dist. 12 safety study formal studies/2009... · 2014. 7. 3. · safety study odot district 12...

Final Report

October 2011

Prepared by:

DLZ Ohio, Inc.

614 W. Superior Ave.,

Suite 1000

Cleveland, Ohio 44113

Project No.: 1021-1008-05

SAFETY STUDY ODOT District 12

CUY-17-9.51

2009 HSP #73

Project location

ODOT District 12 - Safety Study CUY-17-09.51 (Brookpark Rd @ Ridge Rd) 1 October 2011

1.0 Executive Summary

Purpose and Need & Background The purpose of this Safety Study is to identify crash problems, determine site-specific countermeasures, and set up reasonable time periods to implement the proposed countermeasures at the intersection of Brookpark Road (SR-17) and Ridge Road (CR-10). More specifically, this report is setup to address the recent crash history (79 crashes between 2007 and 2009) and provide recommendations to items associated with the crash history such as alleviating heavy peak hour congestions and drawing greater attention to signals and signs. The intersection of Brookpark Road and Ridge Road has been identified by the Ohio Department of Transportation as a top crash location in the state based on total crashes, average daily traffic (ADT), relative change in crashes over time, and crash severity from 2007 – 2009. Specifically, this intersection ranked #73 (the lower the number, the higher the priority) on ODOT’s 2009 Highway Safety Program List for non-freeway locations and exhibits a high rate of injury crashes (about 1 in 3 crashes resulted in an injury). The most recent three years of available crash data (2007 – 2009) will be used for this report. Brookpark Road is classified as a minor urban arterial while Ridge Road is classified as a principle urban arterial. All approaches contain exclusive left turn lanes while the southbound approach on Ridge Road also contains an exclusive right turn lane. The posted speed limit on Brookpark Road is 35 MPH. On Ridge Road, the posted speed limit is 35 MPH just north of Brookpark Road and 25 MPH just south of Brookpark Road. Possible Causes Based on crash data obtained from ODOT, the most common types of crashes in the study area are angle and rear end crashes. Angle crashes are largely occurring at driveways near the intersection with the primary location being the Speedway driveways on the northeast quadrant. Crashes are occurring when vehicles try to enter or exit the drives through queues on the approaches. Rear-end crashes are primarily associated with the intersection approaches. These crashes typically occur when the traffic light turns red and a vehicle doesn’t stop in time before striking the car in front of them or when a vehicle stops to allow access into or out of a driveway. Fifty percent of crashes occurred between 2 PM and 7 PM when vehicle volumes are the highest.

http://www.dot.state.oh.us/Divisions/TransSysDev/ProgramMgt/CapitalPrograms/HSP/Forms/Public%20View.aspx


Recommended Countermeasures and Costs The proposed improvement phases for this study can be categorized into short-term and medium-term phases. See section 8.0 Recommendations for more detailed recommendations. The short-term recommendations include:

upgrading pedestrian signals with countdown LED signals,

upgrading signs,

installing lane use signs for the northbound approach,

adding two signals for the southbound approach. The estimated cost for the above improvements is $12,840. The medium-term recommendations include:

removing the two drives at Speedway closest to the intersection (one on Brookpark Road and one on Ridge Road),

conducting a signal system optimization study along Ridge Road,

upgrading the signal with LED’s, backplates, and mast arms. The estimated cost for the above improvements is $234,630 with a 76% rate of return. The long-term recommendations include:

adding capacity to Ridge Road through the intersection of Brookpark Road potentially from US 42 to I-480.


2.0 Existing Conditions

The study intersection is located in the cities of Cleveland, Brooklyn, and Parma all within Cuyahoga County, Ohio. The City of Brooklyn maintains and operates the traffic signal installation. The four-legged intersection consists of Brookpark Road, which runs east and west, and Ridge Road, which runs north and south. Brookpark Road is classified as a minor urban arterial while Ridge Road is classified as a principle urban arterial. All approaches contain exclusive left turn lanes while the southbound approach on Ridge Road also contains an exclusive right turn lane. Traffic is controlled by a span wire supported actuated signal installation. All signal indications are 12-inch and appear to be incandescent. Five-section signal heads with arrows are present for protected/permissive left turns on each approach. Sidewalks, curb ramps, crosswalks, and pedestrian signals are present at each quadrant of this intersection. On-street parking is prohibited on all approaches within the intersection area. Several signals lie within close proximity to the subject intersection. See the Traffic Signal Proximity map on the next page for locations and distances. The area is heavily commercial along both Brookpark Road and Ridge Road with residential neighborhoods branching from Ridge Road South of the intersection. Pavement and pavement markings are in fair condition throughout the study area. All approaches are curbed. The posted speed limit on Brookpark Road is 35 MPH. On Ridge Road, the posted speed limit is 35 MPH just north of Brookpark Road and 25 MPH just south of Brookpark Road. See Appendix A for the condition diagram and signal layout diagram. Based on the ODOT Traffic Survey Report from 2010, the ADT along Brookpark Road near the intersection with Ridge Road is approximately 19,400 vehicles per day including approximately 3.5% class B & C commercial vehicles (trucks/buses).

Figure 1 - Project Area

http://maps.google.com/maps?f=q&source=s_q&hl=en&geocode=&q=BROOKLYN,OH&aq=&sll=40.706506,-84.15331&sspn=0.007141,0.011576&ie=UTF8&hq=&hnear=Brooklyn,+Cuyahoga,+Ohio&ll=41.418641,-81.73447&spn=0.001774,0.002819&z=19


= signalized intersection = flashing signal

Pear

l Rd

(US-

42)

I-480 I-480

44

0’

62

0’

41

0’

85

0’

67

5’

Rid

ge R

d

13

40

’

1725’ 440’ 630’

Brookpark Rd (SR-17)

Study Intersection

Time Based Coordinated Signals

(Best Buy) (hh gregg)

Figure 2 - Traffic Signal

Proximity Map


3.0 Crash Data

DLZ received crash data from ODOT. Data was verified by location and type utilizing OH-1 reports provided. The most recent three years of data available (2007 – 2009) was analyzed for crash trends and safety issues. Table 1 summarizes the crash data.

Table 1 - Crash Data Summary

*ADT extracted from 4-hour count performed for this study. Intersection ADT not available through ODOT Traffic Survey Reports

Crash Severity Crashes Year Crashes Injuries

Injury 23 2007 22 8

Property Damage Only 56 2008 29 10

2009 28 5

Top Contributing Factors Crashes

Failure to Yield 28 Most Common Types Crashes

Following Too Close 15 Angle 25

Driver Inattention 9 Rear End 22

Failure to Control 9 Left Turn 11

Sideswipe 9

4.0 Crash Analysis

Based on crash data obtained from ODOT, the most common type of crash is the angle crash. Between 2007 and 2009, 25 angle crashes occurred at the study intersection (about 32% of all crashes), four of which caused an injury. Angle crashes occurred largely at driveway locations with the Speedway gas station on the Northeast corner exhibiting the most crashes of this type. These occurred when a vehicle attempted to turn into or out of the private business through queues of traffic across multiple lanes. The second most frequently occurring crash from 2007 to 2009 at this intersection was the rear end crash. Twenty two rear end crashes accounted for about 28% of all crashes. Rear ends were mainly intersection related and largely occurred when vehicles slowed down and stopped on an approach due to a red light or when a driver stopped to allow access into or out of a drive.

Total = 79 crashes 2011 ADT = 52,256 vehicles entering intersection*

Crash rate =1.38 crashes per million entering vehicles


One crash involved a pedestrian and one involved a bicyclist. Both occurred in 2008. In each instance, the ped/bicyclist was crossing within the crosswalk during the appropriate walk phase and was struck by a vehicle. The drivers of the vehicles were both cited for driver inattention. Based on the OH-1 crash report, neither crash was related to the roadway/intersection conditions or geometrics but rather drivers not paying attention and failing to yield to someone within the crosswalk. Both the pedestrian and bicyclist were injured. For a detailed breakdown of all crashes, see the crash summary in Appendix B and the collision diagram in Appendix C. 5.0 Transportation Analysis

DLZ observed the intersection on Tuesday January 4, 2011, Friday February 4, 2011, and Wednesday February 9, 2011. Observations were made for AM, midday, and PM peak hours. PM peak traffic contained the largest vehicle volumes. DLZ observed queues in the westbound direction during the PM that extended approximately 1400 feet, nearly to the Brookpark/Pearl Road intersection. Other approaches with notable queues in the PM were the eastbound left turn lane in which DLZ observed approximately six to ten vehicles per cycle unable to clear the approach before the green phase ended. The southbound approach also had long queues, which were mainly a product of large vehicle volumes exiting I-480 and the proximity of traffic signals on Ridge Road south of Brookpark Road. In the AM, the heavy vehicular movements were toward I-480. Significant queues were observed northbound due to vehicle volumes and the close proximity of multiple signals.

