 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 28.1 29.5 34.0 441
19:00 1 19 178 177 28 3 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.7 30.2 34.2 406
20:00 2 18 129 154 24 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.7 30.6 34.3 329
21:00 1 12 110 104 24 1 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.7 30.2 34.4 252
22:00 2 11 69 83 21 2 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 29.8 30.8 34.7 188
23:00 1 4 42 69 21 2 0 1 0 0 0 0 0 0.7 0.7 0.0 0.0 0.0 30.9 31.7 35.8 140
24:00 1 2 17 39 15 3 0 0 0 0 0 0 0 0.0 0.0 0.0 0.0 0.0 31.4 32.4 37.2 77
Avg. Daily Total 71 455 2301 2419 503 45 2 1 0 0 0 0 0 0.1 0.0 0.0 0.0 0.0 29.3 30.2 34.4 5797
Percent 1.2% 7.8% 39.7% 41.7% 8.7% 0.8% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
Cum. Percent 1.2% 9.1% 48.8% 90.5% 99.2% 99.9% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
Average hour 3 19 96 101 21 2 0 0 0 0 0 0 0 242

North 26.6 29.2 34.8
South 29.3 30.2 34.4 --- North
- - South
Peak Hour Data
North 18 472 A.M. 9 883
South 18 441 P.M. 18 913
Station: 870097 Start date: Tue 06/02/2009 12:00 Count duration: 165 hours
Route #: US 9 Road name: 9 End date: Tue 06/09/2009 08:45 Functional class: 14
From: FARRAGUT PKY County: Westchester Factor group: 30
To: ASHFORD AVE DOBBS FRRY Town: DOBBS FERRY Batch ID: DOT-r8contractor9-22
Direction: North Speed limit: 30 Count taken by: Org: TST Init: JSV
LION#: Processed by: Org: DOT Init: TGB
Speeds, mph
1:00 0 1 6 16 9 6 1 0 0 0 0 0 0 3% 0% 0% 0% 0% 33.7 34.0 41.0 39

2:00 0 0 2 6 4 3 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 34.5 34.6 41.3 15
3:00 0 0 2 4 2 2 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 33.8 33.8 41.3 10
4:00 0 0 0 3 3 2 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 36.5 36.7 42.0 8
5:00 0 0 3 4 4 1 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 33.1 33.8 39.0 12
6:00 1 1 4 8 9 6 1 0 0 0 0 0 0 3% 0% 0% 0% 0% 32.8 35.6 42.1 30
7:00 0 0 9 47 50 18 6 1 0 0 0 0 0 5% 1% 0% 0% 0% 35.6 36.0 41.5 131
8:00 5 9 45 118 96 27 3 1 0 0 0 0 0 1% 0% 0% 0% 0% 32.6 34.0 39.3 304
9:00 8 18 82 153 94 25 3 0 0 0 0 0 0 1% 0% 0% 0% 0% 31.3 32.8 38.5 383
10:00 4 12 59 126 96 23 3 1 0 0 0 0 0 1% 0% 0% 0% 0% 32.3 33.5 38.9 324
11:00 4 10 50 106 90 22 3 1 0 0 0 0 0 1% 0% 0% 0% 0% 32.4 33.8 39.1 286
12:00 4 6 46 146 106 30 2 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.0 34.0 39.2 340
13:00 3 8 33 137 125 35 5 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.7 34.8 39.6 346
14:00 2 3 38 136 114 30 6 1 0 0 0 0 0 2% 0% 0% 0% 0% 33.9 34.5 39.5 330
15:00 5 10 47 148 132 34 5 2 0 0 0 0 0 2% 1% 0% 0% 0% 33.2 34.4 39.4 383
16:00 2 8 37 146 156 49 8 1 0 0 0 0 0 2% 0% 0% 0% 0% 34.4 35.4 40.0 407
17:00 3 7 35 139 156 47 10 2 0 0 0 0 0 3% 1% 0% 0% 0% 34.4 35.5 40.0 399
18:00 2 5 33 145 150 47 11 1 0 0 0 0 0 3% 0% 0% 0% 0% 34.6 35.4 40.0 394
19:00 2 5 20 108 131 49 9 1 0 0 0 0 0 3% 0% 0% 0% 0% 35.0 36.1 41.1 325
20:00 2 2 20 92 100 39 7 1 0 0 0 0 0 3% 0% 0% 0% 0% 34.8 35.8 41.0 263
21:00 2 3 17 79 82 18 2 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.9 35.1 39.4 203
22:00 1 2 22 66 43 13 2 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.2 33.8 39.2 149
23:00 0 2 16 50 40 12 3 0 0 0 0 0 0 2% 0% 0% 0% 0% 34.0 34.4 39.6 123
24:00 0 1 7 27 28 8 2 0 0 0 0 0 0 3% 0% 0% 0% 0% 34.7 35.3 39.9 73
Avg. Daily Total 50 113 633 2010 1820 546 92 13 0 0 0 0 0 2.0 0.2 0.0 0.0 0.0 33.6 34.6 39.7 5277
Percent 0.9% 2.1% 12.0% 38.1% 34.5% 10.3% 1.7% 0.2% 0.0% 0.0% 0.0% 0.0% 0.0%
Cum. Percent 0.9% 3.1% 15.1% 53.2% 87.7% 98.0% 99.8% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
Average hour 2 5 26 84 76 23 4 1 0 0 0 0 0 220

North 33.6 34.6 39.7
South 33.3 35.0 39.6 --- North
- - South
Peak Hour Data
North 16 407 A.M. 9 756
South 16 444 P.M. 16 851
Station: 870097 Start date: Tue 06/02/2009 12:00 Count duration: 165 hours
Route #: US 9 Road name: 9 End date: Tue 06/09/2009 08:45 Functional class: 14
From: FARRAGUT PKY County: Westchester Factor group: 30
To: ASHFORD AVE DOBBS FRRY Town: DOBBS FERRY Batch ID: DOT-r8contractor9-22
Direction: South Speed limit: 30 Count taken by: Org: TST Init: JSV
LION#: Processed by: Org: DOT Init: TGB
Speeds, mph
1:00 0 1 6 12 12 4 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 33.5 34.4 39.5 35

2:00 0 0 2 4 7 2 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 34.9 36.1 39.9 15
3:00 0 0 1 4 1 2 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 34.3 33.8 42.0 8
4:00 0 0 0 0 2 2 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 39.8 40.0 43.6 4
5:00 0 1 1 3 4 2 0 0 0 0 0 0 0 0% 0% 0% 0% 0% 33.7 35.7 40.9 11
6:00 0 1 3 12 12 5 1 1 0 0 0 0 0 6% 3% 0% 0% 0% 35.0 35.7 41.8 35
7:00 2 0 5 26 44 24 6 2 0 0 0 0 0 7% 2% 0% 0% 0% 35.9 37.5 43.3 109
8:00 8 13 33 81 114 38 4 0 0 0 0 0 0 1% 0% 0% 0% 0% 32.7 35.5 40.0 291
9:00 23 33 54 112 122 26 3 0 0 0 0 0 0 1% 0% 0% 0% 0% 29.8 33.5 38.9 373
10:00 6 16 48 94 95 24 4 0 0 0 0 0 0 1% 0% 0% 0% 0% 32.0 34.0 39.3 287
11:00 8 15 39 87 90 23 2 0 0 0 0 0 0 1% 0% 0% 0% 0% 31.6 34.1 39.2 264
12:00 4 6 31 136 115 24 4 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.4 34.4 39.2 320
13:00 5 4 25 119 140 35 3 0 0 0 0 0 0 1% 0% 0% 0% 0% 34.0 35.5 39.6 331
14:00 3 4 19 115 121 32 4 0 0 0 0 0 0 1% 0% 0% 0% 0% 34.3 35.4 39.7 298
15:00 8 6 27 136 134 40 6 0 0 0 0 0 0 2% 0% 0% 0% 0% 33.4 35.1 39.8 357
16:00 4 9 40 162 180 45 4 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.9 35.2 39.6 444
17:00 2 3 33 141 158 44 4 0 0 0 0 0 0 1% 0% 0% 0% 0% 34.5 35.5 39.7 385
18:00 4 9 30 152 150 40 5 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.9 35.0 39.6 390
19:00 3 6 25 127 130 35 6 0 0 0 0 0 0 2% 0% 0% 0% 0% 34.1 35.2 39.7 332
20:00 4 5 24 98 106 32 6 0 0 0 0 0 0 2% 0% 0% 0% 0% 33.9 35.4 39.9 275
21:00 4 5 14 97 64 20 2 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.0 34.2 39.4 206
22:00 0 2 22 74 53 11 2 0 0 0 0 0 0 1% 0% 0% 0% 0% 33.6 34.0 39.0 164
23:00 1 2 12 41 45 11 3 0 0 0 0 0 0 3% 0% 0% 0% 0% 34.0 35.2 39.7 115
24:00 0 0 10 36 46 18 4 0 0 0 0 0 0 4% 0% 0% 0% 0% 35.6 36.2 41.4 114
Avg. Daily Total 89 141 504 1869 1945 539 73 3 0 0 0 0 0 1.5 0.1 0.0 0.0 0.0 33.3 35.0 39.6 5163
Percent 1.7% 2.7% 9.8% 36.2% 37.7% 10.4% 1.4% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0%
Cum. Percent 1.7% 4.5% 14.2% 50.4% 88.1% 98.5% 99.9% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
Average hour 4 6 21 78 81 22 3 0 0 0 0 0 0 215

