MODELING AND PREDICTING TRAFFIC ACCIDENTS...
Transcript of MODELING AND PREDICTING TRAFFIC ACCIDENTS...
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Final Report
MODELING AND PREDICTING TRAFFIC ACCIDENTS AT
SIGNALIZED INTERSECTIONS IN THE CITY OF NORFOLK, VA
Sharad K Maheshwari
Associate Professor
School of Business
Hampton University
Hampton, VA 23668
757-727-5605
And
Kelwyn A. D’Souza
Professor
School of Business
Hampton University
Hampton, VA 23668
757-727-5037
October, 2011
Hampton University
Eastern Seaboard Intermodal Transportation Applications Center
(ESITAC)
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DISCLAIMER
The contents of this report reflect the views of the authors, who are responsible for the facts and
the accuracy of the information presented herein. This document is disseminated under the
sponsorship of the Department of Transportation University Transportation Centers Program, in
the interest of information exchange. The U.S. Government assumes no liability for the contents
or use thereof.
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TABLE OF CONTENTS
Content Page
Executive Summary 4
1. Introduction 5
2. Literature Review 6
3. Research Procedure 8
a. Methodology 8
b. Collected Data 9
c. Results and Analysis 11
4. Discussion 19
5. Conclusion and Recommendations 20
6. Acknowledgement 21
7. References 22
8. Appendices 24
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Modeling and Predicting Traffic Accidents at Signalized Intersections in the City of
Norfolk, VA
Executive Summary
This research project is an extension of the previously completed study of accident-patterns in
the City of Norfolk. The multiple-regression model developed in the previous study was based
on variables related to intersection geometry. In this study, additional intersection factors are
accounted for, which include speed limit, road signage, vegetation and traffic light data. Despite
the expanded data set, many other factors like signal type, signal policies, road closures, road
conditions, and condition of road signs which could possibly impact the traffic accidents, were
not available at the time of the study. The motivation behind this research is based on the
literature that indicates that the intersection topography/design factors and traffic management
rules might contribute to the traffic accidents.
The objectives of this research were to develop comprehensive statistical exploratory and
predictive models for intersections accidents in the City of Norfolk, VA. The research analysis
was conducted in three phases. First, a linear regression model was developed using the same
techniques applied in the previous study. This was done to establish a baseline model for a
comparison of results. At the second stage, an exploratory data analysis technique (two-step
cluster method) was used in which the study sample of 58 intersections was divided into two
separate groups of clusters according to the type of roads meeting at the intersection arterial,
collector and/or local roads. The first cluster consisted of the intersections between a major
arterial road and a collector or local road, whereas the second cluster was made up of
intersections of a major arterial road with another arterial or a large collector road. Two
separate linear regression models were developed for each cluster.
An independent sample of 15 intersections was used for validation of these regression models.
All three models, showed about 15% to 21% variation between actual and predicted accident rate
values. In each case, however, the deviation between actual and predicted accident values was
statistically insignificant. The second cluster deviation was the least, suggesting that the
regression model for the intersections between major arterial roads or large collector roads had a
somewhat better predictive power than the model for intersections between major arterial roads
and collector or local roads.
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Modeling and Predicting Traffic Accidents at Signalized Intersections in the City of
Norfolk, VA
1. Introduction
The main objective of this research was to study the signalized intersections in the City of
Norfolk to delineate intersection geometry, road signage and other design factors which may be
contributing significantly to traffic accidents. This research project is an extension of the
previously completed study on the accident-patterns in the same city in which a multiple-
regression model was developed on a selected set of intersections for the City. The City of
Norfolk is one of the largest and oldest cities in the Hampton Roads region; and is home to
roughly quarter million people. It is one of the most congested cities in the region by the
population density. Furthermore, in 2006 the Hampton Roads had the highest crash incidents in
the state compared to other regions on the basis of millions of VMT (vehicle mile traveled)
(Nichols, 2007). The City of Norfolk contributed roughly 17% of those crashes in the region
with annual traffic accident count of approximately 5,400. These data suggest that the traffic
safety study could be useful to the City and to the Hampton Roads region.
There is evidence in the literature suggesting that road design factors could impact the traffic
safety. Several highway engineering factors like lane widths, shoulder widths, horizontal
curvature, vertical curvature, super-elevation rate, median and auxiliary lane were estimated and
designed based on some traffic safety considerations. Additional factors like road signage,
vegetation, line of sight of a traffic signal, horizontal and vertical curvature, and number of
driveways close to an intersection have also been reported to have an impact on traffic safety.
To study the impact of these factors along with traffic control rules, researchers have utilized a
variety of statistical models (Maheshwari & D‘Souza, 2010; 2006). The most popular model is
the multivariate regression model where the dependent variable is generally based on traffic
accidents and a set of independent variables include roadway design, traffic control,
demographic variables and more. To mitigate the impact of large variability among the accident
rates on different intersections, a negative binomial model was employed in the regression
analysis. Regardless of statistical techniques used, research results show a relationship between
the various roadway design and control factors with traffic accidents. Research also indicates
divergence on the importance of individual factor on traffic safety. There is also a reported
difference based on the regional demographic factors indicating regional accident rate
differences due to interactions between design and control factors and the local driving
population. Therefore, this study was designed to investigate the impact of the road design factors
on the traffic accident rate in a local area.
The previous multiple regression model established a relationship between road design factors
and accident rates but the predicted value from the model showed significant variability from the
actual accident rate (Maheshwari & D‘Souza, 2010). To improve upon the results from previous
study, both, the data set (expanded independent variables) and statistical techniques were
modified. Data on speed limit, vegetation and road signage were included in the dataset, along
with exploratory statistical method and cluster analysis to enhance the predictive power of the
regression model. Road signage data was limited to speed limit, name of the next street, turn
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lane, next signal, chevrons and other safety related posting. The objectives of this proposal were
to:
Develop an exploratory statistical model that would provide a valid explanation of traffic
accidents. A set of geometric, design, control and road signage factors would be used as
independent variables for model development.
Validate the statistical model developed at step one.
2. Literature Review
Automobile accidents contribute to the staggering amount of property damage and the large
number of deaths in the United States. According to the Insurance Information Institute, New
York (Hot Topic and Issues Update: Auto Crashes, 2006), 42,636 people died in motor vehicle
crashes in 2004 alone and an additional 2,788,000 people were injured. There were over 6 million
police reported auto accidents in 2004. It is reported that about 50% of crashes occur at the
intersections (Hakkert & Mahalel, 1978; National Highway R&T Partnership, 2002). It is obvious
from everyday experience and from reports in literature that traffic volume is the major
explanatory factor for traffic accidents (Chao, Quddus, & Ison, 2009; Keay & Simmonds, 2005;
Mohamed & Radwan, 2000; and Vogt, 1999). However, studies have been carried out showing
that design and other related factors contribute towards 2% to 14% of accidents. Ogden, et al.,
(1994) reported that about 21% of the variation in accidents was explained by variations in traffic
flow volume, while the remaining majority of the variation was explained by other related factors.
Vogt (1999) provides a good review of the factors, which has been considered in past research
studies; these factors include channelization (right and left turn lane), sight distance, intersection
angle, median width, surface width, shoulder width, signal characteristics, lighting, roadside
condition, truck percentage in the traffic volume, posted speed, weather, etc. Besides these factors,
researchers have also considered other details such as ditches, side-slopes, surface bumps,
potholes, pavement roughness, pavement edge drop-offs, etc. (Graves, et al., 2005; and Viner,
1995).
The relationship between the accidents and pertinent factors is usually established using
multivariate analysis (Corben & Foong, 1990; Hakkert & Mahalel, 1978; Keay & Simmonds,
2005; Ogden, et al., 1994; Ogden and Newstead, 1994; Vogt, 1999). Keay & Simmonds (2005)
used hierarchical tree regression to analyze accidents on the rural roads in Greece. They reported
that geometric factors like the number of lanes, serviceability index, pavement types, road friction
and such are important contributing factors to accidents. They also found difference between tow-
lane and multi-lane rural roads. A study by Corben and Foong (1990) led to development of a a
seven-variable linear regression model for predicting right-turn crashes at signalized intersections.
This model explained 85% of the variance of accident occurrence. Another regression technique,
quantile regression, used factors like median, types of traffic controls, number of lanes and left-
turn lane which can be used to identify risk prone intersections (Qin, Ng, & Reyes, 2005).
In a FHWA study by Harwood, et al., (2000), quantitative data on accidents and other factors were
combined with the expert‘s judgment about design factors as well as expected impact of these
design factors on the accident rate. Mountain, Fawaz & Jarrett (1996) showed in a British study
that the road design features ―link length‖ relates to accident rate, especially in dual carriageway.
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Retting, et at. (2001) studied the effect of roundabout on the traffic accidents and found that
replacing signals or stop signs with roundabouts could reduce traffic accidents. Road design
factors like, the curve radii, spiral lengths, lane width, shoulder width, and tangent lengths are
shown to relate the collision frequency (Easa and Mehmood,2008). It was exhibited through a
comprehensive study of Korean road accident data that three categories of factors influence the
accident rate: road geometric condition, driver characteristic and vehicle type (Lee, Chung &
Son, 2008). Wang, Quddus and Ison (2009) studied roadways based on congestion and reported
that besides traffic volume, segment length, number or lanes, curvature and gradient also
influence the accident rates. Malyshkina and Mannering (2010) studied the impact of design
exceptions allowed in the highway construction on the traffic accident rate (design exception:
safety deviation in roadway design factors). They found that exceptions don‘t necessarily
increase accidents in their dataset. In another analysis of the data of 10 Canadian cities, Andrey
(2010) related weather and accident rates and found that accident rates drop in severe weather.
The literature shows that multiple statistical models are used for traffic accident analysis. It is
evident that negative binominal or Poisson distribution is often employed in relating the
frequency of accidents to design factors (Lord, Guikema, Geedipally, 2008; Malyshkina and
Mannering, 2010; Shankar, Manning and Barfield 1995; and Wang and Abdel-Aty, 2008). The
technique is largely used to account for the higher variability in the frequency of accidents at
different intersections. For example, Shankar, et al., (1995) used negative binomial distribution
to show interaction between roadway geometric factors and weather accidents. They showed
that certain geometric elements are more critical during the severe weather conditions. Milton,
Shankar, & Mannering (2008) used a logit model to include several parameters like weather,
type of traffic, and road geometry.
Many researchers have studied various road signs and their relationship to road safety. Carson
and Mannering (1999) studied the effect of ice warning signs on ice-accident frequencies and
severities in the Washington state. They reported that actual signs may not have significant
effects on the accident rates as other road design factors accounted for all the variability in the
accident rates. It has also been reported that the common signs like speed signs, for example, are
not always used by drivers to adjust speed, however, drivers do pay attention to these signs
(Zwahlen, 1987). In a study of signage for severe bend in a road in France, Milleville-Pennel,
Jean-Michel, & Eliseother (2007) found that drivers do pay attention to the severity signage but
invariably underestimated the severity of the bend in the road. Cruzado and Donnell (2009)
reported that drivers reduced vehicle speed based on a variable speed measurement device on the
highway, but effect disappeared when the device was removed. Road signage does affect driver
behavior; however, its impact on safety is inconclusive.
In recent years, researchers have applied data mining techniques along with statistical modeling to
determine the impact of major factors like traffic volume and road design characteristics along with
minor factors such as potholes and surface roughness. Graves, et al., (2005) reported about the
impact of potholes and surface roughness on accident rates. However, due to the paucity of data, a
clear link could not be established between these surface factors (pot holes, roughness, etc.).
Washington, et al., (2005) performed an extensive study to validate previously reported accident
prediction models and methods by recalculation of original model coefficients using additional
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years of data from a different state. The study reported that in addition to traffic volume, other
factors should be considered on a case-by-case basis for a given site.
Earlier studies show that a variety of factors affect the traffic accidents including road geometry,
layout and traffic control factors. However, there is divergence of opinion on which factors have
influence safety the most. Also, there are regional differences in the importance of factors which
influence safety. Similarly, studies on rural highways are not directly applicable to urban settings
as the traffic pattern and other factors differ at rural and city intersections. Furthermore, before and
after studies may be less valuable in rural settings as road design changes are not made as often as
in a city with growing traffic volume. Moreover, the literature shows that traffic accident analyses
are commonly conducted in a larger geographical area (one or more states). This research was
built upon past research and evidence from literature to apply a systematic approach of identifying
factors in accident-prone intersections in a mid size city, Norfolk, VA and analyzing factors, which
could significantly influence the accident rates in that specific area.
3. Research Procedure
The following steps were proposed and completed in the research work:
Data Collection: Data collation was conducted at 73 intersections in the City which
included intersections with high as well as low incidents rates during the study period
of 2000 through 2004. This sample set was divided randomly in two samples of 58
and 15. The larger sample was used to develop statistical models for accident rate
and the smaller sample was used for validation of the model. At each intersection,
data was collected on road geometry, road signage, and other related factors.
Analysis: Development of statistical models used data collected from intersections
and accident database. Linear correlation, cluster analysis and regression methods
were used to analyze the data. The statistical models were developed to establish
relationships between physical factors and accident rates as well as to predict the
future accident rate based on those physical factors.
Validation of Models: Validated statistical models developed in the previous step to
determine the accuracy of models. Despite a large variation between predicted and
actual values, differences between predicted and actual values from the models were
statistically insignificant.
Review of Results and Models: A review of results showed that there is a large
variability in the difference of the predicted accident rates from the models and actual
values of accident rates. These models could possibly be improved if more data, like
light control timing, road closures, etc. were available and data was collected during
the accident time frame.
a. Methodology
This research is a continuation of an earlier study by Maheshwari & D‘Souza, (2010)
which focused on intersections with high accident rates. In this research, the stratified
data sampling technique was used. The set of signalized intersection was divided into
two groups of intersections based on the total reported accidents during 2000 to 2004.
Our of a total of 73 intersections selected of which 39 were from high accident rates
(average accident rate of more than 10 per year) and rest of the intersections was selected
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from the low accident rate group (average accident rate of less than 10 accidents per
year). The sample of 73 intersections was randomly divided into two parts of 58 and 15
intersections. The larger sample was used to develop statistical models and the smaller
sample was used for the validation of these models (see Appendix Tables VIII and IX for
makeup of each sample). Also unlike the previous study where several data points were
discarded due to lack of traffic volume data--Average Daily Traffic (AADT), in this
study the entire dataset was used. As traffic volume data was highly correlated to the
geometric design factors such as total number of lanes, turn lanes, etc., its effect on the
regression model, therefore, is not significant after the total number of lanes and turn
lanes were included in the regression model.
The City of Norfolk has accumulated traffic accident data in an electronic format for the
past 11 years from 1994 through 2004. Only accidents related to single vehicles were
considered in the study due to technical limitations of importing multi-vehicle
information into the available database. The City‘s accident database was developed
from individual police accident reports that currently included the type of accident, road
conditions, traffic signs and corresponding signals, drivers‘ actions, vehicle(s) conditions,
demographic data, nature of injuries, and other related information, all of which are
subsequently entered in the City‘s accident database. The traffic accidents without a
police report were not included in this database therefore those accidents were excluded
from this study.
The traffic volume data, Annual Average Daily Traffic (AADT), was not available for
many intersections. Annual Average Week day Traffic (AAWDT) for 2003 and 2004
was available instead. This data was provided by the Hampton Roads Planning District
Commission (HRPDC) which is the metropolitan planning organization (MPO) for
Hampton Roads, VA. The traffic count data on the several local and feeder roads were
also not available.
The accident models were developed using a generalized linear model (GLM). First, a
regression model was created using the entire data set. To refine this model, a two-step
cluster analysis was performed. This analysis created two clusters of intersections. The
membership in these clusters was largely based on the type of intersection. One cluster
made up the intersections of two major arterial roads and the other cluster was generally
made of a major arterial road and a local road. Two separate regression models were
developed for each cluster.
b. Collected Data:
The data collection was carried out on site between May and September 2010. The raw
data is presented in Appendix Table I and variables are defined in the Table 1. Data on a
total of 104 different independent variables was collected. Additionally, data on Annual
Average Week Day Traffic AAWDT and accident rate (dependent variable) were
obtained from related sources.
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Table 1: Definition of the Variables
No. Variable Name Definition No.
Variable Name Definition
1 RTLNi
Number of right only turn lanes on ith
leg (i=1,2,3,4) of the intersection 15 SGNSi
Sign next street name on ith
leg
(i=1,2,3,4) of the intersection
2 LTLNi
Number of left only turn lanes on ith
leg (i=1,2,3,4) of the intersection 16 SGOTi
Sign others on ith
leg (i=1,2,3,4) of
the intersection
3 STLNi
Total number of straight only lanes
on ith
leg (i=1,2,3,4) of the
intersection 17 VEGEi
Vegetation on ith
leg (i=1,2,3,4) of
the intersection
4 TOLNi
Total number of lanes on ith
leg
(i=1,2,3,4) of the intersection 18 DRWCi
Drive-ways commercial on ith
leg
(i=1,2,3,4) of the intersection
5 LNLNi
Left turn lane length on ith
leg
(i=1,2,3,4) of the intersection 19 DRWRi
Drive-ways residential on ith
ith
leg
(i=1,2,3,4) of the intersection
6 LNRNi
Right turn lane length on ith
leg
(i=1,2,3,4) of the intersection 20 EXTR
Extra safety features on ith
leg
(i=1,2,3,4) of the intersection
7 MEDNi
Median on ith
leg (i=1,2,3,4) of the
intersection 21 PEDXi
Ped -Xing (signalized) on ith
leg
(i=1,2,3,4) of the intersection
8 MEDT
Median type(physical type) on each
leg 22 RAILi
Railway line on ith
leg (i=1,2,3,4)
of the intersection
9 PAVEi
Shoulder/ pavement on ith
leg
(i=1,2,3,4) of the intersection 23 OVUNi
Over/under pass on ith
leg
(i=1,2,3,4) of the intersection
10 PAVT
Pavement type (physical type) on
each leg 24 SIG2i
Signal within 200' on ith
leg
(i=1,2,3,4) of the intersection
11 SPLTi
Speed limit on ith
leg (i=1,2,3,4) of
the intersection 25 RTLTi
Right lane turn signal on ith
leg
(i=1,2,3,4) of the intersection
12 SGLGi
Sign for street light on ith
leg
(i=1,2,3,4) of the intersection 26 LTLTi
Left lane turn signal on ith
leg
(i=1,2,3,4) of the intersection
13 SGTLi
Sign for turn lane on ith
leg
(i=1,2,3,4) of the intersection 27 AAWDT Average annual weekday traffic
14 SGCHi
Sign chevron on ith
leg (i=1,2,3,4) of
the intersection 28 ACCT
Total number of intersection
accident from 2000-2004
The data on the physical attributes included intersection design, geometry and signage.
The design factors included number of lanes, type of lanes, existence of a median and
shoulder, and other safety features. Other geometric factors included the presence of
vegetation, number of driveways within 250‘ of the intersection (both commercial and
non-commercial) and more. The control factors included the presence of other traffic
signals within 250‘, speed limit, restricted left or right signal and more. Signage
variables included signs for the next street name, sign for next light, sign for turn lanes,
and other safety signs. A schematic of an intersection is shown in Figure 1.
For each intersection, 104 different physical attributes data were collected. However, 24
of these variables were rarely present, therefore were ignored from further analysis. The
traffic volume for the 49 intersections was computed based on the Annual Average Week
Day Traffic (AAWDT) data obtained from Hampton Roads Planning District
Commission. The total AAWDT for each intersection was calculated by adding traffic
(AAWDT) traffic count on both roads of the intersection. The total AAWDT at an
intersection is the sum of the average of AAWDT for the each road as follows:
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Intersection total AADT = [(Traffic Volume on the Leg 1 or 2) + (Traffic Volume on the
Leg 3 or 4)]
Figure 1. Schematic of an intersection
The raw AAWDT data is presented in the Appendix Table II. Out of the 73 intersections
for which topographical data was collected, AAWDT was available for only 49
intersections for the years 2003 and 2004 (Appendix Table VII). AAWDT data on
several feeder and local streets could not be obtained from the published sources.
The accident data between 2000 through 2004 were collected from the City‘s accident
database. The total number of accidents for each pair of streets at selected intersections is
listed in Appendix Table III.
c. Results and Analysis
Although topographical data for each leg of the intersection was collected, the accident
data was not available for each leg due to missing and/or incomplete information on the
police reports or the datasets that was provided to the research team. Therefore,
composite topographical variables were created for each intersection by adding values of
a variable from each leg of the intersection, i.e., instead of the total number of lanes on
the each leg of the intersection, a composite variable was created by adding all lanes on
each leg of the intersection. The length of left turn lanes (LNLN) and length of right turn
lanes (LNRN) were calculated using a scoring system for lane length. The lane length
scores (between 0 and 5) were assigned based on the length of the lane at a given leg of
Leg 3
Leg
4
Feeder/local Road (Lower AAWDT)
Major Arterial Road (Hi AAWDT)
Leg 1 Leg 2
Leg 4
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an intersection and then the assigned score was multiplied by the number of turn lanes at
that leg of the intersection (see Appendix Table V for scoring system.) A list of all
composite variables is provided in the Appendix Table IV. Certain variables, like
shoulder, overpass, underpass, etc., were excluded from the study as very few
intersections in the study had those physical attributes. A list of all independent variables
used in the analysis is provided below in Table 2. These composite variables were
inputted into the regression models as well as in the cluster analysis as the independent
variables.
Table 2: Independent Variables Used in the Analysis
No.
Variable
Name Definition
1 RTLN
Total number of right only turn lanes (sum of all restrict right turn lanes on the
intersection)
2 LTLN
Total number of left only turn lanes (sum of all restrict left turn lanes on the
intersection)
3 TOLN Total number of lanes on the intersection (sum of all lanes on the intersection)
4 LNLN Left turn lane length (Total length of left turn lanes)*
5 LNRN Right turn lane length (Total length of right turn lane)*
6 MEDN Median (total number of legs with physical medium)
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SPLM
(Max) Maximum speed limit among all legs of intersection
8 SPLA (Avg) Average speed limit of all legs of intersection
9 SGLG Sign for street light (total number of legs with sign for approaching light)
10 SGTL Sign for turn lane (Total of number of legs with sign for approaching turn)
11 SGNS Sign next street name (total number of legs with signs for next street)
12 VEGE Vegetation (total number of legs with vegetation)
13 DRWC
Drive-ways commercial (total number of commercial driveways within 200‘ of
intersection)
14 DRWR
Drive-ways residential (total number of residential driveways within 200‘ of
intersection)
15 DRWT Total Drive-ways (total number of driveways within 200‘ of intersection)
16 PEDX Ped -Xing (total number of legs with signalized pedestrian crossing)
17 SIG2
Signal within 200' (total number of signals within 200‘ of the intersection
understudy)
18 LTLT Left lane turn signal (total number of legs with signal for left turn)
19 AAWDT Average annual weekday traffic
The raw data for each of the variables in Table 2 is included in the Appendix Tables VI and
Table VII. To ascertain the association between dependent and independent variables,
Pearson correlation coefficients were calculated. The value correlation coefficients are
shown in Table 3.
