ROAD SAFETY AUDIT. SR A1A from US 192 to Eau Gallie Boulevard

Transcription

1 ROAD SAFETY AUDIT SR AA from US 92 to Eau Gallie Boulevard Prepared for: Space Coast Transportation Planning Organization 2725 Judge Fran Jamieson Way Bldg. B / Room 05 / MS #82 Melbourne, FL Prepared by: Kittelson & Associates, Inc. 225 E. Robinson Street, Suite 450 Orlando, FL kittelson.com June 206

2 High Crash Corridors Analysis Road Safety Audit Report for SR AA from US 92 to SR 58/Eau Gallie Boulevard Section Number: Mile Post: to Brevard County Prepared for: Space Coast Transportation Planning Organization 2725 Judge Fran Jamieson Way, Building B, Room 05 Melbourne, FL Prepared by: Kittelson & Associates, Inc. 225 E Robinson St., Suite 450 Orlando, FL, 3280 June 206

3 Project Title: SR AA Road Safety Audit Field Review Dates: November 7 th and 8 th, 205 (AM/PM/afternoon/nighttime reviews and follow up meeting) Participants: Ryan Cunningham Kittelson & Associates, Inc. Team Leader Laura Carter Space Coast Transportation Planning Organization Georganna Gillette Space Coast Transportation Planning Organization Steven Bostel Space Coast Transportation Planning Organization Chad Lingenfelter Florida Department of Transportation, District 5 Joan Carter Florida Department of Transportation, District 5 (November 7 th only) Devin Swanson Brevard County Sgt. Marty Miller Melbourne Police Department (November 7 th only) Sgt. Scott Behringer Brevard County Sheriff (November 7 th only) Travis Hills Kittelson & Associates, Inc. Project Characteristics: Field Review Type: All Users (Vehicular, Pedestrian, Bicycle, Transit) Adjacent Land Use: Urban Commercial, Recreational, Residential Posted Speed Limit: 45 miles per hour (MPH) from US 92 to Palmetto Avenue; and 40 mph from Palmetto Avenue to Eau Gallie Boulevard. Opposite Flow Separation: Center Two Way Left Turn Lane (TWLTL) Service Function: Urban Principal Arterial Terrain: Flat Climatic Conditions: Sunny, Hot

4 END PROJECT BEGIN PROJECT Source: Google Maps 206 Figure SR AA Study Corridor Background In December 204, the Space Coast Transportation Planning Organization (TPO) released the 204 Annual Countywide Safety Report. The results identified high crash segments and intersections based on various crash metrics. The goal of the High Crash Corridors project is to generate a list of suggested improvements along five (5) high crash frequency corridors to address the growing need for vehicular safety in Brevard County: Wickham Road from Sarno Road to Parkway Drive; Malabar Road from Jupiter Boulevard to Minton Road and Emerson Drive to San Filippo Drive; SR AA from US 92 to Eau Gallie Boulevard; Emerson Drive/Minton Road/Palm Bay Road from Jupiter Boulevard to Culver Drive; and Babcock Street from Malabar Road to Palm Bay Road. SR AA, from US 92 to Eau Gallie Boulevard in Brevard County (Figure ), was identified as one of the high crash corridors. In order to suggest improvements along this corridor, crash history was evaluated and a Road Safety Audit (RSA) was conducted. This RSA was commissioned by the Space Coast Transportation Planning Organization (SCTPO) to identify maintenance type, near term, and long term suggestions to be considered by SCTPO staff and partner agencies (i.e. FDOT District Five (D5), Brevard County, local law enforcement). This report summarizes the evaluation of the SR AA corridor. 2

5 The RSA process involves multi disciplinary representatives from various stakeholders, including representatives from transportation planning, traffic operations, roadway design, safety, and law enforcement, as needed. RSAs are conducted to identify potential safety issues and provide improvement suggestions in a team collaborative environment. Some improvements presented in this report may be implemented through maintenance type activities, while other suggested safety improvements may be considered for future study. Each suggestion identified in this study is classified into one of three categories: Maintenance issues identified for maintenance may be addressed by public agency staff on a short timeframe and at a relatively low cost. Near Term Improvement (within 5 years) activities that may be incorporated into an upcoming construction project in the area, including 3R milling and resurfacing projects. Long Term Improvement (5+ years) activities that may be incorporated into upcoming construction projects and may need to be programmed for funding as separate projects. The issues and suggested improvements reflect the consensus of the RSA team and not necessarily that of the SCTPO. The RSA team met in the morning on Tuesday, November 7, 205 at the Satellite Beach City Hall to discuss the study corridor and crash history. Starting at :00 PM, the study team drove the entire corridor, south to north then north to south, to gain an understanding of the facility characteristics from a driver s perspective. The team was then divided into three groups:. Walked west side from US 92 to Pine Tree Drive (also walked east side between US 92 and Grosse Pointe Avenue); 2. Walked west side from Pine Tree Drive to Eau Gallie Boulevard; and 3. Drove signalized intersections and minor streets for the study corridor. Once the afternoon observations were completed, the study team observed weekday PM peak hour observations at the signalized intersections. The team reassembled in the evening, after sunset, to make observations in nighttime conditions. The following day (Wednesday, November 8 th ), the study team observed weekday AM peak hour observations at the signalized intersections. A follow up debrief meeting was held at the Satellite Beach City Hall once the AM observations were completed to discuss the corridor s issues and potential improvements. Study Corridor Characteristics US 92 to Eau Gallie Boulevard 3.4 miles Posted speed limits as follows: o US 92 to Palmetto Avenue = 40 MPH; and o Palmetto Avenue to Eau Gallie Boulevard = 45 MPH. Roadway cross section as follows: o Five lane section with two travel lanes in each direction and one center TWLTL. Bicycle lanes are not present along the length of the study corridor. A four foot paved shoulder is provided on both sides of the corridor along the length of the study corridor. Type F curb and gutter is present along both sides of SR AA from US 92 to Flug Avenue. 3

6 The study corridor has experienced an annual average daily traffic (AADT) of 22,00 vehicles/day with 6.2 percent trucks in 204. Presence of sidewalks as follows: o Both sides of the roadway from US 92 to Grosse Pointe Avenue that is separated from the curb by an approximate 2 foot landscape buffer strip; and o West side of the roadway only from Grosse Pointe Avenue to Eau Gallie Boulevard (present on east side of SR AA in front of the Hilton Hotel). From Grosse Pointe Avenue to Flug Avenue, the sidewalk is separated from the curb by an approximate 2 foot landscape buffer strip. From Flug Avenue to Eau Gallie Boulevard, the sidewalk is separated from the roadway by an approximate 6 to 0 foot landscape area. An unsignalized mid block crossing with a center pedestrian refuge is present between 2 nd Avenue and 3 rd Avenue. A pedestrian bridge over SR AA is present near the Brevard County Fire Rescue Station and Crowne Plaza Hotel just south of Ponce De Leon Drive. Indialantic Elementary School and Hoover Middle School are both located approximately ¼ mile west of the study corridor between Grosse Pointe Avenue and Flug Avenue. The study team observed the following along SR AA during school start/end times: o Buses utilized back roads to get from schools to Grosse Pointe Avenue (signalized intersection), because it was easier to make a left turn onto SR AA. o No traffic issues observed along SR AA due to school traffic. Street lighting is intermittent along the west and east sides of SR AA. The land uses along the corridor are listed below: o Residential (single family homes, apartments, and condominiums). o Institutional o Hotel o Commercial and retail o Recreational uses (beach, parks, etc.) Space Coast Area Transit (SCAT) bus route 26 serves the SR AA corridor with 2 hour headways. Five (5) signalized intersections as detailed below: o SR AA/US 92 Old version of special emphasis crosswalk markings on all four legs; All crosswalks include pedestrian actuated signals with push buttons and countdown timers; Continuous sidewalks in all directions; and Intersection lighting only present on the southeast corner of the intersection. o SR AA/Grosse Point Avenue Old version of special emphasis crosswalk markings on the south and west legs; All crosswalks include pedestrian actuated signals with push buttons (no countdown timers present); Continuous sidewalks along the west side of SR AA and on the east side south of the intersection; and Intersection lighting only present on the southwest corner of the intersection. o SR AA/Paradise Boulevard: The parking lot and access for the Paradise Beach and Park serves as the east leg of the intersection; Old version of special emphasis crosswalk markings on the north and west legs; 4

7 o o All crosswalks include pedestrian actuated signals with push buttons and countdown timers; Continuous sidewalks in the following locations: West side of SR AA Both sides of the west leg of Paradise Boulevard North side of the east leg (entrance to the Paradise Beach and Park) Intersection lighting on the northwest corner of the intersection. SR AA/Holy Name of Jesus Catholic Church: Old version of special emphasis crosswalk markings on the west and south legs; All crosswalks include pedestrian actuated signals with push buttons (no countdown timers present); Continuous sidewalks along the west side of SR AA and a sidewalk on the east side of SR AA in front of the Hilton Hotel (south leg); and No intersection lighting present. SR AA/Eau Gallie Boulevard: There is one eastbound and southbound free flow channelized right turn bypass lane at the intersection; The parking lot and access for the Canova Beach Park serves as the east leg of the intersection; Old version of special emphasis crosswalk markings on the south and east legs; Old version of special emphasis crosswalk markings on the eastbound free flow channelized right turn bypass lane; All crosswalks include pedestrian actuated signals with push buttons and countdown timers; and Continuous sidewalks at the following locations: West side only on the south leg South side only on the west leg East side only on the north leg Both sides on the east leg Intersection lighting is present on all four corners of the intersection. Crash History ( ) Six (6) full calendar years (January to December) of available vehicular crash data, 2009 to 204, were utilized for the SR AA crash analysis. Crash data was obtained from two sources:. The FDOT Crash Analysis Reporting System (CARS) database from 2009 to 203 and 2. The Signal Four Analytics database, maintained by the University of Florida from 2009 to 204. The CARS data was not yet certified for 204 when this project began, thus the reason for six years of Signal Four Analytics crash data instead of the traditional five. The additional crashes from the Signal Four database supplemented the CARS data along SR AA. 439 vehicular crashes were reported over the six year study period. A map displaying the locations of crashes along the SR AA corridor is located in Appendix A along with a map showing the signal spacing along the corridor. Of the 439 crashes reported during the study period, there were: Four (4) fatal crashes (< percent); 72 injury crashes (39 percent); and 5

8 263 property damage only (PDO) crashes (60 percent). Collision diagrams (located in Appendix A) for the corridor include the following crashes: At signalized intersections; Fatal crash locations; Pedestrian crash locations; and Bicycle crash locations. Fatal Crash Details The two vehicle vehicle fatal crashes are summarized below (in order from south to north): Crash Number o On May 6, 200 at 9:23 AM a crash involving a motorcycle and a passenger vehicle occurred approximately 300 feet south of the signalized intersection of SR AA and Grosse Pointe Avenue under daylight and dry roadway surface conditions. The motorcycle was traveling southbound along SR AA in the outside lane. The vehicle was traveling eastbound, attempting to leave a shopping plaza. The vehicle pulled out in front of the motorcycle to make a left turn to head northbound on SR AA and the motorcycle struck the vehicle. The driver of the motorcycle was not wearing a helmet at the time of the collision and was transported to the hospital where he was later pronounced deceased. Crash Number o On March, 204 at 2:30 PM a crash involving two vehicles and a pedestrian occurred near the intersection of Waters Edge Lane under daylight and dry roadway surface conditions. Vehicle 2 was traveling northbound in the outside lane along SR AA. Vehicle was also traveling northbound in the outside lane along SR AA at a high speed. The driver of Vehicle attempted to avoid Vehicle 2 as Vehicle 2 was slowing down, but struck Vehicle 2 in the rear. Vehicle rotated and collided with a mailbox, culvert, utility, pole and finally, a southbound pedestrian crossing a driveway on the east side of SR AA. The pedestrian was thrown into an area of dense brush and Vehicle overturned and the driver was ejected before Vehicle caught on fire. The driver of Vehicle was pronounced deceased at the scene and the pedestrian was pronounced deceased two days after the incident. Two pedestrian related fatal crashes also occurred along the corridor but are summarized in the Pedestrian and Bicycle Crash Statistics section on page 7. Corridor Wide Crash Trends The reported corridor crashes are displayed by different key crash trends such as measures of time (year, month, day, and hour), crash types, lighting conditions, and alcohol/drugs. Overall, the number of crashes has increased from 2009 to 204. The corridor saw a peak of 00 crashes during the six year period. Over this same six year time period, there has been an increase in the AADT along the corridor as well. 6

9 Time (Figure 2 through Figure 5) April (46 crashes), November (44 crashes), March (40 crashes), and December (39 crashes) were the highest crash months during the year while Saturday (75 crashes) and Sunday (72 crashes) were the highest crash days. Seventy eight (78) percent of all crashes occurred between 7:00 AM and 7:00 PM. Figure 2 Figure 3 Figure 4 Figure 5 Crash Type and Lighting (Figure 6 and Figure 7) Forty one (4) percent (78 crashes) were rear end related; 3 percent (59 crashes) were fixed object related; 2 percent (54 crashes) were left turn related; percent (50 crashes) were angle related; percent (46 crashes) were sideswipe related; and Twenty eight (28) percent of crashes occurred under dark lighting conditions (dawn, darklighted, dark unlighted, and dusk lighting conditions). 7

10 Figure 6 Figure 7 Alcohol and Drugs Alcohol and/or drugs were involved in 37 crashes (8 percent) throughout the corridor. Intersection Crash Statistics Of the 439 total crashes along the SR AA corridor, 67 crashes (38 percent) occurred at the five (5) signalized intersections. The individual crash statistics for each of those intersections is detailed as follows: SR AA at US 92 (35 crashes) SR AA at Grosse Pointe Avenue (9 crashes) SR AA at Paradise Boulevard (32 crashes) SR AA at Holy Name of Jesus Catholic Church (6 crashes) SR AA at Eau Gallie Boulevard (65 crashes) SR AA at US 92 (35 total crashes) 46 percent (6 crashes) were injury related and 54 percent (9 crashes) were property damage only (PDO). 46 percent (6 crashes) were rear end, 4 percent (5 crashes) were fixed object, and percent (4 crashes) were sideswipe (Figure 8). o 3 of the 4 sideswipe crashes occurred in the northbound direction. 34 percent (2 crashes) occurred in non daylight conditions. April (6 crashes) and December (6 crashes) were the highest crash months. Tuesday (9 crashes) and Wednesday (8 crashes) were the highest crash days during the week. 40 percent (4 crashes) occurred between 3:00 PM and 6:00 PM (Figure 9). Two bicycle crashes occurred just south of the intersection, pedestrian crash and bicycle crash occurred just north of the intersection. 8

11 Figure 8 Figure 9 SR AA at Grosse Point Avenue (9 total crashes) 68 percent (3 crashes) were injury related and 32 percent (6 crashes) were property damage only (PDO). 68 percent (3 crashes) were rear end, percent (2 crashes) were fixed object, and percent (2 crashes) were left turn (Figure 0). o 0 of the 3 rear end crashes occurred in the southbound direction. o Both left turn crashes occurred in the influence area of the intersection, but involved vehicles turning into the Indialantic Center on the southwest corner of the intersection. 84 percent (6 crashes) occurred during daylight lighting conditions. 37 percent (7 crashes) occurred between :00 AM and :00 PM (Figure ). Figure 0 Figure SR AA at Paradise Boulevard (32 total crashes) 9 percent (6 crashes) were injury related and 8 percent (26 crashes) were property damage only (PDO). 59 percent (9 crashes) were rear end, 3 percent (4 crashes) were sideswipe, 3 percent were left turn, and 3 percent (4 crashes) were fixed object. o 9 of the 9 rear end crashes occurred on the northbound approach. o 8 of the 9 rear end crashes occurred on the southbound approach. o All four left turn crashes involved a northbound left turning vehicle. pedestrian crash occurred along the south leg of the intersection. No crosswalk is provided on that leg. 9

12 38 percent (2 crashes) occurred in non daylight conditions (Figure 2). July (6 crashes) and August (4 crashes) were the highest crash months. Friday (7 crashes) and Saturday (7 crashes) were the highest crash days during the week. 44 percent (4 crashes) occurred between 3:00 PM and 7:00 PM (Figure 3). Figure 2 Figure 3 SR AA at Holy Name of Jesus Catholic Church (6 total crashes) 56 percent (9 crashes) were injury related and 44 percent (7 crashes) were property damage only (PDO). 75 percent (2 crashes) were rear end, 6 percent ( crash) were bicycle, and 6 percent ( crash each) were angle/left turn/right turn related. o 6 of the 2 rear end crashes occurred in the northbound direction. o 6 of the 2 rear end crashes occurred in the southbound direction. bicycle crash occurred along the south leg of the intersection (not in marked crosswalk). 3 percent (5 crashes) occurred in non daylight conditions. December (4 crashes) was the highest crash month and Saturday (4 crashes) was the highest crash day during the week (Figure 4). 50 percent (8 crashes) occurred between 0:00 AM and 3:00 PM (Figure 5). Figure 4 Figure 5 0

13 SR AA at Eau Gallie Boulevard (65 total crashes) 28 percent (8 crashes) were injury related and 72 percent (47 crashes) were property damage only (PDO). 66 percent (43 crashes) were rear end, 5 percent (0 crashes) were sideswipe, 2 percent (8 crashes) were fixed object, and 5 percent (3 crashes) were left turn. o 2 of the 43 rear end crashes occurred in the northbound direction. o of the 43 rear end crashes occurred in the southbound direction. 28 percent (8 crashes) occurred in non daylight conditions (Figure 6). 34 percent (22 crashes) occurred between 4:00 PM and 9:00 PM (Figure 7). Figure 6 Figure 7 Segment and Unsignalized Intersection Crash Statistics There were a total of 272 segment crashes during the analysis period. The following summarizes the total number of crashes for each segment: Segment 4 th Avenue to Grosse Pointe Avenue (36 crashes over 0.50 miles) Segment 2 Grosse Point Avenue to Paradise Boulevard (28 crashes over.62 miles) Segment 3 Paradise Boulevard to Holy Name of Jesus Catholic Church (58 crashes over 0.80 miles) Segment 4 Holy Name of Jesus Catholic Church to Eau Gallie Boulevard (50 crashes over 0.7 miles) The 272 segment crashes were reviewed by locations to identify any additional trends or high crash locations. The individual crash statistics for each of the locations reviewed is detailed as follows: 3 rd Avenue (2 crashes) 33 percent of crashes (4 crashes) were injury related and 67 percent (8 crashes) were PDO. There were 3 each of angle crashes and fixed object/run off the road crashes and 2 crashes each of rear end, left turn, and sideswipe (Figure 8). Half of the crashes (6) at this location occurred between 2:00 PM and 5:00 PM (Figure 9). Alcohol and/or drugs were not a factor in any crashes at this location.

14 Watson Drive (8 crashes) Figure 8 Figure 9 3 percent ( crash) was injury related and 87 percent (7 crashes) were PDO. 6 of the 8 crashes (75 percent) were fixed object/run off the road crashes (Figure 20). 5 of the 8 crashes occurred midweek (Wednesday and Thursday) (Figure 2). Alcohol and drugs were involved in one crash. Figure 20 Figure 2 Franklyn Avenue to Flug Avenue (43 crashes over 0.22 miles) 30 percent (3 crashes) were injury related and 70 percent (30 crashes) were PDO. The most common crash types were (Figure 22): o Rear end (5 crashes) o Left turn ( crashes) 4 occurred at the Franklyn Avenue intersection occurred at the Niemira Avenue intersection 4 occurred at the Washington Avenue intersection 2 occurred at the Flug Avenue intersection o Angle (6 crashes) 2 occurred at the Franklyn Avenue intersection occurred at the Niemira Avenue intersection 3 occurred at the Flug Avenue intersection o Fixed object/run off the road (5 crashes) 2

15 23 percent (0 crashes) occurred under dawn, dusk, dark lighted, or dark unlighted conditions (Figure 23). Alcohol was involved in three crashes (7 percent) in this section. o occurred at Franklyn Avenue o occurred between Niemira Avenue and Washington Avenue o occurred at Washington Avenue 0 of the 43 crashes (23 percent) of crashes occurred between 7:00 AM and 9:00 AM. One bicycle crash occurred between a northbound bicycle on the west sidewalk and an eastbound vehicle at Palmetto Avenue. Coconut Drive ( crashes) Figure 22 Figure percent (9 crashes) were injury related crashes and 8 percent (2 crashes) were PDO. There were 3 each of angle and left turn crashes and 2 each of rear end and fixed object/run off the road crashes (Figure 24). One head on crash occurred within the center TWLTL. 27 percent (3 crashes) of crashes occurred under dusk, dark lighted, and dark unlighted conditions (Figure 25). Alcohol and/or drugs were not a factor in any crashes at this intersection. Figure 24 Figure 25 3

16 Pine Tree Drive (5 crashes) 7 percent of crashes ( crash) were fatal, 46.5 percent of crashes (7 crashes) were injury related, and 46.5 percent (7 crashes) were PDO. Rear end and fixed object/run off the road were the most common crash types with 5 and 3 crashes respectively (Figure 26). 33 percent (5 crashes) were under dark lighted or dark unlighted conditions (Figure 27). One pedestrian crash involved alcohol and resulted in a fatality. Figure 26 Figure 27 Ponce De Leon Drive to Coral Way (9 crashes over 0.7 miles) 32 percent (6 crashes) were injury related and 68 percent (3 crashes) were PDO. The most common crash types were (Figure 28): o Angle (8 crashes) 4 occurred at Ponce De Leon Drive 4 occurred at Coral Way o Rear End (4 crashes) occurred at Ponce De Leon Drive 3 occurred at Coral Way o Sideswipe (2 crashes) Both occurred at Ponce De Leon Drive o Fixed object/run off the road (2 crashes) occurred at each location o Head on ( crash) Crash occurred within the TWLTL 32 percent (6 crashes) occurred under dawn, dark lighted, or dark unlighted conditions (as displayed in Figure 29). Alcohol was involved in one crash at each location. 4

17 Figure 28 Figure 29 Atlantic Avenue to Hurley Drive (24 crashes over 0.6 miles) 54 percent (3 crashes) were injury related and 46 percent ( crashes) were PDO. The most common crash types were: o Rear end (9 crashes) occurred at Atlantic Avenue 4 occurred at North Court 4 occurred at Hurley Drive o Angle (4 crashes) 2 occurred at Atlantic Avenue each occurred at South Court and North Court o Left turn (4 crashes) occurred at each location (Atlantic Avenue, South Court, North Court, and Hurley Drive) o Fixed object/run off the road (4 crashes) 3 occurred at Atlantic Avenue occurred at Hurley Drive o Bicycle (3 crashes) All 3 occurred at the Hurley Drive intersection 38 percent (9 crashes) occurred under dusk, dark lighted, or dark unlighted conditions (as displayed in Figure 30). 3 crashes (3 percent) involved alcohol and 2 crashes (8 percent) involved alcohol and drugs (Figure 3). o 4 of the 9 crashes (44 percent) at Atlantic Avenue involved alcohol and/or drugs 2 crashes involved alcohol and 2 crashes involved alcohol and drugs o crash involved alcohol at South Court 5

