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Resolution 355-2020 s 2 MONROE COUNTY, FLORIDA 3 MONROE COUNTY BOARD OF COUNTY COMMISSIONERS 4 RESOLUTION NO. 355 -2020 5 6 A RESOLUTION OF THE MONROE COUNTY BOARD OF COUNTY 7 COMMISSIONERS RECONVENING THE U.S.1 LOS TASK FORCE, INCLUDING 2 8 REPRESENTATIVES FROM THE DEPARTMENT OF ECONOMIC OPPORTUNITY 9 (DEO) (BARBARA POWELL, REGIONAL PROGRAM ADMINISTRATOR, AND 10 JUSTIN STIELL, PLANNING ANALYST); 2 REPRESENTATIVES FROM THE 11 FLORIDA DEPARTMENT OF TRANSPORTATION (FDOT) (NEIL LYN, DISTRICT 12 STATISTICS ADMINISTRATOR, AND GINA BONYANI, SYSTEMS 13 IMPLEMENTATION OFFICE); 1 REPRESENTATIVE FROM THE COUNTY'S 14 TRAFFIC CONSULTANT (VIVEK REDDY, TRAFFIC ENGINEERING DEPARTMENT 15 MANAGER); AND 3 COUNTY STAFF REPRESENTATIVES (EMILY SCHEMPER, 16 SENIOR DIRECTOR OF PLANNING AND ENVIRONMENTAL RESOURCES,JANENE 17 SCLAFANI, TRANSPORTATION PLANNER, AND JUDITH CLARKE, DIRECTOR OF 18 ENGINEERING SERVICES); ALLOWING APPOINTED MEMBERS TO DESIGNATE 19 ALTERNATES IN THE EVENT OF THEIR ABSENCE; AND TASKING THE U.S. 1 LOS 20 TASK FORCE WITH EVALUATING THE LOS METHODOLOGY AND POTENTIAL 21 UPDATES TO IT BASED ON THE CONSIDERATIONS IDENTIFIED IN THE DRAFT 22 2019 ATTDS. 23 WHEREAS, in August, 1991, the BOCC adopted the U.S.1 Level of Service (LOS) C as 24 measured by the U.S.1 Level of Service (LOS) Methodology established by the U.S.1 LOS Task 25 Force; and 26 WHEREAS, on December 10, 1997,the BOCC approved an amendmentto the U.S.1 LOS 27 Methodology based on recommendations of the U.S.1 LOS Task Force; and 28 WHEREAS, on July 15, 2020,the BOCC considered the Draft 2019 Arterial Travel Time 29 & Delay Study (ATTDS),prepared by the County's traffic consultant, AECOM, which identified 30 several considerations regarding methodology; and 31 WHEREAS, at the July 15, 2020 meeting, the BOCC directed staff to re-engage the U.S. 32 1 LOS Task Force to evaluate the LOS methodology and consider updates to it based on the 33 considerations identified in the Draft 2019 ATTDS; and Page 1 of 3 I WHEREAS, on September 10, 2020, letters were sent to DEO Executive Director Dane 2 Eagle and FDOT Secretary Kevin J. Thibault asking for their participation in reconvening the 3 U.S.1 LOS Task Force; 4 NOW, THEREFORE, BE IT RESOLVED BY THE BOARD OF COUNTY 5 COMMISSIONERS OF MONROE COUNTY, FLORIDA, THAT: 6 Section 1. The U.S. 1 Task Force is hereby reconvened and shall be comprised of the 7 following members: 8 9 DEO: 10 Barbara Powell, Regional Program Administrator 11 Justin Stiell, Planning Analyst 12 13 FDOT: 14 Neil Lyn, District Statistics Administrator 15 Gina Bonyani, Systems Implementation Office 16 17 Monroe County Traffic Consultant(AECOM): 18 Vivek Reddy, Traffic Engineering Department Manager 19 20 Monroe County Staff: 21 Emily Schemper, Senior Director Planning and Environmental Resources 22 Janene Sclafani, Transportation Planner 23 Judith Clarke, Director of Engineering Services 24 25 Section 2. Said members may designate alternate representatives in the event of their 26 absence. 27 Section 3. The U.S.1 LOS Task Force is tasked with evaluating the LOS methodology 28 and potential updates to it based on the considerations identified in the Draft 29 2019 ATTDS, attached hereto as Exhibit A. 30 Section 4. The U.S.1 LOS Task Force is asked to recommend methodology updates to 31 the BOCC for approval by February, 2021, in order to be approved prior to Page 2 of 3 1 commencement of data collection for the regularly scheduled 2021 biennial 2 ATTDS. 3 4 PASSED AND ADOPTED by the Board of County Commissioners of Monroe County, 5 Florida, at a regular meeting of the Board held on the 21"day of October, 2020. 6 7 Mayor Heather Carruthers Yes 8 Mayor Pro Tem Michelle Coldiron Yes 9 Commissioner Craig Cates Yes 10 Commissioner David Rice Yes 11 Commissioner Sylvia J. Murphy Yes 12 13* :)b BOARD OF COUNTY COMMISSIONERS • T OF MONROE COUNTY, FLORIDA BY MAYO E R CARRUTHERS 2 21 ATTEST: KEVIN MADOK, CLERK 22 23 C i�� ' " _ _24 By 25 AS DEPUTY CLERK . Z zir o O S rr O n t i OE COUNTY.ATTOPNn AV PO' AS TOf PN: SCULL ASSISTANT COUNTY A11O1MKY I0Md/2020 Page 3 of 3 EXHIBIT A TO RESO -2020 2019 US 1 ARTERIAL TRAVEL TIME AND DELAY STUDY MONROE COUNTY, FLORIDA Prepared for: Monroe County Planning Department Prepared by: �L=Com 3201 West Commercial Boulevard -Suite 134, Fort Lauderdale, Florida 33309 April 2019 Updated August 2019 Updated November 2019 Updated December 2019 HNAL. DRAFT REPORT - NOT ADOPTED BY BOCC (SEE 7/15/2020 BOCC AGENDA NUTES) 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 7. SUMMARY..................................................................................... 21 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 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 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 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. 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. The 2019 study results are presented in the following table: TABLE 1 AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE Name of Beginning Ending LOS LOS Median Median Segment Segment Beginning Control Point Ending Control Point Mile Mile 2017 2019 Speed Speed Marker Marker 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 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 6 Cudjoe Bow Channel Bridge(N) Spanish Main Drive 20.5 23.0 A A 48.2 47.2 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 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 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 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 B 52.7 50.2 Overall 4.0 112.6 C D 46.0 44.6 Segments with NO Reserve Capacity ! (1)-Village of Islamorada 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �i=Com Page 1 • 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, 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) to Plantation Key (MM 91.5) are within the `area of concern'; four segments have no reserve capacity. The following is a list of considerations for review: 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 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 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 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 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 I LCom Page 2 • 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 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. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 3 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 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). 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 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 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 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 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 development restriction, but after further consideration between the BOCC and County staff, it was not implemented. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County I LCom Page 5 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 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. TABLE US 1 ROADWAY SEGMENTS 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 2 5.0 9.0 Key Haven Boulevard Rockland Drive Boca Chica,Rockland 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 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 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 Sin I Key Largo,Cross Key NOTE:(N)and(S)refer to the north and south side of the bridges respectively 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �L=Com Page 6 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 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 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 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 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. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County I LCom Page 7 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. