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
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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. !" .
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