18 Figure 30 Figure 3 Holy Name of Jesus Catholic Church to Eau Gallie Boulevard (50 crashes over 0.7 miles) 36 percent (8 crashes) were injury related and 64 percent (32 crashes) were PDO. The most common crash types were (Figure 32): o Rear end (5 crashes) o Left turn (0 crashes) 3 occurred within the vicinity Oceanside Boulevard intersection 3 occurred at the Walmart access o Angle (8 crashes) 2 crashes each occurred within the vicinity of Oceanside Boulevard and the Walmart access o Sideswipe (6 crashes) o Pedestrian (5 crashes) 26 percent (3 crashes) occurred under dusk, dark lighted, and dark unlighted conditions (as displayed in Figure 33). 44 percent (22 crashes) occurred between 3:00 PM and 6:00 PM (Figure 34). Alcohol was involved in 4 crashes (8 percent) and alcohol and drugs were involved in 2 crashes (4 percent) (Figure 35). There were 5 pedestrian crashes and bicycle crash in the vicinity of the Walmart/Lou s Blues access. Figure 32 Figure 33 6

19 Pedestrian and Bicycle Crash Statistics Figure 34 Figure 35 There were 2 pedestrian crashes (3 percent) and 6 bicycle crashes (4 percent) during the analysis period. Some general pedestrian and bicycle statistics are summarized in the following list and figures: Of the 2 pedestrian crashes, 2 were fatal, 9 were injury, and was PDO. Of the 6 bicycle crashes, 4 were injury and 2 were PDO. 2 of the 28 pedestrian and bicycle related crashes (43 percent) occurred at night (Figure 36). 0 of the 28 pedestrian/bicycle related crashes (36 percent) involved alcohol and/or drugs (Figure 37). 6 of the 28 pedestrian/bicycle related crashes (57 percent) occurred on Friday, Saturday, or Sunday. 2 of the 6 bicycle crashes occurred on the sidewalk: o of those crashes involved a bicycle riding against the flow of traffic being struck by a vehicle pulling out of the sidestreet/driveway. 3 of the 28 pedestrian and bicycle crashes occurred within the influence area of a signalized intersection; however, none of those crashes occurred within a marked crosswalk. Figure 36 Figure 37 The following bullets further summarize the pedestrian and bicycle crashes distribution along the corridor: Intersections SR AA at US 92 pedestrian and 3 bicycle 7

20 SR AA at Grosse Pointe Avenue none SR AA at Paradise Boulevard pedestrian SR AA at Holy Name of Jesus Catholic Church bicycle SR AA at Eau Gallie Boulevard none Segments Segment : 4 th Avenue to Grosse Pointe Avenue bicycle Segment 2: Grosse Point Avenue to Paradise Boulevard 4 pedestrian and 6 bicycle Segment 3: Paradise Boulevard to Holy Name of Jesus Catholic Church pedestrian and 4 bicycle Segment 4: Holy Name of Jesus Catholic Church to Eau Gallie Boulevard 5 pedestrian and 2 bicycle The 2 pedestrian and 6 bicycle crashes are detailed below (from south to north): Pedestrian Crashes Crash Number o On November 3, 20 at 7:35 PM a crash involving a pedestrian and a vehicle occurred near approximately 75 feet north of the intersection of SR AA and US 92 under dark lighted and dry roadway surface conditions. The pedestrian was attempting to cross SR AA heading westbound outside of a marked crosswalk. The vehicle was traveling northbound in the outside through lane and struck the pedestrian with its mirror. The pedestrian was under the influence of alcohol and drugs at the time of the incident. The collision resulted in an injury. Crash Number o On June 4, 203 at 2:5 PM a crash involving a pedestrian and a vehicle occurred near the intersection of SR AA and Boskind Road under daylight conditions. The pedestrian attempted to cross SR AA (heading eastbound) at a mid block location approximately 50 feet north of Boskind Road. The pedestrian was struck in the outside northbound through lane. The collision resulted in an injury. Crash Number o On March 5, 2009 at 2:40 PM a crash involving a pedestrian and a vehicle occurred at a mid block location south of Terrace Shores Drive under daylight conditions. The pedestrian attempted to cross SR AA from the east side of the roadway. The pedestrian avoided a semi truck traveling northbound in the outside lane, but was struck by a vehicle in the inside northbound lane along SR AA. The pedestrian was injured as a result of the incident. Crash Number o On February 8, 20 at 0:55 PM a crash involving a pedestrian and a vehicle occurred at a mid block location south of Pine Tree Drive under dark unlighted conditions. The pedestrian was crossing SR AA from the west side of the roadway and was struck in the outside southbound lane along SR AA. The pedestrian was under the influence of alcohol at the time of the incident. The pedestrian was transported to the hospital and was pronounced deceased. Crash Number

21 o On March, 200 at 7:25 PM a crash involving a pedestrian and a vehicle occurred at a mid block location near Waters Edge Lane under dark unlighted conditions. The pedestrian was crossing SR AA from the west side of the roadway and walked into the path of a southbound vehicle in the outside lane. The pedestrian was struck and thrown to the southwest. The pedestrian was under the influence of alcohol and drugs at the time of the incident. The pedestrian was pronounced deceased at the scene. Crash Number o On July 6, 200 at 9:57 PM a crash involving a pedestrian and a vehicle occurred at the signalized intersection of SR AA and Paradise Boulevard under dark lighted conditions. The pedestrian was attempting to cross SR AA (direction of travel unknown) along the south leg of the intersection. The pedestrian failed to yield the right of way to the northbound vehicle in the outside through lane. The pedestrian was struck in the back by the vehicle s mirror. No injuries were reported as a result of this incident. Crash Number o On October 7, 204 at 2:08 AM a crash involving a pedestrian and a vehicle occurred at a mid block location south of Ponce De Leon Drive under dark unlighted conditions. A pedestrian bridge was in the vicinity of the collision, but was not used by the pedestrian. The pedestrian attempted to cross SR AA from the west side of the road and was struck by a northbound vehicle (exact lane of collision is unknown). The pedestrian was under the influence of alcohol at the time of the incident and was transported to the hospital as a result of the collision. Crash Number o On November 2, 202 at 5:49 PM a crash involving a pedestrian and a vehicle occurred at a mid block location south of Eau Gallie Boulevard under dark lighted conditions. The pedestrian was walking back from the beach crossing SR AA heading westbound. The pedestrian was wearing dark clothing and could not be seen by a northbound driver traveling in the center TWLTL. The pedestrian was struck in the TWLTL and was under the influence of alcohol at the time of the incident. The pedestrian was transported to the hospital as a result of the collision. Crash Number o On March 20, 200 at 0:27 AM a crash involving a pedestrian and a vehicle occurred at a mid block location south of Eau Gallie Boulevard near the entrance/exit to Walmart under daylight conditions. The pedestrian and his father were traveling across SR AA from west to east and stopped in the center TWLTL. The child broke away from his father and ran back across the road (westbound) and was struck by a southbound vehicle in the outside lane. The child was transported to the hospital with leg injuries. Crash Number o On October 3, 200 at 7:50 PM a crash involving a pedestrian and a vehicle occurred at a mid block location near the entrance/exit to the Walmart along SR AA under dark lighted conditions. A vehicle was traveling southbound in the inside lane. The pedestrian was traveling eastbound from the Walmart parking lot entrance/exit and failed to yield the right of way to the southbound vehicle. The pedestrian was under the influence of alcohol at the time of the incident and was transported to the hospital. Crash Number o On December 8, 20 at 2:05 AM a crash involving a pedestrian and a vehicle occurred at a mid block location south of Eau Gallie Boulevard at the entrance/exit to Lou s Blues under dark lighted conditions. The vehicle was attempting to make a westbound right 9

22 turn onto SR AA to travel northbound. The pedestrian was crossing SR AA from the east side of the roadway and was struck by the vehicle in the inside northbound through lane. The driver was under the influence of alcohol and drugs at the time of the incident. The pedestrian was transported to the hospital as a result of the collision. Crash Number o On November 6, 202 at 5:57 PM a crash involving a pedestrian and a vehicle occurred at a mid block location south of Eau Gallie Boulevard near the entrance/exit to Walmart under dark unlighted conditions. The vehicle was traveling northbound along SR AA in the outside through lane. The pedestrian was wearing dark clothing and crossed SR AA heading eastbound and was struck by the northbound vehicle. The pedestrian was under the influence of alcohol at the time of the incident and was transported to the hospital. Bicycle Crashes Crash Number o On April 28, 202 at 4:03 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and 6 th Avenue under daylight conditions. The bicycle was traveling northbound along the shoulder of SR AA against the flow of traffic. The vehicle was traveling eastbound on 6 th Avenue and was pulling forward to turn right (southbound) onto SR AA. The vehicle struck the front tire of the bicyclist. The bicyclist was transported to the hospital as a result of the incident. Crash Number o On April 28, 200 at 2:59 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and 6 th Avenue under daylight conditions. The bicycle was traveling northbound along SR AA against the flow of traffic. The vehicle was traveling eastbound on 6 th Avenue and failed to stop at the stop sign along 6 th Avenue, striking the bicyclist. The bicyclist was transported to the hospital as a result of the incident. Crash Number o On October 4, 203 at 2:53 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Wavecrest Avenue under daylight conditions. The bicycle was traveling southbound on the northern sidewalk against the flow of traffic. The vehicle attempted a westbound right turn onto SR AA and struck the bicyclist. Minor injuries to bicyclist were reported as a result of the collision. Crash Number o On February 3, 204 at 8:00 AM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Palmetto Avenue under daylight conditions. The bicyclist was traveling northbound along the western sidewalk against the flow of traffic. The driver was stopped facing eastbound at the stop sign along Palmetto Avenue and pulled forward, striking the bicyclist. The crash resulted in injury for the bicyclist. Crash Number o On March 30, 200 at 8:20 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Ocean Oaks Drive under dark unlighted conditions. The bicyclist was traveling northbound along the western sidewalk against the flow of traffic. The driver was stopped facing eastbound at the stop sign along Ocean Oaks Drive and pulled forward, striking the bicyclist. The crash resulted in injury for the bicyclist. Crash Number

23 o On July 24, 20 at 7:00 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Ocean Oaks Drive under daylight conditions. The bicyclist was traveling northbound along the western sidewalk against the flow of traffic. The driver was stopped at the stop sign along Palmetto Avenue and pulled forward, striking the bicyclist. The crash resulted in injury for the bicyclist. Crash Number o On October 7, 203 at 3:39 PM a crash involving a bicycle and a vehicle occurred south of the intersection of SR AA and Beach Street under daylight conditions. The bicyclist was traveling southbound along SR AA in the paved shoulder. The vehicle was traveling southbound along SR AA in the inside through lane. The bicyclist swerved in the southbound travel lanes and struck the vehicle. The bicyclist was under the influence of alcohol at the time of the incident. The collision resulted in one injury. Crash Number o On March 28, 202 at 2:8 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Tanager Court under daylight conditions. The bicyclist was traveling northbound along the western sidewalk against the flow of traffic. The driver was stopped at the stop sign along Tanager Court and pulled forward, striking the bicyclist. The crash resulted in injury for the bicyclist. Crash Number o On November 20, 2009 at 4:40 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Tanager Court under daylight conditions. The bicyclist was traveling southbound along the western sidewalk. The driver was stopped at the stop sign along Tanager Court and pulled forward, striking the bicyclist s rear tire. No injuries were reported as a result of this incident. Crash Number o On December 9, 20 at 8:40 AM a crash involving a bicycle and a vehicle occurred south of the intersection of SR AA and Ponce De Leon Drive under daylight conditions. The vehicle was traveling southbound in the outside through lane and the bicycle was traveling in the same lane near the outside white line. Lawn equipment in the vehicle s trailer struck the bicyclist as the vehicle attempted to pass the bicyclist. The crash resulted in injury for the bicyclist. Crash Number o On May, 203 at 4:40 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Hurley Drive under daylight conditions. The bicyclist was traveling northbound along the western sidewalk against the flow of traffic. The driver was eastbound along Hurley Drive and failed to stop at the stop sign, striking the bicyclist. The crash resulted in injury for the bicyclist. Crash Number o On June 25, 203 at 9:30 AM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Hurley Drive under daylight conditions. The bicyclist was traveling northbound along the western sidewalk against the flow of traffic. The driver was stopped at the stop sign along Tanager Court and pulled forward, striking the bicyclist. The crash resulted in injury for the bicyclist. Crash Number o On November 24, 202 at 0:5 PM a crash involving a bicycle and a vehicle occurred at the intersection of SR AA and Hurley Drive under dark lighted conditions. The vehicle was traveling northbound in the TWLTL and the bicyclist was riding northbound along 2

24 the western sidewalk against the flow of traffic. The bicyclist entered the crosswalk along Hurley Drive as the vehicle made the northbound left turn. The bicycle struck the side of the vehicle, resulting in injury for the bicyclist. Crash Number o On September 3, 204 at 8:00 PM a crash involving a bicycle and a vehicle occurred at the signalized intersection of SR AA and the Holy Name of Jesus Catholic Church under dusk lighting conditions. The bicyclist was crossing SR AA heading westbound just north of the marked crosswalk on the south leg of the intersection. The vehicle was traveling southbound in the outside through lane. The bicyclist failed to yield the right of way to the southbound vehicle and was struck by the vehicle. The bicyclist was under the influence of alcohol at the time of the incident. No injuries were reported. Crash Number o On October 2, 202 at 5:30 PM a crash involving a bicycle and a vehicle occurred just north of the intersection of SR AA and Oceanside Boulevard under daylight conditions. The bicyclist was northbound along the east shoulder of SR AA. Vehicle 2 was also northbound along SR AA in the outside through lane. The bicyclist swerved into the outside northbound lane and was struck by the vehicle. No injuries were reported. Crash Number o On December 5, 203 at 3:00 PM a crash involving a bicycle and a vehicle occurred south of Eau Gallie Boulevard under daylight conditions. The vehicle was traveling northbound along SR AA in the inside through lane, slowing for a queue at the upcoming signal. The bicyclist was traveling eastbound across SR AA, while holding a cell phone. The bicyclist traveled in front of the vehicle and was struck by the vehicle. The bicyclist was transported to the hospital as a result of the incident. Pedestrian/Bicycle Crashes Mid Block at Walmart Entrance/Exit & Lou s Blues Of the 28 pedestrian and bicycle crashes, 6 crashes (5 pedestrian crashes and bicycle crash) occurred in the vicinity of the Walmart access/lou s Blues access along SR AA, approximately 500 feet south of Eau Gallie Boulevard. The following summarizes some of the key trends at this location: All six crashes at this location resulted in one injury each. Four (4) of the five pedestrian crashes (80 percent) involved alcohol and/or drugs. All four of the alcohol and/or drug related crashes occurred at night. Coordination with Previous/Ongoing Studies The SR AA corridor in Brevard County garners much attention due to its proximity to the beach, various land uses, and multi modal nature, especially in terms of pedestrians and bicyclists traversing SR AA to access the beach. Over the past 2 years, multiple studies have been performed and projects are upcoming that address some pedestrian/bicycle safety issues along the SR AA corridor within the vicinity of the US 92 to Eau Gallie Boulevard study corridor. Below is a summary of those studies and projects: Satellite Beach SR AA Pedestrian Crossing Evaluation September 204 o Begins north of Banana River Drive/Pine Tree Drive (north of Eau Gallie) and ends at Shearwater Drive (south of Pineda Causeway) within Satellite Beach city limits 22

25 o Recommends mid block crossings at five (5) locations within study area Some recommendations from report are included in Resurfacing Project discussed below FDOT D5 Pedestrian Safety Study May 205 o o Study performed from US 92 to Eau Gallie Boulevard Recommended 0 mid block crosswalk locations North of Watson Drive North of Niemira Avenue North of Flug Avenue North of Boskind Road North of Del Flora North of Terrace Shores Drive North of Pine Tree Drive North of Poinsetta Street North of Harris Boulevard South of Coral Way o At each crosswalk, the study recommended to construct a raised median refuge island and install street lighting. FDOT D5 Eau Gallie Boulevard Corridor Study Ongoing o Study being performed from Eau Gallie Causeway Bridge to SR AA o At SR AA/Eau Gallie Boulevard, study is proposing to: Extend the storage for the eastbound left turn lane; Add eastbound lane designation signage in advance of the intersection; Eliminate the channelized eastbound and southbound right turn lanes; and Add a sidewalk from Eau Gallie Boulevard to Lou s Blues on the east side of SR AA. FDOT D5 US 92 Resurfacing Project Construction to begin Spring/Summer of 206 o o Limits are from Fourth Avenue to just north of the Pineda Causeway Some RSA suggestions in this report are being constructed as part of the resurfacing and the applicable pages from the resurfacing project plan set are referenced for consistency FDOT D5 SR AA Mobility Study Future Project o Study will be performed from US 92 to Pineda Causeway o Goal of study is to assess recommendations/suggestions from above studies/projects and provide final list of improvements along entire corridor to enhance consistency along SR AA While this RSA includes a crash review for all roadway users, the pedestrian/bicycle safety issues/suggestions in this report will reference the above documents where applicable. 23

26 ROAD SAFETY AUDIT FINDINGS Transit Related Improvements SCAT completed the Bus Stop Americans with Disabilities Act (ADA) Assessment Report for every transit stop within their network in early 205. The SR AA study corridor has 20 transit stops reviewed as part of this assessment. The recommendations from the ADA report are summarized for each stop below: 5 th Avenue Northbound Pave a level 5 x3 slab between the curb and sidewalk to complete a 5 x8 boarding and alighting (B&A) area; Stripe the crosswalk at the nearby intersection; and Add detectable warnings to the nearby curb ramps. 3 rd Avenue Southbound Pave a level 5 x2 slab between the curb and sidewalk and a level 5 x slab behind the sidewalk to complete a 5 x8 B&A area. Indialantic Shopping Center Southbound Pave a level 5 x behind the sidewalk to complete a 5 x8 B&A area; and Resurface the nearby curb ramp/crosswalk. Grosse Pointe Avenue Northbound Move the stop 90 north; Pave a level 5 x3 slab between the curb and sidewalk to complete a 5 x8 B&A area; Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. Blueberry Muffin Northbound Relocate the stop 30 south; Pave a level 5 x8 slab and pave a ramp from the B&A area to the shoulder of the road which will act as the accessible path; and Add detectable warnings to the ramp. Palmetto Avenue Northbound Remove the pavement at the existing B&A area; Repave a level 5 x8 slab with a raised 6 curb to create a raised and level B&A area; Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible; and Add detectable warnings to the nearby curb ramps. 24

27 Boskind Road Southbound Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 6 path to connect the B&A area to the existing sidewalk; and Add detectable warnings to the nearby curb ramps. Boskind Road Northbound Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Pave a ramp from the B&A area to the shoulder of the road, which will act as the accessible path; Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. Coconut Drive Southbound Move the stop 5 north; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 7 path to connect the B&A area to the existing sidewalk; Stripe the crosswalk at the nearby intersection; and Add detectable warnings to the nearby curb ramps. Double Tree Hotel Northbound Move the bus stop 200 south; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible; Pave a 60 sidewalk from the B&A area to the nearby driveway; and Add detectable warnings to the nearby curb ramps. Pine Tree Drive Southbound Relocate the stop 00 south; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Pave a 00 sidewalk to connect to the existing sidewalk to the south; Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. Pine Tree Drive Northbound Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a path to connect the B&A area to the existing sidewalk; Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. 25

28 Paradise Boulevard Southbound Move the bus stop 50 north; Remove the pavement at the existing B&A area and repave a level 5 x8 slab with a raised 6 curb for the B&A area; Resurface the curb ramps to create a flush transition with the road; and Add detectable warnings to the nearby curb ramps. Paradise Boulevard Northbound Move the stop 70 south; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 5 sidewalk from the B&A area to the nearby intersection; Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. Harris Boulevard Southbound Remove the pavement at the existing B&A area and repave a level 5 x8 slab with a raised 6 curb for the B&A area. Crown Plaza Hotel Northbound Move the stop 200' north; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 0 sidewalk from the B&A area to the raised pedestrian crossing; Construct a curb ramp with a slope 8.3%; and Add detectable warnings to the nearby curb ramps. Coral Way Southbound Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 8 path to connect the B&A area to the existing sidewalk; and Add detectable warnings to the nearby curb ramps. Coral Way Northbound Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Pave a ramp from the B&A area to the shoulder of the road, which will act as the accessible path; Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible; and Add detectable warnings to the ramp. 26

29 Hilton Hotel Northbound Pave a level 5 x8 slab with a raised 6 curb for the B&A area; and Add a 4 path to connect the B&A area to the existing sidewalk. Holy Name of Jesus Catholic Church Southbound Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible; and Add detectable warnings to the nearby curb ramps. The detailed ADA bus stop sheets from the assessment report are located in Appendix B. 27

30 Summary of Safety Issues The RSA team identified and categorized corridor wide and location specific safety issues based on a qualitative risk scale. For the purposes of this RSA, risk is defined as a function of exposure, probability, and consequence. Exposure reflects the number of roadway users that could be influenced by the design feature. Probability reflects the likelihood of a crash influenced by the identified design feature. The consequence reflects the severity of a crash, if one occurs. The RSA team assigned the qualitative risk rating of safety issues identified within the SR AA study corridor relative to all other issues observed. Category III issues have potentially the greatest risk compared to the other observed issues; they are associated with higher exposure, probability, and/or consequence than other issues. Category II issues indicate higher risk than some issues and lower risk relative to other observed safety issues. Category I issues indicate the least risk compared to the other observed issues; they are associated with lower exposure, probability, and/or consequence. Category III issues identified by the RSA team: Five Lane Cross Section: Page 30 Pedestrian Facilities Mid Block Crossings: Page 34 Bicycle Facilities: Page 39 Sidewalk Connectivity: Page 79 Walmart Driveway Full Access: Page 84 Category II issues identified by the RSA team: Pedestrian Facilities Sidewalk Gaps: Page 32 Beach Access: Page 37 Unsignalized Intersection and Driveway Markings/Signage: Page 4 Signalized Intersection Crosswalk Markings: Page 43 Corridor Lighting: Page 45 Street Name Sign Visibility: Page 47 Run Off the Road/Fixed Object Crashes: Page 50 Signal Head Backplates: Page 52 Pedestrian Facilities at Signalized Intersections: Pages 54, 6, 72, 8, and 87 Signalized Intersection Lighting: Pages 58, 74, and 9 Curb Returns: Page 59, 75, and 80 Driveways Near Grosse Pointe Avenue Intersection: Page 63 Channelized Right Turn Lanes: Page 89 Category I issues identified by the RSA team: Pavement Markings at Signalized Intersections: Pages 57, 62, and 83 Sidewalk Drop Offs: Page 65 Sight Distance at Unsignalized Intersections: Page 67, 69, 70, and 7 Boskind Road Pedestrian Railing: Page 68 Driveway Access Near Paradise Boulevard Intersection: Page 76 Sidewalk Gap: Page 77 28

