1200 ZONES AND STUDIES Traffic Engineering Manual

Transcription

1 TABLE OF CONTENTS Part 12 - ZONES AND TRAFFIC ENGINEERING STUDIES 1200 GENERAL TRAFFIC CONTROL ZONES SCHOOL ZONES SPEED ZONES General Procedures for Requesting and Authorizing Speed Zones General ODOT-Maintained Highways - General Procedure Local Roads - General Procedure Split Jurisdictions Speed Zone Tracking Application Narrow and Low-Volume Rural Roads (Form ) Unimproved Highways and Residential and Commercial Subdivision Streets (Form ) Freeways and High-Speed Multi-Lane Divided Routes Speed Zones in Temporary Traffic Control Zones (Work Zone Speed Zones) General WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Construction Projects During Design (Figure a) WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Construction Projects During Construction (Figure b) WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Operations/ Maintenance Work (Figure c) Reserved for Future Information Warranted Work Zone Speed Limits for Work Zones on High-Speed ( 55 mph) Multi-Lane Highways (Table ) WZSZ Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways (Form ) Variable Speed Limits Speed Zone Studies General Field Review Speed Check (Form ) Speed Zone Warrant Sheet (Form ) General Information Used in Completing Form Additional Information/Considerations Withdrawal of Authorization Documentation and Records Management General Documentation for Work Zone Speed Zones (WZSZs) Records Management and Retention (January 18, 2019) October 23,

2 1204 PARKING CONTROL ZONES General Procedure for Authorizing Parking Control Zones Engineering Study Withdrawal of Authorization Documentation and Records Management OTHER ZONES TRAFFIC ENGINEERING STUDIES SAFETY STUDY GUIDELINES What is a Safety Study? General Safety Study Initiation Safety Study Process Table of Contents Title Page One Page Project Summary Executive Summary Purpose and Need Statement Existing Conditions Background Condition Diagram(s) Physical Condition Write-up Photos Other Issues and Data Crash Data and Analysis Crash Data Summaries, Graphs and Tables Collision Diagram(s) Crash Summary Narrative Site Diagnosis and Identification of Potential Countermeasures Design Evaluation (If Applicable) Proposed Countermeasure Evaluation Conclusions Summary of Supplemental Traffic Studies Recommendations and Prioritization Countermeasure Recommendations and Implementation Plan Proposed Condition Diagrams Appendices (If Completed or Authorized) OTHER TRAFFIC ENGINEERING STUDIES General Determining Curve Advisory Speeds General Ball Bank Indicator Calculation Method to Determine Curve Advisory Speed Delay Studies Systematic Signal Timing & Phasing Program (SSTPP) General Benefits Eligibility MPO & Local Documentation Requirements Project Scope Road Safety Audits (RSAs) October 23, 2002 (January 18, 2019)

3 General Purpose FORMS INDEX Form Speed Zone Request for Narrow and Low-Volume Rural Roads Form Speed Zone Warrant Sheet Form Sample Speed Study Data Sheet Form Completed Sample Speed Study Data Sheet Form Speed Check Form Form Speed Limit Revision (Forms a and b) Form Withdrawal of Issued Speed Limit Revision (Forms a and b) Form Field Report on Parking Practices Form Establishment of No-Parking Restrictions Form Withdrawal of Issued No-Parking Restrictions Form Curve Study Sheet Form Reserved - Existing Form Deleted Form Reserved - Existing Form Deleted Form Freeway and Rural Expressway Speed Zone Evaluation Sheet Form Speed Zone Request for Unimproved Highways and Residential or Commercial Subdivision Streets Form Reserved Deleted the Existing Form Form Work Zone Speed Zone Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways Form Work Zone Speed Zone (WZSZ) Tracking Report Form Sample OSHP Concurrence Sheet TABLES INDEX Table Symbols for Use with the Speed Study Data Sheet Table Speed Zone Warrant Analysis Highway Development Table Speed Zone Warrant Analysis Roadway Features Table Speed and Parking Zone Revision Number Assignments Table Reserved for Future Information Table Speed Zone Warrant Analysis Roadway Characteristics Table Warranted Work Zone Speed Limits for Work Zones on High-Speed ( 55 mph) Multi-Lane Highways FIGURES INDEX Figure Work Zone Speed Zoning Process (Figures a, b and c) Figure Examples of Signal Timing and Phasing Improvements Figure Examples of Type A Roadway Characteristics for Speed Zoning for Form Figure Examples of Type B Roadway Characteristics for Speed Figure Zoning for Form Examples of Type C Roadway Characteristics for Speed Zoning for Form Figure Sample Full Safety Study Table of Contents Figure Title Page Example Figure Title Page Example Figure One Page Project Summary Example Figure One Page Project Summary Example Figure Executive Summary Outline Figure Existing Conditions Diagram Roadway Section Figure Existing Conditions Diagram Intersection Figure Intersection Collision Diagram Example Figure Intersection Collision Diagram Example (January 18, 2019) October 23,

4 Figure Roadway Section Collision Diagram Example Figure Summary of Crash Pattern Tables Figure Crash Histogram Figure ECAT Project Safety Performance Summary Report Existing Conditions Figure ECAT Project Safety Performance Summary Report Proposed Safety Improvements Figure Proposed Conditions Diagram Example Figure Proposed Conditions Diagram Example October 23, 2002 (January 18, 2019)

5 Part 12 ZONES AND TRAFFIC ENGINEERING STUDIES 1200 GENERAL This Part of the TEM addresses ODOT standards, policies, guidelines and procedures for Traffic Control Zones (see Chapter 1201) and traffic engineering studies (see Chapter 1210) TRAFFIC CONTROL ZONES Traffic Control Zones include School Zones, Speed Zones, Parking Control Zones, Pedestrian Safety Zones, Loading Zones, No-Passing Zones and Temporary Traffic Control Zones (Work Zones). ORC Section addresses Speed Zones and School Zones, and Section addresses Slow and Minimum Speeds. For additional information: see Chapter 1202 of this Manual regarding School Zones and School Zone Extensions; Chapter 1203 regarding Speed Zones; and Chapter 1204 regarding Parking Control Zones at locations not covered by existing law (ORC Sections , , and ). Chapter 1205 addresses other zones. No-Passing Zones and Temporary Traffic Control Zones are addressed in OMUTCD Parts 3 and 6, respectively, and additional information may be found in TEM Parts 3 and Part SCHOOL ZONES OMUTCD Section 7B.09 addresses School Zones and School Zone Extensions. Chapter 705 of this Manual describes the procedures for requesting and withdrawing School Zone Extensions. The related forms are shown in Part 7 of this Manual. Full-size copies of the forms are also available for downloading from the Forms page on the Office of Traffic Operations (OTO) website SPEED ZONES General A Speed Zone is a section of street or highway where, on the basis of a geometric and traffic characteristic study or an engineering and traffic investigation, the prima facie speed limit set forth in ORC (B)(1)(a) to (D) is determined to be greater or less than is reasonable or safe and the Director and/or appropriate local authorities have declared a reasonable and safe prima facie speed limit and erected signs in accordance with ORC This study or investigation is typically referred to as a Speed Zone Study. The processes for requesting and authorizing Speed Zones, and some short form alternative studies and forms, are described in Section Details related to conducting a full traditional Speed Zone Study are addressed in Section It should be noted that Warning Signs and Advisory Speed signs in accordance with the OMUTCD should be considered before speed zoning based solely on roadway characteristics. As noted in OMUTCD Section 2B.11, ORC Section establishes speed limits for all streets and highways within the State. It also provides that the Director may alter speed limits, and that local authorities may request that the Director determine and declare a reasonable and safe speed limit on certain highways under their jurisdiction. When circumstances that were part of the justification for an altered speed limit change, it may be (January 18, 2019) October 23,

6 necessary to withdraw the authorization for the Speed Zone, e.g., a Corporation Line moves. Section describes the withdrawal process. Under ORC Division (K), a Board of Township Trustees may, by resolution and based on an engineering and traffic investigation, declare a prima-facie speed limit on unimproved highways and also on highways under their jurisdiction which are within residential and commercial subdivisions (see Section ). In altering speed limits, the minimum length of a new zone not contiguous to an existing Speed Zone should be greater than or equal to 0.5 miles; however, extensions of existing warranted zones may be shorter. Occasionally, to promote safe and efficient operations on the highway system, it may be determined that the speed limit should temporarily be reduced due to a construction work zone (see TEM Section and ORC Section ). Additional regulations on speed limits can be found in ORC Sections (Speed limit on private residential road or driveway), (Speed regulations on bridges) and (Emergency vehicles excepted from speed regulations) Procedures for Requesting and Authorizing Speed Zones General Requests for Speed Zones needing the approval of the Director of Transportation are submitted to the District Speed Zoning Coordinator (DSZC) for review and approval using one of the forms and procedures described in this Section. All the forms described herein and shown in Chapter 1296 are also available from the Forms webpage on the OTO website. For certain situations, short form alternative studies have been developed: for rural roads with a width of 16 feet or less or an ADT of 400 or less, see Section ; for unimproved County Roads and residential or commercial subdivision streets see Section ; for freeways and high-speed multi-lane divided highways see Section The procedure and forms for speed zones in temporary traffic control zones (work zone speed zones) are addressed in Section A quick reference guide is provided below as to what situation each of the forms addresses: Form No. Section No. Form Title Speed Zone Request for Narrow & Low-Volume Rural Roads Speed Zone Warrant Sheet (for situations not covered by the alternative forms) Freeway & Expressway Speed Zone Evaluation Sheet Speed Zone Request for Unimproved Highways & Residential and Commercial Subdivision Streets Work Zone Speed Zone (WZSZ) Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways ODOT-Maintained Highways General Procedure All proposals for alterations of speed limits on ODOT-maintained highways shall be documented with the appropriate Speed Zone Study as outlined in Section or using an appropriate alternative process or form described in Section For temporary traffic control situations (WZSZs), see Subsection October 23, 2002 Revised January 18, 2019

7 Once a determination has been made to alter a speed limit, the District should forward the proposed speed limit reduction to the appropriate Ohio State Highway Patrol (OSHP) District Office for review and comment. Form is a sample form that can be used to help expedite this review. The information at the top of the form would be completed by the District as appropriate for the specific zoning proposal, so that the form just has to be signed and returned to the District after OSHP review. Following resolution of the OSHP comments, if any, the District shall prepare a description of the Speed Zone for the Director s approval using Form (Speed Limit Revision). The revised speed limit is not in effect until the appropriate signs have been erected. Therefore, erection of the new Speed Limit signs, and their removal if/when the zone is withdrawn, must be documented to verify when the Speed Zone is in effect. See Section for further details on the documentation process Local Roads General Procedure As noted in Section , a Board of Township Trustees may, by resolution and based on an engineering and traffic investigation, declare a prima-facie speed limit on unimproved highways and also on highways under their jurisdiction which are within residential and commercial subdivisions. The terms unimproved highway, and residential and commercial subdivision are defined in ORC Division (K). It is recommended that the Townships document the reasons for these Speed Zones and when the Speed Limit signs are erected. Form is an example of a form that can be used for such documentation. Except as provided in ORC (K) for Township Roads, all requests for reduced speed limits on local roads (i.e., roads under the jurisdiction of a highway authority other than ODOT) shall be submitted to the District using one of the forms described herein. The request shall be accompanied by the appropriate resolution or ordinance from the local authorities. The appropriate Speed Zone Study, as outlined in Section , shall be included with all such requests unless the request qualifies for one of the abbreviated processes or forms described in Section Concurrence from the appropriate enforcement agency should be included with the study. All requests shall be acknowledged, and the local authorities shall be notified whether additional data will be necessary to substantiate their request. For temporary traffic control situations (WZSZs), see Subsection Based on the information received and a field review conducted by ODOT personnel (if appropriate), the District shall determine a reasonable and safe speed limit. If this determination is substantially different from that which was requested, the local authorities may be asked to further substantiate their original request, and a new determination may be made. Following resolution of any comments, the District shall prepare a description of the Speed Zone for the Director s approval using Form (Speed Limit Revision). The District shall notify the local authorities of ODOT s final action on the proposed Speed Zone. The revised speed limit is not in effect until the appropriate signs have been erected. Therefore, erection of the new Speed Limit signs, and their removal if/when the zone is withdrawn, must be documented to verify when the Speed Zone is in effect. See Section for further details on the documentation process Split Jurisdictions ORC Division (N) addresses situations where the boundary of two local authorities rests on the centerline of a highway and both authorities have jurisdiction over the highway. Aside from Division (N) and the speed zoning process, there is currently no provision to address the inconsistency and confusion caused when responsibility for a section of highway (January 18, 2019) October 23,

8 is split between different jurisdictions. The speed limit on the road may differ depending on which side of the road you are traveling. This can be confusing to motorists. When this occurs on ODOT-maintained highways, using the speed zoning process, the District should work with the local jurisdiction(s) to try to address the differences. This may involve: 1. Raising the lower speed limit to match the higher statutory speed. 2. Lowering the higher speed limit to match the lower statutory speed. 3. Determining an altered speed limit in between the existing speed limits that both jurisdictions can agree is appropriate. 4. Leaving the statutory speed limit on each highway section. Although this process will usually involve the District reviewing a speed zoning request submitted by the local jurisdiction, the District should periodically review sections where this split jurisdiction situation occurs on ODOT-maintained highways to consider making a change in the speed limit on the ODOT portion of the highway. The District may also initiate discussions with the local jurisdiction about jointly determining an appropriate altered speed limit for the section of highway. If a local jurisdiction is going to submit a speed zoning request for a roadway section that involves split jurisdictions, the jurisdiction initiating the request shall first contact the adjacent jurisdiction(s) to see if a compromise request can be developed. The speed zone request submitted to the District shall include copies of the related Resolutions (or Ordinances) from all jurisdictions involved Speed Zone Tracking Application When the Speed Zone Study has been properly prepared the review process should take no more than 90 days from the date the District received the request to the date the District notifies the local jurisdiction of ODOT s final determination on the proposed Speed Zone. The District will notify the local jurisdiction upon receipt of the Speed Zone Study. The local jurisdiction will also receive a progress report from ODOT after 45 days. If the initial request is incomplete or if the District later in the review process requires additional information, this 90- day period begins again when the District receives the information. A software application was implemented in January 2008 to track the status of Speed Zoning requests from local authorities as they are processed by ODOT. Each District enters the required data as requests are received and updates the records as each request is processed. As the 90-day deadline approaches for each request, reminder notices are sent to key District personnel Narrow and Low-Volume Rural Roads (Form ) For rural roads with a width of 16 feet or less or an ADT of 400 or less, Form may be used to request a reduced speed limit. The data required for a Speed Zone Study for roads in these categories has been reduced and the form has been streamlined. A Speed Check is not required. The form was developed as a Microsoft Excel program; however, it may also be completed by hand. The first sheet of the short form for Narrow and Low-Volume Roads is basically for data input. In the Excel file, when the mouse cursor hovers over the characteristics designations A1, B1, etc. a text description of that category pops up. There are also links to graphic examples of the characteristics categories and crash data samples. The second sheet in the file is a more traditional version of the warrant form: it includes the formulas and makes the calculations, based on the data entered on the first sheet. The third sheet provides a graphic illustration of the roadway characteristics information; and the last sheet provides a sample crash diagram for the roadway section showing which types of crashes should be included when performing a speed study October 23, 2002 (January 18, 2019)

9 Table provides additional information about the Roadway Characteristics categories used with this form, and Figures through provide aerial view illustrations to help describe these categories. If the Excel software isn t available, sheet 1 or 2 may be copied, completed by hand and submitted. A Comments section has been provided on the form in case there is additional information the requesting agency wants to bring to the reviewer s attention (see Section ) Unimproved Highways and Residential and Commercial Subdivision Streets (Form ) As noted in Sections and , the Ohio Revised Code allows Townships (based on an engineering and traffic investigation ) to alter by Resolution the speed limit on unimproved highways and residential and commercial subdivision streets to less than 55 miles per hour, but not less than 25 miles per hour. ODOT has established an abbreviated speed zoning request form to allow the Counties to do the same, by submitting a copy of Form to the ODOT District with a Resolution from the Board of County Commissioners. The definitions for unimproved highway, residential subdivision and commercial subdivision shall be as shown in ORC Division (K), except that they will apply in this case to County Routes. The Comments portion of the form can be used to document information from the study made to support the speed reduction. As noted in Section , it is recommended that Townships document the reasons for the Speed Zones they establish on unimproved highways and residential and commercial subdivision streets, and when the Speed Limit signs are erected. Form is an example of a form that can be used for such documentation Freeways and High-Speed Multi-Lane Divided Routes Since the basic Speed Zone Warrant Sheet (Form ) is not set up to address situations involving speed limits over 60 miles per hour, other methods have been developed for reviewing situations involving freeway and other high-speed multi-lane divided highways when they arise. For freeways and rural expressways, Form may be used to submit requests for changes in the speed limit. The ADT/lane is intended to be vehicles per continuous lane. Generally, 65 miles per hour is considered appropriate for expressways with no driveways. For controlled access non-expressways with no driveways, 60 miles per hour is generally considered a more appropriate speed limit; and 55 miles per hour is considered more appropriate when there is no access control and driveways are present. However, these guidelines are not intended to be rigid. It is recognized that there may be cases where exceptions are appropriate. For example, a single drive added in a several mile section of an expressway would not be considered sufficient by itself to warrant lowering the speed limit to 60 miles per hour. Also, for a non-expressway section with no driveways between two expressway sections, it may be appropriate to consider a 65 miles per hour speed limit. As with other speed zoning situations, there may be a need to go 5 miles per hour one way or the other to address other considerations, such as those noted in Section (January 18, 2019) October 23,

