i 75 university pkwy interchange fdot plan
DESCRIPTION
FDOT plan for I-75/University Parkway interchange at http://goo.gl/maps/oGquMTRANSCRIPT
Project Location
I-75 Corridor:� From north of Fruitville Road to
north of University Parkway
� Approximately 3.5 mi
University Parkway Corridor:� From Cooper Creek Boulevard/
Cattleman Road to Market Street/
Limits
Sarasota CountyMP 39.344
to
MP 42.615
Manatee CountyMP 0.000
to
MP 0.324
Cattleman Road to Market Street/Lake Osprey Drive
� Approximately 1.0 mi
2
ScopeInterim I-75 Widening
andUltimate
Interchange
Project Timeline
Alternatives Alternatives PublicPublic
WorkshopWorkshop
Step 1Step 1PD&EPD&E
Step 2Step 2Preliminary Preliminary
EngineeringEngineering
Step 3Step 3RightRight--ofof--Way Way
AcquisitionAcquisition
(if required(if required)
Step 4Step 4ConstructionConstruction
Public Hearing
June 2009
Location Design Concept
Acceptance
(LDCA) for the
recommended Build Alternative on December 8,
2011
3
SepSep
20072007
WorkshopWorkshopPublic Public
Meeting Meeting PublicPublicHearingHearing
AprApr
20122012AprApr
20162016TBDTBD TBDTBD
Notice to Proceed
April 16, 2012
Public MeetingMay, 2014
Need for Project
� Provide relief from existing and projected traffic congestion
� Improve the safety of the highway
� Provide a hurricane / emergency evacuation route
� Increase regional connectivity
180,000
200,000
8 Lane Capacity
10 Lane Capacity
I-75 Improvements Consistent with:
I-75 Engineering / Multi-Modal Master Plan
Sarasota-Manatee County Long Range Transportation Plan (LRTP)
4
0
20,000
40,000
60,000
80,000
100,000
120,000
140,000
160,000
2011 2015 2025 2035
An
nu
al A
vera
ge D
ail
y T
raff
ic (
AA
DT
)
YearI-75 S. of University Pkwy I-75 N. of University Pkwy
6 Lane Capacity
8 Lane Capacity
PD&E Interchange Alternatives
� Preliminary Alternatives – Advanced
Existing – Add Lanes Add NB-WB Loop Diverging Diamond Interchange
All PD&E Alternatives Reanalyzed during the Design Pursuit
� Preliminary Alternatives – Not Advanced *
* Other alternatives produced acceptable levels of service without increasedconstruction and right-of-way costs associated with the flyover structure
5
EB-NB Flyover EB-NB Flyover & NB-WB Loop
Interchange Traffic Analysis
I-75 University ParkwayUltimate 10-Lane Four Lane
System Interchange
Configuration
Existing Add
Lanes
Add NB-WB
LoopDDI
Add EB-NB
Flyover
Add Loop and
Flyover
Mainline LOS C/D C/D C/D C/D C/D
Ramp LOS B/C B/C B/C B/C B/C
Ramp Termini LOS D/E C/D C/D B/D B/D
DDI provides more
left turn green time which minimizing
potential for
backups and
reduces density entering I-75
Reduced
Delay and
Annual
Savings
6
Overall Interchange Delay
Vehicle Hours of Delay
Alternative AM PM TotalReduction in Vehicle-
Hours of Delay
Annual Cost
Savings
($M)
Rank
No-Build 660.2 628.6 1288.8 0 0 0
Add Lanes to Existing Diamond
Interchange292.6 307.0 599.6 689.2 8.8 5
Northbound to Westbound Loop 245.3 205.0 450.3 838.5 10.7 4
Diverging Diamond Interchange (DDI) 177.9 157.1 335.0 953.8 12.2 1
Eastbound to Northbound Flyover 209.1 152.2 361.3 927.5 11.9 3
Northbound to Westbound Loop and
Eastbound to Northbound Flyover188.5 163.1 351.6 937.2 12.0 2
Loop and Flyover Alternatives improve one
movement with little consideration to
other movements
Least Delay Time and Highest Annual Savings
Interchange Analysis – Other Factors
Reduced
Impacts
DDI provides Comparable LOS
with No ROW Costs
DDI provides
Comparable LOS with Less
Environmental
Impacts
I-75 University Parkway
Ultimate 10-Lane
Four Lane System
Interchange Configuration
Existing
Add
Lanes
Add
NB-WB
Loop
DDIAdd EB-NB
Flyover
Add Loop
and Flyover
Environmental
Wetlands Low Low Low Low Low
