Item G09 BOARD OF COUNTY COMMISSIONERS
AGENDA ITEM SUMMARY
Meeting Date: September 17, 2013 Division: Growth Management
Bulk Item: Yes x No _ Department: Planning&Environmental Resources
Staff Contact Person/Phone#: Trish Smith 305 304 0412
AGENDA ITEM WORDING:Approval of the 2013 US 1 Arterial Travel Time and Delay Study.
ITEM BACKGROUND: The US 1 Arterial Travel Time and Delay Study (TTDS) is performed annually by Monroe
County to monitor the Level of Service (LOS) on US 1. The study is conducted for concurrency management purposes
pursuant to Chapter 163,Florida Statutes and Section 114-2 of the Monroe County Land Development Regulations.Monroe
County's adopted "overall"Level of Service on US 1 is LOS C. Monroe County's adopted"segment"Level of Service is
also LOS C for each of the 24 segments identified in the TTDS. This year's study reported an overall LOS C on US 1. For
the segment analysis,the study reported that Segment 15,Toms Harbor Bridge(MM 60.5)to Long Key Bridge(MM 63),is
the only segment in unincorporated Monroe County with a LOS D.Last year's LOS for Segment 15 was reported to be LOS
C. This year's drop in LOS is anticipated to be a result of construction activity associated with the county's Toms Harbor
Bridge repair project. Given the status of Segment 15,if development is proposed that would impact LOS,county staff will
get URS to go back and re-evaluate this segment to determine whether construction or development can be approved,A
s ary of the 2013 TTDS results is as follows:
Segment LOS 2012 LOS 2013 Segment LOS 2012 LOS 2013 Segment LOS 2012 LOS 2013
1 B B 9 A A 17 D D
2 A A 10 C B 18 E E
3 C B 11 B B 19 C D
4 B C 12 C B 20 C C
5 C A 13 A A 21 B B
6 B A 14 C C 22 A A
7 B B 15 C D 23 A A
8 B B 16 B C 24 A B
Overall C C
Monroe
County Village
In December 2012,the BOCC directed staff to revise Section 114-2 of the Monroe County Code to delete the segment LOS
requirement, except for when a private development proposal would cause LOS to drop below LOS C.Those revisions are
scheduled for BOCC review and approval later this year.
PREVIOUS RELEVANT BOCC ACTION:
February 2013-Approval of Work Order#5 in the amount of$60,188.24 to URS Corporation Southern(URS)under their
Transportation Planning Continuing Services contract to complete the 2013 US 1 Arterial Travel Time and Delay Study.
December 2012—Approval of the 2012 TTDS and direction to staff to delete the segment requirement from Section 114-2
of the county's Land Development Regulations.
CONTRACT/AGREEMENT CHANGES:N/A
STAFF RECOMMENDATIONS:Approval
TOTAL COST: 0 INDIRECT COST: 0 BUDGETED: Yes No_
DIFFERENTIAL OF LOCAL PREFERENCE: 0
COST TO COUNTY: 0 SOURCE OF FUNDS:
REVENUE PRODUCING: Yes_ No x AMOUNT PER MONTH Year
APPROVED BY: County Atty x 5�� OMB/Purchasing x Risk Management x
DOCUMENTATION: Included x Not Required—
DISPOSITION: AGENDA ITEM#
2013
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ARTERIA1 . TRAVEL TIME
AND
DE1 AY STUDY
MONROE
COUNTY nnio I�I�I
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August 2013
Prepared for:
Monroe County Planning Department
URS Project Number 12639726.00000
Prepared by:
CORPORATION UT
3343 W. Commercial Blvd. -Suite 100, Fort Lauderdale, Florida 33309
20 ,13
PlanningUmSm 1 ARTERIAL TRAVEL
TIME AND DELAY STUDY
MONROE COUNTY FLORIDA
August 2013
Prepared for:
Monroe County
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Prepared by:
Lim
URS CORPORATIONSOUTHRN
7800 Congress Ave.-Suite 200, Boca Raton, Florida 33487
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1.
EXECUTIVE Y...................................................................
2.
INTRODUCTION..............................................................................
COUNTY LEVEL OF SERVICE (L ) AND RESERVE
CAPACITY ASSESSMENT OVERVIEW...............................................
4.
DATA COLLECTION........................................................................
FIELD5.
TI ...................................................................
6.
RESULTS AND DISCUSSIONS..........................................................
7. SUMMARY
.....................................................................................
19
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TABLE
1 - AVERAGE TRAVEL SPEEDS AND LEVELSI ............
TABLE 2
- U.S. 1 ROADWAY SEGMENTS..............................................
TABLE 3
- U.S. 1 TRAFFIC COUNTS - HISTORIC COMPARISON...............
10
TABLE 4
- DELAY DATA SUMMARY AND COMPARISON...........................
16
FIGUIRES
FIGURE 1: U.S. I AADT - HISTORICAL COMPARISONS............................
11
FIGURE 2:
U.S. 1. HISTORICALI -AADT.......................
FIGURE 12
3: AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE...........
14
APPENDICES
APPENDIX A - DATA COLLECTION METHODOLOGY
APPENDIX B - TRAVEL TIME DELAY DATA
APPENDIX C - 2013 TRAFFIC VOLUME SUMMARY
APPENDIX D - HISTORICAL COUNT DATA
APPENDIX E - 2013 TRAVEL SPEED SUMMARY DATA AND STATISTICS
APPENDIX F - COMPARISONS OF HISTORICAL TRAVEL SPEED DATA
APPENDIX G - 2013 LEVEL OF SERVICE AND RESERVE CAPACITY
APPENDIX H - SUMMARY OF DELAY EVENTS
APPENDIX I - 2013 DATA COLLECTION SCHEDULE
2013—U.S. 1 Arterial Travel Time and Delay Study Monroe County
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Page ii
1 w IIEXECU IVE SUMMARY
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This report contains results and findings of the 2013 Travel Time and Delay Study. The
study's primary objective was to monitor the Level of Service (LOS) on U.S. 1 for
concurrency management purposes pursuant to Chapter 163, Florida Statutes and Monroe
County Land Development Regulations. The methodology adopted for this study was
established by the U.S. 1 Level of Service Task Force in 1993 and amended in 1997. The
methodology establishes a procedure for using travel speeds as a means of assessing the
level of service and reserve capacity of U.S. 1.
Both Monroe County and the FDOT have adopted a LOS C Standard for U.S. 1. Further, 45
mph has been adopted as the LOS C Standard for the entire length of U.S. 1 regardless of
the posted speed limits. Under the adopted growth management process if the overall LOS
for U.S. 1 falls below the LOS C Standard, then no additional land development will be
allowed in the Florida Keys.
The 2013 results are presented in the following table:
T II III...IIfE 1
AVERAGE TRAVEL SIII"wEIEDS AND LIIIEVEII,,.S Ol:" SIII!;R ICIE
Beginning Ending LOS LOS Median Median
Segment Beginning Control Point Ending Control Point Mile Mile 2012 2013 Speed 2012 Speed 2013
Marker Marker
1 Cow Key Bridge(N) Key Haven Boulevard 4.0 5.0 B B 32.0 33.1
2 Key Haven Boulevard Rockland Drive 5.0 9.0 A A 57.0 57.1
3 Rockland Drive Boca Chica Road 9.0 10.5 C B 45.3 46.5
4 Boca Chica Road Hams Channel Bridge(N) 10.5 16.5 B C 52.6 51.2
5 Harris Channel Bridge(N) Bow Channel Bridge(N) 16.5 20.5 C A 46.4 47.4
6 Bow Channel Bridge(N) Spanish Main Drive 20.5 23.0 B A 45.4 48.0
7 Spanish Main Drive East Shore Drive 23.0 25.0 B B 44.7 44.9
8 East Shore Drive Torch-Ramrod Bridge(S) 25.0 27.5 B B 45.8 45.8
9 Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) 27.5 29.5 A A 47.4 47.9
10 N.Pine Channel Bridge(N) Long Beach Drive 29.5 33.0 C B 39.2 40.1
11 Long Beach Drive 7-Mile Bridge(S) 33.0 40.0 B B 53.5 53.7
12 7-Mile Bridge(S) 7-Mile Bridge(N) 40.0 47.0 C B 53.5 54.9
13' 7-Mile Bridge(N) Cocoa Plum Drive 47.0 54.0 A A 36.7 35.8
14 Cocoa Plum Drive Toms Harbor Ch Bridge(S) 54.0 60.5 C C 51.0 51.0
4/00
16" Long Key Bridge(S) Channel#2 Bridge(N) 63.0 73.0 B C 52.6 512
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20" Whale Harbor Bridge(S) Snake Creek Bridge(N) 84.0 86,0 C C 41.3 41.2
21 Snake Creek Bridge(N) Ocean Boulevard 86.0 1 91.5 B B 41.9 41.3
22 Ocean Boulevard Atlantic Boulevard 91.5 99.5 A A 48.7 46.9
23 Atlantic Boulevard C-905 99.5 106.0 A A 46.9 43.9
24 C-905 County Line Sign 106.0 112.6 A B 52.2 52.9
Overall 4.0 112.6 C C 47.0 45.9
City of Marathon Segments within area of concern "'-Village of Islamorada /�Se��iients�with NQ Reserve Capacity
2013-U.S. I Arterial Travel Time and Delay Study Monroe County
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• The overall travel speed on U.S. 1 for 2013 is 45.9 mph;
• Compared to 2012, the median segment speeds in thirteen (13) of the 24 segments
increased ranging between 0.1 mph to 2.6 mph;
• Compared to 2012, the median segment speeds in, nine (9) of the 24 segments
decreased, ranging from -0.1 mph to-5.2 mph; majority of the speed reductions were in
the middle and upper keys.
