Post on 10-May-2018
Submittal/Approval LetterTo: Patrick Muench, P.E. Date: July 1, 2017 Turnpike Design Engineer
Financial Project ID: 436517-1-52-01 & 436517-3-52-01 New Construction ( ) RRR ( )Federal Aid Number: Not ApplicableProject Name: Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM169.320State Road Number: 91 Co./Sec./Sub.: 94/470/000Begin Project MP: 15.078 End Project MP: 31.168 Full Federal Oversight: Yes ( ) No ( )Request for: Design Exception ( ), Design Variation ( )
Community Aesthetic Feature: Conceptual ( ), Final ( )Re-submittal: Yes ( ) No( ) Original Ref# - -
Requested for the following element(s):( ) Design Speed ( ) Lane Width ( ) Shoulder Width ( ) Cross Slope( ) Design Loading Structural Capacity ( ) Vertical Clearance ( ) Maximum Grade ( ) Stopping Sight Distance( ) Superelevation ( ) Horizontal Curve Radius ( ) Other
This project consists of resurfacing and safety improvements for the Florida’s Turnpike Mainline (SR 91) from MM 153.230 to MM 169.320 (County Mile Post 15.078 to County Mile Post 31.168), in St. Lucie County (94470-000) for a total length of 16.090 miles. The main objective of the project is to extend the life of the existing pavement through milling and resurfacing of the existing northbound and southbound travel lanes, inside and outside shoulders, and the paved median openings. Safety improvements will include construction of ground-in rumble strips, repair of all guardrail openings for maintenance access and adjustment or replacement of guardrail as necessary, cross slope correction to meet criteria, shoulder drop-off correction along the edge of pavement, replacement of non-compliant signing within the project limits, bridge deck repair at the L-20 and Angle Road/Belcher canal bridges, bridge railing retrofit at the Picos Road, CR 68, and Minute Maid Road overpass bridges, and repairs to the existing box culverts and farm crossings.
SR 91 is classified as a Rural Principal Arterial – Expressway and is part of the National Highway System (NHS) and the State Highway System (SHS). SR 91 is also a Strategic Intermodal System (SIS) Corridor with a Limited Access Right-of-Way of 400 feet. The corridor has a posted and design speed of 70 MPH. The existing typical section is a four-lane, divided, rural facility with two 12 ft. lanes, an 8 ft. inside shoulder with 4 ft. paved, and a 12 ft. outside shoulder with 10 ft. paved, in each direction. The northbound and southbound roadways are separated by a 40-ft. median. An existing median double-faced guardrail with rub rail, predominantly located adjacent to the southbound inside shoulder, runs along the median within the project limits. In some locations, such as the segment between the Belcher Canal and L-20 Canal bridges, standard guardrail is located adjacent to the median shoulders and the outside shoulders for the northbound and southbound directions.
Based on information gathered from the design survey for the project, the SR 91 cross slopes and Superelevation rates were evaluated for compliance with American Association of State Highway and Transportation Officials (AASHTO), and Florida Department of Transportation (FDOT) criteria. Several tangent sections of the roadwaywere found to have an average cross slope less than 1.50%. Several segments were also found to have cross slopes steeper than 2.50%. Areas where the average cross slope over a 1000-foot interval was found to be noncompliant with the governing criteria were further evaluated to determine the feasibility of correcting the cross slope. The superelevation rates for the horizontal curves were analyzed against the governing criteria. Several locations on the horizontal curves were found to have superelevation rates that are both too flat and too steep. Areas where the average superelevation rate over a 500-foot interval was found to be noncompliant with the governing criteria were further evaluated to determine the feasibility of superelevation correction. In these areas, the crash data was evaluated to verify if any accidents were attributable to the superelevation deficiency and determine if a hydroplaning analysis is required as per Turnpike Plans Preparation and Practices Handbook (TPPPH), Chapter 2.1.5.1. Tables 2.1 and 2.2 summarize the locations of deficient cross slope and superelevation rates where correction is infeasible.
To enhance safety along the project corridor, Cross Slope and Superelevation will be corrected in the areas where the rates are too flat. Only segments with flatter Cross Slope than required which are under existing bridges where there are vertical clearance issues will not be corrected. The correction of cross slope and superelevation rates that are steeper than required to meet the AASHTO and FDOT criteria would increase the construction cost and impact the construction duration and schedule. Furthermore, FTE’s customers would be impacted by the extended construction duration. Since there are no crashes that can be attributed to the noncompliant rates, and no benefit may be gained as a result of implementing the improvements, the benefit/cost ratio for widening the shoulders was determined to be zero. No quantifiable benefit in terms of safety, operational performance, or level of service can be derived from implementing any of the improvements discussed in this report. Furthermore, maintaining the current cross slope and superelevation rates will eliminate any negative impacts on environmental concerns, community considerations, budget, or schedule. Therefore, the approval of this Design Exception is requested for the existing cross slopes and superelevation rates, as identified in the following Tables, to remain.
The lane designations and design elements are as follows:
L1 - Inside southbound travel lane R1 - Inside northbound travel laneL2 - Outside southbound travel lane R2 - Outside northbound travel laneSE - Superelevation
Superelevation Deficiencies
BeginStation
EndStation Curve Lane
Required SE Rate (ft./ft.) Existing SE Rate
(ft./ft.)AASHTOemax=6%
(1)
AASHTOemax=12%
(2)
FDOT/FTE (3)
1962+84.72* 1981+50.00 C1 L1 0.026 0.029 0.028 0.031 - 0.036
2090+50.00 2102+00.00 C2 R1 0.033 0.038 0.037 0.039 - 0.044
2081+50.00 2097+50.00 C2 R2 0.033 0.038 0.037 0.039 - 0.044
2155+50.00 2162+00.00 C3 L2 0.026 0.029 0.028 0.030 - 0.032
2132+00.00 2146+00.00 C3 L1 0.026 0.029 0.028 0.030 - 0.037
2165+50.00 2173+50.00 C3 R1 0.026 0.029 0.028 0.030 - 0.032
2157+00.00 2162+50.00 C3 R2 0.026 0.029 0.028 0.030 - 0.032
2280+00.00 2291+50.00 C4 L2 0.033 0.038 0.037 0.039 - 0.044
2295+00.00 2304+00.00 C4 R1 0.033 0.038 0.037 0.039 - 0.043
2610+00.00 2611+50.00 C5 L2, L1, & R2 0.033 0.038 0.037 0.028 - 0.032
2632+00.00 2639+00.00 C5 R2 0.033 0.038 0.037 0.039 - 0.041
2651+00.00 2655+00.00 C5 R2 0.033 0.038 0.037 0.039 - 0.040
Cross Slope Deficiencies
Begin Station
EndStation Lane
Required Cross Slope (ft./ft.) Existing
Cross Slope (ft./ft.)AASHTO FDOT/FTE
2041+50.00 2078+00.00 L1 0.015-0.025 0.015-0.025 0.025 - 0.029
2054+00.00 2055+50.00 L2 0.015-0.025 0.015-0.025 0.013
2201+00.00 2210+50.00 L2 0.015-0.025 0.015-0.025 0.025 - 0.027
2173+50.00 2179+50.00 R1 0.015-0.025 0.015-0.025 0.025 - 0.027
2218+50.00 2229+50.00 R2 0.015-0.025 0.015-0.025 0.025 - 0.029
2808+50.00 2813+50.00 R2 0.015-0.025 0.015-0.025 0.025 - 0.029
Recommended by:
Date 07/01/2017Houman Assari, P.E., Responsible Professional Engineer
Approvals:
Date N/A Date Patrick Muench, P.E., Turnpike Design Engineer Turnpike Structures Design Engineer
N/A Date N/A Date Michael Shepard, P.E., State Roadway Design Engineer State Structures Design Engineer
N/A Date N/A Date State Chief Engineer FHWA Division Administrator
07/05/17
Houman Assari Digitally signed by Houman Assari Date: 2017.07.01 18:29:10 -04'00'
Patrick Muench
Digitally signed by Patrick Muench DN: cn=Patrick Muench, o=Florida Department of Transportation, ou=Florida's Turnpike Enterprise, email=Patrick.Muench@dot.state.fl.us, c=US Date: 2017.07.05 14:08:39 -04'00'
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Request for FTE Design Exceptions & Variations Checklist
Date:
BMP: EMP: EMP:
New Construction
District: Project Name: Project Section Exemption FPID: Requested Control Element(s):
Design Speed* Horizontal Curve Radius
Other __________
Lane Width Vertical Clearance** Superelevation
Shoulder Widths Maximum Grade Stopping Sight Distance
RRR
Design Loading Structural Capacity* Cross Slopes
*Requires supplementary review (i.e. Planning/Structures/etc)**Requires Utility Accommodation Manual (UAM) Exception Submittals
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Submittal/Approval Letter (independent file from report) Short description of project, applicable criteria and reason for variation requestApplicable signature fields, names, and titles listed
Design Exception/Variation Report Report Cover
Project Title, FPID, digital sign, seal and date Project description
General project information, typical section, begin/end milepost, county section number Include Work Mix, To – From, Objectives, Obstacles and Schedule.
Description of the variation element and applicable criteria (AASHTO and Department value or standard)
Detailed explanation of why the criteria or standard cannot be complied with or is not applicable Description of any proposed value for project and why it is appropriate
Amount and character of traffic using the facility Description of the anticipated impact on Operations, Adjacent Sections, Level Of Service, Safety, Long and Short Term Effects
Is the variation temporary or permanent? Description of the anticipated Cumulative Effects
A plan view or aerial photo of the variation location Showing right of way lines, and property lines of adjacent property.
