final pedestrian safety analysis · walk.bike.ohio pedestrian safety analysis walk.bike.ohio 8...

Walk.Bike.Ohio

Pedestrian Safety2020

B I K E

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Table Of Contents

EXECUTIVE SUMMARY 4

REPORT OVERVIEW 6

Introduction and Data Sources .................................. 6

STATEWIDE OVERVIEW AND PERFORMANCE 7

Introduction ....................................................... 7

Statewide Overview .............................................. 7

Geographic Trends .............................................. 12

Temporal Trends ................................................. 20

HIGH RISK USERS & BEHAVIORS 22

Socio-demographic & Economic Factors ...................... 22

High Risk Behaviors.............................................. 28

HIGH RISK FACILITIES 31

Roadway Ownership and Classification ....................... 31

Roadway Characteristics ....................................... 35

Intersection Characteristics .................................... 38

Crash Trees ....................................................... 45

TOP FATAL CRASH TYPES 50

Overview ......................................................... 50

Crash Typologies ................................................. 52

REFERENCES 55

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This report provides an analysis of fatal and serious injury pedestrian crashes (hereafter collectively referred to as “FSI crashes”) in the state of Ohio from 2009 to 2018. The analysis revealed that pedestrian crashes are on the rise in Ohio, and are concentrated on arterial roadways, primarily in urban areas of the state. The major findings of the report are summarized below.

What are the overall trends in FSI pedestrian crashes in Ohio?

• From 2009 to 2018, Ohio experienced 1,101 fatal pedestrian crashes and 5,073 serious injury pedestrian crashes.

• FSI pedestrian crashes in Ohio are on the rise, with an average increase of approximately 10 crashes per year.

• In 2017, pedestrian fatalities accounted for 12% of all traffic fatalities in Ohio, despite the fact that the walk commute mode share is only 2%.

• Ohio has the 11th lowest pedestrian fatality rate per population of all 50 states.

Where are FSI pedestrian crashes occurring?

• FSI pedestrian crashes are primarily occurring in urban areas (87%).

• Ten counties account for 63% of Ohio’s pedestrian fatalities. These counties encompass some of Ohio’s major urban areas, including Cleveland, Cincinnati, Columbus, Dayton, Akron, Canton, Youngstown, and Toledo.

When are FSI pedestrian crashes occurring?

• FSI pedestrian crashes were most common during the fall and winter months of September, October, November, and December. Lighting conditions associated with FSI crashes vary over the course of the year. While daylight crashes remain relatively constant, there is a noticeable increase in crashes occurring during dusk/dark hours during the fall and winter months, as daylight hours are decreasing.

• Overall, pedestrian FSI crashes were most common during daylight hours (44%). However, 69% of fatal pedestrian crashes occurred during dark hours.

Who are FSI pedestrian crashes impacting?

• Men are more likely to be involved in an FSI pedestrian crash than women, with 67% of fatal crashes and 62% of serious injury crashes involving male pedestrians.

• The 46-64 age group accounts for 31% of pedestrians in fatal crashes but only 27% of Ohio’s population. The 15-25 age group accounts for 23% of pedestrians in serious injury crashes but only 13% of the Ohio population. Youth were involved in 21% of all FSI pedestrian crashes in the state.

• 33% of all FSI pedestrian crashes from 2009-2018 occurred in a block group identified as the highest tier of need in the Walk.Bike.Ohio Statewide Need Analysis, while only 16% of Ohio’s population live in the highest need tier.

Executive Summary

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What facilities are associated with FSI pedestrian crashes?

• 61% of FSI pedestrian crashes occurred at a non-intersection location, while 39% occurred at an intersection.

• FSI pedestrian crashes primarily occurred on arterial roadways, which account for 55% of all FSI pedestrian crashes, but only represent 8% of the total roadway network mileage in the state. Arterial crashes are clustered in major urban areas including Cleveland, Toledo, Akron, Youngstown, Canton, Columbus, Dayton, and Cincinnati. Distinct concentrations of arterial crashes can also be observed in smaller cities like Lima, Findlay, Mansfield, and Springfield.

• FSI pedestrian crashes are primarily occurring on roadways maintained by city or municipal highway agencies. City-maintained roads account for 69% of all FSI pedestrian crashes.

• Fatal pedestrian crashes are over-represented on state-maintained roads. State-owned roads account for 16% of the roadway mileage in Ohio. However, 28% of all fatal pedestrian crashes occur on state-maintained roads.

• The most common intersection types where FSI pedestrian crashes occurred were four-way intersections (57% of FSI pedestrian intersection crashes) and T- intersections (30%). FSI pedestrian intersection crashes also occurred primarily on arterial roadways maintained by a city or municipal highway agency.

What are the most common pedestrian crash types and contributing circumstances?

• 18% of all FSI pedestrian crashes, and 33% of all fatal pedestrian crashes, involved alcohol.

• For pedestrians, the most common contributing circumstance in an FSI pedestrian crash was an improper crossing. For non-pedestrians, the most common contributing circumstance was failure to yield.

• From 2014-2018, the most common fatal pedestrian crash type occurred when a pedestrian walked or ran into the roadway and was struck by a vehicle (22% of fatal crashes).

• Of fatal crashes that occurred at intersections from 2014-2018, the most common crash type was a through vehicle at the intersection. This type of crash accounted for 15% of all fatal pedestrian crashes.

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INTRODUCTION AND DATA SOURCES

The purpose of this memorandum is to provide an overview of the pedestrian safety trends in the State of Ohio. The data for this analysis includes fatal and serious injury pedestrian crashes (hereafter collectively referred to as “FSI crashes”) from 2009 to 2018. Data for this analysis was provided by the Ohio Department of Transportation (ODOT).

The report is divided into four sections:

• Statewide Overview and Performance. This section of the report provides an introduction and overview to the pedestrian safety issues facing Ohio, with a general understanding of the geographic clustering, temporal clustering, and statewide performance.

• High Risk Users & Behaviors. This section explores the relationship between crashes and various socioeconomic factors to understand the overlap between safety and areas of equity concern. Additionally, it focuses on the correlations between FSI pedestrian crashes and behavioral risks, such as impairment, speeding, and distraction.

• High Risk Facilities. This section focuses on the interrelatedness between FSI crashes and facility types. Factors that are explored are those directly related to infrastructure design, such as speed limits, location types, lighting conditions, traffic control devices, and other contributing factors.

• Top Fatal Crash Types. This final section of the report builds off the understanding of high-risk facilities and locations to highlight the prevailing fatal pedestrian crash typologies in Ohio and the interrelatedness of risk factors.

Report Overview

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Statewide Overview and Performance

INTRODUCTION

This section of the report provides an introduction and overview to the pedestrian safety issues facing Ohio, with a general understanding of the geographic clustering, temporal clustering, and statewide performance. Overall, FSI pedestrian crashes are on the rise, and are clustered in urban areas of the state.

STATEWIDE OVERVIEW

From 2009 to 2018, a total of 6,174 FSI pedestrian crashes were reported. These included 1,101 fatal crashes and 5,073 serious injury crashes. This corresponds to an average of 612 FSI pedestrian crashes annually, or 5 crashes for every 100,000 people in the state per year. The figures below highlight some of the overall statewide trends of pedestrian crashes in Ohio.

All Pedestrian Crashes by Year

This report is focused on pedestrian crashes resulting in fatalities and serious injuries. However, it is important to understand the larger trends of all pedestrian crashes. The chart below shows pedestrian crashes of all severity levels from 2009 to 2018. During this time period, there was an average of 2730 pedestrian crashes per year, with an overall 3% increase from 2,770 crashes in 2009 to 2,865 crashes in 2018. FSI pedestrian crashes in particular are on the rise increasing by about 10 per year. During this time, there was an overall 49% increase in fatal crashes.

Walk.Bike.Ohio Pedestrian Safety Analysis

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INTRODUCTION

This section of the report provides an introduction and overview to the pedestrian safety issues facing Ohio, with a general understanding of the geographic clustering, temporal clustering, and statewide performance. Overall, FSI pedestrian crashes are on the rise, and are clustered in urban areas of the state.

STATEWIDE OVERVIEW

From 2009 to 2018, a total of 6,174 FSI pedestrian crashes were reported. These included 1,101 fatal crashes and 5,073 serious injury crashes. This corresponds to an average of 612 FSI pedestrian crashes annually, or 5 crashes for every 100,000 people in the state per year. The figures below highlight some of the overall statewide trends of pedestrian crashes in Ohio.

ALL PEDESTRIAN CRASHES BY YEAR

This report is focused on pedestrian crashes resulting in fatalities and serious injuries. However, it is important to understand the larger trends of all pedestrian crashes. The chart below shows pedestrian crashes of all severity levels from 2009 to 2018. During this time period, there was an average of 2730 pedestrian crashes per year, with an overall 3% increase from 2,770 crashes in 2009 to 2,865 crashes in 2018. FSI pedestrian crashes in particular are on the rise increasing by about 10 per year. During this time, there was an overall 49% increase in fatal crashes.

Figure: Overall Pedestrian Crash Trends in Ohio, 2009-2018

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Overall Pedestrian Crash Trends: Ohio 2009-2018

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Overall Performance

One of the goals of the 2017 End-of-Year Review for the Active Transportation Plan for Ohio’s Strategic Highway Safety Plan is to reduce the number of pedestrian fatalities and pedestrian serious injuries by 2% annually;1 this would be a reversal of current trends, which have shown an increase in FSI pedestrian crashes over the past ten years. The implications of that trend are discussed further below.

Projected FSI Pedestrian Crashes

The observed serious injury and fatal crash trend for the state is upward at a rate of approximately 10 crashes per year. Projecting this trend into the future would result in an average of 113 more FSI pedestrian crashes per year in 2030 compared to 2018. The Ohio Strategic Highway Safety Plan created a goal of reducing fatalities and serious injuries by 2% annually. If the state continues its current trend, there is projected to be an average of 250 more FSI pedestrian crashes than the statewide goal number in 2030.

