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miles traveled on each minor arterial roadway segment. A crash occurring within an intersection is included in the crash rate calculations for each of the roadway segments leading into the intersection. Intersection - based crash rates are displayed as the number of crashes per million vehicles entering the intersection. Table 5.15 lists the average crash rates calculated by MnDOT for each roadway type within the Metro District. The following general observations can be made from this information: The largest numbers of crashes are occurring along I -35W and TH 36. Freeways are typically frequent crash locations. This is not surprising, given the high traffic volumes through these areas and the merge/ weave maneuvers required. The highest three intersection crash rates are at the intersections of Rice Street and Larpenteur Avenue, Rice Street and County Road B, and County Road B and Snelling Avenue. The interchange of Fairview Avenue N with TH 36 has also experienced a large number of crashes. The roadway segments with the highest crash rates are County Road B between TH 280 and Cleveland Avenue and County Road B between Fairview Avenue and Hamline Avenue. The MnDOT crash data files are such that individual intersections, areas, or corridors can be analyzed in detail. For each given study area, crashes can be sorted/ analyzed in terms of severity of accident and other factors. For severity, the categories range from fatality to property (vehicle) damage only. The primary types of intersection conditions and/or deficiencies will lead to different patterns of crash types. Non -Motorized Transportation Non -motorized transportation facilities are considered a vital part of the City's transportation system. For the purposes of this Transportation Plan, non -motorized transportation is defined as walking, jogging, and cycling. While special consideration should be given to the accommodation of those who wish to use a different form of non -motorized transportation, it is believed that walking,jogging, and cycling are the most dominant modes. The City's non -motorized transportation network consists of nearly 102.57 miles of on- and off-road pathways. Pathways are broken into the following types: foot paths, sidewalks, trails, and striped shoulder. To see the locations of these pathways, see Figure 5.9. The system has been designed and coordinated to provide connections with neighboring cities and regional corridors. The non -motorized transportation network serves a variety of purposes and users, including recreational, commuter, and shopping trips. The network simultaneously serves walkers, joggers, cyclists, and persons with disabilities. Commuting bicyclists can play an important role in helping to reduce congestion during several months of the year. In addition, many of the users of the pathway system may be young children for whom additional safety measures may be desired. To ensure the highest level of efficiency and safety in the network, it is critical to consider the needs of all users. The need is for a congruent system that links the existing non -motorized facilities with each other, creating a grid not unlike the street network. The goal is to provide a safe alternative to the automobile that can provide access as conveniently and efficiently as that allowed for the automobile. Every street within the city should have a facility that provides safe travel for light traffic, i.e. pedestrians, cyclists and in-line skaters, whether it's a shared on -road facility or separated off-road facility. The City's pathways can be classified into various functional categories based on their design and intended purpose. However, the classification system is not as rigid as the system applied to roadways. Roseville has 75.35 miles of off-road pathways. These pathways are broken into three types: footpath, sidewalk, and trail. There are 6.42 miles of footpaths within city parks. These are constructed of woodchips, aggregate, and boardwalks. They meander through natural areas and are well suited for recreational use. Roseville also has 36.4 miles of sidewalks, most ofwhich are adjacent to roadways and within commercial areas. These are likely to be utilized primarily by those walking or by inexperienced cyclists. Nearly every walking or jogging trip whether recreational, utilitarian, or both, is likely to rely on sidewalks for a portion of the trip. In addition to recreational use by walkers and joggers, these facilities are likely to be used to access specific destinations for work or shopping purposes. They are not likely, however, to be attractive routes for experienced cyclists who may prefer more direct routes, smooth riding surfaces, or the ability to travel faster than is reasonably safe on sidewalks. Roseville also has 32.5 miles of off-street trails that may be attractive routes for cyclists in addition to walkers andjoggers. Some trails are better suited to recreational cyclists while others are attractive facilities for bicycle commuters or other utilitarian bicycle trips. These 2030 Comprehensive Plan Adopted: October 26, 2009 Transportation I 5-19