View Development of Corridor Alternatives Report - Blueprint2000

DEVELOPMENT OF CORRIDOR ALTERNATIVES

Capital Circle SW (SR 263)

Project Development and Environment (PD&E) Study

November 2007

Revised February 2008 Revised April 2008

From US 319 (Crawfordville Road) to SR 20 (Blountstown Highway) Tallahassee/Leon County, Florida

Blueprint 2000 Project No. 1284 (W1) Financial Project ID No. 415782-4

Capital Circle Southwest Kimley-Horn and Associates, Inc. Development of Corridor Alternatives

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H:\149079000_CCSW\Corridor Report\Final Corridor Report 2-29-08\corridor dev. rpt final 04-08-08.doc November 2007

TABLE OF CONTENTS

Page Introduction ........................................................................................... 1

1.0 Project Description .............................................................................. 1

2.0 Purpose and Need ................................................................................ 3 2.1 Introduction ............................................................................... 3 2.2 Regional Connectivity ............................................................... 3 2.3 Plan Consistency ....................................................................... 4 2.4 Emergency Evacuation .............................................................. 4 2.5 Future Population and Employment Growth in Corridor ......... 4 2.6 Future Traffic ............................................................................ 5 2.7 Safety/Crash Rates .................................................................... 6 2.8 Transit ........................................................................................ 6 2.9 Access to Intermodal and Freight Activity Centers .................. 6 2.10 Relief to Parallel Facilities ........................................................ 6 2.11 Bicycles and Sidewalks ............................................................. 6

3.0 Study Area ........................................................................................... 7

4.0 Development of Corridors ................................................................... 9 4.1 Early Public Involvement .......................................................... 9 4.2 Development of Study Area Corridors ................................... 11 4.3 Development of Alignment Corridors .................................... 14 4.3.1 Existing Alignment Corridor ................................... 14 4.3.2 Central Area Realignment Corridors ....................... 19 4.3.3 Northern Area Realignment Corridors .................... 22

5.0 Development of Alignment Alternatives .......................................... 28


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LIST OF FIGURES

Figure 1a Overview Map of Blueprint 2000 Project Locations ................ 2 Figure 1b Capital Circle Southwest Study Area........................................ 8 Figure 2 Capital Circle Southwest PD&E Study Area –

Community Districts ............................................................... 10 Figure 3 Combined Study Area Corridors ............................................. 13 Figure 4 Proposed Alternatives Based on the Concepts Charrette ........ 15 Figure 5 Existing Alignment – Widen Left ........................................... 16 Figure 6 Existing Alignment – Widen Right ......................................... 17 Figure 7 Existing Alignment – Widen Center ....................................... 18 Figure 8 Central Segment at Lake Bradford Estates ............................. 20 Figure 9 Realignment Center and 4a North ........................................... 21 Figure 10 Realignment Center and 4b North .......................................... 23 Figure 11 Segments 4a, 4b ...................................................................... 24 Figure 12 Realignment 4a1 ...................................................................... 25 Figure 13 Realignment 4b1 ..................................................................... 26 Figure 14 Realignment Orange Avenue .................................................. 27

APPENDICES Appendix A Forum/Neighborhood Comments Appendix B Capital Circle Southwest Connection Newsletter (No. 2, April 2007) Appendix C Informational Newsletters Appendix D Concepts Charrette Comments/Northern Corridor

Comments/Central Corridor Comments


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INTRODUCTION In order to inform, involve, and build consensus with the public and stakeholders potentially affected by the proposed improvements to Capital Circle Southwest (CCSW), the Project Development and Environment (PD&E) study has incorporated an extensive early public involvement effort in the identification and development of project corridors. This report provides the documentation for the identification of the alignment corridors for further evaluation and the extensive public involvement and participation that guided their development. 1.0 PROJECT DESCRIPTION The Project Development and Environment (PD&E) study for this project includes improvements to the portion of CCSW from US 319 (Crawfordville Road) to SR 20 (Blountstown Highway), a distance of approximately 6.7 miles. Improvements along the existing roadway corridor, as well as realignment of a section of the existing corridor, are being considered. CCSW is part of a circumferential roadway corridor that is being considered for improvements to provide vehicular connection from Interstate 10 (I-10) to the Tallahassee Regional Airport, as well as points south and east of the City of Tallahassee and Leon County. The portion of Capital Circle from the Airport to I-10 is on the emerging Strategic Intermodal System (SIS). Therefore, that portion of this project from the Airport entrance to SR 20 is on the SIS. The access management classification for Capital Circle is Class 5, except for the SIS portion, which is Class 3. Within the study area, the existing CCSW is a 2-lane, rural principal arterial with posted speed limits of 45 and 55 miles per hour within a varying 80-foot to 132-foot right-of-way. Proposed corridor improvements consist of a 6-lane urban roadway with bike lanes, curb and gutter, and 5-foot and 10-foot sidewalks within a 230-foot right-of-way. Right-of-way acquisition will be necessary to provide for the improved transportation corridor and the improved stormwater management facilities. In addition, a typical section for widening Springhill Road to a 4-lane divided roadway between Orange Avenue and CCSW was developed to identify project costs in order to be in a position to take advantage of future funding opportunities. Springhill Road is currently a 2-lane minor arterial with a posted speed limit of 45 miles per hour. Planning efforts that preceded the PD&E study, including the Lake Bradford Sector Plan and the preliminary alternative corridor analysis conducted by Blueprint 2000 and approved by the Intergovernmental Agency, established the study area for the proposed improvements. The project study area is bordered on the south and west by the existing alignment. The northern portion of the study area is generally defined by Tyson Road and Orange Avenue. The central portion of the study area is generally defined by Springhill Road, Lake Henrietta, and Munson Slough to the east and Lake Bradford road to the west. Please refer to Figure 1a for an overview map of Blueprint 2000 project locations.


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The PD&E study for this project was initiated in August 2006, with the project goal to provide an improved transportation corridor within the area that allows for vehicular, transit, and pedestrian travel while focusing on the following key objectives:

� Protect the Lake Bradford Chain-of-Lakes, Apalachicola National Forest, and existing neighborhoods

� Improve access to the Tallahassee Regional Airport, Innovation Park, Tallahassee Museum, and undeveloped properties

� Incorporate greenways, landscaping, and stormwater enhancements � Support economic development by locating major transportation infrastructure

improvements that will stimulate economic development and provide a mix of housing opportunities

� Provide more than the minimum standard treatment for stormwater runoff 2.0 PURPOSE AND NEED 2.1 Introduction This project involves improvements to the portion of Capital Circle southwest (CCSW) from US 319 (Crawfordville Road) to SR 20 (Blountstown Highway) with the project goal to provide an improved transportation corridor within the area that allows for vehicular, transit, bicycle, and pedestrian travel while focusing on the following key objectives:

� Protect the Lake Bradford Chain-of-Lakes, Apalachicola National Forest, and existing neighborhoods.

� Improve access to the Tallahassee Regional Airport, Innovation Park, Tallahassee Museum, FSU West Campus, and undeveloped properties

� Incorporate greenways, landscaping, and stormwater enhancements � Support economic development by locating major transportation infrastructure

improvements that will stimulate economic development and provide a mix of housing opportunities

� Provide more than the minimum standard treatment for stormwater runoff 2.2 Regional Connectivity CCSW is part of a circumferential roadway corridor that is being improved to provide a connection from Interstate 10 (I-10) to the Tallahassee Regional Airport, as well as points south and east of the City of Tallahassee and Leon County. Construction of improvements to Capital Circle Northwest (CCNW) from US 90 to I-10 have recently been completed. The improvements to CCNW/CCSW from Orange Avenue to US 90, which overlaps the CCSW project, are currently being designed with construction expected to begin in late 2008 and be complete in 2010/2011. The section of Capital Circle east of the CCSW project, known as Capital Circle Southeast (E3), has been designed to the 60% plans phase. The remaining sections of Capital Circle to the east of Woodville Highway and north to I-10 are either under construction or construction is complete.


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2.3 Plan Consistency The need to enhance surface transportation capacity for CCSW is identified in the completed Capital Region Transportation Planning Agency (CRTPA) 2030 Long Range Transportation Plan Update. Further, provision of additional transportation capacity, transportation connectivity, and economic development opportunities in the southwest quadrant of the City of Tallahassee is one of the commitments included in the voter-adopted Blueprint 2000 and Beyond program. The need to accommodate other modes of travel (beyond vehicular traffic, such as bicycle, pedestrian, and transit travel) has also been identified. The project to improve CCSW is included in the year 2030 Cost Feasible Long Range Transportation Plan and is also included within an amendment to the local government comprehensive plan. 2.4 Emergency Evacuation Capital Circle (SR 263) is a designated evacuation route. It provides a connection to Interstate 10, a designated hurricane evacuation route, from SR 373 (Springhill Road), US 319 (Crawfordville Road) and SR 363 (Woodville Highway), which are all designated evacuation routes from the low coastal areas south of Tallahassee. Capacity improvements to Capital Circle will enhance its ability to serve as an evacuation route. 2.5 Future Population and Employment Growth in Corridor Major traffic generators in the study area include several industrial and commercial sites. The commercial, governmental, and industrial uses include the Tallahassee Regional Airport, wastewater treatment plant, warehouses, gas stations, mini storage facilities, car repair and leasing, and trucking facilities. Residential and institutional land uses include modular home subdivisions, single-family homes, community churches, the Florida State University (FSU) golf course and intramural fields, the FSU Seminole Reservation, the Tallahassee Museum, and the Southside Cemetery. A portion of the Apalachicola National Forest and the City of Tallahassee’s Golden Aster Preserve abuts the study area. Pursuant to the Tallahassee-Leon County Plan, future land uses in the study area will consist primarily of residential, commercial, agricultural, conservation, and institutional (FSU expansion). Population and job growth are major contributors to traffic growth. Traffic growth in the study area will occur from residential, commercial, and business development from both within and outside the study area. According to the Bureau of Economic and Business Research, Leon County’s population has increased approximately 80 percent over the past 25 years, with more rapid growth occurring in the northern part of the county. To better balance area growth, economics, and infrastructure, Leon County is encouraging growth in the southern portion of the county. With the expected growth rate in southern Leon County, traffic demand is anticipated to nearly double by 2035 on the primary roadways within the CCSW study area. Due to this additional demand, future roadway improvement needs must be addressed.


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2.6 Future Traffic The projection of future traffic conditions in the CCSW study area and along the corridors and alignments to be studied are based upon the CRTPA Florida Standard Urban Transportation Model Structure (FSUTMS) results for a year 2035 analysis. Interim years of analysis, including opening year 2015 and interim year 2025, are based upon a straight-line interpolation of traffic volume data between year 2006 traffic volume data and year 2035 projected traffic volumes from the CRPTA transportation model. The specific roadways studied in the traffic analysis are Capital Circle from north of Blountstown Highway to east of Crawfordville Road, Orange Avenue from east of Rankin Avenue to east of Springhill Road, and Springhill Road from north of Orange Avenue to south of CCSW. The year 2006 traffic volume data was collected as part of this PD&E study. CCSW and the targeted sections of Springhill Road and Orange Avenue measured peak hour, peak direction traffic volumes of 600 to 900 vehicles (annual average daily traffic (AADT) from 12,000 to 15,000 vehicles). One segment of CCSW, from Blountstown Highway to Orange Avenue, has just over 1,000 peak hour, peak direction trips (almost 20,000 daily trips), while the outermost sections of Orange Avenue carry 400 to 500 peak hour, peak direction trips (8,000 to 10,000 daily trips) and Springhill Road around CCSW has approximately 5,000 daily trips (approximately 250 peak hour, peak direction trips). The CRTPA’s transportation model has been adjusted, with the approval of CRTPA staff, to more accurately reflect and include the proposed, approved, and permitted developments in the region. For the years 2015, 2025, and the design year 2035, three alternatives were initially studied in the traffic analysis: widening the existing alignment to six lanes, a 6-lane corridor realignment, and a no-build alignment. The following roadway links show traffic volumes over capacity (level of service E and F) in the listed alternative scenarios:

� Widening the existing alignment to six lanes analysis o Orange Avenue east of Springhill Road – 2035 o Orange Avenue west of Springhill Road – 2025 and 2035

� Six-lane corridor realignment analysis o Orange Avenue east of Springhill Road – 2035 o Orange Avenue east of Pottsdamer Street – 2025 and 2035 o Orange Avenue east of Lake Bradford Road – 2035

� No-build analysis o Orange Avenue east of Springhill Road – 2035 o Orange Avenue west of Springhill Road – 2025 and 2035 o Orange Avenue east of Rankin Avenue – 2035 o CCSW south of Blountstown Highway – 2035 o CCSW south of Orange Avenue – 2025 and 2035 o CCSW west of the Tallahassee Regional Airport – 2025 and 2035 o CCSW east of the Tallahassee Regional Airport – 2025 and 2035 o CCSW west of Springhill Road – 2025 and 2035 o CCSW east of Springhill Road – 2015, 2025, and 2035 o CCSW west of Crawfordville Road – 2015, 2025, and 2035 o CCSW east of Crawfordville Road – 2035

All other segments were operating acceptably in each alternative and design year.


