11. Ac c iden t An al ysis Ac c iden t An al ysis - OKI
11. Ac c iden t An al ysis Ac c iden t An al ysis - OKI
11. Ac c iden t An al ysis Ac c iden t An al ysis - OKI
- No tags were found...
Create successful ePaper yourself
Turn your PDF publications into a flip-book with our unique Google optimized e-Paper software.
89%%&& + A review of acc<strong>iden</strong>ts in the Dixie Highway Corridor, from Pike Street in Covington, Kentuckyto Turfway Road in Florence, Kentucky, was conducted to assess causes and potenti<strong>al</strong> remedies.Crash reports were reviewed for the years 2001-2003 were obtained from the police departmentsin the cities listed below:• Covington• Crestview Hills• Edgewood• Elsmere• Erlanger• Florence• Fort Mitchell• Fort Wright• Lakeside Park• Park Hills<strong>Ac</strong>c<strong>iden</strong>ts at both intersections and mid-block locations were an<strong>al</strong>yzed. The crash reports werecollated to provide detailed acc<strong>iden</strong>t information for each intersection. These summaries wereused to prioritize intersections based on acc<strong>iden</strong>t frequency, crash rate, and EPDO (Equiv<strong>al</strong>entProperty Damage Only) rate. A collision diagram was drawn for each intersection and mid-blocklocation to provide a visu<strong>al</strong> account of the tot<strong>al</strong> acc<strong>iden</strong>ts over a three-year period. Collisionsummaries are provided in the Field Inventory Report (October 25, 2004).The crash rate was c<strong>al</strong>culated for each intersection and mid-block where acc<strong>iden</strong>ts occurred. TheCrash Rate is c<strong>al</strong>culated as follows:Rate per million entering vehicles:[# of acc<strong>iden</strong>ts * 1,000,000] / [365 days * # of Years studied * ADT]Rate per million vehicles miles:[# of acc<strong>iden</strong>ts * 1,000,000] / [365 days * # of Years studied * ADT * Length of Section (miles)]The Average Daily Traffic (ADT) was c<strong>al</strong>culated by utilizing the manu<strong>al</strong> traffic counts. Manu<strong>al</strong>counts were completed to obtain the PM peak hour traffic volumes. It was estimated that the PMpeak hour volumes were approximately 9.5% of the Average Daily Traffic (ADT). Traffic countinformation is provided in the Field Inventory Report (October 25, 2004).The average intersection crash rate for the Commonwe<strong>al</strong>th of Kentucky is 0.57 <strong>Ac</strong>c<strong>iden</strong>ts perMillion Entering Vehicles. The average mid-block crash rate for the Commonwe<strong>al</strong>th ofKentucky is 4.84 <strong>Ac</strong>c<strong>iden</strong>ts per Million Vehicle Miles. These rates were supplied by theKentucky Transportation Cabinet.The intersection crash patterns were assessed to determine probable causes with respect to theexisting physic<strong>al</strong> features on and near the roadway. As stated previously, field observations andinventories were performed to check the existing physic<strong>al</strong> conditions of the intersections,including pavement markings and other roadway features. Traffic sign<strong>al</strong> timing and phasing,signage, and gener<strong>al</strong> sign<strong>al</strong> operations were <strong>al</strong>so inventoried. Photos for each intersectionapproach were <strong>al</strong>so taken and provided in the Field Inventory Report (October 25, 2004). !" .
90Crash data help <strong>iden</strong>tify crash patterns which are indicative of possible safety problems. Thecrash reports were examined to provide detailed acc<strong>iden</strong>t information. The crash data for eachintersection is summarized by crash type, severity, contributing factors, environment<strong>al</strong>conditions, and time periods.<strong>An</strong> addition<strong>al</strong> crash statistic utilized to review crash data is the Equiv<strong>al</strong>ent Property DamageOnly (EPDO). The Equiv<strong>al</strong>ent Property Damage Only (EPDO) Rate weights crashes by propertydamage only, injury, and fat<strong>al</strong>ity. Crashes are weighted as follows:[# of PDO crashes * 1] + [# of B or C Injuries * 3.5] + [# of A Injuries or # of Fat<strong>al</strong> crashes * 9.5] = EPDO v<strong>al</strong>ueA, B and C Injuries are defined as follows:“ A Injury – The person experienced serious, incapacitating, nonfat<strong>al</strong> injuries during theacc<strong>iden</strong>t. Broken bones, massive blood loss, or more serious injuries are rated A.B Injury – The person experienced a visible but not serious or incapacitating injuryduring the acc<strong>iden</strong>t.C Injury – The person complained of pain or momentary loss of consciousness due to aninjury during the acc<strong>iden</strong>t, but no visible sign of injury was ev<strong>iden</strong>t to theinvestigator.” [2]Due to a lack of information, <strong>al</strong>l injury acc<strong>iden</strong>ts were assumed to be B or C injuries. The EPDORate was then c<strong>al</strong>culated as the EPDO v<strong>al</strong>ue per million vehicles for intersections and the EPDOv<strong>al</strong>ue per million vehicle miles for sections of roadway.After reviewing the number of acc<strong>iden</strong>ts in the midblock region from Edgewood Road to KentonLands Road, an acc<strong>iden</strong>t recording system was inst<strong>al</strong>led on this midblock segment. The acc<strong>iden</strong>trecording system is a combination of microphones and cameras inst<strong>al</strong>led at an intersection ormidblock region. The system constantly records, but immediately deletes the recording. Thesystem is <strong>al</strong>so constantly “ listening” for acc<strong>iden</strong>ts. If the system hears a sound that wouldnorm<strong>al</strong>ly be associated with an acc<strong>iden</strong>t, such as glass breaking or tires sque<strong>al</strong>ing, the systemwill save 4 seconds before and 4 seconds after the sound.This system was inst<strong>al</strong>led on Dixie Highway from August 12, 2004 until October 20, 2004. Theresults of this inst<strong>al</strong>lation are further discussed in the Mid-Term Recommendations Section(Section 15) of this report. The top 10 intersections and mid-block locations based on crash rate and EPDO rate areprovided in Tables 34 & 35. For the top five intersections and top five mid-block acc<strong>iden</strong>tlocations, the acc<strong>iden</strong>t patterns are an<strong>al</strong>yzed. !" .
