Geocoding police collision report data from California: a comprehensive approach

<p>Abstract</p> <p>Background</p> <p>Collision geocoding is the process of assigning geographic descriptors, usually latitude and longitude coordinates, to a traffic collision record. On California police reports, relative collision location is recorded using a highway postmile marker or a street intersection. The objective of this study was to create a geocoded database of all police-reported, fatal and severe injury collisions in the California Statewide Integrated Traffic Records System (SWITRS) for years 1997-2006 for use by public agencies.</p> <p>Results</p> <p>Geocoding was completed with a multi-step process. First, pre-processing was performed using a scripting language to clean and standardize street name information. A state highway network with postmile values was then created using a custom tool written in Visual Basic for Applications (VBA) in ArcGIS software. Custom VBA functionality was also used to incorporate the offset direction and distance. Intersection and address geocoding was performed using ArcGIS, StreetMap Pro 2003 digital street network, and Google Earth Pro. A total of 142,007 fatal and severe injury collisions were identified in SWITRS. The geocoding match rate was 99.8% for postmile-coded collisions and 86% for intersection-coded collisions. The overall match rate was 91%.</p> <p>Conclusions</p> <p>The availability of geocoded collision data will be beneficial to clinicians, researchers, policymakers, and practitioners in the fields of traffic safety and public health. Potential uses of the data include studies of collision clustering on the highway system, examinations of the associations between collision occurrence and a variety of variables on environmental and social characteristics, including housing and personal demographics, alcohol outlets, schools, and parks. The ability to build maps may be useful in research planning and conduct and in the delivery of information to both technical and non-technical audiences.</p

Pedestrian and Bicyclist Safety Effects of the California Safe Routes to School Program

In the last decade, there has been an increased focus in California on encouraging children to walk and bicycle to school safely. In 1999, the California Legislature created the Safe Routes to School (SR2S) program, authorizing issuance of a competitive grant process for roadway construction projects. There has been an overall decline in the numbers of child pedestrian/bicyclist collisions in California as a whole. When compared with the control areas, the SR2S project areas did not show a greater decline in numbers of collisions. However, it is likely that the number of children walking/bicycling in the SR2S project areas increased over the relevant time frame. When changes in mobility in the program areas are taken into account, the SR2S program appears to be associated with a net safety benefit for affected school age students

Pedestrian and Bicyclist Safety Effects of the California Safe Routes to School Program

In the last decade, there has been an increased focus in California on encouraging children to walk and bicycle to school safely. In 1999, the California Legislature created the Safe Routes to School (SR2S) program, authorizing issuance of a competitive grant process for roadway construction projects. There has been an overall decline in the numbers of child pedestrian/bicyclist collisions in California as a whole. When compared with the control areas, the SR2S project areas did not show a greater decline in numbers of collisions. However, it is likely that the number of children walking/bicycling in the SR2S project areas increased over the relevant time frame. When changes in mobility in the program areas are taken into account, the SR2S program appears to be associated with a net safety benefit for affected school age students

San Francisco PedSafe II Project Outcomes and Lessons Learned

This paper presents the project outcomes and lessons learned from the San Francisco PedSafe, a comprehensive pedestrian safety planning and engineering project funded by the Federal Highway Administration. It assesses the effectiveness of the Phase I pedestrian safety plan targeted to higher-injury areas by evaluating the Phase II implementation of a range of mostly low-to-moderate-cost innovative safety improvements.A total of 13 countermeasures (comprised of nine general engineering countermeasures and four Intelligent Transportation Systems (ITS) countermeasures) were implemented by the San Francisco Municipal Transportation Agency (SFMTA) and evaluated by the University of California- Berkeley, Traffic Safety Center (TSC) in a three-year period (2004-2007). Regarding the effectiveness of the 13 countermeasures, six were considered generally successful; three were considered less successful and four were considered inconclusive. The six most successful countermeasures included: flashing beacons (with automated and push button actuation), in- street pedestrian signs, video detection to adjust signal timing, pedestrian head starts (leading pedestrian intervals), portable changeable message speed limit signs, and “Turning Traffic Must Yield to Pedestrians” signs A summary of countermeasure evaluation result highlights is also reported.This paper describes the methodology of countermeasure evaluation, including video data, tools used in data analysis, the advantages and limitations of this method, and possible improvements. In addition, general lessons learned of countermeasure implementation, as well as recommendations for further research are also described

Pedestrian and Bicyclist Safety Effects of the California Safe Routes to School Program

In the last decade, there has been an increased focus in California on encouraging children to walk and bicycle to school safely. In 1999, the California Legislature created the Safe Routes to School (SR2S) program, authorizing issuance of a competitive grant process for roadway construction projects. There has been an overall decline in the numbers of child pedestrian/bicyclist collisions in California as a whole. When compared with the control areas, the SR2S project areas did not show a greater decline in numbers of collisions. However, it is likely that the number of children walking/bicycling in the SR2S project areas increased over the relevant time frame. When changes in mobility in the program areas are taken into account, the SR2S program appears to be associated with a net safety benefit for affected school age students.

