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Table of Contents
List of Figures ........................................................................................................................................................................... iii
List of Tables............................................................................................................................................................................... v
1
2
INTRODUCTION ............................................................................................................................................................. 1
1.1
Study Area ..................................................................................................................................................... 2
1.2
Project Visioning Team (PVT) Project Kick-Off Meeting ............................................................ 3
2.1
Transportation System Characteristics ............................................................................................. 4
Existing Conditions (Data Collection) ................................................................................................................... 4
2.1.1 Roadway Characteristics ......................................................................................................................... 4
2.1.2 Roadway Classification ............................................................................................................................ 5
2.1.3 Street Cross-Section .................................................................................................................................. 6
2.1.4 Parking ............................................................................................................................................................ 8
2.1.5 Pedestrian and Bicycle Facilities .......................................................................................................... 8
2.1.6 Transit ........................................................................................................................................................... 10
2.1.7 Transportation Demand Management (TDM).............................................................................. 11
2.1.8 Bike-On-Bus ................................................................................................................................................ 11
2.2
Existing Travel Demand Characteristics ......................................................................................... 12
2.2.1 Traffic Volumes (Annual Average Daily Traffic – AADT) ......................................................... 12
2.2.2 Activity Centers ......................................................................................................................................... 13
2.2.3 Turning Movement Counts ................................................................................................................... 14
2.2.4 Transit Ridership ...................................................................................................................................... 14
2.2.5 Pedestrian and Bicycle Traffic............................................................................................................. 17
2.3
Corridor Operations Summary ........................................................................................................... 18
2.4
Land Use/Community Characteristics ................................ Error! Bookmark not defined.
2.6
Identification Summary of Issues and Constraints ..................................................................... 29
2.3.1 Safety ............................................................................................................................................................. 21
2.5
3
Soils and Flood Maps............................................................................................................................... 29
Planning Review/Needs Assessment .................................................................................................................. 31
3.1
Review of Previous Plans ...................................................................................................................... 31
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MARCH 2015
3.1.1 City of Ocala Annual Plan – 2012 Community Development Block Grant (CDBG)
Action Plan (2012) ................................................................................................................................................ 31
3.1.2 City of Ocala Downtown Master Plan (2004)................................................................................ 31
3.1.3 City of Ocala Parking Study and Master Plan (2010)................................................................. 32
3.1.4 City of Ocala Recreation & Parks Master Plan (2010) ............................................................... 32
3.1.5 Ocala/Marion Design Guidelines – Bicycle/Pedestrian Master Plan Update (2004) ... 33
3.1.6 Ocala 2035 Vision Plan (2010) ........................................................................................................... 33
3.1.7 2008-2012 Traffic Counts & Trends Manual (2012) ................................................................. 34
3.1.8 Tuscawilla Park Master Plan (2014) ................................................................................................ 35
3.1.9 FDOT Traffic Operation and Access Management Improvements (2014) ....................... 34
3.1.10 FDOT Roadway Study: SR 40 from Magnolia Avenue to NE 1st Avenue (2014) ............. 35
3.2
Understanding the Project Purpose and Need ............................................................................. 35
3.2.1 Understanding the Streetside .............................................................................................................. 37
3.2.2 Best Practices ............................................................................................................................................. 38
4
3.3
Baseline Future Conditions Needs Assessment ........................................................................... 42
4.1
Initial Concept Plans & Exhibits ......................................................................................................... 45
Alternatives Identification/Development ......................................................................................................... 45
4.1.1 Alternative A – Raised Median Concept .......................................................................................... 46
4.1.2 Alternative B – Lane Reduction Concept ........................................................................................ 49
4.1.3 Conceptual Ocala Downtown Park Block Intersection Alternatives ................................... 52
4.2
Preliminary Assessment of Alternatives ......................................................................................... 54
4.2.1 Planning-Level Cost Estimates ............................................................................................................ 57
5
6
4.2.2 TransValU Tool Analysis........................................................................................................................ 60
ALTERNATIVES DEVELOPMENT MEETING ..................................................................................................... 61
SELECT ALTERNATIVES AND NEXT STEPS ..................................................................................................... 62
6.1
6.2
Selected Improvement Strategies Recommended for Further Analysis............................ 62
Next Steps .................................................................................................................................................... 64
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List of Figures
Figure 1: Project Study Area ............................................................................................................................................... 2
Figure 2: Functional Classification System ................................................................................................................... 5
Figure 3: Existing Lane Configuration ............................................................................................................................ 6
Figure 4: SR 40/Silver Springs Boulevard Typical Cross Section, 90’ ROW (US 441 to Osceola
Avenue)........................................................................................................................................................................................ 7
Figure 5: SR 40/Silver Springs Boulevard Typical Cross Section, 80’ ROW (Osceola Avenue to US
441) ............................................................................................................................................................................................... 7
Figure 6: Existing Sidewalk (Pedestrian) Network ................................................................................................... 9
Figure 7: Regional Bike Trail Facilities ........................................................................................................................... 9
Figure 8: SunTran Bus Routes in the City of Ocala. ................................................................................................. 10
Figure 9: 2013 Annual Average Daily Traffic (AADT) ............................................................................................ 12
Figure 10: Existing Activity Centers .............................................................................................................................. 13
Figure 11: Existing Year (2014) Turning Movement Volumes – AM Peak .................................................... 15
Figure 12: Existing Year (2014) Turning Movement Volumes – PM Peak .................................................... 16
Figure 13: 2013 Automobile Level of Service Map .................................................................................................. 19
Figure 14: 2013 Pedestrian Level of Service Map.................................................................................................... 19
Figure 15: 2013 Bicycle Level of Service Map ........................................................................................................... 20
Figure 16: 2013 Transit Level of Service Map ........................................................................................................... 20
Figure 17: 2008 – 2012 Auto Crash Map ..................................................................................................................... 21
Figure 18: High Crash Locations ..................................................................................................................................... 22
Figure 19: 2008 – 2012 Bicycle and Pedestrian Crash Map ................................................................................ 25
Figure 20: Zoning Map......................................................................................................................................................... 26
Figure 21: 2012 Generalized Existing Land Use Map ............................................................................................. 27
Figure 22: City of Ocala Future Land Use Map .......................................................................................................... 28
Figure 23: Soils and Special Flood Hazard Area Map ............................................................................................. 29
Figure 24: Typical cross section of a walkable urban thoroughfare ................................................................ 37
Figure 25: The components of a Streetside. ............................................................................................................... 38
Figure 24: 2035 Automobile Level of Service ............................................................................................................ 43
Figure 25: 2035 Pedestrian Level of Service.............................................................................................................. 43
Figure 26: 2035 Bicycle Level of Service ..................................................................................................................... 44
Figure 27: 2035 Transit Level of Service ..................................................................................................................... 44
Figure 28: Alternative A - Typical Cross Section, 90’ ROW (US 441 to Osceola Avenue) ........................ 46
Figure 29: Alternative A - Typical Cross Section, 80’ ROW (Osceola Avenue to NE 8th Avenue) ......... 47
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MARCH 2015
Figure 30: Alternative A – Conceptual Corridor Plan ............................................................................................. 48
Figure 31: Alternative B - Typical Cross Section, 90’ ROW (US 441 to Osceola Avenue) ........................ 49
Figure 32: Alternative B - Typical Cross Section, 90’ ROW (US 441 to Osceola Avenue) ........................ 50
Figure 33: Alternative B – Conceptual Corridor Plan ............................................................................................. 51
Figure 34: Ocala Downtown Square Block – Option 1 ........................................................................................... 52
Figure 35: Ocala Downtown Square Block – Option 2 ........................................................................................... 53
Figure 36: Ocala Downtown Square Block – Option 3 ........................................................................................... 53
Figure 37: Ocala Downtown Square Block – Option 4 ........................................................................................... 54
Figure 38: Specific Location of Improvements.......................................................................................................... 62
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List of Tables
Table 1: SunTran Annual Ridership (2008-2012) ................................................................................................... 14
Table 2: Total Pedestrians Crossing Approach During A.M. Peak Hours ....................................................... 17
Table 3: Total Pedestrians Crossing Approach During P.M. Peak Hours ....................................................... 17
Table 4: LOS Criteria for Signalized and Unsignalized Intersections ............................................................... 18
Table 5: Five Year Crash Summary (2008-2012)..................................................................................................... 22
Table 6: High Crash Intersections................................................................................................................................... 23
Table 7: Crash Types (2008-2012) ................................................................................................................................ 24
Table 8: Contributing Factors to Crashes .................................................................................................................... 24
Table 9: Bicycle and Pedestrian Crashes (2008-2012).......................................................................................... 25
Table 10: Designing Walkable Urban Thoroughfares Best Practices Comparison Chart ........................ 39
Table 11: Synchro Assessment of Initial Concept Alternatives (AM Peak Hour)........................................ 55
Table 12: Synchro Assessment of Initial Concept Alternatives (PM Peak Hour) ........................................ 56
Table 13: Recommended Improvement Strategies ................................................................................................. 63
List of Appendices
Appendix A: TransValU Benefit Cost Analysis
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MARCH 2015
1 INTRODUCTION
Bisecting downtown Ocala, Florida, SR 40 (Silver Springs Boulevard) is currently a state-maintained
road that provides one of the few east-west movements through the City of Ocala. At the request of
the Ocala/Marion County Transportation Planning Organization (TPO), the SR 40 (Silver Springs
Boulevard) Concept Development Planning Study was initiated by the Florida Department of
Transportation (FDOT/the Department) District 5 to develop potential solutions that would result
in the establishment of a livable and walkable multi-modal thoroughfare through the heart of
downtown Ocala. Of primary importance is to reconfigure the corridor as a Context-Sensitive
Street, enhancing safety and connectivity for pedestrians and bicyclists.
The focus of the SR 40 (Silver Springs Boulevard) Concept Development Planning Study is to
develop and evaluate alternative improvement concepts with sufficient detail to support advancing
an improvement plan or series of improvements into the design phase. The final product of this
evaluation is a Corridor Development Plan, which will identify a recommended improvement plan
to be phased over time. The planning process culminating in a Corridor Development Plan will
proceed through a series of three tasks, as shown below:
•
•
•
Task 1.0: Define and Select Alternatives
Task 2.0: Concept Development/Identify Improvement Recommendations
Task 3.0: Corridor Development Plan
This Corridor Alternatives and Strategies Report
provides a synopsis of the SR 40 (Silver Springs
Boulevard) Concept Development Planning Study's
corridor planning process followed in Task 1.0. The
major sections of the Corridor Alternatives and
Strategies Report are provided below:
•
•
•
•
•
•
Project Overview and Study Area
Existing Conditions (Data Collection)
Planning Review and Needs Assessment
Alternatives Identification and Development
Alternatives Development Meeting
Select Alternatives and Next Steps
SR 40/Silver Springs Boulevard is an arterial
thoroughfare that bisects downtown Ocala.
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1.1
Study Area
The study area stretches approximately 0.65 miles and is centered on SR 40 (Silver Springs
Boulevard) in downtown Ocala, from US 441 on the west to NE 8th Avenue on the east. Within the
project limits, the SR 40 (Silver Springs Boulevard) corridor has two distinct segments.
