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2017 03 13 Informational 201 State Road 434 Safety Study
COMMISSION AGENDA ITEM 201 REQUEST: Informational X Consent Public Hearings Regular March 13, 2017 KS BF Regular Meeting City Manager Department The Community Development Department providing information to the City Commission about the recently completed Engineering Safety Study of the SR 434 corridor from Spring Avenue in Winter Springs east to Magnolia Street in Oviedo. SYNOPSIS: Seminole County and FDOT jointly funded a safety study of the SR 434 corridor from Spring Avenue in Winter Springs east to Magnolia Street in Oviedo. The study was completed in late 2016 and it provides recommendations to address a number of traffic safety concerns along the two -lane segment of SR 434 between Winter Springs and Oviedo. One of the recommendations being implemented is the installation of a new traffic signal at the intersection of SR 434 and Hammock Lane, which is scheduled to be complete by the end of 2017. CONSIDERATIONS: . Seminole County recently completed a Safety Study of a 2.6 -mile segment of SR 434 from Spring Avenue in Winter Springs to Magnolia Street in Oviedo. Please refer to Exhibit A attached for the project study limits. The study was performed for Seminole County by the engineering firm Kittleson & Associates, Inc., and the study was jointly funded by Seminole County and FDOT. . The purpose of the SR 434 Safety Study was to evaluate and provide recommendations to address a number of safety - related issues along the SR 434 corridor, including: Informational 201 PAGE 1 OF 3 - March 13, 2017 • The ability for drivers to safely execute turning movements from side streets and driveways onto SR 434 during the peak hours. Properties in Winter Springs experiencing this problem include Barclay Reserve, Barrington Estates, DK Concrete Offices, and Ladybird Academy. • Excessive speed along the SR 434 corridor • Inadequate streetlighting at several locations • Roadside hazards along the SR 434 eastbound merge from four to two lanes • Evaluation of locations where erratic driver behavior and risk taking has been reported • Inadequate turn lane geometry • Traffic signal warrant analyses at the intersections of SR 434 / Hammock Lane (Deleon Street) and SR 434 / Artesia Street. • Feasibility of having a roundabout on SR 434 at one of several possible locations within the study corridor. The Final Report for the SR 434 Safety Study is attached as Exhibit B. The report includes a series of recommended safety countermeasures that are broken down into tiers based on cost/benefit ratio. Seminole County is already working with FDOT to implement a number of these safety countermeasures, including: o Installation of a new traffic signal at the intersection of SR 434 and Hammock Lane. This signal is expected to be installed and operational by the end of 2017. • Improved intersection lighting • Improved visibility of existing traffic signal heads • Sight distance improvements at various locations • Turn lane improvements at various locations • Installation of centerline and edgeline rumble strips The two -lane segment of SR 434 from SR 417 to Mitchell Hammock Road is planned by Seminole County for a future widening to four lanes. The four laning project is on the Seminole County major projects list for funding using 3rd generation sales tax funds. The first phase of the project is the engineering and environmental study, which is currently scheduled by Seminole County to start in 2019. The total project duration including the engineering study, design, right -of -way acquisition, and construction, is estimated to be eight (8) years according to Seminole County staff. City Staff has recommended accelerating the four laning project, especially along the segment from SR 417 to Hammock Lane, which is currently over capacity and has many of the safety issues identified in the study. The two -lane segment of SR 434 east of the SR 434 / SR 417 interchange is a state road that is located outside of the Winter Springs city limits. The roadway is within the jurisdiction of Seminole County from SR 417 to approximately Hammock Lane, and then it is in the City of Oviedo starting just south of the SR 434 curve at Hammock Lane. Informational 201 PAGE 2 OF 3 - March 13, 2017 ),6&$/,03$&7 7KH656DIHW\6WXG\ZDVMRLQWO\IXQGHGE\6HPLQROH&RXQW\DQG)'27DQGKDVQR ILVFDOLPSDFWWRWKH&LW\RI:LQWHU6SULQJV &20081,&$7,21())2576 7KLV$JHQGD,WHPKDVEHHQHOHFWURQLFDOO\IRUZDUGHGWRWKH0D\RUDQG&LW\&RPPLVVLRQ &LW\0DQDJHU&LW\$WWRUQH\6WDIIDQGLVDYDLODEOHRQWKH&LW\¶V:HEVLWH/DVHU)LFKHDQG WKH&LW\¶V6HUYHU$GGLWLRQDOO\SRUWLRQVRIWKLV$JHQGD,WHPDUHW\SHGYHUEDWLPRQWKH UHVSHFWLYH0HHWLQJ$JHQGDZKLFKKDVDOVREHHQHOHFWURQLFDOO\IRUZDUGHGWRWKHLQGLYLGXDOV QRWHGDERYHDQGZKLFKLVDOVRDYDLODEOHRQWKH&LW\¶V:HEVLWH/DVHU)LFKHDQGWKH&LW\¶V 6HUYHU KDVEHHQVHQWWRDSSOLFDEOH&LW\6WDII0HGLD3UHVV5HSUHVHQWDWLYHVZKRKDYH UHTXHVWHG$JHQGDV$JHQGD,WHPLQIRUPDWLRQ+RPHRZQHU¶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xhibit A - SR 434 Safety Study Limits 0 625 11250 21500 31750 51000 Feet N WE IWNMEILy1r:3 Highway Safety Analysis for Potential Safety Improvements SR 434 Safety Study Spring Avenue to Magnolia Street Seminole County, Florida Final Report November 2016 Highway Safety Analysis for Potential Safety Improvements SR 434 Safety Study Spring Avenue to Magnolia Street Seminole County, Florida Prepared For: Shad M. Smith, P.E. Assistant County Engineer, Engineering Division Seminole County Public Works Department 100 East First Street Sanford, Florida 32771 (407) 665 -5707 Prepared By: Kittelson & Associates, Inc. 225 East Robinson Street, Suite 450 Orlando, FL 32801 (407) 540 -0555 Project Manager: Ryan J. Cunningham, P.E. Project Principal: Jack Freeman, P.E., PTOE Project No. 13295.15 November 2016 I Professional Engineer: Ryan J. Cunningham Florida P. E. #73088 Spring Avenue to Magnolia Street Table of Contents TABLE OF CONTENTS November 2016 Tableof Contents ................................................................................................... ............................... iii ExecutiveSummary .................................................................................................. ..............................2 Findings........................................................................................................................................................ ............................... 2 Conclusions................................................................................................................................................... ............................... 5 Introduction............................................................................................................. ..............................9 ProjectDescription ....................................................................................................................................... ............................... 9 StudyArea .................................................................................................................................................... ............................... 9 ExistingConditions .................................................................................................. .............................11 RoadwayCharacteristics ............................................................................................................................ ............................... 11 TrafficOperations Analysis ......................................................................................................................... ............................... 17 HistoricalCrash Analysis ............................................................................................................................. ............................... 22 SafetyCrash Ratio Evaluation ..................................................................................................................... ............................... 56 FieldObservations ...................................................................................................................................... ............................... 61 Crash Countermeasures .......................................................................................... .............................68 FDOT 3R Project (2014) Improvements ...................................................................................................... ............................... 68 Potential Countermeasure Identification ................................................................................................... ............................... 69 Potential Countermeasure Application ...................................................................................................... ............................... 72 Operational Improvement Considerations ................................................................................................. ............................... 73 Improvement Alternatives Analysis ........................................................................ .............................76 Benefit........................................................................................................................................................ ............................... 76 Costof Improvements ................................................................................................................................ ............................... 85 ProjectPrioritization ................................................................................................................................... ............................... 86 Conclusions........................................................................................................... ............................... 99 iii Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Table of Contents LIST OF FIGURES November 2016 Figure 1 SR 434 Study Corridor ..................................................................... ..............................3 Figure 2 Existing Intersection Lane Configurations ..................................... .............................12 Figure 3 SR 434 Posted Speed Limits ........................................................... .............................13 Figure 4 SR 434 - 4 -lane Divided Typical Section ......................................... .............................14 Figure 5 EB Left -Turn Lane at the SR 434/SR 417 interchange .................... .............................14 Figure 6 Lane Merge Area at SR 434/SR 417 Interchange ........................... .............................15 Figure 7 Typical Cross Section ...................................................................... .............................15 Figure 8 Typical Cross Section ...................................................................... .............................16 Figure 9 2015 AM /PM Peak -Hour Volumes and Operating Conditions ...... .............................18 Figure 10 SR 434 Collision Diagrams .............................................................. .............................23 Figure 11 Crash Severity by Year (SR 434 Corridor) ....................................... .............................33 Figure 12 Crash Severity by Month (SR 434 Corridor) ................................... .............................34 Figure 13 Crash Severity by Weekday (SR 434 Corridor) ............................... .............................34 Figure 14 Crash Severity by Time of Day (SR 434 Corridor) ........................... .............................35 Figure 15 Crash Severity by Hour of Day (SR 434 Corridor) ........................... .............................36 Figure 16 Crash Severity by Collision Type (SR 434 Corridor) ........................ .............................37 Figure 17 Crash Severity by Lighting Condition (SR 434 Corridor) ................ .............................38 Figure 18 Crash Severity by Year (Spring Avenue to SR 417 Interchange) .... .............................40 Figure 19 Crash Severity by Weekday (Spring Avenue to SR 417 Interchange) .........................41 Figure 20 Crash Severity by Hour of Day (Spring Avenue to SR 417 Interchange) .....................41 Figure 21 Crash Severity by Collision Type (Spring Avenue to SR 417 Interchange) ..................42 Figure 22 Crash Severity by Lighting Condition (Spring Avenue to SR 417 Interchange) ........... 43 Figure 23 Crash Severity by Year (SR 417 Interchange) ................................. .............................44 Figure 24 Crash Severity by Weekday (SR 417 Interchange) ......................... .............................45 Figure 25 Crash Severity by Hour of Day (SR 417 Interchange) ..................... .............................45 Figure 26 Crash Severity by Collision Type (SR 417 Interchange) .................. .............................46 Figure 27 Crash Severity by Lighting Condition (SR 417 Interchange) ........... .............................47 Figure 28 Crash Severity by Year (SR 417 Interchange to Hammock Lane) ... .............................48 Figure 29 Crash Severity by Weekday (SR 417 Interchange to Hammock Lane) ........................49 iv Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Table of Contents November 2016 Figure 30 Crash Severity by Hour of Day (SR 417 Interchange to Hammock Lane) ...................49 Figure 31 Figure 32 Figure 33 Figure 34 Figure 35 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 41 Figure 42 Figure 43 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Figure 49 Crash Severity by Collision Type (SR 417 Interchange to Hammock Lane) ................50 Crash Severity by Lighting Condition (SR 417 Interchange to Hammock Lane) .........51 Crash Severity by Year (South of Hammock Lane to Magnolia Street) ......................52 Crash Severity by Weekday (South of Hammock Lane to Magnolia Street) ..............53 Crash Severity by Hour of Day (South of Hammock Lane to Magnolia Street) ..........53 Crash Severity by Collision Type (South of Hammock Lane to Magnolia Street) .......54 Crash Severity by Lighting Condition (South of Hammock Lane to Magnolia Street) 55 Safety Crash Ratio Summary — SR 434, west of SR 417 ............... ............................... 57 Safety Crash Ratio Summary — SR 434 at SB SR 417 Ramp Terminal Intersection .....57 Safety Crash Ratio Summary — SR 434 at NB SR 417 Ramp Terminal Intersection ....58 Safety Crash Ratio Summary — SR 434, from SR 417 to Hammock Lane ....................58 Safety Crash Ratio Summary — SR 434 at Hammock Lane ............. .............................59 Safety Crash Ratio Summary — SR 434, from Hammock Lane to Magnolia Street..... 59 Safety Crash Ratio Summary — SR 434 at Magnolia Street .......... ............................... 60 Example of Centerline Rumble Strips (Left) and Profiled Thermoplastic (Right) .......70 Full Median Opening (Left) and Directional Median Opening (Right) Examples ........ 70 TierI Projects Map ......................................................................... .............................89 TierII Projects Map ........................................................................ .............................91 TierIII Projects Map ....................................................................... .............................95 IV Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Table of Contents November 2016 LIST OF TABLES Table 1 Summary of 2014 Traffic Count Data ............................................ .............................17 Table 2 Crash Severity Distribution ............................................................ .............................22 Table 3 Crash Collision Type Over Study Corridor ...................................... .............................36 Table 4 Crash Collision Type from Spring Avenue to SR 417 Interchange . .............................42 Table 5 Crash Collision Type at the SR 434 at SR 417 Interchange ............ .............................46 Table 6 Crash Collision Type from the SR 417 Interchange to Hammock Lane ......................50 Table 7 Crash Collision Type from South of Hammock Lane to Magnolia Street ....................54 Table 8 SR 434 Corridor Toolbox of Crash Countermeasures .................... .............................71 Table 9 Potential Countermeasure Improvements by Location ................ .............................72 Table 10 No -Build Roadway Segment Crash Prediction Models and Calibration Factors ......... 78 Table 11 Existing (2014) Annual Crash History and Prediction Estimates .... .............................79 Table 12 Historical AADT Trends .................................................................. .............................80 Table 13 Seminole County BEBR Population Growth Rates ......................... .............................81 Table 14 OUATS Growth Rates ..................................................................... .............................81 Table 15 Summary of Annual Growth Rates ................................................ .............................82 Table 16 Future No -Build Crash Prediction Estimates .................................. .............................83 Table 17 Intersection Lighting Project Benefit -Cost Summary ..................... .............................86 Table 18 Signal Head Upgrade Project Benefit -Cost Summary .................... .............................87 Table 19 Sight Distance Improvements Project Benefit -Cost Summary ...... .............................87 Table 20 Turn Lane Improvements Project Benefit -Cost Summary ............. .............................88 Table 21 Tier I Projects Benefit -Cost Summary ............................................ .............................88 Table 22 Pavement Markings Project Benefit -Cost Summary ...................... .............................90 Table 23 Signalized Intersection Project Benefit -Cost Summary ................. .............................90 Table 24 Tier II Projects Benefit -Cost Summary ........................................... .............................90 Table 25 Access Management Project Benefit -Cost Summary .................... .............................92 Table 26 Intersection Lighting Project Benefit -Cost Summary ..................... .............................93 Table 27 Segment Lighting Project Benefit -Cost Summary .......................... .............................93 Table 28 Tier III Projects Benefit -Cost Summary .......................................... .............................94 Table 29 Four -Lane Widening Project Benefit -Cost Summary ..................... .............................96 Table 30 Four -Lane Widening Project (Short Segment) Benefit -Cost Summary ....................... 97 Table 31 Roundabout at Hammock Lane Benefit -Cost Summary ................ .............................97 Vi Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Table of Contents APPENDICES Appendix A Traffic Count Data Appendix B Existing Operations Analysis Appendix C Historical Crashes and Safety Crash Ratio Analysis Appendix D FDOT Straight Line Diagrams Appendix E Predictive Crash Methods Appendix F OUATS Model Plots Appendix G Existing Condition Crash Prediction Analyses Appendix H Future Growth Determination Appendix I Future Condition No -Build Crash Prediction Analyses Appendix J No -Build Crash Costs Appendix K Improvement Costs November 2016 ,k Vii Kittelson & Associates, Inc. Section 1 Executive Summary Spring Avenue to Magnolia Street Executive Summary November 2016 EXECUTIVE SUMMARY Seminole County requested Kittelson & Associates, Inc. (KAI) to conduct a safety analysis of a ± 2.6 mile section of SR 434, from Spring Avenue to Magnolia Street, and to evaluate countermeasures to improve corridor safety. The limits of the study are depicted in Figure 1. In this analysis, KAI utilized Highway Safety Manual (HSM) crash prediction methods and considered the utilization of crash countermeasures with known crash modification factors to improve corridor safety. The study findings and recommendations are summarized below. In parallel to this corridor safety study, FDOT conducted signal warrant analyses at Hammock Lane and at Artesia Street, as well as a roundabout feasibility study at Hammock Lane. The FDOT studies concluded a signal is not warranted at Artesia Street, but the Hammock Lane intersection meets signal warrants. The findings of the roundabout feasibility study concluded a two -lane roundabout is feasible at the intersection, but signal control is preferred in the short -term due to the impacts of the roundabout. The roundabout is a feasible option for the ultimate intersection configuration when SR 434 is widened to four lanes in the future. Roadway Characteristics SR 434 is classified as a principal arterial and has a four -lane, divided cross - section west of the SR 417 interchange and a two -lane, undivided cross - section east of the SR 417 interchange. The study corridor includes four signalized intersections at Vistawilla Drive, SR 417 SB ramps, SR 417 NB ramps, and Magnolia Street. The corridor has a 90- degree horizontal curve in the vicinity of Hammock Lane, an unsignalized intersection. Traffic Operations The daily volumes on the corridor range approximately between 19,000 and 21,000 AADT. Operational analysis revealed the four signalized intersections at Vistawilla Drive, the SR 417 interchange ramps, and Magnolia Street operate at LOS C or better during peak hours. The unsignalized intersections from Palm Drive to Artesia Street operate at LOS F during the AM peak hour. The unsignalized intersections from Mactavandash Drive to Calypso Way and Laurel Oaks Court to Artesia Street operate at LOS F during the PM peak hour. Field observations during the peak periods revealed that eastbound and westbound platoons in the two -lane, undivided section significantly impacted side street operations, making it difficult for left - turning vehicles from the side streets to find a simultaneous gap in both directions. Some experienced delays greater than 60 seconds, and some vehicles were observed using exclusive left -turn lanes as a refuge area for a two -stage crossing. 2 Kittelson & Associates, Inc. 0 N i N N O ►Z 0 i U I Q� L CJ �1 W_ z 0 0 r . a U= FA F NJ W H a Q� Uw Oi m- Na Qw Old FM O a f71 J o w H z F a Y� Q Op p R =0 = J o LL U } >m H p Z F~ 0 U M J �0 N cZ G W N z 0 0 r . a U= FA F NJ W H a Q� Uw Oi m- Na Qw Old FM O a f71 J o w H z F a Y� Spring Avenue to Magnolia Street Executive Summary November 2016 Historical Crash Analysis Over the five -year study period (2009- 2013), 219 crashes were reported on the SR 434 corridor from Spring Avenue to Magnolia Street. With 98 property damage only (PDO) crashes and 25 injury crashes over 0.75 miles, the four -lane section of SR 434 generally resulted in fewer injury crashes than similar roads in Florida. With 70 PDO crashes, 25 injury crashes, and one fatal crash over 1.85 miles, the crash severity for injury crashes along the two -lane section of SR 434 was also less than the typical crash distribution of similar roads in Florida. Collision diagrams are provided in the report. The majority (58 percent) of crashes occurred on Tuesdays, Wednesdays, and Thursdays, suggesting that many of the crashes involve commuter traffic familiar with the roadway. The PM peak period between 4 PM and 6 PM accounted for 69 crashes (32 percent of the corridor's crashes). • 55 percent of the PM peak period crashes occurred at the SR 434 at SR 417 interchange • 88 percent of the PM peak period crashes were rear end crashes The predominant crash type rear end collisions (69 percent). Fifty -five of the corridor's severe crashes (crashes resulting in injury or death) were a result of a rear end crash. The second most common crash type along the corridor was fixed - object /run off the road crashes (10 percent). Angle crashes and fixed - object /run off the road crashes each accounted for 10 percent of the corridor's severe crashes. Approximately 22 percent of the reported crashes occurred in non - daylight conditions (dawn, dusk, or dark with /without street lights), including 28 percent of severe crashes. Approximately 23 percent of the reported crashes occurred in wet roadway surface conditions. The study area was broken down into four segments for more detailed historical crash analysis. Safety Crash Ratio Evaluation The corridor's safety crash ratio was calculated to compare the annual crash rates along the corridor to the critical crash rates of similar facilities throughout FDOT District 5 and the State of Florida over the historical crash period (2009 to 2013). The findings of the safety crash ratio analysis are generally summarized as follows: • The segment crash rates are generally less than the statewide or D5 average crash rates. • The SR 417 southbound ramp intersection and Hammock Lane intersection crash rates were consistently higher than the statewide or D5 average crash rates. • The SR 417 northbound ramp intersection and the Magnolia Street intersection crash rates were generally near to or less than statewide or D5 average crash rates, but both experienced a spike in 2011 exceeding the average crash rates. I4 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Executive Summary November 2016 Field Observations Sidewalk is provided intermittently along the SR 434 study corridor. Bicycle lanes are marked on both sides of SR 434 throughout the study limits (added in 2014). School buses operate and conduct stops along SR 434. The school bus stops in the travel lane to board and alight students. In the two -lane undivided section, traffic in both directions is required to stop when the school bus is boarding or alighting. The posted speeds vary between 50 mph on the west end of the corridor to 40 mph on the south end of the corridor. Limited sight distance was noted from the minor approaches at Palm Drive, Mactavandash Drive, Cranston Street, Artesia Street, Sweetwater Creek Circle, and Magnolia Street. Signs and pavement markings were observed to be in good condition, including their retroreflectivity at night (resurfaced in 2014). Street lighting is generally not present on the corridor. Lighting present in the following intersection vicinities provide intermittent illumination on SR 434: Vistawilla Drive, SR 417 interchange, Mactavandash Drive, Calypso Way, Hammock Lane, Sweetwater Creek Circle, and Magnolia Street. Impacts of the Resurfacing Project FDOT completed a roadway resurfacing project on the corridor in 2014, including interchange improvements at SR 417. The improvements were completed after the historical crash analysis period. Fresh roadway pavement is expected to positively impact rear -end crashes, particularly during wet conditions. New signs and pavement markings will improve retroreflectivity in the corridor, positively impacting nighttime conditions. The paved shoulder widening (to provide bicycle lanes) is expected to improve recoverability and reduce run - off - the -road (or fixed object) crashes. For the sections that required narrowing 11 or 12 -foot lane widths to 10 feet, a slight increase in segment crashes may be expected. The SR 417 interchange improvements (including extending the eastbound left -turn lane, and eliminating the eastbound lane drop by carrying the second eastbound lane through the interchange and merging downstream) are expected to reduce rear -end crashes in the eastbound direction. CONCLUSIONS Based on an evaluation of the roadway characteristics, the historical crash analysis, and field observations, the project team evaluated potential safety countermeasures to reduce crashes in the study area. Utilizing the crash prediction methods of the HSM and known crash modification factors of proposed countermeasures, the safety benefit was estimated in terms of the potential societal cost savings associated with crash reduction over the life of the improvements. Planning level cost estimates were developed for each countermeasure to evaluate the improvements through benefit -cost analyses. Through the prioritization process, groups of countermeasures were established as Tier I, Tier II, and Tier III, with Tier I projects having the lower implementation costs and higher safety benefits. Similar countermeasures within each tier were further grouped into implementation projects to provide additional implementation choices for the County or FDOT. Benefit -cost ratios were provided for each implementation project group as well as the tiered project groups together. The sum of the safety I5 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Executive Summary November 2016 benefits (i.e., cost savings of reduced crashes) divided by the sum of the total costs for each project group is the benefit -cost ratio. Details of each countermeasure by location and project tier are provided in the Project Prioritization section under Section 5 of this report. The benefit -cost analysis for each project group is summarized as follows: Tier I Projects Tier I projects are highly effective safety countermeasures and are suggested for short -term implementation (within three to five years). Tier I projects include intersection lighting at Vistawilla Drive, signal head improvements, sight distance improvements, and turn lane improvements. Intersection Lighting $9,000 96% $9,861,000 $9,467,000 $394,000 >30 Install Signal Head Back Plates and 3" Yellow $66,000 85% $53,523,000 $45,495,000 $8,028,000 >30 Retroreflective Sheeting Sight Distance Improvements $31,000 80% $15,132,000 $12,106,000 $3,026,000 >30 Construction of Turn Lanes, Extension of Turn Lane to $278,000 81% $34,552,000 $27,899,000 $6,653,000 23.9 Meet Deceleration Distance All Tier I Projects $384,000 1 81% $92,760,000 $75,241,000 $17,519,000 >30 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Tier II Projects Tier II projects are effective safety projects and are suggested for short -term implementation (within three to five years) or medium -term (five to seven years) if funding is not readily available. Tier II projects include rumble striping and signalization of the Hammock Lane intersection. Centerline Rumble Strips, Edgeline Rumble Strips $351,000 95% $22,323,000 $21,207,000 $1,116,000 3.2 Signalize Intersection at Hammock Lane $375,000 86% $11,011,000 $9,469,000 $1,542,000 4.1 All Tier II Projects $726,000 92% $33,334,000 $30,676,000 $2,658,000 33 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period ,k 6 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Executive Summary Tier III Projects November 2016 Tier III projects involve higher costs and with potential impacts to right -of -way, drainage and /or environmental mitigation. Tier III projects include access management solutions from Palm Drive to Hammock Lane, and intersection and segment lighting throughout the corridor. It is recommended Seminole County coordinate with FDOT to further investigate the potential right -of -way options, drainage and utility impacts to understand the feasibility of the Tier III projects. Access Management 1 $370,000 1 93% 1 $12,897,000 1 $11,994,000 1 $903,000 1 2.4 Intersection Lighting 1 $430,000 1 96% 1 $17,883,000 1 $17,167,000 1 $716,000 1 1.7 Segment Lighting 1 $864,000 1 91% 1 $13,305,000 1 $12,108,000 1 $1,197,000 1 1.4 All Tier III Projects 1 $1,644,000 1 93% 1 $39,400,000 1 $36,598,000 1 $2,802,000 1 13 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Long -Term Alternatives Similar to Tier III projects, Long Term Alternative projects involve higher costs and with impacts to right - of -way, drainage and /or environmental mitigation. The four -lane widening of SR 434 east of the SR 417 interchange is planned for the future, and the PD &E Study is funded for fiscal year 2019/20. A shortened segment (from east of SR 417 to Hammock Lane) of the overall widening project was also considered for potential accelerated implementation. Tier I, II and III safety projects should be viewed as interim improvements to the ultimate four -lane widening of the corridor. The safety implications of the four -lane widening, and the potential roundabout improvement at Hammock Lane, are summarized below. The benefit -cost analyses presented here account for the expected reduction in corridor crashes (i.e., safety benefits), but the operational benefit (e.g., travel time savings) is not accounted for in this analysis. Widen to Four Lanes — Palm Dr to Magnolia St Widen to Four Lanes — Palm Dr to Hammock Ln $16,876,000* I 34% I $27,054,000 $6,7511000* 1 34% 1 $13,749,000 $9,198,000 1 $17,856,000 1 1.1 $4,675,000 1 $9,074,000 1 1.3 Roundabout at Hammock Lane $4,125,000 68% $11,011,000 $7,487,000 $3,524,000 0.9 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period *Road widening costs based upon FDOT long -range estimates and do not include costs for ROW, drainage mitigation, or utilities lk 7 Kittelson & Associates, Inc. Section 2 Introduction Spring Avenue to Magnolia Street Introduction November 2016 INTRODUCTION Seminole County requested Kittelson & Associates, Inc. (KAI) to conduct a safety analysis of a ± 2.6 mile section of SR 434, from Spring Avenue to Magnolia Street, and to evaluate countermeasures to improve corridor safety. In this analysis, KAI utilized Highway Safety Manual (HSM) crash prediction methods and considered the utilization of crash countermeasures with known crash modification factors to improve corridor safety. PROJECT DESCRIPTION The goal of the SR 434 Safety Study is to improve public safety through an evaluation of crash trends and contributing factors, the identification of effective safety countermeasures, and the prioritization of preferred improvement projects using benefit -cost analyses. This analysis considers five years of the corridor's historical crash data and applies HSM crash prediction methods on the roadway segments and at the major intersections. These methods remove statistical bias often inherent in crash analysis, due to the random nature of crashes. The project team identified a range of crash countermeasures (low -to -high cost) and used their documented effectiveness to compare the value (expected reduction in crash severity and frequency) to the estimated construction cost (dollars) in a benefit -cost analysis. Based on this analysis, suggestions are made for a series of potential corridor safety improvements. The study also considered the potential future four -lane widening of SR 434 east of SR 417 and its potential safety impacts. STUDY AREA The study corridor consists of two different typical sections: a four -lane, divided principal arterial from Spring Avenue to just east of the SR 417 interchange and a two -lane, undivided principal arterial running from just east of the SR 417 interchange to Magnolia Street. SR 434 runs west -to -east from Spring Avenue to Hammock Lane and south -to -north from Hammock Lane to Magnolia Street. The limits of the study are depicted in Figure 1. The study corridor provides access to several hundred homes within more than 10 residential subdivisions — Eagles Watch, McKinley's Mill, Barclay Reserve, Terralago, Hammock Reserve, Ellington Estates, Southern Oaks, Oviedo Oaks Villas, Oviedo Park, and Sweetwater. SR 434 also provides access to SR 417 to serve more regional travel, but also serves as a local connection between Winter Springs and Oviedo. ,k 9 Kittelson & Associates, Inc. Section 3 Existing Conditions Spring Avenue to Magnolia Street Existing Conditions November 2016 EXISTING CONDITIONS The existing conditions analysis identifies factors influencing crash potential, including: traffic characteristics, historical crash analysis, vehicular operations and field observations. ROADWAY CHARACTERISTICS The study corridor includes four signalized intersections: Vistawilla Drive, SR 417 SB ramp, SR 417 NB ramp, and Magnolia Street. As previously noted, SR 434 provides access to several residential subdivisions via unsignalized intersections. Within the study limits, SR 434 has 12 unsignalized intersections: Spring Avenue, Jetta Point, Palm Drive, Mactavandash Drive, Pinebranch Circle, Cranston Street, Calypso Way, Hammock Lane, Ellington Place /Laurel Oaks Street, Sweet Violet Drive, Artesia Street, and Sweetwater Creek Circle. Seven of the unsignalized intersections are three - legged (T) intersections, and the majority of these intersections include exclusive right -turn and /or left -turn lanes. Figure 2 displays the study area intersections and intersection lane configurations. A figure illustrating the locations of the posted speed limits along the corridor is shown in Figure 3. The cross sections and roadway user experience change along SR 434 throughout the study corridor. The following summarizes the characteristics of four sub - segments of the overall SR 434 study limits. SR 434 from Spring Avenue to SR 417 Interchange SR 434 is a four -lane, divided urban principal arterial with interrupted flow between Spring Avenue and the SR 417 interchange. Lane widths generally vary between 11 and 12 feet, and a 4 to 5 -foot shoulder /bike lane is provided through this section. The posted speed is 50 miles per hour (mph) west of Vistawilla Drive and 45 mph east of Vistawilla Drive. SR 434 provides access to residential subdivisions, apartments, the Cross Seminole Trail (Black Hammock Trailhead), and several small commercial /retail uses. A sample cross - section is shown in Figure 4. There is one signalized intersection at Vistawilla Drive between Spring Avenue and the SR 417 interchange. Exclusive left -turn and right -turn lanes are provided at this intersection. An exclusive eastbound right -turn lane was added to the intersection in 2010. I11 Kittelson & Associates, Inc. ti 0 0 0 M uo4oin54,odauoq. gollnoAOq UDWIIS59WJ Wd555- 9LOYOEAW IMp- ain6lJSO ¶6MP�RPWSRIafoS�opuioJ 9E0 tl5- �OM�Sm�maS bu)nupuod Rpuno]apu�waS VS5IIETjdj4JJoid�opuoPO HS,`WO I f a J O Z 1 z M F Q LL Z� v U aI! Y 1 Q w Z J ZU) Q s Q O V L' w V Ir Q > u)¢ O w. wU W It w H� U Q w Q N W m a" J z F Q (n T • -.2 w (� K Q Ir f— 1 W VJ U) o X y Q LJJ a 15 OlSNb'a0 -'�- HI HDNtlP193N1d o- 11 p z ¢ Z H �0 SHONtli \H10tl V. cr t J > or H 1 M ♦♦ LU r �:�j W U) J HO lH LLL .... r z 11 L v z Q Q Q n T v 1 Y of iiir Q J Tr.. do i 11LJ �? d zz Q O a Y Q i `JNINdS U U) h LU 4)iir It M V y. zQ aQ *.I.. a� k V J N� V O m i IN f)tir SV > oa v X11 L d o oU) >Q $ <o a F-- a v M cn Z ¢` V) z It t" ai Z < '� It z U IL LL c a uo4oin54,odauoq. gollnoAOq UDWIIS59WJ Wd555- 9LOYOEAW IMp- ain6lJSO ¶6MP�RPWSRIafoS�opuioJ 9E0 tl5- �OM�Sm�maS bu)nupuod Rpuno]apu�waS VS5IIETjdj4JJoid�opuoPO HS,`WO I 0 N i N N 0 0 i U I Q� L � CLO M 7 N Q FH G � �O �LL W W >E aF� N Z D WO H U O w aJ O M Z W N N O z 0 0 . a U= FA F NJ W F" Q� Uw Oi m- Na Qw Old FM O a J o w H z F a Y� Spring Avenue to Magnolia Street Existing Conditions November 2016 ,.y Figure 4 SR 434 - 4 -lane Divided Typical Section SR 434 at SR 417 Interchange SR 434 is a four -lane divided facility at the SR 417 interchange, and a bike lane runs through the interchange area on both sides of SR 434. The SR 417 interchange is a diamond interchange with signalized ramp termini. As part of an FDOT resurfacing project (FM 422015 -1), the lane configurations at the interchange area were modified in 2014. The eastbound left -turn lane was extended by approximately 200 feet. The constructed eastbound left -turn lane is illustrated in Figure 5. Figure 5 EB Left -Turn Lane at the SR 434/SR 417 interchange ,k 14 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 The number of eastbound through lanes carried through the SR 434 at SR 417 northbound off ramp was increased from one to two lanes. Previously, a merge area occurred before the intersection of SR 434 at the SR 417 southbound ramp and only one through lane was carried through the eastern interchange ramp terminal. This was modified as part of the resurfacing project to carry an additional eastbound through lane through both intersections of the interchange ramp terminals. A merge area was created within the interchange area and the merge taper occurs just east of the eastern ramp terminal intersection. Figure 6 illustrates the merge area and the merge taper. Merge area within interchange area Downstream end of lane merge Figure 6 Lane Merge Area at SR 434/SR 417 Interchange SR 434 from Palm Drive to Hammock Lane SR 434 transitions to a two -lane, undivided urban principal arterial with uninterrupted flow between the SR 417 interchange area and Hammock Lane. Lane widths are reduced to 10 feet, and a 4 to 5 -foot bike lane is provided throughout this section. The posted speed ranges from 40 to 45 mph. SR 434 provides access to several residential subdivisions in this section. Exclusive left -turn lanes are provided at the intersections with subdivisions and streets, with the exception of Palm Drive. In some instances, a right -turn taper is provided at the entrances to the subdivisions to serve as a "de- facto" right -turn lane. A sample cross - section is shown in the left image of Figure 7 and an example of right -turn taper is provided in the right image of Figure 7. SR 434 - Typical Cross Section Figure 7 Typical Cross Section Right -Turn Taper 15 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions SR 434 from Hammock Lane to Magnolia Street November 2016 SR 434 continues as a two -lane, undivided urban principal arterial as it makes a 90 degree turn in the vicinity of the intersection of SR 434 at Hammock Lane. Ten -foot wide travel lanes and 4 to 5 -foot bike lanes are provided throughout this section. The posted speed is 40 mph along the length of this section. SR 434 continues to serve primarily residential subdivisions along this section, providing exclusive left - turn lanes at their entrances, with the exception of Sweetwater Circle. An exclusive right -turn lane is only provided at Laurel Oaks Court. An illustration of the typical cross section along this section is shown in Figure 8. Figure 8 Typical Cross Section ,k 16 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions TRAFFIC OPERATIONS ANALYSIS November 2016 Traffic data for this study was obtained from data collection efforts in the form of four -hour intersection turning movement counts (TMCs) and three 24 -hour tube counts at the sidestreet approaches of Vistawilla Drive, Mactavandash Drive, and Magnolia Street. SR 434 mainline historical daily volumes used for the predictive safety analysis were obtained from the Florida Department of Transportation's (FDOT) Florida Transportation 2014 DVD. Twelve (12) hour TMCs were used from two signal warrant analyses currently being completed at Hammock Lane and Artesia Street to supplement the 4 -hour TMCs collected as part of this study. The traffic count data is provided in Appendix A. Operational Analysis The Annual Average Daily Traffic (AADT) along SR 434 within the study limits is relatively similar throughout the project limits. The daily volumes range from 19,000 just west of the SR 417 interchange, to 21,000 east of the interchange, to 18,600 in the southern end of the corridor. Additional traffic characteristics are summarized in Table 1. Table 1 Summary of 2014 Traffic Count Data Count Location AAD West of the SR 417 Interchange 191000 9.0 54.2 4.3 West of Cranston Street 211000 9.0 54.2 5.8 0.15 Miles South of Artesia Street 181600 9.0 1 54.2 5.9 The intersections were analyzed using HCM 2010 methodologies as implemented by Synchro 8. The intersection counts along with LOS, delay, and volume -to- capacity (V /C) ratios for the study intersections are summarized in Figure 9. From the analysis, the four signalized intersections at Vistawilla Drive, the SR 417 interchange ramps, and Magnolia Street operate at LOS B during both peak hours with the exception of the SR 417 northbound ramps during the PM peak hour (LOS C). The unsignalized intersections from Palm Drive to Artesia Street (nine of the corridor's 12 unsignalized intersections) operate at LOS F during the AM peak hour but only two of those intersections (Hammock Lane and Artesia Street) have a volume to capacity (v /c) ratio greater than 1.0. The unsignalized intersections from Mactavandash Drive to Calypso Way and Laurel Oaks Court to Artesia Street (seven of the corridor's 12 unsignalized intersections) operate at LOS F during the PM peak hour, none of which have a v/c ratio greater than 1.0. Detailed output sheets from the operational analyses are provided in Appendix B. 1K 17 Kittelson & Associates, Inc. ti- 11 H 0 R H m 3 ma4vAAD 5445]x3 -0ollnoAOq mwlas59wl- wd[ES- 9L4YOEOW 6Mp -am 61J SOl}bruP}APn)S/IlafoS�opuioJ 9E0 tl5- �OM15mImaS bu)nupuo3 Rpuno3 apulwaS VS6ZFildj4JOAd }op4oP0 N }5�wwuosla)p }V }} v + - � LL 1L JjL U) z; °1 941 oo Of d U W bl'o m> < ° �S Q m tr < titr OC a �a [0 ZO w J � z O LL r F IL to d FM I cl cl V z z n� N z z Q y C W w 1L a rl� v 0 FM sz� del Z V w 4 �W � ' tr qtr ° i; o o" Z O z O w (n w H r w - - -. � DO W < Q Z CA P � H iL Of i� Hi HO VU ° LLo w �l `eZ a ov a w mod 11 tr o d0 SV VAViOV ¢ a > a Z % r LU a LU W z n d C W w 1L Q jL 1 moo mu° �6Z O ¢ ?u ot £ ¢ 0o 7 l > ?tr as IV tr M� O wW9 x t Y I� W a � a Ln ¢ 0�"2 Q 1E H L > p ryl z z z Q d0 VI 1 Q y m v o y o m M w K W I O nj Jci tuo> W U pp (D w U Y d F ¢ J ¢ WW O O .p 2 IL J w > W O 0 J O W z w w z ww w w »» O O 00 s � s O 000 of co c 0 Q U a. co �8Z iE W ¢ L ~�v°~OZ 11 Q Q oo of �z9b Q qtr Z �t Z a ^ a u4 _ I V IL cc <n � z p ° 0 z z 0 Q y °o Q y me y m w 1j1, w Y a a a w w mwm� N �SZ LL .,. h i 0 i W W H O t] O M H S - suo))oiad0 bu){sp'3 qol lnoROa uowpS$9w,- wd£E'3TOEbEAW 6Mp -am 61J SOl}bruP}RPn)SRIafoS�opuioJ 9EO tl5 -3T OM�5m�maS bu)nupuo3 Rpuno3 apu�wa5v�5EETjdj J0Ad }0puoPO N }st�wwuos�a)p }V }} w K l7 Ql LL JjL � JjS, dj�L JjL O� zu,°�n k-9 E61 Nm k,5 ZED wu °m �LZ ~ 651 mN X16 Y O�Ny '°r0 Y Y SZOL��rs 08 Y Y bLB � rt61 a W < Q W P- � W W l I Q titr -0 titr titr o titr a, a LU a J of Lu LL M p O cl Q z Q Q Q Q LU �u JjL M w JjL w JjL w JiL v ^Z J 0� ��b �6 0 U! Q 66L� � ti 9EG Q Z69� � n 099 Q -L9� �5 69L W O O l� 2�JpU �El l� S�oV �Z b9�1 J�> `L (D 9Z' Z str qtr sir qtr Lu — J a 4A O z Q W 0 CA Z Q Z m!