CHAPTER 2
TRANSPORTATION
Chapter Summary
This chapter begins by providing an overview of the history, facilities, and deficiencies of the present road system in Englewood. A graphic depiction of existing roads indicating their Annualized Average Daily Traffic (AADT) counts clearly shows that most of these roads are operating at a Level Of Service (LOS) 'F'.
Click Here for AADT Graphic (143 K)
The EAPAB recommends improvements of some type to virtually all of these existing roads within the next fifteen years. The most dramatic need, however, is for the construction of new transportation facilities on the Cape Haze Peninsula. Primary among these are the Pine Street extension to US 41 and ultimately to I-75; and the Winchester Road bypass.
This report clearly indicates that these recommended road improvements, as well as the new construction projects, will benefit all of the citizens of this region, not just those who reside in a specific area of the peninsula.
In order to ensure adequate funding for these recommendations, the EAPAB investigated several revenue sources. Due to the regional nature of these projects, the Board believes that the Florida Department Of Transportation (FDOT) should become more actively involved in either constructing or funding these roads. A unique source of funding these projects, and perhaps the most reliable means of ensuring an adequate revenue stream, however, would be the creation of a bi-county municipal service unit for the Cape Haze Peninsula.
These proposed road improvements will provide an opportunity to correct or improve the condition of several area intersections by re-aligning or signalizing them.
The EAPAB also recommends the expansion of public mass transit service to include the entire Cape Haze Peninsula.
Several bicycle projects are also recommended. These range from supporting the Rails-To-Trails program for the Cape Haze Pioneer Trail to providing motorist informational signage where cyclists share pavement with automobile traffic.
The EAPAB also recognizes the bi-county importance of Lemon Bay and Stump Pass for maritime navigation as well as for proper ecological balance in the bay. The board strongly recommends that both counties take an active interest in this issue and work cooperatively towards a solution.
The Board also beleives that measures should be taken to ensure that the navigable channels beneath bridges are fully restored subsequent to any construction or repair on these bridges.
All transportation projects must be evaluated primarily from the standpoint of traffic circulation. While other concerns, such as emergency evacuation, should be taken into consideration, these must play a secondary role in determining the best means of providing a sound transportation infrastructure.
The impact of land-use planning on transportation issues cannot be over stated. Proper community development can have just as great an impact on traffic circulation as the construction of new lanes of pavement. By using limited and selective back-fill of commercial development within residential areas, the number of daily trips which require travel on major highways can be greatly reduced.
INTRODUCTION
History
Just like the community of Englewood, the existing transportation infrastructure of the Cape Haze Peninsula is steeped in history. Before the construction of US 41, the Tamiami Trail wound its way through the byways of this community. Roads which are now referred to as Englewood Road (SR 776), Old Englewood Road, Dearborn Street, and River Road were all components of the Tamiami Trail which followed the coast line from Tampa to Naples before crossing the Everglades to Miami.
Unfortunately, as the population multiplied over the years, the transportation system remained substantially unchanged until very recently. It is difficult to imagine now, but Dearborn Street was first paved in the mid 1960's, about the same time that Indiana Avenue was extended northward to connect with Englewood Road. What seems more incredible is that up until 1980, the bridges on CR 775 over Ainger Creek, Oyster Creek, and Buck Creek, along with the fixed bridge on Beach Road, were all of wooden construction.
With the current and planned widening of SR 776 and CR 775, the transportation infrastructure of the Englewood area is undergoing a substantial and much needed renovation. In spite of these greatly appreciated improvements, the peninsula is still served today by no more roads than those which were in place in 1950.
There does not exist any one, single, isolated solution to this transportation problem. The overall situation can be improved only through a comprehensive master plan which will address all aspects of the transportation deficiencies in this region.
Existing Facilities
The Cape Haze Peninsula is served by four major roads: SR 776, River Road, CR 771 and CR 775. The only access on or off of the peninsula is provided by SR 776, either north towards Venice or east over the Myakka River towards El Jobean, and by River Road to the north. Functionally, the other two roads are southern extensions of these roads. CR 775 parallels the shore of Lemon Bay south to the Boca Grande causeway. CR 771 forms the third leg of an inverted triangle with SR 776 and CR 775.
Deficiencies
The greatest deficiency on the peninsula is the lack of alternative routes into and out of the area. Essentially all north-south traffic must pass through the Pine Street/CR 775/SR 776 intersection. (This interchange was historically referred to as 'Whiskey Corners', so named because of Wood's Tavern which stood at this location for many years. It is now called 'Merchant's Crossing', named for the shopping center which the tavern was razed to accommodate.) The only north-south routes available beyond that point are SR 776 and River Road. The two greatest needs on the peninsula are: first, an additional major north-south arterial road; and second, a route to bypass through traffic around the Merchant's Crossing intersection and the core commercial area.
