Of the 180 total crashes, 169 crashes (94 percent) occurred at intersections or driveways. The crash analysis therefore is to focus on intersection or driveway related crashes. Table 3 below shows the breakdown of crashes that occurred at intersections or driveways within the study area. The highlighted cells indicate the higher frequency crash locations (> 6 crashes at unsignalized intersections).
TABLE 3: CRASH FREQUENCY BY LOCATION
| Intersection | Rear End |
Right Angle |
Obl Angle |
Left Turn |
SS Pass |
Fixed Object |
Bicycle | Ped | Total Crashes |
|---|---|---|---|---|---|---|---|---|---|
| City of Kettering | |||||||||
| Dorothy Lane | 32 | 14 | 10 | 23 | 7 | 2 | 0 | 1 | 89 |
| City of Oakwood | |||||||||
| East Drive | 2 | 1 | 0 | 1 | 2 | 1 | 0 | 0 | 7 |
| Claranna Ave | 2 | 0 | 1 | 0 | 1 | 0 | 0 | 0 | 4 |
| Broad Blvd | 3 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 3 |
| Wonderly Ave | 6 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 8 |
| Orchard Drive | 4 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 5 |
| Triangle Ave | 1 | 0 | 0 | 1 | 0 | 1 | 0 | 0 | 3 |
| Peach Orchard | 3 | 4 | 0 | 0 | 0 | 0 | 0 | 1 | 8 |
| Monteray Ave | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 2 |
| Hadley Ave | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 |
| Corona Ave | 1 | 0 | 1 | 1 | 1 | 0 | 0 | 0 | 4 |
| Wiltshire Blvd | 5 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 7 |
| Telford Ave | 2 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 3 |
| Aberdeen Ave | 7 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 9 |
| Forrer Blvd | 3 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 4 |
| Lonsdale Ave | 0 | 1 | 0 | 0 | 1 | 1 | 0 | 0 | 3 |
| Acorn Drive | 2 | 0 | 0 | 1 | 0 | 1 | 2 | 0 | 6 |
| Dellwood Ave | 0 | 0 | 1 | 0 | 1 | 1 | 0 | 0 | 3 |
| Oakwood Subtotal |
42 | 10 | 4 | 5 | 8 | 8 | 2 | 1 | 80 |
The Dorothy Lane intersection includes crashes within the functional area of a signalized intersection (250 feet). The functional area of an intersection is defined as the area beyond the physical intersection of two roadways as shown in Figure 3. The functional area for a leg of an intersection includes two components: one upstream of the physical area of the intersection and one downstream. The upstream (or intersection approach) includes additional length for decision-making, maneuvering, and required vehicle storage. The downstream area consists of a conflict overlap distance that allows a through vehicle to clear the intersection in addition to downstream conflict points.