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RANK # 87

Study

Section

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PEARL ROAD

87, 2011 SAFETY ANALYST, URBAN N

The Ohio Department of Transportation

5500 Transportation Boulevard

YY SSTTUUDDYY

NON-FREEWAY

FINAL REPORT

APRIL 2014

Prepared for:

The Ohio Department of Transportation

District 12

5500 Transportation Boulevard

Garfield Heights, OH 44125

216.581.2100

Prepared by:

DLZ Ohio, Inc.

614 West Superior Avenue

Suite 1000

Cleveland, OH 44113-1397

216.771.1090

DLZ Job No.: 1121-1015-10

Cuyahoga

ODOT District 12 – Safety Study

CUY-42-9.6-9.9 (Pearl Road)

April 2014

1.0 Executive Summary

Purpose and Need

The purpose of this safety study is to identify crash problems, determine site

and set up reasonable time periods to implement the proposed countermeasures along

the City of Parma Heights (US 42 from log

log point 9.55 to include the intersection of York/Stumph Road. The segment also includes the

intersection of Olde York Rd (log point 9.87) and the traffic signal loca

Greenbrier Shopping Center.

The Ohio Department of Transportation (ODOT) utilizes SafetyAnalyst which is a highway safety

management software program developed in conjunction with the Highway Safety Manual through the

American Association of State Highway and Transportation Officials (AASHTO) to

intersections and segments that have higher than

years of available crash data (2009

used for this report. This segment was ranked #87 on the Urban Non

2009 to 2011.

Possible Causes

Based on crash data obtained from ODOT, the most c

Between 2009 and 2011, 61 rear-end

and have increased from 12 in 2009 to

locations or were caused by queues from int

volumes, long delays at signalized intersections,

signals. However, a recent construction project on Stumph Road at Pearl Road (US 42) from Apri

to November 2012 and the installation of red light

causes for the increase in rear-end

The second most frequent crash type was the angle crash wi

(about 20% of all crashes). Angle crashes generally occurred at private driveway

for 18 of the 25 crashes. Of those 18

north of the York/Stumph Road intersection.

9.9 (Pearl Road) 1

tudy is to identify crash problems, determine site-specific countermeasures,

and set up reasonable time periods to implement the proposed countermeasures along

US 42 from log point 9.6 to 9.9). The limits of this study were expanded to


intersection of Olde York Rd (log point 9.87) and the traffic signal located at the west entrance of the



an Association of State Highway and Transportation Officials (AASHTO) to evaluate

intersections and segments that have higher than predicted crash frequencies. The most recent three

rs of available crash data (2009 – 2011) were used to compile the SafetyAnalyst rankings and will be

This segment was ranked #87 on the Urban Non-Freeway list with 141 crashes from

Based on crash data obtained from ODOT, the most common type of crash is the rear

end crashes occurred within the study limits (about 50% of all crashes),

in 2009 to 33 in 2011. Most rear-end crashes occurred at intersection

locations or were caused by queues from intersections. The most likely causes are congestion, heavy

volumes, long delays at signalized intersections, poor signal visibility, and poor progression between

cent construction project on Stumph Road at Pearl Road (US 42) from Apri

installation of red light running cameras at this intersection are also

crashes.

The second most frequent crash type was the angle crash with a total of 25 crashes from 2009 to 20

Angle crashes generally occurred at private driveway locations accounting

for 18 of the 25 crashes. Of those 18 crashes, six occurred at the Walgreens access drive located just


specific countermeasures,

and set up reasonable time periods to implement the proposed countermeasures along Pearl Road in

The limits of this study were expanded to


ted at the west entrance of the



evaluate and rank

The most recent three

the SafetyAnalyst rankings and will be

Freeway list with 141 crashes from

ommon type of crash is the rear-end crash.

crashes occurred within the study limits (about 50% of all crashes),

end crashes occurred at intersection

ersections. The most likely causes are congestion, heavy

and poor progression between

cent construction project on Stumph Road at Pearl Road (US 42) from April 2011

eras at this intersection are also possible

crashes from 2009 to 2011

ocations accounting

crashes, six occurred at the Walgreens access drive located just



April 2014

Recommendations

Proposed countermeasures can be categorized in two improvement phases, short

term phases. The short-term phase improvements

phase improvements are intended

Short-term countermeasures recommended by DLZ for consideration include:

• Further evaluate the effect of the Red Light Running Camera installation on

the York/Stumph Road intersection.

• Coordinate the York/Stumph Road inters

commercial drive traffic signals to improve signal progression though the study area.

• Post signs for Walgreens drive

Medium-term countermeasures recommended by DLZ for consider

• Installing a right-in/right-out traffic island

located just north of the York/Stumph Road intersection

• Encourage shared access drives on the north

vehicles to the signalized intersection at the Key Bank/G

• Consider resurfacing US 42 th

spot pavement deficiencies.

• Develop an Access Management

• Consider adding near-right signal heads at all four approaches of the US 42 & York Road

intersection

2.0 Existing Conditions

For the purposes of this study, US 42

area to maintain continuity with OH

south route. The study section is located on

Cuyahoga County. The section limits are located just

east of the Olde York intersection.

limit of 25 MPH. The segment includes the signalized

Olde York Rd (log point 9.87) and the west entrance of the Greenbrier Shopping Center (log point 9.81).

Signal mast arms are located at each of the three intersections and overhead lane

present throughout the segment. C

York/Stumph Road intersection. Pedestrian signal heads are located at each corner of the intersection

with push buttons located on each mast arm and addition

curb ramp. A photo of the push button configu

is highly commercialized with several access drives on both sides of

drives along this segment, 13 located along the north side and eight located along the south side. No

Parking Signs are located on both sides of US 42 throu

9.9 (Pearl Road) 2

Proposed countermeasures can be categorized in two improvement phases, short-term and medium

term phase improvements can be implemented within one year. Medium

phase improvements are intended within one to five years.

term countermeasures recommended by DLZ for consideration include:

the effect of the Red Light Running Camera installation on rear

the York/Stumph Road intersection.

Coordinate the York/Stumph Road intersection signal with the Olde York and Greenbrier Center


drive for no left turns in/out

term countermeasures recommended by DLZ for consideration include:

out traffic island and no left turn signs at the Walgreens access drive

located just north of the York/Stumph Road intersection (approximately 150 feet)

access drives on the north side of US 42 (Ohio Savings Bank Drive)

vehicles to the signalized intersection at the Key Bank/Greenbrier Center traffic signal.

Consider resurfacing US 42 through the segment to improve skid resistance and eliminate any

spot pavement deficiencies.

Access Management Plan to improve corridor safety during re-development

right signal heads at all four approaches of the US 42 & York Road

For the purposes of this study, US 42 (Pearl) will be considered the east-west route through this study

to maintain continuity with OH-1 Crash Reports. York/Stumph Road will be considered the north

The study section is located on US 42 (Pearl Road) in the City of Parma Heights Ohio, in

a County. The section limits are located just west of York/Stumph Road intersection and just

of the Olde York intersection. US 42 is classified as an Urban Principal Arterial with a posted speed

limit of 25 MPH. The segment includes the signalized intersections of York/Stump Rd (log point 9.55),


Signal mast arms are located at each of the three intersections and overhead lane control

ughout the segment. Crosswalks and curb ramps are present at each approach of the


with push buttons located on each mast arm and additional push buttons located at the landing of each

curb ramp. A photo of the push button configuration can be seen in Appendix F. This segment of US 42

is highly commercialized with several access drives on both sides of the road. There are 21

located along the north side and eight located along the south side. No

Parking Signs are located on both sides of US 42 throughout this segment. Several RTA bus stops

term and medium-

be implemented within one year. Medium-term

rear-end crashes at

with the Olde York and Greenbrier Center


at the Walgreens access drive

(approximately 150 feet).

Ohio Savings Bank Drive) and direct

reenbrier Center traffic signal.

skid resistance and eliminate any

development.


est route through this study

1 Crash Reports. York/Stumph Road will be considered the north-

42 (Pearl Road) in the City of Parma Heights Ohio, in

Road intersection and just

with a posted speed

intersections of York/Stump Rd (log point 9.55),


control signs are also

at each approach of the


al push buttons located at the landing of each

This segment of US 42

the road. There are 21 unsignalized

located along the north side and eight located along the south side. No

everal RTA bus stops are



April 2014

located along US 42 in the segment

Approximately two stops an hour) and Bus Route 79B (Parma Transit Center to Downtown)

Hospital is located southeast of the study area and guide signs are located along the segment.

location of Parma Hospital can be seen in Figure 2.

Figure 1 – Study Location: US 42 (Pearl Road) SLM 9.6 to 9.9

Figure 2 –

SLM

9.5

5

←------------800’

Walgreens

Dunkin

Donuts

9.9 (Pearl Road) 3

along US 42 in the segment, Bus Route 51: W-25th and Pearl (Strongsville to Downtown;

Approximately two stops an hour) and Bus Route 79B (Parma Transit Center to Downtown)

Hospital is located southeast of the study area and guide signs are located along the segment.

spital can be seen in Figure 2.

