MPO Agenda 12/10/2010
COLLIER
METROPOLITAN
PLANNING
ORGANIZATION
MEETING
AGENDA
DECEMBER 10, 2010
[)ill~
COLLIER
Metropolitan Planning Organization
AGENDA
MPO
Metropolitan Planning Organization
Board of County Commissioners Chambers
3299 Tamiami Trail East, Naples
December 10,2010
10:00 a.m.
This meeting of the Collier Metropolitan Planning Organization (MPO) is open to the public and citizen input is encouraged. Any person wishing to speak on any
scheduled item may do so upon recognition ofthe Chairperson.
Any person desiring to have an item placed on the agenda shall make a request in writing with a description and summary of the item, to the MPO Director or MPO
Chairman 14 days prior to the date of the next scheduled meeting of the MPO.
Any person who decides to appeal a decision of this Board will need a record of the proceedings pertaining thereto, and therefore may need to ensure that a verbatim
record of the proceeding is made, which record includes the testimony and evidence upon which the appeal is to be based. In accordance with the Americans with
Disabilities Act, any person requiring special accommodations to participate in this meeting should contact the Collier Metropolitan Planning Organization 72 hours
prior to the meeting by calling (239) 252-8192.
The MPO's planning process is conducted in accordance with Title VI of the Civil Rights Act of 1964 and Related Statutes. Any person or beneficiary who believes
they have been discriminated against because of race, color, religion, sex, age, national origin, disability, or familial status may file a complaint with the Florida
Department of Transportation District One Title VI Coordinator Robin Parrish at (863) 519-2675 or by writing her at P.O. Box 1249, Bartow, Florida 33831.
1. Call to OrderlRoll Call
2. Pledee of Alleeiance
3. Open to the Public for Comment on Items not
on the Aeenda
4. Approval of Aeenda
5. Committee Chairman's Report
A. Technical Advisory Committee (TAC) Report
B. Citizens Advisory Committee (CAC) Report
C. Pathway Advisory Committee (PAC) Report
D. Local Coordinating Board (LCB) Report
E. Congestion Management System / Intelligent
Transportation System Stakeholders
Committee (CMS/ITS) Report
6. Consent Section
A. November 12,2010 Meeting Minutes
7. Public HeariDl~ Items
A. Review and Approval of the 2035 Long Range
Transportation Plan (LRTP) Cost Feasible
Plan and Adoption of the 2035 LRTP
8. Board Action Items
A. Appointment of MPO Advisory Council
(MPOAC) Governing Board Representative
for 2011
B. Endorsement of the Federal Transit
Administration (FT A) Section 5310 and 5311
Grant Applications
C. Endorsement of the FT A Section 5307 Grant
Application
D. Endorsement of the FTA Section 5316 and
5317 Grant Applications
E. Ratification of the Medicaid Grievance
Procedure
9. Reports and Presentations (Mav Require
Board Action)
A. Review and Discussion
FY201112012 - 2015/2016
Five Year Work Program
Endorsement Request
B. FDOT Update
10. Director's Report (Mav Require Board
Action)
of
Draft
and
FDOT's
Tentative
FDOT's
A. Follow-Up Discussion of MPO Director
Position
11. Member Comments
12. Next Meetine Dates
Special Meeting: January 7,2011
Regular Meeting: February 11, 2011
13. Adjournment
NAPLES DAILY NEWS
1100 Immokalee Road
Naples, Florida 34110
Fax: (239) 263-4703
legals@naplesnews.com
NOTICE OF PUBLIC HEARING
Notice is hereby given that the Collier Metropolitan Planning Organization (MPO) Board
opened two 30 day public comment periods.
. The first is for the adoption of the 2035 Long Range Transportation Plan (LRTP) on Dec.
10.
. The second is for the adoption of two amendments to the FY20lO/11-FY2014/15
Transportation Improvement Program (TIP) on Jan. 7.
The respective public hearing adoptions will be held in conjunction with the MPO's respective
regularly scheduled meetings. MPO meetings are held at the Board of County Commissioners
Chambers on the third floor of the Harmon Turner Building, Collier County Government Center,
3299 Tamiami Trail East, Naples.
All public documents are posted on the Collier MPO's Website at http://colliercountympo.com and
available for the public to review prior to the scheduled public hearing. TIP documents and
compact discs of the 2035 LRTP are available at all Collier County Libraries, Collier County
Government Center North, Naples, Marco Island, and Everglades City Halls, Collier County
Growth Management- Construction and Management, and The One Stop Career and Service
Center in Immokalee.
One or more members of the following government bodies may be in attendance at the meeting:
Collier County BCC, Naples City Council, Marco Island City Council, Everglades City, Florida
Department of Transportation (FDOT), and Southwest Florida Expressway Authority.
All interested parties are invited to attend, and to register to speak and to submit their inquiries or
comments, if any, in writing to the MPO Board prior to the meeting if applicable. All registered
public speakers will be limited to three (3) minutes unless permission for additional time is granted
by the chairman.
The MPO's planning process is conducted in accordance with Title VI of the Civil Rights Act of
1964 and related statutes. Any person or beneficiary who believes that he or she has been
discriminated against because of race, color, religion, sex, age, national origin, disability, or
familial status may file a complaint with the FDOT District One Title VI Coordinator Robin
Parrish at 863-519-2675 or by writing Ms. Parrish at Post Office Box 1249, Bartow, FL 33831.
Any person requiring special accommodations at this meeting because of a disability or physical
impairment should contact Sue Faulkner, the MPO Principal Planner, up to 72 hours prior to the
meeting by calling 239-252-8192.
For more information, call Sue Faulkner, the MPO Principal Planner at 239-252-8192.
###
[News Media: If you have any questions, please contact Community Liaison Connie Deane at
239-252-8192 or 239-252-8365.]
Isl Sue Faulkner
MPO Principal Planner
News Media Contact: Connie Deane
Community Liaison
239-252-8192 or 8365
www.colliermpo.net
www.colliereov.net
www.twitter.com/CoIlierPI 0
www.facebook.com/CollierGov
www.voutube.com/CollierGov
2885 South Horseshoe Drive, Naples, FL 34104. (239) 252-8192. Fax (239) 252-5815
Nov. 29, 2010
FOR IMMEDIATE RELEASE
NOTICE OF PUBLIC HEARING
COLLIER MPO BOARD MEETING
COLLIER COUNTY, FLORIDA
FRIDAY, DEC.10, 2010
The Collier Metropolitan Planning Organization (MPO) Board will hold a public hearing in
conjunction with its regular meeting to formally adopt the 2035 Long Range Transportation Plan (LRTP),
on Dec. 10 at 10 a.m. The meeting will be held at the Board of County Commissioners Chambers (BCC) on the
third floor of the Harmon Turner Building (Administration Building F) Collier County Government Center,
3299 Tamiami Trail East, Naples. One week prior to the meeting, the MPO Board agenda will be posted on the
MPO's Web site at www.colliermpo.net. To access the agenda, go to the calendar, scroll down and select the
meeting date.
The LRTP identifies highway, transit, pathways and other transportation projects in Collier County that
are needed and are expected to be cost-feasible over the next 25 years. The goal of the LRTP is to encourage
and ensure safe and efficient management, operation and development of transportation systems that will serve
the mobility needs of the people and businesses of Collier County and Southwest Florida. In addition, it is
expected that the LRTP will foster economic growth and development throughout the area, while minimizing
environmental, social and cultural impacts.
One or more members of the following government bodies may be in attendance at the meeting: Collier
County BCc, Naples City Council, Marco Island City Council, Everglades City, Florida Department of
Transportation (FDOT), and Southwest Florida Expressway Authority.
-more-
Adoption of2035 LRTP Public Hearing/Page 2 of2
All interested parties are invited to attend, and to register to speak and to submit their inquiries or
comments, if any, in writing to the MPO Board prior to the meeting if applicable. All registered public speakers
will be limited to three (3) minutes unless permission for additional time is granted by the chairman.
The MPO's planning process is conducted in accordance with Title VI of the Civil Rights Act of 1964
and related statutes. Any person or beneficiary who believes that he or she has been discriminated against
because of race, color, religion, sex, age, national origin, disability, or familial status may file a complaint with
the FDOT District One Title VI Coordinator Robin Parrish at 863-519-2675 or
by writing Ms. Parrish at Post Office Box 1249, Bartow, FL 33831.
Any person requiring special accommodations at this meeting because of a disability or physical
impairment should contact the MPO Principal Planner up to 72 hours prior to the meeting by calling
239-252-8192.
For more information, call MPO Principal Planner, Sue Faulkner, at 239-252-8192.
###
[News Media: If you have any questions, please contact Community Liaison Connie Deane at 239-252-8192 or
239-252-8365.]
Prepared for:
Collier Metropolitan Planning Organization
2885 South Horseshoe Drive
Naples, Florida 34104
239-252-8192 (P)
November 22,2010
Contents
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_D,.r~~SPt)'!rATION PLAN
TABLE OF CONTENTS
Section
Title
Page
TABLE OF CONTENTS.................................................................................................. i
LIST OF FIGURES ......................................................................................................... ii
LIST OF T ABLES .......................................................................................................... iii
LIST OF AP PEND I CES .................................................................................................. v
COMMONLY USED ACRONyMS.............................................................................. vi
1.0
INTRODUCTION AND OVERVIEW........................................................................ I-I
2.0
PLAN DEVELOPMENT PROCESS .......................................................................... 2-1
3.0
PUBLIC INVOL VEMENT/P ARTICIP A TION ......................................................... 3-1
4.0
GOALS, OBJECTIVES AND POLICiES.................................................................. 4-1
5.0
MOD EL VALID A TI 0 N ............................................................................................... 5-1
6.0
LAND USE FORECAST AND E+C NETWORK ..................................................... 6-1
7.0
CONGESTION MANAGEMENT SYSTEMS STRATEGIES................................. 7-1
8.0
MUL TI-MODAL TRANSPORTATION ....................................................................8-1
9.0
FRE I G HT MOVEMENT ............................................................................................. 9-1
10.0
2035 NEEDS PLAN .................................................................................................... 10-1
11.0
FINANCIAL PLAN .................................................................................................... 11-1
12.0
2035 COST FEASIBLE PLAN .................................................................................. 12-1
Contents
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LIST OF FIGURES
Figure 1-1
Figure 2-1
Figure 2-2
Figure 3-1
Figure 6-1
Figure 6-2
Figure 6-3
Figure 6-4
Figure 6-5
Figure 6-5
Figure 7-1
Figure 7-2
Figure 7-3
Figure 7-4
Figure 7-5
Figure 8-1
Figure 8-2
Figure 9-1
Figure 9-2
Figure 9-3
Figure 9-4
Figure 1 0-1
Figure 1 0-2
Figure 11-1
Figure 11-2
Figure 12-1
Figure 12-2
Figure 12-3
Figure 12-4
Figure 12-5
Urban Area Boundary Map..................................... ................ ................. 1-4
2035 LRTP Development Process ........................................................... 2-2
LR TP Project Schedule............................................................................ 2-4
Community Outreach Map........................................................... ........... 3-4
Population Growth by Traffic Analysis Zone (2007 to 2035).................6-2
Employment Growth by Traffic Analysis Zone (2007 to 2035)..............6-3
E+C Network........................................................................................... 6-6
VIC Between 1.25 and 2.0 ....................................................................... 6-7
VIC Between 2.0 and 2.5 ......................................................................... 6-8
V /C Greater than 2.5 ................................................................................ 6-9
CMP and Collier MPO Planning Process Integration ............................. 7-2
High Crash Locations.............................................................................. 7-8
High Pedestrian and Bicycle Crash Locations....................................... 7-10
Deficient CMP Corridors and CNS Box Projects/Priorities (2008) ......7-12
Deficient CMP Corridors, 2035 Needs Plan.......................................... 7-16
2035 Transit Needs Network ................................................................... 8-8
2035 Cost Feasible Transit Network........................... ............. .............. 8-18
Freight Corridors and Activity Centers.................................................... 9-3
Freight Mobility Hot Spots ...................................................................... 9-6
Annual Average Daily Truck Trips on High Use Segments.................... 9-9
Freight Corridors and Congested Segments .......................................... 9-10
Collier County Highway Needs Plan................................................... 10-10
Bridges East of CR 951........................................................................ 10-26
State and Federal Capacity Revenues.................................................... 11-7
State and Federal Transit Revenues....................................................... 11-7
Collier County Draft Highway Cost Feasible Plan................................ 12-3
Model Statistics.................................................................................... 12-14
2030 Regional Needs Network ........ ........... ...... ............... .... ................ 12-19
2030 Regional Transit Network........................................................... 12-20
2030 Regional Pathways Network....................................................... 12-21
11
Contents
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LIST OF TABLES
Table 4-1
Table 4-2
Table 5-1
Table 5-2
Table 5-3
Table 6-1
Table 6-2
Table 7-1
Table 7-2
Table 7-3
Table 7-4
Table 7-5
Table 7-6
Table 7-7
Table 8-1
Table 8-2
Table 8-3
Table 8-4
Table 8-5
Table 8-6
Table 8-7
Table 8-8
Table 8-9
Table 8-10
Table 9-1
Table 9-2
Table 9-3
Table 10-1
Table 10-2
Table 10-3
Table 10-4
Table 10-5
Table 10-6
Table 10-7
Table 10-8
Table 10-9
Table 10-10
Table 10-11
Table 11-1
Table 11-2
Table 11-3
Table 12-1
Comparison of GOPs to Planning Factors ........................... ........... ......... 4-9
Evaluation Criteria and Performance Measures .................................... 4-10
Model Validation Accuracy Values................. ....... ....................... ..........5-1
Percent Root Mean Square Error: Collier and Lee .................................. 5-2
Percent Root Mean Square Error: Collier................................................ 5-3
E+C Network ........ ..... .............. ................. .... ................. ........... ........... ....6-5
Comparison of Statistics 2007 Validated LC Model vs. 2035 Existing Plus
Committed LC Model............................................................................ 6-10
CMS/ITS Stakeholder Committee Members ...........................................7-2
CMP Deficient Roadway Segments, 2008...............................................7-5
Top 20 High Crash Locations, 2005 to 2008........................................... 7-7
Top 20 Pedestrian and Bicycle Crash Locations, 2005 to 2008 .............. 7-9
2009 CMS Box Projects: FY 2009/2010 to FY 2012/2013...................7-11
Deficient Roadway Segments, 2035 Needs Plan................................... 7-14
Deficient Roadway Segments, 2035 Cost Feasible Plan ....................... 7-17
Transit Service Density Thresholds......................... ............. ................... 8-1
2035 Transit Needs.................................................................................. 8-4
Modeled Alternatives............................................................................... 8-7
Transit Outputs for tested Alternatives .................................................. 8-10
Prioritization Criteria for Cost Feasible Transit Projects....................... 8-11
Transit Projects Prioritization................................................................ 8-12
Transit Needs Cost Estimates ................................................................ 8-14
Transit Revenues......... ........... .... ........... .... ............. .......... ... ................... 8-14
Cost Feasible Transit Improvements .....................................................8-16
Cost & Revenue Summary..................................................................... 8-17
Freight Activity Centers Within Collier County...................................... 9-2
Freight and Goods Mobility Hot Spots.................................................... 9-7
Prioritized Freight Corridor Roadway Segments................................... 9-11
Needs Plan.............. ................................................. .............................. 10-9
Model Statistics Summary ...................................................................10-11
Needs Plan Comparison....................................................................... 10-13
2035 Needs Plan Level of Service....................................................... 10-14
Level of Service Thresholds ................................................................ 10-18
Critical Intersection Daily Volumes ....................................................10-24
Evaluation Criteria............................................ .............................. ..... 10-28
ETDM Evaluation Layers.................................................................... 10-31
ETDM Layer Evaluation Scoring .......................................................10-34
Measures of Effectiveness Evaluation ..... ....... .................. ............. ...... 10-38
Measures of Effectiveness Evaluation Sorted...................................... 10-40
Capacity Revenues and Costs Summary................................................ 11-9
Summary of Maintenance and Operations Revenues & Costs ............11-11
Highway Needs Plan Costs ..................................................................11-15
Cost Feasible Improvements - Fully Funded Improvements................. 12-2
111
Contents
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Table 12-2
Table 12-3
Table 12-4
Table 12-5
Table 12-6
Cost Feasible Improvements - Partially Funded Improvements............ 12-4
Unfunded Needs Plan Improvements ....................................................12-6
Model Statistics Summary........................................... ........................ 12-13
2035 Cost Feasible Plan Level of Service ... ........................................ 12-15
2030 Joint Regional Multimodal Transportation Plan Element ..........12-17
IV
Contents
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;.U"!R!~l!SP!',!,rATION PLAN
ACKNOWLEDGEMENTS
The Collier County Metropolitan Planning Organization wishes to acknowledge the
contributions of the following people who participated or assisted in the development of
this plan:
MPO Board Members
Collier County: Commissioner Jim Coletta, Commissioner Fred Coyle, Commissioner
Donna Fiala, Former Commissioner Frank Halas, Commissioner Tom Henning,
Commissioner Georgia A. Hiller, Esq.
City of Naples: Councilman Sam Saad, III, Councilwoman Dee Sulick
City of Marco Island: Councilman Dr. William Trotter
Everglades City: Mayor Sammy Hamilton, Jr.
FDOT (non-voting): Secretary Stan Cann
MPO Staff
Lorraine Lantz, Interim MPO Director; Sue Faulkner, Principal Planner; Tamika Seaton,
Planning Technician
T AC Members
George Archibald, Michelle Arnold, Dale Bathon, Erv Dehn, Michael Greene, Dave
Hutchinson, Kris Van Lengen, Chuck Mohlke, Tammie Nemecek, Timothy Pinter, Don
Scott, Trinity Scott, Amy Taylor, Robert Tweedie
CAC Members
Floyd Chapin, Karen Homiak, Michael Klein, Matthew Kragh, Tim Nance, Jack Pointer,
Richard Rice, Alan Ryker, Gary Shirk, George Schroll, Fred Thomas
PAC Members
Joe Bonness, Dana Fendrick, Dr. Mort Friedman, Jack Mischung, Alan Musico, Patricia
Spencer
CMS/ITS Stakeholders Committee
George Archibald, Chris Byrne, Don Cashdollar, Glama Carter, Erv Dehn, Lt. Mike
Dolan, Dr. Mort Friedman, Greg Gaffney, Michael Greene, Karen Homiak, Tony
Khawaja, Robert D. Metzger, Chuck Mohlke, Timothy Pinter, Dave L. Raub, Don Scott,
W ayne Watson
Florida Department of Transportation
District 1 - Stanley Cann, District Secretary, Johnny Limbaugh, Julia Davis, Trinity Scott
Contents
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.D.":FIA,!S,P~Il1'ATION PLAN
Southwest Florida Regional Planning Council
David Hutchison and Ken Heatherington
Consultants
Dyer, Riddle, Mills & Precourt (DRMP), Inc.
Powell, Fragala & Associates (PF A) Inc.
Simon Resources, Inc (SRI)
URS
PMG Associates, Inc.
"The preparation of this Long Range Transportation Plan has been financed in part
through grants from the Federal Highway Administration and Federal Transit
Administration, U.S. Department of Transportation, under the State Planning and
Research Program, Section 505 [Metropolitan Planning Program, Section 104(f)] of Title
23, U.S. Code. The contents of this document do not necessarily reflect the official views
or policy of the U.S. Department of Transportation."
Introduction & Overview
2035 ('~1!!!J.1 (.llltrJ
"U..TRANSPORT~TION PLAN
1.0 INTRODUCTION AND OVERVIEW
Introduction
Collier County is located in southwest Florida and is bordered on the north by Lee and Hendry
counties, on the south by Monroe County, on the east by Broward and Dade counties, and on the
west by the Gulf of Mexico. The county consists of three incorporated areas: Naples, Everglades
City, and Marco Island. Collier County has a total area of 2,305 square miles of which 2,025
square miles is land and 280 square miles is waterl. Figure 1-1 illustrates the urban area
boundary showing the geographic limits of Collier County and its municipalities.
The Collier Metropolitan Planning Organization (MPO) was established in 1982 following the
Federal Highway Act that requires urbanized areas with a population of over 200,000 to develop
transportation plans and programs as a condition to receive federal capital or operating
assistance. Collier County's population has been increasing steadily and according to the 2007
Medium Bureau of Economic and Business Research (BEBR) control projection total, 334,234
people currently reside within the County. The population total is projected to increase to
504,142 residents by the year 20352.
The Collier MPO is committed to providing the urban area with a continuing, cooperative, and
comprehensive transportation planning process. Collier County residents and visitors depend
greatly on the mobility of people and goods and the policies created by the MPO. The MPO
plans and programs assure that highway facilities, mass transit, bicycle/pedestrian, rail systems,
air transportation, and other intermodal facilities are properly located and developed in relation
to the overall plan or community development. The Collier MPO is also responsible for
prioritizing state and federal capital improvements to address the county's travel needs as
defined in the Transportation Improvement Plan and the Long Range Transportation Plan
(LRTP).
A LRTP represents a long-range VISion of the county's transportation system. The LRTP
planning process includes ways to efficiently manage and operate all modes of transportation
including highway/roadway, bus, rail, bicycle, pedestrian and air. The 2035 LRTP Update also
incorporates regional planning initiatives.
In January 2004, the Collier and Lee County MPOs entered into an interlocal agreement to
promote and establish a forum for communication and coordination and to foster joint regional
cooperation and conduct regarding transportation planning. The agreement committed both
MPOs to develop a bi-county transportation model, a joint regional long range transportation
plan and joint regional priorities. Both MPOs also have a member of each MPO staff serving as
a voting member on the other's Technical Advisory Committee (T AC) to coordinate regional
transportation planning activities. Annually, both MPOs hold at least one joint MPO Policy
Board, a joint T AC meeting, a joint Citizens Advisory Committee (CAC) meeting, and a joint
I u.s. Census Bureau 2000
2 2008 Bureau of Economic and Business Research, Medium Projection Control Total
1-1
Introduction & Overview
2035(~~.;
"lUD.TRANSPORTATION PLAN
BicyclelPedestrian Committee meeting. To further this commitment to regional harmonization,
the Collier MPO's 2035 LRTP Update was done in coordination with Lee County MPO and their
2035 LRTP Update. This facilitated a unified vision of the region and emphasized the
importance of regional transportation functions, while still responding to local transportation
needs.
To ensure continued flow of federal and state revenues, every five years all Metropolitan
Planning Organizations (MPOs), including the Collier MPO, are required by Federal and State
regulations to develop, adopt and submit an updated LRTP. The LRTP is required to plan for a
minimum of twenty years.
The 2030 LRTP Update was originally approved on January 12, 2006. The Federal
Transportation Act titled "A Safe, Accountable, Flexible, Efficient Transportation Equity Act:
Legacy for Users (SAFETEA-LU)", which provided the federal mandate by which all MPOs
must update their respective LRTPs, was approved in August 2005. The SAFETEA-LU
regulation required all LRTPs to include all modes of transportation, evaluation of the movement
of people and goods, and address safety, non-capacity and non-highway needs. Final rules were
not approved until after the January 12, 2006 approval of the 2030 LRTP Update. Therefore, a
2030 LRTP Amendment was written to bring the plan into compliance with SAFETEA-LU
regulations and was subsequently approved on June 8, 2007. Although the Collier MPO 2030
LRTP Update was amended in 2007, the federally required five-year schedule for the adoption of
the 2035 LRTP Update mandates an adoption date of January 12, 2011, or earlier. The existing
2030 LRTP will set the foundation for the 2035 LRTP Update.
In accordance with the Florida Department of Transportation (FDOT) Program Management
Handbook, the Collier MPO is responsible for developing a Long Range Transportation Plan
(LRTP) that addresses no less than a 20-year planning horizon. The intent and purpose of the
LRTP is to encourage and promote the safe and efficient management, operation, and
development of a cost feasible intermodal transportation system that will serve the mobility
needs of people and freight within and through the urbanized area, while minimizing
transportation related fuel consumption and air pollution. The LRTP must include long range and
short range strategies consistent with state and local goals and objectives. The following list of
planning factors guides the Collier MPO's efforts:
1. Support the economic vitality of the metropolitan area, especially by enabling global
competitiveness, productivity, and efficiency;
2. Increase the safety of the transportation system for motorized and non-motorized users;
3. Increase the security of the transportation system for motorized and non-motorized users;
4. Increase the accessibility and mobility options available to people and for freight;
5. Protect and enhance the environment, promote energy conservation, improve quality of
life, and promote consistency between transportation improvements and state and local
planned growth and economic development patterns;
1-2
Introduction & Overview
2035 <:'f;Jf!:..t
iJi?UD.TRANSPORTATION PLAN
6. Enhance the integration and connectivity of the transportation system, across and
between modes, for people and freight;
7. Promote efficient system management and operation; and
8. Emphasize the preservation of the existing transportation system.
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Plan Development Process
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2.0 PLAN DEVELOPMENT PROCESS
Initiated in 2009, the Collier Metropolitan Planning Organization's (MPO) 2035 LRTP
has been in process for nearly two years. Preparation of the LRTP included coordination
and cooperation between the Collier MPO and the Florida Department of Transportation
(FDOT), the Lee County MPO and representatives of the municipalities of Collier
County and the various divisions of Collier County Government. The process consisted
of the development of several major components. These included the preparation of:
. Public InvolvementlParticipation Plan
. Goals, Objectives and Policies
. Model Validation
. Land Use Forecast
. Congestion Management System Strategies
. Multi-Modal Transportation
. Freight Movement
. 2035 Needs Plan
. Financial Plan
. 2035 Financially Feasible Plan
LRTP Process
The following major steps were taken to develop the 2035 Long Range Transportation
Plan Update.. Figure 2-1 shows a simplified diagram of this process
Identify Goals and Objectives - The step of identifying the goals and objectives set the
framework to guide the development of the LRTP. The goals and objectives from the
most recently approved LRTP was reviewed and re-evaluated, and used as a base for
developing the new and/or refined goals and objectives. The Goals & Objectives (G&Os)
were reviewed by the MPO's Technical Advisory Committee (TAC) and Citizens
Advisory Committee (CAC.
Develop an Inclusive Public Involvement Plan - This step develops the plan (process)
for how to document the public involvement activities that were conducted during the
LRTP Update process. The process included outreach to low income, minorities,
traditionally underserved populations, and tribal efforts, as well as all other citizens of the
county, throughout the transportation planning process. Following steps outlined in the
LRTP Public Involvement Plan, public comment played an integral part in the
development of the 2035 LRTP. Public comments were considered and revisions were
frequently made with each component of the LRTP.
Collect and Analyze Data - This step included a review of data from the existing LRTP
and related documents, traffic model, land uses and socioeconomic conditions to ensure
validity. The existing model data (2007) was validated (i.e., its ability to replicate actual
travel).
2-1
Plan Development Process
2035,-!f;:,c!!!'.:>J1J;:;
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Figure 2-1
2035 LRTP Development Process
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Identify Goals and Objectives
Sets the frameworl< to guide the LRTP; the goals and objectives from the 2030 LRTPs are
used as a base for developing new and/or refined goals and objectives
Collect and Analyze Data
Includes a review of data from existing LRTPs and related documents, travel demand model,
land uses, and socioeconomic conditions to ensure validity
Assess Needs and Identify Transportation Vision
Assesses needs based on travel demand, financial feasibility, efficient movement (of people
and freight), and satisfying the goals and objectives. In essence, it begins to identify the
county's transporta~on vision.
Deline/Develop Projects
Starts with the projects from the 2030 LRTP and builds upon those; will determine those that
are cost feasible (ie., what can be built based on available funding sources) and those that
meet a regional demand
Evaluate Projects Against Goals
Helps to determine whether the projects meet the Goals & Objec~ves; the travel demand
model is critical at this task since it is the most important technical data from which to
evaluate
Recommend Preferred Plan
Recommends the Draft 2035 LRTP through a collaborative effort between the MPOs and the
public: includes all modes of transporta~on and adheres to federal requirements, as well as
meets the criteria of building a "safe and efficient transporta~on system" within each county
MPO Adoptionllmplementation
The Draft 2035 LRTP will be presented to both MPO Boards for adoption; when adopted, the
LRTP becomes the document from which individual projects are developed.
Public Input and Comment
Gathered throughout the LRTP update process; includes outreach to low-income
househoids, minorities, traditionally underserved populations, and tribal governments. Public
input provides the MPOs with the public's views on transportation and mobility issues within
the county_
2-2
Plan Development Process
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Changes to the data/inputs that go into traffic model (dwelling units, population,
employment, land use, road network characteristics, etc.) were made to reflect more
realistic and up-to-date conditions. Therefore, the LRTP update was created using the
latest available estimates and assumptions for population, land use, travel, employment,
congestion, and economic activity.
Assess Needs and Identifying a Transportation Vision - This step assessed the needs
based on travel demand, financial feasibility, efficient movement (of people and freight)
and satisfying the goals and objectives set for the LRTP update. An initial set of projects
were identified and presented to the public at the first public workshop. This workshop
provided opportunity for public comment, and helped identify problem areas and projects
which concern the public. In essence, this began to identify the county's transportation
vision for the future.
Define and Develop Projects - This step started by using the projects previously
identified as needed and listed in the 2030 LRTP as a base to develop the 2035 LRTP
projects. The LRTP included all modes of transportation and intermodal connections and
determined those that are cost feasible (i.e., what can be built based on available funding
sources). Also included were projects that met a regional demand.
Evaluate Projects Against Goals - This step determined whether the projects met the
Goals and Objectives. Criteria considered included traffic demand, air quality,
socioeconomics, environmental impacts, noise and costs. The travel demand model was
critical at this point, because it is the most important technical data to evaluate. Public
comments and input were also a key consideration. This evaluation process became the
initial stages of developing the Cost Feasible Plan.
Recommend Preferred Plan - This step involved developing the recommendations of
the LRTP, through a collaborative effort between the MPOs and the public. The
recommended Plan includes all modes of transportation and adheres to federal
requirements, and meets the criteria of building a "safe and efficient transportation
system."
MPO Board Adopts and Implements the LRTP - The recommended LRTP will be
presented to the Collier MPO Board on December 10, 2010 for adoption. When adopted,
the LRTP becomes the document from which individual projects are developed. The
LRTP can be amended as conditions change and/or if new legislation comes into effect.
Figure 2-2 illustrates the timeline and sequence of events for preparation of the Collier
MPO 2035 LRTP update.
Several of the LRTP update components were the result of separate studies or
assessments of recent studies. These studies and assessments were included as part of the
LRTP update and have been provided as separate support documentation. The LRTP
update describes and summarizes each component in chapters by the component name.
2-3
Figure 2-2: LRTP Project Schedule
Project Kickoff Meeting
Goals & Objectives
Develop Public Involvement Plan
Public Involvement Program
Model Development / Model Validation
CMS Plan Assessment
Workshop #1 - LRTP Workshop for Agencies and Elected Officials
Newsletter #1
Develop Needs Plan
Multi-modal Transportation System Assessment
Good and Freight Movement Assessment
Determine Future Conditions
Workshop #2 - Needs Plan
Financial Plan Development
Develop Cost Feasible Plan
Develop Year By Year Cost Feasible Plan
Newsletter #2
LRTP Final Plan Documentation
Workshop #3 - Cost Feasible Plan
Present Year 2035 LRTP to Collier MPO Board
February 19, 2009
May 2009
July/August 2009
April 2009 - November 2010
June 2009 - March 2010
May 2009 - November 2009
June 17, 2009
September 25, 2009
February 2010 - October 2010
December 2009 - October 2010
May 2009 - April 2010
January 2010 - May 2010
July 28, 2010
April 2010 - October 2010
August 2010 - October 2010
October 2010 - November 2010
November 2010
October 2010 - November 2010
October 27, 2010
December 10,2010
Public Involvement/Participation
2035cf" !!!!Jill.?
-.UDTRANSPORTATION PLAN
3.0 PUBLIC INVOLVEMENT/PARTICIPATION
As part of the transportation planning process, the MPO is required to include a proactive
public involvement process that provides complete information, timely public notice, full
public access to key decisions, and supports early and continuing involvement of the
public in developing the LRTP. The role of public participation in transportation planning
and programming is included in the Safe, Accountable, Flexible, Efficient Transportation
Equity Act: A Legacy for Users (SAFETEA-LU) legislation which broadened the
previousvpublic involvement experience. SAFETEA-LU requires that MPOs work
cooperatively with the state department of transportation and the regional transit operator
to provide citizens, affected public agencies, representatives of transportation agency
employees, freight shippers, private providers of transportation, and representatives of
users of public transit a reasonable opportunity to comment on proposed transportation
plans and programs. The public involvement process also is required to include the
traditionally underserved populations to provide project information and solicit input.
