Beecher and Elms Road
The intersection of Beecher Road and Elms Road was included in the early preliminary engineering phase with support from the GCRC due to poor operational conditions and safety concerns. This intersection is included in the 153 intersections that passed the skim analysis for experiencing crashes correctable by a roundabout and is a secondary analysis Tier Three intersection.
During the skim analysis, it was observed that there were 14 angle crashes and 1 head on left turn crash over the 5-year period. These crashes resulted in zero fatalities or type A injuries, two type B injuries, and four type C injuries at the intersection.
During the skim analysis, it was observed that there were 14 angle crashes and 1 head on left turn crash over the 5-year period. These crashes resulted in zero fatalities or type A injuries, two type B injuries, and four type C injuries at the intersection.
The intersection of Beecher Road and Elms Road is an all-way stop control intersection. Stop signs and overhead flashing beacons are present for all approaches. Beecher Road runs east/west and is a two-lane roadway with one lane in each direction. Elms Road runs north/south and is a two-lane road with one lane in each direction. At the intersection, each leg widens to include a second approach/departure lane extending approximately 150 feet from the intersection. The northern quadrants are currently vacant. There is a dental office in the southwest quadrant and an insurance company on the southeast quadrant. An aerial of the existing intersection can be seen in the photo above.
An operational analysis of the no-build condition was completed for the intersection using the 2045 forecast traffic volumes. The results of the analysis for future no-build conditions reveals that all approaches and movements of the intersection operate at LOS C or better during the AM peak hour. In the PM peak hour, it is anticipated that the eastbound and westbound approaches will operate at LOS F and E, respectively.
The 95th percentile queue lengths were reviewed at the intersection and results showed that all approaches experienced a maximum queue length of 97 feet (4 vehicles) during the AM peak hour and 330 feet (14 vehicles) during the PM peak hour.
The operational results for future no-build conditions are presented in the table below.
An operational analysis of the no-build condition was completed for the intersection using the 2045 forecast traffic volumes. The results of the analysis for future no-build conditions reveals that all approaches and movements of the intersection operate at LOS C or better during the AM peak hour. In the PM peak hour, it is anticipated that the eastbound and westbound approaches will operate at LOS F and E, respectively.
The 95th percentile queue lengths were reviewed at the intersection and results showed that all approaches experienced a maximum queue length of 97 feet (4 vehicles) during the AM peak hour and 330 feet (14 vehicles) during the PM peak hour.
The operational results for future no-build conditions are presented in the table below.
A single-lane roundabout with an inscribed circle diameter of 140 feet would improve traffic operations and safety at this intersection. It is likely that a small amount of permanent right-of-way acquisition would be needed in the northwest, southeast, and northeast quadrants of the intersection. An overhead power pole is located in the southwest quadrant. This pole can most likely be avoided if this intersection is advanced for more detailed design. A concept design exhibit for this intersection can be found in the slide above. If desired later in the design process, a compact roundabout with diameter of 120 feet or less could be considered at this location. A compact roundabout could result in lower right-of-way impacts and cost.
An operational analysis of the roundabout (build) condition was completed for the intersection using Rodel software and the 2045 forecast traffic volumes. The results of the analysis for roundabout (build) conditions reveal that all approaches and movements at the intersection operate at LOS A during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed, and results showed that all approaches would experience a maximum queue length of three vehicles during the AM peak hour and PM peak hour for the single-lane roundabout design.
The operational results for future roundabout (build) conditions are shown in the table below.
An operational analysis of the roundabout (build) condition was completed for the intersection using Rodel software and the 2045 forecast traffic volumes. The results of the analysis for roundabout (build) conditions reveal that all approaches and movements at the intersection operate at LOS A during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed, and results showed that all approaches would experience a maximum queue length of three vehicles during the AM peak hour and PM peak hour for the single-lane roundabout design.
The operational results for future roundabout (build) conditions are shown in the table below.
A roundabout appears feasible at this location, assuming GCRC can acquire the limited right-of-way that may be needed.
An opinion of probable cost was developed for the single-lane roundabout. The probable cost is $1.47 million in year 2025 dollars. This cost includes a 20 percent contingency and 3 percent annual inflation.
Potential funding sources for this improvement could include regular road improvement funding, safety funds, CMAQ, or an earmark. A TOR was computed with a result of 28.34.
For a complete breakdown of the estimate please review the full report below.
Potential funding sources for this improvement could include regular road improvement funding, safety funds, CMAQ, or an earmark. A TOR was computed with a result of 28.34.
For a complete breakdown of the estimate please review the full report below.
