EFFECT OF RIGHT TURN PHASES
AT SIGNALISED INTERSECTIONS
PART 1 - SAFETY PERFORMANCE
by
Bill Bui,
MaxCameron
and
Foong Chee Wai
May 1991
Report No. 20
Thisstudy was prepared for
vie
ROADS
MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
REPORT DOCUMENTATION PAGE
Report No.
20
Report Date
May, 1991
ISBN
0732600138
Pages
80
Title and Sub-title:
Effect of Right Turn Phases at Signalised Intersections
Part 1 - Safety Performance
Author{s):
8ui 8., Cameron M., Foong C.W.
Type of Report & Period Covered
General, 1990
VIC ROADS
Sponsoring Organisation:
ABSTRACT:
This study examined the safety performance of partially and fully controlled right turn phases at signalised
intersections. The objective of this study was to quantify the impacts of alternative types of right turn control
in terms of safety. The evaluation of the mobility performance of these right turn signals is covered in a
separate report (Part 2).
The evaluation was based on a sample of 217 intersection approaches from 129 intersections where a right
turn phase had been installed. This sample covered three types of changes considered in this study: no
control to partially controlled right turn phase (Group 1), no control to fully controlled right turn phase (Group
2) and partially to fully controlled right turn phase (Group 3).
A "before and after" technique in conjunction with a control ratio was employed to estimate the changes in
casualty accident frequencies following a change in the right turn control. A Chi-square test was used to
assess the accident changes for statistical significance.
This study found that the installation of partially controlled right turn phases (Group 1) had no apparent safety
benefits, either over all types of sites or when specific types of sites or times of day were considered.
The change from no control to fully controlled right turn phases (Group 2) showed a 45% reduction in all
types of casualty accidents. This overall effect included reduction in Right Through (82%), Cross Traffic
(48%) and Pedestrian (35%) casualty accidents. There was however a 72% increase in Rear End & Left
Rear casualty accidents. This increase was also present in Group 3 (partial to full right turn control) but to a
less extent and, in most cases, was not statistically significant.
This aspect warrants a more detailed
investigation.
The change from partially controlled to fully controlled right turn phase (Group 3) showed an overall
reduction of 65% in all types of casualty accidents. Right Through and Cross Traffic casualty accidents were
reduced by 93% and 51 % respectively.
This study showed that the installation of fully controlled right turn phases is a highly effective way to reduce
the incidence of Right Through crashes at signalised intersections.
The installation of partially controlled
right turn phases had no beneficial effect on Right Through collisions.
Disclaimer:
Key Words:
Accident prevention, effectiveness,
evaluation, intersection, right turn, road
safety, traffic engineering, traffic sign
This report is disseminated in the interests of information
exchange. This views expressed are those of the authors,
and not necessarily those of Monash University.
Reproduction of this page is authorised.
TABLE OF CONTENTS
EXECUTIVE SUMMARY
1
1.0
IN"TR0DU eTI ON
3
2.0
STUDY OBJECTIVE
3
3.0
PREVIOUS STUDIES ••••..•..•....•........•....•....••....••..•..............•...••••......••••.......•••••••••••••••••••••••••••..•..••••••
4
3.1
Installation Of New Traffic Signals
4
3.2
Traffic Crashes At Signalised Intersections
4
3.3
Installation Of Right Turn Controlled Signals
4
4.0
STUDY METHODOLOGY
5.0
DATA COLLECTI ON ..•..•••....••••....•••.......•.....•..•.......••.........•....•..••••••......••••••••........••••••••••..••••••..•....•
5
5.1
The Treated Approaches
5
5.2
The Control Group
6
5.3
The Accident Data
6
6.0
METHOD OF STATISTICAL ANALYSIS •...••...•••....•....•....•••......••••......••••••..•..•..••••••••••••••••••••••••....
7
6.1
Test To Assess Accident Reduction
8
6.2
Control Ratios
8
6.3
Regression To The Mean Effects (R.TM)
8
6.4
Traffic Exposure Effects
9
6.5
Red Light Camera Effects
9
6.6
Leading Right Turn & Lagging Right Turn
9
7.0
RESULTS OF ACCIDENT ANALYSIS ..•...•............•....••....•••....•••••.•..•••••••..••..•••••••••••••••••••....•.....•..
10
7.1
Overall Results
10
7.2
Saving of Casualty Accidents Per Approach Per Year
12
7.3
Road Factors
13
7.4
Time of Day
19
7.5
Intersection-Based Results
22
8.0
DISCUSSION
8.1
Partially Controlled Right Turn Phases
8.2
Fully Controlled Right Turn Phases
24
24
24
9.0
CONCLUSION
2S
5
ACKN 0WLEDG EMENT ......•......•...•..•......•..........•....••....•.....•..........•••••
:.....••••••...........•••...................•......26
REFERENCES
26
APPEND IX 1 •..•....•..••..........••...............................................•...........................•..••............••......•................... 27
APPEND IX 2 ......................••........•......•........•....•....•....•••..........•...........••..........••••..•........•••..•••••...................
29
APPEND IX 3 ..•..••..••........•••.........••........................•....••..........••...........•.........••••........•....•....•..•••••••••....•....•...
40
APPEND IX 4
44
APPEND IX 5 ••••••..........•..••........••.......•.....•.................................................••••........•..•................•....••••...••••••
46
APPEND IX A
S3
APPEND IX B ••••••••.........•••.................•.............•....•................•.....•.............•••••••........••••..•......••....••..•••••..•..••
55
APPEND IX C
APPEND IX D
62
6S
APPEND IX E ••••••••......•....•••................•......•..........•...........•..................••........•......•........•••....•......................70
APPENDIX F
77
APPENDIX G .................................•.........................................•............•..........•..•......................•.................
79
1
EFFECT OF RIGHT TURN PHASES AT SIGNALISED INTERSECTIONS
PART 1 - SAFETY PERFORMANCE
EXECUTIVE
SUMMARY
This study examined the safety performance of partially and fully controlled right
turn phases at signalised intersections. The installation of controlled right turn phases
either partially (vehicles turn right in two stages, with and without signal control) or
fully controlled (vehicles turn right only with signal control) was believed to be
beneficial to road safety, particularly in preventing Right Through (Right Turn
Against) collisions but the difference, if any, between the two types of right turn
controls was not known. The objective of this study was therefore to quantify the
impacts of alternative types of right turn control in terms of safety. The evaluation of
the mobility performance of these right turn signals is covered in a separate report
(Part 2). This should assist signal designers to make objective decisions on choice of
right turn control type.
The evaluation was based on a sample of 217 intersection approaches from 129
intersections where a controlled right turn phase had been installed during the period
April 1983 to November 1988. This sample covered the three types of change
considered in this study:
*
No control to partially controlled right turn phase (Group 1) on 82 approaches
* No control to fully controlled right turn phase (Group 2) on 68 approaches
*
Partially controlled right turn phase to fully controlled right turn phase (Group 3)
on 67 approaches.
A "before and after" technique in conjunction with a control ratio was employed to
estimate the changes in casualty accident frequencies following a change in the right
turn control. The Regression-to-the-Mean effect was allowed for by adjusting the
accident frequencies for all sites which were treated (installation of right turn control)
due to safety reasons. The before and after periods on which the comparison of
accident frequencies were based depended on the individual approach, but the average
time span was two and a half years. A Chi-square test was used to assess the accident
changes for statistical significance.
The installation of partially controlled right turn phases (Group 1) had no apparent
safety benefits, either over all types of sites or when specific types of sites or times of
day were considered. There was a slight increase (mildly statistically significant) in
Right Through casualty accidents. An acceptable explanation for the poor safety
performance of partially controlled right turn phases would be the existence of a risk
component during the filtering stage of the right turn arrow cycle. There were mildly
significant reductions of approximately 86% in Right Rear and 32% in "Other" types
of casualty accidents. Roadworks and other improvements installed as part of the
2
traffic signal remodels which included the provision of the right turn control may be
responsible for these beneficial effects.
On the other hand the installation of fully controlled right turn phases (Group 2)
showed a highly significant reduction of about 45% in all types of casualty accidents.
This overall reduction included a highly significant reduction of approximately 82%
in Right Through casualty accidents, a significant reduction of about 48% in Cross
Traffic casualty accidents and a mildly significant reduction of about 35% in
Pedestrian casualty accidents. Similar to Group 1, other improvement works
associated with the provision of right turn control in traffic signal remodel may be
partially responsible for this safety benefit. There was however a highly significant
increase of about 72% in Rear End & Left Rear casualty accidents. This effect is
difficult to explain and it would require further investigation to determine whether the
operation of full right turn control caused the increase or whether it was a coincidence
that the causal factors were present at the intersections where this type of right turn
control was warranted. The report noted that this increase was also present in Group 3
(partial to full right turn control) but to a lesser extent and, in most cases, was not
statistically significant.
Group 3 showed an overall reduction of approximately 65% in all types of casualty
accidents (highly significant). Right Through accidents were reduced by 93% (highly
significant) and Cross Traffic accidents were reduced by 51 % (significant).
This study showed that the installation of fully controlled right turn phases is a highly
effective way to reduce the incidence of Right Through crashes at signalised
intersections. The installation of partially controlled right turn phases had no
beneficial effect on Right Through collisions.
This study also recommended a more detailed investigation of Rear End, Left Rear
and Right Rear accidents taking into account other environment factors.
3
EFFECT OF RIGHT TURN PHASES AT SIGNALISED INTERSECTIONS
PART 1 • SAFETY PERFORMANCE
1.0 INTRODUCTION
This report presents the findings of a study which examines the safety performance of
partially and fully controlled right turn phases at signalised intersections. The
evaluation of the mobility performance of these right turn signals is covered in Part 2.
In the 1980's the Victorian Roads Corporation has installed right turn control phases
either partially or fully controlled at a large number of urban intersections where
either right-turn-against accident rates or the physical characteristics of the
intersection meet the Corporation's guide-lines. A number of intersections along
Melbourne tram routes also had right turn controlled phases installed as part of the
Fairway Program which aimed to reduce the delays caused to trams by other vehicles.
A partially controlled right turn phase allows vehicles to turn right in two stages, with
signal control (green arrow) and without signal control (filtering). A fully controlled
right turn phase allows vehicles to turn right only with signal control. Filtering is
prohibited by the presence of a red arrow.
This study is in response to a recommendation by Monash University Accident
Research Centre (Corben & Foong, 1990), which suggested an investigation of the
safety and mobility performance of alternative right turn control types. This would
enable the pro-active technique for the identification and treatment of hazardous
signalised intersection approaches to be validated and its ability as a decision making
aid could be assessed.
The study was commissioned and funded by the Victorian Roads Corporation (VIC
ROADS) in January 1990.
2.0 STUDY OBJECTIVE
The overall objective of this study is to quantify the impacts of alternative forms of
right turn control, in terms of safety and mobility. This would assist signal designers
and system operators to make objective decisions on choice of right turn control type.
In terms of safety, the aim is to estimate the change in reported accidents resulting
from the change in right turn control at signalised intersections. Below are the types
of change considered in this study:
*
No control to partially controlled right turn phase (Group 1)
4
*
No control to fully controlled right turn phase (Group 2)
*
Partially controlled right turn phase to fully controlled right turn phase (Group 3)
3.0 PREVIOUS STUDIES
3.1 Installation Of New Traffic Signals
Nguyen (1987) studied the installation of traffic signals at 82 4-leg intersections and
found an overall reduction of 58% in casualty accidents. Cross-traffic accidents
dropped by 84% while right-turn against accidents increased by 52%. There was no
significant change in rear-end or pedestrian related accidents.
3.2 Traffic Crashes At Signalised Intersections
Howie & Oulton (1989) examined Victorian five year casualty accident records
between 1982 and 1986 at signalised intersections and found that crash types were
relatively stable over these years. Pedestrian crashes accounted for 9.6%. right-angle
24.2%. right-turn-against 28.3% and rear-end 20.3%. Right-turn against was the most
serious type of crash at signalised intersections.
3.3 Installation Of Right Turn Controlled Signals
The installation of right turn phases at signalised intersections has been known as an
effective counter measure for the right turn against crashes. Nguyen (1986) studied
the installation of right turn phases at 20 intersections and reported an overall
reduction of 38% in casualty accidents. Right turn against crashes dropped 65% but
rear-end crashes increased 56%. The difference in performance between partial and
full right turn controls however was not considered in this study. The incidence of
rear end accident also requires further examination.
Corben & Foong (1990) evaluated the effectiveness of accident black spot treatments
in Victoria and found a 44% reduction in casualty accidents at 30 intersections where
right turn phases were installed. Since the majority of these intersections had fully
controlled right turn phases. a substantial portion of the benefits may have been
derived from this type of right turn control.
In summary. studies in Victoria show that the installation of new traffic signals at
intersections reduces the overall accident rate particularly right angle accidents.
However right turn against accidents remain high. The installation of right turn
phases reduces this type of accident but the effectiveness of different types of right
turn controls has not been examined.
5
4.0 STUDY METHODOLOGY
A "before and after" technique in conjunction with the control ratios was employed to
evaluate the effectiveness of the changes in right turn control. Corrections were made
for Regression to the Mean (RTM) where relevant. Changes in traffic exposure were
not specifically accounted for due to insufficient traffic volume data, although general
traffic changes in the same or adjacent municipalities were covered by the control
ratios. Effects due to exposure changes are discussed in Section 6.4.
In general, this technique compares the frequencies of reported accidents after the
changes were made at each intersection with the expected values, taking into account
changes at untreated intersections (using the control ratio technique) and the
Regression to the Mean effect (where appropriate). The analysis involved only
vehicles entering the intersection from the approach for which the change in the right
turn control took place.
A control ratio was calculated for each approach to adjust for the effect on accident
frequencies caused by changes other than the installation of right turn phases. It was
obtained from the control group which consisted of sites in the same or adjacent
municipalities having no right turn phases. The control ratio is discussed in detail in
Section 6.2.
The Regression to the Mean effect was dealt with by adopting the Bayesian based
method which is outlined by Abbess, C., Jarrett, D. and Wright, C. (1981). The RTM
effect is discussed in Section 6.3.
5.0 DATA COLLECTION
Data were collected from various departments within Vic Roads, but primarily from
its Region location files and the State Traffic Accident Record (STAR).
Region location files contained the information on the installation of the right turn
control (date and reason for the installation) and other physical features of the
intersection. Since these files were not complete and files for some sites could not be
located and/or the old volumes were missing, they were later supplemented by
consulting Vic Roads Signal Operations staff.
5.1 The Treated Approaches
A period of three months before and one month after the switch-on of the right turn
control phases was adopted as the traffic disruption and "settling-in" periods for each
approach. The disruption and settling-in periods were excluded from the accident
analysis to minimise the accident bias as a result of traffic disruption caused by the
construction! installation of the right turn control signals and the traffic adjustment to
the operation of the right turn phases.
6
The individual approaches were selected based on the date of the installation of the
right turn control. Only approaches which had right turn signals installed after
31/3/1983 and before 1/12/1988 were selected. Since the majority of the approaches
had right turn signals installed between 1984 and 1987, the average number of years
"before" and "after" was two and a half years (Appendix A).
Sites which have experienced major road/signal works during the before/after periods
(a three year period was adopted just for this data collection stage) were excluded
from the study.
The final data base consisted of 218 approaches from 129 different intersections
spread over 40 municipalities (Appendix B).
5.2 The Control Group
The control group contained intersections which had traffic signals installed before
1981 (but never with right turn phases) to ensure that the accident histories for
"before" and "after" periods were for signalised sites. The sites were also chosen to
match the municipality of the site having right turn control installed. Thus for every
treated approach, there was a control ratio derived from accidents at control
intersections using before and after periods exactly matching the before and after
periods of the treated approach.
The number of the control sites involved in the calculation of the control ratio was the
total number of eligible sites within the municipality where the treated site is located,
or in cases where the total number of eligible control sites in a municipality was
lower than that of treated sites, all control sites from the neighbouring municipality
were used. If the number of control sites was still lower than the total number of
treated sites, all control sites in a second neighbouring municipality were added.
The selected control sites in general had a lower status in the road hierarchy than the
treated sites and that is why these sites have been left untreated. The majority of the
control sites involved a collector road or limited arterial road and an arterial road.
Priority was given to the major road in terms of route strategy and this may partially
explain some high values of control ratios.
The control group contained 106 intersections located in 23 local municipalities
(Appendix C).
5.3 The Accident Data
Accident data for each year between 1981 and 1989 were collected for both control
sites and treated sites. The data base was structured in three parts: the accident data,
the first vehicle data then the second vehicle data in multiple vehicle accidents.
7
Casualty accidents and property damage only accidents were analysed separately to
ensure that the bias, if there is any, associated with the property damage only accident
reporting system would not distort the results.
6.0 METHOD OF STATISTICAL ANALYSIS.
The analysis used the product of the control ratio and the before accident frequency to
calculate the expected crash frequency in the after period. The Bayesian method was
adopted for calculation of the Regression to the Mean effect for the approaches which
had been treated for safety reasons ie. sites with bad accident record.
Analyses were carried out for All DCAs (Definitions for Classifying Accidents which
are classified combinations of movements of persons and vehicles resulting in a crash;
see Appendix G), selected DCAs and the remaining DCAs for each group. The DCAs
were chosen on the basis of being right turn movement related and the likely effect on
the accident frequency by the operation of right turn phase. The selected DCAs were:
Right Turn (DCA 121)
Cross Traffic (DCA 110)
Pedestrian (DCA 100 to DCA 109)
Right Rear (DCA 132)
Rear End (DCA 130) & Left Rear (DCA 131)
Further levels of disaggregation were employed to examine the influence of various
variables related to physical site characteristics, upon different types of right turn
control. The site characteristics considered were:
Type of intersection (Cross or T)
N umber of right turn lane
Divided/undivided
Number of opposing lane
Tram route/non tram route
Reason for implementation: fairway, operation and safety.
The analysis was also disaggregated into selected time periods during which the
accidents occurred, on the basis of separating peak from off-peak traffic conditions.
The selected time periods were:
Low Off Peak Night (midnight-6am)
AM Peak (6-9am)
High Off Peak (9am-3pm)
PM Peak (3-8pm)
Low Off Peak Evening (8pm-midnight)
The time period analysis was also carried out separately for weekdays and weekends.
Analysis was also carried out using the overall accident frequencies at intersections
(as distinct from individual approaches) in order to establish the changes ;0 accident
frequencies at the intersections as a whole when the controlled right turn phases were
8
installed. If an intersection had both types of right turn controls, it was classified as
fully controlled right turn intersection. The implementation date which was used to
derive the before and after periods for the intersection was chosen on the basis of
being the date the last approach was treated (fully controlled right turn phase in cases
where an intersection had both types of right turn controls).
6.1 Test To Assess Accident Changes
A Chi-square test as outlined by Tanner (1958) was adopted to assess the accident
changes. Three significance levels were used throughout the analysis (1%, 5% and
10%).
