Item J3 J.3
County �� � .�� �y,4 ' �, "tr, BOARD OF COUNTY COMMISSIONERS
Mayor Michelle Coldiron,District 2
�1 nff `ll Mayor Pro Tem David Rice,District 4
-Ile Florida.Keys Craig Cates,District 1
Eddie Martinez,District 3
w Mike Forster,District 5
County Commission Meeting
August 13, 2021
Agenda Item Number: J.3
Agenda Item Summary #3531
BULK ITEM: Yes DEPARTMENT: Planning/Environmental Resources
TIME APPROXIMATE: STAFF CONTACT: Emily Schemper(305) 289-2500
2:00 PM
AGENDA ITEM WORDING: Approval of the 2021 U.S. 1 Arterial Travel Time and Delay
Study.
ITEM BACKGROUND:
The U.S. 1 Arterial Travel Time and Delay Study ("ATTDS") is performed biennially to monitor the
Level of Service ("LOS") on U.S. 1. The study is conducted for concurrency purposes, pursuant to
Comprehensive Plan Policy 301.1.2 and Land Development Code Sections 114-2 and 114-200.
Monroe County's adopted overall and segment LOS on U.S. 1 is LOS "C," represented by a median
speed of 45 mph.
The 2021 ATTDS reports an overall LOS C on U.S. 1 with a median speed of 45.5 mph and
indicates that all segments within unincorporated Monroe County currently operate at a LOS C or
better. Within unincorporated Monroe County, three (3) segments operate at a LOS C: Duck
(Segment 15), Long (Segment 16) and Cross (Segment 24). The 2021 ATTDS further indicates that
four (4) segments dropped in LOS and six (6) segments increased in LOS as compared to the 2017
ATTDS.
The only segment within unincorporated Monroe County that decreased was Cross (Segment 24)
which fell from an LOS B to LOS C from the 2017 ATTDS as compared to the 2021 ATTDS.
Within unincorporated Monroe County, thirteen (13) segments saw no change in LOS between the
2017 and 2021 ATTDS (Boca Chica, Segment 2; Big Coppitt, Segment 2; Saddlebunch, Segment 4;
Sugarloaf, Segment 5; Cudjoe, Segment 6; Summerland, Segment 7; Torch, Segment 9; 7-Mile
Bridge, Segment 12; and Long, Segment 16). Additionally, both segments within the City of
Marathon (Segments 13 and 14) saw no change in LOS between the 2017 and 2021 ATTDS.
Within unincorporated Monroe County, the LOS increased in four(4) segments when comparing the
2017 to the 2021 ATTDS:
• Stock Island (Segment 1) improved from LOS B to LOS A;
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• Ramrod(Segment 8) improved from LOS B to LOS A;
• Big Pine (Segment 10) improved from LOS C to LOS A; and
• Bahia Honda(Segment 11) improved from LOS B to LOS A.
Within the incorporated area of Islamorada, Village of Islands, Tea Table (Segment 18) improved
from LOS D to LOS A.
A summary of the LOS Study by segment within Monroe County is provided below. Those
segments at LOS C within unincorporated Monroe County are highlighted in yellow.
AVERAGE E TRAVEL SPEEDS AND LEVELS OF SERVICE
Name of Beginning Ending LIDS LDS LOS Median Medlars Median
Segment Segment Beginning Control Point Ending Control Point Mlle Mile 2917 2019 2021 Speed Speed Speed
Marker Marker 2017 2019 2021
1 Stock Island Cow Key 9ridg,e(N) Key Haven Boulevard 4.0 5.0 B B A 29.4 33.0 40.0
2 Boca Chica Key Haven Boulevard' Rockland Drive 5.0 9.0 A B A 59.6 55.8 59.9
3 Big Coppitt Rockland Drive Boca Chica Road 9.0 10.5 B B B 46.6 46.1 47.5
4 Saddlebunch Boca Chic@ Road Harris Channel Bridge(N) 10.5 16.5 B C B 53.3 52.0 53.5
5 Sugarloaf Harris Channel Bridge(N) Bow Channel Bridge(N' 16.6 20.5 A A A 48.3 48.1 48.8
6 Cudjoe Bow Channel Bridge(N) Spanish Main Drive 20.5 23.0 A A A 48.2 47.2 47.9
7 Summerland Spanish Main Drive East Share Drive 23.0 25.0 B B B 45.0 45.2 46.1
8 Ramrod' East Share Drive Torch-Rarnrod Bridge(S) 25.0 27.5 B A A 46.1 46.7 46.5
9 Torch Torch-Ramrod Bridge(S) N Pine Channel Bridge(Nl 27.5 29.5 A A A 47.7 48.1 48.8
10 Big Pine N.Pine Channel Bridge(N) Long Beach Drive 29.5 33.0 C B A 39.4 42.4 42.7
11 Bahia Honda Lung Beach Drive 7-Mile Bridge(S) 33.0 40.0 B A A 53.7 54.2 54.8
12 7-Mile Bridge 7-Mile Bridge(S) 7-Mil-Bridge(N) 40.0 47.0 B B B 53.3 53.4 53.2
13 Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A A 37.9 37.9 39.6
14 Grassy Coca Plum Drive Toms Harbor Ch Bridge(S) 54.0 60.5 C C C 51.6 50.7 51.4
15 Duck Toms Harbor Ch Bridge(S) Long Key Bridge(S) 60.5 63.0 C C C 53.3 53.3 53.2
16 Long Long Key Bridge(8) Channel#2 Bridge(N) 63.0 73.0 C B C 50.5 52.0 49.9
17''2, Lower Channel 42 Bridge(N) Lignum,vitae Bridge(S) 73.0 77.5 C C C 49.8 49.6 48.2
Matecumbe
181'I?r Tea Table Lignumvitae Bridge(5) Tea Table Relief Bridge(N) 77.5 79.5 D D A 47.6 46.9 46.6
1901' Upper Tea Table belief Bridge(N) Whale Harbor Bridge(a) 795 840 fD E E 39.2 36A 353
Matecumbe
200} WWindley Whale Harbor Bridge(S) Snake Greek Bridge(N) 84.0 96,0 C E ID 41.0 37.0 39.3 i
2111PI Plantation Snake Creek Bndg,e(N) Ccean Boulevard' 86.0 91.5 B D C 40.5 35.3 34.7
22 Tavernier Ocean Boulevard Atlantic Boulevard' 91.5 99.5 A A A 47.4 46.9 49.4
23 Key Largo Atlantic Boulevard' C 905 99.5 106.0 A A A 44.4 44.2 45.0
24 Cross C 905 County Line Sign 106.0 112.6 B B C 52.7 50.2 49.1
Overall 4.0 112.6 C D C 46.0 44.6 45.5
Segments with No Reserve Capacity
(1(-Village of Islamorada
all-Sri menus wiffi Speed i nn tChanges
The Land Development Code provides, at Section 114-2, that:
a. U.S.1 shall have sufficient available capacity to operate at LOS C for the overall arterial
length and the 24 roadway segments of U.S.1, as measured by the U.S.1 Level of Service
Task Force Methodology, at all intersections and roadway segments.
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b. Development may be approved, provided that the development in combination with all
other permitted development will not decrease travel speed by more than five percent
(5%) below LOS C.
Four (4) segments within the incorporated cities of Marathon (Marathon, Segment 13; Grassy Key,
Segment 14) and Islamorada, Village of Islands (Lower Matecumbe, Segment 17; and Plantation
Key, Segment 21) operate at LOS C. Two (2) segments within the Islamorada, Village of Islands
operate at LOS D (Windley, Segment 20) and LOS E(Upper Matecumbe, Segment 19).
Within Islamorada, Village of Islands, three (3) segments decreased in LOS:
• Upper Matecumbe (Segment 19) fell from LOS D to LOS E;
• Windley (Segment 20) fell from LOS C to LOS D; and
• Plantation (Segment 21) fell from LOS B to LOS C.
The LOS summary for the incorporated areas is provided below. Those segments at LOS C are
highlighted in yellow. Those segments with no reserve capacity are highlighted in dark orange (LOS
D and LOS E).
