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Item M2
M2 BOARD OF COUNTY COMMISSIONERS COUNTY of MONROE Mayor Craig Cates,District 1 The Florida Keys Mayor Pro Tern Holly Merrill Raschein,District 5 Michelle Lincoln,District 2 James K.Scholl,District 3 m' David Rice,District 4 Board of County Commissioners Meeting November 8, 2023 Agenda Item Number: M2 2023-1761 BULK ITEM: No DEPARTMENT: Planning & Environmental Resources TIME APPROXIMATE: STAFF CONTACT: Emily Schemper AGENDA ITEM WORDING: Discussion and direction on the 2023 U.S. 1 Arterial Travel Time and Delay Study and the preparation of the Biennial Assessment of Public Facilities Capacity Report.TIME APPROXIMATE OF 11:00 A.M. ITEM BACKGROUND: The U.S. 1 Arterial Travel Time and Delay Study ("ATTDS") is performed biennially by the County's traffic consultant (AECOM) to monitor the Level of Service on U.S. Highway 1 ("US 1"). This professional traffic engineering study is conducted for concurrency purposes, pursuant to Monroe County Comprehensive Plan Policy 301.1.2 and Land Development Code Sections 114-2 and 114-200. The Monroe County Comprehensive Plan and Land Development Code require that all development and redevelopment taking place within the unincorporated County do not result in a reduction of the level of service requirements, including transportation facilities. The Comprehensive Plan and Land Development Code include a Level of Service Standard of"C" (45 mph) for U.S. 1. This LOS standard is used within the County's Concurrency Management System to review development proposals and ensure that the transportation facilities needed to serve development will be in place when the impacts of the development occur. Concurrency must be satisfied at the time a development permit is issued; at the time a certificate of occupancy; or through a binding contract or agreement for the necessary facility and/or service improvements or proportionate share contribution. To determine the Level of Service ("LOS") on U.S. 1, the County's professional traffic engineering consultant conducts an established systematic traffic monitoring program, developed by the U.S. 1 LOS Task Force, to monitor traffic volumes and travel speeds of U.S. 1. It is important to note that the U.S. 1 LOS Task Force developed a unique methodology to assess level of service for the Florida Keys to cover both its overall arterial length from Key West to the Florida mainland, and 24 roadway segments delineated, based on an average travel speed formula. 1482 Along with completing the systematic traffic monitoring program, the Comprehensive Plan and Land Development Code ("LDC") Section 114-2(b)(3) directs professional staff to submit a Biennial Assessment of Public Facilities Capacity Report ("PFCR") to the BOCC to identify the capacity of available public facilities. For this report Monroe County utilizes the U.S. 1 Arterial Travel Time and Delay Study to document the road/transportation available capacity and areas of marginal or inadequate facility capacity. The LDC further directs that the County shall not approve applications for development in areas of Monroe County that are served by inadequate facilities identified in the Biennial Assessment of Public Facilities Capacity Report, except the County may approve development that will have no reduction in the capacity of the facility or where the developer agrees to increase the level of service of the facility to the adopted level of service standard, through: • A binding executed contract is in place at the time the development permit is issued which provides for the commencement of the actual construction of the required facilities or provision of services; or • An enforceable development agreement guarantees that the necessary facilities and services will be in place with the issuance of the applicable development permit. An enforceable development agreement may include, but is not limited to, development agreements pursuant to section 163.3220, F.S., or an agreement or development order issued pursuant to Chapter 380, F.S., or • The proportionate share contribution or construction is sufficient to accomplish one or more mobility improvement(s) that will benefit a regionally significant transportation facility. The Draft 2023 ATTDS reports that the overall LOS for the entire length of U.S. 1 has fallen from LOS C to LOS D (44.2 mph), and there is no reserve capacity for additional trips. According to the policies and regulations in the Monroe County Year 2030 Comprehensive Plan and Monroe County Land Development Code, this would mean that County may not permit new development, other than single family homes, unless the proposed development's traffic impact is mitigated. The Draft 2023 ATTDS does indicate that all individual segments within unincorporated Monroe County currently operate at a LOS C or better. Within unincorporated Monroe County, two (2) segments operate at a LOS C: Long Key (Segment 16) and Cross Key (Segment 24). The 2023 ATTDS further indicates that two (2) segments within unincorporated Monroe County decreased in LOS as compared to the 2021 ATTDS: Stock Island (Segment 1) which fell from an LOS A to a LOS B; and Big Pine Key (Segment 10) which fell from a LOS A to a LOS B as compared to the 2021 ATTDS. Note regarding Segment 1 (Stock Island):AECOM has included an alternative reserve capacity chart with alternate LOS and reserve capacity analysis for Stock Island (Segment 1) in Appendix G of the draft report. The first reserve capacity chart indicates LOS B for Segment 1, with an overall U.S. 1 median travel speed of 44.2 mph (LOS D). The second, alternative reserve capacity chart, which the BOCC may choose to utilize, indicates LOS A for Segment 1, with an overall U.S. 1 median travel speed of 44.7 mph (LOS D), and includes the following note: This table is based on all travel time Nuns except 3 SB Nuns in segment 1 (Stock Island)from 3-14-23 to 3-16-23. These 3 SB Nuns were excluded as the average travel speeds were very low (4-7 mph) and were considered as outliers. The overall travel speed is 44.7 mph as compared to the previous page table that has an overall travel speed of 44.2 mph and is based on all travel time runs. Both reserve capacity charts are included as attachments to this agenda item for reference and consideration. 1483 Within unincorporated Monroe County, fourteen (14) segments saw no change in LOS between the 2021 and 2023 ATTDS: Boca Chica, Segment 2; Big Coppitt, Segment 3; Saddlebunch, Segment 4; Sugarloaf, Segment 5; Cudjoe, Segment 6; Summerland, Segment 7; Ramrod, Segment 8; Torch, Segment 9; Bahia Honda, Segment 11; 7-Mile Bridge, Segment 12; Long, Segment 16; Tavernier, Segment 22; Key Largo, Segment 23; and Cross, Segment 24. Additionally, both segments within the City of Marathon (Marathon, Segment 13; and Grassy, Segment 14) and one segment within saw no change in LOS between the 2021 and 2023 ATTDS. Within unincorporated Monroe County, the LOS increased from a LOS C to a LOS B in Duck Key (Segment 15) as compared to the 2021 ATTDS. A summary of the LOS Study by segment within Monroe County is attached to this agenda item (Average Travel Speeds and Levels of Service). Those segments at LOS C are highlighted in yellow. Those segments with no reserve capacity (all of which are within the incorporated area of Islamorada) are highlighted in dark orange (LOS D and LOS E). The Monroe County Land Development Code provides, at Section 114-2, that: 1. 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. 2. 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 (501o) below LOS C.While development may be approved within 5% of LOS C, the proposed development shall be considered to have an impact that needs mitigation. Development mitigation may be in the form of specific improvements or proportioned shared contribution towards improvements and strategies identified by the County, and/or FDOT to address any level of service degradation beyond LOS C and/or deficiencies. Within the incorporated city of Marathon, both segments operate at a LOS of C or better: Marathon, Segment 13, operates at a LOS A; and Grassy Key, Segment 14, operates at a LOS C. Within the incorporated area of Islamorada, Village of Islands, Lower Matecumbe (Segment 17) improved from LOS C to LOS B as compared to the 2021 ATTDS and Upper Matecumbe (Segment 19) saw no change from the 2021 ATTDS, remaining at LOS E. Within the incorporated area of Islamorada, Village of Islands, three(3) segments decreased in LOS: Tea Table, Segment 18, dropped from LOS A to LOS B; Windley, Segment 20, dropped from LOS D to LOS E; and Plantation, Segment 21, Dropped from LOS C to LOS D. In 2009, Islamorada adopted a Comprehensive Plan amendment to address U.S. 1 Level of Service standards for transportation facilities, as follows: Policy 2-1.21: Adopt Level of Service (LOS) Standards Pursuant to the U.S. 1 Level of Service Task Force. Islamorada, Village of Islands hereby adopts the following level of service (LOS) standards for roadways, pursuant to the methodology developed by the U.S. 1 Level of Service Task Force for 1484 analyzing LOS in Monroe County: 1. The level of service on U.S. 1 shall be maintained within 5% of LOS 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 of public facilities capacity. 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 2-1.2.2 deleted pursuant to Ordinance No. 09-23] 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. 1 upon exhausting the 5% below LOS C allowance authorized by the U.S. 1 Task Force Methodology as measured on an overall countywide basis not dependent on any single U.S. 1 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. Under Monroe County Comprehensive Plan Policy 301.2.3 ,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. Per the County's professional transportation engineering consultant, AECOM, who conducted the study: Roadway widening is a typical mitigation measure (or capacity improvement) used by most agencies. However, in Monroe County, road widening (specifically along U.S. 1) is restricted by the adopted Comprehensive Plan Policies to preserve and protect the fragile ecological conditions. There are other remedies that could be explored and evaluated to improve the traffic flow and capacity along U.S. 1. Some examples include: • Upgrade the traffic signal infrastructure and/or signal timing at signalized intersections along U.S. 1 to enhance traffic flow. FDOT has programmed a signal retiming study along US 1 in Monroe County,which is expected to start in early 2024. • Provide or improve transit service or other multi-modal transportation alternatives. The Monroe County Transit Department is in the process of initiating studies/projects to improve transit service • 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. Video cameras at some intersections are being installed through the ongoing Keys COAST project by FDOT, which will help monitor traffic flow. 1485 • 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 U.S. 1 traffic. • Provide and/or improve frontage roads to reduce the impacts to U.S. 1 traffic flow. • Improve local roads to minimize U.S. 1 being used as a local street for short trips. • Do not install new traffic signals along U.S. 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 U.S. 1 to confirm if the current posted speed limits are appropriate and modify, if necessary. The U.S. 1 Transportation Master Plan has identified several locations for improvements. It is recommended that follow-up studies be conducted at those locations to evaluate the feasibility of implementing improvements (such as the ones listed above or from the Master Plan) to enhance traffic flow. This is the first Travel Time and Delay Study conducted after all COVID-19 related restrictions have been lifted and more people appear to be traveling. The traffic data collected as part of this study, indicates higher volumes as compared to 2021 traffic volumes. The increased volumes may have impacted travel speeds. Table 4 of the Draft 2023 ATTDS (attached to this agenda item) summarizes the "delay events"within the 2023 data and provides a comparison to delay data from the 2021 ATTDS. As explained on Pages 18-20, Signal Delays and Construction Delays were significantly longer in 2023 than in 2021: • Tra ff c signals resulted in a total delay of 2 hours, 18 minutes and 12 seconds in 2023, as a. compared to 1 hour and 8 seconds in 2021... The last signal retiming study that included 16 traffic signals along US 1, was performed by FDOT in 2019. It is possible that a new signal retiming study at the above segments/locations may help reduce the signal delay, which may improve the overall US 1 Level of Service. • Construction delays accounted for 4 hours 29 minutes and 55 seconds during the 2023 study, as compared to 2 hours 14 minutes and 56 seconds construction delay during the 2021 study... There was significant increase in construction delay during the 2023 study as compared to 2021 study. For example, emergency water main 2023 — US 1 Arterial Travel Time and Delay Study Monroe County repairs at MM 84 affected travel time runs on March 8 and March 9; only SB direction of travel was allowed at a time on US 1, while the NB traffic was diverted to Old Hwy (parallel to US 1) and afterwards merged back to US 1;flagger operations were used for traffic management. It is important to note that, if adopted, the 2023 ATTDS will not be used for development review until the Biennial Assessment of Public Facilities Capacity Report ("PFCR") is adopted, which will be scheduled for a future BOCC meeting. 1486 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. 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 August 18, 2021 —BOCC approval of the 2021 U.S. 1 ATTDS February 21,2023—Approval of Work Order No. 18 to complete the 2023 U.S. 1 ATTDS CONTRACT/AGREEMENT CHANGES: n/a 1487 STAFF RECOMMENDATION: Staff requests the BOCC provide direction and approval on the following items for the 2023 Arterial Travel Time and Delay Study(ATTDS): 1. Stock Island (Segment 1) LOS: A. Use of Stock Island (Segment 1) analysis including 3 SB travel runs identified as outliers by AECOM (Segment 1 LOS B; Overall median travel speed=44.2 mph); or B. Use of Stock Island (Segment 1) analysis excluding 3 SB travel runs identified as outliers by AECOM (Segment 1 LOS A; Overall median travel speed= 44.7 mph). 2. AECOM suggests re-collection of data in 2024 on at least some segments, where construction delays were excessive, and/or the Keys COAST project and signal retiming is already underway and may improve traffic flow. Once data is updated, ATTDS and PFCR could be updated mid-2024. 3. Dependent on decisions above: A. Approve and Utilize 2023 ATTDS for PFCR(development applicants must identify mitigation); Next study in 2025 (data collection March '25; results adopted October '25). Development must mitigate until October 2025. B. Continue to Utilize 2021 ATTDS (2023 data affected by excessive construction delays) for PFCR; Next study in 2025. C. Approve and Utilize 2023 ATTDS for PFCR(development applicants must identify mitigation); Data updates in March 2024; results August 2024. Development must mitigate until mid/late 2024. D. Continue to Utilize 2021 ATTDS (2023 data affected by excessive construction delays) for PFCR; Data updates in March 2024; results August 2024. DOCUMENTATION: Table 1 -Average Travel Speeds and Levels of Service.pdf Appendix G Reserve Capacity Chart and Alternative Reserve Capacity Chart.pdf ATTDS 2023 Table 4 - Delay Data Summary and Comparison.pdf Updated Report 2023 ATTDS wAppendices_2023-10-31_Sent to Monroe County.pdf 1488 FINANCIAL IMPACT: Effective Date: 02/17/2021 Expiration Date: 0/00/00 Total Dollar Value of Contract: $95,186.57 Total Cost to County: $11,898.32 Current Year Portion: $11,898.32 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% ($11,898.32) Insurance Required: N/A Additional Details: Work Order No. 18 to complete the 2023 U.S. 1 Arterial Travel Time and Delay Study("ATTDS"), in the amount of$95,186.57,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. 1489 TABLE1 AVERAGEV L SPEEDS AND LEVELS OF SERVC Name of Beginning Ending LOS LOS LOS Median Median Median Segment Segment Beginning Control Point Ending Control Point Mile Mile 2019 2021 2023 Speed Speed Speed Marker Marker 2019 2021 2023 1 Stock Island Cow Key Bridge(N) Key Haven Boulevard 4.0 5.0 B A B 33.0 40.0 34.9 2 Boca Chica Key Haven Boulevard Rockland Drive 5.0 9.0 B A A 55.8 59.9 58.1 3 Big Coppitt Rockland Drive Boca Chica Road 9.0 10.5 B B B 46.1 47.5 46.6 4 Saddlebunch Boca Chica Road Harris Channel Bridge(N) 10.5 16.5 C B B 52.0 53.5 52.7 5 Sugarloaf Harris Channel Bridge(N) Bow Channel Bridge(N) 16.5 20.5 A A A 48.1 48.8 47.7 6 Cudjoe Bow Channel Bridge(N) Spanish Main Drive 20.5 23.0 A A A 47.2 47.9 46.5 7 Summerland Spanish Main Drive East Shore Drive 23.0 25.0 B B B 45.2 46.1 44.8 8 Ramrod East Shore Drive Torch-Ramrod Bridge(S) 25.0 27.5 A A A 46.7 46.5 47.0 9 Torch Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) 27.5 29.5 A A A 48.1 48.8 48.0 10 Big Pine N.Pine Channel Bridge(N) Long Beach Drive 29.5 33.0 B A B 42.4 42.7 40.4 11 Bahia Honda Long Beach Drive 7-Mile Bridge(S) 33.0 40.0 A A A 54.2 54.8 52.5 12(2) 7-Mile Bridge 7-Mile Bridge(S) 7-Mile Bridge(N) 40.0 47.0 B B B 53.4 53.2 54.5 13 Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A A 37.9 39.6 35.2 14 Grassy Coco Plum Drive Toms Harbor Ch Bridge(S) 54.0 60.5 C C C 50.7 51.4 51.3 15 Duck Toms Harbor Ch Bridge(S) Long Key Bridge(S) 60.5 63.0 C C B 53.3 53.2 53.6 16 Long Long Key Bridge(S) Channel#2 Bridge(N) 63.0 73.0 B C C 52.0 49.9 50.9 17(2) Lower Channel#2 Bridge(N) Lignumvitae Bridge(S) 73.0 77.5 C C B 49.6 48.2 45.3 Matecumbe 18(1) Tea Table Lignumvitae Bridge(S) Tea Table Relief Bridge(N) 77.5 79.5 D A B 46.9 46.6 44.8 19(1) Upper Tea Table Relief Bridge(N) Whale Harbor Bridge(S) 79.5 84.0 E E E 36.4 35.3 36.9 Matecumbe 200) ' Windley Whale Harbor Bridge(S) Snake Creek Bridge(N) 84.0 86.01 E D E 37.0 39.3 34.4 210)(2) Plantation Snake Creek Bridge(N) Ocean Boulevard 860 `. 