A photo of the area. Typical section or cross‐section of variation/exception location The milepost and station location of the variation/exception Any related work programmed or in future work plans
BMP:
Florida's Turnpike Enterprise
SR 91 Mainline Resurfacing and Safety Improvements from MM 153.230 to MM 169.32015.078
07/01/2017
31.168
436517-1-52-01 & 436517-3-52-01 ✔
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The Project Schedule Management (PSM) Project Schedule Activities submitted
< Phase I Phase I – Phase II Phase II – Phase III Phase III – Phase IV > Phase IV
Letting: All mitigating efforts
An explanation of what if any associated existing or future Limitations as a result of public or legal commitments. Description and explanation of any practical alternatives, the selected treatment and why.
Comments on the most recent 5‐year crash history Including all pertinent crash reports Is the location of the variation on the High Crash List?
Description of the anticipated Cost (Social and to the Department – Benefit/Cost) Summary Conclusions
Summary description of included support documentation such as: Location map or description Typical section Aerial or Photo logs when they best illustrate the element issues Crash History and analysis Plan sheets in the area of the variation elements Profiles in the area of vertical alignment variation elements Tabulation of pole offsets for horizontal clearance variation Applicable Signed and Sealed Engineering Support Documents
For the specified conditions the following additional documentation is required: For design speed on FIHS/SIS
Provide typical sections at mid blocks and at intersections. For lane width
Provide locations of alternative routes that meet criteria Proposal for handling drainage Proposed signing and pavement markings
For shoulder width Proposal for handling stalled vehicles Proposal for handling drainage
For bridge width Plan view of the approaching roadways Existing bridge plans (these may be submitted electronically)
For a bridge with a design inventory load rating less than 1.0 Written evaluation and recommendation by the Office of Maintenance is required Load rating calculations for the affected structure
For vertical clearance Locations of alternative routes that meet criteria
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For cross‐slopeProposal for handling drainage
Details on how the cross slope impacts intersections
For conditions that may adversely affect the roadway’s capacity
Provide the comments on compatibility of the design and operation with the adjacent sections Effects on capacity (proposed criteria vs. AASHTO) using an acceptable capacity analysis procedure Calculate reduction for design year, level of service
For superelevation Provide the side friction factors for the curve for each lane of different cross‐slope at the PC of the curve, the point of maximum cross‐slope, and the PT of the curve using the following equation. f = (V2 – 15Re)/(V2e+15R)
For areas with crash histories or when a benefit to cost analysis is requested Provide a time value analysis between the benefit to society quantified in dollars and the costs to society quantified in dollars over the life of the Exception/Variation.
Roadside Safety Analysis Program (RSAP) Historical Crash Method (HCM)
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Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
St. Lucie County, Florida
FPID Numbers 436517-1-52-01 and 436517-3-52-01 Contract Number C9R86
CROSS SLOPE AND SUPERELEVATION DESIGN EXCEPTION
Prepared For:
Florida Department of Transportation Florida’s Turnpike Enterprise
JULY 2017
Prepared By: Propel Engineering, Inc. 6685 Forest Hill Boulevard, Suite 205 Responsible Engineer: Greenacres, FL 33413 Houman Assari, PE Certification of Authorization No. 31050 State of Florida, Professional Engineer Vendor No. F463316950 License No. 49029
This item has been electronically signed and sealed by Houman Assari, PE on 07/01/2017 using a Digital Signature. Printed copies of this document are not considered signed and sealed and the signature must be verified on any electronic copies.
Houman Assari Digitally signed by Houman Assari Date: 2017.07.01 18:27:35 -04'00'
Table of Contents 1.0 Project Description ....................................................................................................................................................... 1
2.0 Description of the Design Exception ............................................................................................................................. 2 3.0 Design Criteria .............................................................................................................................................................. 5
3.1 American Association of State Highway and Transportation Officials (AASHTO) .................................................... 5
3.2 Florida Department of Transportation (FDOT) ....................................................................................................... 5 4.0 Proposed Criteria .......................................................................................................................................................... 6
5.0 Justification .................................................................................................................................................................. 6
5.1 Operational Conditions .......................................................................................................................................... 6
5.2 Crash History Analysis ............................................................................................................................................ 7 5.3 Benefit/Cost Analysis ........................................................................................................................................... 10
5.4 Side Friction Factor Documentation ..................................................................................................................... 10
5.5 Right-of-Way Impacts .......................................................................................................................................... 10 5.6 Community Impacts ............................................................................................................................................. 10
5.7 Environmental Impacts ........................................................................................................................................ 11
5.8 Mitigation ............................................................................................................................................................ 11
6.0 Summary Conclusions ................................................................................................................................................. 12
APPENDICES
Appendix A: Location Map Appendix B: Typical Sections Appendix C: As-Built Plans Appendix D: Photo Log Appendix E: Traffic Data Appendix F: Cross slope Analysis Appendix G: Side Friction Factor Calculations Appendix H: Crash History Appendix I: Cost Estimate Appendix J: Benefit Cost Analysis Appendix K: Project Schedule
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 1
1.0 Project Description This project consists of resurfacing and safety improvements for the Florida’s Turnpike Mainline (SR 91) from MM 153.230 to MM 169.320 (County Mile Post 15.078 to County Mile Post 31.168), in St. Lucie County (94470-000) for a total length of 16.090 miles. The main objective of the project is to extend the life of the existing pavement through milling and resurfacing of the existing northbound and southbound travel lanes, inside and outside shoulders, and the paved median openings. Safety improvements will include construction of ground-in rumble strips, repair of all guardrail openings for maintenance access and adjustment or replacement of guardrail as necessary, cross slope correction to meet criteria, shoulder drop-off correction along the edge of pavement, replacement of non-compliant signing within the project limits, bridge deck repair at the L-20 and Angle Road/Belcher canal bridges, bridge railing retrofit at the Picos Road, CR 68, and Minute Maid Road overpass bridges, and repairs to the existing box culverts and farm crossings. SR 91 is classified as a Rural Principal Arterial – Expressway and is part of the National Highway System (NHS) and the State Highway System (SHS). SR 91 is also a Strategic Intermodal System (SIS) Corridor with a Limited Access Right-of-Way of 400 feet. The corridor has a posted and design speed of 70 MPH. The existing typical section is a four-lane, divided, rural facility with two 12 ft. lanes, an 8 ft. inside shoulder with 4 ft. paved, and a 12 ft. outside shoulder with 10 ft. paved, in each direction. The northbound and southbound roadways are separated by a 40-ft. median. An existing median double-faced guardrail with rub rail, predominantly located adjacent to the southbound inside shoulder, runs along the median within the project limits. In some locations, such as the segment between the Belcher Canal and L-20 Canal bridges, standard guardrail is located adjacent to the median shoulders and the outside shoulders for the northbound and southbound directions. The project is currently scheduled for letting on 01/09/2018, with a production date of 09/05/2017. There are currently no major obstacles to meeting this schedule. The project schedule is included in Appendix K of this document.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 2
2.0 Description of the Design Exception Based on information gathered from the design survey for the project, the SR 91 cross slopes and Superelevation rates were evaluated for compliance with American Association of State Highway and Transportation Officials (AASHTO), and Florida Department of Transportation (FDOT) criteria. The evaluation for the tangent segments was performed by taking the average cross slope of data points along the project over 1000-foot increments (500 feet before and after the data point) and comparing to the results to the governing criteria for average cross slope. For the superelevated segments, the evaluation was based on 500-foot increments (250 feet before and after the data point). The governing criteria is presented in section 3.0 and the evaluation is included in Appendix F of this document. Based on the design analysis methodology, several tangent sections of the roadway were found to have an average cross slope less than 1.50%. Several segments were also found to have cross slopes steeper than 2.50%. Areas where the average cross slope over a 1000-foot interval was found to be noncompliant with the governing criteria were further evaluated to determine the feasibility of correcting the cross slope. The superelevation rates for the horizontal curves were analyzed against the governing criteria. Several locations on the horizontal curves were found to have superelevation rates that are both too flat and too steep. Areas where the average superelevation rate over a 500-foot interval was found to be noncompliant with the governing criteria were further evaluated to determine the feasibility of superelevation correction. In these areas, the crash data was evaluated to verify if any accidents were attributable to the superelevation deficiency and determine if a hydroplaning analysis is required as per Turnpike Plans Preparation and Practices Handbook (TPPPH), Chapter 2.1.5.1. The existing Picos Road and Minute Maid Road overpasses have vertical clearances that are below the FDOT PPM minimum criteria of 16’-0” for existing structures. The cross slopes at these locations have been identified as noncompliant with the governing criteria. In order to correct the cross slope at bridge underpass locations, either the bridge would have to be raised or the Turnpike Mainline would have to be reconstructed to a lower elevation. The existing Turnpike Mainline pavement structure does not have an adequate structural number to allow lowering the pavement elevation through milling and resurfacing, and would instead require complete reconstruction of the roadway. Reconstruction of the overpass bridges is not consistent with the scope of this resurfacing project. Therefore, in order to avoid reducing the existing vertical clearances, cross slope correction is not recommended within the limits of the overpasses. Since the existing corridor is rural with flush shoulders, the algebraic difference between the shoulders and adjacent travel lanes was also analyzed. The results show various locations where the algebraic difference is greater than allowable values as required by governing criteria. These areas will be corrected by overbuilding the shoulder to ensure the required algebraic difference is achieved. There are various locations along the project where guardrail, barrier wall, barrier curb/guardrail combination, bridge vertical clearance, and other potential constraints may be present. These constraints can impact the ability to use cross slope correction methods that raise the edge of shoulder without significant reconstruction of these items. Tables 2.1 and 2.2 summarize the locations of deficient cross slope and superelevation rates where correction is infeasible and the existing conditions are to remain in place. The locations of deficient cross slopes and superelevation rates as identified in this design exception are included in Appendix A of this document.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 3
The limits of noncompliant cross slope and superelevation shown in the tables are based on the design survey and 3D Modeling and Design. The lane designations and design elements are as follows: L1 - Inside southbound travel lane R1 - Inside northbound travel lane L2 - Outside southbound travel lane R2 - Outside northbound travel lane SE - Superelevation
Table 2.1 – Cross Slope Analysis by Lane
Begin Station
End Station Lane
Required Cross Slope (ft./ft.) Existing Cross Slope
(ft./ft.) Recommendation AASHTO
(1) FDOT/FTE
(2) 2041+50.00 2078+00.00 L1 0.015-0.025 0.015-0.025 0.025 - 0.029 Design Exception
2054+00.00 2055+50.00 L2 0.015-0.025 0.015-0.025 0.013 Design Exception
2201+00.00 2210+50.00 L2 0.015-0.025 0.015-0.025 0.025 - 0.027 Design Exception
2173+50.00 2179+50.00 R1 0.015-0.025 0.015-0.025 0.025 - 0.027 Design Exception
2218+50.00 2229+50.00 R2 0.015-0.025 0.015-0.025 0.025 - 0.029 Design Exception
2808+50.00 2813+50.00 R2 0.015-0.025 0.015-0.025 0.025 - 0.029 Design Exception
(1) AASHTO – A Policy on Geometric Design of Highways and Streets (2011), Chapter 8 – Freeways, Section 8.2.4, Page 8-2
(2) FDOT – Plans Preparation Manual, Volume 1, Chapter 25, Table 25.4.7
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.1
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 5
3.0 Design Criteria 3.1 American Association of State Highway and Transportation Officials (AASHTO)
A Policy on Geometric Design of Highways and Streets (2011)
Chapter 8 – Freeways, Section 8.2.4 - Traveled Way and Shoulders, Page 8-2:
“Pavement cross slopes should range between 1.5 and 2 percent on tangent sections, with the higher value recommended for areas with moderate rainfall. For areas of heavy rainfall, a pavement cross slope of 2.5 percent may be needed to provide adequate drainage.”
