CUY-422-4.34 SAFETY STUDY KINSMAN RD (US 422) AT E. 93 … Formal...CUY-422-4.34 Safety Study...

CUY-422-4.34 SAFETY STUDY KINSMAN RD (US 422) AT E. 93RD ST CLEVELAND, OHIO - ODOT DISTRICT 12 October 13, 2014

LJB Inc.2500 Newmark Drive Miamisburg, OH 45342 (937) 259-5000 Elizabeth L. Sliemers, [email protected]

PREPARED BY:

CUY-422-4.34 Safety Study

TABLE OF CONTENTS

TABLE OF CONTENTS

INTRODUCTION .................................................................................................................................................... 1

EXISTING CONDITIONS ........................................................................................................................................ 4

CRASH ANALYSIS ................................................................................................................................................ 9

COUNTERMEASURES ........................................................................................................................................ 14

BENEFIT COST ANALYSIS ................................................................................................................................ 20

FIGURES

FIGURE 1 – PROJECT LOCATION MAP ....................................................................................................................... 2

FIGURE 2 – STUDY AREA MAP ................................................................................................................................... 3

FIGURE 3 – INTERSECTION ALIGNMENT .................................................................................................................. 5

FIGURE 4 – INTERSECTION FUNCTIONAL AREA ...................................................................................................... 6

FIGURE 5 –EXPECTED EXCESS CRASHES ............................................................................................................. 11

FIGURE 6 – SHORT TERM CONCEPT PLAN ............................................................................................................. 19

APPENDICES

PROJECT DOCUMENTATION ....................................................................................................................................... A

EXISTING CONDITIONS DIAGRAM .............................................................................................................................. B

TRAFFIC DATA .............................................................................................................................................................. C

CRASH DIAGRAMS ....................................................................................................................................................... D

HSM OUTPUT ................................................................................................................................................................ E

CLEARANCE INTERVAL CALCULATIONS ................................................................................................................... F

CAPACITY ANALYSIS REPORTS .................................................................................................................................G

STORAGE LENGTH CALCULATIONS .......................................................................................................................... H

COST ESTIMATE AND BENEFIT COST ANALYSIS ...................................................................................................... I

SAFETY FUNDING GUIDELINES AND APPLICATION FORM ......................................................................................J

DISCLAIMER:

The contents of this report are protected in accordance with 23 USC Section 409: Discovery and Admission as Evidence of Certain Reports and Surveys.


INTRODUCTION 1

INTRODUCTION

PURPOSE AND NEED The purpose of this study is to evaluate existing safety performance and to identify potential countermeasures to reduce traffic crashes and congestion at the intersection of US Route 422 (Kinsman Road) and E. 93rd Street. This intersection located at SLM 4.34 is ranked 19 on the ODOT 2012 Urban Intersection Peak Searching Excess Locations list.

A review of crash data provided by the Ohio Department of Transportation (ODOT) yielded a total of 88 reported crashes at the study intersection during a 3-year period between 2010 and 2012. The following crash types and conditions are over represented at the study location compared to statewide averages (shown in parenthesis). Note the statewide crash averages are based on 2008-2012 data whereas the project data encompasses years 2010 to 2012.

Total crashes: 88 total crashes

Injury crashes: 35 crashes or 39.8 percent (25.4 percent)

Rear end: 42 crashes or 47.7 percent (30.9 percent)

Left Turn: 15 crashes or 17.0 percent (5.2 percent)

Pedestrian: 6 crashes or 6.8 percent (0.8 percent)

BACKGROUND US Route 422, here in referred to as Kinsman Road is an east-west route that provides connection between downtown Cleveland and IR-271. E. 93rd Street is a north-south route between Kinsman Road and Miles Avenue. The intersection is located in the City of Cleveland. A project location map is provided in Figure 1.

The study intersection is located south of Cleveland’s Opportunity Corridor, a transportation and economic development project aimed at connecting I-490 to the University Circle neighborhood. The proposed boulevard extension of I-490 will form new intersections with Kinsman Road (approximately 1.25 miles west of the study intersection) and E. 93rd Street (north of Buckeye Road). Kinsman Road is planned to be widened to a five-lane section to provide exclusive left turn lanes at the subject intersection with the Opportunity Corridor project. A Preferred Alternative map of the new Kinsman Road intersection is provided in Appendix A.

A safety study was prepared for the study intersection in April 2009 and was based on 2005 – 2007 crash data. There were 46 documented crashes during the 2005 – 2007 analysis period which represents 48 percent fewer crashes than were reported during the 2010 – 2012 analysis period being used in this current study. Recommendations from the 2009 safety study include:

Short Term: Upgrade traffic signals, revise signal timing and phasing to change the protected lead phase from southbound approach to northbound approach, provide coordination with the traffic signal at E. 93rd Street/Ramona Boulevard intersection, and install epoxy pavement marking and lane use signs at both intersections.

Medium Term: Install signal actuation (preferably video detection) and coordination with the traffic signal at the E. 93rd/Ramona Boulevard intersection.

Long Term: Install left turn lanes on all four approaches of the intersection, widen roadways to accommodate 12 foot travel lanes, and update signal timing and phasing.


INTRODUCTION 2

The City of Cleveland Capital Improvement Program (CIP) identifies the widening of E. 93rd Street to a five-lane section from Ramona Boulevard south as a project for FY 2015/2016. Details and limits of this project were unknown at the time that this study was prepared.

FIGURE 1: PROJECT LOCATION MAP


INTRODUCTION 3

FIGURE 2: STUDY AREA MAP


EXISTING CONDITIONS 4

EXISTING CONDITIONS

ROADWAY CONDITIONS Kinsman Road intersects E. 93rd Street at a four-leg, signalized intersection. The signalized intersection of E. 93rd Street and Ramona Boulevard is located less than 200 feet north of the Kinsman Road intersection and has been included as part of the study area. Existing roadway conditions are summarized in Table 1 and described in additional detail below. Existing conditions diagrams are provided in Appendix B.

TABLE 1: EXISTING ROADWAY CONDITIONS KINSMAN ROAD

(US 422)

E. 93RD STREET RAMONA BLVD

ODOT Functional Classification

Urban Minor Arterial Urban Minor Arterial Urban Collector

Federal Aid Primary?

Yes No No

Posted speed limit

35 MPH 35 MPH 25 MPH

2012 ADT (from NOACA)

14,160 vpd 16,740 vpd Not available

Truck % (from NOACA)

3.5% Not available Not available

Kinsman Road (east/west)

4-lane roadway section comprised of two travel lanes in each direction. An exclusive WB right turn lane is provided. Left turn movements are made from the shared left through lane.

Pavement widths are typically 42 feet but vary between 47 feet and 55 feet at the intersection with E. 93rd Street due to a wider curb lane width on the eastbound approach and the exclusive right turn lane on the westbound approach.

Lane line markings on the east leg are not visible or are significantly worn. Note that lane lines are not visible for eastbound traffic in Figure 2.

Sidewalks exist on both sides of Kinsman Road

E. 93rd Street (north/south)

4-lane roadway section comprised two travel lanes in each direction within study limits. Pavement widths at the approaches to the Kinsman Road intersection are approximately 60 feet. The northbound curb lane is 17 feet wide and the southbound curb lane is 16 feet wide.

North of Ramona Boulevard, E. 93rd Street retains a 4-lane section with a total pavement width of 44 feet.

Lane line markings are not visible

On-street parking is permitted north of Ramona by time of day (7 AM to 6 PM)

Sidewalks exist on both sides of E. 93rd Street

Overhead lighting is provided on Kinsman Road and E. 93rd Street. Intersection level lighting is provided in the southeast, northwest and southwest quadrants.



Greater Cleveland RTA provides transit service in the area with bus stops located in each of the four quadrants of the Kinsman/E. 93rd Street intersection. Two bus routes, one on Kinsman Road (Route 14) and one on E. 93rd Street (Route 10) provide 24-hour a day transit service. Transit service operates with 13 minute to 15 minute headways from 6 AM to 6 PM on weekdays with reduced service during other time periods and weekends.

INTERSECTION CONDITIONS Kinsman Road intersects E. 93rd Street at a 72 degree angle which is within acceptable limits as specific in the ODOT Location and Design Manual. An angle point in the horizontal alignment of Kinsman Road exists just prior to the intersection with E. 93rd Street, as shown in Figure 3. The existing deflection angle is approximately four degrees which exceeds the maximum angle allowed for a 30 MPH design speed. The deflection angle results in lane offsets greater than 12 feet across the intersection which reduces intersection sight distance of opposing left turn vehicles.

FIGURE 3: INTERSECTION ALIGNMENT

The Kinsman Road/E. 93rd Street intersection is controlled with a mast arm design traffic signal installation. Features of the signal operation are summarized below:

The southbound approach provides a protected/permissive left turn phase (lead) for turning vehicles from a shared left-through lane.

The northbound approach does not feature a protected phase (i.e. left turns are permissive only). The northbound left turn volume is twice that of the southbound left turn volume in the PM peak and seven times higher during the AM peak. The leading SB left turn phase may be in place to queues from extending through the Ramona Boulevard intersection.

The E. 93rd Street through phases end concurrently (i.e. the onset of the yellow change interval occurs at the same time). The onset of the red clearance interval at the Ramona Boulevard intersection begins 1.0 second earlier than at Kinsman Road intersection. The clearance interval times are 4.0 Yellow/2.0 All Red on E. 93rd Street at Kinsman Road and 3.0 Yellow/2.0 All Red at Ramona Boulevard.

The southbound approach features a 5-section and a 3-section signal head. All other approaches feature two 3-section signal heads.

The traffic signals at Kinsman Road/E. 93rd Street and E. 93rd Street/Ramona Blvd. are coordinated for north/south progression.



A red light running (RLR) camera was installed on the westbound Kinsman Road approach in December 2013.

Crosswalks, pedestrian signal heads and pushbuttons are provided for all four crossings. Pedestrian phases recalled. The existing pedestrian clearance times meet or exceed the calculated timings based on current industry standards and are in conformance with OMUTCD guidance.

Some congestion issues and multi-cycle vehicle queues were noted at the Kinsman Road/E. 93rd Street intersection. Individual movements experienced long queues including the westbound and northbound approaches during the AM peak and the eastbound approach during the PM peak.

LAND USE AND PROPERTY ACCESS Land uses along Kinsman Road are a combination of neighborhood commercial business and single family residential. The four quadrants of the Kinsman Road/E. 93rd Street intersection are comprised of the following land uses:

NE quadrant: Cleveland 4th District Police Station

NW quadrant: Shell service station

SE quadrant: vacant commercial building

SW quadrant: vacant lot and Kinsman Square Party Center & Lounge as well as other vacant store fronts

The functional area of an intersection is defined as the area beyond the physical intersection of two roadways as shown in Figure 4. The functional area for a leg of an intersection includes two components: one upstream of the physical area of the intersection and one downstream. The upstream (or intersection approach) includes additional length for decision-making, maneuvering, and required vehicle storage. The downstream area consists of a conflict overlap distance that allows a through vehicle to clear the intersection in addition to downstream conflict points

FIGURE 4: INTERSECTION FUNCTIONAL AREA

Access locations within the influence area of the Kinsman Road/E. 93rd Street intersection and the E. 93rd Street/Ramona Boulevard intersection are shown as red circles in Figure 2. Driver attention required to process potential conflicts with vehicles entering or leaving these access points is diverted from the navigation task at the signalized intersection. Access control is almost non-existent for the properties in

Upstream Downstream



the northwest quadrant, resulting in a high number of access points within the functional area of the intersections.

The Shell service station located on the northwest quadrant of the intersection is accessed from four locations, two on Kinsman Road and two on E. 93rd Street, all within 200 feet of the intersection. The access points nearest to the Kinsman Road/E. 93rd Street intersection are located directly behind the curb return of the intersecting street, approximately 30 feet from the edge of the intersection roadway.

The McDonald’s located immediately west of the Shell site is accessed from three locations, two on Kinsman Road and one on E. 93rd Street. The access point on E. 93rd street is within the functional area of the Ramona Boulevard intersection.

DATA COLLECTION Manual turning movement counts were conducted at the Kinsman Road/E. 93rd Street intersection on November 21, 2013 from 7-11 AM and from 2-6 PM. Peak traffic volumes occur between 7:30 and 8:30 AM (morning peak hour) and between 4:30 and 5:30 PM (evening peak hour). Hourly volumes are summarized in Graph 1.

Manual count data was submitted to NOACA with a request for design year growth rates. Growth rates supplied by NOACA indicate zero growth on the roadways in this area. Therefore, 2013 counted traffic is representative of the 2035 design year traffic used to prepare technical analyses as part of this study. Manual count data and a traffic projection worksheet are provided in Appendix C.

Of additional note is a comparison of 2009 count data included in the 2009 safety study referenced in the Background section. Peak hour traffic volumes collected in 2013 are between 9 and 17 percent higher than the 2009 counts, as shown in Graph 1.

GRAPH 1: TRAFFIC VOLUMES BY HOUR (WEEKDAY)



INTERSECTION CAPACITY Intersection capacity was evaluated to assess existing operating conditions and to identify critical deficiencies that may contribute to safety issues. Analyses were prepared using existing (2013) peak hour traffic volumes and existing signal timing and phasing. Existing levels of service and vehicle delay are summarized in Table 2. Analysis methodology and detailed output reports are included in Appendix G.

Results indicate that under current conditions, there are capacity deficiencies at the Kinsman Road/E. 93rd Street intersection during the AM peak hour, specifically for the NB approach. The volume to capacity ratio of the NB approach is 1.26 during the AM peak, which is 26% over capacity.

TABLE 2: EXISTING INTERSECTION CAPACITY SUMMARY

EB A

ppro

ach

WB

APP

RO

AC

H

NB

APP

RO

AC

H

SB A

PPR

OA

CH

INTE

RSE

CTI

ON

2013 AM D/41.5 D/45.5 F/154.5 C/20.2 E/76.3

2013 PM D/35.0 C/22.1 D/41.7 C/21.4 C/29.9

2013 AM C/33.1 D/40.0 A/4.1 A/3.8 A/8.6

2013 PM D/35.6 D/45.6 A/1.1 A/3.4 A/6.7

No te: Lette r/Number - Leve l o f Se rvice /Average De lay per Vehic le

E. 93rd Street/Ramona Blvd

Kinsman Road/E. 93rd Street


CRASH ANALYSIS 9

CRASH ANALYSIS

CRASH DATA Crash data was furnished by the Ohio Department of Transportation for Kinsman Road/E. 93rd Street intersection, encompassing a three-year study period between 2010 and 2012. The crash data included crashes at the E. 93rd Street/Ramona Boulevard intersection due to its close proximity to the study intersection. The OH-1 report for each documented crash was reviewed to confirm accuracy and to locate crashes properly within the study limits. Crash diagrams are provided in Appendix D.

Noteworthy crash statistics for the three-year period are summarized below and shown graphically in Graphs 2 and 3. Statewide averages for crashes on state system, non-freeway locations are shown in parentheses based on data for years 2008 through 2012.

Total crashes: 88 total crashes

Injury: 35 crashes or 39.8 percent (25.4 percent)

Rear end: 42 crashes or 47.7 percent (30.9 percent)

Left Turn: 15 crashes or 17.0 percent (5.2 percent)

Angle: 14 crashes or 15.9 percent (15.6 percent)

Pedestrian: 6 crashes or 6.8 percent (0.8 percent)

Rear end, left turn and angle crashes represent the top 3 crash types observed at the intersection, accounting for over 80 percent of the total crashes.

GRAPH 2: FREQUENCY OF CRASHES BY CRASH TYPE


CRASH ANALYSIS 10

GRAPH 3: FREQUENCY OF CRASHES BY TIME OF DAY

HIGHWAY SAFETY MANUAL The predictive method described in Part C of the Highway Safety Manual provides steps to estimate the expected average crash frequency of a site for a given time period, geometric design, traffic control features, and traffic volumes. The expected average crash frequency (Nexpected) is estimated using a predictive model estimate of crash frequency for a specific site type (Npredicted) together with observed crash frequency (where available).

Predicted average crash frequency: This step involves determination of the predicted crash frequency which reflects how a site would be expected to perform relative to 1,000 similar sites. Calculation of predicted crash frequency utilizes Safety Performance Functions (SPF) for a base condition. Crash Modification Factors (CMF) are applied to account for specific site characteristics that differ from the base condition. A state-level calibration factor is then applied to normalize the base condition to localized conditions. The resulting value is the Predicted Crash Frequency (Npredicted)

Expected average crash frequency: The next step involves calculation of the expected average crash frequency which reflects average performance of the site over an extended period of time based on actual crash history. This step incorporates the Empirical Bayes (EB) method which combines actual (observed) crash history of the study site with predicted average crash frequency. These values are weighted based on an over-dispersion parameter (k) that is the measure of the strength of the model (safety performance factors). The resulting value is the expected average crash frequency (Nexpected)

EXPECTED EXCESS CRASH RESULTS The difference between the predicted and expected average crash frequencies is termed the “Expected Excess Crashes” for the site, as shown in Figure 5. If the expected average crash frequency is greater than


CRASH ANALYSIS 11

the predicted average crash frequency, then the site has potential for safety improvement. If expected frequency is less than predicted frequency, then the site is expected to experience fewer crashes per year on average than its peers.

