Lithia Pinecrest Network Analysis

A look at the major road network in the Brandon area to identify alternatives to a full widening of Lithia Pinecrest Road. This interactive flipbook is created with FlippingBook, a service for streaming PDFs online. No download, no waiting. Open and start reading right away!

A LT E R N AT I V E S TO W I D E N I NG LITHIA PINECREST

Summary Report

Prepared by: HDR

On behalf of:

April 23, 2020

ALT ERNAT I VE S TO W I D E N I NG

Accommodation Statement

In accordance with the requirements of title II of the Americans with Disabilities Act of 1990 ("ADA"), Hillsborough County will not discriminate against qualified individuals with disabilities on the basis of disability in its services, programs, or activities. Persons with disabilities who need an accommodation for this document should email the Hillsborough County ADA Officer or call (813) 276-8401; TTY: 7-1-1.

S ummar y R epor t

CONTENTS 1. Overview.......................................................................................... 1 1.1 Purpose of Study............................................................................................. 1 1.2 Context Summary .......................................................................................... 1 1.3 Modeling Methods & Results...................................................................... 1 1.4 Recommendations......................................................................................... 2 2. Analysis Methodology................................................................ 5 3. Context & Existing Conditions................................................. 7 3.1 Existing Population/Employment & Projected Growth..................... 7 3.2 Crash & Safety Analysis...............................................................................15 3.3 Existing Network Performance. ...............................................................21 4. Network Alternatives Analysis...............................................26 4.1 Improvement Projects.................................................................................26 4.2 Alternative Sets..............................................................................................27 4.3 Network Performance of Each Alternative Set...................................38 4.4 Overall Summary of Performance...........................................................58 5. Recommendations.....................................................................64 5.1 Short Term Project Recommendations.................................................64 5.2 Long Term Major Investments..................................................................69 Appendix I. Transit S ervice Concepts.........................................70

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

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Summary Report

1. OVERVIEW

The three major east-west arterials (SR 60, Lumsden Road, and Bloomingdale Avenue) and Lithia Pinecrest Road carry the majority of traffic within and through the study area, and the majority of crashes and congestion are concentrated at intersections along these corridors. This is not surprising given the area has a very limited secondary roadway network. Rather than disperse trips through a fine-grain network of lower-speed local streets, Brandon’s suburban pattern results in the concentration of trips on a limited number of major corridors, forcing short, local trips to access the arterial network and mix with higher-speed traffic. 1.3 Modeling Methods & Results Using Aimsun traffic analysis software, the project team developed a series of traffic models for the study area. An initial model, called the Existing plus Committed (E+C) Model was developed to show roadway conditions and operations adjusted to account for committed and funded projects. This model provided a starting point for understanding network performance characteristics, defining potential improvement alternatives, and completing comparisons between the Lithia Pinecrest widening project and various sets of improvement alternatives. The E+C Model run resulted in the identification of several important issues and deficiencies, including bottleneck locations with particularly high volume-to-capacity ratios, slow travel times, and low average travel speeds. This initial modeling confirmed observations that both capacity constraints and connectivity issues negatively impact peak period during commutes. During the AM peak period, high volumes of vehicles attempt to traverse the network to areas of high employment outside of the network; in the PM peak period, these vehicles return from these outside employment centers and again must travel through the study area. These vehicles have limited options to traverse east and west through the study area due to the poor interconnectivity of local roadways and capacity constraints along major arterials. The initial modeling also revealed uneven

1.1 Purpose of Study The Lithia Pinecrest: Alternatives to Widening Study is a high-level analysis undertaken by Hillsborough County to identify and assess potential alternatives to widening of Lithia Pinecrest Road from Fishhawk Boulevard to Lumsden Road from two to four lanes. The study team tested various combinations of roadway capacity and intersection improvements to see which combination has the potential to improve transportation network deficiencies in the greater Brandon area. The network approach to this study is different from other corridor or intersection specific studies, in that the performance of improvements or alternative sets was evaluated for a larger study area. As shown in Figure 1, the study area included corridors and intersections extending from south of SR 60 (Brandon Boulevard) to the Alafia River and from I-75 and Falkenburg Road to Lithia Pinecrest Road. During the study, the effectiveness of potential combinations of improvements within the study area to address deficiencies was compared to the effectiveness of the Lithia Pinecrest Road widening project. The comparative analysis resulted in the identification of improvement projects, including alternatives to the full widening of Lithia Pinecrest Road, that could advance into more detailed phases of engineering and design. 1.2 Context Summary Projected population and employment growth within and around the study area is concentrated along the western edges of Brandon near I-75 and to the south of the Alafia River south of Boyette Road and Fishhawk Boulevard along the Balm Riverview and Balm Boyette Road corridors. The eastern areas of Brandon are mostly built out, with relatively modest potential for increases in population, and to the southeast of Fishhawk Ranch, little growth is projected.

