Master Plan. Planning. Environmental. Linton Blvd. to Northlake Blvd. I-95 (SR 9) Interchange Master Plan Palm Beach County

Transcription

1 I-95 (SR 9) Interchange Master Plan Palm Beach County DISTRICT FOUR OFFICE OF Planning AND Environmental MANAGEMENT 95 Master Plan 9 Linton Blvd. to Northlake Blvd. PREPARED FOR: Florida Department of Transportation, District Four 3400 W. COMMERCIAL BOULEVARD FORT LAUDERDALE, FL F.M. No : December 2015 PREPARED BY: Kimley-Horn and Associates, Inc. 600 NORTH PINE ISLAND ROAD, SUITE 450 PLANTATION, FLORIDA 33324

2 Table of Contents 1 Introduction Project Location Land Use Plans Existing (2012/2013) Conditions Design Performance Criteria, Policies, and Procedures Existing (2012/2013) Operational and Safety Analysis Traffic Forecasting Opening Year (2020) No-Build Conditions Traffic Operational Analysis Opening Year (2020) Build Conditions Traffic Operational Analysis (With Improvements) Design Year (2040) No-Build Conditions Traffic Operational Analysis Conceptual Design Alternative Evaluation Summary of 2040 Build Improvements Design Year (2040) Build Conditions Traffic Operational Analysis (With Improvements) Findings Recommendations Conclusion Master Plan Page i December 2015

3 List of Figures Figure 1: I-95 Interchange Master Plan Study Area... 2 Figure 2: Palm Beach County Future Land Use Map... 4 Figure 3A: Existing (2012/2013) Intersection LOS Summary - A.M. Peak Hour (North)... 8 Figure 3B: Existing (2012/2013) Intersection LOS Summary - A.M. Peak Hour (Central)... 9 Figure 3C: Existing (2012/2013) Intersection LOS Summary - A.M. Peak Hour (South) Figure 4A: Existing (2012/2013) Intersection LOS Summary - P.M. Peak Hour (North) Figure 4B: Existing (2012/2013) Intersection LOS Summary - P.M. Peak Hour (Central) Figure 4C: Existing (2012/2013) Intersection LOS Summary - P.M. Peak Hour (South) Figure 5: Existing (2012/2013) I-95 Mainline LOS Summary Figure 6A: Future 2020 No-Build Intersection LOS Summary - A.M. Peak Hour (North) Figure 6B: Future 2020 No-Build Intersection LOS Summary - A.M. Peak Hour (Central) Figure 6C: Future 2020 No-Build Intersection LOS Summary - A.M. Peak Hour (South) Figure 7A: Future 2020 No-Build Intersection LOS Summary - P.M. Peak Hour (North) Figure 7B: Future 2020 No-Build Intersection LOS Summary - P.M. Peak Hour (Central) Figure 7C: Future 2020 No-Build Intersection LOS Summary - P.M. Peak Hour (South) Figure 8: 2020 No-Build I-95 Mainline LOS Summary Figure 9A: Future 2020 Build Intersection LOS Summary - A.M. Peak Hour (North) Figure 9B: Future 2020 Build Intersection LOS Summary - A.M. Peak Hour (Central) Figure 9C: Future 2020 Build Intersection LOS Summary - A.M. Peak Hour (South) Figure 10A: Future 2020 Build Intersection LOS Summary - P.M. Peak Hour (North) Figure 10B: Future 2020 Build Intersection LOS Summary - P.M. Peak Hour (Central) Figure 10C: Future 2020 Build Intersection LOS Summary - P.M. Peak Hour (South) Figure 11: 2020 Build I-95 Mainline LOS Summary Figure 12A: Future 2040 No-Build Intersection LOS Summary - A.M. Peak Hour (North) Figure 12B: Future 2040 No-Build Intersection LOS Summary - A.M. Peak Hour (Central) Figure 12C: Future 2040 No-Build Intersection LOS Summary - A.M. Peak Hour (South) Figure 13A: Future 2040 No-Build Intersection LOS Summary - P.M. Peak Hour (North) Figure 13B: Future 2040 No-Build Intersection LOS Summary - P.M. Peak Hour (Central) Figure 13C: Future 2040 No-Build Intersection LOS Summary - P.M. Peak Hour (South) Figure 14: 2040 No-Build I-95 Mainline LOS Summary Figure 15: Northlake Boulevard Laneage Configuration Figure 16: Blue Heron Boulevard Laneage Configuration Figure 17: 45 th Street Laneage Configuration Figure 18: Palm Beach Lakes Boulevard Laneage Configuration Figure 19: Okeechobee Boulevard Laneage Configuration Figure 20: Belvedere Road Laneage Configuration Figure 21: Southern Boulevard Laneage Configuration Figure 22: Forest Hill Boulevard Laneage Configuration Figure 23: 10 th Avenue North Laneage Configuration Figure 24: 6 th Avenue South Laneage Configuration Figure 25: Lantana Road Laneage Configuration Figure 26: Hypoluxo Road Laneage Configuration Figure 27: Gateway Boulevard Laneage Configuration Figure 28: Boynton Beach Boulevard Laneage Configuration Figure 29: Woolbright Road Laneage Configuration Master Plan Page ii December 2015

4 Figure 30: Atlantic Avenue Laneage Configuration Figure 31: Linton Boulevard Laneage Configuration Figure 32A: Future 2040 Build Intersection LOS Summary - A.M. Peak Hour (North) Figure 32B: Future 2040 Build Intersection LOS Summary - A.M. Peak Hour (Central) Figure 32C: Future 2040 Build Intersection LOS Summary - A.M. Peak Hour (South) Figure 33A: Future 2040 Build Intersection LOS Summary - P.M. Peak Hour (North) Figure 33B: Future 2040 Build Intersection LOS Summary - P.M. Peak Hour (Central) Figure 33C: Future 2040 Build Intersection LOS Summary - P.M. Peak Hour (South) Figure 34: 2040 Build I-95 Mainline LOS Summary Figure 35: Major, Medium, and Minor Project Summary List of Tables Table 1: B/C and NPV analyses summary Table 2: Anticipated Study Type and NEPA Documentation List of Appendices Appendix A FDOT Functional Classification Maps for Palm Beach County Appendix B FDOT Roadway Jurisdiction Maps for Palm Beach County Appendix C Florida Division of Emergency Management Evacuation Routes and Zones Maps for Palm Beach County Appendix D Palm Tran Bus System Map Appendix E Palm Beach Metropolitan Planning Organization (MPO) Long Range Transportation Plan (LRTP) Cost Feasible Plan Map Appendix F MPO LRTP Needs Plan Map Appendix G MPO Master Comprehensive Bicycle Transportation Plan Needs Map Appendix H Existing 2012/2013 Traffic Appendix I MLOU Appendix J 2005 and 2035 Employment and Population Figures Appendix K Future 2020 Forecasted Traffic Appendix L Future 2040 Forecasted Traffic Appendix M 2020 Change in Delay Summary Appendix N I-95 Mainline Improvements Appendix O 2040 Change in Delay Summary Master Plan Page iii December 2015

5 1 Introduction The Florida Department of Transportation (FDOT) made improvements to the Interstate 95 (I-95) mainline in Palm Beach County in the 1990s and 2000s, adding a High Occupancy Vehicle (HOV) lane and auxiliary lanes from south of Linton Boulevard to north of PGA Boulevard. Minor interchange improvements were also made to eight (8) of the existing 18 interchanges along this section of the corridor. At the time of that project, FDOT committed to re-examining the need for short-term and long-term interchange improvements at the interchanges that were not improved as a part of this previous I-95 mainline project. FDOT District Four also identified the need to reexamine the 2003 I-95 Master Plan Study for Palm Beach County to develop new improvements to interchanges based on changes in traffic volumes and updated design standards since the Master Plan was developed a decade ago. The purpose of this study is to identify short-term and long-term needs through the 2040 design year horizon and develop design concepts to address traffic spillback onto I-95, improve interchange operations, reduce congestion, and increase safety at the 17 study interchanges from Linton Boulevard to Northlake Boulevard. The only interchange within the project limits that is not analyzed in this report is the Palm Beach International Airport (PBIA) direct connection ramps, which do not have signalized ramp terminal intersections. The study also considered Strategic Intermodal System (SIS) connector improvements needed within the project area and is consistent with plans for the I-95 mainline, including the potential extension of I-95 Express lanes through Palm Beach County. This Interchange Master Plan (IMP) report summarizes the evaluations contained within the I-95 Freeway Facility Analysis Report as well as the 17 individual interchange Concept Development Reports (CDRs) produced as part of this study. The location of the overall IMP study area is shown in Figure 1. Master Plan Page 1 December 2015

6 I-95 (SR 9) Interchange Master Plan Figure 1: I-95 Interchange Master Plan Study Area Master Plan Page 2 December 2015

7 2 Project Location The overall project area extends approximately 27 miles from just south of Linton Boulevard (Mile Post (MP) 8.1) to just north of Northlake Boulevard (MP 27.1). The study areas for individual interchanges included the interchange ramp terminal intersections and at least one adjacent intersection to the east and west. The interchange Concept Development Reports (CDRs) contain more detailed descriptions of the study area for each interchange. 3 Land Use Plans I-95 crosses through multiple municipalities within the study limits. The land uses adjacent to I-95 varies from municipality to municipality containing uses ranging from residential to commercial or industrial. An excerpt from the Palm Beach County Future Land Use Map is included as Figure 2, depicting the land uses within the study area. The interchange Concept Development Reports (CDRs) contain descriptive details of the existing land uses and land use plans within the project limits at each interchange. Master Plan Page 3 December 2015

8 Figure 2: Palm Beach County Future Land Use Map Master Plan Page 4 December 2015

9 4 Existing (2012/2013) Conditions Existing conditions within the study area for each interchange was collected/gathered from various sources for inclusion in the Concept Development Reports (CDRs). Information collected included roadway and intersection characteristics; bridge, waterway, interchange, or grade separation structures; transit facilities and services; planned and programmed transportation projects; and traffic data. The data was collected/gathered at various times during the project schedule from January 2013 to December 2014 and sources included aerial photography, field visits, FDOT Road Atlas, FDOT Crash Analyses Reporting System (CARS), FDOT Florida Traffic Online, Palm Beach County Engineering Division, Palm Beach County Planning, Zoning, and Building Division, Palm Beach County Metropolitan Planning Organization, School District of Palm Beach County, and Palm Tran. Information was collected from the agency/division websites, coordination with staff, or access to databases. A detailed listing of the collected information is provided below: Roadway and Intersection Characteristics Functional Classifications Typical Sections Lighting Interchange/Ramp Design Intelligent Transportation Systems Utilities Merge and Diverge Areas Posted Speed and Design Speed Pavement Conditions Bicycle and Pedestrian Facilities/Safe Routes to Schools Traffic Signals Emergency Evacuation Routes Intersection Geometry Bridge, Waterway, Interchange, or Grade Separation Structures Typical Section Structures Bridge Inspection/Condition Transit Facilities and Services Transit Services Van-Pool/Car-Pool Activities Park-and-Ride Facilities Connection and Access to Seaport and Airport Planned and Programmed Transportation Projects MPO Plans Long Range Transportation Plan Cost Feasible and Needs Plans Master Comprehensive Bicycle Transportation Plan County and Local Agency Plans and Projects Department Plans and Projects Traffic Data Traffic Counts Field Reviews Master Plan Page 5 December 2015