FIGURE 5: EXPECTED EXCESS CRASHES

The HSM predictive method for urban/suburban arterials was applied to the Kinsman Road/E. 93rd Street intersection to determine the potential for safety improvement. A single intersection element was included in the evaluation. Results presented in Table 3 conclude that the expected crash frequency is greater than the predicted crash frequency, suggesting that the site experiences on more crashes per year than its peers and that there is potential for safety improvements. A detailed explanation of HSM methodology as well as HSM output reports are provided in Appendix E. TABLE 3: HSM RESULTS FOR EXISTING CONDITIONS

Intersection:

Kinsman Road/ E. 93rd street

Predicted Average Crash Frequency (Npredicted)

18.2

Expected Average Crash Frequency – Existing Conditions (Nexpected,existing)

21.2

Expected Excess Crashes 2.9

Potential for Safety Improvement? Yes


CRASH ANALYSIS 12

OBSERVED CRASH HISTORY A review of observed and documented crash history in the Kinsman Road/E. 93rd street intersection area suggests patterns that are consistent with urban/suburban intersections. The most prevalent crash types reported were rear end, angle, left turn, sideswipe passing, and pedestrian crashes accounting for 94 percent of the total crashes. The top five crash types were distributed within the intersection as summarized in Table 4. TABLE 4: CRASH SUMMARY

CRASH TYPE

EASTBOUND WESTBOUND NORTHBOUND SOUTHBOUND TOTAL CRASHES (INJURY CRASHES)

Rear End 12 (Approach)

6 (approach) 4 (receiving)

10 (approach) 8 (approach) 2 (receiving)

42 (15)

Left Turn 2 (intersection) 4 (driveway)

3 (intersection) 3 (intersection) 1 (driveway)

2 (intersection) 15 (9)

Angle 4 (Intersection)

2 (intersection) 1 (driveway)



14 (5)

Sideswipe Passing 4 (approach) 1 (approach) 1 (departure) 0 6 (0)

Pedestrian 3 (south x-ing) 1 (north x-ing) 2 (east x-ing) 0 6 (4)

Rear End Crashes A total of 42 rear end crashes were reported at the study intersection with 36 percent resulting in injury. A review of crashes by hour of day indicates that rear end crash patterns peak between 10AM and 12PM and between 4PM and 6PM. Fifty percent of the rear end crashes occurred during these four hours.

Left turn crashes Fifteen left turn crashes were reported at the study intersection with 60 percent resulting in injury. Ten of the left turn crashes occurred within the intersection with the remaining five crashes occurring at adjacent driveways within the influence area of the intersection. All the driveway related left turn crashes occurred at driveways to the Shell site in the northwest quadrant (four on Kinsman Road and one on E. 93rd street).

Angle Crashes Fourteen angle crashes were reported at the study intersection. Ten of the angle crashes occurred within the intersection. Four occurred at adjacent driveways within the influence area of the intersection. The majority of right turn angle crashes were attributed to red light violations or vehicles clearing the intersection through the yellow change/all red clearance phases.

Pedestrian Crashes Six pedestrian crashes were reported at the intersection: 3 on the south leg of E. 93rd Street, 2 on the east leg of Kinsman, and 1 on the west leg of Kinsman. All crashes involved non-fatal injuries to the pedestrian involved. Pedestrian crashes are summarized below.

West leg of Kinsman Road (southbound through phase): One pedestrian crash was reported on the west leg within the three year analysis period. This crash occurred on Tuesday, April 6, 2010 at 2 PM. The pedestrian began southbound across Kinsman Road. The driver of the involved vehicle attempted a southbound right turn and failed to see the pedestrian. Both parties indicate that the pedestrian WALK phase was active. No citation was issued.

East leg of Kinsman Road (northbound through phase): Two pedestrian crashes were reported on the east leg within the three year analysis period.


CRASH ANALYSIS 13

One crash occurred on Friday, August 6, 2010 at an unreported time. A pedestrian attempted to cross Kinsman Road to catch a public bus during the DO NOT WALK phase. The driver of the involved vehicle intended to travel westbound through the intersection on Kinsman when the pedestrian entered the road. No citation was issued.

One crash occurred on Tuesday, September 12, 2010 at 2 PM. A pedestrian attempted to cross Kinsman Road heading northbound. The driver of the involved vehicle intended to travel westbound through the intersection on Kinsman Road when the pedestrian entered the road. Right-of-way was not indicated. No citation was issued.

South leg of E. 93rd Street (eastbound through phase): Three pedestrian crashes were reported on the south leg within the three year analysis period.

One crash occurred on Tuesday, January 26, 2010 at 10 AM. The driver of the vehicle involved stopped for a red light travelling northbound on E. 93rd Street. Upon stopping, the vehicle extended over the marked stop line and into the intersection. At that time, two pedestrians began to cross E. 93rd (travelling westbound) outside of the marked crosswalk and behind the stopped vehicle. The driver backed his vehicle out of the intersection and struck the pedestrian crossing behind him. No citation was issued.

One crash occurred on Thursday, August 25, 2011 at 5 PM. A pedestrian attempted to cross East 93rd Street (travelling eastbound). The driver of the involved vehicle attempted an eastbound right turn from Kinsman Road to E. 93rd when she saw the pedestrian in the crosswalk and failed to brake in time. No citation was issued.

One crash occurred on Monday, November 19, 2012 at 12 PM. A pedestrian attempted to cross E. 93rd Street (travelling eastbound) outside of the marked crosswalk and during a DO NOT WALK phase. The driver of the involved vehicle was travelling southbound through the intersection when the pedestrian entered the vehicles path. No citation was issued.


COUNTERMEASURES 14

COUNTERMEASURES

The following section addresses contributing factors associated with the prevalent crashes patterns at the Kinsman Road/E. 93rd Street intersection and possible countermeasures to mitigate those crashes. Additional countermeasures are recommended to minimize potential safety issues that may not be directly attributed to historical crash trends. Detailed technical analyses including intersection capacity reports, clearance interval calculations and turn lane sizing calculations are summarized in Appendix F, G and H.

The following are key factors that contribute to the most prevalent crash patterns observed at the Kinsman Road/E. 93th Street intersection: Countermeasure recommendations are intended to address these factors.

Substandard horizontal alignment on Kinsman Road: Intersection-related crashes occurring upstream or downstream of the physical intersection can be attributed to the substandard horizontal alignment on Kinsman Road which reduces intersection sight distance of opposing left turn vehicles.

Absence of left turn lanes: There are no exclusive left turn lanes at the intersection. Exclusive turn lanes (right or left) allow separation of slower moving turning vehicles from the through traffic and provide a dedicated space for turning vehicle to wait before executing the desired movements. Turn lane reduce the need for a through vehicle to slow or stop to avoid a rear end crash with a turning vehicle and thereby can be used to mitigate rear end crashes.

In cases where left turn demand is high, the inside shared left-through lane becomes a default left turn lane, forcing all through traffic to the curb lane. Concentration of through traffic to a single lane can negatively impact capacity of the intersection, result in increased delay and queue lengths which increase crash potential.

The absence of left turn lanes on E. 93rd Street influences vehicle stacking in the 100 feet that separates Kinsman Road and Ramona Boulevard. Southbound vehicle queues are currently managed by providing a leading protected SB phase that clears vehicles out of the short distance between intersections before the NB movements are permitted. This leading phase allocates green time to low volumes movements (i.e. the SB left turn) which increases delay and queues in more critical movements such as the NB right turn and WB left turn.

Uncontrolled property access: A contributing factor of some left turn and angle crashes is the uncontrolled access points serving the properties in the northwest quadrant of the intersection. These access points are in close proximity to the physical intersection and left turn movements to and from the Shell and McDonald’s sites conflict with traffic traversing the intersection.

Deteriorating pavement markings: The absence of clear pavement markings make lane differentiation difficult for motorists. Worn pavement markings were noted throughout the study area.

Low expectancy of the traffic signal: Rear end crashes are concentrated on the eastbound Kinsman Road approach 16 of the total 42 rear end crashes) with the majority of those crashes being intersection related as opposed to driveway related. The closest upstream signal on Kinsman Road is approximately 0.60 miles west of the E. 93rd Street intersection. With travel speeds observed to be in excess of the 35 MPH posted speed limit, motorists approaching the E 93rd Street intersection may not be expecting a traffic signal and are unprepared to stop on the approach. The minimum sight distance for signal visibility at 45 MPH is 460 feet which is satisfied on Kinsman Road.


COUNTERMEASURES 15

ALL CRASHES – 88 CRASHES The following countermeasures are recommended to mitigate all crashes at the Kinsman Road/E. 93rd Street intersection.

Upgrade clearance intervals: Modification of the yellow change and all red clearance times is recommended. Calculations have been prepared in accordance with the ODOT Traffic Engineering Manual and ITE recommended practices, as summarized in Appendix F. Standardize clearance intervals along E. 93rd Street for both intersections. The recommended clearance intervals reflect not offset between intersections to discourage red light running in either direction.

Upgrade pavement markings on Kinsman Road and E. 93rd Street: Pavement marking upgrades are recommended to improve visibility and lane delineation at the intersection. Pavement markings changes will accompany changes in the horizontal alignment on Kinsman Road and lane use on E. 93rd Street, as described below.

Correct horizontal alignment on Kinsman Road: Horizontal alignment changes are recommended on Kinsman Road to eliminate the angle points. This can be achieved within the existing curb lines by eliminating the westbound right turn lane as shown in Figure 6. Demand for the westbound right turn is a low with 50 vehicles or less during the peak hours. Good levels of service area expected to be maintained.

Increase capacity for northbound and southbound left turn movements on E. 93rd Street: In the existing condition, the NB 93rd Street approach is operating over capacity with a volume to capacity ratio of 1.26 during the AM peak hour. This is due in part to the leading phase currently provided for the SB approach, which has significantly less left turn volume than the NB left turn movement (AM: NBLT=208 vph, SBLT=28 vph, PM: NBLT=137 vph, SBLT=66 vph).

The following options were evaluated to increase capacity for the NB left turn movement while managing queue spillback on E. 93rd Street between Kinsman Road and Ramona Boulevard. Capacity analysis results for each option are summarized in Table 5.

Short term Option 1 - Change N/S signal phasing: The first option to manage left turn movements and capacity deficiencies at the Kinsman Road/E. 93rd Street intersection is to change the north/south signal phasing. This change would involve adding a leading protected/permissive left turn phase for the northbound approach and eliminating the protected/permissive phase on the southbound approach. Capacity results show that this option decreases the v/c ratio for the NB approach from 1.26 to 0.94, a 34 percent reduction. The advantages to this option are improved signal operation and ease of implementation. The disadvantage of this option is that it does not secure exclusive left turn lanes on E. 93rd Street

Short term Option 2 – Add N/S left turn lanes with asymmetric lane section: The second option is exclusive left turn lanes on E. 93rd Street within the existing curb lines with an asymmetric lane configuration described below and shown in Figure 6.

» NB lane configuration: L-T-R – this change reduces the NB approach to a single through lane which then requires only one NB receiving lane (between Kinsman and Ramona). The existing pavement width on the south leg is approximately 60 feet, which provides sufficient width for a NB right turn lane. A NB right turn lane provides additional capacity for the approach with the added benefit of providing space for bus stops without blocking through traffic.


COUNTERMEASURES 16

» SB lane configuration: L-T-TR – Converts the one of the NB through lanes at the Ramona Boulevard intersection to a SB left turn lane at Kinsman. This change results in only one NB lane (shared through-right turn lane) at the Ramona Boulevard intersection.

The advantage to this option is that it provides exclusive left turn lanes on E. 93rd Street without pavement widening. The disadvantage to this option is the reduction in NB travel lanes on E. 93rd Street which results in a v/c ratio of 1.0 for the NB approach.

Long term Option 1 – Widen E. 93rd Street to a five-lane section: A long term option is to widen E. 93rd Street to a five-lane section with two through lanes in each direction and exclusive left turn lanes at the Kinsman Road intersection. This option provides the best overall levels of service but would involve pavement widening and property acquisition. Since both Short Term Option 1 and Option 2 provide the needed operational improvements with low cost and easily implemented countermeasures, the long term option of widening 93rd Street is not the preferred safety countermeasure at this time.

Long term Option 2 – Widen Kinsman Road to a five-lane section: A second long term option is to widen Kinsman Drive to a five-lane section with two through lanes in each direction and exclusive left turn lanes at the E. 93rd Street intersection. Since the left turn volumes on Kinsman Road are low relative to E. 93rd Street, this countermeasure alone does not mitigate the identified NB capacity deficiencies, but it could provide some mitigation to rear end and angle crashes involving vehicles turning to and from the access driveway on the NW quadrant. Since this countermeasure alone does not mitigate NB capacity deficiencies and access management improvements recommended in this report have the potential to mitigate rear end and angle crashes, the long term option of widening Kinsman Road is not the preferred safety countermeasure at this time.


COUNTERMEASURES 17

TABLE 5: CAPACITY ANALYSIS RESULTS FOR SHORT AND LONG TERM COUNTERMEASURES

LEFT TURN AND ANGLE CRASHES – 8 CRASHES The following access management improvements are recommended to mitigate driveway-related angle and left turn crashes on Kinsman Road and E. 93rd Street.

Install a bollard median design at the following locations to control left turn movements to and from the Shell access driveways nearest to the Kinsman Road/E. 93rd Street intersection. A bollard style design similar to what is shown in Photo 1 is a low cost option for controlling turning movements at access points. A higher cost solution is a raised median (4ft width plus 1 ft minimum shoulder width) that could be considered as a long term countermeasure if a five-lane section is pursued on E. 93rd Street.

The north leg of E. 93rd Street for a distance of approximately 85 feet to control left turn movements to and from the Shell access driveway nearest to Kinsman Road.

The west leg of Kinsman Road for a distance of approximately 150 feet to control left turn movements to and from the Shell access driveways.

EB A

ppro

ach

WB

APP

RO

AC

H

NB

APP

RO

AC

H

SB A

PPR

OA

CH

INTE

RSE

CTI

ON

2013 AM D/41.5 D/45.5 F/154.5 C/20.2 E/76.3

2035 AM - Change N/S Phasing D/39.5 D/44.1 D/35.4 B/18.6 D/36.6

2035 AM - Add N/S Turn Lanes D/36.8 D/48.4 D/47.3 C/29.0 D/42.9

2035 AM - Widen N/S to 5 lanes C/22.6 C/27.6 C/22.6 D/35.1 C/26.1

2035 AM - Widen E/W to 5 lanes 1 C/27.2 D/42.2 F/84.4 B/17.9 D/49.5

2013 PM D/35.0 C/22.1 D/41.7 C/21.4 C/29.9

2035 PM - Change N/S Phasing D/36.6 C/20.3 C/21.3 C/23.8 C/26.6

2035 PM - Add N/S Turn Lanes C/32.1 B/19.7 C/22.3 C/34.6 C/28.0

2035 PM - Widen N/S to 5 lanes C/32.1 B/19.7 B/18.1 C/34.5 C/27.1

2035 PM - Widen E/W to 5 lanes 1 C/22.2 B/19.4 D/38.5 C/26.2 C/25.9

2013 AM C/33.1 D/40.0 A/4.1 A/3.8 A/8.6

2035 AM - Change N/S Phasing C/32.7 D/41.0 A/2.2 A/4.3 A/7.7

2035 AM - Add N/S Turn Lanes C/33.3 D/43.8 A/4.5 A/4.1 A/9.3

2035 AM - Widen N/S to 5 lanes C/32.7 D/41.0 A/1.6 A/4.3 A/7.3

2035 AM - Widen E/W to 5 lanes C/32.7 D/38.8 A/2.6 A/3.9 A/7.7

2013 PM D/35.6 D/45.6 A/1.1 A/3.4 A/6.7

2035 PM - Change N/S Phasing C/32.7 D/41.0 A/3.2 A/4.3 A/8.3

2035 PM - Add N/S Turn Lanes C/33.3 D/43.8 A/7.0 A/4.1 B/10.8

2035 PM - Widen N/S to 5 lanes C/32.7 D/41.0 A/3.7 A/4.3 A/8.6

2035 PM - Widen E/W to 5 lanes D/35.6 D/45.6 A/7.6 A/3.4 A/9.3

1 Analysis o f this scenario assumes no changes to NB/SB movements on E. 93rd Street

Kinsman Road at E. 93rd Street

E. 93rd Street at Ramona Blvd.

Note: Letter/Number - Level o f Service/Average Delay per Vehicle


COUNTERMEASURES 18

PHOTO1: BOLLARD MEDIAN TREATMENT

REAR END CRASHES – 42 CRASHES The following countermeasures are recommended for further mitigation of rear end crashes.

Upgrade traffic signal installation at Kinsman Road and E. 93rd Street: The following upgrades to the traffic signal are recommended to mitigate rear end crashes and improve overall safety in conjunction with the proposed capacity improvements discussed above. This recommendation includes the following components:

Replace all signal heads and install new heads with reflective back plates

Relocate stop lines on E. 93rd Street at Ramona Boulevard: Relocation of the stop line on the E. 93rd Street southbound approach to Ramona Boulevard is recommended. The existing stop line is positioned such that SB vehicles do not block the access driveway to McDonald’s, effectively creating an unsignalized approach within a signalized intersection. Advancing the stop line gives priority to traffic on the public street rather than to traffic accessing an uncontrolled access driveway. Additionally, relocation of the stop bar will reduce all red clearance time for the through movements on E. 93rd Street.

Install “Signal Ahead” sign on Kinsman Road: Installation of a “Signal Ahead” (W3-3) warning sign is recommended on the eastbound Kinsman Road approach to E. 93rd Street to improve driver expectancy. The OMUTCD states that advance traffic control signs may be used for additional emphasis of the primary traffic control device, even when the visibility distance to the device is satisfactory, as is the case on Kinsman Road.

FIGURE 6CUY-422 Concept Plan>

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Carto

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E 93th StreetE 93th Street

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BENEFIT COST ANALYSIS 20

BENEFIT COST ANALYSIS

Benefit cost analysis is a tool to determine the financial benefits of a project by comparing the net present value (NPV) of a project to NPV of the safety benefit provided by that project. Benefit cost values greater than one indicate a positive return on the original investment. Preferred countermeasures are those having the highest NPV of safety benefits. BENEFIT COST FOR SHORT TERM COUNTERMEASURES A benefit cost analysis was prepared using the ODOT ECAT analysis tool. Crash modification factors were applied for the following improvements. This does not account for all recommended improvements, rather only those countermeasures that have CMF values.