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Improvement Project 2 – Bells Shoals Road to Lumsden Road Connection. Provide northbound left access onto Lumsden Road from Bell Shoals Road. (see Figure 48 for conceptual alignment) Improvement Project 4 – Lumsden RoadWidening. Widen Lumsden Road from four to six lanes from Kings Avenue to Lithia Pinecrest Road. Improvement Project 5 – Fishhawk BoulevardWidening. Widen Fishhawk Boulevard from two lanes to four lanes from Hometown Lane to Lithia Pinecrest Road. Improvement Project 6 – Brandon Parkway Extension. Provide a connection for Providence Lakes Road between Ledgestone Drive and Vista Cay Court, as well as extend the Brandon Parkway from Lumsden Road south to Providence Lakes Road. Improvement Project 11 – Lithia Pinecrest Road Uneven Widening (limited/reduced option). Provide capacity and intersection improvements along Lithia Pinecrest Road from Fishhawk Boulevard to Lumsden Road, including northbound widening from one to two lanes from south of New River Hills Parkway to Bloomingdale Avenue and southbound widening from one to two lanes from Lumsden Road to Adelaide Avenue. The Lithia Pinecrest Road/Fishhawk Boulevard intersection is also converted to a continuous green intersection for the northbound direction by widening to two lanes northbound from Fishhawk Boulevard and tapering back to one lane prior to Lithia Springs Road. Improvement Project 12 – Providence Lakes Road Connection. Provide a connection for Providence Lakes Road between Ledgestone Drive and Vista Cay Court. This improvement project should be undertaken if Improvement Project 6 – Brandon Parkway Extension is considered unfeasible.

splits in volumes between the AM and PM peak periods. For example, initial modeling showed that Bloomingdale Avenue is typically more congested than Lumsden Road in the AM, but this is reversed in the PM. Based on the initial modeling, the project team worked with County staff to understand factors contributing to problem areas and define potential improvement strategies. Consultation with County staff resulted in the identification of a number of potential improvement projects, which where subsequently combined into seven different alternative sets. These alternative sets were developed with the intent of serving as alternatives to the full Lithia Pinecrest widening project, however, with no clear performance improvement identified, the best performing aspects of each were combined to create alternative 8. The results of the alternative set modeling effort were compared to the Lithia Pinecrest widening alternative. Performance measures used during the evaluation included volume to capacity (V/C) ratio and travel time comparisons along the study area’s major roadways. 1.4 Recommendations While none of the alternative sets significantly outperformed the others, the results indicated that several individual improvement projects would provide benefits to the network. Of the 12 projects included in the seven alternative sets, the six improvement projects shown in Figure 1 are recommended for further analysis. These were identified as having the greatest potential to improve overall network-wide performance in the AM and PM peak periods. Though right of way acquisition could result in costs exceeding that of the full widening of Lithia Pinecrest Road, these improvements provide additional capacity to the most traveled roadways, as well as provide increased connectivity throughout the network. The six recommended projects are as follows:

Summary Report

Figure 1.

Network Alternatives Analysis Study Area Map & Recommended Projects

RECOMMENDED PROJECTS 2) Bell Shoals Rd to Lumsden Rd Connection 4) Lumsden RdWidening - Kings Ave to Lithia Pinecrest Rd 5) Fishhawk BlvdWidening - Hometown Lane to Lithia Pinecrest Rd 6) Brandon Pkwy Extension - Kings Ave to Providence Lakes Rd 11) Lithia Pinecrest Rd Uneven Widening (limited/reduced option) 12) Providence Lakes Rd Connection - Ledgestone Dr to Vista Cay Ct (undertaken if Improvement 6 is deemed unfeasible)

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

As described in Sections 4 and 5, the recommended improvement projects (Alternative 8) were included in a recommended alternative set model that was compared against the E+C+LP model (see Figure 49 for results). The combination of the improvement projects under the recommended alternative set provides additional capacity on some of the network’s most utilized roadways, while also forming additional connections between them. It is recommended that these individual improvement projects be evaluated in greater detail as part of the planned PD&E study. The planned investment can not provide vehicle capacity adequate to eliminate congestion on the Brandon network, so this study also makes recommendations for transit improvements for the Brandon area, as well as long term investment strategies. An assessment of the potential congestion reduction benefits of a park and ride facility to the south and west of the study area is included in Appendix I.

