Agenda 02/10/2009 Item #10C
Agenda Item No. 10C
February 10, 2009
Page 1 of 30
EXECUTIVE SUMMARY
Recommendation to deny the petitioner's request for a rednction 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 tnrn 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 6000 I.
CONSIDERATIONS: The Collier Boulevard improvement project currently under
construction has gone through a significant public involvement process and conducted 30%
design, 60% design and 90% design public review meetings. No challenges were raised at any
stage of the design review process. Each public meeting outlined a closed median at Forest Glen.
On December 2, 2008, Jim Dishinger (the "petitioner"), representing the Forest Glen Golf &
Country 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 m1erial 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. Additionally, Forest Glen has another access point ofT of Beck Boulevard that provides
access to all movements and directions.
When widening a roadway to six lanes it becomes necessary to close median openings that
carmot meet the criteria for a signal in order to preserve the safety and welfare of the traveling
public. The entrmlce 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 Bllsiness Circle South primarily serves Wal-Mart at this time; however, when the
improvemcnts arc madc to Davis Boulcvard latcr this year and Market Street is also signalized,
considerable bypass traffic to avoid thc 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-hack turn lanes as requested is possible but
undesirable from a traffic safety standpoint and advised against in Topic No. 625-01O-021-fand
the Florida Administrative Code 14-97:003(1). As well, the clualleft tum provides for the ability
to reduce the signal phasing cycle for the left turns and, therefore, maintains operational
efficiency on Co llier 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. Additional meetings were held
with the Forest Glen HOA or their engineer on January 8, 2009, January 22, 2009 and most
Agenda Item No. 10C
February 10. 2009
Page 2 of 30
recently January 26, 2009. Various proposals and options were discussed and a final design
compromise was agreed upon with Forest Glen HOA and their engineer. The compromise
included staffs recommendation to include the relocation of the south bound turn laIJe north in
the current construction project as a change order and the extension of the Forest Glen north
bound turn lane as an obligation of the HOA. Unfortunately, neither party was able to commit to
the fiscal responsibilities for the construction changes associated with the compromise.
Transportation staff suggested that large vehicles that find it undesirable to navigate the u-tums
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
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 mediml.
Further widening of CR95 1 to the west to provide the width for an additionaltum 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 with stairs recommendation. However,
should the BCC direct staff to modify the location of the south bound left turn lane and add
additional pavement to the north bound right turn lane there would be additional costs ranging
from $150K to $350K; depending on the limits of the reconstruction aIJd pennitting
requirements.
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 Bom-d action.-SRT
GROWTH MANAGEMENT IMPACT: There is no impact to the Growth Management Plan.
RECOMMENDATION: The Forest Glen HOA has so far dcclincd to pay anything towm-ds thc
estimated costs of redesigning and modifying this road project. Accordingly, unless and until
they agree to help fund these changes, staff recommends 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/Nick Casalanguida,
Director, Transportation Planning
Attachments: 1) Topic No. 625-01 0-021-f; 2) Florida Administrative Code 14-19.003; 3) Design
Firm Technical Memorandum
Item Number:
Item Summary:
Meeting Date:
Page I of 1
Agenda Item NO.1 OC
February 10, 2009
Page 3 of 30
COLLIER COUNTY
BOARD OF COUNTY COMMISSIONERS
10C
This item to be heard at 11 :00 a.m 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)
2/10/2009 90000 AM
Prepared By
Nick Casalanguida
Transportation Services
MPO Director
Transportation Planning
Date
1/29/200911:14:24 AM
Approved By
Jeff Klatzkow
County Attorney
Assistant County Attorney
County Attorney Office
Date
Approved B)'
1/291200911 :22 AM
Norm E. Feder, AICP
Transportation Services
Transportation Division Administrator
Transportation Services Admin.
Date
11291200911:38 AM
Approved By
Scott R. Teach
County Attorney
Assistant County Attorney
County Attorney Office
Date
1129/20091 :13 PM
Approved By
Najeh Ahmad
Transportation Services
Director
Date
Transportation Engineering &
Construction Management
1129120092:27 PM
Approved B.y
Pat Lehnhard
Transportation Services
Executive Secretary
Transportation Services Admin
Date
1129120094:01 PM
Date
Approved By
OMS Coordinator
County Manager's Office
OMS Coordinator
Office of Management & Budget
1/3012009 B:43 AM
Approved By
Mark Isackson
County Manager's Office
Budget Analyst
Office of Management & Budget
Date
1130120092:08 PM
Approved By
Susan Usher
County Manager's Office
Senior Management/Budget Analyst
Office of Management & Budget
Date
21112009 1 :50 PM
Date
Approved By
James V. Mudd
Board of County
Commissioners
County Manager
County Manager's Office
212120093:45 PM
file://C:IAgendaTestIExportll 23-February%20 I 0,%20200911 0.%20COUNTY%20MANAGE... 2/4/2009
Agenda Item NO.1 OC
February 10, 2009
Page 4 of 30
Approved:
Effective: April 5, 2007
Office: Systems Planning
Topic No.: 625-010-021-f
fL~~~
Stephanie . Kopelousos
Secretary
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 Gode (FAG.). 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 FOOT E-mail PL931 GS.)