91 # 9;3" Intersection Crash Freq Crash Rate EPDO RateKyles Lane 71 2.38 3.57Sunset/Main 40 1.62 2.63McAlpin/Garvey 39 1.70 2.46Commonwe<strong>al</strong>th/Stevenson 33 0.98 1.35Winding Way 27 1.03 3.06Kenton Lands 23 0.63 0.76Dudley/Summit 23 0.61 1.01Beechwood 20 0.85 1.81Cave Run 20 0.83 1.04Kentaboo/Eastern 20 0.83 1.35Montgomery 20 0.62 0.93 # 963+ ,# 1 Mid-block Crash Freq Crash Rate EPDO RateEdgewood & Kenton Lands 126 19.11 22.52Bustetter/Goodridge & Turfway 63 16.47 25.61Summit/Dudley & Edgewood 27 5.46 7.48Kyles & Sleepy Hollow 25 8.10 8.91Commonwe<strong>al</strong>th & Graves 20 10.51 15.76Montgomery & Erlanger TC 19 8.58 <strong>11.</strong>96Erlanger TC & Clover 19 7.86 10.97Erlanger Rd & Commonwe<strong>al</strong>th 18 8.57 9.76Cave Run & Dry Creek 15 4.64 8.50St. Joseph’ s to St. James 13 3.56 5.34Kenton Lands & Montgomery 13 3.10 5.49The following five intersections have the highest number of acc<strong>iden</strong>ts for intersections <strong>al</strong>ongDixie Highway.Kyles LaneThe intersection of Kyles Lane and Dixie Highway has the highest number of acc<strong>iden</strong>ts (71) andthe highest crash rate (2.38) within the project limits. Of these acc<strong>iden</strong>ts, 92% (65) were propertydamage only, 8% (6) involved injuries, and there were no fat<strong>al</strong>ities. The most prev<strong>al</strong>ent acc<strong>iden</strong>ttype at this intersection during the three-year study period was rear-end collisions, representing41% (29) of the tot<strong>al</strong> number of acc<strong>iden</strong>ts. The remainder of the acc<strong>iden</strong>ts break down asfollows: 25% (18) side swipes, 21% (15) angle acc<strong>iden</strong>ts, and 13% (9) left turning acc<strong>iden</strong>ts.Sunset/MainThe intersection of Sunset/Main and Dixie Highway has the second highest number of acc<strong>iden</strong>ts(40) and a crash rate of 1.62. Of these acc<strong>iden</strong>ts, 75% (30) were property damage only, 25% (10)involved injuries, and there were no fat<strong>al</strong>ities. The most prev<strong>al</strong>ent acc<strong>iden</strong>t type at this !" .