31 Missing Stop Sign: Page 78 Signal Timing: Page 86 The remainder of this report discusses the location and qualitative rating of risk given to each safety issue observed by the study team. The corridor wide issues are discussed first, then specific issues are discussed by location from south to north. 29

32 Location: Corridor Wide Issue #: Five Lane Cross Section Figure 38 Figure 39 Figure 40 Figure 4 Description of Issue: SR AA within the study limits consists of a five lane cross section, with two 0 2 travel lanes northbound and two 0 2 travel lanes southbound separated by a 0 2 two way left turn lane (TWLTL) (widths vary by location along the corridor), as displayed in Figure 38 through Figure 4. The TWLTL area provides full access throughout the corridor, leading to conflicts between southbound/northbound left turning vehicles or vehicles making a two stage left turn from a minor street/driveway. This type of roadway configuration contributes to angle, left turn, and head on crash types along the segments. For the corridor, 45 of the 50 angle crashes (90 percent), 44 of the 54 leftturn (8 percent), and all five head on crashes occurred along segments between signalized intersections. With the five lane cross section, mid block crossing pedestrians/bicyclists have to cross (0 2 lanes) of pavement without a refuge, although many pedestrians were observed waiting in the TWLTL for a gap to cross the travel lanes on the far side. The TWLTL does not provide a protected refuge area 30

33 (e.g., raised median) leaving pedestrians/bicyclists exposed to vehicular conflict when they use the TWLTL to cross SR AA (Figure 38 and Figure 4). Of the 2 pedestrian crashes that occurred along the corridor, nine occurred between northbound/southbound traveling vehicles and pedestrians attempting to cross SR AA at an unmarked location. Table. Qualitative Risk Rating for Five Lane Cross Section Function Classification Reasoning Exposure Category III TWLTL present along entire corridor Probability Category III 90 percent of angle, 8 percent of the left turn, and 00 percent of the head on crashes occurred along segments with the TWLTL Consequence Category III PDO to injury depending on crash type Overall Category III Suggestions for Improvement: In the near term, consider a study to review potential locations for spot medians. These spot medians are typically 40 in length and should be located in places where they do not restrict turning movements at minor streets or at major driveways. These spot medians will help reduce the number of conflict points for drivers along the corridor and will also provide refuge areas for pedestrians/bicyclists attempting to cross the roadway between signals. Note that these spot medians would not be marked as a formal mid block crossing and that formal mid block crossing treatments are discussed in Issue #3: Pedestrian Facilities Mid Block Crossings. As a long term improvement, consider conducting a study focused on changing the cross section of the roadway from five lanes with a TWLTL to a four lane divided roadway with a raised median. By adding a raised median and implementing access management along the corridor, the number of angle, left turn, and head on conflicts between signalized intersections will be reduced. 3

34 Issue #2: Pedestrian Facilities Sidewalk Gaps Location: Corridor Wide Figure 42 Figure 43 Figure 44 Figure 45 Description of Issue: Along the SR AA corridor, continuous sidewalk is provided on the west side of the roadway throughout the length of the study corridor (designated as the AA Urban Trail even though it is only 5 wide) and on the east side from US 92 to Grosse Pointe Avenue. North of Grosse Pointe Avenue to Eau Gallie Boulevard, no sidewalk is present as displayed in Figure 42 through Figure 45. Without sidewalks along the east side of the roadway, pedestrians have to walk on uneven ground, in a drainage ditch, or on the shoulder next to 40/45 mph traffic. The lack of sidewalk also does not provide accessibility to beach access points along the study corridor, as shown in Figure 44 and Figure 45. The intent of the RSA is to consider safety for all user groups based on both crash data and risk factors. There may not be crash data supporting the lack of sidewalks, but the RSA team conducted a risk based assessment and identified the locations to address the potential safety issues. 32

35 Table 2. Qualitative Risk Rating for Pedestrian Facilities Sidewalk Gaps Function Classification Reasoning Exposure Category II Two thirds of the east side of the corridor does not have sidewalk Probability Category I No crashes reported due to this issue Consequence Category III Potential for pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: In the near term, consider conducting a study to assess sidewalk connectivity along the corridor. As part of this study, two primary alternatives should be reviewed:. Reconstruct the sidewalk on the west side to be 0 2 wide and designate as a multi use trail; and 2. Add sidewalk on the east side of the roadway. Based on initial discussions with the RSA team, full sidewalks on the east side (alternative #2) may be a costly project due to the drainage issues that would need to be addressed, because of the lack of closed drainage north of Flug Avenue and the limited right of way along the corridor. It may be more feasible to widen the existing sidewalk on the west side, which would alleviate conflicts between pedestrians utilizing the sidewalk and bicycles riding on the sidewalk, and would also be more representative of the section s regional trail designation. If the roadway is reconstructed in the long term to include curb and gutter, as discussed in Issue #: Five Lane Cross Section, the addition of sidewalks on the east side should be considered. If sidewalks are added as part of that project, consider adding pedestrian facilities at the intersections of Paradise Boulevard (discussed in Issue #25: Pedestrian Facilities) and Holy Name of Jesus Catholic Church (discussed in Issue #33: Pedestrian Facilities). 33

36 Location: Corridor Wide Issue #3: Pedestrian Facilities Mid Block Crossings Figure 46 Figure 47 Figure 48 Figure 49 Description of Issue: As noted in Issue #, the five lane cross section with the TWLTL provides a challenge for pedestrians to cross the roadway. Two signalized intersections and a marked mid block crosswalk are located in the first half mile of the study corridor, but the next marked crossing location is at the Paradise Boulevard signalized intersection,.75 miles north. No signalized intersections are present between Grosse Pointe Avenue and Paradise Boulevard. During the field review, the RSA team observed pedestrians crossing mid block at various locations throughout the corridor, as displayed in Figure 46 through Figure 48. Of the 2 pedestrian crashes that occurred along the corridor, nine occurred between northbound/southbound traveling vehicles and pedestrians attempting to cross SR AA at an unmarked location. At the existing marked crosswalk just north of US 92, there are no active traffic control devices (such as rectangular rapid flashing beacons (RRFB) or others beacons). The crosswalk striping is faded and is the 34

37 old special emphasis marked crosswalk. During the field review, a RSA team member observed a nearmiss crash between a bicyclist utilizing the crossing and a southbound traveling vehicle. Table 3. Qualitative Risk Rating for Pedestrian Facilities Mid Block Crossings Function Classification Reasoning Exposure Category III Pedestrians/bicyclists can cross anywhere along the corridor at unmarked locations Probability Category III 9 of the 2 pedestrian crashes occurred with a pedestrian crossing SR AA being struck by a northbound or southbound traveling vehicle Consequence Category III Pedestrian/bicycle crash types Overall Category III Suggestions for Improvement: In the near term, the RSA team discussed the following safety enhancements at the existing mid block crossing just north of US 92: Restripe the crosswalk with special emphasis crosswalk markings consistent with sheet 0 of the FDOT Design Standard Index 7346 (crosswalk is being restriped with special emphasis crosswalk markings per sheet S 5 of the SR AA resurfacing plans which can be found in Appendix C). Install lighting on the crosswalk s west and east sides (proposed in the FDOT D5 Pedestrian Safety Study (May 205)). Provide an active warning device, such as a RRFB, at the crosswalk. RRFBs may also be used on the advance crosswalk signs per FHWA s interim approval memorandum. As noted previously, FDOT completed a pedestrian safety study from US 92 to Eau Gallie Boulevard in May 205 and recommended the following 0 marked mid block crosswalk locations: North of Watson Drive North of Niemira Avenue North of Flug Avenue North of Boskind Road North of Del Flora North of Terrace Shores Drive North of Pine Tree Drive North of Poinsetta Street North of Harris Boulevard South of Coral Way Within the report, no priority was given to which crosswalks should be installed before others. The RSA team discussed providing an implementation ranking for the above 0 proposed crosswalks based on crash data, surrounding land use, proximity to transit stops, and/or beach access points. Below is the suggested order of mid block crossing implementation: 35

38 . North of Watson Drive 2. North of Boskind Road 2. South of Coral Way 4. North of Terrace Shores Drive 5. North of Niemira Avenue 5. North of Poinsetta Street 7. North of Harris Boulevard 7. North of Flug Avenue 9. North of Del Flora 0. North of Pine Tree Drive The RSA team suggests the proposed mid block crossing on the south side of Harris Boulevard be reconsidered for the north side of the intersection to minimize impacts of the pedestrian refuge on the northbound left turn lane and to locate the mid block crossing closer to existing transit stops north of the intersection. At each mid block crossing location, the study recommended to construct a raised median refuge island and install street lighting. In addition to this suggestion, an active warning device, such as a RRFB, should be considered at the crosswalk installations. In addition to the 0 mid block crossing recommendations from the FDOT study, the RSA team identified one additional location where a mid block crossing could be considered: St. Mark s Church/Beach Access: A pedestrian beach access is located across the street from St. Mark s United Methodist Church, and the church has a sign welcoming surfers to park in their lot (west side of SR AA). This location is approximately 660 feet north of the proposed Poinsetta Street mid block crossing from the FDOT study. At this location, the following safety enhancements should be considered: Conduct a mid block crossing study per Section 3.8 of the FDOT Traffic Engineering Manual (TEM) to evaluate if a mid block crosswalk is warranted based upon existing demands. Provide an active warning device, such as a RRFB, at the crosswalk. RRFBs may also be used on the advance crosswalk signs per FHWA s interim approval memorandum. Provide a median refuge island for pedestrians in the TWLTL. Install lighting on the crosswalk s west and east sides. Restripe the crosswalk with special emphasis crosswalk markings consistent with sheet 0 of the FDOT Design Standard Index

39 Location: Corridor Wide Issue #4: Beach Access Figure 50 Figure 5 Figure 52 Figure 53 Figure 54 Figure 55 37

40 Description of Issue: The intent of the RSA is to consider safety for all user groups based on both crash data and risk factors. There may not be crash data supporting the beach access issue, but the RSA team conducted a riskbased assessment and identified the locations to address the potential safety issues. As discussed in Issue #2: Pedestrian Facilities Sidewalk Gaps, no sidewalks are present on the east side of SR AA from Grosse Pointe Avenue to Eau Gallie Boulevard. With the beach just east of SR AA, most of the primary beach access points north of Grosse Pointe Avenue do not have an accessible route that gets pedestrians/bicyclists from SR AA to the access as displayed in Figure 50 through Figure 54. Figure 55 shows an accessible beach access connection at the Grosse Pointe Avenue intersection. In addition to the lack of pedestrian facilities to reach beach access points, there is limited signage that makes drivers aware of where beach access points are located. There are also limited locations where drivers can park to access the beach. Table 4. Qualitative Risk Rating for Beach Access Function Classification Reasoning Exposure Category III Beach accesses are present consistently along corridor, pedestrians/bicyclists cross SR AA mid block to access these locations Probability Category I No crashes reported due to this issue Consequence Category III Potential for pedestrian/bicycle crash types, rear end crash types with drivers looking for a specific beach access location Overall Category II Suggestions for Improvement: The RSA team discussed various ideas for improving beach access connectivity and awareness along the SR AA study corridor: Beach Access Connectivity o Construct a sidewalk from the mid block crossing to a nearby beach access point for the suggested mid block crossings discussed in Issue #3 (if a beach access is nearby). For locations where drainage issues may be a concern (such as what is displayed in Figure 54), some type of elevated wooden boardwalk walkway could be constructed over the drainage area. This wooden boardwalk would need to meet ADA guidance. Beach Access Wayfinding o Add wayfinding signage along the corridor directing people to public parks for beach parking. 38

41 Location: Corridor Wide Issue #5: Bicycle Facilities Figure 56 Figure 57 Figure 58 Figure 59 Description of Issue: A 4 paved shoulder that is utilized by bicyclists is present between US 92 and Flug Avenue (Figure 56 and Figure 57). In the rural cross section with no curb and gutter, the paved shoulder varies in width (Figure 58). In some right turn lane locations, the paved shoulder ends as displayed in Figure 59. Of the 6 bicycle crashes along the corridor, three occurred with a bicyclist riding in the paved shoulder area. As noted in Issue #2, sidewalk is present on both sides of the roadway from US 92 to Grosse Pointe Avenue and on the west side from Grosse Pointe Avenue to Eau Gallie Boulevard. During the field review, the RSA team observed a majority of bicycles riding on the sidewalk and most of those cyclists riding against the flow of traffic due to there being no sidewalk on the east side of the roadway. Of the 6 bicycle crashes, occurred at minor street intersections or driveways and 0 of those involved cyclists riding against the flow of traffic. When most vehicles pull out of a minor street or driveway and are preparing to turn, the driver s primary focus is to the left, especially if they are making a right turn. When a cyclist is traveling against the flow of traffic on a sidewalk he/she is not in the line of sight for that driver, thus causing the conflict observed along this corridor. 39

42 Table 5. Qualitative Risk Rating for Bicycle Facilities Function Classification Reasoning Exposure Category III Beach corridor where bicyclists are frequently observed Probability Category III 3 bicycle crashes along roadway and at minor streets/driveways Consequence Category III Pedestrian/bicycle crash types Overall Category III Suggestions for Improvement: As part of the SR AA resurfacing project, the standard typical section as displayed on sheet S 9 (located in Appendix C) has a marked bicycle lane in the paved shoulder of varying width but is a minimum of 4 wide (not including the gutter pan). At right turn lane locations, the paved shoulder is maintained outside of the right turn lane but no bicycle lane keyhole is provided as shown on sheet S 2 of the signing and pavement marking plans. To address the issue of bicycle crashes at minor streets and driveways, consider using warning signs that would draw the motorist s attention to the presence of bicycles on the sidewalk in both directions (see Figure 60 for possible examples). It is noted that warning signs not included in the Manual of Uniform Traffic Control Devices (MUTCD) would require special approval prior to implementation. Example of Pedestrian/Bicycle Warning Sign Posted in St. Petersburg, FL Figure 60 As a long term improvement, consider widening the four foot bicycle lanes to be seven foot buffered bicycle lanes. In addition to the buffered bicycle lanes, keyholes should be considered at right turn locations where they are not being installed as part of the resurfacing project. These buffered bicycle lanes could be incorporated into the roadway cross section changes discussed in Issue #: Five Lane Cross Section. 40

43 Location: Corridor Wide Issue #6: Unsignalized Intersection and Driveway Markings/Signage Figure 6 Figure 62 Description of Issue: Marked crosswalks are not included (Figure 6) or are worn/faded (Figure 62) across the minor street approaches at the unsignalized intersections throughout the corridor. Vehicle conflicts with pedestrians or bicycles at minor (stop controlled) intersections or driveways account for 40 percent of the corridor wide pedestrian and bicycle crashes. Motorists exiting side streets/driveways were observed rolling past the stop bar/stop sign and into areas where pedestrians/bicyclists would be crossing the roadway, not stopping to look both directions before proceeding. As mentioned in Issue #5: Bicycle Facilities, 0 of the 6 bicycle crashes involved a vehicle exiting a driveway conflicting with a bicycle approaching from the right (i.e., riding opposite the direction of vehicle traffic flow). Detectable warning surfaces were also not installed at many of the minor street crossings. Table 6. Qualitative Risk Rating for Unsignalized Intersection and Driveway Markings/Signage Function Classification Reasoning Exposure Category II Utilized when pedestrians are present Probability Category II 40 percent of pedestrian/bicycle crashes occurred at minor streets/driveways Consequence Category III Pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: As part of the US 92 to Eau Gallie Boulevard roadway resurfacing project, the minor street approaches will be striped with standard crosswalk markings as displayed on sheet S of the signing and pavement marking plans (can be found in Appendix C). Detectable warning surfaces are also planned to be installed per FDOT Design Standard Index

44 As a near term improvement, consider using warning signs that would draw the motorist s attention to the presence of pedestrians or bicycles on the sidewalk in both directions (see Figure 63 for possible examples). It is noted that warning signs not included in the Manual of Uniform Traffic Control Devices (MUTCD) would require special approval prior to implementation. Example of Pedestrian/Bicycle Warning Sign Posted in St. Petersburg, FL Figure 63 42

45 Location: Corridor Wide Issue #7: Signalized Intersection Crosswalk Markings Figure 64 Figure 65 Description of Issue: Crosswalk markings at the signalized intersections along the corridor are striped with old special emphasis markings and are beginning to wear, as illustrated in Figure 64 for US 92 and Figure 65 for Paradise Boulevard. Table 7. Qualitative Risk Rating for Signalized Intersection Crosswalk Markings Function Classification Reasoning Exposure Category II Utilized when pedestrians are present Probability Category I No crashes occurred with pedestrians/bicyclists in a marked crosswalk at signalized intersections Consequence Category III Potential for pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: At the signalized intersections of Grosse Pointe Avenue, Paradise Boulevard, Holy Name of Jesus Catholic Church, and Eau Gallie Boulevard, the crosswalk striping is being upgraded to special emphasis as shown in sheets S 6, S 8, S 9, and S 2 of the resurfacing project signing and pavement marking plans (can be found in Appendix C). At Eau Gallie Boulevard, a sidewalk is being constructed through the pork chop island in the northwest corner of the intersection. A special emphasis crosswalk is being installed for the west leg of the intersection connecting the sidewalk in the pork chop island on the southwest corner with the sidewalk in the pork chop island on the northwest corner. A special emphasis crosswalk is also being installed across the southbound right turn lane connecting the sidewalk in the northwest corner pork chop island with the newly constructed sidewalk on the northwest corner of the intersection. 43

46 Because the intersection of US 92 with SR AA is not within the limits of the resurfacing project, it is suggested as a near term improvement to upgrade the crosswalk markings to special emphasis as shown on sheet 9 of FDOT Design Standard Index This will provide for crosswalk striping consistency along the length of the study corridor. 44

47 Location: Corridor Wide Issue #8: Corridor Lighting Figure 66 Figure 67 Description of Issue: The crash statistics showed 28 percent of the total crashes and 43 percent of the pedestrian/bicycle crashes along the corridor occurred during non daylight conditions. Intermittent corridor lighting is provided along the west and east sides of SR AA and there are long sections of roadway with no street lighting, as displayed in Figure 66 and Figure 67. With the intermittent/lack of corridor lighting, vehicles pulling out of minor streets/driveways and pedestrians/bicyclists utilizing the corridor at night can be difficult to see. Ambient lighting is present from some of the hotels and businesses along the corridor. Table 8. Qualitative Risk Rating for Corridor Lighting Function Classification Reasoning Exposure Category II Corridor under dark lighting conditions for 8 6 hours of the day depending on time of year Probability Category II 28 percent of total and 43 percent of the pedestrian/bicycle crashes occurred under dark lighting conditions Consequence Category II PDO to injury, depending on crash type Overall Category II Suggestions for Improvement: Due to the proximity to the beach, this section of SR AA has to accommodate lighting levels appropriate for marine turtles (as discussed on the Florida Fish and Wildlife Conservation Commission website: turtles/lighting/). With this in mind, consider conducting field measurements of existing lighting levels in the areas along the corridor with existing 45

48 lighting to evaluate lighting uniformity levels and add lighting where necessary. Also consider conducting a lighting justification study along unlit portions of the corridor to determine if additional lighting is justified. If additional lighting is needed, they must be installed per the standards outlined in the website above. One way to help reduce the lighting impact along the roadway is to install turtle shielding on the overhead lights as displayed in Figure 68 and Figure 69. In Figure 68, the light is facing west thus the shield is located on the back side whereas in Figure 69 the light is facing east thus the shield is located on the front side. Figure 68 Figure 69 46

49 Location: Corridor Wide Issue #9: Street Name Sign Visibility Figure 70 Figure 7 Figure 72 Description of Issue: Minor street name signage (sign D3 in 2009 MUTCD) is difficult to see during the day as well as at night due to size, location, and limited retro reflectivity, as illustrated in Figure 70. At the signalized intersections, the street name signs are visible during the day (Figure 7), but are difficult to see at night. The intersection of SR AA at the Holy Name of Jesus Catholic Church does not have intersection signage. The SR AA street name sign facing the southbound direction of travel at the Eau Gallie Boulevard intersection has interior illuminated signage, but it was not working. 75 of the 78 rear end crashes (42 percent) occurred between signalized intersections at either minor streets or driveways. Typically rear end crashes at these locations occur due to the speed differential between a turning vehicle and the vehicle following behind. If the street name signage is difficult to see, 47

50 this would cause drivers to slow down prematurely while still traveling along SR AA or it may cause drivers to rapidly decelerate if they are close to missing their turn. In both cases, the possibility of a rearend collision exists. During the field review, the study team observed drivers performing U turns throughout the corridor when there is really no need for U turns due to the five lane cross section and unlimited access along the roadway. One explanation is that drivers not familiar with the area are missing the street they are supposed to turn onto, because they cannot read the street name signage in advance of the intersection, especially at night. Table 9. Qualitative Risk Rating for Street Name Sign Visibility Function Classification Reasoning Exposure Category II Not usually an issue for local drivers, but being beachside there are tourists year round Probability Category II 42 percent of the rear end crashes occurred outside of signalized intersections Consequence Category I Rear end crashes, PDO to minor injury in nature Overall Category II Suggestions for Improvement: Consider sending a maintenance crew to fix the unlit interior illuminated SR AA street name sign for the southbound approach at the Eau Gallie Boulevard intersection. Consider replacing street name signage (sign D3 in 2009 MUTCD) at unsignalized intersections with new retro reflective signs using applicable font size following the guidance provided in section 2D 43 of the 2009 Manual on Uniform Traffic Control Devices (MUTCD). Table I 2 specifies 6 letter height on post mounted street signs at intersections along roadways with a posted speed of 40 mph or less (would be appropriate from US 92 to Palmetto Avenue) and 8 letter height on post mounted street signs at intersections along roadways with a posted speed of 45 mph or greater (would be appropriate from Palmetto Avenue to Eau Gallie Boulevard). Consider interior illuminated, overhead LED street name signs, per Table 2A of the MUTCD, at the signalized intersections of US 92, Grosse Pointe Avenue, and Holy Name of Jesus Catholic Church. As part of the SR AA Resurfacing Project, Paradise Boulevard is being converted from strain poles to mast arms and interior illuminated signs are being installed. Multiple minor streets along the corridor are utilized as cut through roadways between SR AA and Riverside Drive, which is the other major north/south roadway connecting US 92 and Eau Gallie Boulevard. At these intersections, consider advanced intersection warning signage such as W2 (if the minor street is a full intersection) or W2 2 (if the minor street is a t intersection). To compliment the advanced intersection warning signage, consider installing a street name plaque (W6 8aP) for the full intersection or a street name plaque with an arrow (W6 8P and W6 5P) for the t intersection. Increasing the distance from which a driver can see the street signs may reduce potential for rear end crashes associated with sudden deceleration from turning vehicles. 48