• The largest difference in speed (-5.2 mph) was recorded on Segment # 15 (Duck MM
-
60.5 to MM 63.0), which resulted in the LOS change from a 'C' to a V. A temporary
signal at the entrance to Hawks Kay to manage the Duck Key Bridge rehabilitation is the
primary reason for this speed reduction. The rehabilitation project (and the temporary
signal) is anticipated to be completed in the fall of 2013.
• The second largest difference in speed (-3.0 mph) was recorded on Segment # 23 (Key
Largo—MM 99.5 to MM 106.0); however,the LOS remained the same at'A'.
Segments with reserve speeds of less than or equal to 3 mph should be given particular
attention when approving development applications. The Saddlebunch Keys (MM 10.5 to
MM 16.5) in the lower keys, and a 32 mile segment of middle to upper keys (7 segments)
starting from Grassy Key ( M 54.0) to Windley Key (MM 86.0) are within the 'area of
concern'; 4 of the 6 segments has no reserve volumes; the Duck Key segment could be
discarded from this list due to the temporary traffic signal.
Road widening is a typical capacity improvement remedy exercised by most municipalities.
In Monroe County, however road widening, specifically along U.S. 1 is restricted by the
adopted comprehensive plan policies to preserve and protect the fragile ecological
conditions. There are other less intrusive remedies could be explored and evaluated to
improve the traffic flow and the capacity of U.S. 1,they include:
- Identifying strategic locations to add turn lanes.
- Conducting speed studies on selected segment of U.S. 1 to confirm the posted speed
limits are correct, if necessary.
- Consolidating driveways/access points to reduce/minimize friction.
- Enhancing signal timing at existing signalized intersections along U.S. 1 to improve the
traffic flow.
- Not allowing new signalized intersections along U.S. 1 if there is alternative safer
access exist to accommodate the turning movements.
- Improving the conditions along the county maintained local streets to minimize U.S. 1
being used as the local street.
U.S. 1 is a state maintained roadway.Therefore, any modifications/improvements to U.S. 1
have to be developed in collaboration with the Florida Department of Transportation.
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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2. INTRODUCTION
The U.S. 1 Arterial Travel Time and Delay Study has been undertaken as part of the
ongoing contract between URS Corporation and Monroe County to provide
Transportation Planning Services to the Monroe County Planning Department.
Monroe County has conducted travel time and delay studies of U.S. 1 on an annual
basis since 1991. The data collection for years 1991 through 1996 was conducted by
the Monroe County Planning Department, with assistance from the Monroe County
Engineering Department, and the Florida Department of Transportation. URS has
collected the data for years 1997 through 2013, on behalf of the Monroe County
Planning Department with assistance from the agencies identified above. This report
contains the travel time/delay data and findings for the year 2013.
The U.S. 1 Arterial Travel Time and Delay Study's primary objective is to monitor the
level of service on U.S. 1 for concurrency management purposes pursuant to Chapter
163, Florida Statutes and Section 114 of the Monroe County Land Development
Regulations. Although predominantly an uninterrupted flow two-lane roadway, U.S.
1's uniqueness warrants an alternative LOS evaluation process to that found in the
Highway Capacity Manual (HCM).
The U.S. 1 Level of Service Task Force was formulated in 1992 to develop
methodology for U.S. 1 that utilizes an empirical relationship between the volume-
based capacities and the speed-based level of service (LOS). The U.S. 1 Level of
Service Task Force was a multi-agency group with members from Monroe County,the
Florida Department of Transportation, and the Department of Economic Opportunity
(formerly known as Florida Department of Community Affairs - DCA). The
methodology established by the task force is a procedure for using travel speeds as a
means of assessing the level of service and reserve capacity of U.S. 1. Each member
organization of the Task Force has endorsed the methodology. A partial copy of this
methodology titled "A Methodology to Assess Level of Service on U.S. 1 in the Florida
Keys"-January 1993, is contained in Appendix A.
The U.S. 1 Level of Service Task Force last met in 1997 to reevaluate the LOS
procedure. After several meetings the Task Force concluded that the Speed Based
LOS methodology should be continued to be used to assess the LOS along U.S. 1 in
Monroe County with a minor change; the signal delay for LOS C threshold value was
increased to 25 seconds from 15 seconds to account for recent changes in the HCM.
Pursuant to Sections 114(a)(1)(a) of the Land Development Code (LDC), U.S. 1 shall
have sufficient available capacity to operate at LOS C on an overall basis as measured
by the U.S. 1 Level of Service Task Force Methodology. In addition, the segments of
U.S. 1, which would be directly impacted by a proposed development's access to U.S.
1, shall have sufficient available capacity to operate at LOS C. Sections 114(a)(1)(c) of
the LDC states, in areas that are served by inadequate transportation facilities on U.S.
1, development may be approved, provided that the development in combination with
all other permitted development will not decrease travel speed by more than five
percent below LOS C.
Although there has never been a countywide development restriction, Big Pine Key
between 1994 and 2002 experienced a localized development restriction. Following
the 2012 LOS evaluation,the Monroe County Board of County Commissioners (BOCC)
directed the planning staff to re-write the LDC to remove the segment based
development restriction.
The body of this report summarizes the results and findings of the study.
2013—U.S. 1 Arterial Travel Time and Delay Study Monroe County
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CAPACITY'
3. MOINROE COUNTY LEVEL OF SERVICE C
U.S. 1 (the Overseas Highway) is the only principal arterial serving people and visitors
in the Keys. The unique geography, land use patterns and trip making characteristics
of the Florida Keys present a challenge in developing and applying a reasonable and
acceptable method to assess LO .
Although U.S. 1 in the Florida Keys is predominantly an uninterrupted-flow, two-lane
roadway, its uniqueness warrants an alternative LOS evaluation process found in the
Highway Capacity Manual.
A uniform method developed in 1992 by the U.S. 1 Level of Service Task Force to
assess the level of service on U.S. 1 not changed since the 1997 amendment. The
adopted method considers both the overall level of service from Key West to the
mainland, and the level of service on 24 segments (See Table 2). The methodology
was developed from basic criteria and principles contained in Chapter 7 (Rural
Multilane Highways), Chapter 8 (Rural Two-Lane Highways) and Chapter 11 (Urban
and Suburban Arterials) of Highway Capacity Manua/. The methodology establishes a
procedure for using travel speeds as a means of assessing the level of service and
reserve capacity of U.S. 1 in the Florida Keys.
