Agenda 01/13/2009 Item #10BAgenda Item No. 106
January 13, 2009
Page 1 of 27
EXECUTIVE SUMMARY
Recommendation to deny the petitioner's request for a reduction of the storage for the
two northbound left turn lanes to Business Circle South in order to provide storage for
a single left turn lane southbound for access into the main gate of Forest Glen, Project
60001
OBJECTIVE: To reconfirm the need to deny the petitioner's request for a reduction of the
storage for the two northbound left turn lanes to Business Circle South in order to provide storage for
a single left turn lane southbound for access into the main gate of Forest Glen, to maintain safety and
capacity on Collier Boulevard, Project 60001.
CONSIDERATIONS: On December 2, 2008, Jim Dishinger (the "petitioner"), representing
the Forest Glen Golf & County Club, petitioned the Board of County Commissioners to
allow direct access into the main gate of Forest Glen off of CR 951. The access management
considerations for the reconstruction of CR 951 from a four -lane arterial to a six -lane
corridor required the closing of the existing south -bound left -turn lane and median opening at
Forest Glen. The construction plans provide southbound ingress to Forest Glen by a u -turn
approximately 700 feet south of the entrance and southbound egress by a u -turn
approximately 500 feet north. The northbound traffic movements will be the same as they are
today at the entrance, which maintains right in and right out.
When widening a roadway to six lanes it becomes necessary to close median openings that
cannot meet the criteria for a signal in order to preserve the safety and welfare of the
traveling public. The entrance to Forest Glen is close to the signalized Business Circle South
Intersection to the north. Business Circle joins Market Street to form a loop road similar to
Naples Boulevard, the loop road that connects Pine Ridge Road and Airport Pulling Road.
The two northbound left turn lanes to Business Circle South primarily serves Wal -Mart at
this time; however, when the improvements are made to Davis Boulevard later this year and
Market Street is also signalized, considerable bypass traffic to avoid the Davis /Collier /I -75
intersection is anticipated. Further, the existing turn lanes will be stressed when build -out of
the future commercial /residential development is reached. The plans provide for future
capacity now to avoid coming back later, as was experienced at Naples Boulevard.
Reconfiguring the plans to provide back -to -back turn lanes as requested is possible but
undesirable from a traffic safety standpoint and advised against in Topic No. 625 -010 -021 -f
and the Florida Administrative Code 14- 97:003(1). As well, the dual left turn provides for the
ability to reduce the signal phasing cycle for the left turns and, therefore, maintains
operational efficiency on Collier Boulevard.
After the petitioner made his concerns known to the BCC, Transportation held a meeting on
December 9, 2008, with representatives of the Forest Glen HOA. Transportation staff
suggested that large vehicles that find it undesirable to navigate the u -turns where provided
could use the north entrance to Forest Glen off Beck Boulevard; however, this suggestion
was opposed by those representatives. It is anticipated that trucking firms will adjust their
routes to accommodate the available roadway system. It was agreed at this meeting not to
Agenda Item No. 10B
January 13, 2009
Page 2 of 27
close the median at the Forest Glen entrance until the u -turn to the south is built and to
provide a drop curb at their entrance for emergency vehicle access across the median.
Further widening of CR951 to the west to provide the width for an additional turn lane would
be cost prohibitive due to impacts to major utilities and the Naples Heritage fairway. Further
widening of CR 951 to the east to provide this width would also be cost prohibitive due to
impacts to the Henderson Canal and the Forest Glen golf course.
FISCAL IMPACT: The drop curb modification can be done using existing contract items
without a Change Order. There is no fiscal impact to this recommendation.
LEGAL CONSIDERATIONS: This item has been reviewed and approved by the County
Attorney's Office, is not quasi- judicial and requires no ex parte disclosure, requires only a
majority vote for approval, and is otherwise legally sufficient for Board action. —SRT
GROWTH MANAGEMENT IMPACT: There is no impact to the Growth Management
Plan.
RECOMMENDATION: That the Board of County Commissioners deny the petitioner's
request for a reduction of the two lanes of Northbound left turn storage to Business Circle
South to one lane to allow a single lane of southbound storage for left turn access into the
main gate of Forest Glen.
Prepared By: Gary R. Putaansuu, Principal Project Manager, TECM
Attachments: (1) Topic No. 625 -010- 021 -f; (2) Florida Administrative Code 14- 19.003
Page 1 of 1
Agenda Item No. 10B
January 13, 2009
Page 3 of 27
file: / /C:\AgendaTest\ Export\121 - January %2013,% 202009 \10. %2000UNTY %20MANAGE... 1/7/2009
COLLIER COUNTY
BOARD OF COUNTY COMMISSIONERS
Item Number:
10B
Item Summary:
Recommendation to deny the petitioners request for a
reduction of the storage for the two
northbound left turn lanes to Business Circle South in
order to provide storage for a single left
turn lane southbound for access into the main gate of
Forest Glen, Project 60001. (Norman
Feder, Transportation Services Administrator)
Meeting Date:
1/13/2009 9:00:00 AM
Prepared By
Gary Putaansuu
Principal Project Manager
Date
Transportation Services
Transportation Engineering and
12122/2008 9:17:04 AM
Construction
Approved By
Brian Hancock
Operations Support Manager
Date
Transportation Division
Transportation Administration
1212212008 9:48 AM
Approved By
Lisa Taylor
Management/Budget Analyst
Date
Transportation Services
Transportation Administration
12122/2008 11:27 AM
Approved By
Scott R. Teach
Assistant County Attorney
Date
County Attorney
County Attorney Office
12/22/2008 11:41 AM
Approved By
Norm E. Feder, AICP
Transportation Division Administrator
Date
Transportation Services
Transportation Services Admin.
