PEDESTRIAN/BICYCLIST CRASH ANALYSIS 2015

Central arkansas regional transportation study

TableofContentsExecutiveSummary.....................................................................................................................................3

CARTSPedestrian/BicycleCrashAnalysis............................................................................................3

ReportFormat.....................................................................................................................................3

Results.................................................................................................................................................3

Overview................................................................................................................................................10

RiskGroups............................................................................................................................................11

GeographicAreas..................................................................................................................................13

CrashConditions....................................................................................................................................15

SpatialRelationships..............................................................................................................................17

Corridor/IntersectionAnalysis...............................................................................................................20

CrashClustering.................................................................................................................................20

Intersections......................................................................................................................................21

Corridors............................................................................................................................................21

EconomicandComprehensiveCoststoSociety....................................................................................22

Conclusions............................................................................................................................................22

Recommendations.................................................................................................................................23

AppendixA.............................................................................................................................................25

AppendixB.............................................................................................................................................27

References.................................................................................................................................................33

ExecutiveSummary

EachyearwithincentralArkansasanaverageof144pedestriansand47cyclistsareinvolvedincrasheswithvehicles,resultinginanaverage107seriousinjuries1and13fatalities.Whilethisisasmallpercentofthetotalnumberofvehiclecrashes,itrepresents12%ofthetotalnumberoffatalitiesandisamajorconcernforpedestriansandthebicyclecommunity.Addingtotheconcernisthatthesecrashesdisproportionatelyaffectahighnumberofminoritiesandyouthandareoftencitedasthereasonwhyindividualsarelesslikelytousealternativeformsoftransportation.Asacomparison,vehicleandtraincrashes,whichareoftencitedasaregionalconcern,average6crashesand0.71fatalitiesperyear2.

CARTSPedestrian/BicycleCrashAnalysisBeginningin2004,Metroplanbeganincorporatingpedestrianandbicyclecrashesintotheregionalplanningeffortsforpedestrianandbicyclefacilities.ThiswasprimarilyaccomplishedthroughtheGISmappingofcrashes,asreportedintheArkansasStatePoliceDatabase,andreviewoffatalcrashreports.In2006,Metroplanstaffpublishedthefirstregionalcomprehensiveanalysisofpedestrianandbicyclecrashesfrom1995to2004.Thereportwasthenupdatedagainin2012.

Thepurposeofthisanalysisistoevaluatepedestrian/bicyclistsafetywithintheCentralArkansasRegionalTransportationStudy(CARTS)areaandprovideacomparativeassessmenttothebaselineinitiallyestablishedinthepreviousstudy.Buildingonthepreviousstudy,thisupdateseekstoidentifyspecificintersectionsandroadwaysegmentswiththehighestnumberofcrashesandgreatestlevelsofsafetyconcern.Tofurthertheinvestigationofpedestrianandbicyclecrashes,highcrashlocationsareintendedtobeindependentlystudiedtoidentifydesignissues,fundingprioritiesand/orsafetypoliciesneededtoaddresssafetyconcernsandimprovethesafetyofpedestriansandbicyclists.Ultimately,safetyprojectsaretobeselectedandincorporatedintheTransportationImprovementProgram.

ReportFormatAnoverviewofthetotal,typeandseverityofthecrashisconsideredfirst;followedwithexaminationsbyriskgroup,geographicarea,crashcondition,andspatialrelationshiptodetermineifanytrendswereapparent.Theanalysisconcludeswithadiscussionofthepotentialcostsofsuchinjuriestosociety.Appendicesareincludedforfutureintersectionandcorridorstudies.

ResultsIngeneral,thefindingswereconsistentwithnationalandotherregionalfindingswithrespecttoriskgroup,areatype,andcrashcondition.

Blackmalesunder18hadthehighestpedestrianandbicyclistcrashrate.However,blackmales18andoverhadthehighestpedestrianfatalityrate.Nearly63%ofpedestriancrasheswerenotatintersections,contrastingwiththenearly61%ofbicyclecrashesoccurringatintersections.

