Based on citywide data sources for pedestrian generators, NYC DOT developed a holistic, data-driven framework to categorize streets based on pedestrian needs. The plan aims to improve pedestrian comfort and convenience as well as increase walking citywide. NYC DOT created five broad street categories to determine the pedestrian needs on the city’s sidewalks. For more information, please visit NYC DOT website: https://www1.nyc.gov/html/dot/html/pedestrians/pedestrian-mobility.shtml

The Pedestrian Element of the Seattle Transportation Plan (STP) is a blueprint to create a more walkable Seattle and provides a suite of pedestrian improvements across the City. The intent is to focus resources on access to public schools, parks, and light rail, streetcar, and frequent transit networks12, in areas where walking conditions are difficult, and where people most need to be able to walk. It highlights the needs of people walking and rolling and guides future investments to achieve STP goals.The process is based on an analysis of factors related to the STP’s goals of safety, equity, sustainability, mobility & economic vitality, livability, and maintenance & modernization. This data-driven prioritization framework helps the city provide targeted improvements that reflect community priorities, City policy objectives, and current data. Throughout the life of the STP, there will be opportunities to evaluate what has been implemented and what can be prioritized in future funding cycles, within the context of the STP's goals, funding availability and project readiness, and other emergent needs. Decisions made as we craft regular STP Implementation Plans will determine the pace of STP Pedestrian Priority Investment Network implementation. Refresh Cycle: None, Static. Manually as required.Original Publish: 5/23/2024Update Publish: 7/11/2024 per Policy and Planning teamContact: Policy and Planning team

The purpose of the Comprehensive Access & Mobility Plan (CAMP) is to develop a multi-modal transportation component of Rochester 2034: the City’s Comprehensive Plan Update. CAMP will further develop the initial findings of Rochester 2034, as they relate to the city’s multi-modal transportation system. CAMP will result in a coordinated multi-modal transportation plan comprising bicycle, pedestrian, transit, goods movement/emergency service, and Transportation Demand Management (TDM) focus areas.

The Pedestrian Element of the Seattle Transportation Plan (STP) is a blueprint to create a more walkable Seattle and provides a suite of pedestrian improvements across the City. The intent is to focus resources on access to public schools, parks, and light rail, streetcar, and frequent transit networks12, in areas where walking conditions are difficult, and where people most need to be able to walk. It highlights the needs of people walking and rolling and guides future investments to achieve STP goals.The process is based on an analysis of factors related to the STP’s goals of safety, equity, sustainability, mobility & economic vitality, livability, and maintenance & modernization. This data-driven prioritization framework helps the city provide targeted improvements that reflect community priorities, City policy objectives, and current data. Throughout the life of the STP, there will be opportunities to evaluate what has been implemented and what can be prioritized in future funding cycles, within the context of the STP's goals, funding availability and project readiness, and other emergent needs. Decisions made as we craft regular STP Implementation Plans will determine the pace of STP Pedestrian Priority Investment Network implementation. Refresh Cycle: None, Static. Manually as required.Original Publish: 5/23/2024Update Publish: 7/11/2024 per Policy and Planning teamContact: Policy and Planning team

The Pedestrian Element of the Seattle Transportation Plan (STP) is a blueprint to create a more walkable Seattle and provides a suite of pedestrian improvements across the City. The intent is to focus resources on access to public schools, parks, and light rail, streetcar, and frequent transit networks12, in areas where walking conditions are difficult, and where people most need to be able to walk. It highlights the needs of people walking and rolling and guides future investments to achieve STP goals.The process is based on an analysis of factors related to the STP’s goals of safety, equity, sustainability, mobility & economic vitality, livability, and maintenance & modernization. This data-driven prioritization framework helps the city provide targeted improvements that reflect community priorities, City policy objectives, and current data. Throughout the life of the STP, there will be opportunities to evaluate what has been implemented and what can be prioritized in future funding cycles, within the context of the STP's goals, funding availability and project readiness, and other emergent needs. Decisions made as we craft regular STP Implementation Plans will determine the pace of STP Pedestrian Priority Investment Network implementation. Refresh Cycle: None, Static. Manually as required.Original Publish: 5/23/2024Update Publish: 7/11/2024 per Policy and Planning teamContact: Policy and Planning team

Bike/Pedestrian trail count locations.