North 33.6 34.6 39.7
South 33.3 35.0 39.6 --- North
- - South
Peak Hour Data
North 16 407 A.M. 9 756
South 16 444 P.M. 16 851
APPENDIX D
PEDESTRIAN & BICYCLE ACCIDENT ANALYSIS
Number
Accident Number of Number of of Road Surface
Location Description At Intersection Accident Date Time Severity Fatalities Injuries Vehicles Accident Type Collision Type Traffic Control Light Condition Weather Condition
2012
Veh 1 was traveling eastbound on on Broadway (390 Broadway) and 10/23/2012 07:20pm INJURY 0 1 1 COLLISION WIT OTHER NONE DARK-ROAD LIGHTECLOUDY WET
attempted to make a left turn on Cedar St while pedestrian attempted
BROADWAY Y
to cross Cedar St. Pedestrian was struck by Veh 1, while Veh 1 failed to
yield the right-of-way.
2013
Veh 1 was backing up when a pedestrian walked behind the Veh and 01/05/2013 10:47am NON-REPORTABL 0 0 1 COLLISION WIT OTHER OFFICER/FLAGM DAYLIGHT CLEAR DRY
BROADWAY Y
the pedestrian was struck on the leg.
2015
Veh 1 was driving southbound on Broadway attempted to make left 10/29/2015 10:35pm INJURY 0 1 1 COLLISION WIT OTHER NONE DARK-ROAD LIGHTECLEAR DRY
turn from Broadway on to Fairlawn Ave and struck Veh 2 (bicyclist)
BROADWAY Y
traveling southbound, crossing the crosswalk on Fairlawn Ave as Veh 1
failed to yield the right of way.
12/03/2015 05:30pm INJURY 0 1 1 COLLISION WIT OTHER NONE DARK-ROAD LIGHTECLOUDY DRY
Veh 1 was traveling north on Broadway in the right hand lane cresting
the hill, just past intersection of Oak St and Clinton Ave, and was
BROADWAY Y
observing traffic when she struck a pedestrian. Operator of Veh 1 did
not see the pedestrian and failed to yield the right-of-way.
2016
04/04/2016 12:35pm INJURY 0 1 1 COLLISION WIT OTHER NONE DAYLIGHT RAIN WET
Veh 1 was traveling south on broadway, infront of 71 Broadway, when
he observed a pedestrian standing on the side of the road. As Veh 1
BROADWAY passed the pedestrian, the pedesrian lunged into the roadway, striking N
the passenger side of Veh 1. Veh 1 swerved out of the way to avoid the
pedestrian and hit Veh 2.
Veh 1 was driving southbound on Broadway while Unit 2, pedestrian, 08/20/2016 02:40pm PROPERTY DAMA 0 3 2 COLLISION WIT OTHER NONE DAYLIGHT CLEAR DRY
was loading their bicycle behind Veh 2, in the tailgate in front of 71
BROADWAY N
Broadway. Veh 1 hit Unit 2 along the left side of his body and he
suffered serious injuries to his left leg.
Veh 1 was traveling across Broadway onto Cochrane Ave from Walnut 11/08/2016 04:50pm INJURY 0 1 1 COLLISION WIT OTHER STOP SIGN DUSK CLEAR DRY
BROADWAY St., eastbound, as a pedestrian was crossing westbound and was struck Y
by Veh 1, with no crosswalk at intersection.
Number
2012
08/07/2012 04:15pm INJURY 0 1 1 ION WITH PEDE OTHER TRAFFIC SIGNAL DAYLIGHT CLEAR DRY
Pedestrian 1 was walking eastbound on Ashford Ave in front of 12
Ashford Ave and had stepped off of the sidewalk because of
ASHFORD AVE construction. Veh 1 then came from behind and struck his left elbow N
with its passenger side rear view mirror and then continued eastbound
on Ashford Ave without stopping.
2014
Veh 1 was driving southbound on Ashford Ave attempted to make left 02/20/2014 05:19pm NON-REPORTABLE 0 0 0 ION WITH PEDE OTHER NONE DARK-ROAD LIGHTED CLOUDY DRY
turn from Ashford Ave on Broadway and struck pedestrian traveling
ASHFORD AVE Y
southbound, crossing Broadway as Veh 1 failed to yield the right-of-
way.
11/04/2014 03:20pm INJURY 0 1 1 ION WITH PEDE OTHER TRAFFIC SIGNAL DAYLIGHT CLEAR DRY
Veh 1 was traveling eastbound on Ashford Avenue and attempted to
ASHFORD AVE turn left on Washington Ave once traffic opened up. Pedestrian was Y
crossing Washington Ave and was struck by Veh 1.
2016
02/04/2016 07:54am RTY DAMAGE AND 0 1 1 ION WITH PEDE OTHER TRAFFIC SIGNAL DAYLIGHT CLOUDY WET
Veh 1 was heading eastbound on Ashford Ave and began slowing in
traffic while approaching Beacon Hill Dr. Pedestrian began crossing
ASHFORD AVE Y
Ashford Ave. in front of 88 Ashford Ave, failing to use the marked
crosswalk at intersection and was struck by vehicle while crossing.
Number
2013
03/20/2013 08:14pm INJURY 0 1 1 COLLISION WIT OTHER NONE DARK-ROAD LIGHTECLOUDY DRY
Veh 1 was driving westbound on Ashford Ave and made a left turn on
MOHICAN PK AVE to Mohigan Park Ave then struck pedestrian crossing Mohican Park Y
Ave, Veh 1 failed to yield the right-of-way.
Number
2015
03/16/2015 11:55am INJURY 0 1 1 COLLISION WIT OTHER STOP SIGN DAYLIGHT CLEAR DRY
Veh 1 was driving westbound on Oak St. toward Main St., pedestrian
OAK ST attempted to cross in crosswalk and was struck by Veh 1 as Veh 1 Y
failed to yield the right-of-way.
2016
06/15/2016 09:35am NON-REPORTABL 0 0 1 COLLISION WIT OTHER NONE DAYLIGHT CLEAR DRY
Veh 1 was reversing westbound on Oak St, into pedestrian crosswalk,
OAK ST failed to yield right-of-way to crossing pedestrians 1 and 2, who were Y
walking south on Main St. while Veh 1 was backing unsafely.
Number
2014
Veh 1 was heading westbound on Clinton Ave towards Broadway while 09/30/2014 06:35pm INJURY 0 1 1 COLLISION WIT OTHER NONE DUSK CLEAR DRY
CLINTON AVE child, pedestrian, ran out into the road and was struck in the face N
region by the front driver side of Veh 1.
Number
2013
Pedestrian was crossing Cedar St. between cars and was not looking as 06/13/2013 11:50pm INJURY 0 1 1 COLLISION WIT OTHER NONE DARK-ROAD LIGHTERAIN WET
he was struck by Veh 1 backing up. Veh 1 checked on pedestrian and
CEDAR ST N
they were ok but reported wrist pain to police 40 min following the
accident.
Veh 1 was headed westbound on Cedar St. was distracted by the Sun's 08/02/2013 07:16pm INJURY 0 1 1 COLLISION WIT OTHER NONE DAYLIGHT CLEAR DRY
CEDAR ST glare as a pedestrian walked across the steet from the other side and N
his hand was struck by Veh 1's mirror.
2015
09/16/2015 06:20pm INJURY 0 1 1 COLLISION WIT OTHER NONE DUSK CLEAR DRY
Veh 1 was driving westbound on Cedar St., pedestrian was crossing in
front of 17 Cedar St by passing inbetween cars stopped in the
CEDAR ST N
eastbound traffic. Pedestrian was hit because they ran across street
without looking according to witness.
2017
01/01/2017 03:55pm INJURY 0 1 1 COLLISION WIT OTHER NONE DAYLIGHT CLEAR DRY
Veh 1 was backing into a parking space as a pedestrian, a young female
CEDAR ST child, ran out into the road behind Veh 1. The pedestrian was struck N
by Veh 1 because she ran out without looking.
Number
2014
Veh 1 traveling westbound on Belden Ave, approaching Broadway, 05/15/2014 04:19pm NON-REPORTABL 0 0 1 COLLISION WIT OTHER STOP SIGN DAYLIGHT CLOUDY WET
BELDEN AVE failed to yield the right-of-way to a pedestrian crossing Belden Ave and Y
struck pedestrian.
Number
2013
Pedestian was using crosswalkthat crosses Main St. from West to East 10/01/2013 06:00pm PROPERTY DAMA 0 1 1 COLLISION WIT OTHER STOP SIGN DAYLIGHT CLEAR DRY
when she was struck by Veh 1, which was traveling north onto Main St.
MAIN ST from Livingston Ave. Veh 1 did not see pedestrian because they were Y
looking to the left for a street sign, Veh 1 failed to yield the right-of-
way.
2015
10/01/2015 07:39pm INJURY 0 1 1 COLLISION WIT OTHER STOP SIGN DARK-ROAD LIGHTERAIN WET
Veh 1 was heading westbound on Main St. toward Cedar St. and front
MAIN ST Y
bumper of Veh 1 struck a pedestrian while they were crossing.
2016
10/19/2016 07:40am INJURY 0 1 1 COLLISION WIT OTHER NONE DAYLIGHT CLEAR DRY
Veh 1 was making a right turn from the roadway into the driveway
adjacent to 101 Main St. Operator of Veh 1 did not see Veh 2, a
MAIN ST bicycle, as Veh 2 was going straight on Main St. and thought Veh 1 was Y
turning left but then Veh 1 turned right causing Veh 2 to crash into Veh
1, Veh 1 did not use a turn signal when turning into the driveway.
Number
2014
02/24/2014 07:30pm INJURY 0 1 1 COLLISION WIT OTHER TRAFFIC SIGNALDARK-ROAD LIGHTECLEAR DRY
Veh 1 was stopped at a red light on Main St. Pedestrian began walking
southbound, crossing Chestnut St. in the crosswalk. When the traffic
CHESTNUT ST Y
light turned green for Veh 1, the operator made a left turn from Main
St. to Chestnut St., and Veh 1 struck the pedestrian's left arm.
Number
2016
11/08/2016 08:05am INJURY 0 1 1 COLLISION WIT OTHER STOP SIGN DAYLIGHT CLEAR DRY
Veh 1 was stopped facing eastbound on Belden Ave and began to
make a right turn soutbound onto Washingto Ave. The Pedestrian was
WASHINGTON AVE traveling northbound on Washingto Ave and was crossing across Y
Belden Ave. Pedestrian was struck by Veh 1 because Veh failed to yield
the right-of-way.
G
N RID
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H
T
E S
ISAD SH
PAL ER
MA
N
AV
E
ST
E
AD
LIS
PA
BE
LD
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AV
OAK
ST RO E
DW
IN
ELM
CH
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CHE
OA
AM SO
ST
BE UT
BR
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ST
AV
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PL
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A BROAD
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IV T AD
N A
L A O DE
H BR VO
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AVE
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H
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F
AVE
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WOOD
AVE
OLI
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A
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VE
PA
RA
PHAN
E
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NE
ON
GRO
AV
E
NGT
T AV
WAL
SHI
AV
GR
WA
OV
OO
E
ST
AVE
EW
MYRTLE AVE
LL
IEW
BE
RK
NDV
PA
GRA
AN
AL AVE
COLONI
HIC
V
E
IR
AV
MO
IDE
G
IN
LS
HIL
IA
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AV
FA
N
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HI
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500' 0 500' 1000'
PIN 8761.13 - DOBBS FERRY PEDESTRIAN SAFETY STUDY

