CITY OF CHICAGO 2011 PEDESTRIAN CRASH ANALYSIS TECHNICAL REPORT. Chicago Department of Transportation

Transcription

1 F G 2011 P L L P hicago epartment of ransportation

2 F G 2011 P L ( ) echnical eport his document was prepared by.. Lin nternational at the direction of the hicago epartment of ransportation. he following persons were instrumental in preparing this document. hicago epartment of ransportation ivision of Project evelopment Luann amilton hris uellner Kiersten Grove.. Lin nternational Jim onsidine, P, PP tacey eekins, P ike msden, P icole ambridge ichelle rnold ana anal enter for ducation and esearch in afety on Van outen

3 ity of hicago 2011 Pedestrian rash nalysis echnical eport able of ontents ntroduction Key Findings ata and nalysis ethods Pedestrian rashes Pedestrian xposure orrelations... 5 rash nalysis verall rash tatistics ll Pedestrian rashes Pedestrian njury everity ity omparisons emographic Pedestrian ge Group otorist ge Group Pedestrian Gender otorist Gender Pedestrian ace and thnicity emporal onth ay of eek our ime Periods Geographic ards hicago ommunity reas Pedestrian xposure otorist and Pedestrian esidence i

4 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.5 orridors entral Business istrict orridors ightlife and ighttime rashes ntersections hicago ransit uthority ransit tations chools enior rashes nvironmental Light and eather umber of ravel Lanes oadway ype ntersection Geometry raffic ontrol Vehicle ype and se Behavioral it and un rashes peed otorist Physical ondition Pedestrian onspicuity Vehicle aneuvers otorist ction Pedestrian Location Pedestrian ction ppendices : llinois epartment of ransportation rash File odes, Vehicle File odes, and Person File odes B: llinois raffic afety eport 1050 : hicago ommunity rea eference ap : llinois epartment of ransportation oadway lassifications ii

5 ity of hicago 2011 Pedestrian rash nalysis echnical eport List of Figures Figure 1: rime vs. Fatal and erious njury Pedestrian rashes by hicago ommunity rea... 6 Figure 2: otal Pedestrian rashes... 8 Figure 3: rash ates per 100,000 Population... 9 Figure 4: Pedestrian Fatalities Figure 5: Pedestrian erious njuries Figure 6: Pedestrian Fatalities per 100,000 Population ( ) of op en ities by Population Figure 7: Pedestrian Fatalities per 100,000 Population ( ) of ities with imilar Population ensities Figure 8: Proportion of Pedestrian Fatalities to ll raffic Fatalities ( ) in op en ities by Population Figure 9: Proportion of Pedestrian Fatalities to ll raffic Fatalities ( ) in ities with imilar Population ensities Figure 10: ge of Pedestrian nvolved in rashes Figure 11: Fatal and erious njury Pedestrian rashes by ge Group Figure 12: Fatal and erious njury Pedestrian rashes as Percentage of ll Pedestrian rashes ( ) by ge Group Figure 13: Pedestrian rash ate per 100,000 Population ( ) by ge Group Figure 14: ge of otorist nvolved in Pedestrian rashes Figure 15: ge of otorist nvolved in Fatal and erious njury Pedestrian rashes by ear Figure 16: ates of otorists nvolved in Pedestrian rashes per 100,000 Population ( ) by ge Group Figure 17: Gender of Pedestrians nvolved in rashes Figure 18: Pedestrian rash ate per 100,000 Population ( ) by Gender and ge Group Figure 19: verage Pedestrian rashes by onth ( ) Figure 20: verage Pedestrian rashes by ay ( ) Figure 21: verage Fatal and erious njury Pedestrian rashes by ay ( ) Figure 22: verage Pedestrian rashes by our ( ) Figure 23: verage Fatal and erious njury Pedestrian rashes by our ( ) Figure 24: verage eekday and eekend rashes ( ) by ime Period Figure 25: Fatal and erious njury Pedestrian rashes by ime of ay Figure 26: Pedestrian rash ate per 10 iles of treet by oadway ype Figure 27: Vehicle se in rashes in igh rash orridors ( ) Figure 28: Percentage of it and un Pedestrian rashes ( ) Figure 29: Percentage of it and un among Fatal Pedestrian rashes ( ) Figure 30: Pedestrian rashes ( ) by Pedestrian onspicuity in ark onditions Figure 31: Vehicle aneuvers at ignalized ntersection Pedestrian rashes ( ) Figure 32: Pedestrian Location in rashes in igh rash orridors ( ) Figure 33: Pedestrian rashes ( ) by Pedestrian Location and ge Group iii

6 ity of hicago 2011 Pedestrian rash nalysis echnical eport List of aps ap 1: Fatal (K) and erious njury () Pedestrian rashes ( ) by ard ap 2: Fatal (K) and erious njury () rashes ( ) per 10 iles of treet ap 3: Fatal (K) and erious njury () Pedestrian rashes ( ) per 10,000 Population (2000) ap 4: Fatal (K) and erious njury () Pedestrian rashes ( ) per 10,000 Bus Boardings and lightings (vg. eekday 2008) ap 5: Fatal (K) and erious njury () rashes ( ) per Population alking or aking ransit to ork ( ) ap 6: op en s for Fatal (K) and erious njury () rashes ( ) by Pedestrian xposure ap 7: Fatal (K) and erious njury () Pedestrian rash Kernel ensity and igh rash orridors ( ) ap 8: Fatal (K) and erious njury () Pedestrian rashes Kernel ensity ( ) in the entral Business istrict ap 9: Kernel ensity of ighttime rashes (9:00 p.m. 3:00 a.m.) ear Businesses with Liquor Licenses ( ) ap 10: Kernel ensity of ighttime rashes (9:00 p.m. 3:00 a.m.) ear Businesses with Liquor Licenses in B ( ) ap 11: ntersections with ighest Pedestrian rash ounts ( ) ap 12: ntersections with the ighest Fatal (K) and erious njury () Pedestrian rash ounts ( ) ap 13: and etra ail Lines with Fatal (K) and erious njury () Pedestrian rashes ( ) ap 14: Fatal (K) and erious njury () Pedestrian rashes ( ) per 10,000 tation ntries (2010) ap 15: hicago Public Primary chool-elated (ges 5-14) Pedestrian rashes ( ).. 63 ap 16: Kernel ensity of ll Pedestrian rashes ( ) for Primary chool-ged outh (5-14) and Primary chools ap 17: igh chool-elated (ges 15-18) Pedestrian rashes ( ) ap 18: enior (65+) Pedestrian rashes ( ) ap 19: enior (65+) Pedestrian rashes ( ) Kernel ensity and enior esources List of ables able 1: Pedestrian njury everity by ear able 2: ge of Pedestrian nvolved in rashes by ear able 3: Fatal and erious njury Pedestrian rashes by ge Group able 4: Gender of Pedestrians nvolved in rashes able 5: Pedestrian Gender by ge Group able 6: Gender of otorists nvolved in Pedestrian rashes able 7: Pedestrian Fatalities by ace and thnicity able 8: Pedestrian rashes by onth iv

7 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 9: Fatal (K) and erious njury () rashes by onth able 10: Pedestrian rashes by ay able 11: Pedestrian rashes ( ) by ge Group and ime of ay able 12: s with the ost Pedestrians rashes able 13: op Fatal and erious njury rash ates ( ) by able 14: ankings of Fatal (K) and erious njury () rashes ( ) by Pedestrian xposure able 15: igh rash orridor ankings ( ) able 16: B igh rash orridor ankings ( ) able 17: op orridors within the entral Business istrict ( ) able 18: ntersection-elated Pedestrian rashes able 19: ntersections with ighest Pedestrian rash ounts ( ) able 20: ntersections with the ighest Fatal and erious njury rash ounts ( ) able 21: tations with op en Fatal (K) and erious njury () Pedestrian rashes ( ) per 10,000 aily ntries (2010) able 22: enior (65+) Pedestrian rashes ( ) by ard able 23: rashes by Light ondition by ear able 24: rashes by eather ondition by ear able 25: rashes by oadway onditions by ear able 26: Pedestrian rashes by umber of ravel Lanes able 27: Pedestrian rashes in igh rash orridors by umber of ravel Lanes able 28: Pedestrian rashes by oadway ype able 29: Pedestrian rashes ( ) by ge Group by oadway ype able 30: Pedestrian rashes by ntersection Legs able 31: Pedestrian rashes by ype of raffic ontrol able 32: ntersection-elated Pedestrian rashes by raffic ontrol able 33: Pedestrian rashes by Vehicle ype able 34: Pedestrian rashes by Vehicle se able : hicago ommunity reas with op it and un Pedestrian rashes ( ) able 36: ards with op it and un Pedestrian rashes ( ) able 37: Fatal (K) and erious njury () ates ( ) by verage peed able 38: otorist pparent Physical ondition able 39: otorist pparent Physical ondition in Fatal and erious njury Pedestrian rashes 86 able 40: Pedestrian rashes by Pedestrian onspicuity able 41: Pedestrian rashes by Vehicle aneuver able 42: otorist ction able 43: otorist ction in Fatal and erious njury Pedestrian rashes able 44: Pedestrian rashes by Location of Pedestrian able 45: Pedestrian Location by ntersection-elated rash ( ) able 46: Pedestrian ction Prior to rash able 47: Pedestrian ction at ignalized ntersection Pedestrian rashes v

8 ity of hicago 2011 Pedestrian rash nalysis echnical eport List of cronyms B P F G K erious njury merican ommunity urvey entral Business istrict hicago ommunity rea hicago epartment of ransportation hicago Police epartment hicago ransit uthority Fatality nalysis eporting ystem Federal ighway dministration Geographic nformation ystem llinois epartment of ransportation Fatality ational ighway raffic afety dministration vi

9 ity of hicago 2011 Pedestrian rash nalysis echnical eport ntroduction dentifying safety concerns through analyzing crash data is one of the initial steps outlined in ow to evelop a Pedestrian afety ction Plan, published by the Federal ighway dministration (F). n 2007, the niversity of orth arolina ighway afety esearch enter prepared hicago Pedestrian-otor Vehicle ollisions : rash Factors and patial nalyses ( tudy). he report identified the factors prevalent among motor vehicle crashes involving pedestrians and identified areas in the ity of hicago (hicago) where these crashes occur. his analysis builds off the previous effort with data from the five-year period of 2005 through he findings will inform the hicago epartment of ransportation () on how to focus pedestrian safety efforts in the future. he comprehensive nature of this analysis will help determine where engineering improvements may be needed, how and where enforcement could play a role, and what educational messages should be imparted and to whom. 1

10 ity of hicago 2011 Pedestrian rash nalysis echnical eport 1 K FG rends in pedestrian crashes from 2005 through 2009 Pedestrian crashes in hicago have followed a downward trend since 2001 hicago has a low pedestrian fatality rate among peer cities ho was involved in pedestrian crashes? he age group of 15 to 18-year-old pedestrians had the highest crash rate per population ore males than females were involved in crashes as pedestrians and motorists; however, more females were involved in crashes in hicago as compared to national statistics axi involvement in pedestrian crashes within the entral Business istrict (B) was 28% axi involvement in pedestrian crashes outside the B was 2% hen did the pedestrian crashes occur? From 2005 through 2009, hursdays had the most crashes 3:00 6:00 p.m. was the high crash time period, 6:00 9:00 p.m. was the second highest crash time period hat were the roadway characteristics of pedestrian crashes? 50% of fatal and serious injury crashes occurred on arterial streets, despite accounting for approximately 10% of the street miles in hicago, based on llinois epartment of ransportation roadway classification system ight out of the top twelve neighborhood high crash corridors were 4-lane roadways; all were arterials 78% of all crashes and 80% of fatal and serious crashes occurred within 125 feet of the midpoint of an intersection; 53% of all crashes were recorded as intersectionrelated on crash reports outh crashes, ages 0 to 14, were more likely to occur on local streets than other age groups (43% versus 23% overall) outh pedestrians (0 to 14) were more likely to be struck mid-block and not in a crosswalk than other age groups verall, the majority (76%) of the crashes occurred on arterial and collector roadways lder pedestrians were more likely to be struck in a crosswalk than other age groups 2

11 ity of hicago 2011 Pedestrian rash nalysis echnical eport here in hicago did the pedestrian crashes occur? band of community areas stretching from the Loop and ear orth ide community areas on the east to the ustin community area on the west contained the highest number of overall and/or fatal and serious injury pedestrian crashes he top 4 hicago ransit uthority rail stations for crash rates based on ridership were along the Green Line 79 th treet contained three of the top twenty-two intersections for overall pedestrian crashes and two of the top twelve corridors for fatal and serious injury crashes he ustin community area contained three of the top twenty-two intersections for pedestrian crashes n an examination of various factors including crime, income, race, language spoken, and alk core, the strongest correlation found was between pedestrian crashes and crime hat factors were most common in pedestrian crashes? it and run crashes account for 40% of fatal crashes in hicago versus 20% nationally; hit and run crashes account for 33% of overall pedestrian crashes in hicago Pedestrian injuries and fatalities in hit and run crashes average out to two per day. f 20 recorded actions, the most common pedestrian action at the time of a crash was crossing with a signal ; pedestrians crossing with the signal was more common in the B than outside itywide, 49% of pedestrians who were struck at signalized intersections were crossing with a signal itywide, 52% of pedestrian crashes at signalized intersections involved turning vehicles; 36% were left turns and 16% were right turns 60% of pedestrians in the central business district (B) were crossing with the signal 66% of the crashes in the B involved turning vehicles; 48% were left turns and 17% were right turns 47% of pedestrians outside the B were crossing with the signal 48% of the crashes outside the B involved turning vehicles; 32% were left turns and 16% were right turns 3

12 ity of hicago 2011 Pedestrian rash nalysis echnical eport 2 L 2.1 Pedestrian rashes rash data were provided for all traffic crashes within hicago from 2005 through 2009 by the llinois epartment of ransportation (). ll pedestrian crashes during this time period were analyzed. he data were organized into three sets of files; crash, vehicle, and person. ase numbers unique to each individual crash link these data together. he file codes for each file type are provided in ppendix. he crash files contain one record for each crash and information regarding the crash location and the general conditions of the roadway and the environment. he crash files include a field, ollision ype ode. he crashes with a type code of Pedestrian were analyzed in this study and are referred to simply as pedestrian crashes. his type code includes all collisions involving a pedestrian and a motor vehicle in which the pedestrian was the first point of contact for the vehicle. f the vehicle struck another vehicle or object first, before striking the pedestrian, the crash is not coded as a pedestrian crash. he vehicle files contain one record for each vehicle involved in crashes. hese files were joined to the set of crash files that were extracted as pedestrian crashes. he vehicle files allowed examination of characteristics such as vehicle type and vehicle use. he person files contain one record for each person involved in a crash. hese include information about the condition of the driver and pedestrian and their actions prior to the crash. For information about motorists, the person files were joined to the crash file set of pedestrian crashes. For statistics regarding pedestrians, the person files were simply analyzed for all entries coded as Personype = Pedestrian. s such, it was possible to analyze the characteristics of all pedestrians involved in a crash instead of limiting it to those pedestrians who were struck first in a crash. For this reason, the analyses dealing with pedestrian characteristics that were drawn from the person files have a higher total than those analyses using the crash files. For instance, from the crash files, 17,487 crashes were coded as pedestrian crashes during this time period; however, from the person files, it is evident that there were 18,377 pedestrians involved in those crashes. dditional data also were collected to complement the crash analysis. oadway infrastructure, traffic control, and land use data were provided by the hicago epartment of nnovation and echnology. his information was useful in providing context such as the types of streets and intersections where crashes were occurring. ensus data from the merican ommunity urvey () were also used for general statistics on the population of hicago ensus data were not available at the time of this study. tatistical analyses were performed on the crash data to identify trends in overall statistics and demographic, temporal, geographic, environmental, and behavioral factors. he information is presented throughout this report as maps, tables, and figures. 4

13 ity of hicago 2011 Pedestrian rash nalysis echnical eport ational data on pedestrian crashes were used as comparisons to the hicago data. ational pedestrian crash statistics were obtained from the ational ighway raffic afety dministration () and Fatality nalysis eporting ystem (). n addition, comparisons are provided to findings from he ew ork ity Pedestrian afety tudy & ction Plan ( tudy), which included a pedestrian crash analysis. eferences to national statistics and the tudy are made throughout this report. 2.2 Pedestrian xposure t is difficult to interpret trends in crashes as there are many variables that affect the number of crashes occurring, including the number of vehicles and pedestrians. nother variable that is related to crashes is economic activity. uring periods of recession, crashes often tend to decline while the opposite is true during periods of economic growth. ne way to address this issue is to compare crashes to traffic counts and transit use over the same period as both measures provide an indication of potential pedestrian exposure to crashes. everal attempts were made to account for pedestrian exposure in this crash analysis. Pedestrian traffic counts in the entral Business istrict (B) were provided by and public transit passenger volumes were provided by the hicago ransit uthority (). hese data offered measures of pedestrian traffic and were used as comparisons to the number of crashes occurring. ensus data also were used to determine pedestrian exposure. ata from the provided information about how hicago residents travel to work. he number of people walking or taking transit to work was used as a measure of pedestrian exposure. 2.3 orrelations everal sources of data were used to determine if pedestrian crashes correlate to various socioeconomic and environmental characteristics. sing the data, correlations were analyzed for income, race, and language spoken at home. correlation between pedestrian crashes and the walkability of a neighborhood was investigated using the neighborhoods alk cores. alk core ranks an area on a scale of 0 to 100 based on the proximity of residents to destinations such as grocery stores, schools, restaurants, transit, and other daily needs. Finally, crime statistics were compared to pedestrian crashes to determine if a correlation could be identified, using data from the hicago Police epartment (P) annual reports for 2005 through he annual reports include incidences of crime by hicago ommunity rea (). he statistics for the years 2005 through 2009 were averaged and compared to the average number of fatal and serious injury pedestrian crashes over the same time period in each. 5

14 ity of hicago 2011 Pedestrian rash nalysis echnical eport f these factors, crime was the only variable that correlated to pedestrian crashes. Figure 1 shows the correlation between crime and pedestrian crashes was very high. owever, there may be many variables responsible for this correlation. Figure 1: rime vs. Fatal and erious njury Pedestrian rashes by hicago ommunity rea ² = rime Fatal and erious njury rashes 6

15 ity of hicago 2011 Pedestrian rash nalysis echnical eport rash nalysis comprehensive crash analysis is the first step in developing countermeasures for pedestrian safety, to understand who is involved in crashes, when and where they are occurring and the associated causes. First, to provide a basic understanding of the state of pedestrian crashes in hicago, ection 3 presents the overall pedestrian crash statistics from 2005 through t also puts the crashes into context by comparing pedestrian crashes in hicago to similar cities. he remainder of this report presents an in-depth analysis of the pedestrian crashes in hicago between 2005 and 2009 by category: emographic, emporal, Geographic, nvironmental, and Behavioral. ection 4 presents the demographic analysis of the crash data and includes statistics on the age and gender of pedestrians and motorists as well as the race of pedestrians involved in crashes. ection 5 is the temporal analysis and presents information on when the crashes occurred. ection 6 provides a thorough analysis of the geographic distribution of crashes. n this section, crashes were analyzed at the neighborhood level, corridor level, and at spot locations, including intersections, transit stations, and schools. ection 7 is the environmental analysis, which includes statistics on the light and weather conditions at the time of the crashes. t also includes statistics regarding the roadway conditions, such as the number of travel lanes or type of intersection where crashes occurred. n this analysis, the roadway conditions were considered as part of the pedestrian environment. ection 8 presents the behavioral analysis. his includes information about what the motorist or pedestrian was doing at the time of the crash. For example, whether the motorist was turning or driving straight and whether the pedestrian was using a crosswalk or not. dditional analyses were conducted at select locations of high crashes and of particular types of crashes to understand them in greater detail. hese are included in ections 7 and 8. 3 VLL 3.1 ll Pedestrian rashes Between 2005 and 2009, 17,487 pedestrian crashes occurred and 18,377 pedestrians were involved in those crashes. his is a slight decrease from the period, during which 18,689 crashes occurred involving 19,600 pedestrians. 7

16 ity of hicago 2011 Pedestrian rash nalysis echnical eport n average, 3,497 pedestrian crashes occurred, involving 3,675 pedestrians, each year between 2005 and f this five-year period, the most pedestrian crashes occurred in 2006, while 2009 had the least. Figure 2 shows the total pedestrian crashes each year from 2001 to he number of crashes trended downward over the entire time period with an increase from 2005 to he number of pedestrians involved followed a similar downward trend. he number of pedestrians involved in crashes reached a high of 3,967 in 2006 and dropped to a low of 3,277 in Figure 2: otal Pedestrian rashes ,042 4,073 3,660 3,441 3,406 3,781 3,686 3,484 3,

17 ity of hicago 2011 Pedestrian rash nalysis echnical eport Figure 3 shows the number of crashes and the number of pedestrians involved in crashes with respect to the population of hicago for each year. sing estimates from the ensus Bureau 1 and accounting for population, the rate of pedestrian crashes was the lowest in 2009 at 110 per 100,000 population. t was the highest in 2006 at 1. he tudy reported a crash rate of 140 in 2001 and 122 in 2005, but did not report the rates for the intermediate years. Figure 3: rash ates per 100,000 Population Pedestrian rashes Pedestrians nvolved in rashes 1 ensus Bureau, Population stimates, ncorporated Places and inor ivil ivisions, Places over 100,000: 2000 to 2009, 9

18 ity of hicago 2011 Pedestrian rash nalysis echnical eport 3.2 Pedestrian njury everity n injury code is assigned to each individual involved in a crash to define the severity of the injury sustained, if any. he codes and definitions are provided in the llinois raffic rash eport 1050: nstruction anual for Law nforcement gencies and are presented below. he entire instruction manual is provided in ppendix B. his analysis looks closely at the K and crashes to learn details of those most serious crashes. njury ype efinition K Fatal crash in which at least one person dies within 30 days of the crash. ncapacitating njury (erious) ny injury that prevents the person from walking, driving, or normally continuing the activities he/she was capable of prior to the injury. ncludes severe lacerations, broken/distorted limbs, skull injuries, chest injuries, and abdominal injuries. B on-incapacitating njury ny injury that is evident to observers at the scene of the crash. ncludes lumps on the head, abrasions, bruises, and minor lacerations. eported, ot vident ny injury reported or claimed, which is not listed above. ncludes momentary unconsciousness, claims of injuries not evident, limping, complaints of pain, nausea, hysteria. one o indication of injury. ource: llinois raffic rash eport 1050, 2009 able 1 on the next page presents the number of pedestrian injuries by injury type. he portion of fatalities ranged from a high of 1.8% in 2005 of all pedestrians involved in crashes to a low of 1.0% in 2009, with an average of 1.4%. his is lower than the 1.8% average for 2001 through ogether, fatal and serious injury crashes accounted for 16.3% of all crashes. hroughout this report, the rate of fatal and serious injury crashes to all pedestrian crashes will be presented for specific areas examined. he citywide rate of 16.3% will be referred to as comparison. 10

19 ity of hicago 2011 Pedestrian rash nalysis echnical eport n average of 1.9% of pedestrians was reported as having no injuries. t is notable that the number of no injury crashes spiked in 2008 to 236 pedestrians, or 6.4%. he next highest reported year of no injuries was 2005 at 53. able 1: Pedestrian njury everity by ear otal Fatality % 1.2% 1.3% 1.5% 1.0% 1.4% njury , % 15.6% 13.8% 12.5% 15.3% 14.9% B njury 1,865 1,960 1,926 1,666 1,456 8, % 49.4% 49.8% 45.4% 44.4% 48.3% njury 979 1,320 1,5 1,255 1,250 6, % 33.3%.0% 34.2% 38.1% 33.5% o njury % 0.5% 0.2% 6.4% 1.0% 1.9% otal 3,592 3,967 3,870 3,670 3,277 18,376 (ear %) (19.5%) (21.6%) (21.1%) (20.0%) (17.8%) 100.0% here appears to be a general downward trend in the number of fatal and serious injury crashes over this period. he citywide pedestrian fatality rate dropped from a high of 2.5 per 100,000 population in 2005 to a low of 1.2 in his represents a large decline in the fatality rate. hen comparing these figures to the data from 2001 through 2004 for fatal crashes alone, the trend appeared to continue over the longer term, reaching an overall low in Figure 4 shows the number of pedestrian crashes that resulted in fatalities from 2001 through Figure 4: Pedestrian Fatalities

20 ity of hicago 2011 Pedestrian rash nalysis echnical eport Figure 5 shows the number of crashes that resulted in serious injury for a pedestrian from 2001 through his indicates a downward trend from 2004 through 2009 after a sharp decline from the 2001 to 2003 time period. s noted in the tudy, this decline may be a result of changes in the crash report that were instituted in new reporting system was implemented that changed the coding of several fields. Figure 5: Pedestrian erious njuries ity omparisons o gain perspective on the magnitude of pedestrian fatalities in hicago, the fatality rates of other cities with high populations and similar population densities were compared. Figure 6 on the next page shows the fatality rates per 100,000 population of hicago and the top ten cities in the, by population. f these cities, only an iego and an Jose have fatality rates lower than hicago. 12

21 ity of hicago 2011 Pedestrian rash nalysis echnical eport Figure 6: Pedestrian Fatalities per 100,000 Population ( ) of op en ities by Population 2 Phoenix allas Los ngeles Philadelphia ouston an ntonio ew ork hicago an iego an Jose any of the top ten cities by population have much different population densities than hicago and likely have lower volumes of pedestrian activity. hus, in order to compare hicago to more similar cities, pedestrian fatalities by population were compared among cities with similar population densities and similar rates of population who walk or take transit to work. Figure 7 shows cities with a population density between 7,000 and 17,000 people per square mile. hicago s density was 12,750 according to the ensus. hese cities also have similar rates of population who walk or take transit to work. 3 Figure 7: Pedestrian Fatalities per 100,000 Population ( ) of ities with imilar Population ensities ashington, an Francisco Los ngeles Baltimore Philadelphia hicago 1.77 eattle 1.46 Boston ata sources: ational ighway raffic afety dministration, ensus Bureau 3 elestrian, LL, accessed on pril 5,

22 ity of hicago 2011 Pedestrian rash nalysis echnical eport Figure 8 compares the percentage of all traffic fatalities that are pedestrians per city for the top ten cities in the by population. hese data show that hicago is in the middle of the group. Figure 8: Proportion of Pedestrian Fatalities to ll raffic Fatalities ( ) in op en ities by Population ew ork Los ngeles Philadelphia an Jose hicago Phoenix allas an iego ouston an ntonio 32.5% 31.9% 32.2% 28.1% 25.3% 24.6% 23.1% 22.9% 21.9% 51.5% Figure 9 compares the percentage of all traffic fatalities that are pedestrians for cities with similar population densities. hese data show that hicago has a lower percentage of traffic fatalities that are pedestrians than all of the comparable cities. Figure 9: Proportion of Pedestrian Fatalities to ll raffic Fatalities ( ) in ities with imilar Population ensities an Francisco 47.8% ashington, 39.1% Baltimore Los ngeles Boston Philadelphia eattle hicago 33.6% 32.6% 32.5% 31.6% 28.4% 28.2% t can be concluded from this that, relatively speaking, hicago has a safe pedestrian environment given the volume of traffic. 14

23 ity of hicago 2011 Pedestrian rash nalysis echnical eport 4 GP demographic analysis was conducted to better understand who was involved in pedestrian crashes, both as pedestrians and as motorists. he age, gender and race of pedestrians and motorists involved in all crashes and fatal and serious injury crashes were considered. hese were compared to the tudy and trends were identified, where applicable. 4.1 Pedestrian ge Group Pedestrian crashes were broken down by age groups to determine if certain groups are overrepresented in crashes or certain types of crashes. his breakdown aligns with groups that could be targeted for focused education, enforcement or related activities. he age groups considered are as follows: 0-4: Pre-school aged youth 5-14: Primary school aged youth 15-18: igh school aged youth 19-29: dults 30-59: dults 60-64: dults 65+: eniors 15

24 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 2 shows the number of pedestrians involved in crashes for each age group and Figure 10 presents a graph of these data, showing the trend over time. able 2: ge of Pedestrian nvolved in rashes by ear otal % 2.8% 2.5% 2.2% 2.2% 2.4% , % 17.0% 17.1% 14.0% 13.7% 15.9% , % 8.4% 8.0% 7.4% 7.6% 8.2% , % 18.7% 20.0% 21.0% 21.1% 19.6% ,313 1,509 1,429 1,432 1,261 6, % 38.0% 36.9% 39.0% 38.5% 37.8% % 2.6% 3.2% 3.3% 3.5% 3.1% , % 6.6% 6.3% 6.7% 8.5% 6.9% nknown , % 5.8% 6.1% 6.4% 5.0% 6.2% otal 3,592 3,967 3,870 3,670 3,277 18,376 (ear %) (19.5%) (21.6%) (21.1%) (20.0%) (17.8%) 100.0% hese data show a declining trend in the number of pedestrian crashes in the 5-14 age group and the age group over the five-year period. he number of crashes involving other age groups appears relatively constant over this period. Figure 10: ge of Pedestrian nvolved in rashes

25 ity of hicago 2011 Pedestrian rash nalysis echnical eport pronounced decline in fatal and serious injury crashes is evident among the age group over the time period. mong the age groups 5-14 and 15-18, declines similar to those observed with overall crashes are evident. he 65+ age group shows a gradual decrease in fatal and serious injury crashes through 2008, followed by an uptick in hese results are presented in able 3 and displayed in Figure 11. able 3: Fatal and erious njury Pedestrian rashes by ge Group otal % 3.1% 2.6% 2.3% 1.5% 2.3% % 16.3% 13.9% 13.8% 13.6% 14.5% % 7.9% 8.9% 6.8% 5.8% 7.7% % 16.2% 18.2% 20.9% 20.1% 17.6% , % 38.3% 39.2% 42.3% 39.1% 39.7% % 3.4% 3.6% 2.7% 3.4% 3.5% % 9.9% 9.1% 7.6% 12.3% 9.5% nknown % 4.8% 4.5% 3.5% 4.3% 5.2% otal ,995 (ear %) (23.2%) (22.3%) (19.4%) (17.1%) (17.9%) 100.0% Figure 11: Fatal and erious njury Pedestrian rashes by ge Group

26 ity of hicago 2011 Pedestrian rash nalysis echnical eport f note is the percentage of fatal and serious injury crashes involving seniors. Between 2005 and 2009, seniors were involved in 9.5% of the fatal and serious injury crashes but only 6.2% of overall crashes. f the 1,269 crashes involving seniors, 49 (4.0%) resulted in fatalities and 231 (18.2%) in serious injuries. For comparison, the percentages of fatalities and serious injuries for all age groups combined were 1.4% and 14.9%, respectively. Figure 12 shows the percentage of fatal and serious injury to all pedestrian crashes by age group. he rates increase from age 30 up. Figure 12: Fatal and erious njury Pedestrian rashes as Percentage of ll Pedestrian rashes ( ) by ge Group 25.0% 22.5% 20.0% 15.0% 15.9% 14.8% 15.3% 14.6% 17.1% 18.5% 10.0% 5.0% 0.0% he higher proportion of fatal and serious injury crashes among seniors was likely related to their higher physical fragility relative to the overall population. lder pedestrians have a much greater risk of dying than younger pedestrians in a crash of similar severity. tudies have found that a 79-year old man is 3.2 times as likely to die as a 32-year old man in a crash of the same severity. similar relationship holds among females 4,5. 4 enary B, varsson J, randall J. he nfluence of ge on the orbidity and ortality of Pedestrian Victims. raffic njury Prevention, 2006, 7(2): vans, Leonard, raffic afety, Bloomfield ills, : cience erving ociety, B

27 ity of hicago 2011 Pedestrian rash nalysis echnical eport hen accounting for the population of each age group in hicago, the age group had a significantly higher crash rate than the remaining age groups at per 100,000 population. his was followed by the 5-14 age group at he lowest crash rate was among the 0-4 age group with 40.0 and the second to lowest was among seniors (65+) at he crash rates for age groups 19-29, 30-59, and decreased steadily from to he peak of fatal and serious injury crashes also occurred among the age group. Figure 13 shows these results. Figure 13: Pedestrian rash ate per 100,000 Population ( ) by ge Group ll rashes K& rashes otorist ge Group rashes also were broken down by driver age group to better understand driver involvement. he motorist age groups considered are as follows: 16-18: ewly licensed drivers (some on graduated license) 19-24: oung drivers 25-44: oung middle age drivers 45-64: lder middle age drivers 65+: enior drivers Figure 14 shows the total number of pedestrian crashes involving motorists in each age group. nformation on the number of licensed drivers living in hicago was not available to provide comparisons. t is difficult to draw clear conclusions about relative driver involvement in pedestrian crashes by age group without having access to exposure data for the amount of driving 19