6.2 Control Ratios
The control ratio for each treated approach was the ratio between the total crash
frequency at control intersections in the same municipality (and/or adjacent
municipalities, if necessary) during the after period and the total crash frequency
during the before period. The periods on which these accident frequencies were based
exactly matched the before and after periods of the observed approach.
The expected crash frequency in the after period for each approach was the product of
its actual before crash frequency and its corresponding control ratio, adjusted for the
Regression to the Mean effect if necessary.
6.3 Regression To The Mean Effects (RTM)
A portion of the investigated approaches had their right turn control signals installed
as part of Vic Roads Accident Black Spot program. Others were due to the
application of traffic signal guide-lines rather than road accident records.
A Regression to the Mean (RTM) bias would occur in the former case when the
selection of sites for treatment is based on their recent accident histories. At these
sites, the annual accident frequencies vary around a mean value and if the site was
selected for treatment at its worst accident record time, then a simple "before and
after" comparison could overestimate the effectiveness of the treatment. A longer
accident history for the site would reduce the effect of RTM. The method for
estimating the RTM effect is well documented by Jarrett et al (1982) and Abbess et al
(1981).
In this study, the RTM effect was allowed for by adjusting the accident frequencies
for all sites which were treated (installation of right turn controlled phases) due to
safety reasons. However sites which had only a single year as the before period were
not adjusted for RTM effect because it was unlikely that the decision to treat these
sites was based on the accident frequency of that year. This is based on the fact that
the elapsed times involved in processing and analysis of accident data, identification
9
of treatment sites and completion of works generally exceed one year. Results of
Regression to the Mean effects are shown in Appendix D.
6.4 Traffic Exposure Effects
Traffic volume data available were not sufficient to enable traffic exposure effects be
taken into account. To minimise this effect, sites which were known to have
experienced substantial changes in traffic volumes were excluded from the data base.
Intersections located within the sections of the highways below were subjected to
major roadworks and were excluded from the database:
Nepean Highway between North Road and South Road
Princes Highway (Dandenong Road) between Burke Road and Glenferrie Road.
In addition, the control ratio allowed for any general growth in traffic volumes over
the period of interest for the whole municipality. On the other hand, if installation of
the controlled right turn phase itself changes the crash frequencies because of a
change in traffic exposure (e.g. installation of a right turn phase attracts higher
volumes of right turners) then this effect could not be taken into account in this study
and would be included in the overall measurement of the effectiveness of the
treatment.
6.S Red Light Camera Effects
In Victoria since 1984 red light cameras have been installed at selected signalised
intersections to reduce the incidence of vehicles running the red lights. In this study
the proportions of treated intersections having red light cameras were 23% for Group
1, 20% for Group 2 and 17% for Group 3. The control sites received 7 red light
cameras, a proportion of approximately 7%.
Because the distributions of red light camera sites were similar for three groups, and
because the analysis compared the relative performance between these groups, the
effect of red light cameras on the analysis results would be negligent. The bias (if
there was any) would favour the Partially Controlled Right Turn Phase (Group 1)
rather than the Fully Controlled Right Turn Phase (Groups 2 and 3).
6.6 Leading Right Turn & Lagging Right Turn
In Victoria since late 1970's, lagging right turns were progressively phased out and
replaced by leading right turns for consistency of driver's expectation. Lagging right
turns are in operation only in situations where they do not present any safety concern.
In Melbourne it is estimated that only 1-2% of signalised intersections have lagging
right turns. In this study, not only would the small sample size of lagging right turns
(approximately 2-3 sites out of 129 sites) prevent a statistically meaningful analysis
of this factor, the sample would no longer contain the inherently unsafe element of
the lagging right turns as they used to.
10
7.0 RESULTS OF ACCIDENT ANALYSIS
Full results of the analyses are provided in Appendices 1 to 5. The statistically
significant changes (decrease or increase) in specific accident types for each group of
right turn controls are listed below.
7.1 Overall Results (Summary of results shown in Appendix 1)
Group 1 (None to oartiallv controlled ri~ht turn phases)
All DCAs The installation of partially controlled right turn phases did not have any
significant effect on casualty accidents in total.
Right Through (DCA 121) There was an increase of 18% in these casualty
accidents.
Cross Traffic (DCA 110) There was no significant effect on this type of accident.
Pedestrian (DCA 100-109) There was no significant effect on this type of accident.
Right Rear (DCA 132) There was a reduction of approximately
86% in these
casualty accidents.
Rear-End (DCA 130) & Left Rear (DCA 131) There was no significant effect on
these types of accidents.
Other DCAs There was a reduction of about 32% in these casualty accidents.
Table 7.1 Overall Results for Group 1
,..*
,..
26.0
7.0
117AFIER
240.9
NS
-23.0
20
NS
111.9
-27.5
18.0
132
32.3
-32.0
22
SIGNIFICANT
BEFORE
-85.7
40.2
-8.1
229
37
23.5
%
EXPECTED
CHANGE
-4.9
24
178
17
85
31
5
16
Note:
ns
*
**
***
not significant
significant at 0.10
significant at 0.05
significant at 0.01
LEVEL
NONE
TO PARTIAL RIGlIT TURN CONTROL
11
Grouo 2 (None to fullv controlled ri!!ht turn phases)
All DCAs The apparent effect of this type of treatment was an overall reduction of
about 45% in casualty accidents.
Right Through (DCA 121) There was a reduction of approximately 82% in these
casualty accidents.
Cross Traffic
accidents.
Pedestrian
accidents.
(DCA 110) There was a reduction of about 48% in these casualty
(DCA 100-109) There was a reduction of about 35% in these casualty
Right Rear (DCA 132) There was no significant effect on this type of accident.
Rear-End (DCA 130) & Left Rear (DCA 131) There was an increase of about 72%
in these casualty accidents.
Other DCAs There was a reduction of 33% in these casualty accidents.
Table 7.2 Overall Results for Group 2
••
• BEFORE
•••
•••
177
473
14
42.4
32.2
-34.8
21
%
CHANGE
SIGNIFICANT
NS
6.6
162.7
-81.6
30AFfER
27.0
72.2
-33.1
35
323.2
-45.2
EXPECIED
-39.2
-48.2
52)
36
245
25
32
5
127
20
LEVEL
NONE
TO FULL RIGHT TURN CONTROL
Note:
os
*
**
***
not significant
significant at 0.10
significant at 0.05
significant at 0.01
Group 3 (Partially controlled to fullv controlled ri~ht turn ohases)
All DCAs The change from partially controlled right turn phases to fully controlled
right turn phases resulted in an overall reduction of about 65% in casualty accidents.
Right Through
accidents.
(DCA 121) There was a reduction of about 93% in the!le casualty
12
Cross Traffic
accidents.
Pedestrian
(DCA 110) There was a reduction of about 51% in these casualty
(DCA 100-109) There was no significant effect on this type of accident.
Right Rear (DCA 132) There was no significant effect on this type of accident.
Rear-End & Left Rear (DCA 130,131) There was no significant effect on this type
of accident.
Other DCAs There was no significant effect on these types of accident.
Table 7.3 Overall Results for Group 3
•••
•• BEFORE
137
241.4
20.7
-93.0
14
17
28.6
-64.6
23
NS
42.4
-50.5
21
%
-32.3
48.6
386.8
9.0
CHANGE
SIGNIFICANT
NS
5.1
76.5
-19.6
953
NS
EXPECfED
AFIER
265
21
16
163
27
35
3
PARTIAL
LEVEL
TO FULL RIGHT TURN CONTROL
Note:
ns
*
**
***
not significant
significant at 0.10
significant at 0.05
significant at 0.01
7.2 Saving of Casualty Accidents Per Approach Per Year
It can be seen from Table 7.4 that while Group 1 did not show any significant saving
in All DCAs casualty accidents, Groups 2 and 3 showed significant savings of 1.10
and 1.87 casualty accidents per approach per year respectively. The overall savings
from these two groups were mainly achieved through the savings in Right Through
accidents with 0.98 casualty accidents per approach per year for Group 2 and 1.52
casualty accidents per approach per year for Group 3.
Significant savings in Cross Traffic accidents were also recorded with 0.13 casualty
accidents per approach per year for Group 2 and 0.20 casualty accidents per approach
per year for Group 3. There was no significant saving in Cross Traffic accidents for
Group 1.
13
Table 7.4 Casualty Accident Savings per Approach per Year
DCA
.•.
.•.
.•..•.
-0.21
0012
0006
0.10
Ooll
NS
0013
1.10
0020
1.87
0.28
0007
-0.01
-0005
0.01
0098
GROUP
GROUP
23 CASUALTY -0014
0009
NO NUMBER
SAVING
NO
0.09
SAVING
-0.03
NO
SAVING
NS OF
0.22
ACCIDENTS
1.52
•••••••
.•..•..•.
.•..•..•.
.•..•..•.
.•..•..•.
SAVED PER YEAR PER APPROACH
GROUPl
Note :
Group 1:
Group 2:
Group 3:
None to Partial Right Turn Control
None to Full Right Turn Control
Partial to Full Right Turn Control
NS
Not Significant
Significant at 0.1
Significant at 0.05
Significant at <= 0.01
*
**
***
7.3 Road Factors (Summary of results shown in Appendix 2)
Tvne of Intersection
T-INTERSECTION
Because the number of investigated approaches in this category was relatively small
(7 approaches in Group 1, 6 in Group 2 and 6 in Group 3) the results should be
treated with caution.
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs casualty accidents as well as on selected
DCAs casualty accidents.
Group 2 (None to fully controlled right turn phases)
There was no significant effect on All DCAs casualty accidents as well as on selected
DCAs casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The apparent effect of this treatment was a reduction of about 93% in All DCAs
casualty accidents. There was no significant effect on any selected DCAs casualty
accidents.
14
CROSS INTERSECTION
Group 1 (None to partially controlled right turn phases)
The treatment did not have any significant effect on All DCAs casualty accidents. For
selected DCAs, there was a reduction of approximately 86% in Right Rear casualty
accidents.
Group 2 (None to fully controlled right turn phases)
The effect of this type of treatment was an overall reduction of about 49% in All
DCAs casualty accidents. For selected DCAs, there was a reduction of approximately
82% in Right Through, about 46% in Cross Traffic, about 42% in Pedestrian and
43% in Other DCAs casualty accidents. There was an increase of about 79% in Rear
End & Left Rear casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The change from partially controlled right turn phases to fully controlled right turn
phases resulted in an overall reduction of about 62% in All DCAs casualty accidents.
For selected DCAs, there was a reduction of 92% in Right Through and about 38% in
Cross Traffic casualty accidents.
Number of Ri~ht Turn Lanes
SINGLE RIGHT TURN LANE
Group 1 (None to partially controlled right turn phases)
The installation of partially controlled right turn phases did not have any significant
effect on All DCAs casualty accidents. For selected DCAs, there was however a
reduction of about 32% in Other DCAs casualty accidents.
Group 2 (None to fully controlled right turn phases)
The apparent effect of this type of treatment was an overall reduction of about 56% in
All DCAs casualty accidents. For selected DCAs, there was a reduction of about 84%
in Right Through, about 53% in Cross Traffic, about 59% in Pedestrian and 52% in
Other DCAs casualty accidents. There was an increase of about 89% in Rear End &
Left Rear accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The change from partially controlled right turn phases to fully controlled right turn
phases resulted in an overall reduction of about 63% in All DCAs casualty accidents.
For selected DCAs, there was a reduction of about 94% in Right Through and about
48% in Cross Traffic casualty accidents.
DOUBLE RIGHT TURN LANES
Interpretation of the results is restricted to Group 3 only due to the small number of
investigated approaches within Groups 1 and 2.
15
Group 3 (Partially controlled to fully controlled right turn phases)
The change from partially controlled right turn phases to fully controlled right turn
phases resulted in an overall reduction of about 70% in All DCAs casualty accidents.
For selected DCAs, there was a reduction of about 91 % in Right Through and about
58% in Cross Traffic casualty accidents.
SHARED LANE
Interpretation of the results was restricted to Groups 1 and 2 only because Group 3
had no approach with a shared lane.
Group 1 (None to partially controlled right turn phases)
This type of treatment had no significant effect on casualty accidents.
Group 2 (None to fully controlled right turn phases)
There was no significant change in All DCAs casualty accidents. Analysis of selected
DCAs showed that Right Through was the only type of DCA which recorded a
reduction of 61 % in casualty accidents.
Tvne of Carria~ewav
DIVIDED ROAD
Group 1 (None to partially controlled right turn phases)
There was no significant effect of this type of treatment on divided roads.
Group 2 (None to fully controlled right turn phases)
The apparent effect of this type of treatment was an overall reduction of about 49% in
All DCAs casualty accidents. For selected DCAs, there was a reduction of about 92%
in Right Through, about 67% in Pedestrian and 56% in Other DCAs casualty
accidents. There was an increase of about 128% in Rear End & Left Rear casualty
accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The change from partially controlled right turn phases to fully controlled right turn
phases resulted in an overall reduction of about 64% in All DCAs casualty accidents.
For selected DCAs, there was a reduction of about 93% in Right Through, about 50%
in Cross Traffic and 47% in Pedestrian casualty accidents.
UNDIVIDED ROAD
Group 1 (None to partially controlled right turn phases)
The treatment had no significant effect on All DCAs casualty accidents. For selected
DCAs, there was a reduction of 44% in Right Through casualty accidents.
16
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was an overall reduction of about 42% in All DCAs
casualty accidents as well as reductions in Right Through (71 %) and in Cross Traffic
(47%) accidents. There was no significant effect on the remaining selected DCAs.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of 74% in All DCAs casualty accidents
and of 96% in Right Through casualty accidents. The treatment had no significant
effect on the rest of the DCAs.
Number of Ol)Dosine Lanes
SINGLE OPPOSING LANE
The treatment of Group 1 had no significant effect on casualty accidents. The number
of investigated approaches with single opposing lane in Groups 2 and 3 was too small
for the results to be conclusive.
TWO OPPOSING LANES
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs casualty accidents however there was a
reduction of 86% in Right Rear and 41 % in Other DCAs casualty accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of 42% in All DCAs casualty accidents
and of 84% in Right Through casualty accidents. There was an increase of about
157% in Rear End & Left Rear casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 61 % in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction of 94% in Right Through
and 71 % in Other DCAs casualty accidents.
THREE OPPOSING LANES
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs casualty accidents as well as on all
selected DCAs casualty accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of about 54% in All DCAs casualty
accidents. For selected DCAs, there was a reduction of 83% in Right Through, 57%
in Pedestrian and 63% in Other DCAs casualty accidents. There was an increase of
about 164% in Rear End & Left Rear casualty accidents.
17
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 66% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction of 92% in Right Through
and 61 % in Cross Traffic casualty accidents.
FOUR OPPOSING LANES
Interpretation of results was restricted to Group 2 and 3 because Group 1 had no
approach with four opposing lanes.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment were reductions of about 28% in All DCAs casualty
accidents and of 49% in Rear End & Left Rear casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 69% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction in Right Through (94%) and
in Other DCAs (77%) casualty accidents.
FIVE OPPOSING LANES
For all three Groups, the accident frequencies were either none or too small for the
results to be conclusive.
Tram Route/Non Tram Route
NON TRAM ROUTE
Group 1 (None to partially controlled right turn phases)
There was no significant effect on casualty accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of about 49% in All DCAs casualty
accidents. There were also reductions in selected DCAs casualty accidents, of 88% in
Right Through, 63% in Pedestrian and 57% in Other DCAs casualty accidents. There
was an increase of about 119% in Rear End & Left Rear casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 65% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction in Right Through (93%) and
in Cross Traffic (58%) casualty accidents.
18
TRAM ROUTE
Interpretation of results here was restricted to Groups 1 and 2 due to the small number
of investigated approaches in Group 3.
Group 1 (None to partially controlled right turn phases)
The effect of the treatment was an increase of about 178% in Right Through casualty
accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of 41 % in All DCAs casualty accidents
and for selected DCAs, a reduction of 74% in Right Through and 56% in Cross
Traffic casualty accidents.
Reason for Implementation of Controlled Ri!!ht Turn Phases
FAIRWAY REASONS
The installation of controlled right turn phases as part of the Fairway Program did not
have any effect on casualty accidents. The results however should be treated with
caution due to small number of investigated approaches in this category.
OPERATION REASONS
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs casualty accidents however there was a
reduction of 41 % in Other DCAs. There was an increase of 35% in Right Through
casualty accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of about 47% in All DCAs casualty
accidents and of 87% in Right Through casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 72% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction in Right Through (93%) in
Cross Traffic (69%) and in Rear End & Left Rear (42%) casualty accidents.
SAFETY REASONS
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs casualty accidents however there was a
reduction in Cross Traffic (59%) casualty accidents.
19
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of about 44% in All DCAs casualty
accidents and for selected DCAs, of 84% in Right Through, 53% in Cross Traffic and
40% in Other DCAs casualty accidents. There was however an increase of 122% in
Rear End & Left Rear casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 60% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction 93% in Right Through and
38% in Other DCAs casualty accidents.
7.4 Time of Day (Summary of results shown in Appendix 3)
Changes in number of Right Through (DCA 121) casualty accidents by time periods
are shown in Figures 7.1 (Group 1), 7.2 (Group 2) and 7.3 (Group 3). Changes in
number of All DCAs casualty accidents are shown in Appendix 5.
Figure 7.1 shows that the change from none to partially controlled right turn phase
resulted in a reduction in Right Through accidents in the periods of 6am-9am and
8pm-12am and an increase in these accidents in the periods of 9am-3pm and 3pm8pm. From midnight to 6am there was no change in the number of Right Through
accidents.
Figures 7.2 and 7.3 show that the installation of fully controlled right turn phase
resulted in a marked reduction in the number of Right Through accidents throughout
the day.
IGROUP 1 : NONE TO PARTIAL CONTROL
I
50
45
40
35
30
Number of right through
casualty accidents
25
20
15
10
5
o
12 am - 6 am
6 am - 9am
9 am - 3 pm
Time of Day
Figure 7.1
3 pm - 8 pm
8 pm - 12 am
20
IGROUP 2 : NONE TO FULL
CONTROL
I
60
50
40
Number of right through
casualty accidents
30
20
10
o
12 am -6am
6am-9am
9am-3pm
3pm -8 pm
8 pm -12am
Tune of Day
Figure 7.2
IGROUP 3: PARTIAL TO FULL CONTROL •
100
90
80
70
60
Nwnber of right through
casualty accidents
50
40
30
20
10
o
12 am - 6 am
6 am - 9am
9 am - 3 pm
Tune of Day
Figure 7.3
3 pm - 8 pm
8 pm - 12 am
21
Midnieht To 6 AM
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs casualty accidents however there was a
reduction of 72% in Cross Traffic casualty accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of 53% in All DCAs casualty accidents
and for selected DCAs, a reduction of 80% in Right Through and 77% in Other
DCAs casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 64% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction of 83% in Right Through
casualty accidents.
