03-02 Resolution
RECORD OF RESOLUTIONS
Deyten legel Blenk Ce., Ferm Ne. 30045
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,! Resolution No. .. 03-02 Passed ..
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A RESOLUTION TO APPROVE
POST ROAD/U.S. 33 INTERCHANGE
JUSTIFICATION STUDY
WHEREAS, the City of Dublin has completed and has obtained approval from the
Ohio Department of Transportation for the Post Road/U.S. 33 Interchange
Justification Study, including the location and realignment of existing and future
streets, highways, and roadways within the municipality; and
WHEREAS, the City recognized the importance of transportation planning and
conducting traffic studies from time to time, as conditions warrant; and
WHEREAS, the City Administration, the Planning and Zoning Commission and the
City Council require a traffic study on which to base decisions and on land use and
zoning changes, as well as publicly-initiated capital improvement projects; and
WHEREAS, the importance of upgrading the Post Road/U.S. 33 interchange and
potential of development activities in the area has been recognized by the City; and
WHEREAS, the City is aware of both the future traffic demand along the U.S.
33/S.R. 161 corridor and protection and preservation of future right-of-way; and
WHEREAS, the projected traffic volumes require an ultimate reconfiguration of the
interchange as shown in exhibit 3A of the Study dated April, 2001; and
WHEREAS, the Union County Engineer has reviewed and concurs with the
recommendation of the City of Dublin,
NOW, THEREFORE, BE IT RESOLVED by the Council of the City of Dublin,
State of Ohio, 1 of the elected members concurring:
Section 1. That the Interchange Justification Study, dated April, 2001, prepared
by CH2M HILL be approved by the City Council, and Option 3A as approved by
ODOT be utilized by the City in land use and decision-making processes.
Section 2. That City Council urges Union County to adopt this study and work in
concert with the City of Dublin in transportation planning and land use process.
Section 3. This resolution shall take effect upon passage in accordance with
section 4.04(a) of the Revised Charter.
Passed this J..ffh day of FehrlJt:Jry ,2002.
~-
ayor - reSI mg Icer
Attest:
Office of the City Manager
5200 Emerald Parkway, Dublin, Ohio 43017-1006
Phone: 614-410-4400/ Fax: 614-410-4490 Memo
CITY OF DVHLlN
To: Members of Dublin City Council
From: Marsha Grigsby, Acting City Manager
Date: January 10, 2002
Re: Resolution No. 03-02
Resolution Approving the Post RoadlU.S. 33 Interchange Justification Study
Initiated by: Balbir S. Kindra, Director of Engineering/City Engineer....:-~
\:_j ().. <-
Attached, please find a copy of Resolution No. 03-02 for your consideration. Accompanying
material was provided to you in last Council packet.
Your approval of this resolution will assist staff in coordinating transportation efforts with other
agencies and potential future developers in the vicinity of the interchange.
Attachment
T:ICouncillCouncil 2002\Post Road US33 Interchange Justification Study Memo 2.doc
CITY OF DUBLIN
Office of the City Manager
5200 Emerald Parkway, Dublin, Ohio 43017-1006 Memo
Phone: 614-410-4400/ Fax: 614-410-4490
To: Members of Dublin City Council
From: Marsha Grigsby, Acting City Manager
Date: December 28, 2001
Re: Post Road/U.S. 33 Interchange Justification Study
f> S v--.
Initiated by: Balbir S. Kindra, Director of Engineering/City Engineer ~
In the 2000 budget, funds were made available to conduct the Post Road/U.S. 33 "Interchange
Justification Study".
The purpose of the study was to determine the ultimate geometric configuration of the interchange
with projected traffic, as per the Dublin Community Plan, and to address current development
activities in the area.
As indicated in my earlier memo (dated October 12,2001 regarding project updates) that we are
waiting for approval of this study by the Ohio Department of Transportation (ODOT), and upon its
approval, we will request your approval by a resolution.
The study now has been approved by the ODOT and as indicated in the attached letters of December 5
and 12,2001, and in the interoffice memorandum dated November 19,2001.
The study evaluated several alternatives and simulated traffic for each alternative for the year 2025, as
design year traffic based on projected and current land uses in the area, as per the Dublin Community
Plan. Some alternatives required further refinements, analysis and traffic simulation for varied
geometrics and traffic signal configurations. After significant input from ODOT and the Union
County Engineer, Alternative 3A, as shown in figure 4 on page 17, was determined to be the best
alternative that would meet long-term traffic needs of the community and provide better overall service
without imposing limitations on future widening of U.S. 33. The traffic report was submitted earlier in
the year to ODOT for approval with concurrence of the Union County Engineer. Attached is also a
copy of an aerial map showing this configuration.
This interchange is only partially in the City of Dublin and comes with a relatively large price tag of
$11.5 to $12 million dollars. Earlier, this council had raised issues concerning the ramp meter at
Avery-Muirfield Drive and in my memo of October 12,2001, (and in earlier project updates), I
informed you that the ramp meter will also be necessary for the Post Road interchange. Removal of
the ramp meter will require adding additional through lanes on S.R. 161/U.S. 33.
Memorandum to City Council
December 28, 2001
Page 2
We are suggesting that the City Council adopt this report and urge the Union County Engineer to do
likewise. Adoption of this report will help us, as well as Union County, to guide development in and
around this interchange.
The City may also consider the following options towards implementation of construction:
1. Seek Federal and State funding through MORPC and TRACT (Transportation Review Advisory
Council). The time frame could be ten to fifteen years if qualified for funding.
2. Design with City funds. In addition to the City's construction funding seek OPWC (Ohio Public
Works Commission) and other funding (i.e. State Economic Development funds). Time frame will
be 3 to 4 years.
3. Design with City funds. In addition to City's construction funding seek OPWC (Ohio Public
Warks Commission) funding. The time frame may be 3 to 3-1/2 years.
4. Design and construct with City own funds. The whole operation of design and right-of-way
acquisition can be completed within three years.