28 ity of hicago 2011 Pedestrian rash nalysis echnical eport by each group. owever, these data show that the age group was involved in more crashes than the age group. Figure 14: ge of otorist nvolved in Pedestrian rashes Figure 15 shows the motorist involvement, by age group, in fatal and serious injury pedestrian crashes by year. hese data show a marked decline in the year age group over the 5-year period. Figure 15: ge of otorist nvolved in Fatal and erious njury Pedestrian rashes by ear hen factoring for the population in each age group, the 19-24, 25-44, and age groups have similar pedestrian crash rates in both overall and fatal and serious injury crashes. Figure 16 shows motorist age group crash rates by population within hicago. he age group has the highest rate for fatal and serious injury pedestrian crashes of all age groups. he low 20

29 ity of hicago 2011 Pedestrian rash nalysis echnical eport rate for the and 65+ age groups is likely related to lower driving rates. ther factors that may be responsible for the lower proportion in the group are that many drivers in this age group have probationary licenses which restrict driving conditions and the lower income coupled with the higher insurance rates for this age group make it more costly to own and operate a car. n the case of senior drivers (65+) there is evidence that they drive less overall, and particularly during hours of high traffic volumes when crashes are more likely to occur. Figure 16: ates of otorists nvolved in Pedestrian rashes per 100,000 Population ( ) by ge Group ll rashes K& rashes he crashes involving younger motorists were more likely to result in fatalities and serious injuries. he rates of fatal and serious injury crashes to all crashes were highest among the and age groups at 19.3% and 19.9%, respectively. he same rate for motorists aged 25 through 64 was 17.7% and the 65+ age group was 17.4%. 21

30 ity of hicago 2011 Pedestrian rash nalysis echnical eport 4.3 Pedestrian Gender ale pedestrians were involved in more crashes and more fatal and serious injury crashes than females, despite accounting for less of the population as a whole. ver the five-year period, 52% of the pedestrians involved in crashes were male, despite making up only 48% of the population of hicago. f the fatal and serious injuries, 54% were male. owever, a higher proportion of crashes involved females in hicago, at 45%, than nationally, where roughly 31% of the pedestrians involved in crashes are female. 6 he hicago data is displayed in able 4. able 4: Gender of Pedestrians nvolved in rashes otal ll rashes ale 1,7 2,163 2,042 1,957 1,724 9, % 54.5% 52.8% 53.3% 52.6% 52.4% Female 1,459 1,792 1,800 1,690 1,542 8, % 45.2% 46.5% 46.0% 47.1% 45.1% nknown % 0.3% 0.7% 0.6% 0.3% 2.6% otal 3,592 3,967 3,870 3,670 3,277 18,376 (ear %) (19.5%) (21.6%) (21.1%) (20.0%) (17.8%) 100.0% Fatal and erious njury rashes ale , % 57.0% 53.6% 57.9% 55.1% 54.8% Female , % 43.0% 46.2% 42.1% 44.9% 42.6% nknown % 0.0% 0.2% 0.0% 0.0% 2.6% otal ,995 (ear %) (23.2%) (22.3%) (19.4%) (17.1%) (17.9%) 100.0% he tudy found that the proportion of crashes involving males had decreased over the five-year period. his trend has continued through he data presented here includes all pedestrians involved in crashes, whereas the data from the tudy includes only crashes that were coded as pedestrian crashes. hus, the previous study only includes the pedestrians who were first struck by an automobile. For this reason, the results vary slightly for 2005 and are not directly comparable. owever, the trend remained consistent. 6 ational ighway raffic afety dministration, ational Pedestrian rash eport, epartment of ransportation, June

31 ity of hicago 2011 Pedestrian rash nalysis echnical eport Both data sets show that gender was recorded as unknown or not recorded in roughly 11% of the crashes in n all other years, the percentage of unknown crashes was extremely low or negligible. Figure 17 shows this data graphically. Figure 17: Gender of Pedestrians nvolved in rashes 100% 90% 80% 70% 60% 50% 40% 30% 20% nknown Female ale 10% 0% ll rashes K& rashes ll rashes K& rashes ll rashes K& rashes ll rashes K& rashes ll rashes K& rashes Looking at pedestrian gender in greater detail reveals that females were involved in more crashes than males in the 15-18, 19-29, and 65+ age groups (see able 5). hese data differ from findings in the tudy, where males were more involved in serious and fatal pedestrian crashes than females for all age groups. able 5: Pedestrian Gender by ge Group nknown otal ales 285 1, ,700 3, , % 59.6% 48.5% 47.2% 53.9% 49.6% 47.8% 46.8% 52.4% Females 142 1, ,849 3, , % 38.5% 50.0% 51.4% 44.9% 48.7% 50.3% 33.5% 45.1% nknown /issing 1.6% 1.8% 1.5% 1.4% 1.2% 1.8% 1.9% 19.7% 2.6% otal 434 2,923 1,503 3,598 6, ,265 1,136 18,366 23

32 ity of hicago 2011 Pedestrian rash nalysis echnical eport Figure 18 shows these data normalized for population by gender in each age group. ven when accounting for the breakdown in population, female involvement in crashes surpassed male involvement in crashes in the and age groups. t is also evident from this graph that the biggest discrepancy between genders occurred in the 5-14 age group. Figure 18: Pedestrian rash ate per 100,000 Population ( ) by Gender and ge Group ales Females

33 ity of hicago 2011 Pedestrian rash nalysis echnical eport 4.4 otorist Gender imilar to the results for pedestrian gender, male drivers were more likely to be involved in pedestrian crashes than female drivers. onsidering all pedestrian crashes, 46% of drivers were male, 26% were female, and 28% were unknown. Focusing on fatal and serious injury crashes only, 48% of drivers were male, 27% were female, and 25% were unknown. he ratios remained fairly consistent throughout the five-year period. hese data are shown in able 6. able 6: Gender of otorists nvolved in Pedestrian rashes otal ll rashes ale 1,531 1,769 1,728 1,564 1,458 8, % 46.6% 46.8% 44.6% 46.4% 45.8% Female , % 25.8% 25.9% 26.0% 26.6% 25.8% nknown 1,044 1,050 1,011 1, , % 27.6% 27.4% 29.4% 27.1% 28.4% otal 3,4 3,799 3,696 3,506 3,145 17,581 (ear %) (19.5%) (21.6%) (21.0%) (19.9%) (17.9%) 100.0% Fatal and erious njury rashes ale , % 43.9% 49.2% 50.7% 50.7% 48.3% Female % 29.1% 26.6% 26.9% 27.0% 26.8% nknown % 27.0% 24.2% 22.4% 22.3% 24.9% otal ,938 (ear %) (23.1%) (22.4%) (19.4%) (17.2%) (17.9%) 100.0% mong the known cases, males are involved in 63.9% of the crashes and females 36.1%. his is similar to what was found in the tudy, in which 65.6% of the crashes involved male drivers. gain, the difference between male and female driver involvement is less in hicago than nationally. owever, national statistics report fewer in the unknown category. ationally, 65% of drivers involved in fatal pedestrian crashes were male, 25% were female, and 10% were unknown (as compared to 25% in hicago.) 7 mong drivers, the unknown gender was likely due to hit and run crashes. n average of 33% of pedestrian crashes were hit and runs over this five-year period. hile this is higher than the percentage of unknown driver genders, some hit and run driver genders are presumably recorded through witness accounts of the crash or because the driver is eventually found. it and run crashes are examined in more detail in ection ational ighway raffic afety dministration, ational Pedestrian rash eport, epartment of ransportation, June

34 ity of hicago 2011 Pedestrian rash nalysis echnical eport 4.5 Pedestrian ace and thnicity he llinois raffic rash eport 1050 does not include fields to report information on the race of people involved in crashes. herefore, information on race and ethnicity was collected for fatal crashes only from, which is a national database of traffic-related fatalities. is maintained by. data include information obtained from death certificates of those involved in crashes. able 7 shows these results along with the breakdown by race and ispanic origin of the population of hicago, for comparison. hese data include an anomaly of pedestrians of unknown race in 2008, at almost 93% of the fatalities. hus, the overall breakdown may be biased due to the large number of unknowns in Please note that the category ispanic includes all people who identified as ispanic, regardless of race, i.e. a pedestrian who identified as white and ispanic is included in the total count under ispanic and not under white. n 2009, for instance, 18 of the pedestrian fatalities were white. owever, 7 of those identified as ispanic. n additional 2 pedestrian fatalities were of ispanic origin that year. able 7: Pedestrian Fatalities by ace and thnicity otal % of hicago Population 8 hite lone, ot ispanic or Latino 28.8% 47.9% 14.0% 3.6% 32.4% 24.4% 32.5% Black or frican merican lone 37.9% 31.3% 42.0% 1.8% 29.4% 28.3% 33.8% ispanic or Latino 24.2% 16.7% 30.0% 0.0% 26.5% 18.9% 27.4% sian lone % 4.2% 2.0% 1.8% 5.9% 3.1% 4.9% nknown % 0.0% 12.0% 92.9% 5.9% 25.2% otal xcluding the values for 2008, the race breakdown changes slightly. People who identified as white accounted for 30.3%, blacks accounted for.9%, ispanics accounted for 24.2%, and sians accounted for 3.2% of pedestrian fatalities. his indicates that only Blacks were overrepresented in fatal crashes, compared to their population proportion. o trends in increasing or decreasing pedestrian fatalities are evident among these data. 8 ensus, merican ommunity urvey 26

35 ity of hicago 2011 Pedestrian rash nalysis echnical eport 5 PL escriptive analyses were performed to understand when the pedestrian crashes occurred. hese analyses included crashes per month, day, and hour and compared overall crashes to fatal and serious injury crashes. he results were also compared to the tudy. 5.1 onth he pedestrian crash distribution by month is presented in Figure 19 and able 8 on the next page. hese data show a relatively flat distribution with the lowest number of crashes occurring in February, when the average over the five years was 251 pedestrian crashes and the highest number of crashes occurring in June, with an average of 324. he tudy also showed February having the lowest number of crashes and showed June and July as the highest crash months. Figure 19: verage Pedestrian rashes by onth ( )

36 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 8: Pedestrian rashes by onth otal January , % 7.9% 9.7% 10.7% 7.1% 8.3% February , % 6.3% 6.6% 7.9% 8.9% 7.2% arch ,3 7.2% 8.0% 8.2% 7.6% 7.7% 7.7% pril , % 8.0% 6.9% 8.1% 8.1% 7.7% ay , % 9.6% 8.7% 9.0% 9.4% 8.9% June , % 9.1% 9.7% 9.2% 9.0% 9.3% July , % 9.3% 8.8% 8.8% 8.5% 8.7% ugust , % 8.4% 8.4% 7.6% 8.1% 8.2% eptember , % 8.4% 8.7% 8.4% 7.9% 8.7% ctober , % 9.9% 8.9% 8.1% 8.9% 9.1% ovember , % 8.0% 7.7% 7.0% 7.4% 7.7% ecember , % 7.9% 8.4% 7.8% 8.4% 8.6% otal 3,406 3,781 3,686 3,484 3,130 17,487 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% 28

37 ity of hicago 2011 Pedestrian rash nalysis echnical eport he data for fatal and serious injury crashes by month (see able 9) shows an even flatter distribution than the overall crashes. ere, the high month was ay and the low month was arch. able 9: Fatal (K) and erious njury () rashes by onth otal January % 8.0% 7.0% 7.2% 6.4% 7.9% February % 6.6% 8.0% 8.3% 9.7% 7.9% arch % 8.0% 7.6% 9.9% 7.4% 7.8% pril % 8.4% 6.5% 11.5% 8.7% 8.6% ay % 10.4% 9.6% 7.5% 9.3% 9.0% June % 8.7% 9.2% 9.9% 9.9% 8.9% July % 8.9% 8.7% 7.3% 9.3% 8.8% ugust % 7.5% 8.3% 8.7% 6.6% 8.0% eptember % 9.0% 9.0% 6.7% 7.8% 8.2% ctober % 10.4% 9.4% 6.7% 8.3% 8.9% ovember % 7.5% 6.7% 8.1% 7.6% 8.0% ecember % 6.3% 8.7% 6.0% 7.2% 8.0% otal ,901 (ear %) (23.1%) (22.5%) (19.5%) (17.1%) (17.8%) 100.0% 29

38 ity of hicago 2011 Pedestrian rash nalysis echnical eport 5.2 ay of eek he distribution of crashes over the days of the week shows a drop in crashes for Friday and aturday (Figure 20, able 10). From 2005 through 2009, hursday saw the most crashes of the week. his is a significant difference from the study that found Friday to have the most pedestrian crashes. Figure 20: verage Pedestrian rashes by ay ( ) able 10: Pedestrian rashes by ay otal unday , % 15.1% 13.6% 13.7% 12.9% 14.0% onday , % 14.7% 14.7% 14.6% 17.5% 15.1% uesday , % 14.7% 16.2% 15.7% 14.2% 15.0% ednesday , % 13.9% 15.5% 15.8% 15.5% 15.1% hursday , % 17.2% 15.9% 16.8% 15.7% 16.6% Friday , % 13.4% 13.4% 13.4% 13.3% 13.4% aturday , % 11.0% 10.6% 10.2% 11.1% 10.8% otal 3,406 3,781 3,686 3,484 3,130 17,487 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% 30

39 ity of hicago 2011 Pedestrian rash nalysis echnical eport he fatal and serious injury crash data also revealed a spike on hursdays (see Figure 21), however, the decline on Fridays and aturdays was less pronounced than it was for overall crashes. Friday accounted for 13% of the crashes and aturday for 10%. his differs from national statistics, which show that 17% and 18% of pedestrian fatalities occur on Fridays and aturdays, respectively. Figure 21: verage Fatal and erious njury Pedestrian rashes by ay ( ) unday onday uesday edneday hursday Friday aturday 5.3 our Figure 22 shows total crashes plotted by time of day. he results closely match the results from the tudy. hey also match the results from the tudy. Figure 22: verage Pedestrian rashes by our ( ) :00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 P 1:00 P 2:00 P 3:00 P 4:00 P 5:00 P 6:00 P 7:00 P 8:00 P 9:00 P 10:00 P 11:00 P 31

40 ity of hicago 2011 Pedestrian rash nalysis echnical eport Figure 23 shows the fatal and serious injury crashes plotted by time of day. he patterns of fatal and serious injury crashes by hour were similar to those of all crashes. Figure 23: verage Fatal and erious njury Pedestrian rashes by our ( ) ime Periods Figure 24 shows the pedestrian crash distribution across time periods for weekdays versus weekends as percentages of crashes during all time periods on those days. Both weekdays and weekends followed a similar pattern, with a peak during the 3:00 p.m. to 6:00 p.m. time period. eekends experienced a larger percentage of crashes during the midnight to 3:00 a.m. time period than weekdays. Figure 24: verage eekday and eekend rashes ( ) by ime Period 30.0% 25.0% 24.7% 23.7% 20.0% 15.0% 10.0% 5.0% 4.3% 11.6% 11.8% 8.7% 6.9% 4.2% 2.3% 16.4% 10.9% 15.9% 19.1% 19.6% 9.7% 10.0% eekday weekend 0.0% idnight - 3 am 3am - 6am 6am - 9am 9am - noon noon - 3pm 3pm - 6pm 6pm-9pm 9pm - midnight 32

41 ity of hicago 2011 Pedestrian rash nalysis echnical eport Figure 25 shows the proportion of fatal and serious injury crashes that occurred during daylight conditions versus nighttime. ighttime crashes were considered those coded as darkness or darkness, lighted road for light condition. hese data show that the proportion of nighttime crashes has decreased since hey reached a low in 2008 at roughly 16% of the fatal and serious injury crashes. rashes increased again in 2009, but remained well below the level in Figure 25: Fatal and erious njury Pedestrian rashes by ime of ay 100% 90% 80% 70% 60% 50% 75.90% 80.75% 80.88% 84.05% 81.24% aylight 40% ighttime 30% 20% 10% 24.10% 19.25% 19.12% 15.95% 18.76% 0%

42 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 11 shows the pedestrian crashes for each age group by the time of day. he 3:00 p.m. to 6:00 p.m. time period saw the largest share of crashes for every age group except seniors. owever, almost 40% of the crashes among the 5-14 age group occurred during this time period, as compared to roughly 26% overall. hese results are very similar to what was found in the tudy. eniors were more likely to be struck mid-day, between 9:00 a.m. and 3:00 p.m., than any other age group. his is likely due to higher rates of senior pedestrian activity during these times as compared to other age groups. heir crash involvement significantly dropped off in the nighttime and early morning hours. n the other hand, ten percent of the crashes among year olds occurred between midnight and 3:00 a.m. his was double the percentage of crashes for all age groups combined during this time period. able 11: Pedestrian rashes ( ) by ge Group and ime of ay nknown verall am-3am 1.1% 1.0% 5.0% 10.1% 5.8% 2.1% 1.6% 5.2% 5.2% am-6am 0.0% 0.3% 1.5% 5.6% 3.8% 1.9% 0.8% 1.9% 2.9% ,891 6am-9am 3.4% 10.3% 14.9% 10.0% 12.1% 13.6% 10.6% 9.4% 11.2% ,028 9am-12pm 9.0% 5.2% 7.6% 11.4% 14.2% 18.0% 22.9% 9.9% 12.0% , ,841 12pm-3pm 18.3% 14.4% 14.3% 14.9% 17.7% 17.1% 25.4% 16.6% 16.8% 118 1, , ,374 3pm-6pm 31.3% 39.4% 29.0% 20.7% 21.3% 25.9% 22.0% 32.9% 25.9% , ,9 6pm-9pm 33.7% 26.9% 21.2% 18.8% 18.1% 16.7% 13.9% 17.8% 19.9% ,024 9pm-12am 3.2% 2.6% 6.7% 8.5% 7.0% 4.6% 2.9% 6.2% 6.1% otal 377 2,714 1,3 3,264 6, ,198 1,105 16,891 6 GGP Geographic analyses visually display where the crashes occurred. hese analyses were conducted on several levels: aldermanic wards, s, corridors, intersections, transit stations, schools and senior resource locations. his section also examines pedestrian exposure in an attempt to identify s, Loop corridors and transit stations where a disproportionate number of pedestrian crashes occurred. 34

43 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.1 ards hicago s political system is made up of fifty aldermanic wards. Fatal and serious injury pedestrian crashes were tallied and compared for all wards. ap 1 on the following page shows the frequency of fatal and serious injury pedestrian crashes by ward. he 42 nd ard had the highest number over the five-year period with 199. he tudy of pedestrian crashes looked at all crashes by ward for the years 2003 and he results of that study also showed the 42 nd ard as having the highest number of crashes. he 42 nd ard includes portions of the Loop and ear orth ide community areas, which have high levels of pedestrian activity compared to other neighborhoods. hus, it is not surprising that it also had the highest number of crashes. his analysis only reveals the total number of crashes and does not account for pedestrian exposure. Pedestrian exposure is discussed in ection 6.3.

44 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 1: Fatal (K) and erious njury () Pedestrian rashes ( ) by ard 36

45 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.2 hicago ommunity reas Further analyses of the pedestrian crashes at the neighborhood level were conducted by s in lieu of wards for several reasons. he s divide the city into 77 areas that have remained constant since 1980, which are tied to commonly referenced neighborhoods. 9 he boundaries are more consistent over time while ward boundaries are redrawn after each ecennial ensus. n addition, the boundaries have been adopted by the ensus, which enables analysis using a variety of demographic data such as population, race, and income. he same level of detail is not available by ward. he level of pedestrian crashes occurring in each was considered in several different ways. First, the total number of pedestrian crashes and the total number of fatal and serious injury pedestrian crashes were considered for each. able 12 lists the top ten s with the most pedestrian crashes over the time period. able 12: s with the ost Pedestrians rashes ommunity rea otal rashes otal K& rashes 8 ear orth ide 1, Loop ustin ear est ide est own Lake View Logan quare Belmont ragin hicago Lawn uburn Gresham umboldt Park nglewood he s with the most pedestrian crashes and the most fatal and serious injury crashes are concentrated in central hicago with two, hicago Lawn and uburn Gresham on the southwest side. n fact, the s with the most fatal and serious injury crashes form an east-west band across central hicago from the Loop and ear orth ide on the east to ustin on the west, with the exception of uburn Gresham. 9 ncyclopedia of hicago ccessed pril 25,

46 ity of hicago 2011 Pedestrian rash nalysis echnical eport he rates of fatal and serious injury crashes to all crashes also were considered by. able 13 lists the s where fatal and serious injury crashes comprised over 25% of all pedestrian crashes. he percentage citywide was 16.3%. able 13: op Fatal and erious njury rash ates ( ) by ommunity rea otal rashes K& rashes K&/otal rashes 17 unning % 52 ast ide % 46 outh hicago % 37 Fuller Park % 9 dison Park % 11 Jefferson Park % 47 Burnside % he number of crashes in each was also compared to the total length of street, in miles. his was done in order to account for the varying sizes of the s. ap 2 shows the fatal and serious injury pedestrian crashes normalized by the total length of street. n this analysis, the Loop and ear orth ide community areas rise to the top of the list, similar to the crash analysis by ward. 38

47 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 2: Fatal (K) and erious njury () rashes ( ) per 10 iles of treet 39

48 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.3 Pedestrian xposure itywide data on pedestrian levels of activity do not exist. o account for pedestrian exposure and identify geographic areas where a disproportionate number of crashes occurred, several surrogate means of quantifying pedestrian exposure were used. he numbers of crashes were then compared to pedestrian exposure by. urrogate exposure measures included: esidents (ap 3) Bus Boardings and lightings (ap 4) Population alking or aking ransit to ork (ap 5) n area resulting in a high density of crashes means that there were a high number of crashes occurring there in relationship to the level of exposure. Fatal and serious injury pedestrian crashes were used for these analyses. 40

49 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 3: Fatal (K) and erious njury () Pedestrian rashes ( ) per 10,000 Population (2000) 41

50 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 4 displays the crash density of fatal and serious injury crashes based on the bus boarding and alighting totals. ap 4: Fatal (K) and erious njury () Pedestrian rashes ( ) per 10,000 Bus Boardings and lightings (vg. eekday 2008) 42

51 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 5: Fatal (K) and erious njury () rashes ( ) per Population alking or aking ransit to ork ( ) he results from these analyses were combined to identify s with a relatively high density of crashes. ach was assigned a relative ranking for each exposure measure by dividing the crash density value of that by the highest value in that category. he three relative rankings 43

52 ity of hicago 2011 Pedestrian rash nalysis echnical eport were then added and ranked to obtain the top ten rankings. hese results are listed in able 14 and displayed in ap 6 on the following page. able 14: ankings of Fatal (K) and erious njury () rashes ( ) by Pedestrian xposure ommunity rea otal K& rashes Population elative ankings Bus idership Journey to ork um of xposure ankings 52 ast ide Loop est Pullman are Fuller Park orth Lawndale ast Garfield Park est Garfield Park nglewood dison Park

53 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 6: op en s for Fatal (K) and erious njury () rashes ( ) by Pedestrian xposure 45

54 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.4 otorist and Pedestrian esidence ata locating the residence of motorists and pedestrians involved in pedestrian crashes between 2005 and 2009 was provided by. he ten community areas where the most motorists lived were as follows: 1. ustin 2. hicago Lawn 3. outh hore 4. uburn Gresham 5. Belmont ragin 6. est nglewood 7. umboldt Park 8. est own 9. est idge 10. Logan quare he top ten s of pedestrian residence was a similar list with only two community areas being different. ear orth ide and Lake View were included among the top ten s for pedestrian residence whereas outh hore and est idge were not. everal of these s mimic those with the most overall as well as fatal and serious injury crashes, as listed in able 12 above. 6.5 orridors For this study, a high crash corridor was defined as a continuous roadway, between one and two miles in length, containing a high crash density or two or more high crash intersections. ue to the varying environment of hicago s roadways and neighborhoods, a maximum length of two miles was used in an attempt to ensure the corridors maintained similar roadway and land use characteristics throughout. Kernel density and intersection crash maps were compared to identify the high crash corridors. he kernel density is developed by dividing the crash density in the vicinity of each individual crash point, defined by a specified search radius, by the density of the entire study area. his results in areas of high crash densities being highlighted, making it visually apparent where the crashes are concentrated. hese maps were created using a search radius of ½-mile around each crash. Locations with a higher crash density are displayed in red, while locations with the lowest crash density are displayed in dark blue. he kernel density map for fatal and serious injury crashes (ap 7) was the primary map used for this analysis, as it produced the most defined corridors. Kernel density maps displaying all pedestrian crashes and fatal pedestrian crashes only were also compared to this map to ensure all high crash corridors were included. Proximate intersections with high crashes also were considered in the determination of high crash corridors. welve high crash corridors were identified using this methodology. ogether, these corridors account for 6.7% of all fatal and serious injury crashes during the five-year period. 46

55 ity of hicago 2011 Pedestrian rash nalysis echnical eport he corridors were ranked using a weighted crash index by mile (able 15.) he total pedestrian crashes per mile were multiplied by the fatal and serious injury pedestrian crashes per mile. he product was then divided by 100 to yield a crash index. he index is thus weighted to give a higher prominence to the fatal and serious injury crashes. able 15: igh rash orridor ankings ( ) ank treet From o rash ndex 1 79th King tony sland icero arrison hicago rd alifornia shland estern 71st 63rd th ggleston King Fullerton entral icero th shland alsted adison entral Pulaski orth Kostner Kedzie hicago Keeler Kedzie evon acramento Leavitt Broadway ontrose Balmoral 6.79 lthough the Loop community area had the highest crash density and multiple high crash intersections, it was not included in the high crash corridors. Given the large number, the Loop crashes were analyzed separately in ection

56 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 7: Fatal (K) and erious njury () Pedestrian rash Kernel ensity and igh rash orridors ( ) 6.6 entral Business istrict orridors he kernel density analysis described above revealed the entire Loop and ear orth community areas as high density crash areas. herefore, a second kernel density analysis was conducted of the B, bounded roughly by ivision treet on the north, oosevelt oad on the south, 48

57 ity of hicago 2011 Pedestrian rash nalysis echnical eport alsted treet on the west, and Lake ichigan on the east. hese limits were selected in lieu of the boundaries in order to focus on the core downtown area. his analysis used a search radius of 1/16-mile. he results are displayed in ap 8. ap 8: Fatal (K) and erious njury () Pedestrian rashes Kernel ensity ( ) in the entral Business istrict Five high crash corridors were identified within the B. hese corridors account for 19.5% of all fatal and serious injury crashes within the B during the five-year study period. 49

58 ity of hicago 2011 Pedestrian rash nalysis echnical eport he corridors were ranked using the same weighted crash density by mile as was used in the citywide corridor analysis. able 16 shows these rankings. able 16: B igh rash orridor ankings ( ) ank treet From o rash ndex 1 earborn hio uron Jackson lark abash ichigan hicago ak olumbus/fairbanks ater ntario anal Jackson ashington Pedestrian counts were available for this area from he crashes in these corridors were compared to the average number of pedestrians on one side of one block within the corridor. he results of the rankings and comparisons are included in able 17. able 17: op orridors within the entral Business istrict ( ) ank treet From o rash ndex rashes/10,000 Peds 1 earborn hio uron olumbus/fairbanks ater ntario ichigan hicago ak Jackson lark abash anal Jackson ashington hen considering pedestrian exposure, the olumbus/fairbanks corridor moved up to the second ranked corridor and the Jackson corridor moved to number four. 6.7 ightlife and ighttime rashes dditional kernel density maps were created to identify locations of high concentrations of nighttime crashes that occurred near businesses with liquor licenses. he pedestrian crash data did not include reliable data on whether the driver or the pedestrian had been drinking. t is possible that the high level of hit and run crashes is a limiting factor in reporting the motorist s alcohol involvement. eanwhile, obtaining this data for pedestrians is difficult as it is not an infraction of the law for a pedestrian to be intoxicated. n lieu of this, pedestrian crashes that occurred between 9:00 p.m. and 3:00 a.m. and in the vicinity of a business with a liquor license were mapped to determine if there were any concentrations of these types of crashes. ap 9 on the next page shows a kernel density of these crashes citywide using a ¼-mile search radius and ap 10, following, shows a second analysis of the B, which showed up as a hot spot in the first map, using a search radius of 1/16 of a mile. 50

59 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 9: Kernel ensity of ighttime rashes (9:00 p.m. 3:00 a.m.) ear Businesses with Liquor Licenses ( ) everal locations stand out on these maps. he corridors along lark treet from Belmont venue to Grace treet and two corridors along alsted treet and Lincoln venue, just south of where they intersect. everal intersections also showed up as hot spots for these crashes, including the amen venue/ilwaukee venue/orth venue intersection, 79 th treet and alsted treet, 79 th treet and ottage Grove venue, and 69 th treet and alsted treet. 51

60 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 10: Kernel ensity of ighttime rashes (9:00 p.m. 3:00 a.m.) ear Businesses with Liquor Licenses in B ( ) Focusing in on the area that showed up as one entire hot spot in the previous analysis, the kernel density analysis shows some additional localized high crash areas. otable are two corridors along ntario treet between lark treet and ush treet and along olumbus rive/fairbanks ourt between ntario treet and llinois treet. n addition, there are several hot spots at intersections scattered throughout this area. 52

61 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.8 ntersections he crash data include a code for intersection-related crashes. ccording to the llinois raffic afety eport 1050, a crash does not have to actually occur at the intersection to be intersection-related. For example, if a crash occurs due to vehicles queuing at a traffic signal, that crash would be considered intersection-related. his coding relies on the officer in the field to use his/her judgment and record the crash accurately. f the officer leaves that portion of the crash report incomplete, the crash is considered not intersection-related. his can result in incorrectly reported data. n order to ensure that all crashes at intersections were captured, intersection-related crashes for this analysis were defined spatially instead of using the intersection code. ntersectionrelated crashes were defined as those occurring within 125 feet from the midpoint of the intersection. his distance was chosen to represent the majority of hicago intersections. he consequence of using a shorter distance is that it would exclude crashes at the larger intersections, which tend to be the most intimidating to pedestrians. n the other hand, using a distance much larger than 125 feet would capture mid-block crashes on the shorter blocks, which are prevalent in the Loop. Based on this definition, 77.7% of all crashes and 79.7% of fatal and serious injury crashes were intersection-related. (ee able 18 on the following page.) rashes that were coded as intersection-related by accounted for 53.5% of all pedestrian crashes. he tudy employed a similar method to define intersection-related crashes, but used a buffer distance of 50 feet. hat study found that only 43.5% of the crashes were intersection-related. he findings from 2005 through 2009 are similar to the results from the tudy, which found that 74% of the fatal and serious injury crashes occurred at intersections. ationally, however, roughly 46% of pedestrian crashes are intersection-related. 53

62 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 18: ntersection-elated Pedestrian rashes otal ll rashes ntersection- 2,671 2,890 2,862 2,720 2,451 13,594 elated 78.4% 76.4% 77.7% 78.1% 78.3% 77.7% on ntersection ,893 elated 21.6% 23.6% 22.4% 21.9% 21.7% 22.3% otal 3,406 3,781 3,686 3,484 3,130 17,487 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% Fatal and erious njury rashes ,231 ntersection-elated 77.8% 75.0% 75.6% 98.7% 77.7% 79.7% on ntersection elated 22.2% 25.0% 24.4% 1.3% 22.3% 20.3% otal ,801 (ear %) (24.0%) (23.3%) (20.2%) (14.1%) (18.4%) 100.0% he 20 intersections with the highest incidence of pedestrian crashes were identified and are displayed in ap 11 on the next page and listed in able 19, following. he map and table actually portray 22 intersections, as there were eight intersections with 17 crashes each. hese 22 intersections accounted for 434 pedestrian crashes, or 3.2% of all intersection-related crashes. he most crashes occurred at shland ve. and 63 rd t., with 29 crashes. 54

63 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 11: ntersections with ighest Pedestrian rash ounts ( ) 55

