Georgia 2006 Five Percent Report
This report is in response to the Federal requirement that each state describe at least 5 percent of its locations currently exhibiting the most severe highway safety needs, in accordance with Sections 148(c)(1)(D) and 148(g)(3)(A), of Title 23, United States Code. Each state’s report is to include potential remedies to the hazardous locations identified; estimated costs of the remedies; and impediments to implementation of the remedies other than costs. The reports included on this Web site represent a variety of methods utilized and various degrees of road coverage. Therefore, this report cannot be compared with the other reports included on this Web site.
Protection from Discovery and Admission into Evidence—Under 23 U.S.C. 148(g)(4) information collected or compiled for any purpose directly relating to 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 identified or addressed in the reports. |
Additional information, including the specific legislative requirements, can be found in the guidance provided by the Federal Highway Administration,
http://safety.fhwa.dot.gov/safetealu/fiveguidance.htm.
GEORGIA DEPARTMENT OF TRANSPORTATION
Office of Traffic Safety & Design
2006 Highway Safety Improvement Program (HSIP)
5 Percent Report
Background
Pursuant to the mandate of Section 148(c)(1)(D) of Title 23 USC the following report, called the Georgia 5 Percent Report,addresses locations which exhibit the most severe safety needs of public roads in Georgia, including potential remedies to the "hazardous" locations identified, estimated costs of the remedies, and obstacles to implementing those remedies other than costs. As of 2005, Georgia's 159 counties contained slightly more than 116,000 centerline miles of roadway. The majority of these routes were categorized as Rural. In 2005, there were 18,084 miles of state maintained routes (Table 1) with the remainder divided amongst County Roads and City Streets.
| State Route Mileage | County Road Mileage | City Street Mileage | Total Mileage |
|---|---|---|---|
| 18,084.29 | 83,548.97 | 14,369.04 | 116,002.30 |
Methodology
Traditionally, GDOT has developed lists of high crash locations in an annual report called the center 150 Report. However, the 150 Report could not be used for Georgia' 5 Percent Report because it only includes On-System Routes and Section 148(c)(1)(D) requires that the 5 Percent Report cover all public roads. Therefore, to satisfy the requirements of Section 148, GDOT developed this new methodology that is a representation of ALL routes in Georgia, not just those routes that are state maintained.
In a manner similar to the center 150 Report,the GDOT Office of Traffic Safety &Design developed two separate lists of locations – one for intersections and the other for sections. GDOT decided to separate the lists since the selection criteria for identifying the two types of locations would be very different, as well as the fact that the remedies themselves would differ. GDOT utilized crash data for the years 2002-2004 for the development of the 5 Percent Report for Georgia. GDOT undertook an initial run of all of Georgia's statewide crash data for all intersections and one (1) mile sections using the following criteria:
- All Public Routes
- Years 2002 - 2004
- Minimum of five (5) crashes per year
- Only Fatal & Serious Injury Crashes
Both the section and intersection lists were limited to locations having at least five (5) crashes per year. A minimum of five (5) crashes was determined through trial and error. The minimum number of crashes and the resulting output observed was varied. A minimum of five (5) crashes ultimately generated a list of locations that most accurately identified locations with safety needs. GDOT then further screened the resulting list of locations as discussed in more detail below.
GDOT utilized theSeverity Rate method as its overall methodology to determine those locations with the most severe safety needs. The Severity Rate method is a combination of traditional Rate Quality Control and EPDO (Equivalent Property Damage Only) methods. The EPDO method gives higher priority to locations that experience greater severity in terms of injury and fatal crashes as recommended by the 5 Percent Report guidelines. The EPDO crash rate compares the number of serious crashes to the number of vehicles passing through a segment in the case of highway sections or compares the number of serious crashes to the total number of crashes in the case of intersections. The Rate Quality Control method applies a statistical test to determine whether the Severity Rate for a spot or segment of roadway is higher than expected due to normal variations in crashes from year to year. This statistical test assumes the number of crashes at a location will vary according to a Poisson distribution. If the actual Severity Rate at each location is greater than the critical rate for that particular Functional Classification, then it can be assumed that the high Severity Rate at the location cannot be explained by a random variation in crashes and therefore must be due to a hazardous condition at the location. If the actual Severity Rate is greater than the critical rate, then that location is identified as having high potential for safety improvements.
Calculations
Sections: For the Sections Sections listing, GDOT considered one (1) mile sections, excluding intersection crashes, that had a minimum of: one (1) fatal crash, six (6) serious injury crashes, or an Average Daily Traffic (ADT) greater than 4,000. GDOT selected a minimum of 4,000 ADT after determining that the average ADT for all crash locations statewide in Georgia was approximately 4,000 Vehicles per Day (VPD). However, because the guidelines emphasized fatal and serious injury crashes,, minimums were established for fatal and serious injuries so as not to exclude sites with small numbers of fatal or serious injury crashes from further analysis, even if the ADT was less than 4,000 vehicles per day. A Severity Rate was then calculated for all of the locations that met the aforementioned criteria. The Severity Rate was calculated per 100 Million Vehicle Miles (MVM) Traveled for each one (1) mile section with the Fatal Crashes weighted times ten (10) and the number of Severe Injury Crashes times six (6). Since the estimated cost of a fatal crash based on National Safety Council (NSC) figures so far outweighs the cost of a serious injury crash, GDOT approximated the weighting factors by applying slightly more weight to the fatal crashes than the serious injury crashes for analysis purposes only.