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2.7 Safety/Crash Rates Currently, traffic accesses the airport from the existing Capital Circle (two-lanes). Crash data from 2004 to 2007 indicate crash rates on Capital Circle being twice that of the statewide average. A safety project to add turn lanes in the vicinity of the airport entrance is currently programmed for construction by FDOT District Three in fiscal year 2008. As airport destination traffic and the Capital Circle through traffic volumes continue to increase, conflicts between airport and through traffic will also increase. Widening the existing alignment will provide additional capacity and lanes to reduce these conflicts. A realignment of the section of Capital Circle in the vicinity of the airport would also address the safety issue by physically separating the conflicting traffic. The airport traffic would use the existing section of Capital Circle to access the airport facilities and the through traffic would use the realigned section to bypass the airport entrances. 2.8 Transit The project goal is to provide an improved transportation corridor that allows for vehicular, bicycle, transit, and pedestrian travel. Currently the Tallahassee Star Metro does not provide bus service in this area. The improvements to Capital Circle will accommodate future transit service with the incorporation of more right of way, additional travel lanes, wider, urban curb and gutter shoulder areas and pedestrian facilities. 2.9 Access to Intermodal and Freight Activity Centers CCSW is part of a circumferential roadway corridor that is being improved to provide vehicular connection from I-10 to the Tallahassee Regional Airport. The portion of Capital Circle from the Airport to I-10 is on the emerging Strategic Intermodal System (SIS). 2.10 Relief to Parallel Facilities As a circumferential roadway, parallel facilities do not exist within the project area. However, depending upon the alternative selected, the opportunity exists for improvements to CCSW to delay or defer capacity improvements to portions of Orange Avenue within the limits of the project area. 2.11 Bicycles and Sidewalks Proposed corridor improvements consist of a 6-lane divided urban roadway with a 22- to 36-foot-wide median, bike lanes in both north/south directions, curb and gutter, and 5-foot-wide and 10-foot-wide sidewalks separated from the travel lanes within a 230-foot right-of-way.


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3.0 STUDY AREA Planning efforts that preceded the PD&E study, including the Lake Bradford sector plan and the preliminary alternative corridor plan recommended by Blueprint 2000 and approved by the Intergovernmental Agency, established the study area for the proposed improvements. The project study area is bordered on the south and west by the existing alignment. The study area is shown on Figure 1b. The northern portion of the study area is generally defined by Tyson Road and Orange Avenue. The central portion of the study area is generally defined by Springhill Road and Lake Henrietta to the east and Lake Bradford Road to the west. To define the study area in the early planning efforts, wide corridors were presented at several meetings with the public for their review and comment. The ultimate achievements of these early planning meetings were presented at a final public meeting. The corridors presented at that final public meeting included one located south and west of the Tallahassee Regional Airport, through the National Forest. Another corridor extended from Orange Avenue to the north adjacent to Seminole Manor and Mabry Manor and connected back to the existing CCSW south of Blountstown Highway (SR 20), with another corridor extending along the existing alignment from Crawfordville Highway (US 319) to Blountstown Highway (SR 20). Other routes along new corridors were also presented in an attempt to avoid impacting Lake Bradford and the Chain-of-Lakes. It was determined that a corridor through the National Forest was not feasible because it was not a direct route from the Interstate to the Tallahassee Regional Airport or other portions of the City. In addition, this route would provide no real opportunity for economic development in the area and would result in major environmental impacts. Therefore, the section of the study area south and west of the Tallahassee Regional Airport was removed from further consideration. Residents in Seminole Manor and Mabry Manor were concerned that a new corridor north of Orange Avenue would come too close to their neighborhoods and would have negative impacts to the community. To avoid potential impacts to Seminole Manor and Mabry Manor, the Intergovernmental Agency imposed a 200-yard buffer between a new corridor and these neighborhoods. These limitations further defined the limits of the study area. During these public meetings, it was evident that some citizens were in support of improving the existing alignment, while others opposed to improving the existing alignment were in support of a realignment of CCSW. Also, the protection of the Chain-of-Lakes and Black Swamp was a concern of many participants. The study area and key issues became clear as a result of these early planning and public involvement efforts.

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4.0 DEVELOPMENT OF CORRIDORS An intense early public involvement effort was conducted at the initiation of the PD&E study. This early effort culminated with a concepts charrette and the development of alignment corridors within the study area. 4.1 Early Public Involvement The concepts charrette was the culmination of an early public involvement effort. The concepts charrette was divided into a session for study area corridor development and a session for alignment corridor development. Prior to the charrette, an extensive early public involvement program was undertaken. After the initiation of the PD&E study in August 2006, public involvement began with a public kickoff meeting and an agency kickoff meeting on October 19, 2006. The two meetings introduced the project to the public and the local, regional, federal, and state agencies, respectively. At both meetings, the comments from the early study were summarized and additional comments were solicited. Also, those in attendance at the meetings recommended individuals to serve as members of the community representative (CR) group. Following the public and agency kickoff meetings, the CR group was established and approved by the Intergovernmental Agency. The CR group is comprised of 13 citizens representing the community and other special interests in the area. The purpose of the CR group is to meet regularly throughout the life of the project and provide a mechanism for sharing information with the community and receiving feedback from the community. In February and March 2007, a series of facilitated district forums were undertaken. The study area was divided into six districts, each with a specific uniting characteristic (Figure 2):

� District 1 – Seminole Manor and Mabry Manor: Close-knit residential community � District 2 – Lake Bradford: Residential community around Lake Bradford and the

Chain-of-Lakes � District 3 – Airport/Industrial District: Employment center surrounding and including

the Tallahassee Regional Airport � District 4 – Black Swamp/Springhill Road: Residential community around Springhill

Road and Black Swamp � District 5 – Innovation Park/Seminole Golf Course: FSU employment, research, and

education � District 6 – Southeast: Residential community in the southeastern portion of the study

area near the intersection of Capital Circle and Crawfordville Highway A forum in each district, announced via mailers and neighborhood signage, was conducted within the study area and, in most cases, within that district. Notices were individually distributed to the Lake Bradford Estates mobile home park and an additional neighborhood meeting was held for that community which repeated the presentation given in the District 4 forum. The comments received from the Lake Bradford Estates meeting were incorporated into the Black Swamp/Springhill Road District 4 comments.

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At each of the forums, the community participants shared their ideas regarding opportunities, concerns, needs, and assets of their district. These comments were recorded and each participant voted (three votes per participant) for the comments most important to them. The comments and voting from each of the district forums and the Lake Bradford Estates meeting were then collected and summarized (see Appendix A). These comments are being used to guide the development of the study and will be included in the decision-making process. The comments from each of the individual district forums were consolidated and then presented, shared, and discussed with the community as a whole at a town hall meeting held April 12, 2007 from 6:00 p.m. to 8:00 p.m. An invitation was sent to each address on the CCSW public mailing list which, at this point in the study, exceeded 3,000 names. Following the town hall meeting, additional public involvement activities occurred. A notice was sent to each address on the mailing list notifying them of the dates and times of an upcoming two-day concepts charrette to develop project alternatives. Events with the media, including the newspaper and radio, were held to help announce the charrette. Two weeks before the charrette, a CCSW Connection newsletter was distributed to all citizens on the mailing list. This newsletter focused on informing the public of the details related to the concepts charrette. This intense public involvement effort provided an extraordinary opportunity for all individuals within the study area to have an awareness of the study and the ability to participate in the development of project alternatives (see Appendix B). Additionally, four informational newsletters were prepared (see Appendix C):

1. Construction Impacts Avoidance 2. Traffic Noise 3. Traffic 4. Water Quality/Water Management

These newsletters served to educate and provide information to the community regarding the measures, studies, and preliminary information that had been collected within the study area for each of the study topics. The newsletters were resources that were available and used during the concepts charrette. The two-day concepts charrette was held on Thursday, May 10, 2007 from 6:00 p.m. to 8:00 p.m. and on Saturday, May 12, 2007 from 9:30 a.m. to 12:30 p.m. 4.2 Development of Study Area Corridors Day one of the concepts charrette began with the attendees signing in and receiving a packet of materials that contained each of the four study-specific newsletters, the summary of comments from the district forums, and graphics that were prepared for the charrette. The graphics and summary of comments were also produced at a larger scale and placed on easels throughout the room where the charrette took place. The graphics depicted data that provided information related to the following areas:


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1. Natural Environment 2. Physical Features 3. Socio-cultural Environment

The concepts charrette formally kicked off with a presentation by the project team. Following the presentation, the citizen attendees divided into eight groups of 8-10 people around work tables. At each work table was a large map of the study area at a scale of approximately 1:500, supplies for sketching corridors, a project team member whose role was to facilitate the activities, and a community representative member to provide additional leadership and information. Additionally, experts in the various areas of study were available to answer questions. Each group was to develop two study corridors, one of which could be the existing corridor. The study corridors were to be 750 to 1,000 feet wide and would connect the existing Capital Circle alignment at Crawfordville Highway with the existing Capital Circle alignment south of Blountstown Highway within the study area boundaries. At the conclusion of the work session, each group presented to all charrette participants their proposed study corridors and the reasons for selection. Generally, four study corridors were delineated, only three of which were located within the study area.

1. National Forrest Corridor: This corridor was depicted south and west of the airport, outside the study area and was not considered further in the concepts charrette.

2. Existing Corridor: This corridor followed the existing Capital Circle alignment from

Crawfordville Road to Blountstown Highway.

3. Central-Eastern and Northern Corridor: This corridor followed the existing Capital Circle alignment from Crawfordville Road to near Springhill Road, then northward to the east and north of Black Swamp, then westward between Orange Avenue and Tyson Road to reconnect to the existing Capital Circle alignment south of Blountstown Highway.

4. Central-Center and Northern Corridor: This corridor followed the existing Capital

Circle alignment from Crawfordville Road to near Springhill Road, then northward to the west and south of Black Swamp, then westward between Orange Avenue and Tyson Road to reconnect to the existing Capital Circle alignment south of Blountstown Highway.

The three study area corridors are shown on Figure 3. The comments presented and noted on the sketches for each corridor are included in Appendix D.

Combined Study Area Corridors

Figure 3

Existing AlignmentCentral - EasternCentral - CenterCentral - Center (majority of charrette participants)NorthernStudy Area Boundary


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4.3 Development of Alignment Corridors

1. The study corridors developed at the first session charrette were transferred to larger scale aerial-based maps (approximately 1 inch = 200 feet). The study corridors were divided into three segments for the alignment corridor charrette: The existing Capital Circle alignment corridor from Crawfordville Road to Blountstown Highway

2. The central-eastern and central-center study corridors from Capital Circle/Springhill Road to Lake Bradford Road/Orange Avenue

3. The northern study corridor from Lake Bradford Road/Orange Avenue westward to the existing Capital Circle and northerly to Tyson Road

Approximately 50 citizens participated in the second session charrette. Using their personal knowledge of the project area; neighborhood concerns; GIS maps of the physical, natural, socio-cultural features, and land uses; and applying avoidance and minimization guidance, approximate alignment corridors were delineated. Staff knowledgeable in all PD&E technical disciplines were available to provide assistance, guidance, and answer questions. Several alignment corridors were developed (Figure 4). 4.3.1 Existing Alignment Corridor The existing alignment corridor was established using the existing CCSW roadway as the baseline. The corridor to be considered for further evaluation to define an alignment would be derived from either widening the existing right-of-way towards the south or left, widening towards the north or right, or widening on both sides an equal distance from the existing roadway centerline (center) to provide the required laneage within the 230-foot right-of-way. This alternative is shown as segment 1 and segment 2 on Figure 4. Specific issues that charrette participants identified to be considered in developing an alignment within this corridor segment were:

� Residences in the vicinity of Crawfordville Road � Wetlands associated with Munson Slough � Utilities � Wastewater treatment plant � Southside Cemetery � Bent Golden Aster Nature Preserve � Tallahassee Regional Airport � Apalachicola National Forest � Bradford Brook Crossing

Widening the existing alignment would satisfy the transportation need and can be developed using avoidance and minimization criteria; therefore, it is a viable alignment corridor for further consideration and evaluation in determining an alignment alternative. All three existing alignment corridors avoided impacts to the Southside Cemetery and the wastewater treatment plant. The existing alignment corridor with widening to the left and the right is shown on Figures 5, 6, and 7.

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19


4.3.2 Central Area Realignment Corridors Within the central-eastern study corridor, an eastern realignment corridor was proposed that followed the Springhill Road alignment north to Orange Avenue and then followed the existing Orange Avenue west to the northern limits of the central corridor area at Lake Bradford Road. This realignment corridor would impact residences and commercial/business areas along both Springhill Road and Orange Avenue, an electric power substation, and wetlands associated with Black Swamp. In addition, it would not satisfy design criteria and the transportation purpose of Springhill Road due to geometry and circuitous routing. This realignment corridor was dropped from further consideration and is shown as the eastern corridor (Figure 4). Within the central-center study corridor, a center realignment corridor was identified that provided a connection between the existing CCSW east of the intersection with Springhill Road to the south and the northern realignment corridor to the north in the vicinity of Lake Bradford Road/Orange Avenue. The southern portion of the realignment corridor is approximated to the width of the proposed right-of-way; this allows for avoidance and minimization of impacts to the commercial and residential land uses. This realignment corridor segment is adjacent to residential communities and an industrial park at its southern end and adjacent to Black Swamp and Lake Bradford Estates at its northern end. In the vicinity of Lake Bradford Estates, near the intersection of Lake Bradford Road and Orange Avenue, consideration will be given to left (west), right (east), or center in the development of alignments to avoid or minimize wetland and residential impacts (see Figure 8). The central realignment corridor is shown as segment 3 (Figure 9). Specific issues that charrette participants identified to be considered in developing an alignment within this corridor segment were:

� Impacts to wetlands associated with Black Swamp � Residential impacts � Lake Bradford Estates wastewater treatment plant impacts � Utilities impacts � Impacts on local traffic patterns and access

When joined to an alignment corridor in the northern segment, this realignment corridor would satisfy the transportation need and could be developed using avoidance and minimization criteria. Therefore, it is a viable corridor for further consideration and evaluation in determining an alignment alternative.