Summary Report

2. ANALYSIS METHODOLOGY The alternatives analysis process included several steps to compare the network performance of widening Lithia Pinecrest Road to other alternatives. The analysis used Aimsun simulation and forecasting software calibrated to represent existing traffic conditions using existing regional traffic model data, intersection traffic counts, and signal timings. Aimsun is a unique software because of its ability to analyze the performance of roadway networks under existing or potential improvements at both the large-scale regional scale or smaller intersection and corridor level. The Aimsun software allows multiple projects to be added or removed depending on the alternative to be tested. These tests can be performed and results processed and evaluated quickly. The benefit of Aimsun for this type of study is that it combines two scales of modeling, with regional model inputs (macroscopic) with intersection or corridor model inputs (microscopic), to create a hybrid model (mesoscopic) that offers a variety of analysis techniques. Aimsun macroscopic modeling operates similar to Cube modeling (Tampa Bay Regional Planning Model or TBRPM), which utilizes Origin-Destination (OD) matrices and link parameters in determining routing information. Aimsun microsimulation operates similar to Vissim microsimulation, utilizing traffic control features and car-following and lane changing models. These models allow for interaction between vehicles and can show model animation. Mesoscopic modeling, also called hybrid models, combines the individual vehicle modeling found in microsimulation with the higher level, regional modeling performed in macrosimulation. As described below and summarized in the Figure 2, the study team employed the following process to complete the modeling effort: 1. Use Cube software to run the Tampa Bay Regional Planning Model (TBRPM v8.2). Cube output includes link and node shapefiles and OD matrices. The link and node shapefiles are imported into Aimsun.

This allows the Aimsun model to use the same basic roadway network, roadway attributes, centroid data, and Origin-Destination (OD) data as the TBRPM. 2. While in Aimsun, run a macroscopic model and compare with results of the Cube output. If the results meet at least a 95% match, the subarea network was created. 3. Once the modeling limits were selected, Hillsborough County provided the traffic counts, signal timings, and funded or committed projects within the study area. Intersection and roadway geometries, along with intersection control types, were updated to create an Existing plus Committed (E+C) Model, which was used as the starting point for all the alternative sets that were analyzed. 4. Microscopic models were run for the E+C model to develop AM and PM volumes. The output from the E+C model was compared to the count data supplied by the County. The Aimsun model went through a calibration process of adjusting section and turn parameters to make the AM and PM Aimsun volumes match the count data. When the majority of turning movement volumes matched between these two sources, the volumes were finalized. These volumes became the basis for all alternative set models, so all alternatives were analyzed with a consistent set of volumes. 5. Mesoscopic modeling was performed on the E+C Model and results can be found in Section 3.3. Another feature of Aimsun mesoscopic modeling that was used in this analysis is dynamic assignment, which allows the traffic to reroute at specified intervals to better mimic how drivers act in the real world. 6. The E+C Model was used as the starting point for the Existing plus Committed plus Lithia Pinecrest Widening (E+C+LP) Alternative, as well as the alternative sets 1 through 7. The seven alternative sets were compared to the E+C+LP Model (see Section 4 for results).