ACCIDENT LOCATION
(SEE ACCIDENT DIAGRAMS FOR MORE INFO)
PIN: TITLE:
8761.13 KEY PLAN
BEACON, NEW YORK 12508 VILLAGE OF DOBBS FERRY SCALE:

AS SHOWN DRAWING:
(845) 838-3600
112 MAIN STREET
www.hveapc.com DATE: SHEET:
DOBBS FERRY, NY 10522 OCTOBER 2017
DEPARTMENT OF TRANSPORTATION
COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - 165 Ashford Ave.dgn
INTERSECTION 165 ASHFORD AVENUE
PERIOD 4 YR 4 MO FROM 07 / 26 /12 TO 11/ 08 / 16 BY G. MILLER DATE / /
ID
GR TH
R
NO
ASHFORD AVE
SYMBOLS MANNER OF COLLISION
MOVING VEHICLE P PEDESTRIAN REAR-END HEAD-ON
M MOTORCYCLE B BICYCLE SIDE-SWIPE LEFT-TURN
BACKING VEHICLE FIXED OBJECT OUT OF CONTROL RIGHT-ANGLE
STOPPED VEHICLE PERSONAL INJURY SKIDDING
PARKED VEHICLE FATAL INJURY OVERTURNED

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Ashford at Beacon Hill Dr.dgn
INTERSECTION ASHFORD AVENUE & BEACON HILL DRIVE
D
GRI
TH
NOR
ASHFORD AVENUE
P
BE
AC
ON
HI
LL
DR

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Ashford at Bellewood Ave.dgn
INTERSECTION ASHFORD AVENUE AT BELLEWOOD AVENUE
GRI
D
NOR
TH
ASHFORD AVENUE
P
BELLEWOOD AVE

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Ashford at Mohican Park.dgn
INTERSECTION ASHFORD AVENUE AT MOHICAN PARK
ID
GR
H
RT
NO
ASHFORD AVENUE
P
MO
HIC
AN
PA
RK

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Broadway at Belden Ave.dgn
INTERSECTION BROADWAY AT BELDEN AVENUE
NORTH
GRID
BROADWAY
P
BELDEN AVE

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Broadway at Cedar St.dgn
INTERSECTION BROADWAY AT CEDAR STREET
GR
NO ID
RT
H
C
E
D
A
R
S
T
P
BROADWAY

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Broadway at Clinton Ave.dgn
INTERSECTION BROADWAY AT CLINTON AVE
PERIOD 4 YR 4 MO FROM 07 / 26 /12 TO 11/ 08 / 16 BY G.

G. MILLER
MILLER DATE / /
GR
NO ID
RT
H
OA
K
ST
BROADWAY
P
E
NTON AV
CLI

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Broadway at Fairlawn Ave.dgn
INTERSECTION BROADWAY AT FAIRLAWN AVENUE
NO
GR
RT
ID
H
FAI
RLAW
N AV
E
BROADWAY

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Broadway at Hillside Ave.dgn
INTERSECTION BROADWAY AT HILLSIDE AVENUE
NOR
GRI
D
TH
P
BROADWAY
HIL
LS
IDE
AV
E

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Broadway at Rochambeau Ave.dgn
INTERSECTION BROADWAY AT ROCHAMBEAU AVENUE
GRID
NORTH
ROCHAMBEAU AVENUE
P
BROADW
AY

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Broadway at Walnut Street.dgn
INTERSECTION BROADWAY AT WALNUT STREET
GR TH
NO
ID
R
WAL
NUT
ST
BROADWAY
P
AVE
NT
PHA
OLI
COCHRANE AVE

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Main St at Chestnut Street.dgn
INTERSECTION MAIN STREET AT CHESTNUT STREET
GR TH
NO
ID
R
N ST
MAI
P
ST
TNUT
CHES

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Main St at Elm St.dgn
INTERSECTION MAIN STREET AT ELM STREET
G RT
N
R
O
ID H
B
MAIN ST
ELM ST

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Main St at Oak St.dgn
INTERSECTION MAIN STREET AT OAK STREET
G RT
N
R
O
ID H
MAIN ST
P P
2
OAK ST

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Main St at Walnut St.dgn
INTERSECTION MAIN STREET AT WALNUT STREET
NOR
GRI
D
TH
P
LI
VINGSTON AVE
MA
IN
ST
WALNUT ST

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Main Street at Cedar St.dgn
INTERSECTION MAIN STREET AT CEDAR STREET
G RT
N
R
O
ID H
N ST
MAI
P
CEDAR ST

