Do you know of any highways that seem to have a very high volume of accidents, and if so, what is the cause?
I don't know what it is recently, but the stretch of the Thruway just west of Syracuse (approximately this segment (https://www.google.com/maps/dir/I-90,+Syracuse,+NY+13209/43.0888076,-76.3898297/@43.099048,-76.3667508,13.5z/data=!4m8!4m7!1m5!1m1!1s0x89d9fab848eebc8d:0xd4136c50b582cea4!2m2!1d-76.2919914!2d43.1060787!1m0)) has been very accident prone in the past couple of years. There was a bad accident here just this past weekend which messed up traffic flow on both sides. Just by my own very rough estimation, about 50% or half of all major Thruway accidents between I-290 (Buffalo) and I-690 (Syracuse) since 2017 -- a stretch of 130 miles -- have been right here on this segment. I seem to see one reported in Google Maps at least several times a month, in addition to being delayed by a westbound accident here twice last year - once in June? (IIRC) and once on Labor Day weekend. I'm not sure what causes this frequency of accidents in this area. It's a very busy stretch of road, and pretty intense near I-690, but so is most of the Thruway.
Other possible causes of high numbers of accidents could be drivers traveling at unsustainable speeds for the road design, complicated merges, suicide merges, imbalanced lane-to-traffic ratio at exits, frequency of left exits, etc.
I-80, Minooka (Exit 122) east to Maple/US-30 (Exit 137) in Illinois.
A very busy truck corridor with two-lanes per direction except across a bridge that is considered the worst for being deficient in the state. Nary a day goes by without a crash of some kind (or two, or three).
US 1 along Roosevelt Blvd. in Northeast Philly (https://www.google.com/maps/@40.0366756,-75.0642025,3a,75y,38.41h,75.38t/data=!3m6!1e1!3m4!1sMob1JolozzPZnEwjc69w5g!2e0!7i16384!8i8192): 12-lane, dual-carriageway arterial boulevard with at-grade intersections with residential homes that abut the roadway along some stretches. Many accidents typically involve pedestrians getting struck.
This road has had a reputation of being one of the most dangerous roads nationwide.
ib4 roundabouts
Quote from: PHLBOS on April 02, 2019, 11:16:53 AM
US 1 along Roosevelt Blvd. in Northeast Philly (https://www.google.com/maps/@40.0366756,-75.0642025,3a,75y,38.41h,75.38t/data=!3m6!1e1!3m4!1sMob1JolozzPZnEwjc69w5g!2e0!7i16384!8i8192): 12-lane, dual-carriageway arterial boulevard with at-grade intersections with residential homes that abut the roadway along some stretches. Many accidents typically involve pedestrians getting struck.
This road has had a reputation of being one of the most dangerous roads nationwide.
Roosevelt Boulevard is plagued with a plethora of irregularly traffic signals that stop both directions of travel. So even though the boulevard has 12 lanes of thru traffic, it's a slow go as drivers routinely get stopped at red lights. In regards to pedestrians getting stuck in the medians, that's definitely be a problem. It's impractical to get the pedestrians the full way across the boulevard as doing so would lead to prohibitively high cycle lengths.
https://www.youtube.com/watch?v=kBBs6EOCeCk
I-55 through Springfield, IL. There are 6 lanes north and south of town but, for some reason, it drops to 4 lanes through town as the ADT count increases. I call it the Springfield Squeeze. 2 weeks ago there were 6 accidents in 4 days. 2 people lost their lives and 1 person was airlifted to a local hospital with life threatening injuries.
All of CA 99 has a reputation for crashes due to Tule Fog and heavy agriculural truck traffic. Personally I never found CA 99 to be much worse than a typical busy Californian freeway corridor. I think the bad rap comes from older segments that are substandard and fact that much of the freeway is rural.
