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BOARD OF COUNTY COMMISSIONERS AGENDA ITEM SUMMARY Meeting Date: August 17, 2011 Division: Growth Management Bulk Item: Yes _ No x Department: Planning Staff Contact Person/Phone #: Trish Smith, 305 304 0412 AGENDA ITEM WORDING: Presentation and discussion of the results from the 2011 US 1 Arterial Time Travel and Delay Study for Monroe County, Florida. ITEM BACKGROUND: The US 1 Arterial Time Travel and Delay Study is used to monitor the level of service on US 1 each year for concurrency management purposes pursuant to Chapter 163, Florida Statutes and Section 9.5-292 of the Monroe County Land Development Regulations. The results of the 2011 Time Travel and Delay Study are summarized below: 1) The adopted Level of Service (LOS) in Monroe County is LOS C. LOS has changed in 7 segments throughout the Keys from 2010 to 2011. a. Big Coppitt LOS D to LOS C b. Saddlebunch LOS C to B c. Sugarloaf LOS C to B d. Cudjoe LOS A to B e. Summerland LOS A to B f. Grassy LOS D to C g. Windley LOS A to C 2) Seven segments had reserve speeds of less than 3 mph (they are close to LOS D). Transportation issues for development applications in the following areas should be given close attention: a. Big Coppitt (MM 9-10.5) b. Big Pine (MM 29.5 to33) c. Grassy (MM 54 to 60.5) d. Lower Matecumbe (MM 73-77.5) e. Tea Table (MM 77.5 to 79.5) f. Upper Matecumbe MM 79.5 to 84) g. Windley Key (MM 84.0 to 86.0) 3) The regression analysis for traffic volumes from traffic counters at MM 30, MM 50, and MM 84 show that traffic volumes are flat in Marathon and Matecumbe and that there is a decrease in traffic volumes on Big Pine Key. PREVIOUS RELEVANT BOCC ACTION: n/a CONTRACT/AGREEMENT CHANGES: n/a STAFF RECOMMENDATIONS: No action required. The results of the 2011 US 1 Arterial Time Travel and Delay Study have been incorporated into the 2011 Public Facilities Capacity Assessment Report which is being submitted to the BOCC in August 2011 for approval. TOTAL COST: n/a INDIRECT COST: n/a BUDGETED: Yes No _ DIFFERENTIAL OF LOCAL PREFERENCE: n/a COST TO COUNTY: n/a SOURCE OF FUNDS: n/a REVENUE PRODUCING: Yes _ No x AMOUNT PER MONTH Year APPROVED BY: County Atty OMB/Purchasing Risk Management DOCUMENTATION: Included x Not Required DISPOSITION: AGENDA ITEM # Revised 7/09 July 15, 2011 Ms. Patricia Smith MONROE COUNTY PLANNING DEPARTMENT 2798 Overseas Highway, Suite 400 Marathon, Florida 33050 Re: 2011 Travel Time & Delay Study — Final Report Dear Ms. Smith: We are pleased to submit five (5) copies of the '201 1 Travel Time Delay Study — Final Report'. The entire report is also presented in the enclosed CD. Should you have any questions, please call me. Sincerely, URS C-orporqion "Southern Raj hanmugairft"' P. E. Project Manager Enclosure URS Corporation 3343 West Commercial Boulevard Suite 100 Fort Lauderdale, FL 33309 Tel 954.739.1881 Fax: 954.739.1789 2011 U.S. 1 ARTERIAL TRAVEL TIME AND DELAY STUDY MONROE COUNTY FLORIDA July 2011 Prepared for: Monroe County Planning Department Prepared by: URS CORPORATION 3343 W. Commercial Blvd. -Suite 100, Fort Lauderdale, Florida 33309 TABLE OF CONTENTS 1. INTRODUCTION.............................................................................. 1 2. MONROE COUNTY LEVEL OF SERVICE (LOS) AND RESERVE CAPACITY ASSESSMENT OVERVIEW ............................................... 2 3. DATA COLLECTION........................................................................ 4 4. FIELD OBSERVATIONS................................................................... 5 5. RESULTS AND DISCUSSIONS.......................................................... 7 6. SUMMARY..................................................................................... 17 TABLES TABLE 1 - U.S. 1 ROADWAY SEGMENTS ................................................. 3 TABLE 2 - U.S. 1 TRAFFIC COUNTS - HISTORIC COMPARISON ................. 8 TABLE 3 - DELAY DATA SUMMARY AND COMPARISON ........................... 14 FIGURES FIGURE 1: U.S. 1 AADT- HISTORICAL COMPARISONS ............................ 9 FIGURE 2: U.S. 1. HISTORICAL TRAFFIC GROWTH - AADT....................... 10 FIGURE 3: AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE........... 12 APPENDICES APPENDIX A - DATA COLLECTION METHODOLOGY APPENDIX B - TRAVEL TIME DELAY DATA APPENDIX C - 2011 TRAFFIC VOLUME SUMMARY APPENDIX D - HISTORICAL COUNT DATA APPENDIX E - 2011 TRAVEL SPEED SUMMARY DATA AND STATISTICS APPENDIX F - COMPARISONS OF HISTORICAL TRAVEL SPEED DATA APPENDIX G - 2011 LEVEL OF SERVICE AND RESERVE CAPACITY APPENDIX H - SUMMARY OF DELAY EVENTS APPENDIX I - 2011 DATA COLLECTION SCHEDULE 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page ii 1. INTRODUCTION The U.S. 1 Arterial Travel Time and Delay Study has been undertaken as part of the ongoing contract between URS Corporation and Monroe County to provide Transportation Planning Services to the Monroe County Planning Department. Monroe County has conducted travel time and delay studies of U.S. 1 on an annual basis since 1991. The data collection for years 1991 through 1996 was conducted by the Monroe County Planning Department, with assistance from the Monroe County Engineering Department, and the Florida Department of Transportation. URS has collected the data for years 1997 through 2011, 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 2011. The U.S. 1 Arterial Travel Time and Delay Study's primary objective is to monitor the level of service on U.S. 1 for concurrency management purposes pursuant to Chapter 163, Florida Statutes and Section 114 of the Monroe County Land Development Regulations. The study utilizes an empirical relationship between the volume -based capacities and the speed -based level of service (LOS) methodology developed for U.S. 1 in Monroe County, by the U.S. 1 Level of Service Task Force. The U.S. 1 Level of Service Task Force is a multi -agency group with members from Monroe County, the Florida Department of Transportation, and the Florida Department of Community Affairs. The methodology established by the task force is a procedure for using travel speeds as a means of assessing the level of service and reserve capacity of U.S. 1 in the unique setting of the Florida Keys. Each member organization of the Task Force has endorsed the methodology. A partial copy of this methodology titled "A Methodology to Assess Level of Service on U.S. 1 in the Florida Keys"- January 1993, is contained in Appendix A. A county -imposed building moratorium results when measured speeds fall below the defined level of service thresholds, as has been on Big Pine Key between 1994 and 2002. Due to the significant role of this study in the County's growth management process, the accuracy of the data collection and the results of this study are quite important. The travel time and delay data were collected by URS. The body of this report summarizes the results and findings of the surveys. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page I 2. MONROE COUNTY LEVEL OF SERVICE (LOS) AND RESERVE CAPACITY ASSESSMENT OVERVIEW U.S. 1 (the Overseas Highway) is the only principal arterial serving people and visitors in the Keys. The unique geography, land use patterns and trip making characteristics of the Florida Keys present a challenge in developing and applying a reasonable and acceptable method to assess LOS. Although U.S. 1 in the Florida Keys is predominantly an uninterrupted -flow, two-lane roadway, its uniqueness warrants an alternative LOS evaluation process found in the Highway Capacity Manual. A uniform method was developed in 1993 and amended December 1997 by the U.S. 1 Level of Service Task Force to assess the level of service on U.S. 1. The adopted method considers both the overall level of service from Key West to the mainland, and the level of service on 24 selected segments (See Table 1). The methodology was developed from basic criteria and principles contained in Chapter 7 (Rural Multilane Highways), Chapter 8 (Rural Two -Lane Highways) and Chapter 11 (Urban and Suburban Arterials) of Highway Capacity Manual. The methodology establishes a procedure for using travel speeds as a means of assessing the level of service and reserve capacity of U.S. 1 in the unique setting of the Florida Keys. The travel speeds for the entire 108-mile stretch of U.S. 1 and the 24 individual segments are established by conducting travel time runs during the peak season. The peak season, for the purpose of this study, has been established by the task force as the six -week window beginning the second week of February and ending the fourth week of March. Overall speeds are those speeds recorded over the 108-mile length of the Keys between Key West and Miami -Dade County. Overall speeds reflect the conditions experienced by long distance trips or traffic traveling the entire length of the Keys. Given that U.S. 1 is the only principal arterial in unincorporated Monroe County, the movement of long distance traffic is an important consideration. Both Monroe County and the FDOT have adopted a LOS C Standard for U.S. 1. Further, 45 mph has been adopted as the LOS C Standard for the entire length of U.S. 1 regardless of the posted speed limits. Under the adopted growth management process if the overall LOS for U.S. 1 falls below the LOS C Standard, then no additional land development will be allowed in the Florida Keys. Segment speeds are the speeds recorded within individual links of U.S. 1. The segments were defined by the Task Force to reflect roadway cross -sections, speed limits, and geographical boundaries. Segment speeds reflect the conditions experienced during local trips. Given that U.S. 1 serves as the "main street" of the Keys, the movement of local traffic is also an important consideration on this multipurpose highway. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 2 TABLE 1 U.S. 1 ROADWAY SEGMENTS SEG NO. APPROXIMATE MILE - MARKER Beginning Ending CONTROL POINTS Beginning Ending KEY(S) 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 Sign I Key Largo, Cross Key NOTE: (N) and (S) refer to the north and south side of the bridges respectively A comparison of average posted speed limits and the average travel speeds for individual segments leads to the level of service on the respective segments along U.S. 1. The difference between the segment travel speeds and the LOS C Standard is called reserve speed. The reserve speed is converted into an estimated reserve capacity of additional traffic volumes and corresponding additional development. If the travel speed falls below the LOS C Standard, additional trips equivalent to 5% of LOS C capacity are allowed, to accommodate a limited amount of land development to continue until traffic speeds are measured again next year or until remedial actions are implemented. The segments of U.S. 1 that fall below the LOS C Standard are candidates for being designated either backlogged or constrained by FDOT. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 3 3. DATA COLLECTION The travel time, delay, and distance data were collected by URS staff. A summary of the data collection methodology and the data collected is presented in Appendices A and B respectively. The data were recorded by date, day of the week, time of the day, and direction. The field data collection took place between February 28, 2011 and March 13, 2011. The results are included in Appendix B. Fourteen (14) round trips were made to successfully complete the twenty-eight (28) required northbound and southbound runs. These runs represent a sample of two runs of each day of the week. Every one of the twenty-eight travel time run data sheets was quality checked. The seven-day, 24-hour traffic data were collected in Islamorada, Marathon, and Big Pine Key from February 27 2011 to March 5 2011, concurrently with the travel time runs. The volume data are provided in Appendix C. The field studies employed the staggered schedule of departure times previously approved by the Task Force so as to capture peak hour conditions in as many different locations as possible during the approximately 2.5-hour one-way trip between Key West and the mainland. The staggered schedule of departure time also helps to capture the varied trip purposes and time frames within the Keys. For example, the 1:45 pm departure time from Florida City helps to capture the evening peak traffic condition in the lower keys and non -peak conditions in the rest of the keys. Alternatively, the 3:15 pm departure time from Florida City helps to capture the evening peak traffic conditions in the upper keys and non -peak conditions in the rest of the Keys. The 2011 field data collection timetable is included in Appendix I. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 4 4. FIELD OBSERVATIONS Traffic Signals There are 18 traffic signals in operation along the U.S. 1 study corridor: LOCATION MILE MARKER (MM) SEGMENT College Road 4.4 1 Cross Street 4.6 1 McDonald Avenue 4.8 1 Crane Boulevard 19.5 5 Key Deer Boulevard 30.3 10 33Id Street / School Crossing 48.5 13 Sombrero Beach Road 50.0 13 107th Street 52.4 13 109th Street 52.5 13 Pedestrian Crossing 53.0 13 Key Colony Beach Causeway 53.5 13 Coco Plum Drive 54.0 13/14 Woods Avenue / School Crossing 90.0 21 Sunshine Road 90.5 21 Ocean Boulevard 91.5 21/22 Atlantic Boulevard 99.5 22/23 Tradewinds 101.0 23 Pedestrian Crossing 105.0 23 As was done in the past, for the pedestrian signals at MM 53, and MM 105, only a partial impact of the signal was considered. The signal delays for segments with signals at the end/beginning, such as Cocoa Plum Drive, Ocean Boulevard and Atlantic Boulevard intersections, are shared between the two segments. The three closely spaced traffic signals in Stock Island (Segment 1) were observed to experience less delays compared to last year. Both the number of delay events (18 this year vs. 20 last year) and the delay time (6 minutes and 6 seconds this year vs. 7 minutes last year) caused by these signals have slightly reduced, but not to the extent it was in 2009 (7 delay events totaling 1 minute and 54 seconds). The five traffic signals and the two pedestrian signals in Marathon (Segment 13) were observed to experience more delay events (47 this year vs. 41 last year) with increase in delay (20 minutes and 4 seconds vs. 18 minutes and 36 seconds) compared to last year. Segment 1 and Segment 13 are defined as interrupted segments, meaning that interruptions such as signals are expected. The changes in delay time due to these signals may not significantly influence the individual segment operating conditions because they are designated as having interrupted flow conditions, however; it does have an effect on the overall travel speeds. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 5 Traffic Counts Mechanical traffic counters and hoses were installed on February 27, 2011 at the following locations: • Upper Matecumbe, on the south side of the Whale Harbor Bridge (MM 84) • Marathon, in front of McDonalds (MM 50) • Big Pine Key, on the south side of the North Pine Channel Bridge (MM 30). The traffic volumes during the 2011 study period were found to be lower than the 2010 study period traffic volumes. On Big Pine Key additional traffic volume data were collected, at the request of Monroe County, for a variety of purposes. The data indicate localized differences in traffic volumes throughout U.S. 1 in the island of Big Pine Key. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County 177 Page 6 5. RESULTS AND DISCUSSIONS Traffic Volumes U.S. 1 is predominately a four -lane facility in Marathon and a two-lane facility in Upper Matecumbe and Big Pine Key. Seven-day continuous traffic counts recorded at three locations along U.S. 1 yielded the following average daily traffic (ADT) and annual average daily traffic (AADT) volumes for 2011. These volumes for 5-day and 7-day are averages of the raw volumes counted. The volumes have been adjusted using 2010 seasonal and axle factors to estimate the 2011 AADT's. The traffic counts recorded between February 27 and March 5, 2011 has been included in Appendix C. Location 5-Day ADT 7-Day ADT AADT Big Pine Key (MM 29) 20,468 20,070 17,684 Marathon (MM 50) 32,156 31,097 27,782 Upper Matecumbe (MM 84) 24,326 24,508 21,017 The average weekday (5-Day ADT) and the average weekly (7-Day ADT) traffic volumes, compared to last year's data, at Marathon. Upper Matecumbe and Big Pine Key traffic volumes have decreased in 2011. However, the AADT have increased (except in Big Pine Key) due to higher seasonal factor recorded by FDOT compared to previous year. A detailed historical comparison of the U.S. 1 traffic counts for the period 1993 to 2011 is presented in Appendix D. A comparison of the most recent seven years of data is presented on Table 2 and represented graphically in Figure 1. U.S. 1 historical traffic growth is depicted in a regression analysis graph in Figure 2. A linear regression analysis of the AADT at each of the three locations over the last eighteen years indicates that statistically there is virtually no overall traffic growth within the last 18 years at the Marathon and Upper Matecumbe count locations, whereas the traffic volumes at the Big Pine Key count location have decreased. Overall Speeds 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 Dade County. Overall speeds reflect the conditions experienced during long distance or through trips. Given that U.S. 1 is the only principal arterial in Monroe County, the movement of through traffic is an important consideration. The levels of service (LOS) criteria for overall speeds on U.S. 1 in Monroe County, as adopted by the Task Force, are as follows: LOS A 51.0 mph or above LOS B 50.9 mph to 48 mph LOS C 47.9 mph to 45 mph LOS D 44.9 mph to 42 mph LOS E 41.9 mph to 36 mph LOS F below 36 mph Both Monroe County and the FDOT have adopted a LOS C standard for U.S. 1. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 7 N LU J m Q H z O U) a a O U J Q U_ w O F- U) H z D O U U_ LL LL 9 F- r 0 0 0 0 0 0 0 C(6 00 N 00 O00 � � � C00 N C00 � U O O O C= O I� 00 I� O N 00 O 't CD I— N CD 00 ti 0 CD I— O 00 CD LO O) O 00 rl N C) O LQ O U OCV OCV N N N — co N c O o o0 0 C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C6 - co ~ 6) N co O C00 O � N N �p CO LO Ld N LCj O O N LO N co 00 I,- 00 co LO 00 00 C ) O CD 00 00 LC7 LC7 LC7 Qz LC7 U CD O — (� C07 N N N — (ll O o 0 o 0 00 0 0 0 0 0 0 0 0 0 0 0 Cc6 00 — N Cb N C-qO 6) C I� 00 00 O N O O � U , O N O — C!j O N O N N CD O co 00 CD LOC LO 00 O) O ) 00 00 =3 O N Qz Qz 7 N O O O LQ N CD— Qc) coo C14 co co N co N co N 00 — N 0 0 0 0 0 0 0 o 0 0 0 0) 0 CC N 00 co C7 co C7 (�7 OHO OHO I� co O) co O) 6) 6) CD 00 00 c9 00 00 co O O N N O 00 � O ('7 O N O O U N CDD C C�7 ('� N N N 6) o 0 0 o 0 0 0 o �CD CY) ti 00 - � c L U CYj CO 00 Il- O N LO O LO N N C) CD LO C C) LO _ C7 LO =3 O N LC� N I� 00 LC� 6) U N N OCV C07 C7 N N ONO N (ll O o 0 0 0 0 0 0 0 0 0 0 0 0 0 Cc6 C Qc) ONO 00 C07 CD CD 6) N CD 00 O) U r-_: 00 00 Ld r-_: ti � C7 CV CD 0 0 N LO 00 N CD C LO O) O) 00 00 LO O - Qz O Cf ao G rn rn U N N 00 C�7 C�7 N N N 6) o 0 0 C C C 0 0 0 0 Cc6 LC� N LCj (N7 N 6) 00 00 Ln c- U Ld Ld o C? ~ N O 0 0 N 00 LO LO N O C7 I— O 00 O 00 O 00 O) N O C7 rl 00 - O O) CD 6) U N N O co co co N N N N co 0) co w 0 co 0) co 0)y E co a) co a) a o� o� o oc oco o Q� oCo oCo o > i > i > i > �� i > i > 'm LO Q r- LO r- LO r Q ;t tt, t, { 7 &S, Z c/o/� oil����������UU� V/ Ui S] t t, C 13 ) t. t.S,. I1i'r'I li i itil t ii{ r , , p=7ttJ tt) t) �� �i �t'l� I tlt lt,'i3i i114 ilia{5�=��ii��,� i�iil) sy CY t� �9 iillriNwIll} t�lh�i�1, ; �) tr 4r, C) C7 ni C) l57 cli t, �t. is , 674 i)i t;11 )j�l�s� �i11i4444yti4'ly'ii rl " +',i............ � p ins ai t �t S .. ) t , rt Lf) t'f1s���ii�J�J14J)ll��,����,����������lJlJlr,4hf, l�st� 1,��,,?t4,Aii11S?4,,;+>>1�1{�1s',{lSit's,41�t1si?,SZS{#ltits?1),Iltt;�ltri�, C] , C) C) C) C) C) C) C) C) � � � � � Cl Cl LO C) LO Cl r Cl LO m 1(]VV - own IOA aWeJI R c r I F CV r I � CV CFI CV LU J C t7 CV i N E E Q N > e LO V C7 0 �a C3 II CV CV (Y) J [] C V CV i 0 0 j� V) ►A� y y � CV z z CV i 0 r i O O 4? CO r o 4w L Q I`- a� _ O 4? a C5I e LC) CO m u CSI m m I^ LO 0) CSI rsI c7 c7 c7 c7 c7 c7 c7 c7 c7 � u c7 c7 c7 c7 c7 c7 c7 c7 c7 C7 0 C7 C7 C7 C7 C7 C7 C7 CV 0 00 (0 It CV 0 00 (0 Cri Cri CV CV CV CV CV r r k (ARPruOn) land Li The median overall speed during the 2011 study was 47.1 mph, which is 0.2 mph higher than the 2010 median speed of 46.9 mph. The mean operating speed was 46.9 mph with a 95% confidence interval of plus or minus 0.5 mph. The mean and median speeds correspond to LOS C conditions. The highest overall speed recorded in the study was 48.7 mph (0.3 mph higher than the 2010 highest overall speed of 48.4 mph), which occurred on Friday, March 11, 2011 between 4:00 p.m. and 6:30 p.m., in the northbound direction. The lowest overall speed recorded was 41.9 mph (0.8 mph lower than the 2010 lowest overall speed of 42.7 mph), which occurred on Monday, March 7, 2011 between 1:45 p.m. and 4:15 p.m. in the southbound direction. The 2011 travel speed data is summarized in Appendix E. Speed comparisons to previous years are provided in Appendix F. Segment Speeds Segment speeds are the speeds recorded within individual links of U.S. 1. The segments were defined by the Task Force to reflect roadway cross -sections, speed limits, and geographical boundaries. Segment speeds reflect the conditions experienced during local trips. Given that U.S. 1 serves as the "main street" of the Keys, the movement of local traffic is also an important consideration on this multipurpose highway. The level of service criteria for segment speeds on U.S. 1 in Monroe County depends on the flow characteristics and the posted speed limits within the given segment. The criteria, listed by type of flow characteristic, are explained in Appendix A, and summarized