915 D C D 35.3 34.7 33.3 22 Tavernier Ocean Boulevard Atlantic Boulevard 91.5 99.5 A A A 46.9 49.4 45.6 23 Key Largo Atlantic Boulevard C-905 99.5 106.0 A A A 44.2 45.0 44.1 24 Cross C-905 County Line Sign 106.0 112.6 B C C 50.2 49.1 48.4 Overall 4.0 112.6 D C D 44.6 45.5 44.2 Segments with NO Reserve Capacity (1)-Village of Islamorada (2)-Segments with Speed Limit Changes 2023-US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 2 1490 W w g ur M W O N O W (O w (O O M h M N ^ M M M N w 7 a I-- w M M W w I* w w f0 M I-- O O M M N M N M W Co O E J N N M - h O O N 00 W M I-- (O N (0 N W M M N N 7 0 % M (O M M N N N � h M N M N N X Q z U O M W ^ M M LW0 O ,Q- M f0 M (O M O h M O O M M O 0 W h (O h 00 M M N M M 00 M N O N W M C N M J O N (O W M M N M M M M h W N Ih N M Q W o m M M N N W M W w g ur O N N M 00 h w 00 Do O � h (0 M I-- M M M O O Q 7 Q W O_ W(O (O 00 00 f0 1- 0 N h 00 W M 00 h 00 (0 N M - * � J M M h � W � (O M O M N M W M W z U D 0 N W M W N N N N h W M M N M d a Q � U LU WWW � > LUW Q M M h W M O M W W N (O N M O O M f0 00 w w W 00 w w 0L E h M f0 (O h W f0 M M N v v C? ao ao q in W w W 0 o mamma a m a a m a Iml a0 m 0 m m W W o a a C-) o Q z J _ Q ; W t M (O h h W 00 O O W W N M W M M W M M f0 N W p Q W Q- 4 00 6 N Ih f0 � Ih 00 O N 4 W M O W 4 6 W a. 0L E M W * W W W M W W W M M M Q W in cn W Q 0 N 00 0) O O U7 0) V U7 U7 0. 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EXECUTIVE SUMMARY................................................................... 1 2. INTRODUCTION.............................................................................. 4 3. MONROE COUNTY LEVEL OF SERVICE (LOS) AND RESERVE CAPACITY ASSESSMENT OVERVIEW............................................... 6 4. DATA COLLECTION........................................................................ 8 5. FIELD OBSERVATIONS................................................................... 9 6. RESULTS AND DISCUSSIONS.......................................................... 11 7. SUMMARY..................................................................................... 21 TABLES TABLE 1 - AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE............ 2 TABLE 2 - U.S. ROADWAY SEGMENTS................................................... 6 TABLE 3 - US 1 TRAFFIC COUNTS - HISTORICAL COMPARISON............. 12 TABLE 4 - DELAY DATA SUMMARY AND COMPARISON........................... 18 FIGURES FIGURE 1: US 1 AADT- HISTORICAL COMPARISON................................. 13 FIGURE 2: US 1. HISTORICAL TRAFFIC GROWTH -AADT........................ 14 FIGURE 3: AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE............ 16 APPENDICES APPENDIX A - DATA COLLECTION METHODOLOGY APPENDIX B - TRAVEL TIME DELAY DATA APPENDIX C - 2023 TRAFFIC VOLUME SUMMARY APPENDIX D - HISTORICAL COUNT DATA APPENDIX E - 2023 TRAVEL SPEED SUMMARY DATA AND STATISTICS APPENDIX F - COMPARISONS OF HISTORICAL TRAVEL SPEED DATA APPENDIX G - 2023 LEVEL OF SERVICE AND RESERVE CAPACITY APPENDIX H - SUMMARY OF DELAY EVENTS APPENDIX I - 2023 DATA COLLECTION SCHEDULE 2023-U.S. 1 Arterial Travel Time and Delay Study Monroe County �Oco 1 Page ii 1495 1. EXECUTIVE SUMMARY This report contains the results and findings of the 2023 Arterial Travel Time and Delay Study (ATTDS). The primary objective of this study is to determine the US 1 Level of Service (LOS) 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). 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 last ATTDS study was performed in 2021. Both Monroe County and the Florida Department of Transportation (FDOT) have adopted a LOS C Standard for US 1. Further, 45 miles per hour (mph) has been adopted as the LOS C Standard for the entire length of US 1 regardless of the posted speed limits. Under the adopted growth management process, if the overall LOS for US 1 falls below the LOS C Standard, then no additional land development will be allowed in the Florida Keys, unless mitigation measures are proposed to address the LOS deficiencies. The 2023 study results are presented in Table 1 on the next page. 2023—US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 1 1496 TABLE1 AVERAGEV L SPEEDS AND LEVELS OF SERVC Name of Beginning Ending LOS LOS LOS Median Median Median Segment Segment Beginning Control Point Ending Control Point Mile Mile 2019 2021 2023 Speed Speed Speed Marker Marker 2019 2021 2023 1 Stock Island Cow Key Bridge(N) Key Haven Boulevard 4.0 5.0 B A B 33.0 40.0 34.9 2 Boca Chica Key Haven Boulevard Rockland Drive 5.0 9.0 B A A 55.8 59.9 58.1 3 Big Coppitt Rockland Drive Boca Chica Road 9.0 10.5 B B B 46.1 47.5 46.6 4 Saddlebunch Boca Chica Road Harris Channel Bridge(N) 10.5 16.5 C B B 52.0 53.5 52.7 5 Sugarloaf Harris Channel Bridge(N) Bow Channel Bridge(N) 16.5 20.5 A A A 48.1 48.8 47.7 6 Cudjoe Bow Channel Bridge(N) Spanish Main Drive 20.5 23.0 A A A 47.2 47.9 46.5 7 Summerland Spanish Main Drive East Shore Drive 23.0 25.0 B B B 45.2 46.1 44.8 8 Ramrod East Shore Drive Torch-Ramrod Bridge(S) 25.0 27.5 A A A 46.7 46.5 47.0 9 Torch Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) 27.5 29.5 A A A 48.1 48.8 48.0 10 Big Pine N.Pine Channel Bridge(N) Long Beach Drive 29.5 33.0 B A B 42.4 42.7 40.4 11 Bahia Honda Long Beach Drive 7-Mile Bridge(S) 33.0 40.0 A A A 54.2 54.8 52.5 12(2) 7-Mile Bridge 7-Mile Bridge(S) 7-Mile Bridge(N) 40.0 47.0 B B B 53.4 53.2 54.5 13 Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A A 37.9 39.6 35.2 14 Grassy Coco Plum Drive Toms Harbor Ch Bridge(S) 54.0 60.5 C C C 50.7 51.4 51.3 15 Duck Toms Harbor Ch Bridge(S) Long Key Bridge(S) 60.5 63.0 C C B 53.3 53.2 53.6 16 Long Long Key Bridge(S) Channel#2 Bridge(N) 63.0 73.0 B C C 52.0 49.9 50.9 17(2) Lower Channel#2 Bridge(N) Lignumvitae Bridge(S) 73.0 77.5 C C B 49.6 48.2 45.3 Matecumbe 18(1) Tea Table Lignumvitae Bridge(S) Tea Table Relief Bridge(N) 77.5 79.5 D A B 46.9 46.6 44.8 19(i) Upper Tea Table Relief Bridge(N) Whale Harbor Bridge(S) 79.5 84.0 E E E 36.4 35.3 36.9 Matecumbe 200) ' Windley Whale Harbor Bridge(S) Snake Creek Bridge(N) 84.0 86.01 E D E 37.0 39.3 34.4 210)(2) Plantation Snake Creek Bridge(N) Ocean Boulevard 860 `. 915 D C D 35.3 34.7 33.3 22 Tavernier Ocean Boulevard Atlantic Boulevard 91.5 99.5 A A A 46.9 49.4 45.6 23 Key Largo Atlantic Boulevard C-905 99.5 106.0 A A A 44.2 45.0 44.1 24 Cross C-905 County Line Sign 106.0 112.6 B C C 50.2 49.1 48.4 Overall 4.0 112.6 D C D 44.6 45.5 44.2 Segments with NO Reserve Capacity (1)-Village of Islamorada (2)-Segments with Speed Limit Changes There are speed limit changes that were observed during the 2023 travel runs. The segments with speed limit changes shown with footnote (2) in Table 1, are: Segment#12 (7-Mile Bridge- MM 40.0 - MM 47.0), Segment#17 (Lower Matecumbe - MM 73.0 - MM 77.5) and Segment#21 (Plantation - MM 86.0 to 91.5). • In Segment#12, there were 45 and 55 mph speed limits signs in 2021, as compared to 35, 45, 50, and 55 mph speed limit signs in 2023. However, the weighted average posted speed for Segment#12 remained the same (54.4 mph) in 2021 and 2023. • In Segment#17, there were 45, 50 and 55 mph speed limit signs in 2021, as compared to 45 and 50 mph speed limit signs in 2023. The weighted average posted speed for Segment#17 decreased from 52.5 mph in 2021 to 45.9 mph in 2023. • In Segment#21, there were 35 and 45 mph speed limit signs in 2021, as compared to only 45 mph speed limit signs in 2023. The weighted average posted speed for Segment #21 increased from 43.0 mph in 2021 to 45.0 mph in 2023. 2023-US 1 Arterial Travel Time and Delay Study Monroe County AECOM Page 2 1497 • As compared to the 2021 study, the median speeds in 5 of the 24 segments increased, ranging from 0.4 mph to 1.6 mph. • As compared to the 2021 study, the median speeds in 19 of the 24 segments decreased, ranging from 0.1 mph to 5.1 mph. • As compared to the 2021 study, the largest decrease in speed (-5.1 mph) was recorded in Segment#1 (Stock Island -MM 4.0 to MM 5.0); the LOS changed from `A' to `B'. • As compared to the 2021 study, the largest increase in speed (1.6 mph) was recorded in Segment#19(Upper Matecumbe-MM 79.5 to MM 84.0);the LOS`E' remained unchanged. • As compared to the 2021 study, the significant changes in LOS were recorded in Segments #20 and #21 (Windley-MM 84.0 to MM 86.0, Plantation -MM 86.0 to 91.5); the LOS changed from `D' to `E' and from `C' to `D', respectively. 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 segment #16 (Long - MM 63 to MM 73), segment #24 (Cross - MM 106 to MM 112.5),and the 12-mile segment in the upper keys covering segments#19(Upper Matecumbe - MM 79.5 to MM 84.0), #20 (Windley- MM 84.0 to MM 86.0) and #21 (Plantation - MM 86.0 to 91.5); the last three segments (#19, #20, #21) 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, 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. FDOT has programmed a signal retiming study along US 1 in Monroe County,which is expected to start in early 2024. • Provide or improve transit service or other multi-modal transportation alternatives. The Monroe County Transit Department is in the process of initiating studies/ projects to improve transit service. • 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. Video cameras at some intersections are being installed through the ongoing Keys COAST project by FDOT, which will help monitor traffic flow. • 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 install 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 appropriate and modify, if necessary. The US 1 Master Plan has identified several locations for improvements. It is recommended that follow-up studies be conducted at those locations to evaluate the feasibility of implementing improvements (such as the ones listed above or from the Master Plan)to enhance traffic flow. 2023—US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 3 1498 2) This is the first Travel Time and Delay Study conducted after all COVID-19 related restrictions have been lifted and more people appear to be traveling. The traffic data collected as part of this study, indicates higher volumes as compared to 2021 traffic volumes. The increased volumes may have impacted travel speeds. 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 2023, 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 2023. 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). 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 reserve capacity for US 1. Each member organization of the Task Force has endorsed the methodology. 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 methodology should be used to assess the LOS along US 1 in Monroe County, with a minor change.The signal delay for LOS C was increased to 25 seconds from 15 seconds to account for 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. 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 2023-US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 4 1499 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 proportionate shared contribution towards improvements and strategies identified by the County, and/or FDOT to address any level of service degradation beyond LOS C and/or other potential deficiencies. If any mitigation measures are proposed, they should be reviewed and approved by FDOT prior to Monroe County approval. The proposed mitigation measures could be implemented in several ways (as part of the development, as a standalone project by the developer, or as part of a programmed roadway project by City/County/FDOT) depending on the nature of the mitigation measures and the timeframe for implementation. If the mitigation measures are to be implemented through a programed project in the 5-year work program, then the proportionate share of the project costs should be estimated by the developer. This estimate has to be reviewed and approved by FDOT and Monroe County. 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 Department 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 implementing land development code which maintained the overall and segment-based LOS for transportation concurrency. 2023-US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 5 1500 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) NO. MILE-MARKER Beginning Ending Beginning Ending 1 4.0 5.0 Cow Key Bridge(N) Key Haven Boulevard Stock Island,Key Haven 2 5.0 9.0 Key Haven Boulevard Rockland Drive Boca Chica,Rockland 3 9.0 10.5 Rockland Drive Boca Chica Road Big Coppitt 4 10.5 16.5 Boca Chica Road Harris Channel Bridge(N) Shark,Saddlebunch 5 16.5 20.5 Harris Channel Bridge(N) Bow Channel Bridge(N) Lower Sugarloaf,Upper Sugarloaf 6 20.5 23.0 Bow Channel Bridge(N) Spanish Main Drive Cudjoe 7 23.0 25.0 Spanish Main Drive East Shore Drive Summerland 8 25.0 27.5 East Shore Drive Torch-Ramrod Bridge(S) Ramrod 9 27.5 29.5 Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) Torch 10 29.5 33.0 N.Pine Channel Bridge(N) Long Beach Drive Big Pine 11 33.0 40.0 Long Beach Drive 7-Mile Bridge(S) W.Summerland,Bahia Honda,Ohio 12 40.0 47.0 7-Mile Bridge(S) 7-Mile Bridge(N) 7-Mile Bridge 13 47.0 54.0 7-Mile Bridge(N) Cocoa Plum Drive Marathon, Key Colony Beach 14 54.0 60.5 Cocoa Plum Drive Toms Harbor Ch Bridge(S) Fat Deer Crawl,Grassy 15 60.5 63.0 Toms Harbor Ch Bridge(S) Long Key Bridge(S) Duck,Conch 16 63.0 73.0 Long Key Bridge(S) Channel#2 Bridge(N) Long,Fiesta,Craig 17 73.0 77.5 Channel#2 Bridge(N) Lignum Vitae Bridge(S) Lower Matecumbe 18 77.5 79.5 Lignum Vitae Bridge(S) Tea Table Relief Bridge(N) Fill 19 79.5 84.0 Tea Table Relief Bridge(N) Whale Harbor Bridge(S) Upper Matecumbe 20 84.0 86.0 Whale Harbor Bridge(S) Snake Creek Bridge(N) Windley 21 86.0 91.5 Snake Creek Bridge(N) Ocean Boulevard Plantation 22 91.5 99.5 Ocean Boulevard Atlantic Boulevard Key Largo 23 99.5 106.0 Atlantic Boulevard C-905 Key Largo 24 1 106.0 112.5 1 C-905 County Line Sin I Key Largo,Cross Key NOTE:(N)and(S)refer to the north and south ends of the bridges,respectively 2023-US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 6 1501 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. Segment speeds are the speeds recorded within the individual segments of US 1. The segments were defined by the Task Force to reflect roadway cross-sections, speed limits, and geographical boundaries. Segment speeds reflect the conditions experienced during local trips. Given that US 1 serves as the principal arterial in the Keys, the movement of local traffic is also an important consideration. LOS is determined for individual segments by comparing the weighted average posted 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 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. 2023-US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 7 1502 4. DATA COLLECTION The field data collection took place between March 5,2023 and March 18,2023.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. 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 13, 2023 to March 19, 2023. 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 1 LOS Methodology Update) between March 15, 2023 and March 17, 2023 in the four 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 the 2023 ATTDS Report for informational purposes only and are not used in the LOS calculations. This information is to be reviewed to decide if supplemental runs should be incorporated into future ATTDS and LOS calculations, as directed by the Monroe County BOCC. 2023-US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 8 1503 5. FIELD OBSERVATIONS Tra is ignas There are 17 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 33rd Street 48.5 13 Sombrero Beach Road 50.0 13 89t" Street (Emergency Signal) 51.7 13 107t" Street 52.4 13 109t" Street 52.5 13 Pedestrian Crossing - 121st Street 53.0 13 Sadowski Causeway 53.5 13 Coco Plum Drive 54.0 13/14 Layton Drive (Emergency Signal) 68.4 16 Snake Creek Bridge (Drawbridge Signal) 85.7 20 Woods Avenue 90.0 21 Bessie Road 90.5 21 Ocean Boulevard 91.5 21/22 Jo-Jean Way (Emergency Signal) 92.0 22 Burton Drive 92.6 22 Fisherman's Trail (Emergency Signal) 99.1 22 East Drive (Emergency Signal) 99.2 22 Ocean Bay Drive/Atlantic Boulevard 99.5 22/23 Pedestrian Crossing (PHB)- Bay Drive 99.8 23 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 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 traffic signals in Stock Island (Segment 1) were observed to experience slightly less delay events (11 in 2023 vs. 13 in 2021) but increased total delay (13 minutes and 20 seconds in 2023 vs. 7 minutes and 3 seconds in 2021)as compared to the year 2021. The six traffic signals in Marathon (Segment 13) were observed to experience more events and significantly more total delay as compared to the year 2021. The number of delay events increased to 45 in 2023 vs. 37 in 2021.The total delay time caused by these signals was 39 minutes and 18 seconds in 2023 as compared to 15 minutes and 21 seconds in 2021. 2023-US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 9 1504 The last signal retiming study that included 16 traffic signals along US 1,was performed by FDOT in 2019. It is possible that a new Countywide signal retiming study (along US 1) may help reduce the overall signal delay. Traffic Counts Mechanical traffic counters and hoses were installed on March 13, 2023 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). As compared to the volumes collected in 2021, the traffic volumes collected in 2023 were found to be higher in Big Pine, Marathon and Upper Matecumbe Keys (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. 2023-US 1 Arterial Travel Time and Delay Study Monroe County ACOM Page 10 1505 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 13 and March 19, 2023 at the three locations listed below were used to calculate the average daily traffic (ADT) and annual average daily traffic (AADT). The 7-day average volumes were used along with seasonal and axle factors to estimate the 2023 AADTs. Traffic data summaries are included in Appendix C. Location 5-Day ADT 7-Day ADT AADT Big Pine Key (MM 29) 23,427 22,428 19,580 Marathon (MM 50) 38,262 36,739 32,430 Upper Matecumbe (MM 84) 26,152 26,908 23,751 The 2023 ADT increased in Big Pine (2 - 3%), Marathon Key (2 - 3%) and Upper Matecumbe (6 -9%) Keys as compared to 2021.A detailed historical comparison of the US 1 traffic counts for the period from 1993 to 2023 is presented in Appendix D. A comparison of the most recent data (2010 to 2023) is presented in Table 3 and represented graphically in Figure 1. US 1 historical traffic growth is depicted in a regression analysis graph in Figure 2. A linear regression analysis of the AADT at each of the three locations over the last 26 years indicates that there is a slight increase in overall traffic growth at the Marathon and Upper Matecumbe count locations, and an overall slightly decreasing trend in traffic volumes for the Big Pine count location (but the last 4-year data shows an increasing trend). 0vt[gjLaREEdj The Level of Service (LOS) criteria for overall speeds on US 1 in Monroe County, as adopted by the Task Force, is as follows: LOS A 51.0 mph or above LOS B 50.9 mph to 48 mph LOS C 47.9 mph to 45 mph LOS D 44.9 mph to 42 mph LOS E 41.9 mph to 36 mph LOS F below 36 mph Both Monroe County and the FDOT have adopted a LOS C standard for US 1. 