Extending from US 441 (milepost 0.000) to Osceola Avenue (milepost 0.320), the west segment is a
four-lane urban cross-section with a divided median and curb & gutter system. The east segment,
extending from Osceola Avenue (milepost 0.320) to NE 8th Avenue (milepost 0.633), is a four-lane
urban cross-section with a continuous center turn lane and curb & gutter system. There are 12
intersecting north-south roadways within the study area's limits. These roadway intersections are
outlined below.
•
•
•
•
•
•
•
•
•
•
•
•
•
US 441/Pine Avenue (signalized)
NW 3rd Avenue (unsignalized)
NW 2nd Avenue (signalized)
NW 1st Avenue (signalized)
Magnolia Avenue (signalized)
NE 1st Avenue (signalized)
NE Osceola Avenue (unsignalized)
NE 3rd Avenue (unsignalized
NE Watula Avenue (signalized)
NE Tuscawilla Avenue (unsignalized)
NE Sanchez Avenue (unsignalized)
SE 7th Terrace (unsignalized)
NE 8th Avenue (signalized)
Intersection of SR 40 and Magnolia Avenue.
Figure 1: Project Study Area
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MARCH 2015
1.2
Project Visioning Team (PVT) Project Kick-Off Meeting
On March 13, 2014, the SR 40 (Silver Springs Boulevard) Downtown Ocala Corridor Development
Planning Study Project Visioning Team (PVT) project kick-off meeting was held. Attendees included
Judy Pizzo of FDOT; Martha Moore and Scott Clem of Ghyabi & Associates, Inc.; Greg Slay with the
Ocala/Marion County TPO; and Mike Daniels, Oscar Tovar, Tony Chau, Darren Park, Sean Lanier,
Catherine Cameron, Janie Pope and Marc Mondell with the City of Ocala.
During the meeting, an overview of the project's purpose, schedule and limits were given. It was
suggested by the PVT that meetings also be held with two active business groups – the Downtown
Business Association (DBA) and the North Magnolia Merchants Association. In addition, several
items that would impact the outcome of the study were introduced by the PVT. These items
included:
•
•
•
•
•
•
•
•
The City is implementing new Wayfinding Signage for the downtown area.
Turning movement counts will be collected at five signalized intersections along the SR
40/Silver Springs Boulevard corridor. The NW 2nd Avenue signal will be removed.
The Magnolia Avenue/NE 1st Avenue one way pair will be converted to two-way operation.
Left-turn lanes will be added at Magnolia Avenue.
The City would like to consider an option with a lane reduction to two lanes with parallel
parking and 11-foot sidewalks. Traffic could be diverted to US 27 and 17th Street (SR 464) as
parallel routes.
It was suggested that the signal timing could be changed to slow traffic on the corridor.
The Downtown Park currently holds ten concerts per year with 3,000-3,500 visitors. The
long-term vision is for events with an attendance of 20,000-25,000.
Three major events are held along the corridor – Christmas Parade, Light Up Ocala, and Dr.
Martin Luther King, Jr. Day Parade.
The railroad corridor along Osceola Avenue will be converted into a Linear Park. The Linear
Park will serve as a connector to the Downtown Park and Tuscawilla Park.
Looking south at the SR 40/Osceola Avenue intersection.
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2 Existing Conditions (Data Collection)
2.1
Transportation System Characteristics
This section provides an inventory of the SR 40/Silver Springs Boulevard study area’s existing
transportation system, including:
•
•
•
2.1.1
Roadway characteristics
Pedestrian and bicycle facilities
Transit
Roadway Characteristics
SR 40/Silver Springs Boulevard is the only major
east-west route that travels through the City of
Ocala. The corridor study area begins at the US
441/Pine Avenue intersection to the west at a
relatively flat grade. After passing the NW 2nd
Avenue intersection, the elevation of the
roadway increases before cresting at the
Magnolia Avenue intersection. From there it
remains relatively flat throughout the study area,
which ends at the NE 8th Avenue intersection to
the east. Within the study area, the posted speed
limit on SR 40/Silver Springs Boulevard is 30 Looking west along SR 40 at the Magnolia Avenue
mph from US 441/Pine Avenue to Watula Avenue intersection.
and 35 mph from Watula Avenue to NE 8th
Avenue.
Looking east along SR 40 from SE Tuscawilla Avenue.
Looking west along SR 40 towards Watula Avenue.
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2.1.2
Roadway Classification
The Federal Highway Administration’s roadway functional classification system is organized as a
hierarchy of facilities, based on the degree to which the roadway serves mobility for through traffic
and access to adjacent land uses. Freeways and interstate highways, at the top of the hierarchy, are
devoted exclusively to vehicle mobility with no direct access to adjacent land. Arterials and
collectors provide some level of mobility for both through traffic and access to adjacent land uses.
Local roads offer the lowest level of mobility.
Figure 2 depicts the functional classifications of the roadways in the study area. SR 40/Silver
Springs Boulevard is classified as Urban Other Principal Arterial and, within project limits, is a fourlane facility with a median from US 441/Pine Avenue to Osceola Avenue and a center turn lane from
Osceola Avenue to NE 8th Avenue. Any roadway that is classified as a major urban collector or above
is part of the federal-aid highway system. As a principal arterial, SR 40/Silver Springs Boulevard is
part of the federal-aid highway system and is therefore eligible for a variety of federal funding
programs. Additional information on federal funding programs and requirements will be discussed
as part of the implementation phase of this plan.
Figure 2: Functional Classification System
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MARCH 2015
2.1.3
Street Cross-Section
The existing lane configuration for study area roads is depicted in Figure 3. As stated earlier, SR
40/Silver Springs Boulevard is a four-lane urban section with a median west of Osceola Avenue and
a painted center turn lane east of Osceola Avenue. The right of way between the US 441/Pine
Avenue and Osceola Avenue/Watula Avenue block varies with a minimum width of 90 feet. This
section has four, on average twelve-foot wide through lanes, a 19-foot raised median, and Type F
curb and gutter on each side. For the section of SR 40/Silver Springs Boulevard between Watula
Avenue and NE 8th Avenue, the right of way has a minimum width of 80 feet. In this section, there
are four, twelve -foot wide travel lanes; a 13-foot painted median, and Type F curb and gutter on
each side. There are five-foot sidewalks on both sides of the corridor. Figures 4 and 5 depict the
typical cross sections for SR 40/Silver Springs Boulevard within the study area.
Figure 3: Existing Lane Configuration
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Figure 4: SR 40/Silver Springs Boulevard Typical Cross Section, 90’ ROW (US 441 to Osceola Avenue)
Figure 5: SR 40/Silver Springs Boulevard Typical Cross Section, 80’ ROW (Osceola Avenue to US 441)
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2.1.4
Parking
There is no on-street parking available along the SR 40 corridor within the study area. As can be
seen in the adjacent photograph, the roadway is constrained and lacks the necessary right of way.
SR 40/Silver Springs Boulevard is a constrained with no on-street parking available in the study area.
2.1.5
Pedestrian and Bicycle Facilities
Figure 6 maps the overall pedestrian infrastructure in the study area. There are four pedestrian
refuges within the study area. These refuges are located in the raised medians at the NW 2nd
Avenue, NW 1st Avenue, Magnolia Avenue and NE 1st Avenue signalized intersections. Due to the
width of SR 40/Silver Springs Boulevard through the downtown district, they serve as a safe harbor
where pedestrians can stop before finishing crossing corridor.
In addition, there is an active railroad crossing at the intersection of SR 40/Silver Springs Boulevard
and Osceola Avenue. The Florida Northern Railroad operates this railroad track in the center of
Osceola Avenue. Osceola Avenue is owned by the railroad and the City of Ocala has an easement to
use the roadway. In 2012, the City of Ocala was awarded a $2.2 million federal grant to realign the
Florida Northern Railroad on Osceola Avenue from NE 5th Street to SE 3rd Street. This grant
required a 10% match of $220,000, to be shared among the City of Ocala, the Florida Northern
Railroad and the Department. This project is intended to facilitate the redevelopment of Osceola
Avenue into an $800,000 to $1.2 million linear park, encouraging pedestrian and bicycle activity
between City Hall on the south side of SR 40/Silver Springs Boulevard and Tuscawilla Park on the
north side. Fencing and landscaping will be provided to buffer pedestrians and bicyclists from the
railroad tracks.
Currently, there are no bike lanes on SR 40/Silver Springs Boulevard within project limits. Figure 7
depicts existing and recommended on-road bicycle and shared use facilities in the region.
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MARCH 2015
Figure 6: Existing Sidewalk (Pedestrian) Network
Figure 7: Regional Bike Trail Facilities
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MARCH 2015
2.1.6
Transit
Transit service in the Ocala-Marion County region is provided by SunTran. Although SunTran’s
Central Transfer Station (Ocala Union Station) is located five blocks north of the study area, there is
limited service available on SR 40/Silver Springs Boulevard.
The only service that is available on SR 40/Silver Springs Boulevard within project limits is the
Yellow A Route #6, which runs westbound only from the Central Transfer Station to Paddock Mall
in the southwest region of the city. Route #6A operates between 5:00 a.m. and 9:25 p.m. with
headways ranging from 120 minutes to 140 minutes, depending on the time of day. The Purple
Route #3, which connects the Central Transfer Station to West Ocala, utilizes westbound SR
40/Silver Springs Boulevard between Magnolia Avenue and US 441/Pine Avenue. The Purple Route
#3 operates between 5:00 a.m. and 10:00 p.m., with headways ranging from 60 minutes to 70
minutes, depending on the time of day. Two additional SunTran routes cross the study area to
access the Central Transfer Station. The Orange Route #4 utilizes the Magnolia Avenue/NE 1st
Avenue one-way pair to provide service to the southwest region of the city and the Blue Route #2
utilizes Watula Avenue to provide service to the southeast region of Ocala. There is no other transit
service available along the corridor. A schematic diagram of transit service provided by SunTran in
the region is included as Figure 8. There is one bus stop in the study area located just west of SE 7th
Avenue in the westbound direction. This bus stop consists of a simple pole and sign with no
additional infrastructure provided.
Figure 8: SunTran Bus Routes in the City of Ocala.
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MARCH 2015
2.1.7
Transportation Demand Management (TDM)
TDM refers to programs that reduce single occupancy vehicle trips between home and work such as
rideshare matching, cash incentives for car pool, encouraging walking and biking, telecommuting
and employer subsidized transit passes. The most effective TDM programs are managed by
transportation management associations (TMA) which are non-profit organizations established by
private and public employers in a particular geographic area, such as a downtown, mall, hospital or
industrial park. TMAs provide an institutional framework for implementing TDM programs and are
usually more cost effective than programs managed by individual employers.
A goal of the Comprehensive Plan for the City of Ocala is “Promoting walking and biking as safe and
viable modes of transportation.” To that end, the City has developed a policy that requires all road
expansion projects within the city limits to include pedestrian and bike facilities. They have also
dedicated one percent of the annual road budget (new construction and Operations & Maintenance)
to the design, construction and maintenance of on and off-road bicycle facilities within the City.
2.1.8
Bike-On-Bus
Through this commute-alternative program, each SunTran bus is equipped with two bicycle racks,
providing riders the opportunity to bring their bicycles onboard. This encourages multi-modal use
by allowing riders to utilize their bicycles on all routes to work, school and shopping.
