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Item H1 � H.1 � � �, BOARD OF COUNTY COMMISSIONERS County of Monroe � ��r�i �r � s�� Mayor Heather Carruthers,District 3 The Florida.Keys Mayor Pro Tern Michelle Coldiron,District 2 Craig Cates,District 1 David Rice,District 4 Sylvia J.Murphy,District 5 County Commission Meeting June 17, 2020 Agenda Item Number: H.1 Agenda Item Summary #6519 BULK ITEM: No DEPARTMENT: Planning/Environmental Resources TIME APPROXIMATE: STAFF CONTACT: Emily Schemper(305) 289-2506 2:00 P.M. AGENDA ITEM WORDING: Discussion and direction on the 2019 US1 Arterial Travel Time and Delay Study and the preparation of the Biennial Assessment of Public Facilities Capacity Report as well as the level of service and concurrency reviews for development proposals. ITEM BACKGROUND: The Monroe County Comprehensive Plan and Land Development Code (LDC) require that all development and redevelopment taking place within unincorporated Monroe County do not result in a reduction of the level of service requirements, including transportation facilities. The Monroe County Comprehensive Plan and LDC have adopted level of service (LOS) standards for roads, particularly US Highway 1, which is part of the Florida Department of Transportation (FDOT) State Highway System. Policy 301.1.2 For U.S. 1, Monroe County hereby adopts a level of service (LOS) standard of C, as measured by the methodology established by the U.S. I LOS Task Force and adopted by the Board of County Commissioners in August 1991. The level of service on U.S. I shall be maintained within five percent (5%) of LOS C. Sec. 114-2. - Adequate Facilities and Review Procedures. (a) Level of Service Standards (LOS). All development shall be served by adequate public facilities in accordance with the following standards: (1) Transportation/Roadways. a. U.S. I shall have sufficient available capacity to operate at LOS C for the overall arterial length and the 24 roadway segments of U.S. 1, as measured by the U.S. I Level of Service Task Force Methodology, at all intersections and roadway segments. 1n addition, all segments of U.S. 1, as identified in the U.S. I Level of Service Task Force Methodology, which would be impacted by a proposed development's access to U.S. 1, shall have sufficient available capacity to operate at LOS C. b. 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 (5%) below LOS C, as measured by the U.S. I Level of Service Task Force Methodology. While development may be approved within 5% of LOS C, the proposed development shall be considered to have an impact that needs mitigation. Development mitigation may be in the form of specific Packet Pg. 1346 H.1 improvements or proportioned shared contribution towards improvements and strategies identified by the County, and/or FDOT to address any level of service degradation beyond LOS C and/or deficiencies. This LOS standard is used within the County's Concurrency Management System to review development proposals and ensure that the transportation facilities needed to serve development will be in place when the impacts of the development occur; to evaluate any potential degradation in the adopted LOS; and to determine the need for improvements in order to achieve and maintain the adopted LOS standard. Concurrency must be satisfied at the time a development permit is issued; at the time a certificate of occupancy; or through a binding contract or agreement for the necessary facility and/or service improvements or proportionate share contribution. Policy 101.1.5 Transportation facilities needed to serve new development shall be in place when the impacts of the development occur. If transportation facilities are needed to ensure that the adopted level-of-service standards are achieved and maintained, prior to commencement of construction, a developer is required to enter into a binding and legally enforceable commitment to the County to assure construction or improvement of proportionate share of required improvements, or to assure the provision of the proportionate share contribution of the costs for the necessary transportation facilities. The development of a single family residential unit shall be considered de minimis and shall not be subject to this requirement. Policy 301.2.3 Monroe County shall not permit new development which would significantly degrade the LOS below the adopted LOS standards on U.S. 1 (overall) unless the proportionate share of the impact is mitigated. The development of one single family residential unit, on a single parcel, shall be considered de minimis and shall not be subject to this requirement. A five percent projected decrease in travel speeds,below LOS C, is a significant degradation in the level of service on U.S. 1. Traffic volume which exceeds the LOS D standard by more than five percent is a significant degradation in the level of service on any other County road. To determine the level of service on U.S. 1, the County's traffic consultant conducts an established systematic traffic monitoring program, developed by the U.S. 1 LOS Task Force, to monitor traffic volumes and travel speeds of U.S. 1 as well as on each of the 24 study segments on U.S. 1. This review has been conducted since 1992. The review was completed annually until 2013 and since 2013 the review has been conducted every two years (2013, 2015, 2017 & 2019). This information is provided as a report titled, the US I Arterial Travel Time and Delay Study. It is important to note, that the U.S. 1 LOS Task Force developed a unique methodology to assess level of service for the Florida Keys to cover both its overall arterial length from Key West to the Florida mainland, and 24 roadway segments delineated, based on an average travel speed formula. The data is collected over fourteen (14) round trips for a total of 28 travel time runs with a staggered schedule of departure times (generally between 9am and 4pm). These runs are represent a sample of two runs for each day of the week. The seven-day, 24-hour traffic data are collected in Islamorada, Marathon, and Big Pine Key. Over the years, there have been timeframes where certain segments of U.S. 1 have experienced a degradation of traffic speeds/LOS but not for U.S. 1 overall (entire arterial length). Unlike prior Packet Pg. 1347 H.1 years, the draft 2019 U.S. 1 Arterial Travel Time and Delay Study indicates that the overall LOS for the entire length of U.S. 1 has fallen from LOS C to LOS D, and there is no reserve capacity for additional trips. According to the policies and regulations in the Monroe County Year 2030 Comprehensive Plan and Land Development Code, this would mean that County may not permit new development, other than single family homes, unless the proposed development's traffic impact is mitigated(see attachment with Comprehensive Plan and LDC transportation provisions). Excerpt from draft 2019 U.S. 1 Arterial Travel Time and Delay Study: 2019 LEVEL OF SERVICE AND RESERVE CAPACITY AD1.. AD I(USTED MEDIAN 2619 2017 SEGMENT LENGTH FACILITY POSTED SPEED FOR LOS C TRAVEL LOS RESERVE MAXIMUM RESERVE 5',ALLOCATION MAXIMUM RESERVE f11- sp TYPE L€mots Average SIGNAL CRITERIA SPEED SPEED VOLUME F3ELOVILOSC VOLUME (mph3 imPh) Imph) (mphj (mph) (mglr) (Trips} {trips) (trips) 1 Suck Island(4.0-5.0) 1.10 4-LT) W45 429 WA 220 33.0 B 11.0 2,004 2,207 1.348 2 Baca Chica(5.0-9..0) 3.9 4-L11) 45155 54.7 WA 5D.2 55.8 B 5.6 3,617 5,249 6.0�71 3 Big Cappitt(9.D-10.5( 'I.5 2-LD 45i55 457 W 412 46.1 B 4.9 1,217 1,737 1.341 4 Saddiebunch(10.5-16,5) 5.8 2-LAU 45i55 53.6 WA 49.1 52.0 C 2.9 2,785 5,102 4.034 5 Sugarloaf(I6 5-20.5) 3.9 2-LfU 45 45.D 4.5 36.0 48.1 A 12.1 7,815 8,966 7.944 6 Cudjoe(20.5-23.0) 2.5 2-LfU 45 45.D WA 4D..5 47.2 A 6.7 2,774 3,612 3.198 7 Summerland(23:0-25.0) 2.2 2-LfU 45 45.D WA 4D..5 45.2 IS 4.7 1,712 2,466 1.639 8 Ramrod(25.0-27.5) 2.3 2-LfU 45 45.D WA 4D..5 46.7 A 6.2 2,361 3.,138 2.133 9 Torch(27.5-2q.5} 2.1 2-LfU 45 45.D WA 4D..5 48.1 A 7.6 2,643 3,352 2.5€14 ID Big Pine(2q.5-3.3..0) 3.4 2-LfU 45 45.D 4.0 36..5 42.4 9 5.9 3,322 4,332 1.295 11 Bahia Honda(330-400; 7.0 2-LfU(70%) 45I5D155 524 WA, 479 54.2 A 6.3 7,303 10.G47 6.723 4-LT)(30'!) 12 7-Mile Brag.(40.0-47 0) 68 2-UU 45I5D155 54 4 NIA 499 53.4 B 3.5 3,941 6,711 3.603 13 Marathon(47 0-.54..D) 7.3 2 LU If3'!j 35145 42.3 WA 22.0 37.9 A 15.9 19,221 20,518 19,221. 4-UD(07) 14 Grassy(54.0-60.5) 6.4 2-LAU 45i55 54.6 (A 48.7 50�.7 C 2.1 2,226 4,794 3.296 15 Duck(60.5-63,0) 2.7 2-LfU 55 55.0 WA 5D..5 53.3 C 2.8 1,252 2,402 1.252 16 Lang 163 0-73 0 99 2-UU 40A545D455 534 NIA 489 52.0 13 3.1 5,032 9,017 2A59 17 L Ntatecurnbe J10-77.51 4.5 2-LfU 50155 54.0 WA 49..5 49.6 C 0.1 75 11890 224 18 Tea Tahle(77.5-79.5) 2.2 2-UU 45155 529 NIA 484 46.9 CI -1.5 (546p 342 (692) 19 U Matecumbe(79.5-84.0: 4.1 2-LfU 30i40!45 45.0 WA 40..5 36.4 E -4.1 f2,784) (883) 20 Windl ay(84 0-869( 19 2-UU 30t40145 450 NIA 4D.5 37.0 E -3.5 (1,101) 1476) 157 21 Pl antatian(869-91.5) 5.8. 2-UU 45 450 4.2 36.3 35.3 CI -1.0 (960) 743 3.266 22 Tavarnier l915-99.51 B.0 4-UD 4560 472 2.0 4D7 46.9 A 6.2 8,214 10.884 8.876 23 Key Largo(99.5-106.0) 6.8 4-Lf1) 45 4150 3.8 36.7 44.2 A 7.5 8,446 10.568 8.333 24 Cross(105.0-112.5) 6.2 2-Ut} 45155 .51.4 WA 46.9 5€I.2 B 3.3 3,388 5,775 5.852 Overall f08.3 45.0 44.6 D -0.4 i7,419) Packet Pg. 1348 H.1 3P xe R 8 P3.4 Na{Bff Mt An'- Wa IIr 330 ,. _ v Z xRfkv!»F.a..xratt Aar ar9lriw sA MD p 8 9'Jb 53R ' i •' ,f A L 6/s37 L3�� - eu a sc . s Aav ✓ .. buy 75_ l: 444 3 rrrn l,.;,. rx viz rC❑.- 51 Lug RI�fS) Ov fiIA 53J �,., ank.,11 '"I 3- .� A!&1 a ^J fir>vY•x! I3D 'I.5 a9L AA anl�&S.x/x ror 5leyv l3 YS.i 't) _ N4119 L ih_9 c'lu96 A _ f da 5 2u c al€1 s :ux i Q n(!+a 9 It{� 13 In 9 6 R S2+J �11 46 b - ,0.• 1 2 14 c5Q.7 r � d 29! a a»s ' Se,gnc nt Number 3330 B,S r B ibS 1911 2017 1S MU !9 A �[n r r467 2Q39O�29 snug 9e 42n Along with completing the systematic traffic monitoring program, the Comprehensive Plan and LDC Section 114-2(b)(3) directs staff to submit a Biennial Assessment of Public Facilities Capacity Report to the BOCC to identify the capacity of available public facilities for not only roads/transportation but also solid waste, potable water, sanitary sewer, drainage and recreation and open space. For this report, the County utilizes the US 1 Arterial Travel Time and Delay Study to document the road/transportation available capacity and areas of marginal or inadequate facility capacity. The LDC further directs that the County shall not approve applications for development in areas of the County that are served by inadequate facilities identified in the Biennial Assessment of Public Facilities Capacity Report, except the County may approve development that will have no reduction in the capacity of the facility or where the developer agrees to increase the level of service of the facility to the adopted level of service standard, through: • A binding executed contract is in place at the time the development permit is issued which provides for the commencement of the actual construction of the required facilities or provision of services; or • An enforceable development agreement guarantees that the necessary facilities and services will be in place with the issuance of the applicable development permit. An enforceable development agreement may include, but is not limited to, development agreements pursuant to section 163.3220, F.S., or an agreement or development order issued pursuant to Chapter 380, F.S., or • The proportionate share contribution or construction is sufficient to accomplish one or more mobility improvement(s) that will benefit a regionally significant transportation facility. Packet Pg. 1349 H.1 With the draft 2019 U.S. 1 Arterial Travel Time and Delay Study indicating an overall LOS D on US 1 with a median speed of 44.6 mph, an applicant would need to work with County and FDOT to identify mitigation and improvement projects to achieve and maintain the Level of Service, represented by a median speed of 45 mph. Since the travel speed for the entire length of U.S. 1 has fallen from LOS C to LOS D and improvement projects must be assessed and approved by FDOT, and it may take time to identify and evaluate options. FDOT develops a 5-year Work Program to plan for the funding, design and construction of projects in Monroe County. The current FDOT Citizen's Report on the Draft Tentative Work Program Fiscal Year 2021 — 2025 (attached) mainly show resurfacing and bridge-repair/rehabilitation which do not add capacity. LDC Section 114-2(b)(4) further states, the BOCC shall consider and approve or approve with modifications the Biennial Assessment of Public Facilities Capacity Report. In the event the BOCC acts to increase the development capacity of any service area, the BOCC shall make specific findings of fact as to the reasons for the increase, including the source of funds to be used to pay for the additional capacity required to serve additional development to be permitted during the next 12- to 24-month period. The recently completed and approved Biennial Assessment of Public Facilities Capacity Reports include: • Resolution 341-2018 approving the 2016-2017 Public Facilities Capacity Assessment Report, approved by the BOCC on October 17, 2018. • Resolution 340-2015 approving the 2014-2015 Public Facilities Capacity Assessment Report, approved by the BOCC on October 21, 2015. • Resolution 098-2013 approving the 2013 Public Facilities Capacity Assessment Report, approved by the BOCC on May 21, 2014. Before preparing the Biennial Assessment of Public Facilities Capacity Report, County staff is requesting direction on potential updates to the methodology for completing the U.S. 1 Arterial Travel Time and Delay Study, as outlined by the County traffic consultant(page 2-3 and 22-23 of draft 2019 U.S. 1 Arterial Travel Time and Delay Study). Potential updates to the methodology would be consistent with Policy 301.2.1. Policy 301.2.1 Monroe County, in coordination with the FDOT, shall continue the systematic traffic monitoring program initiated in March 1991, to monitor peak season traffic volumes at permanent count stations and travel speeds on the overall length of U.S.1 and on each of 24 study segments of U.S. 1, and to determine the cumulative impact of development and through traffic. Monroe County shall use the methodology developed by the U.S. 1 LOS Task Force composed of representatives from Monroe County,FDOT, and the Department of Economic Opportunity (DEO) for conducting this analysis and shall request that the Task Force update and refine the methodology's assumptions on a periodic basis when new data becomes available. AECOM, County consultant, considerations for updating the methodology of the U.S. 1 Arterial Travel Time and Delay Study (excerpt from 2019 draft): Packet Pg. 1350 H.1 The following is a list of considerations for review: : 1) The US 1 Levell of Service Task Force was formulated Kira IW2 to develop a methodology for US 1 that utillizes are ermpiricall relati hip betweerr the Il rr --based capacities and the speed-based Level of;service (L ). The Task Force w as multi-agencytearmi with rr*rnbers frorm Monroe County, the Florida rti m rat of Transportation, and the Department of Economic OpportUnity (fonnerly knownas Flo=nida Department of Co muriity Affaiir - DCA). The mettrodology. established by the task force includes a procedure for usling travel speedas a means of assessing the hewrell of service and reserve, capacity for US 1.The members of the Task Forte met again in 1997 to re,-evalluate the LOS metbodiology and made, some rminar changes.. The squall delay for LO was dto 25 sec from 15 second to, account for changes in the 14.iQhw ay Capacity Manual,t(,HCM)., Considerinig that the last meeting of the Task Force was held more than, 22 years ago, it is suggested at the members of the Task Force meet again to review the LOS methodblogy and' identify any potential changes to ensure that the merthodology is, consistent with current practices and to identify opportunities for irmprover'rrerrt, if any. Since the 1!a t Task Force review, there have been updates to the Highway Capacity Manual j ' `j, which, may need to be incorporated. Some, specific iterns that,can be, reviewed,include,,, Review the signal delay threshold for L rS C hayed on the current Highway Capacity Marrual (delay threshold increased from 25 seconds to 3 seconds)and adjust the methodology accordingly. The rmethodology to detennirre the LOS for the 24 indii iddriall roadway segments and the overall US 1 are slightly different. Irrdiividual segrment LOS is determined by comparing the median travell speed with the weighted posted speed limit for the sed, invent. For a .amplle, Segment LOS its A if the median travel speed is 1.5 rnph above the posted speed 11mit. AJIternativelly, the overaill LOS for US 1 ills determined by comparing the rmeat=ran travel speed with, pre-established speed thresholds for different levels of serviice. For example, the LOB for US 1 is A if the overall travel speed is equall to or above 51 mph,iirrespecti e of the oveTal I weighted pasted speed Ilirmiit. Iln otheT words, the overall LOS cTiltena does not consider the posted speed Ilirn t. AccoTd ng to the current. methodology, delays due to drawbridge openings should be excluded from the segment trarwrell times,but.included in the overall travel tiirnes,. Considering at delays associated with drawbridge openings are iron-reCUrring and impact the overaill US 1 level of service, this part of the methodology should be, reviewed and adjusted accord ir illy. Packet Pg. 1351 H.1 Review the tra ell time schedule (Le. departure tin*sand staggered c.he allle) and adjust as needed to reflect current traffiic condiitilum . 2) Under,time adopted growAh, management proceee, if the overalil LOS for US 1 fallfs below tlrre LOS C Standard, then no additional land development will be allowed Unie e nmit.i ation, meastares are i rnplilemenited. Roadway uraiidening is atypical mitigation measure (or capacity iiinpr€v nt) used by most agencies. However, in Monroe County, road widening (specifically along US 1) is restricted by the adopted comprehensive pian policies to preserve and protect the fragile ecological o3n iition . There are other, remedies that. could be explored and',evalr,aced to improve the traffic flow and capacity along US 1,. Some examples include: Upgrade the traffic si nall infrastru•ctUre ands r signall timing at signallized intersections allong US 1 to enhance traffic;flow. Evaluate e feasibillity of rnmpllem nting adaptive signall control systems to ir'mr pro e traffic flow. Provide or iftra a transit service r other muliti-rmm ddall transportation alternatives,. Ilmplement; active traffic management and Transportation System °anagen mt, Operation type in=mpr ven eats, which include reall-time monitoring of traffic flow and implementing meaSUres to address traffic congestion. Add tum lanes at strategic locations to improve roadway capacity. Ilmplement. access managerrment improvements consollidate drivewaystaccess poiint , modify mediian openings, etc.)to redua ce,iinterruiptions to 'US t traffic., f c. Provide andr`cr improve frontage roads to reduce the impact on US 1. lirrmprove local roads to rniinilmize US 1 being LIsedd as a local street fiar part-trip. Do not allow new traffic signals alonqUS 1,if a safe and./or less restrictive alternatii e. (such as indirect left-turns, a roundal etc.), can be provided to accoriarnodate traffic movements. Conduct speed studies on,selected segments,,of US 1 to conflinni if time current posted peed limits are correct and modify,if necessary. This its the first Travel Tirrw and Delay Study cond4Ected after Hurricane Irma made landfall iin 2017 as a Category 4 st rtia in the Florida Keys.. The hurricane restoration activities and associated construction vehielles using US 1 may have impacted travel tllnme .This is a natural disaster,that i out of the nonn and this irregUllarity needs to be considered and p sibIl discounted or re-evaluated wilth an additional interim travel l time study.. Packet Pg. 1352 H.1 OPTIONS for BOCC~ Consideration: 1, C O'. IPLFTE PUBLIC FACILITIES REPORT WITH 21,r 19 . I.t D S I t'Di" - APPLICAN'TS TO IDENTIFY MITIGATION WITH COUNTY FDOT Direct staff to prepare the Biennial Assessment of Public Facilities Capacity Report with the tlrall 1-019 IDS I Arterial Travel Time and Delay Study. • The draft ? 19 US 1 Arterial Travel Time and Delays Study relrorTs an overall LOS D on US I with a median speed of 44.6 rrrlrlr. Unlike prior years.. the draft 201 Sttmcly indicates that the overall LOS for the entire lens&rlm of US1 has fallen from LOS (' to LOS D, and there is no reserve calmacit; for additional trips, According to the policies and regulations in the )Nfolrroe C'ounty- Year 2030 Comprehensive Plan and Land Development C.-ode, this would mean that C'cmnrrty rimy° riot Irerrrrit new development, other t'harr siugle family homes. airless time proposed develop ment`s traffic inrfract is mitigated. l eter nining the appropriate mitigation is a. coordinated effort with TwDOT and the County. and may include addimre dedicated tarmam lames, consolidating driveways/access points, lmrovidin- am mct/or firiproving trcamrtaoe moods° etc,:, • Direct staff to review development proposals and lrrovide ar preliminary conditional corrctrrrency detenn'rration based on the 101 I :arterial Tray°el'firmre and Delay Study. • Direct staff` to provide as final comrctrrrency deternnination for a final development order (a building permit or any other development permit arrrtlrori irrg the corrstrrrction or' expansion of a stnmctnre, art increase in development intensity, or a change of rise requiring a new certificate of occupancy) based on the 2019 LDS I Arterial Travel Time°and Delay Study(see Policies 1401.T and 140L,4,7) 2019 LEVEL OF SERVICE AND RESERVE CAPACITY ADJ. ADJUSTED MEDIAN 2019 2017 SEGMENT LENGTH FACILITY POSTED SPEED FOR LOS C TRAVEL RESERVE MAXIMUM RESERVE 5%ALLOCATICN MAXIMUM RESERVE farniles) TYPE Lianits Avernge SIGNALCRITEI2I LOS.A SPEED SPEED VOLUME BELOW LCPSC VOLUME (.Ph) (mph) fare P,h) I-Ph) (nrph) (mPh) (tripst [trips) Itripst 1 Stack Island i4-O-1.0b 1..11], 4-1-ID 30t45 42.9 N.iA 22..0 33.0 B 11.0 2,004 2,207 1,348 26oca Chica 5..0-S.O! 3.9 4-1-ID 45155 54.7 NIA 5D..2 55.8 B 5.6 3,617 5,249 6,071 3 Big Gap•pitt(9 D-1C.5) 1.5 LIU 45t55 45.7 NIA 41..2 46.1 B 4.9 1,217 1,737 1,341 4 Saddlebunch.(ID 5-16.5; 5.8 LIU 45t55 53.6 NIA 4SA 52.0 C 2.9 2,785 5,102 4,034 5 Sugad.af 1E..5-20.5} 3.9 2-1-fU 45 45.D 4.5 3E..O 48.1 A 12.1 7,815 8,966 7,944 6 Cudioe 2D-5-23.D1 2.5 2-LIU 45 45.D N.tA 4D..5 47.2 A 6.7 2,774 3,612 3.188 7 Summedand r23.O-26.D 2-LFU 45 45.D N;A 4D..5 45.2 B 4.7 1,712 2.466 1,639 8 Ramrod(25.0-27..51 2.3 2-1-FU 45 45.1) N.tA 4D..5 46.7 A 6.2 2,361 3.138 2,133 9 Torah{27..5 29.5) 2.1 2-1-FU 45 45.1) N.tA 4D..5 48.1 A 7.6 2,643 3,352 2.594 10 Big Pine I(29.5-33.171 3.4 2-1-FU 45 45.1) 4.10 35..5 42.4 B 5.9 3,322 4,332 1,295 11 Bahia Hand.i33.D-40.Ai 7. 2-LFUTO%D 45150755 524 Id.tA 47..9 54.2 A 6.3 7.308 10,047 6.723 4-1-ID(30%} 12 7-Mile 5ndge(40.0-47.0) 6:6 2-1-FU 4550155 54.4 N.tA 49..9 53.4 B 3.5 3,54.E 6,711 3.603 13 Marathon i,47.O-54.0j 7.3 2-1-FU 0 3 ti} 35145 42.3 NIA 22..0 37.9 A 15.9 19,221 20,518 19,221 4-UD f87%} 14 Gracsy(54A-E0.5t 6.4 2-1-fU 45155 54.6 1.4 4E..7 50.7 C 2.1 2,226 4,794 3,286 15 Duck-60.6-6311} 2.7 2-1-FU 65 55.1) N.tA 5D..5 53.3 C 2.6 1,252 2,402 1,252 16 Long(63.0-73.0) 9.9 2-1-FU 40?45150155 53.4 N.tA 483..9 52.0 B 3.1 5,082 9,017 2,459 17 L Matecumbe i73.D-77..51 4.5 2-1-fU 50f55 54.D N.tA 49..5 49.6 C 0.1 75 1°890 224 18 Tea Table(77.5-79.5€ 2.2 2-1-fU 45155 52.9 N,`A 4E.A 46.9 D -1.5 15461 342 [6921 19 U Maecumbe i79.5-64.f11 4.1 2-1-FU 3014W45 45.1) N.tA 4D..5 36.4 E -4.1 I2.784t (1,404t [883t 20 VVindle `E4..0-36.D} 1.9 2-LFU 30/40/45 45.D N;A 4D..5 37.0 E -3.5 11.101 f 476t 157 21 Plantation 6E 0 5.8 2-LFU 45 45.D 42 3E..3 35.3 D -1.0 I980t 743 3.285 22 Tavern ie r(915 99.5) 8.0 4-1-14 45151) 472 2.A 4D..7 46.9 A 6.2 8.214 10.864 8.876 23 Key Lang.(95 5-1 Oi3�.01 6 8 4-LrD 45 45.D 3.8 3.6.7 44.2 A 7.5 8.446 10,568 8.333 24 Crass I:.106.0-112.51 6.2 2-LFU 45155 51.4 N;A 4E..9 50.2 B 3.3 3.388 5„775 5.852 Overall 108.3 45.4 44.6 D -0.4 ;7,419} Packet Pg. 1353 H.1 2. COMPLETE PUBLIC:FACILITIES REPORT NNTTII 2019 ATTD STUDY — RE-ENGAGE US I LEVEL OF SERVICE TASK FORCE TO EVALUATE AEIC O-N PROVIDED CONSIDERATIONS TO UPDATING G THE METHODOLOGY— APPLIC:;A'_'tiTS TO IDENTIFY MITIGATION WITH COUNTY& FDOT Direct staff to prepare the Biennial Assessment of Public Facilities Capacity Report.with the draft 2019 US I Arterial Travel Time and Delay- Study and direct staff to request to re en aye fire l'S I Lei-el of Service Task Force to evaluate the LOS methodology and consider updates to: Review the si;zrral delay- threshold for LOS C based on the current Highway Capacity- Manual (dela-- threshold increased from 15 seconds to 35 seconds) and adjust the rnnetlnodolo2v accordingly. Review the rnethodolo2y to deterrnine the LOS for the 24 individual roadway segnnents (comparing the rrnedianr travel speed with the weighted posted speed limit for the segment) vs. the overall US 1 (comparing the nrechan travel speed withpre--es ttalnlnshed speed thresholds for different levels of service). Inn other words. the overall LOS criteria does riot consider the posted speed limit. Review drawbrid>e delays. According to the crurent methodology. delays clue to drawbridge o errrrigs :should be excluded from the segnnernt travel times. birt included irn the overall travel times. Considering that delays associated vith dra-,bridge operrirngs are nori-recurring and impact the overall US 1 level of service. this pant of the methodology should be revieived and dactiusted accordingly. Revie%v the travel time schedule (i.e. departure times and staggered schedule) and adjust as needed to reflect ciurennt traffic conditions. Currently. the data is collected over fourteern (14) ronrrnd trips for da total of 8 travel tinnre Arias Nvith a staggered schedule of depamrre urines (generally between 9annn and 4pnn). The task force call evaluate altering the staggered schedule of de ar-mire times. • The draft 2019 ITS 1 Arterial Travel Tirane and Delay- Stud- reports ari overall LOS D on US 1 -,vith a nnedian speed of 44.6 milli. Unlike prior gears. the draft 2019 Study irndicates that the overall LOS for tine entire length of USI has fallen from LOS C to LOS D. and there is no reserve capacity- for additional trips. According to the policies and regulations in the Monroe County Year 1-030 ConnprehensiVe flan and Land Develop nnennt Code. this -,vould mean that County- may not permit rnew development. other than single family homes. unless the proposed development's traffic impact is mitigated. Determining the appropriate mitigation is a coordinated effort with FDOT arid the Counnm,. and nnav include addirn�z dedicated turn lames;. consolidating drivev,ays.access pornrts.providing arid.or improving frontage roads. etc. • Direct staff to review development proposals arid provide a prelinnYnnnary conditional concurrency determination based oil the 22019 US 1 arterial Travel Tnnrre and Delay Study. • Direct staff to not provide a finial concnutrenc = determination for a finial development order (a lanrilclnnr permit or and other development pernnYit authorizing the col struction or expansion of a. stiactru•e. an increase in development intensity. or a clnanrge of use requiring a new certificate of occupancy) until the completion of the next Arterial Travel Tirane and Delay Study (see Policies 1401.4.6 and 1401 4.7), Packet Pg. 1354 H.1 3 COMPLETE P'l."BLit":° ".fir °1L1'T1 S REPORT NVITH 01 l'l it l -i N(;; (-;E US I LEVEL L L S ; "1 ®L' TASK FORCE TO EVAL ATT EC PROVIDED ONSI ER-NTI NS T UPDATING THE METHODOLOGY APPLICANTS TO IDENTIFY MITIGATION" FOR SEGMENTSM"ITH COUNTY & FDOT Direct ivinff to pi-epare the Bleunhil Assessment of Public Fuilitie 'rtpacity Report. mt itiw tine current 2017 US I krie bil Travel Titrae ar-id D l.tay- Studv rttrtd direct staff to request to t the VS Level of Service ti°ice Task Force to rev alu to the L S tuetltodology and cousider updates to: Review ieba° the stguaal ddeLty° tlasesirdaldl for LOS C bawd dwra tine cturernt i-li lraa°tify. 'atp ncaty l-1111tt$al t.ddeki", threshold trncteaasedl faornn 25 iiecondd* to .15 hecaaarals p and addjtv i the stsetira-dldalog zaccorddrrtoly Rev revs tdse method old� a° tda ddeterrirrrre fire fat n tlae 24 a rtddra'ir.darial rr+ura`i vie° s get enis, (comparing ing die medd'rafrt trdnvel speed with rime w et tlttedd speed laraait fdaa the et rnaerat,:u "' the over ill 1,,$ d tccataspaaartrn- the medil,�rrn tt as el �p d edl with par`e¢ekt{wd hshedd 'peed tlrreQtdnldis for different level of sere ico lsr other Y,t orddg t ne overall LOS cnierY*a does not cdara�rdder°the Posted speed lumli Review dit`aaalat-lflI-e dlelaa,fs, ccdrt`drru, to rite crrraent afaetdtdadidlogzy, dlel,ay (iwte to ddr wa,dsraddge opern2s �.,ho tiwd be exclatddedl from the segment snivel times. but rtrclaadledd ran the ovel all tram;el trtare�, tu°darastddetirrs draws ddelafifs ;, r�atec;d a lffr tinarndi.�r'rdl�e dalddrrrrn �-111V arc#rr�rectaa°rarr Ind Impact tile o etaald l,,S i 1e".el d,df self-ice. flits p:aafr`t (.'tire methodology ,irddaaldd be reviewed) mid add)ustedd accordingly, Review fire srxvi tsrrae schedule ti e, afdelaa m re ume�, `arrdd st f rger`edd sclneddrrle,J midi aa(tjust as needed toreflect cirleGtt traffic cdwa'tdll°idarr t-"`ftrretatl tlae dlatt� IS edalleCteciet' fourteen 114) round uip s ftrt ,-w aot4tl gad` �S tr°,atel ¢late rasa �tstll it a,f�*retail Sclreddtile o cdelmrtrrre rtrrae �werrer,ally daenveetr dt,,arrt arrtd°d tparrr;u. The tia k force caarr eadwlarme aalteril-121 the �m--,eredd �cinedda,rle of ddepavarlure trtnteQ.. • The ROCC can consider and approve or approve xiTll tnndaddtficawtrcart, the as essmernt of public f"acrlitres CIpraacity and rna;wide Specific findings of fact ass To file re�asdatns fdnr utilizing tine 01 U'S l rT,erraal rra�'el "rime and Dehiv Stadia=, • Accoiding, to the policies and re'nslaatlolvr In file Mortrdae Comm- re'fa 2030 Comptellertsty`e Phan and iwwrrwdd Development Co(le, fire tu'dwanttt tram` ttof tterrtrrt least ale aids}aarnerrr, d Idler titfrf �iIII, e firsnaly lsdrarnes. unless the prdtp,- aosedd d et-eloprnsernCs traffic Impact is sssrtl-atedd, eterr inissl- site afpalaroparr,nte nuttwmawtrrarn fdar sessrnaerat-s is in coordinated effdar with MOT assail the f`daatrwt-v, ,judi rrnj�y include adding ddedlicaatdadl sari 1, ies, cons lidlEwtass ddn edt v,, ;access points. pbro d' i'y ndd,'der irtalaro tta � frontage rdaaadjdx. etc. • Direct stiffIca re,ie,t dleteddrpaarterrt prrtap,dn nI Ratrdl par° lade w pre III nit taw,r.1, Condit Omni cdsrrrctrraertcy dletertnntataanon based wars the 201 ' US i Atlett=;fl Ti ivel Trtnre mul 1 ehiy Sltrddy, • Direct staff to l:tdfvidde an fuml concutierrcy ddeteranninatrtftr for zt final development cannel° la building pferarsrt or any other development pent pfer annrt attrtlncat i rtn,; tine construction drr expxarssroil of aw SUIIcttrre. lrl rrlcre"v Ill developmelit oller'r�ity, or aw change of use requiring a Ile\\, cerlifU:31 O occupaarncy) draw-sedl on fire 7,017 L a d . neriaal Tvivel.,firrne and Deldwy° Staidly a�ee Policies l,d0l_4 6 aawndd 14014'i, Packet Pg. 1355 H.1 Siiiiiiiiai�T of 10 17 U.S. i Arterial Tr,-ivel Time and Deem, Stuctv results: ADJ. ADJUSTED,MEDIAN 17 SEGMENT LENGTH FACILITY POSTED SPEED FOR LOOS C I TRAVEL :L015 RESERVE MUM IZESERVE MI.ALLOCATION'. (rmles) TYPE L.IIno4s Average SIGNAL CRITERIA SPEED SPEED DALYVULIIME BELOW LOS C in.l� 4n7 hh_I dery It rtr Yet m 6a: 9gro h 6rA sl, Itrl : 1 S1tod,I�jand 44 O-5.0} 1 AD . .......-__.__.... _ .... ...__._...... ._.-.._____.I .d._...__.....__.. ........... .......... 2 Boca Chica 15 0 9 0 3.9 4-L(D 45755 54 7 NI.A 50 2 59.6 A 9,.4 6,.071 htA 3 BiQ CQ M 9 0-10,51 1.5 2-1JU 45l55 49.7 NIA 41.2 46A 8 5.4 1,341 WA 4 Saddlehu cft 105-16.5) 5.8 2-1JU'.. 45r 5 5313 NIA 49A 53.3 8 4.2 4.,034 Nits 5 Sugarloaf 16 5-2€15" 3.� 2-1JU 45 451J 4 5 36,0 418.3 A 12,3 7,944 WA 6Gudjoef217.5-23.0 2.5 21,U 45 450 NGA 405 44,2 A 7.7 3,188 WA 7 Sramnerlared 23[ 25 2.Ok 2....... 2 LU........ 45 450 _Nt.A 40 5 45A a.. 4.5.. 1,639 WA 8 FLamf i 5 C 23.-_I 2.3 2 LU� N1A 4C 5 4 .i 8 5. 2,133 NA_ 9 Tgrcll ?7 5 9,.5 2.1 2 L U, 45 45.0 CJ'A 4T 5_ 47.7 A_ 7.2 2,504 NSA 10 Big Finei(295-33..0:1..._.... 3.4. 2,1JIJ.. - 45 ..._._ 450 3A. 37.1 39.4 C 2.3 1,29.5. NA---- 11 F1ahm Honda(3_0-40.C) 7.+0 2-1JLT(70%) 456 55 57 4 NiA 47:9t 53.7 8 5.4 6.723 N,A 4-LD 130%1 12 T40*Bridge(40 D-47 0) 68 2-L u 4515L 65 546 NIA 501 5313 8 3.2 1003 WA 3.PA.2r3flirar}(47 0 5=4.0) 7.3 2 L!U[93'?y) 35145 42.3 IUA 220 37.9 A 1.5.9 19,221 MIA 4 LD(87%) 14 G ss�t54 0-CO.51 4 2 UU' 4515.5 5;4.5 1:5 48.5 51.Os C 3.1 31285 NtA --- 15 Dull:(iid7..5-+53.0) 2.7 2-LU'.. 55 SS.O NIA. 505 i53.3 G 2.8 1,252 NIA 16 Ltr M 3•T3:01 9.9 2-1JU' 40149P53155 53.4 NIA 48.9 54.5 C 1.5 2,459 NfA 17 L Matecumbe(73 0-7T 5' 4.5 2-1JU' N)(55 54.0 NIA 49.5 49.8 C 0.3 224 N;A 18 Tea Table€77 5.79 51 2.2 2-ULJ 45t55 54.1 NIA 49.6 ' 48.6 D ..1.9 16921 193 1'ULlaCecaarl 79.5 64 3 41 2-LIIJ' 34J4Cr45 45,3 NtP 4.5 1 1 39.2 C -I�3 1 (8831 522 20;Rhnde (840-Ski0) 1.9 2L'U 304U45 45 t1 NIA 4015 41.0 C 0.5 157 WA 21 Plant ion(8K p�9- 5:-9 2-Uli 45 45.0 3.4 3T.1 40.5 8 3.4 3.266 NA 22 Tavom ._____.. ._._.. �. _ -_ _. - _.. ....._m_. ......... ....... 23 KeyLar:e(99 1065.0! 0,9 4-UD 45 .45 a 3 370 [ 44.4 A 7.4 8.333 fVA 24 Cross 106 00-112.5) 6.2 2-1JU' 45155 51 A NIA 46'91 1 517 8 5.7 5,852 N;A T__7 overall 108.3 45.0 46.0 C 1.0 15.547 PREVIOUS RELEVANT BOCC ACTION: October 2011-Approval of Work Order 41 to complete the 2011 TTDS August 2011 -BOCC approval of the 2011 US 1 Arterial Travel Time Delay Study February 2012 -Approval of Work Order 43 to complete the 2012 TTDS December 2012 -BOCC approval of the 2012 US 1 Arterial Travel Time Delay Study February 2013 -Approval of Work Order 45 to complete the 2013 TTDS September 17,2013 -BOCC approval of the 2013 US 1 Arterial Travel Time Delay Study January 2015 -Approval of first option to renew Continuing Services Contract through March 15, 2016. February 18, 2015 -BOCC approval of Work Order 412 to complete the 2015 TTDS October 21, 2015 -BOCC approval of the 2015 US 1 Arterial Travel Time Delay Study January 2016 -Approval of second option to renew Continuing Services Contract through March 15, 2017. November 22, 2016 -BOCC approval of Work Order 419 to complete the 2017 TTDS. May 17, 2017 - Approval of a 4-year continuing services contract, with options for renewal on an annual Packet Pg. 1356 H.1 basis for two additional years,with AECOM Technical Services, Inc. for Transportation Planning Services. February 21, 2018 -BOCC approval of the 2017 US 1 Arterial Travel Time Delay Study January 23, 2019 -Approval of Work Order 47 to complete the 2019 US 1 TTDS CONTRACT/AGREEMENT CHANGES: n/a Packet Pg. 1357 H.1 STAFF RECOMMENDATION: . COMPLETE K'BLIC FACILITIES REPORT%A,ITTI 201" l l :: S 1AA.