A Severity Rate was determined for all Sections statewide meeting the minimum criteria:
SR =Severity Rate per 100 MVM
A Statewide Severity Rate was developed for each Functional Classification (See Table 2):
SRfc =Statewide Severity Rate by Functional Classification
A Critical Severity Rate was next calculated for each one (1) mile section based on the appropriate Functional Classification as follows:
| k | = | A probability constant: Typical values used are either k=1.645 for a 95% confidence level or k=3.291 for a 99.95% confidence level. The k=3.291 was used for this report |
| M | = | Vehicle exposure per 100 million vehicle miles traveled (VMT). |
| SRfc | = | Statewide Severity Rate by Functional Classification |
| SRc | = | Critical Severity Rate |
| Sections | Killed | Serious | VMT | SRfc = Statewide Severity Rate (100 MVM) |
|---|---|---|---|---|
| 01-Rural-Interstate Principal Arterial | 286 | 529 | 33,377,000,000 | 18.08 |
| 02-Rural-Principal Arterial | 278 | 530 | 22,816,000,000 | 26.12 |
| 06-Rural-Minor Arterial | 391 | 686 | 25,311,000,000 | 31.71 |
| 07-Rural-Major Collector | 452 | 1,037 | 23,414,000,000 | 45.88 |
| 08-Rural-NFA Minor Collector | 118 | 267 | 12,784,000,000 | 21.76 |
| 09-Rural-Local | 339 | 877 | 26,493,000,000 | 32.66 |
| 11-Urban-Interstate Principal Arterial | 282 | 1,103 | 55,554,000,000 | 16.99 |
| 12-Urban Freeway and Expressway | 22 | 117 | 7,950,000,000 | 11.60 |
| 14-Urban Principal Arterial | 202 | 613 | 34,298,000,000 | 16.61 |
| 16-Urban-Minor Arterial Street | 335 | 1,071 | 43,211,000,000 | 22.62 |
| 17-Urban-Collector Street | 95 | 336 | 12,916,000,000 | 22.96 |
| 19-Urban-Local | 184 | 722 | 31,824,000,000 | 19.39 |
| Totals | 2,984 | 7,888 | 329,948,000,000 | 23.39 |
A Safety Index was computed by dividing the Severity Rate for each location by the corresponding Functional Classification-based Critical Severity Rate for each location. Those locations with a Safety Index greater than 1.0 are considered to be Georgia's most severe safety needs. A Safety Index greater than 1.0 means that the Severity Rate for a particular section is greater than the Critical Severity Rate for that section, or that there were a statistically significant number of severe crashes at that location. The final report (Table 4) represents 5% of the sections that had a Safety Index > 1.0 (a Severity Rate greater than the Critical Severity Rate for that particular Functional Classification) and therefore had a high potential for safety improvement.
 |
; SI = Safety Index |
Intersections: Georgia keeps a current inventory of all routes On-System and Off-System and location references for all of these crashes as well. However, Georgia has limited intersection traffic count data and traffic counts for vehicles entering and exiting intersections. Therefore, for the Intersections listing, it was necessary to use a slightly different methodology due to the lack of availability of intersection traffic data. The same methodology which was used for Sections was applied, except instead of comparing the number of fatal and serious injury crashes to the total number of vehicle miles traveled; they were compared to the total number of crashes at the intersection.
For the intersections listing, GDOT considered sections that had at a minimum one of the following: one (1) fatal crash, six (6) serious injury crashes, or mainline ADT greater than 4,000. GDOT selected a minimum of 4,000 ADT after determining that the average ADT for all crash locations statewide in Georgia was approximately 4,000 Vehicles per Day (VPD). However, because the guidelines emphasized fatal and serious injury crashes, minimums were established for fatal and serious injuries so as not to exclude sites with small numbers of fatal or serious injury crashes from further analysis. A Severity Rate was calculated per total number of crashes at each intersection with the Fatal Crashes and Serious Injury crashes weighted differently. While the result is not a rate in the traditional sense, it could still be fundamentally defined as a "rate" in that it is the number of severe crashes per total crashes per intersection. Fatal Crashes were weighted times ten (10) and Severe Injury Crashes times six (6). Since the estimated cost of a fatal crash based on National Safety Council (NSC) figures significantly outweighs the cost of a serious injury crash, GDOT approximated the weighting factors by applying slightly more weight to the fatal crashes than for serious injury crashes for analysis purposes only.
A Severity Rate was determined for all Intersections statewide meeting the minimum criteria:
SR =Total Calculated Severity Number at an Intersection per Total Crashes at that Intersection (a "rate" of severe crashes at each intersection)
A Statewide Severity "Rate" was developed for each Intersection Functional Classification (See Table 3):
SRfc =Statewide Severity Rate by Functional Classification
A Critical Severity "Rate" by Functional Classification was determined as follows:
| k | = | A probability constant: Typical values used are either k=1.645 for a 95% confidence level or k=3.291 for a 99.95% confidence level. The k=3.291 was used for this report.A higher value of k results in fewer locations exceeding their Critical Severity Rates, but will provide a higher degree of confidence that the locations are truly warranted. |
| X | = | Total Number of Crashes at subject Intersection |
| SRfc | = | Severity Rate by Functional Classification |
| SRc | = | Critical Severity Rate |
A Critical Severity Rate was next calculated for each intersection based on the appropriate Functional Classification.
| Intersections | Killed | Serious | Statewide Severity "Rate"(Per Total Crashes) |
|---|---|---|---|
| 01-Rural-Interstate Principal Arterial | 0 | 0 | 0.00 |
| 02-Rural-Principal Arterial | 123 | 312 | 0.89 |
| 06-Rural-Minor Arterial | 155 | 448 | 0.78 |
| 07-Rural-Major Collector | 110 | 355 | 0.62 |
| 08-Rural-NFA Minor Collector | 23 | 70 | 0.56 |
| 09-Rural-Local | 80 | 341 | 0.59 |
| 11-Urban-Interstate Principal Arterial | 5 | 19 | 0.01 |
| 12-Urban Freeway and Expressway | 1 | 10 | 0.05 |
| 14-Urban Principal Arterial | 204 | 1,074 | 0.44 |
| 16-Urban-Minor Arterial Street | 180 | 1,211 | 0.39 |
| 17-Urban-Collector Street | 51 | 325 | 0.37 |
| 19-Urban-Local | 140 | 901 | 0.44 |
| Totals | 1,072 | 5,066 | 0.41 |
GDOT computed a Safety Index for each intersection by dividing the Severity Rate for each intersection by the corresponding Functional Classification based Critical Severity Rate for each intersection. Those intersections with a Safety Index greater than 1.0 are considered to be Georgia's most severe safety needs. A Safety Index greater than 1.0 means that the Severity Rate for a particular intersection is greater than the appropriate Critical Severity Rate for that intersection, or that there were a statistically significant number of severe crashes at that location. The final report represents 5% of the intersections with a Safety Index greater than 1.0 (intersections with a Severity Rate greater than the Critical Severity rate for that particular Functional Classification) and therefore a high potential for safety improvement. However, just because a site's Severity Rate is higher than its Critical Rate does not mean the site is defacto “crash-prone” or “hazardous”. It simply means that with a confidence level of 99.95% (k=3.291), a typical (non-hazardous) site would be expected to have a crash rate lower than calculated 99.95% of the time and higher than the calculated crash rate 0.05% of the time.