Ohio FSI Crashes by Year

Year Fatal Pedestrian CrashesSerious Injury Pedestrian Crashes

Total FSI Pedestrian Crashes

2009 90 481 571

2010 96 494 590

2011 108 520 628

2012 97 481 578

2013 88 517 605

2014 92 484 576

2015 119 503 622

2016 136 540 676

2017 141 526 667

2018 134 527 661

Total 1,101 5,073 6,174

Note: Shaded cells indicate the highest value for each metric.


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PROJECTED FSI PEDESTRIAN CRASHES


Figure: Ohio Projected FSI Pedestrian Crashes

PEDESTRIAN FATALITIES AS A PERCENTAGE OF TOTAL TRAFFIC FATALITIES

The chart below shows pedestrian fatalities as a percentage of total traffic fatalities in Ohio, as reported by the NHTSA annual Pedestrian Fact Sheets, from 2009 to 2017. Since 2014, there has been a steady increase in the percentage of pedestrian fatalities, increasing from 8.5% in 2014 to 12% in 2017. To put these numbers in perspective, 2017 ACS data indicates that the walk commute mode share in Ohio is only 2%. The increase in pedestrian fatalities in Ohio mirrors nationwide trends, which have been generally increasing since 2005. Nationally, pedestrian fatalities accounted for 16.1% of all traffic fatalities in 2017. ii

Figure: Ohio Pedestrian Fatalities as a Percentage of Total Traffic Fatalities, 2009-2017

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Ohio Pedestrian Fatalities as a Percentage of Total Traffic Fatalities


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Pedestrian Fatalities as a Percentage of Total Traffic Fatalities

The chart below shows pedestrian fatalities as a percentage of total traffic fatalities in Ohio, as reported by the NHTSA annual Pedestrian Fact Sheets, from 2009 to 2017. Since 2014, there has been a steady increase in the percentage of pedestrian fatalities, increasing from 8.5% in 2014 to 12% in 2017. To put these numbers in perspective, 2017 ACS data indicates that the walk commute mode share in Ohio is only 2%. The increase in pedestrian fatalities in Ohio mirrors nationwide trends, which have been generally increasing since 2005. Nationally, pedestrian fatalities accounted for 16.1% of all traffic fatalities in 2017.2


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PROJECTED FSI PEDESTRIAN CRASHES


Figure: Ohio Projected FSI Pedestrian Crashes

PEDESTRIAN FATALITIES AS A PERCENTAGE OF TOTAL TRAFFIC FATALITIES

The chart below shows pedestrian fatalities as a percentage of total traffic fatalities in Ohio, as reported by the NHTSA annual Pedestrian Fact Sheets, from 2009 to 2017. Since 2014, there has been a steady increase in the percentage of pedestrian fatalities, increasing from 8.5% in 2014 to 12% in 2017. To put these numbers in perspective, 2017 ACS data indicates that the walk commute mode share in Ohio is only 2%. The increase in pedestrian fatalities in Ohio mirrors nationwide trends, which have been generally increasing since 2005. Nationally, pedestrian fatalities accounted for 16.1% of all traffic fatalities in 2017. ii

Figure: Ohio Pedestrian Fatalities as a Percentage of Total Traffic Fatalities, 2009-2017

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National Comparison

Each year, the NHTSA publishes a Pedestrian Traffic Safety Facts sheet, which provides an overview of pedestrian fatalities at the state level. According to this report, Ohio performed better than the overall national statistics for pedestrian fatalities in 2017 (the most recent year reported), as shown in the chart below. Ohio has the 11th lowest pedestrian fatality rate per population of all 50 states.3

National and Ohio Statewide Pedestrian Safety Comparison

Resident Population Total Traffic Fatalities Pedestrian FatalitiesPercentage of Total Traffic Fatalities

Pedestrian Fatalities per 100,000 Population

Ohio 11,658,609 1,179 142 12.0% 1.22

United States 325,719,178 37,133 5,977 16.1% 1.84

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Pedestrian Crash Rate by Vehicle Miles Traveled

Examining the rate of pedestrian crashes per vehicle miles traveled (VMT) can provide insight into how crash patterns are changing based on travel patterns. From 2009 to 2017, the number of FSI pedestrian crashes in Ohio trended upward. During this time, the number of overall VMT also increased. This translates to an increasing

Ohio FSI Pedestrian Crash Rates per VMT

Year VMT (Millions)4 Fatal Pedestrian Crashes

Rate of Fatal Pedestrian Crashes per 100 Million VMT

Serious Injury Pedestrian Crashes

Rate of Serious Injury Pedestrian Crashes per 100 Million VMT

All Serious Pedestrian Crashes

Rate of FSI Pedestrian Crashes per 100 Million VMT

2009 110,591 90 0.08 481 0.43 571 0.52

2010 111,836 96 0.09 494 0.44 590 0.53

2011 111,990 108 0.10 520 0.46 628 0.56

2012 112,715 97 0.09 481 0.43 578 0.51

2013 112,767 88 0.08 517 0.46 605 0.54

2014 112,766 92 0.08 484 0.43 576 0.51

2015 113,673 119 0.10 503 0.44 622 0.55

2016 118,608 136 0.11 540 0.46 676 0.57

2017 119,598 141 0.12 526 0.44 667 0.56

Trend Increasing Increasing Increasing Increasing Increasing Increasing Increasing

crash rate for all crash types (fatal, serious injury, and all FSI crashes). However, the increase in fatal crashes per 100 million VMT is outpacing the upward trend in serious injury crashes, indicating that more fatal crashes are occurring as vehicle miles traveled continues to increase.

Please see the Walk.Bike.Ohio Economic Impact Analysis for further information on how reducing VMT by increasing walk and bike mode share can result in fewer crashes for all modes, with an economic impact of approximately $0.17 of collision cost saving per VMT reduced.


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GEOGRAPHIC TRENDS

Rural/Urban Crash Breakdown

The large majority of all FSI pedestrian crashes occurred on roadways located in urban areas. Nationally, more pedestrian fatalities occur in urban areas (80% in 2017) than in rural areas (20%) (NHTSA). Rural crashes primarily occurred at non-intersection locations, while urban crashes were close to equally common at intersection and non-intersection locations. This indicates that the factors contributing to the crashes occurring in rural and urban areas are likely to be different, and that intersection improvements may be a more effective countermeasure in urban areas than in rural areas.


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GEOGRAPHIC TRENDS

RURAL/URBAN CRASH BREAKDOWN

The large majority of all FSI pedestrian crashes occurred on roadways located in urban areas. Nationally, more pedestrian fatalities occur in urban areas (80% in 2017) than in rural areas (20%) (NHTSA). Rural crashes primarily occurred at non-intersection locations, while urban crashes were close to equally common at intersection and non-intersection locations. This indicates that the factors contributing to the crashes occurring in rural and urban areas are likely to be different, and that intersection improvements may be a more effective countermeasure in urban areas than in rural areas.

Figure: Ohio FSI Pedestrian Crashes by Urban vs. Rural, 2009-2018

Figure: Urban vs. Rural Ohio FSI Pedestrian Crashes by Location Type, 2009-2018

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Urban vs. Rural FSI Pedestrian Crashes by Location Type

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FSI Pedestrian Crashes by County

This map highlights the ten counties with the highest number of FSI pedestrian crashes from 2009 to 2018. These counties, accounted for 63% of fatal pedestrian crashes, 71% of serious injury pedestrian crashes, and 70% of all FSI pedestrian crashes. They include some of Ohio’s major urban areas, including Cleveland, Cincinnati, Columbus, Dayton, Akron, Canton, Youngstown, and Toledo. The chart on the next page shows the number of FSI pedestrian crashes from 2009 to 2018 in the top 20 counties.

Ohio FSI Pedestrian Crashes by County, Top 10, 2009-2018

Data provided by ODOT, Open Street Map, and the US Census Bureau.

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Figure: Ohio FSI Pedestrian Crashes by County, Top 20, 2009-2018

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FSI Pedestrian Crashes by County (Top 20), 2009-2018

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FSI Pedestrian Crash Rate by Population by County

FSI pedestrian crash rates by population for each county are shown in the map below. Several of the more urban counties are highlighted on this map, including Butler, Franklin, and Lucas. However, when looking at crashes per population, the more rural Scioto County in the southern part of the state also stands out with a high concentration of FSI pedestrian crashes. A full table of county crash rates by population can be seen on the following page.

Ohio FSI Pedestrian Crash Rate by Population by County, 2009-2018


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Ohio Annual Average FSI Pedestrian Crash Rate by Population by County

Rank County Crash Rate*

1 Hamilton 9.6

2 Lucas 8.4

3 Franklin 7.9

4 Montgomery 7.9

5 Scioto 7.2

6 Cuyahoga 6.2

7 Summit 6.0

8 Logan 6.0

9 Clark 5.7

10 Butler 5.6

11 Ashland 5.3

12 Allen 5.2

13 Erie 5.2

14 Morrow 5.2

15 Mahoning 5.1

16 Mercer 4.9

17 Stark 4.9

18 Preble 4.8

19 Ashtabula 4.8

20 Darke 4.6

21 Marion 4.6


22 Portage 4.6

23 Richland 4.4

24 Belmont 4.4

25 Guernsey 4.3

26 Trumbull 4.3

27 Wood 4.2

28 Sandusky 4.2

29 Highland 4.2

30 Auglaize 4.2

31 Athens 4.1

32 Fulton 4.0

33 Huron 3.9

34 Ross 3.9

35 Hancock 3.8

36 Clinton 3.8

37 Gallia 3.6

38 Wyandot 3.6

39 Van Wert 3.5

40 Pike 3.5

41 Monroe 3.5

42 Williams 3.5


43 Madison 3.4

44 Brown 3.4

45 Defiance 3.4

46 Clermont 3.4

47 Miami 3.4

48 Licking 3.3

49 Lorain 3.3

50 Fayette 3.1

51 Lake 3.1

52 Washington 3.1

53 Geauga 2.9

54 Shelby 2.9

55 Pickaway 2.8

56 Greene 2.8

57 Perry 2.8

58 Jackson 2.8

59 Wayne 2.7

60 Crawford 2.6

61 Champaign 2.6

62 Knox 2.5

63 Coshocton 2.5

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Ohio Annual Average FSI Pedestrian Crash Rate by Population by County (cont.)