51 49

52 Issue #0: Run Off the Road/Fixed Object Crashes Location: Corridor Wide Figure 73 Description of Issue: As discussed in Issue #: Five Lane Cross Section, north of Flug Avenue the roadway has a rural cross section with a 5 paved shoulder and no curb and gutter (Figure 73). Run off the road/fixed object crashes were the second highest crash type along the entirety of the corridor and 38 of the 59 (64 percent) run off the road/fixed object crashes occurred at intersections or along segments having the rural cross section: Grosse Point Avenue to Paradise Boulevard 7 crashes At Paradise Boulevard 4 crashes Paradise Boulevard to Holy Name of Jesus Catholic Church 8 crashes Holy Name of Jesus Catholic Church to Eau Gallie Boulevard crash At Eau Gallie Boulevard 8 crashes Table 0. Qualitative Risk Rating for Run Off the Road/Fixed Object Crashes Function Classification Reasoning Exposure Category II Most of corridor has rural cross section with no curb and gutter Probability Category II 2 nd highest crash type (59 out of 439 total crashes) Consequence Category II Run off the road/fixed object crashes resulting in moderate to severe injuries Overall Category II 50

53 Suggestions for Improvement: In the near term, consider replacing the current outside white lane marking with profiled thermoplastic (also known as audible and vibratory pavement markings) where the non curb/gutter cross section is present (from just north of Flug Avenue to Eau Gallie Boulevard) on both sides of the roadway. According to the Federal Highway Administration (FHWA) Crash Modification Factor (CMF) Clearinghouse, adding rumble strips (profiled thermoplastic is the FDOT equivalent) can reduce crashes along a rural roadway segment by up to 7 percent. As discussed in Issue #: Five Lane Cross Section, the long term suggestion for the corridor is to convert from the current five lane cross section to a four lane divided roadway with sidewalks, bicycle lanes, and curb and gutter on both sides of the roadway. By converting from a rural cross section to an urban cross section, the potential number of run off the road/fixed object crashes may be reduced and vehicle speeds may slow down. 5

54 Location: Corridor Wide Issue #: Signal Head Backplates Figure 74 Figure 75 Description of Issue: Signal head backplates were not installed on the signal heads at any of the signalized intersections along the corridor (Figure 74 and Figure 75). Not having signal head backplates installed reduces visibility of the signal head possibly contributing to rear end, angle, and turning crash types at signalized intersections. Table. Qualitative Risk Rating for Signal Head Backplates Function Classification Reasoning Exposure Category III Present at every signalized intersection Probability Category I No crashes reported due to this issue Consequence Category II Potential for PDO to injury, depending on crash type Overall Category II Suggestions for Improvement: In the near term, consider installing signal head backplates for each of the signal heads at the signalized intersections. Along with the backplate installation, consider adding the 3 yellow reflective sheeting (Figure 76) to help the signal heads stand out during the day and become more retro reflective at night. According to the FHWA CMF Clearinghouse, adding the yellow reflective sheeting can reduce crashes at an intersection by up to 5 percent. 52

55 Source: Retroreflective Signal Backplates, Connecticut DOT Figure 76 53

56 Location: US 92 Intersection Issue #2: Pedestrian Facilities Figure 77 Figure 78 Figure 79 Figure 80 Description of Issue: The intent of the RSA is to consider safety for all user groups based on both crash data and risk factors. There may not be crash data supporting the noted design deficiencies, but the RSA team conducted a risk based assessment and identified the locations to address potential safety issues. The faces of the pedestrian detectors on the push button poles in the southwest (Figure 77) and southeast (Figure 78) corners of the US 92 intersection are not parallel to the crosswalk. The pedestrian detector for the south leg crosswalk in the southwest corner is facing west, well away from the curb ramp/crossing it is servicing. The detectable warning surfaces in the southwest (Figure 79) and northwest corners of the US 92 intersection were also damaged and the field review team observed multiple southbound right and eastbound right turning vehicles drive up onto the corners into the curb ramp area. The eastbound right turn movement is especially sharp for trucks with trailers. 54

57 A light pole was observed in the turning space at the top of the curb ramp in the southeast corner, as displayed in Figure 80. According to section R of the ADA Public Rights of Way Accessibility Guidelines (PROWAG), a turning space of 4 minimum by 4 minimum shall be provided at the top of the curb ramp. With the location of this light pole, the pedestrian countdown timer for the south leg crosswalk in the southeast corner may not be visible to a pedestrian standing on the southwest corner or while a pedestrian is crossing the south leg crosswalk. Table 2. Qualitative Risk Rating for Pedestrian Facilities Function Classification Reasoning Exposure Category II Utilized when pedestrians are present Probability Category I No pedestrian/bicycle crashes reported due to this issue Consequence Category III Potential for pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: In the near term, consider installing two push button poles on both the southwest and southeast corners having pedestrian detectors that are parallel to the crosswalk to be used, consistent with the guidance in section 4E.08 of the MUTCD. Consider installing R0 3i pedestrian plaques on all push button poles indicating the respective pedestrian detectors corresponding street. Also in the near term, consider replacing the detectable warning surfaces per FDOT Design Standard Index 304 for the southwest and southeast corners of the intersection. To help with vehicles driving onto the curb ramp area in the southwest corner, review the placement of the stop bar for the northbound left turn movement and consider moving the stop bar south to better accommodate turning trucks with trailers. To deter vehicles from tracking over the curb ramp area, consider adding bollards to emphasize where the curb return is located as shown in Figure 8. As a long term improvement, consider moving the light pole or the pedestrian curb ramp so turning space is provided at the top of the curb ramp on the southeast corner. The light pole should be moved somewhere within the southeast corner area so illumination will still be present in this quadrant of the intersection. 55

58 Figure 8 56

59 Location: US 92 Intersection Issue #3: Pavement Markings Figure 82 Figure 83 Description of Issue: The crosswalk and lane markings are faded at the US 92 intersection, as discussed in Issue #7: Signalized Intersection Crosswalk Markings. Along with restriping the crosswalk and lane markings, the field review team noticed missing lane designation markings for the westbound approach (Figure 82). The guide striping for the northbound left turn, eastbound left turn, and southbound through movement was also faded and barely visible in the middle of the intersection (Figure 83). Table 3. Qualitative Risk Rating for Pavement Markings Function Classification Reasoning Exposure Category I Number of drivers utilizing this intersection Probability Category I 2 sideswipe crashes reported between eastbound leftturning vehicles in the intersection, head on crashes have chance to occur due to southbound skew Consequence Category I PDO to minor injury depending on the crash type Overall Category I Suggestions for Improvement: In the near term, consider adding lane designation marking for the westbound approach. Due to the signal head configuration and two receiving lanes west of the intersection, a shared left/through turn arrow should be added to the inside lane while a shared through/right turn arrow should be added to the outside lane. Also consider re striping the guide striping for the northbound left turn, eastbound left turn, and southbound through movements. 57

60 Location: US 92 Intersection Issue #4: Intersection Lighting Figure 84 Figure 85 Description of Issue: Intersection lighting is only present on the southeast corner of the intersection (Figure 84 looking at the southeast corner). No street lighting present in the other three corners of the intersection (north crossing shown on Figure 85). Table 4. Qualitative Risk Rating for Intersection Lighting Function Classification Reasoning Exposure Category II Intersection under dark lighting conditions for 8 6 hours of the day depending on time of year Probability Category II 34 percent of crashes at intersection occurred under dark lighting conditions Consequence Category II PDO to injury, depending on crash type Overall Category II Suggestions for Improvement: In the near term, consider upgrading the lighting at the intersection to meet the requirements of section in Volume of the FDOT PPM. This may require the existing lighting to be replaced. Lighting the intersection may reduce the number of night time crashes and will make pedestrians utilizing the crosswalk more visible. 58

61 Location: Grosse Pointe Avenue Intersection Issue #5: Curb Returns Figure 86 Description of Issue: The intent of the RSA is to consider safety for all user groups based on both crash data and risk factors. There may not be crash data supporting the noted design deficiencies, but the RSA team conducted a risk based assessment and identified this location to address a potential safety issue. The north/south curb along SR AA ends at the intersection and does not extend around the corner along Grosse Pointe Avenue as displayed in Figure 86. Without a defined curb return, vehicles making a southbound right turn or an eastbound right turn cut the corner and drive on the grass/shoulder area just off the pavement (called out in boxes on Figure 86). This creates ruts and leads to pavement erosion. Without a curb, a pedestrian standing at the corner of the intersection is exposed to vehicles turning at that corner. Table 5. Qualitative Risk Rating for Curb Returns Function Classification Reasoning Exposure Category II Minor street with moderate turning volume Probability Category I No crashes reported due to this issue Consequence Category III Potential for pedestrian/bicycle crash types Overall Category II 59

62 Suggestions for Improvement: Consider extending the curb along SR AA to the north and south sides of Grosse Pointe Avenue. On the south side of the roadway, the new curb could tie in with the raised curb at the Longdoggers restaurant (Figure 87) (coordination with property owner would be needed). On the north side of the roadway, the curb could be extended 5 0 west of the existing sidewalk/curb ramp on the northwest corner. Figure 87 60

63 Issue #6: Pedestrian Facilities Location: Grosse Pointe Avenue Intersection Figure 88 Figure 89 Description of Issue: No detectable warning surfaces were present for the west or south leg crosswalks. The field review team also noted outdated pedestrian facilities (no countdown signals, faded push button signage) at the intersection (Figure 88 and Figure 89). The faces of the pedestrian detectors on the push button poles in the southwest and northwest corners are not parallel to the crosswalk. Table 6. Qualitative Risk Rating for Pedestrian Facilities Function Classification Reasoning Exposure Category II Utilized when pedestrians are present Probability Category I No pedestrian/bicycle crashes reported due to this issue Consequence Category III Potential for pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: As part of the US 92 to Eau Gallie Boulevard roadway resurfacing project, detectable warning surfaces are planned to be installed per FDOT Design Standard Index 304. Also as part of the resurfacing project, countdown pedestrian signals for the west and south leg crosswalks are going to be installed as shown on sheet T 6 of the signalization plans (can be found in Appendix C). R0 3i pedestrian plaques are being installed with these pedestrian countdown timers. 6

64 Issue #7: Pavement Markings Location: Grosse Pointe Avenue Intersection Figure 90 Description of Issue: The crosswalk and lane markings are faded at the intersection, as discussed in Issue #7: Signalized Intersection Crosswalk Markings. Along with the faded crosswalk and lane markings, the field review team noticed missing stop bar and centerline markings for the eastbound approach (Figure 90). Table 7. Qualitative Risk Rating for Pavement Markings Function Classification Reasoning Exposure Category I Number of drivers utilizing this intersection Probability Category I No crashes reported due to this issue Consequence Category I Potential for PDO to minor injury depending on the crash type Overall Category I Suggestions for Improvement: As part of the SR AA resurfacing project, the Grosse Pointe Avenue eastbound approach is planned to be striped with a double yellow centerline and 24 white stop bar as displayed on sheet S 6 in Appendix C. 62

65 Location: Grosse Pointe Avenue Intersection Issue #8: Driveways Near Intersection # #2 Source: Google Earth 206 Source: Collision Diagrams Figure 9 Figure 92 Description of Issue: Two driveways are located within 75 of the Gross Pointe Avenue intersection, as shown in Figure 9. Driveway # provides access to a condominium complex and driveway #2 provides access to Longdoggers restaurant and a commercial property. These driveways have no turning restrictions, thus left turns are allowed in and out of those driveways. As displayed on Figure 92, three crashes occurred at driveway #2, two occurring with vehicles turning left into the driveway and one occurring with a vehicle exiting the driveway. Table 8. Qualitative Risk Rating for Driveways near Intersection Function Classification Reasoning Exposure Category II Whenever a vehicle makes a left turn to or from the driveway Probability Category II 2 left turn and angle crash at driveway #2 Consequence Category II Left turn/angle crashes resulting in minor to severe injury Overall Category II 63

66 Suggestions for Improvement: The RSA team discussed reducing the lane widths at the intersection and adding a raised 2 or 4 traffic separator between the northbound left turn lane and the inside southbound through lane to limit access to right in/right out. Based on sheet S 6 of the signing and pavement marking plans, the lanes are being reduced to 0 to make room for a 4 bicycle lane. Due to this lane reduction, the addition of a concrete separator would not be feasible unless the roadway is widened. Other considerations to restrict access to driveways (right in/right out only) are adding signage or by installing a pork chop island to channelize the right turn movements. 64

67 Location: Mid Block between Grosse Point Avenue and Paradise Boulevard Issue #9: Sidewalk Drop Offs Figure 93 Figure 94 Figure 95 Figure 96 Figure 97 65

68 Description of Issue: The intent of the RSA is to consider safety for all user groups based on both crash data and risk factors. There may not be crash data supporting the noted design deficiencies, but the RSA team conducted a risk based assessment and identified the locations to address potential safety issues. During the review, the study team observed drop offs behind the sidewalk the locations identified below: Drainage inlet between Del Flora and the car wash entrance (Figure 93); Drainage inlet just north of Ocean Oaks Drive (Figure 94); Drainage culvert just north of Terrace Shores Drive (Figure 95); Drainage culvert (Figure 96) and steep area between culverts (Figure 97) just north of Poinsetta Street Based on FDOT Plans Preparation Manual (PPM) Figure 8.8., at these locations there is a drop off greater than 0 less than 2 from the edge of the sidewalk. A pedestrian or bicyclist utilizing the sidewalk may fall into this area without being able to recover onto the sidewalk. Table 9. Qualitative Risk Rating for Sidewalk Drop Offs Function Classification Reasoning Exposure Category II Encountered by pedestrians/bicyclists utilizing sidewalk at these locations Probability Category I No pedestrian/bicycle crashes reported due to this issue Consequence Category I No injury to minor injury for a pedestrian or bicyclist Overall Category I Suggestions for Improvement: As a maintenance type improvement, consider installing a railing to prevent pedestrians/bicyclists from falling into the five areas noted above. 66

69 Location: Mid Block between Grosse Point Avenue and Paradise Boulevard Issue #20: Washington Street Sight Distance Figure 98 Description of Issue: At Washington Street, a sign for the church is on the southwest corner of the intersection possibly obstructing pedestrians/bicyclists coming from the south on the sidewalk (Figure 98). The sign is also in the sight triangle for eastbound vehicles at the intersection if the vehicle stops at the stop bar. Table 20. Qualitative Risk Rating for Washington Street Sight Distance Function Classification Reasoning Exposure Category I Minor street with low volume Probability Category I No crashes reported due to this issue Consequence Category III Potential for moderate to severe injury left turn/angle crashes or pedestrian/bicycle crashes Overall Category II Suggestions for Improvement: In the near term, consider working with the property owner to relocate/remove the church sign on the southwest corner of the intersection so the sight distance for an eastbound approaching vehicle is not obstructed. 67

70 Location: Mid Block between Grosse Point Avenue and Paradise Boulevard Issue #2: Boskind Road Pedestrian Railing Figure 99 Description of Issue: The intent of the RSA is to consider safety for all user groups based on both crash data and risk factors. There may not be crash data supporting the noted design deficiencies, but the RSA team conducted a risk based assessment and identified this location to address a potential safety issue. As displayed in Figure 99, the middle post for the railing is no longer in the ground causing the railing to be unstable if a pedestrian were to grab the railing. With the railing not directly adjacent to the sidewalk, there is also a possibility for bicyclists utilizing the sidewalk to fall into the drainage ditch. Table 2. Qualitative Risk Rating for Boskind Road Pedestrian Railing Function Classification Reasoning Exposure Category II Encountered by pedestrians/bicyclists utilizing sidewalk at these locations Probability Category I No pedestrian/bicycle crashes reported due to this issue Consequence Category I Potential for PDO to minor injury for a pedestrian or bicyclist Overall Category I Suggestions for Improvement: Consider replacing the railing as maintenance type improvement. 68

71 Location: Mid Block between Grosse Point Avenue and Paradise Boulevard Issue #22: Waters Edge Lane Sight Distance Figure 00 Description of Issue: At Waters Edge Lane, an entrance feature with vegetation is located in the median possibly obstructing pedestrians/bicyclists coming from the north on the sidewalk (Figure 00). The vegetation feature is also in the sight triangle for eastbound vehicles looking northbound if the vehicle stops at the stop bar. Table 22. Qualitative Risk Rating for Waters Edge Lane Sight Distance Function Classification Reasoning Exposure Category I Minor street with low volume Probability Category I No crashes reported due to this issue Consequence Category III Potential for moderate to severe injury left turn/angle crashes or pedestrian/bicycle crashes Overall Category II Suggestions for Improvement: In the near term, consider working with the property owner to relocate/remove the vegetation feature in the median so the sight distance for an eastbound approaching vehicle is not obstructed. 69

72 Location: Mid Block between Grosse Point Avenue and Paradise Boulevard Issue #23: Poinsetta Street Sight Distance Figure 0 Description of Issue: Shrubbery is encroaching on the sidewalk, restricting sight distance to the north for vehicles exiting Poinsetta Street (Figure 0). This shrubbery is possibly obstructing pedestrians/bicyclists coming from the north on the sidewalk and is also in the sight triangle for eastbound vehicles looking northbound if the vehicle stops at the stop bar. Table 23. Qualitative Risk Rating for Poinsetta Street Sight Distance Function Classification Reasoning Exposure Category I Minor street with low volume Probability Category I No crashes reported due to this issue Consequence Category III Potential for moderate to severe injury left turn/angle crashes or pedestrian/bicycle crashes Overall Category II Suggestions for Improvement: As a maintenance type activity, consider trimming the shrubbery so the sight distance for an eastbound approaching vehicle is not obstructed to pedestrians/bicyclists on the sidewalk or southbound traveling vehicles. If the shrubbery is on private property, consider coordinating with the property owner to trim. 70

73 Location: Mid Block between Grosse Point Avenue and Paradise Boulevard Issue #24: Walgreens Driveway Figure 02 Figure 03 Description of Issue: Sight distance between vehicles exiting the Walgreens and sidewalk users (pedestrians and bicyclists) traveling northbound is restricted by landscaping in the southwest corner (Figure 02). Two bicycle crashes occurred at the driveway. The RSA team noted no crosswalk markings across the Walgreens driveway (Figure 03). The driveway is three lanes wide (approximately 36 feet), and two bicycle crashes occurred at this location. Table 24. Qualitative Risk Rating for Walgreens Driveway Function Classification Reasoning Exposure Category II Conflicts between pedestrians/bicyclists at vehicles utilizing driveway Probability Category II 2 bicycle crashes occurred at driveway Consequence Category III Pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: As a maintenance type activity, consider trimming the shrubbery to improve sight distance between exiting vehicles and northbound sidewalk users. If the shrubbery is on private property, consider coordinating with the property owner to trim. In the near term, consider striping the crosswalk with standard crosswalk markings per sheet 9 of the FDOT Design Standard Index

74 Location: Paradise Boulevard Intersection Issue #25: Pedestrian Facilities Figure 04 Figure 05 Description of Issue: In the southwest corner of the intersection, the RSA team observed the pedestrian detector was greater than 0 from the ramp to cross the west leg crosswalk. The maximum distance a pedestrian detector can be from the curb ramp for the crosswalk is 0 as defined in section 4E.08 of the 2009 MUTCD. The RSA team also noted no crosswalk markings on the east (Figure 04) or south (Figure 05) legs of the intersection. One pedestrian crash occurred between a northbound traveling vehicle and a pedestrian attempting to cross the south leg of the intersection. Table 25. Qualitative Risk Rating for Pedestrian Facilities Function Classification Reasoning Exposure Category II Utilized when pedestrians are present Probability Category I pedestrian crash on the south leg of the intersection (no crosswalk markings present) Consequence Category III Pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: As part of the resurfacing project, mast arms are being constructed at this intersection and new pedestrian poles with corresponding pedestrian features are going to be installed where crosswalks are present as shown on sheet T 7 of the signalization plans (can be found in Appendix C). Crosswalks are planning on being restriped on the west and north legs (as displayed on sheet S 8 of the signing and pavement marking plans) but no crosswalks are being added on the east or south legs. This is due to the fact that no sidewalks are present on the southeast corner. As discussed in Issue #2: Pedestrian Facilities Sidewalk Gaps, sidewalks are suggested along the east side of SR AA within the 72

75 limits of the study as a long term improvement. When this sidewalk is constructed along the east side at the Paradise Boulevard intersection, consider striping special emphasis crosswalk markings consistent with sheet 9 of the FDOT Design Standard Index 7346 on the east and south legs of the intersection. When the crosswalks are striped, corresponding pedestrian features (pedestrian countdown signals, detectors, and ramps) should also be installed. Currently a SCAT southbound bus stop exists on the northwest corner of the intersection which provides bus patrons who get on/off at this location access to the north leg crosswalk. From the ADA assessment, this stop is proposed to be moved 50 north so it is farther away from the intersection. When sidewalks are constructed on the east side of SR AA and subsequent crosswalks are constructed on the east and south legs of the intersection, consider relocating this bus stop from near side to far side (in front of Walgreens). 73

76 Issue #26: Intersection Lighting Location: Paradise Boulevard Intersection Figure 06 Figure 07 Description of Issue: Intersection lighting is only present on the northwest corner of the intersection (Figure 06 looking at the northwest corner). There is no street lighting present in the other three corners of the intersection, thus the south and east legs are not lit (Figure 07). The pedestrian crash that occurred on the south leg of the intersection occurred under dark lighting conditions and only half of the north and west leg crosswalks are lit. Table 26. Qualitative Risk Rating for Intersection Lighting Function Classification Reasoning Exposure Category II Intersection under dark lighting conditions for 8 6 hours of the day depending on time of year Probability Category II 38 percent of crashes at intersection occurred under dark lighting conditions Consequence Category II PDO to injury, depending on crash type Overall Category II Suggestions for Improvement: In the near term, consider upgrading the lighting at the intersection to meet the requirements of section in Volume of the FDOT PPM. This may require the existing lighting to be replaced. Lighting the intersection may reduce the number of night time crashes and will make pedestrians utilizing the north and west leg crosswalks more visible. 74

77 Issue #27: Westbound Right Turn Curb Return Location: Paradise Boulevard Intersection Curb Return Ends Figure 08 Description of Issue: The curb on the northeast corner of the intersection does not extend around the corner along the north side of Paradise Boulevard as displayed in Figure 08. Without a defined curb return, vehicles making a westbound right turn cut the corner and drive on the sand/shoulder area just off the pavement. This creates ruts and leads to pavement erosion. Table 27. Qualitative Risk Rating for Westbound Right Turn Curb Return Function Classification Reasoning Exposure Category II Minor street with moderate turning volume Probability Category I No crashes reported due to this issue Consequence Category I Potential for PDO to minor injury, if a crash were to occur because of this issue Overall Category I Suggestions for Improvement: Consider extending the curb along SR AA to the north side of Paradise Boulevard. The curb could be extended 0 5 east of the existing curb on the northeast corner to where the stop bar is striped for the westbound approach. 75

