pickaway east-west connector pid # 83666 · 2011. 10. 27. · 3 pickaway east -west connector –...

EXPERIENCE | Transportation

Existing and Future Conditions Report

Pickaway East-West

Connector

PID # 83666

Presented to:

Ohio Department of

Transportation (ODOT)

Prepared for:

Pickaway County

Engineer’s Office

February 16, 2009

1 Pickaway East-West Connector – Existing and Future Conditions Report

TTAABBLLEE OOFF CCOONNTTEENNTTSS

1.0 INTRODUCTION .............................................................................................................................................................. 2

2.0 SOCIOECONOMIC CHARACTERISTICS............................................................................................................................ 3

3.0 AFFECTED ENVIRONMENT ............................................................................................................................................. 5

4.0 TRANSPORTATION NETWORK ....................................................................................................................................... 6

5.0 CRASH HISTORY ........................................................................................................................................................... 8

6.0 TRAFFIC VOLUMES AND LEVELS OF SERVICE (2008 AND 2030) .................................................................................. 9

7.0 TRAVEL TIME ANALYSIS ............................................................................................................................................. 13

8.0 SUMMARY ................................................................................................................................................................... 15

AATTTTAACCHHMMEENNTTSS

ATTACHMENT 1: CURRENT & PLANNED RICKENBACKER CAMPUSES

ATTACHMENT 2: STUDY AREA

ATTACHMENT 3: CENSUS TRACTS

ATTACHMENT 4: RED FLAG MAP

ATTACHMENT 5: LOCAL STREET NETWORK

ATTACHMENT 6: STUDY AREA EXISTING CONDITIONS (ROADWAYS)

ATTACHMENT 7: SEGMENT CRASH RATES

ATTACHMENT 8: 2008 PEAK HOUR VOLUMES

ATTACHMENT 9: 2030 PEAK HOUR VOLUMES

ATTACHMENT 10: TRAVEL TIME RESULTS (IMF TO US 23)

ATTACHMENT 11: TRAVEL TIME RESULTS (US 23 TO IMF)

ATTACHMENT 12: HCS BASED TRAVEL TIME RESULTS

AAPPPPEENNDDIICCEESS

APPENDIX 1: ROADWAY NETWORK AND TRAFFIC DATA PROVIDED BY MORPC

APPENDIX 2: HCS REPORTS


1.0 INTRODUCTION Project Purpose The purpose of the project is to provide better connectivity between US23 and the developing Rickenbacker Global Logistics Park (RGLP) Area. Increased truck traffic as a result of the Norfolk Southern (NS) intermodal facility and associated development has been utilizing local and rural road networks to access major travel corridors (e.g., US23, I-270, I-71). A connector from the south side of Rickenbacker to US 23 could potentially be located anywhere from approximately the Franklin-Pickaway County line south to approximately Duvall Road in Pickaway County including the current alignment of Duvall Rd. US 23 is currently envisioned as the western terminus of the east-west connector. The eastern terminus may vary depending upon the whether the connector takes a more northern or more southern alignment, which impacts where it would tie into the existing/committed road system. In either case, Lockbourne-Eastern Road is currently envisioned as the eastern most terminus. A detailed Draft Purpose and Need document, including an explanation of the termini, will be prepared subsequent to the Existing and Future Conditions Report. Background Over the past 15 years the area around Rickenbacker International Airport (LCK) has rapidly transitioned from a former Air National Guard Base to an an international multi-modal cargo airport, a U.S. Foreign-Trade Zone, a freight distribution hub, and a major economic engine of the Central Ohio region. The NS Intermodal Facility (IMF) that opened in March 2008 along with the Alum Creek Drive Extension (renamed Rickenbacker Parkway in 2007) have recently spurred development of a new distribution facility on the airport’s south side, underscoring the rapid rate of economic development. During this growth, transportation improvements have not kept pace with development. With the IMF as a catalyst, the Columbus Regional Airport Authority (CRAA) is actively developing approximately 1,300 acres of land in the area known as the RGLP in partnership with Duke Realty Corporation & Capitol Square, Ltd. The RGLP, consisting of four campuses and adjacent facilities already includes the NS IMF and the following future facilities; a distribution center, transportation facilities, research centers, business offices, and other services in the master-planned complex. Attachment 1 shows the locations of current and planned campuses around LCK. Rickenbacker is also a high-speed international logistics hub with a strategically planned cargo complex that serves several key business segments, including international airfreight, freight forwarding, corporate aviation, e-commerce fulfillment and distribution. Many of the roads in the study area are rural in nature and are insufficient for handling increased levels of freight traffic projected as a result of the newly opened IMF and nearby economic development around LCK. By providing the appropriate infrastructure and removing heavy freight trucks from other rural roads that are unable to safely handle the increased demand, the project will improve safety for those traveling in the region surrounding the airport. Previous Studies Between 1993 and 1996, the Franklin County Engineer’s Office conducted a transportation plan named the Rickenbacker Parkway Corridor Study. The catalyst for the study was a 1991 announcement by the federal government that the Rickenbacker Air National Guard Base was to close in late 1994. The primary focus of the Rickenbacker Parkway Corridor Study was to determine if an enhanced transportation facility through the southern portion of Franklin County, connecting I-71 with Rickenbacker Airport, could spur economic


development within the region and offset the loss of jobs at the former air base. The study identified several logical corridors for development of a new roadway; however, no projects were constructed. Adopted in 1997, the South Central Accord was developed cooperatively by the City of Columbus, Hamilton Township, and Franklin County. The purpose of the South Central Accord was to establish long-range guidelines to manage future growth and development. The Accord’s transportation objective was to “provide adequate auto, mass transit, pedestrian and bicycle connections throughout area” with the development of a variety of safe and adequate transportation choices. With a planning area located west of Rickenbacker, this plan states that high traffic volume impacts on local streets should be minimized and truck traffic should be directed to designated routes including SR 317 and US 23. It supports development of the Rickenbacker area as a means to further economic development and emphasizes the importance of US 23 as the front door to the planning area. The Mid-Ohio Regional Planning Commission (MORPC) completed a Rickenbacker Area Road Network Assessment in January 2007. This report noted that US 23 is the highest functioning north-south route near Rickenbacker airport. The report added that east-west routes are inadequate in the area and need to be upgraded to provide east-west connectivity between Rickenbacker and US 23 to the west. Study Area The Pickaway County East West Connector Study is looking at conceptual alternative solutions connecting US 23 to the southern portion of Rickenbacker International Airport and the Norfolk Southern Intermodal Facility. Rickenbacker International Airport is located in southern Franklin County at its border with Pickaway County. The area under study is bound by the Franklin-Pickaway County line (north), Lockbourne-Eastern Road (east), approximately 3,000 feet south of Duvall Road (south), and the Scioto River (west). Attachment 2 shows the study area. 2.0 SOCIOECONOMIC CHARACTERISTICS

Socioeconomic data for the project area was obtained from the US Census Bureau (www.census.gov). The study area is within census tract 212 in Pickaway County. Data from this tract was compared to surrounding tracts, Pickaway County as a whole, and the State of Ohio. Attachment 3 shows the location of the census tract and study area.

