High Risk Rural Road Program - …03c5b02.netsolhost.com/wordpress4/wp-content/uploads/2016/06/Pas… · High Risk Rural Road Program – Pasco County Roadway Segments ID No. Roadway

High Risk Rural Road Program Road Safety Audit Report

Pasco County

Audit Date: December 10-11, 2009

Task Work Order No. 16 District-wide Road Safety Audit Study

FPN No.: 421040-1

prepared for:

Florida Department of Transportation – District Seven 11201 North McKinley Drive

Tampa, FL 33612

February 2010

Pasco_HRRRP_Final Page 1 of 38 February 2010

INTRODUCTION

The Federal High Risk Rural Road Program (HRRRP): The Federal Highway Administration reports that approximately 60 percent of highway fatalities nationwide occur on rural roads. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) established a new set-aside initiative under the Highway Safety Improvement Program (HSIP) known as the High Risk Rural Roads Program (HRRRP). In a two step process, States are required to identify High Risk Rural Roads as a function of fatal and serious injury crash rates and to analyze the highway safety problems which may exist on these roads. Dedicated federal highway safety funds are made available from the HRRR Program, through the Florida Department of Transportation (FDOT), for specific safety countermeasures aimed at correcting or improving the identified hazardous locations or roadway features on qualifying rural roads. Eligible roads include rural major connectors, rural minor connectors, and rural local roads. FDOT Annual Report on the HRRRP Component of the HSIP: In conformance with step one of the prescribed Federal HRRRP process, FDOT annually identifies qualifying rural roadways by analyzing available crash report and traffic volume databases to determine fatal and incapacitating injury crash rates for eligible roads statewide. Roadways having a fatal plus incapacitating injury crash rate above the statewide average for two-lane rural roads (both state maintained and local roads) qualify as potential locations for the application of HRRRP funds. Once potential locations are identified, the data must be analyzed in more detail to diagnose safety concerns, identify potential safety countermeasures and make final project selections. FDOT’s annual report on the HRRRP component of its HSIP, published in August 2009, identified qualifying local rural road segments in 34 of Florida’s 67 counties. In District Seven, qualifying roadways were identified in four counties: Citrus, Hernando, Hillsborough and Pasco. Citrus County HRRRP Roadway Segments: FDOT identified ten (10) Pasco County roadway segments which exhibited fatal plus incapacitating injury crash rates above the statewide average for two-lane rural roads (2006-2008). These segments are shown below.

High Risk Rural Road Program – Pasco County Roadway Segments

ID No. Roadway Name Begin

M.P. End M.P.

Segment Length

(Mi.)

Number of Crashes

(Fatal & Serious Injury Crashes)