Traditionally underserved populations include transportation disadvantaged, minorities,
elderly, youth, persons with disabilities and low-income households.
The Collier MPO Public Involvement Plan (PIP) for the 2035 LRTP update was
developed in consultation with all interested parties and shall provide procedures,
strategies, and desired outcomes for:
).. Providing adequate public notice of public participation activities and time for
public review and comment at key decision points, including but not limited to a
reasonable opportunity to comment on the proposed 2035 LRTP update;
).. Providing timely notice and reasonable access to information about transportation
issues and processes;
).. Employing visualization techniques to describe the 2035 LRTP update;
).. Making public information (technical information and meeting notices) available
in electronically accessible formats on the Joint Collier/Lee MPO website,
www.moo-swfl.org/CollierLeeMPO.shtml;
o Including:
· Purpose, Goals and Objectives of the LRTP Public Involvement Plan
· Public Involvement Task Team
. Planning Partners
. Schedule of Activities
. Public Outreach Activities
. Public Outreach Materials
. Public Comments Process
3-1
Public Involvement/Participation
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· Public Involvement Documentation
· Evaluation and Monitoring of Outreach Activities
.I.. Holding public meetings at convenient and accessible locations and times;
.I.. Demonstrating explicit consideration and response to public input received during
the development of the 2035 LRTP update;
.I.. Seeking out and considering the needs of those traditionally underserved by
existing transportation systems, including, but not limited to "the disadvantaged,
minorities, tribal groups, the elderly, youth, persons with disabilities, and
individuals with low-income households" as defined by SAFETEA-LU;
.I.. Providing an additional opportunity for public comment, if the final plan differs
significantly from the version that was initially made available for public
comment; and
.I.. Periodically reviewing the effectiveness of the procedures and strategies
contained in the participation plan to ensure a full and open participation process.
The PIP is compliant with Title VI of the Civil Rights Act of 1964 and related regulations
which ensures that no person shall, on the grounds of race, color, sex, national origin,
(including limited English proficiency), religion, age, income, family status, or physical
handicap, be excluded from participation in, be denied benefits of, or be otherwise
subjected to discrimination under any program receiving federal assistance from the
United States Department of Transportation (USDOT).
The PIP ensures compliance with the Americans with Disabilities Act (ADA) of 1990
requiring coordination with disabled communities in the development and improvement
of transportation services. Persons with disabilities will be able to access the sites where
public involvement activities occur as well as the information presented.
As part of the PIP, Collier County stakeholders were identified within the study area
including federal, state, and local government agencies with jurisdictional interests,
elected and appointed officials, and citizen groups representing a variety of public
interests. These groups, individuals and other interested citizens were encouraged to seek
project information and participate in the decision making process.
Prior to making decisions the regarding the LRTP, the MPO consulted and in many cases
received recommendations from the Citizens Advisory Committee (CAC), the Technical
Advisory Committee (TAC), the Pathway Advisory Committee (PAC), the
Transportation Disadvantaged Local Coordinating Board (LCB), and the Congestion
Management System/Intelligent Transportation System Stakeholder Committee
(CMS/lTS), community leaders, state, federal and local agencies and Indian tribal
governments.
3-2
Public Involvement/Participation
2035<:178'1:.'.
.UDTRANSPORTATION PLAN
The Citizens Advisory Committee (CAC) is comprised of citizens representing the
disabled, minorities, and geographic areas who make recommendations to the MPO from
the public's perspective on proposed long range transportation plans, individual projects,
priorities for state and federal funding, and other transportation issues.
The Technical Advisory Committee (TAC) consists of public and private planners,
engineers, and other technical professionals responsible for maintaining, controlling,
developing, and improving the transportation system throughout Collier County. They
review transportation plans and programs from a technical perspective and with the
benefit of many years of experience.
The Pathway Advisory Committee (PAC) is a citizen's panel that advises the Bicycle and
Pedestrian Program. The PAC provides recommendations on pathway projects for local,
state, and federal funding; sponsors special programs; and assists in maintaining the
Collier County Comprehensive Pathway Plan.
The Transportation Disadvantaged Local Coordinating Board (LCB) assists the MPO
in identifying local service needs and provides information, advice, and direction to the
Community Transportation Coordinator on the coordination of services to be provided to
the transportation disadvantaged.
The Congestion Management System and Intelligent Transportation System
Stakeholder Committees (CMS & ITS) serves the MPO in an advisory capacity on
technical matters relating to the update of the MPO's Congestion Management System
and the coordination of the CMS with the regional ITS architecture. The committees are
responsible for creating and amending the Congestion Management Process (CMP) and
for prioritizing candidate CMS projects.
Key Community Leaders - Key community leaders were identified and contacted to
assist the Public Involvement Task Team in identifying traditionally underserved
populations and effective techniques to reach out to such populations. These individuals
included leaders of professional organizations, special interest groups, environmental
organizations, residential associations, businesses, tourism, recreational groups, and non-
profit organizations that may be able to provide a better understanding of community
concerns and issues related to future transportation actions within the county.
Local/State/Federal Agencies - Local, state and federal agencies, such as the Area
Agency on Aging, Florida Fish & Wildlife Conservation Commission, the Aboriginal
People of Florida, the Miccosukee Tribe of Indians of Florida and Seminole Tribe of
Florida, among others, were provided project information at various milestones
throughout the project. A list of all these agencies is provided in the Public Involvement
Outreach Memo (see Appendix). At the start of the project, a notification letter
announcing the project was mailed to these agencies on June 5, 2009.
3-3
Public Involvement/Participation
2035 <~'t> f!!!.L>i;i'J>'
flijU.TRANSPORTATION PLAN
Indian Tribal Governments - Tribal contacts and consultation was conducted according
to appropriate communication protocols respectful of tribal sovereignty and culture. The
MPO coordinated with the Native American Coordinator at the FDOT Central
Environmental Management Office to ensure proper protocol was maintained. Separate
letters were also mailed to the Seminole Tribe of Florida and the Miccosukee Tribe of
Indians of Florida on July 19, 2010 that introduced the project and invited them to
provide their comments andlor concerns about the project. Additional follow up was not
necessary since there were no concerns or questions from this organization.
To initiate the effort, a countywide database was created using available demographic
and socioeconomic data, internet and community characteristics profiles, as well as
knowledge of the area, to identify potentially underserved areas within the county. The
data provided a better understanding of the county make-up and character, as well as
helped the MPO identify the most effective, cost-efficient way to identify activities which
would provide the desired outcome of increased community involvement.
Demographic and socioeconomic profiles were created for 14 separate municipalities and
residential communities identified in the Collier Plan. The municipalities and residential
communities are:
Chokoloskee
Everglades
Golden Gate
Goodland
Immokalee
Lely
Marco Island
Naples
Naples Manor
Naples Park
Orangetree
Pelican Bay
Plantation Island
Vineyards
These are illustrated on Figure 3-1.
3-4
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The demographic and socioeconomic profiles include:
. total population
. median age
. median household income and median household value
. race and ethnicity
. percentage of population below the poverty level
. average commute time by automobile
The data was field verified to assist in identifying potential socio-cultural effects resulting
from proposed transportation improvement projects. With this activity, the public
involvement process was able to promote non-discrimination through proactive public
involvement and inclusion of the affected community in the transportation decision-
making process. The database also serves to assist in the screening process of all potential
projects through the FDOT's Efficient Transportation Decision Making (ETDM) process.
The public involvement process included contacting the general public, various
community leaders, special interest groups, minority coalitions, agencies and
organizations representing these areas to provide information of the LRTP update
process. Newsletters and flyers (in Spanish and English) were provided for distribution,
and where applicable, a presentation was made by the MPO. The MPO also participated
in events and meetings of other organizations that were already scheduled by
"piggybacking" on these events. Project information was also provided utilizing the
Collier Area Transit (CAT) buses and at all libraries in Collier County. All of these
outreach efforts were conducted to encourage the participation of residents who typically
would not engage in such a project. In developing the LRTP, the MPO sought and
considered the needs of those traditionally underserved by existing transportation systems
such as low income and minority households. Examples of the organizations within
Collier County the MPO made project presentations to are as follows:
. Environmental Group Presentation- July 21, 2009
. Eastern Collier County Chamber of Commerce Presentation - September 2, 2009
. Smart Growth Coalition Presentation - September 22, 2009
. The Greater Naples Chamber of Commerce Presentation - October 2, 2009
. Joint NAACP (National Association for the Advancement of Colored People) -
Golden Gate Civic Association Presentation - October 12, 2009
. Naples Pathways Coalition Presentation - November 9, 2009
. The Council for Hispanic Business Professionals Presentation - January 20, 2010
. Property Owners Association President Meeting- February 10,2010
. Property Owners Association President Meeting- February 11, 2010
. Immokalee Community Redevelopment Agency Presentation - February 17, 2010
. Hunger and Homeless Coalition of Collier County - April 6, 2010
. Haitian Coalition Meeting- May 1, 2010
3-6
Public Involvement/Participation
2035<'~ !/!!::.
.a.TRANSPORTATION PLAN
. Hunger and Homeless Coalition of Collier County- August 3, 2010
. Collier County Airport Authority- September 13, 2010
. Environmental Groups Presentation- October 13, 2010
. City of Naples Airport Authority- October 21, 2010
. Collier County Historical/Archaeological Preservation Board- November 17,
2010
. Rotary Club of Naples Bay- November 23, 2010
. Kiwanis Club of Pelican Bay- December 8, 2010
. Coalition oflmmokalee Workers- TBD
Over the course of the 2035 LRTP update process, three public workshops were held.
The first workshop explained the 2035 LRTP update process and expectations. This
workshop kicked-off the public participation on June 17, 2009. A second public
workshop presented the draft Needs Plan for public comment on July 28, 2010. The third
public workshop presented the updated draft Needs Plan and the associated Cost Feasible
Plan on October 27,2010. This workshop invited public comment on both the Needs and
the Cost Feasible Plans.
Two newsletters (September 2009 and November 2010) were sent to the general public
using a master contact list which kept the public updated and informed about the 2035
LRTP process. The Master Contact List comprised of mailing lists that had been
maintained and expanded through input received via multiple sources including letters, e-
mail, comments received at public workshops, internet, outreach efforts, and telephone
requests.
The public was given a reasonable opportunity to comment on the LRTP, and the MPO
used their adopted public participation plan to support the public involvement efforts of
the LRTP update. The LRTP demonstrates explicit consideration of and response to
public input and technical information related to the LRTP was made available to the
public in electronic formats such as the World Wide Web. An interactive website was
developed that integrated existing MPO activities and information with the 2035 LRTP
update process. The website included project materials, maps, reports and meeting
minutes, which could be downloaded. An area to comment andlor be added to the mailing
list was also available.
The MPO purchased a Business Reply Permit and incorporated that into the LRTP
comment forms available at workshops and on the internet. This postage paid permit
allowed the public to mail the MPO their comments without requiring them to pay for
postage.
The input gathered from the public was used to identify transportation needs, such as
roadway alignments, transit routes and pathway/sidewalk connectivity, within the
underserved areas. All comments were summarized and considered during the
development of the LRTP.
3-7
Public Involvement/Participation
2035
.a.TRANSPORTATION PLAN
On December 10,2010 the MPO Board formally adopted the 2035 Cost Feasible Plan at
a public hearing conducted in the Board Chambers. This Plan will now serve as a guide
for future planning efforts in Collier County. A complete summary of the public
involvement process, its implementation and the results is included in the support
documentation.
3-8
Mission, Goals & Objectives
2035 <il':it'!:.L
WUBTRANSPORTATION PLAN
4.0 Mission, Goals, and Objectives
The LRTP update process begin with the development of overall vision and mission
statements to establish a framework to guide the selection of projects to be implemented
during the next 25 years. The goals, objectives and policies were then developed to
provide guidance of the broad long term vision. The goals provide long term results, the
objectives are more specific and provide guidance on how to meet the goals, and the
measures of effectiveness provide benchmarks to determine if an objective has been met.
2035 LRTP Vision Statement
A safe and accessible transportation system that efficiently meets the mobility needs of
all current and future residents, visitors, and businesses and sustains its quality of life, its
economy, and the unique character of its communities, neighborhoods, and business
districts.
2035 LRTP Mission Statement
To plan an affordable multi-modal transportation system that enables the people and
goods to move safely and efficiently and supports economic and population growth
consistent with local governments' comprehensive plans while minimizing adverse social
and environmental impacts, in coordination between the counties and their municipalities,
adjoining MPOs and counties, and regional, state, and federal agencies.
2035 LRTP Goals & Objectives
Metropolitan planning regulations require that in formulating the long range
transportation plan, the MPO should provide for consideration of projects and strategies
that consider the following nine (9) evaluation factors, as they relate to a minimum
twenty (20) year forecast period:
1) Support the economic vitality of the United States, the States and Metropolitan
planning areas, especially by enabling global competitiveness, productivity and
efficiency;
2) Increase the safety of the transportation system for all users. The safety element
shall incorporate or summarize priorities, goals counter measures or projects
contained in the Strategic Highway Safety Plan (SHSP) and (as appropriate)
emergency relief and disaster preparedness plans and strategies and policies that
support homeland security;
3) Increase the security of the transportation system for its users. The security element
shall incorporate or summarize the priorities, goals or projects set forth in the
transit safety and security planning review process, plans and programs;
4) Increase accessibility and mobility of people and freight;
4-1
Mission, Goals & Objectives
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5) Protect and enhance the environment, promote energy conservation, improve
quality of life, and promote consistency between transportation improvements and
State and local planned growth and economic development patterns;
6) Promote participation and coordination among interested public, tribal and private
parties;
7) Enhance the integration and connectivity of the transportation system, across and
between modes, for people and freight;
8) Promote efficient system management and operation; and
9) Emphasis the preservation of the existing transportation system.
The Lee County MPO and Collier MPO goals and objectives from their respective 2030
LRTPs were combined in an effort to make one cohesive set of goals and objectives for
each respective LRTP. Language from each was compared, and modified where it was
considered appropriate. A consistent numbering system was also developed. These goals
and objectives considered and are consistent with the goals and objectives identified in
the Florida Transportation Plan. The combined set of Goals and Objectives is provided
below.
GOAL 1:
A multi-modal transportation system that is balanced and
integrated with all transportation modes to ensure safe and
efficient movement of people and goods.
OBJECTIVE 1.1 Minimize congestion on roadways and at intersections.
OBJECTIVE 1.2 Maintain roadway and other Level of Service (LOS) standards
consistent with regional, county and municipal comprehensive plans,
OBJECTIVE 1.3 Provide a balanced system with viable multi-modal options that are
consistent with local comprehensive plans.
OBJECTIVE 1.4 Provide infrastructure that supports intermodal transportation (transit
riders, pedestrians, bicyclists and other alternative transportation
modes).
OBJECTIVE 1.5 Improve intermodal connectivity and access to intermodal facilities
(e.g. airports, transit centers, Interstate bus system, rail, passenger
ferries, etc.) and activity centers.
OBJECTIVE 1.6 Provide more sidewalks and bikeways.
4-2
Mission, Goals & Objectives
2035 :r:;f!!8If1: l}j\':}
,.UDTRANSPORTATION PLAN
OBJECTIVE 1.7 Improve public transit services so they are efficient, frequent, reliable,
convenient, easy to use and understand, and promotes other intermodal
uses.
OBJECTIVE 1.8 Provide reasonable and accessible regional public transit services.
OBJECTIVE 1.9 Develop and provide specialized services and systems to meet the
needs of transportation-disadvantaged persons.
OBJECTIVE 1.10 Maximize transportation network continuity and promote alternative
modes of transport (e.g., rail, pipeline and waterways)
OBJECTIVE 1.11 Provide efficient and safe truck routes.
OBJECTIVE 1.12 Encourage utilization of Transportation Demand Management (TDM).
OBJECTIVE 1.13 Enhance the health and welfare of residents and visitors.
OBJECTIVE 1.14 Establish process to maximize input on all aspects of transportation
(planned growth, economic development, environmental protection,
air operations and freight operations) and coordinate with State and
other entities that are responsible for activities that affect
transportation.
OBJECTIVE 1.15 Identify and ensure access to key freight load centers.
GOAL 2:
A transportation system that is safe and secure for existing
and future residents, visitors and businesses.
OBJECTIVE 2.1 Participate in the State's Strategic Highway Safety Plan (SHSP)
process.
OBJECTIVE 2.2 Safety planning shall be consistent with and reflect the goals and
objectives of the State's SHSP.
OBJECTIVE 2.3 Reduce overall roadway crash rates at intersections and along
corridors.
OBJECTIVE 2.4 Reduce crash rates that involve conflicts among different modes of
transportation through engineering and public education (autos, trucks,
buses, trains, motorcycles, pedestrians and bicyclists).
OBJECTIVE 2.5 Identify critical components of the local and regional infrastructure
and develop strategies to enhance safety and security.
4-3
Mission, Goals & Objectives
2035
.U..r:~N~'!r~TION PLAN
OBJECTIVE 2.6 Increase comfort, safety and security on board transit vehicles, at bus
stops, at intermodal facilities and connections.
OBJECTIVE 2.7 Support regional and/or county-level commercial vehicle enforcement
programs.
OBJECTIVE 2.8 Analyze the adequacy of penalties imposed for violations of
commercial motor vehicle weight limits and implement improvements
as needed.
OBJECTIVE 2.9 To identify key steps to be taken to ensure that all transportation
modes including freight hubs meet national security requirements.
GOAL 3:
A transportation system that enhances emergency
responsiveness and evacuation.
OBJECTIVE 3.1 Minimize emergency response time.
OBJECTIVE 3.2 Provide efficient evacuation routes.
OBJECTIVE 3.3 Identify available alternate evacuation routes.
OBJECTIVE 3.4 Improve accessibility to local evacuation shelters.
OBJECTIVE 3.5 Coordinate with local officials regarding expansion of local shelter
opportunities.
OBJECTIVE 3.6 Identify available transportation options during evacuations.
OBJECTIVE 3.7 Ensure transportation options are available for the elderly, persons
with disabilities and other transportation-disadvantaged citizens during
emergency evacuations.
OBJECTIVE 3.8 Provide support for the ongoing development oflTS infrastructure that
will support emergency responders in preventing, reducing and
mitigating the effects of incidents.
OBJECTIVE 3.9 Maintain and preserve evacuation routes in both urban and rural areas
to allow aid vehicles to better accesslleave target areas.
GOAL 4:
A transportation system that is sensitive to the effects to the
socio-cultural elements of the communities, the community
character and environmental resources.
4-4
Mission, Goals & Objectives
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.a.TRANSPORTATION PLAN
OBJECTIVE 4.1 Enhance aesthetics and the character of neighborhoods, communities,
commercial districts and transportation facilities.
OBJECTIVE 4.2 Enhance multi-modal transportation opportunities for minority and
low-income populations.
OBJECTIVE 4.3 Improve neighborhoods, communities and commercial districts for
safe access to multi-modal transportation opportunities.
OBJECTIVE 4.4 Enhance mobility and accessibility for elderly populations, persons
with disabilities and transportation-disadvantaged.
OBJECTIVE 4.5 Minimize adverse environmental impacts, including noise and promote
energy conservation.
OBJECTIVE 4.6 Avoid and minimize cultural, archaeological or historical impacts.
OBJECTIVE 4.7 Improve resident's quality of life by increasing non-automobile access
to shopping, social services, civic activities, healthcare and
recreational opportunities.
OBJECTIVE 4.8 Use effective public involvement and context-sensitive design to
develop intermodal and freight centers that support community vision
and enhance quality of life.
GOAL 5:
A sustainable transportation system that enhances economic
growth and anticipates development demands.
OBJECTIVE 5.1 Minimize congestion on roadways and at intersections.
OBJECTIVE 5.2 Improve public transit services so they are efficient, frequent, reliable,
convenient, that is easy to use and understand and promotes other
intermodal uses.
OBJECTIVE 5.3 Improve intermodal connectivity and access to intermodal facilities
(e.g. airports, transit centers, Interstate bus system, rail, passenger
ferries, etc.) and activity centers.
OBJECTIVE 5.4 Provide safe, secure and efficient movement of freight and goods
throughout the transportation system.
OBJECTIVE 5.5 Encourage the reservation of future corridors and rights-of-way.
OBJECTIVE 5.6 Recognize and promote the long term economic benefits of a livable
and sustainable community where multi-modal transportation
4-5
Mission, Goals & Objectives
"'03.'~ -.' ,"" "
I/If,. . iiI "">':~- J.;;;.t,;ifkr,'-'",,{./~::;;' t,;
aU. TRANSPORTATION PLAN
opportunities embrace pedestrians, public transit riders, and bicyclists
of all ages and abilities; automobile independence; a human scaled and
interconnected network of streets; and accessibility to daily needs
within walking or bicycling distance.
OBJECTIVE 5.7 Provide for smooth and efficient transfers for both people and freight
between transportation modes and between SIS, regional and local
corridors and hubs.
GOAL 6:
A transportation system that is maintained, optimized and
expanded using the best available technologies and innovations.
OBJECTIVE 6.1 Construct and maintain multi-modal infrastructure to standards that
minimize their lifecycle costs.
OBJECTIVE 6.2 Identify and implement the best available technologies and innovations
to improve the reliability and efficiency of the transportation system.
Maximize the use of Intelligent Transportation System (ITS)
technologies.
OBJECTIVE 6.3 Reduce roadway congestion by maxlmlzmg ITS technologies, e.g.,
efficiently route traffic to alternate routes and divert around congested
corridors or incidents.
OBJECTIVE 6.4 Reduce peak period vehicular travel using Travel Demand
Management measures (e.g., variable pricing, carpooling, vanpooling,
telecommuting, flexible work hours, HOV tolling).
OBJECTIVE 6.5 IdentifY and reserve corridors and right-of-way for future
transportation facilities.
OBJECTIVE 6.6 Provide more transportation corridors connecting activity centers
OBJECTIVE 6.7 Increase mixed use development and densities along major transit
corridors.
OBJECTIVE 6.8 Apply truck-specific design standards (lane width, ramp terminal radii,
curb radii, pavement thickness) on roadways with significant truck
volumes.
GOAL 7:
A transportation system that is financially feasible.
OBJECTIVE 7.1 IdentifY opportunities of alternative funding sources.
4-6
Mission, Goals & Objectives
2035 1i!!1.
II'U.TRANSPORTATION PLAN
OBJECTIVE 7.2 Maximize the return on federal and state transportation funds.
OBJECTIVE 7.3 Maximize use of available Federal funding and training primarily
through SAFETEA-LU (Surface Transportation Program, Congestion
Mitigation and Air Quality program, Truck Parking Facilities grant,
etc.) and Non-SAFETEA-LU (Department of Commerce Economic
Development Administration grants) for multimodal freight
improvements and planning.
OBJECTIVE 7.4 Maximize use of available SIS and TRIP funds to promote multimodal
freight and passenger transportation improvements.
OBJECTIVE 7.5 Identify land development patterns that reduce transportation needs
and costs.
GOAL 8:
A transportation system that is coordinated through local,
regional and state agencies and based on effective integration of
transportation, land use, conservation and smart growth
planning.
OBJECTIVE 8.1 Coordinate transportation and land use planning.
OBJECTIVE 8.2 Coordinate local and regional planning.
OBJECTIVE 8.3 Facilitate intermodal connections.
OBJECTIVE 8.4 Maximize connections between adjacent land uses.
OBJECTIVE 8.5 Apply transportation and land use planning techniques that support
intermodal connections and coordination.
OBJECTIVE 8.6 Apply enhanced access management standards and strategies In
corridors of regional significance.
OBJECTIVE 8.7 Provide a coordinated and consistent transportation system.
OBJECTIVE 8.8 Promote participation and coordination among public, tribal and
private parties.
OBJECTIVE 8.9 Create institutional structures that support statewide, regional and local
mobility needs.
OJBECTIVE 8.10 Maintain close coordination with FDOT, Department of Community
Affairs (DCA), the Southwest Florida Alliance (Collier chambers) and
the chambers of commerce in Lee County and neighboring counties on
4-7
Mission, Goals & Objectives
2035 ;:f:::~"lOPJG
fIIIUD.TRANSPORTATION PLAN
issues related to land use decisions, economIc growth policies and
transportation needs.
These Goals and Objectives were reviewed and developed through joint MPO
committees and endorsed by both the Collier and Lee County MPO Boards. Full
documentation of the Goals, Objectives and Policies (GOPs) is provided in the
supporting documentation.
The adopted GOPs were compared to the SAFETEA-LU Statewide and Metropolitan
Planning Factors. Table 4-1 identifies how all of the Planning Factors are addressed by
the adopted Goals and Objectives in the LRTP.
The Goals and Objectives were developed with non-technical participants and reflect to a
greater degree qualitative performance measures rather than quantitative. Each Policy
Evaluation Criteria and Performance Measure was updated to reflect some level of
quantitative measurement to the maximum extent feasible. Table 4-2 is a detailed matrix
that includes the policies, evaluation criteria and performance measures. A summary of
how each measure has been or will be attained is included in the technical support
document for the GOPs.
4-8
Model Validation
2035 t'Y;.!'!!!.;
.,UDTRANSPORTATION PLAN
5.0 MODEL VALIDATION
This was accomplished through the combined efforts of the Collier MPO, Lee County
MPO and FDOT District One. FDOT provided the actual model validation with
primary inputs provided by the Collier MPO and Lee County MPO. A validation year
of 2007 was agreed to by all parties based. The MPOs provided base inputs for
transit and highway conditions for the year 2007 that route data, equipment,
operations, roadway network, traffic counts, locations of special generators, etc.
The MPOs were also responsible for providing the 2007 socio-economic data and
the boundary information for the traffic analysis zones to be included in the 2007
travel demand model.
The combined model, Lee Collier model (LC model), is based on the Florida
Standard Urban Transportation Model Structure (FSUTMS) powered by Cube
Voyager, Version 5.0.2. The validated model was completed in late April 2010 and
submitted to both MPO's on April 29, 2010. Final documentation on the validation
was submitted to the MPOs on September 3, 2010. The information contained in
this chapter provides a general overview of the travel demand model validation
standards and the level of performance of the validated LC model.
The FDOT has established validation criteria and desired levels of accuracy for each of
the criteria for use in evaluating the results of the highway model validation. Most of the
validation criteria are expressed as ratios of model volumes (i.e., model output) to actual
volumes (i.e. traffic count data). Table 5-1 lists the desired levels of accuracy for these
validation criteria.
a e - o e a I atlOD ccuracy a ues
Validation Criteria Scale of Computation Desired Level of Accuracy
Model VMT/ Area-Wide +/- 5%
Actual VMT
Model VHT/ Area-Wide +/- 5%
Actual VHT
Model VMT/ Facility Type, Area Type, +/- 15% (for VMT > 100,000) and
Actual VMT Number of Lanes +/- 25% (for VMT S 100,000)
Model VHT/ Facility Type, Area Type, +/- 15% (for VHT > 20,000) and
Actual VHT Number of Lanes +/- 25% (for VHT S 20,000)
Model Volume/ Screen lines +/- 10% (for> 50,000 VPD) and
Actual Volume +/- 20% (for S 50,000 VPD)
T bl 5 1
M d I V I'd . A
VI
The overall 2007 LC model v/c ratios for vehicle-miles of travel (VMT) and vehicle-
5-1
Model Validation
2035 "'&!!!J.'. """
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_UBTRANSPORTATION PLAN
hours of travel (VHT) are both 0.97. This value is within the desired accuracy range of
0.95 to 1.05. The v/c ratios for VMT for Collier County 2007 LC model is 0.99. The vlc
for VHT is 0.99.
In statistics, the Mean Square Error (MSE) of an estimate is one of several ways to
quantify the difference between the estimate and the actual value of the quantity being
estimated. The MSE measures the average of the square of the "error" (i.e., the difference
between the estimated value and the actual value). The use of the square of the difference
(as opposed to the actual magnitude of the difference) ensures that large positive and
negative differences do not "cancel each other out". The square root of the MSE yields a
value that is commonly referred to as the Root Mean Square Error (RMSE) and is
analogous to a standard deviation. Confidence in a travel demand models' ability to
replicate existing traffic volumes increases as the magnitude of the RMSE decreases. The
FDOT has also established desirable maximum RMSE values (expressed as percentages)
for various volume ranges as well as for the overall model. The maximum desirable
RMSE values decrease as the magnitude of the volumes increase reflecting the higher
levels of importance that are placed on replicating the higher volume roadway segments.
Table 5-2 provides a summary of the overall RMSE as well as the individual %RMSE' s
categorized by volume ranges. The maximum desirable RMSE values are also included
in Table 5-2. This table indicates that the overall RMSE (31.4 percent) is well below the
maximum desirable value of 39.0 percent. In addition, the RMSE values for five of the
six volume ranges are also below the desirable maximum values. Approximately 68.0
percent of the total links with traffic counts contained in the 2007 LlC model are in one
of these five volume ranges. Only the lowest volume range (::;5,000 vehicles Iday) has a
RMSE that is higher than the maximum desirable value (60.4 percent vs. 55.0 percent).
Table 5-2
Percent Root Mean Square Error (RMSE)
Collier and Lee Coun Hi hwa Network
Max Desirable RMSE Actual RMSE
Number of links
1 - 5,000
5,001 - 10,000
10,001 - 20,000
20,001 - 30,000
30,001 - 40,000
30,001 - 50,000
1 - 500,000
< 55%
<45%
< 35%
<27%
<24%
<22%
< 39%
60.40%
41 .10%
28.20%
19.90%
20.60%
16.10%
31 .40%
447
312
382
143
80
22
1386
source FSUTMS model update Task C. "Develop Standardized Distribution and Assignment
Models
Tables 5-3 provides RMSE summaries for Collier County. In Collier County, all six
volume ranges have RMSE values less than the desirable maximum values.
5-2
Model Validation
2035{,~E!!1!.
.a.TRANSPORTATION PLAN
Table 5-3
Percent Root Mean Square Error (RMSE)
Collier Coun Hi hwa Network
Max Desirable RMSE
Actual RMSE
Number of links
1 - 5,000
5,001 - 10,000
10,001 - 20,000
20,001 - 30,000
30,001 - 40,000
30,001 - 50,000
1 - 500,000
< 55%
<45%
< 35%
<27%
<24%
< 22%
< 39%
46.10%
33.80%
21 .10%
17.20%
16.40%
13.10%
23.50%
90
73
120
56
18
2
359
source' FSUTMS model update Task C: "Develop Standardized Distribution and Assignment Models
Comparisons between the 2007 actual volumes and the model generated volumes were
conducted to assess the accuracy of the 2007 LC model validation. The results of these
comparisons indicated that the 2007 LC model is able to replicate the 2007 traffic
volumes within acceptable accuracy levels and therefore, this model can serve as a
reliable travel demand forecasting tool for use in developing the Year 2035 LRTPs in
Collier. The variations will be taken into consideration in developing the ultimate
highway needs for the year 2035.
Full technical documentation of the validation process and procedure is provided as a
supplemental technical report 2007 Lee/Collier County Travel Demand Mode Validation
Report in the support documentation.
5-3
Land Use Forecast and E+C Network
~0351,~l!!f!IIlI-1 if<.'
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..a_TRANSPORTATION PLAN
6.0 LAND USE FORECAST AND E+C NETWORK
Land Use
As stated in Section 5.0, the interaction between the Collier MPO and the Lee County
MPO jurisdictions dictated that the two areas be considered as a whole for the purpose of
evaluating travel demand needs. This meant that a joint MPO model and consistent land
use forecasts would have to be developed. Development of the land use and
socioeconomic forecasts were conducted as separate efforts but were consistent in
general methodology.
The 2007 base conditions were controlled to medium Bureau of Economic and Business
Research (BEBR), University of Florida, permanent population estimates for both
counties. The estimated 2007 permanent population in Collier County was 334,324.
This was an increase of 82,947 or a 33 percent increase from 2000 Census permanent
population of 251,377. The Bureau of Economic and Business Research (BEBR),
University of Florida, has projected the countywide permanent population to be 504,142
by the year 2035 using a median range projection. This would be a 50.8 percent change
from the 2007 population, an increase of 169,818. Figure 6-1 illustrates where that
growth will occur.