64 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 19: ntersections with ighest Pedestrian rash ounts ( ) rash ount / treet / treet iagonal treet ard 29 shland v 63rd t n/a 16 est nglewood 27 icero v adison t n/a 28 ustin 26 ottage Grove v 79th t n/a 6/8 26 icero v hicago v n/a 28/37 ustin hatham/greater Grand rossing 25 earborn t ntario t n/a 42 ear orth ide 23 shland v 79th t n/a 17/21 uburn Gresham 22 estern v 63rd t n/a 15 hicago Lawn 21 lark t ivision t n/a 42 ear orth ide 21 estern v 69th t n/a 17 hicago Lawn 20 Kimball v Lawrence v n/a 33/39 lbany Park 19 alsted t Fullerton v Lincoln v 43 Lincoln Park 19 amen v orth v ilwaukee v 1/32 est own Greater Grand rossing/ 19 King r 63rd t n/a 20 ashington Park/oodlawn 18 lark t adison t n/a 42 Loop 17 Kimball v Belmont t n/a vondale 17 King r 79th t n/a 6 17 entral v orth v n/a 29/37 ustin 17 tate t 95th t n/a 6/21 oseland hatham/greater Grand rossing 17 linton t adison t n/a 2/42 ear est ide 17 Pulaski d Jackson Blvd n/a 28 est Garfield Park 17 estern v evon v n/a 50 est idge 17 lark t ashington t n/a 42 Loop he intersections with the most fatal and serious injury crashes were also identified. xamining the fatal and serious injury crashes that occurred at intersections revealed that 6 intersections had five fatal and serious injury crashes and 24 intersections had four. n the case of these crashes, the top 30 intersections accounted for 5.6% of all intersection-related fatal and serious injury pedestrian crashes. ap 12 on the next page displays these intersections and able 20, following, lists the results. 56

65 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 12: ntersections with the ighest Fatal (K) and erious njury () Pedestrian rash ounts ( ) 57

66 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 20: ntersections with the ighest Fatal and erious njury rash ounts ( ) rash ount / treet / treet iagonal treet ard 5 ichigan v Pearson t n/a 42 ear orth ide 5 Pulaski d Fullerton v n/a 30/31 ermosa/logan quare 5 ottage Grove v 80th t n/a 8 hatham 5 King r 63rd t n/a 20 Greater Grand rossing/ ashington Park/oodlawn 5 icero v adison t n/a 28 ustin 5 alifornia v 63rd t n/a 15 hicago Lawn 4 shland v 63rd t n/a 16 est nglewood 4 oman v hicago v n/a 27 umboldt Park 4 shland v ortland t n/a 32 Logan quare 4 alsted t Fullerton v Lincoln v 43 Lincoln Park 4 ottage Grove v 47th t n/a 4 Kenwood/Grand Boulevard 4 Kimball v Belmont v n/a vondale 4 entral v Belmont v n/a 30/38 Portage Park/Belmont ragin 4 tony sland v 79th t outh hicago v 5/8 valon Park/outh hicago/outh hore 4 ottage Grove v 79th t n/a 6/8 hatham/greater Grand rossing 4 ampbell v orth v n/a 1/26 est own 4 shland v Polk t n/a 2/25 ear est ide 4 Fairbanks t hio t n/a 42 ear orth ide 4 earborn t Jackson Blvd n/a 2/42 Loop 4 Pulaski d Jackson Blvd n/a 28 est Garfield Park 4 Lafayette v 95th t n/a 21 oseland 4 Paulina t* 47th t n/a 3/20 ew ity 4 acker r Lake t n/a 42 Loop 4 estern v oosevelt d n/a 25/28 ear est ide 4 icero v Belmont v n/a 30/31 Portage Park/Belmont ragin 4 amen v rving Park d Lincoln v 47 orth enter 4 tate t Jackson Blvd n/a 2/42 Loop 4 icero v hicago v n/a 28/37 ustin 4 tate t 87th t n/a 6 hatham 4 amen v n/a gden v 2/25 ear est ide *nly non-signalized high-crash intersection 58

67 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.9 hicago ransit uthority ransit tations n overlay of and etra rail lines over pedestrian crashes is shown in ap 13. ap 13: and etra ail Lines with Fatal (K) and erious njury () Pedestrian rashes ( ) 59

68 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 13 shows a relationship between certain transit stations and high levels of pedestrian crashes. ransit stations with the highest number of pedestrian crashes appear to be along the southern corridor of the ed Line, the Blue Line along ilwaukee venue, and several stations along the Green Line. n analysis of the crashes near rail stations was conducted to quantify crashes by station in order to compare the stations relative to each other. For this analysis, the average number of fatal and serious injury pedestrian crashes per day over the five-year period, within 1/8 mile of the station, was normalized by the average number of customers entering a station in a day. (ee ap 14.) his distance was selected to capture crashes near the station while minimizing crashes that would be double-counted due to stations that are closely spaced. everal locations along the Brown Line, ed Line, and in the Loop have stations that are spaced at ¼-mile or closer. able 21 lists the top ten stations from this analysis. able 21: tations with op en Fatal (K) and erious njury () Pedestrian rashes ( ) per 10,000 aily ntries (2010) Line & tation ntries/ay vg. K& rashes/ ay K& rashes/100,000 aily ntries Green Line - King rive Green Line - shland/63rd 1, Green Line - Laramie 1, Green Line - 47th 1, Pink Line - estern/ouglas Green Line - alsted/63rd Loop levated - Library 3, Blue Line - Laalle 2, Loop levated - Laalle/Van Buren 2, Green Line - Garfield 1,

69 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 14: Fatal (K) and erious njury () Pedestrian rashes ( ) per 10,000 tation ntries (2010) 61

70 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.10 chools Primary chool-elated rashes chool-related crashes were defined as those involving school-aged youth and occurring within ¼-mile of a school during typical school arrival and dismissal times. he school arrival and dismissal times were taken as 7:00 to 9:00 a.m. and 1:00 to 4:00 p.m., onday through Friday. rashes near primary schools, grades kindergarten (K) through 8, were analyzed separately from crashes near high schools, grades 9 through 12. ll schools that included any grade level from K through 8 th grade were considered primary schools. rashes that occurred during the summer months were included in this analysis as many schools adhere to a year-round schedule or host summer education programs. Primary school-related crashes included youths aged 5 to 14 and high school-related crashes included youths aged 15 to 18. here were a total of 706 primary school-related crashes during this five-year period. f those, 1 was fatal and 95 resulted in serious injury. ap 15 on the following page displays the primary school-related crashes for youths aged 5 to 14 and lists the primary schools with the highest crash counts. ne school, Bouchet lementary ath and cience cademy, in the outh hore community area, stands out with 13 schoolrelated crashes. therwise, the crash patterns show a relatively flat distribution near schools. s noted in ection 4.3 above, males in this age group were much more likely to be involved in crashes than females. 62

71 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 15: Primary chool-elated (ges 5-14) Pedestrian rashes ( ) t is difficult to determine any trends from the primary school-related crashes. hus, a kernel density of crashes involving this age group was developed, using all crashes, instead of limiting it to school arrival and dismissal times. ap 16 on the next page shows these results. he primary schools are laid over the crash intensity. his map indicates that there are distinct regions of the city where a high level of youth crashes occurred, notably, the west and south sides. he most intense areas lie within the ustin, hicago Lawn, and uburn Gresham community areas. 63

72 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 16: Kernel ensity of ll Pedestrian rashes ( ) for Primary chool-ged outh (5-14) and Primary chools 64

73 ity of hicago 2011 Pedestrian rash nalysis echnical eport igh chool-elated rashes igh school-related crashes of youths aged 15 to 18 numbered 155; of which 2 were fatal and 20 were serious injury crashes. he top 20 high schools with the highest crash counts using the school-related crash criteria noted above are shown and listed in ap 17. imilar to crashes near primary schools, the distribution of crashes near high schools was relatively flat. ap 17: igh chool-elated (ges 15-18) Pedestrian rashes ( ) 65

74 ity of hicago 2011 Pedestrian rash nalysis echnical eport 6.11 enior rashes he spatial distribution of senior crashes also was analyzed. able 22 shows the senior crash distribution per ward. 10 he highest number of crashes occurs in the Loop (42 nd ard). able 22: enior (65+) Pedestrian rashes ( ) by ard rash ount ard rash ount ard s senior crashes more often result in fatalities or serious injuries, ap 18 plots the locations of the fatal and serious injury senior crashes. his map shows some concentrations of crashes in the ear orth ide community area and northwest along ilwaukee venue. kernel density map shows these concentrations more clearly in ap 19. he most notable concentrations occurred in the Loop and ear orth ide community areas as a whole. ome corridors also stand out including ilwaukee venue between Kedzie venue and Pulaski venue, estern venue 10 he total number of senior crashes per ward equals 1,220. ighteen of the 1,238 total senior crashes were incorrectly geocoded and were not assigned a ward. 66

75 ity of hicago 2011 Pedestrian rash nalysis echnical eport between 63 rd treet and 71 st treet and between hicago venue and Grand venue, Fullerton venue between icero venue and entral venue, and Lawrence venue between Broadway venue and shland venue. ap 19 also overlays the senior resource locations on the kernel density. hese locations indicate where higher levels of senior pedestrian traffic may be, and also serve as potential outreach venues for senior pedestrian safety efforts. enior resources include the following: enior enters egional or satellite centers that provide informational services to seniors. ervices vary from fitness and wellness programs to employment, benefits and legal assistance. here are 19 senior centers in hicago. enior ommunity Partners eligious institutions or non-profit organizations that provide companionship services to seniors. ervices include meals, activities and counseling. here are 33 senior community partners in hicago. enior Fitness esources eligious institutions, apartment complexes, or community centers that host city sponsored fitness programs with senior-friendly exercises and equipment. here are 57 senior fitness resources in hicago. enior Golden iners eligious institutions, apartment complexes, or community centers that host city sponsored lunches served to seniors. here are 71 senior golden diners in hicago. enior ousing esources ny senior housing complex, including nursing homes, group homes, assisted living centers and multi-family units. here are 686 senior housing resources in hicago. everal senior resources throughout hicago provide numerous senior services and are classified as more than one resource type. 67

76 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 18: enior (65+) Pedestrian rashes ( ) 68

77 ity of hicago 2011 Pedestrian rash nalysis echnical eport ap 19: enior (65+) Pedestrian rashes ( ) Kernel ensity and enior esources 69

78 ity of hicago 2011 Pedestrian rash nalysis echnical eport 7 VL nalyses of environmental factors were conducted to understand what the conditions were at the time and location of the crash. eather and visibility factors were analyzed and compared to the tudy. haracteristics of the roadway were also analyzed, including number of travel lanes, roadway type, intersection geometry, traffic controls and vehicle type and use. everal of these analyses were normalized to identify roadway characteristics that were overrepresented in pedestrian crashes. 7.1 Light and eather he percentage of crashes by lighting condition (able 23) shows that most crashes occurred during daylight hours with the second highest percentage occurring during darkness, along lighted roads. he high proportion of crashes along lighted roads compared to along unlit roads is expected given the extent of street lighting used in hicago. Further, pedestrians are more attracted to well-lit streets than dark streets and there are likely to be higher levels of pedestrian activity on those streets. hese results are similar to those from the tudy. able 23: rashes by Light ondition by ear otal aylight 2,090 2,409 2,8 2,243 1,965 11, % 63.7% 64.0% 64.4% 62.8% 63.3% awn and usk % 5.3% 4.0% 4.7% 5.3% 5.0% arkness , % 5.8% 6.4% 6.0% 5.1% 5.8% arkness, ,305 Lighted oad 26.5% 24.0% 24.2% 23.3% 25.2% 24.6% nknown % 1.2% 1.3% 1.6% 1.6% 1.4% otal 3,406 3,781 3,686 3,484 3,130 17,487 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% 70

79 ity of hicago 2011 Pedestrian rash nalysis echnical eport he weather data (able 24) indicate that 77.4% of pedestrians were struck during clear conditions. owever, pedestrian exposure is typically greater during fair weather. s would be expected, the data for roadway conditions (able 25) are similar and show that 73% of pedestrians were struck on dry roadways. hese data show slightly different results from the tudy, during which 83% of pedestrians were struck in clear conditions and 80% on dry roadways. able 24: rashes by eather ondition by ear otal lear 2,756 2,892 2,932 2,610 2,340 13, % 76.5% 79.5% 74.9% 74.8% 77.4% ain , % 14.4% 10.6% 12.7% 15.2% 12.7% now % 1.3% 3.9% 6.1% 4.2% 3.8% Fog/moke/aze % 4.3% 2.3% 2.2% 1.9% 2.3% leet/ail % 37.5% 64.3% 63.6% 104.3% 0.5% evere ross ind % 0.1% 0.1% 0.1% 0.0% 0.1% ther % 0.8% 0.8% 0.9% 0.7% 0.8% nknown % 2.1% 2.2% 2.5% 2.5% 2.3% otal 3,406 3,781 3,686 3,484 3,130 17,487 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% able 25: rashes by oadway onditions by ear otal ry 2,563 2,875 2,747 2,430 2,182 12, % 76.0% 74.5% 69.7% 69.7% 73.2% et , % 18.1% 16.9% 19.1% 21.5% 18.3% now/lush % 1.1% 3.2% 5.6% 3.9% 3.4% ce % 0.2% 0.3% 0.9% 0.5% 0.5% and/ud/irt % 50.0% 0.0% 125.0% 75.0% 0.1% ther % 0.2% 0.2% 0.1% 0.1% 0.2% nknown % 4.2% 4.9% 4.4% 4.2% 4.5% otal 3,406 3,781 3,686 3,484 3,130 17,487 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% 71

80 ity of hicago 2011 Pedestrian rash nalysis echnical eport 7.2 umber of ravel Lanes able 26 shows the crashes by number of travel lanes for all pedestrian crashes and fatal and serious injury pedestrian crashes. he number of lanes refers to the total number of through lanes on a roadway and includes both directions of travel, but does not include turn lanes. 44.2% of pedestrian crashes occurred on roadways with two travel lanes. he next highest proportion occurred on roadways with four travel lanes, at 25.9%, followed by roadways with one travel lane, at 21.4%. t should be noted that the percentage of fatal and serious injury crashes was lower than all crashes for one and two-lane roadways, but was higher on four-lane roadways. hese results are similar to those from the tudy. able 26: Pedestrian rashes by umber of ravel Lanes Lanes otal ll rashes , % 23.5% 21.4% 20.7% 20.0% 21.4% 2 1,199 1,258 1,273 1,181 1,083 5, % 42.8% 45.0% 44.1% 44.8% 44.2% % 3.5% 4.0% 4.5% 4.0% 3.9% , % 25.7% 25.3% 26.1% 27.1% 25.9% % 0.9% 0.9% 1.0% 1.4% 1.0% % 3.7% 3.4% 3.6% 2.8% 3.6% otal 2,708 2,939 2,831 2,675 2,420 13,573 (ear %) (20.0%) (21.7%) (20.9%) (19.7%) (17.8%) 100.0% Fatal and erious njury rashes % 23.0% 20.0% 17.0% 16.2% 19.1% % 41.1% 42.5% 42.5% 42.8% 41.6% % 3.5% 4.3% 3.5% 3.0% 3.5% % 27.1% 27.7% 30.4% 32.1% 29.6% % 1.6% 0.9% 2.5% 1.5% 1.5% % 3.7% 4.5% 4.1% 4.5% 4.7% otal ,298 (ear %) (23.8%) (22.3%) (19.1%) (17.2%) (17.5%) 100.0% ithout data on the overall distribution of roadways and number of lanes in hicago, it is difficult to determine if the crashes are proportional to the roadway characteristics. owever, it is likely that there are more than twice as many two-lane roads than four-lane roads. his can be 72

81 ity of hicago 2011 Pedestrian rash nalysis echnical eport assumed by examining the length of local and collector streets compared to the length of arterial streets, as defined by s roadway classification. he roadway classifications are included in ppendix. hile the number of lanes on hicago s streets are not consistent along the entire length of the street and are not directly related to the functional classifications, arterial streets are more likely to be four lanes wide than collector and local streets. rterial streets account for roughly 10% of all streets in hicago, by mile. Pedestrian crashes on fourlane roads are therefore likely overrepresented; meaning the proportion of crashes attributed to four-lane roads is larger than the proportion of the length of four-lane roads to the overall length of roads in hicago. able 27 shows the crashes that occurred within the high crash corridors by the number of travel lanes. his analysis included only mid-block crashes. n the data, crashes coded as 0 for the number of lanes were those taking place at intersections. hese instances were removed for this analysis. n addition, several crashes were coded as intersection-related, but included a value for the number of lanes field. hese also were removed for this analysis. ore than 50.0% of the crashes along these corridors were on four-lane roadways, compared to 25.9% of crashes citywide that occurred on four-lane roadways. able 27: Pedestrian rashes in igh rash orridors by umber of ravel Lanes otal % 12.7% 15.9% 4.1% 10.8% 11.5% % 27.0% 25.6% 30.1% 33.8% 29.5% % 0.0% 1.2% 0.0% 0.0% 0.6% % 58.7% 52.4% 57.5% 47.7% 53.0% % 0.0% 1.2% 1.4% 3.1% 1.1% % 1.6% 3.7% 6.8% 3.1% 4.0% nknown 0.0% 0.0% 0.0% 0.0% 1.5% 0.3% otal (ear %) (18.9%) (18.1%) (23.5%) (20.9%) (18.6%) 100.0% 7.3 oadway ype he number of lanes is often related to the roadway type and similar to four-lane roadways, arterials were overrepresented in pedestrian crashes. able 28 on the following page shows the breakdown of pedestrian crashes by roadway type. he overrepresentation of crashes along 73

82 ity of hicago 2011 Pedestrian rash nalysis echnical eport arterials was possibly related to the higher speeds and traffic volumes on arterials compared with collector and local streets. he roadway types of the crashes are coded based on the roadway functional classification system. mong all pedestrian crashes, 23.3% occurred on local streets, 28.8% on collectors, and 47.4% on either principal or minor arterials. t is expected that the breakdown of fatal and serious injury crashes would be even more skewed towards collector and arterial streets due to the higher travel speeds and greater pedestrian crossing distances along those roads. hen considering fatal and serious crashes only, the trend was slightly more pronounced with 20.0% of the fatal and serious injury crashes occurring on local streets, 29.3% on collector streets, and roughly 49.8% on arterial streets. ll of the high crash corridors outside the B were arterials. Four of the twelve were principal arterials and the remaining were minor arterials. mong the high crash corridors in the B, three of the five were collector streets and two were principal arterials. able 28: Pedestrian rashes by oadway ype otal ll rashes Principal rterial , % 17.3% 17.2% 17.5% 18.0% 17.9% inor rterial 988 1,047 1,060 1, , % 28.1% 29.2% 29.3% 32.2% 29.5% ollector 929 1,148 1, , % 30.8% 29.9% 26.9% 28.6% 28.8% Local oad or ,014 treet 23.1% 23.2% 23.4% 25.9% 20.7% 23.3% nterstate % 0.5% 0.3% 0.3% 3.8% 0.5% otal 3,369 3,724 3,633 3,426 3,069 17,221 (ear %) (19.6%) (21.6%) (21.1%) (19.9%) (17.8%) 100.0% Fatal and erious njury rashes Principal rterial % 18.9% 19.4% 18.6% 18.5% 19.0% inor rterial % 30.0% 31.0% 27.2% 33.6% 30.8% ollector % 29.5% 31.8% 28.9% 29.6% 29.3% Local oad or treet 20.1% 20.4% 17.4% 24.5% 17.5% 20.0% nterstate % 1.2% 0.4% 0.8% 0.8% 1.0% otal ,840 (ear %) (23.5%) (22.6%) (19.4%) (17.1%) (17.5%) 100.0% 74

83 ity of hicago 2011 Pedestrian rash nalysis echnical eport omparing the crash incidence on each type of roadway to the total length of that type in hicago revealed that the crash rates were much higher along arterial streets and were very low on local streets. wenty-three percent of all pedestrian crashes occurred on local streets while 47% occurred on principal or minor arterials. owever, local streets account for roughly 78% of overall street miles in hicago while arterials account for slightly more than 10%. Figure 26 shows these results. Figure 26: Pedestrian rash ate per 10 iles of treet by oadway ype 100% 90% % 70% % 50% 40% 30% Local ollector rterial 20% 10% 0% n examination of roadway type by pedestrian age provides a more detailed view of where pedestrians were involved in crashes. hile arterials are overrepresented in crashes among all age groups, this analysis reveals some interesting trends. oung pedestrians (0-14) were much more likely to be struck on local roads than all other age groups. onversely, older pedestrians were more likely to be struck on arterials than on local roads or collectors. he age group was the most likely to be struck on arterial or collector streets. (ee able 29.) hese results are most likely a factor of the travel patterns of the different age groups. 75

84 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 29: Pedestrian rashes ( ) by ge Group by oadway ype 0-4 yrs 5-14 yrs yrs yrs yrs yrs 65+ yrs otal nterstate % 0.1% 1.2% 0.6% 0.7% 0.5% 0.2% 0.5% Principal rterial , , % 8.4% 17.7% 16.7% 20.4% 22.7% 18.8% 17.1% inor rterial ,016 2, , % 23.6% 30.0% 29.9% 31.3% 31.3% 31.6% 29.3% ollector ,053 1, , % 25.1% 26.0% 31.0% 29.4% 33.1% 27.6% 28.4% Local oad or 238 1, , ,149 treet 55.7% 41.1% 23.7% 20.3% 16.7% 11.0% 20.5% 23.2% / % 1.7% 1.3% 1.5% 1.5% 1.4% 1.3% 1.5% otal 427 2,893 1,483 3,396 6, ,418 17,899 (ge Group %) (2.4%) (16.2%) (8.3%) (19.0%) (37.6%) (3.1%) (13.5%) 100.0% 7.4 ntersection Geometry n analysis of pedestrian crashes by intersection geometry was conducted to determine if more complicated intersections had more crashes. hicago has several diagonal streets that radiate out from the B and cut through the city s street grid, creating five and six-leg intersections. t these intersections, pedestrians may cross along the most direct path, which often is not where there are marked crosswalks. rossing along these paths also means that the pedestrian has farther to travel between sidewalks and is in the road for a longer period. hese intersections also create opportunities for additional turning movements and conflicts. he analysis was done by first using a spatial join in geographic information systems (G) to assign the number of legs to each intersection node. buffer of 125 feet was used to capture the legs, to remain consistent with the definition of intersection-related crashes. he crashes within that buffer were also assigned to that intersection. ntersections with more than six legs reflect locations such as expressway interchanges and multi-level streets where numerous line segments converge in the G database. able 30 on the next page displays the results of this analysis. he distribution of crashes is consistent with the overall distribution of the intersections. n all, two to four-leg intersections accounted for 94.7% of all intersections while five to seven-leg intersections accounted for 4.7%, which is consistent with the breakdown of crashes. hus, this indicates that the more complicated intersections were not overrepresented in crashes. 76

85 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 30: Pedestrian rashes by ntersection Legs otal % of otal ntersections 2-4 2,520 2,709 2,697 2,545 2,311 12, % 94.0% 94.7% 94.1% 94.9% 94.5% 94.7% % 5.2% 4.4% 5.4% 4.7% 5.0% 4.7% % 0.5% 0.5% 0.4% 0.4% 0.4% 0.2% % 0.3% 0.3% 0.1% 0.1% 0.2% 0.3% otal 2,665 2,881 2,847 2,704 2,436 13,533 (ear %) (19.7%) (21.3%) (21.0%) (20.0%) (18.0%) 100.0% 7.5 raffic ontrol able 31 on the next page shows the proportion of crashes by type of traffic control. hese data include all pedestrian crashes, not only those occurring at intersections. Just under 50% of the pedestrian crashes occurred where there was no traffic control. his is down slightly from the tudy, when 55.0% of crashes occurred at uncontrolled locations. he percentage of crashes occurring at traffic signals and stop signs increased slightly from the time period 2001 through 2005, when it was 31.7% and 9.8%, respectively. Between 2005 and 2009, 33.4% occurred at a traffic signal and 11.0% at a stop sign or flashing light. 77

86 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 31: Pedestrian rashes by ype of raffic ontrol otal o ontrols 1,708 1,914 1,813 1,642 1,473 8, % 50.6% 49.2% 47.1% 46.9% 48.9% raffic ignal 1,155 1,142 1,227 1,204 1,112 5, % 30.2% 33.3% 34.6%.4% 33.4% top sign/flasher , % 12.1% 10.9% 11.6% 10.8% 11.0% ield % 0.7% 0.5% 0.4% 0.3% 0.5% Police/Flagman % 0.7% 0.5% 0.7% 0.5% 0.5% rossing Gate % 0.1% 0.0% 0.0% 0.0% 0.0% ther rossing % 0.1% 0.0% 0.0% 0.0% 0.0% chool Zone % 0.1% 0.1% 0.1% 0.0% 0.1% o Passing % 1.1% 0.0% 0.2% 0.0% 0.5% ther egulatory ign % 0.1% 0.1% 0.1% 0.2% 0.1% ther arning ign % 0.1% 0.1% 0.1% 0.4% 0.1% Lane se arking % 0.5% 0.5% 0.3% 0.7% 0.5% ther % 1.1% 1.2% 0.9% 1.0% 1.1% elineators (2008) % 0.0% 0.0% 0.0% 0.0% 0.0% nknown % 2.6% 3.6% 3.8% 3.8% 3.3% otal 3,406 3,781 3,686 3,484 3,138 17,495 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% ithout pedestrian exposure data, it is difficult to determine if the crashes occurring at each traffic control type are proportional to the pedestrian volumes at each type. owever, traffic signals are common along larger streets and streets with more activity, such as commercial land uses, and therefore it is likely that intersections with traffic signals have higher pedestrian volumes and exposure than intersections with stop signs. 78

87 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 32 displays the breakdown of only intersection-related crashes by the type of traffic control. his table reveals that 41.7% occurred at traffic signals, 13.6% at stop signs, flashers or yield signs, and 38.6% at uncontrolled locations. hese data show that intersection-related crashes were most common at traffic signals, and that a slightly smaller proportion occurred at uncontrolled intersections. he percentage of fatal and serious injury crashes at uncontrolled locations was higher than for overall crashes. able 32: ntersection-elated Pedestrian rashes by raffic ontrol otal ll rashes ignalized 1,104 1,103 1,198 1,182 1,080 5, % 38.2% 41.9% 43.5% 44.1% 41.7% o ontrols 1,100 1,171 1, , % 40.5% 38.4% 36.2% 36.6% 38.6% top ign / Flasher ,853 or ield 11.9% 15.1% 13.5% 14.2% 13.4% 13.4% ther % 3.7% 2.3% 2.3% 2.1% 2.7% nknown / issing ata 2.7% 2.6% 3.9% 3.9% 3.8% 3.4% otal 2,671 2,890 2,862 2,720 2,451 13,594 (ear %) (19.6%) (21.3%) (21.1%) (20.0%) (18.0%) 100.0% Fatal and erious njury rashes ignalized % 38.4% 41.9% 38.6% 41.7% 40.3% o ontrols % 42.9% 38.9% 43.5% 36.9% 41.8% top ign / Flasher or ield 9.0% 13.9% 13.4% 13.3% 14.5% 12.6% ther % 3.3% 2.6% 2.3% 2.7% 2.6% nknown / issing ata 2.1% 1.6% 3.3% 2.3% 4.2% 2.6% otal ,231 (ear %) (23.4%) (22.0%) (19.1%) (17.5%) (18.0%) 100.0% 79

88 ity of hicago 2011 Pedestrian rash nalysis echnical eport 7.6 Vehicle ype and se Vehicle type and vehicle use data were derived from the vehicle files and represent all vehicles involved in crashes in which a pedestrian was struck. 84.8% of vehicles involved in pedestrian crashes were passenger cars, van/minivans, or sport utility vehicles. rash involvement of buses and trucks was relatively low, accounting for only 7.9% of pedestrian crashes. able 33 shows these data. ationally, buses account for roughly 1.5% and trucks account for roughly 46% of fatal pedestrian crashes. able 33: Pedestrian rashes by Vehicle ype otal Passenger ar 2,468 2,709 2,545 2,378 2,138 12, % 70.7% 67.9% 67.5% 67.1% 68.9% Van/inivan , % 8.1% 7.8% 8.5% 8.8% 8.3% port tility Vehicle ,273 (V) 5.4% 6.9% 7.8% 7.5% 8.3% 7.2% Pickup ruck % 3.2% 4.4% 3.1% 3.8% 3.6% Bus over 15 Passengers % 2.0% 2.2% 2.6% 2.0% 2.2% ruck-ingle nit % 1.4% 1.2% 1.4% 1.3% 1.3% ractor w/emi-trailer % 0.5% 0.5% 0.5% 0.4% 0.5% Bus up to 15 Passengers % 0.4% 0.3% 0.2% 0.2% 0.3% otorcycle % 0.2% 0.2% 0.4% 0.3% 0.2% ractor w/o emitrailer % 0.0% 0.1% 0.0% 0.1% 0.1% otor riven ycle % 0.1% 0.0% 0.2% 0.2% 0.1% ll-terrain Vehicle (V) 0.0% 0.1% 0.0% 0.0% 0.0% 0.0% ther Vehicle with railer 0.0% 0.0% 0.0% 0.1% 0.0% 0.0% Farm quipment % 0.0% 0.0% 0.0% 0.0% 0.0% ther % 1.6% 2.3% 2.6% 2.1% 2.1% nknown/ % 4.8% 5.2% 5.4% 5.4% 5.2% otal 3,457 3,834 3,749 3,524 3,188 17,752 Vehicle type does not give an indication of whether the vehicle is a private vehicle, a taxi, or others. herefore, the crashes were also considered by vehicle use (see able 34). Personal use accounted for 63.1% of the crashes, however 20.3% of the crashes involved unknown vehicle 80

89 ity of hicago 2011 Pedestrian rash nalysis echnical eport uses. ith such a high percentage of unknown, it is difficult to draw any conclusions from these data. mong the known vehicles, personal use accounted for 79.3% of the crashes and taxis accounted for the second largest percentage, at 6.7%. his is lower than the proportion of taxi involvement found in the tudy, where taxis were involved in 13.5% of crashes. hese data show that construction and maintenance vehicles accounted for 0.6% of the crashes. imilarly, pedestrians struck in work-zone related crashes amounted to 1.0% of crashes, which is substantially higher than the nationwide statistic of 0.2%. able 34: Pedestrian rashes by Vehicle se otal Personal 2,232 2,442 2,409 2,154 1,975 11, % 63.7% 64.3% 61.1% 62.0% 63.1% axi/for ire % 4.7% 5.4% 5.9% 6.1% 5.3% ot in se % 3.3% 2.7% 2.8% 3.3% 3.0% hicago ransit uthority 1.5% 2.0% 1.9% 1.9% 1.7% 1.8% Police % 0.8% 0.7% 0.7% 1.0% 0.8% ommercial- ingle nit % 1.0% 0.6% 0.7% 0.5% 0.7% onstruction/aintenance % 0.4% 0.5% 0.5% 0.9% 0.6% ther ransit % 0.3% 0.6% 0.7% 0.6% 0.5% ommercial- ulti-unit % 0.3% 0.2% 0.5% 0.3% 0.3% ass ransit % 0.2% 0.6% 0.2% 0.1% 0.3% chool Bus % 0.2% 0.3% 0.3% 0.2% 0.3% ow ruck % 0.1% 0.2% 0.3% 0.4% 0.2% tate-owned % 0.1% 0.0% 0.0% 0.2% 0.1% mbulance % 0.1% 0.1% 0.0% 0.0% 0.1% river ducation % 0.1% 0.0% 0.1% 0.0% 0.1% Fire % 0.1% 0.0% 0.1% 0.0% 0.0% ther % 2.1% 2.5% 2.4% 2.3% 2.3% nknown/ , % 20.7% 19.3% 21.9% 20.4% 20.3% otal 3,461 3,834 3,749 3,524 3,188 17,756 81

90 ity of hicago 2011 Pedestrian rash nalysis echnical eport omparing the vehicle use in the high crash corridors identified in the B and citywide indicates that there was significantly more taxi involvement in crashes in the B. Figure 27 shows that 33.6% of the crashes along the high crash corridors in the B involved taxis, as compared to 1.2% along the high crash corridors outside the B and compared to 5.3% of all crashes during this time period citywide. he overall split of vehicle type is not known, so it is difficult to determine if taxis are overrepresented among crashes in the B. Figure 27: Vehicle se in rashes in igh rash orridors ( ) 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 27.2% 1.2% 3.7% 67.9% 18.6% 33.6% 6.0% 41.8% ther axi ransit/ Personal 0% itywide igh rash orridors B igh rash orridors 8 BL he crash reports were analyzed to identify behaviors contributing to pedestrian crashes. he analyses also attempted to identify contributing factors to the crash. it and run crashes, motorist physical condition, pedestrian visibility and motorist and pedestrian actions and locations were analyzed for all crashes and for fatal and serious injury crashes. 82

