FEASIBILITY STUDY US 127 / US 224 / MARSH ROAD ... · Feasibility Study VAN-127/224-12.22/15.86 PID 110430 Page 4 II. Purpose & Need Project History The project area is located at

FEASIBILITY STUDY

US 127 / US 224 / MARSH ROAD INTERSECTION IMPROVEMENTS

PID 110430

JANUARY 2020

Prepared For:

ODOT District 1

1885 North McCullough Street

Lima, Ohio 45801

Prepared By:

Fishbeck, Thompson, Carr & Huber, Inc.

1 East Campus View Boulevard, Suite 310

Columbus, Ohio 43235

The environmental review, consultation, and other actions required by applicable Federal environmental laws for this project are being, or have

been, carried‐out by ODOT pursuant to 23 U.S.C. 327 and a Memorandum of Understanding dated June 6, 2018, and executed by FHWA and ODOT.

2

Table of Contents

I. Introduction ............................................................................................................................. 3

II. Purpose & Need ....................................................................................................................... 4

III. Alternatives ............................................................................................................................. 5

IV. Key Issues ................................................................................................................................ 7

V. Alternatives Comparison ........................................................................................................ 13

VI. Conclusion ............................................................................................................................. 13

List of Figures

Figure 1 – Project Location Map

Figure 2 – Project Issues Map

Figure 3 – Intersection Evaluation Matrix

List of Tables

Table 1 – Design Speed and Functional Class

Table 2 – Traffic Data

Table 3 – ODOT L&D Standard Design Criteria

Table 4 – Anticipated Right‐of‐Way Impacts

Table 5 – Preliminary Construction Costs

List of Appendices

Appendix A – Alternative Layouts

Appendix B – Traffic Data and Capacity Analysis

Appendix C – Crash Data and Safety Analysis

Appendix D – Alternative Typical Sections

Appendix E – Maintenance of Traffic Concepts

Appendix F – Alternatives Construction Costs

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I. Introduction

The purpose of this report is to present alternative improvements for the U.S. 127/U.S. 224 intersection with Marsh

Road in Van Wert County, Ohio and identify a preferred alternative for detailed engineering design. This project will

include the safety improvements to the U.S. 127/U.S. 224 intersection with Marsh Road. The project will improve

safety by means of adding turn lanes and roadway realignment as Alternative 1 or by providing a single lane

roundabout as Alternative 2. The recommended alternative will be considered by evaluating overall improvement to

safety, construction costs, environmental impacts, right of way impacts, utility adjustments, and maintenance of

traffic. The project footprint will include approximately 1,500 ft west of the intersection on U.S. 127/U.S. 224, 1,200

ft south of the intersection on Marsh Road, 1,700 ft east of the intersection on U.S. 224, and 800 ft north of the

intersection on U.S. 127.

Background

The intersection of US 127 (north-west legs), US 224 (east-west legs), and Marsh Road (south leg) is located at US

127 mile marker 12.22 and US 224 mile marker 15.86. The west leg of the intersection operates as both US 127 and

US 224, the north leg operates as US 127, the east leg operates as US 224, and the south leg operates as Marsh Road

(CR 13). The intersection lies just north of the city of Van Wert in Van Wert County. US 127, US 224, and Marsh Road

are all 2-lane highways. The lane widths on the north, east, and west legs are 12’ with 2’ paved and 2’ aggregate

shoulders. Marsh Road is comprised of two 10’ wide lanes and negligible improved shoulders. The intersection is

stop-controlled in the northbound and southbound directions. The northbound and southbound approaches both

have dual stop ahead and dual stop signs. The stop ahead signs on the right side of the northbound and southbound

lanes have solar powered flashing LED lights. The east and west approach legs both have dual intersection ahead

signs. The westbound approach has a right reverse curve ahead sign with a 45 mph advisory speed while the

eastbound approach has left directed chevrons through the intersection.

Figure 1 – Project Location Map

Figure 2 – Project Issues Map

Previous Safety Reports and Studies:

This intersection has been studied multiple times, most recently as a Safety Study in 2018. This study recommended

the removal of overhead flasher heads and that a flashing stop ahead sign be added to the right side of the

southbound direction. A left turn lane (eastbound to northbound) and a right turn lane (southbound to westbound)

appeared to be warranted based upon turning movement counts. As was determined during previous studies, it was

determined that right-of-way takes would be too costly to implement the necessary roadway widening.

Prior to the 2018 study, there was discussion of installing a left turn lane on the west approach in 1998 and another

Safety Study in 2015. The 2015 study resulted in no recommendations and noted that while the left turn lane was

likely still warranted, the R/W cost would be too great. Signal warrants were investigated as part of the 2018 Safety

Study. As part of the 2018 safety study, turning movement counts were taken at this intersection on Thursday

January 25, 2018. The turning movement counts were seasonally adjusted and signal warrants were reviewed for

the intersection. The site did not meet any of OMUTCD warrants 1-3.

Governor Mike DeWine Intersection Safety Initiative

After securing additional funding for transportation infrastructure through the increased gas user fee, Governor

Mike DeWine designated $50 million annually for roadway locations, such as intersections, where a project could

improve its safety. Statewide, more than 150 rural, suburban and urban intersections have been selected by

Governor DeWine for review and safety improvements. Improvements range from signal and signage improvements

to a complete intersection redesign. As a result of the increase, ODOT now has the third largest road safety program

in the country. Over the next four years, ODOT will spend $159 million annually on preventing crashes on Ohio

roads. The U.S. 127/U.S. 224 intersection with Marsh Road in Van Wert County was identified on the list as a

location where a project held good potential of yielding an improvement in safety.

Project

Location

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II. Purpose & Need

Project History

The project area is located at the US Route 127, Marsh Road (County Road 13) and US Route 224 intersection, which

is just to the north of the City of Van Wert, in Van Wert County, Ohio. This intersection is part of Governor Dewine’s

list of 150 projects that improve safety in Ohio’s intersections with the highest incidences of crashes. The intersection

has been studied several times, most recently in a Safety Study that was completed in 2018. Prior to the 2018 study,

the intersection also had a Safety Study conducted in 2015, and in 1998, ODOT considered installing a left turn lane

on the west approach of the intersection. The intersection has had several low-cost safety countermeasures installed

previously, including items such as:

• Overhead two-way flasher heads with stop red flashers for northbound & southbound approaches and

caution yellow flashers for eastbound & westbound approaches. These have since been removed as the poles

supporting the two-way flasher heads restricted sight distance;

• Dual stop signs for both the northbound and southbound approaches with “Cross Traffic Does Not Stop”

placards on the near mounted stop signs;

• Dual stop ahead warning signs on both the northbound and southbound approaches;

• Dual intersection ahead warning signs on both the eastbound and westbound approaches;

• Chevron curve warning signs for eastbound traffic and a curve ahead 45 mph speed advisory warning sign for

westbound traffic

Despite these enhanced lower cost safety measures, crashes continue to occur. In the 2016 HSIP (2014-2016) Rural

Intersection Peak Excess Locations this intersection ranked #29 for rural intersections in Ohio. A traffic signal was

considered for the intersection, however traffic signal warrants conducted in the 2018 Safety Study revealed that no

signal warrants could be met based on current traffic volumes.

Purpose Statement

The purpose of the project is to reduce crashes/improve safety and improve roadway geometrics at an intersection

that currently experiences a high-level crash rate.

Need Elements

Need Elements for the project are identified as contributing factors to crash history patterns; intersection and

geometric issues; and are supported in planning documents. The needs identified include:

• Current Crash Types & Frequency – A review of the most recent three-year crash data using ODOT’s CAM-Tool

for the period of 2016-2018 revealed the crash frequencies, severity, and types of crashes listed below. These

categories continue to exceed statewide averages for injury crashes, rear-end crashes, and angle crashes.

Crash Data (2016‐2018)

Crash Frequency by Year 2016 2017 2018

5 2 2

Crash Severity Injury Crash Property Damage Only Crash

3 (33.3%) 6 (66.7%)

Type of Crash Rear‐End Angle

6 (66.7%) 3 (33.3%)

• Safety Study & Crash Listing – An ODOT Safety Study was conducted in 2018, which revealed the intersection

had 17 crashes over the period of 2014-2016, with nine (52.9%) being injury crashes, which is double the

statewide average of 26.1% for similar roadways. There were three types of crashes at this intersection with

percentages higher than statewide averages.

2018 Safety Study Crash Types (2014‐2016)

Crash Type Number of

Crashes

Percentage of

US 127 / US 224

Intersection Crashes

State Average

Rear End 10 58.8% 31.1%

Angle 4 23.5% 16.0%

Head On 1 5.9% 0.7%

The Ohio Strategic Highway Safety Plan (SHSP) lists intersection crashes as a key Target Emphasis Area to

reduce these types of crashes; and, in the 2016 HSIP (2014-2016) Rural Intersection Peak Excess Locations

listings published by ODOT, the US 127 & US 224 intersection ranked #29 for high crash intersections in Ohio.

• Intersection Geometrics - The 2018 Safety Study identified that the east-west movement through the

intersection involves horizontal curvature in the roadway. Intersection sight distance was reviewed for a

50 mph design speed standard, and it was found that the southbound approach does not have sight distance

issues up to 50 mph; however, the speed limit of all approaches is 55 mph with a 60 mph design speed

standard. Given this limit on adequate sight distance being a 50 mph design speed threshold, this existing

condition has been addressed with short-term low cost countermeasures involving chevron curve warning

signs for the eastbound traffic. For the westbound traffic, there is a curve warning sign with an advisory speed

limit of 45 mph posted prior to the curve. Longer-term solutions should address this geometric issue.

