Coding Urban Accident Locations

This study reviews urban traffic accident location reference methods. Consideration is given to techniques used in other states and various cities. The needs for the Commonwealth of Kentucky were examined and a recommended location reference method and coding scheme are presented

STOLVAC: A Traffic Data System

The purpose of this study was to design a traffic data inventory system and to develop operating procedures for that system. This report outlines the general design of such a system that will be called STOLVAC (acronym for Speed, Turning movements, Origin destination, Loadometer, Volume, Accident, and Classification data). The report also presents recommendations relating to the development and maintenance of STOLVAC. Staging of the system development is recommended

Traffic Accident Reporting in Kentucky

This study reviews the organizational structure and processing procedures used in accident surveillance. Consideration was given to the techniques that various state governmental agencies use in their analysis of accident reports and statistics. It was concluded that Kentucky should enact uniform accident reporting legislation. A standard form should be prescribed for use by law enforcement agencies in complying with the reporting requirement. The creation of an Accident Records Unit to receive, process, and statistically analyze the reports is recommended

First Scarab Host for \u3ci\u3eStrongygaster Triangulifer\u3c/i\u3e (Diptera: Tachinidae): the Dung Beetle, \u3ci\u3eAphodius Fimetarius\u3c/i\u3e (Coleoptera: Scarabaeidae)

We report Strongygaster (=Hyalomyodes ) triangulifer as a solitary primary parasite of the adult introduced dung beetle, Aphodius fimetarius. This is the first record of this tachinid fly parastizing scarab

Caught in the act: Implications for the increasing abundance of mafic enclaves during the eruption of the Soufriere Hills Volcano, Montserrat

An exceptional opportunity to sample several large blocks sourced from the same region of the growing Soufrière Hills lava dome has documented a significant increase in the presence of mafic enclaves in the host andesite during the course of a long-lived eruptive episode with several phases. In 1997 (Phase I) mafic inclusions comprised ~1 volume percent of erupted material; in 2007 (Phase III) deposits their volumetric abundance increased to 5–7 percent. A broader range of geochemically distinctive types occurs amongst the 2007 enclaves. Crystal-poor enclaves generally have the least evolved (basaltic) compositions; porphyritic enclaves represent compositions intermediate between basaltic and andesitic compositions. The absence of porphyritic enclaves prior to Phase III magmatism at Soufrière Hills Volcano suggests that a mixing event occurred during the course of the current eruptive episode, providing direct evidence consistent with geophysical observations that the system is continuously re-invigorated from depth

First-Year Effects of the Energy Crisis on Traffic in Kentucky (Rural Highways)

The Arab oil embargo in mid-October 1973 curtailed availability of gasoline. Fuel conservation measures resulted in reduced travel and decreased traffic speeds. On March 1, 1974, posted speed was set at 55 mph (88 km/h) on rural highways in Kentucky. Traffic volumes, speeds, and accidents for the rural highway during the period known as the energy crisis and its after effects were compared to the corresponding period a year earlier. Traffic volumes began to decline in December 1973 and continued through September 1974. Total travel in the 12 months through November 1974 decreased by 2.3 percent; traffic increased by five percent in 1973. Accident rates during this period decreased by 13.5 percent; and the largest decreases were associated with the highways experiencing the greatest reductions in travel speed. The relationship between traffic speed and accident rate showed a great decrease in accident rate as traffic speeds decreased. Differences between wet-surface and dry-surface accident rates were especially significant and were more so for interstate than for two-lane highways. Improved wet-pavement skid resistance at the lower speeds obviously contributed to a reduction in accident rates. Continuation of the 55-mph (88 km/h) speed limit on all rural highways would seem advisable

Traffic Accidents: Day Versus Night

A comparison of accidents during daylight and darkness was made for both rural and urban roads. Accident rates on all types of rural roads were higher during darkness than during daylight. Critical accident rates during darkness for various types of roads were calculated. In urban areas, a larger percentage of accidents occurred on wet pavements during darkness than during daylight, but there were no significant differences for rural roads. No significant difference was found between average speeds during conditions of daylight and darkness. On rural roads, imposition of the 24.6-m/s (55-mph) speed limit resulted in a reduction in accident rates for both daylight and darkness. However, there were changes in the percentages of wet-pavement accidents on rural roads. For the entire rural system, there was a decrease in the percentages of wet-pavement accidents during daylight and an increase during darkness

First-Year Effects of the Energy Crisis on Traffic in Kentucky (Rural Highways) [May 1975]

The Arab oil embargo in mid-October 1973 curtailed availability of gasoline. Fuel conservation measures resulted in reduced travel and decreased traffic speeds. On March 1, 1974, posted speed was set at 55 mph (24.6 m/s) on rural highways in Kentucky. Traffic volumes, speeds, and accidents for the rural highway during the period known as the energy crisis and its after effects were compared to the corresponding period a year earlier. Traffic volumes began to decline in December 1973 and continued through September 1974. Total travel in the 12 months through November 1974 decreased by 2.3 percent; traffic increased by five percent in 1973. Accident rates during this period decreased by 13.5 percent; and the largest decreases were associated with the highways experiencing the greatest reductions in travel speed. The relationship between traffic speed and accident rate showed a great decrease in accident rate as traffic speeds decreased. Differences between wet-surface and dry-surface accident rates were especially significant and were more so for interstate than for two-lane highways. Improved wet-pavement skid resistance at the lower speeds obviously contributed to a reduction in accident rates. Continuation of the 55-mph (24.6 m/s) speed limit on all rural highways would seem advisable