Access Policy
Maximizing a level of service for any type of roadway often involves restricting, limiting or otherwise controlling the number and frequency (spacing) of access points to the facility. As a part of the recommendation process, the EAPAB considered a general policy for addressing access to the various types of roads or road improvements to be suggested. The Board recognized that these criteria could not be hard and fast rules, but rather goals to strive for and to implement wherever possible. The basic policy for access control is as follows:
* Major Arterial Roads--allow access only by other major arterials, minor arterials, and, where appropriate, collectors.
* Minor Arterial Roads--allow access only by other arterials and collectors; prohibit direct access by individual parcels.
* Collectors--allow access by all other streets and roads; discourage direct access by individual parcels.
Drainage Interaction
Recognition needs to be given to the drainage conflict between transportation facilities and private property. This issue is discussed in greater detail within the EAPAB recommendations dealing with the drainage issue. Mention is made here simply to acknowledge that a serious conflict does exist and that this is not an easy issue to resolve.
Transportation Infrastructure Benefit
When a road project crosses a political boundary, or is located such that it will serve the citizens of more than a single jurisdiction, there is an irresistible impulse to evaluate that project in terms of who will benefit most. In the situation of roads for the Cape Haze Peninsula, the outcome of that evaluation hinges strongly on the traffic model which is used for the study.
If one were to consider the traffic patterns in the event of an emergency evacuation of the peninsula, there is no question as to who would be the prime beneficiaries of an improved roadway system. This obvious response, however, has a tendency to blind the observer to the primary purposes that these roads will serve. That purpose is for routine, daily traffic circulation within the immediate area and throughout the general region. An evaluation on that basis yields a significantly different response.
In normal traffic circulation scenarios, people travel to and from their place of employment, visit friends or relatives, shop for goods and services, dine out, and partake in other entertainment activities. In all of these situations there is a direct benefit not only to the person who uses the roads, but also to the person, business, or other establishment to which that person travels. Also, standard circulation models will tend to demonstrate a more even balance of trip generation values in both directions on any roadway.
There is no valid justification, given this evaluation, for claiming that a roadway which crosses a county line is beneficial only to those in one county or the other. These facilities are for the benefit of each and every person who uses them, regardless of which end of the road is in the county they call home. They are also a direct benefit to those persons or businesses at the destination of their travels, which is nearly always in the other county.
Funding Considerations
While no specific funding recommendations are contained in this report from the EAPAB, the Board did discuss a number of traditional as well as creative funding mechanisms for the recommended transportation capital improvements.
Some of the non-standard funding sources which the Board identified are listed here with the disclaimer that none of these are proposed as recommendations at this juncture.
Not a popular contender, though one which should not be dismissed without further consideration, is the possibility of establishing new express-type roads, such as the Pine Street extension as toll roads.
There is the possibility that some funding may be available through grants issued by the Federal Emergency Management Administration (FEMA), as part of their hazard mitigation program.
While not appropriate for new road construction, funding through the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 may be available for some of the non-highway transportation projects included in this report.
In view of the regional nature of several of these trans-county roads, it would seem appropriate for the State to become more involved in the funding process. Investigation should be made into the feasibility of establishing or enhancing Joint Participation Agreements (JPA) with FDOT for these projects.
One of the more innovative funding sources to provide the necessary revenues for these various transportation projects would be the establishment of a bi-county Municipal Service Taxing Unit (MSTU) or Municipal Service Benefit Unit (MSBU). Such a vehicle could provide the revenue stream necessary for debt service on bonds which could be issued to allow for an accelerated construction schedule. Obviously, an equitable method of assessment would need to be formulated which would not place an undue burden on the citizens of this area.
SPECIFIC RECOMMENDATIONS
The general rule for transportation facilities is very simple: More is better--more lanes, more roads, and more alternative routes are all important. The emphasis on additional alternatives cannot be overstated. As the tragedy which destroyed a bridge on Interstate 75 earlier this year so clearly demonstrated, the lack of alternatives to even the most major of thoroughfares can transform an unfortunate accident into a traffic disaster.
Transportation facilities must be evaluated primarily from the standpoint of traffic circulation. A strong but secondary focus of any road project's evaluation should be its impact on evacuation objectives. In most cases, particularly on the Cape Haze Peninsula, these two essential criteria are mutually applicable. Some of the transportation solutions which have been suggested in recent times, however, fail to meet this dual test.
ROADS
The recommended road projects are listed below in alphabetical order. Some of these recommendations may appear to contain contradictory opinions. In some cases, this is due to the presentation of more than one suitable approach. In other instances, varying recommendations are appropriate at different points in time. These apparent conflicts will be resolved in the section dealing with priorities for various time periods.
CR 771 [minor arterial]
* Widen to 4 lanes from SR 776 to Oil Well Road
Click Here for Map
Traffic demands resulting from the eventual residential build-out on either side of CR 771 in this area will require expanding this route to four lanes.
Projected population densities south of Oil Well Road do not warrant expanding CR 771 beyond the existing two lanes at any time in the foreseeable future. The only access points to CR 771 between Oil Well Road and CR 775 are at the Gasparilla Marina, Rotonda Airport (a private facility), and a small mobile home park (approximately 175 units).