Summary Statement

The purpose of the project is to enhance intersection safety to alleviate crash patterns that are contributing to injury

crash occurrences higher than statewide percentages; and to improve intersection geometrics. The need elements

include:

• Crash history listing

• Safety Study crash pattern findings

• Intersection geometrics

Logical Termini and Independent Utility

The intersection of US 127/Marsh Road (CR-13) and US 224 located in Van Wert County is located just north of the

city of Van Wert, Ohio. The intersection serves as a transitional area from rural areas of Van Wert County to the urban

areas of the city of Van Wert. The proposed project has independent utility in that it will address the transportation

needs at this problematic intersection that was ranked as the #29 high crash rural intersections per the ODOT 2016

HSIP listings. The safety project would improve intersection safety and address geometric issues. No other

improvements outside of the identified intersection area are necessary to address the purpose and need of the

proposed project.

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III. Alternatives

The project’s Scope of Services and Purpose & Need guided the development and evaluation of alternatives. Two

different build alternatives were considered for this rural, four-leg intersection. These alternatives are conceptually

shown with larger detail in Appendix A. The two alternatives studied are as follows:

Alternative 1 – Added Turn Lanes

• Left turn lanes provided for both the eastbound and westbound directions

• Eastbound-westbound tangent through intersection

• Southbound right turn only slip lane that joins westbound lane parallel to and then merges with thru lane

• Major realignment of east approach leg with driveway access road

• Minor realignment of north and south approach legs

Alternative 2 – Single Lane Roundabout

• Single lane roundabout with a 130’ (minimum) inscribed diameter

• Approximately centered about the existing intersection

• Minor realignment of each approach leg for deflection

• Elongated splitter islands

The following concepts were initially considered and subsequently dismissed as part of the early vetting process, in

coordination with District 1 staff.

A. No Build

The No Build concept does not achieve the Purpose & Need of the project, to improve intersection safety and

reduce crashes.

B. Unsignalized RCUT with Loons

This concept considered eastbound and westbound approach dedicated left turns, right turn only for the

northbound and southbound approaches, and U-turn loons on east and west approaches (approximately 1000 ft

away from intersection). The concept eliminated due to higher amount of right-of-way acquisition and construction

costs than Alternatives 1 and 2, and the alternative is generally unfamiliar to the public.

C. RCUT w/Medians

This concept was considered as a similar configuration as the Unsignalized RCUT with Loons, but to provide the U-

turns as median style U-turns and without the pavement loons. This concept would have required a much higher

amount of right-of-way acquisition and construction costs than Alternatives 1 or 2.

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D. Dual Roundabouts

This concept considered the use of two 3-legged roundabout intersections, one on the northwest quadrant and one

on the southwest quadrant. This would meet the desired safety results while avoiding impacts to the houses on the

northeast and southwest quadrant. A large amount of right-of-way would be required in the northwest and

southeast quadrants. The surrounding area is not familiar with roundabouts so going from no roundabouts to a

double roundabout would likely not be positively received by the public.

E. Peanut Roundabout

Like the double roundabout concept, a peanut shaped roundabout was considered. This would meet the desired

safety results while avoiding impacts to the houses on the northeast and southwest quadrant. A large amount of

right-of-way would be required in the northwest and southeast quadrants. A peanut shaped roundabout is

unconventional and would likely not be positively received by the public. Truck drivers driving from west to north on

US 127 would not likely welcome this alternative.

F. US 127 Realignment w/US 224 & Marsh Road Realignments

This concept was a realignment of US 127 to become the through movement while US 224 would be realigned to

form a T-intersection with US 127. Marsh Road would be realigned to form a T-intersection with US 224. This

alternative would also add more left turns and may not alleviate much of the existing safety issues. The US 127

horizontal realignment could only provide a 50 mph design speed curve without impact to the Town Creek bridge.

G. US 127 Realignment w/US 224 & Marsh Road Realignments, Access to Mega Build Site

This concept kept the US 127 realignment while Marsh Road and US 224 would be realigned to form an intersection

with an entrance to the Mega Build Site. A short roadway segment would connect US 127 to the Mega Build Site

intersection. While at some point in the future, access to the Mega Build Site may be incorporated, there is currently

no plan to develop and there is potential it would not develop anytime soon. This concept would also add another

intersection with left turns and may not alleviate any of the safety issues with the current intersection. The US 127

horizontal realignment could only provide a 50 mph design speed curve without impact to the Town Creek bridge.

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H. US 127 Realignment w/US 224 Bridge

This concept considered the US 127 realignment with Marsh Road being realigned to form a T-intersection at US

127. US 224 would be realigned away from Marsh Road to intersect US 127 just north of the Town Creek bridge, at

the Union Pleasant Road intersection. The alternative would seem to alleviate some of the safety issues with the

current intersection; however, this alternative would involve a new bridge structure, work within Town Creek, a

large right-of-way footprint, and a very high construction cost. The US 127 horizontal realignment could only provide

a 50 mph design speed curve without impact to the existing Town Creek bridge.

I. Add Turn Lanes & Improved East‐West Horizontal Curve Through Intersection

This concept considered adding dedicated left turn lanes for the east and west approach, a southbound to

westbound slip lane, and providing an improved horizontal curve through the intersection in the east-west direction.

the US 127 realignment with Marsh Road being realigned to form a T-intersection at US 127. US 224 would be

realigned away from Marsh Road to intersect US 127 just north of the Town Creek bridge, at the Union Pleasant

Road intersection. The US 127 horizontal realignment could not provide a 60 mph design speed curve with a

superelevation less than 4% without generating adverse impacts to the properties on the northeast corner of the

intersection. In addition, the Marsh Road approach would have required lengthening for a proposed profile to tie

into the superelevated section.

IV. Key Issues

A. Traffic Analysis

US 127 and US 224 within the project limits are both classified as Rural, Minor Arterials with posted speed limits of

55 mph and design speeds of 60 mph. Marsh Road is considered a Rural Major Collector with a posted speed limit of

55 mph and design speed of 60 mph. See Appendix B for current (2018) traffic counts and turning movements as

well as opening year (2022), and design year (2042) traffic data and turning movement forecasts. Growth rates

utilized in the traffic analysis were based upon the traffic data provided by ODOT for the 2022 opening year ADT and

the 2042 design year ADT. US 127 has a growth rate of 0.88%, US 224 has a growth rate of 0.56%, and Marsh Road

has a growth rate of 0.50%. The design speeds, functional class, and traffic data are summarized in Tables 1 and 2.

Table 1 – Design Speed and Functional Class

Route Posted Speed Design Speed Functional Class

US 127 55 mph 60 mph 04 Minor Arterial (Rural)

US 224 55 mph 60 mph 04 Minor Arterial (Rural)

Marsh Road 55 mph 60 mph 05 Major Collector (Rural)

Table 2 – Traffic Data

Route 2022 ADT 2042 ADT Trucks

US 127 6,600 7,900 18%

US 224 2,700 3,100 14%

Marsh Road 1,400 1,500 3.2%

The alternatives were analyzed using Highway Capacity Software (HCS) and it was found that the level-of-service

(LOS) for all approaches were acceptable, at LOS C or better for the opening year and design year AM and PM peak

hour volumes. A summary of the capacity analysis for 2022 opening year and 2042 design year can be seen below;

full details of the HCS analyses can be found in Appendix B.

B. Crash Analysis:

A review of crash data (2014-2016) from the 2018 Safety Study revealed the intersection experienced 17 crashes,

with 9 (52.9%) being injury crashes, which is double the statewide average of 26.1% for similar roadways. Three

types of crashes occur at this intersection at percentages higher than statewide averages including 10 “rear-end”

crashes (58.8% vs. statewide average of 31.1%); four “angle” crashes (23.5% vs. statewide average of 16.0%); and

one “head on” crash (5.9% vs. statewide average of 0.7%). In the more recent crash period of 2016-2018, the

intersection experienced 9 crashes with over 33% of those crashes involving injury crashes, thus the trend of

exceeding statewide averages continues at the intersection. “Rear-end” and “angle” crashes accounted for 66.7%

and 33.3% of the crashes respectively, which continue to surpass the statewide averages. Seven of the crashes (four

rear-end, three angle) involved traffic heading southbound on US 127. From 2016-2018, the intersection

experienced fewer crashes than what was expected or predicted per ODOT’s Economic Crash Analysis Tool (ECAT).

Each of the alternatives provides safety improvements. See Appendix C for crash analyses and predicted crash

reductions with each alternative.

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C. Roadway Assessment

Roadway Design Criteria

Roadway geometrics and typical sections were developed referencing the ODOT’s Location and Design (L&D)

Manual, Volume 1 as well as AASHTO’s A Policy on Geometric Design of Highways and Streets. This project is not

anticipated to have any design exceptions. Table 3 summarizes the ODOT L&D design criteria for this project.

Table 3 – ODOT L&D Standard Design Criteria

US 127 / US 224 Marsh Road

Design Feature L&D Figure Rural Minor Arterial,

2042 ADT 7,900/3,100 (60 mph)

Rural Major Collector,

2042 ADT 1,500 (60 mph)

Lane Width Fig. 301-2 12 ft 11 ft

Graded Shoulder Width, Rural Fig. 301-3 13 ft w/barrier;

12 ft w/o barrier, steeper than 6:1;

8 ft w/o barrier, flatter than 6:1

7 ft w/barrier;

6 ft w/o barrier, steeper than 6:1;

5 ft w/o barrier, flatter than 6:1

Treated Shoulder Width, Rural Fig. 301-3 8 ft paved (preferred) 4 ft stabilized aggregate

Guardrail Offset Fig. 301-3 10 ft 4 ft

Stopping Sight Distance Fig. 201-1 570 ft 570 ft

Maximum Degree of Curve Fig. 202-2 4° 45' 4° 45'

Maximum Grade Fig. 203-1 3% 5%

Maximum Grade Break Fig. 203-2 0.30% 0.30%

K Value (Crest) Fig. 203-3 151 151

K Value (Sag) Fig. 203-6 140 140

Typical Sections

The existing cross sections of US 127 and US 224 consist of two 12’ travel lanes with 2’ paved and 2’ aggregate

shoulders. The existing cross slopes is superelevated at 3.5% within the intersection and superelevated for the curve

west of the intersection. The existing cross section of Marsh Road consists of two 10’ travel lanes and 1’-2’ wide

shoulders with existing cross slopes having a normal crown. The proposed typical section for each roadway will vary

depending upon the alternative. Both alternatives will be able to accommodate WB-67 trucks and farm equipment

via paved shoulders or mountable curb with concrete aprons. For Alternative 1, the typical section for US 127 and

US 224 will include two 12’ travel lanes outside the intersection and 12’ turn lanes within the intersection as

needed. Proposed treated shoulder widths for US 127 and US 224 will be 8’ paved; where a left shoulder is included

for a slip lane, the paved shoulder will be 4’. Treated shoulders for Marsh Road will be 4’ stabilized aggregate. For

the roundabout alternative, the typical section for each roadway would have two lanes separated by a raised

median, varying from 12’ to 16’ wide. Preliminary Typical Sections are found in Appendix D.