Population Population numbers were collected for Census Tract 212, 211, 214, as well as Pickaway County and the State of Ohio. Table 1 shows the change in population from 1990 to 2000 within and surrounding the project area compared with county and state data.

Table 1: Populations of Study Area

Tract 212 Tract 211 Tract 214

Pickaway County

Ohio

1990 Population 5,292 6,427 6,367 48,255 10,847,115

2000 Population 6,424 6,910 8,992 52,727 11,353,140

2006 Population n/a n/a n/a 53,202 11,478,006

% Change 1990-2000 +21.4% +7.5% +41.2% +9.3% +4.7%


The table (previous page) shows that the census tract 212 showed double-digit growth in percentage from 1990 to 2000. That growth rate outpaced both Pickaway County and the State of Ohio. The surrounding census tracts also grew, with census tract 214 showing tremendous growth. Since the 2000 census, growth rates have slowed considerably in Ohio and Pickaway County. While statistics will not exist for the census tracts until the 2010 census, the population growth is anticipated to mirror Pickaway County. Disadvantaged Populations/Environmental Justice Environmental Justice (EJ) laws, regulations, and policies are found in Title VI of the Civil Rights Act of 1964, the National Environmental Policy Act of 1969, Title 23 of the United States Code, Section 109(h), the Uniform Relocation and Real Properties Acquisitions Policy Act of 1970 and, most recently, Executive Order 12898: Federal Actions to Address Environmental Justice in Minority Populations and Low Income Populations. Disadvantaged Populations include minorities (racial and national origin), low-income, elderly, disabled, and households without a personal vehicle. The first two groups, minorities and low-income, are specifically protected by EJ regulations. EJ is defined by the U.S. Environmental Protection Agency (EPA) as:

“The fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation and enforcement of environmental laws, regulations and policies. Fair treatment means that no group of people, including racial, ethnic or socio-economic group should bear a disproportionate share of the negative environmental consequences resulting from the industrial, municipal, and commercial operations or the execution of federal, state, local, and tribal programs and policies.”

Environmental Justice Data was collected for Census Tract 212, 211, 214, as well as Pickaway County and the State of Ohio. Table 2 shows how disadvantaged populations within and surrounding the project area compare to county and state data.

Table 2: Disadvantaged Populations In 2000

Tract 212 Tract 211 Tract 214

Pickaway County

Ohio

% Minority 2.5% 1.6% 11.9% 8.1% 15.0%

% 65 or over 8.7% 9.8% 7.4% 10.8% 13.3%

Median HH Income $40,328 $55,812 $50,865 $42,832 $40,956

Per Capita Income $16,965 $21,465 $18,891 $17,478 $21,003

% Below Poverty Level 8.9% 5.5% 7.7% 9.5% 10.6%

The table above shows that the minority population in the project area is well below the state and county averages. Tract 214 west of the study area has a substantial minority population, but it is still below the state average. The elderly population is relatively similar across the census tracts, and all have a smaller percentage than in the state and county. The median household income and per capita income is greater in surrounding tracts than in the study area. The median household income in Census Tract 212 is similar to the state, but slightly lower than the county. The per capita income in Census Tract 212 is slightly lower than the county as a whole and well below the Ohio average. The percentage of people below the poverty level is greater in Census Tract 212 than in surrounding tracts, but remains lower than Pickaway County or


Ohio. Although the data suggests that there may not be substantial Environmental Justice populations in the study area, as the project moves forward and there is potential for Environmental Justice populations to be impacted, our public involvement efforts will identify and engage such populations and ensure their interests, concerns, and needs are addressed and incorporated throughout the project development process. Conclusions The information presented above is meant to generally characterize the existing socioeconomic conditions within the Pickaway East-West Connector Study Area. By utilizing U.S. Census Bureau data, comparisons and discrepancies can be established in relation to larger areas. In this case, comparing the study area census tracts with Pickaway County and the State of Ohio is possible. From those comparisons, conclusions can be drawn that the study area was growing at a rate double the county and four times the state average from 1990 to 2000. However, since 2000 the county’s rate has slowed considerably and the same growth rate is anticipated in the census tracts. In addition, because of the low per capita income and the percentage of persons living below the poverty level, the Project Team needs to weigh possible solutions verses the effects they could have on these disadvantaged populations.

3.0 AFFECTED ENVIRONMENT Existing databases and mapping resources were reviewed for cultural and ecological resources, hazardous materials, noise, and Section 4(f) sites within the Pickaway East West Connector study area for the Red Flag Summary Report. The Red Flag map is included as Attachment 4. The findings are detailed as follows: Cultural Resources The initial Red Flag Summary research found two properties determined eligible for inclusion on the National Register of Historic Places (NRHP) located within the study area. The Duvall House (PIC-0649-03) is located just north of Duvall Road east of the railroad tracks. It is an 1860 log cabin dwelling with agricultural outbuildings. The Teays Valley Day School (PIC-0650-03) is located north of Duvall Road just east of the railroad tracks. It is a 1915 Colonial Revival School house. In addition, the historic Ohio and Erie canal parallels US 23 within the study area. There are 78 previously recorded archaeological sites within the study area; however, none are listed on the NRHP. The majority of these sites are isolated finds and lithic scatters located during previous Phase 1 surveys for various projects related to Rickenbacker Airport. Due to the high number of sites a Phase 1 Cultural Resources Survey should be conducted once feasible alternatives have been identified during project development. Ecological Resources The project study area is primarily farmland. National Wetland Inventory (NWI), Ohio Wetland Inventory (OWI), and soil survey maps indicate a presence of wet areas throughout the project study area which were confirmed by field investigations. The Scioto River forms the western edge of the study area, Big Walnut Creek is located in the northwest portion of the study area, and the Bullen Ditch flows north to south through the study area. The area west of US 23 on SR 762 appears to be a bog. Almost all of the study area located west of US 23 to the Scioto River is located in FEMA FIRM Zone AE. Zone AE is categorized as having a 1 percent chance of flood happening in any given year (also known as the 100-year