1InjurySeverityType2and32FRAHighway-RailAccidentDatabase

CentralArkansas’tenyearpedestrianfatalityrateishigherthanthenationalrateandthestate’srate.Nearly75%ofpedestrianfatalitieswerenotattheintersectionand67%ofbicyclefatalitiesoccurredattheintersection.Seventeenpercentofthepedestrianswerecrossingtheroadwaywhenkilled.About82%ofpedestriancrashesoccurredduringdark,dawn,orduskconditions.

Intersectionsidentifiedashavingthehighestnumberofpedestriancrashesarelistedin1.Nearly40%ofthehighestpedestriancrashintersectionswerelocatedindowntownLittleRock.

Table1:HighestPedestrianCrashIntersections2004-2013

Intersection CrashesBroadwayand6th(LR) 8Broadwayand2nd(LR) 7ClintonandLaHarpe(LR) 7BroadwayandCapital(LR) 6BaselineandGeyerSprings(LR) 632ndandUniversity(LR) 6UniversityandAsher(LR) 5CampRobinsonandAllen(NLR) 5JFKMcCain(NLR) 512thandPeyton(LR) 412thandWashington(LR) 4Broadwayand8th(LR) 418thandPike(NLR) 4BroadwayandMarkham(LR) 4PikeandPershing(NLR) 4McCainandWarden(NLR) 4

Analysisofthebicyclecrashesatintersectionsyielded28intersectionswith2crashes.

Combiningpedestrianandbicyclecrashes,thefollowingcorridorslistedinTable2wereidentifiedashavingthehighestcrashrates.

Table2:HighestCorridorCrashRates2004-2013

Corridors Crashes Mileage CrashRateSBroadway(LR) 40 0.63 63.49PikeAv(NLR) 35 0.77 45.45ColGlenn(LR) 22 0.51 43.14W12th(LR) 23 0.55 41.82GeyerSprings(LR) 25 0.74 33.78Markham/Clinton(LR) 19 0.62 30.65CampRobinson(NLR) 24 0.88 27.27EBroadway(NLR) 20 0.80 25.00Baseline(LR) 27 1.13 23.89Asher(LR) 29 1.57 18.47

Figure1:PedestrianCrashes2004-2014

Figure2:BicycleCrashes2004-2013

Figure3:PedestrianCrashIntersectionAnalysis

Figure4:BicycleCrashIntersectionAnalysis

Figure5:Pedestrian/BicycleCorridorCrashAnalysis

OverviewUsingdataprovidedbytheArkansasStatePolice,thenumberpedestriansand/orbicyclistsinvolvedinvehicularcrashesweretabulatedfortheyears2004to2013(onlyrepresentscrashesthatwerelocatedwithGIS).Thesecrasheswerethenseparatedforanalysisbecauseeachgrouphasuniquecharacteristicsandthereweresufficientnumbersofeachcrashtypetobeseparatedandanalyzed.Allavailablefatalcrashreportswerealsocollectedandcheckedagainstcrashdataandreviewedcarefullytogarnermoreinformationthatwasnotapparentinthecrashdata(e.g.pedestrianactionorlocation,etc.).

ThenumbersofpedestriansandbicyclistsinvolvedincrashesaresummarizedbycountyinTable5andNote:Fatalitiesareinparenthesis.

Table6,respectively(AppendixA).ThenumbersofpedestriansandbicyclistsinvolvedincrashesaresummarizedbycrashseverityinFigure6andFigure7,respectively.Duringthetenyearperiodatotalof1,435pedestriansand474bicyclistswereinvolvedincrashes,acombinedaverageof190peryear.Thisresultedin114pedestrianfatalitiesand12bicyclistfatalities,acombinedaverageof13peryear.Overall,therewere1909pedestriansorbicyclistsinvolvedincrashes.