Modify change plus clearance intervals: A CMF of 0.91 was applied to all crashes. This is a standard CMF offering in the ODOT ECAT tool.

Install a left turn lane: A CMF of 0.79 was applied to all crashes. This CMF was obtained from the FHWA Crash Modification Factor Clearinghouse and has a 3 star rating.

Provide raised median: A CMF value of 0.697 was applied to driveway related crashes on the west leg of Kinsman and the north leg of E. 93rd Street. This CMF was obtained from the FHWA Crash Modification Factor Clearinghouse and has a 3 star quality rating.

Project costs were estimated for all short term countermeasures listed in the Countermeasures section including pavement mill and overlay for new pavement markings, traffic signal upgrade, signing upgrades, and bollard medians. Construction cost estimates assume the following:

35 percent design risk

17.5 percent inflation rate for an estimated 2017 construction year.

No right of way impact anticipated for short term countermeasures

Cost estimates and benefit cost analysis reports from the ECAT tool are included in Appendix I. Table 6 provides summarizes the benefit cost analysis results. TABLE 6: SHORT TERM BENEFIT COST ANALYSIS FOR BROADVIEW ROAD AND BROOKPARK ROAD

Countermeasures with CMF values used in ECAT Tool

Modify change plus clearance intervals Install left-turn lane Provide raised median

Expected annual crash adjustment

-5.965

Net present value of project $367,000

Net present value of safety benefit

$3,180.942

Benefit / Cost Ratio 9.67

APPENDIX A

PROJECT

DOCUMENTATION

DGL Consulting Engineers, LLC Experience that matters! • Founded 1926

3455 Briarfield Blvd Suite E • Maumee, Ohio 43537 (419) 535-1015 • Fax: (419) 535-1429 • www.dgl-ltd.com

ODOT SAFETY STUDY

CUY-US-422-4.34 HCLIS #195

OHIO DEPARTMENT OF TRANSPORTATION DISTRICT TWELVE

PREPARED BY: DGL CONSULTING ENGINEERS

DATE: APRIL 2009

ODOT Safety Study CUY-422-4.34

i

TABLE OF CONTENTS PAGE EXECUTIVE SUMMARY PURPOSE AND NEED........................................................................................................................ 1 BACKGROUND ..................................................................................................................................1-2 ANALYSES CRASH DATA .....................................................................................................................................3-4 CAPACITY ANALYSIS........................................................................................................................4-7 POSSIBLE CAUSES...........................................................................................................................7-8 SUMMARY OF RECOMMENDATIONS RECOMMENDED COUNTERMEASURES AND COST ...................................................................9-10 RATE OF RETURN ANALYSES ........................................................................................................ 11

FIGURES, TABLES AND APPENDICES

PAGE TABLE 1 - US 422 & E. 93RD STREET TRAFFIC DATA .......................................................................... 1 TABLE 2 - THREE YEAR CRASH DATA ................................................................................................. 3 TABLE 3 - INTERSECTION CRASH RATES........................................................................................... 3 TABLE 4 - US 422 & E. 93RD STREET 2009 EXISTING TIMINGS CAPACITY ANALYSIS RESULTS .. 6 TABLE 5 - US 422 & E. 93RD STREET 2009 REVISED TIMINGS CAPACITY ANALYSIS RESULTS ... 6 TABLE 6 – US 422 & E. 93RD STREET 2030 CAPACITY ANALYSIS RESULTS.................................... 6 TABLE 7 - US 422 & E. 93RD STREET 2030 REVISED TIMINGS CAPACITY ANALYSIS RESULTS ... 6 TABLE 8 - US 422 & RAMONA CAPACITY ANALYSIS RESULTS......................................................... 7 TABLE 9 - RATE OF RETURN ANALYSIS ............................................................................................. 11 FIGURE 1 - EXISTING CONDITIONS DIAGRAM (1 OF 3) .................................................................... 12 FIGURE 2 - EXISTING CONDITIONS DIAGRAM (2 OF 3) .................................................................... 13 FIGURE 3 - EXISTING CONDITIONS DIAGRAM (3 OF 3) .................................................................... 14 FIGURE 4 - COLLISION DIAGRAM ........................................................................................................ 15 FIGURE 5 - CONCEPUTAL PLAN – LONG TERM...............................................................................16-17 APPENDIX A – TRAFFIC DATA APPENDIX B – PHOTO LOG APPENDIX C – CRASH ANALYSIS MODULE (CAMTOOL) OUTPUT APPENDIX D – COUNTERMEASURE ANALYSIS


1

EXECUTIVE SUMMARY Purpose and Need US Route 422 at the intersection with East 93rd Street in Cuyahoga County was selected for safety analysis due to a documented high crash frequency. Within the study area from 2005 to 2007, 46 crashes occurred at the US 422 and E. 93rd Street intersection. Due to this documented high crash frequency, ODOT’s Highway Safety Program ranked the intersection, mile post 4.34, number 195 on the 2007 list of High Crash locations. The purpose of this study is to identify potential countermeasures to reduce the number and severity of crashes on the corridor. Figure 1 shows an aerial view of the corridor.

Background

Within the study area US 422 (Kinsman Road) is a four lane urban minor arterial with a posted speed limit of 35 MPH. The study area includes the signalized intersection of US 422 and E. 93rd Street. E. 93rd Street is a four-lane urban minor arterial with a posted speed limit of 35 miles per hour. The 2007 annual average daily traffic (AADT) for US 422 at E. 93rd Street is approximately 16,360 vehicles per day with 2.6 percent trucks based on historical data from ODOT’s Travel Survey Report. Traffic counts taken in January 2009 result in the volumes shown in Table 1.

Approach 2009 ADT K Value 2009 DHV 2030 ADT East Leg US 422

14,820 0.1002 1,485 18,050

West Leg US 422

17,260 0.1002 1,730 21,000

North Leg E 93rd St

12,960 0.1002 1,300 15,780

South Leg E 93rd St

13,590 0.1002 1,360 16,550

Table 1 – US 422 & E. 93rd Street Traffic Data A total of 29,310 vehicles per day enter the intersection based on 2009 counts. Based on ODOT historical data from 1980 through 2007, the growth rate from 2007 to 2030 is projected to be approximately 1.03 percent. A total of approximately 35,690 vehicles per day are projected to enter the intersection in the design year of 2030. US 422 (Kinsman) was reconstructed several years ago from the bridge west of the E. 93rd intersection to the city limits on the east. Concrete pavement was installed as a part of the project. The concrete pavement extends on E. 93rd approximately 70 feet north of the intersection and 55 feet south of the intersection.


2

A right turn lane is provided westbound on US 422, but all remaining approaches operate with right-through and left-through lanes. Street lighting is present at the intersection. The intersection of E. 93rd and Ramona was reconfigured with the project. The E. 93rd Street/Ramona Boulevard signalized intersection is located less than 150 feet north of the US 422 (Kinsman)/E. 93rd intersection with Ramona running east from the intersection. Across from the Ramona approach is a driveway to the Shell station and a driveway to McDonalds offset 50 foot to the north. The southbound E. 93rd Street stop bar is located north of the McDonalds drive, thus making the driveway part of the intersection. The signal at E. 93rd Street and Ramona Boulevard does not provide signal control for these two drives. Figures 1-3 depict the Existing Conditions. All traffic data including traffic counts, K factors, and growth rates can be found in Appendix A. See Appendix B for a Photo Log of the intersection.


3

ANALYSES Crash Data From 2005 to 2007, 46 crashes occurred in the vicinity of the intersection of US 422 and E. 93rd Street. Sixteen crashes (26.1%) occurred in 2005, 16 crashes (34.8%) occurred in 2006, and 18 crashes (39.1%) occurred in 2007. There were no fatal crashes in this area over the three year study period. No crash data was provided for the E. 93rd and Ramona Boulevard intersection. Table 2 shows general crash information. Appendix C contains the complete Crash Analysis Module – CAM Tool output.

% CRASH TYPE % CONTRIBUTING FACTORS* 43.5 Rear End 20.8 Following to Close 17.4 Angle 14.6 Failure to Yield 15.2 Left Turn 14.6 Driver Inattention 15.2 Sideswipe - Passing 12.5 Ran Red Light 4.3 Pedestrian 12.5 Other Driver Error 2.2 Backing 8.3 Failure to Control 2.2 Fixed Object 4.2 Improper Turning

4.2 Improper Lane Change 4.2 View Obstructed

% SEVERITY 2.1 Improper Backing 60.9 Property Damage Only 2.1 Improper Start from Parked Position 39.1 Injury

% PAVEMENT CONDITIONS 76.1 Dry

% SPEED 19.6 Wet 65.2 20 and Under 4.4 Slush / Ice 13.0 21-25 6.5 26-35 % TIME OF DAY 4.3 36 and Over 69.6 Day

10.9 Unknown 26.1 Night

Table 2 – Three Year Crash Data The crash rate for the intersection was calculated and compared to other intersections around the state with the following results:

# of Crashes Intersection

Entering Vehicles Crash Rate (ACC/MEV)

I-J-K Statewide Statistics

46 29,310 1.43 0.646 Table 3 – Intersection Crash Rates

Average crash rates are not computed for intersections due to the different types of intersections around the state. However, the I-J-K Statewide Statistics give a comparison of how an intersection crash rate compares in relation to similar intersections around the state. ODOT’s I-J-K Statewide Statistics from 2005-2007 was used for comparison purposes. The statewide crash rate for a four lane urban


4

signalized intersection is 0.646 ACC/MEV (Crashes per Million Entering Vehicles). The US 422 and E. 93rd Street intersection crash rate is above the statewide statistical average. Observations from the crash data are as noted: Twenty crashes (43.5 percent) were of the rear end type on the approaches. Seven rear end crashes occurred on the westbound and northbound approaches each, with three on the southbound, two on the eastbound, and one eastbound past the intersection. A majority of rear end crashes were the result of vehicles crashing into vehicles stopping or already stopped at a red light. Only four crashes were directly attributable to vehicles turning left from a shared movement lane. Another trend was vehicles accelerating at a green light too quickly and rear ending the vehicle ahead. Eight crashes (17.4 percent) at the intersection were angle crashes. Seven of the angle crashes occurred in the intersection with one occurring at the driveway to KFC. Of the seven intersection angle crashes, six can be attributed to red-light running. Seven crashes (15.2 percent) were left turning crashes, with four eastbound when turning left, two westbound when turning left, and one southbound when turning left. Sideswipe-passing crashes also made up 15.2 percent of crashes, distributed evenly throughout the approaches. Collision Diagrams for the discussed US 422 corridor is depicted in Figure 4. Capacity Analysis The lane configurations for the intersections are shown in Figure 1-3 – Existing Conditions Diagrams. Due to the number of rear end, angle, and left turning crashes at the intersections, the intersection capacity was analyzed using the methods and procedures presented in the 2000 Highway Capacity Manual (HCM). The results define the traffic flow conditions and are expressed in terms of level of service (LOS). Level of service is a quality measure describing conditions within a traffic stream, generally in terms of service measures such as speed, travel time, freedom to maneuver, traffic interruptions, comfort, and convenience (Highway Capacity Manual 2000). LOS designations range from A to F; LOS A describes near-ideal traffic operations, LOS F is characterized by heavy congestion and long delays. For signalized intersections, the performance measure is control delay for the entire intersection. Control delay includes the time consumed by initial deceleration, queue move up, stopped traffic, and final acceleration that would not occur in the absence of traffic control. The intersection was analyzed under 2009 existing conditions, as well as with revised timings and phasing. The US 422 and E. 93rd Street intersection currently operates with a leading southbound phase and permitted left turns only for the remaining three


5

approaches. Existing signal timings and phasings for the intersection were provided by the City of Cleveland. Table 4 shows the results of the 2009 Capacity Analysis. Capacity analysis calculation output is included in Appendix D.

Approach AM Peak

LOS(Delay in sec/veh) PM Peak

LOS(Delay in sec/veh)

Eastbound C (22.6) C (31.7)

Westbound C (24.9) C (20.9)

Northbound C (31.9) C (24.0)

Southbound B (14.6) B (16.4)

Intersection C (24.8) C (24.3)

Table 4 – US 422 & E. 93rd Street 2009 Existing Timings Capacity Analysis Results

Based on the results of the capacity analysis, the intersection performs adequately during the AM and PM peaks with the existing signal timing. Revisions in the timing of the existing phasing failed to significantly improve operations. However, because the southbound left turn volume is considerably less than the northbound left turn volume and slightly less than the westbound left turn volume as well, an alternate phasing allowing instead for a northbound leading phase was analyzed.

Approach AM Peak



Eastbound B (16.0) C (26.4)

Westbound C (21.0) B (15.8)

Northbound B (17.1) B (14.1)

Southbound C (21.0) C (29.9)

Intersection B (18.5) C (22.4)

Table 5 –2009 Revised Phasing Capacity Analysis Results

By switching the protected left turn phase to the higher volume northbound movement a delay improvement of 14.8 seconds per vehicle on the northbound approach, which experienced the most rear end accidents, is possible during the AM peak. During the PM peak however the northbound left turn volume is still slightly greater but the overall approach volume is lower than southbound, therefore due to the increase in through volume capacity with leading phase, little difference is observed in total intersection efficiency.


6

The intersection was then analyzed for the design year 2030 with existing timings and phasings. The results are shown in Table 6 – 2030 Capacity Analysis Results.

Approach AM Peak



Eastbound C (27.5) F (80.6)

Westbound C (29.6) C (23.9)

Northbound E (57.8) C (27.4)

Southbound B (16.5) B (19.0)

Intersection D (35.3) D (44.4)

Table 6 – US 422 & E. 93rd Street 2030 Capacity Analysis Results

Based on the results, the intersection fails with LOS E or F under the existing timing plan. Revisions to the timing and phasing were made and the results are shown in Table 7.

AM Peak LOS(Delay in sec/veh)

PM Peak LOS(Delay in sec/veh)

Approach Revised Timing

Revised Phasing

Revised Timing

Revised Phasing

Eastbound C (34.3) C (21.2) D (35.7) D (40.3)

Westbound D (36.1) C (24.3) B (17.5) C (21.9)

Northbound D (39.5) C (21.9) D (36.5) C (25.4)

Southbound B (14.8) C (25.6) C (22.7) D (41.0)

Intersection C (33.1) C (23.2) C (29.0) C (34.3)

Table 7 – US 422 & E. 93rd Street 2030 Revised Timing Capacity Analysis Results

With changes to timings, an acceptable LOS can be achieved. Even better LOS can be achieved by moving the protected left turn phase to the northbound movement, giving an improvement of 10 sec/veh during the AM peak. However, with growth in traffic the through volumes approach 450 vehicles per lane, the suggested maximum per the Location & Design Manual. Although the capacity analysis shows adequate LOS can be achieved, timing revisions are necessary. With volumes approaching lane capacity, optimal efficiency will become critical, therefore revisions in the timings should be able to be made for each cycle via actuation. It is unclear if the signal is currently capable of functioning as actuated; however in the design year the entire signal should operate as coordinated-actuated to optimize capacity.


7

Due to its proximity to the US 422 and E. 93rd Street intersection, the E. 93rd Street and Ramona intersection was also analyzed for capacity problems which may affect the US 422/E. 93rd intersection. It was found that the signal operates very well with the existing timing on the E. 93rd Street approaches and adequately on the low volume minor approach of Ramona Boulevard.

2009 LOS(Delay in sec/veh)

2030 LOS(Delay in sec/veh) Approach

AM Peak PM Peak AM Peak PM Peak

Westbound C (31.2) C (31.7) C (32.1) C (32.9)

Northbound A (6.3) A (5.9) A (6.8) A (6.2)

Southbound A (5.5) A (6.2) A (5.7) A (6.7)

Intersection A (7.9) A (8.0) A (8.4) A (8.5)

Table 8 – E. 93rd Street & Ramona Capacity Analysis Results

Possible Causes Probable causes for crashes along this corridor include:

• Signals – With 19 rear end crashes and seven angle crashes at or approaching the intersection including six red light runs, overall signal visibility may be an issue. In addition, the signal at the Ramona intersection is easily visible from the E. 93rd Street northbound approach to US 422. This approach experienced a high number of rear end accidents. While appearing to be coordinated, the signal indications have been observed to be at different phases simultaneously. The proximity of the two intersections permits drivers to see both sets of signal indications while traveling north and south.

Visibility of Both Signals - Northbound 600 feet from intersection

Simultaneous NB Red at US 422 Red and Green at Ramona Blvd


8

• Left turns – Only the southbound left turn movement has a protected phase, yet has the second lowest left turning volume. With 15.2 percent left turn crashes at the intersection, through volumes of up to 743 vehicles per hour, and shared lanes, it is likely that drivers are attempting to clear the intersection with inadequate gaps. The inability to make left turns also causes through vehicles to either shift to the right lane or stop, which can attribute to rear end crashes. By the design year 2030 the shared through lane volumes on US 422 will be above 450 vehicles per lane, the suggested maximum per Location & Design Manual. While capacity analysis predicts adequate LOS with permitted phasing and shared lanes, the 4-Lane Highway Left Turn Lane Warrant graph warrants left turn lanes for all directions. While intended for unsignalized intersections, such intersections operate the same as the permitted green phase of a signal, thus further displaying the need for turn lanes at the intersection.

• Signing and Striping – Existing pavement markings appear to be worn or non-existent. No lane use signing or lane use arrows are used at the intersection. Lane lines are not present on US 422. These deficiencies likely play a key factor in the number of sideswipe crashes.

• Lane Widths – With the exception of the northbound approach and part of the southbound approach, the lanes on the approaches to the intersection are ten feet wide. Narrow lanes may directly contribute to the number of sideswiping crashes, as well as other crash types as narrow lane widths adversely affect capacity.