* Annual average crash rate per 100,000 population, 2009-2018


64 Hocking 2.5

65 Warren 2.4

66 Muskingum 2.3

67 Fairfield 2.3

68 Columbiana 2.3

69 Tuscarawas 2.3

70 Ottawa 2.2

71 Seneca 2.2

72 Paulding 2.1

73 Jefferson 2.1

74 Noble 2.1

75 Medina 2.0

76 Delaware 2.0

77 Hardin 1.9

78 Holmes 1.8

79 Lawrence 1.8

80 Carroll 1.8

81 Vinton 1.5

82 Henry 1.5

83 Morgan 1.4

84 Harrison 1.3


85 Union 1.1

86 Adams 1.1

87 Putnam 0.9

88 Meigs 0.0

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FSI Pedestrian Crash Heatmap

A heatmap showing the density of FSI crashes can be seen below. Most urban areas, including Columbus, Cincinnati, and Cleveland, have the highest densities of pedestrian crashes. The rest of the state has relatively low levels of FSI crashes. However, there are a few non-urban areas with higher concentrations of FSI crashes, including in Marion County in the center of the state and Butler County in the southwestern part of the state. The table on the following page lists the top ten cities in Ohio with the highest FSI crash rates per population.

Ohio FSI Pedestrian Crash Heat Map, 2009-2018

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FSI Pedestrian Crashes by City

The table below shows the top ten cities in Ohio with the highest average annual number of FSI pedestrian crashes, along with their corresponding crash rates and density. The highest values for each metric are highlighted in yellow. While Columbus has the highest average annual number of crashes, Cincinnati is the highest crash rate per population and the highest crash density per square mile.

FSI Pedestrian Crashes: Top Ten Ohio Cities

Rank CityAverage Annual FSI Pedestrian Crashes* Population (2010)

Average Annual Crash Rate per 100,000 population* Area (Square Miles)

Average Annual Crash Density per square mile*

1 Columbus 73.0 787,033 9.3 244 0.30

2 Cincinnati 51.5 296,943 17.3 80 0.64

3 Cleveland 39.5 396,815 10.0 78 0.51

4 Toledo 29.9 287,208 10.4 84 0.35

5 Dayton 19.7 141,527 13.9 57 0.35

6 Akron 18.8 199,110 9.4 63 0.30

7 Canton 7.8 73,007 10.7 26 0.29

8 Hamilton 6.8 62,477 10.9 22 0.31

9 Youngstown 5.9 66,982 8.8 34 0.17

10 Euclid 5.2 48,920 10.6 11 0.48


*Crashes from 2009-2018

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TEMPORAL TRENDS

FSI Pedestrian Crashes by Month

FSI pedestrian crashes were more common during the fall and winter months of September, October, November, and December. These correspond with the months during which daylight hours are getting shorter and evening hours are increasing. The highest number of fatal crashes occurred in December (140 total over the study period), while the highest number of serious injury crashes occurred in October (564 total over the study period).


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TEMPORAL TRENDS

FSI PEDESTRIAN CRASHES BY MONTH

FSI pedestrian crashes were more common during the fall and winter months of September, October, November, and December. These correspond with the months during which daylight hours are getting shorter and evening hours are increasing. The highest number of fatal crashes occurred in December (140 total over the study period), while the highest number of serious injury crashes occurred in October (564 total over the study period).

Figure: Ohio FSI Pedestrian Crashes by Month, 2009-2018

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FSI Pedestrian Crashes by Time of Day

FSI pedestrian crashes were more common in the evening hours after dark. This is consistent with national trends, which show that approximately 26% of pedestrian fatalities occurred from 6 to 8:59pm in 2017 (NHTSA). There is a notable uptick in FSI crashes in the evening hours during the winter and fall months, when dark hours begin earlier in the day.

Ohio FSI Pedestrian Crashes by Hour by Month, 2009-2018

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High Risk Users & BehaviorsThis section focuses on the overlap between FSI pedestrian crashes and other major safety emphasis areas (Impairment, Speeding, Distraction) for the state. Additionally, this section will help develop an understanding of various socioeconomic factors at play and the overlap between the areas of high need within the state.

fatalities are those in the 15-25 age group (17% of pedestrians in fatal crashes vs. 13% of total population); in the 26-45 age group (28% of pedestrians in fatalities vs. 25% of total population); and in the 46-64 age group (31% of pedestrians in fatal crashes vs. 27% of total population). The age groups overrepresented in serious injury crashes tend to be younger; most notably, those in the 15-25 age group, which account for 23% of pedestrians in serious injury crashes vs. 13% of the Ohio population.

SOCIO-DEMOGRAPHIC & ECONOMIC FACTORS

FSI Pedestrian Crash Age Breakdown

59% of pedestrians involved in fatal crashes and 51% of pedestrians involved in serious injury crashes were between the ages of 26 and 64. This is generally consistent with national statistics, which show that the age groups with the largest number of pedestrian fatalities in 2017 were 55-59 and 50-54 (NHTSA). Compared to the overall population of Ohio, the age groups that are overrepresented in pedestrian

FSI Pedestrian Crashes by Age of Pedestrian

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Fatal Pedestrian Crash Age Comparison

Compared to all roadway fatalities in Ohio (reported in the FARS database), there are a higher percentage of pedestrian fatalities in the age groups of 0-4, 5-14, and 46-64. Nationally, nearly one-fifth (19%) of children 14 and younger killed in traffic crashes were pedestrians in 2017 (NHTSA).

FSI Pedestrian Crashes by Gender

Nationally, 70% of pedestrians killed in traffic crashes were males in 2017 (NHTSA). Similarly, in Ohio, male pedestrians were more likely to be involved in fatal and serious injury pedestrian crashes than females, with 67% of fatal crashes and 62% of serious injury crashes involving male pedestrians. Males only compose 49% of Ohio’s population, indicating that males are disproportionately involved in FSI pedestrian crashes compared to their overall share of the population.


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FATAL PEDESTRIAN CRASH AGE COMPARISON

Compared to all roadway fatalities in Ohio (reported in the FARS database), there are a higher percentage of pedestrian fatalities in the age groups of 0-4, 5-14, and 46-64. Nationally, nearly one-fifth (19%) of children 14 and younger killed in traffic crashes were pedestrians in 2017 (NHTSA).

Figure: Ohio Pedestrian Fatalities by Age, 2014-2018

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Ohio Pedestrian Fatalities by Age, 2009-2018

Pedestrian Fatalities All Fatalities


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FSI PEDESTRIAN CRASHES BY GENDER

Nationally, 70% of pedestrians killed in traffic crashes were males in 2017 (NHTSA). Similarly, in Ohio, male pedestrians were more likely to be involved in fatal and serious injury pedestrian crashes than females, with 67% of fatal crashes and 62% of serious injury crashes involving male pedestrians. Males only compose 49% of Ohio’s population, indicating that males are disproportionately involved in FSI pedestrian crashes compared to their overall share of the population.

Figure: FSI Pedestrian Crashes by Gender, 2009-2018

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FSI Pedestrian Crashes - Gender

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Ohio Pedestrian Fatalities by Age, 2009-2018

FSI Pedestrian Crashes - Gender

24

Need Analysis and Pedestrian Safety

As part of the statewide active transportation planning process, a Need Analysis was conducted to identify areas with a high concentration of vulnerable populations, including those living in poverty, older adults, youth, low educational attainment, minority groups, limited English proficiency, and limited access to a motor vehicle. The map to the right shows the results of that analysis. With respect to pedestrian safety, Smart Growth America’s 2016 Dangerous by Design report, “older adults, people of color, and people walking in low-income communities are disproportionately represented in fatal crashes involving people walking.”5 In Ohio, 33% of all FSI pedestrian crashes from 2009-2018 occurred in a block group identified as the highest tier of need in the Need Analysis, while only 16% of Ohio’s population live in the highest need tier.


Walk.Bike.Ohio 22

NEED ANALYSIS AND PEDESTRIAN SAFETY

As part of the statewide active transportation planning process, a Need Analysis was conducted to identify areas with a high concentration of vulnerable populations, including those living in poverty, older adults, youth, low educational attainment, minority groups, limited English proficiency, and limited access to a motor vehicle. The map to the right shows the results of that analysis. With respect to pedestrian safety, Smart Growth America’s 2016 Dangerous by Design report, “older adults, people of color, and people walking in low-income communities are disproportionately represented in fatal crashes involving people walking.”v In Ohio, 33% of all FSI pedestrian crashes from 2009-2018 occurred in a block group identified as the highest tier of need in the Need Analysis, while only 16% of Ohio’s population live in the highest need tier.