OTHER CRASH STATISTICS OF NOTE

14 crashes were hit/skip,

48 crashes were intersection related,

31 crashes were related to drives,

27 crashes occurred at one of the Speedway drives on the Northeast corner,

20 crashes occurred on a Friday,

3 crash reports cited driver’s running red lights,

Adverse weather and nighttime crashes were not significant.


Truck/Bus traffic was generally light and was counted to be less than 2% off all traffic through the intersection. DLZ did not observe trucks or buses to have significant impacts to delays, capacity, or safety at the intersection. The signal operates in actuated control mode and is time based coordinated (TBC) with signals on Ridge Road north of Brookpark Road. The City of Brooklyn maintains and operates the study intersection signal operation. There are several signal timing plans based on time of day and day of week. Cycle lengths vary from 100, 120, and 150 seconds. Observations in the AM and PM peaks reveal that the signal runs at a 150 second cycle during those times, however the phase splits vary. Phase timing data and cycle length variations are listed below. Table 2- Existing Signal Timings

Weekday AM (150 sec cycle)

Max Split Yellow All Red

NB/SB LT 22.5 3.0 2.0

NB/SB 67.5 3.3 2.0

EB/WB LT 27 3.0 2.0

EB/WB 33 3.6 2.0

Weekday PM

(150 sec cycle) Max

Green Yellow All Red

NB/SB LT 21 3.0 2.0

NB/SB 61.5 3.3 2.0

EB/WB LT 27 3.0 2.0

EB/WB 40.5 3.6 2.0

Timing Program Cycle Length

(sec)

Weekday

12:00 AM to 6:30 AM 120

6:30 AM to 9:00 AM 150

9:00 AM to 3:30 PM 120

3:30 PM to 5:30 PM 150

5:30 PM to 12:00 AM 120

Weekend

12:00 AM to 11:00 AM 120

11:00 AM to 5:00 PM 150

5:00 PM to 12:00 AM 120


Overhead lane control signs are present for eastbound, westbound, and southbound approaches. There are no lane control signs present for the northbound approach. There are several driveways in close proximately to the intersection. Notably, the Speedway gas station on the northeast corner has two drives on Ridge Road and two on Brookpark Road, all within 150 feet of the respective approaches’ stop bar. Also, the northwest corner contains an Arby’s which has one drive on Ridge Road approximately 175 feet from Brookpark Road but only 100 feet from the signal at Best Buy/hh gregg, and two drives on Brookpark Road. DLZ observed several vehicles running red lights notably in the PM peak hours. During one observation, approximately 10 vehicles ran a red light in about one hour. Vehicle direction while running red lights varied. DLZ conducted turning movement counts on Tuesday, January 4, 2011. This data was utilized to measure capacity using Highway Capacity Software (HCS) to determine Level of Service (LOS) and average delay per approach. DLZ counted the number of vehicles that travelled through the intersection and did not account for intersection demand from queued vehicles. Turning movement counts are available in Appendix D. The concept of LOS is a qualitative measure of the operation of traffic flow. LOS considers such factors as speed, travel time, freedom to maneuver, traffic interruptions, driver inconvenience, safety, and delay. Signalized intersections are measured for average control delay in seconds per vehicle. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final deceleration delay. The delay measurement for vehicles at a signalized intersection is a combination of driver discomfort, driver frustration, and lost travel time. The LOS rating system as described in the 2000 Highway Capacity Manual gives a value of A through F to each type of roadway facility representing best to worst traffic conditions.

Table 3- LOS Criteria for Signalized Intersections

Level of Service Average Control Delay

A < 10 seconds per vehicle

B > 10 sec. but not more than 20 sec. per vehicle

C > 20 sec. but not more than 35 sec. per vehicle

D > 35 sec. but not more than 55 sec. per vehicle

E > 55 sec. but not more than 80 sec. per vehicle

F > 80 seconds per vehicle

DLZ analyzed the existing signal timings and attempted to optimize the timings using Synchro software. Optimized timings reduced overall delays in the AM peak, however optimizing the


PM timings (including varying cycle lengths) resulted in little to no improvements. The analysis did not take into account other signals along Ridge Road which are in coordination with the study signal because this is outside the scope of this project. Synchro results are available in Appendix E.

Table 4 - Peak Hour LOS Summary

AM Peak Existing

Conditions Optimized

Timings

Cycle Length (seconds)

150 150

Intersection D 49.6 D 36.6

EB C 34.7 D 43.3

WB D 45.2 E 55.2

NB E 65.8 D 38.0

SB C 30.8 C 25.3

The Institute of Transportation Engineers (ITE) recommends yellow and all red clearance intervals based on speed limits and travel distance within the intersection. The existing yellow clearance intervals met ITE recommendations for east/west traffic, but do not meet the recommended 3.6 seconds for north/south traffic. All red clearance intervals do not meet recommendations and are listed in the table below.

Table 5 - Recommended All Red Times

Approach Exist. Interval (sec)

Width* ITE Recommended (sec)

Eastbound 2.0 115’ 2.65

Westbound 2.0 120’ 2.75

Northbound 2.0 120’ 2.75

Southbound 2.0 110’ 2.55 *width of intersection measured from stop bar to opposite ped crossing

Recommended times based on 35 MPH speed through intersection

6.0 Previous/Future Projects

There are no known future projects in the study area or projects completed in the recent past.

PM Peak Existing

Conditions Optimized

Timings

Cycle Length (seconds)

150 150

Intersection D 45.4 D 44.8

EB D 44.9 D 43.9

WB D 53.8 E 56.2

NB D 42.2 D 41.6

SB D 44.7 C 43.1


7.0 Proposed Countermeasures & Design Evaluations

Based on field observations, crash data, and analysis of the intersection, there are several improvements that can be made to potentially reduce crashes and increase safety. Angle crashes were the most frequently occurring crash from 2007 to 2009 within the study limits. This type of crash primarily occurred at driveway locations. Improving access management at this intersection can have potential safety benefits. The primary area of focus is the northeast corner of the intersection with two drives for the Speedway gas station on Ridge Road and two drives on Brookpark Road all very near the intersection. Consider removing the drives closest to the intersection or restricting movements at those drives. The likelihood of creating a safer intersection increases by eliminating, relocating, or combining these drives without negatively affecting the businesses they are serving.

existing drive eliminated

existing drive eliminated

Figure 3 - Potential Drive Consolidation at Speedway


Restrictions to the Speedway drives as well as the Arby’s drive on the northwest corner such as islands that prohibit left turns in and out of the property could potentially reduce the angle crashes occurring at this location. Rear end crashes were the second most frequently occurring crash from 2007 to 2009. Common causes for rear end crashes at signals are poor progression, long delays, inefficient signal timing, queues that don’t clear and poor signal visibility. Progression observations by DLZ provided mixed results. Eastbound thru traffic generally progressed well for AM and PM. Westbound traffic progressed well along Brookpark Road in the AM, but with queue lengths extending upwards of 1400 feet, progression was very poor in the PM. Progression for northbound traffic was good in the PM but suffered from the signals to the north during the AM. Southbound traffic along Ridge Road generally did not flow well between the signals at I-480, Best Buy, Brookpark Road, and even south to Maysday Drive and Pearl Road. DLZ recommends reviewing the TBC system to make sure the clocks are synchronized between intersections and if they tend to drift consider installing GPS clocks. While consideration should be made to increasing yellow times and all red times to meet ITE recommendations, it should be noted that this may increase congestion by reducing available green time. Due to the high ranking of this intersection on the HSP, this appears to be a location where safety outweighs capacity.

Upgrading all signals to 12-inch LED indications with black backplates and retroreflective strips will increase signal visibility. Although rear end crashes and red light running are likely associated more with driver frustration due to severe congestion than signal visibility, backplates still have potential to reduce rear end crashes in addition to potentially reducing red light running. Backplates can also help reduce sun glare and eliminate the negative effects of background clutter (which is prevalent on all approaches). Because the current support system is span wire, consider upgrading the entire signal installation including mast arms. Additional signal heads may increase visibility especially on the southbound approach which has four lanes and only two signal heads. An additional signal on this approach can be added to

Figure 4 - Background Clutter


the span wire (if the existing supports can handle the additional load) and as a near right signal on the northwest corner of the intersection. The near right and the western-most signal should include right turn arrows to allow a southbound protected right turn phase during the eastbound/westbound left turn signal phase.

Figure 5 - Southbound Signal Configuration

DLZ recommends upgrading signs that are not highly reflective including the overhead lane use signs. Also consider installing a ground mounted lane use sign for the northbound approach.

See Appendix F for recommended improvements.

Figure 6 - Existing Overhead Lane Use Signs

Existing

Proposed

additional signals


8.0 Recommendations

Proposed countermeasures can be categorized in three improvement phases, which are the short-term, medium-term, and long term phases. The short-term phase improvements should be implemented within one year. Medium-term phase improvements are intended for one to five years. Long-term improvements are intended for over five years.