> wo`dot � O rEa6vm `� W 5iry ZZ Z Q Old O e ¢ z? Do r919 9i r�zL z8 Ld LI H ���r w �' wa > wa w � a � 1 V a Q O a a O CO. � W a Q q w ¢ Z a U O O w !A Z w W o Y C j ✓ i ✓ L < a v a a s D a 2 mLL°° g 6E Jt mu-�° LEt�mLL �o Z 01 2 f 'Lz J Et� 'uoq Q LSZ� �omu ¢ l� ooij rEE6 Q olL� odgr099 Q �R `S — o'> pj �t r > 1t 1 U p Y W a a Ln r = N o U O y Q LL J F v,. Y� w W F LU w. w JOO •� F _ N Q Y'. y Q W W W W ,x- W"<� I UJ > 000 7 o o 0 A b � tar � zgz - o C 0 0 o 2 0 J S OlSNV2i0 r s n n n n `dl " t- HONV`dnNld .G d0 SVCINVAVIOVIN z � U y wW w � � N J w F r Q W z � `I Q iv � J r O O O p S - suo))oiad0 bu){sp'3 qol lnoROa uowpS$9w,- wd£E'3TOEbEAW 6Mp -am 61J SOl}bruP}RPn)SRIafoS�opuioJ 9EO tl5 -3T OM�5m�maS bu)nupuo3 Rpuno3 apu�wa5v�5EETjdj J0Ad }0puoPO N }st�wwuos�a)p }V }} Spring Avenue to Magnolia Street Existing Conditions Operational Field Observations November 2016 In order to verify that the results of the existing conditions operational analysis are reflective of current operations at the intersections along the study corridor, field observations were completed that focused on general vehicular operations. AM and PM peak hour field reviews were conducted on Friday July 24, 2015 and Tuesday July 28, 2015, respectively. The following summarizes the operational observations made during the AM and PM peak hours along SR 434. AM Peak Hour Operational Observations • SR 434 at SR 417 Interchange Area o The operations at the signalized intersections, including the interchange, were adequate for the demands of the peak hour. o No queue spill back issues were observed at the SR 417 interchange. o Eastbound platoons formed from the interchange. • Unsignalized side streets east of the interchange o Eastbound and westbound platoons were observed to significantly impact the side street operations. o Vehicles along the side street had a difficult time finding gaps in traffic along the SR 434 section between the interchange and Hammock Lane. Some experienced delays greater than 60 seconds. o Vehicles were observed using exclusive left -turn lanes as a two -stage crossing because it was difficult to find a simultaneous gap in eastbound and westbound traffic. • Overall Corridor /Miscellaneous Locations o The operations at the signalized intersections were adequate for the demands of the peak hour. PM Peak Hour Operational Observations • SR 434 at SR 417 Interchange Area o Eastbound queue lengths at the SR 434/SR 417 interchange did not extend beyond Jetta Point and the eastbound left -turn lane provided adequate storage. o Lane utilization was low for the outside eastbound lane through the merge area at the interchange. ■ Most drivers merged before the interchange area. 20 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 ■ Aggressive driving at the end of the lane merge to the east of the interchange was not observed. o A maximum queue of 20 cars was observed for the southbound left -turn lane at the southbound ramp terminal. o The signal timing and phasing of the interchange created eastbound platoons of approximately 40+ vehicles. o Overall, both interchange intersections operated adequately. Unsignalized side streets east of the interchange o Large platoons (approximately 40+ vehicles) were observed traveling eastbound as a result of grouping at the interchange signals. o Northbound and southbound vehicles attempting to turn left onto SR 434 had a difficult time finding a gap in the eastbound traffic and as a result, experienced delays of greater than 60 seconds. o Vehicles were observed using exclusive left -turn lanes as a two -stage crossing because it was difficult to find a simultaneous gap in eastbound and westbound traffic. Overall Corridor /Miscellaneous Locations o Eastbound platooning was observed throughout the corridor due to grouping at the interchange signals, and some westbound platooning was also observed. o Most vehicles appeared to be traveling approximately 40 to 45 mph throughout the corridor (estimated by car - following). o At the Palm Drive intersection, a westbound queue formed on SR 434 as a vehicle attempting to make a westbound left -turn onto Palm Drive had to wait for a gap in the opposing eastbound traffic. o Residual southbound queues from the signals to the south (at Franklin Street and Broadway Street) were observed impacting the southbound vehicles at the Magnolia Street signal during the peak period. I21 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions HISTORICAL CRASH ANALYSIS November 2016 The project team conducted a review of the crash history over a five -year study period, from 2009 through 2013. This study period was agreed upon because the 2014 crash data from FDOT's Crash Analysis Reporting System (CARS) was not yet verified at the start of the project, and the corridor's resurfacing project was under construction during 2014. Crash data and crash reports obtained from the FDOT CARS database, Signal 4 Analytics, and Seminole County. The Signal 4 Analytics data, maintained by the University of Florida along with the Seminole County data were used to supplement the CARS data. A summary table of all reported crashes over the study period is provided in Appendix C. For crash analysis purposes, the study area was broken into four primary areas based upon the geometric and operational characteristics potentially impacting safety performance: SR 434 from Spring Avenue to SR 417 interchange, the SR 434 at SR 417 interchange area, just east of the SR 417 interchange to Hammock Lane, and just south of Hammock Lane to Magnolia Street. The historical crash analysis is summarized for the overall SR 434 corridor and the four key areas in the following sections. SR 434 Corridor The following summarizes key metrics for the overall SR 434 corridor such as crash frequency and severity, time (day, week, month, and year), crash type, lighting conditions, and other factors. Frequency and Severity Over the study period (2009 through 2013), 219 crashes were reported on the SR 434 corridor from Spring Avenue to Magnolia Street. Diagrams illustrating each crash along with specific crash characteristics throughout the corridor are provided in Figure 10. The crash severity distribution of the SR 434 crashes is summarized in Table 2 and compared to the typical crash distribution of four -lane divided urban /suburban arterials and two -lane undivided suburban arterials in Florida. With 25 injury crashes (resulting in 33 injuries) in the four -lane section and 25 injury crashes (resulting in 39 injuries) and one fatal crash (resulting in two fatalities and three injuries) in the two -lane section, the severity rate along the study corridor is generally half the average severity rate of similar facilities in the state. Table 2 Crash Severity Distribution SR 434 Crashes (2009 -2013) — 4 -lane divided section 98 25 0 80% 20% 0% Florida 4 -lane Divided Urban /Suburban Arterials* 52% 47% 1% SR 434 Crashes (2009 -2013) — 2 -lane undivided section I 70 25 1 73% 26% 1% 11 Florida 2 -lane Undivided Urban /Suburban Arterials* 1 52.5% 1 46.5% 1 1°% 11 *Note: Florida crash distribution rates obtained from 2015 Plans Preparations Manual (PPM) Vol. 1, Table 23.5.3 ,k 22 Kittelson & Associates, Inc. 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Lm O �p D .E r cn O O V [\N,W . u U : L 2 z W m� W: r O u. �O �./ t x V Q U: i o 3 Z; O a< N W C J e W• qp r F � [\N,W Spring Avenue to Magnolia Street Existing Conditions Time November 2016 The crash frequency and severity are depicted by year and by month in Figure 11 and Figure 12, respectively. Reported crashes ranged between 35 and 54 per year over the study period. Severe crashes — crashes resulting in injury or fatality - ranged between five and nineteen per year. A crash in 2013 resulted in a fatality when a motorist traveling eastbound near Mactavandash Drive crossed the double yellow centerline and struck a westbound vehicle head -on. The westbound driver and one eastbound passenger were killed, and three others were injured. The roadway surface was wet and the collision occurred within a work zone. 60 P00 Injury Fatal 50 y r 40 y M V V 0 30 a� 20 z 10 - -- - - - - -- - - - - - -- - -- 2009 2010 2011 2012 2013 Year Figure 11 Crash Severity by Year (SR 434 Corridor) April experienced the most crashes of any month (28 crashes). May (23), August (22), and December (23) also had the high frequencies of crashes. The month of December experienced the highest number of severe crashes with nine injury crashes and the one fatal crash. There is no apparent trend from the monthly distribution of crashes. ,k 33 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 30 -------------------------------------------------------------------------------------------- - - - - -- 1 P0O ■Injury ■Fatal _ _________________________ _______________________________ Month Figure 12 Crash Severity by Month (SR 434 Corridor) The crash frequency and severity are depicted by day of week and by time of day in Figure 13 and Figure 14, respectively. The majority (58 percent) of crashes occurred on Tuesdays, Wednesdays, and Thursdays with 48, 41, and 39 crashes occurring on those days, respectively. The weekend accounted for the least amount of crashes along the corridor suggesting that many of the crashes may involve commuter traffic familiar with the roadway. 60 50 = 40 ca 0 30 v 20 z 10 0 Fatal Injury Monday Tuesday Wednesday Thursday Day of Week Figure 13 Crash Severity by Weekday (SR 434 Corridor) ,k 34 Kittelson & Associates, Inc. 25 y 20 L U "C 15 i W 10 7 2 5 1 P0O ■Injury ■Fatal _ _________________________ _______________________________ Month Figure 12 Crash Severity by Month (SR 434 Corridor) The crash frequency and severity are depicted by day of week and by time of day in Figure 13 and Figure 14, respectively. The majority (58 percent) of crashes occurred on Tuesdays, Wednesdays, and Thursdays with 48, 41, and 39 crashes occurring on those days, respectively. The weekend accounted for the least amount of crashes along the corridor suggesting that many of the crashes may involve commuter traffic familiar with the roadway. 60 50 = 40 ca 0 30 v 20 z 10 0 Fatal Injury Monday Tuesday Wednesday Thursday Day of Week Figure 13 Crash Severity by Weekday (SR 434 Corridor) ,k 34 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 v z L 0 L i z 120 -------------------------------------------------------------------------------------------------- ■ Fatal 100 ----------------------------- Injury 80 r - - -- PDO--------------------------------------- - - - - -- 40 4-------- - - - - -- Eff I ____ ---------- - - - -1? . - - - - -- 12AM -6AM 6AM -12PM 12PM -6PM 6PM -12AM Time Of Day Figure 14 Crash Severity by Time of Day (SR 434 Corridor) The time period from 12 PM to 6 PM accounted for approximately 51 percent of the total crashes along the corridor (111 crashes). This time period also accounted for 44 percent (22 crashes) of the severe crashes reported along the corridor. The time period between 6 AM to 12 PM and 6PM to midnight each accounted for approximately 20 percent of the corridor's crashes. They also each accounted for approximately 20 percent of the corridor's severe crashes. Despite only accounting for approximately 9 percent of the corridor's crashes, 18 percent of all severe crashes on the corridor occurred between 12 AM and 6 AM. The crash data was further broken down to isolate crashes during specific hours throughout the day as illustrated in Figure 15. The PM peak period between 4 PM and 6 PM accounted for 69 crashes (32 percent of the corridor's crashes). Some other key trends to note within the PM peak period are as follows: 55 percent of the PM peak period crashes occurred at the SR 434 at SR 417 interchange (note these crashes occurred prior to the interchange improvements) 88 percent of the PM peak period crashes were rear end crashes ,k 35 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions 40 35 m 30 z © 1A © © 25 U Sideswipe 0 20 a o o a o 15 E o 0 10 Z © 5 W Collision Type PDO -° Injury ■ Fatal ----------------------------------------------------------- - - - - -- t ------------------------ November 2016 © © © © © © © © ©© Sideswipe o o a a a o o a o o a o 0 0 © © © © © © © ©© 2 © x 0 0 0 0 0 0 0 0 0 0 0 0 0 © ri N M 100% LO Q0 r� W M © ri N M R:t LO Z r� W M 0 r-I N M ri ri ri ri ri ri ri ri ri ri N N N N Hour of Day Figure 15 Crash Severity by Hour of Day (SR 434 Corridor) Table 3 summarizes the collision types over the study corridor. Crash frequency and severity by collision types are depicted in Figure 16. Table 3 Crash Collision Type Over Study Corridor Crash Type Rear End TotalCrashes Frequency 151 Percent 69% Severe Crashes Frequency Percent 28 55% Fixed - Object/ Run off Road 22 10% 5 10% Sideswipe 13 6% 3 5.5% Angle 11 5% 5 10% Left Turn 8 3.5% 2 4% Head On 4 2% 2 4% Pedestrian 2 1% 2 4% Bicycle 1 0.5% 1 2% Other 7 3% 3 5.5% Total Crashes 219 100% 51 100% Sixty -nine percent of crashes were rear end collisions. The majority of these crashes occurred at the SR 434 at SR 417 interchange and will be described in greater detail in the following sections. Fifty -five of the corridor's severe crashes were a result of a rear end crash. The second most common crash type along the corridor was fixed - object /run off the road, accounting for 10 percent of the corridor's ,k 36 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 crashes. Angle and fixed - object /run off the road crashes each accounted for 10 percent of the corridor's severe crashes. Lighting ------------------------------------------------------------------------------------------ ■ Fatal ■ Injury 1111111 PDO ------------------------------------------------------------------------------------ - - - - -- -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - '- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Crash Type a� a k +� �z Figure 16 Crash Severity by Collision Type (SR 434 Corridor) Figure 17 displays the distribution of crash lighting conditions across the corridor. Approximately 22 percent of the reported crashes occurred in non - daylight conditions (dawn, dusk, or dark with /without street lights), including 28 percent of severe crashes. The majority of reported crashes (as including injury crashes) occurred in daylight conditions. ,k 37 Kittelson & Associates, Inc. 160 140 120 i 100 �..� pp rr�� Oka L 60 40 20 0 Lighting ------------------------------------------------------------------------------------------ ■ Fatal ■ Injury 1111111 PDO ------------------------------------------------------------------------------------ - - - - -- -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - '- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Crash Type a� a k +� �z Figure 16 Crash Severity by Collision Type (SR 434 Corridor) Figure 17 displays the distribution of crash lighting conditions across the corridor. Approximately 22 percent of the reported crashes occurred in non - daylight conditions (dawn, dusk, or dark with /without street lights), including 28 percent of severe crashes. The majority of reported crashes (as including injury crashes) occurred in daylight conditions. ,k 37 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 Fatal Crashes Daylight ------------------------------------------------------------------------ ■ Fatal ■ Injury ■ PDO ------------------------------------------------------------------ - - - - -- Dusk Dawn Dark wl Street Dark w/o Street Light Light Lighting Condition Figure 17 Crash Severity by Lighting Condition (SR 434 Corridor) One fatal crash occurred along the SR 434 corridor during the five -year analysis period. The crash number and a brief description are provided below. Crash Number 833010250 On December 29, 2013 at 10:00 AM a crash involving two vehicles occurred approximately 450 feet west of Mactavandash Drive along SR 434. One vehicle was traveling eastbound (Vehicle 1) and another vehicle was traveling westbound (Vehicle 2) along SR 434. For unknown reasons, Vehicle 1 crossed over the centerline and collided head -on with Vehicle 2. The crash occurred under daylight lighting conditions and wet roadway surface conditions. The driver of Vehicle 2 was pronounced deceased at the scene and a passenger in Vehicle 1 was later pronounced deceased at the hospital. The driver and two passengers of Vehicle 1 were injured as a result of the collision. The crash occurred within a work zone. Other Factors Other factors noted in the crash data included wet roadway surface conditions, alcohol and /or drug use, and school bus related operations. These factors were found to occur in the following proportion of reported crashes over the study period: • Wet Roadway Surface Conditions (23 percent) o 34 rear end crashes o 1 head -on crash and 2 sideswipe crashes o 3 angle and 2 left -turn crashes ,k 38 Kittelson & Associates, Inc. 180 160 140 N d y 120 M 100 0 y 80 10 E 60 Z 40 20 0 Fatal Crashes Daylight ------------------------------------------------------------------------ ■ Fatal ■ Injury ■ PDO ------------------------------------------------------------------ - - - - -- Dusk Dawn Dark wl Street Dark w/o Street Light Light Lighting Condition Figure 17 Crash Severity by Lighting Condition (SR 434 Corridor) One fatal crash occurred along the SR 434 corridor during the five -year analysis period. The crash number and a brief description are provided below. Crash Number 833010250 On December 29, 2013 at 10:00 AM a crash involving two vehicles occurred approximately 450 feet west of Mactavandash Drive along SR 434. One vehicle was traveling eastbound (Vehicle 1) and another vehicle was traveling westbound (Vehicle 2) along SR 434. For unknown reasons, Vehicle 1 crossed over the centerline and collided head -on with Vehicle 2. The crash occurred under daylight lighting conditions and wet roadway surface conditions. The driver of Vehicle 2 was pronounced deceased at the scene and a passenger in Vehicle 1 was later pronounced deceased at the hospital. The driver and two passengers of Vehicle 1 were injured as a result of the collision. The crash occurred within a work zone. Other Factors Other factors noted in the crash data included wet roadway surface conditions, alcohol and /or drug use, and school bus related operations. These factors were found to occur in the following proportion of reported crashes over the study period: • Wet Roadway Surface Conditions (23 percent) o 34 rear end crashes o 1 head -on crash and 2 sideswipe crashes o 3 angle and 2 left -turn crashes ,k 38 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 o 9 fixed - object /run off the road crashes • Alcohol and /or Drug Use (3 percent) — Alcohol use was noted in four crashes, drug use was noted in two crashes and one crash noted the use of both alcohol and drugs. o These crashes were not concentrated at one location, but were dispersed throughout the corridor. o 4 were fixed - object /run off the road crashes, 2 were rear end crashes, and 1 was a pedestrian related crash. School Bus Related — 2 crashes o Both crashes were rear -end crashes: ■ One occurred at the SR 417 interchange • Eastbound bus was stopped due to traffic in the vicinity of the interchange ■ One occurred south of Laurel Oaks Court • Northbound bus was stopped to let children off the bus • Resulted in two injuries to the passengers of the bus (school children) I� 39 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions SR 434 from Spring Avenue to the SR 417 Interchange November 2016 A total of 31 crashes occurred along this 4 -lane divided section of SR 434 during the five -year analysis period. The following section address key metrics observed such as time, collision type, lighting, and other factors. The crash frequency and severity are depicted by year in Figure 18. Reported crashes ranged between three and 12 per year over the study period. Severe crashes — crashes resulting in injury or fatality — averaged about two per year, with six injury crashes occurring in 2013. No fatal crashes were reported along this segment during the analysis period. 14 12 PA A 2009 PDO -------- - - - - -- 2010 Injury 2011 Year Fat Figure 18 Crash Severity by Year (Spring Avenue to SR 417 Interchange) The crash frequency and severity are depicted by day of week and by hour of day in Figure 19 and Figure 20, respectively. The most crashes occurred on Tuesdays (8 crashes), Wednesdays (6 crashes), and Thursdays (6 crashes). One crash each was reported on Saturday and Sunday. ,k 40 Kittelson & Associates, Inc. 10 y z N V U 8 O �O d 6 ma E Z 4 PA A 2009 PDO -------- - - - - -- 2010 Injury 2011 Year Fat Figure 18 Crash Severity by Year (Spring Avenue to SR 417 Interchange) The crash frequency and severity are depicted by day of week and by hour of day in Figure 19 and Figure 20, respectively. The most crashes occurred on Tuesdays (8 crashes), Wednesdays (6 crashes), and Thursdays (6 crashes). One crash each was reported on Saturday and Sunday. ,k 40 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions 9 ■ PDO ■ Injury ■ Fatal ------------------------------------------------------------------- 7 1A W 6 1A m L v 5 0 L 4 m 3 z 2 il r1. - - - -- -------------------------------- ----- -------------------------------- ----- -------------------------------- Monday Tuesday Wednesday Thursday Friday Saturday Sunday Day of Week Figure 19 Crash Severity by Weekday (Spring Avenue to SR 417 Interchange) November 2016 The PM peak period between 4 PM and 6 PM accounted for approximately 32 percent of the total crashes along this section (10 crashes). Despite only accounting for approximately seven percent of the segment's crashes, 17 percent of all severe crashes on this segment occurred between 12 AM and 6 AM. These findings are consistent with the overall corridor trend. PDO Injury E Fatal 7 ------------------------------------------------------------------------------------------- - - - - -- 6 --------- - - - - -- 1A W 5 LA m L 6 d3 -------------------------- ma 2 - - - - -- - ---- - - - - -- -- -------------------------- z - - - - -- 41 - - -- -" a P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 . .. . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. 0 r-I N ni Rt vY cO r� W M 0 r-I N M R:t LO c0 r� W M 0 r-I N M r-I r-I r-I r-I r-I r-I r-I ri ri ri N N N N Hour of Day Figure 20 Crash Severity by Hour of Day (Spring Avenue to SR 417 Interchange) ,k 41 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Collision Type November 2016 Table 4 summarizes the collision types over the study segment. Crash frequency and severity by collision types are depicted in Figure 21. Table 4 Crash Collision Type from Spring Avenue to SR 417 Interchange Approximately 65 percent of crashes were rear end collisions along this segment. Half of the segment's severe crashes were a result of a rear end crash. The second most common crash type along the corridor was left -turn, accounting for 13 percent of the segment's crashes. 25 tA 20 d r N 15 0 L 10 Rear End 20 64.5% 6 50% Left Turn 4 13% 1 8% Angle 2 6.5% 2 175/0 Head On 2 6.5% - - Pedestrian 1 3% 1 8% Other 2 6.5% 2 17% Total Crashes 31 100% 12 100% Approximately 65 percent of crashes were rear end collisions along this segment. Half of the segment's severe crashes were a result of a rear end crash. The second most common crash type along the corridor was left -turn, accounting for 13 percent of the segment's crashes. 25 tA 20 d r N 15 0 L 10 E 0 Z 5 0 �a PDO Injury w Fatal E-� a Crash Type Figure 21 Crash Severity by Collision Type (Spring Avenue to SR 417 Interchange) ,k 42 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Lighting. November 2016 Figure 22 displays the distribution of crash lighting conditions across the corridor. Approximately 84 percent of the reported crashes occurred in daylight conditions. Five crashes occurred under dark conditions (with and without street lights). Four of the dark crashes involved eastbound vehicles in the vicinity of the Vistawilla Drive intersection. PDO Injury ■ Fatal ---------------- -------------------------- ------------------------------------ --------------------------------------------- --------------------------- I Dusk Dawn Dark w/ Street Dark who Street Lighting Condition Light Light Figure 22 Crash Severity by Lighting Condition (Spring Avenue to SR 417 Interchange) Other Factors Other factors noted in the crash data included wet roadway surface conditions and alcohol and /or drug use. These factors were found to occur in the following proportion of reported crashes over the study period: Wet Roadway Surface Conditions (23 percent) o 4 rear end crashes o 1 angle and 1 left -turn crash o 1 fixed - object /run off the road Alcohol and /or Drug Use (3 percent) — Alcohol use was noted in one pedestrian crash along this segment. ,k 43 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions SR 434 at SR 417 Interchange November 2016 A total of 92 crashes occurred at the SR 434 at SR 417 interchange from 2009 to 2013. The interchange is a standard diamond interchange with signalization at both ramp termini. It should be noted that the historical crash data reflects old interchange lane configurations. Interchange improvements, which included lengthening the eastbound left -turn lane and extending a second eastbound through lane through the interchange area, were completed in 2014, after the five -year study period. The key observed metrics for the crashes at the interchange are summarized as follows. Tina The crash frequency and severity are depicted by year in Figure 23. Reported crashes ranged between 15 and 23 per year over the study period. Severe crashes — crashes resulting in injury or fatality — ranged from one to four per year. No fatal crashes were reported at the interchange during the analysis period. 25 20 F z � 15 v 0 L d E 10 Z 9 u MOVE Figure 23 -- - - - - - - - - - - - - FDO ■ Injury ■ Fatal 2010 2011 2012 Year Crash Severity by Year (SR 417 Interchange) 2013 The crash frequency and severity are depicted by day of week and by hour of day in Figure 24 and Figure 25, respectively. The crash frequency from Tuesdays through Thursdays was fairly consistent, with 18 to 19 crashes per day. The weekend accounted for 12 percent of the crashes at the interchange (11 crashes). ,k 44 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions 20 ---------------------------------------------------------------------------------------------------- ■ PDO ■ Injury ■ Fatal 18 - - - -- - - - -- --------------------------------------------- 16 __ E 14 - - - -- - - - -- ---------------------------- L 12 U 0 1 0 - -- - - - - - -- ------------------------- - - - - -- 0 November 2016 ------------------ - -� - -' Monday Tuesday Wednesday Thursday Friday Saturday Sunday � Day of the Week Figure 24 Crash Severity by Weekday (SR 417 Interchange) As shown in Figure 25, 38 crashes (41 percent) occurred during the PM peak period (4 PM to 6 PM). Despite accounting for less than 10 percent of the crashes at the interchange, 31 percent of all severe crashes at this location occurred between 12 AM and 6 AM. Some other key trends to note within the PM peak period are as follows: • All 38 crashes were rear -end crashes • Of the 38 rear -end crashes, 32 crashes (84 percent) occurred in the eastbound direction 20 PDO Injury Fatal 18 — 16 - -- ------------------------- LA 14 ------------------------------------------------------------ - - - - -- -- ------------------------- LA 12 ------------------------------------------------------------ - - - - -- -- ------------------------- U 0 10 ------------------------------------------------------------ - - - - -- -- ------------------------- 8 ------------------------------------------------------------ - - - - -- -- -- --------------------- E z zu6 - -- -- --------------------- 4 ------ - - - - -- - ----------------- 2 0 0 0 L 0 0 © © 8 ___ ------- E o a z6 - -- - - - - - -- a 4 - -- - - - - - -- - - - - -- 0 2 - -- - - - - - -- 0 November 2016 ------------------ - -� - -' Monday Tuesday Wednesday Thursday Friday Saturday Sunday � Day of the Week Figure 24 Crash Severity by Weekday (SR 417 Interchange) As shown in Figure 25, 38 crashes (41 percent) occurred during the PM peak period (4 PM to 6 PM). Despite accounting for less than 10 percent of the crashes at the interchange, 31 percent of all severe crashes at this location occurred between 12 AM and 6 AM. Some other key trends to note within the PM peak period are as follows: • All 38 crashes were rear -end crashes • Of the 38 rear -end crashes, 32 crashes (84 percent) occurred in the eastbound direction 20 PDO Injury Fatal 18 — 16 - -- ------------------------- LA 14 ------------------------------------------------------------ - - - - -- -- ------------------------- LA 12 ------------------------------------------------------------ - - - - -- -- ------------------------- U 0 10 ------------------------------------------------------------ - - - - -- -- ------------------------- 8 ------------------------------------------------------------ - - - - -- -- -- --------------------- E z zu6 - -- -- --------------------- 4 ------ - - - - -- - ----------------- 2 0 0 0 0 0 0 © © © ©© o a a a a a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ri N M LO (14 r� W M 0 ri N M R:t LO (14 r� W M 0 ri N M ri ri ri ri ri ri ri ri ri ri N N N N Hour of Day Figure 25 Crash Severity by Hour of Day (SR 417 Interchange) ,k 45 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Collision Type November 2016 Table 5 summarizes the collision types over the study corridor. Crash frequency and severity by collision types are depicted in Figure 26. Table 5 Crash Collision Type at the SR 434 at SR 417 Interchange Approximately 87 percent of crashes were rear end collisions at the interchange. Of those 80 rear -end crashes, 62 crashes (78 percent) involved eastbound vehicles. Approximately 84 percent of the severe crashes were rear end crashes. The second most common crash type along the corridor was fixed - object /run off the road, accounting for five percent of the interchange's crashes. •1 We y TotalCrashes z Severe Crashes Crash Type 60 50 Frequency Percent Frequency Percent Rear End 80 87% 11 845/0 Fixed - Object /Run Z 20 off o Road 5 5 °% 1 8 °% Sideswipe 4 4% - - Angle 2 2% 1 8% Left Turn 1 1°% - - TotalCrashes 92 100% 13 100% Approximately 87 percent of crashes were rear end collisions at the interchange. Of those 80 rear -end crashes, 62 crashes (78 percent) involved eastbound vehicles. Approximately 84 percent of the severe crashes were rear end crashes. The second most common crash type along the corridor was fixed - object /run off the road, accounting for five percent of the interchange's crashes. •1 We y 70 z 60 50 40 U E 30 Z 20 U1 9 NZ PDO Crash Type Injury Fatal y4. aao� O� �\�ea a Figure 26 Crash Severity by Collision Type (SR 417 Interchange) ,k 46 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Lighting. November 2016 Figure 27 displays the distribution of crash lighting conditions across the corridor. Approximately 87 percent of the reported crashes occurred in daylight conditions. Five crashes each occurred under dark - lighted conditions and dusk conditions. One crash each occurred at dawn and dark un- lighted conditions. Lighting does not appear to be a contributing factor to crashes in the interchange area. 90 ---------------------------------------- - - - - -- - - - -- ■ PDO ■ Injury ■ Fatal 230 ----------------------------------------- - - - - -- - - - - -- 70 ---------------------------------------------- - - - - -- - - - - -- MC U50 - - - -- -------- - - - - -- ---------------------------------------------------------------------- 6 v40 - - -- ----------------------------------------------------------------------- ma z30 - - - -- -------------------------------------------------------------------------------------- 20 - - - -- -------------------------------------------------------------------------------------- 10 - - - -- ------------------------------------------------------------------------------------- 0 Daylight Dusk Dawn Dark w/ Street Dark who Street Lighting Condition Light Light Figure 27 Crash Severity by Lighting Condition (SR 417 Interchange) Other Factors Other factors noted in the crash data included wet roadway surface conditions, alcohol and /or drug use, and the high crash direction. These factors were found to occur in the following proportion of reported crashes over the study period: • Wet Roadway Surface Conditions (26 percent) o 23 rear end crashes o 1 fixed - object /run off the road crash • Alcohol and /or Drug Use (2 percent) — Alcohol or drug use were noted in two rear end crashes at the interchange. • 62 of the 80 rear end crashes (78 percent) occurred in the eastbound direction. Eighty -four (84) percent of the eastbound rear end crashes occurred during the PM peak hour, when congestion is heaviest in the eastbound direction and the cross section narrows from two lanes to one lane through the interchange area (prior to the 2014 improvements). ,k 47 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions SR 434 from SR 417 Interchange to Hammock Lane November 2016 A total of 58 crashes occurred along the segment of SR 434 from just east of the SR 417 interchange to Hammock Lane from 2009 to 2013. The key observed metrics for the crashes along this segment are summarized as follows. The crash frequency and severity are depicted by year in Figure 28. Reported crashes ranged between eight and 16 per year over the study period. Severe crashes — crashes resulting in injury or fatality — ranged from one to five per year. One fatal head -on crash was reported along this segment of SR 434 in 2013. IiE Lee 14 N z 12 N V 10 0 d 8 10 6 Z kil 2 G. 2009 ■ PDO ■ Injury ■ Fatal 2010 2011 2012 2013 Year Figure 28 Crash Severity by Year (SR 417 Interchange to Hammock Lane) The crash frequency and severity are depicted by day of week and by time of day in Figure 29 and Figure 30, respectively. The crash frequencies were highest on Tuesdays and Wednesdays. The weekend accounted for 43 percent of the injury and fatal crashes along the segment (six crashes). 1K 48 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions 16 ■ PDO ■ Injury ■ Fatal 14 ---------- - - - - -- -------------------------------------------------------------- - - - - -- 1A12 ----------- - - - - -- -------------------------------------------------------------------------- m z m10 ----------- - - - - -- - - - -- ----------------------------------------------------------- L U 8 - - - -- - - - -- ---------------------------- - - - - -- ----------------- L 0 ------ 5 E Z 4 - - - -- ------------- - - - - -- - - - - -- 2 - - - - -- - - - - -- - -- 0 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Day of Week Figure 29 Crash Severity by Weekday (SR 417 Interchange to Hammock Lane) November 2016 As illustrated in Figure 30, the PM peak period (4 PM to 6 PM) accounted for 12 crashes (21 percent) along this segment. The segment also experienced four crashes in each hour between 7 AM and 10 AM. The fatal crash did not occur during the traditional AM or PM peak periods. 9 ------------------------------------- ■ PDO ■ Injury ■ Fatal 8 ------------------------------- - - - - -- 7 ------------------------------------- m m L 0 L 4 E3 --------- - - - - -- - - --- - - - - -- - - - Z 2r- - --- - - - - -- - - - 1 ----- - - - - -- - - - -- - 0 .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. O r-4 N IYI u7 0 r� M M O ri N M Rt vY [o r� W M O ri N M ri ri ri ri r-I r-I r-I r-I r-I ri N N N N Hour of Day Figure 30 Crash Severity by Hour of Day (SR 417 Interchange to Hammock Lane) Collision Type Table 6 summarizes the collision types over the study corridor. Crash frequency and severity by collision types are depicted in Figure 31. ,k 49 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Table 6 Crash Collision Type from the SR 417 Interchange to Hammock Lane November 2016 Crash Type Rear End TotalCrashes Frequency 32 Percent 57% Severe Crashes Frequency Percent 6 43% Fixed - Object /Run off Road 7 12% 2 14.5% Angle 5 9°% 1 7°% Sideswipe 4 7% - - Head On 2 3% 2* 14.5% Left Turn 2 3% - - Pedestrian 1 2°% 1 7°% Bicycle 1 2°% 1 7°% Other 3 5°% 1 7°% Total Crashes 1 58 1 100% 1 14* 1 100% * Note: One crash was a fatal Approximately 57 percent of crashes along this segment were rear end collisions, which also accounted for 43 percent of the severe crashes. The second most common crash type along the corridor was fixed - object /run off the road, accounting for 12 percent of the segment's crashes and approximately 15 percent of severe crashes. This segment was noted to present operational difficulties for motorists leaving the residential subdivisions and turn left. Angle and left -turn crashes combined (seven crashes) accounted for 12 percent of total crashes on this segment. There was also one pedestrian and one bicycle crash reported in this section, both of which resulted in injury. 35 ------ - - - - -- PDO Injury ■ Fatal 30 - - -- ----- - - - - -- 1A W : 25 -- - ---------------------------------------------------------------------------------------------- m 6 y15 -- ------------------------------------------------------------------------------------------------- ma 10 -- ------------------------------------------------------------------------------------------------- z 5 ----------------- 0 �Q. Q� C� Crash Type Figure 31 Crash Severity by Collision Type (SR 417 Interchange to Hammock Lane) ,k 50 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Lighting. November 2016 Figure 32 displays the distribution of crash lighting conditions across the corridor. Approximately 78 percent of the reported crashes occurred in daylight conditions. Six crashes occurred under dark - lighted conditions and four crashes occurred under dark - lighted conditions. Two crashes were reported at dusk. Lighting does not appear to be a contributing factor for crashes on this segment. LA LA m z m U �O m E 0 z 50 45 40 35 30 25 20 15 10 5 0 - - - - -- -------------------------- - - - - -- ---- - - - - -- PDO ■ Injury ■ Fatal ----------------------------------------------------------------- - - - - -- ------ 5 -------------------------------------------------------------------------------------- Daylight Dusk Dawn Lighting Condition 91111111" ------ Pr Da rk w/ Street Dark w/o Street Light Light Figure 32 Crash Severity by Lighting Condition (SR 417 Interchange to Hammock Lane) Other Factors Other factors noted in the crash data included wet roadway surface conditions and alcohol and /or drug use. These factors were found to occur in the following proportion of reported crashes over the study period: • Wet Roadway Surface Conditions (22 percent) o 5 rear end crashes o 2 angle crashes and 1 left -turn crash o 1 head on crash o 4 fixed - object /run off the road crash • Alcohol and /or Drug Use (3 percent) — Alcohol use was noted in two fixed - object crashes along this segment. ,k 51 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 SR 434 from South of Hammock Lane to Magnolia Street A total of 38 crashes occurred along the segment of SR 434 from just south of Hammock Lane to Magnolia Street from 2009 to 2013. Twelve (12) injury crashes and zero fatal crashes were reported along this segment during the five -year analysis period (2009- 2013). The key observed metrics for the crashes along this segment are summarized as follows. The crash frequency and severity are depicted by year in Figure 33. Reported crashes ranged between four and 11 per year over the study period. Severe crashes — crashes resulting in injury or fatality — ranged from zero to four per year. 12 ---------------------------- FDO ■ Injury ■ Fatal 10 - - -- -------- - - - - -- --- - - - - -- z8 - - - -- -------- - - - - -- --- - - - - -- L 0 6 - - - - - -- - - -- - - - - - -- - -- m 0 4 Z 2 - - - - -- - - - - - -- - - - - - -- - -- 0 2009 2010 2011 2012 2013 Year Figure 33 Crash Severity by Year (South of Hammock Lane to Magnolia Street) The crash frequency and severity are depicted by day of week and by time of day in Figure 34 and Figure 35, respectively. The crash frequencies were highest on Thursdays (29 percent) and Tuesdays (18 percent). While only accounting for 16 percent of total crashes, the weekend accounted for 33 percent of the injury crashes along the segment (four injury crashes). ,k 52 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions 12 ----------------------------------- - - - - -- ------------------------------------------------ PDO E Injury ■ Fatal 10 ---------------------------------------------- = --------------------------------------- - - - - -- v, z8 ---- - - - - -- - -- --------------------------------------------- L 0 6 - - - -- -------------- - - - - -- ---------------------------------------------- L 4 --- ------- ------ 0 ------ ----------------------------------- z 2 - -- - - - - - -- - - - - -- - - - - -- ------ = - - - - -- 0 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Day of Week Figure 34 Crash Severity by Weekday (South of Hammock Lane to Magnolia Street) November 2016 The PM peak period (4 PM to 6 PM) accounted for 9 crashes (24 percent) along this segment as shown in Figure 35. This is consistent with what was observed along the overall corridor. However, the most crashes to occur in one hour throughout the day was six crashes (between 6 PM and 7PM). The segment also experienced a total of six crashes (16 percent) between 10 PM and 2 AM. PDO Injury Fatal - -7 - - - - - - - - - - - - - - - - - - - - - 0 7 --- - - - - -- 0 6 ------ - - - - -- 1A 0 W 0 0 5 1A 0 m 0 L 0 0 0 y3 - - - - - - -- 0 0 0 0 0 2 z 0 0 0 0 0 PDO Injury Fatal - -7 - - - - - - - - - - - - - - - - - - - - - 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 r-4 N m Ln 0 r� W M 0 ri N m �t Ln tD r� M M 0 ri N m r4 r4 ri r4 r4 r4 r4 r4 r-I ri N N N N Hour of Day Figure 35 Crash Severity by Hour of Day (South of Hammock Lane to Magnolia Street) 1K 53 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Collision Type November 2016 Table 6 summarizes the collision types over the study corridor. Crash frequency and severity by collision types are depicted in Figure 36. Table 7 Crash Collision Type from South of Hammock Lane to Magnolia Street Approximately 48 percent of crashes were rear end collisions along this segment which accounted for 42 percent of the severe crashes. The second most common crash type along the corridor was fixed - object /run off the road, accounting for 26 percent of the segment's crashes. Sideswipe, angle, and left -turn crashes, which may be related to turning movements on the two -lane section, account for approximately 22 percent of total crashes and 41 percent of the segment's severe crashes. TotalCrashes Severe Crashes Crash Type 16 Frequency Percent Frequency Percent Rear End 18 47.5% 5 420//Q- Fixed-Object/Run 8 E off Road 10 26% 2 17% Sideswipe 5 13.5% 3 25% Angle 2 5°% 1 8°% Left Turn 1 3°% 1 8°% Other 2 5°% - - TotalCrashes 1 38 1 100% 1 12 1 100% Approximately 48 percent of crashes were rear end collisions along this segment which accounted for 42 percent of the severe crashes. The second most common crash type along the corridor was fixed - object /run off the road, accounting for 26 percent of the segment's crashes. Sideswipe, angle, and left -turn crashes, which may be related to turning movements on the two -lane section, account for approximately 22 percent of total crashes and 41 percent of the segment's severe crashes. k ------------------------------------------------------------------------------ PDO Injury Fatal---------------------------------------- -- ------------------------------------------------------------------------------------------------- -- ----- - - - - -- --------------------------------- -- ----------- --------------------------------- Q-` Crash Type e .