12/23/2008 9:16 AM
Approved By
Pat Lehnhard
Executive Secretary
Date
Transportation Services
Transportation Services Admin
12/23/2008 9:36 AM
Approved By
Susan Usher
Senior ManagementlBudget Analyst
Date
County Manager's Office
Office of Management & Budget
1212912008 12:12 PM
Approved By
James V. Mudd
County Manager
Date
Board of County
Commissioners
County Manager's Office
12/29/2008 2:41 PM
file: / /C:\AgendaTest\ Export\121 - January %2013,% 202009 \10. %2000UNTY %20MANAGE... 1/7/2009
Approved:
Stephanie 'C. Kopelousos
Secretary
Agenda Item No. 10B
January 13, 2009
Page 4 of 27
Effective: April 5, 2007
Office: Systems Planning
Topic No.: 625 - 010 -021 -f
MEDIAN OPENING AND
ACCESS MANAGEMENT DECISION PROCESS
PURPOSE:
The purpose of this procedure is to provide direction for engineering decisions to
support deviation from median opening standards stated in Administrative Rule 14-
97.003(1), Florida Administrative Code (F.A.C.). This procedure will also provide
direction for handling access management decisions that cannot be handled at the
project or staff level. This procedure will help ensure consistent application of
established access management engineering practice statewide throughout the Florida
Department of Transportation Districts.
FOR FURTHER INFORMATION, CONTACT:
Mr. Gary Sokolow, (850) 414 -4912, Florida Department of Transportation, Systems
Planning Office, 605 Suwannee Street, Mail Station 19, Tallahassee, Florida 32399-
0450. Internet E -mail: gary.sokolow @dot.state.fl.us (Internal FDOT E -mail PL931GS.)
If phone number has changed, call the Forms and Procedures Office for the appropriate
contact (850) 414 -4450
AUTHORITY:
Section 335.18, Florida Statutes (F.S.), State Highway System Access Mgmt Act
Sections 338.001; 334.048(3), 20.23(3)(a), 335.02, Florida Statutes (F.S.)
Chapter 14 -96, Florida Administrative Code (F.A.C.)
Chapter 14 -97, Florida Administrative Code (F.A.C.)
SCOPE:
This procedure is intended to give guidance to District staff in making the best median
opening and access management decisions. There is guidance for staff as well as for
the District Access Management Teams. These teams are management led and are
responsible for making access management decisions when they cannot be made at
the staff level.
Agenda Item No. 10B
January 13, 2009
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625 - 010 -021 -f
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REFERENCES:
Median Handbook (Systems Planning Office)
Plans Preparation Manual (Topic No. 625 - 000 -005, Section 1.8)
Project Development & Environment (PD &E) Manual (Topic No. 625 - 000 -005, Chapters
8 and 9)
PRINCIPLES OF MEDIAN REVIEW
There are three essential principles that should be used when considering
deviations from median opening and signal spacing standards:
Traffic safety,
Traffic efficiency, and
Functional integrity
1.1 Safety of the total transportation system is paramount and should not be
compromised. The traffic efficiency and highway function of each road on the
State Highway System are also important and will be given various levels of
priority depending on highway classification according to Chapter 14-
97.003(2)(b), F.A.C.
It is also important to look at more than just the physical or engineering
impacts of these decisions. We should include a "big picture" look at the
decision. In many cases, this will involve working with the appropriate local
government and community groups. Other impacts that are also important
are impacts to neighborhood traffic, impacts to businesses, and community
impacts to those communities near roadways where our decisions have been
implemented.
1.2 When a freeway has an interchange with an at -grade arterial, the operations
of the freeway and the interchange ramps will take precedence over the
access issues on the at grade arterial cross street.
1.3 Deviations from the standards relating to median placement should show an
overriding benefit in safety or traffic operations or be shown not to degrade
traffic safety, traffic efficiency, or highway functional integrity.
1.4 The higher the access management class (as defined in Chapter 14- 97.003,
F.A.C.) the fewer deviations from standards should be allowed.
NOTE: On occasion even roads in lower access classifications may need
to be treated in a more "strict' sense due to special safety concerns of the
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January 13, 2009
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625 - 010 -021 -f
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corridor (such as high speed, high volume, and high left turn demand).
HIGHWAY HIERARCHY
1.5 The Florida Intrastate Highway System (FINS) shall have the strictest
adherence to the Access Management Standards. This strict adherence is
due to the fact that the FIHS is instituted to,
... provide a statewide transportation network that allows for high -speed
and high- volume traffic movements within the state. The primary function
of the system is to provide such traffic movements. Access to abutting
land is subordinate to this function, and such access must be prohibited or
highly regulated. Section 338.001(1), F. S.
On the FIHS, issues of traffic efficiency will play a more important role than for
other roads on the State Highway System.
1.6 Deviation from the standards shall be made under the direct supervision of a
Department Professional Engineer knowledgeable in access management
and traffic operations.
1.7 This process will also be used in the reevaluation of all median opening
locations in road design not yet constructed that do not meet the standards in
Administrative Rule 14 -97 or require additional public involvement.
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January 13, 2009
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625 - 010 -021 -f
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2. ACCESS MANAGEMENT DECISIONS IN DEPARTMENT
IMPROVEMENT PROJECTS
2.1 GENERAL PROVISIONS
2.1.1 Existing Features - Existing medians, median openings, driveways, traffic
signals and adjacent highway features will play a role in the decision on
median opening location. As stated in Rule Chapter 14- 97.003(1)(b), F.A.C.:
Permitted connections and those unpermitted connections exempted
pursuant to Section 335.187(1)(grand fathered), Florida Statutes, existing
median openings, and signals are not required to meet the interim standards
or the standards of the assigned classification. Such features will generally
be allowed to remain in place. These features shall be brought into
reasonable conformance with the standards of the assigned classification or
their interim standards where new connection permits are granted for
significant changes in property uses or as changes to the roadway design
allow.
2.1.2 Median opening analysis consisting of decisions to close, relocate or modify
existing median opening locations can be done on all projects and this
analysis is highly encouraged.
2.1.3 On major improvement projects, median opening analysis will be done as
early as possible, preferably no later than 30% plans.
2.1.4 Minor Public Street Intersections - Median openings are not automatically
provided where existing public streets intersect the State Highway System.
Median openings at these locations will be analyzed the same as all potential
median opening locations.
2.1.5 The more extensive a transportation improvement project, the more strict the
Department will be in the implementation of the standards. An example would
be greater effort to attain the median opening standards on a project that adds
through lanes rather than a resurfacing project.