Figure: Ohio Need Analysis Results Figure: FSI Pedestrian Crashes by Need Tier, 2009-2018

0% 5% 10% 15% 20% 25% 30% 35%

Lowest Need Tier

Medium-Low Need Tier

Medium Need Tier

Medium-High Need Tier

Highest Need Tier

FSI Pedestrian Crashes by Need Tier

% FSI Pedestrian Crashes by Tier

% of Ohio's Population by Tier

FSI Pedestrian Crashes by Need Tier

25

Ohio Need Analysis Results

LIMA

CINCINNATI

MANSFIELD

AKRON

COLUMBUS

CLEVELAND

YOUNGSTOWNFINDLAY

CANTON

CHILLICOTHE

DAYTON

CAMBRIDGE

TOLEDO

KY

IN

MI

WV

PA

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EQUITY ANALYSIS | STATEWIDE | COMPOSITE EQUITY SCOREOHIO DOT STATEWIDE BIKE AND PEDESTRIAN PLAN


DRAFT June 2019

I0 20 40MILES

LAKE ERIE

HIGH LOWCONCENTRATION OF NEED

ODOT BIKE ROUTES

LIMA

CINCINNATI

MANSFIELD

AKRON

COLUMBUS

CLEVELAND

YOUNGSTOWNFINDLAY

CANTON

CHILLICOTHE

DAYTON

CAMBRIDGE

TOLEDO

KY

IN

MI

WV

PA

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EQUITY ANALYSIS | STATEWIDE | COMPOSITE EQUITY SCOREOHIO DOT STATEWIDE BIKE AND PEDESTRIAN PLAN


DRAFT June 2019

I0 20 40MILES

LAKE ERIE

HIGH LOWCONCENTRATION OF NEED

ODOT BIKE ROUTES

26

Fatal Pedestrian Crashes by Race

The table to the right shows an annual breakdown of fatal pedestrian crashes in Ohio by race, based on FARS data reported for 2009 through 2017. Since 2009, people identified as non-white have accounted for between 18 and 34% of all fatal pedestrian crashes. According to the US Census Bureau in 2018, approximately 82 percent of Ohio’s population identified their race as white only.6 The rate of people identified as non-white and involved in fatal pedestrian crashes exceeds the percentage of people as identifying as non-white by more than 5% in 5 of the 9 years (highlighted in the table). Though not tested for statistical significance, this is a general indicator that crashes disproportionally affect people of color and this trend has occurred with greater frequency in recent years.

Demand and Pedestrian Safety

A Demand Analysis was also conducted as part of the statewide active transportation planning process. The demand analysis is a data-driven process that estimates the cumulative demand for active transportation. This is accomplished by quantifying factors that generate bicycle and pedestrian movement. A composite demand score summarizes the geographic distribution of active transportation demand, as shown in the map below.

Ohio Fatal Pedestrian Crashes by Race, 2009-2017

YearNon-White (number)

Non-White (Percent) White (number) White (Percent) Total

2009 15 18% 70 82% 85

2010 23 25% 70 75% 93

2011 20 19% 84 81% 104

2012 22 19% 91 81% 113

2013 20 24% 64 76% 84

2014 20 23% 67 77% 87

2015 29 25% 87 75% 116

2016 45 34% 89 66% 134

2017 43 30% 99 70% 142

The analysis equally weights each of these variables: Employment, Population Density, Poverty, Retail, Parks, Colleges & Universities, and Walk+Bike Commute Share. In Ohio, although only 13% of the state’s population lived within an area in the highest demand tier, 26% of all FSI pedestrian crashes from 2009-2018 occurred within a high-demand area of the state, compared to only 13% of the population.


FSI Pedestrian Crashes by Demand Tier

27

Ohio Demand Analysis Results

ODOT BIKE ROUTES

LIMA

CINCINNATI

MANSFIELD

AKRON

COLUMBUS

CLEVELAND

YOUNGSTOWNFINDLAY

CANTON

CHILLICOTHE

DAYTON

CAMBRIDGE

TOLEDO

KY

IN

MI

WV

PA

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DEMAND ANALYSIS | COMPOSITE DEMAND SCOREOHIO DOT STATEWIDE BIKE AND PEDESTRIAN PLAN


DRAFT June 2019

I0 20 40MILES

LAKE ERIE

HIGH MEDIUM LOW

ODOT BIKE ROUTES

LIMA

CINCINNATI

MANSFIELD

AKRON

COLUMBUS

CLEVELAND

YOUNGSTOWNFINDLAY

CANTON

CHILLICOTHE

DAYTON

CAMBRIDGE

TOLEDO

KY

IN

MI

WV

PA

¥¥80

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DEMAND ANALYSIS | COMPOSITE DEMAND SCOREOHIO DOT STATEWIDE BIKE AND PEDESTRIAN PLAN


DRAFT June 2019

I0 20 40MILES

LAKE ERIE

HIGH MEDIUM LOW


Walk.Bike.Ohio 24

DEMAND AND PEDESTRIAN SAFETY

A Demand Analysis was also conducted as part of the statewide active transportation planning process. The demand analysis is a data-driven process that estimates the cumulative demand for active transportation. This is accomplished by quantifying factors that generate bicycle and pedestrian movement. A composite demand score summarizes the geographic distribution of active transportation demand, as shown in the map below. The analysis equally weights each of these variables: Employment, Population Density, Poverty, Retail, Parks, Colleges & Universities, and Walk+Bike Commute Share. In Ohio, although only 13% of the state’s population lived within an area in the highest demand tier, 26% of all FSI pedestrian crashes from 2009-2018 occurred within a high-demand area of the state, compared to only 13% of the population.

Figure: FSI Pedestrian Crashes by Demand Tier, 2009-2018 Figure: Ohio Demand Analysis Results

0% 5% 10% 15% 20% 25% 30%

Lowest Demand Tier

Medium-Low Demand Tier

Medium Demand Tier

Medium-High Demand Tier

Highest Demand Tier


% FSI Pedestrian Crashes by Tier

% of Ohio's Population by Tier


28

HIGH RISK BEHAVIORS

Pre-Crash Behaviors and Contributing Circumstances

The table below summarizes the pre-crash behaviors and contributing circumstances for FSI pedestrian crashes documented within police crash reports. For non-pedestrians, the most common contributing circumstance in an FSI pedestrian crash (with the exception of “none”) was failure to yield. For pedestrians, the most common contributing circumstance in an FSI pedestrian crash (also with the exception of “none”) was an improper crossing. This indicates that many FSI pedestrian crashes appear to be related to high-risk behaviors at crossing points (either formal or informal) or intersections, where drivers and pedestrians have the potential to come into conflict.

Pre-Crash Behaviors and Contributing Circumstances for Ohio FSI Pedestrian Crashes, 2009-2018

1 Non-Pedestrian pre-crash behaviors and contributing circumstances include those listed under all vehicle types except Pedestrian/Skater.

2 Pedestrian pre-crash behaviors and contributing circumstances include those listed under the vehicle type Pedestrian/Skater

3 Pre-crash behaviors and contributing circumstances are reflective of all crashes, whether the driver or pedestrian was listed as “at fault.”

4 Each crash has up to three parties listed. The count of instances recorded in this table is the number of times that a contributing circumstance was associated with a driver or pedestrian. Because more than one driver and/or pedestrian may have been involved in a crash, the numbers do not reflect total number of crashes associated with each contributing circumstance.

Non-Pedestrian1

Rank Pre-Crash Behavior3 Count4 Contributing Circumstance3 Count4

1 Straight Ahead 4,496 None – Motorist 3,672

2 Making Left Turn 827 Failure to Yield 852

3 Parked 421 Unknown 832

4 Unknown 321 Other Improper Action 319

5 Making Right Turn 253 Failure to Control 317

6 Slowing or Stopped in Traffic 144 Followed Too Closely/ACDA (Failure to Maintain an Assured Clear Distance Ahead)

200

7 Backing 117 Operating Vehicle in a Negligent Manner

135

8 Changing Lanes 77 Improper Lane Change/Passing/Offroad

112

9 Driverless 75 Ran Red Light 71

10 Other Motorist Action 55 Unsafe Speed 65

29

Pre-Crash Behaviors and Contributing Circumstances for Ohio FSI Pedestrian Crashes, 2009-2018 (cont.)



3 Pre-crash behaviors and contributing circumstances are reflective of all crashes, whether the driver or pedestrian was listed as “at fault.”


Pedestrian2


1 Walking, Running, Jogging, Playing, Cycling

3,033 None – Non-Motorist 1,580

2 Entering of Crossing Specified Location

1,548 Improper Crossing 1,538

3 Standing 437 Unknown 650

4 Other Non-Motorist Action 409 Darting 573

5 Unknown 376 Lying and/or Illegally in Roadway

475

6 Working 200 Other Non-Motorist 303

7 Approaching or Leaving Vehicle

171 None – Motorist 250

8 Pushing Vehicle 36 Failure to Yield Right of Way 217

9 Other Motorist Action 16 Not Visible (Dark Clothing) 206

10 Straight Ahead 2 Inattentive 141

30

Safety Emphasis Areas and FSI Pedestrian Crashes

The Ohio Strategic Highway Safety Plan (SHSP) identified several emphasis areas that are the greatest threat to safety on Ohio Roads. One of these areas is to address high risk drivers and behaviors, such as young drivers, impaired driving, low seat belt use, distracted driving, older drivers, and excessive speed.7 This section examines these factors and behaviors as they relate to FSI pedestrian crashes (based on overlapping attributes available in ODOT’s pedestrian crash data).

As shown in the table below, alcohol involvement was the most common potential factor for fatal pedestrian crashes, followed by youth involvement and speed involvement. For serious injury crashes, youth involvement was the most common potential contributing factor, followed by alcohol involvement and senior involvement. The top factor involved in each type of crash is highlighted in yellow.

Nationally in 2017, 32% of fatal pedestrian crashes involved a pedestrian with a blood alcohol count (BAC) of >0.08 g/dL (the legal limit for alcohol impairment). 17% involved a driver with a BAC of >0.08 g/dL (NHTSA).

Potential Contributing Factors to Ohio FSI Pedestrian Crashes, 2009-2018

Fatal Crashes Serious Injury Crashes All FSI Crashes

Factor Involved in Crash* Number % Total Number % Total Number % TotalAlcohol Involved 367 33% 756 15% 1123 18%

Youth Involved 239 22% 1087 21% 1326 21%

Speed Involved 150 14% 413 8% 563 9%

Drugs Involved 141 13% 219 4% 360 6%

Senior Involved 130 12% 548 11% 678 11%

Distraction Involved 67 6% 239 5% 306 5%

Work Zone 27 2% 112 2% 139 2%

Motorcycle Involved 12 1% 46 1% 58 1%

School Zone 4 0% 25 0% 29 0%

Total Crashes 1101 100% 5073 100% 6174 100%

* Factors account for all parties involved in the crash, including both drivers and pedestrians. Involvement of a factor does not necessarily indicate that it was a contributing factor to the crash.