10 Crash Data A detailed discussion of each of these topics is included in the Concept Development Reports (CDRs). The following figures summarizing key information have been included in the Appendix: FDOT Functional Classification Maps for Palm Beach County (Appendix A) FDOT Roadway Jurisdiction Maps for Palm Beach County (Appendix B) Florida Division of Emergency Management Evacuation Routes and Zones Maps for Palm Beach County (Appendix C) Palm Tran Bus System Map (Appendix D) Palm Beach Metropolitan Planning Organization (MPO) Long Range Transportation Plan (LRTP) Cost Feasible Plan Map (Appendix E) MPO LRTP Needs Plan Map (Appendix F) MPO Master Comprehensive Bicycle Transportation Plan Needs Map (Appendix G) Existing traffic counts from the Kittelson and Associates, Inc. (Kittelson) I-95 Interchange Master Plan 2012 AADT and Peak Hour Volumes Memorandum, dated March 2013 were utilized for existing conditions analysis. Existing traffic volume figures obtained from the Kittelson Report are included in Appendix H. 5 Design Performance Criteria, Policies, and Procedures As summarized in the I-95 Palm Beach County Interchange Master Plan Methodology Letter of Understanding (MLOU), dated June 2013, analyses of the I-95 system, including the mainline and the interchange ramps, were based on criteria and policies detailed in the FDOT Interchange Handbook, 2002 Edition. A copy of the MLOU is included in Appendix I. Palm Beach County As outlined in the MLOU, factors for analyzing the signalized intersections and arterial segments were consistent with the values provided by the Palm Beach County Traffic Division in the document titled HCM Default Inputs. The Palm Beach County document provides guidance on default values to be utilized in analyses and minimum operational criteria for signalized intersections in Palm Beach County. Input criteria includes traffic factors along with minimums and standards for non-coordinated and coordinated traffic signals. Operational criteria include maximum volume-to-capacity (v/c) ratios and maximum delays. The Palm Beach County Traffic Performance Standards Ordinance (TPSO) specifies Test 1 standards that require that all intersections and roadways satisfy the LOS D threshold using the Highway Capacity Manual Planning Methodology. Palm Beach County TPSO also specifies a Test 2 five-year analysis standard that requires all intersections and roadways to satisfy the LOS E threshold at the end of the fifth year of the Florida Department of Transportation Five-Year Transportation Improvement Program (TIP) in effect at the time of the traffic analysis. The following LOS criteria were utilized for the analyses. Florida Department of Transportation FDOT Topic No a provides Level of Service (LOS) standards for the State Highway System (SHS). The SHS automobile LOS Standards during peak travel hours are stated to be LOS D in urbanized areas and C outside urbanized areas. It is the Department s intent to plan, design, and operate the SHS at an acceptable LOS for the travelling public. Master Plan Page 6 December 2015

11 The I-95 interstate and associated interchange ramps are a designated part of the SIS system and SHS. Therefore, the FDOT LOS D criteria for urbanized areas and LOS C criteria for outside urbanized areas was utilized for the interstate, the ramp terminal intersections, and intersection approaches (i.e. deficient at LOS E or D, respectively). For cross streets that are designated as state roads the LOS D (urbanized) and LOS C (outside urbanized) standards were also utilized for all adjacent intersections and their approaches. For cross streets that are not designated as state roads, the Palm Beach County LOS E standard was utilized for all adjacent intersections and their approaches (i.e. deficient at LOS F). Signalized intersection analyses were conducted utilizing Trafficware s Synchro software package. The HCM2000 reports were utilized for output results. The I-95 mainline analysis was conducted utilizing McTrans Highway Capacity Software (HCS) 2010 Freeway Facilities module. The FDOT Design Standards (Standard Indexes), booklet dated 2014, and FDOT Plans Preparation Manual (PPM), dated 2014, were utilized in the design of the Master Plan improvements. 6 Existing (2012/2013) Operational and Safety Analysis The interchange study intersections within the study limits of each interchange were analyzed during the A.M. and P.M. corridor-wide peak hours (7:30 A.M. 8:30 A.M. and 4:45 P.M. 5:45 P.M.). The detailed analyses are documented in the individual Concept Development Reports (CDRs). In addition, crashes for the years 2010 through 2012 were summarized at each interchange. The existing operations of the I-95 mainline High Occupancy Vehicles (HOV) lane, the four (4) general purpose lanes, and the on- and off-ramps were analyzed during the A.M. and P.M. peak hours. The detailed analysis is documented in the Interstate 95 Master Plan Freeway Facility Analysis (Palm Beach County) Report, dated May During the A.M. peak hour, at least one of the study intersections currently operates at a deficient LOS at 10 of the 17 interchanges. During the P.M. peak hour, at least one of the study intersections currently operates at a deficient LOS at 10 of the 17 interchanges. Seven of the 17 interchanges have at least one deficient study intersection during both the A.M. and P.M. peak hours. Figures 3A, 3B, and 3C summarize the existing LOS at each of the study intersections during the A.M. peak hour. Figures 4A, 4B, and 4C summarize the existing LOS at each of the study intersections during the P.M. peak hour. For I-95 mainline, 7 northbound freeway segments and 4 southbound freeway segments are anticipated to operate at a deficient LOS E during either the A.M. or P.M. peak hour. Figure 5 summarizes the critical existing LOS along the I-95 mainline during the A.M. and P.M. peak hours (i.e. worse LOS in either the A.M. or P.M. peak hour). Master Plan Page 7 December 2015

12 Figure 3A: Existing (2012/2013) Intersection LOS Summary - A.M. Peak Hour (North) Master Plan Page 8 December 2015

13 Figure 3B: Existing (2012/2013) Intersection LOS Summary - A.M. Peak Hour (Central) Master Plan Page 9 December 2015

14 Figure 3C: Existing (2012/2013) Intersection LOS Summary - A.M. Peak Hour (South) Master Plan Page 10 December 2015

15 Figure 4A: Existing (2012/2013) Intersection LOS Summary - P.M. Peak Hour (North) Master Plan Page 11 December 2015

16 Figure 4B: Existing (2012/2013) Intersection LOS Summary - P.M. Peak Hour (Central) Master Plan Page 12 December 2015

17 Figure 4C: Existing (2012/2013) Intersection LOS Summary - P.M. Peak Hour (South) Master Plan Page 13 December 2015

18 Figure 5: Existing (2012/2013) I-95 Mainline LOS Summary (Critical LOS in either A.M. or P.M. peak hour shown) Master Plan Page 14 December 2015

19 7 Traffic Forecasting The enhanced SERPM version 6.5, Managed Lanes model, (base year model 2005 and future year model 2035) developed as part of the I-95 Project Development and Environmental (PD&E) Study (Stirling Road to Linton Boulevard), was used for the Palm Beach County Interchange Master Plan (IMP). This model uses adopted 2035 cost feasible networks which were enhanced with I-95 subarea-specific improvements for this I-95 IMP and MPO-developed socio-economic data. The design year 2040 scenario was developed by extrapolating the MPO-developed TAZ data to 2040 conditions. Bureau of Economic and Business Research (BEBR) 2040 estimates were used to benchmark the 2040 extrapolated TAZ data. 7.1 Land Use Changes A review of the SERPM employment and population data revealed the trends for changes in the future land use in the project area. Figures depicting the 2005 and 2035 population and employment data are included in Appendix J. Each interchange Concept Development Report (CDR) includes a description of the observations for population and employment growth within the vicinity of the interchange. 7.2 Analysis Years and Model Runs The following are the analysis years for this I-95 IMP. Base/Validation Year: 2010 Opening Year: 2020 Design Year: and 2040 Directional Design Hour Volume (DDHV) The 2040 base model produced the 2040 A.M. peak period, P.M. peak period, and off-peak volumes for the ramps, arterials, and I-95 mainline. These A.M. and P.M. peak period volumes represent 3-hour peak periods; the model s off-peak consists of an 18-hour period. The A.M. and P.M. 3-hour peak period volumes were converted to A.M. and P.M. directional design hour volumes (DDHVs) using factors of and 0.365, respectively. These DDHV factors were calculated for the I-95 corridor utilizing data obtained from 24-hour counts along I-95. First, the total volume for the peak three hour periods was calculated (6:30 9:30 A.M. and 3:30 6:30 P.M.). Next, the total volume for the peak one-hour within the peak three-hour period was calculated. The DDHV factor was then calculated by dividing the peak one-hour period volume by the peak three-hour period volume (see below). DDHV Factor = Peak one hour count within three hour peak (i.e. 7:30 8:30 A.M.) Peak three hour count (i.e. 6:30 9:30 A.M.) The 2020 DDHVs were interpolated between the 2040 DDHV and the existing 2012/2013 traffic counts. Master Plan Page 15 December 2015

20 A calibration effort using Cube Analyst produced satisfactory model validation results. The reasonableness checks indicated consistent growth across the corridor. Post-processing adjustments were performed to adjust volumes for ramps with negative growth. Future Year Turning Movement Forecasts The 2040 travel demand model was refined to produce turning movement forecasts for the intersections within the study limits. These turning movement forecasts were extracted from the model to an excel spreadsheet for processing. The processing step was conducted to adjust the forecasts as follows. The estimated turning movements were reviewed to ensure the forecasts were not less than the existing volumes. If the 2040 forecasts were lower than the existing volumes, adjustments were performed using a growth rate method. An annual growth rate of 0.89 percent was applied to the existing volume to estimate the 2040 volumes. This growth rate is the weighted annual growth rate estimated from the overall Palm Beach County population and employment growth. Manual adjustments were applied to movements to balance the network of intersections. The forecasts were reviewed to ensure each leg of the study intersections presented logical growth. A combination of manual adjustment for balancing and the growth rate method was applied to develop the refined forecasts. Figures summarizing the balanced 2020 and 2040 forecasted volumes along I-95 as well as the turning movements for each of the study interchanges and adjacent intersections are included in Appendix K and Appendix L, respectively. 8 Opening Year (2020) No Build Conditions Traffic Operational Analysis Traffic operational and queuing analyses were conducted to evaluate the short-term 2020 No-Build conditions (without roadway improvements) for all study interchanges. Traffic signal timing has been optimized which reflects routine maintenance operations. It has been assumed that the traffic signal timing would be optimized to accommodate changes in approach demand due to future traffic growth and the optimization would be practical to implement. The traffic signal optimization was only assumed for the intersections within the AOI and implementation of optimized signal timings was not analyzed for adjacent intersections within the control section but outside the AOI. Additionally, committed improvements by FDOT and/or Palm Beach County anticipated to be by 2020 were also included as part of the No-Build Conditions. The following committed improvement were included in the analysis: Gateway Boulevard I-95 southbound ramp southbound approach: restripe two (2) left-turn lanes and one (1) right-turn lane as one (1) left-turn lane and two (2) right-turn lanes. I-95 southbound ramp eastbound approach: restripe four (4) through lanes and one (1) right-turn lane as three (3) through lanes, one (1) shared through/right-turn lane, and one (1) right-turn lane. Master Plan Page 16 December 2015

21 Woolbright Road I-95 southbound ramp westbound approach: one (1) additional left-turn lane. I-95 northbound ramp eastbound approach: one (1) additional left-turn lane. Incorporation of the optimized signal timing and programmed improvements resulted in certain intersections having a lower delay (i.e. better LOS) in the 2020 No-Build conditions than for the existing conditions. The purpose of the 2020 No-Build analysis was to identify anticipated short-term deficiencies and needs at the study intersections that could be addressed prior to the implementation of the longterm improvements identified for the 2040 Design Year. Utilizing the results of these intersection operational and queuing analyses, recommended roadway improvements could then be developed to address the short-term needs at the interchanges and adjacent signalized intersections. A.M. and P.M. peak hour operational analyses were performed for the study intersections to estimate 2020 delay and LOS utilizing Synchro. The Synchro results are included in the Appendices of each individual Concept Development Report (CDR). During the A.M. peak hour, at least one of the study intersections is anticipated to operate at a deficient LOS at seven of the 17 interchanges. During the P.M. peak hour, at least one of the study intersections is anticipated to operate at a deficient LOS at seven of the 17 interchanges. Three of the 17 interchanges have at least one deficient study intersection during both the A.M. and P.M. peak hours. Due to the signal timing optimization and committed improvements several of the interchange intersection operations were improved from the existing conditions. Figures 6A, 6B, and 6C summarize the 2020 No-Build LOS at each of the study intersections during the A.M. peak hour. Figures 7A, 7B, and 7C summarize the 2020 No-Build LOS at each of the study intersections during the P.M. peak hour. I-95 mainline was analyzed utilizing HCS. The HCS results are included in the Appendix of the Interstate 95 Master Plan Freeway Facility Analysis (Palm Beach County) Report, dated September For I-95 mainline, 8 northbound freeway segments and 10 southbound freeway segments are anticipated to operate at a deficient LOS E or F during either the A.M. or P.M. peak hour. Figure 8 summarizes the critical 2020 No-Build LOS along the I-95 mainline during the A.M. and P.M. peak hours (i.e. worse LOS in either the A.M. or P.M. peak hour). Master Plan Page 17 December 2015