For options 2, 3 and 4, design work is relatively simple and can probably be done at a cost of $500,000
to $750,000. Option one will require several significant studies, i.e. "Major Investment Study"
possibly at a cost of $1 million dollars +, Environmental Assessment Studies (probably at $500,000),
right-of-way/easement takes, as per federal regulations adding significant cost and time for acquisition,
design standards and reviews, as per ODOT and FHW A design standards, public hearing and
documentation. Filing for the TRAC application itself will require some level of investment for
preliminary data collection and study.
Our past experience shows that for Federal funding, after ten to fifteen years of process and work, the
City will probably pay at least 50% of the total cost of the project. Inflation itself will accelerate the
cost of the project probably three times greater than originally envisioned by engineers. The design
process for option I, 2 and 3 are one and the same. However, design process option 4 is significantly
different and cannot be performed independently without ODOT involvement and approval along each
step of the way at a relatively high cost.
City staff has began dialog with MORPC and ODOT in connection with adding additional lanes along
U.S. 33/S.R. 161. MORPC has agreed to conduct a MIS (Major Investment Study) for this purpose,
that some day may lead to Federal/State funding for it. However, the Post Road interchange can be
viewed as an independent project and City Council could decide on its own suitable means and
methods.
In conclusion, we suggest that you approve the attached report by adoption of Resolution No.
and provide guidance to staff for further actions for implementation.
T:ICouncillCouncil 2002\Post Road US33 Interchange Justification Study. doc
- OHIO [)EBA..RT?v1ENrr OF TRi\NSP()Rl:A.TION
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~ i'! GEI'<n:U,L ()fTICE. F.O. !3C)X c3S)9. GOU";-v1Bl '5. OHIO ,1:3216-0899
~ .
~ Decem bel'l 2, 200 I
Mr. BalbiI' S. Kindra. P.E.
Dublin City Engineer
5800 Shier-Rings Road
Dublin, Ohio 43016-1236
Re: Freeway Access Modification
UNI-33 @ Post Road Interchange
Dear Mr. Kindra:
This letter is in response to the study dated April 17, 2001, that identified a preferred alternative for the
reconfiguration of the US 33 and Post Road interchange in Dublin.
After reviewing the study, ODOT concurs with the recommendation that Alternative 3A be the preferred
alternative that should be carried forward into the next phase of environmental and design. Alternative 3A
has been approved by ODOT with regard to the Freeway Access Modification requirements, provided ramp
metering is installed and in operation by the date stated in the study. Any diversion from the design shown
in Alternative 3A must be submitted to ODOT District Planning and the Office of Roadway Engineering
before construction begins so that the operational effects of the change can be determined. Ifthe changes
are sign ificant, a revision to the study may be required or else the original approval wi II be void. If the
opening day of the project is delayed beyond the opening day identified in the study, new traffic projections
may be required and the study updated to provide the twenty-year design operation with the updated traffic
volumes.
If you have any questions please call Dirk Gross in the Office of Roadway Engineering Services at (6 I 4)
752-5576.
Respectfully,
~
Larr F" Sutherland
Deputy Director
Office of Roadway Engineering Services
LFS:DB~
C: R. Lorello (0-6) - G. Channel (0-6) - Reading File - File
" OHIO DEPARTME~'T OF TRA.."JSPOFUl\TION
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,~ - tYSll~JC1- t).~J() f:~.~'-ST\'VILIJ.\;,,1 S-lT<j.:ET, [)EL:\V,>"d<r, (.JHfO Lt...3() 1 t:) {(LlO.J 'lj6~_y 1 ~;_~) ~ f;-'<....~ (f..~/),l r)6!J-t:>.~<;))
December 5, 2001
Balbir Kindra, P,E.
City of Dublin
5800 Shier-Rings Road
Dublin, Ohio 43016-1236
RE: Post Road, US 33/161
Interchange Justification Study
Dear Mr. Kindra:
The Ohio Department of Transportation has reviewed the study for the above mentioned location,
It has been determined from the Office of Engineering Services (OES), Alternative 3A is acceptable
for the interchange improvement project.
The Ohio Department of Transportation's District Six Office is also in agreement with the studies
recommendation of Alternate 3A.
If there are any questions or comments please contact me at the below number ext. 345
Respect:; d2 !
...~ .X~
Gregory S. Channel
Access Management Coordinator
GSC:sh
c: Reading File
Location File
I'&P1201.004
inter-office . .
C011lmUnlcatlon
To: J. R. Marchbanks, District 6 Deputy Director
Attention: Greg Channel
From: Larry F. Sutherland, D.O., Roadway Engineering Services
By: Dirk B. Gross, Permits & Studies Engineer
Date: November 19,2001
Subject: Interchange Modification Study, UNI-33 @ Post Road, City of Dublin,
This Office has completed its review of the study dated April!7, 2001, for proposed access modification and
associated interchange improvements of the US 33 and Post Road interchange.
We concur with the study's recommendation of Alternative 3A as the preferred design. Given the difficulties
of the existing street system Alternative 3A provides the best operation, least right-of-way impacts, lowest
potential cost, while meeting design layout requirements as closely as possible.
ODOT recommends that Alternative 3A be carried forward as the basis for environmental and preliminary
design.
I f you have any questions, please call Dirk Gross at (614) 752-5576 or Larry Sutherland at (614) 644-1203.
~
Enclosure
c: J. R. Marchbanks (D-6) - R. Lorello (D-6) - B. Kindra (City of Dublin) - Reading File - File
.
Fli~.A.L ENGINEERING REPORT
Post Road at US 33
Interchange Study
Prepared for
APRIL 2001
CH2MHILL
CH2M HILL Ohio, Inc.
One Dayton Centre, Suite 1100
One South Main Street
Dayton, Ohio 45402
937.228.4285
Introduction
The interchange of Post Road at US 33 serves as one of two access points linking the City of
Dublin to US 33 (see Figure 1). fu the City's Community Plan, the interchange was identified as
an "futerchange Gateway", and is widely recognized as a critical point of entry into the Dublin
Community.