78 Issue #28: Driveway Access Near Intersection Location: Paradise Boulevard Intersection Source: Google Earth 206 Figure 09 Figure 0 Description of Issue: The two driveways accessing the shopping center north of Paradise Lane are approximately 7 and 8 feet wide. The driveways appear to be too narrow to serve two way traffic (in and out) along SR AA. Table 28. Qualitative Risk Rating for Driveway Access near Intersection Function Classification Reasoning Exposure Category I Not usually an issue for repeat visitors Probability Category I No crashes reported due to this issue but one rear end crash occurred in the southbound direction at the southern driveway Consequence Category I Potential for PDO to minor injury rear end crashes (could be severe injury at higher speed differentials) Overall Category I Suggestions for Improvement: Consider restriping the north driveway to be enter only and the south driveway to be exit only. 76

79 Location: Mid Block between Paradise Boulevard and Holy Name of Jesus Catholic Church Issue #29: Sidewalk Gap Figure Figure 2 Description of Issue: The intent of the RSA is to consider safety for all user groups based on both crash data and risk factors. There may not be crash data supporting the noted design deficiencies, but the RSA team conducted a risk based assessment and identified this location to address a potential safety issue. At Ocean View Lane, the RSA team observed a sidewalk gap between the SR AA sidewalk and the sidewalk that accesses the community along Ocean View Lane, as displayed in Figure and Figure 2. Table 29. Qualitative Risk Rating for Sidewalk Gap Function Classification Reasoning Exposure Category II Encountered by pedestrians/bicyclists utilizing sidewalk at these locations Probability Category I No pedestrian/bicycle crashes reported due to this issue Consequence Category I Not having a sidewalk would not contribute to crashes Overall Category I Suggestions for Improvement: While not having a sidewalk may not create a pedestrian/bicycle crash issue, a pedestrian access route that meets ADA standards should be constructed that connects the SR AA sidewalk with the Ocean View Lane sidewalk. 77

80 Location: Mid Block between Paradise Boulevard and Holy Name of Jesus Catholic Church Issue #30: Missing Stop Sign Figure 3 Figure 4 Description of Issue: At the southern driveway for shopping plaza just north of Provincial Drive (Figure 3), the RSA team noticed a missing stop sign (Figure 4). Table 30. Qualitative Risk Rating for Missing Stop Sign Function Classification Reasoning Exposure Category I Minor driveway with low volume Probability Category I No crashes reported due to this issue Consequence Category II Potential for PDO to severe injury turning/angle crashes if someone does not stop before entering SR AA Overall Category I Suggestions for Improvement: As a maintenance type improvement, consider contacting the property owner to install a new stop sign for the southern driveway. 78

81 Location: Mid Block between Paradise Boulevard and Holy Name of Jesus Catholic Church Issue #3: Sidewalk Connectivity Figure 5 Figure 6 Description of Issue: The pedestrian overpass at Crowne Plaza connects the sidewalk along SR AA s west side to the hotel on the east side. Sidewalks connect an overpass stairwell to the hotel s overflow parking lot on SR AA s west side, but there is no connectivity between the overpass and the SR AA sidewalk. One pedestrian crash occurred when an impaired pedestrian attempted to cross SR AA from west to east at night at this location. Table 3. Qualitative Risk Rating for Sidewalk Connectivity Function Classification Reasoning Exposure Category III Pedestrians are constantly walking across SR AA Probability Category II One pedestrian crash occurred at this location Consequence Category III Pedestrian/bicycle crash types Overall Category III Suggestions for Improvement: Consider adding 5 feet of sidewalk to connect the overpass landing area to the SR AA west sidewalk. 79

82 Location: Mid Block between Paradise Boulevard and Holy Name of Jesus Catholic Church Issue #32: Curb Return Radius Figure 7 Description of Issue: At Ponce de Leon Drive, the right turn taper and large radius return creates an extended ramp edge on the pedestrian ramp in the northwest corner, exposing pedestrians to vehicular conflict. Table 32. Qualitative Risk Rating for Curb Return Radius Function Classification Reasoning Exposure Category I Pedestrian/bicycle is at corner waiting for a right turning vehicle Probability Category I No crashes reported due to this issue Consequence Category III Potential for pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: Consider tightening the radius at the curb return and rebuilding the pedestrian ramp to minimize pedestrian exposure to turning vehicles. 80

83 Issue #33: Pedestrian Facilities Location: Holy Name of Jesus Catholic Church Intersection Figure 8 Figure 9 Description of Issue: In the southwest corner of the intersection, the RSA team observed the pedestrian detector was not accessible (Figure 8) and was greater than 0 from the ramp to cross the west leg crosswalk. The maximum distance a pedestrian detector can be from the curb ramp for the crosswalk is 0 as defined in section 4E.08 of the 2009 MUTCD. The RSA team also noted no crosswalk markings on the east or north (Figure 9) legs of the intersection. The east leg of this intersection has beach parking/access and pedestrians were observed crossing the north leg where no pedestrian facilities are provided. Table 33. Qualitative Risk Rating for Pedestrian Facilities Function Classification Reasoning Exposure Category II Utilized when pedestrians are present Probability Category I bicycle crash on the south leg of the intersection just north of the crosswalk markings Consequence Category III Pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: As part of the resurfacing project, new pedestrian poles with corresponding pedestrian features are going to be installed where crosswalks are present as shown on sheet T 8 of the signalization plans (can be found in Appendix C). Crosswalks are planned to be restriped on the west and south legs (as displayed on sheet S 9 of the signing and pavement marking plans) but no crosswalks are being added on the east or south legs. This is due to the fact that no sidewalks are present on the northeast corner. As discussed in Issue #2: 8

84 Pedestrian Facilities Sidewalk Gaps, sidewalks are suggested along the east side of SR AA within the limits of the study as a longer term improvement. When this sidewalk is constructed along the east side at the Holy Name of Jesus Catholic Church intersection, consider striping special emphasis crosswalk markings consistent with sheet 9 of the FDOT Design Standard Index 7346 on the east and north legs of the intersection. When the crosswalks are striped, corresponding pedestrian features (pedestrian countdown signals and detectors) should also be installed. 82

85 Issue #34: Pavement Markings Location: Holy Name of Jesus Catholic Church Intersection Source: Google Earth 206 Figure 20 Description of Issue: The crosswalk and lane markings are faded at the intersection, as discussed in Issue #7: Signalized Intersection Crosswalk Markings. Along with the faded crosswalk and lane markings, the field review team noticed missing stop bar and centerline markings for the east intersection leg (Figure 20). Table 34. Qualitative Risk Rating for Pavement Markings Function Classification Reasoning Exposure Category I Number of drivers utilizing this intersection Probability Category I No crashes reported due to this issue Consequence Category I Potential for PDO to minor injury depending on the crash type Overall Category I Suggestions for Improvement: As part of the SR AA resurfacing project, the Holy Name of Jesus Catholic Church westbound approach is not planned to be striped as displayed on sheet S 9 in Appendix C. As a maintenance type improvement, consider striping the westbound approach with a stop bar and double yellow lane lines consistent with sheet 4 of the FDOT Design Standard Index

86 Location: Mid Block between Holy Name of Jesus Catholic Church and Eau Gallie Boulevard Issue #35: Walmart Driveway Full Access Figure 2 Figure 22 Source: Google Earth 206 Figure 23 Description of Issue: The Walmart access intersection located 550 south of the Eau Gallie Boulevard signalized intersection allows for full access movements in and out of the driveway. On the east side, the Lou s Blues tavern has two driveways, with the north driveway having a slight offset with the Walmart driveway. A cluster of 5 crashes were reported at this intersection, including six pedestrian/bicycle crashes, most of which resulted in injury. The Lou s Blues driveways are signed (by the property owner) for the south driveway to be enter only 84

87 and the north driveway to be exit only. The TWLTL and the location of the driveways creates an opportunity for head on collisions between northbound left turning motorists into Walmart and southbound left turning motorists into Lou s Blues. Table 35. Qualitative Risk Rating for Walmart Driveway Full Access Function Classification Reasoning Exposure Category III Heavily traveled area both for vehicles and pedestrians Probability Category III A cluster of 5 crashes at this location Consequence Category III Crash types include pedestrian, angle, left turn, and headon with high risk of severity Overall Category III Suggestions for Improvement: Given the proximity to the Eau Gallie Boulevard signalized intersection, the crash history at this location, and the potential for head on collisions under the existing configuration, consider access management strategies to help mitigate the safety issues. One option includes converting the full access intersection to a directional median opening intersection. This would require the installation of a directional median at the Walmart driveway and the Lou s Blues north driveway. A short southbound left turn lane should be provided to accommodate the southbound left turn into Lou s Blues north driveway (modifying the property owner s designated circulation plan). The TWLTL south of the directional median should be restriped as a northbound left turn lane to eliminate the potential for head on collisions at that location. A suggestion from the Eau Gallie Boulevard Corridor Planning Study is to add a sidewalk on the east side of SR AA from Eau Gallie Boulevard to the Lou s Blues north driveway. If this is constructed, consider working with Brevard County and Lou s Blues to allow patrons to utilize the Canova Beach Park parking lot to walk down SR AA instead of across SR AA at the Walmart driveway. 85

88 Location: Eau Gallie Boulevard Intersection Issue #36: Signal Timing Description of Issue: During the weekday PM peak period, the signal timing was noted to give 5 0 seconds of excess green time to the northbound left turn movement after the lane was cleared. It was also noted the westbound approach was given a phase every few cycles, even when vehicles were not present on the approach. Inefficiencies in the cycle may lead to excess congestion and queuing on the intersection s peak movements, contributing to read end collisions. Excess queuing and congestion may also contribute to undesirable driver behavior noted at the intersection, including drivers not yielding to pedestrians in the crosswalks and red light running. Table 36. Qualitative Risk Rating for Signal Timing Function Classification Reasoning Exposure Category II Affects vehicles at this heavily traveled intersection Probability Category I No crashes reported due to this specific issue Consequence Category I Potential for PDO to minor injury depending on crash type Overall Category I Suggestions for Improvement: Consider reviewing and adjusting the signal timing settings as needed to eliminate inefficiencies in the cycle. 86

89 Issue #37: Pedestrian Facilities Location: Eau Gallie Boulevard Intersection Figure 24 Figure 25 Figure 26 Description of Issue: The RSA team noted no crosswalk markings on the west (Figure 24) or north (Figure 25) legs of the intersection. The east leg of this intersection accesses Canova Beach Park which has beach parking/access and pedestrians were observed crossing the north leg where no pedestrian facilities are provided. A sign for the park is located in the median possibly obstructing pedestrians/bicyclists coming from the south on the sidewalk (Figure 26). The sign is also in the sight triangle for westbound vehicles looking southbound if the vehicle stops at the stop bar. 87

90 Table 37. Qualitative Risk Rating for Pedestrian Facilities Function Classification Reasoning Exposure Category II Utilized when pedestrians are present Probability Category I No pedestrian/bicycle crashes reported due to this issue Consequence Category III Potential for pedestrian/bicycle crash types Overall Category II Suggestions for Improvement: Crosswalks are planned to be restriped on the south and east legs (as displayed on sheet S 2 of the signing and pavement marking plans) and a crosswalk is planned to be added to the west leg of the intersection. No crosswalk is planned to be striped along the north leg of the crosswalk. In the nearterm, consider striping special emphasis crosswalk markings consistent with sheet 9 of the FDOT Design Standard Index 7346 on the north leg of the intersection to connect to Canova Beach Park. When the crosswalks are striped, corresponding pedestrian features (pedestrian countdown signals and detectors) should also be installed. Also in the near term, consider relocating/removing the Canova Beach Park sign in the median so the sight distance for a westbound approaching vehicle is not obstructed. 88

91 Issue #38: Channelized Right Turn Lanes Location: Eau Gallie Boulevard Intersection Figure 27 Figure 28 Description of Issue: At the Eau Gallie Boulevard intersection, two channelized free flow right turn lanes are present; i.e., ) For the eastbound right turn movement (Figure 27); and 2) For the southbound right turn movement (Figure 28). Both of these right turn lanes become add lanes along SR AA southbound (for the eastbound right turn) and along Eau Gallie Boulevard westbound (for the southbound right turn). With these add lanes, the RSA team observed vehicles making these turns without slowing down because there is no merge conflict immediately after the turn. While there is no merge immediately at the intersection for the eastbound right turn lane, the add lane does become a right turn drop lane into the Walmart driveway approximately 500 south of the intersection. Two sideswipe crashes and one rearend crash occurred south of the intersection with vehicles utilizing the eastbound channelized right turn lane. Two rear ends, one sideswipe, and one angle crash occurred west of the intersection with vehicles utilizing the southbound channelized right turn lane. While there were no pedestrian/bicycle crashes within the channelized free flow right turn lanes, these situations present conflicts because vehicles do not tend to yield to pedestrians/bicyclists who may want to utilize the crossing. The eastbound right turn lane has a marked pedestrian crosswalk with pedestrian warning signage (W 2) and a downward arrow (W6 7PL) as displayed in Figure 27. The southbound right turn lane has no marked pedestrian crosswalk. 89

92 Table 38. Qualitative Risk Rating for Channelized Right Turn Lanes Function Classification Reasoning Exposure Probability Consequence Category III Category II Category II Observed high volume of turning vehicles for both movements Multiple crashes occurring just downstream of the channelized turn lanes The 7 crashes that occurred resulted in 2 injuries, PDO to minor injury vehicle crash types but potential for pedestrian/bicycle crashes Overall Category II Suggestions for Improvement: As part of the SR AA resurfacing project, the crosswalk across the eastbound right turn lane is being restriped to be special emphasis and a new special emphasis marked crosswalk is being striped across the southbound right turn lane, as displayed in sheets S 20 and S 2 in Appendix C. Pedestrian warning signage (W 2) and a downward arrow (W6 7PL) are being installed along with the marked crosswalk across the southbound right turn lane. As a near term improvement to increase driver awareness of pedestrians at both of these crossings, consider adding Stop Here for Pedestrians signage (R 5b or R 5c) with a stop bar at the marked crosswalks. As noted previously, FDOT is performing a corridor planning study along Eau Gallie Boulevard. As part of this study, both channelized turn lanes are proposed to be removed and the right turn lanes will come under signal control at the intersection. The RSA team suggests removing these channelized turn lanes as a long term improvement, consistent with the proposal in the corridor planning study. 90

93 Issue #39: Intersection Lighting Location: Eau Gallie Boulevard Intersection Figure 29 Description of Issue: The SR AA Eau Gallie Boulevard intersection had intersection lighting present but the RSA team noticed the light in the northwest corner for the channelized southbound right turn lane was burnt out. Table 39. Qualitative Risk Rating for Intersection Lighting Function Classification Reasoning Exposure Category II Intersection under dark lighting conditions for 8 6 hours of the day depending on time of year Probability Category I No crashes reported due to this issue Consequence Category I Potential for PDO to minor injury, low speed crashes making the southbound right turn Overall Category I Suggestions for Improvement: As a maintenance type suggestion, consider contacting the operator/maintainer of the light to replace the luminaire. 9

94 Summary of Suggestions This RSA considers operational and safety related issues for vehicles, pedestrians, and bicyclists on SR AA from US 92 to Eau Gallie Boulevard. This study was commissioned by the SCTPO to develop suggestions to improve the safety of motorists and non motorists within the study limits. Each suggestion identified in this study is classified into one of three categories: Maintenance issues identified for maintenance may be addressed by public agency staff on a short timeframe and at a relatively low cost. Near Term Improvement (within 5 years) activities that may be incorporated into an upcoming construction project in the area, including 3R milling and resurfacing projects. Long Term Improvement (5+ years) activities that may be incorporated into upcoming construction projects and may need to be programmed for funding as separate projects. A table containing the transit related improvements is provided on the next page. The tables following the transit table summarize the corridor suggestions by priority (maintenance, near term, or long term) of this study. 92

95 Location Issue Number Issue Suggestion TRANSIT RELATED 5th Avenue Northbound N/A Bus Stop Pave a level 5 x3 slab between the curb and sidewalk to complete a 5 x8 boarding and alighting (B&A) area; Stripe the crosswalk at the nearby intersection; and Add detectable warnings to the nearby curb ramps. 3rd Avenue Southbound N/A Bus Stop Pave a level 5 x2 slab between the curb and sidewalk and a level 5 x slab behind the sidewalk to complete a 5 x8 B&A area. Indialantic Shopping Pave a level 5 x behind the sidewalk to complete a 5 x8 B&A area; and N/A Bus Stop Center Southbound Resurface the nearby curb ramp/crosswalk. Move the stop 90 north; Grosse Pointe Avenue Pave a level 5 x3 slab between the curb and sidewalk to complete a 5 x8 B&A area; N/A Bus Stop Northbound Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. Blueberry Muffin Northbound N/A Bus Stop Relocate the stop 30 south; Pave a level 5 x8 slab and pave a ramp from the B&A area to the shoulder of the road which will act as the accessible path; and Add detectable warnings to the ramp. Palmetto Avenue Northbound Boskind Road Southbound Boskind Road Northbound Coconut Drive Southbound Double Tree Hotel Northbound N/A N/A N/A N/A N/A Bus Stop Bus Stop Bus Stop Bus Stop Bus Stop Remove the pavement at the existing B&A area Repave a level 5 x8 slab with a raised 6 curb to create a raised and level B&A area Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible; and Add detectable warnings to the nearby curb ramps. Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 6 path to connect the B&A area to the existing sidewalk; and Add detectable warnings to the nearby curb ramps. Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Pave a ramp from the B&A area to the shoulder of the road, which will act as the accessible path; Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. Move the stop 5 north; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 7 path to connect the B&A area to the existing sidewalk; Stripe the crosswalk at the nearby intersection; and Add detectable warnings to the nearby curb ramps. Move the bus stop 200 south; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible; Pave a 60 sidewalk from the B&A area to the nearby driveway; and Add detectable warnings to the nearby curb ramps 93

96 Location Issue Number Issue Suggestion TRANSIT RELATED Relocate the stop 00 south; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Pine Tree Drive N/A Bus Stop Pave a 00 sidewalk to connect to the existing sidewalk to the south; Southbound Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. Pine Tree Drive Northbound Paradise Boulevard Southbound Paradise Boulevard Northbound Harris Boulevard Southbound Crown Plaza Hotel Northbound N/A N/A N/A Bus Stop Bus Stop Bus Stop Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a path to connect the B&A area to the existing sidewalk; Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. Move the bus stop 50 north; Remove the pavement at the existing B&A area and repave a level 5 x8 slab with a raised 6 curb for the B&A area; Resurface the curb ramps to create a flush transition with the road; and Add detectable warnings to the nearby curb ramps. Move the stop 70 south; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 5 sidewalk from the B&A area to the nearby intersection; Add detectable warnings to the nearby curb ramps; and Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible. N/A Bus Stop Remove the pavement at the existing B&A area and repave a level 5 x8 slab with a raised 6 curb for the B&A area. N/A Bus Stop Coral Way Southbound N/A Bus Stop Coral Way Northbound N/A Bus Stop Hilton Hotel Northbound N/A Bus Stop Holy Name of Jesus Catholic Church Southbound N/A Bus Stop Move the stop 200' north; Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 0 sidewalk from the B&A area to the raised pedestrian crossing; Construct a curb ramp with a slope <=8.3%; and Add detectable warnings to the nearby curb ramps. Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Add a 8 path to connect the B&A area to the existing sidewalk; and Add detectable warnings to the nearby curb ramps. Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Pave a ramp from the B&A area to the shoulder of the road, which will act as the accessible path; Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible; and Add detectable warnings to the ramp. Pave a level 5 x8 slab with a raised 6 curb for the B&A area; and Add a 4 path to connect the B&A area to the existing sidewalk. Pave a level 5 x8 slab with a raised 6 curb for the B&A area; Verify that the pole with the bus schedule is located adjacent to the pavement so it is accessible; and Add detectable warnings to the nearby curb ramps. 94

97 Location Issue Number Issue Suggestion MAINTENANCE Corridor Wide 9 Street Name Sign Consider sending a maintenance crew to fix the unlit interior illuminated SR AA street name sign for the southbound approach at Visibility the Eau Gallie Boulevard intersection. Mid Block between Consider installing a railing to prevent pedestrians/bicyclists from falling into the following five areas: Drainage inlet between Del Flora and the car wash entrance; Grosse Point Avenue and Paradise Boulevard 9 Sidewalk Drop Offs Drainage inlet just north of Ocean Oaks Drive; Drainage culvert just north of Terrace Shores Drive; Drainage culvert and steep area between culverts just north of Poinsetta Street. Mid Block between Grosse Point Avenue and Paradise Boulevard Mid Block between Grosse Point Avenue and Paradise Boulevard Mid Block between Grosse Point Avenue and Paradise Boulevard Paradise Boulevard Intersection Mid Block between Paradise Boulevard and Holy Name of Jesus Catholic Church Mid Block between Paradise Boulevard and Holy Name of Jesus Catholic Church Mid Block between Paradise Boulevard and Holy Name of Jesus Catholic Church Holy Name of Jesus Catholic Church Intersection Eau Gallie Boulevard Intersection 2 23 Boskind Road Pedestrian Railing Poinsetta Street Sight Distance 24 Walgreens Driveway 28 Driveway Access Near Intersection 29 Sidewalk Gap Consider replacing the railing. Consider trimming the shrubbery so the sight distance for an eastbound approaching vehicle is not obstructed to pedestrians/bicyclists on the sidewalk or southbound traveling vehicles. If the shrubbery is on private property, consider coordinating with the property owner to trim. Consider trimming the shrubbery to improve sight distance between exiting vehicles and northbound sidewalk users. If the shrubbery is on private property, consider coordinating with the property owner to trim. Consider restriping the north driveway to be enter only and the south driveway to be exit only. A pedestrian access route that meets ADA standards should be constructed that connects the SR AA sidewalk with the Ocean View Lane sidewalk. 30 Missing Stop Sign Consider contacting the property owner to install a new stop sign for the southern driveway. 3 Sidewalk Connectivity Consider adding 5 feet of sidewalk to connect the overpass landing area to the SR AA west sidewalk. 34 Pavement Markings As part of the SR AA resurfacing project, the Holy Name of Jesus Catholic Church westbound approach is not planned to be striped as displayed on sheet S 9 in Appendix C. Consider striping the westbound approach with a stop bar and double yellow lane lines consistent with sheet 4 of the FDOT Design Standard Index Intersection Lighting Consider contacting the operator/maintainer of the light to replace the light bulb. 95

