The Pedestrian and Bicyclist Highway Safety Problem

As It Relates to the Hispanic Population in the United States

DTFH61-03-P-00324 

FINAL REPORT 

Richard L. Knoblauch 

Rita Furst Seifert, PhD 

Center for Applied Research, Inc. 

Nhora Barreva Murphy 

The Media Network, Inc. 

December 30, 2004 

Center for Applied Research, Inc. 

9661 Fringe Tree Road 

Great Falls, VA 22066 
Center for Applied Research, Inc. ii

Foreword 

The overall goal of the Federal Highway Administration’s (FHWA) Pedestrian and 

Bicycle Safety Research Program is to increase pedestrian and bicycle safety and 

mobility. 

The following document describes the level of involvement of Hispanics in pedestrian 

and bicycle crashes. 

Possible approaches for local pedestrian and bicycle safety programs targeting Hispanics 

are presented. 

The results of this research will be useful to transportation researchers, engineers, 

planners and safety professionals involved in improving pedestrian and bicyclist safety 

and mobility. 

Notice 

This document is disseminated under the sponsorship of the Department of Transportation in the 

interest of information exchange. The United States Government assumes no liability for its 

contents or use thereof. This report does not constitute a standard, specification or regulation. 

The U.S. Government does not endorse products or manufacturers. Trade or manufacturers’ 

names appear herein only because they are considered essential to the purpose of the document.
Center for Applied Research, Inc. iii

Table of Contents

I. Executive Summary ..................................................................................................... 1

II. Background & Relevant Review ............................................................................... 6

A. Project Background.................................................................................................... 6 

B. Contract Objectives................................................................................................... 6 

C. Relevant Literature.................................................................................................... 7 

III. Quantitative Data Analysis..................................................................................... 10

A. Exposure and Other Crash Risk Factors. ................................................................ 12 

B. Fatal Accident Reporting System (FARS) Data ..................................................... 13 

1. Pedestrian Fatalities ............................................................................................. 14 

a. Pedestrian Characteristics ................................................................................. 14 

b. Pedestrian Crash Characteristics/Accident Level Variables............................. 22 

2. Bicyclist Fatalities................................................................................................ 26 

a. Bicyclist Characteristics.................................................................................... 26 

b. Bicyclist Crash Characteristics ......................................................................... 31 

C. Center for Disease Control (CDC) Data ................................................................. 35 

D. Miami/Dade County Data....................................................................................... 36 

IV. Focus Group Discussions ........................................................................................ 38

A. Partnership and Coalition Building: Main Findings. .............................................. 38 

B. Focus Group: Activities .......................................................................................... 38 

1. Focus Group Methodology ................................................................................... 38 

2. Recruitment Process for Focus Groups................................................................. 39 

3. Profile of Participants ........................................................................................... 39 

4. Detailed Findings for Pedestrian Focus Groups ................................................... 40 

5. Detailed Findings for Bicyclist Focus Groups...................................................... 45 

6. Focus Group Main Findings ................................................................................ 49 

V. Conclusions and Recommendations........................................................................ 52

VI. References ................................................................................................................ 54
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LIST OF TABLES

Table 1: Average Annual Pedestrian & Bicyclist Fatalities by Hispanic Country of Origin

..................................................................................................................................... 2 

Table 2: Deaths & Death Rates by Ethnicity for Pedestrians & Bicyclists ........................ 2 

Table 3 - Crash Risk Factors for the Hispanic and White U.S. Population...................... 13 

Table 4: Pedestrian Fatalities by Ethnicity ....................................................................... 14 

Table 5 Pedestrian Fatalities by Ethnicity & Gender....................................................... 16 

Table 6 - Male Pedestrian Fatalities by Ethnicity and Age .............................................. 17 

Table 7 - Female Pedestrian Fatalities by Ethnicity and Age........................................... 18 

Table 8 - Alcohol-Related Pedestrian Fatalities by Ethnicity and Gender ....................... 20 

Table 9: Selected Accident Level Variables for Pedestrian Fatalities by Ethnicity ......... 23 

Table 10 - Bicyclist Fatalities by Ethnicity....................................................................... 26 

Table 11: Bicyclist Fatalities by Ethnicity & Gender....................................................... 28 

Table 12: Male Bicyclist Fatalities by Ethnicity & Age................................................... 29 

Table 13: Alcohol-Related Bicyclist Fatalities by Ethnicity & Gender ........................... 30 

Table 14: Selected Accident Level Variables for Bicyclist Fatalities by Ethnicity.......... 32 

Table 15 - Pedestrian & Bicyclist Deaths & Death Rates by Ethnicity............................ 35 

Table 16 - Pedestrian Crash Rate by Ethnicity in Miami/Dade County, FL .................... 36 

LIST OF FIGURES

Figure 1 - Pedestrian Fatalities by Ethnicity..................................................................... 15 

Figure 2 - Male Pedestrian Fatalities by Ethnicity and Age Category ............................. 17 

Figure 3 - Female Pedestrian Fatalities by Ethnicity and Age Categories ....................... 19 

Figure 4: Pedestrian Fatalities by Time of Day ................................................................ 24 

Figure 5 - Bicycle Fatalities by Ethnicity ......................................................................... 27 

Figure 6 - Bicyclist Fatalities by Ethnicity & Age ........................................................... 29 

Figure 7: Bicyclist Fatalities by Time of Day................................................................... 33 
Center for Applied Research, Inc. 1

I. Executive Summary

A. Project Background 

The nature and extent of the Hispanic pedestrian and bicycle highway safety problem is 

not well known. It is apparent that a disproportionate number of the persons killed in 

highway crashes of all types are Hispanic immigrants. While the reasons for this overinvolvement have not been determined, it has been suggested that cultural differences, 

language problems, and a lack of familiarity with traffic in the United States may be 

involved. (Braver, 2003) 

Census data show that the Hispanic population is growing faster than any other group in 

the United States. The highway safety problems of Hispanics will only increase as more 

and more Hispanics immigrate to the U.S. Accordingly, the Federal Highway 

Administration (FHWA) and the National Highway Traffic Safety Administration 

(NHTSA) contracted with the Center for Applied Research, Inc. (CAR) and its 

subcontractor, The Media Network, Inc. (TMN). 

B. Project Objectives 

The contract objective was to determine the extent of the pedestrian and bicyclist 

highway safety problem as it relates to Hispanics. 

The ultimate goal of this project was to provide Federal Highway Administration 

(FHWA) and National Highway Transportation Safety Administration (NHTSA) 

information for developing a marketing plan for pedestrian and bicycle safety messages 

for Hispanic audiences in the U.S.

C. Quantitative Data: Main Findings 

Each year an average of 545 Hispanics are killed in pedestrian crashes. Hispanic 

pedestrians account for 16.3% of all pedestrian crashes nationwide. 

Each year an average of 79 Hispanics are killed in bicycle crashes. Hispanic bicyclists 

account for 15.6% of all bicyclist crashes nationwide. 

Most (77.3%) of the Hispanic pedestrian crashes involve Hispanics of Mexican or 

Central/South American origin. Hispanics from other areas are less involved in Hispanic 

pedestrian crashes. 
Center for Applied Research, Inc. 2

Table 1: Average Annual Pedestrian & Bicyclist Fatalities by Hispanic Country of Origin 

Number Percent Number Percent

Hispanics of Mexican Origin 353 64.8% 53 67.0%

Hispanics of Central/South American Origin 68 12.5% 10 12.7%

Hispanics of Puerto Rican Origin 31 5.7% 6 7.6%

Hispanics of Cuban Origin 30 5.5% 3 3.8%

Hispanics of European Spanish/Other Origin 63 11.6% 7 8.9%

Total Annual Hispanic Pedestrian Fatalities 545 100.0% 79 100.0%

Source: Fatal Accident Reporting System: 1999-2003

Country of Origin

Average Annual 

Pedestrian Fatalities

Average Annual 

Bicyclist Fatalities

 

Most (79.7%) of the Hispanic bicycle crashes involve Hispanics of Mexican or 

Central/South American origin. Hispanics from other areas are less involved in Hispanic 

bicycle crashes. 

Death rates are computed by dividing the number of deaths experienced by a group by 

the total population of that group. The Hispanic population in the U.S. has a higher 

pedestrian death rate than the non-Hispanic Whites but not as high as the non-Hispanic 

Blacks. The Hispanic population in the U.S. has a higher bicyclist death rate than nonHispanic Whites but not as high as non-Hispanic Blacks: 

. 

Table 2: Deaths & Death Rates by Ethnicity for Pedestrians & Bicyclists 

Number 

Deaths

Death 

Rate

Number 

Deaths Death Rate

Number 

Deaths

Death 

Rate

Pedestrians 1,071 2.88 3,527 1.78 1,073 3.01

Bicyclists 121 0.32 519 0.26 120 0.34

Crash Category

Source: Center for Disease Control: 2001 data

Deaths & Death Rates By Ethnicity

Hispanic All Races Non-Hispanic White Non-Hispanic Black

 
Center for Applied Research, Inc. 3

D. Partnership and Coalition Building: Main Findings 

The Media Network (TMN) contacted over 100 Hispanic community-based organizations 

in New York, Miami, Los Angeles, and Washington, D.C. to learn more about the work 

these organizations are doing related to pedestrian and bicycle safety and to assess their 

overall interest in this topic. The goal was that these organizations would work in 

partnership with us to provide data regarding crash statistics, and to provide us with 

information on what actions, if any, are going on at the local level about this topic. The 

response from these organizations was disappointing, with many organizations not 

returning our calls. The organizations we were able to talk to generally did not have 

much information on this topic. A few provided reports, essays, or other documents with 

relevant information, or even personal stories about accidents they had witnessed or 

heard about. However, most organizations did not have such information. We did not 

find any significant Hispanic community-based local efforts related to pedestrian and 

bicycle safety. 

E. Focus Group: Main Findings 

Two focus groups, one for pedestrians and one for bicyclists, were held in each of four 

cities: Washington, D.C., Los Angeles, CA, Miami, FL, and New York City, NY. There 

were twenty-eight men and thirty-four women. All were of Hispanic origin. The focus 

group discussions were in Spanish. 

The main findings from the focus groups are consistent with the findings from the 

partnership calls: Hispanics in these focus groups had not given much thought to these 

issues, but, when brought to their attention, they find them interesting and important. 

Participants were especially interested in the fact that Hispanics are overrepresented in 

pedestrian and bicycle accidents. The Hispanics in these groups see cultural differences 

as a main potential cause of accidents among Hispanics, and cite major differences in 

traffic laws and enforcement between Latino countries and the U.S. They report a 

general lack of education on these issues, and few Spanish-language sources of 

information. Basic information designed for Spanish speakers on this topic would be 

greatly appreciated and well received by these audience groups. Additionally, 

participants said that new immigrants are particularly in need of such information. 

Participants did not think any one particular group of Hispanics (e.g. Mexicans, Puerto 

Ricans, and Central Americans) was most at risk, however. 

The main findings from the focus groups include: 

 There are significant cultural differences that affect how Hispanics behave as 

pedestrians and bicyclists in the United States. Participants told us that traffic rules 

are enforced more stringently in the United States than in Latino countries. They said 

that Hispanic neighborhoods in the U.S. are also more disorderly and that these 

neighborhoods may also be prone to more accidents. 
Center for Applied Research, Inc. 4

 Many features of the U.S. traffic system appear to be somewhat unfamiliar to 

Hispanics. Participants told us that many signs are the same across cultures, but that 

signs that rely heavily on writing in English can be confusing. Participants also told 

us that traffic moves faster in the U.S. Crosswalks appear to be less common in 

Latino countries. Participants told us that new immigrants, in particular, are 

unfamiliar with U.S. traffic laws, placing them at potentially higher risk. 

 While U.S. drivers were seen as more respectful of pedestrians and bicyclists than 

those in Latino countries, participants still complained about a lack of respect from 

drivers. 

 Hispanic pedestrians and bicyclists reported that there is a lack of basic information 

on pedestrian and bicycle safety. 

 Participants reported that they sometimes knowingly do things that put them at risk. 

For example, almost all participants in the pedestrian group had jaywalked, and many 

cyclists say they do not always stop when it is required. 

 Participants do take some safety precautions, such as trying to be alert, making eye 

contact with drivers, or wearing safety gear (e.g. helmets for bicyclists) or brightly 

colored clothing. Some behaviors are more common than others are, however. For 

example, most bicyclists did not report wearing helmets. 

 Pedestrians and bicyclists both cite automobiles as a primary cause of crashes and 

participants strongly believe that education on this topic needs to involve drivers as 

well as pedestrians and bicyclists. 

 Crashes are likely underreported for Hispanic pedestrians and cyclists. Many 

participants cited fear of the police and illegal immigration status as reasons 

Hispanics may not contact the police. 

 Children, senior citizens, and recent immigrants were all thought to be more at risk of 

getting in crashes than other groups because of their lack of awareness, lack of 

mobility, and lack of acculturation, respectively. Focus group members did not think 

that country of origin made a significant impact in pedestrian or cyclist behaviors. 

Participants in all four cities identified similar themes and issues. 

 Focus Group members thought that additional education on this topic and fines would 

help to address this problem. They felt that Hispanics need to be educated concerning 

U.S. traffic and safety rules. This education should take the form of booklets, guides, 

advertising, and other information campaigns. 
Center for Applied Research, Inc. 5

F. Conclusions and Recommendations 

 Local pedestrian and bicycle safety programs targeted at Hispanics should focus on 

the specific pedestrian/bicyclist problems being experienced in each community. 

Pedestrian and bicycle safety problems in Hispanic communities may be different 

than those elsewhere. For example, the national pedestrian and bicyclist crash 

statistics suggest that Hispanic children are less involved than non-Hispanic children 

but that Hispanic young adults are more involved. It also appears that Hispanics of 

Mexican origin and Hispanics of Central/South American origin are more involved in 

pedestrian and bicyclist crashes. The role of alcohol in both pedestrian and bicyclist 

crashes should also be addressed. 

 FHWA/NHTSA should consider designing and implementing campaigns for 

pedestrians, bicyclists, and drivers around the idea of “respect.” This respect needs to 

flow mutually among all parties, and should include respect for the law as well. Such 

a campaign should be broadly targeted, but should include Hispanics and bilingual 

materials. 

 Hispanics, and recent immigrants in particular, need information that is bilingual and 

that clearly explains common U.S. traffic laws, signs, rules, and behaviors. Such a 

guide should be available in Hispanic community centers, government offices, 

schools, and other locations. 

 Information campaigns specifically for Hispanics should focus on the need to obey 

U.S. traffic laws such as stopping at lights and crossing only in crosswalks. Other 

topics that are likely to be of interest to Hispanics include information on how to use 

crosswalks and pedestrian/cyclists rights and responsibilities. 
Center for Applied Research, Inc. 6

II. Background & Relevant Literature Review

A. Project Background

The nature and extent of the Hispanic pedestrian and bicycle highway safety problem is 

not well known. It is apparent that a disproportionate number of the persons killed in 

highway crashes of all types are Hispanic immigrants. While the reasons for this overinvolvement are not known it has been suggested that cultural differences, language 

problems, and a lack of familiarity with traffic in the United States may be involved. 

(Braver, 2003) 

Census data show that the Hispanic population is growing faster than any other group in 

the United States. The highway safety problems of Hispanics will only increase as more 

and more Hispanics immigrate to the U.S. Accordingly, the Federal Highway 

Administration (FHWA) and the National Highway Traffic Safety Administration 

(NHTSA) contracted with the Center for Applied Research, Inc. (CAR) and its 

subcontractor, The Media Network, Inc. (TMN). 