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Figure 2. Traffic Modeling Process

INPUT

CALIBRATED MODEL DEVELOPMENT (AIMSUN)

ALT SET MODEL(S)

OUTPUTS

IMPROVEMENT PROJECTS

MACRO » Import Link/Node Shapefiles

CUBE » Link Shapefile » Node Shapefile » OD Matrices

» V/C maps* » Volume & V/C Comparisons* » Path Travel Times* » Network Performance

» Run MacroWith OD Data » Create Model Network

ALT SETS » E+C+LP (Base Model)

» Speed » Delay

HILLSBOROUGH COUNTY » Signal Timing » Count Data » List Of Funded/

» Alt 1 » Alt 2 » Alt 3 » Alt 4 » Alt 5 » Alt 6 » Alt 7

MICRO » Geometry Updates » Import Signal Timing » Volume Development

* Included in this report

Committed Projects For E+C Model

MESO » Calibration

- Make Section/Turn Changes » Compare Model Outputs To County Synchro Volumes

While the Aimsun software provides us with several unique opportunities and advantages, there are limitations in the software and how it can be utilized for this subarea. The subarea did not include the connection of Fishhawk Blvd/Boyette Road/Gibsonton Drive from Lithia Pinecrest Road

to I-75. This was outside the study area limits, so no improvement projects along this corridor were included, which may have rerouted traffic away from corridors such as Bloomingdale Avenue and Lumsden Road.

Summary Report

3. CONTEXT & EXISTING CONDITIONS Development in the Bloomingdale and Lithia communities has resulted in increased traffic volumes, traffic congestion, and travel safety issues along arterial corridors within the study area. Growth within and to the south and southeast of the study area has contributed to increases in peak period travel along Lithia Pinecrest Road, Bloomingdale Avenue, and Lumsden Road corridors to and from regional employment centers west and north of the study area. To support efforts to identify potential transportation improvements for the study, evaluations of population and employment projections as well as safety and crash data was undertaken. Summaries of these analyses follow. 3.1 Existing Population/Employment & Projected Growth Projected population and employment growth in the study area is mostly concentrated along the western edges of Brandon near I-75 and southeast of the study area along Fishhawk Boulevard. The Brandon Corridors and Mixed Use Centers Pilot Program evaluated redevelopment potential within the greater Brandon area. As shown in Figure 3, the Brandon area itself is mostly built out. Future development is anticipated to occur in areas to the south of the Alafia River between US 41 and the Balm Riverview Road corridor. Using the existing population and employment estimates and 2040 projections from the TBRPM v8.2, the study team evaluated the existing (2020) and future (2040) number of residents and workers within the study area. (The 2040 projections were used because the 2045 estimates were not available at the time of the analysis.) In 2020, the study area is anticipated to have approximately 240,000 residents and 94,000

employees. By 2040, these numbers are expected to grow to about 286,000 residents and 123,000 employees. Overall, the area is anticipated to see a 19 percent change in residents and a 30 percent change in employees from 2020 to 2040. To better understand the spatial distribution of new growth projected for the study area between 2020 and 2040, the change in population and employment density was calculated for each study area TAZ. As shown in Figures 4 to 7, the 2020 employment and population densities within the study area are low, with the majority of the TAZs having less than 10 residents or employees per acre. Population and employment densities are expected to grow modestly by 2040. Figures 8 and 9 show the TAZs where more significant changes to population and employment density are expected. As shown on these figures, the following areas within and around the study area expected to see the most significant increases in residents and employees by 2040: The Brandon Main Street area just east of the Brandon Town Center shopping mall andWestfield Brandon Mall is projected for increases in residential density. Areas along the I-75 between SR 60 and Bloomingdale Avenue are projected for increases in employment. New residential density is projected outside the study area to the south of the Alafia River south of Boyette Road and Fishhawk Boulevard along the Balm Riverview and Balm Boyette Road corridors. The eastern areas of Brandon are mostly built out, with relatively modest potential for increases in population, and little growth is expected to the southeast of Fishhawk Ranch.

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Summary Report

Figure 4. Population Density by TAZ, 2020

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ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Figure 5. Population Density by TAZ, 2040

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Summary Report

Figure 6. Employment Density by TAZ, 2020

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ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Figure 7. Employment Density by TAZ, 2040

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Summary Report

Figure 8. New Residents per Square Mile by TAZ, 2020 to 2040

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Source: Tampa Bay Regional Planning Model (TBRPM)

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Figure 9. New Employees per Square Mile by TAZ, 2020 to 2040

