HomeMy WebLinkAbout2022 Accident StudyCity of Oshkosh – Transportation Department 1
City of Oshkosh - Transportation Department
926 Dempsey Trail, Oshkosh, WI 54902 (920) 232-5342 (920) 232-5343 fax
MEMORANDUM
TO: TRAFFIC REVIEW ADVISORY BOARD
FROM: JIM COLLINS, DIRECTOR OF TRANSPORTATION
DATE: April 12, 2023
RE: 2022 CRASH STUDY
This memorandum provides a summary and review of the 2022 preliminary crash data. Data
was collected using the University of Wisconsin Traffic Operations and Safety Laboratory’s
WisTransPortal database and using East Central Wisconsin Regional Planning Commission’s
GIS mapping
Crash Trends
Table 1 lists the total number of reportable crashes in the City of Oshkosh from 2005 to 20221
excluding deer. The number of crashes in 2022 returned to more of a historic normal.
COVID19 lead to lower crash number is 2020 and 2021 as less people were traveling.
Table 1: Total Number of Crashes
Year Intersection Non-
Intersection Total
2005 788 437 1,225
2006 669 367 1,036
2008 857 498 1,355
2007 718 461 1,179
2009 697 463 1,160
2010 839 497 1,336
2011 823 490 1,313
1 This year’s crash report once again is based on data from the WisTransPortal crash database. Due to differences in
methodology for crash reporting, there may be some discrepancies between this year’s report and those of previous
years. The data excludes deer crashes.
2 There are some slight differences in these numbers and those on the maps due to the timing of the reports and the
methodology used.
2022 Accident Study / April 2023
City of Oshkosh – Transportation Department 2
2012 936 433 1,369
2013 870 504 1,374
2014 750 449 1,199
2015 694 480 1,174
2016 807 536 1,343
2017 769 576 1,345
2018 638 580 1,218
2019 673 586 1,259
2020 575 434 1.009
2021 592 559 1,151
2022 596 758 1,354
There were 5 fatalities in 2022 which is historically high. Three of the fatalities were
motorcyclists. The number of injuries and possible injuries in crashes is still comparably low vs.
the pre-roundabout era. The decreased injury rate is an expected outcome of roundabout usage
as right angle impacts are greatly reduced. Roundabouts were introduced in the city in 2012.
Improved vehicle safety features can also contribute to a reduced injury rate as well as city
initiatives such as road diets.
Table 2: Number of Injuries and Fatalities in Vehicle Crashes
Year Injuries Fatalities
2005 630 0
2006 579 2
2007 642 3
2008 588 1
2009 490 1
2010 609 1
2011 518 1
2012 549 1
2013 398 1
2014 332 3
2015 350 2
2016 412 1
2017 419 2
2018 350 2
2019 354 3
2020 313 2
2021 346 1
2022 328 5
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City of Oshkosh – Transportation Department 3
Table 3: Number of Reportable Crashes with Bike or Pedestrian involved
Year
No.
Involving
Bicycles
No.
Involving
Pedestrians
2005 33 14
2006 25 17
2007 27 18
2008 24 14
2009 15 12
2010 26 22
2011 24 25
2012 39 21
2013 22 18
2014 23 19
2015 25 8
2016 25 25
2017 16 19
2018 23 12
2019 16 23
2020 11 16
2021 15 7
2022 14 14
The number of crashes involving bikes and pedestrians increased slightly. The city has invested
heavily in pedestrian crossing infrastructure in the last few years. Rectangular Rapidly Flashing
Beacons (RRFBs) with overhead LED pedestrian crossing signs (along with speed boards in
some cases) have been installed at many intersections. RRFBs were recently installed at the
roundabout on 9th and Washburn and 9th and Koeller. The city also has been using the updated
“continental” crosswalk painting style for mid-block crossings and higher volume crossings like
the one on Congress Avenue at Arboretum Drive and Summit Avenue. This is the crosswalk
that has the thick, bold horizontal lines making it more visible. The city in conjunction with the
University of Wisconsin Oshkosh installed a “HAWK” signal in 2013. Additionally when Main
Street was reconstructed it was made more pedestrian friendly with wider sidewalks and
pedestrian crossing bump outs. The city also installed pedestrian held flags at the 9th and Witzel
Avenue roundabouts. The city in conjunction with the Bicycle and Pedestrian Committee, held
pedestrian safety days a few times to educate the public about the laws related to pedestrian
safety. Additionally, the Oshkosh Police Department began a motorcycle unit that spends time
educating and enforcing motorists on pedestrian laws. These preventative measures utilize some
of the latest technology and methods available to improve pedestrian safety. Safety
improvements on Jackson Street for pedestrians and bicyclists were made in 2021 including
additional continental crosswalks and RRFBs. A road diet is planned for South Main this year.
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High Crash Locations
In order to improve traffic safety, it is helpful to identify locations where the rate and/or
frequency of crashes is higher than might be expected. A higher than average crash rate
indicates a location for which some countermeasures might be implemented that could result in
an overall safety benefit. A higher than average crash frequency can provide a clearer picture of
potential causes of safety challenges at a location. Used in combination, these measures can help
to target safety improvements to those locations where the biggest potential benefit might be
achieved.