B. Project Objectives

The contract had the following objectives: 

1. Work with and form partnership/s with organization/s that understand/s the Hispanic 

roadway safety problem and have a working knowledge of such issues. These may 

include law enforcement organizations, health-related organizations, Hispanic groups 

(there are several U.S. organizations catering to the interests of Hispanics that could 

be a good resource for this project), etc. In order to get the needed information, the 

contractor will need to work with groups that have access to hospital data, as this 

information is not available to the general public. 

2. Conduct research to determine the extent of the highway safety problem as it relates to 

Hispanics. Determine how big of a problem it is overall, but mainly in the two areas 

we wish to cover: Hispanics as pedestrians and Hispanics as bicyclists. Determine 

where the crashes, injuries, and fatalities lie (in each of the above-mentioned areas, 

and among what groups – these include Hispanics of Mexican origin, Hispanics of 

South American origin, Hispanics of Puerto Rican ancestry, and Hispanics of Cuban 

origin). Determine why these crashes, fatalities and injuries are occurring - i.e., 

language error, cultural differences, etc. 

3. Develop a report that may be used for publication detailing the methodology and 

results of the research. 

The ultimate goal of this project was be to provide FHWA and NHTSA information they 

could use in developing a marketing plan to tell the U.S. Department of Transportation 

and other interested organizations how to best market safety messages to Hispanic 

audiences in the U.S. 
Center for Applied Research, Inc. 7

C. Relevant Literature

A 1995 NHTSA report, Highway Safety Needs of the U.S. Hispanic Communities: 

Issues and Strategies, addressed all of the highway safety issues facing Hispanics. 

Telephone and on-site discussions were held with representatives from highway safety, 

law enforcement, emergency medical, health, education and general services agencies in 

four areas. Nearly 50 focus groups with community members were conducted. They 

found that: 

“Most of the agency and organization representatives who participated in 

telephone discussions indicated that highway safety is not a major concern in any 

of the Hispanic communities targeted by the study. They mentioned housing, 

health care, employment and other economic issues, crime, gangs and domestic 

violence as issues with far greater priority.” 

Significantly, for this study, they presented a listing of the ten most frequently mentioned 

highway safety problems mentioned by agency and organization representatives. They 

had a similar list of the top ten highway safety problems mentioned by the focus group 

participants. Neither pedestrians nor bicyclists were mentioned on either list. Detailed 

discussions of other highway safety issues - such as drinking and driving, seat belts, older 

drivers, and child safety seats - were presented. There was no discussion of pedestrian or 

bicycle safety. There was a section entitled “Elderly Drivers and Pedestrians” but the 

word "pedestrian” appeared only in the title. 

These findings are very similar to the ones uncovered in this project. As will be 

discussed in the section on Partnership and Coalition Building, very little interest in 

pedestrian and bicycle safety was found in the Hispanic community. 

VOAS at al (1999) presented data on the relationship between ethnicity and crash 

involvement. Most of the data was from FARS and there is no need to describe it here 

because a similar analysis of more recent FARS data is described in a later section of this 

report. They did, however, present some interesting California state death certificate data 

for the year 1996. Caucasian Americans and Hispanic Americans had very similar death 

rates for traffic crashes (all crash types – not just pedestrian). The rates were 0.16 per 

100,000 for Caucasians and 0.18 for Hispanics. They also had very similar death rates 

from assaults, falls, suicide and other accidents – 0.41 for Caucasians and 0.39 for 

Hispanics. 

Dhillon at al (2001) examined pedestrian and bicycle crashes involving children in Long 

Beach, CA between January 1, 1992, and June 30, 1995. Police reports for 1,015 crashes 

were compared with 474 hospital records. A total of 379 cases were found in both data 

bases. They found that the hospital sources identified younger children, fewer bicyclists, 

more Hispanic and Asian children and fewer African-American children than the police 
Center for Applied Research, Inc. 8

reports. This finding suggests that Hispanic children may be underrepresented in police 

reported crashes, at least in California with its relatively large proportion of illegal aliens 

who might want to avoid dealing with the police. 

Campos-Outcalf et al (2002) examined pedestrian fatalities by race/ethnicity in Arizona 

using FARS data for 1990-1996. They found that American Indians were far more overrepresented than either non-Hispanic Whites, Blacks, or Hispanics. The only other 

groups that showed significantly elevated rates compared to non-Hispanic Whites were 

Hispanic males under 5 years of age and Black females between 65 and 74 years of age. 

Campos-Outcalf et al (2002) compared the motor vehicle crash fatality rates among 

different race/ethnic groups in rural and urban Arizona. They concluded that the 

American Indians had the highest crash rate. They found that Blacks and Hispanics did 

not have raised total motor vehicle fatality rates. Non-Hispanic Whites actually had 

higher rates in the rural areas of Arizona 

The report Pedestrian Safety in Crisis: Latino Deaths on the International Corridor 

(Gutierrez, 2003) addresses pedestrian safety in the Langley Park/Long Branch/Takoma 

Park area of suburban Maryland. A total of seven Latino pedestrians were killed during a 

14 month period. The majority of the pedestrians were not crossing at an intersection. 

Latinos are over-represented in pedestrian fatalities since only 11.5% of the county’s 

population experienced 24.4% of the fatalities for 1997-1999. However, areas with high 

concentration of crashes, such as Silver Spring and Wheaton-Glenmont, also had a much 

higher percentage Latino population, 22% and 26% respectively. These percentages are 

very close to the percent of fatalities that were Latino- 24.4%. 

Agran et al (1998) examined the family, social and cultural factors in pedestrian injuries 

among Hispanic children. They found that Hispanic children were over three times more 

involved in pedestrian crashes than non-Hispanic white children. A case-control study of 

Hispanic children in the Southwest U.S. was conducted with 98 children 0-14 years of 

age who were hospitalized because of a pedestrian injury. The controls were 144 

randomly selected children matched to the case by city, age, gender and ethnicity. Using 

conditional logistic regression, they found that the following family and cultural 

characteristics were associated with an increased risk of injury: 

• Household crowding 

• Persons per room 

• One or more family moves in the last year 

• Poverty 

• Parental illiteracy 
Center for Applied Research, Inc. 9

These results suggest that pedestrian safety materials need to be culturally sensitive and 

designed for those with limited reading skills. 

Christottel (1996) showed a relationship between the lack of family cohesion, divorce, 

single family homes, etc., and the greater involvement in pedestrian crashes among 

children from those homes. Similarly, Cagley (1992) showed a negative correlation 

between income and pedestrian crashes. Poorer neighborhoods were about 4 times more 

likely to experience pedestrian crashes than the more wealthy neighborhoods. 

Gresham et al (2001) used a randomized pre-test and post-test comparative design to 

evaluate an injury prevention program for 1st, 2nd and 3rd grade children. The program 

(Think First for Kids – TFFK) addresses sports, vehicle crashes, falls, drowning and 

pedestrian injuries. They found that the TFFK program resulted in a significant increase 

in knowledge about safe behaviors. Although Hispanic and Black children displayed the 

lowest baseline test scores, they had the largest absolute improvement in post-test scores. 

This indicates that pedestrian safety programs targeting Hispanic children should be 

especially effective. 
Center for Applied Research, Inc. 10

III. Quantitative Data Analysis

The quantitative data analysis effort focused on determining the extent of the 

involvement of Hispanics in both pedestrian and bicycle crashes. It was of course, 

necessary to restrict the analysis to those databases that included race/ethnicity as a data 

element. In an effort to understand some of the reasons for Hispanic involvement in 

crashes, a limited examination of the 2000 U.S. Census was done to identify possible 

crash risk factors. In order to see if there are any major differences in crash involvement 

that may be attributable to country of origin, some of the crash data was examined in 

specific geographical areas that tend to have concentrations of Hispanics from specific 

countries/areas. 

The following areas were identified to focus on four specific Hispanic sub-groups: 

 Country of Origin Area 

Hispanics of Mexican Origin California 

Hispanics of Central/South Washington, DC, Maryland, 

American Origin Virginia 

Hispanics of Cuban Origin Florida 

Hispanics of Puerto Rican New York, New Jersey 

Origin 

It is recognized that these area/county of origin matchings are not perfect. The Hispanic 

populations in all these areas include those from a number of different countries. 

However, it is still worthwhile examining the different geographical areas to determine if 

any of the crash factors are related to country of origin. 

Exposure issues involving Hispanic pedestrians and bicyclists are discussed in the next 

section. While reading the exposure issue section, the reader is advised to keep in mind 

two other issues that are very relevant to Hispanic pedestrian/bicyclist exposure statistics: 

illegal immigrants and unreported crashes. 

Illegal immigrants. The possible influence of illegal immigrants is a difficult but 

potentially very important issue. Ethnicity crash rates that are presented throughout this 

report are based on the number of individuals of a given ethnicity that responded to the 

U.S. Census. There is an unknown but reasonably large proportion of the Hispanic 

population that is “undocumented” or “illegal aliens.” Typically these individuals do not 

participate in U.S. Census reporting and therefore are not included in the population 

numbers published by the Census. This means that there are more Hispanics in the U.S.

than are reported by the U.S. Census. Thus, the crash rate data that is computed by 

dividing the number of crashes by the population – i.e., deaths per 100,000 people – is an 
Center for Applied Research, Inc. 11

over-representation of the actual crash risk because the population of people at risk is 

actually larger than the “official” numbers we use. 

Unreported crashes. Unreported crashes are another issue that is important in pedestrian 

and bicyclist safety, in general, and especially important relative to Hispanic 

pedestrian/bicyclist safety. Unreported pedestrian/bicyclist crashes involve collisions 

between motor vehicles and pedestrians/bicyclists that are not reported to the police. 

About three quarters of the hospitalized victims of pedestrian and bicyclist motor crashes 

are identified with an official motor vehicle crash report. Some of the crashes not 

reported to the police are because they occur on private property, e.g., a parking lot, and a 

police report is not required. Some crashes are not reported because the injured 

pedestrian or bicyclist chooses not to call the police. It is believed that Hispanics in 

general and undocumented aliens, in particular, are far less likely to call the police when 

they are involved in a pedestrian/bicyclist crash than documented residents. However, 

the degree to which this conjecture is true is not known. If, in fact, Hispanics are 

involved in more unreported pedestrian/bicyclist crashes than other ethnicities, then the 

numbers reported in the following section are an under-representation of the actual 

Hispanic pedestrian and bicyclist crash problem. 

A related issue involves the difficulty in determining ethnicity of those involved in a 

crash from the crash report. Most city and state police crash reports do not indicate the 

ethnicity of the participants - either pedestrians, bicyclists or drivers - on their crash 

report forms. The lack of this critical data in many data files makes it difficult to evaluate 

the role of ethnicity in crash involvement. 

In summary, when considering the crash statistics that follow, the reader is advised to 

consider the role that illegal, undocumented aliens (i.e., population under-reporting) and 

unreported crashes (crash under-reporting) may have on both the crash rates and on the 

absolute crash numbers. 

The following four data sets will be discussed: 

 Exposure and Other Crash Risk Factors 

 Fatal Accident Reporting System (FARS) Data - Fatal Pedestrians & Bicyclist Crashes 

by Ethnicity. FARS data examined include the following ethnicity categories: 

Non-Hispanic White 

Non-Hispanic Black 

Non-Hispanic Other 

Hispanic-Mexican Origin 

Hispanic-Puerto Rican Origin 

Hispanic-Cuban Origin 

Hispanic-Central/South American Origin 

Hispanic-European Spanish or Other Origin 
Center for Applied Research, Inc. 12

 Center for Disease Control (CDC) Data – Pedestrian and Bicyclist Deaths and Rates 

per 100,000 Populations by Ethnicity. The analysis includes the following categories: 

Non-Hispanic White 

Non-Hispanic Black 

Hispanic 

 Miami/Dade County Data. Analysis of Pedestrian Crashes in Miami/Dade County 

1996-2000 by Ethnicity. Crash files use the following ethnicity categories: 

Not Hispanic White 

Not Hispanic Black 

Hispanic 

A. Exposure and Other Crash Risk Factors. 

While examining the pedestrian and bicycle crash experience of Hispanics it is important 

to remember a number of other important group characteristics. Hispanics, as a group, 

have a lower per capita income and a lower educational level. This limits greatly their 

transportation and housing options. They, therefore, tend to live in more densely 

developed urban areas with more vehicular traffic. These are the kind of areas that 

historically have had a disproportionate number of pedestrian and bicycle crashes. 

Table 3 (next page) shows several crash risk factors for the Hispanics and White 

populations of the U.S. It is based on the 2000 U.S. Census. Factors are shown for the 

entire U.S. as well as seven states. Hispanics are 2.4 times more likely to live in a home 

with no vehicle available than Whites. As shown, 17.2% of Hispanic households do not 

have a vehicle available. Nearly 9% of Hispanics take public transportation to work – 

three times that of the White population. Using public transit typically involves walking 

to and from transit stops and crossing major arterials. Hispanics are 1.5 times more likely 

to walk to work and 2.3 times more likely to bike to work. Although there is some 

variation between the seven sets of state data, no remarkable differences are apparent. 

The National Survey of Pedestrian and Bicyclist Attitudes and Behaviors (2002) provides 

some insight into the walking behavior of Hispanics and non-Hispanics. The following 

data was presented on the number of walking trips on the last day that they walked: 

 Average Number 

Ethnicity of Walking Trips

Non-Hispanic Black 1.9 

Hispanic 1.8 

Non-Hispanic White 1.6 

Hispanics walk more than non-Hispanic Whites but not as much as non-Hispanic Blacks. 

This increased walking leads to increased exposure and may explain some of the 

Hispanic over-involvement in pedestrian crashes. 
Center for Applied Research, Inc. 13

Table 3 - Crash Risk Factors for the Hispanic and White U.S. Population 

Crash Risk Factors for the Hispanic and White U.S. Population

% of Workers:

Hispanic White Hispanic White Hispanic White Hispanic White

Unit ed St at es 17.2% 7.3% 8.9% 2.9% 4.0% 2.6% 0.7% 0.3%

California 13.5% 6.9% 7.6% 3.1% 3.6% 2.5% 1.0% 0.8%

Dist rict of Columbia 46.1% 25.9% 40.7% 29.1% 11.8% 17.5% 1.1% 2.2%

Florida 11.7% 6.0% 3.5% 0.8% 2.0% 1.5% 0.6% 0.5%

Maryland 12.8% 6.9% 13.6% 3.7% 3.7% 2.3% 0.3% 0.2%

New Jersey 27.0% 8.2% 15.5% 6.5% 6.8% 2.3% 0.7% 0.2%

New York 56.7% 19.4% 44.1% 15.0% 9.4% 5.3% 0.6% 0.3%

Virginia 10.0% 5.3% 8.1% 2.7% 4.3% 2.0% 0.3% 0.2%

Source: U.S. Census Dat a: 2000

Bike To Work Geographical Area

% of Housing Units 

with no Vehicle 

Available

Use Public 

Transpotation to Walk to Work

When examining the crash data that follows, it is critical that the role of these kinds of 

risk factors be considered. In many instances the data indicates that Hispanics may be 

over-involved in certain types of crashes. It is important to remember that it is not known 

if this involvement is due to the environmental factors, socio-economic factors, or simply 

because of language or cultural factors associated with the crash victim being Hispanic. 

B. Fatal Accident Reporting System (FARS) Data. 

The National Highway Traffic Safety Administration (NHTSA) maintains a database of 

all fatal traffic crashes in the U.S. This data, the Fatal Accident Reporting System 

(FARS) was examined to determine the nature and extent of the Hispanic pedestrian and 

bicycle safety problem. Since 1999, FARS has included a data element to describe the 

race/ethnicity of the crash victim. For this report, FARS bicycle and pedestrian data was 

examined from 1999 through 2003. The subsequent analyses combine the data to 

maximize the available sample. The following data will be presented: 

Pedestrian Fatalities by Ethnicity and Year, 1999-2003 

Male Pedestrian Fatalities by Ethnicity and Pedestrian Age 

Female Pedestrian Fatalities by Ethnicity and Pedestrian Age 

Alcohol-related Pedestrian Fatalities by Ethnicity and Gender 

Bicycle-related Fatalities by Ethnicity and Year, 1999-2003 

Bicycle-related Fatalities by Ethnicity and Bicyclist Age 

Alcohol-related Bicycle Fatalities by Ethnicity and Bicyclist Age 
Center for Applied Research, Inc. 14

The reader is cautioned that many of the percentages shown in the tables that follow are 

based on relatively small numbers. As such, they should be interpreted very carefully. 