Line features representing the results from the PedPDX analysis of City of Portland sidewalks and crossings. Attributes indicate sidewalk presence and the existence of crossing gaps in the pedestrian system. The dataset also includes the scores on three prioritization criteria (equity, safety, demand) and a total priority score which is used as an input in determining the order in which deficiencies are addressed.-- Additional Information: Category: Transportation - Plan Purpose: Describe deficiencies in the pedestrian network to inform transportation improvements. Update Frequency: As needed-- Metadata Link: https://www.portlandmaps.com/metadata/index.cfm?&action=DisplayLayer&LayerID=61069

DVRPC counts bicyclists and pedestrians because count data helps us understand and plan for the role bicyclists and pedestrians play in our transportation network. Similar to how planners use vehicular traffic counts to analyze roadway facilities, our bicycle and pedestrian counting program allows planners to measure existing levels of bicycling and walking, monitor travel trends, plan for new or improved facilities and measure outcomes of bicycle and pedestrian related projects. Our counting program consists of four types of counts: Project Counts, Cyclical Counts, Screenline Counts and Permanent Counts.

A collection of 6 planned regional transportation systems including Street and Throughway, System Design, Transit, Pedestrian, Bike and Freight that make up the 2023 Regional Transportation Plan. This is a downloadable layer package of all 6 networks, they are also available for online viewing in the "2023 Regional Transportation Plan Policy Maps" application. Date of last data update: 2024-10-09 This is official RLIS data. Contact Person: Matthew Hampton matthew.hampton@oregonmetro.gov 503-797-1748 RLIS Metadata Viewer: https://gis.oregonmetro.gov/rlis-metadata/#/details/3412 RLIS Terms of Use: https://rlisdiscovery.oregonmetro.gov/pages/terms-of-use

Pedestrian network in the Brussels-Capital Region by type and category of Magistral realisationThe pedestrian network is a structuring network for pedestrians. This network was used as the basis for creating the pedestrian SMV.A pedestrian Magistral meets the requirements set out in the Strategic Pedestrian Plan (GO10 specifications), i.e. giving priority in particular to : 1° A direct and continuous route2° An experience to live3° More space4° Excellent physical comfort5° A universal design6° Service to urban centres7° Signposting

More info : https://mobilite-mobiliteit.brussels/sites/default/files/2021-04/goodmove_FR_20210420.pdf

Map of Town of Falmouth's bike and pedestrian resources. Includes sidewalks, trails, and bike routes. Created for the 2023 Comprehensive Plan update using data from Town of Falmouth, Beginning with Habitat, Maine Office of GIS, US Geological Survey. Produced by VIEWSHED. www.viewshed.net

The Sustainable Urban Mobility Plan (PUMS) is the strategic document that aims to guide the city's mobility policies for the next 10 years. The creation of adequate parking spaces both for modal interchange (parking lots) and for Accessibility to the most densely used areas (relationship car parks) and for parking by residents (permanent or appurtenant car parks) represent a key element for sustainable mobility: the park and ride parkas allow easier access from the peripheral areas to the lines of force of the transport public, maximizing the reduction of private vehicles in the most central areas, while the relational and permanent car parks make it possible to reduce parking on the road to recover spaces necessary for public transport and cycle-pedestrian mobility. From this point of view, the increase in parking facilities represents a very important objective for sustainable mobility. The preparation of the PUMS is based on a logic based on scenarios, aimed at verifying and comparing the effects of different possible strategies for the management of mobility: the Reference Scenario (i.e. the interventions that can be implemented independently of the PUMS as they are already planned-programmed and already financially funded), the Plan Scenario (i.e. the infrastructural and non-infrastructural interventions, additional to the Reference Scenario that meet the general objectives and specific that the PUMS has set itself), the Evolutionary Scenario. The PUMS geographical data being published refer to the three scenarios of the plan contained in the approved tables. 121 of 19 December 2018 and with Resolution of the Metropolitan Council n. 24 of 04/21/2021 definitively approved the Pums-Urban plan for sustainable mobility of the Metrocittà.

Line geometry with attributes displaying all existing, programmed, and proposed bicycle and pedestrian facilities in East Baton Rouge Parish, Louisiana.