9

SUMMARY OF RECOMMENDATIONS Recommended Countermeasure and Cost From the analyses it was determined the best solutions for the US 422 corridor are to adjust signal visibility, optimize signal timing and phasing with actuation and coordination, construct left turn lanes, and widen to 12 foot lanes. See Appendix D for a complete breakdown of countermeasures. Short Term

1. Install optical signal lenses at the Ramona Boulevard intersection to reduce the signal’s visibility from the northbound approach at the US 422/E. 93rd intersection.

2. Ensure signals are coordinated such that the E. 93rd Street green time at the US 422 intersection overlaps completely with green time at the Ramona Boulevard intersection.

3. Install backplates at the US 422/E. 93rd Street intersection to improve visibility. 4. A five section head should be installed for the northbound movement at the US

422/E. 93rd intersection to allow the protected lead phase to be shifted to the northbound movement during the AM peak. The signal should be retimed accordingly.

5. The intersection and approaches should be restriped with epoxy pavement markings. Lane lines should be added on US 422, as well as lane use signs and pavement marking arrows added on all multilane approaches at both intersections.

The total cost of implementing the proposed short term countermeasures is approximately $30,985 with a total rate of return of 530.96%. Table 9 summarizes the proposed countermeasures, estimated costs, and rates of return for each short term countermeasure separately. Medium Term

1. If not currently equipped for actuation, a video detection system should be installed. Computerized coordination with the Ramona Street signal would then be necessary.

The total cost of implementing the proposed medium term countermeasures is approximately $42.000 with a total rate of return of 430.04%. Table 9 summarizes the proposed countermeasures, estimated costs, and rates of return for each medium term countermeasure separately. Long Term

1. US 422 should be widened to accommodate left turn lanes on each approach along with 12 foot lanes in all directions. All widening should be done to the south and east of the intersection due to the availability of land. The existing right turn lane on the east approach will be removed with the widening as traffic


10

volumes dictate that it is not needed. Turn lane calculations are based on 2030 Design Year volumes and can be found in Appendix D. The turn lanes lengths including tapers are as follows.

• West approach – 150 foot left turn lane • East approach – 100 foot left turn lane • North approach – 75 foot left turn lane. 150 feet is required by calculation,

however due to the proximity of the E. 93rd/Ramona intersection, this is not possible.

• South approach – 230 foot left turn lane 2. Install new mast arm signal installations at the US 422/E. 93rd and E.

93rd/Ramona intersections. 3. Retiming and re-phasing of the signals. With the addition of turn lanes, signal

timing should accommodate left turn phases. The total cost of implementing the proposed long term countermeasures is approximately $1,468,119 with a total rate of return of 15.77%. Table 9 summarizes the proposed countermeasures, estimated costs, and rates of return for each medium term countermeasure separately. Long term improvements can be seen in Figure 5 – Conceptual Plan – Long Term. Rate of Return Analyses The implementation costs and rate of return analyses are summarized below and detailed in Appendix D. Typically, short term improvements seek to implement low cost solutions in a short time frame. Medium term solutions seek to implement improvements that are higher in cost and would occur over a several year time frame. Long term solutions are typically high cost and need many years for implementation. All cost estimate prices were determined from ODOT’s 2008 Summary of Contracts Awarded or ODOT’s Estimator program version 2.5a, with updated prices as of September 24, 2008. The cost estimates are included in Appendix D.


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Table 9 – Rate of Return Analyses

File Name : US 422 (Kinsman Rd) & E 93rd Street - RawSite Code : 00050202Start Date : 1/8/2009Page No : 1

Counter: 01 & 02Counted By: DGLWeather: Cold, SnowDate: 1/8/09

Groups Printed- Cars - TrucksE 93rd StreetSouthbound

US 422 (Kinsman Rd)Westbound

E 93rd StreetNorthbound

US 422 (Kinsman Rd)Eastbound

Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total07:00 AM 3 40 12 10 65 1 117 7 15 140 18 82 4 3 107 7 43 7 7 64 37607:15 AM 3 47 16 6 72 5 172 9 6 192 43 107 2 1 153 7 53 8 10 78 49507:30 AM 8 68 23 8 107 6 186 22 4 218 28 152 6 3 189 11 75 13 5 104 61807:45 AM 8 80 26 9 123 7 179 14 6 206 18 145 4 2 169 16 81 14 9 120 618

Total 22 235 77 33 367 19 654 52 31 756 107 486 16 9 618 41 252 42 31 366 2107

08:00 AM 4 76 20 9 109 4 197 10 5 216 33 139 12 4 188 10 93 21 3 127 64008:15 AM 7 70 20 7 104 3 181 12 8 204 36 130 5 0 171 8 87 14 6 115 59408:30 AM 2 56 9 5 72 4 135 13 3 155 29 83 6 3 121 10 75 17 2 104 45208:45 AM 6 56 21 13 96 4 110 26 4 144 29 92 4 0 125 14 63 14 0 91 456

Total 19 258 70 34 381 15 623 61 20 719 127 444 27 7 605 42 318 66 11 437 2142

09:00 AM 6 59 22 9 96 9 134 10 6 159 22 94 4 1 121 12 70 17 6 105 48109:15 AM 6 52 17 1 76 4 125 7 5 141 22 75 8 2 107 5 74 17 6 102 42609:30 AM 5 53 12 8 78 7 114 12 4 137 22 61 8 8 99 8 63 22 15 108 42209:45 AM 7 60 13 6 86 1 91 8 5 105 18 64 4 1 87 10 65 19 5 99 377

Total 24 224 64 24 336 21 464 37 20 542 84 294 24 12 414 35 272 75 32 414 1706

11:00 AM 7 54 14 2 77 5 75 5 3 88 17 64 4 0 85 6 79 21 8 114 36411:15 AM 7 39 8 9 63 4 73 6 3 86 22 61 6 1 90 2 73 27 8 110 34911:30 AM 5 46 10 8 69 3 74 8 2 87 14 54 3 7 78 11 72 19 5 107 34111:45 AM 12 43 10 2 67 8 76 5 0 89 28 63 2 1 94 11 84 23 2 120 370

Total 31 182 42 21 276 20 298 24 8 350 81 242 15 9 347 30 308 90 23 451 1424

12:00 PM 5 62 10 2 79 6 73 15 5 99 22 71 4 2 99 13 106 19 18 156 43312:15 PM 12 55 12 2 81 7 78 7 3 95 28 57 6 0 91 10 82 22 5 119 38612:30 PM 7 67 16 10 100 2 89 10 2 103 31 65 3 1 100 8 67 21 10 106 40912:45 PM 15 60 8 0 83 7 69 10 0 86 21 47 5 0 73 10 78 16 8 112 354

Total 39 244 46 14 343 22 309 42 10 383 102 240 18 3 363 41 333 78 41 493 1582

File Name : US 422 (Kinsman Rd) & E 93rd Street - RawSite Code : 00050202Start Date : 1/8/2009Page No : 2

Counter: 01 & 02Counted By: DGLWeather: Cold, SnowDate: 1/8/09


US 422 (Kinsman Rd)Westbound


US 422 (Kinsman Rd)Eastbound

Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total

03:00 PM 14 98 18 2 132 12 96 15 3 126 11 75 10 4 100 14 130 26 18 188 54603:15 PM 13 100 14 11 138 8 96 13 7 124 26 88 7 3 124 12 128 25 21 186 57203:30 PM 13 110 12 4 139 9 95 9 6 119 28 77 5 3 113 13 121 23 9 166 53703:45 PM 6 122 30 10 168 8 105 8 1 122 35 119 11 4 169 12 122 30 12 176 635

Total 46 430 74 27 577 37 392 45 17 491 100 359 33 14 506 51 501 104 60 716 2290

04:00 PM 13 122 18 12 165 8 83 13 2 106 15 96 11 1 123 22 127 38 26 213 60704:15 PM 18 117 11 25 171 6 106 16 1 129 27 91 10 1 129 14 149 37 10 210 63904:30 PM 16 111 22 5 154 9 103 12 7 131 13 91 8 2 114 22 153 23 20 218 61704:45 PM 9 143 11 4 167 6 93 12 0 111 15 92 4 3 114 15 195 26 10 246 638

Total 56 493 62 46 657 29 385 53 10 477 70 370 33 7 480 73 624 124 66 887 2501

05:00 PM 16 112 15 12 155 6 89 7 8 110 22 89 7 6 124 14 148 34 13 209 59805:15 PM 12 138 15 4 169 9 101 9 4 123 21 65 6 0 92 16 171 25 9 221 60505:30 PM 18 106 11 5 140 7 95 11 2 115 15 79 6 5 105 18 178 33 7 236 59605:45 PM 8 121 8 6 143 7 91 10 4 112 19 75 11 0 105 18 128 28 17 191 551

Total 54 477 49 27 607 29 376 37 18 460 77 308 30 11 426 66 625 120 46 857 2350

Grand Total 291 2543 484 226 3544 192 3501 351 134 4178 748 2743 196 72 3759 379 3233 699 310 4621 16102Apprch % 8.2 71.8 13.7 6.4 4.6 83.8 8.4 3.2 19.9 73 5.2 1.9 8.2 70 15.1 6.7

Total % 1.8 15.8 3 1.4 22 1.2 21.7 2.2 0.8 25.9 4.6 17 1.2 0.4 23.3 2.4 20.1 4.3 1.9 28.7Cars 277 2416 443 226 3362 181 3396 335 133 4045 704 2612 186 72 3574 351 3118 671 310 4450 15431

% Cars 95.2 95 91.5 100 94.9 94.3 97 95.4 99.3 96.8 94.1 95.2 94.9 100 95.1 92.6 96.4 96 100 96.3 95.8Trucks 14 127 41 0 182 11 105 16 1 133 44 131 10 0 185 28 115 28 0 171 671

% Trucks 4.8 5 8.5 0 5.1 5.7 3 4.6 0.7 3.2 5.9 4.8 5.1 0 4.9 7.4 3.6 4 0 3.7 4.2

File Name : 93rd Street & Ramona Blvd - RawSite Code : 00050201Start Date : 1/7/2009Page No : 1

Counter: 02Counted By: DGLWeather: Cold, SnowDate: 1/7/09


Ramona Blvd.Westbound


Start Time Left Thru Peds App. Total Left Right Peds App. Total Thru Right Peds App. Total Int. Total07:00 AM 2 49 0 51 10 2 1 13 104 13 0 117 18107:15 AM 0 56 1 57 25 0 3 28 138 15 0 153 23807:30 AM 5 97 2 104 28 5 3 36 165 20 0 185 32507:45 AM 3 90 5 98 23 2 1 26 167 26 0 193 317

Total 10 292 8 310 86 9 8 103 574 74 0 648 1061

08:00 AM 0 81 2 83 10 0 0 10 113 19 0 132 22508:15 AM 1 76 3 80 15 1 1 17 135 20 0 155 25208:30 AM 1 64 0 65 17 1 1 19 118 18 1 137 22108:45 AM 1 69 1 71 13 1 1 15 84 9 0 93 179

Total 3 290 6 299 55 3 3 61 450 66 1 517 877

09:00 AM 4 85 0 89 15 0 1 16 90 14 0 104 20909:15 AM 1 74 0 75 7 0 1 8 75 17 0 92 17509:30 AM 1 57 1 59 6 0 3 9 74 9 0 83 15109:45 AM 1 61 1 63 8 1 0 9 70 11 1 82 154

Total 7 277 2 286 36 1 5 42 309 51 1 361 689

11:00 AM 0 64 1 65 5 1 4 10 60 17 1 78 15311:15 AM 2 67 1 70 11 2 1 14 66 14 0 80 16411:30 AM 1 67 0 68 9 3 1 13 71 22 0 93 17411:45 AM 1 84 2 87 12 0 2 14 67 13 0 80 181

Total 4 282 4 290 37 6 8 51 264 66 1 331 672






Start Time Left Thru Peds App. Total Left Right Peds App. Total Thru Right Peds App. Total Int. Total12:00 PM 0 77 3 80 9 2 0 11 69 21 2 92 18312:15 PM 2 64 1 67 6 3 0 9 71 18 1 90 16612:30 PM 1 66 2 69 9 3 0 12 90 12 0 102 18312:45 PM 3 63 0 66 13 2 1 16 77 16 1 94 176

Total 6 270 6 282 37 10 1 48 307 67 4 378 708

03:00 PM 1 114 1 116 27 1 1 29 88 33 1 122 26703:15 PM 3 112 6 121 23 1 0 24 94 27 0 121 26603:30 PM 1 137 0 138 15 1 2 18 86 21 2 109 26503:45 PM 2 156 3 161 16 5 3 24 101 32 0 133 318

Total 7 519 10 536 81 8 6 95 369 113 3 485 1116

04:00 PM 4 155 2 161 22 6 4 32 96 29 0 125 31804:15 PM 2 151 3 156 20 2 1 23 110 27 0 137 31604:30 PM 1 147 4 152 23 1 2 26 107 21 0 128 30604:45 PM 0 160 2 162 16 4 0 20 96 32 0 128 310

Total 7 613 11 631 81 13 7 101 409 109 0 518 1250

05:00 PM 1 135 2 138 23 0 6 29 91 26 0 117 28405:15 PM 0 157 1 158 14 2 3 19 100 18 0 118 29505:30 PM 0 117 0 117 17 1 3 21 89 33 0 122 26005:45 PM 5 118 5 128 12 2 2 16 83 17 1 101 245

Total 6 527 8 541 66 5 14 85 363 94 1 458 1084

Grand Total 50 3070 55 3175 479 55 52 586 3045 640 11 3696 7457Apprch % 1.6 96.7 1.7 81.7 9.4 8.9 82.4 17.3 0.3

Total % 0.7 41.2 0.7 42.6 6.4 0.7 0.7 7.9 40.8 8.6 0.1 49.6Cars 49 2904 55 3008 460 54 52 566 2839 625 11 3475 7049

% Cars 98 94.6 100 94.7 96 98.2 100 96.6 93.2 97.7 100 94 94.5






Left Thru Peds App. Total Left Right Peds App. Total Thru Right Peds App. Total Int. TotalTrucks 1 166 0 167 19 1 0 20 206 15 0 221 408

% Trucks 2 5.4 0 5.3 4 1.8 0 3.4 6.8 2.3 0 6 5.5

Plan Countermeasure Description of Countermeasure Type of Crashes Estimated Cost Rate of Return

Install optical signal lensesReplace signal lenses with optical signal lenses on the northbound E. 93rd Street approach to Ramona Boulevard to reduce visibility from the approach to US 422.

All

Install signal backplatesInstall backplates on all signal heads at the US 422 and E. 93rd Street intersection to increase signalvisbility.

All

Revise signal timing and phasing

Signal timing and phasing should be revised to allow the protected lead phase to be shifted to the northbound movement. A five section head would need to be installed for the northbound movement. Timing and phasing should be optimized for the peak periods. Clearance times including yellow and all red phase should be recalculated.

All

Coordinate signalsEnsure the US 422 and Ramona Blvd signals are coordinated such that the E. 93rd Street green time at the US 422 intersection is simultaneous with green time at the Ramona Boulevard intersection.

All

Install epoxy pavement markings

Install epoxy pavement markings at the intersection. Pavement markings includes lane lines, intersection channelization, centerlines, crosswalks, and stopbars. Lane lines should be added on US 422, as well as lane use pavement marking arrows added on all multilane approaches at both intersections.

All

Install lane use signsAdd lane use signs to complement lane use pavement markings at all multilane approaches at both intersections.

Sideswipe; Rear End

Medium Term Install signal actuationIf not currently equipped for actuation, a video vehicle detection system should be installed. Computerized coordination with the Ramona Street signal would then be necessary.

All $42,000 430.04%

Install left turn lanesAdd left turn lanes at all four approaches to the E. 93rd Street corridor: 150 foot eastbound, 100 footwestbound, 150 foot southbound, and 230 foot northbound.

All

Widen roadways Widen both US 422 and E. 93rd Street to allow 12 foot lanes. All

Revise signal timing and phasing Retime, re-allocate phasing, and re-coordinate to accommodate left turn phases. All $366,912 35.11%

Long Term

$20,082 488.52%

$10,903 740.32%

$1,101,207 4.09%

Short Term

Intersection Countermeasures: US 422 & E. 93rd Street

Projects By Funding Source | 2014 Five Year Capital Improvement Program31

Department Project 2014 2015 2016 2017 2018� � � � �� !� " # � �� ! � � � $ � �� % � � � � � � � � � � � � �� % � � � � � � � �� & # ' � � � ( � � � ) $ � �� % � �� * � � �� ) � � � � !� " � �� + � �� , �* � � � � ! � � � � � � � � �� & � �� - � � # � . / � � � � � � $ � �� - � � � �* � � # � � � 0 � � � �� $ � �� & � �� - �� 1 � � � 2 � � � � �3 � � � � � # � � � � �� $ � �� - �� 1 4 � � � �� & � �� - � � � � � � � � !� " # � �� 1� 5 � � � $ � &� � � �� & 0 �� 2� � � � � �* � � � !� " � �� &� � � �� 2� �* � � � �* # � � ) � � � � , � � + $ � �� 2� �* � � � �* # � � & � � �� . � $ � �� 0� � � � � � � �� 2� �* � � � �* # , � � + � � . / $ � �� 0� � � � � � � �

Funding Source: Potential General Obligation Bonds or Comparable Local Funding Sources

Tuesday, February 04, 2014

2014 CAPITAL IMPROVEMENT PROGRAM - CITY OF CLEVELAND

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APPENDIX B

EXISTING CONDITIONS

DIAGRAM

EM

ER

GE

NC

Y

SN

OW

ST

RE

ET

NO P

ARKIN

GW

HE

N S

NO

W

EX

CEE

DS 2 IN.