22 Figure 6A: Future 2020 No-Build Intersection LOS Summary - A.M. Peak Hour (North) Master Plan Page 18 December 2015

23 Figure 6B: Future 2020 No-Build Intersection LOS Summary - A.M. Peak Hour (Central) Master Plan Page 19 December 2015

24 Figure 6C: Future 2020 No-Build Intersection LOS Summary - A.M. Peak Hour (South) Master Plan Page 20 December 2015

25 Figure 7A: Future 2020 No-Build Intersection LOS Summary - P.M. Peak Hour (North) Master Plan Page 21 December 2015

26 I-95 (SR 9) Interchange Master Plan Figure 7B: Future 2020 No-Build Intersection LOS Summary - P.M. Peak Hour (Central) Master Plan Page 22 December 2015

27 Figure 7C: Future 2020 No-Build Intersection LOS Summary - P.M. Peak Hour (South) Master Plan Page 23 December 2015

28 Figure 8: 2020 No-Build I-95 Mainline LOS Summary (Critical LOS in either A.M. or P.M. peak hour shown) Master Plan Page 24 December 2015

29 9 Opening Year (2020) Build Conditions Traffic Operational Analysis (With Improvements) Based on the results of the 2020 No-Build analyses short-term, interim, improvements were developed for the 2020 opening year. Peak hour (A.M. and P.M.) operational analyses were performed for the study intersections to estimate 2020 delay and LOS after implementation of the improvements utilizing Synchro. The Synchro results are included in the Appendices of each individual Concept Development Report (CDR). Tables summarizing the changes in delay anticipated in 2020 with the implementation of the recommended improvements at each of the 17 interchanges during the A.M. and P.M. peak hours is included in Appendix M. With the recommended improvements, all study intersections are anticipated to operate at an acceptable LOS, except Boynton Beach Boulevard at Seacrest Boulevard. Improvements were developed for this intersection; however, significant right-of-way acquisition would be necessary for construction and was determined not to be feasible. It should be noted that although the intersection will operate at a deficient LOS, the operations will not impact the I-95 interchange ramps. A list of the recommended improvements for each interchange is included below. The Interchange Concept Development Reports (CDRs) provide a detailed description of the recommended improvements and the associated roadway design considerations. Northlake Boulevard Widen I-95 northbound off-ramp left-turn movement to provide triple (3) left-turn lanes. Widen I-95 northbound on-ramp to accommodate free-flow westbound to northbound right-turn. Widen I-95 southbound off-ramp to provide triple (3) left-turn lanes. Add a second westbound left-turn lane at the Northlake Boulevard and Keating Drive intersection. Restripe northbound approach of Gardens Towne Square (Keating Drive) to provide dual (2) left-turn lanes and one shared through plus right-turn lane. Build retention pond to account for additional impervious area. Replace/modify all affected existing overhead sign structures. Construct all affected sidewalk crossings per ADA standards. Blue Heron Boulevard Add a third southbound left-turn lane to the I-95 southbound off-ramp. Add a third northbound left-turn lane to the I-95 northbound off-ramp. Extend eastbound left-turn lane at the Garden Road intersection. Master Plan Page 25 December 2015

30 45 th Street Add a fourth westbound through lane of 45th Street from just east of Congress Avenue to I-95 northbound ramps Add additional left-turn lane for I-95 southbound off-ramp. Add additional left-turn lane and right turn lane for I-95 northbound off-ramp. Palm Beach Lakes Boulevard Add a fourth eastbound and westbound through lane on Palm Beach Lakes Boulevard to be extended from west of Robbins Drive until I-95 southbound ramps. Restripe the south approach of Palm Beach Lakes Boulevard and Robbins Drive to be: 1 left-turn, 1 through lane, 1 right-turn lane. Replace receiving lane on the south approach of Executive Center Drive with a northbound left-turn lane. Removing a left-turn lane from the east approach of this intersection. Okeechobee Boulevard Add a dedicated auxiliary lane from the I-95 northbound-to-eastbound ramp to the Australian Avenue eastbound-to-southbound Australian Avenue ramp. Add a second left turn on northbound Church Street at Okeechobee Boulevard Add a second westbound left-turn lane at the Okeechobee Boulevard and Tamarind Avenue/Parker Avenue intersection. Belvedere Road Add a fourth through lane in each direction of Belvedere Road from just west of Australian Avenue to west of I-95 southbound. Restripe north approach of Parker Avenue to be: 1 left-turn lane, 1 through lane, 1 rightturn lane. Extend I-95 southbound off-ramp auxiliary lane. Southern Boulevard Widen I-95 southbound on-ramp eastbound-to-southbound right-turn movement to dual (2) right-turn lanes and signalize. Widen I-95 northbound off-ramp right-turn movement to dual Forest Hill Boulevard No improvements recommended. Master Plan Page 26 December 2015

31 10 th Avenue North Convert yield-controlled eastbound right-turn movement at I-95 southbound ramp to freeflow by adding a third receiving lane on the I-95 southbound on-ramp. Convert yield-controlled westbound right-turn movement at I-95 northbound ramp to freeflow by adding a third receiving lane on the I-95 northbound on-ramp. Channelize northbound right-turn movement at I-95 northbound off-ramp and overlap the right-turn signal phase with westbound movement. 6 th Avenue South Add bike lane on eastbound 6th Avenue South from Grove Street to Wright Drive. Add bike lane on westbound 6th Avenue South from Banyan Drive to Wright Drive. Extend dual eastbound to I-95 northbound on-ramp auxiliary lanes on 6th Avenue South. Extend eastbound right-turn lane to I-95 southbound on-ramp. Install pedestal mounted traffic signal for eastbound right-turn movement at I-95 southbound on-ramp. Add a dedicated westbound right turn lane on 6th Avenue South at I-95 northbound onramp and tighten the turn radius. Widen I-95 northbound on-ramp to accommodate free-flow westbound to northbound right-turn. Replace/modify all affected existing overhead sign structures. Construct all affected sidewalk crossings per ADA standards. Lantana Road Add a second (dual) right-turn lane to the I-95 southbound off-ramp. Add a second (dual) eastbound left-turn lane from Lantana Road to the I-95 northbound on-ramp and provide associated auxiliary lane to eastbound approach at the I-95 southbound ramps intersection. Realign the I-95 northbound off-ramp right-turn lane to the west. Signalize and overlap the northbound right-turn movement with the concurrent westbound left-turn phase at the I-95 southbound ramp. Provide appropriate signing and pavement marking to facilitate free-flow eastbound rightturns onto the I-95 southbound on-ramp. Hypoluxo Road Add a northbound right-turn lane at the High Ridge Road intersection. Add a second (dual) left-turn lane on I-95 southbound off-ramp. Add pedestrian signal heads at each of the crosswalks for the southbound ramps. Re-stripe northbound approach to Seacrest Boulevard to 2 left-turn lanes and 1 shared through/right-turn lane. Master Plan Page 27 December 2015

32 Gateway Boulevard Add a fourth eastbound through lane on Gateway Boulevard from just east of Quantum Lane to High Ridge Road. Add a fourth westbound through lane on Gateway Boulevard from the I-95 southbound off-ramp to Quantum Lane. Add a third westbound through lane on Gateway Boulevard from I-95 southbound offramp to North Seacrest Boulevard. Add a third eastbound through lane on Gateway Boulevard from High Ridge Road to North Seacrest Boulevard. Add a second through lane in each direction on Gateway Boulevard from North Seacrest Boulevard to NE 1st Way. I-95 northbound off-ramp: Add additional (triple) northbound left-turn lane. I-95 southbound off-ramp: Add additional (dual) southbound left-turn lane. I-95 southbound on-ramp: Add additional receiving lane. Add a dedicated southbound right-turn lane on High Ridge Road. Add a second (dual) northbound left-turn lane on High Ridge Road at Gateway Boulevard. Restripe inside shared through/left-turn lane as dedicated left-turn lane, resulting in three (3) left-turn lanes. Prohibit right-turns on red on I-95 southbound off-ramp. Boynton Beach Boulevard Add a second (dual) eastbound left-turn lane on Boynton Beach Boulevard to the I-95 northbound on-ramp and extend the auxiliary lane through I-95 southbound ramp intersection. Convert yield-controlled westbound right-turn movement to free-flow by adding a third (triple) receiving lane on the I-95 northbound on-ramp. Woolbright Road Add a dedicated eastbound right-turn lane on Woolbright Road at Seacrest Boulevard. Reduce radius of I-95 northbound ramps westbound right-turn lane. Modify existing signs and pavement markings to facilitate free-flow right-turns from I-95 southbound off-ramp. Atlantic Avenue Add a second (dual) eastbound left-turn lane at the Congress Avenue intersection. Add a second (dual) westbound left-turn lane at the Congress Avenue intersection. Add a westbound right-turn lane at the Congress Avenue intersection. Convert the outside westbound Atlantic Avenue lane to a turbo lane at the I-95 northbound ramps intersection by introducing a traffic separator (with opening at northbound ramps intersection) to separate the turbo lane from westbound through lanes. Master Plan Page 28 December 2015

33 Results in the removal of the third (outside) westbound through lane at the I-95 southbound ramps. Linton Boulevard Add eastbound auxiliary lane on the inside of eastbound Linton Boulevard from west of Congress Avenue connecting to the outside left-turn lane accessing the I-95 northbound on-ramp. Add receiving lane on the I-95 northbound on-ramp to allow free-flow westbound rightturn. Add third southbound left-turn lane on southbound off-ramp. Extend the eastbound right-turn lane at the Waterford Plaza/Wallace Drive intersection. Replace the existing westbound to northbound right-turn yield control with a new westbound auxiliary lane on Linton Boulevard from just west of SW 10th Avenue and connect to the I-95 northbound on-ramp right-turn lane. Figures 9A, 9B, and 9C summarize the 2020 Build LOS at each of the study intersections during the A.M. peak hour. Figures 10A, 10B, and 10C summarize the 2020 Build LOS at each of the study intersections during the P.M. peak hour. A list of the recommended improvements along I-95 mainline at each interchange is included below. I-95 mainline was analyzed utilizing HCS. The HCS results are included in the Appendix of the Interstate 95 Master Plan Freeway Facility Analysis (Palm Beach County) Report, dated September Okeechobee Boulevard Interchange Extend two-lane southbound on-ramp to 1,500 feet prior to merging into the single lane ramp/auxiliary lane. 45 th Street Interchange The two-lane southbound on-ramp should be extended to 1,500 feet prior to merging into the outside lane of I-95. For I-95 mainline with improvements, 8 northbound freeway segments and 10 southbound freeway segments are anticipated to operate at a deficient LOS E of F during either the A.M. or P.M. peak hour. Figure 11 summarizes the critical 2020 Build LOS along the I-95 mainline during the A.M. and P.M. peak hours (i.e. worse LOS in either the A.M. or P.M. peak hour). It should be noted that the Build mainline LOS results in Figure 11 are the same as the No-Build mainline LOS results in Figure 8. An improvement in LOS upon implementation of the ramps improvements was not recognized along the mainline because HCS calculates LOS based on density for the mainline and while the improvements will benefit traffic utilizing the ramps, the number of mainline lanes and vehicles in those lanes (i.e. density along the mainline) remained effectively unchanged. Master Plan Page 29 December 2015