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 (FAC.)
Chapter 14-97, Florida Administrative Code (FAC.)
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. 10C
February 10, 2009
Page 5 of 30
625-010-021-f
Page 2 of 17
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)
1. 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), FAC.
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
----_.~-- -~_. ,.------.---
Agenda Item No. 10C
February 10, 2009
Page 6 of 30
625-010-021-f
Page 3 of 17
corridor (such as high speed, high volume, and high left turn demand).
LESS
FLEXIBILI
t
INTRASTATE
ARTERIALS
-- THRU TRAFFIC
~ - ~ MOVEMEfIT ~ -
-- -- -- -
INTERSTATE
OTHER
ARTERIALS
COLLECTORS
ACCESS ROADS
LOCAL ROADS
HIGHWAY HIERARCHY
1.5 The Florida Intrastate Highway System (FIHS) 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 playa 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.
Agenda Item No. 10C
February 10, 2009
Page 7 of 30
625-010-021-f
Page 4 of 17
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 playa role in the decision on
median opening location. As stated in Rule Chapter 14-97.003(1)(b), FAC.:
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.
Agenda Item No. 10C
February 10, 2009
Page 8 of 30
625-010-021-f
Page 5 of 17
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.
---------------------------------.------------------------------------------------------------
Modification neede,\
\
old median
---------------------------------------------------------------------------------------------
Retrofit of Rural Multilane Median
2.3.2
Existing seven lane sections will be given the highest priority for retrofit for
restrictive medians,
2.3.3
3.
3.1
3.2
3.3
Agenda Item No. 10C
February 10, 2009
Page 9 of 30
625-010-021-f
Page 6 of 17
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.
CONSIDERATIONS FOR REVIEW OF DEVIATIONS FROM THE
MEDIAN OPENING STANDARDS
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, FAC.
protecting public safety, providing mobility, and preserving the functional
integrity of the State Highway System,
Deviations shall not be considered until the feasible options for meeting
access management standards are analyzed.
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:
Agenda Item No. 10C
February 10, 2009
Page 10 of 30
625-010-021-f
Page 7 of 17
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 385ft.
*
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:
Urbanlsuburban 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.1 OC
February 10, 2009
Page 11 of 30
625-010-021-f
Page 8 of 17
(a) Median openings that allow traffic movement across left turn lanes shall not
be allowed,
-E--
J:--
..-J6.~ / )
~.
---------~----------~==~~: ~
[J[] ~ OJ ~ IlOiJ
Left turn break prohibition - Major violation of driver expectancy
---- -- ----- -------- ----- ----- ----- ---------- ----- ----- ----- ----
/' J
/ /__---"TIC[)
---------------------------
-~mm--~~DF~--~- ~
---- ---Dr =..---mmrn---fij----
r
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.1 OC
February 10, 2009
Page 12 of 30
625-010-021-f
Page 9 of 17
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
~ Physical Area
I:~';:'I Functional Are
Storage
: Deceleration
~ Reaction
r
Prohibition of
Median Break
FunctionaVPhysical Boundary of Intersection
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
Agenda Item No. 10C
February 10, 2009
Page 13 of 30
625-010-021-f
Page 10 of 17
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) FAC. 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
Agenda Item NO.1 OC
February 10, 2009
Page 14 of 30
625-010-021-f
Page 11 of 17
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 Comrnittee
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
Agenda Item No. 10C
February 10, 2009
Page 15 of 30
625-010-021-f
Page 12 of 17
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
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.
Agenda Item No. 10C
February 10, 2009
Page 16 of 30
625-010-021-f
Page 13 of 17
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,
6.4.3
6.5
6.6
6.7
6.7.1
6.7.2
6.7.3
6.7.4
6.8
Agenda Item No. 10C
February 10, 2009
Page 17 of 30
625-010-021-f
Page 14 of 17
of this procedure (see attached sample of Customer Survey). Customer
surveys will be made available to all persons using this process.
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.
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.
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)
The Department will show flexibility and creativity in resolving access
management and median opening location issues.
