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148-23 RESOLUTION
erF,' 113 West Mountain Street Fayetteville, AR 72701 (479) 575-8323 Resolution: 148-23 File Number: 2023-815 SAFE STREETS FOR ALL / VISION ZERO RESOLUTION (ACTION PLAN): A RESOLUTION TO APPROVE AND ADOPT A VISION ZERO POLICY IN THE CITY OF FAYETTEVILLE WHEREAS, the life and health of all persons living and traveling within the City of Fayetteville is our utmost priority, and no one should die or be seriously injured while traveling on our city streets; and WHEREAS, Vision Zero is the concept that traffic deaths and serious injuries on our roadways are unacceptable; and WHEREAS, Vision Zero is a holistic strategy aimed at eliminating all traffic fatalities and severe injuries suffered by all road users while increasing safe, healthy, equitable mobility for all; and WHEREAS, streets and transportation systems have traditionally been designed primarily to move cars efficiently and Vision Zero supports a paradigm shift by designing streets and transportation systems to move all people safely, including people of all ages and abilities, pedestrians, bicyclists, public transit users, scooter riders, and motorcyclists, as well as drivers and passengers of motor vehicles; and WHEREAS, Vision Zero recognizes that people will sometimes make mistakes, so the road system and related policies should be designed to ensure that those inevitable mistakes do not result in severe injuries or fatalities; therefore, transportation planners and engineers and policymakers are expected to improve the roadway environment, policies, and other related systems to lessen the severity of crashes; and WHEREAS, 26 people in Fayetteville lost their lives to traffic deaths and 193 were seriously injured between 2017 to 2021, and traffic crashes are among the leading cause of deaths in the United States; and WHEREAS, Fayetteville's transportation infrastructure serves an increasing number of vulnerable road users such as pedestrians and bicyclists; and WHEREAS, according to data from the Arkansas Department of Transportation, non -motorists including pedestrians and bicyclists account for 8 of the 26 (31 %) of the traffic deaths in Fayetteville; and WHEREAS, speed is recognized as a major determining factor of survival in a crash and the likelihood of a pedestrian surviving a crash is only 10% if hit by a vehicle moving 40 miles per hour; and WHEREAS, Fayetteville adopted Ordinance 6488 in 2021 to establish a default speed limit of 20 miles per hour in residential and business districts; and WHEREAS, children, older adults, people of color, people with disabilities, people who are unhoused, and people with Page 1 Resolution: 148-23 File Number: 2023-815 low income face a significantly disproportionate risk of traffic injuries and fatalities; and WHEREAS, making streets safer for all people using all modes of transportation will encourage people to travel on foot, by bicycle, and by public transit, which supports a healthier, more active lifestyle and reduces environmental pollution; and WHEREAS, successful Vision Zero programs are a result of both a complete government approach and community support of Vision Zero objectives and action plans; and WHEREAS, Vision Zero resolutions have been adopted by many jurisdictions across the United States; and WHEREAS, on February 7, 2023, the City Council approved an update to the Fayetteville Active Transportation Plan, which sets a goal for zero fatalities and severe injuries for vulnerable roadway users by the year 2030. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF FAYETTEVILLE, ARKANSAS: Section 1: That the City Council of the City of Fayetteville, Arkansas hereby affirms the policies set forth in the Fayetteville Active Transportation Plan and adopts the goal of zero traffic deaths and serious injuries, stating that no loss of life or serious injury is acceptable on our streets. Section 2: That the City Council of the City of Fayetteville, Arkansas hereby adopts the goal of eliminating traffic deaths and serious injuries by 2030 and endorses Vision Zero as a comprehensive and holistic approach to achieving this goal. PASSED and APPROVED on July 6, 2023 Attest: ,011t1tntl!/� K / TR ��ii Do's G1T Y O.c��•9`rG•�. FAYE1'TEV1tLE: M= Kara Paxton, City C erk Treasu 'r SS_• yANS 1�1�ONBC 0;����, Page 2 CITY OF FAYETTEVILLE ARKANSAS MEETING OF JULY 6, 2023 CITY COUNCIL MEMO 2023-815 TO: Mayor Jordan and City Council THRU: Chris Brown, Public Works Director Susan Norton, Chief of Staff FROM: Matt Mihalevich, Active Transportation Manager DATE: SUBJECT: Safe Streets for All Comprehensive Safety Action Plan & Vision Zero Resolution RECOMMENDATION: Staff recommends approval a Safe Streets for All Comprehensive Safety Action plan and a Vision Zero resolution to achieve the policy goal of eliminating all traffic fatalities and severe injuries while increasing safe, healthy, equitable mobility for all. BACKGROUND: The Northwest Arkansas Regional Planning Commission (NWARPC) has accepted a grant through the 2022 Safe Streets for All program to develop a comprehensive safety action plan for the Region. Toole Design Group has developed the comprehensive safety action plan through a series of public meetings and workshops. This Safety Action Plan uses the Safe System Approach to reduce and eliminate fatal and serious injury crashes on our transportation system and creates eligibility for Fayetteville to apply for Safe Streets for All grant funding for safe street infrastructure and programs. Three projects have been identified for the 2023 grant funding cycle including Maple Street Improvements, College Avenue and Joyce Blvd. safety improvements along with several safety programs. The purpose of this resolution is to establish Fayetteville's commitment to Vision Zero as a goal and to ensure that the Safe System Approach is used when evaluating existing infrastructure and when implementing new infrastructure projects and programs. To accomplish these purposes, the Active Transportation Advisory Committee will be responsible for working with the community — including groups that traditionally have been underrepresented — to promote the Safety Action Plan and work toward achieving the goals of Vision Zero through a variety of strategies, prioritizing speed reduction and roadway infrastructure in underinvested areas that overlap with high -crash corridors. DISCUSSION: The Safe System Approach has been embraced by the transportation community as an effective way to address and mitigate the risks inherent in our enormous and complex transportation system. It works by building and reinforcing multiple layers of protection to both prevent crashes from happening in the first place and minimize the harm caused to those involved when crashes do occur. It is a holistic and comprehensive approach that provides a guiding framework to make places safer for people. This is a shift from a conventional safety approach because it focuses on both human mistakes AND human vulnerability and designs a system with many redundancies in place to protect everyone. Mailing address: 113 W. Mountain Street www.fayetteville-ar.gov Fayetteville, AR 72701 The principles of a Safe System Approach are: • Death and Serious Injuries are Unacceptable • Humans Make Mistakes • Humans are Vulnerable • Responsibility is Shared • Safety is Proactive • Redundancy is Crucial The Vision Zero model resolution commits Fayetteville to the following actions: • Actively working to eliminate traffic deaths and serious injuries on their streets within a specified time period. • Collecting, analyzing, and using data to understand trends and potential disproportionate effects of traffic deaths on specific populations. • Incorporate Vision Zero as part of the duties of the Active Transportation Advisory Committee to promote the Safety Action Plan that is guided by community input. • Prioritizing the safety of pedestrians, bicyclists, transit riders, scooter riders, and people with disabilities over the ease of use of personal automobiles. • Prioritizing strategies that benefit the safety of communities in historically underinvested areas and ensuring that no strategy results in racial profiling or otherwise exacerbates racial inequities. The Active Transportation Advisory Committee has been updated on the development of the Safety Action Plan and have been involved in the surveys and workshops. On May 30th, 2023 the Transportation Committee reviewed the Safe streets for All information and the Vision Zero resolution and gave unanimously support. BUDGET/STAFF IMPACT: None ATTACHMENTS: Item A.3 Approvals Signatures, NW Arkansas Safety Action Plan DRAFT_6-5-23, Fayetteville Vision Zero Resolution, Revised NW -Arkansas -Vision -Zero -Plan, NW Arkansas Safety Action Plan - Final approved by NWARPC Mailing address: 113 W. Mountain Street www.fayetteville-ar.gov Fayetteville, AR 72701 == City of Fayetteville, Arkansas Y 113 West Mountain Street Fayetteville, AR 72701 (479)575-8323 - Legislation Text File #: 2023-815 Safe Streets for All Comprehensive Safety Action Plan & Vision Zero Resolution A RESOLUTION TO APPROVE AND ADOPT A VISION ZERO POLICY IN THE CITY OF FAYETTEVILLE WHEREAS, the life and health of all persons living and traveling within the City of Fayetteville is our utmost priority, and no one should die or be seriously injured while traveling on our city streets; and WHEREAS, Vision Zero is the concept that traffic deaths and serious injuries on our roadways are unacceptable; and WHEREAS, Vision Zero is a holistic strategy aimed at eliminating all traffic fatalities and severe injuries suffered by all road users while increasing safe, healthy, equitable mobility for all; and WHEREAS, streets and transportation systems have traditionally been designed primarily to move cars efficiently and Vision Zero supports a paradigm shift by designing streets and transportation systems to move all people safely, including people of all ages and abilities, pedestrians, bicyclists, public transit users, scooter riders, and motorcyclists, as well as drivers and passengers of motor vehicles; and WHEREAS, Vision Zero recognizes that people will sometimes make mistakes, so the road system and related policies should be designed to ensure that those inevitable mistakes do not result in severe injuries or fatalities; therefore, transportation planners and engineers and policymakers are expected to improve the roadway environment, policies, and other related systems to lessen the severity of crashes; and WHEREAS, 26 people in Fayetteville lost their lives to traffic deaths and 193 were seriously injured between 2017 to 2021, and traffic crashes are among the leading cause of deaths in the United States; and WHEREAS, Fayetteville's transportation infrastructure serves an increasing number of vulnerable road users such as pedestrians and bicyclists; and WHEREAS, according to data from the Arkansas Department of Transportation, non -motorists including pedestrians and bicyclists account for 8 of the 26 (31 %) of the traffic deaths in Fayetteville; and WHEREAS, speed is recognized as a major determining factor of survival in a crash and the likelihood of a pedestrian surviving a crash is only 10% if hit by a vehicle moving 40 miles per hour; and Page 1 Resolution: 148-23 File Number: 2023-815 WHEREAS, Fayetteville adopted Ordinance 6488 in 2021 to establish a default speed limit of 20 miles per hour in residential and business districts; and WHEREAS, children, older adults, people of color, people with disabilities, people who are unhoused, and people with low income face a significantly disproportionate risk of traffic injuries and fatalities; and WHEREAS, making streets safer for all people using all modes of transportation will encourage people to travel on foot, by bicycle, and by public transit, which supports a healthier, more active lifestyle and reduces environmental pollution; and WHEREAS, successful Vision Zero programs are a result of both a complete government approach and community support of Vision Zero objectives and action plans; and WHEREAS, Vision Zero resolutions have been adopted by many jurisdictions across the United States; and WHEREAS, on February 7, 2023, the City Council approved an update to the Fayetteville Active Transportation Plan, which sets a goal for zero fatalities and severe injuries for vulnerable roadway users by the year 2030. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF FAYETTEVILLE, ARKANSAS: Section 1: That the City Council of the City of Fayetteville, Arkansas hereby affirms the policies set forth in the Fayetteville Active Transportation Plan and adopts the goal of zero traffic deaths and serious injuries, stating that no loss of life or serious injury is acceptable on our streets. Section 2: That the City Council of the City of Fayetteville, Arkansas hereby adopts the goal of eliminating traffic deaths and serious injuries by 2030 and endorses Vision Zero as a comprehensive and holistic approach to achieving this goal. Page 2 A•3 Safe Streets for All/Vision Zero Resolution (Action Plan) Item Approvals Name: Signature: Matt Milhalevich Chris Brown Susan Norton -v— Lioneld Jordan (� o�--- Date: 6 - 1 Li - zo Z3 IrNWA Regional • Northwest Arkansas Safety Action Plan May 2023 1 DRAFT Contents Executive Summary _v 1. A Paradigm Shift............................................................................................2 What is a Vision Zero Action Plan?...........................................................................................2 VulnerableUsers...........................................................................................................................2 TheSafe System Approach........................................................................................................5 2. Roadway Safety in Northwest Arkansas.....................................................10 Plans, Policies, and Programs....................................................................................................10 RoadwaySafety Analysis.............................................................................................................16 Equity.................................................................................................................................................18 3. Community Outreach.....................................................................................24 4. Goals and Actions...........................................................................................34 Goals................................................................................................................................................... 34 Actions...............................................................................................................................................35 Northwest Arkansas' Vision Zero Plan (NWA Vision Zero Plan) recognizes that one life lost on the streets within the region is too many and that something must change. The Northwest Arkansas Regional Planning Commission (NWAPRC) has developed this Plan and sets a target to eliminate all killed and serious injuries (KSI) crashes that occur on the regional roadway network by 2038. Although the horizon is 15 years from the development of this Plan, action starts now. Traditional safety strategies have not proven to decrease the number of life -altering crashes, highlighted by the increase of fatal crashes in recent years. This Plan emphasizes a shift towards the prioritization of safe, accessible, and equitable mobility for all roadway users and away from the disproportionate focus on moving vehicles efficiently —less delay that often results in higher speeds. iv I NWA REGIONAL VISION ZERO PLAN Executive Summary The purpose of the NWA Vision Zero Plan is to emphasize change related to traffic safety because fatal and serious injury crashes cannot be tolerated. The Plan outlines strategies and actions that should be taken within the next ten years, yet it must not be considered unchangeable. As a living document, this plan must be dynamic to address safety in a region that is experiencing rapid growth. The recommended actions included are meant to be a starting point, not an all -encompassing list. Over time, the actions taken by the NWARPC, member agencies, and partner organizations should measure and report actions that are proving to reduce fatal and serious injuries along with continuing to incorporate safety innovations and opportunities to eliminate traffic fatalities and injuries as time passes. This Vision Zero Plan is organized into four sections. An overview of each section is provided below to serve as a summary of the NWA Vision Zero Plan in its entirety. 1. A Paradigm Shift Fatal and serious injury crashes have increased across the nation, the state of Arkansas, and in the Northwest Arkansas Region. In the traditional approach to roadway safety, traffic deaths have been understood as inevitable. This alone is not acceptable and therefore a new approach to safety is needed. This section describes how Vision Zero is grounded in the Safe System Approach that anticipates human mistakes and Traditional Approach • Traffic deaths are inevitable • Aims to fix humans • Expects perfect human behavior • Prevents collisions • Exclusively addresses traffic engineering • Doesn't consider disproportionate impacts ensuring that when collisions occur that they do not result in death or serious injury. A clear understanding of the Principles and Elements of the Safe System Approach is foundational to the NWA Vision Zero Plan and will be instrumental in increasing safety for all roadway users moving forward. 2. Roadway Safety in NWA Crashes over a 5-year period (2017-2021), resulted 220 people —mothers, fathers, children, grandparents, friends, and coworkers —losing their lives in Northwest Arkansas. An average of 44 people each year; however, 2021 alone was a year that 55 people died in roadway crashes —a 2% increase from the year before. These sobering numbers are part of today's roadway safety narrative in Northwest Arkansas. This section reviews existing plans, policies, and programs that are already in place that are attempting to increase safety in several communities in the region. It notes opportunities for communities to refine or add policies that can impact safety through capital projects and new development. This section uses crash data to establish a High Injury Network (HIN)—representing the corridors in Northwest Arkansas with the highest number of fatal and serious injury crashes. Along with the HIN, the Vision Zero Plan identifies historically disadvantaged communities, areas of persistent poverty, and locations with varying degrees of social vulnerability to understand where equitable investments can be made to increase safety Vision Zero • Traffic deaths are preventable • Changes systems • Integrates human failure • Prevents fatal and serious crashes • Considers the road system as a whole • Regards road safety as an issue of social equity <CHAPTER> I v pin WN01 i oeiy impacted. ar, Bella Vista ^� Gravette 't'.' All Modes High Injury Network Northwest Arkansas Centerton j 1 Rog( Siloam Springs Springdale 41 Tontitown Ozark National Forest Fayetteville i 7 Prairie Grove I r� 62 "71 Lincoln Ozark National Forest Hobbs State low f-7; Goshen Like Sequoyah Par i f rr Ozark National Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m 11A]PO IN High Injury Network Parks & Open Space City Boundaries vi I NWA REGIONAL VISION ZERO PLAN 3. Community Outreach Starting a conversation around roadway safety was a key component of the NWA Vision Zero Plan. Information about the current state of safety along with opportunities for feedback were distributed across the region. Online resources were developed that included surveys, an interactive map, and a series of safety webinars. To compliment online engagement opportunities, a "go -to" approach to engagement resulted in tabling and interacting with people at over a dozen existing events. Materials were available in English and Spanish to provide opportunities for people to review and provide input in the most convenient way possible. Additionally, a Regional Working Group provided guidance for the development of the NWA Vision Zero Plan through a series of meetings and listening sessions. Two safety demonstration site walks were included to see and experience how the Safe System Framework is already being used within the region. These site walks allowed municipal staff, local advocates, and elected officials to hear why the decisions made related to safety can have such an enormous impact. Engagement during the Vision Zero Plan devlopment is only the beginning and must be continued at the regional and local levels to see real change occur. 4. Goals and Actions Achieving the goal of zero fatal and serious injury crashes by 2038 will not happen if the status quo is maintained. Roadway safety must be integrated into the work of various agencies and individual departments to see results. This section establishes goals that capture the desires for safety by the Regional Working Group along with a variety of actions that can be taken to change the roadway safety narrative in Northwest Arkansas. Goals include: • Promote a culture that prioritizes people's safety • Reduce conflicts between roadway users • Establish policies, practices, and programs that focus on safety at all levels • Slow vehicle speeds For each action, a timeline, action leader, and supporting partners are noted. Additionally, Elements of the Safe System Approach that align with each action are listed. The actions in this Vision Zero Plan are not intended to be an exhaustive list; rather, they are strategic and can begin to eliminate fatal and serious injury crashes on the transportation network. <CHAPTER> I vii THIS PAGE LEFT INTENTIONALLY BLANK r.- 4` rg IF . , a ram., � t � � `► _ --� � <c _ - t. A Paradigm Shift 1. A Paradigm Shift What is a Vision Zero Safety Action Plan? Every year, people in the NWA Region lose family, friends, neighbors, and colleagues to preventable traffic crashes on our roads. Between 2017 and 2021 1,369 people were killed or seriously injured in crashes in NWA, averaging more than five people every week. Across the state, motor vehicle crashes account for more than twice the number of deaths as homicides. For the last century, our transportation system has been built on the belief that these crashes are accidents — events no one can fully prevent or predict. While no one thinks traffic deaths among friends and family are acceptable, the historical approach to transportation has taken roadway fatalities as an unfortunate inevitability rather than a preventable public health crisis. Vision Zero is a traffic safety philosophy rooted in the belief that nothing on our roadways is more important than a human life. It represents paradigm shift in the region's approach to road safety beginning with the 21% simple idea that traffic deaths and serious injuries are preventable. Since the 1990s Vision Zero has been successfully implemented across Europe and in more than 45 communities in the US-- some of which have now had consecutive years of zero roadway fatalities. Vision Zero lays out a new set of principles for engineering roads, educating travelers, and creating a sense of collective responsibility for ourselves and our fellow travelers. Vulnerable Users When a crash occurs, people walking, bicycling, and riding motorcycles are more likely to be killed or seriously injured. Vehicle safety technology has seen significant advancements in the last decades with airbags, anti -lock brakes and lane -awareness sensors all working to protect a driver in a crash. Pedestrians, bicyclists, and motorcyclists however are unprotected and are especially vulnerable to the impact of a crash. In Northwest Arkansas, vulnerable roadway users accounted for only 3% of all roadway crashes but 33% of serious injuries and fatalities. 7% �• 0.6% �O O O 2% 2 1 NWA REGIONAL VISION ZERO PLAN All Modes Crash Map All Modes Crash Map ' Jane f Northwest Arkansas _ . •• . ,.�!" !..' •�":�i r •"�- Gate way�,� 1 .•• '� • • • ' ••Bella Vista+` �. ,S' t %'�+� . • Je vils Eyebro • •r^ _. — �Gravette it ��! •-: • �� �• � . . It _� •• �i, ,+�, '.•. •• .,-•. . . • ___. ._Cpnl,e'r4'1 •� Bentonville :C. •• Wo t :Rogers r •: :. •'' ' . .r. • `� . • • _ r •_ •`.:•y_�- t v i ` Hobbs State pal rinqdal �►: • ' •• Tontitown r • , A`•'• -Ozark National Forest !' ; : j �� �,'r L u• , y� ot • f th .-il �, - keSequoyahVar vp i Prairie Gr 62 r;^.''-�•�!' • •- 41..' � •tom �. Ozark National Forest Ozark National Fores Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded crashes between 2017-2021. 0 2.5 5miLA, m • • Fatal or Serious Injury Crash • Other Reported Crash Parks & Open Space City Boundaries ,CHAPTER, 1 3 Between 2017 and 2021 1,369 people were killed or seriously injured in crashes in NWA, averaging more than five people every week. 15,000 12,000 900 300 275 50 40 30 ti Total Crashes Fatalities & Severe Injuries Fatalities `Llz The Safe System Approach This Plan is the NWA Region's roadmap to achieving Vision Zero. It is grounded in the Safe System Approach, which aims to eliminate fatal and serious injuries by anticipating human mistakes and minimizing impacts on the human body when crashes do occur. The six Safe System Principles shown around the outside ring are the fundamental beliefs that the approach is built on. 1. Humans make mistakes Even the best drivers will inevitably make mistakes that can lead to a crash. How we design and operate our transportation system can ensure these mistakes don't have life altering impacts. 2. Death & serious injuries are preventable No one likes to get in a fender -bender but this plan will focus on crashes that lead to deaths and serious injuries. 3. Humans are vulnerable Human bodies can only withstand so much impact from a crash before death or serious injuries occur 4. Responsibility is shared. Every part of our transportation system, from elected officials to everyday users, to planners and engineers, has a role to play in vision zero. 5. Safety is Proactive Rather than waiting for crashes to occur, transportation agencies should seek to proactively identify and address dangerous situations. b. Redundancy is crucial Redundancy means making sure every part of the transportation system is safe. This way if one part fails people are still protected. P�NIS�R,CUS INJURY IS UI yACCFp�'4e 10 �F PFSpONSIBILITY IS SHAR(�O <CHAPTER> 1 �J The Safe System Approach is implemented through five Elements 1. Safe Road Users Working towards a culture of safety starts with developing a network of civic partners, educating road users and creating personal connections to the community's vision zero efforts. 2. Safe Vehicles Making vehicles safer can be done through advanced driver assistance systems and by ensuring future technology prioritizes vulnerable roadway users. 3. Safe Speeds Slower vehicle speeds increase visibility and reaction times for drivers and reduce impact forces when a crash occurs. Moving towards safe speeds can be done through reducing speed limits and through traffic calming and roadway design. 4. Safe Roads Safer roads come from providing physical separation (like separated bike lanes and sidewalks) as well as designing to accommodate human mistakes. 5. Post -Crash Care A system -wide approach means working towards safety even after a crash has occurred. This comes from improving emergency response, and traffic incident reporting and management. y 0 6 1 NWA REGIONAL VISION ZERO PLAN SEPARATE USERS IN SPACE ANTICIPATE HUMAN ERROR SEPARATE USERS IN TIME INCREASE ATTENTIVENESS & AWARENESS ACCOMMODATE REDUCE SPEEDS - HUMAN INJURY TOLERANCES REDUCE IMPACT FORCES o THIS PAGE LEFT INTENTIONALLY BLANK 0 -7r -$Norm 0 N-1 IL Sir Ag� - A 11G11111111 lk I E r �' j iJ Roadway Safety in Northwest Arkansas 2. Roadway Safety in Northwest Arkansas Plans, Policies, and Programs In response to rapid population growth and an increase in fatal and serious crashes, Northwest Arkansas has addressed road safety both through targeted interventions and by integrating it into existing planning, policies, programs. Planning Efforts Many existing local, regional, and statewide plans have addressed the issue of road safety in some capacity. Examples include transportation plans, bicycle and pedestrian plans, and corridor studies. See Table 1 for a summary of plans reviewed during the development of this Plan. Local Plans At the local level, road safety has largely been addressed through transportation plans, bicycle and pedestrian plans, and safe routes to school plans. Many of these plans include recommendations for reducing vehicle speeds on local roads, improving sidewalk and bike lane networks, and increasing driver education and awareness. Recent examples include the Fayetteville Mobility Plan, the Bella Vista Trail and Greenway Master Plan, the Bentonville Bike & Pedestrian Master Plan, and the University of Arkansas Active Transportation Plan. Regional Plans Regional plans addressing road safety include the NWA Bike Infrastructure Plan, NWARPC 2045 Metropolitan Transportation Plan, and the NWA Congestion Management Process. These plans coordinate efforts across the region and offer insight on emerging trends and funding opportunities, many of which inform this Plan's approach to regional road safety. Statewide Plans Arkansas and Missouri have both adopted Strategic Highway Safety Plans that provide a statewide framework to eliminate traffic deaths and serious injuries through the Safe System Approach. The plans include strategies to address the top contributing factors to fatal and serious factors. Arkansas also has a statewide Bicycle and Pedestrian Transportation Plan, which includes a focus on bicycle and pedestrian safety. Regional Plan Highlight: 2019 NWA Bike Infrastructure Plan The Northwest Arkansas Bike Infrastructure Plan identifies a priority network of bikeways focused on increasing safety and connectivity. It includes corridor concepts designed to make bicycling a safe and accessible travel option for riders of all ages and abilities. 10 1 NWA REGIONAL VISION ZERO PLAN Table 1: Summary Plans Reviewed Bella Vista Trail and Greenway 2015 Bella Vista Master Plan Bentonville Bike and Pedestrian 2021 Bentonville Master Plan Fayetteville Active 2015 Fayetteville Transportation Plan Fayetteville Mobility Plan University of Arkansas Transportation Plan NWARPC 2045 Metropolitan Transportation Plan NWA Regional Bicycle and Pedestrian Master Plan NWA Congestion Management Process NWA Bike Infrastructure Plan NWA Regional ITS Architecture and Deployment Plan NWA Transportation Alternatives Analysis Study Connect Northwest Arkansas 10-Year Transit Development Plan Arkansas Bicycle and Pedestrian Transportation Plan ARDOT Strategic Highway Safety Plan (SHSP) Missouri Show -Me Zero 2018 Fayetteville 2022 2021 2014 2022 2019 2007 2014 2020 2017 2022 2021 Policies Safe Routes to School Safe Routes to School (SRTS) programs enable students to safely walk and bicycle for their school commute. SRTS includes planning, development, and implementation of projects and activities that will improve safety and reduce traffic, fuel consumption, and air pollution around schools. Fayetteville Complete Streets Complete Streets policies direct transportation NWA Region planners and engineers to consistently design the right of way to accommodate all users, including drivers, NWA Region transit riders, pedestrians, and bicyclists, as well as for older people, children, and people with disabilities. NWA Region Most local jurisdictions in Northwest Arkansas have NWA Region not adopted any form of Complete Streets policy. The 2015 NWA Regional Bicycle and Pedestrian Master Plan NWA Region identified the adoption of these policies as a catalyst program and provided a sample Complete Streets NWA Region Resolution designed for NWA communities. NWA Region Statewide Statewide Statewide Design Standards Street design standards have a significant impact on road safety. Context appropriate street design encourages safe behavior and reduces conflicts between users. Existing standards vary across the region, but some include provisions that promote safety. For example, the City of Bentonville Minimum Standard Specifications for Streets includes a section on Neighborhood Traffic Safety that includes design criteria for various traffic calming devices. Design Standards Highlight: Fayetteville Minimum Street Design Standards The City of Fayetteville Minimum Street Design Standards provide an example of how to prioritize safety for all road users. They include an emphasis on multimodal level of service and reference best practice design guidance such as NACTO's Don't Give Up at the Intersection and FHWA's Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations. r-� <CHAPTER> 1 11 Traffic Calming Traffic calming consists of physical design and other measures put in place on existing roads to reduce vehicle speeds and improve safety for pedestrians and bicyclists. Several cities in NWA have implemented traffic calming policies that facilitate the installation of traffic calming on residential streets. Emergency Response One component of the Safe System Approach is to streamline emergency response and medical care. Based on discussions from the NWA Active Transportation Committee, Bentonville and Fayetteville have updated their CAD systems and improved GIS data to assist with quicker emergency response on the trail system. Parking Requirements Minimum parking requirements for developments present a barrier to the creation of dense, walkable urban environments. The City of Fayetteville abolished its commercial parking minimums citywide in 2015 while retaining downtown parking maximums. This change has enabled new businesses to open using long -disused sites and buildings. Traffic Calming Policy Highlight: Springdale Traffic Calming Policy The City of Springdale has a policy that enables the installation of traffic calming measures such as curb extensions, raised intersections, speed cushions to address speeding and conflicts between people walking and driving. Criteria for installation include observed speeds, sidewalk connectivity, crash history, and the presence of children walking to school. Evaluation of Existing Codes and Ordinances The table on the following page provides a high-level review of local codes and ordinances for cities with over 2,000 residents' For each element (e.g. building entrances) a score was assigned for each city to indicate the state of policy on that issue, ranging from 1 (Codes / ordinances do not include this element) to 3 (Codes / ordinances include this element and it generally meets best practices). This evaluation was based on the information available to the project and should be viewed as a starting point for where to focus attention with regard to code and ordinance amendments to promote road safety. Some issues, such as speed limits and crosswalk markings, were not included due to the limited presence of local policy on these issues. 1 Population based on 2021 ACS data. Most cities with fewer than 2,000 residents do not have codes and ordinances addressing road safety through street design or land use, though there are some exceptions, including Highfill, Decatur, and Greenland. 12 1 NWA REGIONAL VISION ZERO PLAN H m U +O+ y N c a E a) L u c (n a) u cu tm CD u LC ._ Q c G M rn c c a Y E L u � u a 1p a M c Y L • m a y o) d c u m L m C Lc, • • Y tl) u O) y C m y in u y a u p Q u > y r O1 Ln u Y u c o c p m u W � C U) N y O d c L I- LL a N E CL CD O C N 0 a° >. 0 N M LO LO y rn L O. Ln E 0 u n O 3 0 J N co C O QI LL a M O M M CD M O O W M O M (T O O n Iq IO O O� m M M L- m m It M M M M N N N N N (n O) y N .` C u a)m J Y vC2. 3 °) o LL L CL Li c c Cr � L y j C N y U)p L N C E w u 10 a,IL Y a" y C U F U W U -) J 2 W J U' C C N E c a) S > L O L 0- E U) L a ( � s O U L E 7 L O S] f O C C U) (U C S= E E m L a � ( L) L S C C � O U U) U) L O O C LU U C C ! (CI (6 f C C L v v LL L L O O C U) y L N O a a z O O C QJ U U L <CHAPTERJ 13 Laws and Enforcement Traffic laws and enforcement has been a central piece of Northwest Arkansas' approach to addressing traffic fatalities and serious injuries. Speed Limits Addressing speed is a crucial step to making streets safer. Vehicle speed increases both the likelihood of a crash, as well as the severity of the crash. Higher speeds diminish drivers' ability to recognize and avoid potential conflicts and increase the force of impact, increasing the chances of fatalities and serious injuries, particularly for more vulnerable road users. Many streets throughout NWA have relatively high speed limits that do not match the roadway context. Distracted Driving Since 2009, when Arkansas first banned texting while driving for all drivers, the state has strengthened laws around distracted driving to include a ban on all use of handheld devices for drivers under 18 and in certain areas. In 2021, the State passed a new distracted driving law that prohibits all drivers from holding or using a handheld device while driving, with a few exceptions, such as using a phone in a hands -free mode or in an emergency. Driving Under the Influence Arkansas also has strict laws around driving under the influence. In 2015, the State lowered the blood alcohol level (BAC) limit for drivers to 0.08%, which is consistent with recommendations from the National Highway Traffic Safety Administration (NHTSA). Arkansas also mandates ignition interlock devices (IIDs) for certain driving under the influence (DUI) offenders, as a condition of license reinstatement. Washington and Benton Counties have established diversion court programs that offer an alternative to traditional punitive measures, such as jail time, and allows participants to receive treatment, counseling, and other support services to help them overcome their addiction and avoid future DUI offenses. Benton County also has a Driving While Intoxicated (DWI) unit that is responsible for the pro -active detection, investigation and arrest of alcohol and/or drug -impaired drivers.2 Automated Enforcement Arkansas prohibits the use of unmanned traffic enforcement systems, which includes both red light cameras and speed cameras. Speed cameras are only allowed in school zones or rail crossings and a police officer must be present and issue citation at time and place of violation.' Red light cameras are not allowed under any circumstances. These legal requirements severely limit the potential use and efficacy of automated enforcement in Northwest Arkansas. Programs Bicycle Education Over the last decade, bicycle education has become a part of the school curriculum in Fayetteville, Springdale, Rogers, and Bentonville. These programs, provided by NWA Trailblazers, help to train the next generation of responsible road users by teaching kids the rules of the road and make bicycling accessible to kids who may not otherwise have the opportunity to ride. Pilot and Demonstration Projects Resolution 2016-2 authorized NWARPC to coordinate, manage, and assist with the implementation of bicycle pilot/demonstration projects in various locations to test protected bike lane concepts. NWA Trailblazers has 2 Benton County Sherriff's Office. DWI Unit. 3 Governors Highway Safety Association. Speed and Red Light Cameras: Arkansas. 14 1 NWA REGIONAL VISION ZERO PLAN partnered with NWARPC and the Walton Foundation on a series of pilot projects in Bella Vista, Bentonville, Rogers, Springdale, Fayetteville, and Siloam Springs. These projects tested the feasibility of design treatments focused on creating safer streets for all users. Slow Streets Local cities have partnered with Trailblazers on the temporary installation of Slow Streets. Through temporary installations of traffic calming materials, Slow Streets create safe, family -friendly routes for people to bike and walk, sometimes for a single day or weekend and sometimes seasonally. _ A temporary Slow Street installation in Bentonville Pilot Project Highlight: Siloam Springs Neighborhood Greenway Pilot Project Trailblazers worked with the City of Siloam Springs to design and install a Neighborhood Greenwak pilot project from downtown Siloam Springs to the Dogwood Springs Walking trail. A neighborhood greenway is a traffic calmed, slow -speed street that creates a shared space for drivers, bicyclists, and pedestrians. The project rollout included an evaluation of vehicle speeds and volumes, bicycle volumes, and crash data, as well as a post -installation survey to collect public feedback. <CHAPTER> 1 15 Roadway Safety Analysis Crashes occur because of a variety and often a combination of contributing factors. These factors may include excessive speed, roadway conditions, equipment failure, inexperience, environmental conditions (e.g., weather, lighting, glare), and human behaviors, including distraction, impairment, and not complying with traffic laws. With 1,369 KSI crashes over a five-year period, the HIN represents the most critical corridors that should be addressed in the region. Crash analysis resulted in numerous findings related to street characteristics and contexts in Northwest Arkansas. The following highlights a few of those findings along with the full HIN map for all modes. 16 1 NWA REGIONAL VISION ZERO PLAN High Injury Network \Jar_ Bella Vista t Gravette *?UAll All Modes High Injury Network Northwest Arkansas Centerton I Rog .11 Inam Springs � Springdale 41 d00%b' Tontitown Ozark National Forest Fayetteville i 7 Prairie Grove r >a 62 " 71 ncoln--/ Ozark National Forest Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2. mi crashes between 2017-2021. vils Eyebr -11%c -, Hobbs State 71 Goshen Like Sequoyah r rr Ozark National High Injury Network Parks & Open Space City Boundaries <CHAPTER> 1 17 Equity Increasing safety across the region cannot succeed without a focus on equity and identifying communities that have disproportionate traffic safety impacts. The transportation system in Northwest Arkansas must work for everyone across the region; therefore, equity is integrated throughout the NWA Vision Zero Plan. Together with the Safe System Approach, recommended actions can address safety for people that have experienced a historical disadvantage, persistent poverty, and/or social vulnerability. To create a broad characterization of communities that have sociodemographic vulnerabilities and to define the populations this Plan used criteria for Areas of Persistent Poverty, Historically Disadvantaged Communities as identified by the USDOT RAISE Mapping Tool, and the Social Vulnerability Index (SVI) as defined by the Centers for Disease Control and Prevention (CDC) and Agency for Toxic Substances and Disease Registry (ATSDR). Historically Disadvantaged Communities" refers to populations sharing a particular characteristic, as well as geographic communities, that have been systematically denied a full opportunity to participate in aspects of economic, social, and civic life. • Transportation access disadvantage identifies communities and places that spend more, and take longer, to get where they need to go. • Health disadvantage identifies communities based on variables associated with adverse health outcomes, disability, as well as environmental exposures. • Environmental disadvantage identifies communities with disproportionately high levels of certain air pollutants and high potential presence of lead -based paint in housing units. • Economic disadvantage identifies areas and populations with high poverty, low wealth, lack of local jobs, low homeownership, low educational attainment, and high inequality. • Resilience disadvantage identifies communities vulnerable to hazards caused by climate change. • Equity disadvantage identifies communities with a with a high percentile of persons (age 5+) who speak English "less than well." Area of Persistent Poverty' is defined by the USDOT as any County or Census Tract that has consistently had greater than or equal to 20 percent of the population living in poverty over a defined period. Social Vulnerability" refers to the potential negative effects on communities caused by external stresses on human health. Factors include: • Socioeconomic status (below 150% poverty, unemployed, housing cost burden, no high school diploma, no health insurance) • Household characteristics (aged 65 or older, aged 17 or younger, civilian with a disability, single -parent households, English language proficiency) • Racial and ethnic minority status (Hispanic or Latino (of any race); Black and African American, Not Hispanic or Latino; American Indian and Alaska Native, Not Hispanic or Latino; Asian, Not Hispanic or Latino; Native Hawaiian and Other Pacific Islander, Not Hispanic or Latino; Two or More Races, Not Hispanic or Latino; Other Races, Not Hispanic or Latino) • Housing type & transportation (multi -unit structures, mobile homes, crowding, no vehicle, group quarters) The Vision Zero Plan identified and prioritized investments in communities that have experienced varying degrees of disadvantage. Additionally, recommended actions have been intentionally developed to ensure policing and other enforcement efforts do not create or perpetuate disparities and unintended consequences in communities of color or areas of persistent poverty. 18 1 NWA REGIONAL VISION ZERO PLAN Vulnerable roadway users that live in disadvantaged areas are overrepresented in fatal and serious injury crashes. 6% of roadway network 16% of total KSI crashes � "004 /001* Equity Analysis Overlap and HIN 11 A Equity Analysis Overlap & High Injury Network Northwest Arkansas Bella Vista Gravette AL Bentonville Centerton � r I Rogers ; .,-i,am Springs I :21 � Springdale 41 Tontitown Ozark National Forest I V Fayettevillt�OA 7 Prairie Grove r 62 Hobbs State 1 Goshen Like Sequoyah 711 r Ozark National Forest Ozark National Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2. rT1i . crashes between 2017-2021. Degrees of Disadvantage High Moderate Low All Modes High Injury Network Parks & Open Space City Boundaries <CHAPTER> 1 21 THIS PAGE LEFT INTENTIONALLY BLANK Community Outreach 3. Community Outreach The Northwest Arkansas Vision Zero Plan employed a wide range of digital and in -person engagement tools to inform the community and solicit feedback on roadway safety. Communicating the importance of roadway safety during the development of this Plan is an important step in long-lasting efforts to engage and empower people in the region to make changes that save lives. Five key elements were foundational for engagement: 1. Listen First: Events and outreach were structured so people could have multiple opportunities and options to share their experiences, interests, and concerns related to safety. 2. Provide an Open and Transparent Process: Engagement was accessible to as many members of the community as possible. 3. Educate on Positive Traffic Safety Culture: Each engagement event incorporated education components about the personal and community benefits of safety. 4. Give Proper Notice: Engagement would provide the community members time to attend one of several events as well as online opportunities for feedback. Source https://nwa.pressreader.com/article/281878712709691 5. Prioritize Equity: Engagement activities will ensure that input from minority populations and low-income populations are heard and reached out too and provided materials in Spanish. 24 1 NWA REGIONAL VISION ZERO PLAN Promotion for the Vision Zero Plan relied on digital/ social media, word of mouth, and traditional print media. The Northwest Arkansas Democrat -Gazette for the May 8, 2023 Issue highlighted the Safety Demonstration Site Walk in Fayetteville that took a group of municipal staff, local advocates, and elected officials from across the region on a tour near the intersection of M.L.K. Jr. Boulevard and S. School Avenue (US Business 71) to discuss and see different implemented solutions for safety along with street characteristics that should still be addressed. Listening Sessions Scheduled listening sessions with municipal staff provided understanding and background for the state of safety within the region along with past efforts that have increased safety. Each listening session included conversation related to: • Traffic safety culture, • Process for project implementation, • Effective tools already being used, • Challenges to increasing safety, • Specific locations where changes should be made, and • Concerns about staff capacity and/or resources available. Listening sessions revealed that while ongoing efforts are being made at the local level, there is still a lot of work left to do. Major arterials moving through communities present some of the biggest threats. Simultaneously, there is a need for policies and programs to target speed, distracted driving, and prioritize people walking and bicycling to achieve a safer system as a whole. Public Interaction In -person activities are showcased in Table 3. They included a mix of pop ups at various events and safety demonstration site walks around the region. Table 3: In -Person Engagement Events Bentonville Moves 4/27/2023 Bentonville Springdale EV Meeting NWARPC 4/28/2023 Springdale Beaver Watershed LID Smart Growth 4/27/2023 Springdale Bentonville Safety Project Demo 5/2/2023 Bentonville Fayetteville Safety Demonstration Project 5/3/2023 Fayetteville Safe Streets for All Working Group 3 Meeting 5/4/2023 Springdale Bentonville First Friday 5/5/2023 Bentonville Lower Ramble 5/5/2023 Fayetteville First Friday Rogers Concert Series Square 2 Square Ride Bentonville End Bentonville Farmers Market Coler Noon to Moon Rogers Concert Series 5/5/2023 5/5/2023 5/6/2023 5/6/2023 5/6/2023 5/6/2023 Huntsville Rogers Bentonville Bentonville Bentonville Rogers Rogers Farmers Market 5/6/2023 Rogers Square 2 Square (halfway halt) 5/6/2023 Springdale Farmers Market Springdale 5/6/2023 Springdale <CHAPTER> 1 25 Safety Demonstration Site Walks Two Safety Project Demonstration Site Walks were held, one in Bentonville and one in Fayetteville, that gave residents, municipal staff, and advocates from around the region the opportunity to walk and talk about infrastructure problems and solutions that local municipalities have. Approximately 40 people attended the two Safety Demonstrations. Bentonville's Safety Demonstration focused on touring the quick build parking protected two-way separated bike lane on SW 8th Street, while the Fayetteville Safety Demonstration focused on examining different pedestrian and bicycle constraints: large state-owned arterials and intersections and a few successful pedestrian crossings for the Razorback Greenway. The demonstrations also allowed advocates and residents to discuss problems they experience and witness along the route. Pop -Up Booths A go -to approach to engagement led to multiple events with pop-up booths for the NWA Vision Zero Plan throughout the region. The pop -ups included posters showcasing the number of fatalities and serious injury crashes in the region and business cards with QR codes for the public survey. Pop-up booth locations included the Square 2 Square Halfway Halt, Bentonville First Friday, Huntsville First Friday, Rogers Concert Series, Rogers Farmers Market, and the Farmers Market in Springdale. Square 2 Square is a biannual bike ride along the Razorback Regional Greenway for 30 miles between Fayetteville and Bentonville with nearly 2,000 riders, both local and regional, attending. Two events, the Rogers Concert Series and the Springdale Cinco de Mayo Farmers Market, had large Latino and Hispanic attendance which gave the opportunity to engage Spanish speaking residents. Z� / 26 1 NWA REGIONAL VISION ZERO PLAN Regional Safety Working Group The regional safety working group met four times over the course of the NWA Vision Zero Plan development. It consisted of municipal staff, elected officials, regional advocates, and more. A key role of the working group was to discuss safety in the region, to guide recommended actions for policies, programs, and projects. Using the Safe System Approach foundation, the regional working group helped shape the NWA Vision Zero Plan and customize the recommendations that will reduce serious injury and fatal crashes in the region. i COt1MEwEAsurrS lV*, Mlsns iu'fosc fowv.