34 I-95 (SR 9) Interchange Master Plan Figure 9A: Future 2020 Build Intersection LOS Summary - A.M. Peak Hour (North) Master Plan Page 30 December 2015

35 I-95 (SR 9) Interchange Master Plan Figure 9B: Future 2020 Build Intersection LOS Summary - A.M. Peak Hour (Central) Master Plan Page 31 December 2015

36 Figure 9C: Future 2020 Build Intersection LOS Summary - A.M. Peak Hour (South) Master Plan Page 32 December 2015

37 Figure 10A: Future 2020 Build Intersection LOS Summary - P.M. Peak Hour (North) Master Plan Page 33 December 2015

38 I-95 (SR 9) Interchange Master Plan Figure 10B: Future 2020 Build Intersection LOS Summary - P.M. Peak Hour (Central) Master Plan Page 34 December 2015

39 Figure 10C: Future 2020 Build Intersection LOS Summary - P.M. Peak Hour (South) Master Plan Page 35 December 2015

40 Figure 11: 2020 Build I-95 Mainline LOS Summary (Critical LOS in either A.M. or P.M. peak hour shown) Master Plan Page 36 December 2015

41 10 Design Year (2040) No Build Conditions Traffic Operational Analysis Traffic operational and queuing analyses were conducted to evaluate the long-term 2040 No-Build conditions (without roadway improvements) for all study interchanges. Traffic signal timing has been optimized which reflects routine maintenance operations. It has been assumed that the traffic signal timing would be optimized to accommodate changes in approach demand due to future traffic growth and the optimization would be practical to implement. The traffic signal optimization was only assumed for the intersections within the AOI and implementation of optimized signal timings was not analyzed for adjacent intersections within the control section but outside the AOI. Additionally, committed improvements by FDOT and/or Palm Beach County anticipated to be by 2040 were also included as part of the No-Build Conditions. The following committed improvement were included in the analysis: Gateway Boulevard I-95 southbound ramp southbound approach: restripe two (2) left-turn lanes and one (1) right-turn lane as one (1) left-turn lane and two (2) right-turn lanes. I-95 southbound ramp eastbound approach: restripe four (4) through lanes and one (1) right-turn lane as three (3) through lanes, one (1) shared through/right-turn lane, and one (1) right-turn lane. Woolbright Road I-95 southbound ramp westbound approach: one (1) additional left-turn lane. I-95 northbound ramp eastbound approach: one (1) additional left-turn lane. Incorporation of the optimized signal timing and programmed improvements resulted in certain intersections having a lower delay (i.e. better LOS) in the 2040 No-Build conditions than for the existing conditions. The purpose of the 2040 No-Build analysis was to identify anticipated long-term deficiencies and needs at the study intersections. Utilizing the results of these intersection operational analyses and queuing analyses, recommended roadway improvements and corresponding Conceptual Design Alternatives (CDAs) could then be developed to address the long-term travel demand at the interchange and adjacent signalized intersections. Peak hour (A.M. and P.M.) operational analyses were performed for the study intersections to estimate 2040 delay and LOS utilizing Synchro. The 2040 forecasted volumes are presented in Appendix C. The Synchro results are included in the Appendices of each individual Concept Development Report (CDR). During the A.M. peak hour, at least one of the study intersections is anticipated to operate at a deficient LOS at 16 of the 17 interchanges. During the P.M. peak hour, at least one of the study intersections is anticipated to operate at a deficient LOS at 14 of the 17 interchanges. Fourteen of the 17 interchanges have at least one deficient study intersection during both the A.M. and P.M. peak hours. Figures 12A, 12B, and 12C summarize the 2040 No-Build Master Plan Page 37 December 2015

42 LOS at each of the study intersections during the A.M. peak hour. Figures 13A, 13B, and 13C summarize the 2040 No-Build LOS at each of the study intersections during the P.M. peak hour. I-95 mainline was analyzed utilizing HCS. The HCS results are included in the Appendix of the Interstate 95 Master Plan Freeway Facility Analysis (Palm Beach County) Report, dated September For I-95 mainline, 12 northbound freeway segments and 12 southbound freeway segments are anticipated to operate at a deficient LOS E or F during either the A.M. or P.M. peak hour. Figure 14 summarizes the critical 2040 No-Build LOS along the I-95 mainline during the A.M. and P.M. peak hours (i.e. worse LOS in either the A.M. or P.M. peak hour). Master Plan Page 38 December 2015

43 Figure 12A: Future 2040 No-Build Intersection LOS Summary - A.M. Peak Hour (North) Master Plan Page 39 December 2015

44 I-95 (SR 9) Interchange Master Plan Figure 12B: Future 2040 No-Build Intersection LOS Summary - A.M. Peak Hour (Central) Master Plan Page 40 December 2015

45 Figure 12C: Future 2040 No-Build Intersection LOS Summary - A.M. Peak Hour (South) Master Plan Page 41 December 2015

46 I-95 (SR 9) Interchange Master Plan Figure 13A: Future 2040 No-Build Intersection LOS Summary - P.M. Peak Hour (North) Master Plan Page 42 December 2015

47 Figure 13B: Future 2040 No-Build Intersection LOS Summary - P.M. Peak Hour (Central) Master Plan Page 43 December 2015

48 Figure 13C: Future 2040 No-Build Intersection LOS Summary - P.M. Peak Hour (South) Master Plan Page 44 December 2015

49 Figure 14: 2040 No-Build I-95 Mainline LOS Summary (Critical LOS in either A.M. or P.M. peak hour shown) Master Plan Page 45 December 2015

50 11 Conceptual Design Alternative Evaluation Conceptual design alternatives (CDAs) were developed for each interchange and evaluated to determine the most viable alternative that considers practical design and the optimum Benefit-to- Cost (B/C) ratio without compromising overall traffic operations and safety. CDAs were evaluated for horizontal geometry, typical section, constructability and impacts on structures, drainage, signing, utilities, adjoining side street connections and signalized intersections, as well as opportunities for the integration of multimodal systems, utilization of ITS applications, and consideration for prioritization for SIS connectors. The interchange CDAs along with their typical sections are included in the appendices of the individual reports. 12 Summary of 2040 Build Improvements 12.1 I-95 at Northlake Boulevard The following improvements are recommended, impacting all five study intersections: Widen I-95 northbound off-ramp left-turn movement to provide triple (3) left-turn lanes. Widen I-95 northbound on-ramp to accommodate free-flow westbound to northbound right-turn. Widen I-95 southbound off-ramp to provide quadruple (4) left-turn lanes. Add a second westbound left-turn lane at the Northlake Boulevard and Keating Drive intersection. Build retention pond to account for additional impervious area. Replace/modify all affected existing overhead sign structures. Construct all affected sidewalk crossings per ADA standards. Widen Northlake Boulevard to provide additional through lane in each direction from Military Trail to MacArthur Boulevard. Add a second eastbound left-turn at the Sunrise Drive/Sandtree Drive and Northlake Boulevard and associated receiving lane on Sunrise Drive. Provide a dedicated southbound right-turn at the Sunrise Drive and Northlake Boulevard. Figure 15 depicts the existing and proposed laneage configuration. Master Plan Page 46 December 2015

51 Figure 15: Northlake Boulevard Laneage Configuration Extend to Military Trail Keating Drive I-95 Southbound I-95 Northbound Sandtree Drive Roan Lane Sunrise Drive Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups or SHPO Structures are anticipated to be impacted by the proposed improvements. One community resource, an undeveloped parcel partially owned by the Covenant Centre International (church), is anticipated to be impact by a recommended stormwater pond. The areas in the vicinity of the interchange are not considered minority or low income communities. The proposed improvements will require additional right-of-way along the north and south sides of Northlake Boulevard both east and west of the I-95, as well as the west side of Sunrise Drive north of Northlake Boulevard. This acquisition of right-of-way has the potential to impact approximately 39 commercial businesses. Four (4) gas stations are anticipated to be impacted by the improvements. These four gas stations have documented discharges within the FDEP State Storage Tank and Petroleum Contamination Monitoring (STCM) program that have ongoing cleanup activities. Master Plan Page 47 December 2015

52 The C-17 Canal and stormwater ponds are located near the proposed improvements, but will not be impacted. However, an unnamed canal connecting to the SFWMD C-17 Canal has the potential to be impacted by the proposed improvements. Impacts to threatened or endangered species or their habitats are not anticipated. The cost for the improvements is estimated to be approximately $10.3 million including maintenance of traffic, mobilization, and contingency costs, but does not include right-of-way acquisition costs. The estimated Benefit-to-Cost (B/C) ratio is 9.8 and Net Present Value (NPV) is approximately $55.0 million. The recommended next steps are an Interchange Modification Report (IMR) and a Project Development and Environment (PD&E) Study. This project is considered a Major Project as the costs are anticipated to exceed $20 million, including right-of-way acquisition costs I-95 at Blue Heron Boulevard The following improvements are recommended, impacting all four study intersections: Extend eastbound left-turn lane at the 42nd Way intersection. Add a third southbound left-turn lane to the I-95 southbound off-ramp. Extend the eastbound auxiliary lanes at the I-95 southbound ramps. Add a third northbound left-turn lane to the I-95 northbound off-ramp. Extend the westbound auxiliary lanes at the I-95 northbound ramps. Extend eastbound left-turn lane at the Garden Road intersection. Add northbound right-turn lane at the Garden Road intersection. Extend southbound right-turn lane at the Garden Road intersection. Figure 16 depicts the existing and proposed laneage configuration. Figure 16: Blue Heron Boulevard Laneage Configuration 42nd Way I-95 Southbound I-95 Northbound Garden Road Blue Heron Boulevard Master Plan Page 48 December 2015

53 Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the proposed improvements. Right-of-way acquisition is not anticipated; however, coordination with the South Florida Water Management District (SFWMD) will be required to obtain a right-of-way occupancy permit for the proposed improvement at the southeast corner of the Garden Road intersection. No relocation impacts are anticipated. Seventeen (17) potential petroleum contamination sites were identified within the vicinity of the interchange; however, only two of these sites are located near the proposed improvements. No impacts to wetlands or surface waters are anticipated. Impacts to threatened or endangered species or their habitats are not anticipated. The cost for the improvements is estimated to be $2.1 million, including maintenance of traffic, mobilization, contingency, and design-build costs, but does not include right-of-way acquisition costs. The estimated B/C ratio is 19.4 and NPV is approximately $17.5 million. The recommended next steps are a Non-Interstate Access Report (Non-IAR) and a Programmatic Categorical Exclusion (PCE) Checklist. This project is considered a Minor Project as the costs are anticipated to be less than $8 million, including right-of-way acquisition costs I-95 at 45 th Street The following improvements are recommended, impacting all six study intersections: Add a fourth through lane in each direction of 45th Street from just west of Village Boulevard to east of Congress Avenue. Add additional two left-turn lanes and a right-turn lane on I-95 southbound off-ramp to provide quadruple (4) left-turn lanes and triple (3) right-turn lanes. Add additional two left-turn lanes and a right-turn lane on I-95 northbound off-ramp to provide quadruple (4) left-turn lanes and triple (3) right-turn lanes. Add a dedicated northbound through lane on Village Boulevard and convert shared lane to dedicated left-turn lane. Add a second (dual) southbound right-turn lane on Village Boulevard. Master Plan Page 49 December 2015