CR 775 [minor arterial]
* Widen to 4 lanes from SR 776 to Rotonda West Boulevard
* Add shoulders and bike lanes south of Rotonda West Boulevard
Click Here for Map
The portion of CR 775 (Placida Road) from the county line south to Wyoming Avenue is currently under contract for widening to four lanes. Similar widening for the section south to Rotonda West Boulevard should be planned for construction as soon as possible.
The remaining section of CR 775, from Rotonda West Boulevard south to CR 771, should be improved by adding paved shoulders within the existing right-of-way (ROW) which could also serve as bicycle lanes, or by providing paved bicycle paths separate from the existing pavement.
SR 776 from US 41 to US 41 [major arterial]
* Widen to 4 lanes from Keyway Road to US 41 including the Myakka River bridge at El Jobean
* Widen to 6 lanes from US 41 to approximately Keyway Road
* Restrict new access to arterials or collectors
Click Here for Map
The entire road project is divided into ten separate segments. Four of these segments are currently under construction. The remaining portions are scheduled for construction in the current FDOT Transportation Improvement Program (TIP). It is essential that the present schedule for construction of the entire project be maintained or accelerated.
As a major arterial, access to this facility should have been much more restrictive than it is currently. Little can be done to rectify the present access situation. Measures should be taken, however to ensure that any new or future direct access be curtailed to the greatest extent possible.
Access Road SR 776 (south)
* Interconnect three disjointed segments
* Review traffic flow at SR 776 cross intersections
The access road which parallels SR 776 on the south side is separated into three separate segments. These separations occur at the Maren and Seamist waterways. The interconnection of these disjointed segments of the access road would preclude the necessity of local traffic traveling on SR 776.
If this is to be done, consideration must be given to the handling of traffic at the locations where cross streets intersect with SR 776 such as at Spinnaker Boulevard and Sunnybrook Boulevard. At these locations, the cross streets form intersections with both SR 776 and the access road within a very short distance. When more than two or three automobiles on a cross street are waiting for a traffic signal to turn, the access road intersection becomes blocked. The interconnection of the access road segments will have the effect of increasing the volume of traffic on the access road. Some means of addressing this potential problem will need to be implemented.
One solution would be to offset the access road intersections away from SR 776 by curving them to the south just prior to meeting the intersecting roads, forming a bell-shaped configuration. A possible drawback to this option lies with the large degree of existing commercial development immediately surrounding these intersections.
Another possibility would involve expanding the signalization at the primary SR 776 traffic signalization to include the secondary intersection with the access road.
This access road configuration is not a unique situation in the State road system. It is likely that FDOT has already successfully addressed this issue in other locations, or is adequately equipped to conduct a traffic study to determine the best solution for this condition.
Gissinger Boulevard from SR 776 to River Road [minor arterial]
* Rename to 'Winchester Road'
Click Here for Map
The Winchester/Gissinger bypass should be considered a single roadway structure. As the Englewood community already has an abundance of pavement segments which change name for no apparent reason, the EAPAB strongly recommends that the east-west segment of this project be renamed Winchester Road.
This roadway would have been the westerly extension of a major east-west road in the Myakka Estates plat named Gissinger Boulevard. With the de-platting of Myakka Estates and all of its roads, there is no longer any reason to retain the name Gissinger. Since Winchester Road has been re-aligned to flow into this east-west corridor it seems to make perfect sense to convey the name Winchester to this roadway also.
For clarity, the roadway designated as Gissinger Boulevard will be referred to as Winchester Road for the balance of this report.
Keyway Road from SR 776 to Pine Street [minor arterial]
* Construct 2 lanes in 4 lane ROW
* Limit access to collectors/arterials
* Widen to 4 lanes
Click Here for Map
The most effective means of building an efficient transportation infrastructure is to construct a grid of arterial roadways. The proposed Keyway Road alignment would provide an east-west corridor connecting SR 776 with Pine Street midway between Winchester Road and Manasota Beach Road.
The intersection of Keyway Road and SR 776 is the location where SR 776 will transition from six lanes to four lanes. The origin of the Keyway connector stems from the need to provide additional north-south lanes as a result of this road width reduction. The combination of Pine Street and Keyway Road would form a quasi-parallel bypass, carrying an additional two lanes of traffic.
If Pine Street is constructed north to US 41 and I-75, it would appear that the necessary north-south lane count would be met without necessarily locating this east west connector at the existing Keyway intersection. While co-locating this connector at the same point as the lane transition does have significant merit, there are some compelling reasons to consider other locations. There is a major access point to a large subdivision located just south of Keyway. This signalized access would also prove to be a suitable connection point. (See the Keyway discussion under the Intersections heading of this chapter.)
The logic involved in requiring a constant lane count on SR 776 may be called into question upon examining the traffic density gradient on this road. The highest traffic counts occur south of Jacaranda Boulevard and north of Manasota Beach Road where AADT counts approach 30,000. This can be attributed, in large part, to the population density in the South Venice area coupled with the daily commute to the major employment centers in Venice and Sarasota. There has also been significant commercial development in the area around US 41 and Jacaranda Boulevard which will result in a significant traffic density increase along the northern portion of SR 776.