98 Location Issue Number Issue Suggestion NEAR TERM PRIORITY Corridor Wide Five Lane Cross Section Consider a study to review potential locations for spot medians. These spot medians are typically 40 in length and should be located in places where they do not restrict turning movements at minor streets or at major driveways. Note that these spot medians would not be marked as a formal mid block crossing and that formal mid block crossing treatments are discussed in Issue #3: Pedestrian Facilities Mid Block Crossings. Consider conducting a study to assess sidewalk connectivity along the corridor. As part of this study, two primary alternatives Corridor Wide 2 2. Add sidewalk on the east side of the roadway. Pedestrian Facilities should be reviewed: Sidewalk Gaps. Reconstruct the sidewalk on the west side to be 0 2 wide and designate as a multi use trail; and Corridor Wide 3 Corridor Wide 3 Pedestrian Facilities Mid Block Crossings Pedestrian Facilities Mid Block Crossings Consider the following safety enhancements at the existing mid block crossing just north of US 92: Restripe the crosswalk with special emphasis crosswalk markings consistent with sheet 0 of the FDOT Design Index 7346 (crosswalk is being restriped with special emphasis crosswalk markings per sheet S 5 of the SR AA resurfacing plans which can be found in Appendix C). Install lighting on the crosswalk s west and east sides (proposed in the FDOT D5 Pedestrian Safety Study (May 205)). Provide an active warning device, such as a RRFB, at the crosswalk. RRFBs may also be used on the advance crosswalk signs per FHWA s interim approval memorandum. Based on the FDOT Pedestrian Safety Study, consider the suggested order below for mid block crossing implementation:. North of Watson Drive 2. North of Boskind Road 2. South of Coral Way 4. North of Terrace Shores Drive 5. North of Niemira Avenue 5. North of Poinsetta Street 7. North of Harris Boulevard 7. North of Flug Avenue 9. North of Del Flora 0. North of Pine Tree Drive The RSA team suggests the proposedmid block crossing on the south side of Harris Boulevard be reconsidered for the north side of the intersection to minimize impacts of the pedestrian refuge on the northbound left turn lane and to locate the mid block crossing closer to existing transit stops north of the intersection. At each mid block crossing location, the study recommended to construct a raised median refuge island and install street lighting. In addition to this suggestion, an active warning device, such as a RRFB, should be considered at the crosswalk installations. 96

99 Location Issue Number Issue Suggestion NEAR TERM PRIORITY In addition to the 0 mid block crossing recommendations from the FDOT study, the RSA team identified one additional location where a mid block crossing could be considered: St. Mark s Church/Beach Access: A pedestrian beach access is located across the street from St. Mark s United Methodist Church, and the church has a sign welcoming surfers to park in their lot (west side of SR AA). This location is approximately 660 feet north of the proposed Poinsetta Street mid block crossing from the FDOT study. Corridor Wide 3 Pedestrian Facilities Mid Block Crossings Corridor Wide 4 Beach Access Corridor Wide 4 Beach Access Corridor Wide 5 Bicycle Facilities Corridor Wide 5 Bicycle Facilities Corridor Wide 6 Corridor Wide 6 Corridor Wide 7 Unsignalized Intersection and Driveway Markings/Signage Unsignalized Intersection and Driveway Markings/Signage Signalized Intersection Crosswalk Markings At this location, the following safety enhancements should be considered: Conduct a mid block crossing study per Section 3.8 of the FDOT Traffic Engineering Manual (TEM) to evaluate if a mid block crosswalk is warranted based upon existing demands. Provide an active warning device, such as a RRFB, at the crosswalk. RRFBs may also be used on the advance crosswalk signs per FHWA s interim approval memorandum. Provide a median refuge island for pedestrians in the TWLTL. Install lighting on the crosswalk s west and east sides. Restripe the crosswalk with special emphasis crosswalk markings consistent with sheet 0 of the FDOT Design Index Beach Access Connectivity Construct a sidewalk from the mid block crossing to a nearby beach access point for the suggested mid block crossings discussed in Issue #3 (if a beach access is nearby). For locations where drainage issues may be a concern, some type of elevated wooden boardwalk walkway could be constructed over the drainage area. This wooden boardwalk would need to meet ADA guidance. Beach Access Wayfinding Add wayfinding signage along the corridor directing people to public parks for beach parking. As part of the SR AA resurfacing project, the standard typical section as displayed on sheet S 9 (locatedinappendix C) hasa marked bicycle lane in the paved shoulder of varying width but is a minimum of 4 wide (not including the gutter pan). Consider using warning signs that would draw the motorist s attention to the presence of bicycles on the sidewalk in both directions. It is noted that warning signs not included in the Manual of Uniform Traffic Control Devices (MUTCD) would require special approval prior to implementation. As part of the US 92 to Eau Gallie Boulevard roadway resurfacing project, the minor street approaches will be striped with standard crosswalk markings as displayed on sheet S of the signing and pavement marking plans (can be found in Appendix C ). Detectable warning surfaces are also planned to be installed per FDOT Design Standard Index 304. Consider using warning signs that would draw the motorist s attention to the presence of pedestrians or bicycles on the sidewalk in both directions (see Figure 63 for possible examples). It is noted that warning signs not included in the Manual of Uniform Traffic Control Devices (MUTCD) would require special approval prior to implementation. At the signalized intersections of Grosse Pointe Avenue, Paradise Boulevard, Holy Name of Jesus Catholic Church, and Eau Gallie Boulevard, the crosswalk striping is being upgraded to special emphasis as shown in sheets S 6, S 8, S 9, and S 2 of the resurfacing project signing and pavement marking plans (can be found in Appendix C). At Eau Gallie Boulevard, a sidewalk is being constructed through the pork chop island in the northwest corner of the intersection. A special emphasis crosswalk is being installed for the west leg of the intersection connecting the sidewalk in the pork chop island on the southwest corner with the sidewalk in the pork chop island on the northwest corner. A special emphasis crosswalk is also being installed across the southbound right turn lane connecting the sidewalk in the northwest corner pork chop island with the newly constructed sidewalk on the northwest corner of the intersection. 97

100 Location Issue Number Issue Suggestion NEAR TERM PRIORITY Corridor Wide 7 Signalized Intersection Pavement Markings Because the intersection of US 92 with SR AA is not within the limits of the resurfacing project, it is suggested as a near term improvement to upgrade the crosswalk markings to special emphasis as shown on sheet 9 of Design Standard Index Corridor Wide 8 Corridor Lighting Corridor Wide 9 Corridor Wide 0 Street Name Sign Visibility Run Off the Road/Fixed Object Crashes Corridor Wide Signal Head Backplates US 92 Intersection 2 Pedestrian Facilities US 92 Intersection 3 Pavement Markings Due to the close proximity to the beach, this section of SR AA has to accommodate lighting levels appropriate for marine turtles (as discussed on the Florida Fish and Wildlife Conservation Commission website: turtles/lighting/). Consider conducting field measurements of existing lighting levels in the areas along the corridor with existing lighting to evaluate lighting uniformity levels and add lighting where necessary. Also consider conducting a lighting justification study along unlit portions of the corridor to determine if additional lighting is justified. If additional lighting is needed, they must be installed per the standards outlined in the website above. One way to help reduce the lighting impact along the roadway is to install turtle shielding on the overhead lights as displayed in Figure 68 and Figure 69. Consider replacing street name signage (sign D3 in 2009 MUTCD) at unsignalized intersections with new retro reflective signs using applicable font size following the guidance provided in section 2D 43 of the 2009 Manual on Uniform Traffic Control Devices (MUTCD). Consider interior illuminated, overhead LED street name signs, per Table 2A of the MUTCD, at the signalized intersections of US 92, Grosse Pointe Avenue, and Holy Name of Jesus Catholic Church. As part of the SR AA Resurfacing Project, Paradise Boulevard is being converted from strain poles to mast arms and interior illuminated signs are being installed. Consider advanced intersection warning signage such as W2 (if the minor street is a full intersection) or W2 2 (if the minor street is a t intersection) for "cut through" roadways between SR AA and Riverside Drive. To compliment the advanced intersection warning signage, consider installing a street name plaque (W6 8aP) for the full intersection or a street name plaque with an arrow (W6 8P and W6 5P) for the t intersection. Consider replacing the current outside white lane marking with profiled thermoplastic (also known as audible and vibratory pavement markings) where the rural cross section is present (from just north of Flug Avenue to Eau Gallie Boulevard) on both sides of the roadway. Consider installing signal head backplates for each of the signal heads at the signalized intersections with 3 yellow reflective sheeting (Figure 76) to help the signal heads stand out during the day and become more retro reflectivity at night.. Consider installing two push button poles on both the southwest and southeast corners having pedestrian detectors that are parallel to the crosswalk to be used, consistent with the guidance in section 4E.08 of the MUTCD. Consider installing R0 3i pedestrian plaques on all push button poles indicating the respective pedestrian detectors corresponding street. Consider replacing the detectable warning surfaces per FDOT Design Standard Index 304 for the southwest and southeast corners of the intersection. To help with vehicles driving onto the curb ramp area in the southwest corner, review the placement of the stop bar for the northbound left turn movement and consider moving the stop bar south to better accommodate turning trucks with trailers. To deter vehicles from tracking over the curb ramp area, consider adding bollards to emphasize where the curb return is located as shown in Figure 8. Consider adding lane designation marking for the westbound approach. Due to the signal head configuration and two receiving lanes west of the intersection, a shared left/through turn arrow should be added to the inside lane while a shared through/rightturn arrow should be added to the outside lane. Also consider re striping the guide striping for the northbound left turn, eastbound left turn, and southbound through movements. 98

101 Location Issue Number Issue Suggestion NEAR TERM PRIORITY US 92 Intersection 4 Intersection Lighting Consider upgrading the lighting at the intersection to meet the requirements of section in Volume of the FDOT PPM. This may require the existing lighting to be replaced. Consider extending the curb along SR AA to the north and south sides of Grosse Pointe Avenue. On the south side of the Grosse Pointe Avenue roadway, the new curb could tie in with the raised curb at the Longdoggers restaurant (Figure 87) (coordination with property 5 Curb Returns Intersection owner would be needed). On the north side of the roadway, the curb could be extended 5 0 west of the existing sidewalk/curb ramp on the northwest corner. Grosse Pointe Avenue Intersection Grosse Pointe Avenue Intersection Grosse Pointe Avenue Intersection Mid Block between Grosse Point Avenue and Paradise Boulevard Mid Block between Grosse Point Avenue and Paradise Boulevard Mid Block between Grosse Point Avenue and Paradise Boulevard Paradise Boulevard Intersection Paradise Boulevard Intersection Paradise Boulevard Intersection Mid Block between Paradise Boulevard and Holy Name of Jesus Catholic Church 6 Pedestrian Facilities 7 Pavement Markings Driveways Near Intersection Washington Street Sight Distance Waters Edge Lane Sight Distance As part of the US 92 to Eau Gallie Boulevard roadway resurfacing project, detectable warning surfaces are planned to be installed per FDOT Design Standard Index 304. Also as part of the resurfacing project, countdown pedestrian signals for the west and south leg crosswalks are going to be installed as shown on sheet T 6 of the signalization plans (can be found in Appendix C). R0 3i pedestrian plaques are being installed with these pedestrian countdown timers. As part of the SR AA resurfacing project, the Grosse Pointe Avenue eastbound approach is planned to be striped with a double yellow centerline and 24 white stop bar as displayed on sheet S 6 in Appendix C. Consider ways to restrict access to driveways (right in/right out only) by adding signage or by installing a pork chop island to channelize the right turn movements. Consider working with the property owner to relocate/remove the church sign on the southwest corner of the intersection so the sight distance for an eastbound approaching vehicle is not obstructed. Consider working with the property owner to relocate/remove the vegetation feature in the median so the sight distance for an eastbound approaching vehicle is not obstructed. 24 Walgreens Driveway Consider striping the crosswalk with standard crosswalk markings per sheet 9 of the FDOT Design Standard Index Pedestrian Facilities 26 Intersection Lighting 27 Westbound Right Turn Curb Return 32 Curb Return Radius As part of the resurfacing project, mast arms are being constructed at this intersection and new pedestrian poles with corresponding pedestrian features are going to be installed where crosswalks are present as shown on sheet T 7 of the signalization plans (can be found in Appendix C). Consider upgrading the lighting at the intersection to meet the requirements of section in Volume of the FDOT PPM. This may require the existing lighting to be replaced. Lighting the intersection may reduce the number of night time crashes and will make pedestrians utilizing the north and west leg crosswalks more visible. Consider extending the curb along SR AA to the north side of Paradise Boulevard. The curb could be extended 0 5 east of the existing curb on the northeast corner to where the stop bar is striped for the westbound approach. Consider tightening the radius at the curb return and rebuilding the pedestrian ramp to minimize pedestrian exposure to turning vehicles. 99

102 Location Issue Number Issue Suggestion NEAR TERM PRIORITY Holy Name of Jesus Catholic Church Intersection Eau Gallie Boulevard Intersection Eau Gallie Boulevard Intersection Eau Gallie Boulevard Intersection 33 Pedestrian Facilities As part of the resurfacing project, new pedestrian poles with corresponding pedestrian features are going to be installed where crosswalks are present as shown on sheet T 8 of the signalization plans (can be found in Appendix C). 36 Signal Timing Consider reviewing and adjusting the signal timing settings as needed to eliminate inefficiencies in the cycle. 37 Pedestrian Facilities 38 Channelized Right Turn Lanes Consider relocating/removing the Canova Beach Park sign in the median so the sight distance for a westbound approaching vehicle is not obstructed. Consider striping special emphasis crosswalk markings consistent with sheet 9 of the FDOT Design Standard Index 7346 on the north leg of the intersection to connect to Canova Beach Park. When the crosswalks are striped, corresponding pedestrian features (pedestrian countdown signals and detectors) should also be installed. As part of the SR AA resurfacing project, the crosswalk across the eastbound right turn lane is being restriped to be special emphasis and a new special emphasis marked crosswalk is being striped across the southbound right turn lane, as displayed in sheets S 20 and S 2 in Appendix C. Pedestrian warning signage (W 2) and a downward arrow (W6 7PL) are being installed along with the marked crosswalk across the southbound right turn lane. As a near term improvement to increase driver awareness of pedestrians at both of these crossings, consider adding Stop Here for Pedestrians signage (R 5b or R 5c) with a stop bar at the marked crosswalks. 00

103 Location Issue Number Issue Suggestion LONG TERM PRIORITY Corridor Wide Consider conducting a study focused on changing the cross section of the roadway from five lanes with a TWLTL to a four lane Five Lane Cross Section divided roadway with a raised median. Consider widening the four foot bicycle lanes to be seven foot buffered bicycle lanes. In addition to the buffered bicycle lanes, Corridor Wide 5 Bicycle Facilities keyholes should be considered at right turn locations where they are not being installed as part of the resurfacing project. These buffered bicycle lanes could be incorporated into the roadway cross section changes discussed in Issue #: Five Lane Cross Section. US 92 Intersection 2 Pedestrian Facilities Consider moving the light pole or the pedestrian curb ramp so turning space is provided at the top of the curb ramp on the southeast corner. The light pole should be moved somewhere within the southeast corner area so illumination will still be present in this quadrant of the intersection. As discussed in Issue #2: Pedestrian Facilities Sidewalk Gaps, sidewalks are suggested along the east side of SR AA within the limits of the study as a long term improvement. When this sidewalk is constructed along the east side at the Paradise Boulevard Paradise Boulevard 25 Pedestrian Facilities intersection, consider striping special emphasis crosswalk markings consistent with sheet 9 of the FDOT Design Standard Index Intersection 7346 on the east and south legs of the intersection. When the crosswalks are striped, corresponding pedestrian features (pedestrian countdown signals, detectors, and ramps) should also be installed. Paradise Boulevard Intersection Holy Name of Jesus Catholic Church Intersection 25 Pedestrian Facilities 33 Pedestrian Facilities Currently a SCAT southbound bus stop exists on the northwest corner of the intersection which provides bus patrons who get on/off at this location access to the north leg crosswalk. From the ADA assessment, this stop is proposed to be moved 50 north so it is farther away from the intersection. When sidewalks are constructed on the east side of SR AA and subsequent crosswalks are constructed on the east and south legs of the intersection, consider relocating this bus stop from near side to far side (in front of Walgreens). As discussed in Issue #2: Pedestrian Facilities Sidewalk Gaps, sidewalks are suggested along the east side of SR AA within the limits of the study as a longer term improvement. When this sidewalk is constructed along the east side at the Holy Name of Jesus Catholic Church intersection, consider striping special emphasis crosswalk markings consistent with sheet 9 of the FDOT Design Standard Index 7346 on the east and north legs of the intersection. When the crosswalks are striped, corresponding pedestrian features (pedestrian countdown signals and detectors) should also be installed. Mid Block between Holy Name of Jesus Catholic Church and Eau Gallie Boulevard 35 Walmart Driveway Full Access Given the proximity to the Eau Gallie Boulevard signalized intersection, the crash history at this location, and the potential for head on collisions under the existing configuration, consider access management strategies to help mitigate the safety issues. One option includes converting the full access intersection to a directional median opening intersection. This would require the installation of a directional median at the Walmart driveway and the Lou s Blues north driveway. A short southbound left turn lane should be provided to accommodate the southbound left turn into Lou s Blues north driveway (modifying the property owner s designated circulation plan). The TWLTL south of the directional median should be restriped as a northbound left turn lane to eliminate the potential for head on collisions at that location. A suggestion from the Eau Gallie Boulevard Corridor Planning Study is to add a sidewalk on the east side of SR AA from Eau Gallie Boulevard to the Lou s Blues north driveway. If this is constructed, consider working with Brevard County and Lou s Blues to allow patrons to utilize the Canova Beach Park parking lot to walk down SR AA instead of across SR AA at the Walmart driveway. Eau Gallie Boulevard Intersection 38 Channelized Right Turn Lanes FDOT is performing a corridor planning study along Eau Gallie Boulevard. As part of this study, both channelized turn lanes are proposed to be removed and the right turn lanes will come under signal control at the intersection. The RSA team suggests removing these channelized turn lanes as a long term improvement, consistent with the proposal in the corridor planning study. 0

104 Appendix A Crash Analysis Reference Materials A -

105 2 Ocean Oaks Dr 2 2 Del Flora Delmar St Hacienda St Boskind Rd 9 5 Flug Ave Palmetto Ave Washington Ave Franklyn Ave to Flug Ave Crash Types 5 Rear End Left-Turn 6 Angle 5 Fixed Object Niemira Ave Franklyn Ave Grosse Pointe Ave LEGEND # Number of Crashes within Intersection Fatal Crash Pedestrian / Bicycle Crash Injury Crash Property Damage Only Crash # Number of Crashes within Area Miles SR AA Watson Dr Michigan Ave st Ave 2nd Ave 3rd Ave 4th Ave US Watson Dr Crash Types 6 Fixed Object Left-Turn Sideswipe 3rd Ave Crash Types 3 Angle 3 Fixed Object 2 Left-Turn 2 Sideswipe Rear End SR AA (US 92 to Eau Gallie Blvd) Crash Map Brevard County, Florida Figure A - 2

106 Paradise Blvd 2 Tanager Ct 2 Beach St 5 2 Joan Pl 4 3 Poinsetta St Waters Edge Ln Pine Tree Dr 3 5 Pine Tree Dr Crash Types 5 Rear End 3 Fixed Object 2 Left-Turn 2 Sideswipe LEGEND # Number of Crashes within Intersection Fatal Crash Coconut Dr Terrace Shores Dr 3 Coconut Dr Crash Types 3 Angle 3 Left-Turn 2 Rear End 2 Fixed Object # Pedestrian / Bicycle Crash Injury Crash Property Damage Only Crash Number of Crashes within Area 8 2 Ocean Oaks Dr 2 SR AA Miles Del Flora Delmar St SR AA (US 92 to Eau Gallie Blvd) Crash Map Brevard County, Florida Figure 2 A - 3

107 Atlantic Ave to Hurley Dr Crash Types 9 Rear End 4 Angle 4 Left-Turn 4 Fixed Object 3 Bicycle Inset Eau Gallie Blvd SR AA Oceanside Blvd 65 Holy Name of Jesus Catholic Church Hurley Dr 6 9 Inset Holy Name of Jesus Catholic Church to Eau Gallie Blvd Crash Types 5 Rear End 0 Left-Turn 8 Angle 6 Sideswipe 5 Pedestrian SR AA 65 Eau Gallie Blvd 6 Canova Beach Park 4 Ponce De Leon Dr to Coral Way Crash Types 8 Angle 4 Rear End 2 Sideswipe 2 Fixed Object North Ct South Ct Atlantic Ave Coral Way E Walmart 5 Lou s Blues 2 2 Radisson Suite Hotel Oceanfront 9 LEGEND Ponce De Leon Dr 0 Oceanside Blvd 9 # Number of Crashes within Intersection Fatal Crash Pedestrian / Bicycle Crash Injury Crash Property Damage Only Crash Provincial Dr 2 Holy Name of Jesus Catholic Church 6 # Number of Crashes within Area Ocean View Ln Miles Paradise Blvd 2 SR AA (US 92 to Eau Gallie Blvd) Crash Map Brevard County, Florida Figure 3 A - 4

108 ,3 0 0 Eau Gallie Blvd Holy Name of Jesus Catholic Church 4,67 0 Paradise Blvd A 9,9 SR A 0 Access Management Spacing Standards from Rule 4-97 Access Class Median Opening Spacing Standard (feet) Median Connec on Spacing Standard (feet) Signal Spacing Standard (feet) Full Direc onal 6 NonRestric ve Posted Speed >45 MPH Posted Speed of 45 MPH or Less ,320 LEGEND 0 2,70 Grosse Pointe Ave 0 Signal 0.8 Miles US 92 SR AA (US 92 to Eau Gallie Blvd) Access Management Map Brevard County, Florida Figure 4 A-5

109 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Rear End Crash Angle Crash Sideswipe Crash Pedestrian Crash Bicycle Crash SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Intersection : SR US 92 Figure 5 A - 6

110 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit 5 5 SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment : 4 th Avenue to Gross Pointe Avenue Figure 6 A - 7

111 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Watson Drive SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment : 4 th Avenue to Gross Pointe Avenue Figure 7 A - 8

112 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Gross Pointe Avenue See Subset 2 2 Indialantic Center 2 2 Subset Crash Type Rear End Crash Angle Crash Left Turn Crash SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Intersection 2: SR Gross Pointe Avenue Figure 8 A - 9

113 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Franklyn Avenue SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 9 A - 0

114 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Bicycle Crash Flug Avenue Palmetto Avenue Washington Avenue SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 0 A -

115 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Seaside Center SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure A - 2

116 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Pedestrian Crash SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 2 A - 3

117 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 3 A - 4

118 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Terrace Shores Drive Crash Type Pedestrian Crash Bicycle Crash 2 2 SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 4 A - 5

119 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 5 A - 6

120 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Pedestrian Crash SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 6 A - 7

121 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Rear End Crash Pedestrian Crash 2 Vehicle rear ended another vehicle, lost control and struck a pedestrian. SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 7 A - 8