The Department will be proactive in suggesting the most accommodating land
access consistent with safety and efficient operations of our roadways.
The Department will be proactive in bringing about joint access, cross access,
and joint access to medians.
The Department will attempt, through design and joint access features, to
serve the interests of all road users and affected parties.
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.
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.
Agenda Item No. 10C
February 10, 2009
Page 18 of 30
625-010-021-f
Page 15 of 17
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.
Agenda Item No. 10C
February 10, 2009
Page 19 of 30
625-010-021-f
Page 16 of 17
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/FHWAlFTA
10. FORMS
None
Agenda Item NO.1 OC
February 10, 2009
Page 20 of 30
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.
o
0%
o
25%
o
50%
o
75%
o
100%
I agree that the terms and conditions are easily understood.
o
0%
o
25%
:J
50%
:J
75%
:J
100%
I agree that I have been treated with courtesy by Department staff in my pursuit of this
issue.
:J
0%
:J
25%
:J
50%
:J
75%
:J
100%
I agree that I got what I asked for from the Access Management Review Committee.
o
0%
:J
25%
:J
50%
:J
75%
:J
100%
I agree that the time for my Review was sufficient.
:J
0%
:J
25%
:J
50%
:J
75%
:J
100%
I suggest revising the Review Process as follows:
Agenda Item No. 10C
February 10, 2009
Page 21 of 30
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.AC., 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 I 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 unpermitted 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 cla"lsification 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 perrllit 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 pmiicular 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 contormmg 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 repre.;;ent 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.
(f) When a full median opening or nonRrestrictive median is reconstructed by the Depatiment 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 pemlitted, pursuant to the permit
Agenda Item NO.1 OC
February 10, 2009
Page 22 of 30
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)1., 2., and 3.,
F.A.C., and pursuant to the permit application process of Rule Chapter ] 4~96. 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 comer 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 corner properties".
2. In cases where connections are permitted under the criteria of the following minimum comer measurements, the permit will
contain the following additional conditions:
a. 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 comer 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 comer clearance measurements for these isolated comer properties set forth in 1. above, shall be used for
isolated comer 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 comer propel1ies" are as follows:
Corner Clearance at Intersections With Restrictive Median
Access Minimum
Position
Approaching intersection
Approaching intersection
Departing intersection
Departing intersection
Allowed
Right In/Out
Right In Only
Right In/Out
Right Out Only
\Vil.huul Re.slriclive Iv:iedian
Access
Allowed
FuJI Access
Right Tn 011ly**
Full Access
Right Out Only**
(Feet)
lt5
75
230 (125)*
100
Position
Approaching intersection
Approaching intersection
Departing intersection
Departing intersection
Minimum
(Feet)
230 (125)*
100
230 (125)*
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.
U) 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. 10C
February 10, 2009
Page 23 of 30
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 pennit process as defined in Rule Chapter 14-96, F.A.C., ifoo 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 ramp.
3. Connections and median openings meeting spacing standards stilI 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 Pernlitting 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 1 and 2.
(a) Access Class 1, Llmited 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 FHW A 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 FHW A 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 FHW A
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 FHW A, the applicant must prepare an Interchange Justification Report for concurrence by the Department and approval by
fInV A prior to the new inten:hange 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, altemative
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 :rv1PH 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. 10C
February 10, 2009
Page 24 of 30
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 segmenL<;; classified as Access Classes 3 and 4 and where the probability of major land use change is not as high
as those roadway segment<;; 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 shalJ only be used in urbanized areas where ex isting 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 applicanfs design changes substantially reduce the number of connections compared to existing
conditions. These highways can have either restrictive or non-restrictive medians.
Specific Authoriry 334.044(2), 335. J 88 FS La.... implemented 334.044(1 O)(a), 335. i 88 FS. History-Ne\{.' 2- i 3-91.
Agenda Item No. 10C
February 10, 2009
Page 25 of 30
TECHNICAL MEMORANDUM
CH2MHILL
Northbound Left Turn Lanes at CR 951 and Business Circle
South Intersection
PREPARED FDR:
Nick Casalanguida, Collier County
PREPARED BY:
Framod Choudhary, CH2M HILL
COPY TO:
Claudine Auclair, Collier County
DATE:
J an uary 22, 2009
CH2M HILL was assigned the task of determining the northbound left turn lane
requirement at the intersection of CR 951!Collier Boulevard and Business Circle South. 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_NBLT LANES AT CR 951 AND BUSINESS C\RCLE $. INTERSECTION_REVISED
Agenda Item NO.1 OC
February 10, 2009
NORTHBOUND LEFT TURN LANES AT CR 951 AND BUSINESS CIRCLE SOUTH INT~~()f 30
The intersection of Collier Boulevard and Business Circle South 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 Business Circle South. 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 Boulevard Corridor
Study prepared by KHA in October 2006) and is projected to be approximately 400 vph by
the year 2030, Based upon assumed 25% diversion, approximately 100 vph will be diverted
to the northbound left turn movement at the Business Circle South intersection by the year
2030.
