Item M05
Board of County Commissioners
Agenda Item Summary
Meeting Date:
April 19, 2000
Division: RO.C.C.
Department: George Neugent
Bulk Item: Yes
No x
Agenda Item Wording:
Request for approval from the Board of County Commissioners to advertise for a
public hearing on the widening of County Road 905.
Item Background:
Previous Relevant BOCC Action:
Commissioner Recommendation:
Total Cost:
N/A
Budgeted: Yes No
Cost to County
Revenue Producing: Yes_ No_
Amt per month
Year
Approved By:
Risk Mgmt
Documentation: Included
To Follow
NotRequired _
Agenda Item #
/..hJ~
Disposition:
County of Monroe
Growth Mana2ement Division
2798 Overseas Highway, Suite 400
Marathon, Florida 33050
Voice: (305) 289 2500
FAX: (305) 289 2536
Board of County Commissioners
Mayor Shirley Freeman, Dist. 3
Mayor Pro Tem George Neugent, Dist. 2
Commissioner Wilhelmina Harvey, Dist. I
Commissioner Nora Williams, Dist. 4
Commissioner Mary Kay Reich, Dist 5
MEMORANDUM
TO:
Monroe County Board of County Commissioners
Timothy 1. McGarry, Growth Management Division ~
May 1, 2000
FROM:
DATE:
RE:
Public Hearing - 905 Enhancement Project
The attached information is being provided as support for the public hearing on the CR 905 enhancement
project scheduled for the May 18, 2000, Board of County Commission (BOCC) meeting.
Action Item: Following the public hearing, the BOCC is requested to provide direction to the staff
regarding the final determination of the 905 enhancement project. The BOCC is requested to vote
on whether to direct the Florida Department of Transportation (DOT) to eliminate the project
from its five-year work program or to continue to support the development of the paved shoulders
along 905. Both the Growth Management and Public Works Divisions recommend continued
support.
Project Summary: In 1994, Monroe County requested that DOT construct a pedestrian path along CR
905 in North Key Largo. The initial application to DOT requested that the project be built as a 4-ft wide,
separated path along the west side of 905 from mm 106 to the intersection of Card Sound Road. This
application was denied by DOT based on potential impacts to endangered species. Following guidance
from the US Fish and Wildlife Service, DOT approved a second Monroe County-sponsored application
for the construction of a 4-ft wide pedestrian path attached to the highway and designed as paved
shoulders. The Monroe County Commission approved the enhancement project and subsequently re-
approved the project each year as port of DOT's five-year work program.
Exhibit 1 - Enhancement Applications and Clarification of Project Scope:
Following approval by the Monroe County Commission, DOT proceeded with the design of paved
shoulders. The design has been completed, and the DOT has initiated the permitting process. Some
opponents have raised the concern that the enhancement project is a road widening project instead of a
recreational facility. Copies of the county's enhancement applications are provided as Exhibits IA
(separated path) and IB (paved shoulders). In an effort to address misconceptions about the project
scope, the Monroe County Planning and Public Works departments jointly drafted a clarification letter to
the DOT (Exhibit 1 C) outlining the intent of the project and the need to resurface the road.
Exhibit 2 - Bicycle Facilities Planning and Design Handbook:
Some opponents of the project have argued that paved shoulders do not constitute a bicycle path. The
Bicycle Facilities Planning and Design Handbook, published by the DOT Safety Office, provides
guidelines and criteria for planning, design, construction, operation, and maintenance of safe, on-road
bicycle facilities and shared-use paths. The manual is based on federal and state approved engineering
design standards. Sections of the manual relating to bicycle lanes and paved shoulders are included as
Exhibit 2. Significant points relating the 905 enhancement project are as follows:
page 4-7 "The Department's current policy is to consider the needs of bicyclists on all projects, including
limited access facilities in some cases. "
page 4-9 - "Bicycle lanes have proven their value to all highway users. Among their benefits in creating
a smooth, efficient and safe sharing of the highway are the following:
· Establishing the correct riding position for bicyclists
· Sending a message to motorists that bicyclist have a right to the roadway
· Reducing motorist and bicyclist sudden swerves (lane changing)
· Guiding bicyclists through intersections on the safest, most predictable course
· Permitting bicyclists to pass stopped motorists and queue properly at traffic signals
There are secondary benefits of bicycle lanes as well:
· Provide added border width
· Enhance highway drainage, reduce vehicle hydroplaning
· Create an essential buffer between the pedestrian and the motorist
· Improve opportunity for landscaping (border width)
· Reduce pedestrian bicyclist conflicts (no longer on sidewalks)
· Increase turn radii at driveways and intersections
· Improve sight distances. "
page 4-10 - "The Department's standard bicycle lane widths are ...rural section, 5 ft (l.5m). "
page 4-12 - "Adding or improving shoulders often can be the best way to accommodate bicyclists in
rural areas. Paved shoulders also provide a significant safety benefit to motor vehicle traffic." ...
"Current DOT standards call for a 5 ft (l.5m) wide paved shoulder on the outside edge of all rural
roadway sections...Additional width can be considered when heavy truck volumes or other conditions
warrant. Since bicyclists often ride on shoulders, smooth paved shoulder surfaces should be provided
and maintained. "
page 4-12 - "The DOT standard ofa 12ft (3.6m) lane with a 5 ft (l.5m) shoulder provides for adequate
separation of bicyclists and motor vehicles when speeds exceed 60 km/h (45 mph), the percentage of
trucks, buses, and recreational vehicles is high, or static obstructions exist at the right side. At speeds
above 45 mph (60 kmlh), bicyclists need a 6ft (l.8m) minimum lateral separation from trucks. Thefull
12ft (3.6m) width travel lane in combination with a 5 ft (l.5m) paved shoulder accommodates this lateral
separation. "
page 4-15 - "Bicycle lanes should always be one-way facilities, be marked as such, and carry traffic in
the same direction as motor vehicle traffic. Two-way bicycle lanes on one side of the roadway are
unacceptable because they promote riding against the flow of motor vehicle traffic. Wrong way riding is
a major cause of bicycle crashes and violates the Rules of the Road stated in the Uniform Vehicle Code."
2
page 4-16 - "The following are some reasons a designer may wish to leave a bike lane unmarked:
· Short or discontinuous
· Rural with low probability of use
· First segment, to be joined later by other pieces
There are, however, advantages to marking a bike lane. Some of the advantages of designing a bike lane
are as follows:
· Reminds motorists to stay alert for bicyclists
· Creates a true system of support
· Provides system continuity
· Further reduces the likelihood of wrong way sidewalk riding
· Allows signing warning against wrong way riding. ..
Exhibit 3 - Results of Trail Mapping Exercise - Key Largo Trail Workshop (12/2/99):
As part of the public involvement process for the Overseas Heritage Trail, Monroe County conducted
three trail workshops in December 1999 to determine community preferences in the upper, middle, and
lower keys. County representatives and the consulting team met one on one with each meeting participant
and conducted a trail survey to formulate community goals. Participants were also asked to delineate
preferred trail alignments on large-scale maps. Workshop results indicated a desire for trail users to safely
access the 90S corridor. The local community also preferred minimal impact to the North Key Largo
area. Shoulders in lieu of a separated path will provide the least amount of impact to the surrounding
habitat. A summary of the mapping exercise is attached as Exhibit 3.
Exhibit 4 - Department of Environmental Protection Documents:
Monroe County staff met with DEP officials to determine their position on the project. The DEP raised
an objection to the proposed shoulders when the South Florida Water Management District notified
environmental agencies and adjacent landowners of the intent to issue the permit for Ua road widening
project". While the project description clearly outlined the intent to construct 5' ft shoulders on each side
of the highway and drainage swales in the cleared, grassy area, it did not clearly outline the intent of the
project for recreational use. DEP is opposed to a road widening project along 90S; however, they support
the construction of a recreational trail along 90S. Relevant sections of the DEP-approved Key Largo
Hammocks Management Plan and the Key Largo Land Use Feasibility Study are attached. These
documents clearly demonstrate DEP's commitment to construct a recreational trail along County Road
90S. The plans suggest that the trail "should be along the existing Florida Keys Electric Co-op utility
easement, when possible, and within the highway right-of-way when use of the easement is not possible. ..
DOT and Monroe County consulted both plans prior to design of the project.
Exhibit 5 - Fact Sheet for Highway Shoulders:
Paved shoulders act as both a safety feature and a recreational enhancement. This project is currently
being funded by the Florida Department of Transportation for a cost of $2.5 million. Should the BOCC
vote to halt the project, the county will be responsible for funding future safety improvements on CR 90S.
A bullet sheet highlighting the importance of highway shoulders for safety, capacity, and maintenance is
included as Exhibit 5.