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Summary Report

3.2 Crash & Safety Analysis The majority of crashes within the Brandon area are rear-end crashes concentrated along SR 60, Lumsden Road, Bloomingdale Avenue, and Lithia Pinecrest Road. This is not surprising given the area has a limited secondary roadway network forcing motorists to travel on these major arterials that carry the bulk of the volume. In addition, portions of these roadways allow for higher speeds followed by sudden and abrupt stops due to long queuing at intersections, resulting in high frequencies of rear- end crashes. CRASH HOT SPOTS Plan Hillsborough’s Vision Zero Plan was prepared in 2017 by the Hillsborough MPO, in partnership with Hillsborough County; the Cities of Tampa, Temple Terrace, and Plant City; and the Florida Department of Transportation (FDOT) in support of reduced fatalities and serious injuries on roadways. Figure 10 shows Hillsborough County’s top 20 corridors and crash spots with the highest number of severe injury crashes per mile between 2014 and 2018. The top 20 corridors with severe injury crashes are represented by black lines along the roads. To determine specific problem locations, the study team evaluated Signal Four Analytics crash data collected from 2014 to 2018 (see Figures 11 and 12). Key observations: Within the study area, SR 60 between I-75 and Parsons Avenue, is identified as one of the County’s top high crash corridors. SR 60, between I-75 and Parsons Avenue, is a high crash area during the PM peak period. The US 301 and Bloomingdale Avenue intersection has high crash occurrences in both the AM and PM periods. Several intersections along Bloomingdale Avenue and Lumsden Road also have high crash occurrences in both the AM and PM periods.

Lumsden Road also has a higher rate of crashes in the PM period compared to the AM period, due in part to the higher volumes that use this roadway in the PM. CRASH LOCATION BY TYPE The study team also used the Signal Four Analytics crash data from 2014 to 2018 to evaluate the types of crashes and where they were occurring within the study area. Figures 13 and 14 show crash locations by type for AM and PM peak periods. Key observations for the AM peak period: A high frequency of rear end crashes occurred on Bell Shoals Road; Lithia Pinecrest Road at Bloomingdale Avenue; and along Bloomingdale Avenue, Lumsden Road, and SR 60. Left turn crashes occurred at major intersections along Bloomingdale Avenue. Only a few sideswipes occurred on these arterial roadways. Widening Lithia Pinecrest Road and Bell Shoals Road may reduce rear end crashes, but increase the possibility of sideswipes. SR 60 and Lumsden Road saw the highest incidence of pedestrian and bicycle crashes. Bicycle and pedestrian involved crashes typically occurred at intersections and along commercial corridors that experience higher volumes of pedestrian and bicycle activity. In the PM peak period: A higher number of rear end crashes occurred along SR 60, Lumsden Road, Lithia Pinecrest Road, Bloomingdale Avenue, and Bell Shoals Road. These crashes were concentrated on the east end of the network (east of Kings Avenue). Left turn crashes occurred along Bloomingdale Avenue at major intersections. The highest incidence of pedestrian and bicycle crashes occurred along SR 60 and Bloomingdale Avenue in the PM peak period.

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CITY LIMIT COUNTY BOUNDARY MAJOR ROADS AIRPORTS BAY & WATER CREEKS, STREAMS, RIVERS PINELLAS COUNTY TEMPLE TERRACE HILLSBOROUGH COUNTY PLANT CITY TAMPA CORRIDORS: Vision Zero Top 20 High Crash Network 2012 - 2016. HEAT LAYER: CDMS High Crash Spots 2014 - 2018 JURISDICTIONAL AREAS: Updated by plan amendment. Effective to present. URBAN SERVICE AREA BOUNDARIES: Hillsborough County City-County Planning Commission. Effective to Present. MAJOR ROADS: Metropolitan Planning Organization Long Range Transportation Plan. See Adopted MPO Long Range Transportation Plan for specific improvements. ACCURACY: It is intended that the accuracy of the base map comply with U.S. map accuracy standards. However, such accuracy is not guaranteed by the Hillsborough County City-County Planning Commisiion. REPRODUCTION: This sheet may not be reproduced in part or full for sale to anyone without specific approval of the Hillsborough County City-County Planning Commission. Date: 3/22/2019 Path: G:\gisroot\Projects\Roger\Crash Data\Vision_Zero_2019\2019_Vision_Zero_Top_20_Corridors.mxd Author: Mathier · 4.5 6 Miles LOCATOR MAP AND REFERENCE INFORMATION Hillsborough County, Florida SEVERE INURY CRASHES = CRITICALLY INJURERD AND FATALITIES

