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Indiana Highway Safety Improvement Program
Benefits Kokomo and Could Benefit You

     In March of 2000, I attended Road School at Purdue University.  One of the presentations was given by Rick Whitney, Chief Financial Officer for the Indiana Department of Transportation.  As usual, Rick did a fine job explaining the funds available to communities in Indiana through InDoT.  One statement, however, caught my attention….something about $6 million in a safety funds.

     After the session I questioned Rick about these funds and how they could be accessed.  He directed me to John Nagle, Safety/Congestion Management Engineer, at InDot.  In conversations with John I found the funds were to be used for projects which correct the most hazardous locations in the state and to fund programs which are nationally recognized to reduce the number and severity of crashes.

     After several conversations with John, and Federal Highway representatives, we were able to submit the first request for Hazard Elimination Safety (HES) funds in May of 2001.  In August of 2001 we were awarded $1.1 million for the intersection of Boulevard and Dixon.  That project was completed in the summer of 2002.  Thanks to Rick, John, and FHWA for their cooperation and efforts toward the success of this project.

     Since then we have received additional projects totaling over $1.5 million for Kokomo.  I hear you…..so what can I do to get some of these funds………...follow the leader:

1.      InDoT and FHWA sent all MPO Directors a memo entitled “Guidelines for the Indiana Highway Safety Improvement Program”.  This is an excellent reference for your use.  Contact John Nagle at 317-232-5464 if you need an additional copy.

2. I have included our first application narrative for Dixon Road and Boulevard for your
   information.  I believe this is a good format to follow and one the selection committee has approved
   and is familiar with.

3. In addition to the narrative, we included maps of the area, input from the planning commission and other pertinent support, severity calculations (from the National Cooperative Highway Research Program Report 263), and a benefit/cost ratio spreadsheet.  Feel free to contact us if you would like our examples.

     Sometimes we get stingy with available funds for our communities, but HES funds are available to any community willing to put forth the effort and apply.  I’m happy to share our success story and I hope you will have your own success stories in the future.

SAFETY DATA ANALYSIS FORM

Project 1:  Dixon Road and Boulevard Intersection

1.   Problem Statement

      This intersection is part of what is commonly referred to as the Dixon Road project in Kokomo and Howard County.  This includes INDOT designation numbers 9285521, 9285522, 9285523, 9285524, 8700435 and 8985570.  The overall Dixon Road project will widen Dixon Road from 2 to 4 lanes from Alto Road (CR250S) to Judson Road (CR200N), a span of 4.5 miles.  It will be coordinated with projects to add traffic signals and left turn lanes at Alto Road, Lincoln Road, Boulevard, Defenbaugh Road and Markland Avenue.

The Dixon Road project, a key component of the metropolitan long-range transportation plan and transportation improvement program, should relieve most current and future congestion along the corridor.  Most of Dixon Road from Lincoln to Defenbaugh, including the Boulevard intersection, has been operating at level of service D or worse since 1994.  Without the improvements, traffic flow on Dixon Road is expected to deteriorate to level of service E or F from Lincoln to Sycamore by 2015. (Please see the attached maps from the long-range plan in Appendix A.) 

The specific intersection at Boulevard is in the middle of the most highly congested segment (Lincoln to Defenbaugh).  This is contributing to significant safety problems at and around the intersection.  In only the last 3 years (1998-2000), there have been 29 reported crashes at the intersection.  A crash severity ratio of 1.29 has been calculated for Dixon and Boulevard.  (Please see details in item 2, below, the crash analysis.)  It also is evident that continuing residential and commercial development in the corridor and nearby, surrounding areas will place added pressure on the corridor, the Boulevard intersection and other intersections in the corridor. (Please see plan commission information in Appendix B.)

Although the long-range plan originally called for construction of the Dixon Road project for the 1996-2000 time frame, complications with an earlier project (Alto Road) and a lack of funding have delayed the Dixon Road project.  Only now is phase 1 (Boulevard to Markland) getting underway.  Without additional funding, the balance of phases for the project may not be completed until perhaps 2014.

