Interchange Justification Report IJR and Constrained Facilities Floridas Turnpike at Stirling Road B

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Interchange Justification Report(IJR)and
Constrained FacilitiesFloridas Turnpike at
Stirling Road Broward County FPID 417218-1
Presentation to ENVIRONMENTAL MANAGEMENT OFFICE
2007 CONFERENCE September 6, 2007
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Interchange Justification in Constrained
Conditions

• Challenge of constrained traffic conditions in
  South Florida
• Prompted modification of interchange traffic
  evaluation for realistic comparison of Build and
  No Build
• Case of Stirling Road Interchange Justification
  Report and PDE
• Traffic evaluation was deciding factor in PDE
  decision of preferred alternative

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Project Location

• Stirling Road
• Turnpike overpass
• South Broward County
• Between City of Hollywood and Town of Davie
• Turnpike occupies land of Seminole Tribe of
  Florida

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Project Background

• 1999 Turnpike Planning Study
• Evaluated relief for Hollywood Boulevard and
  Griffin Road Interchanges
• Recommended new access at Sheridan Street or
  Stirling Road
• Sheridan Street withdrawn after negative public
  response
• Interchange at Stirling Road added to Broward
  County MPO 2030 Cost Feasible Plan

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Seminole Tribe of Florida

• Hard Rock Hotel/Casino
• 4-Star Resort /Entertainment Complex
• 86-acres
• 130,000 sf casino
• 500 room hotel
• 22 retail shops
• 17 restaurants
• 11 bars/lounges

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Project Background

• Seminole Tribe of Florida
• 2004 - Representative Kendrick Meek requested
  Turnpike to include new interchange in Turnpike
  widening project
• Widening PDE had already begun and would require
  federal level evaluation with interchange
• Interchange was not funded in Work Program
• Turnpike offered to fund federal level PDE and
  IJR requested legislative support for federal
  funding of construction (Public Lands)
• Earmark obtained for partial funding of design

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IJR Area of Influence
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Planning Basis for Study
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Other Improvements Considered

• Broward Widening (6 lanes to 8 lanes)
• Accommodates Hollywood Boulevard interchange
  improvements
• 8-lane capacity exceeded in 2020
• Turnpike will not build more than 8 through lanes
• Strategies for post 2020 capacity in development
• Congestion Pricing
• Other TSM solutions incompatible with Turnpike
• Griffin Road / I-595 improvements maxed out
  unless Griffin Road or Orange Drive are widened

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Other Improvements Considered

• Hollywood Boulevard Interchange Improvements
• Convergence of constrained operation
• Hollywood Blvd., US 441 and Turnpike ramps
• Closely spaced intersections
• Nearby schools
• PDE maximized improvements for 2020
• Acceptable operation on Hollywood Blvd.
• Eliminated ramp queues on mainline at off ramp
• Provision for additional ramps to/from the north
  (2030)
• Additional ramps require implementation of All
  Electronic Tolling

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FHWA Policy Criteria for New Access aka 8
Points

• Existing system is incapable of accommodating the
  traffic.
• All reasonable alternatives to a new interchange
  have been considered including TSM and HOV
  facilities.
• Proposal does not adversely impact operations or
  safety of the existing freeway.
• A full interchange with all traffic movements at
  a public road is provided.

• Off-ramp queues on mainline at Hollywood Blvd.
  and Griffin Rd.
• Maximum improvements to Hollywood Blvd. and
  Griffin Road/I-595 ramps planned TSM is
  incompatible with Turnpike
• ? Evaluate in Interchange
• Justification Report
• Tight Diamond and Single Point Urban
  configuration considered

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FHWA Policy Criteria for New Access aka 8
Points

• The proposal is consistent with local and
  regional plans.
• Consistency with State Highway Master Plans.
• Coordinated with the areas development.
• Request needs to consider planning and
  environmental constraints.

