CUY-10-11.94 SAFETY STUDY LORAIN AVE (S.R. 10) AT ... Formal Studies/2012...Bus shelters and trees...

CUY-10-11.94 SAFETY STUDY LORAIN AVE (S.R. 10) AT WEST 117TH STREET (C.R. 25) CLEVELAND, OHIO – ODOT DISTRICT 12 2012 URBAN INTERSECTION RANK #39

LJB Inc.2500 Newmark Drive Miamisburg, OH 45342(937) 259-5000

March 5, 2015

PREPARED BY:

Baker 4100 Horizons Drive, Suite 206Columbus, OH 43220 (614) 538-7604

CUY-10-11.94 SAFETY STUDY

TABLE OF CONTENTS

TABLE OF CONTENTS

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

EXISTING CONDITIONS ........................................................................................................................................ 3

CRASH ANALYSIS ................................................................................................................................................ 8

COUNTERMEASURES ........................................................................................................................................ 13

COST-BENEFIT ANALYSIS ................................................................................................................................ 16

FIGURES

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

FIGURE 2 – INTERSECTION ALIGNMENT .......................................................................................................... 3

FIGURE 3 – INTERSECTION FUNCTIONAL AREA .............................................................................................. 5

FIGURE 4 –BUSINESS ACCESS .......................................................................................................................... 7

FIGURE 5 – VARIATION IN SHORT-TERM OBSERVED CRASH FREQUENCY…………………………………. 9

FIGURE 6 – REGRESSION TO THE MEAN .......................................................................................................... 9

FIGURE 7 – FREQUENCY OF CRASHES BY YEAR AND SEVERITY ............................................................... 10

FIGURE 8 – FREQUENCY OF CRASHES BY DAY OF THE WEEK ................................................................... 11

FIGURE 9 – FREQUENCY OF CRASHES BY CRASH TYPE ............................................................................. 11

FIGURE 10 – FREQUENCY OF CRASHES BY TIME OF DAY ........................................................................... 12

TABLES

TABLE 1 –EXISTING ROADWAY CONDITIONS ................................................................................................... 3

TABLE 2 –CRASH FREQUENCY – EXISTING AND PROPOSED (ALTERNATIVE 2) CONDITIONS ................ 16

TABLE 3 –CRASH COST BY SEVERITY ............................................................................................................. 17

TABLE 4 –RECOMMENDED ALTERNATIVE - BENEFIT COST SUMMARY ...................................................... 17

APPENDICES

EXISTING CONDITIONS DIAGRAM ..................................................................................................................... A

TRAFFIC DATA ..................................................................................................................................................... B

CRASH DIAGRAMS .............................................................................................................................................. C

RECOMMENDED ALTERNATIVE – SIGNING AND PAVEMENT MARKING PLAN ............................................ D

CAPACITY ANALYSIS REPORTS ........................................................................................................................ E

STORAGE AND QUEUE LENGTH CALCULATIONS ........................................................................................... F

COST ESTIMATE ................................................................................................................................................. G

SAFETY FUNDING GUIDELINES AND APPLICATION FORM ............................................................................ H

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 State Route 10 (Lorain Avenue) and County Route 25 (West 117th Street) in the city of Cleveland, Ohio. This section of State Route 10, at M.P. 11.94 is ranked 39 on the ODOT 2012 Urban Intersection Peak Searching Excess Locations (2010-2012).

A review of crash data provided by the Ohio Department of Transportation (ODOT) yielded a total of 81 reported crashes within the study area during a 3-year period from 2010 to 2012. Of the total reported crashes, 37.0 percent resulted in injury (no fatalities), which is higher than the statewide average of 25.4 percent for injury crashes on state route, non-freeway locations during the same period.

The following crash types and conditions are over-represented in the study area compared to statewide averages (shown in parenthesis). It should be noted that the statewide crash averages are based on 2008-2012 data whereas the project data encompasses years 2010 to 2012.

Total crashes: 81 total crashes

Rear end: 40 crashes or 49.4 percent (30.9 percent)

Left turn: 13 crashes or 16.0 percent (5.2 percent)

Sideswipe-Passing: 12 crashes or 14.8 percent (8.7 percent)

Pedalcycles: 1 crash or 1.2 percent (0.6 percent)

Ages 16-25 and 61+: 20 crashes or 24.7 percent (22.0 percent) The top three crash types are rear end, left turn and sideswipe-passing, accounting for over 80 percent of the total crashes.

BACKGROUND State Route 10 (Lorain Avenue) is an east-west route that parallels Interstate 90 (I-90) and Interstate 71 (I-71) in Cleveland, Ohio. West 117th Street is a north-south roadway which is designated as County Route 25. Lorain Avenue, west of West 117th Street is classified as other principal arterial. Lorain Avenue, east of West 117th Street is classified as a minor urban arterial. Neighborhood commercial land uses dominate this area of the intersection. A study area map is provided in Figure 1.

Two projects/studies are of interest to the State Route 10 (Lorain Avenue) and West 117th Street intersection:

A TLCI Study was completed in December 2011, “Variety Village Streetscape Plan: Concepts for reinvesting in a vibrant, active, pedestrian friendly commercial district”, which recommended a commercial center along Lorain Avenue at Variety Village. The study area consisted of Lorain Avenue from West 123rd Street to West 115th Street (including the West 117th Street intersection). Study recommendations included a pedestrian activated traffic signal at West 118th Street -- less than 300 feet from the signalized intersection of West 117th Street.

A resurfacing project on Lorain Avenue from West 150th Street (CUY-10-10.14) to West 117th Street (PID 84289) is planned for construction in 2017. This project reallocation of the existing pavement area to include left and right turn lanes on Lorain Avenue (eastbound and westbound approaches) at the W. 117th Street intersection.


INTRODUCTION 2

FIGURE 1: STUDY AREA MAP


EXISTING CONDITIONS 3

EXISTING CONDITIONS

ROADWAY AND INTERSECTION CONDITIONS West 117th Street intersects Lorain Avenue at a signalized intersection approximately 1/3 of a mile south of the interchange with I-90. Lorain Avenue is a standard 4-lane section (two lanes in each direction) without dedicated turn lanes plus on-street parking. Existing pavement width from face of curb to face of curb is 54 feet on the west leg and 57 feet on the east leg.

West 117th Street is two-lanes in each direction with dedicated left turn lanes at the intersection and a two way left turn lane (TWLTL) between intersections.

Lorain Avenue intersects West 117th Street at a skewed angle of approximately 65 degrees as illustrated in Figure 2. The intersection skew is within acceptable limits outlined in the ODOT Location and Design Manual, since the intersection is signalized (L&D Manual, Volume 1, Section 401.3: Crossroad Alignment). Due to the alignment and the presence of buildings at back of sidewalk, sight distance is restricted in most quadrants of the intersection. Photo 1 shows the building located on the southwest corner of the intersection near the intersection. This condition is typical of 3 of 4 quadrants.

PHOTO 1: SOUTHWEST CORNER

Wes

t 11

7th

St

Lorain Ave

~65o

FIGURE 2: INTESECTION ALIGNMENT



Overhead lighting is provided along the roadways and intersection with cobra style lighting mounting on wood utility poles, and a Cleveland Police surveillance camera is also located on the northwest corner of the intersection.

Street trees are located along both streets and street furniture (such as benches, information kiosks, bus shelters, bike racks and trash receptacles) primarily along Lorain Avenue, as shown in Photo 2. Bus shelters and trees are also located along West 117th Street as well.

The Greater Cleveland Regional Transit Authority (RTA) operates two bus routes through the intersection. The 22: Lorain Avenue route operates along Lorain Avenue with a frequency of 3 to 4 buses per hour during the AM and PM peak periods in both the eastbound and westbound directions. Near side bus stops are located on Lorain Avenue on both approaches to the intersection. The 78: West 117-Puritas route operates along West 117th Street with a frequency of 1 to 2 buses per hour during the AM and PM peak periods northbound and southbound. Two bus stops are located to the north of the intersection on West 117th Street on both the northbound and

southbound directions. The location of the bus stops contributes to the high volume of pedestrians observed at the intersection. Right turn movements are often delayed due to the presence of pedestrians in the crosswalks.

Tractor trailers utilize this intersection primarily to access I-90 to the north on West 117th Street as depicted in Photo 3.

The pavement condition at the intersection is very poor with significant large potholes. Vehicles were observed to stop abruptly and swerve to avoid or minimize the impact of the potholes. The south leg (both directions) had the most substantial potholes.

Existing roadway characteristics are summarized in Table 1. An existing conditions diagram is provided in Appendix A.

TABLE 1: EXISTING ROADWAY CHARACTERISTICS S.R. 10

(LORAIN AVENUE) – WEST OF W. 117TH ST.

S.R. 10 (LORAIN AVENUE) –

EAST OF W. 117TH ST.

C.R. 25 (W. 117TH STREET) NORTH OF S.R. 10

C.R. 25 (W. 117TH STREET) SOUTH OF S.R. 10

ODOT Functional Classification Other Principal Arterial Minor Urban Arterial Other Principal Arterial Other Principal Arterial

Posted speed limit 25 MPH 25 MPH 35 MPH 35 MPH

ADT1 13,330 vpd1 12,750 vpd2 30,270 vpd1 25,210 vpd2

Note 1: Source: Certified traffic provided on June 27, 2014 for the opening year (2016).

PHOTO 2: EAST ALONG LORAIN AVENUE

Informational Kiosk

Trash Receptacle

Trees/ Benches

PHOTO 3: SOUTH ALONG WEST 117TH STREET

RTA bus

tractor trailer



TRAFFIC SIGNAL CONDITIONS The Lorain Avenue and West 117th Street intersection is controlled with a traffic signal using mast arm signal supports. Other features of the existing traffic signal include the following:

The southbound and eastbound approaches operate with a lead protected phase.

The cycle length is 110 seconds and is coordinated north-south along West 117th Street.

The southbound and eastbound lead phases have 3 seconds of yellow indication and 1 second of all red time. The phases for through traffic on Lorain Avenue and West 117th Street have 4 seconds of yellow indication and 2 seconds of all red time.

Crosswalks, pedestrian signal heads and pushbuttons are provided on all legs of the intersection.

Lorain Avenue through phases are on max and ped recall, whereas W. 117th Street through phases are on minimum and ped recall.

Right turns on red are prohibited on all intersection approaches due to poor sight distance conditions.

Signalized intersections are located in close proximity on all approaches of the intersection.

660 feet to the east at Bosworth Road

800 feet to the west at West 120th Street

630 feet to the north at Triskett Road

1,090 feet to the south at Governor Avenue

BUSINESS ACCESS AND PARKING The functional area of an intersection includes the area proximate to the physical intersection of two roadways. 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 the area 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. The downstream distance is calculated to be 155 feet and is based on a design speed of 25 MPH. The functional area of a typical intersection is shown in Figure 3.

FIGURE 3: INTERSECTION FUNCTIONAL AREA

Upstream Downstream



Some commercial property driveways exist within the functional area of the intersection and on-street parking is permitted along Lorain Avenue.

A Family Dollar and Checks Cashed store is located on the northeast quadrant of the intersection with an access point on West 117th Street. The access is located 115 feet from the edge of the intersection of Lorain Avenue/W. 117th with parking directly adjacent to the back of sidewalk.

A strip commercial development is located on the southeast quadrant of the intersection. Fidelity Avenue intersects with West 117th Street less than 100 feet from Lorain Avenue. This development also has an access point on Lorain Avenue approximately 200 feet east of the Lorain Avenue/W. 117th intersection.

A parking lot next to a vacant office building is located on the northwest quadrant of the intersection; the parking lot shares an access point with a parking lot for a Rite Aid drug store. The access is located approximately 75 feet north of the Lorain Avenue/W. 117th intersection.

The Family Medicine Center is located on the southwest quadrant with an access point on West 117th Street, located approximately 100 feet south of the Lorain Avenue/W. 117th intersection.

During field observations, substantial amounts of snow were piled along the roadway. Particularly in the eastbound direction, shown in Photo 4, motorists were forced to merge into a single lane due to a parked car on the far side of the intersection, which caused aggressive driving behavior. The presence of piled snow caused the parked cars to park further from the curb and encroach into the outside travel lane. No parking restrictions exist on eastbound Lorain Avenue on the east leg. Parked cars near the intersection exacerbated the potential conflict for vehicles traveling eastbound through the intersection.

On-street parking is permitted on Lorain Avenue approaching W. 117th street. On the eastbound and westbound approaches, bus stops are located in proximity to the intersection which eliminate parking directly adjacent to the intersection. On the westbound receiving leg, a no parking zone sign is mounted approximately 60 feet from the crosswalk. The eastbound receiving leg has no signing restricting parking in the vicinity of the intersection. Vehicles are regularly observed parking within a few feet of the crosswalk as shown in Photo 5 and Figure 4. Access locations within the intersection area are shown in Figure 4. The photograph shows the number of access points (red circles) that are located within the functional area of the intersection.

PHOTO 5: EASTBOUND ALONG LORAIN AVENUE

PHOTO 4: PARKING EASTBOUND ON LORAIN AVENUE

PARKED VEHICLE JUST BEYOND CROSS-WALK

Image obtained from GoogleEarth, 2014



FIGURE 4 – EXISTING ACCESS POINTS

LAND USE Land uses within the study area consist of a neighborhood commercial center at the subject intersection surrounded by residential property. Several schools are also located near the study area. McKinley Elementary School is located west of the study area on West 125th Street. Wilbur Wright Middle School is located east of the study area along Bosworth Road. Both schools are located approximately 1,600 feet away from the intersection. While access to these schools does not exist within the study area, traffic patterns and volumes may be affected. DATA COLLECTION Manual turning movement counts, provided by the City of Cleveland, were collected at the Lorain Avenue and West 117th Street intersection on November 14, 2013 during the morning (6:30-9:30 AM), noon (11:00 AM-1:30 PM), and evening hours (3:00-6:30 PM). Certified traffic (dated March 4, 2014) was provided for the intersection as part of the future resurfacing project. Count data and design year traffic volume forecasts are provided in Appendix B. The certified traffic was 20-30% higher than the actual count data. The peak hour to design hour factor used in the certified traffic appeared to be unexpectedly high. Existing counts were used in the capacity analysis.

Note that NOACA was contacted to obtain a growth rate to use for design year analysis. The NOACA model reports a decline in traffic in the project area.

N


CRASH ANALYSIS 8

CRASH ANALYSIS

CRASH DATA Crash data was provided by ODOT for the study intersection. The crash data represents a three-year study period from 2010 to 2012. Each documented report has been reviewed to confirm the accuracy and location of all crashes within the study limits. Crash diagrams are provided in Appendix C. HIGHWAY SAFETY MANUAL 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) includes 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 5 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.


CRASH ANALYSIS 9

FIGURE 5: VARIATION IN SHORT-TERM OBSERVED CRASH FREQUENCY

Figure 6 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 treatment. A treatment is applied which results in a reduction of crashes and becomes 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 6: 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.

Years


CRASH ANALYSIS 10

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 CMF1xCMF2x… 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 OBSERVED CRASH HISTORY Figure 7 shows the frequency of crashes have decreased between 2010 and 2012. The number of injury crashes has remained constant (10 crashes per year) over the three years. Six crashes were reported as hit and run crashes – this crash type limits the ability to determine contributing factors for these crashes. Most crashes were recorded on Saturday than any other day of the week as shown in Figure 8. The Saturday crashes occurred in the same time of day distribution as the other day of the week crashes. Increased parking utilization on a Saturday may contribute to an increase of crashes on the weekend. FIGURE 7: FREQUENCY OF CRASHES BY YEAR AND SEVERITY


CRASH ANALYSIS 11

FIGURE 8: FREQUENCY OF CRASHES BY DAY OF THE WEEK

FIGURE 9: FREQUENCY OF CRASHES BY CRASH TYPE

The following sections address each of the high frequency crash patterns identified on the corridor.