Fatalities Injuries

14-1 Old Pasco Rd. 0.0 1.4 1.4 29 0 60

14-2 Shady Hills Rd. 0.0 0.4 0.4 12 0 19

14-3 Shady Hills Rd. 0.7 1.2 0.5 10 0 15

14-4 Shady Hills Rd. 1.3 2.2 0.9 15 2 26

14-5 Shady Hills Rd. 4.1 4.9 0.8 22 0 50

14-6 Boyette Rd. 0.0 0.7 0.7 16 0 36

14-7 CR 581 (Bellamy Bros.) 3.2 4.0 0.8 16 0 21

14-8 CR 583 (Ehren Cutoff) 2.9 3.9 1.0 8 0 12

14-9 CR 583 (Ehren Cutoff) 5.9 6.6 0.7 8 0 8

14-10 CR 35A (Old Lakeland Hwy) 6.1 6.6 0.5 9 0 24


Road Safety Audits for District Seven HRRRP Segments: Once qualifying rural roads are identified, available data must be analyzed in more detail to diagnose safety issues, identify potential countermeasures and select improvements which can be implemented to improve the safety of the roadway. Typical highway safety improvements endorsed by FHWA for the HRRRP program include the improvement of highway signage and pavement markings, installation of new traffic control or warning devices, construction of paved shoulders, and elimination of roadside obstacles. To accomplish this second step, the District Seven Safety Office utilized the proven safety technique of conducting Road Safety Audits (RSA’s) to identify safety issues and suggest improvements. Since HRRRP funds are limited, District Seven’s strategy to optimize safety improvements is to assist the County through the purchase of traffic control devices such as automated dynamic traffic control devices, high visibility warning signs and object markers, and enhanced pavement markings, all of which would be recommended by the RSA teams. County officials’ are also encouraged to review and evaluate the more significant, longer term safety improvements suggested by the RSA team as those improvements may also be eligible for federal safety funding. Guidance on eligibility and required documentation may be obtained from District Seven’s Safety Office. HRRRP RSA Focus and Methodology: Road Safety Audits for Pasco County’s HRRRP rural roadway segments were performed using a process similar to the typical RSA process employed in District Seven, but more focused and streamlined. RSA’s were conducted by personnel from the District’s RSA consultant team with participation from County Public Works staff. Crash reports (four years; 2005-2008) for the segments were provided by FDOT in advance of the study. The consultant reviewed and summarized crash reports in advance of field reviews to identify crash characteristics and crash locations. Not surprisingly, lane departure crashes comprised the majority of the fatal and serious injury crash history. (It should be noted that the crashes which occurred on these segments were relatively few in number and, in some cases, not concentrated at specific locations.) Segments were field reviewed to identify safety issues contributing to the crash experience. The RSA team also evaluated the overall study segment to identify other opportunities to improve safety. Knowledge of the roadway segment and operational history by Pasco County staff proved invaluable during the RSA’s. Following the field review, the RSA team discussed the observed safety issues and developed suggestions for appropriate safety countermeasures which could be effective in reducing crashes, with emphasis on those improvements that are eligible for federal funding under the HRRRP component of the HSIP. The Pasco County HRRRP RSA’s were performed on December 10-11, 2009. The RSA team was comprised of:

• Mark Modjeski, PE, Cardno TBE (Team Leader) • Jack Freeman, PE, PTOE, Kittelson and Associates • Mike Bunk, Pasco County Traffic Engineering Supervisor


Segment 14-1: Old Pasco Road from SR 54 to North of Oakley Boulevard/Quail Hollow Boulevard

Segment Description This segment of Old Pasco Road (MP 0.0 to MP 1.4) is located in southern Pasco County. The facility is primarily a two-lane undivided rural north/south collector. Twenty-seven of the 47 crashes occurred on the approach or at the intersection with SR 54 prior to the finish of construction in the summer of 2008. The speed limit through the corridor is 40 MPH. The County has also recently installed a traffic signal at the intersection of Old Pasco Road and Quail Hollow Boulevard/Oakley Boulevard. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 29 crashes within this 1.4 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on weekdays; from 7:00 – 8:00 AM, 1:00 – 2:00 PM and 5:00 - 6:00 PM; with 2007 having the most crashes.


The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. Crashes involving “lane departures” occurred most frequently, as might be expected for local rural roads.

Additionally, long form crash reports as supplied by the District were also reviewed and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms and is shown below. The number of crashes from this data was substantially greater than the CDMS report.

An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS ‘Selection Set’ file for this roadway segment. The approximate crash locations were mapped on an aerial of the Old Pasco Road segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document.

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Safety Suggestion: Consider installing a signal ahead (W3-3) warning sign in the current location of the 30 MPH speed limit sign. Relocate the 30 MPH sign to the current location of the 35 MPH speed limit sign in advance of the stop sign. This will bring motorists to the stop condition at a slower speed. The entire approach to the traffic signal will be at 30 MPH.

Location: Oakley Boulevard and Old Pasco Road Issue: Skew of Intersection is Not Striped Description of Safety Issue: The skew of the intersection is not properly identified. Safety Suggestion: Consider applying skip striping (2’-4’ skip white guidelines) to better direct traffic through the skew of the intersection.


Segment 14-2: Shady Hills Road from SR 52 to the First Curve North

Segment Description This segment of Shady Hills Road (MP 0.0 to MP 0.4) represents the first curve just north of SR 52 from milepost 0.0 to 0.4. This facility is a two-lane undivided rural collector with a 45 MPH speed limit and an advisory speed or 35 MPH through the curve. The existing warning signs are the larger size measuring 36 inches. This curve can be safely driven at the advisory speeds under dry conditions. This segment exhibits a high percentage of crashes in reported wet road conditions. High wet condition crashes also occur on two additional segments of Shady Hills Road north of this curve. These segments are between mile posts 0.7 and 1.2 and mile posts 1.3 and 2.2. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 12 crashes within this 0.4 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Thursday. No more than one crash occurred in any hour with 2008 having the most crashes.



Additionally, long form crash reports as supplied by the District were also reviewed and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms and is shown below.