++.I RY o RJ? f3 a IVNr2� �MCS (��J Off1Ce DEPOT 11 it I104� �1-- ti YIriD SAt°t�'! , uNueosTooD P 11w) '21nw, Puucv 7tHr-n�#r inKu a: yva*t r NEw. 'j>6Vt�lPsF1-�f� D `CklrJwrs. h9Dur 'D6vhcl+..tyr 7n11t¢°Is n CT •N TV11ilr- N�c A 7VA[u°T Twe utryRMdN[� n (:pHG[fQ vyµrtilK� S1.T /yCM1,) OFFVALL ON iTI'OYMY �IIM'( F RJVGfelMG N.IiEf TC£tK'STN(,E D �'-K � ta�DwkV 4Y0M neb[Ig4J ° E4NMN�I YaIY[ Ryy,.�t • CVS Safety Webinar Series Educating decision -makers and the general public about safety in the region and specifically the Safe System Approach was an important role of engagement for the NWA Vision Zero Plan. Safety Webinars were developed to serve as a lasting resource to explain how addressing safety should emphasize the characteristics of the roadways that are leading to the lives being lost and that a system approach should be both reactive — implementing solutions along the High Injury Network — and proactive —deploying safety countermeasures to reduce risk. The Safety Webinar Series was recorded and was posted to the project website to allow for on - demand listening. Safety Vocabulary • Crashes not accidents • KSt- Killed or Serious Injury Crashes Proven Safety Countermeasure- an action designed to reduce the frequency and/or the severity of crashes Systemic Safety- applying changes to a system based on risk and not just crash history TOOLE oe sion Road Diet/Roadway Reconfiguration FocusSafetyExpected Crash xpece Type Relative Cost i gced Reduction ' r i TOOLE <CHAPTER> 1 27 Public Feedback Digital tools included an online survey and map. Participants that provided feedback on the interactive map were asked to identify: • Locations where they feel unsafe • Locations where they feel safe • Places where a roadway improvement could be made Most people who commented live in the eastern part of the region, yet most of the points are shown in the larger, more dense areas of Fayetteville and Bentonville. Overall, 316 people responded to the survey placing over 600 points on the interactive map. When asked what the major issues are affecting your safety on the roadways in Northwest Arkansas, community members responded that distracted driving, lack of sidewalks and/or continuous sidewalks, and people driving too fast were the top three major issues. When asked how you typically get around Northwest Arkansas, most respondents drove, walked, or rode their bike. When asked how often they bike or walk, 39% walked or biked daily and 76% walked or biked at least once a week. How do you typically get around N WA? Walk or bike daily Walk or bike at least once a week 28 1 NWA REGIONAL VISION ZERO PLAN Interactive Map Comments Pit , villa -7Survey Comments �Jan�� Northwest Arkansas • Gateway Bella Vista :'Devil E ebro Gravette o • • �1 • Bentonville Centerto�n! °• O • ? %-- 1 1. 9,10 • •• E o 8 ••• i• • o • ° fRo - rsr ° o • • 0 C•� L Hobbs State Par tSiloam Springs Springdale, • !'12 Tontitown O • ^� • Ozark National Forest • O • • ),Goshen O — Fayetteville L k ° ° e Sequoya#Par - - • � Elkins 7 Prairie Grove �� ,- l � 62 71 Mob Lincoln �J Comment Types Improvement Idea o Location where I feel safe • Location where I feel unsafe Parks & Winslow Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi �© r crashes between 2017-2021. . • <CHAPTER> 1 29 Public Survey Results 3.0% (34) 1.9% (22) Fear of physical Unfair treatment 3.7% (42) assault and/or in traffic enforcement Speed limits verbal harassment too high 4.0% (46) Inadequate traffic enforcement 6.3% (72) ' Negative interactions with drivers 16.7% (1 S Distracted Di What are the major issues affecting your safety on the roadways in Northwest Arkansas? 30 1 NWA REGIONAL VISION ZERO PLAN L W s a • logo&, r 9 L 4 0'. AN TAKE THE SURVEY! f i I I NWA Regional VISION UM ZERO THIS PAGE LEFT INTENTIONALLY BLANK 1 Is bmw Goals and Actions We 4. Goals and Actions Goals The mission of Vision Zero —to Save Lives —requires changing how we design and operate our transportation system. The Safe System Approach is the foundation for this change that prioritizes human life above everything else. Through this Plan's analysis, a High Injury Network has been established based on severity of crashes, roadway characteristics, individual behaviors, and unsafe speeds which highlights corridors where fatal and serious crashes are overrepresented on the regional roadway network. This plan establishes four goals for addressing roadway safety and implementing Vision Zero in Northwest Arkansas: • 1. Promote a culture that prioritizes people's safety _�_ 2. Reduce conflicts °d between roadway users i 3. Establish policies, practices, and programs that focus on safety at all levels n 4. Slow vehicle speeds 34 1 NWA REGIONAL VISION ZERO PLAN Actions Achieving goals is not always quick or easy. Effective implementation comes from coordinating various agencies and people to take action focused on safety. The staffs of agencies and their partners must have clear tasks. Institutions must have proper incentives and authority to implement their mission. Each goal is supported by actions that are assigned lead agencies and timeframes. By breaking overarching goals into specific actions this Plan builds a comprehensive set of efforts that together will implement Vision Zero and save lives. What you'll see here... A. Action items, Each action item is a discrete, specific effort that can be advanced by a Vision Zero partner. B. Timeframe, Action items are assigned general timeframes to help action leaders prioritize their efforts. Although the timeframes note a number of years, these timeframes align with the level of effort for completing these actions. Timeframes include: a. Immediate: 0-2 years; b. Short: 2-5 years; or c. Medium -Long: 5-10 years. A.1 Prioritize Vision Zero Investments in Areas with High Social Vulnerability A 2 Increase Frequency, Speed, and Service Area for Public Transportation Work with Media Partners to Report Traffic A.3 Crashes More Accurately, to Avoid Victim Blaming, and Report Crashes in the Context of Vision Zero Partner with Youth Organizations to Create A.4 Peer -To -Peer Anti -Distraction Messaging Campaigns Medium C. Safe System Elements, Individual actions support one or more elements of the Safe System Approach. Those elements include: a. Safer Road Users b. Safer Roads c. Safer Speeds d. Safer Vehicles e. Post -Crash Care. D. Action Leader and Supporting Partners, Each action item is led by an action leader and supported by various agency partners. Safer Roads NWARPC Medium Safer People Transit Agency Member Agency Medium Safer People NWARPC Member Agency Short Safer People Member Agency <CHAPTER> 1 35 n Promote a culture that prioritizes people's safety OWL WA C1 I D H LOOK Ongoing communication along with projects that put safety first is critical to culture change. Culture is more than messaging; it is a set of behaviors and a way of life that values the safety of fellow roadway users by every person during every trip. <CHAPTER> 1 37 ■ A.1 Prioritize Vision Zero investments in areas with high social vulnerability Medium -Long Safer Roads NWARPC A.2 Increase Frequency, Speed, and Service Area Medium -Long for Public Transportation Work with Media Partners to Report Traffic A.3 Crashes More Accurately, to Avoid Victim Medium -Long Blaming, and Report Crashes in the Context of Vision Zero Partner with Youth Organizations to Create A.4 Peer -To -Peer Anti -Distraction Messaging Short Campaigns Enhance Training for Law Enforcement Personnel Responsible for Crash Reporting A.5 to Address the Unique Attributes Required Medium -Long to Accurately Report Crash Circumstances Involving People Walking and Bicycling A.b Support DUI/DWI Court Programs that Focus Medium -Long on Education and Treatment over Punishment Promote TOM, and Street Design Policies A.7 that Reduce Vehicle Miles Travelled and Short Automobile Dependence Promote Street Networks and Land Use A.8 Patterns that Reduce Trip Distances and Short Automobile Dependence Develop a Region -Wide Safety Campaign to A.9 Share Information with the Community about Short Traffic Safety for All Modes Safer Users Transit Agency Member Agency Safer Users NWARPC Member Agency Safer Users Member Agency Safer Users Member Agency Safer Users Member Agency Safe Roads; NWARPC Member Agency Safer Users Safe Roads; NWARPC Member Agency Safer Users Safer Users NWARPC Member Agency A.10 Encourage large employers of truckers to put Medium -Long Safer Vehicles; NWARPC speed governors on trucks Safer Users A.11 Install pedestrian -scale lighting where trails Medium -Long Safer Roads Member Agency are present 38 1 NWA REGIONAL VISION ZERO PLAN ■ A.12 Install lighting on all arterial roadways A.13 Conduct roadway safety audits after every fatality Medium -Long Safer Roads ARDOT, Member NWARPC Agency Short Safer Users, NWARPC Safer Roads A.14 Implement a micro sidewalk gap program Immediate Safer Users Conduct ongoing safety campaigns and events A.15 with the community - community safety Medium -Long Safer Users advisory team (religious leaders, community centers, rec centers) A.16 Analyze growth areas adjacent to HIN Medium -Long Safer Roads A.17 Conduct economic and equity analysis A.18 Conduct analysis of inequities within native populations Medium -Long Safer Users NWARPC NWARPC Member Agency NWARPC NWARPC Short Safer Users NWARPC <CHAPTER> 1 39 1, Reduce conflicts between roadway users 0 o`er►_ AV �® - r J ems' Anticipating human error means provide more space between users to minimize crash severity if and when it happens. Reducing conflicts is rooted in designing streets that consider how different users move in time and space and using effective strategies and best practices to increase safety. <CHAPTER> 1 41 ■�i Elements B 1 Reduce Distances Between Crossings along Medium -Long Safer Roads State Highways Implement Road Diets along the High Injury B.2 Medium -Long Safer Roads Network B 3 Close Gaps in Bicycle and Pedestrian Medium -Long Safer Roads Networks ARDOT NWARPC, Member Agency NWARPC NWARPC B.4 Close all slip lanes Medium -Long Safer Roads Member Agency B 5 Implement leading pedestrian intervals at all Short Safer Roads ARDOT, Member signalized intersections Agency B.6 Implement pedestrian recall on all permissive Medium -Long Safer Roads ARDOT, Member and through phases Agency B 7 No right -turns on red on the HIN or high Short Safer Roads ARDOT, Member pedestrian routes Agency Access management to combine driveways B 8 to adjacent properties OR building medians Medium -Long Safer Roads ARDOT, Member to restrict left turns near driveways and Agency intersections B.9 Install or retrofit countdown ped heads Medium -Long Safer Roads ARDOT, Member Agency B.10 Implement pedestrian friendly cycle lengths, maximum 3' per second of walking speed B.11 Elliminate of dual center turn lanes on arterials Short Safer Roads ARDOT, Member Agency Medium -Long Safer Roads ARDOT, Member Agency B 12 Protected left turn signal phasing, eliminate Medium -Long Safer Roads ARDOT, Member both yield and flashing yellow Agency B.13 Standardize crosswalk design standards including ladder spacing and widths Short Safer Roads NWARPC, ARDOT Member Agency 42 1 NWA REGIONAL VISION ZERO PLAN Action Timeframe Safe System Action Leader Supporting Elements Partners B.14 Review crosswalk spacings and distance of Short Safer Roads ARDOT, Member crossings (include pedestrian refuge islands) Agency Shared path or separated/raised/protected ARDOT, Member B.15 facilities for bicycle routes on roadways with Medium -Long Safer Roads speeds above 35 mph Agency B.16 Edge and center line treatment with bicycle- Medium -Long Safer Roads ARDOT, Member friendly rumble strips Agency Implement a sidewalk gap program to fill ARDOT, Member B.17 short segments outside of development Short Safer Roads Agency process Identifying walking zones for schools, ARDOT, Member B.18 recreation centers, and other community Medium -Long Safer Roads Agency School Board identified priorities for connectivity B.19 Overpass or tunnel for trail crossing with 55 Medium -Long Safer Roads ARDOT, Member mph+ vehicle speeds Agency B.20 Daylighting intersections and urban town Medium -Lang Safer Roads ARDOT, Member centers Agency B 21 Convert front -in angle parking to back -in Medium -Long Safer Roads ARDOT, Member angle or parallel parking in downtown areas Agency B.22 Provide buffers to sidewalks Medium -Long Safer Roads ARDOT, Member Agency B 23 Assess bicycle and pedestrian projects to Short Safer Roads NWARPC Member Agency increase seperation <CHAPTER> 1 43 Establish policies, practices, and programs that focus on safety at all levels TURNING _ VEHICLES r+ V TO Accomplishing zero fatal and serious injury crashes requires changes at every level. Policy sets the stages for daily decisions to change and can influence practices, programs, and mindsets that are essential for the Safe System Approach to be effective. <CHAPTEII 145 ■Timeframe Safe System Action Leader Supporting Safer speeds; NWARPC, C.1 Adopt Complete Streets Policies Immediate Safer Users; Member Agency, Safer Roads ARDOT C.2 Address Safety within Routine Facility Medium -Long Safer speeds; ARDOT, Member Maintenance Safer Roads Agency C.3 Identify and Implement Road Safety Medium -Long Safer speeds; ARDOT, Member Improvements Through Routine Resurfacing Safer Roads Agency Develop a Multimodal Safety Toolbox that CA identifies strategies available to address Short Safer speeds; NWARPC Safer Roads safety concerns for all modes Establish a Multi -Disciplinary Crash Response Safer speeds; ARDOT, Member C.5 Team to evaluate and address fatal and Short Safer Roads NWARPC Agency serious injury crashes and crash locations Adopt Specifications for Incorporating Safety C.6 Features in New Fleet Vehicle Purchases and Short Safer Roads NWARPC Member Agency Retrofit Existing Vehicles Advocate for Changes to State Law to Expand Safer speeds; C.7 the Use of Automated Traffic Enforcement Short Safer Users; NWARPC (ATE) Safer Roads Establish zero tolerance policies and Safer speeds; Member C.8 incentive programs to reduce and eliminate Immediate Safer Users; Agency, Police speeding Safer Roads Department Conduct roadway safety audits after every C 9 Immediate Safer Roads NWARPC, ARDOT Member Agency fatality Consider alternatives primary access to C.10 schools on arterials or HIN for future school Medium -Long Safer Roads School Board Member Agency sites Conduct crash analysis by type of vehicle due ARDOT, Member C.11 to semis and large trucks with trailers on Short Safer Roads NWARPC Agency roads 46 1 NWA REGIONAL VISION ZERO PLAN ■Timeframe Safe System Action Leader Supporting Conduct analysis of crashes on curves and ARDOT, Member C.12 Short Safer Roads NWARPC hills in region Agency Conduct analysis of crashes related to dual ARDOT, Member C.13 center turn lane and commercial access Short Safer Roads NWARPC management on arterials Agency C.14 Compare crashes within new greenfield Short Safer Roads NWARPC Member Agency development, housing, and commercial C.15 Analyze before and after crash trends along Medium -Long Safer Roads NWARPC, ARDOT recent roadway projects <CHAPTER> 1 47 48 1 NWA REGIONAL VISION ZERO PLAN 5PEED LIMIT oi4r <CHAPTER> 1 49 ■Timeframe Review Speed Limits on the High Injury D.1 Medium -Long Network D 2 Reduce speed limits on local streets to 20 Short mph D.3 Conduct a special speed study in local Short jurisdictions for blanket speed limit reduction DA Engage state legislature to change laws Short related to speed limit setting D.5 Adjust signal timing and signage for speed Short limit on arterials Tighten turning radii, include truck aprons on D.b Medium -Long freight routes D.7 Post nighttime speed limits 20 MPH 30/° Likelihood of fatality or severe injury Immediate 30 MPH Safer speeds; Safer Users; NWARPC Safer Roads Safer speeds; Safer Users; Member Agency Safer Roads Safer speeds; NWARPC, Safer Users; Safer Roads Member Agency Safer speeds; NWARPC, Safer Users; Member Agency Safer Roads Safer speeds; Safer Users; Member Agency, ARDOT Safer Roads Safer speeds; Safer Users; Member Agency, ARDOT Safer Roads Safer speeds; Member Agency, Safer Users; ARDOT Safer Roads • ���nmmmh • • . . . . . • 11111iff 400/' Likelihood of fatality or severe injury 730/° Likelihood of fatality or severe injury Data Citation: Tefft, B.C. (2011). Impact Speed and a Pedestrian's Risk of Severe Injury or Death (Technical Report). Washington, D.C.: AAA Foundation for Traffic Safety. 50 1 NWA REGIONAL VISION ZERO PLAN Member Agency, ARDOT 40 MPH SWOM 0 IM& M Acknowledgements The creation of the NWA Vision Zero Plan would not have been possible without the dedication of numerous NWARPC staff, municipal staff from member agencies, elected officials, and community partners. This effort was lead by the NWARPC, in partnership with the Regional Working Group. TO BE UPDATED Name, Title Name, Title Name, Title NWA Regional VISION ZERO Safety Action Plan A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF FAYETTEVILLE ADOPTING A VISION ZERO POLICY WHEREAS, the life and health of all persons living and traveling within the Fayetteville are our utmost priority, and no one should die or be seriously injured while traveling on our city streets; WHEREAS, Vision Zero is the concept that traffic deaths and serious injuries on our roadways are unacceptable; WHEREAS, Vision Zero is a holistic strategy aimed at eliminating all traffic fatalities and severe injuries suffered by all road users while increasing safe, healthy, equitable mobility for all; WHEREAS, streets and transportation systems have traditionally been designed primarily to move cars efficiently, and Vision Zero supports a paradigm shift by designing streets and transportation systems to move all people safely, including people of all ages and abilities, pedestrians, bicyclists, public transit users, scooter riders, and motorcyclists, as well as drivers and passengers of motor vehicles; WHEREAS, Vision Zero recognizes that people will sometimes make mistakes, so the road system and related policies should be designed to ensure that those inevitable mistakes do not result in severe injuries or fatalities; therefore, transportation planners and engineers and policymakers are expected to improve the roadway environment, policies, and other related systems to lessen the severity of crashes; WHEREAS, 26 people in Fayetteville lost their lives to traffic deaths and 193 were seriously injured between 2017 to 2021, and traffic crashes are among the leading cause of deaths in the United States; WHEREAS, the Fayetteville's transportation infrastructure serves an increasing number of vulnerable road users such as pedestrians and bicyclists; WHEREAS, according to data from the Arkansas Department of Transportation, non - motorists including pedestrians and bicyclists account for 8 of the 26 (31%) of the traffic deaths in Fayetteville; WHEREAS, speed is recognized as a major determining factor of survival in a crash. The likelihood of a pedestrian surviving a crash is 10% if hit by a vehicle moving 40 mph; WHEREAS, the Fayetteville adopted ordinance 6488 in 2021 to establish a default speed limit of 20 miles per hour in residential and business districts. WHEREAS, children, older adults, people of color, people with disabilities, people who are unhoused, and people with low income face a significantly disproportionate risk of traffic injuries and fatalities; WHEREAS, making streets safer for all people using all modes of transportation will encourage people to travel on foot, by bicycle, and by public transit, which supports a healthier, more active lifestyle and reduces environmental pollution; WHEREAS, successful Vision Zero programs are a result of both a complete government approach (i.e., interdepartmental, coordinated initiatives) and community support of Vision Zero objectives and action plans; WHEREAS, Vision Zero resolutions have been adopted by many jurisdictions across the United States; and WHEREAS, the Fayetteville has already adopted the Active Transportation Plan update in 2023 which sets a goal for zero fatalities and severe injuries for vulnerable roadway users by the year 2030. NOW, THEREFORE, BE IT RESOLVED, by the City Council of the Fayetteville, State of Arkansas, as follows: 1. The Fayetteville adopts the goal of zero traffic deaths and serious injuries, stating that no loss of life or serious injury is acceptable on our streets. 2. The Fayetteville adopts the goal of eliminating traffic deaths and serious injuries by 2030 and endorses Vision Zero as a comprehensive and holistic approach to achieving this goal. PASSED AND ADOPTED by the City Council of the Fayetteville, State of Arkansas on 2023, by the following vote: PA IrNWA Regional • Northwest Arkansas Safety Action Plan June 2023 1 DRAFT M� rV... ,^ 1 �. r. . 6.4 file, / • .1r i ' • I •L a' ON "_ •'� �"�'�r� �' IJ r AIL Fayetteville, AR I Credit: NWAonline, Spencer Tirey s .• i Jk IW- y � � i I � i "Jw Information contained in this document is for planning purposes and should not be used for final design of any project. All results, recommendations, concept drawings, cost opinions, and commentary contained herein are based on limited data and information and on existing conditions that are subject to change. Further analysis and engineering design are necessary prior to implementing any of the recommendations contained herein. FEDERAL PARTICIPATION: This notice is in accordance with the Northwest Arkansas Regional Planning Commission (NWARPC) 2045 Metropolitan Transportation Plan, the Federal Infrastructure Investment and Jobs Act (IIJA) in cooperation with local agencies, the Arkansas Department of Transportation (ARDOT), the Missouri Department of Transportation (MoDOT), the Federal Highway Administration (FHWA), and the Federal Transit Administration (FTA). This document was funded in part through grant(s) from the FHWA, FTA, and/or the United States Department of Transportation. The views and opinions of the NWARPC expressed herein do not necessarily state or reflect those of the United States Department of Transportation. NORTHWEST ARKANSAS REGIONAL PLANNING COMMISSION NOTICE OF NONDISCRIMINATION POLICY The Northwest Arkansas Regional Planning Commission (NWARPC) complies with all civil rights provisions of federal statues and related authorities that prohibit discrimination in programs and activities receiving federal financial assistance. Therefore, the NWARPC does not discriminate on the basis of race, sex, color, age, national origin, religion or disability, in the admission, access to and treatment in NWARPC's programs and activities, as well as the NWARPC's hiring or employment practices. Anyone with special communication or accommodation needs may contact Nicole Gibbs at (479) 751-7125 ext.106 or email ngibbs@ nwarpc.org. For complaints of alleged discrimination and inquiries regarding the NWARPC's nondiscrimination policies contact Nicole Gibbs, AICP, Regional Planner — EEO/DBE (ADA/504/TitleVl Coordinator), 1311 Clayton, Springdale, AR 72762, (479) 751-7125 ext. 106, (Voice/TTY 7-1-1 or 1-800-285-1131) or the following email address: ngibbs@nwarpc.org. This notice is available from the ADA/504/Title VI Coordinator in large print, on audiotape and in Braille. If information is needed in another language, contact Nicole Gibbs. Si se necesita informacion en otro idioma, comunigese Nicole Gibbs, ngibbs@nwarpc.org. AVISO DE NO DISCRIMINACION DE LA COMISION DE PLANIFICACION DEL NORODSTE ME ARKANSAS EL NWARPC cumple con todas [as disposiciones de derechos civiles de los estatutos federales y autoridades relacionadas que prohiben la discriminacion on programas y actividades que reciben asistencia financiera federal. Por to tanto, to NWARPC no discrimina por razoes de raza, sexo, color, edad, origen nacionat, religion o discapacidad, el la admision, el acceso y el tratamiento on los programas y actividades NWARPC, asi como de contratacion de empleados de la NWARPC. Lasque jas de supuesta discriminacion y consuttas sobre la politica antidiscriminatoria de to NWARPC pueden ser dirigidas a Nicole Gibbs, AICP, planificador regional— EEO/DBE (ADA/504/Tituto Coordinador VI), 1311 Clayton, Springdale, AR 72762, (479) 751-7125, (Voz/TTY 7-1-1 o 1-800-285-1131) o en la siguiente direccion de correo electronico: ngibbs@nwarpc.org. Este aviso esta disponible en el Coordinador de ADA/504/Titulo VI en tetra grande, cinta de audio y en Braille. Si se necesita informacion en otro idioma, pongase on contacto con Nicole Gibbs, ngibbs@nwarpc.org. Contents Executive Summary........................................................................................ vii 1. A Paradigm Shift..........................................................................................2 What is a Vision Zero Safety Action Plan?.......................................................................... 2 VulnerableUsers........................................................................................................................ 2 TheSafe System Approach..................................................................................................... 5 2. Roadway Safety in Northwest Arkansas.................................................10 Plans, Policies, and Programs...............................................................................................10 RoadwaySafety Analysis........................................................................................................16 Equity............................................................................................................................................18 3. Community Outreach..................................................................................24 4. Goals and Actions.......................................................................................34 Goals.............................................................................................................................................. 34 Actions..........................................................................................................................................35 Proactive Systemic Safety Countermeasures..................................................................51 Highest Priority Projects.........................................................................................................52 Proven Safety Countermeasures..........................................................................................54 TakingAction.............................................................................................................................56 Appendix A: Crash Maps Report Appendix B: Descriptive Crash Analysis Report Appendix C: Equity Framework Appendix D: Project Prioritization List of Abbreviations ACAT: Arkansas Crash Analytics Tool ACS: American Community Survey AR: Arkansas ARDOT: Arkansas Department of Transportation ATSDR: Agency for Toxic Substances and Disease Registry CDC: Centers for Disease Control and Prevention DUI: Driving Under the Influence FHWA: Federal Highway Administration FTA: Federal Transit Administration GTFS: General Transit Feed Specification HIN: High Injury Network KABCO: Injury Severity Scale (Arkansas): K: Fatal injury A: Suspected serious injury B:Suspected minor injury C: Possible injury 0: No apparent injury Injury Severity Scale (Missouri) 1: Fatal 2: Disabling 3: Evident — Not Disabling 4: Probable — Not Apparent 5: None Apparent KSI: Killed or Serious Injury (K and A on KABCO scale also 1 and 2 on Injury scale) LRS: Linear Referencing System MO: Missouri MODOT: Missouri Department of Transportation MP: Mile Post NWA: Northwest Arkansas NWARPC: Northwest Arkansas Regional Planning Commission OSM: OpenStreetMap PCSi: Proven Safety Countermeasure initiative RRFB: Rectangular Rapid Flashing Beacon SRTS: Safe Routes to School STARS: Missouri Statewide Traffic Accident Records System SVI: Social Vulnerability Index TDM: Transportation Demand Management USDOT: United States Department of Transportation VRU: Vulnerable Road User includes Pedestrian, Bicyclists, or Motorcyclist* *Note this Plan is using the National Safety Council definition that includes Motorcycles. USDOT does not include motorcycles in their definition and only includes non -motorized users. NWARPC Members Avoca Bella Vista Benton County Bentonville Cave Springs Centerton Decatur Elkins Elm Springs Farmington Fayetteville Garfield Gateway Gentry Goshen Gravette Greenland Highfill Hindsville* Huntsville* Jane, Missouri Johnson Lincoln Little Flock Lowell McDonald County, Missouri Pea Ridge Pineville, Missouri Prairie Grove Rogers Siloam Springs Springdale Springtown Sulphur Springs Tontitown Washington County West Fork Winslow ARDOT MODOT Beaver Water District* Razorback Transit University of Arkansas* National Airport Authority *Indicates non -voting member • M IR W— The Northwest Arkansas Vision Zero Safety Action Plan (NWA Vision Zero Plan) recognizes that one life lost within the region's transportation network is one too many and something must change. The Northwest Arkansas Regional Planning Commission (NWARPC) has developed this Plan and sets a target to eliminate all killed and serious injury (KSI) crashes that occur on the regional roadway network by 2038. Although the horizon is 15 years from the development of this Plan, action starts now. Traditional safety strategies have not proven to decrease the number of life -altering crashes, highlighted by the increase of fatal crashes in recent years. This Plan emphasizes a shift towards the prioritization of safe, accessible, and equitable mobility for all roadway users and away from the disproportionate focus on moving vehicles efficiently —less delay that often results in higher speeds. W viii I NWA VISION ZERO PLAN Executive Summary The purpose of the NWA Vision Zero Plan is to emphasize change related to traffic safety because fatal and serious injury crashes cannot be tolerated. The Plan outlines strategies and actions that should be taken within the next ten years, yet it must not be considered unchangeable. As a living document, this Plan must be dynamic to address safety in a region that is experiencing rapid growth. The recommended actions included are meant to be a starting point, not an all -encompassing list. Over time, the actions taken by the NWARPC, member agencies, and partner organizations should measure and report actions that are proving to reduce fatal and serious injuries along with continuing to incorporate safety innovations and opportunities to eliminate traffic fatalities and injuries as time passes. The NWA Vision Zero Plan is organized into four sections. An overview of each section is provided below to serve as a summary of the Plan in its entirety. 1. A Paradigm Shift Fatal and serious injury crashes have increased across the nation, the state of Arkansas, and in the Northwest Arkansas Region. In the traditional approach to roadway safety, traffic deaths have been understood as inevitable. This alone is not acceptable and therefore a new approach to safety is needed. This section describes how Vision Zero is grounded in the Safe System Approach that anticipates human mistakes and ensuring that when collisions occur that they do not Traditional Approach • Traffic deaths are inevitable • Aims to fix humans • Expects perfect human behavior • Prevents collisions • Exclusively addresses traffic engineering • Doesn't consider disproportionate impacts result in death or serious injury. A clear understanding of the Principles and Elements of the Safe System Approach is foundational to the NWA Vision Zero Plan and will be instrumental in increasing safety for all roadway users moving forward. 2. Roadway Safety in NWA Crashes over a 5-year period (2017-2021) resulted in 220 people —mothers, fathers, children, grandparents, friends, and coworkers —losing their lives in Northwest Arkansas. An average of 44 people each year; however, 2021 alone was a year when 55 people died in roadway crashes —a 25% increase from the five year average. These sobering numbers are part of today's roadway safety narrative in Northwest Arkansas. This section reviews existing plans, policies, and programs that are already in place that are attempting to increase safety in several communities in the region. It notes opportunities for communities to refine or add policies that can impact safety through capital projects and new development. This section uses crash data to establish a High Injury Network (HIN)—representing the corridors in Northwest Arkansas with the highest number of fatal and serious injury crashes. Along with the HIN, the Plan identifies historically disadvantaged communities, areas of persistent poverty, and locations with varying degrees of social vulnerability to understand where equitable investments can be made to increase safety for people that may be disproportionately impacted. Vision Zero • Traffic deaths are preventable • Changes systems • Integrates human failure • Prevents fatal and serious crashes • Considers the road system as a whole • Regards road safety as an issue of social equity EXECUTIVE SUMMARY I ix High Injury Network Map \---Ja Bella Vista ^� Gravette 't'.' All Modes High Injury Network Northwest Arkansas Centerton j 1 Rog( Siloam Springs Springdale 41 Tontitown Ozark National Forest Fayetteville i 7 Prairie Grove I r� 62 "71 Lincoln Ozark National Forest Hobbs State low f-7; Goshen Like Sequoyah Par i f rr Ozark National Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m 11A]PO IN High Injury Network Parks & Open Space City Boundaries x I NWA VISION ZERO PLAN 3. Community Outreach Starting a conversation around roadway safety was a key component of the NWA Vision Zero Plan Information about the current state of safety along with opportunities for feedback were distributed across the region. Online resources were developed that included surveys, an interactive map, and a series of safety webinars. To complement online engagement opportunities, a "go -to" approach to engagement resulted in tabling and interacting with people at over one dozen existing events. Materials were available in English and Spanish to provide opportunities for people to review and provide input in the most convenient way possible. Additionally, a Regional Working Group provided guidance for the development of the NWA Vision Zero Plan through a series of meetings and listening sessions. Two safety demonstration site walks were included to see and experience how the Safe System Framework is already being used within the region. These site walks allowed municipal staff, local advocates, and elected officials to hear why decisions made related to safety can have such an enormous impact. Engagement during Plan devlopment is only the beginning and must be continued at the regional and local levels to see real change occur. 4. Goals and Actions Achieving the goal of zero fatal and serious injury crashes by 2038 will not happen if the status quo is maintained. Roadway safety must be integrated into the work of various agencies and individual departments to see results. This section establishes goals that capture the desires for safety by the Regional Working Group along with a variety of actions that can be taken to change the roadway safety narrative in Northwest Arkansas. Goals include: • Promote a culture that prioritizes people's safety • Reduce conflicts between roadway users • Establish policies, practices, and programs that focus on safety at all levels • Slow vehicle speeds For each action, a timeline, action leader, and supporting partners are noted. Additionally, Elements of the Safe System Approach that align with each action are listed. The actions in this Plan are not intended to be an exhaustive list; rather, they are strategic and can begin to eliminate fatal and serious injury crashes on the transportation network. EXECUTIVE SUMMARY I xi THIS PAGE INTENTIONALLY LEFT BLANK r.- 4` rg IF . , a ram., � t � � `► _ --� � <c _ - t. A Paradigm Shift 1. A Paradigm Shift What is a Vision Zero Safety Action Plan? Every year, people in the NWA Region lose family, friends, neighbors, and colleagues to preventable traffic crashes on our roads. Between 2017 and 2021, 1,369 people were killed or seriously injured in crashes in NWA, averaging more than five people every week. Across the state, motor vehicle crashes account for more than twice the number of deaths as homicides. For the last century, our transportation system has been built on the belief that these crashes are accidents — events no one can fully prevent or predict. While no one thinks traffic deaths among friends and family are acceptable, the historical approach to transportation has taken roadway fatalities as an unfortunate inevitability rather than a preventable public health crisis. Vision Zero is a traffic safety philosophy rooted in the belief that nothing on our roadways is more important than a human life. It represents a paradigm shift in the region's approach to road safety, beginning with the simple idea that traffic deaths and serious injuries are preventable. Since the 1990s, Vision Zero has % of fatalities & serious injuries 21% been successfully implemented across Europe and in more than 45 communities in the US - some of which have now had consecutive years of zero roadway fatalities. Vision Zero lays out a new set of principles for engineering roads, educating travelers, and creating a sense of collective responsibility for ourselves and our fellow travelers. Vulnerable Users When a crash occurs, people walking, bicycling, and riding motorcycles are more likely to be killed or seriously injured. Vehicle safety technology has seen significant advancements in recent decades, with airbags, anti -lock brakes, and lane -awareness sensors all working to protect a driver in a crash. Pedestrians, bicyclists, and motorcyclists however are unprotected and are especially vulnerable to the impact of a crash. This Plan is using the National Safety Council's definition for vulnerable roadway users that includes motorcyclists. USDOT does not include motorcycles in their definition and only includes non -motorized users. In Northwest Arkansas, vulnerable roadway users accounted for only 3% of all roadway crashes but 33% of serious injuries and fatalities. 97% �• 0.6% • • /� 0.4% �O O O 2% 2 1 NWA VISION ZERO PLAN All Modes Crash Map All Modes Crash Map Northwest Arkansas Gatewa so • ' ••Bella Vista+` �. ,S' t %'�+� . • Je vils Eyebro • .ram •. _ I�Gravette it ��! •-: • �� �• � • • t _� •• �i, r+�, '.•. •• .,-•. .. , • Z t .1k: i •: •' • ___. ._Cp,�r4'1 •� Bentonville :C. •• _ _r:�: t • • :JRogers r •: ,•, ••''or • •-•t ` Ht)bbs State Pa �►: .• ' � •• Tontitown r • , •� •' A`•'•• _Ozark National Forest !' ; : j �� �,'r L u• , y� • _ ' : yr� S •� w` Goshen' • f ('tto. -ill ') - ke S'equoyah VarA + Prairie Gr tiy, i • ,Lincoln \. •�, • Fatal or Serious `~ Injury Crash • ` Other Reported • Crash Parks & + Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m ■ • ■ ri 1. A PARADIGM SHIFT 1 3 Between 2017 and 2021 1,369 people were killed or seriously injured in crashes in NWA, averaging more than five people every week. Averaging 44 fatalities KSI crashes a year 5a week �— over 5 years 15,000 12,000 Total Crashes 900 '10�� ti010 tiO1Q `LO00 'L0�1 Fatalities & Severe 300 Injuries EL 275 250 60 50 40 30 ti Fatalities `ONO, `Logo 'L p 4 1 NWA VISION ZERO PLAN The Safe System Approach This Plan is the NWA Region's roadmap to achieving Vision Zero. It is grounded in the Safe System Approach, which aims to eliminate fatal and serious injuries by anticipating human mistakes and minimizing impacts on the human body when crashes do occur. The six Safe System Principles shown around the outside ring are the fundamental beliefs that the approach is built on. 1. Death & serious injury is unacceptable While no one likes to get in a fender -bender, this plan focuses on crashes that lead to deaths and serious injuries. 2. Humans make mistakes Even the best drivers will inevitably make mistakes that can lead to a crash. How we design and operate our transportation system can ensure these mistakes don't have life -altering impacts. 3. Humans are vulnerable Human bodies can only withstand so much impact from a crash before death or serious injuries occur 4. Responsibility is shared. Every part of our transportation system, from elected officials to everyday users, to planners and engineers, has a role to play in Vision Zero. 5. Safety is proactive Rather than waiting for crashes to occur, transportation agencies should seek to proactively identify and address dangerous situations. b. Redundancy is crucial Redundancy means making sure every part of the transportation system is safe. This way, if one part fails, people are still protected. P�NIS�00 INJURY IS UIygCCFp�4e 10 �F RESPONSIBILITY IS SHAR(�O 1. A PARADIGM SHIFT 1 5 The Safe System Approach is implemented through five Elements. 1. Safe Road Users Working towards a culture of safety starts with developing a network of civic partners, educating road users, and creating personal connections to the community's Vision Zero efforts. 2. Safe Vehicles Making vehicles safer can be done through advanced driver assistance systems and by ensuring future technology prioritizes vulnerable roadway users. 3. Safe Speeds Slower vehicle speeds increase visibility and reaction times for drivers and reduce impact forces when a crash occurs. Moving towards safe speeds can be done through speed limit reduction, traffic calming, and roadway design. 4. Safe Roads Safer roads come from providing physical separation (like separated bike lanes and sidewalks) as well as designing to accommodate human mistakes. 5. Post -Crash Care A system -wide approach means working towards safety even after a crash has occurred. This comes from improving emergency response, traffic incident reporting, and traffic management. y 0 I 6 1 NWA VISION ZERO PLAN SEPARATE USERS IN SPACE ANTICIPATE HUMAN ERROR SEPARATE USERS IN TIME INCREASE ATTENTIVENESS & AWARENESS ACCOMMODATE REDUCE SPEEDS - HUMAN INJURY TOLERANCES REDUCE IMPACT FORCES o Bentonville, AR THIS PAGE INTENTIONALLY LEFT BLANK 0 '�N�c:�M■■■ii1■rf �� .' '�1l1�'11111111�� f 1� Fayetteville, AR Roadway Safety in Northwest Arkansas 2. Roadway Safety in Northwest Arkansas Plans, Policies, and Programs In response to rapid population growth and an increase in fatal and serious crashes, Northwest Arkansas has addressed road safety both through targeted interventions and by integrating it into existing planning, policies, and programs. Planning Efforts Many existing local, regional, and statewide plans have addressed the issue of road safety in some capacity. Examples include transportation plans, bicycle and pedestrian plans, and corridor studies. See Table 1 for a summary of plans reviewed during the development of this Plan. Local Plans At the local level, road safety has largely been addressed through transportation plans, bicycle and pedestrian plans, and Safe Routes to School plans. Many of these plans include recommendations for reducing vehicle speeds on local roads, improving sidewalk and bike lane networks, and increasing driver education and awareness. Recent examples include the Fayetteville Mobility Plan, the Bella Vista Trail and Greenway Master Plan, the Bentonville Bike & Pedestrian Master Plan, and the University of Arkansas Active Transportation Plan. Regional Plans Regional plans addressing road safety include the NWA Bike Infrastructure Plan, NWARPC 2045 Metropolitan Transportation Plan, and the NWA Congestion Management Process. These plans coordinate efforts across the region and offer insight on emerging trends and funding opportunities, many of which inform this Plan's approach to regional road safety. Statewide Plans Arkansas and Missouri have both adopted Strategic Highway Safety Plans that provide a statewide framework to eliminate traffic deaths and serious injuries through the Safe System Approach. The plans include strategies to address the top contributing factors to fatal and serious injuries. Arkansas also has a statewide Bicycle and Pedestrian Transportation Plan, which includes a focus on bicycle and pedestrian safety. Regional Plan Highlight: 2019 NWA Bike Infrastructure Plan The Northwest Arkansas Bike Infrastructure Plan identifies a priority network of bikeways focused on increasing safety and connectivity. It includes corridor concepts designed to make bicycling a safe and accessible travel option for riders of all ages and abilities. 10 1 NWA VISION ZERO PLAN Table 1: Summary Plans Reviewed Bella Vista Trail and Greenway 2015 Bella Vista Master Plan Bentonville Bike and Pedestrian 2021 Bentonville Master Plan Fayetteville Active 2023 Fayetteville Transportation Plan Fayetteville Mobility Plan University of Arkansas Transportation Plan NWARPC 2045 Metropolitan Transportation Plan NWA Regional Bicycle and Pedestrian Master Plan NWA Congestion Management Process NWA Bike Infrastructure Plan NWA Regional ITS Architecture and Deployment Plan NWA Transportation Alternatives Analysis Study Connect Northwest Arkansas 10-Year Transit Development Plan Arkansas Bicycle and Pedestrian Transportation Plan ARDOT Strategic Highway Safety Plan (SHSP) Missouri Show -Me Zero 2018 Fayetteville Policies Safe Routes to School Safe Routes to School (SRTS) programs enable students to safely walk and bicycle for their school commute. SRTS includes planning, development, and implementation of projects and activities that will improve safety and reduce traffic, fuel consumption, and air pollution around schools. 2022 Fayetteville Complete Streets Complete Streets policies direct transportation 2021 NWA Region planners and engineers to consistently design the right of way to accommodate all users, including drivers, 2014 NWA Region transit riders, pedestrians, and bicyclists, as well as for older people, children, and people with disabilities. 2022 NWA Region Most local jurisdictions in Northwest Arkansas have 2019 NWA Region not adopted any form of Complete Streets policy. The 2015 NWA Regional Bicycle and Pedestrian Master Plan 2007 NWA Region identified the adoption of these policies as a catalyst program and provided a sample Complete Streets 2014 NWA Region Resolution designed for NWA communities. 2020 NWA Region Design Standards Street design standards have a significant impact 2017 Statewide on road safety. Context appropriate street design encourages safe behavior and reduces conflicts 2022 Statewide between users. Existing standards vary across the 2021 Statewide region, but some include provisions that promote safety. For example, the City of Bentonville Minimum Standard Specifications for Streets includes a section on Neighborhood Traffic Safety that includes design criteria for various traffic calming devices. Additionally, roundabouts constructed on Highway 112 are examples of proven safety countermeasures on the ground. Design Standards Highlight: Fayetteville Minimum Street Standards The City of Fayetteville Minimum Street Standards provide an example of how to prioritize safety for all road users. They include an emphasis on multimodal level of service and reference best practice design guidance such as the National Association of City Transportation Officials' (NACTO's) Don't Give Up at the Intersection and the Federal Highway Administration's (FHWA's) Guide for Improvinq Pedestrian Safety at Uncontrolled Crossing Locations. 2 Feyetteville, AR (credit: NWARPC) 2. ROADWAY SAFETY IN NORTHWEST ARKANSAS 1 11 Springdale, AR (credit: NWARPQ Traffic Calming Traffic calming consists of physical design and other measures put in place on existing roads to reduce vehicle speeds and improve safety for pedestrians and bicyclists. Several cities in NWA have implemented traffic calming policies that facilitate the installation of traffic calming on residential streets. Emergency Response One component of the Safe System Approach is to streamline emergency response and medical care. Based on discussions from the NWA Active Transportation Committee, Bentonville and Fayetteville have updated their CAD systems and improved GIS data to assist with quicker emergency response on the trail system. Parking Requirements Minimum parking requirements for developments present a barrier to the creation of dense, walkable urban environments. The City of Fayetteville abolished its commercial parking minimums citywide in 2015 while retaining downtown parking maximums. This change has enabled new businesses to open using long -disused sites and buildings. Traffic Calming Policy Highlight: Springdale Traffic Calming Policy The City of Springdale has a policy that enables the installation of traffic calming measures such as curb extensions, raised intersections, and speed cushions to address speeding and conflicts between people walking and driving. Criteria for installation include observed speeds, sidewalk connectivity, crash history, and the presence of children walking to school. Evaluation of Existing Codes and Ordinances The table on the following page provides a high-level review of local codes and ordinances for cities with over 2,000 residents.1 For each element (e.g. building entrances) a score was assigned for each city to indicate the state of policy on that issue, ranging from 1 (Codes / ordinances do not include this element) to 3 (Codes / ordinances include this element and it generally meets best practices). This evaluation was based on the information available to the project and should be viewed as a starting point for where to focus attention with regard to code and ordinance amendments to promote road safety. Some issues, such as speed limits and crosswalk markings, were not included due to the limited presence of local policy on these issues. 1 Population based on 2021 American Community Survey data. Most cities with fewer than 2,000 residents do not have codes and ordinances addressing road safety through street design or land use, though there are some exceptions, including Highfill, Decatur, and Greenland. 