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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Techniques for Analyzing the Effect of Road Geometry on Accident Rates Using Multifactor Studies</title>
      <link>https://trid.trb.org/View/795893</link>
      <description><![CDATA[The purpose of this paper is to discuss techniques developed in a study undertaken in Queensland to determine the effect of unsignalized intersection geometry on accident rates. This paper discusses four problems identified with using a multi-factor approach and discusses numerous techniques to mitigate these problems. Application of the techniques has resulted in numerous relationships being identified between unsignalized intersection geometry and accident rates. This approach was chosen because numerous studies in the literature review that identified opposite relationships to that expected used a multi-factor approach. This study used a multi-factor approach, which considers simultaneously the effects of many factors on the incidence of accidents.  By undertaking a study using this approach, reasons for the previous results could potentially be identified and new techniques developed.]]></description>
      <pubDate>Tue, 30 Jan 2007 13:32:08 GMT</pubDate>
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      <title>Relative Safety of Alternative Intersection Designs</title>
      <link>https://trid.trb.org/View/793564</link>
      <description><![CDATA[Accidents at intersections in Queensland, Australia accounted for 45% of total accidents and 19% of fatal accidents on state roads in 2002. The number of accidents at intersections is primarily correlated to the number of conflict points; however geometric characteristics also influence intersection safety. Queensland Transport’s road crash database of reported accidents over the past ten years has been used in this study to investigate the contribution of intersection design and characteristics on the relative safety of intersections. This crash database, known as WebCrash2, has been used to analyze the accident records at intersections in the Townsville region. The detailed analysis has included road user, vehicle type, collision type, BAC, use of seat belt and intersection type. Considering the common variations in the number of approaches, entry and exit lanes, type of control, phase design for signalization, the road environment and other features like flaring, channelization and signage, each intersection is unique in some way. However, research has been focused on three main types of intersections. These types of intersections include T junctions, cross intersections and roundabouts. Three levels of control are also considered. The objective of this paper is to relate the intersection safety to the number of conflict points, conflict types, and intersection geometry. The results show that roundabouts are the safest types of intersection while uncontrolled cross intersections are least safe. The level of safety decreases with the increase in the number of approaches and the number of conflict points.]]></description>
      <pubDate>Tue, 28 Nov 2006 11:31:42 GMT</pubDate>
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      <title>Unsignalized Intersections as Queuing Systems</title>
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      <description><![CDATA[Unsignalized intersections are often modeled as queuing systems.  However, a systematic analysis of an unsignalized intersection as a queuing system has not been presented.  It is demonstrated that different and mutually incompatible queuing systems and definitions have been used.  When using concepts like service time and utilization factor, it is important to specify the assumptions of the queuing system used.  The follow-up time deserves special attention in the analysis.  Follow-up time should be included in the service time of a queuing system but not in the control delay at an unsignalized intersection.  The impact of the filtering of short headways in a queuing system is also demonstrated.  Finally, the relationship between control delay and geometric delay is discussed.]]></description>
      <pubDate>Mon, 23 Oct 2006 14:15:26 GMT</pubDate>
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