Roadway Geometrics

The existing alignments of US 127 north of the intersection and Marsh Road south of the intersection is tangent. The

west-east approach (US 127/US 224 combined west, US 224 east) has a 5-degree curve approximately 1200’ west of

the intersection. Within the intersection the west-east approach has an originally constructed deflection of

approximately 20-degree which over the years has been slightly smoothed out to resemble a horizontal curve of

approximately a 700’ radius. This curve through the intersection has a curve ahead with advisory speed posting of 45

mph, including chevrons.

For Alternatives 1, the west-east horizontal alignment will be improved to meet 60 mph design speed requirements.

The proposed profiles for the approaches of each alternative will closely match the existing profiles and be relatively

flat (grades 1.0% or less). Where curbing is utilized in Alternative 2, minimum grade of the gutters will be designed

for 0.50%.

For Alternative 2, the intersection will provide an inscribed diameter of 130’ (minimum) for the 18’ wide circular

roadway and 16’ truck apron. Exit curve radii would be 400’ or larger, while approach entry curve radii will be

approximately 100’. Elongated splitter islands are being proposed for all approach directions with chicanes being

provided for the southbound US 127 and northbound Marsh Road approaches. Elongated splitter islands

(approximately 150’ or longer) and chicanes on the approaches will provide a step-down speed reduction curve of a

250’ radius to promote speed reduction from 60 mph to 20 mph.

Pavement Design

Preliminary pavement design per the Pavement Design Manual (PDM) has been completed for US 127, US 224, and

Marsh Road. For the purposes of this study, existing soil California Bearing Ratios (CBR) were assumed to be

conservative at a value of 3.0, resulting in a Subgrade Resilient Modulus (MR) of 3,600 psi.

Pavement buildup using the following buildup for US-127:

Item 441 – 1.50” Asphalt Concrete Surface Course, Type 1, (448), PG64-22

Item 407 – Non-Tracking Tack Coat

Item 441 – 1.75” Asphalt Concrete Intermediate Course, Type 2, (448)


Item 301 – 8” Asphalt Concrete Base, PG64-22

Item 304 – 6” Aggregate Base

Item 204 – Subgrade Compaction

Pavement buildup using the following buildup for US-224:








Pavement buildup using the following buildup for Marsh Road:








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Final pavement design will be completed after a geotechnical subsurface investigation has been performed and a

design CBR value has been received.

D. Drainage Assessment

The intersection and surrounding area are relatively flat and lacking a sufficient means for runoff to drain away.

Existing roadway surface drainage within the intersection is conveyed via sheet flow into roadside ditches that

generally flow toward Town Creek. On the west side of Marsh Road and US 127 are a few catch basins which convey

runoff to an outfall at Town Creek. Driveways along US 127 and US 224 each have small (12” – 15”) drive pipes

which are partially to nearly completely buried. As observed during a site visit soon after a rainfall event, the

roadside ditches become filled and drain very slowly, causing ponding on adjacent properties.

The proposed drainage patterns will closely match the existing drainage patterns of sheet flow into improved

roadside ditches. The ditches will be improved by providing a more defined channel cross section. Catch basins are

planned on each of the intersection corners, connected together, to ultimately drain north to outfall at Town Creek.

New driveway culverts will be provided for each approach requiring reconstruction. For Alternative 2, curb and

gutter will be implemented around the circulatory roadway and the extents of the splitter islands. In lieu of

providing storm inlets throughout the intersection, curb cuts with paved gutters will be provided to convey runoff to

the roadside ditches.

All proposed alternatives result in more than one acre of new impervious area in new right-of-way, requiring BMP

treatments for water quality and water quantity. Locations for proposed BMP implementation have been considered

for each alternative, related to the need of additional right-of-way. We do not anticipate the need for additional

right-of-way for BMP implementation as each alternative has ample room available for construction. Alternative 1

could utilize the infield area adjacent to the southbound US 127 slip lane or any of the area east of the intersection

where US 224 alignment has been shifted to the south. Alternative 2 can construct BMPs adjacent to the

roundabout approaches where the approaches are off existing alignment. Preferred method of BMP

implementation will be determined during preliminary engineering of the preferred alternative but a bioretention

cell, extended detention basin, or a manufactured system are prime candidates for consideration.

E. Right‐of‐way Assessment

Preliminary construction limits were developed for each alternative based upon the proposed project footprint.

Anticipated parcel impacts are as shown in Table 4.

Table 4 – Anticipated Right‐of‐Way Impacts

Alternative 1

Right-of-way would need to be acquired from 13 property owners for a total of approximately 4.487 acres

permanent and 0.1458 acres temporary.

Alternative 2

Right-of-way would need to be acquired from 12 property owners for a total of approximately 2.6266 acres

permanent and 0.2657 acres temporary.

F. Utility Assessment

An Ohio Utilities Protection Services (OUPS) ticket was called in to request plans for utilities within the study area.

The following utilities are located within the project area or vicinity:

• AEP Ohio

• Charter Communications

• CenturyLink

• Dominion Energy Ohio

• Independents Fiber Network

• Paulding Putnam Electric

All alternatives will require relocation of various utilities to complete the project.

G. Maintenance of Traffic

Several considerations are warranted for maintaining traffic during the construction of the proposed improvements.

Due to the number of trucks utilizing US 127, it is desirable to avoid closure of the route, but not an absolute

requirement. The construction schedule should make considerations for the area harvest season as well as the US

127 Yard Sale which has been nicknamed “World’s Longest Yard Sale” and is typically held during the first full

weekend in August (1st Thursday in August thru Sunday). During the planned construction season in 2022, the event

is likely to be held August 4-7. Concept level maintenance of traffic operations has been investigated for each

Parcel # Owner ROW Take Alt. 1 (Acres) TMP Take Alt. 1 (Acres) ROW Take Alt. 2 (Acres) TMP Take Alt. 2 (Acres)

95 Lela Laemmle Farm LLC 0.3168 0.0000 0.0034 0.0000

96 Glenn E. Sanders & Paula A. Sanders 0.1128 0.0042 0.0000 0.0201

97 Andrew C. Heaslip 0.0511 0.0000 0.0000 0.0511

98 Mark R. Johnston & Vicki L. Johnston 0.0168 0.0164 0.0000 0.0336

99 George H. Saxton, SR. & Karen M. Saxton 0.0000 0.0000 0.0000 0.0138

100 Kevin M. Gramling & Randi R. Gramling 0.0167 0.0163 0.0000 0.0313

101 Carlos N. Tyas 0.0000 0.0000 0.0000 0.0189

102 Daniel Barry Jerome 0.0264 0.0158 0.0097 0.0533

103 Virginia Marbaugh 0.1703 0.0000 0.0527 0.0000

104 Ammpack Properties LLC 0.8373 0.0000 0.7203 0.0000

112 Marsh Foundation Trustees 2.9111 0.0000 1.7933 0.0000

113 Troy Baldwin 0.0681 0.0930 0.0506 0.0436

116 Sherry Graham 0.0233 0.0000 0.0000 0.0000


123 Robert G. Bladen & Kelly M. Laden 0.0000 0.0000 0.0000 0.0000


150398300000 VH Cooper & Co., Inc. 0.0000 0.0000 0.0000 0.0000

4.4870 0.1458 2.6266 0.2657Approximate ROW Take Per Alternative (Acres)

Right‐of‐Way Takes for US 127 / US 224 / Marsh Road Intersection Improvements

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alternative and are described, with associated concept drawings shown in Appendix E. Use of the innovative

contracting manual has been considered for implementation on this project to expedite construction and minimize

disruptive detours.

Alternative 1

Phase 1

Maintain traffic in one (1) eleven-foot (11’) lane in each direction on existing pavement. Construct all offline

pavement including southbound US 127 and westbound US 224 west of Marsh Rd. The eastern connection

with US 224 will be done part-width with flaggers as PER ODOT SCD MT-97-10 or with a temporary signal as per

ODOT SCD MT-96.11, MT-96.20 and MT-96.26.

Phase 2

Construct temporary pavement along the south side of US 224 / US 127. Shift eastbound and westbound US 127 /

US 224 traffic onto temporary pavement. Maintain one (1) eleven-foot (11’) lane in each direction. Close US 127 and

detour traffic. Phase 2 duration not to exceed 21 consecutive calendar days following the closure of the north leg of

the intersection.

Detour US 127 traffic on US 224, SR 673, SR 114, and US 127 (25 miles). This detour has an average delay cost of

$106,569.00. Therefore, the disincentive per the ODOT Innovative Contracting Manual should be $106,569.00 per

day or $4,441.00 per hour the contractor goes over the 30 consecutive day time frame.

Phase 3

Close Marsh Road to traffic and provide a short duration detour route. Shift all US 127 / US 224 eastbound and

westbound traffic onto the completed pavement. Construct Marsh Road proposed pavement. Use the ODOT

Innovative contracting manual PN 121 Disincentive Contract. Phase 2 duration not to exceed 21 consecutive

calendar days following the closure of Marsh Road.