2023-US 1 Arterial Travel Time and Delay Study Monroe County AECOM Page 11 1506 ti � o 0 0 0 0 0 0 0 0 0 (h U N O N N l!) V O S N I- 00 O (O N O L O O 0O V V N (I ((O W (O V 00 V N U CY) r- N N N N O bq o 0 o p (V r- o 0 0 I� N LO 00 U LQ 00 17 V (O N o O N _ N 00 O) O N (O (h O� N O l!) I� O O N N 00 (O N (O (O (h U N N (h (h (h N N N N � o o � o 0 0 0 0 0 0 (6 N In �? N mO O ON O N O O) 00 (O (h U 0 N 00 N (h O (O (O I- N Z) O N N V (h N (h O 0 V I� O Lr � 00 00 (h O N 00 (h N (O N N N U N N V V (h N N N N o 0 0 0 0 0 0 0 o (6 O 000 pip O W V N L6 N O U o _ N 7 CY) O V N � V N 0 O N N (D N N N U 00 00 O) O N (O (h OM N O l!) O N I� V 0) I� LO U N N N N N O N (h O (1) N V 'ITr O C 00 - - 00 - N O 00 O 0 00 00 U N N ON N N N (1) C 00 00 0 0 0 0 0 0 (1) (h U 0 N (O (D ch � 00 LO (O V (O 0 0 O 0 O W l!) (NO N O O O O) (h (h O LL U N N (h (h N N N N N 0 0 0 0 0 0 0 0 o m 00 N 00 O O) I- O N U N N (O (O L(5 O Q O N (D O) LO LO 00 (D O) N r V 00 O (O (h O O Lr O 0) N Lr 0) O O O N N NC) S N 0 0 0 0 0 0 0 0 0 o 00 N 00 m 00 N 00 LO O) LOO) I- O) 00 I� 00 (O N (O y U o 0 0 0 0 00 q N 00 O V (O I- N (O 00 I� Z V O ((O l2 O 00 (I N O C) O U ON ON (h N N N N N 1i 0 0 0 0 0 0 0 0 0 ? o (6 W (D � V N O (O Oi O) O O U N N (p (O L(5 L(j N L(j C O ' N N N (h 00 00 V (O y O (NO 7 W W Lr N N (C lf) U O O N N N � � V fn Q Q Q N co 0 s U° o o eo co N O N ui'a4u.w �uwuu ��II 1 fllli lJlllll III 1 1 °�IJI p �YYYY7YYiiiiiJ��11 1 ������r��lp 1� N O Z N O cn_ llrl»»�rrrrrtll�lllrltrl,�llr,rrrrirtrrrrrrr�rrrrrrtrrrrllrlrrr»trrr» Q a o C N E G � O N U J C Q Q U_ N o O lffffffDfffl�(p��1Ui«««<l««<q9q!I«<gq�flff�ffffffffffffff�11111111111���iioiii)D➢Pi�liiilPiiiiiiiiiiiiiiiiiPJiiDiiil)liiiiiiiDiiii)D➢PiDiiil)� (n//H/� Lo L = o o d 9MIN >- m 1 �p 0 �tl � rrrrl � rrllrl �lr � m 0 N �ioio�rrrr��aoiiaiiio�ior�✓,�onioaoioonoi�;;r�nrrrororranooilrmn�m�io,�io�oiaoiiai �p r O iTL L 000iy000iUJooiprrf{p000p0000i o000 ooio 0000 0000iy000if(pllJfffflAllllllll(I II i 11111 ,tea o ir�rir�rir�r irmrmrmrmr�rmmimmmimi '� o � o MEMN lr 0 0 0 0 0 0 0 0 CD O O O O O O O O O LO O LO O LO O L V co co N N lavv-ownlon 3111BJ-L Q a N 0 N 0 0 LO M � �� =o p 0 N V Z � A � O No SZ N w NM O � O � ■ N II O N 7; co ■ G' +: C) N LO 0 O n N L M Gi �illll0 ^''' C) V N H G40 ^IIIIIIIII CD O �IIIIIIIII N V 0 R �L O O �J N � ■ G' O N C6 r G� ���lollllll'� La LO N ul G N o a�i M tC y 1111111111 W: N O CL N c 0 ■ w Q �IIIIIIIII G' I Illllllllr � M _m ��' O C CID Uj GN LO im Occ ^� ■ ti G' II O N �' S= I O t rn y cc ■ �i11110 O O O O O O O O O O O O O y CD CD CD CD CD O O O O O O O O O 00 (O N O 00 (O N O 00 (O M M M M M N N N N N (AL'p/4aA)laud N 0 N The overall median speed during the 2023 ATTDS was 44.2 mph,which is 1.3 mph lower than the 2021 median speed of 45.5 mph.The median speed corresponds to LOS D. The highest overall speed recorded during the 14-day ATTDS was 47.6 mph (2.0 mph lower than the 2021 highest overall speed of 49.6 mph), which occurred on Saturday, March 11, 2023 in the northbound direction. The lowest overall speed recorded was 36.6 mph (1.1 mph higher than the 2021 lowest overall speed of 35.5 mph), which occurred on Thursday, March 16, 2023 in the southbound direction. The 2023 travel speed data is summarized in Appendix E. See Appendix F for comparisons of speed data from the 2023 study to previous years data. Segment eeds 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 important consideration. The level of service criteria for segment speeds on US 1 in Monroe County depends on the flow characteristics and the posted speed limits within the given segment. The criteria, listed by type of flow characteristic, are explained in the LOS Methodology provided in Appendix A, and summarized below. Interrupted Flow LOS A >_ 35 mph LOS B >_28 mph LOS C >_22 mph LOS D >_ 17 mph LOS E >_ 13 mph LOS F < 13 mph Uninterrupted Flow 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 2021 and 2023) for each segment are presented in Figure 3. The median segment speed ranged from 58.1 mph in the Boca Chica segment to 33.3 mph in the Plantation segment. A summary of LOS changes, as compared to the 2021 ATTDS, are shown in the following pages. 2023-US 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 15 1510 , x - �1-0 w f ell �� 0 ow a)�m C0� N h�l % N O �-0 / N 1 cn , N , U m S ISl 9 N / A� T le U O W N� u- VM f VJ d ¢ as IQ €� ooM � o o Qa s N 00 g G m m Q. jy�cc 00 00 07 3 oQ h g g o g o g o o CD L\J L R There are LOS changes in 7 segments in 2023 study compared to the 2021 study-the LOS for five segments have degraded, and the LOS for two segments have improved. • Stock Island segment(1) changed from LOS `A' to LOS `B' • Big Pine segment (10) changed from LOS `A' to LOS `B' • Duck segment (15) changed from LOS `C' to LOS `B' • Lower Matecumbe segment(17) changed from LOS `C' to LOS `B' • Tea Table segment (18) changed from LOS `A' to LOS `B'-Village of Islamorada • Windley segment(20) changed from LOS `D' to LOS `E' -Village of Islamorada • Plantation segment (21) changed from LOS `C' to LOS `D'-Village of Islamorada LOS A LOS B LOS C LOS D LOS E (-)Stock Island (1) (-) Plantation(21) (-)Windley(20) (-) Big Pine(10) (+) Duck(15) (+) L. Matecumbe(17) (-)Tea Table(18) As compared to the 2021 study, the median segment speeds decreased in 19 of the 24 segments, ranging between 0.1 mph and 5.1 mph,and increased in 5 segments, ranging from 0.4 mph to 1.6 mph. The largest increase in speed (+1.6 mph) was recorded in Segment #19 (Upper Matecumbe - MM 79.5 to MM 84.0); The largest reduction in speed (-5.1 mph) was recorded in Segment#1 (Stock Island - MM 4.0 to MM 5.0). As compared to the 2021 study, the LOS degraded in five of the 24 segments, and improved in two segments. The LOS did not change in the rest of the segments. The significant LOS changes recorded in Segments#20(Windley-MM 84.0 to MM 86.0; LOS changed from `D' to LOS `E'), #21 (Plantation- MM 86.0 to MM 91.5; LOS changed from `C' to LOS `D'). Summary tables of the measured travel speeds by day, segment, and fourteen-day average are included in Appendix E. Supplemena Travel Time Runs Supplemental travel time runs were conducted (as required by the 2021 US 1 LOS Methodology Update) between March 15, 2023 and March 17, 2023 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 staggered schedule. However, the peak hour LOS for all four segments remained unchanged (LOS B for segment 1, LOS A for segment 2, LOS D for segment 3 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 is also included in Appendix E. It should also be noted that the results of the supplemental runs are included in the 2023 ATTDS Report for informational purposes only and are not used in the LOS calculations. This information is to be reviewed to decide if supplemental runs should be incorporated into future ATTDS and LOS calculations, as directed by the Monroe County BOCC. 2023-US 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 17 1512 ea A delay event starts whenever the speed of the test vehicle falls below 5 mph. The delay event continues until the test vehicle's speed increases to 15 mph. During the study, the observers encountered a total of 332 separate delay events. Thirty-seven (37) of these delay events, resulting in 5 hours 42 minutes and 27 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 road construction. A detailed listing of the specific sources of delay is included in Appendix H of this report. It should be noted that segment # 25 (MM 112.6 - MM 126.5), which belongs to Miami-Dade County was not included in the total delay calculations. However, the delays in that segment were listed in Appendix H. A summary of the delay data (as compared to 2021 data), is provided in Table 4.The mean delay per trip is the total delay recorded for a given delay event divided by the study's 28 one-way trips. The mean delay per trip is found to be 28 minutes and 53 seconds. TABLE4 DELAY DATA SUMMARY AND COMPARISON Delay Number of Total Excluded Mean Delay Mean Delay Source Events Delay Time Per Event Per Trip 1 2023 (2021) 2023 (2021) 2023 (2021) 2023 (2021) 2023 (2021) Traffic Signals 164 124 02:18:12 01:00:08 00:00:00 00:00:00 00:00:51 00:00:29 00:04:56 00:02:09 Drawbridges 6 2 00:35:32 00:12:00 00:35:32 00:12:00 00:05:55 00:06:00 00:01:16 00:00:26 Congestion 109 87 05:20:07 02:16:39 00:00:00 00:00:00 00:02:56 00:01:34 00:11:26 00:04:53 Left Turns 22 5 00:07:47 00:01:20 00:00:00 00:00:00 00:00:21 00:00:16 00:00:17 00:00:03 Right Turns 0 1 00:00:00 00:00:13 00:00:00 00:00:00 00:00:00 00:00:13 00:00:00 00:00:00 School Bus 3 9 00:01:00 00:03:14 00:01:00 00:03:14 00:00:20 00:00:22 00:00:02 00:00:07 Construction 18 10 04:29:55 02:14:56 04:29:55 02:14:56 00:15:00 00:13:30 00:09:38 00:04:49 Accidents 2 15 00:09:02 00:33:29 00:09:02 00:33:29 00:04:31 00:02:14 00:00:19 00:01:12 School Zones 0 1 00:00:00 00:00:42 00:00:00 00:00:42 00:00:00 00:00:42 00:00:00 00:00:01 Special Event 8 1 00:26:58 00:00:17 00:26:58 00:00:17 00:03:22 00:00:17 00:00:58 00:00:01 Total 332 255 13:28:33 06:22:59 05:42:27 03:04:38 00:02:26 00:01:30 00:28:53 00:13:41 Signal Delays The third largest recurring delay was caused by traffic signals. During the 2023 study, 164 observable signal delay events were noted in the vicinity of the signalized intersections as compared to 124 delay events in 2021. Traffic signals resulted in a total delay of 2 hours, 18 minutes and 12 seconds in 2023, as compared to 1 hour and 8 seconds in 2021. Some notable observations based on signal delay are provided below: • The mean delay per event for signals in Segments # 1, 10, 13 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 Segment # 1 was lower (29 seconds) than the 35 second threshold; the average signal delay per trip for Segment # 23 was higher (41 seconds) than the 35 second threshold. • The signal at Sombrero Beach Road (Segment # 13) caused the most delay, 24 minutes and 12 seconds, which accounted for 18% of the total signal delay. In 2023-US 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 18 1513 addition, the signal at Sombrero Beach Road had the highest mean delay per event with 14 signal delay events, at 1 minute and 44 seconds. • The signal at Atlantic Boulevard (Segment#22/23)caused the second highest delay, 22 minutes and 55 seconds, (from a total of 29 delay events), which accounted for 17% of the total signal delay. • The signal at Key Deer Boulevard in the Big Pine segment(Segment# 10)caused the third highest delay (from a total of 13 delay events), which accounted for 14% of the total signal delay. • The Marathon segment (Segment # 13) experienced the highest number of signal delay events (45),as well as signal delay with 39 minutes and 18 seconds delay(28% of the total signal delays). The last signal retiming study that included 16 traffic signals along US 1,was performed by FDOT in 2019. It is possible that signal retiming at the above segments/locations may help reduce the signal delay,which may improve the overall US 1 Level of Service. FDOT has programmed a signal retiming study along US 1 in Monroe County, which is expected to start in early 2024. Accident Delay The accident-related delays, although non-recurring, were observed to be the sixth highest delay event category during the 2023 study. Two accident delay events were recorded during the 2023 study, accounting for 9 minutes and 2 seconds of delay. The accident delays were excluded from the overall and segment travel times. Turning Ve ides slay There were 22 left-turn delay events during the 2023 study. Left-turn delays accounted for 7 minutes and 47 seconds, with a mean delay of 21 seconds. rawbridge slay The bridge across the Snake Creek was the only drawbridge observed along the entire length of the study segment. There were six drawbridge events during the 2023 study, compared to two events in the 2021 travel time study. Drawbridge delays accounted for 35 minutes and 32 seconds, with an average delay of 5 minutes and 55 seconds per event. The drawbridge delays were excluded from the overall and segment travel times. Congestion slay Congestion related delay represents the largest recurring delay observed during the 2023 study. There were 109 congestion related delay events, resulting in 5 hours 20 minutes and 7 seconds of delay. It is possible that some of this delay was caused by inadequate roadway capacity, stop and go conditions in the vicinity of signalized intersections, drawbridge openings, accidents, vehicles turning from through lane,etc. 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, or accident scene has been cleared) by the time the test vehicle approached the event location. Construction D2Laj Construction delays accounted for 4 hours 29 minutes and 55 seconds during the 2023 study, as compared to 2 hours 14 minutes and 56 seconds construction delay during the 2021 study. Construction related delay represents the second largest single delay observed during the 2023 study. There was significant increase in construction delay 2023-US 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 19 1514 during the 2023 study as compared to 2021 study. For example, emergency water main repairs at MM 84 affected travel time runs on March 8 and March 9; only SB direction of travel was allowed at a time on US 1, while the NB traffic was diverted to Old Hwy (parallel to US 1)and afterwards merged back to US 1; flagger operations were used for traffic management. In addition, significant construction delays were caused due to regular road work on the right shoulder that affected several travel time runs; cones were placed on the right shoulder over a long distance at the Village of Islamorada, especially in the SB direction. Construction vehicles may have caused actual interference with traffic, but observers could not visually confirm during the travel time runs.The construction delays were excluded from the overall and segment travel times. Reserve Capacities 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 44.2 mph compared to the LOS C standard of 45 mph results in a negative overall reserve speed of-0.8 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 Applying the formula for reserve volume to each of the 24 segments of US 1 individually gives maximum reserve volumes for all segments totaling 90,496 trips.These individual reserve volumes may be unobtainable, due to the constraint imposed by the overall reserve volume. County regulations and FDOT policy allow segments that fail to meet the LOS C standards to receive an allocation not to exceed five percent below the LOS C standard. The so-called five percent allocations were calculated for such segments as follows: 5%Allocation = (median speed -95% of LOS C)x 1656 x Length Trip Length The following three segments were identified to be functioning below the LOS C threshold: Segment#19 (Upper Matecumbe), Segment #20 (Windley) and Segment #21 (Plantation). These three segments have depleted their reserve capacities. All three 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. 2023- �.US 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 20 1515 7. SUMMARY The following is a summary of the 2023 Travel Time and Delay Study results as compared to the 2021 Travel Time and Delay Study: a) The average daily traffic volumes (ADTs) have increased in Big Pine (2 -3%), Marathon (2 -3%) and Upper Matecumbe (6 -9%) Keys as compared to 2021 volumes. b) The overall travel speed on US 1 based on the 2023 study is 44.2 mph,which is 1.3 mph lower than the 2021 overall travel speed. c) As compared to the 2021 data, the median travel speeds in 19 of the 24 segments have decreased. They are: - Boca Chica (-1.8 mph) -Grassy (-0.1 mph) -Sugarloaf(-1.1 mph) - Big Pine (-2.3 mph) -Cudjoe (-1.4 mph) -Torch (-0.8 mph) - Big Coppitt (-0.9 mph) - Bahia Honda (-2.3 mph) - Tavernier (-3.8 mph) -Windley (-4.9 mph) - Key Largo (-0.9 mph) - L Matecumbe (-2.9 mph) - Stock Island (-5.1 mph) -Tea Table (-1.8 mph) - Marathon (-4.4 mph) - Plantation (-1.4 mph) -Summerland (-1.3 mph) -Cross (-0.7 mph) -Saddlebunch (-0.8 mph) Median travel speeds in five segments have increased. They are: - Duck +0.4 mph) - Ramrod +0.5 mph) - Lon +1.0 mph) - U Matecumbe +1.6 mph) -7-Mile Bride +1.3 mph) d) As compared to the 2021 study, there are LOS changes in seven of the 24 segments - the LOS for five segments have degraded,and the LOS for two segments have improved. Segment#20 (Windley- MM 84.0- MM 86.0) LOS changed from LOS `D' to `E'. Segment # 21 (Plantation - MM 86.0 - MM 91.5) LOS changed from LOS `C' to `D'. The LOS for Segment#19 (Upper Matecumbe- MM 79.5- MM 84.0) remained at LOS `E'. These three segments have no reserve capacity and should be given special attention. e) There were six drawbridge delay events during the 2023 study, as compared to two drawbridge delay events in the 2021 study. Drawbridge delays accounted for 35 minutes and 32 seconds, with an average delay of 5 minutes and 55 seconds. f) There were 18 construction delay events in 2023 (accounted for 4 hours 29 minutes and 55 seconds), as compared to 10 construction delay events (accounted for 2 hours 14 minutes and 56 seconds) in 2021. g) There were 164 signal related delay events in 2023, resulting in 2 hours 18 minutes and 12 seconds of delay, as compared to 1 hour and 8 seconds (in 124 signal related events) in 2021. The signal delay events contributed to 4 minutes and 56 seconds of delay per trip on an average, which is higher when compared to the 2021 average signal delay per trip of 2 minutes and 9 seconds. h) Segments with reserve speeds of less than or equal to 3 mph should be given particular attention when approving development applications. Based on the 2023 study, there are five segments in this category (compared to seven segments in the 2021 study). 2023-US 1 Arterial Travel Time and Delay Study Monroe County �Ocom Page 21 1516 - Long (MM 63.0 - MM 73.0) - U. Matecumbe (MM 79.5 - MM 84.0) -Cross (MM 106.0- MM 112.5) -Windley (84.0 -86.0) - Plantation (86.0-91.5) 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 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. FDOT has programmed a signal retiming study along US 1 in Monroe County,which is expected to start in early 2024. • Provide or improve transit service or other multi-modal transportation alternatives. The Monroe County Transit Department is in the process of initiating studies/ projects to improve transit service. • 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. Video cameras at some intersections are being installed through the ongoing Keys COAST project by FDOT, which will help monitor traffic flow. • 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 install 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 appropriate and modify, if necessary. The US 1 Master Plan has identified several locations for improvements. It is recommended that follow-up studies be conducted at those locations to evaluate the feasibility of implementing improvements (such as the ones listed above or from the Master Plan)to enhance traffic flow. 2) This is the first Travel Time and Delay Study conducted after all COVID-19 related restrictions have been lifted and more people appear to be traveling. The traffic data collected as part of this study, indicates higher volumes as compared to 2021 traffic volumes. The increased volumes may have impacted travel speeds. 