2018 Issue

58 Forbush Lane Intersection In the three years prior to construc- tion, 43 crashes were recorded at this signalized intersection. Twenty-five of the crashes were angle crashes, three of which were severe. Fourteen front- to-rear crashes were recorded. Safety improvements at this intersection included new lighting, new striping, median curbs, and ADA compliant pedestrian ramps. In the three years following improvements, 37 crashes were recorded—a 14 percent decrease in annual crashes. Since four of the 25 post-construction angle crashes at this intersection were severe, Forbush Lane is still considered an area of concern. 8020 South Intersection This signalized intersection had 24 crashes in the three years prior to construction and 16 crashes in the three years after construction—a 33 percent decrease in annual crashes. In the three years prior to construc- tion, 11 of the crashes were angle and nine were front-to-rear. One of the 11 pre-construction angle crashes at this location was a severe crash. Safety improvements at this intersection included new signal heads, new light- ing, new striping, new median curbs, ADA compliant pedestrian ramps, a concrete waterway, the addition of a right-turn lane, and improved retro- reflective traffic signs on signal mast arms. Following the addition of these improvements, the angle crashes were reduced to one during the three years post construction; while the front-to- rear crashes were reduced to 10. Due to the reduction of crashes, this area is no longer one of concern. 8600 South Intersection Twenty-three crashes occurred at this intersection in the three years prior to construction; 15 of those were angle crashes, one of which was severe. Safe- ty improvements at this intersection in- cluded new lighting, new striping, new signal heads, median curbs, ADA com- pliant pedestrian ramps, a concrete waterway, the addition of right-turn lanes, increased curb and gutter radii, and improved retroreflective traffic signs on signal mast arms. In the three years after the improvements to the in- tersection, 19 crashes occurred. Two of the 14 angle crashes were severe. The other five crashes were front-to-rear crashes. Due to these crashes, 8600 South remains an area of concern. 9400 South Intersection In the three years prior to construction, 36 crashes occurred at this intersec- tion. Of the pre-construction crashes, 21 were front-to-rear crashes. Crashes at this location increased by 14 percent after improvements were made, which included new lighting, new striping, median curbs, and additional striping for left turns in the intersection. For- ty-one crashes occurred at this inter- section in the three years following construction; 22 of those were front- to-rear crashes. Due to the clustering of crashes at this intersection, this area remains one of concern. Section 3C Segment Section 3C is a small segment of road between Buttercup Drive and Sego Lily Drive. Nineteen crashes were recorded in the three years prior to construction; 16 of these crashes were front-to-rear. New striping, lighting, and a landscaped median were add- ed to this segment. The number of crashes in this segment dropped by 89 percent in the three years following construction, with only two crashes occurring. Due to the reduction in crashes, Section 3C is no longer an area of concern. Sego Lily Drive Intersection This signalized intersection had 32 crashes in the three years before construction. Fifteen of those crashes were angle crashes; 13 were front-to- rear. One of the 13 front-to-rear crash- es that occurred at this intersection was severe. Safety improvements at this intersection included new light- ing, new striping, new signal heads, median curbs, ADA compliant pedes- trian ramps, a concrete waterway, the addition of right-turn lanes, increased curb and gutter radii, and improved retroreflective traffic signs on signal mast arms. In the three years following construction, 24 crashes were record- ed, a 25 percent decrease. However, this intersection remains an area of concern because one of the 10 angle crashes was severe, and the number of angle crashes in the area creates a cluster. 10600 South Intersection Fifty-four crashes occurred at this signalized intersection prior to con- struction. Eighteen crashes were front- to-rear. Three of the 31 angle crashes were severe level. Median curbs, lighting, striping for left-turn lanes, ret- roreflective signs, and right-turn lanes were added. Pedestrian ramps were improved to be ADA compliant. The curb and gutter radii was increased. Traffic signal heads were adjusted to be properly positioned over the travel lanes. Following these improvements, the number of crashes decreased by 57 percent annually, with 23 crashes during the three year period after con- struction. This area is no longer one of concern. New Areas of Concern Post Construction In addition to the four areas that remained a concern post construction, two new locations were identified as areas of concern in the post construc- tion data due to clusters and severity of angle and front-to-rear crashes. These sections include the Ridgemark Drive intersection and the Section 3D segment. Ridgemark Drive Intersection Ridgemark Drive had 15 crashes in the three years prior to construction. Safe- ty improvements at this intersection included median curbs, ADA compli- ant pedestrian ramps, a concrete wa- terway, the addition of right-turn lanes, increased curb and gutter radii, and improved retroreflective traffic signs on signal mast arms. While the crash- es at this intersection declined by 13