below. Interrupted Flow LOS A Z 35 mph LOS B Z 28 mph LOS C Z 22 mph LOS D Z 17 mph LOS E Z 13 mph LOS F <13 mph Uninterrupted Flow LOS A 1.5 mph above speed limit LOS B 1.5 mph below speed limit LOS C 4.5 mph below speed limit LOS D 7.5 mph below speed limit LOS E 13.5 mph below speed limit LOS F more than 13.5 mph below speed limit For all "uninterrupted" segments containing isolated traffic signals, the travel times were reduced by 25 seconds per signal to account for lost time due to signals. The Marathon and the Stock Island segments are considered "interrupted" flow facilities. Therefore, no adjustments were made to travel times on these segments. The segment limits, the median travel speeds, and the 2010 and the 2011 LOS are presented in Appendix G and shown on Figure 3. The median segment speed ranged from 58.4 mph (LOS A) in the Boca Chica segment to 33.7 mph (LOS B) in the Stock Island segment. The level of service determined from the 2011 travel time data yield the following level of service changes as compared to 2010 data: 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 11 NOD 'I TOE-soll\I TOE\kiNnOl 30HNOW\:i Ad Lm:69:E 7107/92/9 LOS A (0) LOS B (4) LOS C (3) LOS D (0) LOS E (0) (+) Saddlebunch (4) (+) Big Coppitt (3) (+) Sugarloaf (5) (+) Grassy (14) (-) Cudjoe (6) (-) Windley (20) (-) Summerland (11) Compared to last year's (2010) study results, there is level of service changes to seven (7) segments — four (4) resulted in positive level of service changes while three (3) resulted in negative level of service changes. • The Big Coppitt segment (3) increased from LOS `D' to LOS `C' • The Saddlebunch segment (4) increased from LOS `C' to LOS `B' • The Sugarloaf segment (5) increased from LOS `C' to LOS `B' • The Cudjoe segment (6) decreased from LOS `A' to LOS `B' • The Summerland segment (11) decreased from LOS `A' to LOS `B' • The Grassy Key (Segment 14) increased from LOS `D' to LOS `C' • The Windley Key (Segment 20) decreased from LOS `A' to LOS `C' Compared to 2010, the median segment speeds increased in thirteen (13) of the 24 segments ranging between 0.1 mph to 3.4 mph. Eleven (11) segments experienced a decrease in median speeds, ranging from 0.1 mph to 3.2 mph, compared to last year's data. The biggest difference in speed change was observed for segment 20, the level of service changed from an `A' to a V. Detailed summary tables of these measured travel speeds by day, segment, and fourteen -day average are contained in Appendix E. Delay A delay event occurs whenever the speed of the test vehicle fell below 5 mph. The delay event continues until the test vehicle's speed rose to 15 mph. During the study, the observers encountered a total of 141 separate delay events (a 17.5% decrease compared to the 2010 study). Eleven (11) of these delay events totaling 1 hour 17 minutes and 27 seconds were excluded from the overall travel times and the segment travel times. The excluded delays were caused by nonrecurring events such as accidents and roadside construction. In addition to these eleven nonrecurring delay events, 2 drawbridge delay events were also excluded during this year's travel times (15 minutes and 5 seconds). However, the drawbridge delay events are accounted in calculating the overall travel speeds. A detailed listing of the specific sources of delay is included in Appendix H of this report. A summary of the delay data, compared to last year's data, is provided in Table 3. The mean delay per trip is the total delay recorded for a given source divided by the study's 28 one-way trips. The mean delay per trip is found to be 5 minutes and 16 seconds (1 minute and 11 seconds decrease compared to the 2010 data). 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 13 TABLE 3 DELAY DATA SUMMARY AND COMPARISON Delay Source Number of Events 2011 (2010) Total Delay 2011 (2010) Excluded Time 2011 (2010) Mean Delay Per Event 2011 (2010) Mean Delay Per Trip 2011 (2010) Traffic Signals 118 123 00:46:14 00:58:58 00:00:00 00:00:00 0:24 0:29 1:39 2:06 Drawbridges 2 0 00:15:05 00:00:00 00:15:05 00:00:00 7:32 0:00 0:32 0:00 Congestion 9 15 00:08:36 00:25:38 00:00:00 00:00:00 0:57 1:43 0:18 0:55 Left Turns 1 17 00:00:11 00:06:18 00:00:00 00:00:00 0:11 0:22 0.00 0:14 School Related 0 1 00:00:00 00:03:41 00:00:00 00:00:00 0.00 3:41 0.00 0:08 Construction 5 13 00:28:09 00:57:26 00:28:09 00:55:34 5:38 4.26 1:00 2:03 Accidents 6 2 00:49:18 00:28:42 00:49:18 00:28:42 8:13 14:21 1:45 1:02 Total 141 171 1 02:27:33 03:00:43 01:32:32 01:24:16 1:03 1:03 05:16 06:27 Signal Delays The largest single recurring delay source along U.S. 1 in Monroe County is traffic signals. During the 2011 study 118 (84%) out of 141 delay events were caused by signals which is 12% higher than the 2010 study. The signal delays accounted for 46 minutes and 14 seconds (31 % of total delays). The mean delay per event for signals in segments 10, 13, 14 and 22 are higher than the LOS C threshold value of 25 seconds, which is the signal impact discounted in the methodology. The signal on Big Pine Key segment (Segment 10) caused 14 (11%) signal delay events accounting for 4 minutes and 42 seconds, which is similar to last year's total of 4 minutes and 57 seconds. The signals on Marathon segment (Segment 13) were the most significant, causing 47 signal delay events (6 more than last year) accounting for 20 minutes and 4 seconds (43% of the total signal delays), which is almost 2.5 minutes more than the 2010 signal delays in this segment. The mean delay per event at the Marathon signals was higher than the 25 seconds threshold at 26 seconds. The mean delay per trip was also higher than the 25 seconds threshold at 43 seconds. Accident Delay The accident delays, although nonrecurring were the largest delay events during the 2011 study. There were 6 accident delays recorded during the 2011 study accounting for 49 minutes and 18 seconds. The accident delays accounted for 33% of the total delays. The accident delays were excluded from the overall and segment travel time. Turning Vehicles Delay There was only 1 left -turn delay amounting to 11 seconds during this year's study; a significant reduction from last year's 17 delays at 6 minutes and 18 seconds. Draw Bridge Delay Since the reconstruction of the Jew Fish Creek Bridge, the bridge across the Snake Creek is the only bridge along the entire length of U.S. 1 in Monroe County that causes drawbridge delays. The Snake Creek Draw Bridge (between Segments 20 and 21) created 2 drawbridge related delay during this year's travel time runs, totaling 15 minutes and 05 seconds. The drawbridge delays were excluded from the segment travel time but included in the overall travel time. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 14 Congestion Delay There were nine (9) congestion related delays events this year totaling 8 minutes and 36 seconds. The congestion delay events contributed an average of 57 seconds of delay per trip, which is similar to last year's average congestion delay per trip of 55 seconds. Construction Delay The construction delay was the third largest delay event. During the 2011 study there was on -going construction at the following segments: 1. Tavernier (Segment 22) 2. Key Largo (Segment 24) The five (5) construction delay events accounted for 28 minutes and 9 seconds in 2011. This is a decrease from 2010 construction delays accounting for 57 minutes and 26 seconds. The construction delay reduction is partly due to the completion of road work along Cross and Grassy Keys. There was construction at around MM 53 in Marathon; most of the delays in this area were recorded as either congestion or signal delay due to combined effect of the delays. The ongoing construction in Big Pine Key did not cause any delays; it may have caused reduction in travel speeds without causing any delay events. Speed Limit 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 tend to travel at reduced speeds to comply with the speed limits, whereas the overall LOS C threshold is set at 45 mph regardless of the speed limit changes. For these reasons, the posted speed limit is an important component in this study. A large part of the traffic in Monroe County consists of tourist travelers, who generally tend to have a leisurely driving style. The traffic also tends to include a large number of recreational vehicles. Combined with some slow moving heavy vehicles, the travel speeds tend to go below the speed limits when there are no opportunities for faster moving vehicles to pass. Such impacts are evident on 14 of the 24 segments operating below the weighted average posted speed limits as noted in Appendix G; it is a slight improvement from last year's data, which had 16 segments operating below the speed limit. Reserve Capacities The difference between the median speed and the LOS C Standard gives the reserve speed, which in turn can be converted into an estimated reserve capacity of additional traffic volume and corresponding additional development. The median overall speed of 47.1 mph compared to the LOS C standard of 45 mph leaves an overall reserve speed of 2.1 mph. This reserve speed is converted into an estimated number of reserve trips using the following formula: Reserve Volume = Reserve Speed x k x Overall Length Trip Length Reserve Volume = 2.1 mph x 1656 daily trips/mph x 112 miles 10 miles Reserve Volume = 38,949 daily trips 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County UM Page 15 The estimated reserve capacity is then converted into an estimated capacity for additional residential development, assuming balanced growth of other land uses, and using the following formula: Residential Capacity = Reserve Volume Trip Generation Rate x % Impact on US 1 Residential Capacity = 38,949 daily trips 8 (daily trips / unit) x 0.8 Residential Capacity = 6,086 units Applying the formula for reserve volume to each of the 24 segments of U.S. 1 individually gives maximum reserve volumes for all segments totaling 97,064 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 resulting flexibility will allow a limited amount of additional land development to continue until traffic speeds are measured again next year or until remedial actions are implemented. These segments are candidates for being designated either "backlogged" or "constrained" by FDOT. In 2010, there were 4 segments identified to be functioning below the LOS C threshold. Based on this year's results, the L. Matecumbe (Segment 17), and Tea Table (Segment 18) continue to function below the LOS C threshold; the other two segments - Big Coppitt (Segment 3), and Grassy (Segment 14) have improved to LOS C. The L. Matecumbe (Segment 17) and Tea Table (Segment 18) however, has reserve capacity within the 5% allocation. A detailed summary table displaying level of service and reserve capacity values for each segment is contained in Appendix G. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 16 6. SUMMARY The following is a summary of the 2011 Travel Time and Delay Study results: a) The traffic volumes recorded at Big Pine, Marathon and Upper Matecumbe segments have decreased as compared to the traffic volumes during the 2010 study. However, the calculated AADT volumes have increased (except in Big Pine Key) due to higher seasonal factor recorded by FDOT compared to previous year. b) The overall travel speed on U.S. 1 for 2011 is 0.2 mph higher compared to the 2010 overall travel speed. c) Compared to 2010 data, the travel speeds on 11 of the 24 segments have decreased. They are: - Stock Island (-0.3 mph) - Duck (-0.3 mph) - Sugarloaf (-1.3 mph) - Long Key (-0.9 mph) - Cudjoe (-0.3 mph) - Tea Table (-0.4 mph) - Big Pine (-1.0) - Windley (-2.9 mph) - Bahia Honda (-0.4) - Key Largo (-1.0 mph) - Marathon (-0.3 mph) The Windley Key segment experienced a noticeable drop in speed due to residual effect of the draw bridge operation at the Snake Creek. Travel speeds on 13 segments have increased. They are: - Boca Chica (+1.1 mph) - Big Coppitt (+2.1 mph) - Saddlebunch (+0.5 mph) - Summerland (+0.1 mph) - Ramrod (+1.0 mph) - Torch (+1.5 mph) - 7-Mile Bridge (+1.3 mph) -Grassy (+4.1 mph) - L Matecumbe (+0.4 mph) - U Matecumbe (+0.5 mph) - Plantation (+0.2 mph) - Tavernier (+1.1 mph) - Cross (+1.7 mph) d) Compared to last year's (2010) study results, there are LOS changes in seven of the 24 segments. - Big Coppitt segment (3) increased from LOS `D' to LOS `C' - Saddlebunch segment (4) increased from LOS `C' to LOS `B' - Sugarloaf segment (5) increased from LOS `C' to LOS `B' - Cudjoe segment (6) decreased from LOS `A' to LOS `B' - Summerland segment (11) decreased from LOS `A' to LOS `B' - Grassy Key (Segment 14) increased from LOS `D' to LOS `C' - Windley Key (Segment 20) decreased from LOS `A' to LOS `C' e) There were a total of 141 delay events, 11 of which were excluded due to their non -recurring nature. The delays due to traffic signals were the largest recurring delay -causing event this year. The traffic signals caused 118 delays, totaling 46 minutes and 14 seconds. The signals caused on average a 1 minute 39 seconds delay per trip, which is 29 seconds less compared to 2010. Apart from slight reduction in traffic volumes, the reduction in signal delays are partly due to the use of new signal controller technology and efficient signal timing controls being routinely implemented by the County Engineering Department. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 17 f) Since the reconstruction of the Jew Fish Creek Bridge, the bridge across the Snake Creek is the only bridge along the entire length of U.S. 1 in Monroe County that causes drawbridge delays. The Snake Creek Draw Bridge (between Segments 20 and 21) created 2 drawbridge related delay during this year's travel time runs, totaling 15 minutes and 05 seconds. The drawbridge delays were excluded from the segment travel time but included in the overall travel time. g) The accident delay was the third largest delays accounting for 28 minutes and 42 seconds. The accident delays were excluded from the overall and segment travel time. h) The construction delay was the third largest delay event. During the 2011 study there was on -going construction at the following segments: Tavernier (Segment 22) Key Largo (Segment 24) The five (5) construction delay events accounted for 28 minutes and 9 seconds in 2011. This is a decrease from 2010 construction delays accounting for 57 minutes and 26 seconds. The construction delay reduction is partly due to the completion of road work along Cross and Grassy Keys. There was construction at around MM 53 in Marathon; most