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Table 3. Correlation Coefficient
No. Variable
Correlation
Coefficient
p-value
2-tail
test Significance
1 RTLN 0.509 0 Yes
2 LTLN 0.417 0.001 Yes
3 TOLN 0.569 0 Yes
4 LNLN 0.516 0 Yes
5 LNRN 0.41 0.001 Yes
6 MEDN 0.284 0.031 Yes
7 SPLM 0.586 0 Yes
8 SPLA 0.596 0 Yes
9 SGLG -0.058 0.666 No
10 SGTL 0.357 0.006 Yes
11 SGNS 0.48 0 Yes
12 VEGE -0.05 0.711 No
13 DRWC 0.339 0.009 Yes
14 DRWR -0.106 0.427 No
15 DRWT 0.245 0.064 No
16 PEDX 0.078 0.563 No
17 SIG2 0.006 0.967 No
18 LTLT 0.388 0.003 Yes
19 AAWDT 0.53 0 Yes**
It is evident from the above table that the six variables, namely: sign next light,
vegetation, number of residential driveways, total number of driveways, pedestrian
crossings, and signals within 250‘, are not showing any significant associations with
accident rates. However, the absence of the linear relationship does not preclude a
possibility of a non-linear relationship. To test if any of the variables in Table 3 have a
non-linear relationship, logarithmic, inverse and exponential relationships were tested for
these variables (see a summary of these tests in Appendix Table X and Figures I and II).
Total number of sides with medians showed a significantly better exponential
relationship (higher value of R-square.) Thus for the regression model, a transformed
median variable (MEDTRAN) was used instead of a total number of median (MEDN).
This is an exponential transformation of the variable, i.e, MEDTRAN is eMED
. A linear
regression model using a forward step-wise method was developed. All significantly
correlated variables and transformed variables were used in the analysis. Coefficients of
the regression model are presented below in Table 4 (for complete statistical analysis
results, please refer to Appendix Tables XI, XII, and XIII).
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Table 4. Linear Model Coefficient
Linear Regression Coefficient
Variable Coefficients
(Constant) -85.483
TOLN 7.060
SPLM 2.885
LTLN -7.542
MEDTRAN* -.382
The linear model analysis showed that regression accounted for 59.2% of the variability
in accident rates. The analysis of variance (ANOVA) of the regression model showed
that the variability explained by the model was significant with p-value <0.000.
From the Table 4, the regression model (Model 1) can be written as:
ACCT = -85.483 + 7.060*TOLN + 2.885*SPLM – 7.542*LTLN – 0.382*eMEDN
---(1)
Where ACCT—Total number of accidents at an intersection,
This result is significantly different than the previous study (Maheshwari & D‘Souza,
2010), even though the R-square value is roughly the same. However, it includes speed
limit as a factor, which was not considered in the previous study.
To validate these results, the regression model (Model 1) was used to predict the total
number of accidents in a different sample of 15 intersections. It was found that the model
was predicting lower than the actual number of accidents. The predicted value of the
accident rates was on an average more than 21% lower than the actual recorded value of
the accident rates although a t-test conducted to test the significance of the difference
between the actual and predicted values was found to be insignificant with p-value of .91
(see Appendix Table XIV for t-test). Table 5 shows the results.
Simple exploratory data analysis technique (two-step cluster analysis) was used to further
analyze the dataset. Clustering was performed to create statistically significant groups of
intersections. The categorical variables used for the cluster analysis were the total
number of sides with median (MEDN), total number of sign for turn lane (SGTL), total
number of signs for the next street (SGNS) and total number of legs with restricted light
for left turn (LTLT). Two statistically different clusters were formed. Cluster 1 has 31
intersections and cluster 2 has 27 intersections. A closer look at these clusters shows that
cluster 2 was largely made up of the intersections of two major arterial roads, and cluster
1 was made up of intersections between a local/feeder street and an arterial road.
Membership of these clusters is presented below in Tables 6 and 7. For detailed cluster
analysis results, please refer to the Appendix Tables XV, XVI, and XVII).
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Table 5. Difference between Predicted and Actual Accidents (Model 1)
Intersection
Number Actual Accident Predicted Accidents Diff
1 217 112.9 104.1
5 54 81.9 -27.9
19 36 59.4 -23.4
20 59 70.1 -11.1
25 97 62.3 34.7
30 39 70.6 -31.6
33 61 88.7 -27.7
37 142 105.3 36.7
39 308 125.6 182.4
40 291 118.5 172.5
42 73 124.0 -51.0
50 16 69.1 -53.1
59 66 68.2 -2.2
67 51 42.1 8.9
73 98 69.7 28.3
Average 107.2 84.6 22.6
Table 6: Cluster 1 Member Intersections
No. Street 1 Street 2 No. Street 1 Street 2
3 Hampton Blvd Baker St 47 Colley Ave 27th St
6 Hampton Blvd 49th St 48 Colonial Ave 27th St
7 Hampton Blvd 38th St 52
Ocean View
Ave 1st View St
8 Hampton Blvd
Princess Anne
Rd 54
Ocean View
Ave Chesapeake St
9 Hampton Blvd Beechwood Ave 55
Ocean View
Ave Capeview Ave
11 Little Creek Rd Diven St 56 Monticello Ave 26th St
12 Little Creek Rd Ruthaven Rd 57 Tidewater Dr Widgeon Rd
21 Brambleton Ave Granby St 58 Tidewater Dr East Bay Ave
22 Brambleton Ave Monticello Ave 60 Tidewater Dr Norview Ave
28 Tidewater Dr
Princess Anne
Rd 61 Tidewater Dr Willow Wood Dr
29 Tidewater Dr Goff St 62 Tidewater Dr Cromwell Dr
32 Chesapeake Blvd Sewells Point Rd 68 Colonial Ave 27th St
34 Military Hwy Johnstons Rd 69 Monticello Ave 27th St
44 Granby St Willow Wood Dr 70 Church St 27th St
45 Granby St 21st St 72 Little Creek Rd
Azalea Garden
Rd
46 Colley Ave 26th St
16
Table 7: Cluster 2 Member Intersections
No. Street 1 Street 2 No. Street 1 Street 2
2 Hampton Blvd
Little Creek
Rd 35 Military Hwy Norview Ave
4 Hampton Blvd
Admiral
Taussig
Blvd 36 Military Hwy
Azalea Garden
Rd
10 Little Creek Rd Granby St 38 Military Hwy
Princess Anne
Rd
13 Little Creek Rd
Old Ocean
View Rd 41 Military Hwy Poplar Hall Dr
14 Little Creek Rd
Tidewater
Dr 43 Military Hwy Corporate Blvd
15 Little Creek Rd
Sewells
Point Rd 49 Granby St Bayview Blvd
16 Little Creek Rd
Military
Hwy 51
Ocean View
Ave 4th View St
17 Little Creek Rd
Chesapeake
Blvd 53
Ocean View
Ave
Chesapeake
Blvd
18 Brambleton Ave Colley Ave 63 Tidewater Dr Lafayette Blvd
23 Brambleton Ave
St Pauls
Blvd 64 Newtown Rd Kempsville Rd
24 Brambleton Ave Boush St 65 Kempsville Rd
Kempsville
Circle
26 Brambleton Ave
Tidewater
Dr 66 Newtown Rd Center Drive
27 Tidewater Dr
Va Beach
Blvd 71 Little Creek Rd Halprin Ln
31 Chesapeake Blvd
Norview
Ave
It is clear with some knowledge of the City of Norfolk road network that two clusters
represent two different types of intersections. Cluster 1 is generally made up of the
intersection of a local and a major arterial road and cluster 2 is made up of two arterial
roads. One predictive model may not work for these two clusters the same way.
Therefore, two different regression analyses were performed, one for each cluster.
To perform the regression analysis for each cluster, a similar process was followed as in
the previous model. First, Pearson correlation coefficients were calculated to delineate
variables significantly associated with the accident rate. Both clusters show a different
set of independent variables to be significantly associated with the accident rate. Tables
8 and 9, show the correlation coefficients for each cluster.
17
Table 8: Correlation Coefficient for Cluster 1
Variable
Pearson
Correlation
Coefficient
p-
Value Significance
RTLN 0.286 0.118
LTLN 0.034 0.857
TOLN 0.146 0.432
LNLN 0.048 0.796
LNRN 0.061 0.742
MEDN 0.157 0.400
SPLM .636**
0.000 Sig
SPLA .498**
0.004 Sig
SGTL 0.024 0.898
SGNS 0.094 0.614
DRWC 0.080 0.670
LTLT 0.189 0.308
AAWDT 0.187 0.458
Table 9: Correlation Coefficient for Cluster 2
Variable
Pearson
Correlation
Coefficient
p-
Value Significance
RTLN 0.234 0.240
LTLN 0.293 0.138
TOLN 0.511 0.006 Sig
LNLN 0.512 0.006 Sig
LNRN 0.156 0.437
MEDN -0.272 0.170
SPLM 0.381 0.050 Sig
SPLA 0.442 0.021 Sig
SGTL 0.260 0.190
SGNS 0.285 0.150
DRWC 0.363 0.063 Sig
LTLT -0.047 0.817
AAWDT 0.462 0.030 Sig
Table 8 shows that the maximum speed limit is the most important factor for the
intersections of a local road and a major arterial road (cluster 1). Whereas Table 9 shows
the factors other than speed limit like total number of lanes, length of left turn lanes and
the number of commercial driveways are also significantly associated with the accident
rates for cluster 2 (intersection of two major arterials roads). Regression models for
clusters 1 and 2 are presented in Tables 10 and 11. Both models are statistically
significant with p-values <0.0001 for the ANOVA testing of the models. R-square for
cluster 1 is 0.53 and for cluster 2 is 0.52. This R-square is slightly less than the R-square
in Model 1 when all intersections are put as one group for regression analysis. For
detailed statistical results, please refer to Appendix Table XVIII and XIX.
18
Table 10: Regression Coefficient for Cluster 1
Linear Regression Coefficient
Variable Coefficients
(Constant) -83.19
SPLM 3.78
LTLN -9.50
TOLN 3.30
Table 11: Regression Coefficient for Cluster 2
Linear Regression Coefficient
Variable Coefficients
(Constant) -35.41
SPLA 3.44
TOLN 4.05
LNLN 1.34
The regression models for each cluster can be written as:
Regression Model 2 for cluster 1
ACCT = -83.19 + 3.78*SPLM -9.50*LTLN + 3.30*TOLN------------------(2)
Regression Model 3 for cluster 2
ACCT = -35.41 + 3.44*SPLA + 4.05*TOLN + 1.34*LNLN----------------(3)
Validation of regression Models 2 and 3, resulted in a statistically insignificant difference
(p-value approximately 0.57) between the predicted and actual value of the total number
of accidents. However, cluster 1 model (Model 2) was under-predicting the total number
of accidents by 15% and cluster 2 (Model 3) was over-predicting the same variable by
17%. Results are presented in the Tables 12 and 13. For detailed statistical results,
please refer to Appendix Tables XVIII, XIX, XX, XXI and XXII.
Table 12: Validation of Model 2 for Cluster 1
No. Actual ACCT Predicted ACCT Diff (Actual-Predicted)
1 217 145.7 71.3
20 59 91.9 -32.9
25 97 130.6 -33.6
33 61 124.1 -63.1
39 308 148.3 159.7
40 291 161.6 129.4
59 66 95.7 -29.7
73 98 123.2 -25.2
Average 149.6 127.7 22.0
19
Table 13: Validation of Model 2 for Cluster 2
No.
Actual
ACCT
Predicted
ACCT
Diff (Actual-
Predicted)
5 54 81.9 -27.9
19 36 28.9 7.1
30 39 63.1 -24.1
37 142 95.1 46.9
42 73 89.4 -16.4
50 16 75.5 -59.5
67 51 47.4 3.6
Average 58.7 68.8 -10.1
4. Discussion
This study attempted to expand the earlier study conducted to relate traffic accidents and
physical attributes of signalized intersections in the City of Norfolk. The previous study was
based on a smaller biased sample that included the high accident rate intersections, and had
excluded some important intersection design and control factors. In this study, a larger sample
of 73 random intersections was selected. Furthermore, the previous study did not include speed
limits, vegetation, and road signage data in the model. The analysis, conducted in the previous
section, shows that speed limit was a significant variable in regression models where as
vegetation and road signage did not play any role in the regression models. The R-square of the
overall model (Model 1) remained at around 60% as in the previous study, but validation results
improved significantly. There was no statistical difference between the model‘s predicted value
and the actual value of the accident rates whereas the model in the previous study failed to
validate the results.
The analysis techniques used in this study included the additional an exploratory technique: of
cluster analysis of the sample. The two-step clustering showed two distinct groups of the
intersections in the analysis. Both clusters had different regression models as different variables
showed an association with accident rates in the different clusters. The clusters were largely
based on the type of intersections. Accident rates showed a large dependence of the maximum
speed limit when a major arterial intersects a local road, whereas other variables such as length
of left turn lanes and total number of lanes play a significant part when two major arterial roads
intersect. Two separate regression models for two different clusters were developed (Model 2
and Model 3). Differences in the predicted and actual value of the accident rates were
statistically insignificant for the regression models for both clusters.
A stepwise regression technique was used for all three regression models to eliminate the affect
of multicollinearity. The models resulting from the forward stepwise regression were modified
by changing the ―entering‖ variable criteria. However, the ―entering‖ variable criteria were not
changed to simply include all variables. All the regression models resulted in a lower than
expected value of R-square (less than 60%).
20
The low values of R-square (57% to 59%) in all three models indicate that there is significant
room to improve statistical models. This improvement can be achieved either by more causal
variables which were not considered or were not available at the time of study, or by using
different statistical techniques. As stated in the literature review, engineering variables like
horizontal and vertical radii, grade of the road, etc. along with the traffic control rules could be
affecting the accident rates, yet this data could not be collected. Furthermore, weather, road
closures and other variables could be included to improve explanation of the accident rate
variability, but such data was not available. Similarly, a larger sample will allow better factor
analysis or other pattern recognition techniques to be applied that could improve predictability of
the models. Despite these shortcomings, this research has a practical application, especially in
predicting accident rates in cluster 2. Cluster 2 shows several significant variables in the model
(Model 3) as well as the regression model of this cluster show strong prediction capability as the
average difference between predicted and actual values was statistically insignificant. This
model (Model 3) can provide some insight in designing intersections.
5. Conclusion and Recommendation
This study of accident rate analysis of the signalized intersections at the City of Norfolk is based
on a stratified sample of 73 intersections. The intersection data set was divided into two groups,
namely, high and low accident rate intersections before sampling intersections for this study.
The first regression model was developed based on the entire sample and it accounted for
approximately 60% of variability in the accident rate. To enhance the results, the sample was
separated in two different groups using the two-step cluster analysis. The resultant groups from
the cluster analysis were largely divided based on the type intersection (i.e. intersection of two
major arterial roads and intersection of a major arterial road and a local road). Even though the
cluster based regression models could not reduce the amount of variation explained (R-square of
less 60%), it was clear that the factors which affect different group of intersections, are not the
same. Intersections of two major arterials require a different set of variables to explain the
accident rate variability compared to the set of variables needed to explain accident variability of
the intersections between a local road and a major arterial road. Some of the major findings are
listed below:
i. The maximum speed limit on any leg of an intersection between local road and
arterial road is the most significant factor. Other topographical factors contributed
explain little variability of the accident rate and therefore contribute little to the
regression model.
ii. When designing an intersection between a major arterial and local road, maximum
speed limit of all legs approaching the intersection should be kept as low as possible
to reduce accident rates.
iii. Total number of lanes, length of left turn lanes and average speed of all legs of an
intersection are significant factors when two major arterial roads intersect each other.
21
iv. When designing an intersection between two major arterial roads, the following road
design factors should be considered to reduce accident rate:
a. Reduce speed limit on each leg of the intersection,
b. Increase total number of lanes, and
c. Increase the length of left turn lanes, wherever possible.
v. A simple regression model can predict accident rate variability within tolerable limits,
i.e., the difference between predicted and actual accident rates is statistically
insignificant.
Despite some significant results, this study had many clear limitations:
i. Accident data is 6 years old compared to the recent data collection on the roadways.
ii. All three regression models were unable to account for more than 40% of accident
variations.
iii. Predictive capabilities of the models were statistically significant, but it has a
limitation. The statistical significance was influenced due to high variability in the
predicted and actual accident rate, i.e., standard deviation of the difference of
predicted and actual accident rate was very high.
iv. Impact of the controllable factors could be better studied if data was collected over
time to capture the effects of the changes made at the intersections.
v. Many design factors and other data were not available. These factors could have an
impact on the accident rates (e.g., signal policy, road closure, etc.)
vi. Sample size was still very limited: 58 intersections for modeling and 15 intersections
for validation.
6. Acknowledgement
The authors thank the City of Norfolk, Division of Transportation for providing data and inputs
during the conduct of the study and acknowledge HRPDC‘s assistance in providing traffic count
data.
