INTERSECTION SAFETY STUDY State Route 57 / Seville Road

Transcription

1 INTERSECTION SAFETY STUDY State Route 57 / Seville Road City of Wadsworth, Medina County, Ohio Prepared For: City of Wadsworth Engineering Department 120 Maple Street Wadsworth, OH Prepared By: GPD Group 520 South Main Street Suite 2531 Akron, OH September 2017

2 INTERSECTION SAFETY STUDY State Route 57 / Seville Road City of Wadsworth, Medina County, Ohio Prepared For: City of Wadsworth Engineering Department 120 Maple Street Wadsworth, Ohio September 2017 Engineer s Seal Prepared By: Prepared Under The Responsible Charge of: Curtis J. Deibel, P.E. Registration No Michael A. Hobbs, P.E., PTOE Registration No Certification No Date

3 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio TABLE OF CONTENTS I. Study Area:... 1 II. Executive Summary... 2 Purpose & Need:... 2 Background:... 2 Brief Overview of Possible Causes:... 2 Recommended Countermeasures and Related Costs:... 3 III. Purpose and Need:... 4 IV. Existing Conditions:... 4 V. Project Traffic Volumes:... 6 Planning Level Traffic Volumes... 6 Historic Growth Trends... 6 Future Traffic Volumes... 6 VI. Safety Analysis:... 7 Crash Statistics... 9 VII. Benefit to Cost Analysis: Proposed Improvements Benefit to Cost Analysis VIII. Traffic Analyses: Signal Warrant Analysis Intersection Capacity Analysis IX. Pavement Condition Ratings: X. Conclusions and Recommendations: LIST OF APPENDICES Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Appendix F: Appendix G: Appendix H: Appendix I: Appendix J: Appendix K: Appendix L: Site Photo Log Existing HCS Intersection Capacity Analysis Manual Turning Movement Counts Growth Rate Calculations Collision Diagrams Collision Data Summary & Charts Safety Application Cost Estimate Benefit / Cost Worksheets Traffic Signal Warrant Analysis HCS Intersection Capacity Analysis SIDRA Roundabout Capacity Analysis Page - i September 2017

4 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio LIST OF TABLES Table 1: HCS Intersection Capacity Analysis Summary Existing Year 2017 Conditions Table 2: Travel Speed Summary Table 3: Crash Data Analysis Summary Chart Table 4: Benefit to Cost Summary Chart Table 5: Traffic Signal Warrant Analysis Summary Existing Year 2017 Conditions Table 6: HCS Intersection Capacity Analysis Summary Opening Year 2023 No- Build vs. Build Conditions - Signalized Intersections Table 7: HCS Intersection Capacity Analysis Summary Design Year 2043 No- Build vs. Build Conditions - Signalized Intersections Table 8: SIDRA Roundabout Capacity Analysis Summary Opening Year 2023 Build Conditions Table 9: SIDRA Roundabout Capacity Analysis Summary Design Year 2043 Build Conditions Table 10: Pavement Condition Ratings (2016) LIST OF FIGURES Figure 1: Figure 2: Figure 3: Figure 4: Figure 5: Figure 6: Aerial Photograph Existing Conditions Diagram Existing Year 2017 Peak Hour Traffic Volumes Opening Year 2023 Peak Hour Traffic Volumes Design Year 2043 Peak Hour Traffic Volumes Proposed Improvement Rendering Page - ii September 2017

5 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio I. Study Area: Traffic Safety Study ODOT District 3, City of Wadsworth Safety Study Intersection SAFETY STUDY INTERSECTION Completed by: GPD Group Completion Date: September 2017 LEGEND Study Intersection Page - 1 September 2017

6 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio II. Executive Summary Purpose & Need: At the request of the City of Wadsworth, GPD Group was tasked with completing an Intersection Safety Study for the State Route 57 / Seville Road intersection. The intersection which is the subject of this Safety Study is located in the southwest quadrant of the City of Wadsworth. This study will determine if any operational or safety deficiencies exist within the study area and what improvements are necessary to correct any deficiencies that are identified. The City of Wadsworth actively pursues projects that identify crash patterns in the attempt to construct roadway improvements that provide the greatest potential to benefit safety. Currently, the City of Wadsworth is in the processes of constructing safety improvements along State Route 94 in the area of the I.R. 76 interchange ramps and this project is anticipated to be completed in In the attempt to continue future safety planning efforts following the completion of the State Route 94 project, the City of Wadsworth has actively been looking for locations that identify crash patterns. The City of Wadsworth considers improving the safety of this intersection to be their highest safety improvement priority at this time. Background: Historically, the subject intersection has been a troublesome location for the City of Wadsworth. Numerous complaints of dangerous operations and conditions have been made to the city. In 2017, GPD Group completed a comprehensive tabulation of the crashes for the three (3) most recent years of crash data ( ) at the State Route 57 / Seville Road intersection in the City of Wadsworth, Ohio. A total of 20 crashes were reported at the study intersection and were analyzed as part of this study. These crashes include 13 rear-end, 3 left turn, 2 fixed object, 1 sideswipe passing and 1 angle crash. This crash data showed an elevated number of crashes within the study area, suggesting that there were safety issues and a more detailed analysis was needed to determine the extent of the problem(s) and what could be done to address them. Brief Overview of Possible Causes: A review of the crash patterns indicate that safety and operational issues exist within the study area. The crash diagrams indicate an increased number of rear-end crashes are occurring at this intersection and this suggests that as the traffic signal turns red, a higher opportunity for rear-end crashes occurs. Additionally, left turning vehicles in the single thru lane impede following traffic, resulting in rear-end crashes. Field observations suggest that when these left turning movements occur, the following vehicles illegally pass on the right shoulder which creates unsafe conditions at the intersection and increases left turn or sideswipe passing conflict points. Page - 2 September 2017

7 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio Recommended Countermeasures and Related Costs: This study has identified long-term improvement recommendations that would reduce the number of crashes occurring within the study area. The following list outlines these improvements: Long Term Improvements: 1. Remove the traffic signal at the State Route 57 / Seville Road intersection and convert the intersection into a single lane roundabout. The existing traffic signal at the State Route 57 / Seville Road intersection is proposed to be removed and the intersection converted into a single lane roundabout. Currently, as vehicles at the study intersection wait for a safe gap in traffic to perform a left turn movement, the following thru traffic in the single travel lane cannot legally go around. This contributes to traffic queuing which subsequently causes rear-end collisions (recall that the posted speed limit on State Route 57 is 50 mph and when vehicles traveling at this speed are forced to make a hard stop, due to congestion, queueing or when the light turns red, a higher potential for rear-end collisions occur. The proposed improvements will convert the left turn movement into a yield condition. This will improve the traffic queue caused by left turn movements and help mitigate rear-end collisions. Additionally, the proposed roundabout will provide a traffic calming effect that reduces approach speeds and will help alleviate rear-end collisions caused by an inability to stop due to a sudden or unexpected object in the roadway. Converting the State Route 57 / Seville Road intersection into a single lane roundabout eliminates the possibility for impatient drivers to illegally pass on the shoulder. The proposed roadway geometry and curbing will physically block this type of vehicular movement and will help mitigate the unsafe conditions and additional conflict points created by illegally passing on the right. Moreover, traffic is anticipated to flow more efficiently into the intersection which will reduce the delay experienced at the intersection when a motorist attempts to complete a left turn. An elevated number of left turn crashes were observed at this intersection. When converting the signalized intersection into a single lane roundabout, it will eliminate the possibility of a direct, left turn conflict movement. At a four (4) approach intersection, a roundabout has a total of 8 conflict points while a traditional intersection contains a total of 32 conflict points. In addition to the reduced number of conflict points, a roundabout only contains same-direction conflict points, which reduces the severity of the crashes that occur and lowers the likelihood of injury if a crash were to occur. The project will propose to install intersection lighting. The proposed intersection lighting will improve the intersection visibility of the roundabout during hours of low light. With intersection lighting, the center of the roundabout will become more noticeable and the intersection lighting will help focus a motorist s attention on key conflict areas. This improvement is anticipated to help mitigate the frequency and severity of nighttime and early morning collisions. The estimated cost for this project is approximately 1.7 million dollars (not including construction inspection or inflation). Page - 3 September 2017

8 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio III. Purpose and Need: At the request of the City of Wadsworth, GPD Group was tasked with completing an Intersection Safety Study for the State Route 57 / Seville Road intersection. The intersection which is the subject of this Safety Study is located in the southwest quadrant of the City of Wadsworth. This study will determine if any operational or safety deficiencies exist within the study area and what improvements are necessary to correct any deficiencies that are identified. The City of Wadsworth actively pursues projects that identify crash patterns in the attempt to construct roadway improvements that provide the greatest potential to benefit safety. Currently, the City of Wadsworth is in the processes of constructing safety improvements along State Route 94 in the area of the I.R. 76 interchange ramps and this project is anticipated to be completed in In the attempt to continue future safety planning efforts following the completion of the State Route 94 project, the City of Wadsworth has actively been looking for locations that identify crash patterns. The City of Wadsworth considers improving the safety of this intersection to be their highest safety improvement priority at this time. IV. Existing Conditions: Development along both State Route 57 and Seville Road is comprised of a mix of both commercial and residential properties near the study intersection. This intersection is located in the southwest quadrant of the City of Wadsworth s corporation limit and is adjacent to Wadsworth Municipal Airport. See Figure 1 for an aerial photograph of the study area. State Route 57 is a two (2) lane asphalt roadway in the vicinity of the study intersection. The current posted speed limit for State Route 57 is 50 miles per hour (mph). According to data obtained from the Ohio Department of Transportation s (ODOT s) website, State Route 57 is classified as an Urban Minor Arterial. State Route 57 within the study area is both a Federal Aid Primary Route and a National Highway System route. State Route 57 is an uncurbed roadway without on street lighting, open ditch and no sidewalks. Seville Road is a two (2) lane asphalt roadway in the vicinity of the study intersection. The current posted speed limit on Seville Road is 35 mph. According to data obtained from ODOT s website, Seville Road is classified as an Urban Major Collector. Seville Road is an uncurbed roadway without on street lighting, open ditch and no sidewalks. The existing roadway geometry for the study intersection is detailed on the following page. Refer to Figure 2 for the existing condition diagram of the study area and see Appendix A for a site photo log. Page - 4 September 2017