An evaluation of the evacuation impacts should likewise take into consideration the confluence of the many evacuees fleeing the coastal areas of South Venice along with those traveling SR 776 from the southern extremes of the peninsula. Logic would dictate that this type of north-south arterial would have a higher lane count as it progresses northward.
It would seem prudent to forestall action on a final commitment to the specific location of this connector until actual measured traffic density patterns emerge. There is, of course, the danger of excessive delays in this selection allowing development to prohibit effective site location for the connector terminus.
Manasota Beach Road from SR 776 to River Road [minor arterial]
* Identify gross alignment
* Plan for refined alignment
* Require construction prior to any regional development
* Limit access to collectors/arterials
Click Here for Map
As the area south of US 41 is developed in accordance with currently adopted comprehensive plans, an east-west minor arterial will be necessary to prevent excessive local traffic on US 41. A conceptual alignment which would be appropriate for this road would be an easterly extension of Manasota Beach Road. This alignment should cross the Pine Street extension and continue to River Road.
This gross alignment should be refined as development plans emerge for this area. Construction of this road should be completed in advance of, or concurrently with, any major development in this area. This road should be constructed as a minor arterial, and therefore access should be limited to arterials and collectors.
PINE STREET EXTENSION
Pine Street from SR 776 to Dearborn [minor arterial]
* Widen to 4 lanes
* Improve drainage
* Discourage any new access
* Coordinate construction as single joint project
* Increase elevation just north of SR 776
Pine Street from Dearborn to US 41 [major arterial]
* Construct 2 lanes in 6 lane ROW
* Access by minor arterials only
* Widen to 4 lanes
Pine Street from US 41 to I-75 [major arterial]
* Construct 2 lanes in 6 lane ROW
* Access by minor arterials only
Click Here for Map
This road will complete the logical extension of the major corridor which extends from the southern tip of Gasparilla Island in Lee County to I-75. This direct north-south corridor is comprised of CR 775 and Pine Street. It will provide continuous, direct, north-south pavement for the entire length of the Cape Haze Peninsula.
This corridor, when complete will form the spinal column of the Englewood area transportation skeleton. This major arterial should naturally progress from a two-lane road at the southern extreme to four lanes as traffic from Rotonda joins in, and ultimately to a six-lane, limited-access super-arterial north of Dearborn Street/River Road.
The Board recognizes that there already exists the need for several additional access points to Pine Street just to the north of Dearborn Street. These accesses, for the Englewood Sports Complex, EWD well field, and for the Park Forest development, should be provided for. Any additional access of this nature, however, must be prohibited.
River Road from Pine Street to I-75 [major arterial]
* Improve drainage
* Resurface
* Provide acceleration/deceleration/turn lanes
* Access by minor arterials only
* Re-align and elevate if necessary
* Widen to 4 or 6 lanes
Click Here for Map
River Road now carries 20 to 25 percent of the north-south traffic on the peninsula and is currently operating at LOS rating 'C'.
The fact that River Road was constructed long before environmental concerns affected road design and construction ascribes several advantages along with its shortcomings. One of the main benefits of ignoring environmental concerns is the fact that South River Road is comprised of two perfectly straight segments joined by a single curved section. (The intersection turn just south of US 41 is currently being replaced with a second gradual turn.)
A significant disadvantage is that River Road does traverse several wetlands. In these wetland areas, the road is more prone to rainfall flooding than other arterials on the peninsula. River Road's flooding can also be attributed, in part, to the hydrologic properties of the north eastern peninsula. Some of these problems may be addressed through storm water management and drainage control.
The situation becomes a primary concern when considering any major improvements to River Road such as increasing lane counts or significant increase in elevation. All available information indicates that, under present environmental permitting requirements, it would not be feasible to accomplish any major reconstruction of River Road along its existing alignment.
As a result, any significant transformation of River Road would necessitate the destruction of a north-south artery which is currently functioning and serving well within its capacity. Not only would the existing pavement have to be removed, but much of the present right-of-way would not be usable.
Ironically, the preferred approach toward River Road would be to implement improvements which would actually lower its level of service.
River Road suffers somewhat from an image problem. It is a long, narrow, desolate roadway which can become quite foreboding to many motorists after dusk. The pavement is also uneven and rutted. The parallel ruts caused by tire pressure over decades of traffic readily accumulate water in even modest rainfalls. Trying to avoid these elongated puddles within the narrow lane width makes driving in rainy conditions a real challenge.
Some of these conditions may be alleviated by improving the drainage from the road and by repaving the road surface. A major improvement could be realized by either slightly widening the existing traffic lanes or adding paved shoulders. The addition of acceleration, deceleration and turn lanes at existing access points, while discouraging any new connections, would also enhance the safety and utility of River Road. These actions would likely increase the use of River Road to the point where the limiting factor would be a traffic volume level of service rather than road condition.
