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US 70 Multimodal Corridor Study <br /> 4.6 Safety <br /> Table 14 US 70 Corridor Crash Rates The Study Team analyzed reported crashes between <br /> US 70 Crashes Per Statewide Critical August 2017 through July 2022 along US 70 from SR <br /> Rate Crashes 100 MVM Rate' Rate` 1965 (Moore Street) in Alamance County to 25' north <br /> Total 828 330.18 263.25 280.30 of US 70 Business/SR 1562 (Palmers Grove Church <br /> Fatal 4 1-60 1-32 2.71 Road) in Orange County to provide an overview of <br /> Nan-Fatal 239 95.31 73-07 82-15 how the corridor is performing and identify potential <br /> Night 210 83.74 57-83 65.93 crash patterns or hotspots. The total crash rate was <br /> wet 115 45.BB 43-32 50-36 higher on US 70 than the corresponding critical crash <br /> Run-Off Road 240 95.71 45.46 52.66 rate determined by comparing the corridor with <br /> Table 15 US 70 Business Crash Rates similar facilities in North Carolina (Table 14). Crash <br /> rates along US 70 also exceeded the respective critical <br /> Crashes Rate US as Bus Crashes Per Statewide Critical rates for non-fatal injury, night (dark), and run-off <br /> hes 1QQ MVM Rate Rate road crashes. The crash rates for fatal crashes and <br /> Total 395 339.42 263.25 288-42 crashes occurring under wet conditions did not <br /> Fatal 3 2-58 1.32 3-50 <br /> Non-Fatal 13 2 58 1 32 3 50 exceed their respective critical crash rates. Crashes <br /> Night 101 86.79 57.83 69.86 reported during the same period along US 70 Business <br /> Wet 57 48-98 43-32 53.79 from SR 1009 (S Churton Street) to NC 751 were <br /> Run-Off Road 77 66.16 45-46 56 17 analyzed as well. Similarly, the total, non-fatal injury, <br /> night (dark), and run-off road crashes exceeded their <br /> 2017 2021 statewide crash rate for 2-lane undivided urban US respective critical rates, and the fatal and wet crash <br /> Routes <br /> 2Based on the statewide crash rate(95%level of confidence) rates did not (Table 15). <br /> There were 828 recorded crashes in the study <br /> corridor during the analysis period. Rear-end collisions accounted for 366 crashes (44% of total crashes). <br /> These crashes occurred frequently throughout multiple sections of the study area especially near isolated <br /> intersections and areas with transitions between rural and urban conditions.The frequency of rear-end <br /> crashes could be attributable to multiple interrelated causes including sections with curves, numerous <br /> driveways and intersections including unexpected or isolated traffic signals, high travel speeds, limited turn <br /> lanes, rolling terrain, and transitions between rural and urban conditions. <br /> The second most common crash type was frontal impact crashes, which includes angle, left-turn, and right- <br /> turn crashes and accounted for 189 of the total crashes (23%). Of these, angle crashes were the most <br /> prominent with 83 crashes (10% of total crashes). Left-turn and right-turn crashes accounted for about 12% <br /> and 1% of the total crashes, respectively. These crashes are concentrated in the urban portions of the corridor, <br /> north of Hillsborough and in Mebane, and at isolated intersections such as in Efland. <br /> Lane departure crashes accounted for 175 of the total crashes (21%). Of these, fixed object crashes were the <br /> most prominent with 86 crashes (10% of total crashes). Run-off road, sideswipe (opposite direction), and <br /> head-on crashes accounted for 4%, 2%, and 1% of crashes, respectively. Run-off-road crash locations and <br /> severities as well as the passing zones are shown in Figure 19.An explanation of crash severity can be found <br /> in Table 16. <br /> 63 Existing Conditions and Critical Issues <br />