28-Attachment E - Drainage Report.pdf

15310 Amberly Drive, Suite 200, Tampa, Florida 33647 Phone: 813.265.9800 | Fax: 813.265.9822

North Himes Avenue at West Waters Avenue Drainage Technical Memorandum

Date: October 17, 2025

To: Christina Boulnois, PE – Hillsborough County PM

From: John Huryn, P.E. - DRMP

Subject: Technical Memorandum 69600102 N. Himes Ave. at Waters Ave. Drainage Design Report Memo

EXECUTIVE SUMMARY

This Drainage Report Memo prepared for the Hillsborough County Public Works Department by as part of the Consultants Competitive Negotiations Act (CCNA), DRMP was tasked by

Hillsborough County to design drainage improvements to the intersection of N. Himes Avenue and

W. Waters Avenue. The overall description of this project is to provide an exclusive southbound right turn lane on W. Waters Avenue and a westbound right turn lane on North Himes Avenue.

The goal is to reduce the roadway flooding by designing the recommended alternative based on the previous N. Himes Ave at the Intersection of W. Waters Avenue Preliminary Engineering

Report, June 2020. The vertical datum used is NAVD88.

EXISTING CONDITIONS

The West Waters Avenue and N. Himes Avenue intersection is located in Sections 21, Township

28 South, Range 18 East in Hillsborough County, Florida within the Tampa Bay/Anclote River

Watershed with the area of this project contributing to the Sweetwater Creek Drainage Basin.

W. Waters Avenue is a four-lane undivided principal arterial urban roadway with an AADT of

31,079 and a posted speed of 45 mph. N. Himes Avenue is primarily a two-lane undivided County arterial urban roadway with an AADT of 12,360 and a posted speed of 35 mph. Land use in within the project limits is predominantly residential and commercial.

Himes Avenue is a two-lane undivided roadway with portions of which are curb and gutter, others with roadside ditches/swales and side drains. The drainage system at the intersection of Himes

Avenue and Water Avenue is part of an existing closed drainage system that outfalls to the west, further downstream of Waters Avenue. Himes Avenue at the intersection of Waters Avenue is a curb and gutter section with curb inlets and DBI’s used to address the stormwater runoff. North of Waters Avenue along the Northbound lanes of Himes Avenue uses drop or valley curb to convey the stormwater runoff towards the curb inlet located just north of the Himes Ave/Waters

Avenue intersection. Waters Avenue is curb and gutter for the length of this project. The profile of

Himes Avenue shows that Himes Avenue is sloped away from the intersection with Waters

Avenue. The general drainage pattern for Himes Avenue at the intersection with Waters Avenue is north of waters avenue flows to the north, away from the intersection and south of the intersection the first 200 feet drains toward the intersection. South of that, Himes Avenue flows to the south away from the intersection. The drainage pattern along Waters Avenue flows to the west and is collected in curb inlets. The project is adjacent to but not located within the FEMA 100-year floodplain.

PROPOSED CONDITIONS

The improvements for the proposed alternatives are not expected to have any impacts to the 100-year floodplain base flood elevations and will not require floodplain compensation. Adding the right turn lane on Waters Avenue will require adding a single curb inlet to the low spot to collect the stormwater runoff. The proposed inlet will connect to an existing manhole located in the eastbound lane of Waters Avenue. A second inlet is being added to the proposed right turn lane on Himes

Avenue to collect the stormwater runoff coming from the intersection. This new inlet will connect to an existing DBI in the right of way. These will be the only added drainage structures to the

Himes avenue and Waters Avenue intersection as the profiles for Himes Avenue and Waters

Avenue drain away from the intersection and the additional roadway pavement will allow for the existing drainage structures to function as designed.

PERMITTING REQUIREMENTS

Dredge and fill permitting through FDEP is not required, and SWFWMD is not likely to require mitigation for impacts to the existing closed drainage system, but would require a general permit modification to tie into the existing system on N. Himes Avenue and W. Waters Avenue. A gopher tortoise survey will be required by the Florida Fish and Wildlife Conservation Commission (FWC), as gopher tortoises have resided in the area, as evidenced by the abandoned burrows found onsite and interviews with adjacent landowners. The likelihood of the presence of other federally or state-protected species in the project area is low, and therefore the proposed alternative is not anticipated to affect them. The total disturbed area for the Himes Ave at Waters Ave intersection is 0.17 acres. Because the total disturbed area of this project is less that the 1.0-acre criteria used by Southwest Florida Water Management District, the Stormwater Pollution Prevention Plan sheets are not needed.

LIST OF APPENDICES:

APPENDIX A – PROJECT EXHIBITS

• EXISTING DRAINAGE MAP

• PROPOSED DRAINAGE MAP

• NATIONAL WETLANDS INVENTORY MAP

• FEMA FIRM MAP

APPENDIX B – SPREAD CALCULATIONS

APPENDIX C – AS-BUILTS/OLD PLANS/STUDY PHASE REPORT

APPENDIX D – PRELIMINARY ENGINEER’S ESTIMATE

APPENDIX E – SITE PHOTOS

APPENDIX F – CORRESPONDENCE & SWFWMD ERP PERMIT

APPENDIX G – SOILS INFORMATION

APPENDIX H – SCOPE OF SERVICES

End of Memorandum

APPENDIX A – PROJECT EXHIBITS

• EXISTING DRAINAGE MAP

• PROPOSED DRAINAGE MAP

• NATIONAL WETLANDS INVENTORY MAP

• FEMA FIRM MAP

JSheets 42nd Avenue Existing Drainage Map

Callout Project Location N. Himes Avenue and W. Waters Avenue Intersection

Callout Project Location intersection of Himes Ave. and Waters Ave.

APPENDIX B – SPREAD CALCULATIONS

Spread Calculations Basin 1

18-0049.000 Himes at West Waters Ave.

