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Agenda 04/17/2006 S COLLIER COUNTY BOARD OF COUNTY COMMISSIONERS ii', ',> """ \ . '_',,~,." -',,- <~""'.."'.....,' AGENDA April 17, 2006 5:00 PM Frank Halas, Chairman, District 2 Jim Coletta, Vice-Chairman, District 5 Donna Fiala, Commissioner, District 1 Tom Henning, Commissioner, District 3 Fred W. Coyle, Commissioner, District 4 NOTICE: ALL PERSONS WISHING TO SPEAK ON ANY AGENDA ITEM MUST REGISTER PRIOR TO SPEAKING. SPEAKERS MUST REGISTER WITH THE COUNTY MANAGER PRIOR TO THE PRESENTATION OF THE AGENDA ITEM TO BE ADDRESSED. ALL REGISTERED PUBLIC SPEAKERS WILL RECEIVE UP TO THREE (3) MINUTES UNLESS THE TIME IS ADJUSTED BY THE CHAIRMAN. 1. PLEDGE OF ALLEGIANCE 2. HOUSE BILL 905 3. VANDERBILT BEACH ROAD EXTENSION ALTERNATIVES 4. ADJOURN EXECUTIVE SUMMARY Recommendation to consider language recommended by the Florida Department of Community of Affairs and presented to the Board of County Commissioners by Representative J. Dudley Goodlette that addresses growth management and concurrency issues in House Bill 905 which is different from language previously approved by the Board and transmitted to state legislators for inclusion in that legislation. OBJECTIVE: To consider the new language recommended by the Florida Department of Community Affairs (DCA) and decide if the Board wants Rep. J. Dudley Goodlette to include it in House Bill 905, legislation he has sponsored during the 2006 Legislative Session in the Florida House on behalf of Collier County. The new language reads: 163.3180(2) (c) Consistent with the public welfare, and except as otherwise provided in this section, transportation facilities needed to serve new development shall be in place or under actual construction within 3 years after the local government approves a building permit or its functional equivalent that results in traffic generation. The local 20vernment may utilize a shorter timeframe in its concurrency mana2ement system. however new development that does not meet the local20vernment's timeframe standard may utilize the proportionate share ordinance adopted pursuant to section (16). CONSIDERATION: Rep. J. Dudley Goodlette contacted Collier County Commissioner Fred Coyle and the County Attorney's Office during the week of April 10, explaining details of the issue and the timeliness. HB 905 will "likely be heard" in the State Infrastructure Council during the week of April 17, necessitating the addition of this item to the special Board meeting on April 17 (Vanderbilt Road Extension). County staff analysis of DCA-recommended language: The language proposed by the DCA for inclusion in HB 905 could completely render Collier County's concurrency management system meaningless as two-thirds of the county has yet to be developed and would be subj ect to proportionate share. This language coupled with the language and House Bill 7253 eviscerates the county's concurrency management system as HB 7253 would remove from Section 163.3180 the requirement that Capital Improvement Element's (CIE's) be financially feasible, The only alternative for a local government is to not include items in their respective CIE's until such time that there is 100 percent certainty that a project that would fall into any of the county's remaining "categories" in the CIE are financially feasible without the 2 mandate of the state. As a county, Collier has achieved that result in Parks and Recreation, Public Utilities/Solid Waste and Stormwater. In addition, the Board of County Commissioners approved unanimously at a regular meeting on January 24,2006 the following specific glitch language addressing the county's concerns with concurrency and proportionate share which was then transmitted directly to the Collier County Legislative Delegation as requested: County staff identified F.S. Section 163.3180 as containing the concurrency and proportionate share areas of concern. · (2)(c) should be modified as follows - "Consistent with the public welfare, and except as otherwise provided in this section, transportation facilities needed to serve new development shall be in place or under actual construction within 3 years after the local government approves a building permit or its functional equivalent that results in traffic generation. Nothin2 in this section shall prohibit a local 20vernment from adoptin2 stricter concurrency requirements. includin2 real-time concurrency. wherein a local20vernment need not issue a buildin2 permit or its functional equivalent under any circumstances that results in traffic 2eneration until adequate transportation facilities are in place." · (5)(a) The Legislature finds that under limited circumstances dealing with transportation facilities, countervailing planning and public policy goals may come into conflict with the requirement that adequate public facilities and services be available concurrent with the impacts of such development. The Legislature further finds that often the unintended result of the concurrency requirement for transportation facilities is the discouragement of urban infill development and redevelopment. Such unintended results directly conflict with the goals and policies of the state comprehensive plan and the intent ofthis part. Therefore, exceptions from the concurrency requirement for transportation facilities may be granted as provided by this subsection. (b) A local government may grant an exception from the concurrency requirement for transportation facilities if the proposed development is otherwise consistent with the adopted local government comprehensive plan and is a project that promotes public transportation or is located within an area designated in the comprehensive plan for: 1. Urban infill development, 2. Urban redevelopment, 3. Downtown revitalization, or "'2 4. Urban infill and redevelopment under s. 163.2517. (c) The Legislature also finds that developments located within urban infill, urban redevelopment, existing urban service, or downtown revitalization areas or areas designated as urban infill and redevelopment areas under s. 163.2517 which pose only special part-time demands on the transportation system should be excepted from the concurrency requirement for transportation facilities. A special part-time demand is one that does not have more than 200 scheduled events during any calendar year and does not affect the 100 highest traffic volume hours. (d) If a local20vernment 2rants an exception from its concurrency mana2ement system pursuant to section 163.3180(5)(b) after July 1. 2006. then a A local government shall establish guidelines in the comprehensive plan for granting the exceptions authorized in paragraphs (b) and (c) and subsections (7) and (15) which must be consistent with and support a comprehensive strategy adopted in the plan to promote the purpose of the exceptions. (e) If a local20vernment 2rants an exception from its concurrency mana2ement system pursuant to section 163.3180(5)(b) after July 1. 2006. then a local government shall adopt into the plan and implement strategies to support and fund mobility within the designated exception area, including alternative modes of transportation. The plan amendment shall also demonstrate how strategies will support the purpose of the exception and how mobility within the designated exception area will be provided. In addition, the strategies must address urban design; appropriate land use mixes, including intensity and density; and network connectivity plans needed to promote urban infill, redevelopment, or downtown revitalization. The comprehensive plan amendment designating the concurrency exception area shall be accompanied by data and analysis justifying the size of the area. (16) It is the intent of the Legislature to provide a method alternatives by which the impacts of development on transportation facilities can be mitigated by the cooperative efforts of the public and private sectors. If a local 20vernment chooses to use proportionate fair-share miti2ation in lieu of its existin2 concurrency mana2ement system as adopted in its comprehensive plan. then t:J:he methodology used to calculate proportionate fair-share mitigation under this section shall be as provided for in subsection (12) and the followin2 provisions would then be applicable: (a) By December 1, 2006, each local government shall adopt by ordinance a methodology for assessing proportionate fair-share mitigation options. By December 1,2005, the Department of Transportation shall develop a model transportation concurrency management ordinance with methodologies for assessing proportionate fair-share mitigation options. r 2 (b) 1. In its transportation concurrency management system, a local government shall, by December 1, 2006, include methodologies that will be applied to calculate proportionate fair-share mitigation. A developer may choose to satisfy all transportation concurrency requirements by contributing or paying proportionate fair-share mitigation if transportation facilities or facility segments identified as mitigation for traffic impacts are specifically identified for funding in the 5-year