- RE ENINGAGE US I LEVEL OF SERV`1C,E TASK FOR(,E TO EVALUATE AE OM PROVIDED CONSIDERATION'S S TO t PI)AdTTNO THE METHODOLOGY - APPLICANTS TO IDENTIFY MIT'IOATION FOR SEGMENTS VXTTH(°Ot'NTV& FDDOT Mu"t suiff to prep ore the Blennifil Aswssitrettt of Public Faeffittes t°itprt its Report. with the curretit 201 t`S l Ater tal Trm el Tittte rwtud Delay Stall} ,w d direct staff'to request to t o etmrwrge the t.S l Level of Service Task Force to ev lunte the LOS inothodolog,i° rtrttl critt�iclet°updates to: Rew newt the srgr'raal alel w tlrre hold for LOS C based oil tine ctut`reaat Highway Cqxw1TV paarrrrwl :del.aw ' threshold rticivised ftorri 2; second, to 5, seconds) banal aactiwo the: rireilrodolo",occcorclrrrgly. Rewreww rile rrielhodolia.,, ro dewnuiiite tine 'LOS for The 24 individual. 1w,1(h,"w" segrrierais #caaraipwaart;tip the: raaedum tri el ,peed with The ww et°,,rted posted �,,p.reed hirrii for dare segtiicrit w- tine (pv,errill f..' , (corwapaFirtrrg tyre It esliaArt travel speed with pfire�estal,alrsh,eil speed thresholds for different of serve~ice) hi oslier°wroids. file o vrall LOS crrtert . aloes riot consider the posted speed hiring Rew ra ww° 17 dr,iiw-badge dekiys, _{ ccordirag to the c rrrent raretlroclolo w, clef r s ahae to dra%kbridge opaearrrgs should be excluded frorri file se°,Intent travel tulle , but rrrcluded rrr fire w"enill rr;aw°el trrrres. Considering that delraw°s with drliw biid-e op�-eririrgs sire riotr-r'ecirr irr nirii rrrrpict tine mw en ll US Ile el of senilce. this l),,irt of fire riretlrodolo-,r should be reviewed antra$ aiclattdsr�d<iccwrirlirr�lp'. Revielar rare travel untie schedule tr e. depaarrrtire unties arid siazgger'ed scliedidea d acltlust is needed to reflect ctriaerrt traffic corrditiwarrs t;:'merit;y, the whin is collected over forrrteerr tl-ta rorrrid trips for as totaal of2S ttrx,el rrrahe ruw, w ith a slrggered schedule of departure untie,,, (generally berw°eeri 9,arri lrid -lp)rrrr The task force call evahiare aalteririg tile staggered schedrile of deprat-rrrte unties, • The lit)<` , curl consider until ippatm-e of iilwpr0%,e with modifications titre a�se�srrierit of p,)uiblic tictlaties catpaaci&„w and rriaale spaecrfrc fsialrrr®+ of f�jCtj, ro titre re i €ari Icr'artrlrirt*g the 201 t s 1 Airen al ,rii.-w°el°'I'rnie and Delaav Study • According to fire policies, sacral regrlh iolr` ill the Mcarrrcre County ,ear -10.10 t;.°s,arripareherlsi e Phil ,riitl Lzin l Dew eloprtrretrt Code. the Comity nraa,° trot prenim rieww° del elopa anent. ofhet th ari single lw+rarrlw lroaaaes, artless the prop o—ed developraaerar's traffic laraPbact rs rrartwited, Deternri aril the a rpr,pitopiriarte rtritigstrrorr for segrtierits rs #a cootdMated effort ww`rtl'r H)OT atrial fire Courtiv. rt ud in;ay inchide adding, dedreated runi lanes. corrsoha'liating lraw eww ftyw°�access paolrats. pir°o,,irlirrg rricl,'or° rraafrroa`1112 fr'arriulge ro,acl etc, • Drtecr 't'ff To rew,Wx view arlopirrierit pai'opwos4ais��iraal p'tow�rde a pwtelititiarat'y coiidrttoraywl coracaurerrcy a letertrrraititton based ort the 2101 I,` I Ar`tawrrawl Triaw°el Tirrie and Dehiy Study,. • Direct staff to provide as litiaaal coracunviicy deterttrrrhatloll for a final d Veloprrnerat order' raa larrilditig pwerarrtt or' Miy other develop merit p,errralt ,-authorizing the caarrstrarctrort of e pwaarisiorr of,a tt'ttctarre. drrr traCM)se in dew elopirrhent intearsitw", of i?i change of use r"eqrrrr na, ai ne-w" cevificiate of o,cctrp;t,arrc °I based care the 2a.o1"" I-IS l Aner'inal Tia el'rirrre as rd Delay Study Policles I-frill 4 iirrd I401. "r, DOCUMENTATION: Draft 2019 Arterial Travel Time and Delay Study MONROE COUNTY TRANSPORTATION LEVEL OF SERVICE AND CONCURRENCY PROVISIONS 2019 FDOT Work Program Citizen's Report- Monroe County 09.27.19 Packet Pg. 1358 H.1 Draft 2019 Level of Service and Reserve Capacity Table Methodology to Assess_LOS_USl_FLA_Keys Kittelson & Assoc, Inc Reevaluation of LOS Methodology_1997 08_06_1991 BOCC Regular Minutes Ordinance 007-1992_adopting revised traffic LOS FINANCIAL IMPACT: Effective Date: Expiration Date: Total Dollar Value of Contract: Total Cost to County: unknown Current Year Portion: Budgeted: Source of Funds: CPI: Indirect Costs: Estimated Ongoing Costs Not Included in above dollar amounts: Revenue Producing: If yes, amount: Grant: County Match: Insurance Required: n/a Additional Details: n/a REVIEWED BY: Cheryl Cioffari Completed 01/27/2020 9:28 AM Emily Schemper Completed 02/27/2020 12:44 PM Mayte Santamaria Skipped 02/28/2020 12:13 AM Assistant County Administrator Christine Hurley Completed 02/28/2020 11:57 AM Steve Williams Completed 02/28/2020 2:39 PM Budget and Finance Completed 03/02/2020 8:26 AM Maria Slavik Completed 03/02/2020 9:35 AM Kathy Peters Completed 03/02/2020 5:01 PM Board of County Commissioners Completed 03/18/2020 9:00 AM Board of County Commissioners Pending 06/17/2020 9:00 AM Packet Pg. 1359 H.1.a 2019 US 1 ARTERIAL TRAVEL TIME E AND DELAY STUDY MONROE COUNTY, FLORIDAU) N 4- 0 Prepared for: Monroe County Planning Department U) Prepared by:=COM 3201 West Commercial Boulevard -Suite 134, Fort Lauderdale, Florida 33309 cv April 2019 Updated August 2019 Updated November 2019 Updated December 2019 Packet Pg. 1360 H.1.a TABLE OF CONTENTS 1. EXECUTIVE SUMMARY................................................................... 1 2. INTRODUCTION.............................................................................. 4 3. MONROE COUNTY LEVEL OF SERVICE (LOS) AND RESERVE CAPACITY ASSESSMENT OVERVIEW............................................... 6 4. DATA COLLECTION........................................................................ 8 5. FIELD OBSERVATIONS................................................................... 9 6. RESULTS AND DISCUSSIONS.......................................................... 11 N 7. SUMMARY..................................................................................... 21 4- c N cn TABLES TABLE 1 - AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE........... 1 TABLE 2 - U.S. ROADWAY SEGMENTS................................................... 6 TABLE 3 - US 1 TRAFFIC COUNTS - HISTORICAL COMPARISON.............. 12 TABLE 4 - DELAY DATA SUMMARY AND COMPARISON........................... 18 FIGURES :> FIGURE 1: US 1 AADT - HISTORICAL COMPARISON............................ 13 FIGURE 2: US 1. HISTORICAL TRAFFIC GROWTH -AADT....................... 14 FIGURE 3: AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE........... 16 APPENDICES m APPENDIX A - DATA COLLECTION METHODOLOGY APPENDIX B - TRAVEL TIME DELAY DATA APPENDIX C - 2019 TRAFFIC VOLUME SUMMARY APPENDIX D - HISTORICAL COUNT DATA APPENDIX E - 2019 TRAVEL SPEED SUMMARY DATA AND STATISTICS APPENDIX F - COMPARISONS OF HISTORICAL TRAVEL SPEED DATA CD APPENDIX G - 2019 LEVEL OF SERVICE AND RESERVE CAPACITY APPENDIX H - SUMMARY OF DELAY EVENTS APPENDIX I - 2019 DATA COLLECTION SCHEDULE 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County /Ocom Page ii Packet Pg. 1361 H.1.a 1. EXECUTIVE SUMMARY This report contains the results and findings of the 2019 Travel Time and Delay Study. The primary objective of this study is to determine the Level of Service (LOS) for US 1 for concurrency management purposes pursuant to Chapter 163, Florida Statutes and Monroe County Land Development Regulations.The study methodology was developed by the US 1 Level of Service Task Force in 1993 and amended in 1997. The methodology established a procedure for using travel speed as a means of assessing the level of service (LOS) and reserve capacity for US 1. °® 6 Both Monroe County and the Florida Department of Transportation (FDOT) have adopted a LOS C Standard for US 1. Further, 45 miles per hour(mph) has been adopted as the LOS C Standard for the entire length of US 1 regardless of the posted speed limits. Under the adopted growth management process, if the overall LOS for US 1 falls below the LOS C Standard, then no additional land development will be allowed in the Florida Keys, unless mitigation measures are proposed to address the LOS deficiencies. U) The 2019 study results are presented in the following table: cv TABLE 1 0 AVERAGETRAVEL V F SERVICE Beginning Ending Median Median Name of LOS LOS Segment Beginning Control Point Ending Control Point Mile Mile Speed Speed Segment Marker Marker 2017 2019 2017 2019 1 Stock Island Cow Key Bridge(N) Key Haven Boulevard 4.0 5.0 B B 29.4 33.0 2 Boca Chica Key Haven Boulevard Rockland Drive 5.0 9.0 A B 59.6 55.8 3 Big Coppitt Rockland Drive Boca Chica Road 9.0 10.5 B B 46.6 46.1 CO 4 Saddlebunch Boca Chica Road Harris Channel Bridge(N) 10.5 16.5 B C 53.3 52.0 5 Sugarloaf Harris Channel Bridge(N) Bow Channel Bridge(N) 16.5 20.5 A A 48.3 48.1 W 6 Cudjoe Bow Channel Bridge(N) Spanish Main Drive 20.5 23.0 A A 48.2 47.2 r 7 Summerland Spanish Main Drive East Shore Drive 23.0 25.0 B B 45.0 45.2 8 Ramrod East Shore Drive Torch-Ramrod Bridge(S) 25.0 27.5 B A 46.1 46.7 y 9 Torch Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) 27.5 29.5 A A 47.7 48.1 10 Big Pine N.Pine Channel Bridge(N) Long Beach Drive 29.5 33.0 C B 39.4 42.4 11 Bahia Honda Long Beach Drive 7-Mile Bridge(S) 33.0 40.0 B A 53.7 54.2 12 7-Mile Bridge 7-Mile Bridge(S) 7-Mile Bridge(N) 40.0 47.0 B B 53.3 53.4 ¢' 13 Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A 37.9 37.9 14 Grassy Coco Plum Drive Toms Harbor Ch Bridge(S) 54.0 60.5 C C 51.6 50.7 15 Duck Toms Harbor Ch Bridge(S) Long Key Bridge(S) 60.5 63.0 C C 53.3 53.3 16 Long Long Key Bridge(S) Channel#2 Bridge(N) 63.0 73.0 C B 50.5 52.0 17 Lower Channel#2 Bridge(N) Lignumvitae Bridge(S) 73.0 77.5 C C 49.8 49.6 Matecumbe 180) Tea Table Lignumvitae Bridge(S){ Tea Table Relief Bridge(N) 775 795 D D 47.6 46.9 ' 19(1) Upper Tea Table Relief Bridge(N) Whale Harbor Bridge(S) 79.5 84.0 D E 39.2 36.4 Matecumbe I IF® 200) Windley „ Whale Harbor Bridge(S) Shake Creek Bridge(N) 840 860 G E 41.0 37.0 210) Plantation Snake Creek Bridge(N) Ocean Boulevard 86.0 91.5 B D 40.5 35.3 22 Tavernier Ocean Boulevard Atlantic Boulevard 91.5 99.5 A A 47.4 46.9 eC 23 Key Largo Atlantic Boulevard C-905 99.5 106.0 A A 44.4 44.2 24 Cross C-905 County Line Sign 106.0 112.6 B I B 52.7 50.2 Overall 4.0 112.6 C I D 1 46.0 44.6 Segments with No Reserve Capacity .N (1)-Village of Islamorada U 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 1 Packet Pg. 1362 H.1.a • The overall travel speed on US 1 based on the 2019 Study is 44.6 mph; • As compared to the 2017 study, the median speeds in 15 of the 24 segments decreased, ranging from 0.2 mph to 5.2 mph; • As compared to the 2017 study, the median speeds in 8 of the 24 segments increased, a, ranging from 0.1 mph to 3.6 mph; • The median speed for segment#15(Duck Key-MM 60.5 to MM 63.0) remained the same; • The largest difference in speed (-5.2 mph)was recorded in Segment#21 (Plantation-MM 86.0 to MM 91.5); the LOS changed from `B' to `D'; The largest increase in speed (3.6 mph)was recorded in Segment#1 (Stock Island - MM 4.0 to MM 5.0). However, the LOS remained the same at ` '. >B Segments with reserve speeds of less than or equal to 3 mph should be given particular attention when approving development applications. Saddlebunch (MM 10.5 to MM 16.5), Grassy and Duck Keys (MM 54 to MM 63), Lower Matecumbe Key(MM 73 to MM 77.5) and the 14.5-mile segment in the upper keys (four segments) starting from Tea Table Key (MM 77.5) U' to Plantation Key (MM 91.5) are within the `area of concern'; four segments have no reserve capacity. cv 0 The following is a list of considerations for review: 0 1) The US 1 Level of Service Task Force was formulated in 1992 to develop a methodology for US 1 that utilizes an empirical relationship between the volume-based capacities and the speed-based Level of Service (LOS). The Task Force was a multi-agency team 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 includes a procedure for using travel speed as a means of assessing the level of service and reserve capacity for US 1. The members of the Task Force met again in 1997 to re-evaluate the W LOS methodology and made some minor changes. The signal delay for LOS C was increased to 25 seconds from 15 seconds to account for changes in the Highway Capacity Manual (HCM). Considering that the last meeting of the Task Force was held o more than 22 years ago, it is suggested that the members of the Task Force meet again T to review the LOS methodology and identify any potential changes to ensure that the methodology is consistent with current practices and to identify opportunities for improvement, if any. Since the last Task Force review, there have been updates to the Highway Capacity Manual (HCM), which may need to be incorporated. Some specific items that can be reviewed, include: • Review the signal delay threshold for LOS C based on the current Highway Capacity Manual (delay threshold increased from 25 seconds to 35 seconds) and adjust the methodology accordingly. • The methodology to determine the LOS for the 24 individual roadway segments and the overall US 1 are slightly different. Individual segment LOS is determined by °® comparing the median travel speed with the weighted posted speed limit for the > segment. For example, Segment LOS is A if the median travel speed is 1.5 mph above the posted speed limit. Alternatively, the overall LOS for US 1 is determined by comparing the median travel speed with pre-established speed thresholds for r different levels of service. For example, the LOS for US 1 is A if the overall travel speed is equal to or above 51 mph, irrespective of the overall weighted posted speed limit. In other words, the overall LOS criteria does not consider the posted speed limit. cv • According to the current methodology, delays due to drawbridge openings should be excluded from the segment travel times, but included in the overall travel times. Considering that delays associated with drawbridge openings are non-recurring and impact the overall US 1 level of service, this part of the methodology should be reviewed and adjusted accordingly. 2019—U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 2 Packet Pg. 1363 H.1.a • Review the travel time schedule (i.e. departure times and staggered schedule) and adjust as needed to reflect current traffic conditions. 2) Under the adopted growth management process, if the overall LOS for US 1 falls below the LOS C Standard, then no additional land development will be allowed unless mitigation measures are implemented. Roadway widening is a typical mitigation measure (or capacity improvement) used by most agencies. However, in Monroe County, road widening (specifically along US 1) is restricted by the adopted comprehensive plan policies to preserve and protect the fragile ecological conditions. There are other remedies that could be explored and evaluated to improve the traffic flow and capacity along US 1. Some examples include: • Upgrade the traffic signal infrastructure and/or signal timing at signalized , intersections along US 1 to enhance traffic flow. • Evaluate the feasibility of implementing adaptive signal control systems to improve traffic flow. • Provide or improve transit service or other multi-modal transportation alternatives. • Implement active traffic management and Transportation System Management & Operation type improvements,which include real-time monitoring of traffic flow and implementing measures to address traffic congestion. • Add turn lanes at strategic locations to improve roadway capacity. • Implement access management improvements (consolidate driveways/access points, modify median openings, etc.)to reduce interruptions to US 1 traffic. • Provide and/or improve frontage roads to reduce the impact on US 1. Improve local roads to minimize US 1 being used as a local street for short-trips. • Do not allow new traffic signals along US 1,if a safe and/or less restrictive alternative (such as indirect left-turns, a roundabout, etc.) can be provided to accommodate traffic movements. • Conduct speed studies on selected segments of US 1 to confirm if the current posted speed limits are correct and modify, if necessary. 3) This is the first Travel Time and Delay Study conducted after Hurricane Irma made landfall in 2017 as a Category 4 storm in the Florida Keys. The hurricane restoration T activities and associated construction vehicles using US 1 may have impacted travel times. This is a natural disaster that is out of the norm and this irregularity needs to be considered and possibly discounted or re-evaluated with an additional interim travel time study. cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 3 Packet Pg. 1364 H.1.a 2. INTRODUCTION Monroe County conducted travel time and delay studies along US 1 on an annual basis from 1991 to 2013; and on a biennial basis since 2013. 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 (FDOT). URS and later AECOM have collected the data for years 1997 through 2019, on behalf of the Monroe County Planning Department with 1­_ assistance from the agencies identified above. This report contains the travel time / delay data and findings for the year 2019. , The US 1 Arterial Travel Time and Delay Study's primary objective is to monitor the level of service on US 1 for concurrency management purposes pursuant to Chapter 163, Florida Statutes and Section 114 of the Monroe County Land Development Regulations. Although US 1 is predominantly an uninterrupted two-lane roadway, the US 1 Level of Service Task Force felt that due to US 1's uniqueness, it warrants an alternative LOS evaluation process to that found in the Highway Capacity Manual (HCM). .2 c� The US 1 Level of Service Task Force was formulated in 1992 to develop a methodology for US 1 that utilizes an empirical relationship between the volume-based capacities and the speed-based level of service (LOS). The US 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 speed as a means of assessing the level of W, service and reserve capacity for US 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 US 1 in the Florida Keys"- January 1993, is included in .2 Appendix A. The US 1 Level of Service Task Force last met in 1997 to re-evaluate the LOS procedure. After several meetings, the Task Force concluded that the speed-based LOS methodology should be used to assess the LOS along US 1 in Monroe County, with a minor change.The signal delay for LOS C was increased to 25 seconds from 15 seconds to account for recent changes in the HCM. Pursuant to Section 114-2(a)(1)(a)of the Land Development Code(LDC), US 1 shall have sufficient available capacity to operate at LOS C for the overall arterial length and the 24 roadway segments of US 1, as measured by the US 1 Level of Service Task Force Methodology. In addition,all segments of US 1,as identified in the US 1 Level of Service Task Force Methodology, which would be impacted by a proposed development's access to US 1, shall have sufficient available capacity to operate at LOS C. Section 114-2(a)(1)(b) of the LDC states, development may be approved, provided that the development in combination with all other permitted developments will not decrease travel speed by more than five percent (5%) below LOS C, as measured by the US 1 Level of Service Task Force Methodology. While development may be approved within 5% of LOS C, the proposed development shall be considered to have an impact that cV needs mitigation. Development mitigation may be in the form of specific improvements or proportioned shared contribution towards improvements and strategies identified by the County, and/or FDOT to address any level of service degradation beyond LOS C and/or other potential deficiencies. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 4 Packet Pg. 1365 H.7.a Although there has never been a countywide development restriction, Big Pine Key experienced a localized development restriction between 1994 and 2002. 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 a, development restriction, but after further consideration between the BOCC and County staff, it was not implemented. cv c c c� c� c N cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 5 Packet Pg. 1366 H.1.a 3. MONROE COUNTY LEVEL OF SERVICE (LOS) AND RESERVE CAPACITY ASSESSMENT OVERVIEW US 1 (Overseas Highway) is the only principal arterial serving residents 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 LOS. Although US 1 in the Florida Keys is predominantly an uninterrupted,two-lane roadway, > its uniqueness warrants an alternative LOS evaluation process to the methodology 2 provided in the Highway Capacity Manual. A uniform method was developed in 1992 by the US 1 Level of Service Task Force to assess the level of service on US 1, and has 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 for 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 the Highway Capacity Manual. The methodology establishes a procedure for using travel speed as a means of assessing the level of service and reserve capacity for US 1 in the Florida Keys. TABLE2 US 1 ROADWAY SEGMENTSc, SEG APPROXIMATE CONTROL POINTS KEY(S) NO. MILE-MARKER Beginning Ending Beginning Ending 1 4.0 5.0 Cow Key Bridge(N) Key Haven Boulevard Stock Island,Key Haven W 2 5.0 9.0 Key Haven Boulevard Rockland Drive Boca Chica,Rockland rtl 3 9.0 10.5 Rockland Drive Boca Chica Road Big Coppitt 4 10.5 16.5 Boca Chica Road Harris Channel Bridge(N) Shark,Saddlebunch N 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 Summerland 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.Summerland, Bahia Honda,Ohio Z 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 1 106.0 112.5 1 C-905 County Line Sign I Key Largo,Cross Key cV NOTE:(N)and(S)refer to the north and south side of the bridges respectively U 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 6 Packet Pg. 1367 H.7.a The travel speeds for the entire 108-mile stretch of US 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 a, of March. Overall speeds are those speeds recorded over the 108-mile length of the Keys between Key West and the Monroe/Miami-Dade County Line. Overall speeds reflect the traffic conditions experienced by motorists making long distance trips or traffic traveling the °® entire length of the Keys. Given that US 1 is the only principal arterial in an 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 US 1. Regardless of the posted speed limit, 45 mph has been adopted as the LOS C Standard for the entire length of US 1. Under the adopted growth management process, if the overall LOS for US 1 falls below the LOS C Standard, then no additional land development will be allowed in the Florida Keys unless mitigation measures are implemented. Segment speeds are the speeds recorded within the individual segments of US 1. The N 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 US 1 serves as the principal arterial in the Keys, the movement of local traffic is also an important consideration. LOS is determined for individual segments by comparing the average posted speed limits with the median travel speeds. The difference between the segment travel speed and the LOS C Standard is called reserve speed. The reserve speed is converted to an W estimated reserve capacity of additional traffic volume. If the travel speed falls below the LOS C Standard, additional trips equivalent to 5%of LOS C capacity can be allowed, to accommodate a limited amount of development to continue until traffic speeds are .N measured again the following year or until remedial actions are implemented. While development may be approved within 5% of LOS C, the proposed development shall be considered to have an impact that needs mitigation. cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 7 Packet Pg. 1368 i H.7.a 4. DATA COLLECTION The travel time and delay data were collected by AECOM 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 of travel. The field data collection took place between March 3, 2019 and March 16, 2019. The results are included in Appendix B. Fourteen (14) round trips were made to complete the 28 travel time runs. These runs represent a sample of two runs for each day of the week. The seven-day, 24-hour traffic data were collected in Islamorada, Marathon, and Big Pine Key from March 5, 2019 to March 11, 2019, concurrently with the travel time runs. The volume data is provided in Appendix C. The field studies employed a 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. c� LU c� c N cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 8 Packet Pg. 1369 H.1.a 5. FIELD OBSERVATIONS Traffic Signals There are 16 traffic signals, two flashing signals, five emergency signals, one Pedestrian Hybrid Beacon (PHB) and two pedestrian signals along the study corridor: LOCATION APPROX. MILE MARKER SEGMENT College Road 4.4 1 6 Cross Street 4.6 1 McDonald Avenue 4.8 1 31 Street (Flashing Signal) 4.9 1 Emerald Drive (Emergency Signal) 10.5 3 Sugarloaf Boulevard (Flashing Signal) 10.5 5 Crane Boulevard 19.5 5 U) Key Deer Boulevard 30.3 10 331 Street 48.5 13 Sombrero Beach Road 50.0 13 cV 8911 Street (Emergency Signal) 51.7 13 10711 Street 52.4 13 10911 Street 52.5 13 Pedestrian Crossing - 12011 Street 53.0 13 Sadowski Causeway 53.5 13 Coco Plum Drive 54.0 13/14 Layton Drive (Emergency Signal) 68.4 16 c, Snake Creek Bridge (Drawbridge Signal) 85.7 20 Woods Avenue 90.0 21 Sunshine Road 90.5 21 Ocean Boulevard 91.5 21/22 W Jo-Jean Way(Emergency Signal) 92.0 22 Fishermans Trail (Emergency Signal) 99.2 22 c Atlantic Boulevard 99.5 22/23 v', Pedestrian Crossing (PHB) - Buttonwood Drive 99.8 23 Tarpon Basin Drive 101.0 23 Pedestrian Crossing - Bowen Drive 105.0 23 As it was done in the past, only a partial impact of the signal was considered for the pedestrian signals at MM 53, MM 99.8, and MM 105. The signal delays for the segments with traffic signals at the end or beginning, such as Coco Plum Drive, Ocean Boulevard and Atlantic Boulevard intersections, are shared between the two adjacent segments. The three closely-spaced traffic signals in Stock Island (Segment 1) were observed to E experience fewer delay events (19 in 2019 vs. 45 in 2017), but an increase in total delay time (26 minutes and 49 seconds vs. 22 minutes and 31 seconds) compared to 2017. > 2 The six traffic signals in Marathon (Segment 13) were observed to experience fewer °- events, but more delay compared to 2017. The number of delay events decreased to 42 this year vs. 57 in 2017. The total delay time caused by these signals was 22 minutes and 59 seconds this year vs. 22 minutes and 6 seconds in 2017. The traffic signal at the Crane Boulevard intersection (Segment 5) experienced 5 delay events this year compared to 3 in 2017, with a total delay time of 1 minute and 51 seconds in 2019 vs. 49 seconds in 2017. Three of the delay events recorded at this signal occurred in the southbound direction and two occurred in the northbound direction. In 2017, the two events occurred in the northbound direction and one in the southbound direction. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 9 Packet Pg. 1370 H.1.a Segment 1 and Segment 13 are defined as interrupted segments, meaning that interruptions such as signalized intersections are expected. The changes in delay due to these signals may not significantly influence the individual segment operating conditions because they are designated as having interrupted flow conditions. a, However, any changes in delay in these two segments will affect on the overall travel speeds. Traffic Counts Mechanical traffic counters and hoses were installed on March 5, 2019 along US 1 at the following locations: • Big Pine Key, on the south side of the North Pine Channel Bridge (MM 29); • Marathon, in front of McDonalds (MM 50); • Upper Matecumbe, on the south side of the Whale Harbor Bridge (MM 84). cv The traffic volumes during the 2019 study period were found to be higher than the 2017 traffic volumes in Big Pine, Marathon and Upper Matecumbe (see Table 3 on page 11). Additional traffic data was collected to identify localized differences in traffic volumes in Big Pine Key. c� LU c N 76 cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 10 Packet Pg. 1371 H.1.a 6. RESULTS AND DISCUSSIONS Traffic Volumes US 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 between March 5 and March 11, 2019 at these three locations along US 1 yielded the following average daily traffic(ADT) and annual average daily traffic(AADT) volumes.The volume data for the 5-day and 7-day is the average of the raw volumes collected. The 7-day 6 average volumes have been adjusted using the 2017 seasonal and axle factors to estimate the 2019 AADTs. Traffic data summaries are included in Appendix C. Location 5-Day ADT 7-Day ADT AADT Big Pine Key(MM 29) 22,408 21,722 20,438 Marathon (MM 50) 43,041 42,530 40,016 T_ Upper Matecumbe (MM 84) 25,856 25,837 24,310 The AADT has increased in Big Pine Key, Marathon and Upper Matecumbe. A detailed cV historical comparison of the US 1 traffic counts for the period from 1995 to 2019 is presented in Appendix D.A comparison of the most recent seven year data is presented in Table 3 and represented graphically in Figure 1. US 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 twenty-four years indicates that statistically there is a slight increase in overall traffic growth at the Marathon and Upper Matecumbe count locations, and an overall decreasing trend in traffic volumes for Big Pine Key (but the last nine-year data shows an increasing trend). Overall S eeds c For the purpose of this study, overall speeds are those speeds recorded over the 108-mile length of US 1 in the Keys between Key West and the Monroe/Miami-Dade County Line. Overall speeds reflect the conditions experienced by motorists during long distance trips. Given that US 1 is the only principal arterial in Monroe County, the movement of through traffic is an important consideration. The Level of Service (LOS) criteria for overall speeds on US 1 in Monroe County, as adopted by the Task Force, is 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 US 1. cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 11 Packet Pg. 1372 jO uoissn3sip 00013 3Nnr) [L O' 'n ] Apn4S Re'Aelea PUB GWI_LIGABJ_LIBIJG:pv 6 WZ}} a :4u8uay3 }} ra _ 0 0 0 0 0 0 0 0 a N LO LO N 0) 0) LO . N LO LO N M M O LO '� LL U cli o o 6 Oo Oo L6 o c � N LL 00 N 00 O (O (O 1-- CD N M V' M LO M V V' I� ' O Ln M O oc oc O �. LO LO U N N N 7 7 7 N N N o (0 O M 0000 O 09 N -i Ln N O U 0 N Ln LO I- N O 0) 00 (O M 0) N O 00N (O N N O O _ U N N O M co M N N N LO o (0 000 N 000 M 7 N 7 L 06 O N M (O Oz LO M U 0 N M (O 0) M 0) I� N M O M N 7 7 I- O 00 oc - N O 00 O O LO co a. 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C) a 0 c,4 0 fYC 4) LO 00 CD 00 r 0 li LO ti C) C) C) C) C) C) C) C) C) C) C) C) C) C) C) CD CD CD CD CD CD CD CD C) C) C) C� C� C� C� C� C� C� C� C� C� C� C� C� C) 00 CO I;t 04 C) 00 (D I;r 04 C) 00 (D m m m m m cq cq 04 04 04 — (ALIP/48A)JL(3VV H.1.a The median overall speed during the 2019 study was 44.6 mph,which is 1.4 mph lower than the 2017 median speed of 46.0 mph. The median speed corresponds to LOS D conditions. The highest overall speed recorded in the study was 50.5 mph (1.1 mph higher than the 2017 highest overall speed of 49.4 mph), which occurred on Monday, a, March 11, 2019 between 3:45 p.m. and 6:08 p.m., in the souhbound direction. The lowest overall speed recorded was 37.8 mph (3.0 mph higher than the 2017 lowest overall speed of 34.8 mph),which occurred on Wednesday, March 6, 2019 between 1:30 p.m. and 4:39 p.m. in the northbound direction. The 2019 travel speed data is summarized in Appendix E. See Appendix F for comparisons of speed data from the 2019 study to previous year's data. 2 Segment Speeds Segment speeds are the speeds recorded within individual segments of US 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 US 1 serves as the main arterial in the Keys, the movement of local traffic along US 1 is also an important consideration on this multi- purpose roadway. The level of service criteria for segment speeds on US 1 in Monroe County depends on N 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. Interrupted Flow LOS A >_ 35 mph LOS B >_28 mph LOS C >_22 mph W LOS D >_ 17mph LOS E >_ 13mph LOSF < 13mph N T Uninterrupted Flow LOS A 1.5 mph above the speed limit LOS B 1.5 mph below the speed limit LOS C 4.5 mph below the speed limit LOS D 7.5 mph below the speed limit LOS E 13.5 mph below the speed limit LOS F more than 13.5 mph below the speed limit For all "uninterrupted" segments containing isolated traffic signals, the travel times were reduced by 25 seconds per signalized intersection and 3 seconds per pedestrian signal to account for lost time due to signals. The Marathon and the Stock Island segments are considered "interrupted" flow facilities. Therefore, no adjustments (to account for delay at signals) were made to travel times in these segments. The segment limits, median travel speeds, and Level of Service (for 2017 and 2019) for each segment are presented in Figure 3. The median segment speed ranged from 55.8 mph in the Boca Chica segment to 33.0 mph in the Stock Island segment. The following is a summary of LOS changes, as compared to 2017: cV 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 15 Packet Pg. 1376 pue quail Janeal IBIJOIay Lsn 6LOZ to uoissnosip 3008 3Nnr) IL uoisinaa]/Cpn�g/Ce�ad pue quail�aneal�eiaa>ay 6LOZ Seal:�uaLULI Pv o 1` a � j dii w a �L l� p Y � N .A i.l lj+ �qS w1 h�l in M! W it '6 N N 7 / 0g0 c , .c l ✓-r. a O1 v, c G 1 � 7 M M�lr O ko (� 1 ^� O CA � A CA _ Q Q �Il ill ' wa 2�+ M V�1 T �rNl � P P P P C �[t � M v�1 � vN1 P v M •^'1 M P P v�j S t � /��Y� l i T m m m m U 4'1 ttl m U U R1 U O W W O 41 O � °1 Jm m m ¢ m m ¢ U m m ¢ U U U U O O U ttl ¢ ¢ m U Q G' •� 1� � �/� ,�: F 2 QN a O �p N N N N q Q Q Q Q N II �Y N N O N � ,Y 6 P �o �o � � � Q Q Q Q Q h Q Q g QT h Q Q ti m Q Q y h Q s 7T 7 a 2 g U U g � � t �' m m m �- 2 Y � € ao = � m ,- N C h'• rV x, '.