91 ity of hicago 2011 Pedestrian rash nalysis echnical eport 8.1 it and un rashes Between 2005 and 2009, 5,534 pedestrian crashes involved hit and run drivers. his amounts to one-third of all pedestrian crashes over that time period, as shown in Figure 28. his is consistent with the results from the tudy. Figure 28: Percentage of it and un Pedestrian rashes ( ) 33% it and un on it and un 67% ver the five years, hit and run crashes amounted to 3,683 pedestrian fatalities and injuries, an average of 2 per day. his includes pedestrian fatalities and injuries coded as incapacitating injuries () and non-incapacitating injuries (B). it and run crashes accounted for 41% of the pedestrian fatalities (see Figure 29). By comparison, hit and run crashes accounted for 21.5% of pedestrian fatalities in ew ork ity and nationally account for roughly 20% of pedestrian fatalities 11. Figure 29: Percentage of it and un among Fatal Pedestrian rashes ( ) 41% 59% it and un on it and un 11 ational ighway raffic afety dministration, ational Pedestrian rash eport, epartment of ransportation, June

92 ity of hicago 2011 Pedestrian rash nalysis echnical eport ommunity areas and wards with the highest incidence of hit and run crashes during the fiveyear period are listed in able and able 36. able : hicago ommunity reas with op it and un Pedestrian rashes ( ) ommunity rea 25 ustin ear orth ide umboldt Park Loop est nglewood est own nglewood ear est ide Logan quare Belmont ragin outh Lawndale 155 able 36: ards with op it and un Pedestrian rashes ( ) ard peed it and un rashes it and un rashes he speed of a motor vehicle at the time of the crash was not available in the crash data. owever, average weekday speed data along selected roadways were provided by. he rates of fatal and serious injury pedestrian crashes to all pedestrian crashes along these streets were calculated and compared to the average speed. hese findings are listed on the next page in able 37 and reveal that pedestrians struck by vehicles at less than 19 mph are significantly less likely to be killed or seriously injured. s the average speed increased, the fatal and serious injury rate also increased. 84

93 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 37: Fatal (K) and erious njury () ates ( ) by verage peed peed (mph) otal crashes K& crashes K& rate % , % , % % % 8.3 otorist Physical ondition able 38 shows apparent physical condition of motorists that struck pedestrians between 2005 and hese data show that less than 1% of drivers involved in all crashes were alcohol impaired or had been drinking. ne caveat to concluding that alcohol was not a major factor in crashes is the high proportion of hit and run crashes in hicago. t is possible that drivers who had been drinking would be more likely to flee the scene of a crash than those who had not been drinking. hese data also indicate that the physical condition of nearly 36% of the motorists was other/unknown. able 38: otorist pparent Physical ondition otal ormal 2,154 2,342 2,387 2,185 1,991 11, % 62.1% 64.8% 62.7% 63.6% 63.3% lcohol mpaired % 0.6% 0.6% 0.5% 0.9% 0.7% ad Been rinking % 0.2% 0.1% 0.1% 0.2% 0.2% rug mpaired % 0.1% 0.2% 0.1% 0.1% 0.1% Fatigued % 0.0% 0.0% 0.1% 0.1% 0.1% llness % 0.0% 0.1% 0.0% 0.1% 0.0% sleep/fainted % 0.2% 0.2% 0.2% 0.2% 0.0% edicated % 0.0% 0.0% 0.0% 0.0% 0.0% ther/nknown 1,210 1,397 1,261 1,269 1,093 6,230.5% 37.0% 34.2% 36.4% 34.9%.7% otal 3,405 3,773 3,683 3,483 3,129 17,473 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% 85

94 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 39 shows the motorist s physical condition for fatal and serious injury crashes. hese data show a slightly higher percentage of the motorists were under normal condition and 1.9% were alcohol impaired or had been drinking. gain, these data show a large proportion of other/unknown physical condition. herefore, it is difficult to determine the true breakdown of motorist condition. able 39: otorist pparent Physical ondition in Fatal and erious njury Pedestrian rashes otal ormal , % 64.5% 68.3% 68.4% 67.4% 66.2% lcohol mpaired % 1.2% 1.2% 1.4% 1.9% 1.6% ad Been rinking 0.3% 0.2% 0.4% 0.4% 0.6% 0.3% rug mpaired % 1.8% 3.6% 5.4% 1.8% 0.2% sleep/fainted % 0.2% 0.0% 0.0% 0.0% 0.0% Fatigued % 0.0% 0.0% 0.0% 0.0% 0.0% llness % 0.0% 0.2% 0.0% 0.0% 0.0% edicated % 0.0% 0.0% 0.2% 0.0% 0.0% ther/nknown % 33.8% 29.6% 29.0% 29.8% 31.6% otal ,899 (ear %) (23.1%) (22.5%) (19.5%) (17.1%) (17.8%) 100.0% 86

95 ity of hicago 2011 Pedestrian rash nalysis echnical eport 8.4 Pedestrian onspicuity able 40 shows the pedestrian crashes by the visibility of the pedestrian. hese data show that 61.5% of pedestrians were not reported as wearing contrasting clothing. able 40: Pedestrian rashes by Pedestrian onspicuity otal o onstrasting 2,022 2,419 2,401 2,310 2,147 11,299 lothing 56.3% 61.0% 62.0% 62.9% 65.5% 61.5% onstrasting lothing , % 15.2% 16.1% 16.3% 16.8% 16.6% eflective aterial % 1.8% 1.8% 1.9% 1.9% 1.7% ther Light ource used 3.3% 3.3% 3.4% 3.6% 3.3% 3.4% ot eported/ ,099 nknown 20.5% 18.7% 16.7% 15.2% 12.6% 16.9% otal 3,592 3,967 3,870 3,670 3,277 18,376 (ear %) (19.5%) (21.6%) (21.1%) (20.0%) (17.8%) 100.0% Figure 30 shows these data for crashes that occurred in dark conditions. his includes crashes that were recorded as having occurred under light conditions of darkness or darkness, lighted road. hese data indicate that only a small percentage of pedestrians struck were reported as wearing reflective material (1.4%) or were carrying a light source (3.1%). he use of these materials has been shown to increase a pedestrian s visibility. Figure 30: Pedestrian rashes ( ) by Pedestrian onspicuity in ark onditions 15.5% 3.1% 1.4% 13.7% 66.3% o constrasting clothing onstrasting clothing eflective material ther light source used ot reported / nknown 87

96 ity of hicago 2011 Pedestrian rash nalysis echnical eport 8.5 Vehicle aneuvers able 41 provides data on crashes by vehicle maneuver. hese data show that just over 25% of crashes involved a turning maneuver, slightly less than 50% involved a straight ahead maneuver, and 5% a backing maneuver. Left-turning motorists hit twice as many pedestrians as rightturning motorists. Very few crashes involved a motorist turning right on red. he proportion of vehicles going straight ahead at the time of a crash decreased over the fiveyear period and from the tudy, when these maneuvers accounted for 60% of the crashes. eanwhile, the proportions of vehicles turning left and turning right have increased since the previous study. able 41: Pedestrian rashes by Vehicle aneuver otal traight head 1,775 2,030 1,882 1,655 1,506 8, % 52.9% 50.2% 47.0% 47.2% 49.8% urning Left , % 15.5% 16.8% 16.9% 17.6% 16.5% nknown/ , % 7.4% 8.2% 8.4% 6.9% 7.8% urning ight , % 7.0% 7.9% 8.5% 7.4% 7.7% Backing % 4.4% 4.5% 5.3% 4.9% 4.7% ther % 1.9% 2.0% 1.9% 2.2% 2.0% low/top in traffic % 1.9% 1.7% 2.0% 2.0% 1.9% low/top left turn % 1.7% 1.4% 2.4% 2.5% 1.9% Passing/vertaking % 1.2% 1.2% 1.0% 1.2% 1.2% tarting in raffic % 0.7% 1.0% 1.2% 1.2% 1.1% low/top ight urn % 0.9% 0.4% 1.1% 1.5% 0.9% low/top Load-nload % 0.8% 0.8% 0.6% 1.1% 0.8% kidding/ontrol Loss % 0.5% 0.8% 0.6% 0.9% 0.7% voiding Vehicles/bjects % 0.6% 0.7% 0.4% 0.5% 0.6% nter from rive/lley % 0.4% 0.4% 0.7% 0.5% 0.5% ntering raffic Lane from Parking 0.5% 0.4% 0.5% 0.6% 0.6% 0.5% hanging Lanes % 0.4% 0.2% 0.3% 0.4% 0.3% 88

97 ity of hicago 2011 Pedestrian rash nalysis echnical eport otal riving rong ay % 0.2% 0.4% 0.3% 0.4% 0.3% -turn % 0.1% 0.3% 0.1% 0.2% 0.2% Leaving raffic Lane to Park % 0.2% 0.3% 0.2% 0.2% 0.2% Parked % 0.2% 0.1% 0.2% 0.2% 0.2% urning on ed % 0.3% 0.1% 0.2% 0.1% 0.2% erging % 0.0% 0.1% 0.1% 0.1% 0.1% Parked in raffic Lane % 0.1% 0.1% 0.1% 0.0% 0.1% riverless % 0.1% 0.1% 0.1% 0.0% 0.1% egotiating a urve % 0.0% 0.0% 0.0% 0.1% 0.0% iverging % 0.0% 0.0% 0.0% 0.0% 0.0% otal 3,462 3,834 3,749 3,524 3,188 17,757 (ear %) (19.5%) (21.6%) (21.1%) (19.8%) (18.0%) 100.0% Figure 31 displays an analysis of turning maneuvers in pedestrian crashes that occurred at signalized intersections. Left-turning vehicles were involved in.5% of crashes and right-turning vehicles in 16.4%, for a total of just over 50% of crashes involving turns. Vehicles going straight were involved in 34.5% of the crashes and the remaining 13.5% involved other or unknown actions. gain, these proportions of turning vehicles are higher than the tudy. Figure 31: Vehicle aneuvers at ignalized ntersection Pedestrian rashes ( ) 13.5%.5% 34.5% urning Left urning ight traight head ther 16.4% 89

98 ity of hicago 2011 Pedestrian rash nalysis echnical eport n an analysis of turning vehicles involved in crashes in the high crash corridors in the B compared to the high crash corridors outside the B, the B crashes were found to have a higher proportion of crashes (65.6%) involving turning vehicles. 48.3% of the crashes involved left turns in the B versus 31.9% outside of the B. ight turning vehicles accounted for 17.3% and 16.2% of the crashes inside and outside the B, respectively. 8.6 otorist ction able 42 shows pedestrian crashes by motorist action. Failure to yield to pedestrians was the most common action cited as a contributing factor. t accounted for 36.4% of all crashes. imilar to other analyses, the category of unknown has a high proportion, likely due to the high rate of hit and run crashes. hen accounting for only the known factors, motorists failure to yield to pedestrians accounts for 48.3% of all crashes. able 42: otorist ction otal Failed to ield 1,238 1,296 1,325 1,287 1,207 6,3 36.4% 34.3% 36.0% 37.0% 38.6% 36.4% one , % 23.4% 20.7% 18.9% 17.7% 20.0% mproper Backing % 2.0% 1.8% 2.1% 2.0% 2.2% oo Fast for onditions % 1.7% 1.6% 1.3% 2.0% 1.7% isregarded ontrol evices % 1.7% 1.5% 1.6% 1.5% 1.6% mproper urn % 0.8% 0.7% 0.9% 0.5% 0.7% mproper Passing % 0.4% 0.6% 0.4% 0.4% 0.4% rong ay/ide % 0.3% 0.3% 0.3% 0.3% 0.3% Followed too losely % 0.1% 0.2% 0.2% 0.2% 0.2% mproper Lane hange % 0.2% 0.2% 0.1% 0.4% 0.2% mergency Vehicle on all % 0.1% 0.0% 0.1% 0.2% 0.1% mproper Parking % 0.7% 0.2% 0.7% 0.9% 0.1% vading Police Vehicle % 0.2% 0.1% 0.1% 0.1% 0.1% topped chool Bus % 0.1% 0.1% 0.0% 0.1% 0.1% License estrictions % 5.4% 1.8% 1.8% 0.0% 0.0% 90

99 ity of hicago 2011 Pedestrian rash nalysis echnical eport otal ther , % 10.5% 11.3% 10.7% 11.6% 11.3% nknown , % 24.1% 24.9% 26.1% 24.3% 24.7% otal 3,405 3,774 3,683 3,483 3,129 17,474 (ear %) (19.5%) (21.6%) (21.1%) (19.9%) (17.9%) 100.0% able 43 on the following page shows the motorist actions in fatal and serious injury crashes, with similar results. Failure to yield accounted for 37.5% of the crashes, but when excluding the crashes where the motorist action was unknown, failure to yield increased to 47.6% of the crashes. he next most common motorist action was none, at 19.9%, followed by too fast for conditions, at 3.0%. he proportion of the too fast for conditions action was nearly double for the fatal and serious injury crashes, as compared to all pedestrian crashes. 91

100 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 43: otorist ction in Fatal and erious njury Pedestrian rashes otal Failed to ield , %.6% 37.5%.5% 42.4% 37.5% one % 23.2% 18.9% 21.2% 17.1% 19.9% oo Fast for onditions % 3.2% 2.8% 2.6% 2.7% 3.0% isregarded ontrol evices % 2.2% 2.8% 2.2% 1.4% 2.3% mproper Backing % 0.8% 1.8% 2.4% 1.9% 1.9% mproper urn % 0.6% 0.9% 1.6% 0.4% 0.8% rong ay/ide % 0.5% 0.7% 0.4% 0.4% 0.4% mproper Passing % 0.2% 0.5% 0.4% 0.2% 0.3% mproper Lane hange % 0.2% 0.2% 0.2% 0.4% 0.3% Followed oo losely % 0.0% 0.4% 0.4% 0.2% 0.2% mproper Parking % 0.0% 0.2% 0.4% 0.2% 0.2% vading Police Vehicle % 0.3% 0.4% 0.0% 0.0% 0.1% topped chool Bus % 0.2% 0.2% 0.0% 0.0% 0.1% mergency Vehicle on all 0.1% 0.2% 0.0% 0.0% 0.2% 0.1% License estrictions % 1.8% 0.0% 0.0% 0.0% 0.1% ther % 9.7% 12.4% 10.9% 12.2% 11.4% nknown % 23.2% 20.4% 21.8% 20.3% 21.3% otal ,898 (ear %) (23.1%) (22.5%) (19.5%) (17.1%) (17.8%) 100.0% 92

101 ity of hicago 2011 Pedestrian rash nalysis echnical eport 8.7 Pedestrian Location able 44 shows that 42.9% of pedestrians were struck n roadway. hirty-two percent of pedestrian crashes occurred in crosswalks with left and right turns accounting for 25%. he tudy indicated that 54.8% of pedestrians were in the roadway at the time of the crash, representing a large drop between the two studies; however, the percent of pedestrians in the crosswalk was consistent. able 44: Pedestrian rashes by Location of Pedestrian otal n oadway 1,488 1,750 1,738 1,552 1,349 7, % 44.1% 44.9% 42.3% 41.2% 42.9% n rosswalk 1,039 1,231 1,208 1,268 1,162 5, % 31.0% 31.2% 34.6%.5% 32.2% ot in vailable rosswalk % 4.7% 4.1% 4.4% 5.2% 4.7% rosswalk not vailable % 1.2% 1.3% 1.1% 1.2% 1.2% riveway ccess % 1.2% 1.2% 1.5% 1.3% 1.2% ot in oadway % 4.0% 3.2% 3.4% 3.8% 3.5% Bikeway % 0.0% 0.0% 0.0% 0.1% 0.0% nknown// ,627 issing ata 18.9% 13.8% 14.1% 12.8% 11.7% 14.3% otal 3,592 3,967 3,870 3,670 3,277 18,376 (ear %) (19.6%) (21.6%) (21.1%) (20.0%) (17.8%) 100.0% he location of pedestrians involved in crashes varied inside and outside the B. Pedestrian location was compared for crashes in the high crash corridors identified within the B and citywide. Pedestrians in the B corridors were much more likely to be in the crosswalk, at 56%, than pedestrians overall. he pedestrian locations in high crash corridors outside the B were similar to the citywide results. Figure 32 on the next page shows these results. 93

102 ity of hicago 2011 Pedestrian rash nalysis echnical eport Figure 32: Pedestrian Location in rashes in igh rash orridors ( ) 100% 90% 80% 13.6% 13.5% 6.8% 3.5% 70% 60% 50% 40% 34.6% 56.0% nknown ot in roadway rosswalk not available ot in available crosswalk 30% n crosswalk 20% 41.0% n roadway 10% 24.5% 0% itywide igh rash orridors B igh rash orridors breakdown by age indicates that pedestrians 60 and over were more likely to be struck in a crosswalk and less likely to be struck in the roadway. hese data also show that children aged 0 to 14 were more likely to be struck in the roadway and less likely to be struck in a crosswalk. Figure 33 displays these data. imilar results were found in the tudy. Figure 33: Pedestrian rashes ( ) by Pedestrian Location and ge Group 100.0% 90.0% 80.0% 70.0% 60.0% 50.0% 40.0% 30.0% 20.0% 10.0% 0.0% ot in available crosswalk n crosswalk n roadway 94

103 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 45 shows the pedestrian location data broken down by whether the crash was intersection-related. his indicates that the majority of pedestrians who were struck in a crosswalk were at an intersection. Pedestrians were also more likely to be in the roadway in nonintersection related crashes. able 45: Pedestrian Location by ntersection-elated rash ( ) n oadway n rosswalk ot in vailable rosswalk rosswalk not vailable riveway ccess ot in oadway Bikeway nknown otal ntersection- elated ot ntersection- elated otal 5,147 2,730 7, % 57.1% 42.9% 5, , % 9.1% 32.2% % 5.2% 4.7% % 1.2% 1.2% % 2.3% 1.2% % 7.5% 3.5% % 0.0% 0.0% 1, , % 17.6% 14.3% 13,594 4,782 18, % 26.0% 100.0% 8.8 Pedestrian ction able 46 on the following page shows the breakdown of pedestrian action prior to a crash for all crashes. hese data indicate that 23.3% of pedestrians were struck while crossing with the signal and 8.4% were struck while crossing against the signal. hile the percentage of pedestrians crossing with the signal is similar to that found in the tudy, the percentage of pedestrians crossing against the signal has declined. n the previous report, it was found to be 13.4%. 95

104 ity of hicago 2011 Pedestrian rash nalysis echnical eport able 46: Pedestrian ction Prior to rash otal rossing ith ignal , % 22.7% 23.7% 24.9% 24.3% 23.3% ther , % 18.8% 19.3% 18.7% 18.0% 18.6% rossing gainst ignal , % 8.2% 8.1% 8.3% 8.3% 8.4% tanding in oadway , % 6.1% 5.8% 5.8% 5.5% 6.0% ntering/leaving/rossing nspecified ,093 Location 6.2% 6.3% 5.7% 5.5% 6.4% 6.0% alking/iding with raffic , % 5.9% 6.3% 6.3% 5.3% 5.9% alking iding gainst raffic % 5.7% 6.4% 5.0% 4.9% 5.5% Playing in oadway % 3.5% 3.0% 2.2% 1.9% 2.9% one % 2.4% 1.7% 2.1% 2.3% 2.1% orking in oadway % 1.9% 1.5% 1.5% 1.4% 1.5% ntering/leaving/rossing Vehicle % 1.1% 1.1% 1.1% 1.4% 1.2% nter from rive/lley % 1.3% 0.9% 1.1% 1.1% 1.1% urning Left % 0.4% 0.4% 0.3% 0.3% 0.3% urning ight % 0.2% 0.3% 0.2% 0.3% 0.3% Playing/orking on Vehicle % 0.2% 0.2% 0.1% 0.2% 0.2% ntoxicating Ped/Pedal % 0.0% 0.0% 0.0% 1.3% 0.2% aiting for choolbus % 0.2% 0.1% 0.2% 0.2% 0.2% alking/iding o/from isabled Vehicle 0.1% 0.0% 0.2% 0.2% 0.1% 0.1% ntering/leaving/rossing/choolbus 0.1% 0.1% 0.1% 0.0% 0.1% 0.1% nknown , % 15.0% 15.1% 16.3% 16.9% 16.2% otal 3,439 3,967 3,870 3,670 3,277 18,223 (ear %) (18.9%) (21.8%) (21.2%) (20.1%) (18.0%) 100.0% 96

105 ity of hicago 2011 Pedestrian rash nalysis echnical eport n looking at crashes specifically at signalized intersections, 48.8% of pedestrians were crossing with the signal while 16.4% were crossing against the signal. (ee able 47.) ithin the B, pedestrians were more likely to be struck while crossing with the signal, at 58.7%, compared to 46% at signalized intersection crashes outside of the B. hese findings support the pedestrian location results that pedestrians in the B were more likely to be in a crosswalk. able 47: Pedestrian ction at ignalized ntersection Pedestrian rashes otal rossing with ignal , % 48.4% 50.2% 51.3% 49.7% 48.8% rossing against signal % 16.9% 16.9% 14.9% 15.4% 16.4% alking with traffic % 6.1% 6.3% 5.5% 5.2% 5.8% ther action % 5.8% 5.8% 4.7% 5.1% 5.4% alking against traffic % 3.3% 4.5% 3.5% 3.3% 3.6% tanding in roadway % 2.1% 1.7% 2.5% 1.8% 1.9% ntering/leaving/crossing not at intersection 1.2% 2.3% 1.1% 1.4% 1.8% 1.6% orking in roadway % 1.2% 1.0% 0.9% 0.4% 0.8% o action % 0.9% 0.4% 0.6% 0.6% 0.7% Playing in roadway % 0.1% 0.6% 0.4% 0.4% 0.5% urning left % 0.5% 0.6% 0.3% 0.4% 0.4% urning right % 0.2% 0.5% 0.3% 0.5% 0.4% ntering/leaving/crossing parked vehicle 0.1% 0.1% 0.6% 0.3% 0.6% 0.3% aiting for school bus % 0.5% 0.1% 0.1% 0.1% 0.2% ntoxicated pedestrian % 0.0% 0.0% 0.0% 0.4% 0.1% nter from drive/alley % 0.1% 0.1% 0.0% 0.0% 0.0% 97

106 ity of hicago 2011 Pedestrian rash nalysis echnical eport ntering/leaving/crossing school bus otal % 0.1% 0.1% 0.0% 0.0% 0.0% Playing/working on vehicle % 0.0% 0.0% 0.1% 0.1% 0.0% nknown/ % 11.5% 9.7% 13.0% 14.2% 12.5% otal 1,180 1,169 1,252 1,245 1,136 5,982 (ear %) (19.7%) (19.5%) (20.9%) (20.8%) (19.0%) 100.0% 98

107 PPX llinois epartment of ransportation () rash File odes Vehicle File odes Person File odes

108 present rash files Field fields fields number Field name ype Format xample Prior name Field names omments 1 asenum ext ame 2 rash umeric For internal use only. 3 ounty code umeric ame 4 rash ear ext ame 5 rash month umeric ame 6 rash day umeric ame 7 br of Vehicles umeric V ame 8 ay of eek umeric K ame 9 our umeric ame 10 ity ode umeric ame 11 ity lass code umeric ame 12 ownship umeric P ame 13 ollision type code umeric LP ame 14 otal killed umeric _KLL ame 15 otal injured umeric _J ame 16 o injuries umeric _V0 ame 17 injuries umeric _V1 ame 18 B injuries umeric _V2 ame 19 injuries umeric _V3 ame 20 rash severity ext _V ame 21 gency code ext G ame 22 oute number umeric route prefix + route number 9055 ame 23 ilestation umeric LP ame 24 lass of trafficway umeric L_F ame 25 ational ighway ystem ext / _ ame 26 raffic control device code umeric F_L ame 27 oad surface condition code umeric F ame 28 oad defects code umeric F ame 29 Light condition code umeric LG ame 30 eather code umeric ame 31 ause 1 code umeric 1 32 ause 2 code umeric 2 33 ailroad crossing number ext 7 pos: six numbers one alpha ame 34 ime of crash ext xx.xx xx 4:28 P ame raffic control condition code umeric _ ame 36 ntersection related ext / _L 37 it and run ext / _ ame 38 rash date ext xx/xx/xxxx 12/23/2004 ame 39 umber of lanes umeric 40 lignment code umeric 41 rafficway description code umeric 42 oadway functional class umeric wo digit code--see field 66 ame ee footnote. 43 ork Zone related ext / 44 ity_township flag ext (ity) or (ownship) 45 rash coordinate ext xxxxxxx.xx 46 rash coordinate X ext xxxxxxx.xx 47 rash latitude ext xx.xx 48 rash longitude ext xx.xx 49 ounty name ext For field 3 ame 50 ay of eek ext o not use ay label. ot correct. 51 ype of crash ext For field 13 ame 52 ity name ext For field 10 ame 53 ity class ext For field 11 ame 54 lass of trafficway ext For field 24 ame 55 ause1 ext For field ause2 ext For field raffic evice ext For field 26 ame 58 evice condition ext For field ame 59 oadway surface ext For field 27 ame 60 oad defects ext For field 28 ame 61 rash injury severity ext ee field 68 ame 62 Light condition ext For field 29 ame 63 eather code ext For field 30 ame 64 lignment ext For field rafficway description ext For field oadway functional class description ext For field 42 ame 67 nvestigating agency description ext For field 21 ame 68 rash injury severity code umeric For field 61 ame 69 Property description 1 ext n/a 70 Property description 2 ext n/a 71 gency year umeric n/a 72 gency umber umeric n/a 73 Bar ode umeric n/a Footnote: Field 42--n the first digit is either a 1(on ational ighway ystem) or 0(not on ). he second digit describes the functional class. For 2004 and 2005 the two digits describe the functional class. Field 66 has the descriptions for all years.

109 LL FF FL 2004-Present Field name asenum rash d ounty code: ase umber (number used to link the files) nternal number used for atabase ounty in which the crash occurred KLB G 73. P LX Q P 92. VL 3. B 21. GL 39. JK 57. L 75. PK 93. B 4. B 22. PG 40. JP PP B 23. G 41. JFF 59. P 77. K 95. G 6. B J P L 25.FFG 43. J LP LL J 62. LL 80. L F 45. K K L 99. LL 10.PG 28. FKL 46. KKK L 100. LL FL 47. KLL L 101. BG 12. LK 30. GLL 48. KX G 102. F 13. L 31. G 49. LK L 14. L 32. G 50. L LL 68. G L 33. L 51. L 69. G 87. LB 16. K 34. K 52. L 70. L 88. K 17. F. 53. LVG 71. GL 89. P 18.BL LG 72. P 90. ZLL rash year: rash month : rash day: br of Vehicles: Last two digits of year in which crash occurred. onth in which crash occurred. ay of month in which crash occurred. umber of vehicles involved in crash

110 ay of eek 1 unday 2 onday 3 uesday 4 ednesday 5 hursday 6 Friday 7 aturday our: our of day crash occurred (24 hour). ity ode: List available if requested. ity name is in field number 52. ity lass ode 0 nincorporated 3 hicago 4 Population under 2, ,500-5, ,000 10, ,000 25, ,000 50,000 9 ver 50,000 ownship: ownship number ollision ype ode 1 Pedestrian 2 Pedalcyclist 3 rain 4 nimal 5 verturned 6 Fixed bject 7 ther bject 8 ther oncollision 9 Parked otor vehicle 10 urning 11 ear-end 12 ideswipe-same direction 13 ideswipe-opposite direction 14 ead-on 15 ngle 2

111 otal Killed: otal njured: o injuries: injuries: B injuries: injuries rash everity elf coding. elf coding. ount of persons involved in the crash that were not injured or killed. otal of incapacitating injuries in the crash. ncapacitating injury any injury other than fatal injury, which prevents the injured person from walking, driving, or normally continuing the activities he/she was capable of performing before the injury occurred. ncludes severe lacerations, broken limbs, skull or chest injuries, and abdominal injuries. otal of nonincapacitating injuries in the crash. onincapacitating injury any injury other than fatal or incapacitating injury which is evident to observers at the scene of the crash. ncludes lump on head, abrasions, bruises, minor lacerations. otal of possible injuries in the crash. Possible injury any injury reported or claimed which is not either of the above injuries. ncludes momentary unconsciousness, claims of injuries not evident, limping, complaint of pain, nausea, hysteria. 1 Fatal 2 njury 3 Property amage gency ode (nvestigating gency) 0 one 1 ity Police 2 ounty heriff 3 tate Police 9 ll others oute umber: oute Prefix + route number xample: 9055 = nterstate 55 oute Prefix 1 oute 2 nterstate Business Loop 3 Business oute 4 By-pass and one-way couple 5 llinois oute 6 llinois one-way couple 7 nterstate Business Loop one-way couples 8 on-marked oute 9 nterstate ilestation: elf coding 3

112 lass of trafficway 0 nmarked highway rural 1 ontrolled rural 2 tate numbered rural 3 ounty and local roads rural 4 oll roads rural 5 ontrolled rural 6 tate numbered urban 7 nmarked highway urban 8 ity streets urban 9 oll roads urban ational ighway ystem es o raffic ontrol evice 1 o controls 2 top sign/flasher 3 raffic signal 4 ield 5 Police/flagman 6 crossing gate 7 ther crossing 8 chool zone 9 o passing 10 ther regulatory sign 11 ther warning sign 12 Lane se arking 13 ther 14 elineators (2008) 99 nknown oad urface 1 ry 2 et 3 now or slush 4 ce 5 and, mud, dirt 6 ther 9 nknown 4

113 oad efects 1 o defects 2 onstruction zone 3 aintenance zone 4 tility work zone 5 ork zone unknown 6 houlders 7 ut, holes 8 orn surface 9 ebris on roadway 10 ther 99 nknown Light ondition 1 aylight 2 awn 3 usk 4 arkness 5 arkness, lighted road 9 nknown eather 1 lear 2 ain 3 now 4 Fog/smoke/haze 5 leet/hail 6 evere cross wind 7 ther 9 nknown ause 1 ause 2 Primary ause he factor which is most significant in causing the crash, as determined by officer judgment. econdary ause he second most significant factor contributing to the crash, as determined by officer judgment. ome codes are purposely missing because they were previously used or were expanded and moved to the end of the list and renumbered. 01 xceeding authorized speed limit 02 Failing to yield right-of way 03 Following too closely 04 mproper overtaking/passing 05 riving on wrong side/wrong way 06 mproper turning/no signal 07 urning right on red 08 nder the influence of alcohol/drugs (use when arrest is effected) 10 quipment vehicle condition 5

114 11 eather 12 oad engineering/surface/marking defects 13 oad construction/maintenance 14 Vision obscured (signs, tree limbs, buildings, etc.) 15 riving skills/knowledge/experience 17 Physical condition of driver 18 nable to determine 19 ad been drinking (use when arrest is not made) 20 mproper lane usage 21 nimal 22 isregarding yield sign 23 isregarding stop sign 24 isregarding other traffic signs 25 isregarding traffic signals 26 isregarding road markings 27 xceeding safe speed for conditions 28 Failing to reduce speed to avoid crash 29 Passing stopped school bus 30 mproper backing 32 vasive action due to animal, object, non-motorist 40 istraction from outside vehicle 41 istraction from inside vehicle 42 istraction operating a wireless phone (changed for 2009 to electronic communication device (cell phone, texting, etc.) 43 istraction other electronic device (navigation device, V player, etc) dded in perating vehicle in erratic, reckless, careless, negligent or aggressive manner 99 ot applicable ailroad rossing umber 7 digit identifier made up of six numbers followed by an alpha character. ime of rash: ctual time of crash as entered by the reporting officer. raffic ontrol evice ondition ntersection elated: es o 1 o ontrols 2 ot functioning 3 Functioning improperly 4 Functioning properly 5 orn reflective material 6 issing 7 ther 9 nknown 6

115 it and un es o rash ate: // umber of Lanes 0 (zero) = ot applicable sed for intersection umber= hrough lanes, both directions lignment 1 traight and level 2 traight on grade 3 traight on hillcrest 4 urve, level 5 urve on grade 6 urve on hillcrest rafficway escription wo-way 1 not divided 2 divided, no median barrier 3 divided with median barrier 4 center turn lane ther 5 ne-way or ramp 6 lley or driveway 7 Parking lot 8 ther 9 nknown oadway Functional lass 10 nterstate 20 Freeway and xpressway 30 ther Principal rterial 40 inor rterial (on-rban) 50 ajor ollector (on-rban) 55 inor ollector (on-rban) 60 Local oad or treet (on-rban) 70 inor rterial (rban) 80 ollector (rban) 90 Local road or treet (rban) ork Zone elated es o ity/ownship Flag (ity) (ownship) rash oordinate - tate Plane oordinates Field 45 7

116 rash oordinate X- tate Plane oordinates Field 46 rash Latitude (Field 47) rash Longitude (Field 48) ounty ame (ext for field 3) ay of eek ollision ype (ext for Field 13) ity ame (ext for Field 10) ity lass (ext for Field 11) lass of rafficway (ext for Field 24) ontributory ause 1 (ext for Field 31) ontributory ause 2 (ext for Field 32) raffic evice (Field 57) (ext for Field 26) evice ondition (Field 58) (ext for Field ) oadway urface (Field 59) (ext for Field 27) oad efects (Field 60) rash njury everity ode (Field 61) 1 - -injury crash crash where most severe injury is (possible injury) 2 - B-injury crash crash where most severe injury is B(nonincapacitating injury) 3 - -injury crash crash where most severe injury is (incapacitating injury) 4 - rash with fatality(s) Light ondition (Field 62) (ext for Field 29) eather ode (Field 63) (ext for Field 30) lignment (Field 64) (ext for Field 40) rafficway description (Field 65) (ext for Field 41) oadway Functional lass escription (Field 66) (ext for Field 42) nvestigating gency escription (Field 67) (ext for 21) rash njury everity ode (Field 68) (umeric for Field 61) Property escription 1 & 2 (Fields 69 and 70) 8

117 hort description of property damaged by the crash gency ear ispatch year for the agency gency umber nternal number used by individual agencies Bar ode Bar code number from the police report hree new fields added to extract. 9

118 2001-present Person file Field fields fields number Field name ype Format xample Prior name omments 1 ase number ext ame 2 Personype umeric G_P ame 3 nito* umeric VQ_ ame 4 B ate/time mm/dd/yyyy river only ate of birth 5 ge umeric ame 6 ex ext /F ame 7 riverlicensetate ext V_L ame 8 umeric river condition V_ ame 9 B umeric B of driver V_B ame 10 V umeric river vision V_V ame 11 V umeric river action V_ ame 12 _ umeric eating position ame 13 J umeric njury severity ame 14 F umeric afety equipment ame 15 umeric irbag deployment ame 16 J umeric xtricated/ejected ame 17 ext ame 18 ospital ext ame 19 PP umeric Ped action P_ ame 20 P umeric Ped location PF_L ame 21 PV umeric Ped/bike visibility P_V ame 22 escription ext For field 2 ame 23 Ped_Bike_visibility ext For field 21 ame 24 river condition ext For field 8 ame 25 ir_bag_eployed ext For field 15 ame 26 P_ction ext For field 19 ame 27 river_b_est ext For field 9 ame 28 jection ext For field 16 ame 29 river_ction ext For field 11 ame 30 P_Location ext For field 20 ame 31 river _Vision ext For field 10 ame 32 afety_equipment ext For field 14 ame * Field 3 : he unit numbers (01, 02, 03, etc.) applies the person type 1(driver) and person type 7(passenger). Please disregard Field 3 for nonoccupants.