Central Segment 3 at Lake Bradford Estates

Figure 8LEGEND

LBE east

LBE west

LBE center

FSU Golf Course

LakeBradfordEstates(LBE)

Orange AvenueGrassyLake

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Black Swamp

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...\Alignments\Segments 3-4a.dgn 5/23/2007 6:12:57 PM

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LAKE BRADFORD RD

TYSON RD

ORANGE AVE W

ORANGE AVE W

Figure 9


22


4.3.3 Northern Area Realignment Corridors Three realignment corridors were proposed for the northern corridor area. Two of these corridors also included a variation for consideration in developing alignment alternatives. The northern realignment corridors are shown as segment 4 in Figure 4. Realignment corridors 4a and 4b connect with the central segment in the vicinity of Orange Avenue/Lake Bradford Road and proceed northwesterly, then westward to connect to existing Capital Circle in the vicinity of Cascade Lake. Realignment 4a reconnects to existing Capital Circle farther north than 4b. This moves the realignment corridor 4a (Figure 9) farther from Cascade Lake than realignment corridor 4b (Figure 10). This results in impacts to wetlands located north and east of the existing Capital Circle alignment and west of Rankin Avenue in the vicinity of the “Delta Parcel,” which is a 113-acre parcel of land purchased by Blueprint 2000 for regional stormwater management and wetland and tree mitigation. Both realignment corridors have the potential to impact proposed expansions to FSU’s Southwest Campus, Big Bend Transit, residences, and a cell tower. In this section of realignment corridors 4a and 4b, consideration will be given to the left (south), right (north), and center evaluations (Figure 11). Realignment corridors 4a1 (Figure 12) and 4b1 (Figure 13) are variations of 4a and 4b that use the existing Orange Avenue alignment at the easterly connection to the central alignment corridor for a short distance then curves north to rejoin 4a and 4b. These variations avoid the proposed FSU Southwest Campus expansion west of the golf course, Big Bend Transit, and the wetlands associated with the west ditch, but have additional residential impacts. Realignment corridor 4c was also developed within the northern corridor area. This realignment generally follows the existing alignment of Orange Avenue, from its connection to the central alignment corridor in the vicinity of Lake Bradford Road, to the existing Capital Circle alignment intersection (Figure 14). This realignment corridor would impact numerous residences along the south side of Orange Avenue if consideration is given to widening the existing Orange Avenue alignment to the south, either by a left or concentric widening alternative. Because of the potential for residential impacts and the proximity to Grassy Lake, consideration will only be given to a right or north widening of this corridor in the development of an alignment. Specific issues that charrette participants identified to be considered in developing an alignment within this corridor segment were:

� Wetlands associated with the west ditch and Grassy Lake � Wetlands associated with the “Delta Parcel” � Residential areas � Commercial and business sites � Institutional properties � Churches � Cell tower/utilities � Stormwater management � Economic development � Access � Government properties

...\Alignments\Segments 3-4b.dgn 5/23/2007 6:15:03 PM

��

LAKE BRADFORD RD

TYSON RD

ORANGE AVE W

ORANGE AVE W

Figure 10

Seg

men

ts 4

a, 4

b

Fig

ure

11

FSU

Int

ram

ural

Fie

lds

Tys

on R

oad Cel

l Tow

er

Rankin Ave

Eisenhower St

FSU

Mas

ter

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...\Alignments\Segments 3-4a1.dgn 5/23/2007 5:51:09 PM

��

LAKE BRADFORD RD

TYSON RD

ORANGE AVE W

ORANGE AVE W

Figure 12

...\Alignments\Segments 3-4b1.dgn 5/23/2007 6:08:38 PM

��

LAKE BRADFORD RD

TYSON RD

ORANGE AVE W

ORANGE AVE W

Figure 13

...\Alignments\Segments 3-4c.dgn 5/23/2007 6:17:55 PM

��

Figure 14

LAKE BRADFORD RD

TYSON RD

ORANGE AVE W

ORANGE AVE W


28


When joined to an alignment corridor in the central segment, all of the realignment corridors developed in the northern corridor study area would satisfy the transportation need and can be developed using avoidance and minimization criteria. Therefore, realignment corridors 4a, 4b, and 4c (including the variations) are viable for further consideration and evaluation in determining an alignment alternative. 5.0 DEVELOPMENT OF ALIGNMENT ALTERNATIVES Using the objectives defined by Blueprint 2000, evaluation criteria developed for this project, the Florida Department of Transportation’s (FDOT’s) PD&E Manual as a guideline, and the specific issues identified in the early public involvement, these alignment corridors will be developed into potential alignments and evaluated. Each of the alignment corridors listed above, which were identified with substantial input from the citizens within the study area, will be developed into alternative alignments, analyzed, and presented at an alternatives public meeting. After consideration of the public comments and review of the technical evaluation of each alternative, one alignment alternative will be selected from the existing Capital Circle alignment alternatives and one realignment alternative will be selected from the central and northern realignment alternatives. These two alignment alternatives will comprise the build alternatives. The two build alternatives and the no-build alternative will be further developed and considered for final evaluation and selection of the preferred alternative. An evaluation criteria matrix will be developed for each of these alternatives. The preferred alternative will then be presented at a public “preferred alternative” information meeting and a public hearing.

APPENDIX A

Forum/Neighborhood Comments

P:\149079 - Blueprint 2000\000 - Capital Circle Southwest\1300 - Public Involvement\Minutes\District 1 Forum Comments070326.doc

Forum CommentsDistrict 1: Mabry-Seminole Manor District

February 24, 2007

The following comments were recorded by KHA during the interactive session. At the endof the session, citizens reviewed the list and voted for their top three comments. Numbersshown in [] represent the number of votes an issue received. Comments have beenarranged by number of votes, with related comments grouped together.

Mailers sent: Approximately 900Attendance: 73

� Preservation of Rankin Avenue and Eisenhower Street [30 overall] � Keep Rankin Avenue and Eisenhower Street for local access and have new traffic on other roadways [18]

� Keep streets local for neighbors only [0]� Don’t use Rankin Avenue for FSU Complex Entrance [3]� Minimize/eliminate use of local roads (Rankin and Eisenhower) for access to developments (new road) [8]� Concerned about Traffic on Rankin Avenue because of new developments

[1]� Development & Development Access [19 overall]

o Need for affordable, secure housing in this community, keeping the uniquecharacter of existing neighborhoods [12]

o Information needs to be provided to the neighborhood about future landuse in this area [3]

o Concerned about the removal of trees from new development [1]o Concerned about the redevelopment of the church on Dale Street because

of infill housing that is being built (higher density and resulting traffic) [1]o Currently planned projects need to be provided to the project team and

throughout the neighborhood in order to make informed decisions [1]o Concerned with traffic related to new developments. Make sure there is

enough capacity on main roads. [1]o Concerned about the accelerated rate of development adjacent to

neighborhood (rezoning, intramural fields) [0]� Need for recreation areas, bike trails, playground [15]� CCSW should be widened along existing alignment (medians with trees, 4 lanes)

[9]� Utilize existing vacant Florida Highway Patrol Training Building for Community

Centers [5]� Keep the environmental (wildlife, trees) diversity in the area [4]� Need for speed bumps on Eisenhower Street [3]� Need for better connections to sports fields [2]� Jackson Bluff Road and Rankin Avenue intersection needs improvements [2]� Citizens would like bicycle and pedestrian access to National Forest [1]


� Rankin Avenue and Roswell Drive intersection needs improvement [1] � traffic islands unsafe

o How will it affect the property values?� Need for school improvements [0]� Concerned about the impact of potential new/increased traffic on CCSW new

alignment [0]� Want neighborhood access to FSU Complex [0]� Need mechanism to influence current developments; do not wait 3 years for

CCSW final plan (need coordination with local planning departments) [0]� Land up (Delta Industrial Park) to the west of power lines (145 acres – under

conservations easement currently for most of land) (Use high ground forconsideration) [0]

� Concerned about noise levels of vehicles (radios) [0]o Every third car is loudo Enforcement issue?

� Jackson Bluff Road needs to be repaved [0]� Flooding occurs on Mabry Avenue next to Strickly Wholesale [0]


Forum CommentsDistrict 2: Lake Bradford District

February 10, 2007


Mailers sent: Approximately 235Attendance: 33 (need to double check)

� Understanding and protecting the Natural Environment [41 overall]o Make environmental enhancements a priority over design of roadway

during project development [9]o Water flow in the chain of lakes must be studied and understood [6]o Think of alternatives to widening CCSW to solve transportation needs [6]o Pathway, trail, and/or walking trail to be developed with periodic

education stations on the environment. A plan was created in 1988 thatwas similar to this [4]

o Community needs to understand the many sinkholes in the area [3]o Educate on importance of sinkhole and geology

o Lake Bradford and the rest of the chain of lakes are the only pristine lakesin this area of Tallahassee [0]

o These lakes are the center of the community [3]o The Erosion controls used in this project must be proven successful, we

must learn from past erosion control mistakes. [3]o Need to understand who is working on managing and cleaning up Grassy

Lake[2]o Leon County Involvement?o It needs clean up, there is trash washing in

o Recommend map improvements (during project development) [2]o Need waterflow/hydrology connections, the canals under CCSW,

and areas of backflow/runoffo As a part of the project, include signs to encourage preservation of the

natural environment [1]o Enhance natural function of Black Swamp and Lake Munson (monitoring

will occur during study) [1]o Show Lake Cascade on project maps [1]o Look for ways to keep garbage out of the environment [0]o Unique garbage canso Education to address lake littero Sink hole near intersection of CCSW and Orange Ave. should be turned

into educational opportunity for public [0]


o The public needs to know time of hydrologic studies-what was level oflake? [0]

o Understand recent Lake Jackson erosion control failure [0]� FSU Reservation and the Tallahassee Museum are assets to be protected and

supported [8]Water flow in the chain of lakes must be studied and understood [6]

� Big Bend Scenic Byway is important to the area for economic development(combining natural heritage and tourism) [3]

� Public relations and the economics related to this project involve the wholecommunity [2]

� Need for interconnections to trails and greenways [2]� With the project include signs to encourage preservation of the natural

environment [1]� Archeological assets need to be identified – Lake Bradford Tract [1]� Star Metro access to the airport and other destinations is needed in the project

study area [1]� Make sure past public comments are included in our study [0]� Make use of those in area that have extensive knowledge of the area [0]� What types of new business will be created along Orange Avenue as part of this

project - this will affect water quality – stormwater management must beaddressed for new businesses (standards and guidelines) [0]

� What is future of airport capacity as it relates to traffic demand? (i.e. Panama CityAirport) [0]

� Understand recent Lake Jackson erosion control failure [0]


Forum CommentsDistrict 3: Airport-Industrial District

February 22, 2007



� Transportation of all modes to this area are needed to connect this area’seconomic potential to other parts of the community with access to airport [10]

o Thomasville, Gadsden Countyo 700 people work at airport

� Need for better business access [5 overall]o Businesses pass up this area because of access concerns [4]o Interstate access [1]

� Looking for increase of visual and economic development appeal in areasurrounding airport [3]

� Need to plan for expected growth of traffic – including heavy vehicles [0]� Need to consider the transport of hazardous materials along this roadway [0]� Opportunity to create a dressed up gateway to the community [0]

o Need good way-finding to and from the attractions in the area


Forum CommentsDistrict 4: Black Swamp/Springhill Road District

February 6, 2007



� Stormwater Management Concerns [13 overall]o Maintenance of stormwater facilities and hold ponds is needed[5]o Need protection of drainage basins [3]o Concerned about impacts to natural environment and neighborhood [3]o Make sure holding ponds don’t dry up natural bodies of water [2]o Holding ponds are needed [0]

� Community Enhancement concerns [8 overall]o Must have parks that connect to network [6]o Need playground in Paradise Village area [1]o Need sidewalks [1]o Trails should be multimodal [0]

� Sewer Facility concerns [8 overall]o Concern and impact of odor [4]o Expansion of sewer plant –Impacts [2]

� Can they expand? � Connectivity of water and sewer to land owners not currently served [2]� Need to make sure there is notification of those to be impacted [5]� Keep CCSW on present alignment [2]� Increased noise levels are a concern [1]� Create an attractive gateway to downtown [0]� Need to consider the financial burden of improvement [0]


Forum CommentsDistrict 5: Innovation Park/Seminole Golf Course District

February 8, 2007



� Sense of community [9 overall]� SW Tallahassee needs enhanced identity [5]o Make stormwater facilities a recreation amenity like Lake Ella [1]o Need for a local community center that is mixed-use that is in harmony

with the existing neighborhoods [0]o Need shopping and entertainment in the district [0]o Need sidewalks and bike trails, these need to connect to existing facilities

[0]� Mobility and Transit concerns [4 overall]

o Need to maximize mobility options by increased transit coverage andaccess [2]

o Bus shelters are needed [0]� Traffic concerns [3 overall]

o Concerned about cut-through traffic on Lake Bradford Road andPottsdamer Street [2]

o Concerned about the increased traffic volumes this project may create [1]� Environmental concerns [3 overall]

o Concerned about drainage, water quality and water quantity [2]o Need to protect the environment [1]

� Access and Connectivity [2 overall]o Concerned over connection of this road to existing network [2]o Need new and direct gateway to Innovation Park [0]

� Need good residential areas for the work force [0]


Forum CommentsDistrict 6: Southeast District

February 22, 2007



� Parks and Recreation [13 overall]o Need places (parks) for young children to play with trails around the park [6]� Would like to see improvements made to Munson Preserve [5]

� Playground equipment� Canoe trails

� Need recreation and boating launch areas [2]� Need for a community center [0]

� Visual Appeal and Appearance [7 overall]� Improve the visual appeal of the area [5]o Need landscaping, including landscaped medians [1]o More street lighting along roadways [1]

� Transit [5 overall]o Need for bus shelters and safer transit [2]o Need for improved bus services [1]o Need to look for places to implement alternative transit technologies [1]o Park and ride for suburban commuters [0]

� Concerned about impacts to neighbors and residences [4]� Need to improve merge of CCSW westbound travel lanes at Center Drive [3]� Need to protect and enhance Lake Munson and Black Swamp [3]� Need to move people off septic tanks to a central sewer system [2]� Provide opportunities for safe traffic circulation [1]� Sidewalks and bike lanes are needed on local roads [1]� Need safe roadway crossings, particularly for kids [0]

APPENDIX B

Capital Circle Southwest Connection Newsletter

(No. 2, April 2007)

No. 2

April

2007

Work

with

your

neigh

bors

to de

velop

poten

tial

solut

ions f

or Ca

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Circle

Sout

hwes

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0 an

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ay 1

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Talla

hasse

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mun

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llege

Stud

ent U

nion B

allro

om

CONC

EPTS

CHA

RRET

TE

1311

Exe

cutiv

e Cen

ter D

rive,

Suite

109

The K

oger

Cen

ter, E

llis B

uildin

gTa

llaha

ssee

, FL 3

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0-70

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unity

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ppley

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Stud

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allro

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rking

and b

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g acc

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prov

ided o

ff of P

rogr

ess D

rive

The

Conc

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Cha

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te is

sche

dule

d an

dwe

nee

d YO

UR p

artic

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ion!