9 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio State Route 57 / Seville Road Intersection: This intersection is currently signalized using a typical span wire configuration with strain poles on the northeast and southwest corners of the intersection. The intersection consist of four (4) approaches with the following lane configurations: EB Seville Road one (1) lane (left-thru-right), WB Seville Road one (1) lane (left-thruright), NB State Route 57 one (1) lane (left-thru-right) and SB State Route 57 one (1) lane (left-thru-right). It should be noted that all four (4) approaches operate under permissive signal operation. Right turns on red are currently prohibited for the northbound and southbound State Route 57 approaches. A single luminaire exists on the southwest corner of the intersection, this is the only luminaire that exists at the intersection or on the approaches leading up to the intersection. The traffic count at the study intersection did not count a single pedestrian utilizing the intersection during the thirteen (13) hour count. The existing traffic signal itself has 12 LED traffic signal heads, two signal heads for each approach, no backplates and the traffic signal heads are tethered. The signal operates with two (2) phases, one for northbound and southbound traffic and the second for eastbound and westbound traffic. No protected left turn phasing exists. Table 1 summarizes the results of the capacity analysis for the signalized intersections within the study area using Existing Year 2017 traffic. The analysis is performed utilizing the computer program HCS7 which is developed by McTrans Corporation and based on the Highway Capacity Manual, Sixth Edition and the 2009 Manual of Uniform Traffic Control Devices (MUTCD). Based on criteria established by ODOT, Highway Capacity Software (HCS) is used to determine the required number of lanes and the lane assignments at intersections (i.e. the needed intersection capacity). The analysis was performed for the intersection during the AM and PM peak hours. See Appendix B for the HCS Intersection Capacity Analysis printouts. Table 1: HCS Intersection Capacity Analysis Summary Existing Year 2017 Conditions Intersection / Movement AM Peak Delay LOS (sec) PM Peak Delay LOS (sec) State Route 57 / Seville Road Eastbound Left-Thru-Right C 20.3 C 23.0 Eastbound Approach C 20.3 C 23.0 Westbound Left-Thru-Right C 23.2 C 21.2 Westbound Approach C 23.2 C 21.2 Northbound Left-Thru-Right B 17.1 B 19.2 Northbound Approach B 17.1 B 19.2 Southbound Left-Thru-Right C 20.7 D 36.3 Southbound Approach C 20.7 D 36.3 Intersection Total B 20.0 C 26.4 Note: Orange highlighted cells indicate a Level of Service E. Red highlighted cells indicate a Level of Service F. Page - 5 September 2017

10 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio As shown in Table 1, the study intersection is currently operating at LOS B during the AM peak hour and LOS C during the PM peak hour under the Existing Year 2017 traffic volumes and traffic signal operations. The southbound approach to the intersection is currently operating at LOS D during the PM peak hour. Although in an urban setting a LOS D isn t considered a failing movement, an entire approach operating at LOS D can cause excessive queuing, frequent starts and stops by traffic, leading to rear-end crashes occurring on the approach. The statistical analysis does not account for the dangerous conditions that exist at this intersection due to the lack of left turn lanes. V. Project Traffic Volumes: Planning Level Traffic Volumes For this study, GPD Group obtained a turning movement traffic count performed by Cummins Consulting Services for the study intersection on Tuesday, March 21 th, The turning movement counts were performed for thirteen (13) hours from 7:00 AM 8:00 PM. The raw traffic count data is contained in Appendix C. Planning level traffic volumes were created from the 2017 manual turning movement traffic count. The Average Daily Traffic (ADT) volumes were seasonally adjusted, while the peak hour data had design hour factors applied to them to create the design hourly volumes (DHV) for each peak hour. See Figure 3 for the Existing Year 2017 planning level peak hour traffic volumes. Historic Growth Trends Developing the future traffic volumes involves calculating a proposed growth rate based on historic traffic counts collected along the roadway. ODOT has been collecting traffic volumes on State Route 57 since 1980 and the ADT volumes on these roads during this time frame are available on the ODOT website. According to these counts, traffic volumes along State Route 57 has been steadily increasing since Based on these historic traffic volumes, GPD Group developed a growth trend-line equation for State Route 57. As shown in Appendix D, the traffic counts on State Route 57 show an annual increase in traffic volumes of 0.09% (linearly). Based on this growth of traffic in the study area, a 0.50% growth rate has been applied to the traffic volumes to develop the Opening Year 2023 and Design Year 2043 ADT and peak hour volumes. Future Traffic Volumes The proposed safety improvements are anticipated to be completed in 2023 which will serve as the Opening Year for the study while the Design Year will be 2043 (twenty (20) year design criteria). In order to develop the projected future traffic volumes, the annual growth rate of 0.50% was applied linearly to the existing traffic volumes to compute the Opening Year 2023 as well as the Design Year 2043 traffic conditions. This increase in traffic accounts for background growth which consists of additional traffic from nonspecific development and general regional growth that could be expected to occur in the future. The Opening Year 2023 traffic incorporates a 3.00% increase in existing traffic (6 years of growth) while the Design Year 2043 traffic incorporates an 13.00% increase in Page - 6 September 2017

11 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio existing traffic (26 years of growth). See Figure 4 for the Opening Year 2023 planning level peak hour traffic volumes and Figure 5 for the Design Year 2043 planning level peak hour traffic volumes. VI. Safety Analysis: Crash data was obtained from ODOT s GCAT for the calendar years of 2014 to 2016 for the entire study area. A total of 20 crashes were reported at the study intersection and were analyzed as part of this study. These crashes include 13 rear-end, 3 left turn, 2 fixed object, 1 sideswipe passing and 1 angle crash. 70% of all crashes occurred in daylight and 70% occurred on dry pavement. 100% of the crashes were property damage only and no fatal crashes reported during the last three (3) years. See Appendix E for collision diagrams of the study area and Appendix F for crash data summary and charts. The leading crash type within the study area is thirteen (13) rear-end related crashes. These rear-end crashes are mainly a result of two (2) issues. First, a traffic signal forces vehicles to stop as the light turns red and creates the opportunity for a rear-end crash to occur. Because the posted speed limit on State Route 57 is 50 mph, the chance for a rear-end collision greatly increases as vehicles traveling at this speed have less time and space to stop short of an object following the unexpected and immediate need to apply the brakes. The second factor that is contributing to the rear-end crashes is congestion due to left turning movements. As vehicles wait for a safe gap in traffic to perform a permitted left turn movement at the study intersection, the following thru traffic in the single travel lane cannot legally go around. This congestion and queueing leads to hard stops and rear-end collisions. The proposed improvements will convert the signalized intersection to a single lane roundabout, which will provide a traffic calming effect, improve congestion, traffic queueing, and traffic flow which will help mitigate rear-end collisions. A total of three (3) left turning crashes occurred within the study area. Because the signal operates with permitted phasing, left turning vehicles may become impatient (due to the high opposing thru traffic volume) and attempt to turn in front of oncoming traffic, instead of waiting for a safe gap in traffic. Because opposing vehicles are traveling at speeds of 50 mph, the number of safe gaps in traffic become harder to gauge which increases left turn related collisions. The proposed improvements will eliminate the possibility of a direct, left turn conflict movement which reduces the severity of the crashes that occur and lowers the likelihood of injury if a crash were to occur. Field observations suggest that when a vehicle wishes to make a left turn at this intersection, the following thru traffic in the single travel lane illegally passes on the right shoulder. This illegal passing on the right shoulder raises safety concerns and additional left turn conflict points at the study intersection. When two (2) opposing vehicles initiate legal concurrent left turn movements and passing on the shoulder occurs, the left turning motorist (who has the right-of-way) must abruptly stop short of a potential collision and yield the right-of-way to the vehicle who has passed on the right shoulder in an attempt to make a thru movement. Additionally, GPD Group personnel have experience an unsafe situation at this intersection where a GPD Group motorist legally waits behind a left turning vehicle at the intersection. After the leading left turning vehicle completes the turning movement, the GPD Group motorist legally enters the intersection. As the legal thru movement occurs, a Page - 7 September 2017

12 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio vehicle that has concurrently passed on the right shoulder creates a sideswipe passing conflict point as both motorists are vying for a position in the downstream thru lane. Photos 1 and 2 depict vehicles passing on the right shoulder for both the northboundsouthbound approaches, while Photos 3 and 4 depict vehicles passing on the right shoulder for both the eastbound-westbound approaches. Photos 5 and 6 depict the unsafe condition in which an opposing concurrent left turning vehicle must yield the right-of-way to the vehicle that has illegally passed on the right. It should be noted that the unsafe scenario which creates a potential sideswipe passing conflict point was never recorded. This is primarily due to the low compliance of the law, as most vehicles were not observed waiting in the queue of traffic that follows a left turning movement. Photo 1: A semi-truck passes on the right shoulder in the southbound direction Photo 2: A white car passes on the right shoulder in the northbound direction. Photo 3: An eastbound vehicle passes on the right shoulder. Photo 4: A westbound vehicle passes on the right shoulder. Page - 8 September 2017

13 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio Photo 5: A northbound vehicle passes on the right shoulder while a southbound vehicle attempts to make a left turn. Photo 6: The northbound vehicle causes a near miss accident by passing on the right shoulder. Again, the illegal passing on the right shoulder creates several unsafe conditions that increase conflict points and potential collisions at the State Route 57 / Seville Road intersection. The proposed roadway geometry and curbing will physically block this type of vehicular movement and will help mitigate the unsafe conditions and additional conflict points created by illegally passing on the right. Crash Statistics Using the 2014 to 2016 crash data and the existing traffic volumes, the Crash Frequency, Crash Rate, Relative Severity Index (RSI), Equivalent Property Damage Only (EPDO), and EPDO Rate, were calculated for the crashes occurring in the study area. See Table 3 for the results of these calculations and Appendix G for the safety application which performs the necessary calculations. It should be noted that all crash data shown on Table 3 is calculated using methodology from the Highway Safety Manual Study Corridor Table 3: Crash Data Analysis Summary Chart Number of Crashes Expected Crash Frequency Ratio Fatal and Serious Injuries to Total Crashes RSI EPDO Index Volume to Capacity Ratio Total Crashes $24, The expected crash frequency is calculated by the Economic Crash Analyst Tool (ECAT), which is calculated based upon the geometric conditions, traffic volumes (ADT) and observed crash frequency. See Table 3 for the expected crash frequency and Appendix G for the safety application. The Ratio of Observed Fatal and Serious Injuries to Observed Total Crashes is calculated by dividing the total number of fatal crashes and serious injury crashes by the total number of observed crashes. See Table 3 for the ratio of fatal and serious injuries to total crashes and Appendix G for the safety application. Page - 9 September 2017

