The number of motor vehicle crashes involving pedestrians and bicycles have recently risen, particularly for bicycle crashes. Using IDOT data collected from police crash reports, CMAP has prepared a summary of bicycle and pedestrian crash trends for the region, for each county in the region, and for the City of Chicago.
Pedestrian-Motor Vehicle Crash Summary for the Region, Counties, and Chicago, 2004-2007
Bicycle-Motor Vehicle Crash Summary for the Region, Counties, and Chicago, 2004-2007
Using IDOT data collected from police crash reports, CMAP has mapped pedestrian crashes for years 2003 and 2005-2007. CMAP has also mapped bicycle crashes for years 2005-2007. These crash maps are linked below. Maps for bicycle crashes and pedestrian crashes are provided regionwide and for the City of Chicago, where many pedestrian crashes are concentrated. Maps are also provided for severe crashes for each crash type; such crashes include "A" crashes (incapacitating crashes) and "K" crashes (fatalities).
Pedestrian Crash Maps
Region-wide Pedestrian Crash Map, with Crash Density
Region-wide Serious Pedestrian Crash Map
City of Chicago Pedestrian Crash Map, with Crash Density
City of Chicago Serious Pedestrian Crash Map
Bicycle Crash Maps
Region-wide Bicycle Crash Map, with Crash Density
Region-wide Serious Bicycle Crash Map
City of Chicago Bicycle Crash Map, with Crash Density
City of Chicago Serious Bicycle Crash Map
IDOT Bureau of Design and Environment Manual: Suggested Changes to Address Pedestrian SafetyUsing information from federal pedestrian safety workshops, consultant-provided information, safety documents, and current research, CMAP has recommended a number of changes to the Bureau of Design and Environment Manual to improve pedestrian safety on Illinois highways, for consideration by the Illinois Department of Transportation. The changes were developed in the context of the recently passed "Complete Streets" laws requiring the accommodation of non-motorized travel for most IDOT projects. These proposed changes were transmitted to IDOT over the summer of 2008.
The recommended changes to IDOT procedures, outlined in the attached documents, are focused on improving pedestrian safety. Pedestrian safety is enhanced primarily by installing sidewalks, reducing highway crossing distances, and controlling vehicle speeds. Changes to Chapter 17 of the manual, comprising the core policy for pedestrian accommodations, are shown in the form of an Adobe Acrobat document showing text markups. The changes for the remaining document sections are in the form of Adobe Acrobat document with comments; the recommended changes are in the form of comments on the original text. To view the comments/recommendations, click on the comments icon on your Adobe reader.
Chapter 17: Bicycle and Pedestrian Accommodations. In this chapter, numerous recommendations are set forth for all aspects of accommodating pedestrians. The proposed changes are focused on this chapter.
Chapter 5: Local Agency Agreements. The recommendation in this chapter relate to the implementation of the complete streets policy, ending the requirement for direct local participation in the cost of sidewalks. Rather, local participation is proposed to take place on a project basis, rather than ala carte for needed improvements.
Chapter 11: Phase I Studies. There is only one proposed change to this chapter, referencing Chapter 5.
Chapter 12: Phase I Engineering Reports. There are several proposed changes to this document. Most of the proposed changes focus on documenting project scoping procedures relative to walking, bicycling, and access for people with disabilities.
Chapter 14: Intersection Design Studies. The recommended changes in this chapter focus on the consideration of pedestrians in intersection design studies. Pedestrian crossing distances at intersections should be minimized not only to improve pedestrian safety, but to reduce the amount of "green time" allocated to the pedestrian movement. The recommendations include full documentation of the pedestrian considerations in the intersection design process.
Chapter 34: Cross Section Elements. Numerous references and clarifications were recommended to be added to this chapter, including references to additional required width and shelf width for sidepaths and bikeways. In addition, a specific crosswalk definition is proposed for this chapter.
Chapter 36: Intersections. Specific exceptions to design vehicles are suggested, allowing direct consideration of the tradeoff between high-type design and pedestrian safety. For example, documentation is suggested to show the trade-off between encroachment frequencies and lower pedestrian crossing distances, pedestrian crossing times, and traffic signal cycle lengths. Specific consideration of effective right turn radii (design allowances for turning into the left rather than the curb lane where multiple lanes exist downstream) is also recommended. Turning road design changes, providing a safer crossing to the island, are also included in the recommendations. Dual turn lanes are discourages in areas with pedestrian activity.
Chapter 37: Interchanges. There are very few changes recommended for this chapter, mostly referencing Chapter 17.
Chapter 39: Structure Planning/Geometrics. Specific barriers between traffic lanes and sidewalks or bikeways are recommended. Bikeway width minimums are recommended to be reduced to 8' (10' recommended) on structures where barriers are provided. Minimum sidewalk widths are recommended to remain at 5' with a barrier, or increased to 7' without such a barrier.
Chapter 46: Strategic Regional Arterials. Many changes are recommended for this chapter, reflecting the reality that many SRA's travel through urban and suburban neighborhoods and business districts with substantial pedestrian activity.
Chapter 48: Urban Highways and Streets. Many changes are recommended for this chapter, reflecting urban and suburban neighborhoods with substantial pedestrian activity.
Chapter 56: Highway Lighting. Reference is made to recent research in lighting strategies for safer pedestrian crossings, with recommendations for due consideration of these strategies.
Chapter 58: Special Design Elements. In this chapter, there are many recommendations. Most of the recommendations are focused on providing accessible sidwalks and crossings of the public right-of-way.
WORKSHOP: DESIGNING STREETS FOR PEDESTRIAN SAFETY
Schaumburg, Illinois, 2 Days,
Tuesday-Wednesday, June 3-4, 2008
This IDOT-sponsored workshop address pedestrian safety issues through design and engineering solutions. Instructors covered the significance of land-use, sidewalk and walkway design, signs, signals and crosswalks. Participants also took part in a field exercise of a nearby intersection. The free course was filled, with Local Agency personnel given priority when filling this class.
The course agenda included the following:
- Planning factors, including land use, street connectivity, access management, and site design.
- Sidewalk design elements that affect safety, including basic sidewalk design, width, clearances, accessibility and the need for buffers.
- Street crossing principles and countermeasures
- Intersection geometry
- Freeway interchanges
- Signalized intersections
- Roundabouts
- Transit
- "Road diets," to reduce street width without compromising highway performance
- Field trip
- Problem solving and policy changes
- Prioritizing
This workshop was taught by Fred Ranck, P.E., P.T.O.E. and Peter Rusch, P.E. Mr. Ranck is with the Federal Highway Administration's Midwest Resource Center in Olympia Fields. Mr. Ranck is a member of FHWA MUTCD Team with responsibility for Parts 2 and 5. Prior to joining FHWA, he was the City Traffic Engineer for Naperville, the Manager of Highway Traffic Safety Department for the National Safety Council, and the County Traffic Engineer for DuPage County. Mr. Rusch is formerly also with the FHWA's Midwest Resource Center, and is the former State Traffic Engineer for the State of Wisconsin.The workshop was sponsored and presented by the Illinois Department of Transportation.