[� M g o �' o m N \ z E x $ 8 a ? E g U Y R RI 2 4] �/1 $311A$ $3411$ $31VO$ H.1.a LOS A LOS B LOS C LOS D LOS E (+) Ramrod (8) (-) Boca Chica(2) (-)Saddlebunch (4) (-) Plantation(21) (-) U. Matecumbe(19) (+) Bahia Honda(11) (+) Long (16) (-)Windley(20) (+) Big Pine(10) a, There are LOS changes in 9 segments-the LOS for 4 segments has improved, and the LOS for the remaining 5 segments has degraded. • Ramrod segment (8) changed from LOS `B' to LOS `A' • Bahia Honda segment (11) changed from LOS `B' to LOS `A' • Boca Chica segment (2) changed from LOS `A' to LOS `B' • Long segment (16) changed from LOS `C' to LOS `B' • Big Pine segment (10) changed from LOS `C' to LOS `B' • Saddlebunch segment(4) changed from LOS `B' to LOS `C' U) • Plantation segment (21) changed from LOS `B' to LOS `D'-Village of Islamorada • Upper Matecumbe segment (19) changed from LOS `D' to LOS `E' -Village of Islamorada • Windley segment(20) changed from LOS `C' to LOS `E' -Village of Islamorada 0 Compared to 2017, the median segment speeds decreased in 15 of the 24 segments, ranging between -0.2 mph and -5.2 mph. Eight segments experienced an increase in median speeds, ranging from +0.1 mph to +3.6 mph. Segment# 15 (Duck- MM 60.5 to MM 63.0) was the only segment where the median speed remained the same. The largest increase in speed (+3.6 mph) was recorded in Segment# 1 (Stock Island - MM 4.0 to MM 5.0); however, the LOS remained the same at `B'. The largest reduction in speed (-5.2 mph) was recorded in Segment # 21 (Plantation - MM 86.0 to MM 91.5), resulting LOS change from `B' to V. z Detailed summary tables of these measured travel speeds by day, segment, and fourteen-day average are contained in Appendix E. la A delay event starts whenever the speed of the test vehicle falls below 5 mph.The delay event continues until the test vehicle's speed increases to 15 mph. During the study, the observers encountered a total of 259 separate delay events. Seventeen (17) of these delay events, resulting in 58 minutes and 3 seconds, were excluded from the overall and the segment travel time calculations. The excluded delays were caused by non- recurring 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 (as compared to 2017 data), is provided in °- Table 4. The mean delay per trip is the total delay recorded for a given delay event > divided by the study's 28 one-way trips. The mean delay per trip is found to be 11 2 minutes and 28 seconds. cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 17 Packet Pg. 1378 H.1.a TABLE 4 DELAY DATA SUMMARY AND COMPARISON Number of Total Excluded Mean Delay Mean Delay Delay Source Events Delay Time Per Event Per Trip 2019 (2017) 2019 (2017) 2019 (2017) 2019 (2017) 2019 (2017) Traffic Signals 157 213 01:51:49 02:10:29 00:00:00 00:00:00 00:43 00:36 4:00 4:30 Drawbridges 2 0 00:06:54 00:00:00 00:00:00 00:00:00 03:27 0:00 0:15 0:00 Z Congestion 78 64 02:22:59 03:16:44 00:00:00 00:00:00 1:50 3:04 5:06 7.02 Left Turns 4 18 00:01:29 00:04:44 00:00:00 00:00:00 0:22 0:16 0:03 0:10 Right Turns 1 3 00:00:23 00:00:35 00:00:00 00:00:00 0:23 0:12 0:01 0:01 School Bus 3 12 00:01:25 00:05:09 00:01:25 00:05:09 0:28 0:26 0:03 0:11 Construction 1 0 00:09:55 00:00:00 00:09:55 00:00:00 9:55 0:00 0:21 0:00 r Accidents 7 1 00:38:47 00:02:56 00:38:47 00:02:56 5:32 2:56 1:23 0:06 Emergency 0 9 00:00:00 00:08:24 00:00:00 00:08:24 0:00 0:56 0:00 0:18 Vehicles Special Event 6 11 00:07.21 00:33:51 00:07:21 00:33:51 1:14 3:05 0:16 1:13 Total 259 331 05:21:02 06:22:52 00:58:03 00:50:20 01:14 18:34 11:28 13:36 '2 c� Signal Delays c� CJ The largest single recurring delay was caused by traffic signals. During the 2019 study, 157 observable signal delay events were noted in the vicinity of the signalized intersections. Traffic signals resulted in a total delay of 1 hour 51 minutes and 49 LU seconds, which accounts for 35% of the total delay. Z The mean delay per event for signals in Segments# 1, 10, 13, 22 and 23 was higher than the LOS C threshold value of 25 seconds (discounted as per the methodology). N The average signal delay per trip was also higher (47 seconds) than the 25 second threshold. The signal at Atlantic Boulevard in Tavernier(Segment#22) caused the most delay, 21 minutes and 59 seconds, (from a total of 14 delay events), which accounted for 20% of the total signal delay. The mean delay per event at the Atlantic Boulevard signal (1 minute and 34 seconds) was higher than the 25 second threshold. The signal in Marathon (Segment # 13) at Sombrero Beach Road experienced the highest number of signal delay events (18), resulting in 13 minutes and 17 seconds delay (12% of the total signal delays).The signal at Key Deer Boulevard in the Big Pine segment(Segment # 10) was the most significant in 2017 with 14 signal delay events, resulting in 20 minutes and 14 seconds (16% of the total signal delay). Accident Delay The accident-related delays, although non-recurring, were observed to be the third highest delay event category during the 2019 study. A total of seven accident delay events were recorded during the 2019 study, accounting for 38 minutes and 47 seconds delay. The accident delay accounted for 12% of the total delays. The accident delays were excluded from the overall and segment travel times. cv Turning Vehicles slay There were four left-turn and one right-turn delay events during the 2019 study. Left- turn delays accounted for 1 minute and 29 seconds, with a mean delay of 22 seconds. E Similarly, right-turn delays accounted for 23 seconds with a mean delay of 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 18 Packet Pg. 1379 H.1.a 23 seconds. In accordance with the Floating Car Method and Passing Score procedure, the test car did not pass on the right side of a left turning vehicle within two-lane segments during this year's study. Draw Bridge lay The bridge across the Snake Creek was the only drawbridge observed along the entire length of the study segment. There were two drawbridge events during the 2019 study, as compared to zero drawbridge related events during the 2017 travel time study. Drawbridge delays accounted for 6 minutes and 54 seconds, with an average delay of 3 minutes and 27 seconds. Congestion elan Congestion related delay represents the largest recurring delay observed during the 2019 study. There were 78 congestion related delay events, resulting in 2 hours 22 minutes and 59 seconds delay. It is possible that some of this delay was caused by drawbridge openings, stop and go conditions in the vicinity of signalized intersections, and vehicles turning from through lane. Specific sources of congestion were not always visible to the observers in the test vehicle, especially if the test vehicle was in a long queue; or the delay event has ended (such as red signal .2 indication may have changed to green or the open drawbridge may have been lowered) by the time the test vehicle approached the event location. Construction D2Laj LU Construction delays accounted for 9 minutes and 55 seconds during the 2019 study. There were no construction delays during the 2017 study.The construction delays were W, excluded from the overall and segment travel times. Speed i it N 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 tourists, 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 in 16 of the 24 segments that operate at median travel speeds below the weighted average posted speed limits as presented in Appendix G. This is similar to the 2017 data, which had 15 segments operating at median travel speeds below the speed limit. Reserve Ca acitis cv The difference between the median speed and the LOS C Standard speed gives the reserve speed, which in turn can be converted to an estimated reserve capacity. The median overall speed of 44.6 mph compared to the LOS C standard of 45 mph leaves a 0) negative overall reserve speed of -0.4 mph. This reserve speed is converted into an estimated number of reserve trips using the formula below: 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 19 Packet Pg. 1380 H.7.a Reserve Volume = Reserve Speed x k x Overall Length Trip Length Reserve Volume = Reserve speed x 1656 daily trips/mph x 112 miles 10 miles Applying the formula for reserve volume to each of the 24 segments of US 1 individually gives maximum reserve volumes for all segments totaling 89,398 trips.These individual reserve volumes may be unobtainable, due to the constraint imposed by the overall reserve volume. County regulations and FDOT policy allow segments that fail to meet the LOS C , standards to receive an allocation not to exceed five percent below the LOS C standard. The so-called five percent allocations were calculated for such segments as follows: 5%Allocation = (median speed -95% of LOS C) x 1656 x Length Trip Length 0 The following four segments were identified to be functioning below the LOS C threshold: Segment #18 (Tea Table), Segment #19 (Upper Matecumbe), Segment #20 .2 (Windley) and Segment #21 (Plantation). These four segments have depleted their reserve capacities. All of these segments are in the Village of Islamorada. A summary table displaying level of service and reserve capacity values for each segment is contained in Appendix G. c N cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 20 Packet Pg. 1381 H.1.a 7. SUMMARY Following is a summary of the 2019 Travel Time and Delay Study results: a) The traffic volumes have increased by approximately 5% as compared to 2017. b) The overall travel speed on US 1 based on the 2019 study is 44.6 mph,which is 1.4 mph lower than the 2017 overall travel speed. iE c) As compared to the 2017 data, the median travel speeds in 15 of the 24 segments have decreased. They are: - Boca Chica (-3.8 mph) - Grassy (-0.9 mph) - Sugarloaf(-0.2 mph) - L Matecumbe (-0.2 mph) -village of Islamorada .............................................................................................................................................................................................................................................................................................................................................................................................................................................................................................. - Cudjoe (-1.0 mph) -Tea Table (-0.7 mph) -Village of Islamorada ...............................................................................................................................................................................................................................................:.............................................................................................................................................................................................................................................. - Big Coppitt (-0.5 mph) - U Matecumbe (-2.8 mph) -village of Islamorada .............................................................................................................................................................................................................................................................................................................................................................................................................................................................................................. - Tavernier (-0.5 mph) -Windley(40 mph)-village of Islamorada - KeyLargo -0.2 mph) - Plantation -5.2 mph)-village of Islamorada g ( p ) ( 9 - Cross (-2.5 mph) c c c� Median travel speeds in 8 segments have increased. They are: U) + + - Stock Island ( 3.6 mph) - Big Pine ( 3.0 mph) Summerland (+0.2 mph) Torch (+ 0.4mph )_ c, - Ramrod +0.6 mph) - Bahia Honda +0.5 mph) ......... ( p ) ......................................................................................................... ( p ) .......................... Long mph) 7-Mile Bridge (+0.1 mph) ).... .........................................:............................................................ ..................................................... The median segment speed for Segments#13 (Marathon) and#15(Duck), remained the '✓ same as 2017 speed. c N d) As compared to the 2017 study, there are LOS changes in 9 of the 24 segments - the LOS for 4 segments has improved, and the LOS for the remaining 5 segments has degraded. e) Segment#20 (Windley-MM 84.0-MM 86.0) LOS changed from LOS `C' to `E'. Segment # 21 (Plantation - MM 86.0 - MM 91.5) LOS changed from LOS `B' to `D'. The LOS for Segment# 18(Tea Table-MM 77.5-MM 79.5) remained at LOS `D'. Segment#19(Upper Matecumbe - MM 79.5 - MM 84.0) LOS changed from LOS `D' to `E'. Thus, these 4 segments have no reserve capacity and should be given special attention. f) There were a total of 259 delay events, 17 of which were excluded due to their non- recurring nature. Stop and go conditions at traffic signals were observed to be the > largest recurring delay-causing events this year. The traffic signals caused 157 delay 2 events, resulting in 1 hour 51 minutes and 49 seconds delay. The signals caused an average of 4 minute delay per trip, which is 30 seconds less as compared to 2017 data. g) There were two drawbridge delay events during the 2019 study, as compared to no drawbridge related delay events in 2017. Drawbridge delays accounted for 6 minutes and 54 seconds, with an average delay of 3 minutes and 27 seconds. h) There was one construction delay event in 2019 (accounted for 9 minutes and 55 seconds), as compared to no construction delay events in 2017. i) There were 78 congestion related delay events in 2019, resulting in 2 hours 22 minutes and 59 seconds of delay, as compared to 3 hours 16 minutes and 44 seconds in 2017. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 21 Packet Pg. 1382 H.1.a The congestion delay events contributed to 5 minutes and 6 seconds of delay per trip on an average,which is lower when compared to the 2017 average congestion delay per trip of 7 minutes and 2 seconds. j) Segments with reserve speeds of less than or equal to 3 mph should be given particular a, attention when approving development applications. Based on the 2019 study, there are eight segments in this category(one segment more than the 2017 study). - Saddlebunch MM 10.5- MM 16.5 -Tea Table MM 77.5- MM 79.5 a- - Duck(MM 60.5- MM 63.0) - U. Matecumbe (MM 79.5- MM 84.0) - Grassy(MM 54.0- MM 60.5) -Windley(84.0 -86.0) - L. Matecumbe (MM 73.0- MM 77.5) - Plantation (86.0-91.5) .........................................................................................................................................................................................................:.......................................................................................................................................................................................................................................... The following is a list of considerations for review: cv 1) The US 1 Level of Service Task Force was formulated in 1992 to develop a methodology for US 1 that utilizes an empirical relationship between the volume-based capacities and the speed-based Level of Service (LOS). The Task Force was a multi-agency team with N 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 includes a procedure for using travel speed as a means of assessing the level of service and reserve capacity for US 1. The members of the Task Force met again in 1997 to re-evaluate the LOS methodology and made some minor changes. The signal delay for LOS C was increased to 25 seconds from 15 seconds to account for changes in the Highway Capacity Manual (HCM). Considering that the last meeting of the Task Force was held more than 22 years ago, it is suggested that the members of the Task Force meet again to review the LOS methodology and identify any potential changes to ensure that the methodology is consistent with current practices and to identify opportunities for improvement, if any. Since the last Task Force review, there have been updates to the N Highway Capacity Manual (HCM), which may need to be incorporated. Some specific items that can be reviewed, include: • Review the signal delay threshold for LOS C based on the current Highway Capacity Manual (delay threshold increased from 25 seconds to 35 seconds) and adjust the methodology accordingly. • The methodology to determine the LOS for the 24 individual roadway segments and the overall US 1 are slightly different. Individual segment LOS is determined by comparing the median travel speed with the weighted posted speed limit for the segment. For example, Segment LOS is A if the median travel speed is 1.5 mph above the posted speed limit. Alternatively, the overall LOS for US 1 is determined P by comparing the median travel speed with pre-established speed thresholds for different levels of service. For example, the LOS for US 1 is A if the overall travel speed is equal to or above 51 mph, irrespective of the overall weighted posted speed _ limit. In other words, the overall LOS criteria does not consider the posted speed limit. • According to the current methodology, delays due to drawbridge openings should be excluded from the segment travel times, but included in the overall travel times. Considering that delays associated with drawbridge openings are non-recurring and cv impact the overall US 1 level of service, this part of the methodology should be reviewed and adjusted accordingly. • Review the travel time schedule (i.e. departure times and staggered schedule) and adjust as needed to reflect current traffic conditions. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 22 Packet Pg. 1383 H.1.a 2) Under the adopted growth management process, if the overall LOS for US 1 falls below the LOS C Standard, then no additional land development will be allowed unless mitigation measures are implemented. Roadway widening is a typical mitigation measure (or capacity improvement) used by most agencies. However, in Monroe County, road widening (specifically along US 1) is restricted by the adopted comprehensive plan policies to preserve and protect the fragile ecological conditions. There are other remedies that could be explored and evaluated to improve the traffic flow and capacity along US 1. Some examples include: E • Upgrade the traffic signal infrastructure and/or signal timing at signalized > intersections along US 1 to enhance traffic flow. • Evaluate the feasibility of implementing adaptive signal control systems to improve traffic flow. • Provide or improve transit service or other multi-modal transportation alternatives. • Implement active traffic management and Transportation System Management & Operation type improvements,which include real-time monitoring of traffic flow and implementing measures to address traffic congestion. • Add turn lanes at strategic locations to improve roadway capacity. • Implement access management improvements (consolidate driveways/access points, modify median openings, etc.)to reduce interruptions to US 1 traffic. o • Provide and/or improve frontage roads to reduce the impact on US 1. Improve local o roads to minimize US 1 being used as a local street for short-trips. • Do not allow new traffic signals along US 1,if a safe and/or less restrictive alternative (such as indirect left-turns, a roundabout, etc.) can be provided to accommodate `-" traffic movements. t� • Conduct speed studies on selected segments of US 1 to confirm if the current posted speed limits are correct and modify, if necessary. 3) This is the first Travel Time and Delay Study conducted after Hurricane Irma made landfall in 2017 as a Category 4 storm in the Florida Keys. The hurricane restoration activities and associated construction vehicles using US 1 may have impacted travel times. This is a natural disaster that is out of the norm and this irregularity needs to be considered and possibly discounted or re-evaluated with an additional interim travel time v, study. 76 cv 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �OCom Page 23 Packet Pg. 1384 H.1.a APPENDIX A "UZ Data Collection Methodology N U) U) CO 0 N w �L=Com Packet Pg. 1385 H.1.a DATA COLLECTION METHODOLOGY (Previously Approved by Task Force) Calibration of the DMI Prior to beginning the study, the DMI was calibrated over a half-mile course. The calibration E 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 US 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. Floating Car Method and Passingcore 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 US 1 were omitted from the passing score. Zi 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 T 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. Packet Pg. 1386 H.1.a Platoon Size To provide a measure of roadway congestion within each segment, the average number of vehicles traveling in the test car's platoon was recorded, including the test car itself. Within a, four-lane segments, this number represents the average number of vehicles that traveled in the test car's platoon within the test car's lane. Treat men of lay 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. c� 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 LU 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 W, when the observers witnessed active interference, such as bulldozers or flagman blocking the traffic, the event was recorded and later excluded from the analysis. c N cv Packet Pg. 1387 H.1.a A METHODOLOGY TO ASSESS LEVEL-OF-SERVICE ON US-1 IN THE FLORIDA KEYS cv 4- 0 c c� c� By Rafael E. De Arazoza Florida Department of Transportation District 6 602 South Miami Avenue '✓ Miami, Florida 33130 (305) 377-5910 N And Douglas S. McLeod Florida Department of Transportation Mail Station 19 605 Suwannee Street Tallahassee, Florida 32399-0450 (904) 922-0449 iE For Presentation at the Transportation Research Board Annual Meeting January 1993 cv Packet Pg. 1388 H.1.a R.E.De Arazoza D.S. Macleod ABSTRACT This paper presents the methodology developed to assess level-of-service (LOS) on US-1 in the Florida Keys. Although predominantly an uninterrupted flow two-lane roadway in the Keys, US-1's I uniqueness warrants all alternative LOS evaluation process to that found in the 1985 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 a challenge in developing and applying a reasonable and acceptable method to assess its LOS. 0 C A uniform method was developed to assess LOS on U.S.-1 to cover both its overall arterial length from .2 c� Key West to the Florida mainland, and 24 roadway segments delineated. The methodology employs c� 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. z 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 LOS. cv Packet Pg. 1389 H.1.a R.E.De Arazoza D.S. Macleod A METHOD TO ASSESS LEVEL-OF-SERVICE a, ON US-1 IN THE FLORIDA KEYS INTRODUCTION The purpose of this paper is to present the methodology developed by the Monroe County US-1 level- of-service (LOS) Task Force to assess LOS on US-1 (the Overseas Highway) in the Florida Keys (1). The authors are members of the referenced task force. US-1 which is mostly two-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 CD CD cv Florida mainland (Figure 1). There are 48 bridges crossing water for a total length of 35 km (22 mi), with the longest bridge approximately 11 km (7 mi) long. There is no other road, to provide vehicular N c� access to the Florida Keys from the rest of Florida or anywhere else. Few local roads are 5 km (3 mi) c� in length. Consequently, US-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. US-1 Annual average daily traffic (AADT) volumes range from a low of 4700 to a high of 34200. The road serves a large tourist demand and is one of the most scenic in the United States. The linear geography z with the narrow land width of most of the Florida Keys are further characteristics. '✓ c Most of the surrounding land use is rural developed and suburban in nature; however,some areas are T) 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 US-1. Numerous driveways and intersecting local roads provide access to the surrounding residential areas. The US-1 LOS study encompassed approximately 174 km (108 mi)of US-1 from Key West/Stock Island to the Monroe/Dade County Line, broken down as follows: 0 129 km (80 mi) (74%) two-lane uninterrupted flow; °® 76 0 32 km (20 mi) (19 %) four-lane uninterrupted flow; and 0 13 km (8 mi) (7%) four-lane urban/suburban interrupted flow. cv Packet Pg. 1390 H.1.a 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 (HCM) (2) is extensively used throughout Florida as the I source document to determine highway capacities and LOS. 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 km (8 mi) of urban/suburban interrupted flow and the small percentage of the two-lane truly rural portions correlate directly to the HCM Chapters 11 and 8. cv 0 C Thus,the challenge was to develop a methodology to assess arterial LOS along US-1 without deviating N c� from the principles of the HCM. Towards that end a task force was created consisting of c� representatives from State and local agencies and an engineering consulting firm. z c N cv Packet Pg. 1391 H.1.a 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 US-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 2 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 rural two-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 LOS. The HCM further states that "Percent time delay...is defined as the average percent of time that all vehicles are .2 c� delayed while traveling in platoons due to inability to pass. Percent time delay is difficult to measure c� 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 Z of effectiveness to assess LOS. 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 cc Table 8-1 of the HCM do not correspond well with the typical operating speeds of US-1 in the Florida Keys. For instance, Table 8-1 shows average speeds ranging from 58 mph (93 kmh) (LOS A) to 45 mph (72 kmh) (LOS D). The overall weighted posted speed limit for US-1 in the Florida Keys is 79.7 kmh (49.5 mph). The overall median operating speeds along US-1 according to the 1991 and 1992 field studies (3, 4 ) were 76.8 and 75.5 kmh (47.7 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. cv Packet Pg. 1392 H.1.a 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.g., 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 be applied to US-1 for analysis of its two-lane sections. With regards to the four-lane uninterrupted flow portions of US-1, a similar dilemma occurred. HCM Chapter 7 methodology applies to multi-lane highways with operating characteristics generally unlike those of US-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 .2 c� equations (7-1), (7-2) and (7-3)are closely related to those of freeways with their higher service flow c� 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 (45 mph). Key largo is developed with strip commercial and residential development. It has numerous driveway connections and side streets directly accessing US-1. z The remaining 7% of the total US-1 mileage is four-lane interrupted flow. These are the portions encompassing Marathon (in the middle of the Keys) and Stock Island (near Key West). The operating -T) 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 LOS on US-1 had to be developed. The task team'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 US-1 with LOS speed thresholds developed as part of this study. This 6 is in line with the concept behind the HCM of average travel speed being the main parameter to measure arterial LOS. cv METHODOLOGY Packet Pg. 1393 H.1.a R. E. De Arazoza D. S.Macleod Considering the types of trips served by US-1, it was decided to conduct travel time and delay runs to cover both the entire length of US-1 from Key West to the Monroe/Dade County Line (mainland) and for each segment of the highway along the way. Twenty-four segments were selected as depicted by I 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. 0 The next step in the process was to determine the number of travel time runs and how, when and .2 c� to/from where. Runs were started at both ends of US-1. For example, one run started on Stock Island c� (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 Lu perform a total of fourteen two-way runs or twenty-eight in each direction covering the 174 km (108 z mi)study portion of US-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 6 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). cv 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. Packet Pg. 1394 H.1.a R. E. De Arazoza D. S.Macleod The process up to this point provided median travel speeds. The question then became,what LOS do these speeds represent. The next step was to develop a set of LOS/Speed threshold values for both the overall length of US-1 and the pertinent segments of the highway. Towards this end, the speed ratios between LOS thresholds from Tables 7-1, 8-1 and 11-1 of the HCM were used in the analysis. These ratios were weighted against actual mileage of US-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 8-1, the ratio between LOS B speed and LOS A speed is 55/58= 0.948. The ratio between LOS C/LOS A=52/58= 0.897; the ratio between LOS D/LOS A= 50/58 = 0.862 and so on. The same process was applied to Tables 7-1 (96.6 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 .2 c� traffic flow applied. Once all the ratios were developed, the weight criteria was applied as in the c� following example: TYPE OF FLOW LOS C/LOS A RATIO WEIGHT '✓ Two-lane uninterrupted 52/58 = 0.897 74 Four-lane uninterrupted 44/50 = 0.880 19 > 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)]+100=0.875 The above process was applied to develop all the required ratios. Further observations with reference to Tables 8-1, 7-1 and 11-1 yielded the following. From Table 8-1 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 US-1 posted speed limit is 79.7 kmh (49.5 mph) reasonably fell between the LOS A and B thresholds. This Packet Pg. 1395 H.1.a 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 LOS (i.e., LOS A or B). With the above speed differentials and LOS range premise in mind, the US-1 overall speed thresholds 6 for LOS A and B became 82.1 kmh (51 mph) (2.4 kmh (1.5 mph) above 79.7 kmh (49.5) and 77.3 kmh (48 mph), respectively. Applying the developed ratio between LOS C/LOS A to the LOS A speed resulted in 72.5 kmh (45 mph), rounded off (i.e., 0.875 x 82.1 kmh (51 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 US-1 became: cv 0 LOS Speed N A Z 82 kmh (51 mph) c� B Z 77 kmh (48 mph) C Z 72 kmh (45 mph) D Z 68 kmh (42 mph) E Z 58 kmh (36 mph) W F < 58 kmh (36 mph) c N Inspection of the criteria above indicates a close relationship with the speed differentials of both Tables 8-1 and 7-1 of the HCM. Comparing the median speed data for US-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 LOS/Speed threshold values for the segments of US-1. No further work was needed to cover the 7% mileage of the interrupted portions of US-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 LOS/speed criteria for a Class I arterial was made. Packet Pg. 1396 H.1.a R. E. De Arazoza D. S.Macleod The remaining segments fell within the two-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 A speed consistent with Tables 7-1 and 8-1 of the HCM. LOS B and D speed criteria were set to provide I equal increments between LOS A and LOS D(i.e., LOS B 4.8 kmh (3 mph) below LOS A speed and LOS 6 D 4.8 kmh (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 segment'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 US-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 . c� which is not only to assess the impact of regional vehicular trips, but also those that are local in c� nature. The following illustrates the concept plus one example for the US-1 Segmental LOS/speed relationship. Ca LU o The uninterrupted flow segment criteria are: LOS SPEED A Z 2.4 kmh (1.5 mph) above the posted speed limit B Z 4.8 kmh (3.0 mph) below LOS A C Z 9.7 kmh (6.0 mph) below LOS A D Z 14.5 kmh (9.0 mph) below LOS A E Z 24 kmh (15.0 mph) below LOS A F <24 kmh (15.0 mph) below LOS A o A segment having a weighted posted speed limit of 72 kmh (45 mph)would then have this criteria: 2 LOS SPEED A Z 74.9 kmh (46.5 mph) B Z 70.0 kmh (43.5 mph) C Z 65.2 kmh (40.5 mph) D Z 60.4 kmh (37.5 mph) E Z 50.7 kmh (31.5 mph) F < 50.7 kmh (31.5 mph) Packet Pg. 1397 H.1.a R. E. De Arazoza D. S.Macleod o The LOS/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 A Z 56.4 kmh (35 mph) B Z 45.1 kmh (28 mph) C Z 35.4 kmh (22 mph) D Z 27.4 kmh (17 mph) cV E Z 20.9 kmh (13 mph) c F <20.9 kmh (13 mph) N c� c� Speed data from both the overall length of US-1 and the individual segments were compared against the applicable LOS/speed thresholds. This provided for an assessment of the facility LOS plus an Lu indication of reserve speed, if any. W Under Florida's and Monroe County's growth management process if the overall LOS for US-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 US-1 was C or better, then additional development could take place in those segments where there was reserve speed available (i.e., segment'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. As mentioned in the introduction, the purpose of this study was to present the methodology to assess LOS on US-1. cv Packet Pg. 1398 H.1.a APPENDIX B "UZ "t p Travel Time Delay Data 0 CN 0 U) :5 U) co 0 N L=COM Packet Pg. 1399 jO uoissn3sip 00013 3Nnr) [L O' 'n ] Apn4S Re'Aelea PUB GWI_LIGABJ_LIBIJG:pv 6 WZ}} a :4u8uay3 }} c r I I 00 OLO a) m Cl) 11 11cqo_ V o m LOt�C I I _ c II o U) c>i > o � II o0 o e� o � � II O O o O m w � II o 0 0 0 0 0 o o 0 0 i i O O O O O O N U I I o SZ I I UcoLu < cl) > II I Q II II II II II N fl- ii , Cl) Cl) N U N F C� U F C� 1 W U CO W Q * 0 � II U U LL II O II U O II LOB + + + + W O O II O O O O F (6 (6 II H c N o � 11 E (n - U) II � L M _ -O O r- (O LC) 00 LC) r- N V N CDC7 CD CD IT O ITOA 00 CO O V- 0) m � O O O II N (O r- -IT CD 00 00 00 00 N 00 -IT (O LO LO. 