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The MTA is testing track intrusion detection technology at one undisclosed station.

It’s often challenging to write about subway-related deaths or collisions without seeming callous or overly concerned. The deaths — ranging from intentional suicides to homicides to accidents — that we’ve heard about underground are tragic, and non-fatal incidents can be life-altering. They’re newsworthy because people aren’t supposed to be hit by trains and because they can impact normal rides for millions.

Early on in 2013, many people were showering an overwhelming amount of attention on subway/passenger collisions. Newspapers were marking each accident, alleging an uptick, while the TWU seemed to latch onto the stories as something they could exploit for good P.R. The union called for all train operators to slow down to 10 miles per hour while pulling into stations. It would have been incredibly time-consuming and costly, and the MTA did all it could to shoot it down.

Even as I disputed whether or not these subway incidents were enough of a problem to warrant action, over the course of the year they crept in and out of transit-related news coverage. Spurred on by a dramatic image of a man who had been pushed into the tracks and facing down an incoming Q train, the press coverage drove the MTA to begin to pilot sensor technology that is supposed to alert transit employees when an unauthorized person has entered the tracks. We discussed the high price tag for platform edge doors, and the overall cost assessment of working to save lives. The answers aren’t easy.

Now, with 2013 in the rear view mirror and full-year numbers available, we can assess whether the concerned coverage was in line with the numbers. Not so surprisingly, it was not. As Pete Donohue detailed today, subway deaths were slightly lower in 2013 than in 2012 while the total number of people struck by trains jumped slightly. It is still exceedingly unlikely that anyone will get struck by a train though, any solution should reflect this reality.

According to the preliminary numbers, 53 people died due to train collisions, down from 55 in 2012, while 151 people overall were struck by trains, up from 141 in 2012. Donohue notes that these numbers are a bit higher than average as 134 people were hit by trains and 41 killed per year from 2001-2012. These averages, however, do not reflect a steep increase in ridership since 2001 of around 20 percent, and with over 1.6 billion swipes per year, a de minimums number of people are struck by trains. “The chance of being struck and killed by a subway train remains astronomically low,” an MTA spokesman noted to the Daily News said.

Eventually, when money and varying subway car lengths are no obstacles and when a company is willing to front installation costs in exchange for ad rights, the MTA should implement platform edge doors. They’ll protect passengers from trains, keep garbage off the tracks and improve temperate control during the summer. For now, though, paying too much attention to this issue obscures deep-seated ones affecting transit on a daily basis. These deaths and collisions shouldn’t happen, but not even one-one hundred thousandth of a percent of riders are hurt by trains. Riding the subway remains safe.

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