UPDATED: 6/24/2026 Comprehensive Report of Concerns S.R. A1A (N Atlantic Ave) FDOT District 5 Project 442884-1 TABLE OF CONTENTS 1. Context and introduction 2. What was already addressed 3. Existing concerns A. Speed tables/raised crossings B. Roadway medians and center turn lanes C. U turn feasibility D. Chicanes E. Tra ffi c diversion to Halifax Ave F. Other areas of concern 4. Personal feedback to improve safety and conclusion Introduction and Context As a nearly lifelong resident of the Daytona Beachside, I have seen the area signi fi cantly change in recent years. In fact, I now live just a few houses from A1A/N. Atlantic Ave. However, I am troubled by the FDOT project on S.R. A1A that has caused signi fi cant disruption to my daily life. I greatly understand the need for safety in our community, but I do feel that this project has a mix of e ff ects, many being unintended, that are jeopardizing safety and access for motor vehicles, cyclists, and pedestrians alike. When FDOT project 442884-1 started in early 2025, it was framed as a resurfacing project to improve the safety of a busy tourist corridor. The city of Daytona Beach has one of the highest tra ffi c fatality rates in the nation when adjusted for population size, so changes are obviously necessary to reduce the frequency of tragic incidents. Despite this, the project’s initial plans overcorrected with some aggressive changes, such as implementing a restrictive raised median and installing alignment shifts, also known as chicanes, as well as narrow lanes. The sudden roadway layout changes were highly controversial in this community. For example, the median in front of Steve’s Famous Diner severely hurt business, and the chicanes resulted in vehicles entering adjacent lanes and hitting curbs. This document aims to provide descriptions, images, and diagrams demonstrating what I feel has a negative impact on safety, tourism, and local wellbeing, while presenting potential solutions to balance these issues. I am greatly appreciative of any solutions to my concerns. What was Addressed In mid-to-late 2025, FDOT announced changes to address these concerns, such as removing and softening many of the alignment shifts, restoring the two-way left turn lane (TWLTL) in some spots, removing the bulb-outs near Bellair Plaza, and softening the slope of the planned raised crosswalks. These modi fi cations are greatly appreciated, but there are still numerous areas of serious concern remaining along the project corridor. For example, the center turn lane was only restored at a handful of locations, the lanes are still narrowed, and the raised elements were softened but not canceled. Current Concerns RAISED CROSSWALKS/INTERSECTIONS One of my biggest concerns regarding this project is the implementation of raised speed table elements such as raised crosswalks and intersections. While the intention of these features is to improve pedestrian safety and reduce vehicle speeds, the design deviates from the norm for major, high tra ffi c corridors like Atlantic Ave. The Federal Highway Administration recommends raised crosswalks and intersections on 2-3 lane roads with speed limits of 30 MPH or less and average annual daily tra ffi c of 9,000 or less. However, as of 2023, AADT between Int’l Speedway Blvd and Harvard Dr was 17.8k to 20.4k, and N Atlantic Ave has 4 lanes of tra ffi c with a center left turn lane in some sections. Another guideline in the Manual of Uniform Tra ffi c Control Devices (MUTCD) recommends a W17-1 warning sign along with an advisory speed plaque before a vertical de fl ection such as a raised crosswalk or intersection. In addition, FDOT Developmental Standard Plan D520-030 explicitly states “The use of this index is limited to two-lane, two-way facilities,” but N Atlantic Ave in Daytona Beach is a four lane, two way roadway. Vertical signage is absent where raised crosswalks have been implemented on Volusia County state roads. For example, S Atlantic Ave and E Granada Blvd in Ormond Beach now have raised mid-block crosswalks, but they fully lack signage, instead relying solely on white arrow head markings located on the ramp. This is currently the case with the four raised crosswalks and three raised intersections that have been completed within the project, in addition to the four currently being implemented at the time this report was drafted. Additionally, at-grade crosswalks and intersections are being mixed with the raised ones, but they appear nearly identical aside from the “speed hump” marking, which many drivers do not recognize. The slope of these crosswalks has been reduced from the initial plans to 1:20. While softer, it is still signi fi cant, and may cause long-term vehicle damage as well as driver discomfort above 20 MPH in standard sedans. While the theoretical solution is to slow down over these elements, the lack of signage and mixture of at-grade crosswalks make them unpredictable and di ffi cult to notice for many tourists or even careless or unfamiliar locals. Additionally, larger and newer vehicles have very smooth suspensions, so they may not be deterred by these speed table elements. If a major goal of raised crossings and intersections is to slow tra ffi c, they should not be punitive on motorists already obeying the 30 MPH speed limit. From my personal observations, these raised crossings are having