22
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24
8. Appendices
25
Table I: Raw Data Collected On Selected Intersections of the City of Norfolk Collected Between June-Sept 2010 (Part 1)
No Street 1 Street 2 Direction
Lanes right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left turn
lane
length
Right turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign for
street
light
Sign for
turn
lane
1
HAMPTON
BLVD
INT TERMINAL
BLVD
On HampBlvd From
ODU 1 1 3 5 100 0 1 0 35 0 0
HAMPTON
BLVD
INT
TERMINAL
BLVD
On HampBlvd To
ODU 0 2 3 5 150 0 1 0 35 0 1
HAMPTON BLVD
INT
TERMINAL BLVD
On IntTermBlvd From I64 1 1 1 4 100 100 1 0 45 0 0
HAMPTON BLVD
INT
TERMINAL BLVD
On IntTermBlvd To I64 1 1 2 4 30 100 1 0 30 0 1
2
HAMPTON
BLVD
LITTLE
CREEK RD
On HampBlvd To
ODU 0 2 3 5 100 0 1 0 35 1 0
HAMPTON BLVD
LITTLE CREEK RD
On HampBlvd From ODU 1 0 3 4 0 150 1 0 35 0 0
HAMPTON
BLVD
LITTLE
CREEK RD
On LittleCreekRd
From Wards Corner 1 1 1 3 50 20 0 0 35 0 0
HAMPTON BLVD
LITTLE CREEK RD
On LittleCreekRd To Wards Corner 1 1 0 3 100 40 0 0 35 0 1
3 HAMPTON BLVD BAKER ST
On HampBlvd To ODU 0 0 3 3 0 0 1 0 35 1 0
HAMPTON BLVD BAKER ST
On HampBlvd From ODU 0 1 3 4 50 0 1 0 35 0 0
HAMPTON BLVD BAKER ST
On BakerStreet To the Intersection 0 0 0 0 0 0 0 0 0 0 0
HAMPTON BLVD
BAKER ST (NO STREET) No Street 1 1 0 2 100 100 0 0 25 0 1
4 HAMPTON BLVD
ADMIRAL
TAUSSIG BLVD
On HampBlvd From ODU 1 1 3 5 100 100 1 0 35 0 1
26
No Street 1 Street 2 Direction
Lanes right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left turn
lane
length
Right turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign for
street
light
Sign for
turn
lane
HAMPTON BLVD
ADMIRAL
TAUSSIG BLVD (NO ST) No Street 0 0 0 0 0 0 0 0 0 0 0
HAMPTON
BLVD
ADMIRAL TAUSSIG
BLVD
On AdmiralTaussigBlvd
From I564 1 1 1 4 100 100 1 0 45 0 0
HAMPTON
BLVD
ADMIRAL
TAUSSIG BLVD (NO
STREET) No Street 0 0 0 0 0 0 0 0 0 0 0
5
INT
TERMINAL
BLVD DIVEN ST
On IntTermBlvd
From I64 0 0 2 2 0 0 1 0 45 0 0
INT
TERMINAL BLVD DIVEN ST
On IntTermBlvd To I64 0 1 2 3 70 0 1 0 45 0 0
INT TERMINAL
BLVD DIVEN ST
On DivenSt From
LttileCreekRd 0 1 0 2 150 0 0 0 25 0 0
INT TERMINAL
BLVD DIVEN ST
On DivenSt To
LttileCreekRd 0 2 0 3 100 0 0 0 25 0 0
6
HAMPTON
BLVD 49TH ST
On HampBlvd To
ODU 1 1 3 5 130 130 1 0 35 0 0
HAMPTON
BLVD 49TH ST
On HampBlvd From
ODU 1 1 1 3 130 0 0 0 35 0 0
HAMPTON
BLVD 49TH ST On 49thSt To ODU 0 1 0 2 50 0 0 0 25 0 0
HAMPTON
BLVD 49TH ST On 49thSt From ODU 0 2 3 5 100 50 0 0 25 0 0
7
HAMPTON
BLVD 38TH ST
On HampBlvd To
ODU 0 1 2 3 0 0 0 0 30 0 0
HAMPTON
BLVD 38TH ST
On HampBlvd From
ODU 1 1 2 4 130 130 0 0 30 0 0
27
No Street 1 Street 2 Direction
Lanes right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left turn
lane
length
Right turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign for
street
light
Sign for
turn
lane
HAMPTON BLVD 38TH ST
On 38th From Down Town 0 1 0 2 100 100 0 0 25 0 0
HAMPTON BLVD 38TH ST
On 38th To Down Town 1 1 1 3 100 100 0 0 25 0 0
8
HAMPTON
BLVD
PRINCESS
ANNE RD
On HampBlvd From
I264 0 0 0 2 0 0 0 0 30 0 0
HAMPTON BLVD
PRINCESS ANNE RD
On HampBlvd To I264 0 0 0 2 0 0 0 0 30 1 0
HAMPTON BLVD
PRINCESS ANNE RD
On PrincessAnnAve To Down Town 0 0 0 1 0 0 0 0 25 0 0
HAMPTON
BLVD
PRINCESS
ANNE RD
On PrincessAnnAve
From Down Town 0 0 0 1 0 0 0 0 25 0 0
9
HAMPTON
BLVD
BEECHWOOD
AVE
On HampBlvd From
ODU 0 1 3 4 50 0 1 0 30 0 0
HAMPTON
BLVD
BEECHWOOD
AVE
On HampBlvd To
ODU 0 1 3 4 50 0 1 0 30 0 0
HAMPTON BLVD
BEECHWOOD AVE
On BeechWoodAve From Down Town 0 0 0 1 0 0 0 0 25 0 0
HAMPTON
BLVD
BEECHWOOD
AVE
On BeechWoodAve
To Down Town 1 0 0 2 0 50 0 0 25 0 0
10
LITTLE
CREEK RD GRANBY ST
On Little Creek Rd
From ODU 1 1 2 4 50 75 0 0 35 0 0
LITTLE
CREEK RD GRANBY ST
On Little Creek Rd
To ODU 1 1 1 3 30 30 1 0 35 0 0
LITTLE
CREEK RD GRANBY ST
On GranbyBlvd To
I64 1 2 2 5 100 0 1 0 35 0 0
LITTLE
CREEK RD GRANBY ST
On GranbyBlvd From
I64 0 2 2 5 70 0 1 0 35 0 0
11
LITTLE
CREEK RD DIVEN ST
On LittleCreekRd
From ODU 0 0 0 2 0 0 0 0 35 0 0
LITTLE
CREEK RD DIVEN ST
On LittleCreekRd To
ODU 0 0 0 2 0 0 0 0 35 0 0
28
No Street 1 Street 2 Direction
Lanes right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left turn
lane
length
Right turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign for
street
light
Sign for
turn
lane
LITTLE CREEK RD DIVEN ST
On DevinSt From IntTerBlvd 1 0 0 2 0 100 0 0 25 0 0
LITTLE CREEK RD DIVEN ST
On DevinSt To IntTerBlvd 0 0 0 1 0 0 0 0 25 0 0
12
LITTLE
CREEK RD
RUTHAVEN
RD
On LittleCreekRd
From ODU 0 0 0 2 0 0 0 0 35 0 0
LITTLE CREEK RD
RUTHAVEN RD
On LittleCreekRd To ODU 0 0 0 2 0 0 0 0 35 0 0
LITTLE CREEK RD
RUTHAVEN RD
On RuthavenRd To IntTerBlvd 0 0 0 1 0 0 0 0 25 0 0
LITTLE
CREEK RD
RUTHAVEN
RD
On RuthavenRd From
IntTerBlvd 0 0 0 1 0 0 0 0 25 0 0
13
LITTLE
CREEK RD
OLD OCEAN
VIEW RD
On LittleCreekRd
From I64 1 1 2 4 30 30 1 0 35 0 0
LITTLE
CREEK RD
OLD OCEAN
VIEW RD
On LittleCreekRd To
I64 0 2 1 4 70 0 1 0 35 0 0
LITTLE CREEK RD
OLD OCEAN VIEW RD
On OldOceanViewRd To Down Town 0 1 0 2 50 0 0 0 25 0 0
LITTLE
CREEK RD
OLD OCEAN
VIEW RD
On OldOceanViewRd
From Down Town 1 1 1 3 25 25 1 0 25 0 0
14
LITTLE
CREEK RD
TIDEWATER
DR
On LittleCreekRd
From I64 1 1 2 4 50 150 0 0 35 0 0
LITTLE
CREEK RD
TIDEWATER
DR
On LittleCreekRd To
I64 0 1 2 4 150 0 1 0 35 0 0
LITTLE
CREEK RD
TIDEWATER
DR
On TideWaterDr To
Down Town 1 0 2 4 0 100 1 0 40 0 0
LITTLE
CREEK RD
TIDEWATER
DR
On TideWaterDr
From Down Town 1 1 2 4 0 100 1 0 40 0 1
15
LITTLE
CREEK RD
SEWELLS
POINT RD
On LittleCreekRd To
I64 0 1 1 3 50 0 1 0 35 0 0
29
No Street 1 Street 2 Direction
Lanes right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left turn
lane
length
Right turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign for
street
light
Sign for
turn
lane
LITTLE CREEK RD
SEWELLS POINT RD
On LittleCreekRd From I64 1 1 2 4 30 30 1 0 35 1 0
LITTLE CREEK RD
SEWELLS POINT RD
On SeaWellPointRd From intersection 1 1 0 2 70 70 1 0 35 0 0
LITTLE
CREEK RD
SEWELLS
POINT RD No Street 0 0 0 0 0 0 0 0 0 0 0
16 LITTLE CREEK RD
MILITARY HWY
On LittleCreekRd From I64 1 1 2 4 50 150 1 0 35 0 1
LITTLE CREEK RD
MILITARY HWY
On LittleCreekRd To I64 0 1 2 3 150 150 1 0 35 0 0
LITTLE
CREEK RD
PYTHIAN AVE
(MILITARY
HWY)
On Pythian Ave
(MilitaryHwy) To
Airport 0 0 0 1 0 0 0 0 25 0 0
LITTLE
CREEK RD
MILITARY
HWY
On MilitaryHwy
From Airport 1 1 0 3 100 100 1 0 45 0 1
17
LITTLE
CREEK RD
CHESAPEAKE
BLVD
On LittleCreekRd To
I64 1 1 2 4 100 100 0 0 35 0 1
LITTLE
CREEK RD
CHESAPEAKE
BLVD
On LittleCreekRd
From I64 0 1 0 3 100 0 0 0 35 0 1
LITTLE
CREEK RD
CHESAPEAKE
BLVD
On ChesapeakeBlvd
To Down Town 0 2 1 4 100 0 1 0 40 0 1
LITTLE
CREEK RD
CHESAPEAKE
BLVD
On ChesapeakeBlvd
From Down Town 1 1 2 4 100 50 1 0 40 0 1
18
BRAMBLETON
AVE COLLEY AVE
On BrambletonAve
From Down Town 1 1 3 5 100 50 1 Solid 0 35 0 1
BRAMBLETON
AVE COLLEY AVE
On BrambletonAve
To Down Town 1 1 3 5 40 100 1 0 35 0 1
BRAMBLETON
AVE COLLEY AVE
On ColleyAve To
Down Town 1 1 0 3 75 100 1 Grass 0 25 0 1
BRAMBLETON
AVE COLLEY AVE
On ColleyAve From
Down Town 0 2 0 3 100 100 1 0 25 0 1
19
BRAMBLETON
AVE DUKE ST
On BrambletonAve
To Down Town 1 1 3 5 50 75 1 0 30 0 1
30
No Street 1 Street 2 Direction
Lanes right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left turn
lane
length
Right turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign for
street
light
Sign for
turn
lane
BRAMBLETON AVE DUKE ST
On BrambletonAve From Down Town 0 1 3 4 75 0 1 0 30 0 0
BRAMBLETON AVE DUKE ST
On DukeSt To Down Town 1 1 0 2 40 0 0 0 25 0 0
BRAMBLETO
N AVE DUKE ST
On DukeSt From
Down Town 0 2 1 3 200 0 0 0 25 0 1
20 BRAMBLETON AVE BOUSH ST
On BrambletonAve From Down Town 0 0 0 3 0 0 1 0 30 1 0
BRAMBLETON AVE BOUSH ST
On BrambletonAve To Down Town 2 0 4 6 0 100 1 0 30 0 1
BRAMBLETON AVE BOUSH ST
On BoushSt From Down Town 0 2 2 4 100 0 1 0 25 0 0
BRAMBLETON AVE BOUSH ST No Street 0 0 0 0 0 0 0 0 0 0 0
21
BRAMBLETO
N AVE GRANBY ST
On BrambletonAve
From Down Town 0 0 0 1 0 0 0 0 15 1 0
BRAMBLETON AVE GRANBY ST
On BrambletonAve To Down Town 0 0 0 1 0 0 0 0 25 1 0
BRAMBLETON AVE GRANBY ST
On Granby Blvd From BoushSt 0 0 0 3 0 0 1 0 30 0 0
BRAMBLETO
N AVE GRANBY ST
On Granby Blvd To
BoushSt 0 1 0 4 100 0 1 0 30 0 0
22
BRAMBLETO
N AVE
MONTICELLO
AVE
On BrambletonAve
From BoushSt 0 1 0 4 30 0 1 0 30 0 0
BRAMBLETO
N AVE
MONTICELLO
AVE
On BrambletonAve
To BoushSt 0 1 0 4 50 0 1 0 30 0 0
BRAMBLETON AVE
MONTICELLO AVE
On MonticelloAve From Down Town 0 1 0 3 75 0 0 0 25 0 0
BRAMBLETO
N AVE
MONTICELLO
AVE
On MonticelloAve To
Down Town 1 1 0 4 100 100 0 0 30 0 0
23
BRAMBLETO
N AVE
ST PAULS
BLVD
On BrambletonAve
From BoushSt 1 1 0 4 75 100 1 0 30 0 0
31
No Street 1 Street 2 Direction
Lanes right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left turn
lane
length
Right turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign for
street
light
Sign for
turn
lane
BRAMBLETON AVE
ST PAULS BLVD
On BrambletonAve To BoushSt 1 0 0 4 75 0 0 0 30 0 0
BRAMBLETON AVE
ST PAULS BLVD
On StPaulsBlvd To Down Town 0 2 0 5 100 0 1 0 30 0 0
BRAMBLETON
AVE
ST PAULS
BLVD
On StPaulsBlvd From
Down Town 0 2 0 4 100 0 1 0 30 0 1
24 BRAMBLETON AVE BOUSH ST
On BrambletonAve From BoushSt 0 1 0 4 50 0 1 0 30 0 0
BRAMBLETON AVE BOUSH ST
On BrambletonAve To BoushSt 0 1 0 4 30 0 1 0 30 0 0
BRAMBLETON AVE BOUSH ST
On ChurchSt To Down Town 0 2 0 4 75 0 1 0 25 0 0
BRAMBLETON AVE BOUSH ST
On ChurchSt From Down Town 0 1 0 3 75 0 1 0 25 0 0
25
BRAMBLETON
AVE PARK AVE
On BrambletonAve
To BoushSt 1 1 0 4 75 50 0 0 30 0 0
BRAMBLETON AVE PARK AVE
On BrambletonAve From BoushSt 0 1 0 4 75 0 0 0 30 0 0
BRAMBLETON AVE PARK AVE
On ParkAve To Down Town 0 2 0 3 100 0 0 0 25 0 1
BRAMBLETON
AVE PARK AVE
On ParkAve From
Down Town 1 0 0 2 0 100 0 0 25 0 0
26
BRAMBLETON
AVE
TIDEWATER
DR
On BrambletonAve
From BoushSt 1 2 0 5 100 50 1 0 30 0 0
BRAMBLETON
AVE
TIDEWATER
DR
On BrambletonAve
To BoushSt 1 2 0 6 75 50 1 0 30 0 0
BRAMBLETON AVE
TIDEWATER DR
On TideWaterDr From Down Town 1 1 0 5 35 100 1 0 35 0 0
BRAMBLETON
AVE
TIDEWATER
DR
On TideWaterDr To
Down Town 1 1 0 5 50 30 1 0 35 0 0
27
TIDEWATER
DR
VA BEACH
BLVD
On TideWaterDr
From Down Town 1 0 0 4 0 50 1 0 35 0 0
32
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
TIDEWATER
DR
VA BEACH
BLVD
On TideWaterDr To
Down Town 1 0 0 4 0 75 1 0 35 0 0
TIDEWATER
DR
VA BEACH
BLVD
On VABeachBlvd
From ChurchSt 0 1 0 3 100 0 1 0 30 0 0
TIDEWATER
DR
VA BEACH
BLVD
On VABeachBlvd To
ChurchSt 0 0 0 2 0 0 1 0 30 0 0
28
TIDEWATER
DR
PRINCESS
ANNE RD
On TideWaterDr
From Down Town 0 1 0 4 100 0 1 0 35 0 0
TIDEWATER
DR
PRINCESS
ANNE RD
On TideWaterDr To
Down Town 1 1 0 5 75 75 1 0 35 0 0
TIDEWATER
DR
PRINCESS
ANNE RD
On PricessAnneRd
From ChurchSt 0 1 0 3 75 0 0 0 25 0 0
TIDEWATER
DR
PRINCESS
ANNE RD
On PricessAnneRd
To ChurchSt 0 1 0 3 100 0 0 0 25 0 0
29
TIDEWATER
DR GOFF ST
On TideWaterDr
From Down Town 0 1 0 4 50 0 1 0 35 0 0
TIDEWATER
DR GOFF ST
On TideWaterDr To
Down Town 0 1 0 4 50 0 1 0 35 0 0
TIDEWATER
DR GOFF ST
On Goff St From
ChurchSt 0 0 0 2 0 0 0 0 25 0 0
TIDEWATER
DR GOFF ST
On Goff St To
ChurchSt 0 0 0 2 0 0 0 0 25 0 0
30 TIDEWATER DR
LINDENWOOD AVE
On TideWaterDr To Down Town 0 0 0 2 0 0 0 0 35 0 0
TIDEWATER
DR
LINDENWOOD
AVE
On TideWaterDr
From Down Town 0 1 0 3 30 0 0 0 35 0 0
TIDEWATER
DR
LINDENWOOD
AVE
On LindenWoodAve
From ChurchSt 1 1 0 3 30 50 0 0 25 0 0
TIDEWATER DR
LINDENWOOD AVE
On LindenWoodAve To ChurchSt 0 0 0 2 0 0 0 0 25 0 0
31 CHESAPEAKE BLVD
NORVIEW AVE
On ChesapeakeBlvd From water front 1 1 0 5 70 30 0 0 40 0 0
CHESAPEAKE BLVD
NORVIEW AVE
On ChesapeakeBlvd To water front 0 2 0 4 100 0 1 0 40 0 0
33
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
CHESAPEAKE
BLVD
NORVIEW
AVE
On NorviewAve To
water front 1 0 0 1 0 100 1 0 25 0 0
CHESAPEAKE
BLVD
NORVIEW
AVE
On NorviewAve
From water front 0 1 0 3 70 0 1 0 35 0 0
32
CHESAPEAKE
BLVD
SEWELLS
POINT RD No Street 0 0 0 0 0 0 0 0 0 0 0
CHESAPEAKE
BLVD
SEWELLS
POINT RD No Street 0 0 0 0 0 0 0 0 0 0 0
CHESAPEAKE
BLVD
SEWELLS
POINT RD
ChsBlv-Seawell From
Down Town 0 1 0 2 100 0 0 0 25 0 0
CHESAPEAKE
BLVD
SEWELLS
POINT RD
ChsBlv-Seawell To
Down Town 0 1 0 3 100 0 0 0 35 0 0
33 CHESAPEAKE BLVD
JOHNSTONS RD
On ChesapeakeBlvd From water front 0 1 0 4 100 0 1 0 40 0 0
CHESAPEAKE
BLVD
JOHNSTONS
RD
On ChesapeakeBlvd
To water front 1 1 0 4 80 150 1 0 40 0 0
CHESAPEAKE
BLVD
JOHNSTONS
RD
On JohnstonsRd
From Down Town 0 1 0 2 80 0 0 0 25 0 0
CHESAPEAKE BLVD
JOHNSTONS RD
On JohnstonsRd To Down Town 1 1 0 3 80 80 0 0 25 0 0
34 MILITARY HWY
JOHNSTONS RD
On MilitaryHwy To Down Town 1 1 0 4 300 30 0 1 Gravel 45 0 0
MILITARY HWY
JOHNSTONS RD
On MilitaryHwy From Down Town 0 1 0 3 50 0 0 1 45 0 0
MILITARY
HWY
JOHNSTONS
RD
On JohnstonsRd To
water front 1 1 0 3 50 50 0 0 25 0 0
MILITARY HWY
JOHNSTONS RD
On JohnstonsRd From water front 1 1 0 3 70 70 0 0 25 0 0
35 MILITARY HWY
NORVIEW AVE
On MilitaryHwy To Down Town 1 1 0 4 100 80 0 0 45 0 0
MILITARY HWY
NORVIEW AVE
On MilitaryHwy From Down Town 0 1 0 3 50 0 0 1 Grass 45 0 0
34
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
MILITARY
HWY
NORVIEW
AVE
On NorviewAve To
water front 1 0 0 3 50 0 1 0 30 0 0
MILITARY
HWY
NORVIEW
AVE
On NorviewAve
From water front 1 0 0 3 70 0 1 0 30 0 0
36
MILITARY
HWY
AZALEA
GARDEN RD
On MilitaryHwy To
Down Town 1 1 0 4 100 70 0 1 Gravel 45 0 0
MILITARY
HWY
AZALEA
GARDEN RD
On MilitaryHwy
From Down Town 1 1 0 4 50 100 0 1 45 0 0
MILITARY
HWY
AZALEA
GARDEN RD
On AzeleaGardenRd
To water front 1 0 0 3 100 0 0 1 30 0 0
MILITARY
HWY
AZALEA
GARDEN RD
On AzeleaGardenRd
From water front 1 1 0 3 100 100 0 0 30 0 0
37 MILITARY HWY
ROBIN HOOD RD
On MilitaryHwy To Down Town 1 1 0 4 30 50 1 1 Gravel 45 0 0
MILITARY
HWY
ROBIN HOOD
RD
On MilitaryHwy
From Down Town 1 1 0 4 60 70 1 0 45 0 0
MILITARY
HWY
ROBIN HOOD
RD
On RobinHoodRd To
water front 1 1 0 3 70 100 0 0 30 0 0
MILITARY HWY
ROBIN HOOD RD
On RobinHoodRd From water front 1 1 0 3 70 100 1 0 30 0 0
38 MILITARY HWY
PRINCESS ANNE RD
On MilitaryHwy To Down Town 1 1 0 4 50 100 1 1 Grass 45 0 0
MILITARY HWY
PRINCESS ANNE RD