8.1 DLZ’s recommended short-term countermeasures

Consider upgrading all pedestrian signals to countdown LED signals,

Consider revising signal timings, as appropriate without altering coordinated timings,

Consider upgrading signs with highly reflective sheeting,

Consider adding ground mounted lane control signs for the northbound approach,

Consider adding two signals for the southbound approach,

Consider reviewing the existing time based coordinated system to ensure clocks are synchronized.

DLZ estimated construction costs for year 2011 and included a 20% contingency. For the short-term improvements, the estimated cost is $12,840. See Appendix H for a breakdown of costs.

8.2 DLZ’s recommended medium-term countermeasures

Consider access management strategies such as eliminating, relocating, or restricting movements for the drives at the Speedway gas station,

Consider a signal system optimization study or a signal progression study along Ridge Road,

Consider upgrading the entire intersection with additional signal heads, new mast arms, LED indications, and backplates.

For medium-term improvements, the estimated construction cost is $234,630 with a 76% rate of return. This includes a 35% contingency. Right of way costs are not included in the estimate, but are potentially costly.

8.3 DLZ’s recommended long-term countermeasures

Consider adding capacity to Ridge Road through the intersection of Brookpark Road potentially from US 42 to I-480.

M:\Proj\1021\1008\05 - Dist 12 Safety\reports\CUY-17-9.51\CUY-17 working report.docx

ODOT District 12 - Safety Study CUY-17-09.51 (Brookpark Rd @ Ridge Rd) October 2011

APPENDIX A:

Condition Diagram

ODOT District 12 - Safety Study DRAFT CUY-17-09.51 (Brookpark Rd @ Ridge Rd) October 2011

APPENDIX B:

Crash Summary

CUY-SR-017R - (9.46-9.56) From //2007 to //2009

Number

Total 79

CRASH_SEVERITY Number % TRAFFIC_CRASH_YEAR Number %

INJURY CRASH 23 29.1% 2007 22 27.8%

PROPERTY DAMAGE CRASH 56 70.9% 2008 29 36.7%

Grand Total 79 100.0% 2009 28 35.4%

Grand Total 79 100.0%

DAY_OF_WEEK Number %

THURSDAY 8 10.1%

WEDNESDAY 11 13.9%

SUNDAY 7 8.9%

FRIDAY 20 25.3%

SATURDAY 13 16.5%

MONDAY 9 11.4%

TUESDAY 11 13.9%


HOUR_OF_DAY Number % TYPE_OF_CRASH Number %

00 1 1.3% ANGLE 25 31.6%

03 1 1.3% REAR END 22 27.8%

04 1 1.3% LEFT TURN 11 13.9%

06 1 1.3% SIDESWIPE - PASSING 9 11.4%

07 1 1.3% BACKING 4 5.1%

08 1 1.3% FIXED OBJECT 3 3.8%

09 1 1.3% HEAD ON 3 3.8%

10 1 1.3% PEDALCYCLES 1 1.3%

11 6 7.6% PEDESTRIAN 1 1.3%

12 7 8.9% Grand Total 79 100.0%

13 4 5.1%

14 10 12.7%

15 8 10.1%

16 9 11.4%

17 7 8.9%

18 7 8.9%

19 3 3.8%

20 4 5.1%

21 3 3.8%

23 3 3.8%


CUY-SR-017R - (9.46-9.56) From //2007 to //2009WEATHER_CONDITION Number % ROAD_CONDITION Number %

NO ADVERSE WEATHER CONDITION 64 81.0% ROAD - DRY 55 69.6%

RAIN 9 11.4% ROAD - WET 18 22.8%

SNOW 5 6.3% ROAD CONDITION NOT STATED 3 3.8%

WEATHER NOT STATED 1 1.3% ROAD - SNOW 3 3.8%

Grand Total 79 100.0% Grand Total 79 100.0%

LIGHT_CONDITION Number % NUMBER_OF_VEHICLES Number %

DAYLIGHT 60 75.9% 1 3 3.8%

DARK - LIGHTED 14 17.7% 2 75 94.9%

DUSK 4 5.1% 3 1 1.3%

DAWN 1 1.3% Grand Total 79 100.0%


LOCATION Number % CRASH_MONTH_NBR Number %

DRIVEWAY ACCESS 31 39.2% 1 3 3.8%

INTERSECTION 30 38.0% 2 9 11.4%

INTERSECTION RELATED 18 22.8% 3 7 8.9%

Grand Total 79 100.0% 4 11 13.9%

5 7 8.9%

6 7 8.9%

7 6 7.6%

8 9 11.4%

9 3 3.8%

10 3 3.8%

11 7 8.9%

12 7 8.9%


ROAD_CONTOUR Number %

STRAIGHT - LEVEL 72 91.1%

STRAIGHT - GRADE 7 8.9%


SPECIAL_AREA Number % ANIMAL_TYPE Number %

SPECIAL AREA - NOT STATED 79 100.0% ANIMAL NOT STATED 79 100.0%


CUY-SR-017R - (9.46-9.56) From //2007 to //2009ACTION1 Number % CONTRIBUTING_FACTOR1 Number %

GOING STRAIGHT 30 38.0% FAILURE TO YIELD 28 35.4%

TURNING LEFT 25 31.6% FOLLOWING TOO CLOSE 15 19.0%

PARKING/UNPARKING 6 7.6% DRIVER INATTENTION 9 11.4%

TURNING RIGHT 6 7.6% FAILURE TO CONTROL 9 11.4%

CHANGING LANES 4 5.1% OTHER DRIVER ERROR 3 3.8%

BACKING 3 3.8% IMPROPER BACKING 3 3.8%

STOPPED IN TRAFFIC 2 2.5% IMPROPER TURNING 3 3.8%

OTHER ACTION 2 2.5% RAN RED LIGHT 2 2.5%

ACTION NOT STATED 1 1.3% DROVE OFF ROAD-REASON UNKNOWN 2 2.5%

Grand Total 79 100.0% VIEW OBSTRUCTED 2 2.5%

IMPROPER LANE CHANGE 2 2.5%

EXCESSIVE SPEED 1 1.3%


OBJECT_STRUCK1 Number % TRAFFIC_CONTROL1 Number %

NOTHING STRUCK 76 96.2% TRAFFIC SIGNAL 39 49.4%

OTHER FIXED OBJECT 2 2.5% NO TRAFFIC CONTROL DRIVER 27 34.2%

CURB 1 1.3% PAVEMENT MARKINGS 10 12.7%

Grand Total 79 100.0% TRAFFIC CONTROL NOT STATED 3 3.8%


DRIVER_ALCOHOL1 Number % DRIVER_DRUGS1 Number %

NO ALCOHOL DETECTED 58 73.4% NO DRUGS DETECTED 58 73.4%

HBD - ABILITY UNKNOWN 18 22.8% DRUGS NOT STATED 20 25.3%

ALCOHOL NOT STATED 2 2.5% USING PRESCRIBED DRUG 1 1.3%

HBD - ABILITY IMPAIRED 1 1.3% Grand Total 79 100.0%


CUY-SR-017R - (9.46-9.56) From //2007 to //2009DIRECTION_FROM1 Number % DIRECTION_TO1 Number %

NORTH 25 31.6% WEST 26 32.9%

SOUTH 20 25.3% NORTH 19 24.1%

EAST 20 25.3% SOUTH 17 21.5%

WEST 12 15.2% EAST 15 19.0%

UNKNOWN 2 2.5% SOUTHEAST 1 1.3%

Grand Total 79 100.0% UNKNOWN 1 1.3%


POSTED_SPEED1 Number % ESTIMATED_SPEED1 Number %

POSTED 35 58 73.4% SPEED 20 AND UNDER 63 79.7%

POSTED 25 15 19.0% VEHICLE SPEED NOT STATED 7 8.9%

POSTED SPEED NOT STATED 6 7.6% SPEED 26-35 5 6.3%

Grand Total 79 100.0% SPEED 21-25 3 3.8%

SPEED 36-45 1 1.3%


VEHICLE_TYPE1 Number % VEHICLE_TYPE2 Number %

MID-SIZE 26 32.9% MID-SIZE 19 24.1%

COMPACT 15 19.0% OTHER VEHICLE 18 22.8%

OTHER VEHICLE 15 19.0% COMPACT 14 17.7%

FULL-SIZE 10 12.7% PICKUP TRUCK 8 10.1%

PICKUP TRUCK 7 8.9% FULL-SIZE 7 8.9%

VEHICLE NOT STATED 2 2.5% VEHICLE NOT STATED 5 6.3%

STRAIGHT TRUCK 1 1.3% PANEL TRUCK 3 3.8%

TRACTOR SEMI TRAILER 1 1.3% SCHOOL BUS 1 1.3%

SUB-COMPACT 1 1.3% SUB-COMPACT 1 1.3%

PANEL TRUCK 1 1.3% AMBULANCE RESCUE 1 1.3%

Grand Total 79 100.0% BICYCLE 1 1.3%

TRACTOR SEMI TRAILER 1 1.3%


CUY-SR-017R - (9.46-9.56) From //2007 to //2009ACTION2 Number % CONTRIBUTING_FACTOR2 Number %