Discussion
The GDOT Office of Traffic Safety and Design, using the selection methodology above, identified almost 1,000 intersections and sections in Georgia as those having the most severe safety needs. A total of 610 section locations and 336 intersection locations met the criteria for the report. The final5 Percent Report for the State of Georgia, which consists of 5% of the approximately 1,000 locations, contains 31 Section locations (Table 4) and 17 Intersection locations (Table 5).
The locations listed in this report represent the “locations exhibiting the most severe safety needs of public roads in Georgia as mandated by Section 148(c)(1)(D) of Title 23 USC”. Because the listing includes ALL public roads for Georgia there is a very fine distinction in what causes a location to be listed in the report. This, coupled with the imprecise science of crash reporting in general, makes for a very dynamic listing of locations. For example, the addition of a single severe crash at a couple of locations that met the reporting criteria might displace one or more of the locations listed in the final report. Accordingly, this report should not be viewed as a comprehensive list of “most dangerous” locations in Georgia, but simply a listing of locations exhibiting safety needs based on the aforementioned criteria.
Contact Information
- Norm Cressman
- Safety Program Manager
- Georgia Department of Transportation
- 935 East Confederate Avenue
- Atlanta, Georgia 30316
- 404.635.8131
- Norm.Cressman@dot.state.ga.us
Definitions
Off-System Routes are those routes that are not owned or maintained by Georgia DOT.
Crash Rate is defined as the crash count divided by exposure. The exposure is typically referred to as the Annual Average Daily Traffic (AADT). The exposure is calculated by multiplying the AADT by the number of days in the year (365) and the total section length.
The Critical Crash Rate Method was used to screen the high crash locations by utilizing a confidence interval which can be fine tune to address the needs of the program. If a segment has an actual crash rate that exceeds the critical crash rate, then it is highly likely that the location has a potential safety deficiency.
The Critical Severity Rate is a statistically derived number, greater than the average rate, which serves as a screening measure to identify locations where crash occurrence is higher than should be expected for a given facility type and for which safety measures should be considered. The 5 Percent Report methodology represents those road sections and intersections in Georgia where the Severity Rate was higher than the Critical Rate between 2002 and 2004.
Statistical Significance is the state whereby the probability that a relationship (as shown by a correlation coefficient or a difference between two means) could have come about by chance alone, is below a given low level such as below 5 percent (0.05).
Figure 1: 2006 Georgia Highway Sections Exhibiting the Most Severe Safety Needs (Minimum of 5%)
Figure 2: 2006 Georgia Highway Intersections Exhibiting the Most Severe Safety Needs (Minimum of 5%)
| COUNTY | NAME | CROSSROAD 1 | CROSSROAD 2 | POTENTIAL REMEDIES | ESTIMATED COSTS | IMPLEMENTATION IMPEDIMENTS | COMMENTS |
|---|---|---|---|---|---|---|---|
| CHATHAM | AIRWAYS AVE(CS 169207) | MILEPOST 1 | PATRICK S GRAHAM DR | AIRWAYS AVE/POOLER PARKWAY IN SAVANNAH. IMPROVE TRAFFIC SIGNAL AND MISCELLANEOUS IMPROVEMENTS | $325,000 FOR ALL IMPROVEMENTS | POSSIBLE ROW NEEDED FROM LOCALS | EXISTING STATE/CITY CONTRACT TO UPGRADE AND SIGNALIZE MAJOR INTERSECTIONS (PRC10-S009-00(379), CHATHAM). |
| CLAYTON | ASH ST (CS 89903) | LAUREL ST | CONE RD | 2 LANE, LOW SPEED, LOW VOLUME CITY STREET. HAS 1 TRAFFIC SIGNAL, STRICTLY RESIDENTIAL. ADD TURN LANES. TRAFFIC ANALYSIS REQUIRED. | $1,000,000 | RIGHT–OF–WAY, ENVIRONMENTAL, POSSIBLE ECONOMICALLY DEPRESSED REGION | HAS AN EXISTING “S” CURVE WITH ADVANCE WARNING SIGN AND ATTACHED FLASHERS. POSSIBLE SPEED TABLES. SIDEWALK ON ONE SIDE ONLY. |
