#02 - Cross Walk Discussion - Laserfiche WebLink

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25 Marked crosswalks on multilane roads. Nearly 70 percent of the pedestrian crosswalk crashes occurred in this subset. Comparison of the seven-category age distributions was quite similar to that of the overall samples, with the proportion of young adults being lower in the crash sample and the proportion in the 65+ age group being much higher in the crash sample (18.1 percent versus 2.2 percent. The distributions differed significantly (χ26df = 166.88, p = .001). Unmarked crosswalks on multilane roads. Only 16 pedestrian crashes occurred at unmarked crosswalks on multilane roads, 6 of which involved pedestrians 51 years old or older. A simple comparison of this age category versus younger pedestrians between the two samples yielded a significant result (χ21df = 18.48, p = .001). There were 37.5 percent of crashes involving pedestrians 51 and older in the crash sample compared with 8.1 percent of this age group in the exposure sample. The multilane marked crosswalk subset was further subdivided on the basis of traffic volume (ADT). In the subset with ADT < 15,000, there were 39 pedestrian crashes; 10 (25.6 percent) of these involved pedestrians more than 50 years old. Only 13.9 percent of the exposure sample was over 50. A one- degree-of-freedom chi-square test indicated a significant difference (χ21df = 4.51, p = .034). Lowering the ADT cutoff to 12,000 reduced the size of the crash sample to 15. The percentages of pedestrians over 50 in the two samples were essentially unchanged (26.7 percent versus 13.9 percent), but with the smaller sample size the difference was no longer significant (χ21df = 2.04, p = .1540). In summary, older pedestrians were more at risk than younger pedestrians on virtually all types of crosswalks. This difference seemed most pronounced for marked crosswalks on multilane roads with high traffic volumes (ADT above 12,000), where crash occurrence was highest. COMPARISONS OF CROSSWALK CONDITIONS Data were collected on the condition of marked crosswalks. Conditions were coded as E (excellent), G (good), F (fair), and P (poor). This variable was entered as a class variable in the model for crashes on marked crosswalks to assess its effect on crashes. The estimated effect was not statistically significant (p = .1655). Furthermore, there is no assurance that the condition of the crosswalk markings was consistent over the data collection period. Pedestrian Crash Severity on Marked and Unmarked Crosswalks Overall, crashes tended to be more severe in marked crosswalks on multilane roads, but sample sizes were too small to draw any firm conclusions in that regard. In particular, there were six fatal crashes in marked crosswalks and none in unmarked crosswalks. The fatal crashes all occurred on multilane roads with traffic volumes greater than 12,000 ADT (5 with ADT > 15,000). Crash severity distributions did not differ significantly between marked and unmarked crosswalks on two-lane roads, based on a P2-statistic comparing A or B level injury crashes with lesser or no injuries (χ21df = .268, p = .604). Similarly, on multilane roads with ADT < 12,000, the P2-statistic and p-value (χ21df = .210, p = .647) showed no significant difference. FINAL PEDESTRIAN CRASH PREDICTION MODEL Previous models shown in this report used subgroups of the 2,000 crosswalks and modeled marked and unmarked separately. A final model (which incorporates the aforementioned results) also was fitted to all 2,000 crosswalks, and it includes direct correlation or matching of marked and unmarked crosswalks. To