MEMORIAL CAUSEWAY BRIDGE FEASIBILITY STUDY REPORT
Memorial Causeway Bridge
Feasibility Study Report
prepared for the
City of Clearwater
by
@,
HDR Engineering, Inc.
Tampa, Florida
in cooperation with the
Florida Department of
Transportation, District 7
July 1995
,.
C-~ o;-7-9~
#
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August 8, 1995
Ms. Elizabeth Deptula
Clearwater City Manager
10 South Missouri Avenue
PO Box 4748
Clearwater FL 34618-4748
SUBJECT:
Clearwater Memorial Causeway Bridge
Feasibility Study - Agreement Between City
and Engineer for Professional Services
Dated October 21, 1994
COPIES TO.
COMMISSION
AUG ~e 1995
PHt~s
CLERK I ATTORNEY
Dear Ms. Deptula:
Enclosed are 15 copies of our final feasibility report for the subject study, as per our agreement.
We have enjoyed working with the city on this project, and we hope to continue working with you
on various follow-up studies. We will be giving a brief presentation to the commission on August
17 concerning options for follow-up work, including bridge ownership and funding alternatives, etc.
If you have any questions, please call me at (813) 282-2340.
Sincerely yours,
HDR Engineering, Inc.
)~~~
Douglas Butler, P.E.
Project Manager
Enclosures: Final Report Copies (15)
cc: Richard J. Baier, P.E.
HDR Engineering, Inc.
W\TRANSPOR\MEMCSWY\8_0895L T.DOC
Suite 300
5100 W. Kennedy Boulevard
Tampa, Florida
33609-1840
Telephone
813287-1960
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MEMORIAL CAUSEWAY BRIDGE
FEASIBILITY STUDY REPORT
TABLE OF CONTENTS
Section
Pa2e No.
1.0 SUMMARy................................................... ....... 1-1
2.0 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
3.0 EXISTING PHYSICAL CONDITIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1 Roadway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.2 Bridge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.3 Environmental. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
4.0 EXISTING OPERATIONAL CONDITIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1 Traffic: Existing and Historical ............... . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2 Levels of Service ............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.3 Bridge Opening Frequencies ....................................... 4-2
4.4 Bridge Malfunctions ............................................. 4-3
5.0 FUTURE TRAFFIC CONDITIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.1 Traffic Projections ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2 Projected Levels of Service ...................................... . . 5-1
6.0 NEED FOR THE PROJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1 Bridge Functional Obsolescence & Safety ............................ 6-1
6.2 Economic Analysis - "No-Build" Alternative vs. High-Level Fixed Bridge .. 6-1
7.0 DESCRIPTION OF ALTERNATIVES .................................... 7-1
7.1 No-Build Alternative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.2 Build Alternatives ............................................... 7-1
7.2.1 Four-Lane vs. Six-Lane Bridge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.2.2 Design Criteria & Typical Sections. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.2.3 Mid-Level Bascule Bridge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.2.4 Four-Lane High-Level Alternatives ............................7-4
7.2.5 Six-Lane High-Level Alternatives. . . . . . . . . . . . . . . . . . . . . .. . . . . . . 7-6
8.0 EVALUATION OF COSTS AND IMPACTS............................... 8-1
8.1 Construction and Right-of Way Costs and Relocations .................. 8-1
8.2 Environmental Impacts ........................................... 8-1
8.2.1 Wetlands ................................................ 8-2
8.2.2 Wildlife and Habitat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8.2.3 Traffic Noise ............................................. 8-3
8.2.4 Visual................................................... 8-4
8.2.5 Cultural Resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8.2.6 Section 4(f) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8.2.7 Contamination............................................ 8-5
8.2.8 Floodplain ............................................... 8-6
8.3 Traffic Circulation / Level of Service ................................ 8-6
8.4 Socioeconomic Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
9.0 RECOMMENDED ALTERNATIVES FOR FURTHER STUDy................ 9-1
10.0 PUBLIC INVOLVEMENT ACTIVITIES................................. 10-1
10.1 First Public Meeting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10-1
10.2 Second Public Meeting .......................................... 10-3
10.3 Other Coordination ............................................. 10-8
11.0 DESIGN AND CONSTRUCTION-RELATED ISSUES. . . . . . . . . . . . . . . . . . . . .. 11-1
11.1 Stormwater Management. . . . . . . . . . . . . . . . . .. . . . . . . . .. . . . . . . . . . . . . .. 11-1
11.2 Utilities.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 11-1
11.3 Bridge Structure Alternatives ..................................... 11-2
11.4 Bicycles and Pedestrians ......................................... 11-5
11.5. Channel Relocation ............................................. 11-6
11.6 Maintenance of Traffic During Construction. . . . . . . . . . . . . . . . . . . . . . . . .. 11-6
11.7 Wind Loading on Vehicles ....................................... 11-8
12.0 REFERENCES... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12-1
13.0 APPENDICES................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13-1
A. Preliminary Concept Plans
B. Traffic Analysis Data: HCS Printouts, etc.
C. Right-of- Way Cost Estimate Summary Forms
D. Benefit-Cost Analysis Printouts
E. Bridge Opening Frequency Data
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LIST OF EXHIBITS
Follows
No. Title Pai:e No.
2-1 Location Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-1
2-2 Study Area Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-3 The Three "Primary" Corridors .......................... . . . . . . . . . . . . . . . . . 2-1
3-1 Estimated Existing Design Speed ......................................... 2-1
3 - 2 Wetland Areas ........................................................ 3 - 3
4-1 AADT Estimates for 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4-2 Seasonal Variation in Traffic on the Causeway (By Weeks) . . . . . . . . . . . . . . . . . . . . . 4-1
4-3 Day-to-Day Variation in Traffic .......................................... 4-1
4-4 Hourly Variation of Causeway Traffic--Comparison of 4 Days .................. 4-1
4-5 Historical AADT Estimates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4-6 Bridge Openings By Month. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4-7 Average Bridge Openings By Time of Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4-8 Durations of Bridge Openings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4-9 Bridge Malfunctions By Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
5-1 Memorial Causeway Historical and Logarithmic Projected Counts ............... 5-1
5-2 Recommended Year 2020 AADT Traffic Projections. . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-3 Recommended Year 2020 Directional Design Hour Volumes (PM Peak) .......... 5-1
6-1 Benefit-Cost Analysis Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
7-1 Proposed Design Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
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7-2 Proposed Typical Sections. . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7-3 Cost Estimate for a Mid-Level Bascule Bridge (4-Lane) ....................... 7-2
7-4 Estimated Heights of Sailboats Docked Within Project Vicinity ................. 7-2
8-1 Right-of-Way & Construction Cost Estimates for 6-Lane Alternatives ............ 8-1
8-2 Right-of-Way & Construction Cost Estimates for 4-Lane Alternatives ............ 8-1
8-3 Alternatives Evaluation Matrix ........................................... 8-1
8-4 Estimated Wetland Impacts (Acres) ....................................... 8-1
8-5 Noise Receptor Locations .........................................,..... 8-3
8-6 Noise Levels and Predicted Changes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8-7 Cultural Resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8-8 Geometric Improvements Assumed for Capacity Analysis . . . . . . . . . . . . . . . . . . . . . . 8-6
8-9 Predicted Intersection Levels of Service .................................... 8-6
11-1 Existing or Proposed Utilities ........................................... 11-1
11-2 Comparison of Structural Alternatives .................................... 11-4
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1.0 SUMMARY
A total of nine (9) different alternatives were evaluated for replacing the existing Memorial
Causeway (S.R. 60) bridge:
. Six 4-lane high-level fixed bridge alternatives
. Three 6-lane high-level fixed bridge alternatives
The costs and impacts of these are summarized in the Evaluation Matrix (Exhibit 8-3). Drawings
of these alternatives are included in Appendix A. (A mid-level bascule bridge was also evaluated
but it is not recommended for further study because the frequency of bridge openings would not be
significantly reduced and it would have traffic and aesthetic impacts similar to the high-level fixed-
bridge alternatives.)
Traffic circulation impacts are not included in the Matrix. From a traffic standpoint, the three
"primary" alternatives from best to worst are P4 (or P4A), C4, and D4.
The issue of whether a new bridge should be four lanes or six lanes may be resolved in late 1995
when the MPO is scheduled to complete the update of their long range transportation plan. For now,
six-lane alternatives are included, but their costs and impacts are significantly higher than those
associated with the four-lane alternatives.
Based upon the factors listed in the evaluation matrix, the following alternatives are recommended
for further study, in the preferred order:
4-Lane Alternatives
P4A (4-lane bridge connecting to Pierce Blvd.)
. Second least costly alternative
. No wetland (seagrass & mangroves) impacts
. Section 4(f) impacts to Coachman Park unlikely
. Channel relocation not required
. Works the best from a traffic standpoint
P4 (4-Lane bridge connecting to Pierce Blvd.)
. Advantages similar to those of P4A except channe~ relocation would be
required and it's more costly than P4A.
D4 (4-lane bridge connecting to Drew Street)
. Most compatible with currently proposed downtown redevelopment plan
. Least visual impacts
6-Lane Alternatives
P6A (Six-lane bridge connecting to Pierce Blvd.)
. Least costs and impacts of the three six-lane alternatives studied.
1-1
1-2
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Alternative D6 (six-lane bridge connecting to Drew St.) was not studied but may have to be
considered if it is determined that the bridge must be six lanes. (Drew Street in downtown
is currently only four lanes.)
An economic analysis was also conducted to determine if the proposed bridge replacement proj ect
is justified from an economic standpoint, considering all expected costs and benefits (reductions in
road user costs as a result of a new bridge). The resulting benefit/cost ratio of 1.35 indicates that the
proposed project is desirable from a purely economic standpoint.
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2.0 INTRODUCTION
The purpose of this report is to present HDR Engineering's findings concerning the feasibility and
cost of replacing the Memorial Causeway (SR 60) Bridge located west of downtown Clearwater.
A study was conducted to determine the feasibility of replacing the existing bascule bridge with
either a higher bascule or a high-level fixed-span bridge. The study area is bounded by Drew 81. on
the north side, Chestnut St. on the south side, Ft. Harrison 81. on the east side, and Island Way on
the west side (Exhibits 2-1 and 2-2).
The four-lane divided Memorial Causeway (8R 60) is the primary link between Clearwater mainland
and Clearwater Beach/Island Estates. Clearwater Beach is a major tourist and recreation destination,
and Island Estates is a large residential community which also includes office and retail uses.
The study was funded by the City of Clearwater; however, FDOT retained an oversight role since
the existing bridge is state-maintained and it is located on State Road 60 (Memorial Causeway).
Corridor alternatives studied included tie-ins to Drew Street, Cleveland Street, and Pierce Boulevard
(Exhibit 2-3). In addition, various combinations ofthe three primary alternatives were considered,
as well as both four-lane and six-lane bridge alternatives. The general objective is to provide a safe,
cost-effective bridge which is aesthetically compatible with the downtown Clearwater and
Clearwater Beach area utilizing public input to the greatest extent possible.
Following the completion ofthis feasibility study, if the City Commission decides to proceed with
the project, future work could include a project development and environmental (PD&E) study,
followed by design, right-of-way acquisition, and construction.
2-1
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3.0 EXISTING PHYSICAL CONDITIONS
3.1 Roadway
Memorial Causeway (SR 60) is a rural four-lane divided highway with a 40-foot depressed
landscaped median and 10- foot grassed shoulders. The lanes are 11 feet wide.
SR 60 is classified as an urban principal arterial by the Florida Department of Transportation
(FDOT). It is classified as access management Class 3 by FDOT.
The existing bridge profile is estimated to have a design speed of approximately 30 miles per
hour (mph) based on current design standards (Exhibit 3-1). The existing profile utilizes
maximum grades of 6.0 percent on each approach.
EXHIBIT 3-1
ESTIMATED EXISTING DESIGN SPEED
.............................. ......................... ........................................ ...........................................
t&.'..11
....................,......................,....
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Sag
300
500
240
6.0
12.0
6.202
50
41
38
35
30
Crest
Sag
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I Existing curve data taken from the bridge "as-built" plans.
2 Based on Tables 2.8.5 and 2.8.6 in the FDOT Plans Preparation Manual. The overall design speed is estimated
to be approximately 30 mph.
Cleveland Street (SR 60) is also classified as an urban principal arterial by FDOT. It has
50 feet of pavement and curb and gutter. It is presently striped as two-lane divided with
parallel on-street parking on each side.
Drew Street, a city-maintained street in this area, is generally four-lane undivided with curb
and gutter. The striping scheme varies throughout the downtown area. The lanes are 10 feet
in width, like most of the traffic lanes in the downtown area.
Pierce Boulevard is a four-lane undivided urban arterial which ties directly into the Court
Street and Chestnut Street one-way pair system. Court and Chestnut are two-lanes each west
of Oak Avenue (Exhibit 2-2 above) and three lanes each east of Oak Avenue. The horizontal
3-1
3-2
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curves on Court Street and Chestnut Street west of Oak Avenue have estimated design
speeds of less than 30 mph based upon current design standards.
3.2
Bridge
The existing Memorial Causeway Bridge (bridge no. 150044) consists of a 110 foot long
steel bascule center span with 18 fixed approach spans. The total length is 1024 feet and the
total out-to-out width is 57.6 feet.
The bridge cross-section includes raised 5-foot sidewalks on each side and four 10-foot travel
lanes with a 2-foot raised center divider. The bridge roadway width curb to curb is 44 feet.
The approach spans consist of a reinforced concrete deck slab supported by prestressed
concrete beams and piles. The approach spans are 45 feet long on the west side of the
bascule span and 50 feet on the east side.
The bridge was constructed in 1963 making it 32 years old in 1995. It was last inspected on
August 8, 1994. Its condition is rated as "functionally obsolete" with a sufficiency rating of
55.9, due to the lack of shoulders and a median. Condition ratings for the bridge based on
the latest inspection are as follows:
Deck. . . . . . . . . . . . . . . . . . 7 ..... "good condition"
Superstructure ..........6 ..... "satisfactory condition"
Substructure .. . . . . . . . . . . 7 ..... "good condition"
Channel &
Channel Protection .... 6 ..... "satisfactory condition"
The bridge is not posted for weight restrictions.
Current bridge appraisal ratings are as follows:
Structural Evaluation . . . . . 6 ..... "satisfactory condition"
Deck Geometry ......... 2 ..... "critical condition"
Waterway Adequacy .....8 ..... "very good condition"
Approach Roading
Alignment . . . . . . . . . . . 8 ..... "very good condition"
Scour Critical Bridges .... 6 ..... "satisfactory condition"
3.3
Environmental
There are four types of natural communities present within the project area. These
communities and their major constituents include estuarine grass beds (shoal grass -
Halodule wrightii), estuarine tidal marsh (saltmarsh cordgrass - Spartina alterniflora),
estuarine tidal swamp (white mangrove - Laguncularia racemosa), and estuarine
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unconsolidated substrate, which includes the intracoastal waterway (Exhibit 3-2). The
wetland limits were field verified on March 29 and May 10, 1995. Seagrass beds were
identified and delineated through the use of underwater reconnaissance. These vegetated
wetland communities provide habitat for diverse wildlife communities including shore birds,
wading birds, fish, and marine mammals. Various fish and other species are dependant upon
the nursery function of these dynamic estuaries. Vegetated estuarine wetlands improve and
maintain water quality by stabilizing sediments, storing and assimilating nutrients, and
filtering particulate matter suspended in the water column.
3-3
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4.1
4.2
----.....----,
4.0 EXISTING OPERATIONAL CONDITIONS
Traffic: Existine and Historical
As part of the traffic analysis and report phase of the study, estimates of existing annual
average daily traffic (AADT) were made based on counts collected from a variety of sources
(Reference 4-1). AADT estimates for 1994 are shown in Exhibit 4-1. The 1994 AADT on
Memorial Causeway (east of Island Way) was estimated by HDR Engineering, Inc. to be
approximately 37,900 vehicles per day (VPD). Additional data regarding peak hour turning
and pedestrian volumes are given in the traffic report (Reference 4-1).
Existing seasonal variation in traffic on the Causeway is very significant (Exhibit 4-2). For
1994, weekly averages ranged from a low of 31, 400 VPD to a high of 50,400 VPD, a
variation of approximately 60 percent! Typical day-to-day and hourly traffic patterns are
illustrated in Exhibits 4-3 and 4-4, respectively.
Historical AADT estimates for the downtown Clearwater area and Memorial Causeway are
illustrated in Exhibit 4-5, based on count data provided by FDOT. Traffic on the Causeway
has slowly been increasing although somewhat erratically. Volumes .on Cleveland Street
have generally declined over the years, except for the last 3 years of data. Traffic volumes
on Drew Street east of Ft. Harrison have declined slightly or remained fairly constant,
depending on the time frame. Historical count data were not available for Pierce Boulevard.
Levels of Service
The estimated level of service (LOS) in 1994 for the four-lane causeway slightly exceeded
LOS C, yielding LOS D, based FDOT's generalized AADT LOS tables (based on AADT =
37,900 VPD & Group A arterial; Reference 4-2). This ignores any effects of bridge
openings, which further degrade the LOS.
Existing intersection levels of service based on current highway capacity methodology and
using counts taken in December 1994 are as follows:
Intersection
Drew St. / Pierce Blvd. / Cleveland
Drew St. & Ft. Harrison St.
Cleveland St. & Ft. Harrison St.
Court St. & Ft. Harrison St.
Chestnut St. & Ft. Harrison St.
Est. LOS
C
D
B
B
B
4-1
...,
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v v ..... m
C\I . C\I .
LO ..... 0 M
...... ......
Cleveland Sf. ) ~ ~
~ 0.148 ~ <.- 7.45 ~ 1.07 ~
.- 6.9917.26 ~ 17.1 1.91 j ~ 6.93~
r 0.123 18.4 ~ 7.26 -+ '" 1.63
11.2 -+ .495 ~ 8.81 ~
~ CD~ t (
M ~ O! 12
..... 0 0 .
~ .1iI..... 26.
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..- 5.41rn
.. 2.32
....\ t
18.4
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EXHIBIT 4-1 - AADT ESTIMATES FOR 1994 (1000's VPD)
~
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__________________ 28.6
~~~ ~ [J
< ....- 6.86 ....J ... ~ ~
2.05 J ~ 1.29
11.3 ~2.15 -+ ~ 3.25~ 11.1
.255 1 .- 1.80
~ t ~ 4.73~
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10.9 -~
~ Total Approach Volume
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---.---_.__---~ 32.0
File: 94ADTEST.xLS
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EXHIBIT 4-3 - DAY-TO-DAY VARIATION IN TRAFFIC
[,I~~r~~~i' :i:ilpp~Q~;"ii~~~~$W[
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Cleveland E. of
Greenwood WB
13,745 13,843 12,541 12,284 11,715 10,978 9,463
12,081 1/9/93 - 1/16/93
I
Cleveland E. of
Greenwood EB
12,095 12,030 11,359 10,833 7,833 9,905 8,393
Totals 25,840 25,873 23,900 23,117 19,548 20,883 17,856
Mem. Cswy. WB W. of
Is. Way 16,388 16,502 16,382 16,532 19,292 19,352 20,168
10,350
22,431
I
17,802 6/12/94 - 6/18/94
I
Mem. Cswy. EB E. of
Is. Way 18,050 18,240 18,134 18,572 20,158 20,224 22,282
Totals 34,438 34,742 34,516 35,104 39,450 39,576 42,450
Mem. Cswy. WB W; of
Is. Way 13,632 12,706 13,544 14,958 18,966 19,596 17,202
Mem. Cswy. EB E. of
Is. Way 15,958 14,974 15,610 17,312 20,772 21,046 19,434
Totals 29,590 27,680 29,154 32,270 39,738 40,642 36,636
19,380
37,182
I
15,801 10/9/94 -10/15/94
17,872
33,673
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- - - - - - - - - -1- - - - - - - - - - -1- - - - - - - - - - -1- - - - - - - - - - -1- - - - - - - - - - I - - - - - - - - - -
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- - - - - - - - - - 1- - - - - - - - - - -1- - - - - - - - - - -1- - - - - - - - - - -I - - - - - - - - - - I - - - - - - - - - -
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---1Ir-Mem. Cswy (Oct. 94)
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4.3
Bridl:e Openinl: Frequencies
Existing bridge opening frequencies are restricted by the following regulation (Reference 4-
3):
From 9 a.m. to 6 p.m., the draw need not open except on the hour, 20 minutes past
the hour, and 40 minutes past the hour to allow any accumulated vessels to pass.
From 2 p.m. to 6 p.m. Saturdays, Sundays, and legal holidays, the draw need open
only on the hour and half-hour to allow accumulated vessels to pass. At all other
times, the draw shall open on signal.
Opening frequencies are controlled by the bridge tender, who works for the FDOT on a
contract basis. The bridge is manned 24 hours per day.
Historical data related to opening frequencies was obtained from two different sources:
FDOT and the City's traffic engineering division.
Data from FDOT are summarized in Exhibit 4-6, which shows openings by month for a
recent 12-month period. The average number of openings per month was 460, for an average
of 15.1 openings per day.
Bridge opening data obtained from the City's traffic control system events log printouts are
included in Appendix E and graphically summarized in Exhibit 4-7 (openings by time of
day) and Exhibit 4-8 (duration of bridge openings).
Data from the City regarding bridge opening durations were compiled for both weekdays and
weekends based on a sample over 12 months. For the total of 26 days sampled, the
following statistics were calculated:
A vg. # openings per day
A vg. opening duration
Min. opening duration *
Max. opening duration**
Weekday
13.8
4.5 min.
1 min.
8 min.
Weekend
Day
24.5
5.2 min.
1 min.
11 min.
Weighted
Average
16.9
4.7 min.
* Typically for routine maintenance
** Excluding bridge malfunctions
Delays to motorists due to bridge openings have been quantified in the section on economic
analysis (Section 6.2). In addition to delays, the effects on response times by emergency
services was investigated. According to a spokesperson with the Clearwater fire
departmentlEMS, "during the peak summer months, approximately 10 percent of their
4-2
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EXHIBIT 4-6 - BRIDGE OPENINGS BY MONTH
Bridge Openings By Month
1000
900
800
700
600
500
400
300
200
100
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~No. Openings
--0- No. Vessels
Data Source: Florida Department of Transportation, 1995
OPENCHAR.XLS
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EXHIBIT 4-9 BRIDGE "MALFUNCTIONS" BY CATEGORY
Problems with Navig.
or Gate Lights
31%
MALCHART.XLS
Mech. Problems wI
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30%
No Problem Found
9%
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6%
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House, e.g. toilet,
radio, etc.
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4-3
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fire/EMS runs are delayed an average of 3 minutes due to bridge openings. They don't see
it as a major problem; usually the bridge is already coming down by the time they get on the
causeway. They can communicate directly with the bridge tender by telephone."
According to Wayne Shelor of the Clearwater Police Department, they also have no statistics
available, and "they also don't view bridge openings as a major problem. During an
emergency, they can usually drive around it (using the Belleair Causeway) or request an
EMS helicopter or call the bridge tender to have them either close or open the bridge,
whichever is required." Mr. Shelor says that "their biggest problem is the complaints they
get from motorists stuck in traffic who are unhappy about the bridge being opened for a
single vessel."
4.4
Bridee Malfunctions
All bridge malfunctions are recorded by FDOT and documented in "Drawbridge Malfunction
Reports." The total number of malfunctions reported for 1994 is 56, for an average of 4.7
per month.
According to FDOT maintenance personnel, most of the maintenance problems result from
bridge operator error, e.g. not performing certain tasks in the proper sequence. Furthermore,
they say that this is one of their better bridges from a maintenance standpoint and that no
major maintenance problems have been experienced with this bridge.
Based on a review of malfunction reports dated July 1994 through May 1995, the following
conclusions were made:
. Only 13 percent of the malfunctions involved problems which resulted in the
roadway temporarily being closed to vehicular traffic; over the II-month period
sampled, only 4 malfunctions resulted in road closure, with a total closure time of
2.92 hours. The shortest closure was 5 minutes and the longest closure was 1 hour
and 50 minutes.
. Approximately 19 percent of the malfunctions resulted in the bridge being closed to
marine traffic; most of theses closures were an hour or two with one closure lasting
7 hours.
Malfunctions by category are graphically shown in Exhibit 4-9.
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5.0
5.1
FUTURE TRAFFIC CONDITIONS
Traffic Projections
Future traffic projections for Memorial Causeway in the vicinity of the bascule bridge were
developed based on a least-squares regression trendline using FDOT historical counts. The
selected trendline was developed using Microsoft Excel@ and a logarithmic relationship of
traffic growth over time (Exhibit 5-1; Reference 4-1). Based on this trendline, the projected
AADT for year 2020 would be approximately 42,500 vehicles per day (VPD). Future
estimates for the east-west streets (Drew St., Cleveland St., Court St., and Chestnut St.) were
based on the same growth rate projected for the causeway; this results in traffic volumes for
2020 which are approximately 12 percent higher than 1994 volumes. Future estimates for
Ft. Harrison St. were based on traffic projections made for the Drew St. PD&E study since
these projections incorporate the effects of future traffic diversion to improved parallel
facilities. Recommended AADT estimates for 2020 are shown in Exhibit 5-2.
Recommended directional design hour volumes (DDHV) are shown in Exhibit 5-3.
Recommended traffic factors for design purposes are as follows:
::::11::::1:1:1:1:1..::'1,1':'1:::1,1:':::::111"1:':::':::,:::,::1:::,::1::::1:::,::::1,1,::1::11:1,1:1,'1111Ilrl:lli~'~
K
D
T des. hr.
PHF
10.2%
56.4%
2.2%
0.95
Source: FDOT District VII and HDR Engineering, Inc.
5.2
Projected Levels of Service
For year 2020, based on FDOT's generalized level of service (LOS) tables (estimated MDT
= 42,500 VPD; Group A arterial), the LOS for a 4-lane causeway would be "D", although
it would be very close to "E". For a 6-lane causeway, the projected LOS would slightly
exceed the LOS "B" service volume, yielding LOS "C".
Future intersection levels of service for various alternatives are discussed in Section 8.3.
5-1
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EXHIBIT 5-2 -RECOMMENDED YEAR 2020 AADT TRAFFIC PROJECTIONS
to
--------------
-+
Mem.
Cswy.
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~ Total Approach Volume
All volumes are in 1000's VPD
File: 2020AADTXLS
Drew Sf.
_______________ 22.0
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EXHIBIT 5-3 - RECOMMENDED YEAR 2020 DIRECTIONAL DESIGN HOUR VOLUMES (PM PEAK)
-------------------- 2246
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6.1
6.2
6.0 NEED FOR THE PROJECT
Bridl:e Functional Obsolescence & Safety
The existing bridge is classified as "functionally obsolete" due to the narrow median (2 feet)
and lack of shoulders. It is not classified as structurally deficient.
The existing roadway profile on the bridge is estimated to be approximately equivalent to
a 30 mph design speed (Section 3.1), which is less than desirable, especially since the speed
limit on the causeway is 45 mph.
The following factors associated with the existing bridge and roadway profile may contribute
to the occurrence of traffic crashes:
. Narrow median (2 feet) and lack of shoulders;
. Low design speed (approximately 30 mph);
. Metal bridge grate has low skid resistance, especially when wet;
. Bridge openings cause traffic back-ups which typically cause rear-end crashes.
Replacement of the existing bridge with a modem, high-level fixed bridge would eliminate
the above factors which may contribute to traffic crashes. It would also eliminate the
signalized "Bayfront intersection" (Drew St./Cleveland St./Pierce Blvd.) which in turn would
eliminate traffic crashes associated with this intersection. In addition, conditions for
pedestrians and bicyclists would be safer with a new bridge.
A new fixed bridge would also eliminate potential public-agency liability concerns
associated with the operation of a movable bridge.
Economic Analysis - "No-Build" Alternative vs. Hi2h-Level Fixed Bridge
An economic analysis was conducted to determine the viability of constructing a high-level
fixed bridge to replace the existing bascule bridge.