An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS ‘Selection Set’ file for this roadway segment. The approximate crash locations were mapped on an aerial of the Shady Hills Road segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document.

Location: Corridor-wide Issue: Propensity of Crashes Occurring Under Wet Conditions Description of Safety Issue: Of the nine crashes identified through this segment, five (56 percent) occurred during wet conditions. A skid test was authorized by the FDOT and performed on 2/3/2010 to assess the wet pavement conditions. The skid test was conducted in accordance with the provisions as outlined in ATMS E 274, at a speed of 40 MPH using the


standard “ribbed” tire as defined in ASTM E 501. Results indicate an FN40R of 42 for the northbound lane and 45 for the southbound lane. The results indicate that the current material conditions of the pavement do not contribute to the crashes occurring under wet conditions. While the material properties of the asphalt are good, some rutting was apparent through the corridor. Pooling water within these ruts could contribute to hydroplaning. This situation would be exacerbated by a vehicle’s poor tire tread conditions. Safety Suggestion: Consider resurfacing the approaches and curve to eliminate the ruts. If this is not financially feasible in the short term, the County should consider a selective review during rainy conditions to identify the worst pooling locations for selective mill and resurface operations. Issue: Apparent Reverse Super Elevation Through Curve Description of Safety Issue: It appears that the southbound portion of the curve has a reverse super elevation. This could contribute to run off the road crashes, especially during wet conditions. Safety Suggestion: Consider constructing a more super elevated portion of this curve during the next resurfacing project. In addition, consider adding paved shoulder to the outside of the curve to aid in the ability for vehicle recovery. Issue: Missing Reflective Pavement Markers (RPM’s) Description of Safety Issue: During the night review, it was observed that many RPM’s were missing along the southbound side of the centerline. Safety Suggestion: Consider installing RPM’s along this segment, as necessary, to better delineate the centerline. Issue: Visual Impact of Warning Signage Description of Safety Issue: During the night review, it was observed that the visual impact of the warning signage could be enhanced. Safety Suggestion: Add reflectorized overlays (“Brite Sticks”) to the posts of the existing chevron sign assemblies and curve ahead sign assemblies. This would require a total of 10 overlays, with each chevron sign post having two overlays.


Segment 14-3: Shady Hills Road MP 0.7 to MP 1.2

Segment Description This segment of Shady Hills Road (MP 0.7 to MP 1.2) represents a set of curves between mile posts 0.7 and 1.2. This facility is a two lane undivided rural collector with a 45 MPH speed limit and an advisory speed or 35 MPH through the curve. The existing warning signs are the larger size measuring 36 inches. These curves can be safely driven at the advisory speeds under dry conditions. This segment exhibits a high percentage of wet crashes. High wet condition crashes also occur on two additional segments north and south of this segment, they are between mile posts 0.0 and 0.4 and between mile posts 1.3 and 2.2. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 10 crashes within this 0.5 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on a Tuesday and Saturday evenly distributed throughout the morning and evening hours. Both year 2007 and 2008 had the same number of crashes.


The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan emphasis areas. Crashes involving “lane departures” occurred most frequently, as might be expected for local rural roads.

Additionally, long form crash reports as supplied by the District were also reviewed and a summary table was created. Information such as location, number and type of vehicles and narrative on the crash sequence was some of the data that was tabulated from the crash forms and is shown below. The number of crashes from this data was greater than the CDMS report.


Location: Corridor-wide Issue: Propensity of Crashes Occurring Under Wet Conditions. Description of Safety Issue: Of the 16 crashes identified thru this segment, 10 (63 percent) occurred during wet conditions. A skid test was authorized by the FDOT and performed on 2/3/2010 to assess the wet pavement conditions. The skid test was conducted in accordance with the provisions as outlined in ASTM E 274, at a speed of 40 MPH using the standard “ribbed” tire as defined in ASTM E 501. Results indicate an FN40R of 43 for the northbound lane and 43 for the southbound lane. The results indicate that the current material conditions of the pavement do not contribute to the crashes occurring under wet conditions. While the material properties of the asphalt are good, some rutting was apparent through the corridor. Pooling water within these ruts could contribute to hydroplaning. This situation would be exacerbated by a vehicle’s poor tire tread conditions.