Chapter 3 – Elements of Design; Section 3.3.3, Maximum Superelevation rates for Streets and Highways: “Although higher superelevation rates offer an advantage to those drivers traveling at high speeds, current practice considers that rates in excess of 12 percent are beyond practical limits.” The Superelevation Rates as provided in Table 3-9, Chapter 3, page 3-45 for maximum Superelevation rate of 6% are 0.026 and 0.033 for the horizontal curves with radii of 7,639.44 feet and 5,729.59 feet, respectively for a design speed of 70 MPH. The Superelevation Rates as provided in Table 3-12b, Chapter 3, page 3-51 for maximum Superelevation rate of 12% are 0.029 and 0.038 for the horizontal curves with radii of 7,639.44 feet and 5,729.59 feet, respectively for a design speed of 70 MPH.
Chapter 4 – Cross-Section Elements; Section 4.4.3, Shoulder Cross Sections: “On tangent or long-radius curved alignment with normal crown and turf shoulders, the maximum algebraic difference in the traveled way and shoulder grades should be from 6 to 7 percent.”
Chapter 4 – Cross-Section Elements; Section 4.9.2, Superelevated Sections: “To avoid an undesirable rollover effect, the algebraic difference in cross slopes at the edge of the traveled way should not exceed 8 percent.”
3.2 Florida Department of Transportation (FDOT) Plans Preparation Manual (PPM) (January 2017)
Volume 1, Chapter 25, Section 25.4.6, Table 25.4.7 - Freeway Cross Slopes
The allowable range of cross slopes for travel lanes on freeways is between 1.5% and 2.5%.
Volume 1, Chapter 2, Table 2.9.1 – Superelevation Rates for Rural Highways (emax = 0.10) The Superelevation Rates for Rural Highways are 0.028 and 0.037 for the horizontal curves with radii of 7639.44 and 5,729.59 feet, respectively for a design speed of 70 MPH.
Volume 1, Chapter 25, Section 25.4.7, states:
“When the existing superelevation does not meet the Design Standard requirements, conduct a safety study to determine if superelevation may be linked as the primary contributing factor to crashes in the curve. If superelevation can be linked to more than one crash in a five year period, superelevation correction is required. For high speed facilities, including Interstate and toll facilities, superelevation correction is required except when both of the following conditions are met:
Superelevation cannot be linked as a contributing factor to crashes in the curve.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 6
The existing superelevation rate (for the design speed and radius of the curve in question) is within the range of values for emax = 6% and emax = 12%, provided in AASHTO’s figures for Minimum Radii for Design Superelevation Rates, Design Speeds.”
Design Standards (Fiscal Year 2017-18)
Index No. 510, Superelevation Rural Highways, Urban Freeways and High Speed Urban Highways, Sheet No. 1 of 2:
“Algebraic difference in cross slope not to exceed 0.07.”
Turnpike Plans Preparation and Practices Handbook (TPPPH) (March 3, 2017)
Volume 1, Section 25.4 – RRR Design criteria does not provide any additional criteria regarding cross slopes or Superelevation.
4.0 Proposed Criteria The proposed design is to allow the existing cross slopes and the superelevation rates at the locations identified in Tables 2.1 and 2.2, where correction is infeasible, to remain in place. 5.0 Justification The main objective of the project is to extend the service life of the existing asphalt pavement and improve safety related features along the corridor. The proposed design provides a balance between pavement improvements and vehicular traffic operation while maintaining the safety of the traveling public.
5.1 Operational Conditions A project Traffic Data Report was provided by FTE. The Traffic Data results were as follows:
Table 5.1.1 – SR 91 Traffic Data
Two-Way AADT Trucks (DDHV) Traffic Factors
2016 2018 2038 2016 2018 2028 KSTD (%) D (%) T24 (%) DHT (%)
32,500 33,900 45,200 145 151 202 10.5 60.7 14.0 7.0 The design and posted speed within the project limits is 70 mph. The Traffic Data is included in Appendix E of this document. The design approach on this project for areas where cross slope or superelevation are noncompliant with the governing criteria is to correct the deficiencies where the cross slopes are too flat and request an exception for the areas where the cross slope is too steep. The request for an exception will be contingent upon the segments being considered having not been identified as unsafe based on crash analysis. Since the deficient cross slopes and superelevations are an existing condition, no adverse impacts on the existing capacity and operation of the facility are anticipated if the current rates are maintained. There are additional design elements that are not in compliance with AASHTO and FDOT criteria, namely Vertical Clearance and Shoulder Width, that occur in the vicinity of the areas established for this design exception, however, no cumulative effects impacting the operation of the facility are expected.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 7
Based on the analysis performed, no long or short term adverse impacts are anticipated on operations, Level of Service, or adjacent roadway sections for the areas identified in this Design Exception, which is expected to be in place through the design life of the project. SR 91 from MM 152 to MM 193 is to be evaluated for widening by year 2035 which may ultimately eliminate the substandard cross slopes and superelevation along SR 91. A Project Development and Environment (PD&E) study would be required, which may address the deficiencies, prior to design and construction. 5.2 Crash History Analysis Safety considerations associated with insufficient cross slope and superelevation are inadequate drainage and ponding of water on the travel lanes, as well as potential for skidding which may result in leaving the roadway crashes. As stated previously, the design approach on this project is to correct the cross slope in the areas where the cross slopes are too flat and request an exception only for the areas where the cross slope is too steep. The request for an exception will be contingent upon the segments being considered are not considered to be unsafe based on crash analysis. The most recent 5-year crash history from the years 2011 through 2015 was reviewed. The crash data is included in Appendix H of this document. This report covers crash data, field investigations, and assessments of the existing conditions along the corridor. The data provided includes the location of each crash, the type of crash, the date, and the existing conditions.
The analysis of the crash history revealed a total of 376 crashes within the project limits. There have been 35 crashes involving Sideswipe type collisions and vehicles leaving the roadway and colliding with roadside barriers that have occurred within the limits established for the design exception. There have been two crashes within the referenced segments with fatalities. The long form crash reports were reviewed to determine whether deficient cross slopes or superelevation were a contributing factor to any of the crashes. Based on the evaluation of the available crash data, there were three crashes that identified hydroplaning as the contributing cause, however these incidents did not occur within the lanes identified in the design exception. The crashes have been summarized in Table 5.2.1.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 8
Table 5.2.1 - Summary of Crash Reports involving Hydroplaning
Crash ID Year Location Summary Remarks
82043206 2012 MM
158.051 (R1)
Vehicle 1 was travelling north on SR 91 in the inside lane. Vehicle 1 started to hydroplane. The Driver lost control of Vehicle 1. Vehicle 1 veered to the median. The front of Vehicle 1 collided with the guardrail. Vehicle 1 rotated counter-clockwise, crossing the outside lane, to the emergency lane. Vehicle 1 came to final rest in the emergency lane, facing north. There was no damage to the guardrail.
This crash did not occur in a Lane for which the cross slope design exception is requested.
82043236 2013 MM
158.134 (R1)
Vehicle 1 was travelling north on SR 91 in the inside lane. Vehicle 1 started to hydroplane. Vehicle 1 travelled into the median. The front of Vehicle 1 collided with the guardrail. Vehicle 1 travelled across both northbound lanes, and came to final rest on the right shoulder of the roadway. The Driver stated that Vehicle 1 started to hydroplane, and he lost control and he tried to keep Vehicle 1 from hitting any other vehicles.
This crash did not occur in a Lane for which the cross slope design exception is requested.