12 1 NWA VISION ZERO PLAN H � u +O+ y N c a E a) L u c y to tm > u m ._ Q c G m rn c c a Y E L u � u a 1p a rn c Y L a c u :a c m L m c W • Y , to u to O y C m y to a u o � L Q u >. y to u .1 to u c O c o m u to � c y (Dcn y m m ro c L L LL a to E C O :3 N ao a° _T u N m O W 0 C) N N m M Lo n m y tT C L O. Ln E O u t- 0 3 O J O n N rn fY N a T N O O O 4 +L+ N 0 M 2 R0i J ,DW N AY N E W iAF M =TY N 10 O M N O J IN 1 4OR C CU E CV S O C N CC L c N c ? t u S C .— C O i C O t -a ! y t CU C u t C ! f0 f C ! 0 C t_ t O C to t N C _0 "C O C U L �C V- r THWEST ARK -t i r ANf 3 3 AS 1 13 Laws and Enforcement Traffic laws and enforcement have been a central piece of Northwest Arkansas' approach to addressing traffic fatalities and serious injuries. Speed Limits Addressing speed is a crucial step to making streets safer. Vehicle speed increases both the likelihood of a crash, as well as the severity of the crash. Higher speeds diminish drivers' ability to recognize and avoid potential conflicts and increase the force of impact, escalating the chances of fatalities and serious injuries, particularly for more vulnerable road users. Many streets throughout NWA have relatively high speed limits that do not match the roadway context. Distracted Driving Since 2009, when Arkansas first banned texting while driving for all drivers, the state has strengthened laws around distracted driving to include a ban on all use of handheld devices for drivers under 18 and in certain areas. In 2021, the State passed a new distracted driving law that prohibits all drivers from holding or using a handheld device while driving, with a few exceptions, such as using a phone in a hands -free mode or in an emergency. Driving Under the Influence Arkansas also has strict laws around driving under the influence. In 2015, the State lowered the blood alcohol level (BAC) limit for drivers to 0.08%, which is consistent with recommendations from the National Highway Traffic Safety Administration (NHTSA). Arkansas also mandates ignition interlock devices (IIDs) for certain driving under the influence (DUI) offenders, as a condition of license reinstatement. Washington and Benton Counties have established diversion court programs that offer an alternative to traditional punitive measures, such as jail time, allowing participants to receive treatment, counseling, and other support services to help them overcome their addiction and avoid future DUI offenses. Benton County also has a Driving While Intoxicated (DWI) unit that is responsible for the pro -active detection, investigation, and arrest of alcohol and/or drug -impaired drivers.2 Automated Enforcement Arkansas prohibits the use of unmanned traffic enforcement systems, which includes both red light cameras and speed cameras. Speed cameras are only allowed in school zones or at rail crossings, and a police officer must be present and issue citation at time and place of violation.' Red light cameras are not allowed under any circumstances. These legal requirements severely limit the potential use and efficacy of automated enforcement in Northwest Arkansas. Programs Bicycle Education Over the last decade, bicycle education has become a part of the school curriculum in Fayetteville, Springdale, Rogers, and Bentonville. These programs, provided by Trailblazers, help to train the next generation of responsible road users by teaching kids the rules of the road and make bicycling accessible to kids who may not otherwise have the opportunity to ride. Pilot and Demonstration Projects Resolution 2016-2 authorized NWARPC to coordinate, manage, and assist with the implementation of bicycle pilot/demonstration projects in various locations to test protected bike lane concepts. Trailblazers 2 Benton County Sherriff's Office. DWI Unit. 3 Governors Highway Safety Association. Speed and Red Light Cameras: Arkansas. 14 1 NWA VISION ZERO PLAN has partnered with NWARPC and the Walton Family Foundation on a series of pilot projects in Bella Vista, Bentonville, Rogers, Springdale, Fayetteville, and Siloam Springs. These projects tested the feasibility of design treatments focused on creating safer streets for all users. Slow Streets Local cities have partnered with Trailblazers on the temporary installation of Slow Streets. Through temporary installations of traffic calming materials, Slow Streets create safe, family -friendly routes for people to bike and walk, sometimes for a single day or weekend and sometimes seasonally. hb�_w �J 4R_ A temporary Slow Street installation in Rogers (credit: Trailblazers) Pilot Project Highlight: Siloam Springs Neighborhood Greenway Pilot Project Trailblazers worked with the City of Siloam Springs to design and install a Neighborhood Greenway pilot project from Downtown Siloam Springs to the Dogwood Springs Walking Trail. A neighborhood greenway is a traffic calmed, slow -speed street that creates a shared space for drivers, bicyclists, and pedestrians. The project rollout included an evaluation of vehicle speeds and volumes, bicycle volumes, and crash data, as well as a post -installation survey to collect public feedback. Af Siloam Springs Neighborhood Greenway Instalation (credit: Trailblazers) 2. ROADWAY SAFETY IN NORTHWEST ARKANSAS 1 15 Roadway Safety Analysis Crashes occur because of a variety and often a combination of contributing factors. These factors may include excessive speed, roadway conditions, equipment failure, inexperience, environmental conditions (e.g., weather, lighting, glare), and human behaviors, including distraction, impairment, and not complying with traffic laws. With 1,369 KSI crashes over a five-year period, the HIN represents the most critical corridors that should be addressed in the region. Crash analysis resulted in numerous findings related to street characteristics and contexts in Northwest Arkansas. The following highlights a few of those findings along with the full HIN map for all modes. 16 1 NWA VISION ZERO PLAN High Injury Network All Modes High Injury Network nJan. Northwest Arkansas Gateway Bella Vista evils Eyebro Gravette \ Centerton � 1 Bentonville \ _ "T I 1 ' . �, Rogers i Hobbs State Pa . .,dnam Sprinqs `l Springdale 41 Tontitown Ozark National Forest Goshen Fayetteville, Like Sequoyah Par doft 7 Prairie Grove r� 62 71 11 Lincoln I�High Injury Network Parks & Winslow Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi ® • crashes between 2017-2021. m ■ • ■ t■ 2. ROADWAY SAFETY IN NORTHWEST ARKANSAS 1 17 Equity Increasing safety across the region cannot succeed without a focus on equity and identifying communities that have disproportionate traffic safety impacts. The transportation system in Northwest Arkansas must work for everyone across the region; therefore, equity is integrated throughout the NWA Vision Zero Plan. Together with the Safe System Approach, recommended actions can address safety for people that have experienced a historical disadvantage, persistent poverty, and/or social vulnerability. To create a broad characterization of communities that have sociodemographic vulnerabilities and to define the populations, this Plan used criteria for Areas of Persistent Poverty, Historically Disadvantaged Communities as identified by the USDOT, and the Social Vulnerability Index (SVI) as defined by the Centers for Disease Control and Prevention (CDC) and Agency for Toxic Substances and Disease Registry (ATSDR). Historically Disadvantaged Communities" refers to populations sharing a particular characteristic, as well as geographic communities, that have been systematically denied a full opportunity to participate in aspects of economic, social, and civic life. • Transportation access disadvantage - communities and places that spend more, and take longer, to get where they need to go. • Health disadvantage - communities based on variables associated with adverse health outcomes, disability, as well as environmental exposures. • Environmental disadvantage - communities with disproportionately high levels of certain air pollutants and high potential presence of lead -based paint in housing units. • Economic disadvantage - areas and populations with high poverty, low wealth, lack of local jobs, low homeownership, low educational attainment, and high inequality. • Resilience disadvantage - communities vulnerable to hazards caused by climate change. • Equity disadvantage - communities with a high percentile of persons (age 5+) who speak English "less than well." Area of Persistent Poverty' is defined by the USDOT as any County or Census Tract that has consistently had greater than or equal to 20 percent of the population living in poverty over a defined period. Social Vulnerability' refers to the potential negative effects on communities caused by external stresses on human health. Factors include: • Socioeconomic status (below 150% poverty, unemployed, housing cost burden, no high school diploma, no health insurance) • Household characteristics (aged 65 or older, aged 17 or younger, civilian with a disability, single -parent households, English language proficiency) • Racial and ethnic minority status (Hispanic or Latino (of any race); Black and African American, Not Hispanic or Latino; American Indian and Alaska Native, Not Hispanic or Latino; Asian, Not Hispanic or Latino; Native Hawaiian and Other Pacific Islander, Not Hispanic or Latino; Two or More Races, Not Hispanic or Latino; Other Races, Not Hispanic or Latino) • Housing type & transportation (multi -unit structures, mobile homes, crowding, no vehicle, group quarters) The NWA Vision Zero Plan identified and prioritized investments in communities that have experienced varying degrees of disadvantage. Additionally, recommended actions have been intentionally developed to ensure policing and other enforcement efforts do not create or perpetuate disparities and unintended consequences in communities of color or areas of persistent poverty. 4 Historically Disadvantaged Communities Methodology: https://www.transportation.gov/priorities/equity/dustice4O/transportation-disadvantaged- census-tracts-historically-disadvantaged 5 Areas of Persistent Poverty: https://www.transportation.gov/RAISEgrants/raise-app-hdc 6 Social Vulnerability: https://www.atsdr.cdc.gov/placeandheaLth/svi/at-a-glance svi.html 18 1 NWA VISION ZERO PLAN Vulnerable roadway users that live in disadvantaged areas are overrepresented in fatal and serious injury crashes. 6% of roadway network /001* 16% of total KSI crashes I Equity Analysis Overlap and HIN Equity Analysis Overlap & High Injury Network Northwest Arkansas Bella Vista evils E ebro ALGravette l Bentonville� Centerton Rogers ; i Hobbs State Pa .,-'i,am Springs Springdale 41 Tontitown Ozark National Forest Goshen Fayetteville ^ Like Sequoyah Par 7 Prairie Grove r 62 71� Lincoln ' Degrees of Disadvantage High Moderate Low All Modes High Injury Network Parks & Winslow Open Space 6 Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded crashes 0 2.5 5 mi between 2017-2021. Disadvantage layers from USDOT m • RAISE Tool and 2021 American Community Survey ' • • 2. ROADWAY SAFETY IN NORTHWEST ARKANSAS 1 21 THIS PAGE INTENTIONALLY LEFT BLANK 4 I i CIO- >� wrs . .._,.j•.� Community Outreach 3. Community Outreach The NWA Vision Zero Plan employed a wide range of digital and in -person engagement tools to inform the community and solicit feedback on roadway safety. Communicating the importance of roadway safety during the development of this Plan was an important step in long-lasting efforts to engage and empower people in the region to make changes that save lives. Five key elements were foundational for engagement: 1. Listen First: Events and outreach were structured so people could have multiple opportunities and options to share their experiences, interests, and concerns related to safety. 2. Provide an Open and Transparent Process: Engagement was accessible to as many members of the community as possible. 3. Educate on Positive Traffic Safety Culture: Each engagement event incorporated education components about the personal and community benefits of safety. 4. Give Proper Notice: Engagement provided community members sufficient advanced notice for in -person events as well as online feedback opportunities, allowing them to plan and prioritize their participation. Source https://nwa.pressreader.com/article/281878712709691 5. Prioritize Equity: Activities ensured that minority and low-income populations were specifically engaged and heard and materials were provided in English and Spanish. 24 1 NWA VISION ZERO PLAN Promotion and Media Coverage Promotion for the Plan relied on digital/social media, word of mouth, and traditional print media. The Northwest Arkansas Democrat -Gazette for the May 8, 2023 Issue highlighted the Safety Demonstration Site Walk in Fayetteville that took a group of municipal staff, local advocates, and elected officials from across the region on a tour near the intersection of M.L.K. Jr. Boulevard and S. School Avenue (US Business 71) to discuss and see different implemented solutions for safety along with street characteristics that should still be addressed. Listening Sessions Scheduled listening sessions with municipal staff provided understanding and background for the state of safety within the region along with past efforts that have increased safety. Each listening session included conversation related to: Traffic safety culture, • Process for project implementation, • Effective tools already being used, • Challenges to increasing safety, • Specific locations where changes should be made, and • Concerns about staff capacity and/or resources available. Listening sessions revealed that while ongoing efforts are being made at the local level, there is still a lot of work left to do. Major arterials moving through communities present some of the biggest threats. Simultaneously, there is a need for policies and programs to target speed, eliminate distracted driving, and prioritize people walking and bicycling to achieve a safer system as a whole. Public Interaction In -person activities are showcased in Table 3. They included a mix of pop -ups at various events and safety demonstration site walks around the region. Table 3: In -Person Engagement Events Bentonville Moves 4/27/2023 Bentonville Springdale EV Meeting NWARPC 4/28/2023 Springdale Beaver Watershed LID Smart Growth 4/27/2023 Springdale Bentonville Safety Project Demo 5/2/2023 Bentonville Fayetteville Safety Demonstration Project 5/3/2023 Fayetteville Safe Streets for All Working Group Meeting 3 5/4/2023 Springdale Bentonville First Friday 5/5/2023 Bentonville Lower Ramble 5/5/2023 Fayetteville First Friday 5/5/2023 Huntsville Rogers Concert Series Square 2 Square Ride (Bentonville End) 5/5/2023 5/6/2023 Rogers Bentonville Bentonville Farmers Market 5/6/2023 Bentonville Coler Noon to Moon 5/6/2023 Bentonville Rogers Concert Series 5/6/2023 Rogers Rogers Farmers Market 5/6/2023 Rogers Square 2 Square Ride (Springdale Halfway Halt) 5/6/2023 Springdale Farmers Market Springdale 5/6/2023 Springdale 3. COMMUNITY OUTREACH 1 25 Safety Demonstration Site Walks Two Safety Project Demonstration Site Walks were held, one in Bentonville and one in Fayetteville, that gave residents, municipal staff, and advocates from around the region the opportunity to walk and talk about local municipality infrastructure problems and solutions. Approximately 40 people attended the two Safety Demonstrations. Bentonville's Safety Demonstration focused on touring the quick build, parking protected, two-way separated bike lane on SW 8th Street, while the Fayetteville Safety Demonstration focused on examining different pedestrian and bicycle constraints: large state-owned arterials and intersections and a few successful pedestrian crossings for the Razorback Greenway. The demonstrations also allowed advocates and residents to discuss problems they experience and witness along each route. Pop -Up Booths A go -to approach to engagement led to multiple events with pop-up booths for the NWA Vision Zero Plan throughout the region. The pop -ups included posters showcasing the number of fatalities and serious injury crashes in the region and business cards with QR codes for the public survey. Pop-up booth locations included the Square 2 Square Halfway Halt, Bentonville First Friday, Huntsville First Friday, Rogers Concert Series, Rogers Farmers Market, and the Farmers Market in Springdale. Square 2 Square is a biannual bike ride along the Razorback Regional Greenway for 30 miles between Fayetteville and Bentonville with nearly 2,000 riders, both local and regional, attending. Two events, the Rogers Concert Series and the Springdale Cinco de Mayo Farmers Market, had large Latino and Hispanic attendance which gave the opportunity to engage Spanish speaking residents. 26 1 NWA VISION ZERO PLAN Regional Safety Working Group The regional safety working group met four times over the course of the NWA Vision Zero Plan development. It consisted of municipal staff, elected officials, regional advocates, and more. A key role of the working group was to discuss safety in the region, to guide recommended actions for policies, programs, and projects. Using the Safe System Approach foundation, the regional working group helped shape the NWA Vision Zero Plan and customize the recommendations that will reduce serious injury and fatal crashes in the region. III COt1MEwEnsurr5 lV*, Mlsns iu'fosc fowv.++.I RY o RJ? f3 a IVNr2� �MCS (��J Off1Ce DEPOT 11 it I104� �1-- ti YIriD SAt°t�'! , uaUCas'AoD e 11w) '2ww, Fducv 7tHi-n�#r inKu u y�arl r NEw. 'j>6Vt�lPsF1-�f� D `CMIrJwrs. h9pur 'D6vhcl+..tyr 7n11LQ °Is n CT •N TV11ilr- N�c A 7VA[u°T Twe utryRMdN[� n (:pHG[fQ 4p,ICh�IK. S1.T lyC1y,7 OFFVALL OW iTI'OYMY cam( F RJVGfelMG N.IiEf TC£tK'STN(,E D lA.-�t f ta�DwkV 4Y0M neb[Ig4J ° E4NMN�I YaIY[ Ryy,.�t • CVS Safety Webinar Series Educating decision -makers and the general public about safety in the region and specifically the Safe System Approach was an important role of engagement for the NWA Vision Zero Plan. Safety Webinars were developed to serve as a lasting resource to explain how addressing safety should emphasize the characteristics of the roadways that are leading to the lives being lost and that a Safe System Approach should be both reactive —implementing solutions along the High Injury Network —and proactive —deploying safety countermeasures to reduce risk. The Safety Webinar Series was recorded and posted to the project website to allow for on -demand listening. Safety Vocabulary • Crashes not accidents • KSt- Killed or Serious Injury Crashes Proven Safety Countermeasure- an action designed to reduce the frequency and/or the severity of crashes Systemic Safety- applying changes to a system based on risk and not just crash history TOOLE oe sion Road Diet/Roadway Reconfiguration SafetyExpected Crash xpece Type Relative Cost i AreaFocus Reduction ' r i TOOLE 3. COMMUNITY OUTREACH 1 27 Public Feedback Digital engagement tools included an online survey and map. Participants that provided feedback on the interactive map were asked to identify the following: • Locations where they feel unsafe • Locations where they feel safe • Places where a roadway improvement could be made Most people who commented live in the eastern part of the region, yet most of the points are shown in the larger, more dense areas of Fayetteville and Bentonville. Overall, 316 people responded to the survey, placing over 600 points on the interactive map. When asked what the major issues are affecting your safety on the roadways in Northwest Arkansas, community members responded that distracted driving, lack of sidewalks and/or continuous sidewalks, and people driving too fast were the top three major issues. When asked how you typically get around Northwest Arkansas, most respondents drove, walked, or rode their bike. When asked how often they bike or walk, 39% walked or biked daily and 76% walked or biked at least once a week. How do you typically get around NWA? Walk or bike daily Walk or bike at least once a week 28 1 NWA VISION ZERO PLAN Interactive Map Comments Pit , villa -7Survey Comments �Jan�� Northwest Arkansas • Gateway-12� Bella Vista :'Devil E ebro Gravette o • • �1 • Bentonville CenterV-j a O • •• a O 8 ••• • • O • O 4Rogers o 0 v • • 0 c!� i Hobbs State Par Siloam Springs Springdale, • 412 Tontitown O • ^� • Ozark National Forest • • • • ),Goshen O — Fayetteville O O LjUe Sequoya#Par - - • � Elkins 7 Prairie Grove �� ,- l � 62 71 Mob Lincoln �J Comment Types Improvement Idea o Location where I feel safe • Location where I feel unsafe Parks & Winslow Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi©� �r crashes between 2017-2021. m ,'1• . • , ,' �' • 3. COMMUNITY OUTREACH 1 29 Public Survey Results 3.0% (34) 1.9% (22) Fear of physical Unfair treatment 3.7% (42) assault and/or in traffic enforcement Speed limits verbal harassment too high 4.0% (46) Inadequate traffic enforcement 6.3% (72) ' Negative interactions with drivers 16.7% (1 S Distracted Di What are the major issues affecting your safety on the roadways in Northwest Arkansas? 30 1 NWA VISION ZERO PLAN 3. COMMUNITY OUTREACH 1 31 THIS PAGE INTENTIONALLY LEFT BLANK 1 Is bmw Goals and Actions We 4. Goals and Actions Goals The mission of Vision Zero —to Save Lives —requires changing how we design and operate our transportation system. The Safe System Approach is the foundation for this change that prioritizes human life above everything else. Through this Plan's analysis, a High Injury Network has been established based on severity of crashes, roadway characteristics, individual behaviors, and unsafe speeds which highlights corridors where fatal and serious crashes are overrepresented on the regional roadway network. This Plan establishes four goals for addressing roadway safety and implementing Vision Zero in Northwest Arkansas: • 1. Promote a culture that prioritizes people's safety _�_ 2. Reduce conflicts °d between roadway users i 3. Establish policies, practices, and programs that focus on safety at all levels n 4. Slow vehicle speeds 34 1 NWA VISION ZERO PLAN Actions Achieving goals is not always quick or easy. Effective implementation comes from coordinating various agencies and people to take action focused on safety. The staff of agencies and their partners must have clear tasks. Institutions must have proper incentives and authority to implement their mission. Each goal is supported by actions that are assigned lead agencies and timeframes. By breaking overarching goals into specific actions this Plan builds a comprehensive set of efforts that together will implement Vision Zero and save lives. All actions consider and support the five Safe System Elements. What you'll see here... A. Action items - Each is a discrete, specific effort that can be advanced by a Vision Zero partner. B. Asterisk (*) - Items followed by an astrisk represent systemic safety countermeasus that can be installed on the HIN or proactively jurisdiction -wide where similar conditions exist for crashes to potentially occur. Learn more about these actions on page 51. C. Timeframe - Action items are assigned general timeframes to help action leaders prioritize their efforts. Although the timeframes note a number of years, these timeframes align with the level of effort for completing these actions. I.- r. r Timeframes include: a. Immediate: 0-2 years; b. Short: 2-5 years; or c. Medium -Long: 5-10 years. D. Cost - There is an anticipated annual cost level listed with each step based on the following ranges: a. $ - low (less than $100k) b. $$ - medium (between $100k-$500k) c. $$$ - high ($500k and above) E. Action Leader and Supporting Partners - Each action item is led by an action leader and supported by various agency partners. 1-3 Create guidance for micro sidewalk gap Immediate $ Member Agency, program NWARPC 1-11 Conduct roadway safety audits after every KSI crash Install lighting on arterial roadways, starting 1-18 with the HIN * Short $ - $$ Member Agency ARDOT, MODOT, Medium -Long $$$ Member Agency NWARPC The Actions that follow are understood to be general recommendations. For some Actions, implementation would only occur when and where appropriate based on further analysis, engineering design, and environmental assessment. Other Actions may require policy changes in alignment with other agency goals. Due to staffing, financial, and other constraints, each agency will need to consider how to prioritize implementation of these Actions in support of Vision Zero. 4. GOALS AND ACTIONS 1 35 4r. Promote a culture that prioritizes people's safety C- 0 c� 1 Ongoing communication along with projects that put safety first are critical to culture change. Culture is more than messaging; it is a set of behaviors and a way of life that values the safety of fellow roadway users by every person during every trip. 4. GOALS AND ACTIONS 1 37 Action Timeframi Work with media partners to report traffic 1-1 crashes more accurately, to avoid victim Immediate blaming, and report crashes in the context of Vision Zero Enhance training for law enforcement and emergency service personnel responsible 1-2 for crash reporting to address the unique Immediate attributes required to accurately report crash circumstances involving people walking and bicycling 1-3 Create guidance for micro sidewalk gap Immediate program Consider hiring Vision Zero staff dedicated 1-4 to safety projects and programs across Immediate departments Develop branded Vision Zero signage to be 1-5 deployed with Vision Zero infrastructure Immediate projects during construction 1-6 Promote using transit to reduce vehicle trips Immediate Partner with youth organizations to create 1-7 peer -to -peer anti -distraction messaging Short campaigns Promote Transportation Demand Management (TDM) and street design policies that reduce 1 8 Vehicle Miles Traveled (VMT) and automobile Short dependence Promote Street Networks and Land Use 1-9 Patterns that Reduce Trip Distances and Short Automobile Dependence Develop a Region -Wide Safety Campaign to 1-10 Share Information with the Community about Short Traffic Safety for All Modes Conduct roadway safety audits after every 1-11 Short KSI crash $ NWARPC Member Agency $ - $$ NWARPC Member Agency $ Member Agency, NWARPC $ - $$ Member Agency NWARPC $ Member Agency NWARPC $ Member Agency, NWARPC $ Member Agency $ - $$ NWARPC Member Agency $ Member Agency NWARPC $ - $$ NWARPC Member Agency $ - $$ Member Agency 38 1 NWA VISION ZERO PLAN Action Timeframe Cost Action Leader Supporting Partners 1-12 Conduct analysis of inequities within native Short $ NWARPC populations Prioritize Vision Zero investments in areas 1-13 Medium -Long $$ - $$$ Member Agency NWARPC with high social vulnerability Pursue a sustainable funding source for 1-14 transit to increase frequency, reduce travel Medium -Long $$ - $$$ Transit Agency Member Agency time, and expand service area Support DUI/DWI court programs that focus 1-15 Medium -Long $ Member Agency on education and treatment over punishment Encourage large employers of truckers to put 1-16 Medium -Long $ NWARPC speed governors on trucks Install pedestrian -scale lighting along the 1-17 Medium -Long $$ - $$$ Member Agency HIN, especially at trail crossings * Install lighting on arterial roadways, starting 1-18 with the HIN * Medium -Long Conduct ongoing safety campaigns and events with the community - community safety 1-19 advisory team (religious leaders, community Medium -Lang centers, rec centers) 1-20 Analyze growth areas adjacent to HIN for Medium -Long future planned development 1-21 Conduct economic and equity analysis Medium -Long $$$ ARDOT, MODOT, NWARPC Member Agency $ - $$ NWARPC Member Agency $ NWARPC Member Agency $ NWARPC 4. GOALS AND ACTIONS 1 39 1, Reduce conflicts between roadway users 0 o`er►_ AV �® - r J ems' Anticipating human error means providing more space and/or time between users to minimize crash severity if and when it happens. Reducing conflicts is rooted in designing streets that consider how different users move in time and space and using effective strategies and best practices to increase safety. Bentonville, A 4. GOALS AND ACTIONS 1 41 Action Timeframe 2 1 Implement no right turn on red on the HIN or Short high -volume pedestrian routes 2 2 Implement pedestrian friendly cycle lengths, Short maximum 3' per second of walking speed 2 3 Standardize crosswalk design standards Short including ladder spacing and widths 2 4 Review crosswalk spacings and distance of Short crossings (include pedestrian refuge islands) Implement a sidewalk gap program to fill 2-5 short segments outside of development Short process Identify walking zones for schools, recreation 2-6 centers, and other community identified Short priorities for connectivity 2 7 Assess and install bicycle and pedestrian Short projects to increase separation Install median refuge and pedstrian crossing signals (RRFB or PHB) for mid -block 2 8 crossings, starting with transit stops on the Short HIN Reduce distances between crossings along 2-9 arterials with long distances between Medium -Long signalized intersections 2-10 Implement road diets along the HIN where Medium -Long applicable 2-11 Close gaps in bicycle and pedestrian networks Medium -Long 2 12 Close slip lanes where applicable, starting with the HIN Medium -Long Implement leading pedestrian intervals 2-13 at signalized intersections, specifically on Medium -Long applicable HIN corridors $ ARDOT, Member Agency $ $$ ARDOT, Member Agency $ NWARPC, ARDOT Member Agency $ ARDOT, Member Agency ARDOT, Member Agency ARDOT, Member School Board Agency Member Agency NWARPC, ARDOT $$$ Member Agency, ARDOT $$ - $$$ ARDOT NWARPC, Member Agency $$$ Member Agency ARDOT $$ - $$$ Member Agency $ - $$$ Member Agency $ $$ ARDOT, Member Agency 42 1 NWA VISION ZERO PLAN Action Timeframe Cost Action Leader Implement pedestrian recall on all permissive ARDOT, Member 2-14 and through signal phases specifically on Medium -Long $ - $$$ Agency applicable HIN corridors 2-15 Install or retrofit countdown pedestrian signal Medium -Long $$ _ $$$ ARDOT, Member heads Agency 2-16 Consider removing permissive left turns Medium -Long $$ ARDOT, Member during active pedestrian signal phase Agency Install sidepath or separated/raised/ protected facilities for bicycle routes on ARDOT, Member 2-17 roadways with speeds above 35 mph in Medium -Long $$$ accordance with FHWA Bikeway Selection Agency Guide Install edge and center line treatment with ARDOT, MODOT, 2-18 bicycle -friendly rumble strips on roadways Medium -Long $$ - $$$ Member Agency with marked shoulders Design and install overpass or tunnel for trail ARDOT, Member 2-19 crossings of roadways with 55 mph+ vehicle Medium -Long $$$ speeds Agency Daylight intersections (removing obstacles 2-20 that impair sight lines) in town centers and in Medium -Long ARDOT, Member $ high -volume pedestrian areas Agency 2 21 Convert front -in angle parking to back -in Medium -Long $$ Member Agency angle or parallel parking in downtown areas 2 22 Provide buffers to sidewalks and sidepaths Medium -Long $$ _ $$$ ARDOT, Member (paint, greenspace, trees, etc.) Agency Install backplates with retroreflective 2 23 boards at all signalized intersections and use Medium -Long $$ _ $$$ Member Agency, reflectors on curves and bridges, starting ARDOT with the HIN Deploy access management strategies to 2 24 combine driveways to adjacent properties Medium -Long $$ _ $$$ ARDOT, Member OR build medians to restrict left turns near Agency driveways and intersections 4. GOALS AND ACTIONS 1 43 Establish policies, practices, and programs that focus on safety at all levels r� r Accompli changes change ai are essen 4. GOALS AND ACTIONS 1 45 ■ 3-1 Adopt Complete Streets policies Immediate $ Establish equitable zero tolerance policies 3-2 and incentive programs to reduce and Immediate eliminate speeding 3-3 Establish program and procedures to conduct Immediate roadway safety audit after KSI crash Create regional and local roadway safety 3-4 education program for practitioners, boards, Immediate and elected officials Develop a Vision Zero dashboard to track performance metrics related to KSI crashes, 3-5 safety projects, completed actions, and Immediate other items that focus on the Safe Systems Approach Publish annual report on crashes and 3-6 other safety metrics for transparency and Immediate accountability 3 7 Create policy to site transit stops closer to Immediate intersections to reduce dart and dash crashes Review and update land use policies and development standards to prioritize the safety 3 $ Immediate of all road users (e.g., block size, crosswalk spacing, access management) Develop a multimodal safety toolbox that 3-9 identifies strategies available to address Short safety concerns for all modes Establish multidisciplinary crash response 3-10 teams to evaluate and address fatal and Short serious injury crashes at crash locations Adopt specifications for incorporating safety 3-11 features in new fleet vehicle purchases and Short retrofit existing vehicles $ NWARPC, Member Agency, ARDOT Member Agency, Police Department Member Agency NWARPC, ARDOT, MODOT NWARPC, Member Agency NWARPC ARDOT, Member Agency NWARPC, ARDOT, MODOT Member Agency Member Agency, NWARPC Transit Agency $ Member Agency NWARPC $ NWARPC $ Member Agency NWARPC, ARDOT, MODOT $ NWARPC Member Agency 46 1 NWA VISION ZERO PLAN Action Timeframe Advocate for changes to state law to expand 3-12 Short the use of automated safety cameras Conduct crash analysis by type of vehicle due 3-13 to semis and large trucks with trailers on Short roads Conduct analysis of crashes on curves and 3-14 Short hills in region Conduct analysis of crashes related to two- 3-15 way left -turn lanes and access management Short on arterials, especially in commercial areas Analyze crashes within new greenfield 3-16 Short development, housing, and commercial Establish policy to conduct routine walking 3-17 audits to review safety needs for roadway Short projects during scoping phase Address safety through installing proven 3-18 countermeasures during routine roadway Medium -Long maintenance Identify and implement applicable road safety 3-19 Medium -Long countermeasures through routine resurfacing Consider policies that provide alternatives for 3-20 primary access to schools on arterials or HIN Medium -Long for future school sites Analyze before and after crash trends along 3-21 Medium -Lang recent roadway projects Conduct ongoing safety analyses for 3-22 Medium -Lang intersections, specifically along the HIN $ NWARPC Member Agency $ NWARPC ARDOT, Member Agency $ NWARPC ARDOT, Member Agency $ NWARPC ARDOT, Member Agency $ NWARPC Member Agency $ Member Agency $ $$$ ARDOT, MODOT, Member Agency $$ $$$ ARDOT, MODOT, Member Agency $ School Board Member Agency $ NWARPC, ARDOT $ - $$ NWARPC Member Agency 4. GOALS AND ACTIONS 1 47 48 1 NWA VISION ZERO PLAN 5PEED LIMIT oi4r 4. GOALS AND ACTIONS 1 49 ■Timeframe Safe System Action Leader 4-1 Post nighttime speed limits * Immediate $ - $$ Member Agency, ARDOT 4 2 Develop guidance for equitable traffic calming Immediate $ NWARPC Member Agency policies and resources 4-3 Reduce speed limits on local streets to 20 Short $ Member Agency mph , 4-4 Conduct a special speed study in local Short $$ NWARPC, jurisdictions for blanket speed limit reduction Member Agency 4-5 Engage state legislature to change laws Short $ - $$ NWARPC, related to speed limit setting Member Agency 4-6 Adjust signal timing and signage for speed Short $ - $$ Member Agency, limit on arterials * ARDOT 4-7 Review speed limits on the HIN Medium -Long $ NWARPC Member Agency,ARDOT 4 8 Tighten turning radii to reduce turning speeds Medium -Long $$ Member Agency, and include truck aprons on freight routes * ARDOT Pedestrian vulnerability when struck by a vehicle at this speed Data Citation: Tefft, B.C. (2011). Impact Speed and a Pedestrian's Risk of Severe Injury or Death (Technical Report). Washington, D.C.: AAA Foundation for Traffic Safety. 20 MPH ♦ Mi 3"/° Likelihood of fatality or serious injury 30 MPH nn- 66666666160 M1111#11111111#1 40% Likelihood of fatality or serious injury 40 no H 1111111111111 tMIIIIIIIIIIIIIIIIII 73% Likelihood of fatality or serious injury 50 1 NWA VISION ZERO PLAN Proactive Systemic Safety Countermeasures Systemic safety countermeasures can be installed on the HIN or proactively across the region and in member agency jurisdictions where similar conditions exist for crashes to potentially occur. Generally, systemic safety improvements increase safety of all road users. These proactive systemic safety countermeasures will likely require additional funding for implementation and perpetual maintenance for staffing and materials and/ or changing a policy or standard by member agencies or the State to allow the measures to be installed for use in a more widespread manner. These systemic safety countermeasures could also be implemented proactively or established as safety standards as part of other safety projects, such as street reconstruction or as part of new land use development projects. The following highlights several safety countermeasures for proactive, systemic implementation in Northwest Arkansas that were listed in the previous action tables. Proactive and systemic safety countermeasures should be installed on the HIN first, as part of other street projects, in similar conditions where crashes could occur and eventually in a more widespread fashion, as budget and staff resources allow. 4. GOALS AND ACTIONS 1 51 Highest Priority Projects The following map shows prioritized HIN project corridors for the region. The Top 15 highest scoring projects are listed below. OWest Robinson Avenue (US 412) South Thompson Street to Turner Street (Springdale) ©South Thompson Street (US 71B) West Emma Avenue to Curchill Avenue/West Lakeview Drive (Springdale) ©North Garland Avenue West Lawson Street to West Berry Street (Fayetteville) ONorth Old Missouri Road (Hwy 265) Old Wire Road/Dick Trammel Highway to East Emma Avenue (Springdale) ©Southeast 14th Street (Hwy 102) Phyllis Street to West Hudson Road/Water Tower Road/Bekaert Drive (Bentonville) O• West Martin Luther King Jr. Boulevard South School Avenue to West Ozark Trail/East Main Street (Favetteville) ONorth College Avenue (US 71B) East Center Street to East Township Street (Fayetteville) • Q West Sunset Avenue (US 412) Westside Village Street/East Henri de Tonti Boulevard to South Thompson Street (Springdale) OWest Wedington Drive West North Street/North Garland Avenue to MP 16.40 (Fayetteville) 0 South Mountie Boulevard West Oak Street/South 5th Street to West Olrich Street (Bentonville) US 412; AR 59 West extent of US 412;AR 59 to Arkotex Road (Siloam Springs) ®US 412 MP 11.65 to Arkotex Road/US 412; AR 59 (Siloam Springs) ®North Thompson Street (US 71B) West Emma Avenue to West County Line Road (Springdale) 0 West Hudson Road (US 62) Water Tower Road to North 2nd Street (Rogers) ®East Huntsville Avenue Mill Street to East Emma Avenue/Butterfield Coach Road (Springdale) 52 1 NWA VISION ZERO PLAN High Injury Network Projects High Injury Network Project Corridors \Jars Northwest Arkansas uatewz �� r� r Bella Vista el J .Gravette t 1 Centerton� Bentonville Rogers -, 71 Ic�Siloam Springs ® 0 Springdale ® O own © 412 TontitQ© % 0 Ozark National Forest Zi 1 r- Hobbs State Fayetteville f1ke Sequoyah Par i� J Elkins 7 Prairie Grove \ ro 62 `71 1 Lincoln r� ) Prioritization Tier � High Medium — Low Parks & Winslow Open Space Ozark National Fo. Ozark National For City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all 0 2.5 5 mi recorded crashes between 2017-2021. m • 4. GOALS AND ACTIONS 1 53 Proven Safety Countermeasures Addressing safety in Northwest Arkansas will require the deployment of proven safety countermeasures across the regional transportation network, starting with the HIN. Selection and design of safety countermeasures on every street project in the region should be decided through the lens of the Safe System Approach, so that if a crash occurs it will not result in a fatal or serious injury. Safety countermeasures should not be compromised or simplified during the design or construction phases. These modifications can reduce the level of safety for all road users. The FHWA Proven Safety Countermeasures initiative (PCSi) is a collection of specific design or operational changes to streets that have been proven nationally to improve safety. Safety countermeasures are listed below along with hyperlinks to provide a more detailed description and effectiveness of the full safety countermeasure. Speed Management SPEED Appropriate Speed Limits LIMIT Speed Safety Cameras 7 for All Road Users 0 Bicycle Lanes Pedestrian/Bicyclist 19 Crosswalk Visibility Enhancements © Medians and Pedestrian Pedestrian Hybrid Refuge Islands Beacons Road Diets (Roadway Walkways Configuration) SPEED LIMIT Variable Speed Limits Leading Pedestrian Interval Rectangular Rapid Flashing Beacons RRFB 54 1 NWA VISION ZERO PLAN Roadway Departure � Enhanced Delineation for Longitudinal Rumble Strips and Stripes on Median Barriers Horizontal Curves Two -Lane Roads Roadside Design Safety Edge Wider Edge Lines Improvements at Curves I& Intersections /OOOM Dedicated Left- and Backplates with Retro- Corridor Access Right -Turn Lanes at reflective Borders Management Intersections 141111W qu + Systemic Application Reduced Left -Turn of Multiple Low -Cost Roundabouts Countermeasures Conflict Intersections at Stop -Controlled Intersections Yellow Change Intervals 7 Crosscutting a.A_ Pavement Friction Lighting 01-N_ Local Road Safety Plans Management Road Safety Audit 4. GOALS AND ACTIONS 1 55 Taking Action The NWA Vision Zero Plan is a commitment along with an initial set of goals and actions to reach the vision of zero fatal and serious injuries on roadways across Northwest Arkansas. However, Vision Zero must be more than a document; it must be embraced, discussed, emphasized, and reinforced every day. This Plan must be a living document that unites people across agencies, departments, organizations, and the region to prioritize roadway safety. Performance Measures NWARPC and member agencies will need to monitor the success of individual Vision Zero actions related to each goal. Evaluation and regular reporting are essential for the data -driven approach to Vision Zero. There must be accountability to the commitment of eliminating traffic deaths and severe injuries. If certain actions are not successful, not moving fast enough, or not working for another reason, the region and member agencies should assess and modify actions as needed. However, it is critical that monitoring does not reduce or minimize the focus on the ultimate performance measure of eliminating fatal and serious injuries on all roadways in Northwest Arkansas by 2038. Actions such as the data dashboard and annual reporting can track progress and provide insight into a number of metrics, including but not limited to: - '7- • Crashes involving bicycles and pedestrians • Crashes resulting from unsafe speeds • Crashes in rural versus urbanized areas • Crashes occurring on roadways in Historically Disadvantaged Communities, Areas of Persistent Poverty, and/or Socially Vulnerable communities. Sharing Responsibility for Vision Zero To carry out everything presented in this Vision Zero Plan and to eliminate fatalities and serious injuries on all roadways across Northwest Arkansas by 2038, everyone —from elected officials and municipal staff to local employers and residents of all ages and abilities —will need to take action. We all have a personal responsibility to make the right choices and to communicate the importance of why roadway safety matters —making the region's efforts even more effective. a., ! ., ,.• - ., ors-�_ i 56 1 NWA VISION ZERO PLAN 4. GOALS AND ACTIONS 1 57 4., Acknowledgements The creation of the NWA Vision Zero Plan would not have been possible without the dedication of numerous NWARPC staff, municipal staff from member agencies, elected officials, and community partners. This effort was led by the NWARPC, in partnership with the Regional Working Group. NORTHWEST ARKANSAS REGIONAL PLANNING COMMISSION Elizabeth Bowen Tim Conklin MEMBER AGENCIES ADVOCACY ORGANIZATIONS Trailblazers Bentonville Moves Bentonville Coalition Runway Group Walton Family Foundation Bentonville Traffic Safety Committee Fayetteville Traffic Safety Committee STATEWIDE AGENCIES ARDOT MODOT PROJECT CONSULTANT Toole Design Group NWA Regional VISION ZERO Safety Action Plan NWA Regional VISION ZERO Safety Action Plan Appendices THIS PAGE INTENTIONALLY LEFT BLANK Contents Appendix A: Crash Maps Report......................................................................5 CrashData Sources.................................................................................................................... 5 Killed and Seriously Injured Crash Maps............................................................................. 5 Sliding Windows Analysis Methodology.............................................................................11 Development of High Injury Network..................................................................................16 Safer Streets Priority Finder (SSPF) Tool..........................................................................22 Appendix B: Descriptive Crash Analysis.......................................................27 Overview of State Crash Report Forms and Guidance...................................................27 Overview of Data Resources..................................................................................................28 Descriptive Crash Analysis Methodology & Data Sources............................................28 Summaryof Key Findings......................................................................................................33 CrashTrends...............................................................................................................................35 CrashCausation.........................................................................................................................37 PartiesInvolved.........................................................................................................................44 Behaviors.....................................................................................................................................45 Roadway Characteristics........................................................................................................47 Environmental Characteristics..............................................................................................57 Appendix A - Crash Code Value Consolidations................................................................64 Appendix C: Equity Analysis Framework......................................................69 Introduction.................................................................................................................................69 Definitions....................................................................................................................................69 EquityAnalyses..........................................................................................................................69 AdvancingEquity.......................................................................................................................76 Recommendations.................................................................................................................... 78 Appendix D: Project Prioritization.................................................................79 Project Prioritization Framework.........................................................................................79 Northwest Arkansas Regional Priority Location -Specific Projects ............................82 Disclaimer: Information contained in this document is for planning purposes and should not be used for final design of any project. All results, recommendations, concept drawings, cost opinions, and commentary contained herein are based on limited data and information and on existing conditions that are subject to change. Further analysis and engineering design are necessary prior to implementing any of the recommendations contained herein. Geographic and mapping information presented in this document is for informational purposes only, and is not suitable for legal, engineering, or surveying purposes. Data products presented herein are based on information collected at the time of preparation. Toole Design Group, LLC makes no warranties, expressed or implied, concerning the accuracy, completeness, or suitability of the underlying source data used in this analysis, or recommendations and conclusions derived therefrom. Federal law 23 United States Code Section 409 governs use of the data in this report. Under this law, data maintained for purposes of evaluating potential highway safety enhancements "...shall not be subject to discovery or admitted into evidence in a federal or state court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data" If you should attempt to use the information in this report in an action for damages against City, the State of Washington, or any other jurisdiction involved in the locations mentioned in the data, these entities expressly reserve the right, under Section 409, to object to the use of the data, including any opinions drawn from the data. A: CRASH MAPS REPORT 1 3 List of Abbreviations AADT Annual Average Daily Traffic ACAT Arkansas Crash Analytics Tool ACS American Community Survey AR Arkansas ARDOT Arkansas Department of Transportation DUI Driving Under the Influence FHWA Federal Highway Administration GTFS General Transit Feed Specification HIN High Injury Network KABCO Injury Severity Scale (Arkansas): K: Fatal injury A: Suspected serious injury B: Suspected minor injury C: Possible injury 0: No apparent injury Injury Severity Scale (Missouri) 1: Fatal 2: Disabling 3: Evident - Not Disabling 4: Probable - Not Apparent 5: None Apparent KA/KSI Killed or Serious Injury LRS Linear Referencing System MO Missouri MODOT Missouri Department of Transportation NWA Northwest Arkansas NWARPC Northwest Arkansas Regional Planning Commission OSM OpenStreetMap STARS Missouri Statewide Traffic Accident Records System VRU Vulnerable Road User includes Pedestrian, Bicyclists, or Motorcyclist VPD Vehicles Per Day 4 1 NWA VISION ZERO PLAN Appendix A: Crash Maps Report Toole Design has prepared the following High Injury Network (HIN) and Sliding Windows Analysis maps for the Northwest Arkansas (NWA) Region as part of the Regional Vision Zero Action Plan. The following memo describes our crash data sources, methodologies, and thresholds for development of the maps created. Crash Data Sources Maps are based on Arkansas Department of Transportation (ADOT) Arkansas Crash Analysis Tool (ACAT) and the Missouri Department of Transportation (MDOT)Statewide Traffic Accident Records System (STARS) for all recorded crashes between 2017-2021.' 