| CLAYTON | OHARA DR (CR 468) | SR 54 | DIXIE DR | 2 LANE, FAIRLY STRAIGHT CO RD SIGHT DISTANCE EXCELLENT IN BOTH DIRECTIONS @ 54. HEAVY VOLUME ON 54. HWY 54 IS 4 LANE UNDIVIDED. OPERATIONAL STUDY OF SEGMENT & AT SR 54 INT. | $150,000.00 | NONE | FIELD OBSERVATIONS FOUND IT DIFFICULT TO DETERMINE WHAT POSSIBLE OPERATIONAL OR SAFETY DEFICIENCIES MAY EXIST. |
| COBB | NEW SALEM RD (CR 4431) | ECTOR CHASE | LINE RD | 2 LANE CO RD HAS CO SPLOST PROJECT PROGRAMMED TO WIDEN STILESBORO RD WHICH WILL INCLUDE IMPROVEMENTS TO NEW SALEM INTSECTION. | $8,000,000 | RIGHT OF WAY, POSSIBLE ENVIRONMENTAL ISSUES | CURRENTLY SCHEDULED FOR FY 09 LETTING |
| COBB | FRANKLIN RD (CR 1132) | COBB PKWY | DELK IND BLVD | 4 LANE UNDIVIDED CITY ST. RECENT ENHANCEMENT TO ADD MEDIAN OR LEFT TURN LANES AS WELL AS RT TURN CHANNELS. POSSIBLE INTERSECTION IMPROVEMENT AT DELK RD | $2 – 5 MILLION | RIGHT– OF-WAY COSTS IN AN COMMERCIAL ENVIRONMENT, ENVIRONMENTAL | ACCESS MANAGEMENT |
| COBB | NORTHBOUND OFF/ON RAMPS TO/FROM MARIETTA PKWY (CD 4012-ON) | MILEPOST 0 | MILEPOST 1 | THIS IS AN INTERSTATE COLLECTOR DISTRIBUTOR. SPECIFIC LOCATION OF DEFICIENCIES REQUIRE COMPREHENSIVE ANALYSIS. MULTI MERGE POINTS/MOTORIST OPTIONS ALONG THIS RAMP. | ANALYSIS COST $150,000 TOTAL COST UNKNOWN | NONE | THIS MAY WARRANT INTERCHANGE RECONSTRUCTION. |
| DEKALB | NORTHERN AVE (CR 851) | MEMORIAL DR | N DECATUR RD | 4 LANE UNDIVIDED CURVY RD WITH VARYING GRADES. POSSIBLE CUT THROUGH, LOW VOLUME RD. ACCESS MANAGEMENT, ADD MEDIAN , TURN LANE AT N DECATUR, RIGHT TURN LANES, ENHANCE SIGNING. | $500,000 | INTERSTATE R/W | SIDEWALKS ARE NOT CONTINIOUS. PARTIALLY RESIDENTIAL, COULD ALSO USE ADDITIONAL STREET LIGHTING. ADJACENT TO I-285. |
| DEKALB | YOUNG RD (CR 700) | COVINGTON HWY | SCARBROUGH DR | 2 LANE WINDING CO RD. STRICTLY RESIDENTIAL. POSSIBLE CUT THROUGH TURN LANES AT INTERSECTIONS, ENHANCEMENT. | $500,000 | RIGHT-OF-WAY | NEED SHOULDER IMPRIVEMENTS, STREET LIGHTING & SIDEWALKS. |
| DEKALB | PANTHERSVILLE RD (CR 5168) | RIVER SUMMIT LANE | ELLINGWOOD RD | 2 LANE HIGHLY RESIDENTIAL CO RD. CLOSE TO SHOPPING DISTRICT. WIDNEN TO POSSIBLE 4 LANES WITH MEDIAN. GEORGIA PERIMETER COLLEGE LOCATED NEAR. IMPROVE RIVER ROAD INTERSECTION. | $2,000,000 | RIGHT-OF-WAY, STREAM CROSSING AND ENVIRONMENTAL. | SIDEWALK UPGRADE, ROADWAY IS FAIRLY CURVY WITH SOME AREAS OF LIMITED SIGHT DISTANCES. SIGLE FAMILY HOME DRIVES AND A COUPLE OF SUBDIVISIONS |
| DEKALB | BUFORD HWY (SR 13) | CORPORATE BLVD | AFTON LN | 7 LANE, HIGH VOLUME, HIGH SPEED STATE ROADWAY. HAS HIGH PEDESTRIAN VOLUMES. ACCESS MANAGEMENT AND POSSIBLE MEDIAN INSTALLATION. | $5,000,000 | RIGHT-OF-WAY, UTILITIES, AND ENVIRONMENTAL | MINOR PROJECTS ARE UNDER WAY TO ATTEMPT TO ADDRESS SOME OF THE PEDESTRIAN ISSUES. |
| FAYETTE | JENKINS RD (CR 75) | JOEL COWAN PKWY | GAELIC WAY | EXISTING SIGNAL AT SR 74 J COWAN PKWY INSTALL LEFT TURN LANE AT GAELIC WAY. | $250,000 FOR GAELIC WAY | POSSIBLE ROW NEEDED FROM LOCALS. | LOCAL ROAD IMPROVEMENT FUND AVAILABILITY POSSIBLE STATE AID. |
| FLOYD | OLD DALTON RD (CR 641) | MILEPOST 6 | HORTON BEND ROAD | THIS ROUTE IS A RURAL TWO LANE ROAD APPROXIMATELY 18-20 FT IN WIDTH WITH NARROW SHOULDERS WITH NUMEROUS HORIZONTAL AND VERTICAL CURVES. TREES ARE LOCATED WITHIN THE CLEAR ZONE. ENHANCEMENTS WOULD REQUIRE LOCAL PROJECT TO RECONSTRUCT. | $500,000+ | LOCAL SUPPORT | 2005 CRASH DATA INDICATES A TOTAL OF ONE SINGLE VEHICLE ROR COLLISIONS THROUGH THIS CORRIDOR |
| FULTON | SOUTHBOUND OFF- RAMPS TO LANGFORD PKWY, METROPOLITANPKWY, I-85 S, CLEVELAND AVE &BACK TO I-75 (CD 4012-OS) | TO SR 166 WB | I 85 NB | THIS IS AN INTERSTATE COLLECTOR DISTRIBUTOR. SPECIFIC LOCATION OF DEFICIENCIES REQUIRE COMPREHENSIVE ANALYSIS. 3 MERGE POINTS/MOTORIST OPTIONS ALONG THIS RAMP FROM TWO INTERSTATES AND ONE ARTERIAL TYPE CITY STREET | ANALYSIS COST $150,000 | NONE | THIS MAY WARRANT INTERCHANGE RECONSTRUCTION. |
| FULTON | JONESBORO RD (SR 54) | SPRINGSIDE DR | MIDWAY ST | 2 LANE STATE ROUTE. THE DEPARTMENT HAS CURRENT PROJECT TO WIDEN TO 4 LANE DIVIDED. | UNKNOWN | ||
| GORDON | CURTIS PKWY (CS 81701) | FAIRMOUNT HWY | MILEPOST 1 | THIS CORRIDOR IS PRIMARILY COMMERCIALLY DEVELOPED WITH SEVERAL TIGHT HORIZONTAL CURVES BETWEEN TWO OFF SYSTEM SIGNALS. NEEDS ADDITIONAL TURN LANES; POSSIBLE center-LEFT LANE AND RIGHT TURN BAYS. | $500,000+ | ROW COSTS AND LOCAL SUPPORT | COLLISIONS ARE PREDOMINTLEY REAR ENDS POSSIBLY DUE TO THE NUMEROUS DRIVES |