10 Speed Zones in Temporary Traffic Control Zones (Work Zone Speed Zones) General Research has shown that motorists will only reduce their speed if they clearly perceive a need to do so. However, a speed limit reduction may be desirable in temporary traffic control zones that involve work on or near the traveled way, particularly on high-speed multi-lane highways. The Work Zone Speed Zone (WZSZ) process described herein applies to any work zone located on a multi-lane highway with a pre-construction speed limit of > 55 mph and with a work zone condition at least 0.5 mile in length that reduces the existing functionality of the travel lanes or shoulders and has an expected work duration of at least three hours. For purposes of the WZSZ process: the conditions that would reduce existing functionality of the travel lanes or shoulders are lane closures, lane shifts, crossovers, contraflow and/or shoulder closures; and the length of the work zone condition is measured from the beginning of the taper for the subject work zone condition impacting the travel lanes and/or shoulder to the end of the downstream taper, where drivers are returned to typical alignment. The three-hour duration requirement is used to balance the additional exposure created by installing and removing WZSZ signing with the time needed to complete the construction or maintenance work. Speed zones in construction work zones should be reviewed and approved as early as possible in the planning process. Sections through address details of the process as applied to construction projects in the design phase and during construction, as well as Operations/Maintenance projects. Sections and provide additional information used to navigate and complete the process. At this time, Work Zone Speed Zones (WZSZs) on other streets and highways will be considered on a case-by-case basis, and must be submitted individually to the District Work Zone Traffic Manager (DWZTM) and District Speed Zoning Coordinator (DSZC) using one of the other applicable processes described in Section Before the District may approve such request, concurrence shall be obtained from the Office of Roadway Engineering (ORE). If approved, the WZSZ must still be established and documented through a Speed Limit Revision Form, implemented in the field and tracked using principles consistent with the WZSZs on high-speed (> 55 mph) multi-lane highways, and withdrawn when completed. A WZSZ is not in effect and enforceable unless all of the existing speed limit signs within 1 mile in advance of and inside the WZSZ are removed or covered and the WZSZ Speed Limit signs are in place with the appropriate legends displayed. Legends reflecting a speed limit in accordance with Table shall only be displayed when the work zone condition in place reduces the existing functionality of the travel lanes or shoulders. At all other times (when the work zone condition no longer reduces the existing functionality of the travel lanes or shoulders) the original posted speed limit shall be displayed. For further details about information that needs to be addressed regarding WZSZs, see Sections , , , and When the need for the WZSZ has ended, the WZSZ signage shall be removed and the original (pre-construction) speed limit signage restored. The related Work Zone Speed Limit Revision shall be withdrawn (see Section ). See Section for further information about documentation of WZSZs. This includes the required documentation of when and where the signs are erected, what speed limit is displayed, and when they are removed October 23, 2002 (January 18, 2019)

11 WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Construction Projects During Design (Figure a) In addition to the provisions of Section , details of the WZSZ process for construction projects during design, including design build projects, are described in Figure a, Work Zone Speed Zoning Process for Construction Projects Design Phase. As noted above, Speed Zones in construction work zones should be reviewed and approved as early as possible WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Construction Projects During Construction (Figure b) In addition to the provisions of Section , details of the WZSZ process for construction projects during construction, are described in Figure b, Work Zone Speed Zoning Process for Construction Projects During Construction WZSZs on High-Speed ( 55 mph) Multi-Lane Highways for Operations/ Maintenance Work (Figure c) In addition to the provisions of Section , details of the WZSZ process for operations and maintenance work on high-speed ( 55 mph) multi-lane highways are described in Figure c, Work Zone Speed Zoning Process for Operations/ Maintenance Work Reserved for Future Information The new WZSZ process eliminated the need for the Work Zone Speed Zone Justification Report (Form ). Therefore, the form and related text has been deleted. This Section is reserved for future use Warranted Work Zone Speed Limits for Work Zones on High-Speed ( 55 mph) Multi-Lane Highways (Table ) Table is used to determine the warranted speed limit value(s) during qualifying work zone conditions (defined below and in Section ) for multi-lane highways with a pre-construction speed limit of 55 mph or higher. All WZSZs are variable in nature, with the warranted work zone speed limit fluctuating with the conditions and factors in place at the time. The table provides the warranted speed limit for each of the specific conditions given. Only one warranted speed limit applies at any one time; speed limit reductions are not cumulative. As conditions in the work zone change, the work zone speed limit shall adjust accordingly per Table WZSZ shall not be used for Moving/Mobile activities, as defined by the OMUTCD. The following are definitions and additional information for use with Table : Work Zone Condition A qualifying work zone condition is one that is at least 0.5 mile in length (as defined in Section ), with an expected work duration of at least three hours, and reduces the existing functionality of the travel lanes or shoulders. As noted in Section , the conditions that would reduce existing functionality of the travel lanes or shoulder are lane closure, lane shift, crossover, contraflow and/or shoulder closure. Original Posted Speed Limit The original, pre-construction, speed limit prior to any WZSZ. When determining a warranted work zone speed limit for a new or revised work (January 18, 2019) October 23,

12 zone condition in which there is a pre-existing work zone speed limit in place, always use the original (pre-construction) speed limit. Do not base a new work zone speed limit upon a prior work zone speed limit. Speed limit reductions are not cumulative. Positive Protection - Positive protection is generally regarded as portable barrier or other rigid barrier in use along the work area within the subject qualifying work zone condition. A work zone Without Positive Protection is generally regarded as using drums, cones, shadow vehicle, etc., along the work area within the subject qualifying work zone condition. For work zones that are utilizing a combination of Temporary Traffic Control Devices (TTCDs), the designation of with or without positive protection should be based upon the type of devices used for the qualifying work zone condition being considered. If there is a combination of TTCD within the qualifying work zone condition being considered, engineering judgement should be used in determining the designation with consideration being given more towards the area in which workers will be located. Worker Presence Workers are considered as being present when on-site, working within the subject qualifying work zone condition. The following are two examples demonstrating how to determine warranted work zone speed limit values from Table : Example 1 An Interstate with an original, pre-construction, posted speed limit of 70 mph will have a lane shift of 10-feet (>0.5 mile in length) in place 24/7 for several weeks using portable barrier. The work zone speed limit while the lane shift is in place when workers are present is 60 mph (65 when workers are not present, but the lane shift remains in place). For one night there will also be a lane closure (> 0.5 mile in length) for six hours using drums; and the closed lane will be restored (reopened) before the end of the work shift, while the lane shift remains in place. The work zone speed limit during the lane closure is 55 mph and would only be applicable for the length of the lane closure. Once the closed lane was restored, the work zone speed limit in that area would go back to 60 mph while workers and the lane shift were still present. Example 2 An Interstate with an original, pre-construction, posted speed limit of 65 mph will have a nighttime lane closure (>0.5 mile in length) in place for seven hours using drums, and the closure will be repeated nightly for three days. When workers are not present, all lane and shoulder functionality is restored. The work zone speed limit during times when the lane closure is in place and workers are present would be 50 mph. When workers are not present (and the condition impacting the existing functionality of the lane and shoulder is not present) the work zone speed limit would be the original, pre-construction, speed limit of 65 mph. See Section for information regarding an optional form for assistance in working with Table WZSZ Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways (Form ) Form is an optional form available to assist in navigating the information in Table The form is used in the same way as Table , to determine the warranted work zone speed limit values during qualifying work zone conditions on multi-lane highways with original (pre-construction) speed limits of 55 mph or higher. See Section for definitions and additional information that applies to the use of Form Variable Speed Limits ORC Section (H)(3) allows the Director to establish a Variable Speed Limit that is different from the established speed limit for weather conditions, traffic incidents and October 23, 2002 (January 18, 2019)

13 congestion that occur on all or portions of I-670, I-275 and I-90 (at the intersection with I-71 and continuing to the Ohio-Pennsylvania border) Speed Zone Studies General Generally, a Speed Zone Study used to support a request for alteration of a speed limit should include Forms (Speed Zone Warrant Sheet), and Form (Speed Check Form) and a scaled area map, sketch, or aerial view to identify the location of the proposed zone. Alternative abbreviated study procedures have been developed to address certain situations involving: narrow or low-volume rural roads, unimproved County Roads, residential and commercial County subdivision streets, freeways, rural expressways and high-speed divided highways, and temporary traffic control zones on high-speed ( 55 mph) multi-lane highways. These are addressed in Sections , , and , respectively. If conditions are not relatively consistent throughout the section under study, consideration should be given to splitting the study area into shorter sections. Turning lanes, or other special lanes, are not normally used in this calculation. FHWA s USLIMITS2 is a web-based tool used to conduct speed studies for setting appropriate speed limits. It can be useful in checking or comparing the results obtained via the speed zoning process described herein. Information regarding this tool can be found at the following website: Field Review A field review of the roadway section shall be made noting various physical conditions along and adjacent to the highway and identifying where crashes have occurred. The Speed Study Data Sheet (Form ) or a similar document may be useful in consolidating this information. (Form provides a completed sample of this form, using symbols from Table ) The field review should consider: 1. Roadway width, width of lanes, width of berm, setbacks of the buildings, distances to any fixed objects within 10 feet of the pavement edge, and type and condition of the pavement surface should also be shown. 2. On ODOT-maintained routes, SLM log points shall be used. A 1 inch = 0.1 mile scale should be used along the centerline of the roadway. Lateral dimensions need not be scaled. 3. The review should consider features 500 feet beyond each end of the proposed zone. 4. Pavement marking or restricted sight distances less than 600 feet, signals and flashers, and Warning and Regulatory Signs. 5. The number of, and point at which, more than five pedestrians per hour cross or walk on the pavement. 6. The number and type of crashes that occurred in the last three years. 7. Test run(s) should be made; however, these will also be conducted by the District personnel reviewing requests submitted to ODOT. a. Test run(s) should be made by driving as fast as it is comfortably safe. b. Test run(s) should be made in such a way that other traffic will not delay the test car. c. The speed should be recorded at a range of 0.10 to 0.25 mile interval or more. d. The average speed of the run(s) should be determined in each direction. Revised January 18, 2019 October 23,

14 Speed Check (Form ) Except when using one of the abbreviated study procedures described in Sections through , or a summary sheet resulting from a mechanical speed check device and its associated software, a speed check using Form (Speed Check Form) or a similar form, shall be included in the study. 1. Speed checks may be taken with any device that will indicate vehicle speed with an accuracy of +10 percent. 2. Record speeds of 100 vehicles for each direction of travel (observation need not exceed one hour even if less than 100 vehicles are recorded traveling in each direction). 3. Speed checks should be taken at the 1/3 points (total of four checks) for zones mile in length, and at mile intervals for zones over 1 mile in length Speed Zone Warrant Sheet (Form ) General Form should be used in analyzing speed reduction requests that do not fall into the categories discussed in Sections through for the abbreviated Speed Zone request procedures. The data collected from the field review of the location and the information discussed in Subsection are used to complete Form The current form was developed as a Microsoft Excel file; however, it may also be completed by hand. The first sheet of Form is basically for data input. In the Excel file, when the mouse cursor hovers over the characteristics designations A1, B1, etc. a text description of that category pops up. There are also links to graphic examples of the characteristics categories and crash data samples. The second sheet in the file is a more traditional version of the warrant form: it includes the formulas and makes the calculations, based on the data entered on the first sheet. The third sheet provides a graphic illustration of the roadway characteristics information; and the last sheet provides a sample crash diagram for the roadway section showing which types of crashes should be included when performing a speed study. The roadway characteristics information and types of crashes illustration used with this form are the same as those introduced with the Narrow and Low-Volume Roads short form in Table provides additional information about the Roadway Characteristics categories used with this form, and Figures through provide aerial view illustrations to help describe these categories. If the Excel software is not available, sheet 1 or 2 may be copied, completed by hand, and submitted. A Comments section has been provided on the form in case there is additional information the requesting agency wants to bring to the reviewer s attention (see Subsection ) Information Used in Completing Form The following data is used in completing the Warrant Sheet: 1. Highway Development consists of evaluating the extent of building development and classification of intersections. These components are described in Table Intersections at the end of the study area should not be counted. The building development and intersection classification calculations are added and then the total is divided by the length (in miles) of the zone October 23, 2002 (January 18, 2019)

15 2. Roadway Features consists of evaluating the roadway design characteristics including lane width, shoulders curves and grades. Table defines the Roadway Feature components. It is recognized that shoulder features may not be consistent throughout the roadway section under study. A judgment will need to be made to determine the most prominent design, unimproved or improved, and width. The names of the crossroads should be noted in the Comments section th-Percentile Speed can be determined by taking spot speed observations during weekday off-peak periods. Spot speed checks should be taken to reflect only freeflowing vehicles. A vehicle is considered free flow if there is a minimum of five seconds gap (headway) from the other vehicle ahead of it, and it is not accelerating or decelerating for other reasons. If it is not possible to observe free-flow conditions, then the 85th-percentile speed of all vehicles should be increased 5 to 10 miles per hour to approximate the free-flow 85th-percentile speed. If the 85th-percentile speed of several speed checks varies considerably and is in more than one range in the warrant analysis, average the speed or select the most representative speed. Another option for determining 85th-percentile speed involves the use of probe-based data. Traffic information is collected from ODOT-maintained roads, then data analytics is used to determine the 85th-percentile speed. The Office of Traffic Operations (OTO) has created detailed instructions for downloading the data and calculating the 85th-pecentile speed using an OTO developed program. This information is available from the Regulations web page on the OTO website. 4. Pace is the ten mile per hour range of speeds containing the greatest number of observed speeds. If the paces of several speed checks vary considerably and are in more than one range in the warrant analysis, average the pace or select the most representative pace. 5. Crashes/MVM - intersection crashes not on the approach to the section under study should not be included in the evaluation; and crashes at horizontal curves should be considered only after all appropriate Warning and Advisory Speed signs are in place. Caution needs to be exercised in applying the crash experience if there is an over representation of crashes caused by situations essentially independent of the permanent speed limit. Therefore, in determining a permanent speed limit, crashes caused by animals, impaired drivers, vehicle defects, load shifts, construction and environmental conditions, such as snow and ice, should not be included in the crash experience. It is desirable to consider a review of crashes over a three-year period; however, crash data for one year is acceptable if more is not available. Copies of the crash reports, or a list documenting the location and type of each crash, shall be submitted with the request. 6. Test Run data is recorded by the District when reviewing the speed zoning request and the information is shown on the form because the average test run speed is beneficial in supporting the spot speed data as reflecting free-flow conditions. Also it is beneficial in comparing or matching the fit of the spot speed data to the full length of the section under study Additional Information/Considerations There may be a need to consider adjusting the speed limit more than normal rounding to the nearest five miles per hour of the calculated speed as reflected in the speed study. Therefore, each Speed Zone request form includes a provision for noting Comments/Additional Information. This space has been provided for the requestor to note any additional information that might be of interest to the reviewer in considering the request. Items to consider or additional information to provide when recommending a speed limit different than the calculated value may include: (January 18, 2019) October 23,