6AMT09AM
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs as well as on selected DCAs casualty
accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of about 43% in All DCAs casualty
accidents and for selected DCAs, a reduction of 88% in Right Through.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 55% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction of 94% in Right Through
and 80% in Pedestrian casualty accidents.
9AMT03PM
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs casualty accidents however there was an
increase of approximately 60% in Right Through casualty accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of about 49% in All DCAs casualty
accidents and for selected DCAs, a reduction of 86% in Right Through and 65% in
Pedestrian casualty accidents. There was however an increase of about 138% in Rear
End & Left Rear casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 66% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction of 97% in Right Through
casualty accidents.
22
3PMT08PM
Group 1 (None to partially controlled right turn phases)
There was no significant effect on All DCAs casualty accidents however there was a
reduction of about 82% in Right Rear accidents and an increase of about 29% in
Right Through accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of about 46% in All DCAs casualty
accidents and for selected DCAs, a reduction of 78% in Right Through and 62% in
Cross Traffic casualty accidents. There was however an increase of about 134% in
Rear End & Left Rear casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 64% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction of 94% in Right Through
and 70 % in Cross Traffic casualty accidents. There was an increase of about 97% in
Rear End & Left Rear casualty accidents.
8 PM To Midnieht
Group 1 (None to partially controlled right turn phases)
The effect of the treatment was a reduction of 32% in All DCAs casualty accidents
and also a reduction of 88% in Pedestrian casualty accidents.
Group 2 (None to fully controlled right turn phases)
The effect of the treatment was a reduction of about 42% in All DCAs casualty
accidents and for selected DCAs, a reduction of 82% in Right Through casualty
accidents. There was however an increase of about 312% in Rear End & Left Rear
casualty accidents.
Group 3 (Partially controlled to fully controlled right turn phases)
The effect of the treatment was a reduction of about 70% in All DCAs casualty
accidents. For selected DCAs, the effect was a reduction of 88% in Right Through
casualty accidents.
7.5 Intersection-Based
Results
The analysis in previous sections has been based on accidents related to individual
approaches. In this section all accidents at the intersections are included, so that the
overall effect can be seen. Definitions of intersections with partial and full right turn
control are covered in Section 6.0.
23
Intersections with Partiallv Controlled Rii!ht Turn Phases
Overall, this type of right turn control had no effect on the All DCAs casualty
accidents. The only effect on selected DCAs was a reduction of 34% in Cross Traffic
casualty accidents (Table 7.5).
Table 7.5 Change in the Number of Casualty Accidents at
Intersections with Partially Controlled Right Turn Phases
.... BEFORE
-34.2
49
15.7
101
986
243.8
5.0
256
-15.9
587.4
540
NS
NS
74.5
-42.7
102.2
98.9
2.1
NS
AFTER
-8.1
%
EXPECIED
CHANGE
SIGNIFICANT
52.4
39
-25.6
Notes:
ns
*
**
***
75
426
72
178
52
12
37
PARTIAL
LEVEL RIGHT TURN CONTROL INTERSECTION
not significant
significant at 0.10
significant at 0.05
significant at 0.01
Intersections with Fullv Controlled Rieht Turn Phases
The apparent effect of this type of right turn control was an overall reduction of
approximately 42% in All DCAs casualty accidents. The largest effect on selected
DCAs was a reduction of 77% in Right Through followed by 50% in Cross Traffic,
29% in Pedestrian and 19% in Other DCAs casualty accidents. There was however an
increase of about 34% in Rear End & Left Rear casualty accidents (Table 7.6).
Table 7.6 Change in the Number of Casualty Accidents at
Intersections with Fully Controlled Right Turn Phases
•••
•••
• BEFORE
....
•••
••••
143
82
%
EXPECTED
CHANGE
244
26.3
194.0
161
33
611.3
-76.6
-50.1
164.4
1288.8
-42.4
742
111.3
79AFTER
SIGNIFICANT
181.5
34.4
25.5
-17.0
NS
-29.0
Notes:
ns
*
**
***
916
140
113
432
133
79
19
FULL
LEVEL RIGHT TURN CONTROL INlERSECTION
not significant
significant at 0.10
significant at 0.05
significant at 0.01
24
8.0 DISCUSSION
8.1 Partially Controlled Right Turn Phases
This study showed that the installation of partially controlled right turn phases had no
apparent safety benefits, either over all types of sites or when specific types of sites or
times of day were considered. Overall there was a slight increase (at the 10% level
but not at the 5% level) in Right Through casualty accidents, the accident type which
is the specific focus for this type of treatment. A possible explanation for this result is
the built-in mechanism of this type of right turn control. The first stage (controlled
right turn phase) would reduce the conflict between the right turners and other
movements, however the second stage (filtering) is operationally equivalent to an
intersection without any controlled right turn phase. The difference in risk exposure
between a partially controlled and an uncontrolled approach depends on the volume
of right turning vehicles during the filtering stage. If an approach with partially
controlled right turn phase has the same right turning volume during the second stage
as an uncontrolled approach, the exposure to risk when making right turns would not
be different. The effects of partially controlled right turn phases on safety (if any)
would only occur if most right turners could be cleared during the fIrst stage (ie. right
turn phase). However this situation appears not to be common in the (ever expanding)
peak traffic periods on urban roads.
The increase in Right Through accidents was found to be associated with undivided
roads, tram routes, installed for operation reasons and with periods between 9 am and
8 pm. There was no clear explanation for the increase although the general lower
standard of undivided roads compared with divided roads, the possible reduction in
visibility due to trams/ road furniture and in some cases the restriction in operation of
this type of control to peak periods may be the contributing factors.
The benefIcial effect gained in Right Rear collisions at cross intersection approaches
and at approaches with a single right turn lane for partially controlled right turn
phases was perhaps the result of the provision of an exclusive right turn lane as part
of the traffic signal remodel. Other evidence supported this because partially
controlled right turn phases had no beneficial effect on Right Rear accidents when the
approach had a shared lane or was on a tram route (which usually excludes the
provision of an exclusive right turn lane). Other roadworks associated with the
installation of right turn phases in traffic signal remodels may be responsible for an
overall reduction of Other DCAs casualty accidents.
There was no fIrm explanation for the reduction in pedestrian related accidents
between 8pm and midnight on the approach having partially controlled right turn
phase, although improvement in street lighting as part of the traffic signal remodel
may be responsible for this effect.
8.2 Fully Controlled Right Turn Phases
As expected the installation of fully controlled right turn phases had substantial
positive effects on safety. Slightly higher benefIts appeared to result from a change of
25
partially controlled to fully controlled right turn phases (Group 3) compared with
sites where fully controlled phases replaced no right turn controlled phases (Group 2).
The higher safety benefits for Group 3 could be explained by the difference in before
accident frequencies between Groups 2 and 3. In Group 3 the common reason for
changing from partially controlled right turn phases to fully controlled ones was to
reduce the high incidence of Right Through accidents which existed with partially
controlled right turn phases. However this is a "safety reason" and the high before
accident frequencies should have been adjusted by the Regression-to-the-Mean
correction.
As in the case of partially controlled right turn phases, other improvement works
associated with the provision of fully controlled right turn phases in traffic signal
remodels may partially be responsible for safety benefits gained in other types of
accidents. There was however no clear explanation for an increase in Rear End &
Left Rear accidents for Group 2. This aspect would require a thorough study of the
physical features of the approach/left turn lane of the concerned intersections.
9.0 CONCLUSION
The analysis results clearly indicated that the installation of fully controlled right turn
phases at signalised intersections is a highly effective way to reduce the incidence of
Right Through crashes. However the installation of partially controlled right turn
phases had no significant effect on Right Through accidents.
An acceptable explanation for the poorer safety performance of partially controlled
right turn phases would be the existence of a risk component which continues to
expose motorists in the filtering stage of making a right turn.
The increase in Rear End & Left Rear accidents following the installation of fully
controlled right turn phases is difficult to explain. It would require further
investigation to fully determine whether the operation of the fully controlled right
turn phases had caused the increase or whether it was simply a coincidence that the
causal factors were present at the intersections where fully controlled right turn
phases were warranted.
The results of this Safety Study need to be considered in conjunction with the report
on Part 2, Mobility Performance Study which found that "...full control of right turns
yields poorer intersection performance than partial control under virtually all
conditions. The differences in performance, particularly between partial and full
control, were slight and are unlikely to negate the safety advantages reported in Part 1
of this study".
26
ACKNOWLEDGEMENT
The authors would like to express their thanks to Ray Malins of Signal Operations
and staff of Accident Studies, Vic Roads for the assistance in the provision of traffic
signal and accident data, respectively. The contribution of Peter Vulcan throughout
the study is also gratefully acknowledged.
REFERENCES
Abbess, C., Jarrett, D. and Wright, C. (1981). Accidents at Blackspots: Estimating the
Effectiveness of Remedial Treatment, with Special Reference to the 'Regression-tothe-Mean' Effect. Traffic Engineering and Control, Vo1.22, No.lO, October, 1981, pp
535-542.
Corben, B. & Foong, C. (1990), Evaluation Of Accident Black Spot Treatments,
Monash University Accident Research Centre, February 1990.
Howie, D. & Oulton, G. (1989) Crashes At Traffic Signals, Progress Report No.l,
Monash University Accident Research Centre, Melbourne, February 1989.
Jarrett, D.F., Abbess, C. and Wright, C.C. (1982) Bayesian Methods applied To Road
Accident Blackspot Studies: Some Recent Progress, in Proc. Seminar on Short Term
and Area-wide Evaluation of Safety Measures, Netherlands Institute for Road Safety
Research (SWOV), Amsterdam, April 1982.
Nguyen, T. (1986) Pilot Analysis Of A Sample Of Low Cost Treatments
Signalised Intersections, Road Traffic Authority, Victoria, June 1986.
At
Nguyen, T. (1986) The Impact Of The Regression To The Mean Effect On Before
And After Studies, Road Traffic Authority, Victoria, April 1986.
Nguyen, T. (1987) The Road Safety Effectiveness Of Traffic Signal Installation At 4Leg Intersections In Victoria, Road Traffic Authority, Victoria, January 1987.
S.A.S Institute Inc. (1985) SAS Language Guide for Personal Computers, Version 6
Edition, Cary, N.C>:SAS Institute Inc., 1985.
Tanner, lC. (1958) A Problem In The Combination
Biometrika, Vo!. 45, 1958, pp 331-342.
Of Accident Frequencies,
27
APPENDIXl
SUMMARY OF OVERALL RESULTS
Note:
BEFORE
Number of casualty accidents in the before period
EXPECTED AFTER
Expected number of casualty accidents if right-turn phase not installed
AFTER
Number of casualty accidents in the after period
% CHANGE
NS
*
**
***
=
(AFIER - EXPECTED AFIER)/EXPECTED
Not Significant
Significant at 0.1
Significant at 0.05
Significant at <= 0.01
Siginificant test not made
AFIER
*
100%
28
SUMMARY OF ANALYSIS RESULT BY TYPE OF DCA
**
111.9
18.0
132
20
NS
BEFORE
37
117AFfER
-4.9
NS
%
EXPECTED
23.5
26.0
-27.5
-23.0
CHANGE
SIGNIFICANT
-85.7
40.2
7.0
-8.1
32.3
-32.0
22
240.9
229
24
178
85
17
31
16
5
NONE
LEVEL
**
***
*
***
473
NS
72.2
177
-48.2
-34.8
21
SIGNIFICANT
-39.2
6.6
-33.1
35
42.4
-45.2
162.7
-81.6
14
30
%
EXPECTED
32.2
CHANGE
AFfER
BEFORE
52.3
323.2
27.0
36
245
25
20
5
32
127
LEVEL
NONE
** BEFORE
***
-64.6
23
NS
21
17
-32.3
14
NS
28.6
-19.6
76.5
5.1
53
9137
NS
-93.0
241.4
42.4
-50.5
20.7
SIGNIFICANT
386.8
48.6
9.0
%
EXPECTED
CHANGE
AFfER
21
265
27
3
16
163
35
LEVEL
PARTIAL
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
29
APPENDIX 2
SUMMARY OF RESULTS BY ROAD FACTORS
BY
- Type of Intersection
- Number of Right Turn Lanes
- Divided / Undivided Road
- Number of Opposing Lanes
- Tram Route / Non-Tram Route
- Reason of Installation
30
SUMMARY
OF ANALYSIS RESULT BY TYPE OF INTERSECTION
T INTERSECTION
--
-
0111AFTER
NS BEFORE
20.9
113
%
1.3
CHANGE
SIGNIFICANT
-100.0
3.4
NS
-20.6
-79.1
4.8
NS
EXPECIED
9.1
-29.7
18.5
15
473-1-
LEVEL
NONE
-- 1.3
6176 AFfER
020
NS
16.0
NS
380.0
6.3
NS
24.6
-100.0
1.6
NS
NS BEFORE
-5.5
24.8
5.6
%
EXPECIED
CHANGE
SIGNIFICANT
-35.9
11
41-1
LEVEL
NONE
-- - NS BEFORE
EXPECIED
SIGNIFICANT
29.8
1.7
NS
-100.0
19.5
0102AFfER
0.0
0.0
-93.3
%
CHANGE
-42.2
8.7
18
12
501-
.
PARTIAL
LEVEL
•
TO PARTIAL RIGHT TURN CONlROL
TO FULL RIGHT TURN CONlROL
TO FULL RIGHT TURN CONTROL
X INTERSECTION
• BEFORE
37
116AFfER
121
NS
20
-85.7
36.9
0.3
NS
EXPECIED
SIGNIFICANT
222.4
-23.8
-2.9
216
21
102.8
17.8
26.0
-23.0
NS
22.2
7.0
%
CHANGE
27.6
-27.9
163
20
15
17
78
28
5
LEVEL
NONE
•
35
234
5
21
19
126
28
LEVEL
NONE
•
247
20
3
16
22
151
35
PARTIAL
LEVEL
•• BEFORE
•••
•••
466
NS
25.9
15
51.0
-43.2
29
25.8
307.2
157
14
-39.2
6.6
-42.0
36.8
-45.7
-82.0
161.1
-48.9
29
%
EXPECIED
CHANGE
AFfER
SIGNIFICANT
79.4
•••
NS
·62.2
NS BEFORE
20.7
33.8
14
%
CHANGE
AFfER
SIGNIFICANT
-92.3
17
48.6
5.1
6.9
921
357.0
-18.2
22
135
-32.3
-37.8
EXPEC1ED
222.0
76.5
52
NS
26.9
TO PARTIAL RIGHT TURN CONlROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
31
SUMMARY OF THE ANALYSIS RESULT BY NUMBER OF RIGHT TURN LANES
1 RIGHT TURN LANE
* BEFORE
7.0
014
NS
206
%
106.5
CHANGE
SIGNIFICANT
NS
NS
21.6
-32.1
28.0
19AFTER
-100.0
0.4
36
NS
217.9
-5.5
EXPECIED
12.7
120
-26.1
19.0
-21.4
17
35.9
162
21
81
28
13
5
14
LEVEL
NONE
** BEFORE
***
***
28.0
6.6
353
147.4
10
89.1
17
-54.4
262.8
NS
-59.0
24.4
-84.4
23AFTER
21.3
SIGNIFICANT
-51.5
35.0
-55.9
116
-53.0
%
EXPECIED
CHANGE
24
203
5
116
20
22
16
LEVEL
NONE
***
** BEFORE
30.5
16
280.8
-62.6
20.0
-4.9
19
13.2
911
NS
3.6
545
NS
%
CHANGE
AFTER
-47.5
-93.7
175.7
105
-31.9
38.9
37.9
18.7
NS
EXPECIED
SIGNIFICANT
195
15
20
119
11
28
2
PARTIAL
LEVEL
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
. 2 RIGHT TURN LANES
-- 1 AFTER
0.0
%
EXPECIED
CHANGE
SIGNIFICANT
BEFORE
0-
LEVEL
NONE
-- -NS BEFORE
669.2
-14.5
1.2
91521 AFTER
0.0
0.0
NS
%
EXPECIED
CHANGE
SIGNIFICANT
01-
LEVEL
NONE
***
*
*•.•.