2.1.6 The removal of large portions of restrictive medians is prohibited unless the
highway will be made significantly safer or if the highway would experience a
significantly higher level of operations without degrading safety. This decision
shall be documented in a traffic study signed and sealed by a Professional
Engineer.
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January 13, 2009
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625 - 010 -021 -f
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2.2 RESURFACING AND SAFETY PROJECT CONSIDERATIONS
2.2.1 The extent to which efforts are made to bring a roadway into greater
conformance to the standards on a resurfacing project would depend on the
circumstances of the project. These circumstances might include:
• Existing traffic problems
• Potential traffic problems
• Life of the project
• Crash experience
• Function of the highway
2.2.2 Technical justification (safety and /or operational) and public involvement are
just as important during a resurfacing project as they are in a major
construction project. Involving the public in the reasoning behind decisions will
remain a priority.
2.3 MEDIAN RETROFIT CONSIDERATIONS
2.3.1 Rural multi -lane highways, located in urban, suburban, or soon to be
suburbanized locations with primarily "bullet- nose" median opening design,
should be redesigned to have left turn storage, be closed, or be signed or
designed for turn prohibitions.
Retrofit of Rural Multilane Median
2.3.2 Existing seven lane sections will be given the highest priority for retrofit for
restrictive medians.
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January 13, 2009
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625 - 010 -021 -f
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2.3.3 Existing five lane sections exceeding 28,000 Average Annual Daily Traffic
(AADT) or higher, or those with a higher than usual crash rate will be given a
high priority for retrofit consideration.
3. CONSIDERATIONS FOR REVIEW OF DEVIATIONS FROM THE
MEDIAN OPENING STANDARDS
3.1 Approval of deviations shall be in harmony with the purpose and intent of the
Access Management Act, Section 335.18, F.S. and Chapter 14 -97, F.A.C.
protecting public safety, providing mobility, and preserving the functional
integrity of the State Highway System.
3.2 Deviations shall not be considered until the feasible options for meeting
access management standards are analyzed.
3.3 Requests for deviation from median opening standards must:
(A) provide documentation of unique or special conditions based upon
established engineering principles that make strict application of the
spacing standards impractical or unsafe; and
(B) provide documentation how the deviation would affect the traffic
efficiency and safety of the transportation facility; and
(C) be signed and sealed by a Professional Engineer knowledgeable in
traffic engineering; or
(D) be clearly beneficial or justifiable to the District Access
Management Review Committee. (See Section 6 for information
on this committee.)
NOTE: These requirements should not prevent any person from speaking directly to
the Review Committee about their concerns.
3.4 A deviation shall not be considered under any of the following conditions:
The geometrics preclude design as stated in the current Roadway and
Traffic Design Standards, Topic No. 625 - 010 -003 (also known as the
"Standard Index ") and the Plans Preparation Manual, Topic No. 625 -000-
005:
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January 13, 2009
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625 - 010 -021 -f
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From Standard Index #301
Design Speed' MPH
Entry Speed
Total Decel Distance "L"
35
25
145 ft.
45
35
185 ft.
50 Urban
40
240 ft.
50 Rural
44
320 ft.
55 Rural
48
385 ft.
Sometimes it may be appropriate to use the off -peak speed (average,
assumed or 85th percentile) for this speed.
• Sight distances for the proposed traffic movements would jeopardize safety,
• Where the provision of the median opening would cause any safety hazard, such
as queuing on freeways, railroad tracks, school pedestrian crossings, freeway
ramps or the functional area of the intersection,
• The hardship is self- created by the landowner or business,
• Any other deviation that would negatively impact safety, and
• The deviation would degrade the efficiency of the system.
3.5 RECOMMENDED QUEUE STORAGE LENGTH
Site or project specific projections of queue storage should be used at all
major or critical intersections. (Due to the variable nature of left turn demand,
actual turn volumes should be reviewed. Design should also be conservative
enough to handle some of the uncertainty in demand.)
Where left turn volumes are unknown, and expected to be minor:
Urban /suburban minimum = 4 cars or 100 ft (30 m)
Rural /small town minimum = 2 cars or 50 ft (15 m)
NOTE: Even small towns have major generators and streets with high turning volumes.
The 2 car or 50 ft (15 m) minimum queue would not be appropriate there.
Agenda Item No. 10B
January 13, 2009
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625 - 010 -021 -f
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(a) Median openings that allow traffic movement across left turn lanes shall not
be allowed.
— ®_
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prohibition Left tunn break a..... driver
Irr
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3.6 Median openings that allow the following movements should be avoided:
• Across exclusive right turn lanes
• Across regularly forming queues from neighboring intersections
Agenda Item No. 106
January 13, 2009
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3.7 Median openings should not be located in the perception- reaction area of a
signalized intersection. The functional area consists of distance traveled
during perception reaction time, plus deceleration distance, plus queue
storage. Reaction time may be used as follows:
Areas
Sec.
35 mph
45 mph
55 mph
Rural
2.5
130 ft
165 ft
200 ft
Suburban
2
100 ft
130 ft
160 ft
Urban
1.5
75 ft
100 ft
120 ft
3.8 An analysis of the proposed deviation should include the following:
• Alternatives to safely reroute traffic including "U" turns,
• Adequacy of maneuvering distances,
• Gap availability in the opposing traffic stream,
• Adopted plans to change the roadway design including adopted long range plans
or classification, and
• Ability to accommodate future growth and increasing traffic volumes.
NOTE: In some cases, where traffic growth is expected to be very slow,
short term traffic projections (to 5 years) may be a consideration in
the analysis.
• The potential for either relieving traffic or increasing "cut through" traffic or
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January 13, 2009
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625 - 010 -021 -f
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through established residential areas.
• Ability to maintain traffic progression during peak and off -peak periods (cycle
length, speed, and band width).
• Pedestrian safety.
3.9 Conditions that may be viewed favorably in evaluating a proposed median
opening deviation include:
• Opportunities to alleviate significant traffic congestion at existing or planned
signalized intersections,
• Opportunities to accommodate a joint access connection serving two or more
traffic generators,
• Existence of fixed control points such as bridges, waterways, parks, historic or
archaeological areas, cemeteries, and unique natural features,
• Where strict application of the median opening standards in Chapter 14-
97.003(1), F.A.C. would result in a safety, or traffic operational problem,
• Where directional openings would replace existing full service median opening.