Name of Beginning Ending LOS LDS LIDS Median Median Median
Segment Segment Beginning Control Poirot Ending Control Point Mile Mile 2917 2919 2921 Speed Speed Speed
Marker Marker 2017 2919 2921
13 Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A A 37.9 37.9 39.6
14 Grassy Coro Plum Drive Toms Harbor Ch Bridge(S) 54.0 60.5 C C C 51.6 59.7 51.4
17"; Louver Channel#2 Bridge(N) Lignurnvitae Bridge(S) 73.0 77.5 C C C 49.8 49.6 48.2
Matecumbe
163'I°�° Tea Table Lignumvitae Bridge(S) Tea Table Relief Bridge(N) 77.5 79.5 D D A 47.6 46.9 46.6
1901
n Tea Table Relief Bridge(N) Whate Harbor Bridge(S) 79 84.8 D E E 39.2 36A 35.3
Matecumbe
2001 Windley Whole Harbor Bridge( ) make Creek Bridge(N) 84.fl 86 41 C E D 414 37.0 39.3
211iW'! Plantation snake Creek Bridge(N) Ocean Boulevard 1 86.0 1 91.5 1 B D C 1 40.5 1 35.3 34.7
Overall 1 4.0 1 112.E 1 C D C 1 46.9 1 44.6 1 45.5
Segments with NO Reserve Capacity
(1)-Village of Islamorada
Islamorada adopted a Comprehensive Plan amendment to address U.S. 1 Level of Service ("LOS")
standards for transportation facilities, as follows:
Policy 2-1.2.1: Adopt Level of Service (LOS) Standards Pursuant to the U.S. 1 Level of
Service Task Force. Islamorada, Village oflslands hereby adopts the following level ofservice
(LOS) standards for roadways, pursuant to the methodology developed by the U.S. I Level of
Service Task Force for analyzing LOS in Monroe County:
1. The level ofservice on U.S. I shall be maintained within 5% ofLOS C as measured on
an overall countywide basis not dependent on any single road segment, using the
measured median travel speed from the annual report ofpublic facilities capacity
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2. For all other roadways for which the Village is responsible, the Village hereby adopts
a minimum LOS standard of D as measured by peak hour traffic volumes at all
intersections, including but not limited to all intersections with U.S. 1.
Policy 2-1.2.4: Prevent Development Resulting in Additional Trips on Deficient U.S. 1
Without Mitigation. The Village shall deny development permits for development that would
result in additional trips on U.S. I upon exhausting the 5% below LOS C allowance authorized
by the U.S. I Task Force Methodology as measured on an overall countywide basis not
dependent on any single U.S. I segment, unless the impacts of the proposed development can
be mitigated for its proportionate share of required transportation concurrency improvements
pursuant to Section 163.3180 F.S.
It is important to note that the 2021 ATTDS will not be used for development review
until the Biennial Assessment of Public Facilities Capacity Report (PFCR) is
adopted which is scheduled for the September BOCC meeting.
PREVIOUS RELEVANT BOCC ACTION:
August 1991 — Adoption of the U.S. 1 Level of Service ("LOS") C as measured by the U.S. 1 Level of
Service Methodology established by the U.S. 1 LOS Task Force
December 1997— Approval of amendment to the U.S. 1 LOS Methodology based on recommendations of the
U.S.1 LOS Task Force
October 2011 —Approval of Work Order No. 1 to complete the 2011 ATTDS
August 2011 —BOCC approval of the 2011 U.S. 1 ATTDS
February 2012—Approval of Work Order No. 3 to complete the 2012 ATTDS
December 2012—BOCC approval of the 2012 U.S. 1 ATTDS
February 2013 —Approval of Work Order No. 5 to complete the 2013 ATTDS
September 17,2013 - BOCC approval of the 2013 U.S. 1 ATTDS
January 2015 —Approval of first option to renew Continuing Services Contract through March 15, 2016.
February 18, 2015—BOCC approval of Work Order No. 12 to complete the 2015 ATTDS
October 21, 2015 —BOCC approval of the 2015 U.S. 1 ATTDS
January 2016—Approval of second option to renew Continuing Services Contract through March 15, 2017.
November 22, 2016—BOCC approval of Work Order No. 19 to complete the 2017 ATTDS.
February 21, 2018—BOCC approval of the 2017 U.S. 1 ATTDS
January 23,2019—Approval of Work Order No. 7 to complete the 2019 U.S. 1 ATTDS.
July 15, 2020 — BOCC considered the Draft 2019 Arterial Travel Time & Delay Study, and directed staff to
re-engage the U.S. 1 LOS Task Force to evaluate the LOS methodology and consider updates to it based on
the considerations identified in the Draft 2019 ATTDS. The final 2019 ATTDS was not approved by the
BOCC
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October 21, 2020 — BOCC approved Resolution No. 355-2020 reconvening the U.S. 1 LOS Task Force and
tasking the U.S. 1 LOS Task Force with evaluating the LOS Methodology and potential updates to it based on
the Considerations identified in the draft 2019 ATTDS.
February 17, 2021 — BOCC approved Resolution No. 064-2021 adopting the recommendations of the U.S. 1
LOS Task Force and the 2021 Updated methodology document, A Methodology To Assess Level-Of-Service-
On-U.S.-1-In-The-Florida-Keys, for County use
February 17, 2021 —Approval of Work Order No. 13 to complete the 2021 U.S. 1 ATTDS
CONTRACT/AGREEMENT CHANGES:
N/A
STAFF RECOMMENDATION: Approval
DOCUMENTATION:
Report 2021 ATTDS wAppendix_2021-07-28
FINANCIAL IMPACT:
Effective Date: 02/17/2021
Expiration Date: 0/00/00
Total Dollar Value of Contract: $89,626.44
Total Cost to County: $11,203.31
Current Year Portion: $11,203.31
Budgeted: yes
Source of Funds: 125-50519-530490-GW1901-530310 (FDOT JPA G1A71)
CPI:
Indirect Costs:
Estimated Ongoing Costs Not Included in above dollar amounts:
Revenue Producing: If yes, amount:
Grant: FDOT JPA GIA71
County Match: 12.5% ($11,203.31)
Insurance Required: N/A
Additional Details: Work Order No. 13 to complete the 2021 U.S. 1 Arterial Travel Time and
Delay Study ("ATTDS"), in the amount of$89,626.44,pursuant to the AECOM Transportation
Planning Continuing Services contract which is funded through a Joint Participation Agreement
("JPA") from the Florida Department of Transportation was approved on February 17, 2021.
REVIEWED BY:
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Emily Schemper Completed 07/29/2021 1:25 AM
Peter Morris Completed 08/03/2021 9:58 AM
Purchasing Completed 08/03/2021 11:29 AM
Budget and Finance Completed 08/03/2021 11:50 AM
Maria Slavik Completed 08/03/2021 12:07 PM
Risk Management Completed 08/03/2021 12:08 PM
Liz Yongue Completed 08/03/2021 1:28 PM
Board of County Commissioners Pending 08/18/2021 9:00 AM
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2021
US 1 ARTERIAL TRAVEL TIME
AND DELAY STUDY
MONROE COUNTY, FLORIDA
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Prepared for:
Monroe County Planning Department
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Prepared by:
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110 East Broward Boulevard -Suite 700, Fort Lauderdale, Florida 33301
June 2021
Updated July 2021
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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..................................................................................... 22
TABLES
TABLE 1 — AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE............ 2
TABLE 2 — U.S. ROADWAY SEGMENTS................................................... 6
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TABLE 3 — US 1 TRAFFIC COUNTS — HISTORICAL COMPARISON............. 12 W
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TABLE 4 — DELAY DATA SUMMARY AND COMPARISON........................... 18
FIGURES CD
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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
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APPENDIX A - DATA COLLECTION METHODOLOGY 04
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APPENDIX B - TRAVEL TIME DELAY DATA
APPENDIX C - 2021 TRAFFIC VOLUME SUMMARY
APPENDIX D - HISTORICAL COUNT DATA
APPENDIX E - 2021 TRAVEL SPEED SUMMARY DATA AND STATISTICS
APPENDIX F - COMPARISONS OF HISTORICAL TRAVEL SPEED DATA
APPENDIX G - 2021 LEVEL OF SERVICE AND RESERVE CAPACITY
APPENDIX H - SUMMARY OF DELAY EVENTS
APPENDIX I - 2021 DATA COLLECTION SCHEDULE
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1. EXECUTIVE SUMMARY
This report contains the results and findings of the 2021 Arterial Travel Time and Delay
Study (ATTDS). The primary objective of this study is to determine the Level of Service
(LOS) on US 1 for concurrency management purposes pursuant to Chapter 163, Florida
Statutes, Monroe County Land Development Regulations and the Monroe County
Comprehensive Plan. The study methodology was developed by the US 1 Level of
Service Task Force in 1993. The methodology established a procedure for using travel
speed as a means of assessing the LOS and reserve capacity for US 1. The study
methodology was modified by the US 1 LOS Task Force in 1997 and 2021 (see Monroe
County Resolution 64-2021 in Appendix A) to account for the latest changes in the
Highway Capacity Manual (HCM).
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. 2
The 2021 ATTDS results are presented in Table 1. It should be noted that the 2019 study ,
was not adopted or used for development review.As such,the results of the 2017 ATTDS
were included for comparison purposes.