54 Add a dedicated southbound right-turn lane on Northpoint Boulevard. Figure 17 depicts the existing and proposed laneage configuration. Figure 17: 45 th Street Laneage Configuration Village Boulevard Northpoint Boulevard I-95 Southbound I-95 Northbound Corporate Way Congress Avenue 45 th Street Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the proposed improvements. Civil rights and environmental justice considerations will need to be accounted for in the recommended Project Development and Environmental (PD&E) study due to a majority of minority households and large percentage of family incomes below poverty level. The proposed improvements will require additional right-of-way along the north and south sides of 45 th Street both east and west of I-95, the east side of Village Boulevard south of 45 th Street, the west side of Village Boulevard north of 45 th Street, and the west side of Northpoint Parkway/Metrocentre Boulevard north of 45 th Street. Acquisition of new right-of-way has the potential to impact 26 properties; however, none of these properties are anticipated to require relocation. Master Plan Page 50 December 2015

55 One (1) of the impacted properties is a gas station in the STCM program. The FDEP contamination locator map indicates that there is active petroleum cleanup for this site. The improvements will require the widening of the SFWMD C-17 Canal which may result in temporary impacts to the Canal. Impacts to wood stork foraging habitat are the only threatened or endangered species impacts anticipated. The cost for the improvements is estimated to be approximately $42.2 million including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 3.6 and NPV is approximately $25.4 million. The recommended next steps are an Interchange Modification Report (IMR) and a Project Development and Environmental (PD&E) Study. This project is considered a Major Project as the costs are anticipated to exceed $20 million, including right-of-way acquisition costs I-95 at Palm Beach Lakes Boulevard The following improvements are recommended, impacting all five study intersections: Add a fourth eastbound through/right lane on Palm Beach Lakes Boulevard to be extended from Robbins Drive until I-95 southbound. Add a fourth through lane on Palm Beach Lakes Boulevard between I-95 southbound ramps and Robbins Drive. Restripe northbound approach at Robbins Drive to be: 1 left-turn lane, 1 through lane, 1 right-turn lane. Executive Center Drive: Convert eastbound right-turn lane to a shared through/right lane. Add a fourth eastbound through/right lane on Palm Beach Lakes Boulevard from Executive Center Drive to Congress Avenue. Add a second left-turn lane to the northbound approach of Executive Center Drive and convert the right turn lane to shared through-right turn lane. Remove the second left-turn lane from the westbound approach of Executive Center Drive and reduce the two southbound receiving lanes to one lane. Add a second left turn lane to the southbound approach of Executive Center Drive. I-95 southbound off-ramp: Add additional left-turn lane. I-95 northbound off-ramp: Add additional right-turn lane. Figure 18 depicts the existing and proposed laneage configuration. Master Plan Page 51 December 2015

56 Figure 18: Palm Beach Lakes Boulevard Laneage Configuration Robin Drive La Quinta Inn Drive I-95 Southbound Ramps I-95 Northbound Ramps Executive Center Drive Palm Beach Lakes Boulevard Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the proposed improvements. Civil rights and environmental justice considerations will need to be accounted for in subsequent phases due to the large percentage of minority households and families with incomes below the poverty level. No impacts to right-of-way are anticipated. One documented petroleum spill site, reported as pending petroleum cleanup, has been identified within the vicinity of the improvements. Documented wetlands and surface waters are not anticipated to be impacted by the proposed improvements. Impacts to threatened or endangered species or their habitats are not anticipated. Master Plan Page 52 December 2015

57 The cost for the improvements is estimated to be approximately $6.7 million including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 5.8 and NPV is approximately $14.8 million. The recommended next steps are an Interchange Modification Report (IMR) and a Programmatic Categorical Exclusion (PCE) Checklist. This project is considered a Medium Project as the costs are anticipated to be between $8 million and $20 million, including right-of-way acquisition costs I-95 at Okeechobee Boulevard The following improvements are recommended, impacting all four study intersections: Add a dedicated auxiliary lane from the I-95 northbound-to-eastbound ramp to the Australian Avenue eastbound-to-southbound Australian Avenue ramp. Add a second left turn lane and a dedicated right turn lane on northbound Church Street at Okeechobee Boulevard. Add a second westbound left-turn lane at the Okeechobee Boulevard and Tamarind Avenue/Parker Avenue intersection. Add a dedicated auxiliary lane for the eastbound-to-southbound I-95 on-ramp. Add a dedicated auxiliary lane for the eastbound-to-northbound I-95 on-ramp resulting in four eastbound through lanes along Okeechobee Boulevard at the I-95 northbound ramps intersection. Construct a shared use path along westbound Okeechobee Boulevard from 450 west of I- 95 southbound off-ramp to Tamarind Avenue/Parker Avenue. Add a dedicated right-turn lane on eastbound Okeechobee Boulevard at Church Street. Figure 19 depicts the existing and proposed laneage configuration. Figure 19: Okeechobee Boulevard Laneage Configuration Chillingworth Drive I-95 Southbound I-95 Northbound Tamarind Avenue Okeechobee Boulevard Church Street Parker Avenue Master Plan Page 53 December 2015

58 Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the proposed improvements. Environmental Justice considerations will need to be accounted for in subsequent phases due to the large percentage of minority households. The proposed improvements will require additional right-of-way along the north and south sides of Okeechobee Boulevard, both east and west of the I-95 interchange. The right-of-way acquisition has the potential to impact 11 commercial properties; however, none of the aforementioned businesses are anticipated to require relocation. Of the 11 commercial properties potentially impacted, one (1) is a gas station. Based on the FDEP contamination locator map and associated OCULUS database files, this gas station has potential contamination risks. The canals and stormwater ponds near the proposed improvements will not be impacted. However, Clear Lake has the potential to be impacted by the proposed construction of a multiuse path that has a segment running along the southern shoreline of the lake. Impacts to threatened or endangered species or their habitats are not anticipated. The cost of improvements is estimated to be approximately $8.9 million including construction, maintenance of traffic, mobilization, and contingency costs, but does not include right-of-way acquisition costs. The estimated B/C ratio is 3.9 and NPV is approximately $10.5 million. The recommended next steps are a Non-Interstate Access Report (Non-IAR) and a Programmatic Categorical Exclusion (PCE) Checklist. This project is considered a Medium Project as the costs are anticipated to be between $8 million and $20 million, including right-of-way acquisition costs. Master Plan Page 54 December 2015

59 12.6 I-95 at Belvedere Road The following improvements are recommended, impacting all five study intersections: Add a fourth through lane in each direction of Australian Avenue extending from 600 feet north of Australian Avenue to James L. Turnage Boulevard. Add a fourth through lane in each direction of Belvedere Road from just west of Australian Avenue to west of I-95 southbound. Add a third southbound and westbound left-turn lane to the intersection of Belvedere Road and Australian Avenue. Add a second eastbound left-turn lane to Belvedere Road at Parker Avenue. Add a second northbound through lane on Parker Avenue north of Belvedere Road. Extend I-95 southbound off-ramp auxiliary lane. Add a second right-turn lane to I-95 northbound off-ramp. Add an auxiliary lane on I-95 southbound on-ramp to accommodate free flow movement from eastbound Belvedere Road. Figure 20 depicts the existing and proposed laneage configuration. Figure 20: Belvedere Road Laneage Configuration Australian Avenue Mercer Avenue I-95 Southbound I-95 Northbound Parker Avenue Belvedere Road Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal Master Plan Page 55 December 2015

60 One State Historic Preservation Officer (SHPO) Structure in the vicinity of the improvements has been evaluated by SHPO and was determined to be ineligible for NRHP listing. The bridge over the West Palm Beach Stub Canal is proposed to be widened, but this canal may be considered a resource protected under Section 4(f) of the Department of Transportation Act. Coordination with the Federal Highway Administration would be required to determine if the resource is protected under Section 4(f). No other SHPO Resource Group, SHPO Structure, or community resources are anticipated to be impacted. Civil Rights and Environmental Justice considerations will need to be accounted for in subsequent phases of Project Development and Environmental (PD&E) due to the large percentage of minority households and families with incomes below the poverty level. The proposed improvements will require additional right-of-way along the north and south sides of Belvedere Road west of I-95, the north side of Belvedere Road at Parker Avenue, the east side of Parker Avenue north of Belvedere Road, the east side of Australian Avenue south of Belvedere Road, and the west side of Australian Avenue north of Belvedere Road. Acquisition of new rightof-way has the potential to impact 48 properties and it is anticipated that at least 14 of these properties are likely to require relocation. The recommended improvements are anticipated to impact four (4) gas stations. The FDEP OCULUS database indicates that petroleum cleanup is pending at one (1) gas station and is active at the other three (3) gas stations. Widening of the bridge over the Stub Canal will result in impacts to the canal and the construction of the northbound thru lane on Australian Ave may impact one (1) stormwater pond northeast of the intersection with Belvedere Road. No other impacts to wetlands or surface waters are anticipated. Relocation permits for gopher tortoises and nest removal permits for burrowing owls may be required. Potential foraging habitat for wood storks is marginal; thus no impacts are anticipated. Impacts to other threatened or endangered species are not anticipated. The cost for improvements is estimated to be approximately $12.1 million including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 2.8 and NPV is approximately $5.5 million. The recommended next steps are an Interchange Modification Report (IMR) and a Project Development and Environmental (PD&E) Study. This project is considered a Major Project as the costs are anticipated to exceed $20 million, including right-of-way acquisition costs. Master Plan Page 56 December 2015

61 12.7 I-95 at Southern Boulevard The following improvements are recommended, impacting three of the four study intersections: Add an eastbound-to-northbound single lane flyover ramp to access I-95 northbound onramp. Add a westbound-to-southbound single lane flyover ramp to access I-95 southbound onramp. Realign I-95 northbound off-ramp approach to Southern Boulevard and provide quadruple (4) left-turn lanes and dual (2) right-turn lanes. Widen I-95 southbound off-ramp southbound right-turn movement to provide triple (3) right-turn lanes. Widen I-95 southbound on-ramp eastbound-to-southbound right-turn movement to dual (2) right-turn lanes. Widen Southern Boulevard to provide dual (2) left-turn lanes both eastbound and westbound at Parker Avenue. Add a second northbound left-turn lane at the Southern Boulevard and Parker Avenue intersection. Provide southbound dedicated right-turn lane on Parker Avenue at Southern Boulevard intersection. Replace/modify all affected existing overhead sign structures. Construct all affected sidewalk crossings per ADA standards. Figure 21 depicts the existing and proposed laneage configuration. Figure 21: Southern Boulevard Laneage Configuration Gem Lake Drive I 95 Southbound Parker Avenue Southern Boulevard I 95 Northbound Master Plan Page 57 December 2015

62 Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the proposed improvements. Environmental Justice considerations will need to be accounted for in a future Project Development and Environmental (PD&E) because the surrounding census tracts are comprised of primarily minority communities. Minor right-of-way acquisition impacts are anticipated on the south side of Southern Boulevard west of the interchange and on the north side of Southern Boulevard to the east of the interchange. Relocation impacts are not anticipated. No direct impacts to hazardous waste or contaminated sites are anticipated. The SFWMD Stub Canal would be impacted by the proposed improvements, which include widening the crossing over the canal. No other impacts to wetlands or surface waters are anticipated. Impacts to threatened or endangered species or their habitats are not anticipated. The cost of improvements is estimated to be approximately $57.5 million including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 1.4 and NPV is approximately -$15.2 million. The recommended next steps are an Interchange Modification Report (IMR) and a Project Development and Environmental Study. This project is considered a Major Project as the costs are anticipated to exceed $20 million, including right-of-way acquisition costs. Master Plan Page 58 December 2015