Magnolia Avenue looking south towards SR 40/Silver
Springs Boulevard intersection.
Downtown Square is a major activity center within
the study area.
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MARCH 2015
2.2
Existing Travel Demand Characteristics
This section provides information on travel demand in the study area and the transportation
system’s response to it. Subsections include:
•
•
•
•
•
2.2.1
Traffic volumes (Annual Average Daily Traffic, hourly variations)
Activity Centers
Turning movement counts
Transit ridership
Pedestrian and bicycle traffic
Traffic Volumes (Annual Average Daily Traffic – AADT)
Annual Average Daily Traffic (AADT) is the total volume on a highway segment/section for one year
divided by the number of days in the year and is a useful and simple measurement of the how busy
it is on a road. Figure 9 provides the 2013 AADT for area roadways: based on the traffic volumes
depicted, SR 40/Silver Springs Boulevard is the only east-west major corridor in the project
vicinity. US 441/Pine Avenue is the major north-south corridor although the Magnolia Avenue/NE
1st Avenue one-way pair and NE 8th Avenue also contribute to the traffic volumes on SR 40/Silver
Springs Boulevard. In addition, according to the 2008-2012 Traffic Counts & Trends Manual by the
Ocala/Marion County TPO, the study area is considered a low freight traffic corridor.
Figure 9: 2013 Annual Average Daily Traffic (AADT)
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MARCH 2015
2.2.2
Activity Centers
Figure 10 displays the activity centers located
within the corridor. Major activity centers
include the Marion County Judicial Center and
Ocala Downtown Square. Major activity centers
within walking distance of the SR 40/Silver
Springs Boulevard corridor include: Tuscawilla
Park, Ocala Union Station/SunTran Central
Transfer Station, Ocala City Hall and Citizens
Circle. Ocala Downtown Park currently holds ten
concerts per year, attracting 3,000 to 3,500
visitors. The City of Ocala’s long term vision is for
events with 20,000 to 25,000 in attendance.
Serving the horse farms of Marion County, Seminole
Feed has operated a large mill along Watula Avenue,
Furthermore, the 2004 City of Ocala Downtown just north of SR 40, since 1968.
Master Plan identified six large parcels in the
vicinity of the study area as Catalytic Opportunity Sites for their future development potential. Two
of those sites, the Chamber of Commerce and Library sites, are within study area limits. Additional
sites are located along the Osceola Avenue corridor, which the City of Ocala intends to convert into
a linear pedestrian park and dedicated north-south bicycle corridor.
Figure 10: Existing Activity Centers
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MARCH 2015
2.2.3
Turning Movement Counts
Turning movement counts at major study area intersections were conducted in summer 2014
during the a.m. and p.m. peak periods, as listed below and depicted in Figures 11 and 12. The
following signalized intersections, listed from west to east, are analyzed in this section.
•
•
•
•
•
•
2.2.4
SR 40 at US 441
SR 40 at NW 1st Avenue
SR 40 at Magnolia Avenue
SR 40 at Osceola Avenue
SR 40 at Watula Avenue
SR 40 at NE 8th Avenue
Transit Ridership
SunTran currently operates a fleet of ten
vehicles on six routes. Daily ridership currently
averages 1,459 passengers per day in 2012.
Table 1 represents the average number of
individual riders on weekdays and weekend
days for the years from 2008 to 2012. Transit
ridership information by route is not available
for SunTran service.
Table 1: SunTran Annual Ridership (2008-2012)
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Figure 11: Existing Year (2014) Turning Movement Volumes – AM Peak
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Figure 12: Existing Year (2014) Turning Movement Volumes – PM Peak
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2.2.5
Pedestrian and Bicycle Traffic
Tables 2 and 3 present the number of pedestrians crossing approaches at signalized intersections
within the study area. This information was obtained from turning movement counts conducted in
summer 2014. Pedestrian counts were collected between 7:00 a.m. and 9:00 a.m. and 4:00 p.m. and
6:00 p.m. Pedestrian activity within study limits is dominated by north-south movement. The
majority of pedestrian activity occurs at the Magnolia Avenue, NE 1st Avenue and NE 8th Avenue
intersections. In addition, pedestrian activity is significantly higher during the PM Peak period than
AM Peak period. This imbalance in numbers could potentially be contributed to more businesses,
such as restaurants, bars and specialty retailers, within the study area being open during the PM
Peak period.
Table 2: Total Pedestrians Crossing Approach During A.M. Peak Hours
Intersection
US 441
NW 1st Ave.
Magnolia Ave.
NE 1st Ave.
Watula Ave.
NE 8th Ave.
North
2
3
0
5
2
0
East
8
7
0
6
5
1
South
1
10
5
5
1
1
West
2
1
16
3
4
5
Total
13
21
21
19
12
7
Table 3: Total Pedestrians Crossing Approach During P.M. Peak Hours
Intersection
US 441
NW 1st Ave.
Magnolia Ave.
NE 1st Ave.
Watula Ave.
NE 8th Ave.
North
10
4
1
6
3
0
East
5
3
9
14
1
7
South
3
15
11
3
3
3
West
0
3
26
15
12
18
Total
18
25
47
38
19
28
There are no bicycle lanes available along SR 40/
Silver Springs Boulevard within the study limits.
However, north-south bicycle movement within
the study area is expected to significantly increase
with the City of Ocala’s planned conversion of
Osceola Avenue into a linear park and dedicated
pedestrian and bicycle corridor connecting
Tuscawilla Park to the Ocala Downtown Park /City
Hall area.
There are no bicycle facilities along SR 40/Silver
Springs Boulevard within the study area.
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2.3
Corridor Operations Summary
Level of service (LOS) is a qualitative measure describing the operating conditions as perceived by
motorists driving in a traffic stream. LOS is estimated using the procedures outlined in the 2000
Highway Capacity Manual (HCM). In addition to traffic volumes, key inputs to LOS include the
number of lanes at each intersection and the traffic signal timing plans. The LOS results are based
on the existing lane configurations and type of control (signalized or unsignalized) at each study
intersection.
The 2000 HCM defines six qualitative grades to describe the LOS of an intersection. LOS is based on
the average control delay per vehicle. Table 4 shows the various LOS grades and descriptions for
signalized and unsignalized intersections.
Table 4: LOS Criteria for Signalized and Unsignalized Intersections
LOS
A
B
C
D
E
F
Characteristics
Little or no delay
Short delays
Average delays
Long delays
Very long delays
Extreme delays
Unsignalized
Total Delay
(Sec)
<=10.0
10.1-15.0
15.1-25.0
25.1-35.0
35.1-50.0
>50.0
Signalized
Total Delay
(Sec)
<=10
10.1-20.0
20.1-35.0
35.1-55.0
55.1-80.0
>80.0
The delay thresholds for LOS at signalized and unsignalized intersections differ because of the
driver’s expectations of the operating efficiency for the respective traffic control conditions.
According to HCM procedures, an overall LOS cannot be calculated for two-way stop-controlled
intersections because not all movements experience delay. In signalized and all-way stopcontrolled intersections, all movements experience delay and an overall LOS can be calculated. The
adopted FDOT Level of Service standard for SR 40/Silver Springs Boulevard within study limits is
LOS ‘D.’ The Pedestrian LOS for SR 40/Silver Springs Boulevard within the study area is LOS ‘C.’
Figures 13 and 14 illustrate 2013 Automobile and Pedestrian LOS within the study area.
Figures 15 and 16 depict the 2013 LOS for Bicycle and Transit modes. The 2013 Bicycle LOS for SR
40/Silver Springs Boulevard is LOS ‘E’ because there are no bicycle facilities with the study area.
There is also limited transit service along the corridor, which results in an LOS grade between ‘D’
and ‘F’ for transit.
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MARCH 2015
Figure 13: 2013 Automobile Level of Service Map
Figure 14: 2013 Pedestrian Level of Service Map
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MARCH 2015
Figure 15: 2013 Bicycle Level of Service Map
Figure 16: 2013 Transit Level of Service Map
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MARCH 2015
2.3.1
Safety
This section reviews the FDOT’s vehicle crash data to identify patterns and summarize High Crash
Locations (HCLs). A reportable crash is a collision with at least one of the following results:
•
•
•
property damage exceeding $1,000,
personal injury, and/or
fatality
Automobile crashes within the corridor are illustrated in Figure 17. Based on the most current
accident data available from FDOT (2008-2012), there were a total of 184 reported crashes that
occurred within the 0.633 mile study area corridor, resulting in a total of 147 injuries and zero
fatalities. The economic loss of these accidents amounted to $35,831,608. The annual totals do not
exhibit any particular trend between 2008 and 2012, as shown in Table 5. The number of crashes
appears to fluctuate randomly between each year.
Figure 17: 2008 – 2012 Automobile Crash Map
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MARCH 2015
Table 5: Five Year Crash Summary (2008-2012)
60
51
Annual Crashes
50
40
41
30
22
20
36
34
10
0
2008
2009
2010
Year
2011
2012
2.3.1.1 High Crash Locations
Based on the most current crash data available from FDOT (2008-2012) for the study area, three
intersections are high crash locations, as shown in Figure 18 and in Table 6.
Figure 18: High Crash Locations
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MARCH 2015
Table 6: High Crash Intersections
Roadway
SR 40
SR 40
SR 40
Intersection
NE Watula
Avenue
SE 7th Terrace
NE 8th Avenue
Mile
Post
No. of
Crashes
Crash
Rate
Int. Type
Average
Crash Rate
Confidence
Level
0.392
26
0.433
0.200
99.99
0.609
0.633
27
29
0.450
0.483
0.200
0.200
99.99
99.99
By definition, a High Crash Location (HCL) is a section of roadway or intersection where the
number of crashes is significantly greater than the expected number of crashes for similar facilities
(e.g. arterial or local road) and areas (urban or rural). In order to be classified as an HCL, an
intersection or road segment (0.3 mile section) must meet the following conditions:
1. At least 8 crashes over a 5-year period
2. The Actual Crash Rate must exceed the Average Crash Rate for the given roadway type and
number of legs at an intersection. SR 40/Silver Springs Boulevard within the project limits
is defined as an Urban, 4-Lane Divided Roadway. The average crash rate for 3-leg and 4-leg
intersections within District 5 is 0.200 and 0.337 crashes per million vehicles (CMV),
respectively. The average crash rate for roadway segments is 2.551 CMV.
3. Have a Confidence Level of 99.95 percent or higher, indicating that these locations are
statistically confirmed as problem areas.
No segments qualify as high crash locations. The
SR 40/NE 8th Avenue intersection has the highest
Actual/Critical ratio in the study area for
intersections and is ranked at 835th place in the
District. The SR 40/SE 7th Terrace and SR 40/NE
3rd Avenue intersections are next in the rankings,
at 962nd and 1035th in the District, respectively.
As is typical along congested corridors with
signalized intersections, the most common type
of crash in the study area was rear-end collisions,
comprising 41.8 percent of the crashes recorded.
The next highest crash type was angled collisions, The intersection of SR 40/Silver Springs Boulevard
accounting for 28.3 percent. Pedestrian and and Watula Avenue is one of three High Crash
bicycle crashes contribute to 1.6 percent and 2.2 Locations within the study area.
percent of crashes, respectively.
