Pedestrian Accidents in Kentucky

Pedestrian accident data in Kentucky were analyzed for 1972 and 1973 on a rural, urban, and statewide basis. Results showed that about 1500 pedestrian accidents occur in Kentucky each year. About 30 percent of the pedestrian accidents in rural areas and four percent in urban areas are fatal. Although about 78 percent of Kentucky\u27s pedestrian accidents occur in urban areas, over 62 percent of the pedestrian fatalities occur in rural areas. Specific characteristics of pedestrian accidents were identified and related to human, environmental, and time factors. Highway and street improvements and safety measures generally considered to be effective in minimizing pedestrian accidents are summarized

Pedestrian Accidents in Kentucky

When a pedestrian is hit by a motor vehicle, he is usually injured or killed; there is no protective cushion to absorb the impact. The high concentration of pedestrians in urban areas, coupled with heavy vehicle traffic, often results in large numbers of pedestrian accidents. In rural areas, there are considerably fewer pedestrians but traffic speeds are higher and, therefore, accidents are more often fatal. Pedestrian fatalities have increased in the United States from about 7,800 in 1960 to approximately 10,500 in 1973 (1). There are 120,000 pedestrian accidents each year. Total traffic accidents in the US number about 17 million annually with about 56,000 fatalities. Thus, pedestrian accidents account for less than one percent of the total traffic accidents nationwide but over 18 percent of all traffic fatalities. Total accident costs from pedestrian accidents amount to over $1.2 billion annually (using$3,400 per injury and $82,000 per fatality) (2). In 1973, there were an estimated 1,500 pedestrian accidents in Kentucky in which 167 pedestrians died. This is a pedestrian death rate of 5.2 deaths per 100,000 population compared to the national rate of 5.0 (1). The pedestrian death rate in Kentucky has exceeded the national rate in nine of the last 14 years since 1960. The number of pedestrian deaths in Kentucky has varied between 129 and 167 annually since 1960 (3). Total costs for pedestrian accidents in Kentucky amounted to over$18 million in 1973. Kentucky is predominantly a rural state. Since 1960, most pedestrian fatalities have occurred in rural areas. However, only 342 pedestrian accidents have occurred annually on the rural state-maintained highway system out of an estimated 1,500 pedestrian accidents in Kentucky in 1973. Nearly 30 percent of all rural pedestrian accidents are fatalities whereas only 4 percent were fatalities in urban areas. There were virtually no property-damage-only pedestrian accidents reported. To obtain information on rural pedestrian accidents, files of state-police-reported rural accidents for 1972 and 1973 were searched. To study pedestrian accidents in urban areas, data were obtained directly from local police departments of cities -- Louisville, Lexington, Covington, Owensboro, Bowling Green, Paducah, Ashland, Newport, and Frankfort. The populations of these cities range from about 362,000 (Louisville) to about 22,000 (Frankfort). The accident information was analyzed to determine major causes and patterns of pedestrian accidents

Identification of Hazardous Locations on City Streets

The purpose of this study was to develop an effective method for identifying hazardous locations in Kentucky cities (over 2,500 population). Methods used in 45 other states were reviewed. Accident information for 69 of the 97 cities over 2,500 population was used to develop criteria for an identification method. A Number Method was selected for initial identification of midblocks and intersections on arterial-collector streets and on urban freeways. A Rate-Quality Control Method was included in the form of a critical rate factor computed for each location. A set of critical rate curves was constructed for easy determination of hazardous locations. A computer program ranks sites according to the criteria proposed

Green-Extension Systems at High-Speed Intersections [Apr. 1978]

The purpose of this study was to determine the effectiveness of green-extension systems (GES) for reducing the dilemma-zone problem associated with the amber phase of traffic signals at high-speed intersections. Reactions of 2,100 drivers were noted during the amber phase at nine Intersections, and the dilemma-zone distances with respect to the stop bar were determined

The Effectiveness of Regulatory School Flashers in Reducing Vehicle Speeds

Pedestrian safety for school-age children has been a growing problem in recent years. Children between the ages of five and nine represent less than 10 percent of Kentucky\u27s population but over 16 percent of all pedestrian fatalities. A study was conducted to evaluate the effectiveness of regulatory school flashers used in school zones to reduce vehicle speeds and alert motorists of pedestrian activity and to determine measures which promote safety in school zones. Speed studies were conducted during flashing and non-flashing periods at 48 school zones where regulatory school flashers were used. The locations involved a variety of speed limits (15.6 to 24.6 m/s (35 to 55 mph)), highway types (two-lane and four-lane roads), location types (rural areas, towns, and large cities), and pedestrian and traffic volumes. Average speed reduction during flashing periods was only 1.6 m/s (3.6 mph); 71 percent of the locations showed speed reductions less than 1.8 m/s (4 mph). Only two locations had speed reductions over 4.5 m/s (10 mph). Flashers in 24.6-m/s (55-mph) zones were found to increase the potential for inter-vehicle accidents. The presence of crossing guards or police resulted in speed reductions of approximately 4 m/s (9 mph). High pedestrian volumes in several school zones contributed to a 0.9-m/s in virtually no speed reductions. Excessively long flashing periods resulted in speed reductions of less than 1.2-m/s (2.6 mph). Recommendations included routine inspections and improved maintenance of school flashers. Postmounted flashers should be replaced with overhead flashers in commercial areas or where sight distance is restricted. Speed enforcement was encouraged for some locations, and uniformed crossing guards were recommended where short vehicle gaps or high speeds prevail. For locations with 24.6-m/s (55-mph) to 15.6-m/s (35-mph) speed limits, the speed limits in the school zones should be increased from 11.2 m/s (25 mph) to 15.6 m/s (35 mph) during flashing periods. Special pedestrian phasing was recommended for several traffic signals near school zones