63 12.8 I-95 at Forest Hill Boulevard The following improvements are recommended, impacting one of the five study intersections: Restripe the westbound approach at the I-95 southbound ramps to be 1 left-turn lane, 1 shared through/left-turn lane, and 1 through lane. Widen I-95 southbound on-ramp to accommodate free-flow eastbound to southbound right-turn. Figure 22 depicts the existing and proposed laneage configuration. Figure 22: Forest Hill Boulevard Laneage Configuration Corporate Drive SW 8th Street I-95 Southbound I-95 Northbound Forest Court Parker Avenue Forest Hill Boulevard Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the proposed improvements. Civil Rights and Environmental Justice considerations will need to be accounted for in subsequent phases due to the large percentage of minority households and families with incomes below the poverty level. No acquisition of new right-of-way is anticipated. Master Plan Page 59 December 2015

64 No direct impacts to hazardous waste or contaminated sites are anticipated. The improvements are not anticipated to impact any wetlands or surface waters, including the West Palm Beach Canal. Impacts to threatened or endangered species or their habitats are not anticipated. The cost for improvements is estimated to be approximately $1.5 million, including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 1.9 and NPV is approximately $80,000. The recommended next steps are an Interchange Operational Analysis Report (IOAR) and a Programmatic Categorical Exclusion (PCE) Checklist. This project is considered a Minor Project as the costs are anticipated to be less than $8 million, including right-of-way acquisition costs I-95 at 10 th Avenue North The following improvements are recommended, impacting all five study intersections: Convert yield-controlled eastbound right-turn movement at I-95 southbound ramp to freeflow by adding a third receiving lane on the I-95 southbound on-ramp. Convert yield-controlled westbound right-turn movement at I-95 northbound ramp to freeflow by adding a third receiving lane on the I-95 northbound on-ramp. Add a second (dual) westbound left-turn lane on 10th Avenue North to the I-95 southbound on-ramp and extend the auxiliary lane through I-95 northbound ramp intersection. Add additional receiving lane along I-95 southbound on-ramp to accommodate dual westbound left-turn lanes. Add a second (dual) right-turn lane to the I-95 northbound off-ramp. Add a westbound through lane between I-95 southbound off-ramp and Detroit Street Extend eastbound left-turn lane at the A Street intersection. Add a second (dual) eastbound left turn lane at North A Street. Add a second northbound through lane on North A Street to receive dual left from 10th Avenue North. Figure 23 depicts the existing and proposed laneage configuration. Master Plan Page 60 December 2015

65 Figure 23: 10 th Avenue North Laneage Configuration Detroit Street Barnett Drive I-95 Southbound I-95 Northbound A Street 10th Avenue North Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the proposed improvements. One SHPO Resource Group, the SFRC/CSX railroad, has been evaluated by SHPO; however, there was insufficient information to make determinations for National Register of Historic Places (NRHP) eligibility. Civil Rights and Environmental Justice considerations will need to be accounted for in subsequent phases due to the large percentage of minority households and low-income households. Right-of-way acquisition impacts are anticipated on the south side of 10 th Avenue North east of I-95, the north side of 10 th Avenue North west of I-95, and the east and west sides of North A Street north of 10 th Avenue North. The right-of-way acquisition has the potential to impact nine (9) residential properties, two (2) vacant properties, and three (3) commercial businesses. Of these properties, only one (1) property is anticipated to require relocation. No direct impacts to hazardous waste or contaminated sites are anticipated. No surface waters, including the E-4 Canal and existing stormwater pond, are anticipated to be impacted. Master Plan Page 61 December 2015

66 Suitable habitat for the least tern, Florida scrub-jay, wood stork, manatee and gopher frog does not exist within the project area and habitat for gopher tortoises is marginal; therefore, impacts to these species from the improvements are not anticipated. The cost for improvements is estimated to be approximately $14.5 million, including maintenance of traffic, mobilization, and contingency, but does not include right-of-way acquisition. The estimated B/C ratio is 3.4 and NPV is approximately $12.7 million. The recommended next steps are a Non-Interstate Access Report (Non-IAR) and a Project Development and Environmental (PD&E) Study. This project is considered a Major Project as the costs are anticipated to exceed $20 million, including right-of-way acquisition costs I-95 at 6 th Avenue South The following improvements are recommended, impacting all three study intersections: Add bike lane on eastbound 6th Avenue South from Grove Street to Wright Drive. Add bike lane on westbound 6th Avenue South from Banyan Drive to Wright Drive. Extend dual eastbound to I-95 northbound on-ramp auxiliary lanes on 6th Avenue South. Extend eastbound right-turn lane to I-95 southbound on-ramp. Install pedestal mounted traffic signal for eastbound right-turn movement at I-95 southbound on-ramp. Extend dual westbound to I-95 southbound on-ramp auxiliary lanes on 6th Avenue South. Add a dedicated westbound right turn lane on 6th Avenue South at I-95 northbound onramp and tighten the turn radius. Widen I-95 northbound on-ramp to accommodate free-flow westbound to northbound right-turn. Extend eastbound left-turn lane at A Street Replace/modify all affected existing overhead sign structures. Construct all affected sidewalk crossings per ADA standards. Figure 24 depicts the existing and proposed laneage configuration. Master Plan Page 62 December 2015

67 Figure 24: 6 th Avenue South Laneage Configuration I-95 Southbound I-95 Northbound A Street 6th Avenue South Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups or SHPO Structures are anticipated to be impacted by the proposed improvements. The improvements are anticipated to impact an assisted living facility; however, no other community resources are anticipated to be impacted. Civil Rights and Environmental Justice considerations will need to be accounted for in subsequent phases due to the large percentage of minority households and low-income households. Right-of-way acquisition impacts are anticipated on the north and south sides of 6 th Avenue South both east and west of I-95. The right-of-way acquisition has the potential to impact two (2) commercial properties, at least 14 residential properties, and one (1) assisted living facility. The assisted living facility is anticipated to require relocation. No direct impacts to hazardous waste or contaminated sites are anticipated. No surface waters, including Lake Osborne, are anticipated to be impacted. Impacts to threatened or endangered species or their habitats are not anticipated. Master Plan Page 63 December 2015

68 The cost for the improvements is estimated to be approximately $3.95 million, including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 2.0 and NPV is approximately $517,000. The recommended next steps are an Interchange Operational Analysis Report (IOAR) and a Project Development and Environmental (PD&E) Study. This project is considered a Medium Project as the costs are anticipated to be between $8 million and $20 million, including right-ofway acquisition costs I-95 at Lantana Road The following improvements are recommended, impacting all five study intersections: Add a second (dual) right-turn lane to the I-95 southbound off-ramp. Add a second (dual) eastbound left-turn lane from Lantana Road to the I-95 northbound on-ramp and provide associated auxiliary lane to eastbound approach at the I-95 southbound ramps intersection. Realign the I-95 northbound off-ramp right-turn lane to the west. Signalize and overlap the northbound right-turn movement with the concurrent westbound left-turn phase at the I-95 southbound ramp. Provide appropriate signing and pavement marking to facilitate free-flow eastbound rightturns onto the I-95 southbound on-ramp. Extend the eastbound left-turn lane at the High Ridge Road intersection. Add a westbound through lane between the I-95 southbound off-ramp and Sunset Road/Costco Driveway. Add a receiving lane on the I-95 northbound on-ramp. Add an eastbound through lane between the I-95 northbound off-ramp and North 13th Street/Andrew Redding Road. Extend the inside left-turn lane on the I-95 northbound off-ramp Figure 25 depicts the existing and proposed laneage configuration. Master Plan Page 64 December 2015

69 Figure 25: Lantana Road Laneage Configuration High Ridge Road I-95 Southbound I-95 Northbound Shopping Center Drive Andrew Redding Road/ North 13 th Street Lantana Road Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal There is one State Historic Preservation Officer (SHPO) Resource Group within the vicinity of the proposed Lantana Road improvements, the SFRC/CSX railroad, and it has been determined by SHPO to be eligible for listing on the NRHP. The recommended improvements are anticipated to impact one government building, the Tax Collector building. No other community resources are anticipated to be impacted by the improvements. Civil Rights and Environmental Justice considerations will need to be accounted for in subsequent phases due to the large percentage of minority households and low-income households. Right-of-way acquisition impacts are anticipated on the north and south sides of Lantana Road, both east and west of I-95. The right-of-way acquisition has the potential to impact nine (9) properties, one of which, located at the northeast corner of the High Ridge Road at Lantana Road intersection, may require relocation. One (1) gas station in the STCM program is anticipated to be impacted by the improvements. The FDEP contamination locator map indicates that there are no documented discharges that have ongoing cleanup activities at this site. Master Plan Page 65 December 2015

70 The surface waters within the vicinity of the interchange are not anticipated to be impacted by the proposed improvements. Impacts to threatened or endangered species or their habitats are not anticipated. The cost for the improvements is estimated to be approximately $11.3 million, including maintenance of traffic, mobilization, and contingency, but does not include right-of-way acquisition. The estimated B/C ratio is 5.9 and NPV is approximately $25.7 million. The recommended next steps are an Interchange Operational Analysis Report (IOAR) and a Minor Categorical Exclusion (MiCE). This project is considered a Medium Project as the costs are anticipated to be between $8 million and $20 million, including right-of-way acquisition costs I-95 at Hypoluxo Road The following improvements are recommended, impacting all four study intersections: Add an eastbound right-turn lane at the High Ridge Road intersection. Add a northbound right-turn lane at the High Ridge Road intersection. Add a southbound right-turn lane at the High Ridge Road intersection. Replace the existing signal at the High Ridge Road and Hypoluxo Road intersection. Install sidewalk along the south side of Hypoluxo Road east of High Ridge Road. Add a third westbound through lane on Hypoluxo Road from Seacrest Boulevard/14th Street to existing six-lane section of Hypoluxo Road at median opening east of High Ridge Road. Extend westbound Hypoluxo Road to northbound on-ramp right-turn lane. Add a second (dual) left-turn lane on I-95 southbound off-ramp. Add pedestrian signal heads at each of the crosswalks for the southbound ramps. Add receiving lane on I-95 northbound on-ramp to allow westbound right-turn movement to operate as free-flow. Add a third left-turn lane to I-95 northbound off-ramp. Add southbound lane along the outside of South 14th Street. Restripe approach for separate left-turn, through, and right-turn movements. Re-stripe northbound approach to Seacrest Boulevard to 2 left-turn lanes and 1 shared through/right-turn lane. Figure 26 depicts the existing and proposed laneage configuration. Master Plan Page 66 December 2015

71 Figure 26: Hypoluxo Road Laneage Configuration Hypoluxo Road Seacrest Boulevard Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal One (1) State Historic Preservation Officer (SHPO) Resource Group, the Seaboard Air Line Railroad (a.k.a. SFRC/CSX Railroad), is located within the vicinity of the interchange and may be impacted by the widening of the Hypoluxo Road bridge over the railroad. No other SHPO Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the improvements. Right-of-way acquisition impacts are anticipated on the north side of Hypoluxo Road at Seacrest Boulevard, the west side of 14 th Street north of Hypoluxo Road, and the northwest, southwest, and southeast corners of the Hypoluxo Road at High Ridge Road intersection. No relocation impacts are anticipated. There are four (4) potential petroleum contamination sites within the vicinity of the improvements and two (2) of the sites occur in proximity to the proposed widening of Hypoluxo Road at the I-95 northbound ramps intersection. There are no wetlands or other surface waters within the limits of the proposed improvements. Impacts to threatened or endangered species or their habitats are not anticipated. Master Plan Page 67 December 2015

