Project Location

I-75 Corridor:� From north of Fruitville Road to

north of University Parkway

� Approximately 3.5 mi

University Parkway Corridor:� From Cooper Creek Boulevard/

Cattleman Road to Market Street/

Limits

Sarasota CountyMP 39.344

to

MP 42.615

Manatee CountyMP 0.000

to

MP 0.324

Cattleman Road to Market Street/Lake Osprey Drive

� Approximately 1.0 mi

2

ScopeInterim I-75 Widening

andUltimate

Interchange

Project Timeline

Alternatives Alternatives PublicPublic

WorkshopWorkshop

Step 1Step 1PD&EPD&E

Step 2Step 2Preliminary Preliminary

EngineeringEngineering

Step 3Step 3RightRight--ofof--Way Way

AcquisitionAcquisition

(if required(if required)

Step 4Step 4ConstructionConstruction

Public Hearing

June 2009

Location Design Concept

Acceptance

(LDCA) for the

recommended Build Alternative on December 8,

2011

3

SepSep

20072007

WorkshopWorkshopPublic Public

Meeting Meeting PublicPublicHearingHearing

AprApr

20122012AprApr

20162016TBDTBD TBDTBD

Notice to Proceed

April 16, 2012

Public MeetingMay, 2014

Need for Project

� Provide relief from existing and projected traffic congestion

� Improve the safety of the highway

� Provide a hurricane / emergency evacuation route

� Increase regional connectivity

180,000

200,000

8 Lane Capacity

10 Lane Capacity

I-75 Improvements Consistent with:

I-75 Engineering / Multi-Modal Master Plan

Sarasota-Manatee County Long Range Transportation Plan (LRTP)

4

0

20,000

40,000

60,000

80,000

100,000

120,000

140,000

160,000

2011 2015 2025 2035

An

nu

al A

vera

ge D

ail

y T

raff

ic (

AA

DT

)

YearI-75 S. of University Pkwy I-75 N. of University Pkwy

6 Lane Capacity

8 Lane Capacity

PD&E Interchange Alternatives

� Preliminary Alternatives – Advanced

Existing – Add Lanes Add NB-WB Loop Diverging Diamond Interchange

All PD&E Alternatives Reanalyzed during the Design Pursuit

� Preliminary Alternatives – Not Advanced *

* Other alternatives produced acceptable levels of service without increasedconstruction and right-of-way costs associated with the flyover structure

5

EB-NB Flyover EB-NB Flyover & NB-WB Loop

Interchange Traffic Analysis

I-75 University ParkwayUltimate 10-Lane Four Lane

System Interchange

Configuration

Existing Add

Lanes

Add NB-WB

LoopDDI

Add EB-NB

Flyover

Add Loop and

Flyover

Mainline LOS C/D C/D C/D C/D C/D

Ramp LOS B/C B/C B/C B/C B/C

Ramp Termini LOS D/E C/D C/D B/D B/D

DDI provides more

left turn green time which minimizing

potential for

backups and

reduces density entering I-75

Reduced

Delay and

Annual

Savings

6

Overall Interchange Delay

Vehicle Hours of Delay

Alternative AM PM TotalReduction in Vehicle-

Hours of Delay

Annual Cost

Savings

($M)