| GWINNETT | INDIAN TRL IND PKWY (CR 1911) | INDIAN TRAIL RD | MITCHELL RD | POTENTIAL REMEDIES INCLUDE RED LIGHT RUNNING CAMERAS AND THE ADDITION OF PROTECTED LEFT TURN PHASES. A REVIEW OF THE EXISTING STRIPING AND SIGNAGE WOULD BE APPROPRIATE. | $300,000 | DENSE URBAN DEVELOPMENT MAY MAKE WIDENING OR ADDING TURN LANES IMPOSSIBLE. SPEEDS MAY ALSO BE AN ISSUE. | THIS LOCATION IS IN A VERY URBAN SETTING. |
| GWINNETT | OAKBROOK PKWY (CR 690) | MICROMERITIC DR | GREATER ATL CH SCH | POTENTIAL REMEDIES INCLUDE RED LIGHT RUNNING CAMERAS AND THE ADDITION OF PROTECTED LEFT TURN PHASES. A REVIEW OF THE EXISTING STRIPING AND SIGNAGE WOULD BE APPROPRIATE. | $300,000 | DENSE URBAN DEVELOPMENT MAY MAKE WIDENING OR ADDING TURN LANES IMPOSSIBLE. SPEEDS MAY ALSO BE AN ISSUE. | THIS LOCATION IS IN A VERY URBAN SETTING. |
| GWINNETT | GOSHEN SPRINGS RD (CR 638) | JIMMY CARTER BLVD | MILEPOST 1 | THIS LOCATION IS IN A VERY URBAN SETTING. POTENTIAL REMEDIES INCLUDE RED LIGHT RUNNING CAMERAS AND THE ADDITION OF PROTECTED LEFT TURN PHASES. A REVIEW OF THE EXISTING STRIPING AND SIGNAGE WOULD BE APPROPRIATE. | $300,000 | DENSE URBAN DEVELOPMENT MAY MAKE WIDENING OR ADDING TURN LANES IMPOSSIBLE. SPEEDS MAY ALSO BE AN ISSUE. | |
| GWINNETT | HERRINGTON RD (CR 544) | MILEPOST 1 | GREASON DR | THIS LOCATION IS IN A VERY URBAN SETTING. POTENTIAL REMEDIES INCLUDE RED LIGHT RUNNING CAMERAS AND THE ADDITION OF PROTECTED LEFT TURN PHASES. A REVIEW OF THE EXISTING STRIPING AND SIGNAGE WOULD BE APPROPRIATE. | $300,000 | DENSE URBAN DEVELOPMENT MAY MAKE WIDENING OR ADDING TURN LANES IMPOSSIBLE. SPEEDS MAY ALSO BE AN ISSUE. | |
| GWINNETT | MALL OF GA BLVD (CR 6446) | GRAVEL SPRINGS RD | MALL ENTRANCE | REVIEW STRIPING AND MARKING. RED LIGHT RUNNING CAMERAS AND EVALUATION OF PROTECTED LEFT TURN PHASES. | $300,000 | THIS SECTION OF ROADWAY IS VERY URBAN. IT IS ADJACENT TO THE MALL OF GEORGIA | |
| GWINNETT | DACULA RD (CR 934) | US 29 WINDER HWY | FENCE RD | EDGELINE DELINEATION. ADDITION OF LEFT AND RIGHT TURN LANES. EVALUATION OF MAJOR INTERSECTION FOR SIGNALIZATION. | $3,000,000 | POTENTIAL ENVIRONMENTAL IMPACTS. | THIS SECTION IS STILL RELATIVELY RURAL. HOWEVER, GROWTH IS EXPECTED AND SOME OF THESE IMPROVEMENTS MAY BE ADDED BY THE DEVELOPMENT. |
| HALL | SKELTON RD (CR 301) | BROWNS BRIDGE RD | WAL-MART | THIS SECTION OF ROADWAY ALREADY HAS AN IMPROVEMENT PROJECT UNDERWAY. HALL COUNTY IS DESIGNING THE PROJECT AND WILL ACQUIRE THE ROW. GDOT WILL FUND CONSTRUCTION AND BUILD IT. | $20,000,000 | VERY DIFFICULT ENVIRONMENTAL CHALLENGES IN THIS AREA. THESE ISSUES ARE BEING ADDRESSED AS PART OF THE EA. | THIS SECTION IS A VERY NARROW, WINDING ROADWAY. BECAUSE OF THE ENVIRONMENTAL ISSUES, EVEN SHORT TERM IMPROVEMENTS ARE NOT POSSIBLE. |
| HOUSTON | HATCHER RD (CR 147) | RESORT DR | ELMORE DR | ADD LEFT TURN LANES AT RESORT DRIVE &ELMORE DRIVE. | $250,000 PER INTERSECTION | POSSIBLE ROW NEEDED FROM LOCALS. | OFF-SYSTEM SAFETY FUNDS AVAILABILITY, LOCAL ROAD IMPROVEMENT PROGRAM FUND AVAILABILITY POSSIBLE STATE AID. |
| LUMPKIN | STATE ROUTE 11 | MILEPOST 7 | MILEPOST 8 | THE TERRAIN IS MOUNTAINOUS WITH NUMEROUS CURVES. EDGELINE DELINEATION/ENHANCEMENT WITH WIDE STRIPING OR RPMS ARE POTENTIAL. REVIEWING LOCATIONS FOR ENHANCED SIGNING IS APPROPRIATE. | $500,000 | LACK OF SHOULDERS MAY MAKE ADDITION OF GUARDRAIL IMPOSSIBLE. SNOW REMOVAL MAY MAKE RETAINING RPMS AND EDGELINE DELINEATORS DIFFICULT. | THIS SECTION OF ROADWAY IS POPULAR WITH MOTORCYCLES FOR RACING AND SPEED IS A PROBLEM. BETTER ENFORCEMENT WOULD BE HELPFUL, BUT IS BEYOND GDOT CONTROL. |
| LUMPKIN | HIGHWAY 19N | SR 9 | CORINTH CH RD | THE TERRAIN IS MOUNTAINOUS WITH NUMEROUS CURVES. EDGELINE DELINEATION/ENHANCEMENT WITH WIDE STRIPING OR RPMS ARE POTENTIAL. REVIEWING LOCATIONS FOR ENHANCED SIGNING IS APPROPRIATE. | $500,000 | LACK OF SHOULDERS MAY MAKE ADDITION OF GUARDRAIL IMPOSSIBLE. SNOW REMOVAL MAY MAKE RETAINING RPMS AND EDGELINE DELINEATORS DIFFICULT. | THIS SECTION OF ROADWAY IS POPULAR WITH MOTORCYCLES FOR RACING AND SPEED IS A PROBLEM. BETTER ENFORCEMENT WOULD BE HELPFUL, BUT IS BEYOND GDOT CONTROL. |