Mar

k yo

ur ca

lend

ars!

Mar

k yo

ur ca

lend

ars!

May

10t

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d 12

thM

ay 1

0th

and

12th

The C

once

pts C

harre

tte w

ill be

an ex

citing

two-

day e

vent

wher

e you

, alon

g with

othe

r mem

bers

of the

comm

unity

, will

be

given

the o

ppor

tunity

to w

ork t

ogeth

er w

ith th

e pro

ject te

am to

dr

aw al

ignme

nt co

ncep

ts for

furth

er st

udy.

Both

days

of th

e Ch

arre

tte w

ill tak

e plac

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he Ta

llaha

ssee

Com

munit

y Coll

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(TCC

) Stud

ent U

nion B

allro

om (p

lease

find a

loca

tion m

ap on

the

back

of th

e bro

chur

e). B

luepr

int an

d the

Kim

ley-H

orn

Cons

ultan

t team

are c

ounti

ng on

the c

ommu

nity t

o pre

sent

their i

deas

and c

once

pts to

help

the pr

oject

team

shap

e the

de

tailed

stud

ies to

come

. Se

ssion

1 wi

ll be T

hursd

ay, M

ay 10

from

6:00

p.m.

to 8:

00 p.

m.

At th

is firs

t ses

sion,

you w

ill de

velop

corri

dor p

athwa

ys fo

r Ca

pital

Circl

e Sou

thwes

t with

in the

entire

stud

y are

a fro

m Cr

awfor

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Roa

d to B

lounts

town H

ighwa

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ssion

2 wi

ll be

on S

aturd

ay, M

ay 12

from

9:30

a.m.

to 12

:30 p.

m. D

uring

this

sess

ion, y

ou w

ill be

draw

ing al

ignme

nts w

ithin

the co

rrido

rs de

velop

ed at

the f

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essio

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the e

xistin

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corri

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he C

once

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harre

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ill en

d with

a sh

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of th

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gnme

nts, in

cludin

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ussio

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sonin

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the

align

ment’

s loc

ation

. A lu

nch w

ill be

serve

d at S

essio

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ce

lebra

te the

conc

lusion

of th

e Con

cepts

Cha

rrette

and a

ll the

ha

rd w

ork y

ou an

d the

comm

unity

have

put in

to the

two-

day

work

sess

ion. T

his is

an op

portu

nity t

o join

your

neigh

bors

and

work

togeth

er to

prov

ide in

put in

to the

align

ment

conc

epts

that

will b

e stud

ied ov

er th

e nex

t two y

ears

by B

luepr

int an

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Ki

mley

-Hor

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sulta

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m. Yo

ur p

artic

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is ke

y to

the s

ucce

ss o

f thi

s pro

ject,

so p

lease

plan

to at

tend

!

Capit

al Ci

rcle

Sout

hwes

t PD&

E St

udy A

rea

Recre

ation

area

s,su

ch as

parks

whe

rech

ildre

n cou

ld pla

y, ar

ene

eded

for t

his ar

ea of

the

comm

unity

.

Pres

erve

Rank

in Av

enue

and

Eise

nhow

er S

treet

for lo

cal

acce

ss to

neigh

borh

oods

only.

Make

envir

onme

ntal e

nhan

ceme

nts a

prior

ity ov

er de

sign o

f the r

oadw

aydu

ring t

he de

velop

ment

ofthi

s pro

ject.

All m

odes

oftra

nspo

rtatio

n nee

d to s

ervic

e this

area

in or

der t

o con

nect

this a

rea’s

econ

omic

poten

tial to

othe

r par

ts of

the co

mmun

ity,

partic

ularly

with

acce

ss to

the ai

rpor

t.

Stor

mwate

r man

agem

ent

is the

grea

test c

once

rn.

This

secti

on of

town

need

s som

ething

to gi

ve it

ase

nse o

f com

munit

y.

This

Char

rette

is a

chan

ce fo

r you

and t

he re

st of

the co

mmun

ity to

pu

t the c

omme

nts an

d con

cern

s you

have

expr

esse

d into

deve

lop-

ing al

ignme

nts th

at wi

ll help

defin

e the

key i

ssue

s to b

e stud

ied ov

er

the ne

xt tw

o yea

rs. B

luepr

int an

d the

Kim

ley-H

orn C

onsu

ltant

team

will b

e ava

ilable

to an

swer

ques

tions

, pro

vide a

ssist

ance

, and

listen

to

your

comm

ents

and c

once

rns.

After

the p

rojec

t team

prov

ides a

refre

sher

to br

ing ev

eryo

ne up

to

spee

d, yo

u will

work

in sm

all gr

oups

of 12

to 15

citiz

ens w

ith a

Comm

unity

Rep

rese

ntativ

e and

a tra

ined f

acilit

ator f

rom

the pr

oject

team.

The

se in

dividu

als w

ill he

lp lea

d the

disc

ussio

n, an

swer

qu

estio

ns, a

nd as

sist w

ith th

e ske

tching

of co

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rs an

d alig

nmen

ts on

aeria

l gra

phics

. The

se ae

rials

will b

e enh

ance

d to d

epict

phys

ical

and n

atura

l featu

res w

ithin

the st

udy a

rea.

Addit

ionall

y, a t

eam

of sp

ecial

ists a

nd ex

perts

will

be av

ailab

le to

prov

ide de

tailed

gu

idanc

e on s

pecif

ic tec

hnica

l are

as of

the s

tudy.

Vario

us pu

blic a

ctivit

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ve oc

curre

d lea

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p to t

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Conc

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Char

rette

. Ove

r the

past

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Distr

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orum

s an

d a To

wn H

all M

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forum

s, cit

izens

had t

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portu

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o ide

ntify

and v

ote on

key c

once

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asse

ts, an

d nee

ds of

their

comm

unity

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figur

e on t

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ft sho

ws

the hi

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ked c

omme

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entifi

ed by

each

distr

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the

forum

s. At

the T

own H

all M

eetin

g, we

wen

t ove

r all t

he co

mmen

ts an

d rec

eived

your

reac

tions

to th

e res

ults.

Addit

ionall

y info

rmati

on

was a

lso av

ailab

le de

pictin

g the

exist

ing ba

selin

e con

dition

s of th

e stu

dy ar

ea.

If you

have

not b

een a

ble to

atten

d the

se pr

ior m

eetin

gs, d

o not

let

that s

top yo

u fro

m att

endin

g this

Con

cepts

Cha

rrette

. Bes

ides

havin

g staf

f ava

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Informational Newsletters

Volume 1February 2007

result in other impacts elsewhere inthe community. So some alternativescloser to these water systems maybe suggested for consideration.Clearly, however, such alignmentscan only be considered if thesensitive properties can, in fact, beprotected.

Back to the questions at hand – “If itis possible to provide the desiredprotection, why have there been somany failures?” and “How can we be assured of success, not failure, forCCSW?” Those were the questions for which we set out to find answers. Ourapproach was to talk with design engineers at Kimley-Horn in Florida, Georgia,and North Carolina to understand their experience with the environmental protec-tion design process. We also conducted some web research and found limiteddocumentation on the matter. We decided to talk with those who actually putprotection systems into service and those who regulate them to understand theissues from their perspectives. While our review was not intended to be exhaus-tive, it is indicative of the issues and solutions that are available today andemerging for tomorrow.

We found that the big problem in non-Blueprint projects was not the availability ofgood techniques to prevent off site impacts from a construction project — it wasa failure to expend the funds:�� to provide the right design, �� to allow for proper installation, and�� to assure continuous effective monitoring and maintenance or adjustments to

the plan as needed.

Four main topics related to erosion control are discussed on the following pages:�� Design and management of the project, �� Protection of water bodies and wetlands, �� Community support and involvement, and �� A summary of the important protective actions that can be incorporated in a

future CCSW construction project.

In addition, an insert is provided that addresses tree protection. The erosioncontrol techniques are included here for your information, but it is clear that allthe techniques in the world will be of little value if the plan is not designedcorrectly, implemented well, and fully monitored during construction — and wediscuss this in the Design and Management section. Blueprint2000 & Beyond’sphilosophy and approach to improvement projects is to exceed the minimumstandards of the Florida Department of Transportation (FDOT), FloridaDepartment of Environmental Protection (FDEP), and local agencies. Blueprint’sgoal is to meet the specific requirements of the community and to preserve thenatural environment through completion of a well-crafted and well-designedproject that is a feature and asset to the community. The list of actions listed atthe end of the Summary will be included as applicable in every Blueprint project,especially CCSW.

IntroductionA number of important considerations are needed for the development of alterna-tives for the Capital Circle Southwest (CCSW) project. Citizens, who have aninterest in the study area, have identified concerns which must be addressedduring the study. The four areas of greatest concern and technical complexityare:� The ability to construct improvements without negatively impacting

environmentally sensitive waters;�� The impacts of noise;�� The management of water quantity and the protection and enhancement of

water quality; and�� The actual need for transportation improvements.

Each of these four topics will be the subject of an informative newsletter, thepurpose of which is to help improve community-wide understanding so thatinformed suggestions can be made while identifying alternative concepts fordetailed study later.

This newsletter addresses the avoidance and prevention of construction impactsfrom erosion and includes an insert on tree protection. Impacts from erosionduring construction are always a concern. For CCSW, it is a big concern. Weunderstand what is at risk — the consequences of failure could mean lastingimpacts to the pristine waters of the Chain of Lakes. We also understand thereason this subject is foremost on many people’s minds. We are all aware of pastsituations where adequate protection has not been provided and significantimpacts have occurred. Sometimes these impacts have been permanent and theresult has been degradation of water quality. In Tallahassee there have beenconstruction impacts resulting from a number of non-Blueprint projects. Thefrequency of environmental protection failures during construction begs thequestion: “Is it possible to adequately protect Lake Bradford, Grassy Lake, andBlack Swamp from erosion impacts during construction if an alignment nearthese local ecosystems is considered?”

Issues as a result of roadway construction in close proximity to Lake Jackson ,Lake Hall, and Lake McBride will be used as case studies for what works andwhat should be avoided. Our preliminary investigation into these issues tells usthat:�� with the correct monitoring and management, erosion impacts can be avoided

even during a hurricane. � there is a need to design side slopes near sensitive areas that are in the

desirable range, not the maximum range. �� it can be valuable to monitor a project for a period of time after construction

is complete. � impacts can be avoided by quick response to incidents.�� failure to perform earthwork in stages can create significant impacts.

Without question, it is better to develop alternative alignments which fully avoidpotential erosion impactson sensitive water systems.However, we recognizethat full avoidance ofpotential impacts may

Techniques and Technologies to Protect the Natural Environment During Construction

Silt FenceSilt fencing is a basictechnology that has been usedfor decades to removesediment from stormwater run-off. This basic technology canbe found on nearly all construc-tion sites. It is typically used asa sediment barrier and is mostoften made from a synthetic,woven, fiber fabric mounted onwooden stakes and partiallyburied beneath the soil. Siltfencing is placed at pointswhere run-off can be collected

and filtered before leaving the construction site. Stormwater run-off that includessoil encounters the barrier before reaching a natural body of water; therefore, thesilt fence acts as a filter and helps to remove suspended particles of soil from therun-off. As a basic system, silt fencing works effectively, but greater benefits areseen when it is used in combination with other tools and materials, such as haybales, synthetic hay bales, wire backing, or a staked turbidity barrier (all of theseare described below). Natural or synthetic hay bales are often added to theupstream side of silt fences to enhance their filtering effect. By using the fencingand hay bales in a series, meaning multiple levels or layers, additional filtering isprovided. Wire backing, or a wire grid added between the sediment barrier andthe stakes on a silt fence, is often used to increase the strength and longevity ofa fence structure. Additionally, metal stakes provide better durability than woodenstakes. By adding strength, the potential for failure during peak run-off events islessened.

The protection of the water bodies and wetlands as they relate to erosion issues is a major area of concern. This

section identifies some of the current and emerging technologies being used to protect water bodies and wetlands.