of the delays in this area were recorded as either congestion or signal delay due to combined effect of the delays. No delays were recorded related to ongoing construction in Big Pine Key; it may have had an affect on the travel speeds without causing any delay events. i) There were nine (9) congestion related delay events this year totaling 8 minutes and 36 seconds. The congestion delay events contributed on average 57 seconds of delay per trip, which is similar to last year's average congestion delay per trip of 55 seconds. j) Segments with reserve speeds of less than or equal to 3 mph should be given particular attention when approving development applications. This year, there are seven segments of U.S. 1 in this category, one less than last year. - Big Coppitt (MM 9.0 — MM 10.5) - Big Pine (MM 29.5 — MM 33.0) - Grassy (MM 54.0 — MM 60.5) - L Matecumbe (MM 73.0 — MM 77.5) - Tea Table (MM 77.5 — MM 79.5) - U. Matecumbe (MM 79.5 — MM 84.0) - Windley (84.0 — 86.0) Two contiguous segments in the lower keys, Saddlebunch (MM 10.5 — M 16.5) and Sugarloaf (MM 16.5 — MM 20.5), north of the Big Coppitt (MM 9.0 — MM 10.5) have been removed from this year's list compared to last year's list. Windley (MM 84.0 — MM 86.0) is the new segment on this year's list, which makes up a 13 mile (MM 73.0 — MM 86.0) stretch of U.S. 1 in the upper keys that is of critical concern. 2011 - U.S. I Arterial Travel Time and Delay Study Monroe County Page 18 APPENDIX A DATA COLLECTION METHODOLOGY 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 U.S. 1 between Stock Island and the Dade County line to within 325 feet, or to within 0.03 mile per hour (mph) of the 45 mph standard for LOS C. Floating Car Method and Passing Score The study employed the floating car method, whereby under ideal conditions the test vehicle passes and is passed by an equal number of vehicles (i.e. "goes with the flow"). A passing score was recorded for each segment to document the extent to which this objective was accomplished. Positive scores indicate the number of excess vehicles the test car passed; negative scores indicate the number of excess vehicles that passed the test car; and zero indicates an even balance. The overall passing score consists of the sum of the segment scores. The passing score provided an objective measure of the traffic flow, allowing the driver to adjust the test car speed accordingly. In the event that the traffic flow was higher than the posted speed limit, as was frequently the case in the Dade County and Boca Chica segments, the test car also traveled above the speed limit. Vehicles turning on or off U.S. 1 were omitted from the passing score. Employing the floating car method in two-lane segments was fairly straightforward, where the observers frequently encountered platoons of sufficient size to discourage or prohibit passing. When positioned at the rear or in the middle of a platoon, the observers simply traveled with the pack. When positioned as the lead car, the observers avoided delaying the platoon yet kept the platoon within sight. On two-lane segments the observers occasionally encountered stopped vehicles waiting to turn left, raising the question of whether the test vehicle should leave the lane or paved road surface and pass to the right of the stopped vehicle. When the vehicles ahead of the observers passed to the right of the stopped vehicle, then the observers did also. However, when the test car was the lead car in the platoon, the observers only passed on the right if they could do so without leaving the paved roadway. Within four -lane segments with light congestion, the observers often encountered traffic traveling in the right lane at or below the posted speed limit, while there was little or no traffic in the left lane. Rather than "floating" below the speed limit in the right lane or traveling at the maximum possible speed in the left lane, the observers traveled at the posted speed limit, which resulted in passing score as high as +10. Thus, in these cases, a passing score of zero is undesirable, since the corresponding speed would fail to reflect the availability of the vacant passing lane. Within four -lane segments with moderate or heavy congestion, the observers often encountered separate platoons in the right and left lanes, with the left lane typically moving at a faster speed. Rather than continuously changing lanes to achieve a passing score of zero, the test car "floated" in the faster of the two platoons, which also yielded high passing scores. Platoon Size 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. Treatment of Delay 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. ULViIN 111:IQ11671coltTaCO7_F".IN 9 &IINVA; Ime] M;I UVAIN9 N01to&Zi■I01i9:INIaIW VI17TI114W&I 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 let 16119:?TT01 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. R. E. De Arazoza D. S. Macleod METHODOLOGY Considering the types of trips served by US-1, it was decided to conduct travel time and delay runs to cover both the entire length of US-1 from Key West to the Monroe/Dade County Line (mainland) and for each segment of the highway along the way. Twenty-four segments were selected as depicted by 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). R. E. De Arazoza D. S. Macleod The median value was also selected, instead of the average, to avoid the influence of extremely high or low speed value at either end of the survey population. The process up to this point provided median travel speeds. The question then became, what LOS 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. APPENDIX B TRAVEL TIME DELAY DATA — — — — — — — — — — — — — — — — — — 04 0 0 M in II (D (D 00 rl- C*4 IN Cl) Cl) LO 0 C) �; 0 N. . I? 1p 0) (D CD 0 C) 2 m 4) c (D 0 0 C) 0 C) co 0 0 u E C) U) w < co > 0 a) CIL c"I w c LL EI ol II CO 0 C) w 0 a- 0 UL Cn 11 M :3 -0 0) 00 Lr) o c) F- 3: , , "I I ' lql (0 (D U) cq ,I: CO Ci CR Pl� OR'l C\! cq ';� 114: . . . 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V 0 LU � Y Lu Z a `` Z o GL LO m O O N O O n N O O O O O N O n N LO N S3wnlOA AiunOH N Q o Y Y y Y y Q 6 O Z � Q ail � QO WIyT TO KEY WEST 4 - 10 TO MARATHON m O Q O w N W c7 a z d N av } z a W z m x Y V V Z w O Z IL x F- O Z 2011 1 EXHIBIT 1-1 TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 - SUNDAY TO KEY WEST ♦- — 10 TO MARATHON 0 ca a O m F- W 2 13 Z 2 W N W O 0 Z QQ a W a z m 2 Y � V U Z W uj O Z a 2 O Z 2011 1 EXHIBIT 1-2 TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 - MONDAY TO KEY WEST 4 10 TO MARATHON lL Lu 0 Lu °o: m 0 a o JLu fA Lu0 W Q U 0 z N 6z z In V V z w Vj 0 z a x f- o: 0 z 2011 1 EXHIBIT 1-3 TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 - TUESDAY TO KEY WEST 4 10 TO MARATHON m 0 Q O i w x z x C9 z y W n } z on Y V V Z w Vj 0 Z a x 0 z 2011 1 EXHIBIT 14 TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 - WEDNESDAY TO KEY WEST 4 - 10 TO MARATHON 0 m Q p OJ OZO J f- w = z x U) W 0 z n Z uai z¢ w z m x Y C.)0 Z W yf 0 Z a x 0 z 2011 1 EXHIBIT 1-5 TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 - THURSDAY TO KEY WEST 4 TO MARATHON 1 13 co Q O to0 w 2 13 z x cow O z O >- z N z a w z m 2 Y 0 U U z w uj O z a x O z 2011 EXHIBIT 1-6 TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES MONROE COUNTY, FLORIDA