High Risk Rural Road Program Road Safety Audit Report

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2 High Risk Rural Road Program Road Safety Audit Report Citrus County Audit Date: December 7-8, 2009 Task Work Order No. 16 District-wide Road Safety Audit Study FPN No.: prepared for: Florida Department of Transportation District Seven North McKinley Drive Tampa, FL February 2010

3 INTRODUCTION The Federal High Risk Rural Road Program (HRRRP): The Federal Highway Administration reports that approximately 60 percent of highway fatalities nationwide occur on rural roads. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) established a new set-aside initiative under the Highway Safety Improvement Program (HSIP) known as the High Risk Rural Roads Program (HRRRP). In a two step process, States are required to identify High Risk Rural Roads as a function of fatal and serious injury crash rates and to analyze the highway safety problems which may exist on these roads. Dedicated federal highway safety funds are made available from the HRRR Program, through the Florida Department of Transportation (FDOT), for specific safety countermeasures aimed at correcting or improving the identified hazardous locations or roadway features on qualifying rural roads in Florida. Eligible roads include rural major connectors, rural minor connectors, and rural local roads. FDOT Annual Report on the HRRRP Component of the HSIP: In conformance with step one of the prescribed Federal HRRRP process, FDOT annually identifies qualifying rural roadways by analyzing available crash report and traffic volume databases to determine fatal and incapacitating injury crash rates for eligible roads statewide. Roadways having a fatal plus incapacitating injury crash rate above the statewide average for two-lane rural roads (both state maintained and local roads) qualify as potential locations for the application of HRRRP funds. Once potential locations are identified, the data must be analyzed in more detail to diagnose safety concerns, identify potential safety countermeasures and make final project selections. FDOT s annual report on the HRRRP component of its HSIP, published in August 2009, identified qualifying local rural road segments in 34 of Florida s 67 counties. In District Seven, qualifying roadways were identified in four counties: Citrus, Hernando, Hillsborough and Pasco. Citrus County HRRRP Roadway Segments: FDOT identified seven (7) Citrus County roadway segments which exhibited fatal plus incapacitating injury crash rates above the statewide average for two-lane rural roads ( ). These roadway segments are shown in the table below. High Risk Rural Road Program Citrus County Roadway Segments ID No. Roadway Name Begin M.P. End M.P. Segment Length (Mi.) Number of Crashes (Fatal & Serious Injury Crashes) Fatalities Injuries 2-1 CR 488 (Dunnellon Rd.) CR 491 (Lecanto Hwy.) CR 491 (Lecanto Hwy.) CR 486 (Norvell Bryant Hwy.) CR 495 (Citrus Ave.) CR 39A (Gobbler Dr.) CR 494 (Ozello Trail) Citrus_HRRRP_Final Page 1 of 31 Feb 2010

4 Road Safety Audits for District Seven HRRRP Segments: Once qualifying rural roads are identified, available data must be analyzed in more detail to diagnose safety issues, identify potential countermeasures and select improvements which can be implemented to improve the safety of the roadway. Typical highway safety improvements endorsed by FHWA for the HRRRP program include the improvement of highway signage and pavement markings, installation of new traffic control or warning devices, construction of paved shoulders, and elimination of roadside obstacles. To accomplish this second step, the District Seven Safety Office utilized the proven safety technique of conducting Road Safety Audits (RSA s) to identify safety issues and suggest improvements. Since HRRRP funds are limited, District Seven s strategy to optimize safety improvements is to assist the County through the purchase of traffic control devices such as automated dynamic traffic control devices, high visibility warning signs and object markers, and enhanced pavement markings, all of which would be recommended by the RSA teams. County officials are also encouraged to review and evaluate the more significant, longer term safety improvements suggested by the RSA team as those improvements may also be eligible for federal safety funding. Guidance on eligibility and required documentation may be obtained from District Seven s Safety Office. HRRRP RSA Focus and Methodology: Road Safety Audits for Citrus County s HRRRP rural roadway segments were performed using a process similar to the typical RSA process employed in District Seven, but more focused and streamlined. RSA s were conducted by personnel from the District s RSA consultant team with participation from County Public Works staff. Crash reports (four years; ) for the segments were provided by FDOT in advance of the study. The consultant reviewed and summarized crash reports in advance of field reviews to identify crash characteristics and crash locations. Not surprisingly, lane departure crashes comprised the majority of the fatal and serious injury crash history. (It should be noted that the crashes which occurred on these segments were relatively few in number and, in some cases, not concentrated at specific locations.) Segments were field reviewed to identify safety issues considered to have contributed to the crash experience. The RSA team also evaluated the overall study segment to identify other opportunities to improve safety. Knowledge of the roadway segment and operational history by Citrus County staff proved invaluable during the RSA s. Following the field review, the RSA team discussed the observed safety issues and developed suggestions for appropriate safety countermeasures which could be effective in reducing crashes, with emphasis on those improvements that are eligible for federal funding under the HRRRP component of the HSIP. The Citrus County HRRRP RSA s were performed on December 7-8, The RSA team was comprised of: John Temple, PE, Cardno TBE (Team Leader) Jack Freeman, PE, Kittelson & Associates Lynn Gibson, Citrus County Public Works, Traffic Services Division Wayne Ponder, Cardno TBE Citrus_HRRRP_Final Page 2 of 31 Feb 2010