GOING STRAIGHT 40 50.6% NO DRIVER ERRORS 67 84.8%

STOPPED IN TRAFFIC 24 30.4% OTHER DRIVER ERROR 8 10.1%

TURNING LEFT 6 7.6% (blank) 4 5.1%

ACTION NOT STATED 4 5.1% Grand Total 79 100.0%

OTHER ACTION 2 2.5%

TURNING RIGHT 1 1.3%

PARKING/UNPARKING 1 1.3%

CHANGING LANES 1 1.3%


DIRECTION_FROM2 Number % DIRECTION_TO2 Number %

EAST 29 36.7% WEST 28 35.4%

SOUTH 19 24.1% NORTH 20 25.3%

NORTH 18 22.8% SOUTH 17 21.5%

WEST 8 10.1% EAST 9 11.4%

(blank) 4 5.1% (blank) 4 5.1%

UNKNOWN 1 1.3% UNKNOWN 1 1.3%


DRIVER_ALCOHOL2 Number % DRIVER_DRUGS2 Number %

NO ALCOHOL DETECTED 68 86.1% NO DRUGS DETECTED 68 86.1%

HBD - ABILITY UNKNOWN 6 7.6% DRUGS NOT STATED 11 13.9%

ALCOHOL NOT STATED 5 6.3% Grand Total 79 100.0%


CUY-SR-017R - (9.46-9.56) From //2007 to //2009

SEVERITY CRASH_SEVERITY

TRAFFIC_CRASH_YEAR PROPERTY DAMAGE CRASH INJURY CRASH

2007 14 8

2008 19 10

2009 23 5

Grand Total 56 23

TRAFFIC_CRASH_YEAR Fatalities Incapacitating Injuries

2007 0 0

2008 0 0

2009 0 1

Grand Total 0 1

TRAFFIC_CRASH_YEAR INJ_TYPE2_SERIOUS_VISIBLE INJ_TYPE3_MINOR_VISIBLE INJ_TYPE4_NO_VISIBLE

2007 0 4 10

2008 0 2 16

2009 1 3 6

Grand Total 1 9 32


APPENDIX C:

Crash Diagram

Brookpark Rd

Brookpark Rd

Rid

ge R

oad

Diagram Label Key

RowID

CRASH DIAGRAM

CUY-17-9.51

HSP #73:

Brookpark Rd & Ridge Rd

1

2

3

4

5

6

7

8

9

10

11

12

13

1

4

15

16

17 18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46 47

48

49

50

51

52 53

54

55

56

57

58

59

60

61

62

63

64

65

66

67

68

69

70

71

72

73

74

75

76

77

78

79

SPEEDWAY GAS

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ROW ID CRASH SEVERITY TYPE OF CRASH CRASH DT HOUR DAY LIGHT CONDITION ROAD CONDITION LOCATION CONTRIBUTING FACTOR1 ACTION1 DIRECTION FROM1 DIRECTION TO1 OBJECT STRUCK1 DRIVER ALCOHOL1

1 INJURY CRASH REAR END 20070124 14 WEDNESDAY DAYLIGHT ROAD - WET INTERSECTION RELATEDFOLLOWING TOO CLOSE GOING STRAIGHT WEST EAST

2 PDO ANGLE 20070202 13 FRIDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD PARKING/UNPARKINGNORTH SOUTH HBD - ABILITY UNKNOWN

3 INJURY CRASH ANGLE 20070206 13 TUESDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS DRIVER INATTENTION TURNING LEFT NORTH SOUTHEAST HBD - ABILITY UNKNOWN

4 INJURY CRASH SIDESWIPE - PASSING 20070410 19 TUESDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD TURNING LEFT SOUTH EAST HBD - ABILITY UNKNOWN

5 PDO ANGLE 20070418 14 WEDNESDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO CONTROL ACTION NOT STATED UNKNOWN NORTH HBD - ABILITY UNKNOWN

6 PDO SIDESWIPE - PASSING 20070426 04 THURSDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD PARKING/UNPARKINGSOUTH NORTH

7 INJURY CRASH REAR END 20070525 12 FRIDAY DAYLIGHT ROAD - DRY INTERSECTION FAILURE TO YIELD GOING STRAIGHT SOUTH NORTH

8 PDO ANGLE 20070530 11 WEDNESDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD TURNING LEFT NORTH EAST ALCOHOL NOT STATED

9 PDO REAR END 20070619 15 TUESDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFOLLOWING TOO CLOSE GOING STRAIGHT SOUTH NORTH

10 PDO REAR END 20070624 14 SUNDAY DAYLIGHT ROAD - DRY INTERSECTION FOLLOWING TOO CLOSE GOING STRAIGHT EAST WEST

11 PDO REAR END 20070715 00 SUNDAY DARK - LIGHTED ROAD - WET INTERSECTION RELATEDFOLLOWING TOO CLOSE GOING STRAIGHT WEST EAST

12 INJURY CRASH LEFT TURN 20070809 20 THURSDAY DAYLIGHT ROAD - WET INTERSECTION FAILURE TO YIELD TURNING LEFT NORTH EAST ALCOHOL NOT STATED

13 INJURY CRASH LEFT TURN 20070813 15 MONDAY DAYLIGHT ROAD - DRY INTERSECTION FAILURE TO YIELD TURNING LEFT SOUTH WEST

14 INJURY CRASH LEFT TURN 20070828 18 TUESDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFAILURE TO YIELD TURNING LEFT SOUTH WEST

15 PDO REAR END 20070909 18 SUNDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFOLLOWING TOO CLOSE GOING STRAIGHT WEST EAST

16 PDO LEFT TURN 20071109 14 FRIDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFOLLOWING TOO CLOSE TURNING LEFT NORTH EAST HBD - ABILITY UNKNOWN

17 PDO REAR END 20071109 18 FRIDAY DUSK ROAD - DRY DRIVEWAY ACCESS FOLLOWING TOO CLOSE GOING STRAIGHT EAST WEST HBD - ABILITY UNKNOWN

18 PDO LEFT TURN 20071117 15 SATURDAY DAYLIGHT ROAD - WET INTERSECTION FAILURE TO YIELD TURNING LEFT WEST WEST

19 PDO REAR END 20071123 12 FRIDAY DAYLIGHT ROAD - DRY INTERSECTION DRIVER INATTENTION GOING STRAIGHT EAST WEST

20 PDO ANGLE 20071207 10 FRIDAY DAYLIGHT ROAD - WET DRIVEWAY ACCESS FAILURE TO YIELD GOING STRAIGHT NORTH SOUTH

21 INJURY CRASH REAR END 20071211 17 TUESDAY DARK - LIGHTED ROAD - WET INTERSECTION DRIVER INATTENTION GOING STRAIGHT EAST WEST

22 PDO ANGLE 20071230 17 SUNDAY DARK - LIGHTED ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD TURNING LEFT NORTH EAST

23 PDO ANGLE 20080121 15 MONDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD PARKING/UNPARKINGNORTH SOUTH

24 PDO ANGLE 20080126 17 SATURDAY DARK - LIGHTED ROAD - WET DRIVEWAY ACCESS FAILURE TO YIELD TURNING LEFT NORTH EAST

25 INJURY CRASH SIDESWIPE - PASSING 20080215 16 FRIDAY DAYLIGHT ROAD - WET DRIVEWAY ACCESS FAILURE TO YIELD TURNING LEFT WEST SOUTH

26 PDO FIXED OBJECT 20080215 13 FRIDAY DAYLIGHT ROAD - WET INTERSECTION FAILURE TO CONTROL TURNING RIGHT EAST NORTH OTHER FIXED OBJECT HBD - ABILITY UNKNOWN

27 PDO REAR END 20080224 19 SUNDAY DARK - LIGHTED ROAD - DRY INTERSECTION FOLLOWING TOO CLOSE GOING STRAIGHT NORTH SOUTH

28 PDO REAR END 20080227 08 WEDNESDAY DAYLIGHT ROAD - SNOW DRIVEWAY ACCESS FAILURE TO CONTROL STOPPED IN TRAFFIC SOUTH NORTH

29 PDO ANGLE 20080312 17 WEDNESDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS VIEW OBSTRUCTED TURNING LEFT NORTH EAST

30 PDO ANGLE 20080317 11 MONDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD TURNING RIGHT SOUTH WEST

31 PDO LEFT TURN 20080321 21 FRIDAY DARK - LIGHTED ROAD - SNOW DRIVEWAY ACCESS IMPROPER TURNING TURNING LEFT NORTH EAST HBD - ABILITY UNKNOWN

32 INJURY CRASH REAR END 20080330 13 SUNDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFAILURE TO CONTROL GOING STRAIGHT SOUTH NORTH

33 INJURY CRASH LEFT TURN 20080401 16 TUESDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD GOING STRAIGHT EAST WEST

34 PDO SIDESWIPE - PASSING 20080404 18 FRIDAY DAYLIGHT ROAD - WET INTERSECTION RELATEDDRIVER INATTENTION CHANGING LANES NORTH SOUTH