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILEAccident Diagram - Washington Ave at Belden Ave.dgn
INTERSECTION WASHINGTON AVENUE AT BELDEN AVENUE
GRI
D
NORT
H
BELDEN AVE
P
NGTON AVE
WASHI

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Broadway at Ashford Ave.dgn
INTERSECTION BROADWAY AT ASHFORD AVENUE
GR
I
NO D
RT
H
AY
ADW
BRO
ASHFORD
WAY AVE
BROAD
P
WALGROVE AVE

COLLISION DIAGRAM
MUNICIPALITY VILLAGE OF DOBBS FERRY COUNTY WESTCHESTER FILE Accident Diagram - Ashford at Washington Ave.dgn
INTERSECTION ASHFORD AVENUE AT WASHINGTON AVENUE
D
GRI
TH
NOR
WA
SH
IN
GT
ON
AV
E
ASHFORD AVE

APPENDIX E
STUDY PLANS AND ENGINEERS ESTIMATE
Broadway (NYS Route 9) @ Clinton Street
Engineers Estimate
Item Unit Quantity Unit Price Total Cost

Clearing and Grubbing LS 1 $10,000.00 $10,000.00
Excavation CY 239 $40.00 $9,576.41
Concrete Curbing LF 767 $32.00 $24,544.00
Full Depth Pavement Reconstruction SF 767 $31.00 $23,777.00
Subbase for Sidewalks and Buffers CY 144 $65.00 $9,340.74
Concrete for Sidewalks CY 49 $800.00 $39,062.22
Brick Pavers SY 418 $125.00 $52,291.67
Signing and Striping LS 1 $50,000.00 $50,000.00
Drainage Enhancements LS 1 $75,000.00 $75,000.00
Survey LS 1 $12,000.00 $12,000.00
Maintenance and Protection of Traffic LS 1 $18,335.52 $18,335.52
Contingency LS 1 $64,785.51 $64,785.51
Total $388,713.08
Broadway (NYS Route 9) @ Maple Street & Belden Avenue
Engineers Estimate

Excavation CY 370 $40.00 $14,790.38
Brick Pavers SY 450 $125.00 $56,222.22
Survey LS 1 $18,000.00 $18,000.00
Contingency LS 1 $97,143.74 $97,143.74
Total $582,862.47
Broadway (NYS Route 9) @ Old Croton Aqueduct
Engineers Estimate

Excavation CY 216 $40.00 $8,626.18
Brick Pavers SY 176 $125.00 $22,027.78
Trail Restoration SF 2091 $5.00 $10,455.00
Survey LS 1 $12,000.00 $12,000.00
Contingency LS 1 $63,160.94 $63,160.94
Total $378,965.63
Old Croton Aqueduct @ Various Village Streets (cost is per each street crossing)
Engineers Estimate

Excavation CY 57 $40.00 $2,283.04
Brick Pavers SY 69 $125.00 $8,611.11
Trail Restoration SF 600 $5.00 $3,000.00
Survey LS 1 $12,000.00 $12,000.00
Contingency LS 1 $23,955.93 $23,955.93
Total $143,735.58
APPENDIX F
PUBLIC INVOLVEMENT SUMMARY & SURVEYS
Parent Survey Aggregate Summary
Program Name: Dobbs Ferry School District

Date range: Spring 2015 (January - June 2015)
Date Report Generated: 11/01/2016
School Name(s): Month & Year School Enrollment in Grades Number of Number of
Collected & (Set Enrollment: Targeted by SRTS Questionnaires Questionnaires Included
ID) Program: Distributed: in Report:
Dobbs Ferry May 2015 (13029) 350 22

Middle School
Springhurst May 2015 (13030) 700 88

Elementary School
Total: 1050 110
This report contains information from parents about their children's trip to and from school. The report also reflects parents'
perceptions regarding whether walking and bicycling to school is appropriate for their child. The data used in this report were
collected using the Survey about Walking and Biking to School for Parents form from the National Center for Safe Routes to School.
Sex of children for parents that provided information
Page 1 of 15
Grade levels of children represented in survey
Grade levels of children represented in survey

Responses per
grade
Grade in School
Number Percent
Kindergarten 13 12%
1 9 8%
2 12 11%
3 13 12%
4 21 19%
5 17 15%
6 8 7%
7 9 8%
8 7 6%
9 1 1%
No response: 0
Percentages may not total 100% due to rounding.
Page 2 of 15
Page 3 of 15
Parent estimate of distance from child's home to school
Parent Survey Aggregate Summary

Distance between
Number of children Percent
home and school
Less than 1/4 mile 17 16%
1/4 mile up to 1/2 mile 22 21%
1/2 mile up to 1 mile 28 27%
1 mile up to 2 miles 37 36%
More than 2 miles 0 0%
Don't know or No response: 6

Page 4 of 15
Typical mode of arrival at and departure from school
Typical mode of arrival at and departure from school

Number Family
Time of Trip Walk Bike School Bus Carpool Transit Other
of Trips Vehicle
Morning 110 13% 0% 41% 41% 5% 0% 0%
Afternoon 110 24% 0.9% 49% 24% 3% 0% 0%
No Response Morning: 0
No Response Afternoon: 0
Page 5 of 15
Typical mode of school arrival and departure by distance child
lives from school
Page 6 of 15
Typical mode of school arrival and departure by distance child
lives from school
School Arrival
Number within School Family

Distance Walk Bike Carpool Transit Other
Distance Bus Vehicle
1 Less than 1/4 mile 17 35% 0% 41% 12% 12% 0% 0%
2 1/4 mile up to 1/2 mile 22 14% 0% 18% 64% 5% 0% 0%
3 1/2 mile up to 1 mile 28 7% 0% 50% 43% 0% 0% 0%
4 1 mile up to 2 miles 37 8% 0% 49% 41% 3% 0% 0%
5 More than 2 miles 0 0% 0% 0% 0% 0% 0% 0%

School Departure
Number within School Family

Distance Walk Bike Carpool Transit Other
Distance Bus Vehicle
Less than 1/4 mile 17 59% 0% 29% 6% 6% 0% 0%
1/4 mile up to 1/2 mile 22 32% 5% 23% 41% 0% 0% 0%
1/2 mile up to 1 mile 28 14% 0% 64% 21% 0% 0% 0%
1 mile up to 2 miles 37 14% 0% 62% 19% 5% 0% 0%
More than 2 miles 0 0% 0% 0% 0% 0% 0% 0%

Page 7 of 15
Percent of children who have asked for permission to walk or
bike to/from school by distance they live from school
Percent of children who have asked for permission to walk or

bike to/from school by distance they live from school
Less than 1/4 mile up 1/2 mile up 1 mile up to More than 2
Asked Permission? Number of Children
1/4 mile to 1/2 mile to 1 mile 2 miles miles
Yes 250 41% 68% 43% 43% 0%
No 270 59% 32% 57% 57% 0%

Page 8 of 15
Issues reported to affect the decision to not allow a child to
walk or bike to/from school by parents of children who do not
walk or bike to/from school
Issues reported to affect the decision to allow a child to walk or

bike to/from school by parents of children who already walk or
bike to/from school
Page 9 of 15
Issues reported to affect the decision to allow a child to walk or
bike to/from school by parents of children who already walk or
bike to/from school
Issue Child does not walk/bike to school Child walks/bikes to school
Safety of Intersections and Crossings 65% 62%
Sidewalks or Pathways 65% 77%
Amount of Traffic Along Route 63% 38%
Speed of Traffic Along Route 63% 31%
Distance 49% 38%
Weather or climate 38% 46%
Violence or Crime 31% 38%
Crossing Guards 30% 46%
Adults to Bike/Walk With 28% 0%
Time 28% 8%
Convenience of Driving 20% 8%
Child's Participation in After School Programs 20% 15%
Number of Respondents per Category 71 13
No response: 26
Note:
--Factors are listed from most to least influential for the 'Child does not walk/bike to school' group.
--Each column may sum to > 100% because respondent could select more than issue
--The calculation used to determine the percentage for each issue is based on the 'Number of Respondents per Category' within the
respective columns (Child does not walk/bike to school and Child walks/bikes to school.) If comparing percentages between the two
columns, please pay particular attention to each column's number of respondents because the two numbers can differ dramatically.
Page 10 of 15
Parents' opinions about how much their child's school
encourages or discourages walking and biking to/from school
Parents' opinions about how much fun walking and biking