| LUMPKIN | STATE ROUTE 11 | MILEPOST 6 | MILEPOST 7 | THE TERRAIN IS MOUNTAINOUS WITH NUMEROUS CURVES. EDGELINE DELINEATION/ENHANCEMENT WITH WIDE STRIPING OR RPMS ARE POTENTIAL. REVIEWING LOCATIONS FOR ENHANCED SIGNING IS APPROPRIATE. | $500,000 | LACK OF SHOULDERS MAY MAKE ADDITION OF GUARDRAIL IMPOSSIBLE. SNOW REMOVAL MAY MAKE RETAINING RPMS AND EDGELINE DELINEATORS DIFFICULT. | THIS SECTION OF ROADWAY IS POPULAR WITH MOTORCYCLES FOR RACING AND SPEED IS A PROBLEM. BETTER ENFORCEMENT WOULD BE HELPFUL, BUT IS BEYOND GDOT CONTROL |
| LUMPKIN | STATE ROUTE 52 | MILEPOST 18 | MOUNTAIN RIDGE DR | THE TERRAIN IS MOUNTAINOUS WITH NUMEROUS CURVES. EDGELINE DELINEATION/ENHANCEMENT WITH WIDE STRIPING OR RPMS ARE POTENTIAL. REVIEWING LOCATIONS FOR ENHANCED SIGNING IS APPROPRIATE. | $500,000 | LACK OF SHOULDERS MAY MAKE ADDITION OF GUARDRAIL IMPOSSIBLE. SNOW REMOVAL MAY MAKE RETAINING RPMS AND EDGELINE DELINEATORS DIFFICULT. | THIS SECTION OF ROADWAY IS POPULAR WITH MOTORCYCLES FOR RACING AND SPEED IS A PROBLEM. BETTER ENFORCEMENT WOULD BE HELPFUL, BUT IS BEYOND GDOT CONTROL. |
| PAULDING | RIDGE RD (CR 472) | WATERS RD | SHIPP RD | THIS CORRIDOR IS PREDOMINATELY RESIDENTIAL, SOME HORIZONTAL AND VERTICAL CURVES. MAY BE ENHANCED BY INCREASING SIGN REFLECTIVITY AND REFURBISHING PAVEMENT MARKINGS. WILL RECOMMEND REVIEW FOR OFF-SYSTEM SAFETY FUNDS. | $5,000 - $10,000 | NONE | 2005 CRASH DATA INDICATES A TOTAL OF TWO COLLISIONS THROUGH THIS CORRIDOR. ONE REAR END AND ONE SINGLE VEHICLE ROR. ADDITIONALLY, THE DEPARTMENT HAS A PROGRAMMED PROJECT (NO. CSSTP-0006-00(930)) TO RECONSTRUCT THIS CORRIDOR. |
| RICHMOND | WYLDS RD (CR 144) | WYLDS RD | GORDON HWY | IMPROVEMENTS RECENTLY MADE IN THE VICINITY OF THIS LOCATION BY LOCALS (ADDING TURN LANES + A SUPPOSED SIGNAL PHASE ADDITION + A SIGNAL UPGRADE + OVERLAY WITH NEW MARKINGS) | UNKNOWN | NONE | THE WYLDS ROAD/NORTH LEG INTERSECTION IS CURRENTLY SIGNALIZED AND HAS HAD TURN LANES PLUS A SIGNAL UPGRADE VIA LOCAL COUNTY FUNDING RECENTLY COMPLETED. |
| ROCKDALE | GEES MILL RD (CR 157) | GLENN RD | GEES MILL BUSINESS PKWY | 2 LANE RURAL CO RD. FARM TP ENV., LOW VOLUME RD. ADD TURN LANES AT GLENN RD IMPROVE SHOULDERS. | $250,000.00 | RIGHT-OF-WAY | |
| WHITE | STATE ROUTE 75 ALT | RIDGE RD | HELEN HIAWASSEE RD | THE TERRAIN IS MOUNTAINOUS WITH NUMEROUS CURVES. EDGELINE DELINEATION/ENHANCEMENT WITH WIDE STRIPING OR RPMS ARE POTENTIAL. REVIEWING LOCATIONS FOR ENHANCED SIGNING IS APPROPRIATE. | $500,000 | LACK OF SHOULDERS MAY MAKE ADDITION OF GUARDRAIL IMPOSSIBLE. SNOW REMOVAL MAY MAKE RETAINING RPMS AND EDGELINE DELINEATORS DIFFICULT. | THIS SECTION OF ROADWAY IS POPULAR WITH MOTORCYCLES FOR RACING AND SPEED IS A PROBLEM. BETTER ENFORCEMENT WOULD BE HELPFUL, BUT IS BEYOND GDOT CONTROL. |
| COUNTY | MAINLINE ROUTE | INTERSECTION DESCRIPTION | POTENTIAL REMEDIES | ESTIMATED COSTS | IMPLEMENTATION IMPEDIMENTS | COMMENTS |
|---|---|---|---|---|---|---|
| BARROW | BARROW SR 81 | CHARLES FLOYD RD (SR 81) AT TANNERS BRIDGE RD (CR 410) | PHASE 1 - SIGNING AND MARKING REVIEW PHASE 2 - FULL INTERSECTION IMPROVEMENT | PHASE 1 - $5000 PHASE 2 - $4,000,000 (INCLUDES PE, ROW, CST) | PHASE 1 - NONE, PHASE 2 - POTENTIAL ENVIRONMENTAL IMPACTS | |
| CARROLL | CARROLL SR 166 | SR166 AT SALES BARN RD (CR 428) | SALES BARN ROAD IS ABOUT A 1/2 MILE LOOP WITH TWO ACCESS POINTS TO SR 61. IT MAY BE POSSIBLE TO ELIMINATE ONE INTERSECTION AND/OR MEDIAN OPENING ON SR 61. BY DIVERTING TRAFFIC TO ONE LOCATION IT MAY BE POSSIBLE TO WARRANT A TRAFFIC SIGNAL. | $200,000 | LOCAL SUPPORT | |
| CLAYTON | CLAYTON SR 314 | W FAYETTEVILLE RD (SR 314) AT LAURANCEAE WAY (CR 1070) | 2 LANE SR INTERSECTING W/2 LANE CO RD. CO RD IS STRICTLY RESIDENTIAL. SIDE STREET Scenter CONDITIONS, SIGHT DISTANCE IS GOOD IN BOTH DIRECTIONS. OPERATIONAL ANALYSIS REQUIRED | $40,000.00 | NONE | |
| DEKALB | DEKALB CR 666 | NORRIS LAKE DR (CR 666) AT PLEASANT HILL RD (CR 5163) | 2 LANE RURAL ROAD, 45 MPH. HIGH SPEEDS. PAVED SHOULDERS ON ONE SIDE, GRASS ON OTHER. OPERATIONAL ANALYSIS, ADD LEFT TURN LANE. | $250,000 | RIGHT-OF-WAY | SIGHT DISTANCE IS GOOD IN MOST LOCATIONS. HUMPHRIES RD HAS NEGATIVE GRADE AT ITS INTERSECTION. |