Employment figures between 2000 and 2007 grew from 102,883 in 2000 to 166,849 in
2007. This was an increase of 64,0 16 employees or a 62 percent increase in employment.
The 2035 employment forecast was based on the trends and the BEBR forecasts. The
projected 2035 employment total is 243,022. This would be a 45.7 percent change from
the 2007 employment, an increase of more than 76,173 employees. The distribution of
the employment growth is shown on Figure 6-2.
The control totals for population and employment were used in association with results of
other study efforts such as the East of 951 Study, 1-75/Everglades Boulevard Interchange
Justification Report Model Development, and the Collier County Interactive Growth
Model Study to distribute population and employment. Approved land use plans for
Planned Unit Development (PUD) and Developments of Regional Impact (DRI) were
also used.
Projected school enrollment was based on a combination of those previously conducted
study efforts and recommendations from the Collier County School Board planning staff.
Locations for school enrollment were identified and refined based on coordination with
the school board planning staff.
Factors to address vacancy rates and seasonal population were updated and added based
on review of adjacent or similar land use areas. Autos per household were similarly
applied for areas with no data or limited data.
6-1
Land Use Forecast and E+C Network
R035<s,..!!!!1!"
HUD.TRANS",!,!TATION PLAN
Figu re 6-1
Population Growth by Traffic Analysis Zone (2007 to 2035)
Changes in Population from 2007 - 2035
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1001 - 11;00
1501 - 2000
_ 2001 - 5196
Map Created by Collier Metropolitan Planning Organization - November 2010
2885 South Horseshoe Dr Naples, FL 34104
239-252-8192
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6-2
Land Use Forecast and E+C Network
"'035 (f':'_,.;V';:
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Figure 6-2
Employment Growth by Traffic Analysis Zone (2007 to 2035)
Changes in Total Employment from 2007 - 2035
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239-252-8192
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6-3
Land Use Forecast and E+C Network
2035<,.l!!!!.
..1:18 .TRANSPORTATION PLAN
Additional information required to be forecasted included special uses such as Florida
Gulf Coast University, Ave Maria University, beaches, hospitals and the entry/exit points
(external stations) to the regional study area. Forecasts for these land uses were
determined from various sources, including enrollment projections, projected traffic
growth rates and development plans. Some of these numbers were also provided directly
from the responsible local jurisdictions.
With the completion of the 2035 land use and socio-economic data projections, interim
year data sets for 5 year increments beginning with year 2015 were developed.
A full summary of the land use projections and allocation by traffic analysis zone for
years 2007,2015,2020,2025,2030 and 2035 is provided in Appendix.
Existing Plus Committed (E+C) Network
The process of developing the Year 2035 Highway Needs Plan began by updating the
validated LC model to reflect roadway improvements currently programmed, funded and
committed to be completed by Fiscal Year (FY) 2014. This highway network is referred
to as the Year 2014 Existing plus Committed or E+C network. Table 6-1 summarizes the
network adjustments made in Collier County, through coordination with Collier MPO
staff, to reflect current planned and programmed improvements funded through the year
2014. Roadway network modifications identified in Table 6-1 and illustrated in Figure 6-
I were then incorporated into the validated LC model to create an updated Year 2014
E+C network.
The year 2035 socioeconomic data described in the preceding section was then applied to
the E+C network. The results of that travel demand model run identify congestion would
look like in the year 2035 ifno further transportation improvements were funded.
For analysis purposes, the operating deficiencies were defined in terms of volume-to-
capacity (v/c) ratios specifically where model volumes significantly exceed model
capacities. The capacities used to calculate the v/c ratios in this analysis were generated
from the Year 2014 E+C network model. Figures 6-2 through 6-4 illustrate the model-
predicted operating deficiencies differentiated by degree of severity. Figure 6-2
illustrates those roadway links in red with a vlc ratio between 1.25 and 2.0, Figure 6-3
i\Iustrates those roadway links in red with a vlc ratio between 2.0 and 2.5 and Figure 6-4
illustrates those roadway links in red with a vlc ration greater than 2.5.
Since the vlc ratio maps shown in Figures 6-2 through 6-4 are based upon model
capacities, the results may differ from the adopted LOS Standard capacities and
thresholds used in the detailed Year 2035 Needs Plan assessment. The detailed
evaluation of the Year 2035 Needs Plan roadway network defines operating deficiencies
using generalized service volumes instead of model based capacities. The deficiencies
identified in Figures 6-1 through Figure 6-3 are based upon model capacities. A
comparison of model statistics as shown in Table 6-2 demonstrate the increase of
congestion further with nearly 150 percent in vehicle-hours of travel and an 8.6 percent
decrease in congested speed.
6-4
Land Use Forecast and E+C Network
2035 ~.
~U".TRANSPORTATION PLAN
XlstlDe: us ommltte 0 el etwork
....
Limit To ",~~y
Qoadway Limit From #ot"_lo ~D
%007(1) .ype ".....".u.y
Collier Blvd (CR 951) Immokalee Rd Golden Gate Blvd 2 6 divided
Collier Blvd (CR 951) Green Blvd Golden Gate Blvd 4 6 divided
Collier Blvd (SR/CR 951) Davis Blvd Golden Gate Canal 4 8 divided
Collier Blvd (CR 951) US41 Davis Blvd (SR 84) 4 6 divided
Collier Blvd (SR 951) US 41 No of Tower Rd 4 6 divided
Davis Blvd (SR 84) Santa Barbara Blvd Radio Rd 2 4 divided
Davis Blvd (SR 84) Radio Rd CR 951 2 6 divided
1-75 Golden Gate Pkwy Lee County 4 6 divided
Immokalee Road (CR Strand Blvd Northbrooke Dr 6/4 8 divided
846)
Immokalee Road (CR Northbrooke Dr East of CR 951 4 6 divided
846)
Immokalee Road (CR East of CR 951 Twin Eagles Blvd 2 6 divided
846)
Jolley Bridge CR 951 on mainland side Marco Island side 2 4 divided
Logan Blvd Vanderbilt Beach Rd Immokalee Rd 0 2 undivided
Oil Well Road (CR 858) Immokalee Rd East of Golden Gate Canal 2 4 divided
Oil Well Road (CR 858) East of Golden Gate Canal East of Everglades Blvd 2 6 divided
Oil Well Road (CR 858) West of Oil Well Grade Rd East of Ave Maria entrance 2 6 divided
Radio Rd Santa Barbara Blvd Santa Clara Drive 4 6 divided
Radio Rd Santa Clara Drive Davis Blvd (SR84) 2 4 divided
Radio Rd East of Countryside Dr Santa Barbara Blvd 4 3 EB & 2 WB divided
Rattlesnake Hammock Rd Polly Ave Collier Blvd (CR 951) 2 6 divided
Santa Barbara Blvd Rattlesnake Hammock Rd Davis Blvd (SR 84) 0 6 divided
Santa Barbara Blvd Davis Blvd (SR 84) Painted Leaf Lane 4 6 divided
Vanderbilt Beach Rd Airport Pulling Rd Collier Blvd (CR 951) 2 6 divided
Table 6-1
Highway Improvement Between 2007 and 2014
E ., PI C . d LC M d N
I Capacity type in 2007 validated model network
2 Capacity type in 2014 E +C model network
6-5
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Table 6-2
Comparison of Statistics
2007 Validated LC Model vs. 2035 Existing Plus Committed LC Model
Model Statistics Comparison
Model Year VMT VHT Original Speed Congested Speed Vehicle Hours Delay
2007 Validated
Collier County 9,483,524 324,873 26.79 25.17 20,892
LC Model 26,484,159 995,337 27.34 25.40 76,105
2035 E + C
Collier County 16,108,991 803,137 26.83 23.01 133,333
LC Model 47,213,210 2,848,449 27.30 22.19 657,119
6-10
Congestion Management Systems Strategies
2035/['tt!!:.
-.UD.TRANSPORTATION PLAN
Chapter 7:
Congestion Management Process
One of the major emphases of the LRTP Update is the inclusion of projects that improve
the operation of the existing system and address congestion. This emphasis on increasing
the efficiency of the current infrastructure is embodied in the Congestion Management
Process, adopted in 2008 and incorporated into the LRTP Update.
The Federal Highway Administration (FHW A) defines a Congestion Management
Process (CMP) as "a systematic transparent process for managing congestion that
provides information on transportation system performance and on alternative
strategies for alleviating congestion and enhancing mobility. "
The Collier MPO adopted a Congestion Management System in 1997. The SAFTEA-LU
legislation increased the previous Congestion Management System requirements and
moved toward a concept of a Congestion Management Process (CMP). In 2008, the
MPO's Congestion Management System/Intelligent Transportation System (CMS/ITS)
Stakeholders Committee led an effort to revise the Congestion Management System to
become a fully integrated CMP, thereby meeting all federal requirements. The 2008
CMP document includes an analysis of congestion strategies, establishment of
performance measures, and monitoring and coordination with other countywide plans and
systems. The CMP reviews projects that alleviate congestion and do not require right-of-
way, while demonstrating quantifiable performance measures.
Congestion management includes the implementation of strategies designed to reduce
vehicle trips; shift trips from single-occupancy vehicles to high-occupancy vehicles; and
maximize the effectiveness and efficiency of the existing transportation system. The
2008 Congestion Management Process (CMP) also considers the use of non-motorized
modes of transportation to alleviate congestion and promote quality of life issues for the
County's residents and visitors through sidewalk improvements, and pedestrian and
bicycle trail improvements.
As part of the 2035 LRTP Update, a Congestion Management Process Technical
Memorandum was prepared and is available as a separate document. It describes the
CMP in detail and its relationship to the LRTP and the MPO planning process.
Congestion Management Process Integration
The CMP is an integral part of the Collier MPO planning process, including the LRTP,
the TIP, and public involvement process. It also meets all federal requirements and
guidance recently furnished by the U.S. Department of Transportation (USDOT), FHW A,
and the Federal Transit Administration (FT A). As displayed in Figure 7-1, the CMP is
coordinated concurrently with all major MPO planning processes and activities.
Integrating the CMP into each MPO program enables the process to be more effective
and efficient. It also ensures a multi modal approach is implemented in corridor studies
and roadway improvement projects.
7-1
Congestion Management Systems Strategies
2035 {;f;,I!'!:IIJ'
fltUDTRANSPORTATION PLAN
Figure 7-1: CMP and Collier MPO Planning Process Integration
MPO BOARD
MPO COMMITEES
CMS/ITS COMMITTEE
MPO STAFF
CITIZENS/SURVEYS
CMS/lTS Stakeholders Committee
The Congestion Management System/Intelligent Transportation Systems (CMS/ITS)
Stakeholders Committee is an essential part of the MPO's CMP. The Committee is
responsible for evaluating, selecting, reviewing and submitting candidate corridors and
projects to be reviewed through the MPO committee process. The Committee consists of
local government planners, engineers, law emergencylenforcement staff, and other key
transportation stakeholders appointed by their respective jurisdictions in Collier County.
The main goal of the Committee is to serve as the formal body to help guide the
development of the CMP projects and programs. Table 7-1 lists the agencies included in
the CMS/ITS Stakeholders Committee.
Table 7-1: CMS/lTS Stakeholder Committee Members
City of Everglades City
City of Marco Island Public Works Department
City of Naples Traffic Operations Department
Collier County Alternative Transportation Modes Department
Collier County Emergency Management Department
Collier MPO Citizens Advisory Committee
Collier MPO Pathways Advisory Committee
Collier County Traffic Operations Department
Collier County Transportation Planning Department
Florida Department of Transportation - District One
7-2
Congestion Management Systems Strategies
2035 (:12
.E,.TRANSPORTATION PLAN
The CMS/ITS Stakeholders Committee recommends priority projects and programs for a
CMS funding set-aside (CMS Box). Eligible projects include corridors which do not
meet acceptable levels of service, and where widening projects are not funded within the
next five years. In addition, to be eligible for the annual CMS funding allocation,
projects cannot require the acquisition of right-of-way from adjacent property
owners. Transit and pathways projects will need to demonstrate that they can reduce
delay and remove automobiles from congested roadway segments.
CMP Network
The primary goal of the CMP is to improve system performance by alleviating
congestion through strategies that improve safety and enhance the mobility of persons
and goods. Therefore, the CMP transportation network comprises a roadway network,
transit network and bicycle and pedestrian networks, as well as programs that support
freight and goods movement and travel demand management (TDM).
The congestion management process covers all of Collier County. This includes
unincorporated Collier County, City of Naples, City of Marco Island, and Everglades
City. The CMP Network includes specific roadway facilities identified in the 2008
Collier County Annual Update and Inventory Report (AUIR), and additional
thoroughfares in the cities of Naples and Marco Island. Information obtained for the City
of Naples and Marco Island was derived from City of Naples Comprehensive Plan,
Transportation Element (2006); and the Marco Island 2009 Annual Level of Service
Report, consisting of 2004 average daily traffic count data.
The CMP Bicycle and Pedestrian Network includes all areas presently served by bicycle
and pedestrian facilities defined in the Collier County Comprehensive Pathways Plan.
The CMP Transit Network includes all roadways served by transit as defined in the
Collier County Transit Development Plan (TDP).
Intelligent Transportation Systems
Intelligent Transportation Systems (ITS) refers to communications and information
technology used by transportation managers to improve system performance and by
supplying users with information so that they can make more informed travel choices.
Collier County is working in partnership with municipalities and FDOT District One to
implement ITS. Major components of the existing and on-going expansion of the ITS
include:
Regional ITS
. FDOT District One Regional ITS
o Southwest Florida Regional ITS Architecture
o Blueprint for ITS in region over next 20 years
. Regional Transportation Management Center (RTMC)
o Southwest Interagency Facility for Transportation (SWIFT)
SunGuide Center
7-3
Congestion Management Systems Strategies
2035 ~~ !!!:. ,~ ,
..UDTRANSPORTATION PLAN
o Functional Hub of 1-75 ITS, Freeway Management System (FMS)
o Incident Management
o Located at Daniels Parkway rest area
. Communication with Florida Highway Patrol, Fire Rescue, Emergency Response
. Electronic toll collection (e.g., 1-75 Alligator Alley)
. 1-75 Freeway Incident Management System
o Fiber optic cables
o Wireless communication
o Dynamic Message Signage
o Dynamic Trailblazers
o Highway Advisory Radio
o CCTV monitoring
o Traffic Detection Stations
o Archived Data
. 1-75 Complementary ITS Deployment
. ITS Field Service Devices, County Roadways
. FOOT Emergency Operations Center (EOC)
o FDOT District One Headquarters, Bartow
City and County ITS
. Advanced Traffic Management System (A TMS) on arterial roads
o Collier County
o City of Naples
. Traffic Signal Control System
o City of Marco Island
Definition of Congestion and CMP Performance Measures
The MPO uses two system-wide performance measures to evaluate changes to the
highway system over time to determine whether implemented improvement strategies are
achieving desired objectives, including:
. Level of Service (LOS): The level of service (LOS) of a CMP roadway
segment is calculated using service volume tables in the AUIR and municipal
comprehensive plans. Traffic volumes exceeding the concurrency LOS for a
roadway segment are considered potentially congested.
. Volume to Standard Ratio: The ratio of the traffic volume of the CMP
roadway is compared to the maximum service volume at the LOS standard
(volume to standard ratio). Roadway segments that exceed the volume to
standard ratio of 0.80, and are projected to fail within five years, are
considered potentially congested.
7-4
Congestion Management Systems Strategies
2035<;1:
..a. TRANSPORTATION PLAN
The highway performance measures are used to identify congested corridors.
Incorporating transit, bicycle, pedestrian and pathway strategies promotes alternative
transportation modes as part of the solution to congestion problems. Linking park-and-
ride facilities, transit facilities and pathways to the urban employment centers increases
the effectiveness of multi-modal solutions. In addition, Collier Area Transit (CAT)
prepares an annual TDP report, which evaluates transit system performance and annual
ridership that can be used to evaluate the effectiveness of service in Collier County. The
County's Comprehensive Pathway Plan identifies on- and off-road bicycle and pedestrian
project needs around Collier County. These performance measures support the evaluation
of transit and non-motorized modes of transportation as a means of reducing roadway
congestion andlor enhancing mobility.
These performance measures have two applications: first is to identify the congestion
issue, and the second is to determine potential effectiveness of implemented measures.
One main purpose of the CMP is to track conditions consistently over time; however, the
CMP performance measures will be refined as technology and past experience or current
practice allow new data to be considered.
Existing Conditions
The defined CMP Network is used for identifying congested corridors. On a regular
basis, the MPO goes through the process of identifying and ranking those corridors,
defined as Deficient Roadways, classified as most significant to Collier County, in order
to focus the limited transportation resources. The deficient roadways within the CMP
network, as of2008, are shown in Table 7-2 and Figure 7-2.
Table 7-2: CMP Deficient Roadway Segments, 2008
Corridor Segment From To Lanes 2008 Vol Cap V/C LOS
CR 846 - Immokalee Road Li\lingston Road 1-75 4D 3,068 2.320 1.32 F
CR 846 - 1m mokalee Road 1-75 Logan Boulevard 4D 2,541 2.320 1.10 F
CR 846 - Pine Ridge Road Li\lingston Road 1-75 6D 4,186 3.730 1.12 F
CR 862 - Vanderbilt Beach Rd US41 Goodlette-Frank Road 4D 1.756 1.820 0.96 E
CR 862 - Vanderbilt Beach Rd Goodlette-Frank Road ~rport Road 4D 2.158 1,820 119 F
CR 887 - Old US 41 Lee County US41 2U 1.013 1.010 1.00 F
CR 951 - Collier Boulevard Golden Gate Parkway Green Boulewrd 6/4D 2.195 2.180 1.01 F
CR 951 - Collier Boulevard Vanderbilt Beach Road Golden Gate Boulevard 6D 2.414 2.450 0.99 E
CR 951 - Collier Boulewrd 1-75 De\lis Boulevard 4D 3,250 3.000 1.08 F
Golden Gate Boulevard E/O E,.,rglades DeSoto County 2U 1.162 1,010 1.15 F
Golden Gate Boulevard Wlson E/O E,.,rglades 2U 1.167 1.010 1.16 F
Parkshore Drive Gulf Shore Boulewrd US 41 - Tamiami Trail 2D 1.679 "1.660 1.01 0
SR 82 Lee County Line SR 29 2U 788 875 0.90 0
SR 84 - Davis Boulevard Radio Road Collier Boulevard 4U 1.668 1.530 1.09 F
SR 84 ~ Da\lis Boulevard Santa Barbara Blw Radio Road 2U 1.070 1,040 1.03 F
SR951 US41 Wal-Mart Driwway 60 2.600 2,370 1.10 F
SR 951 Wal-Mart Dri,.,way ~natee Road 4D 2.094 1,970 1.06 F
US 41 ~ Tamiami Trail East Collier Boulevard San Marco Drive 2U 1.204 1.075 1.12 F
So urce:
· Level of Serv Ice C Peak Hour
2008 Collier County Annual Update Inventory Report: City of Naples Comprehensive Plan, Transportation Element
Safety - High Crash Locations
In compliance with the Safe, Accountable, Flexible, Efficient Transportation Equity Act -
A Legacy for Users (SAFETEA-LU), the Florida Department of Transportation (FDOT)
7-5
Congestion Management Systems Strategies
2035('T~.1
flUB.TRANSPORTATION PLAN
developed a Strategic Highway Safety Plan (SHSP) in 2006 to provide a comprehensive
framework for reducing highway fatalities and serious injuries on all public roadways.
As part of the SHSP process, a coalition of federal, state, and local government agencies,
law enforcement, and transportation safety advocates developed four emphasis areas to
allocate resources and efforts over the next five years: aggressive driving, intersection
crashes, vulnerable road users, and lane departure crashes.
Safety and congestion management are closely related: crashes impede the smooth flow
of traffic, and highly congested roadways tend to have more crashes. Traffic crashes
include the total number of crashes on the roadways within the CMP Area, including both
injuries and fatalities, and bicycle and pedestrian crashes. Table 7-3 and Figure 7-2
display the Top 20 node crash locations by frequency on the CMP network in Collier
County. This includes crashes from 2005 to 2008. Table 7-4 and Figure 7-3 display the
Top 20 Pedestrian and Bicycle crash locations from 2005 to 2008. Note that these nodes
are general crash vicinities based on crash reports; specific crash locations are pinpointed
in the reports themselves. However, high crash locations are used to inform the selection
of candidate congestion management projects, as well as to measure the effectiveness of
implemented projects.
7-6
Congestion Management Systems Strategies
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Node On Street Cross Street Fatalities In,juries Crashes
03 888004 1-75 MM 80 (SR 29) 16 212 524
03888109 1-75 MM 101 (Collier 15 143 402
Blvd)
03 5073 Pine Ridge Road Airport Road 0 12 376
03 6494 US 41 Imm. Roadllll tn Ave 1 22 353
03 888002 1-75 Immokalee Road 0 29 337
03 5075 Pine Ridge Road Livingston Road 1 30 328
03 2790 Airport Pulling Road Davis Boulevard 0 29 327
03 5748 Livingston Road V anderbi It Beach 0 9 294
Road
03888105 1-75 MM III (lmm. Road) 3 80 284
03 6510 Livingston Road lmmokalee Road 0 22 281
03 3415 Davis/Beck Collier Boulevard 1 21 277
Boulevard
03 5051 US 41 Pine Ridge/Seagate 0 18 271
03 5932 Vanderbilt Beach Tamiami Trail 0 28 268
03 3935 Airport Road Golden Gate Parkway 0 19 259
03 888003 Pine Ridge Road 1-75 2 36 251
03 5086 Santa Barbara/Logan Pine Ridge Road 0 46 246
03 1323 Collier Boulevard Tamiami Trail 2 45 242
03 6502 Airport Road 1mmokalee Road 0 14 240
03 888001 Collier Boulevard 1-75 6 60 238
03 3984 Santa Barbara Blvd Golden Gate Parkway 0 20 223
Table 7-3: Top 20 High Crash Locations, 2005 to 2008
(Based on crash frequency)
Source: 2009 Collier County CDMS - Crash Data Summary Report
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Table 7-4: Top 20 Pedestrian and Bicycle Crash Locations, 2005 to 2008
(Based on crash frequency)
Node On Street Cross Street Crashes
03 2790 Davis Boulevard Airport Road 12
03 2484 Tamiami Trail Bayshore Drive 12
03 2404 US 41 Airport Road 10
03 7800 SR29 Immokalee Road 8
03 2788 Davis Boulevard Miscellaneous 8
03 6494 US 41 Immokalee Road 7
03 4194 Golden Gate Parkway Coronado Parkway 7
03 5932 US 41 Vanderbilt Beach 7
Road
03 7838 SR 29 Roberts A venue 7
032671 Glades Blvd/Francis Airport Road 6
03 5073 Airport Road Pine Ridge Road 6
03 2920 Airport Road Estey Avenue 5
03 4240 Golden Gate Parkway Sunshine Boulevard 5
03 7797 SR 29 NorthlSouth 3rd 5
Street
03 2672 US 41 Commercial 5
03 4713 1 ih Avenue SW Sunshine Boulevard 5
03 3310 Davis Boulevard Radio Road 4
03 2901 US 41 lotn Street South 4
03 3221 Airport Road Westview Drive 4
03 7896 North/South 9tn Street Immokalee Road 4
Source: 2009 Collier County CDMS - Crash Data Summary Report
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CMS Box Priorities
The CMS Box projects prioritized by the Collier MPO in the FY 2009/1 0 - 2013/2014
TIP are depicted in Table 7-5 and also in Figure 7-4. For some projects (e.g., Bus
Shelters), a physical location cannot be depicted on the map. Two congestion
management projects that are already programmed in the FY 2009/1 0 - 2013/2014 TIP
are also displayed. As shown, CMS Box project #9 (SR 84/Davis Road missing link,
Santa Barbara and County Barn) and TIP project #2 (preliminary engineering for capacity
on US 41, Greenway Road to Six LS Farm Road) will directly impact deficient roadway
segments on SR 84 and US 41/Tamiami Trail East, respectively.
Table 7-5: 2009 Congestion Management System Box Projects - FY 2009/2010 to
FY 2012/2013
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i: Requested ROW Benefits (Reduced Delay, Safety, Responsible Cost of the
Pro'ect Phase funding Location Required etc.) Agency Projects
Airport Road - Clubhouse 1 Reduce delay, 2 improve traffic
N/A Expand SCOOT at 5 intersections on Airport Installation and $ 200.000 Drive I Rustic Oak Circle No operations, and 3. provide constant and Collier County
Road Implementation to Estuary Drive I Halstett real time automated traffic data collection Traffic Operations
Drive and measures of effectiveness
Jnstall 12 bus shelters Each shelter is Design and 1.Reduce injuries or fatalities, 2, improve Collier County
N/A $23.000 Construction $ 276.000 Misc. at CAT bus stops No alternative modes of transportation, 3 ATM $ 476.000
improve Iravel affordability
1 Decrease maintenance, 2 reduce
Intersection improvements at US 41 at Golden Design and US 41 at Mooring Une injuries. 3. reduce delay, 4. reduce travel
2 Gate Pkwy-extend turn lanes Construction $ 175.000 Drive and US 41 at GGP No distance, 5, improve traffic operations, 6. City of Naples $ 651.000
improve travel affordability and 7. increase
canacitv
Intersection improvements at Davis Blvd, (SR SR B4 at Shadowlawn 1 Reduce InJunes and fatalities, 2 Collier County
3 84) and Shadowlawn Drive-add turn lanes Construction $ 250.000 Drive No reduce delay, and 3 Improve traffic TECM $ 901.000
one rations.
Install pedestrian features at intersection of Design and US 41 and Pelican Say 1 Reduce delay, 2 Improve alternate Collier County
5 US 41 and Pelican Bay Blvd. North- Provide $ 100.000 No modes of transportation, and 3. improve $ 1.001.000
Ped Crossina Construction Blvd. North travel affordibilitv Traffic Operations
1,Reduce injuries or fatalities, 2. reduce
1 Intersection improvements at the SR 29 and Construction $ 750.000 SR 29 and Lake Trafford No delay, 3 improve alternative modes of Collier County $ 1.751.000
Lake Trafford Intersection. Road in Immokalee transportation, and 4 Improve traffic TECM
ooerations
Along SR 84 (Davis Blvd)
1, Bike lanes from Florida 1 Improve alternate modes of
Design and Club Circle to SBB and 2
9 Install bike lanes and sidewalk on SR 64 Construction $ BOO.OOO 6' sidewalk on south side No transportation, 2. use a TOM strategy, and FOOT $ 2.351000
of the road from County 3, improve Iravel affordability.
Barn Road 10 SBB
Instali a second westbound left"lurn lane at Design and Green Blvd and Santa 1. Reduce delay, and 2. improve Iraffice Collier County
7 the intersection of Green Blvd and Santa $ 300.000 No $ 2.B51.000
Barbara Blvd Construction Barbara Blvd operations Traffic Operations
N/A Conaestion Sludv Studv
4 Airport Road and North Horseshoe Drive-add No Data Provided
turn lane
N/A Signal System analysis by road segment- No Data Provided
corridor
N/A Missina links nroarams No Data Provided
B Immokalee High School sidewalk and 4 way No Data Provided
stoo
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Total eMS Box Fundina . $1 662646 $ 2 861 000
Source: Collier County MPO, adopted June 12,2009
7-11
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2035 LONG RANGE TRANSPORTATION PLAN
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DEFICIENT CMP CORRIDORS &
CMS PROJECTS
Current CMP Strategies
In addition to reviewing candidate CMS projects by using the volume over capacity and
level of service criteria, the CMP reviews projects based on their use of developed
congestion strategies. Strategies for addressing congestion can be generally placed in
two categories, Travel Demand Management (TDM) and Transportation System
Management (TSM).
The first, TDM, addresses congestion through changing travel behavior by use of
alternative transportation, travel options and travel location and is more area wide than
location specific in terms of benefit. TSM normally involves more physical
improvements at specific locations or within corridors. Based on location or area specific
needs options from one or both may be identified as viable solutions to congestion relief.
A third area that can be considered by itself but lends itself characteristically to both
TDM and TSM is Intelligent Transportation Systems (ITS).
Travel Demand Management (TDM)
TDM markets alternative forms of transportation to commuters. TDM efforts are being
implemented in urban areas across the country in order to reduce traffic congestion and
air pollution and to increase efficiency of the transportation system. Some examples of
TDM programs include:
. Carpooling
. Vanpooling
. Transit
. Telecommuting
. Compressed work weeks
. Park-and-ride facilities
. Bicycle and pedestrian transportation
. Growth management
Transportation System Management (TSM)
TSM approach to congestion mitigation seeks to identify improvements to enhance the
capacity of existing system of an operational nature. Through better management and
operation of existing transportation facilities, these techniques are designed to improve
traffic flow, air quality and movement of vehicles and goods, as well as enhance system
accessibility and safety. The following transportation systems management strategies are
low-cost but effective in nature:
. Intersection and signal improvements
. Special events management strategies
. Incident management
Intelligent Transportation System (ITS)
7-13
ITS aid transportation operators and emergency response personnel as they monitor
traffic, detect and respond to incidents, and inform the public of traffic conditions via the
Internet, roadway devices, and the media. ITS projects are also an important way to
maximize a transportation system's efficiency. Candidate ITS projects in Collier County
may include:
. Those which are consistent with the latest ITS Regional Architecture
. Collier County's Split Cycle Offset Optimization Technique I advanced traffic
operation system project
. Automatic vehicle locator projects for CAT fleet
. Motorist information systems on arterials
. Incident management
. Software improvements
. Information to media
Future Conditions
Future congested locations on the CMP network are an important part of the overall
process for improving the operation and efficiency of the transportation system. The
Lee-Collier Travel Demand Model was utilized to identify congested/deficient conditions
for the CMP network in the year 2035. The 2035 model network includes all existing
(2009), committed (TIP) and planned (Needs Plan) improvements projects and forecasted
volumes. The following section provides a forecast of conditions within the MPO's CMP
network in 2035.
Table 7-6 shows the roadway segments forecasted to be deficient in 2035 if all
improvements from the 2035 Needs Plan were in place. It is financially unconstrained
and in this sense, the most expansive network envisioned. Given this assumption, these
segments warrant attention in the CMP because no further expansion is planned by 2035
yet they will continue to be congested, even under the most optimistic funding
assumptions.
Need Adopted
Plan LOS
Road From To Lanes VoJ. Threshold LOS
111th A venue North Gulfshore Drive Vanderbilt Drive 2 10,800 7,904 F
Golden Gate Parkway Livingston Road 1-75 6 56,300 55,300 F
Golden Gate
Desoto Boulevard 1-75 Boulevard 2 7,300 6,084 E
Golden Gate
Desoto Boulevard Boulevard Oil Well Road 2 10,000 6,084 F
Immokalee Road Livingston Road Strand Boulevard 6 54,900 48,200 F
Immokalee Road Oakes Boulevard Logan Boulevard 6 50,800 48,200 F
Table 7-6: Deficient Roadway Segments, 2035 Needs Plan
7-14
lmmokalee Road Collier Boulevard Driveway Access 6 53,200 51,000 F
Pine Ridge Road Livingston Road Whippoorwill Lane 6 53,800 53,100 F
Pine Ridge Road Whippoorwill Lane 1-75 6 55,400 48,200 F
Tamiami Trail East / Goodlette-Frank
US 41 Road Davis Boulevard 8 87,200 70,900 F
Tamiami Trail East /
US 41 Airport Pulling Road North of Palm Drive 6 59,000 53,100 F
Tamiami Trail East / Rattlesnake
US 41 North of Palm Drive Hammock Road 6 61,800 55,300 F
Tamiami Trail/US
Thomasson Drive Bavshore Drive 41 2 8,900 8,008 F
Vanderbilt Beach Road Gulfshore Drive Vanderbilt Drive 2 14,100 5,460 F
Tamiami Trail/US
Vanderbilt Beach Road Vanderbilt Drive 41 2 14,500 14,040 D
Figure 7-5 shows the location of deficient corridor segments forecasted to be deficient
under the 2035 Needs Plan scenario.
7-15
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1B0b METROPOUTIAN NO,EMBER 1010
PLANNING ORGANIZATION (MPO)
[!}\TASt,IJRl E
~~..~~. ,~"""' 2035 LONG RANGE TRANSPORTATION PLAN CW,ER MPO
COLLIER MPO CMP
DEFICIENT CMP CORRIDORS
(2035 NEEDS PLAN)
As would be expected, under the 2035 cost feasible scenario, more corridor segments
experience congested conditions. Table 7-7 shows those segments forecasted to be
deficient. Along with currently congested corridors, these will be considered in the CMP
as candidates for CMP projects.