The Marsh Road detour would utilize Marsh Road, Towne Center Boulevard, North Towne Boulevard, Towne Center

Boulevard, and US 127 / US 224 (2.1 miles). Following the completion of Marsh Road, remove all temporary

pavement and restore to original condition. This detour has an average delay cost of $37,712. Therefore, the

disincentive per the ODOT Innovative Contracting Manual should be $37,712 per day or $1,571 per hour the

contractor goes over the 30 consecutive day time frame.

Alternative 2

Pre-Phase 1

Construct temporary pavement along the eastbound side of SR 224.

Phase 1

Detour southbound US 127 / CR 154 using the same detour as in Alternative 1. Maintain northbound US 127 / CR

154 on existing pavement. Maintain eastbound and westbound US 224 and southbound US 127 on existing and

temporary pavement in one (1) eleven-foot (11’) lane in each direction. Maintain Marsh Rd on existing and

temporary pavement in one (1) eleven-foot (11’) lane in each direction.

Phase 2

Detour northbound US 127/CR 154 using the same detour as described in Alternative 1. Maintain southbound US

127/CR 154 on proposed pavement. Maintain eastbound and westbound US 224 and southbound US 127 on existing

and temporary pavement in one (1) eleven-foot (11’) lane through the intersection using a temporary signal.

Maintain Marsh Rd on existing and temporary pavement in one (1) eleven-foot (11’) lane in each direction.

Construct the remainder if the west leg and the north leg of the roundabout. Construct the connections to existing

pavement part-width with flaggers. Construct temporary pavement with the center island and truck apron.

Phase 3

Detour Marsh Rd while maintaining access to residential properties. Detour southbound Marsh Rd. traffic using the

same detour as described in Alternative 1. Detour northbound Marsh Rd thru traffic using the same detour as

described in Alternative 1. Close and detour westbound SR 224. Residential traffic will travel east on SR 224 to CR

637, then north on CR 637 to CR 114, then west on CR 114 to US 127, then south on US 127 to SR 224. Close and

detour eastbound SR 224 north on US 127 to CR 114, then east on CR 114 to CR 637, then south on CR 637 to SR

224. Construct the remainder of the roundabout and then construct the connections to existing pavement part-

width with flaggers.

Phase 4

Shift traffic onto the completed pavement, complete the center island portion of the roundabout, and remove all

remaining existing and temporary pavement.

H. Lighting Assessment

Existing Lighting

The VAN-127/224 intersection currently is not illuminated by either public utility or ODOT owned lighting systems.

No private lighting with appreciable spillover light is evident on the adjacent properties.

Need for Lighting

Highway lighting has several benefits, and while warrants for highway lighting exist for freeway and interchanges, no

such warrant process exists for surface streets. The decision to install lighting may consider traffic

volume, aesthetics, speed, nighttime accident rates, road geometrics, and economic benefits. Impact to adjacent

properties and aesthetics may also be a consideration. The decision to install lighting on US 127 and US 224 will be a

judgement based on the above factors.

Locations not covered by warrants are usually illuminated for safety reasons. Since crashes often occur

at intersections, lighting may be provided at intersections to improve visibility of the intersection and the approach.

ODOT’s Traffic Engineering Manual (TEM) states illumination is particularly needed at intersections with sight

distance limitations, unusual geometry, channelization, turning roadways, or where driver recognition may be a

problem. Alternatives with unusual geometry or characteristics benefit from nighttime illumination. Roadways

between closely spaced intersections may also receive lighting to reduce both the number of times and length of

time required for driver’s eyes to adjust to a different illumination level.

Lighting Levels

The initial average horizontal lighting intensity for non-freeway lighting is listed in the TEM. The Illuminating

Engineering Society of North America (IES) criteria found in RP-8-18 (Recommended Practice for Design and

Maintenance of Roadway and Parking Facility Lighting) varies based on adjacent land use and the type of facility.

Subsequent applications of RP-8 to unusual intersection types has resulted in common layouts of luminaires

for Restricted Crossing U-turn intersections (RCUTs) and roundabouts documented in design guidance for those

Feasibility Study

VAN-127/224-12.22/15.86

PID 110430

Page 11

intersection types. Other alternatives can be broken down into component geometries for T intersections and 4-leg

intersections which ODOT has “Key Unit” layouts as documented in the TEM and Traffic Academy materials.

Land Use

The Illuminating Engineering Society (IES) guidelines define three general categories for land use: commercial,

intermediate and residential to be considered when determining the intensities of light needed. In addition, the

roadway is classified in a manner similar to the functional classification system used in transportation planning.

Commercial - Commercial areas tend to create a heavy area of background lighting. High-mast or low-mast

towers blend in more with the surrounding area and yet still light the roadway to the needed level.

“Commercial” areas often have large numbers of pedestrians and a heavy demand for off-street parking space.

Intermediate - These areas have a blend of commercial or residential types of land use. Multifamily residential

rental properties, industrial areas, and commercial properties need lighting for security. Low-mast towers or

conventional poles tend to work best in these areas as common complaints arise from the use of high mounting

heights that result in light trespass on non-roadway areas and glare. This definition includes densely developed

apartment areas, hospitals, public libraries, and neighborhood recreational centers.

Residential - Single-family residences are more sensitive to light trespass from adjacent highway lighting

units. However, the needs of the traveling public must be balanced with the concerns of the surrounding

residents. Low-mast towers and conventional lighting offer the best solution, especially considering the

concerns of residents regarding the aesthetics of highway lighting units that stand above the surrounding area

or have drop glass refractors. “Residential” may also refer to a mixture of residential and commercial

establishments, characterized by few pedestrians and a low parking demand or turnover at night. This definition

includes areas with single family homes, townhouses, small apartments, regional parks, cemeteries, and vacant

lands.

Crash History

Lighting can provide an improvement in highway safety by impacting the factors mentioned below. A review of the

accident history of the intersection indicates 3 crashes (33%) were recorded during dark conditions. All involved the

southbound driver either failing to stop at the STOP sign or rear ending another vehicle that was stopped.

Nighttime accidents may be due to:

1. Lack of adequate reflective signing or pavement markings.

2. Glare (from background lighting and headlights).

3. Problems with an individual vehicle’s lighting system.

4. Driver fatigue or physical condition (alcohol, substance abuse, age).

A review of the crash reports indicates the three drivers were either fatigued or distracted. The level and

character of nighttime crashes indicates there is not a need to greatly increase the lighting level at the existing

intersection for safety.

Recommended Lighting Strategy

US Route 127 and US Route 224 are functionally classified as Minor Arterials in a predominately agricultural area

with adjacent residential uses. Marsh Road is a county road in an area which is currently agricultural but is intended

to become commercial/industrial in the future. The use of Major roadway class and Intermediate land use

classifications is recommended. The corresponding values indicate an average illuminance on the pavement of 1.2

foot-candles with a 3:1 average-to-minimum uniformity.

For the reasons described above, lighting will be provided at all intersections to enhance safety and to improve

visibility of the intersection and approaches. Lighting is recommended to be provided between intersections for the

RCUT alternative to reduce the time for the drivers’ eyes to adjust to the differing light intensities.

Conceptual layouts for lighting of each alternative are as follows.

Alternative 1 – Turn Lanes Lighting

Alternative 2 – Roundabout Lighting

I. Environmental Assessment

The environmental effort for the Feasibility Study focused on utilizing secondary data sources and the previously

completed VAN-US 127-12.25 (PID 83797) project environmental documents in identifying, analyzing and

quantifying any environmental differences among the studied alternatives to assist in the preferred alternative

selection. The project team identified the following environmental areas that were previously investigated:

• Social/Economic and Environmental Justice

• Ecological Resource

• Cultural Resource

Feasibility Study

VAN-127/224-12.22/15.86

PID 110430

Page 12

• Regulated Material Site

While the analyses performed for each of these tasks identified locations that need to be further studied, no

discernable differences among the alternatives were found; the resources were present/not present regardless of

the alternative.

Environmental Concerns And Analysis

As part of the Feasibility Study, the project team completed a review of the previously completed VAN-US 127-12.25

(PID 83797) project environmental documents and a review of ODOT’s Transportation Information Mappings System

(TIMS) for other potential environmental issues. The team did not identify any potential environmental impacts that

would have any measurable bearing on the decision on the Preferred Alternative selection.

The following is a summary of the review:

Parks and Recreation – Based upon a review of property ownership information, no park or recreational resource is

located within the proposed project area.

Public Facilities – Based upon a review of property ownership information, no public facilities are located within the

proposed project area.

Noise and Air Quality – Residences are located within 500 feet of US 127, US 224, and the proposed project area

corridor. The proposed project will require the reconfiguration of the intersection and additional roadway lanes; it is

anticipated that a noise analysis will be required for the project in the next phase. Should a noise analysis be

required, noise impacts would likely be similar regardless of the alternative selected.

Social/Economic and Underserved Populations – Based on a review of TIMS Underserved Populations, the Minority

Population ranged from 1% to 8%, the Low-Income Population ranged from 12% to 22%, the Over 64 Population

ranged from 15% to 19%, and the Linguistic Isolated Population was 0% within the Census Block Groups located with

the proposed project area. The community in the vicinity of the proposed project area is primarily comprised of

agricultural fields intermixed with single family residential properties. An agricultural meat processing industrial

plant is located north of the project limits. No public transit routes, sidewalks, bike lanes or multiuse paths are

located within the proposed project area.

The proposed project area may experience short-term indirect effects due to traffic pattern changes during

construction. Any indirect effects of the construction are expected to be the same regardless of the alternative

selected.

Ecological Resources – A review of ODOT TIMS database and the VAN- US 127-12.25 (PID 83797) Project Level 1

Ecological Survey Report (EMH&T 2018), determined that wetland, stream or ecological resources area may be

located within the proposed project area adjacent to Town Creek.