3.10 A greater level of analysis and justification should be performed on deviation
requests for:
• Florida Intrastate Highway System facilities
• Access Class 2 or 3
• Full median openings and signal spacing
• Median openings in a high accident corridor or location, unless a safety benefit
can be clearly shown
• Situations where circulation can be provided through other alternatives
• Median openings and connections in the vicinity of freeway interchanges
4. MINOR DEVIATIONS FOR MEDIAN OPENINGS
Minor deviations are those that are 10% or less than the current spacing
standards in Chapter 14- 97.003(1) F.A.C. for signals and full median
openings.
4.1 Minor deviations need not be reviewed by the Access Management Review
Committee. Such deviations are those under the 10% threshold and are of
such inconsequential nature that the proposed median opening placement
substantially complies with the purpose and intent of the median opening
standards found in Administrative Rule 14 -97, F.A.C. Authority to approve
minor deviations shall be by a registered Professional Engineer as specified
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by the District.
NOTE: The 10% deviation figure is a customary figure for measuring
significance and does not necessarily replace an appropriate safety analysis.
4.2 A District may decide to have the Access Management Review Committee
review minor deviations.
4.3 Deviations for directional median openings will not be subject to the 10%
deviation threshold (it can be greater than 10 %) and the decision will be
based upon safety, geometric, and highway function. These deviations will
also be approved by a Professional Engineer.
5. CENTRAL OFFICE RESPONSIBILITY IN ACCESS
MANAGEMENT AND MEDIAN OPENING DECISIONS
5.1 Regular meetings (at least once a year) will be coordinated by Central Office
Planning staff. The purpose of these meetings will be to provide a forum for
all District staff analyzing median opening and access management
decisions.
5.2 Central Office Planning Staff will also coordinate efforts with other Central
Office staff involved in Access Management (such as Environmental
Management, Design, Construction, and Maintenance).
5.3 Central Office Planning will coordinate the development of analytical tools to
help District Offices with consistent evaluation of proposed deviations from
the access management standards.
6. DISTRICT ACCESS MANAGEMENT REVIEW COMMITTEE AND
PRINCIPLES OF WORKING WITH THE PUBLIC
6.1 A review process involving a multi - discipline Department team (called the
Access Management Review Committee) in each District will guide the
Department's actions in access management and median decisions through
all the Department's processes.
6.1.2 The District Secretary will appoint this Committee in each District that will hear
and consider concerns for access management and median opening
decisions.
6.1.3 Members of the Access Management Review Committees will be at least a
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Department head level position (such as, but not limited to, District Design
Engineer, District Planning Manager, District Maintenance Engineer, or District
Traffic Operations Engineer) to ensure the appropriate authority to resolve
issues.
6.1.4 At a minimum, the following issues must go to the Access Management
Review Committee.
• Accessibility, driveway, and median opening issues not resolved in
the District's Preliminary Review Process (see Section 6.3).
• Full movement median openings not meeting the spacing standards in
Administrative Rule 14 -97, F.A.C. by a threshold of 10% or more.
6.1.5 Each District will establish a fixed meeting schedule to accommodate
customer requests for meeting with the Committee.
6.1.6 Each District will designate a contact person for the Committee. The contact
person will be responsible for scheduling agenda items and making this
W information available to the public.
6.1.7 Each party who makes contact with, or is contacted by the Department
relative to access will be informed of the District's contact person and the
decision process.
6.1.8 All persons seeking a review by the Access Management Review Committee
will have the Committee's decision explained at the end of the meeting. The
written decision and explanation will be given in writing if requested.
6.1.9 Decisions involving the Florida Intrastate Highway System should include the
involvement of the appropriate staff person in the District Planning Office.
6.1.10 When an accessibility change is proposed, the Department, to the best of its
ability, will advise the impacted people and attempt to resolve the issues. The
Department Staff will also advise them of the access management review
process and the ability to work with the District Access Management Review
Team to resolve outstanding differences. The most appropriate employees to
inform people are usually those most closely related to the phase of work
being considered.
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6.2 GUIDANCE ON NOTIFICATION OF INTERESTED PARTIES
6.2.1 Any time there is an access change proposed, regardless of when the change
is proposed in the process, the property owners and occupants in the affected
area will be notified in a clear and easy to understand fashion.
6.2.2 The goal of this process is to inform and involve the public in any design
decision or roadway change (including resurfacing) that the public may feel
substantially affects them. Affected parties are not always narrowly defined
property owners within 300 feet of the centerline. Sometimes they may
include business operators, renters, neighbors from the surrounding areas, or
the driving public.
6.2.3 Generally, changes affecting less than 30 parties may be handled by smaller
informal meetings, personal visits, telephone conversations or a combination
of these.
6.2.4 The more individually a change might be felt the more individual the
notification and contacts will be. For example, if a change is being proposed
to a median opening during design, the affected people and businesses will
be contacted by an individual letter and a meeting will be proposed to air
opinions and work together for the best options for safety and accessibility.
6.2.5 The process throughout the state will be consistent so that anyone with
experience in one district will recognize the process and feel comfortable
working in any other district.
6.3 PRELIMINARY REVIEWS
Preliminary Reviews will be available, and highly encouraged, for all
interested parties to work on and resolve issues, if possible. The results of all
Preliminary Reviews will be available, if requested in writing.
6.4 Customer Quality Assurance
6.4.1 Central Office Planning and Design staff will assure that the process to make
access management and median opening decisions is consistent and timely
statewide through quality assurance reviews.
6.4.2 Customer surveys will give us an indication of how we are serving our
customers. See Section 7, Procedure for Record Keeping and Reporting,
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January 13, 2009
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625- 010 -021 -f
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of this procedure (see attached sample of Customer Survey). Customer
surveys will be made available to all persons using this process.
6.4.3 Central Office Systems Planning will coordinate the review of a sample of the
engineering decisions to assist in providing guidance on the best practices
and to assure consistency.
6.5 There will be customer participation at all levels of the access
management review process. Even though parties requesting deviations
will not always get what they want, they will always have an opportunity to
meet face -to -face with the appropriate Department staff. They will be given
an opportunity to express their concerns and suggest solutions to their
concerns.