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O co Ln V M CO V M O O V CO N M o O V O 0) Ln m co LD co O co O O O O CO o co O LO CO oo co G� N O 0 N N N r,U _ M o T V coo LO N O M V LO CO M V S M o O n co (O Ln(D O (D O W r o cor M N co V CO m O CO o M M o N O N Ln V (O N Ln (O co m 0 0 0 0 0 CO CO o V M N T M N a C O m CO V V I� V V O M M O O N N o O O o CO CO o O V co Z CO V M M o O N oo o o O o O CO O o M I� M N V Ln r co O CO CO O O - o o V M NMo N _ O o V N M N Ln V W W O O m- CO CO CO O N O CO O o O O Ln r O V V O O) Ln M I� co O M O CO CO (O ooCO Ln O) � � � � (O M Ln V O N N N O � � 0] O O Ln O V V m Ln N LN o O O CO O M V (O W (O O � O O N I� M N O m 0 0 0 LO M I� O M V O N V N M Ln W � m 0 0 � oLO M N N � N _ a C U m o N N m M o N N N N o ID N N o IT V Ln (O M O O N m o M V M o M o 0 0 M M Ln Z I� N M N co �p (O O V I� O O CO V M M M N 0 O I� co O r o m N O O (O N LO N N N O CO O N co o O N M coo am) V c0 0 0 0 0 0 0 o o o M - O CEO o c 0 N N N N O N N N 0 O co _ O o m O co co N O O O o O N N N N O O LO O O O (O N N O O (n N co V I� W V Coo co o n o o COO V CO CO O V V M 6 a m _ v co co 0] O co Ln O (O M Ln T o o I� o M CO V V N (O O (O (O Ln Z O O O O N N O o V O V O N O N O M CO O M CO V o co N co Ln r O O W CO 0 0 � 0 CO CO � (O V M M N O co O O M o co O) M O) V V r CEO O L CO LO O M O co O co O Ln r o m o o 0 o o o N (O O coM I� N N N N N O O (O V N (O O Q co _ co (Q m V V N I� co co co co V N I� O CO o O o N o N o O o M co I� V V LO I� N co o co O N � O o N O O N o o o O N p N 0 I� o LO V V M V M T !6 a L _ o O p O Ocoo V 0] N N N (O CO CO coM M M M m V CO cooM M Ln r (O CO CO (O (O M LO (O V coo O O o M (O (O V M M I� O o o I� o O N CO O O O I� LO CO Ln r N O) W W m N M O V o O O CO O O LO co O V CMO CO O — — — — N N — — — — — — — V M N N N O _ V M M m r r (O M Ln M O m N O co o I� O M O oM I� O N O O m Lr M V O I� T 3 O N o N O O CO V (O (co T N o r o m m 0 0 0 !6 W a C7 `� 0] (O O Ln M O) O M M � M �- co co O LO M O O M W O W o M N O Ln V O V V o O CO o o Ln O M Z Ln M M V V M o r co O O CO CO O CO O CO (O V M N m � N J W (O V T N co O O CO O N O N O Z O) I� r N N V (O O O O V O CO M O O o N o Z O O o r (O V I� N V CO I� O O CO m, O CO LO N CO V N N Q M I� - O LO M N V N ON ~ � N � N N (D U co co V O 0] o V I� o N V o N O o O co O co I� oO N O V O N o M O p U) N V N T m co V M N co co co N O O O O N Ln m a C Q a 0] I� M V , M co o ts N LO N V M I� V o o o m (O W > W O O cor O N O M CO o O o V M M O N Z Ln M M M Ln MM Ln (O r O O CO O 0 0 o V M N J o LL Q O _ _ M Q �p m (O W o LO V O LO (O (O M 0 N O O O N V O co O O O O O N CO N o M N �_ o CO N o X o CO O M CO CO O CO - CO CO CO - O I� LO M CG N N a G co O o o O co LO C LO o m m Lu c 0 _ V O _ M V Ll LOO M O O W O C M 0] (O m O O o o O N I� M O o O O CO N LO O o M V _co co O O M M W e O (n (O (O M V W Ln W CO N V 0 0 CO M V LO N n CO CO r M CO !6 Ln Ln V V C N Ln r O) O) O) O CO CO (O LO M N N C N N N N c W !6 o J Cm G p O ~ F V O O M V O M N O O M O M O V O Wcoo co O W r o W M O o M I� CO CO O o V CO O O W C O V U N M T (O r co O CO O O O O o V M N O 6 W U LL O LL Q '� 5 Q M z 0 � �� � $ '-`0 0 O Q Q z o ii m F o a Q Q Q Q Q Q Q Q Q Q Q O a a a a a a a a a a a Q Q � X Q Q p) d S w N M V Ln co co O O N N M V Ln co w m o Q m m u) a m m ca N o a000000 N j® uoissn3sip 00013 3Nnr) [L ' 'n ] Apn4S Re'Aelea PUB GLUI_L ' n a IBIJG:pv 6 WZ}} a :4u8ua 3 }} a_ o > m Nz � a � oo � l� N N / ✓ O �I � � r Jc I O>O i N J 2 O NLO $ v 09 Q�^ l M Z W O O W Cao 2 N Z T� W :3a N tl t V /ItJ N 7f1 N N O r N N O r N N N N N s3wmonA-ianOH H.1.a TO KEY WEST TO MARATHON 23,801 22,539 21,622 r 19,320 oy r tV 4- 17,066 0 16,654 0 N U$ U U$ tJ tJ rtl 0 N W O J O O W 0 F- > 0 (B fd J z J U x J Q > > 0 U _ z m Q W z W W UU. m U O U. o x O W J O � F- J z U. W U.O F- Y 0 0 x U. z ~ Z O x z U U 0 z r N 2019 EXHIBIT C-1 ASCOM TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES ID MONROE COUNTY FLORIDA US 1 -TUESDAY Packet Pg. 1463 H.1.a TO KEY WEST TO MARATHON 25,756 24,473 r 23,489 r 21,315 tV 4- 0 c 18,797 18,474 � U tt7 tJ tJ rtl 0 N W O J O O W 0 F- > 0 (B fd J Z J U = J Q > > 0 U _ Z m Q W Z W W U co LL Uco O 0 o O W J O F_- J Z LL _ W d LL F® a O F- Y 0 O LL z ~ Z _ z U U 0 z r N ECOM a, 2019 EXHIBIT C-2 TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES ���� MONROE COUNTY, FLORIDA US 1 -WEDNESDAY Packet Pg. 1464 H.1.a TO KEY WEST TO MARATHON 25,071 r 23,393 23,713 r tV 4- 20,484 0 c 0 17,796 17,373 U tt7 tJ tJ rtl 0 N W O J O O W 0 F- > 0 (B fd J Z J U x J Q > > 0 U _ Z m Q W Z W W ULL m U O U. o x O W J O � F- J Z U. W d U. F® a O F- Y 0 0 x U. z ~ Z O x z U U 0 z r N 2019 EXHIBIT C-3 TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMESID MONROE COUNTY, FLORIDA US 1 -THURSDAY Packet Pg. 1465 H.1.a TO KEY WEST TO MARATHON 25,359 23,952 r 22,980 r tV 4- 20,384 0 c 0 17,695 17,235 U tt7 tJ tJ rtl 0 N W O J O O W 0 F- > 0 (B fd J Z J U x J Q > > 0 U _ Z m Q W Z W W ULL m U O U. o x O W J O � F- J Z U. W d U. F® a O F- Y 0 0 x U. z ~ Z O x z U U 0 z r N 2019 EXHIBIT C-4 AECOM TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES ID MONROE COUNTY FLORIDA US 1 -FRIDAY Packet Pg. 1466 H.1.a TO KEY WEST TO MARATHON Z 23,006 21,989 20,558 r" 19,156 r tV 4- 16,837 0 16,139 N U$ U U$ tJ tJ rtl 0 N W O J O O W 0 F- > 0 (B fd J z J U x J Q > > 0 U _ z m Q W z W W UU. m U O U. o x O W J O � F- J z U. W U.O F- Y 0 0 x U. z ~ Z O x z U U 0 z r N 2019 EXHIBIT C-5 AECOMTRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES ID MONROE COUNTY, FLORIDA US 1 -SATURDAY Packet Pg. 1467 H.1.a TO KEY WEST TO MARATHON r 19,897 18,950 r 18,035 17,761 tV 4- 0 c 15,751 14,933 U tt7 tJ tJ rtl 0 N W O J O O W 0 F- > 0 (B fd J Z J U 2 J Q > > 0 U _ Z 2 m Q W Z W W UU. m U O U. 0 2 O W J O � F- J Z U. W d U. F® a O F- Y 0 0 x U. z ~ Z O 2 z U U 0 z r N 2019 EXHIBIT C-6 AECOM TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES ID MONROE COUNTY FLORIDA US 1 -SUNDAY e( Packet Pg. 1468 H.1.a TO KEY WEST TO MARATHON 24,857 r 23,466 r 21,979 tV 4- 20,303 0 c 0 17,806 17,543 U tt7 tJ tJ rtl 0 N W O J O O W 0 F- > 0 (B fd J Z J U = J Q > > 0 U _ Z m Q W Z W W U m U. U O U. 0 o O W J O Fx- J Z U. 2 W d U. F® a O 1- 1U. 0 O z ~ Z z U U 0 z r N a, 2019 EXHIBIT C-7 AECOMTRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY FLORIDA US 1 -MONDAY e( Packet Pg. 1469 H.1.a APPENDIX D "UZ Historical count Data N U) U) CO 0 N �L=Com Packet Pg. 1470 jO uoissn3sip 00013 3Nnr) [L O' 'n ] Apn4S Re'Aelea PUB GWI_LIGABJ_LIBIJG:pv 6 WZ}} a :4u8uay3 }} r m m o00 oo 00o m o00 0 � 0 00o m � o m N ro ro v ri o — o 0 0 .o �i o 0 0 :ri r ri ;� '.... (j c+� U 0 N O O M � W LL� r V M O V V N O o m r m m co v co N O m o 0 0 c o o o 0 o m o 0 0 o 0 0 o o c m o m v v ',,.in m m ',,rn o 0 o m ro ro °� o �2 S rn n o o m N O U N N a O O N N r V O N LL� O LL� O N O O P LL� LL� W B O O N O � '...N N N U N N E '... m N M of Il r N O r N O O O L U M U L_ U N O O N v co rn r i m a r m � v o co n o r m u� o c L O T O C C v m m m r co rn r v co s o co o m � UM V V LL� LL� LL� O O U N N N iyj N U L N U O O L> 'u� � v m v v m m � � m o r v r o co m v co ro ro u� u� u� co u� O O (O (O N m V O N N N O O O r O N N N O O r N ''...M M N '...N N N U :N N � '...M M N ':N N E U (n C U cd v v of r r cd ri ri „ U o N LL O LL� V O of m O m m N O O (O V N (O M M of O U N N N m m m N N N U N N M M N N N E U m m M M o r N O U V O O (O W W O W . O O U OO O) O N I� W V M (O 3 O LL� M rn N7 U N F, O vin U Gm co O 0 L n n N M N NN L a D N c (O O (O O C LL� O N {L M of 4� I� (O N I I N m m C I O 0 o (6 N of V r r (O O.;r N LL� ` o N V r r m Q..v I� LL� o N N LL� LL� N m m a..o u� O OU V M N N M O. O r r U M V CL U N O O O W W a I � O O L> C N M V LL� W O LL� V LL� N LL� N r W LL� O V V J V I� V O LL� O of of M (n O OO r of M (I N O M N O I I V N J U N N N M M N N N N U N N N m m N N N N U N N N V V V N N N E U m o 0 0 0 0 0 o O m o 0 0 0 0 0 0 0 o O o (6 (NO O W V M O o (6 r0 W W M a y N (D r o (6 W W LL� r r V M O v O O co c rn N V co rn rn rn ro o v co o m v m rn rn rn � O O N of LL� M r M M O O O = o m o o 0 0 0 0 0 o vA/ o 0 0 o vN m o 0 0 0 0 0 = o o 0 o ro ro cNo o co m rn rr o u� u� m N N LL m o m ro v ro ro ro o m y (p p� (p N c? M N o UM O N M O In c M LL� W � W r O O M N C V of V LL� LL� N O M r N C LL� LL� O N O O W O M N m M of of r r N N (O I� U) O of V O of O of O N U) m O m of M N O N V 0 LL� W O r N O O N V �/I �/ O u�_ m m N ID u� � O O O r v o u� m o o o o rn rn N Uco O I N � U O O O Q C O V V of V O N of O C O M O O (O I� O O N C N O m N coO M N O I O N r r V O M C O I I W m O M m O m o 0 0 0 0 0 0 o m o r p p N of of I IM N r � p o (6 N W W V iymj iymj (�O � � o (6 � N of M N M M N N N E O U M M M O � 0 0 0 � U W O O V of of (O LL� O M O m N V N N N N N N N N N N N N N N N N N N T m m m m m m m m m m m m m m m m m m N N N N N N N N N N N N N N N N N N w Q Q g 0 Q Q g 0 Q Q D Q Q g 0 Q Q g 0 Q Q g 0 Q Q g 0 Q Q g 0 Q Q g 0 0 LL In l0 l0 l0 l0 l0 l0 l0 l0 z H.1.a APPENDIX E "UZ "t p 2019 Travel Speed Summary Data and Statistics N 4- 0 C U) Co E w P U) 7 AECOM Packet Pg. 1472 j® uoissn3sip 00013 3Nnr) [L ' 'n ] Apn4S Re'Aelea PUB GWI_LIGABJ_LIBIJG:pv 6 WZ}} a :4u8ua 3 }} m ac U N oD LL O 1� v v v v v v M M v v v v v v v v v in v v v v v v v v v v 1A M a bA0 fo O N -M M -" -M -- -M MN my M- M- MME -M -- m o co M�n v N �n co v m co m co�n o m co v m m v� �n co co� �n o o co o **o- " o N M M in v v in v in m in M in .1 M M ry N N v v in v in in in m in ry N n ob, Ajo on a r v v v v M y M y v v v v v M v v v v v v in v v v v v v M N M a� A,� o N 1� p, in v M y v v v M y v v v v v in v in v v M y v v v v v v N o GA � -I o N o� alb y%J Z/ o M M M ry v v M ry ry ry M ry v ry v v v v M y M M M ry vM co v O a�A `Y N aigA ry M M M v v ry M M M M M M M M v v M M M M M M ry M M V qua, v M v v 1.v v v v v ,n.n M y v v v v v v v v M M y v M N M A�j o N M co N in v in v v v v v v v v v v in v in in in in v v in in in v v in in N V 6G of o o co co in in in in in v v v v v in in in in v. in in in in v v in in v in in v N V �J7 p oM m M M I I M M M N N O N 7, in v co in in v in in in in in in in in in in in in in in in in in in in in in in co V SS N Q Ga v in in in in v v v in in v v v in in v in v in v in v.1 in in v in in M N V ab, ALb o V � W bG v v M M M y M M M y M y M M M y M y M M M M M M M y M M o o W 9 V M a a fA A, ! oM M M m M M m M M M MO J Go v v M. M.1. M.m v m m zn .n 1. v 1. .n 1.m zn.n v�n �n�n u�i co W X/ > A9 0 co M a�6 in in in in in in in M in m 1.in in m in in in m in in in in M.in M.1. in in N M N N yr N as as as M� aM aM aM a� as aM aM Ma MM aM � a( o N 7 pa v v v v v v v v v in v v v in in in v v v v v in v v v v v M N V GAr v v v v v v M y v v v v in v v v in v v v v in v M y .1 v v N Oo k" N M ��S om M m m M M M M M mM N ao v v v v v M v v v v v M v v v v M.n v v v v M y v v v M o M b v v in v in v v v v v v in v v v v v v v.1 in v N V P6. y, os oM M M I m I M M mo 0o G� in v v v v v v v v v v v in v v 1. v in v v v in in v v in in 6 N O q� �n v b, AS o n O) �i O O 'oyo v in in in v in v in v v v in v in in in in in in in in v in in in in in in in N V J6 o O N Any v v v M v v v v v M v v in v v v v v in v v v v v v v v v N M JA `'o bG rn o Ajs' in in in in in in in in in in in in in in in in in in in in in in in in in in in in N N +Jo ,!s o C7 M M M M y v v M vry M y v M M M ry v IN v vry Mry M M V ui lo M o oo o oo oo Mo T oo oo o oo oo M 'o 'o Mo 'o 'o o 'o 'o M a Mo 'o T o moo Mo 'o M 'o 'o Mo 'o 'o C- O. �bL TYt mbV � mrL >.r� mrL Trt � 5 as5 -�or5 mr5 TYL mrt � fn a Z o °o o o z 'o o o o o o o E o 0 00 0 0 o z '0 0o b 'o a� o 'o o o o o o 'o y y fD p Z fD m �Z fD Z(n LL Z fD z fn �Z fD �O � m z u) z u) `Z u) c z u) �z u) L d F F F F LL Sm G 2 J jO uoissn3sip 00013 3Nnr) [L O' 'n ] Apn4S Re'Ael0a PUB GLUI_L ' n a IBIJG:PV 6 WZ}} a :4u8uay3 }} J r V CO r LA 00 V V O Q O r I j v v N LO M v v W)CD Z ULO O a aq o I* M M Co Oo r M OC14 LO CD to to M LO Q Q Q Q Q AO N LO LO CO M LOZ Z Z Z Z V A tC d SOS J o N N N Cl) t0 Q M LC7 00 O O Co I� M Z m U W p N V LO — LO M V V V ci 6� A�o O N O CRI� n r Cl) CRN M M N V V LOCD Cl) LO V LO V M Q Q m M CO a� M N N r G Ci V Co r N M O r N r CDQ Q U CD N OVA/ N V VCd LO N V V N CO GA/CY o CO M Lq O CO CO O O M CO to LA p p W Ta/ N Cl) Cl) M toM M M N M N 'aG a9� o M CR M M M to Lq Cl) CRQ LA LA Gj G V � co CD co LO W 0 W 0,, N MCD M M V M M M Z V M +7 o 0 V M M r O O O Q LO a/96 o M M V N M M LO LO Z W W W 6 V A a9� a;e o to M toO v n M M M Q v LO 'JaCd V V LO M V V W) Z W A�>o CO M Lq M N Co N CRQ Lq o1 o1 to N CD co U U of G V V M W) V LO V LOZ o G of o t0 O CR � Co to Q M m � N co co 0 C N O M m m U 00 W) W) W) W) LO Z M 0 M M N N I� CRQ LA M M N O Ld N Ld N LO U m U CDOo Ty, LO LO M Co V W) W) W) N Q SA �J o N I� V N O N M V V U U C.a r Q GOy/ a co W) W) N W) V LO LO LO N A'A a6 �L o M M V O Co I� M Q O M W AJ�a M M M M v M M M Z Q Q Q N LO a AAG o M V O M N r Q m m U M LA J o Ci N M M r t0 � V Z M M W tiA� LO LO LO v LO LO o v yA�o I-- N r Co M M N Q Q Q m M M aG� LMC7 L C7 M L�C7 M L�C7 LNC7 W) Z CO H d6 co M N CR O O M o N N N M co LO m Q U to C y V V n LC7 N V M V M Ld N J'o .( o M O N O M M CR W? t0 cl, co to LO Q Q Q qp N LO V V V Z CD J'I AGO/, VAS cc cc tO N co Lq `� I-- CR CR a Q Q m N a!G V V M W) M V V Z CO GS o O N O M N O LO LO O Q LC7 n ap/ r LOn M � LO Z CD m m m .p GJ o N r r r O O Q Lq r "rAp m r r N O O co to LC7 Z Q Q m CD Co 6 yo �S coLO O co O I-- CRo G7 I� 06 N O N M Co LC7 LOQ Q Q CO N 4a/A v v M Ln v v v M A AS co O � oo I M � O � N M Ito to N O M Q U m U of M 00 Lf7 Lf7 N Lf7 Lf7 Lf7 Z N 6 co Co N N V n Q N AJi pj Ld Co 00 Co I� LO m Q m M yJA V V M V V � Z � V JO A o 00 O M t0 r 00 M r Q N to GA/S N 0 LO N of L C7 � LO LO LL') Z m Q m LO LO Jo/S o CR CR M M M 00 N M Q CR CR N m Q m Q M M CD V O M M N Z N w o 5 W ,m a a ►� m d y � m y aSi aSi Q y y h� y y U Lu U J y y c a a Q h y N d p� W 33 �a J 01 J rn rn d H.1.a APPENDIX F P-, ' "A 4 Comparisons of Historical Travel Sp Data 0 C 0 U) 0 CO E w P U) r N 4 EM COA Packet Pg. 1475 jO uoissn3sip 00013 3Nnr) [L O' 'na ] Apn4S Aelea PUB GWI ' nea IBIJG:pv 6 WZ}lea :4u8LUg3B44 m ac U tC O U N CD i N U) U) cn U) o L LLJ - > > LJJ O Q a , CD O 1 U) , J ' Q Z O ' �- ,--------- 00 - L) -' Lu i O ,C po � Z N O - Z Z ------ , QLO (D p - Lu U O Cl) M O � N i i � O i ' O CO CEO U-) OU-) (HdW) paadS ueipaW mum Sl k \\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\� . //// //////'0,0, ///// \\\\\\\\\\\\\\\\\0 0 0 0 0 00 0 00 0 0 0'\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ jo uoissn3sip 00013 3Nnr) [L o' 'nG ] Apn4S Aelea Poe Goat 'Gnea IBIJG:pv 6 WZ}lea :}uGuayoe}} co a_ m ' ac a 0 0 0 t ) N VJ o W `�coo O u^i as JCL c IV) (NB J c W > co '^< co Cl) Z _ O F— V as U a� `� L UJ N as v ZCl) O Cl) z Cl) O 00 N rW V LO N Cl) L.L CV rr1 VJ D rn LO V 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o (D o LO o LO o LO o N o � o o I� (O (O LO LO V V Cl) Cl) N N (HdW) paadS 96eaanV AeJs®pue snail Isneal leias;ay m MZ$o uwssnos!p 0009 DNnf) IL uwsiAON]APn&S AeIsa pue snail Jsneal leias;ay MZ 11WO:&uOwLj3e&&y rn m, v x a' a d gvsvvvvvvQasa Sevvvvvvvvvvv � mvvvvvvvvvvvv Mmvmvvvmvvmmuuuuuuuuuuuu 0 QQ 000 mmmmmmmmmm�� � mmmm Q «�mmvvm��m�� mmmmxxxxLL�o m v v - xxxxxxxxxxxx ........... vvvvvvvvvvvvv mmmm,,,,,,,,,,,,,,,,,, �mmmmvvv mom xxxxxxxxxxxx m��.�bb��� b� m(J(Juuu x x x xxx Q UQ U U U U U U U, N ............. ........ LL Wv m v v v v v n n n o o n v v v v v v v m m m v m m m m m m n n n n n n n n n v v v v m v v v v v v m m 0 0 0 0 0 (J(J(J O O o W co mm v n n n n nn n n v n mmmmmmmmmmmmm mmmm.o n n n n.o.o n n vvvvvvvvvvvmv m(J m(Jm T]T](J T](Jm(J m�+�'�+�+�v'�:�'�+��v� LU Q Q w _ mm n m n n n nn n n n n mmmmmmmmmmmmm �omm�o.o.o�.o n.o.o n n mmm�mmmmmmmNm � UUmO(J T]T](J T](Jmm Ny m +�+»:�'�+�+�mo LU W IL mm m n n m m R mmmmmmmmmmmmm mmmm n.o ngi`fin n n n mmmm`�vm`�`�mmmm U(J(J(J(J(J,(J(Juu, Nm y co W �e mmmmmmmmmmmmm vvvv n m m m m m m m m mNNmNmNmmmm�N ¢¢¢¢¢x x x x xxx """`««« J h. Umm.,.,Ann.,A nAAn mm��4 mmmmmmmmm mmmmn.�.�nnm�Bn mmm�mmmmmmmmm mm�m�nnnnnmx m...........�� mmmmnnnnnnnnn mmmmmmmmmmmmm mmmmnnnnnnnnn mmmmmmmmmmmmm xmmmmnxnnxxm mmm�nn.�m v.�.�nmo 2 aoa0 m��m����m�UQ y m Z QQQQQQQQQQQQQ QQQQQQQQQQQQQ mmmmnnnnnnnn.� Semmmvmvmmmmm xxxxxxxxxxxx m m mm moo Q 4p xmxmmnnxxxmx 0 mmmmmmmmmmmmm mmmmmmmmmmmmm mmmmnnnnnnnnn mmom0000mommm mn.�nnnm ��n�m U ��� meSSavvvvvvvm Q�3SSSmeSevvvm mmmmmnnnQA�n.� � ..mm.vvmmmmmm mmmmmnnnnnmm av�vvnnvnnnnmo e xxxxo u"UUo �� mmnnnnnnnnmm� mmmmmmmmmmmmm mmmm�nnnnnnn.� mmmmmm mggQQmm omoomb000000 mmmmoo"UUUQ ��� mmnnnnnnAnnAn mmmmmmmmmmmmm mmm�Bn.�.�n.�.�n.� mmmmmmmmmmmmm , mxxxxxxxnxxx mmm b n bm 4 mm m m m n n n n n mm Eo mEm mEm °'Em mZ ot'o ry rvyyyyyyyyyy `m, 'ry rvc�c�c�c�c�c�c�c�c�c� U rvc�c�yyyyyyyy J j 'ry rvc�c�c�c�c�c�c�c�c�c� U _ rvc�c�c�c�yyyyyc� rvyyyyyyyyyy U AeJs®pue snail Isneal leias;ay m MZ$o uwssnos!p 0009 DNnf) IL uwsiAON]APn&S AeIsa pue snail Jsneal leias;ay MZ 11WO:&uOwLj3e&&y o x a' a d vvvvvvvvvvvv vvvvvvvvvvvv vvvvvv�v��vv v:�vvmvvvvvvv c�c�c�c�c�c�c�c�c�c�c� �' omc�c�mmmmnmm �e vvvvvvvvvvvv vvvvvv�vvvvv � ����������n� SSSSvvvv vv xxxxxxxxxxx mbm � .o� �^ x,mmmmmc�uuu �� mmmmmm�mv�vv vvmmmmmvvvvv � ��v��v�vvvvv �«« «<�m� mb��vmv�o o uuuuuuuuuu— a� �® o0000000-0 LL $ o w w w o o w w w o w W LU mmmmmom0000 Q omm0000moom 0 W a. S S S ------------ �v�n��n�� Lu Q ���^ mmmmmmvm :�vm mmmmmmvmmmvm � v�Sevvv`3 SS$v �timm�m ��mmm xxxxxxxxxxx F Vn n n v v v v v v v v v v v v m w x x x x x x x x m m ` OyPL-- xmxmmmmxnmm vvvvvvvvvvvv LL 2 0 �� owowwoo wo Z mmmmmm�mm�mm mmmmmmmmmmmm vvvvvvvvvvvv � ���«� � � � � � � � � m 0 N v v v v v v v v v v v v v vvvvvvvvvv v �----------� �m m m v a O xxxxxxxxxxx U vvvvvvvv vvv vvvvvvvvvvvv ����������.,� v mmmvmvmvmv vvvvvvvQ�Qvv QQQQQQQQQQ��o v���vv���vv� v�mmmmvmmvmm mmmmmmmmbmm vnvvvvvvv�vvo uuuumummuuu uummmumuuuu v �� xxxxxxxxxxx H.1.a APPENDIX G "UZ 2019 Level of service and Reserve Capacity N 4- 0 C U) CO E w P U) �L=Com Packet Pg. 1481 Aele pue snail Isneal leias;ay m 6WZ$o uwssnos!p 0009 DNnf) [�uwsiAON]APn&S AeIsa pue snail Jsneal leias;ay MZ 11WO:&u0wLj3e&&y N x a' W a > d W a y W _ b t� W N 00 V V 00 T M -e to M Cl) O N m O O M N Q V t� V M V 00 M M O T N O N 00 to to V N M t� O r M Lo J Cl O cr O C r O r tl7 N t_ O N N N V N w W N 00 m 00 CO 0 O V P� co N N O cr r 09 N N cr 00 00 to Z U O y _ _ Q O N r T t� N O N O 00 N N ~ _ O V N t� O M 00 to U Q O -em O O O r to m r (n O T N O O O O r 3 ' N N t� T O 'I cl co C P� � P� -eO 00 � � � � 00 `e t� J N to to 00 co N m m V .d N C M ~ to Q W o m N O W N > cn W W W _ _ _ _ _ 00 _ N V r r w — V N (M N 0 O N N 00 G V e 00 W 00 t� O V N O V N N 47 00 O O J O O N tl 00 pl pl Cl O Cl) Cl) (n N N N O ti h to N V co U 0 N M N N N N C, C' r N to 00 00 c7 a � LLJ a U >> M LU W W Q O m m r r r N O m Cl) to T r 00 r r to r to O N to Cl m E u'a v N r O v O r 47 O 09 r N ("i cM O a M O r cM O, W cn o m m m Q Q m Q Q m Q m Q U U m U a W W o Q Q m o 0 Q aWo W Q. O 00 r O r N N P� r -eN -e a) N" m O O T -eO 09 T N N (O W W Ci U7 (6 N 00 t_� U7 O 00 N V 09 t_� O C9 N T O O r to O -e O W m E m to V to V V V V V V to to m to to to V V m m m V V to LU ° a Cl) f/) y W a O N N _ O lff to to to to W W O r f'f� M. lff V Lo Lo M r r M. V! D Q F E ((,4j O W (O O O O O (O r W N 00 O 00 W 00 O O (O O (O 4 Q J V N to V 'IT (M 'IT 'ITV V m 'IT 'ITN 'IT Lo 'IT 'IT 'IT 'IT 'IT (M V (M 0 Lri LL O Q V J J W z Q a a a a �o a a a a o a a s v a a a a a a N o o a > Q LL c9 E z z z z V z z z z z z z z z z z z z m z W rn Q i CL W r r (O O O O O O O V V Cl) (O O V O W O O O N O V W d E N V to Cl) to to to to to to N V N V to Cl) V N to to to r Lo p a Q v Lo v Lo v v v v v v Lo Lo v Lo Lo Lo Lo Lo v v v v v �n N Lo W Lo �o Lo Lo �N a. v � � � Lo Lo Lo Lo Lo Lo 0 o v � Lo � � � o o �o � - � O E E o Lo Lo Lo v v v v v v Lo Lo Lo Lo Lo v �o v a � _. Cl) v v v �o �o co v v � v v p Cl) Cl) V F W o 0 o 0 J a O O M P_ LL J J J J J J J J J J J J J J J J J J J J J J J J J J V V N N N N N N N N N V N N V N N N N N N N N V V N F N Cl) (� d W to 00 W to N co V O 00 co V r W to N W 00 O 00 N 00 W C6 lff C6 N N N N C6 r (O r (O N C64 N V lff 00 (O (O O J lff O O Lo O r r O lff lff 00 N O r LoCqo l�Faf-s (JYO to O W to O O r W (O O (h (h M C"> r Lo Lf N WVW O . � co M CD o Lf W a1 O (O r W Lo O � � M pZ CO 6 N t 0N 0) E mU p =moE -mU a m om � mo m° m N � ol lNO�Uo N CO to (O r 00 W O M (O ao O N M° J J aW nm ff — mO>V N N N N N H.1.a APPENDIX H "UZ Summary of Delay Events 0 CN 0 U) :5 U) ca 0 N �L=COM Packet Pg. 1483 Ae a Pue snail Isneal leias;ay m MZ$o uoassnos!P 0009 DNnf) [�uwsiAON]APn&S AeIsa Pue snail Jsneal leias;ay MZ 4WO:&usuayoe&&y v' a a T a' a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o e o e m o o e o - - - - - - - - - - - - - - - - - - - - - - - - - IL - - - - - - - - - - - - - - - - - - - - w - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 � � 2 a9 0 0 0 0 0 0 0 0 0 0 0 -- 0 0 0 0 0 0 0 0 o o o o o o 0 0 0 0 0 0 0 0 ti - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - a9 0 0 0 0 0 0 0 0 o o 0 0 0 0 o 0 0 0 o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - - - - - - - - - - - - - - - - - - - 2 o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 vo 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 -- o o 0 0 0 0 o o -- o 0 0 0 0 0 0 0 - - - - - - - - - - - - - - - - - - - - - - a9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -- - 0 0 0 0 0 o o -- 0 0 0 0 0 0 0 0 0 0 0 -- 0 0 0 0 -- -- 0 0 0 0 0 0 0 0 -- -- -- o o -- 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 S o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 gv - - - - - - - - - - - - - - - - - 0 000000 00000000000 LU 00000000000000000000000 - - - - - - - - - - - - - - - - - - - - - - - Na v o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 o F o o -- 0 0 0 0 0 0 0 0 0 0 o r o 0 0 0 0 0 0 0 0 0 0 0 0 o r o o o 0 0 0 o r o o r o o o r o 0 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3 S a9 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 o 0 0 0 0 0 0 -- o 0 0 0 0 0 -- o 0 0 - - - - - - - - - - - - - - - - - - - - - - - - - o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a9 0 0 0 0 0 0 0 0 -- o o . 0 0 0 0 0 o o o p o 0 0 0 0 0 0 0 0 0 0 0 0 - -- -- -- -- -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - S a 9 0 0 0 0 0 0 0 0 0 0 o r o 0 0 0 0 0 0 o r o 0 0 0 0 0 0 0 0 -- 0 0 0 0 0- - - - - - - - - - - - o 0 0 0 - - - - - - - - - - - - S vo 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o a o o 0 0 0 0 0 o r o 0 0 0 0 0 0 0 0 0 0 a-- 0 0 0 0 0 0 0 0 0 0 0 -- 0 0 0 0 0 0 o o o 0 0 0 0 0 0 0 o a o 0 0 0 0 0 0 0 0 0 AeJs®pue snail Isneal leias;ay m MZ$o uwssnos!p 0009 DNnf) IL uwsiAON]APn&S AeIsa pue snail Jsneal leias;ay MZ 11WO:&uOwLj3e&&y u� o d'; IL tt � w 3 tt � 3 tt N 3 0 0 U 3 0 093 o tt � 3 3 m tt � J 3 0 a 3 0 Q 3 m tt m m o F 3 o m o o m o 8 o 0 o m o 0 0 AeJs®pue snail Isneal leias;ay m MZ$o uwssnos!p 0009 DNnf) IL uwsiAON]APn&S AeIsa pue snail Jsneal leias;ay MZ 11WO:&uOwLj3e&&y93 m x a' d m � m H.1.a SUMMARY OF DELAY EVENTS 2019 TTDS Delay Source Segment Segment Limits Number of Total Mean Delay Mean Delal E Number From To Length Events Delay Per Event Per Trip (miles) > Traffic Signal cu 1 Cow Key Bridge(N)-MM 4.0 Key Haven Blvd-MM 5.0 1.1 19 002649 000125 000057 5 Harris Channel Bridge(N)-MM 16.5 Bow Channel Bridge(N)-MM 20.5 4.0 5 000151 000022 000004 t8 7 Spanish Main Drive-MM 23.0 East Shore Drive-MM 25.0 2.0 1 000018 000018 00:00:01 10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.5 10 000600 000036 000013 13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.0 42 002259 000032 000047 14 Cocoa Plum Dr-MM 54.0 Toms Harbor Ch Br(S)-MM 60.5 6.5 4 000032 000008 00:00:01 r 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.5 24 000931 000024 00:00:20 22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 23 002852 0001:15 000102 r 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.5 29 001457 000031 00:00:32 N Subtotal 157 01:51:49 00:00:43 000400 0 Congestion 10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.5 4 001155 000259 000026 11 Long Beach Dr-MM 33.0 7-Mile Bridge(N)-MM 47.0 14.0 1 000331 000331 00:00:08 13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.0 2 000032 000016 000001 17 Channel#2 Br(N)-MM 73.0 Lignum V Br(S)-MM 77.5 4.5 1 000025 000025 000001 18 Lignumvitae Bridge(S)-MM 77.5 Tea Table Relief Bridge(N)-MM 79.5 2.0 1 000037 000037 00:00:01 19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.5 17 003240 000155 00:01:10 20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 2.0 10 001101 000106 000024 00 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.5 23 003959 000144 000126 UJ 22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 4 001550 000357 00:00:34 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.5 3 000236 000052 00:00:06 24 C-905-MM 106.0 County Line Sign-MM 112.5 6.5 12 002353 000159 000051 W r� Subtotal 78 02:22:59 00:01:50 00:05:06 Left Tum/Right Turn 11 Long Beach Dr-MM 33.0 7-Mile Bridge(N)-MM 47.0 14.0 1 000011 000011 000000 13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.0 1 000017 000017 000001 16 Long Key Br(S)-MM 63.0 Channel#2 Br(N)-MM 73.0 10.0 1 000007 000007 00:00:00 19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.5 1 000023 000023 00:00:01 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.5 1 000054 000054 00:00:02 Subtotal 5 00:01:52 00:00:22 0704 6 Drawbridge Signal 20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 2.0 2 000654 000327 00:00:15 cu 0) Subtotal 2 000654 000327 00:00:15 Construction/Accident/School Bus/ Z Emergency Vehicle/Special Events > CU 12 7-Mile Bridge(S)-MM 40.0 7-Mile Bridge(N)-MM 47.0 7.0 1 000122 000122 00:00:03 13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.0 6 000557 000100 000013 17 Channel#2 Br(N)-MM 73.0 Lignum V Br(S)-MM 77.5 4.5 1 000022 000022 00:00:01 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.5 1 000149 000149 000004 22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 2 002750 001355 00:01:00 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.5 3 001446 000455 00:00:32 �y 24 C-905(Flashing Light)-MM 106.0 County Line Sign-MM 112.5 6.5 3 000522 000147 00:00:12 r N Subtotal 17 00:57:28 00:03:23 00:02:03 cu All Sources TOTAL 259 05:21:02 00:01:14 00:11:28 U Packet Pg. 1487 H.1.a APPENDIX "UZ 2019 Data Collection Schedule N U) U) CO 0 N ECOM Packet Pg. 1488 jO uoissn3sip 00013 3Nnr) [L O' 'n ] Apn4S Re'Aelea PUB GWI_LIGABJ_LIBIJG:pv 6 WZ}} a :4u8uay3 }} co ct y ct w w _ U� rr M ::2 t cto � tn rr U N H.1.b MONROE COUNTY TRANSPORTATION LEVEL OF SERVICE AND CONCURRENCY PROVISIONS 4- 0 Comprehensive Plan: C c N Policy 101.1.5 Transportation facilities needed to serve new development shall be in place when the impacts of the development occur. If transportation facilities are needed to ensure that the adopted level-of-service standards are achieved and maintained, prior to commencement of construction, a developer is required to enter into a binding and legally enforceable commitment to the County to assure construction or improvement of proportionate share of required improvements, or to assure the provision of the proportionate share contribution of the costs for the necessary transportation facilities. The development of a single family residential unit shall be considered de minimis and shall not be subject to this requirement. Policy 301.1.1 For all County roads, Monroe County hereby adopts a minimum peak hour level of service (LOS) standard of D, measured by the methodology identified in the most recent edition of the Highway Capacity Manual,as necessary to U) determine proposed development impacts.The County shall maintain the level of service on County roads within five > percent(5%)of LOS D. W CL Policy 301.1.2 For U.S. 1, Monroe County hereby adopts a level of service (LOS) standard of C, as measured by the methodology established by the U.S. i LOS Task Force and adopted by the Board of County Commissioners in August 1991. The level of service on U.S. 1 shall be maintained within five percent(5%)of LOS C. U Policy 301.2.1 Monroe County,in coordination with the FDOT,shall continue the systematic traffic monitoring program initiated in March 1991, to monitor peak season traffic volumes at permanent count stations and travel speeds on the overall Z length of U.S.i and on each of 24 study segments of U.S. 1, and to determine the cumulative impact of development CC and through traffic. Monroe County shall use the methodology developed by the U.S. i LOS Task Force composed of representatives from Monroe County,FDOT,and the Department of Economic Opportunity(DEO)for conducting this analysis and shall request that the Task Force update and refine the methodology's assumptions on a periodic basis when new data becomes available. v) U- Policy 301.2.2 Monroe County shall utilize the results of the systematic traffic monitoring program for development approval process LU and to evaluate any potential degradation in LOS and the need for improvements in order to achieve and maintain the adopted LOS standard. z Policy 301.2.3 Monroe County shall not permit new development which would significantly degrade the LOS below the adopted h® LOS standards on U.S. 1 (overall)unless the proportionate share of the impact is mitigated.The development of one single family residential unit, on a single parcel, shall be considered de minimis and shall not be subject to this c- U) requirement.A five percent projected decrease in travel speeds,below LOS C,is a significant degradation in the level of service on U.S. 1. Traffic volume which exceeds the LOS D standard by more than five percent is a significant degradation in the level of service on any other County road. Policy 301.2.4 As approved by the County Commission on a case by case basis, Monroe County shall provide funding from gas taxes,impact fees,and any other legally available sources to expedite local projects. Policy 1401.4.4 Public facilities and services needed to support development shall be available in accordance with the adopted levels of service referenced in Policy 1401.4.1. Development approval may be phased to allow the provision of public facilities and services necessary to maintain the adopted levels of service. m Page 1 of 8 Packet Pg. 1490 H.1.b Policy 1401.4.5 N Monroe County hereby adopts a Concurrency Management System to ensure that facilities and services needed to - support development are available concurrent with the impact of development.The Concurrency Management System r- shall ensure that the County shall issue no development order or permit which results in a reduction in the level of 2 N service (LOS) below the adopted LOS standards referenced in Policy 1401.4.1 for those public facilities that are y subject to the system. The guidelines established in Policies 1401.4.6, 1401.4.7, 1401.4.8, 1401.4.9, and 1401.4.10 U T) shall ensure that concurrency is successfully implemented. CJ Policy 1401.4.6 The following guidelines identify the stages in the development review process when the test for concurrency must ca be met. 1.Preliminary Development Order Stage-A preliminary development order is a development order that precedes the W issuance of abuilding permit,such as a subdivision plat,development plan,certificate of compliance,conditional use permit, or development of regional impact development order. A proposed development must receive a z conditional concurrency determination prior to receiving a preliminary development order. 2.Final Development Order Stage-A final development order is a building permit or any other development permit authorizing the construction or expansion of a structure,an increase in development intensity,or a change of use W CL requiring a new certificate of occupancy. A proposed development must receive a final concurrency >- determination prior to receiving a final development order. U z LU Policy 1401.4.7 The following guidelines identify the effect of a concurrency determination: CJ 1.A Conditional Concurrency Determination shall indicate that adequate public facilities are available at the time the determination is issued, but shall not guarantee the adequacy or availability of public facilities at subsequent U stages of development review. 2.A Final Concurrency Determination shall indicate that adequate public facilities will be available at all subsequent LU stages of development stages of development review,subject to certain limitations such as elapsed time and the payment of fees. LU Policy 1401.4.8 The following guidelines identify the minimum criteria necessary to meet the concurrency requirements of each public facility type. J LU 1. The concurrency requirements for potable water, solid waste, sanitary sewer, and drainage facilities and services LU shall be satisfied if one or more of the following conditions are met: a)the necessary facilities and services are in place at the time a development permit is issued;or b) the necessary facilities and services are in place at the time a certificate of occupancy, or its functional equivalent is issued. CL 2.The concurrency requirements for recreational facilities shall be satisfied if one or more of the following conditions U) are met: z e( a)conditions 1(a)or 1(b)listed above or,in the case of acreage for parks and recreational facilities,which shall be dedicated to or acquired by the County prior to issuance of a building permit,or funds in the amount of the developer's fair share are committed no later than the approval to commence construction;or b) an enforceable development agreement guarantees that the necessary facilities and services will be in place U with the issuance of the applicable development permit. An enforceable development agreement may LU include,but is not limited to,development agreements pursuant to section 163.3220,F.S.,or an agreement 0 or development order issued pursuant to Chapter 380,F.S. 3. The concurrency requirements for roads shall be satisfied if one or more of the following conditions are met: a)conditions 1(a)or 1(b)listed above;or E Page 2 of 8 Packet Pg. 1491 H.1.b b) a binding executed contract is in place at the time the development permit is issued which provides for the N commencement of the actual construction of the required facilities or provision of services;or c) an enforceable development agreement guarantees that the necessary facilities and services will be in place r__ with the issuance of the applicable development permit. An enforceable development agreement may N include,but is not limited to,development agreements pursuant to Section 163.3220,F.S.,or an agreement U or development order issued pursuant to Chapter 380,F.S. y Policy 1401.4.9 The following guidelines identify the minimum components of the County's concurrency monitoring system. 1. The County shall maintain a database of permitting data that includes the amount of development for which final LU development orders have been issued, development for which final development orders have expired, development which is under construction,and development which has been constructed. W 2. The County shall maintain a database of public facility data that includes the capacity of existing public facilities, the additional capacity created by facility improvements,the impacts of existing development, and the impacts anticipated due to committed development. U) 3.The County shall prepare a Public Facilities Capacity Report assessing the capacities of all public facilities subject to the Concurrency Management System. The Concurrency Management Report shall be used to monitor c- changes in the capacity of public facilities and the levels of service provided by the facilities based upon development activities and capital improvement projects completed. Z LU Policy 1401.4.10 Monroe County shall use the following guidelines for interpreting and applying level of service standards to U development order applications. For the purposes of this policy, reserve capacity refers to the capacity of existing public facilities plus the capacity of public facilities which do not exist but which meet the applicable requirements of U Policy 1401.4.7,less the existing demand for those facilities and the demand expected to be created for those facilities p by approved but unbuilt development as determined by the databases in Policy 1401.4.9. LU 1. Potable Water—The County shall not render a final concurrency determination unless the quantity of water U available under the FKAA Consumptive Use Permit meets or exceeds the estimated water demand of the > proposed development together with the estimated water demand of all existing and committed development. LU 2. Solid Waste—The County shall not render a final concurrency determination unless capacity available at solid waste facilities under contract with Monroe County meets or exceeds the estimated daily solid waste generation J of the proposed development together with the estimated daily solid waste generation of all existing and LU committed development for a period of three(3)years from development approval. LU 3. Sanitary Sewer—The County shall not render a final concurrency determination unless the proposed development will be served by a treatment plant permitted by the FDEP with adequate reserve capacity to accommodate the 0 impact of the proposed development or an on-site sewage disposal system permitted by the DOH. < 4.Drainage—The County shall not render a final concurrency determination unless the proposed development will be served by stormwater management facilities approved by the South Florida Water Management District;or has c- received an individual construction permit or written authorization to proceed pursuant to a general permit from z the South Florida Water Management District. If the proposed development requires a permit from the South Florida Water Management District, such permit must be obtained prior to the final concurrency determination or the applicant's drainage plans must be consistent with Monroe County's stormwater management requirements. Z 5.Parks—The County shall not render a final concurrency determination unless the park facilities either in existence U or programmed within the next year will meet or exceed the estimated park demand of the proposed development LU together with the estimated park demand of all existing and committed development. Within each impact area for park facilities,the County shall determine the population capacity of both resource-based and activity-based facilities by multiplying the level of service standard by the number of acres of existing or programmed parks. 