schedule of capital improvements in the capital improvements element of the local plan or the long-term concurrency management system or if such contributions or payments to such facilities or segments are reflected in the 5-year schedule of capital improvements in the next regularly scheduled update of the capital improvements element. Updates to the 5-year capital improvements element which reflect proportionate fair-share contributions may not be found not in compliance based on ss. 1163.164(32) and 163.3177(3) if additional contributions, payments or funding sources are reasonably anticipated during a period not to exceed 10 years to fully mitigate impacts on the transportation facili ties. (b) 2. Proportionate fair-share mitigation shall be applied as a credit against impact fees to the extent that all or a portion of the proportionate fair-share mitigation is used to address the same capital infrastructure improvements contemplated by the local government's impact fee ordinance. (c) Proportionate fair-share mitigation includes, without limitation, separately or collectively, private funds, contributions of land, and construction and contribution of facilities and may include public funds as determined by the local government. The fair market value of the proportionate fair-share mitigation shall not differ based on the form of mitigation. A local government may not require a development to pay more than its proportionate fair-share contribution regardless of the method of mitigation. (d) Nothing in this subsection shall require a local government to approve a development that is not otherwise qualified for approval pursuant to the applicable local comprehensive plan and land development regulations. (e) Mitigation for development impacts to facilities on the Strategic Intermodal System made pursuant to this subsection requires the concurrence of the Department of Transportation. (f) In the event the funds in an adopted 5-year capital improvements element are insufficient to fully fund construction of a transportation improvement required by the local government's concurrency management system, a local government and a developer may still enter into a binding proportionate-share agreement authorizing the developer to construct that amount of development on which the proportionate share is calculated if the proportionate-share amount in such agreement is sufficient to pay for one or more improvements which will, in the opinion of the governmental entity or entities maintaining the transportation 2 facilities, significantly benefit the impacted transportation system. The improvement or improvements funded by the proportionate-share component must be adopted into the 5-year capital improvements schedule of the comprehensive plan at the next annual capital improvements element update. (g) Except as provided in subparagraph (b) 1., nothing in this section shall prohibit the Department of Community Affairs from finding other portions of the capital improvements element amendments not in compliance as provided in this chapter. (h) The provisions of this subsection do not apply to a multiuse development of regional impact satisfying the requirements of subsection (12). History.--s. 8, ch. 93-206; s. 12, ch. 95-341; s. 3, ch. 96-416; s. 1, ch. 97-253; s. 5,ch. 98-176; s. 4,ch. 99-378; s.2,ch. 2002-13; s.6,ch.2002-296;s. 5,ch. 2005-290; s. 11, ch. 2005-291. lNote.--Section 163.164 does not exist; s. 163.3164(32), relating to financial feasibility, fits contextually and was created by the law that added the cross- reference. FISCAL IMP ACT: There is no fiscal impact associated with this executive summary. GROWTH MANAGEMENT IMPACT: There is growth management impact associated with this executive summary. LEGAL CONSIDERATIONS: There are legal considerations associated with this executive summary. RECOMMENDATION: That the Board of County Commissioners consider the language recommended by the Florida Department of Community Affairs for possible inclusion in House Bill 905. Prepared by Debbie Wight, Assistant to the County Manager 2 Table of Contents 1. In tro duction ......................................................................................................................1 2. Corridor El emen ts E valuation.......................................................................................1 2.1 Corridor Evaluation Analysis and Criteria......................................................1 2.2 Design Criteria.....................................................................................................3 2.3 Typical Section....... ................ ..... .............. ............................................ ...............3 2.4 Traffic Circulation Plan.......................................................................................5 2.5 Bridges ............. .................. ................. ..................................................................5 3. Corridor Development and Refinement .....................................................................5 3.1 Development of Initial Project Corridors.........................................................5 3.2 Evaluation Matrix of Initial Segments and Corridors ....................................8 3.3 Selection of Viable Alternatives.......................... ...............................................8 4. Viable Alternatives ...................................................................................................... .16 4.1 No Build (No Action) Alternative...................................................................16 4.2 Transportation System Management ....,...................................................,....17 4.3 Build Alternatives.................... ................................................................. ........ .18 5. Pref erre d Alternative................................................................................................... .23 Appendixes Appendix A: Project Cost Data Appendix B: Right of Way Cost Data Appendix C: No-Build 2025 Comparison of AADT and VC Ratio, Traffic Volumes FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE,DOC III ~' 3 .; , -. j EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION List of Figures 1-1 Regional Map....................................................... ................................................ ....... ......2 2-1 Typical Sections for the Six-Lane Alternative...........................................................,...4 3-1 Vanderbilt Beach Road Extension Study Area and Potential Corridor Map...........6 List of Tables 3-1 Evaluation Criteria by Segment................................................................. .....................9 3-2 Summary of Initial Corridor Alternatives by Segment.............................................10 3-2 Summary of Initial Alternatives Impact Evaluation .................................................11 3-4 Summary of Viable Alternatives Impact Evaluation.................................................13 5-1 Summary of Viable Alternatives Ranking ..................................................................24 5-2 Summary of Viable Alternatives Weighted Ranking ................................................25 FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC IV '-3 __'-.!"C Executive Summary Vanderbilt Beach Road Corridor Extension 1. Introduction The Vanderbilt Beach Road Extension Corridor Study was performed to determine the viability of extending Vanderbilt Beach Road east of its existing terminus at the Olde Florida Golf Club (approximately 2 miles east of Collier Boulevard) to DeSoto Boulevard. A regional location map, which also depicts the project study area, is shown in Figure 1-1. The analysis described herein adheres to the project development process by examining the various concepts considered for this project. These alternatives include No Project (No Build), Transportation System Management, and Study (Build) Alternatives. The Project followed basic Florida Department of Transportation Guidelines for a Project Development and Environmental (PD&E) process. As part of the study, the Consultant prepared the following documents: · Public Involvement Plan · Existing Conditions Report . Alternatives Analysis Report · Comments and Coordination Report · Executive Summary The following sections in this Executive Summary describe in greater detail the conditions relating to: · Corridor Elements Evaluation · Corridor Development and Refinement · Viable Alternatives · Preferred Alternative 2. Corridor Elements Evaluation 2.1 Corridor Evaluation Analysis and Criteria The identification of alternate corridors began with the documentation of existing conditions within the Vanderbilt Beach Road Extension study area. Existing data was collected from field visits (latest March 31,2006), aerial photography (January 2005), existing reports and studies and other pertinent information. Full color, uncontrolled aerial mapping, was used for land use suitability, preliminary alignments/ corridor locations and display boards used at public workshops. Available documentation included as-built drawings, County tax maps, straight-line diagrams, and local government comprehensive plans. Information was also collected based on input received from public agencies through the Advance Notification (AN) process. FINAL_ VBR_EXEC_SUMMARY _41306_ W PG 1 TEXT CHANGE DOC 3 !'I "",,,,J....._ EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION FIGURE 1.1 Regional Map FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE. DOC 2.' 