Spread Calculations

Proposed Conditions

Area Area Calc. Cross Long. Allowable Intercepted Bypass

Struct. Offset (acres) (acres) Flow Inlet Slope Slope Spread Spread Flow Flow

No. Station (ft) Side c=0.95 c=0.35 cfs Type ft/ft ft/ft ft ft cfs cfs

S-1 14+90.00 41.78 Rt 0.480 0.00 2.1 P-5 0.02 0.009 9.80 12.5 Continuous 0.0

S-2 108+76.58 21.00 Lt 0.140 0.02 0.6 P-5 0.02 0.004 6.91 7.0 Continuous 0.0

Hillsborough County Stormwater Management Technical Manual states on page 12-2, Street Drainage - For four lane collectors spread shall not exceed the outer lane width

Allowable spread = gutter width + outer lane width = 1.5' + 11' = 12.5 ft

Notes:

1. n=0.016

2. I, intensity=4in/hr

Spread_Calculations_Himes at Waters Ave - Hills Co_UPDATED 10/17/2025

APPENDIX C – AS-BUILTS/OLD PLANS/STUDY PHASE REPORT

June, 2020

Preliminary Engineering Report

N. HIMES AVENUE AT THE

INTERSECTIONS OF W. BUSCH BOULEVARD

AND W. WATERS AVENUE

CIP 69600102

Report 2 of 2

N. Himes Avenue at the Intersection of W. Waters Avenue

Submitted to:

Hillsborough County Public Works Department

N. Himes Avenue Intersection at W. Waters Avenue

PROFESSIONAL ENGINEER ENDORSEMENT

I hereby certify that I am a Registered Professional Engineer in the State of Florida and practicing with DRMP, Inc.

I have prepared or supervised the preparation of the evaluation, findings, conclusions, recommendations, or professional opinions/advice contained in this document. My endorsement constitutes my approval of these items.

PROJECT: N. Himes Avenue at the Intersection of W. Waters Avenue

Transportation Development and Design

LOCATION: N. Himes Avenue at W. Waters Avenue

Intersection Improvements

CLIENT: Hillsborough County Public Works Department

The results contained in this report were developed using procedures and references standard to the transportation engineering practice. These references and procedures were applied using professional judgment and experience.

Name: Steve Wallace, PE

P.E. No.: 59537

Date: June 8, 2020

EXECUTIVE SUMMARY

This Preliminary Engineering Report (PER) was prepared for the Hillsborough County Public Works Department by

DRMP, Inc. (DRMP) as part of the Consultants Competitive Negotiations Act (CCNA) selection of intersection bundles.

The purpose of this PER was to determine the preferred alternative for improvements at the signalized intersection of N. Himes Avenue and W. Waters Avenue. The report includes alternatives analysis for improving the level of service and provision of increased safety by reducing the number of crashes that occur at this intersection. DRMP partnered with JMT Inc., to develop traffic counts, crash analyses, qualitative assessments, and operational analyses to aid in preparing this report.

W. Waters Avenue is a four-lane divided County principal arterial urban roadway with an AADT of 31,079 and a posted speed of 45 mph. N. Himes Avenue is a two-lane undivided County arterial urban roadway with an AADT of 12,360 and a posted speed of 35 mph. Land use in within the project limits is predominantly residential and commercial.

The analysis methods used in conducting this study are consistent with those set forth in the Federal Highway

Administration's (FHWA's) Manual on Uniform Traffic Control Devices (MUTCD), and the Florida Department of

Transportation's (FDOT's) Manual on Uniform Traffic Studies (MUTS). To accomplish the analysis in this report, DRMP established traffic volumes for the existing conditions through data collection including “tube counts”, and future volume through 2040 by projecting volumes using growth rates of 0.96% for N. Himes Avenue and 0.29% for W.

Waters Avenue. Present and future volumes were then modeled using SYNCHRO analysis for the five alternatives described below. The results of this analysis are summarized in the table found in the next page.

• Alternative 1: no build.

• Alternative 2: no build/geometric changes but the existing signal timings splits were optimized.

• Alternative 3: addition of an extra 10-foot lane in the southbound movement of N. Himes Avenue to have a dedicated right-turn lane.

• Alternative 4: same characteristics as alternative 3 but it also includes the addition of an extra 10-foot lane in the eastbound movement of W. Waters Avenue to have a dedicated right-turn lane.

• Alternative 5: this alternative does not have any improvements along N. Himes Avenue, but it incorporates the same characteristics as alternative 4 along W. Waters Avenue with the addition of an extra 10-foot dedicated right-turn lane for the eastbound movement.

• Alternative 6: this alternative has the same characteristics found in alternatives 3, 4, and 5 with the addition of an extra 10-foot dedicated right-turn lane for the northbound movement along N. Himes Avenue.

A crash analysis was conducted to assess the past safety performance along the corridor. Crash reports were obtained from the University of Florida’s Signal Four Analytics database for the 60-month period extending between January

2014 and December 2018. According to the crash data, there have been 284 crashes reported within the study intersection during the 5-year time period. These results can be found in Table 2 of this report. Based on the information and analysis provided in this report, field observations, and engineering judgment, alternative

4 has been selected as the preferred alternative per the Alternative Selection Meeting with the County on 4/2/2020. (See Appendix J)