Figure6:NumberofPedestrianCrashes2004-2013

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Figure7:NumberofBicycleCrashes2004-2013

Nearly89%ofthepedestriancrashesresultedininjuriesorpossibleinjuries.And,about21%wereeitherfatalorincapacitated.Similarly,about86%ofthebicyclecrashesresultedininjuriesorpossibleinjuriesandabout11%wereeitherfatalorincapacitated.Approximately26%(32)ofthefatalitieswerealcoholordrugrelated.

RiskGroupsCrasheswereexaminedbyvictims’age,race/origin,andsexandtenyearannualaverageratescalculatedtodeterminewhichdemographicgroupswereathigherrisk(Figure8).Sinceanappropriateestimateofthenumberofpeoplewhowalkorbikewasnotreadilyavailable,crashratesperpopulationestimatesforeachgroupwerecalculated.Significantvariationsexistbyage,race/origin,andsexandsomegeneralobservationsfollow.Femaleshadlowercrashratesthantheirrespectivemalecounterparts.Overall,crashratesweresignificantlyhigherforblacks.Blackmalesunder18hadthehighestpedestrianandbicyclistcrashrate.

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Figure8:Pedestrian&BicycleCrashRatebyRace,Sex,andAge2004-2013

Similarly,Figure9showsthatmalepedestriansweremorelikelythanfemalestogetkilledwhilewalking.However,itwasthepedestrianages18andoverthatwereathigherriskoffatalinjuries.Infact,Blackmales18andoverwere2.76timesaslikelytobekilledwhilewalkingaswhitemalesand3.76timesaslikelyasHispanicmalesinthesameagegroup.Fivedemographicgroupshadnoreportedfatalities.Bicyclistfatalitieswerenotinvestigatedduetosmallsamplesize.

Figure9:PedestrianFatalityRatebyRace,Sex,andAge2004-2013

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GeographicAreasPedestrian/bicyclistcrashesforeachcountyandcitywereexaminedinordertodevelopsubareacrashrates(per100,000population).Figure10showsthepedestriancrashratebyjurisdiction.NorthLittleRockhadthehighestcrashrateamongthecitieswithatleastonecrashandatleastapopulationof10,000.Maumellehadthelowestrate.Thismaybeattributed,inpart,toMaumelle’sextensiveoff-roadsharedpedestrian/bicyclesystem,whichalmostuniversallyseparatesmotorizedandnon-motorizedtraffic.TheunincorporatedpartsofPulaskiCounty,aswellastheoverallcounty(notshown),hadthehighestrateascomparedtotheothercounties.

Figure10:PedestrianCrashRatebyJurisdiction2004-2013

Figure11showsthepedestrianfatalityratebyjurisdiction.Ofthecitiesthathadatleast10,000averagepopulationandatleastonefatality,LittleRockhadthehighestfatalinjuryrate,whileMaumellehadthelowestfatalityrate.AgaintheunincorporatedpartsofPulaskiCountyhadthehighestrateofallareas.

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Figure11:PedestrianFatalityRatebyJurisdiction2004-2013

Bycomparison,thecentralArkansasarea’stenyearaveragepedestrianfatalityrateishigherthanthenationalandstaterate,asshowninFigure12.

Figure12:ComparisonofPedestrianFatalityRates(per100,000population)

Figure13showsthebicyclistcrashratebyjurisdiction.NorthLittleRockagainhadthehighestbicyclistcrashrates,whileMaumellehadthelowestbicyclistcrashrates.Similarly,theunincorporatedpartsofPulaskiCounty,aswellastheoverallcounty,hadthehighestrateascomparedtotheothercounties.Nobicyclefatalityrateswerecalculatedduetosmallsamplesize.

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Figure13:BicyclistCrashRatebyJurisdiction2004-2013

CrashConditionsTherelationtointersection,trafficcontroldevices,pedestrianaction/location,andlightingconditionfieldswereexaminedtoseeiftherewereanyidentifiabletrendswithrespecttotheconditionsthatoccurredwitheachcrash.