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION Many land features are typically unsuitable for roadway construction due to potential difficulties associated with environmentalj social impacts, permitting issues, and construction costs. Evaluation of right of way and right of way use, cultural resources (i.e. historic, archaeological, agriculture, governmentjpublic), geotechnical features, community jspecial land use facilities (i.e., schools, hospitals, churches, neighborhoods, parksj recreation) and environmental features (i.e. wetlands, threatenedj endangered species, contamination sites) were identified in order to determine the location of potential impacts associated with the various Vanderbilt Beach Road Extension build alternatives. These features are discussed in detail in the Draft Existing Data Report (September 2005). 2.2 Design Criteria The design criteria for the project were prepared based on Chapter Two of the FDOT Roadway Plans Preparation Manual. Actual values used are dependent upon roadway classifications, traffic volumes, typical section and related features. Design speed for the Vanderbilt Beach Road extension was selected to be 50 mph. A summary of the design criteria selected for the project can be found in detail in the Draft Corridor Alternative Analysis and Ranking Report (January 2006). 2.3 Typical Section For purposes of this study a 200 ft wide Project Corridor was utilized. The potential impacts from a 200 foot wide corridor were evaluated to reflect the worst case scenario for the project corridor. During the Design and Right-Of-Way (ROW) acquisition process, the corridor limits will be minimized and impacts should decrease from those shown in the attached report. 2.3.1 Six-Lane Cross-Section Under this alternative, the typical section for the roadway includes a 22 foot center median, three 12-foot travel lanes in each direction, four-foot bike lanes with two-foot curb and gutter, a 6 foot grassed separator and 6-foot concrete sidewalks or 10 foot pathways. The typical section also assumes a closed drainage system with ponds. The minimum required right of way width for this typical section is 170 feet. It should be noted however that this width increases based on the need for right turn lanes and dual left turn lanes at major intersections. In addition, site specific drainage requirements may require minor swales at the toe of slope which will necessitate the need for additional ROW (170ft - 200ft). This alternative was selected as the preferred alternative because it best addresses the purpose and need. This alternative would: · Provide the capacity to accommodate the existing and future traffic demand - up to and beyond 2030. · Provide future needed channelization in the median to improve safety by allowing left- turning vehicles to be removed from the flow of through traffic. The typical sections for the six-lane and four-lane (in a 6-1ane ROW) alternatives are shown in Figure 2-1. FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGEDOC .33 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION FIGURE 2-1 FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGEDOC 4~ 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION 2.4 Traffic Circulation Plan The specific purpose of the project is to enhance mobility and develop a traffic circulation plan for the local system connection to the primary facilities of Vanderbilt Beach Road, Collier Boulevard (CR 951 ) and Wilson Boulevard that promotes safe local traffic, bicycle and pedestrian movements. The only major east-west routes east of Collier Boulevard (CR 951) are Immokalee Road, Golden Gate Boulevard and Oil Well Road. In order to provide adequate transportation capacity to meet future traffic development and planned growth, as approved in the Collier County Growth Management Plan, the addition of the Vanderbilt Beach Road Extension in conjunction with planned improvements to other existing roadways is required. This will result in a network of improvements that will provide additional capacity in the east- west direction to meet the travel demands of the growing Golden Gate Estates community and surrounding areas. 2.5 Bridges Bridges will be constructed at all crossings of the Cypress, Curry, Corkscrew, Orange Tree, Golden Gate, Miller and Faka Union canals in accordance with current requirements of the South Florida Water Management District. Potential future bridge locations (such as 8th Street NE, 16th Street NE, will be evaluated during the design phase. Based on the location of the selected alternative, additional bridge locations will be recommended to improve traffic circulation and access management. The bridges will be designed to maintain the existing and future capacity of the canals without any constrictions. 3. Corridor Development and Refinement 3.1 Development of Initial Project Corridors The development of potential corridors to be studied as part of this project was carried out in stages. Initially, the project was broken into segments depending upon potential project phasing limits, land use and existing physical features. The five segments were defined and are shown in Figure 3-1. A description of each segment is as follows: Segment A: Collier Boulevard to Massey Street - This segment includes the existing portion of Vanderbilt Beach Road east of Collier Boulevard. Segment B: Massey Street to 13th Street NW - This segment includes the area containing the Golf Club of the Everglades and the 01de Florida Golf Club and ends at the proposed future school site. Segment C: 13th Street NW to Wilson Boulevard - This segment contains the proposed site for a future high school, middle school, elementary school and county park. This section also contains the transition area to multiple alignments north of the Cypress Canal. This would be the logical terminus of a phased Vanderbilt Beach Road Extension Project - Phase 1 - Collier Boulevard to Wilson Boulevard. Segment D: Wilson Boulevard to Golden Gate Canal - This segment contains multiple alignments mostly north of the Golden Gate Canal. FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC ! 3 II . . EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION FIGURE 3-1 (SHEET 1 OF 2) Project Study Area and Potential Corridors FINAL_VBR_EXEC_SUMMARY 31306_ W PG 1 TEXT CHANGE,DOC ,. 3 " EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION FIGURE 3.1 (SHEET 2 OF 2) Project Study Area and Potential Corridors FINAL_VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGEDOC 7' 3 '! EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION Segment E: Golden Gate Canal to DeSoto Boulevard - This segment continues the alignments from Segment D and introduces additional alignments to the south once past the north-south leg of the Golden Gate Canal. 3.2 Evaluation Matrix of Initial Segments and Corridors An analysis was initiated to reduce and refine a wide range of potential roadway alignments for each segment down to a specific improvement program, thereby eliminating from consideration infeasible or non-viable alternatives. Based on this analysis, 23 roadway segments were developed for further consideration. Following this qualitative analysis, a quantitative evaluation matrix was developed to compare the 23 alternative roadway segments. The objective of this effort was to further refine the alternative roadway segments and carry forward the most viable for a more detailed analysis. For each of the roadway segments, seven criteria were further evaluated. These criteria included overall right of way impacts, business impacts, residential impacts, community facility impacts, special land use impacts, cultural and historical impacts, and natural environment and physical impacts. Table 3-1 presents the results of the evaluation in matrix format. The 23 roadway segments were combined into a total of 15 alternative alignment corridors as shown in Figure 3-1. Table 3-2 indicates the combination of roadway segments that comprise each of the 15 alternative alignment corridors. A quantitative evaluation matrix was developed to compare the 15 corridors in the same manner as done for the 23 roadway segments. Table 3-3 presents the results of the evaluation in matrix format. This information was presented at the 2 public workshops. A detailed discussion of the impacts for the five (5) Build Alternatives is presented in Section 4 of this document. 