31

High Risk Facilities

This section focuses on the interrelatedness of FSI crashes and the prominent facility types on which those crashes occurred. Factors explored are those that directly relate to infrastructure design such as speed limits, location types, lighting conditions, and traffic control devices.

Fatal pedestrian crashes are over-represented on state-maintained roads. State-owned roads account for 16% of the roadway mileage in Ohio.9 However, 28% of all fatal pedestrian crashes occur on state-maintained roads.

ROADWAY OWNERSHIP AND CLASSIFICATION

Maintenance Authority

The figure below shows the breakdown of FSI pedestrian crashes by maintenance authority. The majority of FSI crashes are occurring on city-maintained roads, which account for 69% of all FSI pedestrian crashes. Statewide, approximately 60% of roadway mileage is owned by a city/municipal or town/township government.8


Walk.Bike.Ohio 27

HIGH RISK FACILITIES

This section focuses on the interrelatedness of FSI crashes and the prominent facility types on which those crashes occurred. Factors explored are those that directly relate to infrastructure design such as speed limits, location types, lighting conditions, and traffic control devices.

ROADWAY OWNERSHIP AND CLASSIFICATION

MAINTENANCE AUTHORITY

The figure below shows the breakdown of FSI pedestrian crashes by maintenance authority. The majority of FSI crashes are occurring on city-maintained roads, which account for 69% of all FSI pedestrian crashes. Statewide, approximately 60% of roadway mileage is owned by a city/municipal or town/township government.viii

Fatal pedestrian crashes are over-represented on state-maintained roads. State-owned roads account for 16% of the roadway mileage in Ohio.ix However, 28% of all fatal pedestrian crashes occur on state-maintained roads.

Figure: Ohio FSI Pedestrian Crashes by Maintenance Authority, 2009-2018

* Other includes facilities categorized as State Toll Authority, Private (other than Railroad) or Other.

73%

53%

69%

11%

28%

14%

7%

11%

8%

4%

4%

4%

5%

4%

5%

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%


Fatal Pedestrian Crashes

All FSI Pedestrian Crashes

FSI Pedestrian Crashes by Maintenance Authority

City or Municipal Highway Agency State Highway Agency County Highway Agency

Town or Township Highway Agency Other*

FSI Pedestrian Crashes by Maintenance Authority

32

Functional Class

The majority (55%) of FSI pedestrian crashes occurred on arterial roadways, with 29% occurring on principal arterial roadways and 26% occurring on minor arterial roadways. Notably, principal and minor arterials only represent 3% and 5% of the total roadway network, respectively.

The map on the following page highlights the location of arterials and crashes occurring along arterials within the state of Ohio. Arterial crashes are clustered in major urban areas including Cleveland, Toledo, Akron, Youngstown, Canton, Columbus, Dayton, and Cincinnati. Distinct concentrations of arterial crashes can also be observed in smaller cities like Lima, Findlay, Mansfield, and Springfield.


Walk.Bike.Ohio 28

FUNCTIONAL CLASS The majority (55%) of FSI pedestrian crashes occurred on arterial roadways, with 29% occurring on principal arterial roadways and 26% occurring on minor arterial roadways. Notably, principal and minor arterials only represent 3% and 5% of the total roadway network, respectively.

Figure: Ohio FSI Pedestrian Crashes by Functional Class, 2009-2018

The map on the following page highlights the location of arterials and crashes occurring along arterials within the state of Ohio. Arterial crashes are clustered in major urban areas including Cleveland, Toledo, Akron, Youngstown, Canton, Columbus, Dayton, and Cincinnati. Distinct concentrations of arterial crashes can also be observed in smaller cities like Lima, Findlay, Mansfield, and Springfield.

0% 10% 20% 30% 40% 50% 60% 70% 80%

Data Not Available

Minor Collector Roads

Other Freeways or Expressways

Interstate Route

Local Roads

Major Collector Roads

Minor Arterial Roads

Other Principal Arterial Roads

Func

tiona

l Cla

ss

FSI Pedestrian Crashes by Functional Class

FSI Pedestrian Crashes Roadway Network Mileage

FSI Pedestrian Crashes by Functional Class

33

Ohio FSI Pedestrian Crashes on Arterial Roadways, 2009-2018

34

Functional Class and Maintenance Authority

It is important to understand who owns/maintains the arterials where crashes are primarily occurring. The following chart shows the breakdown of FSI pedestrian crashes by functional class and maintenance authority. City and municipal highway agencies are the maintenance authority on a majority of the arterial roads where FSI pedestrian crashes occurred.


Walk.Bike.Ohio 30

FUNCTIONAL CLASS AND MAINTENANCE AUTHORITY

It is important to understand who owns/maintains the arterials where crashes are primarily occurring. The following chart shows the breakdown of FSI pedestrian crashes by functional class and maintenance authority. City and municipal highway agencies are the maintenance authority on a majority of the arterial roads where FSI pedestrian crashes occurred.

Figure: Ohio FSI Pedestrian Crashes by Functional Class and Maintenance Authority, 2009-2018

0 500 1000 1500 2000



Interstate Route

Data Not Available

Local Roads




FSI Pedestrian Crashes: Functional Class by Maintenance Authority

Other

Private (other than Railroad)

City or Municipal Highway Agency

Town or Township Highway Agency

County Highway Agency

State Highway Agency

State Toll Authority

Town/Township, 0.2%

Private, 0.1%

City, 0.4%

State, 0.1% County, 0.1%

Town/Township, 0.03%

City, 1%

County, 1% City, 0.5%

State, 0.1% Town/Township, 0.05%

State Toll, 0.3%

FSI Pedestrian Crashes: Functional Class by Maintenance Authority

35

ROADWAY CHARACTERISTICS

This section investigates roadway characteristics associated with FSI pedestrian crashes.

Speed Limit

The vast majority of FSI pedestrian crashes occurred on roadways with a posted speed limit of 25 or 35 mph. This may be indicative of the prevalence of roadways with those particular speed limits; however, a large portion of the roadway network data available for this analysis did not include speed limit data, so it was not possible to accurately compare the percentage of FSI pedestrian crashes to the percentage of the roadway network for each speed limit.


Walk.Bike.Ohio 31



SPEED LIMIT


Figure: Ohio FSI Pedestrian Crashes by Speed Limit, 2009-2018

SPEED AND CRASH SEVERITY

Studies show a correlation between higher speeds and increased severity of injury in pedestrian crashes.x The chart below shows that the proportion of FSI crashes that result in a fatality is much higher at higher speeds in Ohio. 34% of crashes that occurred on roads posted 40 mph or higher resulted in a fatality, compared to 12% of pedestrian crashes resulting in a fatality on roads with posted speeds of 35 mph or lower.

Figure: Ohio FSI Pedestrian Crashes by Severity by Speed Limit, 2009-2018

0

500

1000

1500

2000

2500

5-15 mph 20-25 mph 30-35 mph 40-45 mph 50-55mph 60-65 mph 70 mphFS

I Ped

estr

ian

Cras

hes

Speed Limit

FSI Pedestrian Crashes by Speed Limit

0%

20%

40%

60%

80%

100%

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70

Posted Speed Limit (mph)

Pedestrian Crash Severity by Speed Limit

Serious Injury

Fatal Injury


36

Speed and Crash Severity

Studies show a correlation between higher speeds and increased severity of injury in pedestrian crashes.10 The chart below shows that the proportion of FSI crashes that result in a fatality is much higher at higher speeds in Ohio. 34% of crashes that occurred on roads posted 40 mph or higher resulted in a fatality, compared to 12% of pedestrian crashes resulting in a fatality on roads with posted speeds of 35 mph or lower.


Walk.Bike.Ohio 31



SPEED LIMIT


Figure: Ohio FSI Pedestrian Crashes by Speed Limit, 2009-2018

SPEED AND CRASH SEVERITY

Studies show a correlation between higher speeds and increased severity of injury in pedestrian crashes.x The chart below shows that the proportion of FSI crashes that result in a fatality is much higher at higher speeds in Ohio. 34% of crashes that occurred on roads posted 40 mph or higher resulted in a fatality, compared to 12% of pedestrian crashes resulting in a fatality on roads with posted speeds of 35 mph or lower.

Figure: Ohio FSI Pedestrian Crashes by Severity by Speed Limit, 2009-2018

0

500

1000

1500

2000

2500

5-15 mph 20-25 mph 30-35 mph 40-45 mph 50-55mph 60-65 mph 70 mph

FSI P

edes

tria

n Cr

ashe

s

Speed Limit


0%

20%

40%

60%

80%

100%

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70

Posted Speed Limit (mph)


Serious Injury

Fatal Injury


37

Lighting

The most common lighting condition associated with FSI pedestrian crashes was daylight, accounting for 44% of FSI pedestrian crashes. However, 69% of fatalities occurred in the dark, indicating that while these crashes occurred less frequently, they tended to be more severe. Of the crashes that did occur during the dark, crashes were more common on streets with lighting than those that were not lighted. While this may be related to exposure levels, it also indicates that existing lighting may not be sufficient for pedestrian safety needs.

Lighting conditions associated with FSI crashes vary over the course of the year. While daylight crashes remain relatively constant, there is a noticeable increase in crashes occurring during dusk/dark hours during the fall and winter months, from September through December, as daylight hours are decreasing.


Walk.Bike.Ohio 32

LIGHTING The most common lighting condition associated with FSI pedestrian crashes was daylight, accounting for 44% of FSI pedestrian crashes. However, 69% of fatalities occurred in the dark, indicating that while these crashes occurred less frequently, they tended to be more severe. Of the crashes that did occur during the dark, crashes were more common on streets with lighting than those that were not lighted. While this may be related to exposure levels, it also indicates that existing lighting may not be sufficient for pedestrian safety needs.