REAR END CRASHES Rear end crashes, while present on all approaches, are concentrated on the northbound and southbound approaches (27 of the total 40 rear end crashes). Review of crashes by hour of day indicates that the crashes, and specifically rear end crashes, coincide with the 3 p.m. (school peak) and 5 p.m. (commuter peak) periods (See Figure 10). These two peak hours represented 12 of the 40 total rear end crashes.

Congestion is often a contributing factor to rear end crashes. Field crews collecting field data did not observe multi-cycle backups on any of the approaches at the signalized intersection. Individual movements experience levels of service D or better. The capacity analysis section in Appendix E contains the detailed analyses. Other contributing factors include:

Left turning vehicles stop in a shared through-left turn lane on Lorain to complete this maneuver


CRASH ANALYSIS 12

Drive accesses and unsignalized intersections on W. 117th approaches

Right turns performed from the shared through-right lane

Right turning drivers slowing to yield to pedestrians

FIGURE 10: FREQUENCY OF CRASHES BY TIME OF DAY

LEFT TURN CRASHES Thirteen left turn crashes were recorded at the study intersection, 5 crashes involved eastbound left turn vehicles, 3 vehicles each in north and south direction, 2 crashes involved westbound vehicles. The eastbound left turn crashes can be attributed to the high left turn demand, as well as to the lack of a left turn lane. The opposing left turn movements on Lorain Avenue are offset due to the lane configuration (4-lane section). The offset left turn movements restrict visibility of vehicles in the adjacent through lanes.

SIDESWIPE-PASSING CRASHES About half (5 crashes) of the sideswipe-passing crashes occurred in the southbound approach of West 117th Street. Contributing factor for sideswipe crashes would be congestion, drivers changing lanes to avoid buses or left turn queue blockage.

BICYCLE CRASHES One bicycle crash was reported on West 117th Street. This crash occurred when a northbound motorist turning right onto Lorain Avenue failed to yield to a bicyclist crossing the intersection.


COUNTERMEASURES 13

COUNTERMEASURES

SHORT-TERM COUNTERMEASURES Signal Timing Modifications Two countermeasures are proposed to mitigate all crash types within the study area:

The all red clearance time for the eastbound and southbound lead phases is currently 1 second. An increase of the all red clearance time for the eastbound and southbound lead left turn phases is recommended based on ODOT Traffic Engineering Manual and ITE guidelines. This countermeasure mitigates the eastbound and southbound left turn crashes.

Evaluate Saturday signal timing plans to confirm that cycle lengths and splits match traffic demands. Delays during the weekend time periods may contribute to increased crash frequency, especially on a Saturday. It is expected that traffic on W.117th street may be lower and Lorain Avenue higher, the intersection may benefit from a timing plan that favors Lorain Avenue on Saturdays.

Traffic control improvements Several improvements are proposed to mitigate rear end and sideswipe passing crashes in the study area:

The stop line to signal head distances on the southbound and the westbound approaches exceeds 120 feet which reduces the target value of the far-side mounted signal heads. Additionally, tree overhang along Lorain Avenue restricts signal head visibility and creates distraction within the driving environment. The addition of a near side supplemental signal head to the existing mast arm is recommended to improve signal visibility. A supplemental signal head should be positioned near side, left and mounted to signal support in the northeast quadrant to enhance signal visibility for the southbound approach. A supplemental head should be positioned near side, left and mounted to the signal support in the southeast quadrant for the westbound approach. Near left side placement is recommended to avoid obstruction of the supplemental heads by tree overhang.

Add back plates to signal heads for improved visibility.

Replace 3-section head with a 5-section signal head on approaches with protected/ permissive left turn phases.

Extend the southbound left turn lane 50 feet to maximize storage for the Lorain Avenue/ W. 117th Street intersection.

Add route marker signs to the existing overhead sign supports on the W. 117th Street approaches. The route markers provide advance guidance for State Route 10.

Overhead lane use signs are recommended on the westbound approach to inform motorists of a change in lane configuration, where the curb side through lane terminates as a right turn only lane. (Applies to recommended typical section for Lorain Avenue, see below).

Lorain Avenue Left Turn Lanes It is recommended to install a left turn lane on the Lorain Avenue eastbound and westbound approaches of the intersection. As discussed in the HSM, “by removing left-turning vehicles from the traffic stream, conflicts with through vehicles can be reduced or even eliminated depending on the


COUNTERMEASURES 14

signal timing and phasing scheme. Providing a left-turn lane allows drivers to wait in the turn lane until a gap in the opposing traffic allows them to turn safely.” Installation of left turn lane on the eastbound and westbound approaches would have a range of safety benefits, as indicated in HSM. The installation of left turn lanes directly opposite each other would improve the sight distance for left-turning motorists. Because the left turn lanes currently have a negative offset, a vehicle waiting in the left turn lane for one approach hinders the sight distance for the opposing left-turning motorist. As further indicated in HSM, the installation of a left turn lane has the potential to reduce the frequency of all crash types, and not just left turn crashes. The presence of an exclusive left turn lane reduces the potential for sudden lane changes thus reducing the number of rear-end and sideswipe passing crashes. Capacity analysis was performed to evaluate various typical sections to provide dedicated left turn lanes on Lorain Avenue. The following alternatives were evaluated. Detail of the capacity analysis for each alternative is provided in Appendix E.

Alternative 1: 3-lane section on Lorain Avenue: A 3-lane section alternative results in a degraded level of service compared to the existing condition. This alternative is not recommended.

Alternative 2: 3 lane section with right turn lanes on Lorain Avenue: A 3-lane section with eastbound and westbound right turn lanes maintains retains or exceeds the level of service of the existing condition (LOS C). This alternative is the recommended section for Lorain Avenue. This includes revised pavement markings that modify the Lorain Avenue approaches from a shared LT-TR to a L-T-R configuration. The recommended phasing for Lorain Avenue is eastbound protected/permissive left turn phase and westbound permissive only.

The recommended 3-lane typical section with right turn lanes on Lorain Avenue is consistent with the City of Cleveland’s Lorain Rehabilitation Project that includes Lorain Avenue from W. 150th Street to W.117th Street. The Lorain Avenue Rehabilitation signing and pavement marking plan has been provided in Appendix D. This plan features the following:

Lorain Avenue will include one travel lane in each direction with a center two way left turn lane (TWLTL) that functions as a left turn only lane at major intersections. The typical section also includes a bike lane in each direction; on-street parking will be permitted on the north side of Lorain Avenue only. Bike lanes terminate west of the study intersection. Approaching W. 117th Avenue intersection, eastbound travel lanes shift to the north side to accommodate an eastbound right turn lane.

On the east leg of Lorain/W. 117th street intersection, the westbound curb side through lane will terminate as a right turn only lane. East of W. 117th street intersection influence area, Lorain Avenue will retain existing configuration as a four lane section with two travel lanes in each direction

Turn lane sizing calculations and recommendations are included in Appendix F.


COUNTERMEASURES 15

A third alternative typical section (Alternative 3 – five-lane section on Lorain Avenue) was evaluated to determine the benefits of a five-lane section on Lorain Avenue. This alternative includes a left-turn lane, through lane, and through/right-turn lane on the eastbound and westbound approaches. A five-lane section is not the recommended section of Lorain Avenue for the following reasons:

A 5-lane section will not significantly change levels of service at the Lorain Avenue/W. 117th Street intersection when compared to the recommended 3-lane section with right turn lanes. Both the 3-lane and 5-lane alternatives are expected to provide LOS C for the intersection.

A 5-lane section would require the removal of full-time, on-street parking on Lorain Avenue between W. 120th Street and Bosworth Road.

A 5-lane section would preclude extension of the bike lane on Lorain Avenue through the W. 117th Street intersection (without pavement widening)

A 5-lane section without parking and without bike lanes and with elimination of the dedicated right turn lanes could potentially be accommodated in the existing 54 foot pavement section (west leg) with one 12-foot through lane, 1 10-foot through lane and 1 10-foot left turn lane. Since Lorain Avenue is designated a Federal Aid Primary (FAP) a minimum of one 12 foot through lane in each direction is required.

OTHER RECOMMENDATIONS

A speed zone study could be conducted to ascertain the need for a reduced speed limit on W. 117th Street.


COST-BENEFIT ANALYSIS 16

COST-BENEFIT ANALYSIS

CALCULATION OF BENEFIT TO COST RATIO An economic appraisal was performed to determine whether the benefits of the proposed countermeasure for the intersection would outweigh costs. The economic appraisal is an important component of ODOT safety studies; by targeting the most cost-effective safety strategies for projects, ODOT can achieve greater reductions in injuries and property damage for the same financial investment. This appraisal employed ECAT (ODOT’s Economic Crash Analysis Tool), discussed in the steps below. 1. Identify changes in crash frequency ECAT tool was used to calculate the projected change in crash frequency following installation of the left and right turn lanes and signal upgrades for the proposed Alternative 2 – 3 lane section with dedicated right turn lanes on Lorain Avenue as discussed in the countermeasures section. Table 2 summarizes crash frequency under the existing and proposed conditions. Appendix G includes the ECAT tool reports. TABLE 2: CRASH FREQUENCY –EXISTING AND PROPOSED (ALTERNATIVE 2) CONDITIONS

Crash Severity Fatal & Incapacitating

Injury (KA)

Non-Incapacitating

Injury (B)

Possible Injury

Crash (C)

Property Damage

Crash (O)

Total (KABCO)

Predicted (existing) Conditions 1.15 4.0 5.04 14.69 24.87

Expected (existing) Conditions

0.96 3.13 6.25 14.96 25.29

Potential for safety improvement

-0.20 -0.87 1.21 0.27 0.42

Expected (Proposed) 1Conditions

0.60 2.08 4.44 10.44 17.56

Safety Benefit (Proposed)1 0.36 1.05 1.81 4.52 7.73

Note 1 – Proposed/Recommended Alternative: 3 lane section on Lorain Avenu with right turn lanes

As indicated, the installation of the dedicated turn lanes and upgrades to the traffic signal are anticipated to reduce the number of crashes at this intersection by 7.7 crashes per year compared to the existing Expected Conditions scenario. 2. Identify service life and cost of the proposed countermeasure. There are two components of the proposed countermeasure: installing new roadway striping, and signal upgrades over the restriped lanes. Since the service life of turn lanes is typically characterized as 20 years, the cost was prepared assuming restriping as necessary to provide a 20 year lifespan. As documented in Appendix G, the cost of the recommended alternative is estimated to be $452,000. It should be noted that ODOT has programmed a resurfacing project on Lorain Avenue in the study area. The restriping should be scheduled to coordinate with that project. The project, PID 84289, is currently in Design, with an estimated construction date of September 30, 2017. The cost for resurfacing within the intersection influence area is included in the countermeasure cost estimate. 3. Determine annual monetary value of crash reduction, net present value of safety benefits, and benefit to cost ratio. The estimated reduction in crash frequency is converted to a monetary


COST-BENEFIT ANALYSIS 17

value, by using the “comprehensive societal crash costs” for each crash type provided by ODOT. The cost of each crash by severity is shown in Table 3. TABLE 3: CRASH COST BY SEVERITY

The crash cost is multiplied by the annual reduction in crash frequency to calculate the annual value of the safety countermeasures, and a discount factor of 4% is applied to the annual value for the service life of the countermeasures in order to determine the NPV (net present value). Finally, the NPV is compared to the cost of the improvement in order to determine the benefit to cost ratio. Using these criteria, Table 4 presents the safety benefit for the recommended alternative of the intersection. As indicated in the table, the benefit to cost ratio of this alternative 1 is 6.24. Appendix G includes the cost benefit summary report from the ECAT tool. TABLE 4: RECOMMENDED ALTERNATIVE – BENEFIT COST SUMMARY

Alternative Net Present Value of Project

Net Present Value of Safety Benefits

Benefit to Cost Ratio

Alternative 2 $652,500 $4,070,700 6.24

Crash Severity Crash Cost

Fatal & Incapacitating Injury Crash $315,543

Non-Incapacitating Injury Crash $54,470

Possible Injury Crash $36,920

Property Damage Crash $8,320

APPENDIX A

EXISTING CONDITIONSDIAGRAM

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RITE AID

VA

CA

NTV

AC

ANT

VA

CU

UM

CO

AST

NO

RT

H

MUSE

UM

WIS

H

VA

CA

NT

VA

CA

NT

IMPORTS

HOLYLANDCENTER

MEDICINE

FAMILY

ST

OR

E

CL

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HIN

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WO

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MA

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LIBRARY

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CLEVELAND

CE

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FAMILY

VA

CA

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CA

SH

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DANAH'S PASTRIES

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2 HR

PARKING

7AM -

6PM

APPENDIX BTRAFFIC DATA

�

TranSystems1105 Schrock Road, Suite 400

Columbus, Ohio 43229 File Name : w117-lorain 11-14-13_finalSite Code : 00000000Start Date : 11/14/2013Page No : 1

Raw (unfactored) data.

Groups Printed- Passenger Vehicles - Buses - Trucks/Heavy VehiclesW 117 ST

SouthboundLORAIN AVE

WestboundW 117 ST

NorthboundLORAIN AVE

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 Exclu. Total Inclu. Total Int. Total

06:30 AM 16 91 8 4 115 9 22 9 2 40 3 135 13 0 151 34 37 2 0 73 6 379 38506:45 AM 14 120 15 2 149 5 22 12 0 39 0 144 8 1 152 33 33 2 2 68 5 408 413

Total 30 211 23 6 264 14 44 21 2 79 3 279 21 1 303 67 70 4 2 141 11 787 798

07:00 AM 19 158 11 5 188 6 11 18 2 35 2 133 4 5 139 32 37 5 3 74 15 436 45107:15 AM 18 176 20 8 214 12 26 20 0 58 3 213 13 0 229 39 55 6 3 100 11 601 61207:30 AM 12 215 20 5 247 5 42 13 0 60 4 205 10 2 219 46 55 7 2 108 9 634 64307:45 AM 21 205 27 4 253 3 41 11 3 55 5 210 12 8 227 53 76 7 2 136 17 671 688

Total 70 754 78 22 902 26 120 62 5 208 14 761 39 15 814 170 223 25 10 418 52 2342 2394

08:00 AM 21 232 24 2 277 7 38 16 1 61 7 150 9 2 166 41 68 8 3 117 8 621 62908:15 AM 17 180 18 3 215 11 39 14 0 64 4 160 8 3 172 42 51 6 11 99 17 550 56708:30 AM 19 146 17 7 182 6 50 18 0 74 7 141 15 1 163 38 44 6 4 88 12 507 51908:45 AM 14 141 29 2 184 14 40 16 1 70 9 120 12 1 141 41 40 3 2 84 6 479 485

Total 71 699 88 14 858 38 167 64 2 269 27 571 44 7 642 162 203 23 20 388 43 2157 2200

09:00 AM 19 107 17 4 143 10 43 21 1 74 2 107 10 2 119 37 34 3 2 74 9 410 41909:15 AM 20 109 21 6 150 11 47 18 0 76 4 98 14 4 116 27 34 7 3 68 13 410 423

*** BREAK ***Total 39 216 38 10 293 21 90 39 1 150 6 205 24 6 235 64 68 10 5 142 22 820 842

*** BREAK ***

11:00 AM 16 125 15 13 156 9 44 24 4 77 5 98 15 7 118 27 46 9 2 82 26 433 45911:15 AM 24 126 29 6 179 12 47 32 0 91 8 122 19 3 149 35 41 8 1 84 10 503 51311:30 AM 25 139 28 2 192 18 50 22 1 90 6 125 17 1 148 34 49 9 0 92 4 522 52611:45 AM 28 139 29 8 196 7 56 26 1 89 9 105 18 7 132 32 46 7 4 85 20 502 522