Rank

No-Build 660.2 628.6 1288.8 0 0 0

Add Lanes to Existing Diamond

Interchange292.6 307.0 599.6 689.2 8.8 5

Northbound to Westbound Loop 245.3 205.0 450.3 838.5 10.7 4

Diverging Diamond Interchange (DDI) 177.9 157.1 335.0 953.8 12.2 1

Eastbound to Northbound Flyover 209.1 152.2 361.3 927.5 11.9 3

Northbound to Westbound Loop and

Eastbound to Northbound Flyover188.5 163.1 351.6 937.2 12.0 2

Loop and Flyover Alternatives improve one

movement with little consideration to

other movements

Least Delay Time and Highest Annual Savings

Interchange Analysis – Other Factors

Reduced

Impacts

DDI provides Comparable LOS

with No ROW Costs

DDI provides

Comparable LOS with Less

Environmental

Impacts

I-75 University Parkway

Ultimate 10-Lane

Four Lane System

Interchange Configuration

Existing

Add

Lanes

Add

NB-WB

Loop

DDIAdd EB-NB

Flyover

Add Loop

and Flyover

Environmental

Wetlands Low Low Low Low Low

Habitat Medium High Medium Medium High

Species Low Low Low Low Low

Contamination Low Low Low Low Low

ROW

Residential None None None None None

Commercial None Medium None Medium Medium

Other None None None Medium Medium

Roadway Costs Medium High Low High High

7

Construction

Roadway Costs Medium High Low High High

Structures Costs Low Low Low High High

Maintenance of Traffic Medium Medium Medium High High

Other Factors – Quantitative Evaluation Criteria

Factors Low Medium High

Wetlands 0-5 Acres 5-10 Acres 10+ Acres

Habitat 0-10 Acres 10-20 Acres 20+ Acres

Protected Species Mitigation not Anticipated Mitigation is ExpectedMitigation is Difficult and

Costly

Contamination Based on Contamination Risk Potential Rating (CRPR)

ROW Impacts 0-5 Parcels 5-10 Parcels 10+ Parcels and Size

Roadway Costs $100-$125 M $125-$150 M > $150 M

Structure Costs < $20 M $20-$30 M > $30 M

Maintenance of Traffic Limited/No DetoursTemporary Pavement and

Minor Short DetouringMajor Detours and Closures

DDI provides a Comparable LOS

with Less Construction

Cost

Interchange Analysis – Other Factors

� DDI Enhances Vehicular, Pedestrian, and Bicyclist Safety• Traffic Conflict Points - DDI – 14 points; Diamond 26 points

� Reduces crash rate and severity – 68% crash reduction

� 97% of Drivers feel safer

• Reduces Vehicular Delay – DDI - Two Phase; Diamond Four Phase

I-44 & Route 13 DDI Performance

Evaluation

Completed by

HDR

Highlighted Results from the I-44 & Route 13

DDI Performance

Study

Safety

8

Phase� Reduces Interchange Delay by 15%-60%

• Improves freeway flow by reducing density of entrance ramp traffic

• Provides Capacity for High Volumes of Left-Turn Movements � Increases Overall Capacity by 10% -30%

• Improves Pedestrian Safety – Shorter Crossings with Signal Protection� 80% of Users say Pedestrian and Bicycle Movement is Safer

Study

Interchange Analysis

RECOMMENDATION – The Diverging Diamond Interchange

• Comparable level of service

• Improved delay times

• Reduced right-of-way costs

• Reduced construction costs

• Reduced environmental impacts

• Safest interchange for vehicles, pedestrians and bicyclists

FDOT Approved Diverging Diamond

Interchange at 1-11-12 Scoping

Meeting

• Safest interchange for vehicles, pedestrians and bicyclists

9

N

University

Parkway

Project Timeline

Alternatives Alternatives

PublicPublic

Step 1Step 1PD&EPD&E

Step 2Step 2Preliminary Preliminary

EngineeringEngineering

Step 3Step 3RightRight--ofof--Way Way

AcquisitionAcquisition

(if required(if required)

Step 4Step 4ConstructionConstruction

Location Design Concept

Acceptance

(LDCA) for the

recommended Build Alternative on December 8,

2011

Public Hearing

June 2009

10

SepSep

20072007

PublicPublic

WorkshopWorkshop Public Public

Meeting Meeting PublicPublicHearingHearing

AprApr

20122012AprApr

20162016TBDTBD TBDTBD

Notice to Proceed

April 16, 2012

Public MeetingMay, 2014

2012 2013 2014 2015 2016

Design Schedule

Design Survey

R/W Survey & Mapping

Phase I Design

Phase II Design

NTP April 16, 2012Public Meeting

May, 2014

Notice to

Proceed April 16, 2012

11

Phase II Design

Phase III Design

Phase IV Design & Final Plans

Noise Walls

Geotechnical

Permitting

Utilities and ITS

Final Plans

March 21, 2016

Value Engineering

Public Meeting

May 2014

Final Plans March 21, 2016

I-75 Existing Typical

� Three 12-ft lanes in each direction

� 12-ft inside and outside shoulders (10-ft paved)