1. Pedestrian Fatalities (FARS) 

Two kinds of FARS data will be presented in this section. The first describes 

characteristics of the pedestrians involved in the crashes – i.e., ethnicity, age, gender, 

alcohol involvement, etc. The second kind of data variables involve the crash itself, i.e., 

time of day, site characteristics, etc. These variables are called Accident Level Variables. 

a. Pedestrian Characteristics

Table 4 shows the annual pedestrian fatalities for 1999-2003 for the different ethnic 

groups. The percentages show the percent of that year’s fatalities in each ethnicity 

category. Overall, Hispanics were involved in 16.3% of the pedestrian fatalities for 

1999-2003. This percent has varied from a high of 19% in 2001 to a low of 11.4% in 

2002. Within the Hispanic sub-groups those of Mexican origin account for the majority 

of the fatalities – 10.5% of the national total. 

Table 4: Pedestrian Fatalities by Ethnicity 

N%N%N%N%N%N%

Non-Hispanic White 2,045 56.3% 2,032 58.3% 2,244 56.6% 1,691 62.8% 1,808 60.7% 9,820 58.6%

Non-Hispanic Black 710 19.5% 668 19.2% 731 18.4% 567 21.1% 551 18.5% 3,227 19.3%

Non-Hispanic Other 226 6.2% 224 6.4% 235 5.9% 129 4.8% 169 5.7% 983 5.9%

Mexican Origin 444 12.2% 368 10.6% 521 13.1% 181 6.7% 250 8.4% 1,764 10.5%

Puerto Rican origin 35 1.0% 45 1.3% 41 1.0% 15 0.6% 21 0.7% 157 0.9%

Cuban origin 34 0.9% 33 0.9% 30 0.8% 22 0.8% 30 1.0% 149 0.9%

Central or South 

American origin 72 2.0% 66 1.9% 93 2.3% 31 1.2% 76 2.6% 338 2.0%

European Spanish or 

Other Hispanic origin 67 1.8% 49 1.4% 69 1.7% 57 2.1% 73 2.5% 315 1.9%

Total 3,633 100.0% 3,485 100.0% 3,964 100.0% 2,693 100.0% 2,978 100.0% 16,753 100.0%

2003

Source: Fatal Accident Reporting System: 1999-2003

Ethnicity

Year

1999 2000 2001 2002 Total

The next most frequently involved subgroups were those of Central and South American 

origin – 2.0%, and European/Spanish/Other – 1.9%. Although one might hypothesize 

that the recent increase in immigration of Hispanics from Mexico and South/Central 

America would result in an increase in pedestrian fatalities, such does not appear to be 

true. If anything, the involvement of those of Mexican origin may have declined in the 

past two years. 

Figure 1 shows the pedestrian fatality data by ethnicity graphically. It is readily apparent 

that Hispanics of Mexican origin account for the majority of the Hispanic fatalities. The 

next largest sub-group, Hispanics of Central/South American origin, account for 2% of 

the pedestrian fatalities nationally. Together, Hispanics of Mexican and Central/South 

American origin account for 2,102 out of the 2,723 Hispanic fatalities – 77%. 
Center for Applied Research, Inc. 15

Figure 1 - Pedestrian Fatalities by Ethnicity 

Pedestrian Fatalities By Ethnicity 1999 - 2003

Non-Hispanic 

White

 9,820 58%

Central or South 

American origin 

338 2%

Puerto Rican 

origin 157 1%

Mexican Origin 

1,764 11%

European 

Spanish or Other 

Hispanic origin 

315 2%

Cuban origin

 149 1%

Non-Hispanic 

Other 983 6%

Non-Hispanic 

Black

 3,227 19%

Non-Hispanic White

Non-Hispanic Black

Non-Hispanic Other

Mexican Origin

Puerto Rican origin

Cuban origin

Central or South American

origin

European Spanish or Other

Hispanic origin

Source: Fatal Accident Reporting System: 1999-2003 

Table 5 (next page) shows the ethnicity and gender of the 16,753 pedestrian fatalities 

occurring from 1999-2003. Some interesting patterns are evident. Of all pedestrian 

fatalities nationwide, 69.7% are male. By contrast, 77.2% of the Hispanic fatalities were 

male, while 67.3% of the non-Hispanic Whites were male. Differences are also apparent 

among the various subgroups of Hispanics. Only 66.2% of those of Puerto Rican origin 

and 70.5% of those of Cuban origin are male. Those of Central/South American origin 

(75.4%), Mexican origin (78.7%) and European Spanish/Other Hispanic origin (79.7%) 

tend to have more male pedestrian fatalities. 
Center for Applied Research, Inc. 16

Table 5 Pedestrian Fatalities by Ethnicity & Gender 

N%N%N %

Non-hispanic White 6,613 67.3% 3,206 32.7% 9,819 100.0%

Non-hispanic Black 2,330 72.2% 896 27.8% 3,226 100.0%

Non-hispanic Other 623 63.4% 360 36.6% 983 100.0%

Hispanic - All 2,103 77.2% 620 22.8% 2,723 100.0%

Total 11,669 69.7% 5,082 30.3% 16,751 100.0%

N%N%N %

Non-Hispanic White 6,613 67.3% 3,206 32.7% 9,819 100.0%

Non-Hispanic Black 2,330 72.2% 896 27.8% 3,226 100.0%

Non-Hispanic Other 623 63.4% 360 36.6% 983 100.0%

Mexican Origin 1,388 78.7% 376 21.3% 1,764 100.0%

Puerto Rican origin 104 66.2% 53 33.8% 157 100.0%

Cuban origin 105 70.5% 44 29.5% 149 100.0%

Central or South American origin 255 75.4% 83 24.6% 338 100.0%

European Spanish or Other Hispanic 

origin

251 79.7% 64 20.3% 315 100.0%

Total 11,669 69.7% 5,082 30.3% 16,751 100.0%

Source: Fatal Accident Reporting System: 1999-2003

Pedestrian Fatalities by Ethnicity & Gender 

Ethnicity

Males Females Both Genders

Pedestrian Fatalities by Ethnicity Sub-Group & Gender 

Ethnicity

Males Females Both Genders

Since it appears that gender may play a role in Hispanic pedestrian fatalities, the 

examination of the variable, age, is being examined separately for males and females. 

Table 6 shows the distribution of male pedestrian fatalities by age and ethnicity. Overall, 

all Hispanics are somewhat over-represented (like the non-Hispanic Blacks) among those 

under 6 years of age (4.0% of Hispanic fatalities vs. 2.2% of non-Hispanic White 

fatalities). Hispanics from 6-15 years (4.5%) are under-represented relative to nonHispanic White (5.7%). The age category showing the largest Hispanic overrepresentation is the 21-29 age group - 19.3% of the Hispanic fatalities are in that group 

vs. 11.6% of the non-Hispanic Whites. Further examination of the country of origin data 

shows that this over-involvement is due to the over-involvement of males of Mexican 

origin (20.0%) and of Central/South American origin (25.5%). Although the absolute 

number is relatively small (56 fatalities in 5 years), it is interesting that over one-half 

(53.3%) of the Hispanics of Cuban origin fatalities involve pedestrians 60 and older. 

This is far higher than the nationwide total (21.1%) or the 24.3% in the 60+ age group of 

non-Hispanic Whites. 
Center for Applied Research, Inc. 17

Table 6 - Male Pedestrian Fatalities by Ethnicity and Age 

N%N%N%N%N%N%N%N %

Non-Hispanic White 144 2.2% 376 5.7% 402 6.1% 765 11.6% 3,287 49.7% 1,606 24.3% 33 0.5% 6,613 100.0%

Non-Hispanic Black 137 5.9% 223 9.6% 124 5.3% 218 9.4% 1,286 55.2% 326 14.0% 16 0.7% 2,330 100.0%

Non-Hispanic Other 18 2.9% 20 3.2% 52 8.3% 85 13.6% 270 43.3% 176 28.3% 2 0.3% 623 100.0%

Hispanic - All 84 4.0% 94 4.5% 136 6.5% 406 19.3% 991 47.1% 359 17.1% 33 1.6% 2,103 100.0%

Total 383 3.3% 713 6.1% 714 6.1% 1,474 12.6% 5,834 50.0% 2,467 21.1% 84 0.7% 11,669 100.0%

N%N%N%N%N%N%N%N %

Non-Hispanic White 144 2.2% 376 5.7% 402 6.1% 765 11.6% 3,287 49.7% 1,606 24.3% 33 0.5% 6,613 100.0%

Non-Hispanic Black 137 5.9% 223 9.6% 124 5.3% 218 9.4% 1,286 55.2% 326 14.0% 16 0.7% 2,330 100.0%

Non-Hispanic Other 18 2.9% 20 3.2% 52 8.3% 85 13.6% 270 43.3% 176 28.3% 2 0.3% 623 100.0%

Mexican Origin 65 4.7% 72 5.2% 100 7.2% 278 20.0% 654 47.1% 207 14.9% 12 0.9% 1,388 100.0%

Puerto Rican origin 4 3.8% 9 8.7% 4 3.8% 13 12.5% 50 48.1% 24 23.1% 0 0.0% 104 100.0%

Cuban origin 2 1.9% 1 1.0% 2 1.9% 6 5.7% 35 33.3% 56 53.3% 3 2.9% 105 100.0%

Central or South 

American origin 3 1.2% 4 1.6% 15 5.9% 65 25.5% 116 45.5% 42 16.5% 10 3.9% 255 100.0%

European Spanish or 

Other Hispanic origin 10 4.0% 8 3.2% 15 6.0% 44 17.5% 136 54.2% 30 12.0% 8 3.2% 251 100.0%

Total 383 3.3% 713 6.1% 714 6.1% 1,474 12.6% 5,834 50.0% 2,467 21.1% 84 0.7% 11,669 100.0%

60+

16-20 21-29 30-59 60+

Male Pedestrian Fatalities by Ethnicity & Age

Ethnicity

Age Category

<6 6-15 16-20 21-29 30-59 Total

Source: Fata Accident Reporting Sysem : 1999-2003

Unknown

Unknown

 Male Pedestrian Fatalities by Ethnicity Sub-Group & Age

Ethnicity

Age Category

<6 6-15 Total

The number of male pedestrian fatalities by ethnicity and age category is shown in Figure 

2. The relatively large numbers of Hispanics 21-29, 30-59 and 60+ involved in fatal 

crashes is apparent. The similarity in patterns in the various age groups is illustrated as is 

the relative over-involvement of Hispanics 21-29 years. 

Figure 2 - Male Pedestrian Fatalities by Ethnicity and Age Category 

Source: Fatal Accident Reporting System: 1999-2003 

Male Pedestrian Fatalities by Ethnicity and Age Category

0

500

1,000

1,500

2,000

2,500

3,000

3,500

<6 6-15 16-20 21-29 30-59 60+ Unknown

Non-Hispanic White

Non-Hispanic Black

Non-Hispanic Other

Hispanic - All
Center for Applied Research, Inc. 18

Table 7 shows the distribution of female pedestrian fatalities by age and ethnicity. Like 

the distribution for males, the female Hispanics are much higher (8.9%) for pedestrians 

under 6 years of age. This is due largely to the large number of Hispanics of Mexican 

origin in this group. Unlike the Hispanic males, Hispanic females do not show an overinvolvement in the 21-29 age group. Otherwise, the involvement, by age category of 

female Hispanics is similar to that of the non-Hispanic Whites. 

Table 7 - Female Pedestrian Fatalities by Ethnicity and Age 

N % N % N % N % N % N % N%N %

Non-Hispanic White 85 2.7% 257 8.0% 174 5.4% 263 8.2% 1,274 39.7% 1,143 35.7% 10 0.3% 3,206 100.0%

Non-Hispanic Black 74 8.3% 127 14.2% 50 5.6% 89 9.9% 438 48.9% 114 12.7% 4 0.4% 896 100.0%

Non-Hispanic Other 17 4.7% 21 5.8% 9 2.5% 31 8.6% 129 35.8% 153 42.5% 0 0.0% 360 100.0%

Hispanic - All 55 8.9% 50 8.1% 35 5.6% 52 8.4% 243 39.2% 184 29.7% 1 0.2% 620 100.0%

Total 231 4.5% 455 9.0% 268 5.3% 435 8.6% 2,084 41.0% 1,594 31.4% 15 0.3% 5,082 100.0%

N % N % N % N % N % N % N%N %

Non-Hispanic White 85 2.7% 257 8.0% 174 5.4% 263 8.2% 1,274 39.7% 1,143 35.7% 10 0.3% 3,206 100.0%

Non-Hispanic Black 74 8.3% 127 14.2% 50 5.6% 89 9.9% 438 48.9% 114 12.7% 4 0.4% 896 100.0%

Non-Hispanic Other 17 4.7% 21 5.8% 9 2.5% 31 8.6% 129 35.8% 153 42.5% 0 0.0% 360 100.0%

Mexican Origin 46 12.2% 34 9.0% 27 7.2% 41 10.9% 141 37.5% 86 22.9% 1 0.3% 376 100.0%

Puerto Rican origin 4 7.5% 2 3.8% 3 5.7% 6 11.3% 24 45.3% 14 26.4% 0 0.0% 53 100.0%

Cuban origin 0 0.0% 0 0.0% 1 2.3% 0 0.0% 9 20.5% 34 77.3% 0 0.0% 44 100.0%

Central or South 

American origin 3 3.6% 3 3.6% 3 3.6% 3 3.6% 38 45.8% 33 39.8% 0 0.0% 83 100.0%

European Spanish or 

Other Hispanic origin 2 3.1% 11 17.2% 1 1.6% 2 3.1% 31 48.4% 17 26.6% 0 0.0% 64 100.0%

Total 231 4.5% 455 9.0% 268 5.3% 435 8.6% 2,084 41.0% 1,594 31.4% 15 0.3% 5,082 100.0%

21-29 30-59 60+

Source: Fatal Accident Reporting system: 1999-2003

6-15 16-20 21-29

Female Pedestrian Fatalities by Ethnicity and Age

Ethnicity

Age Category

<6 6-15 16-20 Total

30-59 60+ Unknown

Unknown

Female Pedestrian Fatalities by Ethnicity Sub-Group & Age

Ethnicity

Age Category

<6 Total

The country of origin data underlines the fact that Hispanics of Mexican origin account 

for 61% of all female Hispanic fatalities and are over-represented in the 4 younger age 

categories. Interestingly, the over-representation of older Cuban males seen earlier is 

repeated here with 77.3% of the Cuban Hispanic female pedestrian fatalities 60 or older. 

Please note, however, that there are only 44 female Cuban pedestrian fatalities in this 5-

year period. 

Figure 3 shows graphically the data on female pedestrian fatalities by age and ethnicity. 

The patterns just discussed are apparent. Especially notable is the fact that the Hispanic 

females 30-59 and over 60 account for most (68.9%) of the Hispanic female pedestrian 

fatalities. 
Center for Applied Research, Inc. 19

Figure 3 - Female Pedestrian Fatalities by Ethnicity and Age Categories 

Alcohol involvement was either “not reported” or “unknown” in about one-half (57%) of 

the pedestrian fatalities from 1999 to 2003. In the remaining 43% of the crashes, alcohol 

involvement was determined to be a factor in about 16% and determined not to be a 

factor in about 27% of the crashes. 