Safety Suggestion: Consider resurfacing the approaches and curve to eliminate the ruts. If this is not financially feasible in the short term, the County should consider a selective review during rainy conditions to identify the worst pooling locations for selective mill and resurface operations. Issue: Missing Reflective Pavement Markers (RPM’s) Description of Safety Issue: During the night review, it was observed that many RPM’s were missing along the southbound side of the centerline. Safety Suggestion: Consider installing RPM’s along this segment, as necessary, to better delineate the centerline. Issue: Visual Impact of Warning Signage Description of Safety Issue: During the night review, it was observed that the visual impact of the warning signage could be enhanced. Safety Suggestion: Add reflectorized overlays (“Brite Sticks”) to the posts of the existing chevron sign assemblies and curve ahead sign assemblies. This would require a total of 10 overlays, with each chevron sign post having two overlays.


Segment 14-4: Shady Hills Road MP 1.3 to MP 2.2

Segment Description This segment represents Shady Hills Road from mile post 1.3 to 2.2. This facility is a two lane undivided rural collector with a 45 MPH speed limit and an advisory speed of 30 MPH through the dual reverse curve. Passing is not allowed through this segment. The existing curve ahead warning signs are the larger size measuring 36 inches. These curves can be safely driven at the advisory speeds under dry conditions. This segment exhibits a high percentage of wet crashes through the curve. Of the 29 crashes, 22 occurred during wet conditions. One crash ended in fatality. Pasco County has plans to realign this segment to eliminate these curves. At this time, no funding exists to construct this improvement. High wet condition crashes also occur on two additional segments south of these curves. They are between mile posts 0.0 and 0.4 and between mile posts 0.7 and 1.2. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 15 crashes within this 0.9 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The crashes occurred evenly across the weekdays (except Wednesday) and weekends. More crashes occurred between 1:00 PM – 2:00 PM, 4:00 PM – 5:00 PM and 7:00 PM – 8:00 PM. The year 2008 had the highest crash volume.


The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. Crashes involving “lane departures” occurred most frequently, as might be expected for local rural roads. There were two fatalities reported in this data.




Location: Corridor-wide Issue: Propensity of Crashes Occurring Under Wet Conditions. Description of Safety Issue: Of the 29 crashes identified thru this segment, 22 (76 percent) occurred during wet conditions. A skid test was authorized by the FDOT and performed on 2/3/2010 to assess the wet pavement conditions. The skid test was conducted in accordance with the provisions as outlined in ASTM E 274, at a speed of 40 MPH using the standard “ribbed” tire as defined in ASTM E 501. Results indicate an FN40R of 43 for the northbound lane and 44 for the southbound lane. The results indicate that the current material conditions of the pavement do not contribute to the crashes occurring under wet conditions. While the material properties of the asphalt are good, some rutting was apparent through the corridor. Pooling water within these ruts could contribute to hydroplaning. This situation would be exacerbated by a vehicle’s poor tire tread conditions.

Safety Suggestion: Consider resurfacing the approaches and curve to eliminate the ruts. If this is not financially feasible in the short term, the County should consider a selective review during rainy conditions to identify the worst pooling locations for selective mill and resurface operations.

Issue: Visual Impact of Warning Signage Description of Safety Issue: During the night review, it was observed that the visual impact of the warning signage could be enhanced. Safety Suggestion: Add reflectorized overlays (“Brite Sticks”) to the posts of the existing chevron sign assemblies and curve ahead sign assemblies. This would require a total of 18 overlays, with each chevron sign post having two overlays.


Segment 14-5: Shady Hills Road from Whippoorwill Lane to Peace Boulevard/Platinum Drive

Segment Description This segment of Shady Hills Road (MP 4.1 to MP 4.9) represents 0.8 miles of linear road between Whippoorwill Lane and Peace Boulevard/Platinum Drive. This facility is a two lane undivided rural collector with a 45 MPH speed limit. Of the 50 crashes occurring through the segment, 33 (66 percent) occur at the Peace Boulevard/Platinum Drive intersection. This intersection currently has stop sign control for Peace Boulevard/Platinum Drive. Most of the crashes are rear-ends followed by failure to yield right-of-way. The County has plans to signalize this intersection with construction occurring in 2010. Improvements include the addition of left turn bays to Shady Hills as well as a southbound right turn bay. Traffic signalization should greatly enhance the safety at this intersection. The following reflect interim safety suggestions that may improve safety at the intersection prior to construction. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 22 crashes within this 0.8 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred evenly throughout the week with Sunday and Wednesday being the least. The highest crash volumes were at 6:00 AM – 7:00 AM and 6:00 PM – 7:00 PM with 2007 having the most crashes.


