Belsay and East Bristol Road
The intersection of Belsay Road and East Bristol Road was included in the early preliminary engineering phase with support from the City of Burton 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 Two intersection.
During the skim analysis, it was observed that there were 20 angle crashes and 1 head on left turn crash over the 5-year period. These crashes resulted in zero fatalities, two type A injuries, three type B injuries, and eleven type C injuries at the intersection.
During the skim analysis, it was observed that there were 20 angle crashes and 1 head on left turn crash over the 5-year period. These crashes resulted in zero fatalities, two type A injuries, three type B injuries, and eleven type C injuries at the intersection.
The intersection of Belsay Road and East Bristol Road is four-way stop controlled intersection. East Bristol Road is an east/west road with two-lanes in each direction. Belsay Road is a north/south road also with two-lanes in each direction. All approaches of the intersection widen out from a single-lane to have a right-turn only lane and a shared through/left-turn lane. An aerial of the existing intersection can be seen in the photo above.
In the northeast quadrant is Nehring’s Market. The remaining quadrants of the intersection are vacant areas. There are overhead electrical cables on the south and east legs of the intersection. There are also overhead utility lines (other than electrical) on the north and west legs. On the ground, there are utility controllers/boxes in the northwest and southeast quadrants located near the right-of-way edges.
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 the future no-build condition reveals all approaches and movements of the intersection operate at LOS C or better during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed at the intersection and the results showed all approaches experienced a maximum queue length of 66 feet (4 vehicles) during the AM peak hour and 151 feet (9 vehicles) during the PM peak hour.
The operational results for future no-build conditions are presented in the table below.
In the northeast quadrant is Nehring’s Market. The remaining quadrants of the intersection are vacant areas. There are overhead electrical cables on the south and east legs of the intersection. There are also overhead utility lines (other than electrical) on the north and west legs. On the ground, there are utility controllers/boxes in the northwest and southeast quadrants located near the right-of-way edges.
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 the future no-build condition reveals all approaches and movements of the intersection operate at LOS C or better during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed at the intersection and the results showed all approaches experienced a maximum queue length of 66 feet (4 vehicles) during the AM peak hour and 151 feet (9 vehicles) during the PM peak hour.
The operational results for future no-build conditions are presented in the table below.
The proposed roundabout configuration for the intersection of Belsay Road and East Bristol Road is a single lane circulating. The proposed single-lane roundabout configuration will fit inside the existing right-of-way; however, grading easements may be necessary. The proposed inscribed diameter for the concept roundabout is 120 feet. The driveway configuration for Nehring’s Market should be investigated due to the existing driveways closeness to the proposed roundabout entry/exit radius. A concept plan for the single-lane roundabout can be found in the slide above.
An operational analysis for the single-lane roundabout (build) condition was completed for the intersection using 2045 forecast traffic volumes. The results of the analysis for the roundabout (build) condition reveals all approaches and movements of the intersection operate at LOS A during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed at the intersection and the results showed all approaches experienced a maximum queue length of one (1) vehicle during the AM peak hour and one (1) vehicle during the PM peak hour.
The operational results for future roundabout (build) conditions are shown in the table below.
An operational analysis for the single-lane roundabout (build) condition was completed for the intersection using 2045 forecast traffic volumes. The results of the analysis for the roundabout (build) condition reveals all approaches and movements of the intersection operate at LOS A during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed at the intersection and the results showed all approaches experienced a maximum queue length of one (1) vehicle during the AM peak hour and one (1) vehicle during the PM peak hour.
The operational results for future roundabout (build) conditions are shown in the table below.
A roundabout appears to be feasible at this location but will require coordination to relocate the utilities and change Nehring’s Market driveway configuration.
Opinion of probable cost was developed for a single-lane roundabout. The total probable cost is $1.41 million in year 2025 dollars. The probable cost includes a 20 percent contingency and 3 percent inflation. Not included in this fee are the potential costs to relocate any utilities to accommodate the proposed layout. A full breakdown along with all the assumptions can be found in Appendix 3 of the full report below.
Potential funding for this improvement could be made possible by regular road improvement funding, safety funds, CMAQ, or an earmark. A TOR was computed with a result of 7.06.
For a complete breakdown of the estimate please review the full report below.
Potential funding for this improvement could be made possible by regular road improvement funding, safety funds, CMAQ, or an earmark. A TOR was computed with a result of 7.06.
For a complete breakdown of the estimate please review the full report below.