Table 8 shows the alcohol-related fatalities by ethnicity and gender. Of the 16,751 

fatalities, 2,725 (16.3%) were found to have alcohol involvement on the part of the 

pedestrian. 

Female Pedestrian Fatalities by Ethnicity and Age Category

0

200

400

600

800

1,000

1,200

1,400

<6

6-15

16-20

21-29

30-59

60+

Unknown

Non-Hispanic White

Non-Hispanic Black

Non-Hispanic Other

Hispanic - All
Center for Applied Research, Inc. 20

Table 8 - Alcohol-Related Pedestrian Fatalities by Ethnicity and Gender 

N % N N%NN % N

Non-Hispanic White 1,197 18.1% 6,613 342 10.7% 3,206 1,539 15.7% 9,819

Non-Hispanic Black 354 15.2% 2,330 90 10.0% 896 444 13.8% 3,226

Non-Hispanic Other 183 29.4% 623 48 13.3% 360 231 23.5% 983

Hispanic - All 467 22.2% 2,103 44 7.1% 620 511 18.8% 2,723

TOTAL 2,201 18.9% 11,669 524 10.3% 5,082 2,725 16.3% 16,751

N % N N%NN % N

Non-Hispanic White 1,197 18.1% 6,613 342 10.7% 3,206 1,539 15.7% 9,819

Non-Hispanic Black 354 15.2% 2,330 90 10.0% 896 444 13.8% 3,226

Non-Hispanic Other 183 29.4% 623 48 13.3% 360 231 23.5% 983

Mexican Origin 325 23.4% 1,388 31 8.2% 376 356 20.2% 1,764

Puerto Rican origin 12 11.5% 104 1 1.9% 53 13 8.3% 157

Cuban origin 7 6.7% 105 2 4.5% 44 9 6.0% 149

Central or South American origin 39 15.3% 255 4 4.8% 83 43 12.7% 338

European Spanish or Other 

Hispanic origin 84 33.5% 251 6 9.4% 64 90 28.6% 315

TOTAL 2,201 18.9% 11,669 524 10.3% 5,082 2,725 16.3% 16,751

Alcohol Related Pedestrian Fatalities by Ethnicity & Gender 

Total 

Fatals

Alcohol 

Involvement

Alcohol 

Involvement

Total 

Fatals

Alcohol 

Involvement

Total 

Fatals

Ethnicity

Males Females

Total 

Fatals

Males Females

Alcohol 

Involvement

Alcohol 

Involvement

Both Genders

Both Genders

Ethnicity

Total 

Fatals

Alcohol 

Involvement

Source: Fatal Accident Reporting System: 1999-2003

Total 

Fatals

In addition, it is important to report that there were large differences in the percentage not 

reported/unknown by ethnicity. This varied from a low percentage unknown/unreported 

of 38.9% for Hispanics of Cuban origin to 67.5% for Hispanics of Puerto Rican origin. It 

is not known if the variability in unknown/unreported alcohol level is related to the 

ethnicity of the pedestrian or the geographic area where the pedestrian lives – e.g., many 

of the Cubans were in the Miami area. The coroners’ offices in different areas have 

different policies when it comes to testing the alcohol level of fatally injured pedestrians. 

The percentage unknown/not reported for the largest Hispanic sub-group, those of 

Mexican origins, is 58.5%. This is between the comparable percentage of non-Hispanic 

White (55.6%) and non-Hispanic Black (62.7%) pedestrians. 

In spite of these potential issues with the alcohol involvement data, it nevertheless 

provides some insights into the nature of the Hispanic pedestrian problem. The numbers 

reported here are based on the 43% of the fatalities for which alcohol involvement data 

was available. Thus, the percentages shown are an underestimate of the actual alcohol 

involvement. If one assumes that the unreported/unknown cases have the proportion of 

alcohol involvement as the cases for which data is available, the alcohol involvement 
Center for Applied Research, Inc. 21

rates would be about twice the percentages reported here. In terms of ethnicity, the 

Hispanic pedestrians had higher (18.8%) alcohol involvement that either the nonHispanic Whites (15.7%) or the non-Hispanic Blacks (13.8%). The percentages for the 

'non-Hispanic: Other' is high (23.5%) because that group includes American Indians, a 

group with a long recognized alcohol/pedestrian safety problem. 

The role of gender in the Hispanic alcohol problem is apparent. Hispanic females have 

lower (7.1%) alcohol involvement than any other ethnicity. Hispanic men have the 

second highest involvement (22.2%) surpassed only by the male 'non-Hispanic: Other' 

group, which includes American Indians. 

The alcohol involvement in the various ethnic subgroups is very interesting. Male 

Hispanics classified as European Spanish/Other have an alcohol involvement rate of 

33.5%, although the number in the group (N=84) is small. The male Hispanic pedestrian 

of Mexican origin has an alcohol involvement rate of 23.4%; they are largely responsible 

for the high alcohol involvement rate of the entire group. Hispanics of Puerto Rican, 

Cuban, and Central/South American origin all have alcohol involvement rates below that 

of non-Hispanic Whites. 

Female Hispanic pedestrians in all the Hispanic sub-groups have a very low alcohol rate, 

almost all less than one-half that of non-Hispanic White females and non-Hispanic Black 

females. Clearly, drinking by Mexican-Americans is an issue to be addressed in future 

pedestrian safety campaigns. 
Center for Applied Research, Inc. 22

b. Pedestrian Crash Characteristics/Accident Level Variables. 

The FARS database contains a number of variables that describe characteristics of the 

crash itself, i.e., weather, roadway characteristics, etc. This section includes crosstabulations of these variables for the major ethnicity groups – Non-Hispanic Whites, 

Non-Hispanic Blacks, and Hispanics. Table 9 (next page) contains distributions of the 

following variables for each of the three major ethnic groups: 

Roadway/Area Type 

Surface condition 

Light Condition 

Roadway Classification 

Number of Lanes 

Relation to Junction 

Posted Speed Limit 

Traffic Controls Present 

These variables were selected because they either provide insight into the nature of 

Hispanic pedestrian crashes or because they highlight potential differences between the 

pedestrian crash experience of Whites, Blacks and/or Hispanics. A number of other 

“accident level” variables in the FARS database were also examined but were found to 

provide no additional useful information or insights. These variables were: 

Route Signing 

Manner of Collision 

Relation to Roadway 

Trafficway Flow 

Roadway Alignment 

Roadway Profile 

Roadway Surface Type 

Construction/Maintenance Zone 

Traffic Control Functioning 

Atmospheric Conditions 

Hit and Run 

School Bus Related 

Emergency Medical Services Information 

The first pedestrian crash characteristic variable shown in Table 9 is Roadway/Area 

Type. About a third of the Non-Hispanic White pedestrian fatalities occur in rural areas. 

By contrast, about a quarter of the non-Hispanic Black pedestrians and one-fifth of the 

Hispanic pedestrians are killed in rural areas. The Hispanic pedestrian problem has more 

of an urban focus than that of the other ethnicities. 
Center for Applied Research, Inc. 23

Table 9: Selected Accident Level Variables for Pedestrian Fatalities by Ethnicity 

Selected Accident Level Variables for Pedestrian Fatalities 

by Ethnicity

Percentage of Crashes 

Non-Hispanic 

White 

Non-Hispanic 

Black Variable Hispanic 

N=9820 N=3227 N=2723

Roadway/Area Type 

Urban 64.4 % 73.3 % 79.9 %

Rural 35.6 % 26.7 % 20.1 %

Surface Condition 

Dry 83.9 % 85.7 % 89.2 %

Wet 13.6 % 13.0 % 9.2 %

Snow or Ice 1.9 % 0.7 % 0.7 %

Other/Unknown 0.6 % 0.6 % 0.9 %

Light Condition 

Daylight 31.9 % 27.0 % 25.4 %

Dark - No Lighting 35.8 % 34.1 % 30.8 %

Dark - Lighting 28.3 % 35.6 % 40.0 %

Other/Unknown 3.9 % 3.3 % 3.9 %

Roadway Classification 

Arterials - Rural 17.8 % 11.9 % 10.0 %

Collectors - Rural 9.7 % 7.9 % 4.7 %

Local Road - Rural 7.3 % 6.1 % 5.0 %

Major Arterials - Urban 34.5 % 32.8 % 40.9 %

Minor Arterials - Urban 13.4 % 14.2 % 17.8 %

Collectors - Urban 3.3 % 4.4 % 3.6 %

Local Streets - Urban 12.0 % 20.4 % 16.9 %

Other/Unknown 2.0 % 2.3 % 1.1 %

Number of Lanes 

Two or less 66.7 % 59.1 % 58.4 %

Three 10.3 % 12.0 % 14.0 %

Four 15.9 % 21.1 % 19.2 %

Five or more 4.8 % 5.3 % 6.2 %

Unknown 2.2 % 2.4 % 2.3 %

Posted Speed Limit 

25 or less 9.1 % 9.2 % 8.9 %

30-35 25.3 % 34.9 % 32.3 %

40-45 26.1 % 23.3 % 26.6 %

50-55 23.8 % 20.0 % 15.0 %

Over 55 13.2 % 10.0 % 14.1 %

Other/Unknown 2.4 % 2.7 % 3.1 %

Relation to Junction 

Non-intersection 74.8 % 75.9 % 74.0 %

Intersection/Intersection 20.0 % 19.3 % 21.4 %

Other/Unknown 5.2 % 4.8 % 4.6 %

Traffic Controls 

None 84.5 % 86.6 % 84.5 %

Traffic Signal (RGA) 8.9 % 8.4 % 8.9 %

Stop Sign 2.3 % 2.3 % 2.3 %

Other Signs/Signals 4.3 % 2.7 % 4.3 %

Source: FARS 1999-2003
Center for Applied Research, Inc. 24

Roadway surface conditions for the vast majority of all pedestrian crashes were “dry.” 

Although the Hispanic fatalities were somewhat more likely (89.2) to occur during dry 

conditions than either Whites (83.9%) or Blacks (85.7%), this is probably an artifact of 

their state of residence, since 43% of the Hispanic fatalities occurred in “Sunbelt” states 

(AZ, CA, FL and TX). This is also shown by the relatively low incidence of Hispanic 

fatalities when it is snowy and/or icy. 

Hispanic pedestrian fatal crashes also are less likely to occur during daylight. While 

25.4% of the Hispanic pedestrians were struck during daylight, 31.9% of the nonHispanic Whites were involved during the daylight. Figure 4 graphically shows the 

percentage of fatalities by time of day. In general, the curves for non-Hispanic Whites, 

non-Hispanic Blacks and Hispanics are very similar. The non-Hispanic Whites have 

slightly more crashes from 6am to 6pm, times when it is usually light. The Hispanic 

crashes show small peaks at 8pm and 9pm and again at 1am and 2am. These peaks may 

be related to the previously described increased alcohol involvement in Hispanic 

pedestrian crashes. 

Figure 4: Pedestrian Fatalities by Time of Day 

Pedest rian Fat alit ies By Time of Day

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

Time of Day

% of Fat alit ies

Non-Hispanic

Whit e

Non-Hispanic

Black

Hispanic 

Source: FARS 1999-2004 

Deleted: 5
Center for Applied Research, Inc. 25

The roadway classification of the crashes shows that Hispanic pedestrians are more likely 

to be involved in crashes on major urban arterials (40.9%) and minor urban arterials 

(17.8%) than the other ethnicities. The next variable listed, number of lanes, provides 

similar information. Hispanic pedestrians are less likely to be killed on two-lane roads 

(58.4%) than are non-Hispanic Whites (66.7%). Similarly, Hispanics are more likely to 

be killed on roads with 3 lanes (14.0%) , 4 lanes (19.2%) or 5 or more lanes (6.2%). This 

over-involvement in crashes on multi-lane arterials is also shown under the “light 

condition” variables which show that 40% of the Hispanic fatalities occurred under dark 

conditions but where street lighting was present. This over-involvement on lighted, 

multi-lane, major arterials is probably related to the fact that Hispanic crashes more 

typically involve young adult males, many of whom have been drinking. 

The data on posted speed limit also mirrors the trends noted relative to roadway 

classification and number of lanes. The Hispanic pedestrians are less involved (15.0%) 

on roadways with 50 or 55 mph speed limits and somewhat more involved on roadways 

with 30-35 mph speed limits, the speed limit information on the location of the crash 

relative to an intersection reveals no meaningful differences. Ethnicity does not appear to 

influence whether pedestrians are involved in crashes that are intersection or intersectionrelated or not near an intersection. It is interesting that only about 1/5 of all the fatal 

pedestrian crashes are intersection or intersection-related, regardless of ethnicity. 

The last data element, Traffic Controls Present, reflects similar information. Only about 

9% of all pedestrian fatalities occur at a signalized intersection with a Red-Green-Amber 

(RGA) signal. Unfortunately, it is not known if a pedestrian signal head is present at 

most of these locations. There are no differences between the ethnicities in terms of 

traffic controls at the crash location. Pedestrian safety programs that target crashes at 

signalized intersections and/or pedestrian crosswalk locations are not focusing on the 

location of most fatal pedestrian crashes, including those involving Hispanics. 

Deleted: 8

Deleted: 74

Deleted: 2.9

Deleted: 8

Deleted: nd
Center for Applied Research, Inc. 26

Bicyclist Fatalities (FARS) 

Two kinds of FARS data will be presented in this section. The first describes 

characteristics of the bicyclists involved in the crashes – i.e., ethnicity, age, gender, 

alcohol involvement, etc. The second kind of data variables involve the crash itself, i.e., 

time of day, site characteristics, etc. These variables are called Accident Level Variables. 

a. Bicyclist Characteristics

Table 10 shows the annual bicyclist fatalities from 1999 through 2003. The top portion 

shows all the Hispanics group together. The bottom portion of the table has the 

Hispanics broken out by country of origin. As was noted earlier, it is important to look at 

both the percentages and the number it represents. Some of the cells in the tables that 

follow have relatively small numbers and the computed percentage should be carefully 

considered. 

Table 10 - Bicyclist Fatalities by Ethnicity 

N%N%N%N%N%N%

Non-Hispanic White 377 64.4% 346 63.4% 377 61.0% 240 64.2% 248 63.6% 1,588 63.2%

Non-Hispanic Black 88 15.0% 95 17.4% 118 19.1% 72 19.3% 73 18.7% 446 17.7%

Non-Hispanic Other 27 4.6% 18 3.3% 17 2.8% 9 2.4% 15 3.8% 86 3.4%

Hispanic - All 93 15.9% 87 15.9% 106 17.2% 53 14.2% 54 13.8% 393 15.6%

Total 585 100.0% 546 100.0% 618 100.0% 374 100.0% 390 100.0% 2,513 100.0%

N%N%N%N%N%N%

Non-Hispanic White 377 64.4% 346 63.4% 377 61.0% 240 64.2% 248 63.6% 1,588 63.2%

Non-Hispanic Black 88 15.0% 95 17.4% 118 19.1% 72 19.3% 73 18.7% 446 17.7%

Non-Hispanic Other 27 4.6% 18 3.3% 17 2.8% 9 2.4% 15 3.8% 86 3.4%

Mexican Origin 73 12.5% 61 11.2% 73 11.8% 29 7.8% 30 7.7% 266 10.6%

Puerto Rican origin 5 0.9% 9 1.6% 8 1.3% 4 1.1% 2 0.5% 28 1.1%

Cuban origin 2 0.3% 0 0.0% 3 0.5% 4 1.1% 7 1.8% 16 0.6%

Central or South 

American origin 7 1.2% 11 2.0% 13 2.1% 6 1.6% 11 2.8% 48 1.9%

European Spanish or 

Other Hispanic origin 6 1.0% 6 1.1% 9 1.5% 10 2.7% 4 1.0% 35 1.4%

Total 585 100.0% 546 100.0% 618 100.0% 374 100.0% 390 100.0% 2,513 100.0%

Ethnicity

Bicyclist Fatalities By Ethnicity 

Year

1999 2000 2001 2002 2003 Total

Bicyclist Fatalities By Ethnicity Sub-Group 

Ethnicity

Year

1999 2000 2001 2002 2003 Total

Source: Fatal Accident Reporting System: 1999-2003 

Overall, bicyclist fatalities have declined since 1999. The percentage of the fatalities that 

were Hispanic has also gone down slightly from 15.9% of the total in 1999 to 13.8% of 

the total in 2003. The year 2001 shows an increase in bicycle fatalities in all ethnic 

groups except for non-Hispanic Other. Overall, from 1999 through 2003, Hispanics have 

been involved in 15.6% of the bicyclist fatalities. 