The City is presently experiencing tremendous economic growth and development, which has
significantly increased traffic demand along nearby corridors - including the adjacent
interchange of Avery Road. fu a previous study, interchange improvements were identified for
the A very Road interchange which will accommodate projected traffic growth at that
interchange. The recommended improvements were subsequently approved by the Ohio
Department of Transportation (ODOT) and the Federal Highway Administration (FHW A) and
are currently being constructed.
As development occurs in the future, it is expected that traffic demand at the Post Road
interchange will increase dramatically as well. fu January of 2000, the City of Dublin retained
CH2M HILL to conduct an interchange study to develop cost-effective improvements for the
interchange which will be necessary to accommodate projected traffic growth. This report
documents the process, results, and recommendations of the 12-month planning level study.
Figure 1 -Interchange Location Map
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C 0 U N T Y WJ.So DELAWARe
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Existing Conditions f;"..~';:;;^-"#;~IiA~3N2'.s~~*;e..)wc~~t;!~,RW1;.',*,k~.):'~~&~;~:~$?'iWJ$~:~i)f~~_.~
, .... '. . .,,,,,,;t;"'~"""ll(""'1
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Post Road at US 33 is a tight diamond
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interchange - with approximately 600 feet L.... ~
between the interchange ramp intersections. In
the vicinity of the interchange, Post Road .. .W'IJ'I(!>T. d .
provides a five-lane typical section, with two ' , "","i~!i~'~ '.'C,c . .... ..5 '., . ~.,j';:!0."i;'~B',<:Y '"",
lanes in each direction and a center left-turn 1>" .... i
lane (See Photo 1), Outside the interchange L ·
')'-C"_' ..'..0.. _,c'- .,' 'I
area, Post Road tapers back to provide a 2-1ane l.t/ I
rural facility, with one lane in each direction,
shoulders, and open ditch drainage. t~~:~~~",.~,.Y<Z"",,_w"""'~""J";Y" ......._...'. '""."0("~,,,,;'(".j~' ~.,',.-.," , ,...~
Photo 1 - Post Road looking west under
US 33
As illustrated in Photo 1, the center lane area is
also used to support a center bridge pier, which
reduces the amount of storage length for left
turn-lanes. This restriction creates back-ups
into the through lanes, which restricts the
capacity of the interchange. The short left-turn
storage length is illustrated in Photo 2.
Photo 2 - West Ramp Terminal - Note the
short westbound left-turn lane
,"- ~. ",.. il)";',,,,;o,'.':';:k:/,,:';;'..J;C;;;;.,,,,<: ,\.":4-'-"""'" -~_;;:\;:, ",-';,;;.\,,-,';':'_f<"-"} ~}<. -"'.c',,:',- ,.,:~_:'"
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US 33 is a 4 lane, rural divided freeway with ,~
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grade separated interchanges throughout (See
Photo 3). US 33 is a critical corridor highway, 'i;
0:
connecting Dublin to the Columbus ...:
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metropolitan region (via I-270) to the east and "'i~f"'..'~.:l'"
Marysville to the west. US 33 is presently _""'""'r;......!lii.li,~4I'- "',
4/'J".;;t;iF:~' " '
experiencing significant congestion in peak
hour time periods - particularly east of Post
Road. ~~.
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Photo 3 - US 33 East of Post Road.
Looking West
The geometrics at the subject interchange are illustrated in Figure 2 (next page).
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Figure 2 (f)
Existing Interchange Geometries
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Traffic Volumes
Existing traffic volumes at the Post Road Interchange were based on traffic volumes collected by
ODOT, and modified slightly based on volumes collected by Barton-Aschman for a previous report.
The Barton-Aschman study was also used for volumes at the Hyland-Croy intersection. Traffic
volumes at the A very Road interchange were extracted from the A very Road Interchange Study
conducted by URS in 1987.
The existing data was supplemented by manual and machine counts conducted by CH2M HILL at the
Industrial Parkway/Post Road interchange and the US 42 Interchange. The resulting peak hour traffic
volumes are shown in Figure 3, below.
Rgure 3
Existing Traffic Volumes
N,
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T-,
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4
Level of Service Analysis
Peak hour traffic conditions on freeway elements were analyzed using the latest edition of HCS, a
microcomputer based software package which simulates analysis techniques prescribed in the
Highway Capacity Manual. Analyses of at-grade intersections along Post Road were analyzed using
Synchro. This software was chosen for analysis of the arterial corridor since the software
incorporates: 1) provisions for assessment of traffic operations with signal coordination; 2) graphical
interface which allows visual assessment of traffic flow and queue length requirements; and 3)
additional performance measures (for comparison of improvement alternatives).
Rgure 4
Existing Levels of Service
~
A/A
Ail. PEA/( HOUR PM PE..AK HOUR
TRAFFIC SIGNAL
STOP SIGN
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The results of these analyses show that the Post Road corridor is presently operating at fairly good
levels during peak conditions. The analyses, which were confirmed with field observations, indicated
that intermittent congestion is occurring at the Industrial ParkwayIPost Road intersection. This
congestion is mainly attributable to left-turning traffic backing up through traffic, while waiting for a
gap in opposing traffic.
5
Planning Framework
A project-planning framework was established to guide the development and selection of a preferred
alternative. The term "framework" refers to inputs, assumptions, constraints, and policies applied to
the planning of alternative improvements. The framework, which was established with input from
ODOT, FHWA, and the City of Dublin is discussed in this section.
Transportation Plans
The basic planning framework for the surrounding roadway system is outlined in the City's Long-
Range Transportation Plan. Among the key future improvements are:
1) Realignment of Post Road (east of the interchange) to emphasize Post Road as the primary east-
west connector route. This realignment will include realignment of Legget Road;
2) Extension of Eiterman Road to Tuttle Crossing;
3) Interchange Improvements at Avery Road, which will include a ramp meter for eastbound on-
ramp traffic. This restriction can be expected to divert a portion of the Avery Road traffic to the
Post Road Interchange;
4) Emerald Parkway extension, including a new crossing of US 33/SR 161 (under construction);
and,
5) Extension of Tuttle Crossing west to Rings Road.