Floodplain). Cattails are present in areas of disturbance, i.e. roadside ditches, as well as potential wetland areas and retention pond fringes. Many domestic wells exist in the area, with the possibility of static water levels impacting construction of storm or sanitary sewers. Potential Indiana bat habitat may be present throughout portions of the study area. Hazardous Materials The initial Red Flag Summary research found four properties with potential hazardous materials issues. One property was observed at 9155 Ashville Pike that appeared to be a major repair facility with several locomotives located along the northern portion of the property. The Duvall Grain and Feed facility located at 3014 Duvall Road, is located on the northeast quadrant of the intersection of Duvall Road and the Norfolk Southern railroad tracks and could have historically contained on-site refueling operations. The Wayside Grocery facility located at 10237 Ashville Pike is located on the eastern portion of the study area. This site historically had a LUST incident while it was a service station. In addition, the AEP Picway Power Plant is located at 9301 US 23; however it had no listed violations. A Phase I ESA is recommended for all four properties if the proposed project is to be constructed near these properties or if any right-of-way will be required. Section 4(f) Section 4(f) refers to consideration of property that is publicly owned parks and recreational lands, wildlife and waterfowl reserves, and historic properties. The State of Ohio Mackey Ford Wildlife Area is located both north and south of Duvall Road just west of US 23. If this area is impacted, the property will be investigated to determine if it is subject to protection under Section 4(f). Conclusions The information presented above is meant to generally characterize the existing conditions within the Pickaway East West Connector study area based on secondary sources. The resources were identified during preliminary research for completion of the Red Flag Summary Report and should not be considered exhaustive. Field identification and verification studies will be conducted in later steps of the project development process and will provide more exact qualitative and quantitative data necessary for preparation of environmental documents.

4.0 TRANSPORTATION NETWORK Located within the study limits for this project are one arterial, one collector and a multitude of rural local streets which were designed to provide direct access to residents and small businesses. While each are discussed in detail below, Attachment 5 depicts the local street network and Attachment 6 quantifies the properties associated with the streets in the study area. US Route 23 US 23 is a four-lane, grass median divided highway traveling north-south through the western portion of the study area. The route is posted at 55 MPH and classified as a rural principle arterial. There are unsignalized intersections at Shepherd Road and Picway Road and signalized intersections at the Pickaway Power Plant and Duvall Road.


Duvall Road Duvall Road is the primary east-west route within the study area. It is classified as a rural local road, but operates similar to a collector. Duvall Road extends beyond the eastern and western limits of the study area and intersects US 23, Bulen-Pierce Road, Ashville Pike, and Lockbourne-Eastern Roads, all as unsignalized intersections except US 23 where there is a two-phase signal. The road is posted 45 MPH within the study limits. Two railroad track crossings are present along Duvall Road near the community of Duvall. The western track crossing, operated by CSX Transportation, consists of a single set of tracks that are marked with crossbucks and lights. The eastern track crossing is gated and includes three sets of Norfolk Southern tracks, one is a thru-way and the other two service the intermodal facility. Rickenbacker Parkway Rickenbacker Parkway was recently constructed as a northern connector to Alum Creek Drive and I-270 from the intermodal facility. The impetus for the new development around the airport is the NS IMF constructed along Rickenbacker Parkway, which facilitates the transition of cargo from rail to truck. Rickenbacker Parkway begins to the north at Alum Creek Drive, just south of SR 317, and travels around the western side of the airport, terminating east of the Ashville Pike intersection. The road is currently two lanes, but widening of the roadway to four lanes is anticipated to take place in 2010-2011. An extension is being studied around the eastern side of the airport which will eventually intersect with SR 317 to service additional planned development. Rickenbacker Parkway is currently posted 45 MPH. Ashville Pike Ashville Pike is a two-lane road that operates as the primary north-south route in the eastern part of the study area. As with Duvall Road, it is classified as a rural local road, but operates similar to a collector. Ashville Road has been impacted in recent years by development at Rickenbacker International Airport to the north and the construction of Rickenbacker Parkway. In the past, Ashville Pike travelled north from the Village of Ashville (south of the study limits) to the current location of Rickenbacker Parkway. There it turned west and crossed the railroad tracks with a bridge and then intersected Shepherd Road. From there Ashville Pike turned north towards the Village of Lockbourne. The east-west segment has been truncated due to the closure of the railroad crossing, leaving Ashville Pike in two pieces. The road currently has unsignalized intersections at Duvall Road, Airbase Road, Rickenbacker Parkway, and Shepherd Road. There is no posted speed limit on Ashville Pike within the study limits. Shepherd Road Shepherd Road is a two-lane roadway, classified as a rural minor collector road. Shepherd Road begins at US 23 to the west and travels east crossing Picway Road and turning north at Bulen-Pierce Road; it then terminates at its intersection with Ashville Pike. Shepherd Road does not have a posted speed limit. Bulen-Pierce Road Bulen-Pierce Road is a north-south, two-lane road which begins beyond the southern limit of the study area. The road travels north, crossing Duvall Road and bends to the west, terminating at its intersection with Shepherd Road. Bulen Pierce Road is classified as a rural local road and does not have a posted speed limit. Airbase Road Airbase Road is a two-lane, east-west road that has a western terminus at Ashville Pike and extends to the east beyond the study area limits. Airbase Road has unsignalized intersections with Ashville Pike and


Lockbourne-Eastern Road. The road is classified as a rural local road and does not have a posted speed limit within the study area. Picway Road Picway Road is a north-south, two-lane, rural local road with a southern terminus at Shepherd Road and a northern terminus at US 23. There is no posted speed limit on Picway Road within the study area. Lockbourne-Eastern Road Lockbourne-Eastern Road is a north-south, two lane, rural local road running parallel to Ashville Pike, one block east. From Airbase Road to Rickenbacker Parkway, Lockbourne-Eastern Road is gate-controlled and public access is not allowed. There is no posted speed limit on the road within the study area. Lockbourne-Eastern road has unsignalized intersections at Duvall Road, Airbase Road and Rickenbacker Parkway. Committed Future Improvements Committed future roadway improvements have been identified within the vicinity of the study area. These improvements will impact route choices within the region. The committed roadway improvements were identified by MORPC and are discussed in a memorandum to TranSystems provided in Appendix 1. Pedestrian/Bike/Transit Facilities There are currently no sidewalks, bikeways, or scheduled transit service within the study area. The closest sidewalks and bikeways are located within the Village of Lockbourne, approximately ½ mile north of the study area. The Central Ohio Transit Authority (COTA) operates the #50 Rickenbacker Express bus service on weekdays which has stops approximately 3 miles north of the study area. In addition, the Pickaway Area Rural Transit operates a call ahead shuttle service throughout the county.