Deleted: Whites

Deleted: 9
Center for Applied Research, Inc. 27

In terms of country of origin, Hispanics of Mexican origin account for the greatest 

number of crashes. Of the 393 Hispanic bicyclists killed from 1999 to 2003, a total of 

266 (67.7%) were of Mexican origin. Hispanics of Cuban origin (N=16) and those of 

Puerto Rican origin (N=28) are less frequently involved, although it should be 

remembered that they also represent a much smaller percentage of the Hispanics in the 

U.S. 

Figure 5 shows the distribution of bicycle fatalities by ethnicity during the 1999 -2003 

timeframe. Clearly shown is that Hispanics of Mexican origin make up 11% of the 

National bicycle fatalities. All Hispanic subgroups combine to represent 15.6% of all 

bicycle fatalities in the U.S. The next largest sub-group is the Hispanics of Central/South 

American origin; they account for 2% of the national total. 

Figure 5 - Bicycle Fatalities by Ethnicity 

Bicycle Fatalities By Ethnicity 1999 - 2003

Non-Hispanic 

Black

 446 18%

Non-Hispanic 

Other 86 3%

Cuban origin

 16 1%

European 

Spanish or 

Other Hispanic 

origin 35 1%

Mexican Origin 

266 11%

Puerto Rican 

origin 28 1%

Central or South 

American origin

 48 2%

Non-Hispanic 

White

 1,588 63%

Non-Hispanic White

Non-Hispanic Black

Non-Hispanic Other

Mexican Origin

Puerto Rican origin

Cuban origin

Central or South American

origin

European Spanish or Other

Hispanic origin

Source: Fatal Accident Reporting System: 1999-2003 

Table 11 shows the ethnicity and gender of the 2513 bicycle fatalities from the FARS 

database for 1999-2003. The vast majority of all bicyclist fatalities (88.8%) are male. 

Hispanics have an even higher percentage of males (94.1%) than do the non-Hispanic 

Whites (87.0%) or the non-Hispanic Blacks (91.3%). This very high involvement of 

males in bicyclist accidents is true regardless of the country of origin. Hispanics of 
Center for Applied Research, Inc. 28

Mexican origin have the highest percentage of males (94.7%) of all the Hispanic subgroups, not including the very small number (N=16) of Cuban bicycle fatalities. 

Table 11: Bicyclist Fatalities by Ethnicity & Gender 

N % N%N %

Non-Hispanic White 1,381 87.0% 207 13.0% 1,588 100.0%

Non-Hispanic Black 407 91.3% 39 8.7% 446 100.0%

Non-Hispanic Other 74 86.0% 12 14.0% 86 100.0%

Hispanic - All 370 94.1% 23 5.9% 393 100.0%

Total 2,232 88.8% 281 11.2% 2,513 100.0%

N % N%N %

Non-Hispanic White 1,381 87.0% 207 13.0% 1,588 100.0%

Non-Hispanic Black 407 91.3% 39 8.7% 446 100.0%

Non-Hispanic Other 74 86.0% 12 14.0% 86 100.0%

Mexican Origin 252 94.7% 14 5.3% 266 100.0%

Puerto Rican origin 26 92.9% 2 7.1% 28 100.0%

Cuban origin 16 100.0% 0 0.0% 16 100.0%

Central or South 

American origin 45 93.8% 3 6.3% 48 100.0%

European Spanish or 

Other Hispanic origin 31 88.6% 4 11.4% 35 100.0%

Total 2,232 88.8% 281 11.2% 2,513 100.0%

Source: Fatal Accident Reporting System: 1999-2003

Bicyclist Fatalities by Ethnicity & Gender

Ethnicity

Male Female Both Genders

Bicyclist Fatalities by Ethnicity Sub-Group & Gender 

Ethnicity

Male Female Both Genders

Table 12 (next page) shows male bicyclist fatalities by Ethnicity and Age for 1999 to 

2003 combined. A total of 2,232 fatalities are represented. Overall, the Hispanics show 

a different age distribution than the other ethnicities. They are less involved as children 

6-15 year of age. While 21.9% of the non-Hispanic Whites and 25.3% of the nonHispanic Blacks were 6-15 years of age, only 11.6% of the Hispanics were in that age 

group. Conversely, they are far more involved as young adults. A total of 18.1% of the 

Hispanic male fatalities were 21-29 years of age while only 7.3% of the non-Hispanic 

Whites and 7.1% of the non-Hispanic Blacks were 21-29. 

The country of origin data shown indicates that most (47 out of 67) of the male Hispanics 

aged 21-29 that were killed were of Mexican origin. Overall, Hispanics of Mexican 

origin account for 252 out of 370 (68.1%) of the male bicycle Hispanic fatalities. 

Since there were only 23 female Hispanic bicycle fatalities in 5 years of FARS data, a 

separate table showing female bicycle fatalities by age and ethnicity is not being 

presented. 
Center for Applied Research, Inc. 29

Table 12: Male Bicyclist Fatalities by Ethnicity & Age 

N%N%N%N%N%N%N% N %

Non-Hispanic White 19 1.4% 303 21.9% 107 7.7% 101 7.3% 668 48.4% 181 13.1% 2 0.1% 1,381 100.0%

Non-Hispanic Black 9 2.2% 103 25.3% 24 5.9% 29 7.1% 215 52.8% 26 6.4% 1 0.2% 407 100.0%

Non-Hispanic Other 2 2.7% 17 23.0% 6 8.1% 8 10.8% 22 29.7% 18 24.3% 1 1.4% 74 100.0%

Hispanic - All 7 1.9% 43 11.6% 37 10.0% 67 18.1% 172 46.5% 42 11.4% 2 0.5% 370 100.0%

Total 37 1.7% 466 20.9% 174 7.8% 205 9.2% 1,077 48.3% 267 12.0% 6 0.3% 2,232 100.0%

N%N%N%N%N%N%N% N %

Non-Hispanic White 19 1.4% 303 21.9% 107 7.7% 101 7.3% 668 48.4% 181 13.1% 2 0.1% 1,381 100.0%

Non-Hispanic Black 9 2.2% 103 25.3% 24 5.9% 29 7.1% 215 52.8% 26 6.4% 1 0.2% 407 100.0%

Non-Hispanic Other 2 2.7% 17 23.0% 6 8.1% 8 10.8% 22 29.7% 18 24.3% 1 1.4% 74 100.0%

Mexican Origin 4 1.6% 33 13.1% 23 9.1% 47 18.7% 114 45.2% 30 11.9% 1 0.4% 252 100.0%

Puerto Rican origin 0 0.0% 5 19.2% 1 3.8% 2 7.7% 13 50.0% 5 19.2% 0 0.0% 26 100.0%

Cuban origin 0 0.0% 0 0.0% 1 6.3% 2 12.5% 9 56.3% 4 25.0% 0 0.0% 16 100.0%

Central or South 

American origin 0 0.0% 3 6.7% 9 20.0% 8 17.8% 23 51.1% 1 2.2% 1 2.2% 45 100.0%

European Spanish or 3 9.7% 2 6.5% 3 9.7% 8 25.8% 13 41.9% 2 6.5% 0 0.0% 31 100.0%

Total 37 1.7% 466 20.9% 174 7.8% 205 9.2% 1,077 48.3% 267 12.0% 6 0.3% 2,232 100.0%

Source: Fatal Accident Reporting System: 1999-2003

Ethnicity

Male Bicyclist Fatalities by Ethnicity Sub-Group & Age

Age Category

<6 6-15 Total

Ethnicity

16-20 21-29 30-59

Unknown

60+ Unknown

Male Bicyclist Fatalities by Ethnicity & Age

Age Category

<6 6-15 16-20 21-29 30-59 60+ Total

Figure 6 graphically depicts the number of bicycle fatalities by age group and ethnicity. 

The increased involvement of Hispanic bicyclist in the 21-29 age group is evident. The 

figure also clearly shows that, in terms of number of fatalities, the 30-59 age group has 

the largest number of fatalities for each of the ethnicities. 

Figure 6 - Bicyclist Fatalities by Ethnicity & Age 

Bicyclist Fatalities by Ethnicity and Age Category 1999 - 2003

0

100

200

300

400

500

600

700

800

<6 6-15 16-20 21-29 30-59 60+ Unknown

Non-Hispanic White

Non-Hispanic Black

Non-Hispanic Other

Hispanic - All

Source: Fatal Accident Reporting System: 1999-2003 
Center for Applied Research, Inc. 30

Table 13 shows the number of alcohol-related bicycle fatalities by ethnicity and gender. 

As shown, 13.2% (49 out of 370) of the Hispanic male fatalities involved alcohol. This is 

higher than the 10.0% of non-Hispanic Whites and 9.8% of non-Hispanic Blacks that had 

alcohol involvement. Alcohol involvement among all female bicyclists is very low. 

When the various Hispanic sub-groups are examined it is apparent that male Hispanics of 

Mexican origin (15.5%) and European Spanish or Other origin (19.4%) have the highest 

level of alcohol involvement. Some of the percentages shown in this table are based on 

very small numbers and should be very carefully interpreted. It is nevertheless quite 

clear that Hispanic bicycle safety programs should address the issue of drinking and 

riding by Hispanics of Mexican origin. 

Table 13: Alcohol-Related Bicyclist Fatalities by Ethnicity & Gender 

Ethnicity

N% NN% NN% N

Non-Hispanic White 138 10.0% 1,381 5 2.4% 207 143 9.0% 1,588

Non-Hispanic Black 40 9.8% 407 2 5.1% 39 42 9.4% 446

Non-Hispanic Other 8 10.8% 74 0 0.0% 12 8 9.3% 86

Hispanic - All 49 13.2% 370 1 4.3% 23 50 12.7% 393

Ethnicity

N% NN% NN% N

Non-Hispanic White 138 10.0% 1,381 5 2.4% 207 143 9.0% 1,588

Non-Hispanic Black 40 9.8% 407 2 5.1% 39 42 9.4% 446

Non-Hispanic Other 8 10.8% 74 0 0.0% 12 8 9.3% 86

Mexican Origin 39 15.5% 252 0 0.0% 14 39 14.7% 266

Puerto Rican origin 2 7.7% 26 0 0.0% 2 2 7.1% 28

Cuban origin 0 0.0% 16 0 0.0% 0 0 0.0% 16

Central or South 

American origin 2 4.4% 45 0 0.0% 3 2 4.2% 48

European Spanish or 

Other Hispanic origin 6 19.4% 31 1 25.0% 4 7 20.0% 35

Source: Fatal Accident Reporting System: 1999-2003

Alcohol 

Involvement

Total 

Fatals

Alcohol 

Involvement

Total 

Fatals

Alcohol 

Involvement

Total 

Fatals

Alcohol Related Bicyclist Fatalities by Ethnicity Sub-Group & Gender

Alcohol 

Involvement

Males Females Both Genders

Males Females Both Genders

Total 

Fatals

Alcohol 

Involvement

Total 

Fatals

Alcohol 

Involvement

Total 

Fatals

Deleted: (15.5%)
Center for Applied Research, Inc. 31

b. Bicyclist Crash Characteristics

The FARS database contains a number of variables that describe characteristics of the 

crash itself, i.e., weather, roadway characteristics, etc. This section includes cross 

tabulations of these variables for the major ethnicity groups – Non-Hispanic Whites, 

Non-Hispanic Blacks, and Hispanics. Table 14 (next page) contains distributions of the 

following variables for each of the three major ethnic groups: 

Roadway/Area Type 

Surface condition 

Light Condition 

Roadway Classification 

Number of Lanes 

Relation to Junction 

Posted Speed Limit 

Traffic Controls Present 

These variables were selected because they either provide insight into the nature of 

Hispanic bicyclist crashes or because they highlight potential differences between the 

bicyclist crash experience of Whites, Blacks and/or Hispanics. A number of other 

“accident level” variables in the FARS database were also examined but were found to 

provide no additional useful information or insights. These variables were: 

Route Signing 

Manner of Collision 

Relation to Roadway 

Trafficway Flow 

Roadway Alignment 

Roadway Profile 

Roadway Surface Type 

Construction/Maintenance Zone 

Traffic Control Functioning 

Atmospheric Conditions 

Hit and Run 

School Bus Related 

Emergency Medical Services Information 

As shown in Table 14, Hispanic bicyclists are much more involved in fatal crashes in 

urban areas (78.6%) than are non-Hispanic Whites (60.3%). Non-Hispanic Blacks are 

less involved in urban crashes (68.8%) than Hispanics, but more so than non-Hispanic 

Whites. 

Roadway surface conditions were dry in 9 out of 10 of the fatal bicyclist crashes, 

regardless of the bicyclist’s ethnicity. 

Deleted: 9
Center for Applied Research, Inc. 32

Table 14: Selected Accident Level Variables for Bicyclist Fatalities by Ethnicity 

Selected Accident Level Variables for Bicyclist Fatalities by Ethnicity

Non-Hispanic 

White 

Non-Hispanic 

Black Hispanic Variable 

N=1588 N=446 N=393

Roadway/Area Type 

Urban 60.3 % 68.8 % 78.6 % 

Rural 39.7 % 31.2 % 21.4 % 

Surface Condition 

Dry 90.9 % 89.9 % 91.3 % 

Wet 8.4 % 9.4 % 8.7 % 

Snow or Ice 0.4 % 0.0 % 0.0 % 

Other/Unknown 0.3 % 0.7 % 0.0 % 

Light Condition % 

Daylight 58.2 % 43.5 % 45.3 % 

Dark - No Lighting 19.6 % 25.1 % 17.8 % 

Dark - Lighting 17.3 % 27.6 % 30.0 % 

Other/Unknown 4.9 % 3.8 % 6.9 % 

Roadway Classification 

Arterials - Rural 13.1 % 11.0 % 5.9 % 

Collectors - Rural 14.4 % 10.3 % 5.9 % 

Local Road - Rural 11.4 % 8.5 % 8.7 % 

Major Arterials - Urban 26.2 % 22.4 % 32.1 % 

Minor Arterials - Urban 14.9 % 15.0 % 22.6 % 

Collectors - Urban 3.9 % 6.3 % 7.1 % 

Local Streets - Urban 13.8 % 22.9 % 16.3 % 

Other/Unknown 2.3 % 3.6 % 1.5 % 

Number of Lanes 

Two or less 74.0 % 67.3 % 66.2 % 

Three 7.2 % 8.7 % 12.5 % 

Four 13.4 % 19.7 % 17.0 % 

Five or more 3.0 % 2.5 % 3.1 % 

Unknown 2.4 % 1.8 % 1.3 % 

Posted Speed Limit % 

25 or less 8.1 % 13.2 % 10.4 % 

30-35 27.5 % 35.2 % 29.5 % 

40-45 29.9 % 27.4 % 36.6 % 

50-55 27.6 % 19.5 % 17.0 % 

Over 55 4.7 % 3.6 % 2.3 % 

Other/Unknown 2.3 % 1.1 % 4.1 % 

Relation to Junction 

Non-intersection 66.7 % 62.1 % 57.8 % 

Intersection/Intersection-related 27.8 % 32.5 % 37.4 % 

Other/Unknown 5.5 % 5.4 % 4.8 % 

Traffic Controls Present 

None 76.5 % 73.5 % 71.0 % 

Traffic Signal (RGA) 10.5 % 9.9 % 12.7 % 

Stop Sign 9.7 % 13.0 % 13.7 % 

Other Signs/Signals 3.3 % 3.6 % 2.6 % 

Source: FARS 1999-2003

Deleted: 9

Deleted: 1

Deleted: 2

Deleted: 8

Deleted: 2

Deleted: 2

Deleted: 2

Deleted: 5

Deleted: 30.0

Deleted: 7

Deleted: 8

Deleted: 1.9

Deleted: 0.8

Deleted: 9

Deleted: 6

Deleted: 3.6

Deleted: 3
Center for Applied Research, Inc. 33

The light conditions at the crash scene do show some interesting differences. NonHispanic Whites are more involved in daytime crashes (58.2%) than are Hispanics 

(45.3%) Hispanics are more involved in nighttime crashes where there is street lighting 

(30.0%) than are either non-Hispanic Whites (17.3%) or non-Hispanic Blacks (27.6%). 

