Road Safety Audit Report--Chillicothe, Missouri

8/13/2019 Road Safety Audit Report--Chillicothe, Missouri

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Northwest Missouri

Regional Road Safety AuditProgramU.S. Highway 36 and S. Mitchell Avenue Intersection

Chillicothe, MO

Sponsored by the MoDOT Northwest District Blueprint for Safety Coalition

Conducted June 8, 2011

Mo-Kan Regional Council

224 N. 7thStreet

St. Joseph, MO 64501

www.mo-kan.org

Northwest Missouri Regional

Council of Governments

114 W. 3rdStreet

Maryville, MO 64468

www.nwmorcog.org

Green Hills Regional Planning

Commission

1104 Main Street

Trenton, MO 64683

www.ghrpc.org
http://www.mo-kan.org/http://www.mo-kan.org/http://www.nwmorcog.org/http://www.nwmorcog.org/http://www.ghrpc.org/http://www.ghrpc.org/http://www.ghrpc.org/http://www.nwmorcog.org/http://www.mo-kan.org/


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Road Safety Audit (RSA) Report

The Intersection of U.S. Highway 36 and S. Mitchell Avenue

Chillicothe, MO

June 8, 20115

2

Table of Contents

1.0 Background 31.1 RSA Team 41.2 RSA Process 51.3 RSA Report 61.4 Study Area Characteristics, Operations and Safety Performance 6

2.0 Assessment Findings and Suggested Solutions 92.1 Sight Obstruction 92.2 Signage Issues 122.3 Insufficient Painting and Striping 132.4 Intersection Safety 18

3.0 Conclusion 213.1 3.2 Summary of Issues 22


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1.0 BackgroundU.S. Highway 36 is an east-west principal arterial four lane highway that traverses through northern

Missouri. The highway connects Kansas and Illinois as a truck route to Chicago. Along the 36 corridorlies the City of Chillicothe located in Livingston County, Missouri. Chillicothe is a city with a population

of 8,968 residents and is the largest city in the 11 county Green Hills Regional Planning Commission

(GHRPC) area. It is also considered the commercial leader of the GHRPC area with eight businesses

located in its industrial park. Each of the businesses located in the industrial park utilize large trucks for

supplies needed toproduce their wares as well as for distribution of their goods. Listed below are the 8

businesses located in the industrial park:

Associated Packaging Technologies

Cloverleaf/Farmers Produce Cold Storage

DeLaval Manufacturing

GEAR for Sports Manufacturing and Warehouse Distribution

Helena Chemical Warehouse Distribution

Midwest Quality Glove and Gear Warehouse Distribution

Vance Brothers

WireCo

The portion of U.S. Highway 36 included in this study was originally constructed as a four lane highway

from Mo. Highway 65 to Brookfield in 1966. The Missouri Department of Transportation (MoDOT)

constructed the concrete median just west of S. Mitchell Avenue in 2002. The rest of the four lane

highway in Livingston County was completed in 2004. The Chillicothe Industrial Park was purchased in

1988 and then developed in the 1990s to its current occupancy. Since that time it has become apparentthat there are several safety concerns at the intersection of U.S. Highway 36 and S. Mitchell Avenue. The

concerns raised can be categorized as sight obstruction, signage issues, insufficient road painting and

striping, and intersection safety.

Green Hills Regional Planning Commission, Mo-Kan Regional Council and the Northwest Missouri

Regional Council of Governments have been funded to perform three Road Safety Assessments (RSAs) in

MoDOTs Northwest District. The Regional Planning Commissions applied for funding through the

MoDOT Blueprint for Safety program to perform one RSA in each of the RPC areas. Green Hills RPC

conducted a request for projects to all 11 counties located in its region, as well as all of the cities with

populations over 1,000. GHRPC received five possible projects to review from the local elected officials

and it was decided on March 25, 2011, by the Green Hills Transportation Advisory Committee (TAC), that

the U.S. Highway 36 and Mitchell Avenue intersection was the most needed area for improvement. The

study area for this RSA, as shown in Figure 1.0.1, includes all approaches to the intersection. Curved

sections of Highway 36 approximately one quarter mile to one half mile east of the intersection are also

referenced in the study due to their impact on the intersection.