119 LL P FL 2004-Present Field name asenum ase umber umber used to link files Person type nit number B 1 river 2 Pedestrian 3 Pedalcyclist 4 questrian 5 ccupant of nonmotorized vehicle 6 oncontact vehicle 7 Passenger umber which identifies each person involved in the crash. ate of birth ge ex ctual age of person type. ale F Female ex unknown river License tate wo letter abbreviation of state. ay only have L at this time. pparent physical condition of driver 1 ormal 2 mpaired alcohol 3 mpaired drugs 4 llness 5 sleep/fainted 6 edicated 7 ad been drinking 8 Fatigued 9 ther/unknown B river B test result eported B result or one of the following: 95 est refused 96 est not offered 97 est performed, results unknown

120 V river vision 1 ot obscured 2 indshield (water/ice) 3 rees, plants 4 Buildings 5 mbankment 6 ignboard 7 illcrest 8 Parked vehicles 9 oving vehicle 10 Blinded headlights 11 Blinded sunlight 12 Blowing materials 13 ther 99 nknown V river ction 1 one 2 Failed to yield 3 isregarded control devices 4 oo fast for conditions 5 mproper turn 6 rong way/side 7 Followed too closely 8 mproper lane change 9 mproper backing 10 mproper passing 11 mproper parking 12 License restrictions 13 topped school bus 14 mergency vehicle on call 15 vading police vehicle 16 ther 17 nknown eating position 1 river 2 enter front 3 Passenger 4 econd row left 5 econd row center 6 econd row right 7 nclosed passengers 8 xposed passengers 9 nknown position Below: added to 10/06 crash report 10 hird row left 11 hird row center 12 hird row right 2

121 J njury severity ************VL G tarting with 2004 data 4 Fatality 3 -injury ncapacitating injury any injury other than fatal injury, which prevents the injured person from walking, driving, or normally continuing the activities he/she was capable of performing before the injury occurred. ncludes severe lacerations, broken limbs, skull or chest injuries, and abdominal injuries. 2 B-injury onincapacitating injury any injury, other than fatal or incapacitating injury, which is evident to observers at the scene of the crash. ncludes lump on head, abrasions, bruises, minor lacerations. 1 -injury Possible injury any injury reported or claimed which is not either of the above injuries. ncludes momentary unconsciousness, claims of injuries not evident, limping, complaint of pain, nausea, hysteria. 0 o indication of injury. F afety equipment 1 one present 2 afety belt used 3 afety belt not used 4 elmet used 5 elmet not used 6 hild restraint used 7 hild restraint used improperly 8 hild restraint not used 9 sage unknown ir bag deployed 1 ith seat belt 2 ithout seat belt Below: dded to 10/06 crash report, 1 and 2 dropped 3 ot applicable 4 id not deploy 5 eployed, front 6 eployed, side 7 eployed other (knee, air belt, etc.) 8 eployed, combination 9 eployment unknown 3

122 J ospital PP jection or extrication 1 one 2 otally ejected 3 Partially ejected 4 rapped/extricated 9 nknown ny reported information ospital taken to, when reported Ped/Pedal ction 3 urning left 4 urning right 20 nter from drive/alley 50 o action 51 rossing with signal 52 rossing against signal ntering / Leaving / rossing 53 chool Bus (within 50 ft.) 54 Parked vehicle 55 ot at intersection alking / iding 56 ith traffic 57 gainst traffic 58 o/from disabled vehicle ther: 59 aiting for school bus 60 Playing/working on vehicle 61 Playing in roadway 62 tanding in roadway 63 orking in roadway 64 ther action 65 ntoxicated ped/pedal 99 nknown/ P Ped/Pedal Location 1 n roadway 2 n crosswalk 3 ot in available crosswalk 4 rosswalk not available 5 riveway access 6 ot in roadway 7 Bikeway 9 nknown/ 4

123 PV P/Bike visibility 1 o contrasting clothing 2 ontrasting clothing 3 eflective material 4 ther light source used 5

124 LL VL FL 2004-Present Field name asenum ase umber umber used to link files nit number V11 umber which identifies each vehicle involved in the crash. First 11 alphanumeric codes of the V umber of ccupants umber of persons in vehicle driver plus passengers V Vehicle type 1. Passenger car 2. Pickup truck 3. Van/mini-van 4. Bus up to 15 passengers 5. Bus over 15 passengers 6. ruck single unit 7. ractor w/semi-trailer 8. ractor w/o semi-trailer 9. Farm equipment 10. otorcycle (over 150 cc) 11. otor driven cycle 12. nowmobile 13. ll-terrain vehicle (V) 14. ther vehicle with trailer 15. port utility vehicle (V) 16. ther 99. nknown/ V Vehicle use 1. ot in use 2 Personal 3 river education 4 mbulance 5 Fire 6 Police 7 chool bus 8 (hicago ransit uthority) 9 ass transit 10 ther transit 11 ilitary 12 griculture 13 ow truck 14 onstruction/maintenance 15 ouse trailer 16 amper/v towed/multi-unit 17 amper/v single unit

125 18 axi/for hire 20 ommercial multi-unit 21 ommercial single unit 22 tate owned 24 Lawn care/landscaping (dded for 2008 ata) 98 ther 99 nknown/ Vehicle aneuver Prior he vehicle maneuver is prior to the crash. 1 traight ahead 2 Passing/overtaking 3 urning left 4 urning right 5 urning on red 6 -turn 7 tarting in traffic 8 low/stop left turn 9 low/stop right turn 10 low/stop load/unload 11 low/stop in traffic 12 riving wrong way 13 hanging lanes 14 voiding vehicles/objects 15 kidding/control loss 16 ntering traffic lane from parking 17 Leaving traffic lane to park 18 erging 19 iverging 20 nter from drive/alley 21 Parked 22 Parked in traffic lane 23 Backing 24 riverless 25 ther 26 egotiating a curve 99 nknown/ P irection ravel Prior 1 orth 2 ortheast 3 ast 4 outheast 5 outh 6 outhwest 7 est 8 orthwest 9 nknown owed due to crash es o 2

126 Fire nd Fire indicator es o Z azardous aterial pill es o V ommercial vehicle indicator es o ost armful vent elf coding Location of ost armful elf coding ost armful vent umber elf coding V1 V2 V3 Vehicle first event Vehicle second event Vehicle third event vent codes: oncollision 1 an off the roadway 2 verturn 3 Fire/explosion 4 mmersion 5 Jackknife 6 argo shift/loss 7 eparation 8 ownhill runaway 9 ther noncollision 99 nknown ollision with: ot Fixed bjects: 11 otor vehicle in traffic 12 Pedestrian 13 Pedalcyclist 14 ailway train 15 eer 16 ther animal 3

127 17 Falling load 18 it parked vehicle 19 hrown/falling object 20 ther object 99 nknown Fixed bjects: 21 rash cushion 22 Guardrail face 23 Guardrail end 24 oncrete median barrier 25 Bridge support 26 Bridge end 27 Bridge rail 28 Bridge underside 29 raffic signal 30 Light support 31 tility pole 32 elineator post 33 ailroad signal/gates 34 ther pole or post ulvert 36 urb 37 itch/embankment 38 nowbank 39 Fence 40 ailbox 41 ree or shrub 42 Building/structure 43 ther fixed object 44 able barrier 99 nknown L1 L2 L3 Location of first event Location of second event Location of third event Location codes: 1 n pavement (roadway) 2 ff pavement left 3 ff pavement right 4 ntersection 5 ther 9 nknown 4

128 First ontact Point of first contact 00 one 01 Front 02 ight front quarter panel 03 ight side center 04 ight back quarter panel 05 ear 06 Left rear quarter panel 07 Left side center 08 Left front quarter panel 09 oof 10 nder carriage 11 otal (ll areas) 12 ther 99 nknown Vehicle efects 01 one 02 Brakes 03 teering 04 ngine/motor 05 uspension 06 ires 07 xhaust 08 Lights 09 ignals 10 indows 11 estraint system 12 heels 13 railer coupling 14 argo 15 Fuel system 16 ther 99 nknown Vehicle ear odel year of vehicle Vehicle ake ake of vehicle Vehicle odel odel of vehicle 5

129 6

130 PPX B llinois raffic afety eport 1050

131 llinois raffic rash eport 1050 nstruction anual for Law nforcement gencies 2009 rash ataa aves Lives!

132 llinois raffic rash eport 1050 nstruction anual for Law nforcement gencies raffic rash eport forms are printed and furnished by the llinois epartment of ransportation, ivision of raffic afety. o request forms and other crash reporting materials, or to obtain further information: call us at (217) (217) us at ou may also fax a completed order form (page 24 of this manual) to (217) llinois epartment of ransportation ivision of raffic afety ttention: Local Liaison 3215 xecutive Park rive pringfield, l his manual can also be found at:

133 ontents Page 4 Preface 4 obile apture & eporting ystem () rash eport Form esign 6 Fatalities 6 General nformation 6 eporting equirements 7 ew in 2009 as shown on the front cover of 1050 booklets 8 tep-by-tep nstructions 22 oding xamples equence of vents (V) and ype of First rash (LL) 24 efinitions for ype of First rash (LL) with additional examples 26 ommon rrors 27 rder Form for crash reporting materials rash eport Form Booklet over with changes for rash eport Form with nstruction umbers 31 oding emplates 1 and 2 ommercial otor Vehicle (V) oding nformation as shown on the back cover of 1050 booklets 36 ppendices

134 Preface he llinois epartment of ransportation () is pleased to provide the new llinois raffic rash eport 1050 nstruction anual for Law nforcement gencies. his manual addresses changes to the 1050 crash form brought about by amendments to the llinois Vehicle ode (effective January 1, 2009), and offers clarifications and examples which should assist investigating officers in the completion of the he 1050 is the only crash report form approved by llinois law for use in reporting crash investigations to, the designated dministrator of crash information for the tate of llinois. o other crash report form is authorized. odifications to the form are not permitted, though any suggestions for improvements are welcomed. t is extremely important that all required fields on the 1050 be completed accurately, completely, and legibly. uses the crash information for a number of vital purposes, including crash analysis, roadway engineering improvements, safety program design, and ultimately, preventing death/injury on llinois roadways. he importance of submitting complete and readable information cannot be overstated. imeliness is a critical factor in crash reporting. Beyond the statutory requirement to submit 1050 reports to within 10 days after investigation of the motor vehicle accident is the simple fact that punctual reporting may provide the necessary information to improve a roadway and save a life. extends a sincere thanks to the law enforcement agencies and individual officers who perform this valuable duty for the motorists of llinois. all us at (217) to request crash report training from an instructor. class can be customized to accommodate your agency s specific training and scheduling requirements. obile apture & eporting ystem () has introduced the obile apture & eporting () computer system, which allows electronic capture and submittal of crash report data. ou should contact us at (217) if your agency is interested in obtaining electronic crash reporting capabilities. 4

135 1050 rash eport Form esign 1050: rash form sets are provided in booklet form, 10 sets per booklet. wo coding templates are attached to each booklet for completion of the data fields along the top and right edges of the Police eport. ach form set contains three separate sheets: one Police raffic rash eport form followed by two otorist eport forms, all separated by carbon sheets. he carbon sheets allow for most of the front side of the otorist eport forms to be completed simultaneously when completing the front of the Police eport. nce all information pertaining to the PG & L line(s) has been completed on the Police eport, the otorist eport form(s) should be removed from the booklet and given to the motorist(s). otorist(s) should be instructed to complete and, within 10 days, submit the otorist eport(s) to, as required by law. he remainder of the Police eport should then be completed by the officer, and any unused otorist eport forms (e.g., single vehicle crashes) should be destroyed. ompleting eports: he entire report form must be completed if a crash involves an injury or a unit requires towing from the scene due to damage caused by the crash (ype B). nly the blue-shaded areas must be completed if neither of these conditions is met (ype ). owever, if the V (V) boxes are left incomplete (lower left corner), a iagram and arrative must be provided. lso, if the investigating officer/agency believes additional information is warranted beyond what is required for a ype crash, the entire report should be completed. dditional nits: f more than two units are involved in a crash, the 1050 form set, commonly referred to as the L form, should be used in conjunction with the he pre-printed primary control number (located under the upper bar code on the 1050) and the VGG G field must be handwritten in the specified areas at the top of the he control number allows to ensure that all records for each and every crash are compiled in s rash nformation ystem. mending eports: he 1050 can also be used to amend completed reports that have already been forwarded to. Be sure to check the box (near the top left corner) and write the pre-printed control number from the original crash report in the specified area. Provide the new or changed information in the appropriate field. t is not necessary to complete the entire report a second time when submitting only amended information. dditional nformation: ll attachments must be copied and sent in with the matching 7-digit control number from the upper right corner of the original 1050 traffic crash report. ubmitting eports: lear, black and white copies of Police eports not originals should be forwarded to the following address: LL P F P P FF P.. BX PGFL L

136 opies of Police eports must be accompanied by a Police eport Batch over heet." will provide cover sheets and mailing labels displaying the above address. Please do not use otorist nvelopes to submit Police eports. emoval of nused 1050s: Please remove all unused forms older than 2009 from circulation. he date is located on the lower left corner of the form, after Please check all desk drawers, files, vehicles (trunks, too), lockers, etc., to ensure all unused forms older than 2009 are collected and destroyed. Fatalities fatal crash is a traffic crash involving a motor vehicle in which at least one person dies within 30 days of the crash. Police rash eports with Fatalities should be submitted as soon as possible in pre-addressed envelopes provided by the epartment for this exclusive use. t is the responsibility of the officer/agency to amend the crash report and notify of any death occurring after the original crash report has been submitted, if such death is a result of the crash and occurs within 30 days of the crash. crash resulting in one or more fatalities increases the importance of every data item on the 1050 crash form. will vigorously pursue missing, incomplete, and/or conflicting fatal crash information. General nformation Print legibly, press hard, and use only black ink to complete traffic crash report forms. omplete all required fields. hen entering data codes from the two templates, make sure to distinguish between a 9 and 99 to indicate the information is nknown or / (not applicable). n many data fields, a 9 does not mean nknown/. o not use nknown unless a description is not listed on a template. Known or perceived vehicles at-fault should be entered as nit 1. f the at-fault vehicle is not evident, the striking unit should be entered as nit 1. Provide a iagram and arrative if neither one can be determined. eporting equirements he Law: ffective January 1, 2009, the legal reporting threshold for traffic crashes involving only property damage increases from $500 to $1,500 when all drivers are insured. owever, if any driver does not have insurance, the threshold remains $500. n both cases, the investigating enforcement agency must complete and forward a written report to, on a form provided/approved by, within 10 days of the crash investigation. Private property crashes are not excluded from this requirement. [625 L 5/ and 408] 6

137 7

138 tep-by-tep nstructions ee rash eport Form with nstruction umbers and oding emplates on pages his control number is part of a pre-numbered form set. he bar code is used by to identify and file the form sheets pertaining to the crash. o not write in this space or obliterate the numbers. se this control number on any L and/or forms pertaining to the crash. 2 nter the name of your agency. f your city and county have the same name, enter ity or ounty after your agency name (example: hampaign ity). 3 ffective January 1, 2009, the legal reporting threshold for traffic crashes involving only property damage increases from $500 to $1,500 when all drivers are insured. owever, if any driver does not have insurance, the threshold remains at $500. n both cases, the investigating enforcement agency must complete and submit an 1050 report to. xample: 2-vehicle crash occurs causing $800 damage to one of the units. ne driver is insured but the other is not; therefore, a report is required using the $501 - $1,500 threshold (below). G $500 L P $501 - $1,500 VL/PP V $1,500 (s it appears on new form) sing the same crash above, if both drivers are insured and the damage remains at $800, no report is required. owever, if damage over $1,500 occurred to either unit, a crash report is required regardless of insurance. ote: f insurance is unknown, assume they are uninsured ( & or PK - V). egarding motorists: f the threshold amount is exceeded, motorists must be provided a otorist eport form to complete and submit to. 4 ark the appropriate box for one of the items below: investigated at crash scene. (K P) report taken not on scene. additional information not contained in the original report. nter the original crash report bar code number in the space provided if using an 1050 form. 8

139 5 ype crash f no one was injured and no vehicle was towed due to damage caused by the crash, mark the box labeled - o njury/rive way (ype crash). nly the blue-shaded areas on the form must be completed for a ype crash; however, the entire report should be completed when the investigating officer/agency believes additional information is warranted. ype B crash f the crash involves death, injury, and/or a vehicle was towed from the scene due to damage caused by the crash, mark the box labeled B - njury and/or ow ue to rash (ype B crash). he entire form must be completed for ype B crashes. 6 nter G P., which is the case number assigned by your agency. nter the year in the left portion of the block followed by the sequential number. 7 hen available enter the B closest to the location of the crash. 8 nter the G or (or number) on which the crash occurred. 9 hen the crash occurs at an intersection, mark the box labeled. nter the number(s) and/or name(s) of the intersecting highway(s) and/or street(s). n alley is not considered an intersection unless a FF L V (F) is present. hen the crash is not at an intersection, mark the other box and enter the information below: B or of highway/street upon which the crash occurred to nearest intersection (F or ) from nearest intersection (,, or ) B or of nearest intersecting highway/street... se only street names listed on a city, county or state road map. f it is a marked.. or state highway, use the route designation instead of the street name. se 911 names if known. ndicate to/from directions prior to the crash to identify an entrance or exit ramp crash location, such as: B (southbound) -55 exiting onto B (northbound) se business names or local landmarks (e.g., conald s entrance, old red barn, high school). 10 nter the name of the //VLLG in which the crash occurred and check the box for ity. r, if the crash occurred outside incorporated limits, enter the name of the P and check the box for ownship. f the location of the crash is in question (city vs. township), provide the name of the ity closest to the location. 11 nter the name of the in which the crash occurred. 9

140 ark the es or o box for the following (# 12-14): 12 L as this an intersection related crash? crash does not have to actually occur at an intersection to be considered intersection related. xample: f five vehicles are lined up at a traffic signal and a rear-end collision occurs at the back of the line 75 feet from the intersection, it would be considered intersection related. 13 PV PP his is not the area to indicate that there was private property damage. heck es: nly if the crash began on, ended on, and all damage occurred on private property. o: f the crash began on a public roadway, it is not a private property crash. ome thoroughfares through shopping center parking lots may be considered public roadways. ontact if you need clarification. ote: llinois law does not exempt private property crashes from the reporting requirements. hen your agency investigates motor vehicle crashes on private property involving death, injury, and/or damage to one person s property over $500 or $1,500, depending on drivers insurance, the law requires that an 1050 report be completed and a copy submitted to. otorists involved in such crashes must complete and submit the original llinois otorist eport ( 1) to. (ee ubmitting eports on page 5.) hether a crash occurs on private property or elsewhere, the decision to investigate and report it should be based on the three criteria stipulated by law: death, injury, damage over $500 or $1,500 to one person s property, depending on drivers insurance. 14 & as this a hit and run crash? 15 nter the F (mo, day, and yr). 16 ircle the F K the crash occurred. 17 nter the (hour and minute) of the crash using civilian time, and mark the or P box. 18 nter the total B of VL VLV in the crash. 10

141 19 L are used by cities and counties participating in the llinois epartment of ransportation LL F. n most standard operations, the records clerk completes this block. Please, do not write in this area if you do not have L odes. 20 nter the apparent at-fault unit as 1 whenever possible. ark the appropriate box to indicate the type of unit. (emember, an animal cannot be a unit.) mportant: hen identifying units by number (nit 1, nit 2, etc.), make sure each unit s number remains the same throughout the report (coding fields, iagram, and arrative). V person operating vehicle. PK - V when an unoccupied parked vehicle is struck. P (Pedestrian). PL (Pedalcyclist) person operating bicycle, tricycle, unicycle, pedal car, etc. f a person is not actually operating the cycle at the time of the crash (i.e., walking/standing next to it), the P box should be checked. Q (questrian) does not include a horse-drawn carriage and/or its occupants (see V below). V (occupant of a on-otor Vehicle). xamples: passenger on a train, occupant of a horse-drawn carriage, person sitting in a building struck by a motor vehicle. V (on-ontact Vehicle) a vehicle affecting a crash without any direct involvement (no contact); also, a pedestrian causing a crash, without any direct involvement (no contact). nter the L, F, and L L (..) for that person. f available, enter the name shown on the driver's license. f a vehicle is legally parked when struck, print PK next to the driver s name. f a vehicle is illegally parked when struck, print LLGLL PK. n both instances, enter the name of the person, when known, who last had control of the vehicle and any available information. f a train is involved, print the word in place of the driver information and list it as G PP (see # 44, 46-48). owed units should not be entered as separate units; they are considered part of the power unit. f the owner of the towed unit is different than that of the power unit, list the towed unit as G PP (see # 46-48). towed unit is the unpowered, pulled portion of any multi-unit combination vehicle. 21 nter the F B (mo, day, and yr). 22 nter the. 23 ndicate the X by printing for male or F for female. 24 nter a code for F QP (F) from emplate 2. 11

142 25 nter a code for BG () from emplate nter the,, and ZP code. 27 nter the most severe J LF (J) code from emplate 2 according to the descriptions below: K Fatal fatal crash is a traffic crash involving a motor vehicle in which at least one person dies within 30 days of the crash. ncapacitating injury ny injury, other than a fatal injury, which prevents the injured person from walking, driving, or normally continuing the activities he/she was capable of performing before the injury occurred. his includes severe lacerations, broken/distorted limbs, skull injuries, chest injuries, abdominal injuries. B onincapacitating injury ny injury, other than a fatal or incapacitating injury, which is evident to observers at the scene of the crash. his includes lumps on the head, abrasions, bruises, minor lacerations. eported, not evident ny injury reported or claimed which is not listed above. his includes momentary unconsciousness, claims of injuries not evident, limping, complaints of pain, nausea, hysteria. o indication of injury. 28 nter a code for J X (J) from emplate nter the area code and LP number. ell phone numbers are permitted. 30 nter the V L B. nter or / if appropriate. 31 nter the of driver s license issuance. 32 nter the L of llinois driver s license. For out-of-state licenses, enter it as shown on the license (e.g., driver s, chauffeur s). 33 nter the name of the hospital, doctor s office, mortuary or other place the person was K. f the person refused medical treatment, indicate such. 34 nter the G (ambulance service) that transported injured persons from the scene and the emergency medical service report or B, when known. nter K if applicable. nter the K of vehicle (e.g., Ford, hevrolet). nter the vehicle L (e.g., ustang, Blazer). nter the manufacturer s designated model. 36 nter the license B. nter the issuing the license plate. nter the that the registration expires. 37 nter the V (Vehicle dentification umber). 38 nter the name of the titled VL. f it is the same as the vehicle driver, enter. 12

143 39 nter the complete, if different from the driver. f it is the same as the vehicle driver, enter. 40 ircle the G on the diagram of the vehicle, or circle one of the 2-digit codes below: G 11 L (LL ) K n the box labeled P F F, enter one of the numbers (1 9) listed on or next to the vehicle diagram. nter 52 in this box when the only damage to a multi-unit combination vehicle is to the unpowered, towed portion of the unit. 41 ark the (es) or (o) box for the items below: heck yes if the vehicle was towed due to damage from the crash. F as there a fire involving this vehicle? Z PLL (azardous aterial) f yes is checked, complete the L VL section on the reverse side of the report form. ote: a vehicle s own fuel is not considered a hazardous material. V (ommercial Vehicle) f a commercial vehicle was involved, complete the L VL section on the reverse side of the report form. 42 nter the name of the P (not agent) which issued the policy for the vehicle. nter if not insured. nter LF- if appropriate. 43 nter the B from the insurance card. 44 nter the same information for the other traffic units following the instructions for # f a train is involved, do not list the engineer as the driver of nit 2. ee # 46 for entering train information. 45 nly information for PG & should be entered in this section. s is the case elsewhere on the form, only the blue-shaded fields are required to be completed for ype crashes, while all fields are to be completed for ype B crashes. nter the corresponding number for each individual listed. nter in the same box if listing a. nter the corresponding number from the G P () diagram located on emplate 2. umber 7 is to be used if the passenger is occupying any other space in an enclosed vehicle. ycle passengers legally seated are also to be coded as seat position 7. umber 8 is to be used if the passenger is outside the vehicle (e.g., truck bed, fender, etc.). se seat positions 10, 11, 12 to account for passenger vehicles with an additional row of seats. omplete the remaining fields for each listed individual in the same manner used to complete the section(s) addressed above in #

144 46 nter the G PP (last, first, middle initial). ild animals are owned by the tate of llinois (no address required). f a train is involved, print the word in place of the driver information and list it as G PP. ndicate the F L P (in # 46), the LV B (in # 47), and the (in # 48). amaged property contained within a vehicle should not be listed on the crash report. 47 nter a description of G PP other than vehicles. 48 nter the PP (,,, ZP). 49 From the back of emplate 1, select one or two B code(s) for the crash (not each vehicle). Further instructions and examples are listed beneath the code descriptions. nter one or two codes per crash, not per unit. 50 nter the P P L for the roadway upon which the crash occurred. f the crash occurred at an intersection, enter the P P L for the primary roadway. 51 nter the for the person who was arrested (last, first, middle initial). 52 nter the violation number(s) from the llinois Vehicle ode (V) / llinois ompiled tatutes (L). List the most serious violation first. 53 nter the complete B(). 54 nter the mo/day/yr the police were notified of the crash ( F). 55 nter the hour and minute the police were notified ( F) and mark the or P box. 56 nter the investigating FF number. 57 nter the investigating officer s G. ank may be included. 58 nter the investigating officer s B /, zone, and/or precinct if applicable. 59 nter the PV number and/or name of the sworn officer reviewing the completed report. 60 nter the (mo/day/yr). 61 nter the and mark the or P box. 14

145 equence and Location of ach V (V) ee examples on pages 22 and 23. nstructions # are used for identifying the sequence and location of each V (V) that occurred during the crash. he purpose is to identify what happened to each unit. Boxes are provided to identify three different events for each unit, from any of the following three categories on emplate 1: LL LL : FX BJ LL : FX BJ 62 elect the appropriate event from the V (V) box on emplate 1. nder the column heading (V), and next to 1 on the crash report form, enter the corresponding event number code to the right of the 1 (skipping over the check box). f a second event occurred, select another event from the template and enter the number code to the right of the 2 next to 1. Place a third event number code to the right of the 3 next to 1 if appropriate. 63 nce the event number code has been entered, use the V L (L) box on emplate 1 to select a location for each event coded. Place the location number code to the right of each corresponding event code under the column heading (L). 64 nder the column heading (), a check box appears to the left of each V number. etermine which event appears to be the most severe and mark that corresponding box only. nly one box per unit should be marked. Follow the procedures for # for each unit listed on the crash report. gain, it is possible to list 1, 2, or 3 events/locations for each unit. f additional events occurred during the crash, list only the three most severe. hen 9 - LL is selected, no other entry should be entered. t should be used only when no other V occurred and the vehicle did not strike someone or something. xample: an injury caused by an occupant falling from the vehicle. FX BJ can generally be thought of as an object that is intentionally constructed or placed at a particular location usually off or adjacent to the roadway. crash may involve an initial event, such as 1 - an off the roadway, and an indication of what was struck, such as 29 - raffic signal. r, if two units collide on the roadway, the only entry may be 11 - otor vehicle in traffic. hen more than one event is entered, check boxes are provided to identify the single most severe event for each unit. For ype crashes, this information may replace a iagram and arrative. owever, if event information is not provided, a iagram and arrative are required. 15

146 oding Boxes ee rash Forms with nstruction umbers & oding emplates on pages Fields # are to be completed using the numeric codes listed on emplate 1 and 2. nly the blue-shaded fields must be completed for ype crashes. nter a 9 or 99 if the information is not available and/or not applicable. o not use 9 indiscriminately: it represents something other than nknown/ in 2-character fields. For instance, in the V (V) field on emplate 1, a 9 denotes ther noncollision. mportant: hen identifying units by number (nit 1, nit 2, etc.), make sure each unit s number remains the same throughout the report (i.e., coding fields, iagram, arrative, other attachments). 65 nter a code for the PP PL () of each driver prior to the crash from emplate nter a code for P / BK VBL (PV) from emplate 2, if applicable. 67 nter a code for the type of FF L V (F), if any, at the crash location from emplate 1. f the crash is intersection related, enter the type of device at the intersection, regardless of that device's proximity to the actual crash location or its relevance to the crash. 68 nter a code for the V (F) at the time of the crash, from emplate nter a code for the () at the time of the crash, from emplate For each driver, enter a code for the V (V) that contributed to the crash, from emplate nter a code for the object or condition that obscured V V (V) for each unit, from emplate nter a code for the contributing VL F (V) or apparent malfunction for each unit, from emplate nter the most appropriate code for the LGG (LG) at the time of the crash, from emplate 1. 16

147 74 nter a code from emplate 1 to indicate the P F F (LL), using the criteria below. he purpose of this field is to identify what caused the first damage or injury, not the most harmful event. he first damage or injury is to be provided in the V portion of the form (# 64). GL VL ypes (odes 1 8) ee page 24 for definitions of the crash types, examples, and additional help. GL VL occurs when a motor vehicle's first damage/injury is with someone or something other than another motor vehicle. his type of crash may eventually involve other motor vehicles, but if the first damage/injury is between any two motor vehicles, it would not be a GL VL. L-VL ypes (odes 9 15) ee page 25 for definitions of the crash types, examples, and additional help. L-VL occurs when a motor vehicle's first damage/injury is with another motor vehicle. f two or more vehicles are involved in a crash, but the first damage/injury is between a motor vehicle and someone or something other than another motor vehicle, it is not a L-VL. o determine which of the L-VL types best describes the crash, the first consideration should be the intended direction of travel of each motor vehicle prior to the onset of the crash. he direction of travel or position/angle of the vehicles at the point of contact is not applicable. 75 nter a code from emplate 1 for the VL V P () to the crash for each unit. Going straight should be entered only if no other code applies. Priority should be given to actions at the top of the list. 76 nter a code from emplate 1 for the P/PL (PP) prior to the crash. nter number 53 if a school aged (5-19) pedestrian is struck within 50 feet of a school bus by either the bus or another vehicle. 77 nter a code from emplate 1 for the P/PL L (P) prior to the crash. 78 nter a code from emplate 2 for the FF P (F). 79 nter a code from emplate 1 for the general VL P (V) of each unit involved in the crash. taxi is coded 1 - Passenger (car); its use will be identified in the VL (V) boxes (# 83). 80 nter the B F L (. L), counting through lanes in both directions, whether or not the roadway is divided by a median (emplate 2). o not include left, right, or bi-directional turn lanes. nter a 0 if the crash occurred at an intersection. 17