In an economic analysis, costs and benefits of an improvement are evaluated based on a set
of assumptions and factors; consequently, the analysis is often referred to as a benefit-cost
analysis. Within the framework of benefit-cost analysis, if a public expenditure is treated as
an investment, then the net benefits should be maximized. For an individual project, it
means that the estimated benefits should exceed the costs. Since benefits and costs can
accrue over time, they must be discounted to their present values in order to have a consistent
basis for comparison.
In ecomonic analysis, three techniques are used to varying degrees to judge the desirability
of a proposed project. These are the benefit-cost ratio, the net present value, and the internal
6-1
6-2
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rate of return. The most common measure of public project desirability is the benefit-cost
ratio, the ratio of the benefits generated by the project to the cost incurred by the project,
measured over some analysis period. The criteria for project selection is that the benefit-cost
ratio must be greater than 1. Two versions of the benefit-cost ratio have been used: in the
gross benefit/cost ratio, benefits represent savings in user costs between the existing and
the improved alternatives and costs represent construction costs minus salvage value plus the
increase in maintenance/rehabilitation costs. In the netted benefits/costs ratio, benefits
include not only the user benefits but also the salvage value, minus the increase in
maintenance/rehabilitation costs, and costs include only construction costs (Reference 6-1).
For this study, the gross benefit/cost ratio was used.
Based on various input data such as costs and traffic data, estimates were made of the
benefits in savings in delay, operating costs, traffic crashes, and routine maintenance. Using
a discount rate of 7 percent, net present values of both benefits and costs were calculated.
Then a gross benefit/cost (B/C) ratio was calculated, as shown in Exhibit 6-1. Detailed back-
up spreadsheets are included in Appendix D.
All input data and assumptions are included in either the summary spreadsheet or in the
backup sheets in the Appendix. Running costs and other cost factors were obtained from
Texas Transportation Institute (TTI) reports (References 6-1 and 6-2) and updated to 1995
using the ratio of consumer price indices for 1995 and 1990, for transportation.
The resulting B/C ratio of 1.35 indicates that the proposed bridge replacement project is
justified from a purely economic standpoint, since the estimated benefits exceed the
estimated costs, based on the input data and assumptions used in this study.
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7.0 DESCRIPTION OF ALTERNATIVES
7.1
No-Build Alternative
The No-Build Alternative consists of simply maintaining the existing bridge structure and
performing maintenance and repairs as required. The No-Build Alternative was used as a
basis for an economic comparison with the various build alternatives. At some point in the
future, the existing 32 year old structure will have to be replaced due to its age and condition.
As the bridge continues to age, maintenance costs can be expected to gradually increase. A
$2.1 million major rehabilitation job, which had been planned for 1995, was recently
rescheduled to begin in 1996.
7.2
Build Alternatives
7.2.1 Four-Lane vs. Six-Lane Bridge
The Pinellas County MPO's most recent adopted long-range highway plan is for the
year 2010. That plan designates Memorial Causeway as a six-lane highway (it is
currently four-lane divided). In contrast, the city's 1989 Comprehensive Plan refers
to the Causeway as an "environmentally-constrained facility" due to "unique
conditions of the natural and built environments and the recreational, discretionary
basis of peak system demand. "
The level of service (LOS) in 1994 for the four-lane Causeway slightly exceeded the
LOS C service volume, yielding LOS D based on FDOT's generalized AADT LOS
tables (est. AADT = 37,900; Group A arterial). This ignores any effects of bridge
openings, which further degrade the LOS.
For year 2020, using the same LOS table, the LOS for a/our-lane causeway would
still be D, although it would be very close to E (based on HDR's estimated AADT
of 42,500 vehicles per day).
For year 2020, using the same LOS table and projected AADT, the LOS for a six-
lane causeway would only slightly exceed the LOS B service volume, yielding LOS
C.
The MPO is currently in the process of updating the county's long range
transportation plan. A revised plan is expected in December 1995. Until this issue
is resolved, both four- and six-lane alternatives will need to be considered, even
though four-lane alternatives have major advantages in terms of costs, aesthetics, and
the ability to tie in to the existing street system in downtown Clearwater.
7-1
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7.2.2 Design Criteria & Typical Sections
Proposed design criteria and typical sections are shown in Exhibits 7-1 and 7-2,
respectively. The design criteria have been revised based on comments received
from both the city and the FDOT. Due to the bridge being located in a transition area
between the rural, higher-speed causeway and the urban downtown street system, it
may be possible to reduce some of the shoulder widths during the PD&E study or
design phase.
The proposed 65-foot vertical navigational clearance is based on regulations which
were published in the Federal Register on May 25, 1984, pertaining to the Gulf
Intracoastal Waterway. The clearances have been established by the u.s. Coast
Guard for navigable waterways.
Initially 35 mph design speeds were proposed for all bridge alternatives, to minimize
the visual impacts and costs of construction. After both the city and FDOT expressed
concerns, all alternatives were revised to achieve 45 mph design speeds. With this
design speed, the posted speed limit on the bridge could be either 35 mph or 40 mph.
The typical section exhibit shows a single 5-foot sidewalk on one side only for all
alternatives. City staff have indicated a desire for a wider sidewalk to serve bi-
directional bicyclists and pedestrians. The additional cost per foot for a wider
sidewalk would be approximately $80,000, depending on the alternative. For three
additional feet, this would amount to about $240,000.
Provisions for a monorail system (or other form of mass transit) could be included
in the bridge median area, at additional cost for a wider structure.
7.2.3 Mid-Level Bascule Bridge
A higher "mid-level" bascule bridge was evaluated in addition to high-level fixed
bridges because ostensibly a higher level bascule bridge would require fewer
openings (thus reducing delay to motorists) and it would have less of an aesthetic
impact on downtown Clearwater. A cost estimate for this alternative is included in
Exhibit 7-3.
The existing bridge has a vertical navigational clearance of 25 feet. If a new bridge
could provide 15 feet higher clearance, for example, this would provide a 40 foot
vertical navigational clearance. Unfortunately, it is estimated that this clearance
would accommodate only approximately 13 percent of the sailboats which are
docked in the immediate project area, based on an informal survey conducted of
marinas in the area. Of course other types of boats use the harbor, but sailboats
appear to constitute a high percentage of the users.
7-2
Memorial Causeway Bridge Feasibility Study
HDR Engineering, Inc.
EXHIBIT 7-1
PROPOSED DESIGN CRITERIA
:.i.ll:I,I!::!I'i.:,',I'.i,'I:ii'il:i:!::::I:I':!::::11il','!:iillllll!,II.II::::'/::':":.:i::::::.I:::i::':'/:::/:..III:.!I'ili::::!:il:I:: ::I:lil:,',I::,::i,ll:i..'II,"I'II:lli.III:::,i:..II'I:!111:IIIIII'ill:::':"il,:.I':::I:'.':I':::.:::II:I::1:1:!:.:::li':I:i,i 11:',I:ii:i.lli::i,":I'iill:!li.::I::IIIIII:..I':.'I:i:,:'lli':I':.lilllll,:I.
Functional Classification Urban Principal Arterial SLD
Design Vehicle WB-50 2: p. 111-5,6
Design Speed :::i:i::!::::::I:g::::ii?p!:!:::::::::iii ::::::::i:i:'::i:i\9:i::'!!fipn.:::::ii:::::ii:I 2: p. 111-3,4
Horizontal Alignment
Superelevation e (ft\ft) Urban 0.05 max. 0.05 max. 3: index 51 0,5 1 1
Degree of Curve 80 1 5' max. 1 40 1 5' max. 3: index 51 1
& 2: Table 2.8.3
Degree of Curve w/o Super- 20 45' max. 5 0 00' max. 3: Index 5 1 1
elevation. & 2: Table 2.8.4
Vertical Alignment
Sag Vertical Curve 1 35' min. 1 05' min. 2: Table 2.8.6
Sag "K" 80 mm 50 min. 2: Table 2.8.6
Crest Vert. Curve 1 35' min. 1 05' min. 2: Table 2.8.5
Crest "K" 90 min 50 min. 2: Table 2.8.5
Grades 6.5% max. 7.5% max. 2: Table 2.6. 1
0.3% min. 0.3% mm 2: Section 2.6.3
Grade Change w/o Vert. Curve 0.70 max 0.90 max. 2: Table 2.6.2
Vertical Clearance Between 1 6.5' 1 6.5' 2: Table 2. 1 O. 1 &
Structure & Roadway 4: Fig. 2-9
Sight Distance, Stopping * 350' min. 250' min. 2: Table 2.7. 1
Bridge Typical Section
Lane Widths 1 1 , min. 1 1 , min. 2: Table 2. 1 1
.
1 2' des. 1 2' des.
Shoulder Width (inside/outside) 6'/8' min. 6'/8' min. 4: Figs. 2-2, 2-5
8'/1 2' 8'/1 2' 2: Table 2.3.2 (high
volume)
Navigational Clearance
Horizontal 90' 90' 5: p. 22077
Vertical 65' 65' 5: p. 22077
Sources:
1 AASHTO "Policy on Geometric Design of Highways and Streets. " (1 990)
2. FOOT "Roadway Plans Preparation Manual" ( 1 989)(Vol 1 ) with 1 2-8-93 revisions.
3. FOOT "Roadway and Traffic Design Standards" (1 994)
4. "Structures Design Guidelines" (1 987) with subsequent revisions
5. Federal Register, Vol. 49, No. 103 (1 984)
Note: Also, see proposed typical sections shown elsewhere in this report.
* These values are for grades of 2% or less; adjust these values for steeper grades
W:\ TRANSPOR\MEMOR.XL W
3/18/95
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1.5'
'"
r:
CD
<.>
'"
/'
X
~ CONSTRUCTION---!
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'131'
12'
SHLDR.
2'
12'
SHLDR.
12'
SHLDR.
36'
1.5'
12' 5' l'
SHLDR. S/W
36'
12'.
12'.
12'.
I
6 - LANE MAINLINE
~ CONSTRUCTION---!
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, 99'
1.5'
2'
8' 8'
SHLDR. , SHLDR.
I
,
l'
CONC. BARRIER WALL
12'. 12'.
1.5'
12'
SHLDR.
12'
SHLDR.
24'
24'
12'.
12'.
,
I
4 - LANE MAINLINE
51' 36'
1.5'
1.5' 8' 24' 10' 6' 15'
SHLDR. SHLDR. HLDR
12'. 12'.
TWO LANE RAMP
ONE LANE RAMP
MAXIMUM DESIGN SPEED = 45 mph
.11 FT LANE PERMITTED IF DESIGN SPEED IS 40 MPH OR LESS
(ALL DIMENSIONS ROUNDED TO NEAREST HALF FOOT)
REV. 03/21/95
Memorial
Causeway
Bridge
Feasibility
Study
PROPOSED
TYPICAL
SECTIONS
EXHIBIT 7-2
I-iR
MEMORIAL CAUSEWAY BRIDGE FEASIBILITY STUDY
EXHIBIT 7-3 COST ESTIMATE FOR A MID-lEVEL BASCUlE BRIDGE (4-lANE)
Est.
Unit Estimated Estimated Costs
Cost Item Units Cost( $) Quantities $1000'5
New Bridge Construction
Mid-Level Fixed Spans
Staged Construction SF 48
Non-Staged Construction SF 40 152460 6098.4
Bascule Span, mid-level SF 350 14850 5197.5
Existing Bridge Removal 1 SF 10 77390 773.9
Roadway Approaches
New (Perm.) Pavement SY 14.00 7160 100.2
Shoulder Pavement SY 10.30 1280 13.2
Pavement Removal SY 13.80 3733 51.5
Guardrail LF 10.00
Conc. Barrier Wall LF 60.00 1060 63.6
Guardrail Anchors EA 505
Conc. Appr. Slab (inc steel) SF 31.66 3960 125.4
Earthwork (Embankment) CY 2.60 10523 27.4
MSE Wall SF 15.75 6678 105.2
MOT - Special
Temp. Traffic Signal ED 20.00
Temp. Rdwy Pavement SY 5.50
Temp. Rdwy fill & culverts
Chnl Dredging/Excav. CY 14.00
Relocate Navig. Devices LS
Modify Signal @ PierceClev. LS 10.0
Relocate Two Statues LS 2.0
Dry Detention Ponds (6 Lane) LS
Const. Subtotal
Routine MOT (4%) 503
Mobilization (4%) . 503
CEI (10%) 1257
Construction Total
Right-of-Way/TCE AC 2.5
Seagrass Impacts Estimate AC
Mitigation Excl. Land (4: 1) AC 10000
Mangroves Impact Estimate AC
Mitigation Excl Land (4: 1 ) AC 40000
(a) Tot. Const., R/W & Mitig. 14833
(b) Engr. Des. (10% of Const.Total) 1483
(c) Utility Reloc. Costs
(d)Totals
Notes: 1. Exist. Bridge = 58' x 1024' Assume 100% removal + 450' x 40' (orig.
bridge) = 77,390 SF
COSTEST3.XLS BasculeBridge
HDR Engineering, INC
6/1/95
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A survey of marinas within a half-mile radius of the Memorial Causeway Bridge was
conducted in March 1995. Three marinas -- Clearwater Harbor, Island Estates Yacht
Club, and the Clearwater Marina -- have a combined total of approximately 230 boat
slips. Based on conversations with the city's Harbormaster and boat owners, it was
determined that the sailboat heights from the water line to the top of mast (including
wind vanes and antennas) range from 25 to 60 feet. Exhibit 7-4 summarizes the
estimated distribution of sailboat heights.
EXHIBIT 7-4
ESTIMATED HEIGHTS OF SAILBOATS
DOCKED WITHIN PROJECT VICINITY
. . . . . . . . . . . . . . . .. , . . . .. . . . . . . . . . . . . .
................. ... .... ..
.... . .... . ..
................ .. . ..... ..... .... ........ ..
. H...~:~:::~!:!:::.:!:!.::~.~Ri]~~:~~~~:~!:~!~~~1~!<.!~t)!i
... .....,.......
..................
. . . . . . . . . . . . . . . . . .
..................
Location in Relation <40 40-47 47-55 >55 Totals
to the Bridge
North of... 15 25 25 5 70
South of ... 15 55 65 25 160
Totals 30 80 90 30 230
Percent of Total 13 35 39 13 100
Source: HDR Engineering, March 1995.
Based on this survey, it appears that increasing the vertical navigational clearance to
40 feet would only result in a slight reduction in the number of bridge openings
required.
In addition to the frequency of openings required, a new "mid-level" bascule bridge
would have other drawbacks to it. Since boat traffic in the Intracoastal Waterway
must be maintained during construction, relocating the channel further to the west
would not be practicable with this alternative because the vertical clearance under the
approach spans would be insufficient to pass most of the sailboats during
construction of the new bridge. The existing bridge already has maximum grades of
6 percent on the approaches. Therefore, if the high point of the new bridge can't be
shifted further west, then the approaches need to be raised approximately 15 feet to
achieve the 40 foot vertical clearance in the channel. This 15-foot increase in heights
would result in aesthetic impacts and traffic circulation problems which are similar
to the high-level bridge alternatives.
7-3
7-4
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F or example, the roadway pavement and approach grades at the existing intersection
of Cleveland/Pierce Blvd./Drew St. would have to be raised approximately 15 feet
for this intersection to continue as it presently operates. The alternative would be to
cut off access to two of the three east approaches to the bridge and only raise the
grade for say, Drew Street or Pierce Boulevard. The cost estimate was based on a
tie-in to Pierce Boulevard only, with access cut offto Drew and Cleveland Streets.
Finally, public support for a higher level bascule bridge appears to be lacking, based
on comments received at the two informal public information workshops.
For the above reasons, and due to the high initial cost and higher expected annual
maintenance, operating, and road-user costs, a mid:-Ievel bascule bridge alternative
is not recommended for further study.
7.2.4 Four-Lane High-Level Alternatives
The four-lane alternatives evaluated would all tie directly into the existing four-lane
Memorial Causeway. At the east end of the bridge, the manner of tie-in varies by
alternative. The naming convention for alternatives consists of letters designating
the streets involved and numbers designating the number of lanes which tie-in to
each street:
D = Drew Street
C = Cleveland Street
P = Pierce Boulevard (which ties in to the Court/Chestnut one-way
pair)
Thus, D4 means Drew Street with 4 lanes and D2C2 means 2 lanes to Drew and 2
lanes to Cleveland. (The only part ofthe name which is ambiguous is the direction
of traffic flow; a two-lane ramp onto a street can be either two-way or one-way,
particularly for the six-lane alternatives.)
Alternatives evaluated are briefly explained here; Appendix A includes preliminary
concept design drawings of these alternatives. Additional alternatives were
considered which are not described here; they were eliminated early on for various
reasons such as prohibitive cost or adverse aesthetic impacts. Costs and impacts of
the following alternatives are included in Section 8.0:
D4 ----- This alternative consists of a single four-lane structure which ties directly
in to Drew Street. The navigational channel would have to be shifted
approximately 356 feet farther west in order to obtain the needed 65 foot
vertical clearance under the new main bridge span. The proposed vertical
profile for this alternative is also included in Appendix A. During the
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construction period, approximately 57 feet of vertical clearance would be
provided under an approach span at the existing navigational channel.
C4 ----- This alternative consists of a single four-lane structure which ties directly
in to Cleveland Street. This alternative also requires a shift in the
navigational channel as shown in the plan and profile views (Appendix
A) of approximately 220 feet. During construction, a vertical
navigational clearance of approximately 62 feet would be provided at the
existing channel location.
P4 ----- This alternative consists of a single four-lane structure which ties directly
in to Pierce Blvd. The navigational channel would be shifted
approximately 192 feet to the west to provide the required 65 foot vertical
navigational clearance. During construction, approximately 64 feet of
vertical clearance would be provided at the existing channel location.
Under this alternative, the new bridge would not span Pierce Street;
access to the Pierce 100 Condominiums from Pierce Blvd. would be
provided underneath the new bridge in the parking area located west of
Pierce Blvd., south of the Causeway.
P4A ---- This alternative is very similar to P4; the main difference is in the vertical
profiles. P4A would not require a shift in the navigational channel, and
the eastern portion of the bridge would be high enough to span Pierce
Street, providing access to Pierce 100 via Pierce Street.
Both P4 and P4A would tie into Pierce Boulevard which in turn
transitions into the Court Street and Chestnut Street one-way pair. The
existing curves in the vicinity of this transition have estimated design
speeds under 30 mph. Given that a new bridge will likely be designed for
45 mph, it would be desirable to "flatten out" these curves, especially for
eastbound motorists coming off of a new bridge onto Pierce Blvd. The
additional costs and impacts of straightening out these curves is not
presently included in the cost estimates for the Pierce Blvd. alternatives.
If the Pierce Blvd. corridor is ultimately selected as the preferred
alternative, these potential additional costs and impacts should be further
studied.
CIP4 -- This alternative is similar to P4A except that it adds a westbound on-
ramp from Cleveland Street. The profile of the 4-lane portion would be
identical to that of P4A and the profile of the on-ramp from Cleveland
Street would be similar to the profile for Alternative C4. Access to
Pierce 100 would be the same as for Alternative P4A. Like Alternative
P4A, no relocation of the navigational channel would be required.
7-5
7-6
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C2P2 -- This alternative is similar to C I P4 except that all westbound traffic would
come off of Cleveland Street and all eastbound traffic coming off the
bridge would proceed down Pierce Blvd. and continue to Chestnut Street.
Vertically, the profiles would be similar to CIP4, and no relocation of the
navigational channel would be required.
7.2.5 Six-Lane High-Level Alternatives
Three six-lane high-level bridge alternatives were evaluated. A six-lane direct tie-in
to Drew Street ("D6") was not studied since the MPO's Long Range Plan for 2010
designates Drew Street as a four-lane divided highway; connecting a six-lane bridge
to this would result in a lane discontinuity.
The three alternatives studied are described below and shown pictorially in Appendix
A.
P6A ---- This alternative is almost identical with Alternative P4A except that the
bridge cross-section includes six lanes instead of four lanes. No
relocation of the navigational channel would be required, and the new
bridge would span Pierce St. to facilitate access to Pierce 100. The
vertical profile would essentially be identified to that ofP4A. To avoid
lane discontinuities on the east approach to the bridge, short segments of
Court and Chestnut could be widened to three lanes west of Oak Avenue,
resulting in a tie-in to a six-lane one-way pair (three lanes in each
direction).
D2C2P2 - This alternative consists of multiple structures and ramps in order to
provide lane balance. A ramp in the middle connecting to Cleveland
Street provides one lane in each direction. A two-lane westbound bridge
from Drew St. provides the second and third westbound lanes, and a two-
lane eastbound-to-southbound ramp onto Pierce Blvd. provides the
second and third eastbound lanes, to yield a total of three lanes in each
direction. Relocation of the navigational channel a minimum of
approximately 206 feet would be required as shown in the plan view
drawing in Appendix A.
D3C3 -- - This alternative consists of two separate bridge structures: a three-lane
westbound structure connected to Drew St. and a three-lane eastbound
structure connected to Cleveland Street. Relocation of the navigational
channel approximately 325 feet farther west would be required as shown
in the plan view drawing. For this alternative to operate efficiently, Drew
and Cleveland Streets should be made a one-way pair (three lanes in each
direction) which would require removal of on-street parking on at least
one side of Cleveland Street.
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8.2
8.0 EVALUATION OF COSTS AND IMPACTS
8.1
Construction and Ri2ht-ofWay Costs and Relocations
Construction cost estimates for all of the high-level fixed bridge alternatives are included in
Exhibits 8-1 and 8-2 for 6-lane and 4-lane alternatives, respectively. The exhibits include
estimated quantities and unit costs, which are based on either FDOT's statewide average
costs or District 7 unit costs, where available. The per-square-foot bridge cost estimates
come from FDOT's "1993 Transportation Costs" booklet (Reference 8-1).
Construction costs for the 6-lane alternatives range from approximately $23.6 million to
$30.6 million; for the 4-lane alternatives, they range from about $15.3 million to $18.8
million.
Right-of-way (RJW) costs were developed based on the county's appraised values for
affected lots using FDOT District 7's forms and multiplier factors. The summary RJW cost
forms are included in Appendix C. Estimated right-of-way costs vary from about $2,000 to
$2.1 million for the 4-lane alternatives and $627,000 to $2.3 million for the 6-lane
alternatives. These estimates include land and improvements, severance and business
damages, acquisition costs, attorney fees, title searches, relocation costs, etc.
Acreages of additional right-of-way required by alternative are included in the Evaluation
Matrix (Exhibit 8-3). Acreages are broken down by public- vs. privately-owned land. The
probable loss of public land to highway right-of-way will be partially offset by the city's
proposed conversion of Drew Street north of Cleveland Street to park land.
Several of the alternatives would require the relocation of businesses, as shown in the
Evaluation Matrix (Exhibit 8-3). The relocation required for Pierce Blvd. alignments
consists of a small radio station (WT AN, 1340 AM) located east of Pierce 100. The
relocation involved with Drew Street alignments consists of the Harbor Hopper, a privately-
operated ferry service which operates on land leased from the city. The ferry service could
probably be relocated to the wharf/marina proposed as part of the downtown redevelopment
plan presently being developed for the city. Alternative D2C2P2 would require the
relocation of both businesses.
Environmental Impacts
Environmental impacts for each of the alternatives are summarized in the Evaluation Matrix.
In addition, specific areas are discussed below.
8-1
MEMORIAL CAUSEWAY BRIDGE FEASIBILITY STUDY
EXHIBIT 8-1 RIGHT-Of-WAY AND CONSTRUCTION
COST ESTIMATE fOR 6-LANE ALTERNATIVES
Est. Estimated Quantities
Unit By Alternative
Cost Item ~ ~ eM ~ D2C2P2
: ,:::::' i' i: i:':; I;: i j; ii;'?; i i it:!::!;; jig: jt ~\! H~ H!~ i i i!! in!;!!! i!!i; n!i: j,;;:;::::::;:;;!::;';' -, .:....
New Bridge Construction FT width: 131 69 51
FT length: 2500 4200 6655
1000's of SF area:
Nonstaged Const. SF $55 328 18012.5
Staged Const.lTwin Struct. SF 69 290 339 19996.2 23418.9
Existing Bridge Removal ' SF 10 77390 77390 77390 773.9 773.9 773.9
Roadway Approaches
New (Perm.) Pavement SY 14.00 9390 11820 13730 131.5 165.5 192.2
Shoulder Pavement SY 10.30 1150 987 987 11.8 10.2 10.2
Pavement Removal SY 13.80 3540 4270 4270 48.9 58.9 58.9
Conc. Barrier Wall LF 60.00 814 1090 1350 48.8 65.4 81.0
Conc. Appr. Slab (inc steel) SF 31.66 5240 5520 6060 165.9 174.8 191.9
Earthwork (Embankment) CY 2.60 56250 42810 50310 146.3 111.3 130.8
MSE Wall SF 15.75 31300 36190 53890 493.0 570.0 848.8
MOT - Special
Chnl Dredging/Excavation 2 CY 14.00
Relocate Navig. Devices LS
Remove Signal @ PierceClev. LS
Relocate Two Statues LS
Dry Detention Ponds (6 Lane) LS
Const. Subtotal
Routine MOT (4%)
Mobilization (4%)
CEI (10%)
Construction Total
Right-of-Way/TCE AC 627 1878 2314
Seagrass Impacts Estimate AC 0.52 0.59
Mitigation Excl. Land (4: 1) AC 10000 2.08 2.36 20.8 23.6
Mangroves Impact Estimate AC 0.32 0.27
Mitigation Excl Land (4: 1) AC 40000 1.28 1.08 51.2 43.2
(a) Tot. Const., R/W & Mitig. 280141 32906
(b) Engr. Des. (10% of Canst.Total) 2606 3052
(c) Utility Reloc. Costs
(d)Totals 3
Notes: 1. Exist. Bridge = 58' x 1024' Assume 100% removal + 450' x 40' (original bridge) = 77,390 SF
2. Unit cost based on Clearwater Pass Bridge
3. Does not include costs of improving surface streets adjacent to the bridge approaches
4. Source of unit costs: FDOT statewide or District 7 average bid amounts
6/15/95
COSTEST3.XLS 6 Lane
HDR Engineering, INC
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Memorial Causeway Bridge Feasibility Study
HDR Engineering, INC.
EXHIBIT 8-3 - ALTERNATIVES EV ALUA TION MATRIX
t/ = Potential Adverse Impact
~~~
'Constructfon; . Engr:',.&'C'Ei ... ............ ..25:95.....2"8.67" ....33:59. 16'.86 ....1fti . ..f!f63 . ..20..53....26.'72" .19.70
Right of Way (RMI) 0.63 1.88 2.31 0.00 0.47 0.47 0.50 0.47 2.06
Mitigation for Wetlands 0.07 0.07 0.06
Total $26.6 $30.6 $36.0 $16.9 $18.2 $20.1 $21.0 $21.2 $21.8
Privately-Owned Land (acres) 0.51 0.28 0.55 0.27 0.27 0.31 0.27 0.47
Total Acres 1.65 158 2.2 0.51 0.71 0.71 1.2 0.91 1.04
Business Relocations (No.t/'s = No.of) II' II' t/t/ II' II' t/ II' II'
Church Impacts (No. t/'s = No. of) t/t/ t/t/ II' t/ t/ t/
I?:wtlID.liw!~:~!MR!t,I~:::::::::::::::::::::::::::t:::::::::::::::::::::::::::::::::::::::::::::t::::::::::::~::::t~:~::::::::;::::::::::::::~::::::~:::::~::::::::::::~:::I::::~::::::::~::::)i):t::::~:::~::::::::::::::):::i:::::::::::)~::::::::::::~::~:~::::::::::::::I~::~:~::::::::::!::Ii:::~::~::):~:::::::::i::::::::!:::It::::::':::::::::::::I::::::::::::::::::::::::::~':::::!::::::::::!:::m::::')m::::::::::'::I::::::::
Channel Relocation Required t/ II' II' t/ t/
Sea Grass Impacts (acres) 0.52 0.59 0.52
Mangrove Impacts (acres) 0.32 0.27 0.22
Coachman Park.:.J ....1 II' I t/J:.: :.:..I.:.t.:.:.: t/
:e~ll~tl!!Rjii:~!~tmTI~iil:~:::::::::::::~::::::::~::::::::::I:::~:::::::~:~:::::':~~:::::::::i~:::::::::::::::::::~::::::::~::i:t::::::::~:::::::::::::::::::::::i::::::::::::::::::::::::::~:::::::i:::~::::::::::::::::::::ri:::::::::::::::!::::::!:::n:::::::::::::I::::::::::::)i::):::::::i:::::::::::!:::::::::::;:::::::':::::i:::::::::::::::::::::::::::::::::::::::::::::::::!::::~::::::::':'::::::::'I::::::::::::::::::;
Coachman Park "Major 4(f)" II' II' II'
Bayfront Tennis Courts t/ t/ II'
Historic County Courthouse? ???