35 INJURY CRASH ANGLE 20080410 21 THURSDAY DARK - LIGHTED ROAD - WET INTERSECTION RAN RED LIGHT GOING STRAIGHT SOUTH NORTH

36 PDO REAR END 20080419 18 SATURDAY DAYLIGHT ROAD CONDITION NOT STATEDINTERSECTION EXCESSIVE SPEED GOING STRAIGHT SOUTH NORTH

37 PDO ANGLE 20080503 17 SATURDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD OTHER ACTION WEST SOUTH HBD - ABILITY UNKNOWN

38 INJURY CRASH ANGLE 20080513 20 TUESDAY DUSK ROAD - DRY DRIVEWAY ACCESS IMPROPER TURNING TURNING LEFT EAST NORTH

39 PDO ANGLE 20080531 17 SATURDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD PARKING/UNPARKINGNORTH WEST

40 PDO ANGLE 20080610 14 TUESDAY DAYLIGHT ROAD - WET DRIVEWAY ACCESS DRIVER INATTENTION TURNING LEFT NORTH EAST HBD - ABILITY UNKNOWN

41 INJURY CRASH ANGLE 20080808 06 FRIDAY DAWN ROAD - DRY INTERSECTION DRIVER INATTENTION GOING STRAIGHT EAST WEST

42 INJURY CRASH PEDALCYCLES 20080810 21 SUNDAY DARK - LIGHTED ROAD - WET INTERSECTION FAILURE TO YIELD TURNING LEFT WEST NORTH

43 PDO ANGLE 20080823 12 SATURDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD PARKING/UNPARKINGNORTH SOUTH

44 PDO SIDESWIPE - PASSING 20080829 16 FRIDAY DAYLIGHT ROAD - DRY INTERSECTION FAILURE TO YIELD CHANGING LANES NORTH SOUTH HBD - ABILITY UNKNOWN

45 INJURY CRASH PEDESTRIAN 20081002 11 THURSDAY DAYLIGHT ROAD CONDITION NOT STATEDINTERSECTION OTHER DRIVER ERROR TURNING RIGHT WEST NORTH

46 INJURY CRASH HEAD ON 20081015 09 WEDNESDAY DAYLIGHT ROAD - WET INTERSECTION RELATEDFAILURE TO CONTROL TURNING RIGHT WEST SOUTH

47 PDO REAR END 20081114 15 FRIDAY DAYLIGHT ROAD - DRY INTERSECTION FOLLOWING TOO CLOSE GOING STRAIGHT EAST WEST HBD - ABILITY UNKNOWN

48 PDO REAR END 20081117 14 MONDAY DAYLIGHT ROAD - SNOW INTERSECTION FOLLOWING TOO CLOSE GOING STRAIGHT EAST WEST

49 PDO ANGLE 20081128 11 FRIDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS DROVE OFF ROAD-REASON UNKNOWNPARKING/UNPARKINGNORTH SOUTH

50 PDO ANGLE 20081219 19 FRIDAY DARK - LIGHTED ROAD - WET INTERSECTION RAN RED LIGHT GOING STRAIGHT SOUTH NORTH

51 INJURY CRASH BACKING 20081219 16 FRIDAY DARK - LIGHTED ROAD - DRY INTERSECTION FAILURE TO CONTROL BACKING EAST WEST HBD - ABILITY UNKNOWN

52 PDO FIXED OBJECT 20090202 15 MONDAY DAYLIGHT ROAD - WET INTERSECTION RELATEDFAILURE TO CONTROL GOING STRAIGHT EAST WEST OTHER FIXED OBJECT

53 INJURY CRASH BACKING 20090211 12 WEDNESDAY DAYLIGHT ROAD CONDITION NOT STATEDDRIVEWAY ACCESS IMPROPER BACKING BACKING WEST EAST

54 PDO BACKING 20090227 16 FRIDAY DAYLIGHT ROAD - WET DRIVEWAY ACCESS IMPROPER BACKING BACKING SOUTH NORTH

55 PDO LEFT TURN 20090305 15 THURSDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFAILURE TO YIELD TURNING LEFT SOUTH WEST

56 PDO REAR END 20090307 18 SATURDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFOLLOWING TOO CLOSE GOING STRAIGHT EAST WEST

57 PDO LEFT TURN 20090323 16 MONDAY DAYLIGHT ROAD - DRY INTERSECTION FAILURE TO YIELD TURNING LEFT SOUTH WEST

58 PDO REAR END 20090418 12 SATURDAY DAYLIGHT ROAD - DRY INTERSECTION DRIVER INATTENTION GOING STRAIGHT EAST WEST

59 PDO ANGLE 20090423 11 THURSDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD TURNING LEFT WEST NORTH

60 PDO REAR END 20090424 12 FRIDAY DAYLIGHT ROAD - DRY INTERSECTION FOLLOWING TOO CLOSE STOPPED IN TRAFFIC EAST WEST HBD - ABILITY UNKNOWN

61 PDO SIDESWIPE - PASSING 20090425 11 SATURDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFAILURE TO YIELD TURNING LEFT NORTH WEST

62 PDO ANGLE 20090508 14 FRIDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD GOING STRAIGHT NORTH SOUTH HBD - ABILITY UNKNOWN

63 PDO FIXED OBJECT 20090513 16 WEDNESDAY DAYLIGHT ROAD - WET INTERSECTION RELATEDFAILURE TO CONTROL TURNING RIGHT WEST SOUTH CURB

64 INJURY CRASH HEAD ON 20090608 16 MONDAY DAYLIGHT ROAD - DRY INTERSECTION OTHER DRIVER ERROR OTHER ACTION SOUTH EAST

65 PDO LEFT TURN 20090618 14 THURSDAY DAYLIGHT ROAD - DRY INTERSECTION IMPROPER LANE CHANGE GOING STRAIGHT EAST WEST HBD - ABILITY UNKNOWN

66 PDO ANGLE 20090620 12 SATURDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS IMPROPER TURNING TURNING LEFT UNKNOWN UNKNOWN

67 PDO ANGLE 20090623 14 TUESDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS FAILURE TO YIELD TURNING LEFT NORTH SOUTH

68 PDO BACKING 20090701 15 WEDNESDAY DAYLIGHT ROAD - DRY DRIVEWAY ACCESS IMPROPER BACKING GOING STRAIGHT EAST WEST

69 PDO SIDESWIPE - PASSING 20090704 23 SATURDAY DARK - LIGHTED ROAD - DRY INTERSECTION IMPROPER LANE CHANGE CHANGING LANES NORTH SOUTH

70 PDO SIDESWIPE - PASSING 20090706 17 MONDAY DAYLIGHT ROAD - DRY INTERSECTION DROVE OFF ROAD-REASON UNKNOWNGOING STRAIGHT EAST WEST

71 PDO SIDESWIPE - PASSING 20090707 14 TUESDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDDRIVER INATTENTION CHANGING LANES NORTH SOUTH

72 INJURY CRASH REAR END 20090707 03 TUESDAY DARK - LIGHTED ROAD - DRY INTERSECTION RELATEDFOLLOWING TOO CLOSE GOING STRAIGHT SOUTH NORTH HBD - ABILITY IMPAIRED

73 INJURY CRASH HEAD ON 20090805 20 WEDNESDAY DUSK ROAD - DRY INTERSECTION OTHER DRIVER ERROR TURNING LEFT SOUTH NORTH

74 PDO REAR END 20090822 18 SATURDAY DAYLIGHT ROAD - DRY INTERSECTION FOLLOWING TOO CLOSE GOING STRAIGHT SOUTH NORTH HBD - ABILITY UNKNOWN

75 INJURY CRASH REAR END 20090909 07 WEDNESDAY DAYLIGHT ROAD - DRY INTERSECTION RELATEDFAILURE TO CONTROL GOING STRAIGHT EAST WEST HBD - ABILITY UNKNOWN

76 PDO ANGLE 20090924 20 THURSDAY DUSK ROAD - DRY DRIVEWAY ACCESS VIEW OBSTRUCTED TURNING LEFT EAST SOUTH

77 PDO ANGLE 20091030 16 FRIDAY DAYLIGHT ROAD - DRY INTERSECTION FAILURE TO YIELD TURNING RIGHT NORTH WEST

78 PDO LEFT TURN 20091221 23 MONDAY DARK - LIGHTED ROAD - DRY INTERSECTION RELATEDDRIVER INATTENTION TURNING LEFT NORTH EAST

79 PDO REAR END 20091226 23 SATURDAY DARK - LIGHTED ROAD - DRY INTERSECTION FOLLOWING TOO CLOSE GOING STRAIGHT SOUTH NORTH


APPENDIX D:

Traffic Counts

DLZ Ohio, Inc.614 W. Superior Ave.