Total 93 529 101 29 723 46 197 104 6 347 28 450 69 18 547 128 182 33 7 343 60 1960 2020

12:00 PM 19 124 31 5 174 24 54 29 4 107 8 109 9 4 126 31 58 7 2 96 15 503 51812:15 PM 34 139 25 3 198 11 57 27 2 95 5 124 9 5 138 42 49 7 3 98 13 529 54212:30 PM 24 143 32 8 199 11 65 22 2 98 6 120 10 3 136 33 58 7 4 98 17 531 54812:45 PM 35 179 22 15 236 8 56 21 3 85 11 102 13 7 126 28 49 11 4 88 29 535 564

Total 112 585 110 31 807 54 232 99 11 385 30 455 41 19 526 134 214 32 13 380 74 2098 2172

01:00 PM 33 161 36 5 230 21 59 22 4 102 10 104 12 0 126 35 45 11 3 91 12 549 56101:15 PM 28 127 31 9 186 14 52 26 4 92 6 146 15 1 167 44 40 14 2 98 16 543 559

*** BREAK ***Total 61 288 67 14 416 35 111 48 8 194 16 250 27 1 293 79 85 25 5 189 28 1092 1120

*** BREAK ***02:15 PM 29 181 29 6 239 14 47 31 6 92 9 113 14 7 136 35 61 15 8 111 27 578 60502:30 PM 34 142 24 6 200 19 56 20 4 95 18 124 12 5 154 39 55 13 2 107 17 556 57302:45 PM 21 171 36 4 228 19 70 21 2 110 11 142 12 8 165 45 47 5 7 97 21 600 621

Total 84 494 89 16 667 52 173 72 12 297 38 379 38 20 455 119 163 33 17 315 65 1734 1799




Groups Printed- Passenger Vehicles - Buses - Trucks/Heavy VehiclesW 117 ST


WestboundW 117 ST



03:00 PM 23 178 32 6 233 12 79 23 7 114 10 140 9 15 159 41 49 6 3 96 31 602 63303:15 PM 34 211 39 6 284 13 68 36 4 117 8 140 18 9 166 40 63 9 6 112 25 679 70403:30 PM 26 237 43 7 306 19 84 29 1 132 6 144 20 6 170 41 73 11 3 125 17 733 75003:45 PM 27 217 53 16 297 33 72 26 2 131 7 140 23 2 170 35 75 8 8 118 28 716 744

Total 110 843 167 35 1120 77 303 114 14 494 31 564 70 32 665 157 260 34 20 451 101 2730 2831

04:00 PM 26 202 49 6 277 24 74 20 10 118 10 148 16 9 174 34 69 12 3 115 28 684 71204:15 PM 21 239 50 8 310 19 71 38 8 128 8 155 14 4 177 38 58 11 5 107 25 722 74704:30 PM 26 214 41 6 281 23 66 32 9 121 8 160 11 2 179 41 54 8 7 103 24 684 70804:45 PM 31 208 31 14 270 18 74 31 10 123 10 184 12 8 206 33 42 9 12 84 44 683 727

Total 104 863 171 34 1138 84 285 121 37 490 36 647 53 23 736 146 223 40 27 409 121 2773 2894

05:00 PM 23 225 43 14 291 27 79 36 4 142 12 219 8 4 239 37 57 9 8 103 30 775 80505:15 PM 23 243 44 12 310 17 87 37 1 141 9 236 11 3 256 44 65 10 5 119 21 826 84705:30 PM 31 208 39 9 278 29 79 41 2 149 14 189 14 6 217 41 56 9 2 106 19 750 76905:45 PM 23 179 41 2 243 23 87 35 6 145 11 178 11 7 200 39 53 10 1 102 16 690 706

Total 100 855 167 37 1122 96 332 149 13 577 46 822 44 20 912 161 231 38 16 430 86 3041 3127

06:00 PM 21 186 45 11 252 18 66 27 9 111 13 162 7 1 182 33 56 6 0 95 21 640 66106:15 PM 20 187 44 17 251 14 48 24 4 86 11 171 11 4 193 35 57 6 2 98 27 628 655

Grand Total 915 6710 1188 276 8813 575 2168 944 124 3687 299 5716 488 167 6503 1455 2035 309 144 3799 711 22802 23513Apprch % 10.4 76.1 13.5 15.6 58.8 25.6 4.6 87.9 7.5 38.3 53.6 8.1

Total % 4 29.4 5.2 38.7 2.5 9.5 4.1 16.2 1.3 25.1 2.1 28.5 6.4 8.9 1.4 16.7 3 97Passenger Vehicles 853 6358 1146 8633 552 2085 887 3648 283 5429 459 6338 1369 1935 299 3747 0 0 22366

% Passenger Vehicles 93.2 94.8 96.5 100 95 96 96.2 94 100 95.7 94.6 95 94.1 100 95 94.1 95.1 96.8 100 95 0 0 95.1Buses 52 237 30 319 19 72 47 138 13 184 27 224 64 89 9 162 0 0 843

% Buses 5.7 3.5 2.5 0 3.5 3.3 3.3 5 0 3.6 4.3 3.2 5.5 0 3.4 4.4 4.4 2.9 0 4.1 0 0 3.6Trucks/Heavy Vehicles 10 115 12 137 4 11 10 25 3 103 2 108 22 11 1 34 0 0 304% Trucks/Heavy Vehicles 1.1 1.7 1 0 1.5 0.7 0.5 1.1 0 0.7 1 1.8 0.4 0 1.6 1.5 0.5 0.3 0 0.9 0 0 1.3




W 117 ST

LO

RA

IN A

VE

LO

RA

IN A

VE

W 117 ST

Right

1146 30 12

1188 Thru

6358 237 115

6710 Left

853 52 10

915

InOut Total7685 8357 16042 295 319 614 135 137 272

8115 16928 8813

Rig

ht

88

7

47

1

0

94

4

Th

ru

20

85

7

2

11

2

16

8

Le

ft

55

2

19

4

5

75

Ou

tT

ota

lIn

32

47

3

52

4

67

71

1

68

1

38

3

06

2

3

25

4

8

34

38

7

12

5

36

87

Left283 13 3

299

Thru5429 184 103

5716

Right459 27 2

488

Out TotalIn

7209 6171 13380 265 224 489 120 108 228

7594 14097 6503

Le

ft

13

69

6

4

22

1

45

5

Th

ru

19

35

8

9

11

2

03

5

Rig

ht

29

9

9

1

30

9

To

tal

Ou

tIn

35

14

3

60

3

71

17

1

15

1

62

2

77

2

6

34

6

0

36

55

7

45

4

37

99

11/14/2013 06:30 AM11/14/2013 06:15 PM Passenger VehiclesBusesTrucks/Heavy Vehicles

North




Groups Printed- Passenger VehiclesW 117 ST


WestboundW 117 ST



06:30 AM 15 90 8 4 113 8 20 9 2 37 2 130 13 0 145 32 33 2 0 67 6 362 36806:45 AM 13 115 15 2 143 5 21 7 0 33 0 139 8 1 147 32 31 2 2 65 5 388 393

Total 28 205 23 6 256 13 41 16 2 70 2 269 21 1 292 64 64 4 2 132 11 750 761

07:00 AM 17 153 11 5 181 5 11 17 2 33 0 124 4 5 128 31 34 4 3 69 15 411 42607:15 AM 17 167 18 8 202 11 23 15 0 49 2 201 12 0 215 38 51 5 3 94 11 560 57107:30 AM 10 211 18 5 239 5 39 12 0 56 4 190 10 2 204 45 53 6 2 104 9 603 61207:45 AM 20 201 25 4 246 3 38 10 3 51 5 190 11 8 206 49 72 7 2 128 17 631 648

Total 64 732 72 22 868 24 111 54 5 189 11 705 37 15 753 163 210 22 10 395 52 2205 2257

08:00 AM 20 222 22 2 264 7 34 14 1 55 6 139 8 2 153 38 64 8 3 110 8 582 59008:15 AM 17 173 15 3 205 9 34 14 0 57 4 148 8 3 160 39 51 5 11 95 17 517 53408:30 AM 16 136 16 7 168 6 43 16 0 65 7 129 11 1 147 38 42 5 4 85 12 465 47708:45 AM 12 130 25 2 167 14 38 13 1 65 9 108 12 1 129 37 34 3 2 74 6 435 441

Total 65 661 78 14 804 36 149 57 2 242 26 524 39 7 589 152 191 21 20 364 43 1999 2042

09:00 AM 19 97 17 4 133 10 43 18 1 71 2 92 7 2 101 36 31 3 2 70 9 375 38409:15 AM 18 100 20 6 138 8 42 18 0 68 4 94 14 4 112 25 30 6 3 61 13 379 392

*** BREAK ***Total 37 197 37 10 271 18 85 36 1 139 6 186 21 6 213 61 61 9 5 131 22 754 776

*** BREAK ***

11:00 AM 15 114 14 13 143 8 41 21 4 70 5 92 14 7 111 25 44 9 2 78 26 402 42811:15 AM 22 116 29 6 167 12 45 31 0 88 8 115 19 3 142 29 41 8 1 78 10 475 48511:30 AM 23 124 28 2 175 17 48 22 1 87 4 117 17 1 138 25 46 9 0 80 4 480 48411:45 AM 26 127 29 8 182 7 55 25 1 87 7 96 16 7 119 31 44 6 4 81 20 469 489

Total 86 481 100 29 667 44 189 99 6 332 24 420 66 18 510 110 175 32 7 317 60 1826 1886

12:00 PM 17 117 31 5 165 21 53 28 4 102 7 99 9 4 115 29 55 7 2 91 15 473 48812:15 PM 31 129 23 3 183 10 54 26 2 90 5 120 8 5 133 41 46 7 3 94 13 500 51312:30 PM 22 132 27 8 181 10 64 19 2 93 4 105 8 3 117 29 57 7 4 93 17 484 50112:45 PM 31 167 22 15 220 8 54 19 3 81 10 89 12 7 111 27 47 11 4 85 29 497 526

Total 101 545 103 31 749 49 225 92 11 366 26 413 37 19 476 126 205 32 13 363 74 1954 2028

01:00 PM 32 149 35 5 216 21 57 21 4 99 10 97 9 0 116 33 42 11 3 86 12 517 52901:15 PM 27 116 31 9 174 14 50 25 4 89 5 135 14 1 154 40 39 14 2 93 16 510 526

*** BREAK ***Total 59 265 66 14 390 35 107 46 8 188 15 232 23 1 270 73 81 25 5 179 28 1027 1055

*** BREAK ***02:15 PM 28 170 28 6 226 14 45 29 6 88 9 109 14 7 132 32 58 15 8 105 27 551 57802:30 PM 28 130 23 6 181 19 55 17 4 91 18 119 11 5 148 35 52 12 2 99 17 519 53602:45 PM 21 161 36 4 218 19 66 18 2 103 11 139 11 8 161 41 43 5 7 89 21 571 592

Total 77 461 87 16 625 52 166 64 12 282 38 367 36 20 441 108 153 32 17 293 65 1641 1706




Groups Printed- Passenger VehiclesW 117 ST


WestboundW 117 ST



03:00 PM 22 170 32 6 224 10 76 20 7 106 10 135 9 15 154 38 48 6 3 92 31 576 60703:15 PM 30 202 38 6 270 12 66 34 4 112 8 133 17 9 158 39 61 9 6 109 25 649 67403:30 PM 24 220 42 7 286 18 83 28 1 129 5 140 19 6 164 40 67 11 3 118 17 697 71403:45 PM 22 200 52 16 274 32 71 23 2 126 7 137 22 2 166 35 72 8 8 115 28 681 709

Total 98 792 164 35 1054 72 296 105 14 473 30 545 67 32 642 152 248 34 20 434 101 2603 2704

04:00 PM 24 195 47 6 266 24 72 20 10 116 10 146 16 9 172 31 68 12 3 111 28 665 69304:15 PM 20 228 48 8 296 19 71 38 8 128 8 152 14 4 174 37 54 11 5 102 25 700 72504:30 PM 25 201 41 6 267 23 64 31 9 118 7 156 11 2 174 36 52 8 7 96 24 655 67904:45 PM 31 202 31 14 264 17 73 30 10 120 10 179 11 8 200 33 40 9 12 82 44 666 710

Total 100 826 167 34 1093 83 280 119 37 482 35 633 52 23 720 137 214 40 27 391 121 2686 2807

05:00 PM 23 219 41 14 283 26 76 36 4 138 12 214 8 4 234 36 54 7 8 97 30 752 78205:15 PM 22 240 42 12 304 17 86 37 1 140 9 233 11 3 253 43 64 10 5 117 21 814 83505:30 PM 31 198 36 9 265 28 78 41 2 147 14 185 12 6 211 38 55 9 2 102 19 725 74405:45 PM 23 175 41 2 239 23 86 34 6 143 11 173 11 7 195 39 50 10 1 99 16 676 692

Total 99 832 160 37 1091 94 326 148 13 568 46 805 42 20 893 156 223 36 16 415 86 2967 3053

06:00 PM 20 177 45 11 242 18 65 27 9 110 13 162 7 1 182 33 55 6 0 94 21 628 64906:15 PM 19 184 44 17 247 14 45 24 4 83 11 168 11 4 190 34 55 6 2 95 27 615 642

Grand Total 853 6358 1146 276 8357 552 2085 887 124 3524 283 5429 459 167 6171 1369 1935 299 144 3603 711 21655 22366Apprch % 10.2 76.1 13.7 15.7 59.2 25.2 4.6 88 7.4 38 53.7 8.3

Total % 3.9 29.4 5.3 38.6 2.5 9.6 4.1 16.3 1.3 25.1 2.1 28.5 6.3 8.9 1.4 16.6 3.2 96.8




W 117 ST

LO

RA

IN A

VE

LO

RA

IN A

VE

W 117 ST

Right1146

Thru6358

Left853

InOut Total7685 8357 16042

Rig

ht

88

7

Th

ru2

08

5

Le

ft5

52

Ou

tT

ota

lIn

32

47

3

52

4

67

71

Left283

Thru5429

Right459

Out TotalIn7209 6171 13380

Le

ft1

36

9

Th

ru1

93

5

Rig

ht

29

9

To

tal

Ou

tIn

35

14

3

60

3

71

17

11/14/2013 06:30 AM11/14/2013 06:15 PM Passenger Vehicles

North




Groups Printed- BusesW 117 ST


WestboundW 117 ST



06:30 AM 1 0 0 0 1 1 2 0 0 3 1 5 0 0 6 2 3 0 0 5 0 15 1506:45 AM 1 3 0 0 4 0 1 3 0 4 0 4 0 0 4 1 1 0 0 2 0 14 14

Total 2 3 0 0 5 1 3 3 0 7 1 9 0 0 10 3 4 0 0 7 0 29 29

07:00 AM 2 5 0 0 7 1 0 1 0 2 1 8 0 0 9 1 3 1 0 5 0 23 2307:15 AM 0 7 2 0 9 0 2 5 0 7 0 8 1 0 9 0 4 1 0 5 0 30 3007:30 AM 2 2 2 0 6 0 3 1 0 4 0 12 0 0 12 1 2 1 0 4 0 26 2607:45 AM 1 2 0 0 3 0 2 1 0 3 0 14 1 0 15 2 3 0 0 5 0 26 26