72 The cost for the improvements is estimated to be $13.7 million, including maintenance of traffic, mobilization, contingency, and design-build; but does not include right-of-way acquisition costs. The estimated B/C ratio is 3.8 and NPV is approximately $11.0 million. The recommended next steps are an Interchange Operational Analysis Report (IOAR) and a Minor Categorical Exclusion (MiCE). This project is considered a Medium Project as the costs are anticipated to be between $8 million and $20 million, including right-of-way acquisition costs I-95 at Gateway Boulevard The following improvements are recommended, impacting all five study intersections: Add a second (dual) westbound left-turn lane on Gateway Boulevard into Quantum Town Centre. Add a fourth eastbound through lane on Gateway Boulevard from just east of Quantum Lane to High Ridge Road. Add a fourth westbound through lane on Gateway Boulevard from the I-95 southbound off-ramp to Quantum Lane. Add a third westbound through lane on Gateway Boulevard from North Seacrest Boulevard to the I-95 southbound off-ramp. Add a third eastbound through lane on Gateway Boulevard from High Ridge Road to North Seacrest Boulevard. Add a second (dual) eastbound left-turn lane on Gateway Boulevard at High Ridge Road. Add a second (dual) westbound left-turn lane on Gateway Boulevard at High Ridge Road. Add a second (dual) eastbound right-turn lane on Gateway Boulevard at I-95 southbound on-ramp. Add a second (dual) eastbound left-turn lane on Gateway Boulevard at North Seacrest Boulevard. Add a second through lane in each direction on Gateway Boulevard from North Seacrest Boulevard to NE 1st Way. I-95 northbound on-ramp: Add additional receiving lane. I-95 northbound off-ramp: Add additional (triple) northbound left-turn lane. I-95 southbound off-ramp: Add additional (dual) southbound left-turn lane. Add a second (dual) southbound left-turn lane out of Quantum Village. Add a third (triple) southbound left-turn lane on High Ridge Road. I-95 southbound on-ramp: Add additional receiving lane. Add a dedicated southbound right-turn lane on High Ridge Road. Add a second (dual) northbound left-turn lane on High Ridge Road. Add a second (dual) northbound left-turn lane on North Seacrest Boulevard. Add a dedicated southbound right-turn lane on North Seacrest Boulevard. Figure 27 depicts the existing and proposed laneage configuration. Master Plan Page 68 December 2015

73 Figure 27: Gateway Boulevard Laneage Configuration Quantum Lane High Ridge Road I 95 Southbound I 95 Northbound Seacrest Boulevard Gateway Boulevard Quantum Town Centre Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal One (1) State Historic Preservation Officer (SHPO) Resource Group, the SFRC/CSX Railroad, is located within the vicinity of the interchange and may be impacted by the improvements. No other SHPO Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the improvements. Civil Rights and Environmental Justice considerations will need to be accounted for in a Project Development and Environmental (PD&E) study due to the large percentage of minority households and families with incomes below the poverty level. Right-of-way acquisition impacts are anticipated on the north and south sides of Gateway Boulevard both east and west of I-95, the east side of the I-95 northbound on- and off-ramps, the east side of High Ridge Road both north and south of Gateway Boulevard, the west side of High Ridge Road north of Gateway Boulevard, and the west side of Seacrest Boulevard both north and south of Gateway Boulevard. The proposed right-of-way acquisition has the potential to impact at least 34 residential properties, three (3) commercial properties, one (1) vacant industrial property, and two (2) municipal properties. It is anticipated that at least 19 residential properties are likely to require relocation. Master Plan Page 69 December 2015

74 No direct impacts to contaminated sites are anticipated. Hazardous substances (e.g., asbestos, lead-based paint, etc.) may be encountered during work on the Gateway Boulevard bridge overpass. The documented wetlands and surface waters are not anticipated to be impacted by the proposed improvements. Gopher tortoises are potentially present and if encountered will have to be relocated. Impacts to other threatened or endangered species are not anticipated. The cost for the improvements is estimated to be approximately $22.2 million, including construction, maintenance of traffic, and mobilization; but does not include right-of-way acquisition costs. The estimated B/C ratio is 12.5 and NPV is approximately $133 million. The recommended next steps are an Interchange Modification Report (IMR) and a Project Development and Environmental (PD&E) Study. This project is considered a Major Project as the costs are anticipated to exceed $20 million, including right-of-way acquisition costs I-95 at Boynton Beach Boulevard The following improvements are recommended, impacting all four study intersections: Add a second (dual) eastbound left-turn lane on Boynton Beach Boulevard to the I-95 northbound on-ramp and extend the auxiliary lane through I-95 southbound ramp intersection. Add second receiving lane on I-95 northbound on-ramp to receive dual eastbound leftturns. Convert yield-controlled westbound right-turn movement to free-flow by adding a third (triple) receiving lane on the I-95 northbound on-ramp. Add a second (dual) westbound left-turn lane on Boynton Beach Boulevard to the I-95 southbound on-ramp and extend the auxiliary lane through the I-95 northbound ramp intersection. Add second receiving lane on I-95 southbound on-ramp to receive dual westbound leftturns. Add a westbound through lane between NW 4th Street (east of I-95 northbound ramps) and Old Boynton Road. Add two additional (triple) right-turn lanes to the I-95 southbound off-ramp. Convert yield-controlled eastbound right-turn movement to free-flow by adding a third (triple) receiving lane on the I-95 southbound on-ramp. Add a third left-turn lane on I-95 northbound off-ramp. Extend right-turn lane on I-95 northbound off- ramp. Add a dedicated eastbound right-turn lane at the Seacrest Boulevard intersection. Add a dedicated westbound right-turn lane at the Industrial Avenue. Figure 28 depicts the existing and proposed laneage configuration. Master Plan Page 70 December 2015

75 Figure 28: Boynton Beach Boulevard Laneage Configuration Industrial Avenue I-95 Southbound I-95 Northbound Seacrest Boulevard Boynton Beach Boulevard Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted by the proposed improvements. Civil Rights and Environmental Justice considerations will need to be accounted for in subsequent phases due to the large percentage of minority households and low-income households. Right-of-way acquisition impacts are anticipated on the north and south sides of Boynton Beach Boulevard both east and west of I-95. The right-of-way acquisition is anticipated to impact 19 commercial businesses. The impacts to these businesses will not likely require relocation. The proposed improvements are anticipated to impact one (1) gas station which has potential contamination risks. No impacts to the wetlands or surface waters are anticipated. Impacts to threatened or endangered species or their habitats are not anticipated. Master Plan Page 71 December 2015

76 The cost for the improvements is estimated to be approximately $33.9 million, including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 4.1 and NPV is approximately $31.4 million. The recommended next steps are an Interchange Modification Report (IMR) and a Project Development and Environmental (PD&E) Study. This project is considered a Major Project as the costs are anticipated to exceed $20 million, including right-of-way acquisition costs I-95 at Woolbright Road The following improvements are recommended, impacting all four study intersections: Add a second (dual) eastbound left-turn lane on Woolbright Road at Corporate Drive/SW 8th Street. Extend dual westbound to I-95 southbound on-ramp auxiliary lanes on Woolbright Road. Extend dual eastbound to I-95 northbound on-ramp auxiliary lanes on Woolbright Road. Add third receiving lane along I-95 northbound on-ramp to allow westbound right-turn to operate as free-flow. Add a second (dual) eastbound left-turn lane on Woolbright Road at Seacrest Boulevard. Add a dedicated eastbound right-turn lane on Woolbright Road at Seacrest Boulevard. Add a dedicated westbound right-turn lane on Woolbright Road at Seacrest Boulevard. Add a dedicated southbound right-turn lane on Seacrest Boulevard at Woolbright Road. Add a dedicated northbound right-turn lane on Seacrest Boulevard at Woolbright Road. Figure 29 depicts the existing and proposed laneage configuration. Figure 29: Woolbright Road Laneage Configuration SW 8th Street I-95 Southbound I-95 Northbound Seacrest Boulevard Woolbright Road Corporate Drive Parker Avenue Master Plan Page 72 December 2015

77 Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal The SFRC/CSX railroad (State Historic Preservation Officer (SHPO) Resource Group) may be impacted and the Edward F. Harmening Arbor Memorial Park is anticipated to be impacted. This park may be considered a resource protected under Section 4(f) of the Department of Transportation Act. No other SHPO Resource Groups, SHPO Structures, or community resources are anticipated to be impacted. Civil Rights and Environmental Justice considerations will need to be accounted for in a Project Development and Environmental (PD&E) study due to the large percentage of minority households and families with incomes below the poverty level. Right-of-way acquisition impacts are anticipated on the north and south sides of Woolbright Road west of I-95, the north side of Woolbright Road east of I-95, the east side of Seacrest Boulevard south of Woolbright Road, and the west side of Seacrest Boulevard north of Woolbright Road. The right-of-way acquisition is anticipated to impact 25 properties of which at least nine (9) properties are likely to require relocation. The improvements are anticipated to impact one (1) gas station property. Petroleum cleanup was completed at this site and a site rehabilitation completion order was issued in Widening of the Woolbright Road bridge over the LWDD E-4 Canal will be required and may result in impacts to the Canal. Other impacts to wetlands or surface waters are not anticipated. The widening of the bridge over the LWDD E-4 Canal may impact potential foraging habitat for wood storks and potential scrub-jay nesting/foraging habitat occurs south of the project area. No impacts to other threatened or endangered species or their habitats are anticipated. The cost for the improvements is estimated to be approximately $6.4 million, including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 7.0 and NPV is approximately $18.4 million. The recommended next steps are an Interchange Operational Analysis Report (IOAR) and a Project Development and Environmental (PD&E) Study. This project is considered a Major Project as the costs are anticipated to exceed $20 million, including right-of-way acquisition costs. Master Plan Page 73 December 2015

78 12.16 I-95 at Atlantic Avenue The following improvements are recommended, impacting all four study intersections: Add a second (dual) eastbound left-turn lane at the Congress Avenue intersection. Add a second (dual) westbound left-turn lane at the Congress Avenue intersection. Add a westbound right-turn lane at the Congress Avenue intersection. Add a southbound right-turn lane at the Congress Avenue intersection. Add an auxiliary lane on the I-95 northbound on-ramp. Convert the outside westbound Atlantic Avenue lane to a turbo lane at the I-95 northbound ramps intersection by introducing a traffic separator (with opening at northbound ramps intersection) to separate the turbo lane from westbound through lanes. Results in the removal of the third (outside) westbound through lane at the I-95 southbound ramps. Add southbound right-turn lane at the 12th Avenue intersection. Convert the existing parking and bulbouts on westbound Atlantic Avenue between NW 12th Avenue and NW 10th Avenue to an auxiliary lane for I-95 destined traffic. Figure 30 depicts the existing and proposed laneage configuration. Figure 30: Atlantic Avenue Laneage Configuration Congress Avenue I-95 Southbound I-95 Northbound 12 th Avenue Atlantic Avenue Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal Master Plan Page 74 December 2015

79 One (1) State Historic Preservation Officer (SHPO) structure, PB 10312, located at 1701 W Atlantic Avenue (northwest corner of Atlantic Avenue and the CSX Railroad), has been evaluated by SHPO and designated as ineligible for listing on the National Register of Historic Places. No other SHPO Resource Groups, SHPO Structures, or community resources are anticipated to be impacted. Right-of-way acquisition impacts are anticipated on the north side of Atlantic Avenue west of I-95 and the northwest corner of the Atlantic Avenue at Congress Avenue intersection. No relocation impacts are anticipated. There are 15 potential petroleum contamination sites within the vicinity of the proposed improvements and three (3) of these sites occur immediately adjacent to the proposed improvements at the Congress Avenue intersection. No impacts to wetlands or surface waters are anticipated. No impacts to threatened or endangered species or their habitats are anticipated. The cost for the improvements is estimated to be approximately $4.7 million including construction, maintenance of traffic, and mobilization, but does not include right-of-way acquisition costs. The estimated B/C ratio is 14.2 and NPV is approximately $45.5 million. The recommended next steps are an Interchange Operational Analysis Report (IOAR), which has already been approved, a Minor Categorical Exclusion (MiCE), and Programmatic Categorical Exclusion (PCE) Checklist. This project is considered a Medium Project as the costs are anticipated to be between $8 million and $20 million, including right-of-way acquisition costs I-95 at Linton Boulevard The following improvements are recommended, impacting four of the five study intersections: Add eastbound auxiliary lane on the inside of eastbound Linton Boulevard from west of Congress Avenue connecting to the outside left-turn lane accessing the I-95 northbound on-ramp. Add a southbound right-turn lane at the Congress Avenue intersection. Relocate intersections of both I-95 northbound ramps and I-95 southbound ramps to realign closer to I-95 mainline. Add receiving lane on the I-95 southbound on-ramp to allow free-flow eastbound rightturn. Add receiving lane on the I-95 northbound on-ramp to allow free-flow westbound rightturn. Add third southbound left-turn lane on southbound off-ramp. Add a second (dual) eastbound left-turn lane at the Waterford Place/Wallace Drive intersection. Extend the eastbound right-turn lane at the Waterford Plaza/Wallace Drive intersection. Master Plan Page 75 December 2015