8.6
-90.9
65.7
10.7
86AFTER
-58.2
12.0
7.5
NS
1.5
45532
-53.7
106.0
%
EXPECIED
CHANGE
BEFORE
-25.4
-33.1
166.7
-69.8
SIGNIFICANT
6751
70
44
NONE
LEVEL
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO PARTIAL RIGHT TURN CONTROL
32
SUMMARY OF THE ANALYSIS RESULT BY NUMBER OF RIGHT TURN LANES
------------- -- --------- ---4.3
3222
12AFl'ER
%
EXPEcmD
-30.7
-33.3
4.5
5.4
1CHANGE
SIGNIFICANT
NS
BEFORE
-54.1
4.4
-77.2
23.0
-4.2
0.0
0.0
122.2
NS
NONE TO PARTIAL RIGHT TURN CONTROL
•
4.4
15
NS
161AFl'ER
52
14.4
16.1
5.8
0.0
%
-60.7
CHANGE
1217
BEFORE
59.3
-12.3
EXPECIED
-65.2
5.7
15.3
7.8
40.5
SIGNIFICANT
NS
NS
--
-
%
EXPEcmD
CHANGE
AFl'ER
SIGNIFICANT
BEFORE
---, 163430
41
11
11
10
405
--
LEVEL
NONE
LEVEL
TO FULL RIGHT TURN CONTROL
LEVEL
PARTIAL
TO FULL RIGHT TURN CONTROL
33
SUMMARY OF ANALYSIS RESULT BY DIVIDED IUNDMDED ROAD
DMDEDROAD
-68.2
-100.0
11.0
0.1
6.8
32011
-16.8
83AFmR
6.3
-17.2
2.7
NS BEFORE
-6.0
NS
-55.9
NS
99.8
14.5
12
%
EXPEC1ED
58.5
CHANGE
55
SIGNIFICANT
NS
75
2584
45
11
NONE
LEVEL
•••
••• BEFORE
127.5
21.1
-49.2
-91.6
83.3
7AFmR
3.0
-1.3
4348
77
%
EXPEC1ED
CHANGE
NS
-66.7
9.0
27.2
12
-50.1
8.0
151.7
SIGNIFICANT
-55.9
NS
18
107
15
61
562
NONE
LEVEL
15
240
16
25
3
34
147
LEVEL
PARTIAL
•
•••
•• BEFORE
47.7
AFmR
-92.6
19
20.7
-46.8
11
76.5
348.3
5.1
-4.8
127
NS
9.1
52
NS
%
CHANGE
SIGNIFICANT
-50.4
215.5
38.3
16
21.0
-63.5
920
NS
EXPEC1ED
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
UNDMDED ROAD
••
17
-11.3
19.2
77
NS BEFORE
15
-76.5
4.3
1 AFmR
21.4
-48.5
11
141.1
3.5
146
53.4
44.3
-12.6
17.2
-3.0
NS
%
EXPEC1ED
CHANGE
NS
25.8
25
SIGNIFICANT
16
103
3
20
12
40
NONE
LEVEL
•••
• BEFORE
-47.4
10
-71.8
21.3
79.4
-71.0
3.5
-41.7
17.4
25
118AFmR
EXPEC1ED
23.2
-22.3
19.0
25.1
171.5
-8.4
100
23
NS
NS
%
CHANGE
SIGNIFICANT
138
18
17
3
15
66
19
NONE
LEVEL
-- -•••
-60.5
0.0
7.6
4.1
21310
1.0
3.1
0.0
-96.1
1AFmR
%
EXPEC1ED
CHANGE
BEFORE
-50.9
NS
-74.1
38.5
NS
25.9
SIGNIFICANT
25
16
0261-
NONE
LEVEL
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO PARTIAL RIGHT TURN CONTROL
34
SUMMARY OF ANALYSIS RESULT BY NUMBER OF OPPOSING LANES
1 OPPOSING LANE
--
-
-71.3
0324
-71.1
-29.7
NS
%
CHANGE
SIGNIFICANT
1AFIER
-100.0
1.1
NS BEFORE
26.0
-7.7
NS
13.7
3.5
4.3
39.2
19
EXPECIED
22
332113
-- - 0.0
0.0
-80.4
-41.2
NS BEFORE
031 AFIER
0.0
%
EXPECIED
5.1
CHANGE
SIGNIFICANT
03-30
LEVEL
NONE
7501
1-
LEVEL
PARTIAL
--
-
-88.5
NS
0.0
-45.4
1.8
1.7
NS
8.7
%
EXPECIED
CHANGE
SIGNIFICANT
BEFORE
-59.0
12.2
19.0
2115AFIER
LEVEL
NONE
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
2 OPPOSING LANES
* BEFORE
-30.6
11
148.5
-8.4
-85.7
31
1 AFIER
20.4
12
15.9
136
7.0
9.3
NS
-41.2
-23.5
19.6
57.3
66
NS
28.4
%
CHANGE
15.1
15
NS
EXPECIED
SIGNIFICANT
105
16
11
40
21
5
12
NONE
LEVEL
***
** BEFORE
-11.5
-84.0
37.4
64AFTER
-27.4
157.4
5.4
1.1
-42.2
1561436
EXPECIED
-11.5
-17.1
6.0
NS
62.3
%
6.8
CHANGE
SIGNIFICANT
5.5
51
29
561
NONE
LEVEL
*
***
-NS
0.0
0.0
-71.1
165228
445.5
1.1
6.0
30AFTER
72.2
-61.2
6.9
%
EXPECIED
CHANGE
SIGNIFICANT
7.9
26.4
NS
-94.0
50.2
BEFORE
-17.1
NS
53
3501
39
PARTIAL
LEVEL
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
-
35
SUMMARY
OF ANALYSIS RESULT BY NUMBER OF OPPOSING
3 OPPOSING
-- -
LANES
529351
32
LEVEL
NONE
•••
•••
44
16.7
163.8
114.7
13.4
NS BEFORE
691
-33.8
313
-54.1
198.3
%
EXPECIED
CHANGE
AFIER
-63.0
35.1
-55.3
-83.4
19
-56.7
13.9
4.5
SIGNIFICANT
147
23
12
90
10
93
NONE
LEVEL
•• BEFORE
•••
10
-4.8
1422
7AFIER
NS
25.8
-61.2
6.0
10
NS
21.8
1.0
NS
131.0
-92.4
4.2
89.3
67
%
EXPECIED
-33.3
CHANGE
SIGNIFICANT
9.0
197.7
-66.1
724
127
15
83
16
LEVEL
PARTIAL
-- %
CHANGE
AFIER
SIGNIFICANT
BEFORE
EXPECIED
--
21.4
6AFIER
NS BEFORE
4.1
2.1
-4.3
2569
NS
NS
6.0
4.0
947
-44.3
10.8
%
CHANGE
SIGNIFICANT
40.9
14.9
66.4
8.5
NS
EXPECIED
•
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
4 OPPOSING
•
38
12
671
•
55
63
11
31
8AFIER
48.7
14
7.7
-49.3
15.8
-60.5
7.6
NS
-100.0
10.3
0.9
-28.1
36.5
NS
-34.7
50335
%
EXPECIED
CHANGE
SIGNIFICANT
-22.7
6.5
NS BEFORE
•••
14
0.9
4.8
13AFIER
SIGNIFICANT
14.5
-3.5
NS
233.3
-77.3
8.8
2325
NS BEFORE
-79.0
4.4
-93.5
%
EXPECIED
79.3
-68.5
CHANGE
-54.2
NS
45.9
I
LEVEL
NONE
LANES
TO FULL RIGHT TURN CONTROL
LANES
TO PARTIAL RIGHT TURN CONTROL
LEVEL
NONE
TO FULL RIGHT TURN CONTROL
LEVEL
PARTIAL
TO FULL RIGHT TURN CONTROL
36
SUMMARY
OF ANALYSIS RESULT BY NUMBER OF OPPOSING
5 OPPOSING
-- -
EXPECfED
AFIER
SIGNIFICANT
BEFORE
%
CHANGE
--
NONE
LEVEL
-- - -100.0
NS BEFORE
1.4
8.8
12
33.6
2.9
%
CHANGE
SIGNIFICANT
119.0
36.5
3036 AFIER
NS
0.0
0.0
4.5
NS
EXPECfED
6023-1
LEVEL
NONE
-- -
8.8
4.4
63012AFIER
-66.0
-32.1
-100.0
25.4
2.2
35.4
NS
5.5
NS BEFORE
NS
%
EXPECfED
CHANGE
SIGNIFICANT
-52.8
23
2458-
LANES
LANES
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
LEVEL
PARTIAL
TO FULL RIGHT TURN CONTROL
37
SUMMARY
OF THE ANALYSIS RESULT BY TRAM ROUTElNON
TRAM ROUTE
NON TRAM ROUTE
161
21
13
5
81
28
LEVEL
NONE
•••
•• BEFORE
118.6
90.6
-14.0
-56.6
3.5
349
-36.2
789AFTER
22.4
11.0
-87.9
11
27.6
-48.8
174.0
12
NS
18.9
%
EXPECTED
CHANGE
SIGNIFICANT
-62.9
132
19
83
68
18
16
NONE
LEVEL
•••
42.4
18
24.1
76.5
47.7
5.1
11.2
21
NS
NS
-37.2
20.7
SIGNIFICANT
BEFORE
-92.8
-57.6
-12.7
376.4
-65.2
953
131
%
EXPECTED
CHANGE
13
AFTER
236.5
17
17
257
160
27
34
3
16
PARTIAL
LEVEL
106.5
-31.4
19.0
117
13AFTER
NS
%
CHANGE
SIGNIFICANT
020
NS
-10.4
9.9
17
35
EXPECTED
-100.0
7.0
NS BEFORE
28.0
-6.2
202
35.9
-2.4
215.2
-28.5
NS
••
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TRAM ROUTE
-• BEFORE
4.5
0.0
-11.1
4.4
0.0
1 AFTER
-57.1
177.8
5.4
7.0
15
34227
NS
%
EXPECTED
CHANGE
SIGNIFICANT
-54.3
-54.1
25.6
NS
5.3
•
•••
-67.6
24.6
3.1
23
119
NS
NS BEFORE
-41.0
149.2
NS
-73.7
-56.4
13.3
16.1
14
788
NS
-6.7
20.0
20.1
24
%
EXPECTED
72.1
CHANGE
AFTER
SIGNIFICANT
5.0
--
-
-NS BEFORE
1.0
002316 AFTER
0.0
0.0
NS
%
EXPECTED
CHANGE
4.6
-100.0
4.9
-42.6
10.5
SIGNIFICANT
-56.1
17
4330
17
113
59
12
92
14
80431-
NONE
LEVEL
TO PARTIAL RIGHT TURN CONTROL
NONE
LEVEL
TO FULL RIGHT TURN CONTROL
PARTIAL
LEVEL
TO FULL RIGHT TURN CONTROL
38
SUMMARY
OF ANALYSIS RESULT BY REASON OF INSTALLATION
FAIRWAY REASON
%
CHANGE
SIGNIFICANT
134 AFIER
0.0
0.0
EXPECfED
-36.7
NS
-37.5
1.6
3.2
7.9
38.9
11
NS
NS
BEFORE
-5.1
52011
LEVEL
NONE
-NS BEFORE
6.0
31.3
-77.6
4.5
18AFIER
NS
0.0
-100.0
1.5
03416
-49.7
%
CHANGE
-48.9
16.4
0.0
3.0
EXPEcrED
-51.2
SIGNIFICANT
34201
21
11
NONE
LEVEL
-- %
EXPEClED
CHANGE
AFIER
SIGNIFICANT
BEFORE
--
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
PARTIAL
LEVEL
OPERATION
REASON
• BEFORE
••
-100.0
4.1
0128
-23.0
11.7
11
9AFIER
NS
NS
NS
20.8
-8.8
8.2
35.0
11
%
EXPEClED
121.1
-40.9
18.6
CHANGE
5.7
SIGNIFICANT
NS
NS
19
57.8
35.0
78
90
15
42
638
16
LEVEL
NONE
•••
2619
2.5
16AFIER
6.7
83.7
-47.4
8.2
22.2
10
44
-86.5
1.8
8.7
-60.3
-10.3
NS
NS
NS BEFORE
%
EXPEClED
CHANGE
19.9
44.5
-4.4
SIGNIFICANT
63
62
32
15
LEVEL
NONE
97
704
14
13
59
PARTIAL
LEVEL
•
•••
•••
-•• BEFORE
-42.1
12
-68.7
-92.7
7AFIER
%
EXPEClED
11.0
6.2
CHANGE
312
44
SIGNIFICANT
NS
20.7
0.0
0.0
22.4
95.7
NS
-51.8
156.0
-71.8
9.4
TO FULL RIGHT TURN CONTROL
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
39
SUMMARY
OF ANALYSIS RESULT BY REASON OF INST ALLA TION
SAFETY REASON
• BEFORE
-31.2
-7.6
-100.0
-17.8
NS
17.8
-4.6
-59.1
14.7
67AFIER
10.2
54.1
50
NS
%
CHANGE
SIGNIFICANT
111.8
12.2
2.9
010
NS
EXPEClED
-19.5
17
90
8279
83
43
14
LEVEL
NONE
•
161
27
17
14
2
84
NONE
LEVEL
•
168
14
104
21
3
12
14
PARTIAL
LEVEL
•••
-43.8
39.6
2.6
24
-53.2
208.3
117
-84.3
-39.5
16.7
350
NS
19.2
916
-33.4
NS BEFORE
22.5
%
EXPEClED
CHANGE
SIGNIFICANT
101.7
15
121.9
AFIER
•••
•••
46.8
41
%
CHANGE
-24.0
-93.1
-30.1
-37.6
27.9
17.6
17.6
NS
NS
EXPECTED
AFIER
SIGNIFICANT
14.5
NS BEFORE
145.7
10
20.0
14
230.8
-59.7
5.1
611
93
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
40
APPENDIX 3
SUMMARY OF RESULTS BY TIME OF DAY
(USING WHOLE WEEK ACCIDENT RECORD)
41
SUMMARY RESULT BY TIME OF DAY (USING WHOLE WEEK ACCIDENT RECORD)
MIDNIGHT TO 6 A.M.
-- - *
%
EXPECTED
CHANGE
SIGNIFICANT
4.2
-72.4
49.3
1.3
272115
NS
1.6
6.2
12.2
NS
-52.7
3AFTER
-38.3
NS BEFORE
-39.0
10.9
24.3
15
7241-
NONE
LEVEL
**
*
1.1
2.7
-11.5
-77.0
-52.8
29.6
8.7
NS
1.5
NS
-26.2
%
9.5
CHANGE
SIGNIFICANT
NS
BEFORE
-80.2
10.1
29.9
214314
2AFTER
5.4
EXPECTED
62481
22
NONE
LEVEL
-- - **
NS
19.2
-83.1
25.0
2.4
3127AFTER
-63.5
NS BEFORE
-55.0
11.9
%
EXPECTED
CHANGE
SIGNIFICANT
-63.0
2.7
2.2
13
227-
PARTIAL
LEVEL
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
6 A.M. TO 9 A.M.
4.6
0.0
0.0
-10.1
7.8
%
-12.6
CHANGE
SIGNIFICANT
BEFORE
-34.2
34.7
-4.9
NS
NS
4072317
EXPECTED
-30.8
19.5
2.9
33AFTER
27
16
2045
LEVEL
NONE
***
-** BEFORE
-84.1
-88.0
56.2
-43.1
7.4
7.5
813AFTER
NS
-18.4
0.0
NS
%
287.1
1.6
CHANGE
632
25.0
6.3
15.9
13
EXPECTED
SIGNIFICANT
5401
39
17
12
NONE
LEVEL
***
49.0
1.7
0.0
1322
-94.4
-60.4
-40.5
-55.1
0.0
-27.6
NS
-80.4
EXPECTED
17.9
5.0
BEFORE
19.3
%
5.1
CHANGE
214
11AFTER
SIGNIFICANT
32
13
3041
II
PARTIAL
LEVEL
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
42
SUMMARY
OF RESULT BY TIME OF DAY (USING WHOLE WEEK ACCIDENT
RECORD)
9A.M. TO 3 P.M.
•
39
19
269
I
NONE
LEVEL
•
9584
73
39
NONE
LEVEL
63
7527I
41
LEVEL
PARTIAL
23.2
11.7
-100.0
EXPEcrnD
50.4
27.1
64AFIER
NS
-14.7
8.2
NS
104.9
43.7
3.5
2.4
37
-14.7
1.3
05710
NS BEFORE
SIGNIFICANT
59.6
%
CHANGE
I
•••
•• BEFORE
26
13.6
10.9
137.9
5.5
-81.7
-64.9
-48.5
11.4
-48.8
SO
NS
-86.0
%
CHANGE
SIGNIFICANT
-21.4
6.4
5477AFIER
97.6
EXPEC1ED
49.9
I
•••
-30.0
-7.1
127.3
-96.7
60.7
7.1
-63.0
-66.4
92.2
9531
SIGNIFICANT
NS
NS BEFORE
2.2
9.8
-7.7
2AFIER
2.7
%
EXPEcrnD
9.7
CHANGE
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
3 P.M. TO 8 P.M.
I
•
62
27
14
4377
LEVEL
NONE
••
•
1I
74
610
41
LEVEL
NONE
•
••
105
10
68
78
III
LEVEL
PARTIAL
2.4
84
-28.0
NS
5.7
82.0
NS
-40.5
-13.7
14
8.3
6849
-82.4
1I6.2
3.7
SIGNIFICANT
BEFORE
38.0
28.9
10.1
6AFIER
16.2
%
EXPEcrnD
CHANGE
-- -•••
7.7
94.6
-46.1
SI
7.9
31I
-78.1
50.3
1I
134.1
18
-35.7
12.4
8AFIER
-32.3
16.3
NS BEFORE
-62.1
%
EXPEC1ED
CHANGE
SIGNIFICANT
•••
•••
233.3
10.8
-44.5
526
NS BEFORE
-26.5
97.3
-94.0
99.5
6AFIER
-69.9
16.6
1.5
NS
13.2
-63.6
151.2
9.5
75655
%
EXPEcrnD
CHANGE
SIGNIFICANT
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
43
SUMMARY OF RESULT BY TIME OF DAY (USING WHOLE WEEK ACCIDENT RECORD)
8 P.M. TO MIDNIGHT
--
-
-87.9
-43.0
4222
NS BEFORE
-67.2
23.6
6.1
-6.9
%
CHANGE
133AFIER
SIGNIFICANT
26.2
3.2
NS
48.2
7.0
NS
EXPECTED
8.3
-31.5
34
356218
NONE
LEVEL
-.•..•..•. BEFORE
311.5
1726
27.4
2.4
0.0
-42.4
-46.5
3.7
-81.7
%
-8Ll
CHANGE
SIGNIFICANT
NS
45.1
6.3
ILl
NS
2150AFIER
EXPECTED
5.3
37
22
35025
LEVEL
NONE
.•.
.•..•..•.
-
-74.1
BEFORE
60.9
74.4
3.7
622
NS
-27.5
4.1
3166AFIER
-46.5
11.2
3.9
NS
EXPECTED
-70.4
-88.3
51.4
%
CHANGE
SIGNIFICANT
.•..•..•.
.•..•..•.
51
36
633-
-
TO PARTIAL RIGHT TURN CONTROL
TO FULL RIGHT TURN CONTROL
PARTIAL
LEVEL
TO FULL RIGHT TURN CONTROL
44
APPENDIX 4
SUMMARY OF INTERSECTION-BASED
RESULTS
45
SUMMARY OF INTERSECTION-BASED
RESULT
.•..•.
74.5
-34.2
-42.7
-15.9
NS
2.1
%
52.4
-25.6
CHANGE
49
102.2
15.7
587.4
-8.1
540
986
98.9
101
NS
EXPECI'ED
39
AFTER
SIGNIFICANT
NS
BEFORE
5.0
256
243.8
426
75
72
37
52
178
12
LEVEL
PARTIAL
RIGHT TURN CONTROL INTERSECTION
.......
.•.
.......
.•..•.
-50.1
-17.0
611.3
-76.6
82
1288.8
26.3
25.5
-42.4
33
NS
18U
34.4
244
161
143
164.4
%
CHANGE
742
SIGNIFICANT
BEFORE
111.3
194.0
EXPECfED
AFTER
-29.0
79
916
140
432
113
19
133
79
LEVEL RIGHT TURN CONTROL INTERSECTION
FULL
.•..•..•.