0 6. Roads—The County will not render a final concurrency determination unless the estimated traffic impacts of the proposed development,together with the estimated traffic impacts of all existing and committed development, m will not exceed the level of service of U.S. 1, as determined by the U.S. i Level of Service Task Force Page 3 of 8 Packet Pg. 1492 H.1.b methodology. The trip assignment for proposed developments with an estimated trip generation rate of more N than 10 trips per day shall be based on a traffic impact report prepared by the developer based on a professionally - accepted methodology.The trip assignment for proposed developments with a trip generation rate of 10 trips or r- less (such as a single family home) shall be limited to the segment of U.S. 1 most directly impacted by the 2 N development. y Land Development Code: Sec.114-1.-Standards. No structure or land shall be developed,used or occupied except in accordance with the standards of this z chapter and other applicable standards of this Land Development Code and the Florida Building Code,nor shall any building permit be issued unless the proposed use is or will be served by adequate public or private facilities. U) z Sec. 114-2.-Adequate Facilities and Review Procedures. (a)Level of Service Standards(LOS).All development shall be served by adequate public facilities in accordance with the following standards: 0 (1)Transportation/Roadways. C. a.U.S. 1 shall have sufficient available capacity to operate at LOS C for the overall arterial length and the 24 roadway segments of U.S. 1,as measured by the U.S. i Level of Service Task Force Methodology, z at all intersections and roadway segments.In addition,all segments of U.S. 1,as identified in the U.S. i Level of Service Task Force Methodology,which would be impacted by a proposed development's CL access to U.S. 1,shall have sufficient available capacity to operate at LOS C. b. Development may be approved,provided that the development in combination with all other permitted z development will not decrease travel speed by more than five percent(5%)below LOS C,as measured by the U.S. i Level of Service Task Force Methodology.While development may be approved within p 5%of LOS C,the proposed development shall be considered to have an impact that needs mitigation. Development mitigation may be in the form of specific improvements or proportioned shared contribution towards improvements and strategies identified by the County, and/or FDOT to address any level of service degradation beyond LOS C and/or deficiencies. c.All paved County roads shall have sufficient available capacity to operate at or within 5%of a LOS D as measured by the methodology identified in the most recent edition of the Highway Capacity Manual. U- While development may be approved within 5% of LOS D,the development shall be considered to have an impact that needs mitigation. Development mitigation may be in the form of specific W improvements or proportioned shared contribution towards improvements and strategies identified by > W the County, and/or FDOT to address any level of service degradation beyond LOS D and/or deficiencies. d. The development of one single family residence on a single parcel shall be considered de minimis and shall not be considered to impact road capacity established in this subsection. e.The County shall post on the Monroe County website informing the public of the available transportation capacity for each road segment of U.S. 1 as described in the county's biennial public facilities capacity CL 0 report. The available capacity shall be expressed in terms of number of trips remaining until the U) adequate transportation facilities standard is exceeded. f.The County,in coordination with the FDOT,shall continue the systematic traffic monitoring program to monitor peak season traffic volumes at permanent count stations and travel speeds on the overall �- length of U.S. i and on each of the 24 study segments of U.S. 1, and to determine the cumulative z impact of development and through traffic. The County shall coordinate with municipalities in the review of the systematic traffic monitoring program to monitor traffic volumes and travel speeds of U.S. 1 as well as on each of the 24 study segments on U.S. 1. The County and municipalities shall coordinate with FDOT to evaluate segments with deficiencies of LOS to determine necessary 0 improvements and strategies to address any degradation and/or deficiencies. (2)Solid waste. Sufficient capacity shall be available at a solid waste disposal site at a level of service of 11.41 pounds per capita per day. The county solid waste and resource recovery authority may enter into ;_; agreements, including agreements under F.S. Section 163.01, to dispose of solid waste outside of the m county. Page 4 of 8 Packet Pg. 1493 H.1.b (3)Potable water. The County will coordinate with FKAA in its efforts to assure sufficient potable water from N an approved and permitted source shall be available to satisfy the projected water needs of the proposed development at the levels of service listed below. Approved and permitted sources shall include cisterns, r_ wells, FKAA distribution systems, individual water condensation systems, and any other system that 2 N complies with state standards for potable water. y a. Overall LOS: 100 gal./capita/day. T) b.Minimum pressure:20 pounds per square inch at customer service point. c.Minimum quality:As defined by Chapter 62-550 F.A.C. (4)Sanitary Sewer. Sufficient wastewater treatment and disposal shall be available to satisfy the projected needs of the development or use according to the following level of service standards: a.The capacity level of service standard: 167 gallons per day per equivalent dwelling unit(EDU). b.The wastewater treatment level of service standards: Mg/L BOD TSS TN TP On-site Sewage Treatment and Disposal Systems 10 10 10 1 Design flows less than 100,000 gpd(BAT) 10 10 10 1 CL Design flows greater than or equal to 100,000 gpd(AWT) 5 5 3 1 �- BOD:Biochemical Oxygen Demand TSS:Total Suspended Solids TN:Total Nitrogen TP:Total Phosphorus BAT:Best Available Technology AWT:Advanced Wastewater Technology et (5)Drainagelvtormwater.Treatment and disposal facilities shall be designed to meet the design and performance LU standards established in 62-25, F.A.C., and designed and operated so that off-site discharges meet State > water quality standards,as set forth in 62-302,F.A.C. W LU (6)Schools. Sufficient school classroom capacity shall be available to accommodate all school-age children to be generated by the proposed development. "- (7)Recreation and Open Space. Sufficient available recreation and open space facility capacity shall be available J at the levels of service listed below: w a. One and one-half acres per 1,000 functional population of passive, resource-based neighborhood and LU community parks; and _J b. One and one-half acres per 1,000 functional population of activity-based neighborhood and community _ parks within each of the Upper Keys,Middle Keys,and Lower Keys subareas. (b)Review of capacity. h® (1) Purpose. It is the purpose of this subsection is to ensure that the purposes of the Monroe County Comprehensive Plan are achieved and to provide an orderly and equitable procedure for the issuance of c- development permits,other than permits for additions to existing structures and other development activity U) not requiring additional public facilities. (2)Service areas. For the purposes of this subsection,the unincorporated areas of the county shall be divided into the following three public facilities service areas: a.Upper Keys Service Area:The unincorporated areas of the county north of the Whale Harbor Bridge; z b.Middle Keys Service Area:The unincorporated areas of the county between the Seven Mile Bridge and Whale Harbor Bridge; and c. Lower Keys Service Area:The unincorporated areas of the county south and/or west of the Seven Mile Bridge. (3)Biennial Assessment of public facilities capacity. The Planning Director shall submit to the BOCC a report of the capacity of available public facilities in each of the service areas established in subsection(b)(2)of this section. The report shall be based on standard analytical methodologies and shall include a projection of the amount of residential and nonresidential growth that can be accommodated in each of the service m areas during the ensuing year without exceeding safe and efficient provision of essential public services. Page 5 of 8 Packet Pg. 1494 H.1.b The report shall clearly identify areas of inadequate facility capacity,which are those areas with capacity N below the adopted level of service standards as provided in subsection(a)(1)—(7)of this section,and areas of marginally adequate facility capacity,which are those areas at the adopted level of service standard or r_ which are projected to reach inadequate capacity within the next 12 to 24 months. In addition,the report 2 shall include growth trends and projections and a development permit monitoring system for each service y area. (4) Ratification of the service capacity report. The BOCC shall consider and approve or approve with =� modifications the assessment of public facilities capacity. In the event the BOCC acts to increase the development capacity of any service area,the BOCC shall make specific findings of fact as to the reasons for the increase,including the source of funds to be used to pay for the additional capacity required to serve additional development to be permitted during the next 12-to 24-month period. (5)Review procedure. a.Applicability. In the event the approved assessment shows that projected growth and development during the next 12 to 24 months exceeds public facilities capacity that will be available to serve the projected growth,development in one or more of the service areas that will require any of the public facilities enumerated in subsection(a)of this section that have insufficient capacity to provide safe and efficient U) public services shall be subject to the procedure established in this section. Development that does 5; not require the public facilities enumerated in subsection (a) of this section and that has sufficient capacity to provide safe and efficient public services shall not be subject to the procedure established c' in this section. b. Application for development. As a condition of approval of a development order, all applicants for LU development shall file an application with the county in the form prescribed by the Planning Director, accompanied by a fee to be set by resolution of the BOCC. The application shall include a written evaluation(facilities impact report and traffic report)of the impact of the anticipated development on z the levels of service for public facilities and services and demonstrate that public facilities and services are available prior to or concurrent with the impacts of development. c.Areas of inadequate,facility capacity.The county shall not approve applications for development in areas z of the county that are served by inadequate facilities identified in the biennial assessment of public et facilities capacity report,except the county may approve development that will have no reduction in LU U the capacity of the facility or where the developer agrees to increase the level of service of the facility to the adopted level of service standard.An applicant,except for persons applying for a single-family W LU residence,shall provide a facilities impact report that demonstrates that: 1.For potable water,solid waste,sanitary sewer,and drainage facilities and services,one or more of U- the following conditions are met: i. The necessary facilities and services are in place at the time a development permit is issued; LU or LU ii.The necessary facilities and services are in place at the time a certificate of occupancy,or its functional equivalent is issued.Prior to commencement of construction,the applicant shall enter into a binding and legally enforceable commitment to the County to assure construction or improvement of the facility. 2.For recreational facilities,one or more of the following conditions are met: i. Conditions 1(i.)or 1(ii.),listed above;or c- U) ii. The necessary facilities are in place no later than one (1) year after issuance of a building permit.Prior to commencement of construction,the applicant shall enter into a binding and legally enforceable commitment to the County to assure construction or improvement of the facility;or iii.In the case of acreage(land)for such parks and recreational facilities,land shall be dedicated z to or acquired by the County prior to issuance of a building permit,or funds in the amount of the developer's fair share are committed no later than the approval to commence LU construction;or iv.An enforceable development agreement guarantees that the necessary facilities and services will be in place with the issuance of the applicable development permit. An enforceable development agreement may include, but is not limited to, development agreements pursuant to section 163.3220,F.S.,or an agreement or development order issued pursuant to Chapter 380,F.S. 3.For roads,one or more of the following conditions are met: Page 6 of 8 Packet Pg. 1495 H.1.b i. Conditions 1(i.)or 1(ii.)listed above;or N ii. A binding executed contract is in place at the time the development permit is issued which provides for the commencement of the actual construction of the required facilities or r_ provision of services;or N iii.An enforceable development agreement guarantees that the necessary facilities and services y will be in place with the issuance of the applicable development permit. An enforceable development agreement may include, but is not limited to, development agreements pursuant to section 163.3220,F.S.,or an agreement or development order issued pursuant to Chapter 380,F.S.,or iv. The proportionate share contribution or construction is sufficient to accomplish one or more M mobility improvement(s)that will benefit a regionally significant transportation facility. LLJ d.Areas of marginally adequate.facility capacity. In areas of marginal facility capacity as identified in the current biennial assessment of public facilities capacity report, the county shall either deny the W application or condition the approval so that the level of service standard is not violated.An applicant U) in these areas, except for persons applying for a single-family residence, shall provide a facilities impact report to demonstrate the standards in subsection(b)(5)c.of this section have been met. v) e. Facilities impact report requirements. The facilities impact report required by this section shall use 5; acceptable professional methodologies and standards inclusive of a cumulative traffic impact analysis, W where necessary,as provided by the Planning Director. c' (6)Exemptions. In addition to the exemptions from development described in subsection(3)of the definition of "development"in section 101-1,the following construction activities shall not be considered development z for the purposes of this section only: a. The rebuilding or restoration of a single-family residence damaged or destroyed by fire, calamity, or natural disaster if the rebuilding or restoration takes place within the footprint of the destroyed or damaged structure and the use of the structure remains single-family residential; b.The replacement of a mobile home upon the same lot where the original was located as long as there is no increase in density or intensity of use; z c.The construction of fences; d.The construction of concrete slabs for existing buildings; LLJ e.The construction of driveways; f.The construction of docking facilities and seawalls; LU g.The construction of tiki and chickee huts; U) h.The construction of swimming pools;or i.The installation of storm shutters. j. Development that does not require the public facilities enumerated in Section 114-2(a) and that has w sufficient capacity. LU LU k.Development that will not reduce the capacity of the affected facilities. z 1. Notwithstanding the LOS established above,public transit facilities as defined and provided for within Section 163.3180(5)(h)2.,F.S.,are exempt from transportation concurrency. m.Installation of solar collection systems on single-family residences. n.Work conducted by public utilities within the right of way. o.Installation of concrete cisterns for water collection. CL z Sec.114-200.-Traffic Study. (a) In addition to all application requirements, traffic studies by a qualified traffic engineer, as determined by the Planning Director,who is a licensed engineer in the state, shall be required as follows, in accordance with the Monroe County Traffic Report Guidelines Manual: z (1) Traffic studies shall be required for proposed development as shown in the table below, based on the anticipated number of vehicle trips per day generated by the site: Required Traffic Studies Gross Daily Trip Project Location Type of Report Generation* Required Page 7 of 8 Packet Pg. 1496 H.1.b Segments of U.S. 1 designated as Inadequate Capacity or Marginally c� 11 249 Adequate Capacity according to the biennial assessment of public facilities Level 1 0 capacity report(see Sec. 114-2). 2 Ch 250-500 All Areas Level 2 >500 All Areas Level 3 A CJ *Gross Daily Trip Generation shall be calculated in accordance with the methods used in the Institute of Transportation Engineers,Trip Generation Manual,current edition. pp (2)Level 1 traffic studies shall include the following: a. Provide a detailed assessment of the number of additional daily trips generated by the development as calculated by the most current edition of the ITE Trip Generation Manual; W b. Analysis shall be based on the project's expected trip generation broken into primary, pass-by, and U) internal trips, as well as the directional split and trip lengths to estimate the number of additional z primary s on US-1; P n'trips v) c. The report shall provide recommendations for mitigating any project trips in excess of the LOS C standard; and d.The applicant shall be responsible for construction of the improvements recommended in the study. CL (3)Level 2 traffic studies shall include all elements of a Level 1 study,plus the following: a.Ensure adequate access to the street system; z b. The study shall also include traffic diagrams detailing the peak hour and AADT traffic counts at intersections and turning movements; c. The data shall include background traffic (existing traffic plus traffic from approved projects) and proposed project traffic; z d.Any recommendation for a traffic signal will required an alternatives analysis; e.All roadways and intersections along the access routes shall be evaluated for traffic safety and visibility; and f. The study shall recommend improvements necessary to meet the accepted traffic standards for Monroe County. (4)Level 3 traffic studies shall include all elements of both Level 1 and Level 2 studies,plus the following: a.Ensure all intersections serving the development will operate at or above the County's LOS standards; b.All signalized and signalized intersections within one mile of the development shall be analyzed; and c. The study shall recommend mitigation measures for deterioration of LOS at signalized and/or J unsignalized intersections. (5)All required traffic studies shall indicate that U.S. 1 has sufficient available capacity to operate at or within five percent(5%)of a level of service of C as measured on an overall(countywide)basis as measured by the U.S. i Level of Service Task Force Methodology. If the proposed development will reduce the level service to more than 5% below a level of service C, the traffic study shall indicate mitigation measures h- required to maintain the adopted level of service. (6) All Level 3 traffic studies shall indicate that every paved County road within one (1) mile of the parcel proposed for development and all bridges on U.S. 1 within six (6) miles of the parcel proposed for CL development shall have sufficient available capacity to operate at minimum peak hour at or within five z percent(5%)of a level of service D as measured by the methodology identified in the most recent edition of the Highway Capacity Manual.If the proposed development will reduce the level service on such roads and/or bridges to more than 5% below a level of service D, the traffic study shall indicate mitigation measures required to maintain the adopted level of service z (7)Traffic studies shall not be required for applications for a single family residence. CJ Page 8 of 8 Packet Pg. 1497 0008 3Nn) 6VLZ'60 X;unoo aoauo -podaM s,uaa'PO we BOJd MJOM IO®J 6WZ:;u8wLl3ePV w'; a' le S Ch a a� f'il t1 a E m L O LO Q. Q i N O o Ncn 0 � o w` N N N = a }+ o 0 _ o 0 L H 0 U. 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Qa Y......w w w........`Pr in a in z X_ in t=n VLU ¢ LL a u U 3 W LLa o W Q N V K J O Z ¢Z O M 7 u'i ti n ~ 0 N n p •" M d2~ eel O O C Z N rn N iD W N u'i O Co u'i rn W V M M 7 W N W N C Q O C' O 4�I1 M n Ot .........w + `Pr `Pr Y .........w w.........w..vr .........w w `Pr `Pr O o w o o 0 L Vl Z H H LL x 'fl VQi 0 VQi V K 'fl 0 0',,0 K W 'fl Q 0 VQi = W Lo H W G IL 2 IL IL Z 2 0 Q W W pip VO M 2 00 0 a cn 0 O HZ ',, ',, LL � 3 3 0 LU LL H W W J M 0) v 0) .� > C O w A O f6 10 10 W In In 'i O. M In w ,o O• O C Cl) 'n Q� F- (A J 0 UI H 0 N Cl) H N H H N V o V o N V o = Ol Y r y ia' M Y r y ia' Ol Y r y ia' a) 0 M O = c a O = c a O = c y f3 It O 0 w o a O 0 w o a O 0 w O v = a 3 V u u F- a 3 V u u F- It 3 V u u F- to 0008 3Nn) 6VLZ'60 X;unoo aoauo -podaM s,uaa'PO We BOJd M-OM IO®J 6WZ:;uaWy3ePv p; C) Z W LO o S O (D < o CL W N C1OL ..... M LU o o a � oV °WCL m� ao c� J C0 m Lu O W V W d ti J Y O_ Q O O J o J ti OJ N O O 0 0! T 0 M d m �#N 44z W Z u 0O 0z 0 0 N E O 0 W Lu LU 0 K Q Q LI) Ln 2 QW W V Q V Q tr� m Y 0�W 0 u O _ =W N Ol} Cb Q Z O O LU 0 Y sue+ Q O D Q g 0 g� A 7 4I1 N a W a W W Z 0 J � 0 2 0 Ln O r O }u ^ 0 N W ti N W 0! Z Z) W z) W Q z W= ',, ',,. z W(D ',, ',, U) LL Ln LL 0 a O j 10 O 10 .-i Lu p N .Mi a W[0 O iD n' M io n H z F,rn rn N F 0 F rn 'n C N W N m W W m LL O Lu m LU �N L7 Z F-m ~ N M F-a ~ ~ n N OLU X t\�0 yy N 7 ri O X yN N N M O yN 7 C N .. W W N W Hf h) W 0! Vr en Hf Y W tH a w F- .�.i (W7 f S o o S o H tea' a a a LL m O J G .gyp LO o+ x u u a x x LO LO LO O W a a g W a a S W LL LL 0 LL LL W 0 0 3 Q F F H W H � Hrm H v H v Cl) Z O LU Z O O rn , Q T T v N O1 0 .y FVI W A .� r�u6 a w a Ln �5 r- a rn H u c u } S W J .t S W J (/1 Q� 0 N fn t t t N o w _ _ f V a a o f V a a o f V o M Y IM Y a7 g g I 01 Y a7 i, N Yf C y Ln C y LO C y f3 2 a 3 V a a 0 a 3 V a a H v 3 u CC u u H CD (n 0008 3Nn) 6VLZ'60 X;unoo aoauo -podaM s,uaz'PO we BOJd MJOM IO®J 6WZ:;uawy3ePv o LO r o 2 ch a w YOL a F O O O N O n M � F O O � ti N M F O O t00 O 7 tMD p O ip M 4I1 uj O M O m 4I1 p 10 O O M 4fi M A ti W O M t^D A O Q� 4fi 0 In O 41'1 lc� W 41'1 tp W 7 41'1 C 0Lnw w w w w .........w 0Ln QLn w w M w w J J J c� ,, ,, ,, c0 ,, c� O ip N �o �vj u'i N Co yN Co 0 �.j N yN rn ui �D J ry p 0 N O o W O O O o > O O o LU yN O 0 m W rl W O O w O G O LL O O. O O. W O. z a 3 w z K 'fl 0 0 Vai 0 0 Vai V� J K "a 0 0 v)i 0 v) H K 'fl 0 0 v)i 0 v)i W W r W W r _0 LL LL LL ',.. 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N LU N LU N LU H¢ W W W LU 00 00 00 J 0 0 ~ ~ ~ Ln Ln Ln Q d W d Lnd Ln d p W V N O O .-� .-� ~ N 7 7 V V N W Co rn V V N O O V V ry .I--� < N ti ti M Q W N ti ti N Q W N O O Q W O ¢ y N H y ¢ yy o F y¢ yy o F y ¢LU V fn (n (n L7 L7 L7 (Wn Z Z Z H H H H H 0 'a+ Q 'a+ CO a a a a w '� a '� a '� a 'u J O O O 2 (n r V p �,� M r V,.� fY1 i U Ln r V,.� W = J Z W = J Z W = J Z W = J W IL O IL O IL O IL Y F F F w V V V W O F H H O , O O',, O O O O cn Q W W W W 3 ;X 0 3 0 3 ;� 0 3 E o z W o - m W m W o m W00 m O Y w c d........ Y w c d........ Y w c d........ Y w c d........ p m y p m y N p m y M p m y a cn V O w v d. V O w v V O w v V O w v N > N > N > N > N e P o e N P o e P o e P o q`} 1� K �0 a o. �C �0 a o. M �C 7 K �0 a a` in `o c a v `0 c a v `0 c a v `0 = a Q, 0008 3Nn) 6VLZ'60 X;unoo aoauo -podaM s,uaz'PO we BOJd MJOM IO®J 6WZ:;u8wLj3ePvLO C1 V V T V V �'.. N I Q Q tY1OL W W 0 0 R a a LU LU o- ul ul F-: F-: Ln Ln Ln Ln LU LU w w w w Y Y N N Z Z W W LU LU V V � � > > Ln Ln LU LUm m N Ln 0 0 N Ln W W m m X X H H LL LL Ln Ln N N K K 0 0 H H H H w w Ln Ln w w LU LU LL LL p p Y Y O O H H r- r- O O u u LU LU CL a = _ Ln Ln H H O O O O H H Ln Ln w w z z 0 u p u p O p O H H LnLn a Ln o o z (D z (D z = z = a a a a W W W W w w w O w O O O z z a � y a +°• M a +°• v v m a � M M O y. O rn rn m O n n C in F u'i u'i in 0 z m rn rn °i z o 0 0 m N N v°'i `m O� How......... H o y w w......... m Y w........w.........en m y w w.........en Ln Ln n n u Ln Ln w w w Ln w Ln H Z H Z 00 00 V u 0< 0 m o m o N d N a m a m M W II rl 7 7 W II N N N C LU LU LU Z u^i u^i '� Z iv N LU LU w Q W O' N u'i u'i rn Q LUN O O o LU N ai ai of F Y a yy Q� Q� •-� F Y Q yy 4I1 4I1 M Ln y N N In Ln Z Z Z Z H O H O Q O Q O M CL M CL O CL O Q W 'i W 'i O Q 9 O Q 9 VO 9 VO 9 rl f0 O 'i f0 O m m O O m f0 O O Z LU Z W O 'n O 'n W O O IL O IL Z W IL Z IL F- 9 9 W LUF- F- LU (a LU F O °1 O °1 O °1 O °1 f-cn O O O O Q W W W W 3 ;� 0 3 E 0 3 LL 0 3 E o z � z W O� o -0 W s W N LU Yw Yw Yw Y w`o 0)LL O p E p p E a dm oy, M a s No a s No cn V O w v V O w v V O w v V O w v N H P 0 H P 0 H P 0 H P A Q of K a o. tp �C a o. N �C a o. 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M O O m o f+1 O O m -0f+1 O O m o f+1 CO O O m o N x It3 V u a 3 V u a 3 V u = x a 3 V u cn 0008 3Nn) 6VLZ'60 X;unoo aoauo -podaM s,uaa'PO we BOJd MJOM IO®J 6WZ:;u8wLj3ePv n rLO o S � n. w YOL a w w w w z z z z _ _ _ _ z z z ' z > > > co U) co 0 o m m m o m r r r LL r a a a s a u u u u z a y y '0 0 0 0 6 = o 0 0 6 0 0 0 0 o a o 0 0 0 0 0 M M w Ln (7 p ti o 0 0 0 O o 0 o H O o 0 0 CL O o o o O o o o Q 'L� V z w w f F H oLUo O o 0 O c y c v c EL Q c � H '' •N Z •N Z •N 0 z f ~ U a " U H K 'a a J z % 'a a W K 'a a J a % 'a a Q w o O w o c w o w w o H > 0 z w a 0 w F- w 0 z c� O 0 o H w F o 0 Z a Q o a z a w D: v Qa. O c rao cQc a' rao Q rao F o O c Z Z o z Q H v z N z w v H ro F v rn o� v (~/1 U 0)m Y > o� a. o� a c v.......y Q c v.......y v.......y W w ro .. (/1 g ro .. ro .. g ro 3 0 a W o Cl) Q w LL Q w LL Q w Y Q w N Cl) v t v t v t v t N > v > v > v > v o f0 0- a` m 0- a` m 0- a` m 0- a` f V ocof V o f V o G f V o _ w Y y w Y y ^ Y y CO Y r M. 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U F u Q 0 Q a m OC4 O o J a O o ,.0 0 o C,V' p o oo D H p o o m 0 o o o_ yN �rj Oo ',,N W 0 yN p p Ln O yN O ,.O Lnm z O 0 0 0 o a o a o F. W C Z CL Z O. Z O. 'i Q 'i `y 'i `y 'i Z z c "o v, c v H e v HZ to e v Q F U =_ � U = W i U Lo W i U H x r o o V x o Z K c o Z K c o 2 Q W F W Sr ~ W r ~ W r C7 U. Z U. (7 U. (7 U. W Z Z = LU F- W W W H Z Z H (A > 0 0 H O > V V H w H > > F Q io H FF- F- F. + m Z Z Q ~ 0 0 0 n al rn S rn rn rn Z ~ C O1 C T C T C 3 v 3 W v 3 v v 3 v v M F. J F. J F J F. 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De Arazoza Florida Department of Transportation District 6 602 South Miami Avenue Miami, Florida 33130 (305) 377-5910 and i Douglas S. McLeod i Florida Department of Transportation U) Mail Station 19 i 605 Suwannee Street Tallahassee, Florida 32399-0450 ChI (904) 922-0449 i 0 i c For Presentation at the 0 Transportation Research Board Annual Meeting January 1993 C 0) Packet Pg. 1575 H.1 a ABSTRACT This paper presents the methodology developed to assess level-of-service (LOS) on US-1 in the Florida B Keys. Although predominantly an uninterrupted flow two-lane roadway in the Keys, US-1's uniqueness warrants al alternative LOS evaluation process to that found in the 1985 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, well 2 over 100,000. Its unique geography, land use patterns,trip making characteristics presented a challenge in developing and applying a reasonable and acceptable method to assess its LOS. A uniform method was developed to assess LOS on U.S.A to cover both its overall arterial length from N 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 N 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 e i incorporates average travel speed as the main measure of effectiveness to determine LOS. i i i i 0 i c 0 0 Packet Pg. 1576 H.1 a R. E. De Arazoza D. S. McLeod A METHOD TO ASSESS LEVEL-OF-SERVICE ON US-1 IN THE FLORIDA KEYS INTRODUCTION The purpose of this paper is to present the methodology developed by the Monroe County US-1 level- of-service (LOS) Task Force to assess LOS on US-1 (the Overseas Highway) in the Florida Keys (1). The authors are members of the referenced task force. N US-1 which is mostly two-lanes, has unique geographic and trip characteristics. It extends through the r_ 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 km(22 mi), 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 km(3 mi) ca in length. Consequently, US-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. US-1 Annual average daily traffic (AADT) volumes range from a low of 4700 to a high of 34200. The road serves i a large tourist demand and is one of the most scenic in the United States. The linear geography with the i narrow land width of most of the Florida Keys are further characteristics. U) i Most of the surrounding land use is rural developed and suburban in nature; however, some areas are yI totally rural and others are urban, such as the Key West and its suburbs. With the exception of the few y completely rural segments and the bridges, strip commercial stores, motels and restaurants are very i common throughout the Keys along US-1. Numerous driveways and intersecting local roads provide access to the surrounding residential areas. E The US-1 LOS study encompassed approximately 174 km (108 mi) of US-1 from Key West/Stock Island to the Monroe/Dade County Line, broken down as follows: Packet Pg. 1577 H.1 a R. E. De Arazoza D. S. McLeod 31 0 129 km (80 mi) (74%) two-lane uninterrupted flow; a 0 32 km(20 mi) (19%) four-lane uninterrupted flow; and 0 13 km (8 mi) (7%) four-lane urban/suburban interrupted flow. E 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 (HCM) (2) is extensively used throughout Florida as the source document to determine highway capacities and LOS. N 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 km (8 mi) of urban/suburban interrupted flow and the small percentage of the two-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 USA without deviating from the principles of the HCM> Towards that end a task force was created consisting of i representatives from State and local agencies and an engineering consulting firm. i i THE NEED TO DEVELOP A LOS MEASUREMENT METHOD y� i From a state transportation perspective, the overall operating conditions of US-1 is important, not the condition of any smaller segment. With Key West as a major tourist destination at the southern end of e 0 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. Packet Pg. 1578 H.1 a R. E. De Arazoza D. S. McLeod Chapter 8 of the HCM presents a methodology which applies to typical rural two-lane highways with 2 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 LOS. 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 2 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 N effectiveness to assess LOS. 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 8-1 of the HCM do not correspond well with the typical operating speeds of US-1 in the Florida Keys. For instance, Table 8-1 shows average speeds ranging from 58 mph(93 kmh) (LOS A) to 45 mph (72 kmh) (LOS D). ca LU The overall weighted posted speed limit for US-1 in the Florida Keys is 79.7 kmh (49.5 mph). The overall median operating speeds along US-1 according to the 1991 and 1992 field studies (3, 4 ) were i 76.8 and 75.5 kmh(47.7 and 46.9 mph), respectively. The field studies showed, for the most part, the i survey vehicle(s) was traveling close to the posted speed limit. i It is believed the average motorist in the Florida Keys is mostly concerned with operating at an yI acceptable average travel speed rather than being concerned about the ability to pass. This is supported n by the physical and traffic characteristics of the Keys (e.g., adjacent land development, sight seeing i tourists), local knowledge, and discussions with motorists. 0 0 From the above statements, it was clear to the task team that HCM Chapter 8 methodology could not be applied to US-1 for analysis of its two-lane sections. Packet Pg. 1579 H.1 a R. E. De Arazoza D. S. McLeod With regards to the four-lane uninterrupted flow portions of US-1, a similar dilemma occurred. HCM Chapter 7 methodology applies to multi-lane highways with operating characteristics generally unlike those ofUS-1 through the Florida Keys. For instance, average travel speeds depicted by Table 7-1 of E 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 (45 mph). Key largo is developed with strip commercial and residential development. It has numerous driveway connections and side streets directly accessing US-1. 0 The remaining 7% of the total US-1 mileage is four-lane interrupted flow. These are the portions encompassing Marathon (in the middle of the Keys) and Stock Island (near Key West). 