5 Segment 2-1: CR 488 (Dunnellon Road) From West of Oak Leaf Terrace to US 41 Segment Description: This segment of CR 488 is located in northern Citrus County and is a two-lane undivided rural east/west collector. Land uses adjacent to the road are agricultural, residential and small commercial between N. Oak Leaf Terrace and Elkcam Boulevard. Only two curves are located within this segment, one at N. Oak Leak Terrace and the other at Elkcam Boulevard/Garden Drive. The speed limit is 55 MPH with lane widths generally 12 feet. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 19 crashes within this 2.0 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on weekdays; between 11:00 AM and 4:00 PM; with 2006 having the most crashes. Citrus_HRRRP_Final Page 3 of 31 Feb 2010

6 The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. Crashes involving lane departures occurred most frequently, as might be expected for local rural roads. Two fatalities were reported in this segment, one from an overturned vehicle and the other from impact with a utility/light pole. Both of these are associated with lane departure type of crashes. Additionally, long form crash reports as supplied by the District were also reviewed and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms and is shown below. An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS Selection Set file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 488 segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Citrus_HRRRP_Final Page 4 of 31 Feb 2010

7 Location: Curve on CR 488 at Oak Leaf Terrace and Angus Hills Drive Intersections Issue: Curve Warning Signs Five of the 19 recorded crashes on this segment occurred in the immediate vicinity of the Oak Leaf Terrace and Angus Hills Drive intersections where there are a horizontal curve and two vertical curves. These crashes involved six injuries and one fatality. From the crash report narratives, four of the five crashes can be categorized as lane departure crashes influenced by the curves. The eastbound CR 488 approach to the curve has a 30-inch curve warning (W1-2) sign with a 45 MPH speed advisory plaque (W13-1P); the westbound approach has no curve warning sign. Consider removing the lone, existing 30-inch curve warning sign and installing on each approach a two-sign sequence consisting of new, 36-inch, prismatic, fluorescent yellow curve warning/intersection signs (W1-10a) which depict the side roads intersecting on the curve supplemented with 45 MPH speed advisory plaques (W13-1P) followed at the start of the curve by 36-inch combination horizontal alignment/advisory speed signs (W1-2a) supplemented with street name plaques (W16-8aP) identifying Oak Leaf Terrace and Angus Hills Drive as the intersecting streets. Use of this dual sign sequence will emphasize curve warning and the existence of intersecting streets. Location: CR 488 and Oak Leaf Terrace Intersection Issue: Missing Stop Line and Street Termination Signage There is no stop line on Oak Leaf Terrace at CR 488. Also, the STOP sign is offset too far from the travel lane and it is partially obscured by foliage overhanging the right-of-way. Oak Leaf Terrace is the primary connection between CR 488 and a modest sized neighborhood bordering the south of Lake Rousseau. As such it carries the majority of the traffic entering the neighborhood. There is no street termination signage on the south shoulder of CR 488 to warn motorists of the street end at CR 488. Consider installing a pavement stop line, relocating the STOP sign further back from CR 488 and adding street termination signage (W1-7, three OM1-1). Also, trim overhanging vegetation on the approach to the STOP sign. Citrus_HRRRP_Final Page 5 of 31 Feb 2010

8 Location: CR 488 and Angus Hills Drive Intersection Issue: Poor Pavement Condition and Missing Traffic Control Devices The Angus Hills Drive pavement at the throat of the CR 488 intersection is in a highly degraded state. Numerous potholes, sporadic patches and loose gravel, combined with the steep downgrade, pose a challenge to the driver. Proper traction for vehicles attempting to turn onto CR 488 from Angus Hills Drive may be compromised. Eastbound CR 488 vehicles turning onto Angus Hills Drive may slow excessively because of the poor pavement, increasing potential for rear-end crashes. Also, there is no stop line and there is no street termination signage on the far side of the T-intersection, where the shoulder drops off into a fairly deep depression. Consider repaving the throat of the intersection, installing a stop line and street termination signage (W1-7, three OM1-1) on the north shoulder of CR 488. Issue: Hidden Driveways Location: CR 488, West of Gopher Point Road to East of N. Gatlen Avenue There is a crest vertical curve west of Gopher Point Road which limits the eastbound driver s sight distance, leaving him unaware of a highly developed commercial strip with numerous driveways on both sides of CR 488 east of the crest. Among other commercial driveways east of the crest, there is a new VFW facility which during certain events attracts a significant number of left turns from eastbound CR 488. There left-turning vehicles, stopped for opposing westbound through traffic, pose a rear-end crash threat to vehicles cresting the hill. The RSA team made a rough measurement of the sight distance between the taillight of a vehicle waiting to turn into the VFW and a driver cresting the hill and found that distance to be approximately 660 feet. (See photo below.) The AASHTO stopping sight distance for automobiles travelling on level terrain at 55 MPH is 495 feet. A 60 MPH operating speed with a 3 percent downgrade would suggest a stopping sight distance of 600 feet. Citrus County Public Works has installed a HIDDEN DRIVE warning sign for eastbound traffic approaching the crest of the hill. Consider replacing the existing HIDDEN DRIVE sign with a HILL BLOCKS VIEW warning sign (W7-6) accompanied with a 45 MPH advisory speed plaque (W13-1P). Citrus_HRRRP_Final Page 6 of 31 Feb 2010