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Table 7 summarizes the types of crashes and Table 8 lists the most commonly reported factor
contributing to crashes. Careless driving was the most commonly reported factor contributing to
crashes, as shown in Table 8. Failure to yield right of way was also a significant contributing factor.
Table 7: Crash Types (2008-2012)
Harmful Event
Rear-End
Head-On
Angle
Left-Turn
Right-Turn
Sideswipe
Collision w/MV on Roadway
Collision w/Pedestrian
Collision w/Bicycle
Collision w/Train
Hit Utility Pole/Light Pole
Hit Guardrail
Hit Other Fixed Object
Collision w/Moveable Object on Road
Median Crossover
Unknown/Not Coded
All Other
No. of Crashes
77
5
52
9
1
6
15
3
4
1
3
1
2
1
1
1
2
% of Crashes
41.8%
2.7%
28.3%
4.9%
0.5%
3.3%
8.2%
1.6%
2.2%
0.5%
1.6%
0.5%
1.1%
0.5%
0.5%
0.5%
1.1%
Table 8: Contributing Factors to Crashes
Contributing Cause
No Improper Driving/Action
Careless Driving
Failed to Yield Right of Way
Improper Lane Change
Improper Turn
Alcohol – Under Influence
Followed Too Closely
Disregarded Traffic Signal
Exceeded Safe Speed Limit
Disregarded Other Traffic Control
All Other
Driver/Pedestrian
%
(No. PN)
Driver/Pedestrian
196
49.00%
79
19.75%
33
8.25%
4
1.00%
9
2.25%
2
0.50%
4
1.00%
23
5.75%
1
0.25%
1
0.25%
48
12.00%
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MARCH 2015
2.3.1.2 Bicycle and Pedestrian Crashes
Out of the 184 crashes described above, seven crashes involved pedestrians or bicycles, as shown in
Table 9 and Figure 19. These crashes resulted in seven injuries and zero fatalities. Of the seven
crashes, four involved bicycles and three involved pedestrians. Failure to yield was the most
commonly reported cause for these crashes contributing to 43 percent of bike/pedestrian crashes.
Figure 19: 2008 – 2012 Bicycle and Pedestrian Crash Map
Table 9: Bicycle and Pedestrian Crashes (2008-2012)
Roadway
M.P.
Weather
Contributing Cause
SR 40
SR 40
SR 40
SR 40
0.074
0.106
0.156
0.209
Clear
Clear
Clear
Clear
SR 40
SR 40
0.420
0.633
Improper Lane Change
Careless Driving
Careless Driving
Failed to Yield
Disregarded Other
Traffic Control
Failed to Yield
Failed to Yield
SR 40
0.265
Clear
Cloudy
Cloudy
Total
Crash Type
Bicycle
Bicycle
Bicycle
Bicycle
Pedestrian
Pedestrian
Pedestrian
7
No.
Injuries
1
1
1
0
No.
Fatalities
0
0
0
0
1
2
7
0
0
0
1
0
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MARCH 2015
2.4
Land Use/Community Characteristics
In order to provide responsible development and improvement, it is important that transportation
is balanced with land use planning. This section provides an inventory and overview of the study
area's land use characteristics. Existing conditions were inventoried during on-site visits and
analyzed using available GIS data, aerial photography and relevant documents such as the City of
Ocala Downtown Master Plan.
Figure 20 depicts the current zoning designations of parcels in and surrounding the corridor.
Within the study area, the three primary zoning designations are Community Business (B-2),
Specialty Business (B-3), and Government Use (GU).
Figure 20: Zoning Map
The GU district is a zoning designation permitting public uses for governmental purposes. The
Marion County Judicial Center and Ocala Downtown Square are the two public spaces with this
zoning district classification within the study area.
West of Watula Avenue, the B-3 district dominates the study area. The intended purpose of the B-3
district is to enhance the commercial, professional and governmental activities in the central
business district. Lot and building regulations are intended to allow intensive development and
encourage uses requiring a central location. Within this district, a maximum of 50 dwelling units
per acre are allowed for multifamily development.
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MARCH 2015
East of Watula Avenue, within the study area, the zoning classification is B-2 and is intended for
community businesses, including retail sales, personal and business services, and all office uses.
Figure 21 depicts 2012 generalized existing land uses from GIS data provided by the University of
Florida GeoPlan Center. Retail/Office is the dominant existing land use within the study area. Public
uses include areas such as the Ocala Downtown Park and Marion County Judicial Center. West of
Osceola Avenue, there are residential and institutional uses, located one half block north and south
of SR 40/Silver Springs Boulevard, such as Ambleside School near Tuscawilla Avenue.
Figure 21: 2012 Generalized Existing Land Use Map
Examples of downtown retail and office land uses within the SR 40/Silver Springs Boulevard corridor.
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Figure 22 presents the City of Ocala Future Land Use Map. Excluding Ocala Downtown Park, the SR
40/Silver Springs Boulevard corridor is designated High Intensity/Central Core. The intent of this
designation is to identify the area suitable for the most intense residential and non-residential
development within the City, generally represented as “High Intensity” in the Ocala 2035 Vision
Plan. It is anticipated to provide a broad mix of residential, retail, office, governmental, cultural and
entertainment activities that allow residents to live, work, shop and play within the same area.
Specialty shops, restaurants, and residential development are envisioned to line the streets,
creating a unique pedestrian-friendly environment that is distinct from the rest of the City. This
intense mix is intended to promote a compact and walkable urban form that supports multi-modal
transportation, including bicycles and transit. The form of future buildings and development within
the study area and High Intensity/Central Core category are regulated by Form Based Codes.
Buildings are required to have zero to minimal setbacks from the street and public right-of-way,
provided that wide pedestrian sidewalks and pathways are established between the street and
buildings. Wide sidewalks, pocket parks, plazas and civic areas are also encouraged to enhance
pedestrian activity. Shade for pedestrians is to be provided through landscaping or building design
components, such as balconies, arcades, awnings and canopies. The minimum density and intensity
before any incentives in this future land use category is 12 dwelling units per gross acre or 0.20
Floor Area Ration (FAR). The maximum density and intensity before any incentives is 60 dwelling
units per acre or 8.0 FAR.
Figure 22: City of Ocala Future Land Use Map
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2.5
Soils and Flood Maps
Figure 23 depicts the USDA-NRCS soils map for the corridor study area. According to USDA-NRCS,
the Urban Land soil mapping unit covers the entire corridor. This category is characterized as
having approximately 70 percent coverage with structures, including roads. This soil unit is mostly
poorly drained due to compaction and has a reduced value for agriculture.
Environmentally sensitive areas, categorized by Special Flood Hazard Area (SFHA) type, are also
shown in Figure 23. This information was retrieved from the Federal Emergency Management
Agency (FEMA). Zone AE is present for a small area near the west end of the study area and at
Watula and Broadway Avenues. Zone AE represents areas which are subject to 100-year floods, also
known as the base flood (1 percent annual chance). Zone X indicates an area is subject to 500-year
floods or a 0.2 percent chance.
Figure 23: Soils and Special Flood Hazard Area Map
2.6
Identification Summary of Issues and Constraints
The result of data collection and analysis of current conditions is the exposure of critical relevant
information that pertains to the SR 40 (Silver Springs Boulevard) Concept Development Planning
Study corridor through downtown Ocala. It is the first step toward the development of a Corridor
Management Plan that takes into consideration multimodal aspects. Observations, from field visits,
meetings, research and analysis, include the following:
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MARCH 2015
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Sidewalks are present throughout the corridor, although in many cases their width is not
optimal for pedestrian friendly walkable conditions.
Poorly defined driveways and parking areas make portions of the corridor ill-suited to
pedestrians.
There are no bike lanes; many bicyclists currently use the sidewalks.
Large surface parking lots present opportunities for urban infill.
There are existing utilities (both overhead and underground) as well as curb inlets for the
drainage system present along the corridor that will impact efforts to work within the
existing right of way.
The City of Ocala is considering converting Magnolia Avenue and NE 1st Avenue into twoway facilities.
The City of Ocala is considering the addition of an eastbound left turn lane in the between
Magnolia and NE 1st Avenues to enhance vehicular accessibility to the north.
The City of Ocala would like to consider a lane reduction option that adds parallel parking
along SR 40/Silver Springs Boulevard.
FDOT District 5 plans to remove the NW 2nd Avenue signal as a part of a SR 40/Silver
Springs Boulevard intersection improvement project at US 441/SR 500/Pine Avenue.
Osceola Avenue will be converted into a linear green space and dedicated pedestrian and
bicyclist corridor.
There is limited bus service along the corridor.
Throughout the corridor, pedestrian activity is dominated by north-south movement.
Osceola Avenue is owned and maintained by the Florida Northern Railroad, which operates
an active freight railroad down the center of the street.
There is significant pedestrian activity at NE 8th Avenue in the vicinity of Walgreens
Pharmacy.
The City of Ocala plans to increase the number of special events taking place in the historic
Downtown Square.
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3 Planning Review/Needs Assessment
The City of Ocala has sought to revitalize the downtown core, both as a commercial/retail entity
and as a civic destination. This assessment incorporates a review of previous studies, associated
planned and programmed improvements, as well as any ongoing planning efforts by the City of
Ocala and the Ocala/Marion County TPO.
3.1
Review of Previous Plans
Prior to this study, various documents and projects established an overall vision for transportation
in the corridor and surrounding region. These efforts provided the context for this plan and defined
neighborhood objectives and progress indicators specific to the corridor that can be used in the
evaluation of strategies. The following section contains a summary of various planning documents
that were deemed significant to SR 40 Downtown Ocala study.
3.1.1
City of Ocala Annual Plan – 2012 Community Development Block Grant (CDBG) Action
Plan (2012)
This plan outlines the strategies needed within the City of Ocala to address housing and
revitalization needs of low to moderate income-level residents. The City plans to use the CDBG
grant, with the help of other funding sources, to rehabilitate and reconstruct safe and affordable
housing, particularly within the Tucker Hill area. Thirty rehabilitation projects are expected to be
completed which will include the repair of roofs, bathrooms and kitchens as well as provide
connections to the City’s water/sewer system. As part of a strategy to reduce unemployment within
the City, a downtown development project was approved and is expected to be a creator of jobs.
3.1.2
City of Ocala Downtown Master Plan (2004)
The Downtown Ocala Master Plan is a blueprint for the community’s vision to revitalize the city
center into an environment where it resumes its historic place as the regional center of economic
activity, culture, civic identity and distinct urban experiences. The downtown master plan has
several items of significance for the SR 40/Silver Springs Boulevard Downtown Ocala corridor:
•
•
The Linkages and Connections component of the master plan includes pedestrian-oriented
improvements to the Downtown core, including arterials such as SR 40/Silver Springs
Boulevard, Magnolia Avenue, NE First Avenue and the Downtown Linear Park along Osceola
Avenue. Outside the Downtown Core, pedestrian improvements will also be made along SR
40/Silver Springs Boulevard and Watula Avenue to help link the core area to the historic
districts.
The change of Broadway Street from a one way to a two-way street between SE First
Avenue and Osceola Avenue to provide better traffic circulation, as well as pedestrian
improvements focused on Broadway Street, Magnolia Avenue, SE/NE First Avenue and the
Downtown Linear Park along Osceola Avenue.