Some concern has been expressed over the magnitude of studies and permitting challenges which may be required in order to provide any additional drainage facilities under River Road. While the Board does not attempt to second guess the permitting process, it should be noted that any drainage facility which would permit water flow across (underneath) River Road would be, by its very nature, restoring historical drainage patterns which were disturbed by the construction of this road, rather than altering any natural flow.
Also, the longitudinal drainage improvements recommended here amount, in essence, to clearing and regrading the existing drainage ditches on either side of the road and increasing the depth of these swales only where necessary to establish stable water flow. While it is not our intention to suggest any major changes to the drainage patterns in this area, some storm water management facilities may be warranted.
The section of River Road most vulnerable to flooding is located near the US 41 intersection. As noted earlier, the right-angle turn at this location is being replaced with a wide, sweeping, banked turn. This section is also being elevated an additional three to four feet and features substantial improvements in the cross and longitudinal drainage capacity. These improvements should greatly enhance River Road's ability to remain passable during the rainy season.
If this does, in fact, prove to be the case, then serious consideration should be given to widening River Road to four or even six lanes at its present elevation. The resulting roadway would be adequate for routine traffic circulation, and could also augment other routes in the early stages of an evacuation scenario. The loss of this facility as an all-weather escape route would be significantly offset by the cost effective approach of maintaining the existing pavement and right-of-way.
Sunnybrook Boulevard from SR 776 to River Road [major arterial]
* Preserve conceptual alignment
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The Board realizes that with the State acquisition of the Myakka Estates region of North Port for preservation, there is virtually no chance that a major transportation facility will be placed in this area. With this acquisition, and the attendant decrease in the projected population for this portion of the peninsula, there also is a much less compelling need for this road.
Nevertheless, the function of this road was to serve not only the populations expected to occupy the Myakka Estates, but also the substantial populations to the south of this property. Consequently, the conceptual alignment of this roadway should be permanently recorded for present and future reference.
This action is suggested due to the remote possibility that the land use designation for this region could be altered in the very distant future, necessitating the utilization of this corridor.
There is, however, a more practical purpose involved within this recommendation. While this parcel will be 'developed' for strictly passive and preservation purposes, some improvements, at least in the form of access roads, will likely be installed or enhanced. Those responsible for this property should be made aware of this conceptual alignment and its potential function in designing these access facilities.
While routine traffic patterns should not be established through this preserve, it may be possible to utilize any transportation facilities that do exist here in the event of an emergency evacuation scenario.
The provision of contiguous pavement or roadway, from the southern border at or near the existing Sunnybrook Boulevard terminus to an access point at River Road at the northern extreme, would provide for this option. This route could be closed to through traffic in all but emergency situations, yet could serve as public and maintenance access to the facility at all other times.
The essence of this recommendation is not to promote the development of this roadway, either through right-of-way acquisition or any other means. It is to prevent any contrary use of the land to preclude the ultimate establishment of this corridor.
Winchester Road from CR 775 to River Road [minor arterial] and
Winchester Road from River Road to SR 776 [minor arterial]
* Construct 4 lanes
* Limit access to collectors/arterials
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In order to fully understand the logic behind the Winchester bypass, it is necessary to examine the land use along SR 776 and CR 775 in the Englewood area. CR 775 from the SR 776 intersection south through Grove City is predominately strip commercial zoning. Land use along SR 776 from north of Artist Avenue through to the Myakka River bridge at El Jobean is likewise commercial strip in nature. SR 776 east of the Winchester intersection is, however, a limited access facility, served by parallel access roads which support the commercial establishments.
The Winchester bypass allows through traffic to circumvent these commercial strip segments. This accomplishes two symbiotic goals: through traffic is expedited via a limited access outer loop bypass; and, congestion on the business route is reduced, allowing motorists better and easier access to those business concerns.
One of the major, hidden benefits to providing this type of interconnecting link among all of the peninsula's major arteries is the ability for traffic to detour around temporarily impassable road obstructions. Given the current configuration, there are many potential scenarios where a road blockage, due to flooding or major vehicular collision, leaves a motorist essentially stranded with no viable detour route.
To reinforce the assertion that this project must be implemented in its entirety, consider the following two issues:
* Winchester Road from CR 775 to River Road will not adequately serve traffic circulation needs.
* Winchester Road to River Road, without a significant increase in other north-south lane counts will not assist evacuation efforts.
If Winchester Road is constructed from CR 775 to River Road only, its ability to serve as relief for traffic circulation would be severely curtailed. Those who advocate this course of action present this as an alternative to construction of the Pine Street extension for hurricane evacuation, not for traffic circulation purposes.
Winchester Road to River Road for hurricane evacuation should not be promoted without a thorough examination of traffic flow capacities: SR 776 is now being widened to four lanes. The portion of this road between Dearborn Street and Oriole Boulevard will be completed well before any construction on Winchester Road could begin. Construction on the widening of CR 775 from Wyoming Avenue to SR 776 will be under way before the end of 1996. Pine Street between SR 776 and Dearborn Street/River Road is also expected to be widened to four lanes within the near future.