9 Location: CR 488 Approach to US 41 Intersection Issue: Visibility of Signal Ahead Sign and Traffic Signal Heads There is a signal ahead warning sign (W3-3) for eastbound CR 488 traffic approaching US 41. The sign is situated directly under some overhanging oak branches, the shading and moisture from which have mildewed the sign and diminished its visibility and reflectivity. Also, branches and hanging moss from a large oak tree obscure the view of the traffic signal heads a small amount, but could grow to limit visibility even further. It should be noted that none of the 19 crashes provided for this segment occurred on the immediate approach to the US 41intersection. Consider installing a new signal ahead warning sign (W3-3) away from the overhanging branches which degrade visibility and reflectivity and trimming the oak tree limbs which obscure the traffic signal heads. Issue: Pavement Drop-off There is a significant pavement edge drop-off along the south side of CR 488 approaching US 41. It appears that asphalt has been placed to correct the problem; however, tire marks indicate that vehicles are continuing to access adjacent private property at this point. The drop-off could pose a significant threat should an errant vehicle drift off the edge of pavement and try to reenter the roadway. The RSA team suggests that the County provide or require from the property owner a suitable graded or paved turnout for access. Citrus_HRRRP_Final Page 7 of 31 Feb 2010

10 Segment 2-2: CR 491 (S. Lecanto Highway) From Leisure Boulevard to North of W. Fagan Court Segment Description: This segment of CR 491 (S. Lecanto Highway) is located in central Citrus County and is a four-lane divided and two-lane undivided rural north/south collector. The two-lane sections are north of SR 44 and south of Grover Cleveland Boulevard. The four-lane divided segment is curb and gutter design with a center turn lane. Land uses adjacent to the road are agricultural, wildlife management, educational and government. The speed limit is 55 MPH with lane widths generally 12 feet. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 26 crashes within this 4.7 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on weekdays between 7:00 AM - 8:00 AM and then again in the afternoon between 2:00 PM - 5:00 PM. The year 2008 had the most crashes. Citrus_HRRRP_Final Page 8 of 31 Feb 2010

11 The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. Two fatalities were reported in this segment, both represented by an angle type crash. The high number of rear end and left turn type events are representative of crashes associated with traffic signals which exist in the four-lane divided segment. Additionally, long form crash reports as supplied by the District were also reviewed and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms and is shown below. The number of crashes from this data was substantially greater than the CDMS report. One fatality was indicated by these reports. Citrus_HRRRP_Final Page 9 of 31 Feb 2010

12 An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS Selection Set file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 491 segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Issue: Posted Speed Limit Location: Corridor Wide The posted speed limit throughout the corridor is 55 MPH with a short reduction to 40 MPH through the SR 44 intersection. Weekday crashes during the morning peak (7:00 AM - 8:00 AM) and mid-afternoon hours (12:00 PM - 5:00 PM) are prominent, coinciding with arrivals and departures from educational and government facilities along the corridor. Traffic signals have been installed at Educational Path and Grover Cleveland Boulevard since the four-lane roadway was constructed. North of SR 44, CR 491 is two lanes and is characterized by rolling terrain and horizontal curvature. Side slopes are limited and often steep with relatively deep ditches on both sides. Numerous medical and health care facilities are located along this section of CR 491, most having separate drives. As with the section south of SR 44, there is a mix of through and turning traffic utilizing this section of roadway. A total of 37 percent of the crashes occur at intersections and 32 percent are rear-end crashes, many occurring at or near Educational Path. The RSA team speculated that the evolution of the corridor may have brought about a disparity in vehicle speeds between those who are destined for or originating from the educational or government facilities and those using CR 491 for through-county travel. If this were the case, an overall reduction in the operating speed may have occurred on the roadway throughout the day and there may be an opportunity to lower the speed limit, and promote a more uniform, lower operating speed. Consider conducting spot speed studies at several locations between Leisure Boulevard and W. Fagan Court to determine if lowering of the posted 55 MPH speed limit is practical. Citrus County Traffic Control Division responded to the safety suggestion by conducting spot speed studies along CR 491. They collected speed data at seven locations. Four sites were between Grover Cleveland Boulevard and SR 44 (four-lane divided section) and three sites were north of SR 44 (two-lane undivided section).the posted speed limit is 55 MPH within both of these segments of CR 491. The speed studies were taken between December 11 and 17, The 85 th percentile speed in the southern section ranged from 54.4 MPH to 61.1 MPH. The northern sections 85 th percentile speeds were between 54.4 MPH and 59.3 MPH. Issue: Termination of Rightmost Southbound Lane Location: CR 491 and Grover Cleveland Boulevard CR 491 transitions from a four-lane roadway to a two-lane roadway just south of Grover Cleveland Boulevard. The rightmost southbound lane on CR 491 at Grover Cleveland Boulevard becomes a right-turn only lane, requiring traffic in that lane to turn right onto Grover Cleveland Boulevard. This configuration is sometimes referred to as a trap lane because unwary drivers wishing to go straight through the intersection may not discern the lane drop in time and be trapped into making the forced right turn. There are two 30-inch RIGHT LANE MUST TURN RIGHT signs and two right turn pavement arrows on the approach to alert the driver. (It should be noted that there is a full lane width of pavement for some distance on the south side of the intersection which could receive a vehicle should a driver fail to turn right and continue through the intersection.) In urban settings, when spacing of side streets and major driveways allows, it is often advisable to merge the through lanes into a single lane then develop a separate right-turn lane on the intersection approach. Such a treatment helps prevent through vehicles in the right lane from merging left at the last minute. Because of the rural nature of this location, the high speed of through vehicles and the sizeable percentage of Citrus_HRRRP_Final Page 10 of 31 Feb 2010