Cultural Resources – A review of the Ohio Historic Preservation Office on-line database and the VAN-US 127-12.25

(PID 83797) Project Section 106 Request for Review (EMH&T 2018) did not identify any historic properties, districts

or sites listed on or eligible for the National Register of Historic Places (NRHP) within the proposed project area.

One previously completed cultural resources investigation was identified within the proposed project area. The

Phase I Cultural Resource Management Survey for the 647.5 ha (1600 ac) Ohio Jobs Ready Site in Ridge, Hoaglin, and

Pleasant Townships, Van Wert County, Ohio (Weller 2009) identified twenty-eight previously unrecorded

archaeological sites (33-VW-[203-230]) and evaluated ten architectural resources (VAN-[452-460]-8 and VAN-461-7).

Additional work was recommended for archaeological site 33-VW-203; the remaining sites and architectural

resources were recommended as not eligible. Site 33-VW-203 is not located within the proposed project area and

would not have a measurable bearing on the decision on the Preferred Alternative selection.

Environmentally Regulated Materials – A review of the ODOT’s Ohio Regulated Properties Search (ORPS) Tool, the

VAN-127-12.25 (PID 83797) RMR Screening Form ( EMH&T, 2018), and the RMR Investigation VAN-127-12.25 (PID

83797) RM-008: 7265 SR 127 RM-040: 4854 SR 127 Van Wert Ohio (EMH&T, 2018) identified that that site RM-008:

7265 SR 127, a former undocumented gasoline service station, is located within the proposed project area at the

northwest corner of US 127 and US 224.

A 2018 RMR Investigation was conducted on a limited portion of site RM-008: 7265 SR 127 that was within the VAN-

US 127-12.25 (PID 83797) project area. The 2018 RMR Investigation identified two sets of underground storage

tanks and possible fuel distribution piping on the site. Two soil samples were collected from the portion of the site

within the VAN-US 127-12.25 project area and tested. None of the detections were above the Bureau of

Underground Storage Tank Regulations (BUSTR) Soil Re-Use Action Levels or the Ohio EPA Voluntary Action Program

(VAP) Generic Direct Contact Soil Standards (GDCSS) for Residential Land Use. Based on the geophysical results, the

2018 RMR Investigation recommend that the Underground Storage Tanks (UST)s identified within the VAN-US 127-

12.25 project limits be properly closed and removed. The removal of these tanks would occur during constriction of

PID 110430 VAN-127-12.22.

The VAN-127/224-12.22/15.86 (PID 110430) project area covers a larger area of the RM-008: 7265 SR 127 site. With

each alternative under consideration requiring permanent right-of-way and deep excavations from the site, further

RMR Investigations would be warranted. Additional RMR Investigations and coordination would be conducted with

ODOT during the design phase of the project; RMR involvement would be similar regardless of the alternative.

J. Public Involvement

The key stakeholders for this project have been identified and are included in the project’s Public Engagement Plan

(PEP). The PEP identifies key steps in the project coordination with key stakeholders and adjacent property owners.

All key stakeholders will receive notifications letters for the project. Property owner notification letters, giving a

short description of the proposed alternatives and information for a public open house, will be sent at least 14 days

prior to the meeting. A public meeting for this project was held on the evening of November 19, 2019 at VantageCareer Center Community Room in Van Wert, Ohio. No comments received as a result of this meeting altered the selection of the preferred alternative.

Feasibility Study

VAN-127/224-12.22/15.86

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Page 13

V. Alternatives Comparison

Each alternative was compared with the other alternatives based on the following categories:

• Intersection Safety

• Right-of-Way Impacts

• Traffic Operations

• Maintenance of Traffic / Constructability

• Environmental Impacts

• Utilities Impacts

• Construction Costs

Intersection Safety

This criteria evaluates the safety benefit each alternative is anticipated to provide, both quantitatively and

qualitatively, when applicable. All build alternatives provide greater safety benefit for the traveling public than the

existing condition, noted by a forecast reduction in crashes predicted. Alternative 2 will provide the maximum safety

benefit by promoting reduced vehicular speeds, reduced conflict points, and elimination of angle crashes.

Right‐of‐Way Impacts

This criteria evaluates the need for permanent and temporary right-of-way acquisition and easements. All

alternatives will require the purchase of private property for Right-of-way for construction. Alternative 2 will require

the least amount of acreage purchased as well as least amount of parcels impacts. Alternative 1 requires the most

acreage of right-of-way to purchase and second most parcel impacts. Each alternative will require corner cuts at the

northeast and southwest quadrants that may incur damages to the properties.

Traffic Operations

This criteria evaluates the proposed movement of traffic after the implementation of each alternative. Factors in

determining the operational benefit include identifying delays, Level of Service (LOS), and 95th Queue (# vehicles in

queue). All alternatives present adequate capacity in the opening year (2022) and design year (2042). However,

Alternative 1 analysis indicates LOS B and C for the northbound and southbound approaches during the opening

year and design year, whereas Alternative 2 analysis indicates LOS A across the board for all approaches.

Maintenance of Traffic / Constructability

This criteria evaluates the impact to traffic during the construction phase of each alternative. Possible MOT

scenarios mentioned previously include short term lane and road closures, part-width construction, and full roadway

closure with detour for various roadway segments. Alternative 1 could be performed in three phases whereas

Alternative 2 will likely require construction in four phases. Alternative 2 would require the most complex

maintenance of traffic in order to complete the roundabout islands which is approximately centrally located about

the existing intersection.

Environmental Impacts

This criteria evaluates the impact to the environment within the project area including waterways, endangered

species, and environmental issue due to hazardous waste at a property. These impacts may affect the project

delivery and construction schedule. The project is located within a Zone A floodplain of Town Creek and each option

will require minor work adjacent to Town Creek to outlet storm drainage. Environmental impacts of each alternative

will be relatively identical, and no alternative is measurably better or worse.

Utilities Impacts

This criteria evaluates the impact to utilities, determining if a relocation is reimbursable, as well as any impacts to

existing utility easements, including relocations. All alternatives will require the relocation of various existing utilities

in the immediate intersection corners and along the approach legs, particularly overhead electric and

communications. Alternative 1 will impact the least amount of overhead utilities by having construction off existing

alignment. Alternative 2 approach legs will impact the most amount of overhead utilities, impacting those on each

approach leg.

Construction Costs

This criteria estimates the cost for construction for each of the proposed alternatives. Alternative 2 presents the

least construction costs and Alternative 1 would be the costliest alternative. A summary of the alternatives

construction cost is shown below with a breakdown of construction costs for each alternative found in Appendix F.

Table 5 – Preliminary Construction Costs

Alternative Construction Costs

Alternative 1 $2,720,000

Alternative 2 $2,130,000

VI. Conclusion

All alternatives will require right-of-way purchase, utility relocation, environmental impacts and upgrades to the

configuration of the intersection to varying degrees. Each alternative will affect the adjacent properties and utilities

differently. Each alternative meets the Purpose & Need of the project, to improve safety and reduce crashes.

Alternative 2 has a lower construction cost, has the least amount of right-of-way impacts, and has improved safety

benefits compared to Alternative 1. While it is anticipated to have the most impact on utilities and maintaining

traffic will be the most complex of the two alternatives, it is recommended to proceed with Alternative 2 as the

preferred alternative.

Feasibility Study

VAN-127/224-12.22/15.86

PID 110430

Page 14

Figure 3 – Intersection Evaluation Matrix

Next Steps

The next steps of this project’s development will be coordination and presentation of the Feasibility Study to the key

stakeholders and property owners at a public meeting, to be held on November 19. This meeting will garner their

feedback on the study and the recommended alternative.

Evaluation Criteria 1 2

Intersection Safety

Right-of-Way Impacts

Traffic Operations

Maintenance of Traffic /

Constructability

Environmental Impacts

Utilities Impacts

Total Construction Costs 2,720,000$ 2,130,000$

KEY: Good

Fair

Satisfactory

Poor

Each alternative requires a degree of utility relocation. Alternative 1 avoids more

overhead utility poles than Alternative 2; Alternative 2 requires utility pole relocation

on each approach leg.

Each alternative has an expected relatively minor impact on environmental within

the area and no alternative was conceptually determined better or worse.

Alternative 2 impacts the least amount of parcels and requires the least amount of

acreage. Alternative 1 impacts more parcels and requires the most acreage.

EVALUATION MATRIX

US 127 / US 224 / MARSH ROAD INTERSECTION

Remarks

Alternative 2 yields the least amount of expected crashes, especially injury and

fatal types. Alternatives 1 results in a comparable safety improvement of less

conflict points but still will have higher speeds.

Alternative 2 yields the best results for opening day and future traffic capacity

analyis, all LOS A whereas Alternative 1 has LOS B and LOS C in the design year

for northbound and southbound directions.

Alternatives 1 offers the most flexibility for maintaining traffic with more

construction offline east of the intersection and with the bypass lane. Alternative 2

requires an additional phase of construction compared to Alternative 1.