TABLE 2
U.S. 1 ROADWAY SEGMENTS
SEG APPROXIMATE CONTROL POINTS KEY(S)
NO. MILE-MARKER
e.0Mma Ending Beginning Ending
1 4.0 5.0 Cow Key Bridge(N) Key Haven Boulevard Stock Island,Key Haven
2 5.0 9.0 Key Haven Boulevard Rockland Drive Boca Chica,Rockland
3 9.0 10.5 Rockland Drive Boca Chico Road Big Coppitt
4 10.5 16.5 Boca Chica Road Harris Channel Bridge(N) Shark,Saddlebunch
5 16.5 20.5 Harris Channel Bridge(N) Bow Channel Bridge(N) Lower Sugarloaf,Upper Sugarloaf
6 20.5 23.0 Bow Channel Bridge(N) Spanish Main Drive Cudjoe
7 23.0 25.0 Spanish Main Drive East Shore Drive Summeriand
8 25.0 27.5 East Shore Drive Torch-Ramrod Bridge(S) Ramrod
9 27.5 29.5 Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) Torch
10 29.5 33.0 N.Pine Channel Bridge(N) Long Beach Drive Big Pine
11 33.0 40.0 Long Beach Drive 7-Mile Bridge(S) W.Summeriand,Bahia Honda,Ohio
12 40.0 47.0 7-Mile Bridge(S) 7-Mile Bridge(N) 7-Mile Bridge
13 47.0 54.0 7-Mile Bridge(N) Cocoa Plum Drive Marathon,Key Colony Beach
14 54.0 60.5 Cocoa Plum Drive Toms Harbor Ch Bridge(S) Fat Deer Crawl,Grassy
15 60.5 63.0 Toms Harbor Ch Bridge(S) Long Key Bridge(S) Duck,Conch
16 63.0 73.0 Long Key Bridge(S) Channel#2 Bridge(N) Long,Fiesta,Craig
17 73.0 77.5 Channel#2 Bridge(N) Lignum Vitae Bridge(S) Lower Matecumbe
18 77.5 79.5 Lignum Vitae Bridge(S) Tea Table Relief Bridge(N) Fill
19 79.5 84.0 Tea Table Relief Bridge(N) Whale Harbor Bridge(S) Upper Matecumbe
20 84.0 86.0 Whale Harbor Bridge(S) Snake Creek Bridge(N) Windley
21 86.0 91.5 Snake Creek Bridge(N) Ocean Boulevard Plantation
22 91.5 99.5 Ocean Boulevard Atlantic Boulevard Key Largo
23 99.5 106.0 Atlantic Boulevard C-905 Key Largo
24 106.0 112.5 C-905 County Line Sin I Key Largo,Cross Key
NOTE:(N)and(S)refer to the north and south side of the bridges respectively
2013-U.S. I Arterial Travel Time and Delay Study Monroe County
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The travel speeds for the entire 10 -mile stretch of U.S. 1 and the 24 Individual
segments are established by conducting travel time runs during the peak season. The
peak season,for the purpose of this study, has been established by the task force as
the six-week window beginning the second week of February and ending the fourth
week of March.
Overall speeds are those speeds recorded over the 10 -mile length of the Keys
between Key West and Miami-Dade County. Overall speeds reflect the conditions
experienced by long distance trips or traffic traveling the entire length of the Keys.
Given that U.S. 1 Is the only principal arterial In unincorporated Monroe County, the
movement of long distance traffic Is an important consideration.
Both Monroe County and the FDOT have adopted a LOS C Standard for U.S. 1.
Regardless of the posted speed limits 46 mph has been adopted as the LOS C
Standard for the entire length of U.S. 1. Under the adopted growth management
process If the overall LOS for U.S. 1 falls below the LOS C Standard, then no
additional land development will be allowed in the Florida Keys.
Segment speeds are the speeds recorded within individual links of U.S. 1. The
segments were defined by the Task Force to reflect roadway cross-sections, speed
limits, and geographical boundaries. Segment speeds reflect the conditions
experienced during local trips. Given that U.S. 1 serves as the "main street" of the
Keys, the movement of local traffic is also an important consideration on this
multipurpose highway.
comparison of average posted speed limits and the average travel speeds for
individual segments leads to the level of service on the respective segments along
U.S. 1. The difference between the segment travel speeds and the LOS C Standard Is
called reserve speed. The reserve speed Is converted to an estimated reserve
capacity of additional traffic volumes and corresponding additional development. If
the travel speed falls below the LOS C Standard, additional trips equivalent to % of
LOS C capacity are allowed,to accommodate a limited amount of land development to
continue until traffic speeds are measured again the following year or until remedial
actions are implemented. According to LC 10 -4(a)(1), any segments of U.S. 1 that
fall below the LOS C Standard could designate the surroundings area within three
miles to be candidate for being within an Areas of Critical County Concern (ACCC).
2013—U.S 1 Arterial Travel Time and Delay Study Monroe County
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. DA I COLLEc n i
The travel time, delay, and distance data were collected by US staff. A summary of
the data collection methodology and the data collected is presented in Appendices A
and B respectively.
The data were recorded by date, day of the week, time of the day, and direction. The
field data collection took place between March 2, 2013 and March 16, 2013. The
results are included in Appendix B. Fourteen (14) round trips were made to
successfully complete the twenty-eight (28) runs. These runs represent a sample of
two runs of each day of the week. Every one of the twenty-eight travel time run data
sheets was quality checked. The seven-day, 24-hour traffic data were collected in
Islamorada, Marathon, and Big Pine Key from March 4, 2013 to March 10, 2013,
concurrently with the travel time runs. The volume data are provided in Appendix C.
The field studies employed the staggered schedule of departure times previously
approved by the Task Force so as to capture peak hour conditions in as many
different locations as possible during the approximately 2.5-hour one-way trip
between Key West and the mainland. The staggered schedule of departure time also
helps to capture the varied trip purposes and time frames within the Keys. For
example, the 1:45 pm departure time from Florida City helps to capture the evening
peak traffic condition in the lower keys and non-peak conditions in the rest of the
keys. Alternatively, the 3:15 pm departure time from Florida City helps to capture the
evening peak traffic conditions in the upper keys and non-peak conditions in the rest
of the Keys. The 2013 field data collection timetable is included in Appendix I.
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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6. FIELD OBSERVATIONS
"'I"raff� Siena@s
There are 18 traffic signals in operation along the U.S. 1 study corridor:
LOCATION MILE MARKER MM} SEGMENT
College Road 4.4 1
Cross Street 4.6 1
McDonald Avenue 4.8 1
Crane Boulevard 19.5 5
Key Deer Boulevard 30.3 10
33'd Street/School Crossing 48.5 13
Sombrero Beach Road 50.0 13
107th Street 52.4 13
109th Street 52.5 13
Pedestrian Crossing 53.0 13
Key Colony Beach Causeway 53.5 13
Coco Plum Drive 54.0 13/14
Woods Avenue/School Crossing 90.0 21
Sunshine Road 90.5 21
Ocean Boulevard 91.5 21/22
Atlantic Boulevard 99.5 22/23
Tradewinds 101.0 23
Pedestrian Crossing 105.0 23
As was done in the past, for the pedestrian signals at MM 53, and MM 105, only a
partial impact of the signal was considered. The signal delays for segments with
signals at the end/beginning, such as Cocoa Plum Drive, Ocean Boulevard and
Atlantic Boulevard intersections, are shared between the two segments.
The three closely spaced traffic signals in Stock Island (Segment 1) were observed to
experience more delays compared to last year. Both the number of delay events (22
this year vs. 19 last year)and the delay time (8 minutes and 44 seconds this year vs. 8
minutes and 2 seconds last year) caused by these signals have slightly increased.
The five traffic signals and the two pedestrian signals in Marathon (Segment 13) were
observed to experience a few more delay events (38 this year vs. 34 last year) with
slight increase in delay time (23 minutes and 13 seconds vs. 22 minutes and 51
seconds) compared to last year.
The traffic signal at the Crane Boulevard intersection was set to flashing mode during
off-school times. The change did not result in any significant effect on the number and
the duration of delays at this signal.
Segment 1 and Segment 13 are defined as interrupted segments, meaning that
interruptions such as signals are expected. The changes in delay time due to these
signals may not significantly influence the individual segment operating conditions
because they are designated as having interrupted flow conditions, however; it does
have an effect on the overall travel speeds.
2013-U.S. I Arterial Travel Time and Delay Study Monroe County
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Traffic Counts
Mechanical traffic counters and hoses were installed arch 3, 2013 at the following
locations:
Upper Matecumbe, on the south side of the Whale Harbor Bridge( );
Marathon, in front of McDonalds ( );
Big Pine Key, on the south side of the North Pine Channel Bridge( ).
The traffic volumes duringthe 2013 study period were found to be lower thant the 2012
study period traffic volumes (see Table ).
On Big Pine Key additional traffic volume data were collected to identify localize
differences in traffic volumes throughout U.S. 1 in the island of BigPine Key.
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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INS DISCUSSIONS
Traffic Voluiiines
U.S. 1 is predominately a four-lane facility in Marathon and a two-lane facility in Upper
Matecumbe and Big Pine Key. Seven-day continuous traffic counts recorded at three
locations along U.S. 1 yielded the following average daily traffic (ADT) and annual
average daily traffic ( DT)volumes for 2013. These volumes for 5-day and 7-day are
averages of the raw volumes counted. The volumes have been adjusted using 2011
seasonal and axle factors to estimate the 2013 DT's. The traffic counts recorded
between March 4 and March 10, 2013 has been included in Appendix C.
