HomeMy WebLinkAboutItem J01 J1
BOARD OF COUNTY COMMISSIONERS
COUNTY of MONROE Mayor James K.Scholl,District 3
The Florida Keys Mayor Pro Tern Michelle Lincoln,District 2
Craig Cates,District 1
David Rice,District 4
Holly Merrill Raschein,District 5
Board of County Commissioners Meeting
September 10, 2025
Agenda Item Number: J1
2023-4435
BULK ITEM: Yes DEPARTMENT: Planning & Environmental Resources
TIME APPROXIMATE: STAFF CONTACT: Devin Tolpin
AGENDA ITEM WORDING: Presentation and Acceptance of the 2025 U.S. 1 Arterial Travel Time
and Delay Study. TIME APPROXIMATE 1:30 P.M.
ITEM BACKGROUND:
The U.S. 1 Arterial Travel Time and Delay Study("ATTDS" or "Study") is performed biennially by the
County's traffic consultant (AECOM) to monitor the Level of Service("LOS") on U.S. Highway 1
("U.S. I"). The Study is conducted for concurrency purposes,pursuant to Comprehensive Plan Policy
301.1.2 and Land Development Code Sections 114-2 and 114-200. 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 miles-per-hour) 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. 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
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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 2025 ATTDS reports an overall LOS C on U.S. 1 with a median speed of 45.6 mph and indicates
that all segments within unincorporated Monroe County currently operate at a LOS C or better. Within
unincorporated Monroe County, four(4) segments operate at a LOS C, four(4) segments dropped in
LOS and one(1) segment increased in LOS as compared to the 2021 ATTDS.
Within unincorporated Monroe County, four(4) segments operate at a LOS C:
• Saddlebunch(Segment 4)
• 7-Mile Bridge (Segment 12)
• Duck Key (Segment 15)
• Long Key (Segment 16)
The segments within unincorporated Monroe County that decreased from the 2021 ATTDS were:
• Saddlebunch(Segment 4)which fell from a LOS B to a LOS C
• Cudjoe Key (Segment 6) fell from a LOS A to a LOS B
• Big Pine Key (Segment 10) fell from a LOS A to a LOS B
• 7-Mile Bridge (Segment 12) fell from a LOS B to a LOS C
The segment within unincorporated Monroe County that increased from the 2021 ATTDS was Cross
Key (Segment 24).
Within unincorporated Monroe County, thirteen(13) segments saw no change in LOS between the 2021
and 2025 ATTDS.
• Stock Island, Segment 1
• Boca Chica, Segment 2
• Big Coppitt, Segment 3
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• Sugarloaf, Segment 5
• Summerland, Segment 7
• Ramrod, Segment 8
• Torch, Segment 9
• Bahia Honda, Segment 11
• Duck Key, Segment 15
• Long Key, Segment 16
• Tavernier, Segment 22
• Key Largo, Segment 23
Within the incorporated areas of Monroe County, both segments within the City of Marathon(Segments
13 and 14) saw no change in LOS between the 2021 and 2025 ATTDS.
Within the incorporated area of Islamorada, Village of Islands, Upper Matecumbe (Segment 19)
improved from LOS E to LOS D as compared to the 2021 ATTDS. Windley Key (Segment 20) and
Plantation Key (Segment 21) saw no change from the 2021 ATTDS. Within the incorporated area of
Islamorada, Village of Islands, two (2) segments decreased in LOS:
• Lower Matecumbe, Segment 17, dropped from a LOS C to a LOS D
• Tea Table, Segment 18, dropped from a LOS A to a LOS B
A summary of the LOS Study by segment within Monroe County is provided in the attached report.
The Land Development Code provides, at Section 114-2, that:
1. U.S.] shall have sufficient available capacity to operate at LOS Cfor the overall arterial length
and the 24 roadway segments of U.S.], as measured by the U.S.1 Level of Service Task Force
Methodology, at all intersections and roadway segments.
1. Development may be approved,provided that the development in combination with all other
permitted development will not decrease travel speed by more than five percent (501o) below LOS
C.
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.
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Within the incorporated area of Islamorada, Village of Islands, Upper Matecumbe (Segment 19)
improved from LOS E to LOS D as compared to the 2021 ATTDS. Windley Key (Segment 20) and
Plantation Key (Segment 21) saw no change from the 2021 ATTDS.
Within the incorporated area of Islamorada, Village of Islands, two (2) segments decreased in LOS:
• Lower Matecumbe, Segment 17, dropped from a LOS C to a LOS D
• Tea Table, Segment 18, dropped from a LOS A to a LOS B
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
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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
February 19, 2025 —Approval of Work Order No. 6 to complete the 2025 U.S. 1 ATTDS
INSURANCE REQUIRED:
No
CONTRACT/AGREEMENT CHANGES:
N/A
STAFF RECOMMENDATION: Acceptance of the 2025 U.S. 1 Arterial Travel Time and Delay
Study.
DOCUMENTATION:
Final Draft Report 2025 TTDS-8-18-25 (PDF).pdf
Sl—ALCOM Technical Service, Inc. WO#6.pdf
T1 ALCOM Work-Order 6 Amendment_Signed.pdf
2025 08 COI ALCOM GL AL WC PL exp 4.1.26 signed.pdf
FINANCIAL IMPACT:
Effective Date: 02/19/25
Expiration Date: 0/00/00
Total Dollar Value of Contract: $131,864.99
Total Cost to County: $16,483.12
Current Year Portion: $16,483.12
Budgeted: yes
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Source of Funds: 125-50526 (FDOT JPA G21182)
CPI:
Indirect Costs:
Estimated Ongoing Costs Not Included in above dollar amounts:
Revenue Producing: If yes, amount:
Grant: FDOT JPA G21-182
County Match: 12.5% ($16,483.12)
Insurance Required: N/A
Additional Details: Work Order No. 6 to complete the 2025 U.S. 1 Arterial Travel Time and Delay
Study("ATTDS"), in the amount of$131,864.99,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 15, 2023.
The initial Work Order is in the amount of$108,090.93, however, due to closures on the 18-mile
stretch caused by the 344 brush fires additional runs were scheduled. The cost for the additional runs is
$23,774.06. The County match of the total is 12.5% (16,483.12)
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2025
US 1 ARTERIAL TRAVEL TIME
AND DELAY STUDY
(Final Draft)
Prepared for:
Monroe County Planning Department
i, f
Prepared by:
%Eclom
110 East Broward Boulevard, Suite 700, Fort Lauderdale, Florida 33301
June 2025
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TABLE OF CONTENTS
1. EXECUTIVE SUMMARY................................................................... 1
2. INTRODUCTION.............................................................................. 5
3. MONROE COUNTY LEVEL OF SERVICE (LOS) AND RESERVE
CAPACITY ASSESSMENT OVERVIEW............................................... 7
4. DATA COLLECTION........................................................................ 9
5. FIELD OBSERVATIONS................................................................... 10
6. RESULTS AND DISCUSSIONS.......................................................... 12
7. SUMMARY..................................................................................... 22
TABLES
TABLE 1: AVERAGE TRAVEL SPEED AND LEVEL OF SERVICE............ 2
TABLE 2: U.S. ROADWAY SEGMENTS................................................... 7
TABLE 3: US 1 TRAFFIC COUNTS - HISTORICAL COMPARISON............. 13
TABLE 4: DELAY DATA SUMMARY AND COMPARISON........................... 19
FIGURES
FIGURE 1: US 1 AADT- HISTORICAL COMPARISON................................. 14
FIGURE 2: US 1 HISTORICAL TRAFFIC GROWTH -AADT........................ 15
FIGURE 3: AVERAGE TRAVEL SPEEDS AND LEVELS OF SERVICE............ 17
APPENDICES
APPENDIX A: DATA COLLECTION METHODOLOGY
APPENDIX B: TRAVEL TIME DELAY DATA
APPENDIX C: 2025 TRAFFIC VOLUME SUMMARY
APPENDIX D: HISTORICAL COUNT DATA
APPENDIX E: 2025 TRAVEL SPEED SUMMARY DATA AND STATISTICS
APPENDIX F: COMPARISONS OF HISTORICAL TRAVEL SPEED DATA
APPENDIX G: 2025 LEVEL OF SERVICE AND RESERVE CAPACITY
APPENDIX H: SUMMARY OF DELAY EVENTS
APPENDIX I: 2025 DATA COLLECTION SCHEDULE
2025- U.S.1 Arterial Travel Time and Delay Study Monroe County
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1. EXECUTIVE SUMMARY
This report summarizes the findings of the 2025 Arterial Travel Time and Delay Study
(ATTDS) conducted along US 1 in Monroe County. 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 to account for the latest changes in the Highway Capacity Manual (HCM).
Monroe County and the Florida Department of Transportation (FDOT) have adopted a
Level of Service standard (LOS C) for US 1 based on travel speed. Under the adopted
growth management process, if the overall LOS for US 1 falls below LOS C, then no
additional land development will be allowed in the Florida Keys unless mitigation
measures are proposed to address the LOS deficiencies.
The 2025 study results are presented in Table 1 on the next page. It should be noted that
the 2023 study was not adopted or used for development review. As such, the results of
the 2021 ATTDS were included for comparison purposes.