to/from school is for their child
Page 11 of 15
Parents' opinions about how healthy walking and biking
to/from school is for their child
Page 12 of 15
Comments Section
School SurveyID Comment
Dobbs Ferry 1316489 Improved sidewalks and traffic control would make me much more comfortable allowing my daughter to bike or
Middle walk to school.
School
Dobbs Ferry 1316499 There are no sidewalks on beacon hill at the top and it is very dangerous and there are no sidewalks on Bradley
Middle street either . Very dangerous .
School
Dobbs Ferry 1316500 Crosswalk and crossing guard on hospital side of ashford and young
Middle
School
Dobbs Ferry 1316515 School transport is a mix of walk, drive, carpool. Probably equal 1/3s.
Middle
School
Dobbs Ferry 1316557 We would love a shuttle bus in the morning!!! Back to the topic at hand- our daughter has recently started walking
Middle from school with her friend(s) but is only allowed to go as far as her friends house (Ogden Pl), because that's where
School the supervision of crossing guards and sidewalks/safe pathways end!
Dobbs Ferry 1316564 I would prefer that my daughter walk or bike to school but I often drive her because it is easier to coordinate her
Middle schedule with my younger child, who goes to Springhurst. I am nervous about my older child walking or biking to
School DFMS (though she sometimes does walk) because there are a couple of dangerous crossings and streets with no
sidewalks for her to walk on. We are one of the only DFMS families from Irvington so she has to walk or bike alone.
Dobbs Ferry 1316570 Without sidewalks, it is too dangerous for a person of any age to walk to school, especially in the winter when
Middle roads are narrowed by snow.
School
Dobbs Ferry 1316575 There need to be sidewalks all along Broadway on both side of the street OR a much safer crossing over Broadway
Middle by the Aqueduct. Either a walk light and sign or squeeze the road so that driver will stop for the crosswalk. Right
School now they just speed through.
Dobbs Ferry 1316592 It is tough for kids to walk to school during inclement weather. Safety, i.e., kidnapping, etc., is a major concern.
Middle
School
Dobbs Ferry 1316637 We need speed bumps on Belden Ave. The high school kids speed out of here when school gets out, and it makes
Middle me nervous for my two walking kids. We've also had trouble with drugs on our street after school. My 10-year-old
School son was asked if he wanted to buy weed while he was walking home. Our sidewalk is littered with dime bags and
cigar wrappers. Kids always park in front of our house to smoke, or hang out by the golf course. Would love more
police presence during after-school hours (and after midnight). Thanks for working on this!!!
Dobbs Ferry 1316658 I am not comfortable with my daughters walking alone on the quiet streets where no one is around.
Middle
School
Dobbs Ferry 1318772 The main concerns about my daughter walking home from school are the volume of traffic and speed at which the
Middle traffic flows. She has told me that far too many cars do not yield to pedestrians or crosswalks. This is a serious
School potential hazard in this village.
Springhurst 1316491 Since my child is young, walking/biking is not an option, but once he is old enough, I know his backpack will
Elementary become more heavy and I do not want him to walk carrying that (my older sons are in high school so I can attest to
School heavy backpacks. Due to carrying heavy backpacks, I feel my high school sons' posture became poor over time).
Springhurst 1316497 Put in sidewalks on beacon hill top!!!! And a crosswalk/crossing guard on ashford and Washington ave
Elementary
School
Springhurst 1316498 Put in sidewalks on beacon hill top!!!! And a crosswalk/crossing guard on ashford and Washington ave
Elementary
School
Page 13 of 15
Springhurst 1316501 I'm someone who was raised in the city and I was busing and taking NYC transit since 1st grade with other siblings.
Elementary However, I'm not comfortable with the society as a whole now and would not allow my child to walk, bike or bus to
School school until he is in middle school. I'm happy I'm in the position where I can drop and pick my son up from school.
Springhurst 1316502 Beacon Hill needs sidewalks from both side of the hills all the way to the elementary school stairway entrance.
Elementary
School
Springhurst 1316504 There are no sidewalks on beacon hill and no sidewalk up to Springhurst children that go that way have to go up
Elementary That hill and that is where cars drive up And down . How is that Safe for any child ?
School
Springhurst 1316505 the crossing guard at the Beacon Hill Drive Stairway is sometimes not there yet when we are on our way to school.
Elementary If i knew that there would always be a crossing guard at least 15min before school arrival time, then i would feel
School comfortable letting my child walk by 3rd grade.
Springhurst 1316508 Weather and distance are most prohibitive factors

Elementary
School
Springhurst 1316519 I would let my daughter walk to school with friends as early as seventh grade. My biggest concern is the insanity of
Elementary the drivers around Dobbs Ferry. We live in Beacon Hill and people drive down the hill at unacceptable speed and
School the town does NOTHING. We deliberately park on the side we live on as much as we can because crossing the
street is so dangerous in the morning. We use to live on Storm Street and acutally called the police twice after
almost being run down numerous times. Teachers and others use Storm Street as a shortcut and drive too fast
there because they don't realize the roads of this town are narrow with parking on both sides. It's very hard to
open the doors and jump in without fear if being run down. I am not exaggerating. People don't want to wait ten
minutes for that poorly timed light by Walgreens or deal with the poorly designed exits on the Saw Mill, so many
find shortcuts--like getting off at Chauncy Square and speeding down Beacon Hill. With Mercy, Alcott, our public
schools, there is a tremendous amount of school traffic and people employed from outside our town coming in.
One thing the town should consider doing immediately is forbid street parking on both sides of the two streets
leading to Springhurst. This has become a difficult spot as one side has to wait for the other to pass nowadays. And
the snow made it so much more difficult to pass. I understand when these roads were designed no planner
expected Walgrove to become so busy with the school and Childrens Village, but now that it is the town should
realize that the street parking rules need to be adjusted. Alternate side would work so much better and it's not as if
there is an excess of cars that they need both sides. This town could do so much more to make it safer for walkers.
I love seeing the older kids walking to school. But I feel there are hotspots that are seriously dangerous. I see a lot
of cops, but never anyone getting a speeding ticket.
Springhurst 1316521 I'd let my son walk, if he wanted to - trying to talk him into it. I'd really like to see a safe sidewalk going up to the
Elementary front of the school so he wouldn't have to walk to the back. Also, air pollution might be a factor for some people. It
School has certainly crossed my mind. He'd be breathing in a lot of fumes at that hour.
Springhurst 1316525 Beacon Hill Drive is VERY dangerous, even for adults walking. There is no sidewalk and cars speed with blind spots
Elementary along the route. NO CHILD should be permitted to walk up Beacon Hill Drive away from Ashford Avenue. It is a
School dangerous street with ZERO enforcement or adherence to the speed limit. It will only get worse when
developments around Chauncey Square are completed. The district will have huge liabilities if they force kids to
walk up that road. Guaranteed.
Springhurst 1316536 Sidewalks are needed near us!