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CORRIDORS: Vision Zero Top 20 High Crash Network 2012 - 2016. HEAT LAYER: CDMS High Crash Spots 2014 - 2018 JURISDICTIONAL AREAS: Updated by plan amendment. Effective to present. URBAN SERVICE AREA BOUNDARIES: Hillsborough County City-County Planning Commission. Effective to Present. MAJOR ROADS: Metropolitan Planning Organization Long Range Transportation Plan. See Adopted MPO Long Range Transportation Plan for specific improvements. ACCURACY: It is intended that the accuracy of the base map comply with U.S. map accuracy standards. However, such accuracy is not guaranteed by the Hillsborough County City-County Planning Commisiion. REPRODUCTION: This sheet may not be reproduced in part or full for sale to anyone without specific approval of the Hillsborough County City-County Planning Commission. Date: 3/22/2019 Path: G:\gisroot\Projects\Roger\Crash Data\Vision_Zero_2019\2019_Vision_Zero_Top_20_Corridors.mxd Author: Mathier · 1.5 3 4.5 6 0.75 Miles 0 1.5 3 0.75

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RIVERVIEW DR

Summary Report BOYETTE RD

FISH HAWK BLVD

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SEVERE INURY CRASHES = CRITICALLY INJURERD AND FATALITIES

SYMMES RD

Figure 11. Study Area Crash Hotspots, AM Peak Period, 2014-2018

Source: Signal Four Analytics

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Figure 12. Study Area Crash Hotspots, PM Peak Period, 2014-2018

Source: Signal Four Analytics

Summary Report

Figure 13. Study Area Crash Location by Types, AM Peak Period, 2014-2018

Source: Signal Four Analytics

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Figure 14. Study Area Crash Location by Types, PM Peak Period, 2014-2018

Source: Signal Four Analytics

Summary Report

3.3 Existing Network Performance The initial Aimsun model was developed using the existing roadway network along with funded or committed projects. The funded or committed projects that were included are shown in Table 1 and Figure 15. The performance results of the E+C Model were analyzed to illustrate how vehicles move through the network and isolate congestions hot spots by peak travel period. An existing volume to capacity (V/C) ratio was calculated for each of the major roadways within the study area in the AM and PM peak periods (see Figures 16 and 17).

The E+C Model results show that motorists have different travel patterns and use different roadways in the AM and PM peak periods as they travel between home, work, and other destinations. Also, recent growth in the Fishhawk area and the Bell Shoals Road widening project, will result in some roadways, including Fishhawk Boulevard, having higher levels of congestion. Additionally, the existing network relies on three major east- west corridors, which experience heavy congestion from local traffic as well as regional traffic through the study area. The study area does not have a well-developed secondary roadway network to help support these major east-west corridors.

Table 1.

Funded/Committed Projects Included in E+C Model

Facility

From

Existing Lanes

Improvement

Bell Shoals Road

Fishhawk Boulevard Bloomingdale Avenue

2-lane undivided 2-lane undivided

Widen to 4-lane divided.

Progress Boulevard

Magnolia Park Boulevard

Tranquility Lake Circle/ Valleydale Drive

Widen to 4-lane.

US 301/Bloomingdale Avenue Intersection US 301/I-75 Interchange

Extend the northbound right (NBR) lane and convert to a shared northbound through right (NBTR) lane. Widen to allow for two WBT lanes. Widen the NB I-75 On Ramp from NB US 301 from 1 lane to 2 lanes. Intersection improvements at SR 60/Lakewood Drive, SR 60/Kings Drive, and SR 60/Parsons Boulevard. Extend turn bays and convert unsignalized intersections to signalized intersections. Intersection geometry reconfiguration involving Durant Road and Bell Shoals Road. Entrance to the NB I-75 Loop On Ramp moved to connect with the SB I-75/ Frontage Road On Ramp.