Quote from: tradephoric on April 02, 2019, 03:11:56 PM
Quote from: PHLBOS on April 02, 2019, 11:16:53 AM
US 1 along Roosevelt Blvd. in Northeast Philly (https://www.google.com/maps/@40.0366756,-75.0642025,3a,75y,38.41h,75.38t/data=!3m6!1e1!3m4!1sMob1JolozzPZnEwjc69w5g!2e0!7i16384!8i8192): 12-lane, dual-carriageway arterial boulevard with at-grade intersections with residential homes that abut the roadway along some stretches. Many accidents typically involve pedestrians getting struck.
This road has had a reputation of being one of the most dangerous roads nationwide.
Roosevelt Boulevard is plagued with a plethora of irregularly traffic signals that stop both directions of travel. So even though the boulevard has 12 lanes of thru traffic, it's a slow go as drivers routinely get stopped at red lights. In regards to pedestrians getting stuck in the medians, that's definitely be a problem. It's impractical to get the pedestrians the full way across the boulevard as doing so would lead to prohibitively high cycle lengths.
It would be interesting to know how many ped accidents occur in-between intersections (especially when the pedestrian has already crossed an intersection and decided to jaywalk mid-block).
Also, as Trade mentioned, it's nearly impossible to cross all 4 roadways on one light cycle. Are peds getting hit trying to continue their journey across after cross-traffic has the green, or are the peds simply walking into the first roadway and getting hit before they are ever given a walk signal to begin with?
US 12 between Delano and Wayzata, MN. Heading west from Wayzata a six-lane freeway becomes a super-2 bypass of Long Lake, and then a regular two-lane road west of that. This road might need 4-laning more than any other in the state.
Quote from: TheHighwayMan394 on April 02, 2019, 03:30:24 PM
US 12 between Delano and Wayzata, MN. Heading west from Wayzata a six-lane freeway becomes a super-2 bypass of Long Lake, and then a regular two-lane road west of that. This road might need 4-laning more than any other in the state.
I remember when it was turned into a super-2, which included the relocation of a major railroad and the bypassing of Long Lake among other things. To be fair, a LOT of traffic gets off that six-lane freeway at Wayzata, so the super-2 portion isn't quite as clogged as your description might lead someone to believe.
I see on GSV that they've replaced the broken center stripe with a Jersey barrier. Is that a permanent change? I assume so, considering the solid yellow stripe next to it. Man, out of a dozen times or so that I've driven that highway, I think there was only one time that oncoming traffic was clear enough to actually pass someone. And I don't think I ever saw anyone else even
attempt to pass someone down along there. There might as well have been that Jersey barrier all along, really.
Yeah, the barrier is permanent. They installed that after a number of gruesome accidents.
Quote from: Paulinator66 on April 02, 2019, 03:21:59 PM
I-55 through Springfield, IL. There are 6 lanes north and south of town but, for some reason, it drops to 4 lanes through town as the ADT count increases. I call it the Springfield Squeeze. 2 weeks ago there were 6 accidents in 4 days. 2 people lost their lives and 1 person was airlifted to a local hospital with life threatening injuries.
That was my least favorite stretch of highway when I would travel between Green Bay and St Louis. It really needs to be eight lanes with upgraded interchanges. Those consecutive full cloverleafs (three within two miles (https://www.google.com/maps/@39.8071188,-89.5878097,10058m/data=!3m1!1e3?hl=en) for those not familiar with the area) are insane.
Quote from: skluth on April 02, 2019, 05:26:26 PM
Quote from: Paulinator66 on April 02, 2019, 03:21:59 PM
I-55 through Springfield, IL. There are 6 lanes north and south of town but, for some reason, it drops to 4 lanes through town as the ADT count increases. I call it the Springfield Squeeze. 2 weeks ago there were 6 accidents in 4 days. 2 people lost their lives and 1 person was airlifted to a local hospital with life threatening injuries.
That was my least favorite stretch of highway when I would travel between Green Bay and St Louis. It really needs to be eight lanes with upgraded interchanges. Those consecutive full cloverleafs (three within two miles (https://www.google.com/maps/@39.8071188,-89.5878097,10058m/data=!3m1!1e3?hl=en) for those not familiar with the area) are insane.
