NE T WORK ANALYS I S GIBSONTON AREA
the unsignalized northbound I-75 ramp terminal to a signalized intersection. Continuing eastbound on Gibsonton Drive, however, travels are reduced between the northbound I-75 ramp terminal and US 301, likely due to the widening of Gibsonton Drive, and in Alternatives 2 and 3, the combining of the Mathog Road and Alafia Trace Boulevard intersections into one, to reduce delay along this stretch of roadway. Key observations of these results include: Traffic volumes on US 41 currently exceed available capacity during the peak periods. Widening along US 41 is necessary to accommodate the current traffic, as well as provide for future volumes that will utilize this roadway. This widening is not expected to draw a significant amount of new trips to this roadway. The I-75 interchange at Gibsonton Drive experiences high delays and queuing in the AM peak period due to the high volume westbound right movement at the northbound I-75 ramp terminal operating under yield conditions. This movement must compete for access
to the northbound I-75 on ramp with the eastbound left from Gibsonton Drive. The new DDI configuration will help alleviate this by removing the yield condition and provide easier access for both the westbound right and eastbound left movements. Widening Gibsonton Drive also relieves the congestion on this roadway. This widening draws additional traffic both destined for I-75 in the AM peak period and originating from I-75 in the PM peak period. In the AM peak period, Symmes Road in the westbound direction continues to operate at heavily congested conditions under all three alternatives. Providing a connection from northbound US 301 to Cone Grove Road shifts some traffic away from Symmes Road. While the segment of Symmes Road between East Bay Road and US 301 is heavily congested, the intersections along this segment operate at acceptable LOS. As this area continues to grow, Symmes Road may need to be widened to accommodate this additional traffic.
Summary Report
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