- -

SR 60 Intersections

Lumsden Road Intersections

Kensington Ridge Boulevard/ Heather Lakes Boulevard

Paddock Club Drive/ Heather Lakes Boulevard

Lumsden Road/Lithia Pinecrest Road Intersection

I-75/SR 60 Interchange

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Figure 15. Existing + Committed Projects

E+C PROJECTS Bell Shoals RdWidening Progress BlvdWidening US 301/ Bloomingdale Ave Intersection I-75/US 301 Interchange SR 60 Intersections Lumsden Rd Intersections Lumsden Rd/Lithia Pinecrest Rd Intersection I-75/SR 60 Interchange

Summary Report

Other key observations include: In the AM peak period, Bloomingdale Avenue serves as a significant attractor for westbound trips due to its access to both I-75 and the Selmon Expressway, which are the primary routes to access employment centers west and north of the study area. However, due to challenges in accessing I-75 and the Selmon Expressway near US 301, even with committed improvements, Bloomingdale Avenue experiences poor operations at the west end of the corridor. Lumsden Road and SR 60 are less desirable westbound routes in the AM peak period, due to these routes only having access to one of the two major highways (the Selmon Expressway via Lumsden Road and I-75 via SR 60). In the PM peak period, drivers can’t access eastbound Bloomingdale Avenue from the Selmon Expressway without leaving the limited access facility and utilizing local roadways, which results in higher PM peak hour volumes on Lumsden Road and Lithia Pinecrest Road. The results of the E+C Model, which includes the Bell Shoals Road widening, demonstrate that additional vehicles will be attracted to Bell Shoals Road from the Fishhawk area, causing Fishhawk Boulevard to exceed capacity. Northbound Lithia Pinecrest Road experiences higher congestion in the AM peak period between Fishhawk Boulevard and Bloomingdale Avenue. In the PM peak period, congestion occurs on southbound Lithia Pinecrest Road from Lumsden Road to south of Bloomingdale Avenue.

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Figure 16. Existing + Committed Volume to Capacity (V/C) Ratio, AM Peak

Summary Report

Figure 17. Existing + Committed Volume to Capacity (V/C) Ratio, PM Peak

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST 4. NETWORK ALTERNATIVES ANALYSIS 4.1 Improvement Projects Based on a review of the E+C Model results and existing conditions and discussions with Hillsborough County, FDOT, and Hillsborough MPO staff, the study team developed a list of potential improvement projects. These potential projects included improvements related to increased roadway capacity/lanes, intersection geometry improvements, and new roadway corridors. Given the current pattern of development and concerns for

right-of-way limits and property impacts, the study area has limited potential for new corridors and significant roadway widening projects. Additionally, to address existing issues within the study area, short- term improvements (less than five years) that would improve existing conditions were considered in favor of longer term projects. Each of the improvement projects were developed to address a specific issue or need identified in the existing conditions review and findings from the E+C Model outputs. The summary of each of these projects is included in Table 2.

Table 2.

Improvement Project Summary

Improvement Project

Description of Improvement

Issue Addressing

1. Lithia Pinecrest RoadWidening - Fishhawk Boulevard to Lumsden Road 2. Bell Shoals Road to Lumsden Road Connection

Widen from two to four lanes for entire length of corridor.

Address congestion on Lithia Pinecrest Road by providing additional capacity. Address congestion on Lithia Pinecrest Road by providing alternative connection to Lumsden Road.

Provides for new northbound left turn access from Bell Shoals Road onto Lumsden Road near the intersection of Lithia Pinecrest Road and Lumsden Road. (See Figure 48 for detailed concept) Widen southbound Lithia Pinecrest Road departure lane from two to three lanes south of Bloomingdale Avenue. Roadway narrows to one southbound lane north of Erindale Drive.

3. Lithia Pinecrest Road/Bloomingdale Avenue Intersection Improvement

Provides additional capacity on Lithia Pinecrest Road for vehicles turning right from Bloomingdale Avenue.

4. Lumsden RoadWidening - Kings Avenue to Lithia Pinecrest Road 5. Fishhawk BoulevardWidening - Hometown Lane to Lithia Pinecrest Road 6. Brandon Parkway Extension - Kings Avenue to Providence Lakes Road

Widen from four to six lanes for entire length of corridor.

Address congestion on Lumsden Road.

Widen from two to four lanes for entire length of corridor.

Address congestion on Fishhawk Boulevard, due to growth and Bell Shoals Road widening.

New two lane roadway connection for Providence Lakes Road between Ledgestone Drive and Vista Cay Court. New roadway connection between Providence Lakes Road and the end of the Brandon Parkway.

Provide additional north-south roadway connection to Brandon Parkway and new east-west connection between Kings Avenue and Providence Road.