New East-West One-Way Pr Req'd t/
Requires some Parking Removal on
Cleveland t/
~!,~~~~J;:=i:~:C:
Island Estates II' t/ II'
Pierce 100 Condominiums t/? t/ II' II' II' t/ t/
Coachman Park ? t/ II' ? ? ? ? ? II'
Sandcastle Retreat Complex . ? II' t/ ? ? ? ? ? t/
City Hall II' II' II' t/ II' II'
Harborview Center II' II' II' II' t/ II' II' t/
The Oaks (on Chestnut) II' II' II' t/ t/ II'
View from the bridge to Downtown
Clearwater t/? II' t/ t/ t/
m9$._@:~ffilli:::::::::}:::::::::~::'::::::::::::::::~::~:::::::::i::~:::~::I:I':::::::::~:::~:~:::::::~::~:::::I:::::!:::::::~:~':::::::::;::::::::::::::~:~::::::::'':::::::::::::::::::::~:':::r:::~:::::::::
Potential Impacts to Downtonwn
Redevelopment Plan II' t/ II' II' II' II' t/ t/
Potential Economic Impact to Businesses
on Gulf-to-Bay II' ? II'
? = Possible adverse impact although difficult to determine
7/16/95
w:\transpor\memcswy\COSTEST3.XLS
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8.2.1 Wetlands
Impacts to the natural environment involve wetlands and deepwater habitats.
Impacts to deepwater habitats are minor and restricted to unconsolidated bottom
within the intercoastal waterway. Wetlands in the project vicinity include submerged
seagrasses, mangrove, and narrow zones of beach and salt marsh grasses. These
wetlands are considered very high quality, and provide functions including improved
water quality, and habitat for fish, marine mammals, shore birds, and wading birds.
Impacts to these habitats should be avoided if possible. The following exhibit
summarizes impacts to wetlands by alternative alignment.
EXHIBIT 8-4
ESTIMATED WETLAND IMPACTS (ACRES)
:l:.::!:l:.:l:l:::ll~llllli:..:i:.::l..::.::::. .!lj::.:i:jl!:1::::::.:11:.i;1:1.1I1~~!!11Ii!:!i:i:::.!l::il::!l!ij..!l!l
Mangrove Seagrass
C-4 0 0
D-4 0.22 0.52
P4A 0 0
P6A 0 0
C2P2 0 0
C 1 P4 0 0
D2C2P2 0.27 0.5 9
D3 C3 O. 3 2 0.52
Source: HDR Engineering, Inc., 1 995
Permits will be required for impacts to wetlands and deepwater habitats. Permitting
agencies include the Army Corps of Engineers and the Southwest Florida Water
Management District. The permit process requires demonstration that there are no
practicable alternatives which avoid impacts to wetlands. As shown in the above
table, alternatives which approach the causeway from the south via Pierce
Boulevard., or employ combinations of Pierce and Cleveland are preferred over
alternatives utilizing Drew Street. These alternatives avoid impacts to sensitive
estuarine wetland habitats. Selection of alternatives which approach the causeway
8-2
8-3
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from the north and impact seagrasses and mangroves must be clearly justified and
show that there are no practicable alternatives which avoid or minimize impacts.
8.2.2 Wildlife and Habitat
Impacts to existing natural communities are to be minimized and will consist
primarily of resultant shading from the proposed bridge structure, and limited dredge
and fill activities associated with pier (piling) construction and possible navigation
channel realignment. Threatened wildlife requiring concern during constuction
activities include the manatee (Trichechus manatus), loggerhead turtle (Caretta
caretta), and green turtle (Chelonia mydas). Additonal tracking measures including
watches and compiling daily logs may be required to ensure the safety of these
threatened species during construction activities.
8.2.3 Traffic Noise
Noise modelling was conducted using the STAMINA 2.1 and FLAMOD noise
computer models to estimate noise impacts for the various build alternatives. Five
noise-sensitive sites ("receivers") which were modelled are illustrated in Exhibit 8-5.
The results of the noise modelling are shown in Exhibit 8-6.
As shown in the exhibit, existing noise levels for the modelled receivers range from
approximately 55 to 70 dBA Leq. The FHW A has set 67 dBA as a threshold for
most noise-sensitive areas for which noise abatement must be considered (Reference
8-2). The tennis courts on the southeast comer of the intersection of Cleveland St.
and Pierce Blv,d. currently experience a high noise level due to the close proximity
of the two roadways. The other receivers are well below the 67 dBA threshold.
In addition to existing conditions ("No-Build" case), noise modelling was done for
the three primary build alternatives: D4, C4, and P4/P4A. As shown in Exhibit 8-6,
many receivers would actually experience decreases in noise levels with some of the
alternatives. For the Pierce 100 Condominiums, Alternative D4 would result in the
largest decrease in noise, although a 5 dBA decrease would be barely noticeable.
The other alternatives would cause very little change in noise levels.
For the tennis courts, existing noise levels are high and they would continue to be
high with two of the three alternatives; however, Alternative D4 would result in a
large decrease of approximately 20 dBA.
Two noise sites in Coachman Park were modelled: "R8" and "RlO". Alternative D4
would result in noise increases of 2 to 10 dBA, depending on the location. For R8,
the 10 dBA increase would result in a violation of the FHW A's Noise Abatement
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Memorial
Causeway
Bridge
Feasibility
Study
NOISE RECEPTOR
LOCATIONS
EXHIBIT 8-5
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Criteria (the threshold previously mentioned). The other two alternatives would
result in noise decreases for Coachman Park, as shown in the exhibit.
Finally, for the pool area at the Sandcastle Retreat, Alternative D4 would increase
noise levels by approximately 10 dBA, also resulting in a violation of the FHW A
Noise Abatement Criteria. The other two alternatives would result in noise
reductions of approximately 7 dBA.
All of the high-level build alternatives will eliminate the noise associated with the
steel grates on the existing bascule bridge. Unfortunately, no studies were found that
quantify this noise reduction.
8.2.4 Visual
Estimated adverse visual impacts are summarized in the Evaluation Matrix (Exhibit
8-3). Visual impacts are inherently difficult to quantify due to the subjective nature;
therefore, an alternative was considered to have an "adverse visual impact" if it was
close enough to significantly affect the view of the harbor/beach area from the listed
observer location. In addition, the view from the road (bridge) of downtown
Clearwater was considered for motorists eastbound on the bridge.
In general, the Drew Street alternative would provide the least visual impact for the
public at-large, and the Pierce Blvd. alternatives would provide the greatest visual
impact. It may be possible to mitigate these impacts to some extent through effective
architectural design treatments and landscaping. Aesthetic design treatments can be
addressed during the PD&E study phase.
The existing bridge has span lengths of 45 and 50 feet with numerous piles at each
bent (column). This close grouping of piles results in adverse visual impacts when
looking underneath or "through" the bridge. With a new bridge it will be possible
to use much longer span lengths with slender and more aesthetically-pleasing
columns.
8.2.5 Cultural Resources
A review of the Florida Division of Historical Resources' Florida Site File indicates
the presence of two archaeological sites and three historic buildings within the
project limits (Exhibit 8-7), The Calvary Bluff Midden (Pi2293) and the Oak Bluffs
Midden (Pi 115), which are situated atop the natural bluff overlooking Clearwater
Harbor; contain archaeological remains from the Florida Transitional Period (1000-
500 BC) through the Protohistoric Period (AD 1500-1700). The Coachman Building
(Pi860), located at 503 Cleveland Street, was constructed in 1917. The Cleveland
Street Post Office (Pi317), located at 650 Cleveland Street, was constructed in 1932.
The Old Pinellas County Courthouse (Pi 1894), located at 315 Court Street, was
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Memorial
Causeway
Bridge
Feasibility
Study
CULTURAL RESOURCES
EXHIBIT 8-7
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constructed in 1917. The courthouse is listed in the National Register of Historic
Places.
The Harbor Oaks Residential District is located immediately south of the project
limits. This historic district, which is listed in the National Register, is roughly
bounded by Druid Street, Fort Harrison Avenue, Jeffords Street, and Clearwater
Harbor. The district contains 87 contributing resources, including 51 residential
buildings, 30 ancillary buildings, and six paired gateposts, all of which were
constructed prior to 1940. Located immediately north of this district and west of the
project limits are the Donald Roebling Estate (Pi 168), which is also listed in the
National Register, and the archaeological remains of Fort Harrison (Pi164), a 19th
Century fort which formed the nucleus of the historic Clearwater.
During the project development and environmental (PD&E) study phase,
coordination with the State Historic Preservation Officer (SHPO) will be required to
determine potential impacts, their significance, and possible mitigation requirements.
8.2.6 Section 4(f)
Section 4(f) of the DOT Act of 1966 as recodified in 49 USC Section 303 states that
the Secretary of Transportation may approve a project requiring the use of publicly-
owned land of a public park, recreation area, ... or of a significant historic site only
if: (1) there is no prudent and feasible alternative to using that land; and (2) the
project includes all possible planning to minimize harm to the park, recreation area,
... or historic site resulting from the use. After the Federal Highway Administration
(FHW A) makes the determination that Section 4(f) applies to a proposed project, a
4(f) evaluation and statement (report) are required. These are normally processed
and approved concurrently with the environmental document prepared during the
PD&E study phase of a project.
Likely Section 4(f) properties within the immediate study area include Coachman
Park, and the Bayfront tennis complex. In addition, a potential Section 4(f) property
is the old Pinellas County Courthouse at 315 Court Street, which is listed in the
National Register of Historic Places.
Potential Section 4(f) impacts by alternative are summarized in the Evaluation Matrix
(Exhibit 8-3). The most significant impacts would involve land taking, noise, and
visual impacts to Coachman Park by alternatives involving Drew Street.
8.2.7 Contamination
As part of the separate Drew Street PD&E study, a Contamination Screening
Evaluation Report (Reference 8-3) was prepared which encompasses most of the
8-5
8-6
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study area for this bridge feasibility study. No sites potentially contaminated with
hazardous materials or petroleum products were identified west of Ft. Harrison St.,
based on literature reviews and field surveys. Therefore, no involvement with
potentially contaminated sites is expected with any of the proposed build alternatives.
8.2.8 Floodplain
The City of Clearwater Flood Insurance Study Map indicates flooding occurs due to
storm surge from the Gulf of Mexico and the Clearwater Harbor. No riverine flood
plains occur within the proposed project limits.
Fill will be placed within the coastal flood plain area with all ofthe high-level build
alternatives. The 100-year storm surge is elevation 11 NGVD, along the eastern side
of the Causeway. This is a Zone AE and varies from elevation 11 to 12 on the
western end of the Causeway. An area of Zone X (area of SOD-year flood or area of
1 DO-year flood with average depths ofless than 1 foot). is located at the intersection
of Cleveland Street and Pierce Boulevard.
Impacts to the coastal floodplain will be insignificant if reinforced earth types of
abutments are used. Care should be taken to minimize the amount of fill. Due to the
nature of the coastal floodiIig the fill required for this project is expected to be mostly
out of the Base floodplain with some intrusion into the coastal 1 DO-year storm surge
area. Most of the impact to the coastal storm surge floodplain will be in the
southwest quadrant of the Memorial Causeway. No fill will be allowed within
Clearwater Harbor itself.
8.3
Traffic Circulation / Level of Service
A traffic analysis was conducted for the three "primary" build alternatives (D4, C4 and P4)
t9 determine the probable impacts on the existing street system. Intersection capacity
analyses were run for major signalized intersections using HDR's recommended 1994
directional design hour volumes (DDHV) for the p.m. peak and the Highway Capacity
Software (HCS) version 2.4. Cycle lengths of 100 seconds were used for all runs to be
consistent with existing p.m. peak hour timings. DDHV for 1994 were used to compare
alternatives because it was found that DDHV for the design year 2020 produced too many
intersections operating at level of service (LOS) F.
To get acceptable results (LOS E or better) for the "No Build" case using the 1994
recommended DDHV, it was necessary to assume the geometric improvements shown in
Exhibit 8-8. Using the modified intersection geometry shown, the resulting levels of service
for the "Modifed No Build" scenario ("No Build" case with modified geometry) are shown
in Exhibit 8-9; all ofthe intersections would operate at LOS D or better under this scenario.
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This "Modified No Build" scenario was used as a baseline for comparison with the various
build alternatives.
For each ofthe three primary build alternatives, the 1994 DDHV were manually adjusted to
reassign traffic volumes to match the proposed design configurations. Screenline totals were
checked to ensure that vehicles were neither created nor lost in the process. Traffic volumes
were assigned to local streets in the downtown, as appropriate, to help equalize intersection
levels of service.
Following the traffic reassignment process, capacity analyses were run for the major
signalized intersections as before. The results are summarized in Exhibit 8-9. Because all
three alternatives have at least one intersection operating at LOS F, additional HCS runs
were made using a 20 percent reduction in design hour volumes to differentiate the LOS F
intersections. The results of these additional runs are shown in the last three columns of the
same exhibit. The results show that of the three primary alternatives, Alternative P4 (or
P4A) would do the best job at handling the projected (shifted) traffic. The results also show
that, regardless of which alternative is ultimately selected, improvements to the surface
streets in downtown Clearwater will likely be required in order for a new bridge and street
system to operate in a safe and efficient manner.
EXHIBIT 8-9
PREDICTED INTERSECTION LEVELS OF SERVICE
Drew & Ft. Harrison
Cleveland & Ft. Harrison
D
D
C
C
D
Court St. & Ft. Harrison
B
B
C
Chestnut St. & Ft. Harrison
C
Notes: I All scenarios use the modified intersection geometry shown in the previous exhibit.
2 All runs use HDR's recommended 1994 DDHV with 100 second cycle length.
3 Traffic impacts are essentially identical for P4 & P4A.
4 The Drew/Cleveland/Pierce Blvd. intersection would no longer exist as it does today with all of the
build alternatives; it would carry either no traffic or local traffic only.
Source: HDR Engineering, Inc., 1995.
8-7
8-8
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For Alternative D4, a HCS run was made for the intersection of Drew and Ft. Harrison using
the full 1994 DDHV and assuming a six-lane divided cross-section on Drew Street. An
intersection LOS of D was achieved only when dual left turn lanes were added on the east
and west approaches on Drew Street.
Other traffic-related issues include the following:
· With Alternative 04, it would be necessary to redesignate at least a segment of Drew
Street as SR 60. In addition, a smooth connection would be desirable to transition
motorists between Gulf-to-Bay (SR 60) and the SR 60 portion of Drew Street. One
possible connection could be made in the vicinity ofthe Clearwater Country Club on
Drew Street where a diagonal connector already exists (connecting Cleveland St. to
Gulf-to-Bay Blvd.). Other options would be to make the transition further east, for
example using US 19 with signs only, without a diagonal transition.
· Alternative D3C3 would require a Drew St. - Cleveland St. one-way pair system
which, in turn, would necessitate removal of on-street parking on at least one side of
Cleveland Street.
· Alternative D6 would require six-Ianing of Drew Street to provide lane continuity
and acceptable levels of service. This would result in high costs and impacts in the
downtown area in particular.
· Alternative C4 would necessitate removal of on-street parking on Cleveland Street
to have any chance of functioning properly. It may be necessary to consider parking
removal with the other alternatives as well.
8.4
Socioeconomic Impacts
Two potential socioeconomic impacts are listed in the Evaluation Matrix; each is discussed
below.
The City is presently in the process of developing a master plan for the redevelopment of
downtown Clearwater. That plan, in its current form, envisions Drew Street as the preferred
corridor for a new bridge crossing of Clearwater Harbor. Drew Street would be the primary
east-west traffic artery and the center of the proposed commercial district. Obviously
Alternative D4 would be consistent with this proposed downtown plan. The other build
alternative would be inconsistent with the plan, or the plan could possibly be modified to be
compatible with a bridge corridor other than Drew Street. In any event, this is a factor which
needs to be considered in ultimately selecting an alternative.
A second socioeconomic factor included in the Evaluation Matrix is the potential impacts
to existing businesses along Gulf-to-Bay Boulevard. If Drew Street (Alternative D4) is
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selected as the preferred alternative, at least some segment of it would have to be designated
as SR 60 to maintain continuity in the state road system.
In addition, traffic would have to be diverted away from Cleveland and Gulf-to-Bay
Boulevard at some location between downtown Clearwater and US 19. Depending on the
location of the transition, a reduction in traffic on Gulf-to-Bay could adversely affect existing
businesses located on or near it. Gulf-to-Bay Boulevard between Highland Avenue and US
19 has hundreds of businesses, most of which are dependent on the heavy traffic which
drives by daily.
The extent ofthe economic impact would depend on the location selected to transition traffic
to Drew Street.
8-9
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9.0 RECOMMENDED ALTERNATIVES FOR FURTHER STUDY
Based on the evaluation of costs and impacts discussed in Section 8, the following alternatives are
recommended for further study during the PD&E study phase:
4-Lane Alternatives
P4A Four-lane bridge connecting to Pierce Blvd. which also spans Pierce Street
P4 Four-lane bridge connecting to Pierce Blvd. which doesn't provide for passage
underneath at Pierce St.
D4 Four-lane bridge connecting to Drew Street
6-Lane Alternatives
P6A -- Six-lane bridge connecting to Pierce Blvd. which also spans Pierce Street.
In addition, if the MPO's Long Range Plan for Memorial Causeway cannot be changed to
show a 4-lane causeway, it may be necessary to study Alternative D6 -- a six-lane bridge
connecting directly to Drew Street. This would require that at least a portion of Drew Street
be widened to six-lane divided (contrary to the current MPO's adopted plan) for the D6
bridge alternative to work from a traffic standpoint.
For any viable bridge alternative, further traffic analysis will be required during the PD&E study
phase to identify required improvements to the surface street system in downtown Clearwater,
including the costs, potential business relocations, and other socioeconomic impacts, especially the
impact on the proposed Downtown Redevelopment Plan presently being developed by the City's
Community Redevelopment Agency.
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10.0 PUBLIC INVOLVEMENT ACTIVITIES
10.1 First Public Meetinl:
The first public information meeting was held on December 7, 1994, at the Memorial
Civic Center on Clearwater Beach. It was attended by approximately 51 residents. Also
in attendance were representatives from the City's engineering administration and traffic
engineering divisions, HDR Engineering, and FDOT.
The meeting was held from 4:00 p.m. to 8:00 p.m. The format was of an informal nature
with displays consisting of two aerial photos (showing the general corridor locations),
USGS quadrangle maps of the area, and a board showing photos of the study area. A
handout and comment form were distributed to attendees.
A total of 9 comment forms were received at the meeting; subsequent to the meeting, an
additional 7 comments were received. The sources of the 16 comment forms are shown
below:
Source of Comments
Island Estates Resident 56.3%
Other/U nknown 12.5%
Work in Downtown Clearwater 6.3%
Clearwater Beach Resident 25.0%
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An overwhelming majority (6: 1) favored a high-level fixed-span bridge over a movable
(bascule) bridge. One person said
"with all the traffic of this day and age, it is archaic to have the start
and stop traffic situation we now have. It is a waste of energy
(hundreds of idling cars, vans, trucks), a waste of people's time
(hundreds waiting every time the bridge opens) and a safety threat
(emergency vehicles, evacuation needs, malfunctions prohibiting use
of bridge for periods of time) to have a drawbridge so that 1 or 2
boats can go through whenever they want. .. Let's move forward
with it!"
With respect to which corridor is the best, opinion was very divided or nonexistent. The
preferences are shown in the pie chart below:
Preferred Corridor
Other issues mentioned on the comment forms included the following:
. Two residents of Island Estates expressed concern for maintaining pedestrian and
bicycle access to and from downtown Clearwater.
. One resident stated that he is not in favor of Clearwater paying for the bridge "We
should seek State and Federal funds to fund it. "
Oral Comments heard at the meeting included the following:
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10.2
· Several residents expressed concerns regarding the aesthetic impacts of a high-level
fixed bridge.
· Several Island Estates residents were concerned about the possible shortening of the
causeway in addition to noise and visual impacts created by a longer and higher
fixed-span bridge.
· Residents of Pierce 100 are very concerned about access to and from their site, in
addition to noise and visual impacts. One resident expressed concerns about the
effect on property values if a bridge is built too close to the condos.
· Concern was expressed regarding potential noise impacts to Coachman Park with
the Drew Street alternative.
· Several people expressed concerns regarding the potential cost of a new bridge and
how it would be paid for.
· A Pierce 100 resident claimed that there are a lot of traffic accidents involving out-
of-control vehicles in the area where Pierce Boulevard transitions into Court and
Chestnut Streets.
· Several people asked how high a new bridge would be and what was the timetable
for construction.
Second Public Meetinl:
The second (and final) public information meeting was held on March 29, 1995, from 4: 15
to 8:15 p.m. at the Memorial Civic Center on Clearwater Beach. It was attended by
approximately 62 people, excluding City/FDOT/HDR personnel.
The meeting was of an informal nature consisting of various displays with City, FDOT
and HDR staff available to answer questions.
Displays consisted of the following boards:
· Three 6-lane bridge alternatives
· Five 4-lane bridge alternatives
· Two existing bridge photos with computer-enhanced photographs ("artist's
concepts ")
· Engineering Issues (text board)
· Existing bridge statistics (text & charts)
· Proposed bridge typical sections (4-lane & 6-lane)
· Photographs of example bridge types and aesthetic treatments
10-3
. USGS Quad Sheets of the study area
. Miscellaneous photographs of the study area
. "Welcome Board" at the front entrance
In addition, two reports were available for viewing on a table: TRB' s Bridge Aesthetics
Around the World and HDR's Stillwater-Houlton Bridge over St. Croix River Bridge Type
Study Report.
The eight bridge alternatives displays consisted of acetate plan sheets over a blue line aerial
photo/base map at 1" = 100' scale. Profile drawings were available at the meeting for
answering questions but they were not on display.
A total of 28 comment forms were received at the meeting and 5 additional comment
forms were subsequently received through April 4, 1995.
Sources of written comments received are shown in the chart below:
Written Comments
By Place of Residence
Clearwater Beach 30.3%
Pierce 100 3.0% -
Other 6.1%
Island Estates 27.3%
Clearwater 33.3%---
Summaries of the written comments are included below:
At least five (5) people said that no (or only minimal) maintenance work should be
done on the existing bridge and that a new bridge should be built as soon as
possible, instead. Several people expressed concerns that businesses on the beach
could be adversely impacted by the lane closing congestion associated with the
repair project.
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Of five (5) opinions rendered on 4- vs. 6-lanes, four (4) of the opinions favored
a 4-lane bridge over a 6-lane bridge.
With respect to the various build alternatives, the greatest number of opinions
favored the 4-lane Drew St. alternative (D4). The breakdown of preferences is as
follows (some "voted" for more than one alternative and one alternative received
no votes):
:i:i:::::::::!:i:i::i,:,i:ii:ii:i,::':i:'i:i::::i:':ii::'::i::i:!i::i:i:,i:::::i,::::i:i::,:::::::::,:!:::ii:::ii:::i:i:::'il~;:i:ii::N.:!:ii!::_::iij::RIi.lii:i::i:::',i::::,i::::,i::::::,i,i:i:i:i!:::':::::'i'::::i::!ii:!i::i::i!i!::i:i:::::i:i:iI,::::Ii'i::':::::::::,:':i:
Island Clearwater Clearwater / Percent
Alternative Pierce 100 Estates Beach Other Totals of Total
04 * 1 3 5 8 17 48 .6
C 1P4 3 2 5 14. 3
P4 or P6 2 1 3 6 17. 1
02C2P2 . 1 3 4 1 1 .4
C4 1 1 2 5 .7
C2P2 1 1 2 9
I TOTALS 2 9 9 1 5 35 100.0
* One person said ".. with no connecting ramp to Pierce Blvd. "
Preferences for Alternatives
04 -- 48.6%
C4 -- 5.7%
C2P2 -- 2.9%
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Where an opinion was offered, most people favored building a high-level fixed bridge as
opposed to a higher-level drawbridge.
With respect to possible funding, opinion was divided on tolls; five (5) people said a toll
would be O.K. (or were at least open to the idea), while one (1) person expressed
opposition to the idea of a toll.
Several people commented on the importance of aesthetic considerations, e.g. with respect
to pier design and preserving the existing "beautiful causeway." Several people also
mentioned the need to preserve the view from the bluff.
Other miscellaneous comments included the following:
"How do these alternatives fit in to the master plan for downtown?"
"Provisions should be included for a future monorail system. "
"Include provisions for a spur crossing of the Pinellas Trail. "
"Sidewalks should be provided on illl bridges and ramps. "
"Pedestrian and bicycle crossings are essential both during and after construction."
"Don't compromise integrity of Coachman Park. "
"Remove some of the existing Causeway to promote better water flow in the
harbor. "
The following verbal comments were received at the meeting:
. Are any (origin-destination) data available showing the limits of beach areas which
are served by the Memorial Causeway? Has recent construction on Bellear
Causeway caused a diversion of traffic to Memorial Causeway?
. "The existing bascule bridge will probably need to be replaced in 10-15 years due
to its age" (per Richard Baier).
. "The major rehabilitation work is presently scheduled to begin May 1, 1996,"
according to Richard Baier. The City and FDOT are presently having discussions
concerning the possibility of downsizing or cancelling entirely the planned
rehabilitation work.
. The downtown redevelopment group headed by Peter Gozza is proposing a rotary
at the Bayfront intersection, according to City officials. Also, "the downtown
planners favor the Drew St. corridor."
. "What will the traffic impact be at Court/Ft. Harrison and Chestnut/Ft. Harrison
with Alternative P6, etc.?"
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.
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One citizen said that a new bridge isn't needed and instead, the existing street
patterns and traffic signals should be optimized to improve traffic flow. In
particular, he proposed the following system of continuous flow movements at the
Bayfront intersection: southbound to westbound from Drew St., westbound lane
from Cleveland, and two eastbound right-turn-only lanes onto Pierce Blvd.
(Eastbound motorists wishing to go north would have to first travel to Court or
Chestnut and then turn left.)
.
Improvements to Drew S1. between Pierce Blvd. and Highland A venue are on hold
until the bridge issues are resolved, according to Richard Baier.
.
"Alternative D4 is out of the way to get to for motorists from Pierce 100."
.
"With Alternative P4, how do you get across the harbor from westbound Drew
St.?"
.
"Drew S1. can't handle a six-lane alternative. "
.
Mr. Bill Held, the City's harbormaster, said that the Redevelopment Council wants
a clear view of the harbor from Drew S1.; there has been resistance to development
near Pierce 100 in the past for this reason.
.
"Where will fisherman go if the bridge is removed?"
.
"Alternative D4 would cut off access from the Pierce St. approach."
.
"Run two lanes on from Drew S1. and run two lanes off from Pierce; block
Cleveland. "
.
Pierce 100 residents appear to favor Alternative D4; Alternative C1P4 is too close.
.
"Alternative CIP4 helps to protect the park."
.
"Merchants on Cleveland would prefer westbound traffic instead of eastbound
traffic leaving the beach. "
.
"A toll booth at the new bridge would slow traffic as much as a drawbridge."
.
"We don't want a higher-level drawbridge."
"Why not a tunnel?"
10-7
10-8
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. A Pierce 100 resident said that they have started a petition in opposition to any
alternatives which utilize Pierce Blvd. They were told to present the petition to the
City.