92intersection during the three-year study period was angle acc<strong>iden</strong>ts, representing 38% (15) of thetot<strong>al</strong>. The remainder of the acc<strong>iden</strong>ts break down as follows: 27% (11) rear-end acc<strong>iden</strong>ts, 20%(8) left turning acc<strong>iden</strong>ts, 13% (5) side swipe acc<strong>iden</strong>ts, and 2% (1) head-on acc<strong>iden</strong>t.McAlpin/GarveyThe intersection of McAlpin/Garvey and Dixie Highway is third on the list for acc<strong>iden</strong>ts. Thisintersection is an offset intersection that operates as one intersection. This intersection has 39acc<strong>iden</strong>ts over the past three years, with a crash rate of 1.70. Of these acc<strong>iden</strong>ts, 82% (32) wereproperty damage only, 18% (7) involved injuries, and there were no fat<strong>al</strong>ities. The mostprev<strong>al</strong>ent acc<strong>iden</strong>t type at this intersection was rear-end acc<strong>iden</strong>ts, representing 48% (19) of thetot<strong>al</strong> number of acc<strong>iden</strong>ts. The remainder of the acc<strong>iden</strong>ts break down as follows: 36% (14) angleacc<strong>iden</strong>ts, 7% (3) sideswipe acc<strong>iden</strong>ts, and left turning acc<strong>iden</strong>ts, head-on acc<strong>iden</strong>ts and fixedobject acc<strong>iden</strong>ts each making up 3% (1).Commonwe<strong>al</strong>th/StevensonThe intersection of Commonwe<strong>al</strong>th/Stevenson and Dixie Highway is fourth on the list. Thisintersection has 33 acc<strong>iden</strong>ts over the past three years, with a crash rate of 0.98 <strong>Ac</strong>c<strong>iden</strong>ts perMillion Entering Vehicles. Of these acc<strong>iden</strong>ts, 85% (28) were property damage only, 15% (5)involved injuries, and there were no fat<strong>al</strong>ities. The most prev<strong>al</strong>ent acc<strong>iden</strong>t type at thisintersection was rear-end acc<strong>iden</strong>ts, representing 55% (18) of the tot<strong>al</strong> number of acc<strong>iden</strong>ts. Theremainder of the acc<strong>iden</strong>ts break down as follows: 21% (7) angle acc<strong>iden</strong>ts, 12% (4) side swipeacc<strong>iden</strong>ts, 6% (2) left turning acc<strong>iden</strong>ts, 3% (1) head-on acc<strong>iden</strong>t, and 3% (1) backing acc<strong>iden</strong>t.Winding Way/Crestview HillsThe intersection of Winding Way/Crestview Hills and Dixie Highway has 27 acc<strong>iden</strong>ts over thepast three years, with a crash rate of 1.03 <strong>Ac</strong>c<strong>iden</strong>ts per Million Entering Vehicles. Of theseacc<strong>iden</strong>ts, 67% (18) were property damage only, 33% (9) involved injuries, and there were nofat<strong>al</strong>ities. The most prev<strong>al</strong>ent acc<strong>iden</strong>t type at this intersection was rear-end acc<strong>iden</strong>ts,representing 44% (12) of the tot<strong>al</strong> number of acc<strong>iden</strong>ts. The remainder of the acc<strong>iden</strong>ts breakdown as follows: 33% (9) angle acc<strong>iden</strong>ts, 11% (3) left turning acc<strong>iden</strong>ts, 4% (1) side swipeacc<strong>iden</strong>t, 4% (1) fixed object, and 4% (1) control related acc<strong>iden</strong>t.The following five midblock locations have the highest number of acc<strong>iden</strong>ts for midblocklocations <strong>al</strong>ong Dixie Highway.Edgewood Road & Kenton Lands RoadThe crash records show that the mid-block between Edgewood and Kenton Lands on DixieHighway has the highest number of acc<strong>iden</strong>ts (126). Of these 126 acc<strong>iden</strong>ts, 93% (117) wereproperty damage only, 7% (9) involved injuries, and there were no fat<strong>al</strong>ities. The most prev<strong>al</strong>entacc<strong>iden</strong>t type during the three-year study period was the angle collision, representing 38% (48)of the tot<strong>al</strong> number of acc<strong>iden</strong>ts. The remainder of the acc<strong>iden</strong>ts break down as follows: 32%(40) rear-end acc<strong>iden</strong>ts, 13% (17) side swipe acc<strong>iden</strong>ts, 11% (14) left turning acc<strong>iden</strong>ts, 4% (4)backing acc<strong>iden</strong>ts, and 2% (3) head-on acc<strong>iden</strong>ts.Bustetter/Goodridge & Turfway RoadThe crash records show that the mid-block between Bustetter/Goodridge and Turfway Road onDixie Highway has the second highest number of acc<strong>iden</strong>ts (63) over the past three years, with a !" .