These transportation improvement elements are illustrated in Figure 5, next page.
Existing and Future Land-Use
In the vicinity of the Post Road Interchange, the existing land-use is predominately rural in nature. As
stated previously, development pressure is presently pressing outward from the east. According to the
City's Land-Use Plan, it is expected that significant office space will be developed in the vicinity of
the interchange. In addition, significant residential development is expected in the areas surrounding
the interchange. The planned land-use patterns were incorporated into the design traffic volumes.
Planning Level Design Criteria
Operational and design criteria are essential elements for a useab1e framework of alternative
development. The following criteria was used for assessment of feasible alternatives:
. Design speed to equal existing speed limits;
. Level of service (LOS) "0" minimum required for all freeway elements;
. LOD "0" desirable for at-grade intersection, with LOS "E" minimum;
. Vertical and horizontal profiles in accordance with ODOT's Location and Design Manual.
Design Year Traffic Volumes
Assessments offeasible alternatives were based on design year 2025 traffic volumes. The forecasted
traffic volumes were developed by Barton-Aschman as part of a citywide transportation model. The
forecasted volumes included the existing plus committed roadway system and the latest land-use
planning. These volumes, which were subsequently certified by ODOT, are given in Figure 6.
6
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Post Road Interchange
City of Dublin, Ohio
Figure 5 (f)
Planned Thoroughfare System CH2MHILL
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Post Road Interchange
City of Dublin, Ohio ~
Figure 6
Design Year 2025 Peak Hour Traffic Volumes CH2MHILL
Development of Feasible Alternatives
The interchange alternatives were developed to accommodate design year 2025 traffic volumes.
These alternatives were developed using a tiered approach. In the first step, a wide array of
alternatives was developed in accordance with the planning framework. These alternatives were then
screened against their relative cost and operational benefit, to establish a collection of feasible
alternatives. The feasible alternatives were presented to City staff, ODOT, and FHW A, and further
refinements were identified. A complete swnmary of this process is presented in this section.
No-Build Alternative
A good measure of the need for highway improvements can be made by assessing the quality of
design year operations on the existing system (i.e., no-build alternative). These assessments are
shown in Figure 7 below,
Rgure 7
Alternative 0 - No Build
Lfiff.l!.Q
A/A
AM PEAl{ HOUR plJ PEAK HQIJR
, TRAFFIC SICNAL
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The results of these analyses show that the Post Road corridor is expected to suffer ex1remely poor
levels of service under design year conditions. The east (northbound on/off) ramps are expected to
operate at unacceptable levels of service - particularly during the evening peak hour. In addition, the
adjacent intersections (Hyland-Croy and Industrial Parkway) would be expected to fail during a large
portion of the day. Clearly, geometric improvements will be required to accommodate the expected
future traffic volumes.
9
Alternative Interchange Configurations
As shown in Figure 7, the interchange area is expected to fail under design year conditions. As a
starting point towards identifying improvements for the Post Road corridor, alternative interchange
configurations were developed -- in conformance with the planning framework.
As part of the screening process, four basic interchange configurations were considered:
I) Existing Diamond Interchange Configuration with Corridor Widening
2) Loop Off-Ramps
3) Loop On-Ramps
4) Single Point Urban Interchange
The key features of these alternatives are discussed as follows.
Alternative 1 - Corridor Widenin~
Under Altemative 1 (see Figure 8), Post Road would be widened to provide three lanes in each
direction, in addition to a two-lane center median. The existing 4-span overpass structures would be
removed and replaced with a 1-span (clear span) overpass structure. In order to accommodate the
additional superstructure depth, Post Road would be reconstructed to lower the profile approximately
one foot.
Figure 8
Alternative 1 - Corridor Widening - 1
I -
I L.EJiE1I.Q
A/A I
AN PEM HOflR PI/ PEAK HOUR
! TRAFFfC SfGNAL
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I I
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Advantae:es Disadvantae:es
. Relatively Low Cost . Low residual capacity
. Minimizes Right-of-Way Impact . Undesirable level at east ramps
. Aesthetically pleasing (Clear-span (Ramp B)
Underpass)
10
Alternative 2 - Loop Off-Ramps
Under Alternative 2 (see Figure 9), the Post Road interchange would be reconfigured to provide
loop-off ramps in diagonal quadrants. This scheme would dramatically improve the level of service
at ramp terminal intersections. In addition, construction of the Ramp E (loop ramp) would convert
the heaviest ramp turning movement (under both exiting and future conditions) from a left-turn to a
right-turn movement.
However, this scheme would also shorten the distance between the east ramps and Hyland-Croy
Road. In order to maximize this distance, and prevent operational problems associated with closely
spaced traffic signals, it would be necessary to design extremely tight geometrics on Loop Ramp E.
This design would include minimum radius, design speed, and maximum superelevation. As a result,
the deign would complicate possible future widening of US 33.
Rgure 9
Alternative 2 - Loop Off-Ramps
~
A/A
AM PEAK HOUR PII PEAK HrJUR
fRAFF Ie SIGH AL
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Advantal!es Disadvantal!es
. Excellent Service Levels . High Right-of-Way impact
. Accommodates highest volume off-ramp . Decreases distance between signalized
movement with loop ranlp intersections
. Creates difficult weaving movements
between off ramps and adjacent
intersections
. Tight (minimum) ramp geometries on
Ramp E
Alternative 3 - Loop On-Ramps
Under Alternative 3 (see Figure 10), the Post Road interchange would be reconfigured to provide
loop-on ramps in diagonal quadrants. This scheme would result in free-flow operations within the
interchange area. lbis alternative also allows superior geometrics (larger radius, lower
superelevation) and higher design speeds.
However, it should be noted that this alternative would also be the most costly, and would
significantly impact right-of-way. In addition, the Industrial Parkway corridor would require
relocation - resulting in a discontinuation of the Industrial Parkway/Eiterman Road corridor.