13 vehicles which do turn right onto Grover Cleveland Boulevard, the RSA team favored advance signing to warn of the termination of the rightmost lane followed by a more robust signing and marking strategy to indicate the forced right turn. Consider the installation of a RIGHT LANE ENDS warning sign (W9-1R) with supplemental distance plaque (W16-9p) approximately 1,000 feet in advance of the intersection. Also consider a revamped installation of at least two larger RIGHT LANE MUST TURN RIGHT signs (R3-7) on the immediate approach to the intersection. Addition of a lane control sign (R3-8) in advance of the RIGHT LANE MUST TURN RIGHT signs may also be beneficial. Pavement markings should be enhanced by extending northward the solid white lane line between the southbound through and right-turn lanes and adding several more right-turn-only pavement arrows with ONLY pavement message in the right-turn lane. To enhance visibility of pavement markings, arrow symbols could be outlined with black contrast markings. Additionally, larger signs (36 X 36-inch) may be suitable because of their placement behind the sidewalk and because of the high vehicle speeds. Issue: Unnecessary Signal Head Facing Southbound CR 491 There are three signal heads facing southbound CR 491 traffic. Each displays identical ball indications during the green-yellowred intervals. Three redundant signal heads are typically employed over multiple through lanes. In this case traffic in the rightmost lane cannot continue through the intersection but must turn right. The third signal head, positioned over the right-turn lane, could be misinterpreted by the driver. Consider removing the third signal head located over the rightmost southbound lane. Also, to increase signal efficiency and possibly reduce potential for rear end crashes, consider relocation of traffic signal detector loops further upstream on the intersection approaches. Issue: Absence of Curve Warning Sign Location: CR 491, South of Grover Cleveland Boulevard There is a long curve to the east on CR 491 which begins just south of Grover Cleveland Boulevard. There is a slight vertical curvature of CR 491 at this point and the view of the curvature for southbound traffic is somewhat limited depending on driver eye height. There currently is no curve warning sign for southbound traffic. Although there is no appreciable crash history related to this curve approach, and ball bank indicator readings show the curve may be driven comfortably at 55 MPH, motorists could benefit from a curve warning sign as their attention shifts from the signalized intersection. Consider relocating the existing RIGHT LANE ENDS sign (W4-2) further to the north and add a standard curve warning sign (W1-2) on the southbound approach to the curve. Citrus_HRRRP_Final Page 11 of 31 Feb 2010

14 Location: CR 491 and Leisure Boulevard Issue: Curve Warning Sign The intersection warning signs (W2-2) which are currently installed on CR 491 in advance of Leisure Boulevard graphically show CR 491 as a straight roadway at the intersection. Leisure Boulevard actually intersects CR 491 on a curve. Leisure Boulevard serves a modest sized network of residential streets and accommodates a substantial amount of turning traffic. Supplemental street name plaques identify the intersecting roadway as Leisure Boulevard. Although there has not been a history of crashes at the intersection, drivers should be made aware that Leisure Boulevard intersects CR 491 within the curve. Replace existing warning signs (W2-2) with horizontal alignment warning signs (W1-10a) which depict the side road intersecting on the curve with supplemental side street name plaques (W16-8P).These signs should be placed on both approaches to the intersection. Issue: Obscured Signal Ahead Sign Location: Northbound CR 491 approaching Grover Cleveland Boulevard The existing signal ahead warning sign (W3-3) is partially obscured by foliage overhanging the right-of-way. Trim overhanging vegetation. Citrus_HRRRP_Final Page 12 of 31 Feb 2010

15 Segment 2-3: CR 491 (N. Lecanto Highway) From Forest Ridge Boulevard to Whispering Oak Loop Segment Description: This segment of CR 491 (N. Lecanto Highway) is located in north central Citrus County and is a two-lane undivided north/south collector. Land uses adjacent to the road are vacant and residential. The speed limit is 55 MPH with lane widths generally 12 feet. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 14 crashes within this 1.5 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred during weekdays; between 2:00 PM - 5:00 PM; with 2006 having the most crashes. Citrus_HRRRP_Final Page 13 of 31 Feb 2010