Figure 7 shows the distribution of bicyclist fatalities by time of day for non-Hispanic 

Whites, non-Hispanic Blacks and Hispanics. Except for a brief period in the early 

morning (5, am, 6am, 7am and 8am), where there are more Hispanics involved, the 

curves for all ethnicities are relatively close together. The non-Hispanic Blacks have a 

similar period of over-involvement in the evening at 7pm and 8pm. 

Figure 7: Bicyclist Fatalities by Time of Day 

Bicyclist Fat alit ies By Time of Day

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

14.0%Midnight

1am2am3am4am5am6am7am8am9am10am11amNoon1pm2pm3pm4pm5pm6pm7pm8pm9pm10pm11pm

Time of Day

% of Fatalities

Non-Hispanic

White

Non-Hispanic

Black

Hispanic 

Source: FARS 1999-2004 

The roadway classification data shows that most of the Hispanic crashes occur on either 

major urban arterials (32.1%) or minor urban arterials (22.6%). As previously discussed, 

the Hispanic bicyclists tend to be older than the non-Hispanic White bicyclists. 

Apparently, they also tend to ride on more major roadways. The data on number of 

traffic lanes supports this trend. Two thirds (66.2%) of the Hispanic crashes occur on 

roadways with 2 or fewer lanes versus 74.0% of the non-Hispanic White crashes. This 

leaves one-third of the Hispanic crashes on roadways with 3 or more lanes. Seventeen 

percent occur on 4-lane roadways. 
Center for Applied Research, Inc. 34

Apparently, the urban/suburban minor/major arterials where these crashes are occurring 

are not the stereotypical urban/suburban arterials with 3 or more lanes. The data on 

posted speed limit shows that most of the Hispanic bicyclist crashes occur in areas posted 

at 30-35 mph (29.5%) or 40-45 mph (36.6%). Although the crashes are typically 

occurring on 2-lane roadways, these two-lane roadways have relatively high posted speed 

limits. 

Hispanic bicyclists are more likely to be killed at or near an intersection (37.4%) than are 

non-Hispanic Whites (27.8%). This is probably related to the previous described overinvolvement on multi-lane arterials. This supports the belief that intersections on multilane roadways are especially hazardous for bicyclists, and is a potential topic for safety 

educational programs targeting Hispanic bicyclists. 

The data on traffic controls at the crash scene supports the over-involvement of Hispanic 

bicyclists at intersections. There was a traffic sign at 29.0% of all Hispanic fatalities, 

versus 23.5% for non-Hispanic Whites and 26.5% for non-Hispanic Blacks. 

Deleted: 7

Deleted: 9
Center for Applied Research, Inc. 35

C. Center for Disease Control (CDC) Data

The Center for Disease Control (CDC) maintains a database that includes fatal pedestrian 

and bicyclist crashes. The National Center for Health Statistics’ Vital Statistics System 

provided information on the number of deaths and the Bureau of Census provided 

population data. This information was combined to determine the Average Crash Rate or 

the number of deaths per 100,000 population. The following three ethnicity categories 

were examined: Hispanic, Non-Hispanic White, and Black. To determine if country of 

origin may play a role in crash involvement, the data from seven selected states is 

presented in addition to the national statistics. As explained earlier, these seven states 

were selected because of their high proportion of Hispanics from Mexico, Central/South 

America, Puerto Rico and Cuba. 

Table 15 presents the Pedestrian and Bicyclist Deaths and Death Rates (per 100,000) for 

the Hispanic, White and Black populations. The national death rate for Hispanics in 

pedestrian crashes is 2.88 per 100,000 population. For Whites, it is 1.78 per 100,000; 

62% less. For Blacks it is 3.01 per 100,000 – very slightly (4%) more than the Hispanics 

rate. Clearly, in the National perspective, Hispanics and Blacks are over-represented in 

pedestrian crashes. 

Table 15 - Pedestrian & Bicyclist Deaths & Death Rates by Ethnicity 

Pedestrian and PedalCyclist Deaths and Death Rates (per 100,000)

for the Hispanic, White and Black U.S. Population

Pedest rians Bicyclist s

Number

Deaths

Death

Rate *

Number

Deaths

Death

Rate *

Number

Deaths

Death

Rate *

NumberD

eaths

Death

Rate *

Number

Deaths

Death

Rate *

Number

Deaths

Death

Rate *

All 50 States 1,071 2.88 3,527 1.78 1,073 3.01 121 0.32 519 0.26 120 0.34

Selected States:

 California 333 2.89 335 2.05 62 2.64 41 0.36 57 0.35 7 * 0.29

 District of Columbia 0 - 1 * 0.62 8 * 2.31 0 - 0 - 2 * 0.57

 Florida 97 3.38 327 3.06 86 3.49 24 0.84 75 0.70 20 0.81

 Maryland 7 * 2.87 58 1.72 48 3.16 0 - 10 * 0.29 4 * 0.26

 NewJersey 23 1.96 100 1.78 37 3.20 5 * 0.42 15 * 0.26 6 * 0.51

 New York 60 2.01 264 2.22 75 2.52 7 * 0.23 28 0.24 5 * 0.16

 Virginia 11 * 3.09 75 1.48 28 1.95 1 * 0.28 14 * 0.27 5 * 0.34

 * Rates based on 20 or fewer deaths may be unstable; use with caution.

Source: Center for Disease Control - 2001 data

Location

Hispanic: All 

Races

Non-Hispanic: 

White

Non-Hispanic: 

Black

Hispanic: All 

Races

Non-Hispanic: 

White

Non-Hispanic: 

Black

When the death rates in some of the selected states are examined, the differences are far 

less dramatic. Although the death rates for Hispanics in California are 40% higher than 

the rates for Whites, they are only 10% higher in Florida and New Jersey. One could 

hypothesize that the higher rate in California is because the more recent immigrants from 

Mexico in that state have more problems than in the more established Hispanic 

populations in Florida and New Jersey. The relatively high rates in both Maryland and 

Virginia, with their populations of recent immigrants from Central and South America, 

Deleted: 1

Deleted: `

Deleted: ,

Deleted: and New York

Deleted: ,

Deleted: and New York
Center for Applied Research, Inc. 36

support this hypothesis. The rates, however, are based on only seven fatalities in 

Maryland and eleven in Virginia and may be unstable. The pedestrian death rate for 

Blacks is about as high or higher than that of Hispanics. 

The right-hand side of Table 15 shows the bicyclist deaths and death rates for the same 

locations. The death rate for Hispanic cyclists is about 25% higher. As was the case with 

the pedestrian data, the death rate for Blacks is slightly higher than that of Hispanics. 

The bicyclist rate data for the individual states should be used with caution. Most of the 

frequencies are less than 20 and the rates may be unstable. However, in Florida, 

Hispanics are about 20% over-involved while there is no real difference in California. 

Overall, the bicyclists’ death rate data is very similar to that of the pedestrians. Hispanics 

have somewhat higher death rates than non-Hispanic Whites while Blacks have rates 

comparable to those of Hispanics. 

D. Miami/Dade County Data. 

Data files containing pedestrian crash data from 1996-2000 were obtained and analyzed. 

The data files identified the race/ethnicity of the pedestrians as White, Black, Hispanic or 

Other. Data on a total of 7,988 pedestrian crashes was analyzed. In order to calculate 

crash involvement rates, population figures for Miami/Dade County were obtained from 

the U.S. Census. This information is presented in Table 16. 

Table 16 - Pedestrian Crash Rate by Ethnicity in Miami/Dade County, FL 

Pedestrian Crash Rate by Ethnicity 

in Miami/Dade County, Florida

Population Group Total 

Population Percent

Pedestrian 

Crashes 

1996-2000

Average 

Yearly 

Crash Rate 

per 100,000

Pedestrian 

Fatalities 

1996-

2000

Average 

Yearly 

Death Rate 

per 100,000

Hispanic or Latino 1,291,737 57.3 1,987 30.8 126 2.0

Non-Hispanic, White 465,772 20.7 3,234 138.9 147 6.3

Non-Hispanic, Black 427,140 19.0 2,498 117.0 99 4.6

Other & Unknown 68,713 3.0 269 78.3 0 -

Total 2,253,362 100.0 7,988 70.9 372 3.3

Source: Center for Disease Control - 1996-2000 data

Miami/Dade County has a total population of 2.25 million with 7,988 pedestrian crashes 

over the 5-year period from 1996-2000. The Average Annual Crash Rate per 100,000 is 

70.9. The crash rates by race/ethnicity are very interesting. According to the Census 

data, over half of the population is considered Hispanic. Yet, they are involved in only 

1,987 cashes – only 25% of the total crashes. This produces an Average Annual Crash 

Rate of only 30.8 per 100,000 – about one-quarter that of non-Hispanic Whites and nonHispanic Blacks. The average yearly death rate per 100,000 for the Hispanics is only 

1.95, less than one-third of the White death rate and less than one-half of the Black death 

Deleted: rate data results

Deleted: 4
Center for Applied Research, Inc. 37

rate. Overall, the death rate in Miami/Dade County is 3.30 per 100,000 – very close to 

the death rates previously reported in the CDC data. 

It could be hypothesized that this low death rate for Hispanics is due to the large CubanAmerican population in Miami - individuals who have been in this county for many 

years. Unfortunately, we do not know if the criteria used by the police department to 

classify a pedestrian as Hispanic are the same as the criteria used by the U.S. Census. 

Unless very similar definitions are used to define both the population of Hispanics and 

the Hispanic crashes, these rate computations may be suspect. 

Even if the rate data is suspect, the Miami/Dade County crash data is still a very useful 

resource. It provides the opportunity to compare the crash characteristics of pedestrian 

crashes involving 1,987 Hispanics, 3,234 Whites and 2,498 Blacks. Cross tabs were run 

on all of the crash variables for the three race/ethnicity categories – Hispanic, White, 

Black. The following data elements were examined: 

Year of Crash Impact Speed 

Day of Week Posted Speed Limit 

Time of Day Vehicle Movement 

Lighting Condition Driver Alcohol/Drug Use 

Weather Driver Race 

Traffic Control Present Driver Gender 

Number of Lanes Driver Age 

Divided/Undivided Roadway Contributing Causes – Driver 

Roadway System Identifier Number of Pedestrians 

Crash Location Pedestrian Alcohol/Drug Use 

Vehicle Type Pedestrian Gender 

Overall there were no major differences in the crash characteristics of Hispanics, Whites 

and Blacks. Only the following variables were notable: 

 Hispanics slightly more involved at locations with no traffic control present 

(67.8% of Hispanic pedestrian crashes vs. 63.9% of White pedestrian crashes). 

 Hispanics slightly less involved in crashes at or influenced by an intersection 

(25.9% of Hispanic pedestrian crashes vs. 30.1% of White pedestrian crashes). 

 Hispanics slight less involved in crashes on state roads (11.4% of Hispanic crashes 

vs. 20.4% of White pedestrian crashes) and more involved in crashes on county 

roads (26.1% of Hispanic pedestrian crashes vs. 17.3% of White pedestrian 

crashes). 

Although these differences are small, the consistency between all three of these data 

elements does suggest that Hispanics may be crossing more at mid-block locations 

(jaywalking) on local streets. Educational messages could target this unsafe behavior. 
Center for Applied Research, Inc. 38

 IV. Focus Group Discussions

This section of the report describes efforts to identify local Hispanic community-based 

groups with an interest in pedestrian/bicyclist safety and summarizes results of the focus 

group discussions that were conducted. A more detailed analysis of the focus group 

research can be found at http://safety.fhwa.dot.gov/ped_bike/docs/fhwanhtsa.htm . 

A. Partnership and Coalition Building: Main Findings. 

The Media Network (TMN) contacted over 100 Hispanic community-based organizations 

in New York, Miami, Los Angeles, and Washington, D.C. to learn more about the work 

these organizations are doing related to pedestrian and bicyclist safety, and to assess their 

overall interest in the topic. The goal was that these organizations would work in 

partnership with us to provide data regarding crash statistics, and to provide us with 

information on what actions, if any, are going on at the local level about this topic. The 

response from these organizations was disappointing, with many organizations not 

returning our calls. The organizations we were able to talk to generally did not have 

much information on this topic. A few groups provided reports, essays, or other 

documents with relevant information, or even personal stories about accidents they had 

witnessed or heard about. However, most organizations did not have relevant 

information. No significant local efforts related to Hispanic pedestrian and/or bicyclist 

safety were found. 

B. Focus Group: Activities 

Focus groups are used to develop insight and direction. The value of focus groups is in 

their ability to provide observers with unfiltered comments from a segment of the target 

population, and for decision-makers to gain insight into the beliefs, attitudes, and 

perceptions of the target audience. However, because of the limited number of 

respondents and the non-random nature of focus group recruiting, the findings from the 

focus groups cannot be quantitatively projected to a universe of similar respondents. 

The following topics will be discussed below: 

1. Focus Group Methodology 

2. Recruitment Process for Focus Groups 

3. Profile of Participants 

4. Detailed Findings from Pedestrian Focus Groups 

5. Detailed Findings from Bicyclist Focus Groups 

6. Focus Group Main Findings 

1. Focus Group Methodology 

The focus groups were held in March, April, and May 2004 in Silver Spring, MD (just 

outside Washington, DC), New York, Miami, and Los Angeles. Each group was led by a 

professional bilingual focus group moderator. The groups lasted about two hours and 
Center for Applied Research, Inc. 39

were conducted in Spanish. In each city, one group was conducted with bicyclists and 

one group was conducted with pedestrians. Each participant signed an agreement to 

acknowledge that the session was being recorded (audio only), and informing them that 

their personal information would be kept confidential. Participants were provided with a 

light dinner, as well as a cash stipend for their participation. 

At the beginning of the discussion, participants were encouraged to share their ideas and 

were told that there were no wrong answers to the questions being asked. Participants 

were advised of “ground rules” for the discussion, which included the role of the 

moderator and what constitutes appropriate participant behavior. They were then 

reminded that they were being recorded. 

To begin the discussion, participants introduced themselves to one another and to the 

moderator. They were then led through the research questions in the moderator’s guide, 

which focused on issues such as general attitudes about bicycle and pedestrian safety, 

knowledge of U.S. traffic laws, sources of information about these laws and safety issues, 

and overall interest in this topic. 