San Francisco PedSafe II Project Outcomes and Lessons Learned

This paper presents the project outcomes and lessons learned from the San Francisco PedSafe, a comprehensive pedestrian safety planning and engineering project funded by the Federal Highway Administration. It assesses the effectiveness of the Phase I pedestrian safety plan targeted to higher-injury areas by evaluating the Phase II implementation of a range of mostly low-to-moderate-cost innovative safety improvements. A total of 13 countermeasures (comprised of nine general engineering countermeasures and four Intelligent Transportation Systems (ITS) countermeasures) were implemented by the San Francisco Municipal Transportation Agency (SFMTA) and evaluated by the University of California- Berkeley, Traffic Safety Center (TSC) in a three-year period (2004-2007). Regarding the effectiveness of the 13 countermeasures, six were considered generally successful; three were considered less successful and four were considered inconclusive. The six most successful countermeasures included: flashing beacons (with automated and push button actuation), in- street pedestrian signs, video detection to adjust signal timing, pedestrian head starts (leading pedestrian intervals), portable changeable message speed limit signs, and “Turning Traffic Must Yield to Pedestrians†signs A summary of countermeasure evaluation result highlights is also reported. This paper describes the methodology of countermeasure evaluation, including video data, tools used in data analysis, the advantages and limitations of this method, and possible improvements. In addition, general lessons learned of countermeasure implementation, as well as recommendations for further research are also described.Engineering

Safe Routes to School Safety and Mobility Analysis

This report evaluates the SR2S program for a number of mandated issues: (i) The effectiveness of the program in reducing crashes, injuries and fatalities involving children in the vicinity of the projects; (ii) The impact of the program on levels of walking and bicycling to school; and (iii) The safety benefits of the program in comparison with other highway safety programs

Geocoding police collision report data from California: a comprehensive approach.

BackgroundCollision geocoding is the process of assigning geographic descriptors, usually latitude and longitude coordinates, to a traffic collision record. On California police reports, relative collision location is recorded using a highway postmile marker or a street intersection. The objective of this study was to create a geocoded database of all police-reported, fatal and severe injury collisions in the California Statewide Integrated Traffic Records System (SWITRS) for years 1997-2006 for use by public agencies.ResultsGeocoding was completed with a multi-step process. First, pre-processing was performed using a scripting language to clean and standardize street name information. A state highway network with postmile values was then created using a custom tool written in Visual Basic for Applications (VBA) in ArcGIS software. Custom VBA functionality was also used to incorporate the offset direction and distance. Intersection and address geocoding was performed using ArcGIS, StreetMap Pro 2003 digital street network, and Google Earth Pro. A total of 142,007 fatal and severe injury collisions were identified in SWITRS. The geocoding match rate was 99.8% for postmile-coded collisions and 86% for intersection-coded collisions. The overall match rate was 91%.ConclusionsThe availability of geocoded collision data will be beneficial to clinicians, researchers, policymakers, and practitioners in the fields of traffic safety and public health. Potential uses of the data include studies of collision clustering on the highway system, examinations of the associations between collision occurrence and a variety of variables on environmental and social characteristics, including housing and personal demographics, alcohol outlets, schools, and parks. The ability to build maps may be useful in research planning and conduct and in the delivery of information to both technical and non-technical audiences

Combined transcriptomic and metabolomic approach uncovers molecular mechanisms of cold tolerance in a temperate flesh fly

The ability to respond rapidly to changes in temperature is critical for insects and other ectotherms living in variable environments. In a physiological process termed rapid cold-hardening (RCH), exposure to nonlethal low temperature allows many insects to significantly increase their cold tolerance in a matter of minutes to hours. Additionally, there are rapid changes in gene expression and cell physiology during recovery from cold injury, and we hypothesize that RCH may modulate some of these processes during recovery. In this study, we used a combination of transcriptomics and metabolomics to examine the molecular mechanisms of RCH and cold shock recovery in the flesh fly, Sarcophaga bullata. Surprisingly, out of ϳ15,000 expressed sequence tags (ESTs) measured, no transcripts were upregulated during RCH,and likewise RCH had a minimal effect on the transcript signature during recovery from cold shock. However, during recovery from cold shock, we observed differential expression of ϳ1,400 ESTs,including a number of heat shock proteins, cytoskeletal components,and genes from several cell signaling pathways. In the metabolome,RCH had a slight yet significant effect on several metabolic pathways,while cold shock resulted in dramatic increases in gluconeogenesis, amino acid synthesis, and cryoprotective polyol synthesis. Several biochemical pathways showed congruence at both the transcript and metabolite levels, indicating that coordinated changes in gene expression and metabolism contribute to recovery from cold shock. Thus, while RCH had very minor effects on gene expression, recovery from cold shock elicits sweeping changes in gene expression and metabolism along numerous cell signaling and biochemical pathways