Alternative

Feasibility Study

VAN-127/224-12.22/15.86

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Page 15

Appendix A – Alternative Layouts

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Page 16

Appendix B – Traffic Data and Capacity Analysis

Intersection

US-127 @ US-224 Delay (s) LOS 95th Queue* Delay (s) LOS 95th Queue*

NB 12.5 B 0.2 4.0 A 0.1

SB 15.1 C 0.5 5.2 A 0.6

EB 4.7 A 0.2 5.1 A 0.6

WB 2.0 A 0.1 4.7 A 0.6

Overall 5.0 A

Intersection


NB 15.5 C 1.1 5.3 A 0.5

SB 18.2 C 0.8 5.8 A 1.1

EB 4.3 A 0.4 5.8 A 1.1

WB 1.9 A 0.0 4.7 A 0.3

Overall 5.6 A

* - All 95th percentile queues are measured in number of vehicles

Intersection


NB 13.3 B 0.3 4.2 A 0.1

SB 16.7 C 0.7 5.7 A 0.8

EB 4.7 A 0.3 5.4 A 0.7

WB 2.0 A 0.1 5.0 A 0.7

Overall 5.3 A

Intersection


NB 17.6 C 1.5 5.7 A 0.6

SB 21.5 C 1.2 6.5 A 1.4

EB 4.4 A 0.5 6.3 A 1.3

WB 1.9 A 0.1 5.0 A 0.4

Overall 6.1 A

* - All 95th percentile queues are measured in number of vehicles

1 2

Opening (2022) AM Peak Hour

Alternative

1 2

Opening (2022) PM Peak Hour

Alternative

Future (2042) PM Peak Hour

Alternative

1 2

Future (2042) AM Peak Hour

Alternative

1 2

at US-224

102 56 0

90 3

60 TWO WAY STOP 114

4 44

0 20 11

184 64 6

155 5

120 TWO WAY STOP 57

2 21

0 72 49

AM Peak Hour

2018 WEEKDAY INTERSECTION COUNTS

US-127

US

-12

7

US-224

PM Peak Hour

US

-12

7

US-224

Z:\2019\191218\WORK\Calcs\TRANSPORTATION\Traffic Analysis\VAN127 Traffic Volumes.xls 10/10/2019

at US-224

106 58 0

92 3

61 TWO WAY STOP 117

4 45

0 20 11

191 66 6

159 5

123 TWO WAY STOP 58

2 21

0 73 50

US

-12

7

US-224

PM Peak Hour


US-127

US

-12

7

US-224

AM Peak Hour


at US-224

126 69 0

103 3

69 TWO WAY STOP 130

5 50

0 23 12

227 79 7

177 6

137 TWO WAY STOP 65

2 24

0 81 55

US

-12

7

US-224

PM Peak Hour


US-127

US

-12

7

US-224

AM Peak Hour


HCS7 Two-Way Stop-Control Report

General Information Site Information

Analyst FTCH Intersection US-127/US-224/Marsh Road

Agency/Co. Jurisdiction

Date Performed 9/24/2019 East/West Street US-224

Analysis Year 2022 North/South Street US-127

Time Analyzed 2022 AM Peak Hour Peak Hour Factor 0.92

Intersection Orientation East-West Analysis Time Period (hrs) 0.25

Project Description Alternative 1

Lanes

Major Street: East-West

Vehicle Volumes and Adjustments

Approach Eastbound Westbound Northbound Southbound

Movement U L T R U L T R U L T R U L T R

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12

Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0

Configuration L TR L TR LTR LT

Volume (veh/h) 92 61 4 45 117 3 0 20 11 0 58

Percent Heavy Vehicles (%) 26 2 3 15 18 3 5

Proportion Time Blocked

Percent Grade (%) 0 0

Right Turn Channelized

Median Type | Storage Undivided

Critical and Follow-up Headways

Base Critical Headway (sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5

Critical Headway (sec) 4.36 4.12 7.13 6.65 6.38 7.13 6.55

Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0

Follow-Up Headway (sec) 2.43 2.22 3.53 4.14 3.46 3.53 4.05

Delay, Queue Length, and Level of Service

Flow Rate, v (veh/h) 100 49 34 63

Capacity, c (veh/h) 1319 1528 512 421

v/c Ratio 0.08 0.03 0.07 0.15

95% Queue Length, Q₉₅ (veh) 0.2 0.1 0.2 0.5

Control Delay (s/veh) 8.0 7.4 12.5 15.1

Level of Service (LOS) A A B C

Approach Delay (s/veh) 4.7 2.0 12.5 15.1

Approach LOS B C

Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 10/10/2019 7:07:57 AM

2022 VAN127_Alt1_AM.xtw







Time Analyzed 2022 PM Peak Hour Peak Hour Factor 0.92



Lanes





Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12

Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0


Volume (veh/h) 159 123 2 21 58 5 0 73 50 6 66












Flow Rate, v (veh/h) 173 23 134 78

Capacity, c (veh/h) 1477 1446 475 350

v/c Ratio 0.12 0.02 0.28 0.22



Level of Service (LOS) A A C C


Approach LOS C C


2022 VAN127_Alt1_PM.xtw










Lanes





Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12

Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0


Volume (veh/h) 103 69 5 50 130 3 0 23 12 0 69












Flow Rate, v (veh/h) 112 54 38 75

Capacity, c (veh/h) 1303 1515 470 384

v/c Ratio 0.09 0.04 0.08 0.20



Level of Service (LOS) A A B C


Approach LOS B C


2042 VAN127_Alt1_AM.xtw







Time Analyzed 2042 PM Peak Hour Peak Hour Factor 0.92



Lanes





Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12

Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0


Volume (veh/h) 177 137 2 24 65 6 0 81 55 7 79












Flow Rate, v (veh/h) 192 26 148 93

Capacity, c (veh/h) 1466 1428 433 311

v/c Ratio 0.13 0.02 0.34 0.30



Level of Service (LOS) A A C C


Approach LOS C C


2042 VAN127_Alt1_PM.xtw

HCS7 Roundabouts Report


Analyst FTCH Intersection US-127/US-224/Marsh

Agency or Co. E/W Street Name US-224

Date Performed 9/24/2019 N/S Street Name US-127

Analysis Year 2022 Analysis Time Period (hrs) 0.25


Project Description Alternative 2 Jurisdiction

Volume Adjustments and Site Characteristics

Approach EB WB NB SB


Number of Lanes (N) 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0

Lane Assignment LTR LTR LTR LTR

Volume (V), veh/h 0 92 61 4 0 45 117 3 0 0 20 11 0 0 58 106

Percent Heavy Vehicles, % 3 26 13 3 3 2 9 33 3 3 15 18 3 3 5 18

Flow Rate (vPCE), pc/h 0 126 75 4 0 50 139 4 0 0 25 14 0 0 66 136

Right-Turn Bypass None None None None

Conflicting Lanes 1 1 1 1

Pedestrians Crossing, p/h 0 0 0 0

Critical and Follow-Up Headway Adjustment


Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass

Critical Headway (s) 4.9763 4.9763 4.9763 4.9763

Follow-Up Headway (s) 2.6087 2.6087 2.6087 2.6087

Flow Computations, Capacity and v/c Ratios



Entry Flow (ve), pc/h 205 193 39 202

Entry Volume, veh/h 170 180 34 178

Circulating Flow (vc), pc/h 116 151 201 189

Exiting Flow (vex), pc/h 89 275 155 120

Capacity (cpce), pc/h 1226 1183 1124 1138

Capacity (c), veh/h 1018 1101 969 1003

v/c Ratio (x) 0.17 0.16 0.03 0.18

Delay and Level of Service



Lane Control Delay (d), s/veh 5.1 4.7 4.0 5.2

Lane LOS A A A A

95% Queue, veh 0.6 0.6 0.1 0.6

Approach Delay, s/veh 5.1 4.7 4.0 5.2

Approach LOS A A A A

Intersection Delay, s/veh | LOS 5.0 A

Copyright © 2019 University of Florida. All Rights Reserved. HCS™ Roundabouts Version 7.8 Generated: 10/10/2019 7:13:44 AM

2022 VAN127_Alt2_AM.xro












Number of Lanes (N) 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0


Volume (V), veh/h 0 159 123 2 0 21 58 5 0 0 73 50 0 6 66 191














Entry Flow (ve), pc/h 342 100 141 329





Capacity (c), veh/h 1118 949 920 1090

v/c Ratio (x) 0.28 0.10 0.15 0.26





Lane LOS A A A A

95% Queue, veh 1.1 0.3 0.5 1.1





2022 VAN127_Alt2_PM.xro

jahiller

Text Box

PM












Number of Lanes (N) 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0


Volume (V), veh/h 0 103 69 5 0 50 130 3 0 0 23 12 0 0 69 126














Entry Flow (ve), pc/h 232 213 44 241





Capacity (c), veh/h 1001 1080 945 983

v/c Ratio (x) 0.19 0.18 0.04 0.22





Lane LOS A A A A

95% Queue, veh 0.7 0.7 0.1 0.8





2042 VAN127_Alt2_AM.xro












Number of Lanes (N) 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0


Volume (V), veh/h 0 177 137 2 0 24 65 6 0 0 81 55 0 7 79 227














Entry Flow (ve), pc/h 381 114 155 391





Capacity (c), veh/h 1097 921 883 1077

v/c Ratio (x) 0.31 0.11 0.17 0.32





Lane LOS A A A A

95% Queue, veh 1.3 0.4 0.6 1.4





2042 VAN127_Alt2_PM.xro

jahiller

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PM

Feasibility Study

VAN-127/224-12.22/15.86

PID 110430

Page 17

Appendix C – Crash Data and Safety Analysis

#REF!