3
EXHIBIT lA
ENHANCEMENT APPLICATION
(SEPARATED PATH)
STAn or Ft.ORIOA OLrAR'n4E.NT or T1lA~~P'ORTAno",
APPLICATION FOR TRANSPORTATION
ENHANCEMENT PROJECTS
R:).W l~Jll(>..
l.>;\,I.ONIo4Uo1'T...L. ~,,,,,,,,c;EJ04L...-r
03 ...
"'-' ' 01 :
Name or Applicant: Monroe County Public WorksProjed Name: CR-905 Paved Path
Submitted by: DOT/M~
(circle as appropnate)
Project Sponsor (mWlicipal. ~ state. or federal agency):
Monroe County
Priority
by the Applicant).
(relative to other applications submmec
Contact David S. Koppel
TItle County Enqineer
Ad~~s 5100 Colleqe Road, Kev West, Florida 33040
~o~ (305) 292-4426
F~X (305)292-4558
1. QualiCying Activities:
Cbeck one or more categories under which the project qualifies as an enhancement activity: (NOTE: Cbecking all categories
possible does not ensure eligibility. Eacb activity checked must meet all criteria listed ror tbat activity in Appendix B oC f1)()T
Procedure IS25-03o-3()()'<).
a Provision of facilities for pedestrians and bicycles. (See I of Appendix B)
CJ Acquisition of sanic easements and scenic or historic sites. (See II of Appendix B)
CJ Scenic or bistoric highway programs. (See III of Appendix B)
CJ Landscaping and other scenic beautificaIion. (See IV of Appendix B)
CJ Historic preservation. (See V of Appendix B)
CJ Rehabilitation and operation of historic uamponation buildings. structures or facilities (including historic railroad facilities ane
canals). (See VI of Appendix B)
CJ Preservation of abandoned railway corridors (including the conversion and use thereof for pedestrian or bicycle trails). (See VII
of Appendix B)
CJ Control and removal of outdoor advenising. (See VIII of Appendix B)
CJ Archaeological planning and research. (See 1X of Appendix B)
CJ Mitigation of water pollution due to bighway runoff. (See X of Appendix B)
IF NECESSARY. USE ADDITIONAL SHEETS TO RESPOND TO THE FOLLOWING:
2. Project Description:
(a) Wnat type of project is being proposed'?
(bl Describe the direct relationship of the project to the intermod.1l lransport3t10n system relative lO funellon. prox:mlt: 0:
impact. (One or more may apply).
(c) Where IS the. project located (and .....hOlt are the termint. if appropnate)?
(d l Summanz.e any specIal chOlr3ctenStlcs of proJect,
i.. ,'''4 .:..' . -.
I:J'olVIRONMEHl'AL. MANACEMe.'-"
0)....
""" " 01 .
(e) ~plain the project's relationship to federally or state owned propertY or other publicly owned property (if applicable:
(l) What nced will the project address?
(g) What is the status of the projcct (Le. under design. plans on shelf. Dot begun. to be initiated. ctc.)?
(b) What work has been performed to date and by wham?
(i) What work is expected to be perfo!'med?
3 . Selection Criteria:
AttaCh documentation as exhibits to this farm.
(a) If it is proposed that the project be administered by a lovemmental emity other than the state. document that this cnm',
has the fiscal. managerial. environmental and engineering capabilities to maDale the projcct consistent with feder~
requirements.
(b) Document public (and private. if applicable) suppan of the proposed projCCl. (Examples include: written endorseme:::,
forma! declaration. resolution. fwneial donations or other appropriale mans).
(e) Document proposed project bas met all eligibility crilCria far each activity marked an the front of this form (See AppendiJ
B).
4. Project Cost:
What is the estimated total cost of the projCCl and how will it be fuDded1
Federal S 480,000
+ State $120,000 + Loc:a1 SO
_ Total 5600 I 000
Federal 80 ~ + Swe 20
(cannot exceed 80%)
~ + Local 0
~ - lOO~
CERTIFlCA nON OF PROJECT SPONSOR
I hereby ccnify that the proposed enhaaCCJDCDl projCCl herein described is supponed by Monroe countx
\IJ1I1I11Clpa.I. c:ounl)'. SEa or ICC:n! 3.ICDC~ I
and that said entity is willing to: (1) provide the required fundine match: (2) enter into a maintenance agreement with the Flor:d:;
Depanment of Transporwion: and/or (3) suppon ather actions necessary to fully implement the proposed project.
~~
511naaaR
Dent pierce
Name (please !)'PC or pnnll
Director of Public Works
"rlue
N.1.('''r~~!J r"I'I': @
ATTACHMENT A
CR-905 PAVED PATH
MONROE COUNTY, FLORIDA
RESPONSES TO QUESTIONS
2. (a) What type of project is being proposed?
The proposed project provides a 4 foot wide
paved pedestrian path on the west side of CR-905,
approximately 40,000 lineal feet. The project will
also include landscaping to beautify the area.
2. (b) Describe the direct relationship of the project to
the intermodal transportation system relative to
function, proximity or impact.
The proposed CR-905 pedestrian path will be within
the right-of-way of CR-905, which is a functional
component of the Federal Highway system. The new
pathway will take the pedestrian traffic that
currently uses the paved shoulder of CR-905 and will
provide them with a safe, separate travel path.
This is a functional component of the intermodal
transportation system and will have a positive
impact on the safety of the system by separating
pedestrians from the fast-moving highway traffic.
2. (c) Where is the project located?
The proposed project is located on Key Largo Key,
beginning at Mile Marker (MM) 106 and running north
along CR-905 to the intersection of Card Sound Road.
The landscaping would run along the entire length.
2. (d) Summarize any special characteristics of project.
The proposed project will add a paved shoulder
adjacent to the existing roadbed of the old highway
and provide a much safer pedestrian access to
residential areas.
2. (e) Explain the project's relationship to federally or
state owned property or other publicly owned
property.
The proposed project is surrounded by state and
federally owned property and is located within
Monroe County right-of-way.
2. (f) What need will the project address?
The proposed project will address safe pedestrian
access to residential areas. It will also extend
the existing Key Largo pedestrian path that runs
along U.S. 1.
The landscaping portion of the project will help to
provide a scenic corridor along CR-90S, which is a
goal of the County, articulated in its Comprehensive
Plan and Land Development Regulations.
2. (g) What is the status of the project?
This project has not been initiated.
2. (h) What work has been performed to date and by whom?
No work has been performed on this project to date.
2. (i) What work is expected to be performed?
The scope of work is to include the construction of
a 4 foot wide, paved pedestrian path on the west
side of CR-90S (approximately 40,000 lineal feet)
in accordance with the most recently approved
planning and design requirements and
landscaping.
3. (a) If it is proposed that the project be administered
by a governmental entity other than the state,
document that entities capabilities to manage the
project consistent with federal requirements.
It is proposed that FOOT administer this project.
3. (b) Document public support of the proposed project.
Public support is demonstrated in public policy,
namely, in the County's commitment to scenic
control, as specified in the existing and pending
Comprehensive Plans. The existing plan states in
Policy Sec. 2-109 (B) (4): "To establish and promote
a scenic corridor along US 1 and County Road 905."
In addition, the recently adopted Monroe Countv Year
2010 ComDrehensive Plan includes Policy 301.3 and
301.5.2:
In order to provide for bicycle and pedestrian
travel that is safe, convenient and efficient,
Monroe County shall provide four additional miles
of bicycle and/or pedestrian paths by December 31,
1996.
The Land Development Regulations prepared pursuant
to this comprehensive plan shall continue to
ensure that development along the scenic corridors
of US-1, CR-905 and Key Deer Boulevard provides
the landscaping and setbacks necessary to minimize
impact on the visual environment.
3. (c) Document proposed project has met all eligibility
criteria for each activity marked on the front of
this form.
proposed pedestrian facility will meet the standard
provisions for the safe accommodation of users along
the roadway. The existing path in Key Largo will be
extended with the construction of this path. The
proposed system would be maintained by Monroe County
and would be available and accessible to the general
public.
The landscaping portion of the project will be
coordinated between the FOOT and Monroe County. A
landscaping plan will be developed, in accordance
with the Highway Landscaping Plans requirements in
FS Ch. 14-40.003. The landscaping is to be located
in the existing right-of-way and will be
professionally designed. Although FOOT would be
administering the project, the County offers the
assistance of the County's Parks and Recreation
Planner, a trained landscape architect; Engineering
staff; and the local Cooperative Extension Service's
horticulturist. The landscape plan will provide for
a period of plant establishment and maintenance.