2 Killed and Seriously Injured Crash Maps The Safe System Approach focuses identifying and addressing the factors that lead to fatal or suspected serious injury (KA) crashes, similar conditions where they could occur, or proactive and system -wide safety solutions before a crash occurs. This report includes maps highlighting where KA crashes have occurred for each mode as well as non-KA crash locations. Areas with high concentrations of KA crashes will become the basis of the HIN. 1 https://experience.arcgis.com/experience/l911f992cabc484a98f64e7c36c2b262/ 2 https://www.mshp.dps.missouri.gov/MSHPWeb/SAC/stars_index.html A: CRASH MAPS REPORT 1 5 Figure 1: Pedestrian Crash Map Pedestrian Crash Map Northwest Arkansas Gateway � /� T • Bella Vista Devi e6ro Gravette r Centertoni• •_�• 1Bentonville • Rogerg' Hobbs State Pa • 711 Siloam Springs �`�• •• • Springdale; • :�M • =�' ��� 412 t- • Tontitown � •• f Ozark National Forest • Goshen Fayetteville • Lake Sequoyah Par i 7 Prairie Grove 62 71 Lincoln Ozark National Forest Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m Ozark National Fores A� • Fatal or Serious Injury Crash • Other Reported Crash Parks & Open Space City Boundaries 6 1 NWA VISION ZERO PLAN Figure 2: Figure 2: Bicycle Crash Map I= (71 . Gravette Bella Vista ^� Bicycle Crash Map Northwest Arkansas ' 411. �,-IrQe6ntonville Centerton• • Siloam Springs 412 t- Ozark National Forest 7 Prairie Grove 62 Lincoln Hobbs State Springdale Tontitown •- • ,r 1 M Goshen Fayetteville Lake Sequoyah Elkin . Ozark National Forest Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m �� • Fatal or Serious Injury Crash Other Reported • Crash Parks & Open Space Ozark NatioJForres City Boundaries all '• A: CRASH MAPS REPORT 1 7 Figure 3: Motorcycle Crash Map 71 ja Pineville —Ja Motorcycle Crash Map -- Z Northwest Arkansas - .- / •• • • Gat ewaY " Bella Vista• • ' • • • Devi e6ro MS • • • • • •• GraY ette • • • • • t Bentonville t -a ' Centerton•N • _ • • 'Roger', .� • Hobos State Pa • 71� • • Siloam Springs • • �� • ' �•a'' Springdale,*412 • • • J Tontitown• _ • % • Ozark National Forest r = • • • r 10.00 JV Goshen Fayetteviller , • t .• like Sequoyah Par • . • . • Elkins t^ Prairie Grove y • r. 62 71 Lincoln• � • • • • Fatal or Serious ' Injury Crash • Other Reported Crash • Parks & window Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data • 0 2.5 5 mi and Missouri DOT STARS data for all recorded A crashes between 2017-2021. 8 1 NWA VISION ZERO PLAN Figure 4: Motor Vehicle Crash Map Pineville'' Motor Vehicle Crash Map - Jane Northwest Arkansas • .,�-•• •:' r••.r—� ' Gateway, •' 1 Ji-B-e lla .Vistar'r r evil E ebro rpvette — •• •.?• : _.• .- :: '4 ''�.,. r• `Bentonville :� .• + cent erton OF 0-0 "._..`.:.. • yr't �t, . • $tote Pa -.. 71 .. • y' Springdal16 e' ! • 412 w, •• r Tontiton i Ozark National National Forest `j i _ y •. `.• 't•L S .'• �. _ •Goshen' • . • Fayetteville: - ke SVquoyahaVl r j •;_: "�' • �• .•,+i• f Elkins Prairie G ve• _ • f �.+ �� 62 �r 71 ... i • ? ; ' # - • . t • Fatal or Serious ; •• r , �- • . Injury Crash t Other Reported • Crash Parks & .• Winslov�� . Open Space Ozark National Fores4. , Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m A: CRASH MAPS REPORT 1 9 Figure 5: All Modes Crash Map Pine ille 71 All Modes Crash Map Jane . Northwest Arkansas -. •.. .�-' f r...- GatewaY��� ••Bella Vista+` evi e ro ' ram. Gr�a^vette .� ', .� } • • , �• •• ?. � __• ._ • � ',, -a• *• iBentonville �• M Cent 't—n MAI t ' f AR ers r ; ti � •.'' •HbbbsStatePa . • 71 • • tilm"Springs' f , • • ••• -• • , ..� Springdale' _'• ;. •!'' 412 •• s Tontitown i' •' A`•••,Ozark National Forest !'`, •� :} •�>. �_y •• 1M C. t •': *."Goshen,', Fayetteville - ke Svquoya60ar • •:- jr .. �" - i • , Elkins Prairie Grove• 62 71 •' •'�1Lincoln r y r •� 1 r • i. ? ; ti # - ! 1. • Fatal or Serious '• r ,f+ �� • • Injury Crash Other Reported • l Crash Parks & WinsloW� Open Space Ozark National ForesA , Ozark National Fores City Boundaries I` Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi / A crashes between 2017-2021. ■��11• • �y • ■ � .!,' 10 1 NWA VISION ZERO PLAN Sliding Windows Analysis Methodology A sliding window analysis helps understand crashes throughout a transportation network and identify segments with the highest crash density and crash severity. For the NWA Region, the analysis was done by determining the number and severity of crashes in a one -mile window on a roadway and shifting that window along the roadway 1/10 of a mile at a time. In this approach, a virtual "window" is moved along each corridor, counting the number of crashes by density and severity by mode that occurred within each successive one -mile segment. The one -mile moving window slides along a corridor scoring crashes, only stopping for a road name or functional road classification change. Both intersection and segment crashes were included in this evaluation, as the focus is on overall corridor conditions. An example of a Sliding Windows analysis is shown below. Figure b: Example of the Sliding Windows analysis. Source: Toole Design. • Crashes Sliding windows The Sliding Windows score is calculated by multiplying the number of Fatal Injury/Fatal (K/1) and Suspected Serious Injury/ Disabling (A/2) crashes by 3 and multiplying the number of Suspected Minor Injury/ Evident -Not Disabling crashes (B/3) by 1, and not including Possible Injury/ Probable -Not Apparent (C/4), and No Apparent Injury/ None Apparent (0/5) crashes. Once the weights are established and applied to the crashes, the number of crashes is aggregated along a corridor while incorporating the crash severity weighting. Lower injury crashes (C/4 and 0/5) crashes were excluded from the motor vehicle Sliding Windows analysis but included for bicycle, pedestrian, and motorcycle Sliding Windows due to the potential for a crash to result in an injury when a vulnerable roadway user is involved. Each segment is scored based on this methodology and those Sliding Windows scores are shown in the Sliding Windows maps for pedestrian, bicyclists, motorcyclists, and motor vehicles accordingly. For instance, with KA crashes weighted at three times minor injury crashes, a corridor with two KA crashes will have the same weighted total as a corridor with six minor injury crashes. A: CRASH MAPS REPORT 1 11 Figure 7: Pedestrian Sliding Windows Analysis Pedestrian Sliding Windows Analysis Northwest Arkansas Gateway ( Bella Vista Devi e6ro Gravette l� l \ Centerton�— I Bentonville — Rogers l Hobbs State Pa 71 Siloam Springs t f Springdale. l 412 Tontitown 1 Ozark National Forest t� Goshen ;00 ;- �r Fayetteville _ ri L eke Sequoyah Par Pedestrian Score Elkins 1 - 2 is 7 Prairie Grove / 2-4 �162 71 —4-7 Lincoln — 7 - 1 1 I � i 11 - 14 Parks & Open Space City Boundaries Note: Higher sliding Winslow window scores indicate higher reported crashes Ozark National Forest Ozark National Fores and injury severity. t Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi A crashes between 2017-2021. m ��11 • 12 1 NWA VISION ZERO PLAN Figure 8: Bicycle Sliding Windows Analysis Bicycle Sliding Windows Analysis Northwest Arkansas Gateway � t Bella Vista A ^ � Devi e6ro Gravette r l Centeiton Bentonville r I Rogers Hobbs State Pa —.� iloam Springs Springdale• 'I 41 Tontitown I Ozark National Forest tr I Goshen rFayetteville L ke Sequoyah Par J, Bicycle Score Elkin. 0-1 fl 7 Prairie Grove / , 1 - 2 P6 62 71 —2-3 Lincoln — 3-5 �5-8 Parks & Open Space City Boundaries Note: Higher sliding Winslow window scores indicate Ozark National Forest Ozark National Fores higher reported crashes and injury severity. Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi A crashes between 2017-2021. m ��11 • A: CRASH MAPS REPORT 1 13 Figure 9: Motorcycle Sliding Window Analysis 71 Pineville Motorcycle Sliding Windows Analysis Jane Northwest Arkansas 1 Gateway is � T f Bell J�a Devi ebr\o, Gravette �\ Centerton Bentonville 1 Rogers'� Hobbs State Pa C71 Siloam Springs Springdale) J 412 -Tontitown Ozark National Forest J t L i Goshen 1 Fayetteville Like Sequoyah Par Motorcycle Score l , 1 (� Elkn, . 1 - 2 1 Prairie Grove 2 4 r. 62 71 S — 4-7 Cincoln� ` �- —7-13 I � 1 — 13-21 Parks & ..` Open Space City Boundaries 1 Note: Higher sliding 1 S Winslow window scores indicate Ozark National Forest Ozark National Fores higher reported crashes and injury severity. Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 ml A crashes between 2017-2021. m : - • ��.�� T • 14 1 NWA VISION ZERO PLAN Figure 10: Motor Vehicle Sliding Windows Analysis 71 Motor Vehicle Sliding Windows Analysis Jane Northwest Arkansas GatewarJ S �Bella'Vista evi ebro Gravette 1 J � l r• Z. t�,` ry Centerton T Bentonville Rogers H to Pa f 71 -Siloam Springs Springdale �412 Tontitown Ozark National Forest G/o(sh_en�� Fayetteville r ke Se4uoya ar F ' Motor Vehicle Elkins Score Prairie Grove 1 - 3 4 r.62 71 3 8 �Lincol I -- 8 - 17 — 17-32 s 1 —32-66 Parks & Open Space I Z City Boundaries J 1 ' Note: Higher sliding I Winslow window scores indicate Ozark National Forest Ozark National Fores higher reported crashes and injury severity. Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi A crashes between 2017-2021. A: CRASH MAPS REPORT 1 15 Development of High Injury Network The development of a HIN is a key element of a safety plan to help prioritize where historic crashes have occurred at the greatest density and severity. The HIN development process involves developing crash density estimates along street corridors throughout the region, weighing them by crash severity, and then identifying the highest crash risk sections for each mode individually from the Sliding Windows analysis. HIN corridors are identified by applying a one -mile moving window aggregation to the street network. High Injury Network Process Development of the HIN should emphasize that the key goal of Vision Zero is elimination of fatal and serious injury crashes, and therefore the more severe crashes count for more in the analysis but still including lesser injury crashes in the analysis. The combination of crash injury severity and the density of all crashes from the Sliding Windows analysis is how the HIN maps, for each mode and all modes combined, were developed using the following steps: 1. Map the Sliding Windows analysis results for each mode (pedestrian, bicycle, motorcycle, and motor vehicle) individually 2. For each mode, determine the threshold of the Sliding Windows output required to be included in the HIN. This step eliminates streets that have a lower crash density thereby prioritizing streets that have higher crash severities and frequencies. 3. Review false -positive segments that have a high crash score due to a single intersection crash but do not have any other crashes along the corridor. High Injury Network Thresholds The goal of setting higher HIN Sliding Windows score threshold is to settle on the Sliding Windows score for each mode independently that will identify key corridors where safety risk is highest based on crash density and injury severity to help agencies prioritize where safety improvements should be made first. A segment that meets or exceeds the Sliding Windows scores for each mode that included in the HIN for the NWA region are listed below: ■ Pedestrian:4 ■ Bicycle:4 ■ Motorcycle: 7 ■ Motor Vehicle: 15 The weighted crash score thresholds for areas included in the HIN do not exactly follow the weighted crash score ranges from the Sliding Windows, as the HIN is a compilation of the highest weighted crash scores. Manual Refinements The HIN development process relies on historical crash data, which is imperfect and incomplete because not every crash is reported. As such, this process is both and art and a science. Key areas to manually review in the HIN revision process include areas where a street name or functional road classification changes, but the crash density or injury severity risk seem higher or lower. Manual refinements to the HIN maps should be minimized and really account for key context changes that cannot be captured in a data driven process. For example, an area where the Sliding Window continues but the road context changes drastically. The following corridor extents were manually adjusted based on review by the project team to account for unique street contexts the automated Sliding Windows Analysis did not account for. The following corridors were manually adjusted based on the following reasons: 1. Segment along West Huntsville Avenue originally terminated at the end of the curve. This segment was manually extended through the White Road curve to fill a small gap between high crash areas. 2. Segment along West Don Tyson Parkway has been manually extended through the curve to account for the existing divided roadway. 3. Segment along East Wagon Wheel Road was manually extended through the ramp entrance to 1-49. This extension increased the overall motor vehicle Sliding Window score above the threshold of 15. 4. Segment along South 26th Street was manually shortened to remove the portion of the segment north of West Laurel Avenue where few crashes have occurred and no KSI crashes. 5. Segment along West Hudson Road was manually added to the HIN due to the number of crashes and contiguity with segments of Highway 62 that are on the HIN. 16 1 NWA VISION ZERO PLAN Figure 11: All Modes High Injury Network All Modes High Injury Network i Northwest Arkansas Bella Vista ^� t Gravette.�` Rontonville Centerton 1 Rogers r Siloam Springs Springdale, 412 Tontitown Ozark National Forest Fayetteville 7 Prairie Grove 62 Lincoln—/ Ozark National Forest T71? \ -�rx 12 1 Hobbs State 1 Goshen . Lake Sequoyah Elkin . fl Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m Ozark National Fores A� High Injury Network Parks & Open Space City Boundaries A: CRASH MAPS REPORT 1 17 Figure 12: Pedestrian High Injury Network 71 Gravette Pedestrian High Injury Network Northwest Arkansas Bella Vista ^ ~ T Centeno -'` Beritonville/ l i Rogers ; Hobbs State 71� r Siloam Springs Springdale, 412 Tontitown Ozark National Forest ,r Goshen Fayetteville _r; Ltke Sequoyah Elkin t Prairie Grove i i+ 62 71 Lincoln Ozark National Forest ) j Ozark National Fores Note: Maps based on Arkansas DOT ACAT data ■ and Missouri DOT STARS data for all recorded 0 2.5 5 mi qlag crashes between 2017-2021. m o High Injury Network Parks & Open Space City Boundaries 18 1 NWA VISION ZERO PLAN Figure 13: Bicycle High Injury Network Pineville 71 1 Bicycle High Injury Network Jane Northwest Arkansas Gateway Bella Vista ^ ~ T Devl ebro Gravette l Centerton 1 Bentonville \ _ -- A I Rogers'- Hobbs State Pa _ 71 Siloam Springs , ' Springdale• 412'-- Tontitown Ozark National Forest tr — � Goshen Fayetteville Lake Sequoyah Par 7 Prairie Grove �1�l 62 71 i Lncoln Ozark National Forest J Note: Maps based on Arkansas DOT ACAT data 0 2.5 5 mi and Missouri DOT STARS data for all recorded crashes between 2017-2021. m o High Injury Network Parks & Open Space Ozark National Fores City Boundaries C� R, TV. - -.. . V '• A: CRASH MAPS REPORT 1 19 Figure 14: Motorcycle High Injury Network '!71 Motorcycle High Injury Network Northwest Arkansas Gateway' Bella Vista Devi e Gravette l Centerton 1 Bentonville 1 Rogers�� � Hobbs State 711 Siloam Springs , Ito Springdale, 412 Tontitown Ozark National Forest Goshen Fayetteville L1ke Sequoyah Par i Elkin . Prairie Grove j � —/ 62 71 Li Lincoln o High Injury Network Parks & Winslow Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi A crashes between 2017-2021. m : - • 'IBM 20 1 NWA VISION ZERO PLAN Figure 15: Motor Vehicle High Injury Network ■ Pineville 71 Motor Vehicle High Injury Network Jane Northwest Arkansas Gateway Bella Vista 0 ebro Gravette Centerton� / Bentonville ' o :ao � Rogers 4 Hobbs State Pa 0 71} Siloam Springs `l Springdale 412 0 Ozark National Forest ' - Goshen Fayetteville Lake Sequoyah Par 7 Prairie Grove �.1f 62 71 i Lncoln Ozark National Forest J Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m o High Injury Network Parks & Open Space Ozark NatioJForres City Boundaries TV. - -. . . A MR, • � lis ' • A: CRASH MAPS REPORT 1 21 Safer Streets Priority Finder (SSPF) Tool SSPF Tool Background Toole Design, in collaboration with the City of New Orleans, University of New Orleans Transportation Institute, and New Orleans Regional Transit Authority, developed the SSPF tool I The SSPF Tool is a free, interactive, open -source resource available at the national scale that can help transportation practitioners identify a street network that is similar to a HIN for bicyclists and pedestrians. The network goes further than a typical HIN by not only taking into consideration areas where a disproportionate share of fatal and serious injury crashes have already occurred, but also areas that have factors present that are likely to contribute to future risk. Figure 16: Safer Streets Priority Finder Tool Methodology. Source: Toole Design Group. 2 3 https://www.saferstreetspriorityfinder.com/tool/ 22 1 NWA VISION ZERO PLAN The SSPF produces two main outputs: • Sliding Windows Analysis: How the HIN maps were developed for this report in the previous section. • Safer Street Model: Estimated future societal costs forbicycle and pedestrian crashes only. The following sections will provide high level summaries for each analytical methodology and the results from each analysis. For more detailed information on the methodologies for each analysis, please see SSPF Technical Report. Safer Streets Model The Safer Streets Model brings the segmented road network window segments, produced in the Sliding Windows Analysis, into a Bayesian statistical framework to estimate crash risk throughout the system. This framework incorporates external information about how many crashes might be expected, called a Bayesian prior, alongside the crash history. The model estimates crash risk rates per mile for each road segment for pedestrian and bicyclists based on injury severity. These values are then converted to societal crash cost estimates based on the costs assigned to each crash severity.' The Safer Streets Model is only available to model bicycle and pedestrian crashes. The model cannot estimate or model future motor vehicle or motorcycle crashes at this time. 4 https://safety.fhwa.dot.gov/hsip/docs/fhwasa17071.pdf Key Output Corridors with highest potential risk for bicycle and pedestrian crashes to occur in the future using both historical crash data and a statistical crash cost model based on functional road classification. The values used to assign corridors were: ■ One-year costs for pedestrians: $100,000 ■ One-year costs for bicyclists: $25,000 ■ Pedestrian Safer Streets Model Rankings o High: $600,000 + o Moderate -High: $20,0000 - $60,0000 o Moderate: $50,000 - $20,0000 o Moderate -Low: $25,000 - $50,000 o Low: $0 - $25,000 • Bicycle Safer Streets Model Rankings o High: $30,000 + o Moderate -High: $15,000 - $30,000 o Moderate: $5,000 - $15,000 o Moderate -Low: $2,500 - $5,000 o Low: $0 - $2,500 A: CRASH MAPS REPORT 1 23 Figure 17: Pedestrian Safer Streets Model Bella Vista Gravette Centertor Siloam Springs - 41� Ozark National Forest T- Pedestrian Safer Streets Model Map Northwest Arkansas Devils Rogers' . t Hobbs State 71' Springdale, Tontitown Goshen Safer Streets I / J Model Rankings Fayetteville, Lake Sequoyah Par High Y �M d t H h 7 Prairie Grove t r� 62 r�� Lincoln 1 t I Ozark National Forest Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded crashes between 2017-2021. 0 2.5 5 mi m o era e- Ig Moderate Moderate -Low Low Parks & Open Space City Boundaries Note: Safer Streets Model uses a Bayesian Priors Network Models to show / future potential crash risk using societal crash costs per FHWA Crash Costs for Highway Safety Analysis Ozark National Fores and national crash rates per mile for the functional class. 24 1 NWA VISION ZERO PLAN Figure 18: Bicycle Safer Streets Model Bicycle Safer Streets Model Map Northwest Arkansas Bella Vista_�l Gravette T� t � Centertan BentonVIII r � � . Rogers Siloam Springs _I „ 1 Springdale• kk— t 412 Tontitown za Natiolfar4est Fayetteville Prairie Grove t E �._. ►+ 62 71 _--l-incoln7-' Ozark National Forest Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m t — ay_1U A Devils Eye iAe v I S-1 Hobbs State GoshenA Safer Streets kr Model Rankings M'b o — High — Moderate -High Elkins Moderate Moderate -Low Low Parks & Open Space City Boundaries Note: Safer Streets Model uses a Bayesian Priors Network Models to show future potential crash risk using societal crash costs per FHWA Crash Costs for Highway Safety Analysis Ozark National Fores and national crash rates per mile for the functional class. q., ft M-N, . * - . . .. W A: CRASH MAPS REPORT 1 25 THIS PAGE INTENTIONALLY LEFT BLANK Appendix B: Descriptive Crash Analysis This document summarizes the results of the descriptive crash analysis conducted for the Northwest Arkansas Region Planning Commission (NWARPC) as part of the Vision Zero Plan development process. The focus of Vision Zero and the Safe System Approach is on eliminating deaths and serious injury crashes on roadways. Thus, this descriptive crash analysis aims to systematically analyze killed and serious injury (KSI) crashes —using the injury classification codes KA—as well as all reported crashes that have occurred throughout the region. The descriptive analysis uses pivot tables to provide an overview of factors and contexts that contribute to reported crashes on all roads in Northwest Arkansas from January 1st, 2017 through December 31st, 2021. During this period, the United States experienced a variety of changes due to the global COVID-19 pandemic. While traffic volumes reduced during this time, fatal and serious crashes on roadways across the country and in Northwest Arkansas were sustained and, in many places, increased. This analysis does not specifically call out crashes during this pandemic era, rather, it focuses on a variety of characteristics of the region's roadways that may impact fatal and severe injury crashes. The descriptive crash analysis methodology consisted of data collection, consolidation, processing, and contextualization based on available crash and roadway attribute data in Arkansas and Missouri to develop the results shown. A series of high-level descriptive summary tables capture relationships between region -wide crash data, infrastructure data, and contextual variables. These tables explore overall crash trends and patterns that can be used to guide the selection of variables warranting deeper analysis, new roadway behavior programs, policy changes, or the selection of safety countermeasures for project development. The Descriptive Crash Analysis Report information provides engineers and decision makers with more information to design roads that respond to historical crashes and determine where similar crash conditions exist across the system. This Report also provides information on education, engagement, and enforcement initiatives that can improve road user behaviors as well as policy changes that increase safety. The Descriptive Crash Analysis Report relates to both the Crash Maps Report and the Equity Analysis Framework. These reports should be used to inform actions and project prioritization in the Vision Zero Plan. Overview of State Crash Report Forms and Guidance Police officers complete the Arkansas or Missouri Vehicle Accident Report Forms (Report Forms) when investigating a roadway crash"The Report Forms allow responding officers to document information about the involved parties, location, crash factors, as well as the vehicle types involved in the crash. The Arkansas Motor Vehicle Crash Report Instructions Guide and the Missouri Uniform Crash Report Preparation Manual (the Guides) provide police officers with guidance on completing the Report Forms.1A Aside from providing instructions, these Guides stress the importance of accurate crash data reporting and usually note the time in which injury severity needs to be tracked and updated following a crash. The Report Forms and Guides outline how crash details are collected and guide accuracy of information collected that informs changes to projects, programs, and policies that can improve roadway safety. 1 https://www.dfa.arkansas.gov/images/uploads/driverServicesOffice/SRl21.odf 2 httos://dor.mo.gov/forms/1140.pdf 3 https://www.nhtsa.gov/sites/nhtsa.gov/files/documents/arcrash report instruction manual 1 2007.pdf 4 httos://www.mshp.dos.missouri.gov/MSHPWeb/PatroLDivisions/PRD/documents/SHP-2%2OSTARS%2OStatewide%20ManuaL.odf APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 27 Overview of Data Resources Descriptive Crash Analysis The Arkansas Crash Analytics Tool (ACAT) and the Missouri Methodology & Data Sources Statewide Traffic Accident Records System (STARS) are online interactive mapping tools and data portals that This section describes the steps taken to assemble the allow users to access, query, and summarize crash data working datasets (see Table 1), as well as the analytical in the States of Arkansas and Missouri.',' Users can use framework used to develop pivot table results for all filters, such as geography or crash severity, to refine reported crashes using the same study period as the Crash their queries and summarize the data through a variety Maps Report, from 2017 through 2021. The memo presents of report types and chart types. descriptive statistics of historical crashes stratified by various attributes, such as injury severity, environmental conditions, behaviors, and movement types. Table 1: Data Sources �. ' AR ACAT Crashes_FC Crash Data • rpc_crashes_2017_2021 MO STARS • sequence —of —events • contributing —circumstances • Driver AR ACAT DriverAction Crash Driver Data • DriverCondition MO STARS driver—passe nger_nwarpc_2017_2021 AR Crash Passenger Data MO AR Crash Vehicle Data MO AR Crash Non -Motorist Data ACAT Passenger STARS driver_passenger_nwarpc_2017_2021 ACAT Vehicle STARS vehicle_nwarpc_2017_2021 ACAT • NonMotorist • NonMotoristActionAtTimeOf Crash MO STARS N/A — part of drive r_passenger_nwarpc_2017_2021 Centerline Both OSM ways Intersection Both OSM N/A - derived from OSM ways AR ARDOT SIR_TIS/Road_Inventory_Vector_Tiles/Functional Class Functional Class MO MOOT SS_PAVEMENT_2021 SIR_TIS/Road_Inventory_OnSystem/Roadlnventory SemiLive AR ARDOT Lane Count - OnSystem MO MODOT SS_PAVEMENT_2021 AR ARDOT SIR_TIS/Combined_Traffic_Data/Average Daily Traffic Stations AADT MO MODOT SS—PAVEMENT-2021 Speed Traffic Control Transit Stops AR ARDOT TPP_GISMapping/Linear_Speed_Zones/Linear Speed Zones MO MODOT SS—PAVEMENT-2021 MO MODOT SS_INTERSECTION_2021 Both OSM nodes Ozark Regional Transit Both and Razorback Transit General Transit Feed Specification (GYPS) data feed Population by Age Both US Census Bureau 2021 ACS 5-year estimates, Table B01001 Urban/Rural Both US Census Bureau 2020 Decennial Census Urbanized Areas and Urban Clusters 5 https://experience.arcgis.com/experience/191lf992cabc484a98f64e7c36c2b262/ 6 https://www.mshp.dps.missouri.gov/TR15Map/index.*sp 28 1 NWA VISION ZERO PLAN Geocoding Crash Data Geocoded crash data is critical to understanding crash patterns. Crash Report Forms completed by the police are the primary source for crash data. While this data only captures crashes reported to authorities, it is often the most complete data source and provides necessary details for informing engineering treatments, such as the location of the crash and dynamics between the primary parties involved in the crash. Crash data used in this analysis were collected using the Arkansas and Missouri ACAT and STARS portals and processed by the consultant team. Crash data were filtered to include all crashes that occurred within the NWARPC boundary from 2017 through 2021 for all modes. The crash data used in this analysis was reviewed and assessed by the consultant team for accuracy and consistency. It is important to note for this analysis, vulnerable road users include pedestrians, bicyclists, or motorcyclists. The consultant team coded crashes based on the most vulnerable road user involved, using the following order: pedestrian, bicycle, motorcycle, and motor vehicle. For example, a crash between a motor vehicle and pedestrian involves both of those modes, but since the pedestrian is the more vulnerable road user, the overall crash would be coded as pedestrian. When a crash occurred between users of the same mode, or if there was only mode type involved in a crash, the crash was coded to that mode. For example, a crash between two motor vehicles, or a crash of just a single motor vehicle would both be coded as a motor vehicle crash. Crashes that occurred on the Interstate Highway System are sometimes excluded from crash analysis. Some of these reasons include different crash dynamics and safety countermeasures that are applicable for Interstate highways and less so with local roads, complex jurisdictional coordination required for addressing crash risk along the Interstate, and often enforcement efforts are used as a primary safety countermeasure. This crash analysis includes all crashes on all road types regardless of roadway ownership within the NWARPC to look at all roads as one system through the Safe System Approach.' However, coordination for improvements may need to be coordinated with the entity that owns and maintains the right-of-way. Spatial Data Consolidation A full centerline dataset that covered both the Arkansas (AR) and Missouri (MO) portions of the NWA region was not available. There were centerline datasets available from Arkansas Department of Transportation (ARDOT) and Missouri Department of Transportation (MoDOT), however their geometries did not align at the border, nor did they use consistent conventions for street names, both of which would cause issues in the HIN analysis. Instead of attempting to rectify these differences, it was decided to use OpenStreetMap (OSM) data and conflate other attributes onto that. This was because the OSM dataset was consistent across the NWA region, and spatially aligned well with the other ARDOT and MoDOT datasets, giving the conflation process a higher degree of accuracy. Like centerlines, a full intersection dataset for both the AR and MO portions of NWA region was not available. There was an intersection dataset from MoDOT, but not one from ARDOT. However, since the analysis used a topologically valid centerline network from OSM, it was decided to create a new intersection dataset based on this road network, and then assign the relevant information from other datasets to this new intersection layer. Intersection points were created at all segments start/end points. Then to filter out non -intersections (i.e., dead ends and breaks along a single segment due to an attribute change), only points with three or more legs were considered to be valid intersections. Functional Classification Functional classification data from ARDOT and MoDOT was available for a subset of the road network for both the AR and MO portions of the NWARPC region. Values between the two datasets were not the same in terms of spelling and grouping', so they were first consolidated into a single list. Then, these known values were conflated onto the OSM network using spatial matching. After known values were conflated, gaps were filled using known data by matching the known 7 https://safety.fhwa.dot.gov/zerodeaths/docs/FHWA SafeSystem Brochure V9 508 200717.pdf 8 For example, "Interstate Highway" might be used in one dataset while "IH" is used in another dataset. They mean the same thing but will be treated as different things when we use programming scripts to perform the analysis. Make them consistent is necessary to make sure our analysis results are accurate. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 29 and unknown segments based on the OSM name, and the OSM highway tags (the OSM version of functional classification). Finally, for anything that remained unknown, functional classification was determined based on the most common functional classification type per OSM highway tag. Lane Count Lane count data from ARDOT and MoDOT was available for a subset of the MPO road network. The MoDOT lane data was provided as directional linework with values for each direction, which were first combined into a single dataset. These two datasets were then conflated onto the OSM network. Since lane count was an attribute within the crash datasets, road network segments with missing values were assigned the median lane count value of the crashes that occurred on them. Finally, remaining gaps were filled by matching segments with known values to those with unknown values based on matching name and functional classification. Finally, any remaining unknown segments were assigned a value based on an average known value for their functional classification. Annual Average Daily Traffic (AADT) AADT data was available from ARDOT and MoDOT, but not for all roads within the NWARPC region. The ARDOT AADT data was provided in point form, but with some linear referencing system (LRS) information about the segments of roadway that it encompassed. In order to transform it into segment data to conflate onto the OSM network, statewide LRS information was acquired, and using the LRS information in the points, extents along the LRS network were created. The MoDOT AADT data was provided in segment form, so it was not necessary to do a similar transformation. However, it was part of the same bidirectional dataset that contained lane data, so it was first pre-processed to create a combined AADT value. With known values in segment form created, these were then conflated onto the OSM network. These known values were then used to fill in gaps based on name and functional classification matches. For remaining gaps, a value was assigned based on the average value by functional classification. Speed Limit Speed limit was available from both ARDOT and MoDOT, although not with full coverage for the MPO. These known values were then spatially conflated to the OSM network. Like lane count, speed limit was an attribute of the crash data, so where these values were reported in the crashes, the median recorded value was assigned to the road network. Gaps in the data were then filled in by matching segments with known values to those with unknown values based on matching name and functional classification. Remaining gaps were then assigned a value based on the average value for their functional classification. Intersection Control Intersection control data was only available from MoDOT for the MO area of the NWA region, but were not available in the AR portion of the NWA region. The MoDOT intersection data was limited to signalization and those were assigned to the intersection dataset. Then for the rest of the intersections, signalization and stop control data were assigned from information available in OSM, including traffic lights in the AR portion of the NWA region. Any intersection with stops was assigned as stop controlled (i.e., both two-way and all -way stops). In lieu of any other data sources, the lack of any known control at an intersection was assumed to be uncontrolled. 30 1 NWA VISION ZERO PLAN Study Limitations Multiple State Crash Data Standards Since the NWARPC covers both Arkansas and Missouri, crash data from both states were used for this analysis. While both state's crash data generally tracked the same type of information, the nuances of how specific details were tracked varied between the two. Given that each state uses different forms and consolidates crash data differently, there were a few datasets that could only be analyzed in either Arkansas or Missouri that were not included in this report for the entire region. For the purpose of this report for NWARPC, only common datasets between both states were analyzed to understand crashes at a regional level. This provides consistency in analysis and methodology for the entire region. As a result of this, the analysis preformed was limited to categories that were present in both datasets. For example, if one dataset listed the primary cause of a crash, and the other dataset listed multiple contributing causes, it would not be possible to create either a primary crash cause or a list of crash causes, because each of those datasets is not available in the other state. Additionally, in circumstances where there were matching overall categories but the values for each category differed, the lowest common denominator of coding was used. For example, if one dataset listed crashes with specific types of fixed objects (tree, guardrail, traffic signal, etc.), but the other data just listed all crashes with fixed objects the same, both datasets would be simplified to only list the crash as with a fixed object. Possible additional analysis of datasets unique to each state may be suggested to further understand crashes based on individual state data availability. Temporal Consistency Limitations The consultant team studied crashes that occurred over a period of five years, from 2017 through 2021. The compiled roadway data reflect current conditions according to the data made available at the time of this analysis. It can be assumed that some changes in roadway design and operations have occurred over the previous five years that cannot be accounted for. For example, if a crash occurred in 2016 and the posted speed limit changed from 35 mph down to 30 mph in 2018, this analysis would link the 2016 crash with the present day 30 mph configuration. Roadway Improvements during Study Period Results are based on crash data and current attribute data from 2017-2021 and do not account for any roadway improvements made during the study period. It is recommended that the NWA Region conduct a further before and after comparison analysis at any location with major safety improvements to determine if the roadway improvements had any effect on crash severity, crash frequency, crash causes, and/or crash types. This type of analysis would also inform the effectiveness of roadway safety improvements within the region. Exposure data Region -wide volumes via average annual daily traffic (AADT) for motor vehicles were available, however pedestrian and bicyclist volumes were not readily available. The analyses reported here do not adjust for exposure rates based on volumes by modes. Therefore, results show crash density but not frequency of crashes based on how many people are walking, which is also called exposure. For example, in many communities, pedestrian crashes are more common during daylight conditions than dark conditions. This does not mean that daylight conditions are more dangerous than dark conditions. Rather, it reflects the fact that people are more likely to travel, and especially more likely to travel by walking, in light conditions than in dark conditions. Having volume by mode would allow for understanding exposure and frequency for those two modes. Some proxies for exposure are noted in this analysis, such as land use, transit facilities and functional classification. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 31 Transportation Data for Future Study As the Safe System Approach is used throughout the region, additional data can assist communities to understand crash risk and take a more proactive approach to safety. Regionwide bicycle and pedestrian volume data were not available to more accurately measure crash risk for bicyclists and pedestrians. • Several datasets listed below would help identify or refine risk factors but were either not available in GIS format, or were available, but with limited coverage: Roadway ownership and jurisdiction Vehicle operating speeds Crosswalk style Street width Traffic signal phasing Transit frequency and boarding/alighting counts Location of fixed objects (raised medians, barriers, utility poles, etc.) Marked crosswalks and crosswalk enhancements Sidewalks Statistical Test Methodology To test if a certain category of crashes has a significantly higher KA crash rate (defined as the number of KA crashes out of all crashes) than the average KA crash rate, a two -proportion Z-test was performed. When this test is applied to overall crash categories, the KA crash rate for each category is compared with the overall average KA crash rate (i.e., 1,369 out of 58,896 as shown in Table 2). When this test is applied to VRU crash categories, the KA crash rate for each category is compared with the VRU average KA rate (447 out of 1,644 as can be referred from Table 4) instead of the overall average KA rate to identify factors that are associated with significantly high KA rate for VRU crashes. The confidence level used for this test is 95%. Categories that have either less than 10 KA crashes or less than 10 non-KA crashes are excluded from the analysis because they don't meet the sample size requirement of the test. Throughout the report, statistically significant results are highlighted in red. 32 1 NWA VISION ZERO PLAN Summary of Key Findings Year of crash data: 2017-2021 Total crashes: 58,896 Total fatal (K) crashes: 220 Total serious injury (A) crashes: 1,149 Crashes by Year: While 2020 had the smallest share of all crashes across the five years (17.71%), it had the second highest percentage of KA crashes (20.45%) and the highest percentage of crashes resulting in KAs (2.68%). Injury Severity: While the majority of crashes result in less severe injuries in NWA, an average of 44 crashes resulted in death and 230 crashes resulted in serious injury in the NWA region. Crashes by Mode: • Pedestrians: Pedestrian cashes (320) made up 0.6% of all crashes with a known mode (57,087) and 9% of KA crashes with a known mode (1,345) • Bicycles: Bicycle crashes (245) made up 0.4% of all crashes with a known mode (57,087) and 3% of KA crashes with a known mode (1,345) • Motorcycles: Motorcycle crashes (1,079) made up 2% of all crashes with a known mode (57,087) and 21% of KA crashes with a known mode (1,345) • Motor Vehicles: Motor vehicle crashes (55,443) made up 97% of all crashes with a known mode (57,087) and 67% of KA crashes with a known mode (1,345) First Harmful Event: Collision with vehicle in transport is a subset of the total crashes (37,499 crashes at 73.98% of all crashes and 572 KA crashes with 45.61% of all KA crashes) was the most common crash type, however, collision with a pedestrian was the collision type with the greatest risk of resulting in a KA (203 all crashes and 106 KA crashes with 34.30% resulting in a KA). See Table 6. Bicycle Crashes: Motorist traveling straight with bicyclist crossing road (36% crashes, 31% KA crashes) was the highest bicycle KA crash type (14 KA crashes) Pedestrian Crashes: Motorist traveling straight with pedestrian crossing road (39% crashes, 48% KA crashes) was the highest pedestrian KA crash type (56 KA crashes) Motorcycle Crashes: Motorist turning left with motorcycle traveling straight (30% crashes, 35% KA crashes) was the highest motorcycle KA crash type (52 KA crashes) Motor Vehicle Crashes: Vehicle 1 traveling straight with vehicle 2 straight (24% crashes, 42% KA crashes) was the highest motor vehicle KA crash type (224 KA crashes) Speeding: 43% of speeding crashes resulted in a KA when a vulnerable roadway user was involved compared to just 6% for all modes. Intersections vs. Segments: Crashes occurred most often at intersections (65% of crashes, 54% of KA crashes). While segment crashes had a lower share of both overall crashes and KA crashes, segment crashes had a slightly higher rate of resulting in a KA outcome (3%). Urban vs. Rural: There are more crashes in urban areas (all, KA, and vulnerable road users) than rural areas in NWA. However, more rural crashes are likely to result in a KA outcome for all modes (4.46%) and vulnerable road users (35.75%). APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 33 Traffic Volume: Streets with an AADT less than 5,000 had the largest share of both overall crashes (31%) and KA crashes (35%). Functional Classification: Most crashes (all, KA, and vulnerable road user) occurred on major and minor arterials in NWA. Posted Speed Limit: KA crashes occurred most often on streets with a 55mph posted speed limit (21% of KA crashes) and the highest percentage of crashes resulting in a KA (6.27%) also occurred on streets with a 55 mph posted speed limit. The majority of crashes and KA crashes involving a vulnerable road user occurred on streets with a posted speed limit of 45mph. Number of Lanes: Crashes occurred most often on four -lane roads (40% crashes, 38% KA crashes). For vulnerable road users, the most crashes (760, 46.63%) and the most KA crashes (194, 43.79%) occurred on two-lane roads. One -Way vs. Two -Way Streets: For all modes, crashes occurred most often on two-way streets (82% crashes, 85% KA crashes). Crashes on two-way roads were slightly more severe for all modes. Vulnerable modes followed a similar trend with the most crashes occurring on two-way roads (90% crashes, 87% KA crashes). However, the severity of crashes for vulnerable road users significantly increased on one-way streets, with 35% of crashes for vulnerable road users on one-way streets resulted in a KA. Intersection Control: For all modes, crashes occurred most often at intersections with no traffic control (58% crashes, 68% KA crashes). Crashes at stop sign controlled intersections were slightly more severe with 2.45% of crashes resulting in a KA outcome. Historically Disadvantaged Communities and Areas of Persistent Poverty: Areas where historically disadvantaged communities and persistent poverty overlap has 14% (8,174) of regional total crashes and 12% (165) KA crashes, despite having only 6% of the regional roadway centerline miles. For vulnerable road user involved crashes, areas where historically disadvantaged communities and persistent poverty overlap have 15% (246) of regional total crashes and 16% (71) KA crashes, despite only 6% of the regional roadway centerline miles. Time of Day: For all modes, crashes were fairly evenly distributed across the day but occurred most often between 3:00pm and 6:00pm (20% crashes, 16% KA crashes). Night crashes between 9:00pm and midnight were slightly more severe than other times of day with 4% of crashes resulting in a KA outcome. Roadway Surface Condition: For all modes, crashes occurred most often in dry conditions (80% crashes, 82% KA crashes). For all modes, crashes occurred most often in dry conditions (80% crashes, 82% KA crashes). This is true for vulnerable road users involved crashes as well as over 90% of overall crashes and KSI crashes happening in dry conditions. Lighting Conditions: For all modes, crashes occurred most often in daylight (74% crashes, 61% KA crashes). Dark crashes without lighting were the most severe with just under 5% of crashes resulting in a KA outcome. Proximity to Transit, Schools, or Parks: Most crashes do not happen within 500 feet of a transit stop, school, or park in the NWA region. 34 1 NWA VISION ZERO PLAN Crash Trends The following sections summarize crash data from Injury Severity10 2017 through 2021 to provide statistical trends into temporal patterns, actions leading up to a crash, and Table 3 summarizes crashes by injury severity based environmental characteristics. on the highest level of injury reported to be sustained in the crash. Based on this data, an average of 44 crashes Crashes by Year9 resulted in death and 230 crashes resulted in serious injury in the NWA region. Less severe crashes account Table 2 summarizes the number of crashes and crashes for the largest share of crashes, whereas the most that resulted in KA crashes from 2017 through 2021. severe crashes account for the lowest share of crashes. The Percent KA Crashes by Year column shows the More details about the location of the crashes and share of KA crashes in each year compared to the other the dynamics related to the crashes will be described years. The Percent Crashes resulting in a KA column throughout this analysis. show of all the crashes that occurred in that year, what percent resulted in a fatality or series injury. Table 3: Crashes by Injury Severity, 2017-2021 While 2020 had the smallest share of all crashes Injury Severity across the five years (17.71 %), it had the second highest Fatal injury (K) 220 0.37% percentage of KA crashes (20.45%) and the highest Suspected serious injury (A) 1,149 1.95% percentage of crashes resulting in KAs (2.68%). In Suspected minor injury (B) 4,705 7.99% 2021, the number of KA crashes and the percentage of Possible injury (C) 7,186 12.20% crashes resulting in a KAs decreased, but the overall No apparent injury (0) 45,636 77.49% number of crashes rose to a record high of 12,336. Total 58,896 100.00% Table 2: Crashes by Year, 2017-2021 2017 12,154 20.64% 284 20.75% 2.34% 2018 11,664 19.80% 266 19.43% 2.28% 2019 12,309 20.90% 264 19.28% 2.14% 2020 10,433 17.71% 280 20.45% 2.68% 2021 12,336 20.95% 275 20.09% 2.23% Total 58,896 100.00% 1,369 100.00% 2.32% 9 Crash year was derived from the provided crash reports. For AR, that was the column 'crash date in the table 'crashes_fc , and for MO that was the column 'date_0' in the table 'rpc_crashes_2017_2021' 10 Crash level injury severity was obtained directly from the crash reports. For AR, that was the column 'crashseverity' in the table 'crashes_fc', and for MO that was the column 'acc_svrty_rtng_nm' in the table 'rpc_crashes_2017_2021' APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 35 Crashes by Mode" Table 4 summarizes crashes by injury severity and mode. Motor vehicle crashes accounted for most of the crashes with 97% of total crashes. This is expected as most trips in the United States are typically made by motor vehicle. Motorcycles followed with roughly 2% of crashes. Pedestrian crashes ranked third highest with roughly 1% of the total crashes, while bicycle crashes had the lowest crash share at slightly less than 0.5%. While motor vehicle crashes accounted for the largest share of both overall crashes and KA crashes, when vulnerable road users were involved in a crash, the risk of death or serious injury increased disproportionately (see Table 5 and Figure 1). • Pedestrians: Pedestrian cashes made up 0.6% of all crashes but 9% of KA crashes • Bicycles: Bicycle crashes made up 0.4% of all crashes but 3% of KA crashes • Motorcycles: Motorcycle crashes made up 2% of all crashes but 21 % of KA crashes • Motor Vehicles: Motor vehicle crashes made up 97% of all crashes but only 67% of KA crashes Table 4: Crashes by Injury Severity and Mode, 2017-2021 Fatal injury (K) 4 37 38 138 3 Suspected serious injury (A) 41 79 248 760 21 Suspected minor injury (B) 112 125 399 3,950 119 Possible injury (C) 51 59 167 6,743 166 No apparent injury (0) 37 20 227 43,852 1,500 Total 245 320 1,079 55,443 1,809 Table 5: Share of crashes compared to the % of crashes that resulted in a KA, 2017-2021 Bicycle 245 0.4% 45 3.3% 18.4% Pedestrian 320 0.5% 116 8.5% 36.3% Motorcycle 1,079 1.8% 286 20.9% 26.5% Motor Vehicle 55,443 94.1% 898 65.6% 1.6% Unknown 1,809 3.1% 24 1.8% 1.3% Total 58,896 100.00% 1,369 100.00% 2.3% Figure 19: Share of crashes compared to the % of crashes that resulted in a KA, 2017-2021 0.4% 0.6%1 _,_r2% 70 Jlldl C VI Crashes ■ Bicycle ■ Motorcycle ■ Motor Vehicle Pedestrian 3% % Crashes resulting L in KA A 11 Crash mode was determined by the most vulnerable road user involved in the overall crash. Person mode was derived from various elements within the crash reports. For AR, pedestrians and bicycles were identified using the column 'non —motorist —type' in the table 'non_motorist'. Pedestrians were those with values 1 ('Pedestrian') and 2 ('Other pedestrian (wheelchair)'). Bicycles were those with values 5 ('Bicyclist') and 6 ('Other cyclist (tricycle, etc.)'). Motorcycles and motor vehicles were identified using the column 'vehicle —type' in the table 'vehicle'. Motorcycles were the values 30 ('Motorcycle'), 31 ('Motor scooter'), and 30 ('Moped'). Motor vehicles were all other values for 'vehicle type' For MO, pedestrian, bicycle, and motor vehicle were from the column 'hp_person_invl_cd' of the table 'driver passenger'. Motor vehicles were the value 01 ('DRIVER'), pedestrians were the value 02 ('PEDESTRIAN'), and bicycles were the value 03 ('PEDALCYCLIST'). Motorcycles were identified as a subset of motor vehicles, using the column 'vehicle —body —type' in the table 'vehicle', with the values 10 ('MOTORCYCLE') and 12 ('MOTORIZED BICYCLE'). 