Location 5-Day ADT EQAy ADT AADT
Big Pine Key(MM 29) 20,986 20,066 17,943
Marathon (MM 50) 34,097 32,783 29,153
Upper Matecumbe(MM 84) 23,656 23,164 20,226
The average weekday (5-Day ADT) and the average weekly (7-Day ADT) traffic
volumes, compared to last year's data, at Marathon, Upper Matecumbe and Big Pine
Key have decreased in 2013. Likewise,the AADT have decreased.The seasonal factor
recorded by FDOT is minimally lower compared to the previous year while the axle
factor is minimally higher. A detailed historical comparison of the U.S. 1 traffic counts
for the period 1993 to 2013 is presented in Appendix D. A comparison of the most
recent seven years of data is presented on Table 3 and represented graphically in
Figure 1.
U.S. 1 historical traffic growth is depicted in a regression analysis graph in Figure 2. A
linear regression analysis of the AADT at each of the three locations over the last
eighteen years indicates that statistically there is virtually no overall traffic growth
within the Marathon and Upper Matecumbe count locations. While data for the last 20
years shows a slight increasing trend in traffic volumes for Big Pine Key, in recent
years,the traffic volumes along Big Pine Key have decreased.
Overall Steeds
For the purpose of this study, overall speeds are those speeds recorded over the 108-
mile length of U.S. 1 in the Keys between Key West and the Miami-Dade County line.
Overall speeds reflect the conditions experienced during long distance or through
trips. Given that U.S. 1 is the only principal arterial in Monroe County, the movement
of through traffic is an important consideration.
The levels of service (LOS) criteria for overall speeds on U.S. 1 in Monroe County, as
adopted by the Task Force, are as follows:
LOS A 51.0 mph or above
LOS B 50.9 mph to 48 mph
LOS C 47.9 mph to 45 mph
LOS D 44.9 mph to 42 mph
LOS E 41.9 mph to 36 mph
LOS F below 36 mph
Both Monroe County and the FDOT have adopted a LOS C standard for U.S. 1.
2013—U.S I Arterial Travel Time and Delay Study Monroe County
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The median overall speed during the 2013 study was 45.9 mph,which is 1.1 mph lower
than the 2012 median speed of 47.0 mph. The mean operating speed was 45.7 mph
with a 95% confidence interval of plus or minus 0.7 mph. The mean and median
speeds correspond to LOS C conditions. The highest overall speed recorded in the
study was 48.4 mph (0.8 mph lower than the 2012 highest overall speed of 49.2 mph),
which occurred on Sunday, March 3, 2013 between 1:45 p. . and 4:30 p.m., in the
northbound direction. The lowest overall speed recorded was 41.2 mph (5.6 mph
higher than the 2012 lowest overall speed of 35.6 mph), which occurred on Friday,
March 15, 2013 between 12:00 p. . and 3:00 p.m. in the northbound direction. The
2013 travel speed data is summarized in Appendix E. Speed comparisons to previous
years are provided in Appendix F.
Segment Sgeeds
Segment speeds are the speeds recorded within individual links of U.S. 1. The
segments were defined by the Task Force to reflect roadway cross-sections, speed
limits, and geographical boundaries. Segment speeds reflect the conditions
experienced during local trips. Given that U.S. 1 serves as the "main street" of the
Keys, the movement of local traffic is also an important consideration on this
multipurpose highway.
The level of service criteria for segment speeds on U.S. 1 in Monroe County depends
on the flow characteristics and the posted speed limits within the given segment. The
criteria, listed by type of flow characteristic, are explained in Appendix A, and
summarized below.
Interructed Flow
LOS Az 35 mph
LOS B z 28 mph
LOS C z 22 mph
LOS D z 17 mph
LOS E z 13 mph
LOS F < 13 mph
Uninterru ted Flow
LOS A 1.5 mph above speed limit
LOS B 1.5 mph below speed limit
LOS C 4.5 mph below speed limit
LOS D 7.5 mph below speed limit
LOS E 13.5 mph below speed limit
LOS F more than 13.5 mph below speed limit
For all "uninterrupted" segments containing isolated traffic signals, the travel times
were reduced by 25 seconds per signal to account for lost time due to signals. The
Marathon and the Stock Island segments are considered "interrupted" flow facilities.
Therefore, no adjustments were made to travel times to account for signals on these
segments.
The segment limits, the median travel speeds, and the 2012 and the 2013 LOS are
presented in Appendix G and shown on Figure 3. The median segment speed ranged
from 57.1 mph (LOS A) in the Boca Chica segment to 33.1 mph (LOS B) in the Stock
Island segment. The level of service determined from the 2013 travel time data yield
the following level of service changes as compared to 2012 data:
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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Page 13
f ., l�llh(r (�/ l�lG'� J�lllmll .. ll��/�l�' �ir�iii�rrr/iii�'ari��priio�ror� o,� r�rir 1
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LOS A U2 LOS B 4 LOS C 2 LOS D 2 LOS E 0
(+)Sugarloaf(5) (+)Big Coppitt(3) (-)Saddlebunch(4) Duck(15
(+)Cudjoe(6) (+)Big Pine(10) (-)Long(16) U!Mate ;19
(+)7-Mile Br(12)
(-)Cross(24)
Compared to last year's (2012) study results, there is level of service changes to ten
(10) segments—half of which resulted in positive level of service changes and half of
which resulted in negative level of service changes.
Sugarloaf segment(5) increased from LOS `C'to LOS `A'
Cudjoe segment(6) increased from LOS `B'to LOS `A'
Big Coppit segment(3) increased from LOS `C'to LOS `B'
Big Pine segment(10) increased from LOS `C'to LOS `B'
7-Mile Bridge segment(12) increased from LOS `C'to LOS `B'
Cross segment(24)decreased from LOS `A'to LOS `B'
* Saddlebunch segment(4)decreased from LOS `B' to LOS `C'
Long segment(16) decreased from LOS `B'to LOS `C'
Duck segment �15� decreased from LOS `C'to LOS `D'
1.1 ?@ I�a@CCI#1I �glllEln, 71Cr@a8�( �5�#Tf� " ,xQ I,Q�.►;r Village of Isiamorada
Compared to 2012, the median segment speeds increased in thirteen (13) of the 24
segments ranging between 0.1 mph to 2.6 mph. Nine (9) segments experienced a
decrease in median speeds, ranging from -0.1 mph to-5.2 mph.
The largest difference in speed change was recorded on Segment # 15 (Duck - MM
60.5 to MM 63.0), which resulted in the LOS change from a `C' to a V. A temporary
signal at the entrance to Hawks Kay, which is anticipated to be removed in the fall of 2013
is the primary reason for this speed reduction. The second largest difference in speed (-3.0
mph) was recorded on Segment # 23 (Key Largo — MM 99.5 to MM 106.0); the LOS
remained the same at W.
Detailed summary tables of these measured travel speeds by day, segment, and
fourteen-day average are contained in Appendix E.
Dela
A delay event occurs whenever the speed of the test vehicle fell below 5 mph. The
delay event continues until the test vehicle's speed rose to 15 mph. During the study,
the observers encountered a total of 164 separate delay events (a 21.5% increase
compared to the 2012 study). Seven (7) of these delay events totaling 58 minutes and
36 seconds were excluded from the overall travel times and the segment travel times.
The excluded delays were caused by nonrecurring events such as accidents and
roadside construction.
A detailed listing of the specific sources of delay is included in Appendix H of this
report.A summary of the delay data, compared to last year's data, is provided in Table
4. The mean delay per trip is the total delay recorded for a given source divided by
the study's 28 one-way trips. The mean delay per trip is found to be 6 minutes and 01
seconds (a 51 second decrease compared to the 2012 data).
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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TABLE 4
DELAY DATA SUMMARY AND COMPARISON
Delay Number of Total Excluded Mean Delay Mean Delay
Source Events Delay Time Per Event Per Trip
2013 (2012) 2013 (2012) 2013 (2012) 2013 (2012) 2013 (2012)
Traffic Signals 141 110 01:33:06 01:13.34 00:00:00 00:00:00 0.40 0.40 3:20 2:38
Drawbridges 0 5 00:00:00 00:22:18 00:00:00 00.22:18 0.00 4.28 0:00 0:48
Congestion 7 13 00:12:41 01:06:01 00:00:00 00:00:00 1.49 5:05 0:27 2:21
Left Turns 2 0 00:00:15 00:00:00 00:00:00 00:00:00 0:08 0.00 0.01 0.00
School Related 3 3 00:01:16 00.01:29 00:00:00 00:01:29 0.25 0.30 0:03 0.03
Construction 1 1 00:04:17 00:07.48 00:04:17 00:07.48 4:17 7:48 0:09 0:17
Accidents 4 3 00:53.33 00:20:59 00:53:33 00:20:59 13:23 7:00 1:55 0:45
Special Event 6 0 00:03:09 00:00:00 1 00:00:00 00:00:00 0:32 0:00 0:07 0:00
Total 164 135 02:48:17 03:12:09 00.57:50 00:52:34 1:02 1:15 6.01 6:52
Signal Delays
The largest single recurring delay source along U.S. 1 in Monroe County is traffic
signals. During the 2013 study 141 (86%) out of 164 delay events were caused by
signals which is 5% higher than the 2012 study. The signal delays accounted for 1
hour 33 minutes and 6 seconds (55% of total delays)versus 44% in 2012. The signal at
the entrance to Hawks Kay (in Segment 15) is a temporary signal, which accounted
for 12 (8.5%) signal delay events totaling 15 minutes and 41 seconds. This temporary
signal is scheduled to be removed at the close of bridge construction in the fall of
2013.