2023—US 1 Arterial Travel Time and Delay Study Monroe County AECOM Page 22 1517 APPENDIX A Data Collection Methodology JAECOM 1518 s 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 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 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 19 WHEREAS, on December 10, 1997, the BOCC approved an amendment to the U.S. 1 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 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 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 1 of 3 1519 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 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 13 applying to only those travel runs which were impacted by bridge openings; 14 15 4. Overall L.O.S. calculation methodology for segments versus overall U.S.-1 will stay 16 the same; 17 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. 21 Additionally, conduct supplemental runs in the northbound direction within Segments 22 1 to 4 during the PM Peak(5-6 PM)on Wednesday, Thursday, and Friday of the second 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 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. 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 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. 2of3 1520 1 2 Mayor Michelle Coldiron Yes 3 Mayor Pro Tern David Rice -Y-Ci 4 Commissioner Craig Cates Yes 5 Commissioner Eddie Martinez YQL 6 Commissioner Mike Forster XCL 7 BOARD OF COUNTY COMMISSIONERS OF MONROE , , G BY MAYOR MICHELLE COLDIRON 16 T: KEVIN MADOK, CLERK 17 �o:aaa cv aTsoArsr AP_Py10'T TO FOW _.. - PETER MOMS 19 By assFsrAW 000WY A70SKY 20 AS DE UTY CLERK oa+B: 2a Zi 21 22 cm 3 cm _ C5 x 3 of 3 1521 R.E.De Arazoza D.S.MaCleod A METHODOLOGY TO ASSESS LEVEL-OF-SERVICE ON US-1 IN THE FLORIDA KEYS By Rafael E. De Arazoza Florida Department of Transportation District 6 602 South Miami Avenue Miami, Florida 33130 (305) 377-5910 And Douglas S. McLeod Florida Department of Transportation Mail Station 19 605 Suwannee Street Tallahassee, Florida 32399-0450 (904) 922-0449 For Presentation at the Transportation Research Board Annual Meeting January 1993 DRAFT UPDATE January 2021 Updated by AECOM Technical Services, Inc. Based on input from the 2019/2020 US-1 LOS Task Force Page 1 of 11 1522 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. A uniform method was developed to assess LOS on U.S.-1 to cover both its overall arterial length from Key West to the Florida mainland, and 24 roadway segments delineated. The methodology employs average travel speed as the main measure of effectiveness. It was developed from basic criteria and principles contained in Chapters 7 (Rural Multilane Highways), 8 (Rural Two-Lane Highways) and 11 (Urban and Suburban Arterials) of the 1985 Highway Capacity Manual. The results of the study correlate well with perceived operating conditions on US-1 and over a two- year period the methodology appears to have a good level of reliability. The authors recommend that for uninterrupted flow conditions in developed areas, Chapters 7 and 8 of the Highway Capacity Manual incorporates average travel speed as the main measure of effectiveness to determine LOS. Page 2 of 11 1523 R.E.De Arazoza D.S.MaCleod A METHOD TO ASSESS LEVEL-OF-SERVICE ON US-1 IN THE FLORIDA KEYS INTRODUCTION The purpose of this paper is to present the methodology developed by the Monroe County US- 1 level- of-service (LOS) Task Force to assess LOS on US-1 (the Overseas Highway) in the Florida Keys (1). The authors are members of the referenced task force. US-1 which is mostly two-lanes, has unique geographic and trip characteristics. It extends through the Florida Keys covering approximately 180 kilometers (112 miles) from the City of Key West to the Florida mainland (Figure 1). There are 48 bridges crossing water for a total length of 35 km (22 mi), with the longest bridge approximately 11 km (7 mi) long. There is no other road, to provide vehicular access to the Florida Keys from the rest of Florida or anywhere else. Few local roads are 5 km (3 mi) in length. Consequently, US-1 serves not only as a regional principal arterial which serves intra as well as interstate travel, but also serves as the local road for most of the trips within the Keys. US-1 Annual average daily traffic (AADT) volumes range from a low of 4700 to a high of 34200. The road serves a large tourist demand and is one of the most scenic in the United States. The linear geography with the narrow land width of most of the Florida Keys are further characteristics. Most of the surrounding land use is rural developed and suburban in nature; however, some areas are totally rural and others are urban, such as the Key West and its suburbs. With the exception of the few completely rural segments and the bridges, strip commercial stores, motels and restaurants are very common throughout the Keys along US-1. Numerous driveways and intersecting local roads provide access to the surrounding residential areas. The US-1 LOS study encompassed approximately 174 km (108 mi)of US-1 from Key West/Stock Island to the Monroe/Dade County Line, broken down as follows: o 129 km (80 mi) (74%) two-lane uninterrupted flow; o 32 km (20 mi) (19 %) four-lane uninterrupted flow; and o 13 km (8 mi) (7%) four-lane urban/suburban interrupted flow. Page 3 of 11 1524 R.E.De Arazoza D.S.MaCleod Part of the growth management process in Florida is to assess roadway LOS to determine if roadway facilities meet standards established by state regulations. The Transportation Research Board Special Report 209 Highway Capacity Manual (HCM) (2) is extensively used throughout Florida as the source document to determine highway capacities and LOS. HCM Chapter 7 (Rural Multilane Highways), 8 (Rural Two-Lane Highways) and 11 (Urban and Suburban Arterials) were consulted to determine applicability to the unique conditions and vehicular traffic operations and characteristics of the Florida Keys. Only the 13 km (8 mi) of urban/suburban interrupted flow and the small percentage of the two-lane truly rural portions correlate directly to the HCM Chapters 11 and 8. Thus, the challenge was to develop a methodology to assess arterial LOS along US-1 without deviating from the principles of the HCM. Towards that end a task force was created consisting of representatives from State and local agencies and an engineering consulting firm. Page 4 of 11 1525 R.E.De Arazoza D.S.MaCleod THE NEED TO DEVELOP A LOS MEASUREMENT METHOD From a state transportation perspective, the overall operating condition of US-1 is important, not the condition of any smaller segment. With Key West as a major tourist destination at the southern end of the Keys and no alternative routes, the logical analysis section of highway extends from Key West to the mainland. From local transportation and development approval perspectives,shorter segments for analysis are desirable. Chapter 8 of the HCM presents a methodology which applies to typical rural two-lane highways with basically long stretches of roads,and few side intersecting streets and driveways directly connecting to the roads. Chapter 8 methodology relies mainly on "percent time delay" to assess LOS. The HCM further states that "Percent time delay...is defined as the average percent of time that all vehicles are delayed while traveling in platoons due to inability to pass. Percent time delay is difficult to measure directly in the field. The percent of vehicles traveling at headways less than 5 seconds can be used as a surrogate measure in field studies." Chapter 8 of the HCM also uses average travel speed and capacity utilization as additional measures of effectiveness to assess LOS. However, the HCM states clearly that percent time delay is the primary measure of service quality. Further inspection of the average speeds for level terrain depicted by Table 8-1 of the HCM do not correspond well with the typical operating speeds of US-1 in the Florida Keys. For instance, Table 8-1 shows average speeds ranging from 58 mph (93 kmh) (LOS A)to 45 mph (72 kmh) (LOS D). The overall weighted posted speed limit for US-1 in the Florida Keys is 79.7 kmh (49.5 mph). The overall median operating speeds along US-1 according to the 1991 and 1992 field studies (3, 4)were 76.8 and 75.5 kmh (47.7 and 46.9 mph), respectively. The field studies showed, for the most part, the survey vehicle(s)was traveling close to the posted speed limit. 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 1526 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 developed with strip commercial and residential development. It has numerous driveway connections and side streets directly accessing US-1. The remaining 7% of the total US-1 mileage is four-lane interrupted flow. These are the portions encompassing Marathon (in the middle of the Keys)and Stock Island (near Key West). The operating characteristics here are truly urban/suburban and interrupted flow in nature resembling those of HCM Chapter 11. Thus, the methodology of Chapter 11 was employed in assessing LOS on these segments. From the preceding discussion, it was evident that a distinct method to assess LOS on US-1 had to be developed. The task team's efforts concentrated on keeping consistency with the basic philosophy of the HCM,and yet be sensitive to the Keys uniqueness. Thus,the proposed methodology correlates measured travel speeds along US-1 with LOS speed thresholds developed as part of this study. This is in line with the concept behind the HCM of average travel speed being the main parameter to measure arterial LOS. Page 6 of 11 1527 R.E.De Arazoza D.S.MaCleod METHODOLOGY Considering the types of trips served by US-1, it was decided to conduct travel time and delay runs to cover both the entire length of US-1 from Key West to the Monroe/Dade County Line (mainland) and for each segment of the highway along the way. Twenty-four segments were selected as depicted by Table 1. Each segment is fairly homogeneous in nature having a uniform roadway cross section and traffic flow. Travel speeds for the overall length (from Key West to the mainland) provide an indication of the LOS for the regional trips. Travel speeds for each segment also provides an opportunity to assess the impact of local trips. Establishing speed criteria for both the overall length and for each roadway segment satisfies the requirements of the Florida growth management process. The next step in the process was to determine the number of travel time runs and how,when and to/from where. Runs were started at both ends of US-1. For example, one run started on Stock Island (Key West City limits) and proceeded to the mainland (Dade County). After reaching this point, the vehicle turned back and proceeded to end the run where it started, on Stock Island. On another day the reverse was true (i.e., the run started in Dade County instead of Stock Island). It was decided to perform a total of fourteen two-way runs or twenty-eight in each direction covering the 174 km (108 mi)study portion of US-1. Twenty-eight runs provide enough data for statistical significance. Control points were established at each of the 24 segments to record travel time and speed data specific to each one of those segments. Seven runs were started at Stock Island and seven in Dade County. Each began at staggered hours to cover the varied trip purposes and time frames within the Keys. The surveys were conducted during March, reflecting the area's peak traffic season. 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 1528 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 of extremely high or low speed value at either end of the survey population. The process up to this point provided median travel speeds. The question then became, what LOS do these speeds represent. The next step was to develop a set of LOS/Speed threshold values for both the overall length of US-1 and the pertinent segments of the highway. Towards this end, the speed ratios between LOS thresholds from Tables 7-1, 8-1 and 11-1 of the HCM were used in the analysis. These ratios were weighted against actual mileage of US-1 in the Florida Keys to represent the prevailing type of flow; two-lane uninterrupted flow,four-lane uninterrupted flow and four- lane interrupted flow. For example, from the level terrain portion of HCM Table 8-1, the ratio between LOS B speed and LOS A speed is 55/58 = 0.948. The ratio between LOS C/LOS A = 52/58 = 0.897; the ratio between LOS D/LOS A = 50/58 = 0.862 and so on. The same process was applied to Tables 7-1 (96.6 kmh) (60 mph) and 11-1. Then each ratio was weighted to take into account the length of the section of US-1 to which that type of traffic flow applied. Once all the ratios were developed, the weight criteria was applied as in the following example: TYPE OF FLOW LOS C/LOS A RATIO WEIGHT Two-lane uninterrupted 52/58 = 0.897 74 Four-lane uninterrupted 44/50 = 0.880 19 Four-lane interrupted 22/35 = 0.629 07 Therefore, the overall speed ratio between LOS C and LOS A is: [74(0.897)+19(0.880)+7(0.629)]+100=0.875 Page 8 of 11 1529 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 speed equal to the posted speed limit, then it will correspond typically with the upper ranges of LOS (i.e., LOS A or B). With the above speed differentials and LOS range premise in mind, the US-1 overall speed thresholds for LOS A and B became 82.1 kmh (51 mph) (2.4 kmh (1.5 mph) above 79.7 kmh (49.5) and 77.3 kmh (48 mph), respectively. Applying the developed ratio between LOS C/LOS A to the LOS A speed resulted in 72.5 kmh (45 mph), rounded off (i.e., 0.875 x 82.1 kmh (51 mph) = 71.8 kmh (44.6 mph)), which then became the threshold for LOS C. After applying all the ratios the overall LOS criteria for US-1 became: LOS Speed A >_ 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) 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 1530 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 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 be deducted from the segment's travel time to account for the influence of the traffic signals (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: 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 1531 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) E >_ 20.9 kmh (13 mph) F < 20.9 kmh (13 mph) Speed data from both the overall length of US-1 and the individual segments were compared against the applicable LOS/speed thresholds. This provided for an assessment of the facility LOS plus an indication of reserve speed, if any. Under Florida's and Monroe County's growth management process if the overall LOS for US-1 fell below the LOS C standard, then no additional land development would be allowed to proceed in the Florida Keys. Unless the proposed new development traffic impact were mitigated. If the overall LOS for US-1 was C or better, then additional development could take place in those segments where there was reserve speed available (i.e., segment's speed was higher than the standard threshold). Besides meeting highway LOS standards there are numerous other considerations in Florida's growth management process pertaining to the Florida Keys that are beyond the scope of this paper. As mentioned in the introduction, the purpose of this study was to present the methodology to assess LOS on US-1. Page 11 of 11 1532 Exhibit 1 DATA COLLECTION METHODOLOGY (Previously Approved by Task Force) Calibration of the DMI Prior to beginning the study, the DMI was calibrated over a half-mile course. The calibration procedure set-up by the DMI manufacturer established a calibration factor of 0.682 for the test vehicle, which resulted in measurements within 3 feet of the 5,280- foot distance (0.057%). At this level of accuracy, the DMI would measure the 108 mile distance of US 1 between Stock Island and the Dade County line to within 325 feet, or to within 0.03 mile per hour(mph) of the 45 mph standard for LOS C. Floating Car Method and Passing core The study employed the floating car method, whereby under ideal conditions the test vehicle passes and is passed by an equal number of vehicles (i.e. "goes with the flow"). A passing score was recorded for each segment to document the extent to which this objective was accomplished. Positive scores indicate the number of excess vehicles the test car passed; negative scores indicate the number of excess vehicles that passed the test car; and zero indicates an even balance. The overall passing score consists of the sum of the segment scores. The passing score provided an objective measure of the traffic flow,allowing the driver to adjust the test car speed accordingly. In the event that the traffic flow was higher than the posted speed limit, as was frequently the case in the Dade County and Boca Chica segments, the test car also traveled above the speed limit.Vehicles turning on or off US 1 were omitted from the passing score. Employing the floating car method in two-lane segments was fairly straightforward, where the observers frequently encountered platoons of sufficient size to discourage or prohibit passing. When positioned at the rear or in the middle of a platoon, the observers simply traveled with the pack.When positioned as the lead car,the observers avoided delaying the platoon yet kept the platoon within sight. On two-lane segments the observers occasionally encountered stopped vehicles waiting to turn left, raising the question of whether the test vehicle should leave the lane or paved road surface and pass to the right of the stopped vehicle. When the vehicles ahead of the observers passed to the right of the stopped vehicle, then the observers did also. However, when the test car was the lead car in the platoon, the observers only passed on the right if they could do so without leaving the paved roadway. Within four-lane segments with light congestion, the observers often encountered traffic traveling in the right lane at or below the posted speed limit,while there was little or no traffic in the left lane. Rather than "floating" below the speed limit in the right lane or traveling at the maximum possible speed in the left lane, the observers traveled at the posted speed limit, which resulted in passing score as high as +10. Thus, in these cases,a passing score of zero is undesirable, since the corresponding speed would fail to reflect the availability of the vacant passing lane. Within four-lane segments with moderate or heavy congestion, the observers often encountered separate platoons in the right and left lanes, with the left lane typically Page 1 of 2 1533 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. Treatment of slay In accordance with the FDOT Manual on Uniform Traffic Studies, the observers began recording delay when the test car's speed fell to 5 mph and terminated the delay event when the test car's speed rose to 15 mph. Each delay entry was identified, in the DMI memory by a sequential code number. The observers recorded the type and location of the delay on a field data sheet. When computing both segments and overall travel times, delays due to typical events such as turning movements, traffic signals, and certain types of congestion were included. Unusual or non-recurring delays, such as construction, accidents, school bus, and emergency vehicles were excluded. Delays due to drawbridge 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 bridge openings. However, regardless of how a particular type of delay was treated in the analysis, all delays of all types were identified and recorded on the field data sheets. Occasionally an external event slowed traffic speeds, but not enough to meet the 5 mph criteria for a formal delay. Highway construction and maintenance activities were the most common example of this borderline situation. The decision of whether to record these events was made on a case-by-case basis in the field. As long as the observers were traveling at speeds within 5 to 10 mph of the posted speed limit and the event occurred over a distance of about a mile or less, the event was not recorded. However, if the activity caused speeds slower than this or when the observers witnessed active interference, such as bulldozers or flagman blocking the traffic, the event was recorded and later excluded from the analysis. 