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TABLE 1
AVERAGETRAVEL V F SERVICE
Name of Beginning Ending LOS LOS LOS Median Median Median
Segment Segment Beginning Control Point Ending Control Point Mile Mile 2017 2019 2021 Speed Speed Speed
Marker Marker 2017 2019 2021
1 Stock Island Cow Key Bridge(N) Key Haven Boulevard 4.0 5.0 B B A 29.4 33.0 40.0
2 Boca Chica Key Haven Boulevard Rockland Drive 5.0 9.0 A B A 59.6 55.8 59.9
3 Big Coppitt Rockland Drive Boca Chica Road 9.0 10.5 B B B 46.6 46.1 47.5
4 Saddlebunch Boca Chica Road Harris Channel Bridge(N) 10.5 16.5 B C B 53.3 52.0 53.5
5 Sugarloaf Harris Channel Bridge(N) Bow Channel Bridge(N) 16.5 20.5 A A A 48.3 48.1 48.8 U)
6 Cudjoe Bow Channel Bridge(N) Spanish Main Drive 20.5 23.0 A A A 48.2 47.2 47.9
7 Summerland Spanish Main Drive East Shore Drive 23.0 25.0 B B B 45.0 45.2 46.1
8 Ramrod East Shore Drive Torch-Ramrod Bridge(S) 25.0 27.5 B A A 46.1 46.7 46.5
9 Torch Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) 27.5 29.5 A A A 47.7 48.1 48.8 m
10 Big Pine N.Pine Channel Bridge(N) Long Beach Drive 29.5 33.0 C B A 39.4 42.4 42.7
11 Bahia Honda Long Beach Drive 7-Mile Bridge(S) 33.0 40.0 B A A 53.7 54.2 54.8
12 7-Mile Bridge 7-Mile Bridge(S) 7-Mile Bridge(N) 40.0 47.0 B B B 53.3 53.4 53.2 >
13 Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A A 37.9 37.9 39.6
14 Grassy Coco Plum Drive Toms Harbor Ch Bridge(S) 54.0 60.5 C C C 51.6 50.7 51.4
15 Duck Toms Harbor Ch Bridge(S) Long Key Bridge(S) 60.5 63.0 C C C 53.3 53.3 53.2
16 Long Long Key Bridge(S) Channel#2 Bridge(N) 63.0 73.0 C B C 50.5 52.0 49.9
172) Lower Channel#2 Bridge(N) Lignumvitae Bridge(S) 73.0 77.5 C C C 49.8 49.6 48.2 r
Matecumbe
18(l)(2) Tea Table Lignumvitae Bridge(S) Tea Table Relief Bridge(N) 77.5 79.5 D D A 47.6 46.9 46.6
19i�) Upper
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Matecumbe Tea Table Relief Bridge(N) Whale Harbor Bridge(S) 795 840 D E E 39.2 36.4 35.3 W
200) ' Windley Whale Harbor Bridge(S) Snake Creek Bridge(N) 84 0 86.0! C E D 41.0 ` 37.0 39.3 Cy
21(l)(2) Plantation Snake Creek Bridge(N) Ocean Boulevard 86.0 91.5 B D C 40.5 35.3 34.7
22 Tavernier Ocean Boulevard Atlantic Boulevard 91.5 99.5 A A A 47.4 46.9 49.4
23 Key Largo Atlantic Boulevard C-905 99.5 106.0 A A A 44.4 44.2 45.0 CD
24 Cross C-905 County Line Sign 106.0 112.6 B B C 52.7 50.2 49.1
Overall 4.0 112.6 C D C 46.0 44.6 45.5
(1)-Village of Islamorada Segments with NO Reserve Capacity
(2)-Segments with Speed Limit Changes
The overall travel speed on US 1 based on the 2021 ATTDS is 45.5 mph. The following is
a brief summary of notable changes in 2021 travel speeds and LOS as compared to the
2019 and 2017 studies.
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Comparison between 2021 and 2019 ATTDS Results:
• The median speeds in 9 of the 24 segments decreased, ranging from 0.1 mph to 2.1
mph.
• The median speeds in 15 of the 24 segments increased, ranging from 0.3 mph to 7.0
mph.
• The largest decrease in speed (-2.1 mph) was recorded in Segment#16 (Long - MM
63.0 to MM 73.0); the LOS changed from `B' to `C'.
• The largest increase in speed (7.0 mph) was recorded in Segment#1 (Stock Island-
MM 4.0 to MM 5.0); the LOS changed from `B' to `A'.
• The largest change in LOS was recorded in Segment#18(Tea Table-MM 77.5 to MM
79.5); the LOS changed from `D' to `A'.
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Comparison between 2021 and 2017 ATTDS Results:
• The median speeds in 11 of the 24 segments decreased, ranging from 0.1 mph to 5.8
mph.
• The median speeds in 13 of the 24 segments increased, ranging from 0.2 mph to 10.6
mph.
• The largest decrease in speed (-5.8 mph) was recorded in Segment#21 (Plantation -
MM 86.0 to MM 91.5); the LOS changed from `B' to `C'.
• The largest increase in speed (10.6 mph) was recorded in Segment#1 (Stock Island
- MM 4.0 to MM 5.0); the LOS changed from `B' to `A'
• The largest change in LOS was recorded in Segment#18(Tea Table-MM 77.5 to MM
79.5); the LOS changed from `D' to W.
Segments with reserve speeds of less than or equal to 3 mph should be given particular
attention when approving development applications. The segments within the `area of
concern' are Duck (MM 60.5 to MM 63), Long (MM 63 to MM 73), Lower Matecumbe (MM
73.0 to MM 77.5), Cross (MM 106 to MM 112.5), and the 12-mile segment in the upper keys °-
(three segments) starting from Upper Matecumbe (MM 79.5) to Plantation (MM 91.5); two
of these segments (Upper Matecumbe and Windley) have no reserve capacity.
The following is a list of considerations for review:
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
unless mitigation measures are implemented. Roadway widening is a typical
mitigation measure (or capacity improvement) used by most agencies. However, inco
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:
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• Upgrade the traffic signal infrastructure and/or signal timing at signalized
intersections along US 1 to enhance 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 impacts to US 1 traffic flow.
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.
2) This is the first Travel Time and Delay Study conducted after the COVID-19 pandemic.
The traffic volumes appeared to be slightly lower compared to 2019 study and this
may have slightly impacted travel times.
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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 2021, 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 2021.
The US 1 ATTDS's primary objective is to monitor the level of service on US 1 for
concurrency management purposes pursuant to Chapter 163, Florida Statutes, Section
114 of the Monroe County Land Development Regulations and the Monroe County
Comprehensive Plan. 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).
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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 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 `V
reserve capacity for US 1. Each member organization of the Task Force has endorsed
the methodology. co
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The US 1 Level of Service Task Force met in 1997 to re-evaluate the LOS procedure.
After several meetings, the Task Force concluded that the speed-based LOS `V
methodology should be used to assess the LOS along US 1 in Monroe County, with a i
minor change.The signal delay for LOS C was increased to 25 seconds from 15 seconds
to account for changes in the HCM. The study methodology was modified again by the
US 1 LOS Task Force in 2021 and the signal delay for LOS C was increased to 35
seconds from 25 seconds to account for the latest changes in the HCM. A copy of the
current methodology titled "A Methodology to Assess Level of Service on US 1 in the
Florida Keys"- January 2021, is included in Appendix A. Another change made by the
2021 US 1 Level of Service Task Force includes how the drawbridge delay is considered
in the LOS calculations. Please refer to Appendix A for additional details.
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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 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
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the County, and/or FDOT to address any level of service degradation beyond LOS C
and/or other potential deficiencies.
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. In 2016 Monroe County adopted the
2030 Comprehensive Plan and its implementing Land Development Code which
maintained the overall and segment based LOS for transportation concurrency.
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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, then amended in 1997 and 2021 to be consistent
with current HCM. 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
original methodology was developed from basic criteria and principles contained in
Chapter 7 (Rural Multilane Highways), Chapter 8 (Rural Two-Lane Highways) and
Chapter 11 (Urban and Suburban Arterials) of the Highway Capacity Manual. The
methodology establishes a procedure for using travel speed as a means of assessing
the level of service and reserve capacity for US 1 in the Florida Keys.