Contents for N. Himes Avenue Intersection at W. Waters Avenue

1.0 INTRODUCTION

2.0 EXISTING CONDITIONS

2.1 Functional Classification

2.2 Typical Section and Posted Speed

2.3 Multimodal Facilities

2.4 Drainage

2.5 Pavement Condition

2.6 Utilities and Lighting

2.7 Signing and Pavement Marking

3.0 DATA COLLECTION

3.1 Traffic Volume Data

3.2 COLLISION DATA

4.0 PROPOSED IMPROVEMENTS

4.1 Proposed Alternatives and Typical Sections

4.2 Construction Impacts

4.3 Proposed Drainage

4.4 Proposed Signing and Pavement Markings

4.5 Proposed Multimodal Features

5.0 PROPOSED SIGNALIZATION

6.0 OPERATION ANALYSIS

7.0 ROUNDABOUT ANALYSIS

8.0 ENVIRONMENTAL ANALYSIS

8.1 Methodology

8.2 Results

8.3 Alternatives Analysis

8.4 Permitting Requirements

9.0 COST ESTIMATES

10.0 BENEFIT-COST ANALYSIS

11.0 CONCLUSIONS AND RECOMMENDATIONS

Appendices for N. Himes Avenue Intersection at W. Waters Avenue

APPENDIX A – TRAFFIC VOLUME DATA

APPENDIX B – COLLISION DATA

APPENDIX C – DESIGN CRITERIA AND CONCEPTUAL LAYOUTS

APPENDIX D – SYNCHRO REPORTS

APPENDIX E – COST ESTIMATES

APPENDIX F – BENEFIT-COST FORMS

APPENDIX G – NRCS SOILS MAPS

APPENDIX H – NWI MAP

APPENDIX I – SITE PHOTOGRAPHS

APPENDIX J – DESIGN ALTERNATIVES SELECTION MEMO

Tables for N. Himes Avenue Intersection at W. Waters Avenue

TABLE 1 – UTILITY DATA

TABLE 2 – COLLISION SUMMARY

TABLE 3 – WATERS AVENUE AT HIMES AVENUE INTERSECTION OPERATIONAL ANALYSIS SUMMARY

TABLE 4 - WATERS AVENUE AT HIMES AVENUE STORAGE LENGTH CALCULATIONS

TABLE 5 – CONSTRUCTION COST ESTIMATE

TABLE 6 – EVALUATION MATRIX

Figures for N. Himes Avenue Intersection at W. Waters Avenue

FIGURE 1 – PROJECT LOCATION

FIGURE 2 – EXISTING DRAINAGE LAYOUT

FIGURE 3 – UTILITIES WITHIN PROJECT LIMITS

FIGURE 4 – EXISTING YEAR TURNING MOVEMENT COUNTS

FIGURE 5 – MID YEAR TURNING MOVEMENT COUNTS

FIGURE 6 – DESIGN YEAR TURNING MOVEMENT COUNTS

1.0 INTRODUCTION

This report was prepared for Hillsborough County Public Works Departments by DRMP Inc as part of the CCNA selection process for the intersection located at N. Himes Avenue and W. Waters Avenue.

Under existing conditions, this intersection is presenting operational deficiencies due to poor level of service.

The purpose of this report is to analyze different alternatives for intersection improvements for the intersection of

N. Himes Avenue and W. Waters Avenue and determine the preferred alternative. The different alternatives take into consideration parameters such as improvements for level of service, safety, and construction costs.

2.0 EXISTING CONDITIONS

This section summarizes the roadway features and traffic characteristics for the intersection located at N. Himes

Avenue and W. Waters Avenue. The results of these summaries provide an understanding of the existing characteristics and conditions within the study limits. The intersection in question is a signalized with two approaches (eastbound and westbound) for W. Waters Avenue and two approaches (northbound and southbound) for N. Himes Avenue. See Figure 1 for the aerial view of this project.

For W. Waters Avenue, the eastbound approach is comprised of one through-lane, one through/right turn-lane and a left-turn lane to N. Himes Avenue. The westbound approach is comprised of one trough-lane, one through/right turn-lane and a left-turn lane to N. Himes Avenue. The right-of-way width for this road is between 84 feet and 110 feet.

For N. Himes Avenue, the northbound approach is comprised of one left-turn lane and one through/right turn-lane.

The southbound approach is comprised of the same configuration as the northbound with one left-turn lane and one through/right turn-lane. The right-of-way width for this road is between 50 feet and 76 feet.

Figure 1: Project Location

2.1 FUNCTIONAL CLASSIFICATION

The Hillsborough County Adopted Roadways Functional Classification map dated April 11, 2014 provides the functional classification and authority of roadways within the County. This report identifies both N. Himes Avenue and W. Waters Avenue as Hillsborough County Arterials.

The 2018 Roadway Level of Service (LOS) Report prepared by Hillsborough County Public Works dated March 27, 2018 provides operating conditions of major roadways. This report states that the N. Himes Avenue from Tampa city limits to Busch Boulevard has a LOS E, and W. Waters Avenue from Dale Mabry Highway to Armenia Road has a

LOS E, thus indicating very poor operating conditions for both roads.

2.2 TYPICAL SECTION AND POSTED SPEED

W. Waters Avenue is a four-lane divided urban roadway. At the intersection with N. Himes Avenue, the westbound movement features one 10-foot left-turn lane, one 12-foot through-lane and one 12-foot through/right turn lane.

For the eastbound movement, it features one 10-foot left turn lane, one12-foot through-lane and one 12-foot through/right turn lane with type F curb and gutter on both sides. The posted speed limit is 45 mph.

N. Himes Avenue is a two-lane undivided urban roadway. At the intersection with W. Waters Avenue, the southbound movement features one 12-foot through/right turn lane and one 11-foot left turn lane. For the northbound movement, it features one 12-foot through/right turn lane and one 10-foot left-turn lane. Type F curb gutter is present in both sides of the road within the project limits. The posted speed limit is 35 mph.

2.3 MULTIMODAL FACILITIES

Pedestrian and bicyclist user needs were assessed in the vicinity of the intersection and the following observations were made:

• There are four sheltered Hillsborough Area Regional Transit (HART) bust stops located within the vicinity of this intersection. Two of the bus stops are located along N. Himes Avenue, one in the SE quadrant of the intersection and another one in the NW quadrant. The other two bus stops are located along W. Waters

Avenue, one in the SW quadrant of the intersection and another one in the NW quadrant of the intersection.

• The intersection features 6-foot sidewalk with corresponding type F curb and gutter adjacent to the roadway along the curb returns on each quadrant. W. Waters Avenue then features a 5-foot sidewalk with adjacent utility strip of varying width and surface type (grass and asphalt) in both the north and south sections of the road. N. Himes Avenue features 6-foot sidewalk with type F curb and gutter adjacent to the roadway along the intersection curb returns in both sides. N. Himes Avenue features 6-foot sidewalk with type F curb and gutter adjacent to the roadway in the east side (south of the intersection) and the west side

(north of the intersection).

• Pedestrian signals and crosswalks are found in every quadrant of the intersection.