Specifically, the plan would conform to the
Landscaping Installation criteria specified in
section 9.5-364 of the Monroe County Land DeyeloDment
Reaulations (LDRs). One of the county's
requirements is that plants that die within 12
months of installation must be replaced. The plan
will also conform to landscaping and safety standards
in accordance with FDOT's Standards SDecifications
for Road and Bridoe Construction and Roadway and
Traffic Desion Standards, and to any other state or
federal standards that apply.
i.
r
.
i
"'
4
H
...
i
~
oi
I \
- \
. \
\
\
\
I
r!
! i~
:~
IB
:~
I~
......
I
I
I
\
!
~
:I:
~
r-
~
r
~
'Z.
-\
"0
,
It?
!
IS
!).
~,
,a -
,~..
r 1(1.,
g '.~.
~
i5
z
~
1. ~
:"-..( [
:~Ir~
. (
....r
#.
.: ",.
, -
~ .... .
'(1.'.-
I
0.1
It;) 0
. '
i
~
J>>
."
\
\.
,.
~
tQ
~
'5
~
C",
~
I
I
~f
Q)
~
""<.
I>
'"
n
"
...
'"
z ~ @,
..,
'"
'" ~ /
'. 8
/
I ,
i
s
~
<:)
C'\
~
~
'Z.
"
~;;. t ~
"0', ;!l I
',~ ;
','" i
,
~'"
~ "
,
,
,
....
EXHIBIT IB
ENHANCEMENT APPLICATION
(PAVED SHOULDERS)
S"TAn: or RoORIOA DU'ART\4EHT or nAN!lP'ORTAnON
APPLICATION FOR TRANSPORTATION
ENHANCEMENT PROJECTS
el'\)L,
RJRIl4 l:"./lll>',
LOjVIItONIo(I..NT AL. ~'^,,"vEML"'"
OJ ...
"-I< I 01 ;
Name of Applicant: Monroe County Public WorksProject Name: CR-90S Paved Path
Submitted by: DOT/M~
(circle as appropnate)
Project Spoosor (mWlicipaJ, ~ state. or federal agency):
Monroe County
Priority
by the Applicant>.
(relative to other applications submmcc
COlltaCt David S. Koppel
Title County Enqineer
Ad~~s SlOO Colleqe Road, Kev West, Florida 33040
Pbo~ (305) 292-4426
F~X (30S}292-4SS8
1. Qualifying Activities:
Check one or more catcgories under which the project qualifies as an cnhancement activity: (NOTE: Checking all categories
possible does not ensure eligibility. Each activity checked must meet all criteria listed for tbat activity in Appendix B oC FOOT
Procedure "S25..()3o-300<).
a Provision of facilities for pedestrians and bicycles. (See I of Appendix B)
a Acquisition of scenic easements and scenic or historic sites. (See II of Appendix B)
a Scenic or historic highway programs. (See III of Appendix B)
a Landscaping and other scenic beautification. (See IV of Appendix B)
a Historic preservation. (See V of Appendix B)
a Rehabilitation and operation of historic uaz:sportation buildings, structUres or facilities (including historic railroad facilities me
canals). (See VI of Appendix B)
a Preservation of abandoned railway corridors (including the conversion and use thereof for pedestrian or bicycle trails). (See VII
of Appendix B)
CJ Control and removal of outdoor advertising. (See VIII of Appendix B)
CJ Archaeological planning and research. (See IX of Appendix B)
o Mitigation of water pollution due to highway runoff. (See X of Appendix B)
IF NECESSARY, USE ADDITIONAL SHEETS TO RESPOND TO THE FOLLOWING:
2. Project Description:
(a) Wnat rype of project is being proposed?
(b) Describe the direct relationship of the project to the inlermodaJ tr:msportallon system relallve to junction. prox:mH:' or
impact. (One or more may apply).
(cl Where IS the, project locatcd (and what are the termiDl. If appropna:c)?
(d) Summanz.e any special charactcnstlcs of proJect.
14 . Iii "f ~:' .... .
..,.VlaONMEH1' AL MANAGEM[...-
03-:"
..... ~ .,
(e) Explain the project'S relationship to federally or swe owned propertY or other publidy owned properry (if applicabi::
<0 What need will the projca address?
(g) What is the status of the project (i.e. under design. plms on shelf. not be;un. to be: initiated. etc.)?
(h) What worX nas been performed 10 date and by whom?
(i) What wort is expected to be: perlo~cd?
3. Selection Criteria:
Attaeb documenwion as exhibits to this form.
(a) If it is proposed that the project be administered by a lovemmental emiry other than the state. document that this e::::::.
has the fisc:aJ. managerial. CDvironmental and engineering capabilities to manace the project consistent with ieCe~:..
requirements.
(b) Document public (and private. if appliable) suppan of tbe proposed projCCl. (Ex.amples include: written endorse::::::
formal dcdaration. resolution. fUW1cial donations or ocher appropriale maas).
(e) Document proposed project bas met aU eligibiliry c:rUeria foreacb activiry marked on the tTontofthis form (See Appcnc:.'
B).
4. Project Cost:
What is the estimated total cost of the projCCl and how will it be tuDdcd?
Federal S 8 0 0 . 000 __ + Swe S. IOn n n (to Local $_1 00 , 0 0 ~ Total , 1 . 00 0 , 000
Federal 8 0 ~ + Swe
(c:a.anot exc:ced 80%)
1 0 ~ + Local
1 n ~ - l00~
CERTIFtCA nON OF PROJECT SPONSOR
I hereby c:enify that the proposed enhancement projCCl herein described is auwaned by Monroe countx
UIIUAJ~ap&I. ;,GUIlry. i~ or Im:nJ ~cc:~ '
and that said entity is willing to: (1) provide the required fundiDl much: (2) enter iDlo a maintenance agreement with the Fior.:.;
Depanment of Transportation: and/or (3) suppan other actions necessary to fully implement the proposed project.
. -"-
Sllnaam:
shirley Freeman
Name Ipleue \Y1lC or rmnll
Mayor
7,uc
"IC'(.'~~'r..,:~
ATTACHMENT A
CR-90S PAVED PATH
MONROE COUNTY, FLORIDA
RESPONSES TO QUESTIONS
2. (a) What type of project is being proposed?
The proposed project provides a 4' wide paved
pedestrian path on both sides of CR-90S. This i~
approximately 40,000 linear feet on;each side. The
path may be constructed as snoulders up against the
existing edge of pavement. Landscaping will also be
done along the entire length of the project.
2. (b) Describe the direct relationship of the project to
the intermodal transportation system relative to
function, proximity or impact.
The proposed CR-90S pedestrian path will be within
the right-Of-way of CR-90S, which is a functional
component of the Federal Highway system. The new
pathway will take the pedestrian traffic that
currently uses the paved shoulder of CR-90S and will
provide them with a safe, separate travel path.
This is a functional component of the intermodal
transportation system and will have a positive
impact on the safety of the system by separating
pedestrians from the fast-moving highway traffic.
2. (c) Where is the project located?
The proposed project is located on Key Largo Key,
beginning at Mile Marker (MM) 106 and running north
along CR-90S to the intersection of Card Sound Road.
The landscaping would run along the entire length.
2. (d) Summarize any special characteristics of project.
The proposed project will add a paved shoulder
adjacent to the existing roadbed of the old highway
and provide a much safer pedestrian access to
residential areas.
2. (e) Explain the project's relationship to federally or
state owned property or other publicly owned
property.
The proposed project is surrounded by state and
federally owned property and is located within
Monroe County right-of-way.
2. (f) What need will the project address?
The proposed project will address safe pedestrian
access to residential areas. It will also extend
the existing Key Largo pedestrian path that runs
along u.s. 1.
The landscaping portion of the project will help to
provide a scenic corridor along CR-90S, which is a
goal of the County, articulated in its Comprehensive
Plan and Land Development Regulations.
2. (g) What is the status of the project?
This project has not been initiated.
2. (h) What work has been performed to date and by whom?
No work has been performed on this project to date.
2. (i) What work is expected to be performed?
The scope of work is to include the construction of
a 4' wide, paved pedestrian uath on both sides of
CR-905 (approximately 40,OOO-linear feet on each side)
in accordance with the most recently approved planning
and design requirements and landscaping.
3. (a) If it is proposed that the project be administered
by a governmental entity other than the state,
document that entities capabilities to manage the
project consistent with federal requirements.
It is proposed that FDOT administer this project.
3. (b) Document public support of the proposed project.
Public support is demonstrated in public policy,
namely, in the county's commitment to scenic
control, as specified in the existing and pending
Comprehensive Plans. The existing plan states in
Policy Sec. 2-109 (B) (4): "To establish and promote
a scenic corridor along US 1 and County Road 905."
In addition, the recently adopted Monroe Countv Year
2010 ComDrehensive Plan includes Policy 301.3 and
301.5.2:
In order to provide for bicycle and pedestrian
travel that is safe, convenient and efficient,
Monroe County shall provide four additional miles
of bicycle and/or pedestrian paths by December 31,
1996.