STOPPINGN

O

TO

4P

M6:30P

M STOPPING

NO

TO

4P

M6:30P

M

DRIV

EW

AY

DO NO

TBLO

CK

NO ST

OP

BUS

STOP

PING

NOST

OP

BUS

STOPPING

STOPPIN

GN

O

TO

7AM

9:30A

M

NOST

OP

BUS

STOPPING

GREEN LIG

HT

WAIT F

OR

PUSH B

UTT

ON

STREET

TO C

ROSS

TIMEANY PARKING

NO

NO

STOPBUS

STOPPING

RIG

HT L

ANE

MUST

TUR

N RIG

HT

GREEN LIGHT

WAIT FOR

PUSH BUTTON

STREET

TO CROSS

GREEN LIG

HT

WAIT F

OR

PUSH B

UTTO

NSTREET

TO C

ROSS

GREEN LIGHT

WAIT FOR

PUSH BUTTON

STREET

TO CROSS

GREEN LIGHTWAIT

FORPUSH BUTTON

STREETTO CROSS

GREEN LIG

HT

WAIT F

OR

PUSH B

UTTO

NSTREET

TO C

ROSS

STOPPIN

GN

O

TO

7AM

9:30A

M

LEFT TURN

YIELD

ON GREEN

KINSMAN

KINSMAN

E. 9

3 St

E. 93 St

KINSMAN

E. 91

AIM

INSPECTIO

N

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SP

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4

E. 93

RD S

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KINSMAN RD.

10'

10'

10.5'

11.5'

10'

10'

12.5'

15'

16.5'

12.5'

12'

18'

15.5'

13.5'

17.5'

12'

11'

11'

9.5'9.5'

14'

STOPPIN

GN

O

TO

7AM

9:30A

M

STOPPING

NO

TO

4P

M

6:30P

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NO

OUTLET

NO

OUTLET

TIMEANY

PARKINGNO

STOP

KINSMAN

E. 94

STOPPIN

GN

O

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7AM

9:30A

M

NO ST

OP

BUS

STOP

PING

STOPPING

NO

TO

4P

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6:30P

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RIG

HT L

ANE

MUST

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NO ST

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BUS

STOP

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NO ST

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E. 94

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10.5'10.5'

TIM

EA

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AIM

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NOST

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NOST

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DO NO

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TIM

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E. 93RD ST.

RA

MO

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15'30'

11'

11'

11'

11'

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OP

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STOP

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NO ST

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4

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HA

RRIS

AV

E.

E. 93RD ST.

17'

12'

16'

11.5'

APPENDIX C

TRAFFIC DATA

Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds

7:30 AM 37 72 8 0 12 264 7 0 6 201 41 6 14 119 14 0

7:45 AM 17 79 4 0 13 259 8 0 6 207 52 0 10 106 11 0

8:00 AM 14 76 6 4 12 206 5 0 8 137 61 5 19 122 17 1

8:15 AM 20 68 9 7 11 222 7 0 5 147 46 0 15 132 10 0

2013 AM Peak Counted Volumes 88 295 27 11 48 951 27 0 25 692 200 11 58 479 52 1

2013 AM Peak Adjusted Volumes 89 309 28 11 48 959 29 0 25 710 208 11 60 493 52 1

Calculated PHF 0.59 0.93 0.75 0.92 0.90 0.84 0.78 0.84 0.82 0.76 0.91 0.76

Calculated % Trucks 0.0 2.0 0.0 0.0 0.8 3.7 0.0 1.4 0.0 1.7 1.0 0.0

NOACA Growth Rate

2035 AM Peak Design Hour Volumes 88 295 27 11 48 951 27 0 25 692 200 11 58 479 52 1

4:30 PM 30 123 15 0 15 142 5 0 8 105 24 6 32 182 15 5

4:45 PM 20 126 16 0 10 121 4 0 8 80 37 0 34 161 15 0

5:00 PM 13 141 17 0 12 129 7 0 6 97 38 4 42 160 18 2

5:15 PM 9 162 18 0 14 137 5 0 4 87 34 4 32 186 11 0

2013 PM Peak Counted Volumes 72 552 66 0 51 529 21 0 26 369 133 14 140 689 59 7

2013 PM Peak Adjusted Volumes 72 557 66 0 51 532 21 0 26 375 137 14 141 691 59 7

Calculated PHF 0.60 0.85 0.92 0.85 0.93 0.75 0.81 0.88 0.88 0.83 0.93 0.82


NOACA Growth Rate

2035 PM Peak Design Hour Volumes 72 552 66 0 51 529 21 0 26 369 133 14 140 689 59 7

Note: Volumes were adjusted to balance volumes due to a relatively high percentage of traffic using access points

0.00% 0.00% 0.00% 0.00%

0.00% 0.00% 0.00% 0.00%

DESIGN YEAR TRAFFIC VOLUME CALCULATIONS

CUY-422-4.34

Kinsman Road (US-422) & East 93rd Street

Street Name E. 93rd St. Southbound Kinsman Rd. (US-422) Westbound E. 93rd St. Northbound Kinsman Rd. (US-422) Eastbound

Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds

7:15 AM 3 68 1 0 0 0 25 0 21 151 1 0 2 1 0 0

7:30 AM 5 80 2 4 1 2 33 4 24 179 2 4 4 0 8 0

7:45 AM 4 90 1 5 1 0 19 0 19 180 0 0 5 0 1 1

8:00 AM 4 77 0 5 2 2 15 3 20 140 1 3 1 0 5 0

2013 AM Peak Counted Volumes 16 315 4 14 4 4 92 7 84 650 4 7 12 1 14 1

2013 AM Peak Adjusted Volumes 18 332 7 14 6 4 92 7 90 706 4 7 12 1 14 1

Calculated PHF 0.80 0.88 0.50 0.50 0.50 0.70 0.88 0.90 0.50 0.60 0.25 0.44


NOACA Growth Rate

2035 AM Peak Design Hour Volumes 16 315 4 14 4 4 92 7 84 650 4 7 12 1 14 1

4:30 PM 1 153 3 0 2 1 12 3 30 108 1 0 2 2 2 0

4:45 PM 0 152 1 0 2 0 26 1 24 77 0 0 1 0 1 1

5:00 PM 5 140 0 0 1 1 15 4 28 101 0 4 3 0 2 3

5:15 PM 6 165 2 3 1 0 21 1 20 87 3 1 3 1 4 1

2013 PM Peak Counted Volumes 12 610 6 3 6 2 74 9 102 373 4 5 9 3 9 5

2013 PM Peak Adjusted Volumes 12 622 6 3 6 2 75 9 102 381 4 5 9 3 9 5

Calculated PHF 0.50 0.92 0.50 0.75 0.50 0.71 0.85 0.86 0.33 0.75 0.38 0.56


NOACA Growth Rate

2035 PM Peak Design Hour Volumes 12 610 6 3 6 2 74 9 102 373 4 5 9 3 9 5

Note: Volumes were adjusted to balance volumes due to a relatively high percentage of traffic using access points

DESIGN YEAR TRAFFIC VOLUME CALCULATIONS

CUY-422-4.34

Ramona Boulevard & East 93rd Street

Street Name E. 93rd St. Southbound Ramona Blvd. Westbound E. 93rd St. Northbound Access Drive Eastbound

0.00% 0.00% 0.00% 0.00%

0.00% 0.00% 0.00% 0.00%

File Name : 93-KinsmanSite Code : 00000000Start Date : 11/20/2013Page No : 1

CUY-422-4.34ODOT District 12 Safety StudyKinsman Road (US-422) @ E. 93rd St.Total Volume

Groups Printed- Passenger - Trucks - SemisE. 93rd StreetFrom North

Kinsman Road (US-422)From East

E. 93rd StreetFrom South

Kinsman Road (US-422)From West

Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total

07:00 AM 8 40 3 0 51 9 165 4 0 178 3 147 39 0 189 11 80 14 0 105 52307:15 AM 21 68 4 0 93 11 207 2 0 220 6 158 57 0 221 16 90 19 0 125 65907:30 AM 37 76 8 0 121 12 265 9 0 286 6 206 42 6 260 16 119 14 0 149 81607:45 AM 18 81 4 0 103 13 262 8 0 283 6 209 53 0 268 10 114 11 0 135 789

Total 84 265 19 0 368 45 899 23 0 967 21 720 191 6 938 53 403 58 0 514 2787

08:00 AM 14 77 7 4 102 12 208 5 0 225 8 142 62 5 217 19 127 17 1 164 70808:15 AM 20 75 9 7 111 11 224 7 0 242 5 153 51 0 209 15 133 10 0 158 72008:30 AM 25 57 13 6 101 8 205 6 6 225 5 144 54 5 208 14 119 8 1 142 67608:45 AM 24 48 7 4 83 13 166 7 2 188 4 119 29 0 152 18 87 9 0 114 537

Total 83 257 36 21 397 44 803 25 8 880 22 558 196 10 786 66 466 44 2 578 2641

09:00 AM 11 58 5 1 75 13 115 3 0 131 6 89 24 3 122 12 115 18 4 149 47709:15 AM 14 42 4 0 60 5 120 7 0 132 4 84 30 3 121 18 106 16 3 143 45609:30 AM 21 49 8 0 78 4 144 7 0 155 2 70 31 2 105 28 85 21 4 138 47609:45 AM 12 57 6 0 75 7 103 6 0 116 4 88 33 7 132 23 88 15 6 132 455

Total 58 206 23 1 288 29 482 23 0 534 16 331 118 15 480 81 394 70 17 562 1864

10:00 AM 14 64 5 0 83 7 81 4 0 92 5 62 26 2 95 18 93 12 1 124 39410:15 AM 16 57 7 0 80 7 101 3 0 111 3 58 20 1 82 21 98 12 1 132 40510:30 AM 17 45 12 0 74 7 104 8 0 119 3 67 28 6 104 12 86 13 4 115 41210:45 AM 17 53 3 0 73 4 78 3 0 85 3 71 17 4 95 17 82 19 2 120 373

Total 64 219 27 0 310 25 364 18 0 407 14 258 91 13 376 68 359 56 8 491 1584

*** BREAK ***

02:00 PM 17 83 12 0 112 10 110 7 0 127 6 77 25 6 114 20 138 18 0 176 52902:15 PM 20 89 10 0 119 8 131 5 0 144 4 83 24 1 112 23 132 16 0 171 54602:30 PM 23 72 11 0 106 9 92 10 0 111 8 90 18 7 123 28 129 13 7 177 51702:45 PM 26 101 9 0 136 7 95 2 0 104 4 83 27 6 120 30 137 12 1 180 540

Total 86 345 42 0 473 34 428 24 0 486 22 333 94 20 469 101 536 59 8 704 2132

03:00 PM 16 102 6 0 124 7 119 5 0 131 7 97 25 16 145 35 119 12 2 168 56803:15 PM 24 113 9 0 146 7 150 11 0 168 3 102 29 3 137 33 139 16 2 190 64103:30 PM 19 114 20 0 153 9 132 1 0 142 4 112 27 8 151 25 148 15 1 189 63503:45 PM 19 122 21 0 162 12 123 8 0 143 10 114 24 2 150 22 150 18 6 196 651

Total 78 451 56 0 585 35 524 25 0 584 24 425 105 29 583 115 556 61 11 743 2495

04:00 PM 21 143 6 0 170 6 113 4 0 123 7 89 24 4 124 37 160 15 3 215 63204:15 PM 17 121 15 0 153 14 124 11 0 149 6 86 15 6 113 20 168 13 2 203 618

LJB Inc.2500 Newmark Drive

Miamisburg, OH 45342


CUY-422-4.34ODOT District 12 Safety StudyKinsman Road (US-422) @ E. 93rd St.Total Volume






04:30 PM 30 125 15 0 170 15 144 5 0 164 8 108 27 6 149 32 182 15 5 234 71704:45 PM 20 129 16 0 165 10 122 4 0 136 8 82 38 0 128 35 163 15 0 213 642

Total 88 518 52 0 658 45 503 24 0 572 29 365 104 16 514 124 673 58 10 865 2609

05:00 PM 13 141 17 0 171 12 129 7 0 148 6 98 38 4 146 42 160 18 2 222 68705:15 PM 9 162 18 0 189 14 137 5 0 156 4 87 34 4 129 32 186 11 0 229 70305:30 PM 14 150 21 0 185 11 111 7 0 129 7 83 36 0 126 34 189 15 0 238 67805:45 PM 8 111 14 0 133 8 154 5 0 167 3 92 43 0 138 30 197 6 0 233 671

Total 44 564 70 0 678 45 531 24 0 600 20 360 151 8 539 138 732 50 2 922 2739

Grand Total 585 2825 325 22 3757 302 4534 186 8 5030 168 3350 1050 117 4685 746 4119 456 58 5379 18851Apprch % 15.6 75.2 8.7 0.6 6 90.1 3.7 0.2 3.6 71.5 22.4 2.5 13.9 76.6 8.5 1.1

Total % 3.1 15 1.7 0.1 19.9 1.6 24.1 1 0 26.7 0.9 17.8 5.6 0.6 24.9 4 21.9 2.4 0.3 28.5Passenger 575 2737 319 22 3653 300 4492 182 8 4982 163 3263 1018 117 4561 732 4053 449 58 5292 18488

% Passenger 98.3 96.9 98.2 100 97.2 99.3 99.1 97.8 100 99 97 97.4 97 100 97.4 98.1 98.4 98.5 100 98.4 98.1Trucks 6 47 2 0 55 1 32 3 0 36 3 49 5 0 57 7 37 2 0 46 194

% Trucks 1 1.7 0.6 0 1.5 0.3 0.7 1.6 0 0.7 1.8 1.5 0.5 0 1.2 0.9 0.9 0.4 0 0.9 1Semis 4 41 4 0 49 1 10 1 0 12 2 38 27 0 67 7 29 5 0 41 169

% Semis 0.7 1.5 1.2 0 1.3 0.3 0.2 0.5 0 0.2 1.2 1.1 2.6 0 1.4 0.9 0.7 1.1 0 0.8 0.9




CUY-422-4.34ODOT District 12 Safety StudyKinsman Road (US-422) @ E. 93rd St.Total Truck Volume

Groups Printed- Trucks - SemisE. 93rd StreetFrom North





07:00 AM 1 3 2 0 6 0 3 0 0 3 0 7 0 0 7 5 3 1 0 9 2507:15 AM 0 3 0 0 3 0 2 0 0 2 0 3 3 0 6 0 1 0 0 1 1207:30 AM 0 4 0 0 4 0 1 2 0 3 0 5 1 0 6 2 0 0 0 2 1507:45 AM 1 2 0 0 3 0 3 0 0 3 0 2 1 0 3 0 8 0 0 8 17

Total 2 12 2 0 16 0 9 2 0 11 0 17 5 0 22 7 12 1 0 20 69

08:00 AM 0 1 1 0 2 0 2 0 0 2 0 5 1 0 6 0 5 0 0 5 1508:15 AM 0 7 0 0 7 0 2 0 0 2 0 6 5 0 11 0 1 0 0 1 2108:30 AM 0 2 0 0 2 0 3 0 0 3 0 4 1 0 5 0 5 1 0 6 1608:45 AM 0 2 0 0 2 0 3 0 0 3 0 6 0 0 6 1 4 0 0 5 16

Total 0 12 1 0 13 0 10 0 0 10 0 21 7 0 28 1 15 1 0 17 68

09:00 AM 0 4 0 0 4 0 2 0 0 2 0 6 0 0 6 1 6 1 0 8 2009:15 AM 0 3 2 0 5 1 1 0 0 2 0 3 3 0 6 0 2 0 0 2 1509:30 AM 0 4 0 0 4 0 2 0 0 2 0 4 1 0 5 0 4 1 0 5 1609:45 AM 1 2 0 0 3 1 2 0 0 3 1 4 3 0 8 0 1 0 0 1 15

Total 1 13 2 0 16 2 7 0 0 9 1 17 7 0 25 1 13 2 0 16 66

10:00 AM 0 2 0 0 2 0 1 0 0 1 0 5 2 0 7 0 0 0 0 0 1010:15 AM 0 2 0 0 2 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 310:30 AM 0 0 0 0 0 0 0 0 0 0 0 4 1 0 5 0 5 0 0 5 1010:45 AM 0 5 0 0 5 0 0 0 0 0 0 1 1 0 2 1 1 1 0 3 10

Total 0 9 0 0 9 0 2 0 0 2 0 10 4 0 14 1 6 1 0 8 33

*** BREAK ***

02:00 PM 0 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 302:15 PM 0 2 0 0 2 0 1 0 0 1 0 1 0 0 1 0 2 0 0 2 602:30 PM 0 4 0 0 4 0 2 0 0 2 0 1 0 0 1 1 1 0 0 2 902:45 PM 1 8 0 0 9 0 2 0 0 2 0 7 1 0 8 0 6 0 0 6 25

Total 1 15 0 0 16 0 6 0 0 6 0 10 1 0 11 1 9 0 0 10 43

03:00 PM 1 3 1 0 5 0 2 1 0 3 1 4 2 0 7 2 3 0 0 5 2003:15 PM 1 6 0 0 7 0 2 0 0 2 1 2 1 0 4 0 2 1 0 3 1603:30 PM 0 4 0 0 4 0 1 0 0 1 0 0 0 0 0 0 2 1 0 3 803:45 PM 2 4 0 0 6 0 0 1 0 1 1 0 0 0 1 0 1 0 0 1 9

Total 4 17 1 0 22 0 5 2 0 7 3 6 3 0 12 2 8 2 0 12 53

04:00 PM 0 2 0 0 2 0 0 0 0 0 1 0 1 0 2 0 0 0 0 0 404:15 PM 2 3 0 0 5 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 6




CUY-422-4.34ODOT District 12 Safety StudyKinsman Road (US-422) @ E. 93rd St.Total Truck Volume