I US 1 - FRIDAY TO KEY WEST 4 10 TO MARATHON w w p o p w m O Q p J w z x z d 0 z ai w z m S Y O V V Z w uj O Z J a x tea' O z 2011 EXHIBIT 1-7 TRAVEL TIME DELAY STUDY TWO WAY DAILY VOLUMES MONROE COUNTY, FLORIDA I US 1 - SATURDAY APPENDIX D HISTORICAL COUNT DATA w�� mom o mm N N oY N L U O'... O' _ N N C W Cl! -M NC'm O(O U NN m m NN d m m e -Ie e e m m o m m r N iLO M: N® ((D L eV f9 N U r r T 0 0 N M W n m n m m vO CA m n wr UCo NNW N NN N N 0) d o N N m m ®: (Ctl L U m M V V V V' m' N (n V M p C1 O O _ N C � c O h r 0 c� (D W VN N N N N N NLl d OD C m o o e a a a e a w co Cl) L Nmm m m C 09 U) M W W O N (O M m U) T (o ro'',. ti N v U NNM. N m M N N N a C(l9 N a N N N W m r M L C1 m or C : N m (mD n 0 W O O 0 U N N r m N m V M M N (D N Ci lD N N M N d a a a m m o o m N (pp U N V eV N N M N (O B+ lND n m o C h N O OM of Om1 N OWD M T N .00) co am0 N V' m U N N M N N N V) C14 N d mmm o00 oao o� mm W�( ®tea Nam r N q W M Y rT r m U m os C O m m O 0) Y ti W Cl) N V m (ND mcy W H O O U N N M M N cli N N N N py M a a o o 0 m a C o m N n m N m m m O O ( CD :M O)..... N L C7 hl O u7 m U CO Cl)N D) (O .4 Oi g C M lD m W n m O M N77 ONi o N ' U N N N N N N M M N d m m m o o e o 0 0 rN O N n I� m �p U C) 4O 19 m L9 (D 00) 0 m _ ON m W N W Cl) 7 m VV m h 'DD eepp T V ('N OD m m O U N N. n M M N N N W N M C r M m m m N N (WD M M Cl m O U M C') R '., C) n N coO) N N M M N N N r d rn 9 rn a E rn m N T 1 7 Lu W a¢o a¢❑ „ aa❑ 0 a❑❑� ❑�' ❑ �❑❑� I I I I p l: I ro (n n (n n 06 (n n d e C e o 0 0 0 0 o O m N m m o (a m N m CR n ro (R N (D U 0 0 0 0-0 r� 00 f- O N m O m n N m m n VV C m C n M VO1 O 8 n M N N N N M N N dQd m. a a to o a o C o l0 m n N m �., m I n N V' N m m O (b t(l p L N N f® (Q N lry :eV r ui 0 N '...m N Cl)m n m 7 W C 7 (mD m: m N N N m U M N (V M N N N r CA, m m e m m m e Cl a C m® �f m m I- V Cl)M O N L r. O (V C? I,- r m M r N o U I 0 N N m 0 '... M W r m (!3 C O N fWD fmD Cl O ® O N U N N m M cq N N N m m d C c m o��qq a e o o m L m M coM m� W Om1 C9 m 0 o N C m N m o V' m m V W o O U v N ro N M m ',,. V N r N N v N N m CD o e m v a o D o m n U 0 N m C N M N ti WV� m V Vm' U U) U) O 0 V N N N co N N N (D M N c. m L C C14 M V N (D W U N e� T ad ui VO r� r= v ri ni 0 0 N ' C m W V V N m VW' (m0 O M V W Gm Cl W O U CV N W lfl M P M M QD N M M N N N d m om m oo o NC r N m N M lD N cq N N m W m V' u� L U IN In ® ® r N p 9 0 N C Q O M m n'.m V O V' m O I r ® m W N W 0Y d C O o e a m e m a (D o O O r (D toIMD, N W L U ci CV r M ,.6 e} O O N m m 'T V' M C 0 O M m W m O m m lD Cl m M U ','..N N m M m M N N N d O' d L N C m ODn V' M M V UD U N t% m CM m 19 Q N r m ffOO O O N N N O M n m f� n N 7 U N N N �mD N N N a) a) rnrn myr E R N N aao �¢a❑ ;,aa❑ d' I I I I OL l I ...... m(n n (n n ? 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O 0 X U N 0 O 0 M � coE (0 LO LO dam' co N ui J (HdW) paadg ueipaW OWN ' al jnOH gad SGI!W i 1 1 I O N Q VJ p � N- O (1) W W °° c' ___--_ o co J W - - °° J fo Q Z � O I Lr) U r W - la N t� v I Z M O Z o M U) X LL O 0 N W i ID LO N � ZM o N � rn r' N c I �/ J � n co c- FFn F rn Lo 0 cN - v 7 o U ro o 0 c 0 0 o ti 0 0 0 0 0 0 0 0 0 0 0 0 0 ui o ui o ui o LO o ui o LO o ui o Co co w) I M M N N w u- (HdW) paad$ a6eaand COMPARISON OF HISTORICAL TRAVEL SPEED DATA Mean (mph) l 111 ll.3 48.1 0.7 37A 53.1 �.3 36 51.4 5le 51.6 7 49.4 .8 'Il 41.1 - 44.] ..1 9 NO. 32 � fi 2 45.8 46.4 66.2 34.2 513.6 �.g W 8 �.3 U.6 52�2 49.6 490 d0.7 0.4 -2 47.5 �.l 51.0 49.1 �.G ` 3 %7 42.2 51.6 -4 474 45.0 47.5 47.5 - 51.7 2 U.4 49 B WA 51.4 U 47.6 N.. MA 39.2 47.9 46.0 W 7 51.5 -3 2WB31.4 54.T ".3 51.7 9 48.8 5 47.1 6 n.0 U.1 9 37 a �7 53.5 51.8 ORO 5 ... -10 1 41.4 08 43.7 M.2 52,0 45.5 33.6 4" 1 5� 47.1 Q,9 45.7 4 .3 379 51.6 51.2 0,3 41.0 41 1 .4 �A 37.7 - 45.6 2- 39.8 572 1- 52.6 - 03 � 2 4.:'. 4%� 37 53.3 �l W 4 W.3 114 .2 49.5 39.5 41 49.2 45.9 42.13 1 659 2� ":,3 417 1 4 47.2 45.A 47.5 ..e 35A 51.57 54.5 �A 493 512 49.4 49.1 479 ".6 404 W 7 �1,2 442 2- 31A w 52.5 ., 47.5 0.3 482 ..4 37 52 52.7 349 w I .I 52.7 50.1 MA 41.4 -1 45.2 :7 �.l ..7 .6 52.4 V.. 47,2 45.4 487 'I'A - MA �l - wo 52.E StS 0.5 0.6 41.1 6 5 01 46,3 47 , 579 ��9 2- - 51.5 ... 47,9 44.4 M.3 .12 -3 51.1 51.8 -1 W3 .3 52.4 w 7 0.2 41.. 1, d0.9 45.8 2.1 MA 2 53.5 0 4 Ml 47.3 47.0 31.5 �1.7 59.4 WA Q'� 3; 41 08 47.4 48.4 58.1 103.4 2- 6 il �l - 47.4 04 n.1 52,7 526 W 0 51.0 53.0 52 :�4 W 7 W.2 n.9 3 .7 37 �A 4- 5- 45.7 1999 2::.l 1.1 523 17. 1:1 47 I� . M.1 Ul �2 5 37 1 4�.. M.1 1 4 4� 01 41.1 37:1 12:2 11 1A -1 11.50 462 2 �7 � .4 52A 4 :2 .7 4 ,:1 - -3 52,7 �2 , - :�2�1 - ..2 48A 4 7 4 47,2 QA %2 Z I,M UA M4 472 53.1 W.2 09 0.6 471 46,2 MA �,5 517 - 0 .2 ..8 4- 41.1 1 .9 45.11 �4 4: 7 ,$107 M) 31.5 57.2 - 519 4T. 4- 410.1 35.,, 53,7 52.4 M.1 - 5i.0 0.10 49 ..,1 �A 4M 47.7 562 m 35.5 -A 17.4 52.5 .9 475 44.4 .. 46.4 UA - 52,2 - 5 �.s -2 41 40.2 41.7 49.7 09 50.6 57.9 47.4 1994 M.9 57.7 47.2 517 M.9 - 0.4 475 8 35.0 532 52.1 39.3 W9 0.5 51.2 S002 W.1 41.6 M.3 4- 0 7 Q.3 572 01 1 .3 W:7 17.1 47.8 11 11 49.1.l 44.9 - IT3 11.4 .. 51.2- 52.0 �1.2 520 %9 ".6 41.6 41.1 422 03 .7 573 47 2 9982 e �7 3 51.5 49.6 .2 44.7 47A .4 ..1 A .., SiI 52.1 �.a �.7 ..440.3 41.7 X5 4A 0.7 S,O,� 48.9 .h-0) 0,2 07 -0.3 o.. -0.6 0.1 U 0.2 -1.4 - 1.4 0.0 S.1 40. -0.40 2 A 1.0, 1.5 11 -1.4 1.1 6.1 0.3 -2, IA -2 1.5 .3 2A -3,2 t. � 0.0 0.1 31 - -2.4 2.4 U m-," ""I ..7 4 45,9 52.8 46.7 8 46.0 46.4 00 38.7 �A 55.1 36.4 Oita 53.7 52.2 493 49.2 41.9 12.7 4�.3� 52.4 47.1 2111 1.1 :8 1:1 1:31 11 41.1 4172 4� 53 37 �.o 53.1 492 41.4 45.6 4 0.7 �.s .7 2 - 14 2 42 :13 :4 7.. 17:: 37 11.1 �A 36.2 � 3 51.3 �1.3 1 , 4,O.s 40.6 422 ..10 - XO, 3'.7 4' ' 472 I" 477 MA7 46 447.7 35.7 52.3 %.1 73 '7.7 W 7 54.4 523 51.13 W 0 42.1 �:: 17 44A 4 211 31 7:1 12 12.2 4- ..1 �.6 1 47.1 3- �1 55 1 3 w.IO 52.9 51.3 1 Q.8 414 ":44 '2.2 1 11 31.1 15.7 2 �6 2 :, 7 2 52.9 48.1 4 7 3 '1- ... 54.3 . , 9 . 1 4- �.l 4. � 41 1 4� �4.. 45.9 2045 2 558 44.7 - - 47.6 45.7 47.10 468 -4 52, 58.6 %,2 Q.5 M W. 8� Z os 4: 9 N 477 14�1. 17.1 41.1 2� 32.0 -2 46.1 �7 48.3 �.l �A 4� 4 4- ..4 12,1 .:1 .2 4 D �l 4. 0'!A- 0.3 d"5:57 45 50.4 45 2W -. 4�. - 4- 475 45 - 47.2 397 2 &1 3 %2 9 53.0 N 1 49,2 41.4 42.2 41.3 49.9 �A 47.7 -46.1 2w -1 4:.�7 Si.3 47.9 4.1 ..: 41.3 W 7 M. 49 -2 - ... .7 ... 52.5 5�.5 50.D 41.2 412 423 0A ..0 51.1 57.5 47.1 ml 4 .. 49.2 47X 14 4" 4?6 32, &17 2 377 51.3 55.1 54.5 51.3 %0 41.2 5 -5 17 '7:: .9 m.5 46.9 2W) W5 -4 4.9 53.5 49.4 07 - 47.1 47.1 530 U 4 W,2 - 53.5 525 5007 .,3 41.2 - 5 3,0. 46 46 47.7 M.2 41.1 1999 273 57.0 �.5 52 a 59.4 476 2 47.8 477 34.1 1: :I 1.: 3 -1� W7 13.1 12.1 .4 49.fi 41.6 420 01 451 W.5 57 46, I m wl 57, 460 52.6 50.D o 4�� 45.0 " ' '6 46.6 339 �l :2.1 122.5 :1.�l W.2 4M - 41.4 52.7 �.,4 .7 1.7 32 (i �.5 46.1 4 49 40.5 5 1 4; 4- X1 -2 1 9 52.4 2 51.3 .7 42.0 41.e w�� -4 49.1 465 W-7 11 124 49.a 4;:7 - 458 46.7 37.Q 9 52.5 9 62.o �3 Ei 41.2 42.6 SO) 7 W.B 47.1 1995 347 :77.�3 47-: 52.42 50.9 1 S 4 1-�3 4� 4 �1,1 - lOO 51 5 41.7 -1 0.16 CI 6 6 52,2 500.2 4,7:30 36.2 57.8 4, 52, 46.9 01 46 47.3 11 11 :12.� 52.4 Q.. .s 42 ..7 50.2 576 4 1993 W.� 579 48.2 53 :�:l 1 -2 ..3 494 4;:4 37.T 53.5 51.3 -5 52.7 51.: 51.4 �.7 4- 41.4 45.7 .2 47.6 ITI 4�1-4 1.2 %.1 .7 51.8 - ".0, 48.3 46.5 309 -3 U.4 ..7 51.1 52 w.7 w.4 -7 .., .4 M.7 1- 4- 51.2 4 -(5) -0.2 I.? P.O. 0-6 -1.3 1. 1 1.0 1 '-,4 1 - �l 1-,3 4.1 2 1 11 14 1.1 1.0 2n 1.1F 1 1.7 12 6.6 ..I Kigh-, 2091 42.0 62.5 11 51.: 11.1 121:1. ll.