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County I LCom Page 8 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 Cross Street 4.6 1 McDonald Avenue 4.8 1 3rd 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 Key Deer Boulevard 30.3 10 33rd Street 48.5 13 Sombrero Beach Road 50.0 13 89t" Street (Emergency Signal) 51.7 13 107t" Street 52.4 13 109t" Street 52.5 13 Pedestrian Crossing - 120t" Street 53.0 13 Sadowski Causeway 53.5 13 Coco Plum Drive 54.0 13/14 Layton Drive (Emergency Signal) 68.4 16 Snake Creek Bridge (Drawbridge Signal) 85.7 20 Woods Avenue 90.0 21 Sunshine Road 90.5 21 Ocean Boulevard 91.5 21/22 Jo-Jean Way (Emergency Signal) 92.0 22 Fishermans Trail (Emergency Signal) 99.2 22 Atlantic Boulevard 99.5 22/23 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 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. 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 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. 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). 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. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �i=Com Page 10 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 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 Upper Matecumbe (MM 84) 25,856 25,837 24,310 The AADT has increased in Big Pine Key, Marathon and Upper Matecumbe. A detailed 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 Spee s 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. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �i=Com Page 11 = u) rn rn rn rn 0) O M N N N N Cl) Cl) O N C) �i o o ai ao ao L6 rn V O O N y 00 N 00 O (O (O Il O O (n O 00 00 M O _ U N N N 7 7 7 N N N .-IM O 0 M 000 O 00 N - _r_ 7 N (n N O U 0 N (n (n I— N 0) 0) 00 (O Cl) O) N O M N (O N Ocl� N O _ U N N O Cl) M M LO Cl) N N N o (0 000 N 000 M 7 N 7 L 00 U 0 N Cl) (O 0) Cl) 0) I- N M O M N 7 7 I� CD 00 �- �- 00 �- N O 00 O O U N N N OMO OMO Cl) N 1.6 N N o C Cl) 0) 00 7 d1 00 Cl) o M Cl) V' Cl) (O (O I- -C O N O O O O M I� M C) (� U 0 N f- (O (O Cl) I- Cl) Cl) (O (O 00 (O V' 0) 00 (n (n (O N _ O) O O) O I� - (O -- N U N N Cl) M N N N N z o 0 0 0 0 0 0 0 I- Cl) (n I- Cl) r- N M 00 00 O O U N N (O (O ui N O O C) LL C,) o ® N (o 0) N N 00 (O rn LL (n I— 00 O (O M O O O In O d1 N N d1 O U N N 00 M M N N N N o 0 0 0 0 0 0 0 0 o (0 00 N 00 00 CN 00 N 0) (n 0) I- 0) 00 I� 00 (O N (O U O O O O O I- 00 1- o w N 00 O (O N 00 7 00 N0) W N O (O O (n O O MU , M N N N N q o 0 0 0 0 0 0 0 0 o (0 W (O 0) � 7 N c09 C 0) (0O U N N (6 O N N N (n O y O N � M 00 00 7 (O �I In V' 00 V V 00 M ^, O (O - 00 00 (n (n (n (O U N N M DM N N N O Gl 'ti C 0 0 0 0 0 0 7 0 0 0 ` y N U o C rn CD N O'^ O V! N LL a E O � U N U J � Q U_ o O` N /'r^ v! L C RJ O _ � N `1 m r m Q � O N r N ''^^ c V! 07 � m o N iTL L O O �a N � a Q O � O � O N ti a O O O O O O O O O O Y O 0LO 0 O 0LO 0 O 0LO 0 O 0LO 0 O LO co co N N y la` v-awnlOA 011JEJ-L Q a a 0 N e a \ Q \ k kk : ~ § % & ` : � \ / aq : � ® \ : ■�d ; - : C - E \ u; C14 \ �: ■ : 5 � \ : ■ � : \ | � ~ - : : \ - i e :■ : :� \ ( A ± : # \ \ 2 / ] : ■ : # / | \ U :■ : :� : ¥ o % - 'i / 4) ) r w E \ ^ - : � : E - : 0 2 C / 5 + \ ] 7 / _ � : ■ : : � : : ♦ . b % \ \ A ! '@ CL � w :o \ • I 2 / q e 7 ■ � 0 0 _ k :■ : 9 0 a co: �� _ :■ CD: c in A 0') - 7 ZZ ■ k :4 : 0') / % k c % \ \ \ ZZ 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 7 o e e It A o e e It A o \ \ -4 @ 0- � (AemLIOA)1(]VV \ 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, March 11, 2019 between 3:45 p.m. and 6:08 p.m., in the southbound 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. 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 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 LOS D >_ 17mph LOS E >_ 13mph LOSF < 13mph 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: 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �com Page 15 �LC) w f i.l lj+ ��qS w1 h�l in M! W it '6 c .c l ✓-r. a O1 v, c G 1 Y Y U 11.l n u 7 a M M�lr O 1 ^� � A _ Q Q �Il ill ' wa „M N k 2�+ M V�1 T �tNl � P P P P C �[t � M v�1 � vN1 P v M •^'1 M P P v�1 S Y � /��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 < •� 1� �/ ,�: ON E g 2 QN a O tip N N N N q Q Q Q Q N IIi �Y N N O N 00 ,Y 85 a o v o o d a d a 2 g U U g � � t �' m m m �- 2 Y � € ao = � m ,- N C h'• rV x, '.[� Z Z 7t d U M - U m a P P o j m a N J m - N ^'1 ro m OL- $311A$ $3411$ $31VO$ 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) 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' • 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 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 `D'. Detailed summary tables of these measured travel speeds by day, segment, and fourteen-day average are contained in Appendix E. ela 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 minutes and 28 seconds. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �com Page 17 TABLE DELAY DATA SUMMARY AND COMPARISON Delay Number of Total Excluded Mean Delay Mean 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 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 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 Signal elas 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 seconds, which accounts for 35% of the total delay. 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). 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. Turning Vehicles DeIgy, 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. 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 �com Page 18 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 ri a Delay 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 DElay 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 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 Dpjay 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 excluded from the overall and segment travel times. Speed i it 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 g3Racities 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 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 �com Page 19 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 The following four segments were identified to be functioning below the LOS C threshold: Segment #18 (Tea Table), Segment #19 (Upper Matecumbe), Segment #20 (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. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County /Ocom Page 20 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. 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) -Grass -0.9 mph) ( p ) Y ( p ) ...............................................................................................................................................................................................................................................:.............................................................................................................................................................................................................................................: -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 (4.0 mph)-village of Islamorada - KeyLargo -0.2 mph) - Plantation -5.2 mph)-village of Islamorada g ( p ) ( 9 ...............................................................................................................................................................................................................................................:.............................................................................................................................................................................................................................................: - Cross (-2.5 mph) Median travel speeds in 8 segments have increased. They are: + + -Stock Island ( 3.6 mph) - Big Pine ( 3.0 mph) + _ + -Summerland 0.2 mph) Torch 0.4 mph) - 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. 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 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 �com Page 21 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 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) - 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: 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 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 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 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 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 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 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. 