It should also be noted that under this alternative, the existing 4-span overpass structure design could
be widened - and therefore the existing Post Road profile may not require modification. Although
widening of the existing four-span structure would be significantly less expensive, it would result in
a less aesthetically attractive design than other alternatives.
Rgure 10
Alternative 3 - Loop On-Ramps
LEGEND
A/A
AM PEAK HOUR F'I.{ f'EM HOU~
if TRAFFIC SIGNAL
,
~
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c
R9/0COt9 _
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Advanta2es Disadvanta2es
. Free Flow operations through interchange . Very high Right-of-Way impact
(no signals) . Highest construction cost
. Room for high-end geometrics on loop- . Requires relocation of Industrial Parkway
ramps . Center pier remains - aesthetic concem
12
Alternative 4 - Single Point Urban Interchange
Under Alternative 4 (see Figure 11), a single point urban interchange would be constructed. This
intersection would minimize right-of-way impacts, and will eliminate a signalized intersection from
the corridor - which would increase the spacing between intersections.
However, single point interchange would operate at poor levels of service - particularly during the
PM Peak Hour. This deficiency is mainly attributable to the high volume of traffic turning off Ramp
B to travel west on Post Road (1120 vehicles in Design Year 2025). In addition, future capacity
improvements to the single point interchange would be extremely difficult.
Rgure 11
Alternative 4 - Sin Ie Point Urban Interchan e
I.E.QEli12
/0.//0.
All PE/o./( /tOlfR Pili PEAK HOUR
TRAFFIC SIG/(AL
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.)
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Advantaees Disadvantaees
. Controls ramp traffic at one intersection . Undesirable levels of service
. Increases spacing between signals . Low residual capacity
. Minimizes right-of-way impact . Precludes future improvements
Since this design would operate at an undesirable levels of service, and this alternative would also be
relatively costly, the single point urban interchange was not considered to be a practical alternative.
Refinement of Feasible Alternatives
The feasible alternatives were further refined to narrow the choices towards a preferred alternative.
The specific refinements for each alternative are discussed in the following subsections.
Alternative 1A - Conidor WideningILoolJ Off-Ramp
As stated in the previous section, Alternative 1 (conidor widening) and Alternative 2 (loop off-ramps)
each offered several unique advantages. The conidor widening can be made with minimal disruption
to existing right-of-way. In addition, this alternative would convert the existing 4 span overpass
structure to a 1-span structure, which would significantly enhance the aesthetics of Post Road.
The loop off-ramp from westbound US 33 to westbound Post Road (Ramp E) would convert the
heaviest movement from a left-turn at a signalized intersection to a free-flow right-turn movement.
This improvement would dramatically improve intersection operations, for a relatively modest
construction cost.
Analyses also show that the eastbound to northbound loop ramp (Ramp F) is not as beneficial to the
interchange system. The loop ramp would cany only 260 vehicles and 140 vehicles during the AM
and PM Peak Hours, respectively. In addition, analyses show that the right-turn movement from
Ramp C would require signal control (due to the short weaving distance to Industrial Parkway)-
further reducing the benefit of the loop ramp.
Therefore, Alternative lA was developed to incorporate the best attributes of Alternatives 1 and 2.
This alternative would also include extension of the northbound off-ramp, which would significantly
improve the safety and operations of the northbound diverge area.
Rgure 12
Alternative 1A - Corridor Widening/Loop Off-Ramp
r-- - ~'-"""--'-"''''-''.''''''''''''- ~....- I
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14
Alternative 3A - Loop On-Ramps (with Industrial Parkway Ramp)
As shown previously in Figure 10, Alternative 3 would necessitate relocation of Industrial Parkway,
in order to provide space for the southbound US 33 off-ramp. Since this realignment is not practical,
alternative interchange configurations were investigated.
Through an iterative process, various configurations of the southbound off-ramp were considered.
The alignment, shown below in Figure 13, provided the best balance of cost, operation, and
performance .
Figure 13
Alternative 3A - Loop On-Ramps (with Industrial Parkway Ramp)
I
I LEGEND
r<;- A/A
I AM PEAK HOUR PII PEAK HOUR
I TRAFF Ie SIGNAL
Cj-- \.
I
I , I
I I
I I
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Alternative 3A can be constructed, while maintaining the existing alignment of Industrial Parkway.
Obviously, this alternative will necessitate extensive right-of-way acquisition in the northwest and
southeast quadrants of the interchange.
.
Selection of Preferred Alternative
Alternative 1A and 3A were compared to select a preferred alternative. These comparisons include
assessments of construction cost, right-of-way cost, and performance measures (e.g., total delay,
stops, speed, travel time). The results of these assessments are shown below in Table 1.
Table 1
Comparison of Refined Alternatives
Benefit/Cost No-Build Alternative 1A Alternative 3A
AM PM AM PM AM PM
Performance Index 1180 1450 125 200 173 186
Total Delay 932 1148 97 121 141 126
Travel Time 995 1212 158 184 205 196
Stops 43,000 51,000 8,400 10,500 9,700 9,600
Ave. Speed 2 2 14 11 11 13
Based on the results of these comparisons, Alternative 3A was selected as the preferred alternative-
for the following reasons:
1) The interchange provides two effective loop ramps, which will provide the greatest residual
capacity to accommodate possible variations in future traffic growth;
2) The interchange loop geometrics can be constructed with desirable radiuses and superelevation
rates, which will result in safer and more efficient operations;
3) The design provides interchange symmetry, which can be effectively utilized for aesthetic
treatments; and.
4) Additional improvements can be made to the US 33 corridor, without necessitating reconstruction
of the proposed interchange. This consideration is particularly important, since future
improvements will be required on US 33 to eliminate ramp meter restrictions at Post Road and
A very Road.
The proposed interchange geometrics are illustrated in Figure 14 (next page).
16
--~~ --~- ...