2.   Crash Analysis

a.  Severity Index

A severity ratio of 1.29 was calculated for the intersection.  We utilized a methodology found in NCHRP Report 263, Simplified Procedures for Evaluating Low-Cost TSM Projects, October 1983.  Under this methodology, a severity ratio of 1.0 or higher denotes a likely problem for more detailed examination to pinpoint specific causes.  This process has been used by KHCGCC over the years.  The specific calculations are provided in Appendix C.

b.  Collision Diagram

The collision diagrams for the intersection are found in Appendix D.  Please notice an abundance of rear end and right angle collisions 

3. Crashes by Type and Severity

An analysis of traffic accident reports for the 3-year period of 1998 through 2000 indicates 29 crashes at the intersection.  There were 14 rear end collisions, 12 right angle collisions and 3 additional crashes that related to attempts to execute a left turn across oncoming through traffic.  Of the 29 total crashes, 8 resulted in personal injuries, and 21 caused property damage only.  This information is summarized in the table, below:

d.  Roadway Design Standard Deficiencies

Analysis by the Kokomo Department of Engineering, Traffic and Inspection Services found the deficiencies at this intersection to be insufficient lane capacities to handle the peak hour traffic demands and the existing traffic control (four-way stop signs).  These deficiencies cause unacceptable congestion, fuel consumption and driver delay.

5. Crash Reduction

The best way to reduce the crash rate, relieve congestion, and reduce driver delay and fuel consumption at this intersection is to construct additional traffic lanes and install a traffic signal.  The additional traffic lanes will move the traffic closer to the intersection and, with the installation of a traffic signal and turn lanes, be able to platoon those vehicles more efficiently through the intersection in a timely manner.

3.   Proposed Project (Cost and Schedule)

The proposed project is to install traffic signals and turn lanes at the intersection of Dixon and Boulevard.  This project would then be coordinated with the Dixon Road added travel lanes project, currently under construction, on both sides of the intersection.  The Dixon Road added travel lanes project will widen Dixon Road from the current 2-lane cross-section to 5 lanes (4 lanes plus left turn lanes). 

      The estimated cost of the intersection improvement project is $600,000.  This project is currently planned for construction during the FY 2002-2003 timeframe.  The city has plans on file for the intersection improvements, and this project could proceed to construction if funding is available.

4.      Justification

      a.  Benefit/Cost Ratio

We have utilized the economic analysis procedures provided in the INDOT Design Manual, Part V, Volume II, Chapter 50 to compute a benefit/cost ratio for this project.  We developed a spreadsheet to facilitate computation of the data.  The following factors were utilized/assumed for the calculations:

• The crash data provided earlier in this form, for the 3-year period of 1998-2000.

• An Accident Reduction Factor (ARF) of 80 percent, based on Design Manual Figure 50-2G, page 50-2(31), for the improvement of “add signal.”  For the right angle collisions, the factor listed is 80 percent.  For rear-end collisions, the factor is computed as 90 percent minus 1 percent for every 2,000 vehicles per day.  Given our current count of 18,950 vehicles entering the intersection, this would reduce the ARF for rear-end collisions to approximately 80 percent, as well.  After a discussion with John Nagle of INDOT, we agreed not to add on additional ARF credits for the left turn lane aspects of the project, leaving a simplified but somewhat conservative accident reduction credit for the improvement.

• Service life of 10 years for the improvements.  Although the City of Kokomo has normally experienced service life in excess of 20 years for traffic signals, John Nagle suggested we utilize the factor of 10 years noted in Design Manual Figure 50-2B, page 50-2(7).

• Accident costs (per accident) of $27,000 for a fatal or personal injury and $3,000 for property damage.  These figures are based on the category for local urban routes, as prescribed in Design Manual Figure 50-2A, page 50-2(6).

• Initial project cost of $600,000, based on our estimate from the Kokomo Department of Engineering, Traffic and Inspection Services, as noted earlier.