5.0 CRASH HISTORY Crash data for the years 2005, 2006, and 2007 were provided to TranSystems by the Ohio Department of Transportation (ODOT) and Pickaway County in spreadsheet and GIS formats. This data was evaluated to determine which crashes were intersection related and non-intersection related based on location and provided data. These crashes were then analyzed to determine intersection and segment crash rates through the study area. The rates were calculated per standard practice and resulted in rates of crashes per million vehicles for intersections and crashes per million vehicle-miles for roadway segments. The intersections were compared against each other (Table 3) to determine if outliers exist. The method for identifying the least safe intersections began by determining which intersections exceeded the mean for the study area. The list was then refined to identify intersections that exceeded the mean by one standard deviation or more. Those intersections determined to be the least safe were Duvall Road/Bulen-Pierce Road and Duvall Road/Ashville Pike. While the crash rate was only slightly higher than the mean, the intersection of US 23/Duvall Road had a large number of crashes which also implies safety concerns. Reference is made in the table to crashes on Ashville Pike between Shepherd Road and Rickenbacker Parkway (this refers to a section of Ashville Pike which is now closed).


Intersection Crashes 2005 ADT 2006 ADT Crash Rate

Ashville Pike and Airbase Road 0 1,950 1,989 0.00

US 23 and Picway Road 0 30,200 30,804 0.00

US 23 and Shepherd Road 0 32,050 32,691 0.00

Shepherd Road and Ashville Pike 0 4,300 4,386 0.00

Rickenbacker Parkway and Lockbourne Eastern Road 0 300 306 0.00

US 23 and Pickaway Power Plant Road 3 30,200 30,804 0.09

Picway Road and Shepherd Road 1 2,300 2,346 0.39

Rickenbacker Parkway and Ashville Pike 1 1,900 1,938 0.47

Bulen Pierce and Shepherd Road 2 2,750 2,805 0.65

US 23 and Duvall Road 42 33,550 34,221 1.12

Lockbourne-Eastern Road and Duvall Road 2 1,350 1,377 1.33

Lockbourne-Eastern Road and Airbase Road 2 1,200 1,224 1.49

Duvall Road and Bulen Pierce Road 5 1,400 1,428 3.20Ashville Pike and Duvall Road 15 2,550 2,601 5.27

Average 1.00Standard Deviation 1.52Average + Standard Deviation 2.52

Yellow shading - Rate is higher than mean for study area, but not higher than mean plus 1 standard deviation for

the study area.

Red shading - Rate is higher than mean plus 1 standard deviation for the study area.

Table 3: Intersection Crash Rates (Crashes/Million Vehicles)

Crash rates calculated for the roadway segments (Attachment 7) were compared to ODOT’s 2007 3-year average results. ODOT’s mean crash rates and standard deviations are based on the number of lanes, roadway classification, and whether the roadway is divided. The rates were then checked to see if there was more than one crash, to avoid identifying a location simply based on chance. The remaining segments were then evaluated to determine if they exceeded the mean, and if so, was it by more than one standard deviation. Only one segment was found to exceed the mean plus one standard deviation; that segment was Bulen-Pierce Road between Duvall Road and Shepherd Road.

6.0 TRAFFIC VOLUMES AND LEVELS OF SERVICE (2008 AND 2030) Key Intersections Four intersections in the study area were identified as key locations that justified capacity analyses. These intersections were chosen as they currently carry large volumes or are anticipated to by the design year (2030). Those intersections not identified as key locations are minor intersections that carry low volumes of local traffic. The chosen key intersections are:

• US 23 & Duvall Road • US 23 & Shepherd Road • Ashville Pike & Duvall Road • Ashville Pike & Rickenbacker Parkway


Other intersections, which may or may not exist today, may be promoted to key intersections as a function of future investigated alternatives; this would include intersections such as Lockbourne Eastern Road with Duvall Road or Lockbourne-Eastern Road with Rickenbacker Parkway. Such intersections will be investigated at that time tro ensure that geometry and intersection control is recommended which will satisfy operational criteria. Traffic Volumes In order to perform capacity analyses, existing year and design year hourly traffic volumes were required for the chosen intersections. The following methodology was used to develop these volumes based on data provided by MORPC. The MORPC data included a model printout for the 2008 existing conditions travel demand model results, a printout of the 2030 travel demand model results which committed roadway improvements, documentation identifying committed improvements, 2030 truck percentages, and 2030 TAZ boundaries with population and employment values. All of this data has been provided as Appendix 1. Peak period turning movement counts were performed at three of the key locations in 2008. The counts from these locations were determined to represent the existing peak periods adequately and were used as existing year peak period volumes. The US 23 & Shepherd Road intersection was the one location where a count was not performed. Average daily traffic (ADT) volumes and turning movement percentages obtained from the Mid-Ohio Regional Planning Commission’s (MORPC’s) travel demand model were used in conjunction with an assumed K-factor (0.10) and D-factor (65%) to obtain 2030 turning movement volumes between Shepherd Road and US 23. The US 23 mainline volumes from the Duvall Road & US 23 intersection count were carried north for use in calculating through volumes on US 23. The anticipated growth with design year peak hour volumes were calculated using data provided by MORPC from their travel demand model. K (0.10) and D (65%) factors were applied to segment ADTs to get approach volumes. Turn percentages from the model were then applied to the approach volumes to obtain design year turning movements, provided as Attachments 8 and 9. Truck percentages (24-hour) were provided by MORPC from their 2030 travel demand model. These values were not verified by truck counts. Based on common practice, the 24-hour truck percentage was reduced to approximately 55% of the 24-hour percentage to account for the fact that large truck operators typically run their trucks more during off-peak hours. This reduction resulted in the peak hour truck percentages shown below in Table 4.

Road 24-Hour Truck Percentage Peak Hour Truck Percentage

Rickenbacker Parkway 8.3% 5%

Ashville Pike 6.5% 4%

US 23 14.1% 8%

Duvall Road 6.1% 3%

Shepherd Road 7.6% 4%

Table 4: 2030 Travel Demand Model Truck Percentages

Level of Service Level of Service (LOS) is a qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience. The Highway Capacity Manual (HCM), published by the Transportation Research Board, is the standard for determining operational analysis with LOS determinations.


There are a total of six levels of service that represent the possible operating conditions; these levels range from LOS A representing optimum operation, to LOS F representing congested or unstable flow. Each LOS is represented by a range of delay values for interrupted flow conditions at intersections. Typically, LOS C is the goal for freeways and arterials within urban and urbanized areas, but LOS D is permissible with the approval of the local planning organization. Collector and local roadways are usually designed to LOS D. McTrans, a federally sponsored transportation software group, developed a software package entitled Highway Capacity Software (HCS), based on the methodologies in the Highway Capacity Manual. HCS Version 5.1 is a software package that has incorporated all of the analyses included in the current HCM plus additional findings which have evolved from research projects since the current version of the HCM was published. The software follows the same method for level-of-service computation as the HCM, and therefore is typically considered acceptable for LOS analysis. Table 5 lists the delay ranges for signalized and unsignalized intersection analyses.