The mean delay per event for signals in Segments # 10, 13, 14, 15, 21, 22 and 23 are
higher than the LOS C threshold value of 25 seconds, which is the signal impact
discounted in the methodology.
The signal on Cocoa Plum Drive segment (Segment# 14) caused 8 (6%) signal delay
events accounting for 10 minutes and 52 seconds, compared to 1 delay event during
last year's study accounting for 3 seconds of delay.
The signals on Marathon segment (Segment# 13) were the most significant, causing
38 signal delay events (4 more than last year) accounting for 23 minutes and 13
seconds (25% of the total signal delays), which is 22 seconds more than the 2012
signal delays in this segment. The mean delay per event at the Marathon signals was
higher than the 25 seconds threshold at 37 seconds. The mean delay per trip was also
higher than the 25 seconds threshold at 50 seconds.
Accident Delay
The accident delays, although nonrecurring, were the largest nonrecurring delay
events during the 2013 study. There were 4 accident delays recorded during the 2013
study accounting for 53 minutes and 33 seconds. The accident delays accounted for
12.5% of the total delays. The accident delays were excluded from the overall and
segment travel time.
Turnin�cles e
There were 2 left-turn delay events during this year's study, totaling 15 seconds; both
occurred at the entrance to Knight Key in Marathon.
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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PMKAE!9ge Delay
Since the reconstruction of the Jew Fish Creek Bridge, the bridge across the Snake
Creek is the only bridge along the entire length of U.S. I in Monroe County that
causes drawbridge delays. There were no drawbridge delays during this year's study,
as compared to 5 drawbridge related delays during the 2012 travel time runs, totaling
22 minutes and 18 seconds.
Congestion delays represent the second largest recurring delay events in this year's
study. There were seven (7) congestion related delay events this year totaling 12
minutes and 41 seconds. The congestion delay events contributed an average of 27
seconds of delay per trip, which is considerably lower than last year's average
congestion delay per trip of 2 minutes and 21 seconds.
Construction nainu
There was (1) construction delay event in this year's study and it accounted for 4
minutes and 17 seconds. This is a slight decrease from 2012 construction delays
accounting for 7 minutes and 48 seconds.
ffqA..L!mlt
... ..............-
The posted speed limits affect both the segment and the overall LOS. For instance, a
lower speed limit could benefit a segment's LOS by reducing the difference between
the travel speed and the posted speed limit. The reduction in the speed limit, however,
negatively impacts the overall LOS because motorists are expected to travel at
reduced speeds to comply with the speed limits, whereas the overall LOS C threshold
is set at 45 mph regardless of the speed limit changes. For these reasons, the posted
speed limit is an important component in this study.
A large part of the traffic in Monroe County consists of tourist travelers, who generally
tend to have a leisurely driving style. The traffic also tends to include a large number
of recreational vehicles. Combined with some slow moving heavy vehicles, the travel
speeds tend to go below the speed limits when there are no opportunities for faster
moving vehicles to pass. Such impacts are evident on 15 of the 24 segments
operating median travel speeds below the weighted average posted speed limits as
presented in Appendix G; it is a slight decline from last year's data, which had 17
segments operating at median travel speeds below the speed limit; 11 of these 15
segments are in middle and upper keys (Segments#13 through 23)
amiaL a cities
The difference between the median speed and the LOS C Standard gives the reserve
speed, which in turn can be converted to an estimated reserve capacity of additional
traffic volume and corresponding additional development. The median overall speed
of 45.9 mph compared to the LOS C standard of 45 mph leaves an overall reserve
speed of 0.9 mph. This reserve speed is converted into an estimated number of
reserve trips using the following formula:
Reserve Volume = Reserve Speed x k x Overall Length
Trip Length
Reserve Volume = 0.9 mph x 1656 daily trips/mph x 112 miles
10 miles
Reserve Volume = 16,692 daily trips
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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The estimated reserve capacity is then converted Into an estimated capacity for
additional residential development, assuming balanced growth of other land uses, and
using the following formula:
Residential Capacity = Reserve Volume
Trip Generation Rate x% Impact on U.S. 1
Residential Capacity = 16,62 daily trips
(daily trips/ unit)x 0.
Residential Capacity = 2,608 units
Applying the formula for reserve volume to each of the 24 segments of U.S. 1
Individually gives maximum reserve volumes for all segments totaling 86,636 trips.
These Individual reserve volumes may be unobtainable, due to the constraint imposed
y the overall reserve volume.
County regulations and FDOT policy allow segments that fall to meet the LOS C
standards to receive an allocation not to exceed five percent below the LOS C
standard. Theso-called five percent allocations were calculated for such segments as
follows:
%Allocation = (median speed -9 %of LOS C►x 1666 x Length
Trip Length
In 2013,there were 4 segments Identified to be functioning below the LS C threshold
- the Duck (Segment # 1 ), L. Matecumbe (Segment # 17), Tea Table (Segment# 1 ),
and U. Matecumbe (Segment # 1 ). Of these segments, three are in the Village of
Islamorada (Segments # 17, 1 , and 19) and one is in unincorporated Monroe County
(Segment 1 ).
The Duck Key segment (Segment # 1 ) is an exception due to the temporary traffic
signal. The remaining three segments Identified above (Segments # 17, 1 , and 19)
have depleted their reserve capacities, leaving only a few trips (almost equal to 0)
based on the 5% allocation. According to the adopted methodology to assess level of
service on U.S. 1 in the Florida Keys, attached herein (Appendix ), additional
development should not take place in the segments where the reserve speed has been
depleted.
detailed summary table displaying level of service and reserve capacity values for
each segment is contained in Appendix G.
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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w SUMMARY
Following is a summary of the 2012 Travel Time and Delay Study results:
a) The traffic volumes have generally decreased by a very small amount compared to
last year.
b) The overall travel speed on U.S. 1 for 2013 is 1.1 mph lower compared to the 2012
overall travel speed.
c) Compared to 2012 data, the travel speeds on 13 of the 24 segments have increased.
They are:
Stock Island (_+1...,1 _... ...._ _.. ._ .... ._... ......_� _ .... .. _..�,
h) Big Pine(+0 9 mph
Boc. Chica +®_1...mph).... _ ............ _.. ,. I -Bahia Honda +0..2 mlll.h _. ,....__ _ ..... .. _......
Boca pp �h 7-Mlle Bride
BigCo itt(+1.2 mph)
h Q
Su arloaf +1.0 mph) .,,_,, ° + _ Village o� lltfateIV- yrrfbe ...0 7 m h V„ g f Islamorada
-C w .2 m h -Village of isiamorada
Summerland +0.2 mph) _ _._.._. _... _..._ ...Cross +07 mho
Travel speeds on 9 segments have decreased. They are:
� saa�l � -1. jh winale -o�cltyof Marathon -Plantation ( ® eph
Duch-5.2mphL (18 ma ph_u
Lon W 1 4 m h -Ke Lar o -3.0 m h
; 21tu ( O 5 mph) -village of Islamorada
d) Compared to last year's (2012) study results, there are LOS changes in ten of the 24
segments; 5 increases and 5 decreases.
e) Segment# 17 (L Matecumbe — MM 73.0 — MM 77.5) has remained at level of service D
for the past four years, although the travel speeds have slightly increased this year
compared to last year. Similarly, the adjacent segment-Segment#18 (U Matecumbe—
MM 77.6— MM 79.5) has remained at level of service E for the past two years, although
the travel speeds have increased significantly this year compared to last year. Special
attention should be given to these segments.
f) There were a total of 164 delay events, 5 of which were excluded due to their non-
recurring nature. The delays due to traffic signals were the largest recurring delay-
causing event this year. The traffic signals caused 141 delays, totaling 1 hour, 33
minutes and 6 seconds. The signals caused on average a 3 minute 20 seconds delay
per trip,which is 42 seconds more compared to 2012.
g) There were no draw bridge related delays this year.
h) The accident delays were the largest nonrecurring delay accounting for 53 minutes and
33 seconds. The accident delays were excluded from the overall and segment travel
times.
t) There were seven (7) congestion related delay events this year totaling only 12 minutes
and 41 second compared to 1 hour, 6 minutes and 1 second last year. The congestion
delay events contributed on average 27 seconds of delay per trip, which is significantly
lower when compared to last year's average congestion delay per trip of 2 minutes and
21 seconds.