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2- LAN E I
OFF-RAMP
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---- -,U.-Fr/tt- L!<~P/I'
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Figure 14 ~
Recommended Interchange Improvements r
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-------_.._--_.._-_._---_._---------_.__.._,~-.__..._--._-----------------,-_._---~---_.__.,---.__._.._--------------_._--------~------------_._------_._--_._----._.__._--~---~---------_._.- --- ---- --~_. --- - - ---- --------------------- ---- - -- ---- ---------- ----------------- - ----------
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Post Rood Interchange
City of Dublin, Ohio (f)
Exhibit 2
Capacity Restrictions Within the L/ A
Design Year 2025 CH2MHIll
HCS: Signals Release 3.1a
Inter: Post Road @ West Ramps City/St: Dublin, Ohio
Analyst: MJH Proj #: Existing Geometries
Date: 7/2/99 Period: Year 2025 AM Peak Hour
E/W St: N/S St:
SIGNALIZED INTERSECTION SUMMARY
Eastbound Westbound Northbound Southbound
L T R L T R L T R L T R
No. Lanes 0 2 0 1 1 0 0 0 0 1 0 1
LGConfig T L T L R
i- _ume 1031 450 1330 260 200
J le Width 12.0 11.0 12.0 12.0 12.0
[ )R Vol 0
Duration 1. 00 Area Type: All other areas
Signal Operations
phase Combination 1 2 3 4 5 6 7 8
EB Left P NB Left
Thru P Thru
Right Right
Peds Ped
NB Left P SB Left P
Thru P P Thru
Right P Right P
Peds Ped
NB Right EB Right
SB Right WB Right
::;reen 32.0 26.0 13.0
Yellow 4.0 4.0 4.0
All Red 1.0 1.0 1.0
2ycle Length: 86.0 sees
Intersection Performance Summary
Appr/ Lane Adj Sat Ratios Lane Group Approach
Lane Group Flow Rate
::;rp Capcity (s) v/c g/C Delay LOS Delay LOS
-
E tbound
l' 1070 3539 1. 07 0.302 179.5 F 179.5 F
Westbound
L 637 1711 0.78 0.372 34.0 C
l' 1365 1863 1. 08 0.733 176.1 F 140.2 F
Northbound
Southbound
L 268 1770 1. 08 0.151 241.2 F
180.4 F
R 239 1583 0.93 0.151 101. 2 F
Intersection Delay = 162.0 (sec/veh) Intersection LOS = F
.
HCS: Signals Release 3.1a
Inter: Post Road @ West Ramps City/St: Dublin, Ohio
Analyst: MJH Proj #: Existing Geometries
Date: 7/2199 period: Year 2025 PM Peak Hour
E/W St: N/S St:
SIGNALIZED INTERSECTION SUMMARY
Eastbound Westbound Northbound Southbound
L T R L T R L T R L T R
No. Lanes 0 2 0 1 1 0 0 0 0 1 0 1
LGConfig T L T L R
t - 1 ume 1100 660 2150 140 380
le Width 12.0 11.0 12.0 12.0 12.0
; )R Vol 0
,
Duration 1. 00 Area Type: All other areas
Signal Operations
Phase Combination 1 2 3 4 5 6 7 8
EB Left P NB Left
Thru P Thru
Right Right
Peds Ped
WB Left P SB Left P
Thru P P Thru
Right P Right P
Peds X Ped
NB Right EB Right
SB Right WB Right
Green 26.0 21.0 11. 0
Yellow 4.0 4.0 4.0
All Red 1.0 1.0 1.0
Cycle Length: 73.0 sees
Intersection Performance Summary
Appr I Lane Adj Sat Ratios Lane Group Approach
Lane Group Flow Rate
Grp Capcity (s) vie g/C Delay LOS Delay LOS
-
E tbound
T 1018 3539 1. 20 0.288 397.0 F 397.0 F
Westbound
L 609 1711 1. 20 0.356 406.7 F
T 1327 1863 1. 80 0.712
Northbound
Southbound
L 267 1770 0.58 0.151 38.2 D
R 239 1583 1. 77 0.151
Intersection Delay = (see Iveh) Intersection LOS =
.
Summary and Conclusions
The interchange of Post Road at US 33 is presently operating at good levels of service during most
time periods. Although minor congestion is experienced at the existing signalized intersections during
peak time periods, the interchange provides plenty of capacity for the rural character of land-use
patterns within the adjacent areas.
However, development pressure is rapidly progressing out westward from the City of Dublin. Traffic
growth associated with new development has already necessitated improvements to the adjacent
interchange to the east (Avery Road), and is expected to dramatically increase traffic volumes at the
subject interchange as well. In fact, capacity analyses confirm that the projected design year 2025
traffic volumes will overwhelm the available capacity at the existing interchange.
In order to allow for future traffic growth, several interchange improvement alternatives were
developed and analyzed. The purpose of these studies was to identify cost-effective improvements for
the interchange which would be necessary to accommodate future traffic volumes. The results of
these studies produced a recommended interchange modification scheme which will provide adequate
capacity to provide safe and efficient traffic flow through the twenty-five year planning horizon - and
allow for future improvements as traffic growth occurs beyond the design year.
The proposed improvements will include ramp metering of the eastbound on-ramp - which is
necessary at the Avery Road Interchange as well (see Appendix). This ramp meter condition will be
necessary until future improvements to US 33 can be made (including major improvements at the 1-
270 interchange) to restore acceptable levels of service to the freeway facility. It is important to note
that traffic growth is not expected to exceed the ramp meter restriction until the year 2017. Hopefully,
system improvements can be identified, programmed, and implemented before ramp metering at this
location is required.
18
.
APPENDIX
19
TECHNICAL MEMORANDUM CH2MHILL
PREPARED FOR: Balbir Kindra
City of Dublin
PREPARED BY: Mark Hunter
DATE: April 17, 2001
SUBJECT: Post Road Interchange
Ramp Meter Analysis
We have completed assessments of required ramp meter restrictions in connection with the proposed
improvements at the US 33/Post Road Interchange. The results of these analyses are briefly discussed
below.
As part of the A very Road Interchange Study, deficiencies along eastbound US 33 were identified.