81982922 2011 MM
166.030 (L1)
Vehicle 1 was traveling SB in the inside lane in the area of the 166 MM. The Driver was unable to avoid standing water in the inside lane due to inclement weather. Vehicle 1 began to hydroplane causing the Driver to lose control of Vehicle 1. Vehicle 1 traveled onto the median shoulder striking the guardrail. Vehicle 1 came to final rest facing SB on the paved median shoulder.
This crash did not occur in a Lane for which the superelevation design exception is requested.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 9
In addition, the long form crash report for the accidents with the fatalities were reviewed to ensure that substandard cross slopes or superelevation were not involved in the crashes in any way. The crashes have been summarized in Table 5.2.2.
Table 5.2.2 - Summary of the Fatal Crash Report
Based on the available information, no correlation between the crashes within the lanes identified in this design exception and the noncompliant cross slope or superelevation could be determined. The analysis further revealed that the referenced design exception locations, as identified in Tables 2.1 and 2.2, are not on the Turnpike’s Top 30 Crash List. From the foregoing information presented, it is reasonable to conclude that the crashes would not be mitigated by correcting the cross slopes or the superelevation rates, and safety is not compromised.
Crash ID Year Location Summary Remarks
83183054 2013 MM
158.129 (L1)
Vehicle 1 was traveling southbound on State Road 91 in the inside lane. For an unknown reason, Vehicle 1 traveled onto the eastern shoulder and Driver 1 steered the Vehicle 1 back to the right, overcorrected, and subsequently lost control of Vehicle 1. Vehicle 1 traveled across both southbound lanes and onto the western shoulder of southbound State Road 91. Vehicle 1 then rotated counterclockwise and traveled back across both southbound lanes and struck the center median guardrail with the left side of Vehicle 1. Occupant 2 was ejected from Vehicle 1 through the left side window and struck the metal guardrail. Occupant 2 came to final rest in the inside lane facing north. Vehicle 1 continued to rotate counterclockwise and struck the center median guardrail a second and third time before traveling across both southbound lanes and struck the metal guardrail on the western shoulder. Vehicle 1 came to final rest on the western shoulder of southbound State Road 91 facing north. Occupant 2 was pronounced deceased on the scene.
This crash did not occur in a Lane for which the cross slope design exception is requested.
82043247 2013 MM
166.473 (L1)
Vehicle 1 was travelling south on SR91 (Turnpike) in the inside lane. Vehicle 1 veered across the outside lane, to the right shoulder of the roadway. Vehicle 1 rotated clockwise. Vehicle 1 traveled down the embankment, backwards. The rear of Vehicle 1 collided with the concrete pole, and the ITS box that was attached to it. The force of the impact separated the ITS box from the concrete pole, and cracked the cement, support base for the pole in half. Vehicle 1 came to final rest down the embankment, facing southeast. The Driver stated that he believes an unknown vehicle may have cut him off. There were no independent witnesses to the accident.
This crash did not occur in a Lane for which the superelevation design exception is requested.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 10
5.3 Benefit/Cost Analysis The cross slopes and superelevation rates identified to remain as part of this design exception are generally for areas where the existing rates are steeper than those required by the governing standards. Correction of these deficient rates can be accomplished utilizing overbuild to flatten the cross slopes. Our preliminary analysis indicates that the overbuild thickness required to correct the deficiencies does not exceed one (1) inch. Providing cross slope correction on the inside lanes to achieve compliant shoulder rates would require additional overbuild on the outside lanes even if the cross slopes in the adjacent lanes are not deficient. The outside shoulders would also require overbuild which would ultimately require shoulder treatment to be provided to the outside of the shoulders. The estimated cost to provide cross slope and superelevation correction is $292,900.00. The cost estimate is included in Appendix I of this document. A Benefit/Cost analysis was performed; however, the result of the B/C ratio was found to be zero since there were no crashes that could be attributed to deficient cross slope or superelevation in the analysis of the most recent 5-year crash history. Furthermore, as stated in the Highway Safety Manual, the base condition for the Crash Modification Factors (CMF) for the superelevation of a horizontal curve is the rate identified in the AASHTO Green Book. Changes in CMF are dependent on superelevation variance of a horizontal curve which is the difference between the existing superelevation rate and the required rate as defined by the AASHTO Green Book. The CMF for superelevation is 1.00 when the existing superelevation meets or exceeds the value defined by AASHTO. Therefore, higher superelevation rates do not affect crash frequency and do not have adverse impacts on the safety of the roadway. There are no anticipated social costs associated with the deficient shoulder widths. 5.4 Side Friction Factor Documentation Side Friction Factor (f) calculations have been performed for the five curves on SR 91 within the project limits. The values for each lane on mainline SR 91 at the PC, Midpoint, and PT of the curves, as well as the location of maximum superelevation were calculated using the following equation: = 15+ 15
Where:
f = Side Friction Factor V = Design Speed (mph) R = Radius (feet) e = Superelevation (ft./ft.) at the station evaluated As illustrated by the results of the calculations, which are included in Appendix G of this document, the side friction factors along the curves meet or exceed the friction factor requirements since the deficient superelevation rates which are less than the required rates will be corrected, and only the superelevation rates exceeding the required rates will remain in place and be included in this design exception. 5.5 Right-of-Way Impacts Whether any Improvements to correct the cross slope and superelevation deficiencies are implemented or the existing rates are allowed to remain in place, no right-of-way impacts are anticipated. 5.6 Community Impacts Since the noncompliant cross slopes and superelevation rates are an existing condition, no adverse community impacts are expected if the existing rates are maintained. However, if the Improvements to
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 11
correct the shoulder width deficiency are implemented, the additional work will increase the cost and extend the construction duration of the project. This will ultimately result in additional disturbance to the FTE consumers, and the local community. 5.7 Environmental Impacts Adverse environmental impacts are not expected as a result of the implementation of the Improvements to correct the cross slope and superelevation deficiencies, however, Gopher tortoise burrows were observed during our field visits which will require coordination with Florida Fish and Wildlife Conservation Commission (FWC). The appropriate habitats must be surveyed during design to confirm whether the burrows are active. If the burrows are impacted, a relocation permit will be required prior to moving the tortoise. Relocation permitting does not typically occur until approximately 90 days prior to the start of construction in the area. Since the noncompliant cross slopes and superelevation rates are an existing condition, no adverse environmental impacts are expected if the existing rates are maintained. 5.8 Mitigation To enhance the safety with respect to the noncompliant design elements, cross slope and superelevation correction will be performed where the rates were flatter than the governing standards except for the segments of the roadway where the deficiency is less than 500 feet, and in areas under the existing bridges that do not provide the required minimum vertical clearances. This approach will address the primary safety concern regarding insufficient cross slope and superelevation which is inadequate drainage and ponding of water on the travel lanes that may lead to hydroplaning and ultimately result in leaving the roadway crashes. The noncompliant areas included in this design exception have rates that are steeper than the required criteria which will be beneficial in terms of conveying stormwater runoff away from the travel lanes and into the roadside ditches more effectively. Additional mitigation strategies as outlined in the FHWA Mitigation Strategies for Design Exceptions, dated July 2007, publication include open graded pavement to improve surface friction, enhanced delineation with shoulder rumble strips, and paved shoulders, which are currently in place or will be improved as part of this project. Other strategies referenced in the document such as enhanced lighting, safety edge, and dynamic message signs are either infeasible for application on this project, or impractical based on the scope of this resurfacing project. There are no associated existing or future limitations as a result of legal or public commitments known for this project.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 12
6.0 Summary Conclusions The main objective of the project is to extend the life of the existing pavement through milling and resurfacing of the existing northbound and southbound travel lanes, inside and outside shoulders and the paved median openings. Additional safety related improvements will also be provided along the corridor. The required criteria are impractical, whereas the proposed design provides a balance between pavement improvements and vehicular traffic operation while maintaining the safety of the traveling public. To enhance safety along the project corridor, Cross Slope and Superelevation will be corrected in the areas where the rates are too flat. Only segments with flatter Cross Slope than required which are under existing bridges where there are vertical clearance issues will not be corrected. The correction of cross slope and superelevation rates that are steeper than required to meet the AASHTO and FDOT criteria would increase the construction cost and impact the construction duration and schedule. Furthermore, FTE’s customers would be impacted by the extended construction duration. Since there are no crashes that can be attributed to the noncompliant rates, and no benefit may be gained as a result of implementing the improvements, the benefit/cost ratio for widening the shoulders was determined to be zero. No quantifiable benefit in terms of safety, operational performance, or level of service can be derived from implementing any of the improvements discussed in this report. Furthermore, maintaining the current cross slope and superelevation rates will eliminate any negative impacts on environmental concerns, community considerations, budget, or schedule. Therefore, the approval of this Design Exception is requested for the existing cross slopes and superelevation rates, as identified in Tables 2.1 and 2.2, to remain.