2019-U.S. 1 Arterial Travel Time and Delay Study Monroe County �com Page 23 APPENDIX A Data Collection Methodology A p p E N D I x AL=Com 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 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. loatin_ ar Method and PaIaLng_Score The study employed the floating car method, whereby under ideal conditions the test vehicle passes and is passed by an equal number of vehicles (i.e. "goes with the flow"). A passing score was recorded for each segment to document the extent to which this objective was accomplished. Positive scores indicate the number of excess vehicles the test car passed; negative scores indicate the number of excess vehicles that passed the test car; and zero indicates an even balance. The overall passing score consists of the sum of the segment scores. The passing score provided an objective measure of the traffic flow, allowing the driver to adjust the test car speed accordingly. In the event that the traffic flow was higher than the posted speed limit, as was frequently the case in the Dade County and Boca Chica segments, the test car also traveled above the speed limit. Vehicles turning on or off US 1 were omitted from the passing score. Employing the floating car method in two-lane segments was fairly straightforward, where the observers frequently encountered platoons of sufficient size to discourage or prohibit passing. When positioned at the rear or in the middle of a platoon, the observers simply traveled with the pack.When positioned as the lead car,the observers avoided delaying the platoon yet kept the platoon within sight. On two-lane segments the observers occasionally encountered stopped vehicles waiting to turn left, raising the question of whether the test vehicle should leave the lane or paved road surface and pass to the right of the stopped vehicle. When the vehicles ahead of the observers passed to the right of the stopped vehicle, then the observers did also. However, when the test car was the lead car in the platoon, the observers only passed on the right if they could do so without leaving the paved roadway. Within four-lane segments with light congestion, the observers often encountered traffic traveling in the right lane at or below the posted speed limit, while there was little or no traffic in the left lane. Rather than "floating" below the speed limit in the right lane or traveling at the maximum possible speed in the left lane, the observers traveled at the posted speed limit, which resulted in passing score as high as +10. Thus, in these cases, a passing score of zero is undesirable, since the corresponding speed would fail to reflect the availability of the vacant passing lane. Within four-lane segments with moderate or heavy congestion, the observers often encountered separate platoons in the right and left lanes, with the left lane typically moving at a faster speed. Rather than continuously changing lanes to achieve a passing score of zero, the test car"floated" in the faster of the two platoons, which also yielded high passing scores. Platoon Size 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 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 o elan In accordance with the FDOT Manual on Uniform Traffic Studies, the observers began recording delay when the test car's speed fell to 5 mph and terminated the delay event when the test car's speed rose to 15 mph. Each delay entry was identified, in the DMI memory by a sequential code number. The observers recorded the type and location of the delay on a field data sheet. When computing both segments and overall travel times, delays due to typical events such as turning movements, traffic signals, and certain types of congestion were included. Unusual or non-recurring delays, such as construction, accidents, school bus, and emergency vehicles were excluded. Delays due to drawbridge opening were excluded from the segment travel times, but included in the overall travel times. However, regardless of how a particular type of delay was treated in the analysis, all delays of all types were identified and recorded on the field data sheets. Occasionally an external event slowed traffic speeds, but not enough to meet the 5 mph criteria for a formal delay. Highway construction and maintenance activities were the most common example of this borderline situation. The decision of whether to record these events was made on a case-by-case basis in the field. As long as the observers were traveling at speeds within 5 to 10 mph of the posted speed limit and the event occurred over a distance of about a mile or less, the event was not recorded. However, if the activity caused speeds slower than this or when the observers witnessed active interference, such as bulldozers or flagman blocking the traffic, the event was recorded and later excluded from the analysis. A METHODOLOGY TO ASSESS LEVEL-OF-SERVICE ON US-1 IN THE FLORIDA KEYS By Rafael E. De Arazoza Florida Department of Transportation District 6 602 South Miami Avenue Miami, Florida 33130 (305) 377-5910 And Douglas S. McLeod Florida Department of Transportation Mail Station 19 605 Suwannee Street Tallahassee, Florida 32399-0450 (904) 922-0449 For Presentation at the Transportation Research Board Annual Meeting January 1993 R.E.De Arazoza D.S. Macleod ABSTRACT This paper presents the methodology developed to assess level-of-service (LOS) on US-1 in the Florida Keys. Although predominantly an uninterrupted flow two-lane roadway in the Keys, US-1's 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. A uniform method was developed to assess LOS on U.S.-1 to cover both its overall arterial length from Key West to the Florida mainland, and 24 roadway segments delineated. The methodology employs average travel speed as the main measure of effectiveness. It was developed from basic criteria and principles contained in Chapters 7 (Rural Multilane Highways), 8 (Rural Two-Lane Highways) and 11 (Urban and Suburban Arterials) of the 1985 Highway Capacity Manual. The results of the study correlate well with perceived operating conditions on US-1 and over a two- year period the methodology appears to have a good level of reliability. The authors recommend that for uninterrupted flow conditions in developed areas, Chapters 7 and 8 of the Highway Capacity Manual incorporates average travel speed as the main measure of effectiveness to determine LOS. R.E.De Arazoza D.S. Macleod 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. 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 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) 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 with the narrow land width of most of the Florida Keys are further characteristics. Most of the surrounding land use is rural developed and suburban in nature; however,some areas are totally rural and others are urban, such as the Key West and its suburbs. With the exception of the few completely rural segments and the bridges, strip commercial stores, motels and restaurants are very common throughout the Keys along 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; 0 32 km (20 mi) (19 %) four-lane uninterrupted flow; and 0 13 km (8 mi) (7%) four-lane urban/suburban interrupted flow. R.E.De Arazoza D.S. Macleod Part of the growth management process in Florida is to assess roadway LOS to determine if roadway facilities meet standards established by state regulations. The Transportation Research Board Special Report 209 Highway Capacity Manual (HCM) (2) is extensively used throughout Florida as the 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. Thus,the challenge was to develop a methodology to assess arterial LOS along US-1 without deviating from the principles of the HCM. Towards that end a task force was created consisting of representatives from State and local agencies and an engineering consulting firm. R.E.De Arazoza D.S. Macleod THE NEED TO DEVELOP A LOS MEASUREMENT METHOD From a state transportation perspective, the overall operating condition of 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 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 delayed while traveling in platoons due to inability to pass. Percent time delay is difficult to measure directly in the field. The percent of vehicles traveling at headways less than 5 seconds can be used as a surrogate measure in field studies." Chapter 8 of the HCM also uses average travel speed and capacity utilization as additional measures of effectiveness to assess 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). 