93crash rate of 16.47 <strong>Ac</strong>c<strong>iden</strong>ts per Million Vehicle Miles. Of these acc<strong>iden</strong>ts, 78% (49) wereproperty damage only, 22% (14) involved injuries and there were no fat<strong>al</strong>ities. The mostprev<strong>al</strong>ent type of acc<strong>iden</strong>t was angle acc<strong>iden</strong>ts, representing 48% (30) of the tot<strong>al</strong> number ofacc<strong>iden</strong>ts. The remainder of the acc<strong>iden</strong>ts break down as follows: 27% (17) rear-end acc<strong>iden</strong>ts,14% (9) left turning acc<strong>iden</strong>ts, 8% (5) side swipe acc<strong>iden</strong>ts, and 3% (2) fixed object acc<strong>iden</strong>ts.Dudley/Summit & Edgewood RoadThe mid-block between Dudley/Summit and Edgewood Road on Dixie Highway hasexperienced 27 acc<strong>iden</strong>ts over the past three years, with a crash rate of 5.46 <strong>Ac</strong>c<strong>iden</strong>ts perMillion Vehicle Miles. Of these acc<strong>iden</strong>ts, 85% (23) were property damage only, 15% (4)involved injuries and there were no fat<strong>al</strong>ities. The most prev<strong>al</strong>ent type of acc<strong>iden</strong>t was rear-endacc<strong>iden</strong>ts, representing 70% (19) of the tot<strong>al</strong> number of acc<strong>iden</strong>ts over the past three years. Theremainder of the acc<strong>iden</strong>ts break down as follows: 19% (5) angle acc<strong>iden</strong>ts, 7% (2) left turningacc<strong>iden</strong>ts, and 4% (1) side swipe acc<strong>iden</strong>ts.Kyles Lane & Sleepy Hollow RoadThe mid-block between Kyles Lane and Sleepy Hollow Road on Dixie Highway has experienced25 acc<strong>iden</strong>ts over the past three years, with a crash rate of 8.10 <strong>Ac</strong>c<strong>iden</strong>ts per Million VehicleMiles. Of these acc<strong>iden</strong>ts, 96% (24) were property damage only, 4% (1) involved injury andthere were no fat<strong>al</strong>ities. The most prev<strong>al</strong>ent type of acc<strong>iden</strong>t was rear-end acc<strong>iden</strong>ts and angleacc<strong>iden</strong>ts, both contributing to 28% (7) each of the acc<strong>iden</strong>ts at this location. The remainder ofthe acc<strong>iden</strong>ts break down as follows: 20% (5) left turning acc<strong>iden</strong>ts, 16% (4) side swipeacc<strong>iden</strong>ts, 4% (1) fixed object acc<strong>iden</strong>ts, and 4% (1) backing acc<strong>iden</strong>ts.Commonwe<strong>al</strong>th/Stevenson & GravesThe mid-block between Commonwe<strong>al</strong>th/Stevenson and Graves Avenue has experienced 20acc<strong>iden</strong>ts over the past three years, with a crash rate of 10.51 <strong>Ac</strong>c<strong>iden</strong>ts pre Million VehicleMiles. Of these acc<strong>iden</strong>ts, 80% (16) were property damage only, 20% (4) involved injury andthere were no fat<strong>al</strong>ities. The most prev<strong>al</strong>ent type of acc<strong>iden</strong>t was rear-end acc<strong>iden</strong>ts, representing50% (10) of the tot<strong>al</strong> acc<strong>iden</strong>ts over the past three years. The remainder of the acc<strong>iden</strong>ts breakdown as follows: 25% (5) angle acc<strong>iden</strong>ts, 20% (4) side swipe acc<strong>iden</strong>ts, and 5% (1) left turningacc<strong>iden</strong>t. - The worst 5 intersections and worst 5 midblock locations were selected for specific an<strong>al</strong><strong>ysis</strong> andrecommendations, as follows. The following acc<strong>iden</strong>t recommendations are offered to reduce thenumber of acc<strong>iden</strong>ts at the selected locations. Many of these recommendations are addressed bythe mid-term and long term recommendations discussed in Sections 14 and 15, respectively. " ' The clearance interv<strong>al</strong> timing was reviewed during the study and recommendations were maderegarding the yellow and <strong>al</strong>l-red times. Often, discrepancies in the clearance interv<strong>al</strong> can lead toan increase in intersection related acc<strong>iden</strong>ts. The clearance interv<strong>al</strong> was c<strong>al</strong>culated based on theconflict points. The <strong>al</strong>l-red time was c<strong>al</strong>culated to <strong>al</strong>low a vehicle in the intersection to clear thelast conflict point. These v<strong>al</strong>ues are provided in Table 36. Prior to implementation, <strong>al</strong>l timingshould be reviewed by the maintaining agency, the Kentucky Transportation Cabinet. !" .
94 # 9= 8 " ' !" .