The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. Most crashes were rear end and angle associated with the intersection of Peace Boulevard/Platinum Drive.




Location: Shady Hills Road and Peace Boulevard/Platinum Drive Issue: Passing Through Intersection Description of Safety Issue: With the large number of turning vehicles at this intersection, the designated passing zone on Shady Hills Drive may provide conflicts. Safety Suggestion: Consider eliminating the passing zone through this segment of Shady Hills Drive. Issue: Lack of Pavement Markings on Platinum Drive Description of Safety Issue: No stop bar or double yellow striping exists on Platinum Drive. Safety Suggestion: Consider applying stop bar and 100 feet of double yellow striping to better delineate the approach.


Segment 14-6: Boyette Road from North of SR 54 to North of Bainwood Lane

Segment Description This segment of Boyette Road (MP 0.0 to MP 0.7) is located in southeast Pasco County. The facility is primarily a two lane undivided rural north/south collector. The segment includes two 90-degree curves with an advisory speed of 15 MPH. Most of the crashes occur at the curves. The speed limit through the corridor is 40 MPH. The County has funding and plans to reconstruct Boyette Road straight through to SR 54. This will eliminate the curves for most traffic and significantly reduce the crashes at those locations. Pavement striping and retro-reflective pavement markers appear adequate. Some interim safety suggestions include: Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 16 crashes within this 0.7 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Thursday and Saturday between 9:00 AM – 10:00 PM,1:00 PM 2:00 PM, 3:00 PM – 4:00 PM, 6:00 PM – 7:00 PM and 8:00 PM – 9:00 PM. Most of the crashes occurred on 2008.




An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS ‘Selection Set’ file for this roadway segment. The approximate crash locations were mapped on an aerial of the Boyette Road segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document.


Location: Southbound Approach to Eastern Curve Issue: Turn Ahead Sign is Obscured Description of Safety Issue: The turn ahead warning (W1-1) sign is partially obscured by tree growth. Safety Suggestion: Trim back the trees to enhance the visibility of the sign.

Location: Northbound Approach to Eastern Curve Issue: Turn Ahead Sign is Obscured Description of Safety Issue: The turn ahead warning (W1-1) sign is partially obscured by tree growth. Safety Suggestion: Trim back the trees to enhance the visibility of the sign. Issue: Object Markers are Obscured Description of Safety Issue: The object marker (OM1-3) signs are partially obscured by tree growth. Safety Suggestion: Trim back the trees to enhance the visibility of the signage.


Segment 14-7: CR 581/Bellamy Brothers Boulevard

Segment Description: This segment of CR 581 (MP 3.2 to MP 4.0) is located in northern Pasco County and is a two-lane undivided rural north/south collector that includes two 90 degree reverse curves. Land use adjacent to the road is agricultural. The speed limit is 45 MPH with an advisory speed of 20 MPH through the curves. The existing turn ahead warning signs measure 30-inches. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 16 crashes within this 0.8 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on weekends; between 1:00 PM – 2:00 PM and 4:00 PM – 5:00 PM; with 2006 having the most crashes.


The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan emphasis areas. Crashes involving “lane departures” occurred most frequently, as might be expected for local rural roads.


An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS ‘Selection Set’ file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 581 (Bellamy Brothers Boulevard) segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Issue: High Motorcycle Crash Rate Around Curves Description of Safety Issue: Review of the crash data indicates 15 of the 23 crashes (65 percent) involved motorcycles and occurred during daytime hours. Crash data indicate many of the motorcycles are running off the road through the curve and may be attributable to navigation of the curves at higher than safe speeds. Safety Suggestion: Consider reducing the speed limit in advance of the curves by 10 MPH to 35 MPH. This will provide for a slower entry approach speed to the curves making it easier to meet the advisory speeds through the curves. This will also allow law enforcement the ability to enforce a speed limit closer to the advisory speed.

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• Consider installing a combination turn ahead (W1-1)/advisory speed placard (W13-1P) sign assembly to the left side of the approach, lateral to the flashing beacon assembly.

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• Consider replacing the right-side sign assembly with a 36-inch turn ahead (W1-1)/advisory speed placard (W13-1P) sign assembly. Consider including solar powered flashing beacons to this sign assembly.

• Consider installing a combination turn ahead (W1-1)/advisory speed placard (W13-1P) sign assembly to the left side of the approach, lateral to the flashing beacon assembly. This assembly could be mounted to the back of the post for northbound/westbound direction warning sign/advisory speed placard.