^ KK le O� Figure 36 Crash Severity by Collision Type (South of Hammock Lane to Magnolia Street) ,k 54 Kittelson & Associates, Inc. 20 18 16 14 U 12 0 10 L m 8 E 6 Z 4 2 0 k ------------------------------------------------------------------------------ PDO Injury Fatal---------------------------------------- -- ------------------------------------------------------------------------------------------------- -- ----- - - - - -- --------------------------------- -- ----------- --------------------------------- Q-` Crash Type e .^ KK le O� Figure 36 Crash Severity by Collision Type (South of Hammock Lane to Magnolia Street) ,k 54 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Lighting. November 2016 Figure 37 displays the distribution of crash lighting conditions across the corridor. Approximately 47 percent of the reported crashes along this segment occurred at night. Eight crashes occurred under dark - unlighted conditions and six crashes occurred under dark - lighted conditions. There were also four crashes that occurred at dusk. Notably distinguished from the other sections of the corridor, lighting appears to be a strong contributing factor to crashes in this section. at K J1 Figure 37 Other Factors ----------------------------------------------------------------------- ■ PDO ■ Injury ■ Fatal ----------------------------------------------------------------- - - - - -- Daylight Dusk Dawn Lighting Condition r Da rk wl Street Dark who Street Light Light Crash Severity by Lighting Condition (South of Hammock Lane to Magnolia Street) Other factors noted in the crash data included wet roadway surface conditions and alcohol and /or drug use. These factors were found to occur in the following proportion of reported crashes over the study period: Wet Roadway Surface Conditions (18 percent) o 2 rear end crashes o 2 sideswipe crashes o 3 fixed - object /run off the road crash Alcohol and /or Drug Use (5 percent) — Alcohol use was noted in one fixed - object crash along this segment and drug use was noted in one fixed - object crash along this section. ,k 55 Kittelson & Associates, Inc. 16 14 i 12 U 0 10 L p 8 E 0 6 2 4 K J1 Figure 37 Other Factors ----------------------------------------------------------------------- ■ PDO ■ Injury ■ Fatal ----------------------------------------------------------------- - - - - -- Daylight Dusk Dawn Lighting Condition r Da rk wl Street Dark who Street Light Light Crash Severity by Lighting Condition (South of Hammock Lane to Magnolia Street) Other factors noted in the crash data included wet roadway surface conditions and alcohol and /or drug use. These factors were found to occur in the following proportion of reported crashes over the study period: Wet Roadway Surface Conditions (18 percent) o 2 rear end crashes o 2 sideswipe crashes o 3 fixed - object /run off the road crash Alcohol and /or Drug Use (5 percent) — Alcohol use was noted in one fixed - object crash along this segment and drug use was noted in one fixed - object crash along this section. ,k 55 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions SAFETY CRASH RATIO EVALUATION The corridor's safety crash ratio was calculated to compare the annual crash the critical crash rates of similar facilities throughout FDOT District 5 and method has historically been used by the FDOT and some local agencies to id The method takes into account the traffic volume at specific sites, considers by including regional or statewide averages, and classifies roadway types applicable comparisons. However, the safety crash ratio method includes the • Does not account for "Regression -to- the - Mean" bias • Assumes a linear relationship between traffic volume and crashes • Does not consider crash severity November 2016 rates along the corridor to the State of Florida. This .nntify high -crash locations. the variance in crash data into categories for more following limitations: The safety crash ratio was evaluated on the corridor as a general overarching indicator of safety and should be regarded as a supplementary measure to the other analyses presented in the Existing Conditions Analysis. Crash rates were calculated for the following segments and intersections: • SR 434 from Spring Avenue to west of the SR 434/SR 417 Interchange (Urban 4 -Lane Divided) • SR 434 at SR 417 interchange ramp intersections (Urban Toll Road: 3 -Leg Intersection) • SR 434 from east of the SR 417 Interchange to Hammock Lane (Suburban 2 -Lane Undivided) • SR 434 at Hammock Lane intersection (Suburban 2 -Lane Undivided: 3 -Leg Intersection) • SR 434 from south of Hammock Lane to Magnolia Street (Suburban 2 -Lane Undivided) • SR 434 at Magnolia Street intersection (Suburban 2 -Lane Undivided: 4 -Leg Intersection) The calculated rates were compared to critical rates for similar facilities across District 5 and the State of Florida, respectively. The equation used to calculate the critical crash rate is shown below: FM V 1 CCR= AVG +K* -- 2M Where, CCR = Critical Crash Rate AVG = Statewide /Districtwide Average Crash Rate (by facility) K = Test Factor, for critical rate in suburban area = 1.960 M = Exposure (million vehicle miles travelled) ,k 56 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 The safety crash ratio, calculated for each location annually, is equal to the location's actual crash rate divided by the statewide (or districtwide) critical crash rate. Figure 38 through Figure 44 depicts the safety ratios on a districtwide and statewide basis for each of the three analyzed segments and four analyzed intersections, from 2009 to 2013. - —SR 434 (Urban 4- Lane), west of SR 417(D5) — sm SR 434 (Urban 4- Lane, west of SR 417 (Statewide) 1.2 1.0 0.8 5.0 O -- ---------------------------------------------------- ------------------------- - - - - -- ---- - - - - -- -P M r M 0.6 M M 4.0 ------ - - - - -- 0.4 0.2 0.0 4-- 2009 1 7.0 6.0 ------------------------------------------------------------------------- - - - - -- --- - - - - -- ------ - - - - -- 00,00f000 or i ♦ � 7 00 ---------------------------------------------------------------- de i 2010 2011 2012 2013 Year Figure 38 Safety Crash Ratio Summary — SR 434, west of SR 417 t SR 434 at SB SR 417 Ramp Terminal (D5) —4, SR 434 at SB SR 417 Ramp Terminal (Statewide) 1.0 0.0 11 1 2009 2010 2011 Year 2012 Figure 39 Safety Crash Ratio Summary — SR 434 at SB SR 417 Ramp Terminal Intersection 2013 I57 Kittelson & Associates, Inc. 5.0 -- ---------------------------------------------------- ------------------------- - - - - -- ---- - - - - -- .2 r M 4.0 ------ - - - - -- v M .. 1 3.0 ----------------------------------------------------------- ---- ----- ---- ----- ---- --- - - - - --- - ----- - - - - -- ------------------ 2.0 1.0 0.0 11 1 2009 2010 2011 Year 2012 Figure 39 Safety Crash Ratio Summary — SR 434 at SB SR 417 Ramp Terminal Intersection 2013 I57 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 SR 434 at NB SR 417 Ramp Terminal (D5) — F SR 434 at NB SR 417 Ramp Terminal (Statewide) 3.0 T---- - - - - -- --------------------------------------------------------------------------------- - - - - -- 2.5 ---- - - - - -- - -- 2.0 ----------------------------------------------- 0 M Cr .�W 1.5 ---------------------------------------- m W W 10 V do ~ N i goo 0.5 ------------------ y - r J 0.0 2009 2010 2011 Year 2012 Figure 40 Safety Crash Ratio Summary — SR 434 at NB SR 417 Ramp Terminal Intersection 2013 m=mv�m SR 434(Suburban 2- Lane), east of SR 417 to Hammock (D5) — olon SR 434(Suburban 2- Lane), east of SR 417 to Hammock (Statewide) 1.2 ----------------------------------------------------------------------------------------------------------------------------------------- 1.0 0 8' ---------------------------------------- - - - - -- --------------------------------------------------------------------------- 0 i � M --- ----- ---- --- - -- ---- ----- ----- ---- - -- -- ---- -- - - -- -� --- ----------------- -;------------------------------ m 4- W M CA 0.4 0.2 ----------------------------------------------------------------------------------------------------------------------------------------- 0.0 2009 2010 2011 2012 2013 Year Figure 41 Safety Crash Ratio Summary — SR 434, from SR 417 to Hammock Lane I58 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 t SR 434 at Hammock Lane (D5) — F SR 434 at Hammock Lane (Statewide) 4.0 ---------------------------------------------------------------------------------------------------------------------------------------- 3.5 -------------------------------------------------------------------------------------------------- 3.0 -------------------------------------------------------------- --- - - - - -- ------------------------ 0 2.5 - -- --------------------- - - - - -- --------- - - - - -- -------------- ---------------------------------- m ILb 2.0 --- - - - - -- i i in1.5 --- ----------------------------- 1.0 0.5 --------------------------------------------------------------------------------------------------- 0.0 2009 2010 2011 Year 1.2 1.0 won a ------------------------------- - - - - -- 2012 Figure 42 Safety Crash Ratio Summary — SR 434 at Hammock Lane TSR 434(Suburbar 2- Lane), Hammock Lane to Magnolia Street (D5) — JIM SR 434(Suburbar 2- Lane), Hammock Lane to Magnolia Street (Statewide) 0 0.8 ------------------------------------------------------------------------------------------ WO or M _ rA 0.4 0.2 0.0 2009 2010 2011 Year 2012 2013 --------- - - - - -- - - - - - - - - - Figure 43 Safety Crash Ratio Summary — SR 434, from Hammock Lane to Magnolia Street 2013 I59 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions 4.0 3.5 3.0 -f - - - - -- November 2016 SR 434 at Magnolia Street (D5) — 0� SR 434 at Magnolia Street (Statewide) ------------------------------------------------------------------------------------------------------------------------- - - - - -- 0 2.5 -------------- ---- - - - - -- ----------------------------- 1ZM \ of .�r 2.0 --------------------------------------- - - - - -- ----- - - - - -- f- - - - - -- ---- \-- - - - - -- ------------------------ y M / \ LA1.5 -------------------------------- - - - - -- --- - - - - -/ --------------------------- ♦ / \ . 1.0 0.5 0.0 4— 2009 \ _ _ a ■ ----------------------------------------------------------------- 2010 2011 Year 2012 Figure 44 Safety Crash Ratio Summary — SR 434 at Magnolia Street 2013 Detailed information supporting the safety crash ratio analysis is provided in Appendix C. The findings of the safety crash ratio analysis illustrated in the previous figures are generally summarized as follows: • The segment crash rates (Figure 38, Figure 41, and Figure 43) are generally less than the statewide or D5 average crash rates. • The SR 417 southbound ramp intersection (Figure 39) and Hammock Lane intersection (Figure 42) crash rates were consistently higher than the statewide or D5 average crash rates. • The SR 417 northbound ramp intersection (Figure 40) and the Magnolia Street intersection (Figure 44) crash rates were generally near to or less than statewide or D5 average crash rates, but both experienced a spike in 2011 exceeding the average crash rates. ,k 60 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions FIELD OBSERVATIONS November 2016 Project team members conducted a field review of the corridor on July 24, 2015 and July 28, 2015. Team members familiar with the corridor's crash history drove the corridor several times in daylight and dark conditions and also walked the corridor in both directions during the AM and PM peak periods. The purpose of the field review was to identify and document the presence and condition of existing facilities and make observations regarding traffic operational and safety issues. The following provides the findings of the field review summarized by category. Pedestrians and Bicycles Sidewalk is provided intermittently along the SR 434 study corridor, as follows: • Spring Avenue to Palm Avenue — sidewalk present on both sides • Palm Avenue to Magnolia Street — intermittent sidewalk present on either side of SR 434, generally in front of developed parcels, and sidewalk gaps in front of undeveloped parcels Sidewalk widths, where present, were typically five feet. Special emphasis crosswalk markings are provided at the signalized intersections. Where sidewalks are present, an inconsistent mix of standard crosswalk markings or no crosswalk markings were present at stop - controlled approaches of unsignalized intersections. No midblock or uncontrolled crosswalks are provided within the study limits. Two pedestrian crashes occurred over the study period, one near the Vistawilla Drive intersection and one near the Mactavandash Drive intersection. The field review confirmed there are marked bicycle lanes on both sides of SR 434 throughout the study limits. The typical width is four -to -five feet. Key hole bicycle lanes are provided where there are exclusive right -turn lanes. The bicycle lanes were marked during the 2014 repaving project, after the 2009 to 2013 study period. One bicycle crash occurred over the study period near the Hammock Lane intersection. School Bus Stops School buses operate and conduct stops along SR 434. The school bus stops in the travel lane to board and alight students. In the two -lane undivided section, traffic in both directions is required to stop when the school bus is boarding or alighting. One rear end crash involving a northbound school bus occurred south of Laurel Oaks Court while the bus was alighting students. Two students were injured. Another rear end crash involving an eastbound school bus occurred at the SR 417 interchange, but it did not involve boarding or alighting operations (i.e., typical stop- and -go rear end crash). ,k 61 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Geometric Design Elements November 2016 Observations on the corridor related to geometric design elements are summarized as follows: Posted Speeds The posted speeds vary between 50 mph on the west end of the corridor to 40 mph on the south end of the corridor, as illustrated below: • 50 mph —west of Spring Avenue to west of Jetta Point • 45 mph —west of Jetta Point to west of Hammock Lane (horizontal curve) • 40 mph —west of Hammock Lane (horizontal curve) to south of Magnolia Street Roadway Shoulders SR 434 is curb - and - gutter from Spring Avenue to Palm Avenue, and open section from Palm Avenue to Magnolia Street. As mentioned previously, the paved shoulder was widened to mark the bike lane east of the interchange in 2014. According to FDOT straight line diagrams (included in Appendix D), SR 434 had two -foot or four -foot paved shoulders in the open sections during the five -year study period (2009 to 2013), as follows: • Two -foot paved shoulders — Palm Avenue to west of Hammock Lane (horizontal curve) • Four -foot paved shoulders —west of Hammock Lane (horizontal curve) to Laurel Oaks Court • Two -foot paved shoulders — Laurel Oaks Court to Magnolia Street Fixed object / run off the road crashes represent 10 percent of the overall corridor crashes. This proportion is also fairly consistent from Palm Avenue to Hammock Lane (11 percent). However, fixed object and run off the road crashes increase to 27 percent of total crashes in the section south of Hammock Lane to Magnolia Street. The clear zone is at its narrowest within this section, with landscaping and trees approximately 12 to 15 feet from the edge of travel lanes, and the lawn shoulders slope down away from the road toward the drainage areas. With the provision of four -foot paved shoulders (marked as bike lanes) consistently through the corridor, motorists are expected to have improved recoverability due to the additional hard pavement outside the travel lane. 62 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Horizontal Curvature November 2016 The corridor has a major horizontal curve in the vicinity of Hammock Lane, changing the road's orientation from west -east (to the west) to south -north (to the south). FDOT's straight line diagram shows the curve to be approximately 1,120 feet long, with an intersection angle of approximately 90 degrees and a 716 -foot radius. Approaching the curve from the west, a combination curve /intersection warning sign alerts drivers of the upcoming curve and the Hammock Lane intersection mid -way through the curve. Approaching the curve from the south, optical speed bars provide an increased sense of driver awareness approaching the curve, along with the combination curve /intersection warning sign. Post - mounted chevron signs are provided at 100 -foot intervals along the outside of the curve south of Hammock Lane. The chevron signs, along with the raise pavement markers (RPMs), help delineate the curve for the motorists. During the five -year analysis period (2009 -2013) there were 19 reported crashes along the horizontal curve, of which six resulted in injury. The horizontal curvature may have contributed to three run-off - the -road crashes, two sideswipe crashes, one head -on crash. Other crashes on the segment related to the Hammock Lane intersection, such as left -turn, angle, and rear -end crashes. J f0.0 n" fp4 Optical bars on northbound approach Chevron signs The straight line diagram also identifies two minor horizontal curves (approximately 200 feet or less in length) at the south end of the corridor, near Sweetwater Creek Circle and Magnolia Street. There is no apparent crash history associated with the horizontal curvature at these locations. 63 Looking North Sweetwater Creek Circle Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions Intersection Sight Distance November 2016 Intersection sight distance is limited at several intersections along the study corridor, as follows: • Palm Drive o Sight distance limited to 365 feet to the east for a northbound left -turn o Sight distance limited by overgrown landscaping in the southeast corner o A design speed of 45 mph requires 530 feet of intersection sight distance at the stop- controlled approaches (Standard Index No. 546, Sheet 3) o No reported crashes related to sight distance • Mactavandash Drive o Sight distance limited to the east for a northbound left -turn o Stop bar is located 25 feet from edge of travel lane and sight distance is limited by neighborhood monument signs in southwest and southeast corners o No reported crashes related to sight distance • Cranston Street o Sight distance limited for a southbound left -turn o Stop bar is located 25 feet from edge of travel lane and sight distance is limited by neighborhood monument signs /landscaping in northwest and northeast corners o One angle crash occurred involving southbound left- turning and westbound vehicles • Artesia Street o Sight distance limited to 380 feet to the south for an eastbound left -turn o Sight distance limited by overgrown trees along SR 434's west side south of the intersection o A design speed of 40 mph requires 475 feet of intersection sight distance at the stop- controlled approaches (Standard Index No. 546, Sheet 3) o One angle crash occurred involving eastbound left- turning and southbound vehicles • Sweetwater Creek Circle o Sight distance limited to 405 feet to the north for a westbound left -turn o Sight distance limited by vertical curve north of the intersection o A design speed of 40 mph requires 475 feet of intersection sight distance at the stop- controlled approaches (Standard Index No. 546, Sheet 3) o No reported crashes related to sight distance 64 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions • Magnolia Street o Sight distance limited to 245 feet to the south for a westbound right -turn o Sight distance limited by landscaping /trees on residential lot to the south November 2016 o A design speed of 40 mph requires 475 feet of intersection sight distance at the stop- controlled approaches (Standard Index No. 546, Sheet 3) o No reported crashes related to sight distance The intersection sight distance can be improved at some locations by moving the stop bar forward (Mactavandash Drive, Cranston Street) or by trimming landscaping (Palm Drive, Artesia Street). Signing and Pavement Markings Signs and pavement markings were observed to be in good condition, including their retroreflectivity at night. The study corridor was resurfaced in 2014. Fresh signs and pavement markings are expected to positively impact crash frequencies as delineation and messaging is clearer than it was over the five - year study period (2009 to 2013). 311 project — new pavement markings ,k 65 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Existing Conditions November 2016 Lighting Street lighting is generally not present on the corridor. Lighting present in the following intersection vicinities provide intermittent illumination on SR 434: Vistawilla Drive, SR 417 interchange, Mactavandash Drive, Calypso Way, Hammock Lane, Sweetwater Creek Circle, and Magnolia Street. Street lighting or decorative lighting is also present on the side streets of Pinebranch Circle, Calypso Way, Laurel Oaks Court / Ellington Place, Sweet Violet Drive, Artesia Street, and Sweetwater Creek Circle. However, this side street lighting does not appear to provide noticeable benefit to SR 434. Street lighting is introduced along SR 434 south of Magnolia Street. With the lack of consistent street lighting throughout the study corridor, the retroreflectivity of the signs, pavement markings, and RPMs is essential. The historical crash analysis previously noted that approximately 46 percent of the reported crashes along the segment south of Hammock Lane to Magnolia Street occurred at night (19 night -time crashes). ,k 66 Kittelson & Associates, Inc. Section 4 Crash Countermeasures Spring Avenue to Magnolia Street Crash Countermeasures November 2016 CRASH COUNTERMEASURES FDOT constructed improvements within the study corridor in 2014 (FM 422015 -1), including interchange improvements at the SR 417 interchange and a 3R (resurfacing, restoration and rehabilitation) project from west of Jetta Point to beyond the southern study limits at Magnolia Street. These improvements were constructed after the historical crash analysis period (2009- 2013), and therefore the potential safety benefits of these projects are not reflected in the historical crash analysis. Prior to testing the potential benefits of other proposed safety improvements, the benefits of the 2014 3R project improvements were estimated. Additional potential crash countermeasures were then identified and applied for benefit -cost assessment. FDOT 3R PROJECT (2014) IMPROVEMENTS As part of an FDOT resurfacing project, the lane configurations at the SR 434 / SR 417 interchange area were modified in 2014: • The eastbound left -turn lane was extended by approximately 200 feet. • Prior to the improvements, SR 434's two eastbound lanes merged into a single lane on approach to the SR 417 southbound ramps signalized intersection. Only one eastbound through lane was carried through the interchange ramp intersections. • The number of SR 434 eastbound through lanes carried through SR 417 northbound ramps intersection was increased from one to two lanes. • The merge area upstream of the interchange was eliminated. Merge pavement markings were introduced within the interchange area and the merge taper occurs just east of the northbound ramps intersection. In addition to the SR 417 interchange improvements, the following improvements were made to the study corridor between Jetta Point and Magnolia Street: • Roadway pavement was resurfaced. • Signing and pavement markings were updated. • East of the SR 417 interchange, the two -foot paved shoulders were widened to four feet (paved) and marked as bicycle lanes. • At some locations, existing 11 or 12 -foot lanes were narrowed to 10 feet to accommodate the bicycle lane. These included Palm Drive to Mactavandash Drive (12 -foot lanes narrowed to 10 feet) and south of Hammock Lane to Artesia Street (11 -foot lanes narrowed to 10 feet). ,k 68 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Crash Countermeasures November 2016 The project team estimated the safety benefits of the 3R project improvements using crash modification factors (CMFs), where available. CMFs were identified directly from the HSM or from the CMF Clearinghouse database, which is funded by the Federal Highway Administration (FHWA) and maintained by the University of North Carolina Highway Safety Research Center at the following web address: http : / /www.cmfclearinghouse.org /. A CMF is a multiplicative factor used to compute the expected number of crashes after implementing a given countermeasure at a specific site. CMFs have been developed for a variety of countermeasures through decades of safety research; however, CMFs are not available for many crash countermeasures. Supporting information for CMFs include area type, crash type, severity type, standard error (if available), and a star rating. The star rating system is managed by the FHWA and denotes the CMF's quality on a one -to -five scale, where five indicates the highest or most reliable rating. CMFs with four and five -star ratings were prioritized for use in this analysis, but CMFs with three -star ratings were used for several countermeasures where no other information was available. These lower -rated CMFs are generally more indicative of a crash reduction trend and should not be heavily relied on for specific crash reduction approximation. For the 3R project, the paved shoulder widening from two feet to four feet (to provide bicycle lanes) is expected to reduce run - off - the -road crashes. Relevant CMFs for shoulder widening have been developed for rural facilities, where there is typically no curb - and - gutter present. Even though the SR 434 corridor is considered a suburban facility throughout this study, CMFs related to lane departure crashes in rural facilities were considered applicable due to the roadway's flush shoulder cross - section (i.e., no curb - and - gutter). The estimated CMF used for the widened shoulder improvement is 0.88 and was applied to the roadway segments from Palm Drive to Magnolia Street. For the sections that required narrowing existing 11 or 12 -foot lane widths to 10 feet, an additional CMF of 1.09 was applied — resulting in an overall CMF of 0.96 for those particular segments. These CMFs were applied to expected annual crash rates to estimate the baseline expected crashes in future years (as discussed later in Section 5). POTENTIAL COUNTERMEASURE IDENTIFICATION Additional potential countermeasures were considered to reduce crashes on the corridor. Prior to identifying improvements for specific locations along the corridor, a variety of potential crash countermeasure improvements were defined being appropriate to the context of this corridor. This Toolbox of Countermeasures was identified by a review of research and relevant literature documented in the FHWA CMF Clearinghouse and the HSM. The countermeasures are described within the following categories: roadway, intersection, and lighting. Roadway Improvements — the roadway category consists of improvements implemented within the roadway's traveled cross - section effecting roadway segment driver behavior and /or traffic operations. The countermeasures identified are designed to reduce roadway /lane departures through increased driver awareness and pavement marking retro reflectivity. An example roadway improvement is ,k 69 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Crash Countermeasures November 2016 centerline and shoulder rumble strips (see Figure 45). Audible vibratory pavement markers or profiled thermoplastic, having the same desired outcome as rumble strips, may also be utilized. Figure 45 Example of Centerline Rumble Strips (Left) and Profiled Thermoplastic (Right) Intersection Improvements — the intersection category consists of various improvements at specific intersections primarily intended to improve the safety of intersection maneuvers and to increase driver awareness at and on approach to intersections. Intersection improvements include installing signal head backplates with 3" yellow reflective sheeting around the edges, constructing left and right turn lanes at unsignalized intersections, converting from full to directional median openings at unsignalized intersections, extending turn lanes at unsignalized intersections to meet minimum deceleration distances, and increasing intersection sight distance. An example of a full median opening at Calypso Way and an example directional median treatment (from CR 419) are provided in Figure 46. I Figure 46 Full Median Opening (Left) and Directional Median Opening (Right) Examples Lighting — the lighting category consists of additional illumination to improve the visibility at intersections and along specific segments of SR 434. These improvements are intended to reduce the number of roadway departure crashes along the roadway in dark and dusk lighting conditions. ,k 70 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Crash Countermeasures November 2016 The project team identified CMFs for each countermeasure, where available. Table 8 summarizes the countermeasures identified for consideration on the SR 434 corridor and whether a CMF is available for each countermeasure. Table 8 SR 434 Corridor Toolbox of Crash Countermeasures Countermeasure Common Crash Types Crash Countermeasures Category • Run -Off Road • Install Centerline Audible Vibratory • Fixed Object Pavement Markers Roadway • Overturned Vehicle • Install Shoulder Audible Vibratory Pavement • Head -On Markers • Install Signal Head Backplates and Add 3" Yellow Reflective Sheeting at Signalized Intersections • Construct Left and Right Turn Lanes at Unsignalized Intersections • Convert from Full to Directional Median Openings at Unsignalized Intersections • Rear -End • Extend Turn Lanes at Unsignalized Intersection • Left - Turning Intersections to Meet Minimum Deceleration • Angle Distances • Increase Sight Distance for Turning Movements • Providing U -Turn Locations West of Palm Drive and at Hammock Lane • Converting Hammock Lane to a Signalized Intersection (Short Term) or a Roundabout (Long Term) • Run -Off Road • Install Intersection Lighting Lighting • Fixed Object • Install Segment Lighting • Non - Daylight Conditions *Note: Italic font denotes countermeasures that do not have well - established CMFs A CMF having a standard error indicates a statistical level of confidence in that countermeasure's effectiveness to reduce crashes. However, standard errors are not included with all CMFs in the CMF Clearinghouse. Therefore, for consistency in this analysis, the average CMF is used for each countermeasure, but it is recognized that each countermeasure's effectiveness to reduce crashes may vary among different locations and implementation scenarios. The project team identified documented safety trends and applied engineering judgment to support the consideration of proposed countermeasures that do not have established CMFs. A detailed list of countermeasures and applicable CMFs is provided in Appendix E. More information on the development and application of CMFs is available in Part D of the HSM. ,k 71 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Crash Countermeasures POTENTIAL COUNTERMEASURE APPLICATION November 2016 The potential improvements within the Countermeasure Toolbox were applied to specific locations taking into consideration the context of the corridor, crash types reported over the 5 -year study period, and contributing factors identified by crash analysis and field reviews. The result was a collection of location -based projects ranging in cost and expected effectiveness. Table 9 summarizes the potential improvements for the specific locations discussed above. As shown, a comprehensive range of countermeasures was identified to address the reported crashes and reduce the potential for future crashes. The following section describes the evaluation process applied to prioritize projects based on expected cost - effectiveness. Table 9 Potential Countermeasure Improvements by Location Location Potential Spring Avenue • None identified Spring Avenue to Vistawilla Drive • None identified • Install intersection lighting Vistawilla Drive • Install signal head backplates and add 3" yellow reflective sheeting at signalized intersections Vistawilla Drive to Jetta Point • None identified Jetta Point • None identified • Install signal head backplates and add 3" yellow reflective sheeting SR 417 Interchange Ramp Intersections at signalized intersections • Construct westbound left turn lane • Increase sight distance in the southeast corner by trimming back Palm Drive brush /shrubbery • Provide westbound U -turn just west of intersection Palm Drive to Mactavandash Drive • Install audible vibratory pavement markers • Convert to a directional median opening • Install intersection lighting Mactavandash Drive • Increase sight distance in the southeast corner by moving stop bar forward Mactavandash Drive to Pinebranch Circle • Install audible vibratory pavement markers • Construct eastbound right turn lane Pinebranch Circle • Convert to a directional median opening • Extend eastbound left turn lane to meet minimum deceleration distance Pinebranch Circle to Cranston Street • Install audible vibratory pavement markers • Construct westbound right turn lane Cranston Street • Convert to a directional median opening Cranston Street to Calypso Way • Install audible vibratory pavement markers Calypso Way • Convert to a directional median opening Calypso Way to Ladybird Academy /Ethan a Install audible vibratory pavement markers Hammock Court Ladybird Academy /Ethan Hammock Court • Convert to a directional median opening Ladybird Academy /Ethan Hammock Court a Install audible vibratory pavement markers to Hammock Lane • Construct westbound right turn lane • Convert to signalized intersection (short term) Hammock Lane o Provide eastbound U -turn • Convert to roundabout (long term) ,k 72 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Crash Countermeasures November 2016 Location widening project is Potential Countermeasure years away, several of the safety • Install audible vibratory pavement markers Hammock Lane to Laurel Oaks Court corridor operations in the interim. These include the following: e Install segment lighting Laurel Oaks Court • Install intersection lighting • Install audible vibratory pavement markers Laurel Oaks Court to Sweet Violet Drive • Install segment lighting • Install intersection lighting Sweet Violet Drive • Construct southbound right turn lane • Install audible vibratory pavement markers Sweet Violet Drive to Artesia Street • Install segment lighting • Construct northbound right turn lane • Install intersection lighting Artesia Street • Extend northbound left turn lane to meet minimum deceleration distance • Increase sight distance in the southeast corner • Install audible vibratory pavement markers Artesia Street to Sweetwater Creek Circle • Install segment lighting • Install intersection lighting Sweetwater Creek Circle • Construct southbound left turn lane Sweetwater Creek Circle to Magnolia • Install audible vibratory pavement markers Street • Install segment lighting • Install signal head backplates and add 3" yellow reflective sheeting Magnolia Street at signalized intersections *Note: The shading is used to differentiate between intersections (non- shaded) and roadway segments (shaded) OPERATIONAL IMPROVEMENT CONSIDERATIONS The two -lane section of SR 434, east of the SR 417 interchange to Mitchell Hammock Road, is planned for widening to four lanes in MetroPlan Orlando's long range transportation plan. The prioritized project list includes funding for a PD &E Study in Fiscal Year (FY) 2019/20. However, the preliminary engineering (PE), right -of -way acquisition (ROW) and construction phases (CST) are not yet funded. The widening of SR 434 through the study area is expected to address the corridor's operational issues with additional capacity, a divided median, curb - and - gutter, and an access management plan. The project will also introduce safety benefits over the existing two -lane, undivided corridor. Interim Operational Improvements While the widening project is likely more than 10 years away, several of the safety countermeasures are expected to positively impact corridor operations in the interim. These include the following: • Hammock Lane Intersection Improvements — a signal warrant analysis and roundabout feasibility study were conducted for FDOT to supplement this safety study. The conclusions of the analyses favor signal control as a short -term solution with consideration of the ultimate intersection form as a signal or a roundabout when SR 434 is widened to four lanes. Signal control at the intersection would improve minor approach operations on Hammock Lane and ,k 73 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Crash Countermeasures November 2016 would provide additional gaps in SR 434 vehicle platoons to assist minor approach operations at the downstream unsignalized intersections along the corridor. • Turn Lane Improvements — left -turn and right -turn lane improvements will improve capacity on SR 434 by decreasing the number of turning vehicles decelerating in the through travel lanes. • Directional Median /Striping and Provisions for U -Turns — U -turn accommodations at Hammock Lane (eastbound) and west of Palm Drive (westbound) will provide relief for minor approach left -turn demand currently experiencing LOS F at many of the stop - controlled driveways. Since adequate median width is not available to perform a two -stage left -turn, a right -turn followed by U -turn maneuver will result in less delay in many locations. The access management incorporated with directional median /striping is also expected to improve mainline operations on SR 434. Network Connectivity Improvements In addition to the safety countermeasures considered, additional operational benefit may be realized through improved network connectivity among the various developments fronting the corridor. Most of the residential subdivisions along SR 434 are isolated developments providing little to no connectivity to other land uses or to each other. As a result, most residential developments force motorist in and out of a single driveway, limiting route choice options. Improved network connectivity between the residential areas and other roadways would allow for local trip movements to be made without accessing SR 434 or with reduced local trip lengths on SR 434. Using the Base Year of the adopted Orlando Urban Area Transportation Model (OUATS) travel demand model, a scenario was tested to illustrate the change in travel demand if network connectivity were provided between Palm Drive and Pine Avenue, providing a local connection between SR 434 to SR 426. With the Palm Drive /Pine Avenue connection in place, daily volumes on SR 434 decreased by 10 to 15 percent in the Base Year scenario. It is recommended the local jurisdictions investigate potential options to improve connectivity between the isolated coves of development. Model plots of the example scenario are provided in Appendix F. I74 Kittelson & Associates, Inc. Section 5 Improvement Alternatives Analysis Spring Avenue to Magnolia Street Improvement Alternatives Analysis November 2016 IMPROVEMENT ALTERNATIVES ANALYSIS Potential countermeasures identified in Section 4 were grouped into projects at their respective locations (intersections and segments), and the expected crash reduction potential of countermeasures (as indicated by CMFs presented in Section 4) was used to establish initial project groups. Crash prediction methods from the HSM were applied to conduct benefit -cost analysis and to establish a prioritized list of projects based on expected cost - effectiveness. The result is a list of Tier I, Tier II, and Tier III projects, with the most cost - effective treatments included in the Tier I project group. Within each project group, relevant countermeasures were grouped into specific projects for ease of implementation (e.g., pavement marking project, segment lighting project, etc.). BENEFIT The benefit of the countermeasures is quantified in terms of the annual cost savings to society associated with a reduction in crashes after implementation. The benefit is calculated by estimating the number of crashes reduced by a proposed countermeasure (or group of countermeasures) and associating a societal cost savings to those reduced crashes. The methods applied to estimate and quantify the benefits of countermeasures at intersections and segments along the study corridor are described below. Crash Prediction Crash prediction tools and methods from the HSM were applied to estimate the expected crash frequency within the study corridor, with and without countermeasures, over a 20 -year analysis period. The proposed countermeasures have various design lives associated with them. For example, most roadway construction projects (e.g., widening paved shoulders, turn lane treatments) will have an expected 20 -year design life. However, a shorter design life was used for maintenance activities related to sight distance (i.e., two years) and signing and pavement marking projects (i.e., seven years). Countermeasures with a shorter design life, such as a seven -year striping project, were assumed to occur multiple times over the 20 -year analysis period. The fundamental purpose for using the HSM crash prediction methods is to compensate for the randomness in crash occurrence. Crashes include a human component not directly related to geometry or presence of certain roadway features. Any given set of crash data for a period of time will reflect randomness in crash frequency not related to changes to the roadway. The HSM method for predicting the expected average annual crash frequency applies the Empirical (EB) Bayes method to remove statistical bias. See Appendix E for an illustration of how the EB method was applied to estimate the expected crash frequency. I� 76 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis November 2016 Crash frequency and severity on roadway segments and at intersections are predicted using safety performance functions (SPFs) from the HSM. SPFs are regression equations estimating the frequency and severity of crashes based on multiple factors, including intersection geometry, lane configuration, and traffic volume. SPFs are based on national research and are intended to reflect a range of driver and roadway characteristics. The SPFs were calibrated to reflect variations between conditions in Florida and other states studied to develop the SPFs. Variations could include driver characteristics, roadway design, terrain, and other factors associated with geometry, human factors, and driving environment. Method Predicting crashes for No -Build scenarios (opening and future years) estimates the expected number of crashes assuming only traffic volume varies between years. The expected number of crashes serves as a baseline crash estimate for comparison with the project alternatives. Table 10 includes a summary of the urban and suburban crash prediction models from the HSM that apply to two roadway segment types and four different intersection types that are relevant to the study corridor. The local (2012 HSM FDOT) calibration factors applied to these models are also presented in the table. FDOT is currently updating its calibration factor for urban four -lane divided facilities, so a calibration factor of 1.0 was used on these facility types. The overall crash prediction value for the roadway segments and intersections was a result of the sum of all the individual crash predictions for each collision type. SPFs for urban and suburban arterials from Chapter 12 of the HSM were applied to determine existing and future crash prediction estimates. Crash prediction estimates were computed using spreadsheet tools designed to implement the HSM crash prediction methodology, as developed by NCHRP 17 -38. The tool implements the EB procedure by applying crash history to convert from a "predicted" average crash frequency to an "expected" average crash frequency. The application of the EB procedure produces the most reliable long -term expected average number of crashes. In addition to utilizing the SPFs for segments and intersections, the interchange ramp terminals at SR 434 and SR 417 were analyzed using the Enhanced Interchange Safety Analysis Tool (ISATe). The ISATe is a tool that can be used to evaluate freeway and interchange safety. ISATe automates a safety prediction method in spreadsheet form that was developed for inclusion as a Part C predictive method for the upcoming 2"d edition of the HSM, as developed by NCHRP 17 -45. ISATe incorporates the disaggregate safety evaluation approach recommended by the HSM for its Part C predictive methods. The freeway facility is disaggregated into one or more freeway sections and interchanges. The interchange is disaggregated into one or more ramps, collector- distributor roads (C -D roads), and crossroad terminals. For this study, only the two crossroad ramp terminals were analyzed. ISATe cannot be used to evaluate crossroad segments at an interchange; therefore, the associated predictive method in the HSM should be used for this purpose. I77 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis Table 10 No -Build Roadway Segment Crash Prediction Models and Calibration Factors November 2016 ® Component SPF Roadway Segment (41D) Calibration Local Multiple - vehicle nondriveway collisions Nbrmv = exp[ -12.34 + 1.36 x In(AADT) + ln(L)] 1.63* Single- vehicle collisions Nbrsv = exp[ -5.05 + 0.47 x In(AADT) + ln(L)] 1.63* Multiple - vehicle driveway - related collisions (r) Nbrdwy - n x N x - AADT 15,000 1.63* Vehicle - pedestrian collisions Npedr = Nbr x 0.019 1.63* Vehicle - bicycle collisions Nbiker = Nbr x 0.005 1.63* Roadway Segment (2U) Multiple - vehicle nondriveway collisions Nbrmv = exp[ -15.22 + 1.68 x In(AADT) + ln(L)] 1.00 Single- vehicle collisions Nbrsv = exp[ -5.47 + 0.56 x In(AADT) + ln(L)] 1.00 Multiple - vehicle driveway - related collisions (r) Nbrdwy - n x N x - AADT 15,000 1.00 Vehicle - pedestrian collisions Npedr = Nbr x 0.005 1.00 Vehicle - bicycle collisions Nbiker = Nbr x 0.004 1.00 Three -Leg Intersection with Stop Control on Minor -Road Approach (3ST) Multiple - vehicle collisions Nbimv = exp[ -13.36 + 1.11 x ln(AADT,aa) + 0.41 x ln(AADT„«, )] 0.98 Single- vehicle collisions Nbisv = exp[ -6.81 + 0.16 x ln(AADT,aa) + 0.51 x ln(AADT,a,, )] 0.98 Vehicle - pedestrian collisions Npedi = Nbi x 0.021 0.98 Vehicle - bicycle collisions Nbikei = Nbi x 0.016 0.98 Four -Leg Intersection with Stop Control on Minor -Road Approach (4ST) Multiple - vehicle collisions Nbimv = exp[ -8.90 + 0.82 x ln(AADT,aa) + 0.25 x ln(AADT„«, )] 1.00 Single- vehicle collisions Nbisv = exp[ -5.33 + 0.33 x ln(AADT,aa) + 0.12 x ln(AADT,a,, )] 1.00 Vehicle - pedestrian collisions Npedi = Nbi x 0.022 1.00 Vehicle - bicycle collisions Nbikei = Nbi x 0.018 1.00 Three -Leg Signalized Intersection (3SG) Multiple - vehicle collisions Nbimv = exp[ -12.13 + 1.11 x ln(AADT,aaj) + 0.26 x ln(AADT.j, )] 1.56 Single- vehicle collisions Nbisv = exp[ -9.02 + 0.42 x ln(AADT,aa) + 0.40 x ln(AADT,a,, )] 1.56 Vehicle - pedestrian collisions Npedi = Npedbase x CMFZp x CMFZp x CMF3p 1.56 Vehicle - bicycle collisions Nbikei = Nbi x 0.011 1.56 Four -Leg Signalized Intersection (4SG) Multiple - vehicle collisions Nbimv = exp[ -10.99 + 1.07 x ln(AADTma) + 0.23 x ln(AADT„«, )] 1.00 Single- vehicle collisions Nbisv = exp[ -10.21 + 0.68 x ln(AADTmaj) + 0.27 x ln(AADT.j, )] 1.00 Vehicle - pedestrian collisions Npedi = Npedbase x CMFZp x CMFZp x CMF3p 1.00 Vehicle - bicycle collisions Nbikei = Nbi x 0.015 1.00 *Note: This calibration factor was not used as FDOT is currently updating their calibration factors. 