Figure: Ohio FSI Pedestrian Crashes by Lighting, 2009-2018


Figure: Ohio FSI Pedestrian Crashes by Lighting Condition and Month, 2009-2018

0 500 1000 1500 2000 2500 3000

Unknown/OtherDark - Unknown Roadway Lighting

DawnDusk

Dark - Roadway Not LightedDark - Lighted Roadway

Daylight

FSI Pedestrian Crashes by Lighting

Fatal Serious Injury

0100200300400500600700800

FSI Pedestrian Crashes by Lighting Condition and Month

Daylight Dawn

Dusk Dark - Lighted Roadway

Dark - Roadway Not Lighted Dark - Unknown Roadway Lighting

Unknown/Other Average FSI Pedestrian Crashes by Month


Walk.Bike.Ohio 32

LIGHTING The most common lighting condition associated with FSI pedestrian crashes was daylight, accounting for 44% of FSI pedestrian crashes. However, 69% of fatalities occurred in the dark, indicating that while these crashes occurred less frequently, they tended to be more severe. Of the crashes that did occur during the dark, crashes were more common on streets with lighting than those that were not lighted. While this may be related to exposure levels, it also indicates that existing lighting may not be sufficient for pedestrian safety needs.

Figure: Ohio FSI Pedestrian Crashes by Lighting, 2009-2018


Figure: Ohio FSI Pedestrian Crashes by Lighting Condition and Month, 2009-2018

0 500 1000 1500 2000 2500 3000

Unknown/OtherDark - Unknown Roadway Lighting

DawnDusk

Dark - Roadway Not LightedDark - Lighted Roadway

Daylight


Fatal Serious Injury

0100200300400500600700800


Daylight Dawn

Dusk Dark - Lighted Roadway

Dark - Roadway Not Lighted Dark - Unknown Roadway Lighting

Unknown/Other Average FSI Pedestrian Crashes by Month



38

INTERSECTION CHARACTERISTICS

This section investigates characteristics associated with the subset of FSI pedestrian crashes that have occurred at intersections.

FSI Pedestrian Crashes by Location Type

A majority of all FSI pedestrian crashes in Ohio (61%) occurred at non-intersection locations. Specifically focusing on fatalities, three-quarters (75%) of fatal pedestrian crashes in Ohio occurred at non-intersection locations, while only 25% occurred at intersections. Nationally, 73% of pedestrian fatalities occurred at a non-intersection location in 2017, while 18% occurred at an intersection (NHTSA).


Walk.Bike.Ohio 33

INTERSECTION CHARACTERISTICS

This section investigates characteristics associated with the subset of FSI pedestrian crashes that have occurred at intersections.

FSI PEDESTRIAN CRASHES BY LOCATION TYPE

A majority of all FSI pedestrian crashes in Ohio (61%) occurred at non-intersection locations. Specifically focusing on fatalities, three-quarters (75%) of fatal pedestrian crashes in Ohio occurred at non-intersection locations, while only 25% occurred at intersections. Nationally, 73% of pedestrian fatalities occurred at a non-intersection location in 2017, while 18% occurred at an intersection (NHTSA).

Figure: FSI Pedestrian Crashes in Ohio by Location Type, 2009- 2018

42%

25%

39%

58%

75%

61%

0% 20% 40% 60% 80% 100% 120%


Fatal Pedestrian Crashes

All FSI Pedestrian Crashes


Intersection Non-Intersection


39

Intersection Type

57% of all FSI pedestrian intersection crashes occurred at a four-way intersection. Four-way intersections also accounted for 50% of fatal pedestrian intersection crashes and 58% of serious injury pedestrian crashes that occurred at intersections. The next most common intersection type was a T-intersection, which accounted for approximately one-third of all FSI pedestrian intersection crashes.

Common behaviors associated with crashes at the two most common intersection type—four-way intersections and T-intersections—are discussed further in the next section.


Walk.Bike.Ohio 34

INTERSECTION TYPE 57% of all FSI pedestrian intersection crashes occurred at a four-way intersection. Four-way intersections also accounted for 50% of fatal pedestrian intersection crashes and 58% of serious injury pedestrian crashes that occurred at intersections. The next most common intersection type was a T-intersection, which accounted for approximately one-third of all FSI pedestrian intersection crashes. Common behaviors associated with crashes at the two most common intersection type – four-way intersections and T-intersections – are discussed further in the next section.

Figure: Ohio FSI Pedestrian Intersection Crashes by Intersection Type, 2009-2018

0 200 400 600 800 1000 1200 1400 1600

Crossover

Traffic Circle/Roundabout

Railroad Grade Crossing

Shared-Use Paths Or Trails

5 Or More Point Intersection

Off Ramp

Y-Intersection

On Ramp

Driveway/Alley Access

T-Intersection

Four-Way Intersection

FSI Pedestrian Intersection Crashes by Intersection Type

Fatal Pedestrian Intersection Crash Serious Injury Pedestrian Intersection Crash

FSI Pedestrian Intersection Crashes by Intersection Type

40

Intersection Type and Behavior

The most common intersection types for FSI pedestrian intersection crashes are four-way intersections and T-intersections. The tables below highlight common pre-crash behaviors and contributing circumstances for pedestrians and non-pedestrians before and during these types of crashes. Overall the common crash behaviors are reflective of larger patterns discussed in the High-Risk Behavior section of this report; however, there are some unique findings for each intersection type.

For FSI pedestrian crashes occurring at four-way intersections, vehicles were often driving straight ahead or making a left turn prior to the crash. In nearly 500 of the 1,373 crashes that occurred at four-way intersections, a vehicle failed to yield. In about 250 crashes, a pedestrian was improperly crossing the intersection.

At T-intersections, drivers were predominantly driving straight ahead prior to the crash. The primary contributing circumstance for drivers (other than “none”) was failure to yield. While improper crossing was once again the most common pedestrian contributing circumstance (other than “none”), there were also a large number of crashes (65) where the pedestrian darted into the road.

Top 3 Pre-Crash Behaviors and Contributing Circumstances for Ohio FSI Pedestrian Crashes at Four-Way Intersections, 2009-2018

Non-Pedestrian1


1 Straight Ahead 697 None – Motorist 577


3 Making Right Turn 143 Other Improper Action 56

Pedestrian2


1 Entering or Crossing Specified Location

633 None – Non-Motorist 520

2 Walking, Running, Jogging, Playing

610 Improper Crossing 258

3 Other Non-Motorist Action 61 None – Motorist 109

41

Top 3 Pre-Crash Behaviors and Contributing Circumstances for Ohio FSI Pedestrian Crashes at T-Intersections, 2009-2018



3 Pre-crash behaviors and contributing circumstances are reflective of all crashes, whether the driver or pedestrian was listed as “at fault.” “Unknown” is not included in these results.


Non-Pedestrian1


1 Straight Ahead 439 None – Motorist 345


3 Making Right Turn 55 Other Improper Action 36

Pedestrian2


1 Walking, Running, Jogging, Playing

336 None – Non-Motorist 242

2 Entering or Crossing Specified Location

265 Improper Crossing 157

3 Other Non-Motorist Action 41 Darting 65

42

Intersection Control Type

Approximately 45% of all FSI pedestrian intersection crashes occurred at locations with traffic signals. This was also the most common type of intersection control type for serious injury pedestrian intersection crashes, accounting for 47% of those crashes. However, for fatal pedestrian intersection crashes, traffic signals and pavement marking controls were nearly tied as most common intersection control type, representing 36% and 34% of fatal intersection crashes, respectively.

1 Some crashes have more than one intersection control type at each intersection. For the purpose of this analysis, the more restrictive control was used to categorize the crash data. Intersection control types were ranked from most to least restrictive in the following order: 1) Traffic Signal, 2) Walk/Do Not Walk, 3) Stop Sign, 4) Yield Sign, 5) Traffic Flashers, 6) Crosswalk Lines, 7) Person (Flagger, Officer), 8) School Zone, 9) Railroad Crossbucks/Flashers/Gates, 10) Pavement Markings, 11) Construction Barricade, and 12) No Controls/Not Reported/Other.


Walk.Bike.Ohio 36

INTERSECTION CONTROL TYPE Approximately 45% of all FSI pedestrian intersection crashes occurred at locations with traffic signals. This was also the most common type of intersection control type for serious injury pedestrian intersection crashes, accounting for 47% of those crashes. However, for fatal pedestrian intersection crashes, traffic signals and pavement marking controls were nearly tied as most common intersection control type, representing 36% and 34% of fatal intersection crashes, respectively.

Figure: Ohio FSI Pedestrian Intersection Crashes by Intersection Control Type, 2009-2018

1 Some crashes have more than one intersection control type at each intersection. For the purpose of this analysis, the more restrictive control was used to categorize the crash data. Intersection control types were ranked from most to least restrictive in the following order: 1) Traffic Signal, 2) Walk/Do Not Walk, 3) Stop Sign, 4) Yield Sign, 5) Traffic Flashers, 6) Crosswalk Lines, 7) Person (Flagger, Officer), 8) School Zone, 9) Railroad Crossbucks/Flashers/Gates, 10) Pavement Markings, 11) Construction Barricade, and 12) No Controls/Not Reported/Other.