04:30 PM 0 2 0 0 2 0 2 0 0 2 0 3 3 0 6 0 0 0 0 0 1004:45 PM 0 3 0 0 3 0 1 0 0 1 0 2 1 0 3 1 2 0 0 3 10

Total 2 10 0 0 12 0 3 0 0 3 1 5 5 0 11 1 3 0 0 4 30

05:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1*** BREAK ***

Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1

Grand Total 10 88 6 0 104 2 42 4 0 48 5 87 32 0 124 14 66 7 0 87 363Apprch % 9.6 84.6 5.8 0 4.2 87.5 8.3 0 4 70.2 25.8 0 16.1 75.9 8 0

Total % 2.8 24.2 1.7 0 28.7 0.6 11.6 1.1 0 13.2 1.4 24 8.8 0 34.2 3.9 18.2 1.9 0 24Trucks 6 47 2 0 55 1 32 3 0 36 3 49 5 0 57 7 37 2 0 46 194

% Trucks 60 53.4 33.3 0 52.9 50 76.2 75 0 75 60 56.3 15.6 0 46 50 56.1 28.6 0 52.9 53.4Semis 4 41 4 0 49 1 10 1 0 12 2 38 27 0 67 7 29 5 0 41 169

% Semis 40 46.6 66.7 0 47.1 50 23.8 25 0 25 40 43.7 84.4 0 54 50 43.9 71.4 0 47.1 46.6



File Name : 93-RamonaSite Code : 00000000Start Date : 11/20/2013Page No : 1

CUY-422-4.34ODOT District 12 Safety StudyE. 93rd Street @ Ramona Blvd.Total Volume


Ramona BlvdFrom East


Driveway (uncontrolled)From West


07:00 AM 1 41 1 0 43 2 3 12 3 20 21 147 1 2 171 2 1 2 2 7 24107:15 AM 3 71 1 0 75 1 0 25 0 26 22 157 1 0 180 2 1 0 0 3 28407:30 AM 5 84 2 4 95 2 2 33 4 41 24 187 2 4 217 4 0 8 0 12 36507:45 AM 5 94 1 5 105 1 0 19 0 20 20 184 0 0 204 5 0 1 1 7 336

Total 14 290 5 9 318 6 5 89 7 107 87 675 4 6 772 13 2 11 3 29 1226

08:00 AM 5 83 0 5 93 2 2 15 3 22 20 148 1 3 172 1 0 5 0 6 29308:15 AM 3 86 2 0 91 0 0 16 0 16 13 103 0 5 121 1 0 5 1 7 23508:30 AM 5 85 0 0 90 1 0 13 1 15 15 134 0 2 151 2 0 7 0 9 26508:45 AM 4 67 0 0 71 1 1 17 2 21 13 120 2 0 135 3 1 6 0 10 237

Total 17 321 2 5 345 4 3 61 6 74 61 505 3 10 579 7 1 23 1 32 1030

09:00 AM 6 63 0 2 71 1 2 13 3 19 19 96 0 0 115 3 0 5 0 8 21309:15 AM 4 41 0 4 49 1 1 14 1 17 20 95 2 2 119 1 0 4 0 5 19009:30 AM 3 75 0 3 81 1 1 3 1 6 14 83 1 0 98 2 0 4 0 6 19109:45 AM 4 62 0 1 67 1 0 16 1 18 21 89 1 1 112 1 1 3 1 6 203

Total 17 241 0 10 268 4 4 46 6 60 74 363 4 3 444 7 1 16 1 25 797

10:00 AM 3 59 1 3 66 1 0 16 2 19 11 68 1 2 82 1 1 4 0 6 17310:15 AM 2 63 0 8 73 3 1 16 2 22 12 56 1 1 70 1 0 1 0 2 16710:30 AM 0 68 1 1 70 2 2 10 1 15 19 65 0 1 85 2 1 1 0 4 17410:45 AM 1 65 0 0 66 0 0 16 0 16 19 57 0 3 79 1 0 0 0 1 162

Total 6 255 2 12 275 6 3 58 5 72 61 246 2 7 316 5 2 6 0 13 676

*** BREAK ***

01:00 PM 5 83 2 1 91 1 1 21 0 23 10 85 0 2 97 4 0 4 2 10 22101:15 PM 2 67 1 1 71 3 1 11 0 15 17 67 3 0 87 3 0 1 0 4 177

*** BREAK ***Total 7 150 3 2 162 4 2 32 0 38 27 152 3 2 184 7 0 5 2 14 398

02:00 PM 4 92 1 2 99 1 1 13 1 16 15 76 4 4 99 4 2 3 1 10 22402:15 PM 7 92 1 3 103 0 0 17 1 18 15 87 0 0 102 3 0 2 1 6 22902:30 PM 3 89 0 2 94 0 0 15 1 16 21 82 1 1 105 4 1 1 2 8 22302:45 PM 4 104 2 1 111 1 0 29 0 30 23 77 0 2 102 3 1 3 1 8 251

Total 18 377 4 8 407 2 1 74 3 80 74 322 5 7 408 14 4 9 5 32 927

03:00 PM 0 105 1 2 108 1 0 20 0 21 31 81 0 1 113 5 2 3 0 10 25203:15 PM 2 114 0 0 116 0 0 23 0 23 24 103 0 0 127 2 1 3 0 6 27203:30 PM 1 116 2 1 120 1 0 20 1 22 23 103 1 2 129 1 2 4 0 7 278




CUY-422-4.34ODOT District 12 Safety StudyE. 93rd Street @ Ramona Blvd.Total Volume






03:45 PM 3 143 1 0 147 0 2 19 1 22 16 110 2 2 130 3 2 3 0 8 307Total 6 478 4 3 491 2 2 82 2 88 94 397 3 5 499 11 7 13 0 31 1109

04:00 PM 4 143 2 2 151 1 1 17 0 19 25 79 3 3 110 2 1 4 0 7 28704:15 PM 2 131 0 2 135 3 1 16 0 20 17 88 3 0 108 1 2 1 2 6 26904:30 PM 1 155 3 0 159 2 1 13 3 19 30 111 1 0 142 2 2 2 0 6 32604:45 PM 0 157 1 0 158 2 0 26 1 29 24 80 0 0 104 1 0 1 1 3 294

Total 7 586 6 4 603 8 3 72 4 87 96 358 7 3 464 6 5 8 3 22 1176

05:00 PM 5 143 0 0 148 1 1 15 4 21 28 103 0 4 135 3 0 2 3 8 31205:15 PM 6 167 2 3 178 1 0 21 1 23 20 87 3 1 111 3 1 4 1 9 32105:30 PM 3 170 0 1 174 1 0 28 0 29 22 75 1 0 98 5 0 6 2 13 31405:45 PM 1 100 2 0 103 0 1 16 1 18 12 90 2 0 104 3 1 7 0 11 236

Total 15 580 4 4 603 3 2 80 6 91 82 355 6 5 448 14 2 19 6 41 1183

Grand Total 107 3278 30 57 3472 39 25 594 39 697 656 3373 37 48 4114 84 24 110 21 239 8522Apprch % 3.1 94.4 0.9 1.6 5.6 3.6 85.2 5.6 15.9 82 0.9 1.2 35.1 10 46 8.8

Total % 1.3 38.5 0.4 0.7 40.7 0.5 0.3 7 0.5 8.2 7.7 39.6 0.4 0.6 48.3 1 0.3 1.3 0.2 2.8Passenger 105 3122 30 57 3314 36 25 582 39 682 638 3217 36 48 3939 84 24 110 21 239 8174

% Passenger 98.1 95.2 100 100 95.4 92.3 100 98 100 97.8 97.3 95.4 97.3 100 95.7 100 100 100 100 100 95.9Trucks 2 133 0 0 135 3 0 12 0 15 18 132 1 0 151 0 0 0 0 0 301

% Trucks 1.9 4.1 0 0 3.9 7.7 0 2 0 2.2 2.7 3.9 2.7 0 3.7 0 0 0 0 0 3.5Semis 0 23 0 0 23 0 0 0 0 0 0 24 0 0 24 0 0 0 0 0 47

% Semis 0 0.7 0 0 0.7 0 0 0 0 0 0 0.7 0 0 0.6 0 0 0 0 0 0.6




CUY-422-4.34ODOT District 12 Safety StudyE. 93rd Street @ Ramona Blvd.Total Truck Volume






07:00 AM 0 6 0 0 6 0 0 1 0 1 1 6 0 0 7 0 0 0 0 0 1407:15 AM 0 3 0 0 3 1 0 0 0 1 1 6 0 0 7 0 0 0 0 0 1107:30 AM 0 4 0 0 4 1 0 0 0 1 0 8 0 0 8 0 0 0 0 0 1307:45 AM 1 4 0 0 5 0 0 0 0 0 1 4 0 0 5 0 0 0 0 0 10

Total 1 17 0 0 18 2 0 1 0 3 3 24 0 0 27 0 0 0 0 0 48

08:00 AM 1 6 0 0 7 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 1508:15 AM 0 10 0 0 10 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 2008:30 AM 0 7 0 0 7 0 0 0 0 0 1 6 0 0 7 0 0 0 0 0 1408:45 AM 0 7 0 0 7 0 0 0 0 0 1 9 0 0 10 0 0 0 0 0 17

Total 1 30 0 0 31 0 0 0 0 0 2 33 0 0 35 0 0 0 0 0 66

09:00 AM 0 4 0 0 4 0 0 1 0 1 4 5 0 0 9 0 0 0 0 0 1409:15 AM 0 4 0 0 4 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 1009:30 AM 0 4 0 0 4 0 0 0 0 0 3 6 0 0 9 0 0 0 0 0 1309:45 AM 0 5 0 0 5 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 11

Total 0 17 0 0 17 0 0 1 0 1 7 23 0 0 30 0 0 0 0 0 48

10:00 AM 0 2 0 0 2 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 1010:15 AM 0 1 0 0 1 0 0 1 0 1 1 3 0 0 4 0 0 0 0 0 610:30 AM 0 3 0 0 3 0 0 1 0 1 0 2 0 0 2 0 0 0 0 0 610:45 AM 0 8 0 0 8 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 14

Total 0 14 0 0 14 0 0 2 0 2 1 19 0 0 20 0 0 0 0 0 36

*** BREAK ***

01:00 PM 0 7 0 0 7 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 1301:15 PM 0 6 0 0 6 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 10

*** BREAK ***Total 0 13 0 0 13 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 23

02:00 PM 0 7 0 0 7 0 0 0 0 0 1 4 1 0 6 0 0 0 0 0 1302:15 PM 0 3 0 0 3 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 602:30 PM 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 502:45 PM 0 8 0 0 8 1 0 1 0 2 1 5 0 0 6 0 0 0 0 0 16

Total 0 21 0 0 21 1 0 1 0 2 2 14 1 0 17 0 0 0 0 0 40

03:00 PM 0 6 0 0 6 0 0 0 0 0 1 4 0 0 5 0 0 0 0 0 1103:15 PM 0 5 0 0 5 0 0 2 0 2 2 8 0 0 10 0 0 0 0 0 1703:30 PM 0 4 0 0 4 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 7




CUY-422-4.34ODOT District 12 Safety StudyE. 93rd Street @ Ramona Blvd.Total Truck Volume






03:45 PM 0 6 0 0 6 0 0 2 0 2 0 1 0 0 1 0 0 0 0 0 9Total 0 21 0 0 21 0 0 4 0 4 3 16 0 0 19 0 0 0 0 0 44

04:00 PM 0 4 0 0 4 0 0 2 0 2 0 5 0 0 5 0 0 0 0 0 1104:15 PM 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 404:30 PM 0 2 0 0 2 0 0 1 0 1 0 3 0 0 3 0 0 0 0 0 604:45 PM 0 5 0 0 5 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 8

Total 0 14 0 0 14 0 0 3 0 3 0 12 0 0 12 0 0 0 0 0 29

05:00 PM 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 505:15 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 205:30 PM 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 405:45 PM 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3

Total 0 9 0 0 9 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 14

Grand Total 2 156 0 0 158 3 0 12 0 15 18 156 1 0 175 0 0 0 0 0 348Apprch % 1.3 98.7 0 0 20 0 80 0 10.3 89.1 0.6 0 0 0 0 0

Total % 0.6 44.8 0 0 45.4 0.9 0 3.4 0 4.3 5.2 44.8 0.3 0 50.3 0 0 0 0 0Trucks 2 133 0 0 135 3 0 12 0 15 18 132 1 0 151 0 0 0 0 0 301

% Trucks 100 85.3 0 0 85.4 100 0 100 0 100 100 84.6 100 0 86.3 0 0 0 0 0 86.5Semis 0 23 0 0 23 0 0 0 0 0 0 24 0 0 24 0 0 0 0 0 47

% Semis 0 14.7 0 0 14.6 0 0 0 0 0 0 15.4 0 0 13.7 0 0 0 0 0 13.5



Sorry I missed the name of SR306, should be Broadmoor not Reynolds Road. Nothing changes just the name

Here is the corrected table

RE: District 12 growth rate requestMahmoud Al-lozi to:[email protected]/27/2013 11:29 AMCc:"[email protected]", "[email protected]"Hide Details From: Mahmoud Al-lozi <[email protected]>To: "[email protected]" <[email protected]>, Cc: "[email protected]" <[email protected]>, "[email protected]" <[email protected]>

Safety Studies ForecastsTraffic adjustment factors 2012 to 2035 using NOACA regional model inputs

SR-84 and Broadmoor Road

Traffic adjustment factors from 2012 to

2035

Broadmoor Road from South 1.09

Broadmoor Road from North 1.11

SR84 From East 1.09

SR84 from West 1.05

E.93rd and Kinsman Road

E.93rd from North 1.00

E.93rd from South 1.00

Kinsman Road from East 1.00

Kinsman Road from West 1.00

Brookpark Road and Broadview

Broadview from North 1.00

Broadview (SR176) from South 1.00

Brookpark Road from west 1.00

Brookpark Road from east 1.00

W.117th and Lorain Intersection

Lorain from east 1.00

Lorain from west 1.00

W117th from north 1.00

W117th from south 1.00

W.150th and Lorain





Page 1 of 5

12/30/2013file:///C:/Users/vmadineni.LJBINC/AppData/Local/Temp/notes256C9A/~web6864.htm

From: Mahmoud Al-lozi

Sent: Friday, December 27, 2013 11:00 AMTo: '[email protected]'

Cc: [email protected]; [email protected]: RE: District 12 growth rate request

Hello Scott

Enclosed please find the growth rates based on the Regional Model inputs for the requested locations.

Please note that the rates are for the 2012 to 2035 projects. The model is showing traffic decrease on all intersections

except the SR306 / SR84 intersection in Lake County.

In general when the forecast traffic is less than existing traffic you can do the analysis based on existing year 2012 traffic.

If you need a copy of the raw model numbers please let me know.

Let me know if you need additional information. Sorry for the delay and HAPPY HOLIDAYS.

Mahmoud Al-LoziPrincipal Planning EngineerNOACA1299 Superior AveCleveland, Ohio 44114216-241-2414 ext 270Direct 216-367-4007

Safety Studies ForecastsTraffic adjustment factors 2012 to 2035 using NOACA regional model inputs

SR-84 and Reynolds Road

Traffic adjustment factors from 2012 to

2035

Reynolds Road from South 1.09

Reynolds Road from North 1.11

SR84 From East 1.09

SR84 from West 1.05

E.93rd and Kinsman Road

E.93rd from North 1.00

E.93rd from South 1.00

Kinsman Road from East 1.00

Kinsman Road from West 1.00

Brookpark Road and Broadview

Broadview from North 1.00

Broadview (SR176) from south 1.00

Brookpark Road from west 1.00

Brookpark Road from east 1.00

W.117th and Lorain Intersection



Page 2 of 5


From: [email protected] [mailto:[email protected]]

Sent: Sunday, November 24, 2013 7:16 PMTo: Mahmoud Al-lozi

Cc: [email protected]; [email protected]: District 12 growth rate request

Mahmound

LJB is working with District 12 on several safety study locations. Attached is current traffic data for these locations.

1. CUY-10-10.14 (Lorain Road (SR 10) at W. 150th Street)

2. CUY-10-11.94 (Lorain Road (SR 10) at W. 117th Street)

3. CUY-17-11.57 (Brookpark Road (SR 17) at Broadview Road (SR 176))

4. CUY-422-4.34 (Kinsman Road (US 422) at E. 93rd Street)

5. LAK-84-8.14 (Johnnycake Ridge Road (SR 84) at Broadmoor Road (SR 306))

Typically planning level growth rates are sufficient for use on a safety study. I am interested in a 20 year horizon.

Please advise when you are able to generate these numbers?

Thank you

Scott

Scott Knebel, P.E.

Managing Principal(937) 259-5067

(937) 776-1040 cell **NEW NUMBER**

[email protected]

From: "Blayney, Brian" <[email protected]>

To: "[email protected]" <[email protected]>

Date: 11/21/2013 03:47 PM

Subject: FW: Lorain Avenue Traffic Counts



W.150th and Lorain





Improving the quality of life

Please consider the environment before printing this email.