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Figure 1.0.1: Study Area Map

1.1 RSA TeamThe RSA Team was composed of MoDOT, State, City, local representatives, and RPC staff members. The

RSA Team included the following individuals:

Name Organization Email Address Phone NumberMatt Buchanan Mo-Kan Regional Council [email protected] 816-233-3144

Brad Gates MoDOT [email protected] 660-646-9730

Chuck Haney City of Chillicothe [email protected] 660-973-6296

Tonya Lohman MoDOT [email protected] 816-262-1797

Kevin Murphy Delware Valley RPC [email protected] 215-238-2864

Hugh Musselman City of Chillicothe [email protected] 660-707-3800

Lance Raines Green Hills RPC [email protected] 660-359-5636

Lt. Matt Rodriguez Chillicothe Police Dept. [email protected] 660-646-2121

Shannon Skoglund MoDOT [email protected] 660-646-4542

Sgt. Shawn Skoglund Missouri Highway Patrol [email protected] 816-387-2345

Dana Ternus NWMORCOG [email protected] 660-582-5121
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]


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1.2 RSA ProcessThe Road Safety Assessment was conducted in a manner consistent with FHWA Road Safety Audit

Guidelines. The RSA process started with a kickoff meeting May 6, 2011. The meeting was held at the

MoDOT Chillicothe Construction Office, which is located approximately one half mile south of the study

area. At this time, the RSA team discussed data collection and reports of issues related to the

intersection. Reported issues include:

Southbound Mitchell Avenue turning onto U.S. Highway 36 westbound

Traffic moving south on Mitchell Avenue have visual obstacles to overcome before they enter

the westbound lanes of U.S. Highway 36.

Grass and other foliage obstruct sight distance looking east from Mitchell Avenue

A blind spot exists for southbound drivers stopped north of the intersection on Mitchell Avenue

These drivers are unable to view oncoming westbound Highway 36 traffic due to reduced

elevation and a curve in the roadway.

Lack of lighting creates the perception that the intersection should be of no great concern to

drivers.

Southbound Mitchell Avenue turning onto U.S. Highway 36 eastbound

Queue area on Mitchell in median is confusing to drivers.

Median barrier is too close to the intersection and creates the perception of reduced visibility.

Lack of lighting creates the perception that the intersection should be of no great concern to

drivers.

Forested area northeast of intersection obstructs sight distance.

Westbound U.S. Highway 36

Missing intersection warning signs. A blind spot exists for southbound drivers stopped north of the intersection on Mitchell Avenue

Drivers are unable to view oncoming westbound Highway 36 traffic due to reduced elevation

and a curve in the roadway.

Too much signage exists on westbound Highway 36 before Mitchell Avenue

Nighttime visibility a concern

Almost all of the accidents reported involve drivers traveling north and being struck by

westbound Highway 36 semi trucks.

Eastbound U.S. Highway 36

Missing intersection warning signs.

Left (north) turn lane on Highway 36 is not long enough to support multiple vehicles at one time. Intersection/median is too small for semi trucks or multiple smaller vehicles to queue between

the east and westbound lanes of Highway 36

The RSA team reconvened at the MoDOT Chillicothe Construction Office on June 8, 2011 to conduct the

RSA. Prior to the field visit, the assessment team had a brief training session to prepare team members

unfamiliar with the RSA process. Following the training, the team then began the discussion of the


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problems and facts associated with the study area. The RSA team analyzed the following information to

prepare for the field visit:

Aerial photographs

Traffic volume data Crash history for the past five years

Adjacent land uses

Known safety issues

After the team discussed all of the known facts of the study area, they conducted a field visit at the site.

The team observed driving habits and traffic flows within the study area. Team members took

photographs, made notes, measured lane width, and evaluated signage. The team spent over one hour

observing traffic and identifying potential hazards or obstructions.

After conducting a substantive field visit, the RSA team reconvened at the MoDOT Construction Office

for a post-audit meeting. During the post-audit discussion, the RSA team shared their observations,

identified specific issues, determined potential solutions, rated the level of difficulty to implement each

solution, and estimated the level of benefit for each solution.