Total 5 16 4 0 25 1 7 8 0 16 1 42 2 0 45 4 12 3 0 19 0 105 105

08:00 AM 0 9 2 0 11 0 3 2 0 5 1 9 1 0 11 2 3 0 0 5 0 32 3208:15 AM 0 4 1 0 5 2 4 0 0 6 0 8 0 0 8 1 0 1 0 2 0 21 2108:30 AM 2 6 0 0 8 0 6 2 0 8 0 8 2 0 10 0 2 1 0 3 0 29 2908:45 AM 2 10 4 0 16 0 2 3 0 5 0 10 0 0 10 1 5 0 0 6 0 37 37

Total 4 29 7 0 40 2 15 7 0 24 1 35 3 0 39 4 10 2 0 16 0 119 119

09:00 AM 0 9 0 0 9 0 0 2 0 2 0 12 3 0 15 1 2 0 0 3 0 29 2909:15 AM 1 7 1 0 9 3 5 0 0 8 0 1 0 0 1 1 3 1 0 5 0 23 23

*** BREAK ***Total 1 16 1 0 18 3 5 2 0 10 0 13 3 0 16 2 5 1 0 8 0 52 52

*** BREAK ***

11:00 AM 1 6 1 0 8 0 3 2 0 5 0 3 1 0 4 2 2 0 0 4 0 21 2111:15 AM 2 9 0 0 11 0 1 1 0 2 0 1 0 0 1 4 0 0 0 4 0 18 1811:30 AM 1 14 0 0 15 1 1 0 0 2 2 6 0 0 8 6 3 0 0 9 0 34 3411:45 AM 2 9 0 0 11 0 0 1 0 1 2 4 2 0 8 1 2 1 0 4 0 24 24

Total 6 38 1 0 45 1 5 4 0 10 4 14 3 0 21 13 7 1 0 21 0 97 97

12:00 PM 1 4 0 0 5 3 1 1 0 5 1 6 0 0 7 2 2 0 0 4 0 21 2112:15 PM 3 7 1 0 11 1 3 0 0 4 0 2 1 0 3 1 2 0 0 3 0 21 2112:30 PM 2 5 3 0 10 1 1 3 0 5 1 8 2 0 11 4 1 0 0 5 0 31 3112:45 PM 3 11 0 0 14 0 2 2 0 4 1 5 1 0 7 1 2 0 0 3 0 28 28

Total 9 27 4 0 40 5 7 6 0 18 3 21 4 0 28 8 7 0 0 15 0 101 101

01:00 PM 1 8 1 0 10 0 2 1 0 3 0 4 3 0 7 2 3 0 0 5 0 25 2501:15 PM 1 6 0 0 7 0 2 1 0 3 1 6 1 0 8 3 1 0 0 4 0 22 22

*** BREAK ***Total 2 14 1 0 17 0 4 2 0 6 1 10 4 0 15 5 4 0 0 9 0 47 47

*** BREAK ***02:15 PM 0 9 1 0 10 0 2 1 0 3 0 2 0 0 2 2 3 0 0 5 0 20 2002:30 PM 6 6 1 0 13 0 1 2 0 3 0 2 1 0 3 3 3 1 0 7 0 26 2602:45 PM 0 5 0 0 5 0 3 3 0 6 0 2 1 0 3 4 3 0 0 7 0 21 21

Total 6 20 2 0 28 0 6 6 0 12 0 6 2 0 8 9 9 1 0 19 0 67 67




Groups Printed- BusesW 117 ST


WestboundW 117 ST



03:00 PM 1 6 0 0 7 1 3 3 0 7 0 3 0 0 3 2 1 0 0 3 0 20 2003:15 PM 4 8 1 0 13 0 1 0 0 1 0 2 1 0 3 0 1 0 0 1 0 18 1803:30 PM 2 14 0 0 16 1 1 1 0 3 1 4 1 0 6 1 6 0 0 7 0 32 3203:45 PM 5 13 1 0 19 1 1 3 0 5 0 3 1 0 4 0 3 0 0 3 0 31 31

Total 12 41 2 0 55 3 6 7 0 16 1 12 3 0 16 3 11 0 0 14 0 101 101

04:00 PM 2 2 1 0 5 0 1 0 0 1 0 1 0 0 1 3 1 0 0 4 0 11 1104:15 PM 1 5 1 0 7 0 0 0 0 0 0 3 0 0 3 0 4 0 0 4 0 14 1404:30 PM 1 6 0 0 7 0 2 1 0 3 1 2 0 0 3 4 2 0 0 6 0 19 1904:45 PM 0 2 0 0 2 1 1 0 0 2 0 2 1 0 3 0 2 0 0 2 0 9 9

Total 4 15 2 0 21 1 4 1 0 6 1 8 1 0 10 7 9 0 0 16 0 53 53

05:00 PM 0 0 2 0 2 1 3 0 0 4 0 5 0 0 5 1 3 1 0 5 0 16 1605:15 PM 0 2 2 0 4 0 1 0 0 1 0 2 0 0 2 1 1 0 0 2 0 9 905:30 PM 0 6 2 0 8 1 1 0 0 2 0 1 2 0 3 3 1 0 0 4 0 17 1705:45 PM 0 3 0 0 3 0 1 1 0 2 0 3 0 0 3 0 3 0 0 3 0 11 11

Total 0 11 6 0 17 2 6 1 0 9 0 11 2 0 13 5 8 1 0 14 0 53 53

06:00 PM 0 5 0 0 5 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 7 706:15 PM 1 2 0 0 3 0 3 0 0 3 0 3 0 0 3 1 2 0 0 3 0 12 12

Grand Total 52 237 30 0 319 19 72 47 0 138 13 184 27 0 224 64 89 9 0 162 0 843 843Apprch % 16.3 74.3 9.4 13.8 52.2 34.1 5.8 82.1 12.1 39.5 54.9 5.6

Total % 6.2 28.1 3.6 37.8 2.3 8.5 5.6 16.4 1.5 21.8 3.2 26.6 7.6 10.6 1.1 19.2 0 100




W 117 ST

LO

RA

IN A

VE

LO

RA

IN A

VE

W 117 ST

Right30

Thru237

Left52

InOut Total295 319 614

Rig

ht

47

T

hru7

2

Le

ft19

Ou

tT

ota

lIn

16

8

13

8

30

6

Left13

Thru184

Right27

Out TotalIn265 224 489

Le

ft64

T

hru8

9

Rig

ht9

To

tal

Ou

tIn

11

5

16

2

27

7

11/14/2013 06:30 AM11/14/2013 06:15 PM Buses

North




Groups Printed- Trucks/Heavy VehiclesW 117 ST


WestboundW 117 ST



06:30 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 206:45 AM 0 2 0 0 2 0 0 2 0 2 0 1 0 0 1 0 1 0 0 1 0 6 6

Total 0 3 0 0 3 0 0 2 0 2 0 1 0 0 1 0 2 0 0 2 0 8 8

07:00 AM 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 0 0 0 0 0 0 2 207:15 AM 1 2 0 0 3 1 1 0 0 2 1 4 0 0 5 1 0 0 0 1 0 11 1107:30 AM 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 5 507:45 AM 0 2 2 0 4 0 1 0 0 1 0 6 0 0 6 2 1 0 0 3 0 14 14

Total 1 6 2 0 9 1 2 0 0 3 2 14 0 0 16 3 1 0 0 4 0 32 32

08:00 AM 1 1 0 0 2 0 1 0 0 1 0 2 0 0 2 1 1 0 0 2 0 7 708:15 AM 0 3 2 0 5 0 1 0 0 1 0 4 0 0 4 2 0 0 0 2 0 12 1208:30 AM 1 4 1 0 6 0 1 0 0 1 0 4 2 0 6 0 0 0 0 0 0 13 1308:45 AM 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3 1 0 0 4 0 7 7

Total 2 9 3 0 14 0 3 0 0 3 0 12 2 0 14 6 2 0 0 8 0 39 39

09:00 AM 0 1 0 0 1 0 0 1 0 1 0 3 0 0 3 0 1 0 0 1 0 6 609:15 AM 1 2 0 0 3 0 0 0 0 0 0 3 0 0 3 1 1 0 0 2 0 8 8

*** BREAK ***Total 1 3 0 0 4 0 0 1 0 1 0 6 0 0 6 1 2 0 0 3 0 14 14

*** BREAK ***

11:00 AM 0 5 0 0 5 1 0 1 0 2 0 3 0 0 3 0 0 0 0 0 0 10 1011:15 AM 0 1 0 0 1 0 1 0 0 1 0 6 0 0 6 2 0 0 0 2 0 10 1011:30 AM 1 1 0 0 2 0 1 0 0 1 0 2 0 0 2 3 0 0 0 3 0 8 811:45 AM 0 3 0 0 3 0 1 0 0 1 0 5 0 0 5 0 0 0 0 0 0 9 9

Total 1 10 0 0 11 1 3 1 0 5 0 16 0 0 16 5 0 0 0 5 0 37 37

12:00 PM 1 3 0 0 4 0 0 0 0 0 0 4 0 0 4 0 1 0 0 1 0 9 912:15 PM 0 3 1 0 4 0 0 1 0 1 0 2 0 0 2 0 1 0 0 1 0 8 812:30 PM 0 6 2 0 8 0 0 0 0 0 1 7 0 0 8 0 0 0 0 0 0 16 1612:45 PM 1 1 0 0 2 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 10 10

Total 2 13 3 0 18 0 0 1 0 1 1 21 0 0 22 0 2 0 0 2 0 43 43

01:00 PM 0 4 0 0 4 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 7 701:15 PM 0 5 0 0 5 0 0 0 0 0 0 5 0 0 5 1 0 0 0 1 0 11 11

*** BREAK ***Total 0 9 0 0 9 0 0 0 0 0 0 8 0 0 8 1 0 0 0 1 0 18 18

*** BREAK ***02:15 PM 1 2 0 0 3 0 0 1 0 1 0 2 0 0 2 1 0 0 0 1 0 7 702:30 PM 0 6 0 0 6 0 0 1 0 1 0 3 0 0 3 1 0 0 0 1 0 11 1102:45 PM 0 5 0 0 5 0 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 8 8

Total 1 13 0 0 14 0 1 2 0 3 0 6 0 0 6 2 1 0 0 3 0 26 26




Groups Printed- Trucks/Heavy VehiclesW 117 ST


WestboundW 117 ST



03:00 PM 0 2 0 0 2 1 0 0 0 1 0 2 0 0 2 1 0 0 0 1 0 6 603:15 PM 0 1 0 0 1 1 1 2 0 4 0 5 0 0 5 1 1 0 0 2 0 12 1203:30 PM 0 3 1 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 403:45 PM 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4

Total 0 10 1 0 11 2 1 2 0 5 0 7 0 0 7 2 1 0 0 3 0 26 26

04:00 PM 0 5 1 0 6 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 8 804:15 PM 0 6 1 0 7 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 8 804:30 PM 0 7 0 0 7 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 10 1004:45 PM 0 4 0 0 4 0 0 1 0 1 0 3 0 0 3 0 0 0 0 0 0 8 8

Total 0 22 2 0 24 0 1 1 0 2 0 6 0 0 6 2 0 0 0 2 0 34 34

05:00 PM 0 6 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 7 705:15 PM 1 1 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 3 305:30 PM 0 4 1 0 5 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 8 805:45 PM 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 3

Total 1 12 1 0 14 0 0 0 0 0 0 6 0 0 6 0 0 1 0 1 0 21 21

06:00 PM 1 4 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 506:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1

Grand Total 10 115 12 0 137 4 11 10 0 25 3 103 2 0 108 22 11 1 0 34 0 304 304Apprch % 7.3 83.9 8.8 16 44 40 2.8 95.4 1.9 64.7 32.4 2.9

Total % 3.3 37.8 3.9 45.1 1.3 3.6 3.3 8.2 1 33.9 0.7 35.5 7.2 3.6 0.3 11.2 0 100




W 117 ST

LO

RA

IN A

VE

LO

RA

IN A

VE

W 117 ST

Right12

Thru115

Left10

InOut Total135 137 272

Rig

ht

10

T

hru1

1

Le

ft4

Ou

tT

ota

lIn

23

2

5

48

Left3

Thru103

Right2

Out TotalIn120 108 228

Le

ft22

T

hru1

1

Rig

ht1

To

tal

Ou

tIn

26

3

4

60

11/14/2013 06:30 AM11/14/2013 06:15 PM Trucks/Heavy Vehicles

North

Location Direction Count Date

Weekday

average

count S.Factor

Adjusted

Vol ADT

Lorain Ave - W of 117th Eastbound 6,836 6,220

Westbound 6,569 5,980

W.117th street - N of Lorain Northbound 11,965 10,890

Southbound 10,107 9,200

Seasonal Factor for Urban Principal Arterials for the month of June, weekdays

0.91

12,200

20,090

6/9/14-

6/13/14

Page 1

Site Code: LORAIN EB

Station ID: Lorain Ave Eastbound near W 119th

Latitude: 0' 0.0000 Undefined

TMS Engineers, Inc.4547 Hudson DriveStow, Ohio 44224(330)-686-6402

Start Mon Tue Wed Thu Fri Average Sat Sun Week Time 02-Jun-14 03-Jun-14 04-Jun-14 05-Jun-14 06-Jun-14 Day 07-Jun-14 08-Jun-14 Average

12:00 AM * * * * * * 163 174 16801:00 * * * * * * 119 127 12302:00 * * * * * * 82 86 8403:00 * * * * * * 63 65 6404:00 * * * * * * 50 53 5205:00 * * * * * * 61 41 5106:00 * * * * * * 77 62 7007:00 * * * * * * 127 65 9608:00 * * * * * * 187 119 15309:00 * * * * * * 304 165 23410:00 * * * * * * 365 211 288

11:00 * * * * * * 438 230 33412:00 PM * * * * * * 415 333 374

01:00 * * * * 426 426 488 363 426

02:00 * * * * 502 502 478 369 45003:00 * * * * 468 468 448 351 42204:00 * * * * 515 515 427 336 42605:00 * * * * 529 529 412 337 426

06:00 * * * * 551 551 405 338 43107:00 * * * * 410 410 359 252 34008:00 * * * * 374 374 366 268 33609:00 * * * * 341 341 320 214 29210:00 * * * * 280 280 268 200 24911:00 * * * * 187 187 220 131 179

Day Total 0 0 0 0 4583 4583 6642 4890 6068 % Avg.WkDay

0.0% 0.0% 0.0% 0.0% 100.0%

% Avg.Week

0.0% 0.0% 0.0% 0.0% 75.5% 75.5% 109.5% 80.6%

AM Peak - - - - - - - - 11:00 11:00 - 11:00 - -Vol. - - - - - - - - 438 230 - 334 - -

PM Peak - - - - 18:00 - 18:00 - 13:00 14:00 - 14:00 - -Vol. - - - - 551 - 551 - 488 369 - 450 - -

Page 2

Site Code: LORAIN EB

Station ID: Lorain Ave Eastbound near W 119th




12:00 AM 91 101 109 99 130 106 178 * 11801:00 63 57 62 54 73 62 110 * 7002:00 32 35 35 52 61 43 75 * 4803:00 27 23 34 32 42 32 37 * 3204:00 54 46 56 55 57 54 55 * 5405:00 126 127 126 135 121 127 61 * 11606:00 217 221 212 252 241 229 75 * 20307:00 303 325 331 318 328 321 149 * 29208:00 268 299 310 306 294 295 205 * 28009:00 270 283 306 297 347 301 309 * 30210:00 343 324 311 342 356 335 373 * 342

11:00 345 333 403 394 392 373 451 * 38612:00 PM 428 386 448 446 418 425 474 * 433

01:00 403 402 410 452 460 425 333 * 410

02:00 441 423 470 473 471 456 * * 456

03:00 456 425 485 454 554 475 * * 47504:00 469 449 462 460 535 475 * * 475

05:00 440 436 489 468 485 464 * * 46406:00 405 434 433 470 507 450 * * 45007:00 345 338 382 385 410 372 * * 37208:00 339 325 315 324 359 332 * * 33209:00 273 273 289 325 352 302 * * 30210:00 224 220 186 230 261 224 * * 22411:00 146 125 139 166 214 158 * * 158