16 The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. No fatalities were reported in this segment with the majority of crashes represented by angle and rear end. Additionally, long form crash reports were reviewed together with the CDMS data and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms. The number of crashes from this data was slightly greater than the CDMS report. An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS Selection Set file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 491 segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Issue: Absence of Intersection Warning Sign Location: CR 491 at W. Hampshire Boulevard W. Hampshire Boulevard provides access to Pine Ridge neighborhoods west of CR 491. Of the 14 crashes recorded for this segment, six occurred at or near W. Hampshire Boulevard, with several of those related to turning movements. There is a storage lane for northbound left turns. Sight distance on all approaches to the intersection is satisfactory and does not appear to be a factor; however, there are no intersection warning signs installed on the CR 491 approaches. Install intersection warning signs (W2-2) with supplemental side street name plaques (W16-8P) on both CR 491 approaches to W. Hampshire Boulevard. Citrus_HRRRP_Final Page 14 of 31 Feb 2010

17 Location: CR 491 at N. Deltona Boulevard and N. Whispering Oak Loop (North) Issue: Identification and Delineation of Offset Intersections North Deltona Boulevard and N. Whispering Oak Loop (north) intersect CR 491 approximately 350 feet apart. There are intersection warning signs (W2-7L) on the approaches which depict the offset; however, since N. Deltona Boulevard is a major collector which parallels US 41, supplemental side street name plaques on the warning sings would be beneficial. There is a left-turn lane provided for northbound traffic turning onto Deltona Boulevard. There is also a right-turn deceleration taper for northbound turns onto N. Whispering Oak. The widened pavement for the turns occurs in a curve and is insufficiently marked to clearly delineate the northbound through lane from the right-turn taper. Install intersection supplemental side street name plaques (W16-8aP) bearing the two street names and directional arrows on the existing CR 491 intersection warning signs (W2-7L). Also, add short skip line pavement striping through the northbound right-turn deceleration taper for N. Whispering Oak Loop. Issue: Edge of Pavement Drop-off Location: CR 491 South of N. Deltona Boulevard Intersection There is an appreciable drop-off (approximately 4-inches) at the right edge of the northbound CR 491 pavement on the approach to the N. Deltona Boulevard intersection. There is evidence that narrow widths of shoulder pavement have been added in this area to account for off-tracking of vehicles on the inside of the curve. The RSA team surmised that the off-tracking may be the result of trailing vehicles travelling around the right of vehicles slowing to turn left onto N. Deltona Boulevard. Consider constructing a 3-to-4-foot paved shoulder throughout the drop-off area up to the N. Whispering Oak Loop intersection. Citrus_HRRRP_Final Page 15 of 31 Feb 2010

18 Segment 2-4: CR 486 (Norvell Bryant Highway) From West of Meadowcrest Boulevard to East of Betty Lane Location: CR 486 at Pine Ridge Boulevard Segment Description: This segment of CR 486 (Norvell Brant Highway) is located in central Citrus County and is a two-lane undivided rural east/west collector. Land uses adjacent to the road are vacant, residential and a few commercial sites. The speed limit is 55 MPH with lane widths generally 12 feet. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 34 crashes within this 2.7 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Sundays with Monday through Thursday having generally the same number. Equal number of crashes occurred between 10:00 AM - 11:00 AM, 3:00 PM - 4:00 PM and 8:00 PM - 9:00 PM. The year 2007 had the most crashes. Citrus_HRRRP_Final Page 16 of 31 Feb 2010

19 The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. The majority of these events included overturned vehicles, rear end and ran into ditch/culvert. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. Crashes involving lane departures occurred most frequently, as might be expected for local rural roads. One fatality was reported in this segment. Additionally, long form crash reports were reviewed together with the CDMS data and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms. The number of crashes from this data was substantially greater than the CDMS report. An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS Selection Set file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 486 segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Issue: Absence of Intersection Warning Signs Location: CR 486 in Vicinity of Pine Ridge Boulevard Pine Ridge Boulevard is a collector facility which provides primary access to the Pine Ridge development from CR 486. Residents from the much denser Citrus Springs development, north of Pine Ridge, also utilize the Pine Citrus_HRRRP_Final Page 17 of 31 Feb 2010

20 Ridge Boulevard connection to CR 486, via Elkcam Boulevard, for travel to and from Crystal River. Presently, there are no intersection warning signs erected on CR 486 for Pine Ridge Boulevard. Unfamiliar drivers must presently rely upon the street name sign which does not give advance notification, creating the potential for abrupt deceleration of turning vehicles. Consider erecting intersection warning signs (W2-2) with supplemental side street name plaques (W16-8P) for Pine Ridge Boulevard on both approaches of CR 486. Location: CR 486 in Vicinity of Pine Ridge Boulevard Issue: Meandering Alignment of Through Lanes Caused by Addition of Left- and Right-Turn Lanes Over a 2,500 foot section of CR 486 flanking the intersection of Pine Ridge Boulevard the pavement widens to approximately 44 feet in width and is striped to accommodate various left- and right-turn lanes at three locations: the Citrus Pulmonary complex entrance, Pine Ridge Boulevard and Quarterback Terrace (Sand Mine entrance). Provision of the intermittent right- and left-turn lanes creates a meandering alignment for the eastbound and westbound through lanes of CR 486. To avoid encroachment on the turn lanes, a through vehicle must be consciously steered left and right through this section. (The telephoto picture below shows the effect of the turn lanes on the through lane alignment.) The most abrupt change in alignment occurs for westbound vehicles which must move to the right to bypass the left-turn lane at the sand mine and then move to the left to avoid vehicles slowing to turn right onto Pine Ridge Boulevard. Only four crashes were recorded for CR 486 in the immediate vicinity of Pine Ridge Boulevard and only two of those could be classified as lane departure crashes. Therefore, there doesn t appear to be an urgent safety issue with the alignment. However, the RSA team did conclude that the 2,500 foot section should be repaved and restriped to improve the alignment if the crash experience were to escalate or if the roadway were to be resurfaced before it is multi-laned. Consider conducting turning movement counts at the sand mine entrance to ascertain the current need to retain the left-turn lane for vehicles entering the mine. Should turning volumes no longer warrant the turn lane, consider a small overlay project to straighten the westbound through movement and develop a longer westbound right-turn lane at Pine Ridge Boulevard. Citrus_HRRRP_Final Page 18 of 31 Feb 2010