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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J) Segments with reserve speeds of less than or equal to 3 mph should be given
particular attention when approving development applications. This year, there are
eight segments of U.S. 1 in this category, three less than last year.
-Saddlebunch ( 10.5— 16.5) -L. Matecumbe( 73.0— 77.5)
-Grassy(MM 54.0—MM 60.5) -Tea Table(MM 77.5—MM 79.5)
-Duck(MM 60.5—MM 63.0) -U. Matecumbe (MM 79.5—MM 84.0)
-Long (63.0—73.0) i -Windley(84.0—86.0)
P
The 10-mile stretch of Long Key segment (from MM 63.0 to MM 73.0) has been added
this year to make a 32 mile segment of middle and upper keys from Grassy ( M 54.0)
to Windley (MM 86.0) to be within the `area of critical concern'. The 3 mile Duck Key
segment should be excluded due to temporary construction (signal delay) that is
expected to be completed in the fall of 2013. Once construction is complete and the
temporary traffic signal is removed, the LOS and the reserve speed are anticipated to
improve.
Road widening is a typical capacity improvement remedy exercised by most
municipalities. In Monroe County, however road widening, specifically along U.S. 1 is
restricted by the adopted comprehensive plan policies to preserve and protect the
fragile ecological conditions. There are other less intrusive remedies could be explored
and evaluated to improve the traffic flow and the capacity of U.S. 1,they include:
- Identifying strategic locations to add turn lanes.
- Conducting speed studies on selected segment of U.S. 1 to confirm the posted
speed limits, and correct, if necessary.
- Consolidating driveways/access points to reduce/minimize friction.
- Enhancing signal timing at existing signalized intersections along U.S. 1 to improve
the traffic flow.
- Not allowing new signalized intersections along U.S. 1 if there is alternative safe
access to accommodate the turning movements.
- Improving the conditions along the county maintained local streets to minimize
U.S. 1 being used as the local street.
U.S. 1 is a state maintained roadway. Therefore, any modifications/ improvements to
U.S. 1 have to be developed in collaboration with the Florida Department of
Transportation.
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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INTENTIONALLYTHIS PAGE LEFT
2013—U.S. I Arterial Travel Time and Delay Study Monroe County
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APPENDIX
COLLECTIONDATA
(PreviouslyDATA COLLECTION METHODOLOGY
Calibration of the DMI
Prior to beginning the study, the DMI was calibrated over a half-mile course. The calibration
procedure set-up by the DMI manufacturer established a calibration factor of 0.682 for the
test vehicle,which resulted in measurements within 3 feet of the 5,280-foot distance (0.057%).
At this level of accuracy, the DMI would measure the 108 mile distance of U.S. 1 between
Stock Island and the Dade County line to within 325 feet, or to within 0.03 mile per hour(mph)
of the 45 mph standard for LOS C.
�loatin Car Iettuod and Passino Score
The study employed the floating car method, whereby under ideal conditions the test vehicle
passes and is passed by an equal number of vehicles (i.e. "goes with the flow"). A passing
score was recorded for each segment to document the extent to which this objective was
accomplished. Positive scores indicate the number of excess vehicles the test car passed;
negative scores indicate the number of excess vehicles that passed the test car; and zero
indicates an even balance. The overall passing score consists of the sum of the segment
scores.
The passing score provided an objective measure of the traffic flow, allowing the driver to
adjust the test car speed accordingly. In the event that the traffic flow was higher than the
posted speed limit, as was frequently the case in the Dade County and Boca Chica segments,
the test car also traveled above the speed limit. Vehicles turning on or off U.S. 1 were omitted
from the passing score.
Employing the floating car method in two-lane segments was fairly straightforward,where the
observers frequently encountered platoons of sufficient size to discourage or prohibit
passing. When positioned at the rear or in the middle of a platoon, the observers simply
traveled with the pack. When positioned as the lead car, the observers avoided delaying the
platoon yet kept the platoon within sight.
On two-lane segments the observers occasionally encountered stopped vehicles waiting to
turn left, raising the question of whether the test vehicle should leave the lane or paved road
surface and pass to the right of the stopped vehicle. When the vehicles ahead of the
observers passed to the right of the stopped vehicle, then the observers did also. However,
when the test car was the lead car in the platoon, the observers only passed on the right if
they could do so without leaving the paved roadway.
Within four-lane segments with light congestion, the observers often encountered traffic
traveling in the right lane at or below the posted speed limit,while there was little or no traffic
in the left lane. Rather than "floating" below the speed limit in the right lane or traveling at
the maximum possible speed in the left lane, the observers traveled at the posted speed limit,
which resulted in passing score as high as +10. Thus, in these cases, a passing score of
zero is undesirable, since the corresponding speed would fail to reflect the availability of the
vacant passing lane.
Within four-lane segments with moderate or heavy congestion, the observers often
encountered separate platoons in the right and left lanes, with the left lane typically moving
at a faster speed. Rather than continuously changing lanes to achieve a passing score of
zero, the test car "floated" in the faster of the two platoons, which also yielded high passing
scores.
Platoon Size
o provide a measuref roadway congestion within each segment, the average number of
vehicles traveling in the test caes platoon was recorded, including the test car itself. Within
four-lane segments, this number represents the average number of vehicles that traveled i
the test car's platoon within e test car's lane.
Treatment of De la
In accordance with the FDOT Manual on Uniform Traffic Studies, the observers began
recording delay when the test car's speed fell to 5 mph and terminated the delay event when
the test car's speed rose to 15 mph. Each delay entry was identified, in the DMI memory by a
sequential code number. The observers recorded the type and location of the delay on a field
data sheet.
When computing both segments and overall travel times, delays due to typical events such
as turning movements, traffic signals, and certain types of congestion were included.
Unusual or non-recurring delays, such as construction, accidents, school bus, and
emergency vehicles were excluded. Delays due to drawbridge opening were excluded from
the segment travel times, but included in the overall travel times. However, regardless of
how a particular type of delay was treated in the analysis, all delays of all types were
identified and recorded on the field data sheets.
Occasionally an external event slowed traffic speeds, but not enough to meet the 5 mph
criteria for a formal delay. Highway construction and maintenance activities were the most
common example of this borderline situation.The decision of whether to record these events
was made on a case-by-case basis in the field. As long as the observers were traveling at
speeds within 5 to 10 mph of the posted speed limit and the event occurred over a distance of
about a mile or less, the event was not recorded. However, if the activity caused speeds
slower than this or when the observers witnessed active interference, such as bulldozers or
flagman blocking the traffic,the event was recorded and later excluded from the analysis.
METHODOLOGYL- F- I
ON -1 IN THE FLORIDA
y
Rafael E. De Arazoza
Florida Department of Transportation
District 6
02 South Miami Avenue
Miami, Florida 33130
(305) 377-510
And
Douglas S. McLeod
Florida Department of Transportation
Mail Station 19
605 Suwannee Street
Tallahassee, Florida 32399-0450
(904) 922-0449
For Presentation at the
Transportation Research Board Annual Meeting
January 1993
R.E.De Arazoza
D.S.MaCleod
ABSTRACT
This paper presents the methodology developed to assess level-of-service (L ) on U -1 in the
Florida Keys. Although predominantly an uninterrupted flowtwo-lane roadway in the Keys, U -1'
uniqueness warrants all alternative LOS evaluation process to that found in the 15 Highway
Capacity Manual.
U.S.-1 extends from the Key West to the Florida mainland with no major roads intersecting it.
Furthermore, no other principal arterial serves the Keys or the Keys' resident and tourist population,
over 100,000. Its unique geography, land use patterns, trip making characteristics presented
challenge in developing and applying a reasonable and acceptable method to assess its LS.
uniform method was developed to assess LOS on U.S.-1 to cover both its overall arterial length
from Key West to the Florida mainland, and 24 roadway segments delineated. The methodology
employs average travel speed as the main measure of effectiveness. It was developed from basic
criteria and principles contained in Chapters 7 (Rural Multilane Highways), 8 (Rural Two-Lane
Highways)and 11 (Urban and Suburban Arterials)of the 1985 Highway Capacity Manual.
The results of the study correlate well with perceived operating conditions on US-1 and over a two-
year period the methodology appears to have a good level of reliability. The authors recommend
that for uninterrupted flow conditions in developed areas, Chapters 7 and 8 of the Highway Capacity
Manual incorporates average travel speed as the main measure of effectiveness to determine LO .