3.3 Selection of Viable Alternatives Based on public comment, the evaluation matrix (as presented in Table 3-3) and careful consideration, a consensus was reached to reject segments C-1, C1.1, C3, C-3.1, D-1, D-3, E-1, E- 3, E-6 and E-7 as non-viable alternative segments. Segments C-1, C-1.1, D-l, E-1 follow the alignment of 12th Avenue NE; Segments C-3, D-3 and E-3 follow the alignment of 10th Avenue NE; Segment E-6 follows the alignment of 8th Avenue NE; and Segment E-7 follows the back property line of parcels fronting along 8th A venue NE and 6th Avenue NE. In the cases of all rejected segments, with the exception of Segment E-7, safety and access management issues were the overriding factors. By reconstructing the existing roadways as part of this project, the existing driveways would be reconnected to the widened road. This would create access/ conflict points along a major portion of the project between the through vehicles and vehicles entering and exiting driveways. Multiple V-turn points would be required to allow the local traffic to access both directions of the roadway, creating additional conflict points and further degrading the level of service of the roadway. In addition, with most residences are situated toward the front of their lots, acquiring right of way along the existing streets would diminish the front offsets to the buildings and result in many of the buildings being too close to the roadway. The existing pavement would be no benefit due to its current condition and the need for an urban typical section. FINAL_ VBR_EXEC_SUMMARY _41306_ W PG 1 TEXT CHANGE,DOC at 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION TABLE 3.1 FINAL_VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC r 3 , EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION TABLE 3.2 FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE,DOC f 3 10 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION TABLE 3.3 FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC f1 3 ..;; :..:, FO: . .... EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION Segment E-7 has been rejected since it provides no additional benefit over Segments E-4 and E-5 and the transition area from Segment D-5 creates additional impacts to residences that Segments E-4 and E-5 avoid. By rejecting these segments, the 15 alternative alignment corridors were reduced to 5 corridors for further consideration (refer to Table 3-4). The segments that comprise the five remaining corridors retained for further consideration include A, B-A, B-B, B-C, C-2A, C-4, C-5, D-2, D-4, D-5, E-2, E-4, and E-5. A discussion of each of the remaining segments follows: Segment A Segment A - This segment follows the existing portion of Vanderbilt Beach Road east of Collier Boulevard (CR 951) past the Collier County North Regional Water Treatment Plant to Massey Street. Approximately 15 parcels totaling 6.76 acres are impacted with no residential or business displacements required. Approximately 2.12 acres of wetlands and one potentially contaminated parcel will be impacted. Segment B Segment B-A - This segment extends from Massey Street to 13th Street NW, following the northern side of the Cypress Canal. The alignment passes directly through the playing area of the Golf Club of the Everglades (2 holes) and The Olde Florida Golf Club (2 holes) causing significant impacts to both golf courses and associated buildings. The cost associated with impacts to the Golf Club of the Everglades is estimated in the range of $20M to $46M (for a complete take) and could result in the inability to continue as a golf course, requiring a change in land use (the cost associated with impacts to the Golf Club of the Everglades was estimated by the owner to be approximately $46M and would result in the inability to continue as a golf course. Further evaluations by CH2M HILL have determined that cost impacts could be reduced to approximately $20M if adjacent ROW (currently vacant) could be acquired for the displaced golf facilities). The cost associated with impacts to the Olde Florida Golf Club is estimated at $20M. In addition, impacts to Olde Florida Golf Club could result in the inability to construct their planned additional 18-hole course within their existing property. Additional costs to the golf courses include loss of revenue estimated at $6M as well as the loss of jobs for many of the 100 employees of the golf courses for a period of approximately 12-15 months- estimated at $3M. The above estimates do not include "soft costs" such as loss of membership due to loss of use during renovations and potentialloss of course designer signature. In addition, with regards to land acquisition, courses are owned by 175 (Golf Club of the Everglades) and 275 (Olde Florida Golf Club) individual members which could delay project schedule. Nine county owned water supply wells will require relocation at an estimated cost of $15.75M. Overall, 40 parcels totaling 52.59 acres are impacted with 2 residential displacements and 3 business displacements. In addition, the parcels reserved for future county school (3) and park sites would be impacted. Approximately 3.88 acres of wetlands and one potentially contaminated parcel will be impacted. FINAL_ VBR_EXEC_SUMMARY _41306_ W PG 1 TEXT CHANGE DOC 12' 3 ~ EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION TABLE 3.4 FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC 13 f 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION Segment B-B - This segment diverges from Segment B-A east of Massey Street, crosses the Cypress Canal and follows along the southerly side of the canal to 13th Street NW. By crossing to the southern side of the Cypress Canal, the impacts to the Everglades Golf Club, the 01de Florida Golf Club, the parcels reserved for future county school and park sites and all of the county wells are avoided. In addition, this alignment allows connection of the north-south streets to create greater connectivity to the roadway network south of the canal. Overall, 38 parcels totaling 55.17 acres are impacted with 18 residential displacements. There are no wetland or site contamination impacts with the segment. Segment B-C - This segment diverges from Segment B-A at 31st Street NW, crosses the Cypress Canal, follows along the southerly side of the canal to 17th Street NW and crosses back over the Cypress Canal to rejoin Segment B-A at 15th Street NW. By crossing to the southern side of the Cypress Canal, the impacts to the Everglades Golf Club, the Olde Florida Golf Club and many of the county wells are avoided. In addition, this alignment allows connection of the north- south streets to create greater connectivity to the roadway network south of the canal. Overall, 41 parcels totaling 51.12 acres are impacted with 13 residential displacements (a reduction of 5 displacements from Segment B-B). There are 3.67 acres of wetland impacts and there are no site contamination impacts with the segment. Segment C Segment C-2A - This segment begins on the north side of the Cypress Canal at 13th Street NW, traverses through the southeast comer of the parcel reserved for a future county park to an alignment parallel to and along the rear property lines of parcels adjacent to 10th and 12th Avenues, ending at Wilson Boulevard. One (possibly 2) county owned water supply wells will require relocation at an estimated cost of $1.75M per well. By turning to the north to follow the rear property lines of parcels along 10th and 12th Avenues, safety and access management issues that would occur if the alignment followed an existing east-west roadway are avoided. A larger number of parcels are impacted by this alignment; however the impact to each parcel (80-100 feet) is lessened since the alignment straddles the parcel property lines. Overall, 68 parcels totaling 36.34 acres are impacted with 2 residential displacements. There are 17.87 acres of wetland impacts; however, there are no site contamination impacts with this segment. Segment C-4 - This segment begins on the north side of the Cypress Canal at 13th Street NW and follows the canal through the rear of the properties fronting on 10th A venue NW to Wilson Boulevard. This alignment impacts the parcel reserved for a future county park site. Two county owned water supply wells will require relocation at an estimated cost of $1.75M per well. By aligning the road through the rear of the parcels and along the canal, safety and access management issues that would occur if the alignment followed an existing east-west roadway are avoided. Fewer parcels are impacted by this alignment than in C-2; however the impact to each parcel is increased (180 - 200 feet). Overall, 28 parcels totaling 35.65 acres are impacted with 3 residential displacements. There are 8.39 acres of wetland impacts; however, there are no site contamination impacts with this segment. Segment C-5 - This segment begins on the south side of the Cypress Canal at 13th Street NW and follows the canal to Wilson Boulevard. This alignment avoids impacts to the parcel reserved for a future county park site and all county owned water supply wells. By aligning the road on the south side of the canal, connection of the north-south streets is possible to create greater connectivity to the roadway network south of the canal. Due to the horizontal