The NOACA Governing Board approved the following project as a candidate to be amended to the NOACA Transportation Plan by adopting Resolution No. 2005-012 and as a proposed amendment to the TIP by adopting Resolution 2005-013 on March 11, 2005.
Title: Traffic Signal Improvements in Lakewood
Sponsor: City of Lakewood
Estimated Total Cost: $6,400,000 (Phases I-V)
Proposed Source of Federal Funds: NOACA
History/Background: The Lakewood City Council passed Resolution No. 7787-04, authorizing the Director of Public Works to apply for NOACA attributable funds for the systematic replacement of traffic signals on Clifton Boulevard and West Clifton Boulevard (Phase I), Detroit Avenue, from Arthur Avenue to Ridgewood Avenue (Phase II), Detroit Avenue, from Sloane Avenue to Lakeland Avenue (Phase III), Madison Avenue (Phase IV) and Hilliard Road and Franklin Boulevard (Phase V), in the City of Lakewood.
Current Conditions: The signals along the primary corridors are inadequate and are approaching the end of their useful life. The city inspected the signal poles and determined that they need to be replaced within the next five years. The signals along Clifton Boulevard were installed in 1975. The signals at the intersections along Detroit Avenue, Hilliard Avenue and Franklin Avenue and Madison Avenue were replaced in 1986. With respect to the intersections, geometric and lane configurations have changed to where the initial design no longer meets the current needs of the intersection according to the sponsor. Additionally, the technology of traffic signals has changed drastically over the past years and will continue to change. The city’s current system uses standard interconnect wire (as opposed to fiber optic lines or wireless modems).
Clifton Boulevard is functionally classified as an urban principal arterial. West Clifton Boulevard, Detroit Avenue, Hilliard Avenue and Franklin Avenue are functionally classified as urban minor arterials. Madison Avenue is functionally classified as an urban collector.
According to NOACA’s Cuyahoga County Highway Traffic Count Map, dated 1993 – 2001, the average daily traffic (ADT) on these arterials varies depending on the roadway segment:
- Clifton Boulevard - 12,000 to 16,500 vehicles per day; West Clifton Boulevard - 4,700 to 6,300 vehicles per day; Detroit Avenue - 10,600 to 12,900 vehicles per day; Madison Avenue - 6,600 to 12,600 vehicles per day; Hilliard Road - 11,600 to 13,800 vehicles per day; and Franklin Boulevard - 5,700 to 12,800 vehicles per day.
Proposed Project: This project involves upgrading and replacing signals at intersections along the following arterials in the city of Lakewood (by phase):
The work will involve interconnecting signals and include new signal supports, signal heads, loop detectors, and pedestrian signals. The total cost of all five phases is estimated to be $7,100,000. Eighty percent ($5,680,000) of the construction cost can be funded with Congestion Mitigation Air Quality (CMAQ) funds or Surface Transportation Program (STP) funds. The City of Lakewood will provide the twenty percent local match ($1,420,000).
- Phase I - Clifton Boulevard, from Cove Avenue to Lake Road, and West Clifton Boulevard, at Sloane Avenue and Arlington Road, in Lakewood - $1,125,000 SFY 2006;
- Phase II - Detroit Avenue, from Arthur Avenue to Ridgewood Avenue/Cove Avenue – 13 intersections ($1,125,000) SFY 2007;
- Phase III - Detroit Avenue, from Sloane Avenue to Lakeland Avenue – 12 intersections ($1,200,000) SFY 2009;
- Phase IV- Madison Avenue, from Larchmont Avenue to Ridgewood Avenue;
- 15 intersections ($1,450,000) SFY 2011; and
- Phase V - Hilliard Road (Riverside Drive to Elmwood Avenue) and Franklin Avenue (Warren Road to Ridgewood Avenue) 15 intersections ($1,500,000) SFY 2011.
The sponsor’s first priority are the Phase I signals on Clifton Boulevard and West Clifton Boulevard.