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. 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 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. 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 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 is in line with the concept behind the HCM of average travel speed being the main parameter to measure arterial LOS. METHODOLOGY 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 Table 1. Each segment is fairly homogeneous in nature having a uniform roadway cross section and traffic flow. Travel speeds for the overall length (from Key West to the mainland) provide an indication of the LOS for the regional trips. Travel speeds for each segment also provides an opportunity to assess the impact of local trips. Establishing speed criteria for both the overall length and for each roadway segment satisfies the requirements of the Florida growth management process. The next step in the process was to determine the number of travel time runs and how, when and to/from where. Runs were started at both ends of 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 hours to cover the varied trip purposes and time frames within the Keys. The surveys were conducted during March, reflecting the area's peak traffic season. For each run the process provided data, such as running speed and travel speed, in each direction of US-1. Vehicular traffic counts were also collected at three locations covering seven days. The travel time runs yielded a total of 28 one-way travel speed values for the overall length of US-1 and for each of the 24 segments. The value selected for analysis was the median speed which would reflect a "typical peak period during the peak season." In other developed parts of Florida the typical peak hour of the peak season approximates the 100th highest hour of the year(5). 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. 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 traffic flow applied. Once all the ratios were developed, the weight criteria was applied as in the 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 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 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: LOS Speed A Z 82 kmh (51 mph) B Z 77 kmh (48 mph) C Z 72 kmh (45 mph) D Z 68 kmh (42 mph) E Z 58 kmh (36 mph) F < 58 kmh (36 mph) Inspection of the criteria above indicates a close relationship with the speed differentials of both Tables 8-1 and 7-1 of the 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. 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 equal increments between LOS A and LOS D(i.e., LOS B 4.8 kmh (3 mph) below LOS A speed and LOS 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 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. 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: 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) 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) E Z 20.9 kmh (13 mph) F <20.9 kmh (13 mph) 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 indication of reserve speed, if any. 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. 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(M N _C I I 0)N N N N N N , LU II U C I I m 0 U I I � U Z 0) ii o O U ii (D z II Z Z m U) Z Z p II Z LO ~ O ii m` 0� mi� i)U z -0 � m` z� 0) U cn p II (n Y o co p` o a� � m a� ofwofiu o II c � -0 °� -2 °� mNm � Zc�� m (o cm (op � m > wH ii m (`o > k > m m s (D o TJ a� U sU � > oQ � WH < 0 � ii U � .2m aUi 3)) Z E cY = a_ co a� � o �np NU (00 > Y � QUQ I U II -0 co c (0oY c N o - - s Y = w ai O m w } II rn m a� (o m 0 (0 0 E U c a- U (o U U > Q I I co o U c > 0 s o 0 0 0 0 0_ o (`o 0 0 0 o > o Q' O > i II U U U Q O U > H J U J H U IE IE J Z H W U m = m Q' Y U O i Z I I O O O O ' N i i i W ' O Cl) O C� W W O L W o m J p L i 00 ' � W Z O cn o OM CD m ' H O Z �- cl) O ' o O --- -- N O O O O O O O O O O O O O O O O O (O In V' Cl) N �- (HdW) peadg eBeaand ------ --------------------------- O U II O O Cl) Cl) LO) O O II (n O II U) U II m U II W I I U II N (fl O 00 LO C) � Cl) V V O U N II O O O O O O O T 0) a) O to II O O O O O U (n C W a) II CD CD CD CD O U II i m U O II N O O� , O N Ui� wQ o � U) !? 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N O N M V N O (O a0 V a0 Cl) O N I� O 'O O 7 M E E 11 O N co V l(') LO O O N N (M V LO LO 0 0 N (M (M (M (M N U U) 'O M II O O O O O O O — — N N N N N N N N N N i p II O O O O O O O O O O O O O O O O O O O O O O O O O O L ' II N M V Lo (O I� co d) O N M V Ln CO I� W d) O N M V 0 ' a) D U U H II N N N N N N (n O LO 'IT (M N 0 M M 1- M LO 'IT (M N — 0 M M 1- M LO V (M N -C II .ate N N N N N N — , W I I a) C I I m 0 O II v) E U Z o ii o O U z ii Z�z op U) z z p II Z LO ~ O o m` mmi� i�U z � � m` z� U U) U 11 N Y o m p` O � w � u1 0 11 a) � -0 °� � OmNmQ Zcn� m FD m cm cop` cm` E > LU ii � � m m � > > m M � s M � � � � o TJ o a) U sU � oQ FLU O � ii U) LO aUi aa)) Z E cY = a_ a) � o ) NU coo > Y � QU) Q I U 11 o Mo c coy co c of O - - o s Y = W ai O m W } 11 rn m o m m M � E U c U m � o o > Q 11 c) O o c > o o s O o 0 0 0 , O c`o 0 0 o O > o Q' O > i II U U U Q O U) > H J U J H U I� J Z H W U) m = m of Y U O i Z I I O O O ci I i I I I I I p � p i N ' O Q oUJ o (� W a Z ' Cl) Z ' ' L i W O ' 00 Q C L i Z 9w o O 1 M , E- p ' D ' Cl) D , o p o i_-- N , O O O O O O O O O O O O O O O O O O O fl- (O In V' Cl) N �- (HdW) peadg eBeaand ------ --------------------------- a) II N N N V I- r— LO N O I I N O II N U I I m U II W I I II O M O Cl) N I- 'IT00 II O LP O — N N N V Cl) N Cl) O N U II O O O O O O O O a) o U II O O O O O O O O O O > (n Q II CD CD CD CD CD CD CD CD CD O U T a) I I Z3 U > I I i m W II m OU) 0 2) a) II U O EN I I F7, U Un W Q U) N II H H U U N U U Qu Co > U II >� ii fV C) W U U LUQ * , H II U U , LL II O II W OO N II O O O O O O W E c a) c m U II 0 o O II i U N II H o c II Cl) Cl) o LO Cl) 00 Cl) — N (O 'IT 0') 00 r— N 0') LO (O 0') LO LO) o m p U N N jj co 0-) 0-) N r— O Lo co 0-) V (O 0-) (M V mm m O V co co (0 V II II II II II U) U II U m (D 1II u o 0 1 6 o II O o N U I I N N -0 O II O O V N I I X II W Q II I I I I II O O Lo V O V m O V 0 0 0 O N V O O (M (M (M O M M 0 0 C m II O N O M r— LO N LO) LO) 0 M V O M M N r— LO LO LO M O U U II O — O LO) I- O LO) N (M CD 'IT CD 00 N 'IT (.000 'IT N 00 I- O a0 N 0') M } E cm II O - m - Lo m N N N N m I- M r— M N O V N V - Lo m 0 0 m m W E O a) II E Q U Q II LO 0 V V N II CDO V m I- 7 N CD CD V 0 0 0 m CD V V M 0 O CD N CDO Z > m II O N Cl) 'IT (M 0 O CD LO) I- N CM CD 'ITM r— M O M 'IT O M O O o- U II O O LO) (M m m O V V m O I- O V O O V - m M V - m - l(') U O Z3 M II O Lo M N M m M Lo M Lo N 0 0 0 M M LO O r— LO N M N -0 N E II N N N N (M V LO LO LO 0 I- r- r- M M M O O N Z > > N I I LL m m U � II N LU 0 0 I I _0 II 00 00 _0 m l l N N N E I I m II O O N WII O CD II O O I I J I I O N I- V V N I- 0 0 0 0 c) 00 V r— 00 N r— N (0 00 O c) O (0 c) != N II O O Lo Lo co O O l0) —. co Lo i — Lo V Lo Lo co (M N Lo N Lo N t O W E E II c:) N M (O M N M N V I- r— V I- N CDLO N (O co CD 0-) V 0-) > 0') o ff I I O O O O O O O O O O O O O — Cl Cl Cl Cl Cl CD CD N O a) II O O O O O O O O O O O O O O O O O O O O O O O O O O N O U) II O O O O O O O O O O O O O O O O O O O O O O O O O O O a) -0 N II O II a 0 06 a) O E O N O O V a0 Or— r— r— M l(') a0 M O B l(') I— V (O N O O M M O O C I I O O LO) LO) N N (M N (M O O LO) O O LO) V V — LO) — — V m LO) O V 0 O m a) j j CDN LO I- 'ITO N LO M 0 M 0 M (O I- (M LO N — I- 001 4 -O Z 7 E E II O O O CDN N N (M (M 'IT LO CD N (M co V V Lo CDN ) U ~ II O O O O O O O O O O O O O N N N N II O O O O O O O O O O O O O O O O O O O O O O O O O O a) I I U c4 Y a) a aa)) Q Y U LL II N -0 II O N (M V LO (0 I- 00 O O O N (M V LO C II o LU : II a) C I I m 0 a) II E U Z o ii a) O U z ~ 0 Q II Z Z m Z ZLO Z II m Z L Z m C N O �� z m` Q U c� v� m m` o� C)U) � m 0 .