The Land Development Regulations prepared pursuant
to this comprehensive plan shall continue to
ensure that development along the scenic corridors
of US-1, CR-905 and Key Deer Boulevard provides
the landscaping and setbacks necessary to minimize
impact on the visual environment.
3. (c) Document proposed project has met all eligibility
criteria for each activity marked on the front of
this form.
Proposed pedestrian facility will meet the standard
provisions for the safe accommodation of users along
the roadway. The existing path in Key Largo will be
extended with the construction of this path. The
proposed system would be maintained by Monroe County
and would be available and accessible to the general
public.
The landscaping portion of the project will be
coordinated between the FOOT and Monroe County. A
landscaping plan will be developed, in accordance
with the Highway Landscaping Plans requirements in
FS Ch. 14-40.003. The landscaping is to be located
in the existing right-of-way and will be
professionally designed. Although FOOT would be
administering the project, the County offers the
assistance of the County's Parks and Recreation
Planner, a trained landscape architect; Engineering
staff; and the local Cooperative Extension Service's
horticulturist. The landscape plan will provide for
a period of plant establishment and maintenance.
Specifically, the plan would conform to the
Landscaping Installation criteria specified in
section 9.5-364 of the Monroe County Land DeveloDment
Reaulations (LDRs). One of the County's
requirements is that plants that die within 12
months of installation must be replaced. The plan
will also conform to landscaping and safety standards
in accordance with FDOT's Standards SDecifications
for Road and Bridae Construction and Roadwav and
Traffic Desian Standards, and to any other state or
federal standards that apply.
County of Monroe
I ~ ,
, (-
~ ,..
\, ,,-\.,,~
'"
Planning Department
2798 Overseas Highway
Suite 400
Marathon, Florida 33050
Voice: (305) 289-2500
FAX: (305) 289-2536
Board of County Commissionen
Mayor Shirley Freeman, Dist. 3
Mayor Pro Tem George Neugent. Dist. 2
Commissioner Wilhelmina Harvey. Dist. I
Commissioner Nora Williams. Dist. 4
Commissioner Mary Kay Reich. Dist. 5
January 20, 2000
Mr. Gary Donn
Florida Department of Transportation
602 South Miami Avenue
Miami, Florida 33181
Subject:
905 Enhancement Project
Monroe County, Florida
Dear Mr. Donn:
In light of recent developments, Monroe County is sending this letter in an attempt to clarify our
position on the 905 enhancement project. Following your recent presentation to the Monroe
County Board of County Commissioners (BOCC), the BOCC voted unanimously to approve the
Florida Department of Transportation (DOT) five-year work program with some additional
requests. This unanimous vote came after citizens had the opportunity to express their concerns
for several programmed projects including the 905 enhancement project. A copy of the meeting
minutes has been forwarded to Cathy Owen for DOT's records. A copy of the signed resolution
supporting the work program will be forwarded to your office in the near future. The county
continues to support the design and development of the 905 enhancement project in a manner that
protects the environment and accommodates the recreational users that have expressed support for
the project.
While initially we requested a separated trail that would traverse the utility corridor, DOT and the
county were advised by the US Fish and Wildlife Service that the project would impact sensitive
habitat. The county agreed to move forward with a less intensive option that would include paved
shoulders along 905. This type of alternative transportation project will accommodate the on-road
cyclists who expressed strong support for a recreational trail in this area.
A separate but parallel issue faced by Monroe County includes the maintenance of 905. The
county is required to maintain the road as part of an agreement with federal agencies. The road is
currently in need of resurfacing. When our engineering department reviewed the design plans for
the enhancement project, Dave Koppel saw this as an opportunity to complete the projects within
the same time frame to reduce costs and minimize traffic disturbances along 905. Because the road
is part of the federal highway system, the county asked the DOT to include the resurfacing as part
of the five-year work program. Mr. Koppel was informed by the DOT that this was not possible
because enhancement funds cannot be allocated for resurfacing projects. Please understand that it
is not the county's attempt to misappropriate funds but, instead. to work in partnership on two
projects that hold a mutual interest for both governmental agencies. Mr. Koppers
recommendation to save the taxpayers money is a sound idea that we hope DOT can implement
within their current five-year work program through whatever funding source DOT deems
appropriate.
As part of the design for the 905 bike lane project, we believe it is critical to provide the proper
signage and striping for a designated bike lane. This project is an alternative to the original request
for a recreational trail. It should provide clear direction for bicyclists who may travel the route.
Section 4 in "Bicycle Facilities Planning and Design HandbooP' produced by the DOT State
Safety Office provides guidance on the striping and signage for dedicated bike lanes. We urge the
District 6 designers to incorporate these concepts into the current design plans. This may help to
clear up any incorrect assumptions of a "road widening" project.
TEA 21 provides the exciting opportunity for partnerships between local governments and state
agencies. We look forward working with you to develop a process for open and clear
communication between the two organizations. Please do not hesitate to contact me at (305) 289-
2521 with any questions or comments you may have regarding this letter.
Sincerely,
;; vJi"
'-./ ~ I,
':fv~(J~~J {~~i4.~
Trish Stratton, AICP
Bicyc1e/Pedestrian Planner
c: Marlene Conaway, Monroe County Planning
Kim Ogren, Monroe County Planning
Dave Koppel, Monroe County Public Works
2
EXlDBIT 2
BICYCLE FACILITIES PLANNING AND DESIGN HANDBOOK
'.... ..~,..'. ,. "".-. ...--
Bicycle Facilities
Planning and . Design
Handbook
Revised July 1999
Florida Department of Transportation
State Safety Office, MS 82
Pedestrian and 'Bicycle Program
Tallahassee, Florida
(850)487-1200
July 1999
provide for bicyclists were often based on the assumption
that it was best to separate bicycling from roadways. This
assumption quickly proved unpopular with bicyclists. It led to
a proliferation of conflicts due to lack offacilities: bicyclists
using sidewalks and thereby hidden from motorists, or on
poorly built bicycle paths, or bicyclists and motorists attempt-
ing to mix on roadways with inadequate mixed use design.
4.3.2 Current Practice
New construction, as well as RRR projects, must give
full consideration to the needs of bicyclists. Measures should
also be taken to retrofit the backlog of roadways not cur-
rently scheduled for improvement. This can and should
include attention to safety needs identified through the
statewide Safety Management System, and Community/
Corridor Traffic Safety Programs.
Key attractions are found along main thoroughfares, and
they attract bicyclists just as they attract motorists. This
concept requires full consideration of bicycling for new
transportation projects.
There is a wide range of facility improvements which can
enhance bicycle transportation. Improvements can involve a
detailed design (e.g., providing a shared use path), or they
can be simple and involve minimal design consideration (e.g.,
changing drainage grate inlets).
The Department's current policy is to consider the needs
of bicyclists on all projects, including limited access facilities
in some cases. This policy will generally provide for the
construction of bike lanes or paved shoulders in conjunction
with other planned roadway improvements. (See FDOT's
Plans Preparation Manual.) Since bicyclists may ride on all
non-limited access roadways, bicycle facilities should be
included on all projects unless there is compelling reason not
to include them. If there is a question as to whether or not
some special effort, such as purchasing additional right-of-
way or narrowing medians, is justified the following should
be considered:
· The section is identified for bicycle improvements in the
Transpon8tion Improvement Program, the State Transpor-
tation Plan, or the Community Comprehensive Plan.
(plans Preparation Manual)
· Bicycle facilities have been requested by the local govern-
ment.
· Project is within 1 mile of an urban area. (F.S. 335.065)
· There are other considerations suggesting bicycle facilities
would be required. These include but should not be limited
to the following:
Section 4 - On Road Design
Florida's First Bike Lane. The 13th Street bilce
lane in Gainesville is well accepted by both
motorists and bicyclists. It is shown above with
standard FDOT symbols.
Bike Lanes Help Motorists and Pedestrians.
Even if this Siesta Key bike lane were never used
by bicyclists. its value to the roadway is
significant. Pedestrians now hQ\1e a buffer from
moving traffic. Traffic moves slower due to the
reduced lane width. Motorists turning into this
space now hQ\1e added turning radii.
4-7
Florida Bicycle Facilities Planning and Design Handbook
Bicycle facilities should be included
on all appropriate projects. The
amount of accommodation which
can be provided will vary from
project to project. Bilce lanes were
added to this intersection
improvement. beginning and
ending several hundred feet from
'he intersection. Because of this
""provement, even if the
ftersection is excepted from a later
.surfacing project. the facility
?ng the section will be
continuow.