They're actually not all that bad, and are (center to center) 3-1/4 miles apart, being as they're exits 96, 98, and 100. There's far worse up nearer Chicago.
Quote from: skluth on April 02, 2019, 05:26:26 PM
That was my least favorite stretch of highway when I would travel between Green Bay and St Louis. It really needs to be eight lanes with upgraded interchanges. Those consecutive full cloverleafs (three within two miles (https://www.google.com/maps/@39.8071188,-89.5878097,10058m/data=!3m1!1e3?hl=en) for those not familiar with the area) are insane.
They have planned a complete tear out and redesign but, this being Illinois, there is no money to actually begin construction.
http://i55springfield.com/site/ (http://i55springfield.com/site/)
Quote from: Paulinator66 on April 03, 2019, 10:40:45 AM
Quote from: skluth on April 02, 2019, 05:26:26 PM
That was my least favorite stretch of highway when I would travel between Green Bay and St Louis. It really needs to be eight lanes with upgraded interchanges. Those consecutive full cloverleafs (three within two miles (https://www.google.com/maps/@39.8071188,-89.5878097,10058m/data=!3m1!1e3?hl=en) for those not familiar with the area) are insane.
They have planned a complete tear out and redesign but, this being Illinois, there is no money to actually begin construction.
http://i55springfield.com/site/ (http://i55springfield.com/site/)
Yeah, I feel a bit sorry for you guys down there as IDOT is the only game in town. At least the General Assembly is looking to transfer I-80 to ISTHA.
I-71 and I-75 within a mile of their junction in Cincinnati. Going southbound, the two highways drop from four lanes each to two to merge. About a mile south of their junction, trucks are required to use the right two lanes going uphill, but they aren't always able to make it over due to other cars passing them. In addition, southbound I-71 makes a sharp turn while exiting the Lytle Tunnel, causing a lot of overturned trucks.
Northbound, three lanes turn into four just as the expressway gets on the lower deck of the double-decker Brent Spence Bridge. On the north side of the bridge, the right two lanes exit to I-71 North, Second Street, and Fifth Street, while the right two lanes continue on I-75 north, and US 50 West.
Two near where i used to live out in the High Desert (SoCal): CA 138 between CA 14 and I-15; narrow lanes, particularly in San Bernardino County, with a "washboard" profile (up & down through gullies, poor lines of sight and prone to flooding or at least slippery driving during wet weather). Head-on's, sideswipes -- bad place to lose one's concentration. The other has been previously discussed and damned: US 395 from Adelanto north to CA 58 at Kramer Jct. Lots of truck traffic; short passing lanes on long steep hills (meaning slow trucks), and lots of impatient drivers looking to bypass L.A. metro.
And -- two close to where I now reside. CA 152 between CA 156 and US 101 (Gilroy): HUGE truck presence, 2 lanes, plenty of driveway issues, lots of curves and one particularly nasty hill (but recently improved with a truck climbing lane), and an abrupt change of alignment (albeit signalized) just east of Gilroy. Definitely needs 4-lane bypass; full freeway better yet. Finally: Vasco Road (ersatz CA 84 continuation) from Livermore over the east Diablo Hills to Brentwood. Very "bipolar" highway; Alameda County section (southern end) starts out as a divided suburban 4/6 lane arterial but quickly shrinks to a 2-lane rural road; once in Contra Costa County, widens out to a 3-lane w/K-rail (alternating 2-lane sections, depending on uphill/downhill status). Main way to get to Silicon Valley from Brentwood/Oakley/Antioch/Discovery Bay 'burbs (among the most cost-effective housing still in Bay Area), so handles tons of commute. K-rail took care of most of the head-on's; but the stop-and-go peak commute traffic (SB mornings, NB evenings) volume invariably results in a shitload of "fender-benders". IMO the 3 lanes would make a decent directional carriageway if twinned with another next door. The two counties can't seem to get together to finish the last few miles of unimproved 2-lane facility, and Caltrans doesn't have any plans to assume maintenance/control of the road. Probably status quo for at least the next 10 years. :banghead:
I-5 Terwilliger Curves
And, SE Division Street between I-205 and 162nd Ave -- and it's not even a highway.