80 Add a new westbound auxiliary lane on Linton Boulevard starting just west of SW 10th Avenue/Alta Meadows Lane and connecting to a new free-flow westbound right-turn lane at the I-95 northbound on-ramp. Add signal heads along Linton Boulevard to allow one (1) signal head per lane and add backplates with yellow retro reflective tape on each signal head. Figure 31 depicts the existing and proposed laneage configuration. Figure 31: Linton Boulevard Laneage Configuration Congress Avenue I-95 Southbound I-95 Northbound Wallace Drive SW 10 th Ave Linton Boulevard Waterford Place Alta Meadows Lane Legend Existing Laneage Proposed Laneage Proposed Extension Proposed Flyover Ramp Remove Lane Re stripe Lane Convert to Turbo Lane Proposed free flow right turn lane Install Pedestal Mounted Traffic Signal No State Historic Preservation Officer (SHPO) Resource Groups, SHPO Structures, or community resources are anticipated to be impacted. Right-of-way acquisition impacts are anticipated on the south side of Linton Boulevard west of I-95, the north and south sides of Linton Boulevard east of I-95, and the northwest and southwest corners of the Linton Boulevard at Congress Avenue intersection. No relocation impacts are anticipated. There are 14 potential storage tank contamination monitoring sites within the vicinity of the interchange, of which three (3) occur adjacent to the proposed improvements. Master Plan Page 76 December 2015

81 No impacts to wetlands or surface waters are anticipated. No impacts to threatened or endangered species or their habitats are anticipated. The cost for improvements is estimated to be approximately $10.8 million, including construction, maintenance of traffic, mobilization, contingency, and design-build costs, but does not include right-of-way acquisition costs. The estimated B/C ratio is 8.6 and NPV is approximately $37.4 million. The recommended next steps are an Interchange Operational Analysis Report (IOAR), a Minor Categorical Exclusion (MiCE), and a Programmatic Categorical Exclusion (PCE) Checklist. This project is considered a Medium Project as the costs are anticipated to be between $8 million and $20 million, including right-of-way acquisition costs I-95 Mainline The following improvements are recommended along I-95 mainline at the deficient interchanges: Linton Boulevard Interchange Extend second northbound on-ramp lane to provide two lanes for 1,500 feet past the gore point with I-95 prior to merging to a single lane. This improvement will require additional pavement, bridge structure, and retaining wall. No additional right-of-way acquisition is anticipated. The total cost for improvement is estimated to be approximately $1.6 million. Gateway Boulevard Interchange Continue the single-lane northbound on-ramp as an auxiliary lane towards Hypoluxo Road. This improvement will require additional pavement and retaining wall. No additional right-ofway acquisition is anticipated. The total cost for improvement is estimated to be approximately $1.8 million. Hypoluxo Boulevard Interchange Extend second northbound on-ramp lane to provide two lanes for 1,500 feet past the gore point with I-95 prior to merging to a single lane. Continue single-lane southbound on-ramp as an auxiliary lane towards Gateway Boulevard. This improvement will require additional pavement, retaining wall, and a Dynamic Message Sign (DMS). No additional right-of-way acquisition is anticipated. The total cost for improvement is estimated to be approximately $3.8 million. Master Plan Page 77 December 2015

82 Southern Boulevard Interchange Extend southbound on-ramp lanes to provide two lanes for 1,500 feet past the gore point with I-95 prior to merging to a single lane. This improvement will require additional pavement, retaining wall, and a DMS. No additional right-of-way acquisition is anticipated. The total cost for improvement is estimated to be approximately $2.2 million. Palm Beach Lakes Boulevard Interchange Extend northbound on-ramp lanes to provide two lanes for 1,500 feet past the gore point with I-95 prior to merging to a single lane. Continue single-lane northbound on-ramp as an auxiliary lane towards 45 th Street. This improvement will require additional pavement, bridge structure, and retaining wall. No additional right-of-way acquisition is anticipated. The total cost for improvement is estimated to be approximately $7.9 million. 45 th Street Interchange Extend northbound on-ramp lanes to provide two lanes for 1,500 feet past the gore point with I-95 prior to merging to a single lane. Continue single-lane southbound on-ramp as an auxiliary lane towards Palm Beach Lakes Boulevard. This improvement will require additional pavement, bridge structure, and retaining wall. No additional right-of-way acquisition is anticipated. The total cost for improvement is estimated to be approximately $7.5 million. Blue Heron Boulevard Interchange Extend northbound on-ramp lanes to provide two lanes for 1,500 feet past the gore point with I-95 prior to merging to a single lane. Extend southbound on-ramp lanes to provide two lanes for 1,500 feet past the gore point with I-95 prior to merging to a single lane. This improvement will require additional pavement, retaining wall, and two cantilever signs. No additional right-of-way acquisition is anticipated. The total cost for improvement is estimated to be approximately $2.2 million. A table summarizing the recommended improvements, design considerations, and opinion of probable construction costs in included in Appendix N. Master Plan Page 78 December 2015

83 13 Design Year (2040) Build Conditions Traffic Operational Analysis (With Improvements) Based on the results of the 2040 No-Build analyses long-term improvements were developed for the 2040 design year. Peak hour (A.M. and P.M.) operational analyses were performed for the study intersections to estimate 2040 delay and LOS after implementation of the improvements utilizing Synchro. The Synchro results are included in the Appendices of each individual Concept Development Report (CDR). Tables summarizing the change in delay anticipated in 2040 with the implementation of the recommended improvements at each of the 17 interchanges during the A.M. and P.M. peak hours is included in Appendix O. With the recommended improvements, all study intersections are anticipated to operate at an acceptable LOS, except for 45 th Street at Congress Avenue, Okeechobee Boulevard at Congress Avenue, Boynton Beach Boulevard at Seacrest Boulevard, and Atlantic Avenue at Congress Avenue. Improvements were developed to allow these intersections to operate at an acceptable LOS; however, significant right-of-way acquisition would be necessary for construction and was determined not to be feasible. It should be noted that although the intersections will operate at a deficient LOS, the operations will not impact the I-95 interchange ramps. Figures 32A, 32B, and 32C summarize the 2040 Build LOS at each of the study intersections during the A.M. peak hour. Figures 33A, 33B, and 33C summarize the 2040 Build LOS at each of the study intersections during the P.M. peak hour. I-95 mainline was analyzed utilizing Highway Capacity Software (HCS). The HCS results are included in the Appendix of the Interstate 95 Master Plan Freeway Facility Analysis (Palm Beach County) Report, dated September For I-95 mainline, 10 northbound segments and 15 southbound segments are anticipated to operate at a deficient LOS E or F during either the A.M. or P.M. peak hour. Figure 34 summarizes the critical 2040 Build LOS along I-95 mainline during the A.M. and P.M. peak hours (i.e. worse LOS in either A.M. or P.M. peak hour shown). It should be noted that the Build mainline LOS results in Figure 34 are the same as the No-Build mainline LOS results in Figure 14 for all segments except Gateway Boulevard to Hypoluxo Road and Hypoluxo Road to Gateway Boulevard in the northbound and southbound directions, respectively. An improvement in LOS upon implementation of the ramps improvements was not recognized for most segments along the mainline because HCS calculates LOS based on density for the mainline and while the improvements will benefit traffic utilizing the ramps, the number of mainline lanes and vehicles in those lanes (i.e. density along the mainline) remained effectively unchanged. It is important to note that the purpose of the Interchange Master Plan was to identify interchange improvements. Subsequent studies of I-95 mainline will be needed to identify improvements to address the anticipated I-95 mainline delays and LOS. Master Plan Page 79 December 2015

84 Figure 32A: Future 2040 Build Intersection LOS Summary - A.M. Peak Hour (North) Master Plan Page 80 December 2015

85 Figure 32B: Future 2040 Build Intersection LOS Summary - A.M. Peak Hour (Central) Master Plan Page 81 December 2015

86 Figure 32C: Future 2040 Build Intersection LOS Summary - A.M. Peak Hour (South) Master Plan Page 82 December 2015

87 Figure 33A: Future 2040 Build Intersection LOS Summary - P.M. Peak Hour (North) Master Plan Page 83 December 2015

88 Figure 33B: Future 2040 Build Intersection LOS Summary - P.M. Peak Hour (Central) Master Plan Page 84 December 2015

89 Figure 33C: Future 2040 Build Intersection LOS Summary - P.M. Peak Hour (South) Master Plan Page 85 December 2015

90 Figure 34: 2040 Build I-95 Mainline LOS Summary (Critical LOS in either A.M. or P.M. peak hour shown) Master Plan Page 86 December 2015

91 14 Findings As summarized in the report, it has been determined that improvements are needed at 16 of the 17 study interchanges by 2020 (all interchanges except Forest Hill Boulevard) and improvements are needed at all 17 interchanges by The recommended improvements at each interchange can be categorized in three (3) separate groups: 2020 recommended improvements, 2040 recommended improvements, and Optional Non-Critical Arterial Improvements. Please note that Optional Non-Critical Arterial Improvements were identified, but determined not to be necessary or critical to the operations of the interchange; therefore, are considered optional/to be considered for funding by other local agencies. Each interchange Concept Development Report (CDR) has an in depth discussion of the implementation strategy for the recommended improvements. Table 1 provides a summary of the construction cost, B/C, and NPV for each of the interchanges based on the 2040 recommended improvements. Table 1: B/C and NPV analyses summary Interchange Construction Cost ($ Millions) B/C NPV ($ Millions) Northlake Boulevard $ $55.0 Blue Heron Boulevard (SR 708) $ $ th Street $ $25.4 Palm Beach Lakes Boulevard $ $28.3 Okeechobee Boulevard (SR 704) $ $12.7 Belvedere Road $ $7.2 Southern Boulevard (SR 80) $ $15.2 Forest Hill Boulevard (SR 882) $ $ th Avenue North $ $ th Avenue South $ $0.9 Lantana Road $ $25.7 Hypoluxo Road $ $11.1 Gateway Boulevard $ $133.4 Boynton Beach Boulevard (SR 804) $ $31.4 Woolbright Road $ $20.0 Atlantic Avenue (SR 806) $ $45.5 Linton Boulevard $ $37.4 Master Plan Page 87 December 2015

92 Utilizing the construction costs summarized above and through coordination with FDOT regarding initial right-of-way costs/assumptions, the interchange projects were categorized into Major, Medium, and Minor projects. The improvement projects were considered to be Major if the total costs were anticipated to exceed $20 million, Medium if the total costs were anticipated to be less than $20 million, but greater than $8 million, and Minor if the total costs were anticipated to be less than $8 million. Figure 35 depicts the project category for each of the interchanges. Figure 35: Major, Medium, and Minor Project Summary Master Plan Page 88 December 2015