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 LOS on US-1 had to be developed. The task team's efforts concentrated on keeping consistency with the basic philosophy of i the HCM, and yet be sensitive to the Keys uniqueness. Thus, the proposed methodology correlates T_ measured travel speeds along US-1 with LOS speed thresholds developed as part of this study. This is i in line with the concept behind the HCM of average travel speed being the main parameter to measure j arterial LOS. y� i i METHODOLOGY Considering the types of trips served by US-1, it was decided to conduct travel time and delay runs to cover both the entire length of US-1 from Key West to the Monroe/Dade County Line (mainland) and for each segment of the highway along the way. Twenty-four segments were selected as depicted by Packet Pg. 1580 H.1 a R. E. De Arazoza D. S. McLeod 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 N where. Runs were started at both ends of US-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 fourteen two-way runs or twenty-eight in each direction covering the 174 km (108 mi) study portion of US-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 i hours to cover the varied trip purposes and time frames within the Keys. The surveys were conducted i during March, reflecting the area's peak traffic season. i For each run the process provided data, such as running speed and travel speed, in each direction of US- yI 1. Vehicular traffic counts were also collected at three locations covering seven days. v i 0 i The travel time runs yielded a total of 28 one-way travel speed values for the overall length of US-1 and e 0 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). Packet Pg. 1581 H.1 a R. E. De Arazoza D. S. McLeod 31 The median value was also selected, instead of the average, to avoid the influence of extremely high or a 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 do these speeds represent. The next step was to develop a set of LOS/Speed threshold values for both the overall length of US-1 and the pertinent segments of the highway. Towards this end, the speed ratios between LOS thresholds from Tables 7-1, 8-1 and 11-1 of the HCM were used in the analysis. These ratios were weighted against actual mileage of US-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 8-1, the ratio between LOS B speed and LOS A speed is 55/58 = 0.948. The ratio between LOS C/LOS A= 52/58 = 0.897; the ratio between LOS D/LOS A= 50/58 = 0.862 and so on. The same process was applied to Tables 7-1 (96.6 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: i i i TYPE OF FLOW LOS CILOS A RATIO WEIGHT i Two-lane uninterrupted 52/58 = 0.897 74 yi 0 Four-lane uninterrupted 44/50 = 0.880 19 Four-lane interrupted 22/3 5 = 0.629 07 0 Therefore, the overall speed ratio between LOS C and LOS A is: [74(0.897)+19(0.880)+7(0.629)]+100=0.875 Packet Pg. 1582 H.1 a R. E. De Arazoza D. S. McLeod 3 The above process was applied to develop all the required ratios. C M Further observations with reference to Tables 8-1, 7-1 and 11-1 yielded the following. From Table 8-1 W 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 2 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 US-1 posted speed limit is 79.7 kmh (49.5 mph) reasonably fell between the LOS A and B thresholds. This 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 LOS (i.e., LOS A or B). C With the above speed differentials and LOS range premise in mind, the US-1 overall speed thresholds for LOS A and B became 82.1 kmh(51 mph)(2.4 kmh(1.5 mph) above 79.7 kmh(49.5) and 77.3 kmh (48 mph), respectively. Applying the developed ratio between LOS C/LOS A to the LOS A speed resulted in 72.5 kmh (45 mph), rounded off(i.e., 0.875 x 82.1 kmh(51 mph) = 71.8 kmh (44.6 mph)), z which then became the threshold for LOS C. After applying all the ratios the overall LOS criteria for US-1 became: i i i LOS Sneed i Cn A >_ 82 kmh (51 mph) i 0 B >_ 77 kmh (48 mph) C >_ 72 kmh (45 mph) c 0 D z 68 kmh(42 mph) E z 58 kmh (36 mph) F < 58 kmh(36 mph) Packet Pg. 1583 H.1 a R. E. De Arazoza D. S. McLeod Inspection of the criteria above indicates a close relationship with the speed differentials of both Tables a 8-1 and 7-1 of the HCM. Comparing the median speed data for US-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) E 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 LOS/Speed threshold values for the segments of US-1. No further work was needed to cover the 7% mileage of the interrupted portions of US-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 LOS/speed criteria for a Class I arterial was made. The remaining segments fell within the two-lane and four lane uninterrupted flow criteria. It was decided Zi 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 A speed i consistent with Tables 7-1 and 8-1 of the HCM. LOS B and D speed criteria were set to provide equal i T_ increments between LOS A and LOS D (i.e., LOS B 4.8 kmh (3 mph)below LOS A speed and LOS D i 4.8 kmh(3 mph)below LOS C speed). LOS E was set 9.7 kmh(6 mph) below the LOS D Speed. This i makes the segmental speed differential between LOS thresholds consistent with the differentials in the y overall criteria, except for one consideration. On any segment, intersection delay would be deducted y i from the segment'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. e 0 LOS C delay was chosen because LOS C is the state LOS standard for US-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 US-1 Segmental LOS/speed relationship. Packet Pg. 1584 H.1 a R. E. De Arazoza D. S. McLeod o The uninterrupted flow segment criteria are: LOS SPEED A > 2.4 kmh(1.5 mph) above the posted speed limit B >_ 4.8 kmh(3.0 mph)below LOS A C >_ 9.7 kmh(6.0 mph) below LOS A D z 14.5 kmh(9.0 mph) below LOS A E >_ 24 kmh (15.0 mph)below LOS A 04 4- 0 F < 24 kmh (15.0 mph)below LOS A o A segment having a weighted posted speed limit of 72 kmh (45 mph) would then have this criteria: LOS SPEED i A >_ 74.9 kmh(46.5 mph) i B 70.0 kmh (43.5 mph) j C >_ 65.2 kmh (40.5 mph) y� D >_ 60.4 kmh(37.5 mph) E >_ 50.7 kmh(31.5 mph) c i i F < 50.7 kmh (31.5 mph) c 0 0 o The LOS/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. Packet Pg. 1585 H.1 a R. E. De Arazoza D. S. McLeod LOS SPEED A z 56.4 kmh (35 mph) > B >_ 45.1 kmh (28 mph) C >_ 35.4 kmh(22 mph) D >_ 27.4 kmh (17 mph) E >_ 20.9 kmh (13 mph) F < 20.9 kmh (13 mph) 0 Speed data from both the overall length of US-I and the individual segments were compared against the applicable LOS/speed thresholds. This provided for an assessment of the facility LOS plus an indication of reserve speed, if any. Under Florida's and Monroe County's growth management process if the overall LOS for US-1 fell e i 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 U) i for US-1 was C or better, then additional development could take place in those segments where there was reserve speed available (i.e., segment's speed was higher than the standard threshold). yi Besides meeting highway LOS standards there are numerous other considerations in Florida's growth 0 i management process pertaining to the Florida Keys that are beyond the scope of this paper. As mentioned in the introduction, the purpose of this study was to present the methodology to assess LOS 0 on US-1. Packet Pg. 1586 H.1 a cv 4- 0 c c� c� i i i i i 0 CD c 6 0 m u Packet Pg. 1587 VA K KITTELSON & ASSOCIATES, INC. H.1.f TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 2200 W.COMMERCIAL BLVD.,STE 304 • FT.LAUDERDALE,FL 33309 • (954)735-1245 FAX:(954)735-9025 FT E MEMORANDUM TO: U.S. 1 LEVEL OF SERVICE TASK FORCE > COPY TO: Raj Shanmugam ` FROM: John Zegeer V015 DATE: November 7, 1997 SUBJECT: Re-Evaluation of Level of Service Metho5oty c In February 1991, the Monroe County Commission adopted a policy to raise the LOS standard on y U.S. 1 from LOS D to the FDOT standard LOS C. All other county and local roads continue to have a LOS D standard. A methodology for determining existing levels of congestion and reserve capacity on U.S. 1 in Monroe County was developed in 1991 by a cooperative effort from a Task ca Force of technical experts. This Task Force included staff from Monroe County, the Florida Department of Transportation,the Department of Community Affairs,and the County's consultant. W The methodology and corresponding analysis results were documented in the report titled U.S. 1 Level-of-Service Task Force Summary of Final Recommendations (June 21, 1991). This methodology was subsequently adopted in final form by the County Commission on August 6, 1991. c SPEED-BASED METHODOLOGY The method for determining congestion and reserve capacity on U.S. 1 in Monroe County was based on existing measured travel speeds for 24 segments of U.S. 1. A reserve capacity for each segment of the facility and the allocation of dwelling units that could be developed based on this reserve capacity were also documented. In the Monroe County Comprehensive Plan,the Traffic Circulation Element contains Policy 301.1.2: For US-], Monroe County hereby adopts a level of service (LOS) standard of C based on the methodology developed by the US-1 LOS Task Force and adopted by the Board of County Commissioners in August 1991,for analyzing the LOS on US-1 in Monroe County. y This methodology replaces a peak hour volume standard for US-L 06 The level of service on US-1 shall be maintained within five percent (S%) of LOS C. Policy 301.2.1 mandates an annual assessment of travel speeds on U.S. 1 to monitor the cumulative impact of land development and the fluctuation in the level of tourism activity. It also provides for periodic refinements to the methodology: Packet Pg. 1588 H.1.f U.S. 1 LEVEL OFSERVICE TASK FORCE Project#: 2367103 November 7, 1997 Page 2 Monroe County, in coordination with the FDOT, shall continue the 2 systematic traffic monitoring program initiated in March 1991, on an annual basis, to monitor peak season traffic volumes at permanent count stations and travel speeds on each of 24 study segments of US-], and to determine the cumulative impact of development and through traffic. Monroe County shall use the methodology developed by the US-1 LOS Task Force composed of representatives from Monroe County, FDOT, and DCA for conducting this analysis and shall request that the Task Force update and refine the methodology's assumptions on a periodic basis when y new data becomes available. SUMMARY OF FINDINGS In July, 1997, the Task Force was reconvened to re-assess the Level of Service Methodology for U.S. 1 in Monroe County. The Task Force included staff representatives from the following agencies: Monroe County Planning Monroe County Engineering Monroe County Land Authority FDOT District 6 Planning FDOT Central Office Systems Planning Department of Community Affairs Meetings were held on August 11, September 15, and October 30 to consider changes to the data collection procedures; to consider technical improvements to the Methodology for determining speed-based Level of Service; to consider alternate performance measures for determining Levels of Service;to consider the impact of the 1994 HCM on the Methodology; and to consider changes > to the threshold values for speed in determining an acceptable Level of Service. Meeting minutes documenting these discussions are attached. Ten potential adjustments to the Speed-Based Methodology were discussed with the Task Force: y • Changing the Number of Travel Time Runs Required • Conducting the Travel Time Runs outside of the peak six weeks of the Winter Season • Modifying input values to improve the Accuracy of Calculations (volume-to-speed conversion) • Revising the geographic limits for the Segment Boundaries • Modifying the Definition of Interrupted Flow Segments E • Revising the LOS Threshold Boundary Values • Revising the Allocation of Reserve Trips Packet Pg. 1589 H.1.f U.S. I LEVEL OF SERVICE TASK FORCE Project#: 2367103 November 7, 1997 Page 3 • Considering three years of median speed data when determining Segment Levels of Service • Adjusting the seconds of delay when computing Average Posted Speed on Segments with Traffic Signals • Revising the format of the Level of Service and Reserve Capacity Table to delete columns of data which are misleading. The Task Force concluded that no adjustment should be made to the existing Methodology for the first eight potential adjustments listed above. For the ninth adjustment,the Task Force decided to c increase the delay adjustment for signals located on an uninterrupted flow segment from 15 seconds to 25 seconds of average stopped delay. For the tenth adjustment,the Level of Service and Reserve Capacity table will be revised to delete the columns of data which are misleading. n The Task Force recommended that adjustments to the Speed-Based Methodology be considered again after the Year 2000 Highway Capacity Manual is published. DISCUSSION OF SPEED-BASED METHODOLOGY ISSUES W Four optional courses of action were considered by the Task Force: 1. Recommend that the Speed- Based Methodology be terminated. 2. Maintain the Methodology as it is. 3. Make minor adjustments to the Methodology. 4. Allow Monroe County to set new LOS standards and c 0 measurement techniques to replace the Speed-Based Methodology. The third course of action was chosen because it was the consensus of the Task Force that the Methodology could continue to maintain an annual record of peak season traffic speeds and congestion,consistent with the Policies of the Monroe County Comprehensive Plan (which has now been approved). In addition, the Methodology could be used as a guide in making land-use and transportation investment decisions by identifying areas of congestion from a motorist perspective. For Concurrency Management purposes, the tool that is being used to allocate residential development in the Keys is the Rate of Growth Ordinance(ROGO). However,the Speed-Based Methodology provides a process by which development is stopped when speeds falls well below motorists' expectations. The following ten adjustments to the Speed-Based Methodology were considered. 0 1. Number of Travel Time Runs Required06 y The Task Force considered increasing or maintaining the 28 travel time runs to determine statistically valid travel speeds along U.S. 1 in Monroe County. In segments where the LOS cannot be determined within the desired 95 percent confidence, the team considered recommending a number of additional runs(say 10)and recalculating the confidence interval to see if the desired level of confidence is achieved. This change was not considered necessary because the current number of runs has provided a high degree of confidence in the speeds measured throughout the 108.6 mile route and in most segments. Packet Pg. 1590 H.1.f U.S. 1 LEVEL OF SERVICE TASK FORCE Project#: 2367103 November 7, 1997 Page 4 2. Seasonal Variations > 2 The Task Force considered changing the time period(between the second week in February and the fourth week in March) when travel time surveys are to be completed. The Task Force concluded that the current procedure(measuring speeds during the highest six weeks of the 13-week peak season)is a compromise between only measuring peak h=speeds and measuring speeds throughout the 13-week peak season. N 3. Accuracy of Calculations c The Task Force considered modifying the input values to the volume-to-speed conversion calculation to improve the accuracy of the calculations. Since the K,po, D100 and peak hour y factor(for the 100th highest hour) at the three permanent count stations have experienced only slight changes, the Task Force decided to not change this calculation. 4. Segment Boundaries The Task Force considered revising the segment limits. However,there was no compelling reason to make such a change. i 5. Definition of Interrupted Flow Segments c 0 0 The Task Force considered the use of access point density (in addition to signal spacing) in E redefining interrupted flow segments. However, there is no technically-sound basis for changing the definition at this time. 6. LOS Threshold Boundary Values The Task Force considered modifying the existing LOS boundary threshold volumes for speed. However, the change in the LOS C threshold speed is only one mile per hour. More significant changes are possible with the publication of HCM2000. The Task Force decided that LOS threshold values be revisited with the publication of HCM2000 in a few years. 7. Allocation of Reserve TriM y The Task Force considered revising the reserve capacity allocation procedure. However, since the reserve speed and maximum allocation of trips on most segments is in excess of any potential level of development that would occur,this was not accepted as a modification. 8. Consider Three Years of Median Speed Data The Task Force considered use of the most recent three years of speed data in determining Packet Pg. 1591 H.1.f U.S. 1 LEVEL OF SERVICE TASK FORCE Project#: 2367103 November 7, 1997 Page 5 level of service for each segment. However, speeds in most segments experienced little > fluctuation over three years. Speed changed significantly only when the segment was widened or when a signal was installed on an uninterrupted flow segment. In those cases, speeds measured before the change should not be considered in the assessment of existing Level of Service. Thus,the Task Force did not consider it necessary to consider 3 years as median speed data. 9. Adjustment to Average Posted Speed for Traffic Signals 4- 0 The segment LOS criterion is based on the lower limit of the speed range. Therefore, the Ch Task Force considered revising the signal delay adjustment consistent with the segment LOS policy. The Task Force decided to use a 25 second per vehicle stopped delay value (rather y than the existing 15 second per vehicle stopped delay value) when adjusting the average posted speed on a segment due to the presence of a traffic signal. The change to a 25 second per vehicle stopped delay value represent the lower limit of delay for LOS C in the 1994 ca HCM. Thus this change makes the value consistent with the 1994 HCM. 10. Revising the Format for the Level of Service and Reserve Capacity Table In the Level of Service and Reserve Capacity table which summarizes the Travel Time Surveys each year. The Task Force decided to remove the columns which are titled: "sample c a c allocation-trips", sample allocation-du", 5/o allocation-du", and maximum reserve volume-du". In addition,the overall allocation of trips(for the 108.6 mile length)would be E shown as a limiting value. SIGNIFICANT CHANGES REJECTED BY THE TASK FORCE 0 Use of We Ratio for Level of Service The Generalized Tables in the FDOT Level of Service Manual were used to develop the v/c-based LOS's for comparison with the existing speed-based method for determining LOS. In general, the v/c-based analysis technique yields poorer levels of service on the segments than does the speed- based methodology. Using the v/c-based analysis technique, the Stock Island, Windley, and Plantation Key segments would operate at Level of Serve E or F--a level of congestion which is y much poorer than the travel speeds on those segments would indicate. The Big Pine Key segment 06 would operate at Level of Service D or F using the v/c-based methodology (depending on whether an uninterrupted or interrupted flow condition were to be assumed). These types of results were being obtained seven years ago when the v/c-based methodology was previously used. At that time, the v/c-based methodology results were inconsistent with the judgement of both the technical experts and laymen. Thus,there was a decision made to convert to a speed-based methodology. It appears Packet Pg. 1592 H.1.f U.S. I LEVEL OFSERVICE TASK FORCE Project#:2367103 November 7, 1997 Page 6 that the speed-based methodology is identifying the peak period operating conditions on U.S. 1 with a reasonable degree of accuracy. The Task Force concluded that the speed-based methodology is r the best technique for determining level of service in the unincorporated portion of Monroe County. Use of Two LOS Standards for U.S. 1 An approach was considered for setting two LOS standards on U.S. 1 (i.e. maintaining a LOS C for the overall trip from the Dade County line to the Cow Key Channel Bridge entrance to Key West while allowing for a LOS D standard for individual segments). The FDOT position is that it would c be appropriate for the county to maintain a Level of Service C standard for the countywide trip on U.S. 1. The LOS standard set on each segment would be used by Monroe County for Concurrency Management purposes. The Task Force concluded that changing the segment standard form LOS y C to LOS D is a policy decision to be left to the Board of County Commissioners (BOCC). Use of the Average Posted Speed Limit (Rather than 45 mph) as the Level of Service C Threshold Average speeds decrease as more signals are installed and as congestion increases on U.S. 1. If the median travel speed for the overall(108.6 mile)trip were to drop below 45 mph,then a countywide moratorium on development would occur. This would cause the BOCC to consider the impact of increasing congestion on the movement of people and goods. Over the past six years median speeds c 0 have continued to drop. (1995 -47.8 mph; 1996-47.1 mph; 1997-46.5 mph). The average posted speed limit on U.S. 1 today is 49.4 mph. If the average posted speed limit were used to set the LOS C threshold,the LOS C threshold speed would then become 44.9 mph-4.5 mph below the average posted speed limit. Thus, as speed limits are lowered in response to citizen requests, the LOS C threshold could also drop. The Task Force took no position on changing to the use of the average posted speed to determine the LOS C threshold. 0 0 Packet Pg. 1593 H.1.f 3 4 C m 'b r_ C 0 b o W) $ 'co W s 0 w � vs a, � o 09 d a m Q W W L M Oa x W E E E c. E C� � 00000 F� 80 + + V v, C� oo Cl oo Cd aM vi 00 o s 0 ,� E y Gz. 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TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 2200 W.COMMERCIAL BLVD.,STE 304 • FT.LAUDERDALE,FL 33309 (954)735-1245 FAX:(954)735-9025 MEETING REPORT Project#:2367 Subject: U.S. 1 Level of Service Task Force Meeting N Location: Monroe County Offices, 2798 Overseas Highway, Marathon Date of Meeting: September 15, 1997 N Project: U.S. 1 Speed-Based Methodology Reassessment MEETING ATTENDEES AGENCY TELEPHONE # Tim McGarry Monroe County Planning (305) 2 89-2500 Mark Rosch Monroe County Land Authority (305) 292-4414 David Koppel Monroe County Engineer (305) 292-4429 Phil Steinmiller FDOT-District 6 Planning (305) 377-5910 Doug McLeod FDOT- Systems Planning Office (850) 922-0449 Ty Symroski Department of Community Affairs (305) 289-2402 Raj Shanmugam URS Consultants, Inc. (954) 739-1174 John Zegeer Kittelson & Associates, Inc. (954) 735-1245 O PURPOSE - The purpose for the meeting was to discuss the following topics: 1. Review of August Meeting Results 2. Florida Intrastate Highway System--Implications to U.S. 1 3. Use of v/c Ratio for Level of Service 4. Cost of Level of Service Study based on v/c Ratio Methodology 5. Adjustments to Speed-Based Methodology (This item replaced an item which was no longer 06 of interest to the Task Force: Impact of Posted Speed Limit Reduction on LOS.) H:\PROJFILE\2367\WRKORDR3\915MTUSI.WPD Packet Pg. 1597 Meeting Report Project:,0236 September 15, 1997 Page: SUMMARY OF DISCUSSION 1. Review of August Meeting Results Eight potential adjustments to the Speed-Based Methodology were discussed with the Task Force 6 on August 11: • Number of Sampling Runs Required • Seasonal Variations • Accuracy of Calculations • Segment Boundaries • Definition of Interrupted Flow Segments • LOS Threshold Boundary Values • Adjustment to Average Posted Speed for Traffic Signals c • Allocation of Reserve Trips Each of these adjustments were reviewed and the tentative conclusions reached at the previous v meeting were discussed. Doug McLeod reminded the Task Force members that we had identified four basic optional courses of action which could result from our deliberations: 1. Recommend that the Speed-Based Methodology be terminated. 2. Maintain the Methodology as it is. 3. Make minor adjustments to the Methodology. 4. Allow Monroe County to set new LOS standards and measurement techniques to replace the Speed-Based Methodology. A general discussion regarding W the usefulness of the Methodology occurred. Some of the members thought that the Methodology could be used as a guide in making land-use and transportation investment decisions. In addition, stronger links to the Hurricane Evacuation Clearance Time process could be made. Others thought that the Methodology had not been a useful forecasting tool for Concurrency Management purposes. c The tool that is being used to allocate residential development in the Keys is the Rate of Growth Ordinance (ROGO). Since the annual speed surveys and traffic counts which provide input to the m Methodology are being fiaided by FDOT, others thought that the Methodology could be continued to maintain an annual record of peak season traffic speeds and congestion, consistent with the Policies of the Comprehensive Plan(which has now been approved). It was agreed to proceed with the other agenda items so that a course of action could be selected after everyone had received a consistent base of information. 2. Florida Intrastate Highway System--Implications to U.S. 1 A memorandum(dated August 26)was distributed which describes the Florida Intrastate Highway System (FIHS) and the reasons that U.S.1 in most of Monroe County is not an FIHS-designated route. (Subsequent to the preparation of this memorandum, it was found that a section of U.S. 1 in y Monroe County is on the FIHS. This section is from approximately Mile Marker 90--the southern � end of the four lane divided section in Plantation--to its interchange with the HEFT in Dade County. This is a 37.9-mile long section.) Doug McLeod said that U.S. 1 was deliberately left off the FIHS 0 because it was determined that certain sections would not be widened to a four lane divided section. _ However,U.S. 1 is on the National Highway System all the way to Key West. It serves Boca Chica Naval Air Station and Key West Airport. For state highways which are not on the FIHS, the legislature has determined that FDOT does not have the ultimate control on setting LOS standards. Local government(in this case,Monroe County)is encouraged to adopt an adequate level of service Kitte/son&Associates, Inc. Fort Lauderdale, Florida Packet Pg. 1598 Meeting Report Project:#236 September 15, 1997 Page: standard. To change the LOS standard on U.S. 1 from LOS C to another LOS would require a Comprehensive Plan amendment. This decision would also be reviewed by the Department of Community Affairs. 3. Use of v/c Ratio for Level of Service A table was distributed which provides a comparison between a Speed-Based level of service and a v/c-based LOS for each of the 24 segments of U.S. 1 in Monroe County. The Generalized Tables in the FDOT Level of Service Manual were used to develop the v/c-based LOS's. In general, the v/c-based analysis technique yields poorer levels of service on the segments than does the speed- based methodology. Using the v/c-based analysis technique, the Stock Island, Windley, and Plantation Key segments would operate at Level of Service E or F--a level of congestion which is much poorer than the travel speeds on those segments would indicate. The Big Pine Key segment would operate at Level of Service D or F using the v/c-based methodology (depending on whether an uninterrupted or interrupted flow condition were to be assumed). Doug McLeod and Mark Rosch said that the results of the v/c-based analysis were not surprising because these types of results were being obtained seven years ago when the v/c-based methodology was previously used. At that time, y the v/c-based methodology results were inconsistent with the judgement of both the technical experts and laymen. Thus, there was a decision made to convert to a speed-based methodology. Ty Symroski said that it appeared that the speed-based methodology was identifying the peak period operating conditions on U.S. 1 with a reasonable degree of accuracy. The question was how we use the results of the analysis. Phil Steinmiller agreed that the speed-based methodology was the best W technique for determining level of service in the unincorporated portion of Monroe County. In Key West,the development density is greater and the character of the highway is one of an urban area. In addition,U.S. 1 cannot be widened in Key West because of the incompatibility of widening it with the character of the area.Ty Symroski suggested that a tiered approach be considered for setting LOS c standards on U.S. 1(i.e., maintaining a LOS C for the overall trip from the Dade County line to the Cow Key Channel Bridge entrance to Key West while allowing for a LOS D standard for individual segments). Doug McLeod said that the FDOT position would be that it would be appropriate for the 2 county to maintain a Level of Service C standard for the county-wide trip on U.S. 1. Mark Rosch suggested that the Task Force focus its efforts on making minor adjustments to the speed-based methodolo gY• c 4. Cost of Level of Service Study based on v/c Ratio Methodology Raj Shanmugam presented a cost-comparison for the two methodologies. The 1997 Travel Time Surveys cost $36,000. In addition, the FDOT provided seven-day traffic counts at three locations in the Keys during the Travel Time Survey. (The cost for the Travel Time Surveys could be reduced by using only one person in the vehicle, but the consensus of the group was that there would be a y safety concern and that there could be a loss of accuracy in speed measurements.) By comparison, < conducting one-day counts on each of the 24 segments(including data reduction and analysis)would cost $16,000. Conducting seven-day counts on each of the 24 segments (including data reduction 0 and analysis) would cost $21,000. 5. Adjustments to Speed-Based Methodology The Task Force agreed to consider minor adjustments to the speed-based methodology using the Kittelson&Associates, Inc. Fort Lauderdale, Florida Packet Pg. 1599 Meeting Report Project:0236 September 15, 1997 Page: issues identified in Item 1 of this meeting agenda as a guide. Mark Rosch stated two overriding principles which must be followed for any change in the methodology: • The change must be technically sound • The change must allow the methodology to predict congestion i.e. reserve capacity) g gY P g (� � A series of straw votes were taken to identify the level of consensus on issues which could result in minor changes to the methodology. The results of the straw votes are provided below: Issue I Maintain 28 travel time runs--5 Conduct 14 travel time runs and conduct additional runs when necessary for level of confidence--1 N Issue 2 Consider most recent three years of median speed data and select median speed(middle value)--2 Consider most recent three years of median speed data and calculate average of median speeds-4 (The Task Force asked the consultant to provide a comparison between these two options at the next n Task Force meeting.) Issue 3 ca LU Conduct surveys in the six weeks between mid-February and end of March (existing procedure)--5 Conduct surveys during two months when average (not peak season) volumes are measured--I W Issue 4 Maintain a 45 mph threshold speed for LOS C for the overall trip through Monroe County--3 Revisit the LOS C speed threshold for the overall trip through Monroe County--3 c 0 0 Issue 5 Revise the volume-to-speed conversion per one mph using revised K, D, and PHF values--6 (The Task Force asked the consultant to provide this information at the next Task Force meeting.) Issue 6 Maintain the existing geographic boundary limits for the 24 segments--6 - Issue 7 > Maintain the existing definition for interrupted flow as applied to the speed thresholds--6 Issue 8 Maintain two interrupted flow segments (Stock Island and Marathon)--5 y Add a third interrupted flow segment (Big Pine Key)--I Issue 9 Retain the existing speed threshold values for each level of service--6 Issue 10 Use a 25 second per vehicle stopped delay value when adjusting the average posted speed on a segment due to the presence of a traffic signal--6 Kitte/son&Associates, Inc. Fort Lauderdale, Florida Packet Pg. 1600 Meeting Report Project:#236 September 15, 1997 Page:5 (The Task Force asked the consultant to provide this information at the next Task Force meeting.) Issue 11 In the Level of Service and Reserve Capacity table which summarizes the Travel Time Surveys each year, remove the columns which are titled:"sample allocation-trips", "sample allocation-du", and "maximum reserve volume-du"-6 The last Task Force meeting will occur in October. The agenda for that meting will include the following items: • Review of the revised calculations -- three year median speed options --volume-to-speed conversion value --the 25 second adjustment for a traffic signal on an uninterrupted flow segment • Level of Service C threshold(45 mph vs. average posted speed limit) • Two-tiered approach for setting LOS standards on U.S. 1 06 c c c c C 0 Kitte/son&Associates, Inc. Fort Lauderdale, Florida Packet Pg. 1601 H.1.f CONCLUSIONS FROM August 11, 1997 MEETING U.S. 1 LEVEL OF SERVICE TASK FORCE 1. Number of Sampling Runs Required Discussion Item #1 The task team should consider maintaining the 28 travel time runs to determine statistically valid travel speeds along U.S. 1 in Monroe County. In segments where the LOS cannot be determined within the desired 95 percent confidence, the team should consider recommending a number of additional runs (say 10) and the confidence interval should be recalculated to see if the desired level of confidence is achieved. The level of confidence will improve as the number of runs increase and sample standard deviation gets smaller. Conclusions • Maintain 28 travel time runs except where a low level of confidence occurs. • Consider three-year average of median travel speed to reduce the impact of an unusually high or low peak season. 2. Seasonal Variations W Discussion Item #2 The task team should consider continuing the time period between the second week in February and the fourth week in March to be the six week window during which travel time surveys are to be completed. As a side item, the team should investigate the validity of the c daily start times for travel time runs based on changes in peak and non-peak times in the Florida Keys. Conclusions • Measuring speeds during the highest six weeks of the 13 week peak season is a compromise between only measuring peak hour speeds and measuring speeds throughout the 13 week peak season. 3. Accuracy of Calculations y Discussion Item #3 06 The task team should consider using linear measurements rounded to the nearest tenth of a mile and using accurately surveyed posted speed limits. 1 � Packet Pg. 1602 H.1.f Conclusions • Check the K100, 13100, and peak hour factor (for the 100th highest hour) at the three permanent count stations to identify recent variations. • Maintain LOS C criterion of 45 mph for overall speed evaluation. • Compare current Trip Generation Manual rates for residential trips against previous assumption. , 4. Segment Boundaries Discussion Item #4 0 The task team should consider revising the segment limits using the suggested options as a guide. N Conclusions • Do not revise the segment limits. 5. Definition of Interrupted Flow Segments W Discussion Item #5 The task team should consider, in addition to signal spacing, the use of access point density c in determining interrupted flow segments. 