122 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 8 A - 9

123 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Bicycle sideswiped vehicle Crash Type Bicycle Crash SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 9 A - 20

124 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Bicycle Crash SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 2: Franklyn Avenue to Tanager Court Figure 20 A - 2

125 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Rear End Crash Left Turn Crash Sideswipe Crash Pedestrian Crash Subset Paradise Beach and Park See Subset SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Intersection 3: SR Paradise Boulevard Figure 2 A - 22

126 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Provincial Drive Ocean View Lane SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 3: Paradise Boulevard to Hurley Drive Figure 22 A - 23

127 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Ponce De Leon Drive Vehicle sideswiped bicyclist Hilton Hotel Brevard County Fire Station Crash Type Pedestrian Crash Bicycle Crash Harris Boulevard SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 3: Paradise Boulevard to Hurley Drive Figure 23 A - 24

128 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Ponce De Leon Drive SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 3: Paradise Boulevard to Hurley Drive Figure 24 A - 25

129 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Atlantic Avenue Coral Way SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 3: Paradise Boulevard to Hurley Drive Figure 25 A - 26

130 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Hurley Drive 2 2 Crash Type Bicycle Crash North Court South Court SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 3: Paradise Boulevard to Hurley Drive Figure 26 A - 27

131 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Oceanside Boulevard 6 4 Holy Name of Jesus Catholic Church 2 Crash Type Rear End Crash Angle Crash Left Turn Crash Pedestrian Crash Bicycle Crash 6 Hurley Drive SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Intersection 4: SR Holy Name of Jesus Catholic Church Figure 27 A - 28

132 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Pedestrian Crash Bicycle Crash Walmart Lou s Blues Oceanside Boulevard SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Segment 4: Oceanside Boulevard to Walmart Access Figure 28 A - 29

133 SR AA from US 92 to SR 58 /Eau Gallie Boulevard Road Safety Audit Crash Type Rear End Crash Left Turn Crash Sideswipe Crash Eau Gallie Boulevard See Subset 3 Canova Beach and Park Subset 3 SR AA (US 92 to SR 58) RSA Collision Diagram ( ) Intersection 5: SR SR 58/Eau Gallie Boulevard Figure 29 A - 30

134 Appendix B SCAT ADA Assessment Bus Stop Sheets B -

135 Location: N MIRAMAR AVE & 5TH AVE Quick Fix: No ADA Compliant: No Quick Fix Items: Non-Compliant Features: Boarding and alighting area not compliant, Detectable Warnings Direction: ID: 04 Northbound Stop Location: On the sidewalk (adjacent to the street with a raised curb) Bus Location: In a travel-thru lane Releation to Intersection: At street, on far side of intersection Hazards None Average Ridership per Run: Scoring: Rank: 243 Accessibility: 5 Safety 5 Operational: 5 Cost: 5 Rideship: 0 Total: 20 Total Cost: $2,800 Curb Type/Height: Type F-6 Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Partially Paved Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.3 Cross Slope (%): 0.9 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: No Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Office/Commercial, Residential, Retail Recommendations: Pave a level 5 x3 slab between the curb and sidewalk to complete a 5 x8 B&A area. Stripe a crosswalk at the nearby intersection. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 243 DRAFT 2/26/4 B - 2

136 Location: N MIRAMAR AVE & 3RD AVE Quick Fix: No ADA Compliant: No Quick Fix Items: Non-Compliant Features: Boarding and alighting area not compliant Direction: ID: 88 Southbound Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Average Ridership per Run: 2 Scoring: Rank: 363 Accessibility: 4 Safety 3 Operational: 3 Cost: 0 Rideship: 4 Total: 4 Total Cost: $3,00 Curb Type/Height: Type F-3 Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Partially Paved Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%): 0.4 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: No Detectable Warning: Yes Detectable Warning Condition: Excellent Northbound Southbound Supplemental Photo Detectable Full Width: Yes 24" Detectable Warning: Yes Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential, Retail Recommendations: Pave a level 5 x2 slab between the curb and sidewalk and a level 5 x slab behind the sidewalk to complete a 5 x8 B&A area. Eastbound Westbound Page 363 DRAFT 2/26/4 B - 3

137 Location: N MIRAMAR AVE & INDIATLANTIC SHOPPING CENTER Quick Fix: No ADA Compliant: No Quick Fix Items: Non-Compliant Features: Boarding and alighting area not compliant, Detectable Warnings Direction: ID: 99 Southbound Stop Location: On the sidewalk (adjacent to the street with a raised curb) Bus Location: In a travel-thru lane Releation to Intersection: At street, on far side of intersection Hazards None Average Ridership per Run: Scoring: Rank: 60 Accessibility: 5 Safety 8 Operational: 5 Cost: 5 Rideship: 0 Total: 23 Total Cost: $2,300 Curb Type/Height: Type F-6 Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Partially Paved Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%): 0.3 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 7 Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: No Curb Ramp Slope: Yes Curb Ramp Surface: No Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential, Retail Recommendations: Pave a level 5 x slab behind the sidewalk to complete a 5 x8 B&A area. Resurface the nearby curb ramp/cross walk. Eastbound Westbound Page 60 DRAFT 2/26/4 B - 4

138 Location: Quick Fix: No Quick Fix Items: N MIRAMAR AVE & GROSSE POINT AVE Non-Compliant Features: Average Ridership per Run: Scoring: Rank: 326 ADA Compliant: No Direction: ID: 05 Northbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: 5 Safety 8 Operational: 3 Cost: 0 Rideship: 0 Total: 6 Total Cost: $3,300 Stop Location: On the sidewalk (adjacent to the street with a raised curb) Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: Type D-6 Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Partially Paved Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.3 Cross Slope (%): 0.7 B&A Obstructions: Fixed Street furniture (control boxes, waste cans, benches, etc.) B&A Barriers: Fencing, curbs, sign posts, etc. Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Office/Commercial, Residential, Retail Recommendations: Move the stop 90' north. Pave a level 5 x3 slab between the curb and sidewalk to complete a 5 x8 B&A area. Add detectable warnings to the nearby curb ramps. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Eastbound Westbound Page 326 DRAFT 2/26/4 B - 5

139 Location: N MIRAMAR AVE & BLUEBERRY MUFFIN Quick Fix: No ADA Compliant: No Quick Fix Items: Non-Compliant Features: Boarding and alighting area not compliant, Detectable Warnings Direction: ID: 03 Northbound Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on far side of intersection Hazards None Average Ridership per Run: 0 Scoring: Rank: 762 Accessibility: -4 Safety 0 Operational: 4 Cost: -5 Rideship: 0 Total: -5 Total Cost: $4,400 Curb Type/Height: Type F-6 Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%):.2 B&A Obstructions: Utility pole or guide/tension wires B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): Marked Crosswalk: No Protected Crosswalk: Detectable Warning: Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: No Smooth Transition at Curb Ramp: Curb Ramp Slope: Curb Ramp Surface: Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential Recommendations: Relocate the bus stop ~30' south. Pave a level 5 x8 slab and pave a ramp from the B&A area to the shoulder of the road, which will act as the accessible path. See note and note 3. Add detectable warnings to the ramp. Eastbound Westbound Page 762 DRAFT 2/26/4 B - 6

140 Location: Quick Fix: No Quick Fix Items: N HIGHWAY AA & PALMETTO AVE Non-Compliant Features: Average Ridership per Run: Scoring: Rank: 202 ADA Compliant: No Direction: ID: 44 Northbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: 2 Safety 2 Operational: 3 Cost: -5 Rideship: 20 Total: 22 Total Cost: $4,200 Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Partially Paved Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%):.8 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: No Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential, Retail Recommendations: Remove the pavement at the existing B&A area and repave a level 5 x8 slab with a raised 6 curb to create a raised and level B&A area. See note. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 202 DRAFT 2/26/4 B - 7

141 Location: Quick Fix: No Quick Fix Items: N MIRAMAR AVE & BOSKIND RD Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 564 ADA Compliant: No Boarding and alighting area not compliant, Detectable Warnings, No Raised Curb Direction: ID: 06 Southbound Accessibility: 0 Safety 3 Operational: 2 Cost: 0 Rideship: 0 Total: 5 Total Cost: $3,600 Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%):.3 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: No Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential, Retail Recommendations: Pave a level 5 x8 slab with a raised 6 curb for the B&A area. See note. Add a 6' path to connect the B&A to the existing sidewalk. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 566 DRAFT 2/26/4 B - 8

142 Location: Quick Fix: No Quick Fix Items: N MIRAMAR AVE & BOSKIND RD Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 748 ADA Compliant: No Direction: ID: 89 Northbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: -3 Safety 0 Operational: 4 Cost: -5 Rideship: 0 Total: -4 Total Cost: $4,200 Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on far side of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.3 Cross Slope (%): 4.8 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): Marked Crosswalk: No Protected Crosswalk: Detectable Warning: Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: No Smooth Transition at Curb Ramp: Curb Ramp Slope: Curb Ramp Surface: Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Office/Commercial, Residential, Retail Recommendations: Pave a level 5 x8 slab with a raised 6 curb for the B&A area and pave a ramp from the B&A area to the shoulder of the road, which will act as the accessible path. See note and note 3. Add detectable warnings to the ramp. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Eastbound Westbound Page 750 DRAFT 2/26/4 B - 9

143 Location: Quick Fix: No Quick Fix Items: N MIRAMAR AVE & COCONUT DR Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 650 ADA Compliant: No Boarding and alighting area not compliant, Detectable Warnings, No Raised Curb Direction: ID: 98 Southbound Accessibility: 2 Safety 2 Operational: 3 Cost: -5 Rideship: 0 Total: 2 Total Cost: $4,900 Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%): 8.2 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: No Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Office/Commercial, Residential, Retail Recommendations: Move the stop 5' north. Pave a level 5 x8 slab with a raised 6 curb for the B&A area. See note. Add a 7' path to connect the B&A to the existing sidewalk. Stripe a crosswalk at the nearby intersection. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 650 DRAFT 2/26/4 B - 0

144 Location: Quick Fix: No Quick Fix Items: N HIGHWAY AA & DOUBLETREE HOTEL Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 85 ADA Compliant: No Direction: ID: 656 Northbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: -3 Safety 0 Operational: 4 Cost: -0 Rideship: 0 Total: -9 Total Cost: $5,300 Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on far side of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.3 Cross Slope (%): 0.5 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): Marked Crosswalk: No Protected Crosswalk: Detectable Warning: Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: No Smooth Transition at Curb Ramp: Curb Ramp Slope: Curb Ramp Surface: Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Office/Commercial, Residential, Retail Recommendations: Move the bus stop ~200' south. Pave a level 5 x8 slab with a raised 6 curb for the B&A area. See note. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Pave a 60' sidewalk from the B&A area to the nearby driveway. Add detectable warnings to the curb ramp. Eastbound Westbound Page 85 DRAFT 2/26/4 B -

145 Location: Quick Fix: No Quick Fix Items: N HIGHWAY AA & PINE TREE DR Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 632 ADA Compliant: No Direction: ID: 93 Southbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: 2 Safety 8 Operational: 3 Cost: -0 Rideship: 0 Total: 3 Total Cost: $5,600 Stop Location: On a raised curb (without a sidewalk) Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: Type F-4 Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.3 Cross Slope (%):.9 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: None Recommendations: Relocate the bus stop ~00' south. Pave a level 5 x8 slab with a raised 6 curb for the B&A area. See note. Pave a 00' sidewalk to connect to the existing sidewalk to the south. Add detectable warnings to the nearby curb ramps. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Eastbound Westbound Page 632 DRAFT 2/26/4 B - 2

146 Location: Quick Fix: No Quick Fix Items: N HIGHWAY AA & PINE TREE DR Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 33 ADA Compliant: No Direction: ID: 88 Northbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: 5 Safety 8 Operational: 3 Cost: 0 Rideship: 0 Total: 6 Total Cost: $3,700 Stop Location: On the sidewalk (with no curb) Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Partially Paved Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%): 2.3 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential, Retail Recommendations: Pave a level 5 x8 slab with a raised 6 curb for the B&A area. Add a ' path to connect the B&A to the existing sidewalk. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 332 DRAFT 2/26/4 B - 3

147 Location: Quick Fix: No Quick Fix Items: N HIGHWAY AA & PARADISE BLVD Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 595 ADA Compliant: No Boarding and alighting area not compliant, Detectable Warnings, No Raised Curb Direction: ID: 60 Southbound Accessibility: 5 Safety 8 Operational: 2 Cost: -0 Rideship: 0 Total: 5 Total Cost: $5,700 Stop Location: On the sidewalk (with no curb) Bus Location: In a right turn only lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: No Max Clear Space: 0 What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.3 Cross Slope (%): 0. B&A Obstructions: Utility pole or guide/tension wires B&A Barriers: No barriers Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: No Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential, Retail Recommendations: Move the bus stop ~50' north. Remove the pavement at the existing B&A area and repave a level 5 x8 slab with a raised 6 curb to create a raised and level B&A area. See note. Resurface the curb ramps to create a flush transition with the road. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 595 DRAFT 2/26/4 B - 4

148 Location: N HIGHWAY AA & HOWARD FUTCH PARK Quick Fix: No ADA Compliant: No Quick Fix Items: Non-Compliant Features: Boarding and alighting area not compliant, Detectable Warnings Direction: ID: 02 Northbound Stop Location: On a raised curb (without a sidewalk) Bus Location: In a pull-in lane to walkway curb (bus bay/pull-out) Releation to Intersection: At street, on far side of intersection Hazards None Average Ridership per Run: 2 Scoring: Rank: 407 Accessibility: 2 Safety 8 Operational: 4 Cost: -5 Rideship: 4 Total: 3 Total Cost: $4,600 Curb Type/Height: Type F-6 Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0 Cross Slope (%): 3. B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Government, Office/Commercial, Retail Recommendations: Move the stop 70' south. Pave a level 5 x8 slab with a raised 6 curb for the B&A area. See note. Add a 5 sidewalk from the B&A area to the nearby intersection. Add detectable warnings to the nearby curb ramps. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Eastbound Westbound Page 407 DRAFT 2/26/4 B - 5

149 Location: N HIGHWAY AA & HARRIS BLVD Quick Fix: No ADA Compliant: No Quick Fix Items: Non-Compliant Features: Boarding and alighting area not compliant, No Raised Curb Direction: ID: 95 Southbound Stop Location: On the sidewalk (with no curb) Bus Location: In a right turn only lane Releation to Intersection: At street, on far side of intersection Hazards None Average Ridership per Run: 0 Scoring: Rank: 424 Accessibility: 5 Safety 9 Operational: 3 Cost: -5 Rideship: 0 Total: 2 Total Cost: $4,00 Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Yes Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Partially Paved Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%): 2. B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: Yes Detectable Warning Condition: Good Northbound Southbound Supplemental Photo Detectable Full Width: Yes 24" Detectable Warning: Yes Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Government, Residential, Retail Recommendations: Remove the pavement at the existing B&A area and repave a level 5 x8 slab with a raised 6 curb to create a raised and level B&A area. See note. Eastbound Westbound Page 424 DRAFT 2/26/4 B - 6

150 Location: Quick Fix: No Quick Fix Items: N HIGHWAY AA & CROWN PLAZA Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 793 ADA Compliant: No Direction: ID: 87 Northbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: -3 Safety 0 Operational: Cost: -5 Rideship: 0 Total: -7 Total Cost: $5,000 Stop Location: On an unpaved shoulder of roadway Bus Location: In a right turn only lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%):.8 B&A Obstructions: Fixed Street furniture (control boxes, waste cans, benches, etc.) B&A Barriers: Building or other structure Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): Marked Crosswalk: No Protected Crosswalk: Detectable Warning: Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: No Smooth Transition at Curb Ramp: Curb Ramp Slope: Curb Ramp Surface: Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Office/Commercial, Residential, Retail Recommendations: Move the stop 200' north. Pave a level 5 x8 slab with a raised 6 curb for the B&A area. See note. Add a 0 sidewalk from the B&A area to the raised pedestrian crossing. Construct a curb ramp with a slope <=8.3%. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 793 DRAFT 2/26/4 B - 7

151 Location: Quick Fix: No Quick Fix Items: SR AA & E CORAL WAY Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 46 ADA Compliant: No Boarding and alighting area not compliant, Detectable Warnings, No Raised Curb Direction: ID: 036 Southbound Accessibility: 2 Safety 5 Operational: 3 Cost: 0 Rideship: 0 Total: 0 Total Cost: $3,800 Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%): 3.4 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential Recommendations: Pave a level 5 x8 slab with a raised 6 curb for the B&A area. See note. Add a 8' path to connect the B&A to the existing sidewalk. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 46 DRAFT 2/26/4 B - 8

152 Location: Quick Fix: No Quick Fix Items: N HIGHWAY AA & CORAL WY E Non-Compliant Features: Average Ridership per Run: 0 Scoring: Rank: 758 ADA Compliant: No Direction: ID: 83 Northbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: -3 Safety 0 Operational: 4 Cost: -5 Rideship: 0 Total: -4 Total Cost: $4,900 Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on far side of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.3 Cross Slope (%): 0.2 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): Marked Crosswalk: No Protected Crosswalk: Detectable Warning: Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: No Smooth Transition at Curb Ramp: Curb Ramp Slope: Curb Ramp Surface: Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Residential Recommendations: Pave a level 5 x8 slab with a raised 6 curb for the B&A area and pave a ramp from the B&A area to the shoulder of the road, which will act as the accessible path. See note and note 3. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 759 DRAFT 2/26/4 B - 9

153 Location: N HIGHWAY AA & HILTON MELBOURNE BEACH Quick Fix: No ADA Compliant: No Quick Fix Items: Non-Compliant Features: Boarding and alighting area not compliant, No Raised Curb Direction: ID: 00 Northbound Stop Location: On an unpaved shoulder of roadway Bus Location: In a travel-thru lane Releation to Intersection: At street, on nearside of intersection Hazards None Average Ridership per Run: 0 Scoring: Rank: 432 Accessibility: 2 Safety 6 Operational: 3 Cost: 0 Rideship: 0 Total: Total Cost: $3,300 Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: None Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Dirt/Grass Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.3 Cross Slope (%): 0.5 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: No /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: Yes Detectable Warning Condition: Excellent Northbound Southbound Supplemental Photo Detectable Full Width: Yes 24" Detectable Warning: Yes Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Office/Commercial, Residential, Retail Recommendations: Pave a level 5 x8 slab with a raised 6 curb for the B&A area. See note. Add a 4' path to connect the B&A to the existing sidewalk. Eastbound Westbound Page 433 DRAFT 2/26/4 B - 20

154 Location: Quick Fix: No Quick Fix Items: N HIGHWAY AA & HOLY NAME Non-Compliant Features: Average Ridership per Run: Scoring: Rank: 352 ADA Compliant: No Direction: ID: 806 Southbound Boarding and alighting area not compliant, Schedule not accessible, Detectable Warnings, No Raised Curb Accessibility: 5 Safety 8 Operational: 2 Cost: 0 Rideship: 0 Total: 5 Total Cost: $3,900 Stop Location: On the sidewalk (with no curb) Bus Location: In a right turn only lane Releation to Intersection: At street, on nearside of intersection Hazards None Curb Type/Height: None Signage: Standard bus stop sign post Sign Mounted Correctly: Yes Amenities: Bus Schedule Bench Accessible: N/A Bench Obstruction: N/A Trashcan Accessible: Trashcan Obstruction: Schedule Accessible: No Is there a B&A area: Yes Max Clear Space: What prevents a B&A area: Is the B&A 5'x8': B&A Materials: Partially Paved Is the B&A Safe: Yes B&A Condition: Surface not firm, stable, or slip r Running Slope (%): 0.2 Cross Slope (%): 3.2 B&A Obstructions: No obstruction B&A Barriers: No barriers Sidewalk Connection: Yes /4" Change in Elevation: No Sidewalk Width (feet): 5 Marked Crosswalk: Yes Protected Crosswalk: Yes Detectable Warning: No Detectable Warning Condition: Northbound Southbound Supplemental Photo Detectable Full Width: 24" Detectable Warning: Curb Ramp: Yes Smooth Transition at Curb Ramp: Yes Curb Ramp Slope: Yes Curb Ramp Surface: Yes Shelter: No Shelter Condition: Wheelchair Into: Distance from Curb (inches): Accessible Connection: Trip Generators: Church, Residential, Retail Recommendations: Pave a level 5 x8 slab with a raised 6 curb for the B&A area. Make sure the pole with the bus schedule is located adjacent to the pavement so it is accessible. Add detectable warnings to the nearby curb ramps. Eastbound Westbound Page 352 DRAFT 2/26/4 B - 2

155 Appendix C Selected Pages from SR AA Resurfacing Plan Set C -

156 C - 2 PROPOSED ROADWAY TYPICAL SECTION # 6" WHITE VARIES (4' MIN.) EOP 0' INSTALL TWO WAY LEFT TURN LANE ARROWS 6" YELLOW W/ Y/Y 0' 40' C.C. 0'/30' SKIP 6" YELLOW W/ Y/Y 40' C.C. 0' 0' 0'/30' SKIP 6" WHITE W/ W/R 40' C.C. 6" YELLOW W/ Y/Y 0' 40' C.C. VARIES (4' MIN.) EOP TYPICAL SECTION OF SR AA FOR: 6" WHITE STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA DATE DESCRIPTION REVISIONS DATE DESCRIPTION DANTE A. GABRIEL, P.E. P.E. LICENSE NUMBER 3727 VANASSE HANGEN BRUSTLIN, INC 225 E. ROBINSON ST., STE 300 ORLANDO, FL 3280 CERTIFICATE OF AUTHORIZATION 3932 STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION ROAD NO. COUNTY FINANCIAL PROJECT ID SR AA BREVARD TYPICAL PAVEMENT MARKINGS SHEET NO. S-9 jknight 2/8/206 3:08:58 PM \\vhb\proj\orlando\ SR AA - Indialantic\cad\te\eng\ \signing\SPDTSP