Following the post-audit meeting, regional planning commission staff members compiled all information

collected during the RSA process and wrote this formal report. Prior to being finalized, this report was

circulated to all RSA team members for their review and comments.

1.3 RSA ReportThis report provides information on the issues identified by the assessment team. The information was

deemed relevant to the stated goal of the RSA which identified opportunities for improvement of the

road safety within the study area.

Additionally, this report provides an assessment of the road user safety risk and provides suggestions for

improvement of the project area. The suggestions should not be viewed as design or operational

recommendations. They are intended to be illustrative of potential solutions to the safety issues

identified at the project site. The suggestions are being presented for consideration only.

1.4 Study Area Characteristics, Operations and Safety PerformanceU.S. Highway 36 is a four lane principal arterial highway with wide shoulders that runs through northernMissouri from Kansas to Illinois. Highway 36 runs through the southern border of Chillicothe, Mo. and

has a posted speed limit of 65 miles per hour. The average daily traffic (ADT) is approximately 4,329 for

westbound Highway 36 and 4,152 for eastbound Highway 36.

Mitchell Avenue is a Chillicothe city street that runs north and south and connects to Highway 36. Near

the intersection with Highway 36, Mitchell Avenue is a two lane asphalt street with eight foot shoulders.

Mitchell Avenue has a posted speed limit of 35 miles per hour and was originally designed as a


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secondary entrance into the city as an alternative to U.S. Highway 65. Today, the street serves as the

primary access point to the Chillicothe Industrial Park. Mitchell Avenue has an average ADT of 995 with

most of the traffic being commercial semi-trucks delivering goods to the industrial park. There are only

two entrances from Highway 36 into the city of Chillicothe: 1) the Highway 65 diamond interchange, and

2) the at-grade Mitchell Avenue intersection.

The intersection of Highway 36 and Mitchell Avenue is a standard four-way, at-grade Type 2

intersection. Mitchell Avenue traffic stops for Highway 36 traffic, which does not stop. Currently, the

only signals at the intersection include stop signs for both northbound and southbound Mitchell Avenue

Highway 36 traffic is provided with both left and right turn lanes at Mitchell Avenue. Additionally, a

queue area between the eastbound and westbound lanes of traffic provide drivers the ability to cross

two lanes of traffic at one time, rather than having to cross all four at one time. Yield signs for both

northbound and southbound drivers are located within the queue area between the eastbound and

westbound lanes of Highway 36. The queue area is large enough for approximately one to two

passenger vehicles to use at one time. The queue area does not provide enough space for semi-trucks to

use for an extended period of time, given that trailers would block two of the four lanes of traffic when

the vehicles cab is queued between lanes.

Land uses currently observed near the intersection include agricultural, industrial, and commercial.

Mitchell Avenue is the primary route to the Chillicothe Industrial Park from Highway 36. There are eight

companies located inside the Chillicothe Industrial Park that rely on the intersection of Mitchell Avenue

and Highway 36 for truck access. Most semi-trucks are unable to take Service Road 36 to the Highway

65/Highway 36 interchange, due to a low-hanging railroad bridge over Service Road 36; therefore, the

Mitchell Avenue intersection with Highway 36 is the only access point.

The RSA team reviewed crash data for the study area from 2006-2011. Accident Reports since 2006

indicate that 21 reported accidents have occurred at the intersection. There have been two reported

fatalities at the intersection and 39% of the crashes involved reported property damage only. A

significant number of serious accidents occurred in the westbound Highway 36 lanes due to vehicles

turning northbound toward Mitchell Avenue, directly into the path of oncoming westbound traffic. This

pattern indicates possible sight distance issues at the intersection that prevent drivers from recognizing

oncoming Highway 36 traffic.


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Figure 1.4.1: Official plans of the intersection used by MoDOT for a resurfacing project in 2000


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2.0 Assessment Findings and Suggested SolutionsThe RSA team has included the RSA findings in this report, which includes a list of the potential

strategies to rectify the problems. The Team also rated the difficulty to implement the strategies andestimated safety benefits, which are included in Chapter 3.1, along with a complete list of the RSA

findings and suggested solutions.