These studies show that the existing interchange at US 33/1-270 would operate at Level of Service F
by the Year 2020. In order to avoid allowing additional traffic to access the eastbound US 33 corridor,
ramp metering is proposed as part of the Post Road Interchange improvement program.
Capacity analyses were conducted to identify the capacity restrictions associated with the existing
interchange geometrics. As a starting point towards assessing these restrictions, the existing constraint
associated with the eastbound geometrics (one lane) was considered. According to the Highway
Capacity Manual, a maximum of 1900 vehicles will be able to enter the interchange from the west.
The restricted volumes were analyzed to identify the resulting level of service at the interchange
ramp. It should be noted that these analyses assumed only one through lane in each direction, since
the expected queue lengths within the left-turn lanes would far exceed the available storage capacity.
The results of these analyses show that the west ramp intersection would operate with a v/c ratio of
1.08, and the west ramps would operate with a vlc ratio of 1.80. Therefore, the following ramp meter
restrictions were identified for the Post Road interchange (as illustrated in Exhibit 2):
AM Peak Hour = 1319 vehicles
PM Peak Hour = 1260 vehicles
It should be noted that the ramp meter restrictions will not be necessary until the year 2017 (assuming
linear growth). By comparison, the US 33 corridor east of A very Road is expected to fail by the year
2008. Obviously, significant improvements on US 33 will also be necessary, in the long-term, to
achieve meaningful value from the proposed interchange improvements.
If you have any questions regarding these analyses, please call.
DA Y/RAMP-METER.DOC 1
Certified Design Year 2025 Traffic Volumes
a
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o - 990//690 \. ~;o//o
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LEGEND
200/5qO
AM PEAK HOUR ~ LpM PEAK HOUR
LEGEND
-~- TRAFFIC SIGNAL
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~ a
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.... '" e::,
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<:) Q:: -.1'<:(
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....... Q .:t:Q::
POST ROAD --t--_,
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BE RELOCATED '':j
" POST ROAD WIDENING
TO FIVE LANES IS UNDER
CONSTRUCTION
Post Road Interchange
"" "' 00";"_ 0"'" (f)
Exhibit 1
Existing Interchange Configuration CH2MHILL
Memo
CITY OF DUBLIN
Division of Engineering
5800 Shier-Rings Road
Dublin, Ohio 43016-1236
Phone: 614-410-4600
Fax: 614-761-6506
To: Frank Ciarochi, Assistant City Manager/Director of Development
From: Balbir S. Kindra, Director of Engineering/City Engineer
Re: CIP Project Status Report
Date: October 12,2001
1. Rin2s Road Brid2e Widenin2: Construction began earlier this year. Two outer lanes have
been completed. Two additional lanes will be open to traffic this quarter. Project is expected
to be completed in second quarter of 2002.
2. SR 161 between Riverside Drive and Sawmill Road: Construction began in the summer of
2000. Substantial progress has been made consisting of the LaScala, Franks's Nursery and
Tommy Shopping Center parking lots, the service road and all travel lanes are expected to be
completed this quarter.
3. Emerald Parkway - Phase 7 (between Perimeter Drive and Innovation Drive): Project is
scheduled to open to traffic on October 17. Work on miscellaneous items will continue
through spring of 2002.
4. Tuttle Crossin2 between Emerald Parkway and east of Wilcox Road: City/County
agreement needs to be revisited to include landscaping, additional turn lanes at key
intersections to reflect impact of Southwest Area Traffic Calming Plan. Additionally, it will
be desirable for City to take charge of construction management. The project is currently on
hold.
5. 2001 Annual Street Maintenance Pro2ram: Program is essentially complete.
6. Dublin Road Bikepath Plans: Easements have been acquired. Project scheduled to be
completed in this quarter.
7. Dublin Road Bikepath Tunnel at Memorial Drive: Construction began earlier this
summer. Changes are being made to accommodate connection to Memorial Drive. Project
will be completed this quarter. However, landscaping will be done in spring of 2002.
CIP Project Status Report
October 12,2001
Page 2
8. Water and sanitary sewer line alon2 Hanna Hills Drive, water line in Dublin Manor
subdivision, water line alon2 Dan Sherri A venue, water and sanitary sewer lines alon2
MacBeth and MacDuff Drives. Substantial progress has been made in completing this
project. City of Columbus has been notified for testing completed waterlines. Roads are
being repaired and property owners will be informed within the next 30 days about
availability of water and sewers for connection.
9. Southwest Area Traffic Calmin2 Plan: Chicanes and traffic circle on Norn Street are
complete. Wilcox and Innovation intersection is ready for paving. Construction work is
expected to be completed in this quarter. Landscaping will be completed in spring of 2002.
10. Construction of turn lanes in connection with Lowe's at Dublin Center and Village
Parkway and adjustment of the radius return at Dublin Center Drive and Banker's Drive is
current under contract. Work is expected to be completed in the second quarter of 2002.
11. Construction for replacement of retainin2 wall alon2 Blacksmith Lane in Old Dublin is
complete.
12. Storm Sewer Improvements: Construction of the next phase of storm sewer improvements
is 90% complete for the 2000 program for Forest Run Drive, Riverside Drive at Wendy's,
Tonti Drive and Hanna Hills.
13. Post RoadlSR 161/US 33 Interchan2e Justification Study was initiated in December 1999
and is complete and waiting for approval from ODOT and FHW A. A resolution will be
presented to you at a later date asking you to adopt this study.
14. Storm sewer maintenance contract was awarded in year 2000 and option was renewed in
2001. Over 1200 structures have been inspected and repaired. Over 70 catch basins and
several hundred feet of pipe has been repaired. Work will continue to address additional
city-wide items.
15. Temporary Traffic Si2nal at the intersection of Glick Road and Muirfield Drive has been
installed. Design of permanent traffic signal, with turn lanes, etc., is scheduled for
completion in 2001. Construction for permanent traffic signal will take place in 2002.
16. Tuttle Crossin2 between Wilcox Road and A very Road: Initiation of design work is
waiting for decision by City Council on road alignment.