Study Location: US 42 (Pearl Road) SLM 9.6 to 9.9

– Route to Parma General Hospital

SLM

9.7

0

800’-------------→ ←------------900’-------------→

Yorktown

Lanes

th and Pearl (Strongsville to Downtown;

Approximately two stops an hour) and Bus Route 79B (Parma Transit Center to Downtown). Parma

Hospital is located southeast of the study area and guide signs are located along the segment. The

Study Location: US 42 (Pearl Road) SLM 9.6 to 9.9

SLM

9.8

8

→

Laximi

Groceries

Yorktown

Lanes



April 2014

Pearl Road is a five-lane roadway between York/Stumph Road and Olde York Road, two lanes in eac

direction with a two-way left-turn lane

intersections. The through lanes are approximately 11

and pavement markings throughout the segment

condition in the York/Stumph Road intersection appears to be

pavement was placed as part of the Stumph Road construction project but stopped on the north side of

the intersection. Pavement at the Greenbrier signalized access drive appears to be in poor condition.

Streetlights are present in the area and additional intersection lighting

Photos of the pavement condition can be seen

seen in Figure 4.

Figure 3 – Poor Pavement Condition at Signalized Intersections

(Greenbrier on left & York on Right)

Figure 4 – Typical Traffic Conditions (Westbound PearlThe signal at Pearl Road and York/Stumph Road operates with 8

turns on all approaches. Video detection is present for each left

9.9 (Pearl Road) 4

lane roadway between York/Stumph Road and Olde York Road, two lanes in eac

turn lane located in the center and left-turn lanes located at the signalized

ough lanes are approximately 11’ wide with a 10’ center left-turn lane.

and pavement markings throughout the segment appear to be in fair condition; however

condition in the York/Stumph Road intersection appears to be in poor condition

as part of the Stumph Road construction project but stopped on the north side of

Pavement at the Greenbrier signalized access drive appears to be in poor condition.

present in the area and additional intersection lighting is present at the intersections.

Photos of the pavement condition can be seen in Figure 3. Photos of typical traffic conditions can be

Poor Pavement Condition at Signalized Intersections

(Greenbrier on left & York on Right)

Typical Traffic Conditions (Westbound Pearl) - 350’ Queueat Pearl Road and York/Stumph Road operates with 8-phases; included protected

ection is present for each left-turn lane. Preferential lane use was

lane roadway between York/Stumph Road and Olde York Road, two lanes in each

turn lanes located at the signalized

turn lane. Pavement

appear to be in fair condition; however, pavement

in poor condition. New concrete

as part of the Stumph Road construction project but stopped on the north side of

Pavement at the Greenbrier signalized access drive appears to be in poor condition.

at the intersections.

Photos of typical traffic conditions can be

Poor Pavement Condition at Signalized Intersections

350’ Queue included protected lead-left

Preferential lane use was



April 2014

observed in the inside lane on Stumph Road in the southbound di

Greenbrier Shopping Center operates as a

and northbound direction as well as the left

as a 4-phase signal. Olde York and Greebrier Commons are Split Phased.

to intersection geometry (240’ stop bar to stop bar on Pearl Road).

York and Greenbier Commons. Loops on right turn lanes do

with them. Emergency Vehicle Pre-

3.0 Crash Data

DLZ received crash data from ODOT in the form of the Crash Analysis Module (CAM) Tool. Data was

verified by location and type utilizing OH

available (2009 – 2011) was analyzed for crash trends and safety issues.

A CAM Tool was created by ODOT to analyze

part of this study. After reviewing the crash data in

modified 103 of the 141 crashes. 21

logged as US 42 crashes. 22 crashes occurred on York Road (CR 46) and w

crashes. Seven of the crashes were changed to left

passing, three were changed to rear

to an angle crash. The log point for 93

location. A total of 14 crashes were omitted from the crash totals. One crash was omitted because it

occurred in 2008 and was coded as occurring in 2009. Nine crashes occurre

and were not included. Three crashes were omitted because they occurred in a construction zone and

one crash was omitted because it occurred in an adjacent parking lot.

crash data.

* from ODOT Traffic Survey Reports

Traffic Volumes in Vehicles per Day

US 42

ADT

Crash rate =

9.9 (Pearl Road) 5

in the inside lane on Stumph Road in the southbound direction in the PM. The signal at the

Greenbrier Shopping Center operates as a 4-phase signal. There is vehicle detection in the southbound

d direction as well as the left-turn lanes for Pearl Road. The signal at Olde York operates

ase signal. Olde York and Greebrier Commons are Split Phased. All Red time is extended due

to intersection geometry (240’ stop bar to stop bar on Pearl Road). Vehicle Detection is present at Olde

York and Greenbier Commons. Loops on right turn lanes do not appear to have any delay associated

-Emption is present at each signal.


zing OH-1 reports provided. The most recent three years of data

2011) was analyzed for crash trends and safety issues.

A CAM Tool was created by ODOT to analyze Pearl Road from the intersection of York to Olde York as

After reviewing the crash data in the CAM tool against the OH-1

41 crashes. 21 crashes occurred on Stumph Road (CR 266) and were incorrectly

crashes occurred on York Road (CR 46) and were incorrectly logged as US 42

he crashes were changed to left-turn crashes, three were changed to sideswipe

rear-end, one was changed to sideswipe-meeting, and one

point for 93 of the crashes was adjusted to more accurately

crashes were omitted from the crash totals. One crash was omitted because it

occurred in 2008 and was coded as occurring in 2009. Nine crashes occurred outside the study limits

crashes were omitted because they occurred in a construction zone and

one crash was omitted because it occurred in an adjacent parking lot. Table 1 below

2010 ODOT Traffic Survey Report

Traffic Volumes in Vehicles per Day

17,680

Total = 127 crashes

ADT = 17,680*

Crash rate = 18.74 per million vehicle miles traveled

The signal at the

in the southbound

The signal at Olde York operates

All Red time is extended due

Vehicle Detection is present at Olde

not appear to have any delay associated


1 reports provided. The most recent three years of data

Pearl Road from the intersection of York to Olde York as

1 reports, DLZ has

crashes occurred on Stumph Road (CR 266) and were incorrectly

ere incorrectly logged as US 42

turn crashes, three were changed to sideswipe–

meeting, and one was changed

of the crashes was adjusted to more accurately reflect the crash

crashes were omitted from the crash totals. One crash was omitted because it

d outside the study limits

crashes were omitted because they occurred in a construction zone and

below summarizes the



April 2014

Table 1

CRASH_SEVERITY Number

Injury Crash 28

Property Damage Crash 99

Grand Total 127

TRAFFIC_CRASH_YEAR Number

2009 34

2010 44

2011 49

Grand Total 127

DAY_OF_WEEK Number

Friday 24

Wednesday 21

Monday 20

Tuesday 18

Saturday 17

Thursday 16

Sunday 11

Grand Total 127

TYPE_OF_CRASH Number

Rear-End 61

Angle 25

Sideswipe - Passing 19

Left Turn 11

Sideswipe - Meeting 4

Backing 4

Pedalcycles 2

Fixed Object 1

Grand Total 127

ROAD_CONDITION Number

Road - Dry 80

Road - Wet 44

Road - Snow 3

Grand Total 127

9.9 (Pearl Road) 6

Table 1 - Crash Data Summary

Number %

22.0%

78.0%

127 100.0%

Number %

34 26.8%

44 34.6%

49 38.6%

127 100.0%

Number %

18.9%

16.5%

15.7%

14.2%

13.4%

12.6%

8.7%

127 100.0%

Number %

48.0%

19.7%

15.0%

8.7%

3.1%

3.1%

1.6%

0.8%

127 100.0%

Number %

63.0%

34.6%

2.4%

127 100.0%

HOUR_OF_DAY Number

0

1

2

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

Grand Total

CRASH_MONTH_NBR Number

1

2

3

4

5

6

7

8

9

10

11

12

Grand Total

Number %

3 2.4%

1 0.8%

1 0.8%

5 3.9%

4 3.1%

3 2.4%

6 4.7%

12 9.4%

12 9.4%

10 7.9%

4 3.1%

19 15.0%

12 9.4%

11 8.7%

4 3.1%

6 4.7%

3 2.4%

6 4.7%

3 2.4%

2 1.6%

127 100.0%

Number %

9 7.1%

7 5.5%

6 4.7%

9 7.1%

11 8.7%

12 9.4%

10 7.9%

10 7.9%

11 8.7%

16 12.6%

17 13.4%

9 7.1%

127 100.0%



April 2014

4.0 Crash Analysis

Based on crash data obtained from ODOT, the most c

Between 2009 and 2011, 61 rear-

occurred at intersections, 43 at the York/

York/Stumph Road intersection rose from nine

could be attributed to a construction project on Stumph Road from April 2011 to November

the addition of two red light cameras at the intersection. Location and photo of the Red Light

can be seen in Figure 5 below.

Figure 5 – Red Light Camera Aerial Location and Ground Photo

The second most frequently occurring

three year study period. 18 of those crashes occurred at access drives scattered

The highest concentration is at the Walgreens access drive located just north of the York/Stumph

intersection. 21 of the crashes were due to a failure to yield when entering the roadway and the other

three were vehicles running a red light.

9.9 (Pearl Road) 7

Based on crash data obtained from ODOT, the most common type of crash is the rear

-end crashes occurred within the study limits. 52

at the York/Stumph Road intersection. Rear-end crashes at the

York/Stumph Road intersection rose from nine crashes in 2009 to 24 crashes in 2011. This increase

be attributed to a construction project on Stumph Road from April 2011 to November

the addition of two red light cameras at the intersection. Location and photo of the Red Light

Red Light Camera Aerial Location and Ground Photo

The second most frequently occurring crash was the angle crash which occurred 25

of those crashes occurred at access drives scattered through the study area

at the Walgreens access drive located just north of the York/Stumph

of the crashes were due to a failure to yield when entering the roadway and the other

were vehicles running a red light.

