Highway Safety Improvement Program
Top Five Percent Report
Arizona Department of Transportation
Highway Enhancements for Safety (HES)
August 29, 2006

Highway Safety Improvement Program
Top Five Percent Report

The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Title 23 USC, Section 148 created the Highway Safety Improvement Program (HSIP) with a stated purpose to reduce the traffic fatalities and serious injuries on public roads.  Per Section 148(c)(1)(D) of SAFETEA-LU, States are required to report annually the top five percent locations within the State with the most severe safety needs.  This report is due to the Federal Highway Administration (FHWA) Arizona Division office by August 31 of each year.  The State of Arizona's Department of Transportation has analyzed statewide safety data to identify the top five percent locations in accordance with FHWA guidelines and Arizona's Strategic Transportation Safety Plan.

Arizona Department of Transportation (ADOT) Highway Enhancements for Safety (HES) section has identified the locations with the most severe safety needs based on an analysis of the fatal and injury crashes in the last three years (2003-2005).  The emphasis areas for this analysis include pedestrian, run-off-road, and intersection crashes. Over 408,932 motor-vehicle crashes were reported, entered and queried in Arizona for the development of this report.  Arizona's motor-vehicle crash database contains over 58,000 miles of roadways.  The locations were identified based on the available traffic crash data. One-mile roadway sections were considered for the analysis of crashes on the State Highway System. However, the developments in some areas might have resulted in some changes of section length.  In such cases, the sections were either longer or shorter than a mile.  It should also be noted that, in case of divided highways, each of the directions were considered separately.  For crashes on non-State Highway System, intersections were considered for the purpose of analysis.   The top five percent locations were identified based on the following criteria:

• Location should have at least one crash in each of the three years.
• Location should have at least one fatal crash in three years.
• At least one crash should be pedestrian, run-off-road, or intersection related.  It should be noted that the intersection-related crashes considered here are the crashes in which the first harmful event occurred on an approach to or exit from an intersection, and resulted from an activity, behavior or control related to the movement of traffic units through the intersection (as defined by the American National Standard D16.1-1996, ANSI D16.1-1996).
• Total number of fatal or incapacitating injury crashes equal to or greater than three in those three years.

The identified locations were sorted in an alphabetical order as provided in Appendix I.

Following the above criteria, the top five percent list was prepared as explained below:

• A total of 408,467 crashes occurred at 76,491 locations in these three years including 3,001 fatal crashes at 2,743 locations.
• Of these, 2,070 fatal crash locations showed at least one of the focus crash types considered (i.e., pedestrian, run-off-road or intersection related).
• Further, there are 568 locations with crashes occurring in each of the three years and with fatal and injury crashes equal to or more than three at each location.
• Twenty-eight (28) of the identified 568 locations are the top five percent locations.

The analysis is primarily based on frequency of crashes and does not account for exposure factors, thereby significantly limiting the value of this report.  Linking crash data and traffic volume data to produce a list based on crash rate is not automatic  and thus, quite cumbersome at this point of time.  Arizona's Traffic Records Coordinating Committee (TRCC) plans to provide a tool that will enable crash rate calculations automatically by the year 2009.

For the locations outside ADOT jurisdiction, the respective agencies were contacted for their review and comments.  It has been found that studies have already been performed for enhancing the safety at most of the identified locations.  A few of the locations require further review.  Comments, estimated costs, and implementation impediments for each of the locations are provided in Appendix II.

APPENDIX I

List of Top Five Percent Locations as of August 22, 2006

Per Section 409 of Title 23 USC, the information contained in this report shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed.

APPENDIX II

DISCUSSIONS ON TOP FIVE PERCENT LOCATIONS

19th Avenue and Dunlap Avenue (City of Phoenix)

Comments: Signalized arterial/arterial intersection.  Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval.  Conducted field review in September 2004 and pedestrian safety audit in June 2006.  Possible visibility obstructions removed, crosswalks repainted.  All traffic signal equipment, signing and striping were reviewed and all found to be in good to excellent condition and in full compliance with MUTCD and engineering standards. Intersection scheduled to be redesigned for light rail construction in a few years.  Tracks will run north on 19th Ave and then west on Dunlap.  This segment is currently under design and the Light Rail Transit (LRT) construction will completely transform the intersection and traffic conditions at the intersection.