On MilitaryHwy From Down Town 1 2 0 5 60 50 1 0 45 0 0
MILITARY
HWY
PRINCESS
ANNE RD
On PrincessAnne/NHamp
To water front 1 2 0 5 80 100 1 0 45 1 1
MILITARY
HWY
PRINCESS
ANNE RD
On PrincessAnneRd
From water front 1 1 0 4 100 100 1 0 45 0 0
39
MILITARY
HWY LOWERY RD
On MilitaryHwy To
Down Town 1 2 0 7 120 120 1 1 45 0 0
MILITARY
HWY LOWERY RD
On MilitaryHwy
From Down Town 1 1 0 5 50 100 1 0 40 0 0
35
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
MILITARY
HWY LOWERY RD
On LoweryRd To
water front 1 1 0 3 100 100 1 0 25 0 0
MILITARY
HWY LOWERY RD
On LoweryRd From
water front 1 2 0 4 60 30 0 0 25 0 0
40
MILITARY
HWY
VA BEACH
BLVD
On MilitaryHwy To
Down Town 1 2 0 5 60 100 1 0 25 0 0
MILITARY
HWY
VA BEACH
BLVD
On MilitaryHwy
From Down Town 1 2 0 5 60 100 1 0 25 0 0
MILITARY
HWY
VA BEACH
BLVD
On VABeachBlvd To
water front 1 2 0 6 100 100 1 0 45 0 0
MILITARY
HWY
VA BEACH
BLVD
On VABeachBlvd
From water front 1 2 0 6 100 100 1 0 45 0 0
41 MILITARY HWY
POPLAR HALL DR
On MilitaryHwy From water front 1 1 0 7 70 50 1 0 40 0 0
MILITARY
HWY
POPLAR HALL
DR
On MilitaryHwy To
water front 1 1 0 7 150 150 1 0 40 0 0
MILITARY
HWY
POPLAR HALL
DR
On PoplarHallRd To
Down Town 0 3 0 4 100 0 0 0 35 0 0
MILITARY HWY
POPLAR HALL DR
On PoplarHallRd From Down Town 1 1 1 3 100 70 0 0 25 0 0
42 MILITARY HWY HOGGARD RD
On MilitaryHwy From water front 1 1 0 7 50 50 1 0 40 0 0
MILITARY HWY HOGGARD RD
On MilitaryHwy To water front 1 1 0 7 50 30 1 0 40 0 0
MILITARY
HWY HOGGARD RD
On HoggardRd To
Down Town 0 1 0 2 100 0 0 0 25 0 0
MILITARY HWY HOGGARD RD
On HoggardRd From Down Town 0 1 0 2 100 0 0 0 25 0 0
43 MILITARY HWY
CORPORATE BLVD
On MilitaryHwy From water front 1 2 0 7 60 30 1 0 45 0 0
MILITARY HWY
CORPORATE BLVD
On MilitaryHwy To water front 1 2 0 7 70 30 1 0 45 0 0
36
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
MILITARY
HWY
CORPORATE
BLVD
On CorpporateDr
From Down Town 1 1 0 3 70 40 1 0 30 0 0
MILITARY
HWY
CORPORATE
BLVD
On CorpporateDr To
Down Town 1 1 0 2 0 50 0 0 30 0 0
44 GRANBY ST
WILLOW
WOOD DR
On GranbyBlvd From
Down Town 0 0 0 3 0 0 1 0 30 0 0
GRANBY ST
WILLOW
WOOD DR
On GranbyBlvd To
Down Town 0 1 0 4 50 0 1 0 30 0 0
GRANBY ST
WILLOW
WOOD DR
On WillowWoodDr
From water front 1 1 0 3 40 30 0 0 25 0 0
GRANBY ST
WILLOW
WOOD DR No Street 0 0 0 0 0 0 0 0 0 0 0
45 GRANBY ST 21ST ST On GranbyBlvd From Down Town 0 0 0 1 0 0 0 0 25 0 0
GRANBY ST 21ST ST
On GranbyBlvd To
Down Town 0 0 0 1 0 0 0 0 25 0 0
GRANBY ST 21ST ST
On 21stSt From water
front 0 1 0 2 30 0 0 0 25 0 0
GRANBY ST 21ST ST On 21stSt To water front 0 1 0 2 40 0 0 0 25 0 0
46 COLLEY AVE 26TH ST On ColleyAve From Down Town 0 0 0 2 0 0 1 0 25 0 0
COLLEY AVE 26TH ST On ColleyAve To Down Town 0 1 0 3 70 0 1 0 25 0 0
COLLEY AVE 26TH ST No Street 0 0 0 0 0 0 0 0 0 0 0
COLLEY AVE 26TH ST
On 26thSt To water
front 0 0 0 3 0 0 0 0 30 0 0
47 COLLEY AVE 27TH ST
On ColleyAve From
Down Town 0 1 0 3 80 0 1 0 25 0 0
COLLEY AVE 27TH ST
On ColleyAve To
Down Town 0 0 0 2 0 0 1 0 25 0 0
COLLEY AVE 27TH ST On 27thSt From water front 0 0 0 3 0 0 0 0 30 0 0
37
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
COLLEY AVE 27TH ST No Street 0 0 0 0 0 0 0 0 0 0 0
48
COLONIAL
AVE 27TH ST
On ColonialAve
From Down Town 0 1 0 2 50 0 0 0 25 0 0
COLONIAL
AVE 27TH ST
On ColonialAve To
Down Town 0 0 0 2 0 0 0 0 25 0 0
COLONIAL
AVE 27TH ST
On 27thSt From
water front 0 0 0 3 0 0 0 0 30 0 0
COLONIAL
AVE 27TH ST No Street 0 0 0 0 0 0 0 0 0 0 0
49 GRANBY ST
BAYVIEW
BLVD
On GranbyBlvd To
Down Town 0 1 0 3 30 0 1 1 35 0 0
GRANBY ST
BAYVIEW
BLVD
On GranbyBlvd From
Down Town 1 1 0 4 60 50 1 0 35 0 0
GRANBY ST
BAYVIEW
BLVD
On BayViewAve To
water front 0 1 0 2 50 0 0 0 30 0 0
GRANBY ST
BAYVIEW
BLVD
On BayViewAve
From water front 1 0 0 2 0 30 0 0 25 0 0
50 GRANBY ST
EAST BAY
AVE
On GranbyBlvd To
Down Town 0 0 0 2 0 0 1 0 35 0 0
GRANBY ST
EAST BAY
AVE
On GranbyBlvd From
Down Town 0 0 0 2 0 0 1 0 35 0 0
GRANBY ST
EAST BAY
AVE
On EastBayAve To
water front 1 0 0 2 0 30 0 0 25 0 0
GRANBY ST
EAST BAY
AVE
On EastBayAve From
water front 1 0 0 2 0 45 0 0 25 0 0
51
OCEAN VIEW
AVE 4TH VIEW ST
On OceanViewAve
To Hampton 0 1 0 2 100 0 1 0 35 1 0
OCEAN VIEW
AVE 4TH VIEW ST
On OceanViewAve
From Hampton 1 0 0 3 0 50 1 0 30 0 0
OCEAN VIEW
AVE 4TH VIEW ST
On 4thViewSt To
intersection 1 0 0 2 0 100 1 0 35 0 0
OCEAN VIEW
AVE 4TH VIEW ST No Street 0 0 0 0 0 0 0 0 0 0 0
52
OCEAN VIEW
AVE 1ST VIEW ST
On OceanViewAve
From Hampton 0 0 0 2 0 0 0 1 35 0
0
38
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
OCEAN VIEW
AVE 1ST VIEW ST
On OceanViewAve
To Hampton 0 1 0 3 50 0 1 1 35 0 0
OCEAN VIEW
AVE 1ST VIEW ST
On 1stViewSt to
intersection 1 1 0 2 100 100 0 0 25 0 0
OCEAN VIEW
AVE 1ST VIEW ST No Street 0 0 0 0 0 0 0 0 0 0 0
53
OCEAN VIEW
AVE
CHESAPEAKE
BLVD
On OceanViewAve
From Hampton 1 1 0 4 30 50 0 0 35 0 0
OCEAN VIEW
AVE
CHESAPEAKE
BLVD
On OceanViewAve
To Hampton 0 1 0 3 40 0 0 0 35 0 0
OCEAN VIEW
AVE
CHESAPEAKE
BLVD
On ChesapeakeBlvd
to intersection 1 1 0 2 100 100 1 0 35 0 0
OCEAN VIEW
AVE
CHESAPEAKE
BLVD No Street 0 0 0 0 0 0 0 0 0 0 0
54
OCEAN VIEW
AVE
CHESAPEAKE
ST
On OceanViewAve
To Hampton 0 1 0 3 25 0 0 0 35 0 0
OCEAN VIEW
AVE
CHESAPEAKE
ST
On OceanViewAve
From Hampton 0 1 0 3 25 0 0 0 35 0 0
OCEAN VIEW
AVE
CHESAPEAKE
ST No Street 0 0 0 1 0 0 0 0 25 0 0
OCEAN VIEW
AVE
CHESAPEAKE
ST No Street 0 0 0 0 0 0 0 0 0 0 0
55 OCEAN VIEW AVE
CAPEVIEW AVE
On OceanViewAve From Hampton 0 0 0 2 0 0 0 0 35 0 0
OCEAN VIEW
AVE
CAPEVIEW
AVE
On OceanViewAve
To Hampton 0 1 0 3 40 0 0 0 35 0 0
OCEAN VIEW
AVE
CAPEVIEW
AVE
On CapeViewAve to
intersection 1 1 0 2 60 60 0 0 30 0 0
OCEAN VIEW AVE
CAPEVIEW AVE No Street 0 0 0 0 0 0 0 0 0 0 0
56 MONTICELLO AVE 26TH ST
On MonticelloAve To Down Town 0 1 0 3 30 0 0 0 30 0 0
MONTICELLO AVE 26TH ST
On MonticelloAve To Down Town 0 0 0 2 0 0 0 0 30 0 0
39
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
MONTICELLO
AVE 26TH ST
On 26thSt to
intersection 0 0 0 3 0 0 0 0 30 0 0
MONTICELLO
AVE 26TH ST No Street 0 0 0 0 0 0 0 0 0 0 0
57
TIDEWATER
DR WIDGEON RD No Street 0 0 0 0 0 0 0 0 0 0 0
TIDEWATER
DR WIDGEON RD
On WidgeonRd From
ocean front 1 1 0 2 20 20 0 0 25 0 0
TIDEWATER
DR WIDGEON RD
On TideWaterDr To
Down Town 0 0 2 3 0 0 1 0 35 0 0
TIDEWATER
DR WIDGEON RD
On TideWaterDr
From Down Town 0 1 0 4 100 0 1 0 35 0 0
58 TIDEWATER DR
EAST BAY AVE
On TideWaterDr To Down Town 0 1 0 3 30 0 1 0 40 0 0
TIDEWATER
DR
EAST BAY
AVE
On TideWaterDr
From Down Town 0 1 0 3 45 0 1 0 40 0 0
TIDEWATER
DR
EAST BAY
AVE
On EastBayAve From
ocean front 1 1 1 3 30 20 0 0 30 0 0
TIDEWATER DR
EAST BAY AVE
On EastBayAve To ocean front 1 1 1 3 30 30 0 0 30 0 0
59 TIDEWATER DR THOLE ST
On TideWaterDr From Down Town 1 1 2 4 50 30 1 1 35 0 1
TIDEWATER DR THOLE ST
On TideWaterDr To Down Town 1 0 2 3 0 100 1 0 35 0 0
TIDEWATER
DR THOLE ST No Street 0 0 0 0 0 0 0 0 0 0 0
TIDEWATER DR THOLE ST
On TholeSt to intersection 1 1 1 3 30 100 0 0 25 0 0
60 TIDEWATER DR
NORVIEW AVE
On TideWaterDr From Down Town 1 0 2 3 0 70 1 0 35 0 0
TIDEWATER DR
NORVIEW AVE
On TideWaterDr To Down Town 0 1 2 3 100 0 0 0 35 0 0
40
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
TIDEWATER
DR
NORVIEW
AVE
On NorviewAve
From ocean front 1 1 0 2 30 30 0 0 35 0 0
TIDEWATER DR
NORVIEW AVE No Street 0 0 0 0 0 0 0 0 0 0 0
61
TIDEWATER
DR
WILLOW
WOOD DR
On TideWaterDr To
Down Town 0 0 0 2 0 0 0 0 35 0 0
TIDEWATER DR
WILLOW WOOD DR
On TideWaterDr From Down Town 0 0 1 2 0 0 0 0 35 0 0
TIDEWATER DR
WILLOW WOOD DR
On WillowWoodDr To ocean front 0 0 0 1 0 0 0 0 30 0 0
TIDEWATER DR
WILLOW WOOD DR No Street 0 0 0 0 0 0 0 0 0 0 0
62 TIDEWATER DR
CROMWELL DR
On TideWaterDr To Down Town 0 1 0 3 30 0 0 0 35 0 0
TIDEWATER
DR
CROMWELL
DR
On TideWaterDr
From Down Town 0 1 0 3 50 0 0 0 35 0 0
TIDEWATER DR
CROMWELL DR
On CormwellDr To ocean front 0 1 0 2 30 0 0 0 30 0 0
TIDEWATER DR
CROMWELL DR
TdWtr-Cormwell From ocean front 1 1 0 3 70 70 0 0 30 0 0
63
TIDEWATER
DR
LAFAYETTE
BLVD
On TideWaterDr To
Down Town 0 1 0 3 50 0 0 0 35 0 0
TIDEWATER DR
LAFAYETTE BLVD
On TideWaterDr From Down Town 0 1 0 3 30 0 0 0 35 0 0
TIDEWATER DR
LAFAYETTE BLVD
On LafayetteBlvd From ocean front 0 1 0 3 70 0 0 0 30 0 0
TIDEWATER
DR
LAFAYETTE
BLVD
On LafayetteBlvd To
ocean front 0 1 1 3 70 0 1 0 30 0 0
64
NEWTOWN
RD
KEMPSVILLE
RD
On NewtownRd To
VABeach 1 1 2 4 100 100 1 0 35 0 0
NEWTOWN
RD
KEMPSVILLE
RD
On NewtownRd
From VABeach 1 2 1 4 0 0 1 0 35 0 0
41
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
NEWTOWN
RD
KEMPSVILLE
RD
On KempsvilleRd To
Down Town 1 1 2 4 80 150 1 0 35 0 0
NEWTOWN
RD
KEMPSVILLE
RD
On KempsvilleRd
From Down Town 0 1 1 3 70 0 1 0 35 0 0
65
KEMPSVILLE
RD
KEMPSVILLE
CIRCLE
On KempsvilleRd To
Down Town 1 1 0 4 100 50 1 0 35 0 0
KEMPSVILLE
RD
KEMPSVILLE
CIRCLE
On KempsvilleRd
From Down Town 1 1 0 4 50 100 1 0 35 0 0
KEMPSVILLE
RD
KEMPSVILLE
CIRCLE
On KempsvilleCircle
To VABeach 1 0 0 2 0 40 1 0 15 0 0
KEMPSVILLE
RD
KEMPSVILLE
CIRCLE
On KempsvilleCircle
From VABeach 1 0 0 2 0 20 1 0 15 0 0
66 NEWTOWN RD
CENTER DRIVE
On NewtownRd To VABeach 1 1 0 4 100 100 1 0 35 0 0
NEWTOWN
RD
CENTER
DRIVE
On NewtownRd
From VABeach 1 0 0 3 0 50 1 0 35 0 0
NEWTOWN
RD
CENTER
DRIVE No Street 0 0 0 0 0 0 0 0 0 0 0
NEWTOWN RD
CENTER DRIVE
On CenterDr to intersection 1 1 0 2 100 100 1 0 25 0 0
67 NEWTOWN RD
ETHEN ALLEN DRIVE
On EthenAllenDr To Down Town 0 1 0 2 50 0 1 0 25 0 0
NEWTOWN RD
ETHEN ALLEN DRIVE
On EthenAllenDr From Down Town 0 1 0 2 15 0 1 0 25 0 0
NEWTOWN
RD
ETHEN ALLEN
DRIVE
On NewtownRd To
VABeach 1 1 0 4 100 130 1 0 35 0 0
NEWTOWN RD
ETHEN ALLEN DRIVE
On NewtownRd From VABeach 0 1 0 3 70 0 1 0 35 0 0
68 COLONIAL AVE 27TH ST
On 27thSt to intersection 0 0 0 3 0 0 0 0 30 0 0
COLONIAL AVE 27TH ST No Street/oneway 0 0 0 0 0 0 0 0 0 0 0
42
No Street 1 Street 2 Direction
Lanes right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left turn
lane
length
Right turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign for
street
light
Sign for
turn
lane
COLONIAL AVE 27TH ST
Colonial & 27th St To Down Town 0 0 0 2 0 0 0 0 25 0 0
COLONIAL AVE 27TH ST
Colonial & 27th St From Down Town 0 1 0 2 60 0 0 0 25 0 0
69
MONTICELLO
AVE 27TH ST
On 27thSt to
intersection 0 0 0 3 0 0 0 0 30 0 0
MONTICELLO AVE 27TH ST No Street/oneway 0 0 0 0 0 0 0 0 0 0 0
MONTICELLO AVE 27TH ST
On MonticelloAve To Down Town 0 0 0 2 0 0 0 0 30 0 0
MONTICELLO
AVE 27TH ST
On MonticelloAve
From Down Town 0 1 0 3 20 0 0 0 30 0 0
70 CHURCH ST 27TH ST
On 27thSt to
intersection 0 0 0 3 0 0 0 0 30 0 0
CHURCH ST 27TH ST No Street 0 0 0 0 0 0 0 0 0 0 0
CHURCH ST 27TH ST
On ChurchSt To
Down Town 0 0 0 2 0 0 0 1 30 0 0
CHURCH ST 27TH ST
On ChurchSt From
Down Town 0 1 0 3 120 0 0 1 30 0 0
71
LITTLE
CREEK RD HALPRIN LN
On LittleCreekRd
From I64 1 1 2 4 100 30 1 1 35 0 0
LITTLE
CREEK RD HALPRIN LN
On LittleCreekRd To
I64 1 1 2 4 130 130 1 0 35 0 0
LITTLE
CREEK RD HALPRIN LN
On HalprinLn From
Down Town 0 1 0 2 30 0 0 0 25 0 1
LITTLE
CREEK RD HALPRIN LN
On HalprinLn To
Down Town 0 1 0 2 50 0 0 0 25 0 0
72
LITTLE
CREEK RD
AZALEA
GARDEN RD
On AzeleaGardenRd
From Down Town 1 1 2 4 30 30 1 1 40 0 0
LITTLE
CREEK RD
AZALEA
GARDEN RD
On AzeleaGardenRd
To Down Town 1 1 2 4 50 100 1 1 40 0 0
LITTLE
CREEK RD
AZALEA
GARDEN RD
On LittleCreekRd
From I64 0 0 0 1 0 0 0 0 30 0 0
43
No Street 1 Street 2 Direction
Lanes
right
turn
only
Lanes
left
only
Lanes
straight
only
Total
lanes
Left
turn
lane
length
Right
turn
lane
length Median
Median
type
Shoulder/
pavement
Pavement
type
Speed
limit
Sign
for
street
light
Sign
for
turn
lane
LITTLE CREEK RD
AZALEA GARDEN RD
On LittleCreekRd To I64 0 1 0 2 70 0 0 0 30 0 0
73 LITTLE CREEK RD SHORE DRIVE
On LittleCreekRd To base 1 2 1 4 100 30 1 1 40 0 1
LITTLE
CREEK RD SHORE DRIVE No Street 0 0 0 0 0 0 0 0 0 0 0
LITTLE CREEK RD SHORE DRIVE
On ShoreDr To Down Town 1 1 2 4 100 100 1 1 35 0 0
LITTLE CREEK RD SHORE DRIVE
On ShoreDr From Down Town 0 1 2 3 100 0 1 1 35 0 1
44
Table I: Raw Data Collected On Selected Intersections of the City of Norfolk Collected Between June-Sept 2010 (Part 2)
No Street Street Direction
Sign
chevron
Sign next
street
name
Sign
others
Vege-
tation
Drive-ways
comm
ercial
Drive-ways
resi-
dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right lane
turn
signal
Left lane
turn
signal
1
HAMPTON
BLVD
INT TERMINAL
BLVD
On HampBlvd
From ODU 1 1 1 0 6 0 0 0 1 0 1 0 1
HAMPTON
BLVD
INT
TERMINAL
BLVD
On HampBlvd
To ODU 1 1 1 0 3 0 0 0 0 0 0 0 1
HAMPTON BLVD
INT
TERMINAL BLVD
On IntTermBlvd From I64 1 1 0 1 0 0 0 0 0 0 1 0 1
HAMPTON BLVD
INT
TERMINAL BLVD
On IntTermBlvd To I64 0 1 0 1 0 0 0 0 1 0 0 0 1
2
HAMPTON
BLVD
LITTLE
CREEK RD
On HampBlvd To
ODU 0 1 0 0 5 0 0 1 0 0 1 0 1
HAMPTON BLVD
LITTLE CREEK RD
On HampBlvd From ODU 0 1 0 1 5 3 0 0 0 0 0 0 0
HAMPTON BLVD
LITTLE CREEK RD
On LittleCreekRd
From Wards Corner 0 0 1 0 1 2 0 0 0 0 0 0 1
HAMPTON
BLVD
LITTLE
CREEK RD
On LittleCreekRd
To Wards Corner 1 1 1 0 3 5 0 0 0 0 0 0 1
3
HAMPTON
BLVD BAKER ST
On HampBlvd To
ODU 0 0 1 1 7 0 0 0 0 0 1 0 0
HAMPTON
BLVD BAKER ST
On HampBlvd
From ODU 0 0 0 1 5 0 0 0 0 0 0 1 0
HAMPTON BLVD BAKER ST
On BakerStreet To the Intersection 0 0 0 0 0 0 0 0 0 0 0 0 0
HAMPTON
BLVD
BAKER ST
(NO STREET) No Street 0 0 0 0 2 0 0 0 0 0 0 1 1
45
No Street Street Direction
Sign
chevron
Sign next
street
name
Sign
others
Vege-
tation
Drive-ways
comm
ercial
Drive-ways
resi-
dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right lane
turn
signal
Left lane
turn
signal
4
HAMPTON
BLVD
ADMIRAL TAUSSIG
BLVD
On HampBlvd
From ODU 1 0 0 1 1 0 0 0 0 0 0 0 1
HAMPTON
BLVD
ADMIRAL
TAUSSIG BLVD (NO
STREET) No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
HAMPTON
BLVD
ADMIRAL
TAUSSIG
BLVD
On
AdmiralTaussigBl
vd From I564 1 0 0 1 0 0 0 0 0 0 1 0 1
HAMPTON
BLVD
ADMIRAL
TAUSSIG BLVD (NO
STREET) No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
5
INT
TERMINAL
BLVD DIVEN ST
On IntTermBlvd
From I64 0 0 0 0 0 0 0 0 0 0 1 0 1
INT TERMINAL
BLVD DIVEN ST
On IntTermBlvd
To I64 0 0 0 1 0 0 0 0 0 0 0 0 1
INT
TERMINAL
BLVD DIVEN ST
On DivenSt From
LttileCreekRd 0 0 1 0 5 3 0 0 1 0 0 0 0
INT TERMINAL
BLVD DIVEN ST
On DivenSt To
