Scanning secondary derived crashes from disabled and abandoned vehicle incidents on uninterrupted flow highways

•This study investigated the occurrence of secondary crashes with respect to abandoned and disabled vehicle incidences.•More than 75% of the secondary crashes occurred within 20 min of the primary incidents, and more than 50% occurred within one mile from the primary incidents.•Segments with high traffic volumes, higher posted speed limits, and abandoned and disabled vehicle incidents occurring along freeway segments located within urban areas increase the probability of secondary crashes.•Segments with wider medians, wider inner and outer shoulders, wider and clear right of ways, wider lanes, and higher number of lanes tend to decrease the number of secondary crashes caused by abandoned and disabled vehicles as the primary incidents.•More lane segments and wider outside shoulders have negative influence on crash occurrence as well as distance gap.•Closing travel lanes is highly associated with occurrence of secondary crashes.

IntroductionExtent of secondary crashes derived from primary incidents involving abandoned and disabled vehicles are presented in this paper.MethodUsing years 2004 to 2010 incident and crash data on selected Tennessee freeways, the study identified secondary crashes that resulted from disabled and abandoned vehicle primary incidents. The relationship between time and distance gaps before the secondary crash with respect to individual incident characteristics were evaluated through descriptive statistics and linear regression.ResultsThe time and distance gap analysis indicated that a large portion of secondary crashes occurred within 20 min after the primary incidents and within a distance of 0.5 miles upstream. While 76% of incidents involved shoulder, most secondary crashes were related to the closing of right lanes. Overall, 58% of the secondary crashes occurred within 30 min after the occurrence of the primary incidents. Most of the vehicles in the incidents that involved towing and caused secondary crashes were towed or removed out of the travel way within 60 min from the time of occurrence. The study found that most (95%) secondary crashes were property damage only (PDO), while 49% were rear-end crashes. The negative binomial model was used to evaluate the impact of roadway geometry and traffic factors associated with frequency of these secondary crashes. It was found that the posted speed limit, congested segments, segments with high percentages of trucks, and peak hour volumes increased the likelihood of secondary crash occurrence. Roadway segments with wider medians, shoulders, and multilanes decrease the likelihood of secondary crashes caused by abandoned and disabled vehicles as the primary incidents.Practical applicationsThe paper recommends that wider shoulders be provided on any section of freeway to accommodate abandoned or disabled vehicles to avoid blocking of travel lane(s).