Page 3 of 5


APPENDIX D

CRASH DIAGRAMS

7:00 THU 10/28/2010

4:00 SAT 05/29/2010

0:00 SUN 04/10/2011

3:00 MON 04/04/2011

1:00 S

UN

05/1

5/2

011

9:00 FRI 11/16/2012

6:00 SAT 11/17/2012

15:00 SAT 11/03/2012

6:00 SUN 06/06/2010 WET

11:00 SAT 09/10/2011 WET

11:00 THU 01/28/2010 SNOW

8:0

0 T

UE

10

/19

/ 20

10

0:0

0 S

UN

10/3

1/2

01

0

0:00 FRI 08/06/2010

9:00 TUE 03/16/2010

9:00 WED 01/27/2010

6:0

0 F

RI

05

/25

/20

12

0:0

0 S

UN

05/0

8/2

011

2:00 SAT 04/02/2011

3:0

0 M

ON

05

/30

/20

11

21:00 FRI 08/20/2010

19

:00

WE

D 0

9/0

1/2

01

0

10:00 FRI 07/09/2010

10:00 FRI 09/17/2010

13:00 TUE 09/21/2010

10

:00

SA

T 0

8/2

8/2

01

0

16

:00

TH

U 0

9/1

6/ 2

01

0

13:00 THU 07/01/2010

12

: 00

SU

N 0

6/2

0/2

01

0

22:00 MON 05/31/2010

17

:00

TH

U 0

6/0

3/2

01

0

13

:00

TU

E 0

4/0

6/2

01

0

12:00 MON 03/29/2010

21:00 TUE 03/23/2010

17:00 THU 10/18/201222:00 MON 06/11/2012

20:00 TUE 06/19/2012

18

:00

MO

N 0

8/0

6/2

01

2

14

:00

TH

U 0

9/1

3/2

01

2

18:00 FRI 09/16/2011

17

:00

FR

I 0

9/2

3/2

011

12:00 TUE 08/30/2011

17

:00

TH

U 0

8/2

5/2

011

17:00 WED 08/24/2011

19

:00

MO

N 0

9/1

2/2

011

11:00 TUE 11/01/2011

11:00 MON 08/15/2011

14

:00

WE

D 0

8/1

0/2

011

16:00 MON 08/01/2011

17:00 MON 07/04/2011

19

:00

TH

U 0

5/1

0/2

012

12

:00

TU

E 0

6/2

8/2

011

23:00 THU 06/30/2011

13:00 WED 05/02/201212:00 SAT 06/11/2011

17

:00

FR

I 0

8/1

9/2

01 1

14

:00

WE

D 0

2/1

6/2

011

19:00 THU 04/12/2012

11:0

0 M

ON

11

/19

/20

12

14:00 FRI 10/14/2011

1:00 SUN 09/12/2010 WET

8:00 MON 01/23/2012 WET

5:0

0 W

ED

09

/07

/20

11 W

ET

7:0

0 W

ED

12

/15

/ 20

10

WE

T

15

:00

TU

E 0

5/ 1

1/2

01

0 W

ET

12:00 MON 03/22/2010 WET

3:0

0 S

AT

02/1

3/2

01

0 S

NO

W

10:00 THU 01/28/2010 ICE

10

:00

TU

E 0

1/ 2

6/2

01

0 W

ET

2:0

0 F

RI

01

/01

/20

10 S

NO

W9:00 THU 01/19/2012 SNOW

23

:00

WE

D 0

9/1

4/2

011

WE

T

8:00 TUE 01/11/2011 SNOW

23:00 MON 02/07/2011 WET

23:00 SUN 02/27/2011 WET

11:00 THU 03/08/2012 W

ET

18:00 WED 10/19/2011 WET

17:00 FRI 10/28/2011 DUSK

11:00 SAT 02/11/2012 SNOW

19:00 SUN 05/15/2011 WET DUSK

Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, and the GIS User Community

�

TYPES OF COLLISIONSSYMBOLS SHOW FOREACH CRASH

1. TIME, DAY, DATE

2. WEATHER AND ROAD SURFACE IF UNUSUAL CONDITION EXISTED

3. NITE - IF BETWEEN DUSK AND DAWN

REAR END

RIGHT ANGLE

SIDE SWIPE

OUT OF CONTROL

LEFT TURN

HEAD ON

MOVING VEHICLE

BACKING VEHICLE

NON-INVOLVED VEH.

PEDESTRIAN

PARKED VEHICLE

FIXED OBJECT

FATAL CRASH

INJURY CRASH

NUMBER OF CRASHES

PROPERTY DAMAGE ONLY

INJURY OR FATAL

TOTAL CRASHES

Ø

Ø

Ø

Ø

DATE:

PAGE:

COLLISION DIAGRAM

INTERSECTION

PERIOD

CITY

FROM

AT

TO

ROUTE NUMBERof

Kinsman Rd (US-422) E. 93rd Street (CR-396)

2012

US-422 (LUC-422-4.34)

3 YEAR 2010

Cleveland, OH ( ODOT District 12)

12/19/13

01 02

44

31

75

KEY MAP

Kinsman Road

E.

90

th S

tre

et

E.

93

rd S

tree

t

Ramona Blvd.

3:00 MON 04/04/2011

15:00 SAT 11/03/2012

8:0

0 T

UE

10

/19

/20

10

0:0

0 S

UN

10

/31

/ 20

10

6: 0

0 F

RI

05

/ 25

/ 20

12

3:0

0 M

ON

05

/30

/20

11

10:00 FRI 09/17/2010

21

:00

FR

I 0

7/1

6/2

01

0

13:00 THU 07/01/2010

12

:00

FR

I 0

4/0

9/2

01

0

21:00 TUE 03/23/2010

10

:00

SA

T 0

9/0

1/2

01

2

18

:00

MO

N 0

8/0

6/2

01

2

14

:00

TH

U 0

9/1

3/2

01

2

17

:00

TU

E 0

8/3

0/2

011

17

:00

TH

U 0

8/2

5/2

011

19

:00

MO

N 0

9/1

2/2

011

11:00 TUE 11/01/2011

13

:00

SA

T 0

7/1

6/2

011

12

:00

TU

E 0

6/2

8/2

011

11

:00

MO

N 1

1/1

9/2

01

2

10

:00

WE

D 1

2/1

2/2

01

2

8:00 MON 01/23/2012 WET

7: 0

0 W

ED

12

/15

/20

10

WE

T1

8:0

0 S

AT

02

/27

/20

10

WE

T

3:0

0 S

AT

02

/13

/20

10

SN

OW

10

:00

TU

E 0

1/ 2

6/2

01

0 W

ET

7:0

0 F

RI

01

/27

/20

12

SN

OW

23

:00

WE

D 0

9/1

4/2

011

WE

T

11:00 THU 03/08/2012 W

ET

Source: Esri, DigitalGlobe, GeoEye, i-cubed, USDA, USGS,

�

TYPES OF COLLISIONSSYMBOLS SHOW FOREACH CRASH

1. TIME, DAY, DATE

2. WEATHER AND ROAD SURFACE IF UNUSUAL CONDITION EXISTED

3. NITE - IF BETWEEN DUSK AND DAWN

REAR END

RIGHT ANGLE

SIDE SWIPE

OUT OF CONTROL

LEFT TURN

HEAD ON

MOVING VEHICLE

BACKING VEHICLE

NON-INVOLVED VEH.

PEDESTRIAN

PARKED VEHICLE

FIXED OBJECT

FATAL CRASH

INJURY CRASH

NUMBER OF CRASHES

PROPERTY DAMAGE ONLY

INJURY OR FATAL

TOTAL CRASHES

Ø

Ø

Ø

Ø

DATE:

PAGE:

COLLISION DIAGRAM

INTERSECTION

PERIOD

CITY

FROM

AT

TO

ROUTE NUMBERof

Kinsman Rd (US-422) E. 93rd Street (CR-396)

2012

US-422 (LUC-422-4.34)

3 YEAR 2010

Cleveland, OH ( ODOT District 12)

12/19/13

02 02

9

4

13

KEY MAP

Kinsman Road

E.

93

rd S

tree

t

APPENDIX E

HSM OUTPUT

APPENDIX D - HIGHWAY SAFETY MANUAL 1

HIGHWAY SAFETY MANUAL METHODOLOGY

The Highway Safety Manual (HSM) provides tools to conduct quantitative safety analyses with the primary

goal of predicting crash frequency and severity as a function of alternative roadway and intersection designs.

Prior to publication of the HSM in 2010, there was no industry-accepted resource available to quantify future

safety performance of a transportation facility. The HSM fills this need by providing a science-based

technical approach to safety analysis to predict “expected average crash frequency” – the long-term average

crash frequency of a site.

A primary reason for incorporating techniques of the Highway Safety Manual into the crash analysis process

is to overcome the short-term year-to-year variability in observed crash frequencies and the effects of

“regression to the mean” bias. Regression-to-the-mean (RTM) is the natural variation in crash data. Crash

occurrences at a given site are random events that tend to fluctuate up and down over the course of time.

Year-to-year variability in crash frequencies as shown in Figure D1 adversely affects crash estimation based

on crash data collected over short periods (i.e. 3 years as is customary). The randomness of crash occurrences

indicates that short-term crash frequencies alone are not a reliable estimator of long-term crash frequency.

Crash fluctuations over time make it difficult to determine whether changes in the observed crash frequency

are due to changes in site conditions or are due to natural fluctuations. When a period of high crash

frequency is observed, it is statistically probable that the following period will have a comparatively low

crash frequency. Similarly, there is a high probability that a low crash frequency period will be followed by a

high crash frequency period. This tendency is known as regression-to-the-mean (RTM).

Failure to account for the effects of RTM introduces the potential for “RTM bias” or “selection bias”. This

occurs when sites are selected for treatment based on short-term trends in observed crash frequency. RTM

bias can also result in over or under estimation of effectiveness of a treatment (change in average crash

frequency) – without accounting for RTM bias, it is not possible to know if an observed reduction in crashes

is due to the treatment or if it would have occurred without the modification.

Figure D1: Variation in short-term observed crash frequency

Figure D2 shows the effect of RTM and RTM bias. In this example, a site is selected for treatment based on

its short term crash frequency trend over three years (during upward trend). Due to RTM, it is probable that

the observed crash frequency will decrease toward the expected average crash frequency without any

Years

APPENDIX D - HIGHWAY SAFETY MANUAL 2

treatment. A treatment is applied which results in a reduction of crashes and become the “perceived

effectiveness of treatment”. However, some of this reduction would have occurred regardless of the

treatment (due to RTM), rendering the perceived effectiveness of the treatment to be greater than its actual

effectiveness.

Figure D2: Regression to the mean

The predictive method described in Part C of the Highway Safety Manual provides steps to estimate the

expected average crash frequency of a site for a given time period, geometric design, traffic control features,

and traffic volumes. The expected average crash frequency (Nexpected) is estimated using a predictive model

estimate of crash frequency for a specific site type (Npredicted) together with observed crash frequency (where

available), as described in the following sections. The predictive method is applicable for the following

facility types: Rural Two-Lane Two-Way Roads, Rural Multilane Highways, and Urban/Suburban Arterials.

PREDICTED CRASH FREQUENCY

Predicted model estimate of crash frequency (Equation 1): This step involves determination of the

predicted crash frequency which reflects how a site would be expected to perform relative to 1,000 similar

sites. Calculation of predicted crash frequency utilizes Safety Performance Functions (SPF) for a base

condition. Crash Modification Factors (CMF) are then applied to account for specific site characteristics that

differ from the base condition. A state-level calibration factor is then applied to normalize the base condition

to localized conditions. The resulting value is the Predicted Crash Frequency (Npredicted)

�� = SPFx�CMF1xCMF2

x… �xC Equation 1

EXPECTED CRASH FREQUENCY

Expected average crash frequency (Equations 2 and 3): The next step involves calculation of the expected

average crash frequency which reflects average performance of the site over an extended period of time

based on actual crash history. This step incorporates the Empirical Bayes (EB) method which combines

actual (observed) crash history of the study site with predicted average crash frequency. These values are

weighted based on an over-dispersion parameter (k) that is the measure of the strength of the model (safety

performance factors). The resulting value is the expected average crash frequency (Nexpected)

�� = �x�� + �1.00 − ��x�� Equation 2

Where Weighted Adjustment (w):

� = 1/[1 + "x�∑��] Equation 3

Where k = over dispersion parameter from the associated SPF.

AADTMAX = 67,700 (veh/day)


NOTES: * AADT: It is important to remember that the AADT(major) = AADT(major approach1) + AADT(minor approach2) (refer to p.12-8 in Part C of the HSM)

Existing Conditions: General Information and Data for Urban And Suburban Arterial Intersection

General Information Location Information

Analyst VM Route US422

Intersection US422; 4.34 Analysis Year 2012

Signalized/Unsignalized Signalized

Agency or Company LJB Inc Logpoint 4.34

Date Performed 02/14/14 Common Name Kinsman Road/E. 93rd street

AADT major (veh/day) (total entering on major approaches)* 14,160 --

AADT minor (veh/day) (total entering on minor approaches)* 16,740 --

Input Data Existing Conditions HSM Base Conditions

Intersection type (3ST, 3SG, 4ST, 4SG) 4SG --

Intersection lighting (present/not present) Present Not Present

Number of major-road approaches with left-turn lanes 0

Number of major-road approaches with right-turn lanes 0

Calibration factor, Ci 3.71 1.00

Data for unsignalized intersections only:

Number of approaches with right-turn lanes 1 0

Number of approaches with left-turn signal phasing 1 --

Data for signalized intersections only:

Number of approaches with left-turn lanes 0 0

Type of left-turn signal phasing for Leg #3 Permissive --


Type of left-turn signal phasing for Leg #1 Protected/Permissive Permissive


Sum of all pedestrian crossing volumes (PedVol) 240 --

Maximum number of lanes crossed by a pedestrian (nlanesx) 5 --

Number of approaches with right-turn-on-red prohibited 0 0

Intersection red light cameras (present/not present) Not Present Not Present

Number of alcohol sales establishments within 300 m (1,000 ft) of the intersection 1 to 8 0

Locality: State System

Number of bus stops within 300 m (1,000 ft) of the intersection 3 or more 0

Schools within 300 m (1,000 ft) of the intersection (present/not present) Not Present Not Present

1



NOTES: * AADT: It is important to remember that the AADT(major) = AADT(major approach1) + AADT(minor approach2) (refer to p.12-8 in Part C of the HSM)

Proposed Conditions: Data for Urban And Suburban Arterial Intersection

Input Data Proposed Conditions Existing Conditions

Intersection type (3ST, 3SG, 4ST, 4SG) 4SG 4SG

AADT major (veh/day) (total entering on major approaches)* 14,160 14160

AADT minor (veh/day) (total entering on minor approaches)* 16,740 16740

Data for unsignalized intersections only: 0

Number of major-road approaches with left-turn lanes 0 0

Intersection lighting (present/not present) Present Present

Calibration factor, Ci 3.71 3.71

Number of approaches with left-turn lanes 0 0

Number of approaches with right-turn lanes 1 1

Number of major-road approaches with right-turn lanes 0 0

Data for signalized intersections only: 0

Type of left-turn signal phasing for Leg #2 Permissive Permissive


Number of approaches with left-turn signal phasing 1 1

Type of left-turn signal phasing for Leg #1 Protected/Permissive Protected/Permissive

Intersection red light cameras (present/not present) Not Present Not Present

Sum of all pedestrian crossing volumes (PedVol) 240 240


Number of approaches with right-turn-on-red prohibited 0 0

Schools within 300 m (1,000 ft) of the intersection (present/not present) Not Present Not Present

Number of alcohol sales establishments within 300 m (1,000 ft) of the intersection 1 to 8 1 to 8

Maximum number of lanes crossed by a pedestrian (nlanesx) 5 5

Number of bus stops within 300 m (1,000 ft) of the intersection 3 or more 3 or more

Locality: State System State System

2

KA B C O Total

0.7250 2.6610 3.4335 11.4137 18.2332

0.7248 2.4263 4.9560 13.0631 21.1702

-0.0002 -0.2347 1.5225 1.6494 2.9370

0.4140 1.9679 4.4813 13.3639 20.2271

General Information

Project Safety Performance Report

Analyst

Agency/Company

VM

LJB Inc

Summary of Anticipated Safety Performance of the Project (average crashes/year)

Project Summary Results (Without Animal Crashes)

Npredicted - Existing Conditions

Nexpected - Existing Conditions

Nexpected - Proposed Conditions

Npotential for improvement - Existing Conditions

937-259-5000

2/14/2014

2012

Contact Email

Contact Phone

Date Performed

Analysis Year

Project Description

Reference Number

Kinsman Rd/E.93rd Street safety study

Task 6

Project Name CUY-422-4.3 Safety Study

0.7

2.73.4

11.4

18.2

0.72.4

5.0

13.1

21.2

0.0

-0.2

1.5 1.62.9

0.42.0

4.5

13.4

20.2

-5.0

0.0

5.0

10.0

15.0

20.0

25.0

KA B C O Total

Existing ConditionsPredicted Average CrashFrequency

Existing ConditionsExpected Average CrashFrequency

Existing CondtionsPotential for SafetyImprovement

Proposed ConditionsExpected Average CrashFrequency

Created by the Office of Systems Planning and Program Management

APPENDIX F

CLEARANCE INTERVAL

CALCULATIONS

CLEARANCE INTERVALS 1

CLEARANCE INTERVALS

The National Cooperative Highway Research Program (NCHRP) Report 731: Guidelines for Timing

Yellow and All-Red Intervals at Signalized Intersections was published July 2012. A number of

conclusions were reached as a result of the comprehensive study that is important to the safety

performance of signalized intersections.

> The Institute of Transportation Engineers (ITE) Proposed Recommended Practice for the

calculation of yellow change intervals and all-red clearance intervals is the methodology used by

the highest percentage of state and local agencies.

> Drivers were documented to decelerate when turning at an intersection. The NCHRP Report 731

recommended using a design speed of 20 mile per hour for the calculation of all red timing.

Research conducted by the North Carolina Department of Transportation published by the ITE

Journal determined that the average operating speed for left turning traffic is 17 miles per hour.

> Using the current ITE guidelines to calculate the duration of yellow change and red clearance

intervals has been shown to reduce total crashes between 8 and 14 percent while reducing injury

crashes by approximately 12 percent.

> Using the current ITE guidelines to calculate the duration of yellow change and red clearance

intervals has been shown to reduce red light running occurrences between 36 and 50 percent.

Vehicular clearance times were calculated for each study area intersection based on guidelines published

in the Ohio Manual of Uniform Traffic Control Devices and the ITE Proposed Recommended Practice.

The following posted speeds were used to calculate clearance intervals for through phases:

• Kinsman Road/E. 93rd

Street: 35 MPH

• Ramona Blvd – 25 MPH

• A 25 MPH speed was used to calculate clearance intervals for all leading left turn phases.