LttileCreekRd 0 0 0 0 0 0 0 0 0 0 0 1 1
6
HAMPTON
BLVD 49TH ST
On HampBlvd To
ODU 0 0 0 0 1 0 0 1 0 0 0 0 1
HAMPTON
BLVD 49TH ST
On HampBlvd
From ODU 0 0 1 0 0 0 0 1 0 0 0 0 1
HAMPTON
BLVD 49TH ST
On 49thSt To
ODU 0 0 0 0 1 4 0 1 0 0 0 0 1
HAMPTON
BLVD 49TH ST
On 49thSt From
ODU 0 0 1 0 5 0 0 1 0 0 1 0 1
7 HAMPTON BLVD 38TH ST
On HampBlvd To ODU 0 0 1 0 8 0 0 1 0 0 1 0 0
46
No Street Street Direction
Sign
chevron
Sign next
street
name
Sign
others
Vege-
tation
Drive-ways
comm
ercial
Drive-ways
resi-
dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right lane
turn
signal
Left lane
turn
signal
HAMPTON BLVD 38TH ST
On HampBlvd From ODU 0 0 1 0 5 0 0 1 0 0 1 0 1
HAMPTON BLVD 38TH ST
On 38th From Down Town 0 0 0 0 3 0 0 1 0 0 0 0 1
HAMPTON
BLVD 38TH ST
On 38th To Down
Town 0 0 0 0 4 0 0 1 0 0 0 0 0
8 HAMPTON BLVD
PRINCESS ANNE RD
On HampBlvd From I264 0 0 1 0 2 3 0 0 0 0 0 0 0
HAMPTON BLVD
PRINCESS ANNE RD
On HampBlvd To I264 0 1 1 0 1 3 0 1 0 0 0 0 0
HAMPTON BLVD
PRINCESS ANNE RD
On
PrincessAnnAve To Down Town 0 0 1 0 0 9 0 0 0 0 0 0 0
HAMPTON
BLVD
PRINCESS
ANNE RD
On
PrincessAnnAve
From Down Town 0 0 1 0 0 2 0 0 0 0 1 0 0
9
HAMPTON
BLVD
BEECHWOOD
AVE
On HampBlvd
From ODU 0 0 0 1 10 0 0 0 0 0 1 0 1
HAMPTON
BLVD
BEECHWOOD
AVE
On HampBlvd To
ODU 0 0 0 1 5 0 0 0 0 0 1 0 0
HAMPTON
BLVD
BEECHWOOD
AVE
On
BeechWoodAve
From Down Town 0 0 0 1 0 7 0 0 0 0 0 0 0
HAMPTON
BLVD
BEECHWOOD
AVE
On BeechWoodAve
To Down Town 0 0 0 0 1 0 0 0 0 0 0 0 0
10
LITTLE
CREEK RD GRANBY ST
On Little Creek
Rd From ODU 0 1 0 0 8 2 0 1 0 0 0 1 1
LITTLE
CREEK RD GRANBY ST
On Little Creek
Rd To ODU 0 0 1 1 4 0 0 1 0 0 1 1 1
LITTLE
CREEK RD GRANBY ST
On GranbyBlvd
To I64 0 1 1 0 5 0 0 1 0 0 0 1 1
LITTLE
CREEK RD GRANBY ST
On GranbyBlvd
From I64 0 1 0 1 4 0 0 1 1 0 0 1 1
11
LITTLE
CREEK RD DIVEN ST
On LittleCreekRd
From ODU 0 0 0 0 8 0 0 0 0 0 0 0 0
47
No Street Street Direction
Sign
chevron
Sign
next
street
name
Sign
others
Vege-
tation
Drive-
ways
comm
ercial
Drive-
ways
resi-
dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
LITTLE
CREEK RD DIVEN ST
On LittleCreekRd
To ODU 0 0 0 0 9 0 0 1 0 0 1 0 1
LITTLE
CREEK RD DIVEN ST
On DevinSt From
IntTerBlvd 0 0 0 0 2 1 0 1 0 0 0 0 0
LITTLE
CREEK RD DIVEN ST
On DevinSt To
IntTerBlvd 0 0 0 1 1 11 0 1 0 0 0 0 0
12 LITTLE CREEK RD
RUTHAVEN RD
On LittleCreekRd From ODU 0 0 0 1 3 8 0 1 0 0 0 0 0
LITTLE CREEK RD
RUTHAVEN RD
On LittleCreekRd To ODU 0 0 0 1 0 0 0 0 0 0 0 0 0
LITTLE
CREEK RD
RUTHAVEN
RD
On RuthavenRd
To IntTerBlvd 0 0 0 1 2 4 0 0 0 0 0 0 0
LITTLE CREEK RD
RUTHAVEN RD
On RuthavenRd From IntTerBlvd 0 0 0 1 2 6 0 0 0 0 1 0 0
13
LITTLE
CREEK RD
OLD OCEAN
VIEW RD
On LittleCreekRd
From I64 0 0 0 0 5 0 0 0 0 0 1 0 1
LITTLE CREEK RD
OLD OCEAN VIEW RD
On LittleCreekRd To I64 0 0 0 0 17 0 0 1 0 0 1 0 1
LITTLE CREEK RD
OLD OCEAN VIEW RD
On
OldOceanViewRd To Down Town 0 0 0 0 4 3 0 0 0 0 0 0 1
LITTLE
CREEK RD
OLD OCEAN
VIEW RD
On
OldOceanViewRd
From Down Town 0 0 1 0 0 0 0 1 0 0 0 0 1
14
LITTLE
CREEK RD
TIDEWATER
DR
On LittleCreekRd
From I64 0 1 1 0 8 0 0 0 0 0 1 1 1
LITTLE
CREEK RD
TIDEWATER
DR
On LittleCreekRd
To I64 0 1 0 0 15 0 0 0 0 0 1 0 1
LITTLE CREEK RD
TIDEWATER DR
On TideWaterDr To Down Town 0 1 1 0 6 0 0 0 0 1 0 1 1
LITTLE
CREEK RD
TIDEWATER
DR
On TideWaterDr
From Down Town 0 1 1 0 7 0 0 0 0 1 1 1 1
15
LITTLE
CREEK RD
SEWELLS
POINT RD
On LittleCreekRd
To I64 0 0 0 1 15 0 0 0 0 0 0 0 1
48
No Street Street Direction
Sign
chevron
Sign
next
street
name
Sign
others
Vege-
tation
Drive-
ways
comm
ercial
Drive-
ways
resi-
dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
LITTLE
CREEK RD
SEWELLS
POINT RD
On LittleCreekRd
From I64 0 0 0 0 3 0 0 0 0 0 1 0 1
LITTLE CREEK RD
SEWELLS POINT RD
On
SeaWellPointRd From intersection 0 0 0 0 6 0 0 0 0 0 0 1 1
LITTLE
CREEK RD
SEWELLS
POINT RD No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
16 LITTLE CREEK RD
MILITARY HWY
On LittleCreekRd From I64 0 1 0 1 6 0 0 0 0 0 1 1 1
LITTLE CREEK RD
MILITARY HWY
On LittleCreekRd To I64 0 1 1 1 15 0 0 0 0 0 0 0 1
LITTLE
CREEK RD
PYTHIAN
AVE (MILITARY
HWY)
On Pythian Ave (MilitaryHwy) To
Airport 0 0 0 0 2 4 0 0 0 0 0 0 1
LITTLE
CREEK RD
MILITARY
HWY
On MilitaryHwy
From Airport 0 1 0 0 8 0 0 0 0 0 0 1 1
17
LITTLE
CREEK RD
CHESAPEAKE
BLVD
On LittleCreekRd
To I64 0 1 0 0 12 0 0 1 0 0 1 0 1
LITTLE
CREEK RD
CHESAPEAKE
BLVD
On LittleCreekRd
From I64 0 1 0 0 11 0 0 1 0 0 0 0 1
LITTLE
CREEK RD
CHESAPEAKE
BLVD
On ChesapeakeBlvd
To Down Town 0 1 0 0 7 7 0 1 0 0 0 0 1
LITTLE CREEK RD
CHESAPEAKE BLVD
On
ChesapeakeBlvd From Down Town 0 1 0 0 5 2 0 1 0 0 0 1 1
18
BRAMBLETO
N AVE COLLEY AVE
On
BrambletonAve
From Down Town 0 0 0 1 2 0 0 1 0 0 0 0 1
BRAMBLETO
N AVE COLLEY AVE
On
BrambletonAve
To Down Town 0 0 0 1 1 0 0 1 0 0 0 1 0
BRAMBLETO
N AVE COLLEY AVE
On ColleyAve To
Down Town 0 0 0 0 3 0 0 1 1 0 0 1 1
BRAMBLETO
N AVE COLLEY AVE
On ColleyAve
From Down Town 0 0 0 1 1 0 0 1 0 0 0 1 1
49
No Street Street Direction
Sign
chevron
Sign
next
street
name
Sign
others
Vege-
tation
Drive-
ways
comm
ercial
Drive-
ways
resi-
dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
19 BRAMBLETON AVE DUKE ST
On
BrambletonAve To Down Town 0 1 0 1 0 0 0 1 0 0 0 0 1
BRAMBLETON AVE DUKE ST
On
BrambletonAve From Down Town 0 0 0 1 3 0 0 1 0 0 1 0 1
BRAMBLETON AVE DUKE ST
On DukeSt To Down Town 0 0 0 0 3 0 1 1 1 0 1 0 1
BRAMBLETO
N AVE DUKE ST
On DukeSt From
Down Town 0 1 0 0 2 0 0 1 0 0 0 0 1
20
BRAMBLETO
N AVE BOUSH ST
On BrambletonAve
From Down Town 0 0 0 1 3 0 0 1 0 0 0 0 0
BRAMBLETO
N AVE BOUSH ST
On BrambletonAve
To Down Town 0 1 0 0 0 0 0 1 0 0 1 0 0
BRAMBLETO
N AVE BOUSH ST
On BoushSt From
Down Town 0 0 1 2 0 0 1 0 0 1 0 1
BRAMBLETO
N AVE BOUSH ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
21 BRAMBLETON AVE GRANBY ST
On
BrambletonAve From Down Town 0 0 0 0 1 0 0 1 0 0 0 0 0
BRAMBLETO
N AVE GRANBY ST
On
BrambletonAve
To Down Town 0 0 0 0 0 0 0 1 0 0 0 0 0
BRAMBLETON AVE GRANBY ST
On Granby Blvd From BoushSt 0 0 0 1 2 0 0 1 0 0 1 0 0
BRAMBLETO
N AVE GRANBY ST
On Granby Blvd
To BoushSt 0 1 0 1 2 0 0 1 0 0 1 0 1
22
BRAMBLETO
N AVE
MONTICELLO
AVE
On BrambletonAve
From BoushSt 0 0 0 0 3 0 0 1 0 0 1 0 1
BRAMBLETO
N AVE
MONTICELLO
AVE
On BrambletonAve
To BoushSt 0 0 0 0 1 0 0 1 0 0 1 0 1
BRAMBLETO
N AVE
MONTICELLO
AVE
On MonticelloAve
From Down Town 0 0 0 0 0 0 0 1 0 0 0 0 0
50
No Street Street Direction
Sign
chevron
Sign
next
street
name
Sign
others
Vege-
tation
Drive-
ways
comm
ercial
Drive-
ways
resi-
dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
BRAMBLETON AVE
MONTICELLO AVE
On MonticelloAve To Down Town 0 1 0 0 4 0 0 1 0 0 0 0 0
23
BRAMBLETO
N AVE
ST PAULS
BLVD
On
BrambletonAve
From BoushSt 0 1 0 0 0 0 0 1 0 0 1 1 1
BRAMBLETO
N AVE
ST PAULS
BLVD
On
BrambletonAve
To BoushSt 0 1 0 1 0 0 0 1 0 0 0 0 1
BRAMBLETO
N AVE
ST PAULS
BLVD
On StPaulsBlvd
To Down Town 0 0 0 1 0 0 0 1 0 0 0 0 1
BRAMBLETO
N AVE
ST PAULS
BLVD
On StPaulsBlvd
From Down Town 0 1 0 1 1 0 0 1 0 0 1 0 1
24 BRAMBLETON AVE BOUSH ST
On
BrambletonAve From BoushSt 0 1 0 1 1 0 0 1 0 0 0 0 1
BRAMBLETO
N AVE BOUSH ST
On
BrambletonAve
To BoushSt 0 1 0 0 2 0 0 1 0 0 0 0 1
BRAMBLETON AVE BOUSH ST
On ChurchSt To Down Town 0 0 0 1 1 0 0 1 0 0 0 0 1
BRAMBLETON AVE BOUSH ST
On ChurchSt From Down Town 0 1 0 1 2 0 0 1 0 0 0 0 1
25
BRAMBLETO
N AVE PARK AVE
On
BrambletonAve
To BoushSt 0 1 0 0 0 0 0 1 0 0 0 0 1
BRAMBLETO
N AVE PARK AVE
On BrambletonAve
From BoushSt 0 1 0 0 2 0 0 1 0 0 0 0 1
BRAMBLETO
N AVE PARK AVE
On ParkAve To
Down Town 1 1 0 0 6 0 0 1 0 0 0 0 1
BRAMBLETO
N AVE PARK AVE
On ParkAve
From Down Town 1 1 0 0 3 0 0 1 0 0 0 0 1
26 BRAMBLETON AVE
TIDEWATER DR
On
BrambletonAve From BoushSt 0 1 0 0 3 0 0 1 0 0 0 0 1
BRAMBLETON AVE
TIDEWATER DR
On
BrambletonAve To BoushSt 0 1 0 0 0 0 0 1 0 0 0 0 1
51
No Street Street Direction
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Ped-
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line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
BRAMBLETO
N AVE
TIDEWATER
DR
On TideWaterDr
From Down Town 1 1 0 0 4 0 0 1 0 0 0 0 1
BRAMBLETON AVE
TIDEWATER DR
On TideWaterDr To Down Town 0 1 0 0 3 0 0 1 0 0 0 0 1
27
TIDEWATER
DR
VA BEACH
BLVD
On TideWaterDr
From Down Town 0 1 0 0 4 0 0 1 0 0 0 0 0
TIDEWATER DR
VA BEACH BLVD
On TideWaterDr To Down Town 0 1 0 1 0 0 0 1 0 0 0 0 0
TIDEWATER DR
VA BEACH BLVD
On VABeachBlvd From ChurchSt 0 1 0 0 0 0 0 1 0 0 0 0 0
TIDEWATER DR
VA BEACH BLVD
On VABeachBlvd To ChurchSt 0 1 0 0 0 0 0 1 0 0 0 0 0
28 TIDEWATER DR
PRINCESS ANNE RD
On TideWaterDr From Down Town 0 0 0 0 6 0 0 0 0 0 1 0 1
TIDEWATER
DR
PRINCESS
ANNE RD
On TideWaterDr
To Down Town 0 0 0 0 2 5 0 0 0 0 1 0 1
TIDEWATER DR
PRINCESS ANNE RD
On
PricessAnneRd From ChurchSt 0 1 0 1 3 0 0 1 0 0 0 0 1
TIDEWATER
DR
PRINCESS
ANNE RD
On
PricessAnneRd To
ChurchSt 0 0 0 0 4 0 0 0 0 0 0 0 0
29
TIDEWATER
DR GOFF ST
On TideWaterDr
From Down Town 0 0 0 0 1 0 0 1 0 0 1 0 1
TIDEWATER
DR GOFF ST
On TideWaterDr
To Down Town 0 0 0 0 0 0 0 1 0 0 0 0 1
TIDEWATER
DR GOFF ST
On Goff St From
ChurchSt 0 0 0 0 2 0 0 1 0 0 0 0 0
TIDEWATER
DR GOFF ST
On Goff St To
ChurchSt 0 0 0 0 2 1 0 1 0 0 0 0 0
30
TIDEWATER
DR
LINDENWOO
D AVE
On TideWaterDr
To Down Town 0 0 0 0 1 8 0 1 0 0 0 0 0
TIDEWATER
DR
LINDENWOO
D AVE
On TideWaterDr
From Down Town 0 1 0 0 0 0 0 1 0 0 0 0 1
52
No Street Street Direction
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Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
TIDEWATER DR
LINDENWOOD AVE
On
LindenWoodAve From ChurchSt 0 0 0 0 2 0 0 0 0 0 0 0 0
TIDEWATER DR
LINDENWOOD AVE
On
LindenWoodAve To ChurchSt 0 0 0 1 1 2 0 0 0 0 0 0 0
31
CHESAPEAKE
BLVD
NORVIEW
AVE
On
ChesapeakeBlvd
From water front 1 1 0 0 1 0 0 1 0 0 1 0 1
CHESAPEAKE
BLVD
NORVIEW
AVE
On ChesapeakeBlvd
To water front 0 1 0 0 7 0 0 1 0 0 0 0 1
CHESAPEAKE
BLVD
NORVIEW
AVE
On NorviewAve
To water front 0 1 0 1 5 0 0 1 0 0 0 0 0
CHESAPEAKE
BLVD
NORVIEW
AVE
On NorviewAve
From water front 0 0 0 1 5 0 0 1 0 0 0 0 1
32
CHESAPEAKE
BLVD
SEWELLS
POINT RD No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
CHESAPEAKE
BLVD
SEWELLS
POINT RD No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
CHESAPEAKE
BLVD
SEWELLS
POINT RD
ChsBlv-Seawell
From Down Town 1 1 0 0 6 0 0 1 0 0 0 0 1
CHESAPEAKE
BLVD
SEWELLS
POINT RD
ChsBlv-Seawell
To Down Town 1 1 0 0 7 3 0 1 0 0 0 1 1
33 CHESAPEAKE BLVD
JOHNSTONS RD
On
ChesapeakeBlvd From water front 0 0 0 0 3 0 0 0 0 0 0 0 1
CHESAPEAKE
BLVD
JOHNSTONS
RD
On
ChesapeakeBlvd
To water front 0 0 0 0 0 0 0 0 0 0 0 0 1
CHESAPEAKE BLVD
JOHNSTONS RD
On JohnstonsRd From Down Town 0 0 0 0 1 9 0 0 0 0 0 0 1
CHESAPEAKE
BLVD
JOHNSTONS
RD
On JohnstonsRd
To Down Town 0 0 0 0 1 0 0 0 0 0 0 0 1
34
MILITARY
HWY
JOHNSTONS
RD
On MilitaryHwy
To Down Town 0 0 0 0 0 0 0 1 0 0 0 0 1
53
No Street Street Direction
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safety
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Ped-
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line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
MILITARY
HWY
JOHNSTONS
RD
On MilitaryHwy
From Down Town 0 0 0 0 7 0 0 1 0 0 0 0 1
MILITARY
HWY
JOHNSTONS
RD
On JohnstonsRd
To water front 0 0 0 0 2 0 0 1 0 0 0 0 1
MILITARY
HWY
JOHNSTONS
RD
On JohnstonsRd
From water front 0 0 0 1 7 0 0 1 0 0 0 0 1
35 MILITARY HWY
NORVIEW AVE
On MilitaryHwy To Down Town 1 1 0 0 2 0 0 0 0 0 1 1 1
MILITARY HWY
NORVIEW AVE
On MilitaryHwy From Down Town 0 1 0 0 4 0 0 0 0 0 0 0 1
MILITARY
HWY
NORVIEW
AVE
On NorviewAve
To water front 0 0 0 0 3 0 0 0 0 0 1 0 1
MILITARY HWY
NORVIEW AVE
On NorviewAve From water front 0 0 0 0 5 1 0 0 0 0 0 0 1
36
MILITARY
HWY
AZALEA
GARDEN RD
On MilitaryHwy
To Down Town 0 1 0 0 7 0 0 0 0 0 0 0 1
MILITARY HWY
AZALEA GARDEN RD
On MilitaryHwy From Down Town 1 0 0 0 7 0 0 0 0 0 0 0 1
MILITARY HWY
AZALEA GARDEN RD
On
AzeleaGardenRd To water front 0 0 0 0 4 0 0 0 0 0 0 0 1
MILITARY
HWY
AZALEA
GARDEN RD
On
AzeleaGardenRd
From water front 0 0 0 0 4 1 0 0 0 0 0 0 1
37
MILITARY
HWY
ROBIN HOOD
RD
On MilitaryHwy
To Down Town 1 0 0 0 4 0 0 0 0 0 0 1 1
MILITARY
HWY
ROBIN HOOD
RD
On MilitaryHwy
From Down Town 0 0 0 0 2 0 0 0 0 0 0 1 1
MILITARY HWY
ROBIN HOOD RD
On RobinHoodRd To water front 1 1 0 0 0 0 0 0 0 0 0 0 1
MILITARY
HWY
ROBIN HOOD
RD
On RobinHoodRd
From water front 0 0 0 0 1 0 0 0 0 0 1 0 1
38
MILITARY
HWY
PRINCESS
ANNE RD
On MilitaryHwy
To Down Town 1 1 0 0 3 3 0 0 0 0 0 0 1
54
No Street Street Direction
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line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
MILITARY
HWY
PRINCESS
ANNE RD
On MilitaryHwy
From Down Town 1 1 0 0 1 0 0 0 0 0 0 0 1
MILITARY
HWY
PRINCESS
ANNE RD
On
PrincessAnne/NHamp To water
front 1 1 0 0 1 0 0 0 0 0 1 0 1
MILITARY
HWY
PRINCESS
ANNE RD
On PrincessAnneRd
From water front 1 1 0 0 0 0 0 0 0 0 0 0 1
39
MILITARY
HWY LOWERY RD
On MilitaryHwy
To Down Town 0 1 0 0 1 0 0 0 0 0 0 1 1
MILITARY
HWY LOWERY RD
On MilitaryHwy
From Down Town 0 1 0 0 0 0 0 0 0 0 0 0 1
MILITARY
HWY LOWERY RD
On LoweryRd To
water front 0 0 0 0 2 0 0 0 0 0 0 1 1
MILITARY
HWY LOWERY RD
On LoweryRd
From water front 0 0 0 0 2 0 0 0 0 0 0 0 1
40 MILITARY HWY
VA BEACH BLVD
On MilitaryHwy To Down Town 1 1 0 0 2 0 0 1 0 1 0 0 1
MILITARY
HWY
VA BEACH
BLVD
On MilitaryHwy
From Down Town 1 1 0 0 6 0 0 1 0 1 0 0 1
MILITARY
HWY
VA BEACH
BLVD
On VABeachBlvd
To water front 1 1 0 0 11 0 0 1 0 1 0 0 1
MILITARY HWY
VA BEACH BLVD
On VABeachBlvd From water front 1 1 0 0 7 0 0 1 0 1 0 0 1
41
MILITARY
HWY
POPLAR
HALL DR
On MilitaryHwy
From water front 0 1 0 0 5 0 0 1 0 0 0 0 1
MILITARY HWY
POPLAR HALL DR
On MilitaryHwy To water front 0 0 0 0 2 0 0 0 0 0 1 1 1
MILITARY
HWY
POPLAR
HALL DR
On PoplarHallRd
To Down Town 0 1 0 0 4 0 0 0 0 0 0 1 0
MILITARY HWY
POPLAR HALL DR
On PoplarHallRd From Down Town 1 0 1 0 2 0 0 0 0 0 0 1 1
42 MILITARY HWY
HOGGARD RD
On MilitaryHwy From water front 0 1 0 0 3 0 0 0 0 0 1 0 1
55
No Street Street Direction
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safety
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Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
MILITARY