Table 7-7: Deficient Roadway Segments, 2035 Cost Feasible Plan
Adopted
CF Plan LOS
Road From To Lanes Vol TI1reshold LOS vie
111th Avenue N. Gulfshore Drive Vanderbilt Drive 2 9,894 7,904 F 1.25
AirDort Pullin2 Rd Radio Road Davis Boulevard 6 57,711 53,100 F 1.09
Collier Blvd Tower Road Manatee Road 4 45,269 36,700 F 1.23
Collier Blvd Shell Island Road Mainsail Drive 4 47,712 36,700 F 1.30
DeSoto Blvd Golden Gate Boulevard Oil Well Road 2 12,263 6,084 F 2.02
Ever21ades Blvd Golden Gate Boulevard Oil Well 2 10,835 8,905 F 1.22
Golden Gate Pkwav Goodlette-Frank Road Ai rDort Road 6 60,653 55,300 F 1.10
Golden Gate Pkwav Livinllston Road i-75 6 61,163 55,300 F 1.11
Grand Lelv Drive Lelv Resort Boulevard Rattlesnake Hammock Road 4 11,079 6084 F 1.82
Immokalee Rd Oakes Boulevard L02an Boulevard 6 60,598 55,300 F 1.10
Immokalee Rd Logan Boulevard Collier Boulevard 6 56,846 55,300 F 1.03
Immokalee Rd Collier Boulevard Drivewav Access 6 70,028 51,000 F 1.37
Immokalee Rd Wilson Boulevard 011 Well Road 6 53,866 51,000 F 1.06
L02an Blvd Immokalee Road Veterans Memori al Pkwv 2 7,793 7,748 F 1.01
Pine Ridge Rd Goodlette-Frank Road Shirlev Street 6 55,616 53,100 F 1.05
Radio Rd Livinlllston Road Countvside Drive 4 37,908 36,700 F 1.03
Randal Blvd Immokalee Road Ever21ades Boulevard 2 10,344 9,555 F 1.08
SR 29 CR 29A North 5R 82 2 24,736 12,480 F 1.98
SR82 Lee County line SR 29 2 19,950 12,480 E 1.60
Tamiami Trail east/ US 41 Goodlette-Frank Road Davis Boulevard 8 94,597 70,900 F 1.33
Tamiami Trail East! US 41 Airnort Pullin2 Road North of Palm Drive 6 62,274 53,100 F 1.17
Tamiami Trail East/ U5 41 North of Palm Drive Rattlesnake Hammock Road 6 63, 130 55,300 F 1.14
Tamiami Trail North/ US 41 Wi IIlllli ns Pass Road Immokalee Road 6 54,560 53,700 D 1.02
Thomasson Drive Bavshore Drive Tamiami Trail 2 10,208 8,008 F 1.27
Vanderbilt Beach Rd Gulfshore Drive Vanderbilt Drive 2 10,931 5,460 F 2.00
Vanderbilt Beach Rd Goodlette-Frank Road AirDort Road 4 37,025 36,700 F 1.01
Wilson Blvd CR 951 Benfield Road 2 8,456 7,124 F 1.19
Wilson Blvd Benfield Road Wilson Boulevard 2 21,669 7,124 F 3.04
7-]7
Candidate CMP Projects and Implementation
Candidate CMP projects should be drawn from:
· Deficient CMP corridor segments identified as deficient now or in the future,
and for which no major capacity project is planned, or may have a planned
capacity project that will not be implemented until the outer years of the LRTP
and needs more immediate attention;
· Safety projects that address high crash locations or areas identified by previous
studies as having a high incidence of crashes, injuries or fatalities.
· Critical Need Intersections, identified through previous planning and
operational analyses are intersections and interchanges where additional
improvements may be needed to meet geometric, operational and/or safety
standards, including the following:
o Immokalee Road and Tamiami Trail East (US 41)
o lmmokalee Road and Livingston Road
o Immokalee Road and Collier Boulevard
o Immokalee Road and Randall Boulevard
o Pine Ridge Road and Airport-Pulling Road
o Pine Ridge Road and Livingston Road
o Interstate 75 (1-75) and Collier Boulevard (CR 951)
o Interstate 75 (1-75) and Everglades Boulevard
o US 41 and SR 29
o Tamiami Trail East (US41) and Collier Boulevard (CR 951)
o Davis Boulevard and Airport Pulling Road
o Golden Gate Parkway and Livingston Road
o US 41 and Golden Gate Parkway
To implement CMP corridor projects, a more detailed corridor analysis is necessary to
pinpoint the exact nature of the problem, including the extent, duration and root causes
contributing to congestion. Performance objectives and strategies geared to these causes
and objectives can then be formulated, along with their costs, funding and
implementation milestones.
Evaluation and Performance of CMP Strategies
Monitoring the effectiveness of CMP strategies on the transportation system, and specific
corridors is a key MPO role. An assessment of the efficiency and effectiveness of
implemented strategies takes place after the CMP projects have been implemented and data is
available. The assessment is presented to the CMSIITS Stakeholders Committee within one
year of the CMP project becoming fully operational. This assessment is a system-wide and
project-specific performance measure that is done before-and-after the strategies are
implemented. The assessment involves the system-wide CMP network as well as
individual corridor studies. Evaluating the CMP enables decision-makers, and the public,
the opportunity to select the most effective strategies or projects for future
7-18
implementation. The results also provide feedback that allow the MPO to make necessary
changes or modifications to the CMP.
Current TDM, TDS and ITS strategies previous mentions should be used in coordination
with these additional strategies:
· intersection improvements (add/extend turn lanes)
· intersection improvements (stop light)
· bus benches, shelters
· bus stop improvements/access
· bicycle lanes, sidewalks, bike path links
· signal timing, upgrades
· TDM, parking management, etc.
· ramp metering, bus/HOV
· New transit service, route extension, etc.
CMS Project Funding
For Collier County, CMS projects are intended to be those types of projects that can be
implemented quickly, at a relatively low cost, and with little or no negative community
impacts. The Collier MPO has increased the annual set aside from $500,000 to
$2,500,000 of its Federal Transportation funding allocation for CMS and Pathways
projects combined. This initiative to increase and combine the funding allocation was
done emphasize the importance of relieving congestion by enhancing TDM strategies and
inter-modal facilities. Transit and pathways projects are thereby eligible for each section
of the set-aside by demonstrating their potential to remove automobiles from the
congested roadway segments.
To be provided:
o COST ESTIMATES/FUNDING RANGES FOR PROJECT I STRATEGY TYPES
o APPLIED AS PACKAGED IMPROVEMENTS BASED ON LOCA TION,
FACILITY TYPE, INTERSECTIONS, SEGMENTS, AND MAY INCLUDE:
· intersection improvements (add/extend turn lanes)
· intersection improvements (stop light)
· bus benches, shelters
· bus stop improvements/access
· bicycle lanes, sidewalks, bike path links
· signal timing, upgrades
· TDM, parking management, etc.
· ramp metering, bus/HOV
· New transit service, route extension, etc.
7-19
o BASED ON CURRENT AND RECOMMENDED TOOLBOX OF STRATEGIES
7-20
Multi-Modal Transportation
2035<J7
fljU8TRANSPORTATION PLAN
8.0 MULTI-MODAL TRANSPORTATION INTRODUCTION
The Multi-Modal Component includes transit, pathways (which address facilities for both
pedestrians and bicyclists), and aviation in Collier County. Collier County offers a multi-modal
transportation system. Collier County currently operates a fixed-route transit system (Collier
Area Transit), a paratransit system (Collier paraTransit), has four airports (Naples, Immokalee,
Marco Island, and Everglades City), and numerous pedestrian and bicycle facilities (sidewalks,
bike lanes, off-road pathways and greenways).
The Highway Needs Assessment identifies the congested roadway facilities. Transit and
pathways can offer opportunities for alternative transportation modes as part of the solution to
these congestion problems. The interconnection of park-and-ride facilities, transit facilities,
pathways to the urban employment centers increase the success rate of the local and regional
multi-modal usage.
All of these multi-modal transportation systems have been evaluated in significant detail in
separate but concurrent activities to the LRTP update process. The findings and
recommendations found in separate long-range plans for each mode are incorporated by
reference to be considered part of the LRTP Update. Although each of these adopted plans has
different horizon years, they were coordinated with the 2035 LRTP update to ensure consistency
between them. The 2011-2020 Transit Development Plan, 2010 Collier County Transportation
Disadvantaged Service Plan Annual Update, 2006 Park-and-Ride Site Identification Study. and
the Comprehensive Pathways Plan Update with 2010 Addendum have been coordinated with the
LRTP's highway element to result in an integrated multi-modal transportation system. The
Naples Municipal Airport Master Plan and the 1mmokalee Airport Master Plan have also been
incorporated by reference to be considered part of the LRTP Update.
By aggregation ofthe components, a consolidated multi-modal element can be derived to address
the longer range needs. Their integration and connectivity to the highway component maximize
those opportunities from roadway improvements to further enhance the connectivity of the
modes.
8-0
Multi-Modal Transportation
2035(,~:.:=.&..
"lUg TRANSPORTATION PLAN
8.1 MULTI-MODAL TRANSPORTATION (TRANSIT)
Transit Needs Assessment
The 2035 LRTP is multi-modal, emphasizing alternatives to travel by single occupant
vehicles. The adopted goals and objectives stress the importance of improving public
transit to make it safer, more comfortable, reliable and convenient for those who cannot or
choose not to drive. As described in the Transit Needs Assessment Technical
Memorandum, consideration was given to both generators and attractors of transit trips.
Generators include geographically co-located populations with densities high enough to
support fixed-route transit. Attractors are destinations such as employment centers, malls,
hospitals, and special event locations.
2035 Demographics
In order to determine areas of potential transit expansion, residential density was
reviewed utilizing 2035 zonal data used in the Lee-Collier model. The projections were
used to calculate the number of dwelling units (single-family, multi-family, and
hotel/motel) per acre in each Traffic Analysis Zone (T AZ). Another way to determine the
potential for transit expansion is to determine concentrations of future employment.
Future employment density was determ ined from T AZ data in the same manner as
dwelling unit density. The Transit Needs Assessment Technical Memorandum provides a
more detailed description and mapping ofthe resulting demographic analysis.
Transit Density Thresholds
Utilizing standard industry practice, and consistent with the CAT Transit Development
Plan FY 2011 to 2020 (TDP), density thresholds were used to determine the need for
fixed-route transit service in geographic areas. Table 8-1 presents the density thresholds
used to assess the need for extending transit to areas not currently served.
Table 8-1: Transit Service Density Thresholds
Minimum
4.5-5.99 DU/Acre
4.0-4.99 Employees/Acre
High
6.0-7.99 DU/Acre
5.0-6.99 Employees/Acre
Very High
2: 8.0 DU/Acre
2: 7.0 Employees/Acre
Source: Collier Area Transit TDP, 20]0.
8-1
Multi-Modal Transportation
R035';'f;/ :!A";
illlU8TRANSPORrATION PLAN
Major Activity CenterslDestinations
Fixed-route transit as it currently exists was compared to the location of existing and
future major activity centers and destinations. Commercial mixed-use activity centers
were identified from the Future Land Use Map found in the Collier County's Growth
Management Plan. They are typically located at major intersections of arterials such as
US 41 (Tamiami Trail), Airport Pulling Road, Immokalee Road, Vanderbilt Beach Road,
Pine Ridge Road, Golden Gate Parkway, Davis Boulevard, Rattlesnake Hammock Road,
CR 951 as well as at interchanges on 1-75. Many of the north/south arterials have transit
service, but transit is lacking along east/west arterials such as Immokalee Road and Pine
Ridge Road, which makes convenient connections difficult for transit users.
Major employment centers such as business parks, industrial areas, hospitals, resort
hotels, and government complexes were also identified. Most of these are located in or
around Naples or in proximity to the major activity centers and thus have the same transit
access as noted above. Public and private institutions of higher education such as Ave
Maria University, Edison State College (Naples campus), and Hodges University (Naples
and Immokalee campuses) were also pinpointed. With the exception of Ave Maria
University, most of these are served by the existing transit system. Currently, transit
service ends at approximately 7 P.M. making it difficult for employees who have late
shifts to utilize transit.
Beaches, as well as community and regional parks were identified as major recreational
attractions. Existing parks and community centers generally have transit service, but
good transit access to public beaches in Naples and west of US 41 is lacking.
Connections to intermodal transfer points were also examined. These include airports,
inter-city bus terminals, and rail facilities. Naples is served by a municipal airport and a
Greyhound bus terminal. The airport primarily serves general aviation. Transit service
currently operates on Airport Pulling Road but does not enter the airport itself. The
Greyhound terminal is located on Davis Boulevard in Naples and has transit access. The
Seminole Gulf Rail Line operates from DeSoto County and extends into northern Collier
County, but no passenger rail service currently exists.
Regional connections to Lee County were also reviewed. No direct transit connections
exist, although Collier Area Transit (CAT) and Lee County Transit (LeeTran) are making
plans to re-implement connecting service. Express service from Naples to Fort Myers is
lacking, as well as to major regional destinations such as the Southwest Florida
International Airport (SWFIA). Immokalee has a transit-dependent population, but does
not have direct service to Lee County. The lack of regional connections impedes transit
access to employment opportunities in both counties.
8-2
Multi-Modal Transportation
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liUg,TRANSPORTATION PLAN
Existing Transit Service
Currently, CAT operates 15 local bus routes with a fleet of 23 fixed-route vehicles and 20
ADA/Paratransit vehicles. These routes generally serve the area between 6:00 A.M. and
7:00 P.M. with 90-minute frequencies. CAT also supplies demand-responsive paratransit
service per the requirements of the Americans with Disabilities Act (ADA).
Transit Needs
A route by route table describing proposed transit service improvements in Collier County
is provided in Table 8-2. It shows continuation of existing routes, enhancements to
existing routes and new routes. The following sections summarize the needs identified by
2020 in the CAT Transit Development Plan FY 2011 to 2020 and by 2035 (the horizon
for the LRTP).
Improvements by 2020 (TDP)
The TDP recommends multiple changes to the current system that were incorporated into
the 2035 transit needs network. The following is a summary of these changes:
. Improve Frequency of Service on Existing Fixed Bus Routes - Reducing headways
has the potential of improving the attractiveness and efficiency of the service. Public
workshop participants and survey respondents indicated the need for improving
headways on many of the fixed bus routes.
o Routes 1 A, 1 B, 1 C, 2A, 2B, 3A, 3B, 4A, 4B, 6, 7, 8 (Circulator), and 9
should be adjusted to operate at 45-minute headways (instead of 60/90
minute headways) during the TDP planning horizon.
o Add Sunday service on existing bus routes to provide passengers with
greater access to jobs and other activities, as well as possibly attracting
new customers who do not use CAT because of the existing schedule
and hours.
o Route 8 (Circulator) should include Sunday service operating from
7:30 A.M. to 7:30 P.M. during the TDP planning horizon.
. Implement New Fixed-Route Bus Service - Five new fixed-routes were identified
through public involvement activities and discussion with the Review Committee and
CA T staff. The new bus routes include:
o Immokalee Road from CR 951 to Gulf Shore Drive (Route 14)
o Golden Gate Parkway from Santa Barbara Boulevard to US 41 (Route
13)
o Pine Ridge Road from CR 951 to US 41 (Route 12)
o Downtown Naples Transit Loop (Route 11)
o Livingston Road from Radio Road to Immokalee Road (Route 10)
8-3
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Multi-Modal Transportation
2035
_UD..TRANSPORTATION PLAN
Discontinue Route 1 B and realign Routes 1 A and I C to operate as circulator routes with
transfer opportunities on Pine Ridge Road.
· Realign Route 5 to serve Oil Well Road and eliminate service on northern portions of
Immokalee Road.
· Implement Everglades City Flex Route (Route 18) - Implementing a circulator "flex route"
will improve access and connectivity in Everglades City by providing an on-call transit
service within the city.
· Implement Golden Gate Estates Flex Route (Route 19) - Implementing a circulator flex route
will improve access and connectivity in the Golden Gate Estates area by providing an on-call
transit service within a 5-mile radius of the Golden Gate Community Center. The flex route
would maintain a fixed stop at the Community Center every hour.
· Implement Express Routes - Four routes were identified including:
o Route 23 from Collier County to Lee County
o Route 22 from the Government Center to the SWFIA Airport
o Route 21 from Immokalee to Lehigh Acres
o Route 20 from the Government Center to Everglades City.
· Establish Park-and-Ride Lots - Park-and-ride locations identified for implementation within
the TDP planning horizon would connect with bus service. Park-and-ride lots have been
included for the following locations:
o US 41 at the Lee County Line
o Collier Boulevard and Immokalee Road
o Immokalee Road and Gulf Shore Drive
o 1-75 and the Lee County Line (Bonita Beach Road or Immokalee Road)
· Additional Shelters, Shaded Benches, and Other Transit Infrastructure - 125 transit amenities
were included in the 2035 capital cost estimates for the transit needs network.
· Install Transit Technologies - Technologies identified for implementation within the TDP
planning horizon include Automatic Passenger Counters, video surveillance equipment,
Mobile Data Terminals, and Automatic Vehicle Locators.
· Construct Intermodal Transfer Facility - A transit center is included in Immokalee.
· Expand ADA/Paratransit Service to Complement New Service - To continue serving the
needs of the ADA-eligible residents of Collier County and in compliance with the ADA
regulations, CAT is obligated to expand paratransit service in conjunction with the
implementation of new fixed-routes.
Improvements by 2035
A more capital-intensive transit network is proposed for 2035 in conjunction with the
development of Lee County's transit system. A network of BRT lines proposed in Lee County
8-6
Multi-Modal Transportation
2035 !;J.i
.~'D TRANSPORTATION PLAN
would extend into Collier County along the Seminole Gulf rail corridor. The rail corridor
currently terminates in the vicinity of Old 41 and North Tamiami Trail; the transit needs network
for Collier County proposes a BRT line operating as a dedicated facility in the rail corridor and
then extending south from the rail crossing at Old US 41 and from there southward on US 41 to
serve Naples, operating in mixed traffic. This network assumes BRT operating from Sanibel
Boulevard in Lee County, where it would connect to other BRT corridors in Lee County, to the
Government Center in Naples, following the Seminole Gulf rail corridor, Old 41 and US 41, with
stations at Sanibel Boulevard, Estero Parkway, Corkscrew Road, Bernwood Parkway, East Terry
Street, Bonita Beach Road (Old 41 at the Collier County Line), Immokalee RoadlCreekside
Mall, Vanderbilt Beach, Pine Ridge Road, Golden Gate Parkway/Coastland Mall, 4th Avenue
North/Naples Community Hospital, US 41/5th Avenue, and the Collier County Government
Center.
The resulting network is shown in Figure 8-1.
Transit Modeling
The long-range transportation planning tool used for this project was the 2007 Lee-Collier
model. Including alternative highway scenarios, a total of four alternatives (two different transit
networks coupled with three alternative highway networks) covering the two-county area were
tested for the 2035 horizon year using the Lee-Collier model as described in Table 8-3.
Table 8-3: Modeled Alternatives
Existing + Committed
(E+C)
2007 bus system plus any changes funded
through 2014, i.e., if no further
improvements were made beyond that
time.
2
Bus route additions, modifications and
frequency increases as described in table
8-2.
Alternative 1 transit improvements plus
Bus Rapid Transit Corridors in Lee and
Collier Counties
3
Same as Alternative 1
4
Same as Alternative 1
2007 highway system plus any
changes funded through 2014 i.e., ifno
further improvements were made
beyond that time.
Highway improvements from 2030
Long Range Transportation Plan as
modified by Collier and Lee MPOs
Same as Alternative 1
Alternative 1 with deletion of selected
highway improvements in Lee and
Collier Counties
Alternative 1 with deletion and
modifications to lanes on selected
links in Lee and Collier Counties.
8-7
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Multi-Modal Transportation
2035 (.~ !!!:.tC r'i:
-a. TRANSPORTATION PLAN
Table 8-4 summarizes the transit outputs for each of these alternatives. The year 2007 base year
and the E+C network are included for comparative purposes. The transit network tested as
Alternative 2 was used as the basis for the transit needs network.
Transit Prioritization
In conjunction with Collier County MPO and Alternative Transportation Management staff, a list
of criteria was developed to evaluate each of the proposed projects in the transit needs
assessment. These criteria are listed in Table 8-5, as well as the methodology used in scoring
each criterion.
Projects for routes 12, 13 and 23 are being partially implemented by modifications to existing
routes and are therefore being given higher priority. After applying the preceding criteria, the
remaining projects were scored and ranked. Table 8-6 details the needs projects ranked by
priority prior to the application of available funds.
Transit Cost Estimates
The cost of transit capital elements developed in the needs assessment were estimated using a
spreadsheet tool distributed by the Florida Department of Transportation (FDOT) District One
for MPOs to use in developing their long-range plans. Operating costs were estimated based on
hours of service multiplied by CAT' s operating cost per revenue hour. Table 8-7 summarizes
the estimated costs for the transit needs network. The Transit Needs Assessment Technical
Memorandum details the assumptions that were used to derive the cost estimates summarized in
Table 8-7.
Transit Revenue Projections
Collier County MPO staff developed revenue projections from various federal, state and local
sources through the year 2035. These projections are provided in Table 8-8. They are shown in
Year of Expenditure (YOE, or inflated) dollars. Federal Transit Administration Section 5307
funding for operating assistance is assumed to be discontinued in FY 2012/13 when the 2010
Census shows the population in the urbanized area to be greater than 200,000. These projections
were applied to the transit needs, also referred to as proposed transit projects, utilizing the
Florida Department of Transportation (FDOT) costing tool to develop and balance their costs
against available funding in Chapter 12.
8-9
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Multi-Modal Transportation
2035 "~ 1!'!!11.!
-UB TRANSPORTATION PLAN
Table 8-5: Prioritization Criteria for Cost-Feasible Transit Projects
Future Route Ridership Productivity
Congestion Mitigation
Promotes Transit Oriented
Development Opportunities
Regional Connectivity
Service to Intermodal Facilities
Transfer Opportunities
Bike/Ped Accessibility
2020 passengers per revenue hour,
passengers per revenue mile, by
route
Route serves congested facility based
on current LOS &/or 2035 V/C
Route serves designated TCEA or
TCMA
Route connects to other counties
Route serves intermodal facility (i.e.
airport, Greyhound)
Number of transfer opportunities
(intersecting routes; express routes
would not intersect unless at
designated stop)
Proportion of route served by
existing sidewalk and/or bike
facilities
High, Medium or Low
based on range of
numerical values 2,1,0
LOS E or F andlor V /C >
1.25
High, Medium or Low
based on serving,
partially serving or not
serving TCEA or TCMA
2,1,0
Yes or No (1,0)
Based on serving one or
more facilities service or
no facilities served.
(2,1,0)
High, Medium or Low
based on range of
numerical values (2,1,0)
High, Medium or Low
based on range of
numerical values (2,1,0)
8-11
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Multi-Modal TransDortation
2035 ~J::) I!!!:.~.
-a. TRANSPORTATION PLAN
Table 8-7: Transit Needs Cost Estimates
Park and Rides
$36,280,000
$430,000
$8,180,000
Transit Centers
Bus Stop Amenities, including
ADA Sidewalk Connections
Add itional Vehicles
Replacement Vehicles
and
$67,350,000
Transit ITS Improvements
BRT Corridor
vehicles)**
(including
1,600,000
$119,410,000
Total
$233,250,000
2035 Fixed-route Service
2035
Service
Complementary
ADA
$21,738,142
$3,159,421
* Source: FDOT Costing Tool, 20 I O.
** Collier County portion
Table 8-8: Transit Revenue
Funding Years Cumulative
2016- 2020 2021-2025 2026-2030 2031-2035 Total in YOE $
State/Federal Capital Revenue 11.7 13.1 14.6 15.9 55.3
State/Federal Operating Revenue 14.4 16.1 17.9 19.5 67.9
Local Revenue - Operating or Capital 43.21 48.7 62.3 80.5 234.71
Total Revenue 69.31 n.9 94.8 115.9 357.91
8-14
Multi-Modal TransDortation
2035 :.:J:: €!!Jill.
....U..TRANSPORTATION PLAN
Farebox revenue projections assume no growth in existing service levels. Therefore, additional
service is assumed to generate an additional increment of farebox revenue estimated at 19% of
proposed operating costs. The assumed 19% is based on existing farebox recovery ratio for
Collier County.
Cost-Feasible Projects
For the purposes of consistency the most current adopted TDP shall serve as the Existing +
Committed (E+C) program for transit capital and operating projects through Fiscal Year 2015.
All projects prior to the year 2016 shall be deemed to be consistent and compliant with local
plans and programs.
A vailable transit funding shown in Table 8-8 was first allocated to maintain existing service and
replacement of vehicles in the current fleet. Route improvements were then phased in using the
ranked projects and funding available in each five year increment. Capital projects such as
additional buses and transit infrastructure were also phased in to match the phasing of route
improvements and expansion.
The FDOT costing tool was then utilized and provided a proposed year of implementation.
Table 8-9 shows the cost-feasible projects by year, consisting of continued existing service,
improved existing service and new bus routes, which are supported by the existing projected
operating revenues for Collier County. In addition, infrastructure and fleet requirements for each
of the proposed cost-feasible improvements are also included in Table 8-9. Table 8-10 provides
the revenue and cost summary. Figure 8-2 graphically depicts the cost-feasible transit network.
8-15
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Multi-Modal Transportation
2035 e::.:
fi~U".TRANSPORTATION PLAN
8.2 MULTI-MODAL TRANSPORTATION (PARK & RIDES)
In 2005 Collier County Transportation Planning conducted an evaluation of opportunities for
Park-and-Ride facilities within Collier County. The results and recommendations of the Park-
and-Ride Study are incorporated by reference. Not only do park-and-ride programs offer access
to parking spaces at bus transfer locations and reduce the stress of patrons traveling to the urban
employment centers, the program will potentially reduce the need to expand existing
transportation corridors. Park and rides also offer an opportunity for van pools and car pools to
form at these locations.
The park-and-ride site identification study was an initial step in the planning process for park-
and-ride lots in Collier County. Existing major transportation corridors throughout Collier
County and southern Lee County were summarized and, from those, potential park-and-ride
corridors were identified. A total of 46 initial potential sites were identified in the early stages of
this study. Of those, 36 are included in this report, and a total of 12 sites are listed as potential
priority sites. The locations and corridors are shown on Figure 8-3. Immokalee Road, US 41
and Collier Boulevard are among several identified congested corridors that would benefit from
potential park-and ride facilities. In addition to enhancing access to transit services, it is
anticipated that selected park-and-ride lots will also serve as trailheads for future off-road
pathways constructed throughout Collier County.
Information regarding potential funding sources and existing/new site development options are
included in the Park-and-Ride Study. The site identification study was used as a basis for the
preparation ofthe list of park- and-ride project plans within this LRTP.
8-19
Multi-Modal Transportation
2035 a." ""
>!I? ..~" "'" :''',"",
411 aB TRANSPORTATION PLAN
Figu re 8-3
Potential Park-and-Ride Sites
To 1-75 EXit 116 To 1-75 EXIt 123
00.51
A - Railhead Boulevard
B - Shoppes of Pebblebrooke
C .. Heritage Bay
o - 846 & 4th St NE
E .. USDA Ctr & Fairgrounds
F .. Mission Hills Shopping Ctr
G - Magnolia Pond. t#V corner
H -- Magnolia Pond, NE corner
I - Naples Lake VIII age Ctr
J .. 851 & Rattlesnake
K.. Freedom Sq Shopping Ctr
L.. Eagle Creek ShOPPing Ctr
M.. NE corner GGate & Wilson
N - 5E corner GGate & Wilson
234
Mllef
--
0.. Wal-Mart. 1- 75 EXIt 111
P .. adJ Wal-Mart. EXIt 111
Q .. Trade Ctr Dr. EXIt 116
R .. Exit 116. N of Bonita Bch
o
8-20
To Irnmokalee
U.. Coastland Mall
V.. 10th & Goodlette-Frank
W.. 7th & Goodlette-Frank
X - Marketplace Center
y.. Magnolia Square
Z.. Bed, Bath & Beyond
AA - Parkway Cornm. Church
BB.. Elizabeth Ann Seton
CC .. West of E A Seton
DO .. GGate Shopping Ctr
EE .. Parkway Plaza
FF .. Ave Mana
GG - Imrnokalee
HH - Naples Outlet Mall
II - Mlrornar Outlet Mall
r
To
AVf
Man
Multi-Modal Transportation
2035
_a_TRANSPORTATION PLAN
8.3 MUL TI-MODAL TRANSPORTATION (P A THW A YS)
The Collier County Comprehensive Pathways Plan adopted in 2006 evaluated on-road
(sidewalks and bicycle lanes) and off-road (shared-use pathways) components of non-motorized
transportation to ensure that the plan was all inclusive. This Comprehensive Pathways Plan was
developed in coordination with the 2007 amendment to the 2030 LRTP Update and was
expanded to address pathways needs through 2030 to ensure consistency with this Long-Range
Transportation Plan. An Addendum to the 2006 Comprehensive Pathways Plan was developed
and adopted by the MPO Board in 2010 in concurrence with the 2035 LRTP Update. Issues
addressed included access to schools, transit services, level of service and facility demand
determinations, and off-system facility needs. The Comprehensive Pathways Plan with the 2010
Addendum is incorporated by reference.
The 2006 Comprehensive Pathways Plan introduced level of service for pedestrian and bicycle
facilities. The LOS evaluation was conducted along the primary and secondary roadway
network. The pedestrian and bicycle LOS was a component in the development of project
priorities for on-road improvements. Another factor in the priority setting was latent demand.
Using the Latent Demand Scoring Method, based on projected population, school enrollment,
location, etc., the potential for use of a facility was considered in establishing project priorities.
The third component of the priority setting was public input. Issues such as connectivity and
accessibility to schools and transit service helped in the identification of bicyclelpedestrian
needs. Off-system bicycle/pedestrian facilities were also identified, both for existing and
potential sites and corridors.
The estimated cost of the on-road needs identified in the Pathways Plan totals $275 million.
Much of the on-system bicycle and pedestrian facilities cost are included as part of the costs of
the Highway Needs. The estimated cost of the identified off-road pathways needs totals
approximately $155 million.
Some of the priorities developed for the 2006 Comprehensive Pathways Plan are shown in the
figures below. Figure 8-4 identifies the recommended bicycle facilities by priority group and
Figure 8-5 identifies the recommended pedestrian facilities by priority group. Figure 8-6 shows
the recommended off-system facilities. This shows interconnections such as between existing
land uses (i.e. Immokalee with the developing Ave Maria University via the Florida Power and
Light Greenway).
There were several reasons to update the 2006 Comprehensive Pathways Plan with the
Addendum. The reasons were as follows:
. The 2035 LRTP Update was under development
· PAC decided that projects on the 2006 needs list did not always appear to meet the most
critical needs of the MPO planning area as they were currently assessing the projects.
· The PAC wished to revise the methodology of how projects were prioritized and develop
a new project needs list
8-21
Multi-Modal Transportation
2035.....~)e::..
ifijUBrRANSPORTATION PLAN
The 2010 Addendum to the Comprehensive Pathways Plan developed a new methodology for
identifying needs based on Geographical Information Systems (GIS) analysis. A second list of
needs was prioritized based on the application of this analysis. The second needs list does not
replace the previous level of service needs list, but merely supplements the original needs list.
This gives the MPO's Pathways Advisory Committee additional projects to consider for future
funding. Figure 8-7 shows the current pedestrian and bicycle facilities in Collier County.
Figu re 8-4
Recommended Bicycle Facilities
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8-22
Multi-Modal Transportation
2035:Jt>eJ"!
_UB.TRANSPORTATION PLAN
Figure 8-5
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Current Bicycle and Pedestrian Facilities
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8-25
Multi-Modal Transportation
2035 !!!!JJ"
iiU.TRANSPORTATION PLAN
8.4 MUL TI-MODAL TRANSPORT A TION (A VIA TION)
There are four public airports in Collier County that are overseen by two airport authorities. The
Collier County Airport Authority is a branch of the local government, and is overseen by the
Collier County Board of Commissioners. The Collier County Airport Authority was created in
1993 to oversee the development and management of three publicly owned general aviation
airports that serve the air transportation needs of present and future residents and businesses of,
and visitors to Collier County. Since its inception, the Airport Authority has transformed these
airports into vibrant public use airports providing a diverse range of services, with each airport
offering unique community benefits and opportunities. The Collier County Airport Authority
oversees the following airport facilities:
. The Marco Island Executive Airport provides "red carpet service" for tourists, clients and
residents flying privately into and out of Southwest Florida.