148 81 nter a code from emplate 2 for the LG (LG) of the roadway on which the crash occurred. 82 nter a code from emplate 2 for the () at the time of the crash. 83 nter a code from emplate 1 for the intended or actual VL (V) of each unit at the time of the crash. 84 nter a code from emplate 2 for any F (F) present at the time of the crash. f the crash occurs within or in the vicinity of a construction zone, maintenance zone, utility work zone, or work zone - unknown type, enter a 2, 3, 4, or 5, respectively. xample: f a crash occurs while vehicles are slowing in the approach to a construction zone, but not yet within the marked boundaries of the zone, it is considered construction zone related and a 2 should be entered. 85 nter the V B L (B) or the appropriate code from emplate 2 for each driver. mportant: f entering a B when a test was taken with known results, be careful to clearly and accurately place the decimal point using one of the following formats (depending on the actual reported results):.xx or.xxx xamples: B test result of.08 should be reported as.08 not 0.8 or 8 or 08 (without the decimal point). B test result of.095 should be reported as.095 not.95 (impossible result) or 95 (code for est efused). f a drug test was given, indicate such in the arrative. f a fatality occurs due to the crash, update and immediately send the B information as you receive it, using the 1050 /L form. 86 nter the total B F P (. ), including the driver, known to be in each unit at the time of the crash (emplate 1). xample: 3 passengers + 1 driver = 4 ccupants. 87 nter a code from emplate 1 to indicate the L P (P) to the crash for each unit. his can be used to determine L-VL types for # 74, above. xample: f the L P to the crash is 7 (est) for nit 1, and 3 (ast) for nit 2, then the P F F (LL) must be a 10 - urning, 13 - ideswipe opposite direction, or 14 - ead on. he reverse side of the form must be completed for crashes involving death, injury, or one or more units being towed from the scene because of damage from the crash. f a commercial vehicle is involved in the crash, the ommercial otor Vehicle (V) information must be completed (page 20). 18

149 iagram and arrative mportant: hen identifying units by number (nit 1, nit 2, etc.), make sure each unit s number remains the same throughout the report (i.e., coding fields, iagram, arrative, additional attachments). 88 omplete a iagram to illustrate, as simply as possible, what happened during the crash. umber each unit to correspond with the same numbers assigned on the front of the report. he direction of travel for each unit must be indicated with an arrow. with an in the circle located in the upper right corner. ll iagrams should show highway numbers and/or street names, as well as other roadway features/objects, that pertain to the crash. f additional space is needed, provide an attachment. he primary control number (# 1) and the sheet number of the total report must be indicated on any attachment. t will be assumed that the investigating officer did not witness the crash, and that the iagram is not drawn to scale (it is not a reconstruction), unless otherwise noted. iagram and arrative are required on all ype B crashes, even if units have been moved prior to the officer s arrival. 89 he arrative should describe what happened as briefly as possible. he arrative should describe the main events of the crash. efer to units by numbers previously assigned. ny contributing circumstances or significant details not covered in the codes on the form should be included. nformation on drug testing should be indicated in this area. f additional space is needed, a more detailed arrative should be written on a separate attached sheet. he primary control number (# 1) and the sheet number of the total report should be indicated on this attachment. 90 he LL L section may be used by the reporting officer or the local agency to record information not entered elsewhere on the form. n area for vehicle color and towing information has been designated. 19

150 L VL (V) ee page 30 to view V section on the crash form. Fields # , on the right side of the form (back), should be completed for crashes involving commercial motor vehicles. ommercial motor vehicle means any self propelled or towed vehicle used on public highways in interstate and intrastate commerce to transport passengers or property when: (a) he vehicle has a gross vehicle weight, a gross vehicle weight rating, a gross combination weight, or a gross combination weight rating of 10,001 or more pounds; or (b) he vehicle is designed to transport more than 15 passengers, including the driver; or (c) he vehicle is designed to carry 15 or fewer passengers and is operated by a contract carrier transporting employees in the course of their employment on a highway of this tate; or (d) he vehicle is used in the transportation of hazardous materials in a quantity requiring placarding under the llinois azardous aterials ransportation ct. his definition does not include farm machinery, fertilizer spreaders, and other special agricultural movement equipment described in ection [625 L 5/3-809] or implements of husbandry as defined in ection [625 L 5/1-130]. 91 nter the and corporate of the motor carrier. 92 ark the appropriate box indicating the of the carrier name and address. 93 nter all available B, including the federal census number and the L (llinois ommerce ommission) number. hese numbers are generally located on either side of the cab or power unit. 94 nter the Gross Vehicle eight ating (GV). GV means the value specified by the manufacturer as the loaded weight of a single vehicle (vehicle weight combined with load weight). nclude the power unit and trailer(s). atings are listed on the Federal certification label or tag generally located on the driver-side doorpost of the power unit and on the forward half of the left side of the trailer(s). f the GV is not available, use the Gross ombination eight ating (G), which is the GV of the power unit combined with the total weight of the towed unit and any load thereon. 95 ark the appropriate box indicating the display of Z (azardous aterials). f, enter on the appropriate line: he class name from any one placard (if applicable); he 4-digit number from the center of the placard (product number); he 1-digit placard number (lower corner). 20

151 96 ark the appropriate box indicating a Z spill (do not count fuel from the vehicle fuel tank). ark the appropriate box indicating whether a Z regulations violation contributed to the crash. ark the appropriate box indicating whether a otor arrier afety () egulations violation contributed to the crash. ark the appropriate box indicating completion of a Z and/or xamination eport form, and enter the llinois ommercial river/vehicle xamination eport Form umber (Form o.). ark the appropriate box to indicate if any ut of ervice violations were cited. 97 nter the 7-digit oversize/overweight P., if any. 98 ark the appropriate box to indicate if it was a L. 99 ark the appropriate box to indicate the L (). 100 nter the L LG(), to the nearest foot. 101 nter the L VL LG including the power unit and trailer(s), to the nearest foot. 102 nter the total B F XL (. F XL) on the vehicle. nclude the power unit and trailer(s). 103 ark the appropriate box to indicate F or. nter the of the city or nearest city on the line provided. f is marked, enter the distance in miles and tenths of a mile and circle,,, or for the direction from the city. 104 From the back cover of the crash booklet, enter the number corresponding to the VL FG best describing the vehicle. 105 From the back of cover of crash booklet, enter the number corresponding to the G B P, when applicable. 106 From the back cover of crash booklet, enter the number corresponding to the L P, when applicable. 21

152 oding xamples Q F V (V) and P F F (LL) (# 62-64) (# 74) Figure 1 Pedestrian nit 1 is in an intersection making a turn. nit 1 strikes a pedestrian crossing the street. P F F (LL) = (V) () (V) (L) Figure 1a Pedestrian/Vehicle wo highway maintainers are standing in the roadway next to their truck, nit 4 (flashers on), spreading gravel. nit 1 strikes both workers and the truck. (nits 2 and 3 are pedestrians.) P F F (LL) = (V) () (V) (L) Figure 3 rain nit 1 is struck by a train while crossing railroad tracks. P F F (LL) = (V) () (V) (L) Figure 4 nimal deer is struck by nit 1 on the roadway. P F F (LL) = (V) () (V) (L) Figure 6 Fixed bject nit 1 runs off the right side of the roadway, strikes a bridge support, and overturns. P F F (LL) = (V) () (V) (L) Figure 7 ther bject nit 2 strikes scrap metal lying on the roadway. P F F (LL) = (V) () (V) (L) (V) () (V) (L) Figure 2 Pedalcyclist nit 1 is in an intersection making a turn. nit 1 strikes a pedalcyclist. P F F (LL) = (V) () (V) (L) Figure 5 verturned nit 1, a tractor-semi trailer, fails to reduce speed sufficiently while entering an interstate exit ramp. nit 1 runs off the left side of the roadway, overturns, and strikes a shrub. P F F (LL) = (V) () (V) (L) Figure 8 ther oncollision nit 1 makes a sharp left turn at an intersection. he front passenger door opens and the unbelted occupant is thrown from the vehicle, suffering serious injury. P F F (LL) = (V) () (V) (L)

153 Figure 9 Parked otor Vehicle s nit 1 backs out of a parking stall at a shopping mall, it strikes nit 2, which is parked. P F F (LL) = (V) () (V) (L) Figure 9a Parked otor Vehicle n unknown vehicle strikes nit 2 and nit 3, which are parallel parked along the right roadway. P F F (LL) = (V) () (V) (L) (V) () (V) (L) Figure 10 urning hile turning right onto an eastbound roadway, nit 2 is struck by nit 1, which is also eastbound but fails to stop at the 4-way stop intersection. urning crash takes precedence over all other multi-vehicle crash types except 9 - Parked. P F F (LL) = 10. Figure 11 ear nd nit 1 is following nit 2 in the same lane on an interstate. nit 1 strikes nit 2 from behind causing nit 2 to strike a median wall. P F F (LL) = (V) () (V) (L) Figure 12 ideswipe ame irection nit 1 begins to pass nit 2 on the left while traveling in the same direction on a 2-lane highway. ue to oncoming traffic, nit 1 attempts to re-enter his traffic lane prematurely, striking the left side of nit 2 with its right side. P F F (LL) = (V) () (V) (L) Figure 13 ideswipe pposite irection nit 1 and nit 2 are traveling in opposite directions on a 2-lane highway. nit 1 slips on ice and veers left, striking oncoming nit 2. ll damage is to one side of each vehicle. nit 2 spins off the right side of the roadway and overturns into a ditch. P F F (LL) = 13. Figure 14 ead-on nit 1 and nit 2 are traveling towards one another in opposite directions on a 2-lane roadway. nit 1 loses control and crosses the centerline into the path of oncoming nit 2. he front of nit 1 strikes nit 2 on the driver s door. P F F (LL) = (V) () (V) (L) ote: he definition of a ead-on crash is a collision between two vehicles approaching each other from opposite directions and the first contact results in frontal damage to at least one of the vehicles. Figure 15 ngle orthbound nit 2 proceeds through an intersection when the red light turns green. astbound nit 1 fails to stop at the red light and strikes nit 2 broadside. nit 2 is pushed into a traffic signal. P F F (LL) = (V) () (V) (L) (V) () (V) (L) (V) () (V) (L)

154 efinitions for P F F (LL) with additional examples ingle Vehicle rash ypes GL VL occurs when a motor vehicle's first damage/injury is with someone or something other than another motor vehicle. his type of crash may eventually involve two or more motor vehicles, but the first contact is not between any two motor vehicles. 1 Pedestrian crash a collision involving a pedestrian and a motor vehicle when the pedestrian is the first contact for the vehicle. f a motor vehicle has contact with another vehicle or object before striking the pedestrian, then the crash is not a Pedestrian crash. 2 Pedalcyclist crash a collision involving a pedalcyclist and a motor vehicle when the pedalcyclist is the first contact for the vehicle. f a motor vehicle has contact with another vehicle or object before striking the pedalcyclist, then the crash is not a Pedalcyclist crash. 3 rain crash a collision involving a railway vehicle and a motor vehicle when the railway vehicle is the first contact for the motor vehicle. f a motor vehicle has contact with another vehicle or object before striking the railway vehicle, then the crash is not a rain crash. 4 nimal crash a collision involving an animal and a motor vehicle when the animal is the first contact for the motor vehicle. n animal other than one powering another road vehicle (such as a buggy), should not be shown as a unit. f a motor vehicle has contact with another vehicle or object before striking an animal, then the crash is not an nimal crash. ll animals should be entered as amaged Property. ild animals are owned by the tate of llinois (no address required). 5 verturned crash a motor vehicle overturning without first striking another motor vehicle or an object. 6 Fixed object crash a collision of a motor vehicle with a fixed object when no other vehicle or object has been struck. he Fixed object crash always occurs off pavement (roadway) unless the vehicle has struck the underside of an overpass, a curb, an overhead sign, an overhead traffic control device, or a railway crossing gate. he V prior to striking the fixed object must be an off the roadway, unless the fixed object is one of those listed above. 7 ther object crash a collision of a motor vehicle with an object that is not a fixed object. n general, other objects are not intended to be in the roadway; however, this collision can occur on or off the roadway. xamples of other (not fixed) objects: fallen trees, stones, other objects not moving when struck. 8 ther noncollision crash a motor vehicle that has not collided with another motor vehicle or object, or has not overturned. his crash type is also used in crashes where a breakage of any part of the motor vehicle (e.g., blown tire) precedes other collision types (e.g., fixed object, overturned, etc). xamples of ther oncollision crashes: jackknife; fire starting in a motor vehicle while it is in transport; an object falling on or in a motor vehicle in transport causing damage; breakage of any part of the motor vehicle resulting in injury or further property damage; injury or damage that is of a noncollision nature involving only the motor vehicle. xample 1: nit 1 skids on a patch of ice, spins out of control, leaves the roadway, and strikes a tree in the median. his should be coded 6 - Fixed object. ote: simply losing control and leaving the roadway does not, in this case, cause damage or injury; consideration must be given to when damage actually occurs. herefore, losing control does not warrant coding this crash 8 - ther noncollision. xample 2: nit 1 is traveling north on a two-lane roadway when a deer crosses its path. nit 1 strikes the deer, overturns, and strikes another motor vehicle traveling in the opposite direction. his should be coded 4 - nimal because nit 1 struck the deer before overturning and striking the other motor vehicle. 24

155 ulti-vehicle rash ypes L-VL occurs when a motor vehicle's first damage/injury is with another motor vehicle. herefore, if two or more vehicles are involved in a crash but the first contact is between a motor vehicle and someone or something other than another motor vehicle, it is not a L-VL. he primary at-fault vehicle should be entered as 1. he intended direction of travel of each motor vehicle prior to the onset of the crash should determine the selection of the L-VL code not the direction of travel or position/angle of the vehicles at the point of contact. f the first damage/injury occurs when two vehicles strike, you must select from codes ore than two motor vehicles may be involved in a crash. 9 Parked motor vehicle crash a collision between a moving motor vehicle and a legally parked motor vehicle. his crash type takes precedence over all other L-VL P. 10 urning crash takes precedence over all other L-VL P, except 9 - Parked motor vehicle. here are two categories: intersection related and non-intersection related. ntersection related: n intersection is the immediate area where two or more public roadways converge/overlap. o be a urning crash occurring at an intersection, the initial impact must take place within the specific boundaries of the intersection. t least one unit must be in the process of performing a turning maneuver, which begins once the turning unit enters the intersection. f the intention is to turn and the unit has entered the intersection, it is a urning crash. rashes occurring in turn lanes approaching but not within an intersection should not be coded as a urning crash. hen a ear end type of collision occurs within the boundaries of a channelized turn lane separated from but adjacent to the intersection, it should be coded as a ear end crash (see # 11). on-intersection related: on-intersection related urning crashes are those occurring at unnamed exit/entry ways to parking lots, alleys, and residential, commercial, or public driveways. (hese are not considered intersections.) 11 ear end crash a collision between motor vehicles where vehicles cause either front end and/or rear end damage to another vehicle. ll motor vehicles need not be going forward. 12 ideswipe same direction crash a collision involving motor vehicles traveling in the same direction and the contact results in damage to the sides of both motor vehicles. 13 ideswipe opposite direction crash a collision involving motor vehicles approaching each other from opposite directions and the contact results in damage to the sides of both motor vehicles. 14 ead-on crash a collision between two vehicles traveling in opposite directions where the first damage is primarily to the front area of at least one of the involved vehicles. 15 ngle crash a collision between two motor vehicles approaching a location, such as an intersection, at an angle to each other where the intent of both motor vehicles is to go straight (forward or reverse). ther locations where an ngle crash may occur would be a driveway entrance or diagonal parking position. n ngle crash cannot occur on an interstate. 25

156 xample 1: wo motor vehicles are at the same intersection heading in opposite directions. nit 1 loses control, crosses a median, and strikes nit 2 at an angle, with nearly all damage occurring on one side of each motor vehicle. his should be coded as 13 - ideswipe opposite direction, even though the motor vehicles collided at an angle, based on the intended direction of each unit prior to the onset of the crash. xample 2: nit 1 approaches a four-way stop intersection from the east. nit 1 slides on a patch of ice, spins through the intersection, and strikes nit 2, which proceeded southward through the intersection after stopping. ach motor vehicle sustains damage to the front end only. his should be coded as 15 - ngle based on the intended direction of each unit prior to the onset of the crash. P F F (LL) ommon rrors hen selecting a code for LL, do not base your choice on what caused the most severe damage/injury. elect the crash code that illustrates what caused the first damage/injury. GL VL occurs when a motor vehicle s first damage/injury is with someone or something other than another motor vehicle. xample: motor vehicle skids on ice, loses control, and strikes a guardrail. he LL is 6 - Fixed object because no damage occurred until the guardrail was struck. Losing control does not cause damage; therefore, it does not warrant a LL type code of 8 - ther noncollision. f the first damage/injury occurs when two vehicles strike, select a L-VL code (9-15). he vehicles intended direction of travel prior to the crash should be the first consideration when choosing a LL type. xample: nit 1 and nit 2 are B on a four-lane roadway. nit 1 skids on ice, loses control, spins into the lane of nit 2, and both vehicles collide at an angle. he LL is 12 - ideswipe same direction because LL is based on the vehicles intended direction of travel prior to the crash and not the position of the vehicles when they collide. PV PP heck es (# 13) only if the crash began on and all damage occurred on private property. xample: nit 1 is parked at an incline in a driveway on residential property. nit 1 rolls down the driveway, travels across the roadway, and crosses a yard. nit 1 comes to a stop as it strikes the house across the street. he rash eport should be marked as Private Property because even though nit 1 crossed the roadway, the crash started on Private Property, ended on Private Property, and all damage occurred on Private Property. f nit 1 had started on the roadway and ended on Private Property, it would not be a Private Property crash. 26

157 F onth ay ear F PPG LV F : LL (217) ou may also order materials by to dot.crashforms@illinois.gov or photocopy and complete this form and fax to (217) (217) ndicate the desired amount below. ote that available supply. the quantities shipped may be based on Q 1050 llinois raffic rash eport Form ( 3-part sets), 10 forms per booklet 1050 dditional nits/mended eport Form (3-part sets), singles 1 otorist eport Form, singles 1 lectronic otorist eport Form, tablets of 50 otorist nvelope (for use by motorists only) Police Fatal nvelope (for immediate submittal of fatal reports) ailing Label (for submitting Police rash eport copies to ) nstruction anual for 1050/1050 llinois raffic rash eport Form iagram emplate Blue Plastic (large) iagram emplate lear Plastic (medium) iagram emplate Blue Plastic (small) V Visor ards Police eport Batch ontrol heet Property amage stimator (2227) ther: F L - - Q - LL LV P... BX ount aken by gency hief/heriff ttention ddress ity Zip elephone Fax mail (optional) 27

158 28

159 29

160 30

161 31

162 32

163 33

164 34

165

166 ppendices 36

167 ppendix 1: otorist rash eporting nstructions hen should a crash be reported? llinois law: he driver of a vehicle that is in any manner involved in an accident within this tate, resulting in injury to or death of any person, or in which damage to the property of any one person, including himself, in excess of $1,500 (or $500 if any of the vehicles involved in the accident is subject to ection but is not covered by a liability insurance policy in accordance with ection 7-601) is sustained, shall, as soon as possible but not later than 10 days after the accident, forward a written report of the accident to the dministrator. he dministrator is the llinois epartment of ransportation (), ivision of raffic afety. (625 L 5/ uty to report accident.) here should a crash be reported? f a police officer does not arrive at the scene of the crash to investigate, the involved driver(s) shall give notice of the accident by the fastest available means of communication to the local police department if such accident occurs within a municipality or otherwise to the nearest office of the county sheriff or nearest headquarters of the llinois tate Police. (625 L 5/ mmediate notice of accident.) ow should a crash be reported? wo forms are used to report crashes occurring in llinois: the blue and white llinois raffic rash eport form (Police eport) and the red and white llinois otorist eport form (otorist eport). he forms start out as a three-part, carboned set. ost of the front page is completed by the police on the Police eport. his same information transfers through to two otorist eports. he police complete vital crash, driver, and vehicle information and provide a partially completed otorist eport form to each driver. his allows the police to promptly clear the crash scene, quickly removing all parties from harm s way. otorists must then complete the remainder of the otorist eport form and submit it to the llinois epartment of ransportation (), ivision of raffic afety within 10 days of the police investigation. otorist eport form 37

168 ow should the otorist eport be completed? sing black ink, print legibly and complete all required fields as accurately and completely as possible. f unable to answer any question, mark K for not known. ll fields related to motorist proof of insurance must be completed. Failure to provide insurance information will result in the assumption that the motorist does not have automobile liability insurance and may be subject to further application of the afety esponsibility Law. Provide clear and complete information about the following: (1) he nature and extent of all injuries to persons in your vehicle. f a doctor s statement of injury is immediately available, describe the injuries. (2) stimate of repair costs for your vehicle. f you have an estimate from a body shop or garage, provide that cost. therwise, give your own careful estimate. (3) amage to property other than vehicles. escribe the damage and give an estimate of the cost. se a second report form or a sheet of paper the same size to report additional vehicles, injured persons, witnesses, or any other information for which there is not sufficient space. Be sure to complete the diagram and narrative on the back of the form and detail all events that occurred. Providing false information is a class misdemeanor and can result in a $500 fine and a 30-day sentence. ign the report in the space provided in the lower left corner on the front of the report. nce all fields are completed on the front and back, make a copy of the report to keep for your personal records. ail the original to: llinois epartment of ransportation rash ecords ection 3215 xecutive Park rive pringfield, llinois f a form was not provided by the investigating agency, or if the form was lost, please contact the investigating agency and obtain the bar code number on the original Police eport. hen call at (217) to request a blank otorist eport form. nter the bar code number obtained from the investigating agency in the upper right corner on the blank form and complete the form as described above. llinois law does not allow to provide copies of crash reports or divulge any personal information related to a crash. he law also stipulates that investigating agencies may furnish copies of reports to anyone at a fee not to exceed $5 per copy. f you have questions or comments regarding crash reporting, please call (217) or at.f@illinois.gov. 38

169 ppendix 2: evision istory and ocument ontrol Last updated 06/10/09 he 1050 nstruction anual for Law nforcement gencies is posted on s website: Paper copies are available in the ivision of raffic afety s rash nformation ection. t is reviewed and updated on an as-needed basis, contingent on revisions to the 1050 llinois raffic rash eport form. he current version is indicated in the manual s title, which displays the most recent version s calendar year. anual revisions are reviewed and approved by the irector of raffic afety. rchive versions are available to examine in the Policy & esearch enter, oom 320 of the anley Building. evision ate escription pproval (o changes were made to the manual from 1998 to 2006.) 2006 eformatted the entire manual. evised and added ike tout codes for new and existing data fields. evised and added training examples and clarifications xplained the new state law changing the fundamental ike tout crash reporting requirement. eformatted the entire manual. evised and added training examples and clarifications. evised and added codes for existing data fields. dded appendices. P L L 39

170 PPX hicago ommunity rea eference ap

171 PF / 1 JFF F G 7600 L 7600 L KZ LF L 76 G ' L P B 5600 F 5200 L VG PK BL 3200 V 7200 V 6400 P 6000 BL P K PK 90 GL L L K K L PK ity of hicago ichard. aley ayor V 2800 FLL 2400 G L V 1200 G 800 KZ / VL K PG # # 1 ogers Park 40 ashington Park 2 est idge 41 yde Park 3 ptown 42 oodlawn 4 Lincoln quare 43 outh hore 5 orth enter 44 hatham 6 Lake View 45 valon Park 7 Lincoln Park 46 outh hicago 8 ear orth ide 47 Burnside 9 dison Park 48 alumet eights 10 orwood Park 49 oseland 11 Jefferson Park 50 Pullman 12 Forest Glen 51 outh eering 13 orth Park 52 ast ide 14 lbany Park 53 est Pullman 15 Portage Park 54 iverdale 16 rving Park 55 egewisch 17 unning 56 Garfield idge 18 ontclare 57 rcher eights 19 Belmont ragin 58 Brighton Park 20 ermosa 59 ckinley Park 21 vondale 60 Bridgeport 22 Logan quare 61 ew ity 23 umboldt Park 62 est lsdon 24 est own 63 Gage Park 25 ustin 64 learing 26 est Garfield Park 65 est Lawn 27 ast Garfield Park 66 hicago Lawn 28 ear est ide 67 est nglewood 29 orth Lawndale 68 nglewood 30 outh Lawndale 69 Greater Grand rossing 31 Lower est ide 70 shburn 32 Loop 71 uburn Gresham 33 ear outh ide 72 Beverly 34 rmour quare 73 ashington eights ouglas 74 ount Greenwood 36 akland 75 organ Park 37 Fuller Park 76 hare 38 Grand Boulevard 77 dgewater 39 Kenwood L K PK G G P Q L K K L PK KZ LF L L L KG J G GV L 94 L L 4100 opyright June 2010, ity of hicago

172 PPX llinois epartment of ransportation oadway lassifications

173 L LGL B G K KBK P BLK G K G Q 8 7 B L 89 B 83 K B K G B K BF L 81 B 2941 L B B 80 BL 82 L X Q G 79 B B L 2936 KG X PLLP K G 80 B PX 2938 P LL L 29 JFF BLV L B BLV G KG X PLLP GL B LLL LL PX L L L P K BL PP L 29 JFF BLV G B P 341 L B LK K KBK L G LL 2919 LGL L G GV GL LL L L P GL 2915 GL X L V L B V LK J L P G B L G B LL GL V LL LL L 2936 L L B JFF BLV BLV L PX GL B L PX LL KB K K 2928 L V L P LL L 2911 G L 2912 P P 57 L LL V P V G GV L PK BLV LL 2929 L K P K LK PK P G K BK L V PK G LL BL K 49 LL 2932 LK K LL G GL X L BLV LK J L P J L KG G V LGL L FV LL G B K L LL LK J G GV X L BLV 2922 V X L BLV V LGL P L L FVLL G GV KB K 2928 L X L BLV L KG J V P L 2912 LK J G PK V 2915 V 2928 G P L GL X L 2911 LK J L KB K L K P K BL K P K 6 L G P G 2928 KB K L V X L L G GV L B LL P 373 L L P 2928 P B L K PK L GL K KB K L V LK J G LL G L LL X L G GV V LG L P L L B 2912 P G V L 2919 V V G GL X L L G GV V LGL B P JFF BLV LK J P L BL K G L L GL B L G 2915 V LL P K KBK P L B L G GV BLK G L V B LK J L P G B V La ke J 86 BL K KB K L L P 341 LK J 1548 BL 8 5 XG B B B G 82 B 85 K G B L X KG L X L G X PP L BLV GLB BF L 86 PLLP BLV LLL B PX LL L L BL 85 J F F B LV LL B G LL GL X L L G GV 81 L B P BLK L L V B 2919 V LG L L B V L P 78 XG P 341 L K KB K LL GL LK J B G 94 B B G B 2919 L GL G G V B P FL -5 V -10 G PK LKV -24 BL -26 X 5- LF P B K G 77 L B LX LLL PX JFF BLV L G GV V LGL X L LL P 29 L L 103 V L B GL B JFF BLV G 3779 L B V L G L L V 2915 L P B P GL X L L G G V LK J P G 84 K G G B B PK P K G 80 L V G V V X G X B B PK P B -25 XP G B X L XP LK P L L L 2905 B B 556 K G PL -16 L 2905 XP L P B -15 K 75 LK P 60 L FL L P L 2905 P FL F L -18 P L B XP B F L V P L LL L LL L K PK PV -12 P P B X G L LLL P 2898 V F L -11 LLL PK JFF V 70-8 L L LK GV L P L G X V G -2 P Q LG BG G V V PL X BG LL L P 373 L L : LL P F P LL LL G LL LL P F V P F P GLGL V Q () P L P P L K L Q K G L G P K L L K ich La ke 341 P 1553 K G B K L L K B 53 P PK BLV L L 72 G P LL 7 0 Q 63 K P P L L L K G B V K L K G LK V K P B P 373 P 373 L P K L 1530 Q B L P L V P K BLV P 68 P G K K L B G K V L K P P X L Q 63 P L V B L K P 395 P K K L B K L K L K P P 3 LK L K 67 LV G FL B 44 K B LV 3 L K G F L BLV K G F L B LV 1484 V K P K G V 76 B B L K G L X BLV LV 1658 LL 41 P V PK P K B LV LB P 59 X P G P 1478 X 4 3 PG L 40 P G G F L B LV F LP V 6 6 L L 38 P LL P F P P F XL L LL B LL P F P. P K PBL F V,, F F PV F XL. P F F PP L B LGL V. P B F K, XP, LG B L F BL PL PP. L F K. LL P F P B L LBL F PL,, QL G G V LG F L F,, PF, F, GLG,, G F F F PV LF P K G B PK () P -14 LL LK LL P F P PP B -17 FF F G PGG PK P -21 FL G.. P F P 0 1, Q ich ig an , L B L ,600 4, Kilometers ig an 41 FL LF B L F F FL G PPVL LF ,000 Feet 1 iles

174 L L L B K BK G B F PK ive r 140 P a 134 lu m et iver G 12 6 PK P 138 B 117 J B G G B P P B X G G J LLL PX L L L KG Q L L L 29 L B G L B X L P 29 L LK J B V L X X G L B P 29 L P L G B LL P JFF BLV L B X X Q G G P 29 B X G 2939 BL B B L B LF X B Q XG BL B BL 2938 BL X B BFL J B PLLP LX G KG V L PP L LL L 103 KG KB L G K G B BF L X GL X L L P 341 B GL B L K P LL L LK J 94 L BLK PX PLLP B JFF BLV BLV 3755 L G GL V G LL P B PLL G P V LL LGL P L 2915 B 2867 L 3730 B G L P P 341 LX B V BLK GL B PLLP K G BLV LLL PX LL L V L XP L X L L FL PL 2861 L L G GV V P L G P G GGL L LK J B V P BP J L 2848 L LZ B L LFL L G 2853 V P 370 PL L L L G G G 94 LGL G G L LL L P B K G 2915 KBK 2926 V V B L F B G B B L P LL LL L LK P P L LL P L F L G P 6 PK L L L B L 284 GGL L L L LL G P PLL LL L LL L G G G V P LZ B 2867 BP LFL J PL PK P L F P PP L 94 JFF BLV B J 100 alumet iver L 2938 X G B L P P 8 X L B L B V L L 7 LL 9 57 G G GL X L P 341 L GL B G B 1 05 L B F G J G G L L KG B X L LLL G B K L LK J 2957 L F P G V LZB P L 95 V F KG P 8 L B L 102 GG GV 11 0 G 10 1 G G P L LL L L 05 L GGL XP L J L L 101 J 1 09 G L BFL L GL B XP LK J 2915 P X L 1 34 PF L L P LL LL L L P G L V L LL L L G P G G L 111 P B BL 94 P B V PLL LL P V 1570 L K BL P 8 B L 106 XP V G G V L F P L 2957 B PF LK J LLL L P L L P G G B G G B 11 2 G B L B V GGL L PLL LL L L G P L G P L K K L X 13 0 BLV 126 G 2943 B F 9 LG L G P B V P V L LFL J L FL 96 B r ve 925 LK J 2915 F P L P G 846 G P 2896 B K B V 2917 LGL 2957 L P L LL G B L LL G V P GGL L PLL LL L LZB 2 V L L P G B L G G P P 2853 L VP L LG L F L K L G BK G B P P 7 P 2907 G 10 L GL BFL 2954 alumet iver 66 B LGL V F VLL P P 8 F L L F P LK J G P 108 V P P L P K LG BP F XP F P 2896 PLL L L L L L G L G P G GGL B K P 94 B 12 B G B 119 G 5 7 L BP L L L L PK L L BLL KL L B B 92 BL BL LK P P L LL L L G L e G B X 94 P V P PK P 2957 L P LL L L L P 370 P 29 BL 1592 lum B L L L G L LFL F L V L a i t BL 94 L P B LZ B P L BP V 2855 L V L ve r P 8 i B K G V J G L P L LL L P GGL L PLL K L L L BLL K L 96 et L L 2857 LFL G LG L G 107 L lu m V L PLL L L L P V L L L L L BLL K L L PB LL B KG a P P L L LL G 57 L L LG L BLL 1576 L 128 L P GGL L PLL L L BP J LG F L V 7 L BLL K L KL P X G L K 2855 PG L 284 L L P 370 P BLL P BLL 98 B Q 1 30 G L V 129 G BK G 2957 B P LFL 3730 G P LL V 2907 LZ B P L G BP J L PL G B LL B LL KL K P 2857 G V 2846 LG V 57 L G L K L P 370 PB LL P L P 8 L LFL L L P P 344 B GGL L LG F L V L L V VG V G K L PB L L P L X 1570 K 94 BFL L V L F VLL t i ve r LL L BL V B 13 3 lu m e L a L K G J V G L PLL G L 13 0 G BL K P P G G P B LZB P BP V 127 G P L LFL J 2857 L G PG LL iver Q 134 P 8 X PG PG LL V V P 370 P BL L 120 K L L L V P L P P L J L VG 2846 GG 1586 G X P B P F L L V G GG L P P 370 G 1410 X et 94 X 2906 P 3730 V G G P a lum P L GG L L L LL K PLL 2930 LL L L B L 84 6 P 370 P G P L X 9 2 LZ P L L L LG BK L G 57 V V L G VG L XF PK B K L P L 110 B B 102 G L V K LL B 109 r LK ve i F L F Flatfoot Lake P P L L et 29 et K P G al um K G L P L P L L P 29 G 8 8 G J G B L 90 n a hig B P ic 92 K e Lak 91 G B L 1 30 lum a P K alumet, Lake L L J 92 K LL X L G 1 32 r ve i B L 101 F 136 et lum 138 B B a X 1 B 00 VL P 134 B P L P 0 98 P V X 1 B 132 B L alumet iver V F KG L P G 126 L VL B V 1 25 P L L P L 124 B L L G 93 V 106 P X P 99 B FG B P F XP F B B P V L 1 32 P L B LL B BL L KG P G L B P L LL X VL V B B G L 137 B K V L L P PK 138 P FV VL 114 L L BL L P alumet iver X P L P L V F F P L P B V P L P r t ive lume X G L l anne g h 110 L L V B V B G X 1597 P G P V X K F B P L PK L P LK P B P V B G L F 88 G V B L V V L V 11 2 P L G B P r 107 X P B V L P 370 X K a Little J ive 104 L et B B B alu L LG GL GV a m et G L P L BL L V L G L l um a X L L P GL G nel L K 8 10 B tle V L 92 P 8 9 L 119 B 88 P P L P 104 FL L 111 L 1574 K L 123 V 94 B B GV V P 9 0 P L alumet ag han V 90 B K 90 P K G L P P L 120 L K Lit B P L 117 P 88 V P B 100 B J 110 idlothian reek 121 V G L K 107 P P L B P P K 122 K P 112 P 104 LL 111 P 98 F L K B LL 91 P L L GV B L 101 L 97 BV L X B GL P 94 V P P P P L 1 01 P L L V V B P Q V 1 06 V LL B L P G P B G 102 F P V L V B 9 8 P 395 L VG PK FP L G P L FP 95 L L GL GL LF P G B PK () - LK () L P K 8 7 LL LL P F P PP B FF F G PGG P FL G.. P F P Powder orn Lake 1, BG -1 V -6 2, PL BG LG -2-3 LK GV -8 PK V F L -18 B L L PV K PK B V -13 L -15 PL -19 L -22 3, L L -11 JFF K -20 B 4, L ,000 Feet 1 iles 1 Kilometers F X J FL -5 V -10 G PK LKV -14 LK -17 PK BL -26 X 5- LF P 118 K L F LK V L olf Lake FL LF B L F F FL G PPVL LF : LL P F P LL LL G LL LL P F V P F P GLGL V Q () LL P F P P F XL L LL B LL P F P. P K PBL F V,, F F PV F XL. P F F PP L B LGL V. P B F K, XP, LG B L F BL PL PP. L F K. LL P F P B L LBL F PL,, QL G G V LG F L F,, PF, F, GLG,, G F F F PV.