36 1 NWA VISION ZERO PLAN Crash Causation First Harmful Event12 with the highest injury severity, with 34% of crashes resulting in KAs. Collisions with bicyclists were also Table 6 summarizes the crash causes based the significantly severe with 18% resulting in KAs. The recorded first harmful event for all crashes where following crash causes also lead to significantly higher first harmful event is known. The most common rates of crashes resulting in KAs compared to the crashes were motor vehicle crashes, collisions with average rate: Fell or jumped from vehicle (29.17%), other vehicles, fixed objects, with parked vehicles or collision with a fixed object, collision with anon - an animal. However, these types of crashes were less fixed object, and overturn or rollover. Seven percent likely to result in KAs. of crashes resulting in a KA were also caused by on Collisions with pedestrians were the crash cause unknown first harmful event. Table 6: First Harmful Event by All Modes, 2017- 2021 Cause of Crash # of % of % of Crashes that Crashes Crashes Resulted in KA Collision with vehicle in transport 37,499 73.98% 572 45.61% 1.50% Collision with fixed object 7,798 15.39% 356 28.39% 4.37% Collision with parked vehicle 1,782 3.52% 17 1.36% 0.94% Collision with animal 1,364 2.69% 9 0.72% 0.66% Over turn or rollover 831 1.64% 109 8.69% 11.60% Collision with pedestrian 203 0.40% 106 8.45% 34.30% Collision with non -fixed object 242 0.48% 14 1.12% 5.47% Other non -collision 219 0.43% 8 0.64% 3.52% Cargo shift or loss 186 0.37% 0.00% 0.00% Collision with bicycle 135 0.27% 30 2.39% 18.18% Unknown 151 0.30% 11 0.88% 6.79% Ran off road - right 80 0.16% 5 0.40% 5.88% Fell orjumped from vehicle 34 0.07% 14 1.12% 29.17% Ran off road - left 43 0.08% 1 0.08% 2.27% Crossed centerline 42 0.08% 1 0.08% 2.33% Jackknife 34 0.07% 1 0.08% 2.86% Equipment failure 12 0.02% 0.00% 0.00% Collision with railway vehicle 10 0.02% 0.00% 0.00% Immersion 9 0.02% 0.00% 0.00% Ran off road - other 5 0.01 % 0.00% 0.00% Fire or explosion 3 0.01 % 0.00% 0.00% Separation of units 2 0.00% 0.00% 0.00% Crossed median 1 0.00% 0.00% 0.00% Total 50,6851 100.00% 1,254 100.00% 2.41% 1 This number is different from the total number of crashes (58,896) because 6,842 crashes have no First Harmful Event identified and are excluded from this table. 12 Crash level first harmful event was derived from various elements of the crash reports. For AR, this was simply the column 'first_harmful_event' in the table 'crashes_fc'. For MO, it was derived from the column 'event code' in the table 'sequence -of -events'. This table contained multiple events per person per crash. To get the first harmful event, the first harmful 'event_code' value ('event_code' >=16) was selected per person, using the order provided in ' hp_seq_evnt_seq_no'. In crashes where there were multiple persons with a first harmful event, the event that happened to the person who sustained the highest injury level was used. For how the values between the AR and MO crash reports were recorded for consistency see Appendix A. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 37 Bicycle Crashes Overall, motorists traveling straight led to the most Table 7 summarizes bicycle crashes by the primary crashes and the most severe crashes across all bicycle motorist's pre -crash movement and the bicyclist's movements (70% of crashes and 71% of KA crashes). pre -crash action to form bicycle "crash types".'1,14,11 Crashes with a motorist traveling straight and bicyclist While this data is limited it provides a glimpse into what crossing the road resulted in a significantly higher - actions were at play leading up to the crash. then -average percentage of KAs. The most common bicycle crash types in order of total KA crashes include: • Motorist traveling straight - bicyclist crossing road (36% crashes, 31 % KA crashes) • Motorist traveling straight - bicyclist in roadway (12% crashes, 13% KA crashes) Table 7: Bicycle Crash Types with One or More KA Crashes, 2017-2021 Other Other Total Unknown 1 1 0.59% 0.59% 1 1 2.22% 2.22% 100.00% 100.00% Crossing road 6 3.55% 1 2.22% 16.67% Parked Parked Total In roadway 1 7 0.59% 4.14% 1 2 2.22% 4.44% 100.00% 28.57% Adjacent to roadway 13 7.69% 3 6.67% 23.08% Along roadway - with traffic 13 7.69% 5 11.11% 38.46% Crossing road 61 36.09% 14 31.11% Straight In roadway 20 11.83% 6 13.33% 30.00% Other 3 1.78% 1 2.22% 33.33% Straight Total Unknown 8 118 4.73% 69.82% 3 32 6.67% 71.11% 37.50% 27.12% Along roadway - with traffic 8 4.73% 2 4.44% 25.00% Turn - left Crossing road 12 7.10% 2 4.44% 16.67% Turn - left Total In roadway 3 23 1.78% 13.61% 1 5 2.22% 11.11% 33.33% 21.74% Along roadway - with traffic 3 1.78% 1 2.22% 33.33% In roadway 12 7.10% 1 2.22% 8.33% Turn -right Other 2 1.18% 1 2.22% 50.00% Turn - right Total Unknown 3 20 1.78% 11.83% 2 5 4.44% 11.11% 66.67% 25.00% Total 169 100.00% 45 100.00% 26.63% 13 Bicycle pre -crash movement was derived from data within the crash reports. For AR, the column 'action -prior -to -crash' from the table 'non -motorist' was used. See <APPENDIX> for how these values were recoded. For MO, since there were no bicycle crashes in the study area, this step was skipped. 14 Motor vehicle pre -crash movement was derived from the crash reports. For AR, the column vehicle -maneuver' from the table vehicle was used. For MO, the column event -code from the table 'sequence -of -events was used. The first value for 'event -code' as ordered by 'hp-seq- evnt-seq-no was assigned to the vehicle. See <APPENDIX> for how different values between these two datasets were consolidated. 15 To determine bicycle crash types, only crashes that involved one or more bicycle and one or more motor vehicle were used. In cases where there were multiples of the same mode, the pre -crash movement of the highest severity injury level of each mode was selected as that mode's pre -crash movement. 38 1 NWA VISION ZERO PLAN Pedestrian Crashes Table 8 summarizes pedestrian crashes by derived crash types." The same approach was used to develop the pedestrian crash types by combining the primary motorist pre -crash movement and the pre -crash pedestrian action" The most common pedestrian crash types in order of KA crashes include: • Motorist traveling straight — pedestrian crossing road (39% crashes, 48% KA crashes) • Motorist turning left — pedestrian crossing roadway 0 1 % crashes, 3% KA crashes) • Motorist traveling straight — pedestrian adjacent to roadway (9% crashes, 7% KA crashes) • The combination of vehicles traveling straight and pedestrians either crossing the road or in the roadway resulted in a significantly higher KA crash rate than the average KA crash rate. Motorcycle Crashes'$ Table 9 summarizes motorcycle crashes by crash types. The same approach was used to develop the motorcycle crash types by combining the primary motorist pre - crash movement and the motorcycle pre -crash action.19 The most common motorcycle crash types in order of KA crashes include: • Motorist turning left — motorcycle traveling straight (30% crashes, 35% KA crashes) • Motorist traveling straight — motorcycle traveling straight (27% crashes, 28% KA crashes • These two crash combinations also resulted in KAs at a significantly higher rate than the average KA crash rate. 16 To determine pedestrian crash types, only crashes that involved one or more pedestrian and one or more motor vehicle were used. In cases where there were multiples of the same mode, the pre -crash movement of the highest severity injury level of each mode was selected as that mode's pre -crash movement. 17 Pedestrian pre -crash movement was derived from data within the crash reports. For AR, the column 'action_prior_to_crash' from the table 'non_ motorist' was used. See <APPENDIX> for how these values were recoded. For MO, there was only one pedestrian involved crash, so the pre -crash movement was manually coded to match the AR coding. 18 To determine motorcycle crash types, only crashes that involved one or more motorcycle and one or more motor vehicle were used. In cases where there were multiples of the same mode, the pre -crash movement of the highest severity injury level of each mode was selected as that mode's pre -crash movement. 19 Motorcycle pre -crash movement was derived from data within the crash reports. For AR, the column 'vehicle —maneuver' from the table ' vehicle was used. For MO, the column 'event_code' from the table 'sequence —of —events' was used. The first value for 'event code' as ordered by 'hp seq_evnt_seq_no' was assigned to the vehicle. See <APPENDIX> for how different values between these two datasets were consolidated. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 39 Table 8: Pedestrian Crash Types with One or More KA Crashes, 2017-2021 Motorist Pre -Crash Pedestrian Pre -Crash # of % of % of Crashes Movement Action Crashes Crashes that Resulted MmlinKA Other 2 0.68% 1 0.86% 50.00% Backing Unknown 3 1.02% 2 1.72% 66.67% Backing Total 5 1.69% 3 2.59% 60.00% Changing lanes Adjacent to roadway 1 0.34% 1 0.86% 100.00% Crossing road 3 1.02% 2 1.72% 66.67% Changing Lanes Total 4 1.36% 3 2.59% 75.00% On sidewalk 1 0.34% 1 0.86% 100.00% Other Other 2 0.68% 1 0.86% 50.00% Other Total 3 1.02% 2 1.72% 66.67% Parked Adjacent to roadway 2 0.68% 1 0.86% 50.00% Parked Total 2 0.68% 1 0.86% 50.00% In Roadway 1 0.34% 1 0.86% 100.00% Stopped in traffic Stopped in traffic Total Other 1 2 0.34% 0.68% 1 2 0.86% 1.72% 100.00% 100.00% Adjacent to roadway 26 8.81% 8 6.90% 30.77% Along roadway - against traffic 7 2.37% 3 2.59% 42.86% Alongroadway- withtraffic 14 4.75% 5 4.31% 35.71% Crossing road 116 39.32% 56 48.28% 48.28% Straight In roadway 24 8.14% 10 8.62% 41.67% None 4 1.36% 1 0.86% 25.00% On sidewalk 5 1.69% 2 1.72% 40.00% Other 16 5.42% 4 3.45% 25.00% Straight Total Unknown 5 217 1.69% 73.56% 3 92 2.59% 79.31% 60.00% 42.40% Adjacent to roadway 6 2.03% 1 0.86% 16.67% Turn - left Crossing Road 31 10.51% 3 2.59% 9.68% Unknown 3 1.02% 1 0.86% 33.33% Turn - left Total 40 13.56% 5 4.31% 12.50% Crossing road 14 4.75% 3 2.59% 21.43% Turn -Right Turn - right Total On sidewalk 2 16 0.68% 5.42% 1 4 0.86% 3.45% 50.00% 25.00% Crossing road 3 1.02% 2 1.72% 66.67% Unknown Unknown 3 1.02% 2 1.72% 66.67% Unknown Total Total 6 295 2.03% 100.00% 4 116 3.45% 100.00% 66.67% 39.32% 40 1 NWA VISION ZERO PLAN Table 9: Pre -Crash Movements for Non -Solo Motorcycle Crashes with One or More KA, 2017-2021 Backing Straight 3 0.54% 1 0.68% 33.33% Backing total 3 0.54% 1 0.68% 33.33% Parked 1 0.18% 1 0.68% 100.00% Changing lanes Straight 13 2.34% 3 2.03% 23.08% Changing lanes total 14 2.52% 2.70% 28.57% 2.70% Other Straight 4 0.72% 2 1.35% 50.00% Other total 4 0.72% 2 1.35% 50.00% Overtaking 1 0.18% 1 0.68% 100.00% Overtaking Turn - left 1 0.18% 1 0.68% 100.00% Overtaking total 2 0.36% 2 1.35% 100.00% Parked 12 2.16% 1 0.68% 8.33% Parked Stopped in traffic 6 1.08% 2 1.35% 33.33% Straight 21 3.78% 2 1.35% 9.52% Parked total 39 7.03% 5 3.38% 12.82% Slowing Straight 11 1.98% 6 4.05% 54.55% Slowing total 11 1.98% 6 4.05% 54.55% Stopped in traffic Straight 45 8.11% 4 2.70% 8.89% Stopped in traffic total 45 8.11% 4 2.70% 8.89% Changing lanes 13 2.34% 5 3.38% 38.46% Overtaking 4 0.72% 2 1.35% 50.00% Slowing 7 1.26% 2 1.35% 28.57% Straight Stopped in traffic 23 4.14% 3 2.03% 13.04% Straight 148 26.67% 42 28.38% 28.38% Turn - left 23 4.14% 5 3.38% 21.74% Turn - right 9 1.62% 2 1.35% 22.22% Straight total 227 40.90% 61 41.22% 26.87% Overtaking 5 0.90% 3 2.03% 60.00% Straight 164 29.55% 52 35.14% 31.71% Turn -left Turn - left 6 1.08% 1 0.68% 16.67% Turn - right 2 0.36% 1 0.68% 50.00% Turn - left total 177 31.89% 57 38.51% 32.20% Straight 21 3.78% 3 2.03% 14.29% Turn -right Turn - right 4 0.72% 1 0.68% 25.00% Turn - right total 25 4.50% 4 2.70% 16.00% Unknown Straight 8 1.44% 2 1.35% 25.00% Unknown - total 8 1.44% 2 1.35% 25.00% Total 555 100.00% 148 100.00% 26.67% APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 41 Motor Vehicle Crashes20 Table 10 summarizes motor vehicle crashes by crash types." A similar approach was used to develop the motor vehicle crash types by combining the primary motorist pre -crash movement (motorist 1) and the motorist 2 pre -crash action. Motor vehicle crash types were determined based on crashes involving one or more motor vehicles. Crashes involving only one motor vehicle were considered solo crashes, and therefore the only had one pre -crash action assigned. For crashes involving two or more motor vehicles, the pre -crash actions of the first two motor vehicles were selected by order of injury severity, which the most severely injured assigned as the first movement and the second most severely injured assigned as the second. In cases where the injury levels were the same, the first two motor vehicles were selected based on their vehicle ID values within the crash report. The most common motor vehicle crash types in order of KA crashes include: • Vehicle 1 traveling straight - vehicle 2 straight (24% crashes, 42% KA crashes) • Vehicle 1 turning left - vehicle 2 traveling straight (12% crashes, 15% KA crashes) • Vehicle 1 traveling straight - vehicle 2 turning left (9% crashes, 12% KA crashes) Vehicles traveling straight accounted for the greatest percent of KA crashes (65%), however no pre -crash movement or crash combination had a statistically significant percent of crashes resulting in a KA compared to the average KA crash rate. Table 10: Pre -Crash Movements for Multi -Motor Vehicle Crashes with One or More KA Crashes, 2017-2021 Backing Backing total Overtaking Solo 6 120 126 0.01% 0.30% 0.31% 1 1 2 0.19% 0.19% 0.38% 16.67% 0.83% 1.59% Changing lanes 86 0.21% 1 0.19% 1.16% Other 4 0.01% 1 0.19% 25.00% Straight 1,501 3.74% 8 1.51% 0.53% Changing lanes Turn - left 43 0.11% 1 0.19% 2.33% Turn - right 34 0.08% 1 0.19% 2.94% Solo 273 0.68% 11 2.08% 4.03% Changing lates total 1,941 4.84% 23 4.35% 1.18% Straight 145 0.36% 5 0.95% 3.45% Other Solo 172 0.43% 4 0.76% 2.33% Other total 317 0.79% 9 1.70% 2.84% Other 3 0.01% 1 0.19% 33.33% Overtaking Straight 102 0.25% 3 0.57% 2.94% Turn - left 56 0.14% 2 0.38% 3.57% Overtaking total 161 0.40% 6 1.13% 3.73% 20 Motor vehicle pre -crash movement was derived from the crash reports. For AR, the column 'vehicle maneuver' from the table 'vehicle' was used. For MO, the column 'event code' from the table 'sequence_of_events' was used. The first value for 'event code' as ordered by 'hp_seq_ evnt_seq_no' was assigned to the vehicle. See <APPENDIX> for how different values between these two datasets were consolidated. 21 Motor vehicle pre -crash movement was derived from the crash reports. For AR, the column 'vehicle maneuver' from the table 'vehicle' was used. For MO, the column 'event code' from the table 'sequence_of_events' was used. The first value for 'event code' as ordered by 'hp_seq_ evnt_seq_no' was assigned to the vehicle. See <APPENDIX> for how different values between these two datasets were consolidated. 42 1 NWA VISION ZERO PLAN Motorist 1 Pre -Crash I Motorist 2 Pre -Crash I # of I % of I Resulted at I Movement Action Crashes Crashes # of KA % KA that Parked 637 1.59% 3 0.57% 0.47% Stopped in traffic 533 1.33% 1 0.19% 0.19% Parked Straight 905 2.26% 3 0.57% 0.33% Turn - right 23 0.06% 1 0.19% 4.35% Solo 53 0.13% 1 0.19% 1.89% Parked total 2,151 5.37% 9 1.70% 0.42% Slowing Straight 791 1.97% 9 1.70% 1.14% Slowing total 791 1.97% 9 1.70% 1.14% Parked 468 1.17% 3 0.57% 0.64% Stopped in traffic Stopped in traffic 628 1.57% 5 0.95% 0.80% Straight 3,676 9.17% 18 3.40% 0.49% Stopped in traffic total 4,772 11.90% 26 4.91% 0.54% Changing lanes 1197 2.99% 4 0.76% 0.33% Other 145 0.36% 3 0.57% 2.07% Overtaking 53 0.13% 2 0.38% 3.77% Parked 1257 3.14% 8 1.51% 0.64% Slowing 358 0.89% 7 1.32% 1.96% Straight Stopped in traffic 4675 11.66% 25 4.73% 0.53% Straight 9,650 24.07% 224 42.34% 2.32% Turn - left 3584 8.94% 61 11.53% 1.70% Turn - right 839 2.09% 6 1.13% 0.72% Unknown 99 0.25% 2 0.38% 2.02% Straight total 21,857 54.52% 342 64.65% 1.56% Overtaking 55 0.14% 1 0.19% 1.82% Straight 4775 11.91% 81 15.31% 1.70% Turn - left Turn - left 598 1.49% 1 0.19% 0.17% Turn - right 136 0.34% 2 0.38% 1.47% Solo 328 0.82% 7 1.32% 2.13% Turn - left total 5,892 14.70% 92 17.39% 1.56% Straight 1161 2.90% 3 0.57% 0.26% Turn - right Turn - left 203 0.51% 1 0.19% 0.49% Solo 320 0.80% 2 0.38% 0.63% Turn - right total 1,684 4.20% 6 1.13% 0.36% U-Turn Straight 101 0.25% 1 0.19% 0.99% U-turn total 101 0.25% 1 0.19% 0.99% Straight 70 0.17% 2 0.38% 2.86% Unknown Solo 227 0.57% 2 0.38% 0.88% Unknown - total 297 0.74% 4 0.76% 1.35% Total 40,090 100.00% 529 100.00% 1.32% APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 43 Parties Involved In addition to identifying the conditions under which crashes occurred and the specifics of crashes, it is also critical to understand who was most affected by unsafe roadway conditions in the Northwest Arkansas region. In the following section, the distribution of parties (people) involved in a crash is compared overall and for fatal or serious injury outcomes for age groups. These comparisons are based on the number of parties, not the number of crashes, therefore the total numbers at the bottom of Table 11 are different than the totals in tables that are based on number of crashes. Any given crash may injure multiple parties, at different levels of severity. Arkansas Region. To compare these distributions, the percentage of crash victims and of KA crash victims within a given age range is divided by the percentage share in the population overall. Values greater than 1 (red cells) indicate that a given age group is overrepresented in the crash data. Values less than 1 (blue cells) indicate that age group is underrepresented in the crash data. The percent of parties resulting from a KA field was calculated by dividing the number of KA parties by the total number of parties. This field is similar to the percent of crashes resulting in a KA field in previous tables that were based on number of crashes rather than number of parties. The age percent of population field is the total age Parties by Age22 brackets percentage of the region's total population. For Table 11 compares the crash party age breakdown example, 20-24-year-old people make up 8.16% of the against the age breakdown of residents in the Northwest total population in the region. Table 11: Parties by Age', 2017-2021 0-4 4,672 3.46% 20 1.24% 0.43% 6.88% 0.5 0.18 5-9 4,385 3.25% 20 1.24% 0.46% 7.62% , 0.43 0.16 10-14 4,170 3.09% 29 1.80% 0.70% 6.91% 0.45 0.26 15-19 20-24 25-29 30-34 35-39 17,803 19,145 14,341 12,223 10,995 13.18% 14.17% 10.62% 9.05% 8.14% 140 192 170 153 155 8.67% 11.90% 10.53% 9.48% 9.60% 0.79% 1.00% 1.19% 1.25% 1.41% 7.96% 8.16% 7.74% 7.72% 7.19% 1.66 1.74 1.37 1.17 1.13 1.09 1.46 1.36 1.23 1.34 40-44 9,097 6.73% 119 7.37% 1.31% 6.83% 0.99 1.08 45-49 8,084 5.98% 120 7.43% 1.48% 6.15% 0.97 1.21 50-54 7,142 5.29% 106 6.57% 1.48% 5.41% 0.98 1.21 55-59 6,658 4.93% 112 6.94% 1.68% 5.53% 0.89 1.26 60-64 5,225 3.87% 97 6.01% 1.86% 4.46% 0.87 1.35 65-69 4,025 2.98% 66 4.09% 1.64% 3.98% 0.75 1.03 70-74 3,042 2.25% 58 3.59% 1.91% 3.02% 0.75 1.19 75-79 1,873 1.39% 27 1.67% 1.44% 2.04% 0.68 0.82 80-84 1,093 0.81% 17 1.05% 1.56% 1.23% 0.66 0.86 85-over 1,117 0.83% 13 0.81% 1.16% 1.17% 0.71 0.69 Total 135,090 100.00% 1,614 100.00% 1.19% 100.00% 1 1 1 Where age is known. 22 Age was derived from the crash reports. For AR, this was the column 'age' from the table 'person -index'. For MO, it was determined from comparing the column 'date -of -birth' from the table 'driver passenger' to the column 'date_0' from the table 'rpc_crashes_2017_2021' to determine the persons age at the time of the crash. 44 1 NWA VISION ZERO PLAN In general, younger travelers were involved in a larger share of total crashes and KA outcomes. People aged 20-24 were the most overrepresented for all crashes and for KA outcomes. Older age brackets were less represented in both crashes and KA outcomes. Interestingly, people in their 50s and 60s were slightly under -represented in overall crashes but overrepresented in KA outcomes. This may point to drivers becoming more experienced with age but also becoming increasingly frail and more likely to be killed or seriously injured if involved in a crash. Behaviors Alcohol Impairment23 Table 12 summarizes crashes by alcohol impairment. These crashes include both when the alcohol level was reported as over the legal limit as well as when alcohol use was listed as a contributing crash factor in the collision report. Most crashes (96%) did not include an alcohol impairment party. Despite there being only 4% of crashes that involved alcohol impaired, these crashes accounted for 8% of KAs. The impact of alcohol on KA outcomes was even more pronounced when analyzed for vulnerable road users. Table 13 shows when a vulnerable roadway user was involved in an alcohol related crash, the outcomes were more severe with 48% of crashes resulting in a KA outcome. Table 12: Crashes by Reported DUI, All Modes, 2017-2021 Yes 2,132 3.62% 173 12.64% 8.11% No 56,764 96.38% 1196 87.36% 2.11% Total 58,896 100.00% 1369 100.00% 2.32% Table 13: Crashes by Reported DUI, Vulnerable Road Users, 2017-2021 Yes No Total 71 1,573 1,644 4.32% 95.68% 100.00% 34 7.61% 47.89% 413 447 92.39% 100.00% 26.26% 27.19% 23 Alcohol impairment was derived from the crash reports. For AR, alcohol was determined from multiple sources: the column 'condition' with the value of 7 ('Under the influence of alcohol') from the table 'driver condition'; the column 'driver action' with the value 28 ('Under the influence of alcohol') in the table 'driver action'; the column 'blood_alcohol_content' with a value >= 0.08 from theta ble 'driver'; and the column 'blood_alcohol_content' with a value >= 0.08 from the table 'non_ motorist'. For MO, alcohol was determined using the column 'code' in the table contributing —circumstances', using the value 18 CALCHOL'). If any one of these conditions for any one person involved was true, then the crash was considered alcohol involved. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 45 Speeding24 Table 14 summarizes crashes where either exceeding the speed limit or driving too fast for the conditions was noted in the collision report. The 4,339 crashes that involved speeding made up only 7% of all crashes but 18% of KAs. While the percentages of crashes involving speeding for vulnerable road users are similar to those for all modes, there is a significant jump in severity. Table 15 shows that 43% of speeding crashes resulted in a KA when a vulnerable roadway user was involved compared to just 6% in the previous table. Nationally, speeding remains the largest contributing factor influencing fatal and sever injury crashes.2I The data below shows that in Northwest Arkansas, even though vehicle crashes make up a large portion of the total crashes, the impact of speed remains significant. Pedestrians, bicyclists, and motorcyclists are referred to as vulnerable modes specially because of their exposure to high impacts and their lack of additional protection such as air bags or bumpers in in a high-speed crash. Table 14: Crashes by Reported Speeding, All Modes, 2017-2021 Yes 4,339 7.37% 249 18.19% 5.74% No 54,557 92.63% 1,120 81.81% 2.05% Total 58,896 100.00% 1,369 100.00% 2.32% Table 15: Crashes by Reported Speeding, Vulnerable Road Users, 2017-2021 Yes 137 8.33% 59 13.20% 43.07% No 1,507 91.67% 388 86.80% 25.75% Total 1,644 100.00% 447 100.00% 27.19% 24 Speeding was determined based on the data in the crash reports. For AR, this was the column 'speeding relation' in the table 'driver', where the value any of: 2 ( Racing'), 3 ('Exceeded Speed Limit), or 4 CToo fast for conditions'). For MO, the column was code in the table contributing_ circumstances where the value was any of: 04 ( SPEED EXCEEDED LIMIT), 05 CT00 FAST FOR CONDITIONS), or 42 CEXCESSSIVE SPEED). If any one of these conditions for any one vehicle involved was true, then the crash was considered speeding. 25 https://www.nhtsa.gov/campaign/speeding-catches-up-with-you 46 1 NWA VISION ZERO PLAN Roadway Characteristics Crash Location (intersection Vs. Segment) 26,27 Table 16 below summarizes crash frequencies by location type for all modes. Crashes were identified as an intersection crash if the crash data point was located within 250 ft of an intersection, and if the closest segment was a part of that intersection (i.e., preventing a crash along a highway to be assigned to intersection of a nearby frontage road). Crashes not assigned as intersection crashes were assumed as segment crashes. Crashes occurred most often at intersections (65% of crashes, 54% of KA crashes) with roughly 2% of crashes resulting in a KA. For more details on the traffic control present at intersections see Table 32 and Table 33. Table 16: Crashes by Location, All Modes, 2017-2021 Intersection 37,870 64.68% Segment 20,682 35.32% Total 58,552 100.00% While segment crashes had a lower share of both overall crashes and KA crashes, segment crashes had a slightly higher rate of resulting in a KA outcome (3%). Table 17 summarizes crashes by location for vulnerable road users. Like above, most crashes occurred at intersections (67% crashes, 62% KA crashes) compared to segment locations (32% crashes, 38% KA crashes). Segment crashes were not the most frequent crash location for vulnerable road users, but they tended to be more severe than intersection crashes with 32% of crashes resulting in a KA (compared to 25% at intersections). 732 54.02% 1.93% 623 45.98% 3.01% 1,355 100.00% 2.31% Table 17: Crashes by Location, Vulnearble Road Users 2017-2021 Intersection 1,102 67.61% 275 62.08% 24.95% Segment 528 32.39% 168 37.92% 31.82% Total 1,630 100.00% 443 100.00% 27.18% 26 Segment crashes were all non -intersection crashes that occurred within 50 ft of a roadway segment. 27 Intersection involved crashes were determined spatially rather than by crash report. They were within 250 ft of an intersection that connects to the segment which they occurred (as defined by street name). APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 47 Urban vs. Rura128 Table 18 and Table 21 summarize crashes that occurred in urban versus rural areas. Urban crashes were identified as any crashes that occurred within 2020 Census defined urban areas. All crashes outside of these areas were designed as rural crashes. There are more crashes in urban areas (all, KA, and vulnerable road users) than rural areas in NWA. However, more rural crashes are likely to result in a KA outcome for all modes (4.46%) and vulnerable road users (35.75%). For all modes, there were slightly more KA crashes in urban areas (57% of KA crashes in urban versus 43% of KA crashes in rural). This difference was more pronounced for vulnerable road users where 66% of KA crashes occurred in urban areas and 34% in rural areas. Table 18: Crashes in urban vs. rural areas, All Modes 2017-2021 Urban 45,806 77.77% 785 57.34% 1.71% Rural 13,090 22.23% 584 42.66% 4.46% Total 58,896 100.00% 1,369 100.00% 2.32% Table 19: Crashes in urban vs. rural areas, Vulnerable Road Users 2017-2021 Urban 1,216 73.97% 294 65.77% 24.18% Rural 428 26.03% 153 34.23% 35.75% Total 1,644 100.00% 447 100.00% 27.19% 28 48 1 NWA VISION ZERO PLAN Traffic Volume29 Table 21 summarizes crashes by traffic volume on a roadway where vulnerable road users were involved. Table 20 summarizes crashes by AADT for all modes. Like Table 20, most crashes occurred on streets Streets with an AADT less than 5,000 had the largest with lower AADT which is due to the overall network share of both overall crashes (31%) and KA crashes coverage of those streets. Crashes along lower volume (35%). However, the majority of the street network street also tended to be less severe on average with throughout the region has an AADT less than 5,000 (i.e., o roughly 24/0 of crashes resulting in a KA compared to local and residential streets), resulting in relatively low o 32/0 of crashes resulting in a KA along streets with an crashes per mile and KA crashes per mile. Streets that AADT of at least 25,000. had an AADT between 5,000 and 9,999 and over 30,000 had the second highest shares of KA crashes (16% and While the above two tables provide insight into the 15% respectively). relationship between AADT and crashes they do not capture the distribution of those crashes along roadway It's important to keep in mind that streets with higher miles across the region. Table 22 highlights the mileage traffic volumes often have higher crash frequencies. and percentage of the entire roadway network for each While AADT estimates are available, it is not available AADT category as well as the ratio of the percent of citywide for motorcycles, bicyclists, and pedestrians. crashes to percent of overall mileage. While, low AADT Having detailed citywide volumes estimates would roadways had a high number of crashes, they also allow for the estimation of crash risk for each mode. accounted for 88% of all the roadways in the region. Table 20: Crashes by AADT, All Modes, 2017-2021 # of Crashes % of Crashes 11 % of Crashes that Resulted in KA 0 — 4,999 18,000 30.82% 476 35.16% 2.64% 5,000 — 9,999 7,984 13.67% 214 15.81 % 2.68% 10,000 — 14,999 6,243 10.69% 159 11.74% 2.55% 15,000 — 19,999 4,017 6.88% 79 5.83% 1.97% 20,000 — 24,999 4,720 8.08% 109 8.05% 2.31 % 25,000 — 29,999 6,098 10.44% 113 8.35% 1.85% 30,000 - over 11,351 19.43% 204 15.07% 1.80% Grand Total 58,413 100.00% 1,354 100.00% 2.32% Table 21: AADT on Roadways where Crashes involved Vulnerable Road Users, 2017-2021 # of Crashes % of Crashes % of Crashes that Resulted in KA 0 — 4,999 635 38.98% 153 34.54% 24.09% 5,000 — 9,999 234 14.36% 59 13.32% 25.21% 10,000 — 14,999 171 10.50% 46 10.38% 26.90% 15,000 — 19,999 85 5.22% 27 6.09% 31.76% 20,000 — 24,999 136 8.35% 41 9.26% 30.15% 25,000 — 29,999 140 8.59% 45 10.16% 32.14% 30,000 - over 228 14.00% 72 16.25% 31.58% Grand Total 1629 100.00% 443 100.00% 27.19% 29 Includes both known and assumed traffic volumes. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 49 Conversely, roads with over 30,000 AADT made up only 1% of total roadway mileage but the highest percentage of crashes. The crash ratios below were calculated by the percent of total crashes, KAs and non-KA that occurred within each AADT category divided by the category's percent of mileage in the overall roadway network. Values above 1 (shown in red) indicate that there was a higher percent of crashes relative to mileage, while values below 1 (in blue) have a lower percent of crashes relative to mileage. Table 22: AADT Ratios 0 — 4,999 5,000 — 9,999 5,996 319 88% 5% 0.35 2.91 0.40 3.37 10,000 — 14,999 162 2% 4.48 4.93 15,000 — 19,999 78 1% 5.99 5.08 20,000 — 24,999 75 1% 7.31 7.28 25,000 — 29,999 71 1% 10.05 8.03 30,000 - over Total 88 6,788 1% 100% 15.02 1.00 11.65 1.00 50 1 NWA VISION ZERO PLAN Functional Classification30 Table 25 highlights the mileage of each functional class category as a percent of the overall roadway mileage Table 23 below outlines crashes by roadway and compares it to the percent of crashes occurring classification for all modes. Major arterials had within each category. The crash ratio fields were the most crashes of with 17,216 crashes (29% of all calculated by the percent of total crashes, KAs and non - crashes). However, minor arterials had a higher number KA that occurred within each Functional Class category of KA crashes (406, 29% of KAs). Minor collectors had divided by that category's percent of mileage in the the greatest risk for a crash resulting in a KA outcome, overall roadway network. Values above 1 (shown in where 5.44% of all crashes resulted in KA outcomes. red) indicate that there was a higher percent of crashes Table 24 summarizes crashes by functional relative to mileage, while values below 1 (in blue) have a classification for crashes involving vulnerable road lower percent of crashes relative to mileage. users. As in the previous table, major and minor This analysis highlights the disproportionate share of arterials had a higher number of crashes and KA ° crashes that occur on Arterials. The combined 10 /o of outcomes. The greatest risk of a crash resulting in a KA Major and Minor Arterial roadway mileage accounts for outcome was on interstates (39.47%) 56% of KA crashes. Meanwhile local roads which make up 62% of all road miles carry less than 10% of KA crashes. Table 23: Crashes by Functional Classification, All Modes, 2017-2021 Functional % of Crashes that # of Crashes % of Crashes Classification Interstate 6,067 10.36% Resulted in KA 126 9.30% 2.08% Freeway 584 1.00% 17 1.25% 2.91 % Major Arterial 17,216 29.40% 352 25.98% 2.04% Minor Arterial 15,560 26.57% 406 29.96% 2.61 % Major Collector 11,813 20.18% 294 21.70% 2.49% Minor Collector 478 0.82% 26 1.92% 5.44% Local 6,834 11.67% 134 9.89% 1.96% Grand Total 58552 100.00% 1355 100.00% 2.31% Table 24: Crashes by Functional Classification, Vulnerable Road Users, 2017-2021 Functional % of Crashes that # of Crashes % of Crashes Classification Interstate 76 4.66% Resulted in KA 30 6.77% 39.47% Freeway 11 0.67% 7 1.58% 63.64% Major Arterial 434 26.63% 132 29.80% 30.41% Minor Arterial 438 26.87% 126 28.44% 28.77% Major Collector 431 26.44% 94 21.22% 21.81% Minor Collector 18 1.10% 6 1.35% 33.33% Local 222 13.62% 48 10.84% 21.62% Grand Total 1630 100.00% 443 100.00% 27.18% 30 Includes both known and assumed functional classifications. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 51 Table 25: Functional Classification Ratios Interstate 184 2.71% 3.82 3.43 Freeway 20 0.30% 3.34 4.20 Major Arterial 180 2.66% 11.07 Minor Arterial 499 7.34% 3.62 4.08 Major Collector 1,436 21.14% 0.95 1.03 Minor Collector 292 4.30% 0.19 0.45 Local Grand Total 4,181 6,793 61.55% 100.00% 0.19 1.00 0.16 1.00 Posted Speed UMit31 crashes). KA crashes occurred most often on streets Table 26 summarizes crashes and by posted speed limit with a 55mph posted speed limit (21% of KA crashes) for all roadway users. Crashes occurred most often and the highest percentage of crashes resulting in a KA o on roadways with a posted speed limit of 45mph (23% (6.27/0) also occurred on streets with a 55 mph posted crashes, 20% KA crashes) followed by streets with a speed limit. posted speed limit of 40mph (18% crashes, 14% KA Table 26: Crashes by Posted Speed Limit, All Modes, 2017-2021 SpeedPosted # of Crashes % of Crashes % of Crashes that Limit (MPH) Resulted in KA 10 16 0.03% 1 0.07% 6.25% 15 98 0.17% 1 0.07% 1.02% 20 554 0.95% 8 0.59% 1.44% 25 6,918 11.82% 101 7.45% 1.46% 30 4,707 8.04% 96 7.08% 2.04% 35 9,691 16.55% 172 12.69% 1.77% 40 10,725 18.32% 195 14.39% 1.82% 45 13,528 23.10% 274 20.22% 2.03% 50 1,752 2.99% 55 4.06% 3.14% 55 4,565 7.80% 286 21.11% 6.27% 60 401 0.68% 21 1.55% 5.24% 65 1,380 2.36% 40 2.95% 2.90% 70 2,978 5.09% 75 5.54% 2.52% 75 Grand Total 1,238 58,5511 2.11% 100.00% 30 1355 2.21% 100.00% 2.42% 2.31% 1 This number is less than the total number of crashes (58,896) because crashes are joined to the nearby roadway to extract the speed limit information from the roadway segment. Crashes that are located too far away from a roadway will not be assigned to a roadway segment, hence no speed limit information. 31 Includes both known and assumed posted speed limits 52 1 NWA VISION ZERO PLAN Summaries for crashes involving a vulnerable roadway percent of total crashes, KAs and non-KA that occurred user by posted speed limit are shown in Table 27 and within each Speed category divided by that category's follows a similar trend as the table above with the percent of mileage in the overall roadway network. majority crashes and KA crashes involving a vulnerable Values above 1 (shown in red) indicate that there was road user occurred on streets with a posted speed limit a higher percent of crashes relative to mileage, while of 45mph. However, the highest risk of a crash resulting values below 1 (in blue) have a lower percent of crashes in a KA outcome was on streets with a posted speed of relative to mileage. 70mph when a vulnerable road user was involved. While 25mph streets make up over half of all roadway Table 28 below takes the information from the two miles, they account for only a small percentage of previous tables and highlights the ratio of crashes to crashes. Higher speed roadways make up smaller each speed category's percentage of the total mileage. shares of the overall roadway network but had The crash ratio fields were calculated by taking the increasing numbers of fatal and severe injury crashes. Table 27: Crashes by Posted Speed Limit, Vulnerable Road Users, 2017-2021 Posted Speed % of Crashes that # of Crashes % of Crashes Limit (MPH) 10 1 0.06% Resulted in KA 0 0.00% 0.00% 15 5 0.31% 1 0.23% 20.00% 20 20 1.23% 3 0.68% 15.00% 25 273 16.75% 48 10.84% 17.58% 30 155 9.51% 34 7.67% 21.94% 35 238 14.60% 58 13.09% 24.37% 40 274 16.81% 71 16.03% 25.91% 45 317 19.45% 94 21.22% 29.65% 50 46 2.82% 18 4.06% 39.13% 55 201 12.33% 71 16.03% 35.32% 60 18 1.10% 10 2.26% 55.56% 65 29 1.78% 10 2.26% 34.48% 70 39 2.39% 17 3.84% 43.59% 75 Grand Total 14 1,630 0.86% 100.00% 8 443 1.81% 100.00% 57.14% 27.18% % of Crashes by Posted Speed % of Vulnerable User Crashes Limit by Posted Speed Limit 10-35 mph • 40+ mph a -'_ "irh ■ -)- ,-10 APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 53 .• S I •--• Crash Speed (MPH) Mileal 10-14 3 15-19 9 20 - 24 77 25 - 29 3724 30 - 34 441 35 - 39 654 40 - 44 45-49 50 - 54 55-59 60 - 64 65-69 70-74 75 - over Grand Total 551 376 155 557 20 93 71 61 6.792 e % of Mileage 0' 55% 6% 10% 8% 6% 2% 8% 0% 1% 1% 1% 100% 0.62 1.33 0.84 0.22 1.24 1.72 2.26 4.17 1.31 0.95 2.31 1.72 4.88 2.37 1.00 1.68 0.59 0.52 0.14 1.09 1.32 1.77 3.65 1.78 2.58 5.23 2.15 5.31 2.48 1.00 Number of Lanes32 Table 31 below takes the information from the two previous tables and highlights the ratio of crashes to Table 29 summarizes crashes by number of lanes for all each lane category's percentage of the total mileage. roadway users. Crashes occurred most often on four- While the two previous tables showed the most crashes lane roads (40% crashes, 38% KA crashes) followed occurring on two-lane roads, these roads also make up by two-lane roads (36% crashes, 46% KA crashes). KA almost 90% of the roadways in Northwest Arkansas. crashes occurred most often on two-lane roads and While fewer crashes occur on six and eight -lane roads these crashes also tended to be the most severe, with the roads they account for a proportionally much higher 3% of all crashes on 2 lane roads resulted in KAs. rate of crashes per mile. Table 30 summarizes crashes by number of lanes for vulnerable road users only. Data for these modes follows a similar trend as the table above, but the impact of two-lane road crashes is more pronounced. For vulnerable road users, the most crashes (760, 46.63%) and the most KA crashes (194, 43.79%) occurred on two-lane roads. However, crashes with the greatest risk of resulting in a KA involving a vulnerable road users occurred on six -lane roads as these are corridors with higher -speed free -flowing vehicle traffic. 32 Through lanes only. Includes both known lane count and assumed lane count. 54 1 NWA VISION ZERO PLAN Table 29: Crashes by Number of Lanes, All Modes, 2017-2021 1 1,709 2.92% 20 1.48% 1.17% 2 20,858 35.62% 627 46.27% 3.01% 3 3,390 5.79% 54 3.99% 1.59% 4 23,466 40.08% 511 37.71% 2.18% 5 5,231 8.93% 66 4.87% 1.26% 6 3,442 5.88% 71 5.24% 2.06% 7 114 0.19% 0 0.00% 0.00% 8 Grand Total 342 58,552 0.58% 100.00% 6 1.355 0.44% 100.00% 1.75% 2.31% Table 30: Crashes by Number of Lanes, Vulnerable Road Users, 2017-2021 Number of Lanes 1 2 # of Crashes 20 760 % of Crashes 1.23% 46.63% 6 194 1.35% 43.79% % of Crashes that Resulted in KA 30.00% 25.53% 3 96 5.89% 18 4.06% 18.75% 4 584 35.83% 185 41.76% 31.68% 5 116 7.12% 22 4.97% 18.97% 6 46 2.82% 16 3.61 % 34.78% 7 1 0.06% 0 0.00% 0.00% 8 Grand Total 7 1630 0.43% 100.00% 2 443 0.45% 100.00% 28.57% 27.18% Table 31: Number of Lanes Ratios Number of Lanes I 1 119 % of Mileage 2% Crash Crashes 1.69 Ratio: All Crash Ratio: KA Crashes 0.84 2 3 6,007 151 2 % 2.62 0.52 1.79 4 5 6 7 8 and over Total 379 82 50 0.1 4 6,792 6% 1 % 1% 0% 0% 100% 7.19 7.49 8.00 109.59 10.48 1.00 6.76 4.04 7.11 0.00 7.90 1.00 APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 55 One-way vs. Two -Way Streets33 Table 32 and Table 33 summarize crashes by street direction for all modes and for vulnerable road users. For all modes, crashes occurred most often on two- way streets (82% crashes, 85% KA crashes). Crashes on two-way roads were slightly more severe for all modes. Vulnerable modes followed a similar trend with the most crashes occurring on two-way roads (90% crashes, 87% KA crashes). However, the severity of crashes for vulnerable road users significantly increased on one-way streets, with 35% of crashes for vulnerable road users on one-way streets resulted in a KA compared to just under 2% for all modes. Table 32: Street Direction, All Modes, 2017-2021 Intersection Contro134 Table 34 and Table 35 summarize crashes by intersection control for all modes and for vulnerable road users. For all modes, crashes occurred most often at intersections with no traffic control (58% crashes, 68% KA crashes). Crashes at stop sign controlled intersections were slightly more severe with 2.45% of crashes resulting in KAs. These trends were even more pronounced for vulnerable road users. Again, the most crashes occurred at intersections with no signal control (66% crashes, 71% KA crashes). Stop controlled intersection crashes were also the most severe for vulnerable modes with 29% resulting in a KA outcome. Two-way 47,987 81.96% 1147 84.65% 2.39% One-way 10,565 18.04% 208 15.35% 1.97% Total 58,552 100% 1,355 100.00% 2.31% Table 33: Street Direction, Vulnerable Road Users, 2017-2021 Two-way 1,460 89.57% 384 86.68% 26.30% One-way 170 10.43% 59 13.32% 34.71% Total 1,630 100.00% 443 100.00% 27.18% Table 34: Intersection Control, All Modes, 2017-2021 Signal 14,016 37.01% 190 25.96% 1.36% Stop Sign 1,918 5.06% 47 6.42% 2.45% None 21,936 57.92% 495 67.62% 2.26% Total 37,870 100.00% 732 100.00% 1.93% Table 35: Intersection Control, Vulnerable Road Users, 2017-2021 Signal 310 28.13% 61 22.18% 19.68% Stop Sign 70 6.35% 20 7.27% 28.57% None 722 65.52% 194 70.55% 26.87% Total 1,102 100.00% 275 100.00% 24.95% 33 All streets were assumed two-way unless otherwise noted. 34 Only applies to intersection crashes. Where no data is present, intersection is assumed uncontrolled. 56 1 NWA VISION ZERO PLAN Environmental Characteristics Historically Disadvantaged Communities and Areas of Persistent Poverty Table 36 to Table 39 summarize crashes by historically disadvantaged communities and areas of persistent poverty for all modes and for vulnerable road users. Despite having only about 14% of the regional roadway centerline miles, historically disadvantaged communities have about 23% of all crashes and the same share of KA crashes for all modes. Similarly, about 22% of all crashes and 18% of KA crashes happened within areas of persistent poverty, though only about 8% of regional roadway centerline miles fall in these areas. This indicates historically disadvantaged communities and areas of persistent poverty may have disproportionately higher crash risks. Areas where historically disadvantaged communities and persistent poverty overlap has 14% and 12% of regional total crashes and KA crashes respectively, despite having only 6% of the regional roadway centerline miles (see Table 38). The vulnerable road users involved crashes tell a very similar story, with about 25% of both all crashes and KA crashes happen in historically disadvantaged communities and the percentage of crashes that resulted in KA in these communities is about the same as the regional level. A slightly lower percentage of KA crashes happened in areas of persistent poverty compared to all crashes. The percentage of crashes that resulted in KA in these areas is about 3% lower than the regional value. However, they are still much higher than the share of roadway centerline miles in these areas. Similarly, for vulnerable road user involved crashes, areas where historically disadvantaged communities and persistent poverty overlap have 15% of regional total crashes and 16% KA crashes, respectively, despite only 6% of the regional roadway centerline miles (see Table 41). Table 36: Crashes by Historically Disadvantaged Communities, All Modes, 2017-2021 Yes 13,900 23.6% 305 22.3% 2.19% 14% No 44,996 76.4% 1,064 77.7% 2.36% 86% Total 58,896 100% 1,369 100% 2.32% 100% Table 37: Crashes by Areas of Persistent Poverty, All Modes, 2017-2021 Yes 12,682 21.5% 239 17.5% 1.88% 8% No 46,214 78.5% 1,130 82.5% 2.45% 92% Total 58,896 100% 1,369 100% 2.32% 100% Table 38: Crashes in Areas where Historically Disadvantaged Communities and Areas of Persistent Poverty Overlap, All Modes, 2017-2021 Yes 8,174 13.9% 165 12.1% 2.02% No 50,722 86.1% 1,204 87.9% 2.37% Total 58,896 100% 1,369 100% 2.32% 6% 94% 100% APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 57 Table 39: Crashes by Historically Disadvantaged Communities, Vulnerable Road Users, 2017-2021 Resulted Yes 422 25.7% 110 24.6% 26.07% No 1,222 74.3% 337 75.4% 27.58% Total 1,644 100% 447 100% 27.19% Table 40: Crashes by Areas of Persistent Poverty, Vulnerable Road Users, 2017-2021 Areas of % of Crashes that Waal" # of Crashes % of Crashes Resulted in KA Yes 422 25.7% 102 22.8% 24.17% No 1,222 74.3% 345 77.2% 28.23% Total 1,644 100% 447 100% 27.19% Table 41: Crashes in Areas where Historically Disadvantaged Communities and Areas of Persistent Poverty Overlap, Vulnerable Road Users, 2017-2021 Yes 246 15.0% 71 15.9% 28.9% 6% No 1398 85.0% 376 84.1% 26.9% 94% Total 1,644 100% 447 100% 27.2% 100% 58 1 NWA VISION ZERO PLAN Time of Day35 Like many of the tables above, these trends were even more pronounced for vulnerable road users. Table 42 and Table 43 summarize crashes by time of Again, crashes for vulnerable modes were fairly day for all modes and for vulnerable road users. For all evenly distributed across the day but occurred most modes, crashes were fairly evenly distributed across often between 3:00pm and 6:00pm (21%crashes, the day but occurred most often between 3:00pm and 17% KA crashes). The severity of nighttime crashes 6:00pm (20% crashes, 16% KA crashes). Night crashes between 9pma and midnight increased significantly for between 9:OOpm and midnight were slightly more vulnerable modes with 37% of crashes during this time severe than other times of day with 4% of crashes period resulting in KAs. resulting in a KA outcome. Table 42: Crashes by Time of Day, All Modes, 2017-2021 �- , % of Crashes that Resulted in KA 12:00-2:59 AM 3,866 6.56% 140 10.23% 3.62% 3:00-5:59 AM 5,428 9.22% 129 9.42% 2.38% 6:00-8:59 AM 10,338 17.56% 210 15.34% 2.03% 9:00-11:59 AM 8,965 15.22% 192 14.02% 2.14% 12:00-2:59 PM 99,48 16.89% 191 13.95% 1.92% 3:00-5:59 PM 12,044 20.45% 225 16.44% 1.87% 6:00-8:59 PM 5,964 10.13% 187 13.66% 3.14% 9:00-11:59 PM 2,336 3.97% 95 6.94% 4.07% Total 58,889 100.00% 1369 100.00% 2.32% Table 43: Crashes by Time of Day, Vulnerable Road Users, 2017-2021 . of Crashes % of Crashes % of Crashes that R# esulted in KA 12:00-2:59 AM 103 6.27% 24 5.37% 23.30% 3:00-5:59 AM 124 7.54% 33 7.38% 26.61 % 6:00-8:59 AM 230 13.99% 65 14.54% 28.26% 9:00-11:59 AM 229 13.93% 68 15.21% 29.69% 12:00-2:59 PM 248 15.09% 68 15.21% 27.42% 3:00-5:59 PM 353 21.47% 78 17.45% 22.10% 6:00-8:59 PM 264 16.06% 77 17.23% 29.17% 9:00-11:59 PM 93 5.66% 34 7.61% 36.56% Total 1644 100.00% 447 100.00% 27.19% 35 Time of day was obtained from the crash reports. For AR, the time was extracted from the column 'crash date' from theta ble 'crashes_fc', and for MO, the time was from the column 'time' in the table 'rpc_crashes_2017_2021'. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 59 Roadway Surface Condition36 Crashes involving vulnerable road users were similar with the most crashes again occurring on dry roads Table 44 and Table 45 summarize crashes by reported (92% crashes, 91% KA crashes). Despite a higher roadway condition for all modes and for vulnerable number of vulnerable mode crashes on dry roads, road users. For all modes, crashes occurred most the severity of crashes for vulnerable modes shifted often in dry conditions (80%crashes, 82% KA crashes). significantly for wet and icy roads. 33% of crashes on Crashes with 'other" roadway conditions were the most severe with just under b% resulting in a KA outcome. ° icy roads and 32/° of crashes on wet roads resulted in a KA outcome. Table 44: Table 44: Crashes by Reported Roadway Condition, All Modes, 2017-2021 Dry 47,180 80.11% 1128 82.40% 2.39% Ice 914 1.55% 25 1.83% 2.74% Other 286 0.49% 17 1.24% 5.94% Snow 252 0.43% 3 0.22% 1.19% Unknown 293 0.50% - 0.00% 0.00% Wet Grand Total 9,969 58,894 16.93% 100.00% 196 1369 14.32% 100.00% 1.97% 2.32% Table 45: Table 45: Crashes by Reported Roadway Condition, Vulnerable Road Users, 2017-2021 .. Condition Dry 1,511 91.97% 406 90.83% 26.87% Ice 9 0.55% 3 0.67% 33.33% Other 12 0.73% 4 0.89% 33.33% Snow 2 0.12% 0 0.00% 0.00% Unknown 4 Wet 105 Grand Total 1,643 0.24% 0 6.39% 34 100.00% 447 0.00% 0.00% 7.61 % 32.38% 100.00% 27.21% 36 Road surface condition was derived from data within the crash reports. For AR, the column 'roadway_surface_condition' from the table 'crashes_ fc' was used. For MO, the column 'rd_surf_cond_type' from the table 'rpc_crashes_2017_2021' was used. See <APPENDIX> for how values between these two datasets were consolidated. 