• Included in MPO Long Range Plan
• Turnpike Planning Study 1999
• Close coordination with Seminole Tribe and
  District 4
• ? Evaluated in PDE,
• documented in IJR

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Proposed Interchange Alternatives

• Build and No Build Alternatives include
• Turnpike Widening
• I-595 Project (North of Turnpike/Griffin
  Interchange)
• Hollywood/Turnpike Interchange Improvements
• Build Alternatives
• Tight Diamond and Single Point
• Modifications to the west approach of the
  intersection of Stirling Road/US 441 (SR 7)
• Tight Diamond selected for detailed evaluation
• Favorable cost
• Slight traffic operational advantage

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Methodology

• Individual element analysis using HCS/Synchro
• Evaluate freeway segments, ramp merge /diverge
  areas, ramp roadways, arterials, and
  intersections
• Opening 2012
• Interim 2022
• Design 2032
• System analysis using CORSIM micro-simulation
  model to identify operational impacts

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Design Year (2032) Level of Service
Results (HCS)
Freeway Segments
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CORSIM Simulation

• 2032 Demand is almost twice the processing
  capacity of the micro-simulation network
  components
• 2022 Demand selected as analysis year to evaluate
  performance differences between Build and No
  Build
• Received concurrence for this approach from FHWA,
  Central Office, and District 4

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CORSIM Micro-simulation Network
Davie Road
Orange Drive
Griffin Road
Stirling Road
Proposed Interchange
US 441 (SR 7)
Hollywood Boulevard
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Operational Analysis 2022
System Analysis

• Measures of Effectiveness (MOEs)
• Freeway Elements
• Processed Volume (vph)
• Arterials
• Average Speed (mph)
• Signalized Intersections
• Average Control Delay (sec/veh)
• Network Performance
• Total Vehicle Miles Traveled (vehicle-miles)
• Total Delay (vehicle-hours)
• Average Speed (mph)
• MOEs were summarized and reported for average of
  5 model runs

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2022 Basic Freeway Segments

• Marginal increase in processed volumes
• NB, north of Stirling from 1.2 to 5.1
• SB from 2.4 to 20.35 (Due to the auxiliary
  lane between Griffin Rd. and Stirling Rd.)

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2022 Ramp Merge/Diverge Areas

• Marginal increase in processed volumes
• NB, north of Stirling from 3.8 to 7.7
• SB from 1.2 to 13.4 (auxiliary lane between
  Griffin Rd. and Stirling Rd.)

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2022 Arterials

• Average Speed
• Increased on Hollywood Blvd. (0 - 2 mph), Griffin
  Rd. (2 - 7 mph), and Orange Dr. by (0 - 11 mph).
• Decreased on Stirling Rd. (4 - 9 mph)
• Increased for all four east/west arterials
  combined by 1 - 3 mph.

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2022 Signalized Intersections

• AM (PM) Average Control Delay (seconds/vehicle)
• Decreased along Hollywood Blvd. 6.1(3.1),
  Griffin Rd. 36.0(39.4), and Orange Dr.
  68.8(42.9)
• Increased along Stirling Rd. 92.3(59.5)

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2022 Network Performance

• Marginal improvements 4.0
• Vehicle Miles Travel (vehicle-miles)
• Total Delay (vehicle-hours)
• Average Speed (mph)

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PDE Alternative Evaluation Matrix
Total Cost in millions - 111.1
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Conclusions

• Operational benefits of Build over No Build
• Overall improvements in measures of effectiveness
  are marginal
• Degradation on Stirling Road would be significant
  
• Ramp queues on mainline at Hollywood Blvd. and
  Griffin Rd. would be eliminated only until 2025
• Interchange spacing exception would be required
• Estimated only 13 Hard Rock demand accessing via
  Turnpike, less than 60 would divert to Stirling
• Estimated cost of 111 million is
  disproportionate to benefits
• No Build selected as preferred alternative

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Discussion