21 Issue: Offset Intersections Location: CR 486 at Meadowcrest Boulevard and Miller Run Terrace Intersection Meadowcrest Boulevard and Miller Run Terrace intersect CR 486 from the south and north, respectively. The intersections are separated by approximately 150 feet and have been provided extremely short, back-to-back leftturn storage areas on CR 486. The tapers and storage areas cannot accommodate deceleration from open highway speed without encroaching on the opposing left-turn area. The RSA team observed several vehicles traversing the left-turn area for Miller Run Terrace to safely decelerate and store in the Meadowcrest Boulevard left-turn bay. There were seven crashes recorded in the immediate vicinity of Meadowcrest Boulevard. Of these, three appear to be influenced by turning movements at the intersection. Although familiar drivers may disregard the opposing left-turn markings, the presence of the back-to-back left-turn storage areas may cause some drivers to decelerate rapidly and abruptly move to the center of CR 486 to make turns. Also, the RSA team noted that there were no offset intersection warning signs (W2-7R) on the CR 486 approaches to the intersection. Consider conducting traffic turning movement counts at the two intersections to determine if the number of westbound-to-southbound left turns onto Meadowcrest Boulevard greatly exceeds the eastbound-to-northbound Citrus_HRRRP_Final Page 19 of 31 Feb 2010

22 lefts onto Miller Run Terrace. From the scope of the developments served by the two streets and the existence of a right-turn lane for Meadowcrest Boulevard, it would appear that Meadowcrest Boulevard would be the dominant street. If this is the case, consider restriping CR 486 to provide a more suitable deceleration taper and left-turn storage area for Meadowcrest Boulevard only, eliminating the left-turn bay for Miller Run Terrace. Left turns onto Miller Run Terrace would then be made from the through lane or by encroaching into the Meadowcrest Boulevard left-turn lane in the absence of opposing traffic --- essentially that which currently occurs. Also, consider the erection of offset intersection warning signs (W2-7) and supplemental side street name plaques (W16-8P) on both of the CR 486 approaches to the intersections. Citrus_HRRRP_Final Page 20 of 31 Feb 2010

23 Segment 2-5: CR 495 (N. Citrus Avenue) From South of W. Delia Lane to W. Basilico Street Segment Description: This segment of CR 495 (N. Citrus Avenue) is located in north western Citrus County and is a two-lane undivided rural north/south collector. Land uses adjacent to the road are vacant, residential and a commercial site. The speed limit is 55 MPH with lane widths generally 12 feet. Only one curve at the south end of the segments exists. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 16 crashes within this 1.5 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Wednesdays and Fridays; between 2:00 PM - 3:00 PM; with 2008 having the most crashes. Citrus_HRRRP_Final Page 21 of 31 Feb 2010

24 The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. The majority of these events involved left turn, hitting trees/shrubbery, and angle. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. No fatalities were reported by this data. Additionally, long form crash reports as supplied by the District were also reviewed and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms and is shown below. No fatalities were indicated in these crash reports. An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS Selection Set file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 495 segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Issue: Crashes Involving Turning Movements Location: CR 495 at W. Dunklin Street The intersection of W. Dunklin Street with CR 495 is a T-intersection. Crash records reveal that 7 of the 16 crashes (44 percent) occurred at this intersection and six of those involved westbound W. Dunklin Street to southbound CR 495 left turns. The RSA team reviewed available sight triangles for motorists making turns from W. Dunklin Street and found them to be quite adequate to judge gaps in CR 495 traffic. (See photos below.) County staff advised that W. Dunklin Street is a primary connector roadway between the center of the Citrus Springs development to the east and CR 495, which provides a direct route to Crystal River to the south. The volume of traffic turning left from W. Dunklin Street onto CR 495 is significant as is the volume turning right from CR 495 onto W. Dunklin Street. There is a right-turn lane of typical design on CR 495 for W. Dunklin Street. New intersection warning signs with 45 MPH advisory speed plaques and vertical Brite Sticks have been recently installed on each approach. The RSA team speculated that slowing northbound right turning vehicles in the right-turn lane may at times block the view of trailing northbound through vehicles to stopped traffic on Dunklin Street waiting for an acceptable gap in CR 495 traffic, thus creating an opportunity for an angle crash. In fact, two of the six left-turn crash reports mentioned right turning vehicles blocking the view of trailing vehicles. Citrus_HRRRP_Final Page 22 of 31 Feb 2010