TABLE2
US 1 ROADWAY SEGMENTS
SEG APPROXIMATE CONTROL POINTS KEY(S) N
CD
NO. MILE-MARKER cv
Beginning Ending Beginning Ending 00
N
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 CD
N
4 10.5 16.5 Boca Chica Road Harris Channel Bridge(N) Shark,Saddlebunch CN
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 CN
14 54.0 60.5 Cocoa Plum Drive Toms Harbor Ch Bridge(S) Fat Deer Crawl,Grassy CN
15 60.5 63.0 Toms Harbor Ch Bridge(S) Long Key Bridge(S) Duck,Conch
16 63.0 73.0 Long Key Bridge(S) Channel#2 Bridge(N) Long,Fiesta,Craig
17 73.0 77.5 Channel#2 Bridge(N) Lignum Vitae Bridge(S) Lower Matecumbe
18 77.5 79.5 Lignum Vitae Bridge(S) Tea Table Relief Bridge(N) Fill
19 79.5 84.0 Tea Table Relief Bridge(N) Whale Harbor Bridge(S) Upper Matecumbe
20 84.0 86.0 Whale Harbor Bridge(S) Snake Creek Bridge(N) Windley
21 86.0 91.5 Snake Creek Bridge(N) Ocean Boulevard Plantation
22 91.5 99.5 Ocean Boulevard Atlantic Boulevard Key Largo
23 99.5 106.0 Atlantic Boulevard C-905 Key Largo
24 106.0 112.5 C-905 County Line Sign Key Largo,Cross Key
NOTE:(N)and(S)refer to the north and south ends of the bridges,respectively
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The travel speeds for the entire 108-mile stretch of US 1 and the 24 individual segments
are measured 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 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 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. E
1--
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 °®
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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 weighted average posted U)
speed limits with the median travel speeds. The difference between the segment travel
speed and the LOS C Standard is referred to as 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 co
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. i
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4. DATA COLLECTION
The field data collection took place between March 7,2021 and March 20,2021.The data
was recorded by date, day of the week,time of the day, and direction of travel. Fourteen
(14) round trips were made to complete the required 28 travel time runs. These runs
represent a sample of two runs for each day of the week. The data collection
methodology and the data collected are presented in Appendices A and B, respectively.
The seven-day,24-hour traffic data was collected in Islamorada, Marathon, and Big Pine
Key from March 15, 2021 to March 21, 2021, 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 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 also helps to capture the varied
trip purposes and time frames within the Keys. °®
In addition, supplemental travel time runs were conducted (as required by the 2021 US 2
1 LOS Methodology Update) between March 17, 2021 and March 19, 2021 in the four 76
southernmost segments to better reflect AM and PM peak conditions associated with ,
traffic entering and exiting the City of Key West. It should be noted that the results of
the supplemental runs are included in this ATTDS Report for informational purposes
only and are not used in the LOS calculations. This information will be reviewed in the
future to decide if supplemental runs should be incorporated into future ATTDS and
LOS calculations, as directed by the Monroe County BOCC. co
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5. FIELD OBSERVATIONS
Traffic Signals
There are 16 traffic signals, two flashing signals, seven emergency signals, one
drawbridge signal, 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 °-
33�d Street 48.5 13 >
Sombrero Beach Road 50.0 13
89th Street(Emergency Signal) 51.7 13
107th Street 52.4 13 ,
109th Street 52.5 13
Pedestrian Crossing - 1215t Street 53.0 13
Sadowski Causeway 53.5 13
Coco Plum Drive 54.0 13/14
Layton Drive (Emergency Signal) 68.4 16 `V
Snake Creek Bridge (Drawbridge Signal) 85.7 20 W
Woods Avenue 90.0 21 co
Bessie Road 90.5 21 1
Ocean Boulevard 91.5 21/22
Jo-Jean Way (Emergency Signal) 92.0 22
Fisherman's Trail (Emergency Signal) 99.1 22 i
East Drive (Emergency Signal) 99.2 22
Ocean Bay Drive/Atlantic Boulevard 99.5 22/23 0)
Pedestrian Crossing (PHB) - Bay Drive 99.8 23 0.
Tarpon Basin Drive 101.0 23
Pedestrian Crossing - Bowen Drive 105.0 23
CR-905 (Emergency Signal) 106.5 23/24
As it was done in the past, only a partial impact of the signal was considered for the `V
pedestrian signals mentioned above. The delays associated with traffic signals located
at the beginning or end of segments, such as Coco Plum Drive, Ocean Boulevard and
Atlantic Boulevard intersections, are divided between the two adjacent segments.
The three closely-spaced signalized intersections in Stock Island (Segment 1) were
observed to experience fewer delay events (13 in 2021 vs. 45 in 2017) and reduced total
delay (7 minutes and 3 seconds in 2021 vs. 22 minutes and 6 seconds in 2017) as
compared to 2017.
The six signalized intersections in Marathon (Segment 13)were observed to experience
fewer events and reduced total delay as compared to 2017. The number of delay events
decreased to 37 in 2021 vs. 57 in 2017.The total delay time caused by these signals was
15 minutes and 21 seconds in 2021 as compared to 25 minutes and 24 seconds in 2017.
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The three closely-spaced traffic signals in Stock Island (Segment 1) were observed to
experience fewer delay events (13 in 2021 vs. 19 in 2019), and reduced total delay (7
minutes and 3 seconds in 2021 vs. 26 minutes and 49 seconds in 2019) as compared to
2019.
The six traffic signals in Marathon (Segment 13) were observed to experience fewer
events and reduce total delay as compared to 2019. The number of delay events
decreased to 37 in 2021 vs. 42 in 2019.The total delay time caused by these signals was
15 minutes and 21 seconds in 2021 as compared to 22 minutes and 59 seconds in 2019.
Signal retiming studies were performed by FDOT in April 2019 that included all 16
Monroe County traffic signals. It is possible that the signal retiming effort may have
contributed to the reduction in signal delay events and overall delay in 2021.
Traffic Counts E
Mechanical traffic counters and hoses were installed on March 15, 2021 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).
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As compared to the volumes collected in 2019 and 2017, the traffic volumes collected
in 2021 were found to be higher in Big Pine and Upper Matecumbe Keys, but lower in CO
Marathon Key (see Table 3). Additional traffic data was collected to identify localized
differences in traffic volumes in Big Pine Key. Please see Appendix C for a summary of
this data.
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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 15 and March 21, 2021 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 seasonal and axle factors to estimate the
2021 AADTs. Traffic data summaries are included in Appendix C.
Location 5-Dav ADT 7-Day ADT AADT
Big Pine Key (MM 29) 22,799 22,009 19,427
Marathon (MM 50) 38,262 36,739 32,430
Upper Matecumbe (MM 84) 26,152 26,908 23,751
The 2021 AADT increased in Big Pine (1.99%) and Upper Matecumbe (3.07%) Keys but 2
decreased in Marathon Key(-6.30%) compared to 2017.
Similarly, the 2021 AADT increased in Big Pine (3.59%) and Upper Matecumbe (6.48%)
Keys but decreased in Marathon Key (-11.67%) as compared to 2019. A detailed
historical comparison of the US 1 traffic counts for the period from 1996 to 2021 is
presented in Appendix D. A comparison of the most recent data (2009 to 2021) is
presented in Table 3 and represented graphically in Figure 1. `V
US 1 historical traffic growth is depicted in a regression analysis graph in Figure 2. A co
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linear regression analysis of the AADT at each of the three locations over the last 25
years indicates that there is a slight increase in overall traffic growth at the Marathon
and Upper Matecumbe count locations, and an overall decreasing trend in traffic `V
volumes for the Big Pine count location (but the last 13-year data shows an increasing i
trend).
Overall Speeds
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 `V
LOS C 47.9 mph to 45 mph
LOS D 44.9 mph to 42 mph c
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.
2021- US 1 Arterial Travel Time and Delay Study Monroe County
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The overall median speed during the 2021 ATTDS was 45.5 mph,which is 0.9 mph higher
than the 2019 median speed of 44.6 mph, and 0.5 mph lower than the 2017 median speed
of 46 mph. The median speed corresponds to LOS C. The highest overall speed
recorded during the 14-day ATTDS was 49.6 mph (0.9 mph lower than the 2019 highest
overall speed of 50.5 mph), which occurred on Monday, March 15, 2021 in the
southbound direction. The lowest overall speed recorded was 35.5 mph (2.3 mph lower
than the 2019 lowest overall speed of 37.8 mph), which occurred on Saturday, March
20, 2021 in the southbound direction. The 2021 travel speed data is summarized in
Appendix E. See Appendix F for comparisons of speed data from the 2021 study to
previous years data.
Segment Speeds
Segment speeds are the speeds recorded within individual segments of US 1. 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 E
important consideration on this multi-purpose roadway. P
The level of service criteria for segment speeds on US 1 in Monroe County depends on 2
the flow characteristics and the posted speed limits within the given segment. The
76
criteria, listed by type of flow characteristic, are explained in the LOS Methodology
provided in Appendix A, and summarized below.
Interrupted Flow
LOS A >_ 35 mph
LOS B >_28 mph
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LOS E >_ 13mph
LOS F < 13 mph
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LOS A>_ 1.5 mph above the posted speed limit
LOS B>_ 3.0 mph below LOS A
LOS C>_ 6.0 mph below LOS A
LOS D>_9.0 mph below LOS A
LOS E>_ 15.0 mph below LOS A
LOS F < 15.0 mph below LOS A
For all "uninterrupted" segments containing isolated traffic signals, the travel times
were reduced by 35 seconds per signalized intersection and 3 seconds per pedestrian
signal to account for delay due to signals.The Marathon and the Stock Island segments
are considered "interrupted" flow facilities, which are evaluated using the interrupted
flow LOS criteria shown above. 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 2021) for
each segment are presented in Figure 3. The median segment speed ranged from 59.9
mph in the Boca Chica segment to 34.7 mph in the Plantation segment. The following
is a summary of LOS changes, as compared to 2017:
2019- US 1 Arterial Travel Time and Delay Study Monroe County
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There were LOS changes in 9 segments in 2021 study compared to the 2017 study-the
LOS for five segments have improved, and the LOS for four segments have degraded.