FINAL_VBR_EXEC_SUMMARY_41306_ W PG 1 TEXT CHANGEDOC 14' 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION configuration of the parcels along the southern edge of the canal, fewer parcels are impacted than C-4; however, residential displacements are increased. Overall, 17 parcels totaling 35.61 acres are impacted with 9 residential displacements. There are 1.12 acres of wetland impacts; however, there are no site contamination impacts with this segment. Segment 0 Segment D-2 - This segment begins by adjoining Segment C-2 at Wilson Boulevard and continuing along the rear property lines of parcels along 10th and 12th A venues, ending at the Golden Gate Canal. By following the rear property lines of parcels along 10th and 12th Avenues, safety and access management issues that would occur if the alignment followed an existing east-west roadway are avoided. A larger number of parcels are impacted by this alignment; however the impact to each parcel (80-100 feet) is lessened since the alignment straddles the parcel property lines. Overall, 113 parcels totaling 48.85 acres are impacted with 3 residential displacements. There are 26.78 acres of wetland impacts; however, there are no site contamination impacts with this segment. Segment D-4 - This segment begins by adjoining Segment C-4 at Wilson Boulevard on the north side of Cypress Canal and continuing through the rear of the properties fronting on 10th Avenue NW, ending at Golden Gate Canal. By aligning the road through the rear of the parcels and along the canal, safety and access management issues that would occur if the alignment followed an existing east-west roadway are avoided. Fewer parcels are impacted by this alignment than in D-2; however the impact to each parcel is increased (180 - 200 feet). Overall, 47 parcels totaling 48.17 acres are impacted with 14 residential displacements. There are 5.46 acres of wetland impacts; however, there are no site contamination impacts with this segment. Segment D-5 - This segment begins by adjoining Segment C-5 on the south side of the Cypress Canal at Wilson Boulevard and continuing to the Golden Gate Canal. By aligning the road on the south side of the canal, connection of the north-south streets is possible to create greater connectivity to the roadway network south of the canal. Due to the horizontal configuration of the parcels along the southern edge of the canal, fewer parcels are impacted than D-4. Overall, 18 parcels totaling 43.99 acres are impacted with 9 residential displacements. There are 3.64 acres of wetland impacts; however, there are no site contamination impacts with this segment. Segment E Segment E-2 - This segment begins by adjoining Segment D-2 at the Golden Gate Canal and continuing along the rear property lines of parcels along 10th and 12th Avenues, ending at the DeSoto Boulevard. By following the rear property lines of parcels along 10th and 12th A venues, safety and access management issues that would occur if the alignment followed an existing east-west roadway are avoided. A larger number of parcels are impacted by this alignment; however the impact to each parcel is lessened (80-100 feet) since the alignment straddles the parcel property lines. Overall, 213 parcels totaling 74.47 acres are impacted with 2 residential displacements. There are 16.94 acres of wetland impacts; however, there are no site contamination impacts with this segment. Segment E-4 - This segment begins by adjoining Segment D-4 at the Golden Gate Canal on the north side of Cypress Canal and continuing through the rear of the properties fronting on 10th A venue NW, ending at DeSoto Boulevard. By aligning the road through the rear of the parcels and along the canal, safety and access management issues that would occur if the alignment FINAL_VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE.DOC 15" 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION followed an existing east-west roadway are avoided. Fewer parcels are impacted by this alignment than in E-2; however the impact to each parcel is increased (180 - 200 feet). Overall, 107 parcels totaling 74.56 acres are impacted with 6 residential displacements. There are 8.35 acres of wetland impacts; however, there are no site contamination impacts with this segment. Segment E-5 - This segment begins by adjoining Segment D-5 on the south side of the Cypress Canal at the Golden Gate Canal and continuing to DeSoto Boulevard. By aligning the road on the south side of the canal, connection of the north-south streets is possible to create greater connectivity to the roadway network south of the canal. Due to the horizontal configuration of the parcels along the southern edge of the canal, fewer parcels are impacted than in E-4; however, residential displacements are increased. Overall, 64 parcels totaling 74.73 acres are impacted with 9 residential displacements. There are 4.20 acres of wetland impacts; however, there are no site contamination impacts with this segment. 4. Viable Alternatives 4.1 No Build (No Action) Alternative The No Action (No Build) Alternative includes highway facilities that are likely to exist in 2030. This includes the existing highway network, which is part of all alternatives in addition to the highway improvements that are identified in the Collier CounhJ MPO 2030 Long Range Transportation Plan. The No Action Alternative includes those projects that provide for an increase in capacity, such as new roadway construction, widening projects, and major interchanges. The No Action Alternative provides a baseline for comparing the travel benefits of other alternatives. The improvements contained in the TSM and Build Alternatives are improvements that could be made in addition to those contained in the No Action Alternative. Under the No Action Alternative, roadway improvement projects identified in the Collier CounhJ MPO 2030 Long Range Transportation Plan and the FOOT's Transportation Improvement Program Projects with the exception of the Vanderbilt Beach Road Extension are included. The No Action Alternative would avoid right-of-way and construction costs associated with the proposed improvements, eliminate the short-term disruption that would occur along the existing roadways during construction activities, and prevent business or residential impacts or impacts to other undeveloped lands or wetlands. However, the No Action Alternative does not fulfill the purpose and need of the project, as established the Existing Data Report. The disadvantage of the No Action Alternative is that there would be no provision to accommodate the anticipated growth in traffic volumes. Without mobility improvements within the Vanderbilt Beach Road study area, operating conditions of Immokalee Road, Collier Blvd (CR 951), Golden Gate Boulevard, Randall Boulevard, Everglades Boulevard and Desoto Boulevard would deteriorate at an accelerated rate. The increased traffic congestion on these roadways would delay motorists and decrease levels of safety to the traveling public. FINAL_ VBR_EXEC_SUMMARY _41306_ W PG 1 TEXT CHANGE DOC 16 r 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION Specifically, the No Project (No Build) Alternative will offer no benefits to the existing or future traffic congestion within the area. Distinct advantages and disadvantages associated with this alternative are described below. Advantages · No impedance to traffic flow during construction · No expenditure of funds for right-of-way acquisition, engineering, design or construction · No impact to the adjacent natural, physical, and human environments · No disruption to existing land uses due to construction-related activities Disadvantages · Increase in traffic congestion and road user costs, unacceptable level of service, and an increase in accidents associated with an increase in travel times and traffic volumes due to excessive delays · Increase in carbon monoxide levels and other air pollutants caused by an increase in traffic congestion · Increase in maintenance costs due to roadway and structure deterioration · Increase in emergency service response time in addition to an increase in evacuation time during weather emergencies as a result of heavy congestion · Increase in safety-related accidents due to heavy congestion · Potential increase in safety-related accidents due to less than desirable levels of service and access management The No Build Alternative shall remain a viable alternative through the public involvement process. 4.2 Transportation System Management Transportation System Management (TSM) Alternatives are defined as low capital cost transportation improvements designed to maximize the utilization and efficiency of the existing transportation system through improved system management. The various forms of TSM activities include: · Traffic signal improvements, · Intersection/ interchange improvements, · Widening of parallel arterials, · Ridesharing programs, . HOV lanes, · Reversible flow roadway systems, . Transit, · Intelligent Transportation System (ITS), and · Ramp-to-ramp auxiliary lanes. Although the implementation of TSM strategies would certainly aid in localized operations of the existing roadway network, the projected traffic volumes for the design year 2030 require .. 