Lower speed tnlcb have 110 wbut
bltlSt (Trucks passing at 45 mph/80
/cmh). During the 1980's the
Gainesville area benefited from the
installation of nearly 100 miles of
paved shoulders and bilce lanes.
July 1999
- Schools, parks or greenways near the project corridor
- Access or connectivity
- High bicycling volumes
- High bicycle crash rates
4.3.3 The Florida Intrastate Highway System
The Depamnent procedure, Development of the Florida Intrastate
Highway System (FIHS) (Topic No. 525-030-250), gives the following
guidance relating to the provision of bicycle and pedestrian facilities on
the FIHS:
"Legislation authorizes the Depamnent to develop the FIHS to
provide for high-speed and high-volume traffic movement as its primary
function. In this context, accommodation of bicycles and pedestrians
requires a careful balancing of the FlHS with the safety of bicycles,
pedestrians, and vehicular traffic."
"Bicycle and pedestrian facilities shall not be provided on FIHS
'limited access roadways. For FIHS controlled access facilities, the safe
movement of bicycles must be carefully considered and accommodated
in such a way as to have no adverse impact to safety, capacity or speed.
Separate, off-site, and/or parallel facilities shall be used where practical
and feasible. Bicycle facilities shall be consistent with the requirements
of the Florida Bicycle Planning and Design Handbook and the
Department's Plans Preparation Manual."
Special care is needed in the planning and design of bicycle facilities
on the FIHS. Negative impacts to bicycling should be minimized. If the
decision is made to provide off-site and/or parallel bicycle facilities, they
should be developed., and possibly improved., concurrently with the FillS.
When developing these facilities consider the following:
· Bicyclist safety should be a primary concern. If an alternate facility is
dangerous or uncomfortable for bicyclists it is not appropriate as an
alternate route. Alternate facilities with numerous access points, con-
tinuous turn lanes, high speeds and volumes are unsafe for bicyclists.
· Travel time for bicyclists should be kept to a minimum. If the use of
off-site facilities requires bicyclists to use less direct routes, consider
placing a facility on-site. If this would not compromise safety, an on-
site facility may be appropriate.
· Traffic control on the parallel off-site facility should not impede bicy-
clists. Ifbicyclists encounter a stop sign at every intersection along the
parallel facility it is probably not appropriate.
· Access should be maintained. Bicyclists should be able to access the
same destinations as motor vehicle drivers.
· If an off-site parallel facility is a combination of roadways and/or trails,
bike route signage should be considered.
When provisions for bicycles must be made along a controlled access
FIHS facility, first consideration should be to provide a separate facility.
4-8
July 1999
This facility would probably be a shared-use path. The
following concerns should be addressed:
· Conflict points should be minimized.
· Access for bicyclists should be at the same level as that
for motorists. If developments are present on both sides of
the FIHS controlled access roadway and may be ac-
cessed from both sides of the roadway, a separate facility
would have to provide access for bicyclists.
If a parallel facility is not available and a separate facility
is not appropriate, bicycle facilities may be provided on the
FIHS controlled access roadway. This is the least preferred
option and should be considered only if the off-site or
separate facilities are not appropriate.
4.4 Bicycle Lane Widths
Bicycle lanes are to be used on future urban roadway
sections, whenever right of way and existing curb/drainage
sections permit. Occasionally it is possible to convert wide
curb lanes on multi-lane highways to bike lanes by reducing
the travel lane widths to 11 ft. (3.3 m), and turn lanes to 10
ft. (3.0 m). The width of the bike lane is included within the
motorist clear zone and horizontal clear distance. Additional
clearance is not required.
Bicycle lanes have proven their value to all highway
users. Among their benefits in creating a smooth, efficient
and safe sharing of the highway are the following:
· Establishing the correct riding position for bicyclists.
· Sending a message to motorists that bicyclists have a right
to the roadway.
· Reducing motorist and bicyclist sudden swerves (lane
changing).
· Guiding bicyclists through intersections on the safest, most
predictable course.
· Permitting bicyclists to pass stopped motorists and queue
properly at traffic signals.
· Permitting motorists to pass bicyclists on 2-lane roadways.
There are many secondary benefits of bike lanes as well:
· Provide added border width.
· Enhance highway drainage, reduce vehicle hydroplaning.
· Create an essential buffer between the pedestrian and
motorist.
· Improve opportunity for landscaping (border width).
Section 4 - On Road Design
High Sp~~d T,uck Wind Blast effect extends 6
feet (2 m). The combination of travel lane and
paved shoulder should aI/ow a 6-foot (2 m)
physical separation between truck and rider.
Truck wind blasts are considered minor at or
below speeds of 45 mph (60 kmlh). Special
consideration is needed when designing bicycle
facilities for high speed, high truck volume
roadways such as the Florida Intrastate Highway
System.
4-9
Florida Bicycle Facilities Planning and Design Handbook
Figure (a) - page 4-11 - and the top photo depict
a standard width bike lane.
Figure (b) - page 4- 1 1 - and the center photo,
depict on-street parking in combination with a
bike lane. This roadway section lane pr.ovides
separate spaces for motorists, bicyclists and
pedestrians.
Figure (c) - page 4-11 - and the bonom photo
depict a standard paved shoulder. This shoulder
is 4 feet (1.2 m) wide.
Bi/ce lanes provide space for motorists to pass
bicyclist without encroaching into the oncoming
lane of traffic.
1.5m
~
3.6m
1.5m
3.6m
July 1999
· Reduce pedestrianlbicyclist conflicts (no longer on side-
walks).
· Increase turn radii at driveways and intersections.
· Improve sight distances.
The Department's standard bicycle lane widths are:
· Urban (curb & gutter)
· Urban with Parking
· Rural Section
4 ft. (1.2 m)
5 ft. (1.5 m)
5 ft. (1.5 m) ,'"
l<
The minimum width of an urban bike lane from left side
stripe to face of curb is 5 ft. (1.5 m). The 18 inch (450 mm)
gutter included on most curb and gutter sections provides for
this additional requirement. Certain edge conditions may
dictate additional desirable bicycle lane width.
4.4.1 Bicycle Lanes on Curb and Gutter Sections
Bicyclists do not generally ride near a gutter because of
the possibility of debris, of hitting a pedal on the curb, of an
uneven longitudinal joint, or of a steeper cross slope.
However, many novice bike riders will ride in a gutter if the
roadway is too narrow, and thus bike lanes help reduce this
problem. Bicycle lanes in this location should have a mini-
mum width of 4 ft. (1.2 m) from the edge of pavement to the
motor vehicle travel lane. Since Florida measures most
dimensions from the edge of pavement, it can be assumed an
additional 1.5 ft. (0.5 m) lateral separation exists from the
curb face. See graphic on next page.
4.4.2 BicyclelParking Lanes
As shown in graphic (b) on the next page, a bicycle lane
may be put on an urban curbed street where a parking lane
is provided. The required bicycle lane width for this location
is 5 ft. (1.5 m). The minimum combined bike lane/parking
lane width is 13 ft. (3.9 m). This space is to provide adequate
width for bicyclists to avoid car doors without encroaching
upon the motor vehicle lane.
Bicycle lanes should always be placed between the
parking lane and the motor vehicle traffic lane. Bicycle lanes
between the curb and the parking lane can create obstacles
for bicyclists from opening car doors and provide poor
visibility at intersections and driveways. They also prohibit
bicyclists from making left turns; therefore, this placement
should not be considered.
This treatment may not be appropriate on sections with
narrow motorist lanes.
4-10
July 1999
Section 4 - On Road Design
a) Curbed Street without Parking
Lg
(m. ..'
1.5 m
.
(mIn.)
, Bike
Line
~
- '..".
(min.)
Bike
Line
Molor Vehicle Lanes
b) Curbed Street with Parking
I~'HI..J. "..I.
PerkIng (m In.)
Bike
Line
Molor Vehicle Lanes
1 ". .1.... ,.., r
(mIn.) Plrking
Bike
Line
. C) Roadway without Curb or Gutter
..:.~: I. ,. J
(min.)
Bikl
Llnl
Molor Vehicle Lanes
I ,.. .1 :=."
(mIn.)
Bike
Line
FDOT Bicycle Lane Width Requirements
4-11
Florida Bicycle Facilities Planning and Design Handbook
Parking Lane Transitions. Above: Appropriate
tapers should be used when transitioning to
and from parking. Below: These treatments can
provide additional turning radii at
intersections.
Source: Oregon DOT
July 1999
Transition taper lengths around parking lanes are based on
speed, sight distances, type of vehicles. and related factors.
Make sure that both the bicyclist and motorist are given
adequate information and decision-making time. Taper rates
for various speeds are specified in the Department's Roadway
and Traffic Design Standards.