• Stock Island segment (1) changed from LOS `B' to LOS `A'
• Ramrod segment (8) changed from LOS `B' to LOS `A'
• Big Pine segment (10) changed from LOS `C' to LOS `A'
• Bahia Honda segment(11) changed from LOS `B' to LOS `A'
• Tea Table segment (18) changed from LOS `D' to LOS `A'-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 `D' -Village of Islamorada
• Plantation segment (21) changed from LOS `B' to LOS `C'-Village of Islamorada
• Cross segment (24) changed from LOS `B' to LOS `C'
LOS A LOS B LOS C LOS D LOS E
(+)Stock Island(1) (-) Plantation(21) (-)Windley(20) (-) U. Matecumbe(19) iE
(+) Ramrod (8) (-)Cross(24)
(+) Big Pine(10) >
(+) Bahia Honda(11)
(+)Tea Table(18)
Compared to 2017 results, the median segment speeds increased in 13 of the 24
segments, ranging between 0.2 mph and 10.6 mph, and decreased in 11 segments,
ranging from -0.1 mph to -5.8 mph.
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The largest increase in speed (+10.6 mph)was recorded in Segment# 1 (Stock Island- Co
MM 4.0 to MM 5.0); The largest reduction in speed (-5.8 mph) was recorded in Segment cv
#21 (Plantation - MM 86.0 to MM 91.5).
Compared to 2019 results, the LOS increased in seven of the 24 segments, and
decreased in two segments. The LOS did not change in the remaining segments. The 1
most significant LOS changes recorded in Segments # 18 (Tea Table - MM 77.5 to MM
79.5; LOS changed from `D' to LOS `A'), # 20 (Windley - MM 84.0 to MM 86.0; LOS
changed from `D'to LOS `C') ,#21 (Plantation-MM 86.0 to MM 91.5; LOS changed from
`D' to LOS `C'),# 16 (Long- MM 63.0 to MM 73.0; LOS changed from `B' to LOS `C'), and
#24 (Cross - MM 106.0 to MM 112.5; LOS changed from `B' to LOS `C').
Compared to 2019 results, the median segment speeds increased in 15 of the 24 °-
segments, ranging between 0.3 mph and 7.0 mph, and decreased in nine segments,
ranging from -0.1 mph to -2.1 mph. The largest increase in speed (+7.0 mph) was
recorded in Segment # 1 (Stock Island - MM 4.0 to MM 5.0); The largest reduction in
speed (-2.1 mph) was recorded in Segment# 16 (Long - MM 63.0 to MM 73.0).
Detailed summary tables of these measured travel speeds by day, segment, and
fourteen-day average are contained in Appendix E.
Supplemental Travel Time Runs
Supplemental travel time runs were conducted (as required by the 2021 US 1 LOS
Methodology Update) between March 17, 2021 and March 19, 2021 in the four
southernmost segments to better reflect AM and PM peak conditions associated with
traffic entering and exiting the City of Key West. The supplemental runs indicate that
the travel speeds in Segment 1 and 3 are relatively lower during peak hours, as
compared to the travel speeds measured during travel time runs conducted using the
2019- US 1 Arterial Travel Time and Delay Study Monroe County
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staggered schedule. As such, the peak hour LOS for these segments is also lower.
Segment 1 had LOS B during peak hour as compared to LOS A. Segment 3 had LOS D
during peak hours as compared to LOS B. It should be noted that Segment 3 was only
0.1 mph below the LOS C speed criteria. The LOS for Segments 2 and 4 remained
unchanged (LOS A for segment 2 and LOS B for segment 4). A summary table of
measured travel speeds by day, segment and three-day average from the supplemental
travel runs are also included in Appendix E. It should be noted that the results of the
supplemental runs are included in this ATTDS Report for informational purposes only
and are not used in the LOS calculations.This information will be reviewed in the future
to decide if supplemental runs should be incorporated into future ATTDS and LOS
calculations, as directed by the Monroe County BOCC.
Delay
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, E
the observers encountered a total of 255 separate delay events. Thirty-eight (38) of P
these delay events, resulting in 3 hours 4 minutes and 38 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 U)
divided by the study's 28 one-way trips. The mean delay per trip is found to be 13
minutes and 41 seconds. N
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TABLE4
DELAY DATA SUMMARY AND COMPARISON
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Delay
Number of Total Excluded Mean Delay Mean Delay
I
Source Events Delay Time Per Event Per Trip
2021 (2017) 2021 (2017) 2021 (2017) 2021 (2017) 2021 (2017)
Traffic Signals 124 213 01:00:08 02:10:29 00:00:00 00:00:00 00:29 00:36 02:09 04:30
Drawbridges 2 0 00:12:00 00:00:00 00:12:00 00:00:00 06:00 00:00 00:26 00:00
Congestion 87 64 02:16:39 03:16:44 00:00:00 00:00:00 01:34 03:04 04:53 07:02
Left Turns 5 18 00:01:20 00:04:44 00:00:00 00:00:00 00:16 00:16 00:03 00:10
Right Turns 1 3 00:00:13 00:00:35 00:00:00 00:00:00 00:13 00:12 00:00 00:01
School Bus 9 12 00:03:14 00:05:09 00:03:14 00:05:09 00:22 00:26 00:07 00:11
Construction 10 0 02:14:56 00:00:00 02:14:56 00:00:00 13:30 00:00 04:49 00:00
Accidents 15 1 00:33:29 00:02:56
00:33:29 00:02:56 02:14 02:56 01:12 00:06
School Zones 1 9 00:00:42 00:08:24 00:00:42 00:08:24 00:42 00:56 00:01 00:18
Special Event 1 11 00:00:17 00:33:51 00:00:17 00:33:51 00:17 3:05 00:01 01:13
Total 255 331 06:22:59 06:22:52
03:04:38 00:50:20 01:30 00:01:0 13:41 13:36
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Signal Delays
The second largest recurring delay was caused by traffic signals. During the 2021 study,
124 observable signal delay events were noted in the vicinity of the signalized
intersections as compared to 213 delay events in 2017.Traffic signals resulted in a total
delay of 1 hour in 2021, as compared to 2 hours and 10 minutes in 2017. Some notable
observations related to signal delay during the 2021 study are provided below:
• The mean delay per event for signals in Segments # 10 and 22 was higher than the
LOS C threshold value of 35 seconds (deducted as per the methodology).
• The average signal delay per trip for Segments # 10 and 22 was lower(18 seconds)
than the 35 second threshold.
• The signal at Atlantic Boulevard (Segment # 22/23) caused the most delay, 14
minutes and 36 seconds, (from a total of 20 delay events), which accounted for 24%
of the total signal delay.
• The signal at Tarpon Basin Drive in Key Largo (Segment # 23) caused the second
highest delay (from a total of 14 delay events), which accounted for 11% of the total
signal delay. >
• The Marathon segment (Segment # 13) experienced the highest number of signal 2
delay events (37), as well as signal delay with 15 minutes and 21 seconds delay(26%
of the total signal delays). ,
• The signal at Key Deer Boulevard in the Big Pine segment (Segment # 10) had the
highest mean delay per event with only 7 signal delay events, resulting in 4 minutes
and 6 seconds.
There were 124 observable signal delay events in 2021 at signalized intersections as `V
compared to 157 delay events in 2019. Traffic signals resulted in a total delay of 1 hour
in 2021, as compared to 1 hour 51 minutes in 2019. co
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It is possible that the signal retiming efforts, as mentioned in previous sections, may
have contributed to the reduction in signal delay events and overall delay in 2021. `V
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Accident Delay
The accident-related delays, although non-recurring, were observed to be the fourth
highest delay event category during the 2021 study.A total of 15 accident delay events
were recorded during the 2021 study, accounting for 33 minutes and 29 seconds of
delay. The accident delay accounted for 9% of the total delays. The accident delays
were excluded from the overall and segment travel times.
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Turning Vehicles_Pelay
There were five left-turn and one right-turn delay events during the 2021 study. Left-turn
delays accounted for 1 minute and 20 seconds, with a mean delay of 16 seconds.
Similarly, right-turn delays accounted for 13 seconds with a mean delay of
13 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.
Drawbridge DgLay
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 2021 study,
compared to no events during the 2017 study and two events during the 2019 study.
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Drawbridge delays accounted for 12 minutes, with an average delay of 6 minutes per
event.The drawbridge delays were excluded from the overall and segment travel times.