1-7 OFF1 78 Kittelson & Associates, Inc. K Spring Avenue to Magnolia Street Improvement Alternatives Analysis Existing Crash Prediction Results November 2016 The crash prediction based upon the SPFs and existing (2014) traffic volumes was weighted against the observed crash frequency (2009 -2013) using the EB procedure. The result is the expected number of crashes for No -Build conditions. The expected number of crashes is summarized in Table 11 by intersection, ramp terminal, and segment. Table 11 Existing (2014) Annual Crash History and Prediction Estimates SR 434 / Spring Avenue 2.0 1.5 1.8 Spring Avenue to Vistawilla Drive 0.0 0.9 0.6 SR 434 /Vistawilla Drive 3.0 3.3 3.1 Vistawilla Drive to Jetta Point 0.0 0.8 0.5 SR 434 / Jetta Point 1.2 0.3 0.5 SR434/SR417 SB Ramp 15.4 4.9 12.0 SR434/SR417 NB Ramp 3.0 6.9 4.4 SR 434 / Palm Drive 3.2 0.9 1.7 Palm Drive to Mactavandash Drive 0.4 1.9 1.2 SR 434 / Mactavandash Drive 2.0 1.1 1.3 Mactavandash Drive to Pinebranch Circle 0.0 0.7 0.5 SR 434 / Pinebranch Circle 0.6 1.0 1.0 Pinebranch Circle to Cranston Street 0.0 0.9 0.7 SR 434 / Cranston Street 0.8 1.2 1.1 Cranston Street to Calypso Way 0.0 0.4 0.3 SR 434 / Calypso Way 0.0 0.5 0.4 Calypso Way to Hammock Lane 0.4 2.7 1.5 SR 434 / Hammock Lane 4.2 2.3 3.1 Hammock Lane to Laurel Oaks Court 0.0 1.6 0.9 SR 434 / Laurel Oaks Court 0.6 0.9 0.8 Laurel Oaks Court to Sweet Violet Drive 0.0 0.6 0.5 SR 434 / Sweet Violet Drive 1.2 0.8 0.8 Sweet Violet Drive to Artesia Street 0.0 0.4 0.4 SR 434 / Artesia Street 0.8 1.6 1.4 Artesia Street to Sweetwater Creek Circle 1.2 3.0 2.0 SR 434 / Sweetwater Creek Circle 1.0 0.9 1.0 Sweetwater Creek Circle to Magnolia Street 0.0 0.4 0.4 SR 434 / Magnolia Street 2.8 3.2 2.8 I Total I 418 I 45.7 I 46.5 II I� 79 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis November 2016 As shown in Table 11, if no changes were made to the roadway and traffic volumes remain similar to those recorded in 2014, approximately 46 crashes would be expected per year. The average crashes over the historical crash analysis period (approximately 44) were slightly lower than HSM predictions. No Build crash predictions for future years account for the resurfacing improvements by applying CMFs as previously discussed in Section 4. Detailed outputs from the spreadsheets documenting the existing crash prediction analyses are provided in Appendix G. Growth Rate Determination In order to predict future crash frequencies, estimates of future traffic volumes were developed. Existing and historic traffic volume data were reviewed to identify daily volume along the study corridor. Future growth projections from the regional travel demand model and Bureau of Economic and Business Research (BEBR) were also considered to identify the potential for volume growth. This safety study was done in conjunction with the SR 434 at Hammock Lane Roundabout Feasibility Study being conducted for FDOT. For consistency with the roundabout feasibility study, historical growth and future trends were considered for the area west of SR 417 to the area north of SR 426. The growth rate applied to existing volumes was used to project volumes for use in the future predictive HSM analyses. Historical Trends Historical AADT volumes were obtained for three FDOT count stations along SR 434 in the vicinity of the study intersection. Historical trends were estimated for each count station using the available historical AADTs and are summarized in Table 12. The historical AADT reports and linear trend analysis for each count station are included in Appendix H. Table 12 Historical AADT Trends 770285 1 SR 434, west of SR 417 1 -0.56% 770006 1 SR 434, east of SR 417 1 3.97% 770108 1 SR 434, north of SR 426 1 1.16% Average Growth for Area BEBR Population Projections 1.52% The University of Florida's BEBR projections were obtained for Seminole County. The BEBR projections show an estimate for 2014 and projections for 2015 through 2040 in five -year interim periods. The low, medium, and high projections for 2035 are summarized in Table 13. County -wide growth rates range from approximately 0.26% up to 2.09 %. The BEBR population study data is provided in Appendix H. ,k 80 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis Table 13 Seminole County BEBR Population Growth Rates November 2016 Model Growth Rates The Orlando Urban Area Transportation Study (OUATS) with a base validation year of 2009 and horizon year of 2040 was used to estimate volume growth. No detailed sub -area model validation was undertaken as part of this roundabout feasibility study. Peak Season Weekday Average Daily Traffic (PSWADT) for the base year 2009 and horizon year 2040 are summarized in Table 14 along with corresponding growth rates. The model is estimating an average annual growth rate of approximately 2.52% at the intersection. The model data is provided in Appendix H. Table 14 OUATS Growth Rates SR 434, west of SR 417 27,401 42,242 SR 434, east of SR 417 15,553 31,115 SR 434, north of SR 426 14,907 29,725 Weighted Average Growth for Area Future Volumes 479(l.75%) 502(3.23%) 478(3.21%) 2.52% The historical volume trends, BEBR population projections, and adopted travel demand model were all considered in identifying a planning -level estimate of potential growth along the study corridor. The data sources were used to identify a linear annual growth rate that was then applied directly to the existing AADTs and intersection volumes to develop planning -level estimates for the Opening Year (2016) and the Design Year (2036) crash prediction models. Table 15 summarizes the annual growth rates determined from various data sources as well as the recommended annual growth rate. A 2.5% annual growth rate was selected based upon the average linear growth for the adjacent FDOT count stations and the average growth rate estimated from the OUATS travel demand model. The 2.5% annual growth rate was used to develop future year AADTs for the study corridor discussed in the following section. ,k 81 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis Table 15 Summary of Annual Growth Rates November 2016 Data Source Historical Trend Estimated Annual Growth Rate 1.52% for SR 434 area wide BEBR Population Projection Low: 0.26 %; Med: 1.15 %; High: 2.09% CFRPM 2.52% average for SR 434 area wide Recommendation 2.5% Future No -Build Crash Prediction Results Predicted crashes for the Opening Year 2016 and Design Year 2036 were calculated using the same SPFs as the existing crash prediction analysis, but with different (i.e., future) volumes. The expected crash frequency was calculated by multiplying the predicted crash frequency by the ratio of expected -to- predicted crashes for each location, simulating the EB method for future year scenarios. Expected crash frequencies from the SR 417 interchange to Magnolia Street were adjusted using the CMFs identified for the FDOT 3R project completed in 2014. A reliable CMF has not been developed for the 3R improvements implemented at the SR 417 interchange. However, the interchange modifications are expected to substantially improve the eastbound rear -end crash issues intersections. The historical crash frequency at the interchange prior to the an average expected -to- predicted ratio of 1.5 (i.e., the EB method). Because in interchange operations, the historical expected -to- predicted ratio was n year predictive analysis scenarios for the interchange ramp intersections. at the interchange ramp improvements resulted in of the substantial change at carried into the future Opening Year 2016 and Design Year 2036 No -Build crash prediction analysis results are summarized in Table 16. If no changes are made to the roadway geometry or traffic control (relative to existing conditions) and volume growth matches forecasts, approximately 43 crashes per year are expected in 2016 and 68 crashes per year are expected in 2036. Detailed spreadsheets documenting the future No- Build crash prediction analyses are provided in Appendix I. ,k 82 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis Table 16 Future No -Build Crash Prediction Estimates November 2016 SR 434 / Spring Avenue 1.806 2.698 Spring Avenue to Vistawilla Drive 0.620 1.001 SR 434 / Vistawilla Drive 3.217 5.447 Vistawilla Drive to Jetta Point 0.521 0.843 SR 434 / Jetta Point 0.504 0.900 SR 434 / SR 417 SB Ramp 4.714 6.720 SR 434 / SR 417 NB Ramp 8.086 10.013 SR 434 / Palm Drive 1.774 3.181 Palm Drive to Mactavandash Drive 1.232 2.224 SR 434 / Mactavandash Drive 1.367 2.435 Mactavandash Drive to Pinebranch Circle 0.489 0.877 SR 434 / Pinebranch Circle 0.975 1.461 Pinebranch Circle to Cranston Street 0.609 1.085 SR 434 / Cranston Street 1.092 1.943 Cranston Street to Calypso Way 0.287 0.521 SR 434 / Calypso Way 0.419 0.745 Calypso Way to Hammock Lane 1.398 2.436 SR 434 / Hammock Lane 3.224 5.710 Hammock Lane to Laurel Oaks Court 0.909 1.625 SR 434 / Laurel Oaks Court 0.817 1.217 Laurel Oaks Court to Sweet Violet Drive 0.449 0.797 SR 434 / Sweet Violet Drive 0.834 1.486 Sweet Violet Drive to Artesia Street 0.360 0.647 SR 434 / Artesia Street 1.396 2.088 Artesia Street to Sweetwater Creek Circle 1.834 3.262 SR 434 / Sweetwater Creek Circle 1.011 1.794 Sweetwater Creek Circle to Magnolia Street 0.328 0.589 SR 434 / Magnolia Street 2.874 4.745 Total 41148 68.488 Note: Detailed crash prediction analyses are provided in Appendix 1 I� 83 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis Future Build Crash Prediction Results November 2016 The future No -Build expected crash frequency was used as the baseline for comparison of multiple safety projects. The expected number of crashes over the 20 -year analysis period was multiplied by the project CMF (i.e., the expected reduction in crashes associated with each project). CMFs are multiplicative, indicating that when more than one countermeasure is applied at a location the combined project CMF is the product of the individual countermeasure CMFs. The combined project CMF was applied to the expected No -Build number of crashes to predict the number of crashes estimated to occur if the project was implemented. This method assumes traffic volumes are equal to those in the 2016 Opening Year and 2036 Design Year No -Build scenarios and that no significant changes, other than the proposed countermeasures, are made to SR 434 that would substantially impact the safety performance of the corridor. Some CMFs used apply only to specific crash types. For example, the CMF for installing intersection lighting applies only to non - daylight crashes. These CMFs were converted to reflect "total" crashes based on the ratio of observed crashes of the designated type relative to the total crashes observed on the corridor. After the CMFs are applied, the 20 -year present value cost of crashes is calculated using the FDOT spreadsheet for the Build scenarios. Where countermeasures do not have quantifiable estimates of effectiveness, no quantitative reductions were applied. Therefore, the benefit -cost ratios may be considered conservative estimates. Annual Cost of Crashes The expected crash frequencies for the 2016 Opening Year and 2036 Design Year No -Build scenarios were entered into the FDOT Present Worth analysis spreadsheets (Form 750 - 020 -021) to calculate the cost of crashes over the 20 -year analysis period. The spreadsheet calculates the present value of annual crash costs associated with a given corridor over the design life of the project. This spreadsheet is based on a rate of return of four percent (per PPM Vol. 1 Chapter 23), the FDOT crash distribution by severity (PPM Vol. 1, Table 23.5.4), and the FDOT crash costs by severity (PPM Vol. 1, Table 23.5.2). The crash frequency for intermediate years was interpolated between the Opening Year (2016) and the Design Year (2036). Under the No Build condition, the present value of annual crashes expected to occur on the study corridor over the next 20 years exceeds $131 Million. The spreadsheets detailing the crash costs for the No -Build scenario at each location are provided in Appendix J. Crash costs for the Build scenario were calculated by applying the CMFs to the No -Build crash costs. The safety "benefit" of the countermeasures is calculated as the difference in present value crash costs between the No -Build and Build scenarios. ,k 84 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis COST OF IMPROVEMENTS November 2016 Quantity calculations were used to create planning level cost estimates for all potential countermeasures identified in Table 9. Area 8 (includes Seminole County) and Statewide 12 -month average (February 1, 2015 to January 31, 2016) pay item costs were used for all estimations. Each countermeasure was also evaluated for the following costs: project engineering, stormwater quality, maintenance of traffic, and roadway mobilization. These items were calculated as a percentage of construction costs and were adjusted according to the overall size and complexity of the countermeasure. Furthermore, a contingency of 50 percent was applied to provide a more conservative estimate of potential costs, recognizing the planning -level magnitude of this exercise. The contingency accounts for costs which could include construction, engineering, and inspection fees, utility relocations, and right - of -way impacts. These estimates are used in a relative comparison of one countermeasure to the other. Therefore, while the assumed contingency influences how many countermeasures can be implemented based on available funding, it does not influence the relative comparison of alternatives. The cost estimate values should be revised during the design phase for countermeasures that are chosen for implementation. The planning level cost estimates were annualized over 20 years for the benefit -cost analysis. A summary table of the potential countermeasures and planning level cost estimates are provided in Appendix K. ,k 85 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis PROJECT PRIORITIZATION November 2016 Projects were shifted between Tier I, Tier II, and Tier III categories such that the projects with more effectiveness (i.e., greatest crash reduction per dollar spent) are included in the higher priority categories. The project tier categories are described as follows: • Tier I projects are highly effective safety countermeasures implemented in the short -term at a relatively low cost. • Tier II projects are generally higher cost and tend to involve a greater degree of construction activity than Tier I projects. • Tier III projects involve higher costs and with more potential impacts to right -of -way, utilities, and /or drainage, and they generally provide lower benefit -cost ratios than the Tier I and Tier II projects. These project types may be considered long -term projects or long -term alternatives for the roadway. Similar countermeasures within each tier were further grouped into implementation projects to provide additional implementation choices for the County. Benefit -cost ratios were provided for each implementation project group as well as the tiered project groups together. The sum of the safety benefits (i.e., cost savings of reduced crashes) divided by the sum of the total project costs for each project group is the benefit -cost ratio. All costs presented are present value costs over the 20 -year analysis period. No -build crash costs and improvement project costs are summarized by location in Appendix J and Appendix K, respectively. Tier I Projects Tier I projects are highly effective safety countermeasures implemented in the short -term at a relatively low cost. These include intersection lighting, signal head upgrades, turn lane improvements, and sight distance improvements. Intersection Lightin p The intersection lighting project consists of installing intersection lighting at the Vistawilla Drive intersection. It was assumed this installation would simply include cobra heads on the existing mast arms and that conduit costs were negligible because electrical wiring is already present at the signal. The benefit -cost analysis for the project is summarized in Table 17. Table 17 Intersection Lighting Project Benefit -Cost Summary Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period I� 86 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis Signal Head Upgrade November 2016 This project consists of upgrading each signal head at the four signalized intersections (Vistawilla Drive, SR 417 Interchange Southbound and Northbound Ramps, and Magnolia Street) to have a back plate and 3" yellow retroreflective sheeting. Including a back plate and retroreflective sheeting will make the signals more visible during the day and at night. The benefit -cost analysis for the project is summarized in Table 18. Table 18 Signal Head Upgrade Project Benefit -Cost Summary Install Signal Head Back Plates and 3" Yellow $66,000 85% $53,523,000 $45,495,000 $8,028,000 >30 Retroreflective Sheeting Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Sight Distance Improvements The sight distance improvements project consists of increasing sight distance at Palm Drive and Artesia Street by clearing obstructions (e.g., trees, shrubbery) and at Mactavandash Drive by moving the stop bar forward. The benefit -cost analysis for the project is summarized in Table 19. Table 19 Sight Distance Improvements Project Benefit -Cost Summary II Sight Distance II Improvements $31,000 80% $15,132,000 $12,106,000 $3,026,000 >30 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Turn Lane Improvements The turn lane improvements project consists of constructing turn lanes at the following locations: • Westbound left -turn lane at Palm Drive; • Eastbound right -turn lane at Pinebranch Circle; • Westbound right -turn lane at Cranston Street; • Westbound right -turn lane at Hammock Lane; • Southbound right -turn lane at Sweet Violet Drive; • Northbound right -turn lane at Artesia Street; and • Southbound left -turn lane at Sweetwater Creek Circle. I� 87 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis November 2016 This project also includes extending the northbound left -turn lane at Artesia Street to meet the minimum deceleration distance. The benefit -cost analysis for the project is summarized in Table 20. Table 20 Turn Lane Improvements Project Benefit -Cost Summary Construction of Turn Lanes, Extension of Turn Lane to $278,000 81% $34,552,000 $27,899,000 $6,653,000 23.9 Meet Deceleration Distance Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period The following turn lane projects have individual benefit -cost ratios greater than 25, meet the turn lane warrants from NCHRP Report No. 457, and are expected to reduce ten or more crashes over the 20 -year analysis period: • Westbound left -turn lane at Palm Drive; • Westbound right -turn lane at Hammock Lane; and • Southbound left -turn lane at Sweetwater Creek Circle. Tier 1 Summary Table 21 summarizes the Tier I projects effectiveness if all Tier I projects were implemented together. As the analysis shows, the Tier I projects may be implemented for less than $400,000 and have a combined benefit -cost ratio greater than 30. The net present value of the Tier I improvements is approximately $17,135,000. Table 21 Tier I Projects Benefit -Cost Summary Intersection Lighting, Signal Head Upgrade, Sight Distance Improvements, $3841000 81% $92,760,000 $75,241,000 $17,519,000 >30 Turn Lane Improvements Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Figure 47 illustrates the potential Tier I projects for individual locations along the corridor, providing the opportunity to see how the potential intersection and roadway segment improvements relate to one another. ,k 88 Kittelson & Associates, Inc. 0 N i N O 0 i U I Q� L CLO W_ Q N H U W mmn O a cc W_ H VA 0 0 N qzr r , 0 LL z D O U W J O z G W N .a U= FA F NJ W H Q� Uw Oz m- Na Qw 06 z FM O a J o w H z F a Y� Spring Avenue to Magnolia Street Improvement Alternatives Analysis Tier II Projects November 2016 Tier II projects are generally higher cost and tend to involve a greater degree of construction activity than Tier I projects. The pavement markings and signalized intersection projects were classified as a Tier 11 project for this corridor. Pavement Markings The pavement markings project consists of installing centerline and shoulder rumble strips (or rumble striping) from Palm Drive to Magnolia Street (the two -lane undivided portion). The benefit -cost analysis for the project is summarized in Table 22. Table 22 Pavement Markings Project Benefit -Cost Summary Centerline Rumble Strips, Edgeline Rumble Strips $351,000 95% $22,323,000 $21,207,000 $1,116,000 3.2 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Signalized Intersection at Hammock Lane The roundabout feasibility study conducted for FDOT analyzed the benefit of a traffic signal at Hammock Lane. The safety benefit -cost analysis for the project is summarized in Table 23. Table 23 Signalized Intersection Project Benefit -Cost Summary Signalize Intersection at Hammock Lane $375,000 86% $11,011,000 $9,469,000 $1,542,000 4.1 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Tier 11 Summary Table 24 summarizes the Tier II projects effectiveness if both Tier II projects were implemented together. The Tier II projects may be implemented for approximately $750,000 and have a combined benefit -cost ratio of 3.7. The net present value of the Tier II improvements is approximately $1,950,000. Table 24 Tier II Projects Benefit -Cost Summary Centerline and Edgeline Rumble Strips, Signalize $726,000 92% $33,334,000 $30,676,000 $2,658,000 3.7 Intersection at Hammock Ln Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Figure 48 illustrates the potential Tier II projects for individual locations along the corridor. 90 Kittelson & Associates, Inc. �L1� 0 N i N O 0 i U I Q� L CLO W_ Q N H U W mmn O a GC W_ VA 0 0 Pas 0 LL z D O U W J O z G W N .a U= FA F NJ W H a Q� Uw Oi m- Na Qw Old FM O a J o w H z F a Y� Spring Avenue to Magnolia Street Improvement Alternatives Analysis Tier III Projects November 2016 Tier III projects involve higher costs and with more potential impacts to right -of -way, utilities, and /or drainage, and they generally provide lower benefit -cost ratios than the Tier I and Tier II projects. These project types may be considered long -term projects. Access management improvements along with intersection and segment lighting projects were classified as Tier III projects for this corridor. Access Management The access management project consists of converting full median openings to directional median openings at the following locations: • Mactavandash Drive; • Pinebranch Circle; • Cranston Street; • Calypso Way; and • Ladybird Academy /Ethan Hammock Court. In order to provide mobility to the restricted driveway movements, this project also includes construction of U -turn areas at the following locations: • Westbound U -turn west of Palm Drive — the wide median west of palm drive, on approach to the SR 417 northbound ramps provides an opportunity for a deceleration lane and a turnaround while minimizing impacts outside the ROW. The U -turn median cut should be implemented east of the northbound ramps intersection to avoid left -turn confusion and discourage wrong way movements. • Eastbound U -turn at the Hammock Lane intersection — the concept developed for this project includes widening SR 434 to the south side of the horizontal curve and shifting the eastbound lane to the south, creating a grass median of sufficient width to accommodate eastbound U- turns. The benefit -cost analysis for the project is summarized in Table 25. Table 25 Access Management Project Benefit -Cost Summary Convert from Full Median to Directional Median $370,000 93% $12,897,000 $11,994,000 $903,000 2.4 Opening, Construct U -Turn Locations Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period 92 Kittelson & Associates, Inc. IA\ Spring Avenue to Magnolia Street Improvement Alternatives Analysis Intersection Lighting November 2016 The intersection lighting project consists of installing intersection lighting at the following intersections: • Mactavandash Drive; • Laurel Oaks Court; • Sweet Violet Drive; • Artesia Street; and • Sweetwater Creek Circle. The benefit -cost analysis for the project is summarized in Table 26. Table 26 Intersection Lighting Project Benefit -Cost Summary Intersection Lighting I $430,000 1 96% 1 $17,883,000 1 $17,167,000 1 $716,000 1 1.7 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Segment Lighting The segment lighting project consists of adding roadway lighting along the following SR 434 roadway segments: • Hammock Lane to Laurel Oaks Court; • Laurel Oaks Court to Sweet Violet Drive; • Sweet Violet Drive to Artesia Street; • Artesia Street to Sweetwater Creek Circle; and • Sweetwater Creek Circle to Magnolia Street. The benefit -cost analysis for the project is summarized in Table 27. Segment Lighting Table 27 Segment Lighting Project Benefit -Cost Summary $864,000 1 91% 1 $13,305,000 1 $12,108,000 1 $1,197,000 1 1.4 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period 1K 93 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis Tier 111 Summary November 2016 Table 28 summarizes the Tier III projects effectiveness if all the projects were implemented together. As the analysis shows, the Tier III projects may be implemented for approximately $1,650,000 and have a combined benefit -cost ratio of 1.7. The net present value of the Tier III improvements is approximately $1,150,000. Table 28 Tier III Projects Benefit -Cost Summary Access Management, Intersection Lighting, $1,644,000 93% $39,400,000 $36,598,000 $2,802,000 1.7 Segment Lighting Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Figure 49 illustrates the potential Tier III projects for individual locations along the corridor. I� 94 Kittelson & Associates, Inc. a� h rN O a `o U M h u� z� N' W° F' Q� Uw O; N- N' Qw z� a� Nt W° fz F, Y: Spring Avenue to Magnolia Street Improvement Alternatives Analysis November 2016 Long -Term Alternatives Long -term alternatives for the project include widening SR 434 to four lanes east of the SR 417 interchange and converting the intersection at Hammock Lane to a roundabout. The benefit -cost analyses presented here account for the expected reduction in corridor crashes (i.e., safety benefits), but the operational benefit (e.g., travel time savings) is not accounted for in this analysis. Widen to Four Lanes — SR 417 Interchange to Magnolia Street The two -lane section of SR 434, east of the SR 417 interchange to Mitchell Hammock Road, is planned for widening to four lanes in MetroPlan Orlando's long range transportation plan. The prioritized project list includes funding for a PD &E Study in 2019/20. However, the PE, ROW, and CST phases are not yet funded. The widening of SR 434 through the study area is expected to address the corridor's operational issues with additional capacity, a divided median, curb - and - gutter, and an access management plan. The project will also introduce safety benefits over the existing two -lane, undivided corridor. Table 29 shows the roadway widening project has a benefit -cost ratio of 1.1. The project cost (approximately $16.9 Million) is based upon FDOT cost per mile models and only includes construction for the widening. Additional project costs for right -of -way, utilities, and drainage mitigation will increase the overall project cost. Table 29 Four -Lane Widening Project Benefit -Cost Summary Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period *Road widening costs based upon FDOT cost per mile models and do not include costs for ROW, drainage mitigation, or utilities Widen to Four Lanes —Palm Drive to Magnolia Street $16,876,000* 34% $27,054,000 $9,198,000 $17,856,000 1.1 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period *Road widening costs based upon FDOT cost per mile models and do not include costs for ROW, drainage mitigation, or utilities Widen to Four Lanes — SR 417 Interchange to Hammock Lane There is potential to accelerate the widening of a shorter section of SR 434, from east of the SR 417 interchange to Hammock Lane. As mentioned above, the widening project is expected to address the corridor's operational issues and introduce safety benefits over the existing two -lane, undivided corridor. Figure 30 shows the roadway widening project has a benefit -cost ratio of 1.3, slightly higher than the overall section slated for the PD &E Study (1.1). The project cost (approximately $6.75 Million) is based upon FDOT cost per mile models and only includes construction for the widening. Additional project costs for right -of -way, utilities, and drainage mitigation will increase the overall project cost. 96 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Improvement Alternatives Analysis Table 30 Four -Lane Widening Project (Short Segment) Benefit -Cost Summary November 2016 Widen to Four Lanes — Palm Drive to Hammock Lane $6,7511000* 34% $13,749,000 $4,675,000 $9,074,000 1.3 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period conclusions *Road widening costs based upon FDOT cost per mile models and do not include costs for ROW, drainage mitigation, or utilities lioundabout at Hammock Lane The Hammock Lane intersection was analyzed in a roundabout feasibility study conducted for FDOT to compare the operational and safety benefits of constructing a signal or a roundabout at that location. A range of costs for the roundabout were used in the feasibility study, but an approximate median cost was used for the safety benefit -cost analysis summarized in Table 31. Table 31 Roundabout at Hammock Lane Benefit -Cost Summary Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period The roundabout feasibility study conclusions favor signal control in the short -term with consideration of the roundabout for the ultimate intersection form when SR 434 is widened to four lanes. ,k 97 Kittelson & Associates, Inc. Section 6 Conclusions Spring Avenue to Magnolia Street Conclusions November 2016 CONCLUSIONS Seminole County requested Kittelson & Associates, Inc. (KAI) to conduct a safety analysis of a ± 2.6 mile section of SR 434, from Spring Avenue to Magnolia Street, and to evaluate countermeasures to improve corridor safety. In this analysis, KAI utilized Highway Safety Manual (HSM) crash prediction methods and considered the utilization of crash countermeasures with known crash modification factors to improve corridor safety. The study findings and recommendations are summarized below. In parallel to this corridor safety study, FDOT conducted signal warrant analyses at Hammock Lane and at Artesia Street, as well as a roundabout feasibility study at Hammock Lane. The FDOT studies concluded a signal is not warranted at Artesia Street, but the Hammock Lane intersection meets signal warrants. The findings of the roundabout feasibility study concluded a two -lane roundabout is feasible at the intersection, but signal control is preferred in the short -term due to the impacts of the roundabout. The roundabout is a feasible option for the ultimate intersection configuration when SR 434 is widened to four lanes in the future. Based on an evaluation of the roadway characteristics, the historical crash analysis, and field observations, the project team evaluated potential safety countermeasures to reduce crashes in the study area. Utilizing the crash prediction methods of the HSM and known crash modification factors of proposed countermeasures, the safety benefit was estimated in terms of the potential societal cost savings associated with crash reduction over the life of the improvements. Planning level cost estimates were developed for each countermeasure to evaluate the improvements through benefit -cost analyses. Through the prioritization process, groups of countermeasures were established as Tier I, Tier II, and Tier III, with Tier I projects having the lower implementation costs and higher safety benefits. Similar countermeasures within each tier were further grouped into implementation projects to provide additional implementation choices for the County or FDOT. Benefit -cost ratios were provided for each implementation project group as well as the tiered project groups together. The sum of the safety benefits (i.e., cost savings of reduced crashes) divided by the sum of the total costs for each project group is the benetit -cost ratio. Details of each countermeasure by location and project tier are provided in the Project Prioritization section under Section 5 of this report. The benefit -cost analysis for each project group is summarized as follows: 99 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Conclusions Tier I Projects November 2016 Tier I projects are highly effective safety countermeasures and are suggested for short -term implementation (within three to five years). Tier I projects include intersection lighting at Vistawilla Drive, signal head improvements, sight distance improvements, and turn lane improvements. Intersection Lighting $9,000 96% $9,861,000 $9,467,000 $394,000 >30 Install Signal Head Back Plates and 3" Yellow $66,000 85% $53,523,000 $45,495,000 $8,028,000 >30 Retroreflective Sheeting Sight Distance Improvements $31,000 80% $15,132,000 $12,106,000 $3,026,000 >30 Construction of Turn Lanes, Extension of Turn Lane to $278,000 81% $34,552,000 $27,899,000 $6,653,000 23.9 Meet Deceleration Distance All Tier I Projects $384,000 81% $92,760,000 $75,241,000 $17,519,000 >30 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Tier II Projects Tier II projects are effective safety projects and are suggested for short -term implementation (within three to five years) or medium -term (five to seven years) if funding is not readily available. Tier II projects include rumble striping and signalization of the Hammock Lane intersection. Centerline Rumble Strips, Edgeline Rumble Strips $351,000 95% $22,323,000 $21,207,000 $1,116,000 3.2 Signalize Intersection at Hammock Lane $375,000 86% $11,011,000 $9,469,000 $1,542,000 4.1 All Tier II Projects $726,000 92% $33,334,000 $30,676,000 $2,658,000 33 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period ,k 100 Kittelson & Associates, Inc. Spring Avenue to Magnolia Street Conclusions Tier III Projects November 2016 Tier III projects involve higher costs and with potential impacts to right -of -way, drainage and /or environmental mitigation. Tier III projects include access management solutions from Palm Drive to Hammock Lane, and intersection and segment lighting throughout the corridor. It is recommended Seminole County coordinate with FDOT to further investigate the potential right -of -way options, drainage and utility impacts to understand the feasibility of the Tier III projects. Access Management 1 $370,000 1 93% 1 $12,897,000 1 $11,994,000 1 $903,000 1 2.4 Intersection Lighting 1 $430,000 1 96% 1 $17,883,000 1 $17,167,000 1 $716,000 1 1.7 Segment Lighting 1 $864,000 1 91% 1 $13,305,000 1 $12,108,000 1 $1,197,000 1 1.4 All Tier III Projects 1 $1,644,000 1 93% 1 $39,400,000 1 $36,598,000 1 $2,802,000 1 13 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period Long -Term Alternatives Similar to Tier III projects, Long Term Alternative projects involve higher costs and with impacts to right - of -way, drainage and /or environmental mitigation. The four -lane widening of SR 434 east of the SR 417 interchange is planned for the future, and the PD &E Study is funded for fiscal year 2019/20. A shortened segment (from east of SR 417 to Hammock Lane) of the overall widening project was also considered for potential accelerated implementation. Tier I, II and III safety projects should be viewed as interim improvements to the ultimate four -lane widening of the corridor. The safety implications of the four -lane widening, and the potential roundabout improvement at Hammock Lane, are summarized below. The benefit -cost analyses presented here account for the expected reduction in corridor crashes (i.e., safety benefits), but the operational benefit (e.g., travel time savings) is not accounted for in this analysis. Widen to Four Lanes — Palm Dr to Magnolia St Widen to Four Lanes — Palm Dr to Hammock Ln $16,876,000* I 34% I $27,054,000 $6,7511000* 1 34% 1 $13,749,000 $9,198,000 1 $17,856,000 1 1.1 $4,675,000 1 $9,074,000 1 1.3 Roundabout at Hammock Lane $4,125,000 68% $11,011,000 $7,487,000 $3,524,000 0.9 Note: All costs presented are Present Value Costs ($) over the 20 -year analysis period *Road widening costs based upon FDOT long -range estimates and do not include costs for ROW, drainage mitigation, or utilities lk 101 Kittelson & Associates, Inc. Appendix A Traffic Count Data Four Hour Turning Movement Counts R 434 from Spring Avenue to Magnolia Street Seminole Counter Section 7707COHJJ Nlile Post 6.394 tc) b. 1;9 P�epare�l f )r. THE FLORIDA DEPARTMENT of TRANSPORTATION DISTRICT a TRAFFIC OPERATIONS 719 South u',.'owdland Boulevard .c'arid. Florida 32720 Continuing Services Contract for Traffic Operations Financial Project ID; 237974- 1 -32 -16 Contract Number C,9G94 Work Order No_ 95 Studer 8 Preparers by: Vanasse Hangen Brustlin, Inc. 225 East Robinson Street, Suite 200 Orlando, FL 3280 I'VIay 2G 15 * .Wo Engineer of Reco 4 yas�r� a M f i y 668 • a&a S41 op N alpj$111 �t *tip Whites Landing Study Segment Tull rUu 0 a +mesa, 5C r� ' w Rhod 6 . �vo#. b add � ti 4261 L T Z 4 Q O7lledo Oviedo Majjd MdrkeLplace lota "M MW Feet 61 c King St G # EL Q w w to G? Q C 4n (KU A Figure 1 Location Map panther St RaLind r. � iRark. 