• There are no designated bike lanes within the project limits.

2.4 DRAINAGE

The Waters Avenue and Himes Avenue intersection lies within the Tampa Bay/Anclote River Watershed with the area of this project to just east of Himes Ave and Waters Ave contributing to the Sweetwater Creek Drainage

Basin.

Himes Avenue is a two lane un-divided roadway with portions of which are curb and gutter, others with roadside ditches/swales and side drains. The drainage system at the intersection of Himes Avenue and Water Avenue is part of an existing closed drainage system that outfalls to the west, further downstream of Waters Avenue. Himes

Avenue has an urban typical section utilizing curb and gutter with curb inlets located in the intersection with

Waters Avenue. The profile of Himes Avenue shows that Himes Avenue is sloped away from the intersection with

Waters Avenue. North of the curb returns on the northern portion of the intersection with Waters Avenue, Himes

Avenue profile is sloped so the stormwater will flow to the north. The profile of southern portion of the intersection with Waters Avenue, the stormwater will flow to the south. The project is adjacent to but not located within the FEMA 100-year floodplain.

Figure 2: Existing Drainage Layout

2.5 PAVEMENT CONDITION

Visual inspection of the intersection during field reviews indicate that the N. Himes Avenue and W. Waters Avenue intersection has been recently resurfaced and therefore the pavement conditions are good.

2.6 UTILITIES AND LIGHTING

Utilities

As of the time of this report, the only known utilities in the survey are the overhead electric lines and overhead telephone lines that run along the north/south side of W. Waters Avenue and on the east side of N. Himes Avenue.

The presence of sanitary sewer manholes, as well as pull boxes and cabinets for the signal equipment indicate that there should be underground sewer lines and conduits within the project limits. A utility design ticket was obtained to know the probable utility owners and utility types within the project limits as follows:

Utility Owner Utility Type

Century Link Fiber

Charter Communications Cable

City of Tampa Sewer

City of Tampa Water

Frontier Communications CATV, Communication Lines

Hillsborough County Traffic Service Unit Street Lights, Traffic Signals

MCI Communications Lines, Fiber

Tampa Electric Company Electric

TECO Peoples Gas Gas

Umtiti Fiber LLC Fiber

Crown Castle NG Fiber

Table 1: Utility Data

Figure 3: Utilities within project limits

Lighting

There is existing high-pressure sodium lighting at the intersection of N. Himes Avenue and W. Waters Avenue. The luminaires are cobra head style and are installed on the existing signal concrete strain poles. There is additional lighting along Waters Avenue on joint-use utility poles and no existing lighting along Himes Avenue. However, the lighting does not meet FDOT Design Manual criteria.

2.7 SIGNING AND PAVEMENT MARKING

The majority of the pavement markings at the intersection of N. Himes Avenue and W. Waters Avenue are in good condition. The intersection is newly resurfaced with high emphasis cross walk markings to improve safety of the pedestrians. There are regulatory signs along the road segments that remind drivers of the speed limit. Turning vehicle must yield to pedestrian signs are missing for every approach of the intersection. “NEXT SIGNAL” sign is missing for the eastbound direction on W. Waters Avenue. There are no schools near the project location; therefore, no school zone markings are present.

3.0 DATA COLLECTION

This section of the report presents the data that was obtained for this study. For the purposes of this study, it was determined that the following information would be required:

• Eight-hour turning movement counts

• Eight-hour pedestrian counts

• 24-hour approach volumes

• Five-year crash data

3.1 TRAFFIC VOLUME DATA

Twenty-four-hour approach counts were collected by JMT on October 8th, 2019. The approach counts indicate that the AADT is 31,079 on Waters Avenue and 12,360 on Himes Avenue. Turning movement counts were conducted by

JMT on Tuesday October 8th, 2019 between the hours of 7:00 a.m. and 10:00 a.m., 11:00 a.m. and 1:00 p.m., and

3:00 p.m. and 6:00 p.m. at the intersection of Himes Avenue and Waters Avenue. Pedestrians and bicyclists crossing at the intersection were counted during the same time periods as the turning movement counts.

The turning movement counts show the hour with the highest traffic volumes in the morning occurred from 7:30 a.m. to 8:30 a.m. and the highest traffic volumes in the afternoon occurred from 3:45 p.m. to 4:45 p.m. Tabulated traffic volume data received from JMT and the turning movement counts with the seasonal factor of 1.01 and growth rates of 0.29% on Waters Avenue and 0.96% for Himes Avenue applied to the analysis years are included in Appendix

A of this report. Growth rates on Himes Avenue and Water Avenue were calculated using the straight-line growth option using the historical AADT information and the TRENDS analysis worksheets. Appendix A also includes the backup for the seasonal factor and growth rates. Figure 4, 5 and 6 show the turning movement counts for the existing, mid and design years.

Figure 4: Existing Year Turning Movement Counts

Figure 5: Mid Year Turning Movement Counts

Figure 6: Design Year Turning Movement Counts

3.2 COLLISION DATA

Collision reports were obtained from the University of Florida’s Signal Four Analytics database for the 60-month period extending between January 2014 and December 2018 for the influence area of the intersection within a

500’ radius. The complete crash reports can be found in Appendix B.

The collision data summary shows that there have been 284 collisions reported at the intersection during the five years analyzed. 112 of the crashes were rear end crashes, eighty-eight were angle crashes, twenty-seven were left turn crashes, twenty-five were sideswipe crashes, and the remaining small percentage consisted of run off road, right turn, pedestrian, bicycle and other crashes. Eight of the crashes in the five years involved pedestrians or bicycles.

One fatality occurred in 2017 due to a rear end crash. Twenty-one of crashes resulted in serious injury, ninety-five of the crashes resulted in injuries and 168 of the crashes resulted in property damage. Forty-eight of the crashes occurred at night and nineteen occurred on wet pavement.

Using the Crash Severity Distribution System for analysis – Fatal (K), Severe/incapacitating Injury (A), Moderate/non-incapacitating Injury (B), Minor/possible Injury (C) and Property Damage Only (O) – 1 crash was fatal (K), Twenty-three crashes were incapacitating (A), ninety-five crashes were non-incapacitating (B)/ possible injury (C) and 172 crashes were property damage only (O).