Suite 1000Cleveland, OH 44113

(216) 771-1090 File Name : CUY-17 @ RidgeSite Code : 00000001Start Date : 1/4/2011Page No : 1

Groups Printed- Vehicles - Trucks/BusesRidge Rd

SouthboundBrookpark Rd (SR-17)

WestboundRidge Rd

NorthboundBrookpark Rd (SR-17)

EastboundStart 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

Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.007:00 AM 16 83 34 0 133 3 23 22 1 49 17 298 0 0 315 26 34 5 0 65 56207:15 AM 29 123 46 0 198 1 40 34 0 75 13 356 1 0 370 31 52 6 1 90 73307:30 AM 27 155 37 0 219 4 46 31 0 81 5 383 1 1 390 26 44 6 0 76 76607:45 AM 36 170 52 2 260 6 46 36 0 88 18 316 2 0 336 30 39 6 1 76 760

Total 108 531 169 2 810 14 155 123 1 293 53 1353 4 1 1411 113 169 23 2 307 2821

08:00 AM 38 137 40 1 216 3 46 28 0 77 18 300 3 2 323 39 36 7 0 82 69808:15 AM 25 169 59 0 253 7 26 28 0 61 16 241 3 0 260 26 41 5 0 72 64608:30 AM 24 163 36 1 224 5 55 23 0 83 14 231 5 0 250 41 35 14 0 90 64708:45 AM 29 152 47 1 229 4 29 26 0 59 24 203 8 0 235 34 61 14 0 109 632

Total 116 621 182 3 922 19 156 105 0 280 72 975 19 2 1068 140 173 40 0 353 2623

09:00 AM 0 0 0 1 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3

Total 0 0 0 1 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3

04:00 PM 39 286 66 0 391 7 76 39 0 122 25 223 11 1 260 66 110 35 0 211 98404:15 PM 32 275 83 0 390 17 82 39 0 138 23 230 6 0 259 69 96 33 1 199 98604:30 PM 38 258 90 1 387 15 94 43 0 152 22 193 10 0 225 66 86 34 0 186 95004:45 PM 26 304 84 0 414 15 94 38 0 147 27 227 7 0 261 69 92 38 0 199 1021

Total 135 1123 323 1 1582 54 346 159 0 559 97 873 34 1 1005 270 384 140 1 795 3941

05:00 PM 24 259 85 0 368 10 85 43 0 138 33 236 7 0 276 74 118 25 0 217 99905:15 PM 39 304 87 0 430 16 104 39 0 159 34 214 11 0 259 72 118 41 0 231 107905:30 PM 21 274 89 0 384 16 71 32 0 119 32 213 9 0 254 62 86 27 0 175 93205:45 PM 31 274 69 0 374 15 85 46 0 146 18 227 7 0 252 77 70 37 0 184 956

Total 115 1111 330 0 1556 57 345 160 0 562 117 890 34 0 1041 285 392 130 0 807 3966

Grand Total 474 3386 1004 7 4871 144 1002 547 1 1694 339 4093 91 4 4527 808 1118 333 3 2262 13354Apprch % 9.7 69.5 20.6 0.1 8.5 59.1 32.3 0.1 7.5 90.4 2 0.1 35.7 49.4 14.7 0.1

Total % 3.5 25.4 7.5 0.1 36.5 1.1 7.5 4.1 0 12.7 2.5 30.6 0.7 0 33.9 6.1 8.4 2.5 0 16.9Vehicles 467 3362 4046 1097 13155

% Vehicles 98.5 99.3 98.4 100 99 95.1 97.6 94.9 100 96.5 99.1 98.9 95.6 100 98.8 97.9 98.1 99.7 100 98.3 98.5Trucks/Buses

% Trucks/Buses 1.5 0.7 1.6 0 1 4.9 2.4 5.1 0 3.5 0.9 1.1 4.4 0 1.2 2.1 1.9 0.3 0 1.7 1.5




Ridge Rd

Bro

okp

ark

Rd

(S

R-1

7)

Bro

okp

ark R

d (S

R-1

7)

Ridge Rd

Right

988 16

1004 Thru

3362 24

3386 Left

467 7

474 Peds

7 0 7

InOut Total5356 4824 10180

92 47 139 5448 10319 4871

Rig

ht

51

9

28

5

47

T

hru

97

8

24

1

00

2

Le

ft

13

7

7

14

4

Pe

ds 1

0

1

Ou

tT

ota

lIn

16

51

1

63

5

32

86

3

2

59

9

1

16

83

3

37

7

16

94

Left336

3 339

Thru4046

47 4093

Right87 4

91

Peds4 0 4

Out TotalIn

3831 4473 8304 32 54 86

3863 8390 4527

Le

ft

79

1

17

8

08

T

hru

10

97

2

1

11

18

R

igh

t

33

2

1

33

3

Pe

ds3

0

3

To

tal

Ou

tIn

23

02

2

22

3

45

25

4

3

39

8

2

23

45

4

60

7

22

62

1/4/2011 07:00 AM1/4/2011 05:45 PM VehiclesTrucks/Buses

North



(216) 771-1090File Name : CUY-17 @ RidgeSite Code : 00000001Start Date : 1/4/2011Page No : 3




Ridge RdSouthbound

Brookpark Rd (SR-17)Westbound

Ridge RdNorthbound

Brookpark Rd (SR-17)Eastbound

StartTime

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

Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 07:15 AM

07:15 AM 29 123 46 0 198 1 40 34 0 75 13 356 1 0 370 31 52 6 1 90 73307:30 AM 27 155 37 0 219 4 46 31 0 81 5 383 1 1 390 26 44 6 0 76 76607:45 AM 36 170 52 2 260 6 46 36 0 88 18 316 2 0 336 30 39 6 1 76 76008:00 AM 38 137 40 1 216 3 46 28 0 77 18 300 3 2 323 39 36 7 0 82 698Total Volume 130 585 175 3 893 14 178 129 0 321 54 1355 7 3 1419 126 171 25 2 324 2957% App. Total 14.6 65.5 19.6 0.3 4.4 55.5 40.2 0 3.8 95.5 0.5 0.2 38.9 52.8 7.7 0.6

PHF .855 .860 .841 .375 .859 .583 .967 .896 .000 .912 .750 .884 .583 .375 .910 .808 .822 .893 .500 .900 .965

Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 04:30 PM

04:30 PM 38 258 90 1 4304:45 PM 26 304 84 0 414 15 94 38 0 147 27 227 7 0 261 69 92 38 0 199 102105:00 PM 24 259 85 0 368 10 85 43 0 138 33 236 7 0 276 74 118 25 0 217 99905:15 PM 39 304 87 0 430 16 104 39 0 159 34 214 11 0 259 72 118 41 0 231 1079Total Volume 127 1125 346 1 1599 56 377 163 0 596 116 870 35 0 1021 281 414 138 0 833 4049

% App. Total 7.970.

421.

60.1 9.4

63.3

27.3

0 11.

485.

23.4 0

33.7

49.7

16.6

0

PHF.81

4.92

5.96

1.25

0.930

.875

.906

.948

.000

.937.85

3.92

2.79

5.00

0.925

.949

.877

.841

.000

.902 .938

PROJECT NO.SHEET NO. 1 OF 1

COMPUTED BY SJB DATE 2/8/2011CHECKED BY DCB DATE

Traffic Data was collected: (Tues)

2011 24-HOUR RAW COUNT CALCULATIONS

Time Left Thru Right Left Thru Right Left Thru Right Left Thru RightTotal

Volumes

Percent Total*

N-S

Percent Total*

E-W7 AM 113 169 23 14 155 123 108 531 169 53 1353 4 2815 5.8% 5.6%

8 AM 140 173 40 19 156 105 116 621 182 72 975 19 2618 5.6% 5.3%

4 PM 270 384 140 54 346 159 135 1123 323 97 873 34 3938 8.1% 8.2%

5 PM 285 392 130 57 345 160 115 1111 330 117 890 34 3966 8.1% 8.1%

808 1118 333 144 1002 547 474 3386 1004 339 4091 91 13337 27.6% 27.2%

Percentage of 24-hour volumes:

1 1

27.60% 27.20%

24-Hour Count = 2971 4110 1224 529 3684 2011 1717 12268 3638 1228 14822 330 48533

SEASONAL ADJUSTMENT FACTOR **

North-South

Ridge Rd

Seasonal adjustment Factor 1.077

East-West

Brookpark Rd

Seasonal adjustment Factor 1.076

Base ADT = Seasonal Adj. Factor X 24-Hour Count =

Left Thru Right Left Thru Right Left Thru Right Left Thru Right

2971 4110 1224 529 3684 2011 1717 12268 3638 1228 14822 330 48533

Seasonal Adj. Factor 1.076 1.076 1.076 1.076 1.076 1.076 1.077 1.077 1.077 1.077 1.077 1.077

3196 4423 1317 570 3964 2164 1850 13213 3918 1323 15964 355 52256

Ridge Rd ADT = 36622

Brookpark Rd ADT = 15634

* Percentage Totals are based on ODOT's Hourly Percent by Vehicle Type 2009 information