Yo

rk R

oa

d

US 42 (Pearl Road)

ommon type of crash is the rear-end crash.

urred within the study limits. 52 of those crashes

end crashes at the

s in 2011. This increase

be attributed to a construction project on Stumph Road from April 2011 to November 2012 and

the addition of two red light cameras at the intersection. Location and photo of the Red Light cameras

Red Light Camera Aerial Location and Ground Photo

crash which occurred 25 times during the

through the study area.

at the Walgreens access drive located just north of the York/Stumph road

of the crashes were due to a failure to yield when entering the roadway and the other

US 42 (Pearl Road)



April 2014

The third most frequently occurring crash type was the sideswipe

during the three year study period. Sideswipe

widths, poor signage, congestion, and

is a five lane road with two 11’ thru lanes as

did not appear to play a factor in

approaches of the York/Stumph Road intersection and are placed intermittently throughout the

area including the US 42 approaches of the Greenbrier Cent

throughout the segment appears to be sufficient.

Two Pedalcycle crashes were recorded

a vehicle headed north on Pearl Rd at the York/Stumph Road intersection attempted to turn right on red

and failed to yield to a cyclist crossing Pearl Road. The second crash occurred

21, 2009 at 5 PM when a vehicle exiting Walg

cyclist approaching from the north

crashes were recorded. In addition, no fatal crashes were recorded.

For a detailed breakdown of all crashes, see the crash summary in Appendix B and the

in Appendix C.

OTHER CRASH STATISTICS OF NOTE

• 80% of the crashes occurred under 20 MPH,

• Approximately 63% of all crashes occurred between 11AM and 5 PM,

• Crashes increased by 44% from 2009 to 2011

• 35% of crashes occurred on wet pavement (75% of those crashes on US

• Four backing crashes at the intersection of York/Stumph Road

•

9.9 (Pearl Road) 8

The third most frequently occurring crash type was the sideswipe-passing crash which occurred

during the three year study period. Sideswipe-passing crashes typically occur because of deficient lane

and abrupt lane changes to avoid stopped or slowing vehicles

is a five lane road with two 11’ thru lanes as well as a 10’ two-way left turn lane. Deficient lane

these crashes. Overhead Lane Control signs are located at all four

approaches of the York/Stumph Road intersection and are placed intermittently throughout the

area including the US 42 approaches of the Greenbrier Center drive and the Olde York Rd.

throughout the segment appears to be sufficient.

were recorded. The first crash occurred on Friday, June 12, 2009 at 11 AM


and failed to yield to a cyclist crossing Pearl Road. The second crash occurred on Wednesday

exiting Walgreens from the Stumph Road access drive

cyclist approaching from the north, causing the cyclist to hit the side of the vehicle.

recorded. In addition, no fatal crashes were recorded.

all crashes, see the crash summary in Appendix B and the

OTHER CRASH STATISTICS OF NOTE

80% of the crashes occurred under 20 MPH,

Approximately 63% of all crashes occurred between 11AM and 5 PM,

Crashes increased by 44% from 2009 to 2011

35% of crashes occurred on wet pavement (75% of those crashes on US

Four backing crashes at the intersection of York/Stumph Road

ng crash which occurred 19 times

use of deficient lane

abrupt lane changes to avoid stopped or slowing vehicles. US 42

Deficient lane width

signs are located at all four

approaches of the York/Stumph Road intersection and are placed intermittently throughout the study

er drive and the Olde York Rd. Signage

2009 at 11 AM when


on Wednesday, October

the Stumph Road access drive did not see a

causing the cyclist to hit the side of the vehicle. No pedestrian

all crashes, see the crash summary in Appendix B and the collision diagrams

35% of crashes occurred on wet pavement (75% of those crashes on US 42)



April 2014

5.0 Transportation Analysis

DLZ utilized traffic volumes from ODOT’s 2010

(ADT) from this segment of US 4

York/Stumph Road intersection on February 26,

of these counts can be seen in Appendix D. After the counts were performed, DLZ determined the peak

hour periods in the AM and PM peak period. The results are shown in

Figure 6a – Turning Movement

Count AM Peak (7:30-

DLZ observed the intersection on several occasions

Observations were made during the

queues were observed along York Road during some cycles. The other three approaches generally

dissipated during each green phase. Traffic at the other two signals seemed minimal during the AM

period. During the PM Peak period, high volumes were observed on both approaches of Pearl Road.

There were long queues in the westbound left

the observed left-turn counts and calculated that the s

401-9E and 401-10E in the L&D Vol. 1 Section 400

Left-Turn Storage calculations can be seen Appendix E.

seen in Figure 7 on the following page

9.9 (Pearl Road) 9

Transportation Analysis

DLZ utilized traffic volumes from ODOT’s 2010 Traffic Survey Reports to obtain the Average Daily Traffic

(ADT) from this segment of US 42 and performed turning movement counts at the US 42 and

Road intersection on February 26, 2013 from 7-10AM, 11AM-2PM, and 3


hour periods in the AM and PM peak period. The results are shown in Figure 6a & 6b.

Turning Movement

-8:30) Figure 6b – Turning Movement

Count PM Peak (4:45

DLZ observed the intersection on several occasions during the months of March and April 2013

during the AM and PM peak hours. During the AM peak observation, long


een phase. Traffic at the other two signals seemed minimal during the AM


ng queues in the westbound left-turn lane extending roughly 325’ from s

turn counts and calculated that the storage length should be 325’

&D Vol. 1 Section 400, which is the current storage length for that turn lane.

can be seen Appendix E. A photo of the left turn queue le

seen in Figure 7 on the following page.

Traffic Survey Reports to obtain the Average Daily Traffic

performed turning movement counts at the US 42 and

2PM, and 3-6PM. The results


Turning Movement

Count PM Peak (4:45-5:45)

ring the months of March and April 2013.

and PM peak hours. During the AM peak observation, long


een phase. Traffic at the other two signals seemed minimal during the AM


from stop bar. DLZ used

torage length should be 325’, based on Figure

ength for that turn lane.

A photo of the left turn queue length can be



April 2014

Figure 7 – Left turn Queues for W

DLZ also obtained the existing signal timings for the three intersections

drive, and Olde York) from the City of Parma Heights.

capacity analysis for the US 42 and Stumph/York Road intersection for bo

periods. Analysis is based on LOS and delay.

York/Stumph Road intersection during the AM and PM peak periods are

Table 2 –

Existing

Conditions

York Road

Stumph Road

US 42

(Pearl Road)

Intersection

The existing LOS appears to be satisfactory for both the AM and PM peak periods

isolated signal. However based on field observation

coordinated with the other signals along US 42. DLZ did not observe a fixed cycle length for this signal,

which would indicate that this signal is running free fr

April 2011 to October 2012, there was a construction project on Stumph Road

US 42 pavement. During the project,

excessive delays on York Road by the City

normal traffic conditions. DLZ observed a cycle length of 105 seconds for the two traffic signals north of

York/Stumph Road (Greenbrier Center access drive and Olde

signal at Kingsdale Blvd. located south of York/Stumph on US 42.

there is an ongoing Signal Optimization Study that was interrupted during construction of Stumph Road.

No date of completion was given.

9.9 (Pearl Road) 10

Left turn Queues for WB Pearl Road During PM Peak Period

DLZ also obtained the existing signal timings for the three intersections (York/Stumph, Greenbrier access

drive, and Olde York) from the City of Parma Heights. With the obtained information, DLZ performed a

capacity analysis for the US 42 and Stumph/York Road intersection for both the AM and PM peak

on LOS and delay. The existing level of service and delay for the US 42 &

York/Stumph Road intersection during the AM and PM peak periods are shown in Table

– Existing LOS and Delay Summary

Existing

ConditionsApproach Delay LOS Delay LOS

EB 26.8 C 37.7 D

WB 24.4 C 31.4 C

York Road NB 36.6 D 32.8 C

Stumph Road SB 31.6 C 37..8 D

30.2 C 34.8 C

AM PM

(Pearl Road)

Intersection

The existing LOS appears to be satisfactory for both the AM and PM peak periods when analyzed as an

. However based on field observations, it appears that the York/Stumph Road signal is not


which would indicate that this signal is running free from the other traffic signals along US 42. From

April 2011 to October 2012, there was a construction project on Stumph Road from the north edge of

During the project, signal timings at this intersection were adjusted to reduce

by the City. It appears that these timings have not been readjusted to


York/Stumph Road (Greenbrier Center access drive and Olde York road) and 105 seconds for the traffic

signal at Kingsdale Blvd. located south of York/Stumph on US 42. City Parma Heights indicated that


B Pearl Road During PM Peak Period

(York/Stumph, Greenbrier access

With the obtained information, DLZ performed a

th the AM and PM peak

ting level of service and delay for the US 42 &

shown in Table 2.

when analyzed as an

, it appears that the York/Stumph Road signal is not


om the other traffic signals along US 42. From

from the north edge of

adjusted to reduce

that these timings have not been readjusted to


York road) and 105 seconds for the traffic

City Parma Heights indicated that




April 2014

6.0 Proposed Countermeasures & Design Evaluations

Based on field observations, crash data, and analyse

made to reduce crashes and increase safety.