� o `oY � � LU W lit 0 m c Q m � E m � (n Z E m N m 2 0 2 � � � J E Q � W H i O a) 'O L m m > J 7 J = Q I o ii a>i > � � U � � 0 � 0 omm � = o � > °� = Umm oQ W H Q O m II Y m m U N O o a� m o o n Y c E 0 a� a� c - � cn Q U) Q I O II = y m '� E s o— —_ o u) o c � m m Y m c o o W ai U m W I I �i > U U �i m U C U E C m C m a) m Q I I O o 0 o M o I? O o o 0 0 o a� >� � o o O c`o > o Q' O > Q i II U Y Q' m = m (n W H Z J I� U H J U J H > (n O Q U U U O i Z I I O O O i o W a cD W O W z_ ' J W z o W o L LL1 W � L � i C W � d O ch o 00 0 o NQ , 0 ' O ' z ' o o o o o o O O O O O O O O O O O O O O O O O O O f� co LO T co N � (HdW) paadS o6eaand ------ --------------------------- O N II V O N O II U) O II U) U I I N U II Q II II O N O (O aO aO LO II N N — () V O OO O O O O O O U E m 11 O O O O O O O O U II O O O O O O O O O > (n Q II O O O O O O O O O U >+ N II Z3 U > I I m W II O 2) N II U) N � U U W Q - II H U U H H a_ H U II (� ch I Qum > U i >� W U U W Q * H II LL II O II U O + + + V (O LO (O LU p II O N II O O O C N C Q II _O O O II i () -S, N II H O C II co N 1- O (O (O Lo V N 1- co 0O Lo 1- OO r— Lo 0O 0O 1- r— co co O O (0 0 > U I I S O N 1,� O O lf) O aO O N 1Z N N aO (O N O V O aO C 5 (.6 (6 N II II II II II � ~ � II H U u O -a o u O N U II O 'O p II O V N I I X II W Q II I I I I II O m O 1- Lo M N r- m m r- M r- M O V 1- LO N M M V C U II 0 m m m V 0 0 N N m 1� LO O O O V O LO O N 0 1- m O O M U U II O aO NC)O 1- aO — N V aO (O V N aO O V O N NLr) O 1- Lf) O Lf) } E coo II O M (.6 (.6aO 6 V N V O N (O 1� (O � (M N N N N M �f) M aO Q Q L O N II O WE !? N II Q E U Q I11 I LO LO 0 V V N II CD M N O O lf) M O M m M O m I- M N m I- V O CD m 0 I- Z > U II O O M 0 1- V 0 O 1- LO M N V O m 0 0 1- O O � ) U II O m — m 0 - M � O V m O V - O M - - O m m N V 1 II O M O (O lf) O N M 00 M M (O N O (O M (O O m 6 CD Lo r— N N II N N m V V V V LO 0 0 1- r— m m m M 0 0 0 — N N W N N I I p II O N u _0 N II O N E II O m Q) H 11 II CD E u O II J II O Lo r— (O (O O r— OO O Lo N co N V Lo r— r— 00 co co (O O 1- V O aO (O != II O O N (M — (M V LO (M (M V O O N LO O — M — N N LO O O N V LU U II O w) 1- O O r— co (O N Lo - co 0O O 1- OO Lo N co co co Lo 1- N V > rn o f o ii 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 o a) N I I C ++ 0 a) II E U �� O LO N m V m O m 1- N V r— O m m LO N O (M 0 N N O (M M II 0 0 m O N O LO N O O m — N — O O N l(') 'IT 'IT 'ITV 2 CDLo N N N CDm CDm O CD N CDOO (M (.0 0-) N (.0N 0-) Lo (.0 'O O 0 E E II O — N (M 'IT CD CD — Cl) (M 'IT LO CD O — — — N N (M (M 'ITV V >+ T II O O O O O N N N N N N N N N N N N 0 'O U II CD CD CD CD CD CD CD CD CD CD CD O O O O O O O O O O O O O CD CDo II X U) �♦O II O O N M V 0 a) V D U) LL II N M O W O 0 N N N N N N N p l(') V M N 0 0 OO I� M l(') V M N 0 0 OO 1- M Lo ,I. 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O (0 O O a) O > O Q' O > Q i II U U U Q O U > H J U J H U I� J Z H W U m = m of Y U O i Z I I O O O O i i O N i ' Q W A O a , Z 00 Z L i W o m ' W � Y L Z Lhw O � o M O m CO2 o Q LL ' o o 7 O o o N , O O O O O O O O O O O O O O O O O O O fl- (O In V' Cl) N �- (HdW) peadg eBeaand ------ --------------------------- O N II O V L V N O O II N O II N U I I N U II � II II lf) 00 Cl) M U C II M N N O M U N >' II O CD II CDO O O CD I ICD CD CD C > O N p II O O O O O O Z3 C >LU I I i m N C O O N N O C II O U E U M N II U) N U) U)U (� wQ Qum > U w U U W Q * H II LL II O II U O N + + + O II LU O N II O O O N EL U II i O O O II (n o N II ~ N II co a) O I— a) N M O (O N N a) co N LoM (O V O O a0 (O V _O m O l M l l l N II 6 M M O r— m O lf) V N (O V O V (O m O N 00 N CDI- N M LO 'IT l(') LLO 'IT 'IT 'IT 'IT lLOf) l(') lf) lf) LO 'ITM 'IT 'IT 'IT 'IT E > o II II II II II � � U II J p U , u u O -a o u O N U II O '0 O II O V N I I X II W p II I I I I II O O 00 O N 00 O Lo Lo O O O 00 (O V O I- (O co N 00 V co 0 C U I I O Cl) O O 00 I- C) m O LO N LO O LO m V I- O m N LO LO LO V V Cl) U U II O — 00 LO I- O LO N (M CD 'IT CD 00 N 'IT (.000 V N 00 I� O 00 N 0') l(') } E cm II (D - m - LO m N N N N m I- M r— M N O V N V - Lo m 0 0 m m W E O N I I E p U) p II 0 V V N II CD CD I- O I- 0 0 I- I- 0 LO M O M N M 0 0 0 O M 0 I- Z > U II CD (M N M O (M I� r— N 'IT CDI- CD LO M N 0 M (M O V 0-) m V O � � U II O O LO M N m O m V m O I-- O V O O V 0 - M m V N - V (NCO II O (O N (O m M Lo M Lo N O M O m M Lo O r— Lo N m N N E II N N N N (M 'IT 'IT LO LO 0 I- r— r— M M M CD CD Z > > E N I I W I p p p II E -O I I O N u � N II O N E II O CDm wH II II o E u o II J II 0 0 00 I- (O N O () O (M O O 00 I- (O 0 0 0 0 (M co O co (O r- O != U II O — lq O (? 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(M N _C II .ate N N N N N N , LU II N C I I m 0 a) II v) E U Z o ii o O U z ii Z�z op z z O II Z LO 04 -0 o m` mmi� i�U z -0 pm` z-0 U U) U II Ir N Y o e m p` p o a� � m a� LUQf o II -0 c _0 -0 a) � mmNmQ Zcn� m m cm m0of LU cm` E > w H ii : m > p m > > m m s m m m T J o a� U sU � m mQ � Louf O � i i U) LO aUi a=i Z E c y a)a)) m a) o n U N U m > Y � II > o OU) wQ E U mQ Q o LU 0 � m0 a) o o 0 O O O > U O Y Oof O > p UU > H Hmmof oai Z I I O O O O ' N W � O d i A O (� W 0- Z Cl) ' Z J ' W L o 00 > W O L W � w ' o O C O ' o OD ' ' o ' o o o o ----- N i I I I I O O O O O O O O O O O O O O O O O (O In V' Cl) N �- (HdW) peadg eBeaand APPENDIX C 2019 Traffic Volume Summary A p p E N D I x �II AECOM �p _ 0 V 0 0 m V N co m N m O O mr m V (p CO N N CO m d) V (O V d) Ln N V O CO I� CO O F O I� m LC) O3 N co d) _ N CO I'- CO Ln Ln CO I� O _ CO 0 m .0 d) p N N O N_ m O N (O CO O CO m O V N I'- N CO N m o CO N V O N CO _ COO O O (n Ln N co V CO V m m N I-- O V N CO I- r N Ln V N om Ln Ln (O I- co O) co O) O) co Ln m N O !6 o O m V 0] Cp (3) (3) O m O O m Co O O (O N N Ln r Z Ln m N V d) N m O V m N N (O LoO) m N N co Co I� O) N N Co N V (O (O CO CO I� (O (O CO CO CO (O Ln V m N � O O I- V O I� CO Ln O Ln N Co V m m V O V O V CO M COO d) N co O C O m O C0 O� ON m V V m V V ON CO m N CO (O O N O m N N O co m r CO N O N N Ln N co I� V mO m V V O m m L(� O V V N N O) O) Lo o O O) N m CO N O M N V (O co I� r ov m o O !6 co m co Lo N m LO d) O V N CO o N N m N V N N I- V co co Z O o O m N Il- o m (O o N m N _ CO m m m Lo d) N V (O co co Il- CO (O (O CO Ln Lo V V N N Lo m co �p _ V CO (O Ln CO m m O V d) V co m I� CO Lo N co CO r- o o Ln r m m CO CO d) O m O O Ln V O) F m O) I- Ln m m O V co - Lo V V V V N _ O r Ln m N p d) o - - - - - - N N O n co m CO o N CO I- O V V CO m Co CO CO CO O d) V p I� o m O O co Ln (O m CO V Ln (O m m I� m V (O CO CO co CO CO CO CO (O V m N d) O O !6 d) co U) m m C0 m o p O r O V O N O N N 0 0 CO O CO m 0 (O N N Z Il- m V V Ln r CO co V m O r O m r O m CO CO O O L J N m CO co co I-- CO o CO L o l l t m N - O Lo O) N or r V V O mV om O N O O r m Ln co CO co Lo O O) Il- co V O Il- V V O N V O Co a) O Fo CO I� co � O m Ln CO I� (O Lo (O co co Ln N co (O o V N N _ d) - - - - - - - - - - - - N N O N W O) Oo m CO LO CO m O O 0 (O mmm O 0I� 0 mN m m d) O r mm (n (O V V m (O O O o V I� V O N V m m co CO m m m CO p V Lo (O (O I� co m CO CO m m r o V N N N O !6 L O) m 07 CO O (O I� N o) CO I- O) co CO m Lo r O) co V V O) O) co O N Z V V m V Lo N N m Lo N m Il- CO Il- O (O m I- r O V (O O) m o r CO m m r r r CO O) CO V m m N - O �p m N Ln O CO m CO d) Ln V m m O I� V CO Ln O O N CO N. m V V O) I� CO V O Z r O V Ln m m d) F d) co o r CO I� N CO CO CO co co Lo N O r Lo m O co o _ _ _ _ - - - - - - N N N r O Il- CO m m m m CO m d) mr m Ln CO O N I� V O Il- N co o V CO CO CO co O co Ln V V m v m Il- o CO N Il CO N V I� Ln m m m CO V (O (O I� CO m m m CO m CO Il_ o m N N d) O !6 to L m � 0] V (O Lo (O O N d) CO CO oCO I- m � I- r m mm V CO d) CO m N N Z V m m m 6 I� V O N O m V V d) m N Ln (O N O CO O d) N N o r CO m d) CO I� CO CO m CO Il- o V m I� m (O Ln N o V I� m CO V d) d) m N N O o V o O O r m m p V V N co O O ,^ o F I� V N CO CO CO CO CO oo) r- 00 m co N Q N N N w O m co Lo O m N CO r d) CO m Q m V co Q o r m m O m O m V (O V m r CO N V m N V N V Ln r O m V I- J (n m m N Lo m Lo Ln r d) O) O) O) d) O) d) r o m N N O w � z z Q O m V N O m r O r m N m V m m 0 V M Z V N N N Ln CO m o m Co V O) O Co Co m N m CO Ln O) d) CO O m U N Ln r r d) CO CO I� r d) d) d) r Lo V N w z 06 a �p O Il- N CO m N r d) Ln CO (O N V V V V O m N co Il- o CO co CO I- Ln V O V I� O r N V N Q = O) F O) I� n o m N o V (O (O V O r V _ r- O m N O m0 X o o O Lo U CO N V CO Z Om m O m Ln d) O r d) m CO I'- co co co co N m co o N V O LL p Ln m LA m - CO N N �J J .. n m V m N m m n O Il- co co co Il- m m O Il- V N N O 6 N O O O O N N N N N -o o O ~ 0� m V CO d) N m m O N V It O CO m O) CO O LO CO m Z O m N L(� co N N O) V O d) CO