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•
•
•
3.1.3
The promotion of a strong and clear Downtown identity, through economic development
efforts, urban design and Downtown business marketing campaigns. This will attract new
residents and visitors to Downtown Ocala.
The creation of a comprehensive signage and wayfinding program, placed at key locations
and entry points along arterial streets, to direct local residents and visitors to attractions
and parking in the city center.
The development of Downtown gateway features along Pine Avenue at the intersections of
SR 40/Silver Springs Boulevard and Broadway Street.
City of Ocala Parking Study and Master Plan (2010)
This study provides a comprehensive assessment of parking needs in the Downtown Ocala corridor.
Recommendations for new parking based on current and future needs were identified with three of
the recommendations included below:
•
•
•
3.1.4
The creation of pleasant and safe ingress/egress from surface lots downtown, improved
parking lot lighting, minimization of surface lots and large breaks between buildings and
the creation of a clear differential between the street and sidewalk in order to promote
pedestrian movement downtown.
The addition of bicycle racks within downtown parking lots and improved bicycle signage in
order to increase bicycle ridership.
Installation of on-street parking meters.
City of Ocala Recreation & Parks Master Plan (2010)
The purpose of this adopted master plan is to identify current conditions and deficiencies, provide
recommendations for remediation measures and develop an implementation plan for future
activities for parks and recreational areas. Recommendations that are significant to the SR 40/
Downtown Ocala corridor include:
•
•
•
•
•
Comprehensive events planning for the Downtown Corridor.
Resizing of sidewalks at Downtown Square, City Hall Square and Tuscawilla Park.
Redesign Tuscawilla Park as a premier destination Downtown Park and as the possible
location for an amphitheater.
Incorporation of pedestrian plazas and open spaces.
Use of parks and green spaces to establish the Downtown identity.
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3.1.5
Ocala/Marion Design Guidelines – Bicycle/Pedestrian Master Plan Update (2004)
This plan update provides design guidelines for pedestrian/bicycle facilities within the
Ocala/Marion County area, which are based on accepted national/state design standards as well as
best practice examples from other regions.
It establishes the importance of marked bicycle lanes for providing a connected network for
bicyclists. From this document, the minimum permissible width of a bicycle lane is five feet on
roads with parallel parking resulting in a combined parking lane and bike lane width of thirteen
feet. On all other roads the minimum bicycle lane width is four feet. Besides requirements such as
signage, striping, and good pavement conditions, this report also recommends additional safety
measures such as the recommendation of a dedicated left-turn bike lane at intersections.
A number of sidewalk guidelines and recommendations are made, which are relevant to SR
40/Silver Springs Boulevard, including:
•
•
•
•
3.1.6
Sidewalks on both sides of the street in urban areas with high pedestrian volumes.
Sidewalks should have a minimum effective width of five feet, but it is recommended that
sidewalks with a minimum width of eight feet within the central business district.
Signalized pedestrian crossings are advised in order to decrease pedestrian-vehicular
conflict.
Raised crosswalks provide safe crossing for pedestrians, including those with mobility
impairment, and are recommended in areas where speed is 25 mph or lower or where a
traffic calming effect is needed.
Ocala 2035 Vision Plan (2010)
The purpose of the Ocala 2035 Vision is to determine how the community wants the City to look
and function in the future. The visioning process evaluated and answered the following key
questions regarding community building in Ocala for the year 2035 and beyond:
•
•
•
•
How do people move around the community?
How are the streets designed, used and connected?
What is the relationship of buildings to streets?
What do the buildings, neighborhoods, commercial districts and open spaces look like?
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MARCH 2015
The Ocala 2035 Vision provides a roadmap for the future, built upon community consensus to
promote continued support and implementation over time and the recommendations used to
establish priorities for future decision making. The Plan has several items of significance for the SR
40/Silver Springs Boulevard Corridor including:
•
•
•
3.1.7
Future land use and development patterns along SR 40/Silver Springs Boulevard should be
High Intensity, to visually, physically, socially and economically connect surrounding areas.
The document describes High Intensity as having the highest mixture of uses, tallest
buildings, small building setbacks, wide sidewalks, plazas and civic areas, and parking that
is either on-street or behind buildings.
Trolley service that connects the North Magnolia area, Downtown and the Hospital district
should be developed. Trolley should also be developed to west Ocala to Downtown.
SR 40/Silver Springs Boulevard should become a Complete Streets Corridor. A Complete
Streets Corridor equally accommodates all modes of transportation. Recreational trails
should be constructed parallel to SR 40 within the corridor.
2008-2012 Traffic Counts & Trends Manual (2012)
This study, completed by the Marion County TPO, presents traffic volumes within Marion County as
well as other socio-economic and transportation statistics. The purpose of this study was to assess
the transportation network in Marion County and present data to be used in other
analyses/studies. The following are 2012 daily traffic volumes which are applicable to the SR 40
Downtown Ocala corridor:
•
•
•
SR 40 (US 441 to NW 3rd Avenue): 22,000 vpd
SR 40 (Magnolia Avenue to NE 8th Avenue): 33,500 vpd
US 441 (Just north of SR 40): 25,500 vpd
The study also describes freight traffic and identifies SR 40/Silver Springs Boulevard as having a
Medium level (0-5.1%) of freight traffic within the Downtown area. SR 40/Silver Springs Boulevard,
from North Magnolia Avenue to NE 8th Avenue, was also cited as one of the most heavily traveled
corridors within Marion County.
3.1.8
FDOT Traffic Operation and Access Management Improvements (2014)
This $251,000 FDOT project is an intersection improvement project adding length to left turn
westbound turn lanes from SR 40/Silver Springs Boulevard onto US 441/Pine Avenue. Project
limits within the SR 40 (Silver Springs Boulevard) Concept Development Planning Study stretch
from US 441/SR 500/Pine Avenue to Magnolia Avenue.
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MARCH 2015
3.1.9
Tuscawilla Park Master Plan (2014)
The Tuscawilla Park Master Plan provides a framework for the preservation of existing facilities
and plans for future improvements for the historic Tuscawilla Park, which is a 53-acre greenspace
located north of SR 40/Silver Springs Boulevard, along Watula Avenue. Projects identified in this
master plan include public space enhancements and infrastructure enhancements to circulation,
parking, lighting, intersections, etc. Intersection improvements are recommended at NE 3rd Street
and Watula Avenue, as well as NE 3rd Street and NE Sanchez Avenue. Pocket parking lots
throughout the park are also listed as an improvement, as it will eliminate the need for large
surface lots.
3.1.10 FDOT Roadway Study: SR 40 from Magnolia Avenue to NE 1st Avenue (2014)
This study evaluates additional ways for drivers to travel from eastbound on SR 40/Silver Springs
Boulevard to northbound on either NE 1st Avenue or Osceola Avenue. The need for this study arose
from the inability of eastbound travelers on SR 40/Silver Springs Boulevard to turn left onto NE 1st
Avenue and Osceola Avenue. This study recommends the modification of the NE 1st Avenue
intersection to accommodate eastbound left-turn movement, which would involve installation of a
new traffic signal and restriping of lanes. In addition, construction of new curb ramps, detectable
warning surfaces and relocation of pedestrian signals were recommended at both intersections.
The construction of the recommended left-turn movement would, however, eliminate the
pedestrian refuge on SR 40/Silver Springs Boulevard.
3.2
Understanding the Project Purpose and Need
The Ocala Downtown Master Plan was
a revitalization initiative created for
the purpose of restoring a dynamic
active environment in the heart of
Ocala. Completed in January 2004, the
final plan included revitalization
strategies and concepts for six
identified catalytic development sites;
market analysis and prioritized
actions, programs, and activities;
prototype designs that explained
potential site development options;
development standards and guidelines;
and a mixed-use development menu
for existing and potential development
sites. It also included six supportive
strategy categories that are intended to
leverage Downtown development and
SR 40 Concepts from the Ocala 2035 Vision Plan.
create a dynamic, interconnected
environment.
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MARCH 2015
The six supportive categories were:
•
•
•
•
•
•
Linkages and Connections
Public Space Structure: (including Osceola Greenway)
Transportation, Circulation and Parking
Land Use Policies and Design Standards
Image, Identity and Marketing
Signage and Wayfinding
Recommendations within these categories that specifically address the vision of SR 40/Silver
Springs Boulevard include:
•
•
•
•
•
•
•
•
•
Properly balancing mobility.
Slowing traffic at three key intersections (Magnolia Avenue, NE First Avenue and Osceola
Avenue).
Creating a pedestrian environment with street trees, street furniture and attractive lighting.
Strengthening pedestrian, bicycle and transit connections.
Creating bulb-outs at Magnolia Avenue, NE First Avenue, and Osceola Avenue intersections.
Clearly define pedestrian crossings through paving techniques and crosswalks.
Installation of lighted crosswalks to alert cars of pedestrian activity.
Utilize signalization techniques to moderate traffic flow through Downtown intersections.
Add wayfinding and Gateway feature signage at key entry points along the corridor.
The goal of the SR 40 (Silver Springs Boulevard) Downtown Ocala Concept Development Planning
Study is to build upon these recommendations, as expressed in the Ocala Downtown Master Plan,
by providing a safer and more aesthetically appealing multimodal environment along the SR
40/Silver Springs Boulevard corridor from US 441/Pine Avenue to NE 8th Avenue, without
compromising the corridor’s and the Department’s existing responsibility to facilitate regional
mobility. To accomplish this vision, understanding a thoroughfare’s streetside – and the specific
elements that compromise the streetside – are important considerations.
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MARCH 2015
3.2.1
Understanding the Streetside
In 2010, the Institute of Transportation Engineers (ITE) published “Designing Walkable Urban
Thoroughfares: A Context Sensitive Approach” to serve as a best practices manual for context
sensitive streets. This report was developed in response to widespread interest for improving both
mobility choices and community character through a commitment to creating and enhancing
walkable communities.
The streetside is the portion of the thoroughfare that accommodates non-vehicular activity –
walking as well as the business and social activities – of the street. It extends from the face of the
buildings or edge of the private property to the face of the curb. A well-designed streetside is
important to the thoroughfare's function as a "public place."
Washington, DC’s M Street NW is an example of a context sensitive street and streetside similar in scale to SR
40/Silver Springs Boulevard.
Figure 24 depicts the components of a context sensitive streetside within a constrained urban
environment, similar to the study area. Several principles should be included when creating a
walkable environment that is inviting for pedestrians, encourages interaction between streetside
activities and adjacent land uses, and provides inviting areas to wait for transit. Within the
streetside, there should generally be well-defined zones so that the throughway zone is clearly
delineated and clear of obstacles such as utilities, signage and landscaping. These zones are
depicted in Figure 25 as well as described below.
Figure 24: Typical cross section of a walkable urban thoroughfare
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MARCH 2015
The edge zone, sometimes also referred to as the
“curb zone,” is the transition area between the
thoroughfare traveled way and the furnishings
zone of the streetside and provides space for the
door swing from vehicles in the parking lane, for
parking meters and for the overhang of
diagonally parked vehicles.