6.6 The Department will take an active role in facilitating cooperation and
resolving access management and median opening issues by identifying
solutions such as:
Joint access for shared median openings or connections
Cross access agreements for shared access
Median locations to serve multiple parcels (even if not direct)
6.7 The Department will show flexibility and creativity in resolving access
management and median opening location issues.
6.7.1 The Department will be proactive in suggesting the most accommodating land
access consistent with safety and efficient operations of our roadways.
6.7.2 The Department will be proactive in bringing about joint access, cross access,
and joint access to medians.
6.7.3 The Department will attempt, through design and joint access features, to
serve the interests of all road users and affected parties.
6.7.4 The Department will grant deviations as appropriate, however any feature or
deviation approved is subject to future modifications in the event of
operational or safety concerns.
6.8 Early identification of access and median opening location in relation to
individual parcels should be completed during PD &E or before the right of
way phase.
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6.8.1 Any significant change to driveway access will be shown in plans or the
driveway will be replaced in the same location, width and configuration.
6.8.2 Access design and impacts to a right of way acquisition should be determined
prior to the right of way phase.
6.8.3 Changes to access details or decisions must be coordinated with District
Right of Way and General Counsel's Offices in addition to the Access
Management Review Committee.
7. PROCEDURE FOR RECORD KEEPING AND REPORTING
7.1 Customer Survey Forms (see sample Attachment) will be distributed to all
people who appear before the Access Management Review. This information
will be used in the evaluation of the process. The survey may change as
needs require and approved by a Central Office, Systems Planning
representative.
7.2 On an annual basis the Access Management Review Committee District will
compile a report on the activities and decisions of the Access Management
Review Committee. This report will be sent to the Central Office, Systems
Planning Office contact by the end of July for the past fiscal year. The report
will be in a format agreed to by the Central Office and District representatives
of the Access Management Review Teams.
8. QUALITY ASSURANCE REVIEWS OF THE PROCESS
8.1 Central Office Planning and Design staff will review the process in Districts to
determine compliance with this procedure. This will include review of the
reports included above along with interviews with District staff involved in the
process.
8.2 Periodically, input will also be requested from developers, attorneys, and
others who have been involved in the process for their comments, concerns,
and suggestions.
8.3 The process will be modified as necessary to meet the intended objectives of
the Department.
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9. TRAINING AND ASSISTANCE FROM CENTRAL OFFICE
The following training or guidebooks are available from the appropriate office:
Systems Planning Office
o Training on this procedure (half day)
o Median Handbook
o Median Handbook training (one half to one day - depending on need)
o A Public Involvement Handbook for Median Projects
o Public Involvement in Access Management (slide show)
Policy Planning
o Advanced Public Involvement Workshop (4 days)
o Overview of Public Involvement (half day to one day, depending on the
need)
Environmental Management Office
o Community Impacts Assessment - booklet from USDOT /FHWA
o Community Impact Mitigation - booklet from USDOT /FHWA
o Public Involvement Techniques for Transportation Decision Making -
published by USDOT /FHWA/FTA
10. FORMS
None
Agenda Item No. 10B
January 13, 2009
Page 20 of 27
625 - 010 -021 -e
Page 17 of 17
SAMPLE
ACCESS MANAGEMENT REVIEW CUSTOMER SURVEY
DATE:
NAME:
I agree that the Access Management Review Committee review was fair.
❑ ❑ ❑ ❑ ❑
0% 25% 50% 75% 100%
I agree that the terms and conditions are easily understood.
❑ ❑ ❑ ❑ ❑
0% 25% 50% 75% 100%
I agree that I have been treated with courtesy by Department staff in my pursuit of this
issue.
❑ ❑ ❑ ❑ ❑
0% 25% 50% 75% 100%
I agree that I got what I asked for from the Access Management Review Committee.
❑ ❑ ❑ ❑ ❑
0% 25% 50% 75% 100%
I agree that the time for my Review was sufficient.
❑ ❑ ❑ ❑ ❑
0% 25% 50% 75% 100%
I suggest revising the Review Process as follows:
Agenda Item No. 10B
January 13, 2009
Page 21 of 27
14- 97.003 Access Management Classification System and Standards.
(1) The Classification System and Standards. This section provides a seven classification access management system to be used
for all roads on the State Highway System. Single Category I connections, as defined in Rule Chapter 14 -96, F.A.C., with expected
peak hour two -way traffic of five vehicles or less may be exempt from the connection spacing requirements of this rule where the
proposed connection can be shown, as part of the application process, as not creating a safety or operational hazard. The Department
will, to the greatest extent possible, encourage joint use driveways and work with local governments to ensure individual residential
driveways on State Highways are kept to a minimum. This exemption also means that these minor connections will not be
considered in measuring the distance to other connections for their compliance with the spacing standards in this rule chapter. The
classification system and standards for each access class are shown on Figures 1 and 2.
SEE FLORIDA ADMINISTRATIVE CODE FOR "FIGURES 1 AND 2"
Interim standards as contained in subsection 14- 97.004(1), F.A.C., shall be effective for all segments of the State Highway System
until superseded by an adopted classification of the highway segment into one of the six controlled access classifications in this rule
chapter. Permit applications received after adoption of this rule chapter but before the classification of a highway segment is
adopted, shall be reviewed for consistency with the interim standards.
(a) Connection permit applications on controlled access facilities of the State Highway System received after that particular
segment of highway has been formally classified according to this rule chapter, shall be reviewed subject to the requirements of this
rule chapter pursuant to the permit application process of Rule Chapter 14 -96, F.A.C.
(b) For the purpose of the interim standards and for the assignment of an access classification to a segment of highway by the
Department pursuant to Rule 14- 97.004, F.A.C., permitted connections and those unpernitted connections exempted pursuant to
Section 335.187(1), . Florida Statutes, and existing median openings, and signals are not required to meet the interim standards or the
standards of the assigned classification. Such features will generally be allowed to remain in place. These features shall be brought
into reasonable conformance with the standards of the assigned classification or the interim standards where new connection permits
are granted for significant changes in property use, or as changes to the roadway design allow. Applicants issued permits based on
the interim standards as set forth in Rule 14- 97.004, F.A.C., shall not have to reapply for a new permit after formal classification of
the roadway segment unless significant change pursuant to Rule Chapter 14 -96 and Rule 14- 97.002, F.A.C., has occurred.