3 l' FINAL_VBR_EXEC_SUMMARY_41306_ W PG 1 TEXT CHANGE.DOC 17 " EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION additional capacity in excess to any improvements possible through TSM measures to maintain or improve the existing levels of service. Therefore, the TSM Alternative is not considered a viable alternative and no further evaluation of the TSM Alternative will be conducted during this study. 4.3 Build Alternatives As noted in Section 3.3, five potential alignment corridors have been retained for further consideration as build alternatives. These are Corridor 3, Corridor 6, Corridor 7, Corridor 12, and Corridor 15. The individual segments that comprise each corridor are described in Section 3.3 and summarized in Table 3-2 (presented previously). Refer to Appendix A for right of way cost estimates. A description of each corridor is contained below. 4.3.1 Corridor 3 Corridor 3 is a combination of Segments A B-A C-2A, D-2, and E-2 (Refer to Figure 3-1 and Table 3-2). This corridor follows the north side of the Cypress Canal through 11th Street NW, begins a shift to the north at 11th Street through the future park parcel and then follows an alignment parallel to and along the rear property lines of parcels fronting on 10th and 12th Avenues NW. Impacts associated with this alternative are summarized in Table 3-3 and include: Right-of-Way - Encroaches on 458 individual parcels for a total of 219.0 acres. Of the 458 parcels impacted, 3 are business related with all having structural displacements; 194 are residential related with 9 residential displacements; and 249 are vacant parcels and 12 are other land use impacts. Special Land Use - No known impacts to churches; no impact to the Collier County North Regional Water Treatment Plant; both the Golf Club of the Everglades and the aide Florida Golf Club would incur extensive impacts to the playing area of their respective golf courses; and the future school and county park sites would be impacted. Other Land Use - Of the 12 properties impacted under this category, three will incur displacements. Natural and Physical Environment - This Corridor is estimated to encroach approximately 67.6 acres of wetlands; there is a low potential for impacts to threatened or endangered species; and two potential contaminated sites impacted. There are a total of 15 displacements (business, residential and other) associated with this corridor . Advantages . Minimizes residential parcel acquisitions and displacements south of the Cypress canal between Massey Street and 9th Street NW by passing through the golf course properties . Lowest number of residential displacements FINAL_VBR_EXEC_SUMMARY_41306_ W PG 1 TEXT CHANGEDOC 181 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION . By following the rear property lines of parcels along 10th and 12th Avenues, safety and access management issues are minimized . Individual impacts to each parcel are lessened since the alignment straddles the parcel property lines . Improves traffic flow Disadvantages . The cost associated with impacts to the Golf Club of the Everglades is estimated in the range of $20M to $46M (for a complete take) and could result in the inability to continue as a golf course, requiring a change in land use. The cost associated with impacts to the aide Florida Golf Club is estimated at $20M. In addition, impacts to aIde Florida Golf Club could result in the inability to construct their planned additional 18-hole course within their existing property. Additional costs to the golf courses include loss of revenue estimated at $6M as well as the loss of jobs for many of the 100 employees of the golf courses for a period of approximately 12-15 months - estimated at $3M. The above estimates do not include "soft costs" such as loss of membership due to loss of use during renovations and potential loss of course designer signature. In addition, with regards to land acquisition, courses are owned by 175 (Golf Club of the Everglades) and 275 (aide Florida Golf Club) individual members which could delay project schedule. . Impacts the second highest number of parcels overall . Largest impact to wetlands . Impacts the parcels reserved for future county school and park sites . Roadway system "connectivity" is limited . 11 county owned water supply wells which will require relocation - Cost $19.25M . The highest cost alternative (approximately $40-50M more than preferred alternative) 4.3.2 Corridor 6 Corridor 6 is a combination of Segments A, B-A, C-4, D-4, and E-4 (Refer to Figure 3-1 and Table 3-2). This corridor follows the north side of the Cypress Canal from the beginning of the project to DeSoto Boulevard. Impacts associated with this alternative are summarized in Table 3-3 and include: Right-of-Way - Encroaches on 240 individual parcels for a total of 217.7 acres. Of the 240 parcels impacted, 3 are business related with all having structural displacements; 114 are residential related with 25 residential displacements; and 112 are vacant parcels. Special Land Use - No known impacts to churches; no impact to the Collier County North Regional Water Treatment Plant; both the Golf Club of the Everglades and the aide Florida Golf Club would incur extensive impacts to the playing area of their respective golf courses; and the future school and county park sites would be impacted. Other Land Use - Other Land Use - Of the 11 properties impacted under this category, 7 will incur displacements. FINAL_VBR_EXECSUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC il 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION Natural and Physical Environment - This Corridor is estimated to encroach approximately 28.2 acres of wetlands; there is a low potential for impacts to threatened or endangered species; and two potential contaminated sites impacted. There are a total of 35 displacements (business, residential and other) associated with this corridor. Advantages . Minimizes residential parcel acquisitions and displacements south of the Cypress canal between Massey Street and 9th Street NW by passing through the golf course properties . By following the rear property lines of parcels along 10th Avenue NW, safety and access management issues are minimized Disadvantages . The cost associated with impacts to the Golf Club of the Everglades is estimated in the range of $20M to $46M (for a complete take) and could result in the inability to continue as a golf course, requiring a change in land use. The cost associated with impacts to the aide Florida Golf Club is estimated at $20M. In addition, impacts to aide Florida Golf Club could result in the inability to construct their planned additional 18-hole course within their existing property. Additional costs to the golf courses include loss of revenue estimated at $6M as well as the loss of jobs for many of the 100 employees of the golf courses for a period of approximately 12-15 months - estimated at $3M. The above estimates do not include "soft costs" such as loss of membership due to loss of use during renovations and potential loss of course designer signature. In addition, with regards to land acquisition, courses are owned by 175 (Golf Club of the Everglades) and 275 (aide Florida Golf Club) individual members which could delay project schedule. . Impacts the parcels reserved for future county school and park sites . Roadway system" connectivity" is limited . 11 county owned water supply wells will require relocation - Cost $19,25M . One of the highest cost alternatives (approximately $40-50M more than preferred alternative) 4.3.3 Corridor 7 Corridor 7 is a combination of Segments A, B-B, C-5, D-5, and E-5 (Refer to Figure 3-1 and Table 3-2). This corridor follows the north side of the Cypress Canal from the beginning of the project to 31st Street NW, shifts to the south side of the canal and follows the canal to DeSoto Boulevard. Impacts associated with this alternative are summarized in Table 3-3 and include: Right-of-Way - Encroaches on 156 individual parcels for a total of 216.3 acres. Of the 156 parcels impacted, none are business related; 80 are residential related with 45 residential displacements; and 68 are vacant parcels. Special Land Use - There are no known impacts. FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC 20 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION Other Land Use - Of the 8 properties impacted under this category, 2 will incur displacements. Natural and Physical Environment - This Corridor is estimated to encroach approximately 11.1 acres of wetlands; there is a low potential for impacts to threatened or endangered species; and one potential contaminated site impacted. There are a total of 47 displacements (business, residential and other) associated with this corridor . Advantages . Avoids the costly impacts associated with the Golf Club of the Everglades and the aide Florida Golf Club (estimated in excess of $50M) . Avoids all impacts to the county water supply wells estimated at $19.25M . A voids all impacts to the parcels reserved for future county school and park sites . Least impact to wetlands . Provides greater" connectivity" to the roadway system by allowing connection to the north- south streets . Least number of parcels impacted overall. Disadvantages . Causes the largest number of residential displacements as well as total displacements overall . Impedes traffic flow due to numerous street connections and access management issues. 