Estimated Cost: N/A

Implementation Impediments: N/A

 

19th Avenue and Northern Avenue (City of Phoenix)

Comments: Signalized arterial/arterial intersection.  Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval.  Photo red light camera installed for westbound traffic in March 2004.  Eastbound approach resurfaced in April 2003 to reduce rear-end crashes, median island constructed to restrict left turns into businesses.  Conducted pedestrian safety audit in May 2005, double-sided street lighting on all approaches.  All other traffic signal equipment, signing and striping were found to be in good to excellent condition and in full compliance with MUTCD and engineering standards.  Four of the pedestrian crashes involved pedestrians that had been drinking prior to crash.

Estimated Cost: N/A

Implementation Impediments: N/A

 

51st Avenue and Indian School Road City of Phoenix)

Comments: Signalized arterial/arterial intersection.  Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval.  Photo red light camera install for westbound traffic in September 2001.  Conducted pedestrian safety audit in June 2006, double sided street lighting on all approaches.  Re-painted crosswalk, repaired signs and curb and removed possible visibility obstruction at northeast corner.  All other traffic signal equipment, signing and striping were found to be in good to excellent condition and in full compliance with MUTCD and engineering standards.

Estimated Cost: N/A

Implementation Impediments: N/A

 

Bell Road and 29th Avenue (City of Phoenix)

Comments: Signalized arterial/collector intersection.  Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval.  Double-sided street lighting along Bell and 29th Ave south of intersection.  All traffic signal equipment, signing and striping were reviewed and all found to be in good to excellent condition and in full compliance with MUTCD and engineering standards.

Estimated Cost: N/A

Implementation Impediments: N/A

 

Bullhead Parkway and SR 95 (Bullhead City)

Comments: For this intersection, most of the crashes (40) occurred at various mid-block locations on Bullhead Parkway, and a few occurred at or near the intersection on Bullhead Parkway (6 at the north end and 9 at the south end).  Bullhead City has installed three traffic signals on Bullhead Parkway over the last 6-12 months and one more signal is to be installed in the next 30-60 days.  They have also lowered the highest posted speed limit from 55 mph to 50 mph. They are also paving shoulders at higher risk locations, and have budgeted funds to build curb along the entire length of Bullhead Parkway. These measures are expected to make a significant effect on the number and severity of crashes. Bullhead City will monitor the results and make further improvements, if needed.

Estimated Cost: N/A

Implementation Impediments: N/A

 

Camelback Road and 15th Avenue (City of Phoenix)

Comments: Signalized arterial/collector intersection.  Conducted signal timing audit for proper yellow, all-red clearance, pedestrian walk and pedestrian clearance interval.  This intersection falls under the new light rail corridor, whose construction is scheduled to be completed in January 2008.

Estimated Cost: N/A

Implementation Impediments: N/A

 

I-10 EB, MP 142 (State Highway System)

Comments:  Eastbound I-10 at MP 142 consists of 4 travel lanes, a 12' emergency shoulder, 1 HOV lane and a 12' inside shoulder, with an annual average daily traffic of 111,000 vehicles.  This section of the roadway is a designated truck route.  A major interchange also exists within the vicinity of the location connecting I-10 EB at MP 143.18 with I-17 SB and at MP 143.19 with I-17 NB.  The identification of this location is an example of the limited value of the frequency method when traffic volumes are extremely high.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

I-10 EB, MP 145 (State Highway System)

Comments: Eastbound I-10 at MP 145 consists of 4 travel lanes, a 10' emergency shoulder, 1 HOV lane and a 10' inside shoulder with an annual average daily traffic of 134,900 vehicles.  This section of the roadway is a designated truck route.  The identification of this location is an example of the limited value of the frequency method when traffic volumes are extremely high.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

I-10 EB, MP 147 (State Highway System) 

Comments: Eastbound I-10 at MP 147 consists of 3 travel lanes, a 12' emergency shoulder, 1 HOV lane and a 12' inside shoulder with an annual average daily traffic of 146,200 vehicles.  There is a lane transition to 4 travel lanes at MP 147.5 and to 3 lanes again at MP 147.6.  A major freeway to freeway interchange also exists within the vicinity of the location connecting I-10 EB at MP 146.95 with SR 202 and at MP 147.25 with SR 51.  The identification of this location is an example of the limited value of the frequency method when traffic volumes are extremely high.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