95" Kyles LaneThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type at this intersection during the three-year study period was rearendcollisions, representing 41% of the tot<strong>al</strong> number of acc<strong>iden</strong>ts. A significant number of theseacc<strong>iden</strong>ts occurred on the westbound approach. These acc<strong>iden</strong>ts most likely occurred because ofthe geometry and nature of this approach. The majority of vehicles entering the intersection haverecently exited I-71/75 onto Kyles Lane. Sever<strong>al</strong> vehicles are attempting to enter the DixieHighway corridor by making a left turn at the intersection. The distance between the ramp sign<strong>al</strong>and the Dixie Highway intersection is minim<strong>al</strong> and thus results in congestion and the rear-endacc<strong>iden</strong>ts.The remainder of the rear-end acc<strong>iden</strong>ts are on the northbound and southbound approaches.These acc<strong>iden</strong>ts are most likely caused by a lack of turning lanes at the intersection. Sever<strong>al</strong>vehicles traveling southbound at this intersection turn left onto Kyles Lane. The lack of a leftturn lane increases the likelihood of rear-end acc<strong>iden</strong>ts. The northbound rear-end acc<strong>iden</strong>ts arecaused by vehicles making left turns at this intersection into the businesses located on the westside of the intersection. The accesses to these businesses are discussed in more detail inAppendix A: <strong>Ac</strong>cess Management.Side swipe acc<strong>iden</strong>ts account for 25% of the acc<strong>iden</strong>ts at this intersection. The majority of sideswipe acc<strong>iden</strong>ts occur on the westbound approach. These acc<strong>iden</strong>ts appear to be caused duringthe left turn movement onto southbound Dixie Highway. Deviation from the travel lane is mostlikely due to the angle of this intersection. Kyles Lane intersects Dixie Highway at an acuteangle and westbound left turning vehicles are required to make an <strong>al</strong>most 270 degree turn ontosouthbound Dixie Highway.The remaining acc<strong>iden</strong>ts are comprised of angle acc<strong>iden</strong>ts (21%) and left turning acc<strong>iden</strong>ts(13%). These acc<strong>iden</strong>ts are caused by two main factors. First, sever<strong>al</strong> drivers turning into or outof the businesses located on the west side of the intersection cause sever<strong>al</strong> of these acc<strong>iden</strong>ts.This issue is discussed in more detail in Appendix A: <strong>Ac</strong>cess Management. Second, sever<strong>al</strong> leftturning acc<strong>iden</strong>ts are caused by southbound left turning vehicles.The traffic sign<strong>al</strong>s at the I-71/75 on/off ramps on Kyles Lane should be tied into the DixieHighway system, so that they can be coordinated with the sign<strong>al</strong> at Dixie Highway. This wouldwork to more efficiently move the traffic off of the freeway and onto Dixie Highway and reducethe number of rear-end and side swipe acc<strong>iden</strong>ts on the westbound approach. It is recommendedthat a southbound left turn lane be inst<strong>al</strong>led at this intersection to move the left turning vehiclesout of the through lane and create a safer intersection. This would reduce the number ofsouthbound rear-end acc<strong>iden</strong>ts. This issue is addressed by the re<strong>al</strong>ignment of the intersection,discussed in the Long Term Recommendations Section (Section 15).Sunset/MainThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type at this intersection during the three-year study period was angleacc<strong>iden</strong>ts, representing 38% of the acc<strong>iden</strong>ts. It appears that the angle acc<strong>iden</strong>ts occurred as aresult of vehicles running a red light and causing a collision. This type of collision is norm<strong>al</strong>lycaused by an inadequate clearance interv<strong>al</strong>. The existing clearance interv<strong>al</strong> for both Dixie !" .
96Highway and Sunset Avenue/Main Street, as supplied by the Kentucky Transportation Cabinet,appears to be slightly shorter than necessary based on the arteri<strong>al</strong> speeds and intersection size.Rear-end acc<strong>iden</strong>ts account for 27% of the acc<strong>iden</strong>ts at this intersection. All of these acc<strong>iden</strong>tshave occurred on Dixie Highway and not on the side street. There are sever<strong>al</strong> possible causes forthe rear end acc<strong>iden</strong>ts. First, this intersection does not provide left turn lanes. The left turningvehicles must turn from the leftmost through lane. This requires <strong>al</strong>l vehicles in the leftmostthrough lane to stop unexpectedly. Second, as stated above, the clearance interv<strong>al</strong> for DixieHighway appears to be slightly shorter than necessary based on the arteri<strong>al</strong> speeds andintersection size.Left turning acc<strong>iden</strong>ts account for 20% of the acc<strong>iden</strong>ts at this intersection. These left turningacc<strong>iden</strong>ts appear to be the result of either a lack of left turn lanes or the clearance interv<strong>al</strong>.Side swipe angles account for 13% of the acc<strong>iden</strong>ts at this intersection. These acc<strong>iden</strong>ts are mostlikely caused by the lack of left turn lanes at this intersection. Vehicles in the leftmost lanere<strong>al</strong>ize that they will have to stop because of a left turning vehicle, and quickly attempt to getinto the right hand lane.<strong>An</strong> increase of the clearance interv<strong>al</strong> would result in a decrease in the number of angle acc<strong>iden</strong>tsand rear-end acc<strong>iden</strong>ts. Left turn lanes should be provided at this intersection; however, there isnot room to construct left turn lanes at this intersection due to the location of the adjacentbuildings. Therefore, left turn lanes should be planned for this intersection with anyredevelopment. In order to ensure that there is room in the future for these turn lanes, a futureplan for the corridor should be developed stating specific building setbacks. These improvementswill work to reduce the number and severity of acc<strong>iden</strong>ts at this intersectionMcAlpin/GarveyThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type at this intersection was rear-end acc<strong>iden</strong>ts, representing 48% ofthe tot<strong>al</strong> number of acc<strong>iden</strong>ts. It appears that these acc<strong>iden</strong>ts are the result of the complexity ofthe intersection. The Dixie Highway and McAlpin/Garvey intersection is complex becauseGarvey and McAlpin are offset. This requires that the intersection must operate as split phase.<strong>An</strong>gle acc<strong>iden</strong>ts account for 36% of the acc<strong>iden</strong>ts at this intersection. Again, these acc<strong>iden</strong>ts areprobably the result of the complexity of this intersection. In addition, it appears that the existingclearance interv<strong>al</strong>, based on the information provided by KYTC, is slightly shorter thannecessary. This results in vehicles entering the intersection and not clearing before the opposingtraffic enters the intersection, thus resulting in angle acc<strong>iden</strong>ts.Side swipe acc<strong>iden</strong>ts account for 7% of the acc<strong>iden</strong>ts at this location. These acc<strong>iden</strong>ts are mostlikely the result of the lack of left turn lanes. Drivers wishing to turn left must utilize the leftmostthrough lane. This causes vehicles in the leftmost through lane to attempt to change lanes. Oftenthis lane change is made rapidly resulting in the acc<strong>iden</strong>ts.The re<strong>al</strong>ignment of this intersection is discussed in the Long Term Recommendations Section(Section 15) of this report. This improvement would greatly improve the operation of this !" .