� 88-ft median

� Open drainage

� Acceptable LOS through 2014

LOS D

is acceptable for the Interstate

� Acceptable LOS through 2014

12

I-75 Ultimate Typical Section

� Two Special Use Lanes in each direction (potential managed lanes)

� Three General Use Lanes in each direction

� 64-ft Median (Multi-Modal Envelope)

� Northbound Auxiliary Lane

LOS D is acceptable for

the Interstate

� Northbound Auxiliary Lane

� Acceptable LOS through 2035

13

I-75 Interim Typical Section

� Widen One Lane to the Inside

� Advantages• Initial Roadway Cost Savings compared to the Ultimate - $28.9M

• New lane aligns with the ultimate typical section inside lane –minimizes “throw-away” – Future Savings

• Minimizes impacts to ITS Design Build Project – Savings TBD

• Minimizes impacts to existing signs - $243K

FHWA Median

Crossovers on Florida Interstate

Highways – 9/14/07

M.P. 40.312

• Minimizes impacts to existing signs - $243K

• Acceptable LOS through 2025

14

I-75 Interim Improvements

� 8-Lanes (Interim)

� Potential Noise Barrier

� Emergency Crossover

� Wildlife Crossing – Errie Canal Bridges

15

I-75 Interim Improvements

� No Right-of-Way for Stormwater Management Facilities

� I-75 Lanes Transition - Ultimate General Use Location

� I-75 Bridges over University Parkway – Ultimate General Use Location

� Ultimate Interchange – Minus Special Use Lanes and Bridges

16

University Parkway Interchange Typical

� Widen/Reconstruct University Parkway

� University Strategic Intermodal System (SIS) criteria

� Variation for design speed • Existing Posted Speed Limit = 45 mph

FDOT PPM - 50 mph minimum for SIS urban arterials

AASHTO – 30 mph on urban arterials

• Existing Posted Speed Limit = 45 mph

• Existing Variation for 35 mph for DDI

17

University Parkway Improvements

� Diverging Diamond Interchange - Ultimate Interchange

� Additional through lane on University Parkway between Cattlemen Road/Cooper Creek Boulevard and Lake Osprey Drive/Market Street

� No R/W Anticipated

� No Modification to Existing Access Anticipated

18

DDI Traffic Operations – EB University and NB I-75

DDI crossings eliminate all turning

movements from

the signalized intersections

All left turn movements occur without crossing oncoming traffic

Traffic on

University

Parkway crosses paths twice

University University

N

19

Results in fewer traffic signal phases

and greater traffic capacity

Results in far fewer conflict points,

reducing number and severity of

crashes

University

ParkwayUniversity

Parkway

DDI Traffic Operations – WB University & SB I-75

Traffic on

University Parkway crosses

paths twice

DDI crossings

eliminate all turning

movements from the signalized intersections

All left turn movements occur without crossing oncoming traffic

University University

N

20

Results in fewer traffic signal phases

and greater traffic capacity

Results in far fewer conflict points,

reducing number and severity of

crashes

University

Parkway

University

Parkway

Video – SR 92 & I-15

21

Bicycle Accommodation

� Bike Lane to right of outer lane

� Key Holes provided at right turn lane and on-ramps

� Off-Ramp Crossing protected by signal control

NUniversity

Parkway

22

Key Hole at Right TurnKey Hole at On-Ramp

Signal Protection at Off-Ramp

Pedestrians Treatment

� Common Practice to keep pedestrians to outside

� Conflicts with left turn onto on-ramp

� Unsafe condition with limited sight distance due to bridge abutment

Safety

Concern

23

NUniversity

Parkway

Pedestrians Treatment

� Pedestrian Accommodations in Median

� Barrier Protected Median

� Six of Eight Crossing Signal Protected

� 80-90% public approval

Improved

Safety

NUniversity

Parkway

24

Public Involvement

� Community Awareness Plan

� Project Website – Not Yet Rolled Out

• www.I-75_Sarasota-Manatee.com

� Public Meetings

• Meeting #1 (60% Design)• Meeting #1 (60% Design)• May 2014

25

Comments

Kevin S. Ingle, P.E.FDOT Project Manager, FDOT District One

801 North Broadway Avenue

P.O. Box 1249

26

P.O. Box 1249

Bartow , Florida 33831

(863) 519-2740

Kevin.Ingle@dot.state.fl.us