Kolb Road and 22nd Street (City of Tucson)

Comments: This is a signalized arterial-arterial intersection that was recently reconstructed.  Both 22nd Street and Kolb Road are divided six lane arterials with left turn signal arrows and turn lanes in all directions.  Conducted signal timing review and confirmed appropriate timing which meets or exceeds national standards.  The intersection has a high frequency of rear-end collisions and severe capacity demands.  The intersection is in a high density commercial area with numerous driveways and median openings.  Approximately 32% of the recorded crashes (2005) were addressed to the intersection by the investigating officers; however, they are not related to the intersection, but to private commercial driveways and median openings away from the intersection.  Thus, the intersection's crash statistics are artificially high.

Estimated Cost: N/A

Implementation Impediments: N/A

 

Maricopa County 85 and Cotton Lane (Maricopa County)

Comments: This intersection is part of a Transportation Improvement Program (TIP) project for the construction of Cotton Lane across the Gila River between and including the intersections of MC-85 and Estrella Parkway.  Construction scheduled to start before end of 2006.

Estimated Cost: N/A

Implementation Impediments: N/A

 

River Road and La Cholla Boulevard (Pima County)

Comments: River Road and La Cholla Boulevard are both urban arterials.  This intersection has been the focus of major safety improvement efforts in the past year, as noted in the following comments obtained from the Pima County DOT Safety Management System Program Annual Update Report for Calendar Year 2005, dated July 2006, as well as from the Pima County DOT Traffic Engineering Division management staff.  Intersection reconstruction was completed in March 2006.  Left-turn analysis was completed in February 2006.  Dual NB/SB Left-turn lanes were installed in April 2006.  Crash analysis was competed in June 2006.  Adjacent shopping center developer is planning some ingress/egress improvements.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

SR 101 WB, MP 22 (State Highway System)

Comments: Westbound SR 101 at MP 22 consists of 2 travel lanes, a 10' emergency shoulder, and an 8' inside shoulder with an annual average daily traffic of 65,500 vehicles.  There is a transition in the number of lanes to 4 lanes at MP 22.67.  A major freeway to freeway interchange also exists within the vicinity of the location connecting SR 101 WB at MP 23.45 with I-17 NB and at MP 23.42 with I-17 SB.  The identification of this location is an example of the limited value of the frequency method when traffic volumes are extremely high. No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

SR 202 WB, MP 1 (State Highway System)

Comments: Westbound SR 202, MP 1 consists of 3 travel lanes, a 10' emergency shoulder, 1 HOV lane and an 8' inside shoulder with an annual average daily traffic of 71,100 vehicles.  A major freeway to freeway interchange also exists within the vicinity of the location connecting SR 202 WB at MP 0.33 with SR 51 NB and at MP 0.31 with SR 51 SB.  The identification of this location is an example of the limited value of the frequency method when traffic volumes are extremely high.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

SR 40B, MP 196 (State Highway System)

Comments: SR 40B at MP 196 is an Urban Principal Arterial.  The segment location is an uncontrolled access four-lane highway in a medium urban area (Population 50,000 to 199,999) with two lanes in the eastbound and westbound directions of travel and an annual average daily traffic of 14,100 vehicles in each direction.  The eastbound lanes are separated from the westbound lanes by a 12ft two-way left turn painted median.  A total of four traffic signals exist along this section with many commercial driveways.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

SR 40B, MP 198 (State Highway System)

Comments: SR 40B at MP 198 is an Urban Principal Arterial.  The segment location is an uncontrolled access four-lane highway in a medium urban area (Population 50,000 to 199,999) with two lanes in the eastbound and westbound directions of travel and an annual average daily traffic of 15,100 vehicles in each direction.  The eastbound lanes are separated from the westbound lanes by a 12ft two-way left-turn painted median.  A total of three traffic signals exist along this section with many commercial driveways.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

SR 83, MP 44 (State Highway System)

Comments: SR 83 is a two lane highway with 1,200 vehicles per day in each of the northbound and southbound directions.  The majority of the severe crashes involve motorcycles.  This location is currently in the scoping phase.  Potential safety enhancements include curve realignment and shoulder widening.