HWY
HOGGARD
RD
On MilitaryHwy
To water front 0 1 0 0 0 0 0 0 0 0 0 0 1
MILITARY
HWY
HOGGARD
RD
On HoggardRd To
Down Town 1 1 1 0 4 0 0 0 0 0 0 0 1
MILITARY
HWY
HOGGARD
RD
On HoggardRd
From Down Town 1 0 0 1 0 0 0 0 0 0 0 0 1
43 MILITARY HWY
CORPORATE BLVD
On MilitaryHwy From water front 0 0 0 1 0 0 0 0 0 0 0 0 1
MILITARY HWY
CORPORATE BLVD
On MilitaryHwy To water front 0 1 0 0 0 0 0 0 0 0 0 0 1
MILITARY
HWY
CORPORATE
BLVD
On CorpporateDr
From Down Town 0 0 0 1 1 0 0 0 0 0 0 0 1
MILITARY HWY
CORPORATE BLVD
On CorpporateDr To Down Town 0 0 0 0 0 0 0 0 0 0 0 0 1
44 GRANBY ST
WILLOW
WOOD DR
On GranbyBlvd
From Down Town 0 0 0 1 0 0 0 0 0 0 0 0 0
GRANBY ST WILLOW WOOD DR
On GranbyBlvd To Down Town 0 1 0 1 3 3 0 1 0 0 0 0 1
GRANBY ST WILLOW WOOD DR
On
WillowWoodDr From water front 0 0 0 0 0 0 0 1 0 0 0 1 1
GRANBY ST
WILLOW
WOOD DR No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
45 GRANBY ST 21ST ST
On GranbyBlvd
From Down Town 0 0 0 0 7 0 0 0 0 0 0 0 0
GRANBY ST 21ST ST
On GranbyBlvd
To Down Town 0 0 0 0 5 0 0 0 1 0 0 0 0
GRANBY ST 21ST ST On 21stSt From water front 1 1 0 0 4 0 0 0 0 0 1 0 1
GRANBY ST 21ST ST
On 21stSt To
water front 0 0 0 0 4 0 0 0 0 0 1 0 0
46 COLLEY AVE 26TH ST
On ColleyAve
From Down Town 0 0 0 1 3 0 0 1 0 1 1 0 0
COLLEY AVE 26TH ST
On ColleyAve To
Down Town 0 0 0 1 1 0 0 1 0 0 1 0 1
56
No Street Street Direction
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Over/
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pass
Signal
within
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Right
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turn
signal
Left
lane
turn
signal
COLLEY AVE 26TH ST No Street 0 0 0 0 0 0 0 1 0 0 0 0 0
COLLEY AVE 26TH ST
On 26thSt To
water front 0 0 0 0 5 0 0 1 0 0 0 0 0
47 COLLEY AVE 27TH ST
On ColleyAve
From Down Town 0 0 0 1 2 0 0 0 0 0 1 0 0
COLLEY AVE 27TH ST
On ColleyAve To
Down Town 0 0 0 1 4 0 0 0 0 0 0 0 0
COLLEY AVE 27TH ST On 27thSt From water front 0 0 0 0 1 5 0 0 0 0 0 0 0
COLLEY AVE 27TH ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
48
COLONIAL
AVE 27TH ST
On ColonialAve
From Down Town 0 0 0 0 2 2 0 0 0 0 1 0 1
COLONIAL
AVE 27TH ST
On ColonialAve
To Down Town 0 0 0 0 2 1 0 0 0 0 0 0 0
COLONIAL
AVE 27TH ST
On 27thSt From
water front 0 0 0 0 1 8 0 0 0 0 0 0 0
COLONIAL
AVE 27TH ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
49 GRANBY ST
BAYVIEW
BLVD
On GranbyBlvd
To Down Town 0 1 0 1 2 2 0 0 0 0 0 0 1
GRANBY ST
BAYVIEW
BLVD
On GranbyBlvd
From Down Town 0 1 0 1 0 8 0 0 0 0 0 0 1
GRANBY ST
BAYVIEW
BLVD
On BayViewAve
To water front 1 0 0 1 1 2 0 0 0 0 0 0 1
GRANBY ST
BAYVIEW
BLVD
On BayViewAve
From water front 1 0 0 1 1 1 0 0 0 0 0 0 0
50 GRANBY ST
EAST BAY
AVE
On GranbyBlvd
To Down Town 0 0 0 1 2 3 0 0 0 0 1 0 0
GRANBY ST
EAST BAY
AVE
On GranbyBlvd
From Down Town 0 1 0 1 0 4 0 0 0 0 0 0 0
GRANBY ST
EAST BAY
AVE
On EastBayAve
To water front 0 0 0 1 0 10 0 0 0 0 0 0 1
57
No Street Street Direction
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Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
GRANBY ST EAST BAY AVE
On EastBayAve From water front 0 0 0 1 0 8 0 0 0 0 0 0 0
51
OCEAN VIEW
AVE 4TH VIEW ST
On
OceanViewAve
To Hampton 0 1 0 0 5 0 0 1 0 0 0 0 1
OCEAN VIEW
AVE 4TH VIEW ST
On
OceanViewAve
From Hampton 1 1 0 1 3 8 0 0 0 0 0 0 0
OCEAN VIEW
AVE 4TH VIEW ST
On 4thViewSt To
intersection 1 1 0 0 2 0 0 1 0 0 0 1 1
OCEAN VIEW
AVE 4TH VIEW ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
52 OCEAN VIEW AVE 1ST VIEW ST
On
OceanViewAve From Hampton 0 0 0 0 2 7 0 1 0 0 0 0 0
OCEAN VIEW
AVE 1ST VIEW ST
On
OceanViewAve
To Hampton 0 0 0 0 3 0 0 0 0 0 0 0 1
OCEAN VIEW AVE 1ST VIEW ST
On 1stViewSt to intersection 0 0 0 0 2 0 0 1 0 0 0 1 1
OCEAN VIEW AVE 1ST VIEW ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
53
OCEAN VIEW
AVE
CHESAPEAKE
BLVD
On
OceanViewAve
From Hampton 0 1 0 0 3 0 0 0 0 0 0 1 1
OCEAN VIEW
AVE
CHESAPEAKE
BLVD
On OceanViewAve
To Hampton 0 1 0 0 6 1 0 0 0 0 0 0 1
OCEAN VIEW
AVE
CHESAPEAKE
BLVD
On ChesapeakeBlvd
to intersection 1 1 0 0 2 5 0 0 0 0 0 1 1
OCEAN VIEW AVE
CHESAPEAKE BLVD No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
54
OCEAN VIEW
AVE
CHESAPEAKE
ST
On
OceanViewAve
To Hampton 0 0 0 0 8 0 0 0 0 0 0 0 0
OCEAN VIEW
AVE
CHESAPEAKE
ST
On
OceanViewAve
From Hampton 0 0 0 0 5 0 0 0 0 0 0 0 0
58
No Street Street Direction
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others
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Extra
safety
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Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
OCEAN VIEW
AVE
CHESAPEAKE
ST No Street 0 0 0 0 2 1 0 0 0 0 0 0 0
OCEAN VIEW AVE
CHESAPEAKE ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
55
OCEAN VIEW
AVE
CAPEVIEW
AVE
On
OceanViewAve
From Hampton 0 0 0 0 5 1 0 1 0 0 0 0 0
OCEAN VIEW
AVE
CAPEVIEW
AVE
On
OceanViewAve
To Hampton 0 0 0 0 8 5 0 1 0 0 0 0 1
OCEAN VIEW
AVE
CAPEVIEW
AVE
On CapeViewAve
to intersection 0 0 0 0 3 3 0 1 0 0 0 1 1
OCEAN VIEW
AVE
CAPEVIEW
AVE No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
56
MONTICELLO
AVE 26TH ST
On MonticelloAve
To Down Town 0 0 0 0 5 0 0 0 0 0 1 0 0
MONTICELLO
AVE 26TH ST
On MonticelloAve
To Down Town 0 0 0 0 2 0 0 0 0 0 0 0 0
MONTICELLO
AVE 26TH ST
On 26thSt to
intersection 1 1 0 1 4 9 0 0 0 0 0 0 0
MONTICELLO
AVE 26TH ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
57
TIDEWATER
DR WIDGEON RD No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
TIDEWATER
DR WIDGEON RD
On WidgeonRd
From ocean front 0 1 0 0 4 0 0 0 0 0 0 1 1
TIDEWATER
DR WIDGEON RD
On TideWaterDr
To Down Town 0 0 0 0 3 0 0 1 0 0 0 0 0
TIDEWATER
DR WIDGEON RD
On TideWaterDr
From Down Town 0 0 0 1 0 0 0 0 0 0 0 0 1
58
TIDEWATER
DR
EAST BAY
AVE
On TideWaterDr
To Down Town 0 0 0 1 2 0 0 1 0 0 0 0 1
TIDEWATER DR
EAST BAY AVE
On TideWaterDr
From Down Town 0 0 0 0 5 2 0 1 0 0 0 0 1
59
No Street Street Direction
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others
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tation
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dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
TIDEWATER
DR
EAST BAY
AVE
On EastBayAve
From ocean front 0 0 0 1 1 7 0 1 0 0 0 0 1
TIDEWATER DR
EAST BAY AVE
On EastBayAve To ocean front 0 0 0 0 5 1 0 1 0 0 0 0 1
59
TIDEWATER
DR THOLE ST
On TideWaterDr
From Down Town 0 1 0 0 0 0 0 0 0 0 0 0 1
TIDEWATER DR THOLE ST
On TideWaterDr To Down Town 1 0 0 1 1 0 0 0 0 0 0 0 0
TIDEWATER DR THOLE ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
TIDEWATER DR THOLE ST
On TholeSt to intersection 0 0 0 1 1 0 0 0 1 0 0 1 1
60 TIDEWATER DR
NORVIEW AVE
On TideWaterDr From Down Town 0 0 0 0 0 0 0 0 0 0 1 0 0
TIDEWATER
DR
NORVIEW
AVE
On TideWaterDr
To Down Town 1 0 0 0 2 2 0 0 0 0 0 0 1
TIDEWATER DR
NORVIEW AVE
On NorviewAve From ocean front 0 0 0 0 5 0 0 0 0 0 0 1 1
TIDEWATER DR
NORVIEW AVE No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
61
TIDEWATER
DR
WILLOW
WOOD DR
On TideWaterDr
To Down Town 0 0 0 0 6 0 0 0 0 0 0 0 0
TIDEWATER
DR
WILLOW
WOOD DR
On TideWaterDr
From Down
Town 0 0 0 0 4 0 0 1 0 0 1 0 0
TIDEWATER
DR
WILLOW
WOOD DR
On
WillowWoodDr
To ocean front 0 0 0 0 0 5 0 0 0 0 0 0 0
TIDEWATER
DR
WILLOW
WOOD DR No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
62
TIDEWATER
DR
CROMWELL
DR
On TideWaterDr
To Down Town 0 0 0 0 5 0 0 0 0 0 1 0 1
TIDEWATER DR
CROMWELL DR
On TideWaterDr
From Down Town 1 1 0 0 2 4 0 0 0 0 0 0 1
60
No Street Street Direction
Sign
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others
Vege-
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dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
TIDEWATER
DR
CROMWELL
DR
On CormwellDr
To ocean front 0 0 0 0 3 2 0 0 0 0 0 0 1
TIDEWATER DR
CROMWELL DR
TdWtr-Cormwell From ocean front 0 0 0 0 4 3 0 0 0 0 0 1 1
63
TIDEWATER
DR
LAFAYETTE
BLVD
On TideWaterDr
To Down Town 1 1 0 0 2 1 0 1 0 0 0 0 1
TIDEWATER DR
LAFAYETTE BLVD
On TideWaterDr
From Down Town 1 1 0 0 2 4 0 1 0 0 0 0 1
TIDEWATER DR
LAFAYETTE BLVD
On LafayetteBlvd From ocean front 1 0 0 0 5 3 0 1 0 0 0 0 1
TIDEWATER
DR
LAFAYETTE
BLVD
On LafayetteBlvd
To ocean front 1 0 0 0 3 2 0 1 0 0 0 0 1
64
NEWTOWN
RD
KEMPSVILLE
RD
On NewtownRd
To VABeach 0 0 0 0 1 0 0 0 0 0 0 0 1
NEWTOWN
RD
KEMPSVILLE
RD
On NewtownRd
From VABeach 0 0 0 0 3 0 0 0 0 0 0 0 1
NEWTOWN RD
KEMPSVILLE RD
On KempsvilleRd To Down Town 0 0 0 1 5 0 0 0 0 0 0 0 1
NEWTOWN
RD
KEMPSVILLE
RD
On KempsvilleRd
From Down Town 1 1 0 1 3 0 0 0 0 0 0 0 1
65
KEMPSVILLE
RD
KEMPSVILLE
CIRCLE
On KempsvilleRd
To Down Town 0 0 0 0 0 0 0 1 0 0 1 0 1
KEMPSVILLE
RD
KEMPSVILLE
CIRCLE
On KempsvilleRd
From Down Town 0 0 0 1 1 0 0 0 0 0 1 0 1
KEMPSVILLE
RD
KEMPSVILLE
CIRCLE
On
KempsvilleCircle
To VABeach 1 0 0 1 1 0 0 0 0 0 0 1 0
KEMPSVILLE
RD
KEMPSVILLE
CIRCLE
On KempsvilleCircle
From VABeach 0 0 0 1 2 0 0 0 0 0 0 1 0
66
NEWTOWN
RD
CENTER
DRIVE
On NewtownRd
To VABeach 1 1 0 0 0 0 0 0 0 0 0 0 1
NEWTOWN
RD
CENTER
DRIVE
On NewtownRd
From VABeach 0 1 0 0 4 0 0 0 0 0 1 0 0
61
No Street Street Direction
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Vege-
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Extra
safety
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Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
NEWTOWN
RD
CENTER
DRIVE No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
NEWTOWN RD
CENTER DRIVE
On CenterDr to intersection 1 0 0 1 3 0 0 0 0 0 0 0 1
67
NEWTOWN
RD
ETHEN
ALLEN DRIVE
On EthenAllenDr
To Down Town 0 0 0 1 2 0 0 0 0 0 0 0 1
NEWTOWN RD
ETHEN ALLEN DRIVE
On EthenAllenDr From Down Town 0 0 0 1 2 0 0 0 0 0 0 0 1
NEWTOWN RD
ETHEN ALLEN DRIVE
On NewtownRd To VABeach 0 0 0 0 1 0 0 0 0 0 1 0 1
NEWTOWN RD
ETHEN ALLEN DRIVE
On NewtownRd From VABeach 0 0 0 0 5 0 0 1 0 0 0 0 1
68 COLONIAL AVE 27TH ST
On 27thSt to intersection 0 0 0 0 3 5 0 0 0 0 0 0 0
COLONIAL
AVE 27TH ST No Street/oneway 0 0 0 0 0 0 0 0 0 0 0 0 0
COLONIAL AVE 27TH ST
Colonial & 27th St To Down Town 0 0 0 0 1 1 0 0 0 0 0 0 0
COLONIAL AVE 27TH ST
Colonial & 27th St From Down Town 0 0 0 0 3 0 0 0 0 0 1 0 0
69
MONTICELLO
AVE 27TH ST
On 27thSt to
intersection 0 0 0 0 8 0 0 0 0 0 0 0 0
MONTICELLO AVE 27TH ST No Street/oneway 0 0 0 0 0 0 0 0 0 0 0 0 0
MONTICELLO AVE 27TH ST
On MonticelloAve To Down Town 0 0 0 0 6 0 0 0 0 0 0 0 0
MONTICELLO
AVE 27TH ST
On MonticelloAve
From Down Town 0 0 0 0 3 0 0 0 0 0 1 0 0
70 CHURCH ST 27TH ST
On 27thSt to
intersection 1 1 0 0 5 3 0 1 0 0 0 0 0
CHURCH ST 27TH ST No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
CHURCH ST 27TH ST
On ChurchSt To
Down Town 0 0 0 1 0 0 0 1 0 0 0 0 0
CHURCH ST 27TH ST
On ChurchSt
From Down Town 1 1 0 1 3 0 0 0 0 0 1 0
1
62
No Street Street Direction
Sign
chevron
Sign
next
street
name
Sign
others
Vege-
tation
Drive-
ways
comm
ercial
Drive-
ways
resi-
dential
Extra
safety
features
Ped-
Railway
line
Over/
under
pass
Signal
within
200'
Right
lane
turn
signal
Left
lane
turn
signal
71
LITTLE
CREEK RD HALPRIN LN
On LittleCreekRd
From I64 0 0 0 0 7 0 0 0 0 0 0 0 1
LITTLE
CREEK RD HALPRIN LN
On LittleCreekRd
To I64 0 0 0 1 6 0 0 1 0 0 0 1 1
LITTLE
CREEK RD HALPRIN LN
On HalprinLn
From Down Town 0 0 0 1 6 0 0 0 0 0 0 0 1
LITTLE
CREEK RD HALPRIN LN
On HalprinLn To
Down Town 0 0 0 0 9 1 0 0 0 0 0 0 1
72 LITTLE CREEK RD
AZALEA GARDEN RD
On
AzeleaGardenRd From Down Town 0 1 1 1 9 0 0 1 0 0 0 0 1
LITTLE
CREEK RD
AZALEA
GARDEN RD
On
AzeleaGardenRd
To Down Town 0 0 0 0 3 5 0 1 0 0 0 0 1
LITTLE CREEK RD
AZALEA GARDEN RD
On LittleCreekRd From I64 0 0 0 0 3 4 0 1 0 0 0 0 0
LITTLE
CREEK RD
AZALEA
GARDEN RD
On LittleCreekRd
To I64 0 0 0 0 4 1 0 1 0 0 0 0 1
73
LITTLE
CREEK RD SHORE DRIVE
On LittleCreekRd
To base 0 1 0 0 4 0 0 1 0 0 1 0 0
LITTLE
CREEK RD SHORE DRIVE No Street 0 0 0 0 0 0 0 0 0 0 0 0 0
LITTLE
CREEK RD SHORE DRIVE
On ShoreDr To
Down Town 0 1 0 0 5 3 0 1 0 0 0 0 1
LITTLE
CREEK RD SHORE DRIVE
On ShoreDr From
Down Town 0 1 0 0 1 0 0 1 0 0 0 0 0
63
Table II: Weekday Traffic Volume (obtained from Hampton Road District Planning Commission)
FACILITY NAME SEGMENT FROM SEGMENT TO 2003 Weekday
Volume
2006 Weekday
Volume
21ST ST HAMPTON BLVD COLLEY AVE 8,467 9,024
21ST ST COLLEY AVE LLEWELLYN ST 14,686 16,180
21ST ST LLEWELLYN ST MONTICELLO AVE 10,202 9,833
26TH ST HAMPTON BLVD COLLEY AVE 3,617 3,640
26TH ST COLLEY AVE LLEWELLYN AVE 8,756 8,583
26TH ST LLEWELLYN AVE MONTICELLO AVE 9,440 9,276
26TH ST MONTICELLO AVE CHURCH ST 9,799 9,868
26TH ST CHURCH ST 27TH ST 9,481 9,229
27TH ST HAMPTON BLVD COLLEY AVE 8,340 8,396
27TH ST COLLEY AVE LLEWELLYN AVE 8,340 8,396
27TH ST LLEWELLYN AVE MONTICELLO AVE 10,640 9,847
27TH ST MONTICELLO AVE CHURCH ST 10,640 9,847
27TH ST CHURCH ST 26TH ST 10,640 9,847
38TH ST HAMPTON BLVD COLLEY AVE 6,023 6,656
38TH ST COLLEY AVE LLEWELLYN AVE 8,149 9,408
38TH ST LLEWELLYN AVE GRANBY ST 4,569 5,348
4TH VIEW ST I-64 OCEAN VIEW AVE 13,806 13,641
ADMIRAL TAUSSIG BLVD HAMPTON BLVD I-564 33,595 31,117
AZALEA GARDEN RD VA BEACH BLVD PRINCESS ANNE RD 11,624 12,051
AZALEA GARDEN RD PRINCESS ANNE RD SEWELLS POINT RD 16,705 17,535
AZALEA GARDEN RD SEWELLS POINT RD ROBIN HOOD RD 10,329 10,595
AZALEA GARDEN RD ROBIN HOOD RD I-64 10,713 11,057
AZALEA GARDEN RD I-64 MILITARY HWY 10,012 9,765
AZALEA GARDEN RD MILITARY HWY NORVIEW AVE 14,536 13,878
AZALEA GARDEN RD NORVIEW AVE LITTLE CREEK RD 14,536 13,878
BAINBRIDGE BLVD SCL NORFOLK S MAIN ST 1,551 1,307
BALLENTINE BLVD I-264 VA BEACH BLVD 27,525 27,572
BALLENTINE BLVD VA BEACH BLVD PRINCESS ANNE RD 14,383 13,866
BALLENTINE BLVD PRINCESS ANNE RD CHESAPEAKE BLVD 11,969 11,637
BAY AVE FIRST VIEW ST I-64 17,199 16,664
64
FACILITY NAME SEGMENT FROM SEGMENT TO 2003 Weekday
Volume
2006 Weekday
Volume
BAY AVE/OCEAN AVE I-64 GRANBY ST 2,460
BAYVIEW BLVD TIDEWATER DR CHESAPEAKE BLVD 12,939 12,276
BAYVIEW BLVD CHESAPEAKE BLVD CAPE VIEW AVE 6,722 6,456
BERKLEY AVE I-464 STATE ST 14,543 13,486
BERKLEY AVE STATE ST MAIN ST 13,263 13,370
BERKLEY AVE MAIN ST BERKLEY AVE EXT 12,967 14,545
BERKLEY AVE BERKLEY AVE EXT INDIAN RIVER RD 12,000
BERKLEY AVE EXT BERKLEY AVE/FAUQUIER ST WILSON RD 3,274