The Crash Rate (R) takes the number of crashes at a location during a specific time period and divides by its exposure to vehicles over the entire time period. It is a comparative method to understand how an intersection’s safety compares to other locations. Below is the formula and inputs used and the output is shown on the bottom of Table

1 below.

R �

Where:

R = Crash rate for the intersection expressed as accidents per million entering vehicles (MEV)

C = Total number of intersection crashes in the study period

N = Number of years of data

V = Traffic volumes entering the intersection daily

The average crash rate for the intersection was found to be 3.582 crashes per Million Entering Vehicles (MEV). This is much higher than the statewide average of 0.497 crashes/MEV for similar 4-leg intersections on suburban 4-5 lanes 2-way divided roadways from 2012 to 2016.

This intersection has a high percentage of rear end crashes. There are no existing back plates for the signal heads at this intersection except for the eastbound approach, it is recommended to add retro reflective back plates to the signal heads irrespective of the geometric improvements since they improve the visibility of the signal heads in the both daytime and nighttime conditions and also help in reducing the rear end crashes at signalized intersections.

The existing red and yellow clearance timings should be revised, if necessary, so it meets the latest Traffic

Engineering Manual criteria. There are also high number of left turn crashes at this intersection. The existing five section signal head serving all the approaches are recommended to be changed to four section flashing yellow treatment to avoid confusion of the drivers with solid green ball on the five section signal head and permissive left turn movement. There are high number of angle crashes, this may be related to the existing driveways along Himes

Avenue to the north and south of the intersection. Vehicles can turn left from these driveways to Himes Avenue since there is no physical barrier in the median except for the double yellow center line. These movements result in multiple conflict points and it is recommended to provide a traffic separator to minimize the conflict points.

Table 2: Collision Summary

January 2014 - December 2018 (60 months of data)

COLLISION TYPE 2014 2015 2016 2017 2018 TOTAL %

Rear End 12 20 26 30 24 112 39%

Left Turn 8 6 3 6 4 27 10%

Angle 18 17 21 15 17 88 31%

Sideswipe 6 3 6 6 4 25 9%

Run-Off-Road 4 0 0 0 0 4 1%

Right Turn 0 2 0 2 1 5 2%

Pedestrian 0 0 3 3 1 7 2%

Bicycle 0 0 1 0 0 1 0%

Rollover 0 0 0 0 0 0 0%

Other (Hit Fixed Object;

Hit Non-Fixed Object;

Unknown; Head on; U-

Turn; Single Vehicle)

2 2 3 4 4 15 5%

Total 50 50 63 66 55 284 100%

Fatal 0 0 0 1 0 1 0%

Serious Injury 5 3 5 5 3 21 7%

Injury 17 18 17 22 21 95 33%

Property Damage Only 28 29 41 39 31 168 59%

Day 42 38 51 55 50 236 83%

Night 8 12 12 11 5 48 17%

Wet 1 9 1 5 3 19 7%

Dry 49 41 62 61 52 265 93%

AM Peak 6 4 6 6 6 28 10%

(7 AM - 9 AM)

Midday Peak 9 7 7 10 9 42 15%

(11 AM - 1 PM)

PM Peak 12 12 11 10 10 55 19%

(4 PM - 6 PM)

Total number of vehicles entering intersection: 43,439

Collision Rate

(Crashes/MEV) 3.582

4.0 PROPOSED IMPROVEMENTS

4.1 PROPOSED ALTERNATIVES AND TYPICAL SECTIONS

Typical sections for four alternatives (3, 4, 5) will be provided in this section. Additionally, typical sections, corresponding plan views and design criteria can be found in Appendix C.

• ALTERNATIVE 1: provides no improvements to the intersection and is considered a “No-Build” option.

• ALTERNATIVE 2: similar to alternative 1, there are no geometric changes to the intersection, but the signals are optimized in this alternative.

• ALTERNATIVE 3: this alternative includes geometric changes by adding an additional 10-foot lane to the southbound movement on N. Himes Avenue, providing a typical section with a dedicated right-turn lane, one dedicated through-lane and one dedicated left-turn lane. The inclusion of an additional lane will be achieved by widening the road on the west side of N. Himes Avenue for approximately 172 feet, which will require the reconstruction of the type F curb and gutter and reconstructing the 6-foot wide sidewalk to match the proposed edge of pavement. The southernmost driveway in this segment will be closed due to the construction of a traffic separator that aims to reduce the number of left turn crashes from the driveway to a northbound movement along N. Himes Avenue. The northernmost driveway in this segment will undergo reconstruction due to the roadway widening. Signing and pavement markings will need to be revised accordingly.

The proposed southbound right-turn lane has a length of 250-feet and it meets the minimum required length of 250-feet per SYNCHRO analysis.

There are no geometric changes along W. Waters Avenue for this alternative.

• ALTERNATIVE 4: this alternative includes the same geometric changes from alternative 3 (along N. Himes

Avenue) but it also introduces an additional 10-foot right-turn lane on the W. Waters Avenue eastbound movement.

The addition of this right-turn lane is to alleviate the existing traffic backup that occurs for this movement and it will require widening the road on the south side, as well as reconstruction of type F curb and gutter and 6-foot wide sidewalk adjacent to the roadway, as well as a portion that contains utility strip to avoid conflicts with three utility poles. Due to the widening, the HART bus shelter in this section will need to be relocated as well. This turn lane will have a length of 358-feet and will meet the requirement set by

SYNCHRO analysis of 350-feet. As in other alternatives, signing and pavement marking will need to be revised accordingly.

• ALTERNATIVE 5: this alternative does not have any improvements along N. Himes Avenue but it includes the same geometric changes from alternative 4 along W. Waters Avenue (eastbound) in addition to the inclusion of a 10-foot right-turn lane along the westbound movement of W. Waters Avenue. The new westbound right turn lane has a length of 309-feet, meeting the minimum length requirement of 200-feet set by SYNCHRO analysis. Sidewalk and corresponding type F curb and gutter, as well as driveways within the proposed lane will have to be reconstructed.