Signalized Unsignalized

A ≤ 10 ≤ 10

B >10 - 20 >10 - 15

C >20 - 35 >15 - 25

D >35 - 55 >25 - 35

E >55 - 80 >35 - 50

F >80 >50

Level of ServiceDelay (sec/veh)

Table 5: LOS Criteria for Intersections

Level-of-Service Results Capacity analyses were performed for each key intersection in the study area using the 2008 and 2030 traffic volumes discussed in the Traffic Volumes section. The results from the analyses are presented in Table 6. In those instances where an unsignalized intersection experienced failing (LOS F) operations, capacity analyses were run using the existing geometry with a signalized traffic control. This analysis was conducted to determine if the failing operations might be improved with a signalized control. If no improvement was observed then the failing operations are likely related to insufficient lanes or lane capacity. These analyses did not consider the addition of turn lanes or other improvements, nor was the intersection analyzed to determine if a traffic signal was warranted. Analyzed signal control timings were developed by balancing approach delay per ODOT’s preferred methodology. Cycle lengths were assumed to be 90 seconds. HCS reports for the discussed analyses are provided in Appendix 2.


Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS

Yes 2008 AM 63.1 E 20.9 C 63.8 E 15.9 B 47.0 D

Yes 2008 PM 34.3 C 28.1 C 8.1 A 34.4 C 27.6 C

Yes 2030 AM 433.9 F 713.6 F 409.9 F 706.2 F 529.0 F

Yes 2030 PM 227.0 F 607.7 F 225.9 F 601.1 F 483.6 F

No 2008 AM 275.3 F 0.0 A 28.0 D

No 2008 PM 272.8 F 0.0 A 10.9 B

No 2030 AM * F 0.0 A 752.9 F

No 2030 PM * F 0.0 A 19.3 C

Yes 2008 AM 31.8 C 31.2 C 8.8 A 24.8 C

Yes 2008 PM 43.3 D 5.0 A 44.1 D 32.9 C

Yes 2030 AM 224.1 F 733.0 F 228.5 F 138.6 F

Yes 2030 PM 401.4 F 6.9 A 432.7 F 296.6 F

No 2008 AM 12.0 B 12.2 B 7.4 A 7.5 A

No 2008 PM 11.8 B 11.3 B 7.5 A 7.4 A

No 2030 AM * F * F 10.8 B 10.9 B

No 2030 PM * F * F 16.6 C 8.7 A

Yes 2030 AM 570.2 F 41.4 D 557.1 F 29.2 C 346.1 F

Yes 2030 PM 648.3 F 14.2 B 678.7 F 414.7 F 508.6 F

No 2008 AM 7.3 A 7.7 A 8.6 A 8.4 A

No 2008 PM 7.1 A 7.4 A 7.5 A 7.2 A

No 2030 AM 832.8 F 116.2 F 995.2 F 792.8 F

No 2030 PM 235.2 F 532.5 F 333.5 F 382.3 F

Yes 2030 AM 214.7 F 1484.0 F 1397.0 F 934.1 F

Yes 2030 PM 13.8 B 653.3 F 618.0 F 455.2 F

US 23 and

Shepherd

Road

Ashville Pike

and Duvall

Road

Ashville Pike

and

Rickenbacker

Parkway

Delay units: seconds per vehicle

* - Value is too large too be calculated

Table 6: Capacity Analysis Results for Study Area Intersections

Overall

US 23 and

Duvall Road

Delay and LOS results for major approaches at unsignalized locations represent the left-turn delay.

Intersection SignalizedTime

Periods

Eastbound Westbound Northbound Southbound

The US 23 and Duvall Road intersection currently operates at LOS D overall with two approaches at LOS E. By 2030, the intersection reaches LOS F, with all approaches at LOS F. The design year average delay for the intersection is almost ten and a half minutes. These results imply that the intersection will need substantial capacity improvements by the design year to operate acceptably. The US 23 and Shepherd Road intersection was found to fail today on the Shepherd Road approach. By the design year, the failure will reach a point that is currently beyond calculation by HCS. Additionally, US 23 southbound will experience considerable queues caused by traffic desiring to turn onto Shepherd Road which cannot find gaps, thus queuing in the left-most through lane. Signalized capacity analyses were performed for the intersection to determine if the existing geometry could manage the intersection, if signalized. Signalization resolved the poor operation for 2008 but could not relieve the failing design year operations.


Ashville Pike and Duvall Road was found to operate at an acceptable LOS today, with no approach below LOS B. By 2030, however, the eastbound and westbound (stop-controlled) approaches will reach exceedingly poor LOS F conditions. This degradation is due to the lack of available gaps due to the substantial increase in traffic on Ashville Pike. Signalizing the intersection by the design year, does not resolve the failing operations calculated for 2030. Therefore, this intersection will need improvements other than simply signalizing the existing conditions. The all-way stop controlled intersection at Ashville Pike and Rickenbacker Parkway currently operates at LOS A overall and on each approach; however, the local development and completion of the Rickenbacker Parkway Loop will cause the operations at the intersection to decrease considerably. By 2030, the intersection was found to be at LOS F on all approaches and overall. In the AM peak hour, the overall delay for the intersection is over thirteen minutes. Signalizing the intersection by the design year, does not resolve the failing operations calculated for 2030. Therefore, this intersection will need improvements other than simply signalizing the existing conditions. Each intersection fails considerably by the design year. It is not unusual for intersections to require minor capacity improvements within 20+ years, but the level of failure due to the projected growth in the region is massive. These results strongly enforce the need for capacity improvements within the study area to manage planned development.

7.0 TRAVEL TIME ANALYSIS A travel time analysis was performed for the existing roadway network to better understand the travel speeds throughout the network. Data was collected from 6:30 to 8:30 AM and 3:30 to 5:30 PM to capture the peak periods of the day. The 4.76 mile route began on US 23 southbound at Shepherd Road. The vehicle turned left at Duval Road, then left at Ashville Pike, and left at Rickenbacker Parkway, ending at the intermodal facility; the route was then repeated in the opposite direction. The driver never exceeded the posted speed limit to not skew the data. For each peak period, seven runs were made in each direction. The runs for each direction/peak period were averaged and plotted versus the ideal travel time for the runs based on posted and implied speed limits. Attachments 10 and 11 depict the results from the analyses. In the figures, flatter slopes imply less time between measurement points, thus faster speeds. The line identified as unimpeded flow represents the time it would take a vehicle traveling at the posted or assumed speed limit that does not experience delays. As anticipated the unimpeded flow is faster than the measured flow. The differences were caused by the actions of other motorists, school buses loading students, compliance with stop signs and traffic signals, and yielding to opposing traffic. The impediments resulted in reduced travel times of 97 seconds in the AM and 53 seconds in the PM traveling from the IMF and Rickenbacker Parkway intersection to the US 23 and Shepherd Road Intersection and 168 seconds in the AM and 127 seconds in the PM in the reverse direction. The primary cause for this difference is located at the US 23 and Duvall Road intersection. Traffic traveling westbound on Duvall Road have a simple right-turn movement to travel north on US 23 which doesn’t oppose any other movement; however, traffic traveling southbound on US 23 that desire to go eastbound on Duvall Road have a permitted left-turn which must cross substantial volumes on US 23 northbound.