95.2% 93.8% 99.5% 102.2% 109.2%

% Avg.Week

95.8% 94.3% 100.1% 102.9% 109.9% 100.6% 42.5% 0.0%

AM Peak 11:00 11:00 11:00 11:00 11:00 - 11:00 - 11:00 - - 11:00 - -Vol. 345 333 403 394 392 - 373 - 451 - - 386 - -

PM Peak 16:00 16:00 17:00 14:00 15:00 - 15:00 - 12:00 - - 15:00 - -Vol. 469 449 489 473 554 - 475 - 474 - - 475 - -

GrandTotal

6508 6410 6803 6989 12051 11419 9527 4890 12862

Page 1

Site Code: LORAIN WB

Station ID: Lorain Ave heading westbound near W 117th




12:00 AM * * * * * * 168 199 18401:00 * * * * * * 106 118 11202:00 * * * * * * 90 103 9603:00 * * * * * * 69 63 6604:00 * * * * * * 46 61 5405:00 * * * * * * 50 45 4806:00 * * * * * * 76 51 6407:00 * * * * * * 90 64 7708:00 * * * * * * 157 67 11209:00 * * * * * * 236 152 19410:00 * * * * * * 310 188 249

11:00 * * * * * * 370 219 29412:00 PM * * * * * * 430 300 365

01:00 * * * * 399 399 453 336 39602:00 * * * * 462 462 422 342 409

03:00 * * * * 474 474 413 343 41004:00 * * * * 504 504 383 325 40405:00 * * * * 490 490 370 297 38606:00 * * * * 398 398 389 273 35307:00 * * * * 426 426 344 233 33408:00 * * * * 398 398 330 252 32709:00 * * * * 347 347 280 219 28210:00 * * * * 258 258 259 158 22511:00 * * * * 190 190 216 118 175


0.0% 0.0% 0.0% 0.0% 100.0%

% Avg.Week

0.0% 0.0% 0.0% 0.0% 77.4% 77.4% 107.9% 80.6%

AM Peak - - - - - - - - 11:00 11:00 - 11:00 - -Vol. - - - - - - - - 370 219 - 294 - -

PM Peak - - - - 16:00 - 16:00 - 13:00 15:00 - 15:00 - -Vol. - - - - 504 - 504 - 453 343 - 410 - -

Page 2

Site Code: LORAIN WB

Station ID: Lorain Ave heading westbound near W 117th




12:00 AM 95 93 97 125 165 115 199 * 12901:00 47 56 86 80 88 71 120 * 8002:00 28 42 58 63 59 50 96 * 5803:00 24 30 30 46 40 34 65 * 3904:00 30 38 47 37 47 40 53 * 4205:00 51 55 58 60 63 57 43 * 5506:00 87 91 122 108 120 106 62 * 9807:00 141 166 189 198 185 176 102 * 16408:00 179 203 256 236 235 222 166 * 21209:00 260 219 292 238 293 260 272 * 262

10:00 314 270 358 306 360 322 372 * 330

11:00 302 267 414 385 424 358 388 * 36312:00 PM 371 358 445 489 471 427 418 * 425

01:00 384 400 446 464 477 434 197 * 39502:00 384 413 502 468 479 449 * * 449

03:00 459 454 559 469 551 498 * * 498

04:00 507 540 544 518 475 517 * * 51705:00 439 492 492 555 504 496 * * 49606:00 417 465 456 463 518 464 * * 46407:00 340 371 371 424 463 394 * * 39408:00 263 349 352 358 422 349 * * 34909:00 258 284 292 310 356 300 * * 30010:00 220 234 235 287 301 255 * * 25511:00 128 165 169 189 223 175 * * 175


87.2% 92.2% 104.6% 104.7% 111.4%

% Avg.Week

87.5% 92.5% 104.9% 105.0% 111.8% 100.3% 39.0% 0.0%

AM Peak 10:00 10:00 11:00 11:00 11:00 - 11:00 - 11:00 - - 11:00 - -Vol. 314 270 414 385 424 - 358 - 388 - - 363 - -

PM Peak 16:00 16:00 15:00 17:00 15:00 - 16:00 - 12:00 - - 16:00 - -Vol. 507 540 559 555 551 - 517 - 418 - - 517 - -

GrandTotal

5728 6055 6870 6876 11665 10915 8610 4526 12165

Page 1

Site Code: W 117 NB

Station ID: W 117 NB near Lorain Ave




12:00 AM * * * * * * 292 297 29401:00 * * * * * * 199 221 21002:00 * * * * * * 143 155 14903:00 * * * * * * 126 125 12604:00 * * * * * * 97 84 9005:00 * * * * * * 127 75 10106:00 * * * * * * 190 110 15007:00 * * * * * * 290 165 22808:00 * * * * * * 383 246 31409:00 * * * * * * 525 323 42410:00 * * * * * * 636 426 531

11:00 * * * * * * 762 450 60612:00 PM * * * * 663 663 733 549 648

01:00 * * * * 674 674 777 655 702

02:00 * * * * 815 815 772 679 75503:00 * * * * 778 778 734 586 69904:00 * * * * 881 881 749 614 748

05:00 * * * * 948 948 712 611 75706:00 * * * * 941 941 702 585 74307:00 * * * * 774 774 671 487 64408:00 * * * * 675 675 593 457 57509:00 * * * * 623 623 541 428 53110:00 * * * * 469 469 482 363 43811:00 * * * * 419 419 398 282 366


0.0% 0.0% 0.0% 0.0% 100.0%

% Avg.Week

0.0% 0.0% 0.0% 0.0% 80.0% 80.0% 107.4% 82.9%

AM Peak - - - - - - - - 11:00 11:00 - 11:00 - -Vol. - - - - - - - - 762 450 - 606 - -

PM Peak - - - - 17:00 - 17:00 - 13:00 14:00 - 17:00 - -Vol. - - - - 948 - 948 - 777 679 - 757 - -

Page 2

Site Code: W 117 NB

Station ID: W 117 NB near Lorain Ave




12:00 AM 161 195 204 181 234 195 297 * 21201:00 123 113 112 126 124 120 204 * 13402:00 66 82 83 89 110 86 124 * 9203:00 42 59 65 67 77 62 96 * 6804:00 103 112 111 106 112 109 96 * 10705:00 259 269 253 264 250 259 141 * 23906:00 476 498 490 512 460 487 196 * 439

07:00 629 660 646 645 650 646 307 * 59008:00 606 596 606 607 546 592 403 * 56109:00 516 557 576 610 564 565 509 * 55510:00 576 544 533 571 575 560 645 * 574

11:00 573 552 624 650 678 615 727 * 63412:00 PM 666 660 686 671 688 674 730 * 684

01:00 685 669 693 683 699 686 138 * 59402:00 694 666 696 698 700 691 * * 69103:00 736 733 762 747 879 771 * * 77104:00 785 784 780 853 789 798 * * 798

05:00 874 828 849 891 925 873 * * 87306:00 733 782 767 835 843 792 * * 79207:00 609 637 627 619 699 638 * * 63808:00 509 510 578 555 607 552 * * 55209:00 492 503 498 485 579 511 * * 51110:00 370 380 350 370 462 386 * * 38611:00 256 229 263 331 404 297 * * 297


96.4% 97.1% 99.1% 101.7% 105.8%

% Avg.Week

97.9% 98.5% 100.5% 103.2% 107.3% 101.5% 39.1% 0.0%

AM Peak 07:00 07:00 07:00 11:00 11:00 - 07:00 - 11:00 - - 11:00 - -Vol. 629 660 646 650 678 - 646 - 727 - - 634 - -

PM Peak 17:00 17:00 17:00 17:00 17:00 - 17:00 - 12:00 - - 17:00 - -Vol. 874 828 849 891 925 - 873 - 730 - - 873 - -

GrandTotal

11539 11618 11852 12166 21314 20625 16247 8973 22621

Page 1

Site Code: W 117 SB

Station ID: W 117th Southbound near Triskett Rd




12:00 AM * * * * * * 343 355 34901:00 * * * * * * 246 232 23902:00 * * * * * * 182 207 19403:00 * * * * * * 139 160 15004:00 * * * * * * 91 85 8805:00 * * * * * * 82 76 7906:00 * * * * * * 182 92 13707:00 * * * * * * 247 140 19408:00 * * * * * * 412 216 31409:00 * * * * * * 528 342 43510:00 * * * * * * 681 423 552

11:00 * * * * * * 741 482 61212:00 PM * * * * 775 775 793 584 717

01:00 * * * * 756 756 752 661 723

02:00 * * * * 827 827 816 643 76203:00 * * * * 827 827 803 647 759

04:00 * * * * 877 877 747 678 76705:00 * * * * 823 823 750 639 73706:00 * * * * 754 754 717 622 69807:00 * * * * 678 678 625 475 59308:00 * * * * 674 674 600 493 58909:00 * * * * 653 653 607 470 57710:00 * * * * 572 572 550 354 49211:00 * * * * 474 474 430 250 385


0.0% 0.0% 0.0% 0.0% 100.0%

% Avg.Week

0.0% 0.0% 0.0% 0.0% 78.0% 78.0% 108.3% 83.7%

AM Peak - - - - - - - - 11:00 11:00 - 11:00 - -Vol. - - - - - - - - 741 482 - 612 - -

PM Peak - - - - 16:00 - 16:00 - 14:00 16:00 - 16:00 - -Vol. - - - - 877 - 877 - 816 678 - 767 - -

Page 2

Site Code: W 117 SB

Station ID: W 117th Southbound near Triskett Rd




12:00 AM 185 164 212 232 120 183 99 * 16901:00 101 100 142 150 117 122 103 * 11902:00 71 78 94 113 77 87 118 * 9203:00 47 63 62 63 73 62 98 * 6804:00 68 62 83 67 46 65 67 * 6605:00 144 149 167 144 107 142 50 * 12706:00 325 322 329 278 184 288 89 * 254

07:00 609 624 646 530 379 558 115 * 484

08:00 729 652 678 487 338 577 161 * 50809:00 551 567 605 399 323 489 229 * 44610:00 524 557 620 342 376 484 151 * 428

11:00 563 611 602 381 412 514 230 * 466

12:00 PM 745 662 692 528 393 604 114 * 52201:00 701 740 672 480 412 601 * * 601

02:00 703 700 731 441 610 637 * * 637

03:00 828 788 770 536 477 680 * * 68004:00 776 763 708 483 481 642 * * 64205:00 769 784 696 532 503 657 * * 657

06:00 744 681 826 422 520 639 * * 63907:00 610 639 690 367 418 545 * * 54508:00 564 569 656 339 266 479 * * 47909:00 557 601 549 367 204 456 * * 45610:00 448 425 424 284 164 349 * * 34911:00 278 296 340 177 143 247 * * 247


115.2% 114.7% 118.7% 80.6% 70.7%

% Avg.Week

120.2% 119.8% 123.9% 84.1% 73.8% 104.4% 16.8% 0.0%

AM Peak 08:00 08:00 08:00 07:00 11:00 - 08:00 - 11:00 - - 08:00 - -Vol. 729 652 678 530 412 - 577 - 230 - - 508 - -

PM Peak 15:00 15:00 18:00 15:00 14:00 - 15:00 - 12:00 - - 15:00 - -Vol. 828 788 826 536 610 - 680 - 114 - - 680 - -

GrandTotal

11640 11597 11994 8142 15833 18797 13688 9326 20823

1

Ashley M Hilyard

From: Lori J Duguid

Sent: Wednesday, February 12, 2014 9:17 AM

To: Ashley M Hilyard

Subject: FW: District 12 growth rate request

Follow Up Flag: Follow up

Flag Status: Flagged

From: [email protected] [mailto:[email protected]] Sent: Tuesday, January 07, 2014 6:52 PM

To: Lori J Duguid Cc: [email protected]

Subject: District 12 growth rate request

Lori The growth rates for use at the study locations. Scott Scott Knebel, P.E. Managing Principal (937) 259-5067 (937) 776-1040 cell **NEW NUMBER** [email protected]

Improving the quality of life Please consider the environment before printing this email.

----- Forwarded by Scott Knebel/Ljbinc on 01/07/2014 06:50 PM ----- From: Mahmoud Al-lozi <[email protected]> To: "[email protected]" <[email protected]> Cc: "[email protected]" <[email protected]>, "[email protected]" <[email protected]> Date: 12/27/2013 11:29 AM Subject: RE: District 12 growth rate request

Sorry I missed the name of SR-306, should be Broadmoor not Reynolds Road. Nothing changes just the name Here is the corrected table

Safety Studies Forecasts

Traffic 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

2

Broadmoor Road from North 1.11

SR-84 From East 1.09

SR-84 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 (SR-176) 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





From: Mahmoud Al-lozi

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

Cc: [email protected]; [email protected]

Subject: 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

SR-306 / SR-84 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-Lozi Principal Planning Engineer NOACA 1299 Superior Ave Cleveland, Ohio 44114 216-241-2414 ext 270 Direct 216-367-4007

3

Safety Studies Forecasts Traffic 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

SR-84 From East 1.09

SR-84 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 (SR-176) from south 1.00

Brookpark Road from west 1.00

Brookpark Road from east 1.00

W.117th and Lorain Intersection





W.150th and Lorain





From: [email protected] [mailto:[email protected]] Sent: Sunday, November 24, 2013 7:16 PM

To: Mahmoud Al-lozi Cc: [email protected]; [email protected]

Subject: 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

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]

Improving the quality of life Please consider the environment before printing this email.

From: "Blayney, Brian" <[email protected]> To: "[email protected]" <[email protected]> Date: 11/21/2013 03:47 PM Subject: FW: Lorain Avenue Traffic Counts

Scott, Transystems has provided their count data for 2 CUY-10 intersections for 2012 formal study locations. Please advise if you

encounter any problems with the data.

Brian --------------------------------------------------------- Brian Blayney, PE, Traffic Planning Engineer ODOT District 12 Planning Department 5500 Transportation Blvd, Garfield Hts, OH 44125 Phone (216) 584-2102, Fax (216) 584-2279 e-mail: [email protected] From: [email protected] [mailto:[email protected]] Sent: Thursday, November 21, 2013 2:23 PM

To: Blayney, Brian

Cc: [email protected]; [email protected]; [email protected] Subject: FW: Lorain Avenue Traffic Counts

5

Brian, Attached is the recent traffic count information that you requested for the West 150

th St. and West 117

th St. intersections at Lorain

Ave. Let us know if you have any questions DAVE From: CO-Aaron Grilliot Sent: Thursday, November 21, 2013 2:03 PM

To: CL-David Weglicki Subject: Lorain Avenue Traffic Counts Dave, Attached (in PDF and Petra Pro file formats) are the intersection turning movement counts from Lorain Avenue at West 117th and West 150th. The counts were performed to collect data during the morning, midday and evening peak periods. West 117th was counted on 11/14. West 150th was a split count with the PM peak collected on 11/6 and the AM and midday time periods being counted on 11/13. Please pass these counts on to ODOT for use in their project. Thank you. Aaron Aaron G. Grilliot PE, PTOE Manager of Traffic Engineering Services

TranSystems 1105 Schrock Road, Suite 400 Columbus, OH 43229 Main: 614-433-7800 Direct: 614-433-7808 Fax: 614-846-2602 Cell: 614-578-5170 www.transystems.com

Note: The information contained in this transmission as well as all documents transmitted herewith are privileged and confidential information. This information is intended only for the use of the individual or entity to whom it was sent, and the recipient is obliged to protect this information as appropriate. If the recipient of the e-mail, and/or the documents attached is not the intended recipient, you are hereby notified that any dissemination, distribution or reproduction, copy, or storage of this communication is strictly prohibited. Thank you.[attachment "w150-lorain 11-13-13 AM_Midday_FINAL.pdf" deleted by Scott Knebel/Ljbinc] [attachment "w117-lorain 11-14-13_final.ppd" deleted by Scott Knebel/Ljbinc] [attachment "W117-Lorain 11-14-13_FINAL.pdf" deleted by Scott Knebel/Ljbinc] [attachment "W150-Lorain 11-6-13 PM_FINAL.pdf" deleted by Scott Knebel/Ljbinc] [attachment "W150-Lorain 11-6-13 PM.ppd" deleted by Scott Knebel/Ljbinc] [attachment "w150-lorain 11-13-13 AM_Midday.ppd" deleted by Scott Knebel/Ljbinc]

INTER-OFFICE COMMUNICATION

TO: Brian Blayney, P.E., Traffic Planning Engineer FROM: Bryan Raderstorf, Office of Statewide Planning and Research SUBJECT: CUY-10-10.17, PID 84289 DATE: June 27, 2014 In reply to a request received February 10, 2014, plates are provided showing 2016 ADT, A.M. and P.M. DHV turning movement volumes using the newer traffic counts and K recommendation from the consultant (Hatch Mott MacDonald) at the SR-10 and W. 117th St intersection. The travel demand model shows no growth in the project area, so opening year volumes only are provided. K & D factors can be calculated from the plates as needed. Truck factors are shown on a separate plates.