The furnishings zone is a multipurpose area of
the streetside. It serves as a buffer between the
pedestrian travel way and the vehicular area of
the thoroughfare within the curbs, and it
provides space for streetside appurtenances such
as street trees, planting strips, street furniture,
utility poles, sidewalk cafes, sign poles, signal and
electrical cabinets, phone booths, fire hydrants,
bicycle racks and bus shelters.
Figure 25: The components of a Streetside.
The frontage zone is the space between the pedestrian travel way and building faces or private
property. At a minimum it provides a buffer distance from vertical surfaces or walls and allows
people to window shop or enter/exit buildings without interfering with moving pedestrians. The
frontage zone provides width for overhanging elements of adjacent buildings such as awnings,
store signage, bay windows and so forth. If appropriate width is provided, the frontage zone may
accommodate a variety of activities associated with adjacent uses, such as outdoor seating or
merchant displays.
Left: Pedestrian channelization on Marietta Street in Atlanta, GA. Right: Enhanced mid-block crossing on CR
699/ Gulfview Boulevard in Clearwater, FL.
3.2.2
Best Practices
In order to initiate the concept development process, Table 10 was developed to compare the ITE’s
best practice recommendations for Walkable Urban Thoroughfare Design Parameters, the DOT’s
minimum design requirements, and the study area’s existing conditions. This table serves as a tool
to assist in the effort of properly preparing conceptual alternatives best suited for a constrained
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MARCH 2015
urban thoroughfare such as SR 40/Silver Springs Boulevard through downtown Ocala. The
corridors in the following sections are examples of FDOT maintained facilities that are walkable
urban thoroughfares similar in design, scale and contextual landscape to the SR 40 Concept
Development Planning Study area.
Table 10: Designing Walkable Urban Thoroughfares Best Practices Comparison Chart
Description
ITE
Recommendation
FDOT Minimum
Requirement
SR 40 Existing
Conditions
front
N/A
front
rear, side
N/A
rear, side
16 ft.
10 ft.
2 ft.
3-5 ft.
25 - 35
N/A
30
10 - 12 ft.
11 - 12 ft.
12 ft.
13 ft.
14 ft.
N/A
4 - 18 ft.
10 - 22 ft.
13 - 16 ft.
High
N/A
Moderate – High
CONTEXT
Building Orientation
(entrance orientation)
Maximum Setback
Off Street Parking
Total Streetside Width
Minimum Sidewalk
(throughway) Width
Pedestrian Buffers (planting
strip exclusive of travel way
width)
Target Speed (mph)
Number of Through Lanes
Lane Width
Parallel On-Street Parking
Width
Min. Combined Parking/Bike
Lane Width
Horizontal Radius (per
AASHTO)
Medians
0 ft.
STREETSIDE
19 ft.
8 ft.
7 ft.
TRAVELWAY
4 to 6
8 ft.
200 - 510 ft.
Bike Lanes (min./preferred
width)
5 ft./6 ft.
Traffic Volume Range (ADT)
15,000 - 50,000
Access Management
N/A
5 - 6 ft.
N/A
8 ft.
N/A
4 ft.
N/A
0 ft.
5 ft.
4
N/A
N/A
N/A
31,000
39
MARCH 2015
3.2.2.1 SR A1A/Collins Avenue
Agency:
City:
Cost:
Length:
FDOT District 6
Miami Beach, FL
N/A
0.68 miles
Corridor Description:
SR A1A/Collins Avenue is an 80’ wide, four-lane thoroughfare between Lincoln Road and 24th
Street. Serving the heart of Miami Beach’s tourism district, the road includes 16’ sidewalks on both
sides of the street, 11’ travel lanes, sharrows, marked crosswalks, street trees, curb extensions,
themed street lights and mast arm signalization.
Various images and scenes of the streetside environment on the SR A1A/Collins Avenue corridor in Miami
Beach, FL.
40
MARCH 2015
3.2.2.2 US 17/SR 15/Main Street
Agency:
City:
Cost:
Length:
FDOT District 2
Jacksonville, FL
$17 million
1.00 mile
Corridor Description:
For several years, US 17/SR 15/Main Street was notoriously known as being one of the most
dangerous corridors for pedestrians in Jacksonville. In 2010, FDOT District 2 completed a context
sensitive streetscape project of the busy thoroughfare. It features landscaped medians, street trees,
themed street lighting, enhanced crosswalks, curb extensions at intersections, mast arm
signalization and sidewalks on both sides of the street.
The intersection of US 17/SR 15/Main Street and 8th Street in 1958 (top) and 2014
(bottom).
41
MARCH 2015
3.3
Baseline Future Conditions Needs Assessment
Infrastructure needs for the design year of 2035 were evaluated to identify any future planned and
programmed improvements to roadway, pedestrian, bicycle and transit elements. Current FDOT
traffic counts were projected using the Bureau of Economic and Business Research (BEBR) medium
growth rates for Marion County from 2013 to 2035. This growth rate is 1.53 percent per year. Any
proposed changes to the current infrastructure will have an impact on the 2035 LOS.
Figure 24 depicts the projected 2035 Automobile LOS. Four segments have a lower level of service
in 2035 than in 2013 due to increasing volumes and no roadway capacity expansions. Watula
Avenue and Fort King Street change from LOS C to LOS D. SR 40/Silver Springs Boulevard east of US
441 changes from LOS D to LOS F. US 441 north of NW 3rd Street also changes from LOS D to LOS F.
Figure 25 depicts the projected 2035 Pedestrian LOS. Only one segment is projected to have a lower
level of service in 2035 than in 2013: SR 40/Silver Springs Boulevard east of US 441 changes from
LOS C in 2013 to LOS D in 2035, which is still acceptable. Although this segment already has 100
percent sidewalk coverage, the drop in level of service is due to increasing traffic volumes.
Figure 26 depicts the projected 2035 Bicycle LOS. Four segments have a lower level of service in
2035 than in 2013 due to increase traffic volumes and no planned improvements to bicycle
facilities. Watula Avenue and Fort King Street both change from LOS C to LOS D. SR 40/Silver
Springs Boulevard west of US 441 changes from LOS D to LOS E. US 441 south of SR 40/Silver
Springs Boulevard also changes from LOS D to LOS E.
Figure 27 depicts the projected 2035 Transit LOS. There are no changes in level of service between
the 2013 and 2035 maps. Transit level of service is based on bus frequency and sidewalk coverage.
There are no planned changes for either so therefore the LOS will remain constant.
42
MARCH 2015
Figure 24: 2035 Automobile Level of Service
Figure 25: 2035 Pedestrian Level of Service
43
MARCH 2015
Figure 26: 2035 Bicycle Level of Service
Figure 27: 2035 Transit Level of Service
44
MARCH 2015
4 Alternatives Identification/Development
4.1
Initial Concept Plans & Exhibits
Based on the previous tasks and through coordination with the Project Visioning Team, initial
conceptual plans were developed for the two identified alternatives. Furthermore, the following
features were included in both alternatives:
SR 40/Silver Springs Boulevard in the vicinity of historic Downtown Square
•
•
•
•
•
US 441/SR 40 Intersection Improvement project – This FDOT roadway project intends
to improve westbound vehicular travel movement on SR 40/Silver Springs Boulevard with
the extension of duel left turn lanes at the US 441/SR 500/Pine Avenue intersection. This
project results in the potential elimination of a traffic signal at the NW 2nd Avenue
intersection and the retrofitting of SR 40/Silver Springs Boulevard between US 441/SR
500/Pine Avenue and Magnolia Avenue.
Addition of Bulb-Outs or Curb Extensions – The creation of bulb-outs within the vicinity
of Ocala Downtown Park are included to enhance pedestrian safety within the historic
downtown core at major crossing points and also provide space for an enhanced interactive
pedestrian environment.
Clearly Defined Pedestrian Crossings – Existing crosswalks throughout the study area are
upgraded with traffic calming techniques to improve pedestrian and bicycle safety and
aesthetics along SR 40/Silver Springs Boulevard.
Enhanced Streetside – Sidewalks are widened within the existing right of way (ROW) to
facilitate a pedestrian-friendly environment that features street trees, street furniture and
attractive lighting.
Pedestrian Crossing at Osceola Avenue – The City of Ocala has plans to convert Osceola
Avenue into a linear downtown park, strengthening bicycle and pedestrian connectivity
between Tuscawilla Park (north of SR 40) and Citizens Circle (south of SR 40). This will
45
MARCH 2015
4.1.1
warrant the inclusion of an enhanced pedestrian crossing at the intersection of SR 40/Silver
Springs Boulevard and Osceola Avenue. Currently, there is no crossing available.
Alternative A – Raised Median Concept
Alternative A is intended to improve the
pedestrian-scale environment within the study
area
while
also
maintaining
vehicular
accessibility and through travel movement along
SR 40/Silver Springs Boulevard. Working within
existing right of way, a series of traffic calming
solutions recommended in the City of Ocala
Master Plan and by the Project Visioning Team
are included.
Figure 28 illustrates the 90' typical cross section
of Alternative A between US 441/Pine Avenue The Raised Median Concept preserves existing
and Watula Avenue. This section is very urban in medians and pedestrian refuges within the study area.
feel with a 30 mph speed limit, 24' raised median
and 10.5' travel lanes. The reduction of travel lane widths will serve to reduce vehicular speed
through the study area without reducing existing traffic capacity. Sidewalk widths are increased to
10'. This provides the streetside with enough width for outdoor building displays, planters and
occasional narrow outdoor café seating.
Figure 28: Alternative A - Typical Cross Section, 90’ ROW (US 441 to Osceola Avenue)
46
MARCH 2015
Figure 29 illustrates the 80' typical cross section of Alternative A between Watula Avenue and NE
8th Avenue. Featuring a maximum speed limit of 35 mph, this section includes 10.5' travel lanes, an
aesthetically enhanced center turn lane and 8.5' sidewalks on both sides of the corridor.
Figure 29: Alternative A - Typical Cross Section, 80’ ROW (Osceola Avenue to NE 8th Avenue)
A plan view of Alternative A is depicted in Figure 30. As a part of this raised median concept,
existing pedestrian refuges throughout the corridor are preserved to provide a buffer of refuge for
pedestrians attempting to cross SR 40/Silver Springs Boulevard.
With the Alternative A concept, there is not enough room to add dedicated bicycle facilities.
However, the City of Ocala has plans to construct a dedicated bike trail on SE 3rd Street. Located
four blocks south, this corridor runs parallel to SR 40/Silver Springs Boulevard.
47
MARCH 2015
US 441/Pine Avenue to Watula Avenue
Watula Avenue to NE 8th Avenue
Figure 30: Alternative A – Conceptual Corridor Plan
48
MARCH 2015
4.1.2
Alternative B – Lane Reduction Concept
Alternative B is intended to be an aggressive complete streets retrofit of SR 40/Silver Springs
Boulevard within the study area. To accommodate dedicated space within the existing right of way
for additional modes, the number of through lanes on SR 40/Silver Springs Boulevard is reduced
from 4 to 2 lanes between NW 1st Avenue and NE 8th Avenue. Figure 31 illustrates the 90' typical
cross section of Alternative B west of Watula Avenue. This section is very urban in feel with a 30
mph speed limit, 14' raised median, 10.5' travel lanes, 8' parallel parking lanes and 4' segregated or
buffered bicycle lanes.