Elementary
School
Springhurst 1316540 If there was a crossing guard at Ashford and Broadway Intersection, we would consider walking; right now crossing
Elementary guards serve Cedar and Ashford and right in front of HS/MS
School
Springhurst 1316542 Feel that the main intersection of: Broadway, Cedar St. and Broadway and Ashord should have a policeman as a
Elementary Crossing Guard There is a lot of traffic in the morning and after school. There should be a Policeman also at the
School school were the Pick up for parents is very congested. Many cars make a left turn when exiting the school in front
of crossing guards and no one pays attention to this.
Springhurst 1316554 The sidewalks by me are mostly non existent and when it's time for my 2 children to go to high school this will
Elementary become even more of an issue along their route. For the taxes we pay we need much improvement in this area in
School this village.
Springhurst 1316555 We as a family are not quite ready to let our daughter walk without an adult, the traffic and lack of sidewalk adds
Elementary to our general concern.
School
Page 14 of 15
Springhurst 1316563 We are one of the only families at Springhurst who live in Irvington, therefore there if my children walk or bike to
Elementary school they will probably have to travel alone.
School
Springhurst 1316569 Without sidewalks, it is too dangerous to walk for a person of any age, especially in winter when roads are
Elementary narrowed by snow.
School
Springhurst 1316586 Some of these questions do not apply is she is too young to walk to school at this point.
Elementary
School
Springhurst 1316594 I take my child to school on foot every day, despite the fact that there are no sidewalks from here to school, and
Elementary we are often caught in dangerous oncoming traffic. Yet, we continue to do so because we believe it is a healthy
School lifestyle choice. Many of our neighbors have the same concern as well. In addition to a lack of sidewalk, our son
cannot bike to school since there are no racks to tie the bike.
Springhurst 1316632 We live too far away for walking home to be a viable option, but he could walk to friends houses, when old enough
Elementary
School
Springhurst 1316636 I love this initiative and I hope it takes off. My son feels more comfortable walking from Springhurst when there are
Elementary other kids to walk with. We're lucky enough to live in a part of town with sidewalks, but he can't walk to a lot of his
School friends' houses because of the lack of sidewalks. Can we make sidewalk-building a priority in DF?
Springhurst 1316651 I walk with my daughter to springhurst many mornings. This year She has also started to walk with friends with no
Elementary adult supervision. I would feel much better about this if there were sidewalks all along her route. She walks Clinton
School ave and there are long stretches of this road without any sidewalks and limited visibility at curves. It makes me
very nervous even though I've instructed her where its safest to cross that street. When I walk with her to school
we cut through the woods behind masters school. I instruct her NOT to do this when she is walking with a friend as I
am nervous about the proximity to the children's village and the isolation of the wooded path.
Springhurst 1316685 The intersection by the Stop and Shop is terrible -- I do not even feel comfortable walking through there!
Elementary
School
Springhurst 1316741 My 3rd grader walks to and from school with me, her mother, as well as her younger sister and at least one other
Elementary 3rd grader. I have let them walk alone (unattended adult) a few times but was very nervous and called the school
School to check on them. I don't think I would let any of my children walk totally alone (without, at least, one other child
with them) until they were in 6-7th grade. It is the route that they have to take and just the world that we live in
now. No child is safe walking alone today.
Springhurst 1317662 My main concern is that for next year in Middle School my daughter will use the aqueduct to walk home. I haven't
Elementary seen any adult supervision there either from school or from the town and I think that to have that would be most
School helpful.
Springhurst 1317793 For our home, walking to Springhurst is not too bad, as Clinton is not a busy as Broadway. Next year will be more
Elementary challenging, given the poor state of sidewalks on the southern portion of Broadway.
School
Springhurst 1318770 The main deterrents that keep my son from walking home alone are the volume of traffic and speed at which the
Elementary traffic flows. I have found that far too many cars do not yield to pedestrians or crosswalks in this village. It is a
School serious potential hazard.
Springhurst 1320894 My son is in Kindergarten. He is too young to walk to school by himself. I believe he could walk when he is in the
Elementary middle school, but he would need to cross many streets to get to the school. The amount of cars and unsafe
School drivers makes me nervous.
Springhurst 1321457 I think Springhurst really promotes the bus. Walking/biking to school would be nice as a family when weather is
Elementary good. Does Springhurst even have bike racks??
School
Page 15 of 15
APPENDIX G
PROGRAMS
How To Merge - Enlisting Neighbors
Getting in Gear - Who to Contact City of Durham
Durham neighborhoods, particularly commu-
For more information about the Pace nities challenged by speed violations and Pace Car Program
Car Program, contact the Crime Pre- traffic congestion, are encouraged to partici-
vention Unit’s program contact at (919) pate in the Pace Car Program. Reducing
560-4582 ext. 238. speeding traffic in a targeted area is most
successful when there is a collective effort
Mail your completed Pace Car Pledge among the community’s residents.
form to:
If 50% of the residents in a community watch
Durham Police Department program or neighborhood association commit
Crime Prevention Unit to participate in the Pace Car program for a
505 W. Chapel Hill Street one year period, the City of Durham’s Police
Durham, NC 27701 Department and Public Work’s Transporta-
tion Division will recognize the community’s
When possible, submit form to your district’s effort. A “Pace Car Friendly Community” sign
designated crime prevention officer. will be installed to recognize the commu-
Please note that the physical address of nity’s commitment to speed reduction and
Crime Prevention’s administrative office is
505 S. Duke Street (BB & T building traffic safety.
across from Police Headquarters).
The City will conduct a traffic study once a
year to determine if the community is in com-
pliance with the pledge and if additional en-
forcement is needed.
Notice Under the Americans with

Disabilities Act
The City of Durham will not discriminate

against qualified individuals with disabilities A Traffic Calming Program
on the basis of disability. Anyone who requires
an auxiliary aid or service for effective commu-
of the City of Durham
nications, or assistance to participate in a Police and Public Works
City program, service, or activity, should
Departments
contact Stacey Poston, ADA Coordinator,
City of Durham General Services.
Phone: 919-560-4197 ext. 254,
TTY: 919-560-4809.
Neighborhood Sign
Setting a
The Salt Lake City pace for
Neighborhood others to
PACE CAR Program follow !
Welcome to the Neighborhood Pace Car Program!