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix A Location Map
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix B Typical Section
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix C As-Built Plans
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix D Photo Log
Cross Slope and Super Elevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Figure 1 - NB SR 91 – Curve C2 Superelevation Inside and Outside Lanes (R1 and R2)
Figure 3 - NB SR 91 – Curve C3 Superelevation Inside Lane (R1)
Figure 2 - NB SR 91 – Curve C3 Superelevation Outside Lane (R2)
Figure 4 - NB SR 91 – North of Curve C3 Cross Slope Inside Lane (R1)
Cross Slope and Super Elevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Figure 5 - NB SR 91 North of the Angle Road/Belcher Canal Bridge Cross Slope Outside Lane (R2)
Figure 7 - NB SR 91 – Curve C5 Under Minute Maid Road Bridge Superelevation Outside Lane (R2)
Figure 6 - NB SR 91 – Curve C4 Superelevation Inside Lane (R1)
Figure 8 - NB SR 91 – Curve C5 Superelevation Outside Lane (R2)
Cross Slope and Super Elevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Figure 9 - NB SR 91 – Curve C5 Superelevation Outside Lane (R2)
Figure 11 – SB SR 91 – Curve C5 Under Minute Maid Road Bridge Superelevation Inside and Outside Lanes (L1 and L2)
Figure 10 - NB SR 91 Cross Slope Outside Lane (R2)
Figure 12 – SB SR 91 – Curve C4 Superelevation Outside Lane (L2)
Cross Slope and Super Elevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Figure 13 – SB SR 91 South of the Angle Road/Belcher Canal Bridge Cross Slope Outside Lane (L2)
Figure 15 – SB SR 91 Cross Slope Inside Lane (L1)
Figure 14 - SB SR 91 – Curve C3 Superelevation Inside Lane (L1)
Figure 16 – SB SR 91 – Curve C1 Superelevation Inside Lane (L1)
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix E Traffic Data
Traffic and Revenue Consultant Florida’s Turnpike Enterprise
Florida Department of Transportation
AECOM P.O. Box 613069 Florida’s Turnpike Milepost 263, Building 5315 Ocoee, Florida 34761-3069 Tel: 407-532-3999 www.aecom.com
MEMORANDUM Date:
To:
From:
Copies:
Subject: Typical Section Traffic Data and Equivalent Single Axle Loading (ESAL) Calculations_Update
FPN:
State Road:
Counties:
FY 2016 Turnpike Annual Traffic Trends Report
Lane Closure Traffic Data Page 2
AECOM P.O. Box 613069 Florida’s Turnpike Milepost 263, Building 5315 Ocoee, Florida 34761-3069 Tel: 407-532-3999 www.aecom.com
U.S. DOT Mitigation Strategies for Design Expectations
Typical Section Traffic Data and Trucks Directional Design Hour Volume
2016 2018 2038 KSTD D T24 (%) DHT (%) 2016 2018 2038
South of Fort Drum Service Plaza (MP 184)
32,500 33,900 45,200 10.5% 60.7% 14.0 7.0 145 151 202
Trucks (DDHV)Segment
Two-Way AADT Traffic Factors
Year AADT Lane Factor ESAL (1000S)
CUM-ESAL(1000S)
2018 33,900 0.763 694 6942019 34,600 0.761 706 1,4002020 35,400 0.759 721 2,1212021 35,900 0.758 730 2,8512022 36,600 0.756 743 3,5942023 37,300 0.755 755 4,3492024 37,900 0.753 766 5,1152025 38,500 0.752 777 5,8922026 39,000 0.751 786 6,6782027 39,600 0.750 797 7,4752028 40,100 0.749 806 8,2812029 40,700 0.748 816 9,0972030 41,200 0.747 825 9,9222031 41,700 0.746 834 10,7562032 42,200 0.745 843 11,5992033 42,700 0.744 852 12,4512034 43,200 0.743 861 13,3122035 43,700 0.742 869 14,1812036 44,200 0.741 878 15,0592037 44,700 0.740 887 15,9462038 45,200 0.739 896 16,842
14.0%
0.5
(1.567 - 0.0826 x Ln(One-Way AADT)-0.12368 x LV)
1.050 *Freeway - Urban - Flexible Pavement
LV = 0.000
ESAL = AADT x T24 x DF x LF x EF x 365
Opening to Mid-Design Year (2025) ESAL Accumulation: 5,198
Opening to Design Year (2032) ESAL Accumulation: 10,905
Opening to Mid-Design Year (2028) ESAL Accumulation: 7,587
Opening to Design Year (2038) ESAL Accumulation: 16,14820-year design
(Years 2018-2038)
14-year design (Years 2018-2032)
Florida's Turnpike - Ticket System
FPN 436517-1 Mainline Resurfacing from MP 153.2 to MP 169.3
Mainline - South of Fort Drum Service Plaza
Two (2) Lanes
(Daily Truck Factor) T24 =
(Directional Distribution Factor) DF =
(Lane Factor) LF =
(Load Equivalency Factor) EF* =
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix F Cross Slope Analysis
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix G Side Friction Factor Calculations
PCM
idpo
int
PT
e(m
ax)
PCM
idpo
int
PT
e(m
ax)
PCM
idpo
int
PT
e(m
ax)
1965
+50.
00L2
0.02
80.
030
0.02
80.
032
0.01
50.
013
0.01
50.
011
1963
+50.
00L1
0.03
60.
032
0.03
10.
036
0.00
70.
011
0.01
20.
007
1965
+00.
00R1
0.02
80.
028
0.02
80.
028
0.01
50.
015
0.01
50.
015
1964
+00.
00R2
0.03
00.
028
0.02
80.
030
0.01
30.
015
0.01
50.
013
2091
+50.
00L2
0.03
70.
038
0.03
80.
039
0.02
00.
019
0.01
90.
018
2093
+50.
00L1
0.03
70.
036
0.03
70.
037
0.02
00.
021
0.02
00.
020
2102
+00.
00R1
0.03
70.
039
0.04
40.
044
0.02
00.
018
0.01
30.
013
2092
+50.
00R2
0.04
00.
043
0.03
90.
044
0.01
70.
014
0.01
80.
013
2159
+00.
00L2
0.02
80.
029
0.02
90.
032
0.01
50.
014
0.01
40.
011
2136
+00.
00L1
0.03
40.
028
0.02
80.
037
0.00
90.
015
0.01
50.
006
2169
+00.
00R1
0.03
10.
028
0.03
10.
032
0.01
10.
015
0.01
10.
011
2159
+00.
00R2
0.03
00.
028
0.02
80.
032
0.01
30.
015
0.01
50.
011
2285
+00.
00L2
0.03
70.
042
0.03
90.
044
0.02
00.
015
0.01
80.
013
2276
+00.
00L1
0.03
70.
037
0.03
70.
040
0.02
00.
020
0.02
00.
017
2299
+00.
00R1
0.03
70.
037
0.03
90.
043
0.02
00.
020
0.01
80.
014
2260
+50.
00R2
0.03
70.
037
0.03
70.
037
0.02
00.
020
0.02
00.
020
2657
+00.
00L2
0.03
70.
037
0.03
70.
037
0.02
00.
020
0.02
00.
020
2644
+50.
00L1
0.03
70.
037
0.03
70.
039
0.02
00.
020
0.02
00.
018
2642
+00.
00R1
0.03
70.
037
0.03
70.
038
0.02
00.
020
0.02
00.
019
2637
+00.
00R2
0.03
70.
041
0.03
70.
041
0.02
00.
016
0.02
00.
016
* Th
e ac
tual
PC
of th
e cu
rve
is ou
tsid
e th
e lim
its o
f thi
s pro
ject
. Th
e be
ginn
ing
of th
e pr
ojec
t was
use
d as
the
PC fo
r Cur
ve C
1.
whe
re:
f =
Side
Fric
tion
Fact
orV
= D
esig
n Sp
eed
(mph
)R
= R
adiu
s (ft.
)e
= S
uper
elev
atio
n (ft
./ft.)
at t
he st
atio
n ev
alua
ted
0.02
0
0.01
5
0.02
0
0.02
0
0.02
8
0.03
7
0.03
7
0.02
8
0.03
7
Lane
0.01
5
2080
+92.
585,
729.
5970
2134
+32.
727,
639.
4470
2283
+06.
64
2152
+94.
8321
71+5
6.93
70 705,
729.
5926
62+8
2.24
5,72
9.59
2306
+55.
46
7019
67+7
0.90
1979
+64.
417,
639.
44
The
side
frict
ion
fact
or w
as ca
lcul
ated
usin
g th
e fo
llow
ing
form
ula:
C1 C2 C4C3 C5
1962
+84.
72*
2259
+57.
81
2609
+94.
39
2092
+10.
0121
03+2
7.44
2636
+38.
32
Side
Fric
tion
Fact
or C
alcu
latio
nsTu
rnpi
ke M
ainl
ine
(SR
91) R
esur
facin
g an
d Sa
fety
Impr
ovem
ents
fr
om M
M 1
53.2
30 to
MM
169
.320
St. L
ucie
Cou
nty,
Flo
rida
FPID
Num
bers
436
517-
1-52
-01
and
4365
17-3
-52-
01Co
ntra
ct N
umbe
r C9R
86Lo
catio
nCu
rve
R
(ft.)
V
(mph
) Ex
istin
g f
Requ
ired
fPr
opos
ed e
(ft./
ft.)
Requ
ired
e (ft
./ft
.)
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix H Crash History
Cras
h Nu
mbe
rEv
ent C
rash
Da
te
Crsh
Loc
Fina
l MP
On
Road
way
Turn
pike
M
M
Firs
t Ha
rmfu
l Ev
ent
Code
Impa
ct
Type
Cod
e
Accid
ent
Side
Of
Road
Lane
Of
Accid
ent
Code
Road
Su
rface
Co
nditi
on
Code
Light
ing
Cond
ition
Co
de
Even
t W
eath
er
Cond
ition
Co
de
Wor
k Zo
ne
Rela
ted
Code
Firs
t Roa
d Co
nditi
on
Code
Alco
hol
Invo
lved
In
Acc
. Co
de
Veh
#1
Harm
ful
Even
t Seq
01
Cd
Veh
#1
Poin
t Of
Impa
ct
Veh
#1
Mov
emen
t Co
de
Veh
#1
Dire
ctio
n O
f Tra
vel
Veh
#1
Firs
t Dr
iver
Ac
tion
Cd
Veh
#2
Poin
t Of
Impa
ct
Veh
#2
Mov
emen
t Co
de
Veh
#2
Dire
ctio
n O
f Tra
vel
Tota
l Nu
mbe
r O
f Veh
icle
Tota
l Nu
mbe
r O
f Fat
ality
Tota
l of
Inju
ries
Num
ber
8198
4062
09/
22/2
011
14.8
6215
3.01
214
1R
21
51
11
014
11
N2
211
N3
02
8201
7267
012
/10/
2011
14.8
6215
3.01
215
2R
22
12
11
014
13
N2
81
N2
00
8209
5496
04/
17/2
014
14.9
0115
3.05
130
77M
M1
22
11
030
181
S77
1
01
8197
8432
02/
11/2
012
14.9
1515
3.06
514
4L
11
21
11
018
577
S
131
S3
01
8203
5416
03/
18/2
013
14.9
1515
3.06
55
77R
21
51
11
040
211
N1
141
N2
00
8370
6455
012
/3/2
015
14.9
1515
3.06
59
77M
M2
43
110
030
11
S29
1
00
8374
6634
03/
24/2
015
14.9
215
3.07
030
77L
12
12
11
030
117
S77
81
S3
02
8282
5746
04/
4/20
1314
.929
153.