0 Conclusions • Do not modify the definition of interrupted flow. 0 6. LOS Threshold Boundary Values Discussion Item #6 Consider retaining the existing LOS threshold values. This recommendation is made because the change in the LOS C threshold by one mile per hour is minor and more significant changes are possible with the publication of HCM 2000. It is therefore y recommended that LOS threshold values be revisited with the publication of HCM 2000 in a few years. 0 2 Packet Pg. 1603 H.1.f Conclusions • Retain the existing LOS threshold values. 7. Adjustment to Average Posted Speed for Traffic Signals Discussion Item#7 a, The segment LOS criterion is based on the lower limit of the speed range. Therefore, the task team should consider revising the signal delay adjustment consistent with the segment U) LOS policy. N Conclusions c • Use a 25 second per vehicle stopped delay value when adjusting the average posted N speed on a segment due to the presence of a traffic signal. y 8. Allocation of Reserve Trias Discussion Item #8 Consider revising the reserve capacity allocation procedure. Conclusions c • Consider reallocating trips on the bridges and environmentally protected areas to other segments. c • Consider using Level of Service D as the standard for segment analysis and Level of Service C as the standard for the overall route analysis. • Consider sunsetting the Speed Based Methodology. • Investigate the use of a v/c Methodology for Concurrency Management purposes. 0 06 - 0 3 Packet Pg. 1604 . H.1.f URS A► MESSIONAL SEAVICES ORGANIZATION URS CONSULTANTS, INC. OuFFALLI 5200 N.W.33RD AVENUE CLCVCLANn July 31, 1997 s2A 30, FT.CAUpEADALE.FtOA10A 3309 ncNVFR Nc � (305)739.1661 NEW VORK Ns FAX:(305)73�17B9 PARAMUS,NJ SAN FRANCLSCO S£ATTIF TALLANASSCC VNL(jW1A BEACH *A.GI1NGTON.DC F® Mr. Timothy J. McGarry Planning Director MONROE COUNTY PLANNING DEPARTMENT 2799 Overseas ffighway Suite 410 Marathon, Florida 33050 cv 0 Re: W.O. #3: U.S. I lAvel of Service Methodology Reassessment y Dear Mr. McGarry: Attached is a Technical Memorandum prepared by URS Consultants and our subconsultant Kittelson and Associates,Inc.listing the issues to be discussed at the upcoming meeting on August 11, 1997. Mr. John Zegeer of Kittelson and Associates, Inc. and I will be attending the meeting. Please ca LU distribute the technical memorandum to the task team members prior to our meeting. Should you have any questions, please call our office and leave a message. Although I will be away from the office next week, I will be calling in for messages. i Sincerely, e URS Consultants,Inc. 0 Raj hann ugam, Project Manager CC: John D. Zegeer, P.E. -Kittelson&Associates, Inc. 0 0 c� Packet Pg. 1605 H.1.f Technical Maiwandum:Reassessment elLerel of SerWee Ma%gdol=jor U.S.) TECHNICAL MEMORANDUM Reassessment of Level of Service Methodology for U.S. 1 r INTRODUCTION U) URS Consultants,Inc. in association with Kittelson&Associates,Inc. have prepared this preliminary reassessment of the methodology for determining level of service on U.S. 1 in Monroe County. In completing this reassessment we reviewed the existing methodology as documented in the report titled U.S. I level of Service Task Force: Swnmary of Final Recommendations, and in the paper presented at the Transportation Research Board Annual Meeting, January 1993 by Rafael De Arazoza and Douglas McLeod of the Florida Department of Transportation, titled A y Methodology to Assess Level of Service on US-] in the Florida Keys. A number of other current documents were also reviewed including the FDOT 1995 Level of Service Mwmal, 1994 Highway Capacity Manual, and NCHRP 3-55 (2):Planning Techniques to Estimate Speeds and Service Volumes final report. The objective of this reassessment is to investigate improvements to the existing methodology and associated data collection efforts to reflect current practice and to incorporate recent research results such that the methodology will continue to be state-of-the-art and provide an accurate assessment of level of service on U.S. 1 in the Florida Keys. i A number of preliminary issues were identified for consideration by the reconvened"U.S. 1 Level of Service Task Force'. These issues were considered for possible improvements. These issues are identified and addressed separately below. e 1. Number of Sampling Runs Required A comparison was completed between the number of sampling runs required in the 1991 Monroe County Travel Time Procedure and that in the 1995 FDOT LOS Manual (Appendix G-Travel Time Studies). The Monroe County Travel Time procedure specifies a total of 28 travel time runs on U.S. 1 (14 in each direction). Appendix G includes a subsection on determining the sample size required. This methodology to determine sample size outlined in Appendix G is followed to determine if the U.S. 1 Monroe County Travel Time Procedure specifies an adequate number of travel time runs to yield a statistically valid result. In addition, it was found that the Monroe County method of conducting travel time surveys is consistent with the F'DOT Manual on Uniform Traffic Studies method. y 0 URS Coetsulmmts,Ina Packet Pg. 1606 H.1.f Techokat Maearawdum:Reauessm&W ofLent afService MerlYodolory or U.S.1 Entire Lng1h of U.S. 1: Number of travel time nuns(samples)required by Monroe County Travel Time procedure—28. E The number of travel time runs(samples) required by 199S FDOT Level of Service Manual is > computed as follows: Length of Segment= 108.10 miles(as measured in the 1997 Travel Time Runs) , Average Travel Time—8360.93 seconds Average Travel Speed=46.5 mph Sample Standard Deviation=319.44 seconds cv 4- Minimum Confidence Level =95 % (as per the 1995 Level of Service Manual) c Confidence Bound Required=243 seconds (This is equivalent to a 1.4 mph confidence bound to ensure that the average measured y speed is within the level of service determined for the entire length of U.S. 1 in the Florida Keys.) Number of runs required to achieve a 95 percent level of confidence: N = (1.96*Standard Deviation/Confidence Bound)' i . 7 sample runs = c 0 We do not recommend decreasing the number of runs from 28 to seven because the sample standard deviation could increase and a 9S percent level of confidence may not be sustained. The Monroe County Travel Time methodology specifies 28 runs which results in: Confidence Bound = 1.96*Standard Deviation/Square Root(N) e 119 seconds This implies that we can state with 95 percent confidence that the average travel speed is between 45.9 and 47.2 miles per hour. Since LOS C threshold boundaries are 45 and 48 mph,we can conclude with 95 percent confidence that the measured speed on U.S. 1 reflects a LOS C condition. We can also conclude that the number of travel runs specified by the Monroe County Travel Time methodology results in a good estimate of actual travel speed along the entire length y of the corridor. 06 0 URS Consu tmrts,Lw. 2 V R Packet Pg. 1607 . H.1.f TerAnkW Memaren im Rewse ommt of Lewl of Servkc 11 adodole"for US. Travel Sneed for a Sin a Link: The Monroe County Travel Tune methodology uses the same 28 samples in estimating travel time on each link of U.S. 1. It should be noted, however that the number of samples required to achieve the 95%confidence level wiU increase as section length decreases. This can be illustrated by computing the required sample size for a Wile. The Big Pine Key link is chosen as an 2 illustration. The Big Pine Key link is of interest as this link has consistently been evaluated as having a level of service below the accepted standard of LOS C. The number of travel time runs(samples)required by 1995 PDOT Level of Service Manual is computed as follows: Length of Segment=3.4 miles 0 Average Travel Time—366.86 seconds Average Travel Speed =33.4 mph Sample Standard Deviation= 120.93 seconds y Minimum Confidence Level=95 %(as per 1995 Level of Service Manual) ca Confidence Bound Required =25 seconds (This is equivalent to a 2.4 mph confidence bound to ensure that the average measured speed is within the level of service W determined for U.S. 1 in Big Pine Key.) Number of runs required to achieve a 95 percent level of confidence: c 0 N = (1.96"Standard Deviation/Confidence Bound)' = 90 sample runs. (This high number of sample runs is required 2 primarily due to the high standard deviation for measured travel time on this segment.) 0 This is the initial estimate of the number of runs required to achieve a 95 percent level of confidence. This large number of runs can be reduced if additional runs result in a lower standard deviation. The high standard deviation reflects the fact that the sample includes some extreme values. The Monroe County Travel Time methodology specifies 28 runs which results in: Confidence Bound 1.96'Standard Deviation/Square Root(N) y 44.79 seconds (for 95%confidence level) 06 0 URS Corns babas,Inc. 3 Una Packet Pg. 1608 . H.1.f Ted nkid Memormrdrin:Remuesa~of Lemi of Serrke Metiodaknfor U.S 1 This implies that we can state with 95 percent confidence that the average travel speed is between 29.7 and 33.0 miles per hour_ This range is too wide to make an assessment about level of service. The level of service within these bounds can be LOS D or LOS E. We can however state with better than 95 percent level of confidence that the level of service is worse than LOS C. The travel speed estimate is between 30.3 and 37.2 miles per hour at the 90 percent confidence level. Similarly, we can state with 75 percent confidence that the average travel speed is between 31.1 and 35.9 miles per hour. The boundary threshold values for LOS E are 35.9 mph and 29.9 mph. The upper boundary of 35.9 mph is reached at the 72.5 percent confidence level. Therefore,the level of confidence with which we can say that the level of service is LOS E based' on 29 runs is 72.5 percent. N The above discussion can be summarized in the following two sentences. We have estimated the average travel speed on Big Pine Key to be 33.4 miles per hour. Our sample size of 29 runs, however,implies that we have only a 72.5 percent level of confidence that our speed estimat is y below the LOS E threshold value of 3 5.9 miles per hour. y Thus, it is possible to conclude that 29 travel time runs are an inadequate number of samples to give the desired 95 percent level of confidence on any estimates of travel speed on U.S. 1 in Big ca Pine Key. Another reason for this low level of confidence is the high sample standard deviation. LU Task Tears Dkea"lon Rent#1 W The task team should consider maintaining the 28 travel time runs to determine a statistically valid travel Speeds along U.S. 1 in Monroe County. In segments where the LOS cannot be determined within the desired 95 percent confidence, the team should consider recommending a number of additional runs(say 10)and the confidence interval should be recalculated to see if e the desired level of confidence is achieved The level of conf}dence will improve as the number of runs Increase and sample standard deviation gets smaller. [It should be toted that in all calculation shown above, the primary unit of measurement, seconds, was used. This is consistent with standard statistical procedure. Although it is convenient to report bounds in terms of speeds and the level of service measure of effectiveness is speed, it is necessary to first complete calculations in the primary unit of measurement and then convert to speed. It needs to be verified that the computations completed in the Monroe County methodology are based on the primary measurement unit- seconds. Results reported in terms of speed should have been converted from the primary measure, time, after statistical analysis is completed. Conversion to speed first and then computation of descriptive statistical measures such as standard deviation will give erroneous results.] 0 Ch 06 0 URS t onsultaiats,lw- 4 V R$ Packet Pg. 1609 H.1.f Tmknlni Mien wendum:Reawessmew ofLend ofSerrloe MOkodobnfor U.S.1 2. Seasonal Variations The Monroe County travel time runs are completed under peak season conditions to capture level of service under peak season conditions. The assessment of level of service during peak season conditions is specified by FDOV as peak season characteristics are considered as the reference time period for planning purposes. The assessment of travel time during a period other than peak season zmW result in a higher speed assessment. This g3i&result in a better level of service , assessment for that time period. Seasonal adjustment factors can be used in estimating peak season conditions if travel time surveys are taken during conditions other than peak season. It is recommended that the travel surveys are done during the peak season rather than having to estimate peak season conditions through seasonal adjustment factors. Three permanent traffic volume count stations are located on U.S. 1 in Monroe County. These count stations am on Stock Island (MM 4),Big Pine Key(MM 30), and Key Largo(MM 106). y Counts ftom these three stations are used in determining the county wide seasonal adjustment factors on U.S. 1. A review of the"1996 Weekly Volume Factor Category Report,"which lists seasonal adjustment tkctors, reveals the following information. The thirteen consecutive highest traffic volume weeks of the year occurred between January 21, 19%and April 20, 19%. The travel time surveys were completed between March 3 and March W 18 in I997. This time period is well within the peak season when traffic volumes are highest on U.S. I based on volumes recorded in 1996. The peak season window established by the Task Force to be the six week period between the second week of February and the fourth week of March also lies within the thirteen highest volume weeks recorded for 1996. c 0 0 Task Team Discussion Item If 2 The task teams should consider continuing the time period between the second week in Febrnary to the fourth week in March to be the six week window during which travel time smirveys are to be completed As a side item, the team should investigate the validity of the daily slarl limes for travel time rums based on changes in peak and non peak times in the Florida Keys. e 0 FDOT's Rulc Chapter No. 14-94,F.A.C. specifies level of service analysis to be done for the 1001h 06 higheat volume hour of the year which approximates the typical peak hour during the peak won. 0 cn URS Consultants.Inc 5 Ulm Packet Pg. 1610 H.1.f rwAnketMano►endam:Resssessomxt of Lewl o Settles Md&odototyfor US I 3.' Accuracy of Calculations The U.S_ 1 Level of Service Task Force Methodology uses a number of formulas and assumptions to identity the adjusted travel speeds reserve speeds and reserve capacity(trips and dwelling units). Some&ctors are more sensitive to small changes than others. Therefore the accuracy of sensitive hctors are critical to the outcome. The primary formulas and assumptions used are: a) For an average trip on U.S. 1 in Monroe County the speed to volume conversion is calculated using the 1991 FDOT LOS software. cv k= 1656 trips/day/mph _ c Assu tions: I. Average trip I gth-LT= 10 mules y II. Kin—9.74 III. Duo 56.0 N. PHF- . 5 b) For a trip that traverses the entire length of V.S. 1 the speed to volume conversion is: W ko-k x Lo/LT= 1656 x 112/ 10= 18,547 trips/day/mph i Assumption: c I. Overall Trip Length(U) 112 mil e c) Adjustment for isolated signals on un-interrupted flow segments T= {(Ls x 3600)/[(L&x 3600/sM)• 15j) - sw L&-Individual segment length sM-Median Speed d) Adjusted LOS C Criteria For un-interrupted flow onditto Average Posted Speed Limit 4.5 mph -T 06 f f/ URS Coxsu tams,Inc 6 WFM Packet Pg. 1611 H.1.f Tkhodod Alesw esedum:Rmnas~ojLevet o(SerWce Makodok"for U.S.1 For interrupted Bow conditions 22 mph e) Maximum overall reserve volume on U.S. 1 based on LOS C standards: Vo—soxko Overall Reserve Speod(so)=Overall Adjusted LOS C Criteria-Overall Median Travel Speed f) Overall allowable residential development(Do)=Vo/(Gs x IN) 0 Assumptions: --- I. Ave. Trip Generation Rate per dwelling unit{ = 8 per day y II. Proportion of trip impacting U.S. 1 (IN)a 0.8 g) Segment Maximum Reserve Volume / Vs— BsxkxIa/Lr Ls-Individual segment length(Note: Length of segment# I is I.I miles plus the 4 miles of Key West) sa- Segment reserve speed c h) Allocation of reserve volumes to individual segments Vz.—Vo x as x Ls/�(8s x Ls) a) 1) Allocation of reserve dwelling units to individual segments 0 DsA-Vsw/(GR x IN) Task Team Discussion Item#3 The task team should consider using linear measurements rounded to nearest tenth of a mile and acing accurately surveyed posted speed limits. 0 06 0 URS CWuu t na+ Inc. 7 UM Packet Pg. 1612 Tsdrwkal Msmomodum:Remsessmnd of l evoi of Service Me*odotoRYfof U.S.l 4. Segment Boundaries Segment boundaries were defined by the Task Force to reflect geographical boundaries, roadway e� cross-sections and posted speed limits. In reviewing the 24 segments delineated it is observed that the length of segments vary between 1.1 miles and 9.9 miles with an average length of 4.5 miles. Revisions to the 24 existing segment boundaries of U.S. l are based on the following criteria. • Geographic considerations • Segment length less than seven miles long are desirable • Segment length less than 2.5 miles are not desirable • Posted speed limit • Roadway cross-section. c c Three options based on these criteria are presented below. y Option 1: Consider subdividing all existing segments with length greater than seven miles with secondary consideration to posted speed limit and then to cross-section. LU The revisions would be: Existing Segment Name Existing limits Proposed New Speed Limit Segment No. (Mile-Marker) Limits(MM) (mph) 11 Bahia Honda 33.0 to 40.0 33.0 to 38.2 45/55 c 0 38.2 to 40.0 50 13 Marathon 46.8 to 54.1 46.9 to 49.0 35 49.0 to 54.1 45 16 Long 63.2 to 73.1 63.2 to 67.2 55 67.2 to 73.1 45/55 22 Tavernier 91.6 to 99.4 91.6 to 94.0 45 94.0 to 99.4 50/45 Option 2 Modify some segment boundaries(with length greater than seven miles) based on roadway cross- section changes. 06 URS Car ukanbtr Inc. 8 V ns Packet Pg. 1613 Tec nkal Memorandum:Reenessment ofLevW of Sermce Madorolop+jor U.S I The revisions would be: Existing Segment Name Existing limits Proposed Cross-Section Speed Limit Segment (Mile-Marker) New Limits (mph) No. 11 Bahia Honda 33.0 to 40.0 33.0 to 33.0 2L 45/55 35.0 to 37.0 4LD 55 37.0 to 40.0 2L 55/50 13 Marathon 46.8 to 54.1 46.8 to 49.1 2IALU 35 49.1 to 51.0 5L 45 04 51.0 to 54.1 4LD 45 c Option 3 N Combine short segments(shorter than 2.5 miles) Existing Segment Name Existing limits Proposed Cross-Section Speed Limit Segment (Mile-Marker) New Limits (mph) No. 2 Boca Chica 5.1 to 9.0 5.1 to 10.5 4LD/2LU 45/55 W 3 Big Coppitt 9.0 to 10.5 7 Summerland 22.8 to 25.2 22.8 to 27.5 2LU 45 8 Ramrod. 25.2 to 27.5 c 17 L. Matecumbe 73.1 to 77.6 73.1 to 79.9 2LU 55145 e 0 Is Tea table 77.6 to 79.8 m The third option above could be combined with options one or two to give a fourth option. Task Team Discussion Rent#4 c The task team should consider revising the segment limits using above options as a guide. - 0 06 C 0 URS Consuhw&,Inc 9 V" Packet Pg. 1614 H.1.f Teciwi d Mewmrswdwwr:Reoussm&W eLevd 4Service Makodol y jet U.S.1 S. Definition of Interrupted Flow Segments Interrupted flow facilities can be defined as those facilities that have fixed elements such as traffic signals, that am external to the traffic stream and may interrupt the flow of traffic=. In general, traffic signal spacing of leas than two miles result in that facility being clasarflod as an interrupted flow facility. This definition of interrupted flow facilities has not changed between the 1985 and 1994 Highway Capacity Manuals. Chapter 7 of the 1994 Highway Capacity Manual gives some guidelines and identifies some factors in diffautiating multilane facilities from uninterrupted flow facilities. Traffic signal spacing of less than two miles often creates urban arterial conditions(urban interrupted flow CD conditions)but multilane highways can have traffic signals along than. Multilane highways are not completely access controlled like uninterrupted flow facilities and vehicles may enter and e leave the highway at intersections and driveways, and through median openings. The general design standards of multilane highways also tend to be lower than those found in uninterrupted now facilities. y A review of current traffic signal locations continues to show that only two of the 24 existing segments can be classified as interrupted flow segments. Task Team Discusslow Item#S The task team should consider, in addition to signal spacing, the use of access point density in W determining iretemepted flow segments Table 7-5 in the 1994 HCM provides adjustinem f mciors to free fkwv speed based on access-point density. Unfortunately there has not been a lot of research into the impact of access points in developed areas Due to the unique nature of the Florida Keys, it is recommended that rather than use Table 7-5, the impacts of access point e 0 density in developed areas of the Florida Keys is researched through a study. R-06-2pownsadatia-mr, 'a on the appropriateness of modifj+ing the deftnrition of interrupted flow segments can be made on the completion of this localised study. An example of recent research where access point density was used is NCHRP 9-55 where "access control"was used as a criterion in differentiating interrupted and uninterrupted flow facilities in rural areas 0 C 6. LOS Threshold Boundary Values The LOS threshold values developed for use on U.S. 1 in Monroe County is based on the 1985 version of the Highway Capacity Manual (HCM). Since then the HCM has been revised in 1994 and will be again revised in 1997. The derivation of the LOS threshold boundaries is examined using the 1994 HCM. 0 y 1994 IfiShway Capacity Manual(Spcciid Report 209).page1-2. 0 UAS Cowsukants,Inc. 10 UM Packet Pg. 1615 . H.1.f TechxkalMeNormsdu mr Reasumment of Level of Service McModolonfor U.S I The basic principles in determining LOS has not changed between the 1985 and 1994 versions of the HCM. This implies that the underlying theoretical underpinnings of the Monroe County E method continue to be valid. Each of the relevant chapters df the HCM are evaluated. e� Chapter 8: Two-Lane Highways Average travel speed thresholds used as a secondary measure of LOS has not changed between 76 the 1995 and 1994 HCM. These HCM average travel speeds,therefore, continue to not correspond with typical operating speeds on U.S. 1 in the Florida Keys. The reasoning for not using the HCM thresholds on U.S. 1 in Monroe County continue to hold true. Chapter 7: Rural and Suburban highways(Four-Lane Highways) The speed-flow curves in the 1994 HCM are different 9tom those used in the 1995 HCM. The new curves are flatter at lower flow rates and therefore the LOS threshold values have also changed. In addition curves are provided for different free-flow speeds rather than design speeds. Curves for free flow speeds of 45 and 50 miles per hour are available. Note that the weighted posted speed limit for U.S. 1 in the Keys is 79.7 kph(49.5 mph) and the median operating speeds y along U.S. 1 have been: 1991 . = 76.9 kph 47.7 mph CO 1992 = 75.5 kph = 46.9 mph LU 1993 = 76.3 kph 47.4 mph 1994 = 76.1 kph 47.3 m Ph �. 1995 = 76.9 kph = 47.8 mph 1996 = 75.8 kph = 47.1 mph 1997 — 74.8 kph = 46.5 mph c 0 The arguments for not using the HCM thresholds, however continue to hold true. The 1994 HCM Chapter 7 thresholds apply to multilane highways with different operating characteristics than that found on U.S. I in the Keys. The methodology in the 1994 HCM continues to base it's ideal conditions closer to that found in freeways rather than the conditions found in the Keys. Conditions on the four-lane segment in the Florida Keys are marked by strip commercial and residential development with numerous curb cuts allowing access to U.S. 1. Conditions are in between that found in intensive use suburban highways and those found in interrupted flow suburban arterials. These conditions are the result of the fact that U.S. 1 is the only major roadway in the Keys and serves both long trips and shorter local trips. Chapter 11: Urban and Suburban Arterials Arterial level of service in the 1994 HCM continues to be defined in terms of average travel speed of through vehicles. The threshold values for LOS have also not changed. The Monroe County y methodology uses the 1985 HCM methodology which is the same methodology in the 1994 y HCM. The operating conditions, characteristics and principles remain the same and therefore 0 URS ConsaltaMts,Inc 11 UM Packet Pg. 1616 rechxtcalAfemormdum:Reaoaasai mtolLsret of.T&T ceMekodotoeylar ttl l changes to the Monroe County methodology for suburban interrupted flow sections of U.S. 1 are not warranted- LOS Threshold Values Derivation(Overall Length): The procedure used to derive the LOS threshold values in the Monroe County methodology is logical and sound. The same procedure is followed in the following derivation using threshold values in the 1994 HCM. Note that the speed ratios between LOS thresholds changed in Chapter r 7 of the 1994 HCM. The weighting given to the various types of facilities is changed based on field survey. Type ofFlow LOS C/LOS A Ratio Weight Two Lane Uninterrupted 5V58—0.397 71 Four-Lane Uninterrupted 54/55 —0.982 21 Four Lane hdarrupted 22/35 -0.629 08 Therefore the overall speed ratio between LOS C and LOS A is: y [71(0.897)+21(0.982)+8(0.629)1/100-0.893 Similarly ratios can be developed between each LOS and LOS A. Table 8-1 of the 1994 HCM shows the difference in LOS A and LOS B to be 3.mph. Tables 7-1 and 11-1 show differences of 0 mph and 7 mph respectively. The LOS A threshold from Table 8- 1 is also 3 mph higher than the assumed posted speed limit of 50 mph. The LOS thresholds are all higher than presumed posted speed limit of 50 mph'for multi-lane uninterrupted highways and all e lower than the assumed speed limit for suburban arterials(Chapter 11). Using the same assumptions as in the Monroe County methodology, it was determined that the average posted speed limit of 49.5 mph reasonably fell between the LOS A and LOS B thresholds. The LOS A threshold is therefore determined to be 51 mph and the LOS B threshold 48 mph. These are the same threshold values chosen in the Monroe County methodology. The LOS C threshold, however, rounds off to 46 miles per hour on applying the updated LOS C/LOS A ratio of 0.893 calculated above. On applying all the ratios the overall LOS criteria for U.S. 1 become: LOS Speed A 251mph B k 48.mph C z 46 mph D i 44 mph E t 40 mph y F <40 mph 06 3 The 1994 11CM reports that recent research suggests that free flow spood under ideal conditions is appr mmatdy 5 mph higher for roads with 50 mph speed limits: page 7-10, 1994 HCM. URS Commbatrls,Inc- 12 URS Packet Pg. 1617 • H.1.f Tedkwkel Maworasdiim:Reassessment ellsr+et of service Ma*odWy"for U.t t Then is a narrower spread in speed for LOS C, D and E. Thus the required number of runs to achieve 95 percent confidence will increase from seven, but 28 runs should remain sufficient. The narrower spread in speeds between LOS thresholds in Chapter 7 of the 1994 HCM nukes a case for adjustment to individual segment LOS thresholds as well. It is recommended, however, that the existing LOS threshold values be retained. Task Tema-Dkcassiots bens 0 6 The task tears should consider retaining the existing LOS threshold values. This recommendation is made because the change in the LOS C threshold by one mile per hoar is minor and more significant changes are possible with the publication of HCW 2000 his therefore recommended that LOS threshold values are revisited with the publication of HCW 2000 in a few wa s N 7. Adjustment to Average Posted Speed for Traffic Signals • - c The level of service thresholds for signalized intersections expressed in average stopped delay is N 15 to 25 seconds per vehicle. In determining the LOS C threshold speed in the Monroo County Speed methodology the lower limit, 15 seconds is used in estimating the effect of a signal on travel speed. If the upper limit,25 seconds were taken,the speed adjustment for the Big Pine Key segment would have been three(3)instead of 1.7 miles per hour. If the middle value of 20 seconds were chosen the adjustment for the one signal on Big Pine Key would have been 2.3 miles per hour. It should be noted that LOS C operation is found under all three conditions of average stopped delay. W Task Team Dlacussiow Rene# 7 71ee segment LOS criteria is based on the lower limit of the speed range. Therefore, the task team should consider revising the signal delay adjustment consistent with the segment LOS e policy. 0 S. Allocation of Reserve Trips Possible modifications to the procedure for allocating reserve trips to each segment are: 0 • Do not allocate trips to the 7 Mile Bridge(segment 12),the bridge portions of Bahia Honda(segment 11)and Long Key(segment 16), and the environmentally protected fill areas. These trips can then be allocated to other segments. For example, if the 7 Mile Bridge segment is excluded.in the 1997 Travel Time Study calculations for reserve capacity allocation, the Windley Key(segment#20)could have 299 reserve trips instead of 275 reserve trips: More importantly the methodology will be credible to a laymen perspective, when reserve trips are not allocated to undevelopable segments. 0 • Group the 24 segments into the three geographic areas established in the Land < Development Regulations: Upper,Mddle and Lower Keys. Allow allocation to individual segments to occur up to the maximum allocation for that geographic area rather than to individual segments. URS Consahants,Inc. 13 Ulm Packet Pg. 1618 . H.1.f TWARkel MswwraN&ffw:Reatressmewt of Level oilServl y McAodo&oVfo►U.S.7 Task Team Dlscesdon Item d d The task temn AoWd consider revising the reserve capacity allocation procedure. N 0 LU i c 0 0 J 0 0 06 C 0 URS C Uukm&,Inc. 14 um Packet Pg. 1619 URS A PAOFESSIONAI SfRvICFS CAGANIZATION UAs CONSULTANTS, INC. 9057ON BUFFAO 5200 N.W.33RD AVENUE ccLEVCLLmo SUITE 201 COtumaus August 27, 1997 FT.LAUDERDALE,FLORIDA 33M DENVEp (30S)7$9-tNt NEW VORKNEW ORLEANs FAX:(30S)730.1789 PAAANAJS.N,i SAN F 1ANCISCO SEATTLE W TALLAMASSCE > VMINIA BEACH WASH*4TON O.C. Mr. Timothy J. McGarry Planning Director MONROE COUNTY PLANNING DEPARTMENT 2798 Overseas Highway Suite 410 U) Marathon,Florida 33050 N 4- 0 Re: W.O. M 3: U.S. 1 Level of Service Metbodology Reassessment - The Recent Ruling on FIRS designation and Local Government's ability to y adopt an alternative LOS thresholds, and it's affect on U.S. 1 in Monroe County. Dear Mr.McGarry: Attached is a Technical Memorandum prepared by Yittelson and Associates, Inc. to assist you with the issue of LOS and concurrency on U.S. 1 in Monroe County. W In summary,U.S. 1 in Monroe County have never been designated as an FIRS facility primarily due to widening constraints imposed by Year 2010 Comprehensive Plan-Policy 301.7.3. Further, the 1993 legislative ruling gave the local governments the flexibility to adopt alternative LOS threshold c for state roads within their jurisdiction that are not designated as part of FIRS. This ruling is reflected in FDOT's 1995 Level of Service Manual. Should you have any questions, please call me. Sincerely, UPS Consultants, Inc. > Raj hanmu Project Manager 0 CC: John D. Zegeer, P.E. -Kittelson& Associates,Inc. 0 Packet Pg. 1620 H.1.f KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 2200 W.COMMERCIAL BLVD.,STE 304 - FT.LAUDERDALE,FL 33309 (254)735.1246 FAX:(254)735.9026 MEMORANDUM Date: August 26, 1997 Project#!: 2367103 .e To: Raj Shantnugam,URS Consultants From: John Zegeer N Subject: U.S. 1 Level of Service Methodology Reassessment 0 As a result of our meeting with the US Highway 1 Task Force on August 11, 1997,you asked that we provide background information to you regarding the implications on setting Level of Service standards on U.S. 1 given,that it is not designated as an Intrastate Highway(nor was it previously designated as an Intrastate Highway). This memorandum provides responses to two related questions: 1. What is an Intrastate Highway and why is U.S. 1 in Monroe County not designated as an Intrastate Highway? 2. What has changed since 1991 to give Monroe County flexibility in setting a level of service standard other than Level of Service C on U.S. 1? o 0 THE INTRASTATE HIGHWAY SYSTEM The Florida Intrastate Highway System(FIHS) is defined in the Design Traffic Handbook(FDOT, January 1996, page 1-9). It is described as O A highway network adopted by the Legislature that delineates an interconnected statewide system of limited access facilities and controlled access facilities to be developed and managed by FDOT to meet certain criteria and standards in a 20-year time period. The system, which will be part of the total State Highway System, will be developed and a managed by FDOT for high-speed and high-volume traffic movements. The FIRS,created in 1990,consists of 4,153 miles of interconnected limited and controlled access roadways including Interstate Highways, Florida's Turnpike, expressways, and selected arterial y highways. FDOT adopted eight categories of standards in determining which roadways were to be included on the FIRS system. These categories are: FI!-E NAME:H:XMOMI-EX236AWRKORDR312ND MEMO.FTL ¢ U Packet Pg. 1621 Mr. Raj Shanmugam Project_2367103 ,August 26, l997 Page 2 1. Level of Service 2. Access Management E 3. Connectivity 4. Typical Sections and Number of Lanes 5. Interstate Policy 6. Design Speed 7. Jurisdiction 8. Other Criteria and Considerations(such as ITS technology, incident management,use of HOV lanes, and use of frontage roads to enhance traffic flow and safety) U) Monroe County has designated certain portions of U.S. I to remain as a two lane road. This decision is documented in Policy 301.7.3 in the Monroe County Year 2010 Comprehensive Plan. It states that,"In recognition of the physical and environmental constraints that may affect the widening of US-I to four lanes,those portions of US-1 shown as two lanes on the Future Traffic Circulation Map N shall be limited to two lanes for the planning horizon." In conflict with this is the FDOT policy for FIHS roadway cross-sections. The Executive Summary of the FIRS Status Report states that, "All FIRS facilities are ultimately to provide at least four lanes and have a raised median."This difference between the Monroe County policy to retain sections of U.S. 1 as a two lane road and the state policy to provide a four lane section on FIHS roads was the primary consideration by FDOT in not designating U.S. I as an FIHS facility(according to a conversation with Doug Mcleod of the FDOT Systems Planning Office). W A secondary consideration in not designating U.S. 1 in Monroe County as an FIRS roadway was the FDOT intent to have each portion of the F114S system link area with populations of greater than 50,000 persons. (The permanent population of Key West was estimated to be 24,732 persons in the e 1990 census. The decision to not designate U.S. I as an FIRS facility occurred in 1991.) SETTING A LEVEL OF SERVICE STANDARD FOR U.S. 1 Prior to 1993, Administrative Rule Chapter No. 14-94 set the Statewide Minimum Level of Service Standards for the State Highway System(for both FIHS and non-FIRS roadways). In areas such as e C Monroe County, Level of Service C was the applicable standard for all state highways. In 1993,the State legislature decided that FDOT could no longer require that local governments use > the Statewide Minimum Level of Service Standards. Rule 9J-5,005.