0 200 400 600 800 1000 1200

School Zone

Construction Barricade

Yield Sign

Railroad Crossbucks/Flashers/Gates

Person (Flagger, Officer)

Traffic Flashers

Walk/Do Not Walk

Crosswalk Lines

Stop Sign

No Controls/Not Reported/Other

Pavement Markings

Traffic Signal

FSI Pedestrian Intersection Crashes by Intersection Control Type1


FSI Pedestrian Intersection Crashes by Intersection Control Type1

43

Intersection Crashes by Maintenance Authority

The figure below shows the breakdown of FSI pedestrian intersection crashes by maintenance authority. The majority of FSI pedestrian intersection crashes are occurring on city-maintained roads, which account for 84% of all FSI pedestrian crashes. Statewide, approximately 60% of roadway mileage is owned by a city/municipal or town/township government.11

While only 7% of all FSI pedestrian intersection crashes occurred on state-maintained roads, state highway agency intersections account for a larger portion of fatal pedestrian intersection crashes (16%).

Intersection Crashes by Functional Class

The majority (65%) of FSI pedestrian crashes occurred at intersections along arterial roadways, with 36% occurring on principal arterial roadways and 29% occurring on minor arterial roadways. Notably, principal and minor arterials only represent 3% and 5% of the total roadway network, respectively. This reflects overall FSI pedestrian crash trends, which are disproportionately occurring on arterials.


Walk.Bike.Ohio 37

INTERSECTION CRASHES BY MAINTENANCE AUTHORITY

The figure below shows the breakdown of FSI pedestrian intersection crashes by maintenance authority. The majority of FSI pedestrian intersection crashes are occurring on city-maintained roads, which account for 84% of all FSI pedestrian crashes. Statewide, approximately 60% of roadway mileage is owned by a city/municipal or town/township government.xi

While only 7% of all FSI pedestrian intersection crashes occurred on state-maintained roads, state highway agency intersections account for a larger portion of fatal pedestrian intersection crashes (16%).

Figure: Ohio FSI Pedestrian Intersection Crashes by Maintenance Authority, 2009-2018

* Other includes facilities categorized as Town or Township Highway Agency, Private (other than Railroad) or Other.

73%

86%

84%

16%

5%

7%

8%

4%

4%

3%

5%

5%

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Fatal Pedestrian Intersection Crashes

Serious Injury Pedestrian Intersection Crashes

All FSI Pedestrian Intersection Crashes

FSI Pedestrian Intersection Crashes by Maintenance Authority

City or Municipal Highway Agency State Highway Agency County Highway Agency Other*


Walk.Bike.Ohio 38

INTERSECTION CRASHES BY FUNCTIONAL CLASS The majority (65%) of FSI pedestrian crashes occurred at intersections along arterial roadways, with 36% occurring on principal arterial roadways and 29% occurring on minor arterial roadways. Notably, principal and minor arterials only represent 3% and 5% of the total roadway network, respectively. This reflects overall FSI pedestrian crash trends, which are disproportionately occurring on arterials.

Figure: Ohio FSI Pedestrian Intersection Crashes by Functional Class, 2009-2018

0 100 200 300 400 500 600 700 800 900 1000

Data Not Available



Interstate Route

Local Roads




Func

tiona

l Cla

ssFSI Pedestrian Intersection Crashes by Functional Class


FSI Pedestrian Intersection Crashes by Maintenance Authority

FSI Pedestrian Intersection Crashes by Functional Class

44

Intersection Crashes by Functional Class and Maintenance Authority

The following chart shows the breakdown of FSI pedestrian crashes by functional class and maintenance authority. City and municipal highway agencies are the maintenance authority for a majority of crashes that occurred in the top four most common functional classes: principal arterials, minor arterials, local roads, and major collectors.


Walk.Bike.Ohio 39

INTERSECTION CRASHES BY FUNCTIONAL CLASS AND MAINTENANCE AUTHORITY

The following chart shows the breakdown of FSI pedestrian crashes by functional class and maintenance authority. City and municipal highway agencies are the maintenance authority for a majority of crashes that occurred in the top four most common functional classes: principal arterials, minor arterials, local roads, and major collectors.

Figure: Ohio FSI Pedestrian Intersection Crashes by Functional Class and Maintenance Authority, 2009-2018

0 200 400 600 800 1000



Interstate Route

Data Not Available

Local Roads




FSI Pedestrian Intersection Crashes: Functional Class by Maintenance Authority

Other

Private (other than Railroad)

City or Municipal Highway Agency

Town or Township Highway Agency

County Highway Agency

State Highway Agency

County, 0.5%

Town or Town-ship, 1%

County, 0.5%

Private, 0.1%

City, 0.3% County, 0.04%

City, 0.4%

County, 0.2% State, 0.04%

State, 0.3% City, 0.2%

Town or Township, 0.1%

FSI Pedestrian Intersection Crashes: Functional Class by Maintenance Authority

45

CRASH TREES

Crash trees provide a systematic approach to determining where crashes are occurring. Through crash trees, risk factors (or sets of characteristics associated with the locations where crashes are occurring) can be identified, and the results can be used to prioritize areas where countermeasures and improvements should be focused.

This section provides a series of crash trees for FSI pedestrian crashes, synthesizing multiple roadway and intersection characteristics examined in previous sections, to discern combinations of characteristics that are more commonly associated with FSI pedestrian crashes. Separate crash trees were developed for non-intersection crashes and intersection crashes. Within these categories, crashes in urban and rural settings were analyzed separately due to different characteristics of transportation networks in these areas, including roadway network density, land use, and travel patterns.12

46

Non-Intersection Crash Trees

Crash Tree Factors

The following factors were used for the non-intersection crash trees, based on common crash factors and data availability:

TierCrash Tree Factor Categories

1 Functional Class • Interstates/Highways

• Arterials• Collectors• Local• Other/

Unknown

2 Number of Lanes • <4 Lanes• ≥4 Lanes

3 Posted Speed • <40 mph• ≥40 mph

4 Injury Severity • Fatality• Injury

Urban FSI Pedestrian Crashes at Non-Intersection Locations

The crash tree for FSI urban pedestrian crashes at non-intersection locations is shown on the following page. The crash tree shows that the highest number of FSI pedestrian crashes occurred on arterials with more than 4 lanes, with posted speeds less than 40 mph. Overall, arterials were identified as a key risk factor for urban, non-intersection crashes, with 53.4% of all FSI non-intersection urban pedestrian crashes occurring along arterials.

FSI Rural Pedestrian Crashes at Non-Intersection Locations

The crash tree for FSI rural pedestrian crashes at non-intersection locations is shown on the following page. Notably, collectors with less than 4 lanes account for 34% of all FSI pedestrian crashes in this category. The highest number of FSI pedestrian crashes occurred on collectors with less than 4 lanes and a posted speed limit of 40 mph or higher.

47

* 189 urban pedestrian crashes which occurred at non-intersection locations did not indicate a specific Functional Class. These crashes are not included in this diagram.

Interstate260

< 4 Lanes5

>= 4 Lanes255

< 40 MPH2

Fatality0

Injury2

Fatality2

Injury1

Fatality32

Injury37

Fatality59

Injury127

No Fatality or Serious Injury Serious Injury Only Fatality Present

>= 40 MPH3

< 40 MPH69

>= 40 MPH186

Arterials1,533

< 4 Lanes459

>= 4 Lanes1,074

< 40 MPH398

Fatality72

Injury326

Fatality19

Injury42

Fatality170

Injury769

Fatality60

Injury75

>= 40 MPH61

< 40 MPH939

>= 40 MPH135

Collectors513

< 4 Lanes321

>= 4 Lanes192

< 40 MPH273

Fatality48

Injury225

Fatality11

Injury37

Fatality22

Injury166

Fatality0

Injury4

>= 40 MPH48

< 40 MPH188

>= 40 MPH4

Local Roads564

< 4 Lanes503

>= 4 Lanes61

< 40 MPH483

Fatality58

Injury425

Fatality6

Injury14

Fatality6

Injury55

Fatality0

Injury0

>= 40 MPH20

< 40 MPH61

>= 40 MPH0

Fatal and Serious Injury Urban Pedestrian Crashes at Non-Intersection Locations

Functional Class*

Number of Lanes

Posted Speed

Injury Severity

Interstate79

< 4 Lanes3

>= 4 Lanes76

< 40 MPH1

Fatality1

Injury0

Fatality1

Injury1

Fatality15

Injury6

Fatality23

Injury32

>= 40 MPH2

< 40 MPH21

>= 40 MPH55

Arterials192

< 4 Lanes142

>= 4 Lanes50

< 40 MPH62

Fatality24

Injury38

Fatality23

Injury57

Fatality9

Injury10

Fatality16

Injury15

>= 40 MPH80

< 40 MPH19

>= 40 MPH31

Collectors235

< 4 Lanes230

>= 4 Lanes5

< 40 MPH93

Fatality33

Injury60

Fatality50

Injury87

Fatality1

Injury1

Fatality1

Injury2

>= 40 MPH137

< 40 MPH2

>= 40 MPH3

Local Roads171

< 4 Lanes170

>= 4 Lanes1

< 40 MPH71

Fatality18

Injury53

Fatality25

Injury74

Fatality0

Injury1

Fatality0

Injury0

>= 40 MPH99

< 40 MPH1

>= 40 MPH0

Fatal and Serious Injury Rural Pedestrian Crashes at Non-Intersection Locations

Functional Class*

Number of Lanes

Posted Speed

Injury Severity

* 10 rural pedestrian crashes which occurred at non-intersection locations did not indicate a specific Functional Class. These crashes are not included in this diagram.


Fatal and Serious Injury Urban Pedestrian Crashes at Non-Intersection Locations

Fatal and Serious Injury Rural Pedestrian Crashes at Non-Intersection Locations

48

Intersection Crash Tree Diagrams

Crash Tree Factors

The following factors were used for the intersection crash trees, based on common crash factors and data availability:

Urban FSI Pedestrian Crashes at Intersections

The crash tree for urban FSI pedestrian crashes at intersection locations is shown on the following page. The crash tree shows that the highest number of FSI pedestrian crashes occurred at intersections with traffic signals with more than 4 lanes and posted speeds less than 40 mph. Notably, fatal crashes occurred on every different branch of this crash tree.