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(n Q Co w >- Q z U i � >. 0 � m (D 2 oo E c m c m m w m rn z) -2 W ai O Co Q H I O w 0 0 `m O o- O o 0 0 0 = a) c am — O m > o I Ir O 0 co IL I I U Y Q' m S m (n W H Z J I'L I` U H J U J H (n O Q U U U O I Z I cfl LO O O O 0 O 0 O O w o w i N d U) o w U) O a ' o Cl) o o N o Q W M W I` ' a =-- Cl) O J I— W o ' o O o L. w Q LLB 00 L. uwi ~ w M ' Z N ' o O O m M o O co � Q O Z o r � o � a o o o o o i i i ' O O O O O O O O O O O O O O O O O O O O f� co L d' M N (HdW) peedS 96eaand —————— - - - - - - - - - - - - - - - - - - - - - - - - - -- I I N O II N (O C7 N I I Lc) O II to O II O U II I I N c II U N II V 0 0 C7 O O) O O O ('7 > C (a) 0 II O O O O O O O O O CD CD CD O O O O O O O to > a) I I > I I i� Co c W N I I m H O 2) 0 0 11 0 J c N (6 II N (h � N N C0 U (n W Q (n O II U U LLI U U U W H } II II II II II O N II U U (n U U C0 QCOm > U W N H , W U (n W Q (n , H II 0 II U LL I I ~ , U (n o II + + + + + + + + w 0 0 II O O O O O O O O N I I c N 0 U II Z) � U N II ~ N -O O) (O V O V V N c) O) N N (O O LO V V V N O 1- (O c7 (O 0) m O > N II N LO N 00 1� V 00 00 O . 00 V V 00 1� V LO 1� LO C7 1� O O C7 J 0 U 0) � o II m N V V N m m v v Ln Ln Ln c� Ln Ln c� v v v v v Ln v LO CY) v II II II II II (n ~ U II J H 0 U , II 11 O Lip O -O c II O LO N U II O X II W 0 II I I _ II O O LO M O V M M 00 O (O M LO O II CD N M LO 0 0M N 00 00 V I� LO V O M LO 000 CD O 0 c II O 00 N 00 O 1— 00 = N V 00 (O V N 00 O V O N N LO O 1— LO O V } E (6 II O c7 (O (O 00 LO V N V O N (O O c7 N N N N c7 LO ('7 00 0 II O W N II 0 E U 0 11 LO LO I I LL I I U > II CD CDr- N M CD IT 000 O M O_ 1— 00 O � �_ IT 1— LO co co N LO Z C _ N 11 CD 0') LO CD 1— C7 CO 00 CO IT 0') 00 0') LO r— V O O V LO co 00 O c 11 O 00 0 0 I- co O V ('7 O V co V LO O) O ('7 LO O O 00 C7 N Co. cu 11 O C7 O CO Ln O N O 00 m m LC) N O O m (O O c7 co, O LO 1— N II N N m V V V V LO (O (O I� 00 m m m 0 0 0 N N C, 0 ii c W N N I I N a� -O II C7 O N LO Z) a) N II CD LO CD to E II O c0 00 (6 II O O N H I1 CD E LXL1 I I O O CD CD - I I J I I J II O O I- 00 ('7 LO LO O O O [- m LO V LO (O I� T (O (O V (O m I� C7 0= 11 O N C7 LO O C7 = N V N N O ('. 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(n o to U II m � II N I I LO) N V V O c) U_ II N LO) O C7 V O _ N (6 II C) C) C) C) C:) O C:) O N � > t� 0 II O O O O O O O C:) O O O O O O O O O Z) U > (n 0 II Z Co N W I O U I N O U E U Q >+ Cn U' U (n W Q (n O I F- H U U' (n (n U' } II II II II II O N II W J � C) � � Qum > U W SZII U , wU (nwQ (n H ii , 0 LL I O U o I + + + + + + W O o II C) C) C) C) C) C)n IN I c N 0 II N I Lo V Lo O 00 (O N O V 00 CI) V (O N O LO) N O V O1 m O E O a) II O O) (h LO) V V V LO) V LO) r- LO) N O (O (O r- r- O LO) V V (O C7 J 'Q-i 0 (� > N I ' V Lo V LO) V V V V V V Lo Lo m LO) Lo LO) V V N V V V V LO) V II II II II II CL (o II H (n m U' , II , J H 0 U , I I LO Lo U I X II W 0 II I I II O O O (O CI) O (O N 00 M O V LO O LO O M O M a0 c 0 II CD O O I- ITN CD ITN LO O [- M V 00 m N Lo O V Lo ('� O) N O c II O 00 LO 1- O LO N CI) O V O I- N V (O 00 V N = 00 1- O 00 N 00 "1 E Oo II O o� L6 C� N N N N C� [-� (O [-� (O N O V N V L6 Ob (O (O o� 00 Q SZ I O W E N II E U 0 0 11 LO L I LL I V > II C) C) O LO) 00 00 LO) CI) ITC) IT 0 0 0 (O 00 IT IT CI) (O [- LO) Z _ O II O N C7 N O V I- I- N V O O (O O V N V [- CO O V O N N 5) O c II O O L() ('� N 00 O ('� V 00 O O O V O O V (O r- (O CY) V N LO. V 3) C: II O LO) (O NY)00 C7 LO) 00 LO) N 0-) (C) 0-) 00 C7 LO) 0-) L07 N 00 N II N N N N C7 'IT 'IT LO LO) (O r- r- � 00 00 G O O N L m m LL] 0 ii c CjII a� a� L Z) (3) N I N N z, E II O NO (6 I N F I E LU I O O I J I J II C. O (O LO (O V V O (O C7 O (O (O C7 I- CO r- 00 C7 N 1- O O O (O o C) N O II O C7 LO) O V = N LO) O V V C7 O O N O V V LO) N O C7 ('7 N C7 V W N E E II O .. C7 N (O LO C) N C7 N V � � V I- C7 LO N V V 00 O O 00 V 0 O 0)H I I 0 0 0 0 0 0 0 0 0 0 0 0 0 = 0 0 0 0 = 0 0 = 0 0 = C7 _ N a) II O O O O O O O O O O O O O O O O O O O O O O O O O O N N ' N ' Cn II C) C) C) C) C) C) C) C) C) C) C) C) C) C) CD CD CD CD CD CD CD CD CD C) C) C) C)� � I I O I E O > II O O LO O O O V m O N N 00 V V [- V N Lo [- V m O O O Lo O O II O CO CO IT N V 00 0 LO) CO O V V CO N = CO V N O V N `0 Q O II C) .. LO r- 'IT 0-) C7 (O 0-) (0 'IT LO N LO I- C7 (O C) 'ITC7 'IT ('� O N U C) LO E E II O O O O N N N M M IT LO O N C7 C7 LO) LO) O = N ('7 T -O Z C) CV 7 II O O O O O O O O O O O O O N N N N N -O O (O U II O O O O O O O O O O O O O O O O O O O O O O O O O O U c c cy) II X (n m N I N 0 O (n (n O II to C N C7 V LO) (O 1- 00 O O N C7 V LO) (O 1- 00 O (D N M V LO)Ir '- 0 II 0) m W I N (Y c II m 0 O W 0 E II U Z Y (D O I O II 0 Z 0 U U ii Z Z m ?� Z O �`�` I z z V V I N -O Z m 0 `° z U (n (n m C0 m 0)'6 I LO (�' UcoC_ LULU ii m c o 0 0 m `o �[ ink cr W W I m 0 U m c 0 E m U (n Z E m NN m co O � J > W � HH II > °� � � � �° U �° � 2 > > a� mm J � J a� � � HO ~ = O � ii Y �° mC) � � a� mmmm1: °� E � � > oQ (n C) Tc a> c (n of Q M w Q z U i >. � � � m (B 2 oo E m e m (3) m rn W ai O m Q P I O N O O (O O Q O O O O O 2) N U - O (6 > O I Ir O 0 (n LL I I U Y Ir m S m CO W H Z J I'L I` U H J U -i H (n O Q U U U O I Z I I LO (D LO O O O 0 O 0 O O w 0 i N d U) o w U) a O O Cl) O > W o Q W 17 ' a Iq ' Cl) � O w I— O o ' o L. w WCV) 00 L. U) ca I— ;- w U) Z N O N o O m O o = O Q Z Z o o Cl) C) Cl) ' D O O O 0 i i i ' O O O O O O O O O O O O O O O O O O O O fl- co L d' M N (HdW) peedS 96eaand ------ - - - - - - - - - - - - - - - - - - - - - - - - - -- 0) O II N N .� 0O to U II M C II N II I Lo (h O N 1- O LO (O U II C? O O N N V a) N O O O O O > a) O II O O O O O O O O O � V � (n 0 II O O O O O O O O m W II _ O) O to O U II O II O U E U O- I II N N U U (n W Q (n II U U (n (n ' } 11 11 11 11 11 0 a) 11 ' U U U N U Q CO Co > U W U wUcnw < H 0 LL I I O U o 11 + + + + + + + W O o 11 O O O O O O O m N I I c a) 0 II ) N II O LO (O O) (O V LO O O) (O O c) N O (O r- O 00 O) 00 N I� O) m O > a) 11 LO V O 00 00 LO ('7 V O ('7 LO O (O ('6 O I� � (O � � 00 Co. 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NNNNN 0 (� O L(') Z) ~ II O O O O O CD CD CD CD O O O O O O O O O O O O O O O O O Z > a) O co U II C � cn m 0 O II N DO U = = U) -c C N CO V LO (O 00 0) CDN CO V LO (O 00 0') CDN CO V LO '— m , W c II m , w E U O O U ii 0 � O U ucn I zp 0 U U 11 z z m Z z z LO Z 0 -0 m z s m c N O @�@� 11 0) > � zm` 0 U (q (nm m` _2) UcnU W W ii � m o 0 m oY U) o W Q'of UJ of LLI �_ p II m C 0 a3 m C (6 m = (n Z Q m N m N -p -j N _0 E 0 = Q ~ ~ C 0 II N � � U L L U N m m = N N > N = (� m m J O Q 0 W H 0 H S 0 m 11 Y �° a) U U 0 a) m o o n Y c E -0 0 0 c �- -cn of cn Q (nQ < U U 11 = a) � s c 0) 0 c ° mY �° O -0W ai W > Q z 11 � >. U U 0 m cn E � E c c: c a) a) 0 a) 0) O m > Q H 11 0 a) 0 0 `m o Q `o 0 0 0 0 � m > 0 — 0 `m > o Q' O > 0 (n LL i II U Y Q' m S m 0 W H Z J I� � U H J U J H > (n O Q U U U O I Z I I ti ti LO O O O 0 O 0 O O w o W i N d U) o w U) O O ' O (n N _ O > 0 r ; oo Q W W ' Cl) 0 ' F J ' U) ' W O o > O W i O L. 0 W L. 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V O O N O V N M O M 00 � V I� M O L-- L(') E V V Lo O O N N co V L(') Lo O O P = = N N M M V 2 N N N N N N N II 0 0 0 0 0 N co co co co co co co M M M O 0 0 0 j ii O O O O O O O O O O O O O O O O O O O O O O O O O O N , (n >+ N O N , U II , O V CO O II C.)� m O N ifi II N DO U o O II S� LO V CO N O O 00 I— (O LO V CO N 0 M 00 M LO V M N .— _0 I I N N N N N N O c ry Co , W O w E ii U O O U H U p u C/) 0 0 0 UU �� Z �Z Z m Z Z LO m ~ z0 ii m` mmcn (qU z � omz � > a) U cn LU ofU W W I I o `o m p` 0 0 m � m T W cr W O _ II -> > of'O m N m z U m m m m 0 m E > W � HH ii m m > > ms m0 o m TJ 0) O WHO F = O II (n �' Ln U m N N E c Y = m m m Nof C)U) U U (�6 (>6 Y (n QcnQ ofcn U II cO c m � M c 0 O = = 0) s m = w 6 w } Q z II o m m m m m c E () c U m U U > O m >> Q H I I `m o — U c > o s o 0 0 o o a 0 `m O O m o > o Q' O > 0 cn IL i II U U U Q O cn > H J U J H U IZ rZ J Z H W (n m S m Q' Y U O I Z I I ti LO 0 0 O 0 o o O 0 N i i '--- w w ' O 0- Cl) r o 0 M Q W 1` ' W r ' 1 . O Cl) J ' dam W ' O o 0 L Q � CO ca w H M a 0 N Z L w w O M o 00 0 (D } '--- I— Q ' Do OCl) ' Cl) w ' o r o W O O O 0 � ' N i i , ' O O O O O O O O O O O O O O O O O O O O fl- (O LO d' Cl) N •- (HdW) peadg a6eaand ------ --------------------------- u C U II N N O Lo N O II m U II Q II II O I� O Cl) II LO O LO V C) N II aO N O E II O O O O O N p) U II O O O O O O U Q II O O O O O O U U II U II L U II U > C O fn >, U II N U _ i m N O W O O N (0 m II U U U U W Q U II � II II II II II N II U (� Qu co > Uu1 W U U W Q U LL u O U O I I + + + + + W O N II O O 0 0 0 Q N_ I I C N C W U II i _O O 0 II U O -O LoOO V mLo V LoO O V N a) co Lo a) OO r— M a) N O O N Lo � a)0) N O N N II N O (O N O L6 V I� � � N O O O (M (M L6 L6 (.6I� (M I� N II II II II II U) U II U m (D III J Q H Q U II I I LO Lo 'O U II N N N U I I M M -O O II O O M m II U N I I X II W Q II I I II O V r— M Lo Lo V O O N M N PM N V N 0 O N N aO aO V c U II O N O O O r— V N O 0 N V O m N LO I- m M N M LO 0 LO N O CM N II O O LO I- O LO N N O V O M N V 0 M V N — M I- O M N O LO } O (M L6 (M N N N N (M I� M � (O N O V N V w5 aO 6 6 M aO Q Q L O N I I — CDW E N II Q E U Q II LO LO LL U to N II CDLO N M PM M N — N N 'ITN 'ITLO M CD 'ITLO I- PM N 'IT0 V N Z r_ > U II O N N (M N O V I- r— CM LO O O OO O W) (M V (O M O W) O (M V (�00 II O (O N (O m m LO M LO N O M O M M LO O I- LO N M N N II N N N N cM V V LO LO 0 I- r— r— M M M O O N Z T T M N II LL m m U II N W Q Q Q II E _0 II LO L a) a) N m E I I N N CD CD m U II O CDN X II O O W I I J II O V LO r— r— O N O (O aO lf) (M V M O V M I- LO LO � r Q' N N II O O lf) Lo (M V N O Lo (M co V O V O Lo O O Lo — O (M M lf) W O E j j O N M (O V M M N N V aO I� M (O M (O M M M N E H 11 O O O O O O O O O O O O O — O O O O O O - - O O M O N II O O O O O O O O O O O O O O O O O O O O O O O O O O N = II CD O O O O O O O O O O O O CD CD CD CD CD CD CD CD O O O O O O N -O U II L O > II O V O (O M N V V O aO O V I— aO LO O N aO O M N I— V O 0 C Q Q 7 U �� O N 6 r- V O N Lo m l(') V OO M O � O � O V I- M co OO -O O Z3 N O V E E II O O O O N N N M (M V l(') O (2 M (M V V LO O — N M V Z (\ -O O M E II O O O O O O O O O O O O O N N N N N 0 i 0 co II O O O O O O O O O O O O O O O O O O O O O O O O O O O V U II U m N X U) OU � � � a) U) O N (M 'ITLO 0 I- M O CD V l(') Q: _C II O N N N N N N , Q W II N !_ m , 0 Un W Q E II U Z Y D aa) i i _0 O O U m H O U III I D Q UU ii ? ? m Z ZCZ 0 V V Y� . 0o0 Z LO 000�)-�o� Zm m ` m LU C)U) W LU -0m o O Y -jW (Z Em m 'O� N > > m f W = Q = Um E m , c .2H � W U n � ` WQ Q o n Um QZ U U EO Om 0 0 O U W 0000) a) U O co >J� `co of 0 > QU U Yofm = m nQ WHZ J0 pana\�i' ) U H J U J H > U O Q U U U O i Z I I T- oo LO O O O 0 O 0 O O w o w i N d U) 0 w U) O O O (� O C) O O Q W It W N ' a =- - Cl) O ' , J I— ' O w O O s. 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U) w -- M N Z 1 o O T O m M o � Q , , O - , Z ' o , r = o Cl) N , D ' , , , O O O 0 i i , , 83 O O O O O O O O O O O O O O O O O O f� O LO It M N (HdW) peedS 96eaand —————— --------------------------- CN O II N N co N O II N U II W I I II V LO N O V V N N II Cl) Cl) Cl) O O N C) _ _ N II V (O V (O (O II O 0 0 O O O l(') 0 O II CD CD CD CDO O O O O N D II O O O O O O O O O N U) I I U II L O II C > O II O U > O II o > I I N O N II N U U) La) N i N II U) U U - H U 0 o E o c- ii U U UUnwQU) II Qum > Uw w U Un W Q U) H II 0 u O U) w o O O O O O O O W HC O O W U I I i 0 0 0 II 00 (M 00 (M 00 (O C- m 0') (O LO O I— O 0') LO N Cl) 'ITr-- LO O (O .'K 0 O N > N j j O O (.6O O L6 V I N O (M (M O O N (.6 (M V I� N M 00 V (O J E p E N N II LO LO V V — N N 'IT 'IT 'IT LO LO M LO LO N LO 'IT 'IT 'IT 'IT LO 'IT LO c) II II II II II ~ U) II H U m (D 1II J of 0C) II u O -0 (1) u O N o II O O O II O U X N I I I I W 0 II I I C O II 0 0 m m LO LO 0 N M m I� V r— V LO O N 0 I- M O N N 0 II O M N M O I- M N V M 0 V N M O V O (M N LO O r— lf) O Lo } E O M 6 6 00 � V N V O N (0 I— M � (M N N N N (M LC) (MOO Q Q L 0)— II CD W E !? a) I I LU E U) II LO LL O U) V N II O I- N I- M r— LO O LO V M V M — O LO LO 0 r— M V LO aO Z O > O II 0 0 (M O N I- V 0 O M 0 N O 0 I- M M LO O 1- M M O p o II O m — 0 0 I� M O V m O V I� LO LO 0 0 (M LO O M (M N V O O N II O M O (O LO O N M 00 (M (M (O N O (O co (O O co (O O LO r— N N E II N N m 'IT 'IT 'IT 'IT LO 0 0 I- 1- m 0 0 0 0 0 0 — N N Z > > N I I LL (0 (0 p II N LU a) a) II II E _0 I I O N u _0 N II CD U) E II O m o II O N X II CDE W I I J II CD (O (O 00 I- M M co N N LO co I- co I- W) CD 00 LO 00 N LO LO N r— 0-) Q' N N II CD CD N 'ITN N N LO — CD CDm — m N W) NW) CDN CD M CDO LO W O E N j j O O O r— Lo O m 0 N M I- m I- m O N N m m Lo M N V M r— > N I 0 E II o o o o 0 0 0 o o o 0 0 0 0 0 0 0 0 0 0 p I .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. °) ii o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o a) 0 U c 0 U a) II E 0 N > II O 0 N O I- M O N V 0 V V M (M M 0 V (O 0 M LO O O II O LO N — M O N N M M LO O V O O N N N LO LO M M M LO 0 O W W O II O M .. .. .. 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Q I I 0 L U � I I N Ur Ur } II II II II II N II 0 U U Qum > U U , W U CO W Q * H II LL I I O II Cl) O II + + + LU O N II O O O H c 0 0 II ) -8 II H N 'O O LO CO CO CO 0) (6 O O > N II O CO V N O C7 J Q U (6 N II C7 V CO C7 II II II II II CO ~ C II ' H cn m (D H 0 U II II O -O O II O O U II O -O c II p U I I X II W 0 II I I _ II O O N C7 IT V C7 U II O O 00 O C7 N } O O O I— LO 00 C7 E (6 II O O LO C7 N O) II W E N II 0 �� 0 II LO LO II LL I I > II O O N LO 0') C7 Z O N CDCDITc II O 0') ITCO V O LO N II N N W N N I I c O E II o m NCDN j� II p E ry - II J J N != II O O N V V Q O a) C II O O C7 O V V O fY NE N II O O O N ('O CO N � L N E N II O O O O O O N 0- 0) E II O O O O O O O fl- (n H II O O O O O O O 2 cn O II E N ' L ' > II O O C7 II- ' O (6 O II O O C7 C7 O -O Q Q 7 0 II O 0 0 LO N N 0 CO u N C7 E E II O O O N -O I� O Z) ~ II O O O O O O ('7 LO , U II O O O O O ' x Cl) O m a) I-- I- II N DOU 00 II rn C LO V C7 N O O 00 I— CO LO ITC7 N 0 0 00 I— O LO IT N c II 0) N N N N N N m , W c II m , O co 0 W E II U Z Y 0 I I O Cl) p 0 U O ii Z p m` mmcn om` z � U cn U W W II `o m 0` 0 0 � m a� W W O II c �_ m N m E Z m cB m c6 0 � m E > w � HH II � � mm a� > > `m mU � 0 � m � o °� > � 0 O LLLI H 0 = O i i cn c a� E c Y = m m m o `o U U �° m Y of Cl) Q co w Q co U i i - rn m w m m 0 m c E o � � c Cl) m U U w °> O m Q H I I m o U c o 2) s o 0 0 0 0 0- O `m O O � o > o I T- O 0 co LL I II U U U Q O co H J U J H U J Z H W Co Co S m Ir Y U O i Z I I ti LO 0 0 O co 0 o O ; ; ; ' o p o w w a ; p ' w 7q- n H ' o O O a ; N c� > Q' H ' J ' W CO o ' Q � L ' O � O H M ; ww p N a Z LA o r ; O U O w Oc 0 ; 00 I} ; = o ; o OCl) ' w ' z ' 0 ' W ' ' o ; o O 0 0 O N O O O O O O O O O O O O O O O O O O O O f- (O LO d' Cl) N •- (HdW) peadg a6eaand I I II I N I O ' co Lc) I I U I I i i m II i 00 00 i U i I i N N O O >, N Q II O O 7 m N W i I O N C—) II o U E U U (n W Q (n i II � Q ' w U (n LU Q i Q I LL i I O i I C U O I +O LU I co ND N C i EL U I C: O) O) O i II ~ U N I-- co (C) V I— a) O i E > N I ' ('7 (O CO LO IT_j C) ai m II II II II II I U II ' � (n CO (7 1 II i HQU 1 I I I ; O I I C:)m II I N U 11 ' O ' I I C) II I x I W D I I I II I I I II I I I I O O Lo Lo qT v I II CD CD00 N O II C) O) LO I— co 'a) U } i E m I O (h = L6 N Q i I p)m W E E i C0 Q I Q LO LO i I 0 �` i I O V i O I O O L() OqT O C O i > O I O N O LO CO � C-) i O L6 (O N LL m m ' Q II i vi W Q Q Q i I i N O N I i O O II U) O I I O W ~ I O i E m i I i J a) i Q N i I C) co co O Io N i CC co E II C) Ln LO N co LO NO N i E E LU N Q i I O O O O O i > N II O O O O O O O U I C) C) C) C) C) C:) C0 i I i N Z, U i O I O m i > I E z 7 >'C13 C) N i �_ cl) 'O O L(7 j � II O O O O O i -O i Lf) 0-) ' U II O O O O O i Z) m N i I i U co N coLO LO i II i x Q O C) H C:) C:) i II i N C N CO V LO (O I— 00 O) O N CO V LO (O I— 00 O) O N CO V LO N N N N N Nof i T � i CoLUI m N O c� LU i U I O 0 Cl) ii C0 I m ~ O U 0 Q U U i II z z m z z i LO Z @ @ Cp s z c N H O ) ) i I p) -j -O Z m Q z U (n (n CO m m 2) -O U U U W W i I I � m O .0 O Q Q CO '—= O Y O i N LU W LLI �_ �_ ; o Cp c Q � Co m z m N CO j J I I � > = Q ~ ~ I � O ii a>i � � � U � � � � U mmm � _ � � °� = Umm J oQ Q W Q Q of U U ii Y = m �' U .�m C) O s m °� °� o �' Y c � m °� m cco � I Q Cl) >W } Q z_ I 13 > U UE � m 2 c) o f c) m c m >� m a� m � Z) W I °� of O > Q U L.L i 11 U Y of CO = CO (n W H Z J I' U H -i U J H (n 0 Q U U U O i Z LO O O O 00 O O O (D w w a U) o O w O I- O U) ' v O Cl) > W M O O W I` O ' CL ' Cl) ' O ' J I— W LC) o \ o y� w /� oo a o i U) ch w 04 cn Z 1 _ Cfl O T O O O mM � 00 O ' Q Q O O O o Z r = Cl) F _ O O O O O O N O O O O O O O O O O O O O O O O O O O O f� co LO d- M N (HdW) peedS 96eaand I I II I I I C) U) 0 11 tG I I I I m CO II , I N I I I LO ( I I I I O C) O I I 0 o u) T o a)0 ii C) 0 0 - Z) U > U I 0 m W I I co m C) I I I o s C m UcowQ � �° ii C7 U U � Q II II II II II � 0 Q 11 � U � � ' I j C) (n C0 co W UQ * i H 11 r) I LL i I O i I C C0 O i I C) C)W O a) II O N I � (3) C i o_ U I E O) O) O i II E (7) -2 -FU-) i I ~ U a) � ;F O) C II O m O O O I� O) (6 O i a) > a) II O V N O LO (O J -- D C) p) m w II LO CO LO N 'ITII II II II II I C ~ Cl) 11 I ' � (l) m (D I JQ' HDU 1 I I I ; O I I -0 m II C:) I N U 11 O C I O I I C) 1I I x I W D I I I 1I I I I 1I I O UII O O 00 V O N LO II O O 1— LO O M ' } E m ii o 6L6=' C6 (-� Q ,I p)m W E E i C0 0 I 0 LO Lo i I 0 �` i I V�,.