** Seasonal Adjustment Factor is based on the ODOT Seasonal Adjustment Factor Tables 2010 information.

Southbound Northbound

Eastbound Westbound Southbound Northbound

16 - Urban Minor Arterial

14 - Urban Principal Arterial

1/4/2011

2011 ADT Calculation for CUY-17-9.51 (Brookpark Rd @ Ridge Rd)

Brookpark Rd Brookpark Rd Ridge Rd Ridge Rd

DLZ

X Total Vehicles =

1021-1008-05

Total

Vehicles

24-HR Count (N-S)= 24-HR Count (E-W)= X Total Vehicles =

Functional Classification =

Functional Classification =

Total

ADT

24-hour

Brookpark Rd Brookpark Rd Ridge Rd Ridge Rd

Eastbound Westbound

D-12 Safety Studies


APPENDIX E:

Capacity Analysis

HCM Signalized Intersection Capacity Analysis3: Brookpark Rd & Ridge Rd 2/10/2011

2011 Existing Conditions - AM PEAK Synchro 7 - ReportSJB Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 126 171 25 14 178 129 54 1355 7 130 585 175Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.7 5.0 5.7 5.0 5.3 5.0 5.3 5.3Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Frpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.98 1.00 0.94 1.00 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1766 3458 1762 3292 1767 3535 1770 3539 1546Flt Permitted 0.41 1.00 0.61 1.00 0.38 1.00 0.06 1.00 1.00Satd. Flow (perm) 764 3458 1135 3292 699 3535 110 3539 1546Peak-hour factor, PHF 0.95 0.88 0.84 0.88 0.91 0.95 0.85 0.92 0.80 0.81 0.93 0.96Adj. Flow (vph) 133 194 30 16 196 136 64 1473 9 160 629 182RTOR Reduction (vph) 0 7 0 0 75 0 0 0 0 0 0 97Lane Group Flow (vph) 133 217 0 16 257 0 64 1482 0 160 629 85Confl. Peds. (#/hr) 5 5 5 5 5 5 5 5Turn Type pm+pt pm+pt pm+pt pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 8 2 6 6Actuated Green, G (s) 57.3 49.4 41.9 39.0 69.6 62.7 81.7 69.8 69.8Effective Green, g (s) 57.3 49.4 41.9 39.0 69.6 62.7 81.7 69.8 69.8Actuated g/C Ratio 0.38 0.33 0.28 0.26 0.46 0.42 0.54 0.47 0.47Clearance Time (s) 5.0 5.7 5.0 5.7 5.0 5.3 5.0 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 381 1139 329 856 373 1478 215 1647 719v/s Ratio Prot c0.03 0.06 0.00 0.08 0.01 c0.42 c0.07 0.18v/s Ratio Perm c0.10 0.01 0.07 0.34 0.05v/c Ratio 0.35 0.19 0.05 0.30 0.17 1.00 0.74 0.38 0.12Uniform Delay, d1 31.5 36.0 39.3 44.5 22.5 43.6 42.5 26.1 22.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.6 0.4 0.1 0.9 0.2 24.1 13.0 0.7 0.3Delay (s) 32.0 36.4 39.4 45.4 22.7 67.7 55.5 26.7 23.0Level of Service C D D D C E E C CApproach Delay (s) 34.7 45.2 65.8 30.8Approach LOS C D E C

Intersection SummaryHCM Average Control Delay 49.6 HCM Level of Service DHCM Volume to Capacity ratio 0.69Actuated Cycle Length (s) 150.0 Sum of lost time (s) 15.3Intersection Capacity Utilization 88.5% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group


2011 Existing Conditions - PM PEAK Synchro 7 - ReportSJB Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 281 414 138 56 377 163 116 870 35 127 1125 346Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.7 5.0 5.7 5.0 5.3 5.0 5.3 5.3Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.96 1.00 0.96 1.00 0.99 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1769 3383 1767 3362 1770 3512 1770 3539 1546Flt Permitted 0.20 1.00 0.37 1.00 0.07 1.00 0.13 1.00 1.00Satd. Flow (perm) 368 3383 691 3362 127 3512 245 3539 1546Peak-hour factor, PHF 0.95 0.88 0.84 0.88 0.91 0.95 0.85 0.92 0.80 0.81 0.93 0.96Adj. Flow (vph) 296 470 164 64 414 172 136 946 44 157 1210 360RTOR Reduction (vph) 0 20 0 0 30 0 0 2 0 0 0 177Lane Group Flow (vph) 296 614 0 64 556 0 136 988 0 157 1210 183Confl. Peds. (#/hr) 5 5 5 5 5 5 5 5Turn Type pm+pt pm+pt pm+pt pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 8 2 6 6Actuated Green, G (s) 62.8 50.3 44.4 36.9 71.0 58.7 71.4 58.9 58.9Effective Green, g (s) 62.8 50.3 44.4 36.9 71.0 58.7 71.4 58.9 58.9Actuated g/C Ratio 0.42 0.34 0.30 0.25 0.47 0.39 0.48 0.39 0.39Clearance Time (s) 5.0 5.7 5.0 5.7 5.0 5.3 5.0 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 349 1134 258 827 195 1374 244 1390 607v/s Ratio Prot c0.12 0.18 0.01 0.17 c0.06 0.28 0.05 c0.34v/s Ratio Perm c0.24 0.06 0.27 0.25 0.12v/c Ratio 0.85 0.54 0.25 0.67 0.70 0.72 0.64 0.87 0.30Uniform Delay, d1 33.2 40.5 38.6 51.1 33.6 38.7 27.4 42.0 31.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 17.1 1.9 0.5 4.3 10.4 3.3 5.7 7.7 1.3Delay (s) 50.3 42.3 39.1 55.4 44.0 41.9 33.2 49.7 32.7Level of Service D D D E D D C D CApproach Delay (s) 44.9 53.8 42.2 44.7Approach LOS D D D D



2011 Optimized Timings - AM PEAK Synchro 7 - ReportSJB Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 126 171 25 14 178 129 54 1355 7 130 585 175Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.7 5.0 5.7 5.0 5.3 5.0 5.3 5.3Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Frpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.98 1.00 0.94 1.00 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1767 3458 1762 3292 1767 3535 1770 3539 1546Flt Permitted 0.35 1.00 0.61 1.00 0.40 1.00 0.05 1.00 1.00Satd. Flow (perm) 643 3458 1135 3292 738 3535 95 3539 1546Peak-hour factor, PHF 0.95 0.88 0.84 0.88 0.91 0.95 0.85 0.92 0.80 0.81 0.93 0.96Adj. Flow (vph) 133 194 30 16 196 136 64 1473 9 160 629 182RTOR Reduction (vph) 0 7 0 0 80 0 0 1 0 0 0 84Lane Group Flow (vph) 133 217 0 16 252 0 64 1481 0 160 629 98Confl. Peds. (#/hr) 5 5 5 5 5 5 5 5Turn Type pm+pt pm+pt pm+pt pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 8 2 6 6Actuated Green, G (s) 46.3 38.3 31.2 28.2 80.4 73.7 92.7 81.0 81.0Effective Green, g (s) 46.3 38.3 31.2 28.2 80.4 73.7 92.7 81.0 81.0Actuated g/C Ratio 0.31 0.26 0.21 0.19 0.54 0.49 0.62 0.54 0.54Clearance Time (s) 5.0 5.7 5.0 5.7 5.0 5.3 5.0 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 297 883 249 619 442 1737 215 1911 835v/s Ratio Prot c0.04 0.06 0.00 0.08 0.01 c0.42 c0.07 0.18v/s Ratio Perm c0.10 0.01 0.07 0.39 0.06v/c Ratio 0.45 0.25 0.06 0.41 0.14 0.85 0.74 0.33 0.12Uniform Delay, d1 39.4 44.4 47.5 53.5 16.8 33.4 43.3 19.3 16.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.1 0.7 0.1 2.0 0.2 5.5 13.0 0.5 0.3Delay (s) 40.4 45.0 47.6 55.5 16.9 38.9 56.3 19.8 17.2Level of Service D D D E B D E B BApproach Delay (s) 43.3 55.2 38.0 25.3Approach LOS D E D C