14 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio The Relative Severity Index (RSI) is a measure of the relative cost to society due to a particular type of crash. Each crash type is given a cost. The RSI is determined by multiplying the number of each type of crash with its associated cost to society. The RSI is the summation of the total cost for all crashes at an intersection or segment divided by the total number of crashes which occurred at the intersection or segment. The RSI reflects the severity of crashes at a location. See Table 3 for the Relative Severity Index values and Appendix G for the safety application. The Equivalent Property Damage Only (EPDO) index converts all the crashes at a location to an equivalent property damage value. The summation of the type of crash and multiplier results in the EPDO Value. The EPDO Value is divided by the Average Daily Traffic to determine the EPDO rate. See Table 3 for the EPDO Index and Appendix G for the safety application. VII. Benefit to Cost Analysis: Proposed Improvements This study has identified long-term improvement recommendations that would reduce the number of crashes occurring within the study area. The following list outlines these improvements: Long Term Improvements: 1. Remove the traffic signal at the State Route 57 / Seville Road intersection and convert the intersection into a single lane roundabout. The existing traffic signal at the State Route 57 / Seville Road intersection is proposed to be removed and the intersection converted into a single lane roundabout. Currently, as vehicles at the study intersection wait for a safe gap in traffic to perform a left turn movement, the following thru traffic in the single travel lane cannot legally go around. This contributes to traffic queuing which subsequently causes rear-end collisions (recall that the posted speed limit on State Route 57 is 50 mph and when vehicles traveling at this speed are forced to make a hard stop, due to congestion, queueing or when the light turns red, a higher potential for rear-end collisions occur. The proposed improvements will convert the left turn movement into a yield condition. This will improve the traffic queue caused by left turn movements and help mitigate rear-end collisions. Additionally, the proposed roundabout will provide a traffic calming effect that reduces approach speeds and will help alleviate rear-end collisions caused by an inability to stop due to a sudden or unexpected object in the roadway. Converting the State Route 57 / Seville Road intersection into a single lane roundabout eliminates the possibility for impatient drivers to illegally pass on the shoulder. The proposed roadway geometry and curbing will physically block this type of vehicular movement and will help mitigate the unsafe conditions and additional conflict points created by illegally passing on the right. Moreover, traffic is anticipated to flow more efficiently into the intersection which will reduce the delay experienced at the intersection when a motorist attempts to complete a left turn. Page - 10 September 2017

15 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio An elevated number of left turn crashes were observed at this intersection. When converting the signalized intersection into a single lane roundabout, it will eliminate the possibility of a direct, left turn conflict movement. At a four (4) approach intersection, a roundabout has a total of 8 conflict points while a traditional intersection contains a total of 32 conflict points. In addition to the reduced number of conflict points, a roundabout only contains same-direction conflict points, which reduces the severity of the crashes that occur and lowers the likelihood of injury if a crash were to occur. The project will propose to install intersection lighting. The proposed intersection lighting will improve the intersection visibility of the roundabout during hours of low light. With intersection lighting, the center of the roundabout will become more noticeable and the intersection lighting will help focus a motorist s attention on key conflict areas. This improvement is anticipated to help mitigate the frequency and severity of nighttime and early morning collisions. See Figure 6 for the proposed improvement exhibits for the study area. These exhibits present the proposed future geometry at the study intersection. The estimated cost for this project is approximately 1.7 million dollars. See Appendix H for a cost estimate of the above listed improvements. Benefit to Cost Analysis The reduction of crashes within the State of Ohio is the top priority of ODOT s Highway Safety Program (HSP). In order to maximize the impacts of their limited funding allocations, a complex spreadsheet was developed which calculates the anticipated Benefit / Cost ratio for all safety improvement projects. This spreadsheet compares the anticipated construction cost of an improvement to the anticipated reduction in crashes of this improvement. The Benefit / Cost ratio for a safety improvement can then be compared to the anticipated Benefit / Cost ratio for all other safety improvement projects throughout the State. The benefit / cost ratio spreadsheet and all necessary rates and typical crash cost were obtained from the ODOT Highway Safety Program s website. Table 4 provides a summary of the Cost / Benefit Ratio for the recommended corridor improvements. In order to adhere to ODOT s current procedures, the ECAT was used to calculate the estimated reduction in excess crashes and Benefit / Cost ratio for the improvements. The Benefit / Cost Analysis and Crash Modification Summary worksheets are contained in Appendix I. Table 4: Benefit to Cost Summary Chart Full Project Safety Request Benefit to Cost Results The Benefit / Cost Ratio analyses was performed based upon a cost of $1,742,764 (which is the total cost of the State Route 57 / Seville Road safety improvement project, not including construction inspection and inflation). This results in a 0.87 Benefit / Cost ratio. The Benefit / Cost Ratio was then computed based upon the $1,500,000 being requested from the HSP Safety committee and the Benefit / Cost Ratio is Page - 11 September 2017

16 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio VIII. Traffic Analyses: Signal Warrant Analysis Utilizing the existing and proposed traffic volumes, as specified in Section of the ODOT Traffic Engineering Manual (TEM), traffic signal warrant analyses were performed for the study intersection. The nine (9) traffic signal warrants provided in the 2012 Ohio Manual of Uniform Traffic Control Devices (OMUTCD) define the minimum conditions under which installing traffic control signals is justified. Due to the availability of thirteen (13) hour turning movement traffic count data, OMUTCD Warrant # s 1-3 and 9 were deemed applicable for the Existing Year 2017 warrant analyses. The warrants are described as follows: Warrant #1 Eight Hour Vehicular Volume The Eight Hour Vehicular Volume warrant is intended for application where the volume of intersection traffic is the principal reason for consideration of the signal installation. Three (3) conditions are possible to satisfy this particular warrant. Condition A applies to specifically minimum vehicular volume requirements. Condition B deals with the interruption of continuous traffic flow. Condition C represents a combination of Conditions A and B being met at reduced volume requirements. When the 85 th percentile speed of the major street traffic exceeds 40 mph in either an urban or rural area, or when the intersection lies within a built-up area of an isolated community having a population less than 10,000, the Eight Hour Vehicular Volume Warrant is seventy percent (70%) of the base requirements. Warrant #2 Four Hour Vehicular Volume The Four Hour Vehicular Volume warrant is satisfied when for four (4) hours of an average day, minimum volumes are reached on both the major street (total of both approaches) and the highest volume minor street approach (one direction only). When the 85 th percentile speed of the major street traffic exceeds 40 mph or when the intersection lies within a built-up area of an isolated community having a population less than 10,000, the Four Hour Vehicular Volume requirements are reduced to seventy percent (70%) of the base values. Warrant #3 Peak Hour Vehicular Volume The Peak Hour Vehicular Volume warrant is intended for application when traffic conditions are such that for one hour of the day, minor street traffic suffers undue delay in entering or crossing the major street. The Peak Hour Vehicular Volume warrant is satisfied when the minimum required volumes on the major and highest volume minor approach are met for any one hour period (any four consecutive 15- minute periods) on an average day. When the 85 th percentile speed of the major street traffic exceeds 40 mph or when the intersection lies within a built up area of an isolated community having a population less than 10,000, the Peak Hour Vehicular Volume warrants are reduced. Page - 12 September 2017

17 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio In order to determine whether the existing intersection meets any warrants based on the current traffic conditions, the existing traffic data was compared to the volume thresholds for warrants #1, #2, #3 and #9. The results of the Existing Year 2017 signal warrant analyses are shown in Table 5. See Appendix J for the traffic signal warrant analyses. Table 5: Traffic Signal Warrant Analysis Summary Existing Year 2017 Conditions Intersection Warrant #1 (Eight Hour Vehicular Volume) Signal Warrants Warrant #2 (Four Hour Vehicular Volume) Warrant #3 (Peak Hour Vehicular Volume) State Route 57 / Seville Road Satisfied Satisfied Satisfied As shown in Table 5, the study intersection satisfies all three (3) volume based traffic signal warrants under the Existing Year 2017 conditions. Because the traffic volumes are anticipated to increase linearly and no traffic is being redistributed away from the intersection under future conditions, the traffic signal is anticipated to remain warranted under future conditions. Therefore, no Opening Year signal warrants have been performed. Intersection Capacity Analysis Intersection capacity analyses were performed for the No-Build and Build conditions in order to determine the operating conditions experienced at the intersection. The quality of the operating condition experienced at an intersection is measured in terms of Level-of- Service (LOS). Levels-of-Service can range from LOS A to LOS F. Level-of-Service ratings of A, B, and C are considered to be in the acceptable range. LOS D is typically considered acceptable in urban areas (which the study area has been determined to be within). Levelsof-Service E and F are considered unacceptable with significant levels of delay experienced by vehicles. The analysis is performed utilizing the computer program HCS7 which is developed by McTrans Corporation and based on the Highway Capacity Manual, Sixth Edition and the 2009 Manual of Uniform Traffic Control Devices (MUTCD). Based on criteria established by ODOT, Highway Capacity Software (HCS) is used to determine the required number of lanes and the lane assignments at intersections (i.e. the needed intersection capacity). The analysis was performed for the intersection during the AM and PM peak hours.. The ODOT preferred balanced approach delay methodology was used when performing this analysis, which was not used in the Existing Year 2017 analysis, which could show an improvement in overall delay due to the timing changes. Page - 13 September 2017

18 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio Opening Year 2023 Capacity Analyses Table 6 summarizes the HCS Intersection Capacity Analysis and details the Levels-of- Service and delay experienced under the Opening Year 2023 No-Build and Build traffic conditions at the study intersection. The Build scenario incorporates all of the transportation improvements listed in Section VII. See Appendix K for the HCS Intersection Capacity Analysis printouts. Table 6: HCS Intersection Capacity Analysis Summary Opening Year 2023 No-Build vs. Build Conditions Signalized Intersection Intersection / Movement LOS No-Build Conditions Build Conditions AM Peak PM Peak AM Peak PM Peak Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) State Route 57 / Seville Road Eastbound Left-Thru-Right B 19.7 C 26.1 Eastbound Approach B 19.7 C 26.1 Westbound Left-Thru-Right C 22.5 C 23.6 Westbound Approach C 22.5 C 23.6 Northbound Left-Thru-Right B 18.0 B 16.5 Northbound Approach B 18.0 B 16.5 Southbound Left-Thru-Right C 22.6 C 26.0 Southbound Approach C 22.6 C 26.0 Intersection Total C 20.8 C 22.4 Note: Orange highlighted cells indicate a Level of Service E. Red highlighted cells indicate a Level of Service F As shown in Table 6, similar to the Existing Year 2017 conditions, the Opening Year 2023 No-Build results are anticipated to operate at an acceptable LOS C or better for all approaches and movements. The State Route 57 / Seville Road intersection will further be discussed later in this report, once the Build conditions are analyzed. Design Year 2043 Capacity Analyses Table 7 summarizes the HCS Intersection Capacity Analysis and details the Levels-of- Service and delay experienced under the Design Year 2043 No-Build and Build traffic conditions at the study intersection. Again, the Build scenario incorporates all of the transportation improvements listed in Section VII. See Appendix K for the HCS Intersection Capacity Analysis printouts. Page - 14 September 2017