These proposed sign assemblies should be placed for both the northbound and southbound directions. This will require a total of eight sign assemblies. Issue: Lack of Sufficient Chevron Signing Description of Safety Issue: The existing set of chevron signs (W1-8) for the northbound approach to the first (east) curve (at St. Joe Road) seems to be missing the rightmost chevron sign. Safety Suggestion: Consider adding an additional chevron sign (W1-8) assembly at this location.

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Issue: Conspicuity of Warning Devices at Night. Description of Safety Issue: Of the eight vehicle crashes occurring through the curves, six (75 percent) occurred during nighttime hours. Safety Suggestion: In order to increase the conspicuity of the warning devices, consider installing reflectorized overlays (“Brite Sticks”) to the sign assembly posts. For the turn ahead warning sign posts and chevron posts, this would require a total of 24 overlays. The chevron posts would require two overlays per post; one for each approach direction.


Segment 14-8: CR 583 / Ehren Cutoff MP 2.9 to MP 3.9

Segment Description This segment of CR 583 (MP 2.9 to MP 3.9) is located in central Pasco County and is a two-lane undivided rural north/south collector. Land uses adjacent to the roadway are primarily residential and agricultural. The speed limit is 45 MPH. The existing turn ahead warning signs measure 30-inches. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 8 crashes within this 1.0 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Friday and Saturday; between 8:00 AM – 9:00 AM; with 2007 having the most crashes.




An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS ‘Selection Set’ file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 583 segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document. Issue: Obstruction of Turn Ahead Signage Description of Safety Issue: Tree growth obscures a portion of the southbound turn ahead (W1-1) sign just north of Bungalow Lane. Safety Suggestion: Consider trimming back the tree to allow clear view of the road sign.


Issue: Conspicuity of Turn Ahead Warning Signs for Curve at Pump Station Road Description of Safety Issue: The existing turn ahead signs measure 30-inches. Safety Suggestion: Southbound approach to curve



Northbound approach to curve



Issue: Lack of Chevron Signing for Curve at Pump Station Road Description of Safety Issue: The curve has no chevron signing (W1-8) to guide motorists. Safety Suggestions Consider adding five chevron panel sign (W1-8) post assemblies. Each post would have two chevrons panels attached to it with angle brackets, one for each approach direction. Issue: Lack of Reflective Pavement Markers (RPM’s) Description of Safety Issue: A significant number of RPM’s are missing. This is especially apparent at night. Safety Suggestion: Consider installing RPM’s throughout this segment. Issue: Poor Condition of Pavement Markings Description of Safety Issue: The pavement markings are in poor condition providing poor retro-reflectivity at night. Safety Suggestion: Consider applying new pavement markings throughout this segment.


Issue: Conspicuity of Warning Devices at Night Description of Safety Issue: During the night review, the retro-reflectivity of warning signs was adequate but could be enhanced. Safety Suggestion: In order to increase the conspicuity of the warning devices, consider installing reflectorized overlays (“Brite Sticks”) for the turn ahead posts and chevron posts. This would require four overlays for the turn ahead warning post assemblies and 10 overlays for the chevron posts for a total of 14 overlays. The chevron posts would require two overlays per post, one for each approach direction.


Segment 14-9: CR 583 / Ehren Cutoff from Outlaw Way to South of SR 52

Segment Description This segment of CR 583 (MP 5.9 to MP 6.6) is located in central Pasco County and is a two-lane undivided rural north/south collector. Land uses adjacent to the road are agricultural and residential. The speed limit is 45 MPH with an advisory speed of 30 MPH through the curves. The existing turn ahead warning signs measure 30-inches. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 8 crashes within this 0.7 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Sunday; between 9:00 AM – 11:00 AM; with 2007 having the most crashes.

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Northbound approach to curve



• Issue: Lack of Chevron Signing Description of Safety Issue: The curve has no chevron (W1-8) signing to guide motorists. Safety Suggestion: Consider adding five chevron panel sign (W1-8) post assemblies. Each post would have two chevron panels attached to it with angle brackets, one for each approach direction. Issue: Lack of Reflective Pavement Markers (RPM’s) Description of Safety Issue: A significant number of RPM’s are missing. This is especially apparent at night. Safety Suggestion: Consider installing RPM’s throughout this segment. Issue: Poor Condition of Pavement Markings Description of Safety Issue: The pavement markings are in poor condition providing poor retro-reflectivity at night. Safety Suggestion: Consider applying new pavement markings throughout this segment.