1;ti1911baid 40r SR 434 from Spring Avenue to Magnolia Street Seminole County Section 77070, Mile Post 6.394 -8.999 Bing maps Z 2Z V 2' M �* King St G # EL Q w w to G? Q C 4n (KU A Figure 1 Location Map panther St RaLind r. � iRark. 1;ti1911baid 40r SR 434 from Spring Avenue to Magnolia Street Seminole County Section 77070, Mile Post 6.394 -8.999 Bing maps FM Z mn 0 U H Z W \W V Z Z FM W J 2 W N O CC � C 0) O M U) IF^ v/ ~ a Z W 0 J U U U Q Q w 00 0 F N O O a. a a. 00 0 F 0 V V CO N N D~ 0 O 0 N N V Q 0 � O V v10UQQa- a � C C O a a S J O_ O r�cn >UU) Q > N ~ 0 U) Q y O 0 V V U? N w M M 0) a ° c c Q� O��o cn Lo C7 cn cn 1� U U Q Q w 00 F N O a. a a. 0 F 0 V V CO N N D~ 0 O 0 N Z V Q N O V v10UQQa- a O0 W O a a S J O_ O r�cn >UU) W ~ W y 7 LU U? 0 w w� U U U Q Q 00 N O a. a a. O J z w w j j W W<< N N Q N V Q N O O0 m w Q S J O_ O r�cn >UU) U U Q Q 0 W d'SSS F F W� F F UQV1Q�7 U)U)O�:z V1 U) z cw G \w 0 J J Q U) w J U no TF t I Q V LL� r LL� N LL� LL� LL� V O V V V LL� W O O O O N ZQ� � N N N K ~ F N N M (O M � N O N M M LL� a N N M N O N N N N W N N N N O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z W 7 K O a0 F m u� m r ro rn N rn rn m u� � m v ro r v rn m ro N N N N O N N N ON W N N N OnD N O of O f0 F _ N V f LL W J K f v r ro o N v v co so rn N � m in rn r o rn in O f O O O O O O O O O O O O O O O O O O O O K FO K M z 2 z V' 7 w m O N V � f0 LL� Q O M OD LL� LL� N V N N LL� N M N N O LL� O IT O M r N IT N N N N W N N N N OD M M M _ W f f W J J m rn m r n r co u� N o � o m rn M r rn co rn N V N N N OD F1 I IT, O f N Z J N Q f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc o� z � 7 O a0 H 7 � O x N � f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J F J J N M N O N f0 M V Q f O f O O O O O O O O O O O O O O O O O O O O K O f K O F N N V N z x 7 � O � a0 H � K O i z � V N f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc F7 W F o in o in A o u� o u� A o m v A o m v A o m v 0 0 m v 0 0 r r r r p 00 a. a a. a a a z w w j j W W<< U) z cw G \w 0 J J Q U) w J U no TF t I Q V LL� r LL� N LL� LL� LL� V O V V V LL� W O O O O N ZQ� � N N N K ~ F N N M (O M � N O N M M LL� a N N M N O N N N N W N N N N O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z W 7 K O a0 F m u� m r ro rn N rn rn m u� � m v ro r v rn m ro N N N N O N N N ON W N N N OnD N O of O f0 F _ N V f LL W J K f v r ro o N v v co so rn N � m in rn r o rn in O f O O O O O O O O O O O O O O O O O O O O K FO K M z 2 z V' 7 w m O N V � f0 LL� Q O M OD LL� LL� N V N N LL� N M N N O LL� O IT O M r N IT N N N N W N N N N OD M M M _ W f f W J J m rn m r n r co u� N o � o m rn M r rn co rn N V N N N OD F1 I IT, O f N Z J N Q f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc o� z � 7 O a0 H 7 � O x N � f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J F J J N M N O N f0 M V Q f O f O O O O O O O O O O O O O O O O O O O O K O f K O F N N V N z x 7 � O � a0 H � K O i z � V N f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc F7 W F o in o in A o u� o u� A o m v A o m v A o m v 0 0 m v 0 0 r r r r p SECTION: 77070 STATE ROUTE: SR 434 OBSERVER: VHB WEATHER: CLEAR NORTH APPROACH: Spring Avenue SOUTH APPROACH: Contravest Lane VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Winter Springs Spring Avenue 5/13/15 Good SR 434 SR 434 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 6.394 NORTHBOUND SOUTHBOUND FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS SECTION: 77070 CITY: Winter Springs COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Spring Avenue MILEPOST: 6.394 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good REMARKS: FORM COMPLETED BY: KLC DATE: 05/18/15 Spring Avenue SB ST NAME R T L 0 1 0 L 1 2 T 2 :12] SR 434 SR 434 R 0 WB ST NAME EB ST NAME 0 1 0 L T R Contravest Lane 1 NB ST NAME TIME NORTHBOUND SOUTHBOUND TOTAL EASTBOUND WESTBOUND TOTAL BEGIN /END U L T R RTOR TOT U L I T I R RTORI TOT N/S U L T R RTOR TOT U L T R RTOR TOT E/W 7 -8 0 40 0 60 0 100 0 5 0 12 0 17 117 2 3 1,066 9 0 1,080 1 12 1,058 3 0 1,074 2,154 8 -9 0 17 0 44 0 61 0 9 0 10 0 19 80 0 4 998 14 0 1,016 2 15 929 7 0 953 1,969 16 -17 0 12 1 17 0 30 0 8 0 5 0 13 43 2 9 876 18 0 905 3 29 878 14 0 924 1,829 17 -18 0 20 0 28 0 48 0 14 2 7 0 23 71 2 13 1,212 38 0 1,265 1 44 1,168 8 0 1,221 2,486 TOTAL 0 89 1 149 0 239 0 36 2 34 0 72 311 6 29 4,152 79 0 4,266 7 100 4,033 32 0 4,172 8,438 Percentage 0.0% 37.2% 1 0.8% 62.0% 0.0% 1 100.0% 1 0.0% 150.0%1 2.8% 147.2% 1 0.0% 1 100.0% 1 N/A 1 0.1% 1 0.7% 197.3% 1 1.9% 1 0.0% 1 100.0% 1 0.1% 1 2.4% 1 96.7% 1 0.8% 1 0.0% 1 100.0% N/A Maximum 0 40 1 60 0 60 0 14 2 12 0 14 60 2 1 13 1212 38 0 1212 3 1 44 1168 14 0 1168 1212 Minimum 0 12 0 17 0 0 0 5 0 5 0 0 0 0 3 876 9 0 0 1 12 878 3 0 0 0 Total Heavy Veh 1 0 0 0 1 1 0 2 0 3 4 0 118 1 0 119 0 108 1 0 109 228 %Heavy Veh 1.1% 0.0% 0.0% 0.4% 2.8% 0.0% 5.9% 4.2% 1.3% 0.0% 2.8% 1.3% 0.0% 0.0% 2.7% 3.1% 2.6% 2.7% FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Winter Springs COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Spring Avenue OBSERVER VHB DATE 5/13/2015 MILEPOST 6.394 REMARKS FORM COMPLETED BY Spring Avenue SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® ®000 -■■■ NE■■■■■■EEN -■■■ -■■■ -■■■ NE■■■■■■EEN -■■■ -■■■ ®000 WE■■■■■■EEN ®aaa ®nom ®aaa ®000 -■■■ aa■■■■■■oao -■■■ -■■■ -■■■ aa■■■■■■aaa -■■■ -■■■ ®000 aa■■■■■■oao ®aaa ®nom SR 434 EB ST NAME SR 434 WB ST NAME ®000 ®000 -■■■ aa■■■■■■oao -■■■ -■■■ -■■■ aa■■■■■■aaa -■■■ -■■■ Oman aa■■■■■■oao ®aaa ®nom ®®■■■■■■®®® aa■■■■■■oao aa■■■■■■aaa aa■■■■■■oao Contravest Lane NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Winter Springs COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Spring Avenue OBSERVER VHB DATE 5/13/2015 MILEPOST 6.394 REMARKS FORM COMPLETED BY Spring Avenue SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Munn Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Contravest Lane NB ST NAME FM Z mn 0 U H Z W W 0 V Z Z FM W J 2 W N O O E O N U) IF^ v/ ~ a Z W 0 J U U U Q Q w N O F O 7 a. a a. 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0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J J V LL7 OJ LL7 M (O LL7 V V m m m m M LL� V V V OD Q N N f O f O O O O O O O O O O O O O O O O O O O O K O f K z x 7 � O a0 x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H � K O i z � LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o 0 v A o rm v A o m v 0 m v 0 m m 6 0 r r r r p 00 a. a a. a a a z w w j j W W<< U) z w 2E \w 0 J J Q U) w J U no TF t I r in o m in v m v u� rn o m o ro m N N r v J rn rn u� r co co r rn o r ro o v o v o � co N Q V LL7 r LL7 V LL� LL� LL� V N V V LL� LL� O (O r r (O n ZQ� � N N N N K ~ FO V LL7 (O LL7 r LL7 LL7 LL7 V W_ V V V LL7 OJ LL7 (O (O (O CS f N N N (O M � M T LL� O N 1M.Mimim N W N N W O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O z 2 z W 7 K O a0 N N N N N W ON N ON OMD O N N OND N N N N O f _ LL W J K J f O f O O O O O O O O O O O O O O O O O O O O K FO K O M LL� V N I� N LL� V OD N LL� m m M LL� V of O N z 2 z V' 7 w m rn v � m n m co m y so m co o r s co r u� rn n W f O O O O O O O O O O O O O O O O O O O O LL W J rc V LL� W LL� M O LL� V V M M M M M LL� V V V OD O N N f N Z O O O O O O O O O O O O O O O O O O O O J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O O O O O O O O O O O O O O O O O O O O o� z � 7 O a0 x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J J V LL7 OJ LL7 M (O LL7 V V m m m m M LL� V V V OD Q N N f O f O O O O O O O O O O O O O O O O O O O O K O f K z x 7 � O a0 x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H � K O i z � LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o 0 v A o rm v A o m v 0 m v 0 m m 6 0 r r r r p VEHICLE TURNING MOVEMENT COUNT SECTION: 77070 CITY: Winter Springs STATE ROUTE: SR 434 INTERSECTING ROUTE: Vistawilla Drive OBSERVER: VHB DATE OF COUNT: 5/13/15 WEATHER: CLEAR ROAD CONDITION: Good NORTH APPROACH: EAST APPROACH: SR 434 SOUTH APPROACH: Vistawilla Drive WEST APPROACH: SR 434 COUNT PERIODS: 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 6.600 NORTHBOUND SOUTHBOUND FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS SECTION: 77070 CITY: Winter Springs COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: VistaWilla Drive MILEPOST: 6.600 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good REMARKS: FORM COMPLETED BY: KLC DATE: 05/18/15 0 SB ST NAME R T L 0 0 0 L 1 2 T 2 :12] SR 434 SR 434 R 1 WB ST NAME EB ST NAME 1 0 1 L T R Vistawilla Drive 1 NB ST NAME TIME NORTHBOUND SOUTHBOUND TOTAL EASTBOUND WESTBOUND TOTAL BEGIN /END U L I T R IRTORI TOT U L I T I R RTOR I TOT N/S M2O T R RTOR TOT U L T R RTOR TOT E/W 7 -8 0 104 0 129 0 233 0 0 0 0 0 0 233 1,027 102 0 1,129 3 78 9 72 0 0 1,053 2,182 8 -9 0 94 0 116 210 0 0 0 0 0 210 956 98 0 1,055 16 87 0 0 936 1,991 16 -17 0 77 0 62 139 0 0 0 0 0 0 139 811 93 0 904 10 128 0 0 965 1,869 17 -18 0 116 0 67 183 0 0 0 0 0 0 183 1,137 116 0 1,254 13 184 0 0 1,287 2,541 TOTAL 0 391 0 374 0 765 0 0 0 0 0 0 765 3,931 409 0 4,342 42 477 3,722 0 0 4,241 8,583 �a�e�e�oeeeea�se ®tee ®mom ,�, ee ,�, ®amemeaoeeeeaooe�mea ©m�eeaa ®eeemaeeeamamme� ®wee ®� FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Winter Springs COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Vistawilla Drive OBSERVER VHB DATE 5/13/2015 MILEPOST 6.6 REMARKS FORM COMPLETED BY SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® ®000 -■■■ NE■■■■■■EEN -■■■ -■■■ -■■■ NE■■■■■■EEN -■■■ -■■■ ®000 WE■■■■■■EEN ®aaa ®nom ®000 ®000 -■■■ aa■■■■■■aaa -■■■ -■■■ -■■■ aa■■■■■■aaa -■■■ -■■■ ®000 aa■■■■■■aaa ®aaa ®nom SR 434 EB ST NAME SR 434 WB ST NAME ®000 ®000 -■■■ aa■■■■■■aaa -■■■ -■■■ -■■■ aa■■■■■■aaa -■■■ -■■■ Oman aa■■■■■■aaa ®aaa Mama ®®■■■■■■®®® aa■■■■■■aaa aa■■■■■■aaa aa■■■■■■aaa Vistawilla Drive NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Winter Springs COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Vistawilla Drive OBSERVER VHB DATE 5/13/2015 MILEPOST 6.6 REMARKS FORM COMPLETED BY SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn -■■■ NE■■■■■■EEN -■■■ -■■■ -■■■ NE■■■■■■EEN -■■■ -■■■ Munn WE■■■■■■EEN Mnon Mnon Munn Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Mnon Mnon SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Vistawilla Drive NB ST NAME FM Z mn 0 U H Z W W 0 Z Z FM W J 2 W N O CC � C 00 a U IF^ v/ ~ a Z W 0 J U 1= w Q' O a ° O F m O N 7 a. a >U 66 0 F 0 V V CO D~ 0 O 0 w Z O V v10UQQF a C W O a a Q C In O te w W- a° D MM LU 00) U? 0 w w� U O ... r O Q' Q' O LO c7 cn cn 1� 1= w Q' O a ° V F m w N 7 a. a >U 0 F 0 V V CO D~ 0 O 0 Z V v10UQQF a W O a a w W- D LU U? 0 w w� U 1= U U Q Q V Q' O a ° V m w N 0oi a. a >U a a a z w U U Q Q 0 W d x x x F F W F F UQV1Q00 U)U)O�:z V1 U) z w 2E \w cO G J J Q U) w J U no TF t I Q V LL7 (O LL7 � LL7 LL7 LL7 V � V V V LL7 W LL7 (O (O (O N cs ZQ� � N N K ~ FO V LL7 (O LL7 � LL7 LL7 LL7 V � V V V LL7 W_ LL7 (O (O (O CN f N N J LL� O O LL� n M M � V N M LL� W W Im.mimim N W O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O z 2 z W 7 K O a0 F rn m o m in v m r u� v u� o v rn ro o v v rn n N N N N O N N N N W N N N N W N M M M N f f LL W J K f O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z V' 7 w m u� rn o ro ro � m r r ro u� u� rn rn ro m rn m a X N N M N V M N M N V W f O O O O O O O O O O O O O O O O O O O O LL W J K J ~O f N Z O O O O O O O O O O O O O O O O O O O O J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O O O O O O O O O O O O O O O O O O O O o� z � O a0 x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K f J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K O f K z x z O O a0 H0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o z � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W 0 A F ro ro ro ro 0A F 6o � 66 � A F r O v O A p � � F 00 a. a a. a a a z w w j j W W<< U) z w 2E \w cO G J J Q U) w J U no TF t I Q V LL7 (O LL7 � LL7 LL7 LL7 V � V V V LL7 W LL7 (O (O (O N cs ZQ� � N N K ~ FO V LL7 (O LL7 � LL7 LL7 LL7 V � V V V LL7 W_ LL7 (O (O (O CN f N N J LL� O O LL� n M M � V N M LL� W W Im.mimim N W O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O z 2 z W 7 K O a0 F rn m o m in v m r u� v u� o v rn ro o v v rn n N N N N O N N N N W N N N N W N M M M N f f LL W J K f O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z V' 7 w m u� rn o ro ro � m r r ro u� u� rn rn ro m rn m a X N N M N V M N M N V W f O O O O O O O O O O O O O O O O O O O O LL W J K J ~O f N Z O O O O O O O O O O O O O O O O O O O O J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O O O O O O O O O O O O O O O O O O O O o� z � O a0 x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K f J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K O f K z x z O O a0 H0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o z � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W 0 A F ro ro ro ro 0A F 6o � 66 � A F r O v O A p � � F VEHICLE TURNING MOVEMENT COUNT SECTION: 77070 CITY: Winter Springs STATE ROUTE: SR 434 INTERSECTING ROUTE: Jetta Point OBSERVER: VHB DATE OF COUNT: 5/13/15 WEATHER: CLEAR ROAD CONDITION: Good NORTH APPROACH: EAST APPROACH: SR 434 SOUTH APPROACH: Jetta Point WEST APPROACH: SR 434 COUNT PERIODS: 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 6.787 NORTHBOUND SOUTHBOUND SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 0 SB ST NAME R T L 0 0 0 L 1 - 0 R 2 T 2 2 T 2 R 1 L w 0 0 1 L T R Jett@ Point 1 NB ST NAME SR 434 WB ST NAME 0000�� FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS 0000�� SECTION: 77070 CITY: Winter Springs COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Jett@ Point MILEPOST: 6.787 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 0 SB ST NAME R T L 0 0 0 L 1 - 0 R 2 T 2 2 T 2 R 1 L w 0 0 1 L T R Jett@ Point 1 NB ST NAME SR 434 WB ST NAME 0000�� 0000�� ®0000�� 0000�� � aaa ©aa aaaaaa a aae ® ©a ®a ©�aaa ®aa® a �aaa ©aaaaaaaaaaa� eeaeea a aae ©a ®a a ©aaaa � aaaaaa aaaaa eeaeea a a a ©ate ®a ©aa ®aa® a ©aaaa a aaaaaa eeaeea a as ® ©aa as ®aaa aae ®a ®aaeeea ®aa�aaa aaaaaa at � aaeeea eeaeea a as ® ©a ®aa ®aa® ®aaeaea eeaeea a aae ©aa a ©aaaa a aaaaa aaaaa a a ®aa ®a ®aa® FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Winter Springs COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Jetta Point OBSERVER VHB DATE 5/13/2015 MILEPOST 6.787 REMARKS FORM COMPLETED BY SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Mono Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Munn Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Jetta Point NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Winter Springs COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Jetta Point OBSERVER VHB DATE 5/13/2015 MILEPOST 6.787 REMARKS FORM COMPLETED BY SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Mono Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Munn Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Jetta Point NB ST NAME Fm Z mn 0 U H Z W \W 0 V Z Z Fm W J 2 \W N O C E 0� U) IF v/ ~ a Z W 0 J U U U Q Q w N u� N O O o F � so o � O CQ C n a. a. m m 00 w Q F 0 V V CO Q E D~ W 0 O d 2 Z F W F o F N� LL U O 1� a. a a. w V m d 2 a s � U) N V1 O C) r� O V V O o W Nar�r�0) Vl 7 M O O U? D w w� U U U Q Q w N u� N O ro o F � so o � r CQ C n a. a. m m in w 0 F 0 V V CO Q m D~ W 0 O 0 2 Z F W F VV F < U O 1� a. a a. w V W d 2 a s �cn v10L)<< V1 W ~ W Vl 7 U? D w w� U U U Q Q in N u� N O ro o r � so o � r CQ C n a. a. m m in w a a z w j Q m 0 W d 2 2 2 F F W F VV F < 1� m w V 0 d 2 J d �cn >Ucn U U Q Q U) z w 2E \w c0 G J J Q U) w J U no TF t in N u� O O ro o r � so o � r rn n a. a. m m in w a a z w j Q Q 0 W d 2 2 2 F F W F F UQV)¢�7 U)U)O�:z V1 U) z w 2E \w c0 G J J Q U) w J U no TF t in N u� r m ro o r � so o � r rn n m co m m in � N N N N ZQ� K ~ JJ O W O O M O LL� O LL� N r r O M f0 LL� V V I� O N N N f O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O 2 z z w 7 K O m F LL� N V O O N M O of N O (O O N OD V V LL� N N _ F u N w J K f M N � O M O f0 N N N N N W M M M N N_ _ O F f O O O O O O O O O O O O O O O O O O O O K FO K S N V N M O z V' 7 w M O V Q K W f Im IT T ININ O O O O O O O O O O O O O O O O O O O O LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J co v rn r so m u� � m o m v m co of N V � in n r r rn f ITI IT, N Z co v rn r so m u� � m o m v m co of N V � in Q N M N f O N � n N � N N N OD � N N N N m W O rc LL� O W M N O LL� O N N M N O LL� O r V N M f0 x z u m O m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � M N N M M M M N N N m O O r O m O W N N M LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J F7 J O O O O O O O O O O O O O O O O O O O O J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K O f K O O O O O O O O O O O O O O O O O O O O z O 7 y O m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H K � O i z � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o 0 0 SECTION: STATE ROUTE: OBSERVER: WEATHER: NORTH APPROACH: SOUTH APPROACH: 77070 SR 434 VHB CLEAR SR 417 SB Ramps VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo SR 417 SB Ramps 5/13/15 Good SR 434 SR 434 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 6.911 NORTHBOUND SOUTHBOUND 2 T 3 Percentage 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% FLORIDA DEPARTMENT OF TRANSPORTATION 0.0% 17.4% 24.7% 100.0% N/A 0.0% 0.0% 65.7% 34.3% 0.0% 100.0% 0.1% 13.1% 86.8% 0.0% 0.0% 100.0% N/A SUMMARY OF VEHICLE MOVEMENTS 0 0 0 0 0 0 355 0 116 94 SECTION: 77070 0 0 922 508 0 922 CITY: Oviedo 1065 0 0 1065 COUNTY: Minimum Seminole 0 0 0 0 0 STATE ROUTE: SR 434 0 22 73 0 0 0 INTERSECTING ROUTE: SR 417 SB Ramps 238 0 0 0 MILEPOST: 828 6.911 0 0 0 Total Heavy Veh 0 OBSERVER: VHB 0 0 25 0 7 5 DATE: 5/13/2015 0 53 73 0 126 15 94 0 0 109 235 %HeavyVeh WEATHER: CLEAR 0.0% 0.0% 3.3% 0.0% 2.2% 2.8% ROAD CONDITION: Good 1.8% 4.7% 0.0% 2.6% 2.5% 0.0% 2.5% 2.7% REMARKS: FORM COMPLETED BY: KLC DATE: 05/18/15 SR 417 SB Ramps SB ST NAME R T L 1 0 1 L 0 SR 434 SR 434 R 1 WB ST NAME EB ST NAME 0 0 0 L T R 0 NB ST NAME TIME NORTHBOUND SOUTHBOUND TOTAL EASTBOUND WESTBOUND TOTAL BEGIN /END U L T R RTOR TOT U L T R RTOR TOT N/S U L T R RTOR TOT U L T R RTOR TOT E/W 7-8 0 0 0 0 0 0 0 127 0 22 77 226 226 0 0 708 508 0 1,216 0 227 970 0 0 1,197 2,413 8-9 0 0 0 0 0 0 0 75 0 22 73 170 170 0 0 651 459 0 1,110 0 174 862 0 0 1,036 2,146 16 -17 0 0 0 0 0 0 0 209 0 70 82 361 361 0 0 685 238 0 923 1 74 828 0 0 903 1,826 17-18 0 0 0 0 0 0 0 355 0 116 94 565 565 0 0 922 341 0 1,263 2 90 1,065 0 0 1,157 2,420 TOTAL 0 0 0 0 0 0 0 766 0 230 326 1,322 1,322 0 0 2,966 1,546 0 4,512 3 565 3,725 0 0 4,293 8,805 2 T 3 Percentage 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 57.9% 0.0% 17.4% 24.7% 100.0% N/A 0.0% 0.0% 65.7% 34.3% 0.0% 100.0% 0.1% 13.1% 86.8% 0.0% 0.0% 100.0% N/A Maximum 0 0 0 0 0 0 0 355 0 116 94 355 355 0 0 922 508 0 922 2 227 1065 0 0 1065 1065 Minimum 0 0 0 0 0 0 0 75 0 22 73 0 0 0 0 651 238 0 0 0 74 828 0 0 0 0 Total Heavy Veh 0 0 0 0 0 25 0 7 5 37 37 0 53 73 0 126 15 94 0 0 109 235 %HeavyVeh 0.0% 0.0% 0.0% 0.0% 3.3% 0.0% 2.2% 2.8% 2.8% 0.0% 1.8% 4.7% 0.0% 2.6% 2.5% 0.0% 2.5% 2.7% FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE SR 417 SB Ramps OBSERVER VHB DATE 5/13/2015 MILEPOST 6.911 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 SR 417 SB Ramps SB ST NAME ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Munn Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Mono ®ono ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE SR 417 SB Ramps OBSERVER VHB DATE 5/13/2015 MILEPOST 6.911 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 SR 417 SB Ramps SB ST NAME ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Mono Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Munn Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn NB ST NAME Fm Z mn 0 U H z W \W 0 V Z Z Fm W J 2 W N O C � E N N O U) r IF^ v/ z a W 0 J U U U Q Q w M O N O O LL� F Q W V O E 7 a. a. O (4 00 w Q F 0 V V CO Q E D~ W 0 O d 2 Z F W LL� F O F Np LL V 1� v10UaaF a w V W O 2 a d a Z N cn V1 o C) r� O (O V V O o LL7 Nar�r�0) O V V D LL7 O M O r LU O U? 0 w w� U U U Q Q w M O N O M LL� F Q W V M E 7 a. a. O (4 V w 0 F 0 V V CO Q m D~ W 0 O 0 2 Z F W LL� F VV F < V 1� v10UaaF a w V W O 2 a d a >U cn V1 Q w W— (O LL7 M LL7 LL7 LL7 V O V V D LL7 O (O I� r LU CD U? 0 w w� U U U Q Q N M O N O M LL� W Q W V M E M a. a. O (4 V w a a z w j N Q m 0 W d 2 z 2 F F W LL� F VV F < 1� m w V 0 d 2 J d �cn >U cn U U Q Q U) z W 2E \w c0 G J J Q U) w J U no TF t I N M O O O M LL� W LL� W V M of M a. a. O r V w a a z w j N Q Q 0 W d 2 2 2 F F W LL� F O F UQV)¢ 7 U)U)O�:z V1 U) z W 2E \w c0 G J J Q U) w J U no TF t I N M O I� N M LL� W LL� W V M of M N LL� O r V N O O I� W N M O W N O O N V f0 V O LL� O O J Q LL7 LL7 (O LL7 M LL7 LL7 LL7 V O V V LL7 LL7 O (O I� r r CD � N N N N ZQ� K ~ n_ F N N of N (O O n (O of M V M of of O of f0 J N O � � O TrIT, f O O O O O O O O O O O O O O O O O O O O K FO K LL� W O r N r O O O N V M M N M M N M M V 0 2 M N z W n K O m O O W J N N N >N IT Tl^ T T Tim t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J O O O O O O O O O O O O O O O O O O O O rc F7 co o ro ro N ro � r N ro ro u� v v m m � r v O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O 2 z z V' 7 w V O O O W O n H N W N N M N Q K W f Im IN IT co o N r in in co co o n r m r co M m o co V M LL W J J J u� co m co n co r r u� n rn o c f TIT N Z O O O O O O O O O O O O O O O O O O O O J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O O O O O O O O O O O O O O O O O O O O zx O 7 m O m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J F J Q N N V N f O f O f K x z 0 n � O m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H K � O i z � co m m r v m v u� v co co v u� co N � m N V LL� N O V N (O (O N N N � y W T T TIT J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 w F7 W F O u7 O u7 �p O u7 O u7 �p O M V �p O M V �p 0 0 6 6 6 6 0 r r r r p SECTION: STATE ROUTE: OBSERVER: WEATHER: NORTH APPROACH: SOUTH APPROACH: 77070 SR 434 VHB CLEAR SR 417 NB Ramps VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo SR 417 NB Ramps 5/13/15 Good SR 434 SR 434 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 7.027 NORTHBOUND SOUTHBOUND FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: SR 417 NB Ramps MILEPOST: 7.027 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 0 SB ST NAME R T L 0 0 0 L 1 0 R 2 2 T 1 T 2 R 0 0 w L 2 0 1 L T R SR 417 NB Ramps 1 NB ST NAME SR 434 WB ST NAME BEGIN /END U L T R RTOR TOT U L T R RTOR TOT N/S U L T R RTOR TOT U L T R RTOR TOT E/W 7-8 0 224 0 24 24 272 0 0 0 0 0 0 272 0 175 657 0 0 832 0 0 956 322 0 1,278 2,110 8 -9 0 221 0 13 38 272 0 0 0 0 0 0 272 3 167 578 0 0 748 0 0 777 254 0 1,031 1,779 16 -17 0 271 0 35 95 401 0 0 0 0 0 0 401 4 93 804 0 0 901 0 0 622 139 0 761 1,662 17 -18 0 462 1 112 112 687 0 0 0 0 0 0 687 4 103 1,177 0 0 1,284 0 0 692 141 0 833 2,117 TOTAL 0 1,178 1 184 269 1,632 0 0 0 0 0 0 1,632 11 538 3,216 0 0 3,765 0 0 3,047 856 0 3,903 7,668 � a�a ® ®� eeaeea � e ® ®ee ®ee� ®ems ®a ®e ®tea eeaeea a e��eea ee��ea a FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE SR 417 NB Ramps OBSERVER VHB DATE 5/13/2015 MILEPOST 7.027 REMARKS FORM COMPLETED BY SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Mono Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Munn Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn SR 417 NB Ramps NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE SR 417 NB Ramps OBSERVER VHB DATE 5/13/2015 MILEPOST 7.027 REMARKS FORM COMPLETED BY SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Mono Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Munn Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn SR 417 NB Ramps NB ST NAME FM Z mn 0 U H Z W W 0 V Z Z FM W J 2 \W N O co E Lo N N U) r IF^ v/ ~ a zW 0 J U U U Q Q w N O F N O 7 00 0 F 0 V V CO U D~ 0 O 0 N Z N O V N a W w O a 0 a v10UQQF N poi O coo W M M O W a Vl 0) °o 1, U? 0 w w� o 00-LO( fnfn1� U U Q Q w N F N 7 0 F 0 V V CO U D~ 0 O 0 N Z N ,> V N a W w O a 0 a v10UQQF poi >UM0 W ~ W Vl 7 LU U? 0 w w� U U U Q Q N N U U Q N N ,> N m w 'y E 0 poi >UM0 - U U Q Q a. a. a a z w j W<< 0 W d x x x F F W� F F UQV1Q�7 U)U)O�:z V1 U) z w 2E \w 0 J J Q U) w J U no TF t I a V LL� LL� V O V V V M f0 V V V V n LL� LL� O LL� N ZQ� � N N K ~ f V LL� LL� V O V V V M f0 V V V V n LL� LL� O LL� N F N N O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 Z W 7 K O a0 F m rn rn rn o rn rn � co in m v o N m rn r r m so N Im M M Im N N O O O O O n ON N N ON OOD f LL W J O O O O O O O O O O O O O O O O O O O O rc f in ro rn ro o v � o rn v o ro r r N co rn u� r N N N o M r v a M_ O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 Z V' 7 w W f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O f N Z J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc �2 z � 7 O a0 x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K O f K z x Z O 7 y O a0 H0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K � O i z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A 0 r r r r p r r r r F ro ro ro ro F F � F 00 U) z w 2E \w 0 J J Q U) w J U no TF t I a V LL� LL� V O V V V M f0 V V V V n LL� LL� O LL� N ZQ� � N N K ~ f V LL� LL� V O V V V M f0 V V V V n LL� LL� O LL� N F N N O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 Z W 7 K O a0 F m rn rn rn o rn rn � co in m v o N m rn r r m so N Im M M Im N N O O O O O n ON N N ON OOD f LL W J O O O O O O O O O O O O O O O O O O O O rc f in ro rn ro o v � o rn v o ro r r N co rn u� r N N N o M r v a M_ O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 Z V' 7 w W f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O f N Z J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc �2 z � 7 O a0 x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K O f K z x Z O 7 y O a0 H0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K � O i z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A 0 r r r r p r r r r F ro ro ro ro F F � F SECTION: 77070 STATE ROUTE: SR 434 OBSERVER: VHB WEATHER: CLEAR NORTH APPROACH: Business Access SOUTH APPROACH: Palm Drive VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo Palm Drive 5/13/15 Good SR 434 SR 434 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 7.253 NORTHBOUND SOUTHBOUND SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS 0000�� Business Access SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Palm Drive MILEPOST: 7.253 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 0000�� Business Access ®0000�� SB ST NAME R T L 0000�� 0 1 0 �aaeeeaeea L 0 R 0 ©ea�ee�ae�ee R 0 ee 0 L � ®aaeaea 0 1 0 ©e L T R Palm Drive ®ee� 1 NB ST NAME 1 T 1 1 T 1 SR 434 WB ST NAME 0000�� 0000�� ®0000�� 0000�� �aaeeeaeea ©eaeea ©ea�ee�ae�ee „ ee � ®aaeaea aae ©e ®eeaeea eeaeea ®ee� ee�aea ©ems e ©�ee� � � aaeaea aaeea eeaeea a a�ee� a ee� ©ems e ©sae® � aaeeea eeaeea e ea�ee� e ©�ee� � ameme� eee ©ea m ea��e� ee�ae �aae ©eaeea ©eaaea�ee�e© „ ae „ � ®aaeaea eeaeea a ee�aea ee�eea a aeeea aaeea a a�ee� a�ee� � FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Palm Drive OBSERVER VHB DATE 5/13/2015 MILEPOST 7.253 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 Business Access SB ST NAME ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Munn Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Palm Drive NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Palm Drive OBSERVER VHB DATE 5/13/2015 MILEPOST 7.253 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 Business Access SB ST NAME ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Munn Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Palm Drive NB ST NAME FM Z mn 0 U H Z CW C \W 0 Z Z FM W J 2 W N O co N U r IF^ v/ ~ a zW 0 J U U U Q Q w N O F > O O L 0 F 0 V V y (4 D~ 0 O 0 0 0 L V v10UQQF a o > W O a N a V m W 0 �oi w W- >U N O O 0> O w V V U p N M M 01 _ U M O O > m O Q' Q' O U U Q Q w N F > 7 L 0 F 0 V V y (4 D~ 0 O 0 Z V v10UQQF a > W O a N a V m W 0 �oi w W- >U D U? D w w� U U U Q Q N > L N (4 a > O M Q N r V m W 0 �oi >U U U Q Q a. a. a a z w j W<< 0 W d x x x F F W F F UQV1Q00 U)U)O�:z V1 U) z w 2E \W c0 G J J Q U) w J U no TF t I v u� m r m N m co u� r co m rn in m m rn o in ZQ� � N N K ~ f N O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z W 7 K O m F V O M (O N (O O O M OD M N of O N of M N of f N f LL W J O O O O O O O O O O O O O O O O O O O O rc f O a r LL� N r O O M N M N V M N V O of O N O f O O O O O O O O O O O O O O O O O O O O K FO K N z 2 Z V' 7 � NM of O I� O V LL� LL� r N N O M LL� O M W N V W f O O O O O O O O O O O O O O O O O O O O LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J o m � co o rn � ro r in in co co m in m co m r v O f N Z O O O O O O O O O O O O O O O O O O O O J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O O O O O O O O O O O O O O O O O O O O o z � O m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J o m � co o rn � ro r in in co co m in m co m r v Q f O f O O O O O O O O O O O O O O O O O O O O K O f K Z x 7 � O � m H0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K � O i z � N f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A 0���� 0 r r r r p 00 U) z w 2E \W c0 G J J Q U) w J U no TF t I v u� m r m N m co u� r co m rn in m m rn o in ZQ� � N N K ~ f N O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z W 7 K O m F V O M (O N (O O O M OD M N of O N of M N of f N f LL W J O O O O O O O O O O O O O O O O O O O O rc f O a r LL� N r O O M N M N V M N V O of O N O f O O O O O O O O O O O O O O O O O O O O K FO K N z 2 Z V' 7 � NM of O I� O V LL� LL� r N N O M LL� O M W N V W f O O O O O O O O O O O O O O O O O O O O LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J o m � co o rn � ro r in in co co m in m co m r v O f N Z O O O O O O O O O O O O O O O O O O O O J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O O O O O O O O O O O O O O O O O O O O o z � O m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J o m � co o rn � ro r in in co co m in m co m r v Q f O f O O O O O O O O O O O O O O O O O O O O K O f K Z x 7 � O � m H0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K � O i z � N f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A 0���� 0 r r r r p SECTION: STATE ROUTE: OBSERVER: WEATHER: NORTH APPROACH: SOUTH APPROACH: 77070 SR 434 VHB CLEAR Mactavandash Drive VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo Mactavandash Drive 5/13/15 Good SR 434 SR 434 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 7.513 NORTHBOUND SOUTHBOUND SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 0 SB ST NAME R T L 0 0 0 L 0 0 R 1 T 1 T 1 R 1 w L 1 0 1 L T R Mactavandash Drive 1 NB ST NAME SR 434 WB ST NAME 0000�� FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS 0000�� SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Mactavandash Drive MILEPOST: 7.513 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 0 SB ST NAME R T L 0 0 0 L 0 0 R 1 T 1 T 1 R 1 w L 1 0 1 L T R Mactavandash Drive 1 NB ST NAME SR 434 WB ST NAME 0000�� 0000�� ®0000�� 0000�� �a a ®aaaaaaaaaaaaa eeaeea a aa�aaa „ ©aaa aaaaaa ©�aaaat a ®aaaaaa a ®a ®a ®aaaaaa eeaeea ®aaaaaa aaa ©aa aa�aaa ©aaaa at � aaaaa ®eeaeea a as ®aaa ©aa ®aa aaaaaa a at aaa ®aa eeaeea a aa�aa ®aaaaaa a ®aaam eeaeea m aa�aaa a ®aaaa � a ®aaaa eeaeea a aa�aaa aaaaaa a ®aaaaaa eeaeea a aaa ©aa a ©aaaa a aaaaa aaaaa a as ©aa aaaaa a FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Mactavandash Drive OBSERVER VHB DATE 5/13/2015 MILEPOST 7.513 REMARKS FORM COMPLETED BY SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Mono Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Munn Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Mactavandash Drive NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Mactavandash Drive OBSERVER VHB DATE 5/13/2015 MILEPOST 7.513 REMARKS FORM COMPLETED BY SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Mono Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Munn Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Mactavandash Drive NB ST NAME H z U H Z W W 0 V Z Z FM W J 2 \W N O C � E O a) U) 1� IF^ v/ ~ a zW 0 J U U U Q Q N N U U N a. a a. U F 0 V V y r r D~ 0 O 0 O U C � O C V a 0 V W w O a a v10UQQa- �U) O C O rWW- 'a pp LU U? 0 w w� o O a C) L o c c 0 N m C 00 .> Q' Q' U H LO (7 U) U) 1� U U Q Q w N F U N a. a a. 0 F 0 V V y r a D~ 0 O 0 O Z C � O M V a 0 V W w O a a v10UQQa- �U) >UaH rWW- D LU U? 0 w w� U U U Q Q N U N a. a a. a a a z w w j j W W<< r a U O C � O M 0 V m w N� �U) >UaH U U Q Q 0 W d x x x F F W F F UQV1Q00 U)U)O�:zU) U) z cw G \w 0 J J Q U) w J U no TF t I ZQ� � N N K ~ JJ LL� M (O E N V of O LL� n W O O LL� N r O V M V f V LL� LL� V W V V V V f0 V V V V I� LL� LL� O LL� N Cl O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 Z W 7 K O m N� N M M N N N N N N O O O� O n N N N ON OMD F _ V I� O M N N N M f0 f LL W J rc f J LL� W N N � M I� M O M I� � N N N N N W M M M M M_ O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z u W f F N LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc N N N M M O f N Z r v v v m ro r r o N co r m N ro rn r u� m y J N V N Q f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc v v ro v o v rn co r so v co m � v m u� V N V 0 F N N Z x O � m x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � f LL W J Z K J f J J N Q f O f O O O O O O O O O O O O O O O O O O O O K O f K z x Z O 7 0 m = 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H � K O i z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W O 20 o 0 0 A p 00 a. a a. a a a z w w j j W W<< U) z cw G \w 0 J J Q U) w J U no TF t I ZQ� � N N K ~ JJ LL� M (O E N V of O LL� n W O O LL� N r O V M V f V LL� LL� V W V V V V f0 V V V V I� LL� LL� O LL� N Cl O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 Z W 7 K O m N� N M M N N N N N N O O O� O n N N N ON OMD F _ V I� O M N N N M f0 f LL W J rc f J LL� W N N � M I� M O M I� � N N N N N W M M M M M_ O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z u W f F N LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc N N N M M O f N Z r v v v m ro r r o N co r m N ro rn r u� m y J N V N Q f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc v v ro v o v rn co r so v co m � v m u� V N V 0 F N N Z x O � m x 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � f LL W J Z K J f J J N Q f O f O O O O O O O O O O O O O O O O O O O O K O f K z x Z O 7 0 m = 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H � K O i z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W O 20 o 0 0 A p SECTION: STATE ROUTE: OBSERVER: WEATHER: NORTH APPROACH: SOUTH APPROACH: 77070 SR 434 VHB CLEAR Pinebranch Circle Terralago Place VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo Terralago Place /Pinebranch Circle 5/13/15 Good SR 434 SR 434 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 7.604 NORTHBOUND SOUTHBOUND FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Terralago Place /Pinebranch Circle MILEPOST: 7.604 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good REMARKS: FORM COMPLETED BY: KLC DATE: 05/18/15 Pinebranch Circle SB ST NAME R T L 1 0 1 L 1 1 T 1 ll SR 434 SR 434 R 0 WB ST NAME EB ST NAME 0 1 0 L T R Terralago Place 1 NB ST NAME TIME NORTHBOUND SOUTHBOUND TOTAL EASTBOUND WESTBOUND TOTAL BEGIN /END U L T R RTOR TOT U L I T I R RTORI TOT N/S U L T R RTOR TOT U L T R RTOR TOT E/W 7-8 0 13 0 9 0 22 1 8 0 20 0 29 51 0 4 729 6 0 739 0 7 1,245 4 0 11256 15995 8-9 0 8 0 9 0 17 1 15 0 26 0 42 59 0 6 624 3 0 633 1 3 1,049 11 0 15064 15697 16 -17 0 8 0 5 0 13 0 4 0 14 0 18 31 0 12 923 2 0 937 1 6 765 13 0 785 15722 17 -18 0 5 0 2 0 7 0 10 0 14 0 24 31 0 27 1,339 6 0 15372 1 6 855 10 0 872 25244 TOTAL 0 34 0 25 0 59 2 37 0 74 0 113 172 0 49 3,615 17 0 3,681 3 22 3,914 38 0 35977 75658 Percentage 0.0% 58.0% 1 0.0% 42.0% 0.0% 1 100.0% 1 1.8% 132.7%1 0.0% 165.5% 1 0.0% 1 100.0% 1 N/A 1 0.0% 1 1.3% 198.2% 1 0.5% 1 0.0% 1 100.0% 1 0.1% 1 0.6% 1 98.3% 1 1.0% 1 0.0% 1 100.0% N/A Maximum 0 13 0 9 0 13 1 15 0 26 0 26 26 0 27 1339 6 0 1339 1 1 7 1245 13 0 1245 1339 Minimum 0 5 0 2 0 0 0 4 0 14 0 0 0 0 4 624 2 0 0 0 3 765 4 0 0 0 Total Heavy Veh 6 0 1 0 7 1 0 3 0 4 11 1 85 6 0 92 3 87 3 0 93 185 %Heavy Veh 17.6% 0.0% 4.0% 11.9% 2.6% 0.0% 4.1% 3.5% 6.4% 2.0% 2.4% 35.3% 0.0% 12.0% 2.2% 7.9% 2.3% 2.4% FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Terralago Place /Pinebranch Circle OBSERVER VHB DATE 5/13/2015 MILEPOST 7.604 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 Pinebranch Circle SB ST NAME MMENEEMEMEM 1 d WEENEENEWEE MENE At =MEN Munn MENE SR 434 WEEN MENE EB ST NAME WEEN MENE SR 434 WEEN MENE WB ST NAME WEEN Munn Munn Munn MOEN Munn MENE 1 BEENEEMENEWPOW WEENEEMENEW Terralago Place NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Terralago Place /Pinebranch Circle OBSERVER VHB DATE 5/13/2015 MILEPOST 7.604 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 Pinebranch Circle SB ST NAME 1 =MEN Munn MIMME SR 434 MIMME MIMME EB ST NAME MIMME MIMME SR 434 MIMME MIMME WB ST NAME MIMME Munn Munn Munn Munn MUNN Munn MMEMMENEEME 1 WEEMENNEEME Terralago Place NB ST NAME Fm Z mn 0 U H Z W W 0 V Z Z Fm W J 2 \W N O C � E [� U) 1� IF^ v/ ~ a zW 0 J U U U Q Q w 00 O F O a. a a. U) 00 0 F 0 V V CO O D~ V 0 O 0 1� N m w 0oi O a V v10UQQF a W O a a p N O C p 0 V V O -p N N M M 01 N a O LU O U? 0 w w� U 00U LO (9U)U)i U U Q Q w 00 F a. a a. U) 0 F 0 V V CO O D~ V 0 O 0 1� Z m w 0oi V v10UQQF a W O a a W ~ W Vl 7 LU U? 0 w w� U U U Q Q 00 a. a a. U) a a a C w j j W W<< O V C 1� m w 0oi >UU U U Q Q 0 W d x x x F F W F F w M LL, 00 U)U)O�:z V1 U) z cw G \W 0 J J Q U) w J U no TF t I Q V LL7 LL7 V O V V M V n V V V V n_ LL7 LL7 (O LL7 N ZQ� � N N K ~ F V LL7 LL7 V W V V M V n V V V V n LL7 LL7 LL7 LL7 N Cl J I� N V W N LL� O V V N O O of INN N z 2 Z W 7 K O m N n N M M N N N N N O n N N N ON ODD f O O O O O O O O O O O O O O O O O O O O f LL W J O O O O O O O O O O O O O O O O O O O O rc F7 O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z V' 7 � W f N N LL J rc F7 ro rn r o v o � o 0 o r r ro N co co o v so N f0 N N M M O f N Z ro rn r o v o � o 0 o r r ro N co co o v so J N f0 N N M M Q f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc Z x O � m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � N N f LL W J Z K J F7 J O O O O O O O O O O O O O O O O O O O O J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K O f K O O O O O O O O O O O O O O O O O O O O z Z Z O O m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H K � O i z � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W a O �n o u� o �n o u� F O in O i A O u� I A o m v A 0 rm v A y� O m v O O k O Q� Ml � 0 r r r r p r r r r F ro ro 00 a. a a. a a a z w w j j W W<< U) z cw G \W 0 J J Q U) w J U no TF t I Q V LL7 LL7 V O V V M V n V V V V n_ LL7 LL7 (O LL7 N ZQ� � N N K ~ F V LL7 LL7 V W V V M V n V V V V n LL7 LL7 LL7 LL7 N Cl J I� N V W N LL� O V V N O O of INN N z 2 Z W 7 K O m N n N M M N N N N N O n N N N ON ODD f O O O O O O O O O O O O O O O O O O O O f LL W J O O O O O O O O O O O O O O O O O O O O rc F7 O f O O O O O O O O O O O O O O O O O O O O K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z V' 7 � W f N N LL J rc F7 ro rn r o v o � o 0 o r r ro N co co o v so N f0 N N M M O f N Z ro rn r o v o � o 0 o r r ro N co co o v so J N f0 N N M M Q f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc Z x O � m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � N N f LL W J Z K J F7 J O O O O O O O O O O O O O O O O O O O O J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K O f K O O O O O O O O O O O O O O O O O O O O z Z Z O O m 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H K � O i z � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W a O �n o u� o �n o u� F O in O i A O u� I A o m v A 0 rm v A y� O m v O O k O Q� Ml � 0 r r r r p r r r r F ro ro SECTION: 77070 STATE ROUTE: SR 434 OBSERVER: VHB WEATHER: CLEAR NORTH APPROACH: Cranston Street SOUTH APPROACH: VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo Cranston Street 5/13/15 Good SR 434 SR 434 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 7.716 NORTHBOUND SOUTHBOUND SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 Cranston Street SB ST NAME k L 1 - 0 R 1 T 1 T 1 R 0 0 L 0 0 0 L T R 0 NB ST NAME SR 434 WB ST NAME 0000�� FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS 0000�� SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Cranston Street MILEPOST: 7.716 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good SR 434 EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 Cranston Street SB ST NAME k L 1 - 0 R 1 T 1 T 1 R 0 0 L 0 0 0 L T R 0 NB ST NAME SR 434 WB ST NAME 0000�� 0000�� ®0000�� 0000�� � aaeeea e ®amen � ea ®ee� ee�ee� ®ems at �aaeeeae era ®awe ®ea ® ®ee�ee�eeatee ea�eea eeateea at � aaeeea ama ©eaaa�ee�aat ®e ® ®e ®�ee� ©e east „ at ®ems at aaeeea era ®ems a ©��ee� east ®ems aaeeea ame�e� � ©m�ee� ee�me� � aaeeea s ®a�e� a ©��ee� east ®ems at ®aaeeea era ®ea a ea�eea eeateea a �aeeeaaa ©eaaa�ee�aat ©e „ at FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Cranston Street OBSERVER VHB DATE 5/13/2015 MILEPOST 7.716 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 Cranston Street SB ST NAME ®®■■■■■■®®® Munn -■■■ NE■■■■■■NEW -■■■ -■■■ -■■■ NE■■■■■■NEW -■■■ -■■■ ■nn® Munn WE■■■■■■NEW Mnon Mnon Munn Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ n®■■■■■ -■■■ -■■■ ■nn® Munn n®■■■■■ Mnon Mnon SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ n®■■■■■ -■■■ -■■■ ■nn® Munn n®■■■■■ Munn Munn ®®■■■■■■®®® nn■■■■■■nnn n®■■■■■ ■nn® n®■■■■■ ■nn® NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Cranston Street OBSERVER VHB DATE 5/13/2015 MILEPOST 7.716 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 Cranston Street SB ST NAME ®®■■■■■■®®® Munn -■■■ NE■■■■■■NEW -■■■ -■■■ -■■■ NE■■■■■■NEW -■■■ -■■■ Munn WE■■■■■■NEW Mnon Mnon Munn Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Mnon Mnon SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Mnon Mnon ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn NB ST NAME FM Z mn 0 U H z W W 0 V Z Z FM W J 2 \W N O C 00 C C 00 a) [�: U) 1� IF^ v/ ~ a zW 0 J U 0 6(7cncn� w N O F U O 7 C 00 0 F 0 V V y 0 D~ 0 O 0 O Z W V V v10UQQa- a O >> i LO O U Q 0 a m W � 2% a Q� a 0) I r�cn >1 >UUU O O 0 6(7cncn� U U Q Q w N F U 7 C a. 0 F 0 V V y D~ 0 O 0 Z W V V v10UQQa- a O M W O U a 0 a m W � 2% � W r�cn ~ >UUU W Vl 7 U? D w w� U U U Q Q N U C a. a a a z w w j j W W<< C W V O N O M Q U Q 0 V m W � 2% � r�cn >UUU U U Q Q 0 W d'SSS F F W� F F UQV1Q�7 U)U)O�:zU) U) z W 2E \W 0 J J Q U) W J U no TF t I co N o r so N o r rn ro r v rn � r ro v � o Q V LL7 LL7 V W V V V V n V V V V n LL7 LL7 LL7 LL7 N ZQ� � N K ~ F V LL7 LL7 V W V V V V n V V V V n LL7 LL7 LL7 LL7 N Cl N of V O M M (O O N LL� V O of f0 � I� V of O O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z W 7 K O a0 F � r m rn o m v r rn M m rn v u� co m N r ro f f LL W J rc f m rn o m o � m m o n o N co co v u� m r co so J LL� W M of f0 (O of LL� O W N � N LL� O N r N M O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z V' 7 w W f LL W J z N M N O f N Z J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc z2 z � O a0 S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J J N N Q f O f O O O O O O O O O O O O O O O O O O O O K O f K z O O a0 S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H � K O i Z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A o m v 0 0 66 m v 0 0 r r r r p r r r r F ro 66 66166 00 a. a a. a a a z w w j j W W<< U) z W 2E \W 0 J J Q U) W J U no TF t I co N o r so N o r rn ro r v rn � r ro v � o Q V LL7 LL7 V W V V V V n V V V V n LL7 LL7 LL7 LL7 N ZQ� � N K ~ F V LL7 LL7 V W V V V V n V V V V n LL7 LL7 LL7 LL7 N Cl N of V O M M (O O N LL� V O of f0 � I� V of O O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z W 7 K O a0 F � r m rn o m v r rn M m rn v u� co m N r ro f f LL W J rc f m rn o m o � m m o n o N co co v u� m r co so J LL� W M of f0 (O of LL� O W N � N LL� O N r N M O f O O O O O O O O O O O O O O O O O O O O K FO K z 2 z V' 7 w W f LL W J z N M N O f N Z J Q O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc z2 z � O a0 S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H 7 � O x N � f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J J N N Q f O f O O O O O O O O O O O O O O O O O O O O K O f K z O O a0 S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H � K O i Z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A o m v 0 0 66 m v 0 0 r r r r p r r r r F ro 66 66166 SECTION: 77070 STATE ROUTE: SR 434 OBSERVER: VHB WEATHER: CLEAR NORTH APPROACH: Church Entrance SOUTH APPROACH: Calypso Way VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo Calypso Way 5/13/15 Good SR 434 SR 434 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 7.788 NORTHBOUND SOUTHBOUND FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Calypso Way MILEPOST: 7.788 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good REMARKS: FORM COMPLETED BY: KLC DATE: 05/18/15 Church Entrance SB ST NAME R T L 0 1 0 L 1 1 T 1 ll SR 434 SR 434 R 0 WB ST NAME EB ST NAME 0 1 0 L T R Calypso Way 1 NB ST NAME TIME NORTHBOUND SOUTHBOUND TOTAL EASTBOUND WESTBOUND TOTAL BEGIN /END U L I T R IRTORI TOT U L I T I R RTOR I TOT N/S U I L T R RTOR TOT U L T R RTOR TOT E/W 7 -8 0 13 0 9 0 22 0 0 0 1 0 1 23 0 1 755 4 0 760 0 3 1,180 0 0 1,183 1,943 8-9 0 11 0 18 0 29 0 0 0 1 0 1 30 1 0 685 1 0 687 1 6 1,023 1 0 1,031 1,718 16 -17 0 6 0 11 0 17 0 2 0 2 0 4 21 0 1 907 6 0 914 0 13 781 2 0 796 1,710 17 -18 0 4 0 8 0 12 0 0 0 2 0 2 14 0 8 1,315 13 0 1,336 1 10 848 11 0 870 2,206 TOTAL 0 34 0 46 0 80 0 2 0 6 0 8 88 1 10 3,662 24 0 3,697 2 32 3,832 14 0 3,880 7,577 �a ®ememo ©e ©eamse ®me ®s ®��e�® ®aaeeeaoeeaeaooe�aeao ©�eeaa �aeeeaaeaeaaamee�a�ee�� FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Calypso Way OBSERVER VHB DATE 5/13/2015 MILEPOST 7.788 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 Church Entrance SB ST NAME ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Munn Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ ®ono nn■■■■■■nnn Munn ®ono ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Calypso Way NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Calypso Way OBSERVER VHB DATE 5/13/2015 MILEPOST 7.788 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 Church Entrance SB ST NAME ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Munn Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn SR 434 EB ST NAME SR 434 WB ST NAME Mono Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn Calypso Way NB ST NAME FM Z mn U H z W W O z Z FM W J 2 W N O O 0) E O O M U) co IF^ v/ ~ a zW 0 J U U U Q Q w � � � O F O M w a. a a. r� W' 00 J 0 F 0 V V y D~ 0 O 0 Z 0 V v10UQQF a O W O a a N a W m a W LO y o 0 0 o 0 0 w w� U -o a N a �rn O C M O C O O W N W U U Q Q w � � � O F M w a. a a. r� W' 2 J 0 F 0 V V y D~ 0 O 0 Z V v10UQQF a W O a a W ~ W y 7 LU U? 0 w w� U U U Q Q � � � � O M w a. a a. r� W' 2 J W' W' r�cn w j >Ucncn W<< U U Q Q 0 W d x x x F F W F F UQV1Q00 U)U)O�:z V1 U) H Z W 2E W O J J Q U) W J U_ W > J J Q m co co � m r v v r N rn r rn m ro co N o r so J m u� co O W N O u� r in v co r o m v v co m ro a m v v m so m m m m v m m m v v v v v v n 3o f a � u m v m r M m N co o� co co o u� n m r N co ro f 0 �i J N Q f O f O O O O O O O O O O O O O O O O O O O O K FO K 0 2 Z W 7 K O a0 F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 W� ?