2.1 Sight Obstruction

Safety Concern: Sight distance limitations affect drivers traveling from all four directions at the

intersection. As shown in Figures 2.1.12.1.4, obstacles to sight distance include:

The Chillicothe Industrial Park Sign

Vegetation along the sides of the highway including a forested area northwest of the

intersection A blind spot approximately one quarter mile east of the intersection caused by reduced

elevation and a curve

Median Concrete barrier west of the intersection

Observations: RSA team members witnessed drivers experiencing difficulty finding opportunities to

cross both sets of lanes on Highway 36. Although a high volume of truck traffic was determined to be a

primary contributor to this issue, sight distance limitations also contributed to drivers ability to

determine opportunities to turn onto Highway 36 or to cross through the intersection to reach either

side of Mitchell Avenue. The team identified four distinct impediments within the study area which

either reduce visibility or create the perception of reduced visibility, thereby contributing to driverconfusion and stress.

First, located northeast of the intersection, a large sign (Figures 2.1.1, 2.1.3) indicates the entrance to

the Chillicothe Area Industrial Park. The signs close proximity to Highway 36 affects drivers sight

distance when traveling southbound on Mitchell Avenue north of the intersection. Not only does the

sign partially block drivers lines of sight,but it also affects drivers depth perception, hindering their

ability to judge the distance of oncoming traffic. The sign also blocks westbound Highway 36 traffic from

recognizing queued vehicles on Mitchell Avenue north of the intersection.

Figure 2.1.1: Industrial Park sign northeast of the intersection


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Second, overgrown vegetation also contributes to drivers limited sight distance(Figure 2.1.2). A

forested area exists northwest of the intersection and grassy areas surround the area, including inside

the medians. When the grass is allowed to grow tall, sight distance is further diminished. Tall grass is a

particular concern northeast of the intersection because it contributes to a third sight obstruction. A

curve and a reduction in elevation approximately one quarter mile to one half mile east of the

intersection create a blind spotfor queued southbound vehicles on Mitchell Avenue (Figure 2.1.3).

Figure 2.1.2: Forested area northwest of intersection

Figure 2.1.3: Sight distance limitations north and west of intersection


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Figure 2.1.4: Blind spot created by curve and a drop in elevation

The final observed obstruction is a concrete barrier that has been constructed immediately west of the

intersection to separate the eastbound and westbound lanes of Highway 36 (Figure 2.1.5). The barrier is

low enough for drivers to view oncoming traffic on the opposite side; however, the barrier has been

described by local law enforcement as creating the perception of reduced sight distance. This perception

contributes to drivers stress and therefore affects behavior.

Figure 2.1.3: Concrete Barrier west of intersection on Highway 36


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Suggested Solutions: The following options should be considered:

Relocation of the Chillicothe Industrial Park sign

Mow grass more frequently on an as needed basis so that it is not allowed to grow too tall

Remove forested area near the intersection

Consider the long term improvement of reconfiguring the road east of the intersection to

eliminate blind spot

Remove concrete barrier and replace with cable

2.2 Signage Issues

Safety Concern: Essential signs near the intersection fail to capture some drivers attention.Specific

issues include:

Cluttered non-essential signs along westbound Highway 36

Undersized essential signs

Limited nighttime sign visibility

Observations: Following the field visit, RSA team members reported several issues relating to signage.

Cluttered signage placement on westbound U.S. Highway 36 near the intersection with Mitchell Avenue

overwhelms drivers and reduces the impact/visibility of essential signage (Figure 2.2.1). Additionally, the

essential signs (stop signs, yield signs) in the area are undersized for an intersection with such a high

volume of traffic. Although a nighttime audit was not conducted during this study, local law

enforcement officials report that sign visibility at night is also a problem.