AsFigure14shows,about60%ofpedestriancrashesonsurfacestreetswerenotatintersections,contrastingwiththenearly63%ofbicyclistscrashesoccurringatintersections.Thistrendismorepronouncedwithfatalities,withnearly80%ofpedestrianfatalitiesnotattheintersectionand75%ofbicyclefatalitiesoccurringattheintersection.Ofall“atintersection”crashes,about30%,includingtwopedestrianfatalitiesandthreebicyclistfatalities,werecontrolledbyatrafficsignalorpedestriansignal.

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Figure14:PedestrianandBicyclistCrashesandFatalitiesbyRelationtoIntersection2004-2013

Togainfurtherinsightintothepedestrianfatalities,theactionorlocationofthepedestriansasdescribedintheavailablecrashreportswasalsoexamined.Figure15showsthat12%ofthepedestrianswerecrossingtheroadwayasopposedtothe19%walkingontheroadwaywhenkilled.Notethat“otherinrdwy”categoryincludedcomingfrombehindparkedcars,playingandstandinginroadwaywhenhit.

Figure15:ActionorLocationofPedestrianFatalities2004-2013

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Figure16showsthatabout56%ofpedestriancrashesoccurredduringdaylight,whereasnearly83%ofpedestrianfatalitiesoccurredduringdark,dawn,orduskconditions.Italsoshowsthatnearly74%ofthebicyclistcrashesoccurredduringdaylightconditions.

Figure16:PedestrianorBicyclistCrashesbyLightCondition2004-2013

SpatialRelationshipsInordertofurtheranalyzethesecrashes,theapproximatelocationsofthecrashesweremappedwhenpossible(seeAppendixB).Numerousgeographicinformationsystems(GIS)operationswereperformedontheselocationstodetermineifanyspatialpatternsexisted.

Crashratesbytheroadways’functionalclassificationareshowninFigure17.Withtheexceptionoftheinterstate/freeway,therewasadecreaseinthetotalcrashratewithlowerfunctionalclassifiedroadways(i.e.arterialshadhighercrashratesthancollectorsandlocalroads).

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Figure17:CrashRatepermilebyFunctionalClass2004-2013

AsimilaroperationtothefunctionalclassificationanalysiswasperformedtodeterminewhichcrashesoccurredontheRegionalArterialNetwork(RAN).TheRANisasystemofhighlyfunctioningroadwaysthatprovidefeasiblealternativestothearea’sfreeways(SeeAppendixA).Becauseasignificantportionofthemetropolitanplanningorganization’stransportationfundingisdedicatedtoimproving/implementingthissystem,itisimperativetolookatitssafetyimpactsonpedestriansandbicyclists,aswellasmotorvehicles.Approximately40%ofthepedestrian/bicyclistcrashesoccurredonexistingpartsoftheRANeventhoughitonlymakesup12%ofthetotalroadwaymilesbutcarries52%ofthevehiclemilestraveled(VMT)withintheCARTSareaonnon-freewayroads.Figure18showsthatnearly69%ofpersonsinvolvedwereinjuredorpossiblyinjured,and19%werefatalorincapacitated.

Figure18:Pedestrian&BicyclistInjurySeveritiesonRegionalArterialNetwork2004-2013

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Thepresenceofsidewalkswasalsoconsideredinrelationtonon-freewaypedestrianrelatedcrashes.Allknownsidewalkswerebuffered50feetandintersectedwiththesecrashlocations.Theresultsshowthatsidewalkswereonlypresentin61%ofpedestrianrelatedcrashesbetween2004and2013thatweremapped.Additionally,theinjuryseveritywasexaminedforallpedestriancrasheswithandwithoutsidewalks,whichisshowninFigure19.Crasheswithfatalinjuriesaccountedfor3%ofthetotalcrasheswithsidewalks,whiletheyaccountedfornearly7%ofthetotalcrasheswithoutsidewalks.