Wa/-Mart SuperCenter (Westport Commerce Center)
The VVestport 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 ~ tr~ffic study conducted by Kimley-llom 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 lefHurn volume would be approximately
250 vph by 2030. Please see the traffic projections below.
TECH MEMO_NBL T LANES AT CR 951 AND BUSINESS CIRCLE S_ INTERSECTION_REVISED
2
Agenda Item No. 10C
Februa 10, 2009
NORTHBOUND LEFT TURN LANES AT CR 951 AND BUSINESS CIRCLE SOUTH INT f 30
Year Gr. Rate Northbound Southbound Eastbound Westbound
R T L 1'1 R T U(3} R T L (3) R T L
2005 (1l 0 1,873 142 9 1,480 49 76 0 214 0 0 0
2030 2% 0 3073 233 15 2428 80 125 0 350 0 0 0
2030 5% 0 6343 481 30 5012 164 257 0 723 0 0 0
Traffic Projection for Collier Blvd & Business Circle South Intersection
(1) Obtained from the Traffic Study for Walmart Supercenter prepared by Kimley Horn & Associates in February 2002.
(2) Combined the NBll at Business Circle South and NBL T allhe directional NBL Tal Business Circle North. The north access does not appear 10 be an
access that would be used by regular traffic considering the layout of the Walmart development It will mosllikely be used by supply trucks which will not be
during the peak hour
(3) It can be reasonably assumed that not all traffic entering the Walmart's north and center entrances through a SB right-in movement will make a U-turn at
Bussiness Circle South. Therefore, 50% of this traffic has been assigned to the EB left-turn at Business Circle South intersection.
TECH MEMO_NBlT LANES AT CR 951 AND BUSINESS CIRCLE S. INTERSECTION_REVISED
3
Agenda Item NO.1 OC
February 10, 2009
NORTHBOUND LEFT TURN LANES AT CR 951 AND BUSINESS CIRCLE SOUTH INT~~of 30
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. The trip generation from this development as obtained
from the TIPS program developed by FOOT is shown in the table below.
TIPS PM Peak
Sttelnformlltion
Name of Development Davis Crossing & Mystique
Adjacent Highway PassBy Information
Northl South Roadway
".
Unl! Single
Converts Trip Rate U.. Directional Trip
lTECode Land Type #Unlls IndependentVatlable tCRate 10" PerUnl1 Trips ~I.trlb~~~ Generation
'" 0",
230 Resiaential CondominiumrrOWllhouse 160 dwellm units 0 1 0.55 8B 067 0.33 59 29
B20 Sho m Center 1489755 feet rassleasablearea 0 1000 5.464 '" 048 052 391 '"
Totals
902
450 452
Most of the trips to and from the south are likely to utilize the northbound left-turn lane at
the subject intersection. These two developments would likely contribute approximately
225 trips (450/2~225) to the northbound left-turn movement. Assuming a nominal growth of
2% for this northbound left-turn volume, the northbound left-turn volume would be
approximately 370 vph by 2030.
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 6-1anc LOS E capacity of thc roadway, Duc to the proximity of the
subject intersection to the Davis Boulevard intersection and to the 1-75 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 lhrough
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.