. The Immokalee Regional Airport is located within miles of Ave Maria University, and is
home to the Florida Tradeport. It is a growing airport, strategically located between
Miami and Naples in the center of southwest Florida, with two 5,000 foot runways.
. Everglades Airpark represents "eco-tourism," adjacent to Everglades National Park; it
provides sportsmen and tourists easy access to explore the Everglades.
. Florida Tradeport is strategically located near the Immokalee Regional Airport, just an
hour away from Miami. The Florida Tradeport has been designed to address the
concerns of to day's companies shipping goods into and out of the Southwest Florida area
to the Caribbean and Central American destinations. This is a new facility that has been
developed since the 2030 LRTP Update.
The City of Naples Airport Authority oversees the Naples Municipal Airport. In 1969, the
Florida State Legislature created the City of Naples Airport Authority as an independent
governmental unit charged with the operation, development and improvement of the Naples
Municipal Airport. The Authority was created at the behest of the Naples City Council, which
appoints community volunteers to serve four-year terms.
The City of Naples Airport Authority has no taxing powers with which to raise revenues. All
funds used for its operation, maintenance and improvements come from activities on the airport
or from grants awarded by federal and state agencies. Since the Authority's formation, the
Naples Municipal Airport has operated in the "black", making it a model for efficient
government fiscal management and accountability. The Authority's primary goal is to ensure
that it fulfills its objectives on an ongoing basis and operates in a safe and efficient manner.
These general aviation facilities play an integral role in the economic development and growth of
Collier County. The lmmokalee Airport Master Plan and the Master Planfor the City of Naples
Airport are both included in the 2035 LRTP for inclusion by reference.
8-26
Freight and Goods Movement
~035,,,.IJII!I!!II~ " ..
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-a. TRANSPORTATION PLAN
9.0 FREIGHT AND GOODS MOVEMENT
Freight mobility is important to the economic vitality of Collier County and is a key factor in
attracting new business enterprises to the area. In addition, the importance of freight has been
recognized by the United States Congress, which included increased emphasis on freight
planning within the last three transportation bills: the Intermodal Surface Transportation
Efficiency Act (ISTEA); the Transportation Equity Act for the 21 st Century (TEA21); and the
Safe, Accountable, Flexible, Transportation Equity Act: A Legacy for Users (SAFETEA-LU).
The Collier MPO adopted goals and objectives recognizing the importance of freight and goods
movement, and calling for efficient truck routes, access to freight centers, transfers between
modes, and freight-friendly roadway design standards. To help establish the context for
incorporating freight and goods movement into the 2035 LRTP, a Goods Movement Technical
Memorandum was prepared and is available as a separate document.
Freight Activity Centers and Corridors
Goods are moved into, out of, within, and through the county almost entirely by trucks on a
two-tiered system of roadways. According to the Collier County Freight and Goods Mobility
Analysis (Cambridge Systematics, 2008), Collier County's freight transportation system is
dominated, almost exclusively, by its highway network. Tier One highways or regional corridors
are used to move goods in, out, and through the county and provide connectivity beyond the
county boundaries. Tier Two roads are those that function as connectors to the major freight
activity centers (F ACs) or between the regional freight corridors. Together, these roadways
provide a grid of north-to-south and east-to-west regionally significant freight mobility corridors.
Below these tiers are roads that provide connectivity for trucks to local destinations such as
shopping centers, grocery stores, and big box retailers. In Collier County, most of the
commercial locations are located in the coastal area of the county to the west ofl-75.
From a freight generation standpoint, Tier One generators are large industrial areas that send
and/or receive freight in large quantities for manufacturing or for further distribution to the
consumer markets. In Collier County, Tier One generators also include mining operations and
agricultural commodities. Tier Two freight generators are the consumer activity centers such as
malls, shopping centers, and grocery stores that are supplied by the local delivery systems.
While freight generating activity is prevalent throughout the county, the Tier One generators are
concentrated in large and small industrial and mixed-use areas known as F ACs. Mining and
agricultural operations are more dispersed, but are generally located in eastern sections of Collier
County, generating truck traffic on roads such as SR 29, SR 82, Oil Well Road, and Immokalee
Road. F ACs are the "economic engines" of a county or region. They are major contributors to
the county's base employment and a key component of regional economic development plans.
Generally, they are also major generators of truck trip activity, including long-haul shipments to
9-1
Freight and Goods Movement
2035A~~>I!!!1!.
.UB.TRANSPORTATION PLAN
and from areas outside of the region. The major industries located within an F AC typically have
significant ties to areas outside of the county.
Five F Acs were identified within the county. These F Acs are listed and characterized in Table 9-1 and
shown on Figure 9-1. The Technical Memorandum describes them in more detail.
TABLE 9-1
FREIGHT ACTIVITY CENTERS WITHIN COLLIER COUNTY
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FI Old US 41 Industrial 444 X' X X F X 4,5,6.8
F2 North Naples Industrial 637 X G X 2,3.7,9,
F3 East Naples Industrial and Airport 1,633 X X F X 11,12,13,14,15
F4 Gateway Industrial 422 X G X 16,17,18,19
F5 Immokalee Airport Industrialb 2.772 X X F X 20,21,22,23
Potential for small rail/truck intermodal if site is redeveloped.
b Foreign trade zone.
* Legend: G=Good, F=Fair, P=Poor.
9-2
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Identification of Freight and Goods Movement Needs
Candidate projects (freight and goods movement needs) were identified in the Goods Movement
Technical Memorandum and prioritized according to their impact on the local and regional goods
movement system, generally according to the access provided to the SIS facilities, the regional
F ACs, and the regional and major local distribution facilities that are not located within an F AC.
Other criteria include the type of facility, the percent of truck use, the total Annual Average
Daily Truck Traffic (AADTT), and location of "hot spots" as described below. Needs are
categorized into lower cost and longer-term capacity projects.
Lower Cost Needs
A number of private sector representatives were interviewed for the Freight and Goods Mobility
Analysis to identify locations in Collier County that have a negative effect on trucking
operations. In addition, problem locations identified in the Collier County Congestion
Management Process (CMP) Technical Memorandum were also considered if they were located
on one of the regional freight mobility corridors or connectors. These locations, referred to as
"hot spots", impede the flow of goods by truck. The purpose of identifying these locations is to
prioritize funding to implement appropriate transportation solutions in the near-term that will
improve the mobility of goods in the region. These locations include the following types of
impediments to freight mobility:
Severe traffic congestion;
· Inadequate traffic controls, including signs and signalization;
· Poor truck driver sight lines (poor visibility);
Insufficient turning radii;
Insufficient turning lane storage;
Narrow receiving lanes for turning truck traffic;
Lack of or inadequate acceleration and deceleration lanes for truck traffic;
Road segments with merging and weaving problems;
Poor pavement condition; and
Poor or inadequate directional median openings.
Many of these problems can be mitigated through low cost means in the short term.
9-4
Freight and Goods Movement
2035 .J!' t=.
-.UgTRANSPORTATION PLAN
A total of 11 locations were identified on SIS and regional goods movement corridors (Figure 9-
2) that have a negative effect on trucking and/or rail operations. Table 9-2 lists these locations
along with a short description of the freight issue and recommended correction action to mitigate
the problem.
Generally, hot spot issues that do not involve capacity or bridge improvements can be corrected
or mitigated through low to medium cost projects. These projects can pay large dividends in
freight operations in the short-term by reducing truck delay at intersections, eliminating
structural hazards, improving access, and lowering overall operational costs for truckers.
Additionally, idling trucks account for significant amounts of air pollutants that impact local air
quality.
In order to facilitate and help expedite improvements to these hot spots and identify additional
hot spot locations that would benefit from short-term, low cost projects, a funding set aside of
$2.0 million over five years is recommended for correcting or mitigating low to medium cost
projects. Low cost projects are those that can be accomplished for under $50,000. Medium cost
projects are those with an estimated cost between $50,000 and $250,000.
Some of the low cost projects could be accomplished through county and city operations
and maintenance funding such as signal timing adjustments, pavement markings, and
signage. Some may also be incorporated within larger projects such as capacity improvements
or resurfacing projects; however, new hot spots may be identified in the future through planned
freight stakeholder outreach programs. Having the funding set aside and available for those
projects that do not fit these situations will help expedite their completion.
9-5
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Freight and Goods Movement
2035 &!!'Jill.
_UgTRANSPORTATION PLAN
Long-Term and Capacity Needs
Figure 9-3 shows the high truck use segments on the SIS, regional, and regional connector
corridors and Figure 9-4 shows roadways that are listed in the Congestion Management
Technical Memorandum as congested corridors. Congestion on these segments has a significant
detrimental effect on efficient trucking operations, contributes to increased vehicular emissions,
and increased operating costs, which are eventually passed on to local consumers. These road
segments are listed in Table 9-3 and prioritized according to their impact on the access to the
regional F ACs, and the regional and major local distribution facilities that are not located within
an FAC. Other prioritizing factors include the type of facility, the percent of truck use, the total
truck AADT, and location of hot spots. The scoring system used to prioritize the list based on
the impact to the overall freight system is documented in the Goods Movement Technical
Memorandum.
Evaluation of Freight and Goods Movement Projects
The process for evaluating and prioritizing overall long-term and capacity needs takes freight
mobility into account. Among the criteria used to evaluate road and highway needs, two relate
specifically to freight and goods movement. Candidate projects receive a higher score if they
directly serve a Freight Activity Center. Likewise, candidate projects receive a higher score if
they improve a regional freight corridor or connector.
The evaluation process and the resulting prioritization of projects are described in Chapter 12.
9-8
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PLANNING ORGANIZATION (MPO)
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MAP DATE
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o
Needs Plan
2035
.13& TRANSPORTATION PLAN
10.0 NEEDS PLAN
Introduction
In the LRTP update process there are multiple components of the Needs Plan. They
include:
. Highway
. Transit
. Pathways (Bicycle and Pedestrian)
. freight
. Maintenance and Operations
The development of the needs for transit, pathways and freight were in prior tasks and
have been summarized in the preceding sections. The 2035 LRTP Update incorporates
those separate tasks by reference and integration of recommendations. The Needs Plan
components (highway, transit, pathways, etc.) serve as the basis for corridor preservation,
which is under the jurisdiction of the local governments and implemented through their
own comprehensive plans and land development codes. The LRTP document has been
adopted by the Collier County Board of County Commissioners as the reference
document to the Traffic Circulation Element of the County's Growth Management Plan.
The Collier County Growth Management Plan provides a policy statement regarding
corridor reservation. As projects in the LRTP advance through the project development
process (specifically PD&E, final Design, Right-of-way and Construction) this corridor
reservation policy provides guidance in terms of identifYing right-of-way needs for
maximum travel capacity (ie: six lanes). Therefore, the relationship between the LRTP
and the County's Growth Management Plan forms an integral part of the overall strategic
land-use and transportation planning efforts in Collier County. Current efforts are
underway by Collier County to refine this process to a corridor specific level that will
further integrate the vision of the LRTP with the jurisdictional authority of the Growth
Management Plan.
The development of the highway portion within the LRTP Year 2035 Plan Update is
divided into two distinct phases. The first phase is based on developing a roadway
network that will address level of service deficiencies which have been identified through
an appropriate analysis process while maintaining consistency with the Goals and
Objectives approved earlier in the LRTP update process. This means that the projected
2035 traffic will be able to be carried at acceptable Levels of Service (LOS) on the
identified roadway network as well as meeting the Planning factors. The acceptable LOS
was determined to be the minimum LOS standard as adopted in the local comprehensive
plans or for new facilities the standard was set consistent with local policies.
10-1
Needs Plan
2035 !!!:'8
_U&.TRANSPORTATION PLAN
The Needs Plan was based upon acceptable LOS, evaluation of alternatives with and
without various improvements, associated costs, consensus from public input, influence
of the improvements and potential alternative funding sources.
The development of the Collier MPO Year 2035 Highway Needs Plan utilized the
recently validated Florida Standard Urban Transportation Model Structure (FSUTMS) in
CUBE Voyager. This model combines the geographic region of Lee and Collier counties
and forms the basis for travel demand forecasting within the bi-county region. The base
model is hereafter referred to as the Lee-Collier model, or LC model. Concurrent with
the Collier MPO LRTP update, the Lee County MPO is preparing its LRTP update. The
highway and transit components of the Lee County MPO LRTP update are addressed
under a separate effort for the Lee County MPO.
Model validation was provided to for the Collier MPO by FDOT as part of an
independent work effort related to the overall LRTP Plan Update process. That work
effort is summarized in Section 5.0 of this document. On April 29, 2010, a validated
model was provided to Collier MPO staff and their consultants for use in the
development of the LRTP update, including the separate Highway and Transit Needs
Plan.
Process
The LRTP Highway Needs Plan considers Year 2035 forecasts of socioeconomic data
(employment, population, and housing data). That work effort is discussed in Section
6.0. This data was developed in association with the Collier MPO staff and approved for
use in the LRTP Update through the MPO Technical Advisory Committee (T AC) and
Citizens Advisory Committee (CAC) review and approval process.
The forecasted socio-economic data and other required forecasted input were applied to
the roadway network improvements currently identified in the Collier MPO Year 2030
LRTP Highway Needs Plan as a first cut alternative for the 2035 Needs Plan. This was
reviewed by MPO staff to determine the reasonability of the Year 2030 Highway Needs
network for the Year 2035 conditions.
Alternatives Testing
As part of the Needs Plan development, several facilities were reviewed in greater detail
to determine whether they should remain as originally included in the 2030 Needs Plan
Update, or be modified. Part of this review included travel demand forecasting to test
several roadway network scenarios using the base 2035 Needs Plan FSUTMS model.
Multiple travel demand model runs were conducted to test various network scenarios. A
description of each of these roadway facilities and/or alternatives is provided below
including, where applicable, recommendations for action.
SR 29/SR 29 Bypass
Traffic volumes projected on this facility were below 10,000 AADT for the base Needs
Plan run. There was a concern that this volume range was too low to justify construction
10-2
Needs Plan
"035 <I:' -'.... ."+
65 ',"c' .,~ ~L%.-!'....);,
WU&TRANSPORTATION PLAN
of this project.
The Florida Department of Transportation (FOOT), District One, is currently conducting
a Project Development and Environment (PD&E) Study for improvements to SR 29 in
Collier County. The project limits extend a distance of approximately 17 miles along SR
29 from Oil Well Road northward to SR 82. The proposed roadway improvement
consists of increasing capacity on SR 29 by evaluating the widening of the existing two-
lane undivided segment of SR 29 to four lanes, as well as the study of an alternative
corridor(s) that bypasses downtown Immokalee.
A model run was conducted to replicate the preliminary recommended lane calls and
alignment being studied by FOOT for the SR 29 bypass. The table below illustrates the
model volumes along the proposed corridor resulting from this alternative test.
SR 29 Bvpass
On
SR 29 Bypass
SR 29 Bypass
SR 29 Bypass
From
SR 29 (south)
Immokalee Rd
Florida Tradeport Blvd
To
Immokalee Rd
Florida Tradeport Blvd
SR 29 (north)
MDT With (Alt 1)
2,340
3,169
3,300
Based on discussions with MPO staff and committees, it was the concurrence to permit
the PD&E study to document the purpose and need of the corridor beyond just addressing
traffic or congestion relief. For instance, the study may demonstrate that an alternative
SR 29 also provides a bypass route for freight movement, reducing the impacts of heavy
vehicles through the Immokalee urban area.
It was recommended that this facility remain in the Needs Plan with a corridor designated
over the PD&E study area.
CR 951 Extension
Traffic volumes projected on this facility within Collier County were projected to be
approximately 18,700 vehicles per day for the base Needs Plan run. An alternative was
run without the CR 951 extension to determine the effects on the adjacent roadway
system.
The table below illustrates the volumes on roadway facilities within the study area.
CR 951 Extension
On From To MDT With (All 1) MDT Without (All 3)
CR 951 Immokalee Rd Veterans Memorial Blvd 18,724 0
CR 951 Veterans Memorial Blvd Bonita Beach Rd 18,758 0
Logan Blvd Ext Immokalee Rd Veterans Memorial Blvd 4,863 4,652
1-75 (w spec use lanes) Immokalee Rd Bonita Beach Rd 116,655 124,276
Livingston Rd Immokalee Rd Veterans Memorial Blvd 42,300 51,617
US 41 immokalee Rd Veterans Memorial Blvd 43,672 45,012
Total
244,972
225,557
Traffic volumes on most parallel facilities are projected to increase modestly as a result
of the removal of the CR 951 extension.
10-3
Needs Plan
2035\*,,:!!J".i1
fjUaTRANSPORTATION PLAN
The results of the recent CR 951 PD&E demonstrated a purpose and need for this facility
that went beyond just traffic or congestion relief. For example, the purpose of the
proposed CR 951 Extension was also to develop a transportation solution that would
satisfy the following additional goals and objectives:
. Improve north-south mobility within Collier and Lee counties
. Serve both inter-county/regional and local traffic
. Provide an alternative hurricane evacuation route to 1-75
It was recommended that this facility remain in the Needs Plan.
Wilson Boulevard Extension / Benfield Road Corridor
Traffic volumes projected on this facility south of 1-75 ranged from approximately
10,400 to 13,500 for the base Needs Plan run. An alternative was run without the Wilson
Boulevard Extension/Benfield Road Corridor to determine the effects on the adjacent
roadway system.
The table below illustrates the volumes on roadway facilities within the study area.
Wilson / Benfield Rd
On From To MDT With (A It 1) MDT Without (Alt 3)
Wilson I Benfield Rd US 41 Rattlesnake Hammock Rd 10,449 0
Wilson I Benfield Rd Rattlesnake Hammock Rd Davis Blvd 13,596 0
CR 951 US 41 Rattlesnake Hammock Rd 41,759 47,945
CR 951 Rattlesnake Hammock Rd Davis Blvd 38,350 45,982
Santa Barbara Blvd Raltlesnake Hammock Rd Davis Blvd 36,452 39,464
Total
140,606
133,391
Without the facility, the model alternative demonstrated modest projected Increase in
volumes on the parallel facilities ofCR 951 and Santa Barbara Boulevard.
The original Wilson-Benfield Study (December 2009) demonstrated a purpose and need
for this facility that went beyond just traffic or congestion relief. It evaluated various
alternatives for mobility along the CR 951/Collier Boulevard corridor and to the east.
Based upon the comprehensive analysis provided, the study team reached the following
conclusions:
. The No Build alternative would not only result in increased congestion on CR
951/Collier Boulevard, but would also encourage diversion to adjacent parallel
facilities west of CR 951/Collier Boulevard, therefore increasing congestion on
those facilities.
. Under the No Build alternative, additional portions of the CR951/Collier
Boulevard corridor will ultimately fail shortly after the 2035 study year.
Similarly, congestion on parallel facilities west of CR 951/Collier Boulevard
would increase.
. With or without the construction of an additional north-south corridor, the
interchange at 1-75 and CR 951/Collier Boulevard will require a complete
10-4
Needs Plan
2035
"':U&.TRANSPORTATION PLAN
reconstruction prior to the year 2035. Estimates have ranged between $125
million and $250 million depending upon the limits of the reconstruction.
. Alternative 2 (Miller Boulevard) does not provide significant relief to CR
951/Collier Boulevard, however it does provide a secondary connection between
development along the US 41, Marco Island and Golden Gate Estates. It also
provides an excellent opportunity for an emergency evacuation route. Due to the
significant environmental impacts and the minimal mobility benefit, this
alternative would not satisfy the requirements identified in the purpose and needs
statement of this corridor study.
. Alternative 3A/3B (Wilson/Benfield) would provide significant relief to CR
9511Collier Boulevard and adjacent parallel facilities.
. Costs associated with each build alternative prohibit the feasibility of constructing
them as one project. However, it should be noted that alternative 3A/3B is
approximately twenty miles long and represents a corridor that would be
developed in phases concurrently with development and growth along the
corridor.
Green Boulevard Extension East
The initial Needs Plan run considered a new 4 lane facility from CR 951 to
approximately 3151 St NW, and a new 2 lane facility to Everglades Boulevard. An
alternative was run that eliminated this facility.
The table below illustrates the volumes on roadway facilities within the study area.
Green Boulevard East
On From To MDT With (Alt 1) MDT Without (Alt 4)
Green Boulevard East CR 951 I Collier Blvd 23rd 5t 8,924 0
Green Boulevard East 23rd 5t Wilson Blvd 2,360 0
Green Boulevard East Wilson Blvd Everglades Blvd 5,286 0
Pine Ridge Rd CR 951 I Collier Blvd 23rd 5t 1,869 5,940
Golden Gate Blvd CR 951 I Collier Blvd 23rd 5t 24,405 24,370
Golden Gate Blvd 23rd 5t Wilson Blvd 20,687 20,458
Golden Gate Blvd Wilson Blvd Everalades Blvd 24,136 25,487
Total
87,667
76,255
The Green Boulevard extension was projected to carry a relatively low volume of traffic.
Elimination of this facility would not significantly affect the volumes on parallel facilities
but it was recommended to retain the facility under a corridor overlay for further study as
it would have an effect on the mobility and accessibility of the Golden Gate Estates area
to the urbanized area.
Vanderbilt Drive
The initial Needs Plan run considered a 4 lane facility from Wiggins Pass Road to Bonita
Beach Road. An alternative was run that considered the existing condition of a 2 lane
road.
10-5
Needs Plan
2035
_13& TRANSPORTATION PLAN
The table below illustrates the volumes on roadway facilities within the study area.
Vanderbilt Dr: 4L to 2L Wiaains Pass Rd to Bonita Beach Rd
On From To
Vanderbilt Dr Wiggins Pass Rd Woods Edge Pkwy
Vanderbilt Dr Woods Edge Pkwy Bonita Beach Rd
US 41 Wiggins Pass Rd Woods Edge Pkwy
US 41 Woods Edge Pkwv Bonita Beach Rd
MDT w 4L (Alt 1)
7,987
7,362
32,099
28,574
76,022
MDT w 2L (Alt 4)
6,976
7,226
35,391
31,203
80,796
Total
Vanderbilt Drive was projected to carry a relatively low volume of traffic under both
scenarios. A two lane facility may accommodate the traffic projections on Vanderbilt
Drive, while not significantly affecting the volumes of parallel facilities. It was
recommended to keep this project in as a two-lane facility consistent with the Lee County
Needs for enhancement to bicycle and pedestrian facilities.
Wiggins Pass Road
The initial Needs Plan run considered a 4 lane facility from Vanderbilt Drive to US 41.
An alternative was run that considered the existing condition of a 2 lane road.
The table below illustrates the volumes on roadway facilities within the study area.
Wi ins Pass Rd, 4L to 2L
On From
Wiggins Pass Rd Vanderbilt Dr
To
MDT w 4L (Alt 1)
10,363
MDT w 2L (Alt 4)
8,962
US41
Wiggins Pass Road was projected to carry a relatively low volume of traffic under both
scenarios. A two lane facility may accommodate the traffic projections on this facility.
It was recommended to keep this project in as a two-lane facility for enhancement to
bicycle and pedestrian facilities.
Orange Blossom Drive
The initial Needs Plan run considered a 4 lane facility from Goodlette Frank Road to
Airport Pulling Road. An alternative was run that considered the existing condition of a
2 lane road.
The table below illustrates the volumes on roadway facilities under both conditions.
Oranqe Blossom Drive: 4L to 2L
On From To MDT w 4L (Alt 1) MDT w 2L (Alt 4)
Orange Blossom Dr Goodlette Frank Rd Airport Pulling Rd 10,124 10,128
Orange Blossom Dr Airport Pulling Rd Livingston Rd 14,989 7,504
Vanderbilt Beach Rd Goodlette Frank Rd Airport Pulling Rd 46,297 38,590
Vanderbilt Beach Rd Airport Pullina Rd Livinaston Rd 41,864 49,031
Total
113,274
105,253
10-6
Needs Plan
2035
.13& TRANSPORTATION PLAN
A two lane facility is projected to accommodate the volume projections under both
scenarios. Although portions of Vanderbilt Beach Road were projected to increase in
volume, this increase is not projected to result in poor LOS.
2nd Gordon River Crossing
The initial Needs Plan run considered a 4 lane facility from Goodlette Frank Road to
Airport Pulling Road. An alternative was run that eliminated this facility.
The table below illustrates the volumes on roadway facilities under both conditions.
dG d C
2n o~ on River rossina
On From To AADT With (Alt 1) AADT Without (Alt 4)
2nd Gordon River Xing Goodlette Frank Rd Airport Pulling Rd 19,762 0
Golden Gate Pkwy Goodlette Frank Rd Airport Pulling Rd 55,222 61,673
Davis Blvd US 41 Airoort Pullino Rd 39,605 43,717
Total
114,589
105.390
Elimination of the crossing results in a moderate increase in volumes on the parallel
facilities of Golden Gate Parkway and Davis Boulevard. The projected increase of traffic
on Golden Gate Parkway may result in LOS conditions worse than D and the associated
intersection of Golden Gate Parkway at US 41 is a designated critical intersection.
The results from the alternatives testing analysis were presented to the T AC and the
CAC for consideration and recommendations. These recommendations were
incorporated into the final Draft Needs Plan for Highway Improvements where they
were considered and endorsed by the MPO Board at their October 22, 2010 meeting.
Table 10-1 summarizes the roadwork network modifications in Collier County that were
incorporated into the Year 2014 E+C network to ultimately create the Final Draft Year
2035 Highway Needs network. These modifications and additions received concurrence
from Collier MPO staff. Figure 10-1 illustrates the draft Year 2035 Highway Needs
Map.
As part of the LRTP update and highway needs development, a statistical analysis was
performed to compare model output between and among various analysis years and
models. This comparison was made using the following models associated with the
LRTP update:
. Year 2007 Validated Model: Includes LeeTran and Collier Area Transit (CAT)
services as of2007.
. Year 2035 E+C Network: Includes the Year 2014 E+C network loaded with Year
2035 Socio-economic Data and LeeTran and CAT services as of 2007.
. Year 2030 Needs Plan: Adopted June 8,2007.
. Year 2035 Needs Network (Alternative 1): Includes LeeTran and Collier Area
Transit (CAT) services as defined in Transit Needs Alternative 1.
10-7
Needs Plan
2035 <;~'~.,'..i) ;'/<1
.U&TRANSPORTATION PLAN
Table 10-2 provides a comparison of the model statistics of the Year 2035 Needs
Network to the base year (2007), Year 2035 E+C Network and the Year 2030 Needs
Plan. Evaluation measures include vehicle-miles of travel (VMT), vehicle-hours of travel
(VHT), original speed, congested speed and vehicle-hours of delay. It should be noted
the adopted Year 2030 Needs Plan model statistics did not document original speed
(reference Table 10-1 on Page 10-2 of the 2030 LRTP). The statistics associated with
these evaluation measures provide a macro-level evaluation of system-wide performance.
The LC model used in the Year 2035 Plan update provides separate data for Lee and
Collier counties.
Travel time delay as measured in vehicle hours of delay provides another interesting
comparison. The Year 2030 Needs Plan showed 237,000 hours of delay for the entire
model while the Year 2035 Needs Network shows 208,175. This is a reduction of
twelve (12%) in travel time and delay which could also be attributed to reductions in
population control totals as well as variations in trip generators and attractors in relation
to the transportation infrastructure within each model.
Similar comparisons between the Year 2035 E+C Network and Year 2035 Needs
Network can also be made but in this case by comparing only county results. The Year
2035 E+C Network model predicts 133,333 hours of vehicle delay while the Year 2035
Needs Network predicts 46,057 hours of vehicle delay. Therefore, the additional
improvements proposed in the Year 2035 Needs Network would result in increased
mobility and would minimize environmental impacts related to energy consumption and
carbon emissions with a reduction of 66% in vehicle delay.