m O) V V CO LO O d) CO N N V O Cp N C O U N m o o) o o o v m N o o o m 0 LL W C) L o LV Z m ll� o li F F H z o -o a a a a a a a a a a a 0 a a a a a a a a a a a z � o F o o � X o 0 rn a = w N m V o CO I- O m N N m V o CO I- O m � a o u) Q o a00000 0 N m Ln C N N Ln � F1T �17 FT1 � N N III 9 N / N N N O W r W Q1 C o � N O N > 0 J0 �� v 00 o J c M Z o O ON N 7 �LU Y Z ui O O? Za �m N V M N O N O N O N O O O N S3wnlOA AimnOH 75 Ln O N M O O O N O V (O I� N LO LO CO M Ln M N Ln r CO O o O O V LO co V M N LO V O M M O N ON V O O V CO O V LO M N M LO M M N N M M M M M M M M N N O N_ N O CO O V m O M O O COco m O M O (n I� Ln CO N o M V CO CO O CO CO LO M � N N a C O V M 0] O V O O M oo O Ln (O oCO M LO LO CO LO I� N N O O O V CO Z Oo (O I� CO M W N V Ln (O LO LO LO LO LO co N M O N N M I� M O V LO co O N I� (O Cfl CO Ln o) (O V O Ln O r N CO CO M O V O V V M O LO N N coo 0O (O Ln (O I� N O r O CO CO O LO O LO 1-1V M M M N N N N N N co co O N O co N 0] N o) N N O o OM Ln 0 0 0 0 0 LO O LO O LO N O O (n CO O CO I� N V (O Or �2 ' Om O LO M N N O T O CO a C (n M N N O I� LO In M O co 0] M CO V r Ln M O V O LO M CO N O � � O Ln O V 3 V O M LO N N N co O M � O N V V LO V M V LO N O S CO M N O V CO Ln N LO O V (O O M (O O CO CO M m CO CO m O CO T LO O O O LO O M V M O O M � V CO M O A N CO O O O O O O I� LO O I� M m _ O M N M I� N N M M M M M N N N N N M N M O M m V O r V CO CO M N OM W i r O M LOO O CO co O CO CO N M OT (n r r O N Ln r r (O (O co LO V LO M O I� LO M N o LO N N a Cn m O V O N M O (O O Mco O N r N LL j N V O O LO CO COO O Ln (O O M CO O O O on r CO Z O Ln r CO N (O O N M V M V V V V N 0 0 I� V N O CO Ln O Ln Ln r N LO CO O O M O O (O Cfl O O LO N N O (p Ln Ln N CO M I� N CO CO M CO O O M O (O O O M LO V O V O N (O CO M V V M LO V N O O V V O) O N N M N N N M M M M M M M M N O LO LO O Q CO V I� r V O O M co CO M � LO N I� O� m r N M O Lc) (O I� V co co m M O� CO LO CO N r CO MO (n (O I� N (O N M V CO I� CO CO N O I� LO V N I� M T N N !6 a LL Ln CO CO M N M N N N V I� CO O N O 0] 'T M M O N O O CO V V V CO M CO O (O M O LO CO I� r Z I� Lc) (O CO O N M Ln Ln (O (O LO I— (O LO M O � LO V N CO LO O N N 75 M O O(O N N (O O O O CO N _ V M O O CO CO O O V V o O V M O O LO O M m M O N I� O (O (O O V N N N O V CO V M O O N M N N N M M M M M M M M N 0 0 N � V M N O o Ln N M N O O M m (O O Ln V O CO r r (O Ln O V (O M (O O O r Ln o (n CO I� (O (or) N (O N V CO M CO CO CO CO I� CO CO LO CO co V M N M�_ a rn 0] CO V CO Ln V O N V M O W r O m N O ON CO O . LO V W ;T Z CO Ln V Ln O M N M M V Ln LO LO LO (O LO N m m L'T M N M O O 0 N Q O75 O N M M O N O M O N O� O O O V O 0 0 I� r O CO LO V LO O I� (O V O N LO M CO M O (O O N Lc) N N N M LO co V O O I� N _ ~ M O N N N M M M M M M M M N M V U co Q o W M O N V CO CO N O I� m LO O O N CO O m O N r Ln V CO O I� O CO M O I— N N - N � CO m V O CO CO V m U) O r LO (O N M M M V CO I� CO LO I� LO LO - IN M T N - N O O a N N N W N N N V I� LO LO CO O M O CO m > m co O co I� Lc) Ln V V O V Ln N N N LO m (O LO LO o O CO C > Z CO � W � CO M O N N V S LO V V LO CO LO M O CO LO M LO N G � � O O N O } O 1U V) _ ° LL CLL N LO Ln O r CO M V " O 00 CO IDCO O O _ (O O O O O Ln O (O CO o CO O N V M N — — O V I� LO CO N I� X GC = O ~ M O N N N M M M M M M M N N oo X) M N p O G ~ \ V M O V) LO O CO (O _ _ Ln M O O Ln (O V LO LO I� O LO N Ll V M O O M 0] N Ln O O N (V O N Ln Ln Ln CO O CO N CO CO M O m V N O� O LO O O V O CZ O Cn O CO (O S N (O N M V CO I� CO I� CO LO LO I— LO V N , N O C V " V V G — — — — — — — — — — — N N � O a o !6 O C� H O CO I� (O M O O M Ln N CO M O N M LO O M O V (O VGC 0] O (O CO O O co O N LO CO M M c Z O r V M I� M M m co V M p co O (6 G O O LL Z N (� LL O 75 Q C0 75 H H 4L O cc cc cc cc cc cc cc cc cc cc Z O H II (6 O Q Q O a Q Q Q Q Q Q Q Q Q Q Q O a a a a a a a a a o a T H Q Q Q Q Q S w N M V LO (O I� CO O O N N M V LO co I� CO O .� Q < !6 !6 r r !6 !6 O Q N p Q o o N F1T �17 FT1 � N N III N N N N O W r W C� O �O J N O� N �m O o >. 2 N o R J c M Z p O Oo N 7 LO O LU L� Oz O z= o O�z �a 0 N V M N O O O O O O O O O O O O O O O O N O N O N O N O N O N O N O N M cM M M N N N N s3wnlOAA-iunOH �p O V O V I� O CO N O Cl) O O 0 M V N I� r O .000 V M 0V M O) O) V (O N M CO O) V O CO O LC) O) W OLC) LC) M (O W O) O) O) O) O CO CO M O) Co M N (O V 0 N N N_ _M M (O V I� V '000 CO N O M V CO M M V � M 0] V O) I� W r CO CO r M N W V M I� O M CO M M 0N O N CO O (n (O CO V (O O) N CO (O W O) O O O O O CO CO 0 V M N T M N !6 a C O m CO V O M M O O N N 1 O) om -0 O) CO CO V CO Z .0V M M CO O 1 N CO LO 0) O 0) O) COCO O COCO O c� M— N V CO 1W O) O) COCO CO O) O) I� co co V M M N _ O V N M N CO 0 V W co O) V O CO I� CO (O CO O N O CO O CO O O CO I� O V V O O) CO M I� coO) O O) O) CO CO CO LO CO O M CO O) � co M CO V 0 N N N O co N M C j CO O d) CO O I� M V CO CO CO O (O N I� M N O m O O O O M V O N V N M 0 co � O) O) O) I� 0 0 M N N N _ !6 � a C c m O N W N r M M (O N N N N CO O M N N CO V V Ln (O M O O N O) (O M V M (O M LO O) O) M M CO M N �p Oam6 co ON (OOO O O O co co co (NO T 0coVcoO O) O) O OVO co (O0N0)O OO _ OOO (O OM O NO O O WO OVOO O T O 0— 0 — 0 CO 'IM CO OO M O co co O M O V V co O O (vO CoO O O (0 0) N00 V ONO M O O M CO O W M OVOO co O O O O) CO CO — CO co N (O co (00 (O M O) V I� O) M O) V V cor C-O O) M L CO 0 0 CO LO O) M O M co M O CO I� 0 M O O — O) O CO 0N (O O M O) O) CO V N (O O Q co _ co fn VN N co co V O O CO O OO NO mV ITOcoCO LO ONCO CO (OM LONO) O) O) N - Op V V M V M T !6 a L _ M Ln V 0] N N N O O CO Io O) M O M M M Im V 0 co O � CO cooCO M co 0r (O CO CO co co co LO co V co O Z CO V M Ln Ln W N V 0I� O) � O) O) � � � O) O) I� LO V M N co co O O O 0 0 CO O N O) 0 co W M N M O V (O O O CO O (O LO co O V 0 CO CO 0 — — — — N N — — — — — — — V M N N N O _ V O) M m r r 0 M LC M O O) N O co0 M 0I� O) M O) 0M I� O N CO O 0 M LC M V O I� T 0 � O N 0N O O CO V (O W T N 0 r W O) O) O) O) O) I— CO LO M N N N !6 W a 0] (O O Ln M O) O M M M co co O LO m 0) I� N V O) M W Z LO M co V V O W 0M N O 0 V O) V O V CO O CO CO 0Ln O M M 0 r .0O O CO CO — CO O CO (O V M m J W (O V V N co O O CO O N O N O Z O r r N N V (O 0 0 0) V O CO M O O I— LO N .0Z O O cor (O V I� N V O r O O CO � O CO LO N CO V N LO M _ _ _ _ _ _ _ _ _ O) LO M N N Q ON _ (p U M W V 0 O U) n V n N V O N O O O W O) V LO O N M O V O N n M O p N V N V O co 0) M N Ln coco O N 0) CDM O O N n M N Ln r O) O) O) � O) MCO O co LO V M m a Q a W > Z V V .0 O M O M V O co co O � O LnMM M Ln O O O corONO M ON MLn (O 0) OO O OO - O OVM J 0 } Q L 2 I1 O O 01 V. O I� (O W r LO V O) LO (O (O V M 0 N �J I0 V O O O CO O N co N I� M N CO I� N CO X 0 CO 0) M m-0— CO CO O CO CO co co co O I� LO M Q CG N V N G O Go N N O C n V) c 0 _ V O _ M V LOO M 0) 0).0 O C M 0] CO I� .0 .00 O M M W e O m (O (O M V W 0W CO N V 0 0 CO M V 0N I� co CO r M CO !6 Ln Ln V V N Ln r O) O) O) O) CO CO I� co LO M N N C N N N N W 6 0 J G O 0 = ~ m V O) O) M V (O O W Lc) L W M O M L CO Cm') O) COD V Cm') 0 0 W C O U W Z co Lc) V V co M V (O r co 0) CO 0) 0) O 0) coV M LL H O L O LL Q S 0 c6 S O cc cc cc cc cc cc cc cc cc cc Z O H II W O Q Q H W 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 T H Q Q � Q Q Q IL S w N Cl) V Ln O r .0M O N N M IT 000 I� CO O) .