175 K B K P F L L 2876 K G V P 380 LK BG L LL 2899 V B LV PK B L LL BLV LL L PK L 2888 LL PK L F G K LV L LB LL PK 2893 G K L 2882 K L B V G BLG G B LL BK G L L K V L V L K L B BLG L 3730 L K LK V L VL G V L ' F F 2871 L 2874 B BLG 3730 L L B L G V B LL FF L P G L B L 3730 L L L 2871 P GV BG 2875 L B L F L 2871 FF L V FF L K LF K FL PL 2853 LL V G L P GV L F L FFL K LF 2872 K K 2869 GL LK P P 341 Z L K L V LF 2869 GL LK P J G V K P L LF 2869 LK P J G V 2853 L LK K P GL LK P P PL L 2872 K 2865 GL L G L V P GV G V B L F L G L L J B L F L PL L 2850 B GL GL 2853 L FL PL PL G GV G V PL FL G G P L L L L B 2875 GL 2853 PL G P L 2850 L L BLL BLL L F B L PL G L L 2850 L L BLL KL KL BLV BLV B PK LK GL GL LK LK 2866 P 2853 L 2872 B 2865 GL G V LK LK 2853 PL P L P K GL LK L PL PL G P L L L L K L L P 370 P BLL K LL 2964 L L 2850 L L L B LV G L P L L F L L L L L BLL BLL BLL K L KL P 370 L K L P BLL K LL F L LF Z F BL BLV P 2831 K Z P LG L LB LB PLG 3728 L K 2821 B P L BLL KL L L P 370 PBLL K LL PB LL K LL L F L 2840 L F L L F G P G J V L LL L L L Z F L L KL KL L P 370 P BLL PBL L LF Z F 2833 L L KL L P 370 P BLL L LF Z F B L BLV BL BLV 2850 L BL L PBLL KLL l an a go anitary nd h ip hica Z 2833 P P P LB LB K Z L BLL KL L P 370 PBLL KL L 2840 Z F P LB G P PLG KL P B L L JFF P KLL K LL LF Z F F P LB KZ 2831 KZ BLV 3728 KB LL L L L L P 370 LK V P K LL P BLL L FL LF Z F PP L LB 2831 JFF P PLG K B L L B L L L 3732 KL L L FL L F FL 2840 LF F PP L LB KZ 2831 K Z L K BLL KL L PBL L K LL L F L LF 2840 Z F PP L LB L 2840 Z LB KZ 2831 PLG PLG KB LL L L V K 2821 L P K LL LL G L PGFL Z F P LB P LG G K 2821 L PK L L LL G L G KZ K Z B G 3728 B L K L L PK LL L PLG 3728 B KB LL L L LL L PGF L 2812 F L B PLG KB LL L P K G G L L G L PK K V L KL K P L K KLV PP P LG KB LL B L L L L P GFL G G K KL V KV L KL PP KL L LL KL KZ 3728 B L L PK LL LL K G L PG FL G K K KL V B L L PK PGF L VL K KL V KVL KL P P KL KL L LL 2814 K K L PK LL LL G L G G G 2812 K L V P P KL LLL K K K KLB PP L K Z P LG P LG 3728 KB LL B L K L L PK L PGF L PG FL G K KLV KVL KL PP K LLL K KLB KL KL K P KZ KB LL B L K K L PK LL LL PGFL G K KVL KVL K L PP L LL KL K 2814 K K LL L 2812 K K L PP KL LLL K KLB KLB P KX B KG P 0 KLPK KG B L K L PK G LL PGFL G G K KLV KVL KL KVL K KL L LL K KLB KL KL K KL P K KG L P 378 PLG BL V K L K L L LL K 2812 K K KLV KVL K K P P KL LLL K K KLB K P K K KLPK P 0 L L L LG LL LL L G 2803 KBLL BLL L K L PK LL G L 2812 K KL KL K K K KLB KL P KX K G L PK K KL V KVL P P P P KL L LL K G KLB K K KX KLPK K G P 0 PP KL L LL P K L KLPK LL L V P K G K KLV P KV L K L G L J L LL P L K K K KLB K L K K K KX KLPK P 0 L L LP LL LL L LB LK KV L PP KL L LL K K L L L B L K P K G X P KG L L G L L LG 2803 L L L L KL K KK K KLB K XP K G P P 0 L L LP L G LL L G L LB L B L K LG LG LG P GF L KLB GL F KLB KL K KX P 0 L LP L G L G L L LK LL LG L L L 2798 L G F KL KL K X K K F GL K LP K K X KG PK L L LP L G LL LL 2803 L 2803 LK L L G L L L L PK K KX L L LL LG L LK L L L L PK J L L V P 0 GL L L LL LL LG 2803 L 2803 LK LG L G L L L 2798 PK J K L X P L F LL LL L L L K LG L L L L 2798 PK J J G FL KLPK KG 4 L G LL K L LG L L 2798 PK J G G FL 2790 L X V L G L GL F LG L B LB L LG L L L PK J G VK P B LV L V V L L L LL GL B. F L L L L L 2798 L PK J G 2790 VK L J V L L LG L L L J J G VK LV K P K V J LK L L L 2798 L PK J G 2790 VK LV 9 K B FP L G L V L PK G G LV B L BL L B LL P L J LV LV B L BL LLG 2783 G L L Q L G L LV L 2790 BL L LG G 2783 G GL Z Z K VK BL 2783 P VLL K P K LB L L GV L 2790 LV LV G 2783 G GL GL Z P F L 2775 GL L L LV B L LLG G GL Z VLL F K P K L L B JFF P 2790 LLG PK P Z Z K VK LV BL 2783 GL Z F K PK 2775 L GL L L F V 2783 BLL F L L 1394 L P 3 K V K PK L L V JFF P 2775 GL GL V P 348 L L F K P K G L V P 348 L L P L- -L L L K LK B B L L V L 72 F LG 2790 VK BL LLG GL Z L GL G P L K G L L BL 3 41 P 73 VK LV LLG 2783 GL Z F GL L V L G LL PL L 36 K 1394 B L K LLV -21 L V outh Pond K L ag V P anal G d hip ry n o anita LL L B G K P L ic h V P V G L B BLK K L G P P 64 K B G B LL BL KK 90 LL P 307 L L P3 PK K L B V G L 137 LK K X 5- LF P BL G F LL 4 28 B L K L P L orth Pond 75 L K KL 28 L J -22 L G L L P L G BLL PV LKV -10 G PK K L G G L 73 B V K PK L JFF PL K L P V G P 73 BL P V V K L BL GL LLG LV B VLL V LL F K PK L LV 2783 L P B K PK L 2775 G L GL L G V L B P F K PK L GL L L L V L L L P 348 L K P P LF P GL L G L G V VLL L L P G L L L L L V V P 348 L L L L P 348 B F B L L -11 V F G L KP G L P LK GV -4 V B L B LL G 29 B BG -3-2 P 37 P L V PK LLL FL LG PK B G L L 874 L B B L 74 K L P V G L F F L LL 4 VK K PK G K V V L P 348 GL L X P L - LL L L 1 73 L 4 P 3 B K B G K 74 L PL -6 B L L G 1383 P 1 Kilometers L K iles 34 1 K L B L K B V B 3 B BL K K B L LL L B LL LL G P L F LL V G BK G LK V P L B B LF LGL 90 L L LLL P P JL V PK FL L G ,000 Feet P L K 1374 LF B 1388 V XP K ,800 G K ,600-1 K L K L BG BL L G L L K L K P L P P K K LL P K B V B L P L 3 72 L FL BL 90 G 29 L V PK B B L 37 1 GG 1376 K P 94 X B K L B 1367 P B P P P P PL 94 P BLGL LL P L P VG F BLGL L K PL B 1387 LL L L L K L B VG L LL G FLL V KL 0.2 L LGL P 307 K P L L L B G L F 13 L G LL B 28 L LLL L L K L L G P L PL FLL K V L X P L L L L 1377 P BL L LL G P L LF V PK G BL L GG 1377 B KL 2,400 VG P K 19 LL G B F L B V G K LGL P V G BL B L LLG F LL B P L J VG P K L G P 345 L L LF L K P X 1366 P L 0.1 L B B LG KV GG L V G J L G LL V L V PK B al KL GG L K n LLG 6 L K P a 3 V h ip y nd L FL L B L K KL B Z L L K P K P G L L K L B B L 1364 L L P L ita r K G L L GL VG PK L B L 64 Z L K LG G L B BL B LV L BLGL L L P L L 9 L 3 L G P P 307 B F an K LG BLV B G P o L B G L LL L B B L JFF P P 307 G B PL L B P F L B L G L 50 L L B BLG L G PL 39 L L BLGL L L L L 1387 G 9B V G L L G L K G G P G 1387 L L 90 ag L B V L G B G LK B L L L K L LL K P K K K 28 L B KP 1376 BL P FL 1363 G L L 41 G V B V G PK F G L 1366 L BL K K P K P V FLL L K LL B B PL PL Q PL PL P L PL K BL LL LL PL LL 94 LGL FLL L PL 1376 FL L 1377 LG B LV 13 P BL BL BL BL L B LL FLL 1376 L 1376 BLV 1378 G LL LG L 4P X P B L L LL B L L 1,200 0 B B L L P L L 1374 h ic V LG BLV L L LGL 0 BLL L B L LGL LGL G 9 GG 1377 G F B G B G PK LL G L 1372 FL L K B V B LL G V P L BL L B B B PK L 1377 FL G 1374 BL L L L L B BLL L B K LF V K X L P 28 L LL L L G G V PK L GG GG 1374 L V V V PK BL L VG PK L 1377 BL GG KL L L KL 4 B G BL K LLG 94 L L G P L L L 9 FL G LP LP PL G BL G G B L B B 1366 B 1372 L L B P V G PK FL L L L L L L L L G BLL BLL LL G.. P F P P 341 L LL K B P V L G G G FF F G PGG B L K K 19 P B L L B V G PK G LL P F P 1363 L L P L G V LV L LL L K BL 1372 L P L L P LLG P K V X P L L B L K B V 50 G P X K L P LL L 34 1 PP B L LL F LL LL L L GG L G 41 L L G K B B VG PK P K GL L L 9 P 345 G GLL 14 G L LL BLL B GLLK K K P B B K L L L LL P P BLL 1360 L VG PK L B LGL P LL B BLL L LF G V P L G G P L G X BLL L B G FLL 8 LLG 3 53 G G BL P 345 L L PK B L L P L GG 1363 LL L L B B K P L B BLL G V B L K K B LG L 28 L 1366 LL P V F L K B L K L G LL L L 19 FL B B V G PK L LL G L V V B G G LL B G L B G V 90 L L G LL BLL GL GLLK L LL G B JFF-LKV- () () P V G 1349 G V LL P 341 P L B F K 1360 X P L B F GLL LF P GL LK V P LP BLL L P KL L L L B LV LL L L L L LP G L LL L P 3 L LF LL K K K L 50 L LG GG 41 LP L 1363 V F 0X L L K V L L L B L 9 GG GL P 341 K V X 1 GL K V K 1374 L L K K L L K L L P K LP K K P L LV L GL L K 4 28 BLL B G PK P GL GLL K L L 1349 GLL P X - 9 F L L G LL 0 G L L G V JFF P G V orth B ranc h F hic ag o ive V L P P GG B 14 G B B L L F G L G FL L V P V L P L L L 37 8 nal P 341 G V X GLLK 15 P 831 GLL G PK P G L L ip a 28 L h nd K L P F GLL K r L L 1366 L B 1360 L G LL P G 41 B L K P V LL FP FP 94 LL L 94 G P V 2 L V nita ry L P L G G go a K G VLL L L BLG L iver X P L L V LL GL L K G V B B PK B V L F P B K hica go B L B B L B P L B P 341 P G G L L B LB hica ch K V L V B PK P 307 K B L B G B V GG PL ran L L L G K G VLL L JFF P L LB V 4 F LL V V LB J XP 9 L K B BL K LLG G G th B G BL G LP BL K VG P K V B G L L L FLL L L or G P P L PK B BLL GG L P K K PK PK B F L G 64 L L L P L P JFF P 307 G L B LG L L 13 P L PK 1363 P L PK P K L LL B G LL B P L P VG P K L L P 307 X P L PK B 538 K B GL K9 0 GL P 307 BL G L G BLL B L L 28 LL G 3 K 1376 B L G L 50 BL L G FL V G L PL 1374 L LL B BLGL F K L B L L G B 1377 BL GL G G GG B BL 94 LL L P 1349 LLL L L L G L 43 K K L FL L KP L K PL G P G L L L P 3 1 L BL LL L BL BL K K FLL L BL LL V 41 LB LL F GL G G B L L P GG P L L G B L B L G P L 1360 K 1372 L G GBG F V G PK L 94 P3 P F LL V X L G L 1382 LL 1366 B L L P L L 1376 FP FP G LGL L GL L V G G G L L L V B L L L B B G G LB V F F L L L G F G V L V L 1377 J V L 43 LF L B GG G V GG L GG K L BLL K LL G LLG K LL G V G LP P 345 B L L B P B B V L FL L B G GG 19 G 14 L B 1374 BL L B L L V L G L L L L V G V B -9 0 P L L LL P 90 L G BL L P L GG L K L L 28 LP L X L L L VG PK B L L J V L G B B K 1360 LL G hicago iver nch Bra rth o L K B V Z K V F G K BLL G V 13 L L L L 6 L B P L 1 V V F V P P B P G L L G V G L K B G 19 G G L VG PK 1360 P K B G 3 1 K 19 PK P 345 VG PK L K 32 L P P B LP LL G LL K L V L G 90 XP K 14 GG 90 B B G GL L 1349 LB L hicago iver L 90 Branch L F 1366 orth K XP G L P 10 G G LL 2729 B V L B L 43 L L G G L G 13 F F L BLL G G B G B G L L 1360 B V L B P K L L V L 43 K XP X GB K K L L B G L LV G L 0 K 14 F L V V L 24 P 43 L K P K V L L 14 V L G PL K L P 1349 V P L L G L B L L L GL V LB B PL 13 K L L FP K G B LB L XP 43 FL LF B L F F FL G PPVL 50 LL P F P P F XL L LL B LL P F P. P K PBL F V,, F F PV F XL. P F F PP L B LGL V. P B F K, XP, LG B L F BL PL PP. L F K. LL P F P B L LBL F PL,, QL G G V LG F L F,, PF, F, GLG,, G F F F PV. : LL P F P LL LL G LL LL P F V P F P GLGL V Q () B L LF

176 P 366 B L G L L 53 GL 50 P L L B B P B L 91 G G 54 B B 52 B 2907 B 2911 LL G B PLG 3730 L L L 2853 L 94 G B PK P 2907 LK P FL L L XP L L P LF BLV B F L L XP B L PL 2853 F L G L JP LFL P L P F L XP 94 P PLL 3730 L L L L G X L L 2831 K LL 2812 B L LL 2898 G K L B KZ G L L L L L P K 2850 L L LL P 0 BLV BLL L L PLG BLV L B L G L G L VLL L LB V 2775 L 2779 GL 59 L P L K PK GV K L P 348 V P L L L 59 P XP K G L BF PK L L L L L PBL L F L PL L LB L BLV L L B 2831 K LL L F L Z F KLV KL L G KL 2839 L L L GV G L 2797 L L VLL KL PK L L 2867 P BLL K Z P P L B 2898 X P P BL L L L K K LB K PK 2783 KVL L L XP XP XP F L XP 51 B 75 B 70 B G F L B LV PK P L GFL BLV XP XP 68 B P 51 XP XP L K G LK P L 59 BB 90 P L P F L 54 P 7 0 L 69 P 65 L LL 68 XP L P 2898 XP XP XP LZB P L BP LFL J F L PL G BF L P 70 L LL 90 P L PK Q V X P L L L G F L B LV XP LL X P L L L B KX KLPK P L K P 370 BLV L P P XP 60 X P 60 L P 58 L 72 L P 57 L 70 P 66 P 65 V G L V 3761 V 57 P V 52 L 79 P L KL G 3730 K LL L FL LF Z F PP L KZ P LG P BLL L K KG P 81 P L L L 46 XP L 85 PK 45 LLL 81 L L LL L L L G P G G P P 368 K K KLV PGF L V 28 P B 2867 L Z B P L BLV BP KL G L L KL KL KL K VL V GGL J LFL L FL PL G L L L K K 48 P 86 L BP P L X K L KX 2775 GV L LP 4 7 V GGL L BLV PBLL K LL L F L LF 1501 GGL 66 GGL G GL L L BLV 61 L L BLV 56 V B L 71 PLL L 2839 Z F KZ KG KLPK 49 L PLL G L LFL J PLG L P LB PL B G LL G P L K K K KLV PP KLB B L L LP L G LL LL L G L LB L L 48 L P LL 64 PLL 60 P LL 81 PLL 59 PLL 78 F L G 68 LL 58 L L 82 L L 63 L L L 61 LL L 2867 LZ B LL L B LL FL P P 3730 L KVL K L P P PGFL G KL KL K K KX KG L G L K PK P 366 GV K L L P 348 P L L L P L LB P 0 L LK LG L LL L KL K LB P BLV L 2848 B KX KLPK L L LP KG P 373 L 73 L L L B P L G L L KL L LG LL LL J L LK LL LG 54 PLL 88 L G 1513 V L P GGL L 87 G P KLL L F L LF Z F LB 2831 LG L L B PLG L L LL PGFL K KK K L V PK J L 55 G F L B LV L Q L G P B KL PP F L L P 348 GL VK P 366 LV B L G FL BLV L 80 L 70 L 3730 PK G 2853 KL KL KVL FL P LZ B L BP LFL X KLB K L L J PL G L P KG K P LF L K L PBL L K LL L FL Z F L L Z 54 L 84 L 72 L L LB KZ PLG P 370 BLL L PP L P 368 LL K PK L GL L LG 54 L L G 63 L P K 2839 P L 8 1 G G 1538 G 1519 G 76 P 71 P G 6 4 P P P L KL L L GL LK P K PGFL L L 6 0 V G 85 G 75 G G G P G G P 2867 B LZ B P 63 G P P 1541 P P B K K K L KLB PP KL V KVL P 0 L G VK B L L LG K KL KL KL K K 6 1 G 1553 B B B 2861 B P LFL J F L PL G L 2848 L K KL B K LP B Z GL VLL V F K P K V L 57 G 88 V 87 BLK J L LF KZ 62 P LZB PL KL L PBLL P L K LL L F L Z BLL PP L LB KX FL V GL L L LV L G 1539 VK BL LLG 2782 GL VLL Z J PLG 2831 P 366 G V P G 88 B B B P 395 LZB L L L P K L P GF L L G 2853 K K K KLV K VL KL PP KL KL K K K PK L L L 73 LK P LZ B 1548 LZB 77 P P L 1530 LZB P P P L BP J LF KL K LB KX KLPK L BP LFL L FL PL L L G L BLL K L PB L L K LL P 368 PK KG L L LP P 0 P L 68 L BP LFL 2853 L Z LG J VK F L LV LLG G LB L L LB F PLG GL Z VLL L G L F L L L K KLV Q L BP 77 BP LFL LFL LFL L KL K K 2839 K G KX L B G K PK 1539 LL L L 2782 LG LG K V L L X 2848 KL KL K B 73 L L K K J KLPK LL L B L P 366 KLB 2831 L B LV KL L VL L G PGF L LF BLL P P KZ K L 7 2 FL PL G 72 B P 84 J 8 0 J P L P LL 88 L FL F L PL 74 LFL 8 5 J 1553 PL L L P L K KLV P B LL K PK B L G P LZB LL P PL 80 G 79 G L L 78 L L BLL KL BL L K L L L P BLL L L F L L 73 L L LF Z F PLG P F L LB L P K L LL LL G L P FP P L L X B L KL G 71 P P J 87 L L X KL L P BLL KZ KZ 74 Q L LK P FP BP P F L PL PP LFL P L L PBLL L L F L PP L LB B LF Z F P LB VG PK P K LL 2831 K Z PLG PK 8 4 P L B L 3761 L L BLL KL P L Z 86 B X K LL L FL P L F L F PLG B Z F F 80 L 79 KZ B 82 BLL BLL 73 P L L 76 F L 86 B G L P 368 PGFL K LG LK L L LL LL L B P 348 G P 366 B 72 LB K K K K L L L PGFL P 368 K K LK P K P KX PLG 78 KLV KL PP KK L KL LL L G KG K L L L LG PPP 72 KLB KL K V L G 78 L L LP K P 0 L LP LB LB 86 X L L G LL L L LK L L G L LB LK L L LG L L PK L B PGF L K L J L K K F L FL F KZ KLV KV L K L K V K LV 2802 K PK L G 75 L KL K L K LB L LG B L GL Z VLL K P L P K K L L K PK L L L K F L 80 P GFL K K K LP K G 82 K L LP 82 F K K KV L L G LL L LB P 395 L KL PP J 84 K X FL LG LK P 0 L L L L K K FL V K LV LL G P K L BK 87 K L K KG KLP K L FF L LP LG LL LG LL LG J BL L GL K L G V P 348 F K PK L L LG F L V K L VL L G LV L LL L PK V 52 Z 2796 J 1553 L 79 F L F F F 69 L Z L V 8 7 P V L G L L K PK G L LL K LL L P L GFL BLV BK L G L P 87 K L B P L 50 V K L PL P 73 K P K L B GF L BLV 44 P LX Q 1530 Q P L F F K B P L F L V B K GF L BLV F K Q J K L P L G K P L P L B G L L P P BL K P Z BBK P G Q LB G P F K P L P L 76 P B B V L K 79 B P G B B P Q L L L 79 X K B L X G 3 8 P L X P XG BL X BF PK B L L B 65 L BK L L PL P P L L G L P 71 K P 1524 LK P K V BGV L V B P B G L P B L L 63 B P G P G G P 373 PKG P P L P B LK P P G L P G B V K V L P P 3V P 373 B 72 B G P PK F B PG P B 3-4 L P X LK P P G K P P XP F 5 B 5 L K F F G F G V K V P X X K V K P B L o cag hi p hi nd y r ita an al an LB PG L L 39 P 373 BF V XP GL F V 4 4 P 5 5 PG L F B V XP 38 K P 44 K LB L K G 1488 BF 55 K LP V XP F B G B y itar an o cag hi l ana p i h nd V X P LK P V XP K 41 F B nd V G P G -FP 41 o cag hi y itar an l ana p hi G 41 K P P PG 38 L 40 P G 1477 G L L X P G G P PG P G P 38 V XP B 38 F B G K PG B P V P X P X V G V K P G P FP K LL P P G V BL V L F B P P LL BL LF P G P G B LK () K P PK P K 40 LL LL P F P PP B FF F G PGG P 42.. P F P FL G 0 0 1, , BG -1 V PL BG B L L LG -2-3 LK GV -8 PK V F G K L -18 3, PV B V L -15 4, PL L L -9 L -11 JFF K PK K L B -25 6,000 Feet iles 1 Kilometers G F L BLV FL -5 V -10 G PK LKV -14 LK -17 PK BL X 5- LF P FL LF B L F F FL G PPVL LF : LL P F P LL LL G LL LL P F V P F P GLGL V Q () 94 LL P F P P F XL L LL B LL P F P. P K PBL F V,, F F PV F XL. P F F PP L B LGL V. P B F K, XP, LG B L F BL PL PP. L F K. LL P F P B L LBL F PL,, QL G G V LG F L F,, PF, F, GLG,, G F F F PV.

177 LF P G B L, PK JFF P V LL LV 1 iles 1 Kilometers 54 BL LV 3 1 BL 2783 Z LLG V LL GG G GL B L LL G GL Z VLL F BG V -6 J L V LL L 2775 B L 2783 Z LK L K PL -19 L PK -20 L B BL X 5- LF P 2783 GG LLG GL Z B G 1377 V B L 2783 GL Z BL F K PK PV -18 L B G 2783 P 1376 GL K P K Z BL 3 8 PL L 2775 B L LF LL L PK LX BK L K L K 64 LB L L F FL G PPVL K PK BK 2783 GL Z VLL P 307 B B K P K L BLGL F L FL LF B L F P G L PK 2783 L K LLG F L L G 2775 F LGL GV -12 L VLL K PK L LKV L FL GG GL KL -10 G PK JFF V L G L L L V L B L PK FL B GF L B BG LK GV BL G L Z F K P K 2775 L GL GL L L K PK P F -3-2 L G L L LG K G FL PL V F L GL L G L 1374 V LLG G L PK BLL F ,000 Feet LV LLG 2783 GL VLL K B PK K PK L L 13 P K PK P V F P 0.6 G L BK ,800 LV GL L P B BL LLG B L P 2783 L F K PK L L F 1372 JFF P 72 B B 73 L LL L P BK L L GL GL L GL GL L V Z L L G V JFF P JK L G V P L P G V P 348 L LP GF L 43 B KP L P ,600 BLL L L PL B P BL B L G L B L F KL PK G V L K LL L L PK V P 348 LL LL K L L L L G F L G L V P L P 348 L LL K L L L L L F K G G V G K L L L LL K L L L L L L P F G LL G BL L K B BL L LLG GG V K L K L G P LL G LF 43 B L LG L P V L V P 348 L LL L L V LL V P PV P la r ive s e n i 90 L B 0.1 2,400 B 1372 L 0 0 K 1, B PL V F L 32 0 L B L L P V L L LL L L L K LP VLL ZK BK B L ZK Z PL G P G L L L L LL K K L L L VLL VLL 1018 ZK ZK Z G PF BL G B FV B L G P 307 P e s L LL P 348 L L L VLL ZK Z Z PF P P FL P PG P GG B PL G P P P BG PG P FL P K V K L L LP L VLL P JFF Z Z PL G G G 2763 PG P P PF P PBG F L P P XP L K BLL G V L FL L F B L K P L P L K K L P L LL LL PK K G LL L P Z F L F L 2761 L FK PK FL Z BL Z L P X F 2761 G V 2761 L G G PF L G V PP P PL P P BG L PBG P P 372 LVL PL G V G L P V P P PBG V L L PP V FL P P BL B B L J L L V PP V BP 2746 P 372 P 372 L L LL L B 2714 G G V PP L L LF LF G LP P L G LP L LP G KG L P B B B V LF B G LP KV KV 2729 V LL L L G GG G B 30 BP 2746 G LP LL L V VL es Plaines i ver s i v er lain e es P BB B L LB GG PL 25 L L L B B L PL 2714 G L L LG G L KL Z 25 G L G L B L L 34 B L LP LL KG L r ive s ine la V KLZ G L LG LQ L L L G B V B B L L L G L L L P V L L 2709 L LL G B 2709 L PK L L P P F L B G L FL es P F B L V GG LL P 330 J L V GG L B LL L GG P 330 GV B LV LL GG LL PK 1006 L J GG LL F BG G V L B L L L G L L L P P 2690 LF B P L P P L L JLL L L 1006 L BLL L L G L 2690 LF LL LL L L G L J L L 2690 LF L G L L L LL P L L B P LP 2690 LG L L G L V P PK G P L J L LL G LL FL L L LF G L P GG V G P P P LL ilver reek PV P L Z 3 3 V 0 33 P K P G L P G 37 LL 294 G PL JFF P XP L F L L P LL L 294 PL B L PK G K 2685 PP PP PG K 2729 GG LL K F LL B B B L B L JFF P V PG P PK B G L KFF B L LL G P 1 PK 3 PK 4 PK LF PG K P J V F J L 2685 V K P 53 L F P LV K L L L K XP G G P F K 28 VG PK BL L V 10 LB L LB 1360 F V P 32 B L LL B L G.. P F P FL G L K K 1363 G P B K V 53 BL P G L L G L PK 3 1GG FL 1382 PL 76 G L 27 FLL L L PK L P P 307 LGL FF F G PGG G G LLG 1377 LL P F P L P JFF P P 345 BL G B B G L B GG ve r L PK LV K L LGL G BLGL e i 1374 P B BLL 1366 L V LP G L B in es 10 G PL PL G G K B 27 L L 6 B BL sp la 13 7 BL V 1381 V V GV G B L K K 13 KL F V L L K G G V G LL G 10 L 32 LG V B B LLG L B LL L V K KP B BL F G F P B B L 1374 L F L P L LL B P G L L V GV L G FL L BL G P K G GL P L V L G L P 307 LL 32 BL B G VG PK 24 L L L L 1376 LL L LL P V G L K G 1360 L V G V P FLL P L L L F F G L BLL 1372 L PP B V PL K F K V V V F L L P L B V L 64 L 1678 PK L 2 3 JFF P r ive s ne lai sp 10 e 27 F P 307 L-64 V P L 1678 BLGL L 90 PV P BK PKV F F J B G L B reek 12 L F K L PK L BLL L P PKV ddison LL L 7 P 30 F L 294 FKL B 1372 L L P GLF V L B L B L G V P PK VG P K 72 VV P 1349 G 1362 B L P G G L P B BLL 710 G LL L G G XG 18 VLL G L P 345 B L L G L L L L L B LV K K B V L L G J J GG K L LL ek re LK K K K G L PL PL F r PL PL 1688 ve il L L 1381 LL LL BL V K P LL B K LL FLL FLL J LGF L 1381 B 1376 G K F LL 1381 L LG L K J V K LV K PK G FL B V G G F P L FKL PK GG L KG KG ilver reek L L BLV L L B LV G KG G K P V KL B G V BLL 2 P F J 3 P F LLG 3 5 V B L B G 90 GG 14 K XP GG P L GG 2729 G 1371 G L V L B G G G G L B LL P L P 345 B 171 L V G L B chiller Pond B B L L G L G B L L G LV BL L G L B L 31 L 1362 L 2729 LL L 12 G GG LP K X P B L k ee r B 1376 G K G 3 V V V G P K JLL L B L L BL FL 1371 GG L n so di d 1376 L K F B L LF L G G L L KG 294 F V G G L 14 L B VL L KL 94 2 K G B 25 V F L L L P G G P P LG L L L L L P B B L P BL L G L LV L V LL V K L G L G G 90 B B G L P P 345 G V P PK L L JFF P B PK GL F P L V V G PK G G l L F st a K ry F L L BLL L V 3 L LL PK r e ek L B LV G JP 1362 G G GL LK L 1360 LL V P 3 P K L L 2710 G P L P BVLL B 1360 L 1362 KLV L BL L G L V P V G P K BLL 45 G LP B P GG GG P 1370 LK V B V G P K BLV PK P G L PK B V 19 F G L VG PK LL B G G L P G LL L 1652 GG P 171 L ree k 90 XP K X 1 0 L 43 L L P PL PL L L 1362 L tal B P P 90 B L 190 FL L L F 2 5 rys 294 V F F 19 B F P P P P L B 330 P GG V GL L L F Lake 'are P LL 12 GL L K L L LL G G BL L L L G G V LL 79 B L GG X P 45 G L L K s K K P 330 G ' L P e sp lai ne J L 1349 LL F PK 4 PK G 1 V XP K G LL GL L 1 L B L B K K P K r ive B V K L L K G FF G L V BL V G G K P G J K Z G VLL LL L J L 1 V L P V P 1349 P 12 V K V ZK BLV L LB 72 Peterson Lake G J LP L LB LB P P 90 L G G BL L LL LL JFF #4 F P Z P L L P L 27 PP L : LL P F P LL LL G LL LL P F V P F P GLGL V Q () LL P F P P F XL L LL B LL P F P. P K PBL F V,, F F PV F XL. P F F PP L B LGL V. P B F K, XP, LG B L F BL PL PP. L F K. LL P F P B L LBL F PL,, QL G G V LG F L F,, PF, F, GLG,, G F F F PV.