19 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio Table 7: HCS Intersection Capacity Analysis Summary Design Year 2043 No-Build vs. Build Conditions - Unsignalized Intersections Intersection / Movement LOS No-Build Conditions Build Conditions AM Peak PM Peak AM Peak PM Peak Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) State Route 57 / Seville Road Eastbound Left-Thru-Right C 21.2 C 34.7 Eastbound Approach C 21.2 C 34.7 Westbound Left-Thru-Right C 25.2 C 26.7 Westbound Approach C 25.2 C 26.7 Northbound Left-Thru-Right B 17.6 B 15.1 Northbound Approach B 17.6 B 15.1 Southbound Left-Thru-Right C 25.4 C 34.7 Southbound Approach C 25.4 C 34.7 Intersection Total C 22.4 C 26.9 Note: Orange highlighted cells indicate a Level of Service E. Red highlighted cells indicate a Level of Service F. As shown in Table 7, the Design Year 2043 No-Build traffic conditions are anticipated to maintain an acceptable LOS C or better for all movements and approaches, similar to that of the Existing Year 2017 and Opening Year 2023 No-Build conditions. Again, the State Route 57 / Seville Road intersection will further be discussed later in this report, once the Build conditions are analyzed. Roundabout Capacity Analyses In order to size the roundabout proposed in the Build conditions, it was necessary to perform capacity analysis of the roundabout under the Opening Year and Design Year traffic conditions. The roundabout analysis was performed utilizing the computer program SIDRA Intersection 7.0 which is developed by SIDRA Solutions and based on the 2010 Highway Capacity Manual. The roundabout capacity analysis has identified that the following geometric layout would be recommended for the State Route 57 / Seville Road intersection if a roundabout were to be constructed: State Route 57 / Seville Road Intersection: - Construct a single lane roundabout with the following lane configurations: Northbound approach one (1) lane (left-thru-right). Southbound approach one (1) lane (left-thru-right). Eastbound approach one (1) lane (left-thru-right). Westbound approach one (1) lane (left-thru-right). Page - 15 September 2017

20 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio Table 8 summarizes the SIDRA Intersection Capacity Analysis and details the Levels-of- Service and delay experienced under the Opening Year 2023 Build traffic conditions at the study intersection. See Appendix L for the SIDRA roundabout capacity analysis printouts and see Figure 6 for the conceptual roundabout layout. It should be noted that the SIDRA analysis was performed using the ODOT recommended settings, including an Environment Factor of 1.20 for the Opening Year analysis. Table 8: SIDRA Roundabout Capacity Analysis Summary Opening Year 2023 Build Conditions Intersection / Movement AM Peak Delay LOS (sec) PM Peak Delay LOS (sec) State Route 57 / Seville Road Eastbound Left B 14.6 C 17.2 Eastbound Thru A 8.6 B 11.2 Eastbound Right A 8.7 B 11.2 Eastbound Approach B 11.1 B 14.4 Westbound Left C 16.6 C 16.5 Westbound Thru B 10.6 B 10.6 Westbound Right B 10.7 B 10.6 Westbound Approach B 12.1 B 11.6 Northbound Left B 12.3 C 20.7 Northbound Thru A 6.4 B 14.8 Northbound Right A 6.4 B 14.8 Northbound Approach A 6.6 B 14.9 Southbound Left B 12.2 B 11.4 Southbound Thru A 6.3 A 5.5 Southbound Right A 6.3 A 5.5 Southbound Approach A 7.3 A 6.7 Intersection Total A 8.4 B 11.4 Note: Orange highlighted cells indicate a Level of Service E. Red highlighted cells indicate a Level of Service F. As shown in Table 8, all movements, approaches and the overall roundabout is anticipated to operate at an LOS C or better during both peak hours under the Opening Year 2023 Build traffic conditions when incorporating the recommended roundabout geometry detailed above. The AM peak hour under the Opening Year Build conditions is anticipated to operate with a total intersection delay of 8.4 seconds (an improvement of delay of approximately 60% when comparing to the Opening Year No-Build conditions) while the PM peak hour intersection total delay is anticipated to operate with 11.4 seconds of delay (an improvement of delay of approximately 49% when comparing to the Opening Year No- Build conditions). This indicates traffic will flow more efficiently thru the intersection under the Build conditions. Table 9 summarizes the SIDRA Intersection Capacity Analysis and details the Levels-of- Service and delay experienced under the Design Year 2043 Build traffic conditions at the Page - 16 September 2017

21 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio study intersection. See Appendix L for the SIDRA roundabout capacity analysis printouts and see Figure 6 for the conceptual roundabout layout. It should be noted that the SIDRA analysis was performed using the ODOT recommended settings, including an Environment Factor of 1.10 for the Design Year analysis. Table 9: SIDRA Roundabout Capacity Analysis Summary Design Year 2043 Build Conditions Intersection / Movement AM Peak Delay LOS (sec) PM Peak Delay LOS (sec) State Route 57 / Seville Road Eastbound Left C 15.4 C 21.0 Eastbound Thru A 9.4 C 15.1 Eastbound Right A 9.4 C 15.1 Eastbound Approach B 12.0 C 18.4 Westbound Left C 19.9 C 19.6 Westbound Thru B 13.9 B 13.7 Westbound Right B 14.0 B 13.7 Westbound Approach C 15.4 B 14.6 Northbound Left B 13.9 D 33.9 Northbound Thru A 8.0 D 28.0 Northbound Right A 8.0 D 28.0 Northbound Approach A 8.2 D 28.1 Southbound Left B 14.1 B 11.9 Southbound Thru A 8.1 A 6.0 Southbound Right A 8.2 A 6.0 Southbound Approach A 9.2 A 7.2 Intersection Total B 10.4 C 17.2 Note: Orange highlighted cells indicate a Level of Service E. Red highlighted cells indicate a Level of Service F. As shown in Table 9, all movements, approaches and the overall roundabout is anticipated to operate at an LOS D or better during both peak hours under the Design Year 2043 Build traffic conditions when incorporating the recommended roundabout geometry detailed above. The AM peak hour under the Design Year Build conditions is anticipated to operate with a total intersection delay of 10.4 seconds (an improvement of delay of approximately 54% when comparing to the Design Year No-Build conditions) while the PM peak hour intersection total delay is anticipated to operate with 17.2 seconds of delay (an improvement of delay of approximately 36% when comparing to the Design Year No- Build conditions). This indicates traffic will flow more efficiently thru the intersection under the Design Year Build conditions. Page - 17 September 2017

22 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio IX. Pavement Condition Ratings: Pavement Condition Ratings (PCR) are based on a visual inspection of pavement distress. The ability of pavement to carry traffic loads in a safe and smooth manner is adversely affected by observable distress in the pavement. When computing PCR, points are deducted for each type of observable distress. Perfect pavement is considered to have a PCR of 100. Overlaying and rehabilitation of roadways should be considered when the PCR drops below a score of 65. As with any physical infrastructure, the pavement of a roadway continues to degrade over time. The rate at which the pavement degrades is accepted as one (1) to three (3) points per year dependent on the number of vehicles and trucks traveling on the roadway. The PCR for State Route 57 and Seville Road was reviewed in 2016 by ODOT, and their findings are summarized in Table 10. Table 10: Pavement Condition Ratings (2016) Roadway Name Beginning Log Point End Log Point Description PCR State Route South of Seville Road 60 State Route North of Seville Road 60 Seville Road East of State Route Seville Road West of State Route State Route 57 north and south of Seville Road has a recorded PCR of 60, while Seville Road west of State Route 57 has a recorded PCR of 52 and east of State Route 57 has a recorded PCR of 53. These recorded values are below the threshold for resurfacing (which is 65). However, a resurfacing project (PID #92920) on State Route 57 from the Wayne County line to I.R. 76 is planned to begin construction in The PCRs in this segment of roadway will be improved by the resurfacing project. Due to the types of improvements being recommended with this project, the PCR on the Seville Road approaches will also be improved. Page - 18 September 2017

23 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio X. Conclusions and Recommendations: At the request of the City of Wadsworth, GPD Group was tasked with completing an Intersection Safety Study for the State Route 57 / Seville Road intersection. The intersection which is the subject of this Safety Study is located in the southwest quadrant of the City of Wadsworth. This study will determine if any operational or safety deficiencies exist within the study area and what improvements are necessary to correct any deficiencies that are identified. The following conclusions and recommendations have resulted from this study. 1. A review of the crash patterns indicate that safety and operational issues exist within the study area. The crash diagrams indicate an increased number of rear-end crashes are occurring at this intersection and this suggests that as the traffic signal turns red, a higher opportunity for rear-end crashes occurs. Additionally, left turning vehicles in the single thru lane impede following traffic, resulting in rear-end crashes. Field observations suggest that when these left turning movements occur, the following vehicles illegally pass on the right shoulder which creates unsafe conditions at the intersection and increases left turn or sideswipe passing conflict points. 2. The study intersection is currently operating at LOS B during the AM peak hour and LOS C during the PM peak hour under the Existing Year 2017 traffic volumes and traffic signal operations. 3. Crash data was obtained from ODOT s GCAT for the calendar years of 2014 to 2016 for the entire study area. A total of 20 crashes were reported within the study area and were analyzed as part of this study. These crashes include 13 rear-end, 3 left turn, 2 fixed object, 1 sideswipe passing and 1 angle crash. 70% of all crashes occurred in daylight and 70% occurred on dry pavement. 100% of the crashes were property damage only and no fatal crashes reported during the last three (3) years. 4. The leading crash type within the study area is thirteen (13) rear-end related crashes. These rear-end crashes are mainly a result of two (2) issues. First, a traffic signal forces vehicles to stop as the light turns red and creates the opportunity for a rear-end crash to occur. Because the posted speed limit on State Route 57 is 50 mph, the chance for a rear-end collision greatly increases as vehicles traveling at this speed have less time and space to stop short of an object following the unexpected and immediate need to apply the brakes. The second factor that is contributing to the rear-end crashes is congestion due to left turning movements. As vehicles wait for a safe gap in traffic to perform a permitted left turn movement at the study intersection, the following thru traffic in the single travel lane cannot legally go around. This congestion and queueing leads to hard stops and rear-end collisions. The proposed improvements will convert the signalized intersection to a single lane roundabout, which will provide a traffic calming effect, improve congestion, traffic queueing, and traffic flow which will help mitigate rear-end collisions. Page - 19 September 2017

