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Existing Conditions
This study contains the intersection of SR 44 and Hosford Road (TR-00078), located in Chardon Township,
Geauga County. SR 44 is classified as a Principal Arterial (FC=3) with limited access control, posted for a
statutory speed limit of 55 MPH, carrying an average annual daily traffic of 11,950 as reported in ODOT
Transportation Data Management System for 2016. Hosford Road is classified as a Local Road (FC=7) with
an ADT of 2664 vpd, expanded from recent turning movement count data. The speed limit on Hosford
Road is 45 MPH, established on Speed Limit Revision T-65015, effective April 2008. Hosford Road
approaches to SR 44 are stop controlled.
The following pertinent traffic control devices exist in advance of the intersection:
Hosford Road:
• Dual STOP AHEAD (W3-1) located east and west of intersection (includes yellow reflective post
strips)
• Dual STOP (R1-1) located at intersection, “CROSS TRAFFIC DOES NOT STOP” plaques, right-hand-
side STOP signs enhanced with solar-powered LED borders (includes red reflective post strips)
SR 44:
• Dual Intersection Ahead Warning Signs (W2-1) (with street name plaques) located north and
south of intersection
• White edge line transition from 12’ off centerline to 24’ off centerline, to allow passing of turning
vehicles; taper occurs over 250’ approaching Hosford and 200’ trailing; trailing taper also allows
for acceleration of right turners from Hosford Road
• Yellow centerline marked for “No Passing” on both approaches to Hosford Road
Figures 2 and 3 below show existing the physical sight distance provided from the stop bars is in excess of
minimums for intersection sight distance for 60 MPH, 665’ for left turns per LDM V1 Figure 201-5. Sight
distance obstruction outside of vehicles do not appear to be obstructing sight distance.
The intersection of Hosford is skewed approximately 72 degrees, near the lower recommended limit of
70 degrees for unsignalized intersections. The orientation of the skew is such that drivers must turn their
heads past 90 degrees to view oncoming traffic from the left,
and look through the passenger side of the vehicle to
observe traffic approaching from the right. It is noted that
the frame of certain vehicles can block a driver’s view of the
right approach, as seen in the photograph to the right. This
condition is not outside the experience of motorists; when it
occurs, drivers must move their heads to look around the
obstruction, or take an extra moment to confirm a large
enough gap in traffic is present in oncoming traffic.
HSP History
The preceding 5 years Highway Safety Improvement Program safety priority lists for Rural Intersections
were reviewed to determine if this intersection has been ranked previously. This intersection has not
appeared on HSIP lists dating back to 2012. This intersection has not been identified previously as a part
of ODOT’s annual screening of safety priority locations on the state highway system.
In considering the role of accident experience, this office reviewed crash data back to 2013. While
Warrant 7 discusses a review of a 12-month crash history, District prefers to also evaluate 3-year crash
history, in an effort to eliminate any short-term bias that may occur due to temporary, “macro”-level
changes in traffic patterns that may occur for a variety of reasons beyond the knowledge and control of
ODOT.
Within the last 12 months, (July 2016 to June 2017), a total of 8 crashes occurred at SR 44 and Hosford,
including one tragic fatal crash that claimed the lives of two teenage boys. Six of these eight crashes were
determined to be correctable by signalization. Five of the six crashes resulted in either an injury or fatality.
Six injury crashes exceed the minimum of five crashes within a 12-month period to meet condition (B) of
Warrant 7. In all six crashes, the at-fault vehicle was westbound on Hosford Road. In one of the crashes,
the WB motorist went around a SB left turner and fled the scene, though his actions caused a NB through
to lock his brakes and fish-tail into the SB left turner.
Within the last 36 months, (July 2014 to June 2017), only two additional crashes occurred at this
intersection, and neither is correctable with installation of a traffic signal. (One crash was a collision with
a deer, and the other was a rear-end collision between two vehicles on the WB approach of Hosford Road.)
Within a broader context, the recent trend of six “preventable” collisions appears to be out-of-line with
the historical crash performance of the intersection, which, until just recently, appears to have been
satisfactory.
Condition (A) of Warrant 7 calls for “adequate trial of alternatives” as a condition of meeting the crash
experience warrant. To date, no trial of countermeasures has occurred, with the exception of replacing
the right-hand “STOP” signs with LED-enhanced borders. Consequently, this office determines that
Warrant 7 is not met.
The results of the signal warrant analysis are presented as follows:
Suggested Countermeasures
Short Term:
• Install STOP signs with LED-enhanced borders on both approaches. Signs installed on June 15,
2017.
• Reposition Hosford Road stop bars about 20’ closer to SR 44 to improve motorists’ visibility of
conflicting traffic on SR 44.
• Add a second stop bar at Hosford WB approach to SR 44 to require two stops, one before the
multi-use path, and one closer to SR 44. The presence of two stop bars is intended to give drivers
a visual cue to perform to separate assessments of oncoming traffic to provide a better
opportunity to ensure a conflicting vehicle is not hidden in a driver’s blind spot.
• Monitor crash activity to determine whether recent crash trends persist.
Medium Term:
• Consider installing a Collision Warning System (CWS.) This system would warn SR 44 of traffic
waiting to enter or cross SR 44. An enhanced system could provide positive guidance to Hosford
Road traffic entering/crossing SR 44 to advise whether a sufficient gap exists. Presently CWS’s are
not in use in Ohio, but are being considered deployment at a few select locations on a pilot basis.