Habitat Medium High Medium Medium High
Species Low Low Low Low Low
Contamination Low Low Low Low Low
ROW
Residential None None None None None
Commercial None Medium None Medium Medium
Other None None None Medium Medium
Roadway Costs Medium High Low High High
7
Construction
Roadway Costs Medium High Low High High
Structures Costs Low Low Low High High
Maintenance of Traffic Medium Medium Medium High High
Other Factors – Quantitative Evaluation Criteria
Factors Low Medium High
Wetlands 0-5 Acres 5-10 Acres 10+ Acres
Habitat 0-10 Acres 10-20 Acres 20+ Acres
Protected Species Mitigation not Anticipated Mitigation is ExpectedMitigation is Difficult and
Costly
Contamination Based on Contamination Risk Potential Rating (CRPR)
ROW Impacts 0-5 Parcels 5-10 Parcels 10+ Parcels and Size
Roadway Costs $100-$125 M $125-$150 M > $150 M
Structure Costs < $20 M $20-$30 M > $30 M
Maintenance of Traffic Limited/No DetoursTemporary Pavement and
Minor Short DetouringMajor Detours and Closures
DDI provides a Comparable LOS
with Less Construction
Cost
Interchange Analysis – Other Factors
� DDI Enhances Vehicular, Pedestrian, and Bicyclist Safety• Traffic Conflict Points - DDI – 14 points; Diamond 26 points
� Reduces crash rate and severity – 68% crash reduction
� 97% of Drivers feel safer
• Reduces Vehicular Delay – DDI - Two Phase; Diamond Four Phase
I-44 & Route 13 DDI Performance
Evaluation
Completed by
HDR
Highlighted Results from the I-44 & Route 13
DDI Performance
Study
Safety
8
Phase� Reduces Interchange Delay by 15%-60%
• Improves freeway flow by reducing density of entrance ramp traffic
• Provides Capacity for High Volumes of Left-Turn Movements � Increases Overall Capacity by 10% -30%
• Improves Pedestrian Safety – Shorter Crossings with Signal Protection� 80% of Users say Pedestrian and Bicycle Movement is Safer
Study
Interchange Analysis
RECOMMENDATION – The Diverging Diamond Interchange
• Comparable level of service
• Improved delay times
• Reduced right-of-way costs
• Reduced construction costs
• Reduced environmental impacts
• Safest interchange for vehicles, pedestrians and bicyclists
FDOT Approved Diverging Diamond
Interchange at 1-11-12 Scoping
Meeting
• Safest interchange for vehicles, pedestrians and bicyclists
9
N
University
Parkway
Project Timeline
Alternatives Alternatives
PublicPublic
Step 1Step 1PD&EPD&E
Step 2Step 2Preliminary Preliminary
EngineeringEngineering
Step 3Step 3RightRight--ofof--Way Way
AcquisitionAcquisition
(if required(if required)
Step 4Step 4ConstructionConstruction
Location Design Concept
Acceptance
(LDCA) for the
recommended Build Alternative on December 8,
2011
Public Hearing
June 2009
10
SepSep
20072007
PublicPublic
WorkshopWorkshop Public Public
Meeting Meeting PublicPublicHearingHearing
AprApr
20122012AprApr
20162016TBDTBD TBDTBD
Notice to Proceed
April 16, 2012
Public MeetingMay, 2014
2012 2013 2014 2015 2016
Design Schedule
Design Survey
R/W Survey & Mapping
Phase I Design
Phase II Design
NTP April 16, 2012Public Meeting
May, 2014
Notice to
Proceed April 16, 2012
11
Phase II Design
Phase III Design
Phase IV Design & Final Plans
Noise Walls
Geotechnical
Permitting
Utilities and ITS
Final Plans
March 21, 2016
Value Engineering
Public Meeting
May 2014
Final Plans March 21, 2016
I-75 Existing Typical
� Three 12-ft lanes in each direction
� 12-ft inside and outside shoulders (10-ft paved)
� 88-ft median
� Open drainage
� Acceptable LOS through 2014
LOS D
is acceptable for the Interstate
� Acceptable LOS through 2014
12
I-75 Ultimate Typical Section
� Two Special Use Lanes in each direction (potential managed lanes)
� Three General Use Lanes in each direction
� 64-ft Median (Multi-Modal Envelope)