25 Also, there is both a left-turn and right-turn lane on W. Dunklin Street at the intersection (See photo below.) It is natural for right turning vehicles to move forward of the left turning vehicles at this type of configuration and these vehicles may also block the view of southbound CR 495 traffic for the adjacent left turns. The RSA team reviewed the location in mid-afternoon at a non-peak period. Based on County staff s estimate of the traffic volume, the RSA team recommends that a traffic signal warrant study be conducted to determine if signals are appropriate. Should signal installation prove impractical and angle crashes persist, consider the installation of flashing yellow beacons on the intersection warning signs. Issue: Absence of Left-Turn Lane Location: CR 495 at W. Basilico Street W. Basilico Street forms a T intersection with CR 495. There currently is no left-turn lane on northbound CR 495 for W. Basilico Street. Four of the 16 recorded crashes for this segment (25 percent) occurred at this intersection and all involved the northbound left turn from CR 495 onto W. Basilico Street. Three of these were rear-end crashes where northbound through vehicles collided with vehicles slowing or stopped in the through lane for left turns. West Basilico Street serves a modest sized residential neighborhood and provides connection to other streets which ultimately connect to CR 488 to the west. Consider widening CR 495 at W. Basilico Street to provide a suitable left-turn lane for northbound to westbound turns. Citrus_HRRRP_Final Page 23 of 31 Feb 2010

26 Issue: Advance Intersection Warning Signs and Street Termination Signs There are no intersection warning signs (W2-2) on CR 495 in advance of W. Basilico Street. The existence of such warning signs might heighten awareness to some drivers of the possibility of turns at the intersection, thereby reducing the potential for rear end crashes. Also, there is no street termination signage at the end of W. Basilico Street at CR 495. Consider installing intersection warning signs (W2-2) with supplemental side street name plaques (W16-8P) on CR 495 in advance of the W. Basilico Street intersection. Also, consider installation of standard street termination signage (W1-7, three OM1-1) for W.Basilico Street on the east shoulder of CR 495. Citrus_HRRRP_Final Page 24 of 31 Feb 2010

27 Segment 2-6: CR 39A (Gobbler Drive) From US 41 to 0.8 Miles East of US 41 Segment Description: This segment of CR 39A (Gobbler Drive) is located in south eastern Citrus County and is a two-lane undivided rural east/west collector. Land uses adjacent to the road are vacant and residential. The speed limit is 35 MPH with lane widths generally 12 feet. The road has a sharp 90-degee curve at the western end followed by another curve to the east with an elevation change through it. The roadway is a popular route for motorcyclists on weekends. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 10 crashes within this 0.8 mile section including two fatalities. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Sundays between 2:00 PM and 3:00 PM with 2007 and 2008 having the most crashes. Citrus_HRRRP_Final Page 25 of 31 Feb 2010

28 The following table shows the crash type distribution by harmful event which represents the type of crash and injuries/fatalities which occurred. Crashes are categorized by first harmful event which occurred during the crash. The majority of these events involved overturned vehicles. Two fatalities were reported in this segment. Both of these were associated with speeding and loss of control. Crashes involving lane departures occurred most frequently, as might be expected for local rural roads. Additionally, long form crash reports as supplied by the District were also reviewed and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms and is shown below. This data indicated two fatalities. An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS Selection Set file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 39A segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Issue: History of Crashes on Sharp Curves Location: Reverse Curves 0.5 Miles East of US 41 A total of 10 crashes were recorded for this 0.8 mile section of roadway, accounting for nine injuries and two fatalities. All of the crashes involved vehicles negotiating two sharp, reverse curves which are located about 0.5 mile east of US 41. The first curve is 90 degrees and the second curve, though less sharp, involves vertical curvature as well which limits the westbound driver s view of the pavement. There is also a third, more gradual curve just east of the second curve. Gobbler Drive is a very popular route for motorcyclists who congregate on weekends at a nearby restaurant further to the east on this very winding road. Seven of the ten crashes, including the two fatal crashes, involved motorcycles. Crash report narratives typically stated that the motorcyclist lost control on one of the two curves because of excessive speed or dragging of the motorcycle foot-pedal while leaning into the curve. The posted speed limit for Gobbler Drive in this area is 35 MPH. The curves are each signed for a 25 MPH advisory speed and chevron signs (W1-8) have been installed on the outside of the curves. In response to the persistent crash experience on the curves, Citrus County staff installed 36-inch fluorescent yellow curve warning signs (W1-1a) with advisory speed in September These signs have fluorescent yellow vertical panels ( Brite Sticks ) on the warning sign posts. The fluorescent yellow vertical panels are also placed on the chevron sign posts. These signs and chevrons are highly visible and provide emphasis to the curve warning in both daytime and nighttime. Citrus_HRRRP_Final Page 26 of 31 Feb 2010