Estimated cost: $3,000,000

Implementation Impediments: Environmental restrictions

 

SR 88, MP 206 (State Highway System)

Comments: SR 88 is a two lane historic highway with an annual average daily traffic of 800 vehicles in each of the eastbound and westbound directions.  The majority of the severe crashes in the vicinity involve motorcycles.  A project between MP 203.4 and MP 210.5 is expected to enter scoping in FY 2007.  Potential safety enhancements may include curve realignment, shoulder widening and additional signing. 

Estimated cost: $3,100,000

Implementation Impediments: Environmental restrictions

 

SR 89A, MP 371 (State Highway System)

Comments: SR 89A is a four lane Urban Principal Arterial with an annual average daily traffic of 11,600 vehicles in each of the northbound and southbound directions.  A safety enhancement evaluation for installation of street lighting is being performed at the time of the publication of this report.

Estimated cost: N/A

Implementation Impediments: N/A

 

SR 95 at MP 242 (State Highway System) 

Comments: SR 95 is a four lane semi-urban arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City.  SR 95 has an annual average daily traffic of 15,400 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicle, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks.  A Design Concept Report (DCR) is currently underway to evaluate a bypass route around Bullhead City.

Estimated Cost: Tens of millions of dollars

Implementation Impediments: Environmental restrictions

 

SR 95 at MP 244 (State Highway System)  

Comments: SR 95 is a four lane Urban Principal Arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City.  SR 95 has an annual average daily traffic of 15,700 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks.  A Design Concept Report (DCR) is currently underway to evaluate a bypass route around Bullhead City.

Estimated Cost: Tens of millions of dollars

Implementation Impediments: Environmental restrictions

 

SR 95 at MP 245 (State Highway System)

Comments: SR 95 is a four lane Urban Principal Arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City.  SR 95 has an annual average daily traffic of 16,100 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks.  A Design Concept Report is currently underway to evaluate a bypass route around Bullhead City.

Estimated Cost: Tens of millions of dollars

Implementation Impediments: Environmental restrictions

 

SR 95 at MP 248 (State Highway System) 

Comments: SR 95 is a four lane Urban Principal Arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City. Separate Left turn lanes are present through out the study segment at un-signalized intersections.  SR 95 has an annual average daily traffic of 16,400 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks.  A Design Concept Report is currently underway to evaluate a bypass route around Bullhead City.

Estimated Cost: Tens of millions of dollars

Implementation Impediments: Environmental restrictions

 

SR 95 at MP 249 (State Highway System) 

Comments: SR 95 is a four lane Urban Principal Arterial with traffic signals at the major intersections and stop signs on the minor crossroads within Bullhead City.  SR 95 has an annual average daily traffic of 16,000 vehicles in each of the northbound and southbound directions with an higher than average percentage of large trucks, recreational vehicles, motorcycles due to the proximity of Laughlin Nevada, the Colorado River, and the closure of Hoover Dam to large trucks.  A Design Concept Report is currently underway to evaluate a bypass route around Bullhead City.

Estimated Cost: Tens of millions of dollars

Implementation Impediments: Environmental restrictions

 

US 60, MP 45 (State Highway System)

Comments: US 60 at MP 45 is a two lane highway with an annual average daily traffic of 620 vehicles in each of the eastbound and westbound directions.  Signing, striping and shoulder enhancements were recently completed.

Estimated Cost: N/A

Implementation Impediments: N/A

 

US 60 WB, MP 173 (State Highway System)

Comments: Westbound US 60 at MP 173 is a three lane highway with an annual average daily traffic of 171,800 vehicles.  HOV lanes were added in both eastbound and westbound directions.  Jersey barrier was installed and lanes were modified in westbound direction. 

Estimated Cost: N/A

Implementation Impediments: N/A

 

US 60, MP 247 (State Highway System)

Comments: US 60 at MP 247 is a four lane highway with an annual average daily traffic of 10,500 vehicles in each of the eastbound and westbound directions.  A total of two traffic signals are present along with many commercial driveways.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

US 89, MP 419 (State Highway System)

Comments: Northbound US 89 at MP 419 is a three lane Urban Principal Arterial with an annual average daily traffic of 12,500 vehicles.  Lighting was installed and roadway geometric changes were completed recently.  A total of four traffic signals are present along with many commercial driveways.  No safety enhancements are proposed at this time.

Estimated Cost: N/A

Implementation Impediments: N/A

 

 

If you have any questions regarding this report, please contact Reed Henry (rhenry@azdot.gov).