From ToTime

Period

Average

Measure

Travel Time

Average

Measured

Speed

Unimpeded

Travel Time

Unimpeded

Average

Speed

AM534.86

seconds32.04 MPH

PM494.17

seconds34.68 MPH

AM463.57

seconds36.97 MPH

PM419.67

seconds40.83 MPH

46.71 MPH

Table 7: Travel Time Results

US 23 & Shepherd

Road

Rickenbacker

Parkway &

Intermodal Facility

Rickenbacker

Parkway &

Intermodal Facility

US 23 & Shepherd

Road

366.84

seconds

In an attempt to predict the impact to travel speeds by the anticipated growth in the region, the existing travel time data was projected using the HCS analysis results for 2030. To forecast the change from the 2008 field calculations listed in Table 7, comparable HCS analyses were calculated for 2008 (Attachment 12 details this comparison). In order to calculate 2030 travel times, signalized analysis was utilized (at all of the existing unsignalized intersections) because a delay could not be calculated in HCS for some of the movements. For this process, it was assumed that the travel times between the analyzed intersections would remain the same as measured (it should be noted that this assumption does not account for the fact that speeds will lower as more traffic and new/busier driveways appear along the measured path). The difference in travel time between 2008 and 2030 is substantial. Traveling from Shepherd Road to the intermodal facility increases from approximately 7-8 minutes in 2008 to over 50 minutes in 2030. In the opposite direction, a trip that currently takes approximately 8 minutes will take three times that in the design year.


8.0 SUMMARY The purpose of the project is to provide better east-west connectivity between US 23 and the developing Rickenbacker Global Logistics Park Area. Increased truck traffic as a result of the Norfolk Southern intermodal facility and associated development has been utilizing local and rural road networks to access major travel corridors (e.g., US 23, I-270, I-71). Currently, no corridor exists on the southwest side of Rickenbacker Airport that can serve predicted traffic from existing and future development. The mostly rural roads to the south and west of the airport lack the design and capacity to handle substantial levels of traffic. The Pickaway East-West Connector would provide a corridor on the southwest side of the airport to service the predicted traffic and address the needs. The study area contains several possible environmental red flag locations and any Conceptual Alternative Solution will need to minimize potential disturbance with historic resources, farmland, ecological features, threatened or endangered species, and hazardous material sites. The needs of the surrounding community and the potential impacts to social, economic and environmental resources will be considered in evaluation of concepts to address the transportation needs. The following represents a summary of existing and future conditions identified in the study area: Socioeconomic Characteristics The project area was growing at a rate double the county and four times the state average from 1990 to 2000; however, since 2000 the county’s rate has slowed considerably and the same growth rate is anticipated in the census tracts. In addition, because of the low per capita income and the percentage of persons living below the poverty level, the Project Team needs to weigh possible solutions verses the affects they could have on these disadvantaged populations. Affected Environment The following resources were identified during preliminary research for completion of the Red Flag Summary Report and should not be considered exhaustive. Field identification and verification studies will be conducted in later steps of the project development process and will provide more exact qualitative and quantitative data necessary for preparation of environmental documents.

� The Duvall House (PIC-0649-03) and The Teays Valley Day School (PIC-0650-03), which are both located north of Duvall Road just east of the railroad tracks, are determined eligible for inclusion on the National Register of Historic Places. Historic Ohio and Erie Canal parallels US 23.

� The National Wetland Inventory, Ohio Wetland Inventory, and soil survey maps indicate a presence of wet areas throughout the project study area which were confirmed by field investigations. Three waterways, the Scioto River, Big Walnut Creek, and the Bullen Ditch are located in the study area. The area west of US 23 on SR 762 appears to be a bog. Almost all of the study area located west of US 23 to the Scioto River is located in FEMA FIRM Zone AE (100-year Floodplain). Cattails are present in areas of disturbance, i.e. roadside ditches, as well as potential wetland areas and retention pond fringes. Many domestic wells exist in the area, with the possibility of static water levels impacting construction of storm or sanitary sewers. Potential Indiana bat habitat may be present throughout portions of the study area.

� A Phase I ESA is recommended for 9301 US 23, 9155 Ashville Pike, 3014 Duvall Road, and 10237 Ashville Pike.


� A potential Section 4(f) resource, The State of Ohio Mackey Ford Wildlife Area is located both north and south of Duvall Road just west of US 23.

Transportation Network Many of the roads in the study area are rural in nature and are insufficient for handling increased levels of freight traffic projected as a result of the newly opened intermodal facility and nearby economic development around Rickenbacker International Airport. By providing the appropriate infrastructure and removing heavy freight trucks from other rural roads that are unable to safely handle the increased demand, the project will improve safety for those traveling in the region surrounding the airport. Crash History Three year crash data (2005-2007) was evaluated to determine intersection and non-intersection related locations with elevated crash rates. Two intersections, Duvall Road/Bulen-Pierce Road and Duvall Road/Ashville Pike, had elevated crash rates and the intersection of US 23/Duvall Road had a large number of crashes which also implies safety concerns. One segment of roadway, Bulen-Pierce Road between Duvall Road and Shepherd Road, had an elevated crash rate. Traffic Volumes and Level of Service (2008 & 2030) Capacity analyses were completed at four intersections within the study area for the existing year 2008 and the design year 2030. Each intersection fails considerably by the design year. It is not unusual for intersections to require minor capacity improvements within 20+ years, but the level of failure due to the projected growth in the region is massive. These results strongly enforce the need for capacity improvements within the study area to manage planned development. Travel Time Analysis A travel time analysis was performed for the existing roadway network to better understand the travel speeds throughout the network. The route analyzed was 4.76 miles from US 23 southbound at Shepherd Road to Duval Road (eastbound), then Ashville Pike (northbound), and left at Rickenbacker Parkway (northbound), and ending at the intermodal facility. A substantial difference was noted in the US 23 route to the intermodal facility due to the signalized left turn across US 23 at the Duvall Road intersection. In an attempt to predict the impact to travel speeds by the anticipated growth in the region, the existing travel time data was projected using the HCS analysis results for 2030. The difference in travel time between 2008 and 2030 is substantial. Traveling from Shepherd Road to the intermodal facility increases from approximately 7-8 minutes in 2008 to over 50 minutes in 2030. In the opposite direction, a trip that currently takes approximately 8 minutes will take three times that in the design year.