60 1 NWA VISION ZERO PLAN Lighting Condition37 Crashes for vulnerable modes were similar with the most crashes again occurring in daylight conditions Table 46 and Table 47 summarize crashes by reported (71% crashes, 62% KA crashes). For vulnerable lighting condition for all modes and for vulnerable road modes the most severe crashes also occurred in dark users. For all modes, crashes occurred most often in conditions without lighting. The severity however daylight (74% crashes, 61 % KA crashes). Dark crashes increased significantly over that of all crashes with 42% without lighting were the most severe with just under of "dark -without lighting" crashes for vulnerable modes 5% of crashes resulting in a KA outcome. resulting in a KA. Table 46: Crashes by Reported Lighting Condition, All Modes, 2017-2021 Reported Condition Dark - unknown Resulted in KA 1,027 1.74% 34 ° 2.48 /0 ° 3.31 /o lighting Dark - with lighting 5.309 9.01% 150 10.96% 2.83% Dark - without 6.435 10.93% 295 21.55% 4.58% lighting Daylight 43,439 73.76% 836 61.07% 1.92% Dusk/dawn 2354 4.00% 51 3.73% 2.17% Other 57 0.10% 1 0.07% 1.75% Unknown 273 0.46% 2 0.15% 0.73% Grand total 58,894 100.00% 1,369 100.00% 2.32% Table 47: Crashes by Reported Lighting Condition, Vulnerable Road Users, 2017-2021 Reported Lighting % of Crashes that Condition Dark - unknown # of Crashes % of Crashes Resulted in KA 45 2.74% 15 3.36% 33.33% lighting Dark - with lighting 167 10.16% 56 12.53% 33.53% Dark - without 202 12.29% 84 18.79% 41.58% lighting Daylight 1,165 70.86% 278 62.19% 23.86% Dusk/dawn 62 3.77% 12 2.68% 19.35% Other 2 0.12% 1 0.22% 50.00% Unknown 1 0.06% 1 0.22% 100.00% Grand total 1,644 100.00% 447 100.00% 27.19% 37 Lighitng condition was derived from data within the crash reports. For AR, the column 'lighting_condition' from the table 'crashes_fc' was used. For MO, the column 'light_cond_name' from the table 'rpc_crashes_2017_2021' was used. See <APPENDIX> for how values between these two datasets were consolidated. APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 61 Proximity to Transit Table 48 and Table 49 summarize crashes by proximity to transit stops for all modes and for vulnerable road users. For all modes, crashes occurred most often beyond 500 ft of a transit stop (90% crashes, 93% KA crashes). It should be noted that a robust transit system does not currently exist throughout the entirety of the region. For Vulnerable Road Users, slightly more crashes occurred within 500 ft of a transit stop but crashes still occurred most often beyond 500 ft (87% crashes, 89% KA crashes). These figures may point to the fact that transit users are often reliant on a vulnerable mode (walking or biking) to travel to or from a transit stop. Pedestrians and bicyclists may have higher crash exposure near transit stops as well as they are more likely to include public transit in their trip compared to motorists. The location of transit stops however are often tightly correlated with other factors such as density, land use, roadway functional class which make it difficult to draw transit - specific conclusions based on this data. Table 48: Crashes by Proximity to Transit Stops, All Modes, 2017-2021 Within 500 feet 5,743 9.75% 91 6.65% 1.58% Greater than 500 feet 53,153 90.25% 1,278 93.35% 2.40% Total 58,896 100.00% 1,369 100.00% 2.32% Table 49: Crashes by Proximity to Transit Stops, Vulnerable Road Users, 2017-2021 Within 500 feet 223 13.56% 48 10.74% 21.52% Greater than 500 feet 1,421 86.44% 399 89.26% 28.08% Total 1,644 100.00% 447 100.00% 27.19% 62 1 NWA VISION ZERO PLAN Proximity to Schools Table 50 and Table 51 summarize crashes by proximity to schools for all modes and for vulnerable road users. For all modes, KA crashes occurred most often beyond 500 ft of a school (95% crashes, 97% KA crashes). Proximity to Parks Table 52 and Table 53 summarize crashes by proximity to parks for all modes and for vulnerable road users. For all modes, crashes occurred most often beyond 500 ft of a park (94% crashes, 95% KA crashes). Vulnerable modes saw a similar trend with 92% of total crashes and 93% of KA crashes occurring beyond 500ft of a park. Table 50: Crashes by Proximity to Schools, All Modes, 2017-2021 Within 500 feet 2752 4.67% 40 2.92% 1.45% Greater than 500 feet 56,144 95.33% 1,329 97.08% 2.37% Total 58,896 100.00% 1,369 100.00% 2.32% Table 51: Crashes by Proximity to Schools, Vulnerable Road Users, 2017-2021 Within 500 feet 83 5.05% 14 3.13% 16.87% Greater than 500 feet 1,561 94.95% 433 96.87% 27.74% Total 1,644 100.00% 447 100.00% 27.19% Table 52: Crashes by Proximity to Parks, All Modes, 2017-2021 Within 500 feet 3,823 6.49% 71 5.19% 1.86% Greater than 500 feet 55,073 93.51% 1,298 94.81% 2.36% Total 58,896 100.00% 1,369 100.00% 2.32% Table 53: Crashes by Proximity to Parks, Vulnerable Road Users, 2017-2021 Within 500 feet 124 7.54% 32 7.16% 25.81% Greater than 500 feet 1520 92.46% 415 92.84% 27.30% Total 1644 100.00% 447 100.00% 27.19% APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 63 Appendix A - Crash Code Value Consolidations First harmful event = Decoded Value rM ff". 4 Jackknife jackknife 5 6 Cargo/equipment loss or shift Equipment failure (blown tire, brake failure, etc.) cargo shift or loss equipment failure 7 Separation of units separation of units 8 Ran off roadway right ran off road - right 9 Ran off roadway left ran off road - left 10 Deliberately crossed median crossed median 11 Unintentionally crossed median crossed median 12 Crossed centerline crossed centerline 13 Downhill runaway downhill runaway 14 Fell/jumped from motor vehicle fell or jumped from vehicle 15 Reentering roadway reentering road 16 Object thrown or fallen on or near motor vehicle cargo shift or loss 17 Other non -collision other non -collision 18 Collision with pedestrian collision with pedestrian 19 Collision with pedalcycle collision with bicycle 20 Collision with other non -motorist collision with non -fixed object 21 Collision with railway vehicle (train, engine) collision with railway vehicle 22 Collision with animal (live) collision with animal 23 Collision with motor vehicle in transport collision with vehicle in transport 24 Collision with parked motor vehicle collision with parked vehicle 25 Collision with falling/shifting cargo or anything set in motion by motor vehicle cargo shift or loss 26 Collision with work zone/maintenance equipment collision with non -fixed object 27 Collision with other non -fixed object collision with non -fixed object 28 Collision with impact attenuator/crash cushion collision with fixed object 29 Collision with bridge overhead structure collision with fixed object 30 Collision with bridge pier or support collision with fixed object 31 Collision with bridge rail collision with fixed object 32 Collision with cable barrier collision with fixed object 33 Collision with culvert collision with fixed object 34 Collision with curb collision with fixed object 35 Collision with ditch collision with fixed object 36 Collision with embankment collision with fixed object 37 Collision with guardrail face collision with fixed object 38 Collision with guardrail end collision with fixed object 39 Collision with concrete traffic barrier collision with fixed object 40 Collision with other traffic barrier collision with fixed object 41 Collision with tree (standing) collision with fixed object 42 Collision with utility pole/light support collision with fixed object 43 Collision with traffic sign support collision with fixed object 44 Collision with traffic signal support collision with fixed object 45 Collision with other post, pole, or support collision with fixed object 64 1 NWA VISION ZERO PLAN Value rDe 46 Collision with fence collision with fixed object 47 Collision with mailbox collision with fixed object 48 Collision with other fixed object collision with fixed object 49 Unknown unknown 50 Collision with building collision with fixed object = Decoded Value 16 CROSS MEDIAN Consolidated Value crossed median 17 CROSS CENTER OF ROAD crossed centerline 18 CROSS ROAD crossed centerline 19 AIRBORNE airborne 20 RAN OFF ROAD - RIGHT ran off road - right 21 RAN OFF ROAD - LEFT ran off road - left 22 OVERTURN / ROLLOVER over turn or rollover 23 FIRE / EXPLOSION fire or explosion 24 IMMERSION immersion 25 JACKKNIFE jackknife 26 CARGO LOSS / SHIFT equipment failure 27 EQUIPMENT FAILURE equipment failure 28 SEPARATION OF UNITS separation of units 29 RETURNED TO ROAD reentering road 30 COLLISION INV PEDESTRIAN collision with pedestrian 31 COLLISION INV. BICYCLE / PEDALCYCLE collision with bicycle 32 COLLISION INV. RAILWAY VEH. collision with railway vehicle 33 COLLISION INV ANIMAL collision with animal 34 COLLISION INV MV IN TRANSPORT collision with vehicle in transport 35 COLLISION INV PARKED MV collision with parked vehicle 36 COLLISION INV FIXED OBJECT collision with fixed object 37 COLLISION INV OTHER OBJECT collision with non -fixed object 38 OTHER NON COLLISION other non -collision 39 COLLISION INV. BICYCLE / PEDALCYCEL IN BICYCLE LANE collision with bicycle 40 COLLISION INV ANIMAL DRAWN VEH / ANIMAL RIDDEN FOR TRANSPORTATION collision with animal 41 COLLISION INV. WORKING MV collision with non -fixed object 42 DOWNHILL RUNAWAY downhill runaway 43 FELL / JUMPED FROM MV fell or jumped from vehicle 44 THROWN / FALLNG OBJECT collision with non -fixed object 45 STRUCK BY FALLING, SHIFTING CARGO, OBJECT SET IN MOTION BY OWN MV cargo shift or loss 46 RAN OFF ROADWAY - OTHER ran off road - other 47 CROSS SEPARATOR crossed median U UNKNOWN unknown Maneuvers = Decoded 1 Movement essentially straight ahead straight APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 65 Value rDe 2 3 Negotiating a curve Backing straight backing 4 Changing lanes chafing lanes 5 Overtaking/passing overtaking 6 Turning right turn - right 7 Turning left turn - left 8 Making U-turn turn - U 9 Leaving traffic lane chaing lanes 10 Entering traffic lane slowing 11 Slowing parked 12 Parked parked 13 Stopped in traffic stopped in traffic 14 Other other 15 Unknown unknown = Decoded Value 1 None Consolidated Value none 2 Crossing roadway crossing road 3 Waiting to cross roadway adjacent to roadway 4 Walking/cycling along roadway with traffic (in or adjacent to travel lane) along roadway - with traffic 5 Walking/cycling along roadway against traffic (in or adjacent to travel lane) along roadway - against traffic 6 Walking/cycling on sidewalk on sidewalk 7 In roadway - other in roadway 8 Adjacent to roadway (e.g., shoulder, median) adjacent to roadway 9 Working in trafficway (incident response) in roadway 10 Other other 11 Unknown unknown Decodedd. 01 GOING STRAIGHT straight 02 OVERTAKING overtaking 03 MAKING RIGHT TURN turn - right 04 RIGHT TURN ON RED turn - right 05 MAKING LEFT TURN turn - left 06 MAKING U-TURN turn - U 07 SKIDDING / SLIDING other 08 SLOWING OR STOPPING slowing 09 START IN TRAFFIC other 10 START FROM PARKED parked 11 BACKING backing 12 STOPPED IN TRAFFIC stopped in traffic 13 PARKED parked 14 CHANGING LANES chaing lanes 15 AVOIDING other 66 1 NWA VISION ZERO PLAN Value Decoded Value 1 Dry dry 2 Wet wet 3 Snow snow 4 Slush snow 5 Ice/Frost ice 6 Water wet 7 Sand other 8 Mud, Dirt, or Gravel other 9 Oil other 10 Other other The column 'rd_surf_cond_type' was not listed in the received data dictionary. Therefore, the table below does only contain the full list of possible values, and instead only that were present in the received crash data. Additionally, the decode values were determined based on professional judgement. Decoded DRY Dry dry WET Wet wet SNOW Snow snow ICE Ice ice SWTR unsure of value unknown Lighting Condition = Decoded 1 Daylight daylight 2 Dawn dusk/dawn 3 Dusk dusk/dawn 4 Dark - Lighted dark - with lighting 5 Dark - Not Lighted dark - without lighting 6 Dark - Unk. Lighting dark - unknown lighting 7 Other other 8 Unknown unknown The column ' light_cond_name' was not listed in the received data dictionary. Therefore, the table below does only contain the full list of possible values, and instead only that were present in the received crash data. Additionally, the decode values were determined based on professional judgement. Decoded DRY Dry dry WET Wet wet SNOW Snow snow ICE Ice ice SWTR unsure of value unknown APPENDIX B: DESCRIPTIVE CRASH ANALYSIS 1 67 THIS PAGE INTENTIONALLY LEFT BLANK Appendix C: Equity Analysis Framework Methodology and Findings May 2, 2023 Introduction As a part of the Northwest Arkansas Regional Planning Commission's (NWARPC) process of developing a Vision Zero Plan, the project team developed a methodology for identifying communities that have disproportionate safety impacts. The focus was placed on communities that have experienced historic marginalization, disenfranchisement, and disinvestment to examine how past harms may continue to disadvantage them, specifically in terms of traffic violence. The goal of the analysis is to present NWARPC with a process for distinguishing populations that are underserved and under-resourced and an approach to assessing how they are impacted by outcomes of the transportation system like safety risk. The results of the analysis reveal demographic patterns in safety outcomes and provide valuable information for adopting an equity lens to prioritizing safety investments. Taken with crash analysis, development of the High Injury Network (HIN), and community engagement findings, the results can provide an understanding of the implications of safety risk disparities on various communities. This document begins with background information to describe our approach to equity analysis. Next, it details the methods of identifying populations and analyzing safety impact in relation to them. It then presents the results, spatially and graphically, and concludes with recommendations for applying the findings of this analysis. Definitions Community and population are often used interchangeably to describe groups of people sharing similar characteristics or experiences. In this document, we use community to mean a collection of persons that share experiences or cultures. Population is used to describe a group defined by shared demographic attributes, typically identified through Census data. Racial minority and "non -white" are not terms used in this analysis. When referring to people that have been racialized, we will reference their specific identity (African -American, Asian -American, Pacific Islands, Hispanic, and Native American) or use the term Black, Indigenous, or Person of Color (BIPOC). Distinguishing Black and Indigenous people calls attention to the grave injustices that these communities have faced in this country. Low-income refers to people or households that have financial constraints that impact their daily lives. There is no one threshold for what is considered low income. It can be described using poverty guidelines, median household income, housing burden, or transportation burden. Equity is a pluralistic concept that centers on the concept of fairness and justice. We recognize the need for any equity construction to redress historical marginalization, disenfranchisement, and disinvestment. An equity analysis should examine disproportionate impacts and disparate outcomes for those who have been harmed. Area of Persistent Poverty is defined by the USDOT as any County or Census Tract that has consistently had greater than or equal to 20 percent of the population living in poverty over a defined period. Historically Disadvantaged Communities refers to populations sharing a particular characteristic, as well as geographic communities, that have been systematically denied a full opportunity to participate in aspects of economic, social, and civic life. Equity Analyses An equity analysis is one component of unraveling inequities and advancing transportation equity. It provides information that must be used in concert with knowledge learned through engagement to determine actions that improve the lived experiences of people that have been systemically burdened or have had benefits withheld. This quantitative analysis does not answer the question, "is this plan/project equitable?" APPENDIX C: EQUITY ANALYSIS FRAMEWORK 1 69 and instead should be used to inform investment and prioritization decisions to advance equitable outcomes A first step in equity analysis is often demographic mapping. Populations are distinguished based on demographic factors that reflect communities who have been systemically oppressed and marginalized. Then they are categorized using available data (typically Census/American Community Survey data) and geographically located. The resulting maps help understand demographic patterns across a region or city. The demographic patterns can then be spatially compared to various transportation system outcomes, such as safety risk. This can be used to compare outcomes experienced by various populations, revealing disparities and establishing a baseline to improve upon. This improvement comes as the analysis is used in a framework that systematically makes decisions and investments to eliminate socio-demographic disparities and redresses past harms. Defining Populations How are populations defined? NWARPC conducted an environmental justice analysis during their long-range planning process for the 2045 Metropolitan Transportation Plan. Through geospatial analysis, NWARPC identified underrepresented populations required by regulations) — racial and ethnic communities and low-income households. They also name additional demographic factors of age, sex, ability, car ownership/access, and population and employment density that are relevant and could be evaluated as needed. To create a broad characterization of communities that have sociodemographic vulnerabilities and to define the populations that we consider in this analysis, we used criteria for Areas of Persistent Poverty, Historically Disadvantaged Communities as identified by the USDOT RAISE Mapping Tool, and the Social Vulnerability Index (SVI) as defined by the Centers for Disease Control and Prevention (CDC) and Agency for Toxic Substances and Disease Registry (ATSDR). Areas of Persistent Poverty An Area of Persistent Poverty is defined by the USDOT as any County that has consistently had greater than or equal to 20 percent of the population living in poverty during the last 30-year period, as measured by the 1990 and 2000 decennial census and the most recent (2021) annual Small Area Income and Poverty Estimates as estimated by the Bureau of the Census or a Census Tract that has a poverty rate of at least 20 percent as measured by the 2014-2018 5-year data series available from the American Community Survey of the Bureau of the Census. Historically Disadvantaged Communities The USDOT considers certain qualifying census tracts to be historically disadvantaged based on 22 indicators collected at the census tract level and grouped into six (6) categories of transportation disadvantage: • Transportation access disadvantage identifies communities and places that spend more, and take longer, to get where they need to go. (4 indicators) • Health disadvantage identifies communities based on variables associated with adverse health outcomes, disability, as well as environmental exposures. (3 indicators) • Environmental disadvantage identifies communities with disproportionately high levels of certain air pollutants and high potential presence of lead -based paint in housing units. (6 indicators) • Economic disadvantage identifies areas and populations with high poverty, low wealth, lack of local jobs, low homeownership, low educational attainment, and high inequality. (7 indicators) • Resilience disadvantage identifies communities vulnerable to hazards caused by climate change. (1 indicator) • Equity disadvantage identifies communities with a with a high percentile of persons (age 5+) who speak English "less than well." (1 indicator) The comprehensive list of underlying indicators is presented on USDOT's Justice40 Initiative. 1 Executive Order 12898 Federal Actions to Address Environmental Justice in Minority Populations and Low -Income Populations was signed in 1994 and required all recipients of federal funds to "identify and address the disproportionately high and adverse human health or environmental effects of their actions on minority and low-income populations." This executive order and Title VI of the Civil Rights Act for the basis for the industry's approach to transportation equity. 70 1 NWA VISION ZERO PLAN Social Vulnerability Index (SVI) The CDC and ATSDR define social vulnerability as the ability of a community to survive and thrive when confronted by external stressors on human health. We can consider transportation disadvantage (lack of or restricted mobility) among these stressors. They rank each Census Tract along 16 factors categorized into four themes (Figure 1). Figure 1: Social Vulnerability Index developed by the Centers for Disease Control and Prevention (CDC) and Agency for Toxic Substances and Disease Registry (ATSDR). L Socioeconomic Status Household Characteristics Racial & Ethnic Minority Status ^L W O� Housing Type & Transportation How is this definition of populations used? The CDC/ATSDR SVI categorizes vulnerability along four themes, each of which also impacts mobility and can affect transportation disadvantage. Socioeconomic status: Factors categorized in this theme relate to the economic vulnerability of individuals and households. These factors link to transportation disadvantage; they identify populations whose current economic situation may limit their mobility or for whom disruptions in mobility could negatively impact their financial situation. Below 150% Poverty Unemployed Housing Cost Burden No High School Diploma No Health Insurance Aged 65 & Older Aged 17 & Younger Civilian with a Disability Single -Parent Households English Language Proficiency Hhpw k or Latino (of am rem) Black or African American, Not Hispanic or Latino Asian, Not Hispanic or Latino American Indian or Alaska Native, Not Hispanic or Latino Native Hawaiian or pacific Islander, Not Hispanic or Latino Two or More Races, Not Hispanic or Latino Other Races, Not Hispanic or Latino Multi -Unit Structures Mobile Homes Crowding No Vehicle Group Quarters Race and ethnicity: The racial and ethnic groups in this theme reflect populations that have experienced historic discrimination. As we know, historic discrimination excluded and denied services, investments and funding, power in decision making, and other areas critical to having agency over one's lived experience to racialized populations. The effect of this discrimination continues to impact Black, Indigenous, and other People of Color (BIPOC). Disinvestment in and disenfranchisement of BIPOC communities has led to inadequate mobility including longer travel times, missing and deteriorating infrastructure, and greater safety risk. APPENDIX C: EQUITY ANALYSIS FRAMEWORK 1 71 Household characteristics: As NWARPC stated in their environmental justice analysis, age, ability, and English proficiency can restrict mobility options. The other factor in this theme is single -parent households Households with children (and dependents) with a single parent can face mobility challenges based on limited travel choices for household members (e.g., children need supervision on transit or a driver) and constrained income. Housing and transportation: The factors categorized in this theme have important impacts to vulnerability, but have less of a direct impact to mobility, aside from zero - car households. Therefore, this theme is not included in the equity analysis and zero -car household is included as a factor in the household characteristics theme. Given the populations defined above, we created an index score for each Census block group in the MPO. We used this index score to rank all block groups in the MPO and delineated the block groups in the top quantile as "high social vulnerability areas." Understanding Disparities What impacts are evaluated? As a part of the Safety Action Plan, this analysis will focus on safety risk. However, there are other transportation impacts that have real and substantial effects on equity and a person's lived experiences. Impacts such as elevated safety risk, limited access to transportation options and desired destinations, and low quality of transportation can signify transportation disadvantage. When transportation disadvantage is paired with sociodemographic vulnerability, it creates a state of transportation poverty, where a person lacks resources to meet their mobility needs. Transportation poverty may limit to access to work, health care, education, or social networks, and leads to social exclusion and diminished quality of life. Figure 2: Transportation poverty is the confluence of sociodemographic vulnerability and transportation disadvantage. This transportation poverty framework shows how these two components can be characterized and the factors this analysis uses to quantify them. 72 1 NWA VISION ZERO PLAN Safety Risk: This equity analysis focuses on safety outcomes given its application for the Safety Action Plan. Safety impacts and risks were evaluated through the safety analysis for the NWA Vision Zero Plan. We all three equity analysis methods —Areas of Persistent Poverty (Figure 3), Historically Disadvantaged Communities (Figure 4), and Social Vulnerability Index (Figure 5)—to identify segments of the HIN that are in use the results of the safety analysis with the results of areas with high equity scores. Figure 3: High Injury Network in areas of persistent poverty Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded crashes between 2017-2021. APPENDIX C: EQUITY ANALYSIS FRAMEWORK 1 73 Figure 4: High Injury Network in historically disadvantaged communities. Historically Disadvantaged Communities 714il",--.Jane& High Injury Network Northwest Arkansas Gateway Bella Vista" evils Eyebro Gravette �`W l Bentonville Centerton 1 I Rogers-, i iloam Springs Springdale 412 J Tontitown Ozark National Forest Fayetteville 7 Prairie Grove r. 62 f Ozark National Forest Hobbs State Lake Sequoyah 71 r� I Winslov,` 7 Ozark National Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 ml crashes between 2017-2021. m Historically Disadvantaged Tract All Modes High Injury Network Parks & Open Space City Boundaries 74 1 NWA VISION ZERO PLAN Figure 5: High Injury Network in areas with high SVI Pineville 71 High SVI & High Injury Network --,Jane Northwest Arkansas Gateway Belle Vlsta evils Eyebro Gravette Centerton i% Bentonville Rogers i Hobbs State Pa 71' Siloam Springs ' Springdale 412 1- J Tontitown Ozark National Forest Goshen Fayetteville L,tke Sequoyah Par Elkins Prairie Grove P% 62 71 Lincoln Hlgh Social Vulnerablity All Modes High Injury Network Parks & winsloA Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 ml :1 crashes between 2017-2021. • APPENDIX C: EQUITY ANALYSIS FRAMEWORK 1 75 The scope of this analysis does not include a robust evaluation of accessibility disparities, however, as this project progresses, exploring the impacts and contributing factors of transportation disadvantage will enrich the results and recommendations of the work. Although the focus of this project is safety, accessibility is inherently related; accessibility assumes safety and safe transportation is in service of accessibility to destinations. Regardless of demographic factors that can limit one's mobility, such as age, ability, and income, expanding quality mobility options can remove some of the restrictions and enable more freedom of movement. Qualitative Data: The quantitative equity analysis provides only part of the puzzle. To understand transportation disparities, we need to understand the lived experience. The best data for this assessment is from community engagement. This data helps define transportation disadvantage, identify areas of safety risk, highlight barriers to access and mobility, and establish the existing conditions and context. Advancing Equity As stated before, an equity analysis is one part of advancing transportation equity. How the information from the analysis is used is key to moving an equity analysis from a mapping exercise to an effective tool. The information from this analysis can be used in equitable distribution of safety investments, storytelling at the regional and local levels, and monitoring how outcomes change over time. Equitable Distribution of Safety Investments The equity analyses are a component of the Safety Action Plan with the express purpose of influencing the decision making related to the results of this project. Recognizing that traffic violence (and other negative outcomes of the transportation system) has disproportionate impacts on BIPOC, low-income households, and other communities that have been marginalized, focusing interventions and improvements to serve these communities advances equity. Using these analyses, investments on HIN in areas with high equity scores may be prioritized or engagement efforts might focus on communities that have more high -risk roadways and higher equity scores. The results of each of the analysis along with the places and communities where they overlap (Figure 6) will be used to understand where projects may be prioritized and implemented to achieve safe and equitable outcomes. Storytelling NWARPC allocates funding but is not an implementing agency. Additionally, many safety interventions must happen at the local level, although NWARPC has a regional focus. Still, NWARPC can influence equity outcomes through storytelling using the high-level issues and patterns identified in the regional analyses. The regional mapping can be used by smaller towns and rural communities with fewer resources to conduct their own analyses. In this way, NWARPC can help these jurisdictions tell the story of their transportation needs and who is vulnerable to mobility limitations. The story crafted by this analysis can and should be modified based on the results of regional engagement. An equity analysis groups people into broad demographic -based populations, but there are nuances in how people within a population experience the same impact. Furthermore, populations based on demographic data are different than communities that are considered a group based on shared experiences and interests. Demographic data also has geographic bounds (defined by the US Census) that may not align with neighborhood boundaries. As a result, equity analyses present rough estimations of communities and impacts they may experience. These broad analyses also will not capture the lived experience of individuals or how overlapping and intersecting identities that compound mobility impacts. To facilitate storytelling and examine more individualized outcomes, we can employ the concept of personas. Using the results of the equity and safety risk analyses and engagement, we can distill mobility challenges and contributing factors along with how an individual's identities interact with these challenges. We can use this to craft personalized examples of how individuals throughout the region experience the transportation system. These personas can help make disparate impacts more tangible and also communicate with local jurisdictions. 76 1 NWA VISION ZERO PLAN Figure 6: High Injury Network and Equity Analysis Overlap Gravette _III 1 Equity Analysis Overlap & High Injury Network Northwest Arkansas Bella Vista ® y .� Bentonville Centerton l •~ Springy Rogers Hobbs State Tontitown Ozark National Forest CGoshen Fa Ale Lake Sequoyah y . t 7 Prairie Grc re 62 Ozark National Forest 71 Degrees of Disadvantage High Moderate Low All Modes High Injury Network Parks & Winslow Open Space ' Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 mi crashes between 2017-2021. m ■ • I APPENDIX C: EQUITY ANALYSIS FRAMEWORK 1 77 Continued Assessment As NWARPC evaluates their progress on safety (and other) targets, they can examine progress in addressing disparities. By assessing the distribution of impacts across high SVI areas and demographic groups over time, NWARCP can monitor the impact investment decision are having. In this way, investments can be prioritized to address performance while targeting disproportionate impacts and underinvestment among marginalized communities. Recommendations Equity has largely been considered in the environmental justice and Title VI context, which often creates analyses to address a requirement and mark a checkbox. For example, the long-range plan was developed and the selected projects were overlaid on demographic maps to visualize impacts on racialized and low-income populations. The analysis, however, did not influence which projects were selected or where and how they would be implemented. The equity analysis for the Safety Action Plan considers equity in the initial phases to identify and prioritize locations for interventions and determine types of interventions informed by the analysis and guided by the community. Starting with the Safety Action Plan, NWARCP can continue to integrate equity analysis into decision making by using the equity analysis to assess potential outcomes like accessibility and use the results to influence which projects are selected and prioritized. This lays the foundation for a more systemic equity framework that uses equity to make decisions throughout the agency. Additionally, iterating on an equity analysis can fine tune the process over time by adjusting demographic factors and indicators as needed and focusing on various relevant impacts. Repeating the analysis at regular intervals can also help evaluate outcomes over time to monitor improvement and direct ongoing efforts towards equity. Finally, it is important to remember that inequities are a result of past discrimination, disinvestment, and disenfranchisement. Understanding the history of Northwest Arkansas relative to racialized communities and other key communities can highlight what harms should be redressed. These may not be limited to transportation although they will affect one's mobility. Advancing equity is a continual process; the equity analysis is one step in a multidisciplinary, multi-sectoral endeavor. 78 1 NWA VISION ZERO PLAN Appendix D: Project Prioritization The Northwest Arkansas region is committed to Vision Zero to eliminate roadway fatalities and serious injuries by 2038. The NWA Vision Zero Plan establishes the goals and actions that need to be taken by the state, regional, and local agencies along with supporting partners to achieve Vision Zero. This report serves to provide direction on project prioritization and safety countermeasure selection for traffic safety projects across Northwest Arkansas. The actions, Prioritization Frameworks, and the proven safety countermeasures in the NWA Vision Zero Plan should be used congruently to guide the implementation of the strategies that specifically relate to roadway safety infrastructure improvements. The information in this report is a guide for the Region and member agencies to prioritize and implement traffic safety projects using the Safe Systems Approach. The Northwest Arkansas Regional Planning Commission (NWARPC) will be able to use the Project Prioritization Frameworks to further prioritize and implement projects as funding is allocated for safety projects. This report has two sections. In the first section, the Project Prioritization Framework outlines the criteria for prioritization and select location -specific and systemic safety projects. The second section lists the projects along the high -injury network and the outputs from the Safer Streets Priority Finder model along with their scoring based on these criteria. Project Prioritization Framework The Project Prioritization Framework will support the Northwest Arkansas region in the decision -making process to target its Vision Zero strategies and ultimately eliminate roadway fatalities and serious injuries. The Frameworks will allow the region to: identify the locations to focus its limited resources and the projects to prioritize at those priority locations, and 2. prioritize systemic improvements that member agencies can do across their roadway networks to increase safety without needing to do further analysis. This section outlines the prioritization process for location -specific projects and systematic proactive projects. Location -Specific Project Prioritization and Monitoring Frameworks Location -specific project prioritization ranks roadway segments by safety need through a data - driven process. In this framework, five metrics that incorporate roadway crash history, crash severity, community input, and equity are used to prioritize roadway segments. The metrics are weighted to help ensure that projects deployed at the prioritized locations will have the best likelihood to help the region and member agencies achieve Vision Zero. Total scores were developed for each location -specific projects on the HIN. Note that since all of the corridors are on the HIN, the corridors are ranked equally under that metric. Projects were categorized into three projects tiers — Tier 1 being the highest priority and Tier 3 being the lowest —with approximately equal number of projects in each tier. Adjustments were made to ensure projects with the same total scores were always in the same tier. APPENDIX D: PROJECT PRIORITIZATION 1 79 The table below summarizes the five metrics and outlines the weighting for each. Table 1: Metrics for the Location -Specific Project Prioritization Framework The total number of KSI crashes per mile on the roadway segment in the most recent five years Number of Killed of crash data. This is the top -weighted metric or Seriously to prioritize the goal of Vision Zero —eliminate 30% Injured (KSI) fatalities and serious injuries on roadways across Crashes Northwest Arkansas. Crash data is sourced from both the Arkansas and Missouri Departments of Transportation. Roadway segments that are on the Overall HIN should be prioritized in the region's overall roadway project prioritization process. While On the Overall project prioritization would score all projects, High Injury using the overall HIN metric ensures safety is Network (HIN) paramount in ranking all roadway projects. This metric weights where crashes are occurring at the greatest injury severity and density through a sliding windows analysis. The highest Degree of Disadvantage area that the Equity and roadway segment travels through. Equity analysis Degrees of identifies the areas of the region where a higher Disadvantage proportion of historically disadvantaged people lives along with areas of persistent poverty that can result in social vulnerability. 20% Rank by Tiers 3 — Highest 2 — Middle 1 - Lowest Part of HIN 3—Yes 0-No Rank by Tiers 3 — Highest degree of disadvantage, persistent poverty, and social vulnerability 25% 2 — Some degree of disadvantage, persistent poverty, or social vulnerability 1 - Minimal degree of disadvantage, persistent poverty, or social vulnerability The total number of crashes per mile of all severity Rank by Tiers types that occurred on the roadway segment in the 3 —Highest tier of total crashes Total Crashes most recent five years of crash data. Crash data 10% 2 is sourced from both the Arkansas and Missouri — Middle tier of total crashes Departments of Transportation. 1 —Lowest tier of total crashes The total number of comments received from Number of the public about the roadway segment being Rank by Tiers Unsafe Location unsafe. Road users' perception of safety can help 3 — Highest density of comments Comments from proactively identify unsafe locations that may not 15% 2 — Medium density of comments Public have a significant crash history. Data is sourced 1 — Lowest density of comments from the mapping activity conducted as part of the 0 — no comments NWA Vision Zero Plan process. 100% 80 1 NWA VISION ZERO PLAN Once the region and its member agencies have prioritized locations for projects, an additional framework will be used to identify and rank the countermeasures to implement at the priority locations. The Location -Specific Prioritized Project Monitoring Framework will allow the region to move location -specific projects through the process to select countermeasures and tracking of outcomes through these seven steps outlined in the table below. Some projects along the HIN have already been identified by member agencies for safety projects and the countermeasures may have already been identified based on understanding of crashes. This framework should be used to track and evaluate projects consistently and objectively for accountability and flexibility. Table 2: Steps in the Location -Specific Prioritized Project Monitoring Framework Identify individual countermeasures for each of the priority corridors by evaluating the crash causation in the most recent five years of crash data. Evaluate the crash types, contributing factors, and roadway context that may have contributed to crashes, with particular attention to KSI crashes. When evaluating corridors that are on the Overall HIN, identify which of the modal HIN the corridor is on to identify which mode has been most at risk for KSI crashes. As needed, look further into crash causes, by reviewing the full crash reports that occurred on 1 Understanding Crash Causation the prioritized corridor. Longer road corridors from the Location -Specific Prioritization Framework can be further segmented. This segmentation can be done for several reasons a.) to match a change in context or configuration of the road (e.g. the road goes from six lanes to four), b.) to select a more management segment length because of limited resources, c.) to match the limits of another corresponding project (e.g. pavement restoration), or d.) to match changes in the prevailing crash risk factors along the corridor. Conduct a review of the corridor to select safety countermeasures and key design features 2 Initial Safety Countermeasures that would increase traffic safety on the priority corridor. Use the information on crash Selection causation from Step 1 to develop an initial countermeasures list from the proven safety countermeasures and associated toolkit. Final Safety Countermeasures Fine-tune the countermeasures list from Step 2 based on feasibility, funding, and context. 3 Selection The Crash Modification Factors (CMF)- information about each countermeasure (Step 4) should provide insight into the final selection of countermeasures. Model CMFs to estimate if the safety countermeasures selected will eliminate KSI 4 CMF Modeling crashes. Values for CMFs are used to identify safety countermeasures with the greatest possible safety benefit for a particular location, with the goal of layering multiple safety countermeasures to get a CMF of zero. After the set of countermeasures is determined for the location from Steps 3 and 4, begin design and engineering with the goal to provide safe and comfortable places for all road 5 Design and Engineering users, especially vulnerable users. Ensure the countermeasures are designed in a layered approach to complement each other and work together to reduce crash severity and eliminate KSI crashes. Implement the countermeasures. Ensure the construction process follows work zone safety b Construction best practices to allow the safe movement of all road users. Monitor the safety outcomes and performance of projects by conducting field observations, conducting surveys of road users' perception of safety, and reviewing crash data to 7 Safety Outcome Performance determine if desired behaviors changed and if crash frequency and severity are reduced. Perform systemic evaluation across the region and within member agency jurisdictions to see how projects constructed are working toward eliminating KSI crashes by 2038. 1 USDOT Crash Modification Factors Clearinghouse provides a database of factors that estimates the possible effect countermeasures could have on reducing crashes. https://www.cmfcLearinghouse.org/ APPENDIX D: PROJECT PRIORITIZATION 1 81 Systemic Proactive Project Prioritization Framework Systemic treatment implementation is a common Vision Zero approach that identifies many locations for the rapid application of proven safety countermeasures designed to reduce the number of KSI crashes. Systemic treatments can be proactively implemented throughout the regional and in member agency jurisdictions and are generally considered well -suited for widespread implementation because of their safety effectiveness, cost effectiveness, and feasibility for implementation at multiple locations. These traffic safety infrastructure improvements can usually be made where common safety risk factors exist and often do not require any further analysis implement at specific locations. The table below lists the safety countermeasures that are recommended for proactive, systemic implementation in Northwest Arkansas, and the ultimate locations where each countermeasure should be implemented. Table 3: Systemic Proactive Safety Countermeasures Northwest Arkansas Regional Priority Location - Specific Projects Location -specific projects across Northwest Arkansas have been identified though the development of the HIN along with using the Safer Streets Priority Finder model to identify a variety of corridors and roadway segments where safety risks could be addressed proactively. The following tables show the prioritized lists of corridors along the HIN. The maps and tables include all projects in the NWA region along with sorted tables and corresponding maps for projects in the following communities: • Bella Vista • Bentonville • Centerton • Fayetteville • Rogers • Siloam Springs • Springdale Each table lists the following information related to the location -specific project: 1. Corridor Name 2. To/From Extents 3. Municipality 4. Length (miles) 5. Project Tier b. Total Score 7. KSI Score 8. KSI Crashes/Mile 9. All Crash Score 10.All Crashes/Mile 11. Equity Score 12.HIN Score 13.Public Comment Score 14.HIN Modes • p: pedestrian • b: bicycle • mc: motorcycle • mv: motor vehicle 82 1 NWA VISION ZERO PLAN THIS PAGE INTENTIONALLY LEFT BLANK Corridor To Extent From Extent Municipality Length (mi) TiProject Total Score KSI Score KSI West Robinson Avenue South Thompson Street Turner Street Springdale 0.4 1 2.85 3 5.4 Curchill Avenue/West South Thompson Street West Emma Avenue Springdale 3.2 1 2.85 3 8.8 Lakeview Drive North Garland Avenue West Lawson Street West Berry Street Fayetteville 0.4 1 2.75 3 5.0 Old Wire Road/Dick Trammel North Old Missouri Road East Emma Avenue Springdale 1.3 1 2.75 3 5.4 Highway West Hudson Road/Water Bentonville, Southeast 14th Street Phyllis Street 0.6 1 2.6 3 6.4 Tower Road/Bekaert Drive Rogers West Martin Luther King Jr. West Ozark Trail/East Main South School Avenue Fayetteville 3.5 1 2.6 3 7.8 Boulevard Street North College Avenue East Center Street East Township Street Fayetteville 2.1 1 2.6 3 5.2 Westside Village Street/East West Sunset Avenue South Thompson Street Springdale 4.1 1 2.6 3 8.8 Henri de Tonti Boulevard All Crash All Crashes/ Equity HIN Score N Score Mile Score C 3 311.9 3 3 2 2 153.8 3 3 2 2 131.5 3 3 2 3 1002.3 2 3 2 3 439.4 2 3 2 3 372.9 2 3 2 3 438.1 2 3 2 a my mc, mv, p b mv, p my b, mc, mv, p mv, p mc, mv, p West North Street/North West Wed ington Drive MP 16.40 Fayetteville 3.5 1 2.5 3 6.6 2 245.1 2 3 2 b, mc, mv, p Garland Avenue West Oak Street/South 5th South Mountie Boulevard West Olrich Street Rogers 0.5 1 2.5 3 6.0 2 11.9 2 3 2 p Street US 412;AR 59 W extent of US 412;AR 59 Arkotex Road Siloam Springs 2.1 1 2.5 3 5.6 2 202.0 2 3 2 my US 412 MP 11.65 Arkotex Road/US 412;AR 59 Siloam Springs 1.1 1 2.5 3 8.2 2 178.2 2 3 2 mc, my South Archibald Yell South School Avenue West Nonnamaker Drive Fayetteville 1.1 1 2.45 2 0.9 2 54.5 3 3 2 my Boulevard North Thompson Street West County Line Road West Emma Avenue Springdale 1.7 1 2.45 3 5.2 2 225.2 3 3 0 mv, p West Olive Street Kingswood Drive 150 ft W of North 16th Street Rogers 1.3 1 2.45 2 0.8 2 89.2 3 3 2 mv, p East Emma Avenue/ East Huntsville Avenue Mill Street Springdale 2.0 1 2.45 2 4.5 2 97.7 3 3 2 mv, p Butterfield Coach Road 525 ft S of South Razorback South Treat Street/Dowell South Razorback Road Fayetteville 1.0 1 2.45 2 1.0 2 29.9 3 3 2 b Road Drive North 2nd Street/Northeast West Hudson Road/Water West Hudson Road Hudson Road/West Hudson Tower Road/Bekaert Drive/ Rogers 3.0 1 2.45 2 3.3 2 168.7 3 3 2 mc, my Road Southeast 14th Street West Sycamore Street North Garland Avenue North Woodland Avenue Fayetteville 0.9 1 2.45 2 1.1 2 90.9 3 3 2 my Powell Street Caudle Avenue/Park Street Southland Drive Springdale 2.0 1 2.45 2 2.0 2 32.2 3 3 2 b, p East 15th Street South Happy Hollow Road South College Avenue Fayetteville 1.3 1 2.45 2 1.5 2 90.6 3 3 2 North Crossover Road 305 ft NE of Hillside Terrace MP 9.80 Fayetteville, 1.2 1 2.35 3 8.3 3 363.3 1 3 2 Springdale West Walnut Street 115 ft E of West Walnut Street South 8th Street/North 8th Rogers 3.2 1 2.3 2 4.4 Street Southeast 14th Street Phyllis Street Southeast East Street Bentonville 1.3 1 2.3 2 3.1 Elm Springs Road Elm Springs Road White Road Springdale 1.1 1 2.3 2 0.9 Ivey Lane/North Crossover Fayetteville, South Old Missouri Road Road South Old Missouri Road 1.3 1 2.2 3 6.4 Springdale 3 309.3 2 3 2 3 495.0 2 3 2 3 333.1 2 3 2 2 151.9 2 3 0 my mc, my b, mc, mv, p my mc, my mc, mv, p 84 1 NWA VISION ZERO PLAN West Clinton Drive/North North East Avenue/South East West Center Street Fayetteville 0.7 1 2.2 2 1.4 2 69.1 2 3 2 Harmon Avenue Avenue 300 ft E of North Mclilroy West Dickson Street Avenue/North Ozark Avenue/ North Arkansas Avenue Fayetteville 0.4 1 2.2 2 2.6 2 36.0 2 3 2 West Dickson Street South Thompson Street/ 65 ft SW of East Sunbridge Fayetteville, North College Avenue Curchill Avenue/West 4.7 1 2.2 2 2.3 2 164.9 2 3 2 Drive Springdale Lakeview Drive West Maple Street North Highland Avenue North Garland Avenue Fayetteville 0.9 1 2.2 2 1.1 2 91.9 2 3 2 North College Avenue/East Fayetteville, Main Drive North Ball Street Johnson, 1.1 1 2.2 2 1.9 2 66.1 2 3 2 Lake Fayetteville Road Springdale 105 ft W of West Cleveland West Cleveland Street North Sang Avenue Fayetteville 1.2 1 2.2 2 3.5 2 51.2 2 3 2 Street/North Willis Avenue i p b mv, p p my p East Pleasant Grove Road/ South 8th Street West Walnut Street Rogers 3.5 1 2.2 2 4.3 2 153.3 2 3 2 mv, p North Bloomington Street 1960 ft S of West Van Asche North Gregg Avenue West North Street Fayetteville 3.2 1 2.2 2 2.5 2 108.8 2 3 2 b, mv, p Drive South 1st Street S 1st St/South 1st Street East Glendale Lane Rogers 1.2 1 2.2 2 0.9 2 63.8 2 3 2 me West Huntsville Avenue White Road Mill Street Springdale 1.9 1 2.2 2 1.6 2 161.0 2 3 2 my 80 ft S of North Crossover Fayetteville, North Crossover Road MP 7.15 2.1 1 2.2 2 4.8 2 207.6 2 3 2 mc, my Road/East Brandon Circle Springdale 385 ft W of South Washington Jonathan Barnett Highway/ US 412 Street South Carl Street Siloam Springs 0.9 1 2.2 3 10.5 2 228.9 2 3 0 mc, my White Road Elm Springs Road West Huntsville Avenue Springdale 0.2 1 2.2 2 4.2 2 97.7 2 3 2 my US 412 MP 8.85 MP 14.15 1.2 1 2.2 3 7.5 2 163.3 2 3 0 mc, my Dick Trammel Highway Remington Drive AR 264/Old Wire Road Springdale 1.0 1 2.2 3 4.9 2 61.2 2 3 0 me East Joyce Boulevard North Steele Boulevard North Crossover Road Fayetteville 2.2 1 2.2 2 2.7 2 220.7 2 3 2 my South Dixieland Road West Walnut Street Cunningham Avenue Rogers 2.6 1 2.2 2 3.5 2 75.4 2 3 2 mv, p N Exit 3900 N extent of N Exit 3900 S extent of N Exit 3900 Fayetteville 0.1 1 2.2 3 13.6 2 74.6 2 3 0 p 2735 ft N of South Futrall West Old Farmington Road/ South Futrall Drive Fayetteville 0.8 2 2.15 2 1.2 2 45.9 3 3 0 my Drive/West Best Way Street Futrall Drive Fulbright Expressway/I 49;US Fulbright Expressway MP 2.50 Fayetteville 1.6 2 2.15 2 2.5 2 56.3 3 3 0 me 62;US 71 West Olive Street North 2nd Street 95 ft E of North 14th Place Rogers 1.2 2 2.15 2 0.8 2 97.8 3 3 0 mv, p West Don Tyson Parkway Turner Street 530 ft E of Johnson Road Springdale 1.6 2 2.15 2 0.6 2 105.8 3 3 0 my Fulbright Expressway 149;US 62;US 71 MP 123.20 Fayetteville 1.8 2 2.15 2 3.4 2 171.7 3 3 0 mc, my 70 ft W of West Persimmon West Persimmon Street North 22nd Street Rogers 1.4 2 2.15 2 1.4 2 20.3 3 3 0 p Street/North 7th Street South Hollywood Avenue/ South Sang Avenue West Martin Luther King Jr. West Stone Street Fayetteville 0.3 2 2.15 2 3.7 2 77.4 3 3 0 b Boulevard APPENDIX D: PROJECT PRIORITIZATION 1 85 Project KSI Crashes/ All Crash All Crashes/ E uit Public Municipality Length (mi) Tier Total Score KSI Score Mile Score Mile Score HIN Score Comment Score HIN Modes South Pleasant Street Watson Avenue South Thompson Street Springdale 0.9 2 2.15 2 2.2 2 148.2 3 3 0 my 525 ft W of East Don Tyson East Don Tyson Parkway Turner Street