If you have any questions, please contact me at (614) 752-5736. c: M. Byram, OSPR – File

APPENDIX C

CRASH DIAGRAMS

�

3:00 SAT 03/27/2010

1:00 SU

N 10/30/2011 14:00 TUE 06/19/2012

16:00 THU 11/08/2012

5:00 MON 11/08/2010

6:00 MON 11/08/2010

0:00 SAT 09/11/2010

8:00 SAT 05/19/2012

7:00 TUE 11/01/2011

19:00 THU 12/23/2010

21:00 SAT 12/25/2010

14:00 SAT 11/20/2010

12:00 FRI 11/19/2010

14:00 SAT 10/30/2010

16:00 SAT 10/16/2010

15:00 MON 09/20/2010

12:00 WED 06/09/2010

16:00 THU 07/15/2010

16:00 SAT 07/10/2010

16:00 WED 05/19/2010

12:00 THU 05/27/2010

16:00 THU 04/01/2010

11:00 MON 04/12/2010

19:00 FRI 04/30/2010

17:00 FRI 04/30/2010

18:00 FRI 03/12/2010 16:00 SAT 01/30/2010

18:00 SAT 01/09/2010

15:00 SAT 01/09/2010

13:00 WED 10/24/2012

11:00 TUE 05/29/2012

15:00 FRI 07/13/201216:00 M

ON 03/19/2012

17:00 SAT 03/17/2012

12:00 MON 01/09/2012

12:00 SAT 02/04/2012

17:00 TUE 03/13/2012

12:00 THU 05/03/2012

16:0

0 F

RI 0

7/1

3/2

01

211:00 SAT 02/04/2012

21:00 SAT 03/17/2012

15:00 MON 02/27/2012

15:00 FRI 07/29/2011

21:00 WED 07/13/2011

18:00 MON 07/04/2011

20:00 THU 07/07/2011

21:00 WED 04/13/2011

10:00 FRI 03/25/2011

16:00 FRI 08/12/2011

15:0

0 M

ON

05/2

3/2

011

13:00 SAT 04/23/2011

15:00 THU 11/10/2011

19:00 SAT 10/29/2011

15:00 THU

11/03/2011

11:00 THU 09/29/2011

13:00 THU 06/16/2011

15:00 SUN 08/19/2012

8:00 WED 12/08/2010 SNOW

19:00 WED 08/18/2010

21:00 MON 05/17/2010 W

ET

16:00 SAT 06/02/2012 WET

10:00 WED 10/31/2012 WET

17:00 FRI 10/05/2012 WET

12:00 TUE 05/03/2011 WET

10:00 FRI 03/11/2011 WET

23:00 THU 01/27/2011 WET

17:00 SA

T 12/17/2011 IC

E

15:00 WED 09/21/2011 W

ET

19:00 SUN 10/02/2011 WET

18:00 SUN 12/04/2011 WET

15:00 SAT 12/17/2011 SNOW

18:00 WED

10/13/2010 DU

SK

20:00 SAT 05/22/2010 DUSK

20:00 SAT 05/22/2010 DUSK

22:00 TUE 01/05/2010 SNOW

21:00 FR

I 01/20/2012 SN

OW

17:00 MON 01/02/2012 SNOW

17:00 MON 01/02/2012 SNOW

16:00 SAT 02/05/2011 SNOW

17:00 THU 02/03/2011 WET DUSK

117

LORAIN

FIDE

LITY

GE

RA

LDIN

E

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 VEHICLEBACKING VEHICLENON-INVOLVED VEH.PEDESTRIANPARKED VEHICLEFIXED OBJECTFATAL CRASHINJURY CRASH

NUMBER OF CRASHESPROPERTY DAMAGE ONLY

INJURY OR FATAL

TOTAL CRASHES DATE:

PAGE:

COLLISION DIAGRAMINTERSECTION

PERIOD

CITY

FROM

AT

TO

ROUTE NUMBERof

Lorain Road (SR-10) W. 117th Street (CR-252)

2012

State Route 10 (CUY-10-11.94)

3 YEARS 2010

Cleveland, Ohio (ODOT District 12)12/30/13

01 02

50

29

79

Service Layer Credits: Source: Esri, i-cubed, USDA, USGS, AEX, GeoEye, Getmapping, Aerogrid, IGN, IGP, and the GIS User CommunitySources: Esri, DeLorme, NAVTEQ, TomTom, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), and the GIS User Community

KEY MAP

17:0

0 T

HU

08

/09

/20

12

10:0

0 W

ED

10/3

1/2

01

2 W

ET

117

GERALDINE

118

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 VEHICLEBACKING VEHICLENON-INVOLVED VEH.PEDESTRIANPARKED VEHICLEFIXED OBJECTFATAL CRASHINJURY CRASH

NUMBER OF CRASHESPROPERTY DAMAGE ONLY

INJURY OR FATAL

TOTAL CRASHES DATE:

PAGE:

COLLISION DIAGRAMINTERSECTION

PERIOD

CITY

FROM

AT

TO

ROUTE NUMBERof

Lorain Road (SR-10) W. 117th Street (CR-252)

2012

State Route 10 (CUY-10-11.94)

3 YEARS 2010

Cleveland, Ohio (ODOT District 12)12/30/13

02 02

01

01

02

Service Layer Credits: Source: Esri, i-cubed, USDA, USGS, AEX, GeoEye, Getmapping, Aerogrid, IGN, IGP, and the GIS User CommunitySources: Esri, DeLorme, NAVTEQ, TomTom, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Japan, METI, Esri China (Hong Kong), and the GIS User Community

KEY MAP

1:00 SUN 10/30/2011

14:00 SAT 10/30/2010

12:00 WED 06/09/2010

12:0

0 TH

U 0

5/27

/201

0

12:00 SAT 02/04/2012

21:00 WED 04/13/2011

13:00 THU 06/16/2011

12:00 TUE 05/03/2011 WET

20:00 SAT 05/22/2010 DUSK20:00 SAT 05/22/2010 DUSK

22:00 TUE 01/05/2010 SNOW

LORAIN11

8

118

APPENDIX D

PROPOSED ALTERNATIVE -

SIGNING & PAVEMENT

MARKING PLAN

APPENDIX E

CAPACITY ANALYSISREPORTS

�

1

CAPACITY ANALYSIS

Traffic operations were analyzed using Synchro Version 8 (results were output to HCM 2010 methodology) to assess the traffic performance and operational efficiency of the intersection of West 117th Street and Lorain Avenue (CUY-10).

The analysis results include the approach delay (measured in seconds of delay), volume-capacity (v/c) ratio, and level of service (LOS) for each approach as well as the overall intersection. Average delay is an indication of the expected delay that would typically be experienced in the lane, on the approach, or at the intersection. A v/c ratio that is less than 1.0 indicates that the lane is operating below capacity. A v/c ratio of 1.0 indicates that the lane is operating at capacity and a v/c greater than 1.0 indicates over-capacity conditions. Level of service (LOS) is a grading scale based upon average delay, with LOS A representing free-flow conditions, LOS E representing at or near capacity and LOS F representing over-capacity. The specific delay thresholds for assessing intersection performance are provided by the Transportation Research Board in the Highway Capacity Manual, as shown in Table A.

TABLE A: LEVELS OF SERVICE THRESHOLDS FOR SIGNALIZED INTERSECTIONS

LOS CONTROL DELAY (x) (SECONDS/VEHICLE)

A x < 10

B 10 < x < 20

C 20 < x < 35

D 35 < x < 55

E 55 < x < 80

F 80 < x

Traffic signal operation was evaluated at the West 117th Street and Lorain Avenue intersection using the existing signal timing with the 2013 Existing Year traffic volumes for the AM and PM peak hours. The intersection is coordinated with adjacent signalized intersections along West 117th Street, so the existing cycle length was maintained for the future year analysis. Based upon the clearance calculation results, it is recommended to increase the all red clearance time for all phases to 2 seconds.

The volume distribution on the eastbound approach causes the through-left turn lane to function as a defacto left turn lane for capacity analysis purposes. The existing condition analysis assumed the eastbound configuration as left turn lane and shared through-right turn lane. The following future analysis scenarios were also evaluated:

Build Alternative 1: 3 Lane section on Lorain Avenue

Modified lane use on Lorain Avenue: EB (L-TR), WB (L-TR)

Existing cycle length and optimized splits

EB left turns are protected/permissive, WB left turns are permissive only

Build Alternative 2: 3 lane section with right turns lanes on Lorain Avenue

Modified lane use on Lorain Avenue: EB (L-T-R), WB (L-T-R)



2

Build Alternative 3: 5 lane section on Lorain Avenue

Modified lane use on Lorain Avenue: EB (L-T-TR), WB (L-T-TR)



The results of the capacity analysis are shown in Tables B and C. The detailed reports are also appended.

TABLE B: AM PEAK HOUR CAPACITY ANALYSIS RESULTS

Existing Configuration*

Alternative 1: EBLT & WBLT

(3‐Lane)

Alternative 2 : EB & WB ‐ RT and LT Lanes (3‐Lane)


(5‐Lane)

LOS DELAY V/C LOS DELAY V/C LOS DELAY V/C LOS DELAY V/C

Wes

t 117

th S

tree

t and

Lor

ain

Ave

nue

EB

LT C 20.1 0.37 C 21.4 0.41 C 23.2 0.40 C 22.3 0.39

TH C 23.5 0.44 C 24.4 0.45

C 24.8 0.41 C 21.2 0.23

RT B 19.5 0.05

APP C 22.2 C 23.2 C 23.9 C 21.6

WB

LT

C 30.1 0.30

C 28.8 0.09 C 30.3 0.09 C 30.4 0.10

TH D 36.4 0.50

C 34.5 0.36 C 31.6 0.26

RT C 31.1 0.16

APP C 30.1 D 35.6 C 33.1 C 31.5

NB

LT C 30.8 0.16 C 29.2 0.15 C 28.3 0.14 C 27.9 0.14

TH-RT D 36.4 0.73 C 34.6 0.71 C 33.6 0.69 C 32.8 0.68

APP D 36.2 C 34.5 C 33.4 C 32.6

SB

LT C 21.4 0.35 C 20.6 0.35 B 19.7 0.34 B 18.8 0.32

TH-RT C 27.0 0.67 C 26.1 0.66 C 24.2 0.64 C 24.2 0.64

APP C 26.6 C 25.7 C 23.9 C 23.8

OVERALL C 29.4 C 29.1 C 27.9 C 27.0

*EBLT was analyzed as a dedicated left turn lane, per HCM requirement for defacto left turn lane. Capacity analysis was conducted using Synchro 8. Results were exported to HCS 2010 methodology.

3

TABLE B: PM PEAK HOUR CAPACITY ANALYSIS RESULTS

Existing Configuration*


(3‐Lane)

Alternative 2 : EB & WB ‐ RT and LT Lanes (3‐Lane)


(5‐Lane)

LOS DELAY V/C LOS DELAY V/C LOS DELAY V/C LOS DELAY V/C

Wes

t 117

th S

tree

t and

Lor

ain

Ave

nue

EB

LT C 23.2 0.51 C 30.1 0.66 C 26.5 0.54 C 30.4 0.56

TH C 25.2 0.51 C 21.8 0.47

C 23.3 0.36 C 24.5 0.29

RT C 20.2 0.15

APP C 24.5 C 24.6 C 23.8 C 26.5

WB

LT

D 45.8 0.82

C 26.9 0.28 C 32.3 0.31 D 43.4 0.45

TH E 61.9 0.95

D 45.1 0.74 D 45.9 0.73

RT C 32.6 0.37

APP D 45.8 E 56.2 D 39.7 D 45.5

NB

LT E 55.4 0.53 F 86.5 0.71 D 45.8 0.48 C 34.0 0.37

TH-RT D 41.8 0.83 D 50.1 0.90 D 36.3 0.76 C 31.0 0.69

APP D 42.5 D 51.9 D 36.8 C 31.2

SB

LT C 27.2 0.54 D 39.4 0.65 C 28.6 0.57 C 20.7 0.47

TH-RT C 30.7 0.78 D 37.4 0.86 C 28.4 0.76 C 23.1 0.69

APP C 30.4 D 37.5 C 28.4 C 22.9

OVERALL D 35.9 D 43.2 C 32.2 C 30.0

*EBLT was analyzed as a dedicated left turn lane, per HCM requirement for defacto left turn lane. Capacity analysis was conducted using Synchro 8. Results were exported to HCS 2010 methodology.

Existing: The intersection currently operates at LOS D or better on all movements and approaches with one exception. During PM peak hour conditions, northbound left turn movement operates at LOS E, all other movements operate at LOS D or better. Alternative 1: The overall intersection is expected to experience increased delay during PM peak when compared to the existing conditions. During PM peak hour conditions, northbound left turn movement operates at LOS F and westbound shared through/right movement operates at LOS E, all other movements operate at LOS D or better. The AM peak hour operating conditions are similar to the existing conditions. Alternatives 2 and 3: The LOS on all movements and approaches are expected to be ‘C’ or ‘D’ during AM and PM peak hours.