Pickaway East-West Connector – Existing and Future Conditions Report

ATTACHMENT 1

CURRENT & PLANNED RICKENBACKER CAMPUSES

Rickenbacker Global

Logistics ParkIntermodal Campus

Rickenbacker Global Logistics Park

Air Cargo Campus

RickenbackerInternational

Airport

Rickenbacker Global Logistics ParkNorth Campus

Norfolk SouthernIntermodal Facility

Rickenbacker Global Logistics ParkRail Campus

tu23

1 inch = 4,000 feet

¯

Franklin County

Pickaway CountyStudy Area

Attachment 1: Current & Planned

Rickenbacker Campuses

tu23

317

317

Pickaway CountyEngineer's Office


ATTACHMENT 2

STUDY AREA

GF GF

tu23

Ashville Pike

Duvall Road

Lo

ckb

ou

rne

Eas

tern

Ro

a d

As h

v il l e

Pik

e

Shepherd Road

Bu

len

-Pie

rce

Ro

ad

Ash

vill e

Pik

e

Franklin County

Pickaway County


Intermodal CampusNorfolk SouthernIntermodal Facility


Air Cargo Campus

Rickenbacker P

kwy W

Rickenbacker Pkwy E

Big Walnut Creek

Scio

to R

iver

RickenbackerInternationalAirport

AEPPicwayPlant

Mackey FordWildlife Area

Pic

way

Ro

ad

Two MobileHome Parks

Bul

en D

itch

Two MobileHome Parks

StructuresDetermined Eligible for inclusion on NRHP

1 inch = 2,000 feet ¯

Study Area

GF Determined Eligible for NRHP

Streams

Parcels

County Line

RGLP Campuses

Railroad

DD

D D

Bulen-Pierce Road

Roadway and Bridge arePermanently Closed

Sh

eph

erd

Ro

a dMiller Road

Bu

len

-Pie

rce

Ro

ad

Airbase Road

ROSS

PIKE

WOOD

KNOX

STARK

DARKELICKING

ADAMS SCIOTO

WAYNE

MIAMI

UNION

HURONSENECA

GALLIA

MEIGS

LOGAN

LORAIN

BROWN

ALLEN

ATHENS

HARDIN

ASHTABULA

HENRY

CLARK

PERRYNOBLE

BUTLER

TRUMBULL

PUTNAM

BELMONT

VINTON

FRANKLIN

MERCER

ERIE

MEDINA

MUSKINGUM

PREBLE

HIGHLAND

HANCOCK

SUMMITPORTAGE

FULTON

SHELBY

LUCAS

MONROE

MARION

FAIRFIELD

HOLMES

PICKAWAYGREENE

GEAUGA

CLINTON

GUERNSEY

MORGAN

WASHINGTON

FAYETTE

WARRENHOCKING

LAKE

JACKSON

WILLIAMS

COSHOCTON

CARROLL

PAULDING

DELAWARE

DEFIANCE

CUYAHOGA

AUGLAIZE

HAMILTON

WYANDOTCOLUMBIANA

VAN WERT

HARRISON

MAHONING

SANDUSKY

CHAMPAIGN

OTTAWA

MADISON

RICHLANDASHLAND

MORROW

CLERMONT

TUSCARAWAS

LAWRENCE

JEFFERSON

CRAWFORD

MONTGOMERY

StudyArea

Existing At-GradeRailroad Crossing


Attachment 2: Study Area


ATTACHMENT 3

CENSUS TRACTS

PICKAWAY

FRANKLIN

FAIRFIELD

MADISON

FAYETTE

HOCKING

tu23

Study Area

Census Tract 212

Census Tract 214

Census Tract 211

��270

��71

tu23

tu33

tu62

tu22

tu22

Attachment 3: Study Area Census Tracts


Ü0 5 102.5 Miles


ATTACHMENT 4

RED FLAG MAP

GF GF

tu23Ashville Pike

Duvall Road

Lock

bo

urn

e E

aste

rn R

oad

Ash

ville

Pik

e

Shepherd Road

Bu

len

-Pie

rce

Ro

a d

Ash

vil le

Pik

e

Franklin County

Pickaway County

Norfolk SouthernIntermodal Facility

Rickenbacker Pkw

y W

Rickenbacker Pkwy E

Big Walnut Creek

Scio

to R

iver

Miller Road

RickenbackerInternational

Airport

AEPPicwayPlant

Mackey FordWildlife Area

Pic

way

Ro

ad

Bul

en D

itch

FIRM Zone AE(100 Year Floodplain)

StructuresDetermined Eligible for inclusion on NRHP

hg

hg

9155 Ashville Pike

9301 US 23

hg

10237 Ashville Pike

hg3014 Duvall Road

Aban

doned

Ohio & Erie Can

a l

1 inch = 2,000 feet

Study Area

GF Determined Eligible for NRHP

Canal

NWI Wetlands

Streams

100 yr Floodplain ¯

Ash

ville

Pik

e

Bulen-Pierce Road

Sh

eph

e rd

Ro

a d

Attachment 4: Red Flag Map

Pickaway CountyEngineer's Officetu23

DD

D D

Roadway and Bridge arePermanently Closed


ATTACHMENT 5

LOCAL STREET NETWORK


ATTACHMENT 6

STUDY AREA EXISTING CONDITIONS (ROADWAYS)

Road Name OrientationNumber of

Lanes

Functional

Classification

Posted Speed

Limit

Ashville Pike E-W/N-S 2 Rural Local Not Posted

US 23 N-S 4Rural Principal

Arterial55 MPH

Bulen-Pierce Road N-S/E-W 2 Rural Local Not Posted

Lockbourne-Eastern Road N-S 2 Rural Local Not Posted

Rickenbacker Parkway N-S/E-W 2 Rural Local 45 MPH

Airbase Road E-W 2 Rural Local Not Posted

Shepherd Road E-W/N-S 2Rural Minor

CollectorNot Posted

Duvall Road E-W 2 Rural Local 45 MPH

Picway Road N-S 2 Rural Local Not Posted

N-S - North-South

E-W - East-West

N-S/E-W or E-W/N-S - There is a bend in the road that transitions the orientation. The predominant orientation in

the study area is listed first.