When parking and bike lanes are used in a pattern as
shown. in the graphic at left, the motorist ends up with added
turning radii; sometimes a needed bonus for trucks and
buses. To reduce maintenance, and improve the life of
markings, make sure bike lane markings may be kept out of
the turning radius. To reduce wrong way bike riding, always
use directional arrows in bike lanes.
4.4.3 Paved Shoulders and Rural Bike Lanes
Adding or improving shoulders often can be the best way
to accommodate bicyclists in rural areas. Paved shoulders
also provide a significant safety benefit to motor vehicle
traffic. Where funding is limited, adding or improving shoul-
ders on uphill sections first will give slow moving bicyclists
needed maneuvering space and decrease conflicts with
faster ~oving motor vehicle traffic.
Current FOOT standards call for a 5 ft. (1.5 m) wide
paved shoulder on the outside edge of all rural roadway
sections (Plans Preparation Manual, Vol. 1, Ch. 2 for
details). Additional width can be considered when heavy
truck volumes or other conditions warrant. Since bicyclists
often ride on shoulders, smooth paved shoulder surfaces
should be provided and maintained. Pavement edge lines 6
inch (150 mm) wide supplement surface texture in delineat-
ing the shoulder from the motor vehicle lanes.
4.4.3.1 Shoulder Width
}-''Jf
The minimum paved shoulder width is 5 ft. (1.5 m) when
designated as a bike lane or intended to accommodate bicycle
travel. The combined width of the paved shoulder or bike
lane and the width of the adjacent motor vehicle travel lane
determine whether or not bicyclists and motorists can safely
pass each other. The FOOT standard ofa 12 ft. (3.6 m) lane
with a 5 ft. (1.5 m) shoulder provides for adequate separa-
tion of bicyclists and motor vehicles when speeds exceed 60
km/h (45 mph); the percentage of trucks, buses, and recre-
ational vehicles is high; or static obstructions exist at the right
side.
At speeds above 45 mph (60 kmIh), bicyclists need a 6 ft.
(1.8 m) minimum lateral separation from trucks. The full 12
ft. (3.6 m) width travel lane in combination with a 5 ft. (1.5
4-12
July 1999
Examples of rural paved. shoulders
and the lack of shoulders. Recent
research (1996) from the University
of North Carolina Highway Safety
Research Center reveals motorists
and bicyclists both feel greater
comfort when the edge line and
paved shoulder are provided. This
improves the perception of safety by
both user groups. Bike lanes and
paved shoulders reduce motorist
encroachment into left side lanes
from 27% of passes (without special
lanes) to 3% of passes (with bike
lanes or paved shoulders).
Below. Lower left: The lane on this
section is undesignated The rural
c~aracter of the roadway, with few
intersections and infrequent
bicycling, does not warrant marked
bike lanes.
Lower right: Sarasota motorists are
able to move more freely with
bicyclists separated from the travel
lane. Motorists can get into and out
of the road mor,e safely. The 4 foot
(1.2 m) paved shoulder area is
attractive to many adult bicyclists.
Section 4 - On Road Design
Rural sectionfaciluies. Left: One of
the best bicycling trails in North
America takes bicyclists through
Canada's Banff National Park. The
ample 10' wide paved shoulders are
not marlced as bike lanes. Jet they
perform equally well. doing double
service to motorists and bicyclists,
and help one another pass. Below:
In contrast, u.s. Alternate 19, in
Pinellas County, Florida, awaits a
RRR improvement that will allow
the addition of 5.0 foot (1.5 m)
shoulders. Once the shoulders are
in place bicyclists and motorists will
be able to share the space and move
in greater safety and efficiency.
4-13
Florida Bicycle Facilities Planning and Design Handbook
1
2
iiii;:'
,::;;.\L~'-'>",,~~,'_"l
3
Wide Curb Lanes. A
As pictured above, (1) novice bicyclists tend to
ride in unsafe gutter areas, (2) while some
compete1'll bicyclists ta/ce their fair share of this
lane and more. (3) Recent FDOT research reveals
that bi/ce lanes create more appropriate
placement and more predictable movements for
bicyclists and motorists.
July 1999
m) paved shoulder accommodates this lateral separation
need.
Due to the buildup of debris, and the trapped condition a
bicyclist faces, shoulders on bridges are especially impor-
tant. Bridge shoulder width, as a minimum, should match the
approach roadway shoulder width.
Bridges exceeding a 3% grade benefit from wider
shoulder widths. The added width compensates for climbing
wobble conditions and higher descent speeds.
4.4.4 Wide Curb Lanes
Wide curb lanes no longer meet FDOT requirements
and are not used on new construction on state roadways.
Local jurisdictions may still use them. They are a "least
preferred" option in Florida. Although wide curb lanes
benefit motorists and bicyclists by providing additional
operating space compared to a 12 ft. (3.6 m) lane, many
cyclists are not comfortable using these facilities. In some
conditions, a wide curb lane may still be the only practicable
option. The following principles and details are provided.
On highway sections without bicycle lanes, a right lane
wider than 12 ft. (3.6 m) can better accommodate both
bicycles and motor vehicles in the same lane and thus is
beneficial to both bicyclists and motorists. In many cases
where there is a wide curb lane, motorists will not need to
change lanes to pass a bicyclist. Also, more maneuvering
room is provided when drivers are exiting from driveways
or in areas with limited sight distance.
In general, a lane width of]4 ft. (4.2 m) of usable width
is desired. Usable width would normally be from edge of
pavement (gutterpan seam), but adjustments need to be
made for drainage grates, parking and longitudinal ridges
between pavement and gutter sections. If]4 ft. (4.2 m) of
usable width is available, and speeds and traffic volumes are
low, a 3 ft. (0.9 m) shoulder may be striped next to a 11 ft.
(3.3 m) lane. When 16 ft. (4.8 m) is available, it should be
striped as a 4 foot (1.2 m) bike lane and a 12 foot (3.6 m)
lane.
Restriping to provide wide curb lanes may also be
considered on some existing multi-lane facilities by making
the remaining travel lanes and left turn lanes narrower. This
should only be performed after careful review of traffic
characteristics along the corridor.
4.5 General Signing and Marking of Bike Lanes
In Florida, designated bike lanes are to be marked with
4-14
July 1999
signs and pavement markings. Standard FDOT striping is
shown in its Roadway Traffic and Design Standards. The
bike lane is separated from the regular travel lane by a 6- to
8-inch (1 SO - 200 mm) solid lane line. Pavement markings
are used within the lane to designate the bike lane. The
diamond shape Preferential Lane Symbol is used as required
by the MCn'CD. Additionally, Florida uses the bicycle
symbol to clarify the purpose of the bike lane and an arrow
to provide guidance on legal direction of travel (Roadway
and Traffic Design Standards). Bicycle Lane signs, R3-
17, are used to supplement the pavement markings.
4.5.1 Directionality
Bicycle lanes should always be one-way facilities, be
marked as such, and carry traffic in the same direction as
adjacent motor vehicle traffic. Two-way bicycle lanes on
one side of the roadway are unacceptable because they
promote riding against the flow of motor vehicle traffic.
Wrong-way riding is a major cause of bicycle crashes and
violates the Rules of the Road stated in the Unifonn Vehicle
Code.
4.5.1.1 Wrong Way Signs
A sign may be placed on the back side of the Bike Lane
sign (R3-17) to notify bicyclists when they are riding the
wrong direction in a bike lane. The proposed sign for this
purpose is a "Wrong Way" with a "Bikes" supplemental
plate. This sign, in addition to the lane directional arrow, is
intended to reduce wrong-way riding. This sign also makes it
easier for police to cite bicyclists and defend a violation
before a judge.
4.5.1.2 Bicycle Lanes on One-Way Streets
On one-way streets, bicycle lanes should be on the right
side of the street, except in areas where a bicycle lane on the
left will decrease the number of conflicts (e.g. those caused
by heavy bus traffic).
Although not recommended, contra-flow bike lanes (those
in an opposing direction from the nonnal traffic flow) on one-
way streets may be allowed to provide connectivity for
bicycles within a roadway system. They can be used to fill
gaps in the system or provide a more convenient route for
bicyclists. Bicyclists using these lanes will be coming from a
direction motorists do not expect. Also, traffic control, signs
and signals, must be provided for the contra-flow bicyclists.
,.Ideally, instead of using a contra-flow bike lane, the lane
could be put on a parallel facility.
Section 4 - On Road Design
E
co
E
o
o~o
E
co
E
o
C")
E
co
.....
StIl"dard FDOT Markings. Standard bike lane
markings for FDOT projects include the
preferential lane use symbol. the bicycle symbol.
and the directional arrow. The recommended
placement for these symbols is immediately after
intersections and major driveways and at
maximum intervals of 600 feet (182 meters) on
urban sections and J /4 mile (400 meters) on rural
sections. For more details. consult the FDOT's
Roadway and TrajJic Design Standards.