46
APPENDIX 5
CHANGE IN THE NUMBER OF ALL DCA CASUALTY ACCIDENTS
BY TIME OF DAY
USING
i) WHOLE WEEK ACCIDENT RECORD
ii) WEEKDA VS ACCIDENT RECORD
iii) WEEKENDS ACCIDENT RECORD
CHANGE IN THE NUMBER OF RIGHT THROUGH (DCA 121) CASUALTY
ACCIDENTS
BY TIME OF DAY
USING
i) WHOLE WEEK ACCIDENT RECORD
ii) WEEKDAYS ACCIDENT RECORD
iii) WEEKENDS ACCIDENT RECORD
47
CHANGE IN NUMBER OF ALL DCA CASUALTY ACCIDENTS BY TIME OF DAY
(USING WHOLE WEEK ACCIDENT RECORD)
IGROUP
Number of casualty
accidenls (all DCA)
50
60
10
20
30
70
80
0
I : NONE TO PARTIALCONTR.OL
I
90
40
12101-6101
6101-9101
9am-3pm
3pm-8pm
~
EXPECfRD
•
ACI1JAL
~
BXPBCI'ED
•
ACI1JAL
AFI'ER
8pm-12am
TimeofDay
IGROUP
accidents (all DCA)
Number of casualty
20
10
80
60
70
30
090
2 : NONE TO PUIL CONTROL
11
100
50
40
12101-6101
6101-9101
9am-3pm
3pm-8pm
AFTER
8pm-12am
TimeofDay
IGROUP3:PARTIALTOPUILCONTROL
I
160
140
120
lOO
I2l BXPBCfRD
Number of casualty
accidenls (all DCA)
80
•
60
40
20
o
12101-6101
6101-9101
9am-3pm
Time of Day
3pm-8pm
8pm-12am
ACI1JAL
AFI'ER
48
CHANGE IN NUMBER OF ALL DCA CASUALTY ACCIDENTS BY TIME OF DAY
(USING WEEKDAYS ACCIDENT RECORD)
IGROUP
I:NONE TO PARTIAL CONTROL
I
70
60
so
40
Number of casualty
accidents (all DCA)
30
~
EXPECI'BD
•
AcruAL AFl'BR
20
10
o
12am-6am
6am-9am
9am-3pn
3pm-8pn
8pm-l2am
TimcofDay
IGROUP 2 : NONE TO FULL CONTROL
I
80
70
60
50
e3 BXPECI'BD
Number of casualty
accidems (all DCA)
40
•
AcruAL AFl'BR
~
BXPECI'BD
•
AcruAL AFfER
30
20
10
o
12am- 6am
6am-9am
9am-3pn
3pn-8pn
8pn-12am
TimcofDay
IGROUP 3 : PARTIAL TO FULL CONTROL
I
120
lOO
80
Number of casualty
accidents (all DCA)
60
40
20
12am-6am
6am-9am
9am-3pm
TimcofDay
3pm-8pm
8pm-12am
49
CHANGE IN NUMBER OF ALL DCA CASUALTY ACCIDENTS BY TIME OF DAY
(USING WEEKENDS ACCIDENT RECORD)
IGROUP
I
I : NONE TO PARTIALCONTllOL
30
2S
20
Number of casualty
accideots (aJIDCA)
•
EXPBCfED
~
AcnJAL
~
EXPBCfED
•
AcnJAL
15
AFTER
10
5
o
12am-6am
6am-9am
9am-3pm
3pm-8pm
8pm-1211D
TimeofDay
IGROUP 2 : NONE TO FULL CONTIlOL
•
30
25
20
Numberofcasualty
accideots (aJIDCA)
15
10
AFl'BR
50
CHANGE IN NUMBER OF RIGHT THROUGH (DCA 121) CASUALTY ACCIDENTS BY TIME OF DAY
(USING WHOLE WEEK ACCIDENT RECORD)
11
IGROUPI:NONETOPARTIALCONTROL
50
45
40
35
30
Number of right through
casualty accidents
25
20
15
10
5
o
12 am - 6 am
6 am - 9am
9 am - 3 pm
3 po - 8 pm
8 po - 12 am
Tune of Day
IGROUP 2 : NONE TO FULL CONTROL
•
60
50
40
Number of right through
casualty accidenrs
30
20
10
o
12 am - 6 am
6 am - 9am
9 am - 3 pm
3 po - 8 pm
8 po - 12 am
Tune of Day
IGROUP 3 : PARTIAL TO FULL CONTROL
I
lOO
90
80
70
60
Number of right through
casualty accidents
50
40
30
20
10
o
12 am -6 am
6am-9am
9 am -3pm
Tune of Day
3po -8 pm
8 po -12am
51
CHANGE IN NUMBER OF RIGHT THROUGH (DCA 121) CASUALTY ACCIDENTS BY TIME OF DAY
(USING WEEKDAYS ACCIDENT RECORD)
52
CHANGE IN NUMBER OF RIGHT THROUGH (DCA 121) CASUALTY ACCIDENTS
(USING WEEKENDS ACCIDENT RECORD)
BY TIME OF DAY
IGROUP 1 : NONBTO PARTIAL CONTROL 11
20
18
16
14
12
Numberofrightthrough
casualty accidents
10
8
6
4
2
o
12 am - 6 am
6 am - 9am
9 am - 3 pm
TlIDe of
IGROUP 2:
3 pm - 8 pm
8 pm - 12 am
Dooy
NONE TO FUll. CONTROL
'I
14
12
10
8
Number of right through
casualty accidents
1==--1
6
4
2
o
12am-6am
6am-9am
9am-3pm
TlIDe of
3pm-8pm
8pm-12am
Dooy
IGROUP 3 : PARTIAL TO FULL CONTROL
11
35
30
25
20
Number ofrigbt through
casualty accidents
1==--]
15
10
5
o
12 am - 6 am
6 am - 9am
9 am - 3 pm
TlIDe of
Dooy
3 pm - 8 pm
8 pm - 12 am
53
APPENDIX
NUMBER OF TREATED
APPROACHES
A
BY GROUP & YEAR OF INST ALL ATION
NUMBER OF TREATED APPROACHES
BY NUMBER OF YEARS
USED AS BEFORE AND AFTER PERIODS
NUMBER OF APPROACHES
TREATED
AT THE SAME TIME BY YEAR OF INST ALLA TION
54
NUMBER OF APPROACHES
YEAR
BY GROUP & YEAR OF INST ALLA TlON
217
17
1GROUP
34
416
582TOTAL
125182 1 23
30
13
246
67
757
11
17
117
GROUP
23
68
18
13
NUMBER OF APPROACHES BY NUMBER OF YEARS
USED AS BEFORE AND AFTER PERIODS IN ACCIDENT ANALYSIS
II
NUMBER
OF YEARS AS "BEFORE"
AND "AFfER" PERIODS
2.5
44
1234
58
76
39
1
NUMBER OF APPROACHES TREATED AT THE
SAME TIME BY YEAR OF INSTALLATION
YEAR
1
2112
2717
TOTAL
2915
20450
309213
1314
2 72
134
21
33
14
4290312
NUMBER OF APPROACHES
55
APPENDIXB
LIST OF INVESTIGATED APPROACHES
LIST OF INVESTIGATED
1
APPROACHES
.58
.40
.23
1.30
.31
OD
rID
nd
1
.49
.50
0
sa
-00
-00
OD
004
3.06
FLlNDERS
2.40
9
6.09
49
8%
BLAIR
BROAD
ST
sa
fw
tw
00
0
00/0
d
PRESTON
01.00
41.00
30
3
DANDENONG
R RD
3
BORONIA
RD
NUNAWADING
2
10-Jul-78
BELLST
6
-38%
1-Nov-83
0.00
.70
32
ALEXANDRA
3
PRESTON
AV
01.53
NUNAWADING
nil"
BOORAN
BORNEO
BROAD
-100%
CAULFIELD
56%
2
11
222-Jan-88
3
MEADOWS
RD
X
BURWOOD
31.17
2
0.000%
COLLlNGWOOD
2.93
156%
0
BORONIARD
BLACKBURN
0
1
HEIDELBERG
.000010
4
RD
nII'
ANDERSON
3
6.67
10.96
.37
-70%
-55%
2
5
ST
11'
066%
nil'
1.58
.0000/0
3
0.0000/0
-1-Jan-82
BARKERS
8
2.26
6.00
HEIDELBERG
254%
0%
85%
RD
ALBERTST
DONCASTER+TEMPLSTOWE
PRAHRAN
.000%
-1000/0
KNOX
300%
-14%
-1-Jan-65
1HWY
RD
srID
CENTRE
1
1.50
-33%
RD
4
3.63
1
0010
BURNLEYST
KNOX
BANKSIAST
BOX
HILL
nd
CEMETERYRD
19-Dec-n
1
CANTERBURY
1-Jan-n
6%
RD STATIONST
10-Jul-78
6-Jun-75
24-Feb-86
HEATHERDALE
RD RD
BURWOODHWY
S>E
1.61
PRESTON
2
MOORABBIN
42%
1-Jun-n
1-Jan-70
REYNOLDS
CHAPELST
PDE
2.00
1.28
BOX
-8.11
-2.58
6-Jun-75
1-Jan-81
2O-Mar-86
27-Feb-87
1-Jul-87
2
HILL
CAMP
NEPEAN
NORTH
RD
RD
HWY
nII'
1.14
MELBOURNE
11.96
-9.84
-32%
0.00
1-Jan-n
MIDDLEBOROUGH
N>W
11'
11'
19-Dec-n
1-Jan-74
10-0ct-88
SCORESBYRD
BELLST
N>W
E>N
4.20
COBURG
BROADMEADOWS
-52%
MURRAYRD
1
1-Jan-78
18-Dec-86
T
1-Jan-83
STATION
DUNDAS
S>E
ST
PLENTYRD
X
1-Jan-74
14-Mar-85
WATER
W>S
W>s
DALE
RD
OAKLEIGH
3.17
2O-Nov-85
GOWERST
L1LLYDALE
-21.96
ntr
2.33
.94
BOX
HAWTHORN
97.29
1-Jan-78
31
HILL
STUD
GOWER
ST
T
MOORABBIN
21-Jun-n
21-Jul-76
VICTORIA
W>S
ST
1.89
RINGWOOD
27.03
-47%
4-0ct-84
GILBERTRD
33.69
1-Jan-84
4-Aor-85
WOODST
55.57
2
LYGONST
25-0ct-88
29-SeP-86
1
RD
22-Jan-87
WARRIGALRD
MAROONDAH
HWY
11-Mar-86
3O-Se0-87
26-Aor-84
10-Seo-85
25-Oct-88
GLENFERRIE
RD
18-Aor-72
11-Aua-87
WANTIRNARD
HUMEHWY
2O-Aua-84
13
CLARINDA
RD
2O-Aua-87
13-Dec-82
12-Mav-88
GRANGE
RD
27-Mav-88
26-Jun-87
17-Mav-87
17-Dec-84
13-Mav-88
3O-Seo-87
23-Aua-n
22-Mav-86
10-Seo-73
11-Aua-88
18-Aor-72
13-Jan-86
1
1MEADOWS
4
0.70
1.21
1.40
0.83
1.33
1.68
25-Jun-85
0.96
1.00
0.56
1.54
1.00
0.94
1.59
1.29
1.61
1.52
1.50
1.53
1.53
1.13
1.32
Descripllon of the variables and their values is given at the end of the listing.
VI
0\
LIST OF INVESTIGATED
1
APPROACHES
.41
.69
.00
.13
lVl
.11
2
.06
0
.83
.88
.47
.97
1
.17
n
lVl
00
1.34
.51
.57
1.57
no
.82
sa
L1LLYDALE
4
CAMBERWELL
NORTHCOTE
2.00
.000"10
0"10
fw
01.56
.000%
-66%
4
01.75
0%
-00-00
00
-23%
1
2
0
KNOX
01
01.57
-74%
2
ntr
1
-80%
2
2
HIGHETTRD
21.13
77%
PEEL
1
1
0
ST
ALBERTST
T
HIGHST
MARIBYRNONG
01.65
0
BROADMEADOWS
-100%
-100"/0
1
1
RD RD
NORTH
PRESTON
5.85
WHITTLES
RICHMOND
EA
DAREBIN
0
ne!
3
PEELST
HIGH
55.57
NORTHCOTE
131o-Mav-83
2
HUMEHWY
21.59
3
0.89
-100%
21.08
MOORABBIN
26%
2
3
112%
2.61
MELBOURNE
X
nd
ntr
CENTRE
RD
4-Feb-86
3
9
DONCASTER+TEMPLSTOWE
OAKLEIGH
173%
STREET
RD
OAKLEIGH
DEVON
4
10"/0
8%
d
-58%
3
DUDLEYST
.000"/0
0
0
HEIDELBERG
3
.80
DIAMOND
12.54
VALLEY
COLCHESTER
1-Jan-83
11RD
RD
PRINCES
ttr
4
re!
3.29
.96
SUNSHINE
-19.82
-39%
4.80
8-0ct-84
HWY
FITZGERALD
FERNTREE
KNOX
-19.82
1-Jun-8O
29-Mar-84
RD
0.00
1.29
1.60
55.57
-22%
MURRAYRD
X
GRATTANST
8-Jan-63
SWANSTONST
MELBOURNE
1-Jan-n
GLADSTONE
d
WERRIBEE
19-Feb-86
PDE
S
GLENROYRD
TUD
CHURCHST
OAKLEIGH
1-Jan-74
1-0ct-79
14-Jan-88
18-Jun-87
3
1-Jun-84
23
RD
W>5
GRANGE
ssa
2
1-Mar-n
1
11-Nov-86
31-0ct-84
17-Oct-84
2O-Jul-86
3
GRIMSHAWST
1-Feb-n
21-0ct-85
T
1
GRATTAN
MOUNTAIN
DAREBINST
3.55
BOX
NORTHCOTE
BROAD
14-Mar-84
120/0
HILL
MEADOWS
ST
HWY
WESTGARTH
ROYAL
E>N RD
PDE
1-Jan-n
RD
STATION
-2.58
RD
DORSETRD
1.17
NORTHCOTE
BROAD
-14%
3.60
1
1-Jan-8O
MEADOWS
DANDENONG
R
MAROONDAH
3.30
ESSENDON
14-Jun-85
1-Mar-84
4
HWY
1-Jan-70
3O-Jan-86
CLAYTON
233
CROYDON
0.92
CROYDON
2.971%
11.96
-9.84
2
2
.41
CROYDON
-2.58
EPSOM
97.15
SMITH
FIELD
RD
COMMERCIAL
24-580-86
PUNTRD
NE>N~
S>E
0.00
1-Jan-79
29-Jun-84
N>W
SW>5E
69.92
18-Mav-81
KOROROIT
CREEK
1-Jan-79
MAINST
14-Ju1-87
2
1-Jan-78
18-Seo-87
MANNINGHAM
RD
3
1-Jan-81
GULLY
HIGHETTST
CORESBYRD
1-Jan-n
1-Jan-n
1-Qct-n
1-Jul-84
YARRA
BEND
RD
0.94
MACORNAST
22-Mav-86
VICTORIA
CLARINDARD
1-Jan-70
WESTERNHWY
3O-Seo-75
PASCOE
W>S
VALE
RD RDRD
30-580-75
30-580-75
SPENCERST
17-Seo-85
N>W
29-Aua-88
RC
PLENTYRD
NEPEAN
HWY
PLENTYRD
ST
18-Seo-85
4
MOUNT
ALEXANDER
12-Aua-n
2-Mav-n
14-Aua-84
2-Mav-86
6-Aua-86
VICTORfAST
JUKES
SCORESBYRD
RD
STATION
WARRIGALRD
ST
7-Mav-84
14-AUQ-84
ntr
9-Mav-86
21-Jul-87
17-58p-85
0.94
1.60
1.56
1o-Feb-87
11-AUQ-88
12
2O-0ct-88
1.34
1.27
1.17
1.46
12-Mav-88
0.89
1.24
1.38
1.59
1.44
1.33
1-Jan-70
1.07
1.65
1.54
1.75
Vl
Description of the variables and their values is given at the end of the listing.
-.l
LIST OF INVESTIGATED
2
1.36
.82
0.78
.63
.78
.75
nd
.06
.23
0.75
1.39
.11
0
2
2.26
.94
.26
.31
11.63
.49
.54
tr
00
0
0
0%
sa
sa
sa1.39
3
0.00
587%
COLEMAN
6.05
DANDENONG
12.54
1
RD
5
5
01.37
0.000010
ntr
OAKLEIGH
00/0
GILBERTRD
BORON
RD
BOORAN
RD
CANTERBURY
01.19
RD NW>SY
BORONIA
318-Deo-76
0.0000/0
0.84
0
.000010
5
23
STKILDA
RD
1-Jan-80
21-Jul-87
COLCHESTER
COLLEGECR
3.78
3
1.44
KNOX
-100010
OAKLEIGH
29-Jun-87
23
RD
GRANTST
DUKE
DORSETRD
5.28
1
4.43
3.56
BRIGHTON
3.82
.85
-100010
-100%
-46%
11.96
3
ST
3
X
CLAYTON
1
7
0.000%
2.54
.929%
.38
-11.64
-100%
KNOX
33.69
-86%
1-Deo-80
1-Jan-81
21
1-Jan-80
RD
2
STUD
RD
DONCASTER
01.56
1.54
1.56
1-Jan-81
11RD
4
0.92
PRESTON
YRD
RD
tr
tGLENHUNTL
rL1LLYDALE
.000%
0
4.80
427-ADr-87
14-Jan-n
1-Jan-80
3
BRIDGE
RICHMOND
-4.39
0
12-MaV-85
0.000%
CROYDON
HEIDELBERG
2.27
3
55.57
3
1.20
.94
SUNSHINE
CAULFIELD
75%
1lARD
CHELTENHAM
4.63
-19.82
RINGWOOD
1-Jan-82
ndd
4
d
3.60
BEATRICEST
26-Mar-86
S>E
4
SPRINGVALE
01.17
1
d
FLlNDERS
2
2.51
-1000/0
2
4
2
ST
GEELONG
4.50
-19.19
78%
4
COMMERCIAL
-28.16
-1-Jan-84
1-Jan-83
18-Jul-86
N>W
2
.76
-64%
1-Jan-66
1-Jan-80
VICTORIAST
GA
SE>N
TEHOUSE
BELGRAVE-HALLAM
CROYDON
19-Deo-n
BERWICK
1.37
1.61
19-Deo-n
1.48
MELBOURNE
1.55
1.19
BERWICK
-2.58
-5-Deo-78
81%
1-Seo-87
04
WESTERN
BURGUNDYRD
RD
W>S
HWY
BELLST
PRESTON
1-Jan-n
29-0ct-86
24-Jul-87
GILBERTRD
PRINCESHWY
NW>S
VICTORIA
ST
MELBOURNE
1-Jan-70
MOUBRAY
PLENTY
NEPEAN
RD
ST ST
T
1
1-Jan-70
3-Jul-85
REGENTST
HWY
21-Mav-85
-2.58
29-Jul-88
SCORESBYRD
BURNLEYST
FOOTSCRAY
1-Jan-78
214-Jun-85
1-Jul-87
NORTH
RD
ntr
0.00
18-Jun-87
DORSETRD
X
EDITHVALE
23-Deo-87
SPRINGVALE
RD
13-Jan-86
WANTIRNARD
FOSTERST
SW>E
BA
YSWA
TER
N>W
s00
MOUBRAYST
0
SE>NE
BAYSWATER
-100%
CROYDON
5-Deo-78
CANTERBURY
E>N
RD
nd
1
2
-9.84
1-Jan-79
19-Nov-87
16-0ct-85
SPENCERST
S>E
MELBOURNE
1-Sep-87
1
PRINCES
HWY
DONCASTER+TEMPLSTOWE
424
OD
0.92
1.55
2
22-AuQ-84
4
18-Apr-72
18-SeD-88
122.47
22-Apr-87
1-Jan-n
SPENCER
ST
29-AuQ-88
ll-AuQ-88
DONCASTER+TEMPLSTOWE
2
OD
1.10
1.07
1.38
31-Mav-85
31-MaV-85
2
2O-AuQ-84
18-Deo-76
NE>NVI
30-Sep-75
2-AuQ-85
0.71
SW>SE
1$-Apr-72
DANDENONG
MOUNT
18-Deo-76
APPROACHES
RC
Description of the variables and their values Is given at the end of the listing.
v,
00
LIST OF INVESTIGATED APPROACHES
2
.05
1.58
.21
.03
1.47
.36
.22
0.63
1
1
.05
.35
0.83
.31
.69
.72
.63
1.62
0
.83
sa
0
0
0
01.84
4
0.80
.60
-100%
0%
LAKESIDE
DR
11.00
-91%
8RD
0"/0
sa
OD
fw
11'
MELBOURNE
-15.13
-85%
0
-80%
0%
0
MASONST
4
ALTONA
5
OAKLEIGH
0
0
-24.44
1
-70"/0
2
2
n
d
0"":'
6.94
2
1
KOROROIT
KINGSTON
MANNING
0
ST.