97intersection and reduce the number of acc<strong>iden</strong>ts. In addition, during the design of there<strong>al</strong>ignment, left turn lanes should be considered at this intersection. Left turn lanes would workto <strong>al</strong>low this intersection to operate better by moving the left turning vehicles out of the throughlane. This improvement would <strong>al</strong>so work to reduce the side swipe acc<strong>iden</strong>ts. The existingclearance interv<strong>al</strong> should be reviewed and adjusted as necessary to reduce the number ofacc<strong>iden</strong>ts at this location.Commonwe<strong>al</strong>th/StevensonThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type at this intersection was rear-end acc<strong>iden</strong>ts, representing 55% ofthe tot<strong>al</strong> number of acc<strong>iden</strong>ts. The majority of these acc<strong>iden</strong>ts occurred on Dixie Highway. Therear-end acc<strong>iden</strong>ts most likely result from the congestion that occurs near this intersection. Thisintersection services a large amount of traffic, especi<strong>al</strong>ly during the peak hours. This iscomplicated by the railroad bridge located just to the north of the intersection. This bridge causesa sight distance problem.<strong>An</strong>gle acc<strong>iden</strong>ts account for 21% of the acc<strong>iden</strong>ts at this location. These acc<strong>iden</strong>ts could becaused by the clearance interv<strong>al</strong> at this intersection. Based on the sign<strong>al</strong> timing provided byKYTC, the clearance interv<strong>al</strong> appears to be slightly shorter than necessary. This results invehicles entering the intersection and not clearing before the opposing traffic enters theintersection, thus resulting in angle acc<strong>iden</strong>ts.Side swipe acc<strong>iden</strong>ts account for 12% of the acc<strong>iden</strong>ts at this intersection. These acc<strong>iden</strong>ts aremost likely caused by the sight distance problem on the southbound approach.The redesign of the railroad bridge would greatly improve the sight distance for the southboundapproach. This would reduce the number of acc<strong>iden</strong>ts at this intersection and the number ofacc<strong>iden</strong>ts preceding this intersection. This improvement will be very costly and is outlined in theLong Term Recommendations Section (Section 15). In addition, reviewing and adjusting theclearance interv<strong>al</strong> at this intersection will improve the safety of the intersection and reduce thenumber and severity of acc<strong>iden</strong>ts.This intersection is greatly under-designed to handle the amount of traffic utilizing it on a dailybasis. Mainly, the eastbound approach must have du<strong>al</strong> left turn lanes. The adjacent buildinglocations prohibit adding another lane, so the intersection must operate split phase to <strong>al</strong>low for athrough lane/left turn lane, in addition to the left turn lane. This forces the intersection to workvery inefficiently. <strong>An</strong> eastbound left turn lane should be planned for this intersection in the futurewhen redevelopment occurs.Winding Way/Crestview HillsThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type at this intersection was rear-end acc<strong>iden</strong>ts, representing 44% ofthe tot<strong>al</strong> number of acc<strong>iden</strong>ts. These acc<strong>iden</strong>ts are mainly concentrated on the northboundapproach. After reviewing the sign<strong>al</strong> timing at this location, based on the charts provided byKYTC, the clearance interv<strong>al</strong>s at this intersection are slightly lower than required based on theyellow and <strong>al</strong>l-red c<strong>al</strong>culations. This may result in leading vehicles attempting to stop at theintersection, while following vehicles may be attempting to go through the intersection, thusresulting in the rear-end acc<strong>iden</strong>ts. !" .
