Transverse, Pavement Markings for Speed Control and Accident Reduction

Transverse pavement markings were placed ahead of a sharp curve having a high-accident history. Speed and accident studies were conducted before and after. The markings were placed so that drivers otherwise failing to reduce speeds while approaching the curve would see transverse lines on the pavement at an increasing rate. The spacing of lines was intended to create an illusion of acceleration which would cause the driver to slow. The results indicated that pavement markings can be an effective speed-control measure and reduce accidents. At the single site studied, the obedience of drivers to this type of hazard warning was more effective than signing alone. Further uses of markings in this way may be warranted at locations where excessive speeds contribute to accidents. The length of roadway marked in this trial was 810 feet (247 m). Consideration should be given to increasing the distance in future installations. Although the striping tape performed satisfactorily, painted lines could be used as an alternate

Development of Warrants for Left-Turn Phasing

Warrants for the installation of left-turn phasing were developed. A review of literature was conducted along with a survey of the policies of other states. Field data of delays and conflicts were taken before and after installation of exclusive left-turn signalization. Left-turn delay studies were conducted at intersections with varying volume conditions. Analysis of the effect on accidents of adding a left-turn phase was made. The relationship between left-turn accidents and conflicts was investigated. Other types of analysis concerning gap acceptance, computer simulation, capacity, and benefit-cost ratios were also performed. It was found that exclusive left-turn phasing significantly reduced left-turn accidents and conflicts. Left-turn delay was only reduced during periods of heavy traffic flow. Warrants were developed dealing with the following four general areas: accident experience, delay, volumes, and traffic conflicts

Child Safety Seat Usage in Kentucky after Enactment of a Mandatory Usage Law

The 1982 Kentucky General Assembly enacted a law requiring use of child safety seats for children 40 inches or less in height. To evaluate the effectness of this law, usage surveys had to be completed before and after the law became effective. This study summarizes data collected one year after enactment of the law and compares this with \u27\u27before data. One year after enactment of the mandatory usage law the statewide child safety seat usage rate was 22.7 percent. This compared to 14.4 percent usage before the law and represents a statistically significant increase. Usage increased in 18 of the 19 cities surveyed. Proper usage remained a problem. Only 50 percent of the child safety seats were used properly. A statewide driver safety belt usage rate of 5.8 percent compared to 4.2 percent the year before. The increase in usage of child safety seats may be attributed to both enactment of the mandatory usage law and increased educational and promotional campaigns. Modifications, which should strengthen the existing law, were recommended

Evaluation of a Regional Traffic Safety Improvement Program

The objectives of this report were to document the activities and evaluate the effectiveness of a regional traffic safety improvement program in the Green River Area Development District (GRADD). This is a seven county region in western Kentucky. The goals of the program were to reduce the numbers of motor vehicle fatalities and injuries, to increase safety belt usage, and to increase public awareness of the effects of alcohol-related and high speed driving in rural areas. A full-time employee was hired by GRADD to manage the program. A Citizen Advisory Board (CAB) was established in each county. Each CAB formulated a mission statement, identified problems they desired to address, established goals and objectives, and developed strategies and activities. Activities in the program included: radio and television public service announcements, development of a logo, development and distribution of several pamphlets, placing traffic safety billboards, presenting programs to various groups on different traffic safety topics, distributing numerous promotional items, participating in community events such as parades and festivals, use of safety characters, providing training such as TIPS, and providing a visual display radar. The accident analysis showed that the number of accidents and injuries in the GRADD decreased after the start of the safety program at a level which was statistically significant compared to statewide statistics. While the number of fatalities increased, due to the small numbers, the change was not statistically significant compared to statewide statistics. Safety belt usage in the GRADD increased at a higher rate than the statewide increase. Before the program, the usage rate in the GRADD was substantially below the statewide average but the usage rate increased to a level only slightly below the statewide average. The evaluation revealed that the program was successful in hiring and training a coordinator, creating a CAB in each county, developing highway safety literature specific to the GRADD, and presenting highway safety information to the general public through such methods as public service announcements, newspaper articles, pamphlets, billboards, participation in community events, and distribution of highway safety materials. The success of this program in achieving its goals and objectives shows that the concept of a regional safety program is a valid method of reducing traffic accidents and informing the public of traffic safety issues

Traffic Accidents in Kentucky (1978)

Highway locations having an abnormal history of accidents should be identifiable in some way. Average and critical accident numbers and rates must be known for similar locations. Averages have been determined previously for rural highways, but it is necessary to update those numbers and to determine rates for urban areas. A detailed picture of traffic accidents in Kentucky in 1978 is presented. Average rates in terms of accidents per 100 million vehicle-miles (160 million vehicle-kilometers) were calculated for various classifications of rural and urban highways. Also, average rates in terms of accidents per million vehicles were determined for 0.3-mile (0.48-km) highway spots. Using these averages, critical accident rates were determined as a function of volume and section length and as a function of volume only for spots. The average and critical number of total accidents and EPDO accidents were calculated for each highway type. Rates were calculated by region of the state and as a function of several variables listed on the statewide mileage file. Rates by light condition and pavement surface condition were also determined. Rate calculations included about one-half of the accidents reported in 1978. Separate analyses of all accidents reported and of all fatal accidents are included