A local erosion control and environmental protection contractor recently confirmed that the methods, expectations

for protection, and materials available for protection have improved significantly in the past five years. These

mechanisms and materials are available to provide the level of protection necessary to maintain the existing quality

of the Bradford Chain of Lakes and Black Swamp. The attention to, and money being allocated for, environmental protection efforts

during roadway construction projects has increased dramatically as well. Sometimes failure has occurred on non-Blueprint projects

because of inadequate protective design and sometimes because of insufficient funding for best practice techniques. However, when

applied correctly and using Blueprint’s approach, success can be expected. The following are some of the techniques and technologies

that can be used to help protect the Bradford Chain of Lakes, Grassy Lake, and Black Swamp during construction.

Wire-backed silt fencing in series This technology is currently in use on the

I-10 widening project in Tallahassee.

Permitting for construction projects requires erosion control

techniques that prevent soils from leaving the construction site

in the form of erosion (i.e. air or water born soil).

Unfortunately, there are many recorded violations where off

site impacts have occurred on non-Blueprint projects. In other

words, the erosion control plan has failed to provide the

required protection. The problem does not seem to be in the

availability of adequate techniques, but rather in having

adequate investment in design, implementation, monitoring,

and maintenance of the erosion control plan. Techniques are

discussed later in this newsletter, but clearly it is crucial to

assure adequate expenditure of funds to assure proper design,

construction, and maintenance of the appropriate erosion

control plan for a project.

The design of the corridor and the measures used to protect the

natural environment must be well planned and documented.

Due to the need to include proper protective measures in the

design and construction plans, the engineer preparing the plans

must have a thorough understanding of the environment

surrounding the corridor. Once construction has begun, the

engineer should remain involved with the project throughout

the construction phase to monitor and help ensure that the

planned protection measures are both effective and appliedappropriately during construction.

It is the standard practice for Blueprint to provide on-site

project management to monitor the contractor’s compliance

with the environmental and engineering design plans.

Knowledgeable and experienced inspectors, with National

Pollutant Discharge Elimination System (NPDES) certifica-

Design and Management

Protection of Water Bodies and Wetlands

tion, are on the Blueprint 2000 team to ensure that this occurs. These

individuals can request immediate changes to plans when concerns or

issues are noted in the field. The Blueprint 2000 representative team

also helps to ensure that the commitments to environmental protec-

tion, made during the planning phase and incorporated into the

contract and plans, are followed and in place during construction.

These certified inspectors will understand the contractor’s plan for

construction staging so that refinements to the erosion control plans

can be quickly made to assure maximum protection of the natural

environment. Prior to construction a Team Partnering meeting is held

with the agencies, designers, environmental staff, contractors, and

inspectors to review the plan and discuss important construction and

environmental protection objectives.

Typical low bid contracting methods, combined with lack of adequate

contractual incentives are often found on non-Blueprint projects.

These conditions tend to place environmental protection in jeopardy. It

goes without saying that a well designed erosion control and tree

protection plans are essential to help assure protection of water quality

and trees during construction. However, the plan can be effective only

if the bidding/ contracting process properly funds and reinforces the

importance of full compliance with these plans. Thus, contracting

techniques are of critical importance. Consideration could be given to

issuing a separate contract for the implementation and monitoring of

the erosion control and tree mitigation plans. Further, contractual

rewards and penalties related to performance can further encourage

compliance. Finally, as noted above, strong onsite monitoring by

qualified professionals, who represent Blueprint, will allow day to day

assurance of compliance and adjustments in the protection plan to

respond to actual field conditions and predicted changes in weather

patterns.

Hay BalesHay bales are an old technique used regularly in combination with other erosioncontrol materials and techniques. The hay bale acts as a filter mechanism and istypically quite effective in reducing the velocity and sedimentation of run-offwaters. Because hay bales are a natural material, they degrade over time. Asthey become filled with sediment, their efficiency diminishes. Therefore, haybales must be regularly maintained and replaced. A hay bale filled with soggy siltcan weigh well over 100 pounds. Heavy equipment normal to a construction site,such as a front end loader, is used to remove the hay bales. Once removed fromthe job site, used bales are taken to landfills for disposal. Also, because they area natural product, their availability is subject to seasonal conditions.

A new, synthetic hay bale has been developed to help meet the needs ofeffective environmental protection. This synthetic bale is said to be equally aseffective, yet much easier to maintain and acquire. It is made of durable,reusable plastic that is filled with filtering fibers. The high initial investment forthese new synthetic bales has kept their usage low to this point, but their low-maintenance, reusability, and effectiveness are making them a more appealingoption.

Turbidity BarriersA turbidity barrier is a denselywoven, synthetic fabric (lesspermeable than a silt fence) thatcan be floated in a water body,placed at a run-off inlet, or stakedmuch like a silt fence. Theturbidity barrier provides anincreased level of filtering, butalso significantly reduces the flowof run-off to the point that it willretard the flow of water andcreate a pond-like effect on theupstream side of the fencingwhen staked. Turbidity barriersare quite effective in removingsilt suspended in water, but theircosts compared with traditional siltfencing is high. Staked turbiditybarriers can be used in a serieswith silt fencing. Additionally, theycan be floated in water bodies andused with flocculation chemicals tobetter remove suspended siltparticles.

Flocculation ChemicalsNew flocculation chemicals are currently being tested and developed for environ-mental protection of water bodies. When added to run-off, these chemicalscause particles of silt to clump together and fall away from a stream of water.After flocculation, the silt can be easily removed from the water. Filter fabrics,such as silt fencing and turbidity barriers, are more effective when used withthese chemicals, as the particles to be filtered become much larger. Additionally,these chemicals are typically biodegradable and are environmentally friendly.

Inlet FiltersOver the past several years, the technologies associated with filtering run-offwater leaving construction sites via inlets have significantly improved. Previously,hay bales and silt fencing were used to filter run-off waters. During heavyrainfalls, these methods were often breached and rendered ineffective — theycould not process the volumes of water quickly enough. New technologies, suchas the domed inlet filter made by Silt-Saver, Inc., are significantly improving theability of contractors to aid the filtration of run-off waters. These inlet filters are

much more effective than traditional silt-fence and hay bale protectionbecause they are less likely to fail over the course of a project. As withmost new technolo-gies, the initial invest-ment to incorporatethese filters is high, buttheir benefits aresignificant. The use ofthese filtering materialscan currently be seenalong the I-10 wideningconstruction projecthere in Tallahassee.

Slope MatSlope mats are used tostabilize slopes and steep grades during construction or when a gradedslope will lay dormant for an extended period of time. Typically, the slopemat is unrolled and staked in place vertically, covering the entire area.Slope mats are woven with natural fibers and typically embedded withgrass seed to aid in long-term soil stabilization.

Sodding/SeedingPlacing pregrown grass sod on a slope is a quick and effective way toprevent soil erosion. Seeding of bare areas that will lay dormant formoderate periods (typically several weeks or more) is also an effectiveway to help stabilize andretain soils in place. Byseeding and grassing, thesoil is not exposed to theelements and their rootsystems help hold the soilsin place. The grasses alsohelp filter run off watersbefore they reach naturalwater bodies. Thistechnique is typicallyeffectiveand will be usedwherever appropriate.

CofferdamCofferdams are constructed in bodies of water or water courses to allowfor construction in areas that were once submerged. These temporary,enclosed dams are constructed of steel, wood, or concrete to create anopen boxed area that can be dewatered by pumping. This allows forconstruction to occur by containing the disturbed soil within the cofferdamwithout significant increases in sedimentation and silting downstream.Often, cofferdams areused during construc-tion of bridges, damsor box culvert replace-ment. Floating turbiditybarriers can be usedwith cofferdams tolessen the amount ofsilt agitated as a resultof construction.

Grass seed growing on disturbed soil

Floating turbidity barrier

Staked turbidity barrierThis technology is currently in use on the


Silt-Saver domed inlet filterThis technology is currently in use on the


Steel cofferdam with floating turbidity barrier

SummaryMany of the techniques and materials outlined in this newsletter have been or currently are being successfully used on construction projects in the

Tallahassee/Big Bend region. Due to increased emphasis on and greater concern for the natural environment, several techniques and technologies

have recently emerged to improve the protection of natural resources during construction. These technologies and techniques are currently available to

defend and preserve the natural resources found in the area of Capital Circle Southwest, including the Bradford Chain of Lakes and Black Swamp.

Closer to the start date of construction for this project, seven to ten years from now, the technologies and techniques used to avoid impacts from

construction-related activities will have advanced even further. At that time, even better construction methods will be able to provide even higher

levels of protection for the natural environment — over and above the highly effective techniques that are available today. Since techniques will

change, it is best during the PD&E stage to focus on guidance to the design and construction phases so that the objectives defined in the PD&E

process are assured. The following considerations should be given in the event an alternative has the potential to impact sensitive surface waters:

Community Support and InvolvementCommunity support and involvement is a key component of this study’s process. Citizens and local political leaders should stay involved. Throughout thestudy and during the design and construction phases, the community as a whole will have the opportunity to express concerns, particularly the need forenvironmental protection during and following completion of roadway construction. To meet the concerns and desires of the community, additional measuresbeyond the minimums required by state and local government regulations will be utilized, even if they result in increased construction costs beyond those fortypical corridor projects. During the construction phase, citizens can report concerns or apparent problems so that the issues identified can be quicklyaddressed. Even though construction of a project developed in the current PD&E Study will not begin for at least seven to ten years and there is currently noidentified funding for construction, it is still important for the community to be involved with the ongoing PD&E Study — it will serve as the foundation andbasis for the design of the corridor.

www.blueprint2000.orgPaul Hiers, P.E., Project Manager

Margie Quillman, Public Information Manager850-701-2740

[email protected]@blueprint2000.org

� The Erosion Control Plan should employ protective measures that are based upon detailed

drainage design for expected flows. � Storm design for erosion control plan should not be limited to a 10 year storm but should

address less frequent storm events as appropriate. The more sensitive the environment the

greater the protection. In some cases the design may need to protect for a 100 year storm

event.� Protection techniques should be used as appropriate. Techniques should not be selected on a

low cost basis but rather their cost effectiveness should be considered so that the right

techniques are used to properly protect for the design storm events.� A comprehensive monitoring program should be included to assure compliance with the plan

and provide for adjustment as field conditions change.� Contracting procedures should be used so that the integrity of the Erosion Control Plan is

protected and effective incentives for full compliance are provided. Provision should be

made to help assure incentives are in place for effective implementation and maintenance of

the plan elements.� The Erosion Control Plan and protective contracting techniques should be made available

for public review on the Blueprint 2000 web site. � Monthly compliance reports during contruction.� Post construction monitoring should be included where appropriate.

Tallahassee residents take much pride in their woodlands. Neighborhood associations and local

governments have laws and rules to protect the trees. Because it is understood that some trees may be

lost as a result of clearing for a construction project, communities have placed great weight upon the

protection of the existing trees that could be adversely impacted during construction. Some trees may

be intentionally eliminated and appropriately replaced. It is important, however, that the remaining

trees be protected from inadvertent damage and loss. Several techniques are available to reduce the

potential for damage. Ideally, an arborist should be involved in a project to help ensure that the

appropriate treatment and care is given to affected trees.

High Intensity Orange Safety FencingConstruction sites frequently employ high intensity orange safetyfencing to increase the visibility of areas to be avoided by equipmentand vehicles. This fencing can be used to establish a perimeter arounda tree. Optimally, fence barriers should be placed no closer than thedrip-line of trees, that is, the extent of the farthest reaching limbs.Occasionally, there are no viable design/construction alternatives andthe ideal barrier coverage is not possible because construction mustoccur within the drip-line. In that case, the fence should be placed thegreatest possible distance from the trunk, based on construction limits.Similar to silt fencing, orange safety fencing may be reinforced withmetal wire fencing to add durability and strength. This method ofprotection is used on a majority of construction sites as an effectivemeans of protecting the trunk and lower limbs of a tree from construc-tion activities.

Impacted TreesA professional urban forester or arborist should be employed to cut theroot systems of affected trees in the construction area. Once the cutsare properly made at the correct locations and depths, the forester orarborist may inject a tree with organic, biodegradable chemicals andnutrients to assist with stabilization and healing. Proper care by thesespecialists is the best way to lessen the impact upon trees and givethem the best opportunity for health and survival.

Tree WrapTree wrap materials protect against scraping or striking by vehicles,equipment, or tools on construction sites. A variety of materials areavailable from plastics to woven, silt fence-type fabrics. Contrasted tothese basic wraps is a wooden wrap, in which two-by-four posts are setvertically against a trunk and strapped completely around its base. Thismethod provides strong, additional protection.

High intensity orange safety fence

Source: http://www.ci.falls-church.va.us/government/developmentServices/documents/TreePreservationDuringConstruction.pdf

Root BarriersSome types of trees have a root system that aggressively seeks outwater in the soil and becomes a menace to drainage systems. To avoidthis from occurring (for the good of both the tree and drainage system)a root barrier can be installed. This barrier stops the progression of theroots without harming the tree.