little impact on vehicle speeds, but rather spark aggression and the possibility of rear end collisions from drivers who do not want to slow down against those who do so for comfort and vehicle condition. Finally, these raised elements have a negative impact on emergency response times as well as tra ffi c congestion due to a rubber-band e ff ect from drivers who do slow down. Image: The raised crossing between Oakridge Blvd and Butler Blvd on S.R. A1A, which uses 10 ft long ramps, a 6 inch vertical rise, and a 20 ft long table. RAISED MEDIANS AND CENTER LEFT TURN LANE I also have concerns regarding the new raised medians implemented on S.R. A1A. They were initially installed to reduce con fl ict points for turning vehicles, but in my personal experience, the remaining con fl ict points are more severe. Before the project began, a continuous two-way left turn lane (TWLTL) was present between Boylston Ave and Seabreeze Blvd. However, when the project began, it was largely replaced with a grassy raised median. Initially, the median facilitated the chicanes that were added, but since their removal it has been a standard dividing median. At the intersection of numerous side streets along this section, a median cutout is present. While theoretically enabling left turns on and o ff S.R. A1A, the intersection and median geometry makes them extremely stressful and dangerous. When I turn left from northbound Atlantic Ave onto a residential street in the area, there is a simple median cutout. Since there is no dedicated lane for left turns, I must slow down in the left travel lane while preparing for the turn. If oncoming southbound tra ffi c is present, I must stop inside the median pocket. The problem is that the median pocket is not wide enough to enclose most mid-size or full size vehicles, so my car’s rear side protrudes into the left travel lane while I am waiting to safely turn left. This poses a signi fi cant rear end collision risk. In fact, a rear-impact at this location may even push a vehicle into southbound tra ffi c, posing a risk of a severe side-impact T-bone crash. Meanwhile, left turns from side streets to northbound Atlantic Ave are also very dangerous. Due to the 30 degree west tilt of A1A in Daytona Beach and the true east- west orientation of the streets in this neighborhood, the intersections are skewed at an angle that creates severe blind spots that impair the sight triangle. While the blind spots are dangerous enough, the original TWLTL enabled a two-stage left turn where one can watch for one direction at a time. Now, the median forces the driver to turn left across all four lanes of tra ffi c, and since the driver must watch for blind spots on both sides, the maneuver becomes stressful and carries a high risk of a severe crash. Image: Rear protrusion risk Image: Skewed blind spots U TURN FEASIBILITY With the addition of new medians as well as the modi fi cation of existing ones, U-turns are necessary to access businesses and homes located between intersections. At the northern end of the project near Bellair Plaza, there are adjustments being made to improve U-turns by adding dedicated left turn signals and left turn lanes. However, south of Williams Ave, U-turns become unsafe or impossible in a standard passenger vehicle. At the cutouts without tra ffi c signals, dedicated left turn lanes are absent. U turns are possible and legal at these locations, but they are unsafe as drivers must yield to oncoming tra ffi c while partially extending into the left travel lane, posing a rear- end risk such as the one already mentioned. At most tra ffi c signals, such as Williams Ave, Seaview Ave, and most signalized intersections in the Seabreeze tourist district, intersections have dedicated left turn cutouts. While great for safety, they greatly reduce U-turn radii and make them impossible in many vehicles. While the U-turns were always tight, the widened sidewalks and narrower lanes further contribute to the reduced turning radius. I have frequently observed vehicles hitting the curb at these locations as well as people performing dangerous three-point turns since a single maneuver is often impossible. ALIGNMENT SHIFTS/CHICANES The current state of the chicanes is a signi fi cant improvement from the original planned layout. However, there are still some issues that the remaining lane shifts pose as of the time of writing. There are two remaining lane shifts. One is located between Driftwood Ave and Golf Blvd and the other is between Zelda Blvd and Seaview Ave. From my observations, many drivers in the left lane “cheat” around the shifts by illegally straddling the lanes, which poses a sideswipe risk. While they are intended to slow tra ffi c, It seems as if the e ff ects are minimal, especially since violators are unlikely to respect a shift in the paint if they do not respect the speed limit. These alignment shifts are unlikely to result in severe crashes, but may contribute signi fi cantly to fender benders. TRAFFIC DIVERSION TO HALIFAX AVE Halifax Ave in Daytona Beach is a residential two-lane two way road with a speed limit of 30 to 35 MPH. AADT on N Halifax Ave is approximately 9,000 as of 2025, which is relatively high for its design. Since the speed limit is comparable to N Atlantic Ave, motorists looking to avoid the stop-and-go tra ffi c, temporary construction, and safety