All available information indicates that it is reasonable to presume that in a hurricane evacuation scenario, all available roads will be operating with demands at, or above, their design capacity. At Dearborn Street, then, there will be two four-lane north-south roads (SR 776 and Pine Street). Assume that the hurricane does not strike until after the year 2002 so that SR 776 north of Dearborn Street would be four lanes wide to accommodate all of the traffic already north-bound on this road. Also assume that this hurricane can be postponed until beyond 2020 so that River Road also can be widened to four lanes so that it will be able to accept all of the traffic north-bound on Pine Street. Clearly, there will remain a serious deficit in north-south laneage where the capacity traffic from a four-lane Winchester attempts to join with the already overloaded River Road.
HIGHWAY NAMES
While there may be no compelling reasons to affix numerical designations on any of the proposed major routes in this area, the following should be given consideration in the event that these roads are assigned county highway numbers:
Pine Street (CR 775)
As the northern extension of CR 775 (Placida Road) in Charlotte County, it seems logical to extend this designation to the entire length of Pine Street, including all extensions.
Englewood Road (SR 776)
This State Road number (776) should not be duplicated for any county road designations.
River Road (CR 777)
When first constructed, this road was State Road 777. Many maps for this area continue to use this 777 designation. It is also consistent with the numbering sequence used for other area roads.
Winchester (CR 778)
This bypass loop is an entirely new alignment and therefore has no historical or logical linkage to any specific number designation. Unless 778 has been designated to some other existing or planned road in this region, it would seem reasonable to assign this next-in-sequence number to this road.
INTERSECTIONS
In addition to the previously described road projects, there are a number of existing or proposed intersections in the Englewood area which are in need of attention.
SR 776 and Keyway Road/Overbrook Gardens
* Configuration/signalization
The signalized intersection of SR 776 and Overbrook Road provides the primary ingress and egress for residents of the Overbrook Gardens subdivision. Present plans are for the initial east-west connector between SR 776 and the Pine Street extension to intersect SR 776 at Keyway Road. This Keyway intersection is located less than 800 feet north of the Overbrook Road intersection. Due to the volume of traffic which the Keyway Road connector will support, this intersection will require signalization.
It seemed a worthwhile effort to combine these two facilities into a single, signalized intersection, rather than to have two closely spaced 'T' intersections, each requiring its own traffic signal. One of the options reviewed by the Board was to relocate the main access to this subdivision by extending Keyway Road west of SR 776 along the northern boundary of the subdivision. This would negate the need for maintaining the existing signal at Overbrook Road and SR 776.
The residents of the Overbrook Gardens subdivision have made it abundantly clear that they wish to retain their primary access to SR 776 at Overbrook Road, with the existing traffic signal. They recognize that this may result in a decrease in LOS for their access to SR 776 due to the need for synchronizing the signals for optimum traffic flow on SR 776 and the east-west connector.
The Board recommends investigating an alternative approach prior to committing to any final alignment or configuration for this intersection. The east-west connector could be realigned to the south to coincide with the Overbrook Road intersection. This alignment would make use of the existing right of way for Fredann Street. This option, however, may also require widening the 800 foot section of SR 776 between Keyway Road and Overbrook Road to six lanes.
SR 776 and Old Englewood Road/Winchester
* Configuration
* Signalization
The termination of Winchester Road at SR 776 should include a minor realignment of the Old Englewood Road intersection with SR 776. The northern end of Old Englewood Road should be curved slightly to the east and aligned with Winchester Road to form a unified, right angle intersection with SR 776.
The right turn 'Y' lane from SR 776 onto Old Englewood Road should be retained. This feature will provide easy access at the northern gateway to the Old Englewood Village area. The resulting median area would also provide an excellent location for any gateway signage.
Current traffic volumes and past traffic crash statistics may not warrant the installation of a traffic signal at this intersection. The increased volume of traffic resulting from the Winchester Road connection, combined with the increased hazard of joining Old Englewood Road with a four-lane SR 776 should provide sufficient incentive to install a traffic signal at this location. This action should be taken in conjunction with the FDOT SR 776 project.
SR 776 and Englewood Isles Parkway
* Configuration
The intersection of Englewood Isles Parkway, combined with the Lemon Bay shopping center, at SR 776 has a somewhat undesirable configuration. While Englewood Isles Parkway intersects SR 776 at nearly a ninety degree angle, the opposing entrance to the shopping center is offset by approximately thirty degrees. This intersection would be much more user friendly, and safer, if this condition could be corrected during the SR 776 widening project.
SR 776 and San Casa
* Signal timing/control
The timing on the traffic signal at SR 776 and San Casa Boulevard should be adjusted to maintain better traffic flow on SR 776. During peak traffic periods it is not unusual for traffic on SR 776 to be backed up over one-half mile on either side of this intersection. At these times, however, there are rarely ever more than five to eight automobiles queued at the traffic signal on San Casa Boulevard.
It is possible that this timing has been implemented to ensure that public service and emergency vehicles based at the facility on San Casa Boulevard are not subject to excessive delays in traffic at this intersection. If this is the case, and if inordinate delays are experienced with an adjustment in the timing cycle, there may be a relatively simple solution.