4-15
florida Bicycle facilities Planning and Design Handbook
Bikl! Lant!S on One-Way Strl!t!ts. This bike lane is
on the left side of a one-way street andfu//y
separated from the curbside parking lane.
July 1999
4.5.2 Additional Emphasis Markings
In especially hazardous rural and higher speed suburban
locations, such as bridges, curves and areas where motorists
frequently run off the roadway, added emphasis may be
given to the markings. In these locations, additional glass
beads, special bicycle-safe markers, and other treatments
should be considered.
Standard size Raised Pavement Markings (RPM's) and
raised barriers present a hazard to bicyclists and shall not be
used to delineate bicycle lanes. Experimental low level
RPMs, inset into the pavement, are being tried in test
sections with effective results. RPM's may be considered
for special areas where additional guidance and control are
warranted. Also, thermoplastic pavement markings pose a
hazard to bicyclists because they are slick, especially when
wet. The Florida Department of Transportation has
developed a special thermoplastic mix using additional grit to
address this problem.
A thermoplastic that makes a sound when a car drives
over it is being tested south of Gainesville. This edgeline
alerts motorists and bicyclists that a motorist is driving on the
edgeline.
4.5.3 Designated versus Un designated Bike Lanes *
In some cases, the designer may not wish to designate a
bike lane with pavement markings and signs. Undesignated
bike lanes differ from shoulders in being striped to the left of
right turn lanes. This allows for the eventual designation of
the bike lane.
Preliminary research and observations reveal a wider
separation of motorists and bicyclists when wide curb lanes
are converted to lanes of even as little as 3 - 3.5 ft. (0.9-1.1
m). However, the Deparnnent prefers, in many instances, to
leave this substandard width undesignated.
There are some cases where even a full width 4 foot (1.2
m) space may be left undesignated. Decisions on when to
designate and leave undesignated should be made byajoint
partnership of the Department and the local Bicycle Advi-
sory Committee (BAC). The following are some reasons a
designer may wish to leave a bike lane unmarked:
· Short or discontinuous
· Rural with low probability of use
· First segment, to be joined later by other pieces.
4-16
July 1999
There are, however, advantages to marking a bike lane.
Some of the advantages of designating a bike lane are as
follows:
· Reminds motorists to stay alert for bicyclists
· Creates a true system of support
· Provides system continuity
· Further reduces likelihood of wrong way sidewalk riding
· Allows signing warning against wrong way riding.
Additionally, marking a bike lane changes the way the
facility is treated in law. Motorists are not allowed to park,
except momentarily, in a bike lane. Also, motorists entering
the roadway from a side street are required to yield to
bicyclists within a bike lane.
4.5.4 Pigmented Bike Lanes
On some minor and major collector roadways, there is a
need to keep the visual width of the roadway narrow. Under
such conditions, bike lanes can be pigmented a brownish
orange, giving the effect that the overall roadway width has
been decreased. Such treatments are often desirable where
speed studies indicate that motorists routinely exceed
reasonable and prudent speeds.
4.6 Bicycle Lane Treatments at Intersections
Bicycle lanes and their position is an important consider-
ation in intersection design. A bicycle is a vehicle. As such,
the bicyclist is required (with the left turn as an exception) to
ride through an intersection just as a motorist would drive
through the intersection. The bicyclist should travel through
the intersection on .the right side of the rightmost lane for the
direction of travel.
4.6.1 Bicyclists' Movements
At intersections without right turn lanes, bike lanes
encourage bicyclists to keep to the right and motorists to keep
to the left, so both operators are somewhat discouraged
from merging in advance oftums. Thus, some bicyclists will
begin left turns from the right-side bicycle lane and some
motorists will begin right turns from the lane to the left of the
bicycle lane. Both maneuvers are contrary to established
Rules of the Road and result in conflicts.
To promote proper behavior, the bike lane striping should
be discontinued 50 ft. (IS m) prior to an intersection without
a right turn lane. This encourages motorists and bicyclists to
. merge in advance ofthe intersection. In this way most
bicyclists behave as follows:
Section 4 - On Road Design
Undesignated Bike Lane. Above: The lane to the
right is left undesignated The rural character of
this roadway, with minimal intersections and
infrequent bicycling does not wa"ant marked
bike lanes. /n addition to providing for the
bicyclist, paved shoulders provide additional
motorist safety, enhance drainage. improve
maintenance and improve appearance.
Pigmented Bike Lanes. Below: The bike lane
below is treated with a deep ocher pigment. A
section of roadway in Lake County, Florida has
used the type of paint used on tennis courts to
achieve the same effect. FDOT is evaluating the
Lake County section.
4-17
KEY LARGO HAMMOCK STATE BOTANICAL SITE
UNIT MANAGEMENT PLAN
APPROVED
STATE OF FLORIDA
DEPARTMENT OF ENVIRONMENTAL PROTECTION
Division of Recreation and Parks
MARCH 20, 1998
FMSF No. T/RISec.
~!I!j~li~~)i)!!~~~!~~!~i~!~f~~!~I~~~I~i!i~~~j!i~i!i~i~i)~~~I~i~i~~!~ji~~~i!l!iIi1i!i!i~~j~~~Ii~~~tji!~~~!i~~~i~i~I~~~~i!~~i~i~i!~jiiij~~~!
Mo20n 605/ 40E/ 021 McOellan American post- Yes
Reconstruction;
Reconstruction; Spanish-
American War; WWl &
aftermath; housesite
Mo2073 6OS/40E/028 Gulfstream Indeterminate; shell Yes
midden & scatter
RESOURCE MANAGEMENT PROGRAM
Management Needs and Problems
The primary goal for natural resource management at Key Largo Hammocks is
the acquisition of all CARL project properties in order to protect and preserve the
fragile ecosystems of North Key Largo. Threats to the resources include development,
habitat fragmentation, exotic plants and animals, dumping of trash and vegetative
debris, trespassing, drug smuggling, vandalism and poaching (for commercial, religious
specifically Santeria, or other purposes), To prevent these activities all access points
must be secured and the presence of law enforcement officers must be maintained.
Removal of all trash, hazardous material and vegetative debris must also be a primary
. concern. Vegetative debris containing live plants and propagules pose a serious threat
to both disturbed and pristine areas of Key Largo Hammocks and subjects them to the
~ spread by exotic plant species. The I<efLllrgo Land Use Feasibility Study '<
( reco~ that the existing bicycle trail along US. 1 be extended to include travel )
37
0:' f!ong~oid905;'-Jt,su~ !OO.t this extension should be along the existing ?
" FKEC utility easemertt; Wherl'possible, and within the bighway right-of-way when use \
of the easement is not possible. -. ___
Exotic vegetation can be found in certain areas of the park. Some of these species
were introduced by early settlers for their latex (sapodilla), as a source of food
(sapodilla and papaya (Carica papaya)), and as a source of fiber (bowstring hemp, sisal
hemp). Others have come in as a direct result of the rampant spreading of exotics
throughout the region. All exotics must be removed in order to maintain the integrity of
the native flora and fauna of the largest remaining West Indian tropical hardwood
hammock in the continental U.S.
Habitat fragmentation has resulted due to the scattered development practices
that have taken place. In order to protect and restore the natural resources, all
abandoned structures including those at the Port Bougainville site, Carysfort Yacht
Oub, and the Nike Missile Base must be removed. Old utilities (water and electric) and
abandoned roadbeds must also be removed, specifically Old County Road 905 and the
Card Sound Road extension that run through Dispatch Slough. Restoration of the
topography at Carysfort Yacht Oub, Port Bougainville, Dispatch Slough, and the
Harrison Tract must be achieved. Also, restoration of those areas in improved
subdivisions such as Ocean Reef Shores, must be accomplished to provide wildlife
corridors. This includes filling in dredged canals, borrow pits, and man-made lakes,
and removing fill to restore the natural topography. Once this is accomplished,
restoration of natural communities (replanting with native vegetation) will need to be
initiated to aid the process of community development and to prevent invasion of
38
Kev
I
Largo
Land Use.
~ -I.... .~ilIl .
~.. t~ .'tA I t I · . K 0'
Il ...,as..J_l, tv
iI
So.l.~ .rly
LU(4 .
('^+-b-- ino!
J~ L,U tl 1.."1....
D^ 0 _1 J r" 1 .--- 1 L;n(,.o'.r....""