10.3
Other Coordination
In addition to two public information meetings, progress reports were given to the Clearwater
City Commission on January 19, 1995, and June 15, 1995. The first presentation consisted
of a brief introduction to the study, and the second one was a more comprehensive
presentation in which the key findings were presented utilizing boards, 35mm slides, and
overhead tranparencies.
In addition to regular coordination meetings between HDR Engineering staff and City staff,
a meeting was held with a representative of the City's Community Redevelopment Agency
(CRA) and their downtown planning consultant on May 25, 1995.
Additional agency coordination included several phone calls to Coast Guard representatives
regarding the feasibility of channel relocation and environmental impacts, and telephone
coordination with the Pinellas Chamber of Commerce regarding potential impacts of a Drew
St. alternative on businesses along Gulf-to-Bay Boulevard.
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11.1
11.2
11.0 DESIGN AND CONSTRUCTION-RELATED ISSUES
Stormwater Mana~ement
The proposed bridge replacement project will likely only require treatment to meet the
Florida Department of Environmental Protection's Chapter 17-3 and Rule 17-4.242 for water
quality volume. Due to the tidal nature of the area, it is likely that water quantity
requirements might be waived by the Southwest Florida Water Management District
(SWFWMD). This will have to be verified in a preliminary meeting with SWFWMD during
the PD&E phase.
Due to the configuration of the preliminary concept alternatives, it will be difficult to capture
all of the runoff from the western approaches. Runoff from the eastern approach could be
intercepted from the crest of the bridge to the touchdown point and treated in stormwater
ponds. For some alternatives it may be necessary to do compensatory treatment where land
for stormwater ponds may not be available near the end of the proposed bridge.
Along the eastern side of Pierce Boulevard, there is property which could be utilized for a
stormwater pond as well as property on the western side which could be utilized for
treatment by constructing a swale.
The area at the eastern end of the Causeway causes the most difficulties. Due to the presence
of existing pedestrian and bicycle facilities' room is limited to provide stormwater
management facilities. It may be possible to locate areas were treatment may be provided
in swales with weir control structures; however, this may potentially impact these facilities.
No Outstanding Florida Waters are present, therefore water quality treatment rules would
pertain to the first inch of runoff. The following permits will likely be required:
· US Army Corps of Engineers, Dredge & Fill;
· Florida Department of Environmental Protection, Dredge & Fill;
· Southwest Florida Water Management District, Management and
Storage of Surface Waters;
· Environmental Protection Agency, National Pollutant Discharge
Elimination System.
Utilities
Existing and known proposed utility locations are indicated in Exhibit 11-1. All of the build
alternatives will impact numerous utilities. Coordination with the affected owners should
be started during the PD&E study phase and then continue into the design phase.
11-1
Pierce Blvd.
south of Cleveland St.
..[
..[
..[
..[
..[
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EXHIBIT 11-1
EXISTING OR PROPOSED UTILITIES
......,i.
Memorial Causeway ..[ ..[ ..[ ..[
west of Pierce Blvd.
Drew St.
west of Ft. Harrison
..[
..[
,f
..[
Cleveland St.
west of Ft. Harrison
..[
..[
..[
..[
..[
Pierce St.
west of Ft. Harrison
..[
..[
..[
..[
Court St.
west of Ft. Harrison
..[
..[
..[
..[
Notes: 1 Data based on utility atlas sheets provided by the City.
2. No utility information was provided on electric or telephone.
11.3
Bridee Structure Alternatives
For any new Memorial Causeway bridge several structure alternatives could be considered,
including:
. Precast Prestressed Concrete Girders
. Florida Bulb Tee Girders; either made continuous or in a simple-span application.
. Precast Post-tensioned Box Girders (Segmental)
. Steel Plate Girders
. Steel Box Girders
Each structure type has its advantages and disadvantages and is more applicable for certain
situations than others. Feasible structure types are discussed below.
1. Precast prestressed concrete girders (Type II, III and IV girders) are very popular
in Florida and are widely used. The reason for their popularity is the fact that for most cases
11-2
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they provide a very economical solution for bridges with spans of up to approximately 115
feet. The girders can be used for curved structures by placing the girders on a chord and
curving the cast-in-place deck on top of the girders. Varying widths, and ramps can be
accommodated easily by spreading the girders further apart and adding girder lines.
Depending on the overall width of the structure, the substructure will consist of one or more
columns with a cap on top supporting the girders. The use of one column "hammerhead pier"
has become quite popular in Florida and provides an aesthetically pleasing solution for the
substructure.
2. Florida Bulb Tee girders are basically an alternate solution for the precast
prestressed girder alternative. The girders are deeper, have a wider top flange, and can have
post-tensioning installed. As a result these girders can be used for longer spans:
approximately 115 feet when used in simple-span fashion and up to approximately 148 feet
when used for continuous spans. Since the spans are getting longer these girders cannot be
used for horizontal alignments that are very sharply curved. The Florida Bulb Tee has
provided many economical bridge solutions in Florida.
3. Precast post-tensioned box girder bridges, also known as segmental bridges, can
provide a good solution for bridges with spans in excess of approximately 148 feet. The
depth of the box girders is normally in the 8.2 foot range to accommodate future inspection
of the inside of the boxes. Variable deck width can be accomplished by widening the deck
of the box, keeping the actual box dimensions constant (changing the box dimensions would
require very special forms and is deemed to be uneconomical for precast construction). If the
variation in width exceeds the practical limits of the deck overhangs, box girders can be
added. This can become quite complicated and adds to the cost of the project. Horizontally
curved alignments can be accommodated very easily. Each individual segment
(approximately 9.8 feet long) will be a chord on the arc. Normally these structures become
competitive for large projects where many segments need to be produced. The concrete box
provides a very aesthetical bridge. The substructure normally consists of one column
supporting a box, resulting in an aesthetically pleasing solution. Adding to the aesthetics is
the fact that no pier caps are required.
4. Steel plate girders can be used for about any span and alignment. A disadvantage
of the steel girder is the fact that the Memorial Causeway bridge is located in a severely
corrosive environment and the use of a steel structure could lead to high future maintenance
costs. Historically, the steel plate girder has not been competitive in the span ranges that are
covered by the prestressed girder options; the only exception being horizontally curved
structures where curved steel girders were the only feasible solution. The substructure for the
steel plate girders are basically the same as described for the concrete girder alternatives.
5. The steel box girder is normally a more expensive solution than the plate girder
alternative. The reason for using steel boxes would be for sharply curved structures where
torsion would be a concern or for structures where aesthetics is important. The boxes
normally provide a more pleasing structure than the girders, both where the girders
11-3
11-4
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themselves are concerned as well as the substructure, which can be similar as described for
the concrete box girder.
Which structure type to choose is normally based on an economic analysis and in some cases
aesthetics can be the governing factor. The overall price for a structure consists of the cost
for the substructure and the cost for the superstructure. Lengthening the spans will reduce
the number of piers and normally will reduce the overall cost of the substructure. This is
especially true when the ship impact forces are governing the design of the substructure.
Larger spans, on the other hand, will result in more expensive superstructures, and can result
in the exclusion of some of the alternatives discussed above, when exceeding certain span
limits. Cost curves can be developed which will show the most economical span length for
a certain alternative.
Another limiting factor regarding the span length is the presence of the navigational channel
of the Intracoastal Waterway. The required horizontal clearance between fenders is 90 feet.
The Florida Structure Design Guidelines recommend that the bridge spanning the channel
should have at least a span equal to the clearance plus the width of two design barges. This
would result in a channel span of approximately 180 feet.
Some of the alignment alternatives have the added complication of a relocated channel. This
means that during construction of the new bridge, two channels have to be accommodated.
Span arrangements have to be developed to clear both the existing channel and the relocated
channel, and a temporary fender solution has to be provided for the piers of the new structure
crossing the existing channel (this could consist of a timber protection system on the footings
of the two piers adjacent to the old channel).
Based on the above discussion, it is expected that the girder option, and most likely the
Florida Bulb Tee, would provide the most economical solution. The approach spans could
have spans in the 148 foot range with a special arrangement, such as drop-in girders, for the
180 foot channel span. If aesthetics carries enough weight to justify a slightly more
expensive structure, the concrete box girder would be an excellent candidate. For this
alternative the 148 foot spans could be considered as well, using the span-by-span erection
method, with a somewhat modified erection scheme for the 180 foot channel span. The cost
per square foot of the structure is expected to be in the $51 to $61 range.
Exhibit 11-2 shows a qualitative comparison of the various structural alternatives considered
with subjective weights established for various factors.
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EXHIBIT 11-2
COMPARISON OF STRUCTURAL ALTERNATIVES
Span Length 25-30 m 30-45 m 45-100 m
Cost 5 4 3 3 2
Aesthetics 3 3 5 3 5
Variable Width 4 4 3 4 4
Ramps 4 4 2 4 4
Curves 4 3 4 5 5
Varying Deck Profiles 5 5 3 5 5
Severe Environments 5 5 5 1 1
Totals 30 28 25 25 26
Legend: 1 = Worst 5 = Best
Source: HDR Engineering, Inc., 1995.
11.4 Bicycles and Pedestrians
Memorial Causeway is presently classified as a "bicycle friendly" facility by the county
MPO since it has a paved bicycle path which runs along the south side of the Causeway,
between Clearwater Beach and downtown Clearwater (Reference 11-1).
The concept design sketches of the various alternatives presently include provisions for
bicyclists in the form of 12-foot shoulders. Sidewalks are presently shown on one side only
of each bridge alternative although this could be widened as discussed in Section 7.2.2.
Alternatives which utilize either Drew Street or Cleveland Street would place pedestrians
closer to Coachman Park and the commercial areas along Cleveland Street; alternatives
which utilize Pierce Boulevard would provide better pedestrian access to the County
Courthouse area on Court Street.
All of the alternatives which concentrate most of the traffic on one street (e.g. D4, C4,
P4/P4A) would make it more difficult for pedestrians to cross these streets. At present, the
east-west traffic going to or from the beach via Memorial Causeway is mostly split between
11-5
11-6
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Cleveland, Court and Chestnut Streets, with a smaller component on Drew Street. This
distribution of traffic over several streets makes it easier for pedestrians to cross northbound
and southbound, since the traffic and congestion are spread out over more streets, thereby
reducing pedestrian vehicle conflicts.
11.5 Channel Relocation
Alternatives which avoid channel relocation are preferred to minimize impacts to the natUral
environment, reduce costs, and avoid additional permitting requirements. Permit
coordination will be required with the Army Corps of Engineers, U. S. Coast Guard, National
Marine Fisheries, the Florida Department of Environmental Protection and the Southwest
Florida Water Management District. Specific concerns relate to water quality, habitat
protection, and marine mammals.
Turbidity (suspended silt) must be contained or minimized to the extent that there are no
violations to state water quality standards. Turbidity barriers or other methods to keep
dredged material from silting over seagrass beds may be required. Water quality sampling
will be required prior to, during, and after construction to document the effectiveness of the
construction process and whether water quality standards were met.
Of special concern are submerged seagrass beds located within the project area. These
underwater flowering plants require sunlight for survival. Deposition of silt on the leaf
blades or general cloudiness of the water column will stress these plants, especially if
construction occurs during the summer growing season. This will be a significant concern
of the regulatory agencies. Due to the presence of the seagrass beds, off-site disposal of the
spoil is likely. This will further increase the expense of permitting and construction.
Marine turtle and manatee watches will be required to ensure the safety of any such animals
moving through the area.
11.6 Maintenance of Traffic Durin~ Construction
Maintenance of traffic (MOT) during construction will be a challenge for all of the build
alternatives. The major question to be answered is if (and for how long) two lanes of traffic
can be maintained on the causeway. For most alternatives, it may be possible to maintain
four lanes of traffic during construction if a sufficient amount of temporary pavement can
be constructed near the western end of the proposed bridge structure. Brief "conceptual
MOT plans" are presented here for the three primary alternatives; the MOT plans for the
other alternatives are very similar to these.
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AL TERNA TIVE D4
Phase I A
Construct temporary pavement on the southern side of the existing pavement near the
western end of the new (proposed) bridge.
Phase I B
With traffic maintained on the south side of the existing bridge on existing and temporary
pavement (2 way - 2 lanes), dredge the northern section of the proposed channel, construct
all of the Drew Street bridge and the north-western 2 approach lanes. Downtown traffic will
be detoured away from Drew Street.
Phase II
With traffic maintained on the northern two lanes of the Drew Street Bridge constructed in
Phase I (2 way - 2 lanes), remove the existing bridge, dredge the remaining proposed
channel. Downtown traffic will be directed away from the Cleveland Street Bridge
demolition and onto the Drew Street Bridge.
Phase III
With traffic maintained on the northern two lanes of the Drew Street Bridge constructed in
Phase I (2 way - 2 lanes), construct the south-western approach lanes and fill the existing
channel.
Note: Temporary pavement is needed to construct entire proposed bridge in one phase.
AL TERNA TIVE C4
Phase I
With traffic maintained on the north side of the existing bridge (2 way - 2 lanes), dredge the
southern section of the proposed channel, construct all of the proposed bridge and the south-
western 2 approach lanes except for the north-western portion of the proposed bridge that is
adjacent to the existing bridge. Downtown traffic will be detoured around the Cleveland
Street construction.
Phase II
With traffic maintained on the southern two lanes of the new bridge constructed in Phase I
(2 way - 2 lanes), remove the existing bridge, dredge the remaining proposed channel.
Downtown traffic will be directed away from the Cleveland Street Bridge demolition and
onto the new bridge.
11-7
Phase III
With traffic maintained on the southern two lanes of the new bridge constructed in Phase I
(2 way - 2 lanes), construct the remaining proposed bridge, the north-western approach lanes
and fill the existing channel.
Note: Bridge construction must be staged and therefore more expensive unless extensive
temporary pavement is constructed.
AL TERNA TIVE P4A
Phase I
With traffic maintained on the north side of the existing bridge (2 way - 2 lanes), construct
all of the proposed bridge except for the south-western 2 approach lanes. Downtown traffic
will be detoured away from Pierce, Court, and Chestnut Streets.
Phase II
With traffic maintained on the southern two lanes of the new bridge constructed in Phase I
(2 way - 2 lanes), remove the existing bridge. Downtown traffic will be directed away from
the Cleveland Street Bridge demolition and toward the new bridge access at Court and
Chestnut Streets.
Phase III
With traffic maintained on the southern two lanes of the new bridge constructed in Phase I
(2 way - 2 lanes), and the north-western approach lanes.
Note: Entire bridge can be constructed in one phase by the use of temporary pavement.
11.7 Wind Loadine on Vehicles
In February, 1995, city staff brought up the issue of wind loading on vehicles on a high-level
bridge during hurricane evacuations. The issue had surfaced with respect to FDOT's
proposal to build a high-level fixed bridge connecting to Anna Maria Island near Bradenton.
The Florida Department of Environmental Protection (FDEP) has threatened to deny
issuance of a dredge and fill permit due to their concerns about safety of motorists on the
bridge during hurricane evacuations. As of June, 1995, the issue was still unresolved.
Although it is not within the scope of this study to evaluate the safety impacts of high-wind
loading, it is an issue which needs to be resolved by FDOT, preferably at a statewide level
since it could affect the future of this bridge in addition to many others throughout the state.
One possible "mitigation" measure which could be considered would be to install a high-
wind warning light/message system similar to that which is in place on the Sunshine Skyway
Bridge north of Bradenton.
11-8
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12.0 REFERENCES
4-1 Traffic Report for the Memorial Causeway Bridge Feasibility Study. Prepared by HDR
Engineering, Inc. April 1995,
4-2 Florida's Level of Service Standards and Guidelines Manual for Planning (Topic No. 525-
000-005-c). April 12, 1992. Florida Department of Transportation.
4-3 Florida Department of Transportation District Seven Tabulation of Monthly Draw Bridge
Openings (January 26, 1994).
6-1 Microcomputer Evaluation of Highway User Benefits--Draft Final Report for NCHRP 7-12.
Texas Transportation Institute. October 1993.
6-2 MicroBENCOST User's Manual prepared for National Cooperative Highway Research
Program Project 7-12. Texas Transportation Institute. October 1993 (Draft).
8-1 1993 Transportation Costs. Florida Department of Transportation, Office of Policy
Planning, Economic and Demographic Research and Analysis Section, 1993.
8-2 23 CFR Part 772, "Procedures for Abatement of Highway Traffic Noise and Construction
Noise", July 8, 1982 and August 5, 1982.
8-3 First Draft Preliminary Engineering Report for Drew Street (SR 590) from Pierce Boulevard
to Northeast Coachman Road. Prepared by Post, Buckley, Schuh & Jernigan. June 1993.
11-1 Pinellas County MPO Comprehensive Bicycle Plan. Prepared by Pinellas County Planning
Department, 1993.
12-1
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13.0 APPENDICES
A.
B.
C.
D.
E.
Preliminary Concept Plans
Traffic Analysis Data: HCS Printouts, etc.
Right-of-Way Cost Estimate Summary Forms
Benefit-Cost Analysis Printouts
Bridge Opening Frequency Data
13-1
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APPENDIX A
Preliminary
Concept
Plans
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, Z
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fj w ~
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ill <Il ~
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tl~i ~: "I ~~o ~
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~~_ L_-~ ___J J
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J I~__JL~~J l]J[_-l;l-~- \i ~,
'nN,^' ---------"""~l"^ [--l ' I ' ~ ~ j
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__ I. ~__,_ fJ l~~-] --,"",,-,JJ
\l~ ~J ..
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--------
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W ~
SQLLW
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L) :3
)-
0::
<1
0::
cD
LlJ
0::
> W
0:: 1--
o
roW
Q CJ
<l
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...:::.:..
<[
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---------------- ------ ---------
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-!--
'..0..:::, CJ
0::: ---l
<f.
[L
-
~''',~~~,- ~"'~''''~''
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---
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'-'
z
wo "
g9,/
;'
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',f'd"X"S":) u_ -
'---_....]OO31l.
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-t---t---:------+----
:I:
-< 0..
"" t:l;) ~
Q.. c:J ~
~ Q
:> -
.... ~ 0
E-- i:Q ~
~ ~ ~
Z Z ~
~ -<
~..JZ
..J~g
-< U";
~
o
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1.___
~t!l'l~'
.,.,
a--
a--
......
...
..
::;:
>-
w
w
<r
>-
~
::InN3A'>I
I-~
L./:::::::
o
o
'-'m
ON
_0
<r-
m
>-
~
0';
~~
rj
Z
....
O:.=i
O~
r5
z
....
p::
~
~
Z
....
~
Z
~
p::
o
::c
w
i
;::2
~S
zu
:3
~~
>-z
~...~...~~~'... ; ~
...~...~, wu
--
W::2:
(-'0
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Wz
~"
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--
---
~
---
---J ~l
>--
~
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~~~
~~U
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"'-'-~ ~ ~ ~t'~
'" ~...g~ ;:l
o o""".~ ~
1:: ~~~Cf.)
'" = '"
""" cO cO
,e,U ~
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APPENDIX B
Traffic
Analysis
Data:
HCS Printouts, etc.
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I HCS_SHTS.XLS
Modified "No-Build"
HCS Intersection Runs
EXHIBIT 19 - RECOMMENDED DIRECTIONAL DESIGN HOUR VOLUMES FO~ 1~9~ (P~ PEAK)
A~6 TRLVI.
~T~~ 0
+- 514 ~ + ".. I
~ /291 .J. h. .4__ 138~
A Jlct LTL..8'314 -. .Y .....; 242 527 :If
/38 '"""':>. ~ 147 I
... 'f' 611-.
~~ tr;
Nl l') .....;
..... "J v
+JID
lIlt
/(0 N./ ~
) J ! \:.~ .
~ 923 .4 ~ i\d..c.l Tt2.~
rn~~:: }:} _).:~(l"'S~ I
A-M Tl2.t.-SO -.. 'iti t.,! ~---. ~ .
:: 0 ~ ~/ ~
+ [il.....
I
I
I rm It ·
/..... ~ lri I
Ol ..... .....
~ t !
~ 75./ ~ I
G ;j:~~I!
...., t
l:g ~/ I!
j
Ii
0-:. \'V\i'eAse'-f';~
J'..\ CA IV\ !,-e,.,
Drew St.
~
0:(
@
~::J ~(t t
. +- 2402
/805 -. r
~ 14631/658 ~ \,...;'
~
o
Q)
o
CI)
o
Cleveland
",- 15
+- 1040' 11068 I
13/
~ 814 -+
~!J
ID l') .;
r:: , I
~; [i]
Pierce
Q)
e
Q)
i:t
Court
DHV
Based on
K = 10.2%
o = 56.4%
* This movement
o
is prohibited by signs
r;l.. 1'4r1[':'a~p~ YI ~ /~.1nnJ....J\!?
c::
o
.!:2
l:::
~
....;
u.
St.
St.
St.
+- 913
Chestnut Street
A19~
~ 11735 -.
.(331 --..
'f'
t-/~
..... en .....
. ".
C
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I
1046 -.
II
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e .'
j
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+r.l-
I, ~ ~~ ~/
'N ~
! If) ......
~Ad ..... L[LJ1i .''''''f)r.:
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HCM: SIGNALIZED INTERSECTION S~MMARY Version 2.4
HDR Enginf.~er ing
05-23--'i 995
-----------------------------------------------------------------------
---~----------------------------------_._--------------------------------
Str(:'!(:,ts: (E--W) Chestnut St. (N-S) Ft. Harrison
Ana J ys t: F. How(:, F i Ie Name: 1 NBM94A. EC9
Area Type: CED 5-12-95 PM Peak
:~~~~~~~=~~~~:~~~=~~:~~~~;~=~~~~=~~~~===S:~~~:=~:~=~=~=============
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i...)
Eastbound
T
---~ ~___I_--_-
,
Westbound : ~orthbound :
T R: L T R: L
____1____ ____ ____1____
I I
I
,
1
1
1
I
Volumes : 119
PHF or PK15:0.95
Lan(~ Width :10.0
Grade :
% Heavy Veh: 2
Par kin g : (Y IN) N
Bus Stops :
Con. Peds
Ped Button: (YjN) N
Arr Type : 3
RTOR Vols :
Lost Time :3.003.00
Prop. Share: -1
Prop. Prot.:
No. Lanes
1 <
735
0.95
10.0
o
2
R
L
2 <
1542
0.95
10.0
o
: (Y IN) N
1
1
4:
: ('{jN) N
1
J
!
I
I
1
1
,
3.00
-1
'-,
,!-
: 1
214: 97
0.95:0.95
:12.0
1
1
2: 2
: (Y IN)
0:
i 1 :
: (Y/N)
3: 3
0:
3.00:3.00
-1: -1
_')1
~I
Southbound
T F~
2
1 1 92
O. 95
10. 0
0
'J
N
L'
0
22
N
I
'+
0
3 .00
-1
- 2.
---------------------------------------------------~---------------------
Phase Combination
EB Left
I'hI'u
Right
Peds
WB Left
Th1'u
Rigbt
Peds
NB Right
SB Hight
Gref::on
Yel1ow/AH
Cycle Length:
~k
"k
ok
..,'r
~\:.
?" n~
,,"-,0. ,-I /\
'3.0
100 sees
331 :
0.95:
i
,
I
1
2:
0:
;-:. I
_J I
I
3
3:
0:
3.00;
-1 :
_')1
~I
[~eft.
Thru
Right
Peds
Left
Thru
Right
h:~ds
Rigbt
F~iglJt
; G'l-een
;'{el.lo\"~/AF~
P 11 as':, c:: 0 m bin at L 0 ;1 D c d (:~ r :
6 I 8
-k
"
~k
"'/I:
ok
*
I
'+
I"~
"k
"k
2.0\ 61.0,\
':.) ,-\
.) , \j
-----------------------------------------------------------------------
Signal Operations
2
'"
,)
4
3~O
if "r :}: 5 if 6
Lane Group:
~i v m t sea p
Intersection Pe"f'crmai"iCe Summac,'
1 '~, ') -,
, ,) ~ I
1252 4472 0.985 0.280 39.7 D
1873 30711.036 0.610 33.7 hF'.,.li
104 1593 0.Q81 0.070 74.7 ~
2065 3129 0.638 0.660 6.8 0
Intersection Delay = 29.1 sec/veh Intersection LOS = D
TimejC:,'cle, L = 6.0 sec' CrLcrcaI v/c(;<:) =1.024
EB
r
L
372.
TR
NB
SB
l'p
1.
L
T
Lost
:NB
I
1
,
:SB
1
,
1
I
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I
:r:B
: \\'B
Adj Sat
F 1 (il'!
vIe
r; 1('
61 ',)
Patio
DeJay
18. 7
LOS
c
,,;'ppro'::lch. :
D ~2, 1 a \7 L 0 ~;
37.<::
11
Ratio
35.7
11 . 7
1)
B
C. 336
G.280
---------------------.---------------------------------------------------
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engirr,:;cring
05-23-'1995
I
---------------~-------------------------------------------------------
-----------------------------------------------------------------------
I
Strc(~ts: (E-W) Chestnut St. (\J-3: Ft. Harrison
Analyst: F. Howe Fiie Name: 1NBM94.HC9
Area Type: CBD 5-12-95 PM Peak
~~~~~~~~=~~~~~~~~=~~:~~~~~~=~~~:=::~~====~1=~=~=~,~=!~=~=======
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I L
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No. Lanes
: Westbound
~ L T R
I
---- ----,----
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331 :
0.95:
I
i
Northbound
T R
: 10
I
----- 1----
1 :
214: 97
0.95:0.95
12.0: 12.0
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I
2:
2
I
Soutbbound
T R
I
2
2
1192
0.95
10.0
o
2
I
I
I
Volumes : 119
PHF or PK15:0.95
Lane Width :10.0
Grade :
% Heavy Veh: 2
Parking : (Y/N) N
Bus Stops :
Con. Peds :
Ped Button: (Y/N) N
Arr Type : '3
RTOR Vols
Lost Time ::3.00
Prop. Share: -1
Prop. Prot.:
;
i
I T
\ u
Eastbound
T R
----;----
I
;(Y/N) N
0:
1 1 :
: (Y IN) N
3: :3
0;
3.00:3.00
-1: --1
-2:
4
3.00
o
7 'J
I
I
4
o
3.00
-1
-2
--------------------------~--------------------------------------------
I
Phase Combination
EB Left
Thru
Right
Peds
WB Left
Thrn
Right
Peds
NB Rigbt
5B Right
Gl"et~n
Yellow/AR
Cyele Length:
<
2
1542
0.95
10.0
o
5
*
*
3.0/\ 56.0A
3~O 3.0
;',11 #5 li6
6 i Q
~,
)"(
*
.'k
'");:;
..}:
"k
I
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I
-----------------------------------------------------------------------
/-\.DDro(-::c1~'1 :
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425 1327 0.294 0.320 16.6
1431 4472 0.862 0.320 24.7 C
1752 3129 0.972 0.560 23.3 C
793 1416 0.284 O.S60 7.5 B
120 1593 0.850 0.090 38.0 D
1940 3129 0.679 0.620 8.6 B
Intersection Delay = 18.9 see/veb Intersection LOS = C
Lost Time/Cycle, L = 9.0 see Critical v/c(x) = 0.935
Lane G1 O\.1p:
!vlvmts Cap
c'n
.l~ D
L
IE
NB
rp
<
SB
R
L
'J'
3
735
0.95
10.0
o
2
I
,
nl
Lt
I
; (Y/N} N
I
I
LOS
(~ L a.\- LJ)
2. '3 . (~1
c
I
0:
~l
~!