This would involve setting the timing as outlined above and also providing an over-ride when conditions dictate. Should traffic conditions cause excessive delays for public service vehicles, a remote signal, possibly issued from the San Casa facility, could lock the traffic signal to favor San Casa Boulevard traffic until the vehicles were clear of the intersection. At that time the signal could be returned to its normal timing cycle.
US 41 and River Road
* Signal timing
* Traffic sensors
* Turn storage lanes
Traffic on southbound River Road often backs up for some distance at the traffic signal at US 41. During peak traffic, it may take up to three signal cycles to get through this intersection. This condition leads to three separate recommendations:
* Modify the timing of the signal at this intersection to provide greater access for southbound River Road traffic. This should be accomplished by sacrificing a small portion of access by US 41 traffic. Even at peak periods, delays currently experienced by traffic on US 41 at this intersection are minimal. No change should be made in the timing for northbound River Road traffic.
* Install traffic sensors at this intersection so that the signal duty cycle could respond to traffic conditions and extend access to southbound River Road only when the volume of traffic warranted. Timing modifications should be consistent with the previous recommendation, except only on demand.
* Since both of the previous suggestions involve decreasing the level of service to some degree for US 41 traffic, a more desirable option would be to provide additional storage lanes for southbound River Road at US 41. A significant portion of southbound traffic at this point turns east on US 41. Vehicles turning west on US 41 constitute the smallest percentage of traffic at this intersection. In view of this, the most effective arrangement would be to provide one left turn lane and another lane for right turn and through traffic.
MASS TRANSIT
Bus Service
* Expand SCAT service to include entire peninsula
* Inter-local agreement with joint participation funding
* Park and ride facilities
The only mass transit services available in the Englewood area are provided on the northern portion of the peninsula by Sarasota County Area Transit (SCAT). These services were reduced approximately two years ago in response to the extreme delays in SR 776 traffic. As the SR 776 widening project nears completion, it should be possible to restore a higher level of service to the Englewood community.
In view of the potential that a well-utilized mass transit system has for reducing traffic, the EAPAB recommends that the existing service be extended to include the entire peninsula. There is also a significant benefit to a large portion of the area's population by providing mobility to those who are unable to drive.
The existing SCAT system is currently operating with a twenty-five cent fare, with monthly passes for senior citizens at seven dollars. This fare schedule, however, is subsidized by the county's general fund. Expansion of this service throughout the peninsula would require some financial participation, possibly through an inter-local agreement, to provide this service.
It is reasonable to expect that ridership in this area would increase substantially as the service area is expanded. This in turn would help to offset some of the increased expense in the service expansion.
The existing routes along SR 776, Old Englewood Road and Dearborn Street should be continued. The SR 776 route to Pine Street, with a stop at Englewood Community Hospital, and return via Dearborn Street should be restored. Candidates for route expansion would include McCall Road, CR 775, and San Casa Boulevard. If this program proves successful, additional routes could be established to carry passengers to the four public beaches on Manasota Key, and to the various shopping areas and employment centers in the Englewood area.
In expanding the mass transit system, consideration should also be given to establishing route stops at existing facilities which could serve as park and ride lots. Shopping center lots with excess capacity could serve well in this role. If the need for park and ride facilities eventually exceeds existing surplus inventories, the construction of additional lots may be necessary.
NAVIGABLE WATERWAYS
Lemon Bay (Intracoastal) and Stump Pass
* Recognize bi-county significance of Lemon Bay and Stump Pass
* Establish bi-county panel to coordinate maritime interests
While Stump Pass, which is the primary link between Lemon Bay and the Gulf of Mexico, lies in Charlotte County, a substantial percentage of Lemon Bay and its related waterways are within Sarasota County. There should be a clear recognition that Stump Pass and its condition are a matter of bi-county concern. No decision affecting the future of this important maritime navigational facility should be made exclusively by either county.
It would seem appropriate to establish a bi-county advisory panel to address and coordinate issues and programs affecting Stump Pass. A suitable, and perhaps more desirable, alternative would be to assign this responsibility to existing maritime advisory bodies in each of the respective jurisdictions.
The EAPAB recognizes that the dredging of Stump Pass has been, and continues to be, a controversial issue. The Board does not take a position, either in support of, or in opposition to, any active maintenance of this channel. Ongoing monitoring of the status of this pass has revealed a continuous decline in the observed condition of the pass. Whether or not an active maintenance program will relieve this deterioration in the long, or even short term, has not been adequately analyzed.
The important aspect here, is that the functionality of this pass affects not only maritime navigation but also the general health of Lemon Bay and contiguous inland waters. The tidal flushing action provided by this link to the Gulf of Mexico is an essential component of maintaining a proper ecological balance in Lemon Bay. For all of these reasons, both counties have a vested interest in the functionality and stability of this pass, and should take an active interest in issues affecting the future of this facility.