Springdale 1.3 2 2.15 2 0.8 2 68.9 3 3 0 my Parkway North 8th Street West Hudson Road West Walnut Street Rogers 1.5 2 2.15 2 4.0 2 156.5 3 3 0 mc, my Southwest 14th Street MP 5.05 South Main Street Bentonville 1.3 2 2.05 2 4.6 3 261.5 1 3 2 mv, p 215 ft W of Southeast Walton W extent of Southeast Walton Southeast Walton Boulevard Boulevard/Moberly Lane Boulevard Bentonville 1.3 2 2.05 2 2.3 3 544.9 1 3 2 mc, my 60 ft N of Pleasant Crossing West Pleasant Grove Road/ Pleasant Crossing Boulevard Boulevard/Pleasant Crossing Rogers 0.1 2 2.05 3 14.0 3 322.8 1 3 0 my South 26th Street Drive E extent of East Wagon Wheel East Wagon Wheel Road Puppy Creek Road Springdale 0.1 2 2.05 3 8.4 3 395.2 1 3 0 my Road East Monroe Avenue/West North Bloomington Street MP 7.40 Lowell 1.6 2 1.95 2 3.8 2 93.8 1 3 2 my Monroe Avenue 355 ft NW of AR 12/Hilltop AR 12 MP 24.65 3.2 2 1.95 2 2.8 2 19.1 1 3 2 me Drive 275 ft W of Western Heights West Centerton Boulevard North Main Street/Ginn Road Centerton 1.1 2 1.95 2 1.8 2 118.2 1 3 2 my Circle South Shiloh Drive MP 1.15 N extent of South Shiloh Drive Fayetteville 1.1 2 1.95 2 1.8 2 148.2 1 3 2 my North Barrington Road/South 130 ft E of East Henri de Tonti East Henri de Tonti Boulevard Tontitown 1.1 2 1.95 2 0.9 2 202.7 1 3 2 my Barrington Road Boulevard/Towne Park Road West Centerton Boulevard/ North Main Street East Centerton Boulevard/ Seba Road/Town Vu Road Centerton 1.0 2 1.95 2 4.0 2 98.1 1 3 2 p Ginn Road West New Hope Road West New Hope Road South 1st Street Rogers 3.7 2 1.95 2 2.5 2 95.9 1 3 2 mv, p 65 ft NW of North Crossover 285 ft N of East Deerpath North Crossover Road Fayetteville 2.4 2 1.95 2 4.2 2 182.9 1 3 2 mc, my Road/East Shagbark Bend Drive Bella Vista, Bella Vista Bypass MP 0.40 MP 21.95 1.9 2 1.95 2 4.2 2 87.9 1 3 2 mv, p Bentonville Bentonville, East Centerton Boulevard MP 2.40 MP 1.25 1.3 2 1.95 2 3.1 2 223.1 1 3 2 mc, my Centerton West Apple Blossom Avenue/ East Monroe Avenue/West South Bloomington Street North Thompson Road/East Monroe Avenue Lowell 1.0 2 1.95 2 3.0 2 154.4 1 3 2 Apple Blossom Avenue US 412 MP 1.10 MP 21.70 1.2 2 1.95 3 7.2 2 157.6 1 3 0 225 ft NW of South Maestri South Maestri Road Road/Greathouse Springs Western Trails Drive Springdale, 1.2 2 1.95 2 2.5 2 35.8 1 3 2 Road Tontitown my mc, my me AR 12 Prairie Creek Drive/Phillips Road Mountain Lake Drive/Prairie Creek Drive Prairie Creek 0.5 2 1.95 3 24.0 2 181.2 1 3 0 my 80 ft E of CR 58/West Henri de 480 ft W of Klenc Road/West West Henri de Tonti Boulevard Tontitown 2.7 2 1.95 2 4.1 2 40.7 1 3 2 mc, my Tonti Boulevard Henri de Tonti Boulevard US 62 MP 21.90 MP 23.60 Garfield, Gateway 1.7 2 1.95 3 10.0 2 64.7 1 3 0 mc, my AR 12 Beaver Shores Road/AR 12 MP 9.25 Prairie Creek 1.6 2 1.95 3 6.9 2 51.9 1 3 0 my South Dixieland Road/W Pleasant Crossing Drive Pleasant Crossing Boulevard Rogers 0.3 2 1.95 3 6.5 2 71.5 1 3 0 b Pleasant Crossing Dr 86 1 NWA VISION ZERO PLAN From Extent Municipatity . ; . ® US 62 MP 8.25 MP 11.80 Avoca 3.0 2 1.95 3 5.7 2 36.7 1 3 0 mc, my North Bloomington Street/ West Monroe Avenue MP 4.00 Lowell 3.1 2 1.95 2 2.2 2 124.0 1 3 2 my South Bloomington Street 115 ft SE of East Huntsville East Huntsville Road South Crossover Road Fayetteville 1.1 2 1.95 2 0.9 2 90.9 1 3 2 my Road/Jarnigan Street 240 ft W of North Cris Hollow Fayetteville, AR 112 MP 6.05 1.9 2 1.95 2 1.6 2 33.2 1 3 2 me Road/AR112 Johnson Fayetteville, 149:US 62:US 71 MP 90.65 MP 114.75 Johnson, 7.6 2 1.95 2 3.3 2 111.8 1 3 2 mv, p Springdale 320 ft W of Sonora Acres East Robinson Avenue Turner Street Springdale 5.4 3 1.9 2 3.3 2 133.1 2 3 0 b, mc, mv, p Road/Sonora Acres Ramp MP 0.30 MP 0.20 Springdale 0.3 3 1.9 1 0.0 2 117.5 2 3 2 my East New Hope Road/Blue Hill Monte Northeast Road AR 94/AR 94S Rogers 1.6 3 1.9 2 3.7 2 26.3 2 3 0 my Road East Huntsville Avenue/East Butterfield Coach Road East Don Tyson Parkway Springdale 2.3 3 1.9 2 3.0 2 91.7 2 3 0 mc, my Emma Avenue Cheri Whitlock Drive 475 ft E of North Carl Street North Lincoln Street Siloam Springs 1.6 3 1.9 2 3.1 2 65.6 2 3 0 my Northeast Hudson Road MP 10.60 355 ft SW of Happy Trails Drive Avoca, Rogers 1.8 3 1.9 2 2.2 2 23.9 2 3 0 me AR 16 MP 13.30 MP 0.25 Fayetteville 0.2 3 1.9 1 0.0 2 56.0 2 3 2 p North Thompson Street/ 125 ft W of Backus Avenue/ Backus Avenue Springdale 1.1 3 1.9 2 1.8 2 87.3 2 3 0 p Sanders Avenue San Miguel Drive South Old Missouri Road East Emma Avenue East Robinson Avenue Springdale 1.2 3 1.9 2 4.0 2 148.0 2 3 0 mc, my 375 ft W of Electric Avenue/ Electric Avenue South Old Missouri Road Springdale 1.1 3 1.9 2 1.8 2 31.8 2 3 0 my Woodford Street 230 ft S of Progress Avenue/ Progress Avenue North Progress Avenue Siloam Springs 1.3 3 1.9 2 0.8 2 74.5 2 3 0 my Carousel Drive East Dickson Street/Highland West Dickson Street North Arkansas Avenue Fayetteville 0.5 3 1.9 2 1.8 2 174.2 2 3 0 b Avenue AR 59 MP 22.40 MP 27.85 1.7 3 1.9 2 3.5 2 20.0 2 3 0 me 225 ft S of South 40th Street/ South 40th Street 225 ft S of Haile Lane Springdale 1.6 3 1.9 2 1.2 2 75.6 2 3 0 my Holt Avenue North Dixieland Road 185 ft S of North Dixieland West Walnut Street Rogers 1.1 3 1.85 1 0.0 2 106.4 3 3 0 my Road/West Easy Street West Poplar Street North Gregg Avenue North Leverett Avenue Fayetteville 0.5 3 1.85 1 0.0 2 39.6 3 3 0 b AR 12 Van Winkle Place Road MP 19.70 2.1 3 1.65 2 4.3 2 29.0 1 3 0 me North Salem Road West Persimmon Street/North 130 ft S of North Salem Road/ Fayetteville 1.3 3 1.65 2 0.8 2 30.4 1 3 0 p Mountain Ranch Boulevard West Fairfax Street 149 MP 86.60 MP 79.50 1.4 3 1.65 2 4.3 2 120.7 1 3 0 my Spring Creek Road West Monroe Avenue/Bellview 125 ft S of Spring Creek Road Lowell, 1.1 3 1.65 2 0.9 2 4.5 1 3 0 my Street Springdale 149 MP 52.05 MP 85.60 Greenland 2.1 3 1.65 2 2.9 2 80.5 1 3 0 my APPENDIX D: PROJECT PRIORITIZATION 1 87 150 ft S of State Highway 72/ State Highway 72 MP 1.30 Bentonville 2.7 3 1.65 2 3.7 2 48.1 1 3 0 East Plentywood Road Rock Road MP 0.40 MP 1.50 1.2 3 1.65 2 1.7 2 5.0 1 3 0 Pleasant Crossing Boulevard/ 85 ft S of Everest Avenue/ South 26th Street Rogers 1.1 3 1.65 2 2.7 2 27.4 1 3 0 West Pleasant Grove Road South 26th Street 475 ft NW of Jenny Lynn Lane/ US 71 365 ft NE of US 71/Pine Drive Winslow 1.3 3 1.65 2 0.8 2 9.2 1 3 0 US 71 a my me my me US 62 MP 35.85 MP 26.10 2.0 3 1.65 2 4.1 2 14.4 1 3 0 me AR 16 MP 12.25 360 ft E of AR 16/Osgood Lane 1.2 3 1.65 2 4.2 2 20.0 1 3 0 my 155 ft S of Willowbend Drive/ Spring Creek Road/West Bellview Street Lowell 0.8 3 1.65 2 2.7 2 15.9 1 3 0 my Ridgewood Avenue Monroe Avenue Southwest 2nd Street/ Bentonville, West State Highway 72 Main Street 1.9 3 1.65 2 1.6 2 33.9 1 3 0 me Southwest Black Hawk Road Centerton Bella Vista Way MP 2.35 MP 4.65 Bella Vista 2.2 3 1.65 2 1.8 2 106.8 1 3 0 mc, my Southwest Regional Airport Bentonville, Greenhouse Road Boulevard/Southwest East Centerton Boulevard 1.5 3 1.65 2 2.0 2 59.1 1 3 0 my Centerton Cornerstone Road Farmington, US 62 MP 31.70 US 62/Orchid Road 3.3 3 1.65 2 4.0 2 31.4 1 3 0 my Prairie Grove North Shiloh Drive West Wedington Drive N extent of North Shiloh Drive Fayetteville 0.3 3 1.65 1 0.0 2 19.0 1 3 2 my Wagon Wheel Road/South S extent of North Main Street North Main Street Elm Springs Main Street (Cave Springs) Elm Springs Springdale 0.9 3 1.65 2 3.3 2 42.7 1 3 0 my 270 ft N of East Wagon Wheel East Wagon Wheel Road Puppy Creek Road Springdale 1.0 3 1.65 2 2.1 2 43.2 1 3 0 my Road/South Zion Road 80 ft N of West Apple Blossom Avenue/South Bloomington West County Line Road/North North Thompson Road Springdale 2.0 3 1.65 2 1.5 2 110.5 1 3 0 mc, my Street/East Apple Blossom Thompson Street Avenue Lowell, Rogers, 149;US 62;US 71 MP 114.75 MP 169.30 9.8 3 1.65 2 2.9 2 119.9 1 3 0 mc, my Springdale Bella Vista Bypass MP 13.70 MP 18.90 Gravette 2.0 3 1.65 2 4.0 2 83.5 1 3 0 mv, p West Wedington Drive/North North Shiloh Drive MP 1.80 Fayetteville 1.1 3 1.65 1 0.0 2 23.6 1 3 2 my Shiloh Drive Christian Avenue Elmdale Drive North Thompson Street Springdale 0.7 3 1.6 1 0.0 2 16.6 2 3 0 p 550 ft E of East Kenwood 380 ft W of East Kenwood East Kenwood Road Siloam Springs 1.4 3 1.6 1 0.0 2 22.9 2 3 0 my Road/South Hico Street Road/Lewis Circle East Cliffs Boulevard North Crossover Road North Happy Hollow Road Fayetteville 0.5 3 1.6 1 0.0 2 7.5 2 3 0 my 88 1 NWA VISION ZERO PLAN r High Injury Network Project Corridors Jane Northwest Arkansas v � Gateway 1 T Bella Vista _ Beritonvil Rogers-,. � J 1 7 Springs, Springdale, 41 Tontitown zark National Forest Hobbs State 71 I Fayetteville Like Sequoyah I ,, Elk ns 7 Prairie Grove r. 62 �71 i Lincoln' \ v Prioritization Tier High — Medium — Low Parks & Winslow Open Space Ozark National Forest•- Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all 0 2.5 5 mi _A a recorded crashes between 2017-2021. 1 ( ■ • APPENDIX D: PROJECT PRIORITIZATION 1 89 n E > tU E E N O M m 00 P 10 n O 0 N N N pp ©Mmfffm Ln Lo C N m p. Cl! N m m > C > m O m C N N N m m m Lf7 C� Lo N �Y a a o Lo �7 M O N a a m m > a > Jo m m T rL m m m m 90 1 NWA VISION ZERO PLAN 71 - CountY'RoadSE713 j�� r 9� State Rols 9� K O"r vugo` n dip �d sf West State Highway 72 1, �72 J G! VO l Short Road 3 279 o North Mount Olive Road Seba Road Bliss Street 72 F::'-- Shipe Road ,,ghway 102 a N Bush Road Kimmel Road 7 BELLA VISTA Northwest Arkansas y/ 94 20 o )1 0 CU c 0 J m s� f0 J �O ^y c a N Prioritization Tier L 1 High a z o Medium Low Parks & Open Space City Boundaries ■ Note: Maps based on Arkansas DOT ACAT 0 1 2 ml data and Missouri DOT STARS data for all recorded crashes between 2017-2021. lfwA,04 ' APPENDIX D: PROJECT PRIORITIZATION 1 91 v z � — O C N V � N a E Lo � o u a c� Ln N L Z O — v 2 t/1 T � �+ L �7 O a v W !/) N N L N y N Q U f L Ql N L f0 O r L ti a U w \ N N s N N N L r Yt�f N L Y t!1 r d L .0, O O tJ LJ N 'O L L � a� L y+ Cf C N Q. v C 7 C K w E O LL i ■ C 1 K CD CD cm CD 0 CD cu w Ln cli u L 46 1 L L • (7 C� •O n E > > U E E E N N N Cl) Cl) CM N — — O Ln O; Lo 17 N Lo M M cn O M cM N N CV N Ln Lo C9 O O N N N N N Ci (+7 rM QI d N C C C O O O C C C Q1 Ql N m m m N .0 O p rroi _` c roi (o L e0+ L C > _ _ O T 7 t!L 7 (D N 7 @ 7 Ln W Ln Ln Ln m a� Q' o \ c L � Ln M ro !) O d C > L Ln L O N y a C, u0) m � ro w N o w v r0 _L Q1 r0 QL 3 Q) c > L � L Ln 7� 7 L 7� 7 0 U) Ln � Ln � m PLAN L1 > E N M W N N Ln ol N LT O N vl > > C O O Ql N m m rT N a 2 O O d LN r0 rd n Ql T m m E L E N M M N N N M N Ln N ('M Q) C j O c L O N C C N N m U Lo a 2 O a 2 C O L L > Q) N m C 7 ro Qu O W U m Q/ C C L O QI C C Q) Q1 m U QL � Y Q) Q1 Q/ rd 3 L 3 = L L Y U o o r o c o 0o Ln N Ln m X O N t\ O T In 3 N t E O cn O� Lo N O N Ln Ln N C C L O Q1 C C N Q) m U C O L a� a C L N > U > 41 ro 0 r0 O w m 0 � C n O n p L L L O O N L C O 7 cm �- J 7 L rd LnmamLnmm Q) 0 L C N a CD M U � ' 340 c v \ 4 9epa Vista Bgpas 279 I M oya 0 � ShortQ' H V io 72 Seba Road 279 Bliss Street (West Centerton Boulevard I ct v Kimmel Road c o 0 to 0 V L � Z r z Anglin Road v� 0 E BENTONVILLE Northwest Arkansas a' n m � N 72 ■ \ ■ ■ do • o � C H h Street N OJ n ■ c a —Win mill Road � N cof' Scoggins Road �umir m `o 12 � t �N 99_ n d � G � a Shores Avenue o $ 3 z East Lowell Avenue Healing Springs Road c 1 264 / Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all 0 1 2 m recorded crashes between 2017-2021. t -94- t,#,e Flock Drlve v a a � c y _o J M T L 6/ West Oak Street' West Olrich Str t a 10 � o N m Y v r X_ 0 f— W_N — Prioritization Tier 3 � High N Medium 0 o Low Ga` Parks & n Open Space II City Boundaries , ®R ■ ::11! • APPENDIX D: PROJECT PRIORITIZATION 1 93 E N M N Lb N 00 N Lo D` N C O L N C N U C C - C N L a% O o L o Z Lnn Lu Z _ � = O U > L _ O L +� N tm L LoN N 2 C tL U c Ora L L > a) lU C o r U m 94 NWA VISION ZEF n N Cl) f o N O N Lo OP N O C O L (U C G1 U a t0 O O = o:: > �p C a) 3 0 0 c 0 c 'O (U U 'O O L c L f0 > CU O O L > v > Lv 2r n C j inj u m LU m U .c� G s o L 4% O L Z Ln 0 PLAN E L; E N cn CM N N N Cl) N Lo O� U E N Lo E O M LolfY N O N N Lo M Ln d C C L O N C C N N m U C O (U -O C L N > U > N U) m O w m Lu � n O N C O L L L O O N L C O 7 0) CL 7 7 L f0 Ln m Q m L U of N 0 L C � (U O U W- North Mount Olive Road Seba 0 A 0 z Kin) Shipe Road r� _ Bethlehem Road., 102 Goodlett Road Daniels Road Wests� 1West Cen n Road Bush Road fes Road 0 3 0 0: 0 0 U T L O z Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded crashes between 2017-2021. a 0 0: Howla%, 9 CENTERTON Northwest Arkansas Short Road h Road 0 feet ia v = E M CD a v o I C C cn fv L o o c z aid a F s Kimmel Road 0 m 0 � N C (p � o M�J Northwest 3rd Street i �d Street Southwes�� Vu Road Southwest 14th ; Road 28th Street Anglin Road West Rainbow Farm Road M 0 0 v 0 0 Opal Road �E Prioritization Tier t l a � High � I Southwest Regional Airport Boulevard 12 Medium o Low 0 0 t0 0 Parks & 0 0 E Open Space co = o City Boundaries I J z 0 0.5 1 mi A_ APPENDIX D: PROJECT PRIORITIZATION 1 95 u o_ n E > > a a E E N N N M M M Cl) N N C0 OT Cl) LT LV LO M L� � M N M M O CR N LO n LO Ln Cl) M LO N N N O M N a) a) a) LL LL LL a) a) a) a) a) a) C_ M O L i C L Ln 3 a) N to O m O W W �_ al a) �i m ma) m a m a 2i to H to W Ln C O 00 L N W U _ ft7 Ln a) a) J Ln CU L C U a) r�•� a) p N U) LJ in Ln Q LL L LL c '� a L 66 O a) f0 t t0 a) a) Z L!) Q J Y M Z U Q 96 I NWA VISION ZERO PLAN Li L1 E on E > E > E > E > E U E U > E E N N N N N N O M Cl) Cl) M Cl) Cl) M N LM Cl) M Cl) — N LO LO O M m LT 17 lY 04 O O 10 Ln N LO N LT CT M N N N N N Cl) N �O O: O LO CM �Y 10 O O Cl) N N N N Cl) M LO LO LO LO LO LO -Y cl N N N N N N N N LO O LT M N M M O N a) N a) a) ai 41 a) N a) a) N a) a) a) C a) •C m m o m m L M L1 L M O. LL LL LL LL LL LL Ln LL W a) a) N O O a a) O O U CD �t E L O H � C T a) O U a) O z O > C a) L a) a) a p C L_ p C O O, L_ O CL N C> 3zo j CD > L O aJ z�Q> = Na. N 0 N Lnino` cna> Ln o a o a c o > Y G G wp \ LL' L O Q u N U t0 fa W F a) a) c z Z C Q Ln L s L9 aJ 2 Z al LO O a) L m = p p a L C L O N J L N >` N d L 7 LO (n N M L a) 7 LO _ L p ? In U N Y LO O LL' w Z Q N 2 (M 2 Z U c Y o L (1) O _O LT cu O 4 O E Lf') > O L O > C_ O L 7 O C L t O 'O m a) N L N "O L y O N a> p O 7 L a) 7 N fa N Ucu d to L p N O 7 y fa L �i O O U> In Ln Q O m O Ln d' d' >. N Ln La W In L O Z U W- O O Ln of pQ N M N 01 �O (14 N N N L� O a) N >. La LL 7 a) �n o c (0 al W a) > c O > m z Q W 0 C O L > CL O Q C U Z O UI > E � C3 aL� c a) U N Ln o d N M N O 10 L'M N N N Cl! N O a) a) N T La LL UI LO LO Y L Q a) .L.. 7 c L > 0 Z Q z a� L 7 O C Z > L CL) o Q N 3: In W o O a, co L Y CD M z N Q O C O N N In Y a) U_ L O ZF) Q > E E E > E Q > E o. s Q U E > E Q > E U E U E a N N N N N N N O O O O O M CM L+') M M CM m M CM M M M N N N N N N N N M M M M LT �t LT N OO m n Ll O .O OP cn n �O `O O O N Lo 10 n T 1O LP N N n 1* Lo L, N ci N N p. N Lq N Lq N O0 N Ll N cn N N N Lo N N L, N M N L'M L+') N N N N N N N N N N N N N N N N N N N N N M N N N �2 N N t2 N N �2 N N t2 N L� LT N N N N OR N .O N c0 N M �Y O M N N O O O N O) a) N d d N a O a) N N N N N > f0 > > C O > a) > > f0 > > > > a) > > +O+ LT +O+ +O+ O LT ut r0+ +O+ m w0+ w0+ +a) a0+ T L L >. >. T T T T ro Q (O O L1 N m fO N f0 N N m l6 LL In LL LL 1 In LL LL LL Ln ) LL LL LL LL LL LL LU 'O O U 0) 'O •L -O c fO C (O L O 7 L N f0 O w z m _ O Q C L )O fO _ " O> O lU O a Ln N L _ O C O L O O N N C O 7 N L� y m Z> c� Q w> Lo > O O a O) 7 o s LL O Ln L''5 in (n O L C L N � a) N O N L N +O+ M E v> LV - N > Ln ry L i O> L O) O L In Lo N a) O O N L N > P N 'L d L O OL X ++ N 'X N > Nrt3 @O 'L a a (n L N Tj N �O W W Z Q Z � Ln W z U Ln W LL d' O °1 o u v o rn N .>a'. LT A.. o Z M ` o �+ LLn ro D 3 c l L ro c Z L U a) v O L w V) > N >. c m � C n U v .�_ 2 a) U v Ln a) a z o> w co c Z Li LO rn N `o 10 _Ln � m Y L N O > O 7 LL O N N N\ _O M w L N �_ 'L N Ln L 7 N E C d aL.+ C L aL-. C N -O aL.+ C L N N +' In 'O C f6 L 7 +O+ X .. > 7 to L L N L 7 O N Y O L > tO O O> L N Y m O> f6 O N O> O L N O OL O L O O O X M L� O Q p. 7 N Ln H Ln Q J Z Q Z Q J mo z Q N OO U Ll' m z m Z W N (n O (n W W I V) Q 2i J O T T o > o d i u a a 3 3 O >O O j M LT u) LT N Ln N tU C N N CDO C -O �_ _ O) L N .L O L C aL.+ L O N N C N > a)L N aL.+ N L O m VI 7 X LU L 7 .> Q � Q 7 v Z U Q Ln 2i U Ln z Q Z U w W m Z Ln LL O LL W LL W N Q APPENDIX D: PROJECT PRIORITIZATION 1 97 E > U E E N N M M N O. co N � O N N 0p N N N LO Lo U O� N N N N N d N N N >. T LLL � d L W L O p O L 0 L C In z CD L O Q W L 7 .> Ln a)O L 00 N z (n O N p L 0 a > O c N a m o 0 o in s LO Z U W a rn d w L 0 m Lo O O L 'O Z W Ln aJ � L L N p > O L 0 L_ ul a Nf0 O i O O L O Ln (n Z U lY 98 I NWA VISION ZERO PLAN > E N M 01 O OP N O� O N LO O� N 0) ru N >. L a (O O d' LU L_ Ln 7 W O OL In U w a � (o (0 W = o uJ in LyJ c to > m _ N , 21 a.+ C C 2 � a) N n C (O (0 7 O W 2 = U E N LM N LM M N N Lo O� N D` N > C O O w N � C > 0 L 0 10 a a �0 o �i U 3 N O O L 'T O O d N Z 2 Q Q Q > E N cn co N M M N Lo O� N n 0J N > C f0 O O a a� (T N c •C L CL LL 1 Ln Lo a �O O Ol a Ln N D ,zr N - Q N M N O -D Lo N O O P M N O N N N T U- Lo O a 2 O M a 2 10 Q d O CM N N N 00 N O� M L9 O d d N T W N m t6 Y Q d .r 7 L LU O > z a O a Y a \ @ � O c L m d > W Ln 2 Q O + V) 0J 1f) Y N O U L �i p In 01 O 0 t 7 C L O > Z Q Q O M O M N 00 O N Lo M M d N N T W E aJ N L N O M d U) Lo x a w O L L M O O f0 z = W u u L_ c N o L a E z .c L E ` (° N C N Vl L L0 7 =,L d N m a f0 O !L' t E L � O (O z Ln > E N M O O` N O O Ln �O M M O N N N T U- L O O �- L c N 2 = x L > O O L z z p c 0 tT a N N (D > � 0 L0 > •L p L 0 O L O L z Ln > E N Cl) 10 e'J N N O O Lo M N N N T LL O OO a c 0 M L > a O Lo O Z � t I O n > O cu N > L O L L O L O L z (n E O M N n N O O M LCl O N N N T L T a Q Q 0 m = 3 L O L O O z = Z U in a 0 66 612 fZ7 WhPPI Rnar4 N FAYETTEVILLE Northwest Arkansas n West Henri de Tonti Bouleva Ozark National Forest Arbor Acres Road Weir Road Goose" %"Opp 0 cr E vuesl Junset Avenue G a o 0 i C U t ``ems 6 M&W 1: t ■ Parsons Road go,,�\evard Oslo` 45 East Wyman Road A'Pm4 ,eoL, ..�0'poad h Park 16 ar 3 N 156 Prioritization Tier � High — Medium — Low Parks & Open Space Butler Road City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all 0 1 2 mi © A A ` recorded crashes between 2017-2021. ,t( ' ■ • APPENDIX D: PROJECT PRIORITIZATION 1 99 Z a _ ccO L C N V � d s E o 7 O N a c� us N L Z O tJ x N1 � N L �7 O Q t� W t/1 N N s N y s d N L � u a�tn \ N N s (n L W L to u Y to d f0 L .. O O V L� d •O L L N a� s c d f0 O. C y K O LL C ■ x Ci CD 10 co CD W f H • Lo o Ln f L L • O U 100 NWA VISION ZERII C O IPLAN a C> E N co co N Ol 00 N O O N LO N Cli L a) CD Q' O Z _ O N O L fv > 0 0 O O 3 m Y au O .. fU N a) d L 3 Ln E UU O_ O_ O_ O_ E U E >> > U > > U E N � E N E N E N E N E O d O E O LM LM n 06 M N M 0T LM N M Lri M N OR M N fM M OR M M M LM LM Lo �p CDM Lo n O N M M N O N n N fT N N N N Ci 7 Ci 0T Ln 00 �Y O LM IT O M O — �Y N O �Y N N M N N Ili N N Cl! N N N N N LO N N LO N N LO N O N L[Y N �O N N N �7 ('4 LO Cl) m Cl) N fN L CD N L a) In O U) L () U) L a) U) L a) U)VL L a) L a) 0) O 01 O 01 O 01 O 01 O 0) O 01 O 0) O L 3 F fa c L d a) a)O L L L N fU L_ N a) m L Y 0 N N N C a f0 Z N �_ O L O C j a) O L7 =� M U) L L ao ao 10 al C� tm c CD O fm W a O E Z E� fa N L .L... a) C C w L 6 a) N Ip f0 .> i 7 L O N N a) N O� a) d' w 0 Ln Z Ln W J U Q of d Ln Ln Ln a) 0 a� O Z aL a1 L c to 2 N O c c N -0 O O c f011 M 0 0) N m c N j N N a r r W a a, E (D � a� N N �_ a� = a La L L m _0 w cc > O w N (n CD L L a) a fn M Z Z 0: 2 W ("D m In In N Z Z (n � c -0 a) > c O E L L L L li E a� co m 0 '6 M cu j a) j cu a� a j m to al N a) L a) 2 = L � Ln L Ln Ln L Ln Ln X Ln 0 = L In (U L � E in L z In C> E O co O N co co O co Lo O N N 0 L a) cm d' C c m U)N N 0 > O lL •L U p O C fa C Z N N U 0 > O N O OL ,oamU a� d ca L U) L m N O p d d' N a) L LD Ln ra _ v L C > f0 > N M fD 0 OL O a U m vve'■n sT a � N a ew F m Garrett Road ,d sd, d� 1 1 Bella pass iv 0 ��oci in 3 a tN a o` t z 0 z Northwest 3rd Street 72 t0'- s. 72 L\t!Ne Flock a v a N t J M T G r 102 d� y o � W � o � c 28th Street 3est Igional Airport Boulevard o cn t � �T- j 0 o N O o 3 � c � � N 0 c 0 rY � r� Windmill Road t C CP o� Scoggins Road N o 0 w 112 N 11 a, Zii c philpot Road r Shores Avenue SQ`j s Road z �¢a j % East Lowell Avenue W tadelle Ave ROGERS Northwest Arkansas �o U ad �a C2 as ` Qo v o0 c f0 _J `st Easy Street 94 ■ ,st Olive Street v k Street st Olrich Stet e�G o/ V l bi eD Prioritization Tier �~ High 765 Medium o Low Parks & e Open Space City Boundaries TTM Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all 0 1 2 mi recorded crashes between 2017-2021. lfwA, ' • m6q 1 04kk APPENDIX D: PROJECT PRIORITIZATION 1 101 E > L E E N N M M N N O N N 00 O n N N I N �O N Lo 00 Cl) M Ln Ln N N Ln E LT r0 ,C O L = d Ln Ln a O X lU Z 0 Y Q Ln N 01 � � O Q Ln C L[) x Q E N N ro O (n Lo Q Cll N � N H 102 I NWA VISION Ln E � C O L O. Ln Ln a 0, Lo Lo O d Q N N 0 s Ln a`:3 Lo 10 a f D ZERO E ( E O Cl) N O� 00 N N N Uf O Cl) N D` O Ln E rn M C O L d Ln Ln c L N U o o ro m = Ln in c O t 01 o L d Ln to N m L roi o3:N CN Ln D PLAN E O M N L6 10 N M N 0P Ln E rn LO C O L OQ Ln Ln C O J _ .L LU L CD O z in O L W U Lo L 0 v Z in Y O L ' U 0 E O M N Ln r- n N 00 O N LT M M to E O L d Ln Ln LU .L 0 O N to tn y lU � 7 7 rn c 0 0 0 au L Naa>U V1 Ln N C r- 01 C LO O a)z a Q> Ln Ln U d > 0) C O j a Q E O Cl) N 01 N N N O O N E rn ro C O L C Ln Ln a O O Ln 0 3 3 O J O Ln fo 00 Lo o L'o W tY U a 0 0 L N W N O «Y�ln m Ou o w Lo Lo m 0 Lo w tr 2 a 0 3 a Ln C r0 w Y w n N 12 SILOAM SPRINGS Cripps West Road Marion Lee Road Northwest Arkansas Van Fleet Road Garman Road 43 0 59 m o �+ v �; Shady Grove Road dawn Hill Road East Z 'a 0 0 E o a, Cr c Bill Young Road LL a Vi A O N 6 43 Law is a � a: .n c C7 L I O U p U ` y North Mo10/ L �' o 0 0 Z� I Ch -rl r 1� East TahlequahSveet Y264I E Keck Road 7 O M O C7 N a Jar/ I �O / Sawmi//� tw�� F�/s J a soda N Q 9 N 7 Z 0-- 0 �O 0/a as 9 6� ay 68 i Y_ �9 U O O Ozark Nadal Forest Prioritization Tier High 16 Medium o Low Parks & Open Space City Boundaries Note: Maps based on Arkansas DOT ACAT 0 0.5 1 ml data and Missouri DOT STARS data for all recorded crashes between 2017-2021. 1 1 1 � A `( 'FA A ■ 80 ■ , 4 • APPENDIX D: PROJECT PRIORITIZATION 1 103 E E E E N N m M M M 00 O. N _ �7 CM M CM �t 00 Lo 00 Cl) M Ln Lo 00 00 N N �7 N O M a) a) fa f0 a a m O) C C .L Q Q a) a) N t a) � 0 ` a) a) () L O > C a) a) Y 7 > (0 u a J Z_ f0 m C E 0. E ro _0Q W N E c cm 7 O �) N L In F LnQ Q C C O O N U) j Q cn E c E o d 9 O O O 3ita (nPtn 104 I NWA VISION ZERO PLAN n > E N M M LO M N Lp cn LO n N c"7 a) cm fa a C .L Q In ca E d W 7 C ru > w o v 0 E > � 3 Y t O 0 2 O ` L O a L (n M z �E d' n m n E E n m U > > > O- U U U > > E E E E n E E E E E N O N N N N O N M M M M M M M M N M M M - N N (N N (i P O. 00 L6 N M M M N L- N �O M �Y M N N o, N M N M M M Cl) N N 00 N L9 O fM O. �Y Ci 00 LO -7 N 00 O N M Cl) N N Cl) N M N O N LO �t N U') 't N Lp �t N Lo Ci N f'M N N N N N L� O O N ('M L� �Y N N a) N a) a) N a) a) a) a; _ a) a a a a y a a y a y a O) cmO7 O) � cmmM Q Q Q Q M Q Q M G >� L (0 Q (n Ln N Ln W In Ln L.L Ln W In a a) rn f0 O )o 0 a L co E a c m o _ o .0U) n Ea) W a) : L m o O O c 7 L E N ii U) :I:- N N L O a, L a) d L N cn F in a> cn 0` Vn o w 0 a L a) a) u a m c o a) a> -p a c N N � = M L N L E a N O fa E\ N a) Q O W H L L C > L a) 0 L 3 a) 07 O E a) a) z a m O �7 H N N 2 m U W W 7 L `� to J L ,O L O N N C N a) C „O„ U N a) M a Y 7 L N Ln a C m N >� L p C 7 N a) Y `> a) m p �i O c m > 7 0 )0 m O J J O O O L O m W H J W Q m U U a m 2 W w z U Ln In Q J V) U) c C O O L a) C a _ Ln O_ C L E 4) C O O L '^ a U) a O a r a) C a) a) L O N c a) L O fa E m N f0 L a) > �Q O t zF- in (0 7> w=a O 0- U) O L O z u w O wm O O Ln 0 0> z u < > E N M N 10 10 N O� N Cl! N a) a) > C a) y O m � C N C L m O Q LL M Ln m L p) L a) O ` z in a) 0) a) d m U N 0 t 7 J c a O > @ O z Q W LL d cu L c� L E > U > U > > > E E E E E E E N N N O O O O M M M M M M M N N N N M M M p O O N n n N Ln m o: 7 CDL� O .4 O N N N O, N 10 N N N 10 N .p N N O� IO N cO '7 I7 17 O N O N N N N N N N N N r`7 N N N t2 N N �2Lo N N N T 17N O N O N O N M N O O m r0 y a r0 a f a 70 a r0 a 70 a rn CD 0 rn rn rn rn rn 4 c a c c c c c c O_ M d O_ O_ O_ O_ O_ Ln LL (n V) V) In Ln (n a) a in a 0 a) a) a � C a) lPl 7 d LL c N Ln E CD c:a O N L_ CD O O Q Q Ln 1 Ln L1 F wL O N 7 C L O � roZ U) cm > N O~pO O C> Lc m O nmW -0 Ln _ o 3 m E In !) Y O m co a' m W Lo W a a L O N >O O a' T N f0 E O r0 c 0 m w L m C N a a� 3 L c 3 j; O Y L of0i y rp c 3 O Y N j w LO OL 3m _ L Y U r0 O) o�x y T 3�a O =O N L ro N zUa main L. n U oc E E > E U E > E > a E > E U E n N N O N O rI M M M M M - N N N n co 0 M Lo n n T Lc) _ +) M U r) N N N N N ? LO M M O O O N M M O M 7 N N N N n LO Ln N V N N M M M N .O �t r+') c•M D L- Ln O N O d d N N d ra m C J M o f0 fd f0 o 0) a 0 m a a rn a rn a rn O_ Q p m o 0- Q O. Q n V) LL -n V) Ln V) cn U) c 0 ro m U) H Ln F C [� U) O C > O m L L N co cu > L N cu ro a O H W a (Dr O a a ro N r0 w ro N L 0 > N C C > O UI O a' 7 ir Lo U C Q M N C W > > C z L .L O N j L rT `O C ro In O M 7 Q 0 a O f0 .0 D L U N p a y O = O N C E ro N LO V) O N L L O C M04 N N > a' EL N O U' In M Ln a' Q co W Q W a m a a O d L C O N ro y O _ N L N -O U) C C O_ y U w 0 °) ro a v E ro Ln 2 W' - 10 W W' Q it m U APPENDIX D: PROJECT PRIORITIZATION 1 105 E L Q E O O M Cl) N N O M 00 co N N 00 O N N U O� M M N a) a) m m a a O 07 C C L L Q Q (n U) O a C O C N O > O C Q � 9 7 O) 0 1 Y a) c N M (0 L M > m In C3 W Q W a) a C MN a) E a) Q r E c �, 'W L O a) N a) z�ina wQ a 1n a) 7 7 Y C - N a u a) 7 U)M ma �n�Em 106 1 NWA VISION ZERO PLA > E O M N co Cl) N W N O� CY) a) f0 a O) C L Q U a U a) O " u C O N LO W a) O a) O m o Q in O O L 0 L O 7 N m U) u � L � U C v o w Q N > E O M N 10 LO 0` N N N O� M N m a O) C Z Q d 2 O N = a) LO C N M N J L 0 00 Nam= a) w L N O Lo C 04 7 a, a) N (n In Q 0 L N 7 N 0 N U) > E O M In N O` O N In ,O Cl) a) m _ a O) (D C 3 L O Q J N Y a) a) O L u rn " C a Ln L m Q O � ir a) al lu O L N C o 5 .o N C > m Q m a 0 m Y C N Ln u > E O M C\ N N CM M N Lo CM O� O N m a m C .L Q Ln E C W N CU rn t N C %� L a) L a) O L Q In Z to In N a) t C L a) 0 n c L U) O7 N .0 > mO @ c E W VI rn L a) C L N L O L Q Z N In > E O M N M It N N N Ln Cl) O a) m a O) C .L Q N O d W N O L O a O mZ c to 0 " O C7 m C n O O O N N cu a) u T Qa Q M 7 O a w c a O m m X a) N N L W E U E O M LC) O N O N In �O Cl) O N a) n1 a O) C .L Q N T C � C 7 a O O 00 U)L) O- fr L N L 0 O L J Z F (n N O L C O w O O w vn) o in rn m O Z m a) c al m a) a) > E a) a) > CL _ C O O CL C O Q> O L Q> 00 Q Q m (n Q Q 0 in o. t E a o L O Z F X E U E O M O� O� N O� N N LO �O M W O` a) a L O) 3 0 0 Q J w In O O� d 2 Lo U N :;� Ln ol Q O M N 10 N O O M C` O -!U- m a O1 .L Q V) O N Q L E a) L O L z F cn a) m v E W c m N N � L u Q a 94 0. SPRINGDALE Northwest Arkansas 0 - Shores Avenue o Garrett Road O y Z U o 0 n W % East Lowell Avenue II n WesUMonroe Avenue tadelle Avenue 6,� e`ee �o� eNoc�hel�gyPass t A o SPpo v 4 O er Marchant Road ;, CU Reedq`P� mom r L G o d n-------------------- 0 o - Backus Avenue East Huntsville Ave Har-Bey Avenue rV. McRay Avenue West SunseltlAvenue Cx i o �� EastR0 o � 0� � a ti b n n Avenue CY ma V) 0 H C N N a C�Lj G 0 y o Julio (Road ` r ? E c a U ' '�' �� ~ Ivey Lane N O S U H d� , t m O � N J ` 6? Main Drive East ion Road Qoad Prioritization Tier — Medium Weir Road o o Low `Qssway c� }Q Parks & 0 Open Space Z ��` East Township Street I City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all 0 1 2 mi recorded crashes between 2017-2021. 1 1 60 ( 'FA A o • 4 APPENDIX D: PROJECT PRIORITIZATION 1 107 NWA Regional VISION ZERO Safety Action Plan Received By: Matt Mihalivich 07/05/2023 4:30 I - II p 0 k 0 1 Northwest Arkansas 1 �t 04W0 i, WN, WrNWA Regional VISION Safety Action Plan low June2023 M� rV... ,^ 1 �. r. . 6.4 file, / • .1r i ' • I •L a' ON "_ •'� �"�'�r� �' IJ r AIL Fayetteville, AR I Credit: NWAonline, Spencer Tirey s .• i Jk IW- y � � i I � i "Jw -- o o® n n o 11 ��®■ms Information contained in this document is for planning purposes and should not be used for final design of any project. All results, recommendations, concept drawings, cost opinions, and commentary contained herein are based on limited data and information and on existing conditions that are subject to change. Further analysis and engineering design are necessary prior to implementing any of the recommendations contained herein. FEDERAL PARTICIPATION: This notice is in accordance with the Northwest Arkansas Regional Planning Commission (NWARPC) 2045 Metropolitan Transportation Plan, the Federal Infrastructure Investment and Jobs Act (IIJA) in cooperation with local agencies, the Arkansas Department of Transportation (ARDOT), the Missouri Department of Transportation (MoDOT), the Federal Highway Administration (FHWA), and the Federal Transit Administration (FTA). This document was funded in part through grant(s) from the FHWA, FTA, and/or the United States Department of Transportation. The views and opinions of the NWARPC expressed herein do not necessarily state or reflect those of the United States Department of Transportation. NORTHWEST ARKANSAS REGIONAL PLANNING COMMISSION NOTICE OF NONDISCRIMINATION POLICY The Northwest Arkansas Regional Planning Commission (NWARPC) complies with all civil rights provisions of federal statues and related authorities that prohibit discrimination in programs and activities receiving federal financial assistance. Therefore, the NWARPC does not discriminate on the basis of race, sex, color, age, national origin, religion or disability, in the admission, access to and treatment in NWARPC's programs and activities, as well as the NWARPC's hiring or employment practices. Anyone with special communication or accommodation needs may contact Nicole Gibbs at (479) 751-7125 ext.106 or email ngibbs@ nwarpc.org. For complaints of alleged discrimination and inquiries regarding the NWARPC's nondiscrimination policies contact Nicole Gibbs, AICP, Regional Planner — EEO/DBE (ADA/504/TitleVl Coordinator), 1311 Clayton, Springdale, AR 72762, (479) 751-7125 ext. 106, (Voice/TTY 7-1-1 or 1-800-285-1131) or the following email address: ngibbs@nwarpc.org. This notice is available from the ADA/504/Title VI Coordinator in large print, on audiotape and in Braille. If information is needed in another language, contact Nicole Gibbs. Si se necesita informacion en otro idioma, comunigese Nicole Gibbs, ngibbs@nwarpc.org. AVISO DE NO DISCRIMINACION DE LA COMISION DE PLANIFICACION DEL NORODSTE ME ARKANSAS EL NWARPC cumple con todas [as disposiciones de derechos civiles de los estatutos federales y autoridades relacionadas que prohiben la discriminacion en programas y actividades que reciben asistencia financiera federal. Por to tanto, to NWARPC no discrimina por razoes de raza, sexo, color, edad, origen nacional, religion o discapacidad, el la admision, el acceso y el tratamiento en los programas y actividades NWARPC, asi como de contratacion de empleados de la NWARPC. Lasque jas de supuesta discriminacion y consuttas sobre la politica antidiscriminatoria de to NWARPC pueden ser dirigidas a Nicole Gibbs, AICP, planificador regional— EEO/DBE (ADA/504/Titulo Coordinador VI), 1311 Clayton, Springdale, AR 72762, (479) 751-7125, (Voz/TTY 7-1-1 o 1-800-285-1131) o en la siguiente direccion de correo electronico: ngibbs@nwarpc.org. Este aviso esta disponible en el Coordinador de ADA/504/Titulo VI en tetra grande, cinta de audio y en Braille. Si se necesita informacion en otro idioma, pongase en contacto con Nicole Gibbs, ngibbs@nwarpc.org. Contents Executive Summary......................................................................................... ix 1. A Paradigm Shift..........................................................................................2 What is a Vision Zero Safety Action Plan?.......................................................................... 2 VulnerableUsers........................................................................................................................ 2 TheSafe System Approach..................................................................................................... 5 2. Roadway Safety in Northwest Arkansas.................................................10 Plans, Policies, and Programs...............................................................................................10 RoadwaySafety Analysis........................................................................................................16 Equity............................................................................................................................................18 3. Community Outreach..................................................................................24 4. Goals and Actions.......................................................................................34 Goals.............................................................................................................................................. 34 Actions..........................................................................................................................................35 Proactive Systemic Safety Countermeasures..................................................................51 Highest Priority Projects.........................................................................................................52 Proven Safety Countermeasures..........................................................................................54 TakingAction.............................................................................................................................56 Appendix A: Crash Maps Report....................................................................64 Appendix B: Descriptive Crash Analysis.......................................................86 Appendix C: Equity Analysis Framework....................................................128 Appendix D: Project Prioritization...............................................................138 List of Abbreviations ACAT: Arkansas Crash Analytics Tool ACS: American Community Survey AR: Arkansas ARDOT: Arkansas Department of Transportation ATSDR: Agency for Toxic Substances and Disease Registry CDC: Centers for Disease Control and Prevention DUI: Driving Under the Influence FHWA: Federal Highway Administration FTA: Federal Transit Administration GTFS: General Transit Feed Specification HIN: High Injury Network KABCO: Injury Severity Scale (Arkansas): K: Fatal injury A: Suspected serious injury B:Suspected minor injury C: Possible injury 0: No apparent injury Injury Severity Scale (Missouri) 1: Fatal 2: Disabling 3: Evident — Not Disabling 4: Probable — Not Apparent 5: None Apparent KSI: Killed or Serious Injury (K and A on KABCO scale also 1 and 2 on Injury scale) LRS: Linear Referencing System MO: Missouri MODOT: Missouri Department of Transportation MP: Mile Post NWA: Northwest Arkansas NWARPC: Northwest Arkansas Regional Planning Commission OSM: OpenStreetMap PCSi: Proven Safety Countermeasure initiative RRFB: Rectangular Rapid Flashing Beacon SRTS: Safe Routes to School STARS: Missouri Statewide Traffic Accident Records System SVI: Social Vulnerability Index TDM: Transportation Demand Management USDOT: United States Department of Transportation VRU: Vulnerable Road User includes Pedestrian, Bicyclists, or Motorcyclist* *Note this Plan is using the National Safety Council definition that includes Motorcycles. USDOT does not include motorcycles in their definition and only includes non -motorized users. NWARPC Members Avoca Bella Vista Benton County Bentonville Cave Springs Centerton Decatur Elkins Elm Springs Farmington Fayetteville Garfield Gateway Gentry Goshen Gravette Greenland Highfill Hindsville* Huntsville* Jane, Missouri Johnson Lincoln Little Flock Lowell McDonald County, Missouri Pea Ridge Pineville, Missouri Prairie Grove Rogers Siloam Springs Springdale Springtown Sulphur Springs Tontitown Washington County West Fork Winslow ARDOT MODOT Beaver Water District* Razorback Transit University of Arkansas* National Airport Authority *Indicates non -voting member • M IR W— The Northwest Arkansas Vision Zero Safety Action Plan (NWA Vision Zero Plan) recognizes that one life lost within the region's transportation network is one too many and something must change. The Northwest Arkansas Regional Planning Commission (NWARPC) has developed this Plan and sets a target to eliminate all killed and serious injury (KSI) crashes that occur on the regional roadway network by 2038. Although the horizon is 15 years from the development of this Plan, action starts now. Traditional safety strategies have not proven to decrease the number of life -altering crashes, highlighted by the increase of fatal crashes in recent years. This Plan emphasizes a shift towards the prioritization of safe, accessible, and equitable mobility for all roadway users and away from the disproportionate focus on moving vehicles efficiently —less delay that often results in higher speeds. W viii I NWA VISION ZERO PLAN Executive Summary The purpose of the NWA Vision Zero Plan is to emphasize change related to traffic safety because fatal and serious injury crashes cannot be tolerated. The Plan outlines strategies and actions that should be taken within the next ten years, yet it must not be considered unchangeable. As a living document, this Plan must be dynamic to address safety in a region that is experiencing rapid growth. The recommended actions included are meant to be a starting point, not an all -encompassing list. Over time, the actions taken by the NWARPC, member agencies, and partner organizations should measure and report actions that are proving to reduce fatal and serious injuries along with continuing to incorporate safety innovations and opportunities to eliminate traffic fatalities and injuries as time passes. The NWA Vision Zero Plan is organized into four sections. An overview of each section is provided below to serve as a summary of the Plan in its entirety. 1. A Paradigm Shift Fatal and serious injury crashes have increased across the nation, the state of Arkansas, and in the Northwest Arkansas Region. In the traditional approach to roadway safety, traffic deaths have been understood as inevitable. This alone is not acceptable and therefore a new approach to safety is needed. This section describes how Vision Zero is grounded in the Safe System Approach that anticipates human mistakes and ensuring that when collisions occur that they do not Traditional Approach • Traffic deaths are inevitable • Aims to fix humans • Expects perfect human behavior • Prevents collisions • Exclusively addresses traffic engineering • Doesn't consider disproportionate impacts result in death or serious injury. A clear understanding of the Principles and Elements of the Safe System Approach is foundational to the NWA Vision Zero Plan and will be instrumental in increasing safety for all roadway users moving forward. 2. Roadway Safety in NWA Crashes over a 5-year period (2017-2021) resulted in 220 people —mothers, fathers, children, grandparents, friends, and coworkers —losing their lives in Northwest Arkansas. An average of 44 people each year; however, 2021 alone was a year when 55 people died in roadway crashes —a 25% increase from the five year average. These sobering numbers are part of today's roadway safety narrative in Northwest Arkansas. This section reviews existing plans, policies, and programs that are already in place that are attempting to increase safety in several communities in the region. It notes opportunities for communities to refine or add policies that can impact safety through capital projects and new development. This section uses crash data to establish a High Injury Network (HIN)—representing the corridors in Northwest Arkansas with the highest number of fatal and serious injury crashes. Along with the HIN, the Plan identifies historically disadvantaged communities, areas of persistent poverty, and locations with varying degrees of social vulnerability to understand where equitable investments can be made to increase safety for people that may be disproportionately impacted. Vision Zero • Traffic deaths are preventable • Changes systems • Integrates human failure • Prevents fatal and serious crashes • Considers the road system as a whole • Regards road safety as an issue of social equity EXECUTIVE SUMMARY I ix High Injury Network Map Pineville All Modes High Injury Network Jane Northwest Arkansas Gateway i Bella Vista `" evi ebro Gravette 1i Centerton �j 1 Bentonville Rogers' Hobbs State Par j. Siloam Springs Springdale 412 Tontitown .� Ozark National forest Goshen Fayetteville Lake Sequoyah Par Elkins Prairie Grove po 62 71 Lincoln r� I o High Injury i Network Parks & Winslow Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 ml 1 crashes between 2017-2021. m ' • •• x I NWA VISION ZERO PLAN 3. Community Outreach Starting a conversation around roadway safety was a key component of the NWA Vision Zero Plan Information about the current state of safety along with opportunities for feedback were distributed across the region. Online resources were developed that included surveys, an interactive map, and a series of safety webinars. To complement online engagement opportunities, a "go -to" approach to engagement resulted in tabling and interacting with people at over one dozen existing events. Materials were available in English and Spanish to provide opportunities for people to review and provide input in the most convenient way possible. Additionally, a Regional Working Group provided guidance for the development of the NWA Vision Zero Plan through a series of meetings and listening sessions. Two safety demonstration site walks were included to see and experience how the Safe System Framework is already being used within the region. These site walks allowed municipal staff, local advocates, and elected officials to hear why decisions made related to safety can have such an enormous impact. Engagement during Plan devlopment is only the beginning and must be continued at the regional and local levels to see real change occur. 4. Goals and Actions Achieving the goal of zero fatal and serious injury crashes by 2038 will not happen if the status quo is maintained. Roadway safety must be integrated into the work of various agencies and individual departments to see results. This section establishes goals that capture the desires for safety by the Regional Working Group along with a variety of actions that can be taken to change the roadway safety narrative in Northwest Arkansas. Goals include: • Promote a culture that prioritizes people's safety • Reduce conflicts between roadway users • Establish policies, practices, and programs that focus on safety at all levels • Slow vehicle speeds For each action, a timeline, action leader, and supporting partners are noted. Additionally, Elements of the Safe System Approach that align with each action are listed. The actions in this Plan are not intended to be an exhaustive list; rather, they are strategic and can begin to eliminate fatal and serious injury crashes on the transportation network. EXECUTIVE SUMMARY I xi THIS PAGE INTENTIONALLY LEFT BLANK 'il CLI MOVE A Paradigm Shift 1. A Paradigm Shift What is a Vision Zero Safety Action Plan? Every year, people in the NWA Region lose family, friends, neighbors, and colleagues to preventable traffic crashes on our roads. Between 2017 and 2021, 1,369 people were killed or seriously injured in crashes in NWA, averaging more than five people every week. Across the state, motor vehicle crashes account for more than twice the number of deaths as homicides. For the last century, our transportation system has been built on the belief that these crashes are accidents — events no one can fully prevent or predict. While no one thinks traffic deaths among friends and family are acceptable, the historical approach to transportation has taken roadway fatalities as an unfortunate inevitability rather than a preventable public health crisis. Vision Zero is a traffic safety philosophy rooted in the belief that nothing on our roadways is more important than a human life. It represents a paradigm shift in the region's approach to road safety, beginning with the simple idea that traffic deaths and serious injuries are preventable. Since the 1990s, Vision Zero has % of fatalities & serious injuries 21% been successfully implemented across Europe and in more than 45 communities in the US - some of which have now had consecutive years of zero roadway fatalities. Vision Zero lays out a new set of principles for engineering roads, educating travelers, and creating a sense of collective responsibility for ourselves and our fellow travelers. Vulnerable Users When a crash occurs, people walking, bicycling, and riding motorcycles are more likely to be killed or seriously injured. Vehicle safety technology has seen significant advancements in recent decades, with airbags, anti -lock brakes, and lane -awareness sensors all working to protect a driver in a crash. Pedestrians, bicyclists, and motorcyclists however are unprotected and are especially vulnerable to the impact of a crash. This Plan is using the National Safety Council's definition for vulnerable roadway users that includes motorcyclists. USDOT does not include motorcycles in their definition and only includes non -motorized users. In Northwest Arkansas, vulnerable roadway users accounted for only 3% of all roadway crashes but 33% of serious injuries and fatalities. 97% �• 0.6% • • /� 0.4% �O O O 2% 2 1 NWA VISION ZERO PLAN All Modes Crash Map 11 t4lk f //" I � 71 All Modes Crash Map + y ' Northwest Arkansas Gatewa • • BeIIa Vi ta•'++° r ' '�'•; fi.. i:+r, !. •,• • • ._ ;• evil ! •• ' �. .JRogeri inville :C. •• � • � . 71 '• Siloam Springs' : f' ng •" Sprrdale• ' t -412 •• Tontitown ! • ti ,Ozark National Forest yetteville� i - ke Sequoyah'Par; • l r • Prairie G Jove• 1P ' •t to, ' Winslow�y Ozark National Forest ; Ozark National Fores Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 ml crashes between 2017-2021. m . • • • Fatal or Serious Injury Crash • Other Reported Crash Parks & Open Space City Boundaries 1. A PARADIGM SHIFT 1 3 Between 2017 and 2021 1,369 people were killed or seriously injured in crashes in NWA, averaging more than five people every week. Averaging 44 fatalities KSI crashes a year 5a week L over 5 years 15,000 12,000 Total Crashes 900 '10�� ti010 tiO�Q tiO�O ti0�� Fatalities & Severe 300 Injuries EL 275 250 `1.01� `LOBO tiO�� ti0�0 '1.0�1 60 50 40 30 ti Fatalities `ONO, `Logo 'L p 4 1 NWA VISION ZERO PLAN The Safe System Approach This Plan is the NWA Region's roadmap to achieving Vision Zero. It is grounded in the Safe System Approach, which aims to eliminate fatal and serious injuries by anticipating human mistakes and minimizing impacts on the human body when crashes do occur. The six Safe System Principles shown around the outside ring are the fundamental beliefs that the approach is built on. 1. Death & serious injury is unacceptable While no one likes to get in a fender -bender, this plan focuses on crashes that lead to deaths and serious injuries. 2. Humans make mistakes Even the best drivers will inevitably make mistakes that can lead to a crash. How we design and operate our transportation system can ensure these mistakes don't have life -altering impacts. 3. Humans are vulnerable Human bodies can only withstand so much impact from a crash before death or serious injuries occur 4. Responsibility is shared. Every part of our transportation system, from elected officials to everyday users, to planners and engineers, has a role to play in Vision Zero. 5. Safety is proactive Rather than waiting for crashes to occur, transportation agencies should seek to proactively identify and address dangerous situations. b. Redundancy is crucial Redundancy means making sure every part of the transportation system is safe. This way, if one part fails, people are still protected. P�NIS�00 INJURY IS UIygCCFp�4e 10 �F RESPONSIBILITY IS SHAR(�O 1. A PARADIGM SHIFT 1 5 The Safe System Approach is implemented through five Elements. 1. Safe Road Users Working towards a culture of safety starts with developing a network of civic partners, educating road users, and creating personal connections to the community's Vision Zero efforts. 2. Safe Vehicles Making vehicles safer can be done through advanced driver assistance systems and by ensuring future technology prioritizes vulnerable roadway users. 3. Safe Speeds Slower vehicle speeds increase visibility and reaction times for drivers and reduce impact forces when a crash occurs. Moving towards safe speeds can be done through speed limit reduction, traffic calming, and roadway design. 4. Safe Roads Safer roads come from providing physical separation (like separated bike lanes and sidewalks) as well as designing to accommodate human mistakes. 5. Post -Crash Care A system -wide approach means working towards safety even after a crash has occurred. This comes from improving emergency response, traffic incident reporting, and traffic management. 6 1 NWA VISION ZERO PLAN SEPARATE USERS IN SPACE ANTICIPATE SEPARATE USERS IN TIME HUMAN ERROR INCREASE ATTENTIVENESS & AWARENESS ACCOMMODATE REDUCE SPEEDS HUMAN INJURY TOLERANCES REDUCE IMPACT FORCES ,I �1 O i � OO l Bentonville, AR THIS PAGE INTENTIONALLY LEFT BLANK -10 f, r� a.. ' +� • lei 4.. �`•' �R""�;: f� �Y�,-� � b, '�r' x« �` `max; r r VI Fayetteville, AR Roadway Safety in Northwest Arkansas 2. Roadway Safety in Northwest Arkansas Plans, Policies, and Programs In response to rapid population growth and an increase in fatal and serious crashes, Northwest Arkansas has addressed road safety both through targeted interventions and by integrating it into existing planning, policies, and programs. Planning Efforts Many existing local, regional, and statewide plans have addressed the issue of road safety in some capacity. Examples include transportation plans, bicycle and pedestrian plans, and corridor studies. See Table 1 for a summary of plans reviewed during the development of this Plan. Local Plans At the local level, road safety has largely been addressed through transportation plans, bicycle and pedestrian plans, and Safe Routes to School plans. Many of these plans include recommendations for reducing vehicle speeds on local roads, improving sidewalk and bike lane networks, and increasing driver education and awareness. Recent examples include the Fayetteville Mobility Plan, the Bella Vista Trail and Greenway Master Plan, the Bentonville Bike & Pedestrian Master Plan, and the University of Arkansas Active Transportation Plan. Regional Plans Regional plans addressing road safety include the NWA Bike Infrastructure Plan, NWARPC 2045 Metropolitan Transportation Plan, and the NWA Congestion Management Process. These plans coordinate efforts across the region and offer insight on emerging trends and funding opportunities, many of which inform this Plan's approach to regional road safety. Statewide Plans Arkansas and Missouri have both adopted Strategic Highway Safety Plans that provide a statewide framework to eliminate traffic deaths and serious injuries through the Safe System Approach. The plans include strategies to address the top contributing factors to fatal and serious injuries. Arkansas also has a statewide Bicycle and Pedestrian Transportation Plan, which includes a focus on bicycle and pedestrian safety. Regional Plan Highlight: 2019 NWA Bike Infrastructure Plan -r HEM SW STH ST. s The Northwest Arkansas Bike Infrastructure Plan identifies a priority network of bikeways focused on increasing safety and connectivity. It includes corridor concepts designed to make bicycling a safe and accessible travel option for riders of all ages and abilities. 