• ALTERNATIVE 6: this alternative includes the same geometric changes from alternatives 3, 4, and 5 but it also introduces roadway widening along northbound N. Himes Avenue to incorporate a dedicated 10-foot right-turn lane. Due to the addition of this right-turn lane, sidewalk and corresponding type F curb and gutter, as well as driveways within the proposed lane will have to be reconstructed. The HART bus shelter within this section will also need to be relocated.

4.2 CONSTRUCTION IMPACTS

4.2.1 Access Management

For alternative 3, one of the driveways belonging to Regions Bank on the west section of N. Himes Avenue

(southbound direction) will be permanently closed to reduce collisions. Driveway letters and coordination with the property owner will be required for this task. In addition, alternatives 3, 4, 5 and 6 will have temporary construction impacts to driveways as part of the roadway widening/reconstruction.

4.2.2 Right-of-Way

Right-of-way was researched and documented including (but not limited to) documented monumentation, Hillsborough County right-of-way maps, record plats, last deeds of record and Hillsborough County Right-of-Way

Map Project No. 86-118-R and Hillsborough County Survey Division Project No. S08-0040. The right-of-way lines can be seen on the concept documents in Appendix C.

Alternatives 1, 2, 3 and 4 are not expected to have right of way and/or corner clip acquisitions.

Alternative 5 will require right-of-way acquisition on the northeast quadrant along of the intersection W. Waters

Avenue in order to accommodate roadway widening and sidewalk/driveway reconstruction. It is estimated that a

10-foot extension will be needed at an approximated area of 0.064 acres with a cost of $198,036.40 (cost based on prorated portion of parcel market value of Hillsborough County Property Appraiser and estimated acquisition fees for residential property of $125,000).

Alternative 6 retains the impacts and acquisition from alternative 5 in addition to right-of-way acquisition on the southeast quadrant of the intersection along N. Himes Avenue. It is estimated that a 10-foot extension will be needed at an approximate area of 0.06 acres with a cost of $250,220.41 (cost based on prorated portion of parcel market value of Hillsborough County Property Appraiser and estimated acquisition fees for residential property of

$125,000).

4.2.3 Utilities

Electric and utility poles within the project limits will be impacted for alternative 5 along the northeast quadrant of the intersection at the area where additional right-of-way is needed to accommodate for roadway widening.

Alternative 6 has the same impacts as alternative 5 with the addition of the impacts of three additional utility poles along southeast quadrant (also due to the right-of-way extension).

Since no underground utilities were designated in the survey at the time of this report, the extent of relocations of these utilities cannot be determined for the different alternatives.

4.2.4 Multimodal Facilities

There will be no adverse impacts on pedestrian traffic since all impacted sidewalks within the project limits are going to be replaced/relocated.

Bus stops/shelters may have to be relocated for alternatives 4 (southwest quadrant, along W. Waters Avenue), 5

(southwest quadrant, along W. Waters Avenue) and 6 (southwest quadrant, along W. Waters Avenue and southeast quadrant, along N. Himes Avenue).

4.3 PROPOSED DRAINAGE

4.3.1 Proposed Conditions

The improvements for the proposed alternatives are not expected to have any impacts to the 100-year floodplain base flood elevations and will not require floodplain compensation.

Alternative 3 – The proposed roadway improvements are limited to the south-bound lane of Himes avenue. This impact will not require the existing open drainage system to be revised. The intersection with Waters Avenue will not impact the closed system. The area with additional pavement uses an DBI offset from the edge of pavement, this existing system will be utilized in the proposed conditions.

Alternative 4 - The proposed roadway improvements will impact an existing drainage inlet located on the west side of Waters Avenue in the east bound lanes. Adding the right turn lane on Waters Avenue, east bound lanes, will require relocating a single existing inlet to the low spot in the turn lane. Himes Avenue proposed drainage will be similar to the proposed drainage conditions in Alternative 3.

Alternative 5 – Alternative 5 adds a right turn lane to the west bound Waters Avenue and an additional right turn lane to the east bound Waters Avenue. This alternative will require relocating an existing inlet and adding an additional curb inlet in the low spot created by the turn lane in the west bound Waters Avenue roadway. These inlets are an addition to the single inlet relocation in Alternative 4.

Alternative 6 – Alternative 6 will have the most drainage system modifications. Along with the drainage modifications to Waters Avenue listed in alternative 5, Himes Avenue, south of the intersection with Waters

Avenue will need to have an existing curb inlet relocated and an additional inlet located at the low point in the right turn lane for North bound Himes Avenue. Alternative 6 will require the most relocating work and the most additional inlets to the drainage system.

4.3.2 General Considerations

All 4 of the Alternatives will have impacts to existing permitted drainage facilities and will require general permit modifications with the Southwest Florida Water Management District (SWFWMD). The permitting efforts anticipated will be reflected in the amount of turn lanes added in each alternative. With only one right turn lane added in alternative 3, the permit modification will reflect the addition turn lane pavement and modifying the existing drainage. Each additional alternative includes an additional right turn lane, i.e. alternative 3 has one right turn lane, alternative 4 has 2 right turns till alternative 6 has 4 right turn lanes for each corner of the intersection.

The permitting is anticipated to be the same level of effort for the Alternatives as for the impacts with Alternative

3 having the least amount and alternative 6 having the most.

4.4 PROPOSED SIGNING AND PAVEMENT MARKINGS

Based on the assessment of existing pavement markings and the proposed geometric modifications, it is recommended to modify the pavement markings to accommodate the additional markings for the new right turn lanes. Signs that are displaced due to the widening will also need to be replaced.

4.5 PROPOSED MULTIMODAL FEATURES

There are no designated bicycle lanes proposed as a part of this project.

5.0 PROPOSED SIGNALIZATION

Alternative 1 has no proposed changes to the signalization of Waters Avenue at Himes Avenue. Alternative 2 only includes re-timing the existing signal to optimize the intersection. This would include optimizing the splits but no change to the existing phasing or cycle length. Alternatives 3, 4, 5 and 6 will have the same proposed signalization improvements. These improvements include the replacement of the traffic signal structure and all equipment to accommodate the new geometry.