079
2877
LS
21
21
10
281
1S
12
10
181
9829
680
3/6/
2012
14.9
3515
3.08
527
77R
S1
12
11
027
16
N77
71
N2
00
8282
5761
08/
8/20
1314
.947
153.
097
1477
R1
14
21
10
021
00
3
1N
20
283
6646
940
6/12
/201
414
.977
153.
127
2777
RS
21
31
100
272
1N
30
10
083
6646
080
1/1/
2014
14.9
9615
3.14
633
77L
S2
13
177
042
1015
S1
1
00
8198
4048
07/
24/2
011
15.0
1515
3.16
514
4L
11
11
11
014
41
S1
101
S2
00
8320
0294
04/
1/20
1515
.061
153.
211
144
R1
15
11
10
1412
1N
4
1N
20
283
6647
210
7/19
/201
515
.071
153.
221
1877
R2
15
21
120
1818
1N
1
10
183
6646
710
10/1
8/20
1315
.077
153.
227
3077
MM
13
21
10
301
1S
29
10
083
8146
220
5/23
/201
515
.086
153.
236
2777
RS
15
11
10
271
1N
10
184
5159
490
5/31
/201
515
.086
153.
236
1377
L2
15
11
10
131
1S
1
10
083
7466
290
2/28
/201
515
.115
153.
265
144
R2
21
21
10
141
6N
7710
1N
20
082
0431
960
2/17
/201
215
.158
153.
308
144
R2
14
21
10
1410
6N
3
1N
20
083
3274
570
2/23
/201
415
.158
153.
308
144
R2
11
11
10
1411
6N
33
1N
20
483
2356
380
2/22
/201
515
.158
153.
308
143
R1
11
11
10
1413
17N
33
1N
30
083
2852
310
11/2
8/20
1515
.158
153.
308
144
R1
11
11
10
1413
6N
34
1N
30
083
6729
430
11/1
9/20
1515
.347
153.
497
477
R2
25
31
100
46
15N
12
10
181
9878
840
12/3
1/20
1215
.427
153.
577
2777
RS
11
11
10
2714
1N
2
10
182
0019
720
9/1/
2012
15.5
5815
3.70
814
1L
21
51
11
314
141
S2
211
S2
01
8196
3711
010
/13/
2012
15.8
4915
3.99
913
77L
11
41
11
013
21
S1
1
00
8197
5265
02/
21/2
011
15.8
6315
4.01
314
4L
21
51
11
014
211
S25
211
S2
00
8201
7225
08/
25/2
012
15.8
6315
4.01
327
77R
S2
13
11
027
141
N77
1
01
8332
7458
02/
28/2
014
16.0
5515
4.20
514
4R
11
21
11
014
116
N2
61
N2
00
8198
2928
03/
14/2
011
16.0
5815
4.20
814
1R
11
11
11
014
714
N2
141
N3
00
8206
4763
02/
15/2
012
16.0
5815
4.20
89
77R
S1
31
111
01
1977
N30
1
01
8197
4848
05/
15/2
012
16.0
5815
4.20
827
77M
M1
11
11
027
141
N29
1
00
8198
4081
07/
16/2
012
16.0
5815
4.20
814
3R
22
52
11
014
16
N2
211
N2
00
8202
0124
08/
11/2
012
16.0
5815
4.20
827
77L
22
23
110
027
141
S1
1
00
8206
4792
09/
8/20
1216
.058
154.
208
977
L1
11
11
10
4013
1S
1
10
082
2532
470
3/18
/201
316
.058
154.
208
1977
MM
21
21
10
2818
77N
6
10
083
1948
040
5/4/
2013
16.0
5815
4.20
830
77M
M2
52
11
130
141
S25
1
00
8209
5495
09/
23/2
013
16.0
5815
4.20
814
1L
22
53
110
014
211
S2
41
S2
00
8332
7436
09/
23/2
013
16.0
5815
4.20
814
4L
S2
53
11
014
46
S2
121
S2
00
8366
4634
07/
8/20
1416
.058
154.
208
3077
MM
21
31
100
432
1S
1
10
083
1774
340
1/1/
2015
16.0
5815
4.20
814
1R
22
13
11
014
21
N2
11
N2
00
8379
7300
01/
2/20
1516
.058
154.
208
3477
LS
21
31
10
3411
15W
12
10
083
6647
040
1/13
/201
516
.058
154.
208
977
L2
11
21
10
402
1S
77
10
19
Exem
ptio
n fr
om F
lorid
a Pu
blic
Rec
ords
Sec
tion
119,
Flo
rida
Stat
utes
: Th
e in
form
atio
n co
ntai
ned
in th
e C
rash
Ana
lysi
s R
epor
ting
(C.A
.R.)
syst
em h
as b
een
com
pile
d fro
m in
form
atio
n co
llect
ed fo
r the
pur
pose
of i
dent
ifyin
g, e
valu
atin
g, o
r pla
nnin
g sa
fety
en
hanc
emen
ts.
This
sys
tem
and
its
prod
ucts
iden
tify
info
rmat
ion
used
for t
he p
urpo
se o
f dev
elop
ing
high
way
saf
ety
cons
truct
ion
impr
ovem
ent p
roje
cts
whi
ch m
ay b
e im
plem
ente
d ut
ilizin
g Fe
dera
l-aid
hig
hway
fund
s. S
ince
this
info
rmat
ion
is c
olle
cted
for t
he a
bove
-m
entio
ned
purp
ose
it is
exe
mpt
from
dis
clos
ure
as a
pub
lic re
cord
pur
suan
t to
Fede
ral l
aw. A
ny d
ocum
ent d
ispl
ayin
g th
is e
xem
ptio
n fro
m p
ublic
reco
rds
shal
l be
used
onl
y fo
r tho
se p
urpo
ses
deem
ed a
ppro
pria
te b
y th
e D
epar
tmen
t. Se
e Ti
tle 2
3 U
nite
d St
ates
Cod
e Se
ctio
n 40
9.
Cras
h Nu
mbe
rEv
ent C
rash
Da
te
Crsh
Loc
Fina
l MP
On
Road
way
Turn
pike
M
M
Firs
t Ha
rmfu
l Ev
ent
Code
Impa
ct
Type
Cod
e
Accid
ent
Side
Of
Road
Lane
Of
Accid
ent
Code
Road
Su
rface
Co
nditi
on
Code
Light
ing
Cond
ition
Co
de
Even
t W
eath
er
Cond
ition
Co
de
Wor
k Zo
ne
Rela
ted
Code
Firs
t Roa
d Co
nditi
on
Code
Alco
hol
Invo
lved
In
Acc
. Co
de
Veh
#1
Harm
ful
Even
t Seq
01
Cd
Veh
#1
Poin
t Of
Impa
ct
Veh
#1
Mov
emen
t Co
de
Veh
#1
Dire
ctio
n O
f Tra
vel
Veh
#1
Firs
t Dr
iver
Ac
tion
Cd
Veh
#2
Poin
t Of
Impa
ct
Veh
#2
Mov
emen
t Co
de
Veh
#2
Dire
ctio
n O
f Tra
vel
Tota
l Nu
mbe
r O
f Veh
icle
Tota
l Nu
mbe
r O
f Fat
ality
Tota
l of
Inju
ries
Num
ber
8366
4651
01/
21/2
015
16.0
5815
4.20
830
77M
M1
41
11
043
141
N1
1
00
8379
7314
07/
19/2
015
16.0
5815
4.20
818
77R
11
51
11
018
11
N1
1
00
8377
2036
010
/27/
2014
16.0
9915
4.24
914
4R
21
11
11
014
41
N2
121
N2
00
8381
8692
07/
28/2
014
16.2
8115
4.43
127
77L
11
11
177
027
191
S77
1
01
8198
6157
03/
9/20
1116
.558
154.
708
273
LS
15
11
10
2710
1S
2
10
183
1830
640
8/2/
2013
16.6
5715
4.80
714
77M
M1
51
11
327
113
S77
141
S2
03
8204
3202
04/
27/2
012
16.6
8115
4.83
127
77R
S1
11
177
027
31
N77
1
01
8291
0968
012
/11/
2012
16.7
5515
4.90
527
77R
S2
52
11
027
11
N2
1
01
8197
4825
07/
21/2
011
16.8
3815
4.98
814
1R
21
11
11
014
11
N2
211
N2
00
8200
1990
03/
10/2
014
16.8
5715
5.00
710
77R
21
11
11
010
158
N
41
N2
01
8206
5041
012
/27/
2011
16.8
7115
5.02
134
77L
S2
13
11
042
15
S1
1
00
8200
1313
07/
20/2
012
16.9
3515
5.08
51
77R
S1
12
11
01
191
N1
1
04
8366
4737
08/
15/2
013
16.9
3515
5.08
51
77R
S2
12
11
043
1915
N2
1
01
8374
6650
010
/15/
2015
16.9
3515
5.08
59
77R
S1
11
11
040
31
N1
1
00
8328
5230
011
/27/
2015
16.9
8115
5.13
136
77M
M1
12
11
027
114
N2
1
00
8198
6188
01/
8/20
1217
.015
155.