2011 Optimized Timings - PM PEAK Synchro 7 - ReportSJB Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 281 414 138 56 377 163 116 870 35 127 1125 346Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.7 5.0 5.7 5.0 5.3 5.0 5.3 5.3Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.96 1.00 0.96 1.00 0.99 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 3383 1767 3362 1770 3512 1770 3539 1546Flt Permitted 0.18 1.00 0.41 1.00 0.07 1.00 0.14 1.00 1.00Satd. Flow (perm) 344 3383 759 3362 125 3512 254 3539 1546Peak-hour factor, PHF 0.95 0.88 0.84 0.88 0.91 0.95 0.85 0.92 0.80 0.81 0.93 0.96Adj. Flow (vph) 296 470 164 64 414 172 136 946 44 157 1210 360RTOR Reduction (vph) 0 22 0 0 30 0 0 2 0 0 0 179Lane Group Flow (vph) 296 612 0 64 556 0 136 988 0 157 1210 181Confl. Peds. (#/hr) 5 5 5 5 5 5 5 5Turn Type pm+pt pm+pt pm+pt pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 8 2 6 6Actuated Green, G (s) 62.3 51.7 40.9 35.3 71.4 59.7 72.0 60.0 60.0Effective Green, g (s) 62.3 51.7 40.9 35.3 71.4 59.7 72.0 60.0 60.0Actuated g/C Ratio 0.42 0.34 0.27 0.24 0.48 0.40 0.48 0.40 0.40Clearance Time (s) 5.0 5.7 5.0 5.7 5.0 5.3 5.0 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 352 1166 245 791 188 1398 243 1416 618v/s Ratio Prot c0.12 0.18 0.01 0.17 c0.06 0.28 0.05 c0.34v/s Ratio Perm c0.23 0.06 0.29 0.26 0.12v/c Ratio 0.84 0.52 0.26 0.70 0.72 0.71 0.65 0.85 0.29Uniform Delay, d1 33.6 39.3 41.2 52.5 34.1 37.8 27.0 41.0 30.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 16.4 1.7 0.6 5.2 12.9 3.0 5.8 6.8 1.2Delay (s) 50.0 41.0 41.7 57.7 46.9 40.8 32.8 47.8 31.8Level of Service D D D E D D C D CApproach Delay (s) 43.9 56.2 41.6 43.1Approach LOS D E D D



APPENDIX F:

Recommended Improvements

Short-term Improvements

Medium-term Improvements

Upgrade signals to LED

with backplates (if

feasible)

Upgrade pedestrian

signals to countdown

LED signals

Adjust timings Upgrade overhead signs

Upgrade overhead signs

Upgrade overhead signs

Install lane control signs

Add NB signals

Eliminate drives Right-in/right-out drive

Create cross access

Create cross access

Perform a signal system

optimization study along Ridge

Future Get Go Gas

Long-term Improvements

Add capacity to Ridge Rd

from US 42 to I-480


APPENDIX G:

Photo Logs

Ridge Rd Southbound; 200’ North of Brookpark Rd



Brookpark Rd Westbound; 200’ East of Ridge Rd

Ridge Rd Northbound; 200’ South of Brookpark Rd



Brookpark Rd Eastbound; 200’ West of Ridge Rd

Ridge Rd Southbound; Looking East from Stop Bar

Ridge Rd Southbound; Looking South from Stop Bar

Ridge Rd Southbound; Looking West from Stop Bar

Brookpark Rd Westbound; Looking South from Stop Bar

Brookpark Rd Westbound; Looking West from Stop Bar

Brookpark Rd Westbound; Looking North from Stop Bar

Ridge Rd Northbound; Looking West from Stop Bar

Ridge Rd Northbound; Looking North from Stop Bar

Ridge Rd Northbound; Looking East from Stop Bar

Brookpark Rd Eastbound; Looking North from Stop Bar

Brookpark Rd Eastbound; Looking East from Stop Bar

Brookpark Rd Eastbound; Looking South from Stop Bar


APPENDIX H:

Construction Cost Estimate

COST

1 Upgrade ped signals with countdown LED signals (8 @ $400 ea.) $3,200

2 Adjust signal timings, review TBC $1,000

3 Upgrade signs (approximately 15 signs @ $200 ea.) $3,000

4 Install 2 NB ground mounted lane use signs $500

5 Add two 3-section signal heads with backplate for SB approach $3,000

20% contingency $2,140

TOTAL $12,840

COST

1 Remove two drives at Speedway $10,000

2 Install right-in/right-out island at Arbys $18,000

3 Signal system optimization study $30,000

4 Upgrade intersection (LED's, backplates, additional heads, mast arms) $100,000

35% contingency $55,300

Engineering (10%) $21,330

TOTAL $234,630

CUY-17-9.51

SHORT-TERM IMPROVEMENTS

MEDIUM-TERM IMPROVEMENTS

2011 Cost Estimate


APPENDIX I:

Rate of Return Analysis

RATE OF RETURN - ECONOMIC ANALYSIS WORKSHEET

Cells in Yellow Require User Input Ohio Department of Transportation

Office of Systems Planning and Program Management

County Main Roadway Begin SLM End SLM

Intersecting Roadway

Prepared by Date Crash BDate Crash EDate

Year

PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F PDO I/F

2005 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2006 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2007 11 7 1 0 2 1 11 5 3 3 0 0 6 3 2 3 0 0 5 1 0 0 1 1 0 0 0 0 0 0 0 0 14 8

2008 15 5 0 2 4 3 10 5 5 4 3 0 5 1 1 1 0 0 10 3 0 1 2 1 1 0 0 0 0 1 0 2 19 10

2009 19 3 1 1 3 1 20 4 3 0 0 0 5 2 4 0 0 0 6 0 0 2 4 0 2 0 0 0 0 0 2 1 23 5

2010 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

TOTAL 45 15 2 3 9 5 41 14 11 7 3 0 16 6 7 4 0 0 21 4 0 3 7 2 3 0 0 0 0 1 2 3 56 23

AVG. 15.0 5.0 0.7 1.0 3.0 1.7 13.7 4.7 3.7 2.3 1.0 0.0 5.3 2.0 2.3 1.3 0.0 0.0 7.0 1.3 0.0 1.0 2.3 0.7 1.0 0.0 0.0 0.0 0.0 0.3 0.7 1.0 18.7 7.7

--The "TOTAL" and "AVERAGE" row formulas are set to only use 2007-2009 crash data. If the crash data is not for these three years, the formulas must be modified by the user to calculate the associated year data.

R1 R2 R3 R4 RT AVG PDO EST. RED. R1 R2 R3 R4 RT EST. RED.

R1 0.2 0.04 0.232 0.2 0.04 0.232

R2 0.2 0.04 0.232 0.2 0.04 0.232

R3 0.2 0.04 0.232 0.2 0.04 0.232

R4 0.2 0.08 0.264 0.2 0.08 0.264

0.2 0.08 0.264 0.2 0.08 0.264

0.2 0.2 0.2 0.2

0.2 0.2 0.2 0.2

0.2 0.2 0.2 0.2

0.2 0.2 0.2 0.2

0 0

0 0

0 0

20

52256 Average ADT = + ) =

52256 ADT Factor = / =

Annual PDO Benefits = Estimated PDO Crash Reduction * Avg PDO Cost = * =

Annual INJ.-FAT. Benefits = Estimated INJ.-FAT. Crash Reduction * Avg INJ.-FAT. Cost Cities and Incorporated Villages = * =

Total Benefits =

AverageAnnual Benefits = Total Benefits * ADT Factor = * =

Design (PE)

Right-of-Way 75.96%Construction

*only pertains to drive-related crashes (31 out of 79)

0.00

NIGHT

WET

0.00

OTHER

1.67 0.00

0.31

0.00

0.31

0.53

0.00

AVG INJ-FAT

2.33 0.00

TIME OF DAY ROADWAY CONDITION

CUY

DLZ Ohio, Inc.

SR-017

10/11/2011

PEDESTRIAN

CRASH TYPE

ANGLE 1.62

REAR END

HEAD ON

SS PASS 0.67

0.00

LEFT

RIGHT

Select Countermeasures

22 Upgrade existing signal - general

19 Relocate driveway entrance*

9.569.46

2007 2009

$234,630

Salvage Value

Total Safety Project Cost (Design, Right-of-Way, and Construction)

Annual Maintenance and Energy Costs Rate of Return

HEAD ON SS PASS

ESTIMATED INJ. - FAT. CRASH REDUCTION =

0.33

1.00

0.47

Average Annual Benefits

52256

Average ADT / PADT = 52256 52256

veh / day 52256

Project Service Life

1.74

1.00 178,232.33$

9,253.52$

78,992.88$

178,232.33$

Rate of Return

137,763.59$

178,232.33$

Select Facility Type Below:

TOTAL

0.20

0.54

0.00

1.41 2.00

40,468.74$ 4.37

CRASH TYPERECOMMENDED IMPROVEMENTS PDO CRASHES INJ. - FAT. CRASHES

REAR END LEFT RIGHTDAY DAWN/DUSK

3.00 0.00

3.67 0.00

0.00

52256

1.00

MEDIUM-TERM COUNTERMEASURES

$21,330

SNOW / ICE ANGLE FIXED OBJ

years

PEDESTRIANWETDRYDARK RAN OFF RD

0.20

0.00

0.13

2.33

0.00

7.00

5.33

1.33

0.00

1.33

$213,300

ESTIMATED PDO CRASH REDUCTION =

ADT Factor

0.26

0.13

RAN OFF RD

0.67

0.00

1.00

0.00

2.33

1.744.37

0.00

0.000.00

FIXED OBJ

OTHER

Present ADT (PADT)

Future ADT (FADT)

(PADT + FADT)/2 = (

veh / day 1.00

20

22 Upgrade existing signal - general

19 Relocate driveway entrance*

Cities and Incorporated Villages

dist. 12 safety study formal studies/2009... · 2014. 7. 3. · safety study odot district 12...

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