` O V i O I C:) C:) C:) V (O mO C O i > a) I C:) 0') IT CO IT a) i (C6 I O O LO I� N z a) , 11 N N i vi ' W -O I i C) a) I i C:) -0 a) II E I ' O ' O I I O LU ~ I O i E m i I i J C , Q co N i C I O O N V LO V LO of E mLU C) a) i E O N Q E II O O O O O O , a) II O O O O O O O O (n II C) CD CD CD CD CD CD-0i I i a) C � 7 U i O I > II O O CO CN OD N ' E C O O O .. 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O > Cl) 0 , Q W ti O � M O L O N w M w N a Z o b 0 r O w mM c O � 1 T Q 0 ; o 0 O o Cl) Cl) o r ' o ; o O 0 0 O N O O O O O O O O O O O O O O O O O O O O fl- (O LO d' Cl) N •- (HdW) peadg a6eaand ------ - -- -- -- -- -- -- - - -- --- - -- -- -- O (n O II to U II m C II O II O O U c II m Cl) N II O O _ II O O > 0 II O O O II O O o + W C II Com O O) O O II to O U II N N O U E U Q > I I U (n W Q (n m II } II II II II II 0 N II U WQ CO Co > U II U (n W Q * H II 0 LL I I O II C Cl) O II + O O II O N I I c N 0 II N II ~ g N -O 0-) c) I� O Cl) N O E II CO LO V LO LO J 0 U II II II II II II CO II J H 0 U , II II O O O II O N U II O O I I p U I I X II W 0 II I I _ II O cq Cl) N O I- O II O O N } O O O LO I— Cl) E m II O C7 = L6 N I I W N II 0 E Cl) 0 11 LO LO I I LL I I V > II O � LO I- I- Z _ O II O N CO N m C II O O LO C7 E II w o N I I U) o rn O m c X ~ II O N W II O E ry II J � J N C I I O V LO co Lo E a) E II O .. .. 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Z LO O II z H 0 II a) -O Z CO 0 `° z U Cl) (n CO C0 m � � `1' UcoOU W W ii o m Ir `o cr W Ir LLI II m 0 U m c 0 E m U (n Z E � CO Nk m �m JJ> O0m)> w � HH HO � m oQ - M ~ O C) ) C (n Cl) QC w m w am o e �Q z (n E oE rn mO Co Q P O N O O m 0 0_ O O O O D) N O UOI Ir O 0 (n UYIr m I: m HZ O ZW Q LO Cl)I I LO 0 cfl O O O 00 O O O 0 ' W W a U) o ' O w O I- O U) v O Cl) c� p Q W^ N o O (L N ' Cl) J 0 W - 0 > o i W O a r o i U) r W p U) Z M _ NC) 1 o O ti 00 m � = M ' N O ' o O a O p O Z � o � LL _ O ' O O O O O N O O O O O O O O O O O O O O O O O O CO LO It M N (HdW) peedS 96eaand —————— - - - - - - - - - - - - - - - - - - - - - - - - - -- o U) O II r to U II m Cl) II O II N N U c II N II O O O O > a 0 II O O O II O O o � c + W C II O O) O O II to O U II N N O U E U Q > I I U co W Q co (6 II Cl) } II II II II II 0 N II ~ WQ (O Co > U II U co W Q * H II 0 W I I O II C Cl) O II + n O II O � NO I I � c NELII .0 co I I ~ M N N II CDr- N CD00 N N m0 E >m N II O V V CO NCO V J 0 U II II II II II II Cl) ~ C II J H 0 U , II II O O O II CDN U II O U I I X II W 0 II I I O 1- Cl) LO O Lo c 0 II O CD 00 O ('2 N } a) O O I� L(7 00 Cl) E cro II O O LO M N 0- 0 I I W N II 0 E Cl) 0 11 LO LO I I LL I I > II O O [- O LO LO Z _ O II O N O N ITO � O c II O 0') IT Cl) V (6 II O O Ln N II N N m m �, 0 ii vi w o z, E 11 o rn 11 O m U H II N w 11 O E ry II J 11 6 Q N C 11 O O Lo O Lo 0 0 LU E O II O O CO N C7 N LO C7 O E O II O O O O O O O O_ (n H II O O O O O O O 0 N Cl) , II 0 I I E N L >+U II O O O 00 00 N 2 O II O O Lo O Lo O O Cl) Z 0 0 E II O O CO O N E II O ' O Lo ' U ~ II O O O O O O ' -O O 11 O O O O O U O X 0 O U LL O O i to c LO V CY) N O O 00 1- CO LO V CY) N 0 0 00 1- O LO V M N II 0) N N N N N N 0 W 11 N c m , O co 0 W E 11 U Z D Y O O II (6 II 0 Z 0 Cl) UU ii Cl) Z co` Cl) Z Z O 11 zLO ~ z0 �' m` COmcn cnU z � a, U (n () W W II Y O '-= CO 0 0 O N m N cr W W II c m N m E Z (n m c m m 0 c m E W H m m *k m 0 U o o T J HO � = o � ii c� T � m a� � E cY = � mmm � � o � sUU mYQ QLLJ Q �' (n U II -O C 0 .� (6 ,[ (6 7 C fn O N N U 'C U (6 Y = W O m W Q Q Z_ i i m o rn �° U c I U o ` o � o > O c J Z W W m = m 'O (n LL U U o U O I Z I I ti 0 cfl 0 0 O co o o O ; ; ; ' o p o w o w a ; p ' w F- 0 o o O W CO ; o a W r ; C14 U 0. > Q Cl) O J \W --- o Q O L o o � p CD � a M ; N o b ' , O W pti ; c ' T CO H O ; o OQ ' o 0 cl) o ; LL ' o ; o 0 0 0 O N O O O O O O O O O O O O O O O O O O O O fl- (O LO d' Cl) N •- (HdW) peadg a6eaand —————— - - - - - - - - - - - - - - - - - - - - - - - - - -- II , co II O 1 O c II tG U) O II r U) O II m C II II O II O N c II U a) II O � II O O a) 0 I I � > c Cl) II O a) I I O U > I I W 2 a) II O 0 ,m II to oI I 0 U U Q I I CC) coWQ (/) } II II II II II 0 a) II Qum > U , W U (n W Q * H II 0 LL I I O II W O II O O II N I I c a> 0 II N ) II O ITa0 LO N O E (>6 N II O Lo V O V LN J 0 U II II II II II II Cl) ~ (J) II J H 0 U , II I I a) O II O c I I m II 00 U II O X II W 0 II I I _ II O O Cl) N N ('� O c m II O O a0 N O N } O O O 1— LO O Cl) E coo II O O LO C7 N 0- 0 I I W N II 0 E Cl) 0 11 LO LO I I LL OZ v > II O II- O N ITI- C _ N O O N N C7 O � ) m e II O O) V CY V N m II O O LO N II N N LU m m 0 ii c w a� a� Cj 11 a) 0 0 0 11 E a) I I O O a) II to N E 11 p m O a> x H ii o E W 11 O J J Q C m II O 0 0 0 m T LU E N II O O C7 LO C7 O ('7 N E N II O O (O N C7 V O N O_ p) E II O 0 0 0 0 0 _ -O N ' (n ~ O O O O O O O 0 a) E L >+V > II O O O IT m II O O C7 V m O O (n Z 0 0 z) E II O 0 0 0 N E II O ' O V ' U ~ II O O O O O O ' 7 -O V L.O. II O O O O O U NX Cl)0 O U LL O O II to C LO V C7 N O O 00 CO LO V C7 N 0 0 00 CO LO V C7 N II 0) N N N N N N 0 W 11 a) c m , O co 0 W E 11 U Z Y 0 O Cl) 11 m OII 0 Z 0 Cl) OU ii z Z L`p Z Z O 11 z ~ z0 �' m` COmcn cnU 2- co � mz _0 _0 a, U co U W W 11 '� � `o m p` 0 O c a� m o a� I LL m mm C14 > Z CO W E � W HLU c = m �LUHO mm � m m 06 m� O Cl)c >' D � a) E m C) mT JQ Cl) LU Q cl) 6 O) O O) W� �Q Q 0 > oO m W 0 o (1) T- O 0 (n LL_ U U UQO (n H J U J H U I� J Z H W CO(n Com S m Ir Y U O I Z I I 0 0 cfl 0 0 O co 0 o O ; ; ; ' o p o w o w a ; p ' w Q ' 0 ' o O W LA ; o a w LO �; U G. > 7� O Q J \W i 00 ' O L Q � o � p CD w M ; (1) N o b ' , O W pti ; c ' T CO H O ; o OQ ' o 0 ; LL ' o o O 0 0 O N O O O O O O O O O O O O O O O O O O O O fl- (O LO d' Cl) N •- (HdW) peadg a6eaand APPENDIX 2023 Traffic Volume Summary MEMO= J�AECOM 1610 0) M M 0) M t cfl 0) CO 0) co '.0 �T co 1.0 O 0) co of I co m I w �2 �2 0' 0 U) co m 0) co 0 wo 'm wo �2 (vo 'w Z co �D oo (D 'D 'n 0) ca o 1.0 C, C, �q �6 c — — — — — — — — — —O m C, 'D 0, 0 m o U) ol (D of of w I (D -2 U) M 'D W 0 co 01 01 1 01 (D z co M W 'D (D M , w co (D co co 2 4 'M" P w C9 '.0 �C'.0 '.0 c'o 'i in M 1.0 M Co '.0 0) C, M "1 .0 0) 'o C9 cq co . . . . . '0 -t C, "I M li M C, N hi hi — — — — — — — — — — — — O ol co 01 N M I M ol ol ol ol I (D z (D 0, 0, w w w w w 00 1.0 0) co co �o in Co co '.0 .0 0 -,t '1 0) o co li -t 0) . . . �o CO 0) CO CO 0) co t li 0 m 0, 001, 0 U) of 'D C9 'n ol ol ol of ol In m 10 10 ol I of I z of of 'o 'o 'i 'D 'o 0 n n co '.0 -t 'i M 1.0 M t CO li li li M co 'i W 01 m - of of of of of of I 10 01 m co 01 , z 0, vY M M �'o 'C! o'), c", -0t) co -t co 0 w Bo �2 '68, P, M �Cl li 11 In -t, r-� I C� "? cq 1.0 t li es> en m 0, 0 U) of 10 0, 10 1 �o oo oo ol of of I m 'D w z z m ol 0 01 W 10 W M I z 10 0 0 1 �o �o m m ol �o co co w z -t 1.0 C, t M C, C, 0) li 't 0) -t -t co LL B 1.0 M 11 CJ 3: co A t 7 'n aG — — — — — — — — — — — — M 0 0 7- C, hi O z - m C� C� CJ C) I co(D I of co(D co(D of LL C) C) n m oo 0 1 of I of of - �: �T oo 'n, - — 0 U) (D M I (D (D w 0, w w 01 01 1 M 'D 0) m c6 'i 6 C6 M m 0-'i 'i li — M 0 0 1.0 1.0 U) 01 M I W W 0 Q M I (D w w I oo oo I W F-z LL U- -F15 w z 0 LL z 0 2E 2E 2E z " cc m < < < < < oz < < (D x CL 0 M ',I- co m m ,I- Co w m U) < Lli Q C C) C) N tG o > a o w > w a D _ w a o M N N Q� � f W El W N m O N J of O N J O M � N N � = M M Q J Z o O W Q Y z_ m N M N O 00 O 00 O 00 O 00 O O N O r N N O r N N saw n1OA Aiu nOH CV) tG M co "I C, C, 1.0 1.0 -,t 0 co '.0 co 0 0 Z i i co 0 '1 6 1.0 C, M , �o -t '7', In . 01 0) t 't — 9 0) 1.0 M " co O li m ol o U) 63 U) t 0 (D CM, C) 0 0) 00 00 M C) C) w wri M 0 cot coS 4- 't n co 4 c.o 0 Mr i 0) '.0 '1 'n '1 4 0) cG �Cl M -,t M M o �o m o. 0. U) Coo. -2 63 m U) M 00 �2 'D z �2 �2 0) 1.0 C, 1.0 M t t M M CO 0 'o o 1.0 "1 M �o 1.0 1.0 co co C, ,0 C, t CO C, , 0) 0) CO t Mhi hi hi c6 6 'i 'i 'i 'i 'i 'i -t O M M ol N C) v a a Noo F) co 1.0 63 ol m co z CO co 0) "0' 0' -t C, C, 'n n 0 0 -t -t M t, C, 0) co cl — 0) C, 11 4 hi hi M M li hi M M hi li — — — ,t tvy m 01 01 U) 67 CO N 01 (D Co 01 Co 'o co m (D 00 m ol 0, 'D co w "n rc-o� z ri Cl M 0) co co Co �t �i -t �t 0) 1.0 2 10) co 'o co 'i co co 2 '1 C' C' C' CO '.0 C' �P, -,,t — P, M co co "'t , I 't �o "I li "I 'i 'i 'i c6 c6 c6 c6 'i 'i 'i 10 1-1 C6 -t M M m 01 ol U) coo 'M (No o m C) co co 00 Z �cl co Clco 'n 'o Cl M �o 'C' 'C' 'n vy CN 'i 'I 'n 'i o) -t co o) co 11 10 -t cl 'i 'i 'i c6 'i 'i 'i 'i 'i 'i — — — M M O o M �o M hi M m co u) I.o m of Co m (D m 0' w w CD co z m (D Co �2 �2 �2 �2 �2 b, o 4 LL m M cl 'n .o cli I.o 0 co -t c o 't Mri 'n 'o 'n coI.o li c �Cl M c� o� co x c� co co o 0� -t li li li M M li li M M li li — — — M M 3: o m co "I c, t cl c� c�co 8) 0 �,3 m m �o o' m 'o LL � .q o o'n cq w o m m o) co co z o u) 'o Ivy I-- 't hi 'n M M M 2: of I.o mEL LL Z Fz o, an o ol 0 > M U- C) 3: z (D --6 o LL F 0 2� o m -2 o < < < < < < < < < < < 0 2 0 F-< < xQQ qvp Lij M m ,I- � Co r co m z m -t Co w m - < 2E m u) a M d� cfl a o w > w a T w D D r-� N 0 �oW S✓r N err e � o cn N O N M } o J � M = N J "2 O c 1- o 0 LU � g , N V I{ 1, M N O O O O O O O O O O O O O O O O N O N O N O N O N O N O N s3wniOAAibnOH LO cfl �.o 'i �C -t 0 co .o .0 M M 0, 0 M 0 .o t 1.0 M O m m 0 V V 1 0 U) 0, 0, 4 o' a a M w 0, 0, 0, 0, 0, 03 0, w o. .o -,t C� 'i ol li 'i 'n 'o 1! 0) co 1-1 0) oo of of (D 03 0, (D ol Zo co 0) (D 0, 0, w w w w w (D (D m C9 O� 1.0 1.0 C, �o li t Co 20 0) t C, �i M 'n 0 co 0) li Co co Co �o 0) ¢Cl 'o n 0) �2 MN �4 (mo ww 01 0 0 0 0 o 0. 0) �C� -t o 0) M t M "I cp C, "I �C I.. M "I M M 'n .,? co co -,t 0) hi O ol ol 01 'o m (D cO co m 10 0, 0, p I-ot z m Zo (D 0, o (D 0 ol ol ol Co ty- co 1.0 '1 co 0 CO co o) Co 0) .o 'n C, 0� 0� 0� r-� C� 9 C, , — — — — co hi hi C, m 01 �2 lw w ' w cO co 10 10 10 m co Ol co a N I Ol 0 N Zp 6, g 4 6, 8, a, w lti 'i 'o Cl M M co �o li R �t 0) c�o- I-- o O co LL co 0) —M 0) '1 'n 0) M li li "I .o 'i co -o li — co co li -It -ft r.i 1.0 co M x co M C'y C'� �j m 0, 0, (D (D C, 0' m ONO CC,) Ct, CC, 0) cco �C-o LL Co t C) C)0) �o W M W (D W C6 C6 0 U) 02 �-D M 0 hi hi hi hi w M 0 U) 2: �2 o, (o �2 c2 m o cl o �7� 03 0, 0, (D 4 4 N M OIm LL -F15 z (D F15 '0 LL 0 w 0 < < < < < < 0 < < a) (D M Lli. — N M ',I- � QD r co m z M ',I- CO M M C14 CL CL m a � _ � _ / / \ / / § § ) \ } } { } } CN \ � ® « k / r ® Z & ƒ 24 : ca \ / ^ o § I § k y } wy > 2 z \s � ui \ qt x « \ ` 2 }�! d S3wmo.ki mnOH TO KEY WEST TO MARATHON 24,200 22,311 22,743 21,350 18,782 16,277 LL W 0 J 0 0 W m J 2 J fA x � 0 2 W W y m U m 0 0 2 O O y J a p F Y O LL O LL z ~ z O D O x z y y O z 2023 EXHIBIT C-1 !'7= TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES ° MONROE COUNTY, FLORIDA US 1 -MONDAY 1617 TO KEY WEST TO MARATHON 24,711 23,640 22,901 21,966 19,428 16,618 W 0 J 0 0 W 0 F � 0 0 m J z J Nl x 0 2 d d m Q W 2 W W y m U m LL 0 0 2 O O y J a p F Y O LL O LL z ~ z O D O x z y y O z AECOM 2023 EXHIBIT V ' ; TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -TUESDAY 1618 TO KEY WEST TO MARATHON 25,511 23,694 24,110 23,519 20,985 17,314 W 0 J 0 0 W LL m J 2 J fA x � 0 2 W W y m U m 0 0 2 O O y J a p F Y O LL O LL z ~ z O D O z y x y O z 2023 EXHIBIT C-3 AEM TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES ° MONROE COUNTY, FLORIDA US 1 -WEDNESDAY 1619 TO KEY WEST TO MARATHON 25,656 24,378 24,276 23,461 20,337 17,648 W 0 J 0 0 W LL m J 2 J fA x � 0 2 W W y m U m 0 0 2 O O y J a LL p F Y O O z LL ~ z O D O x z y y O z 2023 EXHIBIT sj�1��COM ` %;� TRAVEL TIME DELAY STUDY TWO-WAY DAILY V VOLUMES MONROE COUNTY, FLORIDA US 1 -THURSDAY 1620 TO KEY WEST TO MARATHON 24,409 23,850 23,769 22,211 18,643 16,732 W 0 J 0 0 W d F 0 0 m J z J Nl x 0 2 d d m Q W 2 W W y m U m LL 0 0 2 O O y J a p F Y O LL O LL z ~ z O D O x z y y O z 2023 EXHIBIT C-5 TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES ° MONROE COUNTY, FLORIDA US 1 -FRIDAY 1621 TO KEY WEST TO MARATHON 22,576 21,911 21,265 20,163 17,517 15,664 W 0 J 0 0 W LL m J 2 J fA x � 0 2 W W y m U m 0 0 2 O O y J a p F Y O LL O LL z ~ z O D O x z y y O z COM V 2023 EXHIBIT •� TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -SATURDAY 1622 TO KEY WEST TO MARATHON 19,820 18,599 18,869 17,605 15,752 14,302 LL W 0 J 0 0 W m J 2 J fA x � 0 2 W W y m U m 0 0 2 O O y J a p F Y O LL O LL z ~ z O D O x z y y O z 2023 EXHIBIT C-7 A.-m,WM TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES MONROE COUNTY, FLORIDA US 1 -SUNDAY 1623 APPENDIX D Historical Count Data JAECOM 1624 LO N tG L M M M O N O O O O M r M L U U N O O M (n r V M O V V N M M M r M M M V M N N N N o f0 M (n M M O o f0 M (n M O O r 0 o f0 (6 U M M M B O O e N -6 O O O o m M m V N (A V M o O (n 0 m N (n m 0 o N o 0 0 0 0 0 o N o 0 o N M C (n a1 cp O7 r a1 C in O V in N N N (O N L N M N (A M N N M o (p W N W ro r ro CO N CO U � M N O O N C O V O r O V r C M r M (n O M N O C N N N M r rn (6 O UM V V (n LOLO O �- O U N N M (OO (n N 7 (A N U L N U O O M O V N r N O N (A N M M r M V M N o c M o r c r o M M c c M M M M c N N C m m o m I� M M C O � e O O N O M O N �- 6 LL L o f0 N V W o f0 W M M M W W r o E C r U y (. r c. y o v O o U v o rn 6 m m o m m O L V M M 3 0 (n M '� V M M rn o v ai oS p c M {! v o pI o M p � 0'.Min M N �` o UNm tlAa 10 0 e e 77 T1 '.'. e m v � rn m m O � O O L (A M M M O O O O O N O (A N M M N O M M r (A r C p� r rn N O M M M O � C M C O N (A V M (A M 0 3 a1 o N M V (n M O (A V (n N (A N r M (A O V V c r r O (A r M M M N � O (n V V N M V V O (n (n O M V r r M M O N M M N M (A (n N N o (p M M M O M V M O O o f0 M M M M V V N M O o f0 M N (Yy- .- O •- •- •- v O N O M M O O V r M M N (A M V V N M N O \ \ V O O W o L M w M w M M (n O (n O V o f0 (n N (n M N M V �' o f0 O M V W W -O U M OM N O M V O U (n (n O O r N O M O r U v N (n N O N i L ON V M V (n (n N O M r ON (n (n r N O O M M M N M A M M r M O M � C M M M r r N N M r C O M V O M O M O N C O V M M O O N V a1 (n M M r N 0 O N Vcn cn O r M N (A V M V V O O V M m r M 0 r r N O m m m V (n M M C N c N N O U M V (n M c rn r O r M N M M V V M V V M N C O M O O M r O M N C o O M M V M r N M m o L N M M (A (n M o L M O N M M r 0 M M M M O �- O O O � U M � O O (O (0 (O (0 (O (0 (O (0 (O (0 (O (0 N N N N N N N Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ APPENDIX E 2023 Travel Speed Summary Data and Statistics 11ALECOM 1626 ti N tG �o �o r �d v v v v v v v v v v v v v v v v v v v M v v v M v v v M V M a f0 O pP� ry in in v in in in in in in in in in c°M in ry in in in in in in in in in in in M f0 N SS 0 J o M N v O ry M v in v v v M in in ry v v ry v ry c°in in v v v in in in in in ry f0 N Os 5 o M a a!y v v v v v v M y v v v v in v v v v v v v v v v v v M v v N M a� �o� v v v v M y v v v in v v v v v v v in v v v v M y M y v v N M 01, o N 00 N co r ri 7, M ry v M ry M v in v v M ry v ry v ry M M v ry ry M ry� M y M� N � a/Il 4/ f0 f0 w�ua 4 co M v M ry v M M v v M M v M ry ry v v M M ry M ry M M M ry V N M M, a M, M,a N M, M,M a a M M M �M M,N M M M qTTr P M f0 �u v v v v in M v v in v v v v v v v v in v v ry v v v M M v M N N > o f0 O O 00 v v in v v v v v v v in v v v v v v v v v v M v v v v v v N M 64 °> 0 OR 10 10 in v in in in in v in in v in in in in in in in v in in in in v v v in in v N V �J7 O o M f0 00 10 7, in in in in in v v in in in in in in in in in in in in in in in in in in in in in N V Q 00 M 0 q o ab Ply o N W p/y 10 ll LU Pp o M y M M ry M M M M M M M M M M M ry M M M M M ry M ry M M y am CO J �O in in in in in in v in v in v v in in in in in in in in in in in in v in in. N V W 1/ > qP8 o N O co 10 N O O N qy v M v M v M v v in ry M y v M v v v M v M v ry v ry v v M M 1N N p0 v v v v v v in v v v v v v v v v .1 in in v v v v in v v v in N V p wPd om m M I m m N N �10/y C6 co in v in v v v v v in v in v v v v v v v in v v v v v v in v in Cl) 0aw N V w�S o M (0 V V �J o 00 r "APO, v v v v v in v v v v v v v v v v v in v v v v v v v in v in N V Ps O 0) r N qa N v 00 pp h Ps o r � Lf)i v Js 0 00 -: PJ/qJ in v v v v M in v v v v v in v v v v v v M v v v v v v v v N M �00 o f0 M co M M M M M M m M I co pGP,s in in in in in in in "o Mo in "o in in in in in in in in N *00 1s o 00 aM �a as aM "M "M aM aM co C�MM M M MA MM v v Mo D O O OM O O O O O O O O O O° O O O M T L L j 2 L 0 Q- Q 2 T 2 L N VJ Z O ° ° yi Z O N 0 0 0 0 0 0 0 0 "�O O O "�O Z O "�O O O N 0 0 0 0 0 0 0 0 N fD O Z fD m U �Z U) z U) LL Z U) z U) C Z fD 0 U) N Z U) C z U) `Z U) Z U) .