R.E.De Arazoza
D.S.MaCleod
METHOD TO ASSESS LEVEL-OF-SERVICE
ON U -1 IN THE FLORIDA KEYS
INTRODUCTION
The purpose of this paper is to present the methodology developed by the Monroe County U -1
level-of-service (LS) Task Force to assess LS on U -1 (the Overseas Highway) in the Florida Keys
(1). The authors are members of the referenced task force.
U -1 which is mostlytwo-lanes, has unique geographic and trip characteristics. It extends through
the Florida Keys covering approximately 180 kilometers (112 miles) from the City of Key West to the
Florida mainland (Figure 1). There are 48 bridges crossing water for a total length of 35 k (22 i),
with the longest bridge approximately 11 km (7 mi) long. There is no other road, to provide vehicular
access to the Florida Keys from the rest of Florida or anywhere else. Few local roads are 5 k (3 i)
in length. Consequently, U -1 serves not only as a regional principal arterial which serves intra as
well as interstate travel, but also serves as the local road for most of the trips within the Keys. U -1
Annual average daily traffic ( T) volumes range from a low of 4700 to a high of 3200. The road
serves a large tourist demand and is one of the most scenic in the United States. The linear
geography with the narrow land width of most of the Florida Keys are further characteristics.
Most of the surrounding land use is rural developed and suburban in nature; however, some areas
are totally rural and others are urban, such as the Key West and its suburbs. With the exception of
the few completely rural segments and the bridges, strip commercial stores, motels and restaurants
are very common throughout the Keys along U -1. Numerous driveways and intersecting local
roads provide access to the surrounding residential areas.
The U -1 LOS study encompassed approximately 174 k (10 i) of U -1 from KeyWest/Stock
Island to theMonroe/Dade County Line, broken down as follows:
0 129 k ( 0 mi) (7 %) two-lane uninterrupted flow;
0 32 k (20 mi) (19 %) four-lane uninterrupted flow; and
0 13 km (8 mi) (7%) four-lane urban/suburban interrupted flow.
R.E.De Arazoza
D.S.Macleod
Part of the growth management process in Florida is to assess roadway LOS to determine if
roadway facilities meet standards established by state regulations. The Transportation Research
Board Special Report 209 Highway Capacity Manual ( C ) (D is extensively used throughout
Florida as the source document to determine highway capacities and LS.
HCM Chapter 7 (Rural Multilane Highways), 8 (Rural Two-Lane Highways) and 11 (Urban and
Suburban Arterials)were consulted to determine applicability to the unique conditions and vehicular
traffic operations and characteristics of the Florida Keys. Only the 13 k (8 mi) of urban/suburban
interrupted flow and the small percentage of thetwo-lane truly rural portions correlate directly to the
HCM Chapters 11 and 8.
Thus, the challenge was to develop a methodology to assess arterial LOS along U -1 without
deviating from the principles of the HCM. Towards that end a task force was created consisting of
representatives from State and local agencies and an engineering consulting firm.
R.E.De Arazoza
D.S.MaCleod
THE NEED TO DEVELOP A LOS MEASUREMENT METHOD
From a state transportation perspective, the overall operating condition of U -1 is important, not the
condition of any smaller segment. With Key West as a major tourist destination at the southern end
of the Keys and no alternative routes, the logical analysis section of highway extends from Key West
to the mainland. From local transportation and development approval perspectives, shorter
segments for analysis are desirable.
Chapter 8 of the HCM presents a methodology which applies to typical ruraltwo-lane highways with
basically long stretches of roads, and few side intersecting streets and driveways directly
connecting to the roads. Chapter 8 methodology relies mainly on "percent time delay" to assess
L . The HCM further states that"Percent time delay...is defined as the average percent of time that
all vehicles are delayed while traveling in platoons due to inability to pass. Percent time delay is
difficult to measure directly in the field. The percent of vehicles traveling at headways less than 5
seconds can be used as a surrogate measure in field studies."
Chapter 8 of the HCM also uses average travel speed and capacity utilization as additional measures
of effectiveness to assess L . However, the HCM states clearly that percent time delay is the
primary measure of service quality. Further inspection of the average speeds for level terrain
depicted by Table -1 of the HCM do not correspond well with the typical operating speeds of U -1
in the Florida Keys. For instance, Table -1 shows average speeds ranging from 58 mph (93 h)
(L )to 45 mph (72 kmh) (L ).
The overall weighted posted speed limit for U -1 in the Florida Keys is 79.7 kmh ( 9.5 mph). The
overall median operating speeds along U -1 according to the 191 and 192 field studies (3, 4 )were
76.8 and 75.5 kmh ( 7.7 and 46.9 mph), respectively. The field studies showed,for the most part, the
survey vehicle(s)was traveling close to the posted speed limit.
R.E.De Arazoza
D. S.Macleod
It is believed the average motorist in the Florida Keys is mostly concerned with operating at an
acceptable average travel speed rather than being concerned about the ability to pass. This is
supported by the physical and traffic characteristics of the Keys (e. ., adjacent land development,
sight seeing tourists), local knowledge, and discussions with motorists.
From the above statements, it was clear to the task team that HCM Chapter 8 methodology could not
e applied to U -1 for analysis of itstwo-lane sections.
With regards to the four-lane uninterrupted flow portions of U -1, a similar dilemma occurred. HCM
Chapter 7 methodology applies to multi-lane highways with operating characteristics generally
unlike those of U -1 through the Florida Keys. For instance, average travel speeds depicted by
Table 7-1 of the HCM are also higher than those encountered in the Keys. Further, the methodology
inherent in equations (7-1), (7-2) and (7-3)are closely related to those of freeways with their higher
service flow rates, which again neither simulate nor resemble those of US-1 in the Keys. The Four-
lane portion is found mostly in Key Largo (the northeastern end of the Keys) which has a weighted
posted speed limit of 72.5 kmh ( 5 mph). Key largo is developed with strip commercial and
residential development. It has numerous driveway connections and side streets directly accessing
U -1.
The remaining 7% of the total U -1 mileage is four-lane interrupted flow. These are the portions
encompassing Marathon (in the middle of the Keys) and Stock Island (near Key et). The
operating characteristics here are truly urban/suburban and interrupted flow in nature resembling
those of HCM Chapter 11. Thus, the methodology of Chapter 11 was employed in assessing LOS on
these segments.
From the preceding discussion, it was evident that a distinct method to assess LS on US-1 had to
e developed. The task tea 's efforts concentrated on keeping consistency with the basic
philosophy of the HCM, and yet be sensitive to the Keys uniqueness. Thus, the proposed
methodology correlates measured travel speeds along U -1 with LOS speed thresholds developed
as part of this study. This is in line with the concept behind the HCM of average travel speed being
the main parameter to measure arterial LO .
R.E.De Arazoza
D. S.MaCleod
METHODOLOGY
Considering the types of trips served by U -1, it was decided to conduct travel time and delay runs
to cover both the entire length of U -1 from Key West to theMonroe/Dade County Line (mainland)
and for each segment of the highway along the way. Twenty-four segments were selected as
depicted by Table 1. Each segment is fairly homogeneous in nature having a uniform roadway cross
section and traffic flow.
Travel speeds for the overall length (from Key West to the mainland) provide an indication of the
LOS for the regional trips. Travel speeds for each segment also provides an opportunity to assess
the impact of local trips. Establishing speed criteria for both the overall length and for each roadway
segment satisfies the requirements of the Florida growth management process.
The next step in the process was to determine the number of travel time runs and how, when and
to/from where. Runs were started at both ends of U -1. For example, one run started on Stock
Island (Key West City limits) and proceeded to the mainland (Dade County).After reaching this point,
the vehicle turned back and proceeded to end the run where it started, on Stock Island. On another
day the reverse was true (i.e., the run started in Dade County instead of Stock Island). It was
decided to perform a total of fourteentwo-way runs ortwenty-eight in each direction covering the
174 k (10 i) study portion of U -1. Twenty-eight runs provide enough data for statistical
significance. Control points were established at each of the 24 segments to record travel time and
speed data specific to each one of those segments. Seven runs were started at Stock Island and
seven in Dade County. Each began at staggered hours to cover the varied trip purposes and time
frames within the Keys. The surveys were conducted during March, reflecting the area's peak traffic
season.
For each run the process provided data, such as running speed and travel speed, in each direction
of US-1. Vehicular traffic counts were also collected at three locations covering seven days.
The travel time runs yielded a total of 28 one-way travel speed values for the overall length of US-1
and for each of the 24 segments. The value selected for analysis was the median speed which
would reflect a "typical peak period during the peak season." In other developed parts of Florida the
typical peak hour of the peak season approximates the 100th highest hour of the year(5).