Summary Report

Table 2 (cont.) Improvement Project Summary

Improvement Project

Description of Improvement

Issue Addressing

7. Lithia Pinecrest Road Intermittent Widening

Widen from two to four lanes between Erindale Drive and Bloomingdale Avenue and between Brooker Road and Lumsden Road. Widen from four to six lanes for entire length of corridor.

Address congestion on Lithia Pinecrest Road by providing additional capacity at key locations.

8. Lumsden RoadWidening - Kings Avenue to John Moore Road

Address congestion on Lumsden Road at most congested intersections to provide better connection to John Moore Road. Address congestion on Lithia Pinecrest Road by providing additional capacity to support uneven travel patterns in AM and PM peak periods. Address left turn bay deficiencies at these key intersections near I-75 and Selmon Expressway. Address congestion on Lithia Pinecrest Road by providing additional capacity to support uneven travel patterns in AM and PM peak periods. Limited option to not result in impacts to bridge over Alafia River.

9. Lithia Pinecrest Road Uneven Widening

Widen northbound lanes from one to two lanes between Fishhawk Boulevard and Bloomingdale Avenue and southbound lanes from one to two lanes between Adelaide Avenue and Lumsden Road. Extension of westbound left turn bay on Causeway Boulevard at the Falkenburg Road/Causeway Boulevard intersection. Addition of second eastbound left turn bays on Causeway Boulevard at the Brandon Town Center/Causeway Boulevard intersection. Widen northbound lanes from one to two lanes between south of New River Hills Parkway and Bloomingdale Avenue and southbound lanes from one to two lanes between Adelaide Avenue and Lumsden Road. Convert Lithia Pinecrest Road/Fishhawk Boulevard intersection to a continuous green and widen northbound lanes from one to two lanes between Fishhawk Boulevard and south of Lithia Springs Road. New two lane roadway connection for Providence Lakes Road between Ledgestone Drive and Vista Cay Court.

10. Causeway Boulevard Intersections Turn Bay Improvements

11. Lithia Pinecrest Road Uneven Widening (limited/reduced option)

12. Providence Lakes Road Connection - Ledgestone Drive to Vista Cay Court

Provide new east-west connection between Kings Avenue and Providence Road.

4.2 Alternative Sets In addition to the Lithia Pinecrest full widening alternative (see Figure 18), seven other alternative sets were developed using combinations of the twelve improvement projects previously identified. The best performing improvements in these alternatives were identified and combined into Alternative 8, the recommended alternative. These alternative sets were

coded into separate Aimsun models and compared against the proposed Lithia Pinecrest Road widening alternative. Table 3 provides a comparison of the improvement projects used in each of the alternative sets. Figures 19 through 26 graphically show the improvements included in each alternative set. The roadway segments with proposed capacity related projects are highlighted in orange and intersection improvement projects are circled in green on the figures.

ALT ERNAT I VE S TO W I D E N I NG LITHIA PINECREST

Table 3.

Alternative Sets Project Lists

Improvement Project

E+C E+C+LP Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 Alt 6 Alt 7 Alt 8*

1. Lithia Pinecrest RoadWidening - Fishhawk Boulevard to Lumsden Road 2. Bell Shoals Road to Lumsden Road Connection 3. Lithia Pinecrest Road/Bloomingdale Avenue Intersection Improvement 4. Lumsden RoadWidening - Kings Avenue to Lithia Pinecrest Road 5. Fishhawk BoulevardWidening - Hometown Lane to Lithia Pinecrest Road

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6. Brandon Parkway Extension - Kings Avenue to Providence Lakes Road -

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7. Lithia Pinecrest Road Intermittent Widening

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8. Lumsden RoadWidening - Kings Avenue to John Moore Road

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9. Lithia Pinecrest Road Uneven Widening

10. Causeway Boulevard Intersections Turn Bay Improvements 11. Lithia Pinecrest Road Uneven Widening (limited/reduced option) 12. Providence Lakes Road Connection - Ledgestone Drive to Vista Cay Court

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* For Alternative 8, Improvement Project 12 should be undertaken if Improvement Project 6 is considered unfeasible.

To assist in comparison purposes, the alternative sets included projects that were roughly similar in estimated costs to the proposed Lithia Pinecrest Road widening project (approximately $200 million total investment including right-of-way acquisition, design and construction). Unknowns related to right-of-way acquisition, however, could result in some recommendations to be more costly than anticipated.

Summary Report

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