Figure 2.2.1: Clustered signage along westbound Highway 36 approaching Mitchell Avenue intersection


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Figure 2.2.2: Undersized stop sign signaling southbound Mitchell Avenue drivers


Remove or relocate MoDOT Facility sign

Remove or relocate Animal Shelter sign

Remove or relocate Chillicothe Industrial Park sign

Remove or relocate the blue motorist service sign

Replace undersized stop and yield signs with larger signs

Add delineators to essential signs

Ensure retroreflectivity of essential signs

Remove signs indicating Business 36

2.3 Insufficient painting and striping

Safety Concern: Faded and/or absent painting and striping contribute to driver confusion within the

intersection. Specific examples include:

Faded yield bars inside the intersection

Faded lane and curve pavement markings

Absent stop bars on Mitchell Avenue

Absent directional arrows in turn lanes Absent lane pavement marking inside intersection

Observations: The RSA team observed a number of issues related to missing or faded painting/striping

at the Highway 36 and Mitchell Avenue intersection. There appears to be sufficient space within the

median intersection to allow two passenger vehicles to queue (Figure 2.3.1), but the absence of lane

markings results in a great deal of confusion for those using the intersection; however, semis using the


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intersection often exceed the length of the median, block lanes with their trailers, and cause significant

wait time for passenger vehicles attempting to cross (Figure 2.3.2).

Figure 2.3.1: Queue area between eastbound and westbound lanes of Highway 36

Figure 2.3.2: Truck queued between intersection has trailer blocking westbound Highway 36 lanes

Within the intersection itself, the yield bars are faded. Drivers often move slowly toward the yield signs,

but often block the turn lanes on Highway 36. Striping in the center of the median is absent, often

resulting in drivers crossing the center of the roadway and preventing cars traveling in the oppositedirection from staying on the correct side of the road. Turn lanes on Highway 36 do not display

directional arrows. Vehicles within the median intersection often block the turn lanes as well.

The absence of stop bars on Mitchell Avenue often causes drivers to stop their vehicles prior to the

intersection which restricts their view of oncoming traffic, particularly on the north side.


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Repainting curves and yield bars within the median intersection

The addition of rumble strips along the edge of the median intersection, turning lanes, and the

shoulder

The addition of stop bars on Mitchell Avenue

The addition of directional arrows to turn lanes

The addition of lane markings in the median intersection to identify lanes

Ensure retroreflectivity of striping

Figures 2.3.3 provides a sketche of possible striping/lane marking for the intersection.


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Figure 2.3.3: Additional markings needed highlighted in yellow

This map shows the additional markings needed at

the intersection of Highway 36 and South Mitchell

Avenue in Chillicothe, Mo. The road markings shown

in white are currently existing. The suggested

markings (stop bars, yield arrows, striping and turn

arrows) are shown in yellow.


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2.4 Intersection Safety

Safety Concern: A significant number of conflict points between passenger vehicles and commercial

truck traffic exist at the intersection of US highway 36 and Mitchell Avenue. Specific examples of safety

concerns include:

Insufficient turning radius at the intersection

Inadequate queue area

Pavement deterioration inside the intersection

Lack of notice of approaching intersection from U.S. Highway 36

Insufficient lighting

Observations: In gathering information prior to the site visit, it was reported that an above-average

number of collisions involving eastbound passenger vehicles turning north onto Mitchell Avenue and

colliding with westbound truck traffic on Highway 36 have occurred at this location. The majority ofaccidents occur during early morning hours and evening hours, particularly around sunrise and sunset

when environmental factors further contribute to the intersections ambiguity. The intersection is a

typical median opening that allows all turns; therefore, there are 18 major conflict points possible.

During the site visit, a number of observations related to traffic indicated a myriad of problems present

at this intersection. Semis using the intersection encounter a number of difficulties and obstacles. The

radius of the intersection appears to be insufficient when turning from Highway 36 onto north Mitchell

Avenue. The length of trucks stopped in the median exceeds the median length, often leaving a portion

of the semistrailers extended into traffic lanes of Highway 36. (See Figure 2.3.2) This problem also

contributes to congestion within the median intersection. When a single semi is attempting to use the

intersection, the problem is minimal. However, when multiple semis are involved, the resulting

situation is confusing and perilous. (See Figure 2.4.1)

Figure 2.4.1: Queue area between eastbound and westbound lanes on Highway 36


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Similarly, when multiple passenger vehicles and semis are involved, right-of-way and positioning creates

problematic situations for all drivers attempting to use the intersection.

The wariness of drivers utilizing the Mitchell Avenue and Highway 36 intersection is evident. For those

traveling on Highway 36, no intersection warning is posted. Lighting is largely non-existent with the

exception of north Mitchell Avenue which further contributes to the ambiguity of the driving situation

by creating the impression that the intersection is not heavily utilized by traffic.