2. Recruitment Process for Focus Groups 

The Media Network designed recruiting screeners to make sure that participants in the 

focus groups fit the profile of respondents FHWA/NHTSA was seeking. We had two 

different group types in each city: Hispanic pedestrians and Hispanic bicyclists. Our goal 

was to have approximately eight to nine participants in each group. The Media Network 

worked with partners from its own proprietary database, community centers, and other 

local organizations (including local biking associations) to obtain names of people who 

fit the criteria to participate in these focus groups (Spanish-speaking Hispanic males and 

females, over the age of 18, who were regular walkers or bicycle riders). Our goal was to 

create diverse groups of respondents in each city. Potential participants were contacted 

by telephone and were screened to verify their eligibility. See the Appendix for the 

screeners used in this project. 

Eligible participants were invited to participate in the groups, and were assured of the 

personal confidentiality and research-oriented purpose of the groups. These participants 

were not informed of the sponsor of this project. Confirmation letters with the time and 

location of the group were sent to all participants, as well as directions to the facilities 

where the groups were being held. Participants were called the night before the sessions 

to remind and encourage them to attend. 

3. Profile of Participants 

All persons selected to be in a focus group described themselves as Latino or Hispanic 

and indicated that they spoke Spanish at least “some of the time” at home. The focus 

group discussions were held in Spanish. To participate in the pedestrian focus group they 

had to indicate that they walked a half mile or more at least twice a week. To be in the 

bicycle focus group they had to indicate that they rode a bicycle at least once a week. 
Center for Applied Research, Inc. 40

A total of 62 persons, 28 males and 34 females, participated. Thirty-five persons 

participated in the four pedestrian focus groups and 27 persons participated in the 4 

bicycle focus groups. 

Eleven participants were from Puerto Rico; 7 from Cuba; 6 from Mexico; 5 from 

Columbia; 4 each from Argentina, Guatemala and Peru; and 3 each from Ecuador, El 

Salvador and Nicaragua. The remaining participants were from other South and Central 

American countries. 

The median age category was 40-49 years old, with 30-39 years being the modal age 

category. 

Most (18) of the respondents reported having a high school degree or a GED. Fifteen had 

a college degree, 12 had some college, 9 had less than a high school degree and 8 

reported having a graduate or professional degree. 

Reported annual incomes were as follows: Less than $15,000 – 15; $15-$25,000 – 12; 

$25-$40,000 – 17; $40-$60,000 – 12; and over $60,000 – 6. 

4. Detailed Findings for Pedestrian Focus Groups 

The findings reported here are from the four groups that focused on issues related to 

Hispanic pedestrian safety. The findings are topically organized. 

a. Where and how often Hispanic pedestrians walk 

Participants reported a variety of walking behaviors. Several do not own a car, and thus 

rely heavily on walking to get them places. Others live within walking distance of places 

they visit regularly, such as church or the grocery store. Still others walk to public 

transportation stops or simply for pleasure or exercise. They reported walking anywhere 

from several minutes a day to several hours a day. Most walk during the daytime, but a 

few reported that they walk at night. There is some sense among these pedestrians, 

discussed later in this report, that Hispanic pedestrians may encounter particular hazards 

in the places they walk that other ethnic groups do not (e.g. in more dangerous areas). 

California pedestrians were asked whether they personally walked along railroad tracks, 

and all group members reported that they do not. They said that in the U.S., railways are 

better protected than in Hispanic countries, with fences and signs that prevent people 

from walking along the tracks. 

b. General awareness of traffic signs and regulations 
Center for Applied Research, Inc. 41

Focus group participants mentioned that they were familiar with several aspects of the 

U.S. traffic system, including various traffic signs, signals, and laws. However, their 

knowledge of these laws and systems was somewhat vague, and most participants could 

not describe in detail the safety systems concerning traffic in the U.S. For example, one 

group member described pedestrian walkways as “those white lines,” while another 

indicated awareness of the crosswalk buttons, but skepticism regarding whether they 

really worked. Likewise, some pedestrians did not have specific ideas about what 

constitutes appropriate pedestrian behavior. For example, many signs are only in 

English, which creates confusion for new immigrants in particular. Additionally, in the 

U.S. system most signs are for drivers, so pedestrians report that they are not always sure 

what they are supposed to do (e.g. many participants reported initial confusion regarding 

what the blinking hand meant at a crosswalk). 

c. Sources of information about traffic signs and regulations 

Participants in these focus groups reported that they have few formal sources of 

information available to them about changing traffic laws, and they reported that new 

immigrants have no consolidated source of general traffic information. For example, 

Miami participants said that they have no source of information when laws change, and 

Los Angeles participants said it would take a very prominent public education campaign 

to alert them to changes in laws. Hispanics’ original knowledge about these laws was 

acquired mostly through day-to-day experience and an informal network of friends and 

family members, although a few reported some formal education (e.g. driver’s education) 

regarding these issues, and still others said most of what they know they learned while 

taking the test to get a U.S. driver’s license. Many participants spontaneously mentioned 

that for many Hispanics who are new to the U.S., traffic laws are likely to be confusing 

and unknown. Hispanics appear to self-identify as relatively uninformed about these 

laws, although several participants said Hispanics know no more or less about these laws 

than other ethnic groups. 

d. Pedestrians’ perceptions of danger 

The participants spontaneously reported that some of the places they walk are dangerous 

for pedestrians. For example, they mentioned intersections where cars never stop or 

where cars routinely stop in the middle of crosswalks, places where there are few traffic 

signals or where cars ignore signals, places where there are no sidewalks, and places 

where the time for pedestrians to cross the street is insufficient. Pedestrians also report a 

lack of respect in general from motorists, and cite bicyclists as a cause for concern. 

Many report having been in accidents with bicyclists. While they see walking as 

something of a hazard, often there is no alternative. 

e. Safety measures and safety precautions 
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These pedestrians reported a variety of precautions that they take to make themselves 

safer. Most reported that they do not wear fluorescent clothing or reflectors to make 

themselves more visible, although a few do use these devices or substitutes of their own 

devising. [An exception was in Los Angeles, where most group members said they do 

wear lighter colored clothing to make themselves more visible.] A few also said that they 

simply avoid walking at night, or in bad weather. Pedestrians who did not currently use 

reflective clothing are willing to consider this behavior. Other safety measures employed 

by pedestrians include making sure there is an appropriate distance between themselves 

and cars before crossing the street, being aware of weather and general driving 

conditions, or trying to make visual contact with drivers to ensure drivers were aware of 

their presence. 

f. Risk-seeking behaviors among pedestrians 

These participants were most comfortable discussing behaviors that they see other 

pedestrians engaged in that might be unsafe, as opposed to providing specific examples 

of what they do which is risky. There is a general awareness that pedestrians can cause 

accidents doing things such as crossing in the middle of a street, or not waiting for the 

appropriate time to cross. Participants did not think that Hispanics were more likely to do 

these things than other ethnic groups. In terms of personal risky behaviors, many 

pedestrians report that they have jaywalked. While they know this is dangerous, they do 

this because they are in a hurry. Finally, some pedestrians said that they have seen other 

people walk after drinking. New York participants said this was common, and at least 

one person admitted having done this. In Miami, participants said they had only heard of 

such behavior and never engaged in it themselves. In Los Angeles, one person said he 

used to do this, but no longer does, and another reported that a man in his building does 

this all the time. 

g. Personal knowledge of accidents 

About a third of these participants had knowledge of someone who had been involved in 

an accident while a pedestrian. These included personal incidents, incidents involving 

friends and family members, and incidents they had observed. Some of the accidents 

were serious (one participant knew of someone who had been killed and another where a 

man’s leg was broken), but they also reported minor incidents. The crashes involved 

pedestrians and cars and pedestrians and bicycles. Some of these accidents were reported 

to the police, while others were not. There is some reluctance to report such accidents 

because of fears of the police and concerns about immigration status. The causes of these 

accidents include parents not monitoring their children’s behaviors and drivers failing to 

follow traffic laws. Additionally, one participant reported almost getting in an accident 

because he was distracted and thinking about other things. 
Center for Applied Research, Inc. 43

h. Groups seen as most likely to be in an accident 

Focus group participants mentioned three main groups of people likely to be involved in 

accidents: young children, because they do what they want and tend not to pay attention; 

older people, because they move slower; and, recent immigrants, because they don’t 

know U.S. traffic rules as well and tend to work in more dangerous areas. While there is 

a great deal of agreement that children and seniors are more at risk, participants were 

more divided as to whether recent immigrants really are at increased risk. Some 

participants argued that recent immigrants are very alert because they are in an unfamiliar 

situation, while others said these immigrants simply cannot compensate for the fact that 

they do not know U.S. laws as well as native-born Americans or people who have been in 

the U.S. longer. 

i. General Hispanic cultural differences 

Focus group participants reported several general cultural differences that pertain to 

Hispanic pedestrian safety. They say that many Hispanics come from rural areas, and 

that adapting to city life in the U.S. takes time. Likewise, many Hispanics who come to 

this country do not know English well, or do not understand U.S. traffic patterns (see next 

section for more information on this topic). Hispanics also feel they are more likely to 

walk because they are poorer. Additionally, they report that many Hispanics may be 

afraid to report accidents to the police, because they do not know English or the U.S. 

traffic system well, and because some immigrants are in this country illegally. There is 

also a general sense that Hispanics may take more risks than other ethnic groups, due in 

part to an attitude of fatalism (i.e. “if it’s meant to happen, it will happen”), which may 

mean that this population engages in more risk-seeking behaviors. One participant also 

said that Hispanic culture makes Latinos more likely to be rowdy while drinking alcohol, 

which could lead to more accidents. At the same time, some participants said that 

Hispanics are more alert here than in their own countries, because they are more aware of 

these issues. 

j. Differences in traffic between Latino countries and the U.S. 

These pedestrians had very energetic discussions about the differences between traffic 

patterns and traffic signs in the United States vs. in Hispanic countries. A primary 

difference is that there is more traffic in general in the United States. In addition, one of 

the most consistently reported differences is that traffic rules are enforced much more 

stringently in the United States, and, in general, traffic is more regulated in this country. 

Several participants also mentioned that the U.S. system is less corrupt. For the most 

part, traffic signs are the same in Latino countries as in the U.S. However, participants 

said that there are more traffic signs in the U.S., and that sometimes these signs are 

located in different places than they are in their home countries, or have text written in 

English that they do not understand. Participants specifically mentioned problems with 

knowing what to do at a crosswalk, with the yield sign, and with pedestrian crossings 

marked “walk” or “don’t walk” (as opposed to using symbols). Finally, some 
Center for Applied Research, Inc. 44

participants said that Hispanics are worse drivers than other Americans, and that, 

subsequently, Hispanic neighborhoods are more dangerous places to be a pedestrian. 

Hispanic neighborhoods are also said to be more crowded, with more kids in the streets, 

and “less respect” for traffic laws than in non-Hispanic neighborhoods. 

k. Country of origin differences 

Participants agreed that country of origin might also matter, although they found it 

difficult to come up with specific examples of differences. Essentially, they reported that 

each Hispanic culture is unique, and, because of this, different Hispanics bring varying 

expectations to being a pedestrian in the United States. Additionally, each person has a 

different background and education, and these factors are also related to knowledge and 

behaviors. However, we found in the groups a great deal of consistency in the answers 

people provided, indicating that country of origin differences are likely not very 

significant contributors to this issue, and are likely overshadowed by general cultural and 

language differences between Hispanics and non-Hispanics. 

l. Safety solutions: Fines and tickets 

In thinking about the problem of Hispanic pedestrian safety, one immediate solution 

offered by group members was that traffic laws needed to be more strictly enforced. 

Participants were not clear as to whether it was drivers, pedestrians, or both who needed 

to be subject to more stringent fines. The general sense was that even though the U.S. 

was more regulated in this regard than Latino countries, laws are still relatively lax 

regarding enforcement. They believe that issuing tickets with associated fines would 

improve the behaviors of drivers and pedestrians. Fines should be at least $40 for 

infractions such as jaywalking, and many people in the groups supported even higher 

fines. 

m. Safety solutions: Respect and education 

Another common solution offered to this problem was the need for more general respect 

and education among pedestrians and drivers. Partly, this is tied to a need to recognize 

that certain behaviors and practices are dangerous. However, pedestrians, and recent 

immigrants in particular, need more traffic safety education. For example, this education 

could explain what crosswalks are, and what the crosswalk symbols mean. Pedestrians 

also thought that it was important for drivers to respect pedestrians, including yielding to 

pedestrians and being alert for pedestrians. 

n. Overall interest 

Participants said that they were personally interested in this topic, and that the Hispanic 

community in general would also be interested in this issue. However, this issue was not 

seen as more pressing than other social concerns (e.g. crime or education). The most 

compelling statistic seems to be that Hispanics are significantly overrepresented, by a 

factor of two, in such crashes. This statistic makes people interested in this topic. 
Center for Applied Research, Inc. 45

o. Hispanics’ suggestions for public outreach on this topic 

Participants mentioned several places they would like to see more information on this 

issue distributed. These places include television (e.g. Univision), radio, public transit 

stations, commercials, soap operas, soccer games, PSAs, churches, schools, and 

supermarkets. All such materials should be bilingual. Participants are not interested in 

receiving information via the Internet. Materials also should include graphics and other 

visuals, and not rely too heavily on text. Participants also had some ideas for the content 

of such a campaign. These include stopping at every light, looking both ways before 

crossing the street, obeying the laws, respecting the lights, crossing only in pedestrian 

walkways, and education about what to do at yellow lights and about how cars can slide 

in snow and bad weather. 

5. Detailed Findings for Bicyclist Focus Groups 

The findings reported here are from the four focus groups that focused on issues related 

to Hispanic bicycle safety. The findings are topically organized. 

a. Where and how often Hispanic bicyclists ride 

Participants reported a range of bicycling behaviors. Many rely on their bicycle as a 

means of transportation to get to and from work, to run errands, and for leisure activities 

or exercise. One participant reported using his bicycle for work as a bicycle courier in 

New York. Some participants combined their riding with other forms of transportation 

(e.g. the bus), and were more likely to use alternative transportation in bad weather or at 

night. They reported biking anywhere from fifteen minutes to an hour per day, with the 

exception of the bike messenger who reported riding eight to ten hours each day. 

