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首页> 外文会议>International Conference on Transportation and Development >Analysis of Motorcycle Crashes on Interstate 65 in Kentucky: Case Studies of Bowling Green, Elizabethtown, and Louisville
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Analysis of Motorcycle Crashes on Interstate 65 in Kentucky: Case Studies of Bowling Green, Elizabethtown, and Louisville

机译：肯塔基州65号摩托车撞击分析：保龄球绿色，伊丽莎塞和路易斯维尔案例研究

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This study conducts geometric and operational variable investigation to analyze motorcycle-related crashes on Interstate 65 (1-65) in Kentucky using three large metropolitan cities as case studies. These are the Cities of Louisville, Bowling Green, and Elizabethtown. Five-year motorcycle crashes (from 2014 to 2018), exported from the Kentucky State Police Collision Database, were used in the analysis. Rarely-explored roadway geometric and operational variables (collected using Google Maps) were used in the motorcycle crash investigation, such as: left shoulder width, lane width, number of lanes, median type, median width, and crash distance to the nearest on/off ramp. The analysis showed that the majority of motorcycle-related crashes (71%) occurred in Louisville. Most crashes occurred on 1-65 roadway segments with fewer numbers of lanes (i.e., one to three lanes), narrower lane widths (10 to 12 feet), and wider medians (＞14 ft) divided by concrete barriers. Overall, lower motorcycle injury percentage (63%) occurred at distances less than or equal to 1,145 ft (about 0.22 mi) from the on/off ramp, as opposed to distances greater than 1,145 ft (76%). A high motorcycle injury percentage (95%) occurred on wider lanes (＞12 ft), as opposed to narrower lanes (10-12 ft), mostly due to speeding. In multiple-vehicle crashes between motorcycle(s) and other vehicle(s), motorcyclists suffered the most severe crash injuries, as opposed to the other involved vehicle drivers. The factors that were determined to significantly affect motorcyclists' crash injury severity based on the chi-square test of independence were: helmet use, season of the year, weather conditions, lighting conditions, lane width, number of lanes, median width, crash distance to the nearest on/off ramp, and motorcyclist pre-collision action. The Z-test of proportions showed significant motorcycle crash proportion difference between Louisville and Elizabethtown concerning divided concrete barrier median types (65.3% in Louisville versus 22.2% in Elizabethtown). Some safety recommendations included increased helmet use for all motorcyclists, increased educational programs on motorcycle safety for both motorcyclists and vehicle drivers, and the possibility of dedicating a separate travel lane for motorcyclists on those high-crash risk segments on 1-65.
机译：本研究开展了几何和运营变量调查，分析了在肯塔基州际公路65（1-65）州际公路上的摩托车相关的崩溃，使用三个大城市城市作为案例研究。这些是路易斯维尔，保龄球绿色和伊丽莎白城的城市。从肯塔基州警察碰撞数据库出口的五年摩托车崩溃（从2014年到2018年）用于分析。在摩托车撞击调查中使用了很少探索的巷道几何和操作变量（使用谷歌地图收集），如：左肩宽度，车道宽度，车道数量，中间型，中位数宽度和崩溃距离到最近的距离/关闭斜坡。分析表明，大多数摩托车相关的崩溃（71％）发生在路易斯维尔。大多数崩溃发生在1-65道路段，较少数量的车道（即一到三个车道），较窄的车道宽度（10到12英尺），宽门（> 14英尺）除以混凝土障碍。总体而言，较低的摩托车损伤百分比（63％）在开/关斜坡距离小于或等于1,145英尺（约0.22英尺）的距离时，与大于1,145英尺（76％）的距离相反。在更宽的车道（> 12英尺）上发生高摩托车损伤百分比（95％），而不是较窄的车道（10-12英尺），主要是由于超速。在摩托车和其他车辆之间的多车辆撞车中，摩托车手遭受了最严重的碰撞伤，而不是另一个涉及的车辆司机。基于独立的Chi-Square试验的基于Chi-Square试验决心显着影响摩托车手的因素是：头盔使用，一年的季节，天气条件，照明条件，车道宽度，车道数量，中间宽度，崩溃距离到最近的ON / OFF斜坡和摩托车手的预碰撞动作。比例的Z-试验显示了路易斯维尔和伊丽莎塞镇的大量摩托车碰撞比例差异，关于分开的混凝土屏障中值类型（Louisville的65.3％，伊丽莎白州的22.2％）。一些安全建议包括对所有摩托车手的头盔使用增加，增加了摩托车手和车辆司机的摩托车安全教育计划，以及在1-65上的那些高碰撞风险段上致力于摩托车手的单独旅行车道。

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