I
, I
"+1
("Y"/N) N
:2 1 . 5
c
I
'3
3;
0:
3.00:
-1 :
-7'
~I
-1
HL 7
B
3.00
"k
Operations
, I
i+ 1
:NEf L~ft
Thru
: Right
: Peds
:SB Left
~ Thru
: Right
: Peds
:EB Right
:WB Right
: (~reen
: Or' ell 0\''7/ i-\R
combination order:
I
--------~----------------------------------------~---------------------
Signal
2 3
'#'<
*
i"
*
32.0A
3.0
'i 00 s e c s
Phase
Intersection Performance Summary
Aclj Sa..t
v/e
Ratio
\ 1 / '
1::" '
F 1 0\17
rZa t i C1
Delay
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HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4 05-18-1995
Center For Microcomputers In Transportation
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Streets: (E-W) Court St
Analyst: F. Howe
Area Type: CBD
Comment: Modified No-Build, 1994 DDHV
(N-S) Ft. Harrison
File Name: 2NBM94.HC9
5-12-95 PM Peak
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Eastbound Westbound Northbound Southbound
L T R L T R L T R L T R
- --- - - -- - - -- - - -- -- -- - - -- - - --
No. Lanes 1 3 < 1 2 2 <
Volumes 276 567 75 255 1461 1130 91
PHF or PK15 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Lane Width 10.0 10.0 12.0 10.0 10..0
Grade 0 0 0
% Heavy Veh 2 2 2 2 2 2 2
Parking (Y/N) N (Y /N) N (Y /N) N
Bus Stops 0 0 0
Con. Peds 10 31 0 22
Ped Button (Y /N) N (Y/N) N (Y /N) N
Arr Type 3 3 3 3 4 4 3
RTOR Vols 0 0 0
Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00
Prop. Share -1 -1 -1 -1 -1 -1
Prop. Proto -2 -2 -2
Signal Operations
Phase Combination 1 2 3 4 5 6 7 8
EB Left NB Left *
Thru Thru * *
Right Right
Peds * Peds *
WB Left * SB Left
Tnru * Thru *
Right * Right *
Peds * Peds *
NB Right EB Right
SB Right WB Right
Green 24.0A Green 20.0A 45.0A
Yellow/AR 4.0 Yellow/AR 3.0 4.0
Cycle Length: 100 secs Phase combination order: #1 #5 #6
Intersection Performance Summary
Lane Group: Adj Sat v/c g/C Approach:
Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS
----- ------- ----- ----- ----- -----
WB L 331 1323 0.880 0.250 39.2 D 27.2 D
TR 1150 4601 0.647 0.250 22.6 C
NB L 319 1593 0.841 0.200 37.2 D 11. 5 B
T 2159 3129 0.748 0.690 7.2 B
SB TR 1423 3094 0.948 0.460 24.7 C 24.7 C
Intersection Delay = 19.5 sec/veh Intersection LOS C
Lost Time/Cycle, L = 9.0 sec Critical v/c(x) = 0.906
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4 05-18-1995
Center For Microcomputers In Transportation
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Streets: (E-W) Cleveland St.
Analyst: F. Howe
Area Type: CBD
Comment: Modified No-Build, 1994 DDHV
(N-S) Ft. Harrison
File Name: 3NBM94.HC9
5-12-95 PM Peak
=======================================================================
Eastbound westbound Northbound Southbound
L T R L T R L T R L T R
- - -- - - -- - - -- - - -- - - -- - - -- - - -- - - --
No. Lanes 1 2 < 1 2 < 2 < 2 <
Volumes 140 629 50 138 815 112 1283 178 992 108
PHF or PK15 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Lane width 10.0 10.0 10.0 10.0 10.0 10.0
Grade 0 0 0 0
9.- Heavy Veh 2 2 2 2 2 2 2 2 2 2
0
Parking (Y/N) Y 10 (Y/N) Y 10 (Y/N) N (Y /N) N
Bus Stops 0 0 0 0
Con. Peds 49 63 66 64
ped Button (Y/N) N (Y/N) N (Y/N) N (Y/N) N
Arr Type 4 4 4 4 4 4 4 3 4 3
RTOR Vols 0 0 0 0
Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00
Prop. Share -1 36 -1 24 -1 -1 -1 -1
Prop. Proto -2 -2 -2 -2
-----------------------------------------------------------------------
Signal Operations
Phase combination 1 2 3 4 5 6
EB Left * * NB Left
Thru * Thru *
Right * Right *
Peds * Peds *
WB Left * * SB Left
Thru * Thru *
Right * Right *
Peds * Peds *
NB Right EB Right
SB Right WB Right
Green 5.0A 34.0A Green 50.0A
Yellow/AR 3.0 4.0 Yellow/AR 4.0
Cycle Length: 100 sees phase combination order: #1 #2 #5
7
-----------------------------------------------------------------------
Intersection Performance Summary
Lane Group: Adj Sat v/c g/C Approach:
Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS
----- ------- ----- ----- ----- -----
EB L 146 1486 1.007 0.130 68.8 F 28.2 D
TR 1001 2860 0.750 0.350 20.2 C
WB L 146 1486 0.993 0.130 63.2 F 50.7 E
TR 991 2832 1.034 0.350 48.9 E
NB TR 1561 3061 1. 035 0.510 39.9 D 39.9 D
SB TR 1567 3073 0.776 0.510 14.2 B 14.2 B
Intersection Delay = 34.0 sec/veh Intersection LOS D
Lost Time/Cycle, L = 6.0 see Critical v/c(x) = 1. 085
-----------------------------------------------------------------------
8
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HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4 05-18-1995
Center For Microcomputers In Transportation
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Streets: (E-W) Drew St.
Analyst: F. Howe
Area Type: CBD
Comment: Modified No-Build, 1994 DDHV
(N-S) Ft. Harrison
File Name: 4NBM94.HC9
5-12-95 PM Peak
Eastbound
L T R
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Westbound
L T R
Southbound
L T R
No. Lanes
Volumes
PHF or PK15
Lane Width
Grade
% Heavy Veh
Parking
Bus Stops
Con. Peds
Ped Button
Arr Type
RTOR Vols
Lost Time
Prop. Share
Prop. Proto
1 2 <
291 314
0.95 0.95
10.0 10.0
o
2 2
(Y/N) N
38
0.95
(Y/N) N
3 3
4
o
3.00
-1
-2
3.00 3.00
-1
Northbound
L T R
1
147
0.95
10.0
2
242
0.95
10.0
o
2
1
48
0.95
10.0
2
1355
0.95
10.0
o
2
1
107
0.95
10.0
2
1031
0.95
10.0
o
2
<
<
<
138
0.95
190
0.95
224
0.95
2
2
(Y/N) N
2
2
(Y /N) N
2
2
(Y/N) N
2
o
6
o
4
o
9
o
2
(Y/N) N
3 3
(Y /N) N
4 4
(Y/N) N
4 4
4
o
3.00
-1
-2
3
o
3.00
-1
-2
3
o
3.00
-1
-2
3.00 3.00
-1
3.00 3.00
-1
3.00 3.00
-1
-----------------------------------------------------------------------
Phase Combination 1
EB Left
Thru
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellow/AR
Cycle Length:
*
*
15.0A 16.0A
3.0 4.0
100 sees Phase
2
Signal Operations
3 4
8
5 6
* *
*
*
*
* *
*
*
*
7
*
*.
*
*
*
*
*
*
NB Left
Thru
Right
Peds
SB Left
Thru
Right
Peds
EB Right
WB Right
Green
Yellow/AR
combination order:
3.0A 52.0A
3.0 4.0
#1 #2 #5 #6
-----------------------------------------------------------------------
Intersection Performance Summary
Lane Group: Adj Sat v/c g/C Approach:
Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS
----- ------- ----- ----- ----- -----
EB L 295 1486 1.037 0.330 69.9 F 47.3 E
TR 523 3077 0.746 0.170 29.5 D
WB L 295 1486 0.525 0.330 17.1 C 29.4 D
TR 503 2958 0.835 0.170 34.0 D
NB L 117 1486 0.436 0.090 9.3 B 42.6 E
TR 1628 3071 1.049 0.530 43.6 E
SB L 117 1486 0.966 0.090 58.5 E 19.0 C
TR 1613 3044 0.860 0.530 15.8 C
Intersection Delay = 33.8 sec/veh Intersection LOS = D
Lost Time/Cycle, L = 6.0 see Critical v/c(x) = 1.120
-----------------------------------------------------------------------
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engineering, INC.
05-17-1995
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=======================================================================
(N-S) Pierce Blvd.
File Name: 5NBM94.HC9
5-12-95 PM Peak
Streets: (E-W) Memorial Causeway
Analyst: LRW
Area Type: CBD
Comment: No Build w/ 1994 DHV
=======================================================================
Eastbound Westbound Northbound southbound
L T R L T R L T R L T R
- - -- - - -- - - -- - - -- - - -- - - -- - - --
No. Lanes 1 1 1 2 < 1 > 1 < 1
Volumes 805 658 13 1040 15 852 39 9 510
PHF or PK15 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Lane width 10.0 10.0 10.0 10.0 12.0 12.0 12.0
Grade 0 0 0 0
% Heavy Veh 2 2 2 2 2 2 2 2 2
Parking (Y /N) N (Y /N) N (Y/N) N (Y /N) N
Bus Stops 0 0 0 0
Con. Peds 6 4 9 2
ped Button (Y /N) N (Y/N) N (Y /N) N (Y/N) N
Arr Type 3 3 4 4 4 3 3 3 3
RTOR Vols 0 0 0 0
Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00
Prop. Share -1 -1 -1 -1 47 -1 -1 -1
Prop. Proto -2 -2 -2 -2
-----------------------------------------------------------------------
Signal Operations
Phase Combination 1 2 3 4 5 6 7 8
EB Left NB Left *
Thru * Thru *
Right * Right *
Peds Peds
WB Left * SB Left
Thru * Thru
Right * Right *
Peds Peds
NB Right EB Right *
SB Right WB Right
Green 53.0A Green 39.0A
Yellow/AR 4.0 Yellow/AR 4.0
Cycle Length: 100 secs phase combination order: #1 #5
-----------------------------------------------------------------------
Intersection Performance Summary
Lane Group: Adj Sat v/c g/C Approach:
Mvrnts Cap Flow Ratio Ratio Delay LOS Delay LOS
----- ------- ----- ----- ----- -----
EB T 845 1565 1.002 0.540 39.2 D 21. 7 C
R 1330 1330 0.521 1.000 0.3 A
WB L 72 116 0.194 0.540 7.8 B 11.5 B
TR 1688 3125 0.692 0.540 11. 6 B
NB L 637 1593 0.745 0.400 19.9 C 19.7 C
LTR 640 1600 0.738 0.400 19.6 C
SB R 570 1425 0.942 0.400 36.3 D 36.3 D
Intersection Delay = 20.3 sec/veh Intersection LOS = C
Lost Time/Cycle, L = 6.0 sec Critical v/c(x) = 0.977
-----------------------------------------------------------------------
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I HCS_SHTSXLS
Alternative 04
HCS Intersection Runs
D4-
J
..,.,= LV">
.'
AL TE R. N^- T"\VE
,-.
_E~j-HBIT" - RECOMMENDED DIRECTIONAL DE IGN HOUR VOLUMES .. ". " ':. (PM PEAK) IcrQ4
I
~~~~ 0 I
-+-li,:/; ~.; t \~ "'_ \311 1 I
I/Z5311<02.-+ F +-I27+@EJ 2'<.,8 I
150 ~ .14"1
IOSct~
~t~
~~~ E ~ I
.~~
I .
.., -- I
".
...; ~.I.
u.:
j i.." ~ ~~ I
J t St. -..
1W 1,;1 ~~~: F <r :::~~ 1450 I}" \ 4# I
2\q --. [::i "'-1,8 .
1 . ~ &. ; q~+~ I
\'.:J~ \3-'-' ~ . ~
~I $ ~ - I
.., N _
St.
I
I
I
I
I
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I
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..
(
~
c;-
~
--.>
00
\.:
Drew St. .-/ J
{ ~ 2.402... \" ~ l'lO't
~~~S ~,
....14C,3 0"
'J.I ::::\ \
.b/P
~
~
.~
.!!
o
CD
()
Ci)
o
.
I
Mem.
Cswy.
I
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Cleveland
l(:
D
r
-+
t ~
~
~ + D
~ 1 t
Pierce
?ieA~
'OJ
CD
e
.CD
a:
~~ II
<) ~
c:
o
.!:2
~
:x:
St.
00 t
.... ~ i-
) ~ ~ ~
-8
+- t. 'H
....,
t-.... 50 ~
l'>a ~
lJ~-
. l"-
T _
" .A
!!! I
M
....
~
I
T
Chestnut Street
~1
\...
DHV: '.
Based: on
K = 10.2%
o = 56:4%
· This movement
is prohibited by signs
r)
L.
v
~I... Tr.A~Tl=lAP' )(1 ~ 19400HV2
/1'1 -.
IUA l'DO -+
~o ~
e
n
.I.
'-15
+-/50 ~
",- 1.7(,
.AT
n
i
.
~
~ 4-//
c- 2 '$S'o
-~ ~_(.,~~"L
-1~ll\1 v
A ........ .__
I ~'=J-I
T. - t\1 i
~ rm_~ !
lI\ ~ !
,~~,,,, ,."l
Sc r-ea.nli......
~
~ Z..'SID
~24(A. J
4q1t
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HC~'j: SIGNALIZED TNTERSECI'ION St;~l~jARY Version 2.4
HDR Engi nef::c i ng
(J5-23-199~)
--------------------------------------------------.----.-------------------
-----------------------------------.--------..-----------------------"-~--,----
Stre(~ts: (E-"VI) Court St
Analyst: LRW
l\re:l Ty'pe: CDD
Comment: Alt D4 with 1994 DDHV &
( N >- S) "F' t. 11 a r r i son
File Name: 2D494.HC9
5.-.'! :~-9:J P~1 Pea.k
f'}'1odific::cl No Blli}cl C~eorn(~t.-r'J,Ili
-----------.-------------------------------------------------------------
------------------------------------------------------------------------
Phase Combination
EB Left
Thru
Right
Peels
WI~~ L,e f t
Thrn
Right
Peds
NB Right
SB Right
Green
Y(c~lloVl/ AR
Cycle Length:
1
I
: L
1
I
1
,
Volumes :
PHF or PK15:
Lane Width:
Grade :
% Heavy Veh:
Parking :
Bus Stops
Con. Peds
Ped Button
Arr Type
RTOR Vols
Lost Time
Prop. Share:
Prop. Prot.:
No. Lanes
Eastbound
T R
: IVestbound
: L T
1
--.......- 1'-"'---
: 1 > 3
: 276 150
:0.95 0.95
:11.011.0
: 0
: 2 2
: (Y/N) N
,
I
10:
:(Y/i\) N
1 ':>
J
,
I
:3.00
: 62
I
3.00
')
Signal
]
~k
*
ok
-k
It:
2CJ.0/\
3.0
100 sees
Nortbbound :
E :~.
____ I ____._
,
I
1
1
I
,
1
I
I
1
,
I
,
:(Y/N) N
0:
0:
: (Y/N) N
,
1
0:
,
,
p
;
f L.
T
o
2
~-
-1 :
-')'
~I
')
,)(
-.f
:Yell(~~!/AR 3.0 3.0
Pbas(:~ combi.na.ti')i] cl-rJer: ff1 f;') 1Ft>
,
----- ----
<:
2
75: 501666
0.95:0.95 0.95
J ,1 1 n
i I ~ . u
1 1 n
I I. U
1
1
')1
i-' !
')
: (Y IN) N-
O~
31 :
: (Y/N)N
3
l~
:+
0:
~\ . 00 : 3.00
-1: -1
-')'
-I
3.00
() per c t 1. 0 n s
, ,
'+ 1
i'l\!B
I
,
LE~,ft.
'T11r Ll
Rigbt
, Pic~ds
::31-3 Left
Thrll
1
1
r"Dr-,
! tt)
r~igl-lt
Ped.s
R i gll t.
: \\7B l~~ i gYl t
; G"l' t:: t:-~.1
SOLlth
II rl ct
rr-,
J
R
2 <
1411 91
0.95 0.95
11 .0
u
2.
":1
o
22
I
'-I
<::~
3.00
:)
3.00
-1
"
"-
()
7
o
()
'"}::;
)'-.;
";"::.
-k
,,);:
-,~..
"
14.0.\ ~J7.0/\
Adj Sat
v/e
T 11 t {-=: r see t :L 0 1"1 T.} (-=~ r f () r In (:.i. rl :':~ ~., U rj-J_Ill.:::L r >~
0.:/ c:
L ;1 n (:: (~ r 0 1..~ P :
~fvlnts Cap
942 471(J ().~88 U.200 23.2 C
288 15~(j 0.184 Cl,310 ').9 B
2398 .32-41 0.768 0.740 5.9 B
1830 3210 0.907 0.570 16.3 C 16.3
Intersection Delay = 12.5 see/veh Intersection LOS = B
Time/Cycle, L = 6.0 sec Critical v/c(x) = 0.709
WB
r
]~
LTR
NB
L
T
TR
SB
Lost
F'lo\'?
?at.J.Ci
274
<1 '-) -: n
I .J 1 '-,j
n '. (~, '1
\j ., -+ '_j I
P.d_ >-_;
fir' d':
('\ '-)'" ,-\
1...) . ~t_J\,.'
23.U
LOS
c
,
1) r 0 a C' 1'1 :
DeI ct_ \"
23.2
~ ()
~) . -:;.'
p
jj
c
HeM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
Fl.DI< EnginE':('ll" ing
05-23-19(J5
()
22
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===~==~=======~======~===~==================~=====~~=====~==~==========
Streets: (E-WI Cbestnllt St.
Arlal:l!';t: LRW
(~-S) Ft. Harrison
File \' am" :1 D,~ 94 . He 9
Area Type: eRD 5-"12-95 PM Peak
Comment: Alt.. D4 vlith\C;94 DIlEV & ")vjocLifiecl \0 Build GE~Om(~try!!
=~=====~~====,~=====~==============~===========~====~~====~======~======
3 <
'100
0.95
11 .0
o
2
I
\
R : L
1
----\----
1
I
,
,
: I,
,----
I
No. Lanes : '1
Volumes : 119
PHF or PK'15:0.95
Lane Width :1'1.0
Grade :
% H(~avy Veh: 2
Parking :(Y/N)N
Bus Stops :
Con. Peds :
Ped Button: (Y/N) N
Arr Type 3
RTOR V01s
Lost Time :3.00
Prop. Share: -'1
Prop. Prot.:
Eastbound : Westbound
'f f{:L T
____ ____1___-
I
,
,
50:
0.95:
1
1
I
1
2:
1
I
0:
5 :.
1
I
3:
0:
3.00 .3.00:
_.1 :
i i
3
01
- L ~'
~Ottr.lt)
T
')
'1542
0.95
'11 .0
o
: (Y/N) N
1
I
I I
'-+,
:(-y/~~) \~
3.00
-1
/""";
L
; Southbound
R : L T R
____1___-
I
1 : 1
2 '14: 97
0.95:0.95
11.0:11.0
I
I
2: :2
: (Y/N) "J
0:
1 1 :
: (Y/N) N
<) I ')
J i --)
I
'+
n
U
-1
-2
-------------------------~-------------------~_._------------------------
Phase Combination
EB L(~f t
Thru
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellow/AI<
Cycle Length:
Lane Group:
Mvmts Cap
EB
L
TR
NB
'"
1
R
SB
L
T
S igi1al
2. :3
Operations
4 :
Left
Thru
Right
Peels
Left
Th1"u
Right
Peds
Right
Eight
:Yel1ow/AR
Phase combination order:
:2
1473
0.95
1 1 .0
o
2
4
0:
3.00:3.00 3.00
-1- ~ -1
-2:
~)
6 7 Q
'J
"k
"-k
'k
~};::
'-/::
't':
LOS
ApproaC]-l:
Del a ,\' L () S
:-:;
B
-----------------------------------~-----------------------------------
"'k
:NB
--------------------------------------------------------------------------
*
I
I
,
I
1
:SB
'k.
*
*
,
I
:EB
~ \~rB,
28.0A
3.0
100 secs
: C~r (;e,rl
Intersection P(~l.'formanc'::c: Summary
Adj Sat vie g/C
Flow Ratio Ratio Delav
'~) ,:). r
_)0 )
-1 "1 1'1
[ _J t 4
O. 32~1'
('l r) Q ()
\..J . .:.... <. ,I \.,~
1291 4610 0.135 0.280 17.4 C
1912 3241 0.891 0.590 14.6 B
808 1369 0.279 0.590 6.5 B
134 1540 0.761 0.110 23.7 C
2139 3241 0.762 0.660 8.4 B
Intersection Delay::: 12.1 sec/veh Intersection LOS::: 3
Lost Time/Cycle., L::: 9.0 see Crit:ical v/c(xl == 0.722
18. C.
'-}:,
I~
4.0A 59.0/\
3.0 3.0
#1 :(,i5 #6
c
',7 , 'J
1').7
9.3
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(g/C)~~(V/c)
HCM: SIGNALIZED INTERSECTION SUMMARY
HDB Fnginc)(C!r Lng
V{~~rSiOrl 2.4
05-23-1995
------------------------------------------------------------------------
-----------------------------------------------------------------------
Streets: (E-W) Cleveland 51.
Analyst: LRW
Area Type: eBD
Comment: AIt D4 with 1994 DDHV &
(N-Sl Ft. Harrison
File Name:3D494.HC()
5-12.-95 PM Peak
"Hodific~d No Build Geometrv"
-----------------------------------------------------------------------
-----------------------------------------------------------------------
I
1
, r
, ~
I
I
No. Lanes : 1
Vol um (~ s : 2 56
PHF or PK15:0.95
Lane Width :10.0
Grade i
% Heavy Veh: 2
Parking : (Y/N) Y
Bus StCjpS :
Con. Peds :
Ped Button: (Y/N) N
Arr Type : 3
RTOB Vo1s :
10st Time ~3.00
Prop. SharE!: -1
Prop. Prot.:
Eastbound : Westbound : Nc)!' t.hbound
T R: L I R: 1 T R
---- ____'___- ---- ----,----
I I
: 1 :2 < 1
219: 138 200 112; 269
0.95:0.95 0.95 0.95:0.95
:10.0 10.0 :11.0
: 0:
2: 2 2 2: 2
10 :(Y/N) L 10 :(Y/N) N
0: 0:
49: 63:
:(Y/N) N :(Y/N) N
Phase Combination
EB 1eft
Thru
Right
Peds
WB Left
Thru
Right
h~ds
NB Right
SB Right
Green
Yellow/AR
Cycle LE:.~ngth:
2
766
0.9.5
10.0
o
2
<
~ 6 7 R
(.
Lef t "k "k
Thru "k "k
Right * ~!::;
Peds "k
1eft 'k
1'hru "'k.
Eight "1\
pr~ds *
c)
.J
.I. I
-I
Southbound
: L T R
,
4-
1
---- ----,----
J
1
178: 50
0.95:0.95
: 11 .0
,
,
') 1
~I
:(Y/N) N
0:
66:
;(Y/N) N
'J i I
j 1 Y-
O:
3.00 3.00:3.00
-1 :--1
15:
C)
)
I ,
'+,
0:
3.00:3.00
36: -1
-2:
:}
3.00
0:
3.00:3.00
24: --1
_7t
-I
2 <
1219
0.95
11 .0
o
2
2 <
111 2
0.95
11 .0
o
3.00
" 2
I
* "k
.,-
"
*
*
"k
";.';:
Signal
1
Operations
4 :
:NB
1
,
2
4
3.00
i
:ES Right
:WB Right
5 . Cl A 1 0 . 0 A 2 4 . 0 ,~, : G 1- e '=, n 'I :3 . () A 3 6 . 0 A
3.0 3.0 0.0 :Yellow/AR 3.0 3.0
.100 sees Phasr? combination order: #1 #2 #3:/fr:; #6
1\.1 \ttl1 t S
Lane Group:
IB L
TB
WB 1.1
TR
NB 1
TR
SB L
TR
*
"k
*
*
*
:SB
Aclj Sat
Inter s c".c t i on PI':'J" f (1 nlianc e Summa ry
LOS
Cap
F 101'7
3781486
947 2784
146 1486
568 2707
272 1540
1646 3165
7i 180
11(:)2 3229
Intersection
is grc:'ater than
C~7'12 O~3JO
1.1JO 0.340
0.993 0.100
0.607 0.210
1.040 0.290
0.938 0.')20
0.736 Ci.J6Cl
1.081 0.360
Delay = .~ (,see/vel-.)
one. Calc:ulatil)n of D1
-k
--.<
~'\.
\.; c
gjC
r~at_in
~:. e. ~= i n
/-\.PPl-oaC!-l:
D(~l;lY
Delay
I , 9
"k "
7 n .) F
0
C) ! ') C
-- '+
6 ! 9 F
') n 8 C
\) .>
3 , , D
't '+
'il~ ...-}(
")'~
40.4
28. 1
,.}::
Intersection LOS = *
is infeasable. !~
25
0.95
2
2
o
64
4
.'")
)
o
3.00
-1
_C)
LOS
--Ie
E
D
-,-
"
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
BDR Engineering
05'-23-'1995
I
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=====~==~==~===~===~==============~==~=======~====~==~=================
Streets: (E-W) Cl(~veland St.
Analyst: LRW
Area Type: eBD
Comment: Alt D4 with 1994 DDHV &
(;-\-8) Ft. Harrison
File Name: 3D494A.HC9
5-1 2-95 p~t P(~ak
['jv\odified No Bi.lild G(c:!ometry"
-----------------------------------------------------------------------
----------------------------------------------------.--~----------------
Eastbound . Westbound Northbound I Soutbbound
I .
I L T R ! T T p r T R I L T D
I I L' 1. \~ ! ~1 , "
. ----- ----- . ---- ---- ---- I -.........-- ------ ---- I ---,-- ---- ----
I . . I
No. Lanes . 2 < . 2 < I 1 2 < I 1 2 <
I I 1
Volumes I 256 766 219 I 138 200 1 12 I 269 1219 1 78: 50 1 1 1 2 25
I . I I
PHF or PK1 5 . 0.95 0.95 O. 95 :0.95 o. 95 O. 95 :0. 95 o. 95 o. 95:0. 95 o. 95 O. 95
.
Lane Width I 10.0 10.0 . 10.0 10. () I 1 1 .0 1 1 .0 I '1 1 .0 1 . .0
I . ! . I
Grade I 0 . 0 I 0 . 0
. I I ,
% Heavy Veh: 2 2 2: 2 2 2 I 2 2 7' 2 2 2
, ~l
Parking I (Y/N ) Y 10 I (Y/N) u 10 I (Y/Nl N I (Y/N ) N
. ! r . I
Bus Stops I 0: 0: 0: 0
I
Con. Peds I 49 I 63 I 66 I 64
I . ,
Ped Button I (Y/N) N I (Y/N ) N i (Y/N ) N I (Y/N ) N
I I ! L I
Ar1' Type I 'J ') 4 . 3 ') 4 I 4 4 ')1 f 4
I ,J i .3 I ,) I '+ .)
RTOR Vols J 0: 0: 0: 0
I
Lost Time I 3.00 ') .00 3.00: 3.00 3.00 3 .00 I ') .00 '::> 00 3 .00 I 3 .00 3.00 3.00
. .J I _J ,J. I
Prop. Share: -1 36 I -1 ') I I -1 - A I -1 - <
, '-"'+ I ~ i I
Prop. Prot I -2 I -2 I 15 I -2
. I I I .
-----------------------------------------------------------------------
Phase Combination
EB Left
Thru
Right
P(:=ds
WB Left
Thru
Right
Peds
NB Rigbt
SB Right
Green
Yel10w/AR
Cycle LElngth:
4.0/\ 11.0/', 24.0/\
3.0 3.0 0.0
100 secs Phase combinat
S i gna 1
2 3
"k -k *
"k "k
"k .'.
"
k 'k
* *
";'<
"k
~!c ,,}::
Operations
I. 1
'+ I
:;\3 Left
: Thru
: Rigbt
: Peds
:SB Left
: Th1'u
: Right
i Peds
:EB f{igbt
:WB Eight
:Green 12.0A 37.0A
IV"'} '/'\'';> ') ') 'J ()
11e1._o,,",' I"hJ.\"J.-
ion Of'rler: #1 :#2 #3 //5 j,~6
7
8
5
6
*
';k
'k
"k
--k
-;'c
~/{
"k
'J"c
*
-------------------------------------------------.--------------------------
Lan(~ Group:
~1vmts Cap
72 17.5
1195 3229
Intersection
is greater than
EB L
TR
WB L
TR
L
TR
NB
SB
..