4.3.4 Corridor 12 Corridor 12 is a combination of Segments A, B-C, C-2A, D-2, and E-2 (Refer to Figure 3-1 and Table 3-2). This corridor begins on the north side of the Cypress Canal, shifting to the south side of the canal at 29th Street NW, follows the south side of the canal to 17th Street NW where it shifts back to the north side of the canal, begins a shift to the north at 11 th Street through the proposed park parcel and then follows an alignment parallel to and along the rear property lines of parcels fronting on 10th and 12th Avenues NW. Impacts associated with this alternative are summarized in Table 3-3 and include: Right-of-Way - Encroaches on 460 individual parcels for a total of 217.5 acres. Of the 460 parcels impacted, none are business related; 195 are residential related with 20 residential displacements (depending on the result of further studies, the two transition areas could result in an additional residential displacement of between 0-5 properties) and 251 are vacant parcels. Special Land Use - The future school and county park sites would be impacted. Other Land Use - Of the 14 properties impacted under this category, 4 will incur displacements. Natural and Physical Environment - This Corridor is estimated to encroach approximately 67.4 acres of wetlands; there is a low potential for impacts to threatened or endangered species; and one potential contaminated site impacted. FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC 21 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION There are a total of 23 displacements (business, residential and other) associated with this corridor. Advantages . A voids the costly impacts associated with the Golf Club of the Everglades and the aide Florida Golf Club (estimated in excess of $50M) . Minimizes impacts to the county water supply wells - 2 impacted . By following the rear property lines of parcels along 10th and 12th A venues, safety and access management issues are minimized. . Improves roadway system" connectivity" . Improves traffic flow . Lowest cost alternative Disadvantages . Highest impact to wetlands . Impacts the parcels reserved for future county school and park sites . Highest number of parcels impacted . Impacts two county water supply wells at an estimated cost of $3.5M. 4.3.5 Corridor 15 Corridor 15 is a combination of Segments A, B-C, C-4, D-4, and E-4 (Refer to Figure 3-1 and Table 3-2). This corridor begins on the north side of the Cypress Canal, shifting to the south side of the canal at 29th Street NW, follows the south side of the canal to 17th Street NW where it shifts back to the north side of the canal and follows the north side of the canal to DeSoto Boulevard. Impacts associated with this alternative are summarized in Table 3-3 and include: Right-of-Way - Encroaches on 242 individual parcels for a total of 216.3 acres. Of the 242 parcels impacted, none are business related; 115 are residential related with 36 being residential displacements; and 114 are vacant parcels. Special Land Use - The future school and county park sites would be impacted. Other Land Use - Of the 13 properties impacted under this category, 8 will incur displacements. Natural and Physical Environment - This Corridor is estimated to encroach approximately 28.0 acres of wetlands; there is a low potential for impacts to threatened or endangered species; and one potential contaminated site impacted. There are a total of 44 displacements (business, residential and other) associated with this corridor. Advantages . Avoids the costly impacts associated with the Golf Club of the Everglades and the aide Florida Golf Club (estimated in excess of $50M) . Minimizes impacts to the county water supply wells - 2 impacted FINAL_VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE DOC 22 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION . By following the rear property lines of parcels along 10th Avenue NW, safety and access management issues are minimized Disadvantages . Impacts the parcels reserved for future county school and park sites . Roadway system "connectivity" is limited . Has one of the highest number of total displacements overall 5. Preferred Alternative Once all the data for the various corridor segments was collected and the final impacts calculated, the remaining 5 alternatives were ranked from least impacts (given a ranking of 1) to most impacts (given a ranking of 5) in each of the evaluation categories - see Summary of Viable Alternatives Ranking (Table 5-1). Those rankings were then transferred to the Summary of Viable Alternatives Weighted Ranking (Table 5-2). The weighting criteria distribution percent (%) shown in the table was initial presented to the public at the first Public Meeting and modified based on the input (verbal and written comments) received from the public immediately following the meeting. The highest weighting was given to residential impacts with a 5% weighting for residential parcels affected and 30% for residential displacements resulting in a total residential weighting of 35%. The next highest weighting was project cost at a weighting of 25%. Traffic flow was given a weighting of 10% along with business impacts. The remaining categories were given a 5% weighting. In Table 5-2 the corridor ranking is multiplied by the weighting percent (%) and results in a separate number per category - the lower the value the better the alternative. The results of the matrix and study indicated that Corridor 12 (score 2,30) was the best alternative followed by Corridor 7 (score 2.85), Corridor 3 (score 2.95), Corridor 15 (score 3.15) and Corridor 6 (score 3.55). After discussions with the Consultant Team and County staff, it was agreed to that Corridor 12 should be selected as the "Preferred Alternative". This alternative was presented to the public on April 6th and April 10th and will be forwarded to the Board of County Commissioners for review. FINAL_ VBR_EXEC_SUMMARY _41306_ W PG 1 TEXT CHANGE. DOC 231 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION TABLE 5.1 FINAL_ VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGEDOC 24 3 EXECUTIVE SUMMARY VANDERBILT BEACH CORRIDOR EXTENSION TABLE 5-2 FINAL_VBR_EXEC_SUMMARY _ 41306_ W PG 1 TEXT CHANGE. DOC 25 3 Executive Summary Vanderbilt Beach Road Corridor Extension Appendix A Project Cost Data ., CH2N1HILL :.1 3 Executive Summary Vanderbilt Beach Road Corridor Extension Appendix B Right otWay Cost Data CH2N1HILL < Ji.lIv, 3 Executive Summary Vanderbilt Beach Road Corridor Extension Appendix C Traffic Data 3 z o u; z W:;: ~~ en ~ 'u Wo~ <Cell :!Ec::C i=0::~ "';"cnOcg <CWU_ WI-Co ffi ~ <Co 1! <C U .- I- 0:: E I-:I:o uu..- w<Cc "'wo ~al'C Q.I-ell ::! lQ alal 0::-- W C z <C > w >iQ ..Ji=o <<::;: I-z.... o~- I-~~ <i!u 'n; ... "0 ... III ~ C) 00000 00000 CIClON~lO ON.o.,f1l'i .......,..,a>0 ~CICl~a>&t) O"":.o"":N N~lOlO..... NN............... ................ .... CO'u:-ggggg g..JO.qO.qO. NCIClOOOOO ~~~~~~~ .... . ~C;; U!:!:!..<I7<17(fl(fl(fl _00 "'00 _CllOO "0 lOQ.OO !Jg;:EL()L() Gi\)NIl)"!.N. u._'~ Ill......... OJ OJ ~=~~-- ~-~.... U iQ en en 0 ~1J~ Clll.... 'w Q.- ~ .E ~ al U 00 00 '00 00 OL() L()N Mlli .... en W -tltfF)-f.Ft~&7 00 00 00 I I , 00 00 00 00 L()L() (fl (fl (fl (fl <17 _00000 "'00000 CQ'&. O~ q O~ 0.. q Cllg~~gg~g "ili.g~~"!.ltlO.",:q l;.;:_.....L()'<l'M<0<0 Ual'lii.... 0.- U.!j -f.FtEl7&7t1tV't -gciQiggggg 0.2g(j0.0.0.o,q Q.~N<ggggg I._~ 00000 3: 5-'lii: llillillillilli o \) 0 en ~<U!:!:!..(fl(fl(fl(fl(fl >0 ;ciQ "000 ru;:iO o'w N ~ ':; ~ , C'.... 3:\)~ O<U ~ ciQ >0.20 ;g~ "0....... ruU;:: ~ g ~ UU 00000 00000 COON '<l' <0 ONexiooilli l'--COM'<l'L() __O-.::tC\JC\l C""i..q-"LOlri~ MML()'<l'L() <17 (fl (fl (fl (fl 00000 00000 00000 00000 00000 L()OOL()O r--:llillir--:lli 00000 __ __ __ or- __ (fl (fl (fl (fl (fl N N w"itii)w"it +WW+W S~.tS~ <'?'?<'? N~&t)N~ UUUUU + + + + + <<alUU alalalalal + + + + + ~~~~~ M(,C),....~~ I . I . , Cll Cll Cll Cll Cll > > > > > :;:; :;:; :;:; :;:; :;:; III III III III III C C C C C ... ... ... ... ... ~ ~ ~ ~ ~ <( <( <( <( <( ~. 3 TABLE A-2 Vanderbilt Beach Road Extension Corridor Study Engineer's estimate 6-Lane Divided Urban (Per Mil.) Total Mainline Length 5,28000 rt ()IItAINAft 24" STORM PIPE. CROSS DRAIN CURB INLET PONDS STORMWATER POND Mise. ITEMS ~.UiilEHT$ FLOATING TURBIDITY BA.RRIER SilT FENCE EMBANKMENT POND EXCAVATION SODDING (BAHIA) (Indlfd.. W.t.... F.rtlli;zer, Mowing) lJAVE:"m:CQ'T...(IH9\.