6.0 OPERATION ANALYSIS

An operational analysis was performed using SYNCHRO traffic modeling software to determine the impact of the alternatives proposed:

• Alternative 1 – No build

• Alternative 2 – No geometric improvements to the intersection but optimize the existing signal timings splits.

• Alternative 3 – Installation of one southbound right turn lane.

• Alternative 4 – Installation of one southbound right turn lane and one eastbound right turn lane.

• Alternative 5 - Installation of one eastbound right turn lane and one westbound right turn lane.

• Alternative 6 – Installation of right turn lanes on all approaches

All alternatives were modeled for operational capacity using the Peak Hour Factors (PHFs) and Heavy Vehicle

Percentages (%HV) calculated per intersection from the collected turning movement counts. These counts were used to project future volumes using growth rates of 0.29% on Waters Avenue and 0.96% for Himes Avenue. The results of the traffic models show that Alternative 2 would not return much of a delay benefit, with the benefit being

10.2 seconds during the AM peak hour in 2030. Alternative 3 would see a delay benefit at 32.9 seconds during the

AM peak hour in 2030. Alternative 4 would see a delay benefit at 33.9 seconds during the AM peak hour in 2030.

Alternative 6 would improve the overall operation of the intersection with the greatest delay benefit of 39.8 seconds in the AM peak period for the mid-year. From an operational standpoint, Alternative 6 would return the greatest delay benefit. See Table 3 below for a summary of the intersection delay for each alternative for each time period analyzed. Detailed SYNCHRO reports are included in Appendix D in this report.

Table 3: Waters Avenue at Himes Avenue Intersection Operational Analysis Summary

Intersection Delay (sec/veh) (LOS)

Scenario: Alternative 1 Alternative 2 Alternative 3 Alternative 4 Alternative 5 Alternative 6

A M

P e a k 2019 63.7 (E) 54.9 (D) 43.3 (D) 42.5 (D) 49.5 (D) 37.7 (D)

2030 80.9 (F) 70.7 (F) 48.0 (E) 47.0 (D) 55.1 (E) 41.1 (D)

2040 85.0 (F) 78.3 (F) 58.0 (E) 57.3 (E) 69.3 (E) 50.3 (D)

P M

P e a k 2019 38.9 (D) 38.8 (D) 37.7 (D) 36.7 (D) 35.7 (D) 31.8 (C)

2030 44.7 (D) 41.0 (D) 38.5 (D) 38.4 (D) 37.1 (D) 33.9 (C)

2040 46.9 (D) 46.5 (E) 46.1 (D) 43.4 (D) 41.2 (D) 35.8 (D)

Table 4: Waters Avenue at Himes Avenue Storage Length Calculations

Alternative Approach Peak

Period

Posted

Speed

(MPH)

Recommended

Length of

Taper (ft)

Deceleration

Length, L (ft)

95%

Queue per Lane

(Veh/Ln)

Queue

Length

(ft)

Recommended

Storage Length

(ft)

3 SBR

AM 35 50 155 7.4 175 300

PM 35 50 155 3.8 100 225

EBR

AM 45 50 240 4.3 100 300

PM 45 50 240 7.6 200 400

SBR

AM 35 50 155 7.4 175 300

PM 35 50 155 3.8 100 225

EBR

AM 45 50 240 4.6 125 325

PM 45 50 240 7.6 200 400

WBR

AM 45 50 240 0.8 25 225

PM 45 50 240 2.6 75 275

EBR

AM 45 50 240 4.4 100 300

PM 45 50 240 6.8 175 375

WBR

AM 45 50 240 0.4 0 200

PM 45 50 240 0.3 0 200

NBR

AM 35 50 155 6.5 175 300

PM 35 50 155 7.4 175 300

SBR

AM 35 50 155 7.4 175 300

PM 35 50 155 4.0 100 225

7.0 ROUNDABOUT ANALYSIS

An initial roundabout screening was conducted to determine the feasibility of a multi-lane roundabout at the intersection of N. Himes Avenue and W. Waters Avenue. This screening was done using the FDOT “Step 1 - Roundabout

Screening” guidelines found in the FDOT Design Manual (FDM). This step evaluates the feasibility of constructing a roundabout using 6 initial criteria. These criteria are as follows:

1. Geometric constraints

2. Directional AADT

3. Special needs of pedestrians

4. Location of proposed roundabout within a coordinated signalized network

5. Downstream traffic conditions

6. Historical, 4(f), or environmental impacts

The roundabout screening for this intersection failed in three of the six initial criteria. These criteria were geometric constraints, downstream traffic conditions, and historical or other environment impacts.

Geometric constraints are met due to the right-of-way constraints in the northeast quadrant and southeast quadrant that are present for alternatives 5 and 6.

Downstream traffic conditions are met due to proximity of a major roadway (SR 580, N Dale Mabry Highway) approximately 1,200 feet away west of the intersection.

Environmental impacts are met due to the proximity of a gas station in the southeast quadrant of the intersection

(Seven Eleven).

Based on the described impacts, a proposed roundabout is not recommended for this location.

8.0 ENVIRONMENTAL ANALYSIS

8.1 METHODOLOGY

Project biologists determine the wetland and surface water limits within the existing right-of-way of Waters Ave and

Himes Ave. Background research for the delineation was reformed using the United States Department of

Agriculture (USDA), Natural Resources Convention Service (NRCS) web soil survey (see Appendix G, NRCS Soils

Maps), the United States Fish and Wildlife Service (USFWS), National Wetland Inventory (NWI) wetlands mapper

(see Appendix H, NWI Map) and used the online Florida Natural Areas Inventory (FNAI) list of protected species for

Hillsborough County to determine which species could be found in the area, even if not directly observed. In addition, aerial photographs were used to understand and compare the spatial arrangement of site features of site alternatives. A portion of this project area, north of W. Waters Avenue, is a part of the Hillsborough River Mitigation

Bank Service Area Expansion. The ERP permit for this Mitigation Bank Expansion was withdrawn in May 2016.