Congestion DgLay
Congestion related delay represents the largest single recurring delay observed during
the 2021 study. There were 87 congestion related delay events, resulting in 2 hours 16
minutes and 39 seconds of 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 D2Laj E
Construction delays accounted for 2 hours 14 minutes and 56 seconds during the 2021
study, as compared to no construction delays during the 2017 study and approximately
10 minutes of construction delay during the 2019 study. Construction related delay
represents the second largest single delay observed during the 2021 study. There was
significant construction related delay during the 2021 study as compared to 2019 and
2017 studies. This was due to FPL utility work that affected several travel time runs.
During this FPL work, flagger operation was used to control traffic, allowing only one U)
direction of travel at a time. The construction delays were excluded from the overall
and segment travel times.
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Reserve Ca acitis co
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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
overall median speed of 45.5 mph compared to the LOS C standard of 45 mph results i
in a positive overall reserve speed of 0.5 mph. This reserve speed is converted into an
estimated number of reserve trips using the formula below:
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
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Applying the formula for reserve volume to each of the 24 segments of US 1 individually
gives maximum reserve volumes for all segments totaling 105,865 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
2019- US 1 Arterial Travel Time and Delay Study Monroe County
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The following two segments were identified to be functioning below the LOS C
threshold: Segment #19 (Upper Matecumbe) and Segment #20 (Windley). These two
segments have depleted their reserve capacities. Both of these segments are in the
Village of Islamorada.
A summary table displaying level of service and reserve capacity values for each
segment as well as overall US 1 are contained in Appendix G.
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7. SUMMARY
The following is a summary of the 2021 Travel Time and Delay Study results as compared to
the 2017 Travel Time and Delay Study:
a) The average traffic volumes have increased in Big Pine (2.00%) and Upper Matecumbe
(3.07%) Keys but have decreased in Marathon Key(-6.30%) as compared to 2017.
b) The overall travel speed on US 1 based on the 2021 study is 45.5 mph,which is 0.5 mph
lower than the 2017 overall travel speed.
c) As compared to the 2017 data, the median travel speeds in 13 of the 24 segments have
increased. They are:
+ +
- Stock Island ( 10.6 mph) -Torch ( 1.1 mph)
- Boca Chica (+0.3 mph) - Big Pine (+3.3 mph)
...................................................................................................................................................................................................................................................... ........
- Big Coppitt (+0.9 mph) - Bahia Honda (+1.1 mph) i=
..........................................................................................................................................................................................................................................................................................................................................................................................................................................................: _
_Saddlebunch_(+0 2 mph) ' _Marathon_(+1 7_m_ph_�
- Sugarloaf(+0.5 mph) - Tavernier (+2.0 mph) E
- Summ rl nd +1.1 mph) Ka Largo o +
06m h -- Ramrod (+0.4 mph) ,
Median travel speeds in 11 segments have decreased. They are: U)
Cudjoe (- 3m h) L Matecumbe (-1.6 mph) village of Islamorada
.....-.. ....................................................
-7-Mile Bridge (-0.1 mph) -Tea Table (-1.0 mph) -village of Islamorada `V
..........................................................................................................................................................................................................................................................................................................................................................................................................................................................
-Grass -0.2 mph) - U Matecumbe -3.9 mph) -village of Islamorada
..........................................y......................... p ) ( p ) ..........................................................
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- Duck -0.1 mph) -Windle -1.7 mph)-village of Islamorada cV
........... ( p ) ..... Y( .......................................................................................................................
- Long (-0.6 mph) - Plantation (-5.8 mph)-village of Islamorada
...................................................................................................................................................................................................................................................... ,
-_Cross (-3._6_mph) cv
d) As compared to the 2017 study, there are LOS changes in nine of the 24 segments-the
LOS for five segments have improved, and the LOS for four segments have degraded.
e) Segment #19 (Upper Matecumbe - MM 79.5 - MM 84.0) changed from LOS `D' to `E'.
Segment # 20 (Windley - MM 84.0 - MM 86.0) LOS changed from LOS `C' to V. These
two segments have no reserve capacity and should be given special attention.
f) There were two drawbridge delay events during the 2021 study (accounted for 12
minutes, with an average delay of 6 minutes), as compared to no drawbridge delay
events during the 2017 study. `V
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g) There were 10 construction delay events in 2021 (accounted for 2 hours 14 minutes and
56 seconds), as compared to no construction delay events in 2017.
h) There were 124 signal related delay events in 2021, resulting in 1 hour and 8 seconds of
delay, as compared to 2 hours 10 minutes and 29 seconds in 2017. The signal delay
events contributed to an average of 2 minutes and 9 seconds of delay per trip, which is
lower than the 2017 average signal delay per trip of 4 minutes and 30 seconds.
i) Segments with reserve speeds of less than or equal to 3 mph should be given particular
attention when approving development applications. Based on the 2021 study, there are
six segments in this category (same number of segments as in the 2017 study).
2019- US 1 Arterial Travel Time and Delay Study Monroe County
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- Duck MM - MM . -Win I 4. -
uc ( 60 5 63 0) Wind ley(8 0 86.0)
Long MM - MM7 . - Plantation - 1.o g ( 63 0 3 0) (86 0 9 5)
- L. Matecumbe MM 73.0- MM 77.5 - Cross MM 106.0- MM 112.5
.........................................................................................................................................................................................................................................:
- U. Matecumbe (MM 79.5- MM 84.0)
..........................................................................................................................................................................................................:
Following is a summary of the 2021 Travel Time and Delay Study results compared to the
2019 Travel Time and Delay Study:
a) The average traffic volumes have increased in Big Pine (3.59%) and Upper Matecumbe
(6.48%) Keys but have decreased in Marathon Key(-11.67%) as compared to 2019.
b) The overall travel speed on US 1 based on the 2021 study is 45.5 mph,which is 0.9 mph
higher than the 2019 overall travel speed.
c) As compared to the 2019 data, the median travel speeds in 15 of the 24 segments have
increased. They are:
+ + e®
Stock Island ( 7.0 mph) - Big Pine ( 0.3 mph)
'_ .............Boca Chica (+4.1 _mph) '_Bahia Honda (+0.6_mph)
- Big Coppitt (+1.4 mph) - Marathon (+1.7 mph)
..................................................................................................................................................................................................................................................................... .....................
- Saddlebunch +1.5 mph) - Grass +0.7 mph)
........................................................................ ( p ) .... .. y( p ) .................................................
- Sugarloaf +0.7 mph)
-Windle +2.3 mph)-Village of Islamorada
.......... J ( p ) ....... y( ........................................................................................................................
- Cudjoe (+0.7 mph) - Tavernier (+2.5 mph)
.....................................................................................................................................................................................................................................................................................................................................................................................................................................................
- Summerland (+0.9 mph) - Key Largo (+0.8 mph) "'
.....................................................................................................................................................................................................................................................................................................................................................................................................................................................
'.._Torch.._(+_0_.7.._mph).....................................................................................................
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Median travel speeds in 9 segments have decreased. They are:
- Ramrod -0.2 mph) - L Matecumbe -1.4 mph) -Village of Islamorada
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........... ( p ) ............................................................ ( p ) ......................................................
-7-Mile Bridge (-0.2 mph) -Tea Table (-0.3 mph) -Village of Islamorada `Vi
.....................................................................................................................................................................................................................................................................................................................................................................................................................................................
- Duck -0.1 mph) - U Matecumbe -1.1 mph) -Village of Islamorada
........... ( p ) ........................................................................... ( p ) ................................................,
- Lon -2.1 mph) - Plantation -0.6 mph)-Village of Islamorada
........... J ( p ) ..................................................................................................................................... ( ...............................................................................................................
_Cross_(-1 1 _m_ph)
d) As compared to the 2019 study, there are LOS changes in nine of the 24 segments-the
LOS for seven segments have improved, and the LOS for two segments have degraded.
e) Segment#20 (Windley- MM 84.0- MM 86.0) LOS changed from LOS `E' to `D'. The LOS
for Segment #19 (Upper Matecumbe - MM 79.5 - MM 84.0) remained at LOS `E'. These `V
two segments have no reserve capacity and should be given special attention.
c
f) There were two drawbridge delay events during the 2021 study, the same as the 2019
study. Drawbridge delays accounted for 12 minutes,with an average delay of 6 minutes.
g) There were 10 construction delay events in 2021 (accounted for 2 hours 14 minutes and
56 seconds), as compared to one construction delay event(accounted for 9 minutes and
55 seconds) in 2019.
h) There were 124 signal related delay events in 2021, resulting in 1 hour and 8 seconds of
delay, as compared to 1 hour 51 minutes and 49 seconds in 2019.The signal delay events
contributed to 2 minutes and 9 seconds of delay per trip on an average, which is lower
when compared to the 2019 average signal delay per trip of 4 minutes.
2019- US 1 Arterial Travel Time and Delay Study Monroe County
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The following is a list of considerations for review:
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
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.
• Provide or improve transit service or other multi-modal transportation
alternatives.