� 2 t f LL W J O O O O O O O O O O O O O O O O O O O O rc f J N Q f O f O O O O O O O O O O O O O O O O O O O O K FO K LL� � O V O r m V N f0 M M O O f0 O N O N V D 2 Z V' 7 � m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H V1 w LL J O O O O O O O O O O O O O O O O O O O O o N ro v v v N ro r m � rn m m u� rn � ro r in in m so � m m co o v co r rn ao v m u� m so m v v m so m m m m v m m m m v v v v v n z J (O of O r m rn N o in r r rn � in m y (O V W Q n N f0 N n N N N N W O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc D i z u O a0 O x N f f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J f O f O O O O O O O O O O O O O O O O O O O O K O f K 0 Z Z O O a0 2 I� O W N f0 N N (O V V t0 O W N N r O LL� W N O i z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A 00 a. a a. a a a z w w j j W W<< U) H Z W 2E W O J J Q U) W J U_ W > J J Q m co co � m r v v r N rn r rn m ro co N o r so J m u� co O W N O u� r in v co r o m v v co m ro a m v v m so m m m m v m m m v v v v v v n 3o f a � u m v m r M m N co o� co co o u� n m r N co ro f 0 �i J N Q f O f O O O O O O O O O O O O O O O O O O O O K FO K 0 2 Z W 7 K O a0 F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 W� ?� 2 t f LL W J O O O O O O O O O O O O O O O O O O O O rc f J N Q f O f O O O O O O O O O O O O O O O O O O O O K FO K LL� � O V O r m V N f0 M M O O f0 O N O N V D 2 Z V' 7 � m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H V1 w LL J O O O O O O O O O O O O O O O O O O O O o N ro v v v N ro r m � rn m m u� rn � ro r in in m so � m m co o v co r rn ao v m u� m so m v v m so m m m m v m m m m v v v v v n z J (O of O r m rn N o in r r rn � in m y (O V W Q n N f0 N n N N N N W O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc D i z u O a0 O x N f f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J f O f O O O O O O O O O O O O O O O O O O O O K O f K 0 Z Z O O a0 2 I� O W N f0 N N (O V V t0 O W N N r O LL� W N O i z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A VEHICLE TURNING MOVEMENT COUNT SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Ellington Place MILEPOST: 8.309 OBSERVER: VHB DATE OF COUNT: 5/13/15 WEATHER: CLEAR ROAD CONDITION: Good NORTH APPROACH: SR 434 EAST APPROACH: Laurel Oaks Ct SOUTH APPROACH: SR 434 WEST APPROACH: Ellington Place COUNT PERIODS: 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) NORTHBOUND SOUTHBOUND Ellington Place EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS 0000�� SR 434 SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Ellington Place MILEPOST: 8.309 OBSERVER: VHB DATE: 5/13/2015 WEATHER: CLEAR ROAD CONDITION: Good Ellington Place EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 0000�� SR 434 ®0000�� SB ST NAME R T L 0000�� 1 1 1 � - ®�aaa L 0 R 0 � aaaaaa aaaaaa R 0 0 L a ®aaa 1 1 0 ©aa L T R SR 434 � 1 NB ST NAME 1 T 1 1 T 1 Laurel Oaks Ct WB ST NAME 0000�� 0000�� ®0000�� 0000�� � aa�aaa ®�aaa aaaaaa ®aaaa � aaaaaa aaaaaa a ®aaa aaaaaa ©aa aaaaaa � aaaaa ®aaaaaa a ©aaaa a � a ®� ©a ®a ©aaaa ®aaaaa � a ©aaaa aaaaa a ©aaaa a a aaaaa ®a ®aaaa � aaaaaa aaa ©a® a aa�aa� aa�aa� e� aaaaam aaaaam � a ®�aaa a ®aaaa a aaaaaa aaaaaa a ®aaa ©aa aa�aaa a eaeeea a ©aaaa a aaaaa aaaaa ®aaaaa aaaaa a FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Ellington Place OBSERVER VHB DATE 5/13/2015 MILEPOST 8.309 REMARKS FORM COMPLETED BY SR 434 SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn -■■■ NE■■■■■■NEW -■■■ -■■■ -■■■ NE■■■■■■EEN -■■■ -■■■ Munn WE■■■■■■EWE Munn Munn Munn Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn Ellington Place EB ST NAME Laurel Oaks Ct WB ST NAME Mono Mn00 -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Mnon ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn SR 434 NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Ellington Place OBSERVER VHB DATE 5/13/2015 MILEPOST 8.309 REMARKS FORM COMPLETED BY SR 434 SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE NE■■■■■■NEW MENE MENE MENE BE■■■■■■NEW MENE MENE Munn WE■■■■■■NEW Munn Munn Munn Munn MENE nn■■■■■■nnn MENE MENE MENE nn■■■■■■nnn MENE MENE Munn nn■■■■■■nnn Munn Munn Ellington Place EB ST NAME Laurel Oaks Ct WB ST NAME Mono Munn MENE nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■■nnn -■■■ -■■■ Munn nn■■■■■■nnn Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■■nnn nn■■■■■■nnn SR 434 NB ST NAME FM Z mn U H Z CW C W 0 V z Z FM W J 2 W N O co E 0) O M U) 00 IF^ v/ ~ a zW 0 J U O O 00 �o O w 56 > O N O) 3 O U) r w � 'I- � 0 F U U U m w Q Q Q � m 2 O 0 F 0 V LO y O D~ 0 O O N N N 0 > 2r In O O U) LO a a. O O 00 �o O w 56 > O N O) 3 O U) r 00 a. a. a a z w j W<< 0 W d x x x F F W F F UQV1Q�7 U)U)O�:z V1 U) H Z cw G \w 0 J J Q U) W J U_ w J J Q m co co v v m m co ro o u� u� m u� ro m rn m v v a m v v m so m v m m in m m v v in v v m m in 3o f a � u F O f O O O O O O O O O O O O O O O O O O O O J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z W 7 K O a0 F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 W� ?� 2 t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J O O O O O O O O O O O O O O O O O O O O rc f J M M Q f O f O O O O O O O O O O O O O O O O O O O O K FO K N N D 2 Z V 7 � H V1 w LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc o m v v m so m v m m in m m v v in v v m m in z J (O of O (O N V O M O n (O O E M N M of of N Q N n N f0 N N OD N N OD O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc D i z � O a0 H O W O O N N M O Im M n LL� O � M O TIN M M O O x N f O O O O O O O O O O O O O O O O O O O O f LL W J Z K J F7 J I� V O of OD N I� O LL� V V M O of N V of � of f O f O O O O O O O O O O O O O O O O O O O O K O f K O O O O O O O O O O O O O O O O O O O O 0 Z Z O 7 y O a0 O x z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc F7 W F 0 0 in o in A o u� o u� A o m v A o m v A 0 � m v r o w � 'I- � 0 F U U U m w Q Q Q � m 2 J 0 F 0 V V y D~ 0 O 0 Z U O a. a a. W a s v10UQQF W ~ W y 7 U? D w w� U 00 a. a. a a z w j W<< 0 W d x x x F F W F F UQV1Q�7 U)U)O�:z V1 U) H Z cw G \w 0 J J Q U) W J U_ w J J Q m co co v v m m co ro o u� u� m u� ro m rn m v v a m v v m so m v m m in m m v v in v v m m in 3o f a � u F O f O O O O O O O O O O O O O O O O O O O O J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z W 7 K O a0 F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 W� ?� 2 t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J O O O O O O O O O O O O O O O O O O O O rc f J M M Q f O f O O O O O O O O O O O O O O O O O O O O K FO K N N D 2 Z V 7 � H V1 w LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc o m v v m so m v m m in m m v v in v v m m in z J (O of O (O N V O M O n (O O E M N M of of N Q N n N f0 N N OD N N OD O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc D i z � O a0 H O W O O N N M O Im M n LL� O � M O TIN M M O O x N f O O O O O O O O O O O O O O O O O O O O f LL W J Z K J F7 J I� V O of OD N I� O LL� V V M O of N V of � of f O f O O O O O O O O O O O O O O O O O O O O K O f K O O O O O O O O O O O O O O O O O O O O 0 Z Z O 7 y O a0 O x z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc F7 W F 0 0 in o in A o u� o u� A o m v A o m v A 0 � m v r o � � 'I- � 0 U U U m w Q Q Q � m 2 J Q' Q' r�cn >Ucncn 00 a. a. a a z w j W<< 0 W d x x x F F W F F UQV1Q�7 U)U)O�:z V1 U) H Z cw G \w 0 J J Q U) W J U_ w J J Q m co co v v m m co ro o u� u� m u� ro m rn m v v a m v v m so m v m m in m m v v in v v m m in 3o f a � u F O f O O O O O O O O O O O O O O O O O O O O J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z W 7 K O a0 F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 W� ?� 2 t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J O O O O O O O O O O O O O O O O O O O O rc f J M M Q f O f O O O O O O O O O O O O O O O O O O O O K FO K N N D 2 Z V 7 � H V1 w LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc o m v v m so m v m m in m m v v in v v m m in z J (O of O (O N V O M O n (O O E M N M of of N Q N n N f0 N N OD N N OD O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc D i z � O a0 H O W O O N N M O Im M n LL� O � M O TIN M M O O x N f O O O O O O O O O O O O O O O O O O O O f LL W J Z K J F7 J I� V O of OD N I� O LL� V V M O of N V of � of f O f O O O O O O O O O O O O O O O O O O O O K O f K O O O O O O O O O O O O O O O O O O O O 0 Z Z O 7 y O a0 O x z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc F7 W F 0 0 in o in A o u� o u� A o m v A o m v A 0 � m v r o U U U Q Q Q U) H Z cw G \w 0 J J Q U) W J U_ w J J Q m co co v v m m co ro o u� u� m u� ro m rn m v v a m v v m so m v m m in m m v v in v v m m in 3o f a � u F O f O O O O O O O O O O O O O O O O O O O O J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z W 7 K O a0 F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 W� ?� 2 t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL W J O O O O O O O O O O O O O O O O O O O O rc f J M M Q f O f O O O O O O O O O O O O O O O O O O O O K FO K N N D 2 Z V 7 � H V1 w LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc o m v v m so m v m m in m m v v in v v m m in z J (O of O (O N V O M O n (O O E M N M of of N Q N n N f0 N N OD N N OD O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc D i z � O a0 H O W O O N N M O Im M n LL� O � M O TIN M M O O x N f O O O O O O O O O O O O O O O O O O O O f LL W J Z K J F7 J I� V O of OD N I� O LL� V V M O of N V of � of f O f O O O O O O O O O O O O O O O O O O O O K O f K O O O O O O O O O O O O O O O O O O O O 0 Z Z O 7 y O a0 O x z � f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc F7 W F 0 0 in o in A o u� o u� A o m v A o m v A 0 � m v r o SECTION: 77070 STATE ROUTE: SR 434 OBSERVER: VHB WEATHER: CLEAR NORTH APPROACH: SR 434 SOUTH APPROACH: SR 434 VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo Sweet Violet Drive 5/5/15 Good Sweet Violet Drive 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 8.393 NORTHBOUND SOUTHBOUND Sweet Violet Drive EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 SR 434 SB ST NAME R T L 0 0 L 1 - 0 R 1 T 0 0 T 0 R 1 0 L 1 1 0 L T R SR 434 1 NB ST NAME WB ST NAME 0000�� FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS 0000�� SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Sweet Violet Drive MILEPOST: 8.393 OBSERVER: VHB DATE: 5/5/2015 WEATHER: CLEAR ROAD CONDITION: Good Sweet Violet Drive EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 SR 434 SB ST NAME R T L 0 0 L 1 - 0 R 1 T 0 0 T 0 R 1 0 L 1 1 0 L T R SR 434 1 NB ST NAME WB ST NAME 0000�� 0000�� ®0000�� 0000�� aa�ee� ee�ae ®� e�e�e ®eeaeea ®aa aa�ee� ®eea ee� ©ems ®e e ®ewe ®eeaeea eeaeea a � a� ®ee ®ee ®a�ae� ®ae�ee� � aeeea � e ©aee aaeea ®eeaeea a a��ee ®ee�ee� � eee�e� eeaeea am�ee� ae�me� e� emame� eeaeea � ®aa ®eea ee�aea a e ©eeea eeaeea a a ®ee ®a�ae� � aeeea aaeea a FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Sweet Violet Drive OBSERVER VHB DATE 5/5/2015 MILEPOST 8.393 REMARKS FORM COMPLETED BY SR 434 SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn MENE ME■■■■■■EE© MENE MENE MENE BE■■■■■■NEW MENE MENE ■ono Munn MW■■■■■■EW© Munn Munn Mono Munn MENE nn■■■■■■onu MENE MENE MENE nn■■■■■ MENE MENE ■ono Munn nn■■■■■■unu Munn Munn Sweet Violet Drive EB ST NAME WB ST NAME Munn Munn MENE nn■■■■■■onu -■■■ -■■■ -■■■ nn■■■■■ -■■■ -■■■ ■ono Munn nn■■■■■■unu Munn Munn ®®■■■■■■®®® nn■■■■■■onu nn■■■■■ ■ono nn■■■■■■unu SR 434 NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Sweet Violet Drive OBSERVER VHB DATE 5/5/2015 MILEPOST 8.393 REMARKS FORM COMPLETED BY SR 434 SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® Munn -■■■ NE■■■■■■NEW -■■■ -■■■ -■■■ NE■■■■■■NEW -■■■ -■■■ ■ono Mnon WE■■■■■■NEW Munn Mnon Munn Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■ -■■■ -■■■ ■ono Mnon nn■■■■■ Munn Mnon Sweet Violet Drive EB ST NAME WB ST NAME Mono Munn -■■■ nn■■■■■■nnn -■■■ -■■■ -■■■ nn■■■■■ -■■■ -■■■ ■ono Munn nn■■■■■ Munn Munn ®®■■■■■■®®® nn■■■■■■nnn nn■■■■■ ■ono nn■■■■■ ■ono SR 434 NB ST NAME FM Z U FM z CW C W 0 z Z FM W J 2 W N O co E co N 0� U) 00 IF^ v/ ~ Oa zW 0 J U G1 =1; O O 00 O O O O 01 O O 0 � 0 � 0 F U U w Y a. � Y 2 J 0 F 0 V N y N D~ 0 O 0 U U V v10UQQF a W O LO a O O w W— N Q O N 3 LO O 3 Ocn D 6(9U) O O 00 O O O O 01 O O U U Q Q w � 'I- � 0 F m w a. a a. � m 2 J 0 F 0 V V y D~ 0 O 0 Z V v10UQQF a W O a a w W— D U? D w w� U U U Q Q � � 'I- � 0 m w a. a a. � m 2 J Q' Q' r�cn w j >Ucncn W<< U U Q Q 0 W d x x x F F W F F UQV1Q00 U)U)O�:z V1 U) H z W 2E \W 0 J J Q U) W J U no TF t I J v u� m r o m o u� r so m co N o in o N r rn m a m v v m so m v m m v m m v v in v v m m in 3o f a � u f 0 �i J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K FO K z 2 Z W 7 K O a0 F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 W� s t f LL W J O O O O O O O O O O O O O O O O O O O O rc f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z V' 7 � m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H N a� w � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc m v o m in rn r m u� m m r co u� so rn m m m om v v m in m m m m v m m v v in m v m m in f z Q n N f0 N N n N N OD O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O O O O O O O O O O O O O O O O O O O O o z u 7 O a0 7 O i N � f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J f O f O O O O O O O O O O O O O O O O O O O O K O f K 0 Z Z O O a0 O i z � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A 00 a. a a. a a a z w w j j W W<< U) H z W 2E \W 0 J J Q U) W J U no TF t I J v u� m r o m o u� r so m co N o in o N r rn m a m v v m so m v m m v m m v v in v v m m in 3o f a � u f 0 �i J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K FO K z 2 Z W 7 K O a0 F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 W� s t f LL W J O O O O O O O O O O O O O O O O O O O O rc f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J Q f O f 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 K FO K O O O O O O O O O O O O O O O O O O O O z 2 Z V' 7 � m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H N a� w � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc m v o m in rn r m u� m m r co u� so rn m m m om v v m in m m m m v m m v v in m v m m in f z Q n N f0 N N n N N OD O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc O O O O O O O O O O O O O O O O O O O O o z u 7 O a0 7 O i N � f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J f O f O O O O O O O O O O O O O O O O O O O O K O f K 0 Z Z O O a0 O i z � 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A o u� o u� A o m v A o m v A SECTION: 77070 STATE ROUTE: SR 434 OBSERVER: VHB WEATHER: CLEAR NORTH APPROACH: SR 434 SOUTH APPROACH: SR 434 VEHICLE TURNING MOVEMENT COUNT CITY: INTERSECTING ROUTE: DATE OF COUNT: ROAD CONDITION: EAST APPROACH: WEST APPROACH: COUNT PERIODS: Oviedo Sweet Watercreek Circle 5/5/15 Good Sweet Watercreek Circle 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) COUNTY: Seminole MILEPOST: 8.933 NORTHBOUND SOUTHBOUND EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS 0000�� SR 434 SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Sweet Watercreek Circle MILEPOST: 8.933 OBSERVER: VHB DATE: 5/5/2015 WEATHER: CLEAR ROAD CONDITION: Good EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 0000�� SR 434 ®0000�� SB ST NAME R T L 0000�� 0 0 � - L 0 R 0 � aaaaaa aaa ®a R 0 ©aa 0 L � ®aa W 0 1 0 ® ©aa L T R SR 434 � 1 NB ST NAME 1 T 1 Sweet Watercreek Circle WB ST NAME 0000�� 0000�� ®0000�� 0000�� � aa� ©aa aaaaaa ©aaaa � aaaaaa aaa ®a ©aa � ®aa aaaaaa ® ©aa aaaaaa � aaaaaa a ®a ©a® a � as ®aa ® ®a ®aaaaa ®a ©aaaa � aaaaa � aaaaaa aaaaa aaaaaa a a aaaaa ®a ©aaaa � aaaaaa aaa ©aa a aa� ®ate aa�aa� e� aaaaaa aaaaam � � aa� ®aa a ©aaaa a eeeeea a ®a ©a® ®aa ® ©aa aaaaaa a eeeeea aaaaaa a a ®aa ®aaaaa � aaaaa aaaaa a FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Sweet Watercreek Circle OBSERVER VHB DATE 5/5/2015 MILEPOST 8.933 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 SR 434 SB ST NAME 1 Munn Munn =MEN Munn MENE EB ST NAME WEEN MENE Sweet Watercreek Circle WEEN MENE WB ST NAME WEEN Munn Munn Munn Munn Munn Munn MMENEEMEMEW 1 WEENEEMENEW SR 434 NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Sweet Watercreek Circle OBSERVER VHB DATE 5/5/2015 MILEPOST 8.933 REMARKS FORM COMPLETED BY KLC DATE 05/18/15 SR 434 SB ST NAME 1 Munn Munn =MEN Munn MENE EB ST NAME WEEN MENE Sweet Watercreek Circle WEEN MENE WB ST NAME WEEN Munn Munn Munn Munn Munn Munn MMENEEMEMEW 1 WEENEEMENEW SR 434 NB ST NAME Fm Z mn U H z CW C W 0 ,m V Z Z FM W J 2 \W N O C 0) C C 0) a) 0� U) 00 IF^ v/ ~ a zW 0 J U U U Q Q w Q' V V 0 V F mm 0 m W � m 00 J 0 F 0 V V CO D~ 0 O 0 Z 0 a) V a) a) 0 W O a a W ~ � Lo Vl 0 LU O 0 w w� 0) a a N O 0) O) O 0 :5 6 :5 :5 U U Q Q w Q' V V 1 V F mm m W � m 2 J 0 F 0 V V CO D~ 0 O 0 Z V v10UQQF a W O a a W ~ w Vl D LU U? 0 w w� U U U Q Q V Q' V V 1 V mm m W � m 2 J Q' Q' r�cn >Ucncn U U Q Q a. a. a a z w j W<< 0 W d x x x F F W F F UQV1Q00 U)U)O�:z V) U) H Z W 2E LL 0 J J Q U) LU J U no TF t I a M v v M so M v M M in M M v v so v v v v n a � u O f J LL� N V N V M M M M M N N N N O N MIN M O Q f O f FO K N V M M z 2 Z W 7 K O m f f LL W J O O O O O O O O O O O O O O O O O O O O rc f N r � o o u� J N M O N M O N N N O M V N M M Q f O f K FO K z 2 Z V' 7 X � a� w � f0 � r o co r o rn r o n co rn v o m M M M n M so v v in f w J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N Z Q n f0 N N n N N N OD f O 0 rc M co u� v ro ro m v m so co M N u� so u� co � M n Z s O � m 7 O i N � N V V f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J N O O V V of � of of N O N � of n � of of LL� N Q N N n n f0 n f O f K O f K Q F N N Z s 7 � O � m O i z � M f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A O v O D A lo � l� lr� m lv � p � lmo A F F 00 U) H Z W 2E LL 0 J J Q U) LU J U no TF t I a M v v M so M v M M in M M v v so v v v v n a � u O f J LL� N V N V M M M M M N N N N O N MIN M O Q f O f FO K N V M M z 2 Z W 7 K O m f f LL W J O O O O O O O O O O O O O O O O O O O O rc f N r � o o u� J N M O N M O N N N O M V N M M Q f O f K FO K z 2 Z V' 7 X � a� w � f0 � r o co r o rn r o n co rn v o m M M M n M so v v in f w J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N Z Q n f0 N N n N N N OD f O 0 rc M co u� v ro ro m v m so co M N u� so u� co � M n Z s O � m 7 O i N � N V V f LL W J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z K J f J N O O V V of � of of N O N � of n � of of LL� N Q N N n n f0 n f O f K O f K Q F N N Z s 7 � O � m O i z � M f LL J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rc W F o in o in A O v O D A lo � l� lr� m lv � p � lmo A F F VEHICLE TURNING MOVEMENT COUNT SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Magnolia Street MILEPOST: 8.999 OBSERVER: VHB DATE OF COUNT: 5/5/15 WEATHER: CLEAR ROAD CONDITION: Good NORTH APPROACH: SR 434 EAST APPROACH: Magnolia Street SOUTH APPROACH: SR 434 WEST APPROACH: Magnolia Street COUNT PERIODS: 7:00 -9:00, 16:00 -18:00 HEAVY VEHICLES (TRUCKS + BUSES) NORTHBOUND SOUTHBOUND Magnolia Street EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 FLORIDA DEPARTMENT OF TRANSPORTATION T R SUMMARY OF VEHICLE MOVEMENTS TOT U SR 434 SECTION: 77070 CITY: Oviedo COUNTY: Seminole STATE ROUTE: SR 434 INTERSECTING ROUTE: Magnolia Street MILEPOST: 8.999 OBSERVER: VHB DATE: 5/5/2015 WEATHER: CLEAR ROAD CONDITION: Good Magnolia Street EB ST NAME FORM COMPLETED BY: KLC DATE: 05/18/15 L T R RTOR TOT U SR 434 T R RTOR TOT N/S U SB ST NAME T R T L U L T R 0 1 1 TOT E/W 7 -8 0 9 750 L 0 0 764 R 0 662 28 2 705 1,469 0 60 14 5 1 80 0 22 R 0 50 0 L 222 8 -9 1 1 0 11 676 17 1 L T R 612 26 SR 434 658 1,363 1 47 15 NB ST NAME 1 T 1 1 T 1 Magnolia Street WB ST NAME BEGIN /END U L T R RTOR TOT U L T R RTOR TOT N/S U L T R RTOR TOT U L T R RTOR TOT E/W 7 -8 0 9 750 5 0 764 0 13 662 28 2 705 1,469 0 60 14 5 1 80 0 22 48 50 22 142 222 8 -9 0 11 676 17 1 705 0 20 612 26 0 658 1,363 0 47 15 15 4 81 0 23 63 40 13 139 220 16 -17 0 14 639 22 2 677 0 41 696 16 1 754 1,431 0 40 33 11 1 85 0 23 24 37 20 104 189 17 -18 0 31 666 24 1 722 0 42 722 35 3 802 1,524 0 57 66 11 3 137 0 14 47 33 15 109 246 TOTAL 0 65 2,731 68 4 2,868 0 116 2,692 105 6 2,919 5,787 0 204 128 42 9 383 0 82 182 160 70 494 877 Percentage 0.0% 2.3% 94.7% 2.0% 1.0% 100.0% 0.0% 4.0% 91.4% 3.6% 1.0% 100.0% N/A 0.0% 53.2% 33.8% 11.0% 2.0% 100.0% 0.0% 16.6% 37.0% 32.4% 14.0% 100.0% N/A Maximum 0 31 750 24 2 750 0 42 722 35 3 722 750 0 60 66 15 4 66 0 23 63 50 22 63 66 Minimum 0 9 639 5 0 0 0 13 612 16 0 0 0 0 40 14 5 1 0 0 14 24 33 13 0 0 Total Heavy Veh 0 109 1 0 110 2 58 0 0 60 170 5 0 0 0 5 2 0 3 0 5 10 %Heavy Veh 0.0% 4.0% 1.4% 3.8% 1.7% 2.2% 0.0% 2.1% 2.9% 2.5% 0.0% 0.0% 0.0% 2.4% 0.0% 1.30 1.0 °k 1.1% FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Magnolia Street OBSERVER VHB DATE 5/5/2015 MILEPOST 8.999 REMARKS FORM COMPLETED BY SR 434 SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® ®000 -■■■ NE■■■■■■EEN -■■■ -■■■ -■■■ NE■■■■■■NEW -■■■ -■■■ ®000 WE■■■■■■WEN ®aaa ®nom ®000 ®000 -■■■ ©o■■■■■■aa© -■■■ -■■■ -■■■ aa■■■■■■aaa -■■■ -■■■ ®000 ©o■■■■■■aa© ®aaa ®nom Magnolia Street EB ST NAME Magnolia Street WB ST NAME ®000 ®000 -■■■ ©o■■■■■■aa© -■■■ -■■■ -■■■ aa■■■■■■aaa -■■■ -■■■ Oman ©o■■■■■■aa© ®aaa ®nom ®®■■■■■■®®® ©o■■■■■■aa© aa■■■■■■aaa ©o■■■■■■aa© SR 434 NB ST NAME FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE MOVEMENT SUMMARY SECTION 77070 CITY Oviedo COUNTY Seminole STATE ROUTE SR 434 INTERSECTING ROUTE Magnolia Street OBSERVER VHB DATE 5/5/2015 MILEPOST 8.999 REMARKS FORM COMPLETED BY SR 434 SB ST NAME KLC DATE 05/18/15 ®®■■■■■■®®® ®000 -■■■ UU■■■■■■UUM -■■■ -■■■ -■■■ UU■■■■■■NEW -■■■ -■■■ ®000 UU■■■■■■EWE ®aaa ®nom ®000 ®000 -■■■ aa■■■■■■aaa -■■■ -■■■ -■■■ aa■■■■■■aaa -■■■ -■■■ ®000 aa■■■■■■aaa ®aaa ®nom Magnolia Street EB ST NAME Magnolia Street WB ST NAME ®000 ®000 -■■■ aa■■■■■■aaa -■■■ -■■■ -■■■ aa■■■■■■aaa -■■■ -■■■ Oman aa■■■■■■aaa ®aaa ®ono ®®■■■■■■®®® aa■■■■■■aaa aa■■■■■■aaa aa■■■■■■aaa SR 434 NB ST NAME Wz J � z � Ln 4 Q _ U W 0 Q • •\ ti h a • • w z cc m w � _ 9 > W MHO w 2 o ': o W � I I sU \J y 'N7 Z M p z w 1S3/lb'b1N07 a p y I z s o � N 03AV 9Nlbd5 mzo z :woo, o 0 W _w z a m � F fS w z w Q w U � w Q W M z z d ¢ J F � � s � o v ~ I W W J L W N O a I W Q w� N =z o = w z � Q J � - z b Ell Q t ^ O v 1 l/ w M Z a SPEED Q LIMIT QD .\ 45 . •\ w • • c a • � s h a A, ¢ a z > w � z e; o° z .r O M ¢ V ° ' i Q z Q Q vlWMdlsin " . h �► 'n _ mm o � � a • w � o U) N �c Qj �zs z � mQ o0 mm , a h a z U- M a Q W w w z ° � Q � J w Oti 2 033dS h � w ¢ 0 4 Fc� [611, + S UTH = z Ls3M H1boN Orlando ON�V I L G33ds w IN w Ln L ON�V O J RIGHT SANE z Q MUST S TURN RIGHT �" (W, 1L.1 4 ® � JCT a a AtliLIH`JIH�-tl-1d00H TOLL h a ONYV 417 I I a z CD �z q� z I cry O v° j C) r a o s z I 1Nlad b113f z I I O ¢ M V I I O h T t+ z ° Q U ,n h Q W M W zo w a M w hz z a � W W w � o a v L W N O Q h W a W� - Wz Ell AINO 63100N 031YNOIM NO smmmi ONH1 AINO t� S3183AI130 Wool tv S3AIA 019134 � N1039 3NH4J�J O N1�3H w � O II h a II a II I �a z I I > W I J' w k w W 4 W r _ d4v r z ii ELLINGTDN PL LAUREL OAKS ST w I N I- a o 0 N J s Nam z Q Zz Ulu" a O j s W m o h w M � o N° ¢ w a y a � w L w a h w� =z h z � Q � N W z I z F � U W � � � Y W W I I r I > W U 9XISSOtlO v] ;� O 3ddtl!10 I S I 9 Z p O M V i I I H z I I Qo SWEET VIOLET DR. a 1 � Q � Z 4v w , co o RNUCAM h CROSSING O F Y n l U v, � o � z J a PVT J ` z � z z � w w I Q J I z Q O IW L K I W J I a H Y `s V p W UJ U- � I � I I W I ~ I � b PPa _ 0 � w n� � � o w w S U O 9 Z p O M i V SPEED LIMIT 40 :woo, Q 4V3HV W o 0 II SWEETWATER CREEK CIRCLE o II I I .► I I w WHYd U31VM133MS z o Qr r w Em w Ln I z w I � o z Ln w r� w v � v I Ul 0 0 4 w a z Q z 4 L z w o0ow ® Q Ell� I I I W MAGNOLIA ST* E MAGNOLIA ST w o ti a a � � z m[n mo rte'? w R z ♦Oo0 N�m�` _ a > w � � S W 9; ° � z o O M z i V h � ° I' SWEETWATER PARK a�oeiwes k Q j Lq z o w o � a a 0 zo COQ AHEAD w iwL 033d5 i z `s i N O I w ° v i i w f SED LL LIM PEIT a 40 w Q ° 12 HOUR TMC SR 434 @ Hammock Lane Section 770700 -001 -M.P. 0.176 Seminole County Prepared for: THE FLORIDA DEPARTMENT OF TRANSPORTATION DISTRICT 5 TRAFFIC OPERATIONS 719 South Woodland Boulevard DeLand, Florida 32738 Continuing Services Contract for Traffic Operations Financial Project ID: 237974- 1 -32 -16 Contract No.: C9G94 Metric Project No.: 4.2237 Task Work Order: 16 Study 1 & 3 Prepared by: Metric Engineering, Inc. 615 Crescent Executive Court, Suite 524 Lake Mary, FL 32746 May 8, 2015 .Saw� ,J 6265 . ENS . ,,��� IS a * on . SIX SO IS 00 a S , So . �'• Professional Engineer: Julio A. Alegre P.E. Number: 66265 Lake [Y m D n Project Location L a k e J e s s u p r O c 934' w°-- . 1 U..3 sm 417. W Artesia � � BRCrtl�r St II 9 Stied St "Ieid St A �larK ai m s Jones Landing C_.. II � 4111 } ng Si r 1�.1f N a y E 3 v w NGk p N c m ti TT2i1 s 4,4 Rleheb 7 r .:•: a Howard Ave Parrther St m � 3 J Q mead �- N f: �} I, I7 =7.'Tn 1i n ^F'k` Jtr9P Pd! �. ri SD Geneva Dr W N C �o Flonda Ave Y Q Round w"O Lake Charm a C_.. II � 4111 } ng Si r 1�.1f N a y E 3 v w NGk p N c m ti TT2i1 s 4,4 Rleheb 7 r .:•: a Parrther St J mead �- N I, I7 =7.'Tn 1i n ^F'k` Jtr9P Pd! �. ri Geneva Dr �o E Fr"n St E Harrison St Q Round w"O Lake Charm a v Lake Perk �._ SQ is Dr. � Lynn !�R 6 p F- G Project Location Map SR 434 @ Hammock Lane SR 434 Looking north at the intersection SR 434 Looking south at the intersection SR 434 Looking north from the intersection at the southbound lanes Looking south from the intersection at the northbound lanes Hammock Lane Looking west at the intersection Hammock Lane Looking east from the intersection at the westbound lanes STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS Location: SR 434 @ Hammock Lane Section: 770700 -001 North/ South Street: SR 434 M.P. 0.176 East/ West Street: Hammock Lane City: Oviedo Observer(s): MH, MM, PS County: Seminole Weather: Good Date: May 5, 2015 Road Condition: Good Remarks: SB Street Name: SR 434 1 CP 1 EB Street Name: WB Street Name: N/A Hammock Lane 1 NB Street Name: SR 434 Time Northbound Southbound Total Eastbound Westbound Total Begin/End L T R U Total L T R U Total N/S L T R U Total L T R U Total E/W 6 -7 0 510 4 0 514 43 408 0 0 451 965 0 0 0 0 0 17 0 212 0 229 229 7 -8 0 935 14 0 949 67 683 0 0 750 1699 0 0 0 0 0 30 0 257 0 287 287 8 -9 0 761 19 0 780 56 480 0 0 536 1316 0 0 0 0 0 30 0 159 0 189 189 9 -10 0 478 24 0 502 62 392 0 0 454 956 0 0 0 0 0 26 0 91 0 117 117 10 -11 0 383 33 0 416 61 354 0 0 415 831 0 0 0 0 0 19 0 84 0 103 103 11 -12 0 403 29 0 432 73 420 0 0 493 925 0 0 0 0 0 29 0 68 0 97 97 12 -1 0 413 33 0 446 65 396 0 0 461 907 0 0 0 0 0 24 0 72 0 96 96 1 -2 0 439 35 0 474 73 408 0 0 481 955 0 0 0 0 0 22 0 74 0 96 96 2 -3 0 470 30 0 500 95 539 0 0 634 1134 0 0 0 0 0 19 0 57 0 76 76 3 -4 0 445 39 0 484 142 481 0 0 623 1107 0 0 0 0 0 20 0 43 0 63 63 4 -5 0 624 42 0 666 156 694 0 0 850 1516 0 0 0 0 0 10 0 110 0 120 120 5 -6 0 596 37 0 633 192 689 0 0 881 1514 0 0 0 0 0 25 0 78 0 103 103 Total 0 6457 339 0 6796 1085 5944 0 0 7029 13825 0 0 0 0 0 271 0 1305 0 1576 1576 R T ©D 0 1 1 R T L 0 1 1 0 1 0 L T -R R 1 R o T 1 L STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN VOLUME SHEET Location: SR 434 @ Hammock Lane Section: 770700 -001 North/ South Street: SR 434 M.P. 0.176 East/ West Street: Hammock Lane City: Oviedo Observer(s): MH, MM, PS County: Seminole Weather: Good Date: May 5, 2015 Remarks: 0 0 0 ii SB Street Name: SR 434 6 -7 7 -8 8 -9 9 -10 10 -11 11 -12 12 -1 1 -2 2 -3 3 -4 4 -5 5 -6 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 -7 0 1 0 0 7 -8 0 0 0 8 -9 0 0 0 9 -10 0 0 0 10 -11 0 0 0 11 -12 0 0 0 12 -1 0 0 0 1 -2 0 0 0 2 -3 0 0 0 3 -4 0 0 0 4 -5 0 0 0 5 -6 0 0 0 Total 0 0 0 EB Street Name: N/A WB Street Name: Hammock Lane ii 6 -7 0 0 0 7 -8 0 0 0 8 -9 0 0 0 9 -10 0 0 0 10 -11 0 0 0 11 -12 0 0 0 12 -1 0 0 0 1 -2 0 0 0 2 -3 0 0 0 3 -4 0 0 0 4 -5 0 0 0 5 -6 0 0 0 Total 1 0 1 0 1 0 6 -7 7 -8 8 -9 9 -10 10 -11 11 -12 12 -1 1 -2 2 -3 3 -4 4 -5 5 -6 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NB Street Name: SR 434 UM STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE VOLUME SHEET Location: SR 434 @ Hammock Lane Section: 770700 -001 North/ South Street: SR 434 M.P. 0.176 East/ West Street: Hammock Lane City: Oviedo Observer(s): MH, MM, PS County: Seminole Weather: Good Date: May 5, 2015 Remarks: 0 0 0 ii SB Street Name: SR 434 6 -7 7 -8 8 -9 9 -10 10 -11 11 -12 12 -1 1 -2 2 -3 3 -4 4 -5 5 -6 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 -7 0 1 0 0 7 -8 0 0 0 8 -9 0 0 0 9 -10 0 0 0 10 -11 0 0 0 11 -12 0 0 0 12 -1 0 0 0 1 -2 0 0 0 2 -3 0 0 0 3 -4 0 0 0 4 -5 0 0 0 5 -6 0 0 0 Total 0 0 0 EB Street Name: N/A WB Street Name: Hammock Lane ii 6 -7 0 0 0 7 -8 0 0 0 8 -9 0 0 0 9 -10 0 0 0 10 -11 0 0 0 11 -12 0 0 0 12 -1 0 0 0 1 -2 0 0 0 2 -3 0 0 0 3 -4 0 0 0 4 -5 0 0 0 5 -6 0 0 0 Total 1 0 1 0 1 0 6 -7 7 -8 8 -9 9 -10 10 -11 11 -12 12 -1 1 -2 2 -3 3 -4 4 -5 5 -6 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NB Street Name: SR 434 UM Location: SR 434 @ Hammock Lane Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Groups Printed- Autos - Trucks File Name : SR 434 @ Hammock Ln Site Code : 00000000 Start Date : 5/5/2015 Page No : 1 07:00 AM 12 138 SR 434 0 150 20 0 Hammock Lane 81 0 194 SR 434 0 195 0 0 0 N/A 0 426 07:15 AM 13 172 Southbound 0 185 4 0 Westbound 0 84 Northbound 252 4 0 256 0 Eastbound 0 0 0 Start Time Left Thru Right U -Turn App. Total 0 Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total 285 Left Thru Right U -Turn App. Total Int. Total 06:00 AM 2 56 0 0 58 1 0 31 0 32 0 70 0 0 70 0 0 0 0 0 160 06:15 AM 5 72 0 0 77 4 0 53 0 57 0 113 0 0 113 0 0 0 0 0 247 06:30 AM 11 103 0 0 114 5 0 69 0 74 0 150 3 0 153 0 0 0 0 0 341 06:45 AM 25 177 0 0 202 7 0 59 0 66 0 177 1 0 178 0 0 0 0 0 446 Total 43 408 0 0 451 17 0 212 0 229 0 510 4 0 514 0 0 0 0 0 1194 07:00 AM 12 138 0 0 150 20 0 61 0 81 0 194 1 0 195 0 0 0 0 0 426 07:15 AM 13 172 0 0 185 4 0 80 0 84 0 252 4 0 256 0 0 0 0 0 525 07:30 AM 20 205 0 0 225 3 0 56 0 59 0 279 6 0 285 0 0 0 0 0 569 07:45 AM 22 168 0 0 190 3 0 60 0 63 0 210 3 0 213 0 0 0 0 0 466 Total 67 683 0 0 750 30 0 257 0 287 0 935 14 0 949 0 0 0 0 0 1986 08:00 AM 11 109 0 0 120 5 0 63 0 68 0 183 1 0 184 0 0 0 0 0 372 08:15 AM 13 157 0 0 170 12 0 41 0 53 0 223 5 0 228 0 0 0 0 0 451 08:30 AM 14 102 0 0 116 6 0 30 0 36 0 191 4 0 195 0 0 0 0 0 347 08:45 AM 18 112 0 0 130 7 0 25 0 32 0 164 9 0 173 0 0 0 0 0 335 Total 56 480 0 0 536 30 0 159 0 189 0 761 19 0 780 0 0 0 0 0 1505 09:00 AM 17 112 0 0 129 7 0 26 0 33 0 156 7 0 163 0 0 0 0 0 325 09:15 AM 16 99 0 0 115 8 0 19 0 27 0 142 9 0 151 0 0 0 0 0 293 09:30 AM 13 82 0 0 95 5 0 30 0 35 0 89 3 0 92 0 0 0 0 0 222 09:45 AM 16 99 0 0 115 6 0 16 0 22 0 91 5 0 96 0 0 0 0 0 233 Total 62 392 0 0 454 26 0 91 0 117 0 478 24 0 502 0 0 0 0 0 1073 10:00 AM 11 71 0 0 82 3 0 16 0 19 0 95 9 0 104 0 0 0 0 0 205 10:15 AM 15 86 0 0 101 4 0 30 0 34 0 102 7 0 109 0 0 0 0 0 244 10:30 AM 17 87 0 0 104 6 0 21 0 27 0 91 9 0 100 0 0 0 0 0 231 10:45 AM 18 110 0 0 128 6 0 17 0 23 0 95 8 0 103 0 0 0 0 0 254 Total 61 354 0 0 415 19 0 84 0 103 0 383 33 0 416 0 0 0 0 0 934 11:00 AM 17 110 0 0 127 10 0 17 0 27 0 89 9 0 98 0 0 0 0 0 252 11:15 AM 19 118 0 0 137 10 0 19 0 29 0 110 6 0 116 0 0 0 0 0 282 1130 AM 21 93 0 0 114 6 0 15 0 21 0 109 4 0 113 0 0 0 0 0 248 1145 AM 16 99 0 0 115 3 0 17 0 20 0 95 10 0 105 0 0 0 0 0 240 12:00 PM 13 75 0 0 88 5 0 14 0 19 0 95 10 0 105 0 0 0 0 0 212 12:15 PM 17 115 0 0 132 6 0 18 0 24 0 110 5 0 115 0 0 0 0 0 271 12:30 PM 17 98 0 0 115 6 0 17 0 23 0 108 11 0 119 0 0 0 0 0 257 12:45 :45 PM 18 108 0 0 126 7 0 23 0 30 0 100 7 0 107 0 0 0 0 0 263 0100 PM 18 89 0 0 107 6 0 25 0 31 0 106 11 0 117 0 0 0 0 0 255 01:15 PM 18 91 0 0 109 7 0 17 0 24 0 129 5 0 134 0 0 0 0 0 267 0130 PM 17 105 0 0 122 7 0 20 0 27 0 108 11 0 119 0 0 0 0 0 268 0145 :45 PM 20 123 0 0 143 2 0 12 0 14 0 96 8 0 104 0 0 0 0 0 261 02:00 PM 19 125 0 0 144 4 0 14 0 18 0 102 9 0 111 0 0 0 0 0 273 02:15 PM 26 132 0 0 158 9 0 18 0 27 0 107 6 0 113 0 0 0 0 0 298 02:30 PM 20 113 0 0 133 0 0 14 0 14 0 142 10 0 152 0 0 0 0 0 299 02:45 :45 PM 30 169 0 0 199 6 0 11 0 17 0 119 5 0 124 0 0 0 0 0 340 03:00 PM 36 84 0 0 120 6 0 12 0 18 0 105 13 0 118 0 0 0 0 0 256 03:15 PM 27 110 0 0 137 5 0 10 0 15 0 110 8 0 118 0 0 0 0 0 270 03:30 PM 36 145 0 0 181 3 0 10 0 13 0 105 10 0 115 0 0 0 0 0 309 03 :45 PM 43 142 0 0 185 6 0 11 0 17 0 125 8 0 133 0 0 0 0 0 335 Location: SR 434 @ Hammock Lane Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Groups Printed- Autos - Trucks File Name : SR 434 @ Hammock Ln Site Code : 00000000 Start Date : 5/5/2015 Page No : 2 05:00 PM 50 179 SR 434 0 229 6 Hammock Lane 0 21 0 SR 434 10 0 147 0 N/A 0 0 0 397 05:15 PM 44 Southbound 0 0 231 Westbound 0 26 0 Northbound 0 142 10 Eastbound 152 0 0 Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru 18 Right U -Turn App. Total Left Thru Right U -Turn App. Total Int. Total 04:00 PM 31 139 0 0 170 3 0 16 0 19 0 145 15 0 160 0 0 0 0 0 349 04:15 PM 44 174 0 0 218 3 0 34 0 37 0 147 8 0 155 0 0 0 0 0 410 04:30 PM 39 200 0 0 239 3 0 27 0 30 0 161 10 0 171 0 0 0 0 0 440 04:45 PM 42 181 0 0 223 1 0 33 0 34 0 171 9 0 180 0 0 0 0 0 437 0 Total 156 0 694 0 0 850 10 0 110 0 120 0 624 42 0 666 0 0 0 0 0 1636 05:00 PM 50 179 0 0 229 6 0 15 0 21 0 137 10 0 147 0 0 0 0 0 397 05:15 PM 44 187 0 0 231 10 0 26 0 36 0 142 10 0 152 0 0 0 0 0 419 05:30 PM 53 167 0 0 220 2 0 18 0 20 0 185 10 0 195 0 0 0 0 0 435 05:45 PM 45 156 0 0 201 7 0 19 0 26 0 132 7 0 139 0 0 0 0 0 366 0 Total 192 689 0 0 881 25 0 78 0 103 0 596 37 0 633 0 0 0 0 0 1617 Grand Total 1085 5944 0 0 7029 271 0 1305 0 1576 0 6457 339 0 6796 0 0 0 0 0 15401 Apprch % 15.4 84.6 0 0 17.2 0 82.8 0 0 95 5 0 0 0 0 0 Total % 7 38.6 0 0 45.6 1.8 0 8.5 0 10.2 0 41.9 2.2 0 44.1 0 0 0 0 0 Autos 1044 5736 0 0 6780 265 0 1246 0 1511 0 6237 315 0 6552 0 0 0 0 0 14843 % Autos 96.2 96.5 0 0 96.5 97.8 0 95.5 0 95.9 0 96.6 92.9 0 96.4 0 0 0 0 0 96.4 Trucks 41 208 0 0 249 6 0 59 0 65 0 220 24 0 244 0 0 0 0 0 558 % Trucks 3.8 3.5 0 0 3.5 2.2 0 4.5 0 4.1 0 3.4 7.1 0 3.6 0 0 0 0 0 3.6 Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Location: SR 434 @ Hammock Lane File Name : SR 434 @ Hammock Ln Site Code : 00000000 Start Date : 5/5/2015 Page No : 3 LStairrijime SR 434 Southbound Hammock Lane Westbound SR 434 Northbound N/A Eastbound Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Int. Total Peak Hour Analysis From 06:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM 07:00 AM 12 138 0 0 150 20 0 61 0 81 0 194 1 0 195 0 0 0 0 0 426 07:15 AM 13 172 0 0 185 4 0 80 0 84 0 252 4 0 256 0 0 0 0 0 525 07:30 AM 20 205 0 0 225 3 0 56 0 59 0 279 6 0 285 0 0 0 0 0 569 07:45 AM 22 168 0 0 190 3 0 60 0 63 0 210 3 0 213 0 0 0 0 0 466 Total 67 683 0 0 750 30 0 257 0 287 0 935 14 0 949 0 0 0 0 0 1986 Volume % ADD. Total 8.9 91.1 0 0 10.5 0 89.5 0 0 98.5 1.5 0 0 0 0 0 Out In Total 1192 E7 1942 01 6831 671 0 Right Thru Left U -Turn 1r 1 am aMOmDOW 0 0 0 * _� 0 o � N O J 7 Cl o North o o Peak Hour Begins at 07:00 A r r Autos o 0 o E Trucks rn m � � o F+ Left Thru Right U -Turn 0 935 14 0 713 949 F 1662 Out In Total Metric Engineering, 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Location: SR 434 @ Hammock Lane Inc. File Name : SR 434 @ Hammock Ln Site Code : 00000000 Start Date : 5/5/2015 Page No : 4 Peak Hour Analysis SR 434 Southbound Hammock Lane Westbound SR 434 Northbound N/A Eastbound 0 Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Int. Total Peak Hour Analysis From 10:00 AM to 01:45 PM -Peak 1 of 1 15.3 84.7 0 0 0 24.1 O 0 75.9 0 C 0 92.9 7.1 0 Peak Hour for Entire Intersection Begins at 12:45 PM 0 0 PHF .986 .910 � .000 .000 .921 T .964 .000 .850 .000 12:45 PM 18 108 0 0 126 7 0 23 0 30 0 100 7 0 107 0 0 0 0 0 263 0100 PM 18 89 0 0 107 6 0 25 0 31 0 106 11 0 117 0 0 0 0 0 255 01:15 PM 18 91 0 0 109 7 0 17 0 24 0 129 5 0 134 0 0 0 0 0 267 0130 PM 17 105 0 0 122 7 0 20 0 27 0 108 11 0 119 0 0 0 0 0 268 Total Volume 71 393 0 0 464 27 0 85 0 112 0 443 34 0 477 0 0 0 0 0 1053 % App. Total 15.3 84.7 0 0 0 24.1 O 0 75.9 0 C 0 92.9 7.1 0 .- LOO��l 0 0 0 0 PHF .986 .910 � .000 .000 .921 T .964 .000 .850 .000 .903 .000 .859 .773 .000 .890 .000 .000 .000 .000 .000 .982 o 0� F j J 0 O O L C F .- LOO��l o � O O � O T D Out In Total 528 464 992 01 3931 711 0 Right Thru Left U -Turn 4 1 Peak Hour Data North Peak Hour Begins at 12:45 P Autos Trucks *_1 T r Left Thru Right U -Turn 01 4431 341 01 420 477 897 Out In Total 0 Hs O F_ N �(D N .. v C O � N C � v O Metric Engineering, 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Location: SR 434 @ Hammock Lane Inc. File Name : SR 434 @ Hammock Ln Site Code : 00000000 Start Date : 5/5/2015 Page No : 5 Peak Hour Analysis From SR 434 Southbound Hammock Lane Westbound SR 434 Northbound N/A Eastbound Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Int. Total Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 O O o Fo A L C F L� Peak Hour for Entire Intersection Begins at 04:30 PM � O N � O T �(D .. N O D o 04:30 PM 39 200 0 0 239 3 0 27 0 30 0 161 10 0 171 0 0 0 0 0 440 04:45 PM 42 181 0 0 223 1 0 33 0 34 0 171 9 0 180 0 0 0 0 0 437 05:00 PM 50 179 0 0 229 6 0 15 0 21 0 137 10 0 147 0 0 0 0 0 397 05:15 PM 44 187 0 0 231 10 36 Total Volume 175 747 0 0 922 20 0 101 0 121 0 611 39 0 650 0 0 0 0 0 1693 % App. Total 19 81 0 0 16.5 0 83.5 0 0 94 6 0 0 0 0 0 PHF .875 .934 .000 .000 .964 .500 .000 .765 .000 .840 .000 .893 .975 .000 .903 .000 .000 .000 .000 .000 .962 O 0� F J O O o Fo A L C F L� O O � O N � O T �(D .. N O D Out In Total 712 922 1634 01 7471 1751 0 Right Thru Left U -Turn 1—r 1 Peak Hour Data North Peak Hour Begins at 04:30 P Autos Trucks F+ Left Thru Right U -Turn 0 611 39 0 767 650 F 1417 Out In Total o Fo A O N � r �(D .. N O C o � wm n — � o Location: SR 434 @ Hammock Lane Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Groups Printed- Trucks File Name : SR 434 @ Hammock Ln Site Code : 00000000 Start Date : 5/5/2015 Page No : 1 07:00 AM SR 434 1 0 2 Hammock Lane 0 07:15 SR 434 PM 0 6 0 0 N/A AM PM 0 9 0 Southbound 07:45 AM PM Westbound 6 0 Northbound 0 Total 3 23 Eastbound 0 08:00 AM Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total 1 Left Thru Right U -Turn App. Total Int. Total 06:00 AM 0 10 0 0 10 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 13 06:15 AM 1 7 0 0 8 0 0 1 0 1 0 2 0 0 2 0 0 0 0 0 11 06:30 AM 1 12 0 0 13 0 0 3 0 3 0 4 0 0 4 0 0 0 0 0 20 06:45 AM 0 6 0 0 6 0 0 1 0 1 0 5 0 0 5 0 0 0 0 0 12 Total 2 35 0 0 37 0 0 5 0 5 0 14 0 0 0 14 0 3 0 0 0 0 0 56 07:00 AM 0 1 0 2 0 0 07:15 AM PM 0 6 0 0 07:30 AM PM 0 9 0 0 07:45 AM PM 2 6 0 0 0 Total 3 23 0 0 08:00 AM 1 4 0 0 08:15 AM PM 1 2 4 0 0 08:30 AM 2 1 12 0 0 08:45 AM 2 5 0 0 0 Total 6 14 0 0 09:00 AM 0 4 0 0 09:15 AM PM 0 2 0 0 09:30 AM PM 0 2 0 0 09:45 AM PM 2 2 0 0 0 Total 2 10 0 0 10:00 AM 1 2 0 0 10:15 AM PM 0 2 0 0 10:30 AM 0 0 1 0 0 10:45 AM 0 1 :45 5 0 0 1 Total 2 10 0 0 11:00 AM 0 3 0 0 11:15 AM 0 3 0 0 1130 AM 0 1 0 0 12:00 PM 0 1 0 1 6 0 0 12:15 PM 9 2 5 0 0 12:30 PM 0 0 4 0 0 12:45 PM 2 0 5 0 0 0 Total 3 15 0 0 0100 PM 1 6 0 0 01:15 PM 61 2 6 0 0 0130 PM 1 12 0 0 0145 PM 1 18 0 0 Total 5 42 0 0 02:00 PM 2 7 0 0 02:15 PM 0 4 0 0 02:30 PM 0 2 0 0 02:45 PM 5 9 0 0 Total 7 22 0 0 03:00 PM 2 2 0 0 03:15 PM 1 1 0 0 03:30 PM 1 7 0 0 03 :45 PM 0 1 0 0 3 1 0 0 0 0 6 0 0 2 0 9 0 0 0 0 8 0 0 0 0 26 1 3 0 2 0 5 0 0 0 5 0 5 0 1 0 0 1 0 0 3 0 0 0 4 0 7 0 1 0 0 3 0 20 0 8 0 0 13 0 4 0 0 0 3 0 2 0 1 0 0 0 0 2 1 0 0 1 6 0 4 0 1 0 0 2 0 12 0 8 0 0 6 0 3 0 0 0 1 0 0 2 0 1 0 0 3 0 1 0 1 2 0 3 0 6 1 0 0 1 2 0 12 0 2 0 8 0 3 0 0 0 0 0 3 0 1 1 0 0 3 0 1 5 1 0 0 1 0 0 2 0 0 0 0 7 1 4 0 1 0 1 0 4 0 0 0 0 5 1 0 0 1 0 0 18 2 0 2 0 7 0 0 0 0 0 8 4 0 0 1 0 0 13 0 0 0 1 0 0 19 0 0 0 2 0 47 2 0 0 4 0 9 0 0 0 0 0 4 0 0 0 1 0 0 2 0 0 0 0 0 14 3 0 0 2 0 29 4 0 0 0 3 0 4 0 0 0 0 0 2 0 0 0 0 0 8 0 0 0 1 0 0 1 3 2 0 0 0 0 0 1 0 0 4 1 0 2 0 0 3 0 0 0 1 0 8 1 0 0 0 0 3 2 0 3 4 0 18 4 0 5 0 0 6 0 0 1 0 0 0 7 1 1 0 4 0 0 8 0 0 3 0 0 4 2 0 13 0 0 25 3 0 3 0 0 11 0 0 0 1 0 0 0 0 16 1 0 1 0 2 0 4 2 0 2 0 0 5 0 0 6 2 0 0 36 4 0 1 0 6 1 0 3 0 3 0 0 5 0 1 0 0 1 0 1 0 0 10 0 11 1 0 0 0 0 1 0 0 0 0 4 3 0 3 1 0 0 1 0 2 0 3 0 0 0 0 0 2 0 0 2 1 0 3 0 0 0 1 0 4 1 0 2 0 0 6 1 0 4 15 0 15 2 0 0 0 3 1 0 0 1 0 4 0 0 1 0 6 2 0 2 0 2 0 0 4 0 15 3 0 0 0 0 6 2 0 1 0 0 1 9 0 0 0 0 0 11 0 0 0 0 2 9 0 1 0 0 0 3 0 0 19 2 0 0 0 4 1 0 0 0 1 0 0 1 0 12 1 0 0 0 4 0 0 5 0 0 0 0 0 0 11 9 3 0 0 0 0 0 0 8 11 8 9 0 0 0 0 0 0 15 18 5 0 0 0 0 0 0 16 13 22 0 0 0 0 0 0 61 51 6 0 0 0 0 0 0 11 16 8 0 0 0 0 0 0 8 14 8 0 0 0 0 0 0 7 15 6 0 0 0 0 0 0 8 16 28 40 0 0 0 0 0 0 61 12 0 0 0 0 0 0 11 19 17 0 0 0 0 0 0 8 19 6 0 0 0 0 0 0 7 9 5 0 0 0 0 0 0 8 11 0 40 0 0 0 0 0 0 39 58 7 0 0 0 0 0 4 11 0 3 0 0 0 0 0 0 8 1 0 0 0 0 0 0 0 7 1 7 0 0 0 0 0 0 8 12 0 0 0 0 0 0 34 1 0 0 0 0 0 4 4 0 0 0 0 0 11 3 0 0 0 0 0 5 2 0 0 0 0 0 0 17 4 3 4 0 0 0 0 0 0 12 5 8 0 0 0 0 0 0 9 7 2 0 0 0 0 0 0 14 17 18 0 0 0 0 0 0 39 4 0 0 0 0 0 0 17 11 0 4 0 0 0 0 0 0 11 13 8 0 0 0 0 0 0 1 22 2 0 0 0 0 0 0 21 23 18 0 0 0 0 0 0 69 8 0 0 0 0 0 9 17 1 0 0 0 0 0 0 0 6 11 0 0 0 0 0 0 0 13 1 5 0 0 0 0 0 17 21 0 0 0 0 0 53 5 0 0 0 0 0 9 1 0 0 0 0 0 3 13 0 0 0 0 0 22 4 0 0 0 0 0 5 Location: SR 434 @ Hammock Lane Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Groups Printed- Trucks File Name : SR 434 @ Hammock Ln Site Code : 00000000 Start Date : 5/5/2015 Page No : 2 05:00 PM SR 434 3 0 0 Hammock Lane 0 0 SR 434 0 0 0 3 N/A 0 3 0 0 Southbound 0 0 7 Westbound 0 2 Northbound 0 2 0 Eastbound 2 0 2 Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Int. Total 04:00 PM 1 7 0 0 8 0 0 1 0 1 0 7 0 0 7 0 0 0 0 0 16 04:15 PM 1 2 0 0 3 0 0 3 0 3 0 3 0 0 3 0 0 0 0 0 9 04:30 PM 1 2 0 0 3 0 0 2 0 2 0 18 2 0 20 0 0 0 0 0 25 04:45 PM 1 0 0 0 1 0 0 2 0 2 0 2 0 0 2 0 0 0 0 0 5 Total 4 11 0 0 0 15 558 0 0 8 0 8 0 30 2 0 32 0 0 0 0 0 55 05:00 PM 1 3 0 0 4 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 7 05:15 PM 0 2 0 0 2 0 0 2 0 2 0 3 0 0 3 0 0 0 0 0 7 05:30 PM 2 2 0 0 4 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 7 05:45 PM 0 1 0 0 1 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 2 Total 3 8 0 0 11 0 0 3 0 3 0 9 0 0 9 0 0 0 0 0 23 Grand Total 41 208 0 0 249 6 0 59 0 65 0 220 24 0 244 0 0 0 0 0 558 Apprch % 16.5 83.5 0 0 9.2 0 90.8 0 0 90.2 9.8 0 0 0 0 0 Total % 7.3 37.3 0 0 44.6 1.1 0 10.6 0 11.6 0 39.4 4.3 0 43.7 0 0 0 0 0 12 HOUR TMC SR 434 @ Artesia Street Section 77070 - M.P. 8.460 Seminole County Prepared for: THE FLORIDA DEPARTMENT OF TRANSPORTATION DISTRICT 5 TRAFFIC OPERATIONS 719 South Woodland Boulevard DeLand, Florida 32738 Centennial "111111"Em Ow 1915 * 2015 Continuing Services Contract for Traffic Operations Financial Project ID: 237974- 1 -32 -16 Contract No.: C9G94 Metric Project No.: 4.2237 Task Work Order: 16 Study 2 & 3 Prepared by: Metric Engineering, Inc. 615 Crescent Executive Court, Suite 524 Lake Mary, FL 32746 May 8, 2015 �J ENS . 