178 LL P F P P F XL L LL B LL P F P. P K PBL F V,, F F PV F XL. P F F PP L B LGL V. P B F K, XP, LG B L F BL PL PP. L F K. LL P F P B L LBL F PL,, QL G G V LG F L F,, PF, F, GLG,, G F F F PV. FL LF B L F PL BG F FL G PPVL B L LKV -12 L -11 K PK PV B G PK JFF V F V L -9 PK G B L, V G PK P LK GV BG -6 LF : LL P F P LL LL G LL LL P F V P F P GLGL V Q () V FL LG LF P K -15 LL PL L PP B LL P F P PK B P.. P F P FL G FF F G PGG L K -14 LK L L -13 V BL ,200 0 X 5- LF P , L Kilometers GLF G G L G B B P P G 2853 P G G F P L B L F J G L L B G 2864 G V L K 2865 G V 1349 GL 2872 GLL K K G VL L P G VL L 2865 B GL GV LK LK L PL GL LK G B L BLV LL GL G L 2744 L L L P L L PL L L L L L L BLL KL L 2864 L LL L L BLL BLL KL L 3732 G LL 2816 L L BLL KL KL L 3732 PB L L G G B B L B B PBLL K LL G V L 3732 B L PBLL LF PL L LK BLV K 2744 G B L K LL L F L G 2852 B K 44 G K L L L K LL L K LL FL LF 2840 Z Z P B 2 7 B L 3732 F L F L FL FL FL FL P L L Z F 2834 LB 509 B L L JK JK L F L FL LF F F F P P LB 3 J K L X G PK P 2834 KZ hicago anitary and hip anal 2840 G B G 2834 KZ L P K BLV P 378 K BLV KB LL G B G LB L P 378 V KBLL G P P P anal hicago anitary and hip K BLV G 2840 B G FL B K BLV K B LV BLL L 5 B B G G B VL G LL LL L V P L L P P 378 L L K B L L B K BLV G KBLL KBLL BLL L G FV BLL L 2825 L P L K L P B B K BLV LL 2824 L P L PK L PK LL LL LL G L B 9 L V L L G B G L FV K K K L PK 2822 L L LL P B L FV LL V LL K L PK L PK LL L PK LL G G L P GF L 10 L P PK 13 LL V 16 L PK 2823 L PK LL LL LL LL 2819 L L L P P G PGF L K G K K LV KVL 14 L PK LL LL LL LL KZK P LL B G LL G G L P 2812 V L K KVL KL KL P P KL L LL K 17 LL G G L L P P K KLV KVL KL PP PP KL LLL K KK F GL L PK K LV G L L L B G L P L L PGFL P 2812 F KL L L L K KX G L PGFL F G K K K KLV KL PP KL KLB KLB KLB K L X G V P L PGFL PGFL LPG B KLV KLV KVL KL KVL LLL K K KL K KX L K LP K V K 15 G G L G P PP G G F K KVL PP PP KLB KL KL K KX KLPK KLPK K G P 0 F 2812 KLV KVL KL KL KL LLL K K KLB KL K KX K KLPK KG KG 9 4 G P P K 20 G P L L G F F P 2815 KL KL LLL K K KLB KL KLPK KX K K BLV P 0 XP L G L XP L X L 2815 K KX KLPK KG BLV L P3 5 0 K K L LP L LG L V V J L K KLV KVL PP KL LLL K K B LV P 0 KK BLV L L L F LG LG L J L LL K K L V L L LK P K KL V KVL 2815 K K KLB KL 2798 L 2809 LG L L 2801 LL L LB LK P LL K KLV KL PP KL LLL KLB KL 2798 K KX KLPK LP L P GL KL 20 P G K K G P K K KL L KX K L KLPK KG KK BLV L KVL V V L L BK L L K BVL L P G P 0 L L B X 2810 L L L L B BB L L L B L 8 P 279 BVL KK BLV P 0 K K B LV K K B LV 20 LG BX L L L FLL 2805L L PK LK LG 2801 LG L G Q K K Q KP K L L 2808 LG B P K P L LL 2805 L LB L L LG L L VL L V L L L L L G P 20 LK P K LK LL LG L L L G BL P V V K K K P P K KLP K BX LG LL 2806 L L 2804 LK G P LG G P L L P L KX B B 2807 LLBK L L X P 94 LG LG L L 94 LG LB LK LL X P X P XP G P L G L o iver g orth Br anch hica LV L P L FP L LKB L 4 9 LL L L L J J G G 2791 VK LV BL BL 2783 P F VLL L FG LG LG 1675 L L L 2794 PK G FL VK XP PK J G FL 2791 L P Z GL V K PK GL LG L L F 2794 FL FL 2788 GL VP L L L L K PK L LB V P G X P Bra nc h ort h VK G F 1328 LL Z V K n L B iga P BLV X ich V GLLK LK V P G ke V 5 La 286 LB L G L L L GL L L GG K G K V K G V P 348 GL L L LLB G L K V G GL B K PK GL KG L BLLF P 34 8 G L P LL VLL P 348 L BLLF L L 2766 JP B L P B G LL 2794 FL P L LX Z VLL B L L K PK GL V L K P 348 K G GL F V L GL V L L GL KG GL L B V B B L B L L L G L BLLF 2766 GL L K V G L L P 348 G V 2766 L L L P L P 348 K L L P BLV 1347 LL G 94 L LB GLL 1340 LL B V G L F G VLL LL GL K L L JFF P G PK P 1349 B G BLV G PK P G JV L K P LB L L K LB LB L P L 3 LL G L P BLV 1347 P 26 G V J V P 348 L F 85 2 L G LL 1334 L G L L GLL JQL G L F G BLV L V L LL 1340 J 26 G L F V P B LV G G F L LL LB JV G PK P K G 1340 B JV L B L 2744 J F LF V P G BLV JL LL V BLV 1332 K B G LL LV B LL LF K K K L P L K G BLV B echny eservoir L L 1332 B JV J BLV G BLV J P 1329 KZ P L G P L L LVL B 3727 B G L F G K P L P LK G G B L V L K P GL F LV L K G P 1329 L L LK L 2865 GV 74 2 JFF P G V LG G 1334 GLL L K L K V P L G K 1313 L JV LB F 1312 L B G L G B V V P 348 KG L 2766 G G an P, G L 1329 L 3727 LL GFFL hig P V J L L i c K a L F G L F G ip G e an h d l na P Lak LB P LX G K L 1301 L LL B LL L LB G B L L L GLL 25 GL P K LL G LX P BL V ni LK V P B LL LB G P a y t ar P, P GL L GV 1349 P GLL GLL P G 1332 LB V o ag hic L L G LL LVG L G PK B L LB L L P G P JFF P 1349 B V B L L K JK 1340 LL G B L L L L L L B L LL V LL 13 P L P L JV J V L BL K LL L P PL B F L L V P L L G P L L JK 1312 J JV JV 8 P 37 1 G LB G V 94 G L L 34 L L L P LB G J B L L Z K V V G L LL 25 L V GL F L G L X 1340 LL K JL L LB L B GL F P 1334 L L LL L 1313 L KK B V 41 L BL JV B K L V G 1334 JV L L G F XP G 50 V B K JL L 13 L L P K LP L L F 25 P 375 LL J L L L JV X P JL 1334 JV 1332 BLL V B L B L JV KK B LV Z V K G L L G L L L L G B K L L L 13 L K L PL P J V V BL B LF F LV L K LF L F 1329 G K B LV L L L L BL L LL G X P G KK LF G L F LV L K G P G L F LVL L P 377 L 31 2 LK L L BG G GG P LF F 1332 K J V L P L LL FP L P GV 1301 G L J K B LL G P G P K LF B BBLK K LL B L BBLK KK BL L V L P 1349 L 13 4 V B K P K 2 L G L LB 41 L L FL P 377 L KK L L K G L V P FL LV L L P K 1330 F J F L L L P3 L V K L L L L 6 X G F L 14 X L KK G L F L G L V GV F FFL J F LB V PL K L 278 P L B G 4 F L V L G 13 P B K LL B GL V V L L L P L 43 JV F B L F G P 375 K G L F 1334 K FP L K F V K 19 L L L L F G P P P 341 G P 19 G L K L V J L L GG X P L L X L GLF K LF V GLZ G B KK P 13 L L 3 P K G JV G L B K G P J V B G L F LF V FF GLF G L V L K P KK V JQL 1334 K 1329 KL B K L G L V V JQL K K L G LVL B K 6 KK B K LF PK K K LVL K P K V G L L L L L G V P LX GLF F ZLL LL K L G GLF K K 58 GLF 94 L LV L L 1312 B LL 1301 P PK L X L L ZLL K K ZLL LL LL K PK GLF P GG L 1310 G B L L L L G V FL L L 1328 G G L P KZ 14 L L 43 G L B 770 L L G G B GV 1328 PK PK L L L P L L L 2 L L L LLL ch an G rt o r hb o L L GL F ag hi c L r i ve L G 12 L P P P 377 P FL P 377 FF L P G V P F FF L G GV L G P 377 L P L G FFL 1313 G P V L L P KV F L F F L P FL LL 1313 B L K L K L L 94 L L P L L V L L B G L L 1310 GL F 1313 V 12 P L L G 2 V V F L Z L PL L F L FF L P L L V 7 GL P GLF G K K BLV X L 50 P3 K K K V BL L LK 1312 G LF V L B L 29 1 L P 41 B L L GV 3 L LV 1298 GL L L P L P L B 131 Z L L VLL V G L F GL V L GL V F LL G L V LL L K B XP GLF GL F FF L 58 L L L g ca hi 94 PL L F L L L 4 B L V B K L iver o LL L L GLF 1312 GLF 1313 L V B PK L LL F V L K LG KB 1298 L 1297 L G L L L V PL L PL L L P er GLF GLV P iv L GLV 94 LB L L L GLF go G L F V r B VLK P 339 h ica GLV LX L an ch B 58 L 21 Br FV L FL P L P KF GL F L PK or th k LG V LL LG VLL K F GG Fo r ve 43 L G G L V B L P B L es t L i B L L G P V L L GL V go L G GL V PL G V B L G L L K L V 1297 GLV V B V L L G L G G K h Bra n c h h ic a G L L F L L JP L BFF GLFV o rt 43 L L GL V V GLV L L GLV B 1297 L 94 P P J G L V P 94 L F 3,600 GLL K 4, ,000 Feet 1 iles

179 LF P G B () - - () P 90 L K V G G 2914 P 341 P 341 P G PK P 384 Z F PK LB G BB L K BK L P 382 L K G P 3 4 P 384 L B LK L K L K J L K J L V P LK J 2911 V V LL V 2915 G G V V L KG J L P G B LK J P F G GL G B PK P 2907 LK P L GL L KG J L P 2912 G B L B 2907 FL B 2915 V GL P G J L KG 2907 B 2898 XP L LL 94 XP L P P P PK P B 2911 B B F L 94 L LL XP XP 2897 L K G B B F L F L L L L X P 54 XP PK 2911 G B B F L F 94 X P P XP 2897 LL P LK LB Z G P 382 B G 2875 F L LK K L P 392 LL P LK P 382 G G 2907 FL LK L G L B 2909 B P K P) L L (P L PK LL LL P L P L L L LG B B B F L LK 2875 L LL FL LL P L P L L PLL LL L L 2907 B L LL LL LL G P L P LL PLL LL L L L LL FL L L F K L B L K P 2885 L L L LL L L L K P 392 K L 37 8 L L L L 2907 B LP L L K L L L FKL L K BF L L 2885 L L L G P LL 2875 L anitary nd hip anal hicago L 2885 L L 2880 BL B PK B 2875 LK L LL FKL GK K L V P LZ L JFF P L BL L L L 3730 BG LK L LL 2899 L 2889 L L L 2884 P 388 J FF 94 X P L G B PK L LL BLV L L L PK 2888 L GK L VL BG K LV L 2881 XP L L J P L G P G 2867 LV L K J F F P 386 B L 51 L 3730 L B P G P 2870 G L L JP LFL B J L B G 2882 L B P 386 P 388 L 3730 L L B G G LL P 2867 B L L 2853 L L 2882 L B L B JFF G G G G P G LL P K LB V G BLG 3730 L 3730 G P G P B B P 2862 L LFL 2853 L FL FKL BL G L L G P P G G P B 2868 L B L LLP L B LL LL P B P L BL V LFL 3730 F G P 2868 LL L Z B P P L LFL 2853 L G L Z B P P 2853 L L PL PL G L G L LL V G L B P LFL L FL PL L 2850 L G L B L L 2853 L FL PL L 2871 P G L 94 K XP BL BP BP G L 2856 P L PL PL L 2850 L L L L LFL J L PL PL G L L L BLL B L 2853 L G P L G 42 L L BLL K L BL L G V B P PL G L G L L 2850 L L L BLL KL P G G V 2853 F L P L G L 2850 L L BLL KL B LV L P B LV LZB B L L L G P 370 P B LL P 2853 PL FL L L L L L L BLL KL X KL L L G L 2850 BLL KL BLV K L BLV KL X K LL K LL L F 2839 F 2850 L L BLL K L B LV L L P 370 K LL LF Z F L L L KL BLV KL BLV L P 370 P 370 X K LL LF BLV LF L BLL BLL KL BLV P 370 PB LL V K LL F L LF 2839 F BLV 2833 PP L L B L B KL L KLL P FL 2839 L F LL BLV PP L LB LB L B 2831 KZ L P 370 L FL Z LF 2833 LB KZ 2831 KZ PLG P BLL FL LF 2839 F LB PLG PBL L K LL FL LF 2839 Z F 2833 P 2831 KZ K Z PLG L BF PBLL K LL 2840 L F Z F F P LB LB LB KZ BLL LL K PB LL L K LL F L 2840 Z F L Z F L B B LV KZ 2831 KZ PLG PL G LF P 2833 PLG L K Z LB 2831 PLG PLG 3728 BLL BLL L K L PK 2821 L PK G L PLG 2821 L K L PK LL LL LL 2812 K 2833 B L B LV 2833 B LV KZ LB P LG 3728 BLL L K LL LL L L L PGFL G B L BLV P LB LB KZ 3728 BLL L 2821 LL G G L G 2812 K K K KL V KL PB LL PB LL PLG 3728 L L L PK LL LL BLV PGF L G KK KLV KVL KL B LL BLL L L L P BLV 2818P L L PGFL G 2812 KLV PP KL PLG L PGFL G K K L V KV L KV L KL L K K LL L PK 2818 PGFL G 2812 K K KLV KV L KL L K 2821 L P K LL LL LL G L PGFL K KK KLV KVL KL K L KL KL KL K K B P 0 L K K LV KLV KVL KL P P KL KL KK L K 2813 K KLB B L PK LL L L G PGF L G 2812 K KL V K L KL P P KL K K KLB B LK P 1 P P 43 K 2821 G G L L PGFL G K K KLV K L KL KL KL KL K KLB G P B J P J B L K L PGF L K KLV KVL PP KL KL K KLB X L KB LL LL PGFL G G G K KLV KVL LL G K 2812 K P L K KL KL PP KL KL K 2813 K KLB KL B P K P 41 L L L 56 K KLV KVL K L P P KVL KL KL PP L LL KL 2813 K KLB KL B KLPK P L L K KLB K KLPK L KLB KL K K L P K L L L K L LP LG L G KL KL KLB KL K L L G LL L G K 2814 P B KLP K P 0 KLPK L L LL L X L 2798 L KLB B L G L L L L G 2803 L K 2803 L BLV B LV KL P K KLPK KG L L G LL LL LG LG 2803 L L LB LK LL L K V L K L K P L K B L K K L K L K P BLV LV 4 B 43 LF L LB L P X X 40 LL K B LV K BLV PG B L BLV K L F FL G PPVL P K LK BLV L 60 K G P 0 LG LL LL L G 2803 L LK LL LG L P L J LL BLV LB LL LG L P 2798 PK PK LL F G L FL 59 BLV L LB L K LK LL LG LG L P 2798 L PK LL LL F L 2790 B LV LK L PK LL F L BLV P P LL F L FL G P P L L L L L L 2803 L LL L L LG L P L PK LB LL F L BLV 2790 P K PK P B 42 FL LF B L F PK P 41 BG G P P LL V 37 an hig 36 L V G K P L PK ic e Lak 32 K L G V G 61 P LK K P K LB F B L LB 3 P LB L K L B 1460 G V G LB -26 P X 55 LB BL V XP 8 LL V -24 V LB -23 LB B PKG B P -20 L V PK P3 V X 5- LF P LB LG L L L 2798 PK F L L LL 2790 P L L L J G PK F L BLV P P L L L L LB 3794 LB PL V K K Q V LK K -22 GL -18 GL -13 L V K PK PV L LKV JFF L G PK -9 V L V L B L -5-4 LL 23 FL -8-7 V F F G 33 BLV 1658 LK GV L L 2790 V K L LB 3794 LB V L BG PK F LG V B P G V PL LK BL -1 L 37 BG L P P 3K 3 1 B LB P X P LL L LL 2 9 JK 1 9 LL L GL G 1420 P GL G PK L P 385 P LP LP L P K L B P 42 1 Kilometers P 393 L 392 PK L iles 1 K PG K 41 PP L K P 40 G XG X K B L K P 391 an hig K L L P G P LX V P LZ ,000 Feet XG G ,800 K 81 X P P BLB K , L P L LK LK , P LL V L X P V P 391PG 9 4 ic ip anal nd h P G P V ,200 L L B B L P L L L K L F G 37 P G X Q L P LK L B 26 LL K G PK V G P V B L P 381 L JK BLV 23 P PK P X B P LL L L K Q 1450 K 5 P G P B V K itary an go ica h 50 K G P 3 LP K G L G 19 BL V L P FL G LL LP K P 90.. P F P P Z K 1 4 P L G G 1420 P LK L 11 VL P B 1414 K 1407 LP KV 15 P L P 1438 LL G PK L L P G B V B 5 L LK P B P F G P G B B 38 K P L K G LXG 18 F LL 3 6 V PK L G 1429 V G e Lak K LL V L P 5 P 34 P 389 P 387 P 0 G G P XP G PK 14 KZ 1423 V B L LK -L L K GL 3 Z 1K L P 385 L L JK BLV P 383 FF F G PGG K L P BB 1421 XLL LB K PBLL G LL P F P BLLV P LP Q XP 1 8 K LL L K P 381 G PP B L K P V G K L G L 1398 P 1414 G L 33 3 P L L V K L K P X K Z BK LL L LL P G LL L B LL 41 V L K B LV 1394 V FL L X LL 1453 K G F L K K P L 64 B 1 K G L 290 X BF B V G L L L BLV L L P 1422 P 383 G L 64 L B L 21 V P G X 19 G K 39 LL V PK L PG P BB B L P LP F L B B P V L LXG BL P X PG 85 P P G BF L BLK K LL l V B G P P LK G 16 L 1429 P K K BL B X 55 ar d V F B ni t n y i h na G G FLL L FL K 25 a p X P P X ag hi c a o P L FL BLV L L K K X L L LP B BB G G P X 26 BL L K V L LV BLV P LXG 18 K B JK BLV FL G G B 55 V XP 36 B V Z K G LL 22 G V V XP 23 LL K PG V F B nd tary i n a o cag hi F B l ana p i h XP p hi l ana P P G F B y t ar ani -5 P 18 B F FL G B 14 B F G P 37 c hi ag o nd 14 F B G LL VB B V JK BLV G K G V B LP F BL P 307 B 1421 B F B G G 1429 BL F X VL L 1473 K P P G P G PK K P K F G F 2 1 LL B V G G LL G JK BLV G G G V G Z G L B G B LV 13 V K B F P LK 1419 L VL P B G G FLL L G L G 11 P B K FL PBLL K P LX G K 29 F 15 FL G 1416 G P K V B 28 G PK 1413 V P B P L BLV 290 LK GL BB L K G K F B B V V F B GL B LV G L BLV F B G G P F B V G F B V BL BLV LXG X B LV P K 24 G F G VL 1413 G B LV 290 G K P 347 LP P L LL 1401 FL L VB FL FLL FLL LL P 36 F FL LK JK BLV F L L G L GL G B P K L 15 F B G 290 B L P L G FL LX VB B LXG G K K G BLV F BB P BL KK Z L L 1401 K LL G L B LV FL 13 LX G P K G X X L XG V L P 1416 V B GL FL G G BLV B B K K P X VL VL G 5 V K L L P L 15 FLL 5 FLL FLL 1419 JK BLV L X X P 347 V L V B 1429 K L BLV P BLV X G G P 347 VL K LXG G G BLV V L 21 K 23 K 5 5 FL 5 K L 21 LXG X G FL L L K V V L P B FLL X P BLV P L GL JK BLV 1422 FL FL X FL 1419 BLV K 1406 FL FL P LL L V B G PK 1428 X G G PK G L V B G L P P 90 B B L K K 0 29 GL LK G JK BLV P FL BLV L X GL G PK G PK JK BLV 1415 L X V B L 13 Q 1398 L X 1422 GV PK G FKL BLV L V B 290 P 347 VL 3 P F GL L FLL JK BLV L X V Q Q L K LL 1394 Z B FL LL LL V B L G BLV FL L LV B J K BLV J K B LV 1419 LK 1405 LK L L F K L B LV L L L P Z LL V VG L JL P K K LL 64 P BLV 1419 LL P L G BLV KZ KZ KZ FL F L F L F BB P F G BLV L Z 13 P L K K LV G B P K Z F P LP KZ LK LK L P K P LK G V B P 1405 F K LB Z L Z V 90 B G G L PL L G BLV 1394 V V G BLV B L P L K P 307 P L VG BLV P L G BLV G BLV 9 B L LL B P K BLV Z P P 3 VG B G L P V B L L B LV K PK P B P G BLV G L 1398 G 1398 G P 64 L Z Z 94 13V L G L L V G P K LG L B BLV L 64 P G BLV L L JFF P Z G BLV G BLV G Z G L K 1394 P B B B V 50 P L 3 B KLG L V L V P 1394 L P 307 L B L G PL B L B LV P P BK B K LG G B LG L BLG L Z L BLGL PL L G F L L L 50 BLGL L L L L 64 L P 307 B G B L L BLGL B LGL G P L L PK K P : LL P F P LL LL G LL LL P F V P F P GLGL V Q () LL P F P P F XL L LL B LL P F P. P K PBL F V,, F F PV F XL. P F F PP L B LGL V. P B F K, XP, LG B L F BL PL PP. L F K. LL P F P B L LBL F PL,, QL G G V LG F L F,, PF, F, GLG,, G F F F PV.

180 2781 PGL 1 GL BB LL L L PK B P P idlothian reek V 13 1 hannel alumet ag B 137 J B G BLL V P L BL L 127 L K 1594 GV 1 J P K L L P K LL G L BLL 1 BLL B LL K K KLB L LL 1580 BLL L KLPK FL LF P LB PLG L BLL L J G LB B L KL 49 LL KL K BLL K L K L LF PK P L K LL G L L Z 97 L 95 L BLL K L LK P P PBLL P 51 V L L BLL LF PK L PK LL G P BK L F K LL L L L P K L BK KZ LG L KLV KV L K K P K G L K G L L L PGF L P KL K LL L P K K LL L F LB KLB KL K X K PP K KLPK K G L LP LG LL LL K F L L B LG L 2796 L L L J LV P 366 VL L F FL LK Z L F L L KL KL K F KL K G KLP K L VK L 50 L PK LL L GL G GL Z FF L L V 52 G P 348 L P K P K PK V LL P 368 LB K LF BLL Z X KL PL G L J L KLPK K X L LV B L PK K GL L BK L G L F L K G PGFL LB G K K K Z G K PK KL KLV KVL KLB L L L LP FL VK K P 0 LL F PK J F L 49 BL L LV K G FL P KL KL LL P B K L L P 348 LLG LL L L 53 P G F L PP KL KL 7 K KLB KX KLPK L B K J L K 1 L K LB L L PBLL P L B L V 54 KVL KZ 2838 K K L L G L G F F L LF BLL 2831 PBL L PK J FL PLG L LF PK LV K PK V F G L V K KL V LL L PK P 370 X P P KL K 53 K KL P 0 B K 54 P L K / F L 2838 FL 55 GL VLL G K K KLV KV L KL KL VK LV KLPK K G G LL F 2781 F PBLL P K PK FL 52 G 78 LB 1030 B LL L PK K 105 L K L P 370 L P G F L K /F KK KL V KVL KL P P KL KL K K KLB K KX L B L L LP LL L L 51 L K K L BL L P L F L L L J LK LG GG L K G PBLL P L FL L F P LB 2796 PK L G 2831 P L G B LL L F L F L 3778 L L L PK G P 0 G GL L Z V K XF L G PGFL KL KLPK KZ K L L L K L K X G 73 F 89 LV 1588 G L 112 K L X F KL GG P B LL P L L L L K L L L L J 1 06 V 117 LF L LL L P VL L VG G F G P 348 L 97 GG 121 P P P 37 LB FL LL G LF 111 G L LL KK L PBLL PK K KL 1 F L B 2781 F L PB LL 113 PP 3778 PGF L P 112 K LL L P 1 01 V P 370 P L K K KLB KL K X KLPK KG L LP L G LL LF P 395 GG G 120 P L 114 K GG L L G LK L L LG LB K P L XF FL L G 2955 L P PL P 1 05 P LL 102 G FL PK L P PLG BLL L K L PK G L Z VLL 108 GL 120 X PK L 2831 B L L GL P L XF alumet ag hannel J GK L LL L L G J J PK FL P X P 29 G 1 94 G L K /F FL V K L LB K P XF L F L 109 BK L L L V K V GL 100 LF P X Q LF B 116 P 0 LL L L G GL 71 K P K Z L LL LK P 114 LF 116 L KZ VL L P L P K P Z Z F 119 L L GL 2796 GL 105 F P K L P 2831 LL P GF L K K K L LK P KZ G L P F P P LL L L PK L L 2955 B LL G P L B B P L L L X B K L 123 G Q L G K B L PK G K B K L KLV K / F PGF L PGF L K K KVL K L K J L LL 121 G L L L L L L LL LG L L G L G L P 0 L LG L 2781 K 105 KZ LP K KL V B L FL VL L Z GL GL L P LL P 348 K 112 PG FL G LL Q L G V BV P L 114 G K K Z X P PK L 116 B L PGF L L 115 L BL V 88 F K / KVL 122 LBG PP 120 P 100 KL F K / 123 KL K PP LV L XF L LL L LB L G L V 116 P L 10 8 P L 103 L K B L BL P L LF PK L L 127 V L L L 109 L PK 1 K LL LL P 1580 G L LL P L 108 L P P 0 J L G LL LG LK 120 L G PGF L L 107 G J L 12 8 P L X P L L P L L G 97 BL L 134 L L K L PK 134 V P L L K L L LL 102 LL P K K 105 KLV L P 1 L 1574 KVL B L el h an n 129 G P L-50 L LG P L me t ag 121 J L 101 LF PK K /F KLL 123 LL G L GL L K KL a lu PP P P L L 1583 L KL G B LB GL K FL B K PK L P F K L KL V LL L L B L KL G L 110 K V 131 VK L KL P 0 F V L L 131 L FL k LP 2795 GL Z FL PK J B FL K PK K L BK r ee FL L P K VLLG L 129 le in FV L 130 L y 12 8 P L FL L L G L PK LL PK V 115 K L ek G 116 L 2795 re LV 2781 VLL LV GL P PL P L K le y B L G L QL F L J 121 L 13 5 L LP L G L Z in VK P J G B V J L LL FP L G G LFV K PK 70 P 348 P L L L L BLV L LL GL B L F V 129 LG F 83 L L K B K B B L L P L X L L GL Z P L P V L P L LK P 98 P L L P P X B P P FP LL B P VG PK L K L K h an ne l L L G L F L L G P L J L P 50 K L L B G F 127 F B 10 0 L X LL G V L L 125 a g B K K 90 G P L X L G L L L L L 105 L 99 K 124 G K K P P 29 L P G 124 lum et L B 125 a G FF LK PP L L 124 L 110 L B X P L FF K 96 G FF P G 1583 L K L L G K L K V FX L P P L K P J 131 L P L 92 L GL FV 115 KL P K L LL G L 123 G P L BL V L G 127 L K L X L K L 107 G L K K 90 V G LL G 108 L 96 P X 126 hanne l K L ambone Lake K 102 L B 89 B PL G P 29 B 88 X K 101 K L 94 L PK 100 B 88 L F KL L J 121 G PP G G alum et ag L K L F X G L 88 P K P 29 P LL G L L X G KBLL F G 1596 P 344 LL 106 B PL L 91 L L G L K K X 90 L LL P 1 B F 95 B LL LLG LX BL P L P P L L L J L 99 PL P L L K G L P G L L L P G 100 PL 99 J G V P L L L L L K P K L K B F L K 95 F LL PL LL X V L K LL 7 XF P K P P L P B BGV L P BBK 86 P 92 K V P L 9 P 2 BG L F L F LL FF LB K P L Z LF P G B LK () P K X K LL PP B LL P F P FF F G PGG P.. P F P 90 FL G LK P L L P X 1, , BG -1 V PL BG L B L LG -2-3 LK GV -8 PK V F L -18 3, PV B V 4, L -9 L -11 JFF K PK -13 L -15 PL -19 L K B 6,000 Feet iles 93 1 Kilometers FL -5 V -10 G PK LKV -14 LK PK -20 L BL -26 X 5- LF P L P FL V P K FL LF B L F GV F FL G PPVL LF P 136 : LL P F P LL LL G LL LL P F V P F P GLGL V Q () LL P F P P F XL L LL B LL P F P. P K PBL F V,, F F PV F XL. P F F PP L B LGL V. P B F K, XP, LG B L F BL PL PP. L F K. LL P F P B L LBL F PL,, QL G G V LG F L F,, PF, F, GLG,, G F F F PV.