Forest Glen Boulevard Traffic Assumptions
The Forest Glen Development located on the east side of Collier Boulevard consists of 999
single family detached housing and is serviced by two access points one of which is on
Collier Boulevard and the other on Beck Boulevard. The Collier Boulevard access driveway
is located 600 feet south of the Business Circle South intersection on Collier Boulevard. The
TECH MEMO_NBL T LANES AT CR 951 AND BUSINESS CIRCLE S. INTERSECTION_REVISED
4
Agenda Item No. 10C
Februa 10, 2009
NORTHBOUND LEFT TURN LANES AT CR 951 AND BUSINESS CIRCLE SOUTH INT f 30
trip generation from this development as obtained from the TIPS program developed by
FDOT is shown in the table below,
TIPS PM Peak
Adjacent Highway PassBy Information
North! South Roadway
Site Information
Name of Development Forest Glen
ouil
.It" Single
Independent Converts Trip Rate Us. Directional TrIp
ITE Code Land Type # Units Variable Ie Rate lion Per Unit Trips Distribution Generalt~on
In -lOut In Out
210 S-inole-Famil Detached Housin 999 dwellin units 0 1 0852 B51 0.63 0.37 536 315
851
536 315
Totals:
Assuming that the trips are equally distributed between the two access points and along
Collier Boulevard, this development will contribute 134 southbound left turn and 134
northbound right turn trip (536/2) entering the development from Collier Boulevard. These
volumes have been utilized to evaluate this access point 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 Business Circle South is likely to exceed 700 vph by
the year 2030 (100 from bypass traffic, 233 from West Port Commerce Center, and 370 from
Mystique and Davis Crossing). As a rule of thumb, dual left turn lanes should be provided
for left-turn demand exceeding 300 vph. Additionally, in order to provide acceptable traffic
progression along Collier Boulevard, more green time will be required for the through
movements on Collier Boulevard which can be achieved by providing dual northbound left-
turn lanes at the subject intersection,
Turn Lane Analysis
The posted speed limit on Collier Boulevard is 50 mph. Considering this as the Design
Speed, 240 feet of deceleration and taper length (135 + 105~240) will be required for the turn
lanes on Collier Boulevard. If northbound left turn lane at Business Circle South
intersection were to be put along with the southbound left turn lane at Forest Glen
Boulevard intersection, the total deceleration and taper length required will 480 feet. The
spacing between these two intersections is approximately 600 feet. This leaves only 120 foot
space for storing both the northbound and southbound left turn traffic. Therefore, the
southbound left turn lane operating under STOP control at the unsignalized intersection of
Collier Boulevard and Forest Glen Boulevard should be eliminated to provide storage for
the northbound left turn lane operating under signal control at the intersection of Collier
Boulevard and Business Circle South. Per the desif{l1 standards, this arranl{ement is needed
today irresvective of a sinllle or dual northbound left turn lanes at the Business Circle
South intersection.
TECH MEMO_NBl T LANES AT CR 951 AND BUSINESS CIRCLE S. INTERSECTION_REVISED
5
Agenda Item No. 10C
Februar 10, 2009
NORTHBOUND LEFT TURN LANES AT CR 951 AND BUSINESS CIRCLE SOUTH INT f 30
Not withstanding the above fact, a Simtraffic simulation of the projected traffic volumes at
the intersection of Business Circle South and Forest Glen Boulevard was conducted. This
task was undertaken to determine the queue lengths for the northbound and southbound
left turn movements. The northbound left-turn queue lengths were determined for single
and dual left turn lanes under varying left-turn traffic demands starting from 300 vph in 100
vph increments up to a maximum of 700 vph projected for the year 2030. The remaining
traffic volumes were kept constant including the southbound left turn volume into Forest
Glen Boulevard. The table below summarizes the queue lengths obtained from the traffic
simulation,
Left Turn Lane Queue Analysis
Movt. No. of 95th Percentile Queue Lengths (ft)
Lanes 300 vph 400 voh 500 vph 600 vph 700 voh
NBLT(11 1 361 486 445 426 426
2 230 210 340 386 435
SBLT(21 1 227 230 227 227 224
(1) Northbound left turn lane at the intersection of Collier Blvd and Business Circle South
(2) The Southbound left turn lane at the intersection of Collier Blvd and Forest Glen Blvd was
evaluated for 134 vph with one lane and dual NB left turn lanes at Business Circle South.
Note: The analysis was conducted using Simtraffic simulation program. The model was run for
one full hour and the 95th percentile queue lengths were obtained from it.
The queue lengths for the northbound left turn movement under single and dual left turn
lanes scenarios indicate the need to eliminate the southbound left turn into Forest Glen
Buulevard tu accommudate the nurthbound left turn queues. Without the elimination of thIS
southbound left turn lane, the northbound left turn aueue will svill on to the northbound throu?h
lane and si\!nificantly affect the flow of traffic on Collier Boulevard. In addition, the traffic
simulation shows that the southbound left turn aueue would also svill On to the southbound throufh
lanes and affect the flow of traffic in the southbound direction. The westbound left turn movement
from Forest Glen Boulevard will also exverience inordinate delaus raisin\! safety concerns. The
ri'Ovensitu of a drivel' to take more risk increases with the increase in delall which can result in safety
bein? comvromised at the intersection.
It is important to note that the simulation was conducted only for Business Circle South and
Forest Glen Boulevard intersections on Collier Boulevard, Any failure at the Davis
Boulevard intersection can further worsen the operations at Business Circle South resulting
in longer queues than documented in the table above.
TECH MEMO_NBL T LANES AT CR 951 AND BUSINESS CIRCLE S. INTERSECTION_REVISED
6