Issue: Conspicuity of Warning Devices at Night Description of Safety Issue: During the night review, the retro-reflectivity of warning signs was adequate but could be enhanced. Safety Suggestion: In order to increase the conspicuity of the warning devices, consider installing reflectorized overlays (“Brite Sticks”) for the turn ahead posts and chevron posts. This would require four overlays for the turn ahead warning post assemblies and 10 overlays for the chevron posts for a total of 14 overlays. The chevron posts would require two overlays per post, one for each approach direction.


Segment 14-10: CR 35A / Old Lakeland Highway

Segment Description This segment of Old Lakeland Highway (MP 6.1 to MP 6.6) is located in eastern Pasco County. The facility is primarily a two-lane undivided rural north/south arterial. Railroad tracks parallel Old Lakeland Highway on the east side. The majority of crashes occur with the intersection of Clinton Avenue. The intersection is skewed, connecting to Enterprise Road located slightly to the north on the east leg The speed limit along Old Lakeland Highway is 55 MPH. Review of the crashes at the intersection do not reflect any certain type of crash to indicate any trend. Crash History and Background: The crash information as supplied by the District (CDMS data) indicated 9 crashes within this 0.5 mile section. The following tables show the crash distribution by day of week, time of day and yearly trend. The majority of crashes occurred on Monday and Wednesday; between 11:00 AM – 12:00 PM; with 2007 and 2008 having the most crashes.


The following distribution table shows the number of crashes, fatalities and injuries associated with the types of crashes that were recorded for this segment. Crashes are categorized by first harmful event which occurred during the crash. Also shown for each crash type is the number of such crashes which fall into each of the four FDOT Strategic Highway Safety Plan (SHSP) emphasis areas. The majority of crashes were rear end and left turn, representative of the intersection with Clinton Avenue/Enterprise Road.


An estimated mile post for the crash locations and an aerial map link of this point was submitted with the CDMS ‘Selection Set’ file for this roadway segment. The approximate crash locations were mapped on an aerial of the CR 35A segment. This graphic shows the general location of the crashes and is color coded as reported in the crash form: no injury, injury or fatality. This map is included in the Appendix at the end of this document.

Location: Old Lakeland Highway Approaches to Clinton Avenue/Enterprise Road Issue: Enhance Intersection Ahead Awareness Description of Safety Issue: The intersection ahead/railroad warning sign (W10-3) for the southbound approach could be enhanced due to the 55 MPH speed limit. Safety Suggestion: Consider replacing the southbound intersection ahead/railroad warning sign (W10-3) with the larger, 36-inch size. Also consider adding solar powered flashers to the sign assembly. Include retro-reflective post overlays (“Brite Sticks”) to the posts of the sign assemblies.


Issue: Inappropriate Intersection Ahead Signage Description of Safety Issue: The intersection ahead warning sign (W2-1) for northbound Old Lakeland Highway does not indicate the proximity of the railroad in its depiction as indicated by its compliment southbound signage (W10-3) shown above. Safety Suggestion: Replace the northbound intersection warning sign (W2-1) with a 36-inch intersection ahead/railroad warning sign (W10-3). Also consider adding solar powered flashers to the sign assembly. Include retro-reflective post overlays (“Brite Sticks”) to the posts of the sign assemblies.

Location: Clinton Avenue Eastbound approach to Old Lakeland Highway Issue: Lack of Yellow Reflective Paint on Bullnose Description of Safety Issue: There exists a raised island splitting the right-turn movement from the combination through-left movement traffic at the intersection. The island could be better delineated. Safety Suggestion: Apply yellow reflective paint to the raised curb to better delineate the island. Issue: Poor Retro-reflectivity of Stop Sign Description of Safety Issue: Upon night review of the intersection, it was apparent the retro-reflectivity of the stop sign (R1-1) was damaged. Safety Suggestion: Consider replacing the stop sign panel (R1-1) to the post assembly. Also consider adding a retro-reflective overlay (“Brite Sticks”) to the post. Issue: Lack of Lane Use Signing Description of Safety Issue: No lane use signing is included for the eastbound approach of Clinton Avenue at Old Lakeland Highway. Safety Suggestion: Consider installing signing to indicate the right-turn (R3-5R) and combination left-through lane (R3-6L) use.

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