2025- US 1 Arterial Travel Time and Delay Study Monroe County
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TABLE 1
AVERAGETRAVEL P LEVEL VC Y SEGEMENT
Name of Beginning Ending LOS LOS LOS Median Median Median
Segment Segment Beginning Control Point Ending Control Point Mile Mile 2021 2023 2025 Speed Speed Speed
Marker Marker 2021 2023 2025
1 Stock Island Cow Key Bridge(N) Key Haven Boulevard 4.0 5.0 A B A 40.0 34.9 38.9
2 Boca Chica Key Haven Boulevard Rockland Drive 5.0 9.0 A A A 59.9 58.1 60.7
3 Big Coppitt Rockland Drive Boca Chica Road 9.0 10.5 B B B 47.5 46.6 45.4
4 Saddlebunch Boca Chica Road Harris Channel Bridge(N) 10.5 16.5 B B C 53.5 52.7 50.5
5 Sugarloaf Harris Channel Bridge(N) Bow Channel Bridge(N) 16.5 20.5 A A A 48.8 47.7 45.8
6 Cudjoe Bow Channel Bridge(N) Spanish Main Drive 20.5 23.0 A A B 47.9 46.5 44.5
7 Summerland Spanish Main Drive East Shore Drive 23.0 25.0 B B B 46.1 44.8 44.3
8 Ramrod East Shore Drive Torch-Ramrod Bridge(S) 25.0 27.5 A A A 46.5 47.0 46.6
9 Torch Torch-Ramrod Bridge(S) N.Pine Channel Bridge(N) 27.5 29.5 A A A 48.8 48.0 48.2
10 Big Pine N.Pine Channel Bridge(N) Long Beach Drive 29.5 33.0 A B B 42.7 40.4 40.4
11 Bahia Honda Long Beach Drive 7-Mile Bridge(S) 33.0 40.0 A A A 54.8 52.5 53.5
12i2I 7-Mile Bridge 7-Mile Bridge(S) 7-Mile Bridge(N) 40.0 47.0 B B C 53.2 54.5 51.8
112) Marathon 7-Mile Bridge(N) Coco Plum Drive 47.0 54.0 A A A 39.6 35.2 37.8
14 Grassy Coco Plum Drive Toms Harbor Ch Bridge(S) 54.0 60.5 C C C 51.4 51.3 51.3
15 Duck Toms Harbor Ch Bridge(S) Long Key Bridge(S) 60.5 63.0 C B C 53.2 53.6 52.1
16 Long Long Key Bridge(S) Channel#2 Bridge(N) 63.0 73.0 C C C 1 49.9 50.9 49.8
17 Lower Channel#2 Bridge(N) Lignumvitae Bridge(S) 73.0 77.5 C B D 48.2 45.3 46.4
Matecumbe
18i1I Tea Table Lignumvitae Bridge(S) Tea Table Relief Bridge(N) 77.5 79.5 A B B 46.6 44.8 43.8
19111 Upper Tea Table Relief Bridge(N) Whale Harbor Bridge(S) 79.5 84.0 E E D 35.3 361 37.8
Matecumbe
200i Windley Whale Harbor Bridge(S) Snake Creek Bridge(N) 84.0 86.0 D E D 39.3 34.4 38.1
210I Plantation Snake Creek Bridge(N) Ocean Boulevard 86.0 91.5 C D C 34.7 33.3 35.8
22i2I Tavernier Ocean Boulevard Atlantic Boulevard 91.5 99.5 A A A 49.4 45.6 47.3
212) Key Largo Atlantic Boulevard C-905 99.5 106.0 A A A 45.0 44.1 44.8
24 Cross C-905 County Line Sign 106.0 112.6 C C B 49.1 48.4 45.6
Overall 4.0 112.6 C D C 45.5 44.2 45.6
Segments with NO Reserve Capacity
(1)-Village of Islamorada
(2)-Segments with Speed Limit Changes
Changes in speed limits were observed for some segments during the 2025 travel runs (as
compared to the 2021 travel runs). The segments with speed limit changes are shown in Table
1 with a footnote: Segment#12 (7-Mile Bridge- MM 40.0 to 47.0), Segment#13 (Marathon-MM
47.0 to 54.0), Segment #22 (Tavernier - MM 91.5 to 99.5) and Segment #23 (Key Largo - MM
99.5 to 106.0).
The overall travel speed on US 1 based on the 2025 ATTDS is 45.6 mph. The following is a brief
summary of notable changes in travel speeds and LOS as compared to the 2021 and 2023
studies.
Comparison between 2025 and 2021 ATTDS Results:
• As compared to the 2021 study, the median speeds in 4 of the 24 segments
increased, ranging from 0.1 mph to 2.5 mph.
• As compared to the 2021 study, the median speeds in 20 of the 24 segments
decreased, ranging from 0.1 mph to 3.5 mph.
• As compared to the 2021 study, the largest decrease in speed (-3.5 mph) was
recorded in Segment #24 (Cross - MM 106.0 to 112.5); the LOS for this segment
changed from `C' to `B'.
2025- US 1 Arterial Travel Time and Delay Study Monroe County
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• As compared to the 2021 study,the largest increase in speed (2.5 mph)was recorded
in Segment#19 (Upper Matecumbe — MM 79.5 to 84.0); the LOS changed from `E' to
`13%
• As compared to the 2021 study, significant changes in LOS were recorded in
Segment #17 (L Matecumbe — MM 73.0 to 77.5), where the LOS changed from `C' to
`D' and in Segment #19 (Upper Matecumbe — MM 79.5 to 84.0), where the LOS
changed from `E' to `D'.
Comparison between 2025 and 2023 ATTDS Results:
• As compared to the 2023 study, the median speeds in 11 of the 24 segments
increased, ranging from 0.2 mph to 4.0 mph.
• As compared to the 2023 study, the median speeds in 11 of the 24 segments
decreased, ranging from 0.4 mph to 2.8 mph.
• As compared to the 2023 study, the median speeds in 2 of the 24 segments remained
same.
• As compared to the 2023 study, the largest decrease in speed (-2.8 mph) was
recorded in Segment #24 (Cross — MM 106.0 to 112.5); the LOS for this segment
changed from `C' to `B'.
• As compared to the 2023 study,the largest increase in speed (4.0 mph)was recorded
in Segment#1 (Stock Island — MM 4.0 to 5.0); the LOS changed from `B' to `A'.
• As compared to the 2023 study, changes in LOS were observed in Segment#17 and
Segments #19, #20 and #21. The LOS changed from `E' to `D' in Segments #19 and
#20, from `D' to `C' in Segment#21, and from `B' to `D' in Segment#17.
Segments with reserve speeds of less than or equal to 3 mph (areas of concern) should
be given particular attention when reviewing/approving development applications. The
segments within the `area of concern' are Segment#4 (Saddlebunch — MM 10.5 to 16.5),
Segment #12 (7-Mile Bridge — MM 40.0 to 47.0), Segment #15 (Duck — MM 60.5 to 63.0),
Segment#16 (Long — MM 63 to 73), Segment#17 (L Matecumbe — MM 73.0 to 77.5), and
the 12-mile segment in the upper keys covering Segments #19 (Upper Matecumbe —MM
79.5 to 84.0), #20 (Windley — MM 84.0 to 86.0) and #21 (Plantation — MM 86.0 to 91.5).
Segments #17, #19, and #20 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, 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:
• Implement Active Traffic Management and Transportation System Management
& Operation type improvements, which include real-time monitoring of traffic
flow, implementing real-time signal timing adjustments and other changes as
needed to address traffic congestion.Video cameras at some intersections have
been installed through the Keys COAST project completed by FDOT. Install
additional infrastructure, as needed, to help monitor traffic flow in real-time.
• Add turn lanes at strategic locations to improve roadway capacity and safety.
• Provide or improve transit service or other multi-modal transportation
alternatives. Monroe County has initiated studies/projects to improve transit
service.
• The Florida Department of Transportation (FDOT) has completed a signal
retiming study along US 1 in Monroe County for the off-season period and
2025- US 1 Arterial Travel Time and Delay Study Monroe County
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implemented signal timing changes in October 2024. Similar study for the peak
season and associated signal timing improvements could help enhance traffic
flow.
• Implement access management improvements (consolidate driveways/access
points, modify median openings,etc.)to reduce interruptions to US 1 traffic flow.
• 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 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
speed limits are appropriate and modify, if necessary.
2) The US 1 Transportation Master Plan (TMP) has identified several locations for
roadway and multi-modal improvements. It is recommended that follow-up studies
be conducted at those locations to evaluate the feasibility of implementing
improvements to enhance traffic flow. Monroe County has already initiated some
follow-up studies based on the TMP.
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2. INTRODUCTION
This report summarizes the findings of the 2025 Arterial Travel Time and Delay Study
(ATTDS) conducted along US 1 in Monroe County. The primary objective of this study is to
determine the US 1 Level of Service (LOS) for concurrency management purposes. Similar
ATTDS were conducted along US 1 on an annual basis from 1991 to 2013; and on a biennial
basis since 2013.
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 unique conditions, 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
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) 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 that development may be approved, provided that the development in
combination with all other permitted developments will not decrease travel speed by
more than five percent (5%) below LOS C, as measured by the US 1 Level of Service
Task Force Methodology.While development may be approved within 5% of LOS C, the
proposed development shall be considered to have an impact that needs mitigation.
Development mitigation may be in the form of specific improvements or a 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's 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 of those measures. 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.
2025- US 1 Arterial Travel Time and Delay Study Monroe County
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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 implemented the land development code
which maintained the overall and segment-based LOS requirements for transportation
concurrency.
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AEC OM 5385
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 1 Key Largo,Cross Key
NOTE:(N)and(S)refer to the north and south ends of the bridges,respectively
2025- US 1 Arterial Travel Time and Delay Study Monroe County
AECOM Page 7 5386
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 travel 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.
Monroe County and the FDOT have adopted a LOS standard for US 1 based on travel
speeds. Regardless of the posted speed limits, 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 by motorists 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 speed
limit with the median travel speed. The difference between the segment travel speed
and the LOS C Standard is referred to as reserve speed. The reserve speed is used to
estimate reserve capacity (i.e. additional traffic volume that can be accommodated). 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.