Figure19:SidewalkCoveragebyInjurySeverity2004-2013

Crosswalkcoveragewasalsoanalyzedsimilarlytosidewalkcoverage.Crosswalkswereonlypresentin23%ofallpedestriancrashes.Again,theinjuryseveritywasexaminedforallpedestriancrasheswithandwithoutcrosswalks,whichisshowninFigure20.Crasheswithfatalinjuriesaccountedfornearly2%ofthetotalcrasheswithcrosswalks,whiletheyaccountedfor6%ofthetotalcrasheswithoutcrosswalks.

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Figure20:CrosswalkCoveragebyInjurySeverity2004-2013

Speedisamajorcontributingfactorincrashesofalltypes.Fasterspeedsincreasethelikelihoodofapedestrianbeinghitandhasmoreseriousconsequences.Apedestrianhitat40milesperhour(mph)hasan85%chanceofbeingkilledasopposedtoonly5%at20mph(HarkeyandZeeger2004).Ofthe114fatalpedestriancrashes,47%(54)wereonroadwayswithapostedspeedof60mphorgreater.

Corridor/IntersectionAnalysisThecrashdatawasalsoanalyzedusingArcGIStodeterminespatialpatterns.Theanalysisconsistedofthreeapproaches:crashclustering,crashesatroadintersections,andcrashesalongroadcorridors.Onlycrashesfromtheyears2004to2013wereusedintheanalysis.

CrashClusteringCrashclusteringwasdevelopedbyusinga1000footsearchradiusaroundeachcrashlocationandcalculatingthenumberofcrasheswithinthevicinity.Theoutputfromthisprocessisarastermapthatshowswherecrashesareclustered.Thecrashclusteringanalysiswasdoneseparatelyforpedestriancrashesandbicyclecrashes.AppendixB,Figure23andFigure24,showtheclusteringofpedestriancrashes.ThehighestdensityofcrashesoccurredindowntownLittleRock.Otherareasthatalsohadconcentratedcrasheswere:theareaalongPikeAvenueinNorthLittleRock,theareaaroundGeyerSpringsandBaselineRoadsinLittleRock,areasaroundAsherandUniversityAvenuesinLittleRock,andtheareasnear12thStreetinLittleRock.AppendixB,Figure25showstheclusteringofbicyclecrashes.ThehighestclusteringofbicyclecrashesoccurredalongPikeAvenueinNorthLittleRock.Otherareasthathadhighercrashconcentrationswere:areasaroundEastBroadwayinNorthLittleRockandareasalong12thStreetinLittleRock.

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IntersectionsAppendixB,Figure26showstheresultsofthepedestrianintersectioncrashanalysis.ThehighestcrashpedestrianintersectionsarelistedintheTable3.OnethirdofthehighestpedestriancrashintersectionswerelocatedindowntownLittleRock.

Table3:HighestPedestrianCrashIntersections2004-2013

2004-2013PedestrianIntersectionCrashes NumberBroadwayand6th(LR) 8Broadwayand2nd(LR) 7ClintonandLaHarpe(LR) 7BroadwayandCapital(LR) 6BaselineandGeyerSprings(LR) 632ndandUniversity(LR) 6UniversityandAsher(LR) 5CampRobinsonandAllen(NLR) 5JFKMcCain(NLR) 512thandPeyton(LR) 412thandWashington(LR) 4Broadwayand8th(LR) 418thandPike(NLR) 4BroadwayandMarkham(LR) 4PikeandPershing(NLR) 4McCainandWarden(NLR) 4

Analysisofthebicyclecrashesatintersectionsyieldedand28intersectionswith2crashes.AppendixB,Figure27showstheresultsoftheintersectionanalysisforbicyclecrashes.