10-8
Table 10-1
Highway Needs Plan
23rd Street SW Brantlev - Keane Golden Gate Boulevard sidewalks and bike lanes 60 feet 30
Airport Pullina Road Vanderbilt Beach Road Immokalee Road 6-lane Divided Arterial '32 feet 2,0
Bald Eaale Or Collier Boulevard San Marco Rd 4 lanes 100 feet 13
Benfield Road US41 Wilson Boulevard Ext 4-Lane Oivided Arterial 200 feet 7,9
Camo Keais Road Oil Well Road Immokalee Road 4-Lane Divided Arterial 200 leet 5,2
CR 951 Collier Boulevard} Golden Gate Canal Green Boulevard 6-Lane Divided Arterial 132 feet 20
CR 951 Extension Immokalee Road Heritaae Bav Properties 4-Lane Divided Arterial 120 feet 15
CR 951 Extension Harttaae Bay Prooerties Collier/Lee Countv Line 2-Lane Collector 80 feet 3,0
Enter rise Avenue Airoort Pullina Road Livinaston Road 4-Lane Divided Minor Collector 148 feet 1.0
Everalades Boulevard 1-75 Immokalee Road 4~Lane Divided Arterial 200 feet 146
Florida Tradeport Boulevard New Market Road SR 29 Loop Road 2-Lane Arterial 200 feet 2,6
Golden Gate Boulevard Wilson Boulevard Desoto Boulevard 4-Lane Divided Arterial 150 feet 5,8
Goodlette-Frank Road Oranae Blossom Drive Vanderbilt Beach Road 6-Lane Divided Arterial 156 feet 09
Goodlette-Frank Road Vanderbilt Beach Road Immokalee Road 4-Lane Divided Arterial 49 -156 feet 1,8
Green Boulevard Ext W Livinaston Road Santa Barbara Boulevard 4-Lane Divided Arterial 156 feet 20
Green Blvd Ext W Over 1-75 4-Lane Divided Arterial 200 feet 0.2
Green Boulevard Santa Barbara! Loaan Boulevard Sunshine Boulevard 4-Lane Divided Collector 100 feet 1,0
Green Boulevard Exl/16th Ave SW CR 951 23rd Street SW 4-Lane Divided Collector 148 feet 21
Green Boulevard Exl/16th Ave SW 23rd St SW Ever lades Boulevard 2-Lane Collector 80 feet 68
1,75 CR 951 Golden Gate Pkwv 6-Lane Freewav 360 feet 3,3
1-75 Golden Gate Pkwv Pine Ridae Road 8-Lane Freewav 360 feet 2,6
I- 75 HOV lanes Pine Ridae Road Lee Counhi Line 4-Lanes Limited Access 360 feet 74
Immokaiee Road Oil Well Road Shadv Hollow Boulevard 6-Lane Divided Arterial 180 feel 14
Immokalee Road Shadv Hollow Boulevard Camo Keais Road 4-Lane Divided Arterial 120 feel 17,2
Immokalee Road Camp Keais Road Eustis Avenue 4-Lane Divided Arterial 120 feet 25
Immokalee Road Extension Camo Keais Road SR 29 2-Lane Collector 80 feet 2.1
Keane Avenue 23rd Street SW Inez Rd 2-Lane Undivided Minor Collector 80 feet 09
Keane Avenue Inez Rd Wilson Boulevard Ext 2-Lane Undivided Minor Collector 15 124 feet 20
Little LeaQue Road Lake Trafford Road SR 82 4-Lane Divided Arterial 160 feet 41
Looan Boulevard Green Boulevard Pine Ridae Road 6-Lane Divided Arterial 132 feet 26
Loaan Boulevard Pine Ridae Road Immokalee Road 4-Lane Divided Maior Collector 148 feet 4.2
Massev Street Vanderbilt Beach Road Immokalee Road 2-Lane Collector 80 feet 2,0
New Gordan River Crossina Goodlette-Frank Road Airoort PuUinQ Road 4-Lane Divided Minor Collector 102 feet 23
New Gordan River Bridae at Gordon River 4 lane raised median bridee 95 feet 04
Northbrooke Drive lmmokalee Road Veterans Memorial Boulevard 2-Lane Divided Ma"or Collector 60 feel 2,1
Old US 41 US41 Lee Countv Line 4-Lane Divided Maior Collector 150 feet 1.5
Oil Well Road I CR 856 Everelades Boulevard Oil Well Grade Read 6-Lane Divided Arterial 216 feet 39
Oil Well Road { CR 858 Ave Maria Entrance Camo Keais Road 6*Lane Divided Arterial 200 feel 1.0
Orange Blossom Drive Airoort Pulling Road Livingston Road 4-Lane Divided Ma"or Collector 102 feet 0,7
Randall Boulevard Immokalee Road Everalades Boulevard 6-Lane Divided Arterial 180 feet 3,4
Randall Boulevard Everalades Boulevard Oil Well Road 6-Lane Divided Arterial 180 feet 39
Rattlesnake Hammock Road US41 Santa Barbara Boulevard Ext 6-Lane Divided Arterial 132 feet 3,8
Rattlesnake Hammock Road Extension CR 951 'Collier Boulevard Benfield Road Ext 2-Lane Collector 80 feel 13
San Marco Road / CR 92 Collier Boulevard Barfield Drive 4-Lane Divided Arterial 102 feet 19
San Marco Road { CR 92 Barfield Drive US 41 4-Lane Divided Arterial 102-148 feel 9,0
Santa Barbara Boulevard Painted Leaf Lane Green Boulevard 6-Lane Divided Arterial 132 feet 17
SR 29 1-75 Immokalee Road Exl 4-Lane Divided Arterial 200 feel 148
SR 29 Immokalee Road Ext lmmokalee Road CR 846 4-Lane Divided Arterial 200 feet 5,0
SR 29 9th St Immokalee Dr 4-Lane Divided Arterial 130 feet 09
SR 29 Immokalee Dr New Market Road North 4-Lane Divided Arterial 130 feet 11
SR 29 New Market Road North Hendry County Line 4-Lane Divided Arterial 200 feet 55
SR 29 Looo Road SR 29 (South Immokalee Road 2-Lane Arterial 200 feet 33
SR 29 LOOD Road Immokalee Road Florida TradeDort Boulevard 2-Lane Arterial 200 feet 24
SR 29 Loon Road Florida Tradeport Boulevard SR 29 North 4-Lane Divided Arterial 200 feet 5,6
SR 82 SR29 Lee County Line 6-Lane Divided Arterial 192 feet 70
SR 84 Davis Boulevard) Airoort Pulhne Road Santa Barbara Boulevard 6-Lane Divided Arterial 132 feet 5,8
SR 951 ICollier Boulevard N, of Marco Island BridQe Tower Road 6-Lane Divided Arterial 132 feet 7,0
Tamiami Trail East US 41 CR 951 Joseoh Lane 6-Lane Divided Arterial 200 feet 30
Tamiami Trail East US 41 Joseoh Lane 6 L Farm Road 4-Lane Divided Arterial 200 feet 29
Trade Center Way Ext Airoort Pulling Road Livingston Road 2-Lane Collector 60 feet 10
Tree Farm Road CR 951 MassevSt 2-Lane Collector 56 feet 10
Twin Eaales Boulevard Ext Vanderbilt Beach Rd Immokalee Rd 4-Lane Divided Collector 150 feet 2,0
Vanderbilt Beach Road US 41 Airport Pullin a Road 6 Lane Divided Arterial 132 feet 21
Vanderbilt Beach Road CR 951 Desoto Boulevard N 4-Lane Divided Arterial 200 feel 10,7
Vanderbilt Drive Wiaains Pass Road Collier/Lee County Line 2-Lane Ma'of Collector 100 feet 27
Veterans Memorial Boulevard US 4' Livineston Road 4-Lane Divided Arterial 150 feel 29
Westclol( Road Little Leaaue Road W of Carson Road 2-Lane Collector 56 feel 09
White Boulevard CR 951 31stStSW 4-Lane Divided Collector 102 feet 12
Wiaains Pass Road Vanderbilt Drive US41 sidewalks and bike lanes 12 feet 10
Wilson Boulevard S Wilson Boulevard El(t Golden Gate Boulevard 4-Lane Minor Arterial 150 feet 54
Wilson Boulevard Golden Gale Boulevard Immokalee Road 4-Lane Divided Arterial 150 feet 33
Wilson Boulevard Ext I WhIte Lake Blvd CR 951 Benfield Road 4-Lane Divided Arterial 130 feet 3,8
Wilson Boulevard Ext / Black Burn Rd Benfield Road Wilson Boulevard 4-Lane Divided Arterial 130 feet H
Wolfe Road Vanderbilt Beach Road CR 951 2 Lane Collector 56 feet 1,0
ImmokaJee Road at Tamiami Trail East US 41 Critical Needs Intersection
Immokalee Road at Livingston Road Critical Needs Intersection
lmmokalee Road at Collier Boulevard Critical Needs Intersection
Immokalee Road at Randall Boulevard Critical Needs Intersection
Pine Rid(le Road at Airnort~Pullinn Road Critical Needs Intersection
Pine Ridge Road at Livingston Road Critical Needs Intersection
Interstate 75 1-75) at Collier Boulevard CR 951 Critical Needs Intersection
Interstate 75 1-75\ at Ever lades Boulevard Critical Needs Intersection
US 41 at SR 29 Critical Needs Intersection
Tamiami Trail East US41l atColher Boulevard CR 951 Critical Needs Intersection
Davis Boulevard at Airaort Pullin (I Road Critical Needs Intersection
Golden Gate Parkwav at Livfnaston Road Critical Needs Intersection
US 41 at Golden Gate Parkwav Critical Needs Intersection
US41 atCR92 Critical Needs Intersection
Bridee 1 23rd Street SW one block North of White Blvd 2 lane Bridne Construction 102 feel
Bridee 2 16th Street NE south of 10th Avenue NE 2 lane Bridne Construction 59 feel
Bridae 3 8th Street NE south of 10th Avenue NE 2 lane Bridge Construction 59 feet
Bridae 4 47th Avenue NE west of Ever lades Boulevard 2 lane Bridae Construction 59 feet
Bridee 5 Wilson Boulevard south of 33rd Avenue NE 2 lane Bridae Construction 59 feel
Bridae 6 18th Avenue NE between Wilson Boulevard and 8th 5t NE 2 lane Bridae Construction 59 feet
Bridoe 7 18th Avenue NE between 8th Street NE and 16th Street NE 2 lane Bridee Construction 59 feet
Bridge 8 13th Street NW into rooosed Vanderbilt Beach Road 2 lane Bridoe Construction 59 feet
Bridge 9 16th Street SE at south end 2 lane Bridge Construction 59 feet
Bridae 10 Wilson Boulevard South at south end 2 lane Bridge Construction 123 feet
Bridoe '1 Golden Gate Estates Brid e TBD bt 10th Ave SE & 20th Ave SE 2 lane Bridee Construction 59 feet
Bridae 12 62nd Avenue NE, west of 40th Street SE 2 lane Bridge Construction 59 feet
10-9
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Needs Plan
~035 --
.. <I': ~iii~;L
.'13& TRANSPORTATION PLAN
Table 10-3 provides a comparison that highlights the differences between the 2030 Needs
Plan and 2035 Needs Plan.
The Annual Update and Inventory Report (AUIR) is an annual process for collecting,
organizing and publishing a summary report that illustrates the approved significant
county infrastructure LOS standards for key facilities. The AUIR was reviewed for use
in the LRTP update for purposes of roadway segmentation. Since the purpose of the
AUIR is to document existing operational conditions with current traffic data, it uses a
more detailed approach to determine LOS; namely, peak direction/peak hour volumes
and capacities. The LC Model provides daily volume projections. Therefore, daily
service volumes derived from the FOOT generalized service volume tables were
developed to evaluate future year operating conditions.
Daily service volumes were developed for each roadway link using the model facility
type and adopted FOOT average annual daily volumes (Year 2009 FOOT Quality Level
of Service (QLOS) Handbook). The LOS service volumes and thresholds used in the
LRTP update were derived from Tables 1,2 and 3 in the FOOT QLOS Handbook.
Table 10-4 provides a summary of the highway improvements associated with the Year
2035 Highway Needs Plan and associated LOS. Table 10-5 provides the FOOT annual
average daily volume thresholds used to illustrate LOS.
Certain roadway segments are projected to be in excess of the adopted LOS service
volumes. These segments are associated with limitations to the number of lanes for the
facility or parallel facilities. Some of the locations are viable candidates to be improved
or relieved through implementation of Transportation Oemand Management (TOM) or
other operational improvements. Through the annual evaluation of congested corridors
and intersection locations consistent with the CMS Process, these constrained or isolated
locations will be eligible for funding specifically set aside to address these issues.
1 0-12
Needs Plan
2035 t!!J:.i,:."r.".
.,.U&TRANSPORTATION PLAN
Table 10-3
Highway Needs Plan Comparison
DELETIONS FROM 2030
Lely Resort Blvd Grand Lely Dr none Constructed
4-lane divided no further
Oakes Blvd Vanderbilt Beach Rd Immokalee Rd minor arterial none improvement needed
no longer wish to add
4-lane divided capacity - want to keep
Orange Blossom Dr Airport Rd Goodlette-Frank Rd minor arterial none 2 lanes
dem and is reduced -
since it no longer
Veterans Memonal Access road west of 1- extends to east over 1-
Blvd Livingston Road 75 4L 2-Lane Collector 75
Santa Barbara Blvd no further
lM1itaker Rd County Barn Rd Ext 2-lane collector none improvement needed
ADDITIONS FROM 2030
Rattlesnake Ext
CR 951
Benfield Rd
new 2 lane
CR 846
SR 29
1/4 mile east of
Airpark Blvd
2-lane minor
collector
4-lane divided
collector
consistent with Airport
Authority JACI P
MODI FICA TIONS FROM 2030
May no longer be
extended farther than
Bonita Beach Road in
CR 951 Extension Bonita Beach Road 4L Lee County
4-lane divided
Aorida Tradeport Blvd SR 29 Loop Road arterial demand is reduced
Goodletle-Frank Road Immokalee Road 6L Constriction on ROW
Immokalee Road
Extension Camp Keais Road SR29 4L 2-Lane Collector demand is reduced
Wanted to enhance
Veterans Memorial 2-Lane Divided but not increase
Northbrooke Drive Immokalee Road Bou levard 4L Major Collector capacity
curren y
SR 29 Loop Road SR 29 (South) SR 29 (North) 4L Study Area underway
Wanted to enhance
2-Lane Major but not increase
Vanderbitt Drive Wiggins Pass Road Bonita Beach Road 4L Collector capacity
4-Lane ivided system mo el shows
While Boulevard CR 951 31st St SW 2L Collector need
Wanted to enhance
but not increase
Wiggins Pass Road Vanderbitt Drive US41 4L 2- Lane Collector capacity
1 0- 13
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Table 10-5
LOS Thresholds (Urban Area)
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21 4 OMdedAnefl" Uns'gnal,zeO (55 mph) 0 34,300 49,600 64,3lJ0 72,800 o tree flow Input speed assumption = 55mph
22 4 Divided Arterial UnsignalJzed (45 mph) 0 32,585 47,120 61,085 69,160 0 no equlVgen cap, assume.%5ot FT 21
23 4 Divided Arterial Class 13 0 29,300 35,500 36,700 36.700 0 FOOT gen cap Class I
24 4 DIVided Artenal Class Ib 0 0 25,000 33,200 35,100 0 FOOT gen cap Class II
25 4 DIVided Artena Class 111lI1 0 0 12,600 28.200 31,900 0 FOOT gen cap Class III/1V
21 6 DlvlCled Arterial Unsignallzed (55 mprl) 0 51,500 74400 96,400 109 400 0 tree rlow Input speed assumption:: 55mph
22 6 DMded Artenal U nsignalized (45 mph) 0 48,925 70 ,680 91,580 103,930 0 no eqUiv gen cap, assume -%5 at FT 21
23 6 Divloed Arterial Class la 0 45,000 53,700 55,300 55,300 0 FOOT gen cap Class I
24 6 DiVided Arterial Class Ib 0 0 39,000 50,300 53,100 0 FOOT 90n cap Class II
25 6 DIVIded Arterial Class IVII! 0 0 19,700 59,500 64,700 0 FOOT gen cap Class IIII1V
23 8 DiVided Artenal Class la 0 60,800 71,800 73,800 73,800 0 FOOT 90n cap Class I
24 8 Divided Arteri(lj Class Ib 0 0 53,100 67,300 70,900 0 FOOT gen cap COlas' II
25 8 DiViljed Arterial Class 111111 0 0 27,000 59,500 64,700 0 FOOT gen cap Class IIIIIV
31 2 Unctvided Arterial unsignallZed with Turn Bays 0 7,800 15,600 22,200 27,900 0 FOOT gen cap unrterruptecHIOI/ll
32 2 UndMoed Arterial Class lawith Tum Bays 0 9,600 15,400 16,500 16,500 0 FDOT gen cap Class I
33 2 Undivided Arterial Class Ib with Tum Bays 0 0 10,500 1,5,200 16,200 0 FOOT gen cap Class II
34 2 UndMlleCl Arterial Class with Turn Bays 0 0 5,100 11 ,900 14,900 0 FOOT gen cap Class 1I111V
35 2 UnctvlCleCl Artenal Unslgnalized without Tum Bays 0 6,240 12,480 17,760 22,320 0 assume ~%20 of FT 31
36 2 Uncivlded .Artenal Class la withOut Turn Bays 0 7,680 12,320 13,200 13,200 0 aSSLJTle -%20 of FT 32
37 2 Un(ivided Arterial Class lib without Turn Bays 0 0 8,400 12,160 12,960 0 asslJTIe -%20 of FT 33
38 2 Unctvided Arterial Class 111111 without Tum Bays 0 0 4,080 9,520 11,920 0 assume -%20 of FT 34
31 4 Undivided Arterial Unslgnalized with Turn Bays 0 32,585 47,120 61,085 69,160 0 FOOT gen cap uninterrupted flow -5%
32 4 Undivided Arterial Unsignallzed with Turn Bays 0 29,300 35,500 36,700 0 0 FOOT gen cap uninterrupted rlow 5%
33 4 UndiVided Arteria! Class Ib with Turn Bays 0 0 23,750 31,540 33,345 0 FOOT gen cap Class II - 5%
35 4 UmjvllEd Arterial Unslgnalized Without Tum Bays 0 26,068 37,696 48,868 55,328 0 asslJTIe -%20 of FT 31
41 4 Major Local DiVIded Road'llVay 0 26,370 31,950 33,030 33,030 0 assume.% 10 of FT 23
42 2 Major LDcal Undivided Roaef.Nay witrl TlXn Bays 0 7,020 14,040 19,980 25,110 0 aSSI..lT18-%10ofFT 31
42 4 Major Local Undivided RoacMiaywith TLm Bays 0 29,327 42,408 54,977 62,244 0 asslITIe-%1OofFT 31
43 2 MaJor Local undivided Roa()/t(ay without Turn 8 a.js 0 4,992 9,984 14,208 17,856 0 aSSLln8 -%20 Of FT 42
44 4 Other Local DiVided Roadway 0 0 22,500 29,880 31,590 0 aSSlJTle -% 1 0 or FT 24
45 2 Other LOcal Undivided Roadway With Turn Bays 0 0 6,825 9,880 10,530 0 aSSlITl8 -% 1 0 of FT 33
46 2 Other LDcal UnCllvldea Roadway without TUITi Bays 0 0 8,008 8,580 8,580 0 aSSLln8 -% 1 0 or FT 37
46 4 Other LDcal U ndivldecl RoadWay Wlttlout Turn Bays 0 16,875 22,410 23,693 0 FOOT gen cap Class lJ - 10% - 25%
47 2 Low S~ed Local Collector 0 0 5,460 7,904 8,424 0 aSSL.me -%35 of FT 37
48 2 Very Low Speed Local COllector 0 0 2,652 6,188 7,748 0 aSSLJTle -%35 of FT 38
4,3 4 Major Local Undivided RoaOotil'aywlthout Turn Bays 0 11 ,232 22,464 31,968 40,176 0 asslITle -%30 of FT 31
45 4 Other Local UndIVided RoaClway witn TLrn Bays 0 12.480 20,020 21,450 21,450 0 assume.% 1 0 of FT 33
44 6 Other LOcal DivlC1ed Roadway 0 15,210 30,420 43,290 54,405 0 asslITIe ~% 1 0 or FT 24
'12 4 Oltler Freeway (not in group 1) 0 43,500 59,800 73,600 79,400 0
92 4 Other Freeway Toli Facility 0 43,500 59,800 73,600 79,400 0
12 6 Other Freeway (not in group 1) 0 65,300 90,500 110,300 122,700 0
98 6 Other Freeway TW Facility 0 65,300 90,500 110,300 122,700 0
12 8 Other Freeway (net In group 1) 0 87,000 120,100 146,500 166,000 0
98 B Otner Freeway Trjl Facility 0 87,000 120,100 146,500 166,000 0
12 10 Other Freeway (not In group 1) 0 108,700 151,700 184,000 209,200 0
98 10 Oltler Freeway TeJl Facll1ly 0 108,700 151,700 184,000 209,200 0
22 2 OMOeO Arte"" U nSignalizeo (45 mph) 0 7.410 14,820 21,090 26,505 0 no equlv gen cap, assume -%5 of FT 21
61 6 One-Way Facility UnslgnaliZ8d 0 51,500 74,400 96,400 109.400 0
62 2 One.Way Facility Class 1 a 0 10,560 16,940 18,150 0 0 OMCled Arterial Class la +10%
62 3 One.Way Facility Class 1a 0 25.750 37,200 48,200 54,700 0 Uninterrupted rlow assunedf2
93 6 Expresswayl Parkway Toll Facility 0 43,500 59,800 73,600 79,400 0 Same as FT 92
16 6 CortrolledAccess Expressway 0 65,300 90,500 110,300 122,700 0 Same as FT 12
17 6 Cortrolled Access Park\llJay 0 65,300 90,500 110,300 122,700 0 Same as FT '12
10-18
Needs Plan
2035
-13& TRANSPORTATION PLAN
Table 10-5
LOS Thresholds (Transitioning Area)
e(h~51 (Ruml A..~a5 / ........,. ~ <
i< <tJf I). .. ,
21 4 DIVIded Artenal U ns'gnallzed (55 mph) 0 23,800 37,200 48,000 54,600 0 free now mput speed assumption = 55mph
22 4 DIVIded Artenal U ns,gnalized (45 mph) 0 22,610 35 ,340 45,600 51,870 0 no equivgen cap, 3Ssume-%5of FT 21
23 4 DivJdedArtem:lj Class la 0 0 23,300 28,000 29,900 0 State Sign Arterial
24 4 DMdedArtenal Classlb NA
25 4 OIVldeClArterial Class II/Ill NA
21 6 Divided Arterial U nsignalized (55 mph) 0 35,600 55 800 72000 82000 0 free flow Input speed assumption;; OOmph
00 6 DMded Artenal U n5lgnalized (45 mph) 0 33,820 53,010 68,400 77,900 0 no equiv gen cap, assume -%5 of FT 21
23 6 DIVldeOArtenal Class la 0 0 36,400 42,400 45,000 0 State SIgn Arterial
24 6 Olvlded Artenal Class Ib NA
25 6 Divided Arteriaj Class II/III NA
23 8 Divtded Arterial C lass I a NA
24 8 Divideo Artenal Class Ib NA
25 8 D,vided Arterial Class IIAII NA
31 2 UndiVIded Arterial UnslgnaliZed with Turn Bays 0 7,800 14,200 20,000 25,600 0 FOOT gen cap unlrterrupted flOw
32 2 UnciviCied Arterial Class la with Tum Bays 9,800 13,000 13,900 0 State Sign Arterial
33 2 Unclviil:!d Arterial Class lb With Tum Bays 8,820 11.700 12,510 0 State SIgn Artenal
34 2 UncJvlded Arterial CJass with Turn Bays NA
35 2 UnctvicEd Arterial Unslgnalized wlthout Tum Bays 0 6,240 11,360 16,000 20,480 0 aSSLrne ,%20 of FT 31
36 2 Undlvided Artenal Class la Wltl(iuI Turn Bays 0 0 7,840 10,400 11,120 0 assume -%20 of FT 32
37 2 Undi\/iCled Arterial Class lib without Turn Bays 0 0 7,056 9,360 10,008 0 assume -%20 of FT 33
38 2 Undivided Artenal Class 11/111 Without Turn Bays NA
31 4 UndiViDed Arteria! unslgnallzed With Turn Bays NA
33 4 Undrvided Arterial Class lb With Tum Bays NA
41 4 Major Local DMded Roactway 0 0 20,970 25,200 26,910 0 aSSLrne-%100fFT23
42 2 Major LDcat Undivided RoaClWat with Turn Bays 0 7,020 12.780 18,000 23,040 0 aSSLJT\e .% 1 0 or FT 31
43 2 Major Local Undivided Roaooay' Without Turn Bays 0 4,992 9,088 12,800 16,384 0 asstITle -%20 of FT 35
44 4 Other LDcal Divided Roadway 0 0 15,145 18,200 19.435 0 aSSLrne ,%35 of FT 23
45 2 Oll1er Local UndMded Roadway ""111 Turn Bays 0 0 5.733 7,605 8,132 0 assume -%35 or FT 33
46 2 Ottler LDcal Undivided Roadway WIthout Turn Bays 0 0 5,096 6.760 7,228 0 aSSlJTle -%35 ot FT 36
47 2 Low Speed Local Collector 0 0 4,586 6,084 6,505 0 assume -%35 Of FT 37
48 2 Very Low Speed Local COllector NA
43 4 Major Local Undivldeo Roadway without Turn Bays NA
45 4 Other Local undMded R03ClwaywlttI Turn Bays NA
44 6 Oll1er Local DIVided Roadway NA
12 4 Other Freeway (nct In gmup 1) 0 37,100 49,900 59,400 63,700 0
92 4 Other Freeway Toll FaCIlity 0 37,100 49,900 59,400 63,700 0
12 6 OII1er Freeway (not in group 1) 0 54,800 74,600 89,000 98,300 0
92 6 Oll1er Freeway T<>I FacU,ty 0 54,800 74,600 89,000 98,300 0
12 8 O1tler Freeway (net in grouP!) 0 73,300 100,200 118.700 132.700 0
92 8 Oll1er Freeway Tejl FacU,ty 0 73,300 100,200 118,700 132,700 0
12 10 Oll1er Freeway Int( in group 1) 0 NA NA NA NA 0
92 10 Other Freeway TOll FaCIlity 0 NA NA NA NA 0
10-19
Needs Plan
""'035 -~
I!If. r.ll:, w._"
-13& TRANSPORTATION PLAN
Table 10-5
LOS Thresholds (Rural Area)
LOS Thresnolds IT"'nS~lOn'f)(J Area)
LOll
FT Lift.. Mol/...O"Crlpll.1I o. I
A . C F
21 4 DIvided Artenal Unslgnalized (55 mph) 0 31,400 45,400 58 ,800 66,600 0 free now Input speed assump:IOn = 55mph
22 4 Oiv'ded ArtenaIUnSlg""ized (45 mph) 0 29,830 43,130 55,860 63,270 0 00 eqUlv gen cap, assume -%5 rj FT 21
23 4 Divided Arterial Class la 0 26,900 32,100 33 ,800 33,800 0 FOOT gen cap Class I
24 4 DiviCled ArtEnal Class Ib 0 0 22,700 30,000 31,700 0 FO OT gen cap Class II
25 4 DiVided Artenal Class IlIIIl 0 0 11,500 25,500 28,900 0 FOOT gen cap Class IIIN
21 6 DIVIded Arterial Unslgnalized (55 mph) 0 47,200 68100 88,200 100,000 0 (ree flow input speed assumption = 55mph
22 6 DiVided Arterial unslgnal1zed (45 mph) 0 44,840 64,695 83,790 95,000 0 no eqUlv gen c~, assume *%5 ct FT 21
23 6 DiVided Arterial Class I a 0 41,500 48,600 51,000 51,000 0 FOOT gen cap Class I
24 6 Divided Arterial Class Ib 0 35,700 45,400 47,800 0 FOOT gen cap Clas' II
25 6 Divided Arterial Class I VII I 0 18,000 39,800 43,900 0 FOOT gen cap Class IIIN
23 8 Divided Arterial Class I. 0 0 0 0 0 0 FOOT gen cap Class I
24 8 Dlvrded Arterial Class In 0 0 0 0 0 0 FDOT gen cap Class II
25 8 Divided ArtErial Class 111lI1 0 0 0 0 0 0 FOOT gen cap Class IIIN
31 2 UndIvided Arterial Unsignauzed with Tum Bays 0 8,000 15,100 21,100 26,800 0 FDOT gen cap uninterru~ed nON
32 2 Undivided Artena Class la with Turn Bays 0 8,900 14,100 15,200 15,200 0 FOOT gen cap Class I
33 2 Undivided Arterial Class II:) with Turn Bays 0 0 9,400 13,700 14,700 0 FOOT gen cap Class II
34 2 Undivided Arterial Class With Turn Bays 0 0 4,700 10,700 13,400 0 FOOT gen cap Class IIIN
35 2 Undivided Artena/ Unsignallzed without Turn Bays 0 6,400 12,080 16,880 21,440 0 assume ,%20 olFT 31
36 2 UndiVided AI1ehal Class la without Turn Bays 0 7,120 11 ,280 12,160 12,160 0 assume -%20 of FT 32
37 2 UndiVided Artenal Class lib Without TLrn Bays 0 0 7,520 10,960 11,760 0 assume.%20 ofFT 33
38 2 Undivu:Jed Artenal Class 11/111 Without Turn Bays 0 0 3,760 8,560 10,720 0 assulTl e -%20 Of FT 34
31 4 Undivided Arterial Unsignalized wilh Tum Bays 0 29,830 43,130 55,860 63,270 0 FOOT gen cap unlrterrupted 1'low - 5%
33 4 Undivided Men aI CI ass Itl With Turn Bays 0 0 21,565 28,500 30,115 0 FOOT gen cap Class II ,5%
41 4 Major Local Div'ded Roadway 0 24,210 28,890 30,420 30,420 0 assume -%10 ofFT 23
42 2 Major Local Undivided Roadway with Tum Bays 0 7,200 13,590 18,990 24,120 0 assume -%10 ofFT 31
43 2 Major Local Undivided Roadway withrut Tum Bays 0 5,120 9,664 13,504 17,152 0 assume ,%2001 FT 35
44 4 Other Local Divided Roadway 0 17,485 20,865 21,970 21,970 0 assume ,%35 ofFT 23
45 2 Other Local Undivided Roadway With Tum Bays 0 0 6,110 8,905 9,555 0 assume -%35 of FT 33
46 2 Other Local Undivided Roadway witnout Turn Bays 0 4,628 7,332 7,904 7,904 0 assume ,%35 or FT 36
47 2 Low Speed Local Collector 0 0 4,888 7,124 7,644 0 assume -%35 of FT 37
48 L Very Low SpeeO LDcal COllector 0 0 2,444 5,564 6,968 0 assume ,%35 or FT 38
43 4 Major Local UndiVided Roadway Without Tum Bays 0 11 ,520 21,744 30,384 38,592 0 assume -%10 ofFT 3:5
45 4 Other Local UndIVided Roadway Wlt~1 Turn Bays 0 11,570 18,330 19,760 19,760 0 assume .%35 or FT 32
44 6 Otller Local O'V'ded Roadway 0 15,600 29.445 41,145 52,260 0 assume -%35 olFT 31
12 4 Other Freeway (not 10 group 1) 0 42,600 57,600 68,700 73,600 0
92 4 Other Freeway Toll FaCility 0 42,600 57,600 68,700 73,600 0
12 6 other Freeway (not In groop 1) 0 63,900 86,600 103,300 113,700 0
98 6 Other Freeway TOll FaCility 0 63,900 86,600 103,300 113,700 0
12 8 Other Freeway (not in groop 1) 0 85,200 115,600 137,600 153,700 0
98 8 Otller Freeway Toll Facility 0 85,200 115,600 137,600 153.700 0
12 10 Other Freeway (not In group 1) 0 106,400 145,600 172,400 192,800 0
98 10 Other Freeway Toll Facility 0 106,400 145,600 172,400 192,800 0
10-20
Needs Plan
2035
fJr,U&.TRANSPORTATION PLAN
Critical Needs Intersections
An important part of the Year 2035 Highway Needs Plan involves the identification and
assessment of potential improvements at locations considered to be high volume
intersections within Collier County. Several locations have been identified through
previous planning and operational analyses, and the Year 2030 LRTP identified a list of
intersection and interchange locations where additional improvements may be needed to
meet geometric, operational and/or safety standards.
The Year 2035 Highway Needs Plan map (Figure 10-1) shows the locations of critical
needs intersections that are identified in the Needs Plan. These locations are as follows:
· Immokalee Road and Tamiami Trail East (US 41)
· Immokalee Road and Livingston Road
· Immokalee Road and Collier Boulevard
· Immokalee Road and Randall Boulevard
· Pine Ridge Road and Airport-Pulling Road
· Pine Ridge Road and Livingston Road
· Interstate 75 (1-75) and Collier Boulevard (CR 951)
· Interstate 75 (1-75) and Everglades Boulevard
· Tamiami Trail East (US 41) and Collier Boulevard (CR 951)
· Tamiami Trail East (US 41) and SR 29
· Davis Boulevard and Airport Pulling Road
· Golden Gate Parkway and Livingston Road
· US 41 and San Marco Road (CR 92)
Several locations have either been the subject of more detailed evaluation to determine
whether improvements can be made at-grade or if grade-separated interchanges would be
required to meet geometric, operational and/or safety standards. For example, the FOOT
is either currently conducting or has planned project development studies involving the 1_
75/SR 951 interchange and 1-75/Everglades Boulevard interchange. Recent studies have
been concluded for the Tamiami Trail East (US 41) intersection with Collier Boulevard
that resulted in recommendations for an interchange at this location. The following is a
more detailed description of each intersection location including the daily model volumes
from the Year 2007 validated model and the year 2035 Needs Plan model.
· Immokalee Road and Tamiami Trail East (US 41) - This intersection is
surrounded by commercial type land use on all quadrants. The northbound and
southbound approaches contain three travel lanes in each direction, dual left turn
lanes and a dedicated right turn lane. The westbound approach contains two
through lanes, dual left turn lanes and dual right turn lanes. The eastbound
approach contains a single left turn lane, two through lanes and a dedicated right
turn lane.
10-21
Needs Plan
2035 t.l;:> l'!!1.t
fi/lf.U&TRANSPORTATION PLAN
· Immokalee Road and Livingston Road - This intersection contains residential
type land uses in the southeastern and southwestern quadrants, with commercial
type land use in the northeastern quadrant and industrial type land uses in the
northwestern quadrant. All approaches contain three travel lanes in each direction
with dual lefts and a dedicated right turn lane. Overhead power poles are present
throughout the intersection.
· Immokalee Road and Collier Boulevard - This intersection is surrounded by
agricultural type land uses on the southeastern, northeastern and northwestern
quadrants. The northbound approach contains dual left turn lanes, a through lane
and a dedicated right turn lane. The southbound approach is a two lane road that
permits eastbound or westbound movement onto Immokalee Road. The
eastbound approach contains three travel lanes with the option to make a
northbound left. The westbound approach contains two through lanes and dual
left turn lanes.
· Immokalee Road and Randall Boulevard - The intersection is surrounded by
undeveloped parcels that are rural in nature. Overhead utilities are present on all
approaches. The northbound and southbound approaches are two lane rural
roadways. The eastbound and westbound approaches contain three travel lanes in
each direction and dedicated left and right turn lanes.
· Pine Ridge Road and Airport-Pulling Road - The land uses in the vicinity of
this intersection are commercial in nature. All approaches contain three through
lanes in each direction, dual left and dedicated right turn lanes. Overhead utilities
are present in all quadrants of the intersection.
· Pine Ridge Road and Livingston Road - This intersection is encompassed by
residential and commercial type land uses. Overhead utilities are present on all
approaches. All approaches contain three travel lanes in each direction in
addition to dual left and dedicated right turn lanes.
· Interstate 75 (1-75) and Collier Boulevard (CR 951) - This intersection
contains a diamond interchange and is surrounded by commercial type land uses.
Interstate 75 is a grade separated corridor when crossing Collier Boulevard (CR
951). A Project Development and Environment (PD&E) Study for this
interchange is in process.
· Interstate 75 (1-75) and Everglades Boulevard - This intersection is surrounded
by undeveloped parcels that are rural in nature. Additionally, Everglades
Boulevard is grade separated when traversing 1-75. In its current configuration
The two facilities do not connect. An IJR and Cumulative Effects Study for this
location is currently underway.