Channels at Bridges
* Ensure restoration after construction
Navigable channels are sometimes partially blocked during the construction or repair of roadway bridges across waterways. Measures should be taken to ensure that the original depth and width of these passages are fully restored at the completion of the bridge project.
To facilitate safe passage beneath these structures, the waterway approach to the bridge should be cleared of obstructions such as mangroves, oyster beds, and oyster bars. Where possible, the total cross section of the waterway should be increased in the vicinity of bridge construction. This policy will ensure the continued utility of the waterway for drainage purposes as well as for maritime navigation.
BICYCLE ROUTES
Design Criteria
* Ensure compatibility
In order to ensure compatibility among the various bicycle facilities in the Englewood area, all bicycle lanes, paths and routes should be designed and constructed in accordance with the FDOT Bicycle Facilities Planning & Design Manual. This document provides uniform standards for the construction of bicycle facilities.
Cape Haze Pioneer Trail
* Ensure continued funding
* Support accelerated construction schedule
The Cape Haze Pioneer Trail (CHPT) is a 'Rails to Trails' project on the Cape Haze Peninsula. The Rails to Trails program is funded through the Federal ISTEA program. The CHPT utilizes the abandoned railroad right-of-way which parallels CR 771, running from Placida north to beyond the Myakka River.
Full support should be given to ensure that the CHPT project remains fully funded through the ISTEA program. Any potential for accelerating the completion of this project should be fully explored and supported.
Rotonda Bicycle Links
* Utilize Rotonda area boulevards
The main thoroughfares (Boulevards) within the circle of Rotonda West have sufficient width to support bicycle traffic, in addition to full vehicular traffic. These Boulevards should be utilized as bicycle routes which can serve as east-west links between the proposed bicycle facilities on CR 775 and the CHPT.
Bicycle Signage
* Provide information to motorists
In areas where roads are routinely utilized by cyclists and bicycle facilities are not present, advisory signage should be installed to inform motorists of the presence of bicycle traffic. Such signage should request that motorist exercise vigilance and yield right-of-way to cyclists.
Specific Projects
Appropriate bicycle facilities should be provided as soon as possible in the following locations:
* River Road from south of the Englewood Post Office to the entrance to the Englewood Sports Complex (Pine Street Park)
* CR 775 from Short Street to Rotonda West Boulevard
Bicycle facilities should be planned for eventual installation along CR 775 from Rotonda West Boulevard south to CR 771.
PRIORITIES
The following is a list of recommended projects, in descending order of priority, categorized within three time frames. If additional funding should become available from any sources, some of the projects in the mid term and long term time frames should be accelerated.
Near Term (1996-2000)
Click Here for Map
[1]
Pine Street from Dearborn Street to US 41
* Construct 2 lanes or 4 lanes in 6 lane right-of-way
[2]
CR 775 from SR 776 to Rotonda West Boulevard
* Widen from 2 lanes to 4 lanes
[3]
Pine Street from SR 776 to Dearborn Street
* Widen from 2 lanes to 4 lanes
[4]
River Road from Pine Street to US 41
* Improve drainage
* resurface
* add turn lanes
[5]
Sunnybrook Boulevard
* Identify gross alignment
[6]
SR 776 Access Roads
* Interconnect segments
Mid Term (2001-2010)
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[1]
Winchester Road from CR 775 north to River Road and then west to SR 776
* Construct 4 lanes
[2]
Pine Street from US 41 to I-75
* Construct 4 lanes
[3]
Pine Street from Dearborn to US 41
* Widen from 2 lanes to 4 lanes (if not already 4 lanes)
[4]
CR 771 from SR 776 to Oil Well Road
* Widen from 2 lanes to 4 lanes
Long Term (2011-2030)
Click Here for Map
[1]
River Road from Pine Street to I-75
* Widen from 2 lanes to 4 lanes
[2]
Pine Street from Dearborn to I-75
* Widen from 4 lanes to 6 lanes
[3]
Keyway Road from SR 776 to Pine Street
* Construct 2 lanes
SEQUENCING
In view of the limited current resources on the peninsula, it would seem appropriate to avoid concurrent construction on existing parallel roads.
For example, to begin widening Pine Street between SR 776 and Dearborn Street while the current SR 776 widening project from Pine Street to Dearborn Street is still under way, would have devastating effects on traffic. It is truly unfortunate for the citizens of Englewood that the Pine Street extension to US 41 was not constructed on its original schedule. Had this been the case, the residents of this area would have had an alternate route to travel while the SR 776 widening project progresses north of Dearborn Street to US 41.
In order to minimize the number of times, and the total length of time, that traffic on Pine Street is disrupted, as well as to minimize the overall cost of the project, Pine Street from SR 776 to Dearborn Street should be constructed under a single joint contract by means of an inter-local agreement.
Land Use Impacts
One of the most difficult transportation issues to deal with has less to do with roads than it does with land use planning. If we are to survive as a community destined to grow in the manner which has been laid out, measures must be taken to reduce the volume of daily traffic on major arterials. This can be accomplished by providing basic commercial services--those which generate daily trips--within the residential community and away from major roadways and intersections.
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