16 1. A study area near or adjacent to an incorporated area or other warranted speed reduction(s). 2. Maintaining uniformity of speed limits within a contiguous section of highway. 3. Truck volumes along with the lane width should be considered, i.e., Volumes: < 5% Low impact/consideration 5% to 10% Moderate impact/consideration > 10% High impact/consideration An effective width of 20 feet is considered adequate only for low-volume roads where meeting and passing are infrequent and the truck volumes are low. 4. Land along the study area is generally fully developed based on local zoning and/or local subdivision regulations. 5. Other conditions: a. A large number of driveways with limited visibility. b. The results of the test runs are not representative of the 85th-percentile or calculated speed. c. Abnormal traffic volume flows. d. A large number of horizontal and vertical curves requiring speed reductions. e. The use of the road as related to access vs. mobility (e.g., functional classification). f. An unincorporated area that looks to the driver the same as an incorporated area. g. Large number of items that affect the assured clear stopping distance of the driver. h. Volume of pedestrian traffic and/or official signed bike routes. i. Proximity to a school. j. Extreme geometric or other rare or unique work zone feature(s) that cannot otherwise be modified or mitigated and are not otherwise taken into consideration elsewhere in the process (for Work Zone Speed Zones that are on facilities other than high-speed, 55 mph, multi-lane highways). 6. Photographs may also be helpful in describing features of particular concern Withdrawal of Authorization The withdrawal of the authorization for a Speed Zone requires a traffic engineering study/investigation and, insofar as is applicable, shall be accomplished in the same manner in which it was established. Form a (Withdrawal of Issued Speed Zone Authorization) is used to document the withdrawal of any Speed Zone approved by ODOT. Form b is used for withdrawal of work zone speed zones established in accordance with Table , described in Section When an unimproved highway is improved, any Speed Zones established for it based on it being unimproved shall be withdrawn, basically using the same process by which the zone was established. Form can be used, with the explanation noted in the Comments section. If a road is improved so that it no longer qualifies as a narrow road for speed zoning purposes, any Speed Zones established on it as a narrow road shall be withdrawn. The fact that the speed limit had been lowered previously because it was a narrow road, can be noted in the Comments portion of the Speed Zone request form if a speed reduction is requested for the improved highway. This would also apply if the ADT on a road increases to where it would no longer be classified as a lowvolume road. See Section for additional information on documentation of the withdrawal of an authorized Speed Zone October 23, 2002 (January 18, 2019)

17 Documentation and Records Management General Table shows the range of Revision Numbers to be used by each District for Speed Zones. These numbers shall be used on forms where indicated. For speed zones in temporary traffic control zones, the prefix WZ shall be used with the number. For further information on the documentation of Speed Zones within temporary traffic control zones (work zone speed zones) see Section , Following approval of a regular, permanent speed zone on ODOT-maintained highways, the District shall erect the appropriate Speed Limit signs, record the dates of sign erection on Form a, and notify the OSHP and other law enforcement agencies as appropriate. Following approval of a regular, permanent speed zone for a local jurisdiction, the District shall send the local authority the Speed Limit Revision authorization (Form a). After erecting the related Speed Limit signs, the local authorities shall complete the bottom portion of the form, certifying that the signs were erected and when, and return the form to the District. Upon receipt of the completed Form a, the District shall notify OSHP and other law enforcement agencies as appropriate. As noted in Section , withdrawal of an authorized Speed Zone basically follows the same process used to authorize it originally. The District uses Form a to approve withdrawal of a Speed Zone, and the jurisdiction involved then uses the bottom portion of the form to certify that the related Speed Limit signs have been removed and when. The District shall notify OSHP and other law enforcement agencies as appropriate Documentation for Work Zone Speed Zones (WZSZs) Approval of a WZSZ for a temporary traffic control zone in accordance with Table is documented on Form b, Work Zone Speed Limit Revision Form. The OSHP and other law enforcement agencies shall be notified by the District (or local agency) as appropriate. As noted in Subsection , the WZSZ is not in effect and enforceable unless all of the existing Speed Limit signs within 1 mile in advance of and inside the WZSZ are removed or covered and the WZSZ speed limit signs are in place with the appropriate legends displayed. Legends reflecting a speed limit in accordance with Table shall only be displayed when the work zone condition in place reduces the existing functionality of the travel lanes or shoulders. Therefore, records must be kept to document when WZSZs are in effect. This requires documentation of when the related work zone speed limit signs are actually erected and removed, or activated, digitally changed and deactivated. Form , Work Zone Speed Zone (WZSZ) Tracking Report was developed to document all WZSZs, whether using DSL Sign Assemblies or temporary flatsheet Speed Limit signs. On ODOT projects, this form shall be completed, signed and submitted to the project engineer (if applicable), District Work Zone Traffic Manager (DWZTM) and District Speed Zoning Coordinator (DSZC) weekly for all WZSZs. All WZSZ documentation for ODOT construction projects is retained in the District Construction Project files (or District Highway Management files) and Speed Zoning files. When the need for the WZSZ in accordance with Table has ended, a withdrawal of the authorization shall be processed, using Form b. The OSHP and other law enforcement agencies shall be notified as appropriate. (January 18, 2019) October 23,

18 Records Management and Retention The District shall retain paper or electronic copies of the documentation used in establishing and tracking Speed Zones in their permanent files. Paper or electronic copies of the official document authorizing the issuance or withdrawal, as well as any paper or electronic copies of local requests or resolutions, shall also be retained permanently in District files. When a corporation limit, or other feature, that was used as a terminus for an authorized Speed Zone moves, the existing Speed Zone should be withdrawn (Section ) and a new one established. However, if a road used as a reference point is renumbered or the name changes, it is not necessary to withdraw and reestablish the Zone. The changes may be noted in the documentation for the Zone. A typing error may also just be noted in the documentation. If a road/route name changes but the road/route number does not, a new study and Speed Zone request (and withdrawal of the existing one) should not be needed if there is no change in the speed zone. However, the name change should be documented on or with the existing Revision form. If a route is removed, but the road remains a State Route (for example, in an overlap situation), the Speed Zone does not have to be withdrawn and reestablished unless the speed limit should change. Basically, an altered speed limit remains in effect until it is withdrawn. For example, inside a City, when a route has been removed from a street (as in the case of a bypass), the speed limit on the street reverts back to the statutory speed limit only after withdrawal of the Speed Zone. Information from the speed zone report shall be uploaded by the District to the Traffic Regulations Database Management System (TRDMS), a statewide inventory and historical record that the Office of Traffic Operations (OTO) shall maintain. This Regulations inventory is available from the OTO website (see Misc. Applications, Documents, Projects and Programs/Regulations) October 23, 2002 (January 18, 2019)

19 1204 PARKING CONTROL ZONES General As noted in OMUTCD Section 2B.46, ORC Section establishes certain parking prohibitions and ORC Section notes additional provisions related to parking locations and provisions. In addition, Section addresses the prohibition of parking upon the paved or main traveled part of the highway, and addresses the prohibition of parking on private property. Special legal authority is required to establish parking controls at any type of location not covered under existing laws. For rural state highways, these Parking Control Zones must be authorized by the Director. In municipalities, such authority is granted by an Ordinance passed by the Council or by other local legal authority. The adoption of a Resolution by County Commissioners or Township Trustees provides similar authority in rural jurisdictions. Any regulation established other than those specified in ORC Sections , and A through C shall be indicated by the use of signs Procedure for Authorizing Parking Control Zones As noted in Section , ODOT has no responsibility for Parking Control Zones on local roads or private property. Requests for Parking Control Zones on ODOT-maintained highways are submitted through the District office. As noted in Section , an engineering study is conducted to determine if a Parking Control Zone is appropriate. Once a determination has been made to establish a Parking Control Zone, the District shall forward the parking control proposal to the appropriate OSHP District Office for review and comment. Form is a sample form that can be used to help expedite this review. The information at the top of the form would be completed by the District as appropriate for the specific zoning proposal, so that the form just has to be signed and returned to the District after OSHP review. Following resolution of the OSHP comments, if any, the District shall prepare a description of the Parking Control Zone for the Director s approval using Form (Establishment of No-Parking Restrictions). Following approval, the District shall erect the appropriate Parking Control signs, record the dates on Form , and notify the OSHP and other law enforcement agencies as appropriate Engineering Study Chapter 1204 (Parking Control Zones) should be reviewed prior to submitting the study. The engineering study used to support a request for a Parking Control Zone shall include a field survey conducted to acquire necessary data to complete Form (Field Report on Parking Practices). It should also include a sketch of the location and/or photographs to document the physical conditions noted in the survey report Withdrawal of Authorization The withdrawal of the authorization for a Parking Control Zone requires an engineering study and, insofar as is applicable, shall be accomplished in the same manner in which it was established. Form (Withdrawal of Issued No-Parking Restrictions) is used to document the withdrawal. Revised July 15, 2016 October 23,

20 Documentation and Records Management Table establishes Revision Numbers to be used by each District for Parking Control Zones. These numbers shall be used on Forms and The District shall retain paper or electronic copies of the reports used in establishing the Parking Control Zone in their permanent files. Paper or electronic copies of the official document authorizing the regulation shall also be retained permanently in District files. When a corporation limit, or other feature, that was used as a terminus for an authorized Parking Control Zone moves, the existing Parking Control Zone should be withdrawn (Section ) and a new one established. However, if a road used as a reference point is renumbered or the name changes, it is not necessary to withdraw and reestablish the Zone. The changes may be noted in the documentation for the Zone. A typing error may also just be noted in the documentation. Other documentation and records management concerns are addressed in Section Information from the Parking Control Zone reports shall be uploaded by the District to the Traffic Regulations Database Management System (TRDMS), a statewide inventory and historical record maintained by the Office of Traffic Operations (OTO). This Regulations inventory is available from the OTO website (see Misc. Applications, Documents, Projects and Programs/Regulations) OTHER ZONES As noted in Chapter 1201, Traffic Control Zones also include Pedestrian Safety Zones, Loading Zones, No-Passing Zones and Temporary Traffic Control Zones (Work Zones). No-Passing Zones are addressed in OMUTCD Part 3. Temporary Traffic Control Zones are addressed in OMUTCD Part 6 and TEM Part October 23, 2002 (July 15, 2016)

21 1210 TRAFFIC ENGINEERING STUDIES As noted in Section 130-2, OMUTCD Section 1A.09 states that the decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment. An engineering study is also required in various sections of the Ohio Revised Code (ORC). Definitions of the terms engineering study and engineering judgment are provided in OMUTCD Section 1A.13. The scope of the study will depend on the specifics of a particular situation. The ITE Manual of Transportation Engineering Studies (see Section 193-9) is useful in providing guidance on preparing, conducting and analyzing different types of traffic studies. Additional information about specific types of studies (e.g., Safety Studies, Speed Studies, Ball Banking Studies and the Systematic Signal Timing & Phasing Program) is provided in this Part of the TEM. Engineering studies related to Speed Zones and Parking Zones are discussed in Chapters 1203 and 1204, respectively. Safety Study guidelines are addressed in Chapters 1211 and 1212, and various other traffic engineering studies, including ball banking of curves, delay studies, the Systematic Signal Timing and Phasing Program and Road Safety Audits, are addressed in Chapter (January 16, 2015) October 23,

22 Intentionally blank October 23, 2002 (January 16, 2015)

23 1211 SAFETY STUDY GUIDELINES What is a Safety Study? General A highway safety study is a type of engineering study (OMUTCD Section 1A.13) that provides an analysis of roadway and traffic-related data to determine the possible cause of an identified crash pattern at an intersection or highway section. The study also addresses alternative countermeasure(s) meant to mitigate the crash pattern(s). Highway safety issues (and how to mitigate them) are an important consideration for the Department and the communities it serves. ODOT has one of the largest safety programs in the country. The department funds one of the largest safety programs in the country for engineering improvements at high-crash or severe-crash locations. This funding can be used by ODOT District Offices or local governments to improve safety on any public roadway. A properly developed highway safety study can provide the factual basis for good decision making and facilitate the timely implementation of necessary improvements. Specifically, a highway safety study should document the following: A method to provide an organized approach to the identification, analysis and mitigation of crash patterns and frequency at highway safety priority locations. A systematic approach to evaluate contributing factors to crashes and identify strategies for improvement with the greatest potential to benefit safety. A method to estimate the effectiveness of the proposed countermeasure(s). If applying for safety funds, a means to justify the proposed countermeasures and project. The safety study guidelines outlined herein are for use by ODOT personnel, consultants and local jurisdictions conducting safety studies and preparing reports. By establishing a uniform format for ODOT safety studies and providing direction for completing safety study reports, these guidelines are intended to assure the completeness of a study and to expedite review and analysis of the reports Safety Study Initiation The safety study process is typically initiated by an ODOT District, MPO or local government in response to the need to study and address a priority crash location. The first step to any safety study involves a scoping/project kick-off meeting with the District Safety Review Team (DSRT) to define study area and scope. The consultant (or LPA, in the case of locallysponsored safety studies and funding applications) should come prepared to discuss the study/project purpose and need in detail and, if appropriate, present a recommended study area and scope to the District Safety Coordinator/District Safety Review Team (DSRT). Requests for crash data or other traffic data (such as traffic volumes) should be prepared in draft form for review during the meeting. The District Safety Coordinator/DSRT and the consultant (or LPA) will discuss and agree upon the time frame for which the crash data will be evaluated for the study area or project. However, in general this time frame will typically consist of the most recent and available three-year calendar period. The level of detail and determination of whether a full or abbreviated study is required will be determined at the scoping/project kick-off meeting. More information will be needed for projects with greater complexity and higher cost. Multi-disciplinary staff should be included at the scoping/kick-off meeting for projects expected to follow the Minor project classification as defined by the Project Development Process (PDP). The consultant and/or LPA should coordinate with the District Safety Coordinator or DSRT in advance of the meeting to Revised January 16, 2015 October 23,

24 determine the appropriate staff for attendance. The District Safety Coordinator shall be responsible for inviting ODOT staff and coordinating the schedule of the meeting so that necessary staff can attend. Safety studies are completed during the Planning Phase of the Project Development Process (PDP) and are used in the Preliminary Engineering Phase, if needed, to aid in the selection of alternatives. Safety studies provide supporting data for the Feasibility Study and/or Alternative Evaluation Report, when warranted Safety Study Process The ODOT safety study process consists of five steps. The process is intended to be iterative, with steps 2 through 4 repeated as necessary to facilitate the identification and evaluation of countermeasures that best address the particular safety needs of the site/project. Step 1: Collect Data and Diagnose Crash Patterns. The activities included in this step provide an understanding of crash patterns, past studies and physical characteristics of the study site or project area prior to identification of potential countermeasures. As part of this step, the consultant and/or LPA should review historical studies and reports, existing condition data, and crash data and prepare necessary documentation, including collision diagrams and physical condition diagrams, in order to perform the site diagnosis and aid in identification of potential countermeasures. The GCAT and TIMS tools can be used to query crash data and roadway inventory data for the site. A field review should be performed to supplement the data and identify and/or confirm crash patterns and potential contributing factors. Information such as the presence of skid marks on the pavement, damaged roadside objects such as guardrail, posts, delineation, utility poles, bushes or trees, and any other evidence of potential safety issues (tire tracks, wearing of roadway/shoulder material, vehicle debris) within the study area should be photographed and documented in the safety study narrative. It is important that the data collection include consideration of the various Highway Safety Manual (HSM) site subtypes so that appropriate data can be collected from field visits. Data collection should be performed based on segmentation as defined by the HSM methods. Estimation of the potential for safety improvement (Step 2) requires analyses be performed utilizing predictive models that estimate the frequency of crashes for a site which has been divided into homogeneous segments and intersections. A homogeneous roadway segment is a section of continuous traveled way that provides two-way traffic operation, is not interrupted by an intersection, and consists of homogeneous geometric and traffic control features. The following list summarizes the various data elements that should be collected during the field review by homogeneous segment and intersection. Segment Data Requirements Length of segment, L (miles) AADT (vehicles/day) Lane width (feet) Shoulder width (feet) Shoulder type Median width (feet) Side Slopes Length of horizontal curve (miles) Radius of curvature (feet) Spiral transition curve (present/not present) Superelevation variance (feet/feet) Grade (%) Driveway density (driveways/mile) Centerline rumble strips (present/not present) Intersection Data Requirements Intersection type (3ST, 4ST, 3SG, 4SG) AADT major (vehicles/day) AADT minor (vehicles/day) Intersection skew angle (degrees) Intersection lighting (present/not present) Number of approaches with left-turn lanes Number of approaches with right-turn lanes Number of approaches with left-turn signal phasing Type of left-turn signal phasing Number of approaches with right-turn-onred prohibited [for 3SG, use maximum value of 3] Intersection red light cameras (present/not present) October 23, 2002 Revised January 16, 2015