MOORABBIN
33.69
-78%
210-0ct-86
KILDA
43
HAM
CREEK
RD
MAROONDAH
2.10
32
HWY
N>W
X
3.14
1-Jan-n
3
.38
-13.91
-63%
-70%
2
ST
snd
01.21
BORON
BORONIA
3
3
.63
NUNAWADING
-17.11
KNOX
NUNAWADING
1-Jan-70
6
7
3
2
RD
1
TOORAKRDW
SW>E
d
4
3.88
2.88
-100"":'
HEIDELBERG
2
5
T
9
KNOX
2.59
.94
-100"/0
-90%
1-Jan-80
6
ASHLEYST
1
OD
1'
nd
GRATTANST
HODDLE
GRATTAN
2
6
0
2
1.49
.75
.00
COLLlNGWOOD
.99
-17.08
-67%
-48%
6-Nov-86
4
3
3
ST
9
T
PRESTON
BROADMEADOWS
0.00
1-Jul-80
NORTH
27
2.96
.09
MELBOURNE
-4.39
-8.62
-32%
-68%
1-Jan-76
RD
.73
1.93
-87%
STKILDA
1-Jan-70
16-Jul-86
RD
3
3
BANKSIAST
HIGH
4
ST
01.31
-100%
CAULFIELD
1
PRINCES
RACECOURSE
1.62
55.57
11.96
-2.58
1-Jan-78
1-Jan-78
14-Jul-87
2
HWY
RD RD
NOLAN
2.38
3
BERWICK
WEBBST
E>N
BELLST
.30
-2.58
0.00
X
nII'
BAYST
BAY
d
PORT
RD
BEACH
SE>NE
S>E
RD
NE>W
1.74
12-Nov-85
ALTONA
31-Jan-79
12.54
1-Jan-72
1-Jan-n
22-Nov-84
15-Nov-85
THOMPSONS
24-Jun-86
SPRINGVALE
RD
8.68
31-Jan-79
W>S
.72
VICTORIAST
BOX
5.70
2.08
.11
PRESTON
31-Jan-84
-20.75
2.08
1.06
1.61
31-Jan-84
PRESTON
-720/0
9-Jun-83
13-Mar-87
16-Jun-87
FOREST
1lA
RD
ST
CANTERBURY
GEORGES
RD
RD
12-Jun-80
PLENTYRD
1
MILLERS
31-Jan-75
24-Mar-86
WESTERN
W>S
HWY
1
3.44
JOHNSTONST
ROYAL
PDE
BURKE
BURWOOD
31-Jan-81
9-Jun-83
RD
HWY
PRINCES
HWY
STKILDA
WARRIGALRD
W>s
RD
SUNSHINE
SCORESBYRD
31-Jan-83
24-Feb-86
LOWER
HEIDELBERG
LORNE
ST
OAKLEIGH
1-Jan-82
1MELBOURNE
STUBBSST
FRANKSTON
1-Jan-76
15-AuQ-85
1-Jan-82
1-Seo-87
31-Jan-82
BURGUNDYRD
31-Jan-80
13-Feb-87
DAVEYST
31-Mav-78
PP
RD
25-Seo-85
16-0ct-83
MOUNTAIN
HWY
1.36
1.29
1.66
WANTIRNARD
MITCHAMRD
28-Feb-86
HUMEHWY
16-Seo-87
2-Mav-85
2O-Aor-84
0.80
20-Aor-84
2-AuQ-88
19-5ep-85
27-Mav-88
1.38
1.44
20-AuQ-84
DONCASTER+TEMPLSTOWE
11-Apr-88
25-Sep-85
14-Sep-88
1-Sep-87
1
27-May-88
7-Aua-85
11-Aug-84
23-0ct-87
31-May-78
2-Aug-88
20-Apr-84
RD
Ut
Description of the variables and their values is given at the end of the listing.
\0
LIST OF INVESTIGATED
3
APPROACHES
0.97
01
.94
.74
.03
.43
.50
.30
.60
.67
2
.02
.70
1.65
.00
.36
.06
.19
.18
.83
.72
sa
4.80
0
3
0
COLLEGECR
0.90
0
0
2.88
sa
3.30
DUN
NE
ST0%
nII'
2.60
GREENSBOROUGH
3
-100%
RD
2.80
4
.68
1-Dec-85
2
0
.00
0
KNOX
8.18
721-MaY-85
nrt
5.54
2
X
1
GLADSTONE
CHARMANRD
4
3.65
L1LLYDALE
MOORABBIN
1
2.70
1.03
KNOX
33.69
-61%
2
1
RD
W>S
N>W
11'
DUNNEST
11'
NUNAWADING
0.00
3.98
0%
01
3ST
4.97
2.19
nII'
11.29
DUKE
1
5.05
1.62
SUNSHINE
18-Feb-78
31-Jan-79
-80%
-91%
6
CANTERBURY
1.50
10-Dec-82
nil'
CLAYTON
3
RD
5.51
5
EDWARDRD
2
-3.34
1.50
-100%
5.05
1
JACKSONS
AD
11.23
8
3.88
HEATHERTON
31-Jan-84
SPRINGVALE
31-Jan-84
3
RD
T
HIGH
3
-16.13
SPRfNGVALE
31-Jan-78
2
STREET
14-Mar-84
3
RD
SPRINGVALE
RD
DANDENONG
1
0.00
6-Jan-85
PRINCESHWY
OAKLEIGH
GATEHOUSE
d
CHAPELRD
MELBOURNE
-29.92
31-Jan-85
d
MAAOONDAH
01.28
31-Jan-81
DONCASTEA+TEMPLSTOWE
24-Jun-86
3
4
HWY
HODDLEST
6.11
6-Jan-78
4
00
CHELTENHAM
CHARMAN
16.57
2.59
1
L1LLYDALE
.12
31-Jan-n
31-Jan-82
1.66
MOORABBIN
1.29
31-Jan-n
31-Jan-82
-9.84
31-Jan-79
4.80
-73%
-94%
RD
2
HWY
STUD
MAROONDAH
HAMMONDRD
NW>S
SE>N
BURWOOD
KNOX
97.15
1-Jul-8O
10-0ct-86
SCORESBYRD
5
2
SUNSHINE
31-Jan-85
MELBOURNE
-8.62
WESTERNHWY
PLENTYRD
S>E
PRESTON
10-Dec-82
-33%
17-Dec-84
HUNTINGDALE
4.93
3.33
COLLlNGWOOD
31-Jan-75
6-Jan-78
21
24-JuI-85
AD
CHURCHILL
31-Jan-79
L1LLYDALE
2
AV
E>N RDPLENTY
HWY
X
nd
CEMETERY
6-Jan-85
16-Jul-86
RD
W AD
MACARTHUR
ST
JACKSONSAD
DANDENONG
11.96
POLICE
AD
KINGSTON
2
DANDENONG
.65
-62%
15-Nov-85
AD
T
2
KOROAOIT
MANNINGHAM
ALTONA
12.54
31-Jan-78
12-Nov-85
43-Dec-87
CAEEK
31-Aua-81
HEIDELBERG
LOWER
RD
31-Jan-79
28-Nov-83
-8.22
29-Jun-87
NUNAWADING
WAVEALEY
CHELTENHAM
RD
1.62
1.28
17-Dec-84
27-Feb-85
SPAINGVALE
28-Seo-78
16-Aua-85
CHESTERVILLE
RD
10
AD
-19.19
-18.23
2-Seo-83
NORTHRD
-23.16
NUNAWADING
WAVEALEY
12.54
JOHNSTONST
WAVEALEYAD
27-0ct-87
16-Aua-84
WAAAIGALRD
-23.28
MOOAABBIN
24-Jan-85
WILLlAMSONS
MILLEAS
AD ST
AD
1
23-Sep-87
27-Aua-86
00
4
23-Seo-87
9-Seo-88
2147-Aor-88
11-Aua-88
7-Aua-85
12-Seo-84
17-Feb-87
28-Sep-78
1.44
1.53
12-Sep-84
16-AlIQ-84
1-MaY-8O
o
0'\
Description of the variables and their values is given at the end of the listing.
LIST OF INVESTIGATED
3
11.89
.88
sa
00
01
-100%
d
WAVERLEY
0
0.89
SUNSHINE
-90%
6
1.50
3.00
-50%
5-Feb-82
211 RD
4
31-Jan-82
24-Jun-86
dSTATION
3
X
PASCOE
1
31-0ct-82
31-Jan-82
ESSENDON
8 218-Nov-87
24-Jun-85
327-Aor-87
VALE
RD SPRINGVALE
PECK
N>W
S>E
21
31-Dec-83
NW>S
ntr
MITCHAMRD
2
94.00
.94
NUNAWADING
31-Dec-83
-100%
X
MAROONDAH
WAVERLEY
-33%
8-Jun-88
RD
HWY
WESTERN
W>S
E>N AV HWY
RD
SPRINGVALE
-20.75
WELLINGTON
RD
1.50
SE>N
1
op2.00
0.89
1.66
DONCASTER+TEMPLSTOWE
DONCASTER+TEMPLSTOWE
I~~:~::
~:
~~:::
Abbi~a~~
~*d jn~A4i~dJit: 1:::~::::::::::
~~:::::::::::
~~~:::::::
~::
~~
~~
~~~::
~:::
~:~::::::~::::~
~::~:~
~~
~~:::::
~::::
~:::
~::~::::
~~:~~::
~~~~:
:~:::~:::::::::::::::~
~::~
~::
~~::::::::::
~~:~:
~:::::::
H:~::~~~~
~:::~:
~:::::::::::::::
~::::::::::::::::~::
~::~::::::
~:::::
~::::
~::::
~:::::::~::::
~:~::::
~~:::::::::::::::::::::::::~:::::::::::::::~:::::::::::::::::::
~:::::
:1
GRP 1
GRP2
: No control to partial control.
: No control to full control.
GRP3
DIRN
: Partial control to full control.
START
IMPL
T
RTL
DIV
APPROACHES
: Direction of right turn approach.
TR
: Presence of tram route.
RE
tr -- tram route
ntr n_ non tram route
: Reason for installation.
op -- operation
: Installation date of traffic signals or trafiic signals existed since.
• Note: where the actual day and month of the installation date is unknown, 1-Jan is then used.
: Installation Date of right turn control.
: T or X intersection.
: Number of right turn lanes.
1 --- 1 lanes
2 --- 2 lanes
s --- shared lane
: Divided or undivided road.
d --- divided
sa n_ safety
fw m fairway
CRATIO
R%
: Ratio of right-turn casualty accidents after to before in control sites.
: Regression to the mean effect.
BEF
: Number of right-turn casualty accidents in the before period.
: Number of right-turn casualty accidents in the after period.
: Expected number of right-turn casualty accidents if right-turn
AFT
EXPCT
CHG%
LGA
: Percentage of change - (AFT-EXPCT)/EXPCT
: Local Government Area.
phase not installed.
X 100%.
nd -- undivided
OL
: Number of opposing lanes.
0'1
.....
Description of the variables and their values is given at the end of the listing.
62
APPENDIXC
LIST OF CONTROL INTERSECTIONS
NE!
GULLY/WATSON
HEATHERTON
!SIMPSON
MOUBRA
YI
PUNT
TER!GARDENIAlGREYTHORN
EEK
WAVERLEY
RDIMAROONDAH
HWY
ARTYI
WAKILDAI
TERDALE
WELLINGTON
NTL
RAI
RY
ICHOLSON
THOMAS
WILLlAMSTOWN
ORRONG
KOOYONG
RD/CENTRE
YI
ST
DANDENONG
TENNYSON
SI
VICTORIA
REET
SOUTHI
STEVENSON
GAFFNEY
LL!
NI
ANDI
STIOUEEN
MONTAGUE
GILBERT
LIGHTWOOD
DEVONSHIRE!
GAFFNEY
ST
DUKE
WA
R!
JASPER
ELGIN
TTLETREE
HEATHERTON
YI
LYGON
GH
IlEVANTO
ST
N
IE
F
RDIGLENHUNTL
ST/DENDY
ST
Y RD
OOYONG
DE!
HI
H
STIFLlNDERS
LENNOX
GROSVENOR!
LA
ST
KILDA
TON
RD/PRINCES
HWY
POWLETT
OTHAM
URZON
ESTBURY
VA
Nl
ALE
RAGLAN
ATKINSONI
RD/KAMBROOK
RDIMARIBYRNONG
HANNOVER
RD
RD
TYLER
CLARENDON
BELMORE
NEERIM
UCKLEY
PAISLEY
AVISOUTH
EASTERN
FWY
STIUPPER
HEIDELBERG
RD
LIST OF CONTROL INTERSECTIONS
ABBOTSFORD/SPENCER
NORTH
COTE
KEW
FOOTSCRAY
CAULFIELD
SPRINGVALE
SPRINGVALE
MELBOURNE
MOORABBINMOORABB1N
COLUNGWOOD
BERWICK
MELBOURNE
BRIGHTON
SANDRINGHAM
PRAHRAN
MOORABBIN
DANDENONG
MELBOURNE
ST.
KILDA
MALVERN
COBURG
CAMBERWELL
NUNAWADING
PRESTON
SUNSHINE
OAKLEIGH
PRESTON
ST.
KILDA SOUTH
RICHMOND
HEIDELBERG
WAVERLEY
CAULFIELD
MORDIALLOC
OONCASTER+
PORT
COLLlNGWOOD
MELBOURNE
TEMPLSTOWE
ESSENDON
CAMBERWELL
HEIDELBERG
63
DIVAN
WESTALL
NESS
AV
STATION
WYIWHITE
UGLAS
ST
SEX
THERN
TIWOODHOUSE
GVE
CTORIA
/!/THAMES
VICTORIA
PDE
YORK
ST
STANHOPE/
RRY/
RA
THDOWN
TRAFALGAR
W
WICKHAM
PALMERSTON
GENT
RD/TRAFALGAR
RD
DE/WELLlNGTON
ST
KILDA
WARRANDYTE/
JORDAN
WONGA
W
ENSBERRY
CKINNON
OUTHERN
LBOURNE
/MORA
T/SPRING
/QUEENS
WESTBURY
NEERIM
WELLINGTON
YRD/SPRINGFIELD
ST
PDE
OUGH
LIST OF CONTROL INTERSECTIONS
HIGH/ LAWRENCE
SUNSHINE
MORDIALLOC
NORTHCOTE
CAMBERWELL
SPRINGVALEPRESTON
SUNSHINE
FITZROY
RINGWOOD
COBURG
MELBOURNE
FfTZROY
NORTH
COTE
SOUTH
WAVERLEY
WILLlAMSTOWN
ST.
CAULFIELD
COLLlNGWOOD
HEIDELBERG
ESSENDON
OAKLEIGH
MOORABBIN
KILDA
MELBOURNEDANDENONG
MOORABBIN
PRESTON
NUNAWADING
BOX
FOOTSCRAY
HILL
MELBOURNE
BRIGHTON
MELBOURNE
64
65
APPENDIXD
RESULTS OF REGRESSION TO THE MEAN EFFECT
RESULTS OF REGRESSION
<d
TO THE MEAN EFFECT IN CASUAL TV ACCIDENTS
110.92604
134692.28517
12.54
-8.11
3.60
STUD
1.27597
CAMP
NORTH
MACORNAST
W>S
RD
RD
2.47568
ALBERTST
BORONIARD
BURWOODHWY
BURWOODHwy
CEMETERYRD
GRATTAN
8ORONIARD
COLCHESTER
FERNTREE
2.47568
1.80721
1.69559
2104321-19.82
33.69
97.15
27.03
-2.58
0.00
ST
GULLY
RD
STATION
STATIONST
LYGONST
N>W
N>W
WOODST
DUNDAS
ST
1.27597
97.29
55.57
-9.84
ANDERSON
ANDEASON
CANTERBURY
CENTRE
CHURCHST
COMMERCIAL
GLADSTONE
GRIMSHAW
BANKSIAST
BLAIR
BLAIRST
800RANRD
BORNEO
BURNLEYST
DAREBIN
DEVON
DORSETRD
DUDLEYST
EPSOMRD
FITZGERALD
GRATTANST
BAAKERS
DAREBINST
ST
11.96
RD
AD
DANDENONG
RD
ST
AD
RD
PDE
RD
RD RD VICTORIA
SCORESBYRD
NEPEAN
VICTOAIAST
MOUNT
SPENCERST
SMITH
WARR/GALRD
CLAYTON
PASCOE
CLARINDARD
GRANGERD
PUNTRD
ROYALPDE
KOROROIT
GOWERST
CLARINDA
GLENROYRD
BELLST
HUMEHWY
MURRAYAD
RD
W>5
S>E
E>N
S>E
FIELD
HWY
VALE
RD
AD
CREEK
RD
RD
RD RD
SWANSTONST
MIDDLE80ROUGH
MIDDLEBOROUGH
DANDENONG
ALEXANDAA
BELlST
ARD
V
HEATHERDALE
CHAPELST
RD RD
-21.96
SPENCER
WA
GRANGE
WANTIRNARD
GLENFEAAIE
HIGHETTST
MAAOONDAH
TEARD
DALE
ST
RD
RD
HWY
AD
G1LBEATAD
BEllST
BELLST
PlENTVAD
PlENTYRD
PDE
S>E
BLACKBURN
WATERDALE
RD
W>s
REYNOLDS
RD
1
~
The description of the variables is given at the end of the listing.