98<strong>An</strong>gle acc<strong>iden</strong>ts account for 33% of the acc<strong>iden</strong>ts at this intersection. Again, reviews havereve<strong>al</strong>ed that the existing clearance interv<strong>al</strong> at this intersection may be too short. This results invehicles entering the intersection and not clearing before the opposing traffic enters theintersection, thus resulting in angle acc<strong>iden</strong>ts.The clearance interv<strong>al</strong> at this intersection should be increased to provide an adequate amount oftime for vehicles to safely stop and/or proceed through the intersection.+ ,. . 1 Edgewood Road & Kenton Lands RoadThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type on this segment was angle acc<strong>iden</strong>ts, representing 38% of thetot<strong>al</strong> number of acc<strong>iden</strong>ts. This section of roadway has sever<strong>al</strong> curb cuts and business driveways.Vehicles turning into and out of the businesses pose unexpected obstacles to through traffic,resulting in the high number of angle acc<strong>iden</strong>ts. Solutions for these driveways are covered inmore detail in the Long Term Recommendations Section (Section 15) of this report, as well asAppendix A: <strong>Ac</strong>cess Management.Rear-end acc<strong>iden</strong>ts account for 32% of the acc<strong>iden</strong>ts on this segment. As stated above, there area number of driveways in this section of roadway. Sever<strong>al</strong> of the drivers on Dixie Highway willslow or stop to <strong>al</strong>low a vehicle to exit driveways. Often, the following drivers do not expect to beconfronted with these sudden stops, and thus they result in rear-end acc<strong>iden</strong>ts.Side swipe acc<strong>iden</strong>ts account for 13% of the acc<strong>iden</strong>ts on this segment of roadway. This type ofacc<strong>iden</strong>t often results from drivers in the right hand lane being surprised by vehicles slowing toenter commerci<strong>al</strong> drives and quickly changing lanes without looking.Left turning acc<strong>iden</strong>ts account for 11% of the acc<strong>iden</strong>ts on this segment. This type of acc<strong>iden</strong>t ismost likely caused as vehicles make left turns into or out of the commerci<strong>al</strong> driveways.For this section of roadway, most acc<strong>iden</strong>ts are caused by the large number of commerci<strong>al</strong>driveways located on Dixie Highway. Recommendations to remedy this problem are presented inthe Long Term Recommendations Section (Section 15) of this report, as well as Appendix A:<strong>Ac</strong>cess Management.Due to the high volume of acc<strong>iden</strong>ts on this section of roadway,a new acc<strong>iden</strong>t recording system was inst<strong>al</strong>leld to further studythe corridor. The system was inst<strong>al</strong>led at the intersection of DixieHighway and Kenton Lands Road in order to monitor acc<strong>iden</strong>tsat this intersection. The acc<strong>iden</strong>t recording system is a networkof cameras and microphones. The system constantly records, butimmediately deletes the recording. The system is <strong>al</strong>so constantly“ listening” for acc<strong>iden</strong>ts. If the system hears a sound that wouldnorm<strong>al</strong>ly be associated with an acc<strong>iden</strong>t, such as glass breaking or tires sque<strong>al</strong>ing, the systemwill save 4 seconds before and 4 seconds after the sound. !" .
99This system was inst<strong>al</strong>led on Dixie Highway from August 12, 2004 until October 20, 2004.During this time, sever<strong>al</strong> near acc<strong>iden</strong>ts were recorded, but no actu<strong>al</strong> acc<strong>iden</strong>ts. Please review theacc<strong>iden</strong>t recording system videos included with this report. Sever<strong>al</strong> of the near acc<strong>iden</strong>ts werethe result of the commerci<strong>al</strong> driveways <strong>al</strong>ong the corridor. Vehicles entering and exiting thesedriveways produced sever<strong>al</strong> of the near acc<strong>iden</strong>ts recordings.Bustetter/Goodridge & Turfway RoadThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type on this segment of roadway was angle acc<strong>iden</strong>ts, representing48% of the acc<strong>iden</strong>ts at this location. Similar to the previous section, this section of roadway hassever<strong>al</strong> curb cuts and business driveways. Vehicles turning into and out of the businesses poseunexpected obstacles to through traffic, resulting in the high number of angle acc<strong>iden</strong>ts.Solutions for these driveways are covered in more detail in the Long Term RecommendationsSection (Section 15) of this report, as well as Appendix A: <strong>Ac</strong>cess Management.Rear-end acc<strong>iden</strong>ts account for 27% of the acc<strong>iden</strong>ts on this segment of roadway. Sever<strong>al</strong> of thedrivers on Dixie Highway will slow or stop to <strong>al</strong>low a vehicle to exit driveways. Often, thefollowing drivers do not expect to be confronted with these sudden stops, and thus they result inrear-end acc<strong>iden</strong>ts.Left turning acc<strong>iden</strong>ts account for 14% of the acc<strong>iden</strong>ts on this segment of roadway. This type ofacc<strong>iden</strong>t is most likely caused as vehicles make left turns into or out of the commerci<strong>al</strong>driveways.For this section of roadway, most acc<strong>iden</strong>ts are caused by the large number of commerci<strong>al</strong>driveways located on Dixie Highway. Recommendations to remedy this problem are presented inthe Long Term Recommendations Section (Section 15) of this report, as well as Appendix A:<strong>Ac</strong>cess Management.Dudley/Summit & Edgewood RoadThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type on this segment of roadway was rear-end acc<strong>iden</strong>ts,representing 70% of the acc<strong>iden</strong>ts at this location. The majority of the rear-end acc<strong>iden</strong>ts on thissegment occur on the northbound approach. This segment of roadway experiences a great de<strong>al</strong> ofcongestion, especi<strong>al</strong>ly in the northbound right lane. At the intersection of Dixie Highway andSummit/Dudley sever<strong>al</strong> vehicles turn right causing congestion in the right turn lane. DudleyRoad is used to access Turkeyfoot Road. A right turn lane would greatly improve the operationof this intersection.This improvement will be discussed further in the Long Term Recommendations Section(Section 15) of this report.<strong>An</strong>gle acc<strong>iden</strong>ts accounted for 19% of the acc<strong>iden</strong>ts on this segment. A review of the clearanceinterv<strong>al</strong>s of each intersection based on the information provided by KYTC was conducted. Basedon this review, the clearance interv<strong>al</strong> for this intersection appears to be slightly shorter thannecessary. This causes some drivers to decide to stop and could lead to rear-end acc<strong>iden</strong>ts, andsome drivers to proceed through the intersection, resulting in angle acc<strong>iden</strong>ts. !" .