(c) A property that cannot be permitted access consistent with the interim standards as set forth in Rule 14- 97.004, F.A.C., or
connection spacing standards of the classification assigned to that particular segment of highway and which has no reasonable access
to the State Highway System, either directly or indirectly, as determined pursuant to the connection permit process, as defined in
Rule Chapter 14 -96, F.A.C., shall be issued a conforming permit by the Department or permitting authority for a single connection
pursuant to Rule Chapter 14 -96. If additional connections are requested and approved they shall be considered non - conforming and
shall contain restrictions pursuant to Rule Chapter 14 -96, F.A.C.
(d) Access class standards represent minimums for each access class. A more detailed, segment specific classification may be
enacted by the Department in cooperation with the appropriate local government entities through the adoption of individual Corridor
Access Management Plans pursuant to subsection 14- 97.004(5), F.A.C.
(e) The minimum connection and median opening spacings specified in this rule may not be adequate in some cases. Greater
distances between connections and median openings may be required by the Permitting Authority to provide sufficient site - specific
traffic operations and safety requirements. In such instances, the Permitting Authority shall document, as part of the response to an
application submitted pursuant to Rule Chapter 14 -96, F.A.C., a justification based on traffic engineering principles as to why such
greater distances are required.
(fl When a full median opening or non - restrictive median is reconstructed by the Department to allow for opposing left or U-
turns only, these openings shall be considered as one opening.
(g) Adjacent properties under the same ownership shall not be considered as separate properties for the purpose of the standards
associated with the access class of the highway segment but shall be deemed to be one parcel. Applicants requesting connections for
one or more adjacent properties under the same ownership may, however, as a part of the permit application process, request that the
properties be considered individually for connection permitting purposes. Such requests shall be included as part of the permit
application and shall provide specific analyses and justification of potential safety and operational hazards, associated with the
compatibility of the volume, type or characteristics of the traffic using the connection. Such properties and single ownership
properties with frontage exceeding the minimum standards of the assigned access class may not be permitted, pursuant to the permit
Agenda Item No. 10B
January 13, 2009
Page 22 of 27
application process in Rule Chapter 14 -96, the maximum number of connections, median openings, or signals possible based on the
spacing standards. The total number of connections permitted will be the minimum number necessary to provide reasonable access.
Lease hold interests existing prior to the effective date of this rule chapter or a bonafide contract for sale shall be considered as
separate ownership from the parent tract for the purpose of this rule chapter.
(h) The speed criteria referred to in Figure 2, Controlled Access Facilities, and in the interim standards means the speed limit
posted for the highway segment at the time of the highway access classification designation.
(i) Comer clearances for connections shall meet or exceed the minimum connection spacing requirements for the interim
standards or for access classifications 2 through 7 where the roadway segment has been assigned a classification. However, a single
connection may be placed closer to the intersection for the circumstances set forth in subparagraphs 14- 97.003(1)(i)l., 2., and 3.,
F.A.C., and pursuant to the permit application process of Rule Chapter 14 -96, F.A.C.
1. If, due to property size, comer clearance standards of this rule chapter cannot be met, and where joint access which meets or
exceeds the applicable minimum corner clearance standards cannot be obtained with a neighboring property or in the determination
of the permitting authority, is not feasible based on conflicting land use or conflicting traffic volumes /characteristics, then the
following minimum comer clearance measurements can be used to permit connections. Such properties, for the purpose of this rule
chapter will be called "isolated comer properties ".
2. In cases where connections are permitted under the criteria of the following minimum corner measurements, the permit will
contain the following additional conditions:
There will be no more than one connection per state road frontage.
b. When joint or alternate access which meets or exceeds the applicable minimum corner clearance becomes available, the
permittee will close the permitted connection, unless the permittee shows that such closure is not feasible because of conflicting land
use or conflicting traffic volumes /characteristics or existing structures which preclude a change in the existing connection.
3. The minimum corner clearance measurements for these isolated corner properties set forth in 1. above, shall be used for
isolated corner properties, as defined in this section, classes 3 through 7, inclusive, defined in subsection 14- 97.003(2), F.A.C., and
the interim standards defined in subsection 14- 97.004(1), F.A.C.
4. Comer Clearances for "isolated corner properties" are as follows:
Corner Clearance at Intersections With Restrictive Median
* Access Class 7 and Interim "Special Case" at 35 MPH or less, may use the measurements in parenthesis.
** Right In/Out, Right In Only, and Right Out Only connections on roads without restrictive medians shall, by design of the
connection, effectively eliminate unpermitted movements.
0) Connections and median openings on a controlled access facility located up to 1/4 mile from an interchange area or up to the
first intersection with an arterial road, whichever distance is less, shall be regulated to protect the safety and operational efficiency of
the limited access facility and the interchange area. The 1/4 mile distance shall be measured from the end of the taper of the ramp
furthest from the interchange.
1. The distance to the first connection shall be at least 660 feet where the posted speed limit is greater than 45 MPH or 440 feet
Access
Minimum
Position
Allowed
(Feet)
Approaching intersection
Right In/Out
115
Approaching intersection
Right In Only
75
Departing intersection
Right In/Out
230 (125)*
Departing intersection
Right Out Only
100
Without Restrictive Median
Access
Minimum
Position
Allowed
(Feet)
Approaching intersection
Full Access
230 (125)*
Approaching intersection
Right In Only **
100
Departing intersection
Full Access
230 (125)*
Departing intersection
Right Out Only **
100
* Access Class 7 and Interim "Special Case" at 35 MPH or less, may use the measurements in parenthesis.
** Right In/Out, Right In Only, and Right Out Only connections on roads without restrictive medians shall, by design of the
connection, effectively eliminate unpermitted movements.
0) Connections and median openings on a controlled access facility located up to 1/4 mile from an interchange area or up to the
first intersection with an arterial road, whichever distance is less, shall be regulated to protect the safety and operational efficiency of
the limited access facility and the interchange area. The 1/4 mile distance shall be measured from the end of the taper of the ramp
furthest from the interchange.