24 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio 5. A total of three (3) left turning crashes occurred within the study area. Because the signal operates with permitted phasing, left turning vehicles may become impatient (due to the high opposing thru traffic volume) and attempt to turn in front of oncoming traffic, instead of waiting for a safe gap in traffic. Because opposing vehicles are traveling at speeds of 50 mph, the number of safe gaps in traffic become harder to gauge which increases left turn related collisions. The proposed improvements will eliminate the possibility of a direct, left turn conflict movement which reduces the severity of the crashes that occur and lowers the likelihood of injury if a crash were to occur. 6. Field observations suggest that when a vehicle wishes to make a left turn at this intersection, the following thru traffic in the single travel lane illegally passes on the right shoulder. This illegal passing on the right shoulder raises safety concerns and additional left turn conflict points at the study intersection. When two (2) opposing vehicles initiate legal concurrent left turn movements and passing on the shoulder occurs, the left turning motorist (who has the right-of-way) must abruptly stop short of a potential collision and yield the right-of-way to the vehicle who has passed on the right shoulder in an attempt to make a thru movement. Additionally, GPD Group personnel have experience an unsafe situation at this intersection where a GPD Group motorist legally waits behind a left turning vehicle at the intersection. After the leading left turning vehicle completes the turning movement, the GPD Group motorist legally enters the intersection. As the legal thru movement occurs, a vehicle that has concurrently passed on the right shoulder creates a sideswipe passing conflict point as both motorists are vying for a position in the downstream thru lane. 7. The existing traffic signal at the State Route 57 / Seville Road intersection is proposed to be removed and converted into a single lane roundabout. As vehicles at the study intersection wait for a safe gap in traffic to perform a left turn movement, the following thru traffic in the single travel lane cannot legally go around. This contributes to traffic queuing which subsequently causes rear-end collisions (recall that the posted speed limit on State Route 57 is 50 mph and when vehicles traveling at this speed are forced to make a hard stop, due to congestion, queueing or when the light turns red, a higher potential for rear-end collisions occur. The proposed improvements will convert the left turn movement into a yield condition. This will improve the traffic queue caused by left turn movements and help mitigate rear-end collisions. Additionally, the proposed roundabout will provide a traffic calming effect that reduces approach speeds and will help alleviate rear-end collisions caused by an inability to stop due to a sudden or unexpected object in the roadway. 8. Converting the State Route 57 / Seville Road intersection into a single lane roundabout eliminates the possibility for impatient drivers to illegally pass on the shoulder. The proposed roadway geometry and curbing will physically block this type of vehicular movement and will help mitigate the unsafe conditions and additional conflict points created by illegally passing on the right. Moreover, traffic is anticipated to flow more efficiently into the intersection which will reduce the delay experienced at the intersection when a motorist attempts to complete a left turn. Page - 20 September 2017

25 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio 9. An elevated number of left turn crashes were observed at this intersection. When converting the signalized intersection into a single lane roundabout, it will eliminate the possibility of a direct, left turn conflict movement. At a four (4) approach intersection, a roundabout has a total of 8 conflict points while a traditional intersection contains a total of 32 conflict points. In addition to the reduced number of conflict points, a roundabout only contains same-direction conflict points, which reduces the severity of the crashes that occur and lowers the likelihood of injury if a crash were to occur. 10. The project will propose to install intersection lighting. The proposed intersection lighting will improve the intersection visibility of the roundabout during hours of low light. With intersection lighting, the center of the roundabout will become more noticeable and the intersection lighting will help focus a motorist s attention on key conflict areas. This improvement is anticipated to help mitigate the frequency and severity of nighttime and early morning collisions. 11. The State Route 57 / Seville Road intersection satisfies all three (3) volume based traffic signal warrants under the Existing Year 2017 conditions. Because the traffic volumes are anticipated to increase linearly and no traffic is being redistributed away from the intersection under future conditions, the traffic signal is anticipated to remain warranted under future conditions. Therefore, no Opening Year signal warrants have been performed. 12. The Design Year 2043 No-Build results are similar to the Existing Year 2017 conditions which shows the intersection is anticipated to operate at LOS C or better for all approaches and movements. The Design Year 2043 Build results for the State Route 57 / Seville Road intersection indicate that the all movements, approaches and the overall roundabout is anticipated to operate at an LOS D or better during both peak hours under the Design Year 2043 Build traffic conditions when incorporating the recommended single lane roundabout geometry. 13. The PCR for State Route 57 is 60, while the PCR for Seville Road within the study are varies between 52 and 53. These recorded values are below the threshold for resurfacing (which is 65). However, a resurfacing project (PID #92920) on State Route 57 from the Wayne County line to I.R. 76 is planned to begin construction in The PCRs in this segment of roadway will be improved by the resurfacing project. Due to the types of improvements being recommended with this project, the PCR on the Seville Road approaches will also be improved. 14. The Benefit / Cost Ratio analyses was performed based upon a cost of $1,742,764 (which is the total cost of the State Route 57 / Seville Road safety improvement project, not including construction inspection and inflation). This results in a 0.87 Benefit / Cost ratio. The Benefit / Cost Ratio was then computed based upon the $1,500,000 being requested from the HSP Safety committee and the Benefit / Cost Ratio is Page - 21 September 2017

26 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio Based on the results of the analysis contained in this report, GPD Group recommends the following: 1. The City of Wadsworth should pursue the safety improvement project as outlined in this study. 2. The City of Wadsworth should create a financial plan and apply for safety funding to secure funds for the construction of the proposed improvements. The funding plan should address the funding of the entire project. Page - 22 September 2017

27 FIGURES

28 STATE ROUTE 57 SEVILLE RD. N Glaus, Pyle, Schomer, Burns & DeHaven, Inc. Copyright; Glaus, Pyle, Schomer, Burns & DeHaven, Inc. 2015

29 Ohio Western Reserve National Cemetery STATE ROUTE 57 SEVILLE RD. LEGEND EXISTING SIGNAL Glaus, Pyle, Schomer, Burns & DeHaven, Inc. Copyright; Glaus, Pyle, Schomer, Burns & DeHaven, Inc FIGURE 2 EXISTING SIGN EXISTING SPAN WIRE EXISTING CONDITIONS DIAGRAM SEPTEMBER 2017

30 Glaus, Pyle, Schomer, Burns & DeHaven, Inc. Copyright; Glaus, Pyle, Schomer, Burns & DeHaven, Inc. 2015

31 Glaus, Pyle, Schomer, Burns & DeHaven, Inc. Copyright; Glaus, Pyle, Schomer, Burns & DeHaven, Inc. 2015

32 Glaus, Pyle, Schomer, Burns & DeHaven, Inc. Copyright; Glaus, Pyle, Schomer, Burns & DeHaven, Inc. 2015

33 SEVILLE RD. STATE ROUTE 57 LEGEND NEW/RECONSTRUCTED PAVEMENT PROPOSED CURB FIGURE 6 PROPOSED IMPROVEMENT RENDERING SEPTEMBER 2017

34 APPENDIX A SITE PHOTO LOG

35 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio Looking west on Seville Road toward the State Route 57 intersection. Looking east on Seville Road toward the State Route 57 intersection. Photo Page - 1 September 2017

36 Intersection Safety Study State Route 57 / Seville Road City of Wadsworth, Ohio Looking north on Seville Road toward the State Route 57 intersection. Looking south on Seville Road toward the State Route 57 intersection. Photo Page - 2 September 2017

37 APPENDIX B EXISTING HCS INTERSECTION CAPACITY ANALYSIS

38 EXISTING YEAR 2017 CONDITIONS

39 HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency GPD Group Duration, h 0.25 Analyst Curtis J. Deibel, P.E. Analysis Date 6/21/2017 Area Type Other Jurisdiction City of Wadsworth Time Period AM Peak Hour PHF 0.92 Urban Street State Route 57 Analysis Year Existing Year 2017 Analysis Period 1> 7:00 Intersection State Route 57 / Seville File Name State Route 57 and Seville AM Peak Hour.xus Project Description Intersection Safety Study Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h Signal Information Cycle, s 90.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated Yes Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase Case Number Phase Duration, s Change Period, ( Y+R c ), s Max Allow Headway ( MAH ), s Queue Clearance Time ( g s ), s Green Extension Time ( g e ), s Phase Call Probability Max Out Probability Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement Adjusted Flow Rate ( v ), veh/h Adjusted Saturation Flow Rate ( s ), veh/h/ln Queue Service Time ( g s ), s Cycle Queue Clearance Time ( g c ), s Green Ratio ( g/c ) Capacity ( c ), veh/h Volume-to-Capacity Ratio ( X ) Back of Queue ( Q ), ft/ln ( 50 th percentile) Back of Queue ( Q ), veh/ln ( 50 th percentile) Queue Storage Ratio ( RQ ) ( 50 th percentile) Uniform Delay ( d 1 ), s/veh Incremental Delay ( d 2 ), s/veh Initial Queue Delay ( d 3 ), s/veh Control Delay ( d ), s/veh Level of Service (LOS) C C B C Approach Delay, s/veh / LOS 20.3 C 23.2 C 17.1 B 20.7 C Intersection Delay, s/veh / LOS 20.0 B Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.1 B 2.1 B 2.1 B 2.1 B Bicycle LOS Score / LOS 0.7 A 1.0 A 1.3 A 1.4 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version Generated: 6/21/2017 2:34:25 PM

40 HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency GPD Group Duration, h 0.25 Analyst Curtis J. Deibel, P.E. Analysis Date 6/21/2017 Area Type Other Jurisdiction City of Wadsworth Time Period PM Peak Hour PHF 0.92 Urban Street State Route 57 Analysis Year Existing Year 2017 Analysis Period 1> 7:00 Intersection State Route 57 / Seville File Name State Route 57 and Seville PM Peak Hour.xus Project Description Intersection Safety Study Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h Signal Information Cycle, s 90.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated Yes Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase Case Number Phase Duration, s Change Period, ( Y+R c ), s Max Allow Headway ( MAH ), s Queue Clearance Time ( g s ), s Green Extension Time ( g e ), s Phase Call Probability Max Out Probability Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement Adjusted Flow Rate ( v ), veh/h Adjusted Saturation Flow Rate ( s ), veh/h/ln Queue Service Time ( g s ), s Cycle Queue Clearance Time ( g c ), s Green Ratio ( g/c ) Capacity ( c ), veh/h Volume-to-Capacity Ratio ( X ) Back of Queue ( Q ), ft/ln ( 50 th percentile) Back of Queue ( Q ), veh/ln ( 50 th percentile) Queue Storage Ratio ( RQ ) ( 50 th percentile) Uniform Delay ( d 1 ), s/veh Incremental Delay ( d 2 ), s/veh Initial Queue Delay ( d 3 ), s/veh Control Delay ( d ), s/veh Level of Service (LOS) C C B D Approach Delay, s/veh / LOS 23.0 C 21.2 C 19.2 B 36.3 D Intersection Delay, s/veh / LOS 26.4 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.1 B 2.1 B 2.1 B 2.1 B Bicycle LOS Score / LOS 1.0 A 0.8 A 1.5 A 1.5 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version Generated: 6/21/2017 2:35:47 PM

41 APPENDIX C EXISTING TRAFFIC DATA

42 Cummins Consulting Services 4661 Marlberry Place, Lexington, KY "simplifying Data Collection since 2004" Cloudy - 40 Degrees Schools in Session File Name : OH57_at_Seville_392786_ Site Code : Tuesday Start Date : 3/21/2017 Page No : 1 OH57 From North Groups Printed- Cars - Buses - Trucks CR16 - Seville Road From East OH57 From South CR16 - Seville Road From West Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total :00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total

43 Cummins Consulting Services 4661 Marlberry Place, Lexington, KY "simplifying Data Collection since 2004" OH57 From North Groups Printed- Cars - Buses - Trucks CR16 - Seville Road From East File Name : OH57_at_Seville_392786_ Site Code : Tuesday Start Date : 3/21/2017 Page No : 2 OH57 From South CR16 - Seville Road From West Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total Grand Total Apprch % Total % Cars % Cars Buses % Buses Trucks % Trucks