�l 14 11.1 41.1 ol 64.8 �A 171 :::1 47.4 41.,4 &1.: 2olo 4" 5 . :1 :: 5 57, :2-�l 4:�Ol 11 1.0 w 5 M.5 57.1 54�II 4 51.9 59.0 �.3 4 o4 2-- 41.6 :� 7' 2 '- It. 52 52.4 4 .3 s- 440 :4.3 W4 %0 55.7 -4 45.8 �.2 �.2 51.6 5�,2 "I 2 45.4 59.1 1 495 �.2 �.6 51.1 -2 �.6 52.4 4- - m.. MA 54.6 57.4 54.8 54.6 47.5 �.3 05 W 7 �1.0 �.6 74 ol 47.3 659 UI.9 57.0 �.: � D U.6 �l 533 H.6 - 65.4 -9 58.4 M.0 W 6 �.O W.8 473 52. 5 u "A M2 7 59.3 S7 , 53.4 52,2 44.6 587 61.0 47.4 57.D 61 8 ..o w.3 ':' :7 " ' " 1 51.0 3 1- 4451 A' o 2065 'l,).9 �.5 497 s.l 51.2 6,1, 9 53.2 53.3 4 - .4.. ..3 665 57.7 �.,l 576 � ..s 48.7 �l - 556 6 Q4 �3 -4 540 9 61.4 �.o 5 52.6 652 ..4 ... 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M2 55.3 ..1 .4 'A I 5994 -2 61.5 51.7 57.9 �1.4 1 4 .29 111 1.1 -1 ::.2. 11 1 4 w.5 45 1, 10 - 4 52.7 13 11 5933 ..1 -2 513 5" 4 2 4�' % 57.0 .1 .4 45.5 17 2 51.1 :2' .2 53.7 W.7 51.9 52.4 52.6 45.2 59,0 60.7 43.7 58.0 57.7 58.0 55.8 56.1 4.1 49.3 44.0 ..2 53.4 .4 ..1 am 4.3 11 -1.1 1.6 7 -1,3, 11 2�� l 1.,l 21 1,2 1.4 1.1 -0.4- - a', 2011 20.1 12-4 11 11 111 41.1 41.: lj:�l 121 16.1 11 4:.l. 3�1-�l 421.51 44.�4 1:1 42� 1 112 11:1 11 2�2:7 11:1 411 112-1 2.1. 'j. 3 4:1 1 .2 .2 4�2.1 4 - 45 4 :2 237 RD 42 471 4 3 ��3 1 2009 '21:: :3 1 ,:1 1.1 2- 4 , .1 111 4- "o 12. 17: 4 4M MZ 44.3 N).� �s 42.1 -2 �1.2 h" 30.1 2:1 1.2 1 48 42.6 2- 4..� "'..11 4 17,2 _ 21:o ... 371) - .9 46.3 31.1 �.o 1,7.7 4,1.1 4:�l 11 1.2 114 25.A W 7 22o 481 2.7 4 A 111 13 11 0.7 o6 x.c 4�.A 4 , 4 2 4 3:�' ':' ' 'a 431.4 '..' -.1 249 4- 41.1 2 22.0 �l �4 4�.. 41.� 4'0 42.3 '1 7 27:1 11 45.9 xi 426.: 50.1 47.5 42S 4tO 1�1 . 1 2 . ..I � IM 69.1 2- 7A Wa ":: :�' -.7 22 1 17.1 3 21.5 m.8 � II -. ..7 NsIt 00 J0.9 . . . I, 20.7 3II, 2. i..s 48.9 2� 7 41�' 2. 31.� �.(O o - N- 1 4.5.36 26.9N.0 43.2 47.: 46.16 379 41.2 31.4 11 2 .4 32.3 .6 -3 2 26.1 ".6 3 4- 3- 406 Q.3 31.4 24.0 .7 42.2 21.1 42 42 42 .7 -2 2- 25.7 137 414 41.1 2w 23.1 0.0 ':' 79 48.7 42.3 23.1 7. 80 8,5 4 43.6 2� � 17 o.4 11.7 11:1 11:1 21.� 7:. 2 .-1 2 0 39,5 46.6 42,� 421 385 U.7 10.0 11 16.1 41.1 31.4 44.1 43.7 'a' 2 437 43 20 12:17 41" .1 `.6 32.3 " CO - 2 21.2 5 542 2� � 432 �� 3 43.3 o 399 1.4 2,:2 .7, 31 � 4�� a 4 44,5 35.6 29.8 23 4 ' ' 17.5 4740.2 i M7 .. 37.4 41.4 41:�7 17 31.1 19 -, 232 111 N.6 14.9 43.1 31.6 44.4 43.1 32:: W% X 2 42.. 17.0 11 9998 12.8 40.2 45.7 4 4 4��' 5 41 9 �3 M 1:� 4 84 4.1 M.7 25 468 455 41 4' " "' 1,1 23 - 21.8 .6 41 1 9.7 8.1 :41.1 - 42.4 �Z,l , 21 �3 37. ' ..7 1- ..9 42.4 m.o 4 47�9 17 : 44 3 38.1 3- 2,:l 1 4- 41.3 219 Q.4 12.� 1 - 17.G �1.. .2 4U 44.3 1- 19.3 4.2 2- 12.1 "A �7 47.5 47.4 w.3 41.7 41.3 9 817 Mg .4 42.5 29.3 .2 d251 9. 25.2 54.0 412 43.0 5 - 1 35.9 30.5 9A 49.3 Q 5 34.2 466 37.8 4.9 42.0 38.7 - '92 3o.� . i UA 0.7 -7 9944 27.3 � .o 40.1 42.8 ... 41.5 427 1- ..4 43.6 31.4 37A 17.4 45.j 442 W7 6 4,4 2&5 -4 -5 Q.3 %6 W.1 9993 27.4 .2 11�73 41 422.1 11 1.7 3 & ..1 41.2 $5.57 485 47.0 47 9 422:�l 17:1 111 1�1:7 �A 123 .2 27.3 54A I 44�1 - m.6 4t6 4 24.6 0.9 45.2 m 3 7.7 A .3 423 4 357 28 ..1 Q.8 35.1 43.4 _n..( 82 -174 7.6 -2,2 D.5 0.8 Q.1 2,8 -156 .1.6 2,3 1.8 13,5 -5.1 -2.0 � 7 - 5.2 J 8.7 - ..s 1.1 16 -00 C-1 .71 2 a -1.2 -2.2 41.2 -4.4 -10.4 -4,0 -1.7 L*cti8 0 ftvvk. ................ MI Il A a m e A 4 It b A M B D D e C o A A A NIA C .10 t A 9 A o A o IN e o a c A ff A A A NIA C o 8 H A A C CC C G C A C A A A E. 2m 1) m C. c o A II A A o 8 8 A C m B c D c A a A A r NIA c 227 2-0 a A A G G c c c c A A m m A a A A C c A A A o A A c c t D c B c D o c c c A A 5 ft A A A A E c NIA IA 1: c 2- u A D c a A m A A o a A A o I� c I, D v A A A D NIA C 2- m A G 6 c A o a A c u c A G B B Z D I A 0 A A '1A 0 2-A, & c c c A m A A r A o A c c D D c A 4 A A II N/A2- m A c cl c A w A A D a c A c o B C r) C A ft A A a N/A C 2.1 IJ A w b c A m A A E A A A c M B c 8 A A NIA c A o A A 1, 8 A A c C. B C C C B C A A c NIA C m C. c o 8 A I A A E u A A c c B D D I a a A A 8 NIA c I NO, B A c c c A B A A E a A A cl C c D o G B B A A a 1A W a A u 6 6 A 8 A A D u A c C. c R A A WON c I a A A c a A o A A D A A A G B c 11 c c A B b NIA c A @ A B E 8 A A G C c c I G C G A A a A G W4 A A G c c A m A A E NO A A G c c 1) D G c o A A & NIA C M A A C G C A m A A u b o A a w c o a c D A A a NIA G o NtA. C. Reserve (mprjA ..................... . . 2011 11 1.7 31 3,31 1: 7.1 1:71 1:74 11 1: 1:22 1 '1 1A &A 9,2 - WA 2.1 121.�7 -2' '2 Sd 2 3 '4� 4 15 U 1- 72 ::,1 3.5 NIA 1.9 2- 12.2 17 63 87 12� 12 71 74 IO,6 4.12 4.9 16.2 4� 0, 2.3 u9 4 0,3 - 1 7 4:13 IVA 1.6 2. 9.7 5.9 0.6 M -0) 4 6.6 59 72 16 -20 4.7 5.6 45.3 Q� - " " a$ R11 1 11.7 7-�l -1. H. 1.4 .7 12A 6.3 o 1 26 ol T� 7 ::7' 1:1 �l 11 2.1 2:� Om 4 1 N o.7 2 .2 8.1 IA 2.5 D 5 7.1 e 77 1:' � 4 4:7 o'. 1:,4 31 1 6.7 mA o a. 6.2 -0).5 13 -1.1 6.8 73 63 -00 5.0 ' ' .2 �33.2 o" :0 8. 4 -1.4 2.1 7.4 1 ::9 2:03 WA 0.3 2. I..o 8.6 1 4.5 0.7 7 11 05 . 7 1 1 4.9 26 1:1 4:1 .4 3.9 wx 04 2 -B 8.4 21 ()00 - 111 62 67 21 - - W.2 T 2 G..97 9�. 4.4 :: " 11,8 CIA N.A. 2 11.3 7.5 o5 1.7 D.3 7.1 11 11 12 l.s 13.. 3.: 3.36 44,9q - 2 2.1 12.6 lo.o 3.4 3.4 57 , . 1 ':' �l 1 71 7.7 15.7 - 5.5 *I .., � 7 s.,, 93 M' :: '�A �.9 21M 8.8 1 7 3.9 � 7.6 48 66 676 -tO �Ai - M2 a, 0,7 - 1.7 8.4 OVA 4 WO :.5 3 7 4 11 3.2 1.1 1 I I 1 71 13 4.4 7.1 15.4 4' 1. 2:'. 2 4�2 5�2 8,7 .,A 1 1 7.7 o 2.3 7�1 6 41 4�� 7.1 2 2.4 31 1�1 11.1 192 1:4 41A 1.7 'm N7 I 1 6 �15 5.3 7.3 1 2 :, 04 2 F 1 42 8A � OVA 5 m I, 6.8 75 T2 4: 102 -7 2.0 1.1 0.7 2.4 4.3 69 7.5 48 OVA 2.1 1995 12 - 2.. ':' 1 1 2: �' �q I . . . ' :3 7 7 1,1 •l 1 1,�2 06 40 I 1 1.1 - N 2.6 1954 2 942 7.1 2.. - 84 1 .4 5.13 6 B IT2 13 21 42 B.s 3 m 15.1 .7 2. 11 4 9 0) �2.07 1 4 1- 11 14 9 11 1.4 1 4-1 7 " 4�' 2 9992 4-1 ':' 1.2 I : 2.5 4 11 IT7 9,0 2:1 9.2 *A 2 1.7 Ol 7 7 4�� NA 23 - . 1 1 -1.2 A4 1 3 .3 7 -o,2 ..9 1 1 1.2 1 1 1.2 A 1.7 oo 1 19. 1 4 11 1 1 1 1.9 1.2 A Q (2) - .2011-19R APPENDIX G LEVEL OF SERVICE AND RESERVE CAPACITY 9 c.i a a V W W N w 0 Z a W V W U) LL J W W J CD r N o U a o� g a g 0 0 z z z z z z z z z z z z o z z a, ^ z z z z z z J L m O N W yy 7 6. OD 00 of h M Of N v) h N w w h O h w 00 N w 10 a- e- h N w N N W OD �- 00 01 M N h w jJ 'C N Of O N N 10 N N Of N 00 O �tl N n ti = 07 O N VZ n O O w 00 10 a M N W OA W A >O Q z U O W v i a a a a a a a a a a a a a s a to g r a a a g a g -i -j „' z z z z z z z z z z z z z O z Z r � z r Z 2 Z z z J Q J o m N {{� C NK O W W W 7 6.. r M M 00 N r r h 00 M N O 00 I h• r M^ w �- N r N 00..''. r N r M N M J 'C r l0 N O r O N OD h O r O N O M O O O N O) N Y'1 M N N N N N 10 N r M r W' O> 00 x� Q w L] >ws W CL y a E ,. '.. 00 ao N N M M M 00 N ui N Q� b b 00 h h ui t0 Of N N M N O� O� a M Q Q N N �O eF a Cl 00 00 1� 00 . c' N i w � Ix o -CC m m a �mmoo��maaa aLLJ W t W O` -- ti Ol M 00 00 O O h d: r---� M h M N l0 N Cn N I� N 00 00 00 of N G w E. 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IN R 7t rri z w I 1 0 1 1 00 am 00 R R RR 1. 00 00 001. 1.7 ii 00 Eoi �cl i'. 1. N, ib i 6� a; a[ . . 000.00. . . I . . .1 00 .00 00 0, 000 00, 0 w R i- -as 1. 00 00 00 wrt 10 1. 10 .1 1.2 00 00 -.Ioo a 819 .1 00 1. 11 .11 .1 0 IR R 6 0 0 oi. 0 Ei m mm 0 6 6 a 6 0 0 0 c 0 0 0 Z5 ;5 Z5 ;5 SO 8 SO SO 00 0 . . . . 0 m o o m o 000 0 0 .,o C 1OFF T z � v !V2 Z: T.- APPENDIX I 2011 DATA COLLECTION SCHEDULE CORPORATION SOUTHERN 3343 W. Commercial Blvd., Suite 100, Fort Lauderdale, Florida, 33309