6265 �'; Aro �0 N At Professional Engineer: Julio A. Alegre P.E. Number: 66265 __J___ - _________ Project Location Map SR 434 @ Artesia Street SR 434 intersection Looking north at the intersection SR 434 Looking south at the intersection SR 434 Looking north from the intersection at the southbound lanes Looking south from the intersection at the northbound lanes Artesia Street Looking east into the intersection Looking east at the intersection Artesia Street Looking west at the intersection Artesia Street Looking west from the intersection at the eastbound lanes STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION SUMMARY OF VEHICLE MOVEMENTS Location: SR 434 @ Artesia Street Section: 77070 North/ South Street: SR 434 M.P. 8.460 East/ West Street: Artesia Street City: Oviedo Observer(s): MH, MM, PS County: Seminole Weather: Good Date: May 5, 2015 Road Condition: Good Remarks: SB Street Name: SR 434 1 y 1 1 EB Street Name: WB Street Name: Artesia Street Artesia Street 1 NB Street Name: SR 434 Time Northbound Southbound Total Eastbound Westbound Total Begin/End L T R U Total L T R U Total N/S L T R U Total L T R U Total E/W 6 -7 11 450 1 0 462 3 392 32 0 427 889 22 0 13 0 35 5 2 25 0 32 67 7 -8 7 793 4 0 804 5 642 64 0 711 1515 43 3 14 0 60 4 5 35 0 44 104 8 -9 10 672 8 0 690 12 597 50 0 659 1349 40 2 8 0 50 8 3 35 0 46 96 9 -10 6 492 11 0 509 11 488 12 0 511 1020 33 3 3 0 39 3 3 20 0 26 65 10 -11 6 388 4 0 398 13 361 26 0 400 798 17 1 10 0 28 7 3 16 0 26 54 11 -12 11 314 11 0 336 18 322 16 0 356 692 21 1 6 0 28 4 3 22 0 29 57 12 -1 9 344 8 0 361 19 304 20 0 343 704 23 5 6 0 34 14 4 13 0 31 65 1 -2 10 384 13 0 407 19 374 22 0 415 822 33 5 8 0 46 14 4 19 0 37 83 2 -3 11 421 21 0 453 21 480 38 0 539 992 50 12 9 0 71 15 6 14 0 35 106 3 -4 13 603 22 0 638 16 547 45 0 608 1246 26 2 10 0 38 6 3 18 0 27 65 4 -5 6 678 21 0 705 24 720 50 0 794 1499 18 6 7 0 31 6 9 16 0 31 62 5 -6 13 691 13 0 717 30 519 46 0 595 1312 17 33 8 0 58 4 13 14 0 31 89 Total 113 6230 137 0 6480 191 5746 421 0 6358 12838 343 73 102 0 518 90 58 247 0 395 913 L 0 L -T- 1 R 0 P T -R L L 1 1 1 1 0 L 0 L 0 R 1 L -T- 0 L STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION PEDESTRIAN VOLUME SHEET Location: SR 434 @ Artesia Street Section: 77070 North/ South Street: SR 434 M.P. 8.460 East/ West Street: Artesia Street City: Oviedo Observer(s): MH, MM, PS County: Seminole Weather: Good Date: May 5, 2015 Remarks: 0 0 0 ii SB Street Name: SR 434 6 -7 7 -8 8 -9 9 -10 10 -11 11 -12 12 -1 1 -2 2 -3 3 -4 4 -5 5 -6 Total 1 0 0 1 0 0 0 0 0 0 0 0 2 0 0 0 1 1 0 0 0 0 0 0 0 2 1 0 0 2 1 0 0 0 0 0 0 0 4 6 -7 0 1 0 0 7 -8 0 0 0 8 -9 0 0 0 9 -10 0 0 0 10 -11 0 0 0 11 -12 0 0 0 12 -1 0 0 0 1 -2 0 0 0 2 -3 0 0 0 3 -4 0 0 0 4 -5 1 0 1 5 -6 0 0 0 Total 1 0 1 EB Street Name: Artesia Street WB Street Name: Artesia Street ii 6 -7 0 0 0 7 -8 0 0 0 8 -9 0 0 0 9 -10 0 0 0 10 -11 0 0 0 11 -12 0 0 0 12 -1 0 0 0 1 -2 0 0 0 2 -3 0 0 0 3 -4 0 0 0 4 -5 0 0 0 5 -6 0 0 0 Total 1 0 1 0 1 0 6 -7 7 -8 8 -9 9 -10 10 -11 11 -12 12 -1 1 -2 2 -3 3 -4 4 -5 5 -6 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NB Street Name: SR 434 UM STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION BICYCLE VOLUME SHEET Location: SR 434 @ Artesia Street Section: 77070 North/ South Street: SR 434 M.P. 8.460 East/ West Street: Artesia Street City: Oviedo Observer(s): MH, MM, PS County: Seminole Weather: Good Date: May 5, 2015 Remarks: 0 0 0 ii SB Street Name: SR 434 6 -7 7 -8 8 -9 9 -10 10 -11 11 -12 12 -1 1 -2 2 -3 3 -4 4 -5 5 -6 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 6 -7 0 1 0 0 7 -8 0 0 0 8 -9 0 0 0 9 -10 0 0 0 10 -11 0 0 0 11 -12 0 0 0 12 -1 0 0 0 1 -2 0 0 0 2 -3 0 0 0 3 -4 0 0 0 4 -5 0 0 0 5 -6 0 0 0 Total 0 0 0 EB Street Name: Artesia Street WB Street Name: Artesia Street ii 6 -7 0 0 0 7 -8 0 0 0 8 -9 0 0 0 9 -10 0 0 0 10 -11 0 0 0 11 -12 0 0 0 12 -1 0 0 0 1 -2 0 0 0 2 -3 0 0 0 3 -4 0 0 0 4 -5 0 1 1 5 -6 0 0 0 Total 1 0 1 1 1 1 6 -7 7 -8 8 -9 9 -10 10 -11 11 -12 12 -1 1 -2 2 -3 3 -4 4 -5 5 -6 Total 0 0 2 0 0 0 0 0 0 1 0 0 3 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 2 1 0 0 0 0 0 1 0 0 4 NB Street Name: SR 434 UM RV v , ur* p mnn¢ W 7 �} !�y ® O M V '/ V � M � � V Q ^ m 2 M � 2 N 2W ■ �I a �. L, i.,� is mRAI y ARTESIPST n H Z ON Ui Q a J d m Q p 7 O 1Q K�, Z1 133211517I531`JV w w o NrEm ti ATT`Jtl p RTESIASIA sTw �U rl h z 0 w y RV v , ur* p mnn¢ W 7 �} !�y ® O M V '/ V � M � � V Q ^ m 2 M � 2 N 2W ■ �I a �. L, i.,� is mRAI y ARTESIPST n H Z ON Ui Q a J d m Q p 7 O 1Q K�, Z1 133211517I531`JV w w o NrEm ti ATT`Jtl p RTESIASIA sTw �U rl h z 0 w Location: SR 434 @ Artesia Street Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Groups Printed- Autos - Trucks File Name : SR 434 @ Artesia St Site Code : 00000000 Start Date : 5/5/2015 Page No : 1 07:00 AM 0 142 SR 434 0 177 Artesia Street 3 5 0 8 SR 434 186 1 0 Artesia Street 13 1 3 0 17 391 Southbound AM 1 Westbound 11 0 182 Northbound 0 15 0 18 Eastbound 234 1 0 Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn 180 App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn 1 App. Total Int. Total 06:00 AM 1 51 2 0 54 1 0 6 0 7 7 68 1 0 76 1 0 4 0 5 142 06:15 AM 2 72 4 0 78 1 0 2 0 3 1 111 0 0 112 4 0 1 0 5 198 06:30 AM 0 122 5 0 127 1 1 8 0 10 0 139 0 0 139 7 0 2 0 9 285 06:45 AM 0 147 21 0 168 2 1 9 0 12 3 132 0 0 135 10 0 6 0 16 331 196 Total 3 392 32 0 427 163 5 2 25 0 32 11 1 450 0 1 387 0 462 3 22 0 13 133 0 35 956 07:00 AM 0 142 35 0 177 0 3 5 0 8 2 186 1 0 189 13 1 3 0 17 391 07:15 AM 1 170 11 0 182 3 0 15 0 18 0 234 1 0 235 12 1 6 0 19 454 07:30 AM 3 180 10 0 193 0 1 6 0 7 5 214 1 0 220 11 1 2 0 14 434 07:45 AM 1 150 8 0 159 1 1 9 0 11 0 159 1 0 160 7 0 3 0 10 340 Total 5 642 64 0 711 4 5 35 0 44 7 793 4 0 804 43 3 14 0 60 1619 08:00 AM 0 124 11 0 135 2 0 9 0 11 2 186 1 0 189 7 0 2 0 9 344 08:15 AM 5 172 19 0 196 2 2 7 0 11 2 163 3 0 168 9 1 2 0 12 387 08:30 AM 3 122 8 0 133 0 1 14 0 15 4 178 1 0 183 15 1 3 0 19 350 08:45 AM 4 179 12 0 195 4 0 5 0 9 2 145 3 0 150 9 0 1 0 10 364 Total 12 597 50 0 659 8 3 35 0 46 10 672 8 0 690 40 2 8 0 50 1445 09:00 AM 2 131 7 0 140 2 1 8 0 11 0 151 1 0 152 9 1 0 0 10 313 09:15 AM 1 143 1 0 145 1 0 3 0 4 1 146 4 0 151 10 2 1 0 13 313 09:30 AM 3 111 2 0 116 0 2 6 0 8 3 88 2 0 93 7 0 2 0 9 226 09:45 AM 5 103 2 0 110 0 0 3 0 3 2 107 4 0 113 7 0 0 0 7 233 Total 11 488 12 0 511 3 3 20 0 26 6 492 11 0 509 33 3 3 0 39 1085 10:00 AM 2 74 7 0 83 3 2 2 0 7 2 95 0 0 97 4 0 3 0 7 194 10:15 AM 4 94 5 0 103 1 1 6 0 8 2 105 1 0 108 2 1 2 0 5 224 10:30 AM 3 90 7 0 100 0 0 5 0 5 2 85 1 0 88 6 0 3 0 9 202 10:45 AM 4 103 7 0 114 3 0 3 0 6 0 103 2 0 105 5 0 2 0 7 232 Total 13 361 26 0 400 7 3 16 0 26 6 388 4 0 398 17 1 10 0 28 852 11:00 AM 3 101 6 0 110 1 0 6 0 7 4 88 2 0 94 5 0 1 0 6 217 11:15 AM 5 69 2 0 76 0 1 6 0 7 1 65 2 0 68 3 0 3 0 6 157 1130 AM 5 75 6 0 86 1 1 7 0 9 4 86 2 0 92 6 0 1 0 7 194 1145 AM 5 77 2 0 84 2 1 3 0 6 2 75 5 0 82 7 1 1 0 9 181 12:00 PM 6 55 3 0 64 3 2 4 0 9 2 96 1 0 99 1 0 3 0 4 176 12:15 PM PM 5 95 4 0 104 5 1 3 0 9 1 79 3 0 83 8 1 2 0 11 207 12:30 2 100 PM 2 61 6 0 69 4 0 1 0 5 0 86 1 0 87 10 2 0 0 12 173 12:45 11 0 PM 6 93 7 0 106 2 1 5 0 8 6 83 3 0 92 4 2 1 0 7 213 0100 PM 1 74 2 0 77 3 1 4 0 8 1 97 4 0 102 5 1 2 0 8 195 01:15 265 PM 8 88 6 0 102 2 2 3 0 7 4 103 6 0 113 9 1 1 0 11 233 0130 1 4 0 PM 2 100 3 0 105 5 1 6 0 12 2 100 1 0 103 10 2 3 0 15 235 0145 121 PM 8 112 11 0 131 4 0 6 0 10 3 84 2 0 89 9 1 2 0 12 242 02:00 PM 3 115 10 0 128 4 1 4 0 9 4 105 10 0 119 8 0 1 0 9 265 02:15 279 PM 5 110 5 0 120 3 5 6 0 14 5 99 2 0 106 13 1 4 0 18 258 02:30 0 PM 8 114 11 0 133 1 0 4 0 5 1 116 4 0 121 21 7 2 0 30 289 02:45 7 PM 5 141 12 0 158 7 0 0 0 7 1 101 5 0 107 8 4 2 0 14 286 03:00 PM 5 94 8 0 107 2 0 2 0 4 3 143 10 0 156 9 2 1 0 12 279 03:15 PM 6 151 9 0 166 2 1 8 0 11 3 146 1 0 150 5 0 6 0 11 338 03:30 PM 3 151 16 0 170 1 1 4 0 6 5 156 3 0 164 7 0 3 0 10 350 03 :45 PM 2 151 12 0 165 1 1 4 0 6 2 158 8 0 168 5 0 0 0 5 344 Location: SR 434 @ Artesia Street Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Groups Printed- Autos - Trucks File Name : SR 434 @ Artesia St Site Code : 00000000 Start Date : 5/5/2015 Page No : 2 05:00 PM 13 145 SR 434 0 172 1 4 1 0 Artesia Street 1 134 5 0 140 7 1 0 SR 434 8 326 05:15 Artesia Street 6 133 20 0 159 1 0 7 0 Southbound 5 119 2 0 126 Westbound 0 5 298 05:30 Northbound 5 102 9 0 Eastbound 2 9 5 0 16 6 199 Start Time Left Thru Right U -Turn App. Total 381 Left Thru Right U -Turn 3 App. Total 148 Left Thru Right U -Turn App. Total Left Thru Right U -Turn 5 App. Total 110 Int. Total 04:00 PM 6 139 7 0 152 2 0 1 0 3 2 162 5 0 169 3 0 1 0 4 328 04:15 PM 4 170 14 0 188 3 0 3 0 6 1 168 9 0 178 3 3 1 0 7 379 04:30 PM 8 211 12 0 231 9 0 6 5 0 11 5.5 2 173 6 0 181 5 3 3 0 11 0 434 04:45 PM 6 200 17 0 223 1 3 7 0 11 1 175 1 0 177 7 0 2 0 9 420 Total 24 720 50 0 794 6 9 16 0 31 6 678 21 0 705 18 6 7 0 31 1561 05:00 PM 13 145 14 0 172 1 4 1 0 6 1 134 5 0 140 7 1 0 0 8 326 05:15 PM 6 133 20 0 159 1 0 7 0 8 5 119 2 0 126 3 1 1 0 5 298 05:30 PM 5 102 9 0 116 2 9 5 0 16 6 199 4 0 209 3 31 6 0 40 381 05:45 PM 6 139 3 0 148 0 0 1 0 1 1 239 2 0 242 4 0 1 0 5 396 110 Total 30 519 46 0 595 4 13 14 0 31 13 691 13 0 717 17 33 8 0 58 1401 Grand Total 191 5746 421 0 6358 90 58 247 0 395 113 6230 137 0 6480 343 73 102 0 518 13751 Apprch % 3 90.4 6.6 0 22.8 14.7 62.5 0 1.7 96.1 2.1 0 66.2 14.1 19.7 0 Total % 1.4 41.8 3.1 0 46.2 0.7 0.4 1.8 0 2.9 0.8 45.3 1 0 47.1 2.5 0.5 0.7 0 3.8 Autos 189 5567 398 0 6154 90 57 244 0 391 110 5993 136 0 6239 336 72 101 0 509 13293 % Autos 99 96.9 94.5 0 96.8 100 98.3 98.8 0 99 97.3 96.2 99.3 0 96.3 98 98.6 99 0 98.3 96.7 Trucks 2 179 23 0 204 0 1 3 0 4 3 237 1 0 241 7 1 1 0 9 458 % Trucks 1 3.1 5.5 0 3.2 0 1.7 1.2 0 1 2.7 3.8 0.7 0 3.7 2 1.4 1 0 1.7 3.3 Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Location: SR 434 @ Artesia Street File Name : SR 434 @ Artesia St Site Code : 00000000 Start Date : 5/5/2015 Page No : 3 LStairrijime SR 434 Southbound Artesia Street Westbound SR 434 Northbound Artesia Street Eastbound J Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Int. Total D � _ � O O 07:00 AM 0 142 35 0 177 0 3 5 0 8 2 186 1 0 189 13 Peak Hour Analysis From 06:00 AM to 09:45 AM - Peak 1 of 1 o F J W � M L F C Peak Hour for Entire Intersection Begins at 07:00 AM .. L v C � _ D � _ � O O 07:00 AM 0 142 35 0 177 0 3 5 0 8 2 186 1 0 189 13 1 3 0 17 391 07:15 AM 1 170 11 0 182 3 0 15 0 18 0 234 1 0 235 12 1 6 0 19 454 07:30 AM 3 180 10 0 193 0 1 6 0 7 5 214 1 0 220 11 1 2 0 14 434 07:45 AM 1 150 8 0 159 1 1 9 0 11 0 159 1 0 160 7 0 3 0 10 340 Total 5 642 64 0 711 4 5 35 0 44 7 793 4 0 804 43 3 14 0 60 1619 Volume % App. Total 0.7 90.3 9 0 9.1 11.4 79.5 0 0.9 98.6 0.5 0 71.7 5 23.3 0 PHF .417 .892 .457 .000 .921 .333 .417 .583 .000 .611 —.350.847 1.00 .000 .855 —.827.750 .583 .000 .789 192 Out In Total 871 711 1582 641 6421 51 0 Right Thru Left U -Turn r 1 Peak Hour Data North Peak Hour Begins at 07:00 A Autos Trucks +-1 T F► Left Thru Right U -Turn 7 793 4 0 660 804 F 1464 Out In Total o F J W � M L F C F .. L v C � _ D � _ � O O A �(D A F Out In Total 871 711 1582 641 6421 51 0 Right Thru Left U -Turn r 1 Peak Hour Data North Peak Hour Begins at 07:00 A Autos Trucks +-1 T F► Left Thru Right U -Turn 7 793 4 0 660 804 F 1464 Out In Total W �o N C _ � A r- A �(D A C o o Metric Engineering, 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Location: SR 434 @ Artesia Street Inc. File Name : SR 434 @ Artesia St Site Code : 00000000 Start Date : 5/5/2015 Page No : 4 Peak Hour Analysis SR 434 Southbound Artesia Street Westbound SR 434 Northbound Artesia Street Eastbound Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Int. Total Peak Hour Analysis From 10:00 AM to 01:45 PM -Peak 1 of 1 4.6 90.1 5.3 0 L!7 37.8 10.8 51.4 0 � C 2.5 94.3 3.2 Peak Hour for Entire Intersection Begins at 01:00 PM 10.9 17.4 0 PHF .594 A .835 .500 .000 .792 .700 .500 .792 0100 PM 1 74 2 0 77 3 1 4 0 8 1 97 4 0 102 5 1 2 0 8 195 01:15 PM 8 88 6 0 102 2 2 3 0 7 4 103 6 0 113 9 1 1 0 11 233 0130 PM 2 100 3 0 105 5 1 6 0 12 2 100 1 0 103 10 2 3 0 15 235 0145 PM 8 112 11 0 131 4 0 6 0 10 3 84 2 0 89 9 1 2 0 12 242 Total Volume 19 374 22 0 415 14 4 19 0 37 10 384 13 0 407 33 5 8 0 46 905 % App. Total 4.6 90.1 5.3 0 L!7 37.8 10.8 51.4 0 � C 2.5 94.3 3.2 0 71.7 10.9 17.4 0 PHF .594 A .835 .500 .000 .792 .700 .500 .792 .000 .771 F .625 .932 .542 .000 .900 .825 .625 .667 .000 .767 .935 �N o F —ml D J � L!7 L � C F .. co co G 5 A _ o� O � F w� F_ Out In Total 436 415 851 221 3741 191 0 Right Thru Left U -Turn 4 1 Peak Hour Data North Peak Hour Begins at 01:00 P Autos Trucks *_1 T r Left Thru Right U -Turn 101 3841 131 01 396 407 803 Out In Total �o v ~� A _ w� F_ �(D A C o � � v A O Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Location: SR 434 @ Artesia Street File Name : SR 434 @ Artesia St Site Code : 00000000 Start Date : 5/5/2015 Page No : 5 Peak Hour Analysis SR 434 Southbound Artesia Street Westbound SR 434 Northbound Artesia Street Eastbound Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Int. Total Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 6 139 7 0 152 2 0 1 0 3 2 162 5 0 169 3 0 1 0 4 328 04:15 PM 4 170 14 0 188 3 9 3 04:30 PM 8 211 12 0 231 0 6 5 0 11 2 173 6 0 181 5 3 3 0 11 434 04:45 PM 6 200 17 0 223 1 3 7 0 11 1 175 1 0 177 7 0 2 0 9 420 Total 24 720 50 0 794 6 9 16 0 31 6 678 21 0 705 18 6 7 0 31 1561 Volume % ADD. Total 3 90.7 6.3 0 19.4 29 51.6 0 0.9 96.2 3 0 58.1 19.4 22.6 0 JK 434 Out In Total 712 794 1506 501 7201 241 0 Right Thru Left U -Turn r 1 Peak Hour Data -Foo r O� O F rn North x n ( « L Peak Hour Begins at 04:00 P r j m tf a Fol Autos 0 o E Trucks C �m j o +-1 T F► Left Thru Right U -Turn 6 678 21 0 733 705 F14378 Out In Total QD AqA Location: SR 434 @ Artesia Street Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Groups Printed- Trucks File Name : SR 434 @ Artesia St Site Code : 00000000 Start Date : 5/5/2015 Page No : 1 07:00 AM 0 0 SR 434 0 0 07:15 Artesia Street 0 0 2 SR 434 0 07:30 AM Artesia Street 0 4 2 0 07:45 AM Southbound 0 0 2 Westbound 0 Total 0 Northbound 4 0 08:00 Eastbound 0 1 0 Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn App. Total AM Left Thru Right U -Turn App. Total Int. Total 06:00 AM 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 7 06:15 AM 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 1 0 0 0 0 0 7 06:30 AM 0 8 0 0 8 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 11 06:45 AM 0 5 0 0 5 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 11 0 Total 0 25 0 0 25 0 0 0 0 0 0 11 0 0 11 0 0 0 0 0 0 36 07:00 AM 0 0 2 0 0 07:15 AM 0 0 2 0 0 07:30 AM 0 0 4 2 0 07:45 AM 0 0 0 2 0 0 Total 0 8 4 0 08:00 AM 0 1 0 0 08:15 AM 0 0 3 0 0 08:30 AM 0 1 0 0 08:45 AM 0 3 1 0 Total 0 8 1 0 09:00 AM 0 7 1 0 09:15 AM 0 8 0 0 09:30 AM 0 4 0 0 09:45 AM 1 3 0 0 Total 1 22 1 0 10:00 AM 0 3 1 0 10:15 AM 0 6 2 0 10:30 AM 0 4 1 0 10:45 AM 0 5 0 0 Total 0 18 4 0 11:OOAM 0 3 1 0 11:15 AM 0 4 0 0 1130 AM 0 0 0 0 1145 AM 0 1 0 0 Total 0 8 1 0 12:00 PM 0 1 0 0 12:15 PM 0 4 1 0 12:30 PM 0 3 1 0 12:45 PM 0 5 1 0 Total 0 13 3 0 0100 PM 0 4 1 0 01:15 PM 0 6 0 0 0130 PM 0 9 0 0 0145 PM 0 16 1 0 Total 0 35 2 0 02:00 PM 0 6 1 0 02:15 PM 0 4 0 0 02:30 PM 1 2 0 0 02:45 PM 0 6 0 0 Total 1 18 1 0 03:00 PM 0 2 0 0 03:15 PM 0 1 2 0 03:30 PM 0 8 2 0 03 :45 PM 0 2 0 0 2 0 0 0 0 0 2 3 0 0 0 0 6 1 0 0 0 0 2 0 0 0 0 0 12 0 0 0 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 1 0 0 0 0 0 0 4 0 0 0 0 0 9 0 0 0 0 0 8 0 0 0 0 0 8 0 0 0 0 0 4 0 0 0 0 0 0 4 0 0 0 0 0 24 1 0 0 0 0 4 0 0 0 0 0 8 4 0 0 0 0 5 1 0 0 0 0 5 0 0 0 1 0 0 22 0 0 0 1 1 0 4 0 0 0 0 0 4 5 0 1 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 9 0 0 1 0 2 0 1 0 0 0 0 0 0 5 0 0 0 0 0 4 0 0 0 0 0 6 0 0 0 0 0 16 0 0 0 0 0 5 0 0 0 0 0 6 0 0 0 0 0 9 0 0 0 0 0 17 0 0 0 0 0 37 0 0 0 0 0 7 0 0 0 0 0 4 0 0 0 0 0 3 0 0 0 0 0 6 0 0 0 0 0 20 0 0 0 0 0 2 0 0 0 0 0 3 0 0 0 0 0 10 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 5 0 0 0 0 0 2 0 0 0 0 0 11 0 0 0 0 0 0 0 3 0 0 0 0 0 5 0 0 0 0 1 6 0 0 0 0 0 4 0 0 0 16 1 18 0 0 0 0 0 16 0 0 0 0 0 13 0 0 0 0 0 5 0 0 0 0 0 6 1 0 0 16 0 40 1 0 0 0 8 0 0 0 0 2 0 0 0 0 3 0 0 1 0 3 0 0 1 0 16 0 0 0 0 0 3 0 0 2 0 0 1 3 0 0 0 0 0 3 0 0 1 0 0 0 0 0 3 0 0 7 0 0 0 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 5 0 0 0 0 0 6 0 0 0 0 0 15 0 0 0 0 0 2 0 0 0 0 0 3 0 0 0 0 0 5 0 0 0 2 0 3 0 0 0 0 0 13 0 0 0 0 0 6 0 0 0 0 2 3 0 0 0 0 0 15 0 0 0 2 0 3 0 0 0 0 2 27 0 0 0 0 0 7 0 0 0 0 0 5 0 0 0 0 0 12 0 0 0 2 0 3 0 0 1 0 0 0 0 0 3 3 0 0 0 0 0 5 5 0 0 0 0 0 11 0 2 0 0 1 9 0 1 0 5 1 0 0 1 16 0 1 2 24 3 0 0 0 0 0 4 5 0 0 0 0 0 8 7 1 5 0 0 0 1 0 9 4 1 0 0 0 0 1 16 9 19 2 0 0 0 2 30 16 0 0 0 0 0 24 13 1 2 0 0 0 1 0 22 5 0 0 0 0 0 9 7 0 0 0 0 0 11 16 41 1 0 0 0 0 1 40 66 8 1 0 0 0 0 1 0 13 2 0 0 0 0 0 10 3 0 0 0 0 0 8 3 0 0 0 0 0 9 16 1 0 0 0 0 1 7 40 3 0 0 0 0 0 0 0 7 1 3 0 0 0 0 0 0 0 7 3 0 0 0 0 0 0 0 3 0 20 0 0 0 0 0 0 2 7 51 0 0 0 0 0 49 19 1 0 0 0 0 0 0 0 1 2 3 0 0 0 0 0 0 0 8 5 0 0 0 0 0 0 0 9 6 20 0 0 0 0 0 0 12 15 51 0 0 0 0 0 49 31 2 0 0 0 0 0 7 3 1 5 0 0 0 1 0 10 5 0 0 0 0 0 14 3 0 0 0 0 0 20 13 1 0 0 0 0 1 51 6 0 0 0 0 0 0 5 13 5 0 0 0 0 0 0 0 9 15 0 0 0 0 0 0 0 18 3 0 0 0 0 0 9 29 0 0 0 0 0 49 7 0 0 0 0 0 9 5 0 0 0 0 0 8 12 0 0 0 0 0 22 3 0 0 0 0 0 5 Location: SR 434 @ Artesia Street Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, FL 32746 Groups Printed- Trucks File Name : SR 434 @ Artesia St Site Code : 00000000 Start Date : 5/5/2015 Page No : 2 05:00 PM 0 2 0 SR 434 2 0 0 Artesia Street 05:15 PM 0 0 2 SR 434 0 2 4 Artesia Street 0 0 05:30 PM 0 1 Southbound 0 2 0 Westbound 0 0 0 Northbound 0 0 0 0 0 Eastbound Total 0 Start Time Left Thru Right U -Turn App. Total Left Thru Right U -Turn 23 App. Total Left Thru Right U -Turn App. Total Left Thru Right U -Turn 0 App. Total Int. Total 04:00 PM 0 4 0 0 4 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 13 04:15 PM 0 1 1 0 2 0 0 0 0 0 0 9 0 0 9 0 1 0 0 1 12 04:30 PM 0 1 0 0 1 0 0 0 0 0 0 20 0 0 20 1 0 0 0 1 22 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 3 Total 0 6 1 0 7 0 0 0 0 0 0 40 0 0 40 2 1 0 0 3 50 05:00 PM 0 2 0 0 2 0 0 0 05:15 PM 0 0 2 0 0 2 4 0 0 0 05:30 PM 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 5 1 0 6 0 0 0 Grand Total 2 179 23 0 204 0 1 3 Apprch % 1 87.7 11.3 0 0 25 75 Total % 0.4 39.1 5 0 44.5 0 0.2 0.7 0 0 0 8 0 0 8 0 0 0 0 0 10 0 0 0 4 0 0 4 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 12 0 0 12 0 0 0 0 0 18 0 4 3 237 1 0 241 7 1 1 0 9 458 0 1.2 98.3 0.4 0 77.8 11.1 11.1 0 0 0.9 0.7 51.7 0.2 0 52.6 1.5 0.2 0.2 0 2 Appendix B Existing Operations Analysis HCM 2010 TWSC 1: Spring Ave. & SR 434 7/10/2015 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 1.7 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 6 1132 13 16 1008 1 32 0 57 5 0 12 0 0 0 0 0 0 0 0 0 0 0 0 Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop - 5.5 None - 5.5 None Critical Hdwy Stg 2 - None 6.5 5.5 None 350 5.5 - 350 2.2 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap -1 0 558 481 - - 0 20 377 2 20 429 2 - - - - 0 200 - 0 233 - 0 - - - - 0 233 80 80 80 80 80 80 80 80 80 80 80 80 0 3 0 0 3 0 0 0 0 0 0 0 8 1415 16 20 1260 1 40 0 71 6 0 15 Major /Minor Major1 Major2 Minor1 - - 267 HCM Lane V/C Ratio Minor2 0.013 - - 0.042 Conflicting Flow All 1261 0 0 1431 0 0 2108 2739 716 2024 2747 631 Stage - - - - - - 1438 1438 - 1301 1301 - Stage 2 - - - - 670 1301 - 723 1446 - Critical Hdwy 4.1 4.1 - - 7.5 6.5 6.9 7.5 6.5 6.9 Critical Hdwy Stg 1 - - - - 6.5 5.5 - 6.5 5.5 - Critical Hdwy Stg 2 - - - - 6.5 5.5 - 6.5 5.5 - Follow -up Hdwy 2.2 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap -1 Maneuver 558 481 - - 30 20 377 35 20 429 Stage 1 - - - - 142 200 - 173 233 - Stage 2 - - - - 417 233 - 388 199 - Platoon blocked, % Mov Cap -1 Maneuver 558 481 28 19 377 27 19 429 Mov Cap -2 Maneuver - - 125 136 - 140 130 - Stage 1 140 197 171 223 Stage 2 386 223 310 196 Approach EB WB NB SIB HCM Control Delay, s 0.1 0.2 37.3 19.6 HCM LOS E C Minor Lane /Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh /h) 219 558 - - 481 - - 267 HCM Lane V/C Ratio 0.508 0.013 - - 0.042 - - 0.08 HCM Control Delay (s) 37.3 11.5 - - 12.8 - - 19.6 HCM Lane LOS E B - - B - - C HCM 95th %tile Q(veh) 2.6 0 - - 0.1 - - 0.3 Notes �: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 1 HCM 2010 Signalized Intersection Summary 2: Vistawilla Dr. & SR 434 7/10/2015 Timer 1 2 3 4 5 6 7 8 Assigned Phs --Ih. 2 fl� 8 41\ /111 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tt r 35.9 tt 13.6 Max Q Clear Time (g_c +I1), s Volume (veh /h) 10.0 1086 0.1 109 28.9 89 913 112 143 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh /h /In 1845 1759 1696 1845 1810 1881 Adj Flow Rate, veh /h 1308 131 107 1100 135 172 Adj No. of Lanes 2 1 1 2 1 1 Peak Hour Factor 0.83 0.83 0.83 0.83 0.83 0.83 Percent Heavy Veh, % 3 8 12 3 5 1 Cap, veh /h 1680 716 257 2274 293 272 Arrive On Green 0.48 0.48 0.14 1.00 0.17 0.17 Sat Flow, veh /h 3597 1494 1616 3597 1723 1599 Grp Volume(v), veh /h 1308 131 107 1100 135 172 Grp Sat Flow(s),veh /h /In 1752 1494 1616 1752 1723 1599 Q Serve(g_s), s 24.8 4.0 2.4 0.0 5.6 8.0 Cycle Q Clear(g_c), s 24.8 4.0 2.4 0.0 5.6 8.0 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh /h 1680 716 257 2274 293 272 V/C Ratio(X) 0.78 0.18 0.42 0.48 0.46 0.63 Avail Cap(c_a), veh /h 1680 716 307 2274 293 272 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s /veh 17.3 11.9 13.2 0.0 29.9 30.9 Incr Delay (d2), s/veh 3.6 0.6 1.1 0.7 5.1 10.7 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50 %),veh /In 12.7 1.7 1.1 0.2 3.1 4.3 LnGrp Delay(d),sNeh 20.9 12.4 14.2 0.7 35.0 41.6 LnGrp LOS C B B A D D Approach Vol, veh /h 1439 1207 307 Approach Delay, s/veh 20.1 1.9 38.7 Approach LOS C A D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G +Y +Rc), s 13.5 45.5 59.0 21.0 Change Period (Y +Rc), s * 8.1 7.1 7.1 7.4 Max Green Setting (Gmax), s * 7.9 35.9 51.9 13.6 Max Q Clear Time (g_c +I1), s 4.4 26.8 2.0 10.0 Green Ext Time (p-c), s 0.1 7.9 28.9 0.4 Intersection Summary HCM 2010 Ctrl Delay 14.6 HCM 2010 LOS B Notes * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 1 HCM 2010 TWSC 3: Jetta Point & SR 434 Intersection Int Delay, s /veh 0.1 Movement EBU EBT EBR WBL WBT NBL NBR Vol, veh /h 1 1238 4 7 1002 0 3 Conflicting Peds, # /hr 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Stop Stop RT Channelized - 5.8 None - None - - None Storage Length 400 Follow -up Hdwy 250 350 - - 0 Veh in Median Storage, # - 0 - - 0 2 - Grade, % - 0 - - 0 0 - Peak Hour Factor 92 88 88 88 88 88 88 Heavy Vehicles, % 2 3 0 0 4 0 0 Mvmt Flow 1 1407 5 8 1139 0 3 7/10/2015 Major /Minor Major1 Major2 Minor1 HCM Lane V/C Ratio Conflicting Flow All 831 0 0 1407 0 1994 703 Stage 1 - - - - - 1409 - Stage 2 - - - 585 - Critical Hdwy 6.44 4.1 - 6.8 6.9 Critical Hdwy Stg 1 - - - 5.8 - Critical Hdwy Stg 2 - - - 5.8 - Follow -up Hdwy 2.52 2.2 - 3.5 3.3 Pot Cap -1 Maneuver 426 491 - 54 385 Stage 1 - - - 195 - Stage 2 - - - 526 - Platoon blocked, % Mov Cap -1 Maneuver 426 491 - 53 385 Mov Cap -2 Maneuver - - - 176 - Stage 1 - 195 Stage 2 - 517 Approach EB WB NB HCM Control Delay, s 0 0.1 14.4 HCM LOS B Minor Lane /Major Mvmt NBLn1 EBU EBT EBR WBL WBT Capacity (veh /h) 385 426 - - 491 - HCM Lane V/C Ratio 0.009 0.003 - - 0.016 - HCM Control Delay (s) 14.4 13.5 - - 12.5 - HCM Lane LOS B B - - B - HCM 95th %tile Q(veh) 0 0 - - 0 - AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 2 HCM 2010 Signalized Intersection Summary 4: SR 417 SB Ramps & SR 434 7/10/2015 Ir 4--- 4%� t /Ap \Do. 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations +++ r Vi tt 'i r Volume (veh /h) 0 715 526 222 983 0 0 0 0 110 0 26 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh /h /In 0 1863 1827 1845 1845 0 1792 0 1759 Adj Flow Rate, veh /h 0 822 0 255 1130 0 126 0 0 Adj No. of Lanes 0 3 1 1 2 0 1 0 1 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 0 2 4 3 3 0 6 0 8 Cap, veh /h 0 2405 734 290 2551 0 159 0 139 Arrive On Green 0.00 0.16 0.00 0.33 1.00 0.00 0.09 0.00 0.00 Sat Flow, veh /h 0 5253 1553 1757 3597 0 1707 0 1495 Grp Volume(v), veh /h 0 822 0 255 1130 0 126 0 0 Grp Sat Flow(s),veh /h /In 0 1695 1553 1757 1752 0 1707 0 1495 Q Serve(g_s), s 0.0 10.9 0.0 10.4 0.0 0.0 5.5 0.0 0.0 Cycle Q Clear(g_c), s 0.0 10.9 0.0 10.4 0.0 0.0 5.5 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh /h 0 2405 734 290 2551 0 159 0 139 V/C Ratio(X) 0.00 0.34 0.00 0.88 0.44 0.00 0.79 0.00 0.00 Avail Cap(c_a), veh /h 0 2405 734 352 2551 0 252 0 221 HCM Platoon Ratio 1.00 0.33 0.33 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.61 0.61 0.00 1.00 0.00 0.00 Uniform Delay (d), s /veh 0.0 21.5 0.0 24.7 0.0 0.0 33.7 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.4 0.0 12.6 0.3 0.0 8.7 0.0 0.0 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50 %),veh /In 0.0 5.2 0.0 6.0 0.1 0.0 3.0 0.0 0.0 LnGrp Delay(d),sNeh 0.0 21.9 0.0 37.3 0.3 0.0 42.4 0.0 0.0 LnGrp LOS C D A D Approach Vol, veh /h 822 1385 126 Approach Delay, s/veh 21.9 7.2 42.4 Approach LOS C A D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Phs Duration (G +Y +Rc), s 19.3 46.8 13.8 66.2 Change Period (Y +Rc), s 6.8 6.8 6.8 6.8 Max Green Setting (Gmax), s 15.2 33.2 11.2 55.2 Max Q Clear Time (g_c +I1), s 12.4 12.9 7.5 2.0 Green Ext Time (p-c), s 0.2 12.9 0.1 21.0 Intersection Summary HCM 2010 Ctrl Delay 14.2 HCM 2010 LOS B AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 2 HCM 2010 Signalized Intersection Summary 5: SR 417 NB Ramps & SR 434 7/10/2015 Ir � 4 /Ap \Do. 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations * 7.6 * 7.6 * 7.6 7.6 Max Green Setting (Gmax), s * 54 * 14 * 32 10.4 Volume (veh /h) 175 650 0 0 969 338 236 0 25 0 0 0 Number 5 2 12 1 6 16 3 8 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh /h /In 1881 1827 0 0 1863 1845 1792 0 1638 Adj Flow Rate, veh /h 203 756 0 0 1127 0 274 0 29 Adj No. of Lanes 1 2 0 0 2 1 2 0 1 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 1 4 0 0 2 3 6 0 16 Cap, veh /h 245 2418 0 0 1637 725 361 0 152 Arrive On Green 0.14 0.70 0.00 0.00 0.46 0.00 0.11 0.00 0.11 Sat Flow, veh /h 1792 3563 0 0 3632 1568 3312 0 1392 Grp Volume(v), veh /h 203 756 0 0 1127 0 274 0 29 Grp Sat Flow(s),veh /h /In 1792 1736 0 0 1770 1568 1656 0 1392 Q Serve(g_s), s 8.6 6.6 0.0 0.0 19.6 0.0 6.3 0.0 1.5 Cycle Q Clear(g_c), s 8.6 6.6 0.0 0.0 19.6 0.0 6.3 0.0 1.5 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh /h 245 2418 0 0 1637 725 361 0 152 V/C Ratio(X) 0.83 0.31 0.00 0.00 0.69 0.00 0.76 0.00 0.19 Avail Cap(c_a), veh /h 330 2418 0 0 1637 725 441 0 185 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.93 0.93 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s /veh 32.8 4.6 0.0 0.0 16.5 0.0 33.8 0.0 31.7 Incr Delay (d2), s/veh 11.5 0.3 0.0 0.0 2.4 0.0 6.1 0.0 0.6 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50 %),veh /In 5.0 3.3 0.0 0.0 10.1 0.0 3.2 0.0 0.6 LnGrp Delay(d),sNeh 44.3 4.9 0.0 0.0 18.9 0.0 39.9 0.0 32.3 LnGrp LOS D A B D C Approach Vol, veh /h 959 1127 303 Approach Delay, s/veh 13.3 18.9 39.2 Approach LOS B B D Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 5 6 8 Phs Duration (G +Y +Rc), s 63.9 18.3 45.6 16.1 Change Period (Y +Rc), s * 7.6 * 7.6 * 7.6 7.6 Max Green Setting (Gmax), s * 54 * 14 * 32 10.4 Max Q Clear Time (g_c +I1), s 8.6 10.6 21.6 8.3 Green Ext Time (p-c), s 18.9 0.2 7.8 0.2 Intersection Summary HCM 2010 Ctrl Delay 19.2 HCM 2010 LOS B Notes * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 3 HCM 2010 TWSC 6: Palm Dr. & SR 434 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.3 EBT EBR WBL WBT NBL NBR 698 1 0 1300 5 4 0 0 0 0 0 0 Free Free Free Free Stop Stop Critical Hdwy Stg 2 None 5.4 None - 0 None 0 3.3 Pot Cap -1 Maneuver 0 0 377 0 - - - - 435 0 0 - - - - 85 85 85 85 85 85 5 0 0 2 0 0 821 1 0 1529 6 5 7/10/2015 Major /Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 822 0 2351 822 Stage 1 - - - - 822 - Stage 2 - - - - 1529 - Critical Hdwy - - 4.1 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow -up Hdwy - - 2.2 - 3.5 3.3 Pot Cap -1 Maneuver - - 816 - 40 377 Stage 1 - - - - 435 - Stage 2 - - - - 199 - Platoon blocked, % - - - Mov Cap -1 Maneuver - - 816 - 40 377 Mov Cap -2 Maneuver - - - - 40 - Stage 1 - - - 435 Stage 2 - - - 199 Approach EB WB NB HCM Control Delay, s 0 0 69.7 HCM LOS F Minor Lane /Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh /h) 66 - - 816 HCM Lane V/C Ratio 0.16 - - - - HCM Control Delay (s) 69.7 - - 0 - HCM Lane LOS F - - A - HCM 95th %tile Q(veh) 0.5 - - 0 - AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 3 HCM 2010 TWSC 7: Mactavandash Dr. & SR 434 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 1.7 EBT EBR WBL WBT NBL NBR 700 2 5 1279 21 29 0 0 0 0 0 0 Free Free Free Free Stop Stop Critical Hdwy Stg 2 None - None - None 3.5 250 150 - 0 0 0 Stage 1 0 0 - 0 - - - - 214 0 0 - - - 88 88 88 88 88 88 4 0 60 2 0 10 795 2 6 1453 24 33 7/10/2015 Major /Minor Major1 Major2 Minor1 - - 620 - Conflicting Flow All 0 0 795 0 2260 795 Stage 1 - - - - 795 - Stage 2 - - - - 1465 - Critical Hdwy - - 4.7 - 6.4 6.3 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow -up Hdwy - - 2.74 - 3.5 3.39 Pot Cap -1 Maneuver - - 620 - 46 375 Stage 1 - - - - 448 - Stage 2 - - - - 214 - Platoon blocked, % - - - Mov Cap -1 Maneuver - - 620 - 46 375 Mov Cap -2 Maneuver - - - - 46 - Stage 1 - - - 448 Stage 2 - - - 212 Approach EB WB NB HCM Control Delay, s 0 0 71.2 HCM LOS F Minor Lane /Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh /h) 46 375 - - 620 - HCM Lane V/C Ratio 0.519 0.088 - - 0.009 - HCM Control Delay (s) 148.2 15.5 - - 10.9 - HCM Lane LOS F C - - B - HCM 95th %tile Q(veh) 1.9 0.3 - - 0 - AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 4 HCM 2010 TWSC 8: Pinebranch Cir. & SR 434 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 21:31 4 2 Free 125 86 0 5 EBT EBR 719 6 0 0 Free Free - None 0 0 86 86 4 67 836 7 WBL 7 0 Free 150 86 14 8 WBT WBR 1251 4 0 2 Free Free - None NBL 13 0 Stop NBT NBR 0 9 0 0 Stop Stop - None 86 1 86 86 50 5 23 15 0 1455 0 86 0 10 69:31 9 0 Stop 0 86 0 10 7/10/2015 1601 am] am] ION 0 20 0 0 Stop Stop None 0 0 0 86 86 0 0 0 23 Major /Minor Major1 Major2 Minor1 0 160 Minor2 0 0 Conflicting Flow All 1459 0 0 0 86 2325 842 2327 2325 1459 Stage - - - - - - 849 849 - 86 86 50 5 23 15 0 1455 0 86 0 10 69:31 9 0 Stop 0 86 0 10 7/10/2015 1601 am] am] ION 0 20 0 0 Stop Stop None 0 0 0 86 86 0 0 0 23 Major /Minor Major1 Major2 Minor1 - - 25 160 Minor2 0.825 0.01 Conflicting Flow All 1459 0 0 843 0 0 2322 2325 842 2327 2325 1459 Stage - - - - - - 849 849 - 1473 1473 - Stage 2 - - - - 1473 1476 - 854 852 - Critical Hdwy 4.1 4.24 - - 7.33 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - 6.33 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - 6.33 5.5 - 6.1 5.5 - Follow -up Hdwy 2.2 2.326 - - 3.707 4 3.3 3.5 4 3.3 Pot Cap -1 Maneuver 469 744 - - 23 38 367 26 38 160 Stage 1 - - - - 327 380 - 159 193 - Stage 2 - - - - 142 192 - 356 379 - Platoon blocked, % Mov Cap -1 Maneuver 468 743 - 19 37 366 25 37 160 Mov Cap -2 Maneuver - - - 19 37 - 25 37 - Stage 1 - 324 376 157 191 Stage 2 - 120 190 342 375 Approach EB WB NB SIB HCM Control Delay, s 0.1 0.1 293.2 92.5 HCM LOS F F Minor Lane /Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh /h) 31 468 - - 743 - - 25 160 HCM Lane V/C Ratio 0.825 0.01 - - 0.011 - - 0.419 0.145 HCM Control Delay (s) 293.2 12.8 - - 9.9 - - 228.5 31.3 HCM Lane LOS F B - - A - - F D HCM 95th %tile Q(veh) 2.8 0 - - 0 - - 1.3 0.5 AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 5 HCM 2010 TWSC 9: SR 434 & Cranston St. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 2.2 EBL EBT WBT WBR SBL SBR 1 736 1218 6 21 43 2 0 0 2 0 0 Free Free Free Free Stop Stop - None Critical Hdwy Stg 2 None - None 300 - - - 3.5 3.363 0 0 498 - 0 0 Stage 1 0 - - 234 - 0 0 - - 427 0 Platoon blocked, % 88 88 88 88 88 88 0 3 2 17 0 7 1 836 1384 7 24 49 7/10/2015 Major /Minor Major1 Major2 Minor2 SBLn2 Conflicting Flow All 1391 0 0 2227 1390 Stage 1 - - - 1388 - Stage 2 - - - 839 - Critical Hdwy 4.1 - - - 6.4 6.27 Critical Hdwy Stg 1 - - - 1.8 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow -up Hdwy 2.2 - - - 3.5 3.363 Pot Cap -1 Maneuver 498 - - - 48 170 Stage 1 - - - - 234 - Stage 2 - - - - 427 - Platoon blocked, % - - - Mov Cap -1 Maneuver 497 - - - 48 170 Mov Cap -2 Maneuver - - - - 48 - Stage 1 - - - 234 Stage 2 - - - 426 Approach EB WB SIB HCM Control Delay, s 0 0 68.7 HCM LOS F Minor Lane /Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh /h) 497 - - - 48 170 HCM Lane V/C Ratio 0.002 - - - 0.497 0.287 HCM Control Delay (s) 12.3 - - - 138.8 34.5 HCM Lane LOS B - - - F D HCM 95th %tile Q(veh) 0 - - - 1.8 1.1 AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 6 HCM 2010 TWSC 10: Calypso Way & SR 434 7/10/2015 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 1.7 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 1 752 4 3 1210 0 13 0 9 0 0 1 2 0 0 0 0 2 0 0 0 0 0 0 Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop - 6.1 None - - None 5.5 None Critical Hdwy Stg 2 - None 250 5.5 - 125 5.5 - Follow -up Hdwy 3.1 2.2 - - 3.5 4 3.3 3.5 0 4.2 Pot Cap -1 0 282 791 - - 0 43 359 0 43 110 0 Stage 0 - - - 354 0 - 180 0 - 88 88 88 88 88 88 88 88 88 88 88 88 100 4 0 0 2 0 0 0 0 0 0 100 1 855 5 3 1375 0 15 0 10 0 0 1 Major /Minor Major1 Major2 Minor1 - - 110 HCM Lane V/C Ratio Minor2 0.004 - - 0.004 Conflicting Flow All 1375 0 0 859 0 0 2241 2241 859 2246 2243 1377 Stage - - - - - - 859 859 - 1382 1382 - Stage 2 - - - - 1382 1382 - 864 861 - Critical Hdwy 5.1 4.1 - - 7.1 6.5 6.2 7.1 6.5 7.2 Critical Hdwy Stg 1 - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - 6.1 5.5 - 6.1 5.5 - Follow -up Hdwy 3.1 2.2 - - 3.5 4 3.3 3.5 4 4.2 Pot Cap -1 Maneuver 282 791 - - 30 43 359 30 43 110 Stage - - - - 354 376 - 180 213 - Stage 2 - - - - 180 213 - 352 375 - Platoon blocked, % Mov Cap -1 Maneuver 282 790 - 29 43 359 29 43 110 Mov Cap -2 Maneuver - - - 29 43 - 29 43 - Stage 1 - 353 375 179 212 Stage 2 - 177 212 340 374 Approach EB WB NB SIB HCM Control Delay, s 0 0 152.9 38.1 HCM LOS F E Minor Lane /Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh /h) 46 282 - - 790 - - 110 HCM Lane V/C Ratio 0.543 0.004 - - 0.004 - - 0.01 HCM Control Delay (s) 152.9 17.8 - - 9.6 - - 38.1 HCM Lane LOS F C - - A - - E HCM 95th %tile Q(veh) 2 0 - - 0 - - 0 AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 7 HCM 2010 TWSC 11: SR 434 & Hammock Ln. Intersection Int Delay, s /veh 17.7 Movement EBL EBT WBT WBR SBL SBR Vol, veh /h 67 694 935 14 30 257 Conflicting Peds, # /hr 2 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - - 3.527 None - None Storage Length 350 - Stage 1 - - 0 100 Veh in Median Storage, # - 0 0 Platoon blocked, % 1 - Grade, % - 0 0 - 0 - Peak Hour Factor 87 87 87 87 87 87 Heavy Vehicles, % 5 3 2 29 3 1 Mvmt Flow 77 798 1075 16 34 295 7/10/2015 Major /Minor Major1 Major2 Minor2 SBLn2 Conflicting Flow All 1091 0 0 2035 1085 Stage 1 0.123 - - - 1083 - Stage 2 - - - 952 - Critical Hdwy 4.15 - - - 6.43 6.21 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow -up Hdwy 2.245 - - - 3.527 3.309 Pot Cap -1 Maneuver 628 - - - 62 � 265 Stage 1 - - - - 323 - Stage 2 - - - - 373 - Platoon blocked, % - - - Mov Cap -1 Maneuver 627 - - - 54 � 265 Mov Cap -2 Maneuver - - - - 173 - Stage 1 - - - 323 Stage 2 - - - 327 Approach EB WB SIB HCM Control Delay, s 1 0 120.4 HCM LOS F Minor Lane /Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh /h) 627 - - - 173 265 HCM Lane V/C Ratio 0.123 - - - 0.199 1.115 HCM Control Delay (s) 11.5 - - - 30.9 130.9 HCM Lane LOS B - - - D F HCM 95th %tile Q(veh) 0.4 - - - 0.7 12.6 Notes �: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 8 HCM 2010 TWSC 12: SR 434 & Laurel Oaks Ct. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.9 7/10/2015 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 4 0 10 9 0 9 2 936 6 4 719 1 2 0 0 0 0 2 0 0 0 0 0 0 Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free 5.5 None 6.1 None - - None - 6.1 None - 6.1 5.5 - - - 275 3.5 4 200 3.5 200 3.399 0 2.425 Pot Cap -1 0 58 76 0 58 76 0 838 589 0 381 0 - 281 0 - 0 - 91 91 91 91 91 91 91 91 91 91 91 91 0 0 0 0 0 11 0 2 0 25 4 0 4 0 11 10 0 10 2 1029 7 4 790 1 Major /Minor Minor2 NBT NBR EBLn1WBLn1 SBL SBT SBR Minor1 838 - - 142 Major1 Major2 Conflicting Flow All 1844 1843 792 1844 1839 1034 792 0 0 1037 0 0 Stage 801 801 - 1038 1038 - - - - - - - Stage 2 1043 1042 - 806 801 - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.31 4.1 4.35 Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - Follow -up Hdwy 3.5 4 3.3 3.5 4 3.399 2.2 2.425 Pot Cap -1 Maneuver 58 76 392 58 76 271 838 589 Stage 381 400 - 281 311 - - - Stage 2 280 309 - 379 400 - - - Platoon blocked, % Mov Cap -1 Maneuver 55 75 391 56 75 270 838 589 Mov Cap -2 Maneuver 55 75 - 56 75 - - - Stage 1 379 397 280 310 Stage 2 269 308 366 397 Approach EB WB NB SIB HCM Control Delay, s 33.4 53.9 0 0.1 HCM LOS D F Minor Lane /Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh /h) 838 - - 142 93 589 - - HCM Lane V/C Ratio 0.003 - - 0.108 0.213 0.007 - - HCM Control Delay (s) 9.3 - - 33.4 53.9 11.2 - - HCM Lane LOS A - - D F B - - HCM 95th %tile Q(veh) 0 - - 0.4 0.7 0 - - AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 9 HCM 2010 TWSC 13: SR 434 & Sweet Violet Dr. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.6 EBL EBR NBL NBT SBT SBR 11 24 5 933 737 1 2 0 0 0 0 0 Stop Stop Free Free Free Free - None - None - None 0 0 100 - 83 382 0 Stage 1 440 0 0 Stage 2 0 - - 0 0 91 91 91 91 91 91 0 0 0 2 4 0 12 26 5 1025 810 1 7/10/2015 Major /Minor Minor2 NBT EBLn1 Major1 Major2 Conflicting Flow All 1848 812 813 0 0 Stage 1 812 - - - - Stage 2 1036 - - Critical Hdwy 6.4 6.2 4.1 Critical Hdwy Stg 1 0 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow -up Hdwy 3.5 3.3 2.2 Pot Cap -1 Maneuver 83 382 823 Stage 1 440 - - Stage 2 345 - - Platoon blocked, % Mov Cap -1 Maneuver 82 381 823 Mov Cap -2 Maneuver 82 - - Stage 1 439 Stage 2 342 Approach EB NB SIB HCM Control Delay, s 28.1 0.1 0 HCM LOS D Minor Lane /Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh /h) 823 - 82 381 - - HCM Lane V/C Ratio 0.007 - 0.147 0.069 - - HCM Control Delay (s) 9.4 - 56.3 15.2 - - HCM Lane LOS A - F C - - HCM 95th %tile Q(veh) 0 - 0.5 0.2 - - AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 10 HCM 2010 TWSC 14: SR 434 & Artesia St. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 9.7 7/10/2015 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 43 3 14 4 5 35 7 860 4 5 692 64 2 0 0 0 0 2 0 0 0 0 0 0 Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free 5.5 None 6.1 None - - None - 6.1 None - 6.1 5.5 - - - 75 3.5 4 120 3.5 4 3.3 0 2.2 Pot Cap -1 0 59 79 0 60 75 0 796 717 0 369 0 - 301 0 - - 0 Stage 2 89 89 89 89 89 89 89 89 89 89 89 89 0 0 7 0 0 0 0 1 0 0 1 2 48 3 16 4 6 39 8 966 4 6 778 72 Major /Minor Minor2 NBT NBR EBLn1WBLn1 SBL SBT SBR Minor1 796 - - 62 Major1 Major2 Conflicting Flow All 1836 1816 815 1822 1849 971 851 0 0 973 0 0 Stage 1 827 827 - 986 986 - - - - - - - Stage 2 1009 989 - 836 863 - - - Critical Hdwy 7.1 6.5 6.27 7.1 6.5 6.2 4.1 4.1 Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - Follow -up Hdwy 3.5 4 3.363 3.5 4 3.3 2.2 2.2 Pot Cap -1 Maneuver 59 79 370 60 75 309 796 717 Stage 369 389 - 301 328 - - - Stage 2 292 327 - 364 374 - - - Platoon blocked, % Mov Cap -1 Maneuver � 48 77 369 55 73 308 796 717 Mov Cap -2 Maneuver � 48 77 - 55 73 - - - Stage 1 365 385 297 324 Stage 2 248 323 343 370 Approach EB WB NB SIB HCM Control Delay, s 252.4 33.9 0.1 0.1 HCM LOS F D Minor Lane /Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh /h) 796 - - 62 173 717 - - HCM Lane V/C Ratio 0.01 - - 1.087 0.286 0.008 - - HCM Control Delay (s) 9.6 - - 252.4 33.9 10.1 - - HCM Lane LOS A - - F D B - - HCM 95th %tile Q(veh) 0 - - 5.4 1.1 0 - - Notes �: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 11 HCM 2010 TWSC 15: SR 434 & Sweetwater Creek Cir. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.3 WBL WBR NBT NBR SBL SBT 8 2 869 2 0 710 0 2 0 0 0 0 Stop Stop Free Free Free Free - None 5.4 None - None 0 3.3 2.2 Pot Cap -1 Maneuver 89 0 705 0 362 0 0 Stage 2 0 - - 0 88 88 88 88 88 88 0 0 3 0 0 4 9 2 988 2 0 807 7/10/2015 Major /Minor Minor1 Major1 Major2 Conflicting Flow All 1798 991 0 0 992 0 Stage 1 991 - - - - - Stage 2 807 - - Critical Hdwy 6.4 6.2 4.1 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow -up Hdwy 3.5 3.3 2.2 Pot Cap -1 Maneuver 89 301 705 Stage 1 362 - - Stage 2 442 - - Platoon blocked, % Mov Cap -1 Maneuver 89 300 705 Mov Cap -2 Maneuver 89 - - Stage 1 361 Stage 2 442 Approach WB NB SIB HCM Control Delay, s 43.8 0 0 HCM LOS E Minor Lane /Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh /h) - - 104 705 HCM Lane V/C Ratio - - 0.109 - - HCM Control Delay (s) - - 43.8 0 - HCM Lane LOS - - E A - HCM 95th %tile Q(veh) - - 0.4 0 - AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 12 HCM 2010 Signalized Intersection Summary 16: SR 434 & Magnolia St. 7/10/2015 Ir 4--- 4%� t /Ap \Do. 