Ohio 2006 Five Percent Report
This report is in response to the Federal requirement that each state describe at least 5 percent of its locations currently exhibiting the most severe highway safety needs, in accordance with Sections 148(c)(1)(D) and 148(g)(3)(A), of Title 23, United States Code. Each state’s report is to include potential remedies to the hazardous locations identified; estimated costs of the remedies; and impediments to implementation of the remedies other than costs. The reports included on this Web site represent a variety of methods utilized and various degrees of road coverage. Therefore, this report cannot be compared with the other reports included on this Web site.
Protection from Discovery and Admission into Evidence—Under 23 U.S.C. 148(g)(4) information collected or compiled for any purpose directly relating to this report shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location identified or addressed in the reports. |
Additional information, including the specific legislative requirements, can be found in the guidance provided by the Federal Highway Administration,
http://safety.fhwa.dot.gov/safetealu/fiveguidance.htm.
THE OHIO DEPARTMENT OF TRANSPORTATION
HIGHWAY SAFETY IMPROVEMENT PROGRAM REPORT
July 1, 2005 through June 30, 2006
5% REPORT
- Description of methodology used for the 5% report:
The Ohio Enhanced Crash Location Identification System (OECLIS) is a flexible crash analysis software system for identifying high hazard locations combining analysis factors such as crash frequency, rate, severity, the change in the crashes occurring at a location over time, etc. allowing for a comprehensive methodology to determine hazardous locations. OECLIS also allows the user to specify minimum crash thresholds, weighting factors, and other input criteria.
Three years of crash data are used in conjunction with current signal, volume, and road inventory data files associating each location with its specific operating characteristics.Intersection and intersection-related crashes are examined to ensure each crash is identified with the correct priority roadway,cross-road name and log point. OECLIS first reduces the number of locations by comparing the number of crashes occurring at both intersection and section locations with pre-defined threshold values for frequency, creating pre-candidate locations. The intersection threshold is currently specified at 14 and the section threshold is currently specified at 20 crashes.OECLIS calculates the following values for each pre-candidate location:
crash frequency – The number of crashes occurring at a location - (intersection)
crash density – The number of crashes per mile occurring along a section of roadway
crash rate – The number of crashes occurring per million vehicle miles of traveled for a location.
delta-change – The change in the number of crashes over time using the slope of the regression line to determine whether crashes are increasing or decreasing for a location over time.
equivalent property damage only (EPDO) – The cost to society of a fatal crash, injury crash, and PDO crash normalized to a base of 1.0 for a PDO crash.The number of crashes by severity are multiplied by their respective values and then summed to determine a locations EPDO value.
equivalent property damage only rate (EPDO rate) – Uses the standard rate equation with a base of 1 million and substitutes the EPDO value for the number of crashes in the equation.
relative severity index (RSI) – The Relative Severity Index (RSI) represents the relative cost to society of a specific type of crash (head on, rear end, angle accident, etc.).The RSI for a location is the sum of the relative costs per crash divided by the total number of crashes for a location.At least one of these calculated values must meet or exceed the threshold applicable for its matching criteria in order to remain as a candidate location.OECLIS then determines each location's rank with respect to each categorical value. OECLIS uses the hazard index method to determine overall ranking.A high hazard location list is developed for freeway and non–freeway locations separately.OECLIS calculates a priority index value for each location. ODOT specifies the weight given to the six categories to be included as factors for the final priority index calculations. The values for each location and method selected are multiplied by their corresponding weight value. Those products are then summed, giving the priority index value for that location.The resulting priority index values of all locations are then sorted to determine the priority hazard index rank for all location candidates.
From the 250 location high crash listing, the intersections and sections were then ranked based on fatalities and incapacitating injuries (freeways and non–freeway locations were ranked separately). An equation was developed for the combination of the fatalities and incapacitating injuries = 2*(# of fatalities) + (# of incapacitating injuries). Since Ohio's Strategic Highway Safety Plan has a goal of reaching 1.0 fatality per 100 million vehicle miles of travel,the fatalities were given a weighting of two times that of an incapacitating injuries. From this ranked list (>) the top 5% most severe safety needs were reported.
- Extent of public road coverage:
Historically, the Ohio Department of Transportation has focused efforts on locating crash data to the state highway system – Interstate, US, and State Routes.With the goal of reducing fatalities and injury crashes statewide, the current focus has been to locate all crashes statewide regardless of jurisdiction.
The state system (IR, US, SR) contains approximately 20,000 centerline miles of roadway.The local system (county, township, municipal) contains approximately 100,000 centerline miles of roadway. Even though the state system accounts for only about 17% of the centerline miles statewide, it handles an estimated 65% of the annual vehicle miles traveled in Ohio.