The Neighborhood Pace Car program is an idea originating in Boise, Idaho in June of 2000. We think this
is a great program that will work well in Salt Lake City, This brochure is designed to introduce new
folks to the ideas behind pace cars and more fully explain the nuances of the program to folks who have
already signed the pledge. We hope that this information will begin to answer questions you may have
about how to be a pace car driver and that it will provide you the information that you need to get
involved or stay involved in the program. All it takes to get involved in the Pace Car Program is to sign the
pledge! (included with this newsletter) - the hard part comes later; when you begin to implement that
pledge into your driving habits and lifestyle.
The Neighborhood Pace Car Program is an exciting new citizen-based initiative that promises to slow
traffic and reduce car use dramatically. Born in Boise, Idaho with the assistance of Australian traffic-
reduction expert, David Engwicht, the idea is ingenious and simple;
It uses cars to calm cars, merely by encouraging motorists to abide by existing laws.
Engwicht says of the program, “I have been working for the past five years with cities world-wide to
develop a process that would enable residents to solve traffic problems in their home street themselves.
We have tried many ideas, but I am convinced that this is what we have all been searching for. It is a
stroke of genius. Boise is destined to be celebrated in history as the birthplace of the Neighborhood Pace
Car, the program that bought back a vibrant street life and sense of community.”
The method is very simple. In exchange for pledging to drive as carefully through other neighbor-
hoods as they would like others to drive through theirs and to minimize their own car use, drivers will
earn the right to display a Neighborhood Pace Car sticker on both the front and back of their car. Rather
than relying on a government fix or a slab of concrete in the road to slow down other motorists, Pace Car
drivers act as a traffic calming device every time they drive on a neighborhood street. Rather than asking
the highway district to widen roads and “fix” congestion and air quality problems, residents will each be
doing their own part by reducing their own car use.
The beauty of the idea is that it puts the responsibility to drive responsibly back on us – the motorists –
instead of on our government the police or the traffic engineers. It doesn’t require physical traffic calm-
ing structures such as speed bumps and chicanes. This not only saves money, but also is easier for emer-
gency vehicles.
Ultimately, this program may change our relationship with our car; from one of looking on it as a device
to use whenever we’re in a hurry as we rush from one task to another, to one of looking at our car as just
one means, among many, to get from one place to another.
September 2000 1
The Neighborhood Pace Car Story
A Street, its residents, and some
the middle of the road and they will have to carry me away”. I
by David Engwicht listened to this outpouring of anger for about half and hour, then Lisa
In 1987, I headed up a ‘freeway’ fight in Brisbane, Australia. spoke.
Route 20 was to be ploughed right through our community. I had no “When David was here 6 months ago, like you I was angry when
background in transport or urban design, but was determined that we he suggested we must find a way of solving this problem ourselves. I
must not simply move the problem into someone else’s back yard. began thinking about what I could do. I wasn’t prepared to do the
Instead we hunted the world for long-term, sustainable solutions. I things he suggested on his earlier visit, like letting my kids play on the
also argued strongly that we must take responsibility as a community sidewalk or even take my chair out onto the sidewalk. In the end I
for our part in the problem. The result, a year later, was the book decided the only thing I could do to take back some control was to get
Traffic Calming which took Australia and North America by storm. in my car during peak traffic times and drive up and down my street at
I quickly became disillusioned by the way traffic calming was the speed limit and stop to let my neighbors out of their driveways. If
implemented and stripped of its social and cultural change elements. there are no cars on the street, I wait for them at the corner and escort
After writing another book to try and correct this, I began working them down the street.”
on an alternative to traffic calming that would allow residents to Almost everyone at the meeting responded that they would join
solve traffic problems themselves – without needing the intervention Lisa in this strategy. As I listened I remembered that I had made a
of the city or highway department. similar decision 12 years earlier during the freeway fight because of a
Now we need to go back in time to explain the next part of the realization that my own car use was impacting the neighborhoods
story. I first visited Boise in 1998 to talk with the city about the through which I drove. I have met many other people since that had
Traffic Reduction Kit. Boise was in the middle of a very heated made the same commitment. Immediately I recognized the seeds of a
debate about traffic calming, in particular their first experimental great idea.
roundabout. For some reason I sensed that Boise was the place where “It is no use having these drivers think they are just stuck behind
a traffic revolution would be born. I said to my hosts, “If it can some slow-coach,” I said. “They need to know they are behind
happen in Boise it can happen anywhere.” I promised to come back. another one of these vehicles that acts as an escort. We need some
Eighteen months later, on a tour to promote the book Street kind of emblem on the back of the car. And we need you to not only
Reclaiming, I did come back to Boise. Two significant things be an escort vehicle in your street but in everyone’s street. And we
happened on this visit. Anne Hausrauth was on the Boise City need to get people on the other side of town to reciprocate with you
Council, but was about to finish her term. She also had a traffic and be an escort vehicle in your street. That way you won’t need to
problem in her home street. She decided to be the first to implement drive up and down the street needlessly. The whole city will be
the street reclaiming ideas in my book in a systematic way. Over the calmed to the speed limit.”
next six months, until significant restrictions were placed on her by I could not sleep that night. This was the simple ‘entry-point’ I
the City, she worked with her neighbors and proved that the had been searching the past five years for. It contained all the
techniques worked. elements of the original Traffic Reduction Kit (taking personal
The second significant event was a public meeting for the responsibility, inter-street treaty, etc.) but was so such more eloquent.
residents of Northview Street – site of the first experimental It used the devil to tame the devil! At the same time it gave a name
roundabout -- a street that had suffered a significant increase in and purpose to the strategies that my hosts in Boise had been working
traffic due to road improvements and nearby residents who were on themselves since my first visit.
looking for a quick cut-through route. I was nearly lynched at a The next morning I had breakfast with a number of people
public meeting by the residents because I dared to argue that they including the head of the Chamber of Commerce. He could see a lot
must find ways of taking their street back and not simply blame the of sense in businesses supporting the scheme and having their
City, Highway District, and other drivers for their problems. company vehicles become pace cars. It also just happened that this
At the end of the meeting, after almost everyone had gone, I saw day was the second day of a two day course I was conducting on
a woman talking to the organizers of the meeting. She was upset and finding solutions to traffic problems. At the course we had members
crying. I stood on the edge and listened. Her parents had lived in this of the city council, city engineers, planners, highway commissioners,
street. She had grown up in this street. When she married she built a community police, fire department people and concerned residents.
house at the front of her parents house so she could stay in this street. The second day of the course was supposed to focus on developing
But as the traffic had increased she had watched the street go to the some new solutions for Boise. I mentioned what had transpired
dogs. It was a familiar tale. Then she told how she had been a victim overnight and immediately the group chose to work on developing
of violent crime in her own home, the perpetrator someone from one this “escort car” idea further. It was a city official who suggested we
of the adjacent run down rental properties. call it the Pace Car Program. The participants came up with bumper
Driving home I asked my host about this woman. I discovered sticker suggestions and designed the overall structure of the program.
her name was Lisa Reece and that she had headed up the community Over the next three days we had working groups develop the
fight against the changes that had moved the extra traffic into their pledge, design the Pace Car logo, etc. Within four days of conceiving
street. I was so moved by her story that I asked my host if he would the idea we had 200 residents who had signed the pledge and were
ring Lisa the next day and promise her that I would return to Boise to ready to launch the program officially.
do an experimental street reclaiming on Northview. I am therefore not the inventor of the Pace Car. Nor is Lisa or the
Six months later I returned to fulfill my promise. But I was told 70 other people in the workshops who developed the ideas and added
the residents were still too angry to work with me on an experimental their own bit of genius. It only seems fitting that this community-
street reclaiming. Lisa suggested that I may like to meet some of the based strategy was conceived and born out of an experience of com-
residents over apple pie instead. munity—people working together to build a new future in the here
I arrived at the gathering to find about 20 very angry residents. and now. It is a story of compassion and the creative potential in us
That day the Highway District had again made decision that would all.
put another 4000 vehicles per day onto Northview. One resident was
September 2000 2
Maintaining the “Spirit” of the Pace Car Program –
car-pooling or ride sharing; using services
What does the Pledge really mean? closer to home and using public
If the Pace Car program is going to be successful, we all must do our part to transportation when convenient all contribute
maintain the integrity of the program. All of the elements in the pledge are to reducing the quantity of traffic. The
essential and must be preserved if the program is to work properly. tangible rewards are a saving in time and
money. Rewards that are less easily
Accepting personal responsibility – striking a better balance quantified can include a more relaxed pace of
One problem with traditional approaches to managing traffic (such as traffic life and a quieter more friendly neighborhood
calming) is that we have been able to externalize the blame for traffic problems. While street.
traffic on our street may be exacerbated by drivers cutting-through, or out-of- 3. Being courteous – creating a
neighborhood drivers using our street to get to work, it is also true that our own car use
erodes the quality of life for residents whose streets we drive down. Almost everyone in
better walk and cycle
the city would like less and slower traffic in their home street. Finding a way of giving environment
all residents a better quality-of-life by reducing the impacts of traffic in all streets is aBy reducing your speed, stopping to let
community-based solution that can only start with people accepting the responsibility pedestrians cross, and by giving way to
for the contribution they make to the overall problem. cyclists, you are helping to create an
The Pledge therefore starts with the words “Recognizing that my car use impacts environment in which it is safer for everyone
the livability of other residents streets, just as theirs impacts mine, I hereby pledge to walk and cycle. Eventually this will help
to…”. The pledge is a kind of treaty between neighborhoods; we will act as a guest in reduce overall traffic levels and help create a
your neighborhood if you act as a guest in ours. However, the pledge is also a treaty more vibrant street life. However, the benefits
between our own paradoxical desires. We all have a desire to travel – to move, explore go much deeper. For example, under current
and discover (the ‘hunter-gatherer’ that still lives in our psyche). We also have a desire
conditions, many parents will not allow their
for home or to ‘reside’ – to put our roots down and feel nurtured and grounded (the children to walk to school because they
‘gardener’ that still lives in our psyche). However, excessive movement (particularly inperceive it to be too dangerous. This puts
automobiles) ultimately destroys our home environment. We must find a better balance extra traffic on our streets and robs our
between these paradoxical desires so we can maximize both our ability to move and our children of independent mobility. Many
ability to have a quality residential environment. psychologists and health professionals are
The central core of this program is accepting responsibility for our part in the worried about the impacts this trend is having
overall imbalance between ‘movement’ and ‘home’ and finding a better balance. on the well-being of our children with a large
percentage of children not getting enough
Working together – building community one car at a time exercise to maintain minimum health levels.
The city, by very definition, is a cooperative enterprise. We agree to cooperate By creating a more courteous and safe street
with other residents because, working together, we can all get more out of the environment, parents can begin to regain their
cooperative enterprise than we put in. The city was founded on notions of citizenship – confidence and allow their children to walk
the idea that as members of the cooperative enterprise we must pull our weight in and cycle again. There are many other people
creating the kind of environment in which we get back more than we put in. The Pace in our community who will enjoy greater
Car Program is built on the notion of good citizenship. One Pace Car can do very little levels of independent mobility by creating a
on its own. But using the simple approach of “you scratch my back, I’ll scratch yours”, more courteous street environment -- those
a movement is born that can make the whole city a much more enjoyable place to live. with disabilities, those who chose not to own
a car, and those who are elderly.
1. Slowing down – calming the entire city
Slowing down will help in a number of ways. The most noticeable is the simple 4. Humor – humanizing the
reduction of noise and intrusion that traffic creates in a neighborhood when it moves street environment
slower. Slower traffic is safer – not just for pedestrians, cyclists and residents, but also David Engwicth stated “that as a cyclist,
for other drivers. Driving within the speed limit will help you focus on the communities I have been the victim of road rage. Some
you drive through – not just on getting to your destination. As our cities sped up, we time back I put some red devil horns on the
forgot how to enjoy the unplanned encounters which were such a rich part of traditional sides of my bike helmet. The effect was
city life: Stopping to watch a group of children play in the street; chatting with an amazing. Motorists rolled their windows
elderly person and hearing their story; watching a bird build a nest; watching people down to talk with me. People smiled and
walk past; meeting an eccentric who makes us laugh; exchanging neighborhood news waved. Kids pulled faces. Over the past two
with neighbors we meet when walking to the store. If we are to enjoy a rich community years, I reckon I have sent about 10,000 to
life, then we must slow down and reclaim our streets for these community-building work a little happier because of the horns on
activities. my bike helmet. But also I have had no
2. Reducing car use – tackling the root problem incidents of road rage. Humor breaks tension
and puts us in a better frame of mind. Studies
The problem of traffic in our home street relates to both speed and quantity. To show that people are more likely to do nice
tackle the root causes of traffic problems we must tackle both. Also, reducing the things for other people and to be far more
amount of traffic on the roads will do more than make your home street more livable. creative when they are in a good mood.
Most people can reduce their car use significantly by organizing it more efficiently. Humor changes the mood of the streets to
Strategies such as: saving trips by combining them; walking or biking when possible; something more festive and celebratory.”
December 2000 Continued Page 4 3
What does the Pledge really mean? Continued
5. Street Reclaiming – creating a vibrant street life