�Z U) L 01 F j F � F j F LL O 2 J v v v v v v v v v v v v v v v v v v v v v v v M v v v M V M a f0 O pP� ry in in v in in in in in in in in in c°M in N in in in in in in in in in in in M f0 N SS oy J O M N as N M v in v v v M in in N v v N v N c°in in v v v in in in in in N CID N P> o M ejya M u, G LO ad v v v v M y v v v in v v v v v v v in v v v v M y M y v v Lp c) 4P/d o ry °° Co. IM 7a'p4, M N M y M N * O f0 f0 O1gwa�� o M MVN, M N N v v M M N °iqP M aM MM aM Ma I"M MM a aM MM �M MN �M MM v r �P II o v M m m N in o o M M m m in N c°in aqw ! v m c°M M �u v v v v in M v v in v v v v v v v v in v v N v v v M M v M N °�P III �> o f0 O o�° N N vv N in MN c°o r v v o N v v M M v v o r v v v v v v v v v M v v v v v v N M @ in v v v in v 4 °> o °oo in v in in in in v in in v in in in in in in in v in in in in v v v in in v N V CL 7, in in in in in v v in in in in in in in in in in in in in in in in in in in in in O V �,,,, jjj''11.1 o 00 M Q 4° in in in v in v v in v in in v in in in in in in in v v in v in v in in in N V ^ 0 0 as q Ps4 o ry +�� W p W /�a M y M M N M M M M M M M M M M M N M M M M M N M N M M y V N CO Pp ', o V 0) 11'0 $qO NDro °Mr� MM°N mon oN� N� MM �M oN mN MM N M w y ,,,,,,,,,,,,,• P� Nco O 1N 1N N 8 O 6�n v m r m M �n c° r v co o N r N o v a°i v roi v roi a v voi ry M a v roi v a v M v M v N v N v v M M 1N N vi°i o� �°i vi o vi� �� 6 N V °wP N c! p40/a o co N 4 Q $r w of O O° r "�P°, v v v v v in v v v v v v v v v v v in v v v v v v v in v in N V P67 O 0 qJ4, s o a s a s M M a s v M a s M y a s M M a s a s a s a s M M r N qa N V /pp h Ps O 4 r � $aaO v MM MM MM MM MM MM MM Ma MM Ma MM MM MM MM Lf)i v J Pu O cq fV 0) '�,' CL !qJ in v v v v M in v v v v v in v v v v v v M v v v v v v v v N M �00 o f0 M p4P�S in in in in in in in in in in c°in c°in in in c°in in in in in in in c°in in in fN0 NCL V N in M v o N o m m Min c°m o M r N Min ouuN o d-o a M ° ° 10 O ° O T° O O O O M O O O O O M0 0 MO O ° T 0 0 ° �.j O O O O O CL Q a t a a a t t t t t t t m t 1 a t a a a t N N a Z p p ° ° o' mo O mo O o po p Z p �oz z1 o O z VI Wes', U) L N 2 J M 0) J N a0 N o 0 o O o G> Q O O O O O0 � W Cl) le N I-- <o � le N M z top > le leM O aqa o a0 M M <o O a> n 4 Q Q Q Q Q Q ON Cl) � ao co N M to � to z z z z z z o S a SO yJ o N O Cl) to Cl) 00 O Go O Z U U W <o 06 N le le co N le le +I le I-- Cl) le len O N M Go ydi4ya N leM M le Q Q Q M W 7 a! o Cl) <o lee9 co O n N O co 4o�a1 N le v M le le le `n Q Q Q I-- o 4s/a o le Cl) N ao n Oco co 00 T N M M M � co M co a M M le to U W M a/A 4 t o <D <D to n <o Q n �haa N M M le a N N co coz W W W a�7 o le le N O N O O N N aj <o le n M n to Z W W LL G co co co co le co co le I... a4t4 ate o ao co <o le c> Cl) Q n Mco haa'�a V leto N N lez l G N co M Z 4 ao c> ao O I-- c> Q a> o o n n ai �"� U U U Go O N toO le N J hO o M <o M <o a M M G Q u+ M M n W wile N z m m U O co to to yJ o M O ao M M O O Cl) Q 4 O N le — Qi N U U O Oo M 0 °yJ tole 0 � � a6A a�L o LU ao N M N N Cl) Nco Cl) Q O N W 'y� M Cl) Cl) M le N Cl) Cl) le z Q Q m N a U) aA4 a/ o o ,o v, c> Cl) v, ao Q m m U °� co to cli LV a�9 > 6�o <o to n N O co N O Q a4� W) W � O o z Q Q m l o H d6 M o m l co W) n M M N N N o M O CD O O N N n W) m Q U wi CDy N le co co N ayo o N O W l O N N G Q A° a; v v N n v v v v z Q Q Q Ov n y1 V�j A4 0 O Cl) N N N Cl) Q> G Q �'/y pp n h M O 00 Q Q m O al4 M to le le Z to �hS o Go ao O M <o n W) Q co o� hJ o 'Do to Cl) ao n o n O O le o a> M co c 4h4a ° M n m Q Q Q Cl) as o n n Cl) n o n a> Q 1: ,o /y90J � toN to to W) z m m U 0 M <o W) W M M n M Q n J'yJa " v v C' n coi le v co z m m U v a W <o M O 't M n Q N Q> Z61, `„ tGo Go co cli o toN co to to to z Q Q Q a � N °o 1s U5 J N <o <o Go le Z m Q m N N Q M Cl) Cl) N N Q a � W a a W w a a a a J Z aai a=i a0i a0i Q L e N W G W H = w a a a V Q o co °�' `° a h h U a o R O J O c a J a a y0 a 0 J M N h N to h W O M Q O O O M W l N n M O to Cl) M Z p > leM le le O aqa o a0 M M <o O a> n 4 Q Q Q Q Q Q ON Cl) � ao co N M co � to z z z z Z z o S a SO yJ o N O Cl) to Cl) 00 O Go O Z U U W <o 06 N le le co N le le +I le I-- Cl) le len O N M Go ydi4ya N leM M le Q Q Q M W 7 a! o Cl) <o lee9 co O n N O co 4o�a1 N le v M le le le `n Q Q Q I-- o 4s/a o le Cl) N ao n Oco co 00 T N M M M � co M co a M M le to U W M a/A 4 t o <D <D to n <o Q n �haa N M M le a N N co coz W W W a�7 o le le N O N O O N N aj <o le n M n to Z W W LL G co co co co le co co le I... a4t4 ate o ao co <o le c> Cl) Q n Mco haa'�a V leto N N lez l O W O co m m m G N M Z 4 ao c> ao O I-- c> Q a> o o n wi ai �"� U U U Go O N toO le N J hO o M <o M <o a M M G Q �+ M M n W wile N m m U O co to to yJ o M O ao M M O O Cl) Q 4 O N le — Qi N U U O Oo M 0 °yJ tole 0 � � a6A a�L o LU ao N M N N Cl) Nco Cl) Q O N W 'y� M Cl) Cl) M le N Cl) Cl) le z Q Q m N a U) aA4 a/ o o ,o v, c> Cl) v, ao Q m m U °� co to cli LV a�9 ��o <o to ^ N O co N O Q a4� W) W � O z Q Q m l m H d6 M o m l co W) n M M N N N o M O CD O O N N h W) m Q U wi CDy N le co co N ayo o N O W l O N N G Q AO a; N z y1 V�j 46, 0 O Cl) N N N Cl) Q> G Q a/ oo n n M O 00 Q Q m O al4 M to le le Z to �hS o Go ao O M <o n W) G Q co o� hJ o 'Do to Cl) ao n o n O O le o a> M co c 4h4a ° M n 1 m Q Q Q Cl) Cl) n W O> Q 1: to /y90J � toN to � O tCl) Cl)o � Z m m U 0 M <o W) W M M h M Q 00 n J'yJa " v v C' n coi le v co a W <o M O 't M Q N Q> Z61, `„ tGo Go co cli o toN co to to to z Q Q Q a � N °o 1s ao o ao o m Q O O 0 O Q M Cl) le N N Go Cl) le Cl) Cl) Z Q Q m N Q a � W a a W w a a a a J Z aai a=i a0i a0i Q L e N W G W H = w a a a V Q o co °�' `° a h h U a o R O J O c a J a a y0 a T- M tG Z (C) (Dti ti LO C) N LO COLA o 0i 6 (fl C14 0i Gi C14 eM N D �J4 Lo Iq C) Iq Iq C) LO Iq LO LA Cl) QJ ,� q LO Iq C� (D o ti ja C CV C6 Cfl CV -i L6 ti 03 Cl) 1- LA H O' LO Iq C) LO LO C) LO Iq LO LA Cl) Z 00 LU C o 0 0 0 () () I- N co ti O 5. 1� Cfl J/ ` 'qN � (i( (i � CVW J J 0 ,b ip C N Lq (9 C? o ti C? o to Ln 4� N () LO N o () co 0 N LA LO LO o o LO LO LO o o to LA �J0 ... 0 c N o d o o rn co QN o L6 L C6 N 07 M O L C) N C) N CIO co r Q W Wc'1 ^ (Y) ^^ ^ N N N C`) C`) N N L6 c (V s= s= (V c (`) c C C') C G� o � " o `. C') 70 (,� �" U) U) � o � c . � � � o �W 70c N � 7070> � n0 nMnnCUn m � � � Q 0 y--� 0 L - L y/ N 0 � N O 0 0 O LL 0 0 LL O � CO co � z � � cn zcn CO = J N O N q M � _ U) : U� q Go q � � � a q 2 2 % B to � Cl) � Go � � m m o 2 \ # le le ^ n le le le le - 2 / � m u o Cl) z °§ ` le to © Cl) ~ le tol LU % 9 q q h q co Go co Cl) « o o � 'S ® co le le m w ■ m $ 2 le . a ;R q q n co to Go _ a co � � 6 d co z « « « a� ~ co W) co W) G + _ Go Go _ _ _ a LL q q k R co lez m n a R « o V) LU n a & - ) m < | c w w . _ 2 ! ) a - ; I � � ) � / \ \ / 7 / � ~ n > § « % a [ § « / a ° § a\ § \ k ) \ k APPENDIX F ps, Comparisons of Historical Travel speed Data JAECOM 1633 d� M tG o U) o Q i N U) 0 (n o U o L W ---- N ui o O Q ' IL -- o CD J ' a z o ' F CD CD U , W L M r-- Q N CD o L O Z N C — Z a ' CD CD ui o ' CD CD U ' ' Cl) O � N i i �- O ' O CD � d d M mM N (HdW) peadS ueipaW ........ .. .... M M M • 1V, ,,,,,,M/Z . • O\'M` cfl M tG O N O O O O ) \J � N o w 00 0 4- w V � �0 � JL NQ3 w 0 00 Cl) J Cl) f\f (O Z _ O L LO U c ) wo N a� v O Cl) Cl) Z U- Cl) O 00 N rw V LO Cl) N ` 1 VJ D rn LO V O O O O O O O O O O O O O O o O (0 o W) o NT O co O N O - O o I� O O � � V V co coN N — - (HdW) pead$ 96ejeAV M oommmmaaaawwo -------------- �9�-0^ aaaaaaaaaaaaa .aw0 ��" 000mommmmommm �� wow00000aaaaa � mmmmmmeeemeeee mmmemeeeeeeeee � Qeeeee�ee����e r_____--__ �h. ------------- 9rS m¢ooOwwO000OU LL ¢30 0 � m���00000���o F - Qee�eeeee���ee Qeeeeeeee���e� � �������������� mreeeemeeeeeem � Qoo 0 W Q O �����e�������� �����e�������� �mm��mmm�m�mm� Qeeee_Qeemee�r m000moommomom mrrre � mmomrmmo O J �^ mmmmmmmmmmmmmm mmmmmmmmmmmmmm PPPPPPNPPPPPPP rmmrrmrmrm mm_ aaaaaaaaaaaaa ______________ � F ea ------vvvvvvvm mmmmUmUmmmmmm vmmmrvmvmvu�v min � 4g 4� aaammmmmammaa LL 2 0 ��� meemmmmmmmmmmm Qeemmemmmmmmmm � �e�ee�eeeee�ee rr___rr_m_ rr mamoom0000000 �m�r mr_r � � � Z aQeeeeeeeeeeeee Qeeeeeeeeeeeee �������������� Qeeemmmememmmm � aaaaaaaaaaaaa -m--------- U �°a Qeeeeeeeeeeeee Qeeeeeeeeeeeee �������������� emmremeeeememm aaamammmmaaam ��������e�� �� QQ � mmmmmmmmmmmmm .g aaaaaaom00000 ' Qeeeeeeeeeeeee Qeeeeeeeeeeeee �������������� Qeeeeeeeermmem ______ � � mmomoomm00000 loge N o NNN N N N N o0 o m mmmmmm ------------ m¢m m m m m m m m m mm R�rrrr------r --$-rrrr------r -rrrrr------- ----------- _ -rrrrr----- -rrrrrrrrrrr 00 M oomoommmmmmm ------------- �'^ aaaaaaaamaaa vw� ommmommm000m ¢¢¢mmmmm0000 m %IN mmmmmmmmmvmvv � vvvmmmmmvvvvv � ���v��v�vvvvv rr____ ___rmr mm��vmvr000 N000��00000.,,00 � oo���oo�oo�oo � ���mr������m� o��omommom 0000�oo��000 LL 0 �wa ------- --- .o...00...o. -------- -���� mom0000000000 � W mmmmmm...... vmm�mmrmr_r_ Q mo m m o o o o m o om mrmvmrr_m__mro 0 ............. h^ mmmmmmmvm mvm � mmmmmmmvmmmvm � vvu�vvvvvvvvvv rrrmmrmmmm mm ¢¢¢¢¢¢¢¢¢¢¢¢ _____________ � ..U¢¢¢¢¢¢¢¢m rm_r�nrrrr�n�n u��n 0 4aH 4� m¢m¢mmmm¢mmm LL 0 mmmmmmmmm mmm � mmmmmmmmmmmmm � vvvvvvvvvvvvv r _rr__r _ r ....Om m o Om mo Z a4� vvvvvvvvvvvvv ran----- V �wd vvvvvvvvv vvv vvvvvvvvvvvvv .n.n----------.n my mmmvmvmvmv m¢¢¢¢¢¢¢¢¢¢¢ .n�n�n ran r�nr min�nmr 4w� 4y� vvvvvu�u�u�u� u�u�v vvvvvu�u�v vu�u�u�u� ------------- vvvvvvvvvvvvv SB 22 Q4��� m¢mmm�mmmm¢¢ APPENDIX 2023 Level of Service ............ and Reserve Capacity JAECOM 1639 0 v m w w g ur M W O N O W (O w (O O M h M N ^ M M M N w 7 a I-- w M M_ W w le w w f0 M N O O M M N M N M W O E J N N M h O O N 00 W M I-- (O N (0 N W cy M N N 7 0 % M (O � M M N N N h M N M N N X Q z U O M W ^ W M LW0 O ,Q- M f0 M (O M O h M O O M M O 0 W h (O h 00 M M N M M 00 M N O N W M C N M J O N (O W M M N M M M M h w N 1.- .4 N M Q W o m 10 M N N W W W w g ur O N h N M 00 h (O 00 Do O � h (0 M h ' M M M O O Q 7 Q W O_ (O (O 00 00 f0 1- 0 N h 00 W M 00 h 00 (0 N M _ e � J M M h � W � (O M O M -e M N M W M W z U D 0 N W M 00 N N N N h W M M N M d a Q � U LU WWI > LUW Q M M h W M O M W W N (O N M O O M f0 00 w w W 00 w w 0L E h M f0 (O h W f0 M M N 4 4 M 00 00 q W w W W 0 o mamma a m a a m a Iml a0 m 0 m m W W o a a C-) o Q z J _ Q ; W t M - (O h h W 00 O O -e W W N M W M M W M M f0 N W Q W Q 4 00 (O N Ih (O 4 h 00 O N 4 W M O W 4 (O .4 M W .4 00 w a. 0L E M W e W e e 4 e -e -e W W M W W W M M M Q W in W W Q O N 00 U7 U7 U7 U7 N V 0) O O M 0) V M M M -. O M 0) 7 0 F E N O O) 'ITO O O O LO 0 O) N 00 O 00 O O O Lo I- LO (O LL Q J U .� N Lo V M 'IT 'IT 'IT 'ITM 'IT 'IT N 'IT LO 'ITV 'IT 'IT 'ITM M M 'ITll O 0 Q V J J W z a g g Q Q V Q Q Q Q M Q Q Q � Q Q Q Q Q Q V I- N Q QLL 2 E z z z z 0 z z z z ui z z z N z z z z z z Sri Sri Sri z W cn J w rn N Q 2 w a) Q - I- M 00 O O O O O 0 'ITM 00 V 09 O O O N O V O w > E v in v in v v v v v v in in v in in in v v v v v v v in N � Q F w s 0 LO LO v Lo in in Q o in in Q O o LO to a in in Q Q Lo Lo in in in in o Q v Q in o Q 0 in in in LO in Q O E M 6 in in v v v v v v Q M in LO LO Q Lo v v v v 6 'IT LO oL � o v in 'ITm v v v M w o 0 0 0 J 0L O O m W LL J J J J J J J J J J J J J J J J J J J J J J J J J J V V N N N N N N N N N V N N V N N N N N N N N V V N F fA (� 0) U7 00 0) U7 N M r o 00 M V I- 0) U7 N 0 00 O 00 N W E cM U7 cM N N N N cM I� (O I� (O N 0) V N V U7 00 (O (O O J O In p O O _ 0 _ O) OOLO r- MO a U (6 O) f) OL? M O ( MN ci f) (r O) N O 0 N N O) � O (O LO lf') 00 WO N7 V07 O Oj (O L6 O N l) C WO -p O QE E N Q z c` N0 0 (0 1 OCOO(0 N N N C (6 N N �o rn o E E m (Yi m �_ > > o LIO co m co cco cco U co H co m r- 2 (7 0 J J a Y U O N CO V lf') W 00 O) O N M V LO (0 r- 00 0) O N cM V N N N N N W w g C; M W O N * O W w w (O CD M I-- M N ^ M ao M N w 7 a h w M M W w .4 w w f0 M � O O M M N M M N w W O M J N N M — Ih O O N 00 W M I-- N w N (O N W M M M N I' " N 7 0 % M ( .4 M M N N N 'ci h M N M N N O U ild,+ Mtr)M OM M 0 N f0M MO N * W M C N M0 OO ' �;tl'•I 4;tl) J O N W W M M N M M M M h f0 N I. N ce) M Q w b > +'> N ..^ N W " M W w g ur N N I.- N M I.- co co co O � h (O M h M M M O_ O 7 Q M O w w w w w I.- O N h 00 W M 00 h 00 f0 N M J h M h W (O M O M M N M W M U 0 N W M w N N N N h W M M N LU W W Q O M h W M O M W W N — (O N M O O M (p 00 (O 00 W M LL fn 0L E !g h 4 M 6 4 (O h W 6 4 N 4 4 (? 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Rmom2cRi 0)- to J O V rrwLwuw0mw M E m C aL (n 'o•O w w a O� E d N R E N w L" >W LU 7 0,s w O R't ELL w LL r 0<E m"•p LL 7 O F w a'� m y V) r m2 J m CWLU) �Ut a —a) o Z Q ~ J J w U N F p C0 m Y LL J W o E o V _ =awL0E0 "o 2 03yYtmwmy > ~ m w Y 0'O R (� O O (n 00 d'O l6 CL R 7. r w R '0;o W W E M 3 U w y ?o ° S c J m gym._ 0 /^ UO R O R w o;a+ vI ` m V V C E m L > LL 7 07 O �y 0 y c m c a U O p U7 (O 0•c Q y w J 0i O U? w E 2 ai 0] `yw,t W p O O R C�w 0'toL R 0 Q W a s aRYE �.2 Ow z w WWCL, w ==r M w w U n s w� �`w `mkmac O 0 a m a�aQ- N Y N U _O CL 0) U U 7 C L aR+ O O R O R N w O V) RF 0UN000 (n (n m m (n APPENDIX H Summary of Delay Events ca JAECOM 1643 F o 8 8 8 p 8 Kc' - 8 g 8 8 Q 8 J W -_- O W c F 2 � 8 e t9 8 ' 8 - 8 e = g so 0, _ i M N a N J U w 0 m N N H LL Z O � � W m N W 0 U' N U � LL Z N O � � w Uw � o K H LL Z O � � W 3 W 0 W N N � LL Z N O j u w z � 3 a o U o W a N H N H O � u w J w � o U N Q H LL Z O w � w Q w 0 m N 0 H LL Z O � � w m 3 0 W 0 N N H H LL W # W N 3 W 0 0 W a o 'a w � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 F 66 zi 0 w w v v U LL(7 X w o W N 0 J W a M O v v X LL ~ o w O O IN a a a a66a a o w a - o o a m m z SUMMARY OF DELAY EVENTS 2023 TTDS Delay Source Segment Segment Limits Number of Total Mean Delay Mean Delay Number From To Length Events Delay Per Event Per Trip (miles) Traffic Signal 1 Cow Key Bridge(N)-MM 4.0 Key Haven Blvd-MM 5.0 1.1 11 001320 0001:13 000029 5 Harris Channel Bridge(N)-MM 16.5 Bow Channel Bridge(N)-MM 20.5 3.9 3 000123 000028 000003 10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.4 13 001851 000127 000040 13 7-Mile Bridge(N)-MM 47.0 Coco Plum Drive-MM 54.0 7.3 45 003918 000052 000124 14 Cocoa Plum Dr-MM 54.0 Toms Harbor Ch Br(S)-MM 60.5 6.4 1 000033 000033 000001 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 26 001243 000029 000027 22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 31 003247 000103 0001:10 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 34 001917 000034 000041 Subtotal 164 02:18:12 00:00:51 000456 Congestion 1 Cow Key Bridge(N)-MM 4.0 Key Haven Blvd-MM 5.0 1.1 3 003016 001005 000105 6 Bow Channel Bridge(N)-MM 20.5 Spanish Main Drive-MM 23.0 2.5 1 000014 000014 000001 7 Spanish Main Drive-MM 23.0 East Shore Drive-MM 25.0 2.0 1 000024 000024 000001 10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.4 3 000229 000050 000005 13 7-Mile Bridge(N)-MM 47.0 Coco Plum Drive-MM 54.0 7.0 9 001144 0001:18 000025 14 Coco Plum Drive-MM 54.0 Toms Harbor Ch Bridge(S)-MM 60.5 6.5 1 000013 000013 000000 16 Long Key Bridge(S)-MM 63.0 Channel#2 Bridge(N)-MM 73.0 10.0 1 000104 000104 000002 17 Channel#2 Br(N)-MM 73.0 Lignum V Br(S)-MM 77.5 4.5 3 000149 000036 000004 18 Lignumvitae Bridge(S)-MM 77.5 Tea Table Relief Bridge(N)-MM 79.5 2.2 5 000603 0001:13 000013 19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 13 005800 000428 000204 20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 1.9 18 003132 000145 000108 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 30 013900 000318 000332 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 2 000411 000205 000009 24 C-905-MM 106.0 County Line Sign-MM 112.5 6.2 19 01:1308 000351 000237 Subtotal 109 05:20:07 00:02:56 001126 Left Turn/Right Turn 8 East Shore Drive-MM 25.0 Torch Ramrod Bridge(S)-MM 27.5 2.3 2 000043 000021 000002 11 Long Beach Dr-MM 33.0 7-Mile Bridge(S)-MM 40.0 7.0 1 000018 000018 000001 13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.3 11 000332 000019 000008 17 Channel#2 Br(N)-MM 73.0 Lignum V Br(S)-MM 77.5 4.5 1 000021 000021 000001 19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 3 000148 000036 000004 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 1 000024 000024 000001 22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 2 000036 000018 000001 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 1 000005 000005 000000 Subtotal 22 00:07:47 00:00:21 000017 Drawbridge Signal 19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 1 000600 000600 000013 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 5 002932 000554 000103 Subtotal 6 003532 000555 0001:16 Construction/Accident/School Bus/ School Zone/Special Events 1 Cow Key Bridge(N)-MM 4.0 Key Haven Blvd-MM 5.0 1.1 1 000228 000228 000005 2 Key Haven Boulevard-MM 5.0 Rockland Drive-MM 9.0 4.0 1 000304 000304 000007 5 Harris Channel Bridge(N)-MM 16.5 Bow Channel Bridge(N)-MM 20.5 3.9 1 000015 000015 000001 10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.4 1 000536 000536 000012 13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.3 4 000811 000203 000018 14 Coco Plum Drive-MM 54.0 Toms Harbor Ch Bridge(S)-MM 60.5 6.5 1 000011 000011 000000 18 Lignumvitae Bridge(S)-MM 77.5 Tea Table Relief Bridge(N)-MM 79.5 2.2 1 000200 000200 000004 19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 5 010022 001204 000209 20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 1.9 4 001504 000346 000032 21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 5 015851 002346 000415 22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 5 012020 001604 000252 23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 2 001033 000516 000023 Subtotal 31 05:06:55 00:09:54 001058 All Sources TOTAL 332 13:28:33 00:02:26 00:28:53 1647 APPENDIX 2023 Data Collection Schedule 1.1 �L=Com 1648 M N N w 4 44 44 N 01 N N N c� � � � In U ron QQ 0o er a 5 4 M � M CF ~ � � J" � ,•may � I I N ke% 0 LO to a N 00 � o � M r< c N 0 0� 44 44 A � o 41% o CC CAI � ke) C� ►�I a0 ►�I � M � -o QQ ,Q ;6% ;6% Q QQ �C N � Ocic•; � N ke) ►� ►� z o�"1 s u • • • ■o • AN Ah • I�IIIIIIIII�IIIIII�IIIII►I�I���►IIII����I�I�III�II�II�I�I��JU�IIIIJIyIUI�I������������ - "' , � - Background • Objective is to monitor Level of Service (LOS) of US 1 • Travel Time and Delay Study (TTDS) conducted annually from 1991 to 2013, and biennially since 2013 • Results from the TTDS study are used to determine LOS for individual segments and overall US 1 • TTDS results and LOS are used to determine whether or not development can be approved • If the TTDS indicates any segments with an LOS below C, additional trips equivalent to 5% of LOS C capacity can be allowed with mitigation measures ur • A METHODOLOGY TO ASSESS I-EVEL-OF-SERME ON US-1 IN THE FLORIDA KEYS fly R.tE.1 E,0.A—..d D.part.—I,of Tlartajd.-n "'Wat 6 602 So",M aMi A0rud Mr'rrn,FI.,d.33130 And 0-111,It.MIL.."."E.C.P."m at T.-p.,tat.- Mail wt—19 905 S....n..S— Fall, W Flonod 32DOISO ,72'a)922-0449 For Pla.n.an It tom T—sponan an Res—ch Board Annual M.."no January 1993 to o�"1 r u, is r r r I�IIIIIIIII�IIIIII�IIIII►I�I���►IIII����I�I�III�II�II�I�I��JU�IIIIJIyIUI�I������������ - "' , � - ata Collection (Cont'd) • Supplemental travel time runs were conducted (as required by the 2021 US 1 LOS Methodology Update) 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 results of the supplemental runs are included in the 2023 ATTDS Report for informational purposes only and are not used in the Overall 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. r , r � 1 Ill I� 11 I 1 I U I I l I I )1 l 1 111 1�1111 11111, LL ,,»J�11 »1�1111 111 ».11 1 �1 111111�1 1 1 i 1 1 I( I I I I III »» III � lu IIII II 11 lol Ili I I III Ifl i I II l Ill II 1 i f l l I 1 111 �� 1 . .III 1 1 1 11 L m r r rr � I� ri lii it �li iiiilii iii rr�rrr I� i)i I�li)�Li 1 r 1 iii i ii r , I I J J 1 Stock Island Cow Key Bridge(N) Key Haven Boulevard 4.0 5.0 B A B 33.0 40.0 34.9 2 Boca Chica Key Haven Boulevard Rockland Drive 5.0 9.0 B A A 55.8 59.9 58.1 3 Big Coppitt Rockland Drive Boca Chica Road 9.0 10.5 B B B 46.1 47.5 46.6 4 Saddlebunch Boca Chica Road Harris Channel Bridge(N) 10.5 16.5 C B B 52.0 53.5 52.7 5 Sugarloaf Harris Channel Bridge(N) Bow Cha nnel Bridge(N) 16.5 20.5 A A A 48.1 48.8 47.7 6 Cudjoe Bow Cha nnel Bridge(N) Spa nish Main Drive 20.5 23.0 A A A 47.2 47.9 46.5 7 Summerland Spanish Main Drive East Shore Drive 23.0 25.0 B B B 45.2 46.1 44.8 8 Ramrod East Shore Drive Torch-Ra mrod Bridge(S) 25.0 27.5 A A A 46.7 46.5 47.0 9 Torch Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) 27.5 29.5 A A A 48.1 48.8 48.0 10 Big Pine N.Pine Cha nnel Bridge(N) Long Beach Drive 29.5 33.0 B A B 42.4 42.7 40.4 11 Bahia Honda Long Beach Drive 7-Mile Bridge(S) 33.0 40.0 A A A 54.2 54.8 52.5 12 7-Mile Bridge 7-Mile Bridge(S) 7-Mile Bridge(N) 40.0 47.0 B B B 53.4 53.2 54.5 13 Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A A 37.9 39.6 35.2 14 Grassy Coco Plum Drive Toms HarborCh Bridge(S) 54.0 60.5 C C C 50.7 51.4 51.3 15 Duck Toms Ha rborCh Bridge(S) Long Key Bridge(S) 60.5 63.0 C C B 53.3 53.2 53.6 16 Long Long Key Bridge(S) Channel#2 Bridge(N) 63.0 73.0 B C C 52.0 49.9 50.9 17(2) Lower Matecumbe Channel#2 Bridge(N) LignumvitaeBridge(S) 73.0 77.5 C C B 49.6 48.2 45.3 18�1)(2) Tea Table Lignumvitae Bridge(S) Tea Ta bl e Rel ief Bridge(N) 77.5 79.5 D A B 46.9 46.6 44.8 19)1) Upper Matecumbe Tea Table Relief Bridge(N) Whale Harbor Bridge(S) 79.5 84.0 E E E 36.4 35.3 36.9 20)1) Windley Whale Harbor Bridge(S) Snake Creek Bridge(N) 84.0 86.0 E D E 37.0 39.3 34.4 21(1)(2) Plantation Snake Creek Bridge(N) Ocean Boulevard 86.0 91.5 D C D 35.3 34.7 33.3 22 Tavernier Ocean Boulevard Atlantic Boulevard 91.5 99.5 A A A 46.9 49.4 45.6 23 Key Largo Atl a nti c Bou levard C-905 99.5 106.0 A A A 44.2 45.0 44.1 24 Cross C-905 CountyLineSign 106.0 112.6 B C C 50.2 49.1 48.4 Overall .........................................................................................................................................................................................................4.0.................................................... . .2.6......................................D................................C..................................D............................44.6...........................4.5..5.........................44.2........... .....