Calculated clearance intervals were included in the Synchro models for the proposed conditions, as

described in the following section. A summary of the calculated clearance intervals for the two signalized

intersections is listed below in Table F1 and the calculations are appended at the end of this section.

CLEARANCE INTERVALS 2

TABLE F1: PROPOSED CLEARANCE INTERVALS

PHASE

Existing Proposed

Yellow/ TOTAL Yellow/ TOTAL

All Red All Red


Phase 2: EB Through 4.1 sec./

2.0 sec 6.1 SEC.

3.9 sec./

2.0 sec 5.9 SEC.

Phase 3: NB Left - - 3.0 sec./

3.0 sec 6.0 SEC.

Phase 4: SB Through 4.0 sec./

2.0 sec 6.0 SEC.

3.9 sec./

1.8 sec 5.7 SEC.

Phase 6: WB Through 4.1 sec./

2.0 sec 6.1 SEC.

3.9 sec./

2.0 sec 5.9 SEC.

Phase 7: SB Left 3.0 sec./

1.0 sec 4.0 SEC. - -

Phase 8: NB Through 4.0 sec./

2.0 sec 6.0 SEC.

3.9 sec./

1.8 sec 5.7 SEC.


Phase 2: East/West 3.0 sec./

2.0 sec 5.0 SEC.

3.0 sec./

2.6 sec 5.6 SEC.

Phase 4: North/South 3.0 sec./

2.0 sec 5.0 SEC.

3.9 sec./

1.5 sec 5.4 SEC.

Note: The maximum all-red clearance time set at 3 seconds.

Calculated values may be longer than 3 seconds.

APPENDIX G

CAPACITY ANALYSIS

REPORTS

CAPACITY ANALYSIS 1

CAPACITY ANALYSIS

Capacity analysis was conducted for existing and various Build conditions at the Kinsman Road/E. 93rd

Street and E. 93rd

Street/Ramona Boulevard intersection. Signalized intersection analysis was performed

with the assistance of Synchro traffic simulation software (version 8) with output reflective of HCS 2000

algorithms. HCS2010 algorithms were not used as they do not accurately reflect shared lane conditions,

as is the case on Kinsman Road.

The following analysis scenarios were evaluated. Traffic volumes for all scenarios reflect 2013 counts

since the NOACA supplied growth rate was zero for these intersections. Capacity analysis results are

summarized in Table G2 with Synchro output reports appended to this section.

> Existing Conditions – AM and PM peak hours

• Existing lane use

• Existing signal timing and signal phasing (SB leading protected phase)

> Build Short Term Option 1: Change N/S signal phasing

• Existing lane use

• Optimized splits and calculated vehicle clearance times

• Add protected NB phase, remove protected SB phase

> Build Short Term Option 2: Add N/S left turn lanes with asymmetric lane configuration

• Modified lane use on E. 93rd

Street at Kinsman Road: NB (L-TR), SB (L-T-TR)


Street at Ramona Blvd: NB (LTR)


• NB left turns are protected/permissive, SB left turns are permissive only

> Build Long Term Option 1: Add N/S left turn lanes by widening on E. 93rd

Street to a five-

lane section


Street at Kinsman Road: NB (L-T-TR), SB (L-T-TR)


Street at Ramona Blvd: NB (LT-TR)


• NB left turns are protected/permissive, SB left turns are permissive only

> Build Long Term Option 2: Add N/S left turn lanes on Kinsman Road by widening to a five-

lane section

• Modified lane use on Kinsman Road at E. 93rd

Street: EB (L-T-TR), WB (L-T-TR)

• Existing conditions retained on E. 93rd

Street


• EB and WB left turn permissive only

Intersections are graded using a level of service (LOS) designation expressed in terms of letter grades.

Level of service is a quality measure describing operational conditions with a traffic stream with LOS A

representing the highest quality traffic flow and minimal delay, and LOS F representing poor traffic

CAPACITY ANALYSIS 2

operations, significant delay, and substantial queuing. Level of service is defined in terms of vehicle

delay, as published in the Highway Capacity Manual (Transportation Research Board, 2010). Levels of

service thresholds for signalized intersections have been summarized in Table E1.

TABLE G1 – LEVELS OF SERVICE THRESHOLDS FOR SIGNALIZED INTERSECTIONS

Level of Service Control Delay

(sec/veh)

A ≤ 10

B > 10 and ≤ 20

C > 20 and ≤ 35

D > 35 and ≤ 55

E > 55 and ≤ 80

F > 80

TABLE G2: CAPACITY ANALYSIS RESULTS

EB

Ap

pro

ach

WB

AP

PR

OA

CH

NB

AP

PR

OA

CH

SB

AP

PR

OA

CH

INT

ER

SE

CT

ION

2013 AM D/41.5 D/45.5 F/154.5 C/20.2 E/76.3

2035 AM - Change N/S Phasing D/39.5 D/44.1 D/35.4 B/18.6 D/36.6

2035 AM - Add N/S Turn Lanes D/36.8 D/48.4 D/47.3 C/29.0 D/42.9

2035 AM - Widen N/S to 5 lanes C/22.6 C/27.6 C/22.6 D/35.1 C/26.1

2035 AM - Widen E/W to 5 lanes 1

C/27.2 D/42.2 F/84.4 B/17.9 D/49.5

2013 PM D/35.0 C/22.1 D/41.7 C/21.4 C/29.9

2035 PM - Change N/S Phasing D/36.6 C/20.3 C/21.3 C/23.8 C/26.6

2035 PM - Add N/S Turn Lanes C/32.1 B/19.7 C/22.3 C/34.6 C/28.0

2035 PM - Widen N/S to 5 lanes C/32.1 B/19.7 B/18.1 C/34.5 C/27.1

2035 PM - Widen E/W to 5 lanes 1

C/22.2 B/19.4 D/38.5 C/26.2 C/25.9

2013 AM C/33.1 D/40.0 A/4.1 A/3.8 A/8.6

2035 AM - Change N/S Phasing C/32.7 D/41.0 A/2.2 A/4.3 A/7.7

2035 AM - Add N/S Turn Lanes C/33.3 D/43.8 A/4.5 A/4.1 A/9.3

2035 AM - Widen N/S to 5 lanes C/32.7 D/41.0 A/1.6 A/4.3 A/7.3

2035 AM - Widen E/W to 5 lanes C/32.7 D/38.8 A/2.6 A/3.9 A/7.7

2013 PM D/35.6 D/45.6 A/1.1 A/3.4 A/6.7

2035 PM - Change N/S Phasing C/32.7 D/41.0 A/3.2 A/4.3 A/8.3

2035 PM - Add N/S Turn Lanes C/33.3 D/43.8 A/7.0 A/4.1 B/10.8

2035 PM - Widen N/S to 5 lanes C/32.7 D/41.0 A/3.7 A/4.3 A/8.6

2035 PM - Widen E/W to 5 lanes D/35.6 D/45.6 A/7.6 A/3.4 A/9.3

1 Analysis o f this scenario assumes no changes to NB/SB movements on E. 93rd Street



Note: Letter/Number - Level o f Service/Average Delay per Vehicle

APPENDIX H

STORAGE LENGTH

CALCULATIONS

STORAGE LANE LENGTHS 1

STORAGE LANE LENGTHS

Storage lane lengths were calculated for the Kinsman Road/E. 93rd

Street intersection using guidelines

specified in the Location and Design Manual Section 401 (Ohio Department of Transportation). Lane lengths

based on the ODOT’s standard criteria assume design speed limits and include vehicle storage and a 50 foot

diverging taper. A summary of the lane sizing comparison is shown in Table H1 with lane sizing

calculations attached to this section.

Turn lane lengths were calculated using the following parameters:

> 2013 AM and PM traffic volumes (no growth forecasted for design year)

> 40 MPH design speed for Kinsman Road and E. 93rd

street

> 90 second cycle length

> Lengths rounded up in 5-foot increments

TABLE H1: STORAGE LENGTH SUMMARY

No Block

Length

NB Left Turn None 320 345

SB Left Turn None 220 220

EB Left Turn None 175 255

WB Left Turn None 160 445

Movement

Existing

Storage

Length

(with taper)

ODOT Calculated*

Turn Lane Sizing (feet)

Calculated

Length

* Length includes vehicle storage and diverging taper, rounded to neares t 5 ft.

** Va lues rounded to neares t 5 ft.

Analysis Period AM Peak PM Peak Analysis Period AM Peak PM Peak

Design Speed 40 40 mph Design Speed 40 40 mph

Cycle Length 90 90 seconds Cycle Length 90 90 seconds

Control (Stop or Signal) Signal Signal Control (Stop or Signal) Signal Signal

Through Volume (T-TR) 493 691 vph Through Volume 959 532 vph

Number of Through Lanes 2 2 Number of Through Lanes 2 2

Turning Volume 52 59 vph Turning Volume 29 21 vph

Number of Turning Lanes 1 1 Number of Turning Lanes 1 1

Design Condition C C A, B, or C Design Condition C C A, B, or C

Turning Percentage 10% 8% Turning Percentage 3% 4%

Vehicles Per Cycle 1.3 1.5 Vehicles Per Cycle 0.7 0.5

Storage Length 65 75 feet Storage Length 50 50 feet

Deceleration/Taper 111 111 feet Deceleration/Taper 111 111 feet

Calculated Turn Lane Length 176 186 feet Calculated Turn Lane Length 161 161 feet

No Block Distance 253 340 feet No Block Distance 445 265 feet

No Block Turn Lane Length 253 340 feet No Block Turn Lane Length 445 265 feet

Analysis Period AM Peak PM Peak Analysis Period AM Peak PM Peak

Design Speed 40 40 mph Design Speed 40 40 mph

Cycle Length 90 90 seconds Cycle Length 90 90 seconds

Control (Stop or Signal) Signal Signal Control (Stop or Signal) Signal Signal

Through Volume (T-TR) 710 375 vph Through Volume 309 557 vph

Number of Through Lanes 2 2 Number of Through Lanes 2 2

Turning Volume 208 137 vph Turning Volume 89 66 vph

Number of Turning Lanes 1 1 Number of Turning Lanes 1 1

Design Condition C C A, B, or C Design Condition C C A, B, or C

Turning Percentage 23% 27% Turning Percentage 22% 11%

Vehicles Per Cycle 5.2 3.4 Vehicles Per Cycle 2.2 1.7

Storage Length 210 160 feet Storage Length 110 85 feet

Deceleration/Taper 111 111 feet Deceleration/Taper 111 111 feet

Calculated Turn Lane Length 321 271 feet Calculated Turn Lane Length 221 196 feet

No Block Distance 345 190 feet No Block Distance 170 273 feet

No Block Turn Lane Length 345 271 feet No Block Turn Lane Length 221 273 feet

CUY-422-4.34 Safety Study Turn Lane Length Calculations

Kinsman Road & E. 93rd Street

MOVEMENT: EBLT MOVEMENT: WBLT

2013 counted volumes 2013 counted volumes

MOVEMENT: NBLT MOVEMENT: SBLT

2013 counted volumes 2013 counted volumes

APPENDIX I

COST ESTIMATE AND

BENEFIT COST ANALYSIS

WORKSHEETSCALCULATIONS

Service

Life

(Years)

Initial Cost of

Countermeasure

Annual

Maintenance &

Energy Costs

Salvage ValueNet Present Value

of Project

Total Cost of

Countermeasures

Summary of

Annual Crash

Modifications

Net Present Value

of Safety Benefits

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

10 $25,000.00 $50,000.00 $62,006.11 0.501 $85,446

20 $16,000.00 $16,000.00 $16,000.00 -1.316 $414,546

20 $301,000.00 $301,000.00 $301,000.00 -4.042 $1,413,957

$0.00 $0.00 $0.00 0.000 $0

$0.00 $0.00 $0.00 0.000 $0

$0.00 $0.00 $0.00 0.000 $0

$0.00 $0.00 $0.00 0.000 $0

$0.00 $0.00 $0.00 0.000 $0

$0.00 $0.00 $0.00 0.000 $0

$0.00 $0.00 $0.00 0.000 $0

$342,000.00 $0.00 $0.00 $367,000.00 $379,006.11 -5.965 $3,547,942

General Information

Project Name

Project Description

Reference Number

Analyst

Agency/Company

937-259-5000

LJB Inc

Countermeasure Service Lives, Costs, and Safety Benefits

CMF 3 - Install left-turn lane

Totals

Safety Benefit - Cost Analysis


Task 6

VM


2/14/2014

2012

Contact Email

Contact Phone

Date Performed

Analysis Year

CMF 1 - Modify change plus clearance interval to ITE 1985 Proposed

Recommended Practice (4-leg signalized)

CMF 2 - Provide raised median

Site Characteristic Improvements (i.e. Lane widening)

Select Site Types to be used in Benefit-Cost Analysis:

Site Characteristic Improvements (i.e. Lighting)

$1,633,994Site Characteristic Improvements (i.e. Signal Phasing)

Site Characteristic Improvements (i.e. Added Right Turn Lane)

All Sites

-1.108

Countermeasures

General Information

Project Name

Project Description

Reference Number

Analyst

Agency/Company

937-259-5000

LJB Inc

Safety Benefit - Cost Analysis


Task 6

VM


2/14/2014

2012

Contact Email

Contact Phone

Date Performed

Analysis Year

ITEM DESCRIPTION UNIT COST TOTAL COST

201 CLEARING AND GRUBBING 1 LS 1,000$ 1,000$

254 PAVEMENT PLANING 8000 SY 4$ 32,000$

407 TACK COAT 100 GAL 5$ 500$

448ASPHALT CONCRETE SURFACE COURSE, TYPE 1, PG64-

22 (3")660 CY 175$ 115,500$

630 SIGNING 1 LS 1,000$ 1,000$

632 TRAFFIC SIGNAL MODIFICATIONS 1 LS 25,000$ 25,000$

640 PAVEMENT MARKINGS 1 LS 6,000$ 6,000$

SPEC KWIK KURB 240 LF 65$ 15,600$

Subtotal 197,000$

614 MAINTAINING TRAFFIC 1 LS 3,000$ 3,000$

619 FIELD OFFICE, TYPE B 2 MN 1,500$ 3,000$

623 CONSTRUCTION LAYOUT STAKES 1 LS 1,500$ 1,500$

624 MOBILIZATION 1 LS 10,000$ 10,000.00$

Subtotal 215,000$

Design Risk (35%) 76,000$

Subtotal 291,000$

Inflation Cost (17.5%) 51,000$

Total 342,000$

Notes:

1 Right of way is not anticipated

2 Existing pavement is assumed to be asphalt

3 Private utility relocation not included

4 Inflation base upon construction in 2017

CUY-422-4.34 SAFETY STUDY

QUANTITY

KINSMAN ROAD (SR 422), CLEVELAND OHIO, ODOT DISTRICT 12

PRELIMINARY CONSTRUCTION ESTIMATE - APRIL 1, 2014

APPENDIX J

SAFETY FUNDING GUIDELINES

AND APPLICATION FORM

Safety Funding Application

Summary of Recommended Countermeasures

Project Priority Information

Summary of Crash Patterns

Project Description

Project Sponsoring Agency

Location InformationODOT District

Route Number

Begin Logpoint

County

Road Name

End Logpoint

End Latitude End Longitude

Begin Latitude Begin Longitude

General Project Information

Contact Email

Project Manager

Contact Phone

Project Name

PID

Office of Systems Planning and Program Management Page 1 of 3


Fatal &

Serious

Injury (KA)

Visible Injury

(B)

Non-Visible

(C)

Property

Damage Only

(O)Total

0.00

0.00

0.00

0.00

0.00

Fatal Injury

(K)

Serious Injury

(A)

Visible Injury

(B)

Non-Visible

(C) Total

0.00

Scoring

Value

Points

Awarded

Points

Possible

20

5

15

10

10

10

10

15

5

100

FHWA Improvement Subcategory

Begin

Logpoint

End

Logpoint

Begin

Latitude

Begin

Longitude

Volume to Capacity Ratio

Benefit Cost Ratio

Safety Funding Request Percentage

Functional Class

Major Route AADT

Ohio Emphasis Area

Ohio Emphasis Area Subcategory

FHWA Emphasis Area

FHWA Improvement Category

Strategic Highway Safety Plan

Work Locations

NLFID

Total

% of the Potential for Safety Improvement to Total Expected Crashes

Relative Severity Index

Equivalent Property Damage Only Index

Truck Percentage

Observed People Injury Totals

Crash Totals

Crash Data

Observed People Injury Totals

Application Scoring

Category

Expected Crash Frequency

Ratio of Observed Fatal and Serious Injuries to Observed Total Crashes

Existing Conditions: Predicted Crash Frequency

Existing Conditions: Expected Crash Frequency

Potential for Safety Improvement

Observed Crashes

Proposed Conditions: Expected Crash Frequency

Location Termini

(i.e. from Street 1 to Street 2)



Safety StudyInterchange

Mod. Study

PE -

Environmental

PE - Detailed

Design

Right of Way

/UtilitiesConstruction

N/A

$0.00

$0.00

$0.00

Total $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00

Version: 20140214

The following information should be included in submission of the safety project application:

1. An electronic copy of the Safety Engineering Study

2. All Excel Analysis Files

May include Crash Analysis Module (CAM) Tool, Economic Crash Analysis Tool (ECAT), HSIP Application and Scoring Tool.

3. Benefit-Cost Results (Economic Analysis)

4. DSRT approval signatures

Phone NumberTitle

Signature Date

Name

Applicant Information

New Safety

Sponsor Funding

Additional Funding Detail

Project Funding

Project Phase

Previous Safety

Fiscal YearProject Phase Completed

Total


CUY-422-4.34 SAFETY STUDY KINSMAN RD (US 422) AT E. 93 … Formal...CUY-422-4.34 Safety Study...

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Transcript of CUY-422-4.34 SAFETY STUDY KINSMAN RD (US 422) AT E. 93 … Formal...CUY-422-4.34 Safety Study...