• Annual maintenance cost (AMC) of $6,600.  This is based on possible minor maintenance of the traffic signal plus one potential resurfacing and restriping of the turn lane portion of the improvement within the project service life.  These are city estimates, based on our project experience.

• Salvage value of $2,000 by year 10, decreasing to $1,000 by year 20.  This is, of course, a rough approximation for all materials and equipment involved in the project.

§         Other factors, including accident projection factor (APF), interest rate factor (4%), present worth factor (PWF), capital recovery and other needed formula values were taken from the appropriate charts in the Design Manual.  These include Figures 50-2C, 50-2E and 50-2F.

On the basis of the above assumptions, and utilizing the Design Manual methodologies and our spreadsheet, we have calculated a benefit/cost ratio of 1.028 for this project.  This includes the use of conservative accident reduction factors and a service life of only 10 years.  The B/C ratio would increase to 1.427 for a 15-year service life and to 1.774 for a 20-year service life.  A copy of the benefit/cost spreadsheet is provided in Appendix E, and a diskette with the spreadsheet calculations for this project and our other safety projects is included.

2. (Other) Secondary Benefits and Considerations

In addition to the benefit/cost analysis, above, there are other important factors to consider in evaluating the benefits of the project and the cost of not proceeding with the proposed project.  While difficult to quantify, these considerations include the following:

§         The areas along Dixon Road and the Dixon-Boulevard intersection are experiencing high business and residential growth.  Much of this portion of Dixon Road is lined with business and industry.  In addition, this southwestern portion of the community is experiencing some of the highest new residential growth. (See plan commission information in Appendix B.)  With the upcoming widening of Dixon Road, new business developments are expected.  This will add traffic to Dixon Road and the Dixon-Boulevard intersection.  Average daily traffic on Dixon Road near Boulevard is expected to grow from the current level of approximately 14,000 to over 22,000 following completion of the Dixon Road added travel lanes project.

§         The Dixon-Boulevard intersection is less than one mile from the Boulevard Elementary School and Kokomo High School.  This contributes to the peak hour traffic as well as considerable student traffic during the lunch hour.  With Kokomo being an automobile-oriented community, a high proportion of the high school students drive their autos to school, and many of them use Dixon Road to access fast food restaurants on the northwest side of town during lunchtime.  Thus, a high percentage of inexperienced teen drivers is present in this area.

§         The city’s most prominent park setting, Highland Park is just 1½ mile from the Dixon-Boulevard intersection.  This park is a popular destination and a significant traffic generator on the weekends and during the summer.  For many people on Kokomo’s west side, Dixon Road and Boulevard are a part of the trip.

§         When the overall Dixon Road added travel lanes project (from Alto to Judson) is completed, Dixon Road may be an attractive north-south travel alternative to Washington Street and, in some cases, U.S. 31, for people on the west side of Kokomo.  There is also discussion among planners and engineers in the community concerning a possible future project to link north Dixon Road to U.S. 31 via U.S. 35 on the north side of Kokomo.  Preliminary model runs indicate this may have some value as a reliever for U.S. 31 traffic.  The next long-range plan update will examine this potential project in more detail.

5.                                          Priority Recommendation

There is no question the Dixon-Boulevard intersection project is a high priority in this community.  The Dixon Road added travel lanes project is the MPO’s number one priority in both the long-range metropolitan transportation plan and the 3-year transportation improvement program (TIP).  Kokomo and Howard County will devote the majority of their federal-aid highway funding to this project through the life of TEA-21 and most likely the next highway funding reauthorization.  The Boulevard intersection is a key, strategic location in the Dixon Road corridor because of its high traffic volumes, crash severity rate and proximity to businesses, schools, residential areas and parks. 

With specific regard to safety, our most recent traffic accident summary report, covering the years 1998 through 2000, indicated the Dixon-Boulevard intersection to have a high severity ratios (1.29) in comparison to most other intersections in the metro area.  Thus, the current safety conditions also support the designation of the Dixon-Boulevard intersection as a top priority in Kokomo and Howard County. 

6.   FHWA Safety Reporting Requirements