| DOUGHERTY | DOUGHERTY SR 520 | CLARK AVE (SR 520) AT HILL RD (CR 249) | OPERATIONAL AND MAINTENANCE IMPROVEMENTS. | $50,000 - $100,000 | LACK OF KNOWLEDGE OF ACCIDENTS. THERE ARE MULTIPLE HOUSING DEVELOPMENTS TO THE NORTH ON CR 249 THAT COME TO THIS INTERSECTION. | WORK PLANNED IN NEAR FUTURE. THIS INTERSECTION IS THE FIRST/LAST INTERSECTION OF WHERE THE EXISTING SR 520 AND THE NEW ALIGNMENT OF SR 520 TIE TOGETHER ON THE EAST END OF THE COUNTY. THE SPLIT OF THIS HIGHWAY IS WITHOUT HAVING TO REDUCE YOUR SPEED WITH THE EB APPROACH HAVING A GRADE SEPARATED FLY-OVER AND THE WB APPROACH VEERING OFF. |
| DOUGHERTY | DOUGHERTY CR 540 | S MOCK RD (CR 540) AT ROSEBRIAR AVE (CS 898-01) | OPERATIONAL IMPROVEMENTS, SIGNAL TIMING ADJUSTMENT. WILL TALK WITH THE CITY TO SEE IF THEY KNOW OF THE PROBLEMS THERE AND SEE IF THEY HAVE ANYTHING PLANNED. | $50,000 | LOCAL GOVERNMENT LOW PRIORITY | COMMUNICATING WITH LOCALS. THIS IS A CITY INTERSECTION THAT IS SIGNALIZED. MOCK ROAD IS A FOUR-LANE UNDIVIDED HIGHWAY WITH A TWLTL (62' WIDE). |
| DOUGHERTY | DOUGHERTY SR 3 | LIBERTY EXPWY (SR 3) AT NELMS RD (CR 39) | OPERATIONAL& MAINTENANCE IMPROVEMENTS. STRIPING WITH MAINTENANCE PERFORMED A COUPLE YEARS AGO TO HELP DELINEATE WHERE THE TRAFFIC WAS TO GO IN THE MEDIAN AND SOME ON THE SIDE STREET. THERE IS A MEDIAN UPGRADE PROJECT FOR US 19 IN THE CONSTRUCTION WORK PROGRAM ALONG THIS CORRIDOR, TO UPGRADE THE MEDIAN CROSSINGS FROM TYPE-A TO TYPE-B AND ADD SOME RIGHT TURN LANES. | ESTIMATED $100,000.00 - $150,000 | PROGRAMMED PROJECT P&E. | TYPE B CROSSOVER PROJECT. THIS IS IN THE RURAL AREA OF THE COUNTY. CR 39 IS A CROSS ROAD INTERSECTION AND SR 3/US 19 IS A FOUR-LANE DIVIDED HIGHWAY WITH A GRASS MEDIAN WITH A TYPE-A MEDIAN CROSSING. THE SITE DISTANCE IS GOOD. |
| FLOYD | FLOYD SR 53 | CALHOUN HWY (SR 53) AT BURLINGTON RD (CR 159) | THIS INTERSECTION WAS RECONSTRUCTED LAST YEAR IN A PROJECT NO. STP-0003-00(786). NO ADDITIONAL MEASURES ARE RECOMMENDED AT THIS TIME. | $0 | N/A | |
| FULTON | FULTON CR 546 | HUNTER RD (CR 546) AT S FULTON PKWY 9CR 2043) | 2 LANE HIGH SPEED COORIDOR, HIGH TRUCK VOLUMES, COUNTY RD. OPERATIONAL ANALYSIS AND POSSIBLE INTERSECTION IMPROVEMENT. | $750,000.00 | NONE | |
| FULTON | FULTON SR 154 | CAMPBELLTON RD (SR 154) AT BUTNER RD (CR 1374) | THIS IS THE INTERSECTION OF A 2 LANE STATE ROUTE WITH A 2 LANE COUNTY ROAD. RECENT DRI IN THE AREA ARE MOVING FORWARD. FULTON COUNTY HAS REQUESTED A SIGNAL. IT WILL BE INSTALLED BY THE DEVELOPERS. | $100,000.00 | NONE | DRIVEWAYS ARE LOCATED IN THREE OF THE QUADRANTS OF THIS INTERSECTION, WITH A 4TH DEVELOPMENT IN THE OTHER. ALL ARE PROGRESSING AT A SIMILAR RATE AND THIS LOCATION WILL BE COMPLETELY IMPROVED IN 2 YEARS. |
| HALL | HALL SR 365 | SR 365 AT HALL WHITE SULPHUR RD (CR 1298) | N/A | N/A | N/A | THIS INTERSECTION WAS SIGNALIZED IN OCTOBER, 2004. THE IMPROVEMENTS INCLUDED THE ADDITION OF FULL PEDESTRIAN ACCOMODATIONS AND THE INSTALLATION OF ADVANCED FLASHING BEACONS. ALSO, A PROJECT TO CONSTRUCT A TYPE B MEDIAN BREAK WAS COMPLETED DURING THE REPORTING PERIOD. |
| HALL | HALL SR 365 | CORNELIA HWY AT ATHENS ST (CR 1461) | N/A | N/A | N/A | THIS INTERSECTION WAS IMPROVED BY THE ADDITION OF AN ACCELERATION LANE ON SR 365 SOUTHBOUND. THIS ALLOWS FOR THE TRAFFIC ENTERING SR 365 FROM CR 1461 TO CROSS THE NORTHBOUND LANES AND THEN SAFELY START TRAVELING SOUTHBOUND UPGRADE. THE TRAFFIC HAS TIME TO REACH A SAFE SPEED BEFORE MERGING INTO TRAFFIC. |
| MONROE | MONROE SR 18 | SR 18 AT GOLDEN ISLES HWY (SR 87) | ROUNDABOUT | $1,000,000 WITH CONSTUCTION, ROW & UTILITIES | RIGHT-OF-WAY | POSSIBLE LONG RANGE PROJECT DUE TO COST |
| NEWTON | NEWTON SR 212 | SR 212 AT OAK HILL RD (CR 19) | STP-957(9) NEWTON COUNTY IS LISTED IN THE GDOT CONSTRUCTION WORKS PROGRAM TO IMPROVE SR 212 FROM OAK HILL ROAD TO BETHANY ROAD. THE PROJECT WILL INCLUDE REALIGNMENT OF THIS INTERSECTION TO PROVIDE IMPROVED SIGHT DISTANCE FROM OAK HILL ROAD. THE PROJECT IS CURRENTLY SHOWN WITH A LET DATE OF OCT 07. THIS SEGMENT OF SR 212 HAS ALSO BEEN RECOMMENDED FOR A REDUCED SPEED LIMIT (45 MPH) THE RECOMMENDATION HAS BEEN APPROVED AND A WORK ORDER ISSUED TO INSTALL NEW SIGNS. | R/W = $1.15MCONST = $ 3.41 M | IMPLEMENTATION IMPEDIMENTS ARE BEING ADDRESS IN PLAN DEVELOPMENT PROCESS | ANTICIPATED THAT THE ENHANCEMENTS PROVIDED IN THE PROJECT WILL ADDRESS THE MOST SEVERE SAFETY NEEDS OF THE INTERSECTION. |