\JQE'~~') FRICTION COURSE (FC-12.5) (INeL RUBBER) (1,5") SUPERPAVE ASPHALTIC CONCRETE (TRAFFIC OJ (3,5") BASE, OPTIONAL (BASE GROUP 9) (LIME ROCK 10") TYPE 8 STABILIZATION (LBR 40) (12") WAU..I..ANO'8RIOO6$ REINFORCED EARTH WALL RETAINED EARTH WALL NOISE BARRIER WALL NEW CONCRETE IAASHTO BEAM) TIW"FIC ~ONT~ CURB AND GUTTER TRAFFIC SEPARATOR 'OUARD RAILING "TRAFFIC SIGNAL PER INTERSECTION '~IP"THWAY 6' SIDEWALK 1 1/2" r"'ICK TYPE 5-111 ASPHALTiC CONCRETE (12' PATliWAYj 6" LIME ROCK - LBR 100 112' PATHW.f.VI U<lHTJN<l LIGHTING POLE CO~PLETE (F & I) (ALUMINUM.STD DE51GNl LOAD CENTER (F&I) jSECONDARY VOLTAGE) 2" CONDUIT (F & I) (UNDERGROUN[}.LIGHTINGI (PVC SCH 40) 2" CONDUIT (F & I/(UNDERGROUN[}.TRAFFIC) PULL BOX (F & i) (ROADSIDE) (LIGHTING) PULL BOXES (FIBER OPTIC) (TRAFFIC SIGNAL INTERCONNECT) CONDUCTOR (F & I) (iNSULATEDI (NO.6) (LIGHTING) FIBER OPTIC CABLE IF!!.I) (UNDERGROUNDj WILDLIFE CROSSING CONCRETE aox CULVERTS 6 Lanl VSR_Exl.nsion_Coat_Estimalelxls QUANTITY UNIT 3750 SV '"'" SV 7500 SV EA , EA 11000 LF 5500 LF 33 EA 28 EA ,",00 LF '500 LF 0 lS 00 EA 000 LF SUB-TOTAL MOBLIZATION@ MOT@ UNIT COST TOTAL 7.5% 2.5%.. ,$/l,676,900_00 $650,767.50 .. 12.~.?,~~~:.~., TOTAL CONTINGENCY $9,544,590_00 $954,459_00 TOTAL $10,499,049.00 SAY 10.500,000,00 12'Tr....ILlln. 4'SikaLan. 12' Tum lane l 5280 Embtlnkmen! (2sld.s) 929 2 l.l1liIlh E~ca"ation is Pond Ar... L.ngth #REFI 43560 #REfl #REFI "REF I W 56 w o 7040 2347 7040 42240 4693 70A0 53913 u.. e~isling S.gnal .llmmokalee Rd .nd Oil Willi Rd U~r.d. EXIsting FI..hing sigrtall.1 Schooll 10 Full Sigl"lab Sid_"lk l "'" w , S,des 2 9510rm Pipe Cloniog"! Mila@ 110' per erolsing ~- " 3 Prlnled:4118i2006 B0f4AM APPENDIX "B" RIGHT-OF-WAY COST DATA Vanderbilt Beach Road Corridor Extension 4/12/2006 ALTERNATIVE #3 SEGMENT VALUE TOTAL ROW NUMBER SEGMENT DESCRIPTION ACREAGE PER ACRE VALUE CR 951 TO WILSON BOULEVARD A CR 951 to Massey Street 6.76 $120,000 $811,200 BA Massey to 13th Street 52.59 $120,000 $6,310,800 C2A 13th Street to Curry Canal 10.63 $120,000 $1,275,600 C2A Curry Canal to Wilson 25.71 $120,000 $3,085,200 Total acres 95.69 TOTAL RIGHT-OF-WAY VALUE $11,482,800 *LESS GOLF COURSE RIGHT-OF-WAY -34 $150,000 -$5,100,000 RESIDENTIAL DISPLACEMENTS COSTS 4 $650,000 $2,600,000 ADMINISTRATIVE COST PER PARCEL* 62 $40,000 $2,480,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $11,462,800 WILSON BOULEVARD TO DeSOTO D2 Wilson to 8th Street 24.04 $110,000 $2,644,400 D2 8th Street to 16th Street 18.24 $110,000 $2,006,400 D2 16th Street to 18th Street 6 $100,000 $600,000 E2 18th Street to Golden Gate Canal 10 $100,000 $1,000,000 E2 Golden Gate Canal to Everglades 24.04 $100,000 $2,404,000 E2 Everglades to Faka Union Canal 24.04 $80,000 $1,923,200 E2 Faka Union Canal to DeSoto 17 $80,000 $1,360,000 Total acres 123.36 TOTAL RIGHT-OF-WAY VALUE $11,938,000 RESIDENTIAL DISPLACEMENTS COSTS 5 $650,000 $3,250,000 ADMINISTRATIVE COST PER PARCEL* 163 $40,000 $6,520,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $21,708,000 TOTAL RIGHT-OF-WAY - ALTERNATIVE #3 $33,170,800 * Based on 50% of total parcels requiring litigation 3 ALTERNATIVE #6 APPENDIX "B" RIGHT-OF-WAY COST DATA Vanderbilt Beach Road Corridor Extension 4/12/2006 SEGMENT VALUE TOTAL ROW NUMBER SEGMENT DESCRIPTION ACREAGE PER ACRE VALUE CR 951 TO WILSON BOULEVARD A CR 951 to Massey Street 6.76 $120,000 $811,200 BA Massey to 13th Street 52.59 $120,000 $6,310,800 C4 13th Street to Curry Canal 9.94 $120,000 $1,192,800 C4 Curry Canal to Wilson 25.71 $120,000 $3,085,200 Total acres 95 TOTAL RIGHT-OF-WAY VALUE $11,400,000 *LESS GOLF COURSE RIGHT-OF-WAY -34 $150,000 -$5,100,000 RESIDENTIAL DISPLACEMENTS COSTS 5 $650,000 $3,250,000 ADMINISTRATIVE COST PER PARCEL* 42 $40,000 $1,680,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $11,230,000 WILSON BOULEVARD TO DeSOTO 04 Wilson to 8th Street 24.04 $110,000 $2,644,400 04 8th Street to 16th Street 18.04 $110,000 $1,984,400 04 16th Street to 18th Street 5.56 $100,000 $556,000 E4 18th Street to Golden Gate Canal 10 $100,000 $1,000,000 E4 Golden Gate Canal to Everglades 24.04 $100,000 $2,404,000 E4 Everglades to Faka Union Canal 24.04 $80,000 $1,923,200 E4 Faka Union Canal to DeSoto 17 $80,000 $1,360,000 Total acres 122.72 TOTAL RIGHT-OF-WAY VALUE $11,872,000 *LESS GOLF COURSE RIGHT-OF-WAY -34 $150,000 -$5,100,000 RESIDENTIAL DISPLACEMENTS COSTS 20 $650,000 $13,000,000 ADMINISTRATIVE COST PER PARCEL* 77 $40,000 $3,080,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $22,852,000 TOTAL RIGHT -OF-WAY - AL TERNA TIVE #6 $34,082,000 * Based on 50% of total parcels requiring litigation 3 APPENDIX "B" RIGHT-Of-WAY COST DATA Vanderbilt Beach Road Corridor Extension 4/12/2006 ALTERNATIVE #7 SEGMENT SEGMENT VALUE TOTAL ROW NUMBER DESCRIPTION ACREAGE PER ACRE VALUE CR 951 TO WILSON BOULEVARD A CR 951 to Massey Street 6,76 $120,000 $811,200 BB Massey to 13th Street 55,17 $120,000 $6,620,400 C5 13th Street to Curry Canal 9,9 $120,000 $1,188,000 C5 Curry Canal to Wilson 25,71 $120,000 $3,085,200 Total acres 97,54 TOTAL RIGHT-OF-WAY VALUE $11,704,800 RESIDENTIAL DISPLACEMENTS COSTS 18 $650,000 $11,700,000 ADMINISTRATIVE COST PER PARCEL. 35 $40,000 $1,400,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $24,804,800 WILSON BOULEVARD TO DeSOTO D5 Wilson to 8th Street 22.06 $110,000 $2,426,600 D5 8th Street to 16th Street 16.76 $110,000 $1,843,600 D5 16th Street to 18th Street 4,86 $100,000 $486,000 E5 18th Street to Golden Gate Canal 10 $100,000 $1,000,000 E5 Golden Gate Canal to Everglades 24.04 $100,000 $2,404,000 E5 Everglades to Faka Union Canal 24.04 $80,000 $1,923,200 E5 Faka Union Canal to DeSoto 17 $80,000 $1,360,000 Total acres 118.76 TOTAL RIGHT-OF-WAY VALUE $11,443,400 RESIDENTIAL DISPLACEMENTS COSTS 27 $650,000 $17,550,000 ADMINISTRATIVE COST PER PARCEL. 41 $40,000 $1,640,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $30,633,400 TOTAL RIGHT-OF-WAY - ALTERNATIVE #7 $55,438,200 * Based on 50% of total parcels requiring litigation t,~ 3 APPENDIX "B" RIGHT-OF-WAY COST DATA Vanderbilt Beach Road Corridor Extension 4/12/2006 ALTERNATIVE #12 SEGMENT SEGMENT VALUE TOTAL ROW NUMBER DESCRIPTION ACREAGE PER ACRE VALUE CR 951 TO WILSON BOULEVARD A CR 951 to Massey Street 6.76 $120,000 $811.200 BC Massey to 13th Street 51.12 $120.000 $6.134,400 C2A 13th Street to Curry Canal 10.63 $120.000 $1.275.600 C2A Curry Canal to Wilson 25.71 $120,000 $3.085.200 Total acres 94.22 TOTAL RIGHT-OF-WAY VALUE $11,306,400 RESIDENTIAL DISPLACEMENTS COSTS 15 $650.000 $9,750,000 ADMINISTRATIVE COST PER PARCEL* 62 $40.000 $2,480,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $23,536,400 WILSON BOULEVARD TO DeSOTO D2 Wilson to 8th Street 24.04 $110,000 $2,644,400 D2 8th Street to 16th Street 18.24 $110.000 $2,006,400 D2 16th Street to 18th Street 6 $100.000 $600.000 E2 18th Street to Golden Gate Canal 10 $100.000 $1,000.000 E2 Golden Gate Canal to Everglades 24.04 $100.000 $2,404,000 E2 Everglades to Faka Union Canal 24.04 $80.000 $1,923,200 E2 Faka Union Canal to DeSoto 17 $80,000 $1,360,000 Total acres 123.36 TOTAL RIGHT-OF-WAY VALUE $11,938,000 RESIDENTIAL DISPLACEMENTS COSTS 5 $650.000 $3,250,000 ADMINISTRATIVE COST PER PARCEL* 163 $40,000 $6,520,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $21,708,000 TOTAL RIGHT-OF-WAY - ALTERNATIVE #12 $45,244,400 . Based on 50% of total parcels requiring litigation f 3 APPENDIX "B" RIGHT-OF-WAY COST DATA Vanderbilt Beach Road Corridor Extension 411212006 ALTERNATIVE #15 SEGMENT SEGMENT VALUE TOTAL ROW NUMBER DESCRIPTION ACREAGE PER ACRE VALUE CR 951 TO WILSON BOULEVARD A CR 951 to Massey Street 6.76 $120,000 $811,200 BC Massey to 13th Street 51.12 $120,000 $6,134,400 C4 13th Street to Curry Canal 9.94 $120,000 $1,192,800 C4 Curry Canal to Wilson 25.71 $120,000 $3,085,200 Total acres 93.53 TOTAL RIGHT-OF-WAY VALUE $11,223,600 RESIDENTIAL DISPLACEMENTS COSTS 16 $650,000 $10,400,000 ADMINISTRATIVE COST PER PARCEL* 42 $40,000 $1,680,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $23,303,600 WILSON BOULEVARD TO DeSOTO D4 Wilson to 8th Street 24.04 $110,000 $2,644,400 D4 8th Street to 16th Street 18.04 $110,000 $1,984,400 D4 16th Street to 18th Street 5.56 $100,000 $556,000 E4 18th Street to Golden Gate Canal 10 $100,000 $1,000,000 E4 Golden Gate Canal to Everglades 24.04 $100,000 $2,404,000 E4 Everglades to Faka Union Canal 24.04 $80,000 $1,923,200 E4 Faka Union Canal to DeSoto 17 $80,000 $1,360,000 Total acres 122.72 TOTAL RIGHT-OF-WAY VALUE $11,872,000 RESIDENTIAL DISPLACEMENTS COSTS 20 $650,000 $13,000,000 ADMINISTRATIVE COST PER PARCEL * 77 $40,000 $3,080,000 TOTAL RIGHT-OF-WAY COST THIS SEGMENT $27,952,000 TOTAL RIGHT-OF-WAY - ALTERNATIVE #12 $51,255,600 * Based on 50% of total parcels requiring litigation 3 @)(I)Oli G) ,0 OCCD OcaM' o _~. - I "'OIl NCD Lt) @)(I) o G) o c oo!!! - I Lt)~ C"") o o CD - I' N @)(I) o Q) o c oo!!! - I Lt)~ C"") CD 00 (7) (7) ~O_ C"") an N N II' 00 00 ,000 C") ..... ..... - - - NC")C") C") C") C") ---1-- o o 00 - N an --I 0' o 00 - C") an 00 00 (7) CD - - I'an an an 00000 00000 CD 00 00 (7) I' ............ ~OONOOO I'~an~an I' an 00 0 0 0 0 0 00 0 0 C") N an 0 0 0 00 00 0 0 CD (7) CD 0 an 00 C") CD 0 I' CD an - - - - - - - - - - (7) 00 00 CD an I' 00 CD 00 I' CD CD NNN N ..... ~ C") i C") C") C") NN ------..------- ------+------- -- I' 0 0 000 00 C") 0 0 000 0 0 I C") ..... 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