Rural FSI Pedestrian Crashes at Intersections

The crash tree for rural FSI pedestrian crashes at intersection locations is shown on the following page. The crash tree shows that highest number of FSI pedestrian crashes occurred at intersections with pavement marking control. Within this category, crashes were most common at intersections with less than 4 lanes and posted speed limits of over 40 mph. The highest number of fatalities also occurred under these conditions.

*The top three intersection controls with the highest number of pedestrian crashes at intersections are specified in the crash tree. The remaining intersection controls present for intersection crashes (e.g., stop sign control) are grouped into the “Other” category.

TierCrash Tree Factor Categories

1 Intersection Control*

• Traffic Signal• No Controls• Pavement

Markings• Other

2 Number of Lanes • <4 Lanes• ≥4 Lanes

3 Posted Speed • <40 mph• ≥40 mph

4 Injury Severity • Fatality• Injury

49

* The top 3 intersection controls with the highest number of urban pedestrian crashes at intersections are highlighted in this diagram. The remaining 13 intersection controls present for crashes of this type are grouped into the “Other” section of this diagram.

Tra�cSignal927

< 4 Lanes244

>= 4 Lanes683

< 40 MPH227

Fatality20

Injury207

Fatality4

Injury13

Fatality52

Injury577

Fatality9

Injury45


>= 40 MPH17

< 40 MPH629

>= 40 MPH54

NoControls

368

< 4 Lanes172

>= 4 Lanes196

< 40 MPH169

Fatality11

Injury158

Fatality1

Injury2

Fatality32

Injury155

Fatality2

Injury7

>= 40 MPH3

< 40 MPH187

>= 40 MPH9

PavementMarkings

326

< 4 Lanes134

>= 4 Lanes192

< 40 MPH118

Fatality14

Injury104

Fatality5

Injury11

Fatality25

Injury146

Fatality6

Injury15

>= 40 MPH16

< 40 MPH171

>= 40 MPH21

Other665

< 4 Lanes263

>= 4 Lanes402

< 40 MPH255

Fatality28

Injury227

Fatality4

Injury4

Fatality33

Injury348

Fatality4

Injury17

>= 40 MPH8

< 40 MPH381

>= 40 MPH21

Fatal and Serious Injury Urban Pedestrian Crashes at Intersections

Intersection Control*

Number of Lanes

Posted Speed

Injury Severity

* The top 3 intersection controls with the highest number of rural pedestrian crashes at intersections are highlighted in this diagram. The remaining 9 intersection controls present for crashes of this type are grouped into the “Other” section of this diagram.

PavementMarkings

39

< 4 Lanes34

>= 4 Lanes5

< 40 MPH9

Fatality1

Injury8

Fatality9

Injury16

Fatality1

Injury0

Fatality1

Injury3


>= 40 MPH25

< 40 MPH1

>= 40 MPH4

Tra�cSignal

17

< 4 Lanes11

>= 4 Lanes6

< 40 MPH6

Fatality1

Injury5

Fatality0

Injury5

Fatality0

Injury5

Fatality1

Injury0

>= 40 MPH5

< 40 MPH5

>= 40 MPH1

NoControls

11

< 4 Lanes8

>= 4 Lanes3

< 40 MPH7

Fatality1

Injury6

Fatality0

Injury1

Fatality1

Injury1

Fatality1

Injury0

>= 40 MPH1

< 40 MPH2

>= 40 MPH1

Other21

< 4 Lanes20

>= 4 Lanes1

< 40 MPH9

Fatality2

Injury7

Fatality2

Injury9

Fatality0

Injury1

Fatality0

Injury0

>= 40 MPH11

< 40 MPH1

>= 40 MPH0

Fatal and Serious Injury Rural Pedestrian Crashes at Intersections

Intersection Control*

Number of Lanes

Posted Speed

Injury Severity

Fatal and Serious Injury Urban Pedestrian Crashes at Intersections

Fatal and Serious Injury Rural Pedestrian Crashes at Intersections

50

This section builds off the understanding of high-risk facilities and areas developed in the previous section, highlighting prevailing fatal pedestrian crash topologies in Ohio and interrelatedness to risk factors.

OVERVIEW

Top Fatal Pedestrian Crash Types

From 2014-2018, the most common fatal pedestrian crash type was mid-block crossing, which accounted for about ¼ of fatal pedestrian crashes.

Crash Types by Facility Type

For fatal pedestrian crashes that did not occur at an intersection, midblock dart/dash was most common crash type, followed by walking along roadway. For fatal pedestrian crashes that occurred at an intersection, through vehicle at the intersection was the most common crash type, followed by turning vehicle at the intersection. Lastly, for fatal pedestrian crashes on freeways, secondary crash/disable vehicle was the most common crash type, followed by walking along roadway. See the Crash Typologies section on the next page for more detailed diagrams and descriptions of each of these crash types.

Top Ohio Fatal Pedestrian Crash Types, 2014-2018

Top Fatal Crash Types

Rank Pedestrian Crash Type Percentage of Fatal Pedestrian Crashes

1 Mid-block Crossing 24%

2 Walking Along Roadway 22%

3 Through Vehicle at Intersection 15%

4 Secondary Crash/Disabled Vehicle 13%

5 Turning Vehicle at Intersection 7%

51

Location of Pedestrian Fatalities: Crash Types by Facility Type (2018)


Walk.Bike.Ohio 45

CRASH TYPES BY FACILITY TYPE

For fatal pedestrian crashes that did not occur at an intersection, midblock dart/dash was most common crash type, followed by walking along roadway. For fatal pedestrian crashes that occurred at an intersection, through vehicle at the intersection was the most common crash type, followed by turning vehicle at the intersection. Lastly, for fatal pedestrian crashes on freeways, secondary crash/disable vehicle was the most common crash type, followed by walking along roadway. See the Crash Typologies section on the next page for more detailed diagrams and descriptions of each of these crash types.

Figure: Ohio Pedestrian Fatalities by Crash Type by Facility Type, 2014 - 2018

52

CRASH TYPOLOGIES

This section provides detailed diagrams of the top pedestrian crash types in Ohio.

Midblock Cross Crash Illustration Walking Along Roadway Crash Illustration

Walking Along Roadway

Walking along the roadway was the second most common fatal pedestrian crash type. In this type of crash, the pedestrian was either walking or running along the roadway and was struck from the front or behind by a vehicle. 70% of these types of crashes occurred along roadway segments without sidewalks, and 88% occurred at night. A majority occurred on 4-lane arterial roadways. Notably, 4-lane arterials were identified as the highest non-intersection crash risk in the urban settings through the crash tree analysis.

Midblock Cross

The most common fatal pedestrian crash type was midblock crossings, in which a pedestrian walked or ran into the roadway and was struck by a vehicle. 85% of these crashes occurred in urban settings, and 70% occurred on City-maintained roads, typically on facilities with speed limits over 35 mph.

53

Through Vehicle at Intersection

The third most common fatal pedestrian crash type was through vehicle at an intersection. In this type of crash, a vehicle traveling straight ahead struck a pedestrian at a signalized or unsignalized intersection. Typically, these crashes occurred at unsignalized stop-controlled intersections and intersections without crosswalks. They also primarily occurred in urban areas.

Secondary Crash/Disabled Vehicle

The fourth most common fatal pedestrian crash type was secondary crash/disabled vehicles, in which a pedestrian was struck by a passing vehicle following a previous crash or their vehicle becoming disabled. This type of crash primarily occurred on freeways.

Through Vehicle at Intersection Crash Illustration Secondary Crash/Disabled Vehicle Crash Illustration

54

Turning Vehicle At Intersection

The fifth most common fatal pedestrian crash type was when a turning vehicle struck a pedestrian at either a signalized or unsignalized intersection. Typically, these crashes occurred at signalized intersections and intersections with crosswalks. They also primarily occurred when the driver was making a left turn. This corresponds with findings from the Intersection Characteristics section of this report, which identified making a left turn as the second most common pre-crash behavior for non-pedestrians involved in FSI pedestrian crashes at either four-way or T-intersections.

Turning Vehicle at Intersection Crash Illustration

55

1. Active Transportation Plan for Ohio’s Strategic Highway Safety Plan. “2017 End-of-Year Review.” http://zerodeaths.ohio.gov/public/pdf/AT_Progress_Report_2017.pdf

2. National Safety Council. NSC tabulations of NHTSA FARS data and National Center for Statistics and Analysis. Pedestrians: 2016 data. (Traffic Safety Facts. Report No. DOT HS 812 493). Washington DC: NHTSA. Revised March 2018. https://injuryfacts.nsc.org/motor-vehicle/road-users/pedestrians/data-details/

3. Governors Highway Safety Association. “Pedestrian Traffic Fatalities by State.” https://www.ghsa.org/sites/default/files/2018-02/pedestrians18.pdf

4. Federal Highway Administration: Office of Highway Policy Information. “Highway Statistics 2017.” https://www.fhwa.dot.gov/policyinformation/statistics.cfm

5. Smart Growth America & National Complete Streets Coalition. “Dangerous By Design 2019.” January, 2019. https://smartgrowthamerica.org/resources/dangerous-by-design-2019/

6. United States Census Bureau. “QuickFact Ohio.” https://www.census.gov/quickfacts/fact/table/OH/PST045218#.

7. Ohio Department of Transportation. “Highway Safety Emphasis Areas.” http://www.dot.state.oh.us/Divisions/Planning/ProgramManagement/HighwaySafety/SHSP/Pages/EmphasisAreas.aspx


9. Ibid.

References

10. Centers for Disease Control and Prevention. “Motor Vehicle Safety: Pedestrian Safety.” Reviewed May 24, 2017. https://www.cdc.gov/motorvehiclesafety/pedestrian_safety/index.html


12. Insurance Institute for Highway Safety, Highway Loss Data Institute. “Fatality Facts 2017: Urban/Rural Comparison.” December, 2018. https://www.iihs.org/topics/fatality-statistics/detail/urban-rural-comparison

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