44 Cummins Consulting Services 4661 Marlberry Place, Lexington, KY "simplifying Data Collection since 2004" OH57 Out In Total File Name : OH57_at_Seville_392786_ Site Code : Tuesday Start Date : 3/21/2017 Page No : Right Thru Left CR16 - Seville Road Out In Total Left 667 Thru 205 Right North 3/21/ :00 AM 3/21/ :45 PM Cars Buses Trucks Right Thru Left Out In Total CR16 - Seville Road Left Thru Right Out In Total OH57

45 Cummins Consulting Services 4661 Marlberry Place, Lexington, KY "simplifying Data Collection since 2004" File Name : OH57_at_Seville_392786_ Site Code : Tuesday Start Date : 3/21/2017 Page No : 4 OH57 From North CR16 - Seville Road From East OH57 From South CR16 - Seville Road From West Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM :30 AM :45 AM :00 AM Total Volume % App. Total PHF OH57 Out In Total Right 324 Thru 93 Left Peak Hour Data CR16 - Seville Road Out In Total Left 41 Thru 13 Right Peak Hour Begins at 07:15 AM Cars Buses Trucks North Right Thru Left Out In Total CR16 - Seville Road Left 23 Thru 414 Right Out In Total OH57

46 Cummins Consulting Services 4661 Marlberry Place, Lexington, KY "simplifying Data Collection since 2004" File Name : OH57_at_Seville_392786_ Site Code : Tuesday Start Date : 3/21/2017 Page No : 5 OH57 From North CR16 - Seville Road From East OH57 From South CR16 - Seville Road From West Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 11:30 AM 11:30 AM :45 AM :00 PM :15 PM Total Volume % App. Total PHF OH57 Out In Total Right 250 Thru 57 Left Peak Hour Data CR16 - Seville Road Out In Total Left 48 Thru 19 Right Peak Hour Begins at 11:30 AM Cars Buses Trucks North Right Thru Left Out In Total CR16 - Seville Road Left 13 Thru 259 Right Out In Total OH57

47 Cummins Consulting Services 4661 Marlberry Place, Lexington, KY "simplifying Data Collection since 2004" File Name : OH57_at_Seville_392786_ Site Code : Tuesday Start Date : 3/21/2017 Page No : 6 OH57 From North CR16 - Seville Road From East OH57 From South CR16 - Seville Road From West Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 02:00 PM to 07:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM 05:00 PM :15 PM :30 PM :45 PM Total Volume % App. Total PHF OH57 Out In Total Right 404 Thru 118 Left Peak Hour Data CR16 - Seville Road Out In Total Left 71 Thru 21 Right Peak Hour Begins at 05:00 PM Cars Buses Trucks North Right Thru Left Out In Total CR16 - Seville Road Left 3 Thru 484 Right Out In Total OH57

48 APPENDIX D GROWTH RATE CALCULATIONS

49 Roadway Section State Route 57 Historical Traffic Volumes Growth Rate State Route 57 at Seville Road Trendline %

50 Traffic Survey Report Page 3 of MEDINA CO 3 AVERAGE 24-HR TRAFFIC VOLUME SECT. SECT. PASS & B & C TOTAL BEGINS TRAFFIC SECTION LENGTH A COM'L COM'L VEH US-42 (Cont'd) LEAVE BRUNSWICK U RE-ENTER BRUNSWICK N. CORP. BRUNSWICK EQUALS STA IN CUYAHOGA CO..00 SR WAYNE CO. HAMETOWN RD U S. CORP. WADSWORTH U WADSWORTH-SEVILLE RD LEAVE WADSWORTH COLLEGE ST. EXT. WADSWORTH U REENTER WADSWORTH IR IR SR U S. CORP. MEDINA SR 18 (WASHINGTON ST.) 4.12 SEE PREFERRED ROUTE SR SR C-56 (LESTER LIVERPOOL RD.) EQUALS STA IN LORAIN CO..00 IR WAYNE CO. LINE SR IR IR SR SR SR SR IR SR U S. CORP. BRUNSWICK U SR 303 (CENTER RD.) LEAVE BRUNSWICK U RE-ENTER BRUNSWICK EQUALS STA IN CUYAHOGA CO..00 IR IR US IR file://x:\tc\traffic Survey Report\TRAFFIC\TSR Archive\Med1999.htm 1/5/2007

51 Traffic Survey Report Page 3 of MEDINA CO 3 AVERAGE 24-HR TRAFFIC VOLUME SECT. SECT. PASS & B & C TOTAL BEGINS TRAFFIC SECTION LENGTH A COM'L COM'L VEH US-42 (Cont'd) LEAVE BRUNSWICK U RE-ENTER BRUNSWICK N. CORP. BRUNSWICK EQUALS STA IN CUYAHOGA CO..00 SR WAYNE CO. HAMETOWN RD U S. CORP. WADSWORTH U WADSWORTH-SEVILLE RD LEAVE WADSWORTH COLLEGE ST. EXT. WADSWORTH U REENTER WADSWORTH IR IR SR U S. CORP. MEDINA SR 18 (WASHINGTON ST.) 4.12 SEE PREFERRED ROUTE SR SR C-56 (LESTER LIVERPOOL RD.) EQUALS STA IN LORAIN CO..00 SR-57 DIRECTIONAL ALTERNATE SR 18 (LIBERTY ST.) IN MEDINA.25 SEE PREFERRED ROUTE ROUTE ENDS AT SR 57 IN MEDINA.00 IR WAYNE CO. LINE SR IR IR SR SR SR SR IR SR U S. CORP. BRUNSWICK U SR 303 (CENTER RD.) LEAVE BRUNSWICK U RE-ENTER BRUNSWICK EQUALS STA IN CUYAHOGA CO..00 file://x:\tc\traffic Survey Report\TRAFFIC\TSR Archive\Med2002.htm 1/5/2007

52 Traffic Survey Report Page 3 of MEDINA CO 3 AVERAGE 24-HR TRAFFIC VOLUME SECT. SECT. PASS & B & C TOTAL BEGINS TRAFFIC SECTION LENGTH A COM'L COM'L VEH US-42 (Cont'd) U RE-ENTER BRUNSWICK LEAVE BRUNSWICK U RE-ENTER BRUNSWICK N. CORP. BRUNSWICK EQUALS STA IN CUYAHOGA CO..00 SR WAYNE CO. C-150 (EASTERN RD.) U S. CORP. WADSWORTH U SEVILLE RD LEAVE WADSWORTH C-97 (GREENWICH RD.) U RE-ENTER WADSWORTH IR IR SR U S. CORP. MEDINA SR 18 (WASHINGTON ST.) 4.12 SEE PREFERRED ROUTE SR SR C-56 (LESTER RD.) EQUALS STA IN LORAIN CO..00 SR-57 DIRECTIONAL ALTERNATE SR 18 (LIBERTY ST.) IN MEDINA.25 SEE PREFERRED ROUTE ROUTE ENDS AT SR 57 IN MEDINA.00 IR WAYNE CO. LINE (CONSTRUCTION) SR 83 (CONSTRUCTION) IR 76 (CONSTRUCTION) IR 76 (CONSTRUCTION) SR 3 (CONSTRUCTION) SR 57 (CONSTRUCTION) SR 162 (CONSTRUCTION) SR 18 (CONSTRUCTION) IR 271 (CONSTRUCTION) SR U S. CORP. BRUNSWICK U SR 303 (CENTER RD.) LEAVE BRUNSWICK U RE-ENTER BRUNSWICK EQUALS STA IN CUYAHOGA CO..00 file://x:\tc\traffic Survey Report\Med2004.htm 12/29/2006

53 Traffic Survey Report file://x:\tc\traffic Survey Report\Med2007.new Page 3 of 7 2/11/ MEDINA CO 3 AVERAGE 24-HR TRAFFIC VOLUME SECT. SECT. PASS & B & C TOTAL BEGINS TRAFFIC SECTION LENGTH A COM'L COM'L VEH US-42 (Cont'd) U RE-ENTER BRUNSWICK LEAVE BRUNSWICK U RE-ENTER BRUNSWICK N. CORP. BRUNSWICK EQUALS STA IN CUYAHOGA CO..00 SR WAYNE CO. C-150 (EASTERN RD.) U S. CORP. WADSWORTH U SEVILLE RD LEAVE WADSWORTH C-97 (GREENWICH RD.) U RE-ENTER WADSWORTH IR IR SR U S. CORP. MEDINA SR 18 (WASHINGTON ST.) 4.12 SEE PREFERRED ROUTE SR SR C-56 (LESTER RD.) EQUALS STA IN LORAIN CO..00 SR-57 DIRECTIONAL ALTERNATE SR 18 (LIBERTY ST.) IN MEDINA.25 SEE PREFERRED ROUTE ROUTE ENDS AT SR 57 IN MEDINA.00 IR WAYNE CO. LINE (CONSTRUCTION) SR 83 (CONSTRUCTION) IR 76 (CONSTRUCTION) IR 76 (CONSTRUCTION) SR 3 (CONSTRUCTION) SR 57 (CONSTRUCTION) SR 162 (CONSTRUCTION) SR 18 (CONSTRUCTION) IR 271 (ATR #609 AT 18.51) (CONST.) SR ATR # U S. CORP. BRUNSWICK U SR 303 (CENTER RD.) LEAVE BRUNSWICK ATR #

54 Traffic Survey Report Page MEDINA COUNTY 3 AVERAGE 24-HR TRAFFIC VOLUME SECT. SECT. PASS & B & C TOTAL BEGINS TRAFFIC SECTION LENGTH A COM'L COM'L VEH US-42 (Cont'd) LEAVE BRUNSWICK U RE-ENTER BRUNSWICK LEAVE BRUNSWICK U RE-ENTER BRUNSWICK N. CORP. BRUNSWICK EQUALS STA IN CUYAHOGA CO..00 SR WAYNE CO. C-150 (EASTERN RD.) U S. CORP. WADSWORTH U SEVILLE RD LEAVE WADSWORTH C-97 (GREENWICH RD.) U RE-ENTER WADSWORTH IR IR SR U S. CORP. MEDINA U SR 18 (WASHINGTON ST.) 4.12 SEE PREFERRED ROUTE SR SR C-56 (LESTER RD.) EQUALS STA IN LORAIN CO..00 SR-57 DIRECTIONAL ALTERNATE U SR 18 (LIBERTY ST.) IN MEDINA.25 SEE PREFERRED ROUTE ROUTE ENDS AT SR 57 IN MEDINA.00 IR WAYNE CO. LINE SR 83 (CONSTRUCTION) IR 76 (CONSTRUCTION) US 224 (CONSTRUCTION) SR 3 (CONSTRUCTION) SR 57 (CONSTRUCTION) SR 162 (CONSTRUCTION) SR IR 271 (ATR #609 AT 18.51) SR ATR # U S. CORP. BRUNSWICK U SR 303 (CENTER RD.) LEAVE BRUNSWICK