Tree Protection Insert

IntroductionThe human ear is designed to perceive sound. There are numerous soundsthat we hear. Different sound levels are acceptable to people in differentenvironments. Some sounds are not wanted but are part of life. In ourhomes we hear appliances - some are quieter than others. When thechildren are at play on the ball field or playground the sound level increases.When we walk along a road we hear the elevated sound of trucks andautomobiles. Higher sound levels are expected and experienced in commer-cial, business, and industrial areas and lower sound levels are expected inresidential environments. When the sound from a source is unwanted, it iscalled noise. We live with noise everyday of our lives. Some noise isacceptable. But when it interferes with our quality of life in a particularenvironment, the noise becomes unacceptable. Motor vehicles on roadsgenerate sounds that many people consider to be noise when it interfereswith their activities. Nobody wants to hear those sounds; but, they are a partof life. The key is to manage the noise such that the noise level in a residen-tial environment is not excessive, i.e., it does not degrade the quality of life.Based on the Tallahassee/Leon County Comprehensive Plan it is clear thattraffic will grow and there will be the potential for more noise to be generatedin the future than there is today. This is true whether the future Capital CircleSouthwest (CCSW) roadway is on a new alignment or on the existingalignment.In order to begin to define alternatives, it is important to understand whatnoise is, what is acceptable to most people and what is not, and how noisecan be minimized. This subject is important to study-area residents becausemany currently live in a quiet environment. The purpose of this newsletter isto provide a basic understanding of noise to assist citizens in developingconcepts during the upcoming Concepts Charrette.

Volume 2May 2007

Understanding and Managing Noise

What is noise?Noise is typically defined as any unwanted

sound. In other words, noise can be any sound

regardless of where it comes from or how loud

it is. Exposure to undesirable levels can produce physiological

or psychological effects that can differ significantly from person

to person.

Basic Noise Fundamentals

Some noise terminologySound Pressure and the Decibel The sounds that we hear daily are actually pressure fluctuations that vibrateour ear drums and result in the sensation known as sound. The ear hearsthese vibrations as varying degrees of loudness depending on the intensityof the pressure fluctuation.This range in pressures is extensive and results in a very large scale orrange between what we first hear and what we define as a problem or noise.Moreover, the ear does not hear in a linear fashion. That is, twice the soundpressure does not result in the perception of a sound which is twice as loud.In order to provide a more meaningful way to reference sound pressurelevels, a mathematical (logarithmic) relationship is used to describe sound. It

is called the decibel (dB). The dB is referenced to a very small soundpressure which is commonly referred to as the threshold of hearing. In otherwords, the dB is a way to convert sound pressure to perceived sound levelswhich are measured in decibels.Frequency WeightingThe ear does not hear all tones, or frequencies, the same way. Some tonesare heard better than others. Low frequencies, like when you change thebass control on your stereo, are not heard very well. In fact, very lowfrequencies are often felt more than heard. Very high frequencies are alsonot heard well by humans. For example, a dog whistle is a very highfrequency sound that the dog hears but we do not. To account for the waythe average human ear perceives sound, adjustments are used. Decibelsadjusted this way are referred to as A-weighted and labeled as dB(A).Previous studies have shown that A-weighting correlates very well with thehuman response to noise, and particularly to annoying sounds. People willusually identify higher frequency noises as more annoying or disturbing thanlower frequency noises.Hourly Equivalent A-Weighted Sound Level LeqActual noise levels in any location will vary with time. Criteria and standardsset for highway projects use an average noise level. This level is a singlevalue that is developed by averaging the acoustic energy (sound pressures)over a defined time period. This average level is known as the EquivalentSound Level Leq. When it is A-weighted to account for human sensitivity tohigher frequency sounds it is called LAeq.

The following graph shows a 27 minute set of data, that was taken in thestudy area in December 2006. The sound varies from 43 dB(A) to 69 dB(A).Each second represents a one-second LAeq.

Working with Noise LevelsDecibel AdditionSince the decibel is logarithmically based, sound levels cannot simply beadded together. It is one of those cases where 2+2 does not equal 4. Forexample, imagine standing at the wing of a fully powered Boeing 747. Youcould yell until you were blue in the face and your voice would not be heardover the jet engine — the overall sound level would remain constant. This is

Time

because the jet engine is very loud in comparison to your scream. Ifanother Boeing 747 were added to the mix, the decibel level wouldincrease but it would not be doubled. The sound pressure wouldincrease by a factor of 2 (i.e. doubled), but due to the logarithmicnature of noise, the sound level your ear perceived would onlyincrease about 3 dB(A). The following chart is a quick rule of thumbfor decibel addition:

Using the two-jet example, if the first plane was at 90 dB(A) and thesecond plane was at 89 dB(A), the resulting sound level of the twoplanes together would be 93 dB(A). The difference in dB(A) is 90-89=1; the chart shows that if the difference in dB(A) is 0 or 1, 3 dB(A)is added. 90 dB(A) + 3 dB(A) = 93 dB(A). Moreover, with the one jetat 90 dB(A) and our voice at 75 dB(A), the resulting sound would stillbe only 90 dB(A). The difference in dB(A) is more than 10. Thus the

lower noise source wouldhave no effect. The twoexamples are illustratedin the chart to the left.The Effect of DistanceAnother important factorto consider with sound isthe distance from thenoise source to thereceiving party. Noiselevels will dissipate as

the acoustic pressure wave travels farther from the source. Thecharacteristics of the source, the surrounding terrain, ground cover,and distance from the source will determine how much the noise willdecrease.Roadway noise decreases at a rate of 3 dB(A) for every doubling ofthe distance. However, in vegetated areas (as is typical along someroadway rights-of-way), the rate of change has been shown to be 4.5dB(A) for every doubling of the distance due to the ground effects.The following table illustrates the effects of distance on sound levelsfor a roadway without considering vegetated borders along the road.The noise level reductions shown in the table are only intended to bea reference guide for typical conditions. Other factors encountered inthe real world such as ground cover, water bodies, pavement,

buildings, and temperature all affect the manner in which the sound energytravels and dissipates.Human Perception of NoiseThe human ear protects itself from loud noises in the way it responds tosounds. The ear clearly perceives large changes in sound levels but is notsensitive to small changes. This causes misconceptions about how peopleperceive sounds from various sources. To help evaluate sound levels withrespect to human response, the following chart and rules of thumb areprovided as a subjective description of the audible relevance of sound levels.Normal conversation sound levels range from 50 to 70 dB(A), measured atapproximately 4 feet away. Normal sound levels adjacent to a four-laneinterstate highway range from approximately 65 to 75 dB(A) at 200 feet. Ofnote is the range between 65 and 75 dB(A). This change of only 10 dB(A)may seem mathematically insignificant but in fact is perceived by the humanear as a doubling (or halving) of the sound level using the rules of thumbabove. The ear is a far better detector of relative differences in sound pressurelevels than absolute values. Under controlled laboratory conditions, ahuman ear can barely detect a one decibel change in a steady unwavering

pure tone sound. When everyday noises are heard, we can barely detectsound level changes of 2 to 3 dB(A). A 5 decibel change is readily notice-able and a 10 decibel change is judged by most people as a doubling or ahalving of the loudness of the sound. A 20 decibel change is perceived as adramatic change, while a 40 decibel change represents the differencebetween a faintly audible sound and a very loud sound. Each 10 decibelstep still carries the connotation of a doubling or a halving of loudnessregardless of the levels at which the comparative sounds are presented.Noise EvaluationThe traffic noise analysis for this project will be conducted in accordancewith Federal Highway Administration (FHWA) noise standards as outlined in23 CFR 772, Procedures for Abatement of Highway Traffic Noise andConstruction Noise, and Chapter 17 of Florida Department of Transportation(FDOT) PD&E Manual – Part 2. The analysis will include the following steps:� Identification of existing land use and noise sensitive areas (as we have

already done)� Field measurements to establish existing noise levels and provide a

quality control check of the FHWA-promulgated computer Traffic NoiseModel (TNM 2.5)

� Determination of the existing topography, terrain features, and conditiondevelopment within the model

� Comparison of the TNM model results and noise abatement criteria for theexisting and the proposed conditions

� If impacts are expected as a result of the proposed project, comparison ofthe TNM results with noise abatement criteria and consideration ofabatement measures

� Examination and evaluation of noise abatement measures using the TNMcomputer model

Many factors affect noise. These include pavement surface, vehicle speed,number of trucks, topography, etc. These will all be considered in the noisemodelling. The FHWA has identified 5 categories of activity for use in noise-level analyses. Maximum thresholds have been established for 4 of these

Distance15 feet*21 feet30 feet38 feet44 feet53 feet60 feet

Noise ReductiondB(A)

01.5345

5.56

Distance75 feet95 feet

107 feet120 feet150 feet212 feet240 feet

Noise ReductiondB(A)

78

8.59

1011.512

Typical Noise Level Reductions with Distance

* A point 15 feet from the roadway is the starting point

Change in Sound Level Change in Apparent Loudness1 dB(A)3 dB(A)5 dB(A)

10 dB(A)

InsignificantBarely perceptibleClearly noticeable

Twice as loud or half as loud

Difference between twoSound Levels:

Add to the highersound level:

0 or 1 dB(A)2 or 3 dB(A)4 to 9 dB(A)

10 dB or more

3 dB(A)2 dB(A)1 dB(A)0 dB(A)

Decibel Addition

90 dB(A) 75 dB(A) 90 dB(A)

+ =

90 dB(A) 89 dB(A)EXAMPLE 1

Noise Addition

93 dB(A)

+ =

EXAMPLE 2

activities using Leq. These maximum thresholds, or criteria levels, representthe point to which traffic noise has increased that mitigation or abatementshould be considered. The Noise Abatement Criteria (NAC) levels arepresented in the table below and apply only to areas of regular human use.In addition, when the predicted future noise levels are below the thresholdsin the table but there is a projected increase of 15 dB(A) or more above

existing conditions, mitigation is typically considered. These criteriaare those which would apply for State and Federal funding. Anymitigation for levels below these criteria would most likely require localfunding.Field Noise MonitoringIn the month of December 2006, the CCSW noise team identified keyareas within the project’s study limits and collected sound levelmeasurements on two dates. The graphic of the study area showsthe monitoring locations. One location was set up as a reference site and took continuous

readings for a 24 hour period. The figure on page one shows how thesound changed over a short timeframe at this location and thedifferent sources measured. The other locations collected 45-minutelong readings at several key times during the day that wereestablished from changing traffic patterns, such as rush hour, daytimeoff peak and nighttime hours, just to name a few. For the most part,the major noise contributor at each location was traffic noise from therespective nearby roadways. With the close proximity to the airport,there was occasionally airplane noise which increased noise levels.The intent of the noise measurements was threefold: 1) to establish anoise datum that will represent the existing noise levels within thestudy area; 2) determine information for the typical soundscape in thearea; and, 3) to allow a quality control check on the noise model thatwill be used. Various Noise Attenuation MethodsIf traffic noise abatement is considered, it will be reviewed todetermine if it is reasonable and feasible. The following discussionaddresses the applicability of these noise abatement measures to theproject study.Alignment selection is a noise abatement measure. It involvesdesigning the horizontal or vertical orientation of a proposed roadwayin such a way as to minimize impacts and costs. For noise

Monitoring LocationsThe graphic above shows a number of noise generators and areas alongwith their typical sound levels.

CategoryAbatement Level

(LAeq)(FHWA) (FDOT)

Description of Activity Category

HOURLY A-WEIGHTED NOISE ABATEMENT CRITERIA LEVELS (dB(A))

Where serenity is vital to land use

Residential, Churches, Hospitals, Recreation Areas, Schools

Developed lands, properties, or activities not included in Category A or B above

Interior of Category BUndeveloped lands

56(Exterior)

66(Exterior)

71(Exterior)

----51

(Interior)

57

67

72

----52

A

B

C

DE

abatement, alignment selection is primarily a function of aligning the roadwaya sufficient distance from noise sensitive areas. This is always the preferredapproach from a noise perspective. However, given other competing factors,such as environmental impacts, alignments may need to be considered closeenough to residential areas that different noise attenuation methods would beneeded.The simplest and lowest cost solution to attenuation would seem to be theuse of vegetative screening. However, use of vegetation for noise barriers isnot usually considered to be effective for actual reduction of noise levels dueto the substantial amount of right-of-way necessary to make vegetativebarriers effective. FHWA research has shown that vegetative barriers shouldbe composed of closely spaced, densely foliated trees and shrubs. Even fora 100-foot-wide barrier, only a 1.5 dB(A) reduction in noise can be expected.In order to reach the preferred minimum 5 dB(A) reduction, substantialamounts of additional right-of-way would be required. Having said that, thereis an important phenomenon reported by many people. When they cannotsee the noise generator, the noise seems to be less noticeable. One of the most effective noise abatement measures is land-use control.This technique primarily addresses future development. Proper land-usecontrol can help to minimize future impacts. The City of Tallahassee andLeon County have zoning control and can use the information contained inthe final noise evaluation to manage the placement of noise-sensitive landuses adjacent to the proposed improvements. This can be accomplished byinstituting special setback requirements, building codes, or zoning ordinancesin the immediate vicinity of the proposed project. Berms and walls are typically used to address existing development needs.There are some practical realities that are considered in association withwalls. The berm or wall is only effective to the extent it is continuous. If itmust be broken frequently for driveways, streets, or drainage, it will not beeffective in reducing noise. Further, the solution must be cost feasible.FDOT and FHWA have identified a cost feasibility test of $35,000 perbenefited property. Further, the mitigation must reduce the noise level by atleast 5 dB(A) to be considered a benefit to a property. In spite of the 5 dB(A)minimum, efforts are always made to get a benefit of at least a 10 dB(A)reduction, thus providing a significant benefit for the significant investment inthe noise wall. These matters will be evaluated during the CCSW PD & EStudy. If mitigation is proposed that does not meet these feasibility teststhen local funding may be required.Earthen berms may be effective in someareas, particularly where parallelbarriers would be necessary to protectimpacted areas on both sides of theproposed improvements. While earthenberms generally provide more cost-effective noise attenuation than otherbarrier materials, they are limited byright-of-way and other engineeringconsiderations (i.e., drainage, access,and future development). Noise walls are most commonly used fornoise abatement. Noise walls typicallyconsist of a masonry-type wall at asufficient height to shield homes from thetraffic noise. One of the most costeffective noise barriers is the use of aberm-wall combination. They tend to beappealing to the eye and less expensiveto construct if sufficient right-of-way isavailable.