Staff Comment (Summary):
Intergovernmental Review (IGR):
- This project will satisfy NOACA’s Framework for Action 2025 Goal #3 (Preserve and Improve the Efficiency of the Existing Transportation System) and ODOT’s Access Ohio Goal #1 (System Preservation and Management) policy statement A (1a).
- The sponsor should conduct a complete traffic warrants analysis study (if not done already) to verify all proposed signalized intersections.
- The sponsor should review the cost estimate of each phase at significant review stages of project design development.
- The phase I project would improve the movement of transit vehicles along Clifton and W. Clifton Boulevards, very heavily used transit corridors served by GCRTA.
- An evaluation of air quality impacts potential for reduced delays could be of value in determining which Federal highway funding source such as CMAQ funds or STP funds. Eligibility for CMAQ funding will require an analysis from the sponsor demonstrating pollutant emission reduction as a result of the project. This project should reduce fuel consumption and improve air quality and safety.
- Pedestrian and bicyclists needs should be considered.
- Though these intersections will include pedestrian signals, improving pedestrian safety and mobility, the sponsor should include accommodation for the blind and visually impaired (e.g. sound actuated signals).
- The project must comply with ADA (Americans with Disabilities Act) requirements regarding pedestrian crossing facilities and should provide a way for cyclists to trigger light changes at intersections.
- The Project should include emergency vehicle pre-emption and be coordinated with neighboring communities.
- The project serves some primary and secondary environmental justice (EJ) populations.
- Advance to Committee and public review with the understanding that the sponsor will make a good-faith effort to address comments.
Having lived in Lakewood from 1978-1993, the coordinated signals along Clifton was good. One could zip through Lakewood just fine, but come to a screeching halt at West 117th. Cleveland's signals weren't coordinated. Still aren't.
The Clifton component would be so much better if it extended into Cleveland to the end of the West Shoreway. What are Cleveland's plans? Can the two segments be coordinated?
Dale Madison, Director of Development
On behalf of its members, EcoCity Cleveland applauds NOACA for including
a Transit Signal Priority (TSP) component in your update to the December
2004 Regional Transportation Investment Policy that defines a traffic
signal pre-emption policy.
As we note in our transport weblog (text and link below), TSP has the
potential to provide significant benefits to existing transit riders
throughout the region. By helping to improve the on-time performance
and overall speed of transit, TSP could also improve transit's community
image and generate new ridership.
It seems entirely appropriate that signal projects funded with federal
congestion management/ air quality funds should include best practices
in transit operations improvement.
We also encourage you, when using CMAQ funds for signal upgrades, to
make best practices in bicycle and pedestrian operations a standard part
of the spec (e.g. - bike-sensitive loop detectors on side streets, and
"countdown" displays on pedestrian crossing signal equipment).
We note that TSP has not been mentioned specifically in the NOACA staff
review of Lakewood's request for nearly $5.7 million in CMAQ funds for
signal upgrades, included in the January TAC mailout.
If not for the new TSP policy, we would be somewhat concerned by one
reviewer's suggestion that "The phase I project would improve the
movement of transit vehicles along Clifton and W. Clifton Boulevards,
very heavily used transit corridors served by GCRTA."
This would seem to be true only if no passengers are picked up or
dropped off (thereby allowing the bus to keep up with the timed signal
Fortunately, the new TSP compatibility policy eliminates this confusion.
We urge NOACA to immediately research national best practices in TSP*,
and how the technology can be most conveniently and cost-effectively
integrated with new signal pre-emption equipment. Reporting these
findings to GCRTA, Laketran, and other transit providers will
undoubtedly help those agencies to more effectively coordinate with
signal upgrade project sponsors, as required in the RTIP amendment.
Again, we congratulate NOACA for its embrace of TSP technology and its
desire to maximize the impact of CMAQ-funded improvements in our region.
Ryan McKenzie, Transportation Program Manager
Regional Transportation Investment Subcommittee/Transportation Advisory Committee:
From a TAC member: Any proposed emergency vehicle pre-emption to be incorporated into the signal projects should be sound activated as per NOACA's Regional Transportation Investment Policy.
No comments: recommended for amendment to NOACA's Transportation Plan.