55 Traffic Survey Report Page MEDINA COUNTY 2 AVERAGE 24-HR TRAFFIC VOLUME SECT. SECT. PASS & B & C TOTAL BEGINS TRAFFIC SECTION LENGTH A COM'L COM'L VEH SR-18 (Cont'd) U HARMONY ST E. CORP. MEDINA C-49 (RIVER STYX RD.) IR T-272 (GATEWAY DR.) SR 94 / ATR #760 AT EQUALS STA IN SUMMIT CO..00 SR-18 DIRECTIONAL ALTERNATE SR SR ROUTE ENDS AT SR SR-18 DIRECTIONAL ALTERNATE ROUTE BEGINS AT SR 18 IN MEDINA.25 SEE PREFERRED ROUTE U US 42 (COURT ST.) IN MEDINA ROUTE ENDS AT SR 18 IN MEDINA.00 US WAYNE CO. LINE C-139 (LODI RD.) US SR US 224 ENTER RAMP SR 421 LEAVE RAMP C-35 (FRIENDSVILLE RD.) SR SR U S. CORP. MEDINA (LAKE RD. AT 15.03) U SR 3 (LAFAYETTE ST.) ENTER COURT ST U SR 18 (WASHINGTON ST.) U SR 3 (LIBERTY ST.) C-70 (FENN RD.) U OXFORD DR.IN BRUNSWICK U SR 303 (CENTER RD.) EQUALS STA IN CUYAHOGA CO..00 SR WAYNE CO. C-150 (EASTERN RD.) U SEVILLE RD.IN WADSWORTH C-97 (GREENWICH RD.) IR

56 APPENDIX E COLLISION DIAGRAMS

57 05/15/15 13:18 DRY 08/20/16 23:33 DRY SEVILLE RD. 01/26/15 12:30 WET 09/16/16 17:11 DRY 10/09/15 08:45 WET 09/09/15 13:55 DRY 07/27/15 13:44 DRY 11/15/16 17:54 DRY 03/27/15 16:11 WET STATE ROUTE 57 02/02/15 06:57 SNOW 06/10/14 15:52 WET 11/09/15 17:52 DRY 12/07/15 11:23 DRY 03/31/16 07:48 DRY 11/18/16 06:38 DRY 11/19/14 17:11 DRY 01/18/15 12:59 WET 11/17/15 18:18 DRY 12/03/15 16:27 DRY 0 11/21/14 10:40 DRY " =50' SCALE IN FEET 100 MOVING VEHICLE BACKING VEHICLE NON CONTACT VEHICLE PEDESTRIANS PARKED VEHICLE FIXED OBJECT FATAL CRASH INJURY CRASH LEGEND REAR END HEAD ON OUT OF CONTROL LEFT TURN SIDESWIPE ANGLE NO FAULT CRASHES Glaus, Pyle, Schomer, Burns & DeHaven, Inc. Copyright; Glaus, Pyle, Schomer, Burns & DeHaven, Inc APPENDIX E STATE ROUTE 57 / SEVILLE ROAD CRASH DIAGRAM FIGURE 1 OF 1 SEPTEMBER 2017

58 APPENDIX F COLLISION DATA SUMMARY & CHARTS

59 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number Frequency of Crashes by Severity CRASH_SEVERITY Property Damage Crash 20, 100% SEVERITY Frequency of Crashes by Year and Severity CRASH_SEVERITY Property Damage Crash TRAFFIC_CRASH_YEAR

60 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number Frequency of Crashes by Year 5, 25% 3, 15% TRAFFIC_CRASH_YEAR , 60% Number Frequency of Crashes by Day of the Week Friday Monday DAY_OF_WEEK Tuesday Wednesday Thursday Saturday Sunday

61 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number 4.5 Frequency of Crashes by Hour HOUR_OF_DAY Number 7 Frequency of Crashes by Month CRASH_MONTH_NBR

62 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number Frequency of Crashes by Type of Crash 0 Angle Sideswipe Passing Fixed Object Left Turn Rear End TYPE_OF_CRASH Number Frequency of Crashes by Light Condition 1, 5% 5, 25% LIGHT_CONDITION Daylight Dark No Lights Dark Lighted 14, 70%

63 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number 12 Frequency of Crashes by Location Not An Intersection Four Way Intersection LOCATION Number Frequency of Crashes by Road Condition 1, 5% 5, 25% ROAD_CONDITION Road Dry Road Wet Road Snow 14, 70%

64 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number Frequency of Animal Crashes Number Frequency of Work Zone Crashes , 100% ANIMAL_TYPE Animal Not Stated SPECIAL_AREA Unknown or Not in Work Zone Number Frequency of Crashes by Road Contour 1, 5% ROAD_CONTOUR Straight Level Straight Grade 19, 95%

65 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number 14 Frequency of Crashes by Contributing Factor Ran Red Light Failure To Control Failure To Yield Followed Too Closely/ACDA CONTRIBUTING_FACTOR1 Number 18 Frequency of Crashes by Contributing Factor (blank) None CONTRIBUTING_FACTOR2

66 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number Frequency of Crashes by Action 1 Overtaking/Passing Making Left Turn ACTION1 Slowing Or Stopped In Traffic Straight Ahead Number Frequency of Crashes by Action 2 ACTION2 Straight Ahead Slowing Or Stopped In Traffic

67 MED-SR57 - (1.58-) From 01/01/2014 to 12/31/2016 Number 25 Frequency of Crashes by Object Struck Total Number 1, 5% 1, 5% Driver 1 Alcohol 18, 90% DRIVER_ALCOHOL1 None Yes Drugs Suspected Yes Alcohol Suspected Number Driver 2 Alcohol 2, 10% 18, 90% DRIVER_ALCOHOL2 None

68 APPENDIX G SAFETY APPLICATION

69 Safety Funding Application General Project Information Project Sponsoring Agency Project Name PID Project Manager Contact Phone Contact City of Wadsworth State Route 57 / Seville Road Intersection Safety Study Not Assigned Mr. Larry D. Jenkins, P.E., P.S., CPSWQ ljenkins@wadsworthcity.org Location Information ODOT District Route Number Begin Logpoint Begin Latitude End Latitude 3 SR-57R County MED Road Name Wadsworth Road End Logpoint Begin Longitude End Longitude Project Description Summary of Crash Patterns Historically, the subject intersection has been a troublesome location for the City of Wadsworth. Numerous complaints of dangerous operations and conditions have been made to the city. In 2017, GPD Group completed a comprehensive tabulation of the crashes for the three (3) most recent years of crash data ( ) at the State Route 57 / Seville Road intersection in the City of Wadsworth, Ohio. This crash data showed an elevated number of crashes within the study area, suggesting that there were safety issues and a more detailed analysis was needed to determine the extent of the problem(s) and what could be done to address them. A review of the crash patterns indicate that safety and operational issues exist within the study area. The crash diagrams indicate an increased number of rear-end crashes are occurring at this intersection and this suggests that as the traffic signal turns red, a higher opportunity for rear-end crashes occurs. Additionally, left turning vehicles in the single thru lane impede following traffic, resulting in rear-end crashes. Field observations suggest that when these left turning movements occur, the following vehicles illegally pass on the right shoulder which creates unsafe conditions at the intersection and increases left turn or sideswipe passing conflict points. Summary of Recommended Countermeasures 1. Remove the traffic signal at the State Route 57 / Seville Road intersection and convert the intersection into a single lane roundabout. It is assumed that this intersection project will be completed under a complete closure of the intersection. Project Priority Information The City of Wadsworth actively pursues projects that identify crash patterns in the attempt to construct roadway improvements that provide the greatest potential to benefit safety. Currently, the City of Wadsworth is in the processes of constructing safety improvements along State Route 94 in the area of the I.R. 76 interchange ramps and this project is anticipated to be completed in In the attempt to continue future safety planning efforts following the completion of the State Route 94 project, the City of Wadsworth has actively been looking for locations that identify crash patterns. The City of Wadsworth considers improving the safety of this intersection to be their highest safety improvement priority at this time. Office of Systems Planning and Program Management Page 1 of 3

70 Safety Funding Application Crash Data Crash Totals Existing Conditions: Predicted Crash Frequency Existing Conditions: Expected Crash Frequency Potential for Safety Improvement Proposed Conditions: Expected Crash Frequency Observed Crashes Observed People Injury Totals Observed People Injury Totals Fatal & Serious Injury (KA) Visible Injury (B) Non-Visible (C) Property Damage Only (O) Total Fatal Injury (K) Serious Injury (A) Visible Injury (B) Non-Visible (C) Total Application Scoring Category Expected Crash Frequency Ratio of Observed Fatal and Serious Injuries to Observed Total Crashes % of the Potential for Safety Improvement to Total Expected Crashes Relative Severity Index Equivalent Property Damage Only Index Volume to Capacity Ratio Benefit Cost Ratio Safety Funding Request Percentage Scoring Value Points Awarded Points Possible % $24, % Total Strategic Highway Safety Plan Functional Class Major Route AADT Ohio Emphasis Area Ohio Emphasis Area Subcategory FHWA Emphasis Area FHWA Improvement Category FHWA Improvement Subcategory Other Principal Arterial Roadway 13,800 Emphasis Area V - Incident and Congestion Related Crashes Rear End Crashes Improving the design and operation of highway intersections Intersection traffic control Modify control - traffic signal to roundabout Work Locations NLFID SMEDSR00057**C Begin Logpoint End Logpoint Begin Latitude Begin Longitude Location Termini (i.e. from Street 1 to Street 2) State Route 57 / Seville Road Office of Systems Planning and Program Management Page 2 of 3

71 Safety Funding Application Project Funding Project Phase Fiscal Year Project Phase Completed Previous Safety New Safety Sponsor Funding Safety Study Interchange Mod. Study PE - Environmental PE - Detailed Design Right of Way /Utilities Construction Total N/A $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $167, $83, $0.00 $1,248, $1,500, $0.00 $0.00 $18, $9, $41, $693, $762, Total $0.00 $0.00 $186, $93, $41, $1,941, $2,262, Additional Funding Detail Local funding will be allocated from the City of Wadsworth's funds. A future Issue 1 request will be made by the City of Wadsworth. A funding request may be made to NOACA for the STBG or CMAQ funding program as well. The next funding cycle for STBG will be in the Fall of 2018 and the next CMAQ funding cycle is believed to be in the Summer of Project Development Project Phase Completed by Safety Study GPD Group 9/13/2017 Completion Date Applicant Information Name Mr. Larry Jenkins, P.E., P.S., CPSWQ Signature Title Interim City Engineer Phone Number Date Version: The following information should be included in submission of the safety project application: 1. An electronic copy of the Safety Engineering Study 2. All Excel Analysis Files May include Crash Analysis Module (CAM) Tool, Economic Crash Analysis Tool (ECAT), HSIP Application and Scoring Tool. 3. Benefit-Cost Results (Economic Analysis) 4. DSRT approval signatures Office of Systems Planning and Program Management Page 3 of 3