10-22
Needs Plan
2035;",>e!!8x
..D&.TRANSPORTATION PLAN
· Tamiami Trail East (US 41) and Collier Boulevard (CR 951) - This
intersection is surrounded by commercial type land uses. The northbound and
southbound approaches contain three travel lanes in each direction and triple left
turn lanes. Three travel lanes and dual left and dual right turn lanes are present on
the eastbound approach. Three travel lanes, and single left and single right turn
lanes are present on the westbound approach.
· Tamiami Trail East (US 41) and SR 29 - The southeast and southwest quadrants
of this intersection are commercial in nature; however, the area is generally rural
in nature. All approaches contain one travel lane in each direction.
· Davis Boulevard and Airport Pulling Road - This intersection is surrounded by
commercial type land uses. The northbound and southbound approaches contain
two travel lanes in each direction; dual left turn lanes and dedicated right turn
lanes. The eastbound approach contains dual left turn lanes; a dedicated through
lane and a through right lane. The westbound approach contains dual left turn
lanes, two travel lanes and a dedicated right turn lane.
· Golden Gate Parkway and Livingston Road - The land uses in the area are
primarily residential in nature. The northbound approach contains dual left turn
lanes, three through lanes and two dedicated right turn lanes. The southbound
approach contains dual left turn lanes, three through lanes and a single right turn
lane. The eastbound and westbound approaches contain three through lanes in
each direction; dual left turn lanes and a dedicated right turn lane.
· US 41 and San Marco Road (CR 92) - This intersection is located within the
Collier-Seminole State Park surrounded by preserved land with the exception of
some commercial development in the southwest corner. All approaches are single
lane with a separate right turn lane in the southeast approach and a separate left
turn lane in the northwest approach.
Table 10-6 provides the daily model volumes at these intersections as output from the
Lee-Collier Florida Standard Urban Transportation Model (FSUTMS) Model Year 2007
validated model and the Year 2035 Needs model.
10-23
Needs Plan
"'035 "Y:: fJff!!.f'" .
ilia .' '-",."" ~t&'" if, "
f/ilti 1:1& TRANSPORTATION PLAN
Table 10-6
Critical Intersection Daily Volumes
Intersection 2007 Volumes 2035 Volume
N/S E/W N/S E/W
Immokalee Road and Tamiami Trail East (US 41) 48,875 35,020 56,241 32,329
Immokalee Road and Livingston Road 22,780 35,870 40,955 62,377
Immokalee Road and Collier Boulevard 10,540 23,120 21,446 58,479
Immokalee Road and Randall Boulevard 19,975 6,545 22,436 47,840
Pine Ridge Road and Airport-Pulling Road 33,490 41,565 45,018 49,818
Pine Ridge Road and Livingston Road 26,775 48,535 42,861 58,145
Interstate 75 (1-75) and Collier Boulevard (CR 951) 34,714 34,835 60,876 51,882
Interstate 75 (1-75) and Everglades Boulevard 430 18,785 13,546 29,239
Tamiami Trail East (US 41) and Collier Boulevard (CR
951) 30,260 31,535 54,456 46,430
Tamiami Trail East (US 41) and SR 29 6,120 4,165 7,108 7,190
Davis Boulevard and Airport Pulling Road 48,705 37,315 57,558 50,978
Golden Gate Parkway and Livingston Road 34,085 46,240 52,209 64,054
US 41 and San Marco Road (CR 92) 955 7,815 767 10,712
10-24
Needs Plan
2035
-'13& TRANSPORTATION PLAN
Bridges
A number of key bridges have been identified for construction needs east of CR 951.
These locations have been identified in a separate Collier County report as part of the
Infrastructure and Services Horizon Study (August 2008). With the exception of Wilson
Boulevard, most of these facilities are along roadway corridors that were not included in
the approved highway network to be used for system-wide modeling purposes. While the
modeling effort and subsequent highway needs network does not specifically address
individual bridge locations, they are a key component when considering the future
infrastructure needs of the County.
The following bridge locations were identified in the Infrastructure and Services Horizon
Study and are included by reference in the Year 2035 Needs Plan:
Bridge 1: 23rd Street Southwest, one block North of White Boulevard
Bridge 2: 16th Street Northeast, south of 1 Oth Avenue Northeast
Bridge 3: 8th Street Northeast, south of 10th Avenue Northeast
Bridge 4: 47th A venue Northeast, west of Everglades Boulevard
Bridge 5: Wilson Boulevard, south of33rd Avenue Northeast
Bridge 6: 18th Avenue Northeast, between Wilson Boulevard and 8th Street Northeast
Bridge 7: 18th Avenue Northeast, between 8th Street Northeast and 16th Street Northeast
Bridge 8: 13th Street Northwest into proposed Vanderbilt Beach Road
Bridge 9: 16th Street Southeast at the south end
Bridge 10: Wilson Boulevard South at the south end
Bridge 11: Golden Gate Estates Bridge (to be determined), between 10th A venue
Southeast and 20th A venue Southeast
Bridge 12: 62nd A venue Northeast, west of 40th Street Southeast
Figure 10-2 illustrates the location of these bridges.
10-25
Needs Plan
2035 <;J7!!!:"
{fIjf.;U&TRANSPORTATION PLAN
Figure 10-2
Bridge Locations
IMMOKALEE RD E
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tor Bridges (August 2008)
prepared by the Collier County
Transportation Services Division,
10-26
Needs Plan
2035
.rU&.TRANSPORTATION PLAN
Evaluation Criteria
One tool in determining candidate needs plan improvements for consideration as a cost
feasible project is by the development of evaluation criteria. These criteria are both
quantitative and qualitative methods used to track the progress of implementing the
adopted Goals, Objectives, and Policies of the LRTP. Quantitative measures include
technical data such as model forecasts, LOS, and volume to capacity ratios (V/e).
Qualitative measures can include information based on public involvement, policy
decisions, or agency coordination.
Table 10-7 illustrates the criteria that were considered, and the corresponding goal and/or
objective that it satisfies. A description of each criterion is provided below.
Sidewalk and Bicycle Facility Gap
These criteria considered whether a proposed improvement was located on a facility that
had a full or partial gap in sidewalks or bicycle lanes. GIS data related to bike and
sidewalk locations were provided by the MPO.
A project was given a score of' l' if the improvement was on a faci lity with no sidewalk
or bicycle facilities. A project was given a score of '0' if there was a continuous bike
lane or sidewalk.
Project Connects Directly to an Airport, Park and Ride Lot, Transit Center,
Regional Intermodal Hub, Regional Activity Center, or Freight Activity Center
As the names of these criteria imply, an improvement that is associated with a roadway
that connects to one of these facilities will enhance the connectivity to that facility.
A project was given a score of '2' if it was fully contained within, or abutting to one of
the aforementioned facilities. A project was given a score of 'I' if it was partially
contained within, or abutting to such a facility. Otherwise, a score of '0' was given..
10-27
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Sidewalk Facility Gap
Bicycle Facility Gap
Il'JIort
Park & Ride Lot
rl"lltCenle,
Reglon.lln.modll Hub
Regional Activity Center
Freight Activity Cenler
Environmental Justtu (EJ) A....
ranslt Supportive Ot!velopnNInt Area
Potential Cumulative OtIgru of el'lect
EVlcudon Route
Rllglonal Road Network
Reglona' Transit Route
SIr.leglt: Intemoda' System Roadway
Major Truck Route
Major ROld Netwol1l Connecllvlty
Public 'nput
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Enhances or
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Public
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Needs Plan
2035
_U&.TRANSPORTATION PLAN
Project is within an Environmental Justice Area
An Environmental Justice area is defined as a planning community whose poverty level
is below the County-wide average. For Collier, that average was 10.2%
For Collier, those areas considered environmental justice areas were:
. Golden Gate
. Goodland
. Immokalee
. Naples Manor
. Plantation Island
These areas are described in greater detail in the Public Outreach Memorandum.
If the project was within an Environmental Justice area, it was given a score of' 1'. If it
was not, a score of '0' was given.
Project is within a Transit Supportive Development Area
Transit Supportive Development area would be any major activity center or destination
through which transit may operate. If a project is within such an area, a score of one was
provided. Ifit was not, a score of'O' was given.
Potential Cumulative Degree of Effect
This criterion is, in fact, an amalgamation of many criteria related to the consideration of
environmental impacts through the Environmental Transportation Decision Making
(ETDM) process and related Environmental Screening Tool (EST). The EDTM is
described in greater detail below.
ETDM Evaluation
One of the new planning factors of SAFETEA-LU is to protect and enhance the
environment. The FOOT developed the Efficient Transportation Decision Making
(ETDM) Process specifically in response to Congress. Called the "streamline" the
environmental review and permitting process (Section 1309 of TEA-21), the ETDM
Process was developed over a three year period in collaboration with the MPOs, and
Federal and State resource agencies. FOOT's Federal transportation partners included
Federal Highway Administration (FHW A), Federal Transit Administration (FT A), the
US Army Corps of Engineers (COE), and the US Coast Guard. The following vision
statement guided development of a comprehensive process that FOOT began
implementing in the spring of 2003:
10-29
Needs Plan
2035 fL:!1.'
.13& TRANSPORTATION PLAN
"It is our vision to improve transportation decision making in a way that
protects our natural and human environmental resources. It is our goal
that we, as environmental resource and transportation agencies, establish
a systematic approach that integrates land use, social, economic,
environmental and transportation considerations. This approach will
include the active participation of Federal, State and Local agencies, and
the public, It will lead to decisions that provide the highest quality of life
and optimal level of mobility for the public we serve ".
Collaborating agencies signed the ETOM Memorandum of Understanding (MOA).
Program implementation details and funding requirements are documented in Agency
Operating and Funding Agreements. Expected ETOM benefits include early
identification of avoidance/minimization options, socioeconomic effects balanced with
natural environment, disputed projects addressed before programming. The attention
focused on key technical issues (not on proving the negative),and agencies and affected
communities having ready access to quality data and summary reports to provide
feedback. Upon completion of the technical project reviews by members of the ETOM
Environmental Technical Advisory Team (ETA T), and publication of a project summary
report, project information is made available to citizens and non-governmental agencies.
Each of the Needs Plan projects were screened utilizing a 500 foot buffer through the
ETOM process, so that if at any time a needs projects should become cost feasible, it will
already have been processed through the ETOM process. Table 10-8 lists the detailed
data sets that were available and those that had data pertaining to Collier County Needs
Plan projects. The ETOM process addresses those projects that are state projects that
have gone through the ETOM process, non-state projects that have gone through the
ETOM process and potential FOOT funded projects. This is to ensure the LRTP update is
in compliance with the current planning factors, specifically to protect and enhance the
environment, promote energy conservation, and improve the quality of life. Table 10-9
lists how each of the data sets were evaluated. These data sets include state conservation
plans and maps and inventories of natural resources available through the Environmental
Screening Tool.
· Coastal and Marine - within the 500 foot buffer of each roadway, identifies those
environmental areas within the buffer, environmentally sensitive areas and
identified elements within the sensitive area. They are scored according to the
impact ofthe identified elements within the sensitive area.
10-30
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liiU&.TRANSPORTATION PLAN
Table 10-9
ETDM Evaluation Layer Scoring
COASTAL & MARINE
HISTORIC/ARCHAEOLOGICAL
ENVIRONMENTAL SENSITIVE SHORLI>''ES (J ,in ear
Ft)
Pecent
o 1,0\1/
0.99 MOD
> 1.00 HI
NRHP & Resource Groups:
Percent 000 - 0,99 ,LOW
1,00 - 9,99 MOD
10+ HI
Florida Site File Historic Standing Structures & Florida
Site File Archaeological or Hi:j10ric Sites:
COASTAL ASSESSi\1ENT FRAi\,1EWORK
Acres 0.00 - 24,99 LOW
25.00 - 49.99 MOD
50+ HI
# of Features 0 - 4
5-9
lOi
LOW
MOD
HI
COASTAl. BARRIER RESOURCE SYSTE,M
RECREA nON AREAS
Percent
15.42 one entry
II of Features 0
I - 2
3'1
LOW
MOD
HI
CONTAMINATED SITES
SPECIAL DES1GNA nONS
Ii of Features 0
1 - 9
10,
LOW
MOD
HI
Percent
0,00 - 0.99
1.00 - 49.99
50,
LOW
MOD
HI
WETLANDS (AYeragt' = 16%)
FARMLAl'i'DS (Averagt' = 57.6%)
Percent
0.00 - 0,99
\.00 - 9,99
10+
LOW
MOD
HI
Percent
o.O() - 0,99
\.00 - 49,99
50+
LOW
fvIOD
HI
WILDLIFE & HABITAT
Used Both Percent & # of Features:
FLOODPLAINS
Percent
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1.00 - 9,99
10i
o
I - 4
5+
LOW
MOD
Jll
Percent
0,00 - 0,99
1.00 - 49,99
50~
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MOD
HI
Ii of Features
LOW
MOD
HI
10-34
Needs Plan
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.t:I&TRA1ISPO~~TION PLAN
Contaminated sites - identifies features listed with various Federal and State agencies
that are contaminated or source sites. Source sites can include wells, solid waste sites and
US EP A regulated facilities. Scoring based upon the number of features within the buffer
area.
· Farmlands - Identifies the number, acreage and percent of the buffer area of
prime farm land.
· Floodplains - The FEMA Flood Insurance Rate maps and DFIRM flood hazard
areas were identified and scored according to percent of the buffer area within the
special flood hazard areas.
· Historic and Archaeological Sites - Various historic and archaeological sites are
identified, such as bridges, historic places, and historic standing structures. They
are scored according to the number of features, or percent areas found within the
buffer area.
· Navigation - Identifies navigable and potential navigable waterway crossings.
· Recreation Areas - Were identified as National and State parks, marine facilities,
schools, and ecological green way critical linkages and prioritization. Scoring was
based upon the number of identified features, and the percentage of priority I and
critical link areas.
· Special Designations - Various identified areas of concern, such as Native
American lands, and other outstanding aquatic features. They are scored
according to either the number of features, or the percentage of the area found
with in the buffer.
· Water Quality and Quantity - Various identified aquifers, impaired waters,
watershed conditions, and NPDES sites. Scoring is based upon number ofNPDES
features, percent of area of poor water shed conditions, and percent of area of
impaired waters.
· Wetlands - Area listings of National Wetland Inventory, and the SWFMD
Wetlands Inventory. The wetland areas are identified in two different identifying
types of wetlands, of which the National Wetland is based upon the wetland
system type (riverine, lacustrine, palustrine or estuarine) whereas the SWFMD
inventory is based upon land use/vegetative type.
· Wildlife and Habitat - Provides listing of endangered and threatened species
habitat areas, as well as managed land areas. Scoring was based upon the
combination of percentage of managed lands areas, panther primary habitat area,
high and highest conservation priority ranking area, as well as the number of
threatened and endangered species found, black bear kills, and FFWCC wildlife
observations.
As projects move forward in project development (i.e. PD&E, Design, Right-of-way
and Construction) beyond the planning stage, specific environmental mitigation plans
will be developed. Options typically include potential use of Florida Senate Bill
provisions, mitigation banking or on-site mitigation to restore, create, enhance and/or
preserve the natural environment.
10-35
Needs Plan
~035 ..'f:\ -,_1
ilia. . ...i.\_- J&.;J2dfBn
AU&TRANSPORTATION PLAN
For example, a wetland enhancement, restoration, creation and/or preservation project
serves to offset unavoidable wetland impacts, known as wetland mitigation or
compensatory mitigation. The ecological benefits of a mitigation project should
compensate for the functional loss resulting from the permitted wetland impact.
Compensatory mitigation activities may include, but are not limited to, onsite
mitigation, offsite mitigation, offsite regional mitigation, and the purchase of
mitigation credits from permitted mitigation banks.
Project Enhances or Improves an Evacuation Route, a Regional Road Network, a
Regional Transit Route, a Strategic Intermodal System (SIS) facility, or a Major
Truck Route
These criteria, as the names imply, relate to whether a project provides some benefit if it
is on a facility that is either an evacuation route, a regional facility, an SIS facility, or a
major truck route.
If a project enhances or improves one of these facilities, a score of' l' was provided. If it
does not, a score of '0' was given.
Project Enhances or Improves Major Road Network Connectivity
Existing LOS data from the County's 2008 AUIR was used to determine where
congested conditions existed. A score of' l' was provided if LOS 0 or better conditions
existed. A score of'2' was provided if LOS E or F existed.
Project Enhances or Improves Congested Corridor
As described in a previous section, a deficiency analysis of the existing plus committed
network was conducted. From that analysis, a comparison was made against those
projects developed for the Needs Plan. The greater the projected congestion on the
unimproved facility, the greater potential benefit a capacity improvement on that facility
would be. Therefore, a score based directly on the calculated V/C ratio was used: the
greater the V /C ratio, the greater the score.
Crash Data
This criterion looked at crash date along the project corridor. For Collier County, project
crash rate data was provided.
. Low = 0 to 0.99% Crash Rate, score of '0'
· Mod = 1.0 to 1.99% Crash Rate, score of' 1 '
· High = greater than 2.0% Crash Rate, score of '2'
10-36
Needs Plan
2035 ,;~ l.'!:.",
..13& TRANSPORTATION PLAN
Public Input
This criterion was based on public input garnered during the Needs Plan public
workshops. Positive comments related to the project resulted in a score of '1'.
Conversely, negative comments resulted in a score of '-1'.
Table 10-10 provides a list of the Needs Plan improvements and the relative score from
each of the evaluation criteria described above. Table 10-11 provides the Needs Plan
improvements ranked from highest to lowest.
Although this ranking provided a methodology to determine a viable list of candidate
improvements for the Cost Feasible Plan, the cost feasible candidate improvements were
identified by MPO staff and submitted through the MPO and public comment process for
review and comment, and discussion during the T AC and CAC meetings. This process is
discussed in Section 12.0.
10-37
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Needs Plan
2035
fA./U&TRANSPORTATION PLAN
2035 Highway Needs Plan Descriptions of Projects
There are over 100 roadway projects (referred to as "highway needs projects") identified
in the 2035 LRTP Update Needs Plan with some type of improvements that are needed
by the year 2035. Some roadways have multiple projects listed to allow for phasing or
different types of projects within the same roadway segment (such as widening a road
and constructing a new bridge). The projects may improve capacity and LOS, mobility,
access, congestion and/or improved safety to the residents of the Collier Metropolitan
Planning Area. Some of the needed projects have multiple benefits.
The highway needs projects include critical intersections that have been identified as a
need for the construction of either at-grade or above-grade improvements. Some of
these projects are discussed in the congestion management system section of the 2035
LRTP.
Another group of the highway needs projects identifies locations where new bridges are
needed. A Collier County Transportation Planning study approved in 2008 identified
these twelve locations in the Golden Gate Estates where new bridges need to be
constructed. The reason for constructing these bridges is to provide better accessibility,
mobility throughout the Estates, and better emergency vehicle access for the improved
health, welfare and safety for all of the residents in the Golden Gate Estates.
The projects identified in the Needs Plan for the 2035 LRTP are very similar to the 2030
LRTP Needs Plan projects. The initial analysis that was completed as part of the
development of the 2035 LRTP Needs Plan compared the needs identified through
modeling the 2035 data to the adopted Needs Plan of the 2030 LRTP. To better
understand the differences between the 2030 Needs Plan and the 2035 Needs Plan, a
comparison may be found in Table 10-3.
The basis for the inclusion of each project in the Needs Plan of the 2035 LRTP Update is
a very important part of the overall development of the LRTP Update. The reasons for
the inclusions are detailed within the individual project descriptions and in a table in
Appendix. Projects may have a single reason for being identified as a "need" by 2035 or
the project might have multiple reasons for being identified. Five primary reasons for
identifying a project as a need by 2035 include:
1. Roadway shows capacity deficiencies or an unacceptable LOS in future years.
Roadway capacity is a way of discussing when the annual average daily traffic on
a roadway has reached the maximum number of vehicle trips that roadway has
been designed to handle at an acceptable level of service. The LOS is a way of
scoring or describing how efficiently a roadway operates. Collier County has an
adopted a LOS of "c" and "0" on most of its roadways as the acceptable level of
service. If a roadway falls below the County acceptable LOS for that roadway,
that roadway was identified as needing an improvement to return the LOS back to
the acceptable LOS. Identifying projects needed based on LOS deficiencies help
10-43
Needs Plan
2035
tiiLl&TRANSPORTATION PLAN
address Objectives ].] and 1.2 of Goal I in the 2035 LRTP Update. Levels of
Service in a transportation system are described with letters as follows:
A= Free flow
B=Reasonably free flow
C=Stable flow
D=Approaching unstable flow
E=Unstable flow
F=Forced or breakdown flow
2. A project would increase mobility is another reason for inclusion as a need. The
MPO is responsible to develop a LRTP that develops a cost feasible intermodal
system that serves the mobility needs of people and freight within and through the
urbanized area. Mobility is the ability to move freely; this could be further
described in transportation as having choices of how to move about (sidewalks for
those choosing to walk, bike lanes for those choosing to bicycle, bus service).
Objective 4.4 of Goal 4 specifically identifies that the transportation system
should strive to enhance to mobility and accessibility.
3. A project would increase accessibility is another reason for inclusion as a need.
Accessibility is offering new opportunities within the transportation system. New
roadway construction increases accessibility by offering new roadway choices
where none previously existed. By adding sidewalks or bike lanes to a roadway
that previously did not have these facilities, opportunities are made available for
not only walking and biking more safely, but to possibly access transit. Objective
4.4 of Goal 4 specifically identifies that the transportation system should strive to
enhance to mobility and accessibility.
4. A project helps to manage congestion is another reason for inclusion as a need.
Congestion can occur when roadway capacity reduces as a vehicle travels along it
(such as traveling from 6 lanes down to 2 or 4 lanes can create a significant
congestion problem). Other projects were identified that would help to minimize
congestion with intersections improvements such as a traffic signalization project
or adding turn lanes to allow through traffic to continue unimpeded. A number of
critical intersections were identified as part of the development of this 2035 LRTP
Update that need major improvements, either at-grade or above-grade level.
Objectives 5.1 and 6.3 both task the LRTP to work to minimize or reduce
congestion.
5. Safety is a very important reason to include many of the projects as needed. Goal
2 is to provide a transportation system that is safe and secure for existing and
future residents, visitors and businesses. Objective 2.1 and 2.2 require that safety
planning should be consistent with and reflect the goals and objectives of the
10-44
Needs Plan
2035
-13& TRANSPORTATION PLAN
State's Strategic Highway Safety Plan (SHSP). This plan is developed by
American Association of State Highway and Transportation Officials and
includes a number of strategies of how a safe transportation system might be
achieved. Many of the projects that were identified as improving safety add
sidewalks, bike lanes or reduce congestion for vehicles. There are also a number
of projects identified that add bridges in the Golden Gates Estates area that will
allow emergency responders to travel more efficiently and quickly to a life and
safety emergency. Improving an intersection so that it operates more efficiently
also improves safety for travelers.
All of the highway needs projects in the 2035 LRTP Needs Plan are described in the
Appendix with maps depicting the exact location of each project. Also included are the
Project Detail Sheets for each project as produced from the FOOT LRTP Project Costing
Tool (v 1.2).
10-45
Financial Plan
2035 <,r:: t.:::/III"
-13& TRANSPORTATION PLAN
11.0 FINANCIAL PLAN
FUNDING SOURCES
Federal Funding Sources
Federal funding for transportation in Collier County consists primarily of distributions
from the Federal Highway Trust Fund. The federal government imposes taxes on
gasoline, diesel fuel, special fuels, neat alcohol, compressed natural gas, gasohol, tires,
truck and trailer sales and heavy vehicle use. Revenues from these federal taxes are
deposited into either the Highway Account or the Mass Transit Account of the Federal
Highway Trust Fund (HTF). The Federal Highway Administration (FHW A) and the
Federal Transit Administration (FT A) then distribute funds in the Highway and the Mass
Transit Account, respectively, to each state through a system of formula grants and
discretionary allocations.
Tax revenues directed to the HTF are derived from excise taxes on highway motor fuel
and truck-related taxes on truck tires, sales of trucks and trailers, and heavy vehicle use.
These are summarized as follows:
Gasoline: 18.4 cents per gallon
~iesel: 24.4 cents per gallon
Gasohol: 13.2 cents per gallon
The Mass Transit Account receives a portion of the motor fuel taxes, usually 2.86 cents
per gallon, as does the Leaking Underground Storage Tank Trust Fund, usually 0.1 cent
per gallon. The General Fund receives 2.5 cents per gallon of the tax on gasohol and
some other alcohol fuels plus an additional 0.6 cent per gallon for fuels that are at least 10
percent ethanol. The Highway Account receives the remaining portion of the fuel tax
proceeds. Most excise taxes credited to the trust fund are not collected directly by the
federal government from the consumer. They are, instead, paid to the Internal Revenue
Service by the producer or importer of the taxable product (except for the tax on trucks and
trailers, which is paid by the retailer, and for the heavy vehicle use tax, which is paid by the
heavy vehicle owner). So the 18.3-cent federal gasoline tax and the 24.3-cent diesel tax
included in the price at the pump are, in effect, a reimbursement to the producers and
distributors for taxes they have already paid.
State Funding Sources
The state highway fuel tax was initiated in 1921 at the rate of one cent per gallon. Periodic
increases occurred until 1971, when the rate changed to eight cents per gallon. The
proceeds of this state fuel tax were shared equally between FOOT and local governments at
four cents per gallon. In April 1983, FOOT's share of the state fuel tax was repealed. The
remaining four cents continues to be distributed to counties (three cents per gallon) and
municipalities (one cent per gallon).
11-1
Financial Plan
2035
e'U&.TRANSPORTATION PLAN
Fuel Sales Tax
In place of the repealed FOOT share of the state fuel tax, a "sales tax" was applied on all
gasoline and diesel fuels. The revenue generated by the "sales tax" was distributed to
FOOT. The state fuel sales tax was applied at the State's general sales tax rate of five
percent. The application of this tax to fuel sales, however, differs considerably from the
method used on all eligible sales. Whereas a sales tax is typically applied against the total
amount of a retail sale at the time of the purchase, the "sales tax" on fuel is applied at the
wholesale point of distribution against a legislated retail price per gallon.
The legislated average price of all motor and special fuels was initially set at $1.148 per
gallon. This resulted in a tax of 5.7 cents per gallon. The legislated price is adjusted in
proportion to annual changes in the Consumer Price Index (CPI). The 1985 Legislature
installed a "floor" beneath the tax, preventing the tax from being reduced below the initial
5.7 cents per gallon, despite changes in the CPI. The 1990 Legislature adjusted the
"floor" upward to 6.9 cents per gallon. This figure reflected the result of applying the
State Fuel Sales Tax rate of six percent to the Legislative Price of $1.148. Currently, the
State Fuel Sales Tax is 10.3 cents per gallon.
Taxes for Local Government Distribution
As stated above, the remaining four cents per gallon of state fuel tax continues to be
distributed to local governments and consists of three distinct elements. These include
the Constitutional Gas Tax, Municipal Fuel Tax and the State Comprehensive Enhanced
Transportation System (SCETS) Tax. These elements are fully detailed in the Support
Document.
Other Fuel Taxes/Fees
Other fuel taxes and vehicle fees exist in the State of Florida as well. These include the
following:
A viation Fuel Tax
The State of Florida imposes 6.9 cents per gallon tax on aviation fuel. This fuel is used in
aircraft, and also includes aviation gasoline and aviation turbine fuels and kerosene. The
revenues generated from this tax are limited to aviation projects only. The funds are
deposited into the Fuel Tax Collection Trust Fund and are then distributed to the State
Transportation Trust Fund.
Motor Vehicle License Tax
The Motor Vehicle License Tax charges an annual fee for operating motor vehicles,
mopeds, motorized bicycles and mobile homes. These fees vary according to weight and
type of each vehicle. These revenues are deposited into the State Transportation Trust
Fund to support the Florida Seaport Transportation and Economic Development Program.
Additionally, a one-time fee of $100 is charged throughout the State of Florida for first-
time registration of newly purchased vehicles. Thirty percent of these revenues go into
the General Revenue Fund. The remaining proceeds are directed toward the State
Transportation Trust Fund.
11-2
Financial Plan
2035
.'UBTRANSPORTATION PLAN
Title Fee
A $24 fee is charged to all motor vehicles when issuing a certification of title. The
majority of the revenues generated from this fee are deposited into the State
Transportation Trust Fund.
Rental Car Surcharge
A $2.00 per day surcharge exists throughout Florida on car rentals. Seventy-five percent
of these proceeds are deposited into the State Transportation Trust Fund.
Other Fuel Taxes
The State of Florida requires a series of "special purpose" additional Fuel Taxes and fees
as well. The following elements make up the total of 2.2 cents per gallon charged to
consumers:
Coastal Protection Tax
Water Quality Tax
· Inland Protection Tax
· Agricultural Inspection Fee
LOCAL FUNDING SOURCES
Beyond the traditional federal and state fuel taxes, several optional revenue sources are
available for funding transportation improvement projects. These alternative revenue
sources are the first local option gas tax, the second local option gas tax and the ninth-
cent gas tax. Additional sources consist of the Local Government Infrastructure Surtax,
Toll Revenues, Bond Issues, Impact Fees, Municipal Services Taxing Units (MSTUs)
and the County Incentive Grant Program. These options have been made available due to
explosive population growth in the State of Florida and the inability of state and local
governments to keep pace with growing capital improvement demands using only federal
and state tax allocations.
Local Option Gas Taxes (LOGT)
Starting with the 1983 Florida Legislature, local governments were provided with a major
new source of revenue called the Local Option Gas Tax (LOGT). Up to 11 cents per
gallon may now be levied to help fund a variety of transportation projects. These include
the First LOGT (six cents) and the second LOGT (five cents). The LOGT taxes are
subject to sunset provision in 2023 and 2024. It is anticipated that these will both be
extended and are therefore included as funding sources through 2035. The latter was
passed by a subsequent legislative session.
Ninth-Cent Gas Tax
The Florida Legislature initially authorized the Ninth-Cent Gas Tax in 1972. The tax is
limited to one cent per gallon on highway fuels. Originally, a county's governing body
could propose the tax, but it had to be approved by the electorate in a countywide
referendum. The 1993 Florida Legislature allowed a county's government body to
11-3
Financial Plan
n035 .V': H!!IIf~..'" '~
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impose the tax by a majority plus one vote of its membership without holding a
referendum. Collier County currently charges a ninth-cent tax on all motor fuels.
Local Government Infrastructure Surtax
The Local Option Sales Tax (aka Local Government Infrastructure Surtax) can be levied
by county governing bodies at a rate of 0.5 percent or one percent for a period of up to 15
years. Collier County is currently not imposing the one percent Local Government
Infrastructure Surtax, thus additional funds would be available should the sales tax be
implemented. This is not being considered as a potential source at this time.
Toll Revenues
Tolls may be collected on highways, bridges and tunnels and can provide support for
street and highway budgets. Revenues generated by tolls are normally sufficient to cover
capital improvements and maintenance for the facilities where tolls are being collected.
After bonds are retired, tolls may continue to provide funds that could be applied to new
construction. In other cases, tolls are reduced to cover only the maintenance expenses of
the facility. There are no existing county toll facilities in Collier County at this time.
Bond Issues
Local governments are given the authority to issue General Obligation and Revenue
Bonds. General Obligation bonds are secured by full faith and credit of the issuer (a
pledge of the issuer's ad valorem taxing power). Revenue bonds are payable from a
specific source of revenue and do not pledge the full faith of the issuer. These bonds
must be approved by popular vote and can be used to fund major transportation projects.
There is a past history of bond issues for transportation projects in Collier County. The
County may issue revenue bonds for transportation projects as needed; however, it does
not anticipate doing so in the foreseeable future.
Impact Fees
Transportation impact fees and performance standards place the burden of improvements
on new developments. Impact fee ordinances require new developments to pay a fair
share for costs of improving existing roads or constructing new roads made necessary by
developments. An impact fee schedule is typically based on trip generation, the cost of
additional lane construction, trip length, percent of new trips added to the system and
existing lane capacity.
Advantages of impact fees include equitability in that new developments will pay in
relation to their impact. In other words, the greater the impact a new development has on
the roadway system, the higher the impact fee it will pay. Impact fees also are flexible,
since fees can be used for both on-site and off-site improvements and are relatively easy
to adjust.