165
93
MM
11
11
10
90
10N
61
1N
20
083
6646
580
3/29
/201
517
.055
155.
205
154
R1
11
11
10
155
0N
210
13N
20
082
0647
600
1/14
/201
217
.058
155.
208
188
LS
15
11
10
219
1S
1
10
182
0647
760
5/31
/201
217
.058
155.
208
144
L1
25
21
10
142
77S
29
1S
20
082
0019
960
1/17
/201
317
.058
155.
208
143
R1
12
21
10
1414
1N
25
1N
20
082
0354
230
7/9/
2013
17.0
5815
5.20
814
1R
12
13
110
014
714
N77
141
N2
00
8366
4630
05/
30/2
014
17.0
5815
5.20
814
1R
12
13
110
014
11
N2
814
N2
01
8366
4650
01/
18/2
015
17.0
5815
5.20
81
77M
M1
11
11
043
131
N1
1
01
8379
7315
07/
19/2
015
17.0
5815
5.20
818
77R
11
51
11
018
181
N1
1
00
8198
4066
010
/13/
2011
17.1
2115
5.27
123
77L
S1
11
11
023
161
S2
1
00
8199
9033
04/
15/2
015
17.3
5715
5.50
732
77R
S1
11
11
042
81
N1
1
00
8367
2937
010
/25/
2015
17.3
5715
5.50
79
77M
M1
51
11
09
141
S2
1
00
8200
1290
011
/27/
2011
17.3
6715
5.51
727
77L
S1
11
11
027
141
S25
1
00
8197
5304
08/
17/2
012
17.3
7115
5.52
19
77L
S1
12
11
09
077
S30
141
S2
00
8199
9023
09/
13/2
014
17.5
9815
5.74
827
77M
M2
12
11
027
110
N6
1
01
8206
7846
07/
29/2
015
17.7
3515
5.88
529
77L
S2
13
110
029
141
S1
1
00
8204
3193
03/
29/2
014
17.8
3515
5.98
514
1L
12
52
110
014
114
S2
814
S2
01
8202
2103
01/
1/20
1417
.848
155.
998
141
L1
24
21
10
141
1S
18
14S
30
083
7539
560
8/20
/201
517
.849
155.
999
141
L1
15
11
10
142
1S
298
1S
20
081
9829
370
5/7/
2011
17.8
6415
6.01
427
77R
S1
11
11
027
31
N1
1
00
8198
2935
06/
30/2
011
17.8
6415
6.01
429
77L
S1
11
11
029
91
S77
1
00
8198
2967
03/
2/20
1217
.864
156.
014
1777
R2
11
11
10
50
1N
772
1N
20
082
0172
850
5/9/
2012
17.8
7815
6.02
827
3L
11
12
11
027
11
N1
11
S2
00
8367
4955
012
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9616
6.14
627
77M
M1
11
11
027
141
S26
1
00
8282
5748
05/
27/2
013
28.0
5316
6.20
314
4L
21
12
11
014
01
S
121
S2
00
Cras
h Nu
mbe
rEv
ent C
rash
Da
te
Crsh
Loc
Fina
l MP
On
Road
way
Turn
pike
M
M
Firs
t Ha
rmfu
l Ev
ent
Code
Impa
ct
Type
Cod
e
Accid
ent
Side
Of
Road
Lane
Of
Accid
ent
Code
Road
Su
rface
Co
nditi
on
Code
Light
ing
Cond
ition
Co
de
Even
t W
eath
er
Cond
ition
Co
de
Wor
k Zo
ne
Rela
ted
Code
Firs
t Roa
d Co
nditi
on
Code
Alco
hol
Invo
lved
In
Acc
. Co
de
Veh
#1
Harm
ful
Even
t Seq
01
Cd
Veh
#1
Poin
t Of
Impa
ct
Veh
#1
Mov
emen
t Co
de
Veh
#1
Dire
ctio
n O
f Tra
vel
Veh
#1
Firs
t Dr
iver
Ac
tion
Cd
Veh
#2
Poin
t Of
Impa
ct
Veh
#2
Mov
emen
t Co
de
Veh
#2
Dire
ctio
n O
f Tra
vel
Tota
l Nu
mbe
r O
f Veh
icle
Tota
l Nu
mbe
r O
f Fat
ality
Tota
l of
Inju
ries
Num
ber
8379
7291
011
/21/
2014
28.0
5816
6.20
827
77M
M1
51
11
027
11
N1
1
01
8197
5279
08/
25/2
011
28.0
816
6.23
01
77M
M2
12
11
01
41
N12
1
01
8203
5424
07/
15/2
013
28.3
2316
6.47
314
3R
21
12
11
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31
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211
N2
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8204
3247
08/
4/20
1328
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166.
473
3677
LS
21
21
100
368
1S
1
11
283
6729
170
5/24
/201
528
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166.
503
144
R2
11
21
10
94
77S
3113
1S
20
183
7010
000
5/27
/201
528
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166.
503
2877
MM
11
11
10
288
4S
4
10
081
9861
890
2/14
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428
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166.
534
2777
MM
11
11
10
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2
10
181
9861
990
2/14
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428
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166.
803
1477
L1
12
11
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1S
20
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5/30
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128
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167.
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2777
LS
11
11
10
272
1S
2
10
182
0019
990
1/25
/201
328
.853
167.
003
2777
MM
15
11
10
2713
1S
30
10
182
0200
910
3/22
/201
328
.853
167.
003
141
R1
11
21
10
90
6N
771
1N
30
083
1903
370
3/3/
2014
28.8
5316
7.00
327
77M
M1
11
11
027
31
N26
1
02
8332
7481
012
/11/
2014
28.8
5316
7.00
31
77R
S1
11
11
042
191
N1
1
01
8332
7489
01/
31/2
015
28.8
5316
7.00
317
77L
11
51
11
05
01
S77
21
S2
00
8524
7997
012
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2015
28.8
5316
7.00
314
88R
11
31
11
014
11
N1
1
00
8224
7852
06/
8/20
1428
.859
167.
009
2777
RS
25
31
100
2812
1N
29
10
281
9752
710
4/10
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128
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167.
030
141
L2
11
11
10
140
1S
7
1S
20
282
0012
850
9/16
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128
.88
167.
030
141
L2
15
11
10
141
6N
221
1S
20
081
9829
490
9/26
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128
.88
167.
030
2777
LS
11
11
10
2714
11S
1
10
081
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680
3/1/
2012
28.8
816
7.03
09
77L
22
12
11
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31
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1
00
8197
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04/
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28.8
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7.03
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11
12
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31
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146
1377
L2
13
11
10
132
1S
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10
081
9753
270
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329
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167.
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144
MM
11
21
10
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6S
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1S
20
481
9840
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7/15
/201
229
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167.
208
1377
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25
31
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1
10
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7/18
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167.
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1477
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11
11
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1
10
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129
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167.
473
188
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11
11
10
119
1N
25
10
182
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820
8/13
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129
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167.
473
1877
R1
12
11
10
400
1N
11
1N
60
081
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850
12/1
5/20
1129
.323
167.
473
977
LX
15
21
10
4014
1S
2
10
082
0647
840
8/7/
2012
29.3
2316
7.47
327
77L
S2
13
11
027
96
S1
1
02
8197
4868
012
/22/
2012
29.3
2316
7.47
314
4R
21
11
11
014
191
N2
141
N2
03
8374
6633
03/
23/2
015
29.3
2316
7.47
314
1R
21
52
11
014
11
N2
81
N2
03
8374
6665
011
/30/
2015
29.3
2316
7.47
327
77L
S2
12
11
027
141
S77
1
00
8367
2918
05/
27/2
015
29.3
5216
7.50
215
1L
21
11
177
015
277
S2
913
S2
03
8379
7373
08/
26/2
014
29.3
7116
7.52
17
77R
21
11
11
07
01
S
151
S2
00
8202
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04/
15/2
013
29.8
5216
8.00
227
77R
S2
12
11
027
21
N2
1
00
8366
4624
03/
30/2
014
29.8
5216
8.00
29
77M
M1
51
11
043
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1
00
8318
8203
011
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014
29.8
5216
8.00
25
77L
S1
11
11
040
21
S2
1
00
8375
4536
012
/18/
2015
29.8
5216
8.00
29
77R
S2
52
110
09
31
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1
02
8198
2944
08/
7/20
1129
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168.