29 The RSA team felt that the recently installed fluorescent signs are very effective. Because of the three curves which exist within about a one-third mile section of Gobbler Drive, the team suggests that an additional winding road warning sign (W1-5) with 25 MPH advisory speed plaque (W13-1) be installed in each direction in advance of the curves to complement the existing, individual curve warning signs. Also, where practical, installation of additional chevrons (W1-8) on the outside of the curves is suggested to ensure that multiple chevrons are visible while entering the curves. Issue: Signage for Good Counsel Camp There is existing intersection ahead warning signs (W2-2) installed on both approaches to the second curve to alert drivers to a side street, the entrance to Good Counsel Camp. While the camp does generate some traffic at times, the RSA team felt that the curve warning was of more vital importance and that the intersection warning sign might detract from that message to the driver. The RSA team suggests that the intersection warning signs (W2-2) be removed and the second turn warning signs be modified to include a small stub on the arrow symbol to indicate the location of the side street (camp entrance) on the curve. (Modify W1-1a to be similar to W1-10.) If deemed appropriate by County officials, a supplemental street name plaque (W16-8P) for Good Counsel Camp entrance could be added below the turn warning sign panel. Citrus_HRRRP_Final Page 27 of 31 Feb 2010

30 Segment 2-7: CR 494 A (Ozello Trail) From Sand Dollar Lane (Terminus) to North of W. St. Martins Road Segment Description: This segment of CR 494 (Ozello Trail) is located in western Citrus County and is a two-lane undivided rural east/west collector. Land uses adjacent to the road are wetlands and residential. The speed limit is 30 MPH and 35 MPH with lane widths generally 12 feet or less. The roadway is very winding as it traverses coastal wetlands and small residential enclaves. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 8 crashes within this 1.1 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Sunday with Friday and Saturday the next highest days. The two time periods with the greatest number of crashes was 3:00 AM 4:00 AM and 3:00 PM 4:00 PM with 2008 having the most crashes. Citrus_HRRRP_Final Page 28 of 31 Feb 2010

31 The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. Crashes involving lane departures occurred most frequently, as might be expected for local rural roads. Two fatalities were reported in this segment. Additionally, long form crash reports as supplied by the District were also reviewed and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms and is shown below. These crash reports indicated only one fatality. An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS Selection Set file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 494 segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Location: Corridor-wide Issue: Posted Speed Limit The posted speed limit from the terminus of Ozello Trail at Sand Dollar Lane to the east side of the short causeway (approximately 0.25 miles) at Peck s Restaurant is 30 MPH. From that point southward through the study segment, the posted speed limit is 35 MPH. The causeway has guardrail only at the main tidal relief structure. There are lengths of piling along the north edge of the causeway; however, throughout much of the narrow causeway s length, there are no barriers along the south edge to prevent errant vehicles from entering the water. There is some curvature along the causeway and vehicles park along the south shoulder. Beyond Peck s Restaurant the Citrus_HRRRP_Final Page 29 of 31 Feb 2010

32 roadway alignment improves and higher operating speed would be expected. However, there are several sharp curves in this undeveloped area and the roadway subsequently winds through a residential area which has a dozen intersecting side streets. The RSA team suggests that the County consider lowering the posted speed limit across the Ozello Trail causeway to 25 MPH to account for the lack of lateral barriers and the parked vehicles and pedestrians which may be present. From Peck s Restaurant to the end of the study section south of the residential area, (W. St Martins Road), consider a 30 MPH speed limit. (In evaluating the reduced 30 MPH speed limit, the RSA team recommends that the County consider extending the recommended 30 MPH limit to a point east to approximately John Brown Drive. This will encompass another winding section through a residential neighborhood similar to the one within the study segment.) Issue: Numerous Curves and Intersecting Residential Streets This segment of Ozello Trail is located approximately eight miles from US 19 where the roadway winds through the saltwater marshes, serving several small residential neighborhoods. There are numerous horizontal curves and intersecting streets. A total of eight crashes were reported on this section, seven of which were lane departure crashes. Five crashes involved motorcycles, including one fatality. Four of motorcycle drivers did not reside in Citrus County, suggesting that they may not have been familiar with the alignment and character of the roadway. Citrus_HRRRP_Final Page 30 of 31 Feb 2010

33 Citrus County Public Works has installed winding road signs (W1-5) encompassing a 1.3-mile section near the terminus of Ozello Trail where the curvature is the most extreme. Within this section, between Spangler Loop and W. Sutton Court, there is a series three reverse curves which could benefit from additional curve warning signs, advisory speed plaques and chevron signs. Consider performing ball bank speed studies on all curves within the corridor to determine the safe travel speed for individual curves or reverse curve combinations. Pursuant to the findings of the speed studies, consider the installation of individual turn warning signs (W1-1) or reverse turn warning signs (W1-3), as applicable, with advisory speed plaques (W13-1P) on curves where the safe speed is determined to be 30 MPH or less. In addition, chevron signs (W1-8) are recommended on the outside of all curves with advisory speed panels (W13-1P) wherever roadside conditions permit. Issue: Missing or Degraded Guardrail End Anchorage Markings and Rail Reflectors Guardrail exists on the approaches to bridges over Black Creek and on some embankment sections. Reflective yellow end anchorage markings and rail reflectors on several sections of guardrail are missing or in poor condition. These markings help identify the roadside barriers at night and aid vehicle guidance. The RSA team suggests the County review CR 494 in its entirety, from US 19 to Sand Dollar Lane to replace missing or degraded end markings and reflectors. Citrus_HRRRP_Final Page 31 of 31 Feb 2010

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