This year I once again worked with the East Central Wisconsin Plan Commission and their GIS
coordinator and we were able to map the top 10 crash locations using the data from the
Wisconsin TOPS Lab 2022. This is the source we have used for about the last 13 years to pull
crash data. The attached map shows the top 10 crash locations from 2022. The locations are
mapped within 100’ of an intersection. This map is based on data in the WisTransPortal which
gets its’ data from law enforcement agencies. The accuracy of this data is based on the accuracy
of the crash reports which are constantly improving.
My goal each year is to analyze a couple of high crash intersections to see if there are safety
measures that can be implemented to mitigate the crash frequency and/or rates in these areas.
For Example, we have implemented road diets and restricted left turns during afternoon peak
hours help reduce crash frequency at some intersections.
Analysis of 2022 High Crash Locations
The roundabouts including those at the I-41 interchanges have the highest crash frequency
however; that is not unexpected as they carry the highest volume of traffic. The roundabouts at
the I-41 interchanges are under WisDOT jurisdiction. The roundabouts that are not part of the I-
41 interchanges are under city jurisdiction however; they are still relatively new and additional
safety measures at these locations are difficult without costly physical reconstructions which are
unlikely at this time. As mentioned previously, we have installed RRFBs at a couple
roundabouts to help with pedestrian and bicyclist safety. There were three other areas in the top
10 for 2022 crash frequency.
Jackson Street and New York Ave.
There were 13 crashes at this intersection in 2022. This was a high crash intersection in previous
years but for different reasons. Historically, the majority of crashes were due to offset left
turning vehicles not being able to see vehicles in the curb lane. Initially, we prohibited left turns
during peak hours which reduced these crashes. In 2021, we did a road diet on Jackson Street
which eliminated the offset turn issues by reducing the number of lanes from 4 to 3 with one
through lane in each direction. This further alleviated the offset left turn issues. There was only
one left turn crash at this intersection in 2022. However; a new trend has emerged. Nine crashes
or 70% at this intersection were rear-end crashes. There were eight rear-end crashes in 2021.
This is one of the negatives to road diets. Road diets tend to increase rear-end crashes as
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City of Oshkosh – Transportation Department 5
impatient drivers do not have an additional travel lane to pass slower vehicles. However; it is
hard to understand why we are seeing increased rear end crashes at this signalized intersection.
We do know that distracted driving is a very big problem and does lead to some of these crashes.
The good news is that rear-end crashes are generally less severe than angled crashes. This
intersection has been fully actuated with cameras for vehicle detection since late 2021. The
benefit of this is that Jackson Street stays green unless there are cars detected on New York. It
seems like lack of attention (distracted driving) is the likely cause to these rear-end crashes. We
will have to continue to monitor this trend and possible mitigation measures.
Ohio Street and 9th Avenue
There were 10 crashes in proximity to this intersection. Half of these crashes involved left hand
turns. There are dedicated left turn lanes on Ohio Street at this intersection. The left turn lanes
are offset with a through curb lane. If there are cars in the turn lane, it is often hard to see the
curb lane. Therefore; extra caution must be taken. When we reconstruct intersections we try to
eliminate the offset turning lanes. We will have to evaluate this area further if it continues to be
an issue. A road diet has been considered in the past but there was opposition due to the loss of
on street parking. The other five crashes do not have a common denominator and vary from loss
of control due to weather, OWI, and rear-end crashes.
Jackson Street and Irving Avenue
There were 9 crashes in proximity to this intersection. The most prevalent cause for drivers
failing to stop for the red light on Jackson heading north. There were four of these crashes.
There were two failure to yield left turn crashes involving left turns. There was one rear-end,
one hit and run, and one backing crash. There doesn’t seem to be a common denominator.
There are overhead signals in addition to near and far side. There do not appear to be any visual
obstructions at this intersection. This intersection is actuated with vehicle detection which
generally increases traffic signal compliance so the crashes caused by disobeying the signal are
surprising. However; as mentioned earlier distracted driving is an issue.
Effectiveness of Recent Traffic Safety Measures
The recommendations of the Jackson Street Safety study were approved and implemented during
the summer 2021. This resulted in speed boards, additional crosswalks, RRFBs and a road diet.
These changes have calmed traffic however; a new trend has emerged with rear-end crashes as
demonstrated by the intersection of Jackson and New York described below. Jackson Street is a
major arterial with a high traffic volume so some level of crashes is not unexpected.
There has been an increase in crashes on the Jackson Street corridor since the road diet. I have
attached some information on this corridor. It appears the majority of the crashes were near the
New York and Irving Ave. intersection as discussed above. As 2022 was the first full year with
the new reconfiguration, this corridor will have to be monitored for the next couple years to get a
better picture of how successful the road diet is. I do know anecdotally that vehicle speeds and
complaints from the neighbors on Jackson Street have decreased. Additionally, non-motorist
crashes have disappeared. So many of the desired outcomes are being achieved.
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City of Oshkosh – Transportation Department 6