25 Passing lanes [present (1 lane) /present (2 lane) / not present] Two-way left-turn lane (present/not present) Roadside hazard rating (1-7 scale) Segment lighting (present/not present) Auto speed enforcement (present/not present) Roadway type (divided/undivided) Auto speed enforcement (present / not present) Major commercial driveways (number) Minor commercial driveways (number) Major industrial/institutional driveways (number) Minor industrial/institutional driveways (number) Major residential driveways (number) Minor residential driveways (number) Other driveways (number) Speed Category Roadside fixed object density (fixed objects/ mile) Offset to roadside fixed objects (feet) [If greater than 30 or not present, input 30] Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only Maximum number of lanes crossed by a pedestrian (nlanesx) Number of bus stops within 1,000 feet of the intersection Schools within 1,000 feet of the intersection (present/not present) Number of alcohol sales establishments within 1,000 feet of the intersection Type of on-street parking (none/parallel/angle) Proportion of curb length with on-street parking General information on the segmentation of sites can be found in the HSM Part C Introduction, as well as for the individual site types of Rural Two-way, Rural Multi-lane, and Urban/Suburban Arterials in HSM Chapters 10, 11, and 12, respectively. While the HSM does not specify a minimum length for a homogenous segment, for the purposes of ODOT Safety Study analysis, the minimum length of homogenous segment to be used for estimating the potential for safety improvement at a site is 0.10 mile. Segment lengths of less than 0.10 mile may be considered in special circumstances, but only with advanced approval by ODOT. Step 2: Identify Potential for Site Safety Improvements and Possible Countermeasures. Once the necessary roadway and crash data has been collected and inventoried, an analysis should be performed using HSM methods or the Economic Crash Analysis Tool (ECAT), to determine the potential for site safety improvements that exists within the study area. This process involves calculating the predicted crash frequency for peer sites (similar to the study site) and the expected crash frequency for the actual site considering historical (actual) crash experience utilizing a mathematical modeling process as defined in the HSM. The difference between the predicted and expected crash frequencies, as expressed in expected excess crashes, is the potential for site safety improvement that could be addressed through the implementation of safety countermeasures. The ECAT tool developed by ODOT s Office of Program Management facilitates the completion of this analysis. Upon determination of the potential for site safety improvement(s), both the predicted and actual crash performance of the site should be reviewed to identify potential safety countermeasures for evaluation, and potential implementation at the site. Review of crash data, roadway inventory and supplemental data collected during the field review can aid in identification of safety issues and crash patterns existing at the site. The results of the HSM analysis and comparison of calculated values for crash frequency, severity and type will provide insight into how the site is performing relative to its peers, and if there are any notable differences which also can be used to aid in identification of potential countermeasure treatments. Identification of potential countermeasures for evaluation should include consideration of each of the three general categories of contributing factors, human, vehicle, and roadway/environment, and should consider how each of these may influence the sequence of events that occurs before, during, and after a crash. For more information on these concepts, Revised January 16, 2015 October 23,

26 and for guidance in developing a framework for relating the series of events in a crash to the general categories of crash-contributing factors, refer to the HSM, Chapter 3. The ODOT ECAT tool contains information on potential countermeasures that can be referenced when diagnosing site issues and identifying potential countermeasure for evaluation. Additionally, HSM Part D, Chapters can serve as a resource and should be referenced for additional information on potential countermeasure treatments, including insight on the effectiveness of various safety countermeasure or treatments under consideration. Step 3: Perform Relevant Traffic Studies. To support the evaluation of potential countermeasures recommended for evaluation in Step 2, it may be necessary to collect supplemental data and/or perform additional supplemental studies. Examples of the types of supplemental analyses or studies that may be needed include the following: Volume Studies Traffic Control Device Studies Signal Warrant Analysis Signal Timing/Phasing Analysis Spot Speed Studies Travel Time and Delay Studies Roadway/Intersection Capacity Analysis Gap Analysis Traffic Lane Occupancy Study Queue Length Study Sight Distance Study Skid Resistance Study Highway Lighting Study Horizontal Curve (Ball Bank) Study Turning Path Analysis Parking Study Bicycle or Pedestrian Study Resources available to assist in performing these studies include ODOT s Traffic Engineering Manual, the ITE Traffic Engineering Handbook, the ITE Manual of Traffic Engineering Studies, the Ohio Manual of Uniform Traffic Control Devices (OMUTCD), FHWA s Highway Safety Engineering Studies Procedural Guide, and the AASHTO Highway Safety Manual. Consultation with the District Safety Coordinator/DSRT prior to initiation of any supplemental studies for verification of need, determination of scope, and approval to proceed is required for all ODOT sponsored safety studies and strongly recommended for locally sponsored projects. Step 4: Evaluate Countermeasures After completing Steps 2 and 3, the HSM analysis methods will again be used to estimate the safety effectiveness, and develop an estimate of the relative cost to safety benefit for each proposed countermeasure or combination of countermeasures. Calculations to determine the expected crash frequency for the site/project with incorporation of the proposed countermeasures are performed similar to calculations performed for the existing condition analysis of the site, as described in Step 2. The final recommended countermeasure, or combination of countermeasures, should represent a cost effective treatment, or combination of treatments, resulting in lower expected crash frequencies of the site. Expected crash frequencies should approach, or be less than, the predicted crash frequency of the existing condition. Both the calculation of the expected crash frequency for the proposed condition and the economic cost to benefit analysis can be accomplished using either the HSM or the ECAT. The amount that crashes can be reduced will be based on the results of the benefit-cost analysis. When analysis of the proposed countermeasure does not result in a reasonable reduction of crash frequency relative to cost, as reflected by the cost to benefit analysis, it may be necessary to revisit the Step 2 site diagnosis and potential countermeasure identification, and/or Step 3 supplemental studies, to reassess the safety needs and identify other safety improvements for evaluation. Step 4, evaluation of the new countermeasures, would then be repeated. Low cost, short-term improvements should always be among the first series of evaluated countermeasures when performing the Step 4 evaluation process. Step 5: Develop Plan and Finalize Report. Steps 1-4, including recommended countermeasures and treatments, should be documented in the form of a Safety Study Report October 23, 2002 Revised January 16, 2015

27 The format, either full or abbreviated, will have been determined during the scoping of the project. Recommendations should be based upon the potential for safety improvement and should consider treatments from the full range of safety strategies, including engineering, enforcement, driver education and/or other factors. When developing the implementation strategy, the consultant or LPA should consider whether a combination of improvements may be the best plan for addressing a location. Final plan recommendations should be based on knowledge of the effectiveness of the proposed improvement and should be considered within the context of the traffic and site conditions. All practical recommendations, including do nothing should be identified, considered, and analyzed for safety so that no feasible alternative is overlooked. Solutions of low-cost, short-term improvements with high benefit-to-cost values should be given higher priority and should always be considered within the first tier of recommended solutions of any implementation plan Table of Contents Full safety study reports shall have a Table of Contents (see Figure ). An abbreviated safety study may be completed with the approval of the DSRT. In an abbreviated safety study, only those elements of the full safety study Table of Contents should be completed that are pertinent to describe the crash patterns of the location Title Page The report should have a Title Page and it should show the District, County, Route, Section, Safety Analyst Rank (#), the Safety Annual Work Program (SAWP) Year (if applicable), study completion date, a location map (see Figures and ), and the name of the District, consultant and/or LPA that prepared the report One Page Project Summary The report shall have a One Page Project Summary including basic project information and a site map. This one-page summary will identify the major crash trends, patterns and recommended solutions, and should directly reflect the countermeasures being presented for a safety funding request. See Figures and for a sample One Page Project Summary Executive Summary Any report over twenty-five pages shall include an Executive Summary, which can be used as an overall summary of the report. The Executive Summary should be no longer than two or three pages (excluding figures) and present a summary of the information documented in detail within the main body of in the report. It should generally adhere to the outline shown in Figure Purpose and Need Statement This part of the Safety Study Report is used to identify the location being studied and provide reasons for conducting the safety study. At a minimum, the purpose and need statement should identify the Safety Analyst Ranking or local priority, summarize the existing conditions, crash patterns, and crash analysis that support the need for conducting the study, and confirm the potential for site safety improvement as determined through the analysis process described in Step 2 of the Safety Study Process (Section ). Example 1 This study analyzes SR 3 at the TR 105 (Plumb Road) intersection. This intersection is ranked #XX in ODOT's 20XX listing of rural intersection locations. The purpose of this report is to study this location and analyze the crashes to determine what, if any, actions can be taken to reduce the high percentage of angle and rear-end crashes occurring in the study area. Revised January 16, 2015 October 23,

28 Example 2 The location addressed in this study was identified as HAM-US The study area is the intersection of US-50 and Lawrenceburg Road, a mile from the Indiana state border. This location was ranked 13 th on the safety analyst list of top rural intersections. The purpose of this study is to analyze the crash trends at this location and recommend countermeasures to mitigate any safety or congestion issues. Example 3 The purpose of this study is to evaluate the existing safety conditions and to identify potential countermeasures at the intersection of SR-64 (log point 0.46) and IR-75 SB exit/entrance ramp in Wood County. This intersection is a priority location for the City of Bowling Green, and has been approved for study by the District 2 DSRT. The current lane configuration leads to long queues which extend beyond the adjacent intersection with very poor lane utilization. Secondary crashes result from this queuing and can be seen as far down as Alumni Drive. Bowling Green State University is in close proximity to this intersection and during special events, the traffic on the southbound off-ramp routinely backs onto the IR-75 mainline, creating hazardous speed differentials. Lastly, pedestrian accommodation throughout this corridor is a priority for both the City of Bowling Green and Bowling Green State University Existing Conditions Background This section of the report is used to identify the location being studied, (County/City/Township, Route and Section), type of facility (Functional Classification, number and direction of lanes), existing traffic control, history of safety problems or crashes, and reason for the study. If applicable, information summarizing previous or planned improvements to mitigate crashes should be documented. Example 1 This approximately 1.16 mile section of S.R. 56 is located in Pickaway County. It is part of the rural state highway system under the jurisdiction of District 6 of the Ohio Department of Transportation (ODOT). The section under study, log point to 27.60, begins at the intersection of S.R. 159 and S.R. 56 and extends in an easterly direction just beyond and including the Township Road (T.R.) 62 and S.R. 56 intersection. The project limits extend longitudinally 1000 feet along the center line at intersections and 200 feet laterally from the center line along the entire length of the study area. Based on information supplied by District 6, PIC to was ranked #XX on the 2013 Priority List for rural intersections. Example 2 Main Street (U.S. Route 40) is a six (6) lane asphalt roadway with turn lanes being provided at major intersections. The current posted speed limit for Main Street is 35 mph. According to information obtained from the Ohio Department of Transportation s (ODOT s) website, Main Street is classified as an urban principal arterial. The calculated ADT on Main Street to the east of its intersection with McNaughten Road is approximately 38,000 vehicles per day and the ADT to the west is approximately 46,000. In the study area, Main Street is a straight, flat roadway which has enclosed drainage and concrete curbs on both sides of the roadway. Street lighting exists on the north side of the roadway and the only sidewalk is a short length on the north side of the street, immediately east of McNaughten Road. McNaughten Road is a two (2) to four (4) lane asphalt roadway in the vicinity of the intersection. The current posted speed limit for McNaughten Road is 35 mph. According to information obtained from ODOT s website, McNaughten Road is classified as an urban minor arterial. The calculated ADT on McNaughten Road to the north of its intersection with Main Street is approximately 16,000 vehicles per day and the ADT to the south is approximately 17,000. In October 23, 2002 Revised January 16, 2015

29 the study area, McNaughten Road is a straight, flat roadway which has enclosed drainage and concrete curbs on both sides of the roadway. Street lighting does not exist along the roadway and some short sections of sidewalk are provided on both sides of the roadway just north of the McNaughten Road intersection. Example 3 The location under study is the intersection of State Route 164 and State Route 558 located in Columbiana County (District 11). State Route 164 (SR 164) is a two-lane, undivided roadway classified by ODOT as a Rural Minor Collector with a statutory speed limit of 55 miles per hour oriented in the north-south direction. SR 164 is located 1,000 feet west of and runs parallel to State Route 11, a limited access facility. State Route 558, (SR 558) is a two-lane undivided roadway classified by ODOT as a Rural Minor Arterial with a statutory speed limit of 55 miles per hour oriented in an east-west direction. The land use is primarily agricultural with a limited number of placed residential units in the project vicinity. State Route 164 intersects SR 558 as a two-way stop-controlled intersection with stop control for the SR 558 approaches. There are no exclusive turn lanes at the intersection. Current daily traffic volumes on SR 164 range between 1,990 and 2,120 vehicles per day with 4 percent daily truck traffic. Current daily traffic volumes on SR 558 range between 1,240 and 1,550 vehicles per day (5-6 % trucks). A review of crash data provided by the Ohio Department of Transportation (ODOT) yielded a total of 26 reported crashes within the intersection influence area (500 feet on each approach) during a 3-year period between 2009 and The following notable crash types and conditions are present at the SR 164/ SR 558 intersection: Angle: 16 crashes or 61.5 percent Fixed Object: 7 crashes or 26.9 percent Sideswipe Meeting: 2 crashes or 7.7 percent Road condition - Snow: 4 crashes or 15.4 percent No fatalities were reported at the intersection during the study period. ODOT currently has plans to modify pavement markings in the spring of 2013 to adjust the stop line locations on the SR 558 approaches to SR 164. The existing stop lines on the stop controlled approaches of SR 558 are positioned 35 feet (eastbound approach) and 28 feet (westbound approach) from the edge line of the intersecting street (SR 164). The position of these stop lines are planned to be moved to a distance of 15 feet from the edge line of SR Condition Diagram(s) The condition diagram is a to scale drawing of the most important physical conditions of an intersection or section of a roadway. It is used to relate the crash patterns found on the collision diagram, with their probable causes, to physical features on and near the roadway. It also documents the site conditions that exist. It is often helpful to utilize aerial imagery as the base layer for creation of the existing conditions diagrams. It provides easy points of reference as well as information regarding the development in the project area. As noted previously, it is important that the data collection include consideration of the various HSM site subtypes so that appropriate data can be collected from field visits. At a minimum, the following items should be included in the Physical Condition Diagram, condition write-up, or documented within one of the appendices in the report. Refer to Section for more details on the specific data elements that are required to complete the analysis required for the safety study. Revised January 16, 2015 October 23,

30 Roadway Features Required The following features should be shown in the drawing or in the related descriptive text: 1. Intersections: Identify by name, type of pavement (if applicable) and width of street. 2. Traffic Control Devices (signs, signals and pavement markings). 3. Section: Identify by county, route and log point in the title block of the drawing. 4. North arrow and match line if more than one page. 5. Pavement Markings: Center Line, No Passing Zones, Auxiliary Markings, Stop Lines, Crosswalks, etc. 6. Signs: All signs within the right-of-way, including non-omutcd signs, sign sizes (optional). 7. Pavement and shoulder widths, shoulder types and any surface irregularities. 8. Speed limits. 9. Driveways: Identify type of pavement of drive (concrete, asphalt, grass or gravel), and use (residential or commercial) when applicable. 10. Show Corporation Lines. 11. Curb: Identify type of curb, height, etc. (detailed information about the curb is optional). 12. Median: Identify type of median (grass, concrete, asphalt, etc.) and width. 13. Curves: Include approximate radius of curvature. 14. Roadside features: physical object within the right-of-way including approximate offset, grades and ditch locations along the roadside (but not behind guardrail). 15. Cross-corner sight distance at intersection or driveway with crashes. 16. Bridges and culverts, if involved in the accident. 17. Legend is required when using symbols on the diagram. 18. Other items that may be contributing factors. Roadway Features, If Applicable When applicable to the site (i.e., where site type dictates this data is required for analysis, or where a roadway feature appears to be related to or contributing to crash patterns in the area) the following items should also be included: 1. Show evidence of parking (official or unofficial) within the right-of-way, if any. 2. Utility/Strain Poles: location and offset. 3. Guardrail: Include distance from edge of pavement, type of end treatment and height of guardrail (distance and height of guardrail optional). 4. Fire Hydrants: location and offset. 5. Highway lighting: location and offset. 6. Location and widths of drive, street number address (optional): Commercial or residential, any restricted movement. 7. Catch basins (optional). 8. Manholes (optional). 9. Vegetation: If contributing factor to the crash problem. 10. Trees in the right-of-way: Identify by diameter if contributing to crash problem October 23, 2002 Revised January 16, 2015