17. A very Road and Brand Road brid2e and reali2nment project is complete.
18. Waterford Drive & South Hi2h Street Sidewalk construction: Bid is expected to be
awarded by City Council at its meeting of October 15. Construction is expected to be
completed this quarter. Trees will be planted in the spring of 2002.
CIP Project Status Report
October 12, 2001
Page 3
19. Storm Sewer Desi2n 2001: Design work for storm sewer work on Martin Road, Shawan
Falls Drive and Aryshire Drive is 90% complete. Easement acquisition process is expected
to be finished this quarter for contract award in first quarter of 2002.
20. Pedestrian Flashers at North Street and North Hi2h Street: Work is expected to be
completed in second quarter of 2002.
21. Town Center 2 Parkin2 Lot: Design is expected to be completed in second quarter of 2002
and construction in fourth quarter of 2002.
22. Interior Paintin2 of Water Towers: Painting of A very Road water tower was completed
this summer. Interior painting of water tower at Paul Blazer and Rings Road is currently
underway and is expected to be completed this fall.
23. Unified Development Code (UDC): Engineering staff and consultants continue to assist
and support Planning Division in re-write of the code.
24. Ramp Meter at A verv-Muirfield/SR 161/US 33 Interchan2e: Engineering has met with
ODOT staff from District and Central offices, as well as with the MORPC staff. This
process is expected to continue and most likely wi111ead to a "Major Investment Study" with
MORPC taking the lead. Staff is expected to provide a separate progress report on this item
later this quarter.
T:\Documents\Docs 2001 \elF Update 2001 \October elF 2001 Update.doc
Memo
el11' OF DUBLIN
Division of Engineering
5800 Shier-Rings Road
Dublin, Ohio 43016-1236
Phone: 614-410-4600
Fax: 614-761-6506
To: City Council
From: Timothy C. Hansley, City Manager
Balbir S. Kindra, Director of Engineering/City Engineer 0SK
Initiated By: ~
Re: Ramp Meter at Avery-Muirfie1d Drive and U.S. 33/S.R. 161 Interchange
Date: August 3, 2001
In response to City Council's desire to take necessary steps towards the installation of additional
lanes on U.S. 33/S.R. 161, and address the concern with the Post Road Interchange with U.S.
33/S.R. 161 and I-270 interchange with U.S. 33/S.R. 161, that would lead to the removal of the
ramp meter on Avery-Muirfield Drive, I have held preliminary discussions with ODOT and
MORPC staff.
What is clear at this time is that a joint effort between the City of Dublin, ODOT, MORPC and
possibly the City of Hilliard and City of Columbus will be necessary to perform a "Corridor" or
MIS (Major Investment Study) of a magnitude similar to the I-270 Widening Study. It will also
be beneficial for the City to perform initial preliminary data collection to defme the scope of the
Corridor Study.
It is clearly going to be a long-range process for seeking Federal, ODOT and MORPC monies
that would ultimately lead to construction of multi-million dollar projects.
Staff will continue to meet, discuss, formulate strategies and report to you from time to time as
appropriate and necessary. Meanwhile, staff will continue to monitor traffic on the ramp and
will implement appropriate changes to make it function as efficiently as possible.
T:\Council\Counci12001\Ramp Meter Avery US33 SR 161.doc
Memo
CITY OF DUBLIN
Division of Engineering
5800 Shier-Rings Road
Dublin, Ohio 43016-1236
Phone: 614-410-4600
Fax: 614-761-6506
To: City Council
From: Timothy C. Hansley, City Manager
Initiated By: Ba1bir S. Kindra, Director of Engineering/City Engineer ~.
Re: Ramp Meter on Avery-Muirfie1d and U.S. 33/S.R. 161 Interchange
Date: June 28,2001
At the last Council meeting a concern was expressed regarding the inefficient working of the
ramp meter (green and red signal) on the eastbound ramp. Engineering staff agrees with the
observations. We are looking for alternative ways to improve functioning of the ramp meter.
In the process of obtaining approval for the Interchange Modification Study, the Ohio
Department of Transportation (ODOT) and the Federal Highway Administration (FHWA) placed
a condition that the City will be required to install ramp metering and enforce it. This
information was identified in the Interchange Modification Study provided to the Council prior
to the start of the design work.
The purpose of the ramp metering is to preserve roadway capacity of the freeway and facilitate
interstate traffic movement. Local traffic is metered, as gaps become available in freeway traffic
movement.
The Interchange Modification Study had identified the need for one additiona11ane on U.S. 33/
S.R. 161 in each direction. The existing two eastbound lanes on U.S. 33/S.R. 161 cannot
accommodate all local traffic from Avery-Muirfie1d Drive without ramp metering. Traffic
analysis in the "draft" of the Post Road and U.S. 33/U.S. 161 Interchange Justification Study
once again is identifying this fact. The ramp meter will be removed upon the addition of two
Memorandum to City Council
Avery-MuirfieldlU.S. 33/S.R. 161 Ramp Meter
June 28, 2001
Page 2
lanes on U.S. 33/S.R. 161 at Avery Muirfield Drive. The Emerald Parkway bridge over U.S.
33/S.R. 161 currently under construction was designed with wider spans to accommodate future
widening ofU.S.33/S. R. 161. The Avery Muirfield bridge was also designed and built to
accommodate one additional lane in each direction on U.S.33/S.R. 161.
I believe the City of Dublin should take appropriate steps in urging and working with ODOT,
FHW A and MORPC to promote transportation planning for additional lanes along U.S. 33/S.R.
161, redesign ofI-270 and S.R. 161/US 33 interchange and reconstruction of the Post Road
interchange with S.R. 161/o.S. 33. Additionally, I believe that the City should urge these
agencies to prepare and file TRACT (Transportation Review Advisory Council) application, as
required by the Ohio legislative process with ODOT for funding of major highway
improvements for these projects. The City may want to consider providing "seed" monies for
some initial necessary steps to get these parties interested and involved in the application
process. This process could take several long years before any thing would actually happen at
the ground.
T:\Council\CounciI2001\US33 SR161 Ramp Meter.doc
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