R.E.De Arazoza
D.S.MaCleod
The median value was also selected, instead of the average,to avoid the influence of extremely high
or low speed value at either end of the survey population.
The process up to this point provided median travel speeds. The question then became, what LOS
o these speeds represent.
The next step was to develop a set of L /Speed threshold values for both the overall length of U -1
and the pertinent segments of the highway. Towards this end, the speed ratios between LOS
thresholds from Tables 7-1, -1 and 11-1 of the HCM were used in the analysis. These ratios were
weighted against actual mileage of U -1 in the Florida Keys to represent the prevailing type of flow;
two-lane uninterrupted flow, four-lane uninterrupted flow and four-lane interrupted flow. For
example, from the level terrain portion of HCM Table -1, the ratio between LOS B speed and L
speed is 55/5 = 0.948. The ratio between LOS C/LOS A = 2/5 = 0. 7; the ratio between LOS
DILOS A= 50/58= 0. 62 and so on. The same process was applied to Tables 7-1 ( 6.6 kmh)(60 mph)
and 11-1. Then each ratio was weighted to take into account the length of the section of US-1 to
which that type of traffic flow applied. Once all the ratios were developed, the weight criteria was
applied as in the following example:
TYPE OF FLOW LS C/LOS A RATIOWEIGHT
Two-lane uninterrupted 52/58=0.897 7
Four-lane uninterrupted 44/50=0.880 1
Four-lane interrupted 22/35=0.629 07
Therefore,the overall speed ratio between LOS C and LOS A is
[74(0.897)+19(0.880)+7(0.629)]+1
The above process was applied to develop all the required ratios.
Further observations with reference to Tables -1, 7-1 and 11-1 yielded the following. From Table -1
the difference between LOS A and LOS B speeds is 4.8 kmh (3 mph), or 4.8 kmh (3 mph) above an
assumed posted speed limit of 88 kmh (55 mph). From Tables 7-1 and 11-1 the differences are 3.2
kmh and 11.3 kmh (2 mph and 7 mph), respectively, with LOS lower than assumed speed limits.
Therefore, from these observations plus local knowledge, it was determined that the overall -1
posted speed limit is 7 .7 kmh ( .5 mph) reasonably fell between the LOS A and B thresholds. This
R.E.De Arazoza
D.S.Macleod
assumption is not far away from the premise that if a vehicle is able to sustain a travel speed equal
to the posted speed limit, then it will correspond typically with the upper ranges of LS (i.e., L
or ).
With the above speed differentials and LOS range premise in mind, the U -1 overall speed
thresholds for LOS A and B became 82.1 kmh ( 1 mph) (2.4 kmh (1.5 mph) above 7 .7 kmh ( 9.5) and
77.3 kmh (48 mph), respectively. Applying the developed ratio between LOS CILOS A to the L
speed resulted in 72.5 kmh (45 mph), rounded off (i.e., 0. 75 x 82.1 kmh ( 1 mph) = 71.8 kmh (44.6
mph)), which then became the threshold for LOS C. After applying all the ratios the overall LOS
criteria for U -1 became:
LOS Speed
A z 82 kmh (51 mph)
z 77 kmh (48 mph)
C a 72 kmh (45 mph)
D z 68 kmh (42 mph)
E a 58 kmh (36 mph)
F C 58 kmh (36 mph)
Inspection of the criteria above indicates a close relationship with the speed differentials of both
Tables 8-1 and 7-1 of the HC . Comparing the median speed data for U -1 from the 1991 and 1992
field studies to the above criteria resulted in an overall LOS of C for both years, i.e., 76.8 kmh (47.7
mph) for 1991 and 75.5 kmh (46.9 mph) for 1992. These speeds are 2.9 kmh (1.8 mph) and 4.2 kmh
(2.6 mph) below the overall weighted 79.7 kmh (49.5 mph) speed limit, which would correspond to
the upper range of LOS C. The authors also believe that LOS C is the appropriate LOS designation
for the whole of US-1 from Key West to the mainland.
A final step was still needed to complete the task of developing LO /Speed threshold values for the
segments of U -1. No further work was needed to cover the 7% mileage of the interrupted portions
of U -1 found on Marathon and Stock Island, adjacent to Key West. As discussed earlier, these
segments correlate with Chapter 11 of the HCM. Therefore, direct application of Table 11-1
LO /speed criteria for a Class I arterial was made.
R.E.De Arazoza
D. S.MaCleod
The remaining segments fell within thetwo-lane and four lane uninterrupted flow criteria. It was
decided to make LOS A speed criterion 2.4 kmh (1.5 mph) above the weighted posted speed limit in
order to keep consistency with the overall criteria. LOS C speed was set 9.7 kmh (6 mph) below LOS
speed consistent with Tables 7-1 and -1 of the HC . LOS B and D speed criteria were set to
provide equal increments between LOS A and L (i.e., LOS B 4.8kmh (3 mph) below L
speed and LOS D 4.8kmh (3 mph) below LOS C speed). LOS E was set 9.7 kmh (6 mph) below the
LOS D Speed. This makes the segmental speed differential between LOS thresholds consistent with
the differentials in the overall criteria, except for one consideration. On any segment, intersection
delay would be deducted from the seent's travel time to account for the influence of that signal
on the segment (i.e., signal delay = 1.0 x 15 seconds average stopped delay). This corresponds to
an LOS C delay due to isolated signals. LOS C delay was chosen because LOS C is the state LOS
standard for U -1 in the Florida Keys. The rationale behind deducting signal delay from the segment
analysis was to recognize for the impact of signals in reducing travel time. This provides the
required sensitivity in the segment which is not only to assess the impact of regional vehicular trips,
but also those that are local in nature. The following illustrates the concept plus one example for the
U -1 Segmental L /speed relationship.
o The uninterrupted flow segment criteria are:
LOS SPEED
z 2.4 kmh (1.5 mph) above the posted speed limit
z 4.8 kmh (3.0 mph) below L
C z 9.7 kmh ( .0 mph) below L
a 14.5 kmh (9.0 mph) below L
z 24 kmh (1 .0 mph) below L
F <24 kmh (15.0 mph) below L
o A segment having a weighted posted speed limit of 72 kmh ( 5 mph)would then have
this criteria:
LOS SPEED
z 74.9 kmh (46.5 mph)
z 70.0 kmh (43.5 mph)
C z 65.2 kmh ( 0.5 mph)
z 60.4 kmh (37.5 mph)
z 50.7 kmh (31.5 mph)
F <50.7 kmh (31.5 mph)
R.E.De Arazoza
D. S.MaCleod
0 The L /Speed criteria for interrupted flow segments(marathon and Stock Island) are
based directly on a Class I arterial from Table 11-1 of the HCM.
LOS SPEED
z 56.4 kmh (35 mph)
z 45.1 kmh (28 mph)
C a 35.4 kmh (22 mph)
z 27.4 kmh (17 mph)
z 20.9 kmh (13 mph)
F <20.9 kmh (13 mph)
Speed data from both the overall length of U -1 and the individual segments were compared against
the applicable L /speed thresholds. This provided for an assessment of the facility LS plus an
indication of reserve speed, if any.
Under Florida's and Monroe County's growth management process if the overall LOS for U -1 fell
below the LOS C standard, then no additional land development would be allowed to proceed in the
Florida Keys. Unless the proposed new development traffic impact were mitigated. If the overall
LOS for U -1 was C or better, then additional development could take place in those segments
where there was reserve speed available (i.e., seent's speed was higher than the standard
threshold).
Besides meeting highway LOS standards there are numerous other considerations in Florida's
growth management process pertaining to the Florida Keys that are beyond the scope of this paper.
s mentioned in the introduction, the purpose of this study was to present the methodology to
assess LOS on U -1.
THIS
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2013 EXHIBIT 1-1
TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES
ONROE COUNTY, FLORIDA1 - UDA
f
TO KEY WEST TO MARATHON
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2013 EXHIBIT1-
TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES
,o
ONROE COUNTY, FLORIDA US 1 -MONDAY
TO KEY WEST TO MARATHON
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2013 EXHIBIT 1-3
TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES
MONROE COUNTY, FLORIDA US 1 -TUESDAY
TO KEY WEST TO MARATHON
23,193
21,245
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2013 EXHIBIT 1-4
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TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUME
! m MONROE COUNTY, FLORID 1 - EDNESDAY
TO KEY WEST TO MARATHON
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21,748
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2013 EXHIBIT 1-5
TRAVEL TIME D STUDY Y DAILY VOLUMES
ONROE COUNTY, FLORIDA 1 -THUSY
TO KEY WEST TO MARATHON
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TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES
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