31 All physical condition information should be located by reference to a benchmark that can be identified in the field at any time. A title block identifying the location shall be used consistently in all drawings. While not required, sketch level typical sections offer an effective means to document cross section information in order to complete required crash analysis. See Figure for an example of an existing condition diagram for a roadway section and Figure for an intersection Physical Condition Write-up The Physical Condition Write-up expands upon the information presented in the background section and physical conditions diagram and explains in more detail the type of location, type of roadway, traffic control devices in place, traffic and any operational or geometric conditions unique to the location. This section should also be used to document existing conditions information collected during the field review and highlight details that would not otherwise be captured in the existing conditions diagram. Example 1 Based on field observations, the pavement at the intersection appears to be in good condition with minor cracking that has been sealed. The pavement markings also appear to be in good condition except for the stop bars on Plumb Road on either side of SR 3, where they are very faded. The paved shoulder in the southeast corner of the intersection is starting to crumble. Additionally, there are no speed limit signs on SR 3 near this intersection; the closest one is located several miles away. No pedestrians or bicyclists were observed during the field activities, and no goat paths (worn areas alongside the roadway) were observed along the sides of any of the roadways. So there are no indications that pedestrians are walking in the project area with any regularity. Example 2 US-50 is classified as a rural minor arterial. The posted speed limit through this section is 45 miles per hour. The 2009 reported ADT is 10,580 with 6% trucks. This section of US-50 is 2 lanes in both directions. There are no turn lanes at the intersection on US-50 but southbound Lawrenceburg Road has a right-turn lane and a thru-ieft lane. There is 1 signal head per lane in all directions. Eastbound traffic has an extra head on an opposite span to drivers coming around the curve to see the signal. The signal heads are in fair condition. There is a flashing signal ahead sign on eastbound 50 and a regular signal ahead sign on westbound 50. Finally, the pavement and pavement markings are in fair condition. Example 3 S.R. 56 is a rural two-lane roadway. The layout of S.R. 56 within the study area consists of horizontal and vertical curves, residential drives and a commercial drive. The driveways in the study section were counted and their distance from S.R. 159 measured. Standard center line and edge line markings exist throughout the study area. The curves between S.R. 159 and T.R. 62 are marked with warning signs and Advisory Speed Plaques. A number of vehicle types travel this roadway, including semi-trucks, farm equipment and horse-drawn buggies. The intersection of S.R. 56 and S.R. 159 is a four-way stop with an all-way red intersection flasher. Each leg of the intersection is 21 feet in width from edge line to edge line with a 2-foot paved berm and varying gravel berm beyond the edge of the paved berm. The two State Routes come together to form an approximate 90 degree intersection. Stop lines and Stop Ahead signs are on all four approaches of the intersection. D-1 assemblies and standard route direction and confirmation markers are also on each approach of the intersection. The intersection of SR 43 and SR 183 is under the control of a NEMA Control Cabinet and monitor, operating a 3 phase signal sequence. The signal is pre-timed with a total cycle length Revised January 16, 2015 October 23,

32 of 92 seconds. The traffic signals are mounted on a span wire that uses two wooden poles for support. There is a minimum of 16 ft. of vertical clearance under the signal heads Photos Include relevant photos taken during the field review that provide insight to or identify and/or confirm crash patterns and potential contributing factors. Photographs taken during Step 1 should document existing conditions or evidence of safety issues such as the presence of skid marks on pavement, damaged roadside objects such as guardrail, posts, delineation, utility poles, bushes, or trees, or and any other evidence of potential safety issues (tire tracks, wearing of roadway/shoulder material, vehicle debris) as observed during the field review. No specific requirement exists for the number, frequency, or location of photographs to be taken. Photographic detail should be sufficient to visually document the intended feature or condition. A brief narrative describing the photo location and subject should be included either individually with each picture or listed and summarized in tabular form Other Issues and Data Other relevant data and information are included when such information is essential in garnering support of the study and the countermeasures being recommended. Relevant information may include proposed developments, schools, shopping malls, public concerns/ petitions, newspaper articles, and public and law enforcement officer s concerns Crash Data and Analysis Crash Data Summaries, Graphs and Tables Crash data helps identify crash patterns which are indicative of possible safety problems. A minimum of three years of the latest crash data shall be used for review of crash data and analysis. In general, crash data summaries should include crash type, severity and contributing factors. In addition to these attributes, select summaries such as environmental conditions, time periods, and driver related information may be provided if it indicates a pattern that a safety countermeasure may address. Providing all of the standardized charts from the Crash Analysis Module is often not necessary to support the project. Rather, what is included in the Safety Study Report (including appendices) should be limited to only what is useful or necessary for easy comparison and trend analysis. Examples are provided in Figures and Collision Diagram(s) A collision diagram is a schematic drawing that has been compiled from a series of individual crash reports relative to a specific location (intersection or section). A collision diagram shows the direction the vehicles traveled prior to contact, the type of crash which occurred, and nonmotorists such as pedestrians or cyclists whose presence contributed to a collision. A minimum of three years of the latest crash data should be used to draft the collision diagram. See Figures and for sample intersection collision diagrams and Figure for a roadway section collision diagram. Collision diagram(s) shall be completed for both full and abbreviated safety studies. The following information should be included in the collision diagram: 1. Title box with county, route, section, Priority List and Rank (if applicable), and crash data time period (e.g., ). The title box should also have the initials of the person it was drawn by and the date it was completed. 2. Schematic of location: Each approach should be labeled and the north arrow shown October 23, 2002 Revised January 16, 2015

33 3. Each crash should include the following information as a minimum: date, time and pavement conditions. This information is typically shown on the line for the driver at fault. Any other pertinent information about the accident, or driver at fault, should also be shown (e.g., injury, intoxicated, ran STOP sign or red light, etc.). 4. Legend key to denote all symbols used must be included in the collision diagram. 5. When possible, aerial imagery should be used as the base map of the collision diagrams. It provides easy reference points and allows improvements to be easily connected to the crash patterns at the site Crash Summary Narrative The crash analysis procedures include the study and analysis of the crash characteristics of a site based on the historical crash data. The characteristics such as crash type, severity, contributing factors, environmental conditions and time period are analyzed. The detailed analysis of these characteristics is conducted to identify safety problems, contributing factors and will serve to inform the selection of the range of potential countermeasures. Example 1 From , 24 crashes occurred within the study area. In 2010 there were 10 crashes; in 2011 there were 8 crashes; and in 2012 there were 6 crashes. Of the total crashes, 21% resulted in injury. The most prominent type of crashes was rear end crashes with 58% followed by sideswipe passing crashes with 25%. Approximately 20% of the crashes occurred in wet conditions. Please see Appendix A for the crash analysis and Appendix B for the crash diagram. Fridays had the highest occurrence of crashes with 42%. The afternoon hours of 2pm and 5pm each had 21% of the crashes. Eastbound drivers were involved with 58% of the crashes. After reviewing the crash data for this study area, the following observations and trends were compiled: EB sideswipe passing crashes: 4 in 2010, 1 in 2011; 3 from the left lane; 2 from the right lane EB rear end crashes: 2 in 2010; 1 in 2012; 2 in left lane; 1 in right lane WB rear end crashes: 2 in 2010; 5 in 2011; 2 in 2012; 6 in left lane; 3 in right lane There was only 1 left turn crash at the intersection involving a westbound driver turning in front of an eastbound driver who was passing another eastbound left-turning car on the outside Example 2 A total of 18 crashes over the three year period from were logged within the study area. Detailed crash data and related graphs are included in Appendix B, however, an overview is shown below: Crash reports from January 1, 2009 through December 31, 2011 were obtained. During this three year period, a total of 18 crashes were located within the study limits with a low crash rate of 1.39 crashes per million entering vehicles. Figure 5 [see TEM Figure ] shows the collision diagram, which details the locations of these crashes. Almost half of the crashes (44%) are angle crashes, 28% are rear end crashes, and 17% are left turn crashes all of which resulted from vehicles unsuccessfully crossing this unsignalized intersection; the remaining include sideswipe meeting (1) and head on (1). Revised January 16, 2015 October 23,

34 For the angle crashes, all were caused by drivers on Plumb Road failing to yield to SR 3 traffic or failing to stop. These crashes include the one fatal crash at the intersection, and all of the remaining angle crashes were injuries, indicating a pattern of severe, high speed crashes. The fatal crash occurred late on a Saturday night; it was dark and the pavement was wet. The eastbound vehicle (car) failed to yield to the southbound vehicle (motorcycle). Alcohol was a factor for both drivers; the driver of the motorcycle was the fatality. The rear end crashes mostly occurred from vehicles on SR 3 that were unable to slow down for vehicles slowing in front of them to make a turn onto Plumb Road. Two of the three left turn crashes also occurred from vehicles on SR 3 that failed to successfully turn left in front of oncoming traffic. A combination of high traffic volumes and high speeds appear to be contributing to the angle, rear end and left turn crashes. In addition, 39% of the crashes occurred in wet or snowy conditions. After further analysis, no crash pattern emerged related to adverse weather conditions, but these conditions can contribute to already identified crash problems in the project area. Most crashes occurred during the day on dry pavement under no adverse weather conditions, so weather, pavement condition and lighting do not appear to be a factor in the crashes. The crashes peaked during the morning, noon, and evening rush hours when more traffic is traveling these roadways thus making traversing the intersection more challenging. An additional peak did occur late at night in dark conditions, including the fatality, of which the driver was driving under the influence of alcohol. Example 3 From , 296 crashes occurred within the study area. In 2009 there were 101 crashes; in 2010 there were 97 crashes; and in 2011 there were 98 crashes. Of the total crashes, 30% resulted in injury and there was 1 fatality. The most prominent type of crashes were rear end crashes with 58% followed by animal crashes with 9%, sideswipe passing crashes with 9%, and angle crashes with 7%. Approximately 31% of the crashes occurred in wet, snow or ice conditions. The highest contributing factor to the crashes was following too closely. Please see Appendix B for the crash analysis and Appendix C for the crash diagrams. Note that only 2011 crashes were plotted in the crash diagrams. Wednesdays had the most crashes with 20%, followed by Thursday s with 17%, Saturday's with 15% and Friday's with 14%. Most of the crashes occurred in the am peak between 6am- 9am (22%) and in the pm peak between 3pm-6pm (33%). The light condition was daylight for 75% of the crashes and dark-no lights for 16% of the crashes. The month with the highest number of crashes was October (13%) followed by May (11%) but they were all pretty equal. Half (50%) of the crashes involved drivers who were westbound on US-35 and 43% of the crashes involved drivers who were eastbound on US-35. The estimated speed was 20mph and under for 33% of the crashes even though the posted speed limit is 55mph. Figure 6 [see TEM Figure ] shows the breakdown of where crashes occurred (Iog points) from and the type of crash that occurred. It shows that most of the crashes happened at signalized intersections Site Diagnosis and Identification of Potential Countermeasures The crash data and analysis section of the report should include a summary of the site diagnosis (Step 1) and results of the determination of the potential for site safety improvements (Step 2). Summary results of the potential for safety improvement which can be obtained from the report output of the ECAT tool, see Figure , should be summarized in the Safety Study Report narrative. Detailed output from the ECAT (print of ECAT Report Tab) should be included within the document appendices October 23, 2002 Revised January 16, 2015

35 It is appropriate to include observations on potential contributing factors, notable crash patterns, and geometric deficiencies relating to the safety issues that have been identified: through review of existing crash patterns, roadway conditions, traffic control, traffic volumes, vehicle speeds, etc.; or through the evaluation of the potential for site safety improvements and comparison of the expected crash performance of the site relative to the predicted performance of peer sites. Example 1 The possible causes or deficiencies in the intersection were identified through a detailed analysis of the crash patterns, roadway conditions, existing traffic control, traffic volumes and traffic speeds. The calculated expected crash frequency indicated a need for further investigation, and possible implementation of traffic control measures. We have identified possible safety items at the intersection as follows: Poor lane utilization and excessive queuing that occur EB in the driving lane causes secondary crashes at the adjacent private drives west of the intersection with cars pulling through the queue. The left hand turn lane on the northbound approach gets backed up due to a high number of vehicles waiting to turn left at the intersection. This prohibits people that want to turn right from accessing the right hand turn lane. Vehicles were observed using the right shoulder, to go around vehicles waiting on the left turn, to access the right turn lane. Vehicles that were backed up in the left turn lane that wanted to turn left onto Coral Rd., which is very close to the intersection, were observed going north in the southbound lane trying to beat southbound traffic and quickly turn onto Coral Rd. Coral Rd. intersects SR 43 just to the south of the intersection. Vehicles traveling east on Coral Rd. are prohibited from making a left turn (north) onto SR 43. Several vehicles ignored the prohibited left turn sign and turned left. Example 2 State Route 164 intersects SR 558 as a two way stop-controlled intersection with stop control for the SR 558 approaches. There are no exclusive turn lanes at the intersection. Field observations suggest a high level of truck traffic on both study roadways. In the northwest and southeast quadrants of the intersection, tread marks outside of the paved surface suggest that southbound and northbound right turning radii are insufficient. Example 3 The results of the existing conditions crash analysis indicate a potential for site safety improvement of 8.2 crashes per year and the majority of the expected excess crashes (5.9 crashes/year) are expected to be rear-end. This indicates that the site is experiencing a higher overall frequency of crashes than would be expected for similar sites and suggests that the priority crash type to address and mitigate should be rear-end. Actual site data also indicates that there is a pattern of angle crashes occurring when northbound vehicles strike vehicles turning left from southbound to westbound. Based on this information and information obtained in a field review of the site several observations were made about the operation of the intersection: Congestion in combination with insufficient signal timing may make it difficult for vehicles to clear the intersection within the allotted clearance interval. There are an insufficient number of gaps in the northbound traffic stream for southbound traffic to cross during the permissive left signal phase likely contributing to the observed angle crash pattern at this location. Revised January 16, 2015 October 23,

36 There is limited visibility of the signal heads on the northbound approach to the intersection forcing vehicles to make sudden stops once the signal becomes visible and likely leading to the pattern of rear end crashes on the northbound approach. A comparison of the expected number of night time crashes for the site to the predicted crash frequency for peer sites indicates that this site is experiencing more night time crashes than would generally be predicted for this type of intersection. This section should identify and describe the (potential) countermeasures identified for consideration based on the results of the ECAT analysis (potential for safety improvement) and site diagnosis and document the justification for evaluation of these countermeasures as potential solutions to the site safety issues. The cost of a countermeasure is the cost of improvement through force account or contract work, and should be calculated for every potential countermeasure. The estimated improvement costs include those expected costs required for implementation and maintenance of the countermeasure of the estimated safety countermeasure based on an estimate Design Evaluation (If Applicable) In addition to traffic-related issues that influence the recommendations of the safety study, there may be non-traffic design issues that have an impact on project scope, schedule and cost. When developing the recommended solutions for a safety study, these design issues should be evaluated at a conceptual level to determine their impacts on the project. The design evaluation section of the safety study should summarize any design issues which should be considered in future plan development activities or that are likely to have a significant impact on project cost. Example 1 Using 12' lanes and 8' graded shoulders may have an impact on a possible wetland on the south side of S.R. 56 approximately 0.5 miles west of Shaker Road. The area should be evaluated to determine if a wetland is present. If this area is determined to be a wetland, the designer should investigate minimizing impacts by widening to the north. Example 2 Due to the number of residential homes located in close proximity to the roadway on both sides of S.R. 13, it is desired to use a closed drainage system to minimize right-of-way impacts caused by widening the roadway. If significant impacts are encountered using a closed drainage system and full graded shoulder criteria, the designer should evaluate the use of a reduced graded shoulder width and obtaining a design exception. Example 3 The existing bridge cannot be utilized for part width construction due to the configuration of the existing substructure. In order to facilitate maintenance of traffic, the proposed alignment should be established such that it does not fall within the limits of the existing bridge. In this way, the existing bridge can be used to maintain traffic during construction of the proposed bridge Proposed Countermeasure Evaluation This section of the report should include a summary of the results of the proposed countermeasure evaluation. Crash analysis results including the predicted and expected crash performance of the exiting site conditions and relative potential for safety improvement, as well as the calculation of the expected crash frequencies of the proposed countermeasures, can be obtained from the report output of the ECAT tool, upon completion of the countermeasure October 23, 2002 Revised January 16, 2015