features naturally gravitate to Halifax Ave. The increased usage of the roadway poses a severe safety risk to those living on N Halifax Ave due to elevated levels of tra ffi c. OTHER AREAS OF CONCERN One additional concern regarding the project on S.R. A1A involves bicycle safety. Previously, for much of the project zone, there was a small shoulder between the right lane and the sidewalk where bicycles would ride without impeding tra ffi c. Now, to accommodate the widened sidewalks and new medians, the lanes have been pushed entirely to the curb. As a result, bicycles must share the right lane with motorists and have the right to use the full lane. The problem with such a design is that traditional mechanical bicycles as well as low speed e-bikes have a top speed below the 30 MPH speed limit. Since reckless and aggressive driving is common in the area, the speed di ff erential created between a bicycle and an enraged motorist often results in unsafe following distances and dangerous passing. Studies show that “sharrows” are ine ff ective and often worsen cyclist safety since it provides a false sense of security. The elevated rate of fatal crashes in the area is a serious issue. I was researching the contributing factors of fatal crashes, and the general risk is elevated when the road is designed for a higher speed than the speed limit. However, I have witnessed countless exceptions, where people exceed the speed limit by a signi fi cant margin on roadways where the design speed is rather slow. Personal experience and crash data implies that impaired driving, an aggressive driving culture, major tourist surges such as Bike Week, and inadequate tra ffi c enforcement in many areas result in a perfect storm where even the most aggressive “Target Zero” designs can fail and result in severe crashes. Another concern on this section of S.R. A1A is unlawful mid-block pedestrian crossings. Pedestrians frequently cross Atlantic Ave outside marked crosswalks, which is extremely dangerous. Despite the addition of new RRFB crosswalks, people continue to cross at the most convenient location rather than the safest one. Street lighting on S.R. A1A in Volusia County is also very poor in many spots. Many street lights are dim, malfunctioning, or dark altogether along the corridor, failing to properly illuminate the roadway. Approximately 75% of pedestrian fatalities occur at night, largely due to poor visibility. As a result, one greatly e ff ective measure to improve roadway safety is to improve nighttime lighting. Finally, I have observed an issue on the northern end of the project. When the grass bulb-outs were removed, they were replaced with a diagonal striped shoulder. It was clearly an improvement over the bulb-outs, but new problems have emerged after the change. While not intended for vehicles outside of the designated parking areas, many people are using it as a right turn lane or even a passing lane. Additionally, I have noticed an inconsistency where Plaza Blvd now has a dedicated right turn lane on southbound S.R. A1A, but Harvard Dr does not, despite having a similar intersection layout. As a result, many people turn onto Harvard Dr from the striped shoulder. This leads to unpredictable con fl ict points and driver confusion. Suggestions and Conclusion Despite numerous serious issues posed by the S.R. A1A project, it is di ffi cult to extensively modify an ongoing project. However, there are solutions that can mitigate or eliminate these concerns. Regarding the raised crosswalks and intersections, the ideal solution would be the total fl attening to be at-grade, and possibly upgrading some or all of the crosswalks to mid-block pedestrian signals or pedestrian hybrid beacons. An A1A project in Cocoa Beach also implemented raised crossings, but since they are considered un fi t for multi-lane roadways, they were eventually converted to at-grade crossings by FDOT. If this approach is not practical, di ff erentiation from the at-grade RRFB crosswalks, including W17-1 signage with a 20 MPH plaque, is essential. While there is no perfect solution for the medians, I believe the ideal balance between pedestrian safety, left turn safety, and vehicle access would be to restore the two-way left turn lane where it was previously present, but retain refuge islands at crosswalks to ensure pedestrian safety. If such an approach is not feasible, adding a directional median opening at each cutout will reduce the danger of left turns. A comprehensive tra ffi c safety study should be conducted at the end of this project to identify the frequent crash points as well as access. FDOT should focus on the new con fl icts and new hazards posed. I strongly recommend that FPL improves the lighting quality along the project corridor. Lastly, I would greatly support increased police presence along the S.R. A1A corridor to reduce the frequent speeding and reckless driving. As someone who uses this road daily as both a motorist and a pedestrian, I feel that safety is essential, but it should be reasonable and balanced. While I focused signi fi cantly on my personal impacts, the project a ff ects the entire community in a similar way. I ask that the city forwards these concerns to FDOT District 5 and the project managers to consider these issues and conduct a formal safety audit. Any consideration is greatly appreciated.