� Q < !6 !6 r r !6 !6 ca N o aooOOoo N 7 Ln I� N N Ln I� F1T �17 FT1 � N N III N N N N O O W LU cN m J Q O� >O N J� �o N LO Oo 2 M � J o M R 0 Z 00 O O� N Uw O LU 00 2 0� U ZW O Q o Z �a :3a N V M N O N O N O N O N O N O N N O I� N N O s3wn-IOA A-imnOH TO KEY WEST TO MARATHON 23,801 22,539 21,622 19,320 17,066 16,654 W J W 0 H 0 p 00 Q j 7 Q U z m Q W z W W Mw LL m O m LL o x O W O } z LL x W LL a O Y O O z ~ z 7 O 0 x z y y O z a 2019 EXHIBIT C-1 ECOM TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -TUESDAY TO KEY WEST TO MARATHON 25,756 24,473 23,489 21,315 18,474 18,797 W J W 0 H 0 p 00 Q j 7 Q U z m Q W z W W Mw LL m O m LL o x O W O } z LL x W LL a O Y O O z ~ z 7 O 0 x z y y O z _ a 2019 EXHIBIT C-2 AECOM r TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -WEDNESDAY TO KEY WEST TO MARATHON 25,071 23,393 23,713 20,484 17,796 17,373 W J W 0 H p 00 Q j 7 Q U z m Q W z W W Mw LL m O m LL o x O W O } z LL x W LL a O Y O O z ~ z 7 O 0 x z y y O z a 2019 EXHIBIT C-3 A�� EC©M TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -THURSDAY TO KEY WEST TO MARATHON 25,359 23,952 22,980 20,384 17,695 17,235 W J W 0 H p 00 Q j 7 Q U z m Q W z W W Mw LL m O m LL o x O W O } z LL x W LL a O Y O O z ~ z 7 O 0 x z y y O z _ a 2019 EXHIBIT C-4 A=COM r TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -FRIDAY TO KEY WEST TO MARATHON 23,006 21,989 20,558 19,156 16,837 16,139 W J W 0 H 0 p 00 Q j 7 Q U z m Q W z W W Mw LL m O m LL o x O W O } z LL x W LL a O Y O O z ~ z 7 O 0 x z y y O z _ a 2019 EXHIBIT C-5 A=COM r TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -SATURDAY TO KEY WEST TO MARATHON 19,897 18,950 18,035 17,761 15,751 14,933 W J W 0 H 0 p 00 Q j 7 Q U z m Q W z W W Mw LL m O m LL o x O W O } z LL x W LL a O Y O O z ~ z 7 O 0 x z y y O z a 2019 EXHIBIT C-6 ECOM r TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -SUNDAY TO KEY WEST TO MARATHON 24,857 23,466 21,979 20,303 17,806 17,543 W J W 0 H 0 p 00 Q j 7 Q U z m Q W z W W Mw LL m O m LL o x O W O } z LL x W LL a O Y O O z ~ z 7 O 0 x z y y O z a 2019 EXHIBIT C-7 ECOM r TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -MONDAY APPENDIX D �+ z Historical count Data IIAECOM m 000 oo ...000 m 000 .000 .000 m N of of r m m v u� u� m rn m v � rn m m m ri ri ri o o 0 0 o N o o 0 0 ai r I? N O O m � ro u� r v m rn v v N o o m r m m co v co N m o m �2 N a O O N N r V O N LL� O LL� O N O O LL� LL� W B O o O O O 1 u� N O m co :ro v ro m r co 0 r � v ro 0 co m � N o A W N u� rn o O N O O LL� O O m O of V N O V V O N m N mco r r N O r N O O O L i � � � U N O O N v co rn .r m r m v o co o r m u� o c L O O m N 0 m N of U N V N O O O r N m r N N O m N '...N N N U '..N N E '...m m N '...N N N U O m o 0 0 o 0 0 o 0 o m o 0 0 o 0 0 o 0 o m v m m m r co rn r v co o co o m N N N U O O L> O 0 v r r m y m m o r v r o co m y 1 co 1 10 � O U N N N M M N N N N U N N m M N N N U (n C m o 0 0 o 0 0 0 0 o m o o 0 0 0 0 0 o m 0 of � N v m m o r r m m m v rn m r m m o (6 o U cd v v of r r cd ri ri „ U N o m m o �i " U H LL O :of (O O m m N O O (O V N (O m m N of O U N N N m m m N N N U N N m m m N E U m O of r O O m V m o (6 of m m m m m M M o m (O co W Orn) 0 ai w C ui v m t?'.v ui o m U 0 m CO N N t m m N y N N N U N N m m N y N N U E a Z a ` a ` a m o 0 0 o 0 0 �,o 0 0 ~ m o 0 0 o o o 0 0 ~ m o 0 0 o 0 0 o o m o m N co o co o a`i m o rn N o O O L> C N m V LL� W O LL� V LL� J N LL� N r of LL� O V V V r V O LL� O of of m (n 6 6161 O (O y r r m m (� O Q 0 U m o 0 0 0 0 0 0 0 o O m o 0 0 0 0 0 0 0 o O O o (6 (NO O W V M O o (6 (NO W W M a y N m m o (6 UN cd cd cd m v ui U U r ro m O r r v m N U U (O O O v O O d) C N V (O O O O W O V (O O m y of O O O � O v m m r N N O O N of LL� m r m m rn O O 0 o ro ro m Lo o co m rn ri o r u� u� m N N LL m o m ro v ro ro ro o m y (p c? m N o O C m of of r r N N (O r //\ O C O of .V LL� W O r N 0 O N V �/� m r of V O A O O O �/� O LL� m m N 0 LL� B IDO O ri v o u� m o o o o rn rn N Uco O I N O O Q � v u� m v rn r rn r m N ro ro v v m v v i m N C O V V of V O N of O C O m 0 O (O r O O N C O O O r O N O O m N 0 r N r r O U '.. '..N N E '...m m N N '..N N E U '..N N E '..m m m m '...N N N N U M C O I I m m m of of I Im m N r � p o (6 N W W m m I I V iyj iyj (�O N of m y N v r � m m U v m r N m 0 O N m (2 m r O N N m m N N N E O U m m m O � 0 0 0 � U co � L O O V of of (O LL� O m O m N V V r p L 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 , , , , 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 � In r In r In r In r In r In r In r In r In r z APPENDIX E 2019 Travel Speed Summary Data and Statistics A P P E N D X �II ALECOM N 00 o r' 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 N M a f0 00 pP0 ry in M in in in in in in in in in in in ry in v in in in in in in in in in c0 c0 0 w Sa 0 J o N M M in v v in v in in in M in in M M ry in in v v in v in in in in in ry N r ob, Pj o O f� ajy 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� 0 Lq r �09 �a Ma as �a Ma as as a� a� as Ma as as as N of 01, 1N fC fC 7, ry M v M ry v ry M v M M M M v v M M M y M ry M � � a/p °1gw,ua 4�/ o M M M ry v v M ry ry ry M R v ry v v v v M y M M M ry v v V O s4 w a'qP 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 a s Lq V v M v v in v v v v v in in in v v v v v in v v v v M M y v v N M P�j o Lq 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 00 f0 in in in in in v v v v v in in in in v in in in in in v v in in v in in v N V �07 p o N N O 10 7, in v c0 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 f0 V SS �J o t N v v v v v v .. v. v v v. .�n v �n N V 0 q W p.4 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 co O W V M d a CO o O J 40 �2 v v M.in in in in M v M M in in 1. v 1. in in v in in M in in co(Ii v in in I N co W yP'q P� o f0 M o�,as in in in in in in in M in in in in in in in in in in in in in in in in in in in in 0 M cs co N N qy a s a s a s M a M a M a M a a s a M a M M a M M N a M N p0 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 in N V p wPd o r Lq GPco N 00 N M was o M N ao v v v v v M v v v v v M v v v v M v v v v M y v v v v N M fp �J o rr yPO� in v v v v v v v in v in v v v v v v in v v v v v v v in in v N V Ps f0 00 q04, s o in v v v v v v v v v v v in v v in v in v v v in in v v in in in N O q� N a pp Ps o rm 'aOO v N v Js o f0 N Po/qJ 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 Po 00 o f0 p`P'S' 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 10 *00 ,ts M M ry v v v M v ry M y v M M M ry v ry ry v v, M ry M M V N 9 . M O O � � Q- Q �bL " oo TYo to mbVo o�o mrL >ro�o mro LoZ z Z Tro to O aais5O o 5OC o D z a z D z a z D oZa z D z a mro 50 TYo Lo mro tO z U) Z U) z U) NL NVOlI U) 2 F F LL U C 2 J J W Cj O n to M O Z 0 U 0 toO > M O aaa o n 0> o <0 0° n M O Q Q Q Q Q Q O N &0 � a> co M &0 � `� z z z z z z o S a SO ~J o N N N e') co Q O O O aD n GoO Z m U IL co aM,j ° N le & & M le � le 6y O N co I--n I-- n a'9 G N a'M O �d�4ya N W) M M Q Q m M aD 7 N N N n 404a� " ao a'9 O ao ao O O> co m &0 co co0 0 W N Ta/ N M m a0 M M M N M 'a4 m o o 0> ri o o C* Q w 0 LL h°a�a N M M O le M M M Z l M �7 0 <o v o M n m O Q Q n w w w a/4N� M M O le M M leZ l a a4� a; o co m m o v n M m o It le to co le le le 0,6 >o co W) M co N O Q 0; 0; M ao Na O 00 U U O 0) G M le to le Z l O 4 <o o O — co as Q G> N O0 W ao N O M m m U ao W) N le � Z l M J hO o O co N N n G Q u+ C' C' N O N N U m U G 0° Tye to W M co Z N a sa ~� o N n co le N O N M ao n 0 Goys W N W) v U U U l N 0 � a6A a/L o LU c> o le o <o n N Q o a> to W iy;p M Cl) Cl) M m coco co co le Z Q Q Q N a % aA4 o O le O Cl) N Q 1- co le lem m U � W) J °'Y N M to le to toZ le M LV a�9 > o n N n co co l M � Q 0> M Q a vi M 06 h to N N Z Q Q m n aD H d6 W O N O O O o N N N Cl) W m Q U co C y n N M l Cl) wi N ayo ,e p Q> co N O O O O Q co 4O a) le � N � le le le +Ij 44 a�0 le n co n m h O O Q U� N to co le Z Q Q m aa Go O O N O m N W) W) O Q U n a le le M le le le Z m m m l o� hJ o N n n n O O Q n n "rN° ip n n N O O a0 co Z Q Q m O /ya W le l le 6 ya hs 0 ao as ao N O n O W) O 4h4a ° M Q Q Q Cco 04 l) 14 ,r aS 0 W O W n O O a° h O Q m U O N ao co N O M Z U to to le to le 6 a 0 0° — W ao N le N h Q N O J'yJa " v le `� n M v v le Z m Q m v ao A o W O O ao n W M h Q Cl! co 4�/S Nco to co to N to a O co W) to Z m Q m W /j N J°'tS o O O M M Cl) Go00 N O Q O O J M M O n vi co 0) le Z m Q m N Q a'9 Cl) le Cl) N N Z w w a ILO Q a a a a Q a w -a e 3 > a c U J O c an a v� I J a J a y J APPENDIX F Comparisons of Historical Travel Speed Data A P P E N D x AECOM O Q U i C � (D Q N U) i U U) _ o L W - > > W O Q 0 1 a O J ' a ; z 0 F ,---------- 00 u„I ' L p o ca Z CV p - Z Z ------ , aLO O o � , W U O , Cl) M O � N i i � O i ' O CO E CO (HdW) peadS ueipaW . 10 ------------ //////////////// //////////////////// �i • 10 ///////////// \\\\\\\\\\\\\\\\\\\\\\\\Z Z Z Z Z\\\\\\\\\\\\\\\\\\\\\\\\\...ZZZ\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ O N O O O O t ) N VJ o W 4- 000 O W m �A c I00 V) (NB J 0 W > 00 '^Qr' Cl) Cl) O Z _ O U o� `� UJ r CD N m v ZCl) O Cl) z Cl) O 00 N rW V LO N Cl) L.L � N r1 VJ D rn LO V O O O O O O O O O O O O O O o 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) paad$ o6ejoAV v�vvvvvvQevvvvvvvvvvv � �vvvvQvvvvvvvmvmvvvmvvmm �JJJJJJJJJJJ vvnnnnnn��vvQ m - ��nnnnnAQnn «�mmvvm��m�� mmmm<===IIuI Qmnvnvn� Ewa J m m n n J n n m J u wJ J J JJ x a a a¢¢ �9,movvvvovv��v mmmvvvvvvvvmv � SQQQQQQQQQQQQ <mm�mmm�mm m00000000000 0 �' v 000ww.....Jo h> Wvu�v v v v v nn n o o n vvvvvvvu�u�u�v u�u� � u�u�u�nnnnnnnnn n vvvvmvvvvvvmm (J(J000"(J(J(JOO o W F Q _ (J(Jm 0(J T]T](J T](Jmm ..v 0 NPoO hh n v n n v vn n n v n u�u�u�u�u�u�v u�u�u�u�v u� u�u�u�u�n.o ngi`fin n n n vvv�`�vm`�`�vvmv (J(J(J(J(J(J,(J(Juu, mmm m....m m m mm vvvv n v v v v v v v v mNNmNmNmmmm�N ¢¢¢¢¢ <¢¢ ««««««< J e0h. Umm.,.,Ann.,A nAAn mm�� m�mmn��nn��Bn vvv�vvvvvvvmv mmJmJnnnnnma m..v.v.v n v. Nmmnnnnnnnnnnn �� mmmmnnnnnnnnn mvvv�vvvvvmmm ammmmnxnnxam �„vnnn.