37 evaluation step (Figure ). It may be necessary to perform more than one set of analyses using separate ECAT spreadsheets if multiple independent countermeasures, or combinations of countermeasures, are being evaluated. A summary of the results of the proposed countermeasure evaluation(s) should be presented in this section of the Safety Study Report narrative. Detailed output (print of ECAT Report Tab) from the ECAT can be included within the document appendices. A copy of each ECAT spreadsheet used to perform the analysis (existing and proposed conditions) should be provided to ODOT with the draft safety study document for review Conclusions The conclusions section should summarize all countermeasures evaluated and provide comparison of the site safety performance with the proposed countermeasure or countermeasures to the predicted performance of peer sites and the expected performance of the actual site. A summary of the crash analysis results for the predicted and expected crash performance of the existing site conditions and the expected crash frequencies of the proposed countermeasures can be obtained from the report output of the ECAT Tool (Figure ). The conclusions should include a discussion of the potential for safety improvement and how each countermeasure or package of countermeasures performs in terms of reducing crash frequency at the site. This section should also identify and explain any countermeasures that were dismissed from consideration Summary of Supplemental Traffic Studies This section should include a summary of the results of any other transportation analysis or supplemental traffic studies conducted per Step 3 of the safety study process. A copy of the full documentation of each supplemental study should be included in the appendices Recommendations and Prioritization Countermeasure Recommendations and Implementation Plan A recommended countermeasure is a highway safety treatment designed to address a safety concern and/or potential for safety improvement at a given site. The final countermeasure recommendations included in the safety study should be based upon the safety enhancements identified as appropriate for the location and as documented through the crash analysis and proposed countermeasure evaluation process. There are many factors to consider when developing countermeasures and recommendations. For example, they may include engineering, enforcement, driver education or a combination of factors. The recommendations should be based on knowledge of the effectiveness of the improvement being recommended in similar situations and should consider the needs of all users. Improvements should be based upon the traffic and site conditions. A combination of improvements may be the best practical countermeasure for a location. All practical improvements, including do nothing, should be identified, considered and analyzed for safety so that no feasible alternative is overlooked. A benefit-cost analysis using the ECAT should be performed to further evaluate and prioritize the proposed countermeasure(s). The benefit-cost ratio is a comparison of the estimated net present value of safety benefits to the estimated project cost for the proposed safety countermeasure, or a combination of safety countermeasures. The net present value of the countermeasure is the expected dollar value of safety benefits in terms of crashes prevented. The cost-benefit ratio analysis establishes the benefits expected to be obtained by an improvement and should be included for every recommended alternative. A benefit-cost ratio greater than 1.0 is the desired condition and means that the present value of the safety benefits exceeds the present value of the construction cost. Where the benefit-cost ratio is less than 1.0, the present value of the safety benefits are less than the present value of construction costs. This is not preferred and when encountered, indicates that other alternative countermeasures should be considered and evaluated. Revised January 16, 2015 October 23,

38 The safety study should include recommendations of a countermeasure or countermeasures based on the results of the crash analysis and economic (benefit-cost) analysis. The countermeasure evaluation calculations and benefit-cost analysis is required for any safety funding application submitted for the recommended countermeasures. Countermeasure(s) recommended by a safety study may result in a project that follows the Project Development Process (PDP). Depending on the scope of work, these projects may result in work that only requires a Path 1 level of work compared to the more complex Path 2-5 level projects. The recommendations should indicate priority of implementation, a discussion on the implementation approach and also briefly summarize the scope of work expected within the Project Development Process Path for each proposed countermeasure. See Attachment B for an example of summary output and countermeasure recommendations/implementation plan Proposed Condition Diagrams Proposed condition diagrams should be prepared to detail the proposed countermeasure or countermeasure treatments recommended for funding and implementation (Figure and Figure ) Appendices (If Completed or Authorized) The appendix will include related material such as that shown below to further document and enhance the quality of the safety study. The references shown for the different topics are just a guide and are not meant to be the only source. These topics are covered by many traffic engineering manuals, including ITE handbooks, and those should be used as a source for reference. 1. Traffic Volume Count: Required. This is discussed elsewhere in TEM Part 12 and in Chapter 2 of the ITE Manual of Transportation Engineering Studies. 2. Crash Summaries: Required. 3. ECAT tool analysis results in report format: Required. 4. Aerial and Other Photos of the Location: If applicable. 5. Field Review Notes: If applicable. See the Field Review Forms developed as part of the ODOT research report Rural Highway Safety Advisor (RITA). 6. Traffic Speed Studies: If applicable. This is discussed in TEM Section and in Chapter 3 of the ITE Manual of Transportation Engineering Studies. 7. Traffic Signal Warrants: If applicable. See TEM Section and OMUTCD Part 4 for further information about traffic signal warrants October 23, 2002 Revised January 16, 2015

39 8. Other Traffic Studies and Analyses: If applicable. See TEM Chapters 1202, 1203, 1204 and 1213 and the ITE Manual of Transportation Engineering Studies for information about other traffic studies and analyses that may be applicable. Also see OMUTCD Section 1A.11 and TEM Part 1 for information on additional studies that may be performed to supplement data and support the analysis performed in the safety study. Revised January 16, 2015 October 23,

40 Intentionally blank October 23, 2002 (January 16, 2015)

41 1213 OTHER TRAFFIC ENGINEERING STUDIES General This Chapter includes information about various other traffic engineering studies Determining Curve Advisory Speeds General OMUTCD Section 2C.08 addresses Advisory Speed (W13-1P) plaques, when to use them (see OMUTCD Table 2C-5) and methods for determining the speed to be displayed. The most common method used to determine the speed shown on an Advisory Speed plaque is a Ball Bank Indicator (BBI) Ball Bank Indicator The ball bank indicator (BBI) should be mounted in a passenger car and carefully calibrated per the manufacturer s specifications. Several test runs are made in determining the speed to use. For each test run, the driver should: 1. Appraise the curve under observation to determine the approximate safe speed that may be maintained throughout the curve. 2. Conduct the first test at a speed 10 miles per hour below the appraised speed. 3. Make each succeeding test at a speed 5 miles per hour greater than the last one. 4. Attain the trial run speed on each test at a distance of at least one-quarter mile from the beginning of the curve. 5. Maintain a course throughout the curve precisely in the center of the lane and at uniform speed. Form is a sample form for use in recording the results of this curve study and determining the recommended advisory speed. A full-size copy of the Curve Study Sheet is available from the Office of Traffic Operations website Calculation Method to Determine Curve Advisory Speed The advisory speed indications for horizontal curves may also be calculated by inserting the curve data into the following equation relating superelevation, pavement friction, radius of curvature and vehicle speed: Vmph ( e f ) 15R Where V = speed of vehicle in miles per hour e = superelevation in feet per foot of horizontal width f = transverse coefficient of friction R = radius of curvature in feet. The recommended values of transverse coefficient of friction are as follows: Operating Speed Transverse Coefficient of Friction 30 mph mph mph mph 0.13 (January 16, 2015) October 23,

42 Delay Studies This Section is reserved to address information available regarding delay studies. In the interim, contact ORE for such information if needed Systematic Signal Timing & Phasing Program (SSTPP) General The Systematic Signal Timing & Phasing Program (SSTPP) is funded by the ODOT Safety Program. Its purpose is to systematically update the timing and phasing of signal systems at approved candidate intersections and/or corridors. Requests can be submitted to the Safety Program Manager through the local District office. Applicants can contact the local District Safety Coordinator Benefits Safety Benefits - The following safety benefits can be realized by updated signal timing. The Texas Transportation Institute (TTI) cites the following crash reduction factors associated with improved signal timing and phasing: Properly timed addition of all red clearance interval = 25 % crash reduction factor Properly timed yellow clearance interval = 4-31 % crash reduction factor (all crashes) Adding protected/permitted left turn phase at existing signal = % crash reduction factor (left-turn crashes) Congestion Benefits - In addition to the safety benefits of good signal timing, a more obvious benefit is an improvement of mobility throughout the signalized corridor. Ohio s Major New Program will go a long way to addressing congestion on Ohio s freeways. The Systematic Signal Timing & Phasing Program (SSTPP) is a complimentary program addressing congestion on surface street facilities. Numerous signal timing case studies have shown a reduction in stops of 10 to 20 percent, with a similar reduction in delays. As a result of reduced congestion, comparable decreases in fuel consumption and emissions are also realized. Case studies have shown that properly timed traffic signals reduce fuel consumption 10 to 15 percent when compared to poorly timed traffic signals. Most obvious to drivers is a significant decrease in travel times. The tables shown in Figure show examples of the benefits of improved signal timing and phasing that were realized through projects initiated in the ODOT Safety Program: Eligibility The following intersections/corridors would be eligible for the SSTPP funding: 1. Intersections or corridors identified by ODOT as being high crash and relevant planned countermeasures will not be constructed within one year. 2. Intersections or corridors identified as being congested by ODOT s Congestion Model (Office of Statewide Planning and Research) and relevant planned countermeasures will not be constructed within one year. 3. Intersections or corridors identified by an MPO as being high crash or congested. See Subsection for documentation requirements. 4. Intersections or corridors identified by a local government as being high crash or congested. See Subsection for documentation requirements October 23, 2002 (January 16, 2015)

43 5. Corridors that span more than one local agency that could benefit from a unified signal system operation and were not previously operating as one system. 6. Others as recommended by the ODOT District Safety Review Team (DSRT). All potential corridors will be reviewed and approved by the DSRT then sent to the Safety Program Manager for final approval. ODOT maintains a pool of consultants that can conduct signal timing analysis and implement recommended improvements. Every signalized intersection in a corridor that meets the above criteria would be eligible for funding, even if a specific signalized intersection does not meet the criteria. The physical termini of traffic signal systems should not necessarily be defined by municipal boundaries. They should be logically determined based upon the operational characteristics of a corridor. Corporation limits should not be an artificial barrier to providing effective operations. Where it would be beneficial for a signal system, an attempt should be made to have multiple agencies enter into a joint operational agreement. In the absence of an actual inter-agency agreement being adopted, every attempt should be made to coordinate signal operations across incorporated boundaries via time-based coordination. It is not necessary to have the cooperation of adjacent agencies to receive funding; however, it is required to attempt to cooperate with traffic operations when the signal system would benefit from having termini in multiple jurisdictions. If an agreement cannot be reached between agencies, an explanation shall be provided with the application for funding to the Safety Program MPO & Local Documentation Requirements MPO and Local project requests based upon safety and congestion (Eligibility Criteria 3, 4 and 5 in Subsection ) will need to provide documentation of need to the DSRT. The requesting agency will need to contact the DSRT about the extent of documentation for each funding request. For safety related requests, the documentation may be as simple as noting how many crashes and crash types occur in the corridor, emphasizing those crash types related to signal timing. The requesting agency may provide the information from its own records or ask the District if an ODOT CAM tool analysis would be available to provide the information (CAM tool is an internal ODOT crash analysis program). Congestion problems are more difficult to quantify because the effort will typically require much the same information that is required to re-time the signals (volumes, computer analysis, existing geometric information, etc.). Documentation for congestion can be as simple as pictures or video of the corridor operation or a field visit by the DSRT. Some corridors will be infamous for their congestion issues and will require very limited documentation. Alternatively, a congestion model run by the MPO could serve as the basis of documenting the project need. The DSRT can provide specific guidance on need documentation for each funding request Project Scope See the Office of Traffic Operations website for the Traffic Signal Timing Scope Road Safety Audits (RSAs) General A Road Safety Audit (RSA) can be an effective tool to reduce injuries and fatalities on Ohio's roadways. An RSA is a formal performance examination of an existing or future road or Revised July 17, 2015 October 23,

44 intersection by an independent and multi-disciplinary team that includes representatives of EMS, Engineering, Education and Enforcement (the 4 E's) as appropriate. For planned roads, the RSA should be conducted at the earliest stage possible (planning or preliminary design), when all roadway design options and alternatives are being explored. RSAs can be used on any size project from minor intersection and roadway retrofits to mega-projects Purpose The aim of an RSA is to answer the following questions: What elements of the road may present a safety concern: to what extent, to which road users, and under what circumstances? What opportunities exist to eliminate or mitigate identified safety concerns? The RSA is not meant to be a replacement for traditional safety studies; rather, it is another tool that can be utilized for improving safety. An RSA may be used in addition to or in lieu of a traditional safety study. When used in lieu of a traditional study, prior approval must be provided by the District Safety Review Team (DSRT) as well as the ODOT Safety Program Manager if the location is listed on the annual safety work plan. Results (countermeasures) identified in an RSA would be eligible for Safety funding through the normal funding application process. ODOT, like most State DOTs, has established traditional safety review processes. However, a road safety audit and a traditional safety review are different processes. It is important to understand the difference between the road safety reviews that are commonly performed and newer road safety audits. The main differences between the two are shown below: Differences between an RSA and a Traditional Safety Review Road Safety Audit Performed by a team independent of the project. Performed by a multi-disciplinary team that includes people inside and outside of ODOT. Always generates a formal RSA report. A formal response report is an essential element of an RSA. Traditional Safety Review The safety review team is usually not completely independent of the design team. Typically performed by ODOT safety staff and reviewed by an internal multi-disciplinary team. Always results in a formal report, but typically requires more data collection, such as detailed existing conditions, traffic volume and capacity analysis. Often does not generate a formal response report. Additional information regarding RSAs can be found on-line at October 23, 2002 (July 17, 2015)

45 1296 FORMS INDEX Speed Zone Request for Narrow and Low-Volume Rural Roads Form is used to document geometric and roadway characteristics when submitting a Speed Zone request for a road with an ADT of 400 or less or a width of 16 feet or less. This form is described in detail in Section Speed Zone Warrant Sheet Form is used for a full-scale Speed Zone Warrant analysis. The procedure for using this form is described in Section Sample Speed Study Data Sheet Form may be used to record data used in the Speed Zone Warrant Analysis (see Section ). See Table for determination of Intersection Class and Building Type Completed Sample Speed Study Data Sheet Form is a sample of a completed version of Form Speed Check Form Form is used to record speed information to determine the 85th-percentile and pace speeds (see Section ) a Speed Limit Revision Form a is used to establish a revised speed limit (see Section ). Note that the established limit becomes effective when appropriate signs giving notice thereof are erected. Location From and To on Form a shall be in SLM to be compatible for use with the Traffic Regulation Data Management System (TRDMS) b Work Zone Speed Limit Revision for High-Speed ( 55 mph) Multi-Lane Highways Form b is used to establish a Work Zone Speed Zone (see Section ) in accordance with Table Note that the established work zone speed limit(s) do not become effective until all of the existing speed limit signs within 1 mile in advance of and inside the WZSZ are removed or covered and the WZSZ speed limit signs are in place with the appropriate legends displayed. Legends reflecting a speed limit in accordance with Table shall only be displayed when the work zone condition in place reduces the existing functionality of the travel lanes or shoulders. At all other times (when the work zone condition no longer reduces the existing functionality of the travel lanes or shoulders) the original posted speed limit shall be displayed. Location From and To on Form b shall be in SLM to be compatible for use with the Traffic Regulation Data Management System (TRDMS) a Withdrawal of Issued Speed Limit Revision Form a is used to withdraw a revised speed limit (see Section ). Location From and To on Form a shall be in SLM to be compatible for use with the Traffic Regulation Data Management System (TRDMS) b Withdrawal of Issued Work Zone Speed Limit Revision for High-Speed ( 55 mph) Multi-Lane Highways Revised July 20, 2018 October 23,

46 Form b is used to withdraw a Work Zone Speed Zone (see Section ) in accordance with Table Location From and To on Form b shall be in SLM to be compatible for use with the Traffic Regulation Data Management System (TRDMS) Field Report on Parking Practices Form is used to request a No-Parking Zone. The procedure for using this form is described in Section Establishment of No-Parking Restrictions Form is used to establish a No-Parking Restriction (see Section ). Note that the restriction becomes effective when appropriate signs giving notice thereof are erected Withdrawal of Issued No-Parking Restrictions Form is used to withdraw an established No-Parking Restriction (see Section ) Curve Study Sheet Form is used in the Ball Banking Study described in Section to determine the recommended maximum speed to use on the Advisory Speed plate , Reserved Deleted the Existing Form Freeway and Rural Expressway Speed Zone Evaluation Sheet Form is used to document a request for a change in the speed limit on a freeway or rural expressway (see Section ) Speed Zone Request for Unimproved Highways and Residential and Commercial Subdivision Streets Form is used to document a request for a reduction of the speed limit on unimproved County highways and residential and commercial subdivision streets (see Section ). The form may also be used by Townships to document Speed Zones they establish based on ORC Division (K) Reserved Deleted the Existing Form WZSZ Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways The WZSZ Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways is an optional form that may be used to determine the warranted work zone speed limit values during qualifying work zone conditions on multi-lane highways with pre-construction speed limits of 55 mph or higher (as defined by Section ). Information in this form is based upon Table The procedure for using this form is described in Section Work Zone Speed Zone (WZSZ) Tracking Report Form is used to document and log the date, time, location and other detailed information regarding implementation of all WZSZs Sample OSHP Concurrence Sheet Form is a sample of a form used to submit Speed Zone and Parking Control Zone requests to the Ohio State Highway Patrol (OSHP) for concurrence (see Sections and ) October 23, 2002 Revised July 20, 2018