157 C - 3 PROPOSED TYPICAL FOR RIGHT TURN TAPER- DECELERATION PROPOSED TYPICAL FOR CROSSWALKS AT SIDE STREETS 6'/0' SKIP 6" WHITE TRAVEL LANES (SEE ROADWAY TRAVEL LANES (SEE ROADWAY TYPICAL SECTIONS FOR DETAILS) 6" WHITE TYPICAL SECTIONS FOR DETAILS) EOP 6" WHITE 6" WHITE 2" WHITE EOP 4' VARIES (4' MIN.) 6' MIN. VARIES (4' MIN.) 4' MIN. 4' MIN. START OF TAPER SIDEWALK SIDEWALK EOP END OF TAPER START OF CURB RADIUS 24" WHITE START OF CURB RADIUS (SEE CROSSWALK NOTES FOR LOCATIONS) NORTHBOUND STA TO STA STA TO STA STA TO STA STA TO STA SOUTHBOUND SIDE STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA STA TO STA CROSSWALK NOTES:. SIDE STREETS SHALL BE MARKED WITH A CROSSWALK IF SIDE STREET IS CONTROLLED BY A STOP SIGN OR YIELD SIGN AND SIDEWALK INTERSECTS THE SIDE STREET ON BOTH SIDES. DRIVEWAYS ARE NOT TO BE MARKED WITH CROSSWALK MARKINGS. 2. CROSSWALKS SHALL GUIDE PEDESTRIAN TRAFFIC ACROSS THE SIDE STREET FROM THE CENTER OF THE SIDEWALK TO THE ADJACENT CENTER OF THE SIDEWALK. RIGHT TURN TAPER- DECELERATION NOTES: 3. 6" WHITE EDGE LINE OF TRAVEL LANE SHALL TERMINATE AT THE START OF CURB RADIUS AND SHALL START AGAIN AT THE ADJACENT CURB RADIUS AT ALL SIDE STREETS.. THE CONTRACTOR SHALL STRIPE THE TAPER WITH 6'/0' SKIP, 6" WHITE PARALLEL TO THE TRAVEL LANE, FROM THE START OF THE TAPER TO THE END OF THE TAPER. DATE DESCRIPTION REVISIONS DATE DESCRIPTION DANTE A. GABRIEL, P.E. P.E. LICENSE NUMBER 3727 VANASSE HANGEN BRUSTLIN, INC 225 E. ROBINSON ST., STE 300 ORLANDO, FL 3280 CERTIFICATE OF AUTHORIZATION 3932 STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION ROAD NO. COUNTY FINANCIAL PROJECT ID SR AA BREVARD TYPICAL PAVEMENT MARKINGS SHEET NO. S- jknight 2/8/206 3:09:03 PM \\vhb\proj\orlando\ SR AA - Indialantic\cad\te\eng\ \signing\SPDTSP

158 C-4 TO REMAIN I NT ERSECT I ON ' LT 6" WHITE +40 2'/4' GAP EXTENSION 6" WHITE 6' +63 4' 2" WHITE 6" DBL YELLOW W/ DBL. Y/Y 0' C.C. 6 CONST. AA +6 0' 0' " WHITE, 20 LF 6" YELLOW 0' +37 2" WHITE ' WAY CENTER LANE, 6" SOLID YELLOW Y/Y 40' C.C. +2 8" YELLOW 0' C.C ' +27 0' 2" WHITE 24" WHITE, 20 LF +67 0' N MIRAMAR AVE (SR AA) +07 4' SOLID 6" WHITE W/ W/R 20' C.C. ONEWAY EXIST. S TO P EXIST. TO REMAIN S TO P 24" WHITE, 0' WIDE (TYP.) 36"x36" INSTALL BI-DIRECTIONAL ARROWS OM- 8"x8" 0'/30' SKIP 6" YELLOW W/ Y/Y RPM'S 40' C.C. STA AS 6" DBL YELLOW W/ DBL. Y/Y 0' C.C. EXIST. RELOCATE TO STA WAY CENTER LANE, 6" SOLID YELLOW Y/Y 40' C.C. R-5B (RIGHT) A LL TR AFFIC B O TH D IR EC TIO N S W H ILE TO REMAIN S C H O O L B U S ES AHEAD EXIST. LO AD O R U N LO AD NORTH AA EXIST. TO REMAIN HERE 6" WHITE AS TO REMAIN FROM STA. 4+68) 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. STA EXIST. (RELOCATED SIGN 8" 0' C.C. TO REMAIN 36"x36" STOP FOR HERE 40 SPEED LIM IT R-5B (LEFT) FO R 00 SR AA M ATCH LINE STA SOLID 6" WHITE W/ W/R 20' C.C. 24" WHITE, 4 LF 2" WHITE ' LT 6' EXIST. TO REMAIN M ATCH TYPICAL SECTION STA I NT ERSECT I ON DONOT BLOCK ' LT DONOT BLOCK 2ND AVE S PAC E EXIST EXIST. TO REMAIN TO REMAIN 0 Feet AHEAD # RT BUS STO P T O C MOVI NG BREVARD I NTO THE FUTURE T SI AN T ARE A AS 24" WHITE, 3 LF 3RD AVE R ID E 800FT LANE ENDS TO REMAIN 0 AS STOP EXIST. RI GHTT URN RI GHT AS R STA EXIST. TO REMAIN LIM IT EXIST. TO REMAIN EXIST. SPEED BI KE LANE RELOCATE TO ONLY 24"x8" ENDS TO REMAIN STA TO REMAIN EXIST. TO REMAIN R3-7BP EXIST. N EXIST. R3-7 24"x8" TO REMAIN AS REVISIONS DATE DESCRIPTION DATE DANTE A. GABRIEL, P.E. DESCRIPTION STATE OF FLORIDA P.E. LICENSE NUMBER 3727 SHEET DEPARTMENT OF TRANSPORTATION NO. VANASSE HANGEN BRUSTLIN, INC ROAD NO. 225 E. ROBINSON ST., STE COUNTY SPECIAL DETAIL SHEET FINANCIAL PROJECT ID 300 ORLANDO, FL 3280 SR AA BREVARD S CERTIFICATE OF AUTHORIZATION 3932 jknight 2/8/206 3:0:55 PM \\vhb\proj\orlando\ SR AA - Indialantic\cad\te\eng\ \signing\PLANS

159 C-5 N EXIST. MATCH EXIST. PAVEMENT MARKINGS # RT " DBL YELLOW W/ DBL. Y/Y 0' C.C ' LT 24" WHITE, 0' WIDE (TYP.) 6" WHITE ' LT 2" WHITE ' LT CONST. AA 2" WHITE N MI RAMAR AVE ( SR A A) 0' 24" WHITE, 25 LF ' " 0' C.C. 40 4' 4' 24 2'/4' GAP EXTENSION 6" WHITE +50 R/W LINE 8" 0' C.C. EXIST. TO REMAIN GRO SSE 24" WHITE, 4 LF ES CL VEHI C ANTI AL NDI TOWNOFI NERS NOOPENCONTAI C I COHOL OFAL NMOTOR BEVERAGESI SOLID 6" WHITE W/ W/R 20' C.C. 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. AS +7 5' R 0' 8" 0' C.C. N MI RAMAR AVE ( SR A A) 24" WHITE, 32 LF +08 0' +37 0' 0' 28 0' 0' ' ' 4' +86 R/W LINE 6" WHITE R T SI AN RELOCATE TO LIM IT EXIST. SPE ED T 6" DBL YELLOW W/ DBL. Y/Y 0' C.C. EXIST. TO REMAIN 40 T ARE AS A SOLID 6" WHITE W/ W/R 20' C.C. NORTH O C AA S PA CE MOVI NG BREVARD I NTO THE FUTURE # RT. 2 6 BUS STO P 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. 6'/0' GAP EXTENSION 6" WHITE 0'/30' SKIP 6" YELLOW W/ Y/Y RPM'S 40' C.C. 0' +49 INSTALL BI-DIRECTIONAL ARROWS 00 M ATCH TYPICAL SECTION STA M ATCH TYPICAL SECTION STA WAY CENTER LANE, 6" SOLID YELLOW Y/Y 40' C.C. AS SPE ED S PA CE " DBL YELLOW W/ DBL. Y/Y 0' C.C LIM IT 6" DBL YELLOW W/ DBL. Y/Y 40' C.C. 6" DBL YELLOW W/ DBL. Y/Y 40' C.C Feet POI NTE AVE BUS STO P O C MOVI NG BREVARD I NTO THE FUTURE R T SI AN T ARE AS A T TO REMAIN 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. TO REMAIN STA '/30' SKIP 6" YELLOW W/ Y/Y RPM'S 40' C.C AS 2-WAY CENTER LANE, 6" SOLID YELLOW Y/Y 40' C.C. REVISIONS DATE DESCRIPTION DATE DANTE A. GABRIEL, P.E. DESCRIPTION STATE OF FLORIDA P.E. LICENSE NUMBER 3727 SHEET DEPARTMENT OF TRANSPORTATION NO. VANASSE HANGEN BRUSTLIN, INC 225 E. ROBINSON ST., STE 300 ORLANDO, FL 3280 ROAD NO. SR AA COUNTY SPECIAL DETAIL SHEET FINANCIAL PROJECT ID BREVARD S CERTIFICATE OF AUTHORIZATION 3932 jknight 2/8/206 3:02:06 PM \\vhb\proj\orlando\ SR AA - Indialantic\cad\te\eng\ \signing\PLANS

160 C-6 AS AS AS 6" DBL YELLOW W/ DBL. Y/Y 0' C.C. EXIST. 0'/30' SKIP 6" YELLOW W/ Y/Y RPM'S 40' C.C. 40 Feet 2-WAY CENTER LANE, 6" SOLID YELLOW Y/Y 40' C.C. YI ELD TO # RT. 2 6 ' O C Paradi se ' SR A A 6" WHITE R ' E M DEP RT A T SI AN BUS STO P FLORI DA AS KEEP NS TR A 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. CONST. AA TO REMAIN SOLID 6" WHITE W/ W/R 20' C.C. 00 SR AA M ATCH LINE STA R/W LINE 6" WHITE 4' +24 0' ' LT 6" WHITE " WHITE, 33 LF 2" WHITE +47 8" 0' C.C R/W LINE 6'/0' GAP EXTENSION 6" WHITE 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. 0' SOLID 6" WHITE W/ W/R 20' C.C. 3' R ' LT ' ' LT N MI RAMAR AVE ( SR A A) 24" WHITE, 40 LF ' 0' +5 0' 0' 24" WHITE, 44 LF 2" WHITE 0' +68 0' +45 2'/4' GAP EXTENSION 6" WHITE ' 4' +4 2 SOLID 6" WHITE W/ W/R 20' C.C ' 0' ' 5' 24" WHITE, 4 LF " WHITE 00 M ATCH TYPICAL SECTION STA OF FLOR I STA.8+82 OF ' T E AT ' N Li t t er-free ST A Part nershi p For A RELOCATE TO S PA CE D P O RT A T I ON Fl ori da Hi ghways AS 6" WHITE T MOVI NG BREVARD I NTO THE FUTURE STA. 8+5 SOLID 6" WHITE W/ W/R 20' C.C. T ARE AS A 8"x8" 6" YELLOW Bl v OMI- ADOPT-A-HI GHWAY MATCH EXIST. PAVEMENT MARKINGS PARADISE BV 8"x30" N R4-7C 6" WHITE ' RT 6" WHITE T ARE AS A NO PARKI NG OFWAY O C ON RI GHT S PA CE MOVI NG BREVARD I NTO THE FUTURE T R T SI AN " WHITE, 0' WIDE (TYP.) BUS STO P 6" DBL YELLOW W/ DBL. Y/Y 40' C.C. 6" DBL YELLOW W/ DBL. Y/Y 40' C.C. R/W LINE SOLID 6" WHITE W/ W/R 20' C.C. # RT. 2 6 PARADISE BV 6" WHITE ' RT EXIST. TO REMAIN RELOCATE TO 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. STA.9+25 AS R4-7 AS 24"x30" OMI- 8"x8" STA AS REVISIONS DATE DESCRIPTION DATE DANTE A. GABRIEL, P.E. DESCRIPTION STATE OF FLORIDA P.E. LICENSE NUMBER 3727 SHEET DEPARTMENT OF TRANSPORTATION NO. VANASSE HANGEN BRUSTLIN, INC 225 E. ROBINSON ST., STE 300 ORLANDO, FL 3280 ROAD NO. SR AA COUNTY SPECIAL DETAIL SHEET FINANCIAL PROJECT ID BREVARD S CERTIFICATE OF AUTHORIZATION 3932 jknight 2/8/206 3:02:30 PM \\vhb\proj\orlando\ SR AA - Indialantic\cad\te\eng\ \signing\PLANS

161 C-7 N R4-7 COM M ERC GN SI WAY MUST TURN RI GHT RI GHT LANE MUST TURN RI GHT RI GHT LANE # RT T U R B CONC CURB C TOP SWALE 6" WHITE ' LT CONC S/W 6' CONC S/W +42 6" WHITE 2" WHITE 2" WHITE ' ' +35 N MIRAMAR AVE (SR AA) 62 0' 64 6'/0' GAP EXT ENSI O N 6" WHITE +86 0' N MIRAMAR AVE (SR AA) 24" WHITE, 40 LF ' R 0' 63 E-O-P 24" WHITE, 36 LF 0' ' 0' CONST. AA " WHITE, 0' WIDE (TYP.) 0' 0' +23 2" WHITE ' E-O-P 0' +43 0' ' " WHITE 2'/4' GAP EXTENSION 6" WHITE 9' " WHITE 00 M ATCH TYPICAL SECTION STA M ATCH TYPICAL SECTION STA ' LT C ' LT +35 BOT T OM SWAL E ' LT N 24" WHITE, 23 LF TO REMAIN O R/W LINE AL I SOLID 6" WHITE W/ W/R 20' C.C. 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. EXIST. TO REMAIN C 6" WHITE EXIST. OCEANSIDE BLVD EXTENSION BUS STO P 45 SPEED LIM IT R/W LINE 6'/0' GAP MOVI NG BREVARD I NTO THE FUTURE ENDS EXIST. TO REMAIN WAY BI KE LANE AS T SI AN T ARE A AS EXIST. TO REMAIN R O C AS 24" WHITE, 25 LF EXIST. TO REMAIN HOLY NAME STA HOLY NAME MARKINGS STA "x8" Feet AS PAVEMENT 8"x8" R3-7BP H OLY NAM E W AY 40 S PAC E 0 MATCH EXIST. OMI- 24"x8" STOP "x30" R3-7 CONC S/W 0'/30' SKIP 6" YELLOW W/ Y/Y RPM'S 40' C.C. HEDGE O C T ARE A AS T MOVI NG BREVARD I NTO THE FUTURE T SI AN BUS STO P SOLID 6" WHITE W/ W/R 20' C.C. S PAC E RELOCATE TO STA AS 6" DBL YELLOW W/ DBL. Y/Y 40' C.C. 6" WHITE SOLID 6" WHITE W/ W/R 20' C.C. BEAC H AC CESS SOLID 6" WHITE W/ W/R 20' C.C. R/W LINE # RT WAY CENTER LANE, 6" SOLID YELLOW Y/Y 40' C.C. 6'/0' GAP EXTENSION 6" WHITE R 6" WHITE 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. 6'/0' GAP EXTENSION 6" WHITE SOLID 6" WHITE W/ W/R 20' C.C. 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. 6" DBL YELLOW W/ DBL. Y/Y 40' C.C. R3-7 24"x8" ENDS BI KE LANE R3-7BP 2-WAY CENTER LANE, 6" SOLID YELLOW Y/Y 40' C.C. 24"x8" STA AS REVISIONS DATE DESCRIPTION DATE DANTE A. GABRIEL, P.E. DESCRIPTION STATE OF FLORIDA P.E. LICENSE NUMBER 3727 SHEET DEPARTMENT OF TRANSPORTATION NO. VANASSE HANGEN BRUSTLIN, INC 225 E. ROBINSON ST., STE 300 ORLANDO, FL 3280 ROAD NO. SR AA COUNTY SPECIAL DETAIL SHEET FINANCIAL PROJECT ID BREVARD S CERTIFICATE OF AUTHORIZATION 3932 jknight 2/8/206 3:02:4 PM \\vhb\proj\orlando\ SR AA - Indialantic\cad\te\eng\ \signing\PLANS

162 C-8 N EXIST. R3-7BP TO REMAIN 24"x8" TO REMAIN STOP R/W LINE AA SOUTH AS NEXT 600FT I NDI AN R I VER TO REMAIN AM ERI CA' S BYW AYS EXIST. STA EXIST. AS EXIST. TO REMAIN YI ELD TO Feet R3-7 24"x8" LAG O O N 40 ENDS 0 BI KE LANE 0 EXIST. TO REMAIN ' LT 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. 2" WHITE 2" WHITE 6" WHITE ' SOLID 6" WHITE W/ W/R 20' C.C. 52' LT 00 M ATCH TYPICAL SECTION STA ' R +8 SOLID 8" WHITE W/ W/R 0' C.C. 6" WHITE ' 8 "Y EL L O 0 'C. C. N MIRAMAR AVE (SR AA) ' ZED RI O ECT REFL SE W NO O L EL Y 6'/0' GAP EXT ENSI O N 6" WHITE 74 0 SF, NT PAI 75 CONST. AA 0' ' R 2'/4' SKIP 6" 6" WHITE WHITE ' +37 0'/30' SKIP 6" YELLOW W/ Y/Y RPM'S 40' C.C ' ' 2" WHITE 5' " WHITE 9' 2'/4' GAP EXTENSION 6" WHITE 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C ' RT 6" WHITE SOLID 6" WHITE W/ W/R 20' C.C. 6" DBL YELLOW W/ DBL. Y/Y 0' C.C. ROUTE R4-7C OMI- R3-7 STA "x8" ENDS AS 8"x8" AS AS 2-WAY CENTER LANE, 6" SOLID YELLOW Y/Y 40' C.C. R3-7BP 24"x8" STA AS REVISIONS DESCRIPTION BI KE LANE " WHITE, 45 LF 8"x30" STA TO REMAIN 6" WHITE 24" WHITE, 0' WIDE (TYP.) HURRI CANE EVACUATI ON I NFO OMI- 8"x8" EXIST. EMERGENCY FM R4-7 24"x30" DATE ' 3 6" YELLOW +57 SOLID 8" WHITE W/ W/R 0' C.C '/9' SKIP 2" WHITE 00 SR AA M ATCH LINE STA ' LT DATE DANTE A. GABRIEL, P.E. DESCRIPTION STATE OF FLORIDA P.E. LICENSE NUMBER 3727 SHEET DEPARTMENT OF TRANSPORTATION NO. VANASSE HANGEN BRUSTLIN, INC 225 E. ROBINSON ST., STE 300 ORLANDO, FL 3280 ROAD NO. SR AA COUNTY SPECIAL DETAIL SHEET FINANCIAL PROJECT ID BREVARD S CERTIFICATE OF AUTHORIZATION 3932 jknight 2/8/206 3:02:53 PM \\vhb\proj\orlando\ SR AA - Indialantic\cad\te\eng\ \signing\PLANS

163 C-9 2" WHITE +2 56' LT 2' 56' LT STA "x8" STA AS AS SOLID 6" WHITE W/ W/R 20' C.C. R4-7 EXIST. AS TO REMAIN +65 6" WHITE +09 5' LT 52' LT 2" WHITE OMI- 50' LT 40 2" WHITE 6 ' 24"x30" EXIST. TO REMAIN 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C. 0 Feet ' LT 0 AS ANY TI ME MUST AS TURN LEFT LEFT LANE " WHITE +05 AHEAD OMI- STA R/W LINE EAU "x2" 24"x2" W6-9P NO PARKI NG 77' LT R4-7C 8"x30" NO PARKI NG +68 W EST 6" WHITE 2' AS GAL LIE CAU SE W 6" YELLOW 36"x36" W6-7PL EA AY "x36" ANY TI ME (RELOCATE TO STA.78+92) SOLID 6" WHITE W/ W/R 20' C.C. ' LT W-2 W-2 STA W AL LAC E A VE MATCH EXIST. PAVEMENT MARKING 8"x8" STOP OMI- MATCH EXIST. PAVEMENT MARKING N SOLID 8" WHITE W/ W/R 0' C.C. R/W LINE 8' 8"x8" STA AS 75' R 50' LT ' 5' 2" WHITE +36 5' ' 24" WHITE, 24 LF 6" WHITE 2'/4' GAP EXTENSION 6" WHITE 2" WHITE 24" WHITE, 38 LF 78 SOLID 8" WHITE W/ W/R 0' C.C. 6'/0' GAP EXT ENSI O N 6" YELLOW +6 0' ' ' ' CONST. AA REFLECTORIZED YELLOW NOSE PAINT, 0 LF SOLID 8" WHITE W/ W/R 0' C.C. 6" YELLOW +72 6'/0' GAP EXTENSION 6" WHITE N MIRAMAR AVE (SR AA) '/0' GAP EXTENSION 6" WHITE ' RT +7 40' R 9' SOLID 8" WHITE W/ W/R 0' C.C '/0' GAP EXTENSION 6" WHITE 2" WHITE 6" WHITE +57 W AL LAC E A VE E M DEP RT A EXIST. EXIST. TO REMAIN TO REMAIN W6-9P EXIST. YIELD HERE AS EXIST. TO REMAIN AY MATCH EXIST. PAVEMENT MARKING STOP STA EXIST. TO REMAIN STA EXIST. TO REMAIN DEADEND GAL LIE CAU SE W AS SPEED LIM IT FLORI DA EAU 62' RT W-2 36"x36" 8" 30' C.C ' RT STA KEEP A Part nershi p For NS TR A OF FLOR I D OF ADOPT-A-HI GHWAY T Lit t er-free ST E AT N Fl ori da Hi ghways HARTMANN FLAGG DI SI GNATED BY: P O RT A I T ON 6' 24"x2" TO REMAIN 3' RT HI GHWAY 993LEGI SLATUREOFFLORI DA NORTH +65 AA OMI- 8"x8" EXIST. TO REMAIN EXIST. TO REMAIN I NDI AN HARBOR BEACH 97' RT R4-7 24"x30" W AR N I NG SOLID 6" WHITE W/ W/R 20' C.C. +60 NEI GHBORHOOD W ATCH AREA 6" WHITE W E CALL 9 ' +5 54"x8" U. S.MARI NE CORPS ' DI SI GNATED BY: 24" WHITE, 22 LF 202LEGI SLATUREOFFLORI DA 73' RT R6-R A +86 CORPORALDUSTI N SCHRAGE HI GHWAY 58' RT +37 ONE WAY 0'/30' SKIP 6" WHITE W/ W/R RPM'S 40' C.C ' RT 6'/0' GAP EXTENSION 6" WHITE SOLID 6" WHITE W/ W/R 20' C.C. 0' 40' R 2" WHITE REFLECTORIZED YELLOW NOSE PAINT, 8 SF 0' 2" WHITE ' +0 24" WHITE, 0' WIDE (TYP.) SR AA M ATCH LINE STA ' LT 77 2'/4' SKIP 6" WHITE DEADEND 00 SR AA M ATCH LINE STA TO AS REVISIONS DATE DESCRIPTION DATE DANTE A. GABRIEL, P.E. DESCRIPTION STATE OF FLORIDA P.E. LICENSE NUMBER 3727 SHEET DEPARTMENT OF TRANSPORTATION NO. VANASSE HANGEN BRUSTLIN, INC 225 E. ROBINSON ST., STE 300 ORLANDO, FL 3280 ROAD NO. SR AA COUNTY SPECIAL DETAIL SHEET FINANCIAL PROJECT ID BREVARD S CERTIFICATE OF AUTHORIZATION 3932 jknight 2/8/206 3:03:04 PM \\vhb\proj\orlando\ SR AA - Indialantic\cad\te\eng\ \signing\PLANS