1. Restore Coordination with York/St

Center and Olde York Road.

The signal at York/Stumph Road does not appear to be in coordination with the other traffic

signals along US 42. Typically, poorly coordinated or uncoordinated signals le

delay and increased driver frustration.

increase of rear-end collision

accounting for about 50% of all crashes. Common

poor progression, long delays, inefficient signal

poor signal visibility. Specifically, a construction project during the study period may be

aggravating these conditions.

the York/Stumph Road signal be placed in coordination with the adjacent signals on US 42.

2. Evaluate Access Management Through Study Area

• Place No Left Turn Signs at the Walgreens Entr

The drive with the highest

northeast of the York/Stumph Road intersection with a total of six crashes during the three year

study period. DLZ recommends limiting vehicles

Left Turn signs at the drive.

of the property.

9.9 (Pearl Road) 11

Proposed Countermeasures & Design Evaluations

vations, crash data, and analyses of the intersections, several improvements can be

reduce crashes and increase safety.

Restore Coordination with York/Stumph Road and Adjacent signals at the Greenbrier Shopping


signals along US 42. Typically, poorly coordinated or uncoordinated signals le

delay and increased driver frustration. Poor signal coordination may also be a

end collisions. Rear-end crashes were the most frequently occurring crash

accounting for about 50% of all crashes. Common causes for rear-end crashes at signals are

poor progression, long delays, inefficient signal timing, queues that fail to clear each cycle,

Specifically, a construction project during the study period may be

onditions. DLZ recommends the signals along this segment be retimed and


Evaluate Access Management Through Study Area

at the Walgreens Entrance on Pearl Road

The drive with the highest number of angle crashes was at the Walgreens access drive located


DLZ recommends limiting vehicles turn left into and out of the drive by placing No

Left Turn signs at the drive. Vehicles will have to turn out of the drive located at the north end

, several improvements can be

umph Road and Adjacent signals at the Greenbrier Shopping


signals along US 42. Typically, poorly coordinated or uncoordinated signals lead to excessive

ignal coordination may also be a factor in the

end crashes were the most frequently occurring crash type,

crashes at signals are

timing, queues that fail to clear each cycle, and

Specifically, a construction project during the study period may be

DLZ recommends the signals along this segment be retimed and


of angle crashes was at the Walgreens access drive located


turn left into and out of the drive by placing No

Vehicles will have to turn out of the drive located at the north end



April 2014

• Place Right in/Right Out Traffic Island at the Walgreens Entrance on Pearl Road

After placing signs to limit left turning vehicles, DLZ recommends placing a traffic island at this

drive prohibiting left turn traffic access,

An illustration of this countermea

Figure 8 – Proposed Right

9.9 (Pearl Road) 12

Place Right in/Right Out Traffic Island at the Walgreens Entrance on Pearl Road

placing signs to limit left turning vehicles, DLZ recommends placing a traffic island at this

left turn traffic access, allowing only right turning traffic in and out of the drive.

An illustration of this countermeasure can be seen in the Figure 8.

Proposed Right-in/Right-out Traffic Island at the US 42

Walgreens Access Drive

Proposed Traffic Island

R3

R3-2-24

Place Right in/Right Out Traffic Island at the Walgreens Entrance on Pearl Road

placing signs to limit left turning vehicles, DLZ recommends placing a traffic island at this

right turning traffic in and out of the drive.

out Traffic Island at the US 42

Proposed Traffic Island

R3-2-24



April 2014

• Encourage the consolidation of Drives

There are a total of 26 drives in the study area, 23 of which are unsignalized.

points will decrease the nu

caused at unsignalized intersections.

accounting for about 20% of all crashes.

locations or are the result of vehicles running

of the angle crashes 18 occurred at private drives.

commercial access drives located on both sides of U

them resulted in injury. To improve access management and limit the number of unsignalized

access points throughout the study area, DLZ recommends

Savings Bank Drive) along the

signalized intersection at the Key Bank/Greenbrier Center traffic signal. This will require

cooperation of the property owners and a reconfiguration of the access point of the north side

of that intersection. See Appendix E for illustration of the access management along the

corridor and which drives are recommended to be consolidated

• Improve Skid Resistance

About 1/3 of the crashes that occurred during this study period were on wet pavemen

total of forty-four crashes. The number of wet road crashes has also increased from s

in 2009 to 21 in 2011. This may indica

resurfacing project along this segment of US 42 was

projects listed the state’s 10 year program.

with a surface course consisting of 50% slag

pavement deficiencies (pot holes, rutting, etc)

• Re-evaluate the Red Light Cameras at the Intersection of Stumph/York Road

Red light cameras were recently installed

reduce angle crashes at the intersection.

intersection in an attempt to mitigate

three year crash data from 2009 to 2011, only five angle crashes occurred at this intersection

and only three of those crashes had ra

of these cameras mat have caused an unintended

the intersection. DLZ recommends further evaluation into the

cameras and rear-end crashes.

9.9 (Pearl Road) 13

Encourage the consolidation of Drives

There are a total of 26 drives in the study area, 23 of which are unsignalized.

ll decrease the number of conflict points and decrease the number of angle crashes

caused at unsignalized intersections. Angle crashes were the second most frequen

accounting for about 20% of all crashes. Angle crashes generally occur at priv

locations or are the result of vehicles running a red light at signalized intersections.

occurred at private drives. 10 of these crashes occurred at the

commercial access drives located on both sides of US 42 throughout this segment

in injury. To improve access management and limit the number of unsignalized

access points throughout the study area, DLZ recommends the closure of several drives

) along the north side of US 42 and the directing of exiting vehicles to the


the property owners and a reconfiguration of the access point of the north side

See Appendix E for illustration of the access management along the

are recommended to be consolidated.

About 1/3 of the crashes that occurred during this study period were on wet pavemen

four crashes. The number of wet road crashes has also increased from s

This may indicate a deficiency in the pavement skid resistance

resurfacing project along this segment of US 42 was in 2003. There are no future resurfacing

projects listed the state’s 10 year program. DLZ recommends a possible resurfacing of US 42

with a surface course consisting of 50% slag to improve skid resistance and eliminate any spot

t holes, rutting, etc).

evaluate the Red Light Cameras at the Intersection of Stumph/York Road

were recently installed at the intersection of US 42 and York/Stumph R

at the intersection. Typically, red light cameras are added to an

ion in an attempt to mitigate an angle crash problem at the intersection.


and only three of those crashes had ran red light as a contributing factor. However, the addition

mat have caused an unintended increase in the number of rear

DLZ recommends further evaluation into the connection between

crashes.

There are a total of 26 drives in the study area, 23 of which are unsignalized. Limiting access

decrease the number of angle crashes

second most frequent crash type

at private driveway

red light at signalized intersections. The majority

se crashes occurred at the

S 42 throughout this segment, and half of

in injury. To improve access management and limit the number of unsignalized

several drives (Ohio

exiting vehicles to the


the property owners and a reconfiguration of the access point of the north side

See Appendix E for illustration of the access management along the

About 1/3 of the crashes that occurred during this study period were on wet pavement with a

four crashes. The number of wet road crashes has also increased from six crashes

skid resistance. This last

in 2003. There are no future resurfacing

DLZ recommends a possible resurfacing of US 42

skid resistance and eliminate any spot

ction of US 42 and York/Stumph Road to

t cameras are added to an

an angle crash problem at the intersection. Based on the


However, the addition

number of rear-end crashes at

connection between the red light



April 2014

7.0 Recommendations

Proposed countermeasures can be categorized in two improvement phases, which are the short

and medium-term phases. The short

year. Medium-term phase improvements are intended for one to five years.

Short-term countermeasures recommended by DLZ include:

• Put the Signal at York/Stumph back in Coordination with the adjacent signals at the K

bank/Greenbrier Shopping Center and Olde York Road

• Re-evaluate segment in state

The 2011 ranking appears on

priority. Thirty-nine crashes were found to have occurred on the side street a

• Consider further evaluation

in rear-end crashes at the York/Stumph Road intersection.

not significant, then consider removing the red ligh

• Install No Left Turn signs at the Walgreens Entrance on Pearl Road

Medium-term countermeasures reco

• Consider installing a right-in/right


• Consider resurfacing US 42 through the segment to improve the

• Prepare an Access Management Plan

This can be performed for an estimated cost of $30,000.

• Encourage businesses and property owners to improve the safety of access points by

consolidating drives on the north side of US 42 and direct exiting vehicles to the signalized

intersection at the Key Bank/Greenbrier Center traffic signal.

estimated cost of $75,000, which includes the closing of four driveways, improved pavement

markings, addition of curb islands on the north leg, and additional curb on the south leg of the

intersection.

• Consider adding near-right signal heads

intersection to increase signal visibility

$6,000.

• Add Signal Back Plates and LED Lights at each of the three intersections

* A 35% contingency has been included in the cost of each of the proposed countermeasures

9.9 (Pearl Road) 14

Proposed countermeasures can be categorized in two improvement phases, which are the short

term phases. The short-term phase improvements should be implemented within one

improvements are intended for one to five years.

term countermeasures recommended by DLZ include:

Put the Signal at York/Stumph back in Coordination with the adjacent signals at the K

bank/Greenbrier Shopping Center and Olde York Road

segment in state-wide priority in 2012 after adjusting incorrectly coded crashes.