2025- US 1 Arterial Travel Time and Delay Study Monroe County
/r-1'OM Page 8
AEC OM 5387
4. DATA COLLECTION
The field data collection took place between March 23, 2025 and April 5, 2025. This
year's data collection was delayed by one week due to road closures from brush fires
that occurred in March 2025. 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 30, 2025 to April 14, 2025 (see Appendix C for
traffic data).
The travel time 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 26, 2025 and March 28, 2025 in the four
southern 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 2025 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.
2025- US 1 Arterial Travel Time and Delay Study Monroe County
AECOM Page 9
AEC OM 5388
5. FIELD OBSERVATIONS
Traffic jgna s
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 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.
A comparison between 2025 and 2021 signal delays in Stock Island (Segment 1) and
Marathon (Segment 13) is summarized below:
The three closely-spaced traffic signals in Stock Island (Segment 1) were observed to
experience slightly less delay events(10 in 2025 vs. 13 in 2021)but increased total delay
(9 minutes and 16 seconds in 2025 vs. 7 minutes and 3 seconds in 2021) as compared
to 2021.
The six traffic signals in Marathon (Segment 13) were observed to experience slightly
less delay events and slightly more total delay as compared to the year 2021. The
number of delay events decreased to 33 in 2025 vs. 37 in 2021. The total delay time
2025- US 1 Arterial Travel Time and Delay Study Monroe County
AECOM Page 10 5389
caused by these signals was 17 minutes and 24 seconds in 2025 as compared to 15
minutes and 21 seconds in 2021.
A comparison between 2025 and 2021 signal delays in Stock Island (Segment 1) and
Marathon (Segment 13) is summarized below:
The three closely-spaced traffic signals in Stock Island (Segment 1) were observed to
experience slightly less delay events (10 in 2025 vs. 11 in 2023) and decreased total
delay (9 minutes and 16 seconds in 2025 vs. 13 minutes and 20 seconds in 2023) as
compared to 2023.
The six traffic signals in Marathon (Segment 13)were observed to experience less delay
events and significantly less total delay as compared to the year 2023. The number of
delay events decreased to 33 in 2025 vs. 45 in 2023. The total delay time caused by
these signals was 17 minutes and 24 seconds in 2025 as compared to 39 minutes and
18 seconds in 2023.
A signal retiming study for the off-season period (Mid-April to December) was
performed by FDOT in 2024 and new signal timings were implemented. It is possible
that the new signal timings may have helped in reducing the overall signal delay.
Traffic Counts
Mechanical traffic counters and hoses were installed (in March and April 2025) at the
following locations on US 1 to collect traffic data.
• Big Pine Key, on the south side of the North Pine Channel Bridge (MM 29),
• Marathon, in front of McDonalds (MM 50), and
• Upper Matecumbe, on the south side of the Whale Harbor Bridge (MM 84)
As compared to the volumes collected in 2023 and 2021, the 2025 traffic volumes were
found to be lower 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 traffic data collected as part
of this study.
2025- US 1 Arterial Travel Time and Delay Study Monroe County
AECOM Page 11 5390
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 collected between
March 30 and April 14, 2025 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 AADTs. Traffic data summaries are included
in Appendix C.
Location 5-Day ADT 7-Day ADT AADT
Big Pine Key (MM 29) 18,152 17,319 15,463
Marathon (MM 50) 22,215 21,441 19,134
Upper Matecumbe (MM 84) 19,995 20,418 18,229
A detailed historical comparison of the US 1 traffic counts for the period from 1993 to
2025 is presented in Appendix D. A comparison of the most recent data (2011 to 2025)
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 28
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.
Overall Travel peeds
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
2025- US 1 Arterial Travel Time and Delay Study Monroe County
AECOM Page 12 5391
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The overall median speed during the 2025 ATTDS was 45.6 mph, which is 1.4 mph more
than the 2023 median speed of 44.2 mph and 0.1 mph higher than the 2021 median speed
of 45.5 mph. The 2025 median speed corresponds to LOS C. The highest overall speed
recorded during the 14-day ATTDS was 48.8 mph (0.8 mph less than the 2021 highest
overall speed of 49.6 mph and 1.2 mph more than the 2023 highest overall speed of 47.6
mph), which occurred on Sunday, March 23, 2025 in the southbound direction. The
lowest overall speed recorded was 41.8 mph (6.3 mph higher than the 2021 lowest
overall speed of 35.5 mph and 5.2 mph higher than the 2023 lowest overall speed of 36.6
mph), which occurred on Friday, March 28, 2025 in the southbound direction. The 2025
travel speed data is summarized in Appendix E. See Appendix F for comparisons of
speed data from the 2025 study to previous years data.
Segment peeds
Segment speeds are the speeds recorded within individual segments of US 1. Segment
speeds reflect the conditions experienced by motorists 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 >_ 13mph
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 2025) for
each segment are presented in Figure 3. The median segment speed ranged from 60.7
mph in the Boca Chica segment to 35.8 mph in the Plantation segment. A summary of
LOS changes, as compared to the 2021 ATTDS, are shown in the following pages.
2025- US 1 Arterial Travel Time and Delay Study Monroe County
�Ocom Page 16
5395
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There are LOS changes in 8 segments in 2025 study as compared to the 2021 study -
the LOS for six segments have degraded,and the LOS for two segments have improved.
• Saddlebunch (4) changed from LOS `B' to LOS `C'
• Cudjoe (6) changed from LOS `A' to LOS `B'
• Big Pine (10) changed from LOS `A' to LOS `B'
• 7-Mile Bridge (12) changed from LOS `B' to LOS `C'
• Lower Matecumbe segment (17) changed from LOS `C' to LOS `D'
• Tea Table (18) changed from LOS `A' to LOS `B'
• Upper Matecumbe (19) changed from LOS `E' to LOS `D'
• Cross segment (24) changed from LOS `C' to LOS `B'
As compared to the 2021 study, the median segment speeds decreased in 20 of the 24
segments, ranging between 0.1 mph and 3.5 mph,and increased in 4 segments, ranging
from 0.1 mph to 2.5 mph.
The largest increase in speed (+2.5 mph) was recorded in Segment #19 (Upper
Matecumbe- MM 79.5 to 84.0). The largest reduction in speed (-3.5 mph) was recorded
in segment#24 (Cross - MM 106.0 to 112.5).
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 for the rest of the segments. The
significant LOS changes were recorded in Segment #17 (L Matecumbe - MM 73.0 to
77.5), where the LOS changed from `C' to `D' and in Segment#19 (Upper Matecumbe -
MM 79.5 to MM 84.0), where the LOS changed from `E' to V.
As compared to the 2023 study, the median segment speeds decreased in 11 of the 24
segments, ranging between 0.4 mph and 2.8 mph, and increased in 11 segments,
ranging from 0.2 mph to 4.0 mph.
The largest increase in speed (+4.0 mph) was recorded in Segment #1 (Stock Island -
MM 4.0 to 5.0) and the largest reduction in speed (-2.8 mph) was recorded in Segment
#24 (Cross - MM 106.0 to 112.5).
As compared to the 2023 study, the LOS degraded in five of the 24 segments and
improved in five segments. The LOS did not change for the rest of the segments.
Significant LOS changes were observed in Segment #17 and Segments #19, #20 and
#21. The LOS changed from `E' to `D' in Segments #19 and #20, from `D' to `C' in
Segment#21, and from `B' to `D' in Segment#17.
Tables summarizing the 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 26, 2025 and March 28, 2025 in the four southern
segments to measure 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
Segments 1 and 3 are lower during peak hours, as compared to the travel speeds
measured during travel time runs conducted using the staggered schedule. The peak
hour LOS for these four segments are: LOS D for segment 1, LOS A for segment 2, LOS
F for segment 3 and LOS D for segment 4. A summary of measured travel speeds by
day, segment and three-day average from the supplemental travel runs is included in
Appendix E. It should also be noted that the results of the supplemental runs are
2025- US 1 Arterial Travel Time and Delay Study Monroe County
�Ocom Page 18
5397
included in the 2025 ATTDS Report for informational purposes only and are not used in
the overall 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.
ea
A delay event occurs 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 265 separate delay events. One hundred
three (103)of these delay events, resulting in 9 hours 10 minutes and 26 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 23 minutes and 48 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 2025 (2021) 2025 (2021) 2025 (2021) 2025 (2021) 2025 (2021)
Traffic Signals 115 124 01:10:29 01:00:08 00:00:00 00:00:00 00:00:37 00:00:29 00:02:31 00:02:09
Drawbridges 1 2 00:03:35 00:12:00 00:03:35 00:12:00 00:03:35 00:06:00 00:00:08 00:00:26
Congestion 33 87 00:40:34 02:16:39 00:00:00 00:00:00 00:01:14 00:01:34 00:01:27 00:04:53
Left Turns 9 5 00:02:54 00:01:20 00:00:00 00:00:00 00:00:19 00:00:16 00:00:06 00:00:03
Right Turns 5 1 00:01:48 00:00:13 00:00:00 00:00:00 00:00:22 00:00:13 00:00:04 00:00:00
School Bus 5 9 00:01:00 00:03:14 00:01:00 00:03:14 00:00:12 00:00:22 00:00:02 00:00:07
Construction 85 10 08:34:59 02:14:56 08:34:59 02:14:56 00:06:04 00:13:30 00:18:24 00:04:49
Accidents 0 15 00:00:00 00:33:29 00:00:00 00:33:29 00:00:00 00:02:14 00:00:00 00:01:12
School Zones 5 1 00:05:02 00:00:42 00:05:02 00:00:42 00:01:00 00:00:42 00:00:11 00:00:01
Special Event 7 1 00:25:50 00:00:17 00:25:50 00:00:17 00:03:41 00:00:17 00:00:55 00:00:01
Total 265 255 11:06:11 06:22:59 09:10:26 03:04:38 00:02:31 00:01:30 00:23:48 00:13:41
Construction D2Laj
Construction related delay represents the largest delay observed during the 2025 study.