1. The distance to the first connection shall be at least 660 feet where the posted speed limit is greater than 45 MPH or 440 feet
Agenda Item No. 10B
January 13, 2009
Page 23 of 27
where the posted speed limit is 45 MPH or less. This distance will be measured from the end of the taper for that particular quadrant
of the interchange on the controlled access facility. A single connection per property not meeting this connection spacing standard
shall be provided, pursuant to the connection permit process as defined in Rule Chapter 14-96, F.A.C., if no reasonable access to the
property exists and if permitting authority review of the connection permit application provided by the applicant determines that the
connection does not create a safety, operational or weaving hazard pursuant to Rule 14- 96.007, F.A.C. In such cases, applications for
more than a single connection shall be examined as non - conforming connections pursuant to Rule 14- 96.009, F.A.C.
2. The minimum distance to the first median opening shall be at least 1320 feet as measured from the end of the taper of the
egress romp.
3. Connections and median openings meeting spacing standards still may not be permitted in the location requested in the
permit application pursuant to Rule 14- 96.007, F.A.C., and the criteria in Rule 14- 96.007, F.A.C., when the Department determines,
based on traffic engineering principles, that the engineering and traffic information provided in the permit application shows that the
safety or operation of the interchange or the limited access highway would be adversely affected.
(k) Traffic signals meeting signal warrants which are proposed at intervals closer than the standard for the access class for the
highway segment shall be considered by the Permitting Authority but shall only be approved where the need for such signals is
clearly demonstrated for the safety and operation of the highway based on Permitting Authority review of the traffic and signal
information provided by the applicant in the connection permit application pursuant to Rule Chapter 14 -96, F.A.C.
(2) Access Class Description and Standards. The access classification system and standards are shown in Figures I and 2.
(a) Access Class 1, Limited Access Highways. These highways do not provide direct property connections. Highways in this
class provide for efficient and safe high speed and high volume traffic movements, serving interstate, interregional, and intercity,
and, to a lesser degree, intracity travel needs. Federal -Aid Interstate highways and Florida's Turnpike are typical of this Class. The
interchange spacing standards, based on the Area Type the highway is passing through, are for the through lanes or main line of the
facility. Interchanges with limited access collector distributor systems do not have to meet these standards, however such
connections shall be approved by the Department and FHWA utilizing the Interchange Justification Report Process. In addition to
meeting the spacing standards, new interchanges to the Interstate Highway System shall be to other public roads only and warranted
based on an engineering analysis of the operation and safety of the system. An Interchange Justification Report pursuant to Section
III, Title 23 USC, must be prepared by the applicant and approved by the Department and FHWA prior to any new connections to
the Interstate Highway System being constructed.
1. New interchange requests must be consistent, to the maximum extent feasible, with adopted local government comprehensive
plans and MPO transportation plans.
2. For proposed new interchanges on the Interstate Highway System, the applicant must update a Department and FHWA
approved master plan (if applicable) if the interchange is not part of the plan or if the Department determines that a major change in
the land use or traffic has occurred since approval of the master plan. After approval of the master plan update by the Department
and FHWA, the applicant must prepare an Interchange Justification Report for concurrence by the Department and approval by
FHWA prior to the new interchange being approved.
3. Based on an engineering study, prepared by the applicant, documenting why existing interchanges cannot be utilized, why
alternative transportation system improvements are not economically, environmentally or socially acceptable and an analysis of the
impact of the proposed new interchange on the safety and operation of adjacent interchanges and the limited access facility.
Interchanges not meeting the spacing standards can be considered, however, such interchanges will only be approved by the
Department and the Federal Highway Administration if the need for the interchange is clearly demonstrated, alternative
transportation system improvements are determined not to be feasible, the use of existing interchanges including improvements to
arterial roads leading to the interchange and necessary interchange improvements are shown as not feasible and the addition of the
interchange does not cause an operational or safety problem on the limited access facility.
(b) Access Classes 2 through 7, General Description. The Access Management Classifications for controlled access highways
(Classes 2 through 7) are arranged from the most restrictive (Class 2) to the least restrictive (Class 7). Generally the highways
serving areas without existing extensive development or properties without subdivided frontages will be classified at the top of the
range (Classes 2, 3, and 4). Those roadways serving areas with existing moderate to extensive development or subdivided properties
will generally be classified in the lower classes of the range (Classes 5, 6, and 7). The standards for each class are further defined
where the posted speed limit is greater than 45 MPH or where the posted speed limit is 45 MPH or less.
1. Access Class 2. These are highly controlled access facilities distinguished by the ability to serve high speed and high volume
Agenda Item No. 10B
January 13, 2009
Page 24 of 27
traffic over long distances in a safe and efficient manner. These highways are distinguished by a system of existing or planned
service roads. This access class is distinguished by a highly controlled limited number of connections, median openings, and
infrequent traffic signals. Segments of the State Highway System having this classification usually have the access restrictions
supported by local ordinances and agreements with the Department.
2. Access Class 3. These facilities are controlled access facilities where direct access to abutting land will be controlled to
maximize the operation of the through traffic movement. This class will be used where existing land use and roadway sections have
not completely built out to the maximum land use or roadway capacity or where the probability of significant land use change in the
near future is high. These highways will be distinguished by existing or planned restrictive medians and maximum distance between
traffic signals and driveway connections. Local land use planning, zoning and subdivision regulations should be such to support the
restrictive spacings of this designation.
3. Access Class 4. These facilities are controlled access highways where direct access to abutting land will be controlled to
maximize the operation of the through movement. This class will be used where existing land use and roadway sections have not
completely built out to the maximum land use or roadway capacity or where the probability of significant land use change in the
near future is high. These highways will be distinguished by existing or planned non - restrictive median treatments.
4. Access Class 5. This class will be used where existing land use and roadway sections have been built out to a greater extent
than those roadway segments classified as Access Classes 3 and 4 and where the probability of major land use change is not as high
as those roadway segments classified Access Classes 3 and 4. These highways will be distinguished by existing or planned
restrictive medians.