ANALYSIS
66
RESULTS OF REGRESSION
=
TO THE MEAN EFFECT IN CASUAL TV ACCIDENTS
,
138607521STREET
STKILDA
RD
GEELONGRD
GLENHUNTL
GRATTANST
BOORANRD
DORSETRD
DUKE
EDITHVALE
GILBERTRD
2125
0.92604
346021.15255
71.69559
12.54
ST
55.57
11.96
-9.84
AD
YRD
MANNINGHAM
CANTERBURY
NORTHRD
REGENTST
RD
-13.91
2.47568
-4.39
3.60
VICTORIAST
1.27597
-19.82
-19.19
HEIDELBERG
HIGHST
PRINCESHWY
ALBERTST
MARIBYRNONG
BRIDGERD
BAYSWATER
BELGRAVE-HALLAM
CHELTENHAM
CLAYTONRD
COMMERCIAL
GRANTST
BEATRICE
BELLST
BORONIARD
COLEMAN
COLLEGECR
FLlNDERS
HIGHST
1.80721
1.27597
1.69559
2.28517
5
-28.16
33.69
-2.58
ST
RD
RD
RD
RD
RD
RD RD
WESTGARTH
SCORESBYRD
YARRA
STUDRD
STKILDARD
GILBERTRD
GATEHOUSE
PRINCESHWY
ROYALPDE
PLENTVRD
MAINST
FOSTERST
DORSETRD
BURNLEYST
PLENTYRD
SW>E
BEND
ST
RD
RD
SPRINGVALE
SE>NE
WESTERN
MOUBRAYST
NEPEANHWY
LORNE
BURGUNDYRD
N>W
S>E
ST
DANDENONG
HWY
RD
. STATION
HUMEHWY
MAROONDAH
NORTHRD
HIGH
HIGHETTRD
CANTERBURY
COLCHESTER
DONCASTER
1.35203
-11.64
769.92
4.80
RD
HWY
RD
WANTIRNARD
JUKES
STATIONST
WESTERN
W>8
MOUNT
E>N
DANDENONG
RD
1.27597
21.08
SW>8E
NW>8\1\
SPENCERST
STATION
NW>8
SE>N
S>E
E>N RD
W>8
PEELST
1.35203
NE>NYl
WARRIGALRD
MOUNT
ALEXANDER
RD
NEPEAN
HWY
MOUNTAIN
HWY
NE>N\\
N>W
0.00
MURRAYRD
PlENTYRD
21
21
The description of the variables is given at the end of the listing.
ANALYSIS
67
RESULTS OF REGRESSION
2
TO THE MEAN EFFECT IN CASUALTY ACCIDENTS
-8.62
MAROONDAH
HWY
1.80721
-24.44
1.80721
1.35203
0.92604
1.69559
-3.34
-9.84
STKILDA
MASONST
BELLST
CHURCHILL
DUNNE
BAYRD
BOX
2.47568
10
36410
FOREST
1.15255
011.96
-2.58
4.80
ST
RD
ARD
V
RD
ST
SE>NE
TOORAKRDW
BEACH
HUMEHWY
GEORGES
RD
RD
SE>N
1.27597
ASHLEYST
CEMETERY
LAKESIDE
NOLAN
NORTH
BANKSIAST
BORONIARD
BURWOODHWY
CANTERBURY
CHAPELRD
CHARMAN
CHELTENHAM
CLAYTON
EDWARDRD
KOROROIT
BAYST
BORON/ARD
BURKERD
COLLEGECR
DUKE
GLADSTONE
1.51009
2.28517
1.28505
2-23.16
-15.13
497.15
33.69
12.54
-8.22
ST
-4.39
0.00
RD
OR
CREEK
RD
RD
W RD STKILDARD
PRINCESHWY
CHELTENHAM
SPRINGVALE
MILLERS
DAVEYST
BURGUNDYRD
PLENTYRD
GATEHOUSE
LOWER
NORTH
HAMMONDRD
NW>5
NE>W
S>E
E>N
RD
HEIDELBERG
RD
HWY
ST
RD
1.27597
-17.08
-17.11
-20.75
0.00
STUDRD
MOUNTAIN
WESTERN
SW>E
N>W
HWY
55.57
MAROONDAH
HODDLE
KINGSTONRD
MANN/NGHAM
PRINCES
RACECOURSE
1.80721
25450831671-16.13
RD
ST
HWY
RD
HWY
RD
WARR/GALRD
JOHNSTONST
THOMPSONS
STUBBSST
VICTORIAST
CHESTERVILLE
MITCHAMRD
W>5
S>E
RD
WANTIRNARD
SCORESBYRD
STUD
SPR/NGVALE
CANTERBURY
WARRIGALRD
WESTERNHWY
LORNE
MACARTHUR
N>W
RD
ST
RD
ST
W>5
PRINCESHWY
WEBBST
RD
The description of the variables is given at the end of the listing.
ANALYSIS
68
RESULTS OF REGRESSION
3
TO THE MEAN EFFECT IN CASUALTY ACCIDENTS
ANALYSIS
PASCOE
32810
12.54
VALE
AD
PECK
WESTERN
HWY
SE>N
SPRINGVALE
JACKSONS
HIGH
KINGSTON
MAROONDAH
MANNINGHAM
1.80721
1.51009
11
0.92604
3921.28505
STREET
-18.23
-23.28
-29.92
-20.75
11.96
RD
RD
HWY
RD
SPRINGVALE
WILLlAMSONS
RDRD
N>W
1.27597
1.80721
1.69559
GLADSTONE
GREENSBOROUGH
STATIONRD
HEATHERTON
HODDLE
HODDLEST
HUNTINGDALE
KOROROIT
12
-19.19
ST
CREEK
RD
RD
RD
RD RD
RDLOWER
WAVERLEYRD
JOHNSTONST
MILLERS
WELLINGTON
PRINCESHWY
POLICE
W>5
N>W
E>N
S>E
E>N AVRD
PLENTY
RD
RD
WARRIGALRD
MITCHAMRD
RD
NW>5
Noll9 :
6.62 %
Average R%:
SO and NO are the two parameters from the Gamma-prior-distribution
function.
BEFORE is the number of casualty accidents in the before period.
A% is the correction factor due to Regression to the Mean effect.
The signs + or - assigned to R% indicate whether the bias is due to an under (+ sign) or
over (- sign) estimation of the apparent effect of the treatment under investigation.
The RTM effect is adjusted for all sites which were treated due to safety reason and
have before and after period of more than one year.
Missing values of BEFORE, SO, NO and R% indicate no adjustment to the RTM effect is required.
The description of the variables is given at the end of the listing.
69
70
APPENDIXE
LIST OF CONTROL RATIOS USED IN CASUALTY ACCIDENT ANALYSIS
LIST OF CONTROL RATIO USED IN CASUALTY ACCIDENTS ANALYSIS
1
1114-MaY-87
49
38
5
32
2-Jul-85
1.300
65
50
14
27-Jan-84
21
11
1.523
14-Dec-84
14-Mar-85
99
1.530
101
27-Jan-81
14
1.333
1.587
1.209
1.576
"-Dec-85
145
100
104
60
9-0ct-89
28-Mar-81
4
21
11
17
1.683
175
24-Jul-89
104
21-Feb-87
52
25
7-Jul-81
0.961
1.000
1.582
4-0ct-84
1.609
6-Jul-84
2O-Dec-85
103
106
2O-Mar-86
19
3-Nov-87
67
19
8
1.136
25
9-Nov-88
29
27-Feb-87
24-0ct-86
1.310
1.233
27-Feb-88
29
37
58
14
3O-Jul-89
29-0ct-89
30
29
2
1
6ST
CEMETERYRD
116-0ct-82
13-Jan-86
67
"-Feb-89
1.489
12-Feb-86
15-0ct-85
W>s
WANTIRNARD
0.944
17
18
1.500
42
28-Jul-87
8
1.000
1.400
105
27-Jul-88
19-0ec-88
21
2o-Dec-85
75
9
W>S
CLARINDA
RD
27-Nov-82
3
10
0.704
25-0ct-88
19
1'-Jun-89
25-Mar-89
24-Nov-89
27
BLACKBURN
23-Mav-81
9
1-Jul-86
65
RD
WATER
PLENTYRD
RD
66
16-Jan-88
44
ALBERTST
ALEXANDRA
13-Feb-87
12-Dec-82
24-0ct-84
13-Jun-81
5-Jan-84
1.290
1.538
DATE
12-Jun-85
13-Feb-88
24-0ct-86
"-Mar-86
40
END
10-0ct-85
2o-Jun-89
28-0ct-88
86
92
45
26
AV
INSTALL.
S>E
WOODST
MAROONDAH
BELLST
DUNDAS
STREET2
HWY
ANDERSON
BANKSIAST
22-Feb-83
28-Mar-85
0.960
1.130
21-Feb-86
28-Mar-87
27-Mar-85
26-Jun-87
24
25-Jul-89
12-Jun-89
25-Jul-85
2o-Feb-89
26-Jul-87
51
46
RD
HUMEHWY
BLAIRST
BELLST
BARKERS
19-5eD-84
6
3-Nov-84
17-Jan-87
16-Jan-89
RD
GILBERTRD
PLENTY
CAMPRD
CAMP
RD
RD
21-Dec-82
1.395
2o-Dec-85
43
BURWOOD
BORONIARD
10
12-Jul-88
26-Nov-85
26-Mar-86
26-Jun-89
22
SCORESBYRD
STUD
RD
BORNEO
BOORAN
13-Jul-87
11-Jul-84
-JUI-85
0.833
18
7
0.560
31-Jul-87
1.318
1D-Oct-SS
21-Feb-88
24-Oct-87
2-Jul-87
22-Jan-SS
2-Ju1-87
24-0ct-87
aO-Oct-87
9-Nov-89
2o-Feb-89
RD
44
25
N>W
STATION
MIDDLEBOROUGH
NORTH
RD
ST
29-Nov-84
29-Nov-86
29-Mar-87
27-Feb-87
28-Mar-89
16-Feb-85
22
17-Mav-87
15-Jun-89
LYOONST
CENTRE
12-Feb-87
13
7
28
GRANGE
R
RD
CANTERBURY
OOWERST
24-Nov-88
15-Dec-80
2O-Nov-85
RD
66
13
17-0ec-84
24-Feb-86
DANDENONG
RD
HEATHERDALE
RD RDBEGIN
29-S8P-86
OOWER
ST
13-Mav-SS
4-Jan-85
22-Jan-87
21-Jun-86
E>N
CHAPELST
MURRAY
25-Jun-85
REYNOLDS
DALE
PDE
RD
GLENFERRIE
RD
3O-0ct-87
N>W
BURNLEYST
2-Apr-85
1-Jul-87
HWY
STATIONST
VICTORIAST
NEPEAN
HWY
1&-Oct-82
16-Feb-87
10-Sep-88
"-AuQ-88
10-Sep-89
10-Sep-87
9-Sep-89
63
13-MaY-85
13-May-87
10-Seo-87
"-AuQ-87
9-SeD-89
22-Aua-85
2D-Nov-85
12-Mav-88
11-Jun-88
23-Aua-82
22-AuQ-85
22-Mav-84
2o-AuQ-84
19-5eD-84
13-Apr-85
16-Jan-85
WARRIGALRD
1D-Sep-85
26-May-84
26-Apr-84
29-0ct-86
10-Apr-86
26-May-87
9-Apr-89
22-Mav-86
12-Jun-88
19-5eo-86
18-Dec-86
19-5ep-84
18-Apr-89
19-Apr-86
22-May-85
3D-Sep-87
3D-Seo-87
22-MaY-87
19-5ep-87
2O-AuQ-87
18-Sep-89
2-Aor-87
16-Jun-87
26-Mav-87
19-5ep-81
12-Apr-89
31
23-May-81
19-5ep-87
64
26-Jun-88
4-Apr-85
27-May-SS
12-Feb-88
13-May-SS
18-Sep-84
4-May-85
4-May-86
22-MaY-84
TREATED
APPROACHES
IN0'I
BEFORE PERIOD
GRP
-
-J
Description of the variables is given at the end of the listing.
LIST OF CONTROL RATIO USED IN CASUALTY ACCIDENTS
ANALYSIS
n
5
3
1.000
1.588
2G-Jun-85
17-0ct-89
51
68
5PDE
81
1.408
69
68
4
4
222
1.570
13-Feb-88
25
99
12-Feb-89
56
14
1.689
34
4
43
S>E
53
1.442
1.465
75
34
1
2
2-Feb-83
1-Feb-86
1-Jun-86
FITZGERALD
49
RD
GLADSTONE
21-Jun-81
23-Jul-87
1.338
2G-Oct-88
19-Nov-88
22-Jul-88
91
16-0ct-89
19-Nov-89
GLENROYRD
COLCHESTER
2-Nov-82
4-Mar-81
20
3o-Jan-86
1.558
28-Feb-89
1.649
1-Nov-85
1-Jun-84
1-Jul-84
1-Mar-86
52
37
RD
CENTRE
14-Mav-87
0.944
17
END
RD
E>N
CLARINDARD
DIRN
DORSETRD
8
1.512
6-Nov-85
4-Feb-86
6-Mar-86
62
5-Mar-89
41
21-Nov-85
21-Mar-86
19-Jun-85
80
2o-Mar-89
SMITH
FIELD
RD
1-Jun-87
DEVON
17-Mar-81
3
4
0.824
7
21-Feb-86
RD
14
13-Jul-89
31-Jul-87
55
31
DUDLEYST
NORTH
2G-Jun-85
16-0ct-86
13
14
7
9
1.375
1.340
1.563
1.597
124
14-Jan-88
16-0ct-87
2G-Jun-87
29-Jun-84
76
18-0ct-87
71
6-Jun-87
29-Jul-84
6-Jun-84
29-Jul-87
62
53
79
WARRIGALRD
VICTORIAST
STUD
PLENTY
RD
RD
HUMEHWY
MARIBYRNONG
2G-Mar-85
2NSITE
0.875
21-Jun-87
18-Jul-87
8
16
RD RD
3-Aua-81
22
0.829
1.569
21-0ct-85
2o-Nov-85
3O-Nov-84
23-Jul-85
3o-Nov-87
19-Nov-89
61
52
STATION
30
27
GRIMSHAWST
11
9
MACORNAST
HEIDELBERG
12-Nov-84
1.128
12-Mar-87
1G-Feb-87
11-Mar-89
47
RD
YARRA
BEND
RD
1.174
54
27-Jun-83
26-Jun-86
103
24-0ct-86
23-0ct-89
67
5
WESTERN
HWY
HIGH
HIGHETTRD
3o-Dec-80
2G-Jul-81
9-Feb-81
9-Feb-83
ST
13
6
31-Mar-84
1.333
1.265
1.071
2-Dec-83
8-Feb-86
9-Feb-83
19-Jul-84
24
29-Mar-84
43
28-Aor-84
1-Mar-84
63
8-Jun-86
31-Mar-87
8-Jun-85
7-Jun-89
9-Jun-83
28
52
MAINST
2.063
11-Dec-86
33
1G-Dec-89
16
12-Feb-87
1
25
11-Jun-89
28
W>S
STREET
RD
14
SW>SE
PLENTY
RD
ALBERTST
PLENTYRD
11-Jul-81
1G-Jul-84
8-0ct-84
67
GRATTANST
ROYAL
PDE
18-5&0-85
19-Feb-86
18-0ct-85
KOROROIT
CREEK
RD
17-0ct-85
CHURCH
3-Mar-84
61
1-Jul-87
ST
NYEA
BEFORE
CLAYTON
HIGHETTST
STREET2
PERIOD
7-Nov-82
1.968
1.236
MOUNT
EPSOM
22-Nov-82
2G-Jun-81
7-Feb-81
7-Feb-84
MAROONDAH
MOUNTAIN
21-Feb-85
3-Aor-81
8
31-Jul-84
1.750
2O-Aua-87
1.167
1.462
22-Mav-86
16-Mar-85
14-Jun-85
1-Jul-84
14-Jul-85
HWY
HWY
S>E
STATIONST
MURRAYRD
FERNTREE
15-Aor-85
1-Aor-81
31-Mar-84
14-Jul-87
41
GULLY
SCORESBYRD
SPENCERST
SWANSTONST
2
2G-Mar-87
18-Jun-87
17-Jul-89
JUKES
RD
ALEXANDER
R
DANDENONG
PEELST
17-Mav-81
24-Jul-81
51
1.111
22-Aor-85
PRINCES
22-Aor-83
19-Aua-86
HWY
12-Nov-86
COMMERCIAL
1.537
N>W
PUNTRD
STATION
14-Aua-83
RD
2-Dec-80
17-0ct-84
16-Nov-84
3o-Dec-83
16-Nov-87
WESTGARTH
MANNINGHAM
NEPEAN
HWY
RD
DAREBIN
DAREBINST
0.893
12-Feb-88
VICTORIA
GRANGE
NE>NW
1.597
7-Nov-84
107
7-Nov-87
31-Mav-89
2-Mav-86
13-Mav-88
1G-59p-88
11-Aua-88
17-5&0-85
31-Mav-88
29-Aua-88
17
PASCOE
VALE
RD RDBEGIN
7-Mav-84
2-Aor-84
21-Jun-86
13-Aua-87
31-0ct-84
15-Apr-87
2-Aua-84
12-Aua-89
16-Mav-84
13-590-84
14-Aua-84
13-5&D-87
21-Aor-86
2o-Jul-86
18-Aua-89
46
24-5&p-86
9-Mav-86
28-ADr-87
43
11-Nov-86
13-Aua-86
1G-Sep-89
28-59p-88
22-Apr-85
21-Jul-87
19-Aua-89
18-5&0-87
22-Aor-87
13-Sep-84
9-Mav-83
8-MaV-86
6-Aug-86
66
1G-May-83
12-MaV-88
18
2G-Aug-87
4-59p-89
11-Jun-88
13-Sep-87
28-59p-89
22-Apr-87
5-5&p-86
TREATED
APPROACHES
IN0'l
GRP
Description of the variables is given at the end of the listing.