As traffic volume and speed has increased we have retreated from our streets – intimidated psychologically. Children once
met at the sidewalk to play games. As traffic increased these activities moved to front yards and porches. In really busy streets,
some people have even retreated from their front rooms, using them as a ‘buffer zone’ to the street. In some streets, residents
don’t even park in the street anymore, which encourages the traffic to go even faster.
It is not enough to simply reduce traffic volume and speed. This may stop the erosion of neighborhood life, but it may not
give us back what we have lost. To do this we must reverse the process of erosion by reclaiming our streets.. Street reclaiming is
to reclaim your street as an extension of your property in which a rich community life can be nurtured. There are two ways you
can reclaim your street. You can reclaim your street by moving everyday activities near the street or by changing your street from
one that feels like a ‘corridor’ into one that feels like an ‘outdoor living room’. Street reclaiming sends a message to motorists
that the street is a shared space and a space in which they should be acting as your guest.
6. Celebration – live today as you want to live tomorrow
Let’s face it, it the past most attempts at creating a better world have been hard work. We spend so much time trying to
create a better world that we never have time to actually enjoy it! One wise person once said that we must live today as we want
to live tomorrow. The methods we choose to create a better world should be that better world in seed form. If we want our streets
back for community building activities, then the methods we choose must build the community we will enjoy tomorrow. There is
something incredibly powerful about creating a better world through fun and celebration rather than sheer hard work.
Maintaining integrity of the program
This program is built on residents taking responsibility for the problems that all drivers create. Its success rests with resident
initiative, otherwise it runs the risk of returning to the situation of everyone blaming everyone else for the problem.
If you would like to become a pace car driver you can signup on the web at http://www.ci.slc.ut.us/transportation/pacecar.
htm. We can be reach directly at 535-6630 or you can write to us at The Neighborhood Pace Car Program 349 South 200 East
Suite 450 Salt Lake City, Utah 84111. Remember safe driving begins with you!
The Neighborhood
Pace Car Program
4
December 2000
The City of Durham
Pace Car Program Citizens Setting the Pace In The Driver’s Seat - How To Join
The City of Durham Pace Car Program is Not only do Pace Car participants set the By joining the Durham Pace Car Program
a citizen-based traffic calming initiative jointly example by adhering to the speed limit, they lit- campaign in one year intervals, you will play
coordinated by the Crime Prevention Unit of erally set the pace for other vehicles driving be- an significant role in creating safer streets for
the Durham Police Department and the Trans- hind them. residents and visitors and enhancing the City’s
portation division of Public Works. Modeled overall quality of life.
after similar programs in other U.S. cities, the Citizens who commit to the Pace Car Pledge
goal of the Pace Car program is to effect safer agree to display a Durham Pace Car program Simply fill out the information below:
Durham streets by encouraging citizens to pro- magnet on the rear of their vehicle. This yellow
actively promote motorist responsibility and and black magnet, featuring a bull slowing his Full Name:________________________________
roadway safety through a unique educational speed, is designed to alert other motorists to be
Address:_________________________________
and awareness campaign. mindful of the designated speed limit.
City/State/Zip: _____________________________
Citizens and neighborhood groups partici- In addition, a static window sticker featuring a Phone: ( ) ______________________
pate in the Pace Car program on a yearly ba- triangular version of the program logo is to be
Email: __________________________________
sis by pledging and following through to - placed inside the Pace Car vehicle as a re-
minder to the driver of the Pace Car Pledge.
♦ Drive within the speed limit of City Sign to acknowledge Pace Car Pledge:
streets—especially in residential areas.
“ I pledge to drive within City speed limits;
♦ Stop at all Stop Signs. Magnet stop at all stop signs, red lights ad cross walks;
♦ Stop at all Red Lights. be courteous to bicyclists and other motorists;
seek out ways to reduce car usage and to
♦ Stop to let pedestrians cross the street prominently display pace car program
stickers on my primary vehicle.”
♦ Be courteous to bicyclists and other
motorists. Static
Window Sticker
Signature: _________________ Date_______
♦ Reduce car usage and explore alterna-
tive methods of transportation (that will
help improve air quality, the environ-
Return completed form to address on
ment and lessen traffic congestion) reverse side.
♦ Display the Durham Pace Car Program
stickers. Neighborhood groups should make copies
of this form and collectively send batch
of completed forms as directed
on the reverse side of this form.
Upon receipt of pledge form(s),

the City of Durham will send your
For information about the Pace Car Program, call the Pace Car display stickers.
Durham Police Department at 560-4582 ext 238.

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Pedestrian Safety Study - March 2018 PDF

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Broadway (US Route 9), Ashford Avenue & Walgrove Avenue.

Improving pedestrian safety requires an integrated approach

Chapter II. Existing Conditions Inventory, Data

Chapter III. Pedestrian Safety Goals, Objectives & Recommendations

Chapter IV. Implementation Plan

Chapter V. Public Involvement

Appendix A. Inventory and Assessment of Existing Pedestrian Facilities

Appendix B. Pedestrian & Vehicle Volumes

Appendix C. Vehicle Speed Study

Appendix D. Pedestrian & Bicycle Accident Analysis

Appendix E. Study Plans and Engineer’s Estimates

Appendix F. Public Involvement Summary and Surveys

Chapter I. Executive Summary

Figure I.1 – Project Study Area Map

Objective #1 – Pedestrian Crossings - Provide safe, logical ADA/PROWAG compliant crossing

Objective #2 – Sidewalks - Provide a network of continuous, accessible and well delineated

Objective #4 – Roadway - Reconstruct roadway to accommodate modes of non-motorized

Objective #5 – Bicycle Accommodations - Reconstruct roadway to include dedicated bicycle

Goal #2 – User Behavior

Objective #2 – Enforcement - Enhance enforcement of pedestrian and motorist traffic laws.

Chapter II. Existing Conditions Inventory, Data Collection & Findings

Functional Roadway Lane Volumes Posted

Broadway is a north-south roadway and is classified as an undivided, urban principal arterial.

Ashford Avenue is an east-west roadway and is classified as an undivided, urban principal

a. Inventory and Assessment of Existing Pedestrian Facilities

b. Pedestrian & Vehicle Data Collection and Analysis

Springhurst Elementary School (684 Students Surveyed)

Dobbs Ferry Middle School (269 Students Surveyed)

Dobbs Ferry High School (321 Students Surveyed)

Issues reported to affect the decision to not

Vehicle Speed Study

The results of the speed study are in Appendix C.

Pedestrian Behavioral Observations

Pedestrian and/or Bicyclist Accident Analysis

Accident data is included in Appendix D.

Chapter III. Pedestrian Safety Goals, Objectives & Recommendations

Improving pedestrian safety requires an integrated approach involving engineering, education

Objective #1 – Pedestrian Crossings

Provide safe, logical ADA/PROWAG compliant crossing locations for pedestrians.

· Establish a network of safe crossing opportunities with a reasonable distance between

Figure III.4 – The OCA crossing of Broadway – facing south

Figure III.5 – A typical OCA crossing

Provide a network of consistent, continuous, accessible and well delineated sidewalks.

· Restripe or provide new textured/contrasting color crosswalks at all existing locations

Figure III.8 – Typical sidewalk condition on Maple Street

Figure III.9 – Typical sidewalk condition on Belden Avenue

Objective #3 – Old Croton Aqueduct Trail

Figure III.11 – Path from the OCA to the Middle/High School

Traffic calming features to be considered include:

pedestrians more visible to drivers.

1. Broadway/Mercy College Drive

2. Broadway/ High School Entrance

Objective #5- Broadway Bicycle Accommodations

Two-Way Cycle Track

Cycle-tracks have proven beneficial in certain instances however additional consideration

Raised Cycle Track

Conceptual drawings depicting the various roadway configurations are included in

GOAL #2 – User Behavior

· Implement an education campaign to target both pedestrian and motor vehicle

· Conduct focused educational outreach efforts in conjunction with infrastructure

· Provide local law enforcement officers specialized training in pedestrian safety to

· Provide law enforcement officers with pedestrian safety education materials to