| PAULDING | PAULDING SR 61 | VILLA RICA HWY (SR 61) AT MAYFIELD ROAD (CR 277) | MAYFIELD/NEBO ROADS INTERSECT SR 61 AT THE PEAK OF A VERTICAL HILLCREST. TO ENHANCE SIGHT DISTANCE THE GRADE OF SR 61 WILL NEED TO BE LOWERED. THE INTERSECTION MAY QUALIFY FOR SAFETY FUNDS. | $750,000+ | WITHOUT THE CONSTRUCTION OF ADDITIONAL/TEMPORARY LANES, THE ROUTE WOULD NEED TO BE CLOSED TO LOWER THE GRADE. | SINCE 2004, ADDITIONAL SIGNS HAVE BEEN INSTALLED AND MODIFIED TO FURTHER ENHANCE THE SAFETY OF THIS INTERSECTION. PROJECT NO. CSSTP-0007-00(864) IS PROGRAMMED TO RECONSTRUCT SR 61 THROUGH THE CORRIDOR INCLUDING THIS INTERSECTION |
| RICHMOND | RICHMOND SR 56 | MIKE PADGETT HWY (SR 56) AT NEW GOSHEN RD (CR 4) | SR 119 RELOCATION FROM SR 119 TO SR 21. | ESTIMATED $175,000 | NONE ANTICIPATED. | PROGRAMMED PROJECT CSSTP-0006-00(962) WILL IMPROVE ROUTE AND INTERSECTION. |
| RICHMOND | RICHMOND SR 88 | HWY 88 AT BATH EDIE RD (CR 58) | TE REPORT FOR THIS INTERSECTION WAS SENT TO TSD ON 02/19/03 WITH A RECOMMENDATION THAT A PROJECT TO WIDEN &ADD TURN LANES BE CONSIDERED. | IN SEPTEMBER 2003, TSD AGREED TO ADDING RAISED PAVEMENT MARKERS&REFURBISH EXISTING ROADWAY STRIPING. TYPICALLY PERORMED BY MAINTENANCE FORCES. |
Report Guidance
- As part of their Strategic Highway Safety Plans, States must have crash data systems capable of:
- Identifying hazardous locations on all public roads;
- Establishing the relative severity of those locations using criteria deemed appropriate to the State, in terms of crashes, injuries, fatalities, traffic volumes, and other relevant data.
- The purpose of the HSIP is to achieve a significant reduction in traffic fatalities and serious injuries on public roads – Section 148(b)(2)
- The annual report should then identify not less than 5% of those locations in the State exhibiting the most severe safety needs.
- Purpose – to raise public awareness of the safety needs and challenges in the States
- It is recognized that not all States are currently able to identify crash locations on non-State-maintained roads
- Current methodology can be used for the initial report(s)
- The Guidance recommends that States improve their data systems so that full public road coverage can be achieved by 8/31/09
- Methodologies used by the States should include fatalities and serious injuries and may be based on one or more of the following:
- Frequencies
- Rates per 100 MVMT
- Rates per million entering vehicles (intersections)
- Rates per mile
- Fatal and serious injury crashes as a % of total crashes
- Crash loss (dollars)
- Other as identified by a State
- Number of locations in the report should be:
- Commensurate with the size of the State
- Reflect the locations the State DOT believes have the greatest safety needs in the State to raise public awareness of these needs
- No minimum or maximum number of locations can be recommended at this time
- The reports shall also include:
- Potential remedies for the identified locations (in any of the "4E" areas)
- Estimated costs of the remedies
- Impediments to implementation other than cost
- It is recommended that the report submissions include:
- The State's methodology used to determine the locations (will vary among the States)
- Extent of public road coverage
- Schedule for updating crash data system to full coverage (if applicable)
- Calendar years used in the data analyses (most recent 3-5 years of data recommended)
- State contact person and/or office
- Reports will be made available to the public on the USDOT Web site - Section 148(g)(3)(A)
- Reports must be 508 compliant (any maps used must have a text equivalent)
- States have much flexibility in determining their locations with the most severe safety needs – shouldn't compare States' reports
- Most Federal-aid highway funds can be used for crash database and analysis improvements (www.dottrcc.gov/pages/funding.htm)