Construction delays accounted for 8 hours 34 minutes and 59 seconds during the 2025
study, as compared to 2 hours 14 minutes and 56 seconds during the 2021 study. For
example, water main repairs near the Plantation Key Weigh Station affected travel time
runs. US 1 southbound motorists had to use a portion of the southbound travel lane
and a portion of the southbound bike lane, while the northbound lane shifted towards
the median; shoulders in northbound/southbound directions were also closed; flaggers
were present at Venetian Boulevard to facilitate construction vehicles' movements in
and out of the construction site. In another example, the US 1 northbound outside lane
2025- US 1 Arterial Travel Time and Delay Study Monroe County
�Ocom Page 19
5398
was closed due to construction approximately from Ocean Drive to north of Bessie
Road signal. After that, the northbound right shoulder was closed until north of
Tavernier Creek bridge. Additionally, construction delays were caused due to regular
road work on the shoulder(s) that affected several travel time runs; cones were placed
on the shoulder(s) over a long distance in Tavernier(approximately from MM 94 to MM
95), Key Largo (approximately from MM 97 to MM 100) and Cross Key (approximately
from MM 108.5 to MM 112.5)segments. The construction delays were excluded from the
overall and segment travel times.
Signal Delays
The second largest recurring delay was caused by traffic signals. During the 2025 study,
115 observable signal delay events were noted in the vicinity of the signalized
intersections as compared to 124 delay events in 2021 and 164 delay events in 2023.
Traffic signals resulted in a total delay of 1 hour, 10 minutes and 29 seconds in 2025, as
compared to 1 hour and 8 seconds in 2021, and 2 hours, 18 minutes and 12 seconds in
2023. Some notable observations based on signal delay are provided below:
• The mean delay per event for signals in Segments # 1, 10, 22 and 23 was higher than
35 seconds.
• The average signal delay per trip in Segment# 1 was 20 seconds; the average signal
delay per trip in Segment# 13 was 37 seconds.
• The signal at Atlantic Boulevard (Segment#22/23)caused the most delay,total of 18
minutes and 42 seconds(from 23 delay events),which accounted for 27% of the total
signal delay.
• The signal at Sombrero Beach Road (Segment # 13) caused the second highest
delay, 8 minutes and 4 seconds, which accounted for 11.5% of the total signal delay.
• The signal at Key Deer Boulevard in the Big Pine segment(Segment#10)caused the
third highest delay (from 11 delay events), which accounted for 10% of the total
signal delay.
• The Marathon segment (Segment # 13) experienced the highest number of signal
delay events (33).
A signal retiming study for the off-season period (Mid-April to December) was
performed by FDOT in 2024 and new signal timings were implemented. It is possible
that the new signal timings may have helped in reducing the overall signal delay in 2025
as compared to 2023.
Accident Delay
No accident-related delay events were observed during the 2025 study, as compared to
15 accident delay events during the 2021 study.
Turning \/e ides slay
There were 9 left-turn delay events during the 2025 study. Left-turn delays accounted
for 2 minutes and 54 seconds, with a mean delay of 19 seconds per event.
There were 5 right-turn delay events during the 2025 study. Right-turn delays accounted
for 1 minute and 48 seconds, with a mean delay of 22 seconds per event.
Draw ridge slay
The bridge across the Snake Creek was the only drawbridge observed along the entire
length of the study segment. There was one drawbridge event during 2025 study, as
compared to two events in the 2021 travel time study. Drawbridge delay accounted for
2025- US 1 Arterial Travel Time and Delay Study Monroe County
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3 minutes and 35 seconds. The drawbridge delay was excluded from the overall and
segment travel times.
Congestion slay
Congestion-related delay represents the third largest recurring delay observed during
the 2025 study. There were 33 congestion related delay events, resulting in 40 minutes
and 34 seconds of delay. It is possible that some of these delays were 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.
Reserve Capacities
The difference between the median speed and the LOS C Standard speed (45 mph)gives
the reserve speed, which can be used to estimate the reserve capacity. The overall
median speed of 45.6 mph as compared to the LOS C equivalent speed of 45 mph results
in a positive overall reserve speed of 0.6 mph. This reserve speed is used to calculate
the 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 96,991 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
standard 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 #17 (Lower Matecumbe), Segment #19 (Upper Matecumbe) and
Segment #20 (Windley). These three segments have depleted their reserve capacities.
Out of the three segments, two are in the Village of Islamorada.
A summary table indicating the level of service and reserve capacity for each segment
as well as overall US 1 are contained in Appendix G.
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7. SUMMARY
The following is a summary of the 2025 Travel Time and Delay Study results as compared to
the 2021 Travel Time and Delay Study:
a) The overall travel speed on US 1 based on the 2025 study is 45.6 mph, which is slightly
higher than the overall travel speed observed in 2021.
b) As compared to the 2021 speed data, the median travel speeds in 20 out of the 24
segments have decreased and increased in 4 segments, as shown below:
- Big Co itt -2.1 mph) -Cross (-3.5 mph)
-Saddlebunch -3.0 mph) -7-Mile Bridge (-1.4 mph)
-Sugarloaf -3.0 mph) -Duck -1.1 mph)
-Cud'oe -3.4 mph) -Long -0.1 mph)
-Summerland -1.8 mph) -Tea Table (-2.8 mph)
-Torch -0.6 mph) -Stock Island (-1.1 mph)
- Big Pine -2.3 mph) - Bahia Honda (-1.3 mph)
- Marathon -1.8 mph) -Grassy (-0.1 mph)
- L Matecumbe -1.8 mph) -Windley (-1.2 mph)
-Tavernier -2.1 mph) - Key Largo (-0.2 mph)
Median travel speeds in 4 segments have increased:
-Ramrod +0.1 mph) - U Matecumbe +2.5 mph)
-Boca Chica (+0.8 mph) - Plantation (+1.1 mph)
d) As compared to the 2021 study, there are LOS changes in eight of the 24 segments. The
LOS for six segments have degraded, and the LOS for two segments have improved.
e) A total of three segments (# 17, 19, and 20) are expected to operate at an unacceptable
level of service (LOS D). Segment #17 (L Matecumbe - MM 73.0 - 77.5) LOS changed
from LOS `C' to `D', Segment#19 (U Matecumbe - MM 79.5 to 84.0) LOS changed from
LOS `E' to `D'. LOS for Segment #20 remains unchanged at LOS D. These three
segments (#17, #19 and #20) have no reserve capacity. Therefore, development
applications in these segments should be reviewed closely for potential mitigation
measures to avoid further degradation of LOS and capacity.
f) Segments with reserve speeds of less than or equal to 3 mph should be given particular
attention when reviewing/approving development applications. Based on the 2025
study, there are eight segments in this category (compared to seven segments in the
2021 study).
-Saddlebunch (10.5- 16.5) - Duck (60.5-63.0)
-7-Mile Bridge (40.0-47.0) - Long (63.0-73.0)
-Windley (84.0-86.0) - L Matecumbe (73.0-77.5)
- U Matecumbe 79.5-84.0 - Plantation (86.0-91.5)
g) There was one drawbridge delay event during the 2025 study, as compared to two
drawbridge delay events in the 2021 study. Drawbridge delay accounted for 3 minutes
and 35 seconds.
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h) There were 85 construction delay events in 2025 (accounted for 8 hours 34 minutes and
59 seconds), as compared to 10 construction delay events (accounted for 2 hours 14
minutes and 56 seconds) in 2021.
i) There were 115 signal related delay events in 2025, resulting in 1 hour 10 minutes and
29 seconds of delay, as compared to 1 hour and 8 seconds (in 124 signal related events)
in 2021.
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, 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:
• Implement Active Traffic Management and Transportation System Management
& Operation type improvements, which include real-time monitoring of traffic
flow, implementing real-time signal timing adjustments and other changes as
needed to address traffic congestion.Video cameras at some intersections have
been installed through the Keys COAST project completed by FDOT. Install
additional infrastructure, as needed, to help monitor traffic flow in real-time.
• Add turn lanes at strategic locations to improve roadway capacity and safety.
• Provide or improve transit service or other multi-modal transportation
alternatives. Monroe County has initiated studies/projects to improve transit
service.
• The Florida Department of Transportation (FDOT) has completed a signal
retiming study along US 1 in Monroe County for the off-season period and
implemented signal timing changes in October 2024. Similar study for the peak
season and associated signal timing improvements could help enhance traffic
flow.
• Implement access management improvements (consolidate driveways/access
points, modify median openings,etc.)to reduce interruptions to US 1 traffic flow.
• 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 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
speed limits are appropriate and modify, if necessary.
2) The US 1 Transportation Master Plan (TMP) has identified several locations for
roadway and multi-modal improvements. It is recommended that follow-up studies
be conducted at those locations to evaluate the feasibility of implementing
improvements to enhance traffic flow. Monroe County has already initiated some
follow-up studies based on the TMP.
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APPENDIX A
Data Collection Methodology
JAECOM
5403
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
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I WHEREAS, U.S. 1 L.O.S. Task Force agreed to the following recommended items
2 through a roll call for vote for the update to the L.O.S. methodology at the January 21, 2021,
3 meeting:
4 1. Signal Delay: Increase to 35 seconds (to be consistent with the current Highway
5 Capacity Manual);
6
7 2. Signal Delay: Continue to apply to only uninterrupted segments (not overall U.S.-1
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.