1"
TR
(g/C)'k(V/c)
378
974
131
568
257
1646
Intersection Fe formance Summary
Adj Sat vJe g!C
Flow Rat 0 Ratio Delay
JJ' () S
;i\ppr:oClch:
D f,.:? .1 a ~:r L () S
1486
"k
o 717 O~390 17.9 C
1.118 0.350 * *
1.107 0.080 'k 'lc
0.607 0.210 2~.5 C
1.101 0.270 * 'k
0.938 0.520 20.8 C
0.736 0.370 34.0 D
1.052 0.370 52.4 E
Delay = * (sec/veb) Intersection LOS = *
onf~. Calculat-ion of D1 is infeasabl('~.
2784
1486
2707
1540
3165
"k
';,'c~
ok
I'\.
'~1 ~
._J ; . I
E
----------.--------------------------------------------------------------
(P
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HCM: SIGNALIZED INTERSECTION SE~MARY Version 2.4
HDR Engineering
05-23-199')
=~=============~~=====~===============~=~~=~=~=============~===~=====~=
S t r e e t s: (E - h') U r C~ 1'1 St.
Analyst: LHW
Arc~a Type: CBD
Comment: Alt. D4 with 1994 DORV K
(N-S) Ft. Harrison
File Name: 4D494.HC9
5-12-95 P~1 Peak
":.1odified No Buile: G(::onlP1.1'Y"
_._---~---~----~-------~--~-~-------------------~-----------------------
----------------------------------------------------------~-------------
Eastbound : Westbound
T R: L T R: L
____ ____1____ ____ ____i.____
: L
I
J
No. Lanes : 1
Volmnes : 291
PHF or PK1S:0.95
Lane Width :11.0
Grade :
% Heavy Veh: 2
Par king : (Y / N) N
BtlS Stops ~
Cor). Peels :
Ped Button :(Y!N) N
I
I
1
1
Lost Time :3.00
Prop. Shan::: -1
Prop. Prot.:
Arr Type
RTOR Vols
3
2 <
762
0.95
11 .0
o
1
, 1
I '
1 50: 1 4 7
0.95:0.95
: 11. 0
1
I
'),
~' I
:(Y!N) 'J
0;
6:
'(Y,IN) {Ii
/ f 'I
'+ I .J
0:
3.00:3.00
-1: -1
88:
Nor thbounel :
T R: L
____ ____1___-
,
I 1
190: 107
0.95:0.95
: 11 .0
,
J
C) 1
.....' f
: (Y/N) N
0:
9:
:(Y!N) N
3: 4
0:
3.00 3.00:3.00
-1: -1
_')1
~,
o
3.00
-1
-2
Southbound
T R
,
,
1
138: 100
0.95:0.95
I '" 1 n
I Ii. '-.1
I
,
c,
/
')
1335
0.95
1 1 . ()
o
2
<:
2.
<
<
1274
0.95
11.0
o
948
0.95
1'1.0
o
307
0.95
2
2
2
') I
~I
:(Y/N)N
0:
2-
2
2
C)
.s
r\
i..J
"
~
i J
4j
:(~i}/N)N
,')
J
.")
J
. I
'+,
0:
3.00:3.00
- 1: --1
-')'
~ I
r
'-1
4
r
'-f
r,
~:~
3.00
3.00
3.00
-------------------~---------~-----------------------------------------
Phase Combination
EB Left *
Thru
Right
Peds
WB Left
Thru
Hight
Peds
NB Hight
SB Right
Green
Yellmv/Af~
Cycle LengUl:
--;'<
S 19na 1 ()pe ra t :1.c)ns
2 ') , I ') 6 7 8
.J '+
* -;, B L ef t ..}:;
.../:: ~'< Thnl "
* 'Ok R ight "k
..:c I P eels 'k
I
* , SB L p_S:- t- "/:
I __ .l f._
..,'~ J 1'11r II ",'(
I
..};: , Righ t ~~:
I
:." J Peds ,;'(
I
, EB R 19b t
J
:WB Hight
S.OA 5_0A 36.0A :Green 45.0A
3.0 3.0 0.0 :Yellow/AR 3.0
100 s(~cs Phase combination order: #1 il2 it3 ifS
--------------------------------------------------------------~----------
72 144
1431 3181
if., 144
1!j.D(,) 3124
Intersection
is grE,ater that,
Lan (~ C; r 0 tT IJ :
ivJvmts Cap
BE
,.
j~
272
1296
149
10;;4
\VB
Ii<
L
TR
L
TR
NB
SB
T
L,
TR
(g/Cl'k(V/C)
Tn,tc~rSE;ct~i.on I?e1.~f )I'nlanc:~_~ Sllnl!lla_r~/
Adj Sat
Flow
,
\.- / c
,.'-, '.'
/~ }) t:) :c 0 a C }'t :
Ratie>
D (=~ 2.. ::-'
_! .=- - -i
"L,OS
Delav rn'::'
1540
3162
1540
319]
; . -1 :2 :5
O~2~~()
'k
'/::
0.778 O.41()
1.040 0.100
1.':'81 0..330
1.458 O.4i:;()
1.177 0.450
1.=,f,r~ J.450
O.Q8i O.4;:;C)
Del a v = " (s e '! / v e h )
one. Calculation of D1
-18.7
i~.J
.S 8. 1
F
"/:
"'k
'k
';k
"k
.-};:
,};
~TC
~T(
(~
'k.
30.9 D
Intersection LOS - ~
is infeasabJe.
-----------------------------------------------------------------------
Alternative C4
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HCS Intersection Runs
HCS_SHTS.xLS
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ALTERN~nVE C4 ~~WS
EXHIBIT.e - RECOMMENDED DIRECTIONAL DESIGN HOUR VOLUMES FOR 1994 (PM PEAK)
Mem.
CS'W'f.
{ +- Z4ul..
5 g('SII~1 ~
~\
~II
OJ T
@I
(1)1
0:1
I
DHV
Based. on
K = 10.2%
o = 56A%
.. This movement
is prohibited by signs
e:I_. ~"..,..-rCIAnl "', C' , nAnnU\/')
Drew St.
<Ii
~
q;:
~
o
<I)
(.)
'"
o
\9
o
lEJ
Cleveland U j
~ 2A-O Z
[[JA
J0~t-~
~ () 0 -
- - -
+- SO(P ...J ~ \~
"300 J ....--138
I~A.31314- -+ 0 +-242. @IJ
32,- ,-147
.. T C;tl-...
~tr
+- <Xl 8 ~
r- C) VI ~
N -
-~Lli
~ ....
- I
o N 'l< <:\
o \J 0 i'-
- T Lf1
Sf. ..) T \..
'LIS +- 14-48
~ 1(,% LOa ...--A A'-. l \2-
,r13 ~ F
~ ("Z-Cj -+ +-IZ8Z@'TIJ
4~1? -y'-13i
.... T g(n-...
~) it
'-'> 0 ~ \'-
~~ 00-
l
r2~1 J
\4(,,3 ~ t.vb 7 ~
L 1(,,5 ~ \ r;
( I ~ lOD
I J
l Pierce ~
o
(
I
I
I
l
'\
I
Court ~
/L
\JJ
r-
\
\
I
!
\
\
~
'"",-
""-.
Ic;,S~
') fi1
Iw
I _;:;
l I (s ~
L: St. )~~
LOO (S'10 C
~ 1%..- S
o
If
,...
o
.~
t::
co
::r:
...;
lJ...
St.
,.-
(
i
I
I
"'\
I
I
A (
I I :
r- i
l/I I I
.... l )
'-75
-4-100 ~
,,-21G>
" ..., A T
I Lf) ~ (
'10 Q<t' [
lJ\ N 1-" I
I :Ii- I
I - I
I ~ ~ t [I
) \'-'-':lCJ
, " N' ~
T \.". '-
Chestnut Street
j
/
~"'"
i /
"'''v
50 -----'"
Isc"-S/ LlG,3-+
5 0 -."
c
10%
-+
..,
<v1
N
tf'
~ ,---+-
"'<t T
If' ~
~
I~
! -<-'-- .::' C; 10
r -;.
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Eng i ner.::' ring
0:'")--23--199;-;
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--.------------------------------------------------------~--------------
------------------------------------------------------------------------
Str(:~(~ts: (E-Iv) Chestnut 8t.
Analyst: LRW
/\ r (':l.l Type: enD
Comment: Alt. C4 with 1994 DDRV &
(N-51 Ft. Harrison
Fih: :\ame: 1 C494. Fie 9
5 -1 2 - ') '} P ~1 P (C' a k
\l ~1od i f i eel !~ 0 Bull d Geomc te "
---~--_._---------------------------------------------------------------
---------------------------------------~--------'------------------------
: I.
I
----1----
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1
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: (Y/N) N
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~i
:(Y!N) N
Eastbound l Westbound
T R: L T R
---- --.--' ........---
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'SO:
0.95:
I
I
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I
2:
I
I
0:
5:
I
1
3:
0:
3.00 3.00:
-1 :
_71
~I
I
I
: L
I
I
No. Lanes : 1
Vol urn e s : 50
PHF or PK1S:0.95
Lane Width :11.0
Grade :
% Heavy Veh: 2
Parking : (Y/N) N
Bus Stops :
Con. Peds :
Ped Button: (Y/N) N
Arr Type : 3
RTOR Vols :
Lost. Time :3.00
Prop. Share: -1
Prop. Prot.:
3 <
463
0.95
11 . 0
o
2
'J
.I
\orthbound. SOllthboUl1ct
T R: L T R
1
----,----
1 : 1
214: 369
0.95:0.95
11.0:11.0
1
I
2: 2
: (Y/N)
0:
1 1 :
: ('{j N )
3: 3
0:
3.00;3.00
-1: -1
_')1
~I
2
1542
0.95
11 .0
o
2
3.00
- 1
I
'+
2
1473
O. q-
.,')
1 1 .0
0
2
N
0
77
N
'+
0
3 00
- '1
-2
Phase Combination
IB Left
]'btu
Right
Peds
wn Left
Thru
Right
Peds
NB Right
S13 Right
Green
Y(~11ow!AR
Cycle Length:
2
Signal
':l
.>
--------------------------------------.----------------------------------
')
6
o
':j
:EB Right
:WB Right
:Green 21 .OA 52.0A
:Yellow/AR 3.0 3.0
combination order: 41 #5 #6
'k
Operations
4 :
:NB
1
J
I
I
I
I
:SB
--k
"k
"k
"j'(
18.0A
3.0
100 secs
Phase
-----------------------------------------------------------------------
Left.
I'llI'u
Right
Peds
Left
rlltlr1.l
Figl~!t
Peels
'k
,'(
"1\
'(f.:.
,;'(
~_\(
~',
,To'
,"':'
lJane
[,1 v m t s
Group:
Cap
Intersection Performance Summary
Adj Sat vlc giG
Flow Ratio Rati Delay
LOS
/\ P 1.) r () cl i~ 1"'~ :
D (~ ._~ el. ~): r_: (] s
EB L 247 1374 0.214 0.18CI 22.7 C 26.1 D
TR 862 4788 0.689 0.180 26.4 D
NB T 1685 3241 1.011 0.520 32.6 D 29.8 D
R 712 1369 0.316 0.520 9.0 B
SB L 395 1540 0.982 0.450 51.4 E 13.2 L\
T 2/+63 3241 0.661 0.760 4.1 A
Intersection Delay = 22.0 sec/veh Intersection LOS = ~
Lost Time/Cycle, L = 6.0 see Critical v!c(x) = 0.941
------------~-------------------------~----------~----------------------
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HeM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engine(~ring
05-2]--1995
--.-------------------------------------------------------.--------------
-------------------~---------------------------------------------------
:':~tre(::>ts: ([i;-W) Court St
Analyst: L
Area Type: CBD
Comment: Alt C4 with 1994 DDRV &
5 - 1 2 - 9.5 p:tv! Pea k
(N-S) Ft. Harrison
File Name: 2C494.HC9
I'Hodifi(C~d No Build Geometry"
-----------------------------------------------------------------------
---------~-------------------------------------------------------------
I
,
Volumes :
PEF or PK1S:
Lane Width :
Gr ade :
% Heavy V~~h:
Padcing :
Bus Stops :
Con. Peels
Peel Button
Arr Type
RTOR Vols
Lost Time I
Prop. Share:
Prop. Prot.:
No. Lanes
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I ..Li
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Ea s t ]Jound : Wes tbound :
: L R ~ L
I ,
----,---- ---- ----\----
:1 >3 < :1
: 276 100 75; 205
:0.95 0.95 0.95:0.95
:11.011.0 :11.0
: 0:
: 2 2 2: 2
:(Y/i\) N :(Y/Nl N
: 0:
10: 31 :
: ('rTIY) :\ :(Y/N) N
: 3 '3 ~:~: 4-
4
: Southbound
: L T R
- --- ; ---_. ~
2
1683
0.95
11 .0
o
?
<
91
0.95
2
T'
Q
1,
Northbound
T R
: (YjN) N
0;
0:
: (Y IN) N
o
22
')
1442
0.95
11 .0
o
2
I
I
:3.00
: 62
I
I
0:
3.00:3.00
-1: -1
-2:
3.00
I
I
0:
I
I
^ I
-- ! I
-7'
~I
j
"+
-)
3.00
-1
o
3.00 3.00
-1
------------------------------------------------------------------------
-2
Phase Combination
FE Left
Thru
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellow/AH.
Cycle Length:
1
:EB Eight
~ \{-I.~ F i f}11-1 t.
:Green 13.0A 60.0A
~Yellow/AR 3.0 3.0
COin bin a t ~_. 0 n (] r (1 (~r: {/ 1 if 5 ill:,
2
Signal
..
)
Operations
J
b 7 8
';,~;
"}::;
",':;
"k
~k
*
,
'+
;N3 Le:'t
rft-lrt1 ok.
~rc
I
,
I
!
Ic:U
f k....LJ
Right
Peds
Left
Thru
Right
Peds
--------------------,----------------------------------------------.-.------
La,ne'_ C;rc)tJp:
-k
'k
*
,T(
18.0A
3.0
100 sees
Phase
In te.r se C~ t:i 0'-[ P ,Ct c- to j'md :lC '=' S umm2:'
Adj Sell
Flow
v I ~.:
Patio
r: 2-::" "C _"'-.
r; (-~ 1 a \~
g / ~~.:
~1\Tmts Cap
247 1370 0.450 0.180 24.5 C
843 4686 0.47!... O.11-3U 24.1 C
272 1540 0.794 0.290 27.2 D
2463 3241 0.647 0.760 4.0 A
1929 3215 1.017 0.600 30.4 D 30.4
Inters(~ction Dela.v = 19.7 sec/veh Intersection LOS = C
Time/Cycle. L = 9.0 see Critica~ v!c(xl = 0.907
WB
1
.u
L Tl~
NB
L
T
SB
TR
Lost
~-------------------------------------_._-----------------------.-----------
/~pproa,ch :
[~. () S
D (.~. :L a y. (--, U ''"'.
24.2
{'
v
6.7
B
D
\~. e r s :i on 2. 4
HeM: SIGNALIZED INTERSECTION SUMMARY
BDR Enginef:'c ing
(~-S) Ft~ Harr-isOI1
05-23--1995
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Stn=.-ets:
(E-\\7)
-----~-----------------------------------------------------------------
--------------------,---------.---------.-.---------------------------------
l(~v'c:i.3..n,(l St
Analyst: LRW File Name: 3C494.HC9
Area Type: CDD 5-12-95 PM Peak
Comment: Alt. C4 viith1994 DDHV & "Modified No Build Geom(~try"
--------------------------------------------------------~--------------
----------------------------------------~------------------------------
Northbound
T R
,
I
: L
I
,
No. Lanes: 1
Volumes : 200
PHF or PK15:0.95
Lane Width :10.0
Grade :
% IIeavy Veh: 2
PEl.rking ;(Y/NiY
Bus Stops :
Con. Peds :
Ped Bu.tton : (Y/N) ~
Arr Type : 4
RTOR Vols :
Lost: Time :3.00
Prop. Share: -1
Prop. Prot.:
Eastbound : Westbound
T R:L T R~ tL
____ ____,____ ____ ____1___-
I I
: 1 2 < :
438: 138 1282 112:
0.95:0.95 0.95 0.95:
:10.0 10.0
: 0
2: 2 2
10 : (Y/N) Y
0;
49:
: (Y/N) N
4: 4
0:
3.00 3.00:3.00 3.00 3.00:
36 : .--1
-')'
~I
2
629
0.95
10.0
o
2
<
4
I
I
I r
I L
Southbound
T F<
----- ---- -~~-
I
1264
0.95
11.0
o
2
'),
L.l
10 : (Y/N) N
0;
",':II
U,,)
: (YjN)N
4
I i
'+,
2
<
I
178:
0.95:
,
,
I
I
')!
.;..... !
2 <
992 166
0.95 0.95
11.0
o
2
:(Y/NlN
0:
66;
']
*
"k
"k
'k
..t.
"
'.k
LC)S
'k
o
r r
04
: (Y IN) N
-JI
-'I
0;
3.00:
-1 :
-2:
4
o
3.00
-1
-2
3.00
-1
--------------------------------------------------------------------.---
2
':k.
'k
rr11rll
Right
Peds
:SB Left
I Thru
Right
I Peds
:EB Right
:WB Right
: C;r f2(~n 42.. 0/\
:Ycl1cHJ/AR 4.0
c elm bin a t j (] nor d(~ 1': if 1 J! 2 it 5
(\1
I_J I
~) / I
.' '+ I
_.? I
"',
-1
Phase Combination
ED Left
I'hru
Right
Ppds
Left
Thru
Right
Peds
Right
Right
WB
NB
SB
..,~
*
"'k
-)::
*
Signal
:3
Operations
I ,
~+ 1
: NB
(~; f i-
':k
"k
"k
(;r(=~en
5.0A 42.0A
3.0 4.0
100 sees Phase
YE~11ow/AR
Cycle LengtlJ:
4
3.00
Q
'...>
C.
I.)
-------------~---_._----------------------------------------------------
Lane,
G-:r aU-f) :
Cap
~lvn1 t. s
EB
L
TR
L
WB
T'R
NB
SB
TR
TR
(gfCP'<(Vfc)
S urn m C:t r)"'
I n t. e~ r s e_ c t. ion, P f::: 1." for fll a r~ c f~:
Adj Sat vie g/C
Flo'~ Rat 0 PatIO
1486
2689
1486
2853
<") .... -,. -':
-' I I I
3159
1.020 0.430 40.8 E
0.993 0.130 61.1 F
1 . 2 5 5 0 . 6. .3 0 ]~ ~'<
1 ~169 0.430 * * ~
0.942 0.430 25.4 D 25.4
Delay = * (see/veh) Intersection l;OS = *
one. Calculation of III is infeasable.
Del;]y'
1~44S
n A .', C'-
u. :.) )
Approac!} :
De.1a\'
LOS
7';
*
146
'1 1 56
146
1"')~
IL~1
1364
1358
Intersc~ction
is grE:~at(~r than
"k
"k
)':;
Ii
---------------,---------------------~-------------~--------------------
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HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4 05-31-1995
Center For Microcomputers In Transportation
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Streets: (E-W) Drew St.
Analyst: LRW
Area Type: CBD
Comment: Alt. C4 with 1994 DDHV &
(N-S) Ft. Harrison
File Name: 4C494.HC9
5-12-95 PM Peak
"Modified No Build Geometry"
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Eastbound
L T R
No. Lanes
Volumes
PHF or PK15
Lane Width
Grade
% Heavy Veh
Parking
Bus Stops
Con. Peds
ped Button
Arr Type
RTOR Vols
Lost Time
Prop. Share
Prop. Proto
1
300
0.95
11. 0
2 <
314
0.95
11. 0
o
2
38
0.95
2
(Y /N) N
(Y/N) N
3 3
4
o
3.00
-1
-2
3.00 3.00
-1
Westbound
L T R
Northbound
L T R
Southbound
L T R
<
1
107
0.95
11.0
2
1089
0.95
11. 0
o
2
2
2
12<
147 242
0.95 0.95
11. 0 11. 0
o
2 2
(Y /N) N
1
98
0.95
11.0
2
1326
0.95
11. 0
o
2
<
190
0.95
166
0.95
138
0.95
2
2
(Y/N) N
2
2
(Y /N) N
o
6
o
4
o
9
o
2
(Y /N) N
3 3
(Y/N) N
4 4
3
o
3.00
-1
-2
(Y /N) N
4 4
3
o
3.00
-1
-2
4
o
3.00
-1
-2
3.00 3.00
-1
3.00 3.00
-1
-----------------------------------------------------------------------
phase Combination 1
EB Left
Thru
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellow/AR
Cycle Length:
*
*
16.0A 15.0A
3.0 3.0
100 secs Phase
3.00 3.00
-1
2
*
*
*
*
*
*
*
*
Signal Operations
3 4
7
8
5 6
* *
*
*
*
* *
*
*
*
4 . OA 53. OA
3.0 3.0
#1 #2 #5 #6
-----------------------------------------------------------------------
NB Left
Thru
Right
Peds
SB Left
Thru
Right
Peds
EB Right
WB Right
Green
Yellow/AR
combination order:
Lane Group:
Mvmts Cap
Intersection Performance Summary
Adj Sat v/c g/C
Flow Ratio Ratio Delay
LOS
Approach:
Delay LOS
EB L 318 1540 0.994 0.350 55.9 E 43.7 E
TR 478 3188 0.816 0.150 33.9 D
WB L 318 1540 0.487 0.350 17.0 C 36.2 D
TR 459 3063 0.914 0.150 43.3 E
NB L 134 1540 0.769 0.110 21.3 C 28.2 D
TR 1685 3179 0.995 0.530 28.6 D
SB L 134 1540 0.843 0.110 31.7 D 15.8 C
TR 1683 3176 0.824 0.530 14.5 B
Intersection Delay = 27.5 sec/veh Intersection LOS D
Lost Time/Cycle, L = 9.0 sec Critical v/c(x) = 1.013
-----------------------------------------------------------------------
HCS Intersection Runs
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Alternative P4 or P4A
HCS_SHTS.xLS
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A L TE R. Ki" 1-. vE 1J4-A X X == LOS
EXHIBIT ,e - RECOMMENDED DIRECTIONAL DESIGN HOUR VOLUMES FOR 1994 (PM PEAK)
Mem.
Cswy.
[~
2.402.
3 gCoS r;'7,'7';1
~
~
\ ~ II
if
f @ I
(1)'
'-'
Cl..
M(}'Ice
luG
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DHV ~
Based. on
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o = 56.4%
. This movement
is prohibited by signs
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[]
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engin(C~E'ring
05-23-.1995
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------------------------------------------------------------------.------
--------------------------------~---------------------------------------
Stnc;ets: (E-W) Chestnut St.
Analyst: LRW
Area Type: CBD
Comment: Alt. P4A with 1994 DDHV &
( i\ - S) Ii't.. If a c r j son
File Name:1P4A94.HC9
5--12-95 I'M Peak
"Hodifil-::ct No build Geo\11(-::try"
----------------------------------------------------------.-------------
---------------------------------------------------~----~-----------~--
: L
I
I
No. Lanes : 1
Volumes : 422
PHF or PK15:0.95
Lane Width :10.0
Grade :
% Heavy Veh: 2
Parking : (Y/N)
Bus Stops :
Con. Peds :
Ped Button: (Y/Nl
Arr Type : '3
RTOR Vols :
Lost Time :3.00
Prop. Share: -1
Prop. Prot.:
Northbound : Southbound
T R: L T R
I
----,----
I
I
214: 97
0.95:0.95
12.0:12.0
,
I
2: 2
:(Y/N)N
0:
11 :
: (Y/N) N
,) I
Jl
0:
3.00:3.00 3.00
-1: -1
-')'
- I
Eastbound Westbound :
T R: L T R: L
---- ----:~--- ----:----
':) < , 2
..) I
1096 331 I 1 542
I
O. 95 O. 95 I O. 95
!
10.0 I 1 1 .0
I
0 I 0
I
2 2 I 2
, i
N I I (Y/N } N
! ,
0 I I
I ,
5 I 4 ,
I I
:\1 I I ( Y /-,\~- \ N
I i
':) 3 I !
>.J I '+
0:
3 .00 3 00: 3 .00
-1 I - ,
: I
-2 I
I
2
1192
0.95
10.0
o
2
o
22
3
,
'+
o
-1
-2
----------------------------------------------------------~------------
-----------------------------------------------------------------------
Phase Combination
EB Left
ThI'u
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellmv/AR
Cycle Length:
Lane
Mvmts
Group:
Cap
Signal
2 3
Operations
4. :
:NB Left
Thru.
5
6 7 8
{~
~t;:
"k
,IC
*
,;'(,'
'"k
"k
3 . OA 51.0/\
3.0 3.0
#1 #5 #6
LOS
Approach:
Dela''! LOS
.1-
"
"k
*
Right
Peds
Left
T1:1ru
Right
I PI"ds
:EB Right
:WB Right
: C~ r f~ e 11
:Y(-::lloH/AR
combination order:
EB L 491 1327 0.904 0.370 13.5 D 14.1
TR 1676 4530 0.986 0.370 34.2 D
NB T 1653 3241 1.031 0.510 38.4 D 35.0
R 722 1416 0.312 0.510 9.3 B
SB L 120 1593 0.850 0.090 40.5 F 13.3
l' 1784 3129 0.739 0.570 11.2 B
Intersection Delav = 29.0 sec/veh Intersection LOS
Lost T~LmE~/Cycle, L::: 9.0 see Critical v/c(x) ::: 1.012
f\
L
D
B
::: D
"k
i '""D
I I'J u
I
'Ok
37.0A
3.0
100 sees
Phase
-----------------------------------------------------------------------
Intersection Performance
A~~ ~a..t. "/r al'~
........ ,J. _J k., _ _~ V ~ ,"::) '-'
D t-"
1\<3.,_10
Summary
FLo.w
R ..~:1 t: i ()
D(~lay
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HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engineering, INC.
05-24-1995
-----------------------------------------------------------------------
-----------------------------------------------------------------------
(N-S) Ft. Harrison
File Name: 2P4A94.HC9
5-12-95 PM Peak
1994 DDHV & "Modified No Build Geometry"
Streets: (E-W) Court St
Analyst: LRW
Area Type: CBD
Comment: Alt P4A with
-----------------------------------------------------------------------
-----------------------------------------------------------------------
I Eastbound I Westbound I Northbound Southbound
1 L T R 1 L T R I L T R L T R
---- ---- ----1---- ---- ----1---- ---- ---- ---... ----
No. Lanes I 1 3 < I 1 2 2 <
Volumes 1 276 1657 751 183 1836 1130 223
PHF or PK15 10.95 0.95 0.9510.95 0.95 0.95 0.95
Lane Width 111.0 11.0 111.0 11.0 11.0
Grade I 0 I 0 0
% Heavy Veh I 2 2 21 2 2 2 2
Parking I(Y/N) N \(Y/N) N (Y/N) N
Bus Stops I 01 0 0
Con. Peds 101 311 0 22
Ped Button I (Y IN) N \(Y/N) N (Y/N) N
Arr Type 1 3 3 31 3 4 4 3
RTOR Vols I 01 01 0
Lost Time 13.00 3.00 3.0013.00 3.00 I 3.00 3.00
Prop. Sharel 1 -1 -11 -1 -11 -1 -1
Prop. prot.1 I -21 -21 -2
-----------------------------------------------------------------------
Signal Operations
Phase Combination 2 3 4 I 5 6 7 8
EB Left INB Left * *
Thru 1 Thru * *
Right 1 Right
Peds * I Peds * *
WB Left * ISB Left
Thru * I Thru *
Right * 1 Right *
Peds * 1 Peds *
NB Right IEB Right
SB Right IWB Right
Green 37.0A IGreen 7.0A 47.0A
Yellow/AR 3.0 IYellow/AR 3.0 3.0
Cycle Length: 100 secs Phase combination order: #1 #5 #6
-----------------------------------------------------------------------
Lane Group:
Mvrnts Cap
Intersection Performance Summary
Adj Sat v/c g/C
Flow Ratio Ratio Delay
LOS
Approach:
Delay LOS
WB L 507 1370 0.574 0.370 17.5 C * *
TR 1787 4830 1. 122 0.370 * *
NB L 180 1540 1. 072 0.170 * * * *
T 1847 3241 1. 099 0.570 * *
SB TR 1482 3153 1. 009 0.470 34.7 0 34.7 0
Intersection Delay = * (sec/veh) Intersection LOS = * L F)
(g/C)*(V/c) is greater than one. Calculation of 01 is infeasable.