Figure 31: Alternative B - Typical Cross Section, 90’ ROW (US 441 to Osceola Avenue)
According to the Inventory of Protected Green Lanes by People for Bikes, as of summer 2014 there
are protected lane projects on the ground in 53 U.S. cities and 24 states, which is quadruple the
number in 2010. Research from these facilities across the country indicates that safety benefits and
an increase in usage come as a result of investing in buffered bike infrastructure. For example,
statistics compiled in the 2012 Route Infrastructure and the Risk of Injuries to Bicyclists: A CaseCrossover Study, suggest that streets with buffered bike lanes have 90 percent fewer injuries per
mile than those with no bike infrastructure. In addition, according to Lessons from the Green Lanes,
a 2014 National Institute for Transportation and Communities study, the average buffered bike lane
results in bike counts increasing 75 percent within the first year of operation.
Similar to Alternative A and as a part of Alternative B, sidewalk widths are increased to 10' to
provide enough width for outdoor building displays, planters and occasional narrow outdoor café
seating. Parallel parking is utilized to increase customer accessibility to downtown businesses and
as a buffer between pedestrians, cyclists and motorized vehicles.
49
MARCH 2015
Figure 32 illustrates the 80' typical cross section of Alternative B between Watula Avenue and NE
8th Avenue. Featuring a maximum speed limit on 35 mph, this section includes 10.5' travel lanes, a
12' continuous center turn lane, 4' buffered bicycle lanes and 8' sidewalks.
Figure 32: Alternative B - Typical Cross Section, 90’ ROW (US 441 to Osceola Avenue)
A plan view of Alternative B is depicted in Figure 33.
50
US 441/Pine Avenue to Osceola Avenue
Osceola Avenue to Wenona Avenue
Figure 33: Alternative B – Conceptual Corridor Plan
51
MARCH 2015
4.1.3
Conceptual Ocala Downtown Park Block Intersection Alternatives
As a part of its downtown revitalization initiative to make the district more livable and
economically viable, the City of Ocala is considering the conversion of the Magnolia Avenue/NE 1st
Avenue one-way pair to a two-way operation. Additional eastbound left-turn lanes on SR 40/Silver
Springs Boulevard would be included in this effort to enhance accessibility to the north side of the
downtown core. In January 2014, a roadway study evaluating options for providing additional
access from eastbound SR 40/Silver Springs Boulevard to north of SR 40/Silver Springs Boulevard
was prepared for the Department's Traffic Operations division. Based on the data collected, field
observations, and engineering judgment, the study revealed that Magnolia Avenue and NE 1st
Avenue intersections could be modified to accommodate the eastbound left-turn movement. Within
the context of evaluating the corridor alternatives, there are four options under consideration for
the modification on the intersection configurations.
4.1.3.1 Option 1 – Widened Landscaped Medians
Option 1 is depicted in Figure 34. This option integrates the existing intersection configurations
with the conceptual alternative recommendations to reduce travel lane widths to 10.5’. This option
results in widened medians at each intersection, allowing for the preservation of existing
pedestrian refuges and enhanced median landscaping treatments.
Figure 34: Ocala Downtown Square Block – Option 1
52
MARCH 2015
4.1.3.2 Option 2 – Additional EB Left-Turn Lane at Magnolia Avenue
Option 2 is depicted in Figure 35. This option provides an eastbound left-turn lane at Magnolia
Avenue, under the assumption that Magnolia Avenue would be converted to a two-way operation
between SR 40/Silver Springs Boulevard and NW/NE 1st Street.
Figure 35: Ocala Downtown Square Block – Option 2
4.1.3.3 Option 3 – Additional EB Left-Turn Lanes at Magnolia Avenue and NE 1st Avenue
Option 3 is depicted in Figure 36. This option provides eastbound left-turn lanes at Magnolia
Avenue and NE 1st Avenue. Like Option 2, it assumes that Magnolia Avenue would be converted to a
two-way operation between SR 40/Silver Springs Boulevard and NW/NE 1st Street.
Figure 36: Ocala Downtown Square Block – Option 3
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MARCH 2015
4.1.3.4 Option 4 – Additional EB Left-turn Lane at NE 1st Avenue
Option 4 is depicted in Figure 37. This option provides an eastbound left-turn lane at NE 1st Avenue.
In this scenario, both Magnolia Avenue and NE 1st Avenue would remain in their current
operational configurations. In addition, existing pedestrian refuges would remain at both
intersections.
Figure 37: Ocala Downtown Square Block – Option 4
4.2
Preliminary Assessment of Alternatives
In this phase, operational characteristics and projected peak hour conditions of the conceptual
alternatives were evaluated. In September 2014, Synchro analysis was conducted in order to
provide a preliminary due-diligence/fatal flaw Multi-modal Quality-of-Service evaluation of the
initial concept alternatives. The Synchro results for the Automobile/Truck mode are depicted in
Tables 11 and 12.
Congestion can be measured by a volume-to-capacity ratio (V/C Ratio). Congestion levels are
defined as:
•
•
•
•
V/C Ratio greater than 1.0 = Severe Congestion
V/C Ratio of 0.75 to 1.0 = Heavy Congestion
V/C Ratio of 0.5 to 0.74 = Moderate Congestion
V/C Ratio of less than 0.5 = Low or No Congestion
54
MARCH 2015
Table 11: Synchro Assessment of Initial Concept Alternatives (AM Peak Hour)
Description
LOS
Delay (s)
Max V/C Ratio
Description
LOS
Delay (s)
Max V/C Ratio
Description
LOS
Delay (s)
Max V/C Ratio
Existing
D
44.1
0.78
Existing
B
14.5
0.52
Existing
C
22.4
0.5
Description
LOS
Delay (s)
Max V/C Ratio
Existing
A
8.3
0.47
Description
LOS
Delay (s)
Max V/C Ratio
Existing
B
10.7
0.7
Description
LOS
Delay (s)
Max V/C Ratio
Existing
B
11.1
0.67
US 441
Option 2
Option 3
D
D
44.1
44.1
0.78
0.78
NW 1st Ave
Option 2
Option 3
B
B
14.5
14.5
0.52
0.52
N Magnolia Ave
Option 2
Option 3
C
C
20.4
20.4
0.44
0.44
NE 1st Ave
Option 2
Option 3
A
A
8.3
9
0.47
0.49
NE Watula Ave
Option 2
Option 3
B
B
10.7
10.7
0.7
0.7
NE 8th Ave
Option 2
Option 3
B
B
11.1
11.1
0.67
0.67
Option 4
D
44.1
0.78
Alternative B
D
44.1
0.78
Option 4
B
14.5
0.52
Alternative B
F
103.1
0.99
Option 4
C
22.4
0.5
Alternative B
F
169.2
0.95
Option 4
A
8.9
0.47
Alternative B
B
19
0.88
Option 4
B
10.7
0.7
Alternative B
C
20.9
0.86
Option 4
B
11.1
0.67
Alternative B
F
108.4
1.56
55
MARCH 2015
Table 12: Synchro Assessment of Initial Concept Alternatives (PM Peak Hour)
Existing
D
49.2
0.88
US 441
Option 2
Option 3
D
D
49.2
49.2
0.88
0.88
Option 4
D
49.2
0.88
Alternative B
D
49.2
0.88
Existing
B
14.7
0.54
NW 1st Ave
Option 2
Option 3
B
B
14.7
14.7
0.54
0.54
Option 4
B
14.7
0.54
Alternative B
F
94.7
0.97
Existing
D
45.9
0.71
N Magnolia Ave
Option 2
Option 3
D
D
45.9
45.9
0.71
0.71
Option 4
D
45.9
0.71
Alternative B
F
223.9
1.34
Description
LOS
Delay (s)
Max V/C Ratio
Existing
B
15.6
0.81
NE 1st Ave
Option 2
Option 3
B
B
15.6
16.3
0.81
0.81
Option 4
B
16.3
0.81
Alternative B
F
98.1
1.06
Description
LOS
Delay (s)
Max V/C Ratio
Existing
B
19.2
0.8
NE Watula Ave
Option 2
Option 3
B
B
19.2
19.2
0.8
0.8
Option 4
B
19.2
0.8
Alternative B
F
90.6
1.27
Existing
B
13.3
0.65
NE 8th Ave
Option 2
Option 3
B
B
13.3
13.3
0.65
0.65
Option 4
B
13.3
0.65
Alternative B
F
341.3
2.33
Description
LOS
Delay (s)
Max V/C Ratio
Description
LOS
Delay (s)
Max V/C Ratio
Description
LOS
Delay (s)
Max V/C Ratio
Description
LOS
Delay (s)
Max V/C Ratio
56
MARCH 2015
AM Peak Hour results indicate that the SR 40/US
441 intersection operates at LOS D for both the
Alternative A (Existing) and Alternative B
concepts. At the intersections of NW 1st Avenue,
Magnolia Avenue and NE 8th Avenue, significant
differences in AM Peak Hour LOS for Alternatives
A and B were identified, resulting in Alternative
B operating at a failing LOS F. PM Peak Hour
results indicate the SR 40/US 441 intersection
operating at LOS D for both Alternative A and B,
while the remaining intersections in the study
corridor operate at a failing LOS F for Alternative Heavy eastbound traffic on SR 40/Silver Springs
Boulevard at Watula Avenue.
B.
Utilizing Synchro, the results between the Ocala Downtown Park block intersection reconfiguration
options don’t change because, despite Magnolia Avenue and NE 1st Avenue under consideration for
conversion into two-way operations, the traffic volume data in the Synchro model is only based on
a one-way configuration. In order to illustrate what type of operational improvements may occur
with the various options, additional traffic volumes would have to be inserted into the model to
account for the new left turn lanes being added.
4.2.1
Planning-Level Cost Estimates
Planning-level cost estimates have been
developed for each alternative and are
summarized below. The June 2014 Generic
Roadway Cost Per Centerline Mile model
developed by the FDOT Specifications and
Estimates Department was used to calculate the
preliminary cost estimates for Conceptual
Alternatives A and B.
The total 2014 project cost per centerline mile
for Conceptual Alternative A was $4.1 million, as
depicted in Table 13. The total 2014 project cost SR 40/Silver Springs Boulevard at NE 2nd Avenue.
per centerline mile for Conceptual Alternative B
was $3.9 million. This information is depicted in Table 14.
57
MARCH 2015
Table 13: Planning-Level Cost Estimates – Alternative A
Alt. A (Capital
Costs)
Milling &
resurfacing 4 lane
road with 5'
sidewalk curb and
gutter
Mast Arm
4 lane/4 lane
intersection
4 lane/2 lane
intersection
Sidewalk
5' wide sidewalk (1
side)
3' wide sidewalk (1
side)
Median Retrofit
24' wide median
18' wide median
Crosswalks
TOTAL
O & M Costs
Milling &
resurfacing 4 lane
road with 5'
sidewalk curb and
gutter
Cost per
Centerline
Mile (2014 $)
Segment
Length
(Miles) or
No. Units
Project Cost
(2014 $)
No.