�v v.�.�nvo 2 0 mJJmJJJJ,JJo aoae Z vvvvvvvvvvvvv QQQQQQQQQQQQQ mmmmnnnnnnnn� Semmmvmvmmmmv ««<<<<<«a Q O QQQQQQQQQQQQQ QQQQQQQQQQQQQ ��,,,,,,,,,,,,,,,,,, m�vmvvvvmvmmm U �� veSSavvvvvvvv Q-SSSve.evvvv mmmvvnnnQA n� � ..mm.vvm�mvmm mmmmm——mm av�vvnnvnnnnmo «<<U.U"JJo mm........... �� mmmm�nnnnnnn� vvvvvvmSSvvm� � omoomb000000 mmmmoomm0000 a mmmmmbbbbbmm U u U QaeQeeeeeeee Qeeeeeeeeeee � QaQeQe�e��Qe e�eemeeeeeee �� < <o�� NAMIBIA ...... « �Qeeeeeeeeee Qeeeee�eeeee � ��n� ANS I 11110111M mmm(Jmmm(J(J(Jm 6qa� ¢¢m m m m m(J(J(J(J btia0 mmmmmm:�m e:�ee Qemmmmmeeeee � u�u�e u�u�e u�eeeee S«« «<ImN ;loss"A gz o (J(J(J(J(J(J(J(J(J(J(J e e e e e n e e am a e em e y i a a am m i LL bti 0 �q, C4 eu�u�u�u�u�n u� nine 5111110111 iRANNivi Aeeeeeeeeee O(J(J(JOO(J(J(J O(J o W Hititio;tito MINIMUM Nobvive ae mmmmmom0000 m��m��m��« Q 0 MAW I WAI SSA OHMEMP QeeOSCO W a � omm0000moom �:�em��:�«moo 0 W �°o N 1e;11111R 111111515 HNNA N N QeeeAea a m a tago000000000m ��o�� m Q °�� °' mmmmmmem :gem mmmmmmemmmem � a�Seeee�3 SS3e ��mm�mmmm ............ «««««« V n n nu mm o s i n e e e e e e e e e e My W o2 a N GRIIIINGIAT RURAIMANT WOMPH e�eeeeeeeeee <m<mmmm<bmm �n��ee�.��eeo 2 LL �' Zm mmm it z m z m m m m m m m m m m m m m m Q e e e e e e e e e e e M N N«N O W �o w o w w o o L w m 0 N Q aSeeeeeeeeee Qeeeeeeeeeee 111ANN O m GmmI M U ...... a UQeeeeeee Qee Qeeeeeeeeeee ��n� e mmmemememe ��b� �� 4p��w 0404SWUNT suissfaMoz ettoeHiot ehmmmmemmemm ....... van eeeeoeeo Qeee�ins1n its QeeeMIM A NNIN"M litil eSeeen 0000momm000 ��n� w� Q�Q$ SOMAL mmm in;m1m"Aiai 041V-VW5WW4V APPENDIX G 2019 Level of Service and Reserve Capacity A P P E N D x a_coM W LU N W _ I� W N CJO CJO tl! M tlY M Mow tD N tl! tD tD M N 7 C. I� M W M M O tl! N O N W 4Y 4Y N N M ti w r M o O J M O M O to tD Lq N I� tD N Cl! Cl N N w M oc " 0 tD ti M N N tD M M N N M a a 4Y Q Z U O N Q - N ti tl! I� N to N w w N N ti _ tp N ti O CJO C O t M O w w m 0 M � � � tl! O tl! N O ti M M O ti o L N N ti to to M M ti F. O 00 L ti J O N u'1 u'1 00 M N M M tD N 4 N to M ~ Ln Q e m to M W N Q' `y W r W W D N 0 r, ti r, N M N M N N tD ta0 W 7 C. O — M tp — ti _ tD 't N N O N N 0W µy M O W � J O tD Cl I� CJO I� ti M tD M Cl) N N O ti � ti M N � M � U 0 = N M N ti N N N M ti M N 4Y tp tp M a � a U �/ W W C. tD tl! tl! I, ti N w to Cl) LC) M W 4Y 7 4Y O N 4Y M LL w d E ttY N tD 4 tD I- 6 tD M !g N N M O 1 M 7 W ui N W 00 00 00 U Q Q 00 Q Q 00 Q 00 Q U 0 00 0 0 W W 0 0 0 00 0 a Q W W C O W — O — N N I, — t N tl! I� M O tD tl! O M to N N (p W 0 W M 6 tD N tp ti 6 tD tp N 4 M ti O M N to tD tD I, 0 w 4 O � W d E M 4Y t 4Y t 4 4 t t 4 4Y 4Y M 4Y 4Y Ln M M M 't Ln U ° a F U 'W^ N N W p, O N N � O lff 1p 1p 1p 1p W W O f- tf'f W lff V lff 1p M f- � W V I D Q F E N O W O O O O O O W N . O . W . O O O O (O (O Lri 0U. Q J V N lff V V M V V V V M V V N V lff V V V V V M V M V O Q V J J W a Q Z C Q Q Q Q 1p Q Q Q Q O Q Q Q V Q Q Q Q Q Q N O -q Q Q LL 0 E Z Z Z Z V Z Z Z Z ,t Z Z Z Z Z Z Z Z Z Z W N J v r,� O O O O O O O V V M (O O V O W O O O N O V W y E N V 1p tM 1p 1p 1p 1p 1p 1p N V N 't "tlp Cl)t N 1p Lo Lo f*- Lo p Wd Q t Ln v �n v v v v v v �n �n v Ln Ln Ln Ln Ln "t "t "t "t v �n N N Lp W Lp Lp �2 Lp Lp N •y a v o�n �n �n �n o o Ln L o Lp O o Ln Ln Ln 'It v v v �2 �2 Ln Ln Lp Ln o 2 Lo IL CO "t vvCl) oLp o oLo v v W o 0 o 0 J d O O Cl) r- 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 M W 1p w W 1p N m V O w m V f— W 1p N W M O M N tp W tM 1p tM N N N N tM f� (O � O N W V N V 6 C6 O O O J t0 L6 O r r00 O lff lff N O r i° Lq 1p (O i° Cj lff O O O 1p O O O V off O W 1p O W O lff .r�.°.. WvQ Oa`o W O th th i M (h - i° N W V . � ' tMthr o . Lq W _0 a1 O (O r— W � M oY0 f0a�ffi ON `Z U Q W N 01 NU p Eo N E m m m 0) mo m = n m m n n U n � m Jo J Fa- NOU° mO>M V lff O ao W O N M V lff O ao W O N coM "t APPENDIX H �+ z Summary of Delay Events L031 Agecom 2 S - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - o 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 o e 2 a9 0 0 0 0 0 0 0 0 0 0 o r o 0 0 0 J o 0 0 o r o J o o o r o o r o 0 0 0 0 0 0 0 - - - - - - - - - - - - a9 0 0 0 0 0 0 0 o r o o r o 0 0 0 o r o 0 o r o 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 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 r r o 0 0 o r o o 0 0 0 0 o o r 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 o r r r r r o 0 o J o o r o o r o 0 0 0 0 0 0 0 av o 0 o r o 0 0 o r 0 0 0 0 0 0 0 o r r r o o r r o 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 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 - - - - - - - - - - - - - - - - - - - - F - 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 o r r r r F o 0 0 0 0 o r o 0 0 0 0 0 0 0 0 0 0 Qo 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 � Fo 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 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 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Sa o 0 0 0 0 0 0 0 0 0 o r o 0 0 o r r r r r o 0 0 0 0 0 o r o o J o 0 0 o r 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 o r o o . 0 0 0 0 0 o o r r r o p o 0 0 0 0 0 J o 0 0 0 0 0 0 0 - - - - - - - - - - - - - - - - - - - - a9 0 0 0 0 0 0 0 0 0 0 o r o 0 0 0 0 0 o r J o r o 0 0 0 0 0 0 0 0 -- 0 0 0 0 0 o r o 0 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - S - - - - - - - - - - - - vo 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o a o o r r o 0 0 0 0 o r o 0 0 0 0 0 0 0 0 0 0 - - - - - - - - - - - - - - - - - - - - a9 0 0 0 0 0 0 0 0 0 0 o -- o 0 0 0 o J o o r J o o 0 0 0 0 0 0 0 o a o 0 0 0 0 0 0 0 0 0 tt w 3 tt � 3 tt � N 3 0 0 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 m m � m m � m SUMMARY OF DELAY EVENTS 2019 TTDS Delay Source Segment Segment Limits Number of Total Mean Delay Mean Delay Number From To Length Events Delay Per Event Per Trip (miles) Traffic Signal 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 7 Spanish Main Drive-MM 23.0 East Shore Drive-MM 25.0 2.0 1 000018 000018 000001 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 000001 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.5 24 000931 000024 000020 22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 23 002852 0001:15 000102 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.5 29 001457 000031 000032 Subtotal 157 01:51:49 00:00:43 000400 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 000008 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 000001 19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.5 17 003240 000155 0001:10 20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 2.0 10 001101 000106 000024 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.5 23 003959 000144 000126 22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 4 001550 000357 000034 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.5 3 000236 000052 000006 24 C-905-MM 106.0 County Line Sign-MM 112.5 6.5 12 002353 000159 000051 Subtotal 78 02:22:59 00:01:50 000506 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 000000 19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.5 1 000023 000023 000001 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.5 1 000054 000054 000002 Subtotal 5 00:01:52 00:00:22 000004 Drawbridge Signal 20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 2.0 2 000654 000327 000015 Subtotal 2 000654 000327 0000:15 Construction/Accident/School Bus/ Emergency Vehicle/Special Events 12 7-Mile Bridge(S)-MM 40.0 7-Mile Bridge(N)-MM 47.0 7.0 1 000122 000122 000003 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 000001 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 000100 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.5 3 001446 000455 000032 24 C-905(Flashing Light)-MM 106.0 County Line Sign-MM 112.5 6.5 3 000522 000147 000012 r7=r 17 00:57:28 00:03:23 000203 All Sources TOTAL 259 05:21:02 00:01:14 00:11:28 APPENDIX 2019 Data Collection Schedule A p p E N D x �I JAECOM N cy o� � � ►� N � N ►�I oo � � � N � N w ct zz, Il- M M U Ct O N U w ~ ~ Cz O In w ON N