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Whilden Street Traffic Study An analysis of 10 years (2004-2014) of traffic accidents occurring on Whilden Street between Coleman Boulevard and Venning.

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Presentation on theme: "Whilden Street Traffic Study An analysis of 10 years (2004-2014) of traffic accidents occurring on Whilden Street between Coleman Boulevard and Venning."— Presentation transcript:

1 Whilden Street Traffic Study An analysis of 10 years (2004-2014) of traffic accidents occurring on Whilden Street between Coleman Boulevard and Venning Street

2 Scope The information in this study is based on a collection of accident reports from the Mount Pleasant Police Department Time frame: 2004-2014 Location: Along Whilden Street between Coleman Boulevard and Venning Street Number of accident reports at intersections: 53 Number of accident reports in total: 71

3 There have been 53 car accidents in 10 years along Whilden at the intersections between Coleman Blvd and Venning. SOURCE: MOUNT PLEASANT POLICE DEPARTMENT

4 Distribution of accidents along Whilden SOURCE: MOUNT PLEASANT POLICE DEPARTMENT

5 Whilden & Live Oak Drive 20 accidents at this intersection between 2004-2014 Highest accident rate of the intersections in this study Observations: Relatively even distribution of accidents throughout week w/ Tuesday and Saturday being the highest and no strong time of day correlations No night accidents None on Friday No accidents on Sunday morning (drastically different than next intersection)

6 Whilden and Hibben Street 17 accidents occurred at this intersection between 2004-2014 2nd highest accident rate of the intersections in the study Highest injury rate Observations: Strong correlation with time of day and day of week The majority (9) of these accidents happened in the morning Most accidents occur on Friday afternoon and Sunday morning Highest injury rate at this intersection (7 of 12) Question: More accidents happened at Whilden/Live Oak but more injuries happened here… are people picking up speed after they make turn at the light? Pedestrians?

7 Whilden & Venning 16 accidents occurred at this intersection between 2004-2014 3 rd highest accident rate for intersections in this study Observations: The majority of accidents occur in the morning The majority of accidents occur on the weekends There is a strong correlation with day of week and time of day on Sundays No accidents have occurred between 10pm-4am No injuries have occurred in this intersection

8 Injury: Location/Time of day Observations: The majority of injuries caused from an accident occur in the morning at the intersection of Hibben and Whilden 7 of the 12 injuries occurred during the morning 7 of the 12 injuries occurred at the intersection of Hibben and Whilden

9 Injury trend: Day of Week/Time of Day Observations: Injury rates are the lowest on Monday and Tuesday Injury rates are the highest on Sunday morning which coincides with Church services 75% of the injuries on Sunday occur at the intersection of Hibben/Whilden

10 Overview: Day of Week/Location Correlation Summary: Whilden/Hibben on Sunday has the highest rate of injury. Whilden/Hibben on Friday(afternoon) has the highest rate of accidents. Whilden/Live Oak on Tuesday and Saturday has the second highest rate of accidents.

11 Remaining Questions… Why aren’t the number of accidents directly correlated with injury? Speed? Perhaps cars accelerate after Live Oak causing Whilden/Hibben to be more dangerous? Line of sight? Perhaps there is a hindrance in seeing oncoming traffic at Hibben/Whilden? Signage? Perhaps drivers don’t realize it is a two-way stop instead of 4 way Design?

12 Lane Width = 12’ Design Speed: 70 MPH

13 Lane 8’9” Gutter 2’6” Verge 4’4” Sidewalk 4’8”

14 Lane 15’2” Gutter 2’6” Sidewalk 4’6” No Landscaped Median!

15 Sidewalk 4’ Lane 20’6” No Landscaped Median!

16 Lane 20’6” Sidewalk 4’ Lane 11’ Verge 16’

17 Remaining Questions Why are travel lanes at the entrance to the Old Village more than 20% (3’) wider than a standard 12' wide interstate highway lane? Do wider lanes invite drivers to increase speed? If wider lanes invite drivers to increase speed, does this increase in speed make the street less safe for pedestrians and bicyclists? Would it make sense to redesign the street by converting what is currently asphalt into landscaped medians, sidewalks or some type of traffic calming measure at this important gateway to what is otherwise one of the most pedestrian and bicycle friendly areas of Mt. Pleasant?

18 Did you know? “At 20 mph, the risk of death to a person on foot struck by the driver of a vehicle is 6 percent. At 30 mph, that risk of death is three times greater.” “Small towns and rural areas…often have more fast-moving, wide arterial streets than larger urbanized areas. The design of arterials in both urban and rural areas often leaves out the sidewalks and street crossings that are vital to safe pedestrian travel.” Tefft, B. (2013). Impact Speed and a Pedestrian’s Risk of Severe Injury or Death. Accident Analysis and Prevention, 50, 871-878.

19 Should the Old Village be a land-based version of a “No Wake Zone”? If so, Whilden Street between Coleman and Venning is an ideal place to alert the public toward that end.

20 What can be done? Meet and discuss: Generally, designing for safe, walkable communities begins with understanding how people use— and want to use—streets and public spaces to access destinations. With these principles set, transportation planners and engineers can select from a large set of nationally used appropriate design elements, including but not limited to: Widened sidewalks Raised crosswalks Speed tables Curb extensions Midblock crossings Narrow travel lanes Planting street trees Smaller curb radii http://www.smartgrowthamerica.org/documents/dangerous-by-design- 2014/dangerous-by-design-2014.pdfhttp://www.smartgrowthamerica.org/documents/dangerous-by-design- 2014/dangerous-by-design-2014.pdf page 25

21 Some examples of Traffic calming measures: Speed Table

22 Charleston International Airport- Speed Table

23 Angled parking Parked cars provide additional safety and comfort for pedestrians using the sidewalks and help to further slow traffic.- Chuck Marohn, Strong Towns

24 Parallel Parking

25 Curb extensions The existing 20’ (+/-) driving lanes are larger in dimension to those found on interstate highways. “This gives drivers in a quiet, residential neighborhood a false sense of comfort and, in doing so, induces dangerously high speeds. Narrowing these lanes will improve, not impair, the safe flow of traffic at neighborhood speeds.”-Charles Mahron Strong Towns Study

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27 Bumpouts

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30 Raised crosswalk, speed table, parallel parking, curb extension

31 “An important opportunity area” S OURCE : F IG. 7, C OLEMAN B OULEVARD R EVITALIZATION M ASTER P LAN

32 Will anyone listen? Whatever the answer may be… the conditions are right to do something about it: “Every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems.” – U.S. DOT Policy Statement on Bicycle and Pedestrian Accommodation Regulations and Recommendations (March, 2010)

33 Sources Chuck Mahron, Strong Towns Brainerd Study: https://static.squarespace.com/static/53dd6676e4b0fedfbc26 ea91/53ddcd89e4b003f5882015c4/53ddcd89e4b003f588201 5c6/1383603482037/Neighborhoods%20First%20Report.pdf https://static.squarespace.com/static/53dd6676e4b0fedfbc26 ea91/53ddcd89e4b003f5882015c4/53ddcd89e4b003f588201 5c6/1383603482037/Neighborhoods%20First%20Report.pdf http://www.tompsc.com/TOMPSC GIS Mount Pleasant Police Department:Traffic Accident Reports 2004-2014 U.S. DOT Policy Statement on Bicycle and Pedestrian Accommodation Regulations and Recommendations http://www.smartgrowthamerica.org/documents/dangerous-by-design- 2014/dangerous-by-design-2014.pdf page 25 http://www.smartgrowthamerica.org/documents/dangerous-by-design- 2014/dangerous-by-design-2014.pdf


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