CorridorsCorridorswereidentifiedbyintersectingthepointcrashdatawiththecenterlineofroadwaystocreateafrequencyofafrequencyofcrashesperroadsegment.Bothpedestrianandbicyclecrasheswereusedinthecorridoranalysis.Theanalysis.Theminimumlengthofthecorridorswasestablishedatahalfofamile.Thecrashrateforthecorridorswascorridorswascalculatedbydividingthecrashesbytheroadmileage.AppendixB,Figure28showsthelocationofthecorridors.Thehighestcrashratecorridorsarelistedin

Table4.

Table4:HighestCorridorCrashRates2004-2013

Corridors Crashes Mileage CrashRateSBroadway(LR) 40 0.63 63.49PikeAv(NLR) 35 0.77 45.45ColGlenn(LR) 22 0.51 43.14W12th(LR) 23 0.55 41.82GeyerSprings(LR) 25 0.74 33.78Markham/Clinton(LR) 19 0.62 30.65CampRobinson(NLR) 24 0.88 27.27EBroadway(NLR) 20 0.80 25.00Baseline(LR) 27 1.13 23.89Asher(LR) 29 1.57 18.47

EconomicandComprehensiveCoststoSocietyTheeconomiccostisanestimateoftheproductivitylostandexpensesincurredbecauseofthesecrashes.Thecomprehensivecostistheeconomiccostpluswhatsocietyiswillingtopaytopreventtheseinjuries.Typically,thelattercostisusedtodetermineabenefitcostratioforevaluationofpossiblemitigationmeasures(InjuryFacts2010).Theestimatedeconomicandcomprehensivecostsofthe10pedestrianandbikefatalitiesfor2010are$14.1million(M)and$43.6M,respectively.Theestimatedeconomicandcomprehensivecostsofallinjuries,includingfatalities,are$15.1Mand$46.7M,respectively.

ConclusionsBetween2004and2013,1,435pedestriansand474bicyclistswereinvolvedinmotorvehiclecrashes,acombinedaverageof190peryear.Ofthese,therewere126fatalities,with34beingalcoholordrugrelated.Thefollowingarekeyfindings.

•Nearly89%ofthepedestriancrashesresultedininjuriesorpossibleinjuries,with21%eitherfatal or incapacitated. Similarly, about 86% of the bicycle crashes resulted in injuries orpossibleinjuries,with11%eitherfatalorincapacitated.

•Blackmalesunder18hadthehighestpedestrianandbicyclistcrashrate.

•Blackmales18andoverhadthehighestpedestrianfatalityrate.

•NorthLittleRockhadthehighestpedestrianandbicyclistcrashrates.WhereasMaumellehadthelowestpedestriancrashratethelowestbicyclecrashrate.TheunincorporatedpartsofPulaskiCountywerethehighestamongthecounties.

•NorthLittleRockhadthehighestpedestrianfatalityrateamongcitieswithatleastonefatalityand 10,000 average population. The unincorporated parts of Pulaski County were thehighestamongthecounties.

• The central Arkansas area’s ten year average pedestrian fatality rate is higher than thenationalrateandhigherthanthestate’srate.

•Nearly60%ofpedestriancrashesonsurfacestreetswerenotatintersections,contrastingwiththenearly63%ofbicyclecrashesoccurringatintersections.Thistrendismorepronouncedwith fatalities,withnearly80%ofpedestrian fatalitiesnot at the intersectionand75%ofbicycle fatalities occurring at the intersection.Of all “at intersection” crashes, about 30%,includingtwopedestrianfatalitiesandthreebicyclistfatalities,werecontrolledbyatrafficsignalorpedestriansignal.

•About12%ofthepedestrianfatalitiesoccurredwhilecrossingtheroadwayasopposedto19%walkingontheroadway.

• About 56% of pedestrians were injured during daylight, whereas nearly 83% of pedestrianfatalitiesoccurredduringdark/dawn/duskconditions.

•Therewasadecrease inthecrashratewith lower functionalclassifiedroadways,except fortheinterstates/freeways.

• 40% of the pedestrian/bicyclist crashes occurred on existing parts of the RAN. Nearly 69%wereinjuredorpossiblyinjured,and19%werefatalorincapacitated.