10 1 NWA VISION ZERO PLAN Table 1: Summary Plans Reviewed Bella Vista Trail and Greenway 2015 Bella Vista Master Plan Bentonville Bike and Pedestrian 2021 Bentonville Master Plan Fayetteville Active 2023 Fayetteville Transportation Plan Fayetteville Mobility Plan 2018 Fayetteville Policies Safe Routes to School Safe Routes to School (SRTS) programs enable students to safely walk and bicycle for their school commute. SRTS includes planning, development, and implementation of projects and activities that will improve safety and reduce traffic, fuel consumption, and air pollution around schools. University of Arkansas 2022 Fayetteville Complete Streets Transportation Plan — Complete Streets policies direct transportation NWARPC 2045 Metropolitan 2021 NWA Region planners and engineers to consistently design the right Transportation Plan of way to accommodate all users, including drivers, NWA Regional Bicycle and Pedestrian Master Plan 2014 NWA Region transit riders, pedestrians, and bicyclists, as well as NWA Congestion Management for older people, children, and people with disabilities. Process 2022 NWA Region Most local jurisdictions in Northwest Arkansas have NWA Bike Infrastructure Plan 2019 NWA Region not adopted any form of Complete Streets policy. The 2015 NWA Regional Bicycle and Pedestrian Master Plan NWA Regional ITS Architecture 2007 NWA Region identified the adoption of these policies as a catalyst and Deployment Plan program and provided a sample Complete Streets NWA Transportation Alternatives Analysis Study 2014 NWA Region Resolution designed for NWA communities. Connect Northwest Arkansas 2020 NWA Region Design Standards 10-Year Transit Development Plan Street design standards have a significant impact Rogers Master Street Plan 2019 Rogers on road safety. Context appropriate street design Arkansas Bicycle and Pedestrian 2017 Statewide encourages safe behavior and reduces conflicts Transportation Plan between users. Existing standards vary across the ARDOT Strategic Highway 2022 Statewide region, but some include provisions that promote Safety Plan (SHSP) safety. For example, the City of Bentonville Minimum Missouri Show -Me Zero 2021 Statewide Standard Specifications for Streets includes a section on Neighborhood Traffic Safety that includes design criteria for various traffic calming devices. Additionally, roundabouts constructed on Highway 112 are examples of proven safety countermeasures on the ground. Design Standards Highlight: Fayetteville Minimum Street Standards The City of Fayetteville Minimum Street Standards provide an example of how to prioritize safety for all road users. They include an emphasis on multimodal level of service and reference best practice design guidance such as the National Association of City Transportation Officials' (NACTO's) Don't Give Up at the Intersection and the Federal Highway Administration's (FHWA's) Guide for Improvinq Pedestrian Safety at Uncontrolled Crossing Locations. Feyetteville, AR (credit: NWARPC) 2. ROADWAY SAFETY IN NORTHWEST ARKANSAS 1 11 b1W 4 Springdale, AR (credit: NWARPQ Traffic Calming Traffic calming consists of physical design and other measures put in place on existing roads to reduce vehicle speeds and improve safety for pedestrians and bicyclists. Several cities in NWA have implemented traffic calming policies that facilitate the installation of traffic calming on residential streets. Emergency Response One component of the Safe System Approach is to streamline emergency response and medical care. Based on discussions from the NWA Active Transportation Committee, Bentonville and Fayetteville have updated their CAD systems and improved GIS data to assist with quicker emergency response on the trail system. Parking Requirements Minimum parking requirements for developments present a barrier to the creation of dense, walkable urban environments. The City of Fayetteville abolished its commercial parking minimums citywide in 2015 while retaining downtown parking maximums. This change has enabled new businesses to open using long -disused sites and buildings. Traffic Calming Policy Highlight: Springdale Traffic Calming Policy The City of Springdale has a policy that enables the installation of traffic calming measures such as curb extensions, raised intersections, and speed cushions to address speeding and conflicts between people walking and driving. Criteria for installation include observed speeds, sidewalk connectivity, crash history, and the presence of children walking to school. Evaluation of Existing Codes and Ordinances The table on the following page provides a high-level review of local codes and ordinances for cities with over 2,000 residents.' For each element (e.g. building entrances) a score was assigned for each city to indicate the state of policy on that issue, ranging from 1 (Codes / ordinances do not include this element) to 3 (Codes / ordinances include this element and it generally meets best practices). This evaluation was based on the information available to the project and should be viewed as a starting point for where to focus attention with regard to code and ordinance amendments to promote road safety. Some issues, such as speed limits and crosswalk markings, were not included due to the limited presence of local policy on these issues. 12 1 NWA VISION ZERO PLAN L � ~ u CU � N a a E a, L o N u C N N T � 01 > u m ._ Q c G m rn c c a Y E L iU m u a 1p a rn c Y L • f0 a c u c m _ L m c Lc, • Y , w u m 0 C_ m y N u N u o Q u T N .� N to u .1 m u c o c o m u U) � c N (Dcn y O CU �c o c LL C. tJ3 E C O N a c a°04 _T u N m O W 0 cn N N m M co rn C': C O L +O+ C a) u t- 3 O J N M N O O C) 4 +L+ N o M 2 M R0i It O O C6 Y O LL N J ,DW M N N co Ol N N 7 x AY N co Lo in cn L fl E W iAF N N M =TY N er C" N IN 1 4OR C CCU '- C a) S O C s= � f N c ? t u S C O i C O t -a ! to t a) C u t C ! f[) f C ! 0 C L L O C v) t N C "O -C O C U C tr o THWEST ARP i e ANE AS 13 Laws and Enforcement Traffic laws and enforcement have been a central piece of Northwest Arkansas' approach to addressing traffic fatalities and serious injuries. Speed Limits Addressing speed is a crucial step to making streets safer. Vehicle speed increases both the likelihood of a crash, as well as the severity of the crash. Higher speeds diminish drivers' ability to recognize and avoid potential conflicts and increase the force of impact, escalating the chances of fatalities and serious injuries, particularly for more vulnerable road users. Many streets throughout NWA have relatively high speed limits that do not match the roadway context. Distracted Driving Since 2009, when Arkansas first banned texting while driving for all drivers, the state has strengthened laws around distracted driving to include a ban on all use of handheld devices for drivers under 18 and in certain areas. In 2021, the State passed a new distracted driving law that prohibits all drivers from holding or using a handheld device while driving, with a few exceptions, such as using a phone in a hands -free mode or in an emergency. Driving Under the Influence Arkansas also has strict laws around driving under the influence. In 2015, the State lowered the blood alcohol level (BAC) limit for drivers to 0.08%, which is consistent with recommendations from the National Highway Traffic Safety Administration (NHTSA). Arkansas also mandates ignition interlock devices (IIDs) for certain driving under the influence (DUI) offenders, as a condition of license reinstatement. Washington and Benton Counties have established diversion court programs that offer an alternative to traditional punitive measures, such as jail time, allowing participants to receive treatment, counseling, and other support services to help them overcome their addiction and avoid future DUI offenses. Benton County also has a Driving While Intoxicated (DWI) unit that is responsible for the pro -active detection, investigation, and arrest of alcohol and/or drug -impaired drivers.2 Automated Enforcement Arkansas prohibits the use of unmanned traffic enforcement systems, which includes both red light cameras and speed cameras. Speed cameras are only allowed in school zones or at rail crossings, and a police officer must be present and issue citation at time and place of violation.' Red light cameras are not allowed under any circumstances. These legal requirements severely limit the potential use and efficacy of automated enforcement in Northwest Arkansas. Programs Bicycle Education Over the last decade, bicycle education has become a part of the school curriculum in Fayetteville, Springdale, Rogers, and Bentonville. These programs, provided by Trailblazers, help to train the next generation of responsible road users by teaching kids the rules of the road and make bicycling accessible to kids who may not otherwise have the opportunity to ride. Pilot and Demonstration Projects Resolution 2016-2 authorized NWARPC to coordinate, manage, and assist with the implementation of bicycle pilot/demonstration projects in various locations to test protected bike lane concepts. Trailblazers 14 1 NWA VISION ZERO PLAN has partnered with NWARPC and the Walton Family Foundation on a series of pilot projects in Bella Vista, Bentonville, Rogers, Springdale, Fayetteville, and Siloam Springs. These projects tested the feasibility of design treatments focused on creating safer streets for all users. Slow Streets Local cities have partnered with Trailblazers on the temporary installation of Slow Streets. Through temporary installations of traffic calming materials, Slow Streets create safe, family -friendly routes for people to bike and walk, sometimes for a single day or weekend and sometimes seasonally. i low _14 A temporary Slow Street installation in Rogers (credit: Trailblazers) Pilot Project Highlight: Siloam Springs Neighborhood Greenway Pilot Project Trailblazers worked with the City of Siloam Springs to design and install a Neighborhood Greenway pilot project from Downtown Siloam Springs to the Dogwood Springs Walking Trail. A neighborhood greenway is a traffic calmed, slow -speed street that creates a shared space for drivers, bicyclists, and pedestrians. The project rollout included an evaluation of vehicle speeds and volumes, bicycle volumes, and crash data, as well as a post -installation survey to collect public feedback. Af Siloam Springs Neighborhood Greenway Instalation (credit: Trailblazers) 2. ROADWAY SAFETY IN NORTHWEST ARKANSAS 1 15 Roadway Safety Analysis Crashes occur because of a variety and often a combination of contributing factors. These factors may include excessive speed, roadway conditions, equipment failure, inexperience, environmental conditions (e.g., weather, lighting, glare), and human behaviors, including distraction, impairment, and not complying with traffic laws. With 1,369 KSI crashes over a five-year period, the HIN represents the most critical corridors that should be addressed in the region. Crash analysis resulted in numerous findings related to street characteristics and contexts in Northwest Arkansas. The following highlights a few of those findings along with the full HIN map for all modes. 16 1 NWA VISION ZERO PLAN High Injury Network All Modes High Injury Network Janek. Northwest Arkansas Bella Vista `" Gravette 1i 1 Bentonville Centerton1• raft 1 i Rogers' Hobbs State j. Par Siloam Springs ' Springdale ` 412Tontit1'—� own Ozark National forest Goshen Fayetteville MOM Lake Sequoyah Par Elkins Prairie Grove po 62 71 Lincoln r� I o High Injury i Network Parks & Winslow Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2.5 5 ml. I nq, 1 crashes between 2017-2021. m . • • 2. ROADWAY SAFETY IN NORTHWEST ARKANSAS 1 17 Equity Increasing safety across the region cannot succeed without a focus on equity and identifying communities that have disproportionate traffic safety impacts. The transportation system in Northwest Arkansas must work for everyone across the region; therefore, equity is integrated throughout the NWA Vision Zero Plan. Together with the Safe System Approach, recommended actions can address safety for people that have experienced a historical disadvantage, persistent poverty, and/or social vulnerability. To create a broad characterization of communities that have sociodemographic vulnerabilities and to define the populations, this Plan used criteria for Areas of Persistent Poverty, Historically Disadvantaged Communities as identified by the USDOT, and the Social Vulnerability Index (SVI) as defined by the Centers for Disease Control and Prevention (CDC) and Agency for Toxic Substances and Disease Registry (ATSDR). Historically Disadvantaged Communities` refers to populations sharing a particular characteristic, as well as geographic communities, that have been systematically denied a full opportunity to participate in aspects of economic, social, and civic life. • Transportation access disadvantage - communities and places that spend more, and take longer, to get where they need to go. • Health disadvantage - communities based on variables associated with adverse health outcomes, disability, as well as environmental exposures. • Environmental disadvantage - communities with disproportionately high levels of certain air pollutants and high potential presence of lead -based paint in housing units. Social Vulnerability' refers to the potential negative effects on communities caused by external stresses on human health. Factors include: • Socioeconomic status (below 150% poverty, unemployed, housing cost burden, no high school diploma, no health insurance) • Household characteristics (aged 65 or older, aged 17 or younger, civilian with a disability, single -parent households, English language proficiency) • Racial and ethnic minority status (Hispanic or Latino (of any race); Black and African American, Not Hispanic or Latino; American Indian and Alaska Native, Not Hispanic or Latino; Asian, Not Hispanic or Latino; Native Hawaiian and Other Pacific Islander, Not Hispanic or Latino; Two or More Races, Not Hispanic or Latino; Other Races, Not Hispanic or Latino) • Housing type & transportation (multi -unit structures, mobile homes, crowding, no vehicle, group quarters) The NWA Vision Zero Plan identified and prioritized investments in communities that have experienced varying degrees of disadvantage. Additionally, recommended actions have been intentionally developed to ensure policing and other enforcement • Economic disadvantage - areas and populations efforts do not create or perpetuate disparities and with high poverty, low wealth, lack of local jobs, low unintended consequences in communities of color or homeownership, low educational attainment, and areas of persistent poverty. high inequality. • Resilience disadvantage - communities vulnerable to hazards caused by climate change. • Equity disadvantage - communities with a high percentile of persons (age 5+) who speak English "less than well." Area of Persistent Poverty5 is defined by the USDOT as any County or Census Tract that has consistently had greater than or equal to 20 percent of the population living in poverty over a defined period. 18 1 NWA VISION ZERO PLAN ZERS tic, A R ALL '-4 31 , 7/r, i 6�51 �_ . ��1t r 44:, abli 'Sj#itonvil, Vulnerable roadway users that live in disadvantaged areas are overrepresented in fatal and serious injury crashes. 6% of the roadway network passes through disadvantaged areas however, they represent 16% of total KSI crashes 000 Equity Analysis Overlap and HIN Equity Analysis Overlap & High Injury Network Northwest Arkansas l Bella Vista evi ebro I�C71 . Gravette - � t � Ben_tonville 4 CentertonA ` I 1 Rogers' Hobbs State Par ' 71 +Siloam Springs N Springdale 412 - Ozark National �brest Tontitown _Goshen 7 > Fayetteville �, Lake Sequoyah Par Elkins Prairie Grove r 62 71 Lincoln Degrees of Disadvantage High Moderate Low o All Modes High Injury Network Parks & Winslow Open Space Ozark National Forest Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and — Missouri DOT STARS data for all recorded crashes 0 2.5 5 mi A between 2017-2021. Disadvantage layers from USDOT m ■ • RAISE Tool and 2021 American Community Survey ' • • ■ 2. ROADWAY SAFETY IN NORTHWEST ARKANSAS 1 21 THIS PAGE INTENTIONALLY LEFT BLANK llk� BIG HEART .6 REA ^__� 'Community b—uTr-e- a c h 3. Community Outreach The NWA Vision Zero Plan employed a wide range of digital and in -person engagement tools to inform the community and solicit feedback on roadway safety. Communicating the importance of roadway safety during the development of this Plan was an important step in long-lasting efforts to engage and empower people in the region to make changes that save lives. Five key elements were foundational for engagement: 1. Listen First: Events and outreach were structured so people could have multiple opportunities and options to share their experiences, interests, and concerns related to safety. 2. Provide an Open and Transparent Process: Engagement was accessible to as many members of the community as possible. 3. Educate on Positive Traffic Safety Culture: Each engagement event incorporated education components about the personal and community benefits of safety. 4. Give Proper Notice: Engagement provided community members sufficient advanced notice for in -person events as well as online feedback opportunities, allowing them to plan and prioritize their participation. Source https://nwa.pressreader.com/article/281878712709691 5. Prioritize Equity: Activities ensured that minority and low-income populations were specifically engaged and heard and materials were provided in English and Spanish. 24 1 NWA VISION ZERO PLAN Promotion and Media Coverage Promotion for the Plan relied on digital/social media, word of mouth, and traditional print media. The Northwest Arkansas Democrat -Gazette for the May 8, 2023 Issue highlighted the Safety Demonstration Site Walk in Fayetteville that took a group of municipal staff, local advocates, and elected officials from across the region on a tour near the intersection of M.L.K. Jr. Boulevard and S. School Avenue (US Business 71) to discuss and see different implemented solutions for safety along with street characteristics that should still be addressed. Listening Sessions Scheduled listening sessions with municipal staff provided understanding and background for the state of safety within the region along with past efforts that have increased safety. Each listening session included conversation related to: Traffic safety culture, • Process for project implementation, • Effective tools already being used, • Challenges to increasing safety, • Specific locations where changes should be made, and • Concerns about staff capacity and/or resources available. Listening sessions revealed that while ongoing efforts are being made at the local level, there is still a lot of work left to do. Major arterials moving through communities present some of the biggest threats. Simultaneously, there is a need for policies and programs to target speed, eliminate distracted driving, and prioritize people walking and bicycling to achieve a safer system as a whole. Public Interaction In -person activities are showcased in Table 3. They included a mix of pop -ups at various events and safety demonstration site walks around the region. Table 3: In -Person Engagement Events Bentonville Moves 4/27/2023 Bentonville Springdale EV Meeting NWARPC 4/28/2023 Springdale Beaver Watershed LID Smart Growth 4/27/2023 Springdale Bentonville Safety Project Demo 5/2/2023 Bentonville Fayetteville Safety Demonstration Project 5/3/2023 Fayetteville Safe Streets for All Working Group Meeting 3 5/4/2023 Springdale Bentonville First Friday 5/5/2023 Bentonville Lower Ramble 5/5/2023 Fayetteville First Friday 5/5/2023 Huntsville Rogers Concert Series Square 2 Square Ride (Bentonville End) 5/5/2023 5/6/2023 Rogers Bentonville Bentonville Farmers Market 5/6/2023 Bentonville Coler Noon to Moon 5/6/2023 Bentonville Rogers Concert Series 5/6/2023 Rogers Rogers Farmers Market 5/6/2023 Rogers Square 2 Square Ride (Springdale Halfway Halt) 5/6/2023 Springdale Farmers Market Springdale 5/6/2023 Springdale 3. COMMUNITY OUTREACH 1 25 Safety Demonstration Site Walks Two Safety Project Demonstration Site Walks were held, one in Bentonville and one in Fayetteville, that gave residents, municipal staff, and advocates from around the region the opportunity to walk and talk about local municipality infrastructure problems and solutions. Approximately 40 people attended the two Safety Demonstrations. Bentonville's Safety Demonstration focused on touring the quick build, parking protected, two-way separated bike lane on SW 8th Street, while the Fayetteville Safety Demonstration focused on examining different pedestrian and bicycle constraints: large state-owned arterials and intersections and a few successful pedestrian crossings for the Razorback Greenway. The demonstrations also allowed advocates and residents to discuss problems they experience and witness along each route. Pop -Up Booths A go -to approach to engagement led to multiple events with pop-up booths for the NWA Vision Zero Plan throughout the region. The pop -ups included posters showcasing the number of fatalities and serious injury crashes in the region and business cards with QR codes for the public survey. Pop-up booth locations included the Square 2 Square Halfway Halt, Bentonville First Friday, Huntsville First Friday, Rogers Concert Series, Rogers Farmers Market, and the Farmers Market in Springdale. Square 2 Square is a biannual bike ride along the Razorback Regional Greenway for 30 miles between Fayetteville and Bentonville with nearly 2,000 riders, both local and regional, attending. Two events, the Rogers Concert Series and the Springdale Cinco de Mayo Farmers Market, had large Latino and Hispanic attendance which gave the opportunity to engage Spanish speaking residents. 26 1 NWA VISION ZERO PLAN Regional Safety Working Group The regional safety working group met four times over the course of the NWA Vision Zero Plan development. It consisted of municipal staff, elected officials, regional advocates, and more. A key role of the working group was to discuss safety in the region, to guide recommended actions for policies, programs, and projects. Using the Safe System Approach foundation, the regional working group helped shape the NWA Vision Zero Plan and customize the recommendations that will reduce serious injury and fatal crashes in the region. CUi1riEMeA5URC5 -nw W—E iN q.,, CN+1rw1N ny \ ° 1�1f�r/UJ LanCS (/0J 017-S*4 Aa,k �Y m•r>` urd! w�,4.Ma rum` �b Nl�•�-s v CaNrI��.Stw-�3 Office vErox. 5 }iow wa1-Y � 2a� stt�r ' Lx�oeRS�D OCDWW'rI`. h%Eb IfN ,yealbJ k WED st►IDsr,,, raucy 11w iwao + Ef..' swmr-f t NE.+'p6VE1.[Rr.�ER� Ttvw%ti f�°r VCKwM.C+.E-agT�US ° . A/64c NRS R DEftW IT T,NE Nr.DEg6/RrmIRlE1 COrk2EQ '6DvcrrTRE. srwp+il8p}y,) DMVAa nrJ 11—Y swM f LDOMEENSER "F_S TZ£SKTLR1tJr� ° l/cuF- + 4WDwhy 4YOit1 nEp,cnoNS � iNE•e•r.ul ]E•1KE YWIgLS ° LOS Safety Webinar Series Educating decision -makers and the general public about safety in the region and specifically the Safe System Approach was an important role of engagement for the NWA Vision Zero Plan. Safety Webinars were developed to serve as a lasting resource to explain how addressing safety should emphasize the characteristics of the roadways that are leading to the lives being lost and that a Safe System Approach should be both reactive —implementing solutions along the High Injury Network —and proactive —deploying safety countermeasures to reduce risk. The Safety Webinar Series was recorded and posted to the project website to allow for on -demand listening. Safety Vocabulary • Crashes not accidents • KSt— Killed or Serious Injury Crashes • Proven Safety Countermeasure- an action designed to reduce the frequency and/or the severity of crashes • Systemic Safety— applying changes to a system based on risk and not just crash history TOOLE DESIGN Road Diet/Roadway Reconfiguration vaonrnvc ncncrrve Safety Focus Crash Expected Crash Area Type Reduction u crashes Relative Cost TOOLEoeeoM oe eI, m, ceeso,Ilere „a,= DESIGN 3. COMMUNITY OUTREACH 1 27 Public Feedback Digital engagement tools included an online survey and map. Participants that provided feedback on the interactive map were asked to identify the following: • Locations where they feel unsafe • Locations where they feel safe • Places where a roadway improvement could be made Most people who commented live in the eastern part of the region, yet most of the points are shown in the larger, more dense areas of Fayetteville and Bentonville. Overall, 316 people responded to the survey, placing over 600 points on the interactive map. When asked what the major issues are affecting your safety on the roadways in Northwest Arkansas, community members responded that distracted driving, lack of sidewalks and/or continuous sidewalks, and people driving too fast were the top three major issues. When asked how you typically get around Northwest Arkansas, most respondents drove, walked, or rode their bike. When asked how often they bike or walk, 39% walked or biked daily and 76% walked or biked at least once a week. How do you typically get around NWA? Walk or bike daily Walk or bike at least once a week 28 1 NWA VISION ZERO PLAN Interactive Map Comments Survey Comments Northwest Arkansas • Bella Vista A0 • Gravette • B�"tonville • Centert ; � _O • i •� • •• E O e ••• • 0 O fRogers O O (iloam Springs Y Springd'ale, • ` 412 Tontitown Ozark National mast • 0— O Fayetteville Prairie Grove r► 62 Lincoln Ozark National Forest • • •` • • Ho bs State Par o 17 • � T O • OGoshen L ke SequoyaOPar • Elkins Comment Types O Improvement Idea s Location where o I feel safe • Location where I feel unsafe Parks & Winslow Open Space Ozark National Fores City Boundaries Note: Maps based on Arkansas DOT ACAT data and Missouri DOT STARS data for all recorded 0 2. ml crashes between 2017-2021. m I ' ■ • ■ 3. COMMUNITY OUTREACH 1 29 Public Survey Results 3.0% (34) 1.9% (22) Fear of physical Unfair treatment 3.7% (42) assault and/or in traffic enforcement Speed limits verbal harassment too high 4.0% (46) Inadequate traffic enforcement 6.3% (72) ' Negative interactions with drivers 16.7% (1 S Distracted Di What are the major issues affecting your safety on the roadways in Northwest Arkansas? 30 1 NWA VISION ZERO PLAN 1 ,7 TAKE THE SURVEY! lk 0 THIS PAGE INTENTIONALLY LEFT BLANK A a I Goals and Actions I M v - , Wton 4. Goals and Actions Goals The mission of Vision Zero —to Save Lives —requires changing how we design and operate our transportation system. The Safe System Approach is the foundation for this change that prioritizes human life above everything else. Through this Plan's analysis, a High Injury Network has been established based on severity of crashes, roadway characteristics, individual behaviors, and unsafe speeds which highlights corridors where fatal and serious crashes are overrepresented on the regional roadway network. This Plan establishes four goals for addressing roadway safety and implementing Vision Zero in Northwest Arkansas: • 1. Promote a culture that prioritizes people's safety _�_ 2. Reduce conflicts °d between roadway users i 3. Establish policies, practices, and programs that focus on safety at all levels n 4. Slow vehicle speeds 34 1 NWA VISION ZERO PLAN Actions Achieving goals is not always quick or easy. Effective implementation comes from coordinating various agencies and people to take action focused on safety. The staff of agencies and their partners must have clear tasks. Institutions must have proper incentives and authority to implement their mission. Each goal is supported by actions that are assigned lead agencies and timeframes. By breaking overarching goals into specific actions this Plan builds a comprehensive set of efforts that together will implement Vision Zero and save lives. All actions consider and support the five Safe System Elements. What you'll see here... A. Action items - Each is a discrete, specific effort that can be advanced by a Vision Zero partner. B. Asterisk (*) - Items followed by an astrisk represent systemic safety countermeasus that can be installed on the HIN or proactively jurisdiction -wide where similar conditions exist for crashes to potentially occur. Learn more about these actions on page 51. C. Timeframe - Action items are assigned general timeframes to help action leaders prioritize their efforts. Although the timeframes note a number of years, these timeframes align with the level of effort for completing these actions. Timeframes include: a. Immediate: 0-2 years; b. Short: 2-5 years; or c. Medium -Long: 5-10 years. D. Cost - There is an anticipated annual cost level listed with each step based on the following ranges: a. $ - low (less than $100k) b. $$ - medium (between $100k-$500k) c. $$$ - high ($500k and above) E. Action Leader and Supporting Partners - Each action item is led by an action leader and supported by various agency partners. 1-3 Create guidance for micro sidewalk gap Immediate $ Member Agency, program NWARPC 1-11 Conduct roadway safety audits after every KSI crash Install lighting on arterial roadways, starting 1-18 with the HIN * Short $ - $$ Member Agency Medium -Long $$$ ARDOT, MODOT, Member Agency NWARPC The Actions that follow are understood to be general recommendations. For some Actions, implementation would only occur when and where appropriate based on further analysis, engineering design, and environmental assessment. Other Actions may require policy changes in alignment with other agency goals. Due to staffing, financial, and other constraints, each agency will need to consider how to prioritize implementation of these Actions in support of Vision Zero. 4. GOALS AND ACTIONS 1 35 4r. Promote a culture that prioritizes people's safety 0 c� 1 Ongoing communication along with projects that put safety first are critical to culture change. Culture is more than messaging; it is a set of behaviors and a way of life that values the safety of fellow roadway users by every person during every trip. 4. GOALS AND ACTIONS 1 37 Action Timeframi Work with media partners to report traffic 1-1 crashes more accurately, to avoid victim Immediate blaming, and report crashes in the context of Vision Zero Enhance training for law enforcement and emergency service personnel responsible 1-2 for crash reporting to address the unique Immediate attributes required to accurately report crash circumstances involving people walking and bicycling 1-3 Create guidance for micro sidewalk gap Immediate program Consider hiring Vision Zero staff dedicated 1-4 to safety projects and programs across Immediate departments Develop branded Vision Zero signage to be 1-5 deployed with Vision Zero infrastructure Immediate projects during construction 1-6 Promote using transit to reduce vehicle trips Immediate Partner with youth organizations to create 1-7 peer -to -peer anti -distraction messaging Short campaigns Promote Transportation Demand Management (TDM) and street design policies that reduce 1 8 Vehicle Miles Traveled (VMT) and automobile Short dependence Promote Street Networks and Land Use 1-9 Patterns that Reduce Trip Distances and Short Automobile Dependence Develop a Region -Wide Safety Campaign to 1-10 Share Information with the Community about Short Traffic Safety for All Modes 1-11 Conduct roadway safety audits after every Short KSI crash $ NWARPC Member Agency $ - $$ NWARPC Member Agency $ Member Agency, NWARPC $ - $$ Member Agency NWARPC $ Member Agency NWARPC $ Member Agency, NWARPC $ Member Agency $ - $$ NWARPC Member Agency $ Member Agency NWARPC $ - $$ NWARPC Member Agency $ - $$ Member Agency 38 1 NWA VISION ZERO PLAN Action Timeframe Cost Action Leader Supporting Partners 1-12 Conduct analysis of inequities within native Short $ NWARPC populations Prioritize Vision Zero investments in areas 1-13 Medium -Long $$ - $$$ Member Agency NWARPC with high social vulnerability Pursue a sustainable funding source for 1-14 transit to increase frequency, reduce travel Medium -Long $$ - $$$ Transit Agency Member Agency time, and expand service area Support DUI/DWI court programs that focus 1-15 Medium -Long $ Member Agency on education and treatment over punishment Encourage large employers of truckers to put 1-16 Medium -Long $ NWARPC speed governors on trucks Install pedestrian -scale lighting along the 1-17 Medium -Long $$ - $$$ Member Agency HIN, especially at trail crossings * Install lighting on arterial roadways, starting ARDOT, MODOT, 1-18 with the HIN * Medium -Long $$$ Member Agency NWARPC Conduct ongoing safety campaigns and events with the community - community safety 1-19 advisory team (religious leaders, community Medium -Long $ - $$ NWARPC Member Agency centers, rec centers) Analyze growth areas adjacent to HIN for 1-20 Medium -Long $ NWARPC Member Agency future planned development 1-21 Conduct economic and equity analysis Medium -Long $ NWARPC 4. GOALS AND ACTIONS 1 39 ftmw ft" waft ftaft Reduce conflicts between roadway users A v ---Nw -loft A%Ift AF oft* effective strategies and best practices to increase safety. 4. GOALS AND ACTIONS 1 41 Action Timeframe 2 1 Implement no right turn on red on the HIN or Short high -volume pedestrian routes* 2 2 Implement pedestrian friendly cycle lengths, Short maximum 3' per second of walking speed* 2 3 Standardize crosswalk design standards Short including ladder spacing and widths* 2 4 Review crosswalk spacings and distance of Short crossings (include pedestrian refuge islands)* Implement a sidewalk gap program to fill 2-5 short segments outside of development Short process Identify walking zones for schools, recreation 2-6 centers, and other community identified Short priorities for connectivity 2 7 Assess and install bicycle and pedestrian Short projects to increase separation* Install median refuge and pedstrian crossing signals (RRFB or PHB) for mid -block 2 8 crossings, starting with transit stops on the Short HIN* Reduce distances between crossings along 2-9 arterials with long distances between Medium -Long signalized intersections* 2-10 Implement road diets along the HIN where Medium -Long annlirahla* 2-11 Close gaps in bicycle and pedestrian networks Medium -Long 2 12 Close slip lanes where applicable, starting with the HIN* Medium -Long Implement leading pedestrian intervals 2-13 at signalized intersections, specifically on Medium -Long applicable HIN corridors* $ ARDOT, Member Agency ARDOT, Member Agency $ NWARPC, ARDOT Member Agency $ ARDOT, Member Agency ARDOT, Member Agency ARDOT, Member School Board Agency Member Agency NWARPC, ARDOT $$$ Member Agency, ARDOT $$-$$$ ARDOT NWARPC, Member Agency $$$ Member Agency ARDOT $$ - $$$ Member Agency $ - $$$ Member Agency $ $$ ARDOT, Member Agency 42 1 NWA VISION ZERO PLAN Action Timeframe Cost Action Leader Implement pedestrian recall on all permissive ARDOT, Member 2-14 and through signal phases specifically on Medium -Long $ - $$$ Agency applicable HIN corridors* 2-15 Install or retrofit countdown pedestrian signal Medium -Long $$ _ $$$ ARDOT, Member heads* Agency 2-16 Consider removing permissive left turns Medium -Long $$ ARDOT, Member during active pedestrian signal phase* Agency Install sidepath or separated/raised/ protected facilities for bicycle routes on ARDOT, Member 2-17 roadways with speeds above 35 mph in Medium -Long $$$ accordance with FHWA Bikeway Selection Agency Guide* Install edge and center line treatment with ARDOT, MODOT, 2-18 bicycle -friendly rumble strips on roadways Medium -Long $$ - $$$ Member Agency with marked shoulders* Design and install overpass or tunnel for trail 2 19 crossings of roadways with vehicle speeds Medium -Long $$$ ARDOT, Member of 45 mph or greater in Urban/Suburban Agency contexts and 55 mph+ in Rural contexts* Daylight intersections (removing obstacles 2-20 that impair sight lines) in town centers and in Medium -Long ARDOT, Member $ high -volume pedestrian areas* Agency 2 21 Convert front -in angle parking to back -in Medium -Long $$ Member Agency angle or parallel parking in downtown areas* 2 22 Provide buffers to sidewalks and sidepaths Medium -Long $$ _ $$$ ARDOT, Member (paint, greenspace, trees, etc.)* Agency Install backplates with retroreflective boards at all signalized intersections and use 2-23 Medium -Long reflectors on curves and bridges, starting with the HIN* Deploy access management strategies to 2 24 combine driveways to adjacent properties Medium -Long OR build medians to restrict left turns near driveways and intersections* $$ $$$ Member Agency, ARDOT $$ $$$ ARDOT, Member Agency 4. GOALS AND ACTIONS 1 43 Establish policies, practices, and programs that focus on safety at all levels TURNING VEHICLES r* v TO 9 _ Accomplishing zero fatal and serious injury crashes requires changes at every level. Policy sets the stage for daily decisions to change and can influence practices, programs, and mindsets that are essential for the Safe System Approach to be effective. { Bentonville, AR 4. GOALS AND ACTIONS 1 45 ■ 3-1 Adopt Complete Streets policies Immediate Establish equitable zero tolerance policies 3-2 and incentive programs to reduce and Immediate $ eliminate speeding 3-3 Establish program and procedures to conduct Immediate roadway safety audit after KSI crash Create regional and local roadway safety 3-4 education program for practitioners, boards, Immediate and elected officials Develop a Vision Zero dashboard to track performance metrics related to KSI crashes, 3-5 safety projects, completed actions, and Immediate other items that focus on the Safe Systems Approach Publish annual report on crashes and 3-6 other safety metrics for transparency and Immediate accountability 3 7 Create policy to site transit stops closer to Immediate intersections to reduce dart and dash crashes Review and update land use policies and 3 $ development standards to prioritize the safety Immediate of all road users (e.g., block size, crosswalk spacing, access management) Consider adopting a Roundabout First Policy —the process of considering a 3-9 roundabout before any other form of control Immediate at an intersection —to increase user safety and reduce conflict points Develop a multimodal safety toolbox that 3-10 identifies strategies available to address Short safety concerns for all modes Establish multidisciplinary crash response 3-11 teams to evaluate and address fatal and Short serious injury crashes at crash locations Adopt specifications for incorporating safety 3-12 features in new fleet vehicle purchases and Short retrofit existing vehicles NWARPC, Member Agency, ARDOT Member Agency, Police Department $ Member Agency NWARPC, ARDOT, MODOT $ $$ NWARPC, Member Agency $ NWARPC ARDOT, Member Agency $ NWARPC, ARDOT, MODOT Member Agency $ Member Agency, NWARPC Transit Agency $ Member Agency NWARPC $ Member Agency NWARPC $ NWARPC $ Member Agency NWARPC, ARDOT, MODOT $ NWARPC Member Agency 46 1 NWA VISION ZERO PLAN Action Timeframe Cost Action Leader Supporting Partners 3-13 Advocate for changes to state law to expand Short $ NWARPC Member Agency the use of automated safety cameras Conduct crash analysis by type of vehicle due 3-14 to semis and large trucks with trailers on Short $ NWARPC ARDOT, Member Agency roads 3-15 Conduct analysis of crashes on curves and Short $ NWARPC ARDOT, Member hills in region Agency Conduct analysis of crashes related to two- 3-16 way left -turn lanes and access management Short $ NWARPC ARDOT, Member Agency on arterials, especially in commercial areas 3-17 Analyze crashes within new greenfield Short $ NWARPC Member Agency development, housing, and commercial Establish policy to conduct routine walking 3-18 audits to review safety needs for roadway Short $ Member Agency projects during scoping phase Address safety through installing proven 3-19 countermeasures during routine roadway Medium -Long $ - $$$ ARDOT, MODOT, Member Agency maintenance 3-20 Identify and implement applicable road safety Medium -Long $$ - $$$ ARDOT, MODOT, countermeasures through routine resurfacing Member Agency Consider policies that provide alternatives for 3-21 primary access to schools on arterials or HIN Medium -Long $ School Board Member Agency for future school sites 3-22 Analyze before and after crash trends along Medium $ NWARPC, ARDOT recent roadway projects -Long 3-23 Conduct ongoing safety analyses for Medium -Long $ - $$ NWARPC Member Agency intersections, specifically along the HIN 4. GOALS AND ACTIONS 1 47 im Slow Vehicle Speeds .0 Epp! 11M. Y�� ..,. r'.. y - y � rat . �f rr✓r'�J�sh����,r r,�-;,,wr�< .�\,-.� . � � r . - •�- .tea �-�' f� -� i' ?r ., �% - ir�Srf / r en �Y+=::i.�v�.�►��>`-� . _-<.� c r�:.: - :...�'i-;Gr,4t/%e!s..�l.{t:4p� a'�.s�' is _ . _ r .s r _ �h .��,'1€�. LIMIT A5 Excessive speed is at the heart of fatal and serious injury crashes. Getting people to drive slower will take more than just a lower speed limit. Reducing vehicle speeds will require several tools and strategies to work together for the safety of all roadway users. WMM=L--- Fayetteville, AR 4. GOALS AND ACTIONS 1 49 ■ 4-1 Post nighttime speed limits Immediate $ - $$ Member Agency,ARDOT Develop guidance for equitable traffic calming 4-2 Immediate policies and resources 4-3 Reduce speed limits on local streets to 20 Short mph * $ NWARPC Member Agency $ Member Agency 4-4 Conduct a special speed study in local Short $$ NWARPC, jurisdictions for blanket speed limit reduction Member Agency 4-5 Engage state legislature to change laws Short $ - $$ NWARPC, related to speed limit setting Member Agency 4-6 Adjust signal timing and signage for speed Short $ - $$ Member Agency, limit on arterials * ARDOT 4-7 Review speed limits on the HIN Medium -Long $ NWARPC 4 8 Tighten turning radii to reduce turning speeds Medium -Long $$ Member Agency, and include truck aprons on freight routes * ARDOT Pedestrian vulnerability when struck by a vehicle at this speed Data Citation: Tefft, B.C. (2011). Impact Speed and a Pedestrian's Risk of Severe Injury or Death (Technical Report). Washington, D.C.: AAA Foundation for Traffic Safety. 20 MPH ♦ Mi 3"/° Likelihood of fatality or serious injury 30 MPH nn- 66666666160 M1111#11111111#1 40% Likelihood of fatality or serious injury Member Agency, ARDOT 40 no H 111111111111 73% Likelihood of fatality or serious injury 50 1 NWA VISION ZERO PLAN Proactive Systemic Safety Countermeasures Systemic safety countermeasures can be installed on the HIN or proactively across the region and in member agency jurisdictions where similar conditions exist for crashes to potentially occur. Generally, systemic safety improvements increase safety of all road users. These proactive systemic safety countermeasures will likely require additional funding for implementation and perpetual maintenance for staffing and materials and/ or changing a policy or standard by member agencies or the State to allow the measures to be installed for use in a more widespread manner. These systemic safety countermeasures could also be implemented proactively or established as safety standards as part of other safety projects, such as street reconstruction or as part of new land use development projects. The following highlights several safety countermeasures for proactive, systemic implementation in Northwest Arkansas that were listed in the previous action tables. Proactive and systemic safety countermeasures should be installed on the HIN first, as part of other street projects, in similar conditions where crashes could occur and eventually in a more widespread fashion, as budget and staff resources allow. 4. GOALS AND ACTIONS 1 51 Highest Priority Projects The following map shows prioritized HIN project corridors for the region. The Top 15 highest scoring projects are listed below. OWest Robinson Avenue (US 412) Turner Street to South Thompson Street (Springdale) ©South Thompson Street (US 71B) West Lakeview Drive to West Emma Avenue (Springdale) ©North Garland Avenue Norht of West Berry Street to South of West Lawson Street (Fayetteville) ONorth Old Missouri Road (Hwy 265) East Emma Avenue to South of East Randall Wobbe Lane (Springdale) ©Southeast 14th Street (Hwy 102) Water Tower Road/Bekaert Drive to West of Phyllis Street (Bentonville) O• West Martin Luther King Jr. Boulevard West Ozark Trail to South School Avenue (Fayetteville) ONorth College Avenue (US 71B) South of East Township Street to East Center Street (Fayetteville) • Q West Sunset Avenue (US 412) South Thompson Street to Westside Village Street (Springdale) OWest Wedington Drive MP 16.40 to North Garland Avenue (Fayetteville) 0 South 5th Street West Olrich Street to West Oak Street (Rogers) US 412; AR 59 AR 59 to West of AR 59 (Siloam Springs) ®US 412 AR 59 to MP 11.65 (Siloam Springs) ®North Thompson Street (US 71B) West Emma Avenue to West County Line Road (Springdale) 0 West Hudson Road (US 62) Water Tower Road/Bekaert Drive to North 2nd Street (Rogers) ®East Huntsville Avenue Mill Street to East Emma Avenue (Springdale) 52 1 NWA VISION ZERO PLAN High Injury Network Projects Pineville High Injury Network Project Corridors Jane Northwest Arkansas - Gateway fit""•' / Bella Vista evi ebro 1 Gravette �l Bentonville centertonA� m. Rogers � Hobbs State Par 71 Siloam Springs ® 0 Springdale ® 41� ( Tontitown © .� f zark National Forest / ' ` . n �LGoshen Fayetteville L�ilke Sequoyah Par Elkins Prairie Grove r� 62 71 Lincoln r r� Prioritization Tier High Medium Low Parks & Winslow Open Space Ozark NationalFo Ozark National Fores City Boundaries i Note: Maps based on Arkansas DOT ACAT s data and Missouri DOT STARS data for all 5 5 ml 1 recorded crashes between 2017-2021. m / ' ■ • ■ 4. GOALS AND ACTIONS 1 53 Proven Safety Countermeasures Addressing safety in Northwest Arkansas will require the deployment of proven safety countermeasures across the regional transportation network, starting with the HIN. Selection and design of safety countermeasures on every street project in the region should be decided through the lens of the Safe System Approach, so that if a crash occurs it will not result in a fatal or serious injury. Safety countermeasures should not be compromised or simplified during the design or construction phases. These modifications can reduce the level of safety for all road users. The FHWA Proven Safety Countermeasures initiative (PCSi) is a collection of specific design or operational changes to streets that have been proven nationally to improve safety. Safety countermeasures are listed below along with hyperlinks to provide a more detailed description and effectiveness of the full safety countermeasure. Speed Management SPEED Appropriate Speed Limits • LIMIT Speed Safety Cameras for All Road Users 0 Bicycle Lanes Pedestrian/Bicyclist 19 Crosswalk Visibility Enhancements © Medians and Pedestrian r� Pedestrian Hybrid Refuge Islands Beacons Road Diets (Roadway Walkways Configuration) SPEED LIMIT Variable Speed Limits Leading Pedestrian Interval Rectangular Rapid Flashing Beacons Aeo RRFB 54 1 NWA VISION ZERO PLAN Roadway Departure �] Enhanced Delineation for Longitudinal Rumble Horizontal Curves o Strips and Stripes on Median Barriers Two -Lane Roads • Roadside Design ;; Safety Edge Wider Edge Lines Improvements at Curves 0 Intersections �� Dedicated Left- and �� Backplates with Retro- Corridor Access Right -Turn Lanes at 0/1& 111 � reflective Borders Management Intersections qu Systemic Application Reduced Left -Turn * * of Multiple Low -Cost Roundabouts • Countermeasures Conflict Intersections at Stop -Controlled Intersections Yellow Change Intervals i Crosscutting a.A_ Pavement Friction Lighting 01-N_ Local Road Safety Plans Management 4. GOALS AND ACTIONS 1 55 Taking Action The NWA Vision Zero Plan is a commitment along with an initial set of goals and actions to reach the vision of zero fatal and serious injuries on roadways across Northwest Arkansas. However, Vision Zero must be more than a document; it must be embraced, discussed, emphasized, and reinforced every day. This Plan must be a living document that unites people across agencies, departments, organizations, and the region to prioritize roadway safety. Performance Measures NWARPC and member agencies will need to monitor the success of individual Vision Zero actions related to each goal. Evaluation and regular reporting are essential for the data -driven approach to Vision Zero. There must be accountability to the commitment of eliminating traffic deaths and severe injuries. If certain actions are not successful, not moving fast enough, or not working for another reason, the region and member agencies should assess and modify actions as needed. However, it is critical that monitoring does not reduce or minimize the focus on the ultimate performance measure of eliminating fatal and serious injuries on all roadways in Northwest Arkansas by 2038. Actions such as the data dashboard and annual reporting can track progress and provide insight into a number of metrics, including but not limited to: • Crashes involving bicycles and pedestrians • Crashes resulting from unsafe speeds • Crashes in rural versus urbanized areas • Crashes occurring on roadways in Historically Disadvantaged Communities, Areas of Persistent Poverty, and/or Socially Vulnerable communities. Sharing Responsibility for Vision Zero To carry out everything presented in this Vision Zero Plan and to eliminate fatalities and serious injuries on all roadways across Northwest Arkansas by 2038, everyone —from elected officials and municipal staff to local employers and residents of all ages and abilities —will need to take action. We all have a personal responsibility to make the right choices and to communicate the importance of why roadway safety matters —making the region's efforts even more effective. q., I® 56 1 NWA VISION ZERO PLAN 10 References 1 Population based on 2021 American Community Survey data. Most cities with fewer than 2,000 residents do not have codes and ordinances addressing road safety through street design or land use, though there are some exceptions, including Highfill, Decatur, and Greenland. 2 Benton County Sherriff's Office. DWI Unit. 3 Governors Highway Safety Association. Speed and Red Light Cameras: Arkansas. 4 Historically Disadvantaged Communities Methodology: https://www.transportation.gov/priorities/equity/*ustice40/transportation-disadvantaged- census-tracts-historically-disadvantaged 5 Areas of Persistent Poverty: https://www.transportation.gov/RAISEgrants/raise-app-hdc b Social Vulnerability: https://www.atsdr.cdc.gov/placeandhealth/svi/at-a-glance svi.html 4. GOALS AND ACTIONS 1 57 _ter,. Acknowledgements The creation of the NWA Vision Zero Plan would not have been possible without the dedication of numerous NWARPC staff, municipal staff from member agencies, elected officials, and community partners. This effort was led by the NWARPC, in partnership with the Regional Working Group. NORTHWEST ARKANSAS REGIONAL PLANNING COMMISSION Elizabeth Bowen Tim Conklin MEMBER AGENCIES ADVOCACY ORGANIZATIONS Trailblazers Bentonville Moves Bentonville Coalition Runway Group Walton Family Foundation Bentonville Traffic Safety Committee Fayetteville Traffic Safety Committee STATEWIDE AGENCIES ARDOT -� MODOT 1 rbPROJECT CONSULTANT 1 Toole Design Group NWA Regional VISION ZERO Safety Action Plan