Traffic Conflicts as a Diagnostic Tool in Highway Safety

Because of the shortcomings in accident data, such as incomplete reporting and inaccurate information on accident reports, a need was found for indicators of accident potential. Nearly half of the 209 locations identified in Kentucky as hazardous by accident criteria were found to be falsely identified due to random accident occurrences. Accident repeatability from one year to the next was found to be poor at 60 intersections (r = 0.64) and 170 spot locations (r = 0.59). Up to two years of accident data were found to be necessary to obtain a reliable base of accident data. Conflict counts were conducted at five intersections in Central Kentucky to determine characteristics of conflict data. Good reliability was found between observers in simultaneous counts of conflicts and weaves with r-values as high as 0.93. Traffic volumes accounted for only about 30 percent of the variation in numbers of conflicts. Conflict numbers, types, and rates were found to be very repeatable at one intersection. A revised procedure for collecting data in Kentucky, which increased the sample size and reduced the required manpower, was described. Modified data sheets were also developed for signalized and unsignalized intersections. Results from evaluations of safety improvements in Kentucky using conflicts, erratic meanuevers, and accidents were summarized. Reductions in accidents (85 percent) and conflicts (81 percent) were found at intersections where left-turn signal phasing was added. Installation of green-phase extension resulted in conflict and accident reductions of 62 and 54 percent, respectively, at several high-speed intersections. Erratic maneuvers were reduced by 27 percent after installing raised pavement markers at five freeway lane-drop locations. Procedures for intersection analysis using conflict diagrams were described. Conflict counts were recommended during routine inspections of suspected hazardous locations

Green-Extension Systems at High-Speed Intersections [Sept. 1978]

The purpose of this study was to determine the effectiveness of green-extension systems (GES) for reducing the dilemma-zone problem associated with the amber phase of traffic signals at high-speed intersections. Reactions of 2,100 drivers were noted during the amber phase at nine intersections, and the dilemma-zone distances with respect to the stop bar were determined. Before-and-after studies made at three green-extension sites showed a 54-percent reduction in total accidents and a 75-percent reduction in rear-end accidents after GES installation. Accident severity was unaffected. Conflict, volume, delay, and speed data were taken before and after GES installation at two sites. A 62-percent reduction in yellow-phase conflicts was noted after green extension was provided, and conflict rates decreased significantly at both sites. No significant change was found in vehicle delay due to green extension. Expected present-worth benefits due to GES installations were found to range from $29,000 to$420,000, depending on the history of rear-end accidents. Benefit-cost ratios ranged from 6 to 70

Bicycle-Motor Vehicle Accidents in Kentucky

The purpose of this study was to determine the characteristics associated with bicycle related, motor-vehicle accidents in Kentucky. It was found that cyclists 10 to 14 years of age were involved in the largest number of motor-vehicle related accidents. Males were involved in four times as many accidents a s females. Most accidents occurred in urban areas, mostly on residential streets. The majority of accidents resulted from errors by the cyclists. The most common type was the right-angle accident, but the leading types varied with cyclist\u27s age. Several factors were related to age and accident severity. The accidents were summarized by type and maneuver. The highest proportion was found between 3 and 7 p.m. Bicycle-related, motor-vehicle accidents represented under 10 percent of all injury-producing bicycle accidents

The Effect of Lane and Shoulder Widths on Accident Reductions on Rural, Two-Lane Roads

The purpose of the study was to determine the effect of lane and shoulder widths on accident benefits for rural, two-lane roads and also to determine the expected cost effectiveness of widening lanes and shoulders. Information concerning geometries, accidents, and traffic volumes was obtained for over 25,000 km (15,000 miles) of roads. Run-off-road and opposite-direction accidents were the only accident types found to be associated with narrow lanes and shoulders. Wide lanes had accident rates 10 to 39 percent lower than for narrow lanes. Wide shoulders (up to 2.7 m (9 feet)) were associated with the lower accident rates. Criteria based on a cost-effectiveness approach were developed for selecting highway sections for widening

Identification of Hazardous Rural Highway Locations

An effective procedure was determined for identifying hazardous rural highway locations based on accident statistics. Multiple indicators of accident experience that are necessary include the number of fatal accidents, the total number of accidents, the number of effective-property-damage-only accidents, and the accident rate. Critical levels of these four indicators should vary from state to state depending on the nature of the local safety improvement program as well as local traffic and roadway conditions and prevailing attitudes toward highway safety. Specific recommendations are given for use in Kentucky. Critical accident rates are established using quality control procedures. To identify hazardous highway locations, it is necessary to distinguish between short highway segments (spots) and large segments (sections) and to further classify spots as intersection and non-intersection locations. Intersection spots should include a distance of 0.15 mile (0.24 km) along all approaches; non-intersection spots should be 0.3-mile (0.48-km), floating segments; and sections should be 3-mile (4.8-km), floating segments. Both spots and sections should be classified by highway type and location. The use of dual time intervals of 1 and 2 years for accumulating and evaluating accident statistics was found to be desirable