Years
Annual Cost
(2014 $)
$2,413,168.00
all
0.633
$1,527,535.34
1
$1,527,535.34
$414,279.00
-
2
4
$828,558.00
$1,485,276.00
1
1
$828,558.00
$1,485,276.00
0.32
$55,844.48
1
$55,844.48
0.21
$146,590.92
1
$146,590.92
$371,319.00
$174,514.00
$104,708.00
$698,052.00
$523,548.00
$2,839.00
-
US 441Osceola
OsceolaWatula
Various
Various
Various
0.1
0.1
0.37
$10,470.80
$52,354.80
$1,050.43
1
1
$10,470.80
$52,354.80
1
$1,050.43
$4,107,680.77
Cost per
Centerline
Mile (2014 $)
Segment
Length
(miles) or
No. Units
Project Cost
(2014 $)
No.
Years
Annual Cost
(2014 $)
$2,413,168.00
all
0.633
$1,527,535.34
10
$152,753.53
58
MARCH 2015
Table 14: Planning-Level Cost Estimates – Alternative B
Alt. B (Capital
Costs)
Milling &
resurfacing 4 lane
road with 5'
sidewalk curb and
gutter
Mast Arm
4 lane/4 lane
intersection
4 lane/2 lane
intersection
2 lane/ 2 lane
intersection
Sidewalk
5' wide sidewalk (1
side)
3' wide sidewalk (1
side)
Median Retrofit
13' wide median
Crosswalks
TOTAL
O & M Costs
Milling &
resurfacing 4 lane
road with 5'
sidewalk curb and
gutter
Cost per
Centerline
Mile (2014 $)
Segment
Length
(Miles) or
No. Units
Project Cost
(2014 $)
No.
Years
Annual Cost
(2014 $)
$2,413,168.00
all
0.633
$1,527,535.34
1
$1,527,535.34
$414,279.00
-
2
$828,558.00
1
$828,558.00
$328,358.00
-
3
$985,074.00
1
$985,074.00
$371,319.00
$174,514.00
$104,708.00
$378,118.00
$2,839.00
US 441Osceola
OsceolaWatula
Various
Various
1
0.32
0.1
$371,319.00
$55,844.48
$10,470.80
1
1
1
0.19
0.37
$71,842.42
$1,050.43
1
1
$371,319.00
$55,844.48
$10,470.80
$71,842.42
$1,050.43
$3,851,694.77
Cost per
Centerline
Mile (2014 $)
Segment
Length
(miles) or
No. Units
Project Cost
(2014 $)
No.
Years
Annual Cost
(2014 $)
$2,413,168.00
all
0.633
$1,527,535.34
10
$152,753.53
59
MARCH 2015
4.2.2
TransValU Tool Analysis
To support the alternatives comparison and evaluation process, the Department’s TransValU tool
was utilized to develop a corridor-level benefit/cost analysis for conceptual alternatives A & B.
Transportation Value to You (TransValU) is a tool designed for corridor-level benefit-cost analysis
of proposed transportation investments in District Five and compares the benefits and costs of each
project relative to each other. The TransValU tool focuses on three types of transportation
investments: Highway, Transit and Bicycle/Pedestrian (and any combination of these modes). It
provides a comprehensive framework to include all capital and operations and maintenance (O&M)
costs and a wide range of benefits. Long term benefits include Net Present Value (NPV), Internal
Rate of Return (IRR), Benefit to Cost Ratio (BCR), Return on Investment (ROI) and Discounted
Payback Period (DPP). In addition, it calculates short term direct economic impacts such as jobs
created, new income, business output (sales) and taxes.
Appendix A illustrates the results of TransValU tool analysis for Conceptual Alternatives A and B.
The benefit of these two alternatives can be realized in the benefit to bicycle and pedestrian health
as well as the economic impact of each alternative. Alternative A has a bicycle and pedestrian health
benefit of $38.4 million while alternative B has a bicycle and pedestrian health benefit of $46.0
million. Alternative B has a greater benefit because of its inclusion of bicycle lanes and a buffer
between the parallel parking lane and the bicycle lane. Alternative A does not have any bicycle
lanes. The economic impact of Alternative B is greater than the economic impact of Alternative A.
Alternative B will result in 56 direct, indirect or induced jobs. Alternative A will result in 41 direct,
indirect or induced jobs. The value-added economic impact of Alternative A is approximately $2.7
million, while the value-added economic impact of Alternative B is approximately $3.7 million.
60
MARCH 2015
5 ALTERNATIVES DEVELOPMENT MEETING
On November 20, 2014, a joint public information meeting was held for the SR 40/Silver Springs
Boulevard Corridor Development Planning Study and SR 40/Silver Springs Boulevard Traffic
Operations Improvement project at the Institute for Human and Machine Cognition in downtown
Ocala.
The purpose of this meeting was to solicit input from the community as the vision for the SR
40/Silver Springs Boulevard corridor is developed. The meeting was conducted in an open house
and presentation format to introduce the study and the traffic operation improvement project,
present information collected to date with regard to corridor operations, deficiencies and
opportunities, and to discuss and solicit input on the conceptual alternatives, plans and exhibits
under consideration. Approximately 33 members of the public attended the meeting, along with 5
public officials, 3 FDOT staff members, and 8 members of the study team. Feedback provided by the
public is shown in bullet format below. In summary, the public:
•
•
•
•
•
•
•
•
•
It is important for the FDOT to engage the public early and also coordinate with the
consultants working on the Osceola linear park project.
Concerned about Traffic Operations project limiting access to downtown’s southwest
quadrant. Most would prefer westbound left-turn lanes at NW 1st Avenue to remain.
Prefers use of regional native landscaping and materials with integrity as a part of
improvements.
Prefers narrowed lanes, pedestrian refuges, color/texture enhanced crosswalks, wide
sidewalks and medians. Most would like consulting team to consider adding an eastbound
left-turn lane at SE 3rd Avenue and is unsure about converting Magnolia and NE 1st Avenues
into two-way operations.
Concerned about Traffic Operations project limiting access to downtown’s southwest
quadrant. A local retail business owner would prefer traffic signal at NW 2nd Avenue to
remain.
In favor of widened sidewalks that allow for outdoor seating and medians with landscaping.
Concerned about removal of SE 2nd Avenue traffic signal, wonders if a signal should be
installed at Osceola Avenue intersection and prefers Magnolia/NE 1st Avenue Intersection
Alternatives. – Option 4
Looks forward to aesthetic and efficiency improvements.
Prefers Magnolia/NE 1st Avenue Intersection Alternatives. – Option 3
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6 SELECT ALTERNATIVES AND NEXT STEPS
On December 10, 2014, a follow up meeting was held with the Project Visioning Team to review
conceptual alternatives, related public feedback and identify viable improvement strategies/policy
objectives to be recommended for advancement into the Concept Development phase. The Concept
Development phase will involve a more in-depth evaluation of recommended conceptual
improvements and result in the creation of the Corridor Assessment Summary report.
6.1
Selected Improvement Strategies Recommended for Further Analysis
Where feasible, Figure 38 depicts the specific location of conceptual improvements within the study
area that are recommended for further analysis in the Concept Development phase. A preliminary
outline of identified conceptual improvements, associated responsible lead agency, and timeline for
implementation is provided in Table 17.
Figure 38: Specific Location of Improvements
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Table 13: Recommended Improvement Strategies
ID
Location
Description
1
US 441 to Watula
Avenue
NW 1st Avenue to
Watula Avenue
Expand sidewalk from 5 ft. to
10 ft. width.
Reduce travel lane width from
12 ft. to 10.5 ft.
US 441/SR 40 (Milling &
Resurfacing) Intersection
Improvements (Removal of
traffic signal and lengthening of
westbound left turn lane)
Expand sidewalk from 5 ft. to 8
ft. width.
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
US 441 to Magnolia
Avenue
NE Watula Avenue to
NE 8th Avenue
US 441 to NE 8th
Avenue
NW 2nd Avenue to NW
1st Avenue
NW 1st Avenue to
Magnolia Avenue
NE 1st Avenue to NE
Osceola Avenue
NE Osceola Avenue to
Watula Avenue
Watula Avenue to
Tuscawilla Avenue
Tuscawilla Avenue to
NE 8th Avenue
NE 8th Avenue to SE
Wenona Avenue
SR 40 & Magnolia
Avenue (northeast
corner)
SR 40 & NE 1st Avenue
(northwest, northeast
corner)
Magnolia Avenue/NE
1st Avenue Block
SR 40 & 3rd Avenue
SR 40 & 2nd Avenue
SR 40 & NW/SW 1st
Avenue
Street Trees & Landscaping
Raised Median
Raised Median
Raised Median
Raised Median
Raised Median
Raised Median
Raised Median
Curb Extension
Lead Agency
FDOT
Long -Term
FDOT
Short-Term
FDOT
Long-Term
FDOT
Short-Term
FDOT
Long-Term
City of Ocala
FDOT
FDOT
FDOT
FDOT
FDOT
City of Ocala
City of Ocala
Enhanced Crosswalks
City of Ocala
Enhanced Crosswalks
Enhanced Crosswalks
Long-Term
FDOT
Curb Extension
Eastbound Left Turn Lane
Timeline
Long-Term
Short-Term
Long-Term
Long-Term
Long-Term
Long-Term
Long-Term
Long-Term
City of Ocala
Short-Term
City of Ocala
Long-Term
City of Ocala
Long-Term
Long-Term
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ID
Location
19
SR 40 & Magnolia
Avenue
SR 40 & NE/SE 1st
Avenue
20
21
22
23
24
25
26
27
28
29
30
6.2
SR 40 & NE Osceola
Avenue
SR 40 & NE Watula
Ave.
SR 40 & Tuscawilla
Avenue
SR 40 & NE Sanchez
Avenue
SR 40 & SE 7th Avenue
SR 40 & NE 8th Avenue
SE Wenona Avenue
US 441 to NE 8th
Avenue
US 441 to NE 8th
Avenue
NE Tuscawilla Avenue
to NE Sanchez Avenue
Next Steps
Description
Lead Agency
Timeline
Enhanced Crosswalks
City of Ocala
Long-Term
New Enhanced Crossing
City of
Ocala/Florida
Northern
Railroad
Short-Term
City of Ocala
Long-Term
Enhanced Crosswalks
Enhanced Crosswalks
Enhanced Crosswalks
Enhanced Crosswalks
Enhanced Crosswalks
Enhanced Crosswalks
Enhanced Crosswalks
Decorative Street Lighting
Mast Arm Signalization
Enhanced Center Turn Lane
City of Ocala
Long-Term
City of Ocala
Long-Term
FDOT
Long-Term
FDOT
FDOT
FDOT
City of Ocala
City of Ocala
FDOT
Long-Term
Long-Term
Long-Term
Long-Term
Long-Term
Long-Term
The next step in the SR 40 (Silver Springs Boulevard) Concept Development Planning Study is the
Concept Development Phase/Identify Improvement Recommendations phase. This task includes
more in-depth development and evaluation, finalizing engineering and environmental assessments,
cost estimates, interdepartmental coordination, and comparative evaluation of selected
recommendations. Upon completion of this phase, a concept development public meeting will be
held to solicit input from the community for the SR 40/Silver Springs Boulevard corridor
improvements.
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Appendix A
MARCH 2015
TransValU Benefit Cost Analysis Results – Alternative A
MARCH 2015
TransValU Benefit Cost Analysis Results – Alternative B
MARCH 2015