When a berm solution is not practical, a wall is typically used without a berm.Two roadways in the Tallahassee area that currently utilize noise barriers toattenuate traffic noise from nearby homes are depicted in the precedingphotographs. Note that there is no one solution in noise barrier design.Location of the wall relative to the noise generator (traffic) and the noisereceiver (a residence) and the actual height of the wall have a significanteffect on the noise attenuation of the wall.The table below illustrates the effect of distance and the use of barriers ofdifferent heights to reduce noise levels. In this case the noise level at 50 feetfrom a typical 4-lane roadway is 69.8 dB(A). The existing background noiselevel is assumed to be 50 dB(A). As noted earlier, a 15 dB(A) change wouldbe grounds for mitigation evaluation under FDOT and FHWA criteria. However,we know that a 5 dB(A) change is a point where the change is noticeable. So

for this illustration, lets say we wanted to try to keep the noise to no more thana 5 dB(A) change, even if the solution had to be locally funded. Thus we wouldlook for ways to keep the noise level to 55 dB(A) or less. The table shows thatthere are various combinations of distance and attenuation to provide a 55dB(A) noise level or lower. This table provides generalized guidance that canbe used in early concept development. Once alternatives are developed,detailed analyses will be undertaken and actual noise levels will be projectedbased on specific conditions associated with each alternative. The “WithoutBarrier” column shows that receivers that are greater than 300 feet from theroadway will experience noise levels less than 55 dB(A) at peak trafficconditions. The “Barrier” columns demonstrate the use of varying barrierheights (set 25 feet from the roadway) and the corresponding sound levels atcertain distances from the roadway. For instance, a residence that is 50 feetfrom the roadway would require a 16 foot barrier in order to achieve a noiselevel of 55 dB(A). The shaded sound levels represent the distances and barrierheight combinations that, under these conditions, would be less than 55 dB(A).The foregoing is for illustration and to provide an approximate guide for earlyconcept development. Many factors can influence the effect of noise attenua-tion. Detailed noise studies will be conducted during the CCSW PD & E Studyto determine expected noise levels and attenuation based upon the actualconditions associated with each alternative.

Blair Stone Road Noise Wall

Thomasville Road Noise Wall

Things to RememberAlthough there are many technical details to be considered in addressing noise,there are a few key facts and rules of thumb that are important to consider inconcept development. These are listed below:�Noise is unwanted sound.�Noise is measured and reported as an average of sound levels over a period

of time.� It takes a dB(A) change of 5 dB(A) for people to really notice the change.�A dB(A) level over 66 should be considered for mitigation.�A significant increase in noise (more than 15 dB(A) increase) should be

avoided by use of mitigation, if necessary.�Noise reduction naturally occurs as distance increases, but it is not linear. The

rate at which noise levels decrease diminishes as distance increases.�Walls and berms can reduce noise significantly; but, height and location are of

critical importance.

Distancefrom Road

50 feet100 feet200 feet300 feet400 feet

Without BarrierSOUND LEVELS (dB(A))

With 8’ Barrier With 16’ BarrierWith 12’ Barrier

69.865.658.854.751.9

59.658.154.551.849.6

56.654.751.749.447.4

54.452.949.947.846

Alignment Selection vs. Noise BarrierEffectiveness for a Typical 4-Lane Roadway

Volume 3March 2007

IntroductionThe purpose of this newsletter is to help you under-stand traffic conditions in the Capital CircleSouthwest (CCSW) study area both today and in the future.

A target year of 2035 has been selected for thefuture traffic forecast because roads must bedesigned to accommodate traffic demand for atleast 20 years after roadway improvements are inplace. CCSW is partially funded for design andright-of-way beginning in year 2015 and is unfund-ed for construction. Even if additional funding wereto emerge and the project schedule was advanced,the first year that major improvements could poten-tially be available is 2015. Therefore, 20 yearsbeyond 2015 yields 2035 as the target traffic yearfor the CCSW Project Development andEnvironment (PD&E) Study. Although 2035 is thetarget year, it should be realized that growth willcontinue past 2035. Even though it is not custom-ary to predict traffic demand beyond the target year,growth can certainly be expected to continue pastthat point. Any consideration of improvements toCCSW should take this fact into consideration.

A detailed traffic study will be undertaken to providerefined analyses and traffic projections for the alter-natives that are developed in this study. Thisnewsletter provides a generalized look at how trafficis working today and what the apparent needs arefor 2035. The detailed study will refine this analysisand include additional intermediate year traffic data.

Although the focus of this newsletter is vehiculartraffic, the CCSW PD&E Study will address allmodes of travel including bicycles, pedestrians,transit, automobiles, and trucks. It is important tostudy all of these modes to give the communitychoices in how they travel and to properly considerthe movement of goods. Although the focus of thispaper is on predicting future traffic needs, othermodes of travel will be addressed as future alterna-tives are developed.

Northbound on CCSW at Springhill Road

Eastbound on Orange Avenue at Springhill Road

Northbound on Springhill Road at Orange Avenue

Existing ConditionsTrafficThe CCSW study area extends from Crawfordville Highway to SR 20(Blountstown Highway), and includes Orange Avenue and Springhill Road.Existing data were obtained for these roadways. Annual Average Daily Traffic vol-umes for year 2006 are shown on the following map.

Hourly traffic variations throughout the day are shown for CCSW, Orange Avenue, and Springhill Road. Similar to other areas ofTallahassee, traffic is much heavier during morning and evening peak hours. This is consistent with typical home-to-work and work-to-home travel patterns.

Today, the roads within the study area generally provide acceptable levels of service. CCSW just south of Blountstown Highway is nearits current capacity. However, improvements are committed which will add capacity in this location.

Information on truck traffic was also collected. Today, trucks comprise approximately 14 percent of the traffic on CCSW and 8 percenton Orange Avenue. The effect of truck traffic on capacity and noise will also be further addressed in the PD&E Study.

Hourly Traffic Variation: CCSW

Traf

fic V

olum

e

Hour of Day12:00 AM

0

500

1000

1500

2000

2500

12:00 PM 12:00 AM

NorthboundKEY

SouthboundTwo-Way

Hourly Traffic Variation: Orange Avenue

Traf

fic V

olum

e

Hour of Day12:00 AM

0

500

1000

1500

2000

2500

12:00 PM 12:00 AM

Hourly Traffic Variation: Springhill RoadTr

affic

Vol

ume

Hour of Day12:00 AM

0

500

1000

1500

2000

2500

12:00 PM 12:00 AM

SafetyCrash information from the last five years was examined to assess the existing crash experience for roadways within the study area. Thetable below lists the number of reported crashes, number of fatalities, and number of injuries for CCSW and Orange Avenue. As shown,CCSW has exceeded the statewide average crash rate each of the last five years. Orange Avenue has exceeded the statewide averagecrash rate twice during the last five years.

A further review of the crash data revealsthe following key findings:�� Rear-end collisions are the most com-

mon type of crash on CCSW andOrange Avenue followed by angle col-lisions and left-turn collisions, respec-tively.

�� Head-on collisions, right-turn colli-sions, and collisions involving pedes-trians were relatively rare.

�� Over 70% of the reported crashes duringthe last five years occurred at intersec-tions (including area of influence) ordriveway access points.

�� A high percentage of the reported colli-sions occurred during daytime hoursunder dry roadway conditions and wereattributed to "careless driving."

There does not appear to be any crashtypes that warrant remedial action at thistime. However, safety information will con-tinue to be evaluated as a part of thisPD&E Study.

Capital Circle SouthwestBlountstown Highway to Crawfordville Road (6.138 miles)

Year 2001 - Year 2005 Crash Data*

Crashes Fatalities

00100

6981687154

8183928370

InjuriesYear

20012002200320042005

2.5822.7103.1902.8382.235

Crash Rate**

1.3081.3011.2631.1201.028

Statewide AverageCrash Rate**

Orange AvenueRankin Avenue to S. Lake Bradford Road (1.072 miles)

Crashes Fatalities

00000

73597

65484

InjuriesYear

20012002200320042005

1.3811.1310.9922.0190.974

Crash Rate**

1.3081.3011.2631.1201.028

Statewide AverageCrash Rate**

*The information in this table is based on traffic crash records provided by the Florida Department of Transportation Safety Office.**The Crash Rate and Statewide Average Crash Rate are in units of crashes per million vehicle-miles.

Other Transportation ModesTransit service, provided by Star Metro, is available in the study area.Two bus routes are offered with service along Orange Avenue fromRankin Avenue to Eisenhower Street and along Rankin Avenue andEisenhower Street. Another route along Rankin Avenue ends at theTallahassee Museum of History and Natural Science. In anticipationof future demand in the area, Star Metro is in the preliminary stagesof planning additional routes offering transportation to the airport aswell as to other large developments in southern Leon County.

Currently, only two sidewalks exist along major roadways in the studyarea: on the north side of Lake Bradford Road stretching from PaulDirac Drive to Pottsdamer Street, and on the east side of SpringhillRoad from the intersection at Orange Avenue south to SpringsaxRoad.

A narrow shoulder exists for bicyclists along major roads such asLake Bradford Road and Orange Avenue. Even though there aresome provisions for bicyclists and pedestrians in the study area, thereis an overall lack of sufficient facilities to provide for effective alterna-tive modes of transportation.

Traffic GrowthPopulation and job growth are major contributors to trafficgrowth. Traffic growth in the study area will occur from residen-tial, commercial, and business development from both withinand outside the study area. Currently, CCSW is planned forwidening from Orange Avenue to the north and fromCrawfordville Road to the east to accommodate traffic growth.

According to the Bureau of Economic and Business Research(BEBR), Leon County's population has increased approximatelyeighty percent over the past 25 years, with more rapid growthoccurring in the northern part of the county. To better balancearea growth, economics, and infrastructure, Leon County isencouraging growth in the southern part of the county. With theexpected rate of growth in southern Leon County, trafficdemand is anticipated to nearly double by 2035 on the primaryroadways within the CCSW study area. Due to this additionaldemand, future roadway improvement needs must beaddressed.

Future Traffic ConditionsBased on review of the various future growth indicators previouslydiscussed, an overall growth rate of 3% is anticipated through 2035along roadways within the CCSW study area. This considers growthfrom within the study area and traffic traveling through the studyarea. At this rate, existing traffic volumes will nearly double by 2035.

The following charts show the relationship between the expectedtraffic demand and the generalized available capacity of the existingroadways. The available capacity of existing roadways will be refinedduring the traffic study phase. These results show that roadwaycapacity enhancements are needed to accommodate future trafficdemand. The detailed traffic studies that will be performed for theCCSW study will identify the timing for the needed roadway improvements.

0%20%40%60%80%

100%120%140%160%180%200%

Orange Avenue Percent Capacity Used

Perc

ent C

apac

ity U

sed

Roadway Location

East ofRankin

West ofSpringhill

Est. Percent ofCapacity Used inYear 2006

Est. Percent of Capacity Used in Year 2035 w/ No Improvements

0%20%40%60%80%

100%120%140%160%180%200%

Springhill Road Percent Capacity Used

Perc

ent C

apac

ity U

sed

Roadway Location

South ofOrange Avenue

North ofCapital Circle



Cumulative Totals in Study Area

PopulationHousing UnitsEmployment

728235433316

Year 2003 Year 2030 Growth per Year952842776761

1.14%0.77%3.85%

0%20%40%60%80%

100%120%140%160%180%200%

CCSW Percent Capacity Used

Perc

ent C

apac

ity U

sed

Roadway Location

South ofBlountstown

Highway

West ofTallahassee

RegionalAirport

West ofSpringhill

Road


West ofCrawfordville

Road


To assess the future transportation needs of the CCSW area, theanticipated traffic growth through design year 2035 is being estimat-ed. Often, historic trends are helpful in projecting the future. However,for the reasons noted previously, historic trends are less helpful inprojecting traffic for the study area. A better measure of future growthis the growth forecast from the long-range transportation model. Thismodel includes expected growth in population and employmentthroughout the area and projects resulting traffic growth and distribu-tion. The table below shows the growth rate for population, housing, and employment for the study area between2003 and 2030.

Population growth will directly affect traffic growth in the CCSW studyarea. Leon County population projections, as documented by theBEBR, show the overall population in Leon County increasing from271,100 in 2005 to 378,100 (medium growth estimate) in 2030 whichis a 40 percent increase over 25 years. This projection results in agrowth rate of 1.6% per year.

Due to its proximity to the CCSW study area, Wakulla County's popu-lation growth will also have an influence on the traffic growth in south-ern Leon County. The BEBR estimates Wakulla County’s populationto grow from 26,900 in 2005 to 48,100 (medium growth estimate) in2030, which is an 80 percent increase over 25 years. This projectionresults in a growth rate of 3.2% per year.

Volume 4March 2007

IntroductionThe Capital Circle Southwest (CCSW) Project Development and Environment (PD&E) Study is committed to identifying opportunities to protect andenhance the quality of water in the study area. In addition, there is a commitment to manage the flow of water (water quantity) so that potential forflooding in the area is reduced. Because of this commitment, the CCSW Study includes a watershed approach. This approach is a much morecomprehensive approach to addressing both water quality and water quantity than is normally undertaken in a PD&E Study. It is called a watershedapproach because water flows and water quality are being studied for a complete watershed area, not just the stormwater from Capital Circle SWitself. This allows consideration of what is occurring upstream and downstream of the study area. The CCSW Study is addressing the Lake MunsonWatershed, which is shown in the picture below. Within the watershed, rainfall flows across land to ditches, streams, wetlands, lakes, and eventuallyunderground.