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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
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R.E.De Arazoza
D.S.MaCleod
A METHODOLOGY TO ASSESS LEVEL-OF-SERVICE
ON US-1 IN THE FLORIDA KEYS
By
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
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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.
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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
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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
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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
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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.
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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 2025 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 2025 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.
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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
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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
5415
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
5416
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
5417
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
5418
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.
Page 2 of 2
5419
APPENDIX B
Travel Time Delay Data
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2025 Traffic Volume Summary
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m M 1 0 cfJ 0 cfJ 0 �o �o 0 0 oo
z ol (mo 9
C,
0)
c6
LL
'.0 co C, 0) 1.0 1.0
C, M
m M M CO C, 0) "1
M hi CO 0) co '.0 co CO '.0
ai
0
co Q
co c
0
L
M 0 m L co Ni
0 co ai 6 r-� C6
0
M M
w 0) C6
() LT
-F15
z -F15 10 'm
0
w 0 o < < < < < < < Q Q 0 m m m m m m m m m (D< <
0 z
,I- � CO � co m m m U) <
C14 CL Lli m m
CL
LO
0
LO
LO
a > >
0
❑ O Z
w
N
M
N
N
N
N
�u
N
® O
o �lluwu
� r
� N
Wo
N
00
09
Z CO
O
o
wm =
p U
o
Z 2
a O
w
a
r
4r, r
"
a
,cj m
N
O O O O O O O O O
N
s3wmOA AimnOH
TO KEY WEST TO MARATHON
21,353
18,189
15,579 15,316
13,504
12,370
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
2025 EXHIBIT C-1
A.==WM TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES
° MONROE COUNTY, FLORIDA US 1 -TUESDAY
5506
TO KEY WEST TO MARATHON
21,425
18,040
15,887 16,080
13,592
12,670
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
ix_ z O D
O
x
z y y
O
z
2025 EXHIBIT
���AECOM V
"'iii��� ` ; TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES
MONROE COUNTY, FLORIDA US 1 -WEDNESDAY
5507
TO KEY WEST TO MARATHON
22,286
21,592
17,953
16,832
14,937
12,998
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
2025 EXHIBIT C-3
TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES
MONROE COUNTY, FLORIDA US 1 -THURSDAY
5508
TO KEY WEST TO MARATHON
24,134
22,597
19,689
17,067
16,240
13,723
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
~ z O D
O
x
z y y
O
z
A:-
��COM V 2025 EXHIBIT
1j'7 ` %; TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES
MONROE COUNTY, FLORIDA US 1 -FRIDAY
5509
TO KEY WEST TO MARATHON
19,802 20,173
16,126
14,887
14,119
11,580
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 0 0 2 O
O y J
LL
a 0 F Y O O
z
LL
~ z O D
O
x
z y y
O
z
2025 EXHIBIT C-5
mm%DM TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES
° MONROE COUNTY, FLORIDA US 1 -SATURDAY
5510
TO KEY WEST TO MARATHON
18,734
18,020
15,964
14,350 14,644
12,743
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
ECOM V 2025 EXHIBIT
�,, TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES
MONROE COUNTY, FLORIDA US 1 -SUNDAY
5511
TO KEY WEST TO MARATHON
21,331
20,617
16,888
16,060
15,471
13,088
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
2025 EXHIBIT C-7
•� TRAVEL TIME DELAY STUDY TWO-WAY DAILY VOLUMES
° MONROE COUNTY, FLORIDA US 1 -MONDAY
5512
APPENDIX D
Historical Count Data
JAECOM
5513
d�
LO
LO
(0 _
UM M M O �- O O O M U O N O O O O M r M V N N N Y Y Y OM c� N
N
O O
M C ..VNN- NN � O C NNV ,ONE ..CNN C A N VM O N
O U N N N M M M N N N U N N r M M N N N N U N r L N N O m N N
N N N
ele,M � o� r °m_
o f0 M M M D7 o f0 N N O D7 r 0 o f0 (6
U M M M B O O e r r N U N N
N -6
O O
Co N
N �
C M M M M M r V C W N W r a1 C in O M V in M N M (o N
L N M ,- N LO M N N N o (p W N W ro r ro CO N CO o f0 r rn r O V V N V N
U N r r N O r N V O O O O O r W r M
N
O O N
O
o f0 O � � N N N V M M o f0 r N p� r V N O N O o f0
N N N (o L? N
N U
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N
C
m m
o m 'o
I� M M C
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V O V O �-
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cu
L o f0 N V W o f0 W M M M W W r o f0 C
r U y c r c. y o v O o U v o rn o N N o m . O r
Q o U
V o _ � V o
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M 3 0 M
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o o 0 0 0 0 0 \ o 0 0
00 o� v � rn m m
O �
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N N O O mm mN M O N N N M O N N r
r C p� r D7 N O M M N D7 � C M � V V M � � C O N E V M � M 0 3
a1 N M V N O 'T V o N N N r N D7 V V o c r r O r N N M N
N N V V O LO LO M O O N V r r N N N M
U N M o M r M o O O N M o M O O M
N N V N O O>
o (p N N N O N V M D7 D7 o f0 N N N M V V O o f0
N N M v Lo 7 r N N e r r
O V M M r N N O O N co Lo M r m M m M m D7 O O
e o e \ \ ' \ N
N M r N M O M M M C M
N N M M N M p� M �' C M M V W W O M
o L M N C O � mM V o f0 � N M N N V �' o f0 O M V -O
U M OM N M O� D7 N V O U Lo Lo O O r N O N O r U Y NL? N
M A N N r N O M
C M N N r r N N N r C O N V O N O N D7 N C O� V N M O D7 N V
a1 � LON N r N MO N V � -
� O r N N M V N V V O O V M D7 r N 0 r r N O
N c N N O
UM V O co D7 N U O N M M CO U N
O O
V M m r m r M N N N V V M V V N N
� C O V V N V O N N D7 C O M D7 O N r D7 N N C
o
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M r ',
U N N M ll
M N N N O U M M M O O O O U co O N M N r O
O O
N N � r V M D7 V V N M N D7 V V M D7 r N �
U N N N M M M N N N U N N N M M M N N N i
(O (0 (O (0 (O (0 (O (0 (O (0 (O (0 N N N N N N N
> > H > > H > > H > > H > > H > >
> > >
Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑ Q Q ❑
r r r r r r r r r Z
APPENDIX E
2025 Travel Speed Summary
Data and Statistics
L=COM
5515
cfl
LO
LO
cqcq
00
a 00 M
p00 1 in in m m 1 in 1 1 1 m v v v I m m I m in m I I I in in 1 in in f00 a
ss
0
J O N r
v ai 00
v v v v v v v v v v v M in v v v v v v M rvv M y v v s M LO N
Os
Pj O M f0
a!y v v v v v M v v v v v v v in v v in v v v v v v v v v v v N M
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11.0� v in v in v v v v v v v in v v v in v in v v v v v v in v in v N V
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Cl) 0
7, M M rvv M M M y M M v M M y M M ry M ry ry ry M ry M v M M M � N
a/p
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00 V
�w�ua rvv M y M M M y vry v M v ry v v ry M rvv rvv rvv ry M v M V N
7 O O N
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m M 00
v v v v v v v v v v v v v v v v rvv v v v v v M in v co
1U N
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v v v v in v v in v v v v v v v v v v v v v v in v v v in in N V