Uniform Mitigation Assessment Method (UMAM) evaluations were not conducted as wetland mitigation is not anticipated. The wetland and surface water boundaries have not been verified by SWFWMD or the USACE.

8.2 RESULTS

8.2.1 Wetlands and Other Surface Waters

The wetland systems affected by the project are associated with Lake Silver and Egypt Lake and accompanying lakes and ponds. Due to the urban nature of the areas surrounding this project most of the wetlands are isolated and, as one would expect, currently provide storm water attenuation for the surrounding development. As a consequence of their location and fragmented condition the wetlands within this project area are considered degraded and are anticipated to provide greatly reduced wetland functions.

Along Himes Avenue there is a wetland area located west of Himes Ave, but this project will not impact that wetland. The hydric soil unit common to the project area include Candler-Urban land complex, Myakka fine sand, Myakka-Urban land complex and Zolfo fine sand.

8.2.2 Protected Species

This project is located in an urban area of Tampa. Because of its urbanization, this area offers minimal forage opportunities and less than optimal nesting or denning habitat for native wildlife. Moreover, the species anticipated to occasionally use this area are generally considered opportunistic and do not exhibit site fidelity habits. As would be expected, avian species are the most likely to occur within this highly urbanized area of

Hillsborough County. Avian species that have the potential to occur within this area include swallow-tailed kites (Elanoides forficatus) and barred owls (Strix varia). These bird species are listed as threatened by the

Florida Fish and Wildlife Conservation Commission (FWC), but they are not listed under the ESA. The project site resides in a Wood Stork (Mycteria Americana) Core Foraging Area (CFA), but provides no actual foraging habitat for the species.

8.3 ALTERNATIVES ANALYSIS

Impacts to the project area will result from widening the paved area and installation of stormwater features along W. Waters Avenue. Six alternatives were analyzed. Alternative 1 is a “no-build” option. Alternatives 2 is a “no-build” and provides signal optimization without any geometric changes. Alternative 3 includes an additional southbound right turn lane on N. Himes Avenue adding additional pavement. Because of the roadway profile, a curb inlet with drainage pipe will be added. Alternative 4 includes the southbound right turn lane from alternative 3 and adding an east bound right turn lane from W. Waters Avenue. This alternative will also include an additional stormwater curb inlet and accompanying drainage pipe. Alternative 5 will include the right turns from alternative 4 and adding a west bound right turn lane from Waters Ave. This alternative includes the drainage structure work from alternative 4 and have additional curb inlet plus the work to relocate an existing drainage inlet. Alternative 6 adds a right turn lane to the four corners of the intersection of N. Himes Avenue and W. Waters Avenue, adding additional pavement for the turn lanes and additional drainage structures with additional work for relocating the two existing drainage structures that will be affected. The proposed project is not likely to affect any wetlands under jurisdiction by the U.S. Army

Corps of Engineers (USACE) or the SWFWMD.

8.4 PERMITTING REQUIREMENTS

Dredge and fill permitting through USACE is not likely to be required, and SWFWMD is not likely to require mitigation for impacts to the existing closed drainage system, but would require a general permit modification to tie into the existing system on N. Himes Avenue and on W. Waters Avenue. A gopher tortoise survey will be required by the Florida Fish and Wildlife Conservation Commission (FWC), as gopher tortoises have resided in the area, as evidenced by the abandoned burrows found onsite and interviews with adjacent landowners.

The likelihood of the presence of other federally or state-protected species in the project area is low, and therefore the proposed alternative are not anticipated to affect them.

9.0 COST ESTIMATES

The estimated construction costs shown in Table 5 (below) are based on statewide historical unit costs from the FDOT.

They include 10% for the sub-total cost for Mobilization, 10% of Maintenance of traffic and 15% for project unknowns.

Table 5: Construction Cost Estimate

ALTERNATIVE 3 ALTERNATIVE 4 ALTERNATIVE 5 ALTERNATIVE 6

Construction Cost Estimate $712,305.22 $822,870.98 $844,879.02 $977,888.27

Estimated Right-of-way

Acquisition Cost $- $- $198,036.40 $250,220.41

Estimated Total Improvement

Cost $712,305.22 $822,870.98 $1,042,915.42 $1,228,108,68

The detailed cost estimates can be found in Appendix E.

10.0 BENEFIT-COST ANALYSIS

This section presents the benefit-cost analysis that was performed for four of the six evaluated alternatives

(alternatives 3, 4, 5, and 6) for N. Himes Avenue and W. Waters Avenue. The procedures outlined in the FDOT Highway

Safety Improvement Program Guideline were used to determine the benefit-cost ratio for the improvements and a benefit-cost form has been prepared for the proposed improvements. A benefit-cost calculation was not performed for Alternative 1 and 2 since both represent “no-build” alternatives. See Appendix F for the Benefit-Cost forms. It is important to note that in the Benefit-Cost forms, the construction cost for all disciplines in this project (roadway, drainage, signals, signing and pavement marking) were calculated under the “Roadway” line item including mobilization, maintenance of traffic and project unknowns.

The Crash Reduction Factors from the State Safety Office given in the Benefit Cost template were used to estimate the percentage of crashes that would be expected to be eliminated with improvements for each alternative and the crash data from January 2014 to December 2018 were used to determine the number of correctable crashes for each improvement.

The following is a summary of the benefit-cost analysis for the three evaluated alternatives.

Alternative 3: A primary crash reduction factor of 9% was used for the provision of an exclusive right turn lane on N.

Himes Avenue. The costs for the proposed improvements are $712,305.22 total or $52,425.66 annually. The proposed improvements provide the following benefit-cost results:

o Annual monetary value of benefits: $192,891.85 o Annual monetary value of costs: $52,425.66 o Benefit-Cost: 3.68

Alternative 3 resulted in a ratio of 3.68 because of the high number of improvements regarding safety from the proposed features of this alternative.

Alternative 4: A primary crash reduction factor of 9% was used for…