47 Form Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 1 of 4) (July 17, 2015) October 23,

48 Form Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 2 of 4) October 23, 2002 (July 17, 2015)

49 Form Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 3 of 4) (July 17, 2015) October 23,

50 Form Speed Zone Request for Narrow and Low-Volume Rural Roads (Sheet 4 of 4) October 23, 2002 (July 17, 2015)

51 Form Speed Zone Warrant Sheet (Sheet 1 of 4) Revised July 15, 2016 October 23,

52 Form Speed Zone Warrant Sheet (Sheet 2 of 4) October 23, 2002 Revised July 15, 2016

53 1200 ZONES AND STUDIES Traffic Engineering Manual Form Speed Zone Warrant Sheet (Sheet 3 of 4) (July 17, 2015) October 23,

54 Form Speed Zone Warrant Sheet (Sheet 4 of 4) October 23, 2002 (July 17, 2015)

55 Form Sample Speed Study Data Sheet (July 17, 2015) October 23,

56 Form Completed Sample Speed Study Data Sheet October 23, 2002 (July 17, 2015)

57 Form Speed Check Form (January 18, 2019) October 23,

58 Form a. Speed Limit Revision STATE OF OHIO DEPARTMENT OF TRANSPORTATION Location of Alteration: SPEED LIMIT REVISION District: Revision No.: Name of Street: Municipality: County: State Route No.: Co. Rd./Twp. Rd.: Under Authority of Section of the Ohio Revised Code, the following revised prima facie speed limits, which have been determined upon the basis of a traffic and engineering investigation to be reasonable and safe, are hereby established for the streets and highways described herein. The prima facie speed limit or limits hereby established shall become effective when appropriate signs giving notice thereof are erected. LOCATION OF REVISED PRIMA FACIE SPEED LIMITS From To Direction NB SB EB WB Approved Speed Limit (in MPH) Signs giving notice of approved speed limits shall be erected immediately. Such signs shall conform to the Ohio Manual of Uniform Traffic Control Devices for Streets and Highways. This authorization is revocable by the Director of Transportation whenever any altered prima facie speed becomes, in the Director s opinion, unreasonable; and upon such withdrawal and notification, such altered prima facie speed shall become ineffective and the signs relating thereto shall be immediately removed by the local authorities. Date: Director of Transportation Immediately after erection of the appropriate speed limit signs, return a copy of this form to the ODOT District Deputy Director or his designee, with the following certification properly executed. I hereby certify that appropriate signs, giving notice of the above prima facie speed limits were erected on (date) Signed Title October 23, 2002 Revised January 18, 2019

59 Form b. Work Zone Speed Limit Revision for High-Speed (> 55 mph) Multi-Lane Highways STATE OF OHIO DEPARTMENT OF TRANSPORTATION Location of Alteration: WORK ZONE SPEED LIMIT REVISION District: Revision No.: WZ - Name of Street: Project No. PID: Original Speed Limit: MPH Municipality: County: State Route No.: Co. Rd./Twp. Rd.: Under Authority of Sections and of the Ohio Revised Code, work zone speed limit(s), are hereby established for the streets and highways described herein. The work zone speed limit reductions authorized are those in the most recent publication of the Traffic Engineering Manual (TEM) Table (at the time of signature of this form) based upon the applicable work zone conditions and factors present at any given point in time on the project. The work zone speed limit(s) hereby established shall become effective only where and when appropriate signs giving notice thereof are erected. Signs giving notice of authorized work zone speed limits shall be erected when, and where, the work zone condition and associated factors warranting the speed limit reduction are present. Such signs shall conform to the Ohio Manual of Uniform Traffic Control Devices for Streets and Highways as well as any other applicable standards and specifications established by the Department of Transportation. During periods where the warranting work zone condition(s) and associated factors are no longer present, the original speed limit(s) (prior to construction) shall be in effect. LOCATION(S) OF AUTHORIZED WORK ZONE SPEED LIMIT REDUCTIONS PER TEM TABLE (Place a checkmark or X in the direction(s) in which TEM Table is authorized to be used.) From To Direction NB SB EB WB This authorization is revocable by the Director of Transportation whenever any work zone speed limit reduction(s) are determined by the Director to no longer be necessary; and upon such withdrawal and notification, such work zone speed limit reduction(s) shall become ineffective and any remaining signs relating thereto shall be immediately removed. Date: Director of Transportation The Work Zone Speed Zone Tracking Report (Form ) shall be used to document where and when the signs are in place and the applicable speed limit reduction is in effect, and also when the signs have been removed, covered or digitally changed to the original speed limit (as appropriate) so that the speed limit reduction is not in effect. Revised October 16, 2015 October 23,

60 Form a. Withdrawal of Issued Speed Limit Revision STATE OF OHIO DEPARTMENT OF TRANSPORTATION Location of Alteration: WITHDRAWAL OF ISSUED SPEED LIMIT REVISION District: Revision No.: Name of Street: Municipality: State Route No.: County: Co. Rd./Twp. Rd.: Under Authority of Section of the Ohio Revised Code, the following revised prima facie speed limit(s) approved by the Director of Transportation on, has been determined, on the basis of a traffic and engineering investigation, to be unreasonable and approval of the same is hereby withdrawn. LOCATION OF REVISED PRIMA FACIE SPEED LIMITS From To Direction NB SB EB WB Approved Speed Limit (in MPH) Signs relating to the altered prima facie speeds shall be immediately removed and the prima facie speed limit or limits after such removal shall be as specified in the Ohio Revised Code. Date Director of Transportation Immediately after removal of the speed limit signs, return a copy of this form to the ODOT District Deputy Director or his designee, with the following certification properly executed. I hereby certify that appropriate signs, giving notice of the above prima facie speed limits were removed on Signed Title October 23, 2002 (October 16, 2015)

61 Form b. Withdrawal of Issued Work Zone Speed Limit Revision for High-Speed (> 55 mph) Multi-Lane Highways STATE OF OHIO DEPARTMENT OF TRANSPORTATION Location of Alteration: WITHDRAWAL OF ISSUED WORK ZONE SPEED LIMIT REVISION District: Revision No.: WZ- Name of Street: Project No. PID: Original Speed Limit: MPH Municipality: County: State Route No.: Co. Rd. / Twp. Rd.: Under Authority of Sections and of the Ohio Revised Code, the following work zone speed limit(s) authorized by the Director of Transportation on, have been determined to no longer be necessary and approval of the same is hereby withdrawn. LOCATION(S) OF FORMERLY AUTHORIZED WORK ZONE SPEED LIMIT REDUCTIONS PER TRAFFIC ENGINEERING MANUAL (TEM) TABLE (Place a checkmark or X in the direction(s) in which TEM Table was formerly authorized.) From To Direction NB SB EB WB Any remaining signs relating to the work zone speed limit reduction(s) shall be immediately removed and the prima facie speed limit(s) after such removal shall be the original speed limit(s) prior to construction. Date: Director of Transportation The Work Zone Speed Zone Tracking Report (Form ) shall be used to document where and when the signs were in place, the applicable speed limit in effect at any given time, and when they were last removed. A copy or electronic link to the tracking report or log showing the final removal of the signs related to the work zone speed limit reduction(s) shall accompany the request to withdraw the Work Zone Speed Limit Revision; however, the tracking report or log shall reside within the project files. (July 15, 2016) October 23,

62 Form Field Report on Parking Practices October 23, 2002 Revised July 15, 2016

63 Revised July 15, 2016 October 23,

64 Form Establishment of No-Parking Restrictions October 23, 2002 Revised July 15, 2016

65 Form Withdrawal of Issued No-Parking Restrictions STATE OF OHIO DEPARTMENT OF TRANSPORTATION WITHDRAWAL OF ISSUED NO-PARKING RESTRICTIONS No. District: County: State Route No.: Section: Under Authority of Section of the Ohio Revised Code, the following described No-Parking restriction(s) approved by the Director of Transportation on, has been determined, on the basis of a traffic and engineering investigation, to be unreasonable and approval of the same is hereby withdrawn. LOCATION OF NO-PARKING LIMITS From To Along Signs relating to the parking prohibition shall be immediately removed. Date: Director of Transportation Immediately after removal of the No-Parking signs, return the attached copy of this No-Parking Restriction Withdrawal form to the ODOT District Deputy Director or his designee, with the following certification properly executed. I hereby certify that appropriate signs, giving notice of the above No-Parking restriction were removed on Signed Title (July 17, 2015) October 23,

66 Form Curve Study Sheet October 23, 2002 (July 17, 2015)

67 Form Reserved Existing Form Deleted Form Reserved Existing Form Deleted Form Freeway and Rural Expressway Speed Zone Evaluation Sheet Note: The actual form is a Microsoft Excel file and the fields shown above with an Error message fill in as the information is added in the fields shown in green. Revised July 17, 2015 October 23,

68 Form Speed Zone Request for Unimproved Highways and Residential or Commercial Subdivision Streets October 23, 2002 (July 17, 2015)

69 Form Reserved Deleted the Existing Form Revised October 16, 2015 October 23,

70 Form Work Zone Speed Zone Evaluation Sheet for High-Speed ( 55 mph) Multi-Lane Highways October 23, 2002 Revised October 16, 2015

71 Form Work Zone Speed Zone (WZSZ) Tracking Report (An example form with a few entries can be found with the electronic copies of the forms.) Revised October 16, 2015 October 23,

72 Form Sample OSHP Concurrence Sheet October 23, 2002 (October 16, 2015)

73 1297 TABLES INDEX Symbols For Use with the Speed Study Data Sheet Table depicts the symbols mentioned in Section that are used to represent physical features along the highway when completing the Speed Study Data Sheet (Form ) Speed Zone Warrant Analysis - Highway Development Table defines components used in Highway Development portion of Form for the Speed Zone Warrant Analysis (see Section ) Speed Zone Warrant Analysis - Roadway Features Table defines components used in the Roadway Features portion of Form for the Speed Zone Warrant Analysis (see Section ) Speed and Parking Zone Revision Number Assignments Table assigns numbers to be used by Districts when submitting/reviewing a Speed or Parking Zone request (see Sections and ) Reserved for Future Information Average: Ohio Interstate Crash Data has been deleted, but this number/space has been reserved for future information Speed Zone Warrant Analysis Roadway Characteristics Table provides descriptions of the roadway characteristics categories used in Form (see Section ) Warranted Work Zone Speed Limits for Work Zones on High-Speed ( 55 mph) Multi- Lane Highways Table is used to determine the warranted speed limit value(s) during qualifying work zone conditions on multi-lane highways with pre-construction speed limits of 55 mph or higher (see Section ). The procedure for using this table is described in Section and Figures a through c. Definitions of terms used in this table are available in Section Revised October 16, 2015 October 23,

74 Intentionally blank October 23, 2002 (October 16, 2015)

75 Table Symbols for Use with the Speed Study Data Sheet Symbol Feature Residence Business School Church (or other house of worship) Intersection Driveway Traffic Sign Painted Lane and Center Line No Passing Line Railroad Bridge Underpass Sidewalk Guardrail Signal or Flasher (October 16, 2015) October 23,

76 Table Speed Zone Warrant Analysis - Highway Development Building Development Type 1 Type 2 Type 3 Type 4 residential, small apartment, commercial or public building, or other low volume generator Medium size commercial, public building, light industrial and multi-unit apartment type generators with traffic activity meeting one of the following general descriptions: a. Continuous, but light; b. Moderate at certain times, as opening, noon, or closing hours; c. Substantial on infrequent occasions. Substantial traffic generated by industry, shopping center or similar type large facility. Very large shopping mall, industrial park, major industry or similar large traffic generators with substantial, continuous volume. If the drive is signalized, it counts as a Class C intersection (instead of a Type 4 building development). Intersection Classification Class A Class B Class C Subdivision/residential type streets, low-volume Township Roads, and low-volume County Roads. Through streets, through Township Roads, through County Roads, and State Routes. Signalized intersections October 23, 2002 (October 16, 2015)

77 Table Speed Zone Warrant Analysis - Roadway Features Roadway Feature Lane Width, in feet Shoulder: (see Notes) Characteristics: (see Notes) Unimproved Improved (A) Very Good (B) Good (C) Average (D) Adverse (E) Poor Definition Consider average or most dominant lane width. Two feet may be deducted from the lane width in curbed sections. Unimproved shoulders are sod or loose aggregate. Shoulders are considered improved when paved, surface treated or compacted aggregate. Curbed sections shall be considered improved <2 feet (Factor = 9 on the form). Essentially level and tangent, with minimal intersection involvement, minimal sight distance restrictions. Curves and/or grades resulting in minor speed reduction, few intersections, mostly good sight distance. Curves and/or grades resulting in moderate speed reduction, some restrictive sight distance problems, some intersection involvement. Curves and/or grades resulting in substantial speed reduction, frequent sight distance and intersection problems. Curves and/or grades resulting in excessive speed reduction, limited sight distance a dominant factor. Volume (ADT/Lane) If the volumes are not relatively consistent throughout the section under study, it may be necessary to evaluate shorter sections. This feature uses vehicles per continuous lane and turning lanes, or other special lanes, are not normally used in this calculation. Notes: It is recognized that shoulder features may not be consistent throughout the section under study. A judgment will need to be made to determine the most dominate design. The characteristics noted are generalized descriptions which can be used to describe various roadway design characteristics in evaluating optimal operating speeds. Warning Signs with appropriate Advisory Speed signs should be considered before speed zoning for roadway characteristics. (October 16, 2015) October 23,

78 Table Speed and Parking Zone Revision Number Assignments Districts Speed Zones Parking Zones District District District District District District District District District District District District October 23, 2002 (October 16, 2015)

79 Table Reserved for Future Information Average: Ohio Interstate Crash Data has been deleted but the number/space has been reserved for future information. (July 15, 2016) October 23,

80 Table Speed Zone Warrant Analysis Roadway Characteristics (also see Figures , and ) Alphabetic Value A1 A2 A3 B1 B2 B3 C Description Relatively straight and level road that generally provides good longitudinal sight distance, but may have a random hillcrest and/or curve that affects travel speeds in only a small part of the study area. Basically free of roadside obstructions and features that restrict lateral sight distance. Relatively straight and level road that generally provides good longitudinal sight distance, but may have a random hillcrest and/or curve that affects travel speeds in only a small part of the study area. Occasional roadside obstructions and features that randomly restrict lateral sight distance for short distances within the study area. Relatively straight and level road that generally provides good longitudinal sight distance, but may have a random hillcrest and/or curve that affects travel speeds in only a small part of the study area. Frequent or constant roadside obstructions limiting lateral sight distance through most of the study area. Gentle curves and/or straight-aways with level to moderate grades, interspersed with sharp curves and/or hillcrests that affect travel speeds and limit longitudinal sight distance in much of the study area. Basically free of roadside obstructions and features that restrict lateral sight distance. Gentle curves and/or straight-aways with level to moderate grades, interspersed with sharp curves and/or hillcrests that affect travel speeds and limit longitudinal sight distance in much of the study area. Occasional roadside obstructions and features that randomly restrict lateral sight distance for short distances within the study area. Gentle curves and/or straight-aways with level to moderate grades, interspersed with sharp curves and/or hillcrests that affect travel speeds and limit longitudinal sight distance in much of the study area. Frequent or constant roadside obstructions limiting lateral sight distance through most of the study area. Constant, tightly-spaced, sharp curves and/or hillcrests that affect travel speeds and/or severely restrict longitudinal sight distance in nearly all of the study area. The sharp alignment of a C road dictates travel speeds to such an extent that lateral sight distances need not be a factor. DIV Four-lane divided highway as defined in ORC Note: As an aid in selecting the most appropriate Road Characteristics, it is suggested that the alignment first be identified as most resembling the first sentence of A, B or C in the above descriptions. If the alignment is determined to be an A or a B, it should then be determined which description of the amount and proximity of roadside obstructions (1, 2 or 3) most closely resembles the conditions along the road being studied. If the alignment is determined to be C, a description of roadside obstructions is not required October 23, 2002 Revised July 15, 2016