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of O 10 O
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APPENDIX F ps,
Comparisons of Historical
Travel speed Data
JAECOM
5520
T—
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APPENDIX
2025 Level of Service ............
and Reserve Capacity
JAECOM
5526
r—
N
LO
LO
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M W
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Summary of Delay Events
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SUMMARY OF DELAY EVENTS
2025 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 10 0009:16 000056 000020
5 Harris Channel Bridge(N)-MM 16.5 Bow Channel Bridge(N)-MM 20.5 3.9 2 000047 000023 000002
10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.4 12 0008:17 000041 0000:18
13 7-Mile Bridge(N)-MM 47.0 Coco Plum Drive-MM 54.0 7.3 33 00:1724 000032 000037
14 Cocoa Plum Dr-MM 54.0 Toms Harbor Ch Br(S)-MM 60.5 6.4 1 000006 000006 000000
21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 8 000401 000030 000009
22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 23 00:1441 000038 000031
23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 26 00:1557 000037 00:00:34
Subtotal 115 01:10:29 000037 000231
Congestion
1 Cow Key Bridge(N)-MM 4.0 Key Haven Blvd-MM 5.0 1.1 3 00:1734 000551 000038
2 Key Haven Boulevard-MM 5.0 Rockland Drive-MM 9.0 4.0 1 000105 000105 000002
7 Spanish Main Drive-MM 23.0 East Shore Drive-MM 25.0 2.0 1 0000:18 0000:18 000001
8 East Shore Drive-MM 25.0 Torch Ramrod Bridge(S)-MM 27.5 2.3 1 000020 000020 000001
12 7-Mile Bridge(S)-MM 40.0 7-Mile Bridge(N)-MM 47.0 6.8 1 000022 000022 000001
13 7-Mile Bridge(N)-MM 47.0 Coco Plum Drive-MM 54.0 7.0 4 0002:13 000033 000005
17 Channel#2 Br(N)-MM 73.0 Lignum V Br(S)-MM 77.5 4.5 1 000007 000007 000000
19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 11 000953 000054 000021
20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 1.9 5 000528 000106 0000:12
22 Ocean Blvd-MM 91.5 Atlantic Blvd-MM 99.5 8.0 1 000020 000020 000001
24 C-905-MM 106.0 County Line Sign-MM 112.5 6.2 4 000254 000043 00:00:06
Subtotal 33 00:40:34 0001:14 0001:27
Left Turn/Right Turn
4 Boca Chica Road-MM 10.5 Harris Channel Bridge(N)-MM 16.5 5.8 3 0002:10 000043 000005
7 Spanish Main Drive-MM 23.0 East Shore Drive-MM 25.0 2.0 1 000009 000009 000000
10 N Pine Channel Br(N)-MM 29.5 Long Beach Dr-MM 33.0 3.4 1 000043 000043 000002
11 Long Beach Dr-MM 33.0 7-Mile Bridge(S)-MM 40.0 7.0 1 000007 000007 000000
13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.3 5 000038 000008 000001
17 Channel#2 Br(N)-MM 73.0 Lignum V Br(S)-MM 77.5 4.5 2 000043 000022 000002
19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 1 0000:12 0000:12 00:00:00
Subtotal 14 00:04:42 000020 0000:10
Drawbridge Signal
21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 1 000335 000335 000008
Subtotal 1 000335 000335 000008
Construction I Accident I School Bus I
School Zone I Special Events
2 Key Haven Boulevard-MM 5.0 Rockland Drive-MM 9.0 4.0 1 000534 000534 0000:12
5 Harris Channel Bridge(N)-MM 16.5 Bow Channel Bridge(N)-MM 20.5 3.9 2 000108 000034 000002
6 Bow Channel Bridge(N)-MM 20.5 Spanish Main Drive-MM 23.0 2.5 2 000106 000033 000002
8 East Shore Drive-MM 25.0 Torch Ramrod Bridge(S)-MM 27.5 2.3 2 0001:19 000040 000003
13 7-Mile Bridge(N)-MM 47.0 Cocoa Plum Drive-MM 54.0 7.3 7 000233 000022 000005
19 Tea Table Relief Bridge(N)-MM 79.5 Whale Harbor Bridge(S)-MM 84.0 4.1 5 015246 002233 000402
20 Whale Harbor Br(S)-MM 84.0 Snake Creek Br(N)-MM 86.0 1.9 13 010042 000440 0002:10
21 Snake Creek Br(N)-MM 86.0 Ocean Blvd-MM 91.5 5.8 49 054109 000658 00:12:11
23 Atlantic Blvd-MM 99.5 C-905(Flashing Light)-MM 106.0 6.8 1 0000:10 0000:10 000000
24 C-905-MM 106.0 County Line Sign-MM 112.5 6.2 20 002024 000101 00:00:44
Subtotal 102 09:06:51 000522 00:1932
All Sources TOTAL 265 11:06:11 00:02:31 00:23:48
5533
APPENDIX
2025 Data Collection Schedule
1.1
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o: A Kevin Madok, CPA
-
�o ........ � Clerk of the Circuit Court& Comptroller Monroe County, Florida
�z cooN
DATE: February 21, 2025
TO: Emily Schemper, Senior Director
Planning & Environmental Resources
ATTN: Ilze Aguila,
Planning Commission Supervisor
FROM: Liz Yongue, Deputy Clerk
SUBJECT: February 19, 2025 BOCC Meeting
The following item has been executed and added to the record:
S1 6th Work Order to the AECOM Transportation Planning Continuing Services
contract which is funded through a Joint Participation Agreement(JPA) from the Florida
Department of Transportation, to complete the 2025 U.S. 1 Arterial Travel Time and Delay
Study ("ATTDS"), in the amount of$108,090.93. The County's share for this work order is
12.5%, which is $13,511.37.
Should you have any questions please feel free to contact me at(305) 292-3550.
cc: County Attorney
Finance
File
KEY WEST MARATHON PLANTATION KEY
500 Whitehead Street 3117 Overseas Highway 88770 Overseas Highway
Key West, Florida 33040 Marathon, Florida 33050 Plantation Key, Florida 33070
5537
US 1 Arterial Travel Time and Delay Study:2025
SCOPE OF SERVICES FOR WORK ORDER NO. 06
US-1 Arterial Travel Time and Delay Study: 2025
Monroe County, Florida
A. INTRODUCTION
The Monroe County Planning Department requested that a Travel Time and Delay
Study be conducted.
B. SCOPE OF SERVICES
Tasks 1 —4: Travel Time and Delay Studies
Using the floating car method, the Consultant will record travel time, speed, and delay
data for each of the 24 segments along US 1. Data will be recorded by date, day of
week, time of day and direction.
Travel time runs will be conducted during a 14-day period. The field data collection
should be completed by the end of March 2025. The study will consist of 14 round-trip
runs, sampling each day of the week twice. The study schedule will be coordinated
with seven-day, 24-hour traffic counts in Islamorada, Marathon and Big Pine Key.
The study will employ the staggered schedule of departure times previously approved
by the US 1 Level of Service Task Force Team, so as to record peak hour conditions in
as many different locations as possible.
Tasks 5 — 6: Traffic Data Collection
AECOM's subconsultant will record traffic data for seven consecutive days along US 1
in both directions of travel separately at: a) Big Pine Key (at Six locations); b) Marathon
(MM 50); and, c) Upper Matecumbe (MM 84). Data will be recorded by date, day of
week, time of day and direction.
The data will be collected over 7 consecutive days in March of 2025. The standard
FDOT procedure will be followed in collecting the required traffic data.
Task 7— 8: Supplemental Travel Time Runs and Analysis
The US-1 Level of Service Task Force was reconvened to review the US-1 LOS
methodology and identify any potential changes to ensure that the methodology is
consistent with current practices and determine opportunities for improvement. The
LOS Task Force decided that supplemental travel time runs should be conducted for
Segments 1 to 4 based on the schedule provided below. The supplemental runs will
be used to determine travel speeds during AM and PM peak hours. The results of the
supplemental runs will be presented in a table separately for information purposes only
and will not be used in LOS calculations. This information will be reviewed to decide if
Page 1 of 3
5538
US 1 Arterial Travel Time and Delay Study:2025
supplemental runs should be incorporated into future travel time and delay studies and
LOS calculations as directed by the Monroe County BOCC.
Supplemental Travel Time Run Schedule:
1. Three travel time runs in the southbound direction during AM Peak Hours (7 — 8
am) on Wednesday, Thursday, and Friday of the second week.
2. Three travel time runs in the northbound direction during PM Peak Hours (5 — 6
pm) on Wednesday, Thursday, and Friday of the second week.
Task 9: Study Report
The study results will be summarized in a report, including a series of tables and
graphs. The travel time and speed data will be used to determine LOS and reserve
capacity. The traffic volume data will be reviewed and summarized in tables and
graphs.
In addition, a statistical analysis of the mean, median, standard deviation, and range of
speed recorded for each individual segment and for the overall US-1 corridor will be
provided. Excess roadway capacities and deficiencies in capacity will be determined
and reported in accordance with the latest US 1 Level of Service Task Team
Methodology.
Deliverables
The Consultant shall prepare three (3) copies of the draft report for submittal to the
County Planning Department for review. Upon receipt of the review comments from the
County Planning Department, the Consultant will prepare the final report and provide
the County Planning Department with three (3) copies of the final report and the final
report file(s) on a CD in Adobe Acrobat (PDF) format.
C. Project Management
Purpose
The purpose of this task to perform all project management related activities that are
required as part of this study.
Activities
Project Management will include managing and coordinating client and third party
interfaces, attendance at project meetings, documentation of meeting notes, and
QA/QC reviews of project deliverables.
Page 2 of 3
5539
US 9 Arterial Travel Time and Delay Study:2025
Proiect Schedule
Proiect schedule will be developed and submitted to the County Project Manager for
review and approval. The monthly progress reports will include updates to the original
project schedule.
Proaress Reports
Project progress reports will be prepared and submitted to the county on a monthly.
basis;The progress report will discuss work accomplished during the preceding month,
work projected for the following month, and potential .project issues :and associated
impacts to the project schedule or budget:
Deliverables
Monthly Progress Reports and Invoices
D. Compensation for Services
The Consultant shall be paid a lump-sum amount of $108,090.93, invoiced monthly,
as percent complete, consistent with progress reports. The staff-hour estimates and
the.corresponding. costs are based on the Professional Services Agreement between
Monroe County and AECOM executed on April 25, 2023.
E. Schedule
All fieldwork shall. be completed by end of March 2025., The draft- report shall be
submitted to the County Planning Department by.first week of July 2025. The Final
Report shall be submitted within 14 days of receiving review comments from the
County.Planning Department:
Acceptance and approval of this Work Order by both parties by signatories below
constitute authorization for the Consultant to proceed.
ACCEPTED AND APPROVED ACCEPTED AND APPROVED
Monroe County AECOM Technical Services,Inc.
_ R Q /'�( Digitally signed by Boucle,Julio "
. . CO3. DN:c Boucle,Julio,
. I 0 U5Ml'u,
V - .