2011 ranking appears on the non-freeway list, but does not appear to reflect appropriate

crashes were found to have occurred on the side street approach.

evaluation into the correlation of red light camera installation and an increase

crashes at the York/Stumph Road intersection. If the mitigation of angle crashes is

not significant, then consider removing the red light running cameras.

Install No Left Turn signs at the Walgreens Entrance on Pearl Road

term countermeasures recommended by DLZ include:

in/right-out traffic island at the Walgreens access drive located just

rk/Stumph Road intersection.

Consider resurfacing US 42 through the segment to improve the skid resistance.

Prepare an Access Management Plan to standardize the approach to multiple access points

This can be performed for an estimated cost of $30,000.

Encourage businesses and property owners to improve the safety of access points by


intersection at the Key Bank/Greenbrier Center traffic signal. This can be pe




intersection to increase signal visibility. These signals can be added for an estimated cost of

Add Signal Back Plates and LED Lights at each of the three intersections.

en included in the cost of each of the proposed countermeasures

Proposed countermeasures can be categorized in two improvement phases, which are the short-term

term phase improvements should be implemented within one

Put the Signal at York/Stumph back in Coordination with the adjacent signals at the Key

wide priority in 2012 after adjusting incorrectly coded crashes.

does not appear to reflect appropriate

pproach.

red light camera installation and an increase

the mitigation of angle crashes is

at the Walgreens access drive located just

skid resistance.

to standardize the approach to multiple access points.

Encourage businesses and property owners to improve the safety of access points by


This can be performed at an



at all four approaches of the US 42 & York Road

These signals can be added for an estimated cost of

en included in the cost of each of the proposed countermeasures

APPENDIX A:

Condition Diagram

ON

LY

ON

LY

SO

UTH

42

SP

EE

D

LI

MIT

25

PEARL RD

PEARL RD

ST

UMP

H R

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OR

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UM

PH

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RD

RD

PEARL RD.

PEARL RD.

York R

d.

PEARL RD.

PEARL RD.

York Rd.

Stumph R

d. S

tu

mph Rd.

HOSPIT

AL

HOSPIT

AL

NO

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42

BEGIN

ON

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LIGHT &

ENFORCED

SPEED

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(PEARL RD)

US 42

STUMPH RD

YORK RD

LEGEND

EXISTING SIGN

EXISTING SIGNAL HEAD

EXISTING MAST ARM

EXISTING VIDEO DETECTION

ON

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ON RED

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STOP

ON RED

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PEARL RD.

PEARL RD.

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OLDE Y

ORK R

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(PEARL RD)

US 42

(PEARL RD)

US 42

CENTER

SHOPPING

GREENBRIER

KEYBANK

APPENDIX B:

Crash Summary

� � (�) From // to //

Number

Total 127

CRASH_SEVERITY Number % TRAFFIC_CRASH_YEAR Number %

Injury Crash 28 22.0% 2009 34 26.8%

Property Damage Crash 99 78.0% 2010 44 34.6%

Grand Total 127 100.0% 2011 49 38.6%

Grand Total 127 100.0%

DAY_OF_WEEK Number %

Friday 24 18.9%

Wednesday 21 16.5%

Monday 20 15.7%

Tuesday 18 14.2%

Saturday 17 13.4%

Thursday 16 12.6%

Sunday 11 8.7%


HOUR_OF_DAY Number % TYPE_OF_CRASH Number %

0 3 2.4% Rear End 61 48.0%

1 1 0.8% Angle 25 19.7%

2 1 0.8% Sideswipe , Passing 19 15.0%

7 5 3.9% Left Turn 11 8.7%

8 4 3.1% Sideswipe , Meeting 4 3.1%

9 3 2.4% Backing 4 3.1%

10 6 4.7% Pedalcycles 2 1.6%10 6 4.7% Pedalcycles 2 1.6%

11 12 9.4% Fixed Object 1 0.8%

12 12 9.4% Grand Total 127 100.0%

13 10 7.9%

14 4 3.1%

15 19 15.0%

16 12 9.4%

17 11 8.7%

18 4 3.1%

19 6 4.7%

20 3 2.4%

21 6 4.7%

22 3 2.4%

23 2 1.6%


� � (�) From // to //WEATHER_CONDITION Number % ROAD_CONDITION Number %

Clear 61 48.0% Road , Dry 80 63.0%

Cloudy 36 28.3% Road , Wet 44 34.6%

Rain 23 18.1% Road , Snow 3 2.4%

Snow 5 3.9% Grand Total 127 100.0%

Other/Unknown 1 0.8%

Sleet, Hail 1 0.8%


LIGHT_CONDITION Number % NUMBER_OF_VEHICLES Number %

Daylight 92 72.4% (blank) 127 100.0%

Dark , Lighted 25 19.7% Grand Total 127 100.0%

Dusk 5 3.9%

Dawn 3 2.4%

Light Not Stated 2 1.6%


LOCATION Number % CRASH_MONTH_NBR Number %

Four,Way Intersection 60 47.2% 1 9 7.1%

Not An Intersection 46 36.2% 2 7 5.5%

Driveway/Alley Access 15 11.8% 3 6 4.7%

T,Intersection 5 3.9% 4 9 7.1%

Y,Intersection 1 0.8% 5 11 8.7%

Grand Total 127 100.0% 6 12 9.4%

7 10 7.9%7 10 7.9%

8 10 7.9%

9 11 8.7%

10 16 12.6%

11 17 13.4%

12 9 7.1%


ROAD_CONTOUR Number %

Straight , Level 115 90.6%

Straight , Grade 11 8.7%

Contour Not Stated 1 0.8%


SPECIAL_AREA Number % ANIMAL_TYPE Number %

Unknown or Not in Work Zone 120 94.5% Animal Not Stated 127 100.0%

Transition Area 3 2.4% Grand Total 127 100.0%

Activity Area 2 1.6%

Before First Work Zone Warning Sign 1 0.8%

Advance Warning Area 1 0.8%


� � (�) From // to //ACTION1 Number % CONTRIBUTING_FACTOR1 Number %

Straight Ahead 61 48.0% Followed To Closely/ACDA 50 39.4%

Making Left Turn 23 18.1% Failure To Yield 33 26.0%

Changing Lanes 16 12.6% Other Improper Action 14 11.0%

Entering Traffic Lane 9 7.1% Improper Lane Change/Passing/Offroad 11 8.7%

Slowing Or Stopped In Traffic 7 5.5% Unknown 7 5.5%

Making Right Turn 5 3.9% Improper Backing 4 3.1%

Backing 4 3.1% Ran Red Light 3 2.4%

1 0.8% Improper Turn 2 1.6%

Unknown 1 0.8% Failure To Control 1 0.8%

Grand Total 127 100.0% 1 0.8%

None 1 0.8%


OBJECT_STRUCK1 Number %

(blank) 127 100.0%


TRAFFIC_CONTROL1 Number %

Traffic Signal 73 57.5%

Pavement Markings 34 26.8%

No Controls 17 13.4%

Stop Sign 1 0.8%

Not Reported 1 0.8%

1 0.8%


DRIVER_ALCOHOL1 Number %

None 112 88.2%

0 11 8.7%

Yes , Alcohol Suspected 2 1.6%

1 0.8%

Yes , HBD Not Impaired 1 0.8% DRIVER_DRUGS1 Number %

Grand Total 127 100.0% (blank) 127 100.0%


� � (�) From // to //DIRECTION_FROM1 Number % DIRECTION_TO1 Number %

East 31 24.4% West 28 22.0%

North 30 23.6% South 26 20.5%

South 26 20.5% North 22 17.3%

Northeast 13 10.2% Southwest 18 14.2%

West 10 7.9% Northeast 17 13.4%

Southwest 10 7.9% East 10 7.9%

Southeast 3 2.4% Southeast 3 2.4%

Northwest 3 2.4% Northwest 2 1.6%

1 0.8% 1 0.8%

Grand Total 127 100.0% Grand Total 127 100.0%

POSTED_SPEED1 Number % ESTIMATED_SPEED1 Number %

Posted Speed 21,25 113 89.0% Unit Speed 20 and Under 102 80.3%

Posted Speed 31,35 11 8.7% Unit Speed 21,25 10 7.9%

Posted Speed Not Stated 2 1.6% Unit Speed 26,30 8 6.3%

1 0.8% Unit Speed Not Stated 3 2.4%

Grand Total 127 100.0% Unit Speed 31,35 2 1.6%

1 0.8%

Unit Speed 36,40 1 0.8%


VEHICLE_TYPE1 Number % VEHICLE_TYPE2 Number %

Mid Size 35 27.6% Mid Size 33 26.0%

Compact 30 23.6% Compact 28 22.0%Compact 30 23.6% Compact 28 22.0%

Sport Utility Vehicle 19 15.0% Full Size 19 15.0%

Full Size 14 11.0% Sport Utility Vehicle 16 12.6%

Minivan 12 9.4% Pickup 13 10.2%

Pickup 8 6.3% Minivan 9 7.1%

Sub,Compact 5 3.9% Sub,Compact 5 3.9%

Van 2 1.6% Bicycle/Pedacyclist 2 1.6%

1 0.8% Motorcycle 1 0.8%

Single Unit Truck Or Van 2 Axle, 6 Tires 1 0.8% 1 0.8%


� � (�) From // to //ACTION2 Number % CONTRIBUTING_FACTOR2 Number %

Slowing Or Stopped In Traffic 66 52.0% None 120 94.5%

Straight Ahead 54 42.5% Unknown 2 1.6%

Making Left Turn 3 2.4% Failure To Control 1 0.8%

Unknown 1 0.8% Followed To Closely/ACDA 1 0.8%

Entering Traffic Lane 1 0.8% Swerving To Avoid 1 0.8%

Entering Or Crossing Specified Location 1 0.8% None Non,Motorist 1 0.8%

1 0.8% 1 0.8%


DIRECTION_FROM2 Number % DIRECTION_TO2 Number %

East 28 22.0% West 28 22.0%

South 27 21.3% North 27 21.3%

North 22 17.3% Southwest 20 15.7%

Northeast 19 15.0% South 19 15.0%

West 13 10.2% Northeast 15 11.8%

Southwest 12 9.4% East 13 10.2%Southwest 12 9.4% East 13 10.2%

Southeast 4 3.1% Northwest 3 2.4%

1 0.8% 1 0.8%

Northwest 1 0.8% Southeast 1 0.8%


DRIVER_ALCOHOL2 Number % DRIVER_DRUGS2 Number %

None 121 95.3% (blank) 127 100.0%

0 5 3.9% Grand Total 127 100.0%

1 0.8%


� � (�) From // to //

SEVERITY CRASH_SEVERITY

TRAFFIC_CRASH_YEAR Injury Crash Property Damage Crash

2009 10 24

2010 10 34

2011 8 41

Grand Total 28 99

TRAFFIC_CRASH_YEAR Fatalities Incapacitating Injuries

2009 0 0

2010 0 0

2011 0 0

Grand Total 0 0

TRAFFIC_CRASH_YEAR INJ_TYPE2_SERIOUS_VISIBLE INJ_TYPE3_MINOR_VISIBLE INJ_TYPE4_NO_VISIBLE

2009 0 1 9

2010 0 2 12

2011 0 3 10

Grand Total 0 6 31

APPENDIX C:

Collision Diagram

NN

2

1

CU

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2-(9.6

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OL

LISIO

N

DIA

GR

AM

US

42 (P

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RL

RD)

&

YO

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ST

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PH

RD

`̀`̀`

HO

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ON

TA

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SC

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020

1040

CA

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US-42 S

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AM

CRASH DESCRIPTION

1 2 3 4 65

1

2

3

4

DATE OF CRASH

TIME OF CRASH

WEATHER CONDITION

5

6

ROADWAY CONDITION

SEVERITY

CONTRIBUTING FACTOR

03-30-2011 09:00 C D PDO-IMPROPER TURN

REAR END

HEAD ON

LEFT TURN

ANGLE

FIXED OBJECT

SIDE SWIPE

(MEETING)

SIDE SWIPE

(PASSING)

BACKING

OUT OF CONTROL

CRASH TYPESSYMBOLS

MOVING VEHICLE

STOPPED VEHICLE

VEHICLE AT FAULT

FIXED OBJECT

BICYCLE

PEDESTRIAN

backin

g

NOT STATED

CLEAR

RAIN

SNOW

FOG

HEAVY WIND

PROPERTY DAMAGE ONLY

INJURY

FATAL

NOT STATED

DRY

WET

SNOW

ICE

PDO

INJ

FATAL

X

C

R

S

F

H

X

D

W

S

I

SEVERITY

WEATHER CONDITION

ROAD CONDITION

BLUE - 2009

GREEN - 2010

CONTRIBUTING FACTOR

CL CLOUD COVERED

FTY

RRL

FTC

ILC

FAILURE TO YIELD

ASSURED CLEAR DISTANCE

RAN RED LIGHT

FAILURE TO CONTROL

IMPROPER LANE CHANGE

DIN

IPT IMPROPER TURN

DRIVER INATTENTION

ACDA

UKN UNKNOWN

OIA OTHER IMPROPER ACTION

IPB IMPROPER BACKING

CRASH # CRASH DESCRIPTION

1

2

3

CRASH # CRASH DESCRIPTION

05-04-2010 16:30 C D PDO ACDA

03-06-2011 11:30 C W PDO ACDA

06-10-2011 19:20 CL D INJ ACDA

11-17-2011 18:51 S W PDO ACDA

06-28-2009 21:30 C D PDO ACDA

09-09-2009 21:20 C D INJ ACDA

09-28-2009 08:10 CL W INJ ACDA

07-05-2010 20:25 C D INJ ACDA

08-24-2010 15:53 C D PDO ACDA

10-29-2011 02:06 C D PDO ACDA

12-27-2011 14:27 S S PDO ACDA

4

(PEARL RD)

US 42

STUMPH RD

YORK RD

09-22-2009 13:16 CL D PDO ACDA

10-07-2009 19:45 C D PDO ACDA

07-20-2010 21:10 C D INJ ACDA

10-02-2010 15:30 R W INJ ACDA

03-18-2011 15:25 CL D PDO ACDA

06-08-2011 20:55 C D INJ ACDA

07-11-2011 15:52 R W PDO ACDA

07-23-2011 21:58 R W PDO ACDA

08-04-2011 11:38 CL W PDO ACDA

09-28-2011 13:08 C D PDO ACDA

09-30-2011 16:15 CL W PDO ACDA

10-02-2011 22:25 CL W INJ ACDA

11-07-2011 15:44 CL D PDO ACDA

11-19-2011 17:01 R W PDO ACDA

01-24-2010 11:34 CL W PDO ACDA

01-13-2009 18:48 C W INJ ACDA

04-23-2010 07:40 C D INJ ACDA

08-05-2010 13:30 CL D PDO ACDA

01-14-2011 16:23 CL D PDO ACDA

04-08-2011 17:40 CL D PDO ACDA

04-19-2011 17:45 R W PDO ACDA

05-14-2011 15:50 R W PDO ACDA

09-01-2011 11:15 C D PDO ACDA

09-04-2011 21:30 R W PDO ACDA

11-22-2011 17:45 R W PDO ACDA

11-30-2011 11:30 CL W PDO ACDA

08-28-2009 19:10 R W PDO ACDA

07-06-2009 15:18 C D PDO ACDA

10-20-2009 09:45 UKN UKN INJ ACDA

08-04-2010 07:32 C D INJ ACDA

04-08-2011 15:02 CL D PDO ACDA

RED - 2011

PEARL RD.

US 42

PEARL RD.US 42

YO

RK R

D.

CR 46

ST

UM

PH R

D.

CR 266

02-09-2009 19:40 C D PDO FTY

02-28-2009 15:58 C D PDO RRL

backing

04-26-2009 12:01 C D PDO IPB

04-28-2009 15:50 R W PDO IPT

05-06-2009 10:50 C D PDO IPB

backing

05-21-2009 23:57 CL D PDO IPB

05-30-2009 23:53 C D INJ FTY

06-15-2009 10:55 C D PDO RRL

08-11-2009 16:13 C D PDO ILC

10-05-2009 12:38 CL D PDO ILC

10-21-2009 17:00 C D INJ DIN

11-04-2009 15:34 C D PDO FTY

01-06-2010 07:26 R W PDO FTY

03-11-2010 13:08 C D PDO FTY

04-15-2010 19:28 C D INJ FTY

05-14-2010 13:44 CL D INJ ILC

06-06-2010 13:09 CL D PDO OIA

07-06-2010 18:27 C D PDO FTY

07-19-2010 00:11 C D PDO FTY

11-17-2011 09:20 C D INJ ACDA

10-05-2010 12:00 CL W PDO FTY

10-08-2010 19:47 C D PDO FTY

10-29-2010 11:20 CL D PDO OIA

10-29-2010 09:47 CL W PDO ILC

11-04-2010 08:57 CL D PDO FTY

11-14-2010 10:34 CL W INJ FTC

11-26-2010 22:10 C D PDO IPB12-20-2010 16:19 CL D PDO FTY

01-07-2011 10:47 CL W PDO ILC

01-14-2011 15:02 CL D PDO ACDA

10-03-2009 01:50 C D PDO RRL

03-19-2011 17:00 C D PDO FTY

09-09-2010 08:28 CL D PDO ILC

07-08-2011 22:38 C D PDO ILC

07-27-2011 13:50 C D PDO ILC

08-24-2011 12:27 CL D INJ FTY

09-30-2011 16:34 R W PDO ACDA

11-02-2011 16:41 C D PDO FTY

10-05-2010 07:32 CL W PDO ACDA

12-29-2010 12:10 C D PDO FTY

11-18-2009 12:13 R W PDO ILC

1

2

3

4

03-25-2010 18:37 S W INJ FTY

02-27-2011 20:27 C W INJ FTY

06-12-2009 11:15 C D INJ FTY

08-15-2009 15:42 C D PDO IPC

06-03-2010 15:56 C D PDO RRL

N

2

2

CU

Y-4

2-(9.6

-9.9

)C

OL

LISIO

N

DIA

GR

AM

US

42 (P

EA

RL

RD)