Quote from: Brandon on April 02, 2019, 10:38:14 AM
I-80, Minooka (Exit 122) east to Maple/US-30 (Exit 137) in Illinois.
A very busy truck corridor with two-lanes per direction except across a bridge that is considered the worst for being deficient in the state. Nary a day goes by without a crash of some kind (or two, or three).
Throw in I-80 from US-30 to I-65 in Indiana
Quote from: Bickendan on May 16, 2019, 06:13:46 AM
I-5 Terwilliger Curves
And, SE Division Street between I-205 and 162nd Ave -- and it's not even a highway.
Did I read somewhere where Division was the subject of a "road diet"? Capacity reduction out in that area would simply divert traffic to Stark or Powell -- not necessarily a good thing, particularly in regards to the latter!
I-25 between I-225 and Arapahoe. Usually some kind of truck that catches on fire in the fast lane and burns the pavement. Or maybe it was just the one time.
But there are a lot of accidents thru there.
Interstate 70 between Frederick and Hancock Maryland. I can't count the number of times I've encountered complete shutdowns there over the past 10 years.
Quote from: sparker on May 16, 2019, 04:44:35 PM
Quote from: Bickendan on May 16, 2019, 06:13:46 AM
I-5 Terwilliger Curves
And, SE Division Street between I-205 and 162nd Ave -- and it's not even a highway.
Did I read somewhere where Division was the subject of a "road diet"? Capacity reduction out in that area would simply divert traffic to Stark or Powell -- not necessarily a good thing, particularly in regards to the latter!
Maybe inner Division, west of 82nd. The stretch between 60th and 80th used to be four narrow lanes, but is now two plus bike lanes and a center turn lane, and that one was warranted.
East of 82nd, the speed limit was dropped from 40 to 35 to 30, speed cameras were put up just east of 148th, and a bunch of signalized crosswalks were installed through out the stretch out to Gresham. As far as I know, no plans are in the works to reduce the lanes on outer Division, even with the upcoming BRT project that will replace TriMet Line 2.
Quote from: Brandon on April 02, 2019, 05:56:28 PM
Quote from: skluth on April 02, 2019, 05:26:26 PM
Quote from: Paulinator66 on April 02, 2019, 03:21:59 PM
I-55 through Springfield, IL. There are 6 lanes north and south of town but, for some reason, it drops to 4 lanes through town as the ADT count increases. I call it the Springfield Squeeze. 2 weeks ago there were 6 accidents in 4 days. 2 people lost their lives and 1 person was airlifted to a local hospital with life threatening injuries.
That was my least favorite stretch of highway when I would travel between Green Bay and St Louis. It really needs to be eight lanes with upgraded interchanges. Those consecutive full cloverleafs (three within two miles (https://www.google.com/maps/@39.8071188,-89.5878097,10058m/data=!3m1!1e3?hl=en) for those not familiar with the area) are insane.
They're actually not all that bad, and are (center to center) 3-1/4 miles apart, being as they're exits 96, 98, and 100. There's far worse up nearer Chicago.
The exit numbers are rounded miles. The distance from center of interchange at I-55/IL 29 to I-55/IL 54 is just over 3.1 miles.
I agree there are far worse stretches near Chicago. That's why I would take US 51 north of Bloomington-Normal even before I-39 was built south of I-80. Even the old US 51 Illinois River crossing at Peru was better than dealing with the Tri-State.
I'm surprised nobody's mentioned I-20 from Pell City to Leeds, AL. Lots of uphills that are strenuous on big rigs, and the differences in speed leads to a lot of wrecks. But that pales in comparison to I-77 going through Fancy Gap, VA, particularly when it's foggy.
Quote from: TheHighwayMan394 on April 02, 2019, 05:15:00 PM
Yeah, the barrier is permanent. They installed that after a number of gruesome accidents.
The high crash rates of high-traffic super-2 freeways is something Cape Cod learned about long ago. US-6 between exit 9 (77) and the Orleans Rotary.