�1........V_I�LLa....Be..of Islamorada............................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... ................................................................. ..................� ( ) (2)-Segments with Speed Limit Changes Segments with NO Reserve Capacity r , r � 1 Ill I� 11 I 1 I U I I l I I )1 l 1 111 1�1111 11111, LL ,,»J�11 »1�1111 111 ».11 1 �1 111111�1 1 1 i 1 1 I( I I I I III »» III � lu IIII II 11 lol Ili I I III Ifl i I II l Ill II 1 i f l l I 1 111 �� 1 . .III 1 1 1 11 L m r r rr � I� ri lii it �li iiiilii iii rr�rrr I� i)i I�li)�Li 1 r 1 iii i ii r , I I J J 1 Stock Island Cow Key Bridge(N) Key Haven Boulevard 4.0 5.0 B A A 33.0 40.0 37.0 2 Boca Chica Key Haven Boulevard Rockland Drive 5.0 9.0 B A A 55.8 59.9 58.1 3 Big Coppitt Rockland Drive Boca Chica Road 9.0 10.5 B B B 46.1 47.5 46.6 4 Saddlebunch Boca Chica Road Harris Channel Bridge(N) 10.5 16.5 C B B 52.0 53.5 52.7 5 Sugarloaf Harris Channel Bridge(N) Bow Cha nnel Bridge(N) 16.5 20.5 A A A 48.1 48.8 47.7 6 Cudjoe Bow Cha nnel Bridge(N) Spa nish Main Drive 20.5 23.0 A A A 47.2 47.9 46.5 7 Summerland Spanish Main Drive East Shore Drive 23.0 25.0 B B B 45.2 46.1 44.8 8 Ramrod East Shore Drive Torch-Ra mrod Bridge(S) 25.0 27.5 A A A 46.7 46.5 47.0 9 Torch Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) 27.5 29.5 A A A 48.1 48.8 48.0 10 Big Pine N.Pine Cha nnel Bridge(N) Long Beach Drive 29.5 33.0 B A B 42.4 42.7 40.4 11 Bahia Honda Long Beach Drive 7-Mile Bridge(S) 33.0 40.0 A A A 54.2 54.8 52.5 12 7-Mile Bridge 7-Mile Bridge(S) 7-Mile Bridge(N) 40.0 47.0 B B B 53.4 53.2 54.5 13 Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A A 37.9 39.6 35.2 14 Grassy Coco Plum Drive Toms HarborCh Bridge(S) 54.0 60.5 C C C 50.7 51.4 51.3 15 Duck Toms Ha rborCh Bridge(S) Long Key Bridge(S) 60.5 63.0 C C B 53.3 53.2 53.6 16 Long Long Key Bridge(S) Channel#2 Bridge(N) 63.0 73.0 B C C 52.0 49.9 50.9 17(2) Lower Matecumbe Channel#2 Bridge(N) LignumvitaeBridge(S) 73.0 77.5 C C B 49.6 48.2 45.3 18�1)(2) Tea Table Lignumvitae Bridge(S) Tea Ta bl e Rel ief Bridge(N) 77.5 79.5 D A B 46.9 46.6 44.8 19)1) Upper Matecumbe Tea Table Relief Bridge(N) Whale Harbor Bridge(S) 79.5 84.0 E E E 36.4 35.3 36.9 20)1) Windley Whale Harbor Bridge(S) Snake Creek Bridge(N) 84.0 86.0 E D E 37.0 39.3 34.4 21(1)(2) Plantation Snake Creek Bridge(N) Ocean Boulevard 86.0 91.5 D C D 35.3 34.7 33.3 22 Tavernier Ocean Boulevard Atlantic Boulevard 91.5 99.5 A A A 46.9 49.4 45.6 23 Key Largo Atl a nti c Bou levard C-905 99.5 106.0 A A A 44.2 45.0 44.1 24 Cross C-905 CountyLineSign 106.0 112.6 B C C 50.2 49.1 48.4 Overall .........................................................................................................................................................................................................4.0...................................................1. .2.6.....................................D................................C..................................D............................44.6...........................4.5..5.........................44.7........... .....�1........V_I�LLa....Be..of Islamorada............................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... ................................................................. ..................� ( ) (2)-Segments with Speed Limit Changes Segments with NO Reserve Capacity o�"1 r r. i �l r rl � i i rii ii ii i i11 J !! 111i J )I! I ! l� J 1 J I 1 Stock Island Cow Key Bridge (N) Key Haven Boulevard 4.0 5.0 B 32.8 2 Boca Chica Key Haven Boulevard Rockland Drive 5.0 9.0 A 59.2 3 BigCoppitt Rockland Drive Boca ChimRoad 9.0 10.5 D 40.0 4 Saddlebunch Boca Chica Road Harris ChannelBridge(N) 10.5 16.5 B 52.4 o�"1 �� , AW W. Aw-w x aw x d" 1,c " c► a .Ms. it , • iA am r A.W e & dA7 s da axm 9 MpxmNy�wap at a*aw.*a'ap dlhN � M �tl !�C$ �IP,y' J��.�P ,� M.�J4�°�^d 8"' C, �P caw+mac r a r. A A 4T� ���4� J' �d,� s�aa' ndsx ,�,,� � IY�d ud�g�gun m � � Per ? m �ffpw a aw � 543 a ash&AW Y i d "01" S•A! A dam' ,u o& N"mms rrmrncr�C o8m ccgp��r�e'r5i 5 C dA AJ,E' , aVM C, +� a pipWad rip caa� 't , �rr� �r gra . 19, NNTtlAb dMm'MW IFYtlh1!M 510.CFesN'e®n,OM MW JNA'R5 M ,,,e 22 amp mad �ft4wl�pwmd R cam 25 4411 li 613 is d iNA47l 7 b h� 14 �tid 19 1 to � 2023 I,10$ Madgon 'Speed A d1L9.9 I�IIIIIIIII�IIIIII�IIIII►I�I���►IIII����I�I�III�II�II�I�I��JU�IIIIJIyIUI�I������������ - "' , � - Results • Traffic volumes (in eight study segments) increased by approximately 2% to 9% • Overall travel speed on US 1 in 2023 was found to be 44.2 mph (45.5 mph in 2021 ) — 44.7 mph excluding outliers from 3 SB runs • Compared to the 2021 Study, 19 of the 24 segments experienced lower travel speeds and 5 segments experienced higher travel speeds • There were LOS changes for 7 segments (5 degraded and 2 improved) • Segments experiencing LOS D or worse: • Segment 19 - LOS E • Segment 20 - LOS E • Segment 21 - LOS D ��pia �. % ��' ® � I 1 1 �`" ® ® . ' . ® ® ' a . ` ® 1 ® ® 1 1 1 s ® 1 I ® . r • ® . . . r 1 ® � 1 I ® ®. � . I�IIIIIIIII�IIIIII�IIIII►I�I���►IIII����I�I�III�II�II�I�I��JU�IIIIJIyIUI�I������������ - "' , � List of considerations to enhance traffic flow • Continue to improve the traffic signal infrastructure and signal timing at signalized intersections along US 1 to enhance traffic flow • Signal Retiming Study expected to start in early 2024 • Provide new or improve existing transit services • Initiating studies to improve transit service • Explore 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 • Keys COAST Project — almost completed • Add turn lanes at strategic locations to improve traffic flow I�IIIIIIIII�IIIIII�IIIII►I�I���►IIII����I�I�III�II�II�I�I��JU�IIIIJIyIUI�I������������ - "' , � List of considerations to enhance traffic flow (Cont'd) • Limit 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. • 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. • Conduct speed studies on selected segments of US 1 to confirm if the current posted speed limits are appropriate. • Conduct follow-up studies at locations identified in the Master Plan to evaluate the feasibility of implementing improvements to enhance traffic flow. o�"1 �/ r� a - . �l , i � ' r u,_ o�"1 r aff requests the BOCC provide direction and apProval on the ft)flowing itenis, for the 2023 Arterial. Travel. Time and Delay Study , .TTDS)I w Use of Stock Island (Segment 1.) analysis including 3 SB travel runs identified as, outliers by L `O Segnie t 1 LOS Overall median travel. speed = 44.2 mp,h); or B. Use ofStoek .Island (I Segment 1 ) ana,lys,is exeludingSB �travel runs,, identified as outfiers b AE,COM (Segnient I LOS A; Overall inedian travel speed = 44.7 mph)., . AECOM suggestsre,-colt Lion of data in 20,24 on at lea, t s;onle segments, where nstru tion delays earsexcessive, and/or the keys T l roje t ��nd igna,l r tier in i a, ready underway and may improve tra.l`fi flow. Onee dala is updated, ATTDS and PFCR could, be updated d mi - 02 ., o "1 r 3. Dependent on decisionsabove-I A., Approveand Utilize, 0 TTL S for PFCR (developmentapplicants must identify mitigation); Next study in 2025, (data, eollection Mareh " ; results, ado t d ..October , . DeveloPment mmlu t niitigafie until -October 20,25. B. Continue to Utilize 2021 , .TTD (20 m_llata, affected by excessiven tru ton delays) for PFCl . Next study in 2025. C. Approve and Utilize 2023 ATTDS for PFCR (developinent applicants must identify mitigation); Data updates, in March 0 4 results -August 2024., Development must t Illitigate until riii _lllate 20,24. D. Continu to Utilize 20,21 ATTDS (2023at affeetcd by excessive, on tructio m delays for PFCR Data updates, in March 024 results -August 2024., o�"1 r Delay Mlluumber ref Total Eauclllu,d ed Mean Dellay Mean Della ouur e Events Delay Time Per Event Per Trig 202 (2021) 202 21021 202 (2021 , 2023 (2,021 202 (2021) Traffic Siiig n a ll T64 124 218:12 01:0,0: 00- : 00: 0.'01 " 0 : 0: 1 :00: 0 : 4: 6 00: 2:0 , Diraw riiid g e 6 2 :3 : 2 `:12.00 0' :3 :. 2 00:12:00 00:05:5 : :0 ' : 1:16 0 : 0.26 Congestion 109, 87 05:201:017 02,:16.3,9 010- : : 0.00 0 : 2': : 1: 0:11:2 00:04:53 (Left Tuirns 22 5 00:07.47 0 `:al:2 00- : 00: 0.'01 " 00: a.21 : :16 : 0 17 00:0a.03 Right Turns, 01 1 : 010 01:0,0:1 010: : : 0:0 0 : 0.,01 :0 : 3 : 0:0 : :00 School Buis :01:010 00:03.14 010. 1: 0: 3:1 00:Oa.2 : 0:2'2' 0: 0,. 2 00:00.07 Construction 18 10 :2 :5 2`:14: 0 :°29: 02:4:5 00:15:010 0013:30, : : 00: :49 Accidents 2, 1 :0 :012 01:33.2 010. : 2 00: :2^ 1 00:q :31 : 2:14 : 0 19, 00: 1:`?'2 Ilf o ll Zorn s V' 1 : :00 00:0'0:42 00: b: : 0: 2 0 : 0.,01 :0 : 2, : 0:0 : :0 f" Ip a&iii llll Event 1 :26 01:0,0,,17 010.2 :58 : 0.17 0 : 3:22 : : 7 0: 0':58 0 :00.01 Total 332 2 1 :28:3 :22: 0 : 2:27 : 4: 0 : 2':2 :01:3 0:28. 0 : 3: 1 o�"1 r Delay Number of TTotalExcIluidled Mean Della Mean ID�elllay Source, Events Detay Time Per Event Per TrigpF... Traffic Signals 124 157 01: l:0 01:51:49 : 0:00 00:00:l00 0:2 0:43 02: 9 4: 0, Drawbridges 2 2 0 :f2':00 0 : 6: 4 :12:0 : 0:00 ;:27 00:26 0015 Congestion 87 78 0' :f :39 0' :22: 9 : 0:0 0:l00 01:34 01: 0, 04: 3 5: 6 Left Turns 5 4 0 :01:20 0, :0'1:29 : :00 : 0:00 0,016 :22' :03 fN . 3 R.i htTuurns `f 1 0' : 0:`f3 0 : :23 :00:0 : 0:00 0:13 0:23 0E:00 0: ? School lBus 9 3 0' : 3:f4 0' :01:2 :03:14 :01:25 0:22 0:2 YC :07 0:03 Construction 10 1 0 :14: 6 O' :O'g: 2:14: 6 :09,: 5' 13:3 , 9: 5 04:49 0:21 Accidents 15 7 0' :33: 9 0' :3 :4 :33:29 :3 ,.47 02:14 05:3 ' 01:1 1:23 Sclho l Koines 1 0 0' : :42 0' : 8:00 : 0:42 : 0 00 0:42 0: 0, : °f 0: 0, Special Event 1 6 0, : :f 7 0 :07: 1 :0017 07:2 ' 0017 0114 YC :01 0:1 Total 255 2519 0,6:22: 9 0 :2?:02 3:04:38 : ,: 3 0 f:30, 01:`f 4 13:4°1 11:2 o�"1 r De III hllluurm beer of Total Excllu ded IDS ea n Dellla Mee n ID ellay Source Ev rigs Delay Timie Per Event Per Turnip TraflFiiic Signais 124 21'; 01:00: 0' :1 : 010: : 0 00:00: u : 9 : 02:09 04:.30 Drawbridge 2 0 :1 : 0&a0:0 010:12: 0 0:00: 0, : 0 :0 00: ° 00: u Congestion 7 64 :1 :39 03:16: 4 01 : :00 00--00:0 "1: " ': 0 : . 7: 2 Left Tu irrn , 5 18 00: 1:2 0 : : 4 010: :00 0: h: :16 :1 00:0 00:10 Right Turns 1 3 00:00:130, :u :; , 010: : 0 0.-00: :1 :12 0 :00 00:01 ' cIl poll IBLIS 91 12 0 :03:14 0&0 :0 010:03:1 0:0' : : 2 :2'u 0 :07 00 11 Construction 10 01 02:14:56 : :oo 02:1 : 0:00:0 1.3: :00 04:4 00:00 Accidents 15 1 0 : 3:2 :02: , 010:33: 9 00: ": 2:1 2: 01:12 0:06 cIl mull Zoimn 1 9 0 :00:4 :0 :24 010: : 2 0:01 :24 : 2 : 0 :u 1 0 18, Special lEv r t 1 11' : 0:17 0 :3 : 1 010: :1 7 0: ; : '1 :17 : N 0 : ,1 01:1 Total 255 331 6:22: 9 0, :22: 2 :04:3, 0: 0:2 "1:; : 1:0 13:41 1 :.36 o�"1 r Treatment of ICDela° u, In accordance,with the PDOT Manual on Uniform Traffic ' tuldlies, the observers Megan recording i delay when the test ar's speed fell to 5 mph and terminated the delay event when thie test oar's speed) rouse to 15 mph. Each, delay entry was identified, in the DPillll memory by a sequential code number. The observers recorded the type and location of' the delay o ni a fiend data sheet. When co,mputinig both segments and overall travel) times, delays Jule to typical events such as turning movements, traffic siiginalls, and certaJin types of congestion were iin boded. Unusual or non-recurring delays, such as construction, accidents, school burs, and emergency vehicles were excluded. I[Della s dine to drawbridge openings should be deducted from 'the segment travel dimes (all affected segments) and the o elra l travel dimes, toy account for the influence of the drawbridge,openings. A delay of minutes slhoulld be deducted from those travel',time runs than were ilmpao ted by bridge openings., IHo wever', regardless of how a particular type of delay was treated in the analysis, allli delays of all types were iidentifiedl and Irecorded on 'the field data sheets. Occasionally an external event slloa edl traffic spuds, but not enough toy meet thie 5 Imph criteria for a formal delay. Highway coanstrul do n and maiintenanice activities were the most common example of thiis borderline situation. The decision oaf whether to record these events was Imade on a arse-by-wise basis lin tlhe field. As long i as the observers were travelling at speedls within 5 to 10 mph of the posted speed Ililmiit and the event occurred over a distance of about a Imile or less,,the event was not recorded., However, iif the activity caused speeds slower than 'this or when 'the observers witniessed active interference, such as Ibullbdlozers or flagman blocking thie traffic, 'the event was recorded and later excluded from the analysis., o t"1 2023 LEVEL OF SERVICE AND RESERVE,CAPACITY ADJ. ADJUSTED INIEDIAmt 2ID23 2021 SEGMENT LENGTH FACILITY POSTED SPEED FOR LOS C TRAVEL LOS RESERVE mAA imAu!mm RESERVE 5%ALLOCATU" MADFumAUM 1RESERVE. (Mfles) TYPE', Limniits Average SIGNAL CRITERIA SPEED SPEED VOLUIM BELOW LOS C VOLUME (mip,h) Ci IPEG (Mf ) (mapb'( (rmph) (rnph) (triilPs� ('triW (trilps 11 Stock Ilslairrd(4.0-5 0,p 1.10 4-LPEr 3035A5 40 t Nd A 22.0 34.9 B 112.9 2„350 2,544 3„279 2 18oca hica(5 0-9 0'I 3.9 4-UD 45A55 54.7 NfA 5,0.2 58.,11 A 7.9 5„102 6,714 6,265 31811gCop itt(9.0-10.S) 1.5 2-Lui 45155 46.3 WA 41-8 46,6 B 4.7 1,167 11,691 1„391 4.Saiddlebuinch(10.5-16.5) 5.8 2-UUl 45,`55 53.6 NfA 49-1 52.7 B 3.5 3„362 5,747 4,130 5 Sugarloaf p1 E.5-20.5p 3.9 2-LPUI 45 45.0 6,.4 34A 47,7 A 113.6 8,783 9,866 9,752 6 Cuidpce(20.5-23.,0) 2.5 2-Lui 45 45.0 UTA 40.,5 46,5 A 6.0 2„484 3,337 3,064 7 Suurn memtand(23.0 25.0) 2.2 2-Lui 4.5 45.0 WA 40.,5 44A, B 4.3 1,567 2,311 2,040 S IRa rod(2:5.0-27.5) 2.3 2-Lui 45 45.0 (falu'A 40.,5 47,01 A 6.5 2„476 3,261 2,28.5 9 Torch(27..5-29,.5'I 2.1 2-LPUI 45 45.0 WA 46-5 4&01 A 7.5 2„608 3,310, 2,886 10 193ig lP"ine(;29.5-33.0) 3.4 2-LPUI 45 4,5.0 5,.3 351 40A B 5.2 2,928 3,935 4,561 t'11 BahiaHonda(330-40.M 7.0 2-UU(70%( 4515,W55 50.9 WA 46.4 52Z A 6.1 7„0711 9,804 7„998 4-LPD(�30%) 2 7-Mll:le Erihdge(40 0-47.0) 6.8 2-LPUI 35A550,"55 54.4 N,A 49-9 54,5 B 4.6 5,180 7,971 3,716 13 Imllarathon(47.0-54.p) 7.3 2-LPIJ'(13%) 35945 42.3 WA 22.0 35.2 A 113.2 15,9.57 17,240 24,276 4-LPD(87) 14 Grassy(54.0-60.5p 6.4 2-UUl 45P55 54.6 21 48.0 51.3 C 3.3 3,497 6,016 3,603 fly ID Uck(60.5-63.,0) 2.7 2-Lui 55 55.0 lalu'A 50-5 516 B 3.1 1„3386 2,499 1,207 l6 Long(63 0-713.0( 9.9 2-UU 45P50:155 53.4 WA 48.9 50.9 C 2.0 3,279 7,207 1,639 17 IL Matecurnbe(73 0-77.5) 4.5 2-LPUI 45P56 4,5.9 1v1P'A 41.4 45.3 B 4.0 2,981 4,509, 149 t8 Tea Table(77.5-79 5) 2.2 2-LPUI 45 45.0 NfA 40.5 44.8 B 4.3 1„567 2,315 2,222 19 U Mautecu rmbe(79 5-84..0) 4.1 2-LPUI 45 4,5.0 TN(A 46-5 36.9 E -3.6 (2444( 0,r091( (3,531) 20"u"Jurndley(84 0-86.0 9 2-LPUI 45 45.0 NfA 40.5 34.4 E -6.1 (1,919) (1,296) (378) 211 Plantation(86.0-91.5( 5.8 2-UUl 45 45.0 5.4 35.1 33.3 ID -11.8 (1,729) (14( 1,921 22 Tavernier(91.5-99.5g 8.0 4-LPD 45"50 47.2 5.7 37.0 4,5,6 A 8.6 111,393 13„832 12„98:3 23 INf;ey Large,(99.5 fi06.0) 1 6.8 4-LPE 1 45 1 45.0 52 35.3 44.11 A 8.8 1 9,910 1 111„865 11„148 24 Crass d106.0-112.,5 i 6.2 2-LPUI 45155 1 51.4 UTA 46.,9 48A C 11.5 1,540 3,906 2„259 Overall'I 10'8.3 450 44.2 ID -0.8 NA o t"1 2023 LEVEL OF SERVICE,AND RESERVE,ICAPACITY u ADJ. ADJUSTED MEDIAN 2023 2021 SEGMENT LENGTH FACILITY POSTED SPEED FCIIR. LOS C TRAVEL LOS RESERVE MlA)UMU1M RESERVE. 51%AJL.LOCATIDIl MA:X.IMUIM RESERVE. (mules) TYPE. Linurts Average SIGNAL CRITERIA SPEED, SPEED VOLUIIME BELOW IL49 C VOLUME (rniPh) (I Iph) (miPh) (nilph') (I ph) (Irnph) Etr+Ps�( (trips) Itrtps) 9 Stock Island(4.0-5.0) 1.10 4-UD 301"35J45 410.1 NIA 22.0 37.0 A 115.0 2,732 2,925 31,279 2 IBaca Chica(5 0-9 0) 39 4-UD 4515.5 54.7 NIA 50.2 58.11 A 7.9 5,102 6,714 6,265 3 IB-1g Crapupitt(9.0-10.5p 11.5 2-UU 45155 46.3 NIA 41..8 46..6 IB 4.7 1,167 1,691 1„391 4Sardc111ebulnch00.5-'16.5) 5.8 2-UU 45155 53.6 NIA 49.1 52.7 IB 3.5 3„362 5,747 4,130 5 S ugarloat(16.5-20.5) 3.9 2-UU 45 45.0 6.4 34.1 47.7 A 113.6 8„783 9,866 9,762 6 GiudJoe(20.5-23 0) 25 2-UU 45 45.0 NIA 40.5 46.5 A 6.0 2,484 3,337 3„064 7 SAurmrmer@and(23 0-2:5.0) 2.2. 2-UU 45 45.0 NIA 40..5 44.8 IB 4.3 1.....,567 2,3111 2„040 8 IRamrCd p25..0-27.5) 2.3 2-UUu 45 45.0 NIA 40.5 47.0 A 6.5 2,476 3,261 2,285 9 7orch(27.5-29.5) 2.'1 2-UUu 45 45.0 NIA 40.5 48.01 A 7.5 2,608 3,310, 2„886 10 IB.ig(Pine(29.5-33 0) 3.4 2-UU 45 45.0 5.3 35.2 40.4 El 5.2 2,928 3,935 4„561 t't Bahia Horrda(33 3 40.0p 7.0 2-UU(70%) 45r`50d55 50.9 NIA 46.4 52.5 A 6.1 7,071 9,804 7„998 4-1-4)(30%) t2 7-Mille Bridge(40 @-47.0) 6.8 2-UU 35P45+50y55 54.4 NIA 49.9 54.5 IB 4.6 5,180 7,971 3„716 113 1ldarathion(47.0-54.0) 7.3 2-L;U(13%) 35145 42.3 NIA 22.0 35.2 A 113.2 15„957 17,240, 21„276 4-1-4y(87%) 114 Grassy(54.0-60.5f 6.4 2-UU 45,'55 54.6 21 48.0 51.3 C 3.3 3,497 6,010 3„603 15 1DUck.(60.5-6.3..0) 2.7 2-UU 55 55.0 NIA 50..5 53.6 IB 3.1 1......,386 2,499, 1.„207 16 Long(63.0-73,0) 9.9 2-UU 45150(5;5 53,.4 NIA 48.9 50.9 c 2.0 3„279 7„207 1,639 17 IL Matecuumbe:(713.0-77.5) 4.5 2-UUu 45150 45.9 NIA 41.4 45.3 El 4.0 2,981 4,509, 149 t 8 lea Table(77.5-79 5) 2.2 2-UU 45 45.0 NIA 40.5 44.8 El 4.3 1,567 2,315 2,222 119 U Matecumbe(79.5-84.0) 4.1 2-UUu 45 45.0 NIA 40.5 36.9 E -3.6 (2,444) (1„091) (3,531) 20 Windley(84.0-86.0) 9 2-UUu 45 45.0 NIA 40.5 34.4 E -6.1 (1,919) (1,296) (378) 2'fl Plantations 86.0-91.5) 5.8 2-UU 45 45.0 5.4 35.1 33.3 ID -1.8 (1,729) 04) 1,921 22 Tavernier(51.5-99.5) 8.0 4-UD 45f50 47.2 5.7 37..0 45. 8'6 A .6 1.11„3'93 1'.....3,832 12„98:3 23 IKely Largo(99.5-106.0) 6.8 4-UD 45 45.0 5.2 35..3' 44.11 A 8.8 9,910 1'.....11,865 11„148.. 24 Cross(106.101-112.,5) 6.2 2-UU 45d55 51.4 NIA 46.9 48.4 C 1.5 1,540 3,900 2,269 Overall 108.3 45..0 44.7 ID -0.3 IWA .p..; flnw�s tambllle us basedbasedOnOnnull trrrwell timeIruwlms except 3,.z8 runs on segument 1(.y,� cto lk dtsl.«arr�1,@ tl"{bl'T'I 3-14-,23 to,.�1d.R-23.These.3 xH8 runs wrlre exu.quou.leJ as 417u awrlraUe tnam+ell I�pmeuwats were very Iova Q4-7 rmpnllnp and were elned as o utlluers,The overa11111 travel sllroeerl is 44.7 rm ph as c.snrnpared to flw pm evmcua:s l:r ge table that has an oveimll travel)speed of 44.2 idpp h am 11 is based on a111 firave.l Inne ntuwnr,S,.