The extension of turn lanes

The addition of acceleration lanes

Make pavement repairs inside the intersection

The elimination of the concrete barrier to the west of the intersection and implementation of

guard cable Altering access to Mitchell Road by eliminating left turns, effectively creating a right-in/right-out

Re-routing traffic to the Highway 65 interchange through signage and policy changes

Constructing a Type 3 or Type 4 intersection to eliminate congestion and points of conflict

The addition of intersection warning signs

Increased lighting to alter impression of intersections usage

Figures 2.4.2 and 2.4.3 provide diagrams of alternative intersection configurations


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Figure 2.4.2: Typical Type 3 Median Opening


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Figure 2.4.2: Typical Type 4 Median Opening


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3.0 Conclusion

This assessment has been prepared to assist the responsible road authorities in the identification and

actualization of opportunities to improve safety within the study area. The assessment is based on

information available at the time of the field review. The suggestions it contains are for consideration

only, and are in no way intended to serve as design or operational recommendations. A summary of the

site-specific issues outlined above is presented in the following table in Section 3.1, page 22, including

potential improvement strategies, the level of difficulty to implement, and the estimated safety benefit.

This table was created by the Road Safety Audit team members.

This report does not preclude the identification of additional issues pertaining to safety by the

responsible road authorities, or the emergence of new issues over time. It is recommended that the

responsible agencies review this report; document their responses to the issues identified in a formal

response report; and track their progress toward the implementation of safety improvements prompted

by the assessment.


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3.1 Summary of Issues

Site-Specific Issue Potential Improvement Strategy Difficulty to

Implement

Estimated Safety

Benefit

Sight distance issue withsouthbound traffic on Mitchell due

to Industrial park sign

Consider relocating or eliminating the sign Medium Low

Grass/foliage obstructs sight

distance looking east from Mitchell

Additional mowing Low Low

Forested area northeast of

intersection may be sight distance

concern

Eliminate forested area Low Low

Sight distance concern with

westbound 36 curve before Mitchell

Realign highway High Medium

Median barrier to close too

intersection and compromises sight

distance

Eliminate barrier and replace with safety cable Medium High

Cluttered, non-essential signage on

Westbound 36 reducesvisibility/impact of essential signs

Eliminate or relocate MoDOT facility sign, animal

shelter sign, and blue motorist service sign

Low Low

Sign visibility Increase size of essential signs and add delineators

to posts.

Low Medium

Nighttime Visibility Ensure retro-reflectivity of striping and essential

signs

Low Low

Faded yield bars Paint yield bars Low High

Queue area on Mitchell in median

confusing

Paint double yellow stripes to guide traffic, identify

lanes; consider adding rumble strips

Low High

Vehicles off-track into the median

when turning onto/from Mitchell

Add rumble strips on left and right edges of turning

lanes and onto the shoulder

Low High

Faded striping on every curve Repaint curves Low Medium

Missing pavement marking arrows

inside intersection

Paint arrow markings Low High

Missing Stop Bars on Mitchell Paint Stop Bars Low High

Missing turning lane arrows on 36 Paint turning lane arrows Low High

Not enough radius for trucks to turn

from 36 to Mitchell

Consider extending turn and acceleration lanes High High

Not enough radius for trucks to turn

from 36 to Mitchell

Relocate signs away from corners that obstruct

turning trucks

Low Medium

Pavement deterioration at median

inside intersection

Make pavement repairs Medium Low

Large number of accidents occurring

due to eastbound traffic turning

north onto Mitchell colliding with

traffic traveling westbound on 36

Reconfigure intersection to Type 3, Type 4, or right

in-right out turns only

Medium High

A significant number of crashes

involving trucks turning onto/from

Mitchell from 36

Reroute traffic to 65 interchange through

signage/policy

Medium High

Missing intersection warning signs From both directions, add intersection ahead signs

with light (prior to rail bridge); consider adding road

name to sign

Low High

Lack of lighting contributes to the

ambiguity of the intersection

Increase lighting Medium High

Road Safety Audit Report--Chillicothe, Missouri

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