I Date 2025.02.14 221 37 0S-OF00'
( atu re) (Signature)
James K Scholl, Mayor Julio Boucle, P.E. i Vice President -
(Name &Title) (Name &Title) 7-" m
_ Ig Ins 2/14i2o25
Date) (Date)
5 X
_ t
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5541
A�® CERTIFICATE OF LIABILITY INSURANCE 7OT8
4/2024 /YYYY)
4/2 0 2 4
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PRODUCER CONTACT Marsh U.S.Operations
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INSR TYPE OF INSURANCE ADDL SUBR POLICY EFF POLICY EXP LIMITS
LTR INSD WVD POLICY NUMBER MM/DD MM/DD
A X COMMERCIAL GENERAL LIABILITY HDOG47343045 04/01/2024 04/01/2025 EACH OCCURRENCE $ 1,000,000
CLAIMS-MADE X� OCCUR DAMAGE TO RENTED
PREMISES Ea occurrence $ 1,000,000
MED EXP(Any one person) $ 5,000
PERSONAL&ADV INJURY $ 1,000,000
GEN'L AGGREGATE LIMIT APPLIES PER: GENERALAGGREGATE $ 1,000,000
X POLICY❑ PRO JECT ❑ LOC PRODUCTS-COMP/OP AGG $ 1,000,000
OTHER: $
A AUTOMOBILE LIABILITY ISAH1073888A 04/01/2024 04/01/2025 COEaMBINED ident SINGLE LIMIT $ 1,O1,000,000acc
X ANY AUTO BODILY INJURY(Per person) $
OWNED SCHEDULED BODILY INJURY(Per accident) $
AUTOS ONLY AUTOS
HIRED NON-OWNED PROPERTY DAMAGE $
AUTOS ONLY AUTOS ONLY Per accident
UMBRELLALIAB OCCUR EACH OCCURRENCE $
EXCESS LAB CLAIMS-MADE AGGREGATE $
DED RETENTION$ $
A WORKERS COMPENSATION WLR C50718748(AOS) 04/01/2024 04/01/2025 X PER OTH-
AND EMPLOYERS'LIABILITY STATUTE ER
A Y/N 04/01/2024 04/01/2025
ANYPROPRIETOR/PARTN ER/EXECUTIVE N/A SCFC50718852(WI Retro) E.L.EACH ACCIDENT $ 1,000,000
OFFICE R/M EMBER EXCLUDED?
(Mandatory in NH) E.L.DISEASE-EA EMPLOYEE $ 1,000,000
If yes,describe under 1,000,000DESCRIPTION OF OPERATIONS below E.L.DISEASE-POLICY LIMIT $
C ARCHITECTS&ENG. EON G21654693 005 04/01/2024 04/01/2025 Per Claim/Agg 2,000,000
PROFESSIONAL LIAB. "CLAIMS MADE" Defense Included
DESCRIPTION OF OPERATIONS/LOCATIONS/VEHICLES (ACORD 101,Additional Remarks Schedule,maybe attached if more space is required)
RE: Transportation Planning Professional Services for Monroe County
Monroe County Board of Commissioners,its employees,officials and officers are named as additional insured for GL&AL coverages,but only as respects work performed by or on behalf of the named insured and
where required by written contract. tp T
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2.2125 ,E ..�..�
CiAT „„_ ,_t. -
CERTIFICATE HOLDER CANCELLATION
Monroe County Board of County SHOULD ANY OF THE ABOVE DESCRIBED POLICIES BE CANCELLED BEFORE
Commissioners THE EXPIRATION DATE THEREOF, NOTICE WILL BE DELIVERED IN
Attn:Risk Management Administrator ACCORDANCE WITH THE POLICY PROVISIONS.
1100 Simonton Street
Key West,FL 33040
AUTHORIZED REPRESENTATIVE
xtvaa ,;za 8f�ctdcvcaotCe$e�wwrce¢
@ 1988-2016 ACORD CORPORATION. All rights reserved.
ACORD 25(2016103) The ACORD name and logo are registered marks of ACORD 5542
US 1 Arterial Travel Time and Delay Study:2025
SCOPE OF SERVICES FOR WORK ORDER NO. 06 AMENDMENT
US-1 Arterial Travel Time and Delay Study: 2025
Monroe County, Florida
A. INTRODUCTION
As per Work Order No. 6, AECOM initiated the Travel Time and Delay Study the week
of March 16-22, 2025. During this week, both U.S. 1 and Card Sound Road were
closed on multiple days in one or both directions due to the "344 [brush] Fire." These
closures created extensive traffic delays and significantly disrupted data collection. The
data team was unable to complete a full week of data collection. Therefore, additional
data collection for one week is necessary.
B. SCOPE OF SERVICES
Travel Time and Delay Studies
Additional travel time runs will be conducted during a 7-day period. The field data
collection should be completed by third week of April 2025. The additional runs will
consist of 7 round-trip runs, sampling each day of the week.
The study will employ the staggered schedule of departure times previously approved
by the US 1 Level of Service Task Force Team, so as to record peak hour conditions in
as many different locations as possible.
Using the floating car method, the Consultant will record travel time, speed, and delay
data for each of the 24 segments along US 1. Data will be recorded by date, day of
week, time of day and direction.
Study Report
The study results will be summarized in a report, including a series of tables and
graphs. The travel time and speed data will be used to determine LOS and reserve
capacity.
In addition, a statistical analysis of the mean, median, standard deviation, and range of
speed recorded for each individual segment and for the overall US-1 corridor will be
provided. Excess roadway capacities and deficiencies in capacity will be determined
and reported in accordance with the latest US 1 Level of Service Task Team
Methodology.
Deliverables
The Consultant shall prepare three (3) copies of the draft report for submittal to the
County Planning Department for review. Upon receipt of the review comments from the
County Planning Department, the Consultant will prepare the final report and provide
the County Planning Department with three (3) copies of the final report and the final
report file(s) on a CD in Adobe Acrobat (PDF) format.
Page 1 of 2
5543
US 1 Arterial Travel Time and Delay Study:2025
C. COMPENSATION FOR SERVICES
The Consultant shall be paid a lump-sum amount of $23,774.06, invoiced monthly as
percent complete, consistent with progress reports. The staff-hour estimates and the
corresponding costs are based on the Professional Services Agreement between
Monroe County and AECOM executed on April 25, 2023.
D. SCHEDULE
All fieldwork shall be completed by third week of April 2025. The draft report shall be
submitted to the County Planning Department by first week of July 2025. The Final
Report shall be submitted within 14 days of receiving review comments from the
County Planning Department.
Acceptance and approval of this Work Order by both parties by signatories below
constitute authorization for the Consultant to proceed.
ACCEPTED AND APPROVED ACCEPTED AND APPROVED
Monroe County AECOM Technical Services, Inc.
Digitally signed by Christine BDUCIP. Digit all,sgnedby Boucle,Julio
Christine Hurley y , ou cn=Bou, Julio
Hurley ou=USMIA2,
Date:2025.03.28 08:59:19-04'00' Julio
110 email=julio.boucle@aecom.com
Date:2025.03.26 11:14:48-04'00'
(Signature) (Signature)
Christine Hurley, County Administrator Julio Boucle, P.E. /Vice President
(Name & Title) (Name & Title)
03 . 26 . 25
(Date) (Date)
MONROE COUNTY ATTORNEY
APPROVED AS TO FORM
CHRISTINE LiMBERT-BARROWS
SR.ASSISTANT COUNTY ATTORNEY
DATE: 3/26/25
Page 2 of 2
5544
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5545
A�® CERTIFICATE OF LIABILITY INSURANCE 7OT8
4/2024 /YYYY)
4/2 0 2 4
THIS CERTIFICATE IS ISSUED AS A MATTER OF INFORMATION ONLY AND CONFERS NO RIGHTS UPON THE CERTIFICATE HOLDER. THIS
CERTIFICATE DOES NOT AFFIRMATIVELY OR NEGATIVELY AMEND, EXTEND OR ALTER THE COVERAGE AFFORDED BY THE POLICIES
BELOW. THIS CERTIFICATE OF INSURANCE DOES NOT CONSTITUTE A CONTRACT BETWEEN THE ISSUING INSURER(S), AUTHORIZED
REPRESENTATIVE OR PRODUCER,AND THE CERTIFICATE HOLDER.
IMPORTANT: If the certificate holder is an ADDITIONAL INSURED, the policy(ies)must have ADDITIONAL INSURED provisions or be endorsed.
If SUBROGATION IS WAIVED, subject to the terms and conditions of the policy, certain policies may require an endorsement. A statement on
this certificate does not confer rights to the certificate holder in lieu of such endorsement(s).
PRODUCER CONTACT Marsh U.S.Operations
Marsh Risk&Insurance Services NAME:
CA License#0437153 A/CNNo Ext: 866-966-4664 A//c,No: 212-948-0533
633 W.Fifth Street,Suite 1200 E-MAIL LosAn eles.Ce tRe uest marsh.com
Los Angeles,CA 90071 ADDRESS: 9 q @
Attn:LosAngeles.CertRequest@Marsh.Com INSURER(S)AFFORDING COVERAGE NAIC#
CN 101 348564-STND-GAU E-24-25 03 2027 INSURERA: ACE American Insurance Company 22667
INSURED AECOM INSURERB: N/A N/A
AECOM Technical Services,Inc. INSURER C: Illinois Union Insurance Cc 27960
110 East Broward Boulevard INSURER D:
Suite 700
Fort Lauderdale,FL 33301 INSURER E
INSURER F:
COVERAGES CERTIFICATE NUMBER: LOS-002671337-02 REVISION NUMBER:
THIS IS TO CERTIFY THAT THE POLICIES OF INSURANCE LISTED BELOW HAVE BEEN ISSUED TO THE INSURED NAMED ABOVE FOR THE POLICY PERIOD
INDICATED. NOTWITHSTANDING ANY REQUIREMENT, TERM OR CONDITION OF ANY CONTRACT OR OTHER DOCUMENT WITH RESPECT TO WHICH THIS
CERTIFICATE MAY BE ISSUED OR MAY PERTAIN, THE INSURANCE AFFORDED BY THE POLICIES DESCRIBED HEREIN IS SUBJECT TO ALL THE TERMS,
EXCLUSIONS AND CONDITIONS OF SUCH POLICIES.LIMITS SHOWN MAY HAVE BEEN REDUCED BY PAID CLAIMS.