Timings

3: W. 117th St. & Lorain Ave 3/5/2015

2013 AM_defacto EBLT 3/6/2014 Existing Synchro 8 Report

LJD Page 1

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT

Lane Configurations

Volume (vph) 180 255 25 145 20 780 70 830

Turn Type pm+pt NA Perm NA Perm NA pm+pt NA

Protected Phases 5 2 6 8 7 4

Permitted Phases 2 6 8 4

Detector Phase 5 2 6 6 8 8 7 4

Switch Phase

Minimum Initial (s) 5.0 10.0 10.0 10.0 24.0 24.0 6.0 24.0

Minimum Split (s) 10.0 30.0 30.0 30.0 30.0 30.0 11.0 30.0

Total Split (s) 15.0 55.0 40.0 40.0 41.0 41.0 14.0 55.0

Total Split (%) 13.6% 50.0% 36.4% 36.4% 37.3% 37.3% 12.7% 50.0%

Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 3.0 4.0

All-Red Time (s) 1.0 2.0 2.0 2.0 2.0 2.0 1.0 2.0

Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Lost Time (s) 4.0 6.0 6.0 6.0 6.0 4.0 6.0

Lead/Lag Lead Lag Lag Lag Lag Lead

Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes

Recall Mode Max Max Max Max C-Max C-Max None C-Max

Act Effct Green (s) 51.0 49.0 34.0 38.8 38.8 51.0 49.0

Actuated g/C Ratio 0.46 0.45 0.31 0.35 0.35 0.46 0.45

v/c Ratio 0.37 0.44 0.30 0.16 0.73 0.35 0.67

Control Delay 20.1 23.5 30.1 30.8 36.4 21.4 27.0

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 20.1 23.5 30.1 30.8 36.4 21.4 27.0

LOS C C C C D C C

Approach Delay 22.2 30.1 36.2 26.6

Approach LOS C C D C

Intersection Summary

Cycle Length: 110

Actuated Cycle Length: 110

Offset: 0 (0%), Referenced to phase 4:SBTL and 8:NBTL, Start of Green

Natural Cycle: 85

Control Type: Actuated-Coordinated

Maximum v/c Ratio: 0.73

Intersection Signal Delay: 29.4 Intersection LOS: C

Intersection Capacity Utilization 105.9% ICU Level of Service G

Analysis Period (min) 15

Splits and Phases: 3: W. 117th St. & Lorain Ave

Timings

3: W. 117th St. & Lorain Ave 3/5/2015

2013 AM_3-LANE 3/6/2014 ALT 1 Synchro 8 Report

LJD Page 1


Lane Configurations

Volume (vph) 180 255 25 145 20 780 70 830





Switch Phase


Minimum Split (s) 10.0 30.0 30.0 30.0 30.0 30.0 11.0 30.0

Total Split (s) 15.0 54.0 39.0 39.0 43.0 43.0 13.0 56.0

Total Split (%) 13.6% 49.1% 35.5% 35.5% 39.1% 39.1% 11.8% 50.9%

Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 3.0 4.0

All-Red Time (s) 1.0 2.0 2.0 2.0 2.0 2.0 1.0 2.0

Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Lost Time (s) 4.0 6.0 6.0 6.0 6.0 6.0 4.0 6.0




Act Effct Green (s) 50.0 48.0 33.0 33.0 40.1 40.1 52.0 50.0

Actuated g/C Ratio 0.45 0.44 0.30 0.30 0.36 0.36 0.47 0.45

v/c Ratio 0.41 0.45 0.09 0.50 0.15 0.71 0.35 0.66

Control Delay 21.4 24.4 28.8 36.4 29.2 34.6 20.6 26.1

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 21.4 24.4 28.8 36.4 29.2 34.6 20.6 26.1

LOS C C C D C C C C

Approach Delay 23.2 35.6 34.5 25.7

Approach LOS C D C C


Cycle Length: 110



Natural Cycle: 85




Intersection Capacity Utilization 94.3% ICU Level of Service F



Timings

3: W. 117th St. & Lorain Ave 3/5/2015

2013 AM_3-LANE+EBR/WBR 3/6/2014 ALT 2 Synchro 8 Report

LJD Page 1

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT

Lane Configurations

Volume (vph) 180 255 30 25 145 60 20 780 70 830

Turn Type pm+pt NA Perm Perm NA Perm Perm NA pm+pt NA


Permitted Phases 2 2 6 6 8 4

Detector Phase 5 2 2 6 6 6 8 8 7 4

Switch Phase

Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 24.0 24.0 6.0 24.0

Minimum Split (s) 10.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0 11.0 30.0

Total Split (s) 15.0 52.0 52.0 37.0 37.0 37.0 43.0 43.0 15.0 58.0

Total Split (%) 13.6% 47.3% 47.3% 33.6% 33.6% 33.6% 39.1% 39.1% 13.6% 52.7%

Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.0 4.0

All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Lost Time (s) 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 6.0

Lead/Lag Lead Lag Lag Lag Lag Lag Lead

Lead-Lag Optimize?

Recall Mode Max Max Max Max Max Max C-Max C-Max None C-Max

Act Effct Green (s) 47.0 46.0 46.0 31.0 31.0 31.0 41.1 41.1 53.0 52.0

Actuated g/C Ratio 0.43 0.42 0.42 0.28 0.28 0.28 0.37 0.37 0.48 0.47

v/c Ratio 0.40 0.41 0.05 0.09 0.36 0.16 0.14 0.69 0.34 0.64

Control Delay 23.2 24.8 19.5 30.3 34.5 31.1 28.3 33.6 19.7 24.2

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 23.2 24.8 19.5 30.3 34.5 31.1 28.3 33.6 19.7 24.2

LOS C C B C C C C C B C

Approach Delay 23.9 33.1 33.4 23.9

Approach LOS C C C C


Cycle Length: 110



Natural Cycle: 85







Timings

3: W. 117th St. & Lorain Ave 3/5/2015

2013 AM_5-LANE 3/6/2014 ALT3 Synchro 8 Report

LJD Page 1


Lane Configurations

Volume (vph) 180 255 25 145 20 780 70 830





Switch Phase


Minimum Split (s) 10.0 30.0 30.0 30.0 30.0 30.0 11.0 30.0

Total Split (s) 15.0 52.0 37.0 37.0 43.0 43.0 15.0 58.0

Total Split (%) 13.6% 47.3% 33.6% 33.6% 39.1% 39.1% 13.6% 52.7%

Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 3.0 4.0

All-Red Time (s) 1.0 2.0 2.0 2.0 2.0 2.0 1.0 2.0


Total Lost Time (s) 4.0 6.0 6.0 6.0 6.0 6.0 4.0 6.0




Act Effct Green (s) 48.0 46.0 31.0 31.0 41.7 41.7 54.0 52.0


v/c Ratio 0.39 0.23 0.10 0.26 0.14 0.68 0.32 0.64

Control Delay 22.3 21.2 30.4 31.6 27.9 32.8 18.8 24.2

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 22.3 21.2 30.4 31.6 27.9 32.8 18.8 24.2

LOS C C C C C C B C

Approach Delay 21.6 31.5 32.6 23.8

Approach LOS C C C C


Cycle Length: 110



Natural Cycle: 85







Timings

3: W. 117th St. & Lorain Ave 3/5/2015

2013 PM_defacto EBLT 3/6/2014 Existing Synchro 8 Report

LJD Page 1


Lane Configurations

Volume (vph) 160 230 95 330 45 820 100 895





Switch Phase


Minimum Split (s) 10.0 30.0 30.0 30.0 30.0 30.0 11.0 30.0

Total Split (s) 15.0 55.0 40.0 40.0 41.0 41.0 14.0 55.0

Total Split (%) 13.6% 50.0% 36.4% 36.4% 37.3% 37.3% 12.7% 50.0%

Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 3.0 4.0

All-Red Time (s) 1.0 2.0 2.0 2.0 2.0 2.0 1.0 2.0

Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Lost Time (s) 4.0 6.0 6.0 6.0 6.0 4.0 6.0




Act Effct Green (s) 51.0 49.0 34.0 36.1 36.1 51.0 49.0

Actuated g/C Ratio 0.46 0.45 0.31 0.33 0.33 0.46 0.45

v/c Ratio 0.51 0.51 0.82 0.53 0.83 0.54 0.78

Control Delay 23.2 25.2 45.8 55.4 41.8 27.2 30.7

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 23.2 25.2 45.8 55.4 41.8 27.2 30.7

LOS C C D E D C C

Approach Delay 24.5 45.8 42.5 30.4

Approach LOS C D D C


Cycle Length: 110



Natural Cycle: 85



Intersection Signal Delay: 35.9 Intersection LOS: D

Intersection Capacity Utilization 110.2% ICU Level of Service H



Timings

3: W. 117th St. & Lorain Ave 3/5/2015

2013 PM_3-LANE (PERM NB) 3/6/2014 ALT 1 Synchro 8 Report

LJD Page 1


Lane Configurations

Volume (vph) 160 230 95 330 45 820 100 895





Switch Phase


Minimum Split (s) 12.0 30.0 30.0 30.0 30.0 30.0 12.0 30.0

Total Split (s) 12.0 59.0 47.0 47.0 39.0 39.0 12.0 51.0

Total Split (%) 10.9% 53.6% 42.7% 42.7% 35.5% 35.5% 10.9% 46.4%

Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 3.0 4.0

All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0


Total Lost Time (s) 5.0 6.0 6.0 6.0 6.0 6.0 5.0 6.0




Act Effct Green (s) 54.0 53.0 41.0 41.0 33.0 33.0 46.0 45.0


v/c Ratio 0.66 0.47 0.28 0.95 0.71 0.90 0.65 0.86

Control Delay 30.1 21.8 26.9 61.9 86.5 50.1 39.4 37.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 30.1 21.8 26.9 61.9 86.5 50.1 39.4 37.4

LOS C C C E F D D D

Approach Delay 24.6 56.2 51.9 37.5

Approach LOS C E D D


Cycle Length: 110



Natural Cycle: 85



Intersection Signal Delay: 43.2 Intersection LOS: D

Intersection Capacity Utilization 104.9% ICU Level of Service G



Timings

3: W. 117th St. & Lorain Ave 3/5/2015

2013 PM_3-LANE+EB & WBRT 3/6/2014 ALT 2 Synchro 8 Report

Page 1

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT

Lane Configurations

Volume (vph) 160 230 90 95 330 150 45 820 100 895

Turn Type pm+pt NA Perm Perm NA Perm Perm NA pm+pt NA


Permitted Phases 2 2 6 6 8 4

Detector Phase 5 2 2 6 6 6 8 8 7 4

Switch Phase

Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 24.0 24.0 6.0 24.0

Minimum Split (s) 10.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0 11.0 30.0

Total Split (s) 13.0 53.0 53.0 40.0 40.0 40.0 45.0 45.0 12.0 57.0

Total Split (%) 11.8% 48.2% 48.2% 36.4% 36.4% 36.4% 40.9% 40.9% 10.9% 51.8%

Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 3.0 4.0

All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Lost Time (s) 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 6.0

Lead/Lag Lead Lag Lag Lag Lag Lag Lead

Lead-Lag Optimize?

Recall Mode Max Max Max Max Max Max C-Max C-Max None C-Max

Act Effct Green (s) 48.0 47.0 47.0 34.0 34.0 34.0 39.1 39.1 52.0 51.0

Actuated g/C Ratio 0.44 0.43 0.43 0.31 0.31 0.31 0.36 0.36 0.47 0.46

v/c Ratio 0.54 0.36 0.15 0.31 0.74 0.37 0.48 0.76 0.57 0.76

Control Delay 26.5 23.3 20.2 32.3 45.1 32.6 45.8 36.3 28.6 28.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 26.5 23.3 20.2 32.3 45.1 32.6 45.8 36.3 28.6 28.4

LOS C C C C D C D D C C

Approach Delay 23.8 39.7 36.8 28.4

Approach LOS C D D C


Cycle Length: 110



Natural Cycle: 85







Timings

3: W. 117th St. & Lorain Ave 3/5/2015

2013 PM_5-LANE 3/6/2014 ALT 3 Synchro 8 Report

LJD Page 1


Lane Configurations

Volume (vph) 160 230 95 330 45 820 100 895





Switch Phase


Minimum Split (s) 10.0 30.0 30.0 30.0 30.0 30.0 11.0 30.0

Total Split (s) 16.0 48.0 32.0 32.0 49.0 49.0 13.0 62.0

Total Split (%) 14.5% 43.6% 29.1% 29.1% 44.5% 44.5% 11.8% 56.4%

Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 3.0 4.0

All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0


Total Lost Time (s) 5.0 6.0 6.0 6.0 6.0 6.0 5.0 6.0




Act Effct Green (s) 43.0 42.0 26.0 26.0 43.3 43.3 57.0 56.0


v/c Ratio 0.56 0.29 0.45 0.73 0.37 0.69 0.47 0.69

Control Delay 30.4 24.5 43.4 45.9 34.0 31.0 20.7 23.1

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 30.4 24.5 43.4 45.9 34.0 31.0 20.7 23.1

LOS C C D D C C C C

Approach Delay 26.5 45.5 31.2 22.9

Approach LOS C D C C


Cycle Length: 110



Natural Cycle: 85







APPENDIX F

STORAGE AND QUEUELENGTH CALCULATIONS

�

STORAGE LANE LENGTHS

Turn lane storage lengths were calculated using guidelines specified in the Location and Design Manual

Section 401 (Ohio Department of Transportation). Lane lengths based on ODOT standard criteria

includes both vehicle storage and a 50 foot diverging taper. The ODOT methodology considers both the

storage needed for the left turning traffic and the through queue blockage.

The required storage lane length was calculated for short term Alternative 1, where the eastbound and

westbound Lorain Avenue cross-sections include one lane in each direction with dedicated left and right

turn lanes at the intersection. A summary of the existing lengths, storage length calculations and

recommendations are shown in Table A with calculations appended to this section.

Turn lane lengths were calculated using the following parameters:

> Higher of the AM or PM peak hour traffic volume for the 2016 year (certified traffic).

> 40 mph design speed on W. 117th Street.

> 30 mph design speed on Lorain Avenue.

> Lengths presented in Table A, based on ODOT methodology, include vehicle storage,

deceleration, and 50-foot diverging taper.

TABLE A: STORAGE LENGTH SUMMARY

MOVEMENT

EXISTING

STORAGE

LENGTH

ALT 1: 3-LANE

CROSS-SECTION

RECOMMENDED CALCULATED

TURN LANE

LENGTH

THROUGH

BLOCKAGE

NB LEFT TURN 150 FT 120 FT 480 FT No change

SB LEFT TURN 115 FT 250 FT 530 FT No change

EB LEFT TURN 275 FT 310 FT 190 FT

EB RIGHT TURN 190 FT 310 FT 180 FT

WB LEFT TURN 195 FT 375 FT 180 FT

WB RIGHT TURN 240 FT NA 560 FT1

Note 1: Curb side through lane terminates as a right turn only lane. Length is measured from stop line to upstream signalized intersection.

As shown in Table A, the existing northbound left turn storage lane length is sufficient for storage but

deficient on through blockage, whereas the southbound left turn lane sizing is deficient by 135 feet for

storage. These left turn lanes on W. 117th street are developed from a TWLTL that can provide overflow

storage for the turn lane.

The recommended storage lane lengths on Lorain Avenue may be shorter than the calculated turn lane

lengths due to constraints such as proximity to adjacent public streets, existing ROW, driveway access

etc. Similar to W. 117th street, eastbound left turning traffic can utilize the TWLTL for additional storage

during peak hours.