Although most riding occurs during the day, one participant did enjoy riding at night, 

when there was less traffic. There was a wide range of rider characteristics, with 

participants having been bike riders anywhere from a few months to 25 years. Some 

participants believed that Hispanics were more likely to ride bikes than other ethnic 

groups, because they tend not to own cars as frequently. 

b. General awareness of traffic signs and regulations 

Participants in all cities reported that they are familiar with some aspects of the traffic 

system, including traffic signs, signals, and laws. However, their knowledge was 

somewhat vague, and many had questions about whether their recollections of the law 

were correct and what specific things the law required. For example, is it legal to ride on 

sidewalks? This is in contrast to pedestrians, who generally reported that they know the 

laws, but do not always follow them (an exception is that crosswalks were not well 

understood by either group). Other bicyclists had an awareness of the law, but reported 

that they felt safer sometimes breaking the law, e.g. riding against the traffic flow, riding 

on sidewalks, or crossing in the middle of the street. 
Center for Applied Research, Inc. 46

c. Sources of information about traffic signs and regulations 

Participants in these focus groups reported that there are several disparate sources of 

information for bicyclists about traffic laws and signs, but there is nowhere they can 

acquire general information on this topic. They mentioned that they currently receive 

information from the news, bicycle associations, newspapers, the Internet, police officers, 

or through personal experience. The groups felt that biking rules are not well publicized; 

several participants even questioned if such rules existed. Group members were 

interested in learning more about biking laws in general; in particular, they want to know 

more about their rights as bicycle riders. They would like such materials to be available 

to them in Spanish. 

d. Bicyclists’ perceptions of danger 

These bicyclists reported a variety of situations and places that they considered 

threatening or dangerous. For example, they mention that there is often not enough room 

for bicyclists on the streets, and, subsequently, cars pass too close to them. They also 

note that often there are no pathways or signs to indicate where they should go. Other 

concerns include: intersections where vehicles turn on red lights; bad weather or riding at 

night; children who run into the street; hostility from drivers; areas with too much traffic; 

inconsistent bike lanes; construction areas; numerous pedestrians in crosswalks; and, a 

lack of security in certain neighborhoods. These dangers make them more likely to 

disobey the law, which, in certain situations, makes them feel safer. For example, 

bicyclists sometimes prefer to ride against the traffic, even though they know they are not 

supposed to do this. Almost all bicyclists agreed that there were numerous safety 

concerns for bicyclists, even leading to some reluctance to think about these risks. One 

participant noted: “I don’t think of anything, so that I don’t become nervous.” 

e. Safety measures and safety precautions 

These participants reported being aware of a variety of safety measures. Some 

participants used such measures, while others did not, for reasons such as cost, 

appearance, and discomfort. Safety measures mentioned include: respecting the signs 

and laws; finding safer routes where there was less traffic or specific bike paths; walking 

across intersections after pedestrians and cars have passed; watching car signals; being 

alert by making eye contact with cars and looking over your shoulder; checking brakes; 

wearing proper shoes and helmets; and, reducing speed as they approach corners. At 

nighttime or in adverse weather conditions, most participants reported that they take extra 

precautions such as wearing reflective clothing, using lights on their bikes, or riding on 

the sidewalk. However, only a few participants reported that they avoid going out at 

these times. Hispanic bicyclists, then, appear to take more safety precautions than 

Hispanic pedestrians, but such precautions are still far from universal. Bicyclists also 

offer several suggestions to improve safety. These include: the need for more bicycle 

repair shops; the need for more affordable safety devices; adding mirrors to bicycles; 
Center for Applied Research, Inc. 47

adding places to store a bicycle in the city; and, creating and offering a formal bicycle 

course for new immigrants. 

f. Risk-seeking behaviors among bicyclists 

These participants openly discussed some of their biking behaviors that might pose a 

hazard to themselves or others. For example, many reported actions such as crossing the 

street where there is not an intersection, not stopping for red lights, not wearing safety 

gear, and being careless at times. Additionally, a few participants admitted to riding their 

bicycles after drinking alcohol. These risk-seeking behaviors were not seen as 

particularly harmful by group members, and, in some cases, bicyclists reported that they 

felt justified in their behaviors. These behaviors seem to be motivated by convenience 

and a desire to save time. In fact, some participants even said that when they are biking 

certain places (e.g. to work) they will not take safety precautions if these measures add 

time to their commutes. 

g. Personal knowledge of accidents 

About half of these participants reported that they had knowledge of someone (including 

themselves) who had been involved in an accident while a bicyclist. These included 

personal incidents, incidents involving friends, family members and colleagues, and 

incidents they had observed. While pedestrians are sometimes involved, most crashes 

seem to occur between bicyclists and cars; however, bicyclists cite pedestrians as the 

cause of several crashes. These crashes occur quite often: one participant in New York 

reported that he personally had “near misses” daily. Indeed, the New York group 

reported more accidents than participants in any other city. Causes of accidents 

mentioned included car passengers opening doors in the path of bicyclists, poor road 

conditions, dogs, children running in front of bicyclists, and car drivers running red lights 

or not noticing bicyclists in crosswalks. Some accidents were reported to the police, but 

most were not. Hispanics appear to be less likely to report accidents for a variety of 

reasons. These include: Hispanics are less likely to know their rights or to have proper 

legal documents; Hispanics experience language barriers; some Hispanics are afraid of 

U.S. police; and, Hispanics may have a cultural belief that such crashes should not be 

handled by the police. 

h. Groups seen as most likely to be in an accident 

Overall, focus group participants reported children as most likely to be in an accident, but 

also mentioned new immigrants, seniors, and those who are less informed about the laws 

as being at increased risk. Hispanics are not seen as more likely to be in accidents than 

other groups. 
Center for Applied Research, Inc. 48

i. General Hispanic cultural differences 

Focus group participants reported several general cultural differences that affect bicyclist 

safety in the Hispanic community. They say that the U.S. in general is quite different 

from Latino countries, including differences in language and weather. Additionally, 

these Hispanics reported that their culture encourages fatalism and risk taking, although 

they try to avoid accidents. They say that Hispanics often have more dangerous jobs than 

non-Hispanics, and that Hispanic neighborhoods in the U.S. are less safe because of 

limited respect for bicyclists, increased crime, and a higher population density. At the 

same time, they do not think that Hispanics are any different than anyone else, and some 

people feel safer in Hispanic neighborhoods. 

j. Differences in traffic between Latino countries and the U.S. 

These bicyclists seemed to agree that basic traffic laws are similar between the U.S. and 

their home countries, but also that laws are enforced more stringently in the U.S. 

Therefore, they report that many Hispanics are not used to obeying traffic laws. 

Additionally, automobile ownership is more common in the U.S., and many Latinos who 

immigrate to this country have never driven before, putting them at a disadvantage in 

understanding the behavior of cars. Additionally, Hispanics report that traffic and people 

move at a quicker pace in the U.S., and that they are not very familiar with some U.S. 

traffic signs. For example, walkways and crossways were unfamiliar to many of these 

participants, as are any signs where the text is only in English. Seasonal differences were 

also somewhat unfamiliar to these participants, most of whom come from warmer clients. 

A few respondents downplayed these differences, however. 

k. Country of origin differences 

Participants agreed that although each Hispanic culture is unique, cultural differences as 

they pertain to bicycle safety are relatively minor. They report that Hispanics share much 

in terms of core traits, religion, and language. 

l. Safety solutions: Signs and pathways 

In thinking about these bicycle safety issues, participants felt it would be beneficial to 

have clear and helpful signs for bicyclists. They think these signs will be most helpful if 

they rely on graphics, and not text, to convey information. In addition, they felt that 

additional pathways for bicyclists would help them to avoid pedestrian and car accidents, 

and that these pathways need to be well marked. As noted above, and also in the 

pedestrian group, a better explanation of crosswalks and walkways for pedestrians and 

bicyclists would also be helpful for Hispanics. 
Center for Applied Research, Inc. 49

m. Safety solutions: Respect the traffic code 

Another common solution was the need for general respect and education among 

bicyclists. As was mentioned earlier, participants felt that it would be helpful to create a 

bicycle education class for new immigrants, where information could be disseminated in 

a way that is easily understood. Overall, they added that there must be a mutual respect 

on the roads between cars, bicycles, and pedestrians. They emphasized that bikers need 

to be alert, careful, and respectful. 

n. Overall interest 

Overall, participants expressed interest in this topic. However, traffic safety concerns are 

not as important as basic needs such as health, education, and immigration. Still, 

participants would be receptive to additional information on this topic, especially 

information designed for new immigrants where they perceive a great need. 

o. Hispanics’ suggestions for public outreach on this topic 

Participants mentioned several places they would like to see more information on this 

topic. These include: media outlets (radio, newspaper, television, and magazines); 

doctor’s offices; churches; schools; community centers; bus shelters and other public 

transit areas; the Internet; supermarkets; libraries; Hispanic neighborhoods; motor vehicle 

offices; and, bike stores. They also thought that word of mouth would be a good way to 

spread this type of information. Advertising campaigns with commercials, posters, 

flyers, bumper stickers, and a bicycle race to raise awareness were also suggested as ways 

to reach the community. Participants also felt that it was important to produce manuals 

and maps for bicyclists with more information. Nearly all participants felt that materials 

should be bilingual, and they emphasized the need for “simple language messages, so that 

everybody can understand.” They also thought materials should be specifically targeted 

to children. They expressed the desire for information on “laws,” “precautions,” “risks,” 

and “positive and negative things about [being] a bicyclist.” Finally, the education of 

drivers on bicycle safety was seen as critical. 

6. Focus Group Main Findings 

The main findings from the focus groups are consistent with the findings from the 

partnership calls: Hispanics in the focus groups had not given much thought to these 

issues, but, when brought to their attention, they find them interesting and important. 

Participants were especially interested in the fact that Hispanics are overrepresented in 

pedestrian and bicycle accidents. The Hispanics in these groups see cultural differences 

as a main potential cause of accidents among Hispanics, and cite major differences in 

traffic laws and enforcement between Latino countries and the U.S. They report a 

general lack of education on these issues, and few Spanish-language sources of 

information. Basic information designed for Spanish speakers on this topic would be 

greatly appreciated and well received by these audience groups. Additionally, 
Center for Applied Research, Inc. 50

participants said that new immigrants are particularly in need of such information. 

Participants did not think any one particular group of Hispanics (e.g. Mexicans, Puerto 

Ricans, and Central Americans) was most at risk, however. 

The main findings from the focus groups are: 

 There are significant cultural differences that affect how Hispanics behave as 

pedestrians and bicyclists in the United States. Participants told us that traffic rules are 

enforced more stringently in the United States than in Latino countries, that the U.S. has 

more signs and regulations than Latino countries, and that police officers in the U.S. are 

less corrupt. In general, participants said that these differences made Hispanics more 

prone to “disorder” (e.g. jaywalking), and less likely to report accidents when they do 

happen. They said that Hispanic neighborhoods in the U.S. are also more disorderly as a 

result, and that these neighborhoods may also be home to more accidents. 

 Many features of the U.S. traffic system appear to be somewhat unfamiliar to 

Hispanics. Participants told us that many signs are the same across cultures, but that 

signs that rely heavily on writing in English can be confusing (e.g. the Yield sign or 

Walk/Don’t Walk signals). Participants also told us that traffic moves faster in the U.S., 

and complained about inadequate amounts of time to cross the street in this country. 

Crosswalks appear to be less common in Latino countries. 

Participants told us that new immigrants, in particular, are unfamiliar with U.S. traffic 

laws, placing them at potentially higher risk. 

 While U.S. drivers were seen as more respectful of pedestrians and bicyclists than 

those in Latino countries, participants still complained about a lack of respect from 

drivers. This is particularly a concern because Hispanics said that socio-economic 

disparities make them less likely to be drivers, and because in a crash “the car always 

wins.” 

 Hispanic pedestrians and bicyclists reported that there is a lack of basic information 

on pedestrian and bicycle safety. Much knowledge on this topic appears to be spread 

informally peer to peer, and the result is vague knowledge about laws. This is especially 

pronounced among cyclists. All groups indicated that they have limited ways to learn 

such information. Many group members said their main source of such knowledge (other 

than their peers) was taking the driver’s exam. Materials in Spanish are particularly 

lacking. 

 Participants reported that they sometimes knowingly do things that put them at risk. 

For example, almost all participants in the pedestrian group had jaywalked, and many 

cyclists say they do not always stop when it is required. These behaviors are primarily 

motivated by a desire to get to one’s destination faster, and, to a lesser extent, by a belief 

in fatalism or destiny. In some cases, however, participants reported breaking the law to 

feel safer (e.g. biking on the sidewalk if the street is very busy). 
Center for Applied Research, Inc. 51

 Participants do take some safety precautions, such as trying to be alert, making eye 

contact with drivers, or wearing safety gear (e.g. helmets for bicyclists) or brightly 

colored clothing. Some behaviors are more common than others are, however. For 

example, most bicyclists did not report wearing helmets. 

 Pedestrians and bicyclists both cite automobiles as a primary cause of crashes and 

participants strongly believe that education on this topic needs to involve drivers as well 

as pedestrians and bicyclists. In addition, pedestrians cite bicyclists as a cause of crashes, 

and bicyclists cite pedestrians (especially children) as a cause of crashes. A lack of safe 

places to walk and ride is another cited cause of crashes. 

 Crashes are likely underreported for Hispanic pedestrians and cyclists. Many 

participants cited fear of the police and illegal immigration status as reasons Hispanics 

may not contact the police. Additionally, they say that reporting crashes is much less 

common in Latino countries. However, all examples of serious accidents mentioned in 

the groups (e.g. fatalities) were reported to the authorities. 

 Children, senior citizens, and recent immigrants were all thought to be more at risk of 

getting in crashes than other groups because of their lack of awareness, lack of mobility, 

and lack of acculturation, respectively. Focus group members did not think that country 

of origin made a significant impact in pedestrian or cyclist behaviors, and participants in 

all four cities identified similar themes and issues. 

 Group members thought that additional education on this topic and fines would help 

to address this problem. They felt that Hispanics need to be educated concerning U.S. 

traffic and safety rules. This education should take the form of booklets, guides, 

advertising, and other information campaigns. At the same time, monetary fines ($40-

$75) were also seen as an effective way to underline the seriousness of such violations. 

Many participants said the only way they would learn would be to “get a fine.” 
Center for Applied Research, Inc. 52

V. Conclusions and Recommendations

Hispanic immigrants and persons of Hispanic descent are involved in a disproportionate 

number of pedestrian and bicyclist crashes. Hispanics represent the fastest growing 

population group in the United States. The Federal Highway Administration and the 

National Highway Traffic Safety Administration (FHWA/NHTSA) should target 

pedestrian and bicyclist safety programs for Hispanics. 

 Local pedestrian and bicycle safety programs targeted at Hispanics should focus on 

the specific pedestrian/bicyclist problems being experienced in each community. 

Pedestrian and bicycle safety problems in Hispanic communities may be different than 

those elsewhere. For example, the national pedestrian and bicyclist crash statistics 

suggest that Hispanic children are less involved than non-Hispanic children but that 

Hispanic young adults are more involved. It also appears that Hispanics of Mexican 

origin and Hispanics of Central/South American origin are more involved in pedestrian 

and bicyclist crashes. The role of alcohol in both pedestrian and bicyclist crashes should 

also be addressed. 

 FHWA/NHTSA should consider designing and implementing a campaign for 

Hispanic pedestrians, bicyclists, and drivers around the idea of “respect.” This respect 

needs to flow mutually among all parties, and should include respect for the law as well. 

Such a campaign should be broadly targeted, but should include Spanish and bilingual 

materials. 

 Hispanics, and recent immigrants in particular, need information that is bilingual and 

that clearly explains common U.S. traffic laws, signs, rules, and behaviors. Such a guide 

should be available in Hispanic community centers, government offices, schools, and 

other locations. A guide should also explain the various safety devices that are available, 

how they work, and what they cost. 

 Information campaigns for Hispanics should focus on the need to obey U.S. traffic 

laws such as stopping at lights and crossing only in crosswalks. Other topics that are 

likely to be of interest to Hispanics include information on how cars react to snow and 

ice, how to use crosswalks, pedestrian/cyclists rights and responsibilities, and that 

Hispanics are more likely to be involved in such crashes and therefore need to be more 

alert. 

 Focus group members emphasized the importance of using graphics on traffic signs 

for non-English speakers and low literacy individuals, and indicated that they might be 

more willing to use safety devices (e.g. bicycle helmets) if such devices were available 

for free or at a reduced cost. 

 Additional research is needed to more precisely target the characteristics of Hispanics 

involved in pedestrian and bicyclist crashes. It is not known if the Hispanics that are 

involved in these crashes are born in this country or if they are immigrants - documented 
Center for Applied Research, Inc. 53

or undocumented. This information is needed in order to identify the target population of 

safety efforts and develop effective programs and messages. 

 Additional research is needed to determine the kinds of crashes – both pedestrian and 

bicyclist – that Hispanics experience. Crash typologies – both pedestrian and bicyclist – 

were developed over 30 years ago, before there was a significant Hispanic presence in 

this country. Detailed accident causation research is needed to determine if existing 

accident typologies are adequate or if additional accident types are being experienced by 

Hispanic pedestrians and bicyclists. 

 The detailed analysis of the Fatal Accident Reporting System data in this report 

showed that non-Hispanic Blacks, as well as Hispanics, are over-represented in many 

kinds of pedestrian and bicyclist crashes. Additional research is needed to determine if 

significant safety benefits can be obtained by targeting non-Hispanic Blacks and other 

minority groups. 
Center for Applied Research, Inc. 54

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