SW

C

`̀`̀`

HO

RIZ

ON

TA

L

SC

AL

E IN F

EE

T

040

20

80

CA

LC

UL

AT

ED

CH

EC

KE

D

01-05-2010 16:02 C W PDO FTY01-26-2010 17:28 S W PDO FTY

04-13-2010 12:15 CL W PDO ACDA

04-17-2010 12:20 R W PDO RRL

05-29-2010 10:50 C D PDO ACDA

11-28-2011 07:32 R W PDO ACDA

09-27-2010 14:25 R W INJ FTY

11-17-2010 11:20 C D PDO ILC

02-18-2011 12:40 C D PDO FTY

05-11-2011 15:35 C D PDO ACDA

05-17-2011 15:57 R W PDO FTY

08-15-2011 16:47 C D PDO FTY

10-03-2011 21:19 R W INJ FTY

10-27-2011 12:53 R W PDO ILC11-25-2011 12:03 C D PDO IPB

12-30-2010 16:35 C D PDO ACDA

12-15-2011 15:42 C D PDO ACDA

01-20-2010 14:49 CL D PDO FTY

11-19-2011 15:13 CL D INJ FTY

09-05-2009 19:10 C D INJ FTY

03-20-2010 00:13 C D PDO ILC10-23-2009 14:11 R W PDO ILC

06-27-2011 17:10 C D PDO ACDA

06-28-2010 17:40 C W PDO ACDA

02-25-2009 16:57 CL D PDO ILC

06-07-2009 13:45 C D PDO ACDA

08-29-2009 15:03 CL D INJ ACDA11-15-2009 10:45 CL D INJ ACDA

12-02-2009 16:44 R W PDO FTY

02-22-2010 11:08 R W PDO ILC

07-10-2010 11:58 C D PDO FTY

12-10-2010 12:15 CL W PDO FTY

12-30-2010 11:52 CL W INJ ACDA

05-20-2011 13:40 C D PDO ACDA

06-13-2011 17:07 C D PDO ILC

06-27-2011 13:09 C D PDO ACDA

12-16-2011 17:05 CL D PDO ILC

05-11-2009 11:58 C D PDO FTC

02-04-2009 08:54 S S PDO FTY

MA

TC

H LIN

E:

SE

E

US-42

&

YO

RK C

OL

LISIO

N

DIA

GR

AM

DIA

GR

AM

MA

TC

H LIN

E:

SE

E B

EL

OW

MA

TC

H LIN

E:

SE

E

AB

OV

E

OLDE Y

ORK R

D

(PEARL RD)

US 42

(PEARL RD)

US 42

CENTER

SHOPPING

GREENBRIER

KEYBANK

APPENDIX D:

Traffic Counts

File

Na

me

: 2

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t. T

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l

07:0

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48

72

70

12

71

26

2111

21

82

30

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16

94

22

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07:1

521

64

90

94

23

82

25

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29

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80

17

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134

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33

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14

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27

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101

28

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63

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73

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143

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09:0

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81

19

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1128

25

70

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22

89

29

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533

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70

81

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37

106

10

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41

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100

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6448

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1705

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614 W

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Ave

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***

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1.4

01.6

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2

DL

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614 W

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H. 44113

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APPENDIX E:

Storage Length Calculations

Date: 11/6/2013

Completed by: swc

Study Location: US 42 & York Road

Intersection

Design Speed 25 mph

Cycle Length 110 seconds

Street

Approach

Peak Hour Volume Period No. of Lanes (exclusive + shared)

left 226 1

thru 669 2

right 119

Left Turn Volume High

Right Turn Volume High

NO

32.72727 cycles / hr

Avg Vehicle / Cycle (Left-turn) = 7 thru lanes: 2

STORAGE LENGTH CALCULATION WORKSHEET

York Road

FOR A SIGNALIZED INTERSECTION

Pearl Road

Westbound

[From the ODOT Location & Design Manual (Vol. 1) - Sections 401-9E and 401-10E] Oct 2004

thru backup check

Consider Dual Left Turn Lanes Based

on Volume ( >300 lefts)?

Storage Length

Avg Vehicle / Cycle (Left-turn) = 7 thru lanes: 2

Avg Vehicle / Cycle (Right-turn) = 4 veh/cycle: 21

backup: 725

Left Turn Storage Length / Lane 275

Right Turn Storage Length / Lane #DIV/0!

Condition : A

Left Turn Right Turn

Condition A: Length = 325 ft #DIV/0!

Condition B: Length = N/A N/A

Condition C: Length = N/A N/A

Design Length = 325 ft #DIV/0!

Condition

backup

per lane:363 ft

updated 10/2012 *indicates user input

APPENDIX F:

Capacity Analysis

HCM 2010 Signalized Intersection Summary

3: US 42 (Pearl Road) & York Road/Stumph Road 4/23/2013

Safety Study for US 42 AM Peak (SLM 9.6-9.9) 4/2/2013 Baseline Synchro 8 Report

Page 1

Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR

Lane Configurations

Volume (vph) 124 467 54 141 534 135 82 390 125 137 419 116

Number 7 4 14 3 8 18 5 2 12 1 6 16

Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0

Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Parking, Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Adj Sat Flow Rate 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863

Lanes 1 2 0 1 2 0 1 2 0 1 2 0

Capacity, veh/h 265 832 96 323 751 189 352 885 281 380 990 272

Arriving On Green 0.08 0.25 0.25 0.08 0.26 0.26 0.05 0.33 0.33 0.08 0.35 0.35

Sat Flow, veh/h 1774.0 3280.8 378.0 1774.0 2873.3 724.3 1774.0 2712.9 860.7 1774.0 2815.6 773.4

Grp Volume(v), veh/h 134.8 287.4 278.9 153.3 375.7 351.5 89.1 289.7 270.1 148.9 300.1 281.4

Grp Sat Flow(s),veh/h/ln 1774.0 1862.7 1796.0 1774.0 1862.7 1734.9 1774.0 1862.7 1710.9 1774.0 1862.7 1726.3

Q Serve(g_s), s 5.1 12.7 12.8 5.8 17.4 17.5 3.1 11.6 11.8 4.9 11.6 11.8

Cycle Q Clear(g_c), s 5.1 12.7 12.8 5.8 17.4 17.5 3.1 11.6 11.8 4.9 11.6 11.8

Proportion In Lane 1.000 0.210 1.000 0.418 1.000 0.503 1.000 0.448

Lane Grp Cap(c), veh/h 264.8 472.3 455.4 323.0 486.8 453.4 352.5 607.4 557.8 379.8 654.6 606.7

V/C Ratio(X) 0.509 0.609 0.612 0.474 0.772 0.775 0.253 0.477 0.484 0.392 0.458 0.464

Avail Cap(c_a), veh/h 404.6 527.4 508.6 449.1 527.4 491.3 537.9 607.4 557.8 520.3 654.6 606.7

HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Upstream Filter(I) 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Uniform Delay (d), s/veh 24.6 30.7 30.7 23.1 31.9 31.9 19.6 25.1 25.1 18.0 23.4 23.4

Incr Delay (d2), s/veh 1.1 2.2 2.3 0.8 7.0 7.7 0.3 2.7 3.0 0.8 2.3 2.5

Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Lane Group Delay (d), s/veh 25.7 32.9 33.1 23.9 38.9 39.6 19.9 27.7 28.1 18.8 25.7 26.0

Lane Group LOS C C C C D D B C C B C C

Approach Volume, veh/h 701 880 649 730

Approach Delay, s/veh 31.6 36.6 26.8 24.4

Approach LOS C D C C

Timer

Assigned Phase 7 4 3 8 5 2 1 6

Phase Duration (G+Y+Rc), s 12.65 30.24 13.37 30.97 10.25 37.00 12.62 39.37

Change Period (Y+Rc), s 5.60 6.60 5.60 6.60 5.60 6.60 5.60 6.60

Max Green Setting (Gmax), s 14.40 26.40 14.40 26.40 14.40 30.40 14.40 30.40

Max Q Clear Time (g_c+I1), s 7.14 14.79 7.78 19.50 5.08 13.78 6.90 13.78

Green Extension Time (p_c) 0.13 7.40 0.15 4.87 0.09 9.03 0.27 9.03

Intersection Summary

HCM 2010 Control Delay 30.2

HCM 2010 Level of Service C

Queues

3: US 42 (Pearl Road) & York Road/Stumph Road 4/23/2013

Safety Study for US 42 AM Peak (SLM 9.6-9.9) 4/2/2013 Baseline Synchro 8 Report

Page 1

Lane Group SEL SET NWL NWT NEL NET SWL SWT

Lane Group Flow (vph) 135 567 153 727 89 560 149 581

v/c Ratio 0.55 0.66 0.50 0.83 0.24 0.49 0.38 0.44

Control Delay 29.2 40.5 26.5 46.5 18.1 30.1 19.4 27.1

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 29.2 40.5 26.5 46.5 18.1 30.1 19.4 27.1

Queue Length 50th (ft) 57 179 66 238 34 159 59 162

Queue Length 95th (ft) 99 249 110 #343 64 224 101 224

Internal Link Dist (ft) 1319 1118 1474 1656

Turn Bay Length (ft)

Base Capacity (vph) 309 885 362 897 478 1154 438 1317

Starvation Cap Reductn 0 0 0 0 0 0 0 0

Spillback Cap Reductn 0 0 0 0 0 0 0 0

Storage Cap Reductn 0 0 0 0 0 0 0 0

Reduced v/c Ratio 0.44 0.64 0.42 0.81 0.19 0.49 0.34 0.44


# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM 2010 Signalized Intersection Summary