-----------------------------------------------------------------------
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engineering, INC.
05-23-1995
-----------------------------------------------------------------------
-----------------------------------------------------------------------
CN-S) Ft. Harrison
File Name: 2P4A94.HC9
5-12-95 PM Peak
1994 DDHV & "Modified No Build Geometry"
Streets: CE-W) Court St
Analyst: LRW
Area Type: CBD
Comment: Alt P4A with
-----------------------------------------------------------------------
-----------------------------------------------------------------------
I Eastbound I Westbound I Northbound 1 Southbound
1 L T R 1 L T R I L T R 1 L T R
1---- ----1---- ---- ----j---- ---- ----1---- ---- ----
No. Lanes 1 1 1 3 < 1 1 2 1 2 <
Volumes I I 276 1657 751 183 1836 1 1130 223
PHF or PK151 10.95 0.95 0.9510.95 0.95 1 0.95 0.95
Lane Width 1 110.0 10.0 112.0 10.0 I 10.0
Grade 1 I 0 1 0 1 0
% Heavy Vehl 1 2 2 21 2 2 I 2
Parking I ICY/N) N ICY/N) N ICY/N) N
Bus Stops I I 01 01
Con. Peds I 101 311 01
Ped Button I ICY/N) N ICY/N) N ICY/N) N
Arr Type 1 1 3 3 31 3 4 1 4
RTOR Vols 1 1 01 01
Lost Time 1 13.00 3.00 3.0013.00 3.00 1
Prop. Sharel 1 -1 -11 -1 -11-1
Prop. prot.1 1 -21 -21
3
o
3.00 3.00
-1
-2
Signal Operations
Phase Combination 1 2 3 4 1 5 6 7 8
EB Left INB Left * *
Thru I Thru * *
Right 1 Right
Peds * 1 Peds * *
WB Left * ISB Left
Thru * 1 Thru *
Right * I Right *
Peds * I Peds *
NB Right IEB Right
SB Right IWB Right
Green 37.0A 1 Green 7.0A 47.0A
Yellow/AR 3.0 IYellow/AR 3.0 3.0
Cycle Length: 100 secs Phase combination order: #1 #5 #6
Intersection Performance Summary
Lane Group: Adj Sat v/c g/C Approach:
Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS
WB L 490 1323 0.594 0.370 17.9 C * *
TR 1725 4663 1.162 0.370 * *
NB L 184 1593 1.049 0.170 84.9 F * *
T 1784 3129 1.138 0.570 * *
SB TR 1431 3044 1.045 0.470 45.2 E 45.2 E
Intersection Delay = * Csec/veh) Intersection LOS = *
Cg/C)*CV/c) is greater than one. Calculation of D1 is infeasable.
2
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HCM: SIGNALIZED INTERSECTION SUMMARV Version 2.4
HDR Engineering, INC.
05-24-1995
-----------------------------------------------------------------------
-----------------------------------------------------------------------
(N-S) Ft. Harrison
File Name: 2P4A94A.HC9
5-12-95 PM Peak.
1994 DDHV & "Modified No Build Geometry"
Streets: (E-W) Court St
Analyst: LRW
Area Type: CBD
Comment: Alt P4A with
-----------------------------------------------------------------------
-----------------------------------------------------------------------
I Eastbound I Westbound I Northbound I Southbound
1 L T R I L T R I L T R 1 L T R
1-00- -00-1---- ---- -00-1---- --00 ----1---- ---- -_...-
No. Lanes I I 1 3 < I 1 2 I 2 <
Volumes I 1 276 1657 751 183 1714 I 1130 223
PHF or PK151 10.95 0.95 0.9510.95 0.95 1 0.95 0.95
Lane Width I 111.0 11.0 111.0 11.0 I 11.0
Grade I I 0 I 0 I 0
% Heavy Vehl I 2 2 21 2 2 I 2 2
Park.ing I I (y/N) N I(Y/N) N I (V IN) N
Bus Stops I I 01 01 0
Con. Peds I 101 311 01 22
Ped Button I I(V/N) N I(Y/N) N I (YlN) N
Arr Type I I 3 3 31 3 4 I 4 3
RTOR Vols I I 01 01 0
Lost Time I 13.00 3.00 3.0013.00 3.00 I 3.00 3.00
Prop. Share I I -1 -11 -1 -11 -1 -1
Prop. prot.1 I -2\ -21 -2
-----------------------------------------------------------------------
Signal Operations
Phase Combination 1 2 3 4 1 5 6 7 8
EB Left INB Left * *
Thru I Thru * *
Right I Right
Peds * I Peds * *
WB Left * ISB Left
Thru * I Thru *
Right * I Right *
Peds * I Peds *
NB Right IEB Right
SB Right IWB Right
Green 39.0A IGreen 7.0A 45.0A
Yellow/AR 3.0 IVellow/AR 3.0 3.0
Cycle Length: 100 secs Phase combination order: #1 #5 #6
Intersection Performance Summary
Lane Group: Adj Sat vlc g/C Approach:
Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS
WB L 534 1370 0.545 0.390 16.2 C * *
TR 1884 4830 1. 064 0.390 * *
NB L 180 1540 1.072 0.170 * * * *
T 1783 3241 1. 063 0.550 * *
SB TR 1419 3153 1. 054 0.450 * * * *
Intersection Delay = * (sec/veh) Intersection LOS = * ( f")
(g/C)*(V/c) is greater than one. Calculation of 01 is infeasable.
w/rr'IQc\I+1
~~.. l:{'-
\ \ r"l' I (
')\-"~f-t
HeM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR EngineE'~ring
05--23-1995
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-----------------------------------------------------------------------
----------------------------.-------------------------------------------
Streets: (E-W) CJ(?veland St,
Analyst: LRW
Area Type: CBD
Comment: Alt P4A with 1994 DDHV &
(N-5) Ft. Harrison
File Name: 3P4A94.HC9
5-12-91') PM h~ak
"Modified No Build Geometry"
-----------------------------------------------------~------------------
----------------------------~------------------------------------------
Eastbound I Westbound I Northbound I Southbound
I I I
I L T R , L T R I L T R I L T R
I I , I
I ---- ---- I ---- ---- ----- I ---- ---...... ----- I ---- ----- ------
I I I ,
No. Lanes , 2 < I 1 2 < I 2 < I 2 <
, , I r
Volumes I 140 200 50: 100 42 11 2 : 1436 300: 1 147 50
I
PHF or PK15:0.95 0.95 0.95:0.95 0.95 0.95~ 0.95 0.95: 0.95 0.95
Lane Width I 10.0 10.0 , 10.0 10.0 I 10.0 I 10.0
I I I I
Grade r 0 I 0 I 0 I 0
I ! I I
% Heavy Veh: 2 2 '), 2 2 '), 2 2: 2 2
~! ""I
Parking , (YjN) Y 10 I (Y/N) Y 10 I (Y/N) N , (YjN ) N
I I I I
Bus St.ops , 0: 0: 0: 0
I
Con. Peds I 49: 63: 66: 64
I
PE'~d Button ! (Y/N) N I (Y/N) N , (Y/N) N 1 (Y/N) N
I ; ; I
Arr Type 4 .. I 1 4 I 4' I 3: 4 'J
'+ '+, '+ , '+ )
RTOR Vols 0: 0: 0: 0
Lost Time :3.00 3.00 3.00:3.00 3.00 3.00: 3.00 3.00; 3.00 3.00
Prop. Share: -1 36: -1 24: -1 -1 , -1 -1
I
Prop. Proto I - ') r -'J ' -2: -2
I ~, ~l
-----------------------------------------------------------------------
Phase Combination
EB Left
Thru
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellow/t\R
Cycle Length:
*
.'.
"
...
"
*
'i'-:
."k
"i't:
*
29.0A
4.0
100 secs
Signal Operations
o ~ I I
~ J '+ I
:NB
I
1
: Right -J,
: Peds )';;
:SB Left
: ThI'u )';;
: Right ~';;
: Peds 'k
:EB Right
:WB Eight
:Gre(~n 63.()A
:Yellow/AR 4.0
Phase combination order: #1 #5
':) 6 7 8
Left
Thrtl ,,;,<
---,--------------------------------------------------------------------
Lane Group:
Mvmts Cap
Intersection Performance Summary
Adj Sat v/e glC
Flow Ratio Ratio Delay
LOS
Approach:
Delay LOS
309 1030 0.476 0.300 19.1 C
833 2794 0.330 0.300 17.6 C
238 793 0.441 0.300 18.9 C
754 2514 0.225 0.300 17.0 C
1941 3033 0.989 0.640 22.8 C 22.8
1988 3107 0.665 0.640 /./ B 7.7
Intersection Delay = 16.9 see/veh Intersection LOS
Time/Cycle, L = 6.0 see Critical v/c(x) = 0.825
EB
L
;'"l'D
-11..\.
\liB
T
G
NB
SB
TR
TR
TR
Lost
18.2
c
c
C
B
= ('
17. 7
-------------------------------~---~------------------------------------
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HeM: SIGNALIZED INTERSECTION S~MMARY Version 2.4
HDR Enginer!ring
05-23-1995
--------------------~----~--~~-------------------------------~---------
---------------------------~---------~----------------~----------------~
Strepts: (E.-\~-) IJrev7 St.
Analy'st: LF\\
Area Ty'pe: CBD
Comment: Alt. P4A with 1994 DDHV &
(N-51 Ft. Harrison
File ~ame: 4P4A94.HC9
5-12.-95 PM Peak
rt~Iodifi(",d No Build Geometrylt
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T R
----------~------------------------------------------------------------
-----------------------------.------------------------------------------
Eas t bound : We s tbound : Nor thbol.1nc1 :
T R: I; T R: L T R ~ L
---- ----:---- ---- ----:---- ---- ----:----
2 < : 2 < : 1 2 < ~
200 3.3: 70 40 138: 20 1476 250: 107
0.95 0.95:0.95 0.95 0.95:0.95 0.95 0.95:0.95
10.0 :10.0 10.0 :10.0 10.0 :10.0
0: 0: 0:
2 2: ? 2 2: 2 ? 2: 2
:(Y/Nl ~ :(YjNI N :(YjN) N
0: 0: 0:
6: 4: 9 :
:(Y!K') '\ :(Y/N) N : ('{jN} N
4: 3 3 4: 4 4 3: 4
0: 0: 0:
3.00 3.00:3.00 3.00 3.00:3.00 3.00 3.00:3.00
- 1: - 1 - 1: -i - 1: - 1
_')' _?' _')1
-' I L..; I ..... l
i
I
No. Lanes : 1
Volumes : 150
PHF or P1<:15:0.95
Lane Width : 10.0
Grade :
% Heavy Veh: ?
Parking :('//N)N
Bus Stops
Con. Peds
P(O\d Rut to n
2
1205
0.95
'10.0
o
2
:(Y/N)N
I
I
RTOR Vols :
Lost Time : 3.00
Prop. Share: -1
Prop. Prot.:
At. r r ~r'JT'p (~
j
'1
~)
3.00
<
50
0.95
2
o
2
I
'+
~
o
3.00
-1
-2
------------------------------------------------------------------------
Phase Combination
EB Left: *
I'hI'u
Rigbt
Peds
WB Left *
Thru
Right
Peds
NB Right
SB Right
(;'1"" een
c; 1 grlo J Opera t 1 ons
') ,) 4 i :) 6 r.
-' I ()
"1::. I NFl Lef t 'F'<.
i
../( I Thru ,~:;
!
'k D -j ght *
"\. i
~k Peds "k .),
i "
...}, 1 SB Left * "k
I
-k Thru .)~ ~k
~,.. R 1 c. t-, t :,'( I~
" 61J.
* P!?ds ~'( *
I FB R .' ght
, -
I WB R ight
!
':=;.0;\15.01\
: Gl"i~~erj
4.UA 62.0/\
3.n 4.C)
Yellovi/,\R
3.0 L.O :YellowjAR
100 sees PttdSe (~oml_)jnat~j,011 order:
#.1 #2. lF5 #'6
-------------------,-----------------------------------------------------
C~icle L(~ngtb:
Lani.? Group
H'vm t s Ca.f)
---,- -
~B 1 206
L
TE 488
WB L 1 7 S
TR 441
NB r 1 20
1,
TR 1 929
SB L 1 '3 1
i
TE J 1 78
1 n t e r s PC t :i eH\ Perf 0 rTlIanc r:! Summa ry
Adj Sat vie g!C
F:Lc)w Rat~lj R.atio Dpl~y
LC)S
/\pprodch:
Dr=cla.v LOS
28..6
1486 0.767 :1.130 3:3.2 D
3053 0.540 0.160 25.9 D
1486 0.423 0.130 20.8 C
2759 0.444 0.160 25.0 L
191 0.17.':, O.Cl]O 5.0 A
3062 0,989 0.630 23.3 C
1486 0.863 0.110 rn.! D
3111 0.637 0.700 5.6 B
lntl~rsection n(~lav = i8.1 sr!c/v(~h Intersection LOS
Lost Time/Cycle, L = 9.0 see Critical v/c(xl = 0.917
,---., '"J r-
.!.. .) . ~-j
23.:
j . i
D
C
C
P
-"-J
= C
--------~------------------------------------------_.--------------------
Traffic
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HCS Intersection Runs
With 20 010 Reduction in
Critical Intersections Only
HCS_SHTS.XLS
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HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engineering, Inc.
05-31-1995
-----------------------------------------------------'------------------
-----------------------------------------------------------------------
Streets: (E-W) Drew St.
Analyst: LRW
Area Type: CBD
Comment: Alt. D4 with 1994 DDHV (-20%)
(N-S) Ft. Harrison
File Name: 4D494B.HC9
5-12-95 PM Peak
& "Modified No Build Geometry"
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Eastbound Westbound Northbound Southbound
L T R L T R L T R L T R
- - -- ---- - - -- --- - - - -- - - -- - - -- - - --
No. Lanes 1 2 < 1 2 < 1 2 < 1 2 <
Volumes 233 610 120 118 1019 110 80 1068 152 86 758 246
PHF or PK15 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Lane Width 11. 0 11. 0 11. 0 11. 0 11. 0 11.0 11. 0 11. 0
Grade 0 0 0 0
% Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2
Parking (Y/N) N (Y/N) N (Y/N) N (Y/N) N
Bus Stops 0 0 0 0
Con. Peds 6 4 9 2
ped Button (Y /N) N (Y/N) N (Y/N) N (Y/N) N
Arr Type 3 3 4 3 3 4 4 4 3 4 4 3
RTOR Vols 0 0 0 0
Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00
Prop. Share -1 -1 -1 -1 -1 -1 -1 -1
Prop. Proto 88 -2 -2 -2
Phase Combination 1
EB Left
Thru
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellow/AR
Cycle Length:
Signal Operations
234
* * NB Left
* * Thru
* * Right
* Peds
* SB Left
* Thru
* Right
* Peds
EB Right
WB Right
1.0A 38.0A Green
3.0 3.0 Yellow/AR
Phase combination order:
1.0A 41.0A
3.0 3.0
#1 #2 #3 #5 #6
*
5 6
* *
*
*
*
* *
*
*
*
8
7
*
4.0A
3.0
100 secs
Intersection Performance Summary
Lane Group: Adj Sat v/c g/C Approach:
Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS
----- ------- ----- ----- ----- -----
EB L 195 1540 1. 256 0.190 * * * *
TR 1327 3160 0.607 0.420 15.2 C
WB L 144 1540 0.861 0.080 39.9 D 46.5 E
TR 1213 3193 1.029 0.380 47.2 E
NB L 87 1540 0.966 0.050 75.6 F 46.3 E
TR 1303 3179 1.034 0.410 44.5 E
SB L 87 1540 1.046 0.050 105.9 F 27.5 D
TR 1280 3121 0.867 0.410 21.1 C
Intersection Delay = * ( sec/veh) Intersection LOS *
(g/C) * (V/c) is greater than one. Calculation of D1 is infeasable.
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engineering, Inc.
05-31-1995
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Streets: (E-W) Cleveland St.
Analyst: LRW
Area Type: CBD
Comment: Alt. C4 with 1994 DDHV (-20~)
(N-S) Ft. Harrison
File Name: 3C494B.HC9
5-12-95 PM Peak
& "Modified No Build Geometry"
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Eastbound Westbound Northbound Southbound
L T R L T R L T R L T R
- - -- - - -- - - -- - - -- - - -- - - -- - - -- - - --
No. Lanes 1 2 < 1 2 < 2 < 2 <
Volumes 160 503 350 110 1026 90 1011 142 794 133
PHF or PK15 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Lane Width 10.0 10.0 10.0 10.0 11. 0 11. 0
Grade 0 0 0 0
~ Heavy Veh 2 2 2 2 2 2 2 2 2 2
Parking (y /N) Y 10 (Y/N) Y 10 (Y/N) N (Y/N) N
Bus Stops 0 0 0 0
Con. Peds 49 63 66 64
Ped Button (Y /N) N (Y/N) N (Y/N) N (Y/N) N
Arr Type 4 4 4 4 4 4 4 3 4 3
RTOR Vols 0 0 0 0
Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00
Prop. Share -1 36 -1 24 -1 -1 -1 -1
Prop. Proto -2 -2 -2 -2
-----------------------------------------------------------------------
Signal Operations
Phase Combination 1 2 3 4 5 6 7 8
EB Left * * NB Left
Thru * Thru *
Right * Right *
Peds * Peds *
WB Left * * SB Left
Thru * Thru *
Right * Right *
Peds * Peds *
NB Right EB Right
SB Right WB Right
Green 6.0A 42.0A Green 43.0A
Yellow/AR 3.0 3.0 Yellow/AR 3.0
Cycle Length: 100 secs Phase combination order: #1 #2 #5
-----------------------------------------------------------------------
Intersection Performance Summary
Lane Group: Adj Sat v/c g/C Approach:
Mvrnts Cap Flow Ratio Ratio Delay LOS Delay LOS
----- ------- ----- ----- ----- -----
EB L 161 1486 1.043 0.150 76.6 F 28.3 D
TR 1129 2689 0.834 0.420 19.7 C
WB L 161 1486 0.720 0.150 18.0 C 41.4 E
TR 1198 2853 1.030 0.420 43.6 E
NB TR 1363 3169 0.935 0.430 24.6 C 24.6 C
SB TR 1358 3157 0.755 0.430 16.8 C 16.8 C
Intersection Delay = 28.6 sec/veh Intersection LOS = D
Lost Time/Cycle, L = 6.0 sec Critical v/c(x) = 1. 096
-----------------------------------------------------------------------
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HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engineering, Inc.
05-31-1995
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Streets: (E-W) Court St
Analyst: LRW
Area Type: CBD
Comment: Alt P4A with 1994 DDHV (-20~)
(N-S) Ft. Harrison
File Name: 2P4A94B.HC9
5-12-95 PM Peak
Modified No Build Geometry"
-----------------------------------------------------------------------
------------------------------------------~----------------------------
Eastbound Westbound Northbound Southbound
L T R L T R L T R L T R
- - -- - - -- - - -- - - -- - - -- - - -- - - --
No. Lanes 1 3 < 1 2 2 <
Volumes 221 1326 60 146 1371 904 178
P!iF or PK15 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Lane Width 11. 0 11. 0 11. 0 11. 0 11. 0
Grade 0 0 0
~ Heavy Veh 2 2 2 2 2 2 2
Parking (Y /N) N (Y /N) N (Y /N) N
Bus Stops 0 0 0
Con. Peds 10 31 0 22
Ped Button (Y /N) N (Y /N) N (Y /N) N
Arr Type 3 3 3 3 4 4 3
RTOR Vols 0 0 0
Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00
Prop. Share -1 -1 -1 -1 -1 -1
Prop. Proto -2 -2 -2
Phase Combination 1
EB Left
Thru
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellow/AR
Cycle Length:
Signal Operations
234
8
5 6
* *
* *
7
*
NB Left
Thru
Right
Peds
SB Left
Thru
Right
Peds
EB Right
WB Right
Green
Yellow/AR
Phase combination order:
8.0A 46.0A
3.0 3.0
#1 #5 #6
*
* *
*
*
*
*
*
*
37.0A
3.0
100 secs
Lane Group:
Mvmts Cap
Intersection Performance Summary
Adj Sat v/c g/C
Flow Ratio Ratio Delay
LOS
Approach:
Delay LOS
WB L 507 1370 0.460 0.370 15.9 C 22.9 C
TR 1786 4827 0.899 0.370 24.0 C
NB L 195 1540 0.790 0.190 26.0 D 14.1 B
T 1847 3241 0.820 0.570 12.9 B
SB TR 1452 3156 0.824 0.460 17.3 C 17.3 C
Intersection Delay = 18.4 sec/veh Intersection LOS C
Lost Time/Cycle, L = 6.0 sec Critical v/c(x} = 0.851
Other Capacity Analyses
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HCS_SHTS.XLS
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HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4
HDR Engineering, Inc.
05-31-1995
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Streets: (E-W) Drew St.
Analyst: LRW
Area Type: CBD
Comment: Alt. D4 with 1994 DDHV &
(N-S) Ft. Harrison
File Name: 4D4946L.HC9
5-12-95 PM Peak
"6 - LANE DREW ST." i' d.""z.,W-f$ </Y\ '(),c:"J
-----------------------------------------------------------------------
-----------------------------------------------------------------------
Eastbound Westbound Northbound Southbound
L T R L T R L T R L T R
- - -- - - -- - - -- - - -- - - -- - - -- - - -- - - --
No. Lanes 2 3 < 2 3 < 1 2 < 1 2 <
Volumes 291 762 150 147 1274 138 100 1335 190 107 948 307
PHF or PK15 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Lane Width 11. 0 11. 0 11. 0 11. 0 11. 0 11. 0 11. 0 11. 0
Grade 0 0 0 0
9- Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2
0
Parking (Y/N) N (Y /N) N (y /N) N (Y /N) N
Bus Stops 0 0 0 0
Con. Peds 6 4 9 2
Ped Button (Y /N) N (Y/N) N (y /N) N (Y /N) N
Arr Type 3 3 4 3 3 4 4 4 3 4 4 3
RTOR Vols 0 0 0 0
Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00
Prop. Share -1 -1 -1 -1 -1 -1 -1 -1
Prop. Proto 88 -2 -2 -2
-----------------------------------------------------------------------
Phase Combination 1
EB Left
Thru
Right
Peds
WB Left
Thru
Right
Peds
NB Right
SB Right
Green
Yellow/AR
Cycle Length:
Signal Operations
3 4
8
2
*
*
*
*
*
*
*
*
5 6
* *
*
*
*
* *
*
*
*
7
*
NB Left
Thru
Right
Peds
SB Left
Thru
Right
Peds
EB Right
WB Right
Green
Yellow/AR
combination order:
3.0A 51.0A
3.0 3.0
#1 #2 #5 #6
*
1.0A 33.0A
3.0 3.0
100 secs Phase
-----------------------------------------------------------------------
Intersection Performance Summary
Lane Group: Adj Sat v/c g/C Approach:
Mvrnts Cap Flow Ratio Ratio Delay LOS Delay LOS
----- ------- ----- ----- ----- -----
EB L 627 3079 0.502 0.050 27.4 D 21.3 C
TR 1564 4739 0.675 0.330 19.5 C
WB L 760 3079 0.211 0.050 19.2 C 4504 E
TR 1581 4790 1.034 0.330 48.0 E
NB L 118 1540 0.890 0.090 39.7 D 41. 0 E
TR 1621 3179 1. 039 0.510 41.1 E
SB L 118 1540 0.958 0.090 58.3 E 20.1 C
TR 1592 3122 0.871 0.510 17.0 C
Intersection Delay = 33.2 sec/veh Intersection LOS = D
Lost Time/Cycle, L = 9.0 sec Critical v/c(x) = 1. 033
-----------------------------------------------------------------------
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APPENDIX C
Right-of- W ay
Cost Estimate
Summary Forms
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FLORIDA STATE DEPARTMENT OF TRANSPORTATION
RIGHT OF WAY COST ESTIMATE
WPI N/A PROJECT NO.: N/A DISTRICT SEVEN
COUNTY: HILLSB. FAP NO. N/A DATE 5/17/95
PROJECT: Memorial Causeway Bridge Feasibility Study S. R. # 60
ALTERNATIVE: C 1 P4/ P4/ P4A
Parcels: Public Owned Privately Owned
Business 0 I 1
Residential 0 0
Unimproved 3 . 2
Total Parcel 3 3
;:\H:C{EA\{:UUL::I/;)'tWt:dHd:MA;>i{:<!':::~~\':'';'~:i:->''\;<~};;\~ ;,:,.,;~'\:\j:~:,:'~:(:;0';;W<:~:~-;S~.:_~V,;;i~~,;';i:Kfb~iBiLNt\'tP9.Z:;%%F \,jq.(~r;;-::; ',-":'-'~:. ' . , - ~ '/ ,.,
RIW SUPPORT COSTS (PHASE 30)
Est. Relocatees:
Business
Residential
Signs
Total Relocatees
c' -~ ";.-,-,, . ,:'-i:;,;' ,,<c'
;;t;){'~'%_"_"'""
),.:;---': :,".
co:,,, :-:J ~',j ;::':;i~:::;':,~,: ::;::'f-- - -':--, - -','
1. Direct Labor Cost
2. Indirect Overhead
3.
Amount
19,500
10,500
= TOTAL PHASE 3
(Net Pare 3 X
(Net Pare 3 X
30,000
6,500
3,500
o
m~
9:32 AM
1 (radio station)
o
o
1
,"--~:;>:'~:'~:': ,C<i\';)-;~~;0-d':~}r,-;;-- "',-
FEDERAL AID
PARTICIPATING
PARTICIPATING
$30,000
RIW OPS (PHASE 32) Amount
4. Appraisal Fees (for privately-owned parcels) 3 Parcels X 8,000 24,000 PARTICIPATING
5. Business Damage CPA Fees 0 Claims X 6,000 0 NON-PARTIC.
6. Court Reporter & Witness Fees Anticipated Dep. X 10% 18,000 PARTICIPATING
7. Demolition Contracts 1 Parcels X 15,000 15,000 PARTICIPATING
8. Move Cost Estimate Fees 1 Unit X 500 500 PARTICIPATING
9. Attorney Fees (Outside Counsel) (Whole #) 0 Parcels X 15,000 0 PARTICIPATING
10. Title Search 6 Parcels X 500 3,000 PARTICIPATING
11. Hazardous Waste Investigations/Misc. 1 Parcels X 25,000 25,000 PARTICIPATING
12. (PARTICIPATING 86,000 ) + (NON-PARTIC. 0 ) = TOTAL PHASE 3 $86,000
~';.:'rngf-;:r,;:,:: dT"{{:::~':~~Wfi/{'k~~A%tA~YL;?;N[F7){r:?!'YS/Nw~u~w;r~Fkn:\$~':r';(F<ji:Y:L::'::;:::-:>F}rPkr~Hl< .~,":~, ~'~:,<l{'?~r~-.:.::!" "-, '~',:' -, -~""~-
RIW LAND COSTS (PHASE 31)
13. Land Improvements & Severance Damages
14. Water Retention ( 0 parcels w/o RIW acquisition)
15. SUBTOTAL (Lines 13 and 14)
16. Admin. Settlements (Factor 35% x 30% of Line 15) 17 ,600
17. Litigation Awards (Factor 50% x 70% of Line 15) 58,800
18. Business Damages (Number 0 x 100,000 ) 0
19. Owner Appr. Fees (Number 2 x 8,000) 16,000
20. Owner CPA Fees (Number 0 x 10,000) 0
21. Defend. Atty Fees (Anticipated Dep. X 26% ) 45,900
22. Other Condm Costs (Anticipated Dep. X 10% ) 17,600
23. SUBTOTAL (lines 16 thru 22) 155,900
24. (PARTICIPATING 262,100 ) + (NON-PARTIC. 61,900) = TOTAL PHASE 3
Amount
168,000
o
Subtotal
PARTICIPATING
PARTICIPATING
168,000
25.