1/02-24-16/O/Dry/We

2/02-29-16/D/Dry/Mo

3/06-15-16/O/Dry/We

4/07-12-16/D/Dry/Tu

5/11-03-16/O/Wet/Th

6/05-18-17/D/Dry/Th

7/07-31-17/D/Dry/Mo

8/08-16-18/D/Wet/Th

9/08-21-18/D/Dry/Tu

KA B C O Total

0.3843 0.3843 1.1673 3.3333 5.2692

0.3254 0.7885 0.5251 2.7407 4.3797

-0.0589 0.4042 -0.6422 -0.5926 -0.8895

0.2065 0.2065 0.6280 1.7923 2.8333

KA B C O Total

US127; 12.22 US-127 @ US-224 0.3843 0.3843 1.1673 3.3333 5.2692

KA B C O Total

US127; 12.22 US-127 @ US-224 0.3254 0.7885 0.5251 2.7407 4.3797

KA B C O Total

US127; 12.22 US-127 @ US-224 -0.0589 0.4042 -0.6422 -0.5926 -0.8895

KA B C O Total

VAN-127-12.22 US-127 @ US-224 0.2065 0.2065 0.628 1.7923 2.8333

Proposed

Predicted Crash

Frequency

Expected Crash

FrequencyPSI

Predicted Crash

Frequency

Unknown 0.8025 0.0172 -0.7853 0.4317

Head On 0.0454 0.0380 -0.0074 0.0243

Rear End 0.8639 0.9345 0.0706 0.4645

Backing 0.2013 0.1745 -0.0268 0.1083

Sideswipe - Meeting 0.1447 0.1274 -0.0173 0.0779

Sideswipe - Passing 0.2110 0.1972 -0.0138 0.1135

Angle 1.7010 1.6770 -0.0240 0.9146

Parked Vehicle 0.1724 0.1547 -0.0177 0.0927

Pedestrian 0.0250 0.0217 -0.0033 0.0133

Animal 0.0000 0.0000 0.0000 0.0000

Train 0.0003 0.0008 0.0005 0.0002

Pedalcycles 0.0161 0.0162 0.0001 0.0087

Other Non-Vehicle 0.0000 0.0003 0.0003 0.0000

Fixed Object 0.7768 0.7328 -0.0440 0.4176

Other Object 0.0291 0.0254 -0.0037 0.0156

Overturning 0.0479 0.0446 -0.0033 0.0258

Other Non-Collision 0.0668 0.0577 -0.0091 0.0360

Left Turn 0.1650 0.1597 -0.0053 0.0886

Right Turn 0.0000 0.0000 0.0000 0.0000

Summary by Crash Type

Existing Conditions Project Element Potential for Safety Improvement Summary (Without Animal Crashes)

Project Element ID Common NameCrash Severity Level

Proposed Conditions Project Element Predicted Crash Summary (Without Animal Crashes)


General Information

Project Safety Performance Report

Existing Conditions Project Element Expected Crash Summary (Without Animal Crashes)

Project Element ID

Nexpected - Proposed Conditions

Npotential for improvement - Existing Conditions

Common NameCrash Severity Level

Analyst

Agency/Company

Jerod Hiller

Fishbeck

Summary of Anticipated Safety Performance of the Project (average crashes/year)

Existing Conditions Project Element Predicted Crash Summary (Without Animal Crashes)Crash Severity Level

Project Summary Results (Without Animal Crashes)

Nexpected - Existing Conditions

Project Element ID

Existing

Crash Type

Common Name

Contact Email

Contact Phone

Date Performed

Analysis Year

Project Description

Reference Number

Alternative 1 - Turn Lanes

Project Name VAN-127-12.22

Npredicted - Existing Conditions

0.4 0.4

1.2

3.3

5.3

0.3

0.80.5

2.7

4.4

-0.1

0.4

-0.6 -0.6-0.9

0.2 0.20.6

1.8

2.8

-2.0

-1.0

0.0

1.0

2.0

3.0

4.0

5.0

6.0

KA B C O Total

Existing ConditionsPredicted Average CrashFrequency

Existing ConditionsExpected Average CrashFrequency

Existing CondtionsPotential for SafetyImprovement

Proposed ConditionsPredicted Average CrashFrequency

Created by the Office of Systems Planning and Program Management

KA B C O Total

0.3843 0.3843 1.1673 3.3333 5.2692

0.3254 0.7885 0.5251 2.7407 4.3797

-0.0589 0.4042 -0.6422 -0.5926 -0.8895

0.0539 0.0539 0.1638 1.0433 1.3149

KA B C O Total

US127; 12.22 US-127 @ US-224 0.3843 0.3843 1.1673 3.3333 5.2692

KA B C O Total

US127; 12.22 US-127 @ US-224 0.3254 0.7885 0.5251 2.7407 4.3797

KA B C O Total

US127; 12.22 US-127 @ US-224 -0.0589 0.4042 -0.6422 -0.5926 -0.8895

KA B C O Total

VAN-127-12.22 US-127 @ US-224 0.0539 0.0539 0.1638 1.0433 1.3149

Proposed

Predicted Crash

Frequency

Expected Crash

FrequencyPSI

Predicted Crash

Frequency

Unknown 0.8025 0.0172 -0.7853 0.1153

Head On 0.0454 0.0380 -0.0074 0.0091

Rear End 0.8639 0.9345 0.0706 0.2552

Backing 0.2013 0.1745 -0.0268 0.0630

Sideswipe - Meeting 0.1447 0.1274 -0.0173 0.0361

Sideswipe - Passing 0.2110 0.1972 -0.0138 0.0613

Angle 1.7010 1.6770 -0.0240 0.4174

Parked Vehicle 0.1724 0.1547 -0.0177 0.0531

Pedestrian 0.0250 0.0217 -0.0033 0.0042

Animal 0.0000 0.0000 0.0000 0.0000

Train 0.0003 0.0008 0.0005 0.0001

Pedalcycles 0.0161 0.0162 0.0001 0.0031

Other Non-Vehicle 0.0000 0.0003 0.0003 0.0000

Fixed Object 0.7768 0.7328 -0.0440 0.2179

Other Object 0.0291 0.0254 -0.0037 0.0088

Overturning 0.0479 0.0446 -0.0033 0.0102

Other Non-Collision 0.0668 0.0577 -0.0091 0.0195

Left Turn 0.1650 0.1597 -0.0053 0.0407

Right Turn 0.0000 0.0000 0.0000 0.0000

Common Name

Contact Email

Contact Phone

Date Performed

Analysis Year

Project Description

Reference Number

Alternative 2 Roundabout

Project Name VAN-127-12.22

Npredicted - Existing Conditions

Project Element ID

Existing

Crash Type

Common NameCrash Severity Level

Analyst

Agency/Company

Jerod Hiller

Fishbeck

Summary of Anticipated Safety Performance of the Project (average crashes/year)

Existing Conditions Project Element Predicted Crash Summary (Without Animal Crashes)Crash Severity Level

Project Summary Results (Without Animal Crashes)

Nexpected - Existing Conditions

Summary by Crash Type

Existing Conditions Project Element Potential for Safety Improvement Summary (Without Animal Crashes)


Proposed Conditions Project Element Predicted Crash Summary (Without Animal Crashes)


General Information

Project Safety Performance Report

Existing Conditions Project Element Expected Crash Summary (Without Animal Crashes)

Project Element ID

Nexpected - Proposed Conditions

Npotential for improvement - Existing Conditions

0.4 0.4

1.2

3.3

5.3

0.3

0.80.5

2.7

4.4

-0.1

0.4

-0.6 -0.6-0.9

0.1 0.1 0.2

1.01.3

-2.0

-1.0

0.0

1.0

2.0

3.0

4.0

5.0

6.0

KA B C O Total

Existing ConditionsPredicted Average CrashFrequency

Existing ConditionsExpected Average CrashFrequency

Existing CondtionsPotential for SafetyImprovement

Proposed ConditionsPredicted Average CrashFrequency

Created by the Office of Systems Planning and Program Management

Feasibility Study

VAN-127/224-12.22/15.86

PID 110430

Page 18

Appendix D – Alternative Typical Sections

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AL

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ATIV

E

1

0.016 0.016 0.040.080.040.08

MARSH RD - NORMAL SECTION

4:14:1

4:14:1

US 127 - NORMAL SECTION

4:14:1

0.080.08

4:14:1

0.02 0.04 0.04

0.08

0.08

0.08

0.08

0.04

0.04

0.04

0.04

0.016

0.016 0.016

0.016

0.016 0.016

0.016 0.016 0.080.08

4:14:1

4'-0"8'-0"12'-0"6'-0"6'-0"12'-0"8'-0"4'-0"

4'-0"8'-0"12'-0"12'-0"8'-0"4'-0"

2'-0"4'-0"11'-0"11'-0"4'-0"2'-0"

2'-0"8'-0"12'-0"4'-0"2'-0"2'-0"12'-0"12'-0"2'-0"

CUT SECTION

CUT SECTION

CUT SECTION

CUT SECTIONCUT SECTION

FILL SECTION

US 127 / US 224 - NORMAL SECTION

| CONST.

| CONST.

| CONST.

| CONST.

| CONST.

SLIP LANE - TYPICAL SECTIONOLD US 224 CONNECTOR - TYPICAL SECTION

FILL SECTION

FILL SECTION

FILL SECTION

FILL SECTION

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0.020.02

6'-0"2'-6"18'-0"2'-6"16'-6"33'-0"

| ISLAND

0.020.02

4:14:1

0.02 0.02

SPLITTER ISLAND - TYPICAL SECTION

ROUNDABOUT - TYPICAL SECTION

6'-0"2'-6"VARIES2'-6"VARIES2'-6"VARIES2'-6"6'-0"

12'-0" TO 21'-0"1'-0" TO 28'-6"

0.02

0.016 0.016 0.040.080.040.08

MARSH RD - NORMAL SECTION

4:14:1

4:14:1

0.08 0.080.04 0.040.016 0.016

4'-0"8'-0"12'-0"12'-0"8'-0"4'-0"

2'-0"4'-0"11'-0"11'-0"4'-0"2'-0"

CUT SECTION

CUT SECTION

US 127 & US 224 - NORMAL SECTION

| CONST.

| CONST.

| CONST.