For this 5% Report, the analysis was performed on the state system network (IR, US, SR).Ohio will work to ensure all public roads are analyzed by the August 31, 2009 report.
- Schedule for upgrading crash data system to full coverage:
The Ohio Department of Transportation is currently working with the County Engineers Association, the Department of Public Safety, the 17 metropolitan planning organizations, FHWA, and local governments to ensure that Ohio will be compliant with the August 31, 2009 report submission to include all public roads in the safety priority location analysis.
A project in currently in progress to update the road inventory network and we are working with the law enforcement agencies and Public Safety to ensure all public roadways will be considered for the crash analyses.
A plan is underway with the County Engineers Association to obtain traffic volume information on the local roadway network. Currently, traffic volume exposure data is updated and maintained by the Ohio Department of Transportation for all Interstate, United States, and State Routes. The traffic volume data will be collected utilized for the state and local systems on the report due August 31, 2009.
- Years used in crash data analysis:
The crash data used for the 5% Report is calendar year 2002-2004.
- State Contact Office:
Ohio Department of Transportation
Office of Systems Planning and Program Management
1980 West Broad Street
Columbus, OH 43223
http://www.dot.state.oh.us/planning/
| Location (County–Route–Section) | Potential Remedies | Estimated Costs | Implementation Impediments (Other than Cost) | Comments |
|---|---|---|---|---|
| CLE–SR–032; 1.36–2.34 | Reconstruct the interchanges with IR275 and Eastgate Blvd. | $100,000,000 | Unknown | |
| CLE–SR–125; 4.69–5.19 | Reconstruct intersections of Amelia Olive Branch and White Oak and access management on section | $10,000,000 | Impacts to businesses / right of way. | Project partially funded. |
| CLE–US–050; 7.66–8.26 | Realign curves and flatten grade | $5,000,000 | Historic properties and stream / environmental issues. | |
| CUY–IR–090;13.25–14.37 | Implement Freeway Management System (ITS) | $30,000,000 | Unknown | Resurfaced with skid resistant material. Installed ASIS (Advanced Speed Information Signs). |
| CUY–IR–090; 16.26–17.7 | Cleveland I–90 Major Innerbelt Project | $860,000,000 | Environmental and historic impacts | |
| DEL–US–023; 1.39–1.39 | Construct continuous flow intersection | $5,000,000 | Right of way / environmental issues | |
| FRA–IR–070; 13.1–13.22 | Downtown 70/71 Split Project programmed project (capacity increase) | $800,000,000 | Right of way / environmental issues | |
| FRA–IR–070; 20.79–21.83 | Modify interchanges at SR 317 and at IR 270 | $250,000,000 | Right of way / environmental issues | Congestion at IR270 causes I70 backups. |
| FRA–IR–071; 26.46–26.46 | Upgrade signing and signal timing | $150,000 | None | Coordinating with City. |
| FRA–US–040; 3.62–3.62 | Signalizeintersection | $70,000 | None | Installed 4–12–06. |
| HAM–IR–075; 1–2.9 | Reconfigure interchanges and increase capacity on I75 | $500,000,000 | Historic properties, utility conflicts and other cultural issues. | Part of the Brent Spence Bridge Project. |
| LUC–SR–025; 7.18–7.18 | Realign left turn lanes to achieve positive offset, modify signal timing, upgrade signal, resurface and upgrade pavement markings to thermoplastic. | $500,000 | None | Red light cameras in 2001, SR–25 resurfacing, intersection turning radii improvements and thermoplastic pavement markings in 2002. |
| LUC–SR–184; 6.49–6.49 | Upgrade signal, modify signal timing, install right turn lanes, realign the NB Lewis Ave. and WB SR–184 approaches, resurface and upgrade pavement markings to thermoplastic. | $1,200,000 | Right of way. | Lewis Ave. widened to 5 lanes in 2001, Red light cameras in 2001, LED signal heads with back plates in 2003. Signal controller upgrades in 2005. |
| MAH–US–224; 17.5–18.37 | Access Management. Creation of backage roads. Major intersection upgrades. | $20,000,000 | Significant right of way required. Negative impacts to businesses. | Highly developed commercial retail area. |
| POR–SR–005; 3.3–3.3 | Turn restrictions / elimination of intersection | $7,000,000 | Negative impacts to businesses. | Improvements to surrounding impacted state and local routes required. |
| WOO–SR–795; 4.8–4.8 | Resurface 400' North & South of Intersection on Oregon Rd. and upgrade pavement markings to thermoplastic. | $250,000 | None | Signal timing modified & coordination implemented in 2005. SR–795 micro surfaced in 2006. Traffic pattern has not been normal at the intersection due to SR–795 being the detour route for the closures of IR–280 for the Maumee River Crossing. FY 2007 Project. |
2002–2004 Crash Data Used