(c)provided this guidance in a the December 3, 1993 edition of Florida Administrative Weekly: For facilities on the Florida Intrastate Highway System as defined in s.338.001,F.S.,the local Ch governments shall adopt the level of service standards established by the Department of Transportation by rule. For other roads, local governments shall adopt adequate level of 06 service standards. These level of service standards shall be adopted to ensure that adequate facility capacity will be provided to serve the existing and future land uses as demonstrated � by the supporting data and analysis in the comprehensive plan. tgety/KV7 a AaaocAitrss,tnc. AFT L.au defuim,P1b M Packet Pg. 1622 A& Raj Manmugam Project: 2367103 August 26, 1997 Page 3 This flexibility in setting levels of service has been confirmed by FDOT in the 1995 Level of Service Manual. On page 2-2 of the manual,it states that,"...a local government may adopt alternate level of service standards for non-FIHS facilities in its comprehensive plan..." Thus, Monroe County Oyld set a standard on U.S. 1 other than Level of Service C. However, this would require the E adoption of a Comprehensive Plan amendment. In addition, the decision would be subject to review by the Department of Community Affairs since Monroe County is an Area of Critical State Concern. > .e N 0 0 i 0 0 0 0 0 06 0 Vttedaan Qr AaeOCIAt",Inc. Fort Leudeidalo,Flbrlde Packet Pg. 1623 H.1.f cv 4- 0 c c r. CD i c 0 m 0 c 0 cn 06 0 c� Packet Pg. 1624 VV 1 4 7 Regular Meeting Board of County Commissioners Tuesday, August 6, 1991 Key West A Regular Meeting of the Monroe County Board of County Commissioners convened at 1:00 p.m. on the above date at the Key West Lions Club in Key West. Present and answering to roll call were Commissioner Earl Cheal, >1 Commissioner Jack London, Commissioner John Stormont, and ° Mayor Wilhelmina Harvey. Absent from the meeting was Commissioner Douglas Jones. Also present were Danny Kolhage, Clerk; Randy Ludacer, County Attorney; Tom Brown, ° County Administrator; County Staff; members of the Press and E Radio; and the general public. P All stood for the Invocation and Pledge of Allegiance. Motion was made by Mayor Harvey and seconded by Commissioner London to approve additions, deletions and corrections to the Agenda. Motion carried unanimously. N 0 0 SOUNDING BOARD a y N Vernon Julson of Julson's Mobile Homes addressed v the Board concerning replacement of mobile homes and disposing of derelict mobile homes. No action was taken. v Susan Foster, President of Sugarloaf Shores LU Property Owners Association, addressed the Board concerning z ramifications of the United States Fish & Wildlife Service's attempt to lease bay bottom in the Lower Keys. Motion was made by Commissioner Cheal and seconded by Mayor Harvey to enter an objection to the proposed lease of Lower Keys' bay bottom by the U. S. Fish & Wildlife Service of the Department of Interior and request the Fish & Wildlife Service to provide comments regarding Mrs. Foster's con- cerns. During discussion, the motion was withdrawn. After further discussion, motion was again made by Mayor Harvey to `y enter an objection to the proposed lease of Lower Keys' bay cs bottom by the U. S. Fish & Wildlife Service of the Department of Interior and request the Fish & Wildlife Service to provide comments regarding Mrs. Foster's con- cerns. Motion died for lack of a second. Motion was then made by Commissioner London and seconded by Commissioner of Cheal directing the Planning Staff to prepare a report as to how this proposed lease of bay bottom will fit in with the Comprehensive Plan. Roll call vote was unanimous. Motion was made by Mayor Harvey to request a delay in the execution E of the proposed lease. Motion died for lack of a second. Motion was made by Commissioner Cheal and seconded by Commissioner London to place a Public Hearing on the Agenda of August 21, 1991 at 3:00 p.m. and request representatives of the Department of Natural Resources and the Fish & Wildlife Service to address the Board concerning the issue and also to provide the results of the analysis of this pro- posed action with the Comprehensive Land Use Plan. Roll call vote was taken with the following results: Packet Pg.1625 H.1.g VV 148 Commissioner Cheal Yes Commissioner London Yes Commissioner Stormont No Mayor Harvey Yes Motion carried. DIVISION OF PUBLIC WORKS Presentations were made by the firms of a Barton-Aschman Associates, Inc., Kimley-Horn & Associates, Inc., and Post, Buckley, Schuh & Jernigan, Inc. , respondents >1 to the RFP for the Transportation Model and Long Range Plan for Monroe County. The Board announced that the selection process would be by ranking all firms according to a point system, reflecting the Number One selection to receive the Number One vote, and the successful nominee would be that E one with the lowest point total. The Board then proceeded to ballot with the following results: > Cheal London Stormont Harvey Total m .L Barton-Aschman 1 1 1 3 6 Kimley-Horn 3 3 2 2 10 Post, Buckley 2 2 3 1 8 N The Clerk announced the results of the tabulation which ° named Barton-Aschman Associates, Inc. as the successful a bidder. Motion was made by Commissioner London and seconded V) by Commissioner Cheal to authorize negotiation of a contract _ y with the firm of Barton-Aschman Associates, Inc. Roll call a vote was unanimous. cs cs 0 DIVISION OF COMMUNITY SERVICES z Thomas Pope, Architect, made a presentation of the preliminary design for the Key West Branch Library renova- a tion and expansion. Motion was made by Commissioner London and seconded by Commissioner Cheal to accept the schematic design as presented by Thomas Pope and authorize Staff to proceed with the project. Roll call vote was unanimous. DIVISION OF GROWTH MANAGEMENT L) 0 Lorenzo Aghemo, Rafael DeArazoza and Mark Rosch addressed the Board concerning the alternative method for measuring the level of service on US-1. Motion was made by Commissioner London and seconded by Commissioner Stormont of that the Staff request in writing that DCA and DOT acknowledge that they will professionally accept the new speed-based methodology pursuant to the provisions of Florida Statutes 163 in the Comprehensive Land Use Plan and the Land Development Regulations. Roll call vote was unani- mous. Motion was made by Commissioner London and seconded by Commissioner Stormont to proceed to revise the existing Plan and Land Development Regulations to implement the new speed-based methodology developed by the Task Force. Roll call vote was unanimous. Motion was made by Commissioner Stormont and seconded by Commissioner London to approve and implement the Public Facilities Capacity Report - 1991 Assessment as presented. Roll call vote was unanimous. Packet Pg.1626 VV 1 4 9 COUNTY ADMINISTRATOR Motion was made by Commissioner Cheal and seconded by Mayor Harvey to approve and authorize execution of a Business Lease with L. H. Kephart d/b/a Eaton Street Professional Center for the lease of approximately 7,000 square feet for the Public Defender's office space require- ments in Key West. Roll call vote was unanimous. PUBLIC HEARINGS A Public Hearing was held on a proposed Ordinance >1 creating Sec. 6.3-12, Monroe County Code, in order to pro- ° vide that prosecutions before the Code Enforcement Board shall be initiated within four years of the occurrence of the event complained of or be forever barred; providing for an exception for occurrences which threaten human life; pro- E viding for severability; providing for incorporation into w_ the Monroe County Code of Ordinances; providing for the > repeal of all Ordinances inconsistent herewith; and pro- viding an effective date. Proof of publication was entered into the record. Motion was made by Commissioner Stormont and seconded by Mayor Harvey to read by title only. Motion carried unanimously. The County Attorney read by title only. The following individuals addressed the Board: Vern Pokorski, Bob Smith, B. G. Carter, Susan Foster of the Lower Keys Property Owners Association, and Community Services i Division Director Peter Horton. Commissioner Cheal distri- buted a letter from C. Richard Mayson of FEMA dated July 29, ° 1991. Motion was made by Commissioner Cheal and seconded by a Commissioner London to continue to the next Public Hearing. N Roll call vote was unanimous. y =a A Public Hearing was held concerning the proposed cs abandonment of a portion of Bamboo Court, Sugarloaf Shores cs Section F, Sugarloaf Key. Proof of publication was entered into the record. Steven Esquinaldo, attorney, addressed the Board on behalf of the Petitioner. Motion was made by Commissioner Cheal and seconded by Commissioner London to adopt the following Resolution renouncing and disclaiming any right of the County and the public in and to a portion of Bamboo Court, Sugarloaf Key, Monroe County. Roll call vote was unanimous. RESOLUTION NO. 249-1991 See Res. Book No. 100 which is incorporated herein by reference. v A Public Hearing was held to consider a Land Use Map Amendment to change the Land Use Designation from Urban Residential Mobile Home (URM) to Urban Residential Mobile Home-Limited (URM-L) for properties known as Venture Out at of Cudjoe Key, Inc., Lots 1 through 659, Section 34, Township 665, Range 28E, Tallahassee Meridian, Monroe County, Mile Marker 23. Proof of publication was entered into the record. Planning Director Lorenzo Aghemo addressed the E Board. There was no public input. Motion was made by Commissioner Stormont and seconded by Commissioner Cheal to adopt the following Resolution. Roll call vote was unani- mous. RESOLUTION NO. 250-1991 See Res. Book No. 100 which is incorporated herein by reference. Packet Pg.1627 VV150 A Public Hearing was held to consider a Land Use Map Amendment to change the Land Use Designation from Native Area (NA) to Urban Residential Mobile Home (URM) for certain lots located in Rockland Hammock Subdivision, East Rockland Key, Section 28, Township 675, Range 26E, Tallahassee Meridian, Mile Marker 9. Proof of publication was entered into the record. Planning Director Lorenzo Aghemo addressed the Board and advised the Board that the Navy had registered _ an objection and because of that objection, the Four-Fifths Rule for adoption would apply in this case. The following individuals addressed the Board: Michael Barnes repre- senting Louis Welters, Walker Moran, Joan Navarro and Tammy 2 Acevedo. Motion was made by Commissioner Stormont and >1 seconded by Commissioner London to approve Alternative "C" in order to recognize existing property investments under Section 380.055(18) . During discussion, the motion was c withdrawn. Motion was then made by Commissioner Stormont and seconded by Commissioner London to adopt the following E Resolution approving Alternative "C" pursuant to 9.5-511(d) (5) (B) (ii) Change of Assumption, all other pro- > perty is governmentally owned, (iii) an error in mapping at the time of the adoption of the Comprehensive Land Use Plan, (iv) new issues; these constitute the only developed lots in the area and are consistent with community character in existence prior to the adoption of the Comprehensive Land _ Use Plan. Roll call vote was unanimous. RESOLUTION NO. 251-1991 See Res. Book No. 100 which is incorporated herein by `V reference. 0� a y N DIVISION OF COMMUNITY SERVICES _ v — y =a Division Director Peter Horton addressed the Board. cs R. Giovanelli of Dames & Moore presented an Aviation O Forecasts Summary for Key West International Airport. Motion was made by Commissioner London and seconded by Commissioner Cheal to approve the Summary. Roll call vote was unanimous. y COUNTY ADMINISTRATOR County Administrator Tom Brown presented the amended Tentative Budget and proposed Aggregate Millages for the next fiscal year. Mr. Brown discussed the additional `y funding requirements being required by the Land Use Plan and cs proposed Settlement Agreement with DCA. Motion was made by Commissioner Cheal and seconded by Mayor Harvey to approve and authorize the Administrator to certify to the Property Appraiser the 1992 Aggregate Millage Rates (SEE EXHIBIT A ATTACHED HERETO AND MADE A PART HEREOF) ; and to approve the i following meeting dates for Budget reviews and hearings: September 19 Key Largo Library 1)Public Hearing for CD 5:05 p.m. consideration of E FY 1992 Budget 2)Adoption of Tentative Budget and Aggregate Millage Rates September 23 Key West Lions Club Budget Workshop for 5:05 p.m. consideration of FY 1992 Budget Packet Pg.1628 H.1.g W 151 September 26 Key Colony Beach 1)Public Hearing for Auditorium consideration of FY 1992 Budget 2)Adoption of Final Budget and Aggregate Millage Rates .— and to also approve the Summary of the Tentative Fund Totals (SEE EXHIBIT B ATTACHED HERETO AND MADE A PART HEREOF) . Commissioner Stormont discussed the worksheet he 7 had prepared concerning the distribution of millages and assessments throughout the County. Staff and the County Administrator's office were commended for their work on the proposed Budget for next fiscal year. Mr. Brown discussed alternatives for improvements to Highway 905, Card Sound Road, as developed by Public Financial Management, the County's financial advisor. E Motion was made by Commissioner Cheal and seconded by Commissioner Stormont to approve the following items, in m sequence: 1. Obtain legal opinion supporting the obligation of $5.5 million of the County- wide collected Fair Share Transportation Development Impact Fees for improvements to Highway 905 and Card Sound Bridge. 0 2. Commission an engineering and/or a N 0 toll revenue study to determine the estimated revenues that would be generated y by increasing tolls to $0.75 per axle. V) y 3. Petition the U. S. Fish and Wildlife a and/or Nature Conservancy to expedite U acquiring the Frank Gardner property that is necessary for mitigating the environ- w mental impacts of the Highway 905 z improvements. I? y 4. Enact appropriate legislation to w increase the Card Sound Bridge tolls to c $0.75 per axle. (Alternatively, resolve to commit approximately $210,000 per annum in local option gas tax revenues in partial payment of the bond debt service.) U 5. Issue a Dedicated Revenue Bond in the U amount necessary to provide approximately $4.5 million in the construction fund. Debt service revenues to be obtained from r' the $0.75 per axle tolls. If necessary, supplement toll revenues with a portion of the Local Option Gas Tax Revenues. (Alternatively, provide debt service revenues with a combination of the present °' $0.50 per axle tolls and Local Option Gas v Taxes.) B 6. Officially obligate $5.5 million of the Transportation Impact Fees and $1.211 million of the Card Sound Bridge Enter- prise Fund (cash) to fund this project. 7. Establish a bond fund retirement reserve account for assimilation of un- obligated toll revenues. Packet Pg.1629 H.1.g W 152 8. Advertise for construction bids and award contract. and also to approve the following Alternative 7 from the Public Financial Management, Inc. report: Alternative 7: Increase tolls to $.075 per axle with no discount available and use impact fees of all districts ($5,500,000) in addition to $1,211,000 ^> from the Renewal and Replacement reserve from the Card Sound Enterprise Fund. in Bud Post discussed a proposed toll bridge in the Jewfish Creek area. Roll call vote was unanimous. Motion was made by Commissioner Cheal and seconded by Mayor Harvey to direct the County Administrator to draft a Resolution requesting the DOT to provide funding to stud the p g y potential toll reve- nue for both the US-1 Jewfish Creek Bridge and Highway 905 Card Sound Bridge projects. Roll call vote was unanimous. > The Board agreed and directed Commissioner Cheal and Staff r` to meet with DOT to discuss these projects. The Board then discussed hurricane evacuation policies. Motion was made by w Mayor Harvey and seconded by Commissioner Cheal that it would be the established policy of the Board that in the event of a hurricane evacuation, US-1 and Card Sound Road D would be used concurrently for outward-bound traffic and r2 that the evacuation would be coordinated with Dade County. 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N O W N O 1 O> i V i .i 4 M a+ lk �YtW O O 1 M C O Y O O u q ate+ G•O H 4j a 0 H ate+ pW,�@ H W 4 WW i MR t I a N • O V H O a ►1 N H 0 o nW O a' nW O Y4 OW O W a ; 1 H A A H r/ U ri q a m .1 •.1 .•1 r, W I 1 • .4 V • a q a w a q Id O p(p� .i a a N 0 U 1 1 O W 1.7 F N W E H m H.1.g FY92 FUND TOTALS - TENTATIVE BUDGET ----------------------------------- 001 GENERAL FUND 27, 192,581 002 SUPPLEMENT TO GENERAL FUND 1,205,397 004 KEY WEST AIRPORT 1,014,053 101 FINE & FORFEITURE 26,695,589 102 ROAD & BRIDGE 10,708,646 103 LAW LIBRARY 25,486 104 ENVIRONMENTAL MANAGEMENT 17,752,314 > 105 ENVIRON MGMT DEBT SERVICE 2,745,418 TOURIST DEVELOPMENT COUNCIL 10,455,229 202 DEBT SERVICE-1983 1,331,091 203 DEBT SERVICE-1988 990, 160 301 CAPITAL PROJECTS-MISC 709,000 303 CAPITAL PRJ-1988 BOND ISSUE 404, 750 U) 304 CAPITAL PRJ-ONE CENT INFRA 16,287,500 401 CARD SOUND BRIDGE 4, 121,646 501 WORKER'S COMPENSATION 1,725,992 04 502 GROUP INSURANCE 6,494,344 c 503 RISK MANAGEMENT 2, 182,258 705 FIRE & AMBULANCE DISTRICT 5 922,472 706 FIRE & AMBULANCE DISTRICT 6 1,016,041 712 TRANSLATOR 849,762 �- 716 PLAN/BLDG/CODE ENF/FIRE MAR 6, 122,053 ca 717 UNINCORP PARKS & BEACHES 589,431 719 FIRE & AMBULANCE DISTRICT 1 5,252,605 722 UPPER KEYS TRAUMA CARE 3,027,810 ------------- TOTAL BUDGET 149,821,628 W LESS DEPARTMENTAL BILLINGS 5,380,385 LESS BUDGETED TRANSFERS 4,485,236 - ------------- 9,865,621 ------------- NET BUDGET -139,956,007co i CD i ������ Packet Pg. 1632 H.1.h Growth Management ORDINANCE NO. 007 -1992 AN ORDINANCE ADOPTING AND APPROVING CER- TAIN TEXT AMENDMENTS TO THE COMPREHENSIVE PLAN AND LAND DEVELOPMENT REGULATIONS THAT INCORPORATE NEW METHODS AND STAN- DARDS FOR MEASURING TRAFFIC LEVELS OF — � U) SERVICE; AND PROVIDING FOR TRANSMITTAL TO ~ _7 THE STATE LAND PLANNING AGENCY; FOR SEVER- ABILITY; AND AN EFFECTIVE DATE. N 0 ;j WHEREAS, Chapter X, Section C(3 ) , Florida Keys ComprehenFive--- y Plan (hereafter the Plan) , provides that amendments to the Plan text may be processed every six months from the effective date of the ordinance adopting the Plan; and z WHEREAS, Section 9 . 5-511(c) , Monroe County Land Development 2 Regulations (hereafter the LDR' s) , provides that amendments to the LDR' s text may be processed at any time; and > WHEREAS, Chapter X, Section C(4) (b) of the Plan and Section 0 9 . 5-511(d) ( 1) of the LDR' s provide for the review of proposed C44 amendments by the Planninq Department: and. the Development Review Committee, who make recommendations to the Planning Commission; and Packet Pg. 1633 H.1.h WHEREAS, Chapter X, Section C(4) (c) of the Plan and Section 9 . 5-511(d) (3 ) of the LDR' s provide that the Planning Commission and the Board of County Commissioners each hold at least one public hearing on proposed amendments to the text; and m WHEREAS, Chapter X, Section C(4) (d) of the Plan and Section .r 9. 5-511(d) (4) of the LDR' s provide that the Planning Commission review the proposed amendments, as well as reports and recommen- U) dations of the Planning Department and the Development. Review cv Committee, together with any public testimony, and submit its recommendations and .findings to the Board of County Commission-- N c� ers; and y WHEREAS, because the amendments could be considered to "af-- fect the use of land", this Board has also followed the require-- W ments of Section 125 . 66(6) , Florida Statutes; and WHEREAS, Section 125 . 66(6) (a) requires that this Board hold two advertised public hearings after 5 PM on weekdays; and 0 WHEREAS, this Board finds that all of the hearing and review i cv requirements of both Chapter X of the Plan, Chapter 9. 5 of the r. LDR' s, and Section 125 . 66 of the Florida Statutes have been met; and WHEREAS, this Board now finds that the above outlined amend- ment review process is now complete; and Packet Pg. 1634 H.1.h WHEREAS, it is desired that this Board approve, adopt, and transmit these Amendments to the State Land Planning Agency for their review and approval; now, therefore, BE IT ORDAINED BY THE BOARD OF COMMISSIONERS OF MONROE COUN- TY, FLORIDA: Section 1 . The Monroe County Board of Commissioners on U) this 18th day of February , 1992, does hereby adopt and ap- CD cv prove the following amendments to the Plan and LDR' s, pursuant to general law: Volume II , Chapter 5, Section B( 1) (b) , page 34 of the Plan is hereby amended to read as follows: b. W Level of Service It is the policy of the Comprehensive Plan that all segments of 2 U. S. 1 in Monroe County be maintained at Level of Service "C" as measured by the U. S. 1 Level of Service Task Force Methodology. All other roadways shall be maintained at Level of Service "D" as measured 0) by the 1985 Highway Capacity Manual . It is also the policy of the Board to provide for the essential health care related transportation needs of the mentally, physically and economically disadvantaged. To the extent possible, loading and unloading facilities for such transportation needs should be included i in all uses likely to be served by such transportation. r. Section 9. 5-4(L-4) of the LDR' s is hereby amended to read as follows: (L-4) Level of service_ means a quantitative measure describing operational conditions within a traffic stream. The procedures contained in the "Highway Capacity Manual, Special Report 209, " by the 0 Transportation Research Board of the National Research Council, 1985, as updated or created shall be the primary basis and reference for determining the level of service of any given roadway other than U. S. 1, bicycle path, or pedestrian facility. For. U. S. 1 the basis for Packet Pg. 1635 determining level of service is the methodology developed by the U. S. 1 Level of Service Task Force. Section 9 . 5-292(a) ( 1)a of the LDR' s is hereby amended to read as follows: m a. County Road 905 within three (3 ) miles of a parcel proposed for development shall have sufficient available capacity to operate at level of service D as measured on an annual average daily traffic (AADT) basis at all intersections and/or roadway segments. U. S. 1 shall have sufficient available capacity to operate at level of service C on an overall basis as measured by the U. S. 1 Level of Service Task U) Force Methodology. In addition, the segment or segments of U. S. 1, as identified in the U. S. 1 Level of Service Task Force Methodology, which would be directly impacted by a proposed development' s access to U. S. 1, shall have sufficient available capacity to operate at level of service C as measured by the U. S. 1 Level of. Service Task Force Methodology. Sections 9. 5-292 (a) ( 1)c and d of the LDR' s are hereby amended to read as follows: c . In areas which are served by inadequate transportation W 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 2 (5) percent below level of service C, as measured by the U. S. 1 Level of Service Task Force Methodology. d. Within thirty (30) days of the receipt of the official 1989 > FDOT traffic counts of U. S. Highway 1 the county shall publish a notice informing the public of the available transportation capacity for each road segment of U. S. 1 as described in the county' s annual public facilities capacity o report. The available capacity shall be expressed in terms i of the number of trips remaining until the adequate transportation facilities standard is exceeded. The notice shall be published in the nonlegal section of the local newspapers of greatest general circulation in the Lower, Middle and Upper Keys. Section 9. 5-292(a) ( 1)e of the LDR' s is hereby deleted. Section 9. 5-292(b) (3 ) and (4) of the LDR' s is hereby amended to read Packet Pg. 1636 H.1.h as follows: (3) Annual assessment of public facilities capacity: On or before June 15 of each year, the director of planning shall submit to the board of county commissioners a report of the capacity of available public facilities in each of the service areas established in paragraph (2) of this subsection. The report m shall be based on standard analytical methodologies and shall i= include a projection of the amount of residential and nonresidential growth that can be accommodated in each of the service areas during the ensuing year without exceeding safe °® and efficient provision of essential public services. The report shall clearly identify areas of inadequate facility capacity which are those areas with capacity below the adopted level of service standards as provided in subsection (a) , U) paragraphs ( 1) through (4) , and areas of marginally adequate facility capacity which are those areas at the adopted level of service standard or which are projected to reach inadequate capacity within the next twelve ( 12 ) months. In addition, the report shall include p growth trends and projections and development permit monitoring system for each service area. (4) Ratification of the annual service capacity report: No later than July 1 of each year, the board of county commissioners shall consider and approve or approve with modifications the annual assessment of public facilities capacity. In the event the board acts to increase the development capacity of any service area, the board shall make specific findings of fact as to the reasons for the increase, including the source of funds W to be used to pay for the additional capacity required to serve additional development to be permitted during the next twelve-month period. Section 9. 5-292 (b) (5) (b) of the LDR' s is hereby amended to read as c� follows: b. Areas of inadequate facility capacity: The county shall not approve applications for development in areas of the county o which are served by inadequate facilities identified in the i annual adequate facilities report, except the county may approve development that will have no reduction in the capacity of the facility or where the developer agrees to increase the level of service of the facility to the adopted level of service standard. In areas which are served by inadequate transportation facilities, development may be approved in accordance with paragraph (a) ( 1) (c) of this section. An applicant, except for persons applying for a single-family residence, shall prepare a facilities impact report which demonstrates that: Packet Pg. 1637 H.1.h (i ) The development will not reduce the capacity of the facility; or (ii ) The necessary facilities and services are in place at the time a development permit is issued; or (iii ) A development permit is issued subject to the condition that the necessary facilities and services will be in place when the impacts of the development occur; or (iv) The necessary facilities are under construction at the time a permit is issued; or (v) The necessary facilities and services are guaranteed in an enforceable development agreement, which may include, but is not limited to, development agreements pursuant to Florida Statutes section 163 . 3220, or an. agreement or development order issued pursuant to Florida Statutes chapter 380; or U) (vi ) The necessary facilities and services will be served. by a concurrency management system which meets the requirements of rule 9J-5, Florida Administrative Code, and Florida Statutes chapter 163 . o C c� The same are hereby transmitted to the state land planning agen- c for approval or disapproval Y Pp pursuant to F. S. 380.0552(9) . Each amendment is to be considered individually, severally, and independently of one another. z Section 2 . If the state land planning agency shall disap­ 2 prove any amendment incorporated herein, such disapproval. shall in no way affect the validity of any other amendment. > Section 3 . All ordinances or parts of ordinances in con.-- i flict herewith are, to the extent of such conflict, hereby re-- pealed. Section 4. If any section, subsection., sentence, clause, item, amendment, or provision of this ordinance is held :invalid, Packet Pg. 1638 H.1.h the remainder of the ordinance shall not be affected by such invalidity. Section 5 . This ordinance shall take effect immediately m upon receipt of official notice from the Office of the Secretary of State of the State of Florida that this ordinance has been filed with said office. Except, however, no amendment shall be deemed effective until approved by the state land planning agen- U' cy. cv 0 PASSED AND ADOPTED by the Board of County Commissioners of Monroe County, Florida, at a regular meeting of said Board held A on the 18th day of February , A.D. , 1992 . LU Mayor Harvey not present W Mayor Pro Tem London Yes 2 Commissioner Cheal Yes Commissioner Jones Yes c� Commissioner Stormont Yes 0 BOARD OF COUNTY COMMISSIONERS OF M OE COUITY LORIDA C'4 MAYOR/CHAIRMAN ATTEST: 11 DANNY L. KOLHAGE, CLERK Cr DEPUTY CLERK. (SEAL) *AS TO FORM Y. e 6y Attomey'8 Ofbcs Data Packet Pg. 1639 _ H.1.h C _ CUip`FOG9� 1�f could"" �at�np �. �ot�jage BRANCH OFFICE CLERK OF THE CIRCUIT COURT BRANCH OFFICE 3117 OVERSEAS HIGHWAY MONROE COUNTY P.O.BOX 37E MARATHON, FLORIDA 33050 500 WHITEHEAD STREET PLANTATION KEY,FLORIDA 3307( TEL. (305)743-9036 KEY WEST, FLORIDA 33040 TEL.(305)852-925, E TEL.(305)294-4641 March 18, 1992 F �. I Mrs. Liz Cloud, Chief Bureau of Administrative Code and Laws �Q -7 ✓ Department of State The Capitol Tallahassee, Florida 32301 cv Dear Mrs. Cloud: C Enclosed please find a certified copy of Ordinance No. 007-1992 which adopts and approves certain text amendments to the Comprehensive Plan and Land Development Regulations that incorporate new methods and standards fo v, measuring traffic levels of service; etc. This Ordinance was adopted by the Monroe County Board of County Commissioners at a regular meeting in formal session on February 18, 1992. LU Very truly yours, W Danny L. Kolhage 2 Clerk of the Circuit Court and ex officio Clerk to the Board of County Commissioners By: Isabel C. DeSantis, 0. Deputy Clerk N i cc: Dept. of Community Affairs 6,30 0/6- 1 Mayor W. Harvey P 6 30 Mayor Pro-Tem J. London a �, Commissioner E. Cheal Commissioner D. Jones Commissioner J. Stormont County Attorney R. Ludacer County Administrator T. Brown , Growth Management Director R. Herman Ord.007 i Packet Pg. 1640 i SENDER: I also wish to receive the P f 17 509 • Complete items 1 and/or 2 for additional services. I • Complete items 3, d 4a&b. following services (for an extra • Print your name d address on the reverse of this form so that we can fee): Certified Mail Receipt return this card you. No Insurance Coverage Pr �d • Attach this rm to the front of the mailpiece,or on the back if space 1. ❑ Addressee's Address Do nnternationa I does not permit. @NTEDSTATE$ (See Reverse) • Write"Return Receipt Requested"on the mailpiece below the article number. 2. ❑ Restricted Delivery _STALSE—E — • The Return Receipt Fee will provide you the signature of the person delivere Sent to to and the date of delivery. Consult postmaster for fee. Department of State F 3. Article Addressed to: 4a. Article Number Street&No. Dept. of Community Affairs P 630 462 147 The Capitol 2740 Centerview Drive 4b. Service Type P.O.,State&ZIP Code Tallahassee, FL 32099 El Registered El insured Tallahassee, FL 32301 EXCertified El COD Return Receipt for Postage ElExpress Mail ❑ Merchandise 7. Date of Delivery 9 Certified Fee J / Special Delivery Fee k 5. Signature (Addressee) 8. Addressee's Address(Only if requested and fee is paid) Restricted Delivery Fee 6. Ignat m Return Receipt Showing 12 to Whom&Date Delivered W PS Form 1 , ovembe 90 o U.S.GPO:1991-287-088 DOMESTIC RETURN RECEIPT Return Receipt Showing to Whom, T Date,&Address gf i"ry P' 3 TOTAL Posta G &Fees Postmark y °D NDER: 1 _ 1 c44 • Complete items 1 and/or 2 for additional services. I also Wish to receive the E l • omplete items 3,and 4a&b. following services (for an extra li Ordln n UU/— 99 • rint your name and address on the reverse of this form so that we can ret rn this card to you. feel: a • Attach this form to the front of the mailpiece,or on the back if space 1. ❑ Addressee's Address N does not permit. W • Write"Return Receipt Requested"on the mailpiece below the article number. 2. ❑ Restricted Delivery • The Return Receipt Fee will provide you the signature of the person delivere N to and the date of delivery. Consult postmaster for fee. 3. Article Addressed to: 4a. Article Number CJ P 630 477 015 Department of Community Affairs 4b. Service Type P.O. Box 990 ❑ Registered ❑ Insured Key West, FL 33041 )M Certified ❑ COD ❑ Express Mail ❑ Return Receipt for W Merchandise Date of Delivery jr 5. Signature (Addressee) 8. ddressee's Address (Only if requested j C?z Ind fee is paid) Sign (Ag �s3 PS Form 3B 11, Wo-ve-`m6er 1990 *U.S.GPO: —287-086 DOMESTIC RETURN RECEIPT SENDER: Complete items 1 and/or 2 for additional services. I also wish to receive the • Complete items 3,and 4a&b. following services (for an extra I • Print your name and address on the reverse of this form so that we can fee): return this card to you. C4y • Attach is form to the front of the mailpiece,or on the back if space 1. El Addressee's Address r does not I: rn h • Write"R urn Receipt Requested"on the mailpiece below the article number. 2 El Restricted Delivery • The Retur Receipt Fee will provide you the signature of the person delivered to and the Ike of delivery. Consult postmaster for fee. 3. Article Addressed to: 4a. Article Number Mrs. Liz Cloud, Chief P 717 509 220 Bureau of Administrative Code & 4b. Servi Type Laws; Dept. of State ❑ Regist ced ❑ Insured :m The Capitol U Certified ❑ COD Tallahassee, Florida 32301 ❑ Express Mail ❑ Return Receipt for Merchandise 7. Date of Delivery 5. Signature (Addressee) 8. Addressee's Address (OnI quested and fee is paid)... 6. Signature (Ag PS Form 1, Nov ber 1990 *U.S.GIRD:1991-287-088 — Packet Pg. 1641 DOMESTIC RETURN RECEIPT H.1.h TtE sr�� ,ry�D FLORIDA DEPARTMENT OF STATE Jim Smith Secretary of State DIVISION OF ELECTIONS Room 2002, The Capitol, Tallahassee, Florida 32399-0250 _ (904) 488-8427 7U rr March 20 , 1992 N 2 Honorable Danny L. Kolhage Clerk of the Circuit Court c N Monroe County Courthouse 500 Whitehead Street Key West, Florida 33040 Attention: Isabel C. DeSantis , Deputy Clerk y Dear Mr . Kolhage : Pursuant to the provisions of Section 125 . 66 , Florida Statutes , this will acknowledge your letter of March 18 , 1992 and certified copy of Monroe County Ordinance No . 92-7 , which was W filed in this office on March 20 , 1992 . Sincerely, 2 Liz Cloud, Chief A Bureau of Administrative Code LC/mb 0 i cv i U Packet Pg. 1642