• Implement active traffic management and Transportation System Management iE
& 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. r
• Implement access management improvements (consolidate driveways/access 76
points, modify median openings, etc.) to reduce interruptions to US 1 traffic.
• Provide and/or improve frontage roads to reduce the impacts to US 1 traffic flow.
Improve local roads to minimize US 1 being used as a local street for short trips. T_
• 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 co
posted speed limits are correct and modify, if necessary.
2) This is the first Travel Time and Delay Study conducted after the COVID-19 pandemic.
The traffic volumes were observed to increase in some areas and decrease in other i
areas, as compared to 2019 and 2017 studies. Therefore, the travel time impacts due
to the pandemic appear to be very minimal.
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APPENDIX A �
t ,s :
Data Collection Methodology
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2 MONROE COUNTY, FLORIDA
3 MONROE COUNTY BOARD OF COUNTY COMMISSIONERS
4 RESOLUTION NO. 064 -2021
5
6
7 A RESOLUTION BY THE MONROE COUNTY BOARD OF
8 COUNTY COMMISSIONERS APPROVING UPDATES TO
9 THE U.S. 1 LEVEL OF SERVICE ("L.O.S.")
10 METHODOLOGY BASED ON RECOMMENDATIONS 2
11 MADE BY THE U.S. 1 L.O.S. TASK FORCE WHICH
12 EVALUATED CONSIDERATIONS IDENTIFIED IN THE
13 DRAFT 2019 ARTERIAL TRAVEL TIME AND DELAY
14 STUDY ("ATTDS").
15
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16 WHEREAS, in August, 1991, the BOCC adopted the U.S. 1 Level of Service ("L.O.S.")
17 C as measured by the U.S. 1 L.O.S. Methodology established by the U.S. 1 L.O.S. Task Force;
18 and
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19 WHEREAS, on December 10, 1997, the BOCC approved an amendment to the U.S. 1 x�
20 L.O.S. Methodology based on recommendations of the U.S. 1 L.O.S. Task Force; and
21 WHEREAS, on July 15, 2020,the BOCC considered the Draft 2019 Arterial Travel Time
22 & Delay Study ("ATTDS"), prepared by the County's traffic consultant, AECOM Technical
23 Services, Inc. ("AECOM"), which identified several considerations regarding methodology; and
24 WHEREAS, at the July 15, 2020, meeting,the BOCC directed staff to re-engage the U.S.
25 1 L.O.S. Task Force to evaluate the L.O.S. methodology and consider updates to it based on the
26 considerations identified in the Draft 2019 ATTDS; and
0
27 WHEREAS, on October 21, 2020, the BOCC adopted Resolution No. 355-2020,
28 reconvening the U.S. 1 L.O.S. Task Force and tasking the U.S. 1 L.O.S. Task Force with evaluating
29 the L.O.S. Methodology and potential updates to it based on the considerations identified in the
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30 draft 2019 ATTDS; and
31 WHEREAS, U.S. 1 L.O.S. Task Force met on November 10, 2020, January 6, 2021, and
32 January 21, 2021, to evaluate the L.O.S. methodology and to consider updates to it based on the
33 considerations identified in the Draft 2019 ATTDS; and
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I WHEREAS, U.S. 1 L.O.S. Task Force agreed to the following recommended items
2 through a roll call for vote for the update to the L.O.S. methodology at the January 21, 2021,
3 meeting:
4 1. Signal Delay: Increase to 35 seconds (to be consistent with the current Highway
5 Capacity Manual);
6 -�
7 2. Signal Delay: Continue to apply to only uninterrupted segments (not overall U.S.-1 U)
8 L.O.S. calculations);
9
10 3. Drawbridge Delay: Deduct delays due to drawbridge openings from the time run
11 calculations for both affected segments and overall U.S.-1, using a delay time of 6
12 minutes (average gate closure time based on FDOT data for drawbridge delays), and E
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13 applying to only those travel runs which were impacted by bridge openings;
14 >
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15 4. Overall L.O.S. calculation methodology for segments versus overall U.S.-1 will stay
16 the same;
17
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18 5. Travel Time Schedule: Conduct 2021 travel time runs based on current schedule. Also,
19 conduct supplemental runs in the southbound direction within Segments 1 to 4 during
20 AM peak (7-8 AM) on Wednesday, Thursday and Friday of the second week.
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21 Additionally, conduct supplemental runs in the northbound direction within Segments LN
22 1 to 4 during the PM Peak(5-6 PM)on Wednesday, Thursday, and Friday of the second co
23 week. The results of the supplemental runs will be included in the 2021 ATTDS Report
24 for informational purposes only and will not be used in overall L.O.S. calculations.
25 This information will be reviewed to decide if supplemental runs should be
26 incorporated into future ATTDS and L.O.S. calculations, as directed by the Monroe x1
27 County BOCC; and
28
29 6. Include by reference the Data Collection Methodology into the U.S. 1 L.O.S.
30 Methodology document. U)
31
32 NOW, THEREFORE, BE IT RESOLVED BY THE BOARD OF COUNTY
33 COMMISSIONERS OF MONROE COUNTY, FLORIDA, THAT:
34 Section 1. The recitals contained herein are true and correct and are hereby
35 incorporated as if fully set forth herein.
36 Section 2. The Board of County Commissioners does hereby adopt the
37 recommendations of the U.S. 1 L.O.S. Task Force and the 2021 Updated c,
38 methodology document, A Methodology To Assess Level-Of-Service On
39 US-1 In The Florida Keys, attached as Exhibit A, for County use.
40
41 PASSED AND ADOPTED by the Board of County Commissioners of Monroe County,
42 Florida, at a regular meeting of the Board held on the 17th day of February, 2021.
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1
2 Mayor Michelle Coldiron Yes
3 Mayor Pro Tem David Rice —
yea-4 Commissioner Craig Cates Yes
5 Commissioner Eddie Martinez YQL
6 Commissioner Mike Forster
7
BOARD OF COUNTY COMMISSIONERS
OF MONROBY
MAYOR MICHELLE COLDIRON
16 T: KEVIN MADOK, CLERK
17 MONROE CO ATTORNEY
1H APPy10'T TC PPRM
�-lg By�a - - PETER MOMS r
20 AS DE UTY CLERK ASSWAW COUNTY ArroAHEY
21 Dale! 2a/21
22
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R.E.De Arazoza
D.S.MaCleod
A METHODOLOGY TO ASSESS LEVEL-OF-SERVICE
ON US-1 IN THE FLORIDA KEYS
By e�
Rafael E. De Arazoza
Florida Department of Transportation ,
District 6
602 South Miami Avenue
Miami, Florida 33130
(305) 377-5910
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And
Douglas S. McLeod
Florida Department of Transportation `V
Mail Station 19
605 Suwannee Street
Tallahassee, Florida 32399-0450 (904) 922-0449
For Presentation at the
Transportation Research Board Annual Meeting
January 1993 `V
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DRAFT UPDATE
January 2021
Updated by AECOM Technical Services, Inc.
Based on input from the 2019/2020 US-1 LOS Task Force
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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, USA'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. >
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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
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Highway Capacity Manual. `V
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The results of the study correlate well with perceived operating conditions on US-1 and over a i
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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.
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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 i=
Key West to the Florida mainland (Figure 1). There are 48 bridges crossing water for a total
2
length of 35 km (22 mi), with the longest bridge approximately 11 km (7 mi) long. There is no
76
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
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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.
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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.
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The US-1 LOS study encompassed approximately 174 km (108 mi)of US-1 from Key
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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.
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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. E
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 76
consisting of representatives from State and local agencies and an engineering consulting
firm.
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Page 4 of 11
Packet Pg. 1302
J.3.a
R.E.De Arazoza
D.S.MaCleod
THE NEED TO DEVELOP A LOS MEASUREMENT METHOD
From a state transportation perspective, the overall operating condition of US-1 is important,
not the condition of any smaller segment. With Key West as a major tourist destination at the
southern end of the Keys and no alternative routes, the logical analysis section of highway
extends from Key West 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 i=
connecting to the roads. Chapter 8 methodology relies mainly on "percent time delay" to
2
assess LOS. The HCM further states that "Percent time delay...is defined as the average
76
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."
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Chapter 8 of the HCM also uses average travel speed and capacity utilization as additional
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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 i
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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
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the most part, the survey vehicle(s)was traveling close to the posted speed limit.
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.
Page 5 of 11
Packet Pg. 1303
J.3.a
R.E.De Arazoza
D.S.MaCleod
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 E
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
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assessing LOS on these segments.
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From the preceding discussion, it was evident that a distinct method to assess LOS on US-1
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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.
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Page 6 of 11
Packet Pg. 1304
J.3.a
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 E
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 E
process. 76
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 co
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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
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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.