1996 Safety Belt Usage Survey and Evaluation of Effectiveness in Kentucky

The objective of this study was to establish 1996 safety belt and child safety seat usage rates in Kentucky. The 1996 survey documents the continuing results from enacting a statewide mandatory safety belt law in 1994. Data were collected at 100 sites and combined based on vehicle miles travelled for a given type of highway, rural or urban location, and county population category. Also included in the report is an analysis of accident records evaluating the effectiveness of safety belts. The data show that the decrease in the usage rate which occurred in 1995 after the dramatic increase in 1994, after enactment of the statewide usage law, did not continue. The driver usage rate in 1996 was 55 percent, compared to 54 percent in 1995 and 58 percent in 1994. The rate is substantially above the 1993 level of 42 percent. The statewide usage rate for children under the age of four was determined to be 79 percent. This is the highest rate found since the start of the surveys and compares to the previous high of 72 percent in 1994. Benefits in the reduction of injuries for occupants involved in police-reported accidents wearing a safety belt or in a safety seat were shown through the analysis of accident records. For example, there was a 63 percent reduction in a driver sustaining a fatal or incapacitating injury in a traffic accident when a safety belt was worn compared to not wearing a safety belt

Development of Warrants for Left-Turn Lanes

Warrants for the installation of separate left-turn lanes were developed. Literature was reviewed, and policies and practices in other states were surveyed. Accident analyses of locations with and without separate left-turn lanes were conducted. Computer simulation was used to determine the relationship between and among traffic delay and load factor and traffic volume, percent left-turns, cycle length, and cycle split. The relationship between left-turn accidents and conflicts was investigated. Warrants were developed involving the following three general areas: (1) accident experience, (2) volumes (based on delay), and (3) traffic conflicts

1989 Usage Rates and Effectiveness of Safety Belts and Child Safety Seats in Kentucky

The objective of the survey summarized in this report is to establish 1989 safety belt and child safety seat usage rates in Kentucky to compare to those determined from previous surveys. Also included in this report is an analysis of accident records evaluating the effectiveness of safety belts. Statewide usage rates in the 19 cities previously surveyed in 1982 through 1988 showed that driver safety belt usage increased substantially in 1989 while child safety seat usage stabilized in 1989 at close to the 1988 level. The statewide usage rate of safety belts by drivers was 25.5 percent in 1989 compared to 20.5 in 1988, 13.0 percent in 1986, 9.2 percent in 1985, 6.9 percent in 1984, 5.8 percent in 1983, and 4.2 percent in 1982. The percentage of children in either a safety seat or belt was 48.8 percent in 1989 compared to 47.7 percent in 1988, 30.2 percent in 1986, 29.1 percent in 1985, 30.3 percent in 1984, 24.2 percent in 1983, and 15.4 percent in 1982. Benefits in the reduction of injuries for occupants involved in police-reported accidents wearing a safety belt or in a safety seat were shown through the analysis of accident records. For example, a 42 percent reduction in fatal or incapacitating injuries was determined for drivers wearing a safety belt compared to those who were not restrained. The data analysis resulted in the following recommendations: 1) a statewide mandatory safety belt law should be passed or, in lieu of a statewide law, cities should pass such a law, 2) enforcement of the existing child restraint law should be increased, and 3) the existing child restraint law should be strengthened

1993 Safety Belt Usage Survey and Evaluation of Effectiveness in Kentucky

The objective of the survey was to establish 1993 safety belt and child safety seat usage rates in Kentucky. Data were collected at 100 sites and combined based on vehicle miles travelled for a given type of highway, rural or urban location, and county population category. Also included in this report is an analysis of accident records evaluating the effectiveness of safety belts. Statewide usage rates were 42 percent for drivers and front-seat passengers (over 19 years of age) and 61 percent for children under four years of age (front and rear seats). Driver usage rates increased in 1993 compared to 1992, however, the amount of the increase has decreased. Rates were highest on interstate highways and lowest on rural, non-interstate highways. Benefits in the reduction of injures for occupants involved in police-reported accidents wearing a safety belt or in a safety seat were shown through the analysis of accident records. For example, a 54 percent reduction in fatal or incapacitating injuries was determined for drivers wearing a safety belt compared to those who were not restrained. The increased usage that resulted in Fayette County, Jefferson County, Bardstown, Covington, and Bowling Green after enactment of local mandatory usage laws was shown. The recommendation is that a statewide mandatory safety belt law should be passed or, in lieu of a statewide law, additional local governments should pass such a law

Traffic Accident Rates in Kentucky (1982)

The primary objective of this study was to determine average accident statistics in Kentucky for 1982. These statistics could then be used in Kentucky\u27s high-accident location identification program. The 1982 data were combined with 1980 and 1981 data to calculate more long-term accident statistics. Average accident rates were calculated using several methods of classifying highways. A series of tables was prepared giving criteria that could be used to determine if specific locations have accident problems