This dataset provides an overview of the different sectors in which the city has been divided since the introduction of the circulation plan. Attributes Name: area name Zone: type of area (pedestrian street/pedestrian street (June-September)/car-free area) or sector name More info: https://stad.gent/en/mobility-public-works/mobility/at-foot-gent#Where%20 lie%20de%20pedestrian streets? https://stad.gent/en/mobility-public-works/mobility/plans-projects-grants-figures-school operation/circulation-plan-gent/what-the-impact-on-your-transport-mode/cars

This Microsoft Excel Workbook (.xlsx) accompanies the "Micro-level walkability indicators for fifty-nine European central urban areas: An open-access tabular dataset and geospatial web-based platform" data article submitted to the Data in Brief Journal. Its spreadsheets contain data and information regarding the pedestrian environment of 59 city centers from 26 European countries. (Direct link to our web-based platform: http://geochoros.survey.ntua.gr/walkandthecitycenter/home)

The Pedestrian Element of the Seattle Transportation Plan (STP) is a blueprint to create a more walkable Seattle and provides a suite of pedestrian improvements across the City. The intent is to focus resources on access to public schools, parks, and light rail, streetcar, and frequent transit networks12, in areas where walking conditions are difficult, and where people most need to be able to walk. It highlights the needs of people walking and rolling and guides future investments to achieve STP goals.The process is based on an analysis of factors related to the STP’s goals of safety, equity, sustainability, mobility & economic vitality, livability, and maintenance & modernization. This data-driven prioritization framework helps the city provide targeted improvements that reflect community priorities, City policy objectives, and current data. Throughout the life of the STP, there will be opportunities to evaluate what has been implemented and what can be prioritized in future funding cycles, within the context of the STP's goals, funding availability and project readiness, and other emergent needs. Decisions made as we craft regular STP Implementation Plans will determine the pace of STP Pedestrian Priority Investment Network implementation. Refresh Cycle: None, Static. Manually as required.Original Publish: 5/23/2024Update Publish: 7/11/2024 per Policy and Planning teamContact: Policy and Planning team

At Driver Technologies, we specialize in collecting high-quality, highly-anonymized, driving data crowdsourced using our dash cam app. Our Pedestrian Crossing Sign Computer Vision Video Data is built from the millions of miles of driving data captured and is optimized to be trained for whatever computer vision models you need and enhancing various applications in transportation and safety.

What Makes Our Data Unique? What sets our Pedestrian Crossing Sign Computer Vision Video Data apart is its comprehensive approach to road object detection. By leveraging advanced computer vision models, we analyze the captured video to identify and classify various road objects encountered during an end user's trip. This includes road signs, pedestrians, vehicles, traffic signs, and road conditions, resulting in rich, annotated datasets that can be used for a range of applications.

How Is the Data Generally Sourced? Our data is sourced directly from users who utilize our dash cam app, which harnesses the smartphone’s camera and sensors to record during a trip. This direct sourcing method ensures that our data is unbiased and represents a wide variety of conditions and environments. The data is not only authentic and reflective of current road conditions but is also abundant in volume, offering millions of miles of recorded trips that cover diverse scenarios.

Primary Use-Cases and Verticals The Pedestrian Crossing Sign Computer Vision Video Data is tailored for various sectors, particularly those involved in transportation, urban planning, and autonomous vehicle development. Key use cases include:

Training Computer Vision Models: Clients can utilize our annotated data to develop and refine their own computer vision models for applications in autonomous vehicles, ensuring better object detection and decision-making capabilities in complex road environments.

Urban Planning and Infrastructure Development: Our data helps municipalities understand road usage patterns, enabling them to make informed decisions regarding infrastructure improvements, safety measures, and traffic light placement. Our data can also aid in making sure municipalities have an accurate count of signs in their area.

Integration with Our Broader Data Offering The Pedestrian Crossing Sign Computer Vision Video Data is a crucial component of our broader data offerings at Driver Technologies. It complements our extensive library of driving data collected from various vehicles and road users, creating a comprehensive data ecosystem that supports multiple verticals, including insurance, automotive technology, and computer vision models.

In summary, Driver Technologies' Pedestrian Crossing Sign Computer Vision Video Data provides a unique opportunity for data buyers to access high-quality, actionable insights that drive innovation across mobility. By integrating our Pedestrian Crossing Sign Computer Vision Video Data with other datasets, clients can gain a holistic view of transportation dynamics, enhancing their analytical capabilities and decision-making processes.

The Street Safety: All Traffic Crashes indicator measures the total number of traffic crash incidents each year in the Champaign-Urbana metropolitan planning area (MPA) and Champaign County. The Champaign-Urbana MPA includes the Cities of Champaign and Urbana, and the Villages of Bondville, Mahomet, Savoy, and Tolono. Street safety is an important part of community safety, especially as interest in and use of alternative means of transportation increase.