12'-0" TO 17'-11"

4:14:1

4:1

4:1

CUT SECTION CUT SECTION

CUT SECTION

FILL SECTION FILL SECTION

FILL SECTION

FILL SECTION

FILL SECTION

Feasibility Study

VAN-127/224-12.22/15.86

PID 110430

Page 19

Appendix E – Maintenance of Traffic Concepts

CA

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2/

15.8

6M

AIN

TE

NA

NC

E

OF

TR

AF

FIC

TY

PIC

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SE

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NS

12' 12' WORK ZONE

WORK ZONE

2'

11'11' 2'6'WORK ZONE

2'

11'11' 2'6'

2'

WORK ZONE

2'

11'11' 2'6'

WORK ZONE WORK ZONE

WORKZONE12'12' 6'

2'9' 12' 12'ZONE

WORK

2'

WORK ZONE

2'

11'11' 2'6'WORK ZONE

2'

11'11' 2'6'

2'

WORKZONE12'12' 6'

2'9'

WORKZONE6'12'12'

2' 2'

ALTERNATE 1 PHASE 2

US 127 / CR 154

| R/W US 224 / US 127

EAST OF MARSH RD

US 224 / US 127

11'11' 6'

2'

WORK ZONE

TEMPORARY PAVEMENT

WEST OF MARSH RD

US 224 / US 127

ALTERNATE 1 PHASE 1

ALTERNATE 1 PHASE 3

| R/W US 224 / US 127

2'

WEST OF MARSH RD

US 224 / US 127

EAST OF MARSH RD

US 224 / US 127US 127 / CR 154

| R/W US 224 / US 127

15.6'13.4'

| R/W US 224 / US 127

15.6'13.4'ALTERNATE 2 PHASE 1

WEST OF MARSH RD

US 224 / US 127

| R/W US 224

EAST OF MARSH RD

US 224 / US 127

| R/W US 127

US 127 / CR 154

ALTERNATE 2 PHASE 2

ALTERNATE 2 PHASE 3

US 127 / CR 154

WEST OF MARSH RD

US 224 / US 127

EAST OF MARSH RD

US 224 / US 127

PAVEMENT

TRAFFIC ON PROPOSED

MAINTAIN

PAVEMENT

TRAFFIC ON PROPOSED

MAINTAIN

PAVEMENT

TRAFFIC ON PROPOSED

MAINTAIN

MARSH RD. CLOSED WITH TRAFFIC DETOURED

| R/W US 224 / US 127

15.6'13.4'

| R/W US 127

4' 15'13'

| R/W US 127

4'

14'14'

CLOSE AND DETOUR

US 127 / CR 154

| R/W US 127

10'10'

MARSH RD

| R/W US 127

10'10'

MARSH RD

EAST AND WEST OF MARSH RD

US 224 / US 127

MARSH RD

CLOSE AND DETOUR

US 127 / CR 154

CLOSE AND DETOUR

| R/W US 224 / US 127

15.6'13.4'

| R/W US 224 / US 127

15.6'13.4'

WEST OF MARSH RD

US 224 / US 127

| R/W US 224

EAST OF MARSH RD

US 224 / US 127

| R/W US 224

PAVEMENT

TRAFFIC ON PROPOSED

MAINTAIN

| R/W US 127

10'10'

MARSH RD

10'10'

MARSH RD

| R/W US 127

WORK ZONE

WORK ZONE

| R/W US 127

ALT 1 PHASE 1

| R/W US 127

POT Sta. 645+83.82

646

647

648

649

650

651

652

653

654

POT Sta. 654+25.28

824

825

826

827

828

829

PT Sta. 829+57.59

830

831

832

833

834

835

PC Sta. 835+62.91

836

837

PT Sta.

837+92.6

5

838

839

840

841

842

843

844

845

846

847

848

849

850

PO

T Sta.

850+28.4

5

1314

1516

1718

POT Sta. 18+21.59

PO

T Sta. 500

+00.00

500 501

PO

T Sta. 502+00.00

POT Sta. 653+45.28

654

655

656

WORK ZONE

2'

6'VARIES

11'11' 2'6'

2'

12' 12'

| R/W US 127

| R/W US 224 / US 127

ALT 1 PHASE 2

ALT 1 PHASE 3

PO

T Sta. 500

+00.00

500 501

PO

T Sta. 502+00.00

POT Sta. 653+45.28

ALT 2 PHASE 1

500 501

POT Sta. 653+45.28

ALT 2 PHASE 2

ALT 2 PHASE 4

ALT 2 PHASE 3

jahiller

Text Box

4

Feasibility Study

VAN-127/224-12.22/15.86

PID 110430

Page 20

Appendix F – Alternatives Construction Costs

UNIT PRICE CONSTRUCTION COST

202 23010 PAVEMENT REMOVED, ASPHALT 8256 SY $8.19 $67,630

202 38000 GUARDRAIL REMOVED 300 FT $2.12 $640

203 10000 EXCAVATION 6044 CY $13.07 $78,980

203 20000 EMBANKMENT 7862 CY $8.72 $68,590

204 10000 SUBGRADE COMPACTION 23360 SY $1.94 $45,360

301 46000 ASPHALT CONCRETE BASE, PG64-22 3616 CY $170.00 $614,740

304 20000 AGGREGATE BASE 3755 CY $56.96 $213,900

407 10000 TACK COAT 3129 GAL $2.39 $7,480

411 10000 STABILIZED CRUSHED AGGREGATE 50 CY $73.60 $3,680

441 10000 ASPHALT CONCRETE SURFACE COURSE, TYPE 1, (446), PG64-22 725 CY $170.00 $123,250

441 10200 ASPHALT CONCRETE INTERMEDIATE COURSE, TYPE 2, (446) 1014 CY $170.00 $172,380

606 15050 GUARDRAIL, TYPE MGS 300 FT $18.56 $5,570

611 06400 15" CONDUIT, TYPE D 224 FT $55.73 $12,480

611 10600 24" CONDUIT, TYPE C 1050 FT $110.58 $116,110

625 10490 LIGHT POLE, CONVENTIONAL 20 EACH $2,161.10 $43,220

625 14000 LIGHT POLE FOUNDATION, 24" X 6' DEEP 20 EACH $1,595.42 $31,910

625 26252 LUMINAIRE, CONVENTIONAL, SOLID STATE (LED) 20 EACH $586.21 $11,720

659 10000 SEEDING AND MULCHING 17722 SY $1.17 $20,670

ASPHALT DRIVEWAYS 1484 SY $40.00 $59,380

CONCRETE DRIVEWAYS 104 SY $50.00 $5,180

TEMPORARY PAVEMENT 3400 SY $60.00 $204,000

UTILITY RELOCATIONS 1 LUMP $105,000 $105,000

Subtotal: $2,011,87035% $704,150

$2,720,000

PROJECT NOTES & ASSUMPTIONS:

3.3%

2018

2022Assumed Construction Year:

Contingency %:

TOTAL COST:

Assumed Annual Inflation (%)

Unit Price Basis Year:

2022 TOTAL 2022

VAN-127/224-12.22/15.86 INTERSECTION IMPROVEMENTS

PID 110430

FEASIBILITY STUDY COST ESTIMATE

ALTERNATIVE 1 - TURN LANES

ITEMITEM

EXTENSIONITEM DESCRIPTION TOTAL

QUANTITY UNIT

UNIT PRICE CONSTRUCTION COST

202 23010 PAVEMENT REMOVED, ASPHALT 10010 SY $8.19 $82,000

202 38000 GUARDRAIL REMOVED 100 FT $2.12 $210

203 10000 EXCAVATION 2575 CY $13.07 $33,650

203 20000 EMBANKMENT 6420 CY $8.72 $56,010

204 10000 SUBGRADE COMPACTION 10833 SY $1.94 $21,040

301 46000 ASPHALT CONCRETE BASE, PG64-22 1677 CY $170.00 $285,100

304 20000 AGGREGATE BASE 2111 CY $56.96 $120,250

407 10000 TACK COAT 1452 GAL $2.39 $3,470

441 10000 ASPHALT CONCRETE SURFACE COURSE, TYPE 1, (446), PG64-22 336 CY $170.00 $57,120

441 10200 ASPHALT CONCRETE INTERMEDIATE COURSE, TYPE 2, (446) 471 CY $170.00 $80,070

452 12010 8" NON-REINFORCED CONCRETE PAVEMENT, CLASS QC1 541 SY $80.98 $43,810

606 15050 GUARDRAIL, TYPE MGS 100 FT $18.56 $1,860

609 12000 COMBINATION CURB AND GUTTER, TYPE 2 2430 FT $26.12 $63,460

609 26000 CURB, TYPE 6 214 FT $21.70 $4,640

609 98000 CURB, MISC.: 2464 FT $36.04 $88,800

611 06400 15" CONDUIT, TYPE D 416 FT $55.73 $23,190

611 10600 24" CONDUIT, TYPE C 1050 FT $110.58 $116,110

625 10490 LIGHT POLE, CONVENTIONAL 17 EACH $2,161.10 $36,740

625 14000 LIGHT POLE FOUNDATION, 24" X 6' DEEP 17 EACH $1,595.42 $27,120

625 26252 LUMINAIRE, CONVENTIONAL, SOLID STATE (LED) 17 EACH $586.21 $9,970

659 10000 SEEDING AND MULCHING 10262 SY $1.17 $11,970

ASPHALT DRIVEWAYS 1054 SY $40.00 $42,170

CONCRETE DRIVEWAYS 167 SY $50.00 $8,330

TEMPORARY PAVEMENT 2750 SY $60.00 $165,000

UTILITY RELOCATIONS 1 LUMP $195,000 $195,000

Subtotal: $1,577,09035% $551,980

$2,130,000

PROJECT NOTES & ASSUMPTIONS:

3.3%

2018

2022

VAN-127/224-12.22/15.86 INTERSECTION IMPROVEMENTS

PID 110430

FEASIBILITY STUDY COST ESTIMATE

ALTERNATIVE 2 - ROUNDABOUT

ITEMITEM

EXTENSIONITEM DESCRIPTION TOTAL

QUANTITY UNIT

2022 TOTAL 2022

Assumed Construction Year:

Contingency %:

TOTAL COST:

Assumed Annual Inflation (%)

Unit Price Basis Year:

Documents

FEASIBILITY STUDY US 127 / US 224 / MARSH ROAD ... · Feasibility Study VAN-127/224-12.22/15.86 PID 110430 Page 4 II. Purpose & Need Project History The project area is located at