-...J
N
LIST OF CONTROL RATIO USED IN CASUAL TV ACCIDENTS ANALYSIS
I
5
15
1.360
N>W
NEPEANHWY
1.185
64
3
1.538
26
MOUNT
DANDENONG
21-Jun-87
3
7
1.489
7
30
67
18-0ct-89
28
45
9
35
17
WESTERN
HWY
16-Oct-82
213
31-Jul-87
7
15-0ct-85
13-Jan-86
17
37
11-Feb-89
30
9
1.475
59
27-Nov-89
40
BAYSWATER
2O-Mar-85
2
4
0.n8
4
8
1.103
1.373
1.609
103
14
18-Jun-87
17-Jul-89
18
48
PLENTVRD
DORSETRD
9
1.564
W>S
2
4
4
23122
20
8
14
0.750
0.919
1.625
1.306
2.261
9
3-Jun-87
104
l-Feb-85
26-Mar-86
68
78
29-Jun-89
46
NW>S
GILBERTRD
BURNLEYST
BURGUNDYRD
1.381
1.111
16-Mar-85
14-Jun-85
58
13-Jul-89
50
STUDRD
GA
TEHOUSE
ST
1.538
100
GLENHUNTL
1.545
1.625
34
YRD
RD
54
GRANTST
ST
KILDARD
RD
FLlNDERSST
REGENTST
19-Jul-81
19-Nov-87
0.706
1.392
15-Nov-85
19-Dec-87
18-Jul-85
12
71
51
PRINCESHWY
22-Jan-88
21-Jan-89
EDITHVALE
24eo-86
9
40
RD
DORSETRD
CANTERBURY
CHELTENHAM
16-0ct-82
1.071
12-Feb-86
2O-Jun-88
18-0ct-88
ll-Feb-89
RD
SW>E
WANTIRNARD
FOSTERST
DUKE
240.824
ST
2.059
19-Jun-89
RD
SW>SE
14-Mav-87
2-Aor-85
0.944
1.233
3O-Jul-89
RD
NORTH
DONCASTER
21-Feb-81
28-Nov-86
29-0ct-86
2O-Feb-85
VICTORIAST
ACCS
CLAYTON
BORONIA
22-Jan-85
BEFORE
9
22-Jan-87
2O-Mar-87
32
92
18-Jul-87
END
END
RD
64
SE>N
SCORESBYRD
CANTERBURY
RD
COLCHESTER
l-Jun-87
122
78
STKILDARD
NSITE
BEATRICEST
BELLST
BELGRAVE-HALLAM
BRIDGE
BORONIARD
2-Feb-81
3-Mar-81
3-Jun-85
14
22
11
2-Mav-85
2-Mar-85
1-0ct-87
3O-Jun-85
24-Jul-87
RD
49
74
RD
S>E
E>N
MOUBRAYST
P
RINCES
COLLEGECR
31-Mar-85
27-Jan-85
17-Mar-81
27-Jan-87
31-Mar-87
29-Jun-87
28-Jul-89
14-Jul-85
29-Jul-87
42
3-Jul-85
22
64
GILBERTRD
21SPENCERST
GEELONGRD
21-Aua-85
16-0ct-85
14-Nov-89
18-Dec-89
NE>NW
SPRINGVALE
9
NW>SW
SE>NE
>eo-87
80-86
22-Aor-85
2O-Aua-87
17
18
2O-Jun-85
BOORAN
RD
27-Dec-82
31-Mav-85
DATE
26-Dec-85
25-Aor-86
AFTER
67
I NO.
RATIO
HWY
COMMERCIAL
COLEMAN
31-Mav-88
RD
27
31-Mav-89
25-Mav-81
5-Aor-81
2-Aua-85
17-AlIQ-86
24-Mav-84
21-Seo-84
4-Aor-85
22-Aua-84
16-AuQ-88
21-Seo-87
l-Aua-89
1UQ-87
iep-86
~-8723-Dec-87
18-890-88
23-Dec-87
22-Aor-87
21-Jul-87
19-Aua-89
1D-Seo-88
2-Aor-87
13-Mav-88
ll-Aua-88
1D-Seo-89
l-Jul-87
21-Mav-85
23-May-81
5-Mav-81
31-Aua-89
31-Aug-89
22-Mav-87
4-Mav-85
1-890-85
19-89p-84
2-Aua-85
21-Mav-89
28-Aua-89
29-Jul-88
29
25-Aor-85
31-May-85
23-Aua-87
25-Aor-87
1-890-87
22-Aua-89
27-Mav-87
28-890-88
27-Aor-87
29-Aua-88
26-Mav-89
28-Seo-89
65
5-Apr-81
4-Apr-85
19-Nov-87
24NYEAR
INSTALL.
l-Aug-83
31-Jul-86
22-May-84
19-89p-87
3O-Aor-88
22-May-87
BEGIN
22-Aor-87
21-May-89
24-Aor-89
20
30-890-89
l-Jun-85
19-Apr-84
18-Jul-86
BEFORE
PERIOD
28-Aug-88
AFTER
PERIOD
5-May-81
1-May-87
2-Aug-85
25-Apr-86
19-Apr-86
21-Aua-87
4-May-85
1-89p-85
2O-Aug-84
DIRN
BEGIN
INO'IIGRPI I NO. ACCSI CONTROLI
TREATED APPROACHES
Description of the variables Is given at the end of the listing.
-J
W
LIST OF CONTROL
4
9
31
37
0.625
1.618
5
95
98
69
13
111
88
5
1.933
29
42
3
0.800
12
14-Nov-85
15
MAROONOAH
HWY
22
22
4
11
8
1.442
1.722
2.083
12-Nov-85
100
48
18
49
HIGH
NORTH
2
39-AUQ-83
1
31FOREST
10
ST
8
18
0.829
1.211
1.306
1.364
1.345
23-0ct-87
1.582
125
123
44
30
46
64
26-Jun-89
24-0ct-89
34
59
39
RD
26-Jun-88
70
35
29
38
79
34
LORNE
ST
HIGHST
1.692
1.222
1.357
1.633
1.609
1.493
103
6-Dec-86
22
5-Dec-89
AFTER
36
60
1.293
B-Nov-89
9-Nov-86
58
MASONST
27-Mar-83
3
10
5
1.048
1.657
26-Mar-86
24-Jun-86
23-Jul-89
24-Jul-86
67
1.375
1.028
14
73
71
ST
lB-Apr-83
KILDA
24-Mar-86
RD
TOORAKRDW
1.470
97
15-Nov-84
1.213
15-Nov-86
14-Mar-89
57
47
25-Jul-85
2
lB-Mav-81
LAKESIOE
MANNINGHAM
lB-Jul-81
16-Qct-83
15-Nov-83
lB-Jul-83
22-Nov-84
22-Dec-84
22-0ec-87
OR
22
RD
THOMPSONS
LORNEST
RACECOURSE
17-Jun-87
16-Jun-88
RD ROMILLERS
STUBBSST
1.057
14-Jul-87
W>5
WANTIRNARD
NOLAN
STKILDA
RDHWY
BOX
KOROROIT
13-080-84
2-Feb-82
3
7
22-Nov-87
13-Dec-86
21-Jan-84
12-0ec-85
l-Feb-85
21-Nov-89
lB-Oct-89
15-0ct-89
75
16-0ct-87
11-0ec-89
1-0ct-87
19-0ct-85
14-0ct-89
25-0ct-85
l-Jun-85
CREEK
52
NE>W
N>W
HUME
MOUNTAIN
HWY
BURWOODHWY
13-Jul-83
SCORESBYRD
STKILDA
PRINCESHWY
HODDLE
BORONIARD
27-Feb-87
21-Jan-81
2B-Jun-81
13-JuI-83
3-Jun-85
9
7
1.735
3-Jun-87
ST
41
SW>E
W>S
WARRIGALRD
WEBBST
CANTERBURY
E>N
JOHNSTON
MITCHAMRD
STRD
RD
12-Jan-87
12-Jan-88
GRATTANST
KINGSTON
1-080-82
13
3O-Nov-85
6-Nov-86
27-Jun-85
15-Nov-85
15-Dec-85
3O-Mar-86
2B-Feb-86
29-Mar-89
14-0ec-89
RATIO
64
RD
VICTORIAST
ROYAL
STREET2
PDE
BELLST
14
E>N
PLENTYRD
22-Jun-81
21-Jun-85
MAROONDAH
18
S>E
JOHNSTONST
SPRINGVALE
MILLERS
RD
BURKE
lB-Mar-85
lB-Jun-85
2
7
lB-Mar-87
RD
15-Ju1-89
16-Ju1-87
15-Aua-86
16-Jun-87
15-Jul-89
16-Jul-87
ASHLEYST
25-080-82
24-Dec-85
23-Aor-86
W>5
WESTERNHWY
BANKSIAST
27-Nov-83
26-Nov-85
24-Feb-86
25-Mar-88
LOWER
HEIDELBERG
BAYRD
19
15-Mar-87
13-Feb-87
SE>NE
BEACH
RD
BAYST
214
25-Jul-87
17-Mav-85
14-SeD-85
15-Aua-85
31-Mav-88
13-AuQ-87
2O-Mav-84
2o-Mav-84
2-Mav-85
lo-0ct-86
15-Apr-87
2O-Mav-87
2O-Mav-87
2o-Mav-87
13-Seo-89
76
8 RD
13-Mar-87
19-5ep-84
l1-Aor-89
12-Aor-87
19-5ep-87
BURGUNDYRD
lo-Oct-86
12-Jul-86
15-Aor-85
13-Aua-87
15-Aor-87
27-Feb-88
12-AuQ-89
ST
GEORGES
19-58p-85
WANTlRNA
RD
16-Sep-87
lB-Jun-87
PRINCESHWY
RD
17-ADr-86
22-Aor-89
15
DAVEYST
25-AuQ-81
24-AuQ-84
13-SeD-89
15-AUQ-81
5-Mav-87
27-Mav-88
5-MaY-87
3O-Sep-89
25-580-85
1-580-87
l-Sep-87
1-58p-88
42
2O-Apr-84
14-580-85
lB-AuQ-81
2O-Aor-84
lo-May-81
16-Jul-86
66
14-Sep-88
lo-Mav-81
14-0ct-88
l-Qct-87
ll-May-88
11-Apr-88
9-AuQ-83
23-MaY-81
6-58p-85
15-AuQ-86
4-MaY-88
2-AuQ-88
4-MaV-88
1-580-88
7-AuQ-85
5-58p-89
1-58p-89
9-Mav-85
14-AUQ-85
17-Apr-86
ll-May-89
17-AuQ-85
22-May-84
B-AuQ-86
8-AUQ-86
20-AuQ-84
14-Aug-89
9-May-85
14-AuQ-89
TREATED
APPROACHES
INO.,
RATIO USED IN CASUALTY ACCIDENTS
ANALYSIS
BEFORE
NO. ACCS
NO. ACCS
CONTROL
GRP
Description of the variables Is given at the end of the listing.
-.l
~
LIST OF CONTROL
El
58
36
16
55
1.434
3
1.650
90
1.000
31
40
29-Mar-85
3o-Nov-80
75
8-Nov-89
12-Jun-87
1.029
1.667
9-0ct-89
35
21
1.438
15-Dec-83
23
25-Nov-89
GRP
GLADSTONE
3
1.743
7
61
3424314321122
9750.966
1.029
23-0ct-87
22-0ct-89
9-0ct-89
49
SE>N
DUNNE
1.528
1.357
1.622
146
ST
18
76
COLLEGECR
31-Mar-86
31-Mar-87
111
29-Jun-87
33
23-Jul-89
28-Jul-88
29-Jul-87
67
20
1.698
28-Dec-83
16-Jan-88
53
EDWARDRD
8
1.182
9
2.191
103
69
52
18-Mar-89
44
54
47
S>E
CHELTENHAM
8-Jan-87
49
RD
W>5
5
2.059
1.829
35
19-Jun-89
17
41
HEATHERTON
4-SeD-86
9
1.500
1.300
1.600
30
28
26
2-Jan-88
16-Jan-86
1-Jan-89
20
29-JuI-85
29-Jul-87
BURWOODHWY
29-Nov-84
28-Mar-89
13-Jul-83
1.293
1G-Oct-86
12-Jul-86
9-Nov-86
RATIO
AFTER
28-Nov-83
9-0ct-88
11-Jun-88
E>N
CLAYTON
EDWARD
14-Mav-87
19-MaY-81
15-Dec-80
9
27-0ct-87
26-Nov-87
14-Mar-84
RD
RD
36
35
N>W
MAROONDAH
8
13
7
RD
MAAOONDAH
PRINCESHWY
CANTERBURY
2.021
27-Feb-85
47
HODDLEST
HODDLE
14
18
18
95
17
ST
70
S>E
PLENTYRD
HWY
CHAPELRD
HUNTINGDALE
MAROONDAH
10
1.657
24-Jun-86
24-Jul-85
24-Jul-86
HWY
AD RDMILLERSRD
W>S
WAVEALEYAD
GATEHOUSE
ST
CHARMANRD
GREENSBOROUGH
25-Jun-85
13
25-Jun-87
22-Qct-89
RD
NW>5
16-Jan-85
JACKSONS
KINGSTON
MANNINGHAM
19-Nov-84
27-0ct-80
13
1.722
1.278
24-Jan-85
19-Nov-86
23-Feb-85
19-Mar-87
17-Feb-87
22-Feb-89
RC
AD
RD
RD
W>5
POLICE
RD
CEMETERY
17-Aor-85
11
8-Jan-88
29
RD
W
HAMMONDRD
CHURCHILL
AV
DUKE
KOROROIT
21-Feb-81
15-Aua-81
ST
15-Nov-85
2O-Feb-85
12-Dec-85
15-Dec-85
14-Dec-88
11-Dec-89
2O-Jun-85
CREEK
HIGH
STREET
25
RD
AD
AD
22
10
16-JuI-86
STUDRD
STUD
RD
ADPLENTY
SCORESBYRD
STREET2
27-Dec-85
9-Seo-88
TREATED
APPROACHES
19-Mav-81
23-SeD-87
18-Mav-84
15-Sep-84
15-SeD-84
16-Aua-84
16-Auo-84
9-SeD-88
15-Sep-87
15-Seo-87
NW>S
CHESTERVILLE
CHELTENHAM
PRINCES
HWY
RD
RD
19-5eo-81
13-May-88
18-May-84
18-MaY-84
1G-SeD-88
11-Aua-88
13-Aor-84
13-Aor-87
15-SeD-87
1G-Seo-89
90
NORTHRD
SPRINGVALE
53
1G-MaY-81
1G-Mav-81
6-580-85
7-Aua-85
5-Seo-89
5-580-89
9-MaY-85
9-Mav-85
N>W
JOHNSTONST
19-5e0-83
27-Mar-83
26-ADr-81
23-Aua-85
25-Aor-85
26-Mar-86
22-Aua-89
SPRINGVALE
LOWER
RD
18-Aua-82
70.944
26-0ct-84
WILLlAMSONS
SPR/NGVALE
WARRIGALRD
4-Seo-87
7-Aor-88
19-5eo-83
18-Seo-84
MACARTHUR
ST
WESTERN
HWY
21-May-85
12-Nov-85
14-Aua-85
15-Aua-86
3-Dec-87
4-SeD-87
17-Aor-86
15-Aua-87
SPAINGVALE
SPR1NGVALE
RD
3o-Aua-81
19-May-81
15-Seo-85
15-Sep-85
14-Seo-89
25-Seo-89
23-Sep-87
17-Dec-84
3o-May-83
3o-Auo-81
3o-Aua-83
29-May-86
26-Sep-86
27-Aug-86
3o-Auo-83
18-May-85
16-Aua-85
16-Auo-85
14-Sep-89
18-Sep-84
17-Aua-85
7-May-88
7-May-89
RATIO USED IN CASUALTY ACCIDENTS
ANALYSIS
BEFORE
NO. ACCS
NO. ACCS
CONTROL
-..J
Description of the variables is given at the end of the listing.
VI
LIST OF CONTROL RATIO USED IN CASUALTY ACCIDENTS ANALYSIS
EJ
13 10
0.889
8
8-Jul-88
8-Jun-88
15
111
42
23-Ju1-89
NO.
STATION
11-Mar-87
3
5
1o-Mar-88
76
8-Jut-89
RD
938
MITCHAMRD
SPRINGVALE
RD
PASCOE
2
77
22.000
1.875
24-Jun-85
18-Dec-87
23-Jul-88
17-Dec-89
24-Jul-85
VALE
8ACCS
RD
PECK
AV
GRPISPRINGVALE
7-Jan-85
1.500
991.657
7-Jan-87
24-Jun-86
24-Jul-86
67
28
MAROONDAH
BEFORE
DATE
BEGIN
RATIO
END
AFTER
END
HWY
NSITE
AFTER
NO.
PERIOD
ACCS
27-Mar-82
26-Mar-85
RD
W>S
WELLINGTON
WESTERNHWY
RD
SE>N
N>W
S>E
27-Mar-83
26-Mar-86
NW>S
E>N
DIRN
INSTALL.
7-Mav-87
6-Mav-89
STREET2
2O-Aua-85
18-Nov-87
7-ADr-87
NYEAR
2O-Aug-87
TREATED
APPROACHES
BEFORE
PERIOD
CONTROLI
BEGIN
211
216
214
213
212
217
215
NOTE:
GRP : GROUP 1 - NONE TO PARTIAL CONTROL
GROUP 2 - NONE TO FULL CONTROL
GROUP 3 - PARTIAL TO FULL CONTROL
NSITE: NUMBER OF CONTROL INTERSECTION SITES USED FOR "CONTROLLING" EACH TREATED INTERSECTION
NYEAR : NUMBER OF YEARS IN THE BEFORE AND AFTER PERIOD
BEGIN & END: THE DATES WHERE THE BEFORE AND AFTER PERIOD BEGIN AND END
INSTALL DATE: INSTALLATION DATE OF THE RIGHT TURN CONTROL
NO. ACCS BEFORE: NUMBER OF CASUALTY ACCIDENTS IN THE BEFORE PERIOD AT THE CONTROL SITES
NO. ACCS AFTER: NUMBER OF CASUALTY ACCIDENTS IN THE AFTER PERIOD AT THE CONTROL SITES
CONTROL RATIO: RATIO OF NO. ACes AFTER TO NO. ACCS BEFORE
-.J
Description of the variables is given at the end of the listing.
0\
77
APPENDIXF
FREQUENCY DISTRmUTION OF NUMBER OF CONTROL INTERSECTION
SITES USED FOR" CONTROLLING" EACH TREATED INTERSECTION
FREQUENCY DISTRIBUTION OF CONTROL RATIOS FOR 217 TREATED
APPROACHES USED IN CASUALTY ACCIDENT ANALYSIS
78
Frequency distribution of the number of control intersection sites used for 'controlling'
each treated intersecti,
60
50
40
Frequency 30
20
10
o
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
NUrBler 0/ control intenlec\ion sites used
Frequency distribution 0/ the oontrol ratios for 217 treated approaches used in casualty accidents analysi
40
IOverall Control Ratio - 1.38~
35
30
25
Number of trealed approaches 20
15
10
5
o
0.4
0.5
0.6
0.7
0.8
0.9
1.1
1.2
1.3
1.4
Control Ratio
1.5
1.6
1.7
1.8
1.9
2
2.1
2.2
2.3
79
APPENDIXG
DEFINITIONS FOR CLASSIFYING ACCIDENTS
Yk:roadsJ~
PtDESTRIAN
ON FOOT
PRAM
TOY
VE~'ClES
FR~/1
AoMC,NT
OIRECoIONS
( INTERSECTIONS
ONLY
I
IN
I
o EFl NIT ION S FOR [LA S S I FY I N G A [ [ I 0 ENT S
VEHiClES
FROM
Op.OSING
OIRECTloNS
.
VEHICLES
FRO/1
SA/1E OIRECTloN
-r __.-
::~~·.~~~·.~~~·.~i~~~~~~~~~~ I· wu., SIG(
'.::::::::::::::::::::.::::
,·".U
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1
1
I
MANOEUVRING
1
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'wm,,.
:-
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102
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103
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1\10
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123
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132
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