The number of crashes and injuries involving bicycles and pedestrians decreased overall in both the MPA and Champaign County in 2020 compared to recent years. However, the number of bicyclist and pedestrian crash fatalities increased in 2020, with the number of bicycle fatalities being the highest in 2020 in the measured timeframe. The beginning of the COVID-19 pandemic in 2020 reduced the number of crashes and injuries presumably due to fewer drivers commuting to work, but some of those crashes were more severe since the number of fatalities increased.

This data was sourced from the Champaign County Traffic Crash Dashboard and Champaign-Urbana Urban Area Safety Plan Report Card.

Sources: Champaign County Regional Planning Commission. Champaign County Traffic Crash Dashboard. https://crashdashboard.ccrpc.org/. (Accessed 14 March 2022).; Champaign County Regional Planning Commission. Champaign-Urbana Urban Safety Plan Report Card. https://ccrpc.org/documents/champaign-urbana-safety-plan/urban-safety-plan-report-card/. (Accessed 14 March 2022).; Champaign County Regional Planning Commission. (2019). Champaign-Urbana Urban Area Safety Plan. CUUATS.; Champaign County Regional Planning Commission. (2019). Rural Champaign County Area Safety Plan. CUUATS.; Champaign County Regional Planning Commission. (2015). Traffic Crash Facts for Champaign-Urbana: Selected Crash Intersection Locations (SCIL) 2009-2013. CUUATS.; Champaign County Regional Planning Commission. (2014). Traffic Crash Facts for Champaign-Urbana: Selected Crash Intersection Locations (SCIL) 2007-2011. CUUATS.; Champaign County Regional Planning Commission. (2011). Traffic Crash Facts for Champaign-Urbana: Selected Crash Intersection Locations (SCIL) 2005-2009. CUUATS.; Champaign County Regional Planning Commission. (2009). Traffic Crash Facts for Champaign-Urbana: Selected Crash Intersection Locations (SCIL) 2003-2007. CUUATS.; Champaign County Regional Planning Commission. (2008). Traffic Crash Facts for Champaign-Urbana: Selected Crash Intersection Locations (SCIL) 2001-2005. CUUATS.; Champaign County Regional Planning Commission. (2003). Selected Intersection Crash Analysis for 2003. Draft Final Report. CUUATS.; Champaign County Regional Planning Commission. (2004). Selected Crash Intersection Locations (SCIL) 1998-2002. CUUATS.

Ensuring pedestrian safety is crucial for establishing fair and sustainable transportation systems. However, certain demographics face disproportionately higher risks, necessitating age-appropriate policy and design strategies. This study provides a comprehensive analysis of the relationships between objectively measured road infrastructure attributes and pedestrian accident frequencies involving vulnerable groups in Hunan Province, China. By leveraging detailed historical crash records linked to spatially-explicit infrastructure data, the research team employed advanced count regression modeling techniques, including negative binomial (NB) and zero truncated tail negative binomial (ZTNB) specifications, to systematically evaluate the safety impacts of roadway functional classification, intersection design, traffic controls, alignment geometry, pedestrian segregation, land use context, and traffic volumes. The results revealed that the ZTNB approach, which accounted for the excess zero observations inherent to the crash data, provided statistically superior model fit compared to the standard NB formulation. The ZTNB estimation results offered robust empirical evidence regarding key infrastructure risk factors, highlighting that while higher-order roadways exhibited lower pedestrian accident likelihoods, elements such as multi-leg intersections, lack of traffic controls, curved alignments, and absence of segregated facilities correlated with elevated hazards. Older adults and children are particularly susceptible to accidents on major highways and are more prone to traffic incidents on regular roads as opposed to specialized areas like tunnels and intersections. Importantly, the analysis revealed varying safety impacts among different user groups, underscoring the significance of considering the unique requirements and vulnerabilities of diverse pedestrian populations in transportation planning and design. Overall, the findings offer robust empirical evidence to guide development of tailored interventions that consider the unique capacities and exposures of different pedestrian populations. The age-segmented analyses also contribute transportation equity insights for achieving Vision Zero goals through inclusive infrastructure design.

The Transportation and Community Development Initiative (TCDI)

is a grant opportunity that supports smart growth initiatives that implement the Connections 2045 Plan for Greater Philadelphia. TCDI focuses on linking land use and transportation planning by:

Improving the overall character and quality of life

Enhancing the existing transportation infrastructure capacity

Promoting and encouraging the use of transit, bike, and pedestrian transportation modes

Building capacity in our older suburbs and neighborhoods

Reinforcing and implementing improvements in designated Centers

Protecting our environment