RELOCATION COSTS (PHASE 38)
Replacement Housing
TOTAL PHASE 33
PARTICIPATING
Number
o
o
Amount
o
o
26. Owner
27. Tenant
Move Costs
28. Residential
29. Business/Farm
30. Personal Property
31. (LINES 26 THRU 30)
32. Relocation Services Cost
33.
34.
35.
ROWCOSTXLW AIt.C1P4 P4 P4A
o 0
1 25,000
1 1,000
TOTAL PHASE 38 PARTICIPATING
in Ph~sf3.,.()tal)
61,900 NON-PARTIC.
404,100 PARTICIPATING
TOTAL ESTIMATE (ALL PHASES)
PARTICIPATING
PARTICIPATING
NON-PARTIC.
NON-PARTie.
NON-PARTIC.
NON-PARTIC.
PARTICIPA TI NG
$324,000
$0
$26,000
$466,000
FLORIDA STATE DEPARTMENT OF TRANSPORTATION
RIGHT OF WAY COST ESTIMATE
WPI N/A PROJECT NO.: N/A DISTRICT SEVEN
COUNTY: HILLSB. FAP NO. N/A DATE 5/17/95
PROJECT: Memorial Causeway Bridge Feasibility Study S. R. # 60
ALTERNATIVE: 04
Parcels: Public Owned Privately Owned
Business 0 1
Residential 0 0
Unimproved 3 0
Total Parcel 3 1
l-il~
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10:30 AM
Est. Relocatees:
Business
Residential
Signs
Total Relocatees
285,400 NON-PARTIC.
1 ,772,600 PARTICIPATING
TOTAL ESTIMATE (ALL PHASES)
RIW SUPPORT COSTS (PHASE 30)
1. Direct Labor Cost
2. Indirect Overhead
3.
(Net Parc ----1- X
(Net Parc ----1-X
10,000 +
6,500
3,500
Rate)
Rate)
RIW OPS (PHASE 32)
4. Appraisal Fees (for privately-owned parcels)
5. Business Damage CPA Fees
6. Court Reporter & Witness Fees
7. Demolition Contracts
8. Move Cost Estimate Fees
9. Attorney Fees (Outside Counsel)
10. Title Search
11. Hazardous Waste Investigations/Misc.
12. 173,000
1 Parcels X
o Claims X
Anticipated Dep. X
1 Parcels X
1 Unit X
1 Parcels X
4 Parcels X
1 Parcels X
(Whole #)
RIW LAND COSTS (PHASE 31)
13. Land Improvements & Severance Damages
14. Water Retention ( 0 parcels w/o RIW acquisition)
15. SUBTOTAL (Lines 13 and 14)
16. Admin. Settlements (Factor 35% x 30% of Line 15)
17. Litigation Awards (Factor 50% x 70% of Line 15)
18. Business Damages (Number 0 x 100,000 )
19. Owner Appr. Fees (Number 1 x 8,000)
20. Owner CPA Fees (Number 0 x 10,000)
21. Defend. Atty Fees (Anticipated Dep. X 26% )
22. Other Condm Costs (Anticipated Dep. X 10% )
23. SUBTOTAL (lines 16 thru 22)
24. 1,584,600 285,400
TOTAL PHASE 33
25.
RELOCATION COSTS (PHASE 38)
Replacement Housing
Number
o
o
Amount
o
o
26. Owner
27. Tenant
Move Costs
28. Residential
29. Business/Farm
30. Personal Property
31. (LINES 26 THRU 30)
32. Relocation Services Cost
33.
34.
35.
ROWCOST.XLW 04
o
1
o
1 (Ferry Service)
o
o
1
FEDERAL AID
o
Amount
6,500
3,500
= TOTAL PHASE 3
PARTICIPATING
PARTICIPATING
$10,000
o
Amount
8,000 8,000 PARTICIPATING
6,000 0 NON-PARTIC.
10% 107,000 PARTICIPATING
15,000 15,000 PARTICIPATING
500 500 PARTICIPATING
15,000 15,000 PARTICIPATING
500 2,000 PARTICIPATING
25,000 25,000 PARTICIPATING
= TOTAL PHASE 3 $173,000
Amount
1,016,000
o
Subtotal
PARTICIPATING
PARTICIPATING
1,016,000
106,700
355,600
o
8,000
o
277 ,400
106,700
PARTICIPATING
PARTICIPATING
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
PARTICIPATING
854,400
= TOTAL PHASE 3
$1,870,000
PARTICIPATING
$0
PARTICIPATING
$5,000
$2,058,000
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FLORIDA STATE DEPARTMENT OF TRANSPORTATION
RIGHT OF WAY COST ESTIMATE
WPI N/A PROJECT NO.: N/A
COUNTY : HILLSB. FAP NO.: N/A
PROJECT: Memorial Causeway Bridge Feasibility Study
ALTERNATIVE: C4
Parcels: Public Owned Privately Owned
Business 0 I 0
Re~idential ...0.. . 0
Unimproved 3 .. 0
Total Parcel 3 0
':;:':""_':":'''~,'':c,i>.''~':;'\-- -id'f;_W&.l:,M; ;-:-,':}.?S?:. >~'~,,~,:. ,- ;-,;;':,,-;';<i~,!~),);':::;;;":; \;-:A'4,r~j,<~:'_),~,L:;,':.:;<i\;,\r~1.,:,'t(; ;, ':?i'''' ; ,-, .
DISTRICT SEVEN
DATE 5/17/95
S.R.# 60
Est. Relocatees:
Business
Residential
Signs
Total Relocatees
. " ",-'- ''-'''';'-~<st-:-:~<':) -'~ :,:'~,~ ',j'-'.' ~'::~:'~, ;':; \:~i{;:i/L;-;' ,
:~::'~',::::/~:i-,,:::j.H~.;~>
RIW SUPPORT COSTS (PHASE 30)
1-i2~
10:02 AM
o
o
o
o
j;{)-'-,;; "';:'-'::> ",-"" <tP:fi:';"
oS~,:;.};<( , ",
FEDERAL AID
1. Direct Labor Cost
2. Indirect Overhead
3. (PARTICIPATING
(Net Pare
(Net Pare
o
o X 6,500 Rate)
o X 3,500 Rate)
+ (NON-PARTIC.
Amount
o PARTICIPATING
o PARTICIPATING
= TOTAL PHASE 3 $0
o
,0-"'-\7:;"", C-,;S:_",":",;"""
RIW OPS (PHASE 32)
4. Appraisal Fees (for privately-owned parcels)
5. Business Damage CPA Fees
6. Court Reporter & Witness Fees
7. Demolition Contracts
8. Move Cost Estimate Fees
9. Attorney Fees (Outside Counsel)
10. Title Search
11. Hazardous Waste Investigations/Misc.
12. 2,000
o Parcels X
o Claims X
Anticipated Dep. X
o Parcels X
1 Unit X
o Parcels X
3 Parcels X
o Parcels X
o
Amount
8,000 0 PARTICIPATING
6,000 0 NON-PARTIC.
10% 0 PARTICIPATING
15,000 0 PARTICIPATING
500 500 PARTICIPATING
15,000 0 PARTICIPATING
500 1,500 PARTICIPATING
25,000 0 PARTICIPATING
= TOTAL PHASE 3 $2,000
(Whole #)
RIW LAND COSTS (PHASE 31)
13. Land Improvements & Severance Damages
14. Water Retention ( 0 parcels w/o RIW acquisition)
15. SUBTOTAL (Lines 13 and 14)
16. Admin. Settlements (Factor 35% x 30% of Line 15) 0
17. Litigation Awards (Factor 50% x 70% of Line 15) 0
18. Business Damages (Number 0 x 100,000 ) 0
19. Owner Appr. Fees (Number 0 x 8,000) 0
20. Owner CPA Fees (Number 0 x 10,000) 0
21. Defend. Atty Fees (Anticipated Dep. X 26% ) 0
22. Other Condm Costs (Anticipated Dep. X 10% ) 0
23. SUBTOTAL (lines 16 thru 22) 0
24. (PARTICIPATING 0) + (NON-PARTIC. 0 ) = TOTAL PHASE 3
Amount
o
o
Subtotal
PARTICIPATING
PARTICIPATING
25.
PARTICIPATING
TOTAL PHASE 33
RELOCATION COSTS (PHASE 38)
Replacement Housing
Number
o
o
Amount
o
o
26. Owner
27. Tenant
Move Costs
28. Residential
29. Business/Farm
30. Personal Property
31. (LINES 26 THRU 30)
32. Relocation Services Cost
33.
34.
35.
ROWCOSTXLW C4
"""""'",",,"":"'"'','','-Y''"'''''':'''
,-"""";,.,,'.,,,.
o 0
o 0
o 0
TOTAL PHASE 38 PARTICIPATING
$0 (Not in Phase Total)
o NON-PARTIC.
2,000 PARTICIPATING
TOTAL ESTIMATE (ALL PHASES)
o
PARTICIPATING
PARTICIPATING
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
PARTICIPATING
$0
$0
$0
$2,000
o
m~1
I
1 (Radio Station) I
o
~ I
FEDERAL AID I
PARTICIPATING -
PARTICIPATING
$30,000 I
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I
I
II
I
$355,000 I
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I
I
$498,000 I
FLORIDA STATE DEPARTMENT OF TRANSPORTATION
RIGHT OF WAY COST ESTIMATE
WPI N/A PROJECT NO.: N/A DISTRICT SEVEN
COUNTY: HILLSB. FAP NO.: N/A DATE 5/17/95
PROJECT: Memorial Causeway Bridge Feasibility Study S. R. # 60
ALTERNATIVE: C2P2
Parcels: Public Owned Privately Owned
Business 0 1
Residential 0 0
Unimproved 3 2
Total Parcel 3 3
10:15AM
Est. Relocatees:
Business
Residential
Signs
Total Relocatees
66,500 NON-PARTIC.
431,500 PARTICIPATING
TOTAL ESTIMATE (ALL PHASES)
RIW SUPPORT COSTS (PHASE 30)
1. Direct Labor Cost
2. Indirect Overhead
3.
(Net Pare ~ X
(Net Pare ~ X
30,000 +
Rate)
Rate)
6,500
3,500
RIW OPS (PHASE 32)
4. Appraisal Fees (for privately-owned parcels)
5. Business Damage CPA Fees
6. Court Reporter & Witness Fees
7. Demolition Contracts
8. Move Cost Estimate Fees
9. Attorney Fees (Outside Counsel)
10. Title Search
11. Hazardous Waste Investigations/Misc.
12. 87,000
3 Parcels X
o Claims X
Anticipated Dep. X
1 Parcels X
1 Unit X
o Parcels X
6 Parcels X
1 Parcels X
(Whole #)
RIW LAND COSTS (PHASE 31)
13. Land Improvements & Severance Damages
14. Water Retention ( 0 parcels wlo R/W acquisition)
15. SUBTOTAL (Lines 13 and 14)
16. Admin. Settlements (Factor 35% x 30% of Line 15)
17. Litigation Awards (Factor 50% x 70% of Line 15)
1B. Business Damages (Number 0 x 100,000 )
19. Owner Appr. Fees (Number 2 x B,OOO)
20. Owner CPA Fees (Number 0 x 10,000)
21. Defend. Atty Fees (Anticipated Dep. X 26% )
22. Other Condm Costs (Anticipated Dep. X 10% )
23. SUBTOTAL (lines 16 thru 22)
24. 288,500 + (NON-PARTIC. 66,500
25.
RELOCATION COSTS (PHASE 38)
Replacement Housing
TOTAL PHASE 33
Number
o
o
Amount
o
o
26. Owner
27. Tenant
Move Costs
28. Residential
29. Business/Farm
30. Personal Property
31. (LINES 26 THRU 30)
32. Relocation Services Cost
33.
34.
35.
ROWCOST.XLW C2P2
o
1
o
Amount
19,500
10,500
= TOTAL PHASE 3
o
Amount
8,000 24,000 PARTICIPATING
6,000 0 NON-PARTIC.
10% 19,000 PARTICIPATING
15,000 15,000 PARTICIPATING
500 500 PARTICIPATING
15,000 0 PARTICIPATING
500 3,000 PARTICIPATING
25,000 25,000 PARTICIPATING
= TOTAL PHASE 3 $87,000
Amount
185,000
o
Subtotal
PARTICIPATING
PARTICIPATING
185,000
19,400
64,800
o
16,000
o
50,500
19,400
PARTICIPATING
PARTICIPATING
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
PARTICIPATING
170,100
= TOTAL PHASE 3
PARTICIPATING
$0
PARTICIPATING
$26,000
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FLORIDA STATE DEPARTMENT OF TRANSPORTATION
RIGHT OF WAY COST ESTIMATE
WPI N/A PROJECT NO.: N/A
COUNTY : HILLSB. FAP NO.: N/A
PROJECT: Memorial Causeway Bridge Feasibility Study
ALTERNATIVE: D3C3
Parcels: Public Owned Privately Owned
Business 0 I 1
Re~idential 0 0
Unimproved 5 .. 0
Total Parcel 5 1
~U>,:,."" ~""'-",'i-:"__';o,;.':':,;,<3KHhYU,iL~""'0:', t,.;:;:(,~.;>> ;'ic''';'_':;:'':'''''''r"''<~Y<_~@0"';-;>,,,,_~;,;,:;,-<, -;_c.:_ ' ;,':,;-,',-, ','".:.;'i ;e---.'-'-- . ',<_~__';"_ '.;-' -.-,:- '; ;~, ,". ,;;
m~
DISTRICT SEVEN
DATE 5/17/95
S.R.# 60
10:40 AM
Est. Relocatees:
Business
Residential
Signs
Total Relocatees
.,."'0" "'u_,.,;%};;_' ~-,'-' "'-::>-,<U~;,::WF>ft>.G~?;; >,"'",~,
13. Land Improvements & Severance Damages
14. Water Retention ( 0 parcels w/o RIW acquisition)
15. SUBTOTAL (Lines 13 and 14)
16. Admin. Settlements (Factor 35% x 30% of Line 15) 97,700
17. Litigation Awards (Factor 50% x 70% of Line 15) 325,500
18. Business Damages (Number 0 x 100,000 ) 0
19. Owner Appr. Fees (Number 1 x 8,000) 8,000
20. Owner CPA Fees (Number 0 x 10,000) 0
21. Defend. Atty Fees (Anticipated Dep. X 26% ) 253,900
22. Other Condm Costs (Anticipated Dep. X 10% ) 97,700
23. SUBTOTAL (lines 16 thru 22) 782,800
24. (PARTICIPATING 1,451,100 ) + (NON-PARTIC. 261,900) = TOTAL PHASE 3
RIW SUPPORT COSTS (PHASE 30)
1. Direct Labor Cost
2. Indirect Overhead
3.
(Net Pare 1 X
(Net Pare 1 X
10,000
Rate)
Rate)
6,500
3,500
RIW OPS (PHASE 32)
4. Appraisal Fees (for privately-owned parcels)
5. Business Damage CPA Fees
6. Court Reporter & Witness Fees
7. Demolition Contracts
8. Move Cost Estimate Fees
9. Attorney Fees (Outside Counsel)
10. Title Search
11. Hazardous Waste Investigations/Misc.
12. (PARTICIPATING 150,000
{;W'ti '\~~r:,::;;T/f;:m~m-;;:){~~lr':%t,;w:::_:{.:~~~n.:i}t::'):,:~:-i- '~~iV--_f;,-;- ~ <, ~ ;;,~, ;---.
1 Parcels X
o Claims X
Anticipated Dep. X
1 Parcels X
1 Unit X
o Parcels X
6 Parcels X
1 Parcels X
) + (NON-PARTIC. 0
(Whole #)
. ."-;>.~;-:~U-'~<
";r~~;;"~_w,. ~,r_ <",' Y,"'"
RIW LAND COSTS (PHASE 31)
25.
RELOCATION COSTS (PHASE 38)
Replacement Housing
TOTAL PHASE 33
Number
o
o
Amount
o
o
26. Owner
27. Tenant
Move Costs
28. Residential
29. Business/Farm
30. Personal Property
31. (LINES 26 THRU 30)
32. Relocation Services Cost
33.
34.
35.
ROWCOST.XLW D3C3
1 (Ferry Service)
o
o
1
;.,<-~:--,,::.;iXn_tEC "-"'>" - ".-, -~ .-:,-,' ;--':':_:\"/,
FEDERAL AID
o
Amount
6,500
3,500
= TOTAL PHASE 3
PARTICIPATING
PARTICIPATING
$10,000
Amount
8,000 8,000 PARTICIPATING
6,000 0 NON-PARTIC.
10% 98,000 PARTICIPATING
15,000 15,000 PARTICIPATING
500 500 PARTICIPATING
15,000 0 PARTICIPATING
500 3,000 PARTICIPATING
25,000 25,000 PARTICIPATING
= TOTAL PHASE 3 $150,000
Amount
930,000
o
Subtotal
PARTICIPATING
PARTICIPATING
930,000
PARTICIPATING
PARTICIPATING
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
PARTICIPATING
$1,713,000
PARTICIPATING
$0
o 0
1 5,000
o 0
TOTAL PHASE 38 PARTICIPATING
$500 (Not in Phase
261,900 NON-PARTIC.
1,616,100 PARTICIPATING
TOTAL ESTIMATE (ALL PHASES)
$5,000
$1,878,000
FLORIDA STATE DEPARTMENT OF TRANSPORTATION
RIGHT OF WAY COST ESTIMATE
WPI N/A PROJECT NO.: N/A DISTRICT SEVEN
COUNTY: HILLSB. FAP NO.: N/A DATE 5/17/95
PROJECT: Memorial Causeway Bridge Feasibility Study S. R. # 60
ALTERNATIVE: D2C2P2
Parcels: Public Owned Privately Owned
~~_jJ_l_,_-=-__,v,v..~
R/W SUPPORT COSTS (PHASE 30)
1. Direct Labor Cost
2. Indirect Overhead
3.
(Net Pare ~ X
(Net Pare 4 X
40,000
R/W OPS (PHASE 32)
4. Appraisal Fees (for privately-owned parcels)
5. Business Damage CPA Fees
6. Court Reporter & Witness Fees
7. Demolition Contracts
8. Move Cost Estimate Fees
9. Attorney Fees (Outside Counsel)
10. Title Search
11. Hazardous Waste Investigations/Misc.
12. 232,000
25.
RELOCATION COSTS (PHASE 38)
Replacement Housing
26. Owner
27. Tenant
Move Costs
28. Residential
29. Business/Farm
30. Personal Property
31. (LINES 26 THRU 30)
32. Relocation Services Cost
33.
34.
35.
ROWCOST.XLW D2C2P2
I-il~ I
I
10:55 AM
Est. Relocatees:
Business
Residential
Signs
Total Relocatees
2 (Ferry & radio st) I
o
o
2
6,500
3,500
Rate)
Rate)
R/W LAND COSTS (PHASE 31)
13. Land Improvements & Severance Damages
14. Water Retention ( 0 parcels w/o R/W acquisition)
15. SUBTOTAL (Lines 13 and 14)
16. Admin. Settlements (Factor 35% x 30% of Line 15)
17. Litigation Awards (Factor 50% x 70% of Line 15)
18. Business Damages (Number 0 x 100,000 )
19. Owner Appr. Fees (Number 2 x 8,000)
20. Owner CPA Fees (Number 0 x 10,000)
21. Defend. Atty Fees (Anticipated Dep. X 26% )
22. Other Condm Costs (Anticipated Dep. X 10% )
23. SUBTOTAL (lines 16 thru 22)
24. + 313,300
+
4 Parcels X
o Claims X
Anticipated Dep. X
2 Parcels X
1 Unit X
o Parcels X
11 Parcels X
2 Parcels X
(Whole #)
+
TOTAL PHASE 33
Number
o
o
Amount
o
o
o
2
o
;< ;.'c:;c. ~~ ~:'; {t~:::K;:~,:
'" ;-'_h-" Hhh;<fh1UE318f@liY7:~'::'(>
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I
FEDERAL AID
o
Amount
26,000
14,000
= TOTAL PHASE 3
PARTICIPATING
PARTICIPATING
$40,000
o
Amount
8,000 32,000 PARTICIPATING
6,000 0 NON-PARTIC.
10% 114,000 PARTICIPATING
15,000 30,000 PARTICIPATING
500 500 PARTICIPATING
15,000 0 PARTICIPATING
500 5,500 PARTICIPATING
25,000 50,000 PARTICIPATING
= TOTAL PHASE 3 $232,000
Amount
1,089,000
o
Subtotal
PARTICIPATING
PARTICIPATING
1,089,000
114,300
381,200
o
16,000
o
297,300
114,400
PARTICIPATING
PARTICIPATING
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
PARTICIPATING
923,200
= TOTAL PHASE 3
$2,012,000
PARTICIPATING
$0
PARTICIPATING
$30,000
313,300 NON-PARTIC.
2,000,700 PARTICIPATING
TOTAL ESTIMATE (ALL PHASES)
$2,314,000
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FLORIDA STATE DEPARTMENT OF TRANSPORTATION
RIGHT OF WAY COST ESTIMATE
WPI N/A PROJECT NO.: N/A DISTRICT SEVEN
COUNTY: HILLSB. FAP NO.: N/A DATE 5/17/95
PROJECT: Memorial Causeway Bridge Feasibility Study S. R. # 60
ALTERNATIVE: P6A
Parcels: Public Owned Privately Owned
~;~_" ..~ ~jLL~'_'''0
R/W SUPPORT COSTS (PHASE 30)
Est. Relocatees:
Business
Residential
Signs
Total Relocatees
m~
11:06 AM
1 (Radio Station)
o
o
1
;<::!is:?:Lb
':'Y9fA;}<t'J'dI-;_i$:t~~:;Y~i:\:\~s7,:-:;;2}t:;i"~:~?A~:~~-;;':~~; ~',;:"d,',~,
;~,:ii,H>SiXJ:,\:,t:;;!,:i;,~~i:;y;gf~:;i1k"Ntt:{:!;:%pxn::rg?tT,::;J
FEDERAL AID
1. Direct Labor Cost
2. Indirect Overhead
3. (PARTICIPATING
(Net Pare
(Net Pare
40,000
4 X 6,500 Rate)
4 X 3,500 Rate)
) + (NON-PARTIC.
Amount
26,000
14,000
= TOTAL PHASE 3
o
"\W~~I,Yijjt):~:;;m:4;K:'3-Wja-:w:wt>;.?;:-:'::"'r
~,;-:;;:':f~~:~~z/;-"-::~:,~:_:X;:-::;:;_;L_~-S; ~',,:~
':;:~'";:::;-;;Z:;-'5,:,';::'5-';<--
~;Nf.nF\-
PARTICIPATING
PARTICIPATING
$40,000
4 Parcels X
o Claims X
Anticipated Dep. X
1 Parcels X
1 Unit X
o Parcels X
10 Parcels X
1 Parcels X
o
Amount
8,000 32,000 PARTICIPATING
6,000 0 NON-PARTIC.
10% 25,000 PARTICIPATING
15,000 15,000 PARTICIPATING
500 500 PARTICIPATING
15,000 0 PARTICIPATING
500 5,000 PARTICIPATING
25,000 25,000 PARTICIPATING
= TOTAL PHASE 3 $103,000
R/W OPS (PHASE 32)
4. Appraisal Fees (for privately-owned parcels)
5. Business Damage CPA Fees
6. Court Reporter & Witness Fees
7. Demolition Contracts
8. Move Cost Estimate Fees
9. Attorney Fees (Outside Counsel)
10. Title Search
11. Hazardous Waste Investigations/Misc.
12. 103,000
(Whole #)
+
R/W LAND COSTS (PHASE 31)
13. Land Improvements & Severance Damages
14. Water Retention ( 0 parcels w/o RIW acquisition)
15. SUBTOTAL (Lines 13 and 14)
16. Admin. Settlements (Factor 35% x 30% of Line 15) 25,300
17. Litigation Awards (Factor 50% x 70% of Line 15) 84,400
18. Business Damages (Number 0 x 100,000 ) 0
19. Owner Appr. Fees (Number 2 x 8,000) 16,000
20. Owner CPA Fees (Number 0 x 10,000) 0
21. Defend. Atty Fees (Anticipated Dep. X 26% ) 65,800
22. Other Condm Costs (Anticipated Dep. X 10% ) 25,300
23. SUBTOTAL (lines 16 thru 22) 216,800
24. (PARTICIPATING + (NON-PARTIC. 81,800) = TOTAL PHASE 3
Amount
241,000
o
Subtotal
PARTICIPATING
PARTICIPATING
241,000
PARTICIPATING
25.
RELOCATION COSTS (PHASE 38)
Replacement Housing
TOTAL PHASE 33
26. Owner
27. Tenant
Number
o
o
Amount
o
o
Move Costs
28. Residential
29. Business/Farm
30. Personal Property
31. (LINES 26 THRU 30)
32. Relocation Services Cost
33.
34.
35.
ROWCOST.XLW P6A
o 0
1 25,000
1 1,000
TOTAL PHASE 38 PARTICIPATING
$2,600 (Not in Pha~eTotal)
81,800 NON-PARTIC.
545,200 PARTICIPATING
TOTAL ESTIMATE (ALL PHASES)
PARTICIPATING
PARTICIPATING
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
NON-PARTIC.
PARTICIPATING
$458,000
$0
$26,000
$627,000
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APPENDIX D
Benefit-
Cost Analysis
Printouts
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Memorial Causeway Bridge Feasibility Study
SIC Analysis: Annual Facility Costs for Maintenance & Operation, Etc.
Existing Bascule Bridge ("No Build")
Routine Major
Year No. Year Mainten.1.3 Rehab.2 Totals
1 1996 $264,000 $2,080,000 $2,344,000
2 1997 264,000 264,000
3 1998 264,000 264,000
4 1999 264,000 264,000
5 2000 264,000 264,000
6 2001 264,000 264,000
7 2002 264,000 264,000
8 2003 264,000 264,000
9 2004 264,000 264,000
10 2005 264,000 264,000
11 2006 264,000 264,000
12 2007 264,000 264,000
13 2008 264,000 264,000
14 2009 264,000 264,000
15 2010 264,000 264,000
16 2011 264,000 264,000
17 2012 264,000 264,000
18 2013 264,000 264,000
19 2014 264,000 264,000
20 2015 264,000 3,000,000 3,264,000
21 2016 264,000 264,000
22 2017 264,000 264,000
23 2018 264,000 264,000
24 2019 264,000 264,000
25 2020 264,000 264,000
Net Present Values (1995$ @ i = 7%)
Total Present Values of Costs
Estimated Residual Values at Year 25 5
Present Worth of Residual Values (@ i =7%)
Present Values Adjusted for Residuals
Net Difference in Present Values
$5,795,728
$5,795,728
$3,560,000
$655,752
$5,139,976
[
High-Level Fixed Bridge
Routine
New Constr. Mainten.1.4
$28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
28,340
$18,200,000 $330,263
$18,530,263
$10,700,000
$1,970,940
$16,559,323
$11,419,346 l
Notes:
1 Includes bridge inspection costs.
2 Based on bid amount per telephone conversation with FOOT bridge contract unit on 5/25/95
3 Based on statewide average costs over a 4-year period per 12/08/93 memo from FOOT's Larry Davis.
Unit cost = $4.47/SF average. Existing bridge = 1024' x 57.6' x $4.47 = $264,000 /year
including bridge tending.
4 Based on the same source as above; $0.13/SF x 218,000 SF = $28,340.
5 Residual values based on 80 year life for bridge structures & $15 million for structure costs; RIW retains
100% value. Existing bridge is 36 years old, leaving 80-36-25=19 yrs left at end of 25-yr period.
Remaining value = 19/80 x 15 = $3.56million. High level bridge: 80-25 = 55 yrs; value =55/80 x 15 =
$10.3 million + $0.4 mill RIW= $10.7 million.
BENCOSTXLS FacilityCosts
Page 1
7/13/95
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APPENDIX E
Bridge
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