The important water resources that are affected by stormwater runoff in the Lake Munson Watershed include the Bradford Brook Chain of Lakes(Bradford Brook, Cascade Lake, Lake Minniehaha, Lake Hiawatha, Lake Bradford, and Grassy Lake), Black Swamp, Lake Henrietta, Munson Slough,Lake Munson, and Ames Sink. To determine how enhancements could be implemented to improve water quality for the watershed and to ensure thatthere is beneficial effect on the existing systems, extensive data concerning the existing conditions of the study area’s water resources will becollected and analyzed. The existing water quality varies in each of these resources, with the Bradford Brook Chain of Lakes having good waterquality compared with statewide averages of lakes.

This newsletter addresses several key elements of the watershed approach for CCSW: Surface Water Flow, Existing Water Quality, Potential forImpacts to the Lake Munson Watershed, and Water Management Strategies. The Study Team is in the early stages of data collection, modeling,and understanding how the CCSW project could enhance water quality in the watershed. As project alternatives are developed, alternative watermanagement strategies to enhance the watershed will be evaluated.

Lake Munson Watershed

Surface Water Flow The Lake Munson Watershed islocated in southwest Leon Countyand has a contributing area ofnearly 72 square miles. The existingimpervious area of Capital CircleSW within the study area is approxi-mately 0.04% of the total watershedarea. A maximum 6-lane roadwaywould increase this impervious areato approximately 0.2% of the totalwatershed area. There are bothurban (e.g., downtown City ofTallahassee) and rural (ApalachicolaNational Forest) land uses thatcontribute stormwater runoff to thiswatershed basin. Stormwater runoffis typically conveyed from the northto the south through wetlands,streams, and lakes until it reachesAmes Sink, where it goes to theunderlying aquifer. Within the LakeMunson Watershed, the FloridaDepartment of EnvironmentalProtection defines several smallerwatersheds. Within the CCSW

project area these watersheds include the Bradford BrookChain of Lakes Basin, Munson Slough, Central DrainageDitch, and East Drainage Ditch. The Bradford Brook Chainof Lakes Basin is located in southwest Tallahassee anddrains areas west and north of the CCSW Study Area.Bradford Brook begins in the forested areas west ofTallahassee, where minimal urbanization has occurred.The West Drainage Ditch, Munson Slough and the Centraland East Drainage Ditches capture water from much ofurbanized Tallahassee.

Under normal circumstances, Bradford Brook flows intoCascade Lake, Lake Hiawatha, and then Lake Bradford.The West Drainage Ditch (north of Lake Bradford) drainsinto Munson Slough and/or Grassy Lake, depending onflow level, and water flows through Black Swamp to LakeHenrietta and then to Lake Munson. The Central and EastDitches enter Munson Slough and Lake Henrietta, respec-tively. Lake Munson discharges to a slough that carrieswater to Ames Sink, where the water goes to theunderlying aquifer. The general flow patterns in the studyarea are shown in the picture to the right.

Factors that influence the quantity of stormwater from arainfall event include soil conditions (e.g., wet or dryseason), amount of rainfall, how fast the rain comes down,and how long it rains. The location of the storm has asignificant effect on the flow because although it may beraining hard in one area of the basin, it may only be

General Flow Pattern

Reverse Flow

drizzling or not raining at all in another area. These factorsand the size of the basin affect the path that stormwaterwill follow. In other words, not all storm events will result inthe same flow pattern (quantities and paths). In order toaccurately characterize the effects of rainfall on waterquality, the watershed-based model, which is being used inthis study, considers all of these factors. Studies will beconducted to determine historic water levels in BlackSwamp and Grassy Lake. This will provide some basis forunderstanding historic or future flooding potential.

Lake Bradford provides a good illustration of the effects ofthe factors described above. During periods of low rainfall(dry season), Lake Bradford becomes the low point withinthe Chain of Lakes. Hence, the direction of flow following arainfall event will initially be from Cascade Lake to LakeBradford (west to east) and then the general flow pattern isreversed so that Grassy Lake flows to Lake Bradford (eastto west) which is shown in the picture to the left. Oncewater levels in Lake Bradford rise above an elevation of 34feet, the general flow pattern resumes so that LakeBradford flows into Grassy Lake and then Grassy Lakeflows into Munson Slough. In 2006, Leon Countyconducted a study to look at flows and stages within theChain of Lakes and found that the direction of surface flowcan change based on the initial lake stages and on thelocation and amount of rainfall that occurs.

Existing Water QualityWater quality parameters that are important in evaluating the health of waterbodies include:�� Dissolved oxygen

Biochemical oxygen demand�� Nutrients (total phosphorus, total nitrogen, total Kjeldahl nitrogen,

orthophosphate and chlorophyll-a) �� Turbidity�� Suspended sediments�� Oils and greases �� MetalsThe CCSW team has compiled and analyzed the extensive amount of waterquality data that are available for the water bodies within the Lake MunsonWatershed. Florida Department of Environmental Protection data (compliedfrom city, county, and Lakewatch) from 79 data collection stations have beenreviewed.

Bradford Brook Chain of Lakes - The Bradford Brook Chain of Lakes havegood water quality with respect to nutrient levels and chlorophyll-a.However, because flow reversal can occur from West Ditch into LakeBradford, Lake Bradford is vulnerable to nitrogen and phosphorus inputsfrom urban areas. These inputs can cause more intense and frequent algalblooms. The urban ditches entering the Munson Slough Basin arecontributing elevated levels of phosphorus to the Bradford Brook Chain ofLakes through the West Ditch and to Lake Munson through the Central andEast Ditches. Bradford Brook phosphorus has remained at low levels.

Potential for Impacts to the Lake Munson WatershedWater quality is affected by both natural and man-made factors. Withinthis watershed, one of the greatest impacts to water quality results fromthe urbanization of the watershed. Man-induced sources of pollutionthat can impair surface and groundwater include:�� Stormwater runoff from streets, parking lots, and buildings that

contribute oils, greases, and heavy metals to the downstreamreceiving waters. For most of the study area, there are no existingstormwater management facilities along the existing roadways. Asshown in the picture to the right, stormwater discharges at severalpoints along the roadways, directly to Lake Hiawatha, Grassy Lake,Black Swamp, and Munson Slough.

�� Fertilizers, pesticides, and herbicides which are used on lawns andlandscaped areas or in agricultural areas can contribute high levelsof nutrients and contaminate water bodies.

�� Septic systems for waste disposal which are used in numerousexisting residential areas within the study area. Some of thesesystems are old and studies show that if these systems are notinstalled properly or maintained, they can contribute greatly toreduced water quality. This is especially important in the areas southof Orange Avenue where extensive areas of karst topography occur.Karst topography occurs where the underlying limestone is at orclose to the surface and when exposed to water dissolution of thelimestone could occur. The limestone develops holes which allowsurface waters to flow directly into the underground aquifer. Currentstudies on the effects of the runoff from Lake Munson basin onWakulla Springs describe the Karst topography as a “swiss cheese”of interconnected sinkholes, caves, and freeway-size tunnels thatcarry water underground (Florida Springs Web page). These areasare highly vulnerable to pollution.

�� Known sources of contamination in the project area includingpermitted and historic landfill/dump sites. There is a Superfund site

Direct Stormwater Discharge

KEY

Stormwater Dischargeswhich is in close proximity to the Central Drainage Ditch. Other illegaldumping activities have occurred within Black Swamp.

�� Sedimentation from stormwater runoff often carries with it high levels ofnutrients, metals, suspended solids, and oils and greases, impairingwater quality.

The existing data indicate that the Bradford Brook Chain of Lakes arelow in phosphorus, while the ditches are high in phosphorus.Continued contribution of water high in phosphorus could result in agradual eutrophication in the lower Bradford Brook Chain of Lakes.Eutrophication occurs when a water body becomes nutrient enriched;this enrichment stimulates the growth of aquatic plants, whichdepletes the dissolved oxygen in the water.

Lake Munson and Munson Slough (including Lake Henrietta) -While the water quality of the Bradford Brook Chain of Lakes is good,the Lake Munson quality is poor. Historic inputs of sewage anduntreated stormwater runoff have left Lake Munson in a hypereu-trophic state with elevated algal growth, high nutrients, high biochem-ical oxygen demand, and low dissolved oxygen levels. MunsonSlough, located above Lake Munson, is deficient in dissolved oxygen.When water quality is deficient, the Environmental Protection Agency(EPA) defines criteria called Total Maximum Daily Loads, which sets astandard that requires local remedial solutions designed to achievethe standard. Total Maximum Daily Load levels are scheduled to beset for these two areas this year. The EPA has already establishedTotal Maximum Daily Loads for the Central Ditch for total nitrogen,fecal coliforms, and total coliforms, and for the East Ditch for fecalcoliforms and total coliforms. The Total Maximum Daily Loads willaffect how stormwater management systems are designed for allfuture construction that affect these resources.

Water Management StrategiesA surface water management system will be developedas part of this CCSW Study to enhance and to comple-ment other ongoing efforts to improve water quality inthe watershed. Several projects are planned or areunderway to enhance the water quality of this basin,including the planned regional stormwater manage-ment facilities in conjunction with the Capital CircleNW/SW project and the Lake Henrietta restoration.Regional stormwater management facilities will beconstructed to provide water quality treatment andcontrol the volume of stormwater discharge. Thesesystems are currently being designed. The LakeHenrietta restoration was constructed to provide waterquality treatment and restore flood storage areaupstream of Lake Munson. Other water managementstrategies that may be considered as this studycontinues include:

�� Utilizing shallow dry detention areas or lineddetention areas in Karst regions to minimize orprevent the potential for groundwater contamination

�� Constructing wet ponds with littoral plantings andother aesthetic features

�� Providing stormwater treatment in areas where thereis currently no treatment, thus eliminating the directdischarge of stormwater runoff

�� Construction of wetland treatment systems toreduce nutrient loads

�� Restoring a more natural stream flow in the WestDrainage Ditch and/or Black Swamp

�� Designing structural controls to regulate flow �� Using state-of-the-art stormwater management

devices that reduce sedimentation, trash, or othersuspended solids from entering the water body

�� Placement of control structures to prevent hazmatspills from entering the water bodies

�� Considering the use of vegetation for nutrientremoval treatment before attenuation

Wetland Treatment Areas

!&&#%"$’ "

Concepts Charrette CommentsNorthern Corridor CommentsCentral Corridor Comments

Concepts Charrette Comments Comments from the Corridor Portion of the Concepts Charrette

Day 1 May 10, 2007

The following comments were recorded by KHA or a citizen participating during the interactive session.

Existing Corridor

• Widening the existing alignment will minimize environment damage

• Widening the existing alignment will minimize traffic disturbance

• A buffer area along the alignment using parks and bike lanes is ideal

• A high bridge at Lake Cascade that is boat compatible is possible

• Concern with existing houses (near Crawfordville)

• Bring Waste Water Plant up to current standards

• There is a concern about the availability of right of way surrounding the existing

alignment

• Avoid Sewage Treatment Plant

• Improvements cannot be cheap

• No Build

• Pay residents for relocation

• Compensation for road next to houses

• Minimize impact to existing homes (Crawfordville Rd. area)

• While drawing this corridor making preservation of forest land a priority over

airport property was a consideration

• Buy out Rental Car Business

• There is a need for a technical solution to Cascade Crossing

• This corridor would have fewer residential impacts

• Widening the existing alignment would provide better access to the airport

• Protecting karst features is a priority

• While drawing this corridor making preservation of commercial land a priority

over airport property was a consideration

Northern Corridor Comments from the Corridor Portion of the Concepts Charrette

• There is a need for a four lane facility through this area

• Provide access to Innovation Park and Intramural Fields

• Protecting lakes and wetlands is a consideration

• Protect neighborhoods


• No Build



Central Corridor Comments from the Corridor portion of the Concepts Charrette

• Black Swamp is made up of lower quality wetlands

• Restoring the quality of Black Swamp is possible in this corridor

• Avoid neighborhoods

• Protect lakes & wetlands- Lake Bradford is pristine

• This corridor allows for minimal swamp impacts


• Abandon existing CCSW East of Airport

• Impacts from existing septic tanks


• No Build

• Including 4-laning of Springhill Road in the study for cost only



• There is a need for a technical solution to Cascade Crossing

• This corridor would have fewer residential impacts

• Widening the existing alignment would provide better access to the airport

• Protecting karst features is a priority

• While drawing this corridor making preservation of commercial land a priority

over airport property was a consideration

Northern Corridor Comments from the Corridor Portion of the Concepts Charrette

• There is a need for a four lane facility through this area

• Provide access to Innovation Park and Intramural Fields

• Protecting lakes and wetlands is a consideration

• Protect neighborhoods


• No Build



Central Corridor Comments from the Corridor portion of the Concepts Charrette

• Black Swamp is made up of lower quality wetlands

• Restoring the quality of Black Swamp is possible in this corridor

• Avoid neighborhoods

• Protect lakes & wetlands- Lake Bradford is pristine

• This corridor allows for minimal swamp impacts


• Abandon existing CCSW East of Airport

• Impacts from existing septic tanks


• No Build

• Including 4-laning of Springhill Road in the study for cost only



View Development of Corridor Alternatives Report - Blueprint2000

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Transcript of View Development of Corridor Alternatives Report - Blueprint2000