� Northbound Auxiliary Lane
LOS D is acceptable for
the Interstate
� Northbound Auxiliary Lane
� Acceptable LOS through 2035
13
I-75 Interim Typical Section
� Widen One Lane to the Inside
� Advantages• Initial Roadway Cost Savings compared to the Ultimate - $28.9M
• New lane aligns with the ultimate typical section inside lane –minimizes “throw-away” – Future Savings
• Minimizes impacts to ITS Design Build Project – Savings TBD
• Minimizes impacts to existing signs - $243K
FHWA Median
Crossovers on Florida Interstate
Highways – 9/14/07
M.P. 40.312
• Minimizes impacts to existing signs - $243K
• Acceptable LOS through 2025
14
I-75 Interim Improvements
� 8-Lanes (Interim)
� Potential Noise Barrier
� Emergency Crossover
� Wildlife Crossing – Errie Canal Bridges
15
I-75 Interim Improvements
� No Right-of-Way for Stormwater Management Facilities
� I-75 Lanes Transition - Ultimate General Use Location
� I-75 Bridges over University Parkway – Ultimate General Use Location
� Ultimate Interchange – Minus Special Use Lanes and Bridges
16
University Parkway Interchange Typical
� Widen/Reconstruct University Parkway
� University Strategic Intermodal System (SIS) criteria
� Variation for design speed • Existing Posted Speed Limit = 45 mph
FDOT PPM - 50 mph minimum for SIS urban arterials
AASHTO – 30 mph on urban arterials
• Existing Posted Speed Limit = 45 mph
• Existing Variation for 35 mph for DDI
17
University Parkway Improvements
� Diverging Diamond Interchange - Ultimate Interchange
� Additional through lane on University Parkway between Cattlemen Road/Cooper Creek Boulevard and Lake Osprey Drive/Market Street
� No R/W Anticipated
� No Modification to Existing Access Anticipated
18
DDI Traffic Operations – EB University and NB I-75
DDI crossings eliminate all turning
movements from
the signalized intersections
All left turn movements occur without crossing oncoming traffic
Traffic on
University
Parkway crosses paths twice
University University
N
19
Results in fewer traffic signal phases
and greater traffic capacity
Results in far fewer conflict points,
reducing number and severity of
crashes
University
ParkwayUniversity
Parkway
DDI Traffic Operations – WB University & SB I-75
Traffic on
University Parkway crosses
paths twice
DDI crossings
eliminate all turning
movements from the signalized intersections
All left turn movements occur without crossing oncoming traffic
University University
N
20
Results in fewer traffic signal phases
and greater traffic capacity
Results in far fewer conflict points,
reducing number and severity of
crashes
University
Parkway
University
Parkway
Video – SR 92 & I-15
21
Bicycle Accommodation
� Bike Lane to right of outer lane
� Key Holes provided at right turn lane and on-ramps
� Off-Ramp Crossing protected by signal control
NUniversity
Parkway
22
Key Hole at Right TurnKey Hole at On-Ramp
Signal Protection at Off-Ramp
Pedestrians Treatment
� Common Practice to keep pedestrians to outside
� Conflicts with left turn onto on-ramp
� Unsafe condition with limited sight distance due to bridge abutment
Safety
Concern
23
NUniversity
Parkway
Pedestrians Treatment
� Pedestrian Accommodations in Median
� Barrier Protected Median
� Six of Eight Crossing Signal Protected
� 80-90% public approval
Improved
Safety
NUniversity
Parkway
24
Public Involvement
� Community Awareness Plan
� Project Website – Not Yet Rolled Out
• www.I-75_Sarasota-Manatee.com
� Public Meetings
• Meeting #1 (60% Design)• Meeting #1 (60% Design)• May 2014
25
Comments
Kevin S. Ingle, P.E.FDOT Project Manager, FDOT District One
801 North Broadway Avenue
P.O. Box 1249
26
P.O. Box 1249
Bartow , Florida 33831
(863) 519-2740