':.: ~~.!l L iTH::~ v :J I 1':(h~! t.J 11\-=.. u_"....:
....,
NORTH KEY LARGO STUDY AREA
LAND USE DESIGNATIONS
JULY 1990
LEGEND
8 BICYClE TRAIL
[lID , PRESERVATION
[l]] 2 PRESERVATION
II 3 CONSERVATION
o 4 PUBUC FAClUTIES
o 5 SUPPORT FAClLmES
PUBLIC USES:
ENVIRONMENTAL EDUCKI1ON::
VISITOR CENTERlREEF
INTERPRETIVE TRAILS
REEF ~
DIWtG
SWlU..IIG
SAJUNG
CANOEING
PtCNICKING
CAMPING
PRMT1YE CAMPING
~
SUPPORT USES:
DMf snu:F RESIDENCES
DNRIDRP Dt$.I""","~ HEADQUARTERS
PMK OFFICE
ENTRANCE ~1A1 """
MAINTENANCE AREA
SEWAGE TRE.CTMENT PlANT
RIptO TO-cn
CARYSFORT
AGENCY REEF ACCESS:
LAW ENFORCEMENT
RESEARcH
KEY LAMO HA~-a ~
~~~IITE
PUBLIC USES:
ENVWIOI ilENTAL EDUCATI
GUIDED HIKES
. LECTURES
RESEARcH
BICYCLING
.HRS JUVENILE FAClUTY .
SUPPORT USES:
DMI STAFF RESIDENCES
DNR OFFICES:
BIOlDGasTS
LAW ENFORCEME'
RESEARCH
PUBUC USES:
ElMRQI ""EI4nL EDUC.fJION:
... I ~PRET1VE TRAILS
RESEARCH
~
JOHN PBlNEKAMP CORAL REEF
STATE PARK
-:i'''
~.
~Q)
~
. AS AUTHORIZED BY GOVERNOR J.ND CABINET :
THIS USE IS NOT SUPkm II:.U BY THE REVIEW COMMITTEE.
KEY LARGO
LAND USE FEASIBILITY STUDY
~ -~"'1I4I'I'WI&L -- .t..
-- ... "- u-=vnw. ..4. ._
--.... ~..... _... . ~ -.---. -.---
..FIGURE 2
)
(
(
\
!
/
Bicycle rentals will be added the.' concession area at John /
Pennekamp. Users include park vis~tors, visitors staying in the
Key Largo area, and local residents that don't own bicycles.
BICYCLE TRAIL
Bicycling has steadily renewed its popularity over the past
decade. There is a high need throughout Florida for more paved
bicycle trails (Appendix E). Bicycling is a low impact form of
recreation that can be enjoyed by the whole family. Nature
appreciation is one of the benefits of bicycling; a bicycle trail
will serve to support the environmental education program.
An existing bicycle trail currently runs along U.S. 1. This
trail appears to be well used. The existing paved trail will be
extended to include travel along C 905 and Old C 905. The
extension of this route will be along the existing powerline
easement, when possible, and within the highway right-of-way when
use of easements is not possible. Old C 905 is closed to
traffic; the bicycle trail may utilize this alignment.
The bicycle trail will be used by local residents, by
visitors to Key Largo, and by parti~ipant~ of the environmental
education program. .
SUPPORT FACILITIES
Facilities are needed to support management of the newly
acquired lands on North Key Largo. Support-type facilities
include shop and maintenance areas, sewage treatment facilities,
staff residences, administrative offices, and laboratory space.
The location and type of facilities will depend on area needs.
Support facilities will be sited in locations bearing the zone 5
Support Facilities designation and will not be sited in other
locations within the study area.
Any research projects that are pursued by The Department of
Natural Resources will require a base of operation. Necessary
support space includes administrative and laboratory space. This
space will be located in zone 5 Support Facilities designation
areas.
Management of areas where no uses are proposed will still
require agency presence to help enforce regulations and to
prevent illegal activities. Minimal maintenance facilities such
as law enforcement offices and/or agency staff residences will
only be sited in zone 5 Support Facilities designation areas.
8
EXHIBIT S
FACT SHEET FORHIGENVAY SHOULDERS
Reasons for Highway Shoulders
Prepared by Michael Rankin, Bicycle and Pedestrian Program Manager
& Members of the Preliminary Design Unit
Oregon Department of Transportation
Before the 1971 "Bike Bill" was passed, and the terms "shoulder bikeways" or "bike lanes" were
commonly used, the Oregon Highway Division advocated (1) building paved shoulders when
constructing roads and (2) adding paved shoulders to existing roads. These were often referred to as
"safety shoulders." There are good reasons for this term.
The following reasons are what AASHTO has to say about the benefits of shoulders in three important
areas: safety, capacity and maintenance. Most of these benefits apply to both shoulders on rural highways
and to marked, on-street bike lanes on urban roadways. See other side for other benefits specific to urban
areas.
Safety - highways with paved shoulders have lower accident rates, as paved shoulders:
· Provide space to make evasive maneuvers;
· Accommodate driver error;
· Add a recovery area to regain control of a vehicle, as well as lateral clearance to roadside objects
such as guardrail, signs and poles (highways require a "clear zone," and paved shoulders give the best
recoverable surface);
· Provide space for disabled vehicles to stop or drive slowly;
· Provide increased sight distance for through vehicles and for vehicles entering the roadway (rural: in
cut sections or brushy areas; urban: in areas with many sight obstructions);
· Contribute to driving ease and reduced driver strain;
· Reduce passing conflicts between motor vehicles and bicyclists and pedestrians;
· Make the crossing pedestrian more visible to motorists; and
· Provide for storm water discharge farther from the travel lanes, reducing hydroplaning, splash and
spray to following vehicles, pedestrians and bicyclists.
CaDacitv - highways with paved shoulders can carry more traffic, as paved shoulders:
· Provide more intersection and safe stopping sight distance;
· Allow for easier exiting from travel lanes to side streets and roads (also a safety benefit);
· Provide greater effective turning radius for trucks;
· Provide space for off-tracking of truck's rear wheels in curved sections;
· Provide space for disabled vehicles, mail delivery and bus stops; and
· Provide space for bicyclists to ride at their own pace;
Maintenance - highways with paved shoulders are easier to maintain, as paved shoulders:
· Provide structural support to the pavement;
· Discharge water further from the travel lanes, reducing the undermining of the base and subgrade;
· Provide space for maintenance operations and'snow storage;
· Provide space for portable maintenance signs;
· Facilitate painting of fog lines.
shoulder. doc
Benefits of Urban Bike Lanes to Other Road Users
Urban streets have to satisfy many needs: various modes use them, and they provide local access to a
community as well as mobility for through traffic. Many of the benefits of shoulders listed on the first
page also apply to bike lanes in urban areas, whether they were created by restriping or by widening the
road. Some street enhancements cannot be measured with numbers alone, as they offer values (e.g. trees)
that simply make a community better. The following discussion should be viewed in this context. Bike
lanes can provide the following benefits:
For Pedestrians:
· Greater separation from traffic, especially in the absence of on-street parking or a planter strip,
increasing comfort and safety. This is important to young children walking, playing or riding their
bikes on curbside sidewalks.
· Reduced splash from vehicles passing through puddles (a total elimination of splash where puddles
are completely contained within the bike lane).
· An area for people in wheelchairs to walk where there are no sidewalks, or where sidewalks are in
poor repair or do not meet ADA standards.
· A space for wheelchair users to turn on and off curb cut ramps away from moving traffic.
· The opportunity to use tighter corner radii, which reduces intersection crossing distance and tends to
slow turning vehicles.
· In dry climates, a reduction in dust raised by passing vehicles, as they drive further from unpaved
surfaces.
For Motorists:
· Greater ease and more opportunities to exit from driveways (thanks to improved sight distance).
· Greater effective turning radius at corners and driveways, allowing large vehicles to turn into side
streets without off-tracking onto curb.
· A buffer for parked cars, making it easier for motorists to park, enter and exit vehicles safely and
efficiently. This requires a wide enough bike lane so bicyclists aren't "doored."
· Less wear and tear of the pavement, if bike lanes are restriped by moving travel lanes (heavier motor
vehicles no longer travel in the same well-worn ruts).
For Other Modes:
· Transit: A place to pull over next to the curb out of the traffic stream.
· Deliverv vehicles (including postal service): a place to stop out of the traffic stream.
· Emergencv vehicles: Room to maneuver around stopped traffic, decreasing response time.
· Bicvclists: Greater acceptance of people bicycling on the road, as motorists are reminded that they are
not the on Iy roadway users;
· Non-motorized modes: An increase in use, by increasing comfort to both pedestrians and bicyclists
(this could leave more space for motorists driving and parking).
For the Community (Livabilitv factors):
· A traffic calming effect when bike lanes are striped by narrowing travel lanes.
· Better definition of travel lanes where road is wide (lessens the "sea of asphalt" look).
· An improved buffer to trees, allowing greater plantings of green canopies, which also has a traffic
calming effect.
shoulder.doc