3: Pearl Road & York Road/Stumph Road 4/23/2013

Safety Study for US 42 PM Peak (SLM 9.6-9.9) 4/2/2013 Baseline Synchro 8 Report

Page 1

Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR

Lane Configurations

Volume (vph) 135 536 78 160 338 166 104 561 190 226 669 119

Number 7 4 14 3 8 18 5 2 12 1 6 16

Initial Queue, veh 0 0 0 0 0 0 0 0 0 0 0 0

Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Parking, Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Adj Sat Flow Rate 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863

Lanes 1 2 0 1 2 0 1 2 0 1 2 0

Capacity, veh/h 318 784 114 295 611 295 281 818 277 332 1090 194

Arriving On Green 0.08 0.25 0.25 0.09 0.26 0.26 0.06 0.31 0.31 0.11 0.35 0.35

Sat Flow, veh/h 1774.0 3182.1 461.9 1774.0 2375.4 1147.6 1774.0 2665.2 901.3 1774.0 3081.0 547.8

Grp Volume(v), veh/h 146.7 340.4 327.0 173.9 286.8 261.0 113.0 425.9 390.4 245.7 439.5 417.0

Grp Sat Flow(s),veh/h/ln 1774.0 1862.7 1781.2 1774.0 1862.7 1660.2 1774.0 1862.7 1703.7 1774.0 1862.7 1766.1

Q Serve(g_s), s 6.0 16.7 16.8 7.0 13.4 13.7 4.3 20.3 20.4 8.4 19.8 19.8

Cycle Q Clear(g_c), s 6.0 16.7 16.8 7.0 13.4 13.7 4.3 20.3 20.4 8.4 19.8 19.8

Proportion In Lane 1.000 0.259 1.000 0.691 1.000 0.529 1.000 0.310

Lane Grp Cap(c), veh/h 317.9 458.8 438.7 294.6 479.2 427.1 280.7 572.0 523.1 332.2 659.2 625.0

V/C Ratio(X) 0.462 0.742 0.745 0.590 0.598 0.611 0.403 0.745 0.746 0.739 0.667 0.667

Avail Cap(c_a), veh/h 450.3 515.5 493.0 407.6 515.5 459.5 429.7 572.0 523.1 398.1 659.2 625.0

HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Upstream Filter(I) 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Uniform Delay (d), s/veh 25.4 34.4 34.4 25.3 32.3 32.4 22.5 30.8 30.8 21.2 27.0 27.1

Incr Delay (d2), s/veh 0.8 5.7 6.1 1.4 2.1 2.6 0.7 8.5 9.4 6.3 5.3 5.6

Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Lane Group Delay (d), s/veh 26.2 40.1 40.5 26.7 34.4 35.0 23.2 39.4 40.2 27.5 32.3 32.6

Lane Group LOS C D D C C D C D D C C C

Approach Volume, veh/h 814 722 929 1102

Approach Delay, s/veh 37.8 32.8 37.7 31.4

Approach LOS D C D C

Timer

Assigned Phase 7 4 3 8 5 2 1 6

Phase Duration (G+Y+Rc), s 13.61 30.98 14.70 32.07 11.69 37.00 16.32 41.64

Change Period (Y+Rc), s 5.60 6.60 5.60 6.60 5.60 6.60 5.60 6.60

Max Green Setting (Gmax), s 15.40 27.40 15.40 27.40 14.40 30.40 14.40 30.40

Max Q Clear Time (g_c+I1), s 8.01 18.78 9.00 15.72 6.25 22.39 10.39 21.77

Green Extension Time (p_c) 0.15 5.61 0.17 7.08 0.11 6.67 0.34 7.13


HCM 2010 Control Delay 34.8

HCM 2010 Level of Service C

Queues

3: Pearl Road & York Road/Stumph Road 4/23/2013

Safety Study for US 42 PM Peak (SLM 9.6-9.9) 4/2/2013 Baseline Synchro 8 Report

Page 1

Lane Group SEL SET NWL NWT NEL NET SWL SWT

Lane Group Flow (vph) 147 668 174 547 113 817 246 856

v/c Ratio 0.47 0.80 0.63 0.62 0.42 0.76 0.76 0.69

Control Delay 26.1 47.1 32.1 35.4 22.1 39.7 37.5 35.1

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 26.1 47.1 32.1 35.4 22.1 39.7 37.5 35.1

Queue Length 50th (ft) 66 229 79 156 44 281 104 275

Queue Length 95th (ft) 106 302 124 218 81 #382 #237 #381

Internal Link Dist (ft) 1319 1118 1474 1656

Turn Bay Length (ft)

Base Capacity (vph) 383 877 327 914 354 1079 332 1242

Starvation Cap Reductn 0 0 0 0 0 0 0 0

Spillback Cap Reductn 0 0 0 0 0 0 0 0

Storage Cap Reductn 0 0 0 0 0 0 0 0

Reduced v/c Ratio 0.38 0.76 0.53 0.60 0.32 0.76 0.74 0.69


# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

APPENDIX G:

Access Management Diagram

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2

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WALGREENS

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RI/RO

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Proposed Shared Access

Potential Right In / Right OutDrives

Potential Right In Drives

Potential Drives to Eliminate

Optimized Coordinated SignalTimings

RI/RO

RI/RO

RI/RO

RI

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Dunkin' Donuts

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US 42 (Pearl Road)

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Proposed Shared Access

Potential Right In / Right OutDrives

Potential Right Out Drives

Potential Drives to Eliminate

Optimized Coordinated SignalTimings

RO

York Town Lanes

East Coast Custard

Marathon

US 42 (Pearl Road)

Olde Y

ork R

oad

APPENDIX H:

Photo Logs

Photo 1 – Stumph Road Eastbound 200’ from US 42



Photo 4 – York Road Westbound 200’ from US 42

Photo 7 –US 42 Northbound 300’ from York/Stumph Road

Photo 8 – US 42 Northbound 600’ from York/Stumph Road

Photo 9 –US 42 Northbound 900’ from York/Stumph Road

Photo 10 – US 42 Southbound 300’ from York/Stumph Road

Photo 13 – Commercial Drive Traffic Signal

Photo 14 – US 42 Southbound at Olde York Road

Photo 15 – Old York Road Looking North

Photo 16 – Red Light Camera Installation at SW Approach of US 42 and York Road

Photo 17 – Advanced Warning for Red Light Camera 1300’ South of Red Light Camera Installation

Photo 18 - Street Sign and Video Detection at York/Stumph Road Intersection

Photo 19 – Pedestrian Signal Head and Pedestrian Push Buttons

Photo 20 – Poor Pavement Condition at South Approach of York/Stumph Road intersection

Photo 21 – Deteriorated Pavement at Greenbrier Access Drive

Photo 22 – Queue Length for WB US 42 Left Turn Lane

Photo 23 – Pre-emption for Olde York Road

Photo 24 – Pre-emption for Greenbrier Center Drive

APPENDIX I:

Safety Funding Application

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.

Safety Project ApplicationSafety Project ApplicationSafety Project ApplicationSafety Project Application

General Information ODOT District ODOT PID County Route Section (Log)

Project Sponsoring Agency

Project Manager (Contact Person) Phone Number

Email Address

Project Description

Summary of Problem Statement

Summary of Recommended Countermeasures

Work Locations (Insert additional rows as necessary)

ODOT NLFID

(or County & Route)

Begin

Log

End

Log

Location Termini

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

Project Priority

Description of project priority (HSP or Local ranking)

Project Development

Project Phase Completed By Actual / Projected

Completion Date

Safety Study

Interchange Modification Study

Environmental (NEPA) Doc.

Detailed Design

Right of Way / Utilities

Crash Data (Previous 3 years) Data is for intersection (Y/N) Crash Frequency / Density

* Crash Rate Percent Trucks

* Relative Severity Index Volume to Capacity Ratio

* Equiv. Property Damage Rate of Return

App. is for Corridor (Y/N)

* Refer to ODOT’s Safety Policy to calculate crash rate, relative severity index, and equivalent property damage only rate.

Comprehensive Highway Safety Plan / High Risk Rural Roads

Number of

Fatalities

Number of

Incapacitating

Injuries

CHSP Emphasis Area (i.e. Data and Support Systems; Serious Crash Type;

High Risk Behaviors/Drivers; Special Vehicles/Roadway Users; Incident and Congestion

Related Crashes)

CHSP Emphasis Area Strategy

Eligible for HRRR Funds

(Y/N)

Functional

Classification

Section / Entering

Traffic Volume

Sources of Other (Non-Safety) Funding (Insert additional rows as necessary)

Project Phase Source Amount

Additional Explanation of other funding

Project Funding

Project

Phase

Fiscal

Year

Other

Funding

Previous

Safety

New

Safety Total

Safety

Study

Interchange

Mod. Study

Environmental

(NEPA) Doc.

Detailed

Design

Right of Way

/Utilities

Construction

Total

Applicant Information

Name (Print) Title Phone Number

Signature Date

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

• Copy of the Safety Engineering Study (including DSRT approval signatures, traffic volume data, project location map, and photographs of the project site, etc.)

• Rate of Return (Economic Analysis)

Rev. 7-7-08

DLZ CCUUY Y--422 (99.60-9.90) SAFETY S O P R I R 87 2011 S ... Formal...with them. Emergency Vehicle...

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