The US-6 freeway on Cape Cod was built in stages. The first stage (Westbound lanes Exits 1C (54C) to 6 (67)) in 1951, the second stage (Eastbound lanes of same) in 1953, The third stage (Westbound lanes Exits 6 (67) to 13 (Rotary)) between 1956-58, and the fourth stage (Eastbound lanes Exits 6 (67) to 9 (77) and the grade separation over the railroad near Exit 8 (74)) in 1967-68. The fourth stage was originally meant to go all the way to the rotary.
In each stage, if the Eastbound lanes weren't open yet, the westbound lanes served as a Super-2. (with an exception near Exit 6 (67), but it's complicated).
A combination of an environmental puzzle in Harwich and Cape Cod NIMBYs (did I mention I *hate* Cape Cod NIMBYs?) stopped the fourth stage in its tracks in 1968, resulting in the approx. 12.5-mile Super-2 that exists to this day. (there was once a proposal in 1971 to extend the Super-2 to N Eastham, but that was also killed by, you guessed it, Cape Cod NIMBYs)
Like the Long Lake bypass previously mentioned, it was originally striped like any other 2-lane road, with passing zones. As traffic increased, there were more and more head-on collisions, making the stretch gain the nickname it also has to this day: "Suicide Alley".
In 1989, they finally decided to do something about it. They made the entire Super-2 a no passing zone, but since the stretch had no shoulder/breakdown lanes, they couldn't use a Jersey barrier like was done with US-12. Instead, they posted "lollipop stick" style stanchions, meant to easily give way in the event of emergency vehicles. They also posted large reflectors to make the center light up like a klaxon at night.
Needless to say, this only mildly cut down on head-ons.
In 1991, they widened the asphalt surface to allow for a larger buffer between the two lanes. In 1992, they added a small riser for the stanchions to sit on. And that's the state of the Super-2 to this day.
Again, needless to say, there are STILL a lot of head-on collisions on that stretch.
The problem is that at the very least, the road needs real breakdown lanes and a Jersey barrier...but again, we have those Cape Cod NIMBYs who are DEAD SET AGAINST such improvements, because they feel it will make the highway "less rural".
Jerks... Cape Cod hasn't been "rural" for about 3/4 of a century, and they don't want to face it. Instead, they'd rather have narrow dangerous roads, BGSs hidden by trees, and they think suppressed speed limits will magically fix everything.
NO ONE comes to the Cape to see the "pretty freeway"!!! (and those of us who ARE roadgeeks I assume would find the road as much of a travesty as I do)
(oh, and they won't call US-6 a 'freeway' either, because "a 'freeway' is a big city thing!" (yes, they actually say that) :banghead: )
*exhales*
Sorry, I had to get that off my chest.
Quote from: skluth on May 25, 2019, 07:31:24 PM
The exit numbers are rounded miles.
Actually, aren't exit numbers
truncated miles?
Quote from: kphoger on May 28, 2019, 02:14:06 PM
Quote from: skluth on May 25, 2019, 07:31:24 PM
The exit numbers are rounded miles.
Actually, aren't exit numbers truncated miles?
I will take your word for it. I honestly don't know.
Cabbage Hill and Sikoyu pass in Oregon. Tight curves and steep for an interstate, and weather is not your friend.
SM-J737T
Quote from: skluth on May 28, 2019, 03:05:40 PM
Quote from: kphoger on May 28, 2019, 02:14:06 PM
Actually, aren't exit numbers truncated miles?
I will take your word for it. I honestly don't know.
i believe it varies from state to state - Ohio uses truncated miles. It's not uncommon to see a Mile Marker X+1 in the middle of the interchange designated as Exit X.
I still can't understand Exit 24 on I-71, though. It begins at mile marker 22.8. By Ohio's normal rules it should be Exit 22, though I would be comfortable if it were Exit 23. It used to be a northbound exit only, but they recently added a southbound exit ramp. I was hoping they would renumber the exit before propogating the problem.