INSR TYPE OF INSURANCE ADDL SUBR POLICY EFF POLICY EXP LIMITS
LTR INSD WVD POLICY NUMBER MMIDD/YYY MMIDD/YYY
A X COMMERCIAL GENERAL LIABILITY HDO G47343045 04/01/2024 04/01/2025 EACH OCCURRENCE $ 1,000,000
CLAIMS-MADE X� OCCUR DAPREMMAGETISES OEa RENTEDo ccurrence $ 1,000,000
MED EXP(Any one person) $ 5,000
PERSONAL&ADV INJURY $ 1,000,000
GEN'L AGGREGATE LIMIT APPLIES PER: GENERALAGGREGATE $ 1,000,000
X POLICY❑ PRO JECT ❑ LOC PRODUCTS-COMP/OPAGG $ 1,000,000
OTHER: $
A AUTOMOBILE LIABILITY ISAH1073888A 04/01/2024 04/01/2025 COMBINEDINGLELIMIT
Ea accidentS $ 1,000,000
X ANY AUTO BODILY INJURY(Per person) $
OWNED SCHEDULED BODILY INJURY(Per accident) $
AUTOS ONLY AUTOS
HIRED NON-OWNED PROPERTY DAMAGE $
AUTOS ONLY AUTOS ONLY Per accident
UMBRELLA LAB OCCUR EACH OCCURRENCE $
EXCESS LAB CLAIMS-MADE AGGREGATE $
DED RETENTION$ $
A WORKERS COMPENSATION WLR C50718748(AOS) 04/01/2024 04/01/2025 X( E.L.
PER OTH-
AND EMPLOYERS'LIABILITY STATUTE ER
A Y/N SCFC50718852 WlRetro) 04/01/2024 04/01/2025
ANYPROPRIETOR/PARTNER/EXECUTIVE N/A E.L.EACH ACCIDENT $ 1,000,000
OFFICER/MEMBER EXCLUDED?
(Mandatory in NH) E.L.DISEASE-EA EMPLOYEE $ 1,000,000
If yes,describe under 1,000,000DESCRIPTION OF OPERATIONS below E.L.DISEASE-POLICY LIMIT $
C ARCHITECTS&ENG. EON G21654693 005 04/01/2024 04/01/2025 Per Claim/Agg 2,000,000
PROFESSIONAL LIAB. "CLAIMS MADE" Defense Included
DESCRIPTION OF OPERATIONS/LOCATIONS/VEHICLES (ACORD 101,Additional Remarks Schedule,maybe attached if more space is required)
RE: Transportation Planning Professional Services for Monroe County
Monroe County Board of Commissioners,its employees,officials and officers are named as additional insured for GL&AL coverages,but only as respects work performed by or on behalf of the named insured and
where required by written contract. APPP7fit T
.—
2.2125 ,E ..�..�
CiA7 „„_ ,_t. -
CERTIFICATE HOLDER CANCELLATION
Monroe County Board of County SHOULD ANY OF THE ABOVE DESCRIBED POLICIES BE CANCELLED BEFORE
Commissioners THE EXPIRATION DATE THEREOF, NOTICE WILL BE DELIVERED IN
Attn:Risk Management Administrator ACCORDANCE WITH THE POLICY PROVISIONS.
1100 Simonton Street
Key West,FL 33040
AUTHORIZED REPRESENTATIVE
xtvaa ,;za &�r2dcvcaotCe$e�wwrce¢
@ 1988-2016 ACORD CORPORATION. All rights reserved.
ACORD 25(2016/03) The ACORD name and logo are registered marks of ACORD 5546
A�® CERTIFICATE OF LIABILITY INSURANCE 7OT3125/2025
IYYYY)
THIS CERTIFICATE IS ISSUED AS A MATTER OF INFORMATION ONLY AND CONFERS NO RIGHTS UPON THE CERTIFICATE HOLDER. THIS
CERTIFICATE DOES NOT AFFIRMATIVELY OR NEGATIVELY AMEND, EXTEND OR ALTER THE COVERAGE AFFORDED BY THE POLICIES
BELOW. THIS CERTIFICATE OF INSURANCE DOES NOT CONSTITUTE A CONTRACT BETWEEN THE ISSUING INSURER(S), AUTHORIZED
REPRESENTATIVE OR PRODUCER,AND THE CERTIFICATE HOLDER.
IMPORTANT: If the certificate holder is an ADDITIONAL INSURED, the policy(ies)must have ADDITIONAL INSURED provisions or be endorsed.
If SUBROGATION IS WAIVED, subject to the terms and conditions of the policy, certain policies may require an endorsement. A statement on
this certificate does not confer rights to the certificate holder in lieu of such endorsement(s).
PRODUCER CONTACT
Marsh Risk&Insurance Services NAME: Marsh I U.S.Operations
CA License#0437153 AICONNo Ext: 866-966-4664 alc,No: 212-948-0533
633 W.Fifth Street,Suite 1200 E-MAIL LosAn eles.CertRe uest marsh.com
Los Angeles,CA 90071 ADDRESS: 9 q @
Attn:LosAngeles.CertRequest@Marsh.Com INSURER(S)AFFORDING COVERAGE NAIC#
CN 101 348564-STN D-GAUE-25-26 03 2027 INSURERA: ACE American Insurance Company 22667
INSURED AECOM INSURER B: N/A N/A
AECOM Technical Services,Inc. INSURERC: Illinois Union Insurance Cc 27960
110 East Broward Boulevard INSURER D
Suite 700
Fort Lauderdale,FL 33301 INSURER E
INSURER F:
COVERAGES CERTIFICATE NUMBER: LOS-002671337-03 REVISION NUMBER:
THIS IS TO CERTIFY THAT THE POLICIES OF INSURANCE LISTED BELOW HAVE BEEN ISSUED TO THE INSURED NAMED ABOVE FOR THE POLICY PERIOD
INDICATED. NOTWITHSTANDING ANY REQUIREMENT, TERM OR CONDITION OF ANY CONTRACT OR OTHER DOCUMENT WITH RESPECT TO WHICH THIS
CERTIFICATE MAY BE ISSUED OR MAY PERTAIN, THE INSURANCE AFFORDED BY THE POLICIES DESCRIBED HEREIN IS SUBJECT TO ALL THE TERMS,
EXCLUSIONS AND CONDITIONS OF SUCH POLICIES.LIMITS SHOWN MAY HAVE BEEN REDUCED BY PAID CLAIMS.
INSR ADDLSUBRTYPE OF INSURANCE INSD WVD POLICY NUMBER
POLICY EFF POLICY EXP
LTR MM/DDIYYYYI iMMIDDIYYYYI LIMITS
A X COMMERCIAL GENERAL LIABILITY HDOG48971714 04/01/2025 04/01/2026 EACH OCCURRENCE $ 1,000,000
DAMAGE TO
CLAIMS-MADE X� OCCUR FIR SES Ea occurrDe... $ 1,000,000
MED EXP(Any one person) $ 5,000
PERSONAL&ADV INJURY $ 1,000,000
GEN'L AGGREGATE LIMIT APPLIES PER: GENERAL AGGREGATE $ 1,000,000
X POLICY❑ PRO ❑ LOC PRODUCTS-COMP/OPAGG $ 1,000,000
JECT
OTHER: $
A AUTOMOBILE LIABILITY ISA H11370494 04/01/2025 04/01/2026 COMBINED SINGLE LIMIT $ 1,000,000
Ea accident
X ANY AUTO BODILY INJURY(Per person) $
OWNED SCHEDULED BODILY INJURY(Per accident) $
AUTOS ONLY AUTOS
HIRED NON-OWNED PROPERTY DAMAGE $
AUTOS ONLY AUTOS ONLY Per accident
L $
UMBRELLALIAB OCCUR EACH OCCURRENCE $
EXCESS LIAB CLAIMS-MADE AGGREGATE $
DED RETENTION$ $
A WORKERS COMPENSATION WLR C72792300(AOS) 04/01/2025 04/01/2026 X PER OTH-
AND EMPLOYERS'LIABILITY STATUTE ER
A YIN SCF C72792312 WI Retro 04/01/2025 04/01/2026 1,000,000
ANYPROPRIETOR/PARTNER/EXECUTIVE NIA ( ) E.L.EACH ACCIDENT $
OFFICER/MEMBER EXCLUDED?
(Mandatory in NH) E.L.DISEASE-EA EMPLOYEE $ 1,000,000
If yes,describe under 1,000,000
DESCRIPTION OF OPERATIONS below E.L.DISEASE-POLICY LIMIT $
C ARCHITECTS&ENG. EON G21654693 005 04/01/2025 04/01/2026 Per Claim/Agg 2,000,000
PROFESSIONAL LIAB. "CLAIMS MADE" Defense Included
DESCRIPTION OF OPERATIONS I LOCATIONS/VEHICLES (ACORD 101,Additional Remarks Schedule,may be attached if more space is required)
RE: Transportation Planning Professional Services for Monroe County
Monroe County Board of Commissioners,its employees,officials and officers are named as additional insured for GL&AL coverages,but only as respects work performed by or on behalf of the named insured and
where required by written contract.
APPROVED BY RISK MANAGEMENT
BY YiL�2
CERTIFICATE HOLDER DATE 8/26/25 CANCELLATION
Monroe County Board of County WAIVER N/A X YES SHOULD ANY OF THE ABOVE DESCRIBED POLICIES BE CANCELLED BEFORE
Commissioners THE EXPIRATION DATE THEREOF, NOTICE WILL BE DELIVERED IN
Attn:Risk Management Administrator ACCORDANCE WITH THE POLICY PROVISIONS.
1100 Simonton Street
Key West,FL 33040
AUTHORIZED REPRESENTATIVE
xKd /Ra &1rx WaIxe$enuleed
@ 1988-2016 ACORD CORPORATION. All rights reserved.
ACORD 25(2016/03) The ACORD name and logo are registered marks of ACORD 5547