11-4
Financial Plan
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_U&TRANSPORTATION PLAN
Limitations include the fact that impact fees can only be applied to new construction,
roadway widening and operational improvements within specific districts. Revenue is
often insufficient for construction of required improvements. The revenue from impact
fees can only be used for future deficiencies caused by new development, not on existing
deficiencies. Currently, Collier County levies impact fees for road capacity projects.
Municipal Services Taxing Unit
Municipal Services Taxing Units (MSTUs) can be used to fund specific capital
improvements, such as road and bridge maintenance, by means of additional millage on
taxable property. Initially, the costs of the proposed improvements are estimated, then
the millage rate required to generate the revenue is determined. Municipal Services
Taxing Units exemptions are the same as those for the regular Ad Valorem tax, including
the $25,000 homestead exemption. Benefit districts are often delineated for Municipal
Services Taxing Units rather than applying the Municipal Services Taxing Units millage
rate countywide. Municipal Services Taxing Units can be levied by a simple majority
vote of the Board of County Commissioners. Currently Collier County levies this tax for
road improvements and construction.
Ad Valorem Tax
According to Florida Statues, local governments may levy Ad Valorem taxes on property
subject to the following limitations:
· Ten mills for county purposes;
· Ten mills for municipal purposes;
Ten mills for school purposes;
· A millage fixed by law for a county furnishing municipal services;
and
· A millage authorized by law and approved by voters for special
districts (e.g. the municipal services taxing units discussed above).
Revenues from this resource will be predominantly vested in road improvement and
resurfacing projects.
County Incentive Grant Program
The 2000 Legislature created the County Incentive Grant Program within FOOT to
provide grants to counties for improving transportation facilities located on the State
Highway System or that relieve congestion on the State Highway System. About $490
million is provided over a 10-year period.
Revenues from this resource will be predominantly vested in road capacity projects in
Collier County.
11-5
Financial Plan
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-13& TRANSPORTATION PLAN
Private Funding
Private funding will be determined through discussions with FOOT and local
governments. Much of this funding will be for transportation projects required for
Development of Regional Impacts (DRI) and sublevel DRI projects.
11-6
Financial Plan
2035 t.:'JtllJe: c
.'U&.TRANSPORTATION PLAN
REVENUE FORECAST
Methodology for Projecting Local Funding Resources
The traditional revenue sources and forecasted revenues anticipated for Collier County
have been evaluated and assessed in order to develop the projected revenues through the
year 2035. Unlike prior LRTPs, the plan is now required to consider revenues in terms of
the year of expenditure (YOE) rather than in present day value. Various sources have
been utilized to develop and obtain these projected revenues. They include the 2035
Forecast of State and Federal Revenues for Statewide and Metropolitan Plans (Appendix
for the Metropolitan Long Range Plan, FOOT, October 2010), ColIier County Transit
Development Plan (TOP), Collier County Capital Improvement Element (CIE) and
supplemental revenue forecasts, City of Naples CIE and City of Marco Island CIE.
State and Federal Revenues
The 2035 Forecast of State and Federal Revenues for Statewide and Metropolitan Plans
provided the state and federal allocations attributable to Collier County. These revenues
were provided in YOE for the two year time frame of 2014-2015 and for five year
periods beginning in 2016 through 2035. Because the current FOOT Adopted Work
Program considers funds to be planned through the fiscal year 2014/2015, the first set of
state and federal funds for 2014-2015 were not included for the purposes of defining the
cost feasible plan, only funds from 2016 through 2035.
Funds available to Collier County for capacity improvements were identified as Other
Arterial (OA), Transportation Management Area (TMA) and Strategic Intermodal System
(SIS) funds. Allocations for the OA and TMA funds were throughout the plan period but
SIS funds were only projected for the last five year period from 2031 to 2035. Off the
top Enhancement Funding was committed from available OA revenues. This accounted
for $3.0 million (YOE) per each five year period. Total state and federal revenues for
capacity improvements available during the plan period from 2016 through 2035 is
projected to be $329 million in YOE dollars. The breakdown of state and federal
revenues is depicted in Figure 11-1.
State and federal revenues for transit were also obtained from the 2035 Forecast of State
and Federal Revenuesfor Statewide and Metropolitan Plans. Operating Revenue sources
include FT A Sections 5303, 5307 (operating portion), and 5311 and State Block Grants.
Capital Revenue sources include FT A Sections 5307 (capital portion), 5309, 5310, 5311
and 5317, and FOOT Capital Contributions. The state and federal revenues were
provided as a single resource for both capital and operating. The revenues were split
between each based on historical funding for capital and operating programs. Based on
historical funding, approximately 45% of state and federal funds went to capital
11-7
Financial Plan
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expenditures and 55% to operating costs. The total funding level for 2016 through 2035
for state and federal transit revenues is $123.2 million in YOE dollars. Figure 11-2
shows the division of revenues between operating and capital for transit.
FIGURE 11-1
State and Federal Capacity Revenues
.OA
.TMA
515
FIGURE 11-2
State and Federal Transit Revenues
. Transit Capital
. Transit Operating
11-8
Financial Plan
2035.';1"~.
iiliU..TRANSPORTATION PLAN
Local Revenues
The sources of local funds for capacity, transit, maintenance and operations expenditures
include Impact Fees, Ad Valorem (General Fund), Local Option Gas Tax and Farebox
Revenues. Historical resources from grants such as TRIP funds or developer
contributions are not beyond the County's current five year program. These funding
sources are speculative and competitive in nature and are not considered to be reliable
and recurring resources.
Roadway Capacity
Local revenues for capacity improvements are limited to only Road Impact Fees from the
year 2016 through 2035. Using revenue projections from Collier County Growth
Management Division and Finance Department, the local revenues in YOE dollars is
$294.8 million. Table 11-1 provides a breakdown of revenues along with how funds were
applied by phase to projects within the Cost Feasible component of the LRTP
development.
Transit
Local funding for transit operations, maintenance and expansion includes Local Option
Gas Tax, Farebox Revenues and County General Fund. Projections for these revenue
sources for the years 2016 through 2035 were obtained by projecting historical and
planned revenues from the adopted Collier County Transit Development (TOP).
Projected Gas Tax revenues tax is approximately $79.2 million. Farebox revenues are
estimated to be $61.7 which is inclusive of revenues generated by new or enhanced
service. General Fund revenue contributions are estimated to be $88.9 million. Total
projected local revenue for transit is approximately $229.8 million in YOE dollars.
Maintenance and Operations - County/City
Funding for the roadway maintenance and operations is inclusive of funding from the
Collier County program as well as the City of Naples and City of Marco Island. Funding
sources for maintenance and operations is limited to Ad Valorem or General Fund for all
three jurisdictions. While current CIEs for all three include grants or limited pass
through dollars, those are non-recurring sources and were not considered to be reliable
sources for determining available resources in the future. Collier County has in the past
applied a portion of Local Option Gas Taxes to their roadway maintenance program but
those funds are currently obligated to debt service until 2025 so they are not included as
potential revenue through that time period.
Local funding for Collier County for the period of 2016 through 2035 is projected to be
$387.08 million in YOE dollars with only Ad Valorem/General Fund as a funding source.
This is based on maintaining the same level of local funding the Collier County Board of
County Commissioners has maintained in their adopted CIE. If gas tax revenues are
considered post 2025, the projected revenues would be approximately $391.92 million in
YOE dollars.
11-9
Financial Plan
2035!!!:.:
.13& TRANSPORTATION PLAN
Table 11-1
Capacity Revenues and Costs
2016.2020
eMS/PathwaY'
FUNDING SOURCE REV BOX PDE PE ROW CST TOT DIFF
OA $ 43.90 $ 2.63 $ $ 6.51 $ $ 9.14 $ 34.76
TMA $ 24.20 $ 16.10 $ $ 16,10 $ $,10
COUNTY $ 43.40 $ 7,$7 $ 27,81 $ 35,68 $ 7,72
SIS $ $ $
DEVelOPER $ $ $
$ 111.50 $ 16,10 $ 2,63 $ $ 14,38 $ 27,81 $ 60,92 $ 50.58
2021.2025
eMS/Pathways
FUNDING SOURCE REV BOX PDE PE ROW CST TOT DIFF
OA $ 49.50 $ $ 8,93 $ 50,&0 $ 30.54 $ 90.07 $ (40,57
TMA $ 25.60 $ 18,60 $ $ 18.60 $ 7.00
COUNTY S 56.90 $ 33.00 $ 33.00 $ 23,90
SIS $ . $ S $
DEVELOP ER S . $ $ $
$ 132.00 $ 18.&0 $ $ 8.93 $ 50.60 $ 63.54 $ 141.67 $ (9.67)
2026-2030
eMS/Pathways
FUNDING SOURCE REV BOX PDE PE ROW CST TOT DIFF
OA $ 53,60 S . $ 43,28 S 43.28 S 10,32
TMA S 26,3() S 21,60 S 19.72 $ 41,32 S (15,02)
COUNTY $ 74.60 S 117,84 S 117.84 S (43,24)
SIS $ $ $ $
DEVelOPER $ . $ $ $
$ 154,50 $ 21,60 $ $ $ $ 180,84 $ 202,44 $ (47,94
2031.2035
I eMS/Pathway.
FU NDING SOURCE REV BOX PDE PE ROW CST TOT DIFF
OA $ 58.30 $ $ . $ $ 74.08 $ 74.08 $ (15,78)
TMA $ 26.50 $ 25,10 .5 $ $ 1.38 $ 26,48 $ 0.02
COUNTY $ 97.80 $ $ 97.50 $ 97.50 $ 0,30
SIS $ 21.,10 .5 11.93 $ 11.93 $ 9.17
DEVelOPER $ . $ $
$ 203.70 S 25,10 $ $ 11.93 .5 $ 172.96 $ 209.99 $ (6.29
TOTAL (2016-2035)
CMS!Pat h ways
FUNDING SOURCE REVENUES BOX PDE PE ROW CST TOT DIFF
OA $ 205,;0 S $ 2,63 $ 8,93 S 57,11 S 147.90 $ 216,57 S (11,271
TMA S 102,60 .5 81.40 S .5 S $ 21,10 .5 102.50 S 0,10
COUNTY $ 272.70 $ $ $ $ 7,87 $ 276,15 $ 284.02 $ (11,32
SIS $ 21.10 $ $ $ 11,93 S $ $ 11,93 $ 9.17
DEVELOPER 1$ $ $ $ $ $ IS $
$ 601.70 $ 81.40 $ 2,63 $ 20,86 $ 64,98 $ 445,15 $ 615.02 $ (13.32)
11-10
Financial Plan
2035cx"",:e::.1
IiIU&,TRANSPORTATION PLAN
Similarly with the City of Naples and the City of Marco Island, the 2016 through 2035
local revenues for maintenance and operations costs were projected to year of
expenditure maintaining funding levels consistent with their adopted CIE or budget
programs. This is excluding funding level of non-recurring sources. The projected
revenue for the City of Naples is approximately $21.9 million in YOE dollars and $25.3
million YOE dollars for the City of Marco Island.
The total revenues projected for maintenance of the local system is approximately $425.2
million without gas tax or nearly $439.1 with gas tax revenues in YOE.
Maintenance and Operations - State
The operational and maintenance costs for roadways are also inclusive of state roadway
maintenance within Collier County. Through agreement with FOOT ~istrict One,
Collier County is provided with the maintenance and operation funds for all state roads
within Collier County with the exception of 1-75. The costs for maintenance and
operations of the interstate were not included in the development of the 2035 projections
since the revenues and programming are dictated by the FOOT at the ~istrict and state
level based on federal and state funding levels for interstate maintenance.
Summary
The overall projected revenue to Collier County for all programs and functions is
estimated at approximately $1.4 billion in YOE dollars. Revenue and costs for
Maintenance and Operations for highway related activities is provided in Table 11-2.
Transit maintenance and operations revenues and costs are detailed in Chapter 8 - Multi-
Modal Transportation.
11-11
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PLAN COST
Cost Forecast
Development of the 2035 LRTP Costs included both capacity and operational cost
development. The primary resources were the FOOT LRTP Project Costing Tool (v1.2),
Collier MPO TIP (including the adopted FOOT Work Program and local capital
improvement programs), and the October 2010 versions of the Collier County CIE, City
of Naples CIE, and City of Marco Island CIP. All costs were initially calculated in 2010
dollars, present day cost (PDq and were then factored to year-of-expenditure (YOE).
Capacity - Highway
Capacity improvements were initially calculated based on the FOOT LRTP Project
Costing Tool (v 1.2). This was inclusive of all project phases from Corridor Evaluation to
Construction. All projects included consideration of bicycle and pedestrian facilities.
Urban and suburban improvements included sidewalks and bicycle lanes while rural type
improvements incorporated off-road pathways where appropriate.
The base cost estimates for the improvements identified in the Needs Plan were then
reviewed to take into account localized conditions (i.e. variations in ROW to FOOT
standards) and current project estimates as available from the local jurisdictions.
Adjustments were made on a project-by-project basis to adjust components such as
funded or completed phases or right-of-way costs. All adjustments are noted on each
project detail sheet included in the Support Documentation.
Table 11-3 provides a listing of the Needs Plan projects with their associated cost to
complete in present day costs. The total cost of the Needs Plan for capacity
improvements is $4.56 billion in present day costs. Detailed phase estimates are
provided in the support documentation.
Capacity - Transit
Transit system improvements and additions improvements were calculated based on the
FOOT LRTP Project Costing Tool (vl.2). These estimates included the capital costs
required to operate the system. Operations were separate calculations and are included in
the following section.
Table 8-2 in the Multi-Modal Chapter provides a listing of the Transit Needs Plan
projects with their associated cost to complete in present day costs. The total cost of the
Transit Needs Plan for capacity/service/infrastructure improvements is $233.3 million in
present day costs. Detailed estimates are provided in the support documentation.
Operations
Operational and recurring capital expenditures are often the elements least considered in
the LRTP process. As with the prior update, this update incorporates the annual
operating and capital costs for non-capacity improvements. The basis of these costs for
highways is the County and Cities CIPs and the analysis and projections of operational
11-14
Financial Plan
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_UDTRANSPORTATION PLAN
costs obtained from Collier County Growth Management ~ivision. Transit operations
costs were developed using the FOOT Project Costing Tool.
Highway
The highway operational and recurring capital expenditures were based on maintenance
of the existing level of operations and service to the maximum extent feasible based on
recurring funding sources. Historically both Ad Valorum and Gas Taxes have been used
for these expenditures. Currently, Gas Taxes are obligated to debt service repayments
until 2025. It is anticipated that when Gas Taxes are no longer required to be used for
debt service they will be applied to maintenance and operations.
The general operational and maintenance costs for roadways are also inclusive of state
roadway maintenance within Collier County. Through agreement with FDOT ~istrict
One, Collier County is provided with the maintenance and operation funds for all state
roads within Collier County with the exception of 1-75. These costs do not include
resurfacing or rehabilitation of state roads as those are still within the purview of FOOT.
The costs for maintenance and operations of the interstate were not included in the
development of the 2035 projections since the revenues and programming are dictated by
the FOOT at the ~istrict and state level based on federal and state funding levels for
interstate maintenance.
The total cost for highway operations, maintenance and recurring capital costs for the
Collier County LRTP is approximately $482 million in year of expenditure dollars.
11-15
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Financial Plan
2035 .J7/ t::11B
-U& TRANSPORTATION PLAN
Transit
The transit operations and maintenance costs include those costs associated with
additions to the transit system identified as part of the cost feasible program. Overall
operations and maintenance costs for transit is estimated at nearly $300 million in year of
expenditure dollars for the cost feasible component.
Non-Capacity or Operations
The Congestion Management System (CMS) and Pathways programs in Collier County
are funded at a combine total of $5 million in Year 2015 and $2.5 million combined for
Years 2016 through 2035. The total program funding in year of expenditure dollars is
approximately $87.3 million. Projects are programmed based on process and priorities
established by the CMS Plan and the Pathways Plan as adopted by the MPO.
Enhancement projects are programmed based on applications submitted to and approved
by FOOT. Funding for enhancement projects comes from the TMA allocation to the
Collier County area. Programming levels are consistent with those funding levels. The
program level in year of expenditure dollars is $13.2 million.
The overall LRTP cost for all components of the Operations and Maintenance and Non-
Maintenance is approximately $839 million for the period from 2016 to 2035 in year-of-
expenditure.
11-19
Cost Feasible Plan
2035i;~\t:!!!:lIIf
RiU&.TRANSPORTATION PLAN
12.0 COST FEASIBLE PLAN
The Cost Feasible Plan (CFP) has been developed through consideration of evaluation
criteria, status of active and ongoing projects, an active public involvement process and
through coordination with the MPO, T AC, CAC and PAC members. The plans include
the 2035 and the interim plan years. The alternatives considered not only the highway
needs but the components of operations and maintenance, multi-modal programs and
freight movement. The alternatives balanced the needs of all the components with various
considerations of financial resources.
Process
Development of the CFP alternative begins with the estimation of project and program
costs and development of projected revenues for the plan period. FOOT District l's
costing tool, LRTP Project Costing Tool (vI.2), was used to define the CFP alternatives.
The tool enables the user to set a time period for when a program or project phase will be
funded and to identify the funding source. The tool then calculates the cost of the in year
of expenditure dollars and compares to revenues in year of expenditure. Project and
program phases are added to the costing tool for prioritized projects. Projects and phases
are then compared to revenues for each period and adjustments are made to move or
delete programmed phases until costs balance to revenues in year of expenditure.
The costing tool was also used to operations and maintenance (O&M) of roadways and
associated services and facilities such as lighting, landscaping and pathways; transit and
transportation disadvantaged operations and capital needs; resurfacing, bridge
maintenance and repairs, and traffic operations maintenance and improvements in year of
expenditure costs and calculate revenues in year of expenditure. As discussed in chapter
11, these costs were derived from historic and planned improvement programs for Collier
County and the cities of Marco Island and Naples.
Development of the Cost Feasible Plan
Cost Feasible Plan - Highway
The development of the CFP alternatives followed a process where the costs of the needs
were compared to the available revenues. Projects or programs were then reduced to fit
within the financial constraints. The actual process looked at maintaining a balance of
improvements to meet the maximum amount of needs while staying fiscally whole and at
a minimum maintaining current service levels for operations and maintenance.
Because of the process of project programming and balancing within the Florida
Department of Transportation costing tool, the interim year improvements for years
2016-2020, 2021-2025, and 2026-2030 were generated concurrently with the
development of the overall 2035 CFP. Table 12-1 provides a list of fully programmed
projects for highways and Table 12-2 identifies the phases of each project that may be
programmed in each five year interim phase. Figure 12-1 illustrates the highway CFP for
all projects through 2035. Table 12-3 identifies projects that have phases programmed
through the year 2035 but are not funded through construction. Table 12-4 identifies the
phases of each project that may be programmed in each five year interim phase.
12-1
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Cost Feasible Plan
2035(~'t(!!!:.i
jjU&TRANSPORTATION PLAN
All CFP alternatives considered that, at a minimum, the current levels of O&M for
roadways, signals, landscaping, transit, etc., would be maintained through the life of the
plan. What was included, beyond the maintenance of the existing programs, varied by the
level of projected funding and the degree of the priorities for projects and programs.
Table 12-5 lists all of the unfunded highway projects.
The overall Needs Plan is estimated to cost nearly $4.9 billion over the 20-year plan in
present day costs. This includes all O&M costs. With projected revenues for capacity
projects just under $602 million in year of expenditure dollars, the deficit to meet the
Needs Plan is approximately $4.3 billion in present day costs leaving more than 86
percent of the Needs Plan unfunded. The unfunded portion of the Needs Plan in year of
expenditure is approximately $9.7 billion dollars.
The system improvement of the components of the Cost Feasible Highway Plan can be
seen in the comparison of model statistics to the base year 2007, the E+C and the Needs
Networks in Table 12-6. Figure 12-2 shows the remaining areas of congestion with the
Cost Feasible Plan in place. Table 12-7 provides a link by link level of service summary
ofthe CFP.
Transit Cost-Feasible Projects
The Transit Cost Feasible Plan is estimated at $358 million in year of expenditure with
the unfunded needs at $422 million in year of expenditure. Details of the transit needs
and cost feasible plan are provided in Chapter 8.
r--
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REGIONAL TRANSPORT A TION PLANNING
Following the 2000 Census, western Collier County around the City of Naples and the
Bonita Springs area of southern Lee County were defined as the single Bonita Springs-
Naples Urbanized Area. The amount of inter-county commuters and proximity of
regional facilities in Lee County serving Collier County such as Southwest Florida
International Airport and Florida Gulf Coast University created the need to look at
transportation from a regional perspective.
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Table 12-6
Model Statistics Summary
Vehicle Hours
of Del a
Year 2007 Validated
Collier 9,483,524 324,873 26.79 25.17 20,892
Lee 17,000,635 670,464 27.61 25.51 55,246
Total 26,484,159 995,337 27.34 25.40 76,105
2030 Needs Network
Collier 39,537,000 1,208,000 N/A 31.55 237,000
2035 E+C Network
Collier 16,108,991 803,137 26.83 23.01 133,333
Lee 31,104,218 2,045,362 27.78 21.36 614,346
Total 47,213,210 2,848,499 27.30 22.19 657,119
2035 Needs Network
Collier 16,324,947 570,089 27.96 25.87 46,057
Lee 29,962,721 1,268,546 28.07 24.46 187,142
Total 46,287,668 1,838,635 28.02 25.17 208,175
2035 Cost Feasible Plan
Collier 15,772,788 627,793 26.85 23.48 90,105
Lee 30,645,601 1,457,778 27.89 22.88 319,207
Total 46,418,389 2,085,571 27.37 23.18 376,986
Note: Values from Heval~Summary.DBF files, sorted by county
Year 2007 Validated Model: Includes LeeTran and Collier Area TranSit (CAT) services as of2007,
Year 2035 E+C Network Includes the Year 2014 E+C network loaded with Year 2035 Socioeconomic Data Also Includes LeeTran and CAT services as of2007,
Year 2030 Needs Plan Adopted June 8,2007
Year 2035 Needs Network (Alternative 1): Includes LeeTran and Collier Area Transit (CAT) services as defined in Transit Needs Alternative 1,
12-15
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n035 ,~: lff!!!!'ifill." ".,
1/1;, ka)L&t___-/A.'
.1;..1& TRANSPORTATION PLAN
In January 2004, the Collier and Lee County MPOs entered into an interlocal agreement
to coordinate their transportation planning activities. The primary focus ofthese regional
coordination activities included:
. The development of a single travel demand model and development of socio-
economic (population, employment, school enrollment, etc.) projections using a
consistent methodology;
. The establishment of a multimodal regional transportation network; and
. The adoption of joint regional priorities for statewide discretionary and special state
funding programs (such as the Transportation Regional Incentive Program) for
areas that have established regional coordination agreements.
In October 2004, the Collier and Lee County MPOs jointly adopted a regional
transportation network that includes highway, waterway, airport, railroad, transit,
pathway and intelligent transportation system facilities. This "Bi-County Regional
Transportation Network" was stratified into two tiers. "First Order" facilities are those
that directly connect Collier and Lee counties and form the backbone of the Regional
Network. "Second Order" facilities connect the First Order network with important
population, employment and recreational centers throughout the Collier-Lee Region.
The Provisional Joint Collier-Lee 2030 Regional Multi-Modal Transportation Plan
Element originally approved December 15, 2005, identified transportation improvement
"needs" on First Order facilities in both Collier and Lee Counties. These 2030 Needs
were derived from each MPO's individual long-range transportation plans. Subsequent
to the development and approval ofthis combined transportation element, amendments to
the separate elements for highway, transit and pathways approved, July 26, 2006, March
16, 2007 and April 18, 2008, respectively. Figures 12-3 through 12-5 illustrate the three
components. It is anticipated that subsequent to the adoption of their respective 2035
LRTP updates, the joint MPOs will review and update their regional plan to be consistent
with modifications that may have occurred in their individual plans.
This Joint Regional Transportation Plan not only identifies highway needs such as those
on Interstate 75 and State Road 82, but also transit connections between Collier Area
Transit and LeeTran and a multi-use pathway between Orangetree (Collier County) and
Orange River (Lee County). Updates to the transit component will likely be the addition
of several BRT routes within Lee County and a BRT line running between south Lee
County and the Collier County Government Center.
Specific highway and transit needs from the 2030 Joint Regional Transportation Plan
Element are listed in Table 12-8. These needs will be updated subsequent to the
approvals of the Collier 2035 LRTP Update and the Lee County 2035 LRTP Update.
Changes to the Joint Regional Transportation Plan proposed by one MPO in the Collier-
Lee Region must also be approved by the other MPO. In terms of Second Order
facilities, long-range transportation plan amendments proposed by one MPO must be
coordinated with the other MPO; however, formal adoption by both MPOs is not needed.
12-20
Cost Feasible Plan
2035\i~!!!:.
B(U&.TRANSPORTATION PLAN
NOTE: THIS MAP DOES NOT CONTAIN REGIONALLY
SIGNIFICANT TRANSIT AND PATHWAYS FACILITIES
Proposed
Metro-Fowle
Connector
~
L.S-
Colonial Blv
D. First Ordor F..II~lo.
a ~ Second Order F.cilitie..
First Order R.i1road Lines
Future Roll<! AnOnrM"nts
MIles
8 12 16
W+E
S
_ n_
-
o 4
12-21
Cost Feasible Plan
2035 (.1:; !!!:.j
~U&TRANSPORTATION PLAN
Figure 12-4
2030 Regional Transit Network
..
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1-75
Legend
~ Second Order Facilities
- First Order Transit Route
- Second Order TranSit Route
Major Roads
01,25?5
~.;.;.
SOUrce Data . LooTran & CAT
Layout Created by Bnan V Raimondo
March 27. 2007
12-22
Cost Feasible Plan
"0 35 ;~: !Jf!!!!I,fI!iIi!,
II/a",.,-.~- ::<
"lU&TRANSPORTATION PLAN
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s
"-
Proposed Evergladttl lntorchangc
(FinlI Order Facility)
Legend
........ Regional Pathway Facility Priorities
- 1:1 First Order Facilities
- Second Order Facilities
'-- First Order Future Road Alignments
-- Second Order Future Road Alignments
~ First Order Railroad Lines
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NOTE THIS MAP DOES NOT CONTAIN REGIONALLY
SIGNIFICANT TRANSIT ROUTES
12-23
Cost Feasible Plan
2035(:~(!!!:i..i
ilfU&TRANSPORTATION PLAN
Table 12-8
2030 Joint Regional Multimodal Transportation Plan Element
Route or Location From To Improvement
Hiahwavs
Interstate 75 (cl) Everalades Boulevard Interchanae
Interstate 75 (cl) State Road 951/State Road 84 Interchanae rec:onfiauration
Interstate 75 SR 951 I Golden Gate Parkwav 4Ln to 6Ln
Interstate 75 Golden Gate ParkwAV I Pine Ridoe Road 6Ln to 8Ln'
Interstate 75 (cl) Pine Ridoe Road Interchanlle rec:onfilluration
Interstate 75 (cl) Immokalee Road Interchanoe rec:onfiouration
Interstate 75 Pine Ridlle Road Bonita Beach Road 6Ln to 10Ln'
Interstate 75 (cl) Bon~a Beach Road Interchanoe rec:onfiouration
Interstate 75 Bon~a Beach Road A1ico Road 6Ln to 12Ln'
Interstate 75 Alico Road A1ico Exoresswav New 3Ln C-D roads
Interstate 75 Alico Exoresswav North of Airoortlnterchanlle New 2Ln C-D roads
Interstate 75 Alico Road SR 82 6Ln to 10Ln'
Interstate 75 (cl) Colonial Boulevard Interchanlle rec:onfilluration
Interstate 75 SR 82 Charlotte County line 6Ln to 8Ln
Interstate 75 (cl) Del Prado Boulevard extension Interchanll8
Alroort Entrance Road 175 Treeline Avenue New 4Ln & interchanlle
Bonita Beach Road Vanderbilt Drive Imoer;al Street 4Ln to 6Ln
Bonita Beach Road 175 Bonita Grande Dr, 4Ln to 6Ln
Bonita Beach Road Bon~a Grande Drive C,R,951 2Ln to 4Ln
SR 951 SS Jol leV Bridae 2Ln to 4Ln
SR951 SS JoIlev Bridoe US41 4Ln to 6Ln
CR 951 Golden Gate Canal Green Boulevard 4Ln to 6Ln
CR 951 (cl) Immokalee Road Grade saoaration
CR 951 Extension Immokalee Road Bonila Beach Road New 4Ln exoresswav
CR 951 Extension Bon~a Beach Road A1ico Exoresswav New 4Ln lIxoresswav
Livingston Road (cl) Golden Gate Parkway Grade seoaration
Livingston Road (cl) Pinll Rido. Road Grade seoaration
Livlnaston Road (cl) Immokalee Road Graclll seoaration
Three Oaks Pkwy Coconut Road Estero Pkwv 4Ln to 6Ln
state Road 29 1-76 A1liaator All",,) Prooosed SR 29 Bypass 2Ln to 4Ln
state Road 29 ISvoass Slate Road 29 SR 29 at SR 82 Naw4Ln
state Road 29 Slate Road 82 Hend;";. County Line 2Ln to 4Ln
state Road 80 S,R,31 Buckinoham Road 4Ln to 6Ln
state Road 82 Michioan Link Park 82 Drive 5Ln to 6Ln
state Road 82 Park 82 Drive Taler Road 4Ln to 6Ln
state Road 82 T lIlllr ROlld HlIndrv County 2Ln to 6Ln
state Road 82 Hendrv County Line State Road 29 2Ln to 6Ln
US41 @ SR 95t Grade seoarallon
US41 SR 951 Gr.enwav Boulevard 2Ln to 6Ln
U841 Greenwav Boulevard 6L Farm Road 2Ln to 4Ln
US41 @llmmokalee Road Grade seoaration
US41 (cl) Bon~a BlIach Rd Grade seoaration
U841 (cl) Gladiolus Dr.lSix Mile Cv<Yess Pkwv Graclll sllooration
US41 (cl) Daniel. Pkw IC""re.. Lake Dr, Grade seooration
US 41 Caloosllhatchee Victori! Avenue North shora 4Ln to 8Ln (Includes 2nd
Bridll8 4Ln bridllll & 6Ln overoass
US41 Colao.ahatchee River North of Pondelle Road 4 lIxprlls. Ln +
6 oeneral use Ln
US41 North of Pondella Road Diplomat Parkway 4Ln to 6Ln
US41 Verona Drive Charlotte County Line 4Ln to 6Ln
Transit
Via us 41 CAT Transfer Center San Carlos Boulevard Exoress bus service
Via Seminole Gulf Railroad Rail Head Boulevard Downtown Fort Myers Busway & bus rapid transit
intermodal center
Via Seminole Gulf Railway CAT Transfer Center Downtown Fort Myers Express bus !iSrviCB
& US 41 intermodel center
Via Interstate 75 CAT Transfer Center Downtown Fort Myers Express bus .ervice
intermodal center
Via SR 82 and SR 29 Colonial Boulllvard Immokalell park & ride lot Exprass bus .ervice
Immokalee (cl) end of ex Dress bus route Park and ride lot
Via US 41 & Vanderbilt Dr 11 tth Avenue North Bonita Beach Road Local bus service
Intercounty bus service to the Southwest Florida Inl...national Airport, FGCU, and Ave Maria University may also
need to be explored in the fulure,
FPL owerllne
Pathwa s
Oran tree Substation Oran e River Substation
Multi- Use Pathwa
, How the inl...slete lane. are to be configurad is yet to be determined,
12-24
Cost Feasible Plan
2035 <,rJ/l!!:.ii
.13& TRANSPORTATION PLAN
Conclusion
The 2035 LRTP demonstrates the need for alternative transportation strategies. The plan
clearly shows a significant deficit between needs for all components of the plan and
attributable revenues. Increased focus on additional funding through federal, state, local
and public/private partnerships will be essential to easing the effects of the shortfalls.
Also, looking to opportunities to alter the needs through modifying the demands based on
location and intensity of population and employment will be key to addressing unmet
needs.
The LRTP identifies the need for more funding to expand the operations and services of
transit, improve connectivity through the use of pedestrian and bicycle facilities and local
road interconnection, CMS and ITS programs and improvements. The plan has also
included the integration of multi-modal regional components but will need to be updated
to reflect changing conditions based on updates to the Lee County 2035 LRTP and
subsequent modifications that may occur to the regional system components.
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