031
2977
LS
25
31
10
292
1S
29
10
082
0172
740
1/2/
2012
29.8
8116
8.03
114
1R
11
11
11
014
11
N2
81
N3
01
8200
1291
012
/16/
2011
29.9
9616
8.14
615
3L
11
52
11
014
1377
S29
141
S2
01
8381
8702
09/
27/2
014
29.9
9616
8.14
627
77R
S1
31
11
027
11
N2
1
02
8379
7277
07/
27/2
014
30.0
5816
8.20
814
1L
21
11
11
014
141
S10
71
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00
8377
4969
012
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014
30.0
5816
8.20
827
77M
M2
12
110
027
141
S29
1
01
8366
4666
010
/7/2
013
30.2
9616
8.44
629
77L
S2
13
110
042
141
S30
1
00
8200
1305
04/
27/2
012
30.3
2316
8.47
327
77M
M1
21
11
027
21
S1
1
02
8200
1992
012
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012
30.3
2316
8.47
39
77R
11
11
11
09
06
N2
11
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01
8324
7715
01/
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014
30.3
2316
8.47
318
1L
21
11
11
018
11
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913
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04
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05/
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014
30.3
2316
8.47
327
77M
M1
11
11
027
141
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1
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Cras
h Nu
mbe
rEv
ent C
rash
Da
te
Crsh
Loc
Fina
l MP
On
Road
way
Turn
pike
M
M
Firs
t Ha
rmfu
l Ev
ent
Code
Impa
ct
Type
Cod
e
Accid
ent
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Of
Road
Lane
Of
Accid
ent
Code
Road
Su
rface
Co
nditi
on
Code
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ing
Cond
ition
Co
de
Even
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eath
er
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ition
Co
de
Wor
k Zo
ne
Rela
ted
Code
Firs
t Roa
d Co
nditi
on
Code
Alco
hol
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lved
In
Acc
. Co
de
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ful
Even
t Seq
01
Cd
Veh
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t Of
Impa
ct
Veh
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emen
t Co
de
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n O
f Tra
vel
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t Dr
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tion
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t Of
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l Nu
mbe
r O
f Veh
icle
Tota
l Nu
mbe
r O
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Tota
l of
Inju
ries
Num
ber
8324
7687
07/
18/2
013
30.4
9616
8.64
614
4L
21
51
11
014
21
S77
91
S2
00
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4559
012
/2/2
014
30.8
5416
9.00
414
1R
22
13
110
014
11
N77
81
N2
02
8366
4756
01/
9/20
1430
.856
169.
006
977
MM
21
31
100
437
1N
12
10
081
9784
110
1/5/
2011
30.8
8416
9.03
427
1R
S1
12
11
027
11
N77
1
00
8199
7349
05/
22/2
011
30.8
8416
9.03
41
77R
11
11
11
042
191
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1
04
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07/
2/20
1230
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146
177
RS
11
21
10
119
1N
1
10
283
1830
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6/29
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330
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169.
146
143
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11
21
10
1414
1N
24
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20
583
1830
750
10/6
/201
330
.996
169.
146
2777
RS
11
21
10
271
1N
1
10
083
2477
210
3/6/
2014
30.9
9616
9.14
69
77L
12
52
112
09
31
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1
00
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7722
03/
6/20
1430
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169.
146
977
L2
25
21
120
914
1S
1
10
083
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730
6/29
/201
430
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169.
146
2777
L2
15
11
10
402
77S
261
1S
20
483
8146
190
3/7/
2015
31.0
5816
9.20
827
77L
21
12
11
09
06
S
11
S2
00
8370
6456
012
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015
31.2
8216
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214
4R
12
52
11
014
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N25
411
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00
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4793
09/
13/2
012
31.3
2316
9.47
31
77R
S1
11
11
01
191
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1
02
8225
3440
012
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012
31.3
2316
9.47
327
77L
S1
54
11
027
191
S26
1
02
8379
7287
010
/15/
2014
31.3
3916
9.48
914
1R
11
51
11
014
11
N2
81
N2
00
8375
4531
012
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2015
31.4
9616
9.64
69
77R
S1
11
11
040
101
N29
1
01
8197
5311
010
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012
31.7
5616
9.90
627
77M
M2
13
11
027
141
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1
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8368
8057
05/
2/20
1431
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169.
906
1877
L2
25
21
120
181
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1
10
083
3392
270
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2/20
1531
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169.
949
143
R1
11
11
10
010
00
3
1N
20
081
9748
370
10/8
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131
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169.
957
2777
R1
21
31
10
271
1N
12
10
081
9748
610
9/30
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231
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170.
004
2777
RS
21
31
10
271
1N
125
1N
20
082
0221
080
10/1
1/20
1231
.856
170.
006
141
R2
11
11
10
142
11N
129
1N
20
083
3274
920
4/3/
2015
31.8
5617
0.00
614
4L
11
11
11
014
131
S29
31
S2
03
8375
3958
09/
9/20
1531
.856
170.
006
141
R1
15
11
12
1410
6N
252
77N
20
081
9973
410
7/22
/201
131
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170.
036
144
L2
11
11
10
143
1S
110
1S
20
0
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix I Cost Estimate
PAY
ITEM
NUM
BER
ITEM
DES
CRIP
TIO
NUN
ITUN
IT P
RICE
QUA
NTIT
YCO
ST11
0-1-
1CL
EARI
NG
AND
GRUB
BIN
GAC
5,25
0.00
$
1.
10
5,77
5.00
$
334-
1SU
PERP
AVE
ASPH
ALTI
C CO
NCR
ETE
TN95
.00
$
1,
925.
0
182,
875.
00$
570-
1-2
PERF
ORM
ANCE
TUR
F, S
OD
SY
2.50
$
5,34
0
13
,350
.00
$
101-
1M
OBI
LIZA
TIO
N10
2-1
MAI
NTE
NAN
CE O
F TR
AFFI
C
P.E.
C.E.
I.15
%30
,300
.00
$
Tota
l Cos
t29
2,90
0.00
$
UTIL
ITY
IMPA
CTS
10%
-$
CO
NTI
NGE
NCY
10%
20,2
00.0
0$
10%
20,2
00.0
0$
Cons
truc
tion
Cost
Est
imat
e fo
r Cro
ss S
lope
/Sup
erel
evat
ion
Corr
ectio
nTu
rnpi
ke M
ainl
ine
(SR
91) R
esur
faci
ng a
nd S
afet
y Im
prov
emen
ts
from
MM
153
.230
to M
M 1
69.3
20St
. Luc
ie C
ount
y, F
lorid
a FP
ID N
umbe
rs 4
3651
7-1-
52-0
1 an
d 43
6517
-3-5
2-01
Cont
ract
Num
ber C
9R86 Su
btot
al20
2,00
0.00
$
10%
20,2
00.0
0$
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix J Benefit/Cost Analysis
Rev. 02/2014
District: County: Date Prepared: 06/02/17
Location:
Section : Beg. Milepost : 15.078 End Milepost : 31.168Rdway Type:
Control Element:
Service Life
Capital Recovery
Factor Total100 0.0408 -$ 15 0.0899 2,723.97$ 75 0.0425 -$ 20 0.0736 19,327.36$ 20 0.0736 -$ 20 0.0736 -$ 20 0.0736 -$
22,051.33$ Annual Cost = 22,051.33$
Total number of crashes = 35 28# of correctable crashes, PC = 0# of years of crash data, YD = 5
PC/YD = 0.00Crash reduction factor, CRF = 28.00%
CRF x (PC/YD) = 0.00Cost per crash, CPC = $254,951.00
Benefit = $0
BENEFIT/COST RATIO
Benefit $0.00Cost $22,051.33
Prepared by:
30,300.00$ -$
262,600.00$ -$
CMF Cleraringhouse: Resurface Pavement and Improve SE
0.00
Benefit-Cost Analysis
Turnpike 94 - St Lucie
ANNUAL COST OF IMPROVEMENTS
Cross Slope
Correction of cross slopes and superelevation rates using overbuild
RoadwayDrainage
Signal
CostTypeROW
P.E.C.E.I.Structure
Additional crash reduction factor:
Dilnahar H. Shuvo, EI
SR 91 Mainline Resurfacing and Safety Improvements in St. Lucie County
94/470/000Turnpike Rural Divided
= =
Additional crash reduction factor:
Primary crash reduction factor (%):
OtherSub-Total 292,900.00$
Cross Slope and Superelevation Design Exception FPID Nos: 436517-1-52-01 & 436517-3-52-01
Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320
Appendix K Project Schedule
Activ
ity ID
PSM
Activ
ity N
ame
Orig Dur
Rem Dur
Star
tFi
nish
Dur
atio
n %
Com
plet
eC
alen
dar
Tota
lFl
oat
Free
Floa
t
4365
17-1
RES
4365
17-1
RES
UR
FAC
4365
17-1
RES
UR
FAC
E TP
K M
AIN
LIN
E IN
ST
LUC
IE C
OU
NTY
, (M
P 15
3.23
- 16
9.32
)71
933
605
-Sep
-15
A01
-Jul
-18
53.2
7%0
0
RESU
RFAC
E TP
RESU
RFAC
E TP
K M
AIRE
SURF
ACE
TPK
MAI
NLIN
E IN
ST.
LUC
IE C
OUN
TY, M
P 15
3.23
- 16
9.32
719
336
05-S
ep-1
5 A
01-J
ul-1
853
.27%
00
PE -
DES
IGN
PE -
DES
IGN
PE -
DES
IGN
534
151
05-S
ep-1
5 A
09-O
ct-1
771
.72%
185
0
PUB
LIC
INVO
LVPU
BLI
C IN
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pr-1
701
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Day
293
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OR
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FIN
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R31
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A10
0%5-
Day
R39
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TR
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A15
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A10
0%5-
Day
R37
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OPE
OF
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A22
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A10
0%7
Day
R37
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072
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A10
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R31
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A10
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FIN
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A10
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A10
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R37
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A10
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R32
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A10
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R39
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A10
0%5-
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R37
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A10
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R37
2402
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R37
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R37
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R37
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R37
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Dat
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P
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P 15
3.23
- 16
9.32
Dat
a D
ate:
07-
Mar
-17
P
age
3 of
3
R
un D
ate:
29-
Mar
-17
Rem
aini
ng L
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of E
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Actu
al L
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of E
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Rem
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ng W
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Actu
al W
ork
Crit
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Rem
aini
ng W
ork
Layo
ut: ~
Proj
ect S
ched
ule_
1 F
ilter
s: T
ASK
filte
r: Al
l Act
iviti
es©
Prim
aver
a S
yste
ms,
Inc.