Floyd County Thoroughfare Plan - Floyd County Indiana - State of ...

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Floyd County, IndianaFloyd County Thoroughfare PlanSection 2–Needs Identification3. County Line RoadTable 2.03-8 shows the results of the AM and PM intersection operations assessment forthe County Line Road study area. The intersections currently operate at acceptable levels.LocationCounty Line Road andCharlestown RoadGrant Line Road andChapel LaneOverallIntersection OpsLOS ALOS CIntersection OperationsAM Peak HourPM Peak HourLOS FOverallMovement(s) Intersection OpsLOS ALOS CLOS FMovement(s)Note: NBL = Northbound Left NBT = Northbound Through NBR = Northbound RightSBL = Southbound Left SBT = Southbound Through SBR = Southbound RightEBL = Eastbound Left EBT = Eastbound Through EBR = Eastbound RightWBL = Westbound Left WBT = Westbound Through WBR = Westbound RightTable 2.03-8 Existing Intersection Operations from Synchro/SimTraffic along CountyLine RoadTurning movement volumes used for the existing operations modeling are located in Appendix A.Detailed results of existing traffic operations modeling are located in Appendix B.C. Crash AnalysisCrash data was obtained for the three study areas from January 1, 2005 through January 23,2007. In rural areas, crash rates are typically analyzed along corridors. They are expressed as thenumber of crashes per 100 million vehicle miles. Corridor crash rates in the study areas are shownin Table 2.03-9.LocationDailyVMTTotalCrashesInjuryCrashesFatalCrashesTotalRateInjuryRateFatalRatePaoli Pike 55,440 92 19 0 220 46 0Old Vincennes Road–US 150to Edwardsville Galena Road26,600 81 11 0 404 55 0Statewide Rates for LocalRoads, 2003-05-- 11,190 2,282 118 436 87 1.16Crash Rates per 100 Million Vehicle MilesTable 2.03-9 Corridor Crash Rates January 1, 2005 to January 23, 2007Both corridors analyzed experienced crash rates lower than the statewide average. The OldVincennes Road total crash rate is approaching the statewide rate.Crash rates for intersections are typically expressed as the number of crashes per one millionvehicles entering the intersection. Intersection crash rates are shown in Table 2.03-10.Prepared by Strand Associates, Inc. ® 2-14KRH:pll\S:\@SIECO\001--050\046\008\Wrd\Thoroughfare Plan\Draft 07-19-07\S2-Needs Identification 07-19-07.doc\072007
Floyd County, IndianaFloyd County Thoroughfare PlanSection 2–Needs IdentificationLocationDailyEnteringVehiclesTotalCrashesInjuryCrashesFatalCrashesTotalRateInjuryRateFatalRateUS 150 and Old Vincennes Road 30570 44 10 0 1.91 0.43 0.00US 150 and Lawrence BanetRoad35860 2 0 0 0.07 0.00 0.00US 150 and Luther Road 25570 21 10 0 1.09 0.52 0.00US 150 and Edwardsville-GalenaRoad24610 7 1 0 0.38 0.05 0.00SR 62 and Corydon Ridge Road 9280 5 1 0 0.72 0.14 0.00SR 64 and Baylor WissmanRoad17090 5 1 0 0.39 0.08 0.00Scottsville Road and St. Mary’sRoad8670 5 2 0 0.77 0.31 0.00INDOT Threshold forIntersections-- -- -- -- 2.00 -- --Crash Rates per Million Vehicles Entering the IntersectionTable 2.03-10 Intersection Crash Rates January 1, 2005 to January 23, 2007An intersection crash rate of 2.0 crashes per million vehicles entering is often established byINDOT as the threshold above which safety improvements may be considered/investigated. Noneof the intersections studied exceeded this safety threshold. Additional crash analysis data islocated in Appendix A.2.04 FUTURE LAND USE AND TRAFFIC FORECASTINGThe Kentuckiana Regional Planning and Development Agency (KIPDA) is the MetropolitanPlanning Organization (MPO) for the Louisville, Kentucky area, which includes Floyd County,Indiana. As a MPO, KIPDA has developed a travel demand model for the major roadways in theLouisville metropolitan area. To project future traffic, this demand model includes forecasted futureland uses in the Louisville metropolitan area. Using these models KIPDA provided projected 2030Average Annual Daily Traffic (AADT) for all the major roadways in the three study areas. Severalof the minor approaches at the study intersections are not included in the KIPDA demand models.The future traffic volume for these approaches was estimated by averaging the growth of theknown approaches at the intersections and then applying the calculated growth factor to thecurrent estimated approach AADT’s to generate future AADT’s. Figure 2.04-1 shows the currentand KIPDA projected AADT’s in the study areas. The KIPDA AADT’s were used to develop growthfactors for the turning movement data collected. These growth factors were applied to the 2007turning movements to determine estimated 2030 turning movement volumes. The original turningmovement data, traffic growth factors, and projected 2030 turning movements are located inAppendix A.Prepared by Strand Associates, Inc. ® 2-15KRH:pll\S:\@SIECO\001--050\046\008\Wrd\Thoroughfare Plan\Draft 07-19-07\S2-Needs Identification 07-19-07.doc\072007
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