5. Access Class 6. This class will be used where existing land use and roadway sections have been built out to a greater extent
than those roadway segments classified as Access Classes 3 and 4 and where the probability of major land use change is not as high
as those roadway segments classified Access Classes 3 and 4. These highways will be distinguished by existing or planned non-
restrictive medians or centers.
6. Access Class 7. This class shall only be used in urbanized areas where existing land use and roadway sections are built out to
the maximum feasible intensity and where significant land use or roadway widening will be limited. This class shall be assigned
only to roadway segments where there is little intended purpose of providing for high speed travel. Access needs, though generally
high in those roadway segments, will not compromise the public health, welfare, or safety. Exceptions to standards in this access
class will be considered if the applicant's design changes substantially reduce the number of connections compared to existing
conditions. These highways can have either restrictive or non - restrictive medians.
Specific Authority 334 044(2), 335,188 FS. Lai lniplemented 334.044(10)(a), 335.188 FS. History -New 2- 13 -91.
Agenda Item No. 10B
January 13, 2009
Page 25 of 27
TECHNICAL MEMORANDUM CH2MHILL
Dual Northbound Left Turn Lanes at CR 951 and S. Business
Circle
PREPARED FOR: Nick Casalanguida, Collier County
PREPARED BY: Framed Choudhary, CH2M HILL
COPYTO: Claudine Auclair, Collier County
DATE: January 6, 2009
CH2M HILL was assigned the task of determining the northbound left turn lane
requirement at the intersection of CR 951 /Collier Boulevard and South Business Circle.
This signalized intersection, as depicted below, is located approximately one half mile south
of Davis Boulevard intersection and approximately 600 feet north of the Forest Glen
Boulevard.
TECH MEMO DUAL N81-T LANES AT CR 951 AND S BUSINESS CIRCLE.DOC
Agenda Item No. 10B
DUAL NORTHBOUND LEFT TURN LANES AT CR 951 AND SJ 9TAOB5Ve*QuL2009
age ZU Of 27
The intersection of Collier Boulevard and South Business Circle provides access to traffic to
and from the south on Collier Boulevard to developments around Market Street and
Business Circle. The following elements were taken into consideration for determining the
northbound left turn lane requirement at this intersection:
Bypass Traffic
As evident from the location map, the connection between Market Street and Business Circle
provides an opportunity for traffic to and from the south on Collier Boulevard and for
traffic to and from the west on Davis Boulevard and Radio Road to bypass the heavily
congested and failing intersection of Collier Boulevard and Davis Road. This diversion will
significantly increase the northbound left turn traffic at the intersection of Collier Boulevard
and South Business Circle. With the anticipated growth in the area, a significant volume of
traffic is expected to avail the bypass opportunity. This diversion will provide much needed
relief to the intersection of Collier Boulevard and Davis Boulevard. The volume of diversion
is presently unknown but it can be safely assumed that 25% of the northbound left turn
volume at Davis Boulevard intersection would use the subject intersection to avoid the
congestion at Davis Boulevard. The 2006 traffic count at Davis Boulevard shows
approximately 200 vph for the northbound left turn movement (Collier Blvd Corridor Study
prepared by KHA in October 2006) and is projected to be approximately 500 vph by the year
2030. Based upon assumed 25% diversion, more than 100 vph will be diverted to the
northbound left turn movement at the South Business Circle intersection by the year 2030.
Wal -Mart SuperCenter (Westport Commerce Center)
The Westport Commerce Center comprising of commercial and industrial land uses is
anticipated to contribute approximately 150 vph to the northbound left turn movement.
This estimate is based on the ITE trip generation and the assumed trip distribution
documented in a traffic study conducted by Kimley -Horn and Associates, Inc. in February
of 2002. With the anticipated growth in the area, the northbound left -turn volume at the
subject intersection is likely to increase. Assuming a nominal growth of 2% for the
northbound left -turn movement, the northbound left -turn volume would be approximately
250 vph by 2030.
Mystique and Davis Crossing Developments
In addition to the Westport Commerce Center, the Mystique multi- family residential
development and Davis Crossing commercial development is anticipated to increase the
northbound left -turn volume at the subject intersection. The two developments will
generate approximately 900 trips during the PM peak hour with approximately 50%
inbound and 50% outbound split. Most of the trips to and from the south are likely to
utilize the northbound left0tum lane at the subject intersection. These two developments
would likely contribute more than 100 trips for the northbound left -turn movement.
Assuming a nominal growth of 2% for the northbound left -turn movement, the northbound
left -turn volume would be approximately 150 vph by 2030.
TECH MEMO DUAL NBLT LANES AT CR 951 AND S BUSINESS CIRCLE.DOC
Agenda Item No. 10B
DUAL NORTHBOUND LEFT TURN LANES AT OR 951 AND SJU ASU CAidLE -2009
age £T0T 27
Through Volumes on Collier Boulevard
The Collier County AUIR for 2007 shows approximately 2000 vph on Collier Boulevard at
the subject intersection. Once again, considering a nominal growth of 2 %, the directional
through volumes on Collier Boulevard would exceed 3000 vph by the year 2030 and would
be approaching the 6 -lane LOS E capacity of the roadway. Due to the proximity of the
subject intersection to the Davis Boulevard intersection and to the I -75 interchange, the flow
of traffic along Collier Boulevard would require longer bandwidth for signal coordination
and traffic progression. This means that more green time would be required for through
movements on Collier Boulevard. Dual northbound left-turn lanes at the subject
intersection would provide the opportunity to allocate more green time to the northbound
and southbound through movements on Collier Boulevard.
Northbound Left -Turn Lane Requirement
Considering the elements discussed above, the northbound left turn volume at the
intersection of Collier Boulevard and South Business Circle is likely to exceed 500 vph by
the year 2030. As a rule of thumb, dual left tam lanes should be provided for left -tum
demand exceeding 300 vph. Additionally, in order to provide acceptable traffic progression
along Collier Boulevard, more green time will he required for the through movements on
Collier Boulevard which can be achieved by providing dual northbound left -turn lanes at
the subject intersection.
TECH MEMO -DUAL NBLT LANES AT CR 951 AND 8 BUSINESS CIRCLE.DOC