Attachment 6. Study Area Existing Conditions


ATTACHMENT 7

SEGMENT CRASH RATES

Road Crashes

Segment

Length

(Miles)

2005 ADT 2006 ADTCrash

Rate

IJK Mean

Crash Rate

IJK

Standard

Deviation

Results

Rickenbacker Parkway Ashville Pike Lockbourne Eastern Road 1 0.51 300 306 5.851865 3.23155 7.6508 Too few crashes

Airbase Road Ashville Pike Lockbourne Eastern Road 0 0.51 600 612 0 3.23155 7.6508 Too few crashes

Duvall Road western study limit US 23 4 0.95 3200 3264 1.177369 3.23155 7.6508 Less than mean

Duvall Road US 23 Bulen-Pierce Road 7 1.14 1400 1428 3.926909 3.23155 7.6508 Greater than mean

Duvall Road Bulen-Pierce Road Ashville Pike 4 0.99 1300 1326 2.782705 3.23155 7.6508 Less than mean

Duvall Road Ashville Pike Lockbourne Eastern Road 3 0.51 1100 1122 4.787889 3.23155 7.6508 Greater than mean

Shepherd Road US 23 Bulen-Pierce Road 0 0.69 2300 2346 0 3.24706 5.3316 Too few crashes

Shepherd Road Bulen-Pierce Road Ashville Pike 0 0.61 2300 2346 0 3.24706 5.3316 Too few crashes

Bulen Pierce southern study limit Duvall Road 1 0.41 100 102 21.93675 3.23155 7.6508 Too few crashes

Bulen Pierce Duvall Road Shepherd Road 9 1.51 100 102 53.36436 3.23155 7.6508 Greater than mean + std. dev.

Picway Road US 23 Shepherd Road 1 0.64 100 102 13.98961 3.23155 7.6508 Too few crashes

Ashville Pike northern study limit Shepherd Road 0 0.40 4200 4284 0 3.24706 5.3316 Too few crashes

Ashville Pike Shepherd Road Rickenbacker Parkway 3 1.49 2000 2040 0.901344 3.23155 7.6508 Less than mean

Ashville Pike Rickenbacker Parkway Airbase Road 3 0.52 1800 1836 2.869664 3.23155 7.6508 Less than mean

Ashville Pike Airbase Road Duvall Road 4 1.03 1500 1530 2.31802 3.23155 7.6508 Less than mean

Ashville Pike Duvall Road southern study limit 1 0.38 1400 1428 1.678277 3.23155 7.6508 Too few crashes

Lockbourne-Eastern Road Rickenbacker Parkway Airbase Road 0 0.49 100 102 0 3.23155 7.6508 Too few crashes

Lockbourne-Eastern Road Airbase Road Duvall Road 1 1.04 600 612 1.434832 3.23155 7.6508 Too few crashes

Lockbourne-Eastern Road Duvall Road southern study limit 1 0.36 200 204 12.28527 3.23155 7.6508 Too few crashes

US 23 Pickaway Power Plant Road Picway Road 0 0.27 30200 30804 0 1.0778 1.4196 Too few crashes

US 23 Picway Road Shepherd Road 2 0.65 30100 30702 0.091524 1.0778 1.4196 Less than mean

US 23 Shepherd Road Duvall Road 14 0.96 31500 32130 0.414507 1.0778 1.4196 Less than mean

US 23 Duvall Road southern study limit 11 0.45 30900 31518 0.703546 1.0778 1.4196 Less than mean

Between

Too few crashes - There was only 0 or 1 crash on the segment during the three year period. Regardless of the crash rate, the frequency was too small.

Greater than mean - The rate was higher than the average rate, but not signifiantly.

Greater than mean and std. dev. - The rate was higher than the mean plus 1 standard deviation, thus it was signifiantly high.

IJK information is from the 2007 3-year IJK tables.

Attachment 7. Segment Crash Rates


ATTACHMENT 8

2008 PEAK HOUR VOLUMES


ATTACHMENT 9

2030 PEAK HOUR VOLUMES


ATTACHMENT 10

TRAVEL TIME RESULTS (IMF TO US 23)

300

360

420

480

Tim

e (

Se

con

ds)

Attachment 10. Travel Time Results:

Intermodal Facility to US 23 and Shepherd Road

Ric

ke

nb

ack

er

Pa

rkw

ay

& I

nte

rmo

da

l F

aci

lity

Ash

vil

le P

ike

& R

ick

en

ba

cke

r P

ark

wa

y

Pik

e &

Air

ba

se R

oa

d

Ash

vil

le P

ike

& D

uv

all

Ro

ad

0

60

120

180

240

-0.5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Tim

e (

Se

con

ds)

Location (miles)

AM

PM

Unimpeded Flow

Ric

ke

nb

ack

er

Pa

rkw

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Ash

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& R

ick

en

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Ash

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ike

& A

irb

ase

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Ash

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& D

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Ro

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Du

va

ll R

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d &

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d

Du

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ll R

oa

d &

US

23

US

23

& S

he

ph

erd

Ro

ad


ATTACHMENT 11

TRAVEL TIME RESULTS (US 23 TO IMF)

300

360

420

480

540

Tim

e (

Se

con

ds)

Attachment 11. Travel Time Results:

US 23 and Shepherd Road to Intermodal Facility

Du

va

ll R

oa

d &

Bu

le-P

ierc

e R

oa

d

Du

va

ll R

oa

d &

US

23

US

23

& S

he

ph

erd

Ro

ad

0

60

120

180

240

300

-0.5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Tim

e (

Se

con

ds)

Location (miles)

AM

PM

Unimpeded Flow

Ric

ke

nb

ack

er

Pa

rkw

ay

& I

nte

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da

l Fa

cili

ty

Ash

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ike

& R

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en

ba

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ark

wa

y

Ash

vil

leP

ike

& A

irb

ase

Ro

ad

Ash

vil

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ike

& D

uva

ll R

oa

d

Du

va

ll R

oa

d &

Bu

le

Du

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ll R

oa

d &

US

23

US

23

& S

he

ph

erd

Ro

ad


ATTACHMENT 12

HCS BASED TRAVEL TIME RESULTS

From ToTime

Period

Average

Measure

Undelayed

Time

Average

Measure

Delayed Time

2008 HCS

Delayed Time

2030 HCS

Delayed Time

Measure Travel

Time

2008 HCS Based

Travel Time

2030 HCS Based

Travel Time

AM 476.57 58.29 35.03 2690.6534.86 seconds or

~9 minutes511.6 seconds or

~9 minutes3167.17 seconds or ~53 minutes

PM 468.00 26.17 28.66 2596.4494.17 seconds or



~51 minutes

AM 430.14 33.43 40.15 1690.5463.57 seconds or



PM 412.84 6.83 47.02 1043.1419.67 seconds or



US 23 & Shepherd RoadRickenbacker Parkway

& Intermodal Facility

Rickenbacker Parkway & Intermodal Facility

US 23 & Shepherd Road

Attachment 12. HCS Based Travel Time Results (seconds)

pickaway east-west connector pid # 83666 · 2011. 10. 27. · 3 pickaway east -west connector –...

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