100At this intersection, a northbound right turn lane would greatly improve the operation of thisintersection. In addition, if a left turn phase is provided for the side streets, the northbound rightturn movement could be overlapped with the westbound left turn phase. This improvement willbe very costly and will be outlined in the Long Term Recommendations Section (Section 15). Inaddition, the clearance interv<strong>al</strong> at this intersection should be increased to provide an adequateamount of time for vehicles to safely stop and/or proceed through the intersection.Kyles Lane & Sleepy Hollow RoadThe most prev<strong>al</strong>ent acc<strong>iden</strong>t types on this segment of roadway were rear-end acc<strong>iden</strong>ts and angleacc<strong>iden</strong>ts, both representing 28% of the acc<strong>iden</strong>ts. Both types of acc<strong>iden</strong>ts are most likely relatedto the high number of access points located on this segment of roadway. Many of the angleacc<strong>iden</strong>ts occur as vehicles turn into and out of the commerci<strong>al</strong> driveways. Similarly, many ofthe rear-end acc<strong>iden</strong>ts occur as vehicles stop to turn into the driveways and the followingvehicles are not expecting this movement. In addition, rear-end acc<strong>iden</strong>ts are often caused byleading vehicles stopping to <strong>al</strong>low a car to exit a driveway, and the following vehicle notexpecting this movement.Left turning acc<strong>iden</strong>ts account for 20% of the acc<strong>iden</strong>ts on this stretch of roadway. Theseacc<strong>iden</strong>ts are most likely related to the high number of access points <strong>al</strong>so, with vehiclesattempting to turn left into or out of the commerci<strong>al</strong> driveways. Solutions for these driveways arecovered in more detail in the Long Term Recommendations Section (Section 15) of this report,as well as Appendix A: <strong>Ac</strong>cess Management.Commonwe<strong>al</strong>th/Stevenson & GravesThe most prev<strong>al</strong>ent acc<strong>iden</strong>t type on this segment of roadway was rear-end acc<strong>iden</strong>ts,representing 50% of the tot<strong>al</strong> number of acc<strong>iden</strong>ts. This section of roadway experiencescongestion, especi<strong>al</strong>ly during the peak hours. In addition, this section of roadway has sever<strong>al</strong>commerci<strong>al</strong> driveways located on both sides of Dixie Highway. Many of the rear-end acc<strong>iden</strong>tsoccur as vehicles stop to turn into the driveways and the following vehicles are not expecting thismovement. In addition, rear-end acc<strong>iden</strong>ts are often caused by leading vehicles stopping to <strong>al</strong>lowa car to exit a driveway, and the following vehicle not expecting this movement.<strong>An</strong>gle acc<strong>iden</strong>ts account for 25% of the acc<strong>iden</strong>ts on this section of roadway. Again theseacc<strong>iden</strong>ts are most likely attributed to the commerci<strong>al</strong> driveways. Many of the angle acc<strong>iden</strong>tsoccur as vehicles turn into and out of the commerci<strong>al</strong> driveways.Side swipe acc<strong>iden</strong>ts account for 20% of the acc<strong>iden</strong>ts on this section of roadway. Theseacc<strong>iden</strong>ts can most likely be attributed to leading vehicles stopping to turn into commerci<strong>al</strong>driveways and the following vehicles attempting to quickly move to the right through lane topass then colliding with a vehicle in the right lane. In addition, vehicles often will stop to <strong>al</strong>lowvehicles out of the driveways, and the following vehicles attempt to quickly move to the rightthrough lane to pass and then collide with a vehicle in the right lane. Solutions for thesedriveways are covered in more detail in Appendix A: <strong>Ac</strong>cess Management. !" .
Change language