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The 2021 travel time runs shall be conducted based on the current schedule. In addition,
supplemental runs shall be conducted in the southbound direction within Segments 1 to 4
during AM peak (7-8 am) on Wednesday, Thursday and Friday of the second week. Also,
conduct supplemental runs in the northbound direction within Segments 1 to 4 during the PM
Peak (5-6pm) on Wednesday, Thursday, and Friday of the second week. The results of the
supplemental runs will be included in the 2021 ATTDS Report for informational purposes only
and will not be used in overall or segment LOS calculations. This information will be reviewed
to decide if supplemental runs should be incorporated into future ATTDS and LOS
calculations, as directed by the Monroe County BOCC.
Page 7 of 11
Packet Pg. 1305
J.3.a
R.E.De Arazoza
D.S.MaCleod
For each run the process provided data (see Exhibit 1, Data Collection Methodology), 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 E
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 2
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
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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 co
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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
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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:
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TYPE OF FLOW LOS C/LOS A RATIO WEIGHT
0
Two-lane uninterrupted 52/58 = 0.897 74 0
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
Page 8 of 11
Packet Pg. 1306
J.3.a
R.E.De Arazoza
D.S.MaCleod
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 assumption is not far away from the premise that if a vehicle is able to sustain a travel E
speed equal to the posted speed limit, then it will correspond typically with the upper ranges
of LOS (i.e., LOS A or B). E
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 co
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applying all the ratios the overall LOS criteria for US-1 became:
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LOS Speed
A >_ 82 kmh (51 mph)
B >_ 77 kmh (48 mph)
C >_ 72 kmh (45 mph)
D >_ 68 kmh (42 mph)
E >_ 58 kmh (36 mph)
F < 58 kmh (36 mph)
0
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.
Page 9 of 11
Packet Pg. 1307
J.3.a
R.E.De Arazoza
D.S.MaCleod
A final step was still needed to complete the task of developing LOS/Speed threshold values
for the segments of US-1. No further work was needed to cover the 7% mileage of the
interrupted portions of US-1 found on Marathon and Stock Island, adjacent to Key West.
As discussed earlier, these segments correlate with Chapter 11 of the HCM. Therefore, direct
application of Table 11-1 LOS/speed criteria for a Class I arterial was made.
The remaining segments fell within the two-lane and four lane uninterrupted flow criteria.
It was decided 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 iE
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 uninterrupted flow segment, signalized intersection delay would
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be deducted from the segment's travel time to account for the influence of the traffic signals W
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(i.e., signal delay = 1.0 x 35 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 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:
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LOS SPEED
A >_ 2.4 kmh (1.5 mph) above the posted speed limit
B >_ 4.8 kmh (3.0 mph) below LOS A
C >_ 9.7 kmh (6.0 mph) below LOS A
D >_ 14.5 kmh (9.0 mph) below LOS A
E >_ 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:
Page 10 of 11
Packet Pg. 1308
J.3.a
R.E.De Arazoza
D.S.MaCleod
LOS SPEED
A >_ 74.9 kmh (46.5 mph)
B >_ 70.0 kmh (43.5 mph)
C >_ 65.2 kmh (40.5 mph)
D >_ 60.4 kmh (37.5 mph)
E >_ 50.7 kmh (31.5 mph)
F < 50.7 kmh (31.5 mph)
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 >_ 56.4 kmh (35 mph)
B >_ 45.1 kmh (28 mph)
C >_ 35.4 kmh (22 mph)
D >_ 27.4 kmh (17 mph)
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F < 20.9 kmh (13 mph)
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Speed data from both the overall length of US-1 and the individual segments were compared i
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
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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.
Page 11 of 11
Packet Pg. 1309
J.3.a
Exhibit 1
DATA COLLECTION METHODOLOGY
(Previously Approved by Task Force)
Calibration
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.
Floatingr Method and PassingScore
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 co
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Chica segments, the test car also traveled above the speed limit.Vehicles turning on or
off US 1 were omitted from the passing score.
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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 e®
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 N
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
Page 1 of 2
Packet Pg. 1310
J.3.a
Exhibit 1
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.
Treatmen
t y
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.
76
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 openings
should be deducted from the segment travel times (all affected segments) and the
overall travel times, to account for the influence of the drawbridge openings.A delay of
6 minutes should be deducted from those travel time runs that were impacted by bridgeCo
openings. However, regardless of how a particular type of delay was treated in the c�
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 1
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.
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Page 2 of 2
Packet Pg. 1311
J.3.a
APPENDIX B
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APPENDIX D �
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APPENDIX F
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J.3.a
APPENDIX
t ,s :
xv, , r
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and Reserve capacity
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APPENDIX H �
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J.3.a
SUMMARY OF DELAY EVENTS
2021 TTDS
Delay Source Segment Segment Limits Number of Total Mean Delay Mean Dela,
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 13 00:07:03 00:00:33 00:00:15
5 Harris Channel Bridge(N)-MM 16.5 Bow Channel Bridge(N)-MM 20.5 3.9 2 00:00:26 00:00:13 00:00:01
10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.4 7 00:04:06 00:00:35 00:00:09
13 7-Mile Bridge(N)-MM 47.0 Coco Plum Drive-MM 54.0 7.3 37 00:15:21 00:00:25 00:00:33
14 Cocoa Plum Dr-MM 54.0 Toms Harbor Ch Br(S)-MM 60.5 6.4 3 00:00:33 00:00:11 00:00:01
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21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 18 00:07:45 00:00:26 00:00:17
22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 17 00:12:21 00:00:44 00:00:26
23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 27 00:12:33 00:00:28 00:00:27
Subtotal 124 01:00:08 00:00:29 00:02:09 Q)
Congestion
1 Cow Key Bridge(N)-MM 4.0 Key Haven Blvd-MM 5.0 1.1 1 00:00:49 00:00:49 00:00:02
10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.4 3 00:00:41 00:00:14 00:00:01cu
17 Channel#2 Br(N)-MM 73.0 Lignum v Br(S)-MM 77.5 4.5 1 00:04:44 00:04:44 00:00:10
18 Lignumvitae Bridge(S)-MM 77.5 Tea Table Relief Bridge(N)-MM 79.5 2.2 3 00:04:34 00:01:31 00:00:10
19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 21 00:19:48 00:00:57 00:00:42
20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 1.9 10 00:07:05 00:00:42 00:00:15
21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 33 01:22:13 00:02:29 00:02:56
22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 2 00:03:08 00:01:34 00:00:07 r
23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 4 00:01:53 00:00:28 00:00:04
24 C-905-MM 106.0 County Line Sign-MM 112.5 6.2 9 00:11:45 00:01:18 00:00:25
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N
Subtotal 87 02:16:40 00:01:34 000453 N
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8 East Shore Drive-MM 25.0 Torch Ramrod Bridge(S)-MM 27.5 2.3 1 00:00:10 00:00:10 00:00:00
h
13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.3 2 00:00:41 00:00:20 00:00:01
17 Channel#2 Br(N)-MM 73.0 Lignum v Br(S)-MM 77.5 4.5 1 00:00:18 00:00:18 00:00:01
20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 1.9 1 00:00:13 00:00:13 00:00:00
21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 1 00:00:11 00:00:11 00:00:00 N
I
Subtotal 6 00:01:33 00:00:15 00:00:03
Drawbridge Signal 0.
19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 0.5 00:01:22 00:02:44 00:00:03
20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 1.9 0.5 00:04:38 00:09:16 00:00:10
21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 1 00:06:00 00:06:00 00:00:13
Subtotal 2 00:12:00 00:06:00 00:00:26
r
Construction I Accident I School Bus I
School Zone I Special Events N
3 Rockland Drive-MM 9.0 Boca Chica Rd-MM 10.5 1.5 2 00:06:24 00:03:12 00:00:14
10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.4 4 00:06:58 00:01:44 00:00:15
11 Long Beach Dr-MM 33.0 7-Mile Bridge(S)-MM 40.0 7.0 1 00:00:17 00:00:17 00:00:01 0)
13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.3 3 00:05:16 00:01:45 00:00:11
16 Long Key Bridge(S)-MM 63.0 Channel#2 Br(N)-MM 73.0 9.9 9 02:13:08 00:14:48 00:04:45
17 Channel#2 Br(N)-MM 73.0 Lignum v Br(S)-MM 77.5 4.5 1 00:00:32 00:00:32 00:00:01 0)
19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 4 00:01:25 00:00:21 00:00:03
21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 1 00:00:42 00:00:42 00:00:01
22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 2 00:00:50 00:00:25 00:00:02 cu
23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 1 00:00:16 00:00:16 00:00:01
24 C-905(Flashing Light)-MM 106.0 County Line Sign-MM 112.5 6.2 8 00:16:50 00:02:06 00:00:36
r=7r
36 02:52:38 00:04:48 00:06:10
All Sources TOTAL 255 06:22:59 00:01:30 00:13:41
Packet Pg. 1425
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APPENDIX I �
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2021 Data Collection Schedule
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