BERKLEY AVE EXT WILSON RD CAMPOSTELLA RD 3,074 3,444
BOUSH ST/WATERSIDE DR ST PAULS BLVD CITY HALL AVE 33,630
BOUSH ST CITY HALL AVE BUTE STREET
BOUSH ST BUTE STREET BRAMBLETON AVE
BOUSH ST BRAMBLETON AVE OLNEY RD 9,516 6,739
BOUSH ST OLNEY RD VA BEACH BLVD 9,516 6,739
BRAMBLETON AVE HAMPTON BLVD COLLEY AVE 30,840 34,404
BRAMBLETON AVE COLLEY AVE BOUSH ST 46,317
BRAMBLETON AVE BOUSH ST MONTICELLO AVE 36,426 34,700
BRAMBLETON AVE MONTICELLO AVE ST PAULS BLVD 36,426 34,700
BRAMBLETON AVE ST PAULS BLVD CHURCH ST 23,913 22,685
BRAMBLETON AVE CHURCH ST TIDEWATER DR 29,252 34,070
BRAMBLETON AVE TIDEWATER DR PARK AVE 36,846 38,235
BRAMBLETON AVE PARK AVE I-264 47,524 47,162
CAMPOSTELLA RD SCL NORFOLK/BERKLEY AVE EXT INDIAN RIVER RD 24,571 26,794
CAMPOSTELLA RD INDIAN RIVER RD WILSON RD 30,755 31,727
CAMPOSTELLA RD WILSON RD S. END CAMPOSTELLA
BRIDGE 43,395 43,858
CAMPOSTELLA RD S. END CAMPOSTELLA BRIDGE KIMBALL TERR 43,395 43,858
CAMPOSTELLA RD KIMBALL TERR I-264 43,395 43,858
CHESAPEAKE BLVD LAFAYETTE BLVD CROMWELL DR 22,116 20,635
CHESAPEAKE BLVD CROMWELL DR ROBIN HOOD RD 22,116 20,635
CHESAPEAKE BLVD ROBIN HOOD RD HYDE CIR 22,116 20,635
CHESAPEAKE BLVD HYDE CIR NORVIEW AVE 22,116 20,635
CHESAPEAKE BLVD NORVIEW AVE I-64 20,125 19,299
65
FACILITY NAME SEGMENT FROM SEGMENT TO 2003 Weekday
Volume
2006 Weekday
Volume
CHESAPEAKE BLVD I-64 JOHNSTONS RD 26,467 25,770
CHESAPEAKE BLVD JOHNSTONS RD LITTLE CREEK RD 26,467 25,770
CHESAPEAKE BLVD SHEPPARD AVE BAYVIEW BLVD 25,276 25,069
CHESAPEAKE BLVD BAYVIEW BLVD CHESAPEAKE ST 14,622 14,170
CHESAPEAKE BLVD CHESAPEAKE ST OCEAN VIEW AVE 6,864 6,392
CHURCH ST BRAMBLETON AVE VA BEACH BLVD 15,852 17,657
CHURCH ST VA BEACH BLVD PRINCESS ANNE RD 17,176 18,401
CHURCH ST PRINCESS ANNE RD 26TH ST 19,936 20,982
CHURCH ST 26TH ST 27TH ST 14,160 15,037
CHURCH ST 27TH ST MONTICELLO AVE 11,673 12,853
CHURCH ST MONTICELLO AVE GRANBY ST 29,000
CITY HALL AVE BOUSH ST GRANBY ST 8,000
CITY HALL AVE GRANBY ST MONTICELLO AVE 8,000
CITY HALL AVE MONTICELLO AVE ST PAULS BLVD 8,000
COLLEY AVE BRAMBLETON AVE OLNEY RD 18,211 19,756
COLLEY AVE OLNEY RD PRINCESS ANNE RD 14,704 16,264
COLLEY AVE PRINCESS ANNE RD 21ST ST 16,524 17,629
COLLEY AVE 21ST ST 26TH ST 15,483 17,304
COLLEY AVE 26TH ST 27TH ST 15,483 17,304
COLLEY AVE 27TH ST 38TH ST 14,476 14,187
COLLEY AVE 38TH ST 53RD ST 14,476 14,187
CROMWELL DR TAIT TERRACE DR CHESAPEAKE BLVD 15,980 16,711
CROMWELL DR CHESAPEAKE BLVD TIDEWATER DR 13,457 13,640
DUKE ST OLNEY RD BRAMBLETON AVE 9,951
GRANBY ST CHURCH ST 38TH ST 24,293 27,392
GRANBY ST 38TH ST LLEWELLYN AVE 24,293 27,392
GRANBY ST LLEWELLYN AVE WILLOW WOOD DRIVE 40,039 42,577
GRANBY ST WILLOW WOOD DRIVE THOLE ST 39,655 39,543
GRANBY ST THOLE ST LITTLE CREEK RD 32,156 32,967
GRANBY ST LITTLE CREEK RD I-564 27,824 28,418
GRANBY ST I-564 I-64 20,998 21,817
GRANBY ST I-64 BAYVIEW BLVD 20,998 21,817
66
FACILITY NAME SEGMENT FROM SEGMENT TO 2003 Weekday
Volume
2006 Weekday
Volume
GRANBY ST BAYVIEW BLVD BAY AVE 15,767 14,247
GRANBY ST BAY AVE TIDEWATER DR 15,767 14,247
GRANBY ST TIDEWATER DR OCEAN VIEW AVE 9,359 11,857
HAMPTON BLVD PRINCESS ANNE RD 21ST ST 38,698 37,415
HAMPTON BLVD 21ST ST 26TH ST 41,819 38,027
HAMPTON BLVD 26TH ST 27TH ST 41,048 41,767
HAMPTON BLVD 27TH ST 38TH ST 41,048 41,767
HAMPTON BLVD 38TH ST JAMESTOWN CRESCENT 40,780 40,887
HAMPTON BLVD JAMESTOWN CRESCENT LITTLE CREEK RD 40,780 40,887
HAMPTON BLVD LITTLE CREEK RD INTERNATIONAL TERMINAL
BLVD 37,387 41,701
HAMPTON BLVD INTERNATIONAL TERMINAL BLVD INTERMODAL CONNECTOR 0 34,242
HAMPTON BLVD INTERMODAL CONNECTOR ADM TAUSSIG BLVD 0 34,242
INDIAN RIVER RD MARSH ST WILSON RD 13,895 16,354
INDIAN RIVER RD WILSON RD CAMPOSTELLA RD 13,895 16,354
INDIAN RIVER RD CAMPOSTELLA RD CHESAPEAKE CL 24,852 24,043
INGLESIDE RD VA BEACH BLVD PRINCESS ANNE RD 15,623 16,050
INGLESIDE RD PRINCESS ANNE RD TAIT TERRACE DR 16,219 17,232
INTERNATIONAL TERMINAL BLVD HAMPTON BLVD I-564 29,711 29,815
JAMESTOWN CRESCENT 53RD ST HAMPTON BLVD 6,834 6,889
JOHNSTONS RD SEWELLS POINT RD CHESAPEAKE BLVD 6,869
JOHNSTONS RD CHESAPEAKE BLVD MILITARY HWY 13,730 12,297
JOHNSTONS RD/HALPRIN LN MILITARY HWY LITTLE CREEK RD 8,155 8,570
KEMPSVILLE RD NEWTOWN RD VA BEACH BLVD 23,257 24,497
KEMPSVILLE RD VA BEACH BLVD NORTHAMPTON BLVD 12,559 14,606
LAFAYETTE BLVD 27TH ST TIDEWATER DR 16,237 15,863
LAFAYETTE BLVD TIDEWATER DR CHESAPEAKE BLVD 22,169 21,419
LIBERTY ST STATE ST SOUTH MAIN ST 3,704 3,641
LIBERTY ST SOUTH MAIN ST NCL CHESAPEAKE 4,978 4,540
LITTLE CREEK RD HAMPTON BLVD GRANBY ST 23,930 25,121
LITTLE CREEK RD GRANBY ST I-64 38,860 30,631
LITTLE CREEK RD I-64 TIDEWATER DR 29,950
LITTLE CREEK RD TIDEWATER DR SEWELLS POINT RD 29,324 30,332
67
FACILITY NAME SEGMENT FROM SEGMENT TO 2003 Weekday
Volume
2006 Weekday
Volume
LITTLE CREEK RD SEWELLS POINT RD CHESAPEAKE BLVD 29,324 30,332
LITTLE CREEK RD CHESAPEAKE BLVD MILITARY HWY 46,106 41,915
LITTLE CREEK RD MILITARY HWY AZALEA GARDEN RD 31,264 29,863
LITTLE CREEK RD AZALEA GARDEN RD SHORE DR 25,524 26,285
LLEWELLYN AVE PRINCESS ANNE RD 21ST ST 10,763 10,290
LLEWELLYN AVE 21ST ST 26TH ST 9,198 8,906
LLEWELLYN AVE 26TH ST 27TH ST 9,198 8,906
LLEWELLYN AVE 27TH ST 35TH ST 8,203 8,514
LLEWELLYN AVE 35TH ST 38TH ST 8,203 8,514
LLEWELLYN AVE 38TH ST DELAWARE AVE 13,292 13,439
LLEWELLYN AVE DELAWARE AVE GRANBY ST 7,454 8,666
MIDTOWN TUNNEL PORTSMOUTH CL BRAMBLETON AVE 35,309 41,499
MILITARY HWY VA BEACH CL I-264 51,558 49,026
MILITARY HWY I-264 VA BEACH BLVD 52,785 50,683
MILITARY HWY VA BEACH BLVD LOWERY RD 54,028 48,361
MILITARY HWY LOWERY RD PRIN ANNE
RD/NORTHAMPTON BLVD 54,028 48,361
MILITARY HWY PRIN ANNE RD/NORTHAMPTON BLVD I-64 51,231 57,624
MILITARY HWY I-64 AZALEA GARDEN RD 31,651 28,301
MILITARY HWY AZALEA GARDEN RD NORVIEW AVE 30,362 29,827
MILITARY HWY NORVIEW AVE JOHNSTONS RD 31,077 28,417
MILITARY HWY JOHNSTONS RD LITTLE CREEK RD 31,077 28,417
MONTICELLO AVE CITY HALL AVE BRAMBLETON AVE 6,592 6,917
MONTICELLO AVE BRAMBLETON AVE ST PAULS BLVD 6,523 6,952
MONTICELLO AVE ST PAULS BLVD VA BEACH BLVD 28,887 29,656
MONTICELLO AVE VA BEACH BLVD PRINCESS ANNE RD 24,948 25,165
MONTICELLO AVE PRINCESS ANNE RD 21ST ST 24,948 25,165
MONTICELLO AVE 21ST ST 26TH ST 18,048 19,145
MONTICELLO AVE 26TH ST 27TH ST 18,048 19,145
MONTICELLO AVE 27TH ST CHURCH ST 18,048 19,145
NEWTOWN RD KEMPSVILLE RD I-264 32,264 32,526
NEWTOWN RD I-264 VA BEACH BLVD 40,196 38,647
NEWTOWN RD VA BEACH BLVD VA BEACH CL 38,699 40,109
68
FACILITY NAME SEGMENT FROM SEGMENT TO 2003 Weekday
Volume
2006 Weekday
Volume
NORTHAMPTON BLVD MILITARY HWY KEMPSVILLE RD 39,750 33,500
NORTHAMPTON BLVD KEMPSVILLE RD I-64 39,750 37,111
NORTHAMPTON BLVD I-64 WESLEYAN DR/VA BEACH CL 92,726 90,685
NORVIEW AVE TIDEWATER DR CHESAPEAKE BLVD 5,793 6,573
NORVIEW AVE CHESAPEAKE BLVD I-64 23,289 24,236
NORVIEW AVE MILITARY HWY AZALEA GARDEN RD 16,551 17,162
NORVIEW AVE AZALEA GARDEN RD NORFOLK INT AIRPORT 12,667 13,690
OCEAN VIEW AVE 4TH VIEW ST TIDEWATER DR 15,964 17,803
OCEAN VIEW AVE TIDEWATER DR GRANBY ST 15,964 17,803
OCEAN VIEW AVE GRANBY ST CHESAPEAKE BLVD 15,964 22,180
OCEAN VIEW AVE CHESAPEAKE BLVD 21ST BAY ST 18,765 19,495
OLNEY RD COLLEY AVE DUKE ST/VA BEACH BLVD 10,851 10,783
PARK AVE BRAMBLETON AVE VA BEACH BLVD 17,343 17,797
PARK AVE VA BEACH BLVD PRINCESS ANNE RD 14,120 15,532
PRINCESS ANNE RD HAMPTON BLVD COLLEY AVE 5,582 6,105
PRINCESS ANNE RD COLLEY AVE LLEWELLYN AVE 8,129 9,298
PRINCESS ANNE RD LLEWELLYN AVE MONTICELLO AVE 9,109 9,346
PRINCESS ANNE RD MONTICELLO AVE CHURCH ST 9,292 9,573
PRINCESS ANNE RD CHURCH ST TIDEWATER DR 14,066 14,052
PRINCESS ANNE RD TIDEWATER DR MAY AVE 18,253
PRINCESS ANNE RD MAY AVE PARK AVE 18,253
PRINCESS ANNE RD PARK AVE BALLENTINE BLVD 21,485 19,234
PRINCESS ANNE RD BALLENTINE BLVD INGLESIDE RD 23,075 23,483
PRINCESS ANNE RD INGLESIDE RD AZALEA GARDEN RD 23,075 23,483
PRINCESS ANNE RD AZALEA GARDEN RD SEWELLS POINT RD 25,125 24,897
PRINCESS ANNE RD SEWELLS POINT RD MILITARY HWY 25,125 24,897
ROBIN HOOD RD CHESAPEAKE BLVD SEWELLS POINT RD 7,344 7,084
ROBIN HOOD RD SEWELLS POINT RD AZALEA GARDEN RD 6,013 5,780
ROBIN HOOD RD AZALEA GARDEN RD ELLSMERE AVE 9,911 9,914
ROBIN HOOD RD ELLSMERE AVE MILITARY HWY 14,020 13,204
SEWELLS POINT RD PRINCESS ANNE RD AZALEA GARDEN RD 13,773 14,216
SEWELLS POINT RD AZALEA GARDEN RD ROBIN HOOD RD 13,773 14,216
69
FACILITY NAME SEGMENT FROM SEGMENT TO 2003 Weekday
Volume
2006 Weekday
Volume
SEWELLS POINT RD ROBIN HOOD RD CHESAPEAKE BLVD 13,773 14,216
SEWELLS POINT RD CHESAPEAKE BLVD PARTRIDGE ST 9,978 9,453
SEWELLS POINT RD PARTRIDGE ST PHILPOTTS RD 9,978 9,453
SEWELLS POINT RD PHILPOTTS RD I-64 9,978 9,453
SEWELLS POINT RD I-64 LITTLE CREEK RD 9,978 9,453
SHORE DRIVE 21ST BAY ST LITTLE CREEK RD 24,064 27,602
SOUTH MAIN ST I-464 BAINBRIDGE BLVD 1,300
SOUTH MAIN ST BAINBRIDGE BLVD LIBERTY ST
SOUTH MAIN ST LIBERTY ST BERKLEY AVE 2,300
ST PAULS BLVD WATERSIDE DR CITY HALL AVE 20,820 21,603
ST PAULS BLVD CITY HALL AVE I-264 RAMP/MACARTHUR
MALL 41,857 51,621
ST PAULS BLVD I-264 RAMP/MACARTHUR MALL BRAMBLETON AVE 41,857 51,621
ST PAULS BLVD BRAMBLETON AVE MONTICELLO AVE
STATE ST LIBERTY ST BERKLEY AVE 3,704 3,641
STATE ST BERKLEY AVE I-464 RAMP 1,069 1,314
THOLE ST GRANBY ST TIDEWATER DR 11,824 11,441
TIDEWATER DR CITY HALL AVE BRAMBLETON AVE 26,840 22,442
TIDEWATER DR BRAMBLETON AVE VA BEACH BLVD 33,916 33,221
TIDEWATER DR VA BEACH BLVD PRINCESS ANNE RD 32,714 32,481
TIDEWATER DR PRINCESS ANNE RD LAFAYETTE BLVD 32,714 32,481
TIDEWATER DR LAFAYETTE BLVD CROMWELL DR 26,724 30,853
TIDEWATER DR CROMWELL DR NORVIEW AVE 35,639 40,810
TIDEWATER DR NORVIEW AVE THOLE ST 34,507 36,506
TIDEWATER DR THOLE ST I-64 34,507 36,506
TIDEWATER DR I-64 LITTLE CREEK RD 24,746 28,702
TIDEWATER DR LITTLE CREEK RD BAYVIEW BLVD 15,461 19,162
TIDEWATER DR BAYVIEW BLVD GRANBY ST 11,404 9,495
TIDEWATER DR GRANBY ST OCEAN VIEW AVE 6,723 8,529
VA BEACH BLVD OLNEY RD GRANBY ST 5,285 5,749
VA BEACH BLVD GRANBY ST MONTICELLO AVE 5,795 6,310
VA BEACH BLVD MONTICELLO AVE CHURCH ST 14,724 16,135
VA BEACH BLVD CHURCH ST TIDEWATER DR 14,724 16,135
70
FACILITY NAME SEGMENT FROM SEGMENT TO 2003 Weekday
Volume
2006 Weekday
Volume
VA BEACH BLVD PARK AVE BALLENTINE BLVD 16,465 18,573
VA BEACH BLVD BALLENTINE BLVD INGLESIDE RD 30,684 32,697
VA BEACH BLVD INGLESIDE RD AZALEA GARDEN RD 30,684 32,697
VA BEACH BLVD AZALEA GARDEN RD JETT ST 30,894 32,831
VA BEACH BLVD JETT ST MILITARY HWY 30,894 32,831
VA BEACH BLVD MILITARY HWY GLENROCK RD 29,904 29,157
VA BEACH BLVD KEMPSVILLE RD NEWTOWN RD 36,304 32,238
WESLEYAN DR NORTHAMPTON BLVD NCL VA BEACH 20,419 19,652
WILLOW WOOD DR GRANBY ST TIDEWATER DR 12,077 13,054
WILSON RD BERKLEY AVE/CHESAPEAKE CL INDIAN RIVER RD 9,184 9,563
WILSON RD INDIAN RIVER RD CAMPOSTELLA RD 9,184 9,563
71
Table III: Total Number of Accidents in the City of Norfolk 2000-‗04 (Data Compiled from the City of Norfolk Dataset on Accidents)
No. Street 1 Street 2 Total Number of Accidents 2000-2004 (ACCT)
Yearly Average Number of Accidents 2000-2004 (ACCA)
1 HAMPTON BLVD INT TERMINAL BLVD 217 43.4
2 HAMPTON BLVD LITTLE CREEK RD 102 20.4
3 HAMPTON BLVD BAKER ST 56 11.2
4 HAMPTON BLVD ADMIRAL TAUSSIG BLVD 103 20.6
5 INT TERMINAL BLVD DIVEN ST 54 10.8
6 HAMPTON BLVD 49TH ST 44 8.8
7 HAMPTON BLVD 38TH ST 10 2
8 HAMPTON BLVD PRINCESS ANNE RD 51 10.2
9 HAMPTON BLVD BEECHWOOD AVE 39 7.8
10 LITTLE CREEK RD GRANBY ST 161 32.2
11 LITTLE CREEK RD DIVEN ST 90 18
12 LITTLE CREEK RD RUTHAVEN RD 65 13
13 LITTLE CREEK RD OLD OCEAN VIEW RD 74 14.8
14 LITTLE CREEK RD TIDEWATER DR 122 24.4
15 LITTLE CREEK RD SEWELLS POINT RD 48 9.6
16 LITTLE CREEK RD MILITARY HWY 74 14.8
17 LITTLE CREEK RD CHESAPEAKE BLVD 154 30.8
18 BRAMBLETON AVE COLLEY AVE 71 14.2
19 BRAMBLETON AVE DUKE ST 36 7.2
20 BRAMBLETON AVE BOUSH ST 59 11.8
21 BRAMBLETON AVE GRANBY ST 52 10.4
22 BRAMBLETON AVE MONTICELLO AVE 55 11
23 BRAMBLETON AVE ST PAULS BLVD 96 19.2
24 BRAMBLETON AVE BOUSH ST 62 12.4
25 BRAMBLETON AVE PARK AVE 97 19.4
72
No. Street 1 Street 2 Total Number of Accidents 2000-2004 (ACCT)
Yearly Average Number of Accidents 2000-2004 (ACCA)
26 BRAMBLETON AVE TIDEWATER DR 101 20.2
27 TIDEWATER DR VA BEACH BLVD 96 19.2
28 TIDEWATER DR PRINCESS ANNE RD 85 17
29 TIDEWATER DR GOFF ST 36 7.2
30 TIDEWATER DR LINDENWOOD AVE 39 7.8
31 CHESAPEAKE BLVD NORVIEW AVE 51 10.2
32 CHESAPEAKE BLVD SEWELLS POINT RD 56 11.2
33 CHESAPEAKE BLVD JOHNSTONS RD 61 12.2
34 MILITARY HWY JOHNSTONS RD 95 19
35 MILITARY HWY NORVIEW AVE 149 29.8
36 MILITARY HWY AZALEA GARDEN RD 125 25
37 MILITARY HWY ROBIN HOOD RD 142 28.4
38 MILITARY HWY PRINCESS ANNE RD 99 19.8
39 MILITARY HWY LOWERY RD 308 61.6
40 MILITARY HWY VA BEACH BLVD 291 58.2
41 MILITARY HWY POPLAR HALL DR 137 27.4
42 MILITARY HWY HOGGARD RD 73 14.6
43 MILITARY HWY CORPORATE BLVD 78 15.6
44 GRANBY ST WILLOW WOOD DR 44 8.8
45 GRANBY ST 21ST ST 17 3.4
46 COLLEY AVE 26TH ST 62 12.4
47 COLLEY AVE 27TH ST 41 8.2
48 COLONIAL AVE 27TH ST 37 7.4
49 GRANBY ST BAYVIEW BLVD 59 11.8
50 GRANBY ST EAST BAY AVE 16 3.2
51 OCEAN VIEW AVE 4TH VIEW ST 51 10.2
52 OCEAN VIEW AVE 1ST VIEW ST 50 10
73
No. Street 1 Street 2 Total Number of Accidents 2000-2004 (ACCT)
Yearly Average Number of Accidents 2000-2004 (ACCA)
53 OCEAN VIEW AVE CHESAPEAKE BLVD 42 8.4
54 OCEAN VIEW AVE CHESAPEAKE ST 48 9.6
55 OCEAN VIEW AVE CAPEVIEW AVE 36 7.2
56 MONTICELLO AVE 26TH ST 54 10.8
57 TIDEWATER DR WIDGEON RD 93 18.6
58 TIDEWATER DR EAST BAY AVE 53 10.6
59 TIDEWATER DR THOLE ST 66 13.2
60 TIDEWATER DR NORVIEW AVE 54 10.8
61 TIDEWATER DR WILLOW WOOD DR 65 13
62 TIDEWATER DR CROMWELL DR 68 13.6
63 TIDEWATER DR LAFAYETTE BLVD 68 13.6
64 NEWTOWN RD KEMPSVILLE RD 55 11
65 KEMPSVILLE RD KEMPSVILLE CIRCLE 35 7
66 NEWTOWN RD CENTER DRIVE 45 9
67 NEWTOWN RD ETHEN ALLEN DRIVE 51 10.2
68 COLONIAL AVE 27TH ST 37 7.4
69 MONTICELLO AVE 27TH ST 49 9.8
70 CHURCH ST 27TH ST 38 7.6
71 LITTLE CREEK RD HALPRIN LN 105 21
72 LITTLE CREEK RD AZALEA GARDEN RD 76 15.2
73 LITTLE CREEK RD SHORE DRIVE 98 19.6
74
Table IV: Variables
No. Variable Name Definition No.