81 Table Warranted Work Zone Speed Limits for Work Zones on High- Speed (>55 mph) Multi-Lane Highways (Also see Section ) This Table is used in the process described in Section for Speed zones in Temporary Traffic Control Zones (WZSZs). This WZSZ process applies to any work zone located on a multilane highway with a pre-construction speed limit of > 55 mph and with a work zone condition at least 0.5 mile in length that reduces the existing functionality of the travel lanes or shoulders, and has an expected work duration of at least three hours. For purposes of the WZSZ process, the conditions that would reduce existing functionality of the travel lanes or shoulders are lane closures, lane shifts, crossovers, contraflow and/or shoulder closures. See Section for more details. All WZSZs are variable in nature with the warranted work zone speed limit fluctuating with the conditions and factors in place at the time. The Table below provides the warranted speed limit for each of the specific conditions given, depending on the presence of workers and positive protection. When looking up warranted speed limit values in this Table, always use the original, pre-construction, posted speed limit. Do not use a prior or current work zone speed limit as a look-up value in this Table. Only one warranted speed limit applies at any one time. Speed limit reductions are not cumulative. As conditions in the work zone change, the work zone speed limit shall adjust accordingly per this Table. WZSZs shall not be used for Moving/Mobile activities, as defined by the OMUTCD. Speed limits in accordance with this Table shall only be used when the work zone condition meets the criteria established in Section , which is also summarized in the first paragraph above. At all other times (when the work zone condition no longer reduces the existing functionality of the travel lanes or shoulders) the original posted speed limit shall be displayed. See TEM Section for additional information regarding this Table, including definitions and additional guidance selecting the appropriate conditions and factors. Original Posted Speed Limit Warranted Work Zone Speed Limits (mph) for Qualifying Conditions and Factors WITH Positive Protection Workers Present Workers NOT Present WITHOUT Positive Protection Workers Present Workers NOT Present As noted in Section : With Positive Protection is generally regarded as portable barrier or other rigid barrier in use along the work area within the subject qualifying work zone condition. Without Positive Protection is generally regarded as using drums, cones, shadow vehicle, etc., along the work area within the subject qualifying work zone condition. For a work zone with a combination of with and without positive protection, see TEM Section for additional guidance. Workers are considered to be present when on-site and working within the subject qualifying work zone condition. Revised October 16, 2015 October 23,

82 Intentionally blank October 23, 2002 (October 16, 2015)

83 1298 FIGURES INDEX a Work Zone Speed Zoning Process for Construction Projects Design Phase Figure a provides a flowchart illustrating the work zone speed zoning process for construction projects with the process starting during the design phase of the job, including design build projects (see Section ) b Work Zone Speed Zoning Process for Construction Projects During Construction Figure b provides a flowchart illustrating the work zone speed zoning process or construction projects where the request originates during the construction phase of the job (see Section ) c Work Zone Speed Zoning Process for Operations/Maintenance Work Figure c provides a flowchart illustrating the work zone speed zoning process for ODOT operations/maintenance jobs (see Section ) Examples of Signal Timing and Phasing Improvements Figure provides illustrations of the benefits of improved signal timing and phasing that were realized through projects initiated in the ODOT Safety Program described in Section Examples of Type A Roadway Characteristics for Speed Zoning Figure provides aerial view examples to help illustrate the Type A category of roadway characteristics used in Form (see Section ) Examples of Type B Roadway Characteristics for Speed Zoning Figure provides aerial view examples to help illustrate the Type B category of roadway characteristics used in Form (see Section ) Examples of Type C Roadway Characteristics for Speed Zoning Figure provides aerial view examples to help illustrate the Type C category of roadway characteristics used in Form (see Section ) Sample Full Safety Study Table of Contents Figure shows a sample Table of Contents for a Safety Study, as discussed in Section Title Page Example 1 Figure shows a sample Title Page for a Safety Study, as discussed in Section Title Page Example 2 Figure shows another sample Title Page for a Safety Study, as discussed in Section One Page Project Summary - Example 1 Figure shows a sample project summary, as discussed in Section Revised October 16, 2015 October 23,

84 One Page Project Summary - Example 2 Figure shows a sample project summary, as discussed in Section Executive Summary Outline Figure shows an outline of a typical executive summary, as discussed in Section Existing Conditions Diagram Roadway Section Figure shows a sample existing condition diagram for a roadway section, as discussed in Section Existing Conditions Diagram Intersection Figure shows a sample existing condition diagram for an intersection, as discussed in Section Intersection Collision Diagram Example 1 Figure shows a sample collision diagram for an intersection, as discussed in Section Intersection Collision Diagram Example 2 Figure shows a sample collision diagram for an intersection, as discussed in Section Roadway Section Collision Diagram Example Figure shows a sample collision diagram for a roadway section, as discussed in Section Summary of Crash Pattern Tables Figure shows an example of crash patterns summarized, as discussed in Section Crash Histogram Figure shows a sample crash histogram for a project corridor, as discussed in Section ECAT Project Safety Performance Summary Report Existing Conditions Figure shows an existing analysis report from the ECAT Excel analysis tool, as discussed in Section ECAT Project Safety Performance Summary Report Proposed Safety Improvements Figure shows a proposed analysis report from the ECAT Excel analysis tool, as discussed in Section October 23, 2002 (October 16, 2015)

85 Proposed Conditions Diagram Example 1 Figure shows an example of a proposed conditions diagram, as discussed in Section Proposed Conditions Diagram Example 2 Figure shows an example of a proposed conditions diagram, as discussed in Section (October 16, 2015) October 23,

86 Intentionally blank October 23, 2002 (October 16, 2015)

87 Figure a. Work Zone Speed Zoning Process for Construction Projects Design Phase TEM Figure a Revised 10/16/15 Acronym Key DSZC = District Speed Zoning Coordinator DWZTM = District Work Zone Traffic Manager TRDMS = Traffic Regulation Data Management Sys. WZSZ = Work Zone Speed Zone Construction Projects On High-Speed (> 55 mph) Multi-Lane Hwy (During Design*) TEM Duration of Work 3 hours, or longer? Yes Work Zone 0.5 mile, or longer, in length? Yes Work Zone Condition that reduces the existing functionality of the travel lanes or shoulders? No No No Yes Location does not qualify for a WZSZ. Designer reviews Table **. Is a WZSZ warranted? Yes Designer may submit a request to the project manager, or designee, for a WZSZ. Request includes project location information (C-R-S), PID and basic information regarding the conditions and factors that will occur throughout the project, based on Table Project manager forwards request to the DWZTM. If the DWZTM concurs, the request is forwarded to the DSZC. DSZC reviews the information for concurrence and consults with the designer, project manager and DWZTM, as needed. No A WZSZ is not warranted. DSZC notifies the project manager (and DWZTM, as necessary). Project manager forwards the information to the designer. Prior to the initial WZSZ implementation, the project engineer notifies the State Highway Patrol, and local law enforcement (if applicable), of the planned work zone speed limit reduction(s). Project manager forwards the signed Revision Form to the designer. Designer incorporates the applicable Plan Note, SCD, Supplemental Specifications, etc., into the plans for the approved WZSZ(s). DSZC prepares a Work Zone Speed Limit Revision Form (Form b), obtains DDD signature, and returns a signed copy to the project manager and DWZTM. DSZC enters the information into TRDMS. Yes No Is a WZSZ recommended for approval by the DDD? Project engineer, or designee, provides copies of the tracking documentation (Form ) to the DWZTM and DSZC, or designees. (This form is to be submitted weekly.) * Includes Design Build ** Form may be used to assist in the evaluation. When the need for the WZSZ has ended, the WZSZ signs are removed and the Project Engineer, or designee, notifies the DWZTM and DSZC so that a withdrawal of the Work Zone Speed Limit Revision can be processed. Project engineer notifies the State Highway Patrol, and local law enforcement (if applicable), of the pending withdrawal. DSZC processes the Withdrawal of Issued Work Zone Speed Limit Revision (Form b). DSZC enters the information into TRDMS. Process is complete. All records and documentation must be retained in the District according to appropriate document retention schedules. Revised October 16, 2015 October 23,

88 Figure b. Work Zone Speed Zoning Process for Construction Projects During Construction TEM Figure b Revised 10/16/15 Acronym Key DSZC = District Speed Zoning Coordinator DWZTM = District Work Zone Traffic Manager TRDMS = Traffic Regulation Data Management Sys. WZSZ = Work Zone Speed Zone Construction Projects On High-Speed (> 55 mph) Multi-Lane Hwy (During Construction) TEM WZSZ already authorized for project (per Table )? Yes Duration of Work is 3 hours, or longer? Yes Work Zone 0.5 mile, or longer, in length? Yes Work Zone Condition that reduces the existing functionality of the travel lanes or shoulders? No Yes Project engineer processes change order based on, and with, appropriate Plan Note, SCD, Supplemental Specifications, etc., for the warranted WZSZ. Project engineer coordinates with DWZTM and DSZC as appropriate. No No No Location does not qualify for a WZSZ. Project engineer reviews Table **. Is a WZSZ warranted? Yes Project engineer may submit a request to the DWZTM, or designee, for a WZSZ. Request includes project location information (C-R-S), PID and basic information regarding the conditions and factors that will occur throughout the project, based on Table If DWZTM concurs, the request is forwarded to the DSZC. DSZC reviews the information for concurrence and consults with the project engineer and DWZTM, as needed. No A WZSZ is not warranted. Prior to the initial WZSZ implementation, the project engineer notifies the State Highway Patrol, and local law enforcement (if applicable), of the planned work zone speed limit reduction(s). The project engineer incorporates the approved work zone speed limit(s), into the project and the WZSZ is utilized in accordance with the associated applicable TEM sections, Plan Note, SCD, Supplemental Specifications, etc. Project engineer processes change orders, as appropriate. DSZC prepares a Work Zone Speed Limit Revision Form (Form b), obtains DDD signature, and returns a signed copy to the project engineer and DWZTM. DSZC enters the information into TRDMS. DSZC notifies the project manager (and DWZTM, as necessary). Yes No Is a WZSZ recommended for approval by the DDD? Project engineer, or designee, provides copies of the tracking documentation (Form ) to the DWZTM and DSZC, or designees. (This form is to be submitted weekly.) When the need for the WZSZ has ended, the WZSZ signs are removed and the Project Engineer, or designee, notifies the DWZTM and DSZC so that a withdrawal of the Work Zone Speed Limit Revision can be processed. Project engineer notifies the State Highway Patrol, and local law enforcement (if applicable), of the pending withdrawal. DSZC processes the Withdrawal of Issued Work Zone Speed Limit Revision (Form b). DSZC enters the information into TRDMS. Process is complete. All records and documentation must be retained in the District according to appropriate document retention schedules. ** Form may be used to assist in the evaluation October 23, 2002 Revised October 16, 2015

89 Figure c. Work Zone Speed Zoning Process for Operations / Maintenance Work TEM Figure b Revised 10/16/15 Acronym Key DSZC = District Speed Zoning Coordinator DWZTM = District Work Zone Traffic Manager TRDMS = Traffic Regulation Data Management Sys. WZSZ = Work Zone Speed Zone Operations/Maintenance Work On High-Speed (> 55 mph) Multi-Lane Hwy TEM WZSZ already authorized for per Table ? Yes Duration of Work is 3 hours, or longer? Yes Work Zone 0.5 mile, or longer, in length? Yes Work Zone Condition that reduces the existing functionality of the travel lanes or shoulders? No Yes Speed limit reductions are not cumulative. Implement WZSZ(s) in accordance with Table , the associated TEM sections, Plan Note, SCD, Supplemental Specifications, etc. No No No Location does not qualify for a WZSZ. County Manager reviews Table **. Is a WZSZ warranted? Yes County Manager may submit a request to the DWZTM, or designee, for a WZSZ. Request includes project location information (C-R-S), PID and basic information regarding the conditions and factors that will occur throughout the project, based on Table If DWZTM concurs, the request is forwarded to the DSZC. DSZC reviews the information for concurrence and consults with the County Manager and DWZTM, as needed. No A WZSZ is not warranted. DSZC notifies the County Manager (and DWZTM, as necessary). Prior to the initial WZSZ implementation, the County Manager notifies the State Highway Patrol, and local law enforcement (if applicable), of the planned work zone speed limit reduction(s). The County Manager incorporates the approved work zone speed limit(s), into the project and the WZSZ is utilized in accordance with the associated applicable TEM sections, Plan Note, SCD, Supplemental Specifications, etc. DSZC prepares a Work Zone Speed Limit Revision Form (Form b), obtains DDD signature, and returns a signed copy to the project engineer and DWZTM. DSZC enters the information into TRDMS. Yes No Is a WZSZ recommended for approval by the DDD? County Manager, or designee, provides copies of the tracking documentation (Form ) to the DWZTM and DSZC, or designees. (This form is to be submitted weekly.) When the need for the WZSZ has ended, the WZSZ signs are removed and the County Manager, or designee, notifies the DWZTM and DSZC so that a withdrawal of the Work Zone Speed Limit Revision can be processed. County Manager notifies the State Highway Patrol, and local law enforcement (if applicable), of the pending withdrawal. DSZC processes the Withdrawal of Issued Work Zone Speed Limit Revision (Form b). DSZC enters the information into TRDMS. Process is complete. All records and documentation must be retained in the District according to appropriate document retention schedules. ** Form may be used to assist in the evaluation. Revised October 16, 2015 October 23,

90 Figure Examples of Signal Timing and Phasing Improvements (See Section for related text,) October 23, 2002 (October 16, 2015)

91 Figure Examples of Type A Roadway Characteristics for Speed Zoning for Form (Sheet 1 of 3) (October 16, 2015) October 23,

92 Figure Examples of Type A Roadway Characteristics for Speed Zoning for Form (Sheet 2 of 3) October 23, 2002 (October 16, 2015)

93 Figure Examples of Type A Roadway Characteristics for Speed Zoning for Form (Sheet 3 of 3) (October 16, 2015) October 23,

94 Figure Examples of Type B Roadway Characteristics for Speed Zoning for Form (Sheet 1 of 3) October 23, 2002 (October 16, 2015)

95 Figure Examples of Type B Roadway Characteristics for Speed Zoning for Form (Sheet 2 of 3) (October 16, 2015) October 23,

96 Figure Examples of Type B Roadway Characteristics for Speed Zoning for Form (Sheet 3 of 3) October 23, 2002 (October 16, 2015)

97 Figure Examples of Type C Roadway Characteristics for Speed Zoning for Form (October 16, 2015) October 23,

98 Figure Sample Full Safety Study Table of Contents Table of Contents I. Title Page II. One Page Project Summary III. Executive Summary A. Background B. Purpose and Need C. Overview of Possible Causes D. Recommended Countermeasures & Related Costs IV. Purpose and Need V. Existing Conditions A. Background B. Conditions Diagram C. Physical Condition Write-up VI. Crash Data A. Crash Data Summaries B. Collision Diagram(s) C. Crash Graphs and Tables D. Crash Analyses E. Design Evaluation (if applicable) F. Identification of Potential Countermeasures G. Conclusions VII. Summary of Supplemental Traffic Studies VIII. Proposed Countermeasure Evaluation IX. Conclusions X. Recommendations & Prioritization A. Countermeasure Recommendations and Implementation Plan B. Proposed Conditions Diagram(s) Appendices October 23, 2002 (October 16, 2015)

99 Figure Title Page Example 1 (October 16, 2015) October 23,

100 Figure Title Page Example October 23, 2002 (October 16, 2015)

101 Figure One Page Project Summary Example 1 (October 16, 2015) October 23,

102 Figure One Page Project Summary Example October 23, 2002 (October 16, 2015)

103 Figure Executive Summary Outline I. Project Background History of problems or crashes Include previous improvements to mitigate crashes Reason for study II. Project Purpose and Safety Need Safety Analyst Priority List & Ranking Analyze crashes Potential for Safety Improvement III. Overview of Safety Issues and Possible Causes Crash patterns Roadway conditions Existing traffic control Contributing factors Traffic volumes IV. Recommended Countermeasures & Related Costs Summarize All that are Applicable Short-term countermeasures Medium term countermeasures Long-term countermeasures Identify Recommended Countermeasure(s) and Implementation Approach Summary of Request for Safety Funding should relate directly to recommended countermeasure(s) (October 16, 2015) October 23,

104 Figure Existing Conditions Diagram Roadway Section October 23, 2002 (October 16, 2015)

105 Figure Existing Conditions Diagram - Intersection (October 16, 2015) October 23,

106 Figure Intersection Collision Diagram Example October 23, 2002 (October 16, 2015)

107 Figure Intersection Collision Diagram Example 2 (October 16, 2015) October 23,

108 Figure Roadway Section Collision Diagram Example October 23, 2002 (October 16, 2015)

109 Figure Summary of Crash Pattern Tables (October 16, 2015) October 23,

110 Figure Crash Histogram October 23, 2002 (October 16, 2015)

111 Figure ECAT Project Safety Performance Summary Report Existing Conditions (October 16, 2015) October 23,

112 Figure ECAT Project Safety Performance Summary Report Proposed Safety Improvements October 23, 2002 (October 16, 2015)

113 Figure Proposed Conditions Diagram Example 1 (October 16, 2015) October 23,

114 Figure Proposed Conditions Diagram Example October 23, 2002 (October 16, 2015)