• Consider converting the intersection to a fully signalized intersection at some point in the future
when warranted; however, this change is expected to require roadway modifications beyond
simply adding a traffic signal. The unusual edge line taper (increasing pavement width to 24’ at
the intersection) cannot be retained, since appropriately-designed turn slots would have to be
provided to store queued traffic on SR 44 approaches when SR 44 traffic is stopped. The existing
taper rates do not meet design standards, and significant pavement widening would be required
to form opposing left turn slots with neutral offset.
Appendix A:
CAM Tool Summary Tables
GEA-44-19.69 (Hosford)-Last 12 Months, Correctable by Signalization
Number
Total 6
DAY_OF_WEEK Number %
Friday 2 33.3%
Tuesday 2 33.3%
Wednesday 1 16.7%
Monday 1 16.7%
Grand Total 6 100.0%
ROAD_CONTOUR Number %
Straight Level 5 83.3%
Straight Grade 1 16.7%
Grand Total 6 100.0%
Number %
Total 6 100.0%
TRAFFIC_CONTROL1 Number %
Stop Sign 6 100.0%
Grand Total 6 100.0%
DRIVER_ALCOHOL1 Number %
No 6 100.0%
Grand Total 6 100.0%
DRIVER_DRUGS1 Number %
No 6 100.0%
Grand Total 6 100.0%
GEA-44-19.69 (Hosford)-Last 12 Months, Correctable by Signalization
DIRECTION_FROM1 Number % DIRECTION_TO1 Number %
East 5 83.3% West 5 83.3%
West 1 16.7% North 1 16.7%
Grand Total 6 100.0% Grand Total 6 100.0%
Number
Total 10
DAY_OF_WEEK Number %
Tuesday 4 40.0%
Monday 3 30.0%
Friday 2 20.0%
Wednesday 1 10.0%
Grand Total 10 100.0%
ROAD_CONTOUR Number %
Straight Level 9 90.0%
Straight Grade 1 10.0%
Grand Total 10 100.0%
Number %
Total 10 100.0%
TRAFFIC_CONTROL1 Number %
Stop Sign 7 70.0%
Pavement Markings 3 30.0%
Grand Total 10 100.0%
DRIVER_ALCOHOL1 Number %
No 10 100.0%
Grand Total 10 100.0%
DRIVER_DRUGS1 Number %
No 10 100.0%
Grand Total 10 100.0%
GEA-44-19.69 (Hosford)-Last 36 Months, All Crashes
DIRECTION_FROM1 Number % DIRECTION_TO1 Number %
East 6 60.0% West 6 60.0%
North 2 20.0% South 2 20.0%
West 2 20.0% East 1 10.0%
Grand Total 10 100.0% North 1 10.0%
Grand Total 10 100.0%
07:00 AM 1 5 0 6 38 10 2 50 2 87 3 92 3 81 9 93 241
07:15 AM 1 5 1 7 32 15 2 49 2 81 2 85 2 107 6 115 256
07:30 AM 3 2 2 7 44 5 2 51 1 93 3 97 4 101 4 109 264
07:45 AM 4 4 1 9 44 4 5 53 1 64 3 68 4 116 7 127 257
Total 9 16 4 29 158 34 11 203 6 325 11 342 13 405 26 444 1018
10:00 AM 2 2 2 6 14 3 3 20 3 81 5 89 1 93 4 98 213
10:15 AM 3 1 2 6 8 3 4 15 2 84 3 89 2 67 5 74 184
10:30 AM 2 3 2 7 19 2 1 22 5 92 1 98 0 84 3 87 214
10:45 AM 2 5 0 7 9 4 1 14 4 72 1 77 2 85 4 91 189
Total 9 11 6 26 50 12 9 71 14 329 10 353 5 329 16 350 800
11:00 AM 2 0 2 4 5 5 4 14 6 76 2 84 2 89 8 99 201
11:15 AM 1 5 0 6 6 1 3 10 1 67 3 71 0 81 7 88 175
11:30 AM 2 2 2 6 10 2 6 18 2 90 1 93 1 107 7 115 232
11:45 AM 2 0 2 4 5 5 6 16 1 77 3 81 2 99 5 106 207
Total 7 7 6 20 26 13 19 58 10 310 9 329 5 376 27 408 815
Grand Total 81 197 82 360 795 212 148 1155 162 4404 94 4660 103 4691 701 5495 11670
Apprch % 22.5 54.7 22.8 68.8 18.4 12.8 3.5 94.5 2 1.9 85.4 12.8
Total % 0.7 1.7 0.7 3.1 6.8 1.8 1.3 9.9 1.4 37.7 0.8 39.9 0.9 40.2 6 47.1
P&A 60 187 81 328 763 200 146 1109 157 4124 70 4351 102 4390 668 5160 10948
% P&A 74.1 94.9 98.8 91.1 96 94.3 98.6 96 96.9 93.6 74.5 93.4 99 93.6 95.3 93.9 93.8
B&C 21 10 1 32 32 12 2 46 5 280 24 309 1 301 33 335 722
% B&C 25.9 5.1 1.2 8.9 4 5.7 1.4 4 3.1 6.4 25.5 6.6 1 6.4 4.7 6.1 6.2
Appendix C:
Signal Warrant Analysis
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