Variable Name Definition
1 RTLN Total number of right only turn lanes (sum of all restrict right turn lanes on the intersection) 15 SGNS
Sign next street name (total number of legs with signs for next street)
2 LTLN Total number of left only turn lanes (sum of all restrict left turn lanes on the intersection) 16 SGOT
Sign others (total number of legs with other safety signs)
3 STLN Total number of straight only lanes (sum of all through traffic lanes on the intersection) 17 VEGE Vegetation (total number of legs with vegetation)
4 TOLN Total number of lanes on the intersection (sum of all lanes on the intersection) 18 DRWC
Drive-ways commercial (total number of commercial driveways within 200’ of intersection)
5 LNLN Left turn lane length (Total length of left turn lanes) 19 DRWR
Drive-ways residential (total number of residential driveways within 200’ of intersection)
6 LNRN Right turn lane length (Total length of right turn lane) 20 EXTR
Extra safety features (total number of extra-safety features on all legs of the intersection)
7 MEDN Median (total number of legs with physical medium) 21 PEDX
Ped -Xing (total number of legs with signalized pedestrian crossing)
8 MEDT Median type(physical type) 22 RAIL Railway line (total number of legs with railway lines)
9 PAVE Shoulder/ pavement (total number of legs with physical shoulder/pavement) 23 OVUN
Over/under pass (total number of legs with overpass or underpass)
10 PAVT Pavement type (physical type) 24 SIG2 Signal within 200' (total number of signals within 200’ of the intersection understudy)
11
SPLM (Max) and SPLA (Average) Speed limit 25 RTLT
Right lane turn signal (total number of legs with signal for right turn)
12 SGLG Sign for street light (total number of legs with signs for approaching light) 26 LTLT
Left lane turn signal (total number of legs with signal for left turn)
13 SGTL Sign for turn lane (Total of number of legs with signs for approaching turn) 27 AAWDT Average annual weekday traffic
14 SGCH Sign chevron (total number of legs with chevrons indication turn orther) 28 ACCT
Total number of intersection accident from 2000-2004
75
Table V: Independent Variables Used in the Analysis
Length (Approximate length in feet) Description Score
0 No Lane 0
25 Very Short 1
50 Short 2
75 Medium Short 3
100 Medium Long 4
125 Long 5
150 Very Long 6
76
Table VI: Independent Variables Data
Inter-Section No. RTLN LTLN TOLN LNLN LNRN MEDN SPLM SPLA SGLG SGTL SGNS VEGE DRWC DRWR DRWT PEDX SIG2 LTLT
1 3 5 18 21 8 4 45 36.3 0 2 4 2 9 0 9 0 2 1
2 3 4 15 14 7 2 35 35.0 1 1 3 1 14 10 24 1 1 1
3 1 2 9 6 4 2 35 31.7 1 1 0 2 14 0 14 0 1 0
4 2 2 9 8 8 2 45 40.0 0 1 0 2 1 0 1 0 1 1
5 0 4 10 16 0 2 45 35.0 0 0 0 1 5 3 8 0 1 1
6 2 5 15 20 5 1 35 30.0 0 0 0 0 7 4 11 4 1 1
7 2 4 12 13 9 0 30 27.5 0 0 0 0 20 0 20 4 2 0
8 0 0 6 0 0 0 30 27.5 1 0 1 0 3 17 20 1 1 0
9 1 2 11 4 2 2 30 27.5 0 0 0 3 16 7 23 0 2 1
10 3 6 17 15 4 3 35 35.0 0 0 3 2 21 2 23 4 1 1
11 1 0 7 0 4 0 35 30.0 0 0 0 1 20 12 32 3 1 0
12 0 0 6 0 0 0 35 30.0 0 0 0 4 7 18 25 1 1 0
13 2 5 13 8 2 3 35 30.0 0 0 0 0 26 3 29 2 2 1
14 3 3 16 8 14 3 40 37.5 0 1 4 0 36 0 36 0 3 1
15 2 3 9 5 3 3 35 35.0 1 0 0 1 24 0 24 0 1 1
16 2 3 11 12 10 3 45 35.0 0 2 3 2 31 4 35 0 1 1
17 2 5 15 20 6 2 40 37.5 0 4 4 0 35 9 44 4 1 1
18 3 5 16 16 10 4 35 30.0 0 4 0 3 7 0 7 4 0 1
19 2 5 14 18 3 2 30 27.5 0 2 2 2 8 0 8 4 2 1
20 2 2 13 8 8 3 30 28.3 1 1 1 2 5 0 5 3 2 0
21 0 1 9 4 0 2 30 25.0 2 0 1 2 5 0 5 4 2 0
22 1 4 15 10 4 2 30 28.8 0 0 1 0 8 0 8 4 2 1
23 2 5 17 19 4 3 30 30.0 0 1 3 3 1 0 1 4 2 1
24 0 5 15 12 0 4 30 27.5 0 0 3 3 6 0 6 4 0 1
77
Inter-Section No. RTLN LTLN TOLN LNLN LNRN MEDN SPLM SPLA SGLG SGTL SGNS VEGE DRWC DRWR DRWT PEDX SIG2 LTLT
25 2 4 13 14 6 0 30 27.5 0 1 4 0 11 0 11 4 0 1
26 4 6 21 17 9 4 35 32.5 0 0 4 0 10 0 10 4 0 1
27 2 1 13 4 5 4 35 32.5 0 0 4 1 4 0 4 4 0 0
28 1 4 15 14 3 2 35 30.0 0 0 1 1 15 5 20 1 2 1
29 0 2 12 4 0 2 35 30.0 0 0 0 0 5 1 6 4 1 1
30 1 2 10 2 2 0 35 30.0 0 0 1 1 4 10 14 2 0 0
31 2 4 13 12 5 3 40 35.0 0 0 3 2 18 0 18 4 1 1
32 0 2 5 8 0 0 35 30.0 0 0 2 0 13 3 16 2 0 0
33 2 4 13 13 9 2 40 32.5 0 0 0 0 5 9 14 0 0 1
34 3 4 13 12 5 0 45 35.0 0 0 0 1 16 0 16 4 0 1
35 3 2 13 6 3 2 45 37.5 0 0 2 0 14 1 15 0 2 1
36 4 3 14 10 10 0 45 37.5 0 0 1 0 22 1 23 0 0 1
37 4 4 14 7 12 3 45 37.5 0 0 1 0 7 0 7 0 1 1
38 4 6 18 16 14 4 45 45.0 1 1 4 0 5 3 8 0 1 1
39 4 6 19 18 13 3 45 33.8 0 0 2 0 5 0 5 0 0 1
40 4 8 22 24 16 4 45 35.0 0 0 4 0 26 0 26 4 0 1
41 3 6 21 24 10 2 40 35.0 0 0 2 0 13 0 13 1 1 1
42 2 4 18 12 3 2 40 32.5 0 0 3 1 7 0 7 0 1 1
43 4 6 19 10 5 3 45 37.5 0 0 1 2 1 0 1 0 0 1
44 1 2 10 3 1 2 30 28.3 0 0 1 2 3 3 6 2 0 0
45 0 2 6 2 0 0 25 25.0 0 0 1 0 20 0 20 0 2 0
46 0 1 8 2 0 2 30 26.7 0 0 0 2 9 0 9 4 2 0
47 0 1 8 3 0 2 30 26.7 0 0 0 2 7 5 12 0 1 0
48 0 1 7 2 0 0 30 26.7 0 0 0 0 5 11 16 0 1 1
49 2 3 11 5 3 2 35 31.3 0 0 2 4 4 13 17 0 0 1
50 2 0 8 0 2 2 35 30.0 0 0 1 4 2 25 27 0 1 0
78
Inter-Section No. RTLN LTLN TOLN LNLN LNRN MEDN SPLM SPLA SGLG SGTL SGNS VEGE DRWC DRWR DRWT PEDX SIG2 LTLT
51 2 1 7 4 6 3 35 33.3 1 0 3 1 10 8 18 2 0 1
52 1 2 7 6 4 1 35 31.7 0 0 0 0 7 7 14 2 0 0
53 2 3 9 6 6 1 35 35.0 0 0 3 0 11 6 17 0 0 1
54 0 2 7 2 0 0 35 31.7 0 0 0 0 15 1 16 0 0 0
55 1 2 7 3 2 0 35 33.3 0 0 0 0 16 9 25 3 0 0
56 0 1 8 1 0 0 30 30.0 0 0 1 1 11 9 20 0 1 0
57 1 2 9 4 0 2 35 31.7 0 0 1 1 7 0 7 1 0 0
58 2 4 12 4 1 2 40 35.0 0 0 0 2 13 10 23 4 0 1
59 3 2 10 3 9 2 35 31.7 0 1 1 2 2 0 2 0 0 1
60 2 2 8 5 3 1 35 35.0 0 0 0 0 7 2 9 0 1 0
61 0 0 5 0 0 0 35 33.3 0 0 0 0 10 5 15 1 1 0
62 1 4 11 6 2 0 35 32.5 0 0 1 0 14 9 23 0 1 1
63 0 4 12 7 0 1 35 32.5 0 0 2 0 12 10 22 4 0 1
64 3 5 15 9 10 4 35 35.0 0 0 1 2 12 0 12 0 0 1
65 4 2 12 6 7 4 35 25.0 0 0 0 3 4 0 4 1 2 1
66 3 2 9 8 10 3 35 31.7 0 0 2 1 7 0 7 0 1 1
67 1 4 11 8 5 4 35 30.0 0 0 0 2 10 0 10 1 1 1
68 0 1 7 2 0 0 30 26.7 0 0 0 0 7 6 13 0 1 0
69 0 1 8 0 0 0 30 30.0 0 0 0 0 17 0 17 0 1 0
70 0 1 8 4 0 0 30 30.0 0 0 2 2 8 3 11 2 1 0
71 2 4 12 12 6 2 35 30.0 0 1 0 2 28 1 29 1 0 1
72 2 3 11 5 5 2 40 35.0 0 0 1 1 19 10 29 4 0 1
73 2 4 11 16 5 3 40 36.7 0 2 3 0 10 3 13 3 1 0
79
Table VII: Average Annual Weekday Traffic
No. AAWDT No. AAWDT No. AAWDT
1 66314 26 63168 51 29770
2 61317 27 48335 52 n/a
3 n/a 28 46780 53 25629
4 70198 29 n/a 54 n/a
5 n/a 30 n/a 55 n/a
6 n/a 31 43414 56 27847
7 47071 32 33267 57 n/a
8 44280 33 40197 58 20550
9 n/a 34 39232 59 46331
10 51754 35 47628 60 40300
11 n/a 36 44898 61 46584
12 n/a 37 n/a 62 49096
13 n/a 38 76356 63 54883
14 44785 39 64153 64 41305
15 39302 40 83932 65 n/a
16 62341 41 n/a 66 n/a
17 71382 42 n/a 67 n/a
18 62191 43 n/a 68 n/a
19 n/a 44 51732 69 28688
20 45942 45 n/a 70 21154
21 33128 46 24239 71 39419
22 42949 47 25116 72 45800
23 46047 48 n/a 73 60415
24 45104 49 18234
25 64867 50 33937
80
Table VIII: Sample for Modeling
No. Street 1 Street 2 No. Street 1 Street 2
2 HAMPTON BLVD LITTLE CREEK RD 38 MILITARY HWY PRINCESS ANNE RD
3 HAMPTON BLVD BAKER ST 41 MILITARY HWY POPLAR HALL DR
4 HAMPTON BLVD ADMIRAL TAUSSIG BLVD 43 MILITARY HWY CORPORATE BLVD
6 HAMPTON BLVD 49TH ST 44 GRANBY ST WILLOW WOOD DR
7 HAMPTON BLVD 38TH ST 45 GRANBY ST 21ST ST
8 HAMPTON BLVD PRINCESS ANNE RD 46 COLLEY AVE 26TH ST
9 HAMPTON BLVD BEECHWOOD AVE 47 COLLEY AVE 27TH ST
10 LITTLE CREEK RD GRANBY ST 48 COLONIAL AVE 27TH ST
11 LITTLE CREEK RD DIVEN ST 49 GRANBY ST BAYVIEW BLVD
12 LITTLE CREEK RD RUTHAVEN RD 51 OCEAN VIEW AVE 4TH VIEW ST
13 LITTLE CREEK RD OLD OCEAN VIEW RD 52 OCEAN VIEW AVE 1ST VIEW ST
14 LITTLE CREEK RD TIDEWATER DR 53 OCEAN VIEW AVE CHESAPEAKE BLVD
15 LITTLE CREEK RD SEWELLS POINT RD 54 OCEAN VIEW AVE CHESAPEAKE ST
16 LITTLE CREEK RD MILITARY HWY 55 OCEAN VIEW AVE CAPEVIEW AVE
17 LITTLE CREEK RD CHESAPEAKE BLVD 56 MONTICELLO AVE 26TH ST
18 BRAMBLETON AVE COLLEY AVE 57 TIDEWATER DR WIDGEON RD
21 BRAMBLETON AVE GRANBY ST 58 TIDEWATER DR EAST BAY AVE
22 BRAMBLETON AVE MONTICELLO AVE 60 TIDEWATER DR NORVIEW AVE
23 BRAMBLETON AVE ST PAULS BLVD 61 TIDEWATER DR WILLOW WOOD DR
24 BRAMBLETON AVE BOUSH ST 62 TIDEWATER DR CROMWELL DR
26 BRAMBLETON AVE TIDEWATER DR 63 TIDEWATER DR LAFAYETTE BLVD
27 TIDEWATER DR VA BEACH BLVD 64 NEWTOWN RD KEMPSVILLE RD
28 TIDEWATER DR PRINCESS ANNE RD 65 KEMPSVILLE RD KEMPSVILLE CIRCLE
29 TIDEWATER DR GOFF ST 66 NEWTOWN RD CENTER DRIVE
31 CHESAPEAKE BLVD NORVIEW AVE 68 COLONIAL AVE 27TH ST
32
CHESAPEAKE
BLVD SEWELLS POINT RD 69 MONTICELLO AVE 27TH ST
34 MILITARY HWY JOHNSTONS RD 70 CHURCH ST 27TH ST
35 MILITARY HWY NORVIEW AVE 71 LITTLE CREEK RD HALPRIN LN
36 MILITARY HWY AZALEA GARDEN RD 72 LITTLE CREEK RD AZALEA GARDEN RD
81
Table IX: Sample for Validation
No. Street 1 Street 2
1 HAMPTON BLVD INT TERMINAL BLVD
5 INT TERMINAL BLVD DIVEN ST
19 BRAMBLETON AVE DUKE ST
20 BRAMBLETON AVE BOUSH ST
25 BRAMBLETON AVE PARK AVE
30 TIDEWATER DR LINDENWOOD AVE
33 CHESAPEAKE BLVD JOHNSTONS RD
37 MILITARY HWY ROBIN HOOD RD
39 MILITARY HWY LOWERY RD
40 MILITARY HWY VA BEACH BLVD
42 MILITARY HWY HOGGARD RD
50 GRANBY ST EAST BAY AVE
59 TIDEWATER DR THOLE ST
67 NEWTOWN RD ETHEN ALLEN DRIVE
73 LITTLE CREEK RD SHORE DRIVE
82
Table X: Curve Fitting for Significant Variables
Variable Model R-Square Sig Const Coeff,
AAWDT
Linear .280 0.00 20.09 0.00
Logarithmic .265 0.00 -450.39 49.42
Inverse .227 0.00 116.47 -1610624.10
Exponential .212 0.00 33.61 0.00
LTLT
Linear .151 0.00 52.91 26.40
Logarithmic . . 0.00 0.00
Inverse . . 0.00 0.00
Exponential .157 0.00 47.91 0.41
DRWC
Linear .115 0.01 52.24 1.37
Logarithmic .028 0.21 53.84 6.83
Inverse .003 0.68 67.92 8.73
Exponential .045 0.11 52.52 0.01
SGNS
Linear .231 0.00 54.96 11.71
Logarithmic . . 0.00 0.00
Inverse . . 0.00 0.00
Exponential .192 0.00 50.63 0.16
SGTL
Linear .128 0.01 65.03 14.55
Logarithmic . . 0.00 0.00
Inverse . . 0.00 0.00
Exponential .105 0.01 58.24 0.20
SPLA
Linear .355 0.00 -88.48 4.94
Logarithmic .357 0.00 -485.26 160.48
Inverse .354 0.00 230.08 -5054.83
Exponential .352 0.00 5.67 0.07
83
Variable Model R-Square Sig Const Coeff,
SPLM
Linear .344 0.00 -73.51 4.05 Logarithmic .347 0.00 -451.31 146.49 Inverse .344 0.00 217.35 -5129.25 Exponential .358 0.00 6.74 0.06
MEDN
Linear .081 0.03 57.31 6.88 Logarithmic . . 0.00 0.00 Inverse . . 0.00 0.00 Exponential .111 0.01 49.88 0.12
LNRN
Linear .168 0.00 55.22 3.53 Logarithmic . . 0.00 0.00 Inverse . . 0.00 0.00 Exponential .108 0.01 52.02 0.04
LNLN
Linear .266 0.00 46.74 2.96 Logarithmic . . 0.00 0.00 Inverse . . 0.00 0.00 Exponential .174 0.00 46.81 0.04
TOLN
Linear .324 0.00 16.171 4.711
Logarithmic 0.29 0.00 -46.95 49.27 Inverse 0.24 0.00 112.83 -431.58 Exponential 0.25 0.00 30.22 0.06
LTLN
Linear .174 0.00 46.476 7.972
Logarithmic . . 0.00 0.00 Inverse . . 0.00 0.00 Exponential 0.12 0.01 46.16 0.10
RTLN
Linear .259 0.00 48.857 13.025
Logarithmic . . 0.00 0.00 Inverse . . 0.00 0.00 Exponential .193 0.00 47.24 0.17
84
Figure I: Sample Curve Fitting ACCT (Total Accidents) vs MEDN (Median)
85
Figure II: Sample Curve Fitting ACCT (Total Accidents) vs AAWDT (Annual Average Weed Day Traffic)
86
Table XI: Linear Regression Model (Based on Entire Sample)
Model Coefficients Std.
Error t Sig.
(Constant) -85.483 23.780 -3.595 .001
TOLN 7.060 1.751 4.032 .000
SPLM 2.885 .708 4.076 .000
LTLN -7.542 3.690 -2.044 .046
MEDTRAN* -.382 .221 -1.724 .090
* Transformed variable (eMEDN
)
Table XII: ANOVA of Linear Regression Model (Based on Entire Sample)
Model Sum of Squares df
Mean Square F Sig.
Regression 33759.68 4.00 8439.92 15.27 0.000
Residual 29288.34 53.00 552.61
Total 63048.02 57.00
Table XIII: R-Square of the Linear Regression Model (Based on Entire Sample)
Model R R
Square
Adjusted R
Square Std. Error of the
Estimate
.769 .592 .541 23.50766
87
Table XIV: t-test of the Validation Data
t-Test: Two-Sample Assuming Equal Variances
Actual ACCT Predicted
ACCT
Mean 107.2 84.56601438
Variance 8493.6 693.0613923
Observations 15 15
Pooled Variance 4593.330696
Hypothesized Mean Difference 0
df 28
t Stat 0.914592868
P(T<=t) two-tail 0.368214786
t Critical two-tail 2.048407115
88
Table XV: TwoStep Cluster Analysis
(Categorical Significant Variables for Cluster Analysis: MEDN, SGTL, SGNS and LTLT)
Cluster Distribution
Cluster N
% of Combined % of Total
1 31 53.4% 53.4%
2 27 46.6% 46.6%
Combined 58 100.0% 100.0%
Table XVI: TwoStep-Cluster Analysis – Cluster Centroid
(Categorical Significant Variables for Cluster Analysis: MEDN, SGTL, SGNS and LTLT)
Cluster Centroid
Cluster ACCT Mean Std. Deviation
1 53.42 19.93
2 87.52 36.35
Combined 69.29 33.26
Table XVII: TwoStep Cluster Analysis – Cluster Frequencies
(Categorical Significant Variables for Cluster Analysis: MEDN, SGTL, SGNS and LTLT)
MEDN
0 1 2 3 4
Cluster Frequency % Frequency % Frequency % Frequency % Frequency %
1 16 94.1% 3 60.0% 12 63.2% 0 .0% 0 .0%
2 1 5.9% 2 40.0% 7 36.8% 10 100.0% 7 100.0%
Combined 17 100.0% 5 100.0% 19 100.0% 10 100.0% 7 100.0%
89
SGTL
0 1 2 4
Cluster Frequency % Frequency % Frequency % Frequency %
1 30 62.5% 1 14.3% 0 .0% 0 .0%
2 18 37.5% 6 85.7% 1 100.0% 2 100.0%
Combined 48 100.0% 7 100.0% 1 100.0% 2 100.0%
SGNS
0 1 2 3 4
Cluster Frequency % Frequency % Frequency % Frequency % Frequency %
1 19 0.76 10 0.7692 2 0.2857 0 0 0 0
2 6 0.24 3 0.2308 5 0.7143 8 1 5 1
Combined 25 1 13 1 7 1 8 1 5 1
LTLT
0 1
Frequency % Frequency %
1 21 95.5% 10 27.8%
2 1 4.5% 26 72.2%
Combined 22 100.0% 36 100.0%
90
Table XVIII: TwoStep Cluster Analysis – Cluster Memberships — Regression – Cluster 1
Model Coefficients
Model Coefficients Std. Error t Sig.
(Constant) -83.19 25.14 -3.31 .003
SPLM 3.78 .728 5.26 .000
LTLN -9.50 3.58 -2.66 .013
TOLN 3.30 1.65 2.00 .055
Model ANOVA
Model Sum of Squares df
Mean Square F Sig.
Regression 6309.350 3 2103.12 10.13 .000
Residual 5606.199 27 207.64
Total 11915.548 30
Model Summary
Model R R Square Adjusted R
Square Std. Error of the Estimate
.728 .530 .48 14.41
91
Table XIX: TwoStep Cluster Analysis – Cluster Memberships — Regression – Cluster 2
Model Coefficients
Model Coefficients Std. Error t Sig.
(Constant) -35.41 52.40 -.68 .51
SPLA 3.44 1.42 1.98 .06 TOLN 4.05 2.34 1.73 .10 LNLN 1.34 1.55 1.87 .09 MEDN -11.16 5.61 -1.99 .06
Model ANOVA
Model Sum of Squares df
Mean Square F Sig.
Regression 17843.20 4 4460.80 5.94 .00
Residual 16509.54 22 750.43
Total 34352.74 26
Model Summary
Model R R Square Adjusted R
Square Std. Error of the Estimate
.72 .52 .43 27.39
92
Table XX: TwoStep Cluster Analysis – Cluster Memberships — Validation Sample
No. Street 1 Street 2 Cluster
1 HAMPTON BLVD INT TERMINAL BLVD 2
5 INT TERMINAL BLVD DIVEN ST 1
19 BRAMBLETON AVE DUKE ST 1
20 BRAMBLETON AVE BOUSH ST 2
25 BRAMBLETON AVE PARK AVE 2
30 TIDEWATER DR LINDENWOOD AVE 1
33 CHESAPEAKE BLVD JOHNSTONS RD 2
37 MILITARY HWY ROBIN HOOD RD 1
39 MILITARY HWY LOWERY RD 2
40 MILITARY HWY VA BEACH BLVD 2
42 MILITARY HWY HOGGARD RD 1
50 GRANBY ST EAST BAY AVE 1
59 TIDEWATER DR THOLE ST 2
67 NEWTOWN RD ETHEN ALLEN DRIVE 1
73 LITTLE CREEK RD SHORE DRIVE 2
93
Table XXI: TwoStep Cluster Analysis – Cluster Memberships — Validation t-test – Cluster 1
t-Test: Two-Sample Assuming Equal Variances
Actual ACCT Predicted
ACCT
Mean 149.63 127.65
Variance 11157.70 605.56
Observations 8 8
Pooled Variance 5881.63
Hypothesized Mean Difference 0.00
df 14.00
t Stat 0.57
P(T<=t) two-tail 0.29
t Critical two-tail 1.76
Table XXII: TwoStep Cluster Analysis – Cluster Memberships — Validation t-test – Cluster 2
t-Test: Two-Sample Assuming Equal Variances
Actual ACCT Predicted
ACCT
Mean 68.77 58.71
Variance 569.17 1658.57
Observations 7 7
Pooled Variance 1113.87
Hypothesized Mean Difference 0.00
df 12.00
t Stat 0.56
P(T<=t) two-tail 0.29
t Critical two-tail 1.78