72 APPENDIX H COST ESTIMATE

73 FY 2023 Construction State Route 57 /Seville Road Intersection Safety Improvement September 2017 Preliminary Cost Estimate ITEM DESCRIPTION TOTAL QUANTITY UNIT ESTIMATED PRICE TOTAL COST ROADWAY 201 CLEARING AND GRUBBING 1 LS $2,500 $2, PAVEMENT REMOVED 225 SY $12 $2, PAVEMENT REMOVED, ASPHALT 3,620 SY $8 $28, EXCAVATION / EMBANKMENT 1 LS $275,000 $275, SEEDING AND MULCHING 5,900 SY $2 $11, EROSION CONTROL 1 LS $35,000 $35,000 EROSION CONTROL PLAN 1 LS $10,000 $10,000 LANDSCAPING 1 LS $5,000 $5,000 ROADWAY SUBTOTAL: $370,960 DRAINAGE 202 PIPE REMOVED, 24" AND UNDER 100 FT $15 $1, " BASE PIPE UNDERDRAINS WITH FABRIC WRAP 4,000 FT $10 $40, CATCH BASIN, NO. 2-2B 3 EACH $1,500 $4, CATCH BASIN, NO. 3A 8 EACH $2,250 $18, STORM CONDUIT, TYPE C 1,000 FT $70 $70, MANHOLE, NO. 3 5 EACH $3,000 $15,000 MANUFACTURED SYSTEM TYPE QUALITY STRUCTURE 1 LS $25,000 $25,000 DRAINAGE SUBTOTAL: $174,000 PAVEMENT 302 ASPHALT CONCRETE BASE, PG ,050 CY $125 $131, AGGREGATE BASE 1,165 CY $50 $58, NON-TRACKING TACK COAT 460 GAL $3 $1, NON-TRACKING TACK COAT FOR INTERMEDIATE COURSE 250 GAL $3 $ ASPHALT CONCRETE SURFACE COURSE, 12.5 MM, TYPE A 255 CY $180 $45, ASPHALT CONCRETE INTERMEDIATE COURSE, 19 MM, TYPE A 300 CY $145 $43, " NON-REINFORCED CONCRETE PAVEMENT, CLASS QC MS 225 SY $60 $13, " STAMPED CONCRETE TRUCK APRON 480 SY $75 $36, COMBINATION CURB AND GUTTER, TYPE 2 2,000 FT $20 $40, CONCRETE MEDIAN 800 SY $65 $52,000 PAVEMENT SUBTOTAL: $422,530 TRAFFIC CONTROL SIGNING 1 LS $25,000 $15,000 PAVEMENT MARKING 1 LS $15,000 $10,000 TRAFFIC CONTROL SUBTOTAL: $25,000 LIGHTING 625 CONTINUOUS ROADWAY LIGHTING 1 LS $110,000 $110,000 LIGHTING SUBTOTAL: $110,000 O:\2017\ \01\Spreadsheets & Calculations\Cost Estimates\SR 57 Seville Cost Estimate.xlsx

74 FY 2023 Construction State Route 57 /Seville Road Intersection Safety Improvement September 2017 Preliminary Cost Estimate ITEM DESCRIPTION TOTAL QUANTITY UNIT ESTIMATED PRICE TOTAL COST SIGNALIZATION 632 TRAFFIC SIGNAL REMOVAL 1 EACH $10,000 $10,000 SIGNALIZATION SUBTOTAL: $10,000 MAINTENANCE OF TRAFFIC MAINTENANCE OF TRAFFIC 1 LS $25,000 $25,000 MAINTENANCE OF TRAFFIC SUBTOTAL: $25,000 MISCELLANEOUS 614 MAINTAINING TRAFFIC 1 LS $15,000 $15, FIELD OFFICE 6 MON $1,600 $9, CONSTRUCTION LAYOUT STAKES 1 LS $8,000 $8, MOBILIZATION 1 LS $40,000 $40, UTILITY RELOCATION 1 LS $13,000 $13,000 SPECIAL PERFORMANCE BOND 1 LS $8,000 $8,000 MISCELLANEOUS SUBTOTAL: $93,600 RIGHT OF WAY TEMPORARY R/W TAKE - COMMERCIAL 3 EACH $5,000 $15,000 TEMPORARY R/W TAKE - RESIDENTIAL 1 EACH $2,000 $2,000 PERMANENT R/W TAKE - MINOR - COMMERCIAL 0 EACH $25,000 $0 PERMANENT R/W TAKE - MINOR - RESIDENTIAL 0 EACH $10,000 $0 ACQUISITION SERVICES 4 EACH $6,000 $24,000 RIGHT OF WAY SUBTOTAL: $41,000 TOTAL CONSTRUCTION AND RIGHT OF WAY COST: $1,272,090 DESIGN ENGINEERING COST: (17% OF CONSTR. & R/W COST) $216,255 GEOTECHNICAL ENGINEERING COST: (1% OF CONSTR. & R/W COST) $12,721 ENVIRONMENTAL COST: (1% OF CONSTR. & R/W COST) $12,721 SUBSURFACE UTILITY ENGINEERING (SUE): (3% OF CONSTR. & R/W COST) $38,163 DESIGN CONTINGENCY COSTS (15% OF CONSTR. & R/W COST) $190,814 PROJECT SUBTOTAL: $1,742,764 3% INFLATION CONTINGENCY OVER 6 YEARS (18%): $313,698 PROJECT TOTAL WITHOUT CONSTRUCTION INSPECTION $2,056,462 CONSTRUCTION INSPECTION COST: (10% OF PROJECT TOTAL) $205,646 TOTAL: $2,262,108 O:\2017\ \01\Spreadsheets & Calculations\Cost Estimates\SR 57 Seville Cost Estimate.xlsx

75 APPENDIX I BENEFIT / COST WORKSHEET

76 FULL PROJECT AMOUNT

77 Safety Benefit - Cost Analysis Project Name Project Description Reference Number Analyst Agency/Company State Route 57 / Seville Road Intersection Safety Improvement Curtis J. Deibel, P.E. GPD Group General Information Contact Contact Phone Date Performed Analysis Year cdeibel@gpdgroup.com (330) /24/ Select Site Types to be used in Benefit Cost Analysis: Comments: All Sites Countermeasure Service Lives, Costs, and Safety Benefits Countermeasures 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 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $ $0 $0.00 $0.00 $0.00 CMF 1 Conversion of signalized intersection into single or multi lane roundabout 20 $1,742, $1,742, $1,742, $1,508,928 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 Totals $1,742, $0.00 $0.00 $1,742, $1,742, $1,508,928 Created by the Office of Systems Planning and Program Management

78 Safety Benefit - Cost Analysis Project Name Project Description Reference Number Analyst Agency/Company State Route 57 / Seville Road Intersection Safety Improvement Curtis J. Deibel, P.E. GPD Group General Information Contact Contact Phone Date Performed Analysis Year cdeibel@gpdgroup.com (330) /24/ Benefit Cost Calculator Expected Annual Crash Adjustment Comments: Net Present Value of Project Net Present Value of Safety Benefits Net Benefit Benefit / Cost Ratio $1,742, $1,508, ($233,836.36) 0.87 Number of Fatal & Incapacitating Injury Crashes Number of Injury Crashes Number of Total Crashes Safety Benefits and Project Costs Combined Cash Flows By Countermeasure Per Year $500,000 Part C Improvements Combined CMF 1 Conversion of signalized intersection into single or multi lane roundabout $ $500,000 $1,000,000 $1,500,000 $2,000,000 Created by the Office of Systems Planning and Program Management

79 Safety Benefit - Cost Analysis Project Name Project Description Reference Number Analyst Agency/Company State Route 57 / Seville Road Intersection Safety Improvement Curtis J. Deibel, P.E. GPD Group General Information Contact Contact Phone Date Performed Analysis Year cdeibel@gpdgroup.com (330) /24/ Project Costs Only Cash Flows By Countermeasure Per Year $0 $200, Part C Improvements Combined CMF 1 Conversion of signalized intersection into single or multi lane roundabout $400,000 $600,000 $800,000 $1,000,000 $1,200,000 $1,400,000 $1,600,000 $1,800,000 $2,000,000 $1,000,000 Return on Investment (Safety Benefits and Project Investments) $500,000 $0 $500,000 $1,000,000 $1,500, First year to observe a positive return on investiment: 2039 (16 years) Percentage of Service Life to observe a continuous Positive Return on Investment: 25.00% $2,000,000 Created by the Office of Systems Planning and Program Management

80 SAFETY REQUEST AMOUNT

81 Safety Benefit - Cost Analysis Project Name Project Description Reference Number Analyst Agency/Company State Route 57 / Seville Road Intersection Safety Improvement Curtis J. Deibel, P.E. GPD Group General Information Contact Contact Phone Date Performed Analysis Year cdeibel@gpdgroup.com (330) /24/ Select Site Types to be used in Benefit Cost Analysis: Comments: All Sites Countermeasure Service Lives, Costs, and Safety Benefits Countermeasures 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 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $ $0 $0.00 $0.00 $0.00 CMF 1 Conversion of signalized intersection into single or multi lane roundabout 20 $1,500, $1,500, $1,500, $1,508,928 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 $0.00 $0.00 $ $0 Totals $1,500, $0.00 $0.00 $1,500, $1,500, $1,508,928 Created by the Office of Systems Planning and Program Management

82 Safety Benefit - Cost Analysis Project Name Project Description Reference Number Analyst Agency/Company State Route 57 / Seville Road Intersection Safety Improvement Curtis J. Deibel, P.E. GPD Group General Information Contact Contact Phone Date Performed Analysis Year cdeibel@gpdgroup.com (330) /24/ Benefit Cost Calculator Expected Annual Crash Adjustment Comments: Net Present Value of Project Net Present Value of Safety Benefits Net Benefit Benefit / Cost Ratio $1,500, $1,508, $8, Number of Fatal & Incapacitating Injury Crashes Number of Injury Crashes Number of Total Crashes Safety Benefits and Project Costs Combined Cash Flows By Countermeasure Per Year $400,000 Part C Improvements Combined $200,000 CMF 1 Conversion of signalized intersection into single or multi lane roundabout $ $200,000 $400,000 $600,000 $800,000 $1,000,000 $1,200,000 $1,400,000 $1,600,000 Created by the Office of Systems Planning and Program Management

83 Safety Benefit - Cost Analysis Project Name Project Description Reference Number Analyst Agency/Company State Route 57 / Seville Road Intersection Safety Improvement Curtis J. Deibel, P.E. GPD Group General Information Contact Contact Phone Date Performed Analysis Year cdeibel@gpdgroup.com (330) /24/ Project Costs Only Cash Flows By Countermeasure Per Year $0 $200, Part C Improvements Combined CMF 1 Conversion of signalized intersection into single or multi lane roundabout $400,000 $600,000 $800,000 $1,000,000 $1,200,000 $1,400,000 $1,600,000 $1,000,000 Return on Investment (Safety Benefits and Project Investments) $500,000 $0 $500,000 $1,000,000 $1,500, First year to observe a positive return on investiment: 2037 (14 years) Percentage of Service Life to observe a continuous Positive Return on Investment: 35.00% $2,000,000 Created by the Office of Systems Planning and Program Management