Movement AM Pk PM Pk Movement AM Pk PM Pk

Design Speed 30 30 mph Design Speed 30 30 mph

Cycle Length 110 110 seconds Cycle Length 110 110 seconds

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

Through Volume 255 230 vph Through Volume 255 230 vph

Number of Through Lanes 1 1 Number of Through Lanes 1 1

Turning Volume 30 90 vph Turning Volume 180 160 vph

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

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

Turning Percentage 11% 28% Turning Percentage 41% 41%

Vehicles Per Cycle 0.9 2.8 Vehicles Per Cycle 5.5 4.9

Storage Length 50 140 feet Storage Length 225 198 feet

Deceleration/Taper 50 50 feet Deceleration/Taper 50 50 feet

Calculated Turn Lane Length 100 190 feet Calculated Turn Lane Length 275 248 feet

No Block Distance 310 275 feet No Block Distance 310 275 feet

No Block Turn Lane Length 310 275 feet No Block Turn Lane Length 310 275 feet

































PM PEAK HOUR VOLUMES

MOVEMENT: WBRT MOVEMENT: WBLT

CUY-10-11.94Turn Lane Length Calculations - Proposed Laning

Lorain Avenue (SR 10) at W. 117th street

MOVEMENT: EBRT MOVEMENT: EBLT

MOVEMENT: NBLT MOVEMENT: SBLT

PM PEAK HOUR VOLUMES

Q:\ODOT_OP\0108121A.00 - VAR-STW-Safety Studies 2013\006 District 12\CUY 10 1194\Tools\Lane

Sizing\TurnLaneLengths_Prop.xls

2/3/2015

APPENDIX GCOST ESTIMATE AND

RATE OF RETURN WORKSHEET

�

ITEM DESCRIPTION UNIT COST TOTAL COST

201 CLEARING AND GRUBBING 1 LS 1,000.00$ 1,000.00$ 202 PAVEMENT REMOVED, ASPHALT ON CONCRETE 30 SY 8.00$ 240.00$ 203 EXCAVATION 20 CY 15.00$ 300.00$ 203 EMBANKMENT 5 CY 12.00$ 60.00$ 204 SUBGRADE COMPACTION 30 SY 2.00$ 60.00$ 252 PAVEMENT SAW CUT 150 FT 10.00$ 1,500.00$ 304 AGGREGATE BASE 6" 10 CY 50.00$ 500.00$ 301 ASPHALT CONCRETE BASE, 10" 10 CY 150.00$ 1,500.00$

448ASPHALT CONCRETE SURFACE COURSE, TYPE 1, PG64-22 (3")

5 CY 250.00$ 1,250.00$

608 CONCRETE WALK 1500 SF 5.00$ 7,500.00$ 609 CONCRETE CURB 150 FT 25.00$ 3,750.00$ 659 SEEDING AND MULCHING 20 SY 2.00$ 40.00$ 832 EROSION CONTROL 1000 EA 1.00$ 1,000.00$

Subtotal 19,000.00$

614 MAINTAINING TRAFFIC 1 LS 1,500.00$ 1,500.00$ 619 FIELD OFFICE, TYPE B 1 MN 1,500.00$ 1,500.00$ 623 CONSTRUCTION LAYOUT STAKES 1 LS 2,500.00$ 2,500.00$ 624 MOBILIZATION 1 LS -$ -$

Subtotal 25,000.00$

Design Risk (35%) 9,000.00$ Subtotal 34,000.00$

Inflation Cost (18%) 7,000.00$ Total 41,000.00$

Notes:1 Right of way is not anticipated2 Existing pavement is assumed to be asphalt3 Pavement widening is assumed to be full depth asphalt4 Private utility relocation not included5 Inflation base upon construction in 2017

QUANTITY

LORAIN AVENUE (SR10), CLEVELAND OHIO, ODOT DISTRICT 12PRELIMINARY CONSTRUCTION ESTIMATE - 3-28-2014


AADTMAX = 67,700 (veh/day)


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

General Information Location Information

Analyst Ashley Hilyard Route SR10

Intersection SR10; 11.94 Analysis Year 2012

Signalized/Unsignalized Signalized Short Term Alternative

Agency or Company Michael Baker Corp. Logpoint 11.94

Date Performed 1/30/204 Common Name Lorain Ave at W. 117th

AADT major (veh/day) (total entering on major approaches)* 25,210 --

AADT minor (veh/day) (total entering on minor approaches)* 12,750 --

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 0 0

Number of approaches with left-turn signal phasing 2 --

Data for signalized intersections only:

Number of approaches with left-turn lanes 2 0

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

Type of left-turn signal phasing for Leg #4 Permissive --

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

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

Sum of all pedestrian crossing volumes (PedVol) 1,500 --

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

Number of approaches with right-turn-on-red prohibited 4 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)* 25,210 25210

AADT minor (veh/day) (total entering on minor approaches)* 12,750 12750

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 4 2

Number of approaches with right-turn lanes 2 0

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 Protected/Permissive Protected/Permissive

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

Number of approaches with left-turn signal phasing 2 2

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) 1,500 1500

Type of left-turn signal phasing for Leg #4 Permissive Permissive

Number of approaches with right-turn-on-red prohibited 4 4

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

1.1529 3.9988 5.0351 14.6869 24.8737

0.9568 3.1286 6.2469 14.9617 25.2940

-0.1961 -0.8702 1.2118 0.2748 0.4203

0.6047 2.0757 4.4370 10.4442 17.5616

General Information

Project Safety Performance Report

Analyst

Agency/Company

Ashley Hilyard

Michael Baker Corp.

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

[email protected]

614-538-7607

1/30/204

2012

Short Term Alternative

Contact Email

Contact Phone

Date Performed

Analysis Year

Project Description

Reference Number

Safety Study

CUY-10-11.94

Project Name Cuy 10 at W.117th

1.2

4.05.0

14.7

24.9

1.0

3.1

6.2

15.0

25.3

-0.2 -0.9

1.20.3 0.40.6

2.1

4.4

10.4

17.6

-5.0

0.0

5.0

10.0

15.0

20.0

25.0

30.0

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

General Information

Project Safety Performance Report

Analyst

Agency/Company

Ashley Hilyard

Michael Baker Corp.

[email protected]

614-538-7607

1/30/204

2012

Short Term Alternative

Contact Email

Contact Phone

Date Performed

Analysis Year

Project Description

Reference Number

Safety Study

CUY-10-11.94


Proposed

Predicted Crash

Frequency

Expected Crash

FrequencyPSI

Expected Crash

Frequency

Unknown 0.0120 0.0120 0.0000 0.0075

Head On 0.1524 0.1498 -0.0026 0.0958

Rear End 10.7186 11.3458 0.6272 8.6154

Backing 0.5032 0.4788 -0.0244 0.3001

Sideswipe - Meeting 0.3134 0.3225 0.0091 0.2074

Sideswipe - Passing 2.4646 3.2274 0.7628 2.0861

Angle 4.0433 3.7486 -0.2947 2.5856

Parked Vehicle 0.4231 0.4201 -0.0030 0.2627

Pedestrian 2.3370 1.2886 -1.0484 0.7550

Animal 0.0000 0.0000 0.0000 0.0000

Train 0.0007 0.0008 0.0001 0.0005

Pedalcycles 0.6181 0.4972 -0.1209 0.2184

Other Non-Vehicle 0.0000 0.0000 0.0000 0.0000

Fixed Object 0.6760 0.6491 -0.0269 0.4046

Other Object 0.0242 0.0240 -0.0002 0.0150

Overturning 0.0366 0.0365 -0.0001 0.0225

Other Non-Collision 0.0904 0.0883 -0.0021 0.0551

Left Turn 2.4602 3.0045 0.5443 1.9300

Right Turn 0.0000 0.0000 0.0000 0.0000

Existing

Crash Type

Summary by Crash Type


10%

35%

Construction

Costs

Right of Way

Costs

Engineering

Design Costs

Contingency

Amount

Total Cost of

Countermeasure

Annual

Maintenance &

Energy Costs Salvage Value

$20,000.00 $2,000.00 $7,000.00 $29,000.00

$20,000.00 $2,000.00 $7,000.00 $29,000.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$3,000.00 $300.00 $1,050.00 $4,350.00

$98,000.00 $9,800.00 $34,300.00 $142,100.00

$150,000.00 $15,000.00 $52,500.00 $217,500.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

$291,000.00 $0.00 $29,100.00 $101,850.00 $421,950.00 $0.00 $0.00

15%

*Final construction cost should match the Project Cost Estimate

Engineering Design %

Contingency %

Countermeasures

Add left turn lanes on Lorain Ave

Add right turn lanes on Lorain Ave

Site Characteristic Improvements (i.e. Signal Phasing)

Site Characteristic Improvements (i.e. Added Right Turn

Lane)

CMF 1 - Modify change plus clearance interval to ITE 1985

Proposed Recommended Practice (4-leg signalized)

CMF 2 - Resurface pavement

CMF 3 - Improve signal head visibility

Inflation %

Final Costruction Cost: $485,242.50

Totals

Contact Phone

2012Analysis Year

614-538-7607

1/30/204Date Performed

[email protected]

Project Cost Estimate

Project Description


Safety Study

CUY-10-11.94

Ashley Hilyard

Agency/Company

Analyst

Reference Number

Michael Baker Corp.

Contact Email

Service

Life

(Years)

Initial Cost of

Countermeasure

Annual

Maintenance &

Energy Costs

Salvage Value

Net Present

Cost of

Countermeasure

Total Cost of

Countermeasures

Summary of

Annual Crash

Modifications

Net Present Value

of Safety Benefits

20 $29,000.00 $29,000.00 $29,000.00

20 $29,000.00 $29,000.00 $29,000.00

$0.00 $0.00 $0.00

$0.00 $0.00 $0.00

5 $4,350.00 $17,400.00 $23,915.61 -0.154 $897,919

20 $142,100.00 $142,100.00 $142,100.00 0.000 $0

10 $217,500.00 $435,000.00 $539,453.13 -1.569 $653,284

$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

$421,950.00 $0.00 $0.00 $652,500.00 $763,468.74 -7.732 $4,070,657

General Information

Project Name

Project Description

Reference Number

Analyst

Agency/Company

[email protected]

614-538-7607

Short Term AlternativeMichael Baker Corp.

Countermeasure Service Lives, Costs, and Safety Benefits

CMF 3 - Improve signal head visibility

Totals

Safety Benefit - Cost Analysis

Safety Study

CUY-10-11.94

Ashley Hilyard

Cuy 10 at W.117th

1/30/204

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 - Resurface pavement

Add left turn lanes on Lorain Ave

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

Add right turn lanes on Lorain Ave

$2,519,455Site Characteristic Improvements (i.e. Signal Phasing)

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

All Sites

-6.010

Countermeasures

Comments:

Add left turn and right turn lanes on Lorain Ave, resurfacing, Signal upgrade.


General Information

Project Name

Project Description

Reference Number

Analyst

Agency/Company

[email protected]

614-538-7607

Short Term AlternativeMichael Baker Corp.

Safety Benefit - Cost Analysis

Safety Study

CUY-10-11.94

Ashley Hilyard

Cuy 10 at W.117th

1/30/204

2012

Contact Email

Contact Phone

Date Performed

Analysis Year

Net Present Value of Project

Net Present Value of Safety Benefits

Number of Injury Crashes -3.215

Net Benefit

Number of Total Crashes -7.732

Benefit / Cost Ratio

-0.352

6.24

Benefit - Cost Calculator

$652,500.00

$4,070,657.13

$3,418,157.13

Number of Fatal & Incapacitating

Injury Crashes

Expected Annual Crash Adjustment Comments:


APPENDIX HSAFETY FUNDING GUIDELINES AND

APPLICATION FORM�

September 26, 2008 �

Safety Funding Application

When: The safety funding application is due to Central Office annually by April 30 and September 30 of each year. Local sponsors should coordinate applications with their local district office at least six weeks in advance of this deadline. Every application and supporting documentation must be reviewed and approved by the district prior to submission to Central Office. This application and supporting documentation will be used by the Safety Program Committee to set the safety program priorities.

What is needed in the Safety Application: The safety funding application is submitted for projects that are listed on the ODOT District Office Safety Annual Work Plan or on priority lists developed by local governments. Projects which have fewer than ten crashes in the most recent three-year period and an annual crash rate less than 1.0 crashes / MVM are typically not eligible. Projects which cost less than $50,000 are also not typically eligible. The following items should be included in the safety application:

1. Brief Project Description – Including CO-RT-SEC, District, PID if assigned 2. Summary of Problem Statement 3. Summary of Recommended Countermeasures 4. Project Priority (Rank, LPA priority) 5. Project Development Status 6. Crash data points 7. Copy of the Safety Engineering Study 8. Traffic Volume Data 9. Project Location Map 10. Photographs of the Project Site 11. Economic Analysis 12. Estimated Cost by phase and funding source 13. Affirmative signatures from a majority of the DSRT members 14. Name of a contact person 15. Project sponsoring agency 16. Project schedule

What the application is used for: The Safety Program Committee evaluates the applications and project scoring to establish and publish an annual listing of approved safety projects for funding from the Safety Program. The program committee reviews all documentation to insure the countermeasures address the safety problem and are a


statewide priority. The project scoring emphasizes projects with a high frequency and/or severity of crashes.

Problems with Safety Applications:

1. Problems with submissions having the most current crash data 2. Problems with the photographs submitted not being clear enough 3. Project Cost Estimates changing drastically through the project development 4. Schedules changing dramatically through project development 5. Not enough reservoir committed for the safety program 6. Coordination of scope changes are not being reported/approved by the safety

program committee/program manager 7. The District holding Project scoping meetings to review project history,

schedule, and plan of action. The District needs to involve the appropriate District staff, safety program manager, and Central Office personnel (Office of Environmental Services, Office of Real Estate, Consultant Services, Office of Roadway Services, etc.) and conduct the meeting.

8. Microsoft project schedules on all safety projects are not being developed or kept up to date.

PROJECT COST UPDATES

The District shall review project costs and keep them up to date. At a minimum, the project costs shall be reviewed, revised, and entered in Ellis at the project initiation phase, the time a preferred alternative is selected, and at the completion of Stage 3 plans. The Safety Program Manager must be kept apprised of any cost changes. These changes could require safety program committee approval if they exceed 10%.

The Office of Estimating will notify the Safety Program Manager of the approximate Safety funding estimated to be utilized on each Safety project after the official engineer’s estimate has been prepared. The Safety Program Manager will insure that the Safety funding estimate is within the safety commitment as outlined on the safety funding list.

Change Orders

• The Scope of Services shall be provided to the Construction Project Engineer on all safety projects.


• The District Planning Administrator shall review the Scope of Services with the Construction Project Engineer in order to provide him/her a clear understanding of the intent of the project and which items of work are related to the Safety program.

• When processing an extra work change order, the Construction Project Engineer shall evaluate the extra work along with the Scope of Services to determine if the work is necessary to satisfy the intent of the safety portion of the project. The District Planning and Program Administrator will coordinate with the safety program manager to determine if additional studies or analysis are requires prior to acceptance of the change order. After the Construction Project Engineer and District Planning and Programming Administrator have determined that the extra work change order should be funded by the Safety Program Manager, the request is made to the safety program manager. The request shall include a description of the work involved and a justification for the requested change order.

• Any change order in the amount greater than $50,000 and all change orders after the project price has increased 10% must be approved by the safety program manager.

• If a change order is deemed an emergency and the change order work must advance without approval of the safety program manager, the safety funding will be contingent on the justification and proceeding approval of the safety program manager. Any change order submitted for work advanced without safety approval will be funded from District allocation or other sources if safety funding is subsequently determined to be unjustified.


Summary of Recommended Countermeasures

Project Priority Information

Summary of Crash Patterns

Project Description

Project Sponsoring Agency

Location InformationODOT DistrictRoute NumberBegin Logpoint

CountyRoad NameEnd Logpoint

End Latitude End LongitudeBegin Latitude Begin Longitude

General Project Information

Contact Email

Project ManagerContact Phone

Project NamePID

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

10520101010305

100

FHWA Improvement Subcategory

Begin Logpoint

End Logpoint

Begin Latitude

Begin Longitude

Volume to Capacity RatioBenefit Cost Ratio

Safety Funding Request Percentage

Functional ClassMajor Route AADTOhio Emphasis AreaOhio Emphasis Area SubcategoryFHWA Emphasis AreaFHWA Improvement Category

Strategic Highway Safety Plan

Work Locations

NLFID

Total

% of the Potential for Safety Improvement to Total Expected CrashesRelative Severity Index

Equivalent Property Damage Only Index

Observed People Injury Totals

Crash Totals

Crash Data

Observed People Injury Totals

Application Scoring

Category

Expected Crash FrequencyRatio 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 /Utilities

Construction

N/A$0.00$0.00$0.00

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

Version: 20140214The following information should be included in submission of the safety project application:1. An electronic copy of the Safety Engineering Study2. 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

March 5, 2015Signature Date

NameApplicant Information

New SafetySponsor Funding

Additional Funding Detail

Project Funding

Project Phase

Previous Safety

Fiscal YearProject Phase Completed

Total


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