•Sidewalkswerepresent in61%ofallpedestrian relatedcrashes. Crasheswith fatal injuriesaccountedfor3%ofthetotalcrasheswithsidewalks,whiletheyaccountedfornearly7%ofthetotalcrasheswithoutsidewalks.

•54pedestrianswerekilledonroadwayswithapostedspeedof60mphorgreater.

•Theestimatedeconomicandcomprehensivecostsofallinjuriesfortheyear2010are$15.1Mand$46.7M,respectively.

RecommendationsAlthough this analysis established a good comparison to the initial baseline, further research is stillneeded to investigate specific locations. It is recommended that staff,with the assistance from localjurisdictions,conductcorridorstudiesforthefollowinglocations:

• Broadway(LR)–StudyCompleteo Markham,2nd,Capitol,6th,7th

• PikeAvenue(NLR)–StudyCompleteo Pershing

• CampRobinson(NLR)o Allen

• ColonelGlenn/Asher(LR)• GeyerSprings(LR)

o Baseline

• W.12th(LR)o Washington

• Hwy89/PolkStreet(Cabot)• OakStreet(Conway)• Military(Benton)• SouthFirstStreet(Jacksonville)

Furthermore, it is recommended that Metroplan staff, with the assistance from local jurisdictions,conductintersectionstudiesforthefollowinglocations:

• LaHarpeandMarkham• UniversityandTown&County• MagnoliaandBroadway

Additional corridor and intersection recommendations will be provided with the completion of thestudieslistedabove.

AppendixA

Figure21:CARTSStudyArea

Table5:NumberofPedestriansInvolvedinCrashes1995-2010

Faulkner Lonoke Pulaski Saline Total2004 8(1) 8 117(9) 13(4) 146(14)2005 5 9(4) 106(3) 7 127(7)2006 11(1) 4 98(5) 12 125(6)2007 11 3 119(12) 10(1) 143(13)2008 14 5(1) 116(14) 4 139(15)2009 3(1) 6 114(7) 7 130(8)2010 7 7 133(8) 8(1) 155(9)2011 18 2 129(15) 7 156(15)2012 5(1) 9(1) 150(11) 4(1) 168(14)2013 13(2) 6(2) 121(7) 6(1) 146(12)Total 95(6) 59(8) 1203(91) 78(8) 1435(113)

Note:Fatalitiesareinparenthesis.

Table6:NumberofBicyclistsInvolvedinCrashes2004-2013

Faulkner Lonoke Pulaski Saline Total2004 7 5 47 3 622005 10 6 48(1) 3 67(1)2006 6 3 39 2 502007 13 6(1) 37 8 64(1)2008 11 4 34 7(1) 56(1)2009 1 3 28(3) 0 32(3)2010 7 0 40(1) 1 48(1)2011 8(1) 1 40(1) 1 42(2)2012 6 6(1) 1(1) 2(1) 15(3)2013 2 1 27 0 30Total 71(1) 35(2) 341(7) 27(2) 466(12)

Note:Fatalitiesareinparenthesis.

Figure22:RegionalArterialNetwork

AppendixB

Figure23:PedestrianCrashClusteringAnalysis

Figure24:PedestrianCrashClusteringAnalysis(CentralArea)

Figure25:BicycleCrashClusteringAnalysis

Figure26:PedestrianCrashIntersectionAnalysis

Figure27:BicycleCrashIntersectionAnalysis

Figure28:Pedestrian/BicycleCorridorCrashAnalysis

AppendixC

(CorridorandIntersectionStudies)

References Harkey,D.,Zeeger,C.,(2004).PedestrianSafetyGuideandCountermeasureSelectionSystem,FHWA-SA-04-003,FederalHighwayAdministration,WashingtonDC.

InjuryFacts2012Edition,EstimatingMotor-VehicleCrashCosts(page107),NationalSafetyCouncil,Itasca,IL.