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ea is Volume (veh /h) 60 14 5 22 48 50 9 761 5 13 677 28 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh /h /In 1900 1857 1900 1900 1884 1900 1900 1845 1900 1652 1830 1900 Adj Flow Rate, veh /h 66 15 5 24 53 55 10 836 5 14 744 31 Adj No. of Lanes 0 1 0 0 1 0 1 1 0 1 1 0 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 0 0 0 0 0 0 0 3 3 15 4 4 Cap, veh /h 155 31 7 68 95 85 472 1374 8 385 1308 54 Arrive On Green 0.12 0.12 0.12 0.12 0.12 0.12 0.75 0.75 0.75 0.75 0.75 0.75 Sat Flow, veh /h 765 265 64 207 808 725 707 1832 11 578 1744 73 Grp Volume(v), veh /h 86 0 0 132 0 0 10 0 841 14 0 775 Grp Sat Flow(s),veh /h /In 1094 0 0 1740 0 0 707 0 1843 578 0 1817 Q Serve(g_s), s 1.3 0.0 0.0 0.0 0.0 0.0 0.6 0.0 20.6 1.1 0.0 18.2 Cycle Q Clear(g_c), s 8.3 0.0 0.0 7.0 0.0 0.0 18.9 0.0 20.6 21.7 0.0 18.2 Prop In Lane 0.77 0.06 0.18 0.42 1.00 0.01 1.00 0.04 Lane Grp Cap(c), veh /h 194 0 0 248 0 0 472 0 1382 385 0 1362 V/C Ratio(X) 0.44 0.00 0.00 0.53 0.00 0.00 0.02 0.00 0.61 0.04 0.00 0.57 Avail Cap(c_a), veh /h 498 0 0 618 0 0 472 0 1382 385 0 1362 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s /veh 41.8 0.0 0.0 41.3 0.0 0.0 9.5 0.0 5.6 10.6 0.0 5.4 Incr Delay (d2), s/veh 1.6 0.0 0.0 1.8 0.0 0.0 0.1 0.0 2.0 0.2 0.0 1.7 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50 %),veh /In 2.3 0.0 0.0 3.5 0.0 0.0 0.1 0.0 11.0 0.2 0.0 9.7 LnGrp Delay(d),sNeh 43.4 0.0 0.0 43.0 0.0 0.0 9.6 0.0 7.6 10.8 0.0 7.1 LnGrp LOS D D A A B A Approach Vol, veh /h 86 132 851 789 Approach Delay, s/veh 43.4 43.0 7.7 7.1 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G +Y +Rc), s 102.0 18.0 102.0 18.0 Change Period (Y +Rc), s 6.5 6.5 6.5 6.5 Max Green Setting (Gmax), s 73.5 33.5 73.5 33.5 Max Q Clear Time (g_c +I1), s 22.6 10.3 23.7 9.0 Green Ext Time (p-c), s 17.7 1.3 17.6 1.3 Intersection Summary HCM 2010 Ctrl Delay 11.6 HCM 2010 LOS B AM Existing Network 7/9/2015 AM Existing Synchro 8 Report TAH Page 4 HCM 2010 TWSC 1: Spring Ave. & SR 434 7/10/2015 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow EBL EBT EBR WBL WBT WBR NBL NBT NBR 15 1277 38 41 1071 7 20 0 28 0 0 0 0 0 0 0 0 0 Free Free Free Free Free Free Stop Stop Stop - - None - 5.5 None Follow -up Hdwy 2.2 None 350 - 3.3 350 - 514 - - 36 - 399 Stage 1 0 - - - 158 0 - Stage 2 2 - - - 436 0 - Platoon blocked, % 0 0 97 97 97 97 97 97 97 97 97 0 2 0 0 1 - 0 0 0 0 15 1316 39 42 1104 7 21 0 29 Major /Minor Major1 Major2 Minor1 WBT WBR SBLn1 Capacity (veh /h) Conflicting Flow All 1111 0 0 1356 0 0 2005 2563 678 Stage 1 - - - - - - 1367 1367 - Stage 2 - - - - 638 1196 - Critical Hdwy 4.1 4.1 - - 7.5 6.5 6.9 Critical Hdwy Stg 1 - - - - 6.5 5.5 - Critical Hdwy Stg 2 - - - - 6.5 5.5 - Follow -up Hdwy 2.2 2.2 - - 3.5 4 3.3 Pot Cap -1 Maneuver 636 514 - - 36 27 399 Stage 1 - - - - 158 217 - Stage 2 - - - - 436 262 - Platoon blocked, % Mov Cap -1 Maneuver 636 514 - 32 24 399 Mov Cap -2 Maneuver - - - 136 146 - Stage 1 - 154 212 Stage 2 - 391 241 Approach EB WB NB HCM Control Delay, s 0.1 0.5 25.9 HCM LOS D Minor Lane /Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh /h) 221 636 - - 514 - - 197 HCM Lane V/C Ratio 0.224 0.024 - - 0.082 - - 0.12 HCM Control Delay (s) 25.9 10.8 - - 12.6 - - 25.8 HCM Lane LOS D B - - B - - D HCM 95th %tile Q(veh) 0.8 0.1 - - 0.3 - - 0.4 PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 1 HCM 2010 TWSC 1: Spring Ave. & SR 434 7/10/2015 Intersection Int Delay, s /veh Movement SBL SBT SBR Vol, veh /h 14 2 7 Conflicting Peds, # /hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - 6.5 None Storage Length - - - Veh in Median Storage, # - 2 - Grade, % - 0 - Peak Hour Factor 97 97 97 Heavy Vehicles, % 0 0 0 Mvmt Flow 14 2 7 Major /Minor Minor2 Conflicting Flow All 1881 2579 556 Stage 1 1192 1192 - Stage 2 689 1387 - Critical Hdwy 7.5 6.5 6.9 Critical Hdwy Stg 1 6.5 5.5 - Critical Hdwy Stg 2 6.5 5.5 - Follow -up Hdwy 3.5 4 3.3 Pot Cap -1 Maneuver 45 26 480 Stage 1 202 263 - Stage 2 407 212 - Platoon blocked, % Mov Cap -1 Maneuver 38 23 480 Mov Cap -2 Maneuver 162 129 - Stage 1 197 242 Stage 2 369 207 Approach SIB HCM Control Delay, s 25.8 HCM LOS D Minor Lane /Major Mvmt PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 2 HCM 2010 Signalized Intersection Summary 2: Vistawilla Dr. & SR 434 7/10/2015 Timer 1 2 3 4 5 6 7 8 Assigned Phs --Ih. 2 fl� 8 41\ /111 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tt r 122.9 tt 22.6 Max Q Clear Time (g_c +I1), s Volume (veh /h) 13.4 1212 0.2 34.0 36.6 116 179 1003 116 67 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh /h /In 1881 1881 1881 1881 1881 1845 Adj Flow Rate, veh /h 1262 121 186 1045 121 70 Adj No. of Lanes 2 1 1 2 1 1 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 1 1 1 1 1 3 Cap, veh /h 2526 1129 331 2838 225 197 Arrive On Green 0.71 0.71 0.08 1.00 0.13 0.13 Sat Flow, veh /h 3668 1598 1792 3668 1792 1568 Grp Volume(v), veh /h 1262 121 186 1045 121 70 Grp Sat Flow(s),veh /h /In 1787 1598 1792 1787 1792 1568 Q Serve(g_s), s 28.8 4.3 5.4 0.0 11.4 7.4 Cycle Q Clear(g_c), s 28.8 4.3 5.4 0.0 11.4 7.4 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh /h 2526 1129 331 2838 225 197 V/C Ratio(X) 0.50 0.11 0.56 0.37 0.54 0.36 Avail Cap(c_a), veh /h 2526 1129 374 2838 225 197 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s /veh 12.0 8.4 10.2 0.0 73.8 72.0 Incr Delay (d2), s/veh 0.7 0.2 1.5 0.4 8.9 5.0 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50 %),veh /In 14.4 2.0 2.9 0.1 6.2 3.5 LnGrp Delay(d),sNeh 12.7 8.6 11.7 0.4 82.7 77.0 LnGrp LOS B A B A F E Approach Vol, veh /h 1383 1231 191 Approach Delay, s/veh 12.3 2.1 80.6 Approach LOS B A F Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G +Y +Rc), s 15.7 134.3 150.0 30.0 Change Period (Y +Rc), s * 8.1 7.1 7.1 7.4 Max Green Setting (Gmax), s * 12 122.9 142.9 22.6 Max Q Clear Time (g_c +I1), s 7.4 30.8 2.0 13.4 Green Ext Time (p-c), s 0.2 34.0 36.6 0.4 Intersection Summary HCM 2010 Ctrl Delay 12.5 HCM 2010 LOS B Notes * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 1 HCM 2010 TWSC 3: Jetta Point & SR 434 Intersection Int Delay, s /veh 0.1 7/10/2015 Movement EBU EBT EBR WBL WBT NBL NBR Vol, veh /h 4 1292 3 12 1182 0 1 Conflicting Peds, # /hr 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Stop Stop RT Channelized - 5.8 None - None 2.2 - None Storage Length 400 - 250 350 - - 0 Veh in Median Storage, # - 0 - - 0 2 - Grade, % - 0 - - 0 0 - Peak Hour Factor 92 95 95 95 95 95 95 Heavy Vehicles, % 2 2 0 0 1 0 0 Mvmt Flow 4 1360 3 13 1244 0 1 Major /Minor Major1 Major2 Minor1 Capacity (veh /h) Conflicting Flow All 908 0 0 1360 0 2016 680 Stage 1 - - - - - 1369 - Stage 2 - - - 647 - Critical Hdwy 6.44 4.1 - 6.8 6.9 Critical Hdwy Stg 1 - - - 5.8 - Critical Hdwy Stg 2 - - - 5.8 - Follow -up Hdwy 2.52 2.2 - 3.5 3.3 Pot Cap -1 Maneuver 380 512 - 52 398 Stage 1 - - - 205 - Stage 2 - - - 489 - Platoon blocked, % Mov Cap -1 Maneuver 380 512 - 51 398 Mov Cap -2 Maneuver - - - 182 - Stage 1 - 205 Stage 2 - 477 Approach EB WB NB HCM Control Delay, s 0 0.1 14.1 HCM LOS B Minor Lane /Major Mvmt NBLn1 EBU EBT EBR WBL WBT Capacity (veh /h) 398 380 - - 512 - HCM Lane V/C Ratio 0.003 0.011 - - 0.025 - HCM Control Delay (s) 14.1 14.6 - - 12.2 - HCM Lane LOS B B - - B - HCM 95th %tile Q(veh) 0 0 - - 0.1 - PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 3 HCM 2010 Signalized Intersection Summary 4: SR 417 SB Ramps & SR 434 7/10/2015 Ir 4--- 4%� t /Ap \Do. 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations +++ r Vi tt 'i r Volume (veh /h) 0 952 341 92 1078 0 0 0 0 355 0 116 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh /h /In 0 1881 1810 1845 1881 0 1863 0 1863 Adj Flow Rate, veh /h 0 1002 0 97 1135 0 374 0 0 Adj No. of Lanes 0 3 1 1 2 0 1 0 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 1 4 5 3 1 0 2 0 2 Cap, veh /h 0 3065 918 114 2504 0 394 0 352 Arrive On Green 0.00 1.00 0.00 0.13 1.00 0.00 0.22 0.00 0.00 Sat Flow, veh /h 0 5305 1538 1757 3668 0 1774 0 1583 Grp Volume(v), veh /h 0 1002 0 97 1135 0 374 0 0 Grp Sat Flow(s),veh /h /In 0 1712 1538 1757 1787 0 1774 0 1583 Q Serve(g_s), s 0.0 0.0 0.0 9.5 0.0 0.0 36.5 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 0.0 9.5 0.0 0.0 36.5 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh /h 0 3065 918 114 2504 0 394 0 352 V/C Ratio(X) 0.00 0.33 0.00 0.85 0.45 0.00 0.95 0.00 0.00 Avail Cap(c_a), veh /h 0 3065 918 132 2504 0 436 0 389 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.80 0.80 0.00 1.00 0.00 0.00 Uniform Delay (d), s /veh 0.0 0.0 0.0 75.7 0.0 0.0 67.4 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.3 0.0 29.3 0.5 0.0 29.1 0.0 0.0 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50 %),veh /In 0.0 0.1 0.0 5.5 0.2 0.0 21.2 0.0 0.0 LnGrp Delay(d),sNeh 0.0 0.3 0.0 104.9 0.5 0.0 96.5 0.0 0.0 LnGrp LOS A F A F Approach Vol, veh /h 1002 1232 374 Approach Delay, s/veh 0.3 8.7 96.5 Approach LOS A A F Timer 1 2 3 4 5 6 7 8 Assigned Phs Phs Duration (G +Y +Rc), s Change Period (Y +Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c +I1), s Green Ext Time (p-c), s Intersection Summary HCM 2010 Ctrl Delay 18.1 HCM 2010 LOS B PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 2 1 2 4 6 18.2 115.9 45.9 134.1 6.8 6.8 6.8 6.8 13.2 103.2 43.2 123.2 11.5 2.0 38.5 2.0 0.0 28.7 0.5 29.3 Intersection Summary HCM 2010 Ctrl Delay 18.1 HCM 2010 LOS B PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 2 HCM 2010 Signalized Intersection Summary 5: SR 417 NB Ramps & SR 434 7/10/2015 Ir � 4 /Ap \Do. 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations * 7.6 * 7.6 * 7.6 7.6 Max Green Setting (Gmax), s * 1.3E2 * 27 * 97 32.4 Volume (veh /h) 22.8 107 Green Ext Time (p-c), s 1200 0.2 0 0 708 141 462 0 112 0 0 0 Number 5 2 12 1 6 16 3 8 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh /h /In 1845 1881 0 0 1638 1792 1863 0 1900 Adj Flow Rate, veh /h 115 1290 0 0 761 0 497 0 120 Adj No. of Lanes 1 2 0 0 2 1 2 0 1 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 3 1 0 0 16 6 2 0 0 Cap, veh /h 134 2693 0 0 1973 966 551 0 258 Arrive On Green 0.15 1.00 0.00 0.00 0.63 0.00 0.16 0.00 0.16 Sat Flow, veh /h 1757 3668 0 0 3194 1524 3442 0 1615 Grp Volume(v), veh /h 115 1290 0 0 761 0 497 0 120 Grp Sat Flow(s),veh /h /In 1757 1787 0 0 1556 1524 1721 0 1615 Q Serve(g_s), s 11.2 0.0 0.0 0.0 20.8 0.0 24.9 0.0 11.8 Cycle Q Clear(g_c), s 11.2 0.0 0.0 0.0 20.8 0.0 24.9 0.0 11.8 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh /h 134 2693 0 0 1973 966 551 0 258 V/C Ratio(X) 0.86 0.48 0.00 0.00 0.39 0.00 0.90 0.00 0.46 Avail Cap(c_a), veh /h 274 2693 0 0 1973 966 635 0 298 HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.86 0.86 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s /veh 73.6 0.0 0.0 0.0 15.6 0.0 72.5 0.0 67.0 Incr Delay (d2), s/veh 12.8 0.5 0.0 0.0 0.6 0.0 14.9 0.0 1.3 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50 %),veh /In 5.9 0.2 0.0 0.0 9.0 0.0 13.0 0.0 5.4 LnGrp Delay(d),sNeh 86.3 0.5 0.0 0.0 16.1 0.0 87.3 0.0 68.3 LnGrp LOS F A B F E Approach Vol, veh /h 1405 761 617 Approach Delay, s/veh 7.6 16.1 83.6 Approach LOS A B F Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 5 6 8 Phs Duration (G +Y +Rc), s 144.3 21.0 123.3 35.7 Change Period (Y +Rc), s * 7.6 * 7.6 * 7.6 7.6 Max Green Setting (Gmax), s * 1.3E2 * 27 * 97 32.4 Max Q Clear Time (g_c +I1), s 2.0 13.2 22.8 26.9 Green Ext Time (p-c), s 27.9 0.2 25.8 1.2 Intersection Summary HCM 2010 Ctrl Delay 26.8 HCM 2010 LOS C Notes * HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 3 HCM 2010 TWSC 6: Palm Dr. & SR 434 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.1 7/10/2015 EBT EBR WBL WBT NBL NBR 1305 6 3 849 0 4 0 0 0 0 0 0 Free Free Free Free Stop Stop - None - - - - None - 0 None 0 3.5 3.3 0 0 - - 477 - 0 165 Stage 1 0 0 - 91 91 91 91 91 91 1 0 0 1 0 0 1434 7 3 933 0 4 Major /Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1441 0 2377 1437 Stage 1 - - - - 1437 - Stage 2 - - - - 940 - Critical Hdwy - - 4.1 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow -up Hdwy - - 2.2 - 3.5 3.3 Pot Cap -1 Maneuver - - 477 - 39 165 Stage 1 - - - - 221 - Stage 2 - - - - 383 - Platoon blocked, % - - - Mov Cap -1 Maneuver - - 477 - 38 165 Mov Cap -2 Maneuver - - - - 38 - Stage 1 - - - 221 Stage 2 - - - 378 Approach EB WB NB HCM Control Delay, s 0 0 27.4 HCM LOS D Minor Lane /Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh /h) 165 - - 477 HCM Lane V/C Ratio 0.027 - - 0.007 - HCM Control Delay (s) 27.4 - - 12.6 0 HCM Lane LOS D - - B A HCM 95th %tile Q(veh) 0.1 - - 0 PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 4 HCM 2010 TWSC 7: Mactavandash Dr. & SR 434 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 1.2 7/10/2015 EBT EBR WBL WBT NBL NBR 1281 28 18 841 11 23 0 0 0 0 0 0 Free Free Free Free Stop Stop Critical Hdwy Stg 2 None - None - None - 250 150 - 0 0 0 Stage 1 0 0 - 0 - - - - 369 0 0 - - - 90 90 90 90 90 90 1 0 6 2 0 4 1423 31 20 934 12 26 Major /Minor Major1 Major2 Minor1 EBT EBR WBL WBT Conflicting Flow All 0 0 1423 0 2397 1423 Stage 1 - - - - 1423 - Stage 2 - - - - 974 - Critical Hdwy - - 4.16 - 6.4 6.24 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow -up Hdwy - - 2.254 - 3.5 3.336 Pot Cap -1 Maneuver - - 466 - 37 165 Stage 1 - - - - 225 - Stage 2 - - - - 369 - Platoon blocked, % - - - Mov Cap -1 Maneuver - - 466 - 35 165 Mov Cap -2 Maneuver - - - - 35 - Stage 1 - - - 225 Stage 2 - - - 353 Approach EB WB NB HCM Control Delay, s 0 0.3 71.1 HCM LOS F Minor Lane /Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh /h) 35 165 - - 466 - HCM Lane V/C Ratio 0.349 0.155 - - 0.043 - HCM Control Delay (s) 155.3 30.8 - - 13.1 - HCM Lane LOS F D - - B - HCM 95th %tile Q(veh) 1.1 0.5 - - 0.1 - PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 5 HCM 2010 TWSC 8: Pinebranch Cir. & SR 434 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 2 7/10/2015 EBL EBT EBR WBL WBT WBR NBL NBT NBR 27 1271 6 7 840 10 5 0 2 2 0 0 0 0 2 0 0 0 Free Free Free Free Free Free Stop Stop Stop - - None - - - - None 5.5 - None 125 - 3.5 150 - Pot Cap -1 Maneuver - 500 - - 24 0 177 Stage 1 0 - - - - 0 199 - 0 - - - - 0 345 - 0 92 92 92 92 92 92 92 92 92 0 1 17 0 2 10 0 0 0 29 1382 7 8 913 11 5 0 2 Major /Minor Major1 Major2 Minor1 WBT WBR SBLn1 SBLn2 Conflicting Flow All 924 0 0 1388 0 0 2377 2382 1387 Stage 1 - - - - - - 1443 1443 - Stage 2 - - - - 934 939 - Critical Hdwy 4.1 4.1 - - 7.1 6.5 6.2 Critical Hdwy Stg 1 0.8 - - - - 6.1 0.1 5.5 - Critical Hdwy Stg 2 - - - - 6.1 5.5 - Follow -up Hdwy 2.2 2.2 - - 3.5 4 3.3 Pot Cap -1 Maneuver 748 500 - - 24 35 177 Stage 1 - - - - 166 199 - Stage 2 - - - - 322 345 - Platoon blocked, % Mov Cap -1 Maneuver 747 499 - 22 33 177 Mov Cap -2 Maneuver - - - 22 33 - Stage 1 - 160 191 Stage 2 - 301 339 Approach EB WB NB HCM Control Delay, s 0.2 0.1 168.6 HCM LOS F Minor Lane /Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh /h) 29 747 - - 499 - - 23 321 HCM Lane V/C Ratio 0.262 0.039 - - 0.015 - - 0.473 0.047 HCM Control Delay (s) 168.6 10 - - 12.3 - - 260.5 16.8 HCM Lane LOS F B - - B - - F C HCM 95th %tile Q(veh) 0.8 0.1 - - 0 - - 1.4 0.1 PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 6 HCM 2010 TWSC 8: Pinebranch Cir. & SR 434 Intersection Int Delay, s /veh Movement SBL SBT SBR Vol, veh /h 10 0 14 Conflicting Peds, # /hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - 6.5 None Storage Length 0 - 0 Veh in Median Storage, # - 0 - Grade, % - 0 - Peak Hour Factor 92 92 92 Heavy Vehicles, % 0 0 7 Mvmt Flow 11 0 15 7/10/2015 Major /Minor Minor2 Conflicting Flow All 2379 2381 920 Stage 1 934 934 - Stage 2 1445 1447 - Critical Hdwy 7.1 6.5 6.27 Critical Hdwy Stg 1 6.1 5.5 - Critical Hdwy Stg 2 6.1 5.5 - Follow -up Hdwy 3.5 4 3.363 Pot Cap -1 Maneuver 24 35 321 Stage 1 322 347 - Stage 2 165 198 - Platoon blocked, % Mov Cap -1 Maneuver 23 33 321 Mov Cap -2 Maneuver 23 33 - Stage 1 309 341 Stage 2 156 190 Approach SIB HCM Control Delay, s 118.3 HCM LOS F Minor Lane /Major Mvmt PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 7 HCM 2010 TWSC 9: SR 434 & Cranston St. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 1.2 7/10/2015 EBL EBT WBT WBR SBL SBR 30 1263 841 22 14 22 2 0 0 2 0 0 Free Free Free Free Stop Stop - None Critical Hdwy Stg 2 None - None 300 - - 3.3 0 0 - - 41 0 0 - - 0 - Stage 2 0 0 - 0 - 93 93 93 93 93 93 0 1 2 0 0 0 32 1358 904 24 15 24 Major /Minor Major1 Major2 Minor2 SBLn2 Conflicting Flow All 928 0 0 2339 918 Stage 1 - - - 916 - Stage 2 - - - 1423 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - 1.3 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow -up Hdwy 2.2 - - - 3.5 3.3 Pot Cap -1 Maneuver 745 - - - 41 332 Stage 1 - - - - 393 - Stage 2 - - - - 225 - Platoon blocked, % - - - Mov Cap -1 Maneuver 744 - - - 39 332 Mov Cap -2 Maneuver - - - - 39 - Stage 1 - - - 393 Stage 2 - - - 215 Approach EB WB SIB HCM Control Delay, s 0.2 0 67.2 HCM LOS F Minor Lane /Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh /h) 744 - - - 39 332 HCM Lane V/C Ratio 0.043 - - - 0.386 0.071 HCM Control Delay (s) 10.1 - - - 146.6 16.7 HCM Lane LOS B - - - F C HCM 95th %tile Q(veh) 0.1 - - - 1.3 0.2 PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 8 HCM 2010 TWSC 10: Calypso Way & SR 434 7/10/2015 Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.6 EBL EBT EBR WBL WBT WBR NBL NBT NBR 8 1256 13 11 857 11 4 0 8 2 0 0 0 0 2 0 0 0 Free Free Free Free Free Free Stop Stop Stop - - None - 5.5 None Follow -up Hdwy 2.2 None 250 - 3.3 125 742 - 26 37 - Stage 1 - 0 181 215 0 Stage 2 - 0 314 339 0 Platoon blocked, % 0 0 Mov Cap -1 Maneuver 93 93 93 93 93 93 93 93 93 0 1 Stage 1 0 0 2 0 0 0 0 9 1351 14 12 922 12 4 0 9 Major /Minor Major1 Major2 Minor1 WBT WBR SBLn1 Capacity (veh /h) Conflicting Flow All 933 0 0 1365 0 0 2327 2332 1360 Stage 1 - - - - - - 1375 1375 - Stage 2 - - - - 952 957 - Critical Hdwy 4.1 4.1 - - 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - 6.1 5.5 - Critical Hdwy Stg 2 - - - - 6.1 5.5 - Follow -up Hdwy 2.2 2.2 - - 3.5 4 3.3 Pot Cap -1 Maneuver 742 510 - - 26 37 183 Stage 1 - - - - 181 215 - Stage 2 - - - - 314 339 - Platoon blocked, % Mov Cap -1 Maneuver 741 509 - 25 36 183 Mov Cap -2 Maneuver - - - 25 36 - Stage 1 - 179 212 Stage 2 - 304 331 Approach EB WB NB HCM Control Delay, s 0.1 0.2 82.3 HCM LOS F Minor Lane /Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh /h) 59 741 - - 509 - - 327 HCM Lane V/C Ratio 0.219 0.012 - - 0.023 - - 0.007 HCM Control Delay (s) 82.3 9.9 - - 12.2 - - 16.1 HCM Lane LOS F A - - B - - C HCM 95th %tile Q(veh) 0.7 0 - - 0.1 - - 0 PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 9 HCM 2010 TWSC 10: Calypso Way & SR 434 7/10/2015 Intersection Int Delay, s /veh Movement SBL SBT SBR Vol, veh /h 0 0 2 Conflicting Peds, # /hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - None Storage Length - - 6.1 Veh in Median Storage, # - 0 Critical Hdwy Stg 2 Grade, % - 0 - Peak Hour Factor 93 93 93 Heavy Vehicles, % 0 0 0 Mvmt Flow 0 0 2 Major /Minor Minor2 Conflicting Flow All 2330 2333 929 Stage 1 951 951 - Stage 2 1379 1382 - Critical Hdwy 7.1 6.5 6.2 Critical Hdwy Stg 1 6.1 5.5 - Critical Hdwy Stg 2 6.1 5.5 - Follow -up Hdwy 3.5 4 3.3 Pot Cap -1 Maneuver 26 37 327 Stage 1 315 341 - Stage 2 181 213 - Platoon blocked, % Mov Cap -1 Maneuver 24 36 327 Mov Cap -2 Maneuver 24 36 - Stage 1 311 333 Stage 2 170 210 Approach SIB HCM Control Delay, s 16.1 HCM LOS C Minor Lane /Major Mvmt PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 10 HCM 2010 TWSC 11: SR 434 & Hammock Ln. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 2.5 7/10/2015 EBL EBT WBT WBR SBL SBR 232 1032 769 42 10 110 2 0 0 0 0 0 Free Free Free Free Stop Stop - None - - None - None 350 - - Pot Cap -1 Maneuver 0 100 358 0 0 - - 423 1 Stage 2 - - 0 0 Platoon blocked, % 0 - - 93 93 93 93 93 93 3 2 5 5 0 3 249 1110 827 45 11 118 Major /Minor Major1 Major2 Minor2 SBLn2 Conflicting Flow All 872 0 0 2458 851 Stage 1 - - - 849 - Stage 2 - - - 1609 - Critical Hdwy 4.13 - - - 6.4 6.23 Critical Hdwy Stg 1 HCM 95th %tile Q(veh) - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow -up Hdwy 2.227 - - - 3.5 3.327 Pot Cap -1 Maneuver 769 - - - 34 358 Stage 1 - - - - 423 - Stage 2 - - - - 182 - Platoon blocked, % - - - Mov Cap -1 Maneuver 768 - - - 23 357 Mov Cap -2 Maneuver - - - - 94 - Stage 1 - - - 423 Stage 2 - - - 123 Approach EB WB SIB HCM Control Delay, s 2.2 0 22.4 HCM LOS C Minor Lane /Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh /h) 768 - - - 94 357 HCM Lane V/C Ratio 0.325 - - - 0.114 0.331 HCM Control Delay (s) 11.9 - - - 48.2 20 HCM Lane LOS B - - - E C HCM 95th %tile Q(veh) 1.4 - - - 0.4 1.4 PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 11 HCM 2010 TWSC 12: SR 434 & Laurel Oaks Ct. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.6 EBL EBT EBR WBL WBT 1 0 4 8 0 2 0 0 0 0 Stop Stop Stop Stop Stop 857 857 None - - - Stage 2 860 0 - 1088 0 - 0 Critical Hdwy 7.1 0 97 97 97 97 97 0 0 0 0 0 1 0 4 8 0 M am] Gj 5 2 Stop None 97 0 5 7/10/2015 NBL NBT 10 805 0 0 Free Free 275 - 0 0 97 97 0 1 10 830 1I1 am] ION 9 0 Free None 97 0 9 Major /Minor Minor2 NBT NBR EBLn1 WBLn1 Minor1 Capacity (veh /h) 665 Major1 Conflicting Flow All 1946 1948 1059 1945 1943 837 1059 0 0 Stage 1086 1086 - 857 857 - - - - Stage 2 860 862 - 1088 1086 - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - Follow -up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 Pot Cap -1 Maneuver 49 65 275 49 66 370 665 Stage 1 264 295 - 355 377 - - Stage 2 353 375 - 264 295 - - Platoon blocked, % Mov Cap -1 Maneuver 47 63 274 47 64 369 665 Mov Cap -2 Maneuver 47 63 - 47 64 - - Stage 1 260 289 349 371 Stage 2 343 369 256 289 Approach EB WB NB HCM Control Delay, s 31.9 67.1 0.1 HCM LOS D F Minor Lane /Major Mvmt NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (veh /h) 665 - - 139 71 769 - - HCM Lane V/C Ratio 0.016 - - 0.037 0.189 0.017 - - HCM Control Delay (s) 10.5 - - 31.9 67.1 9.8 - - HCM Lane LOS B - - D F A - - HCM 95th %tile Q(veh) 0 - - 0.1 0.6 0.1 - - PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 12 HCM 2010 TWSC 12: SR 434 & Laurel Oaks Ct. Intersection Int Delay, s /veh Movement SBL SBT SBR Vol, veh /h 13 1025 4 Conflicting Peds, # /hr 0 0 0 Sign Control Free Free Free RT Channelized - 769 None Storage Length 200 - 200 Veh in Median Storage, # - 0 - Grade, % - 0 - Peak Hour Factor 97 97 97 Heavy Vehicles, % 8 1 0 Mvmt Flow 13 1057 4 7/10/2015 Major /Minor Major2 Conflicting Flow All 841 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 4.18 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow -up Hdwy 2.272 Pot Cap -1 Maneuver 769 Stage 1 - Stage 2 - Platoon blocked, % Mov Cap -1 Maneuver 769 Mov Cap -2 Maneuver - Stage 1 Stage 2 Approach SIB HCM Control Delay, s 0.1 HCM LOS Minor Lane /Major Mvmt PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 13 HCM 2010 TWSC 13: SR 434 & Sweet Violet Dr. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.5 7/10/2015 EBL EBR NBL NBT SBT SBR 8 11 16 816 1033 4 2 0 0 0 0 0 Stop Stop Free Free Free Free - None - None - None 0 0 100 - - 67 0 658 Stage 1 0 0 - 0 Stage 2 391 0 0 Platoon blocked, % 97 97 97 97 97 97 13 0 0 6 1 0 8 11 16 841 1065 4 Major /Minor Minor2 NBT EBLn1 Major1 Major2 Conflicting Flow All 1943 1069 1071 0 0 Stage 1 1069 - - - - Stage 2 874 - - Critical Hdwy 6.53 6.2 4.1 Critical Hdwy Stg 1 0.1 5.53 - - Critical Hdwy Stg 2 5.53 - - Follow -up Hdwy 3.617 3.3 2.2 Pot Cap -1 Maneuver 67 272 658 Stage 1 314 - - Stage 2 391 - - Platoon blocked, % Mov Cap -1 Maneuver 65 272 658 Mov Cap -2 Maneuver 65 - - Stage 1 313 Stage 2 381 Approach EB NB SIB HCM Control Delay, s 39.6 0.2 0 HCM LOS E Minor Lane /Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh /h) 658 - 65 272 - - HCM Lane V/C Ratio 0.025 - 0.127 0.042 - - HCM Control Delay (s) 10.6 - 68.3 18.8 - - HCM Lane LOS B - F C - - HCM 95th %tile Q(veh) 0.1 - 0.4 0.1 - - PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 14 HCM 2010 TWSC 14: SR 434 & Artesia St. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 6.1 EBL EBT EBR WBL WBT 18 6 7 6 9 2 0 0 0 0 Stop Stop Stop Stop Stop 914 914 None - - - Stage 2 928 0 - 1169 0 - 0 Critical Hdwy 7.21 0 90 90 90 90 90 11 6.21 5.67 17 0 0 0 20 7 8 7 10 M am] Gj 16 2 Stop None I*, 7/10/2015 NBL NBT 6 798 0 0 Free Free 1I1 am] ION 21 0 Free None 90 0 23 Major /Minor Minor2 75 - Minor1 0 627 0 90 90 0 6 7 887 1I1 am] ION 21 0 Free None 90 0 23 Major /Minor Minor2 NBT NBR EBLn1 WBLn1 Minor1 Capacity (veh /h) 627 Major1 Conflicting Flow All 2090 2087 1091 2083 2113 900 1128 0 0 Stage 1162 1162 - 914 914 - - - - Stage 2 928 925 - 1169 1199 - - Critical Hdwy 7.21 6.67 6.2 7.1 6.5 6.2 4.1 Critical Hdwy Stg 1 6.21 5.67 - 6.1 5.5 - - Critical Hdwy Stg 2 6.21 5.67 - 6.1 5.5 - - Follow -up Hdwy 3.599 4.153 3.3 3.5 4 3.3 2.2 Pot Cap -1 Maneuver 36 48 264 39 51 340 627 Stage 1 228 252 - 330 355 - - Stage 2 310 328 - 237 261 - - Platoon blocked, % Mov Cap -1 Maneuver 27 45 264 32 48 339 627 Mov Cap -2 Maneuver 27 45 - 32 48 - - Stage 1 225 240 326 350 Stage 2 282 324 213 248 Approach EB WB NB HCM Control Delay, s 276.4 92.3 0.1 HCM LOS F F Minor Lane /Major Mvmt NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (veh /h) 627 - - 38 73 755 - - HCM Lane V/C Ratio 0.011 - - 0.906 0.472 0.047 - - HCM Control Delay (s) 10.8 - - 276.4 92.3 10 - - HCM Lane LOS B - - F F B - - HCM 95th %tile Q(veh) 0 - - 3.4 1.9 0.1 - - PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 15 HCM 2010 TWSC 14: SR 434 & Artesia St. Intersection Int Delay, s /veh Movement SBL SBT SBR Vol, veh /h 32 947 66 Conflicting Peds, # /hr 0 0 0 Sign Control Free Free Free RT Channelized - 755 None Storage Length 120 - Platoon blocked, % Veh in Median Storage, # - 0 Mov Cap -2 Maneuver Grade, % - 0 - Peak Hour Factor 90 90 90 Heavy Vehicles, % 0 1 2 Mvmt Flow 36 1052 73 7/10/2015 Major /Minor Major2 Conflicting Flow All 912 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 4.1 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow -up Hdwy 2.2 Pot Cap -1 Maneuver 755 Stage 1 - Stage 2 - Platoon blocked, % Mov Cap -1 Maneuver 755 Mov Cap -2 Maneuver - Stage 1 Stage 2 Approach SIB HCM Control Delay, s 0.3 HCM LOS Minor Lane /Major Mvmt PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 16 HCM 2010 TWSC 15: SR 434 & Sweetwater Creek Cir. Intersection Int Delay, s /veh Movement Vol, veh /h Conflicting Peds, # /hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow 0.1 7/10/2015 WBL WBR NBT NBR SBL SBT 1 3 822 7 5 955 0 2 0 0 0 0 Stop Stop Free Free Free Free - None 5.4 None - None 0 3.3 2.2 Pot Cap -1 Maneuver 83 0 792 0 421 0 0 Stage 2 0 - - 0 97 97 97 97 97 97 0 0 5 0 0 1 1 3 847 7 5 985 Major /Minor Minor1 Major1 Major2 Conflicting Flow All 1848 853 0 0 857 0 Stage 1 853 - - - - - Stage 2 995 - - Critical Hdwy 6.4 6.2 4.1 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow -up Hdwy 3.5 3.3 2.2 Pot Cap -1 Maneuver 83 362 792 Stage 1 421 - - Stage 2 361 - - Platoon blocked, % Mov Cap -1 Maneuver 82 361 792 Mov Cap -2 Maneuver 82 - - Stage 1 420 Stage 2 356 Approach WB NB SIB HCM Control Delay, s 23.9 0 0 HCM LOS C Minor Lane /Major Mvmt NBT NBR WBLn1 SBL SBT Capacity (veh /h) - - 195 792 HCM Lane V/C Ratio - - 0.021 0.007 - HCM Control Delay (s) - - 23.9 9.6 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 0.1 0 PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 17 HCM 2010 Signalized Intersection Summary 16: SR 434 & Magnolia St. 7/10/2015 Ir 4--- 4%� t /Ap \Do. 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ea is Volume (veh /h) 54 57 13 14 40 31 30 744 17 51 874 31 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh /h /In 1900 1868 1900 1900 1900 1900 1900 1795 1900 1900 1882 1900 Adj Flow Rate, veh /h 59 63 14 15 44 34 33 818 19 56 960 34 Adj No. of Lanes 0 1 0 0 1 0 1 1 0 1 1 0 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 0 0 0 0 0 0 0 6 6 0 1 6.5 1 Cap, veh /h 139 104 20 74 113 Max Q Clear Time (g_c +I1), s 76 314 1240 29 398 1282 45 Arrive On Green 0.12 0.12 0.12 0.12 0.12 0.12 0.71 0.71 0.71 0.71 0.71 0.71 Sat Flow, veh /h 595 881 169 160 961 646 576 1747 41 667 1807 64 Grp Volume(v), veh /h 136 0 0 93 0 0 33 0 837 56 0 994 Grp Sat Flow(s),veh /h /In 1645 0 0 1768 0 0 576 0 1788 667 0 1871 Q Serve(g_s), s 2.1 0.0 0.0 0.0 0.0 0.0 2.8 0.0 19.3 3.8 0.0 24.8 Cycle Q Clear(g_c), s 5.8 0.0 0.0 3.7 0.0 0.0 27.7 0.0 19.3 23.1 0.0 24.8 Prop In Lane 0.43 0.10 0.16 0.37 1.00 0.02 1.00 0.03 Lane Grp Cap(c), veh /h 263 0 0 264 0 0 314 0 1269 398 0 1327 V/C Ratio(X) 0.52 0.00 0.00 0.35 0.00 0.00 0.10 0.00 0.66 0.14 0.00 0.75 Avail Cap(c_a), veh /h 563 0 0 588 0 0 314 0 1269 398 0 1327 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s /veh 31.8 0.0 0.0 30.9 0.0 0.0 15.4 0.0 6.0 12.3 0.0 6.8 Incr Delay (d2), s/veh 1.6 0.0 0.0 0.8 0.0 0.0 0.7 0.0 2.7 0.7 0.0 3.9 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50 %),veh /In 2.8 0.0 0.0 1.9 0.0 0.0 0.5 0.0 10.3 0.8 0.0 13.9 LnGrp Delay(d),sNeh 33.4 0.0 0.0 31.7 0.0 0.0 16.0 0.0 8.7 13.0 0.0 10.7 LnGrp LOS C C B A B B Approach Vol, veh /h 136 93 870 1050 Approach Delay, s/veh 33.4 31.7 9.0 10.8 Approach LOS C C A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G +Y +Rc), s 74.6 15.4 74.6 15.4 Change Period (Y +Rc), s 6.5 6.5 6.5 6.5 Max Green Setting (Gmax), s 53.5 23.5 53.5 23.5 Max Q Clear Time (g_c +I1), s 29.7 7.8 26.8 5.7 Green Ext Time (p-c), s 15.8 1.2 17.0 1.2 Intersection Summary HCM 2010 Ctrl Delay 12.4 HCM 2010 LOS B PM Existing Network 7/9/2015 PM Existing Synchro 8 Report TAH Page 4 Appendix C Historical Crashes and Safety Crash Ratio Analysis W 1U338S81U 9 10 9 11 U 1 1 1 1E E 3 U U 1U912UUY 51SPMFriday IntersecHOn1 Spring Avenue 443453400 9 12 4 15 0 4 1 3 2 N Z T Yj a m OI U< M w O m Y �I m 0 > w U Ln LL Ln Y LL o Z_ LL W W w W o O 1U338S81U 9 10 9 11 U 1 1 1 1E E 3 U U 1U912UUY 51SPMFriday IntersecHOn1 Spring Avenue 443453400 9 12 4 15 0 4 1 3 2 N S 2 0 0 1242009 322Poll Friday Intersection 1 Spring Avenue 103389916 10 4 5 22 0 4 5 1 1 S N 2 0 0 4/52010 1032Poll Monday Intersection 1 Spring Avenue 827860450 11 11 14 6 0 1 1 1 1E E 2 0 011/142011 650 AM Monday Intersection) Spring Avenue 827861240 12 3 5 7 0 4 1 1 1 N S 2 0 0 3/52012 726AM Monday Intersection) Spring Avenue 825080210 77070000 6394 419 23500 11 8 23 6 0 3 1 2 2 W 13 23 W 0 36 2 0 1 8/23/2011 600 AM Tuesday Intersection 1 Spring Avenue 827862290 12 4 30 8 0 2 1 1 1 2 0 0 4/302012 820 AM Monday Intersection) Spring Avenue 827865780 77070000 6394 419 24500 12 12 9 23 0 2 1 1 1 S 2 33 N 0 32 2 0 0 1292012 11.00 PM Sunday Intersection 1 Spring Avenue 827866370 13 1 24 16 0 1 1 1 1 3 0 0 1242013 4'. 32 PM Thursday Intersection) Spring Avenue 839684020 77070000 6403 419 23500 13 10 11 20 0 1 1 1 1 W 77 63 W 0 20 3 0 1 10/112013 800 PM Friday Intersection 1 Spring Avenue 72582909077070000 6594 419 22500 9 7 10 13 0 7 1 2 1E 4 58W 0 71 2 0 1 7/102009 1'. 00 PM Friday Intersection2 Vlstawllla Drive 73639917077070000 6596 419 22500 9 12 3 18 0 1 4 1 1E 2 44E 0 20 3 0 1 1232009 600 PM Thursday Intersection2 Vlstawllla Drive 763388150 77070000 65 419 22500 10 5 19 12 0 4 1 1 1 W 3 33E 0 37 2 0 1 5/192010 1200Poll Wednesday Intersection2 Vlstawllla Drive 827857170 77070000 6497 419 23500 11 11 15 0 0 32 1 2 2E 1 40 0 0 1 0 1 11/152011 1200 AM Tuesday Intersection2 Vlstawllla Drive 827862060 12 5 9 17 0 1 1 3 2 2 0 0 992012 547 Poll Wednesday Intersection2 Vlstawllla Drive 827863310 12 8 21 17 0 1 1 3 5 2 0 0 8212012 539 PM Tuesday Intersection2 Vlstawllla Drive 827863550 77070000 6598 419 24500 12 9 12 0 0 1 1 1 1 W 2 25 W 0 17 3 0 2 9/12/2012 544Poll Wednesday Intersection2 Vlstawllla Drive 82786592077070000 652 419 24500 12 12 6 17 0 1 4 1 1E 2 49E 0 17 2 0 0 1262012 500 PM Thursday Intersection2 Vlstawllla Drive 827864,[ 10 12 12 12 17 0 1 4 3 2 2 0 0 12/122012 552Poll Wednesday Intersection2 Vlstawllla Drive 827866230 12 12 26 13 0 1 1 2 2 2 0 0 12262012 1.15Poll Wednesday Intersection2 Vlstawllla Drive 839680430 13 4 11 13 0 1 1 1 1 2 0 1 4/112013 1'. 59 PM Thursday Intersection2 Vlstawllla Drive 83968119077070000 6638 419 23500 13 6 25 8 0 1 1 1 1E 2 39W 0 29 3 0 2 6/25/2013 800 AM Tuesday Intersection2 Vlstawllla Drive 83968197077070000 65 419 23500 13 8 2 12 0 3 1 1 1N 2 82E 0 46 2 0 3 8/220131200 PM Friday Intersection2 Vlstawllla Drive 839683560 77070000 65 419 23500 13 9 18 10 0 1 1 1 1 E 2 22W 0 19 2 0 0 9/182013 1000AM Wednesday Intersection2 Vlstawllla Drive 83968403077070000 65 419 23500 13 10 15 19 1 10 4 1 1E 1 19U 0 46 1 0 110 /152013 700 PM Tuesday Intersection2 Vlstawllla Drive 10339188 10 4 10 12 0 1 1 1 1 E E 2 0 0 4/102010 1238 PM Saturday Intersection 3 terra Polnc 2295 11 4 14 17 0 1 1 1 1E E 5 0 0 4/142011 528 PM Thursday Intersection3 terraPolnc 827862320 12 4 17 16 0 1 1 1 1 2 0 0 4/172012 4'.43 PM Tuesday Intersection 3 terra Polnc 827863720 12 8 21 16 0 1 1 3 2 2 0 0 8212012 4'.48 PM Tuesday Intersection 3 terra Polnc 839681050 77070000 6768 419 23500 13 5 14 16 0 1 1 1 1 E 2 30 E 0 53 3 0 1 5/142013 4'.00 PM Tuesday Intersection 3 terra Polnc 103394670 9 1 13 14 0 17 1 3 2S 1 0 0 1/132009 215 PM Tuesday Intersection4 SR 417 SB Ramp 443516090 9 2 12 18 0 1 2 1 1 E E 2 0 0 2/122009 630 PM Thursday Intersection 4 SR 41758 Ramp 987802000 9 3 19 17 0 1 1 1 1E E 2 0 0 3/192009 536 PM Thursday Intersection4 SR 417 SB Ramp 103380250 9 4 1 15 0 1 1 3 2E E 2 0 0 4/12009 353 PM Wednesday Intersection4 SR 417 SB Ramp 443994600 9 4 9 17 0 1 1 1 1E E 4 0 0 4/92009 552 PM Thursday Intersection4 SR 417 SB Ramp 103394560 9 5 4 17 0 1 1 1 1E E 3 0 0 942009 524 PM Monday Intersection4 SR 417 SB Ramp 103387370 9 6 24 16 0 1 1 2 2E E 2 0 0 6242009 450 PM Wednesday Intersection4 SR 417 SB Ramp 103393570 9 6 26 11 0 6 1 2 1W W 2 0 0 626200911.47 AM Friday Intersection4 SR 417 SB Ramp 443452100 9 7 23 15 0 3 1 1 1W S 2 0 0 7232009 310 PM Thursday Intersection4 SR 417 SB Ramp 103389390 9 7 29 17 0 1 1 1 1E E 2 0 0 7292009 545 PM Wednesday Intersection4 SR 417 SB Ramp 443957500 9 9 3 18 0 1 1 3 2S S 3 0 0 932009 602 PM Thursday Intersection4 SR 417 SB Ramp 103389350 9 9 28 17 0 1 1 1 1E E 4 0 0 9282009 550 PM Monday Intersection4 SR 417 SB Ramp 103385830 9 10 21 18 0 1 2 2 2E E 2 0 010212009 628 PM Wednesday Intersection4 SR 417 SB Ramp 103394850 10 1 11 17 0 1 1 1 1E E 2 0 0 1/112010 522 PM Monday Intersection4 SR 417 SB Ramp 103394860 10 1 11 17 0 1 1 1 1E E 3 0 0 1/112010 529 PM Monday Intersection4 SR 417 SB Ramp 103388000 10 1 13 16 0 1 1 1 1 E E 3 0 0 1/132010 451 PM Wednesday Intersection 4 SR 41758 Ramp 103388750 10 2 16 16 0 1 1 1 1E E 2 0 0 2/162010 428 PM Tuesday Intersection4 SR 417 SB Ramp 108137530 10 2 17 18 0 6 2 1 1E E 2 0 0 2/172010 617 PM Wednesday Intersection4 SR 417 SB Ramp 108135800 10 3 29 17 0 1 1 1 1E E 2 0 0 3292010 550 PM Monday Intersection4 SR 417 SB Ramp 108128150 10 4 9 16 0 1 1 1 1 S S 2 0 0 4/92010 4.18 PM Friday Intersection 4 SR 41758 Ramp 113634950 10 5 1 21 0 1 5 1 1 S S 2 0 0 912010 938 PM Saturday Intersection 4 SR 41758 Ramp 108138970 10 5 9 22 0 1 4 1 1E E 2 0 0 9920101030 PM Sunday Intersection4 SR 417 SB Ramp 108138660 10 5 13 17 0 1 1 1 1E E 2 0 0 5/132010 520 PM Thursday Intersection4 SR 417 SB Ramp 108137890 10 5 28 2 0 17 2 1 1 S 1 0 0 5282010 200 AM Friday Intersection 4 SR 41758 Ramp 103394000 10 6 17 17 0 1 1 3 2 E E 2 0 0 6/172010 541 PM Thursday Intersection 4 SR 41758 Ramp 108139610 10 6 17 16 0 1 1 3 2 E E 2 0 0 6/172010 455 PM Thursday Intersection 4 SR 41758 Ramp 443933400 10 7 18 19 0 1 1 1 1 S S 2 0 0 7/182010 705 PM Sunday Intersection 4 SR 41758 Ramp 108139070 10 12 7 9 0 1 1 1 1E E 2 0 0 1172010 940 AM Tuesday Intersection4 SR 417 SB Ramp 980 11 2 16 9 0 1 1 1 1E E 2 0 0 2/162011 900 AM Wednesday Intersection4 SR 417 SB Ramp 103387770 11 3 1 8 0 1 1 3 2 S S 2 0 0 3/12011 833 AM Tuesday Intersection 4 SR 41758 Ramp 1743 11 3 22 7 0 1 1 1 1E E 2 0 0 3222011 750 AM Tuesday Intersection4 SR 417 SB Ramp 103385540 11 3 30 16 0 1 1 3 2E E 2 0 0 3/302011 455 PM Wednesday Intersection4 SR 417 SB Ramp 1955 11 3 31 8 0 1 1 3 2 E E 2 0 0 3/312011 820 AM Thursday Intersection 4 SR 41758 Ramp 735 11 4 10 19 0 1 1 1 1 E E 2 0 0 4/102011 700 PM Sunday Intersection 4 SR 41758 Ramp 2406 11 4 19 15 0 1 1 1 1E E 2 0 0 4/192011 345 PM Tuesday Intersection4 SR 417 SB Ramp 2732 11 5 3 17 0 1 1 1 1E E 4 0 0 932011 534 PM Tuesday Intersection4 SR 417 SB Ramp 2841 11 5 6 18 0 1 1 1 1E E 2 0 0 962011 612 PM Friday Intersection4 SR 417 SB Ramp 3049 11 5 17 7 0 1 1 1 1W W 2 0 0 5/172011 743 AM Tuesday Intersection4 SR 417 SB Ramp 3468 11 6 3 17 0 1 1 1 1E E 3 0 0 6/32011 530 PM Friday Intersection4 SR 417 SB Ramp 820973560 11 6 21 18 0 1 1 1 1E E 3 0 0 6212011 600 PM Tuesday Intersection4 SR 417 SB Ramp 5385 11 8 30 13 0 1 1 1 1E E 2 0 0 8/302011 1.30 PM Tuesday Intersection4 SR 417 SB Ramp 2011TA006447 11 10 14 8 0 1 1 1 1 S S 2 0 0 10/142011 850 AM Friday Intersection 4 SR 41758 Ramp 2011TA006507 11 10 17 18 0 6 1 2 1E E 2 0 010/172011 612 PM Monday Intersection4 SR 417 SB Ramp 2011TA006508 11 10 17 18 0 1 1 1 1E E 2 0 010/172011 622 PM Monday Intersection4 SR 417 SB Ramp 827862540 12 4 5 16 0 1 1 1 1 S S 2 0 0 4/52012 4.36Poll Thursday Intersection 4 SR 41758 Ramp 827862130 12 4 8 13 0 6 1 1 1E E 2 0 0 4/82012 155 PM Sunday Intersection4 SR 417 SB Ramp 82786693 13 3 26 17 0 1 1 1 1 S S 2 0 0 3262013 545 PM Tuesday Intersection 4 SR 41758 Ramp 827865100 13 4 21 19 0 1 2 3 2S S 2 0 1 4212013 752 PM Sunday Intersection4 SR 417 SB Ramp 839681650 13 7 15 12 0 1 1 2 1 S S 2 0 0 7/152013 1204 PM Monday Intersection 4 SR 41758 Ramp 104525960 9 1 20 2 0 1 1 1 1 2 0 0 1202009 232 AM Tuesday Intersection4 SR 417 SB Ramp 104526680 9 3 12 15 0 28 1 77 77 1 0 0 3/122009 3:45 PM Thursday Intersection4 SR 417 SB Ramp 151506900 9 6 10 17 0 1 1 1 1 3 0 0 6/102009 522 PM Wednesday Intersection4 SR 417 SB Ramp 825080110 77070000 6894 419 23500 11 7 12 16 0 1 1 1 1 E 2 19 E 0 56 2 0 1 7/122011 4'.00 PM Tuesday Intersection 4 SR 41758 Ramp 827861380 12 5 7 16 0 1 1 3 2 2 0 0 972012 4'31 PM Monday Intersection 4 SR 41758 Ramp 827861400 12 6 8 17 0 1 1 1 1 2 0 0 6/82012 545 PM Friday Intersection4 SR 417 SB Ramp 827863890 77070000 6913 419 24500 12 8 8 0 0 1 1 3 2 E 1 20 E 0 57 3 0 0 8/8/2012 1200 AM Wednesday Intersection 4 SR 41758 Ramp 827863130 77070000 6922 419 24500 12 8 21 0 0 1 1 3 2 E 2 21 E 0 49 2 0 1 8/21/2012 1200 AM Tuesday Intersection 4 SR 41758 Ramp 827864710 12 9 12 16 0 1 1 2 1 2 0 0 9/122012 4'. 09 PM Wednesday Intersection4 SR 417 SB Ramp 827862790 12 10 14 14 0 1 1 1 1 2 0 0 10/142012 201 PM Sunday Intersection 4 SR 41758 Ramp 827865290 77070000 6856 419 24500 12 10 18 0 0 1 1 1 1 E 2 23 E 0 48 2 0 0 10/18/2012 1200 AM Thursday Intersection 4 SR 41758 Ramp 827866310 13 1 30 16 0 1 1 1 1 2 0 0 1/302013 428 PM Wednesday Intersection4 SR 417 SB Ramp 827862650 13 2 13 9 0 4 1 1 1 2 0 0 2/132013 915 AM Wednesday Intersection4 SR 417 SB Ramp 827864770 13 2 27 13 0 1 1 3 2 2 0 0 2272013 1'. 00 PM Wednesday Intersection4 SR 417 SB Ramp 839680150 13 4 12 14 0 1 1 1 1 2 0 1 4/122013 255 PM Friday Intersection4 SR 417 SB Ramp 83968115077070000 6787 419 23500 13 5 23 15 0 1 1 1 1E 1 62 0 0 2 0 2 5232013 300 PM Thursday Intersection4 SR 417 SB Ramp 839681390 13 6 7 16 0 1 1 2 2 2 0 0 6/72013 4.30 PM Friday Intersection4 SR 417 SB Ramp 839681620 13 7 2 16 0 1 1 3 2 2 0 0 7/22013 4.10 PM Tuesday Intersection4 SR 417 SB Ramp 827255330 13 7 31 18 0 1 1 3 2 2 0 0 7/312013 6: 45 PM Wednesday Intersection4 SR 417 SB Ramp 839681590 13 8 8 16 0 1 1 1 1 3 0 0 8/82013 4.12 PM Thursday Intersection4 SR 417 SB Ramp 776899310 77070000 7 018 419 21000 10 4 20 19 2 1 4 3 2 E 2 22 E 8 42 3 0 3 4202010 700 PM Tuesday Intersection 4 SR 41758 Ramp 82786566077070000 697 419 24500 12 12 1 16 0 1 1 1 1E 2 81E 0 23 2 0 0 1212012 4'. 00 PM Saturday Intersection4 SR 417 SB Ramp 839680140 13 4 10 10 0 1 1 1 1 2 0 0 4/1020131038 AM Wednesday Intersection4 SR 417 SB Ramp 839682840 77070000 6961 419 23500 13 9 19 15 0 1 1 3 2 E 2 16 E 0 69 2 0 0 9/192013 300 PM Thursday Intersection 4 SR 41758 Ramp 83968349077070000 696 419 23500 13 10 2 16 0 1 1 1 1E 2 16E 0 37 2 0 1 1922013 4'. 00 PM Wednesday Intersection4 SR 417 SB Ramp 736389110 77070000 6952 419 22500 9 10 15 16 0 1 1 3 2 E 2 54 E 0 38 4 0 1 10/152009 4'.00 PM Thursday Intersection 4 SR 41758 Ramp 839680180 13 3 28 16 0 1 1 1 1 3 0 0 3282013 4'. 08 PM Thursday Intersection4 SR 417 SB Ramp 839680120 77070000 6991 419 22000 13 4 4 14 0 1 1 3 2 E 2 17 E 0 40 2 0 0 4/42013 200 PM Thursday Intersection 4 SR 41758 Ramp 827861730 12 5 5 19 0 1 1 1 1 2 0 0 952012 726 PM Saturday Intersection5 SR 417 NB Ramp 103387920 10 10 30 12 0 1 1 3 2 E E 2 0 0 10/302010 1257 PM Saturday Intersection 5 SR 417 NB Ramp 2011TA007141 11 11 11 17 0 1 1 1 1W W 2 0 011/112011 521 PM Friday Intersection5 SR 417 NB Ramp 2011TA007617 11 11 29 17 0 1 1 1 1E E 2 0 011292011 505 PM Tuesday Intersection5 SR 417 NB Ramp 915922230 10 8 6 23 3 1 4 1 1 2 0 0 8/6201011.33 PM Friday Intersection5 SR 417 NB Ramp 820051290 11 3 10 9 0 1 1 3 2 2 0 0 3/102011 940 AM Thursday Intersection5 SR 417 NB Ramp 82005146077470011 0269 417 0 11 4 8 7 0 1 1 1 1N 4 47N 0 49 2 0 0 4/8/2011 700 AM Friday Intersection5 SR 417 NB Ramp 82508018077070000 7047 419 18000 11 8 17 17 0 1 1 2 1E 2 16E 0 19 2 0 1 8/172011 500 PM Wednesday Intersection5 SR 417 NB Ramp Lit 82/8S/12U / /U /UUUU 6952 419 23SUU 11 12 2 U U 1 1 1 1E 2 1/E U S 2 U D 1 e,1,Ul 112 Up AM Friday D SR 417 NB Ramp 827862830 77470011 0269 417 4100 12 z Z T Yj a m �� _ U ro T to < O m Y �� _ m 0 > w U > LL � Y LL o Z_ LL W W Lit � Lit 0 o 0 82/8S/12U / /U /UUUU 6952 419 23SUU 11 12 2 U U 1 1 1 1E 2 1/E U S 2 U 1 1 e,1,Ul 112 Up AM Friday IntersectIon5 SR 417 NB Ramp 827862830 77470011 0269 417 4100 12 5 30 0 0 31 4 1 1 N 17 40 20 0 1 0 1 5/302012 1200AM Wednesday IntersectIon5 SR 4I7 NB Ramp 82786190077070000 7027 419 24500 12 8 31 0 0 3 4 1 1E 11 49N 0 47 2 0 1 8/31/2012 12 00 AM Friday IntersectIon5 SR 417 NB Ramp 82786463077470011 0231 417 4100 12 10 21 5 0 27 3 1 1N 2 19 77 0 1 0 010212012 500 AM Sunday IntersectIon5 SR 417 NB Ramp 82786495077070000 7027 419 24500 12 12 21 14 0 1 1 1 1E 2 18E 77 40 2 0 212212012 200 PM Friday IntersectIon5 SR 417 NB Ramp 82723938077470011 0269 417 3850 13 3 11 17 0 1 1 1 1N 1 25 0 0 2 0 0 3/112013 500 PM Monday IntersectIon5 SR 417 NB Ramp 839680310 13 4 9 16 0 1 1 1 1 2 0 0 4/92013 4'. 52 PM Tuesday IntersectIon5 SR 417 NB Ramp 82720268 12 2 21 9 0 1 1 1 1 W W 2 0 0 2212012 918 AM Tuesday IntersectIon 6 Palm Drive 82266384 12 2 28 11 0 1 1 2 1 W W 2 0 1 2282012 11'.45 AM Tuesday IntersectIon 6 Palm Drive 8328301 10 3 3 9 0 1 1 2 1 W W 2 0 0 3/32010 900 AM Wednesday IntersectIon 6 Palm Drive 8331166 10 8 4 14 0 1 1 2 1 W W 2 0 0 8/42010 215 PM Wednesday IntersectIon 6 Palm Drive 1364 11 3 4 14 0 1 1 3 2 W W 3 0 0 3/42011 239 PM Friday IntersectIon 6 Palm Drive 3014 11 5 14 18 0 1 1 1 88 W W 2 0 0 5/142011 610 PM Saturday IntersectIon 6 Palm Drive 82097345 11 6 1 20 0 6 4 1 1 W W 5 0 0 6/12011 855 PM Wednesday IntersectIon 6 Palm Drive 4611 11 7 28 17 0 1 1 1 1 N N 3 0 0 7282011 500 PM Thursday IntersectIon 6 Palm Drive 807694100 9 4 15 9 0 1 1 1 1 0 0 0 4/152009 910 AM Wednesday IntersectIon 6 Palm Drive 986234700 9 10 14 6 0 15 5 1 1 0 0 0 10/142009 620 AM Wednesday IntersectIon 6 Palm Drive 809473100 9 10 31 15 0 1 1 1 1 0 0 0 10/312009 350 PM Saturday IntersectIon 6 Palm Drive 833102200 10 1 26 16 0 17 1 1 1 0 0 0 1262010 4.12Pal Tuesday IntersectIon 6 Palm Drive 819889240 10 12 15 14 0 1 1 1 1 2 0 3 12/152010 240 PM Wednesday IntersectIon 6 Palm Drive 822663840 77070000 7253 419 24500 12 2 28 11 0 1 1 2 1 W 2 21 W 0 21 2 0 1 2282012 11.00 AM Tuesday IntersectIon 6 Palm Drive 836412220 77070000 7225 419 22000 13 6 15 14 0 1 1 1 1 W 2 19 W 0 35 2 0 1 6/152013 200 PM Saturday IntersectIon 6 Palm Drive 827223100 77070000 7253 419 22000 13 9 9 14 0 1 1 1 1 W 4 17 W 0 38 2 0 0 992013 200 PM Monday IntersectIon 6 Palm Drive 827255130 13 6 18 17 0 1 88 77 88 2 0 0 6/182013 544 PM Tuesday IntersectIon7 Mactavandash Drive 104526750 9 4 20 9 0 1 1 77 77 0 0 0 4202009 900 AM Monday IntersectIon7 Mactavandash Drive 987803000 9 7 18 0 0 3 4 2 2 0 0 0 7/1820091200 AM Saturday IntersectIon7 Mactavandash Drive 822640940 77070000 7475 419 18000 11 12 27 19 0 22 5 2 2W 77 22 0 0 1 0 112272011 700 PM Tuesday IntersectIon7 Mactavandash Drive 836732900 77070000 7513 419 22000 13 8 26 17 0 1 1 1 1 W 2 24 W 0 27 2 0 1 8262013 500Pal Monday IntersectIon7 Mactavandash Drive 83657020077070000 7513 419 22000 13 8 27 7 0 1 1 1 1W 2 25W 0 56 3 0 0 8/27/2013 700 AM Tuesday IntersectIon7 Mactavandash Drive 836570210 13 8 27 7 0 1 1 1 1 3 0 0 8272013 740 AM Tuesday IntersectIon7 Mactavandash Drive 827242290 13 11 13 17 0 1 2 1 1 2 0 0 11/132013 530Pal Wednesday IntersectIon7 Mactavandash Drive 833010250 77070000 7428 419 22000 13 12 29 10 0 2 1 2 2E 77 28W 0 65 2 2 3122920131000 AM Sunday Segment Between Palm and Mactavandash 2912 11 5 10 18 0 1 1 77 88 E E 2 0 0 5/102011 614 PM Tuesday IntersectIon 8 Plnebanch Circle 986177800 9 4 20 15 0 1 1 3 2 3 0 0 4202009 305 PM Monday IntersectIon8 Plnebanch Circle 828684220 77070000 7574 419 24500 12 6 1 17 0 22 1 2 2W 15 39 0 0 1 0 1 6/12012 500 PM Friday IntersectIon7 Mactavandash Drive 827255380 13 8 25 21 0 3 4 1 1 2 0 0 8252013 914 PM Sunday IntersectIon8 Plnebanch Circle 837387090 77070000 7528 419 22000 13 12 18 18 0 10 5 1 1 W 1 38U 0 28 1 0 1 12/182013 600Pal Wednesday IntersectIon7 Mactavandash Drive 828773130 12 1 20 8 0 1 1 1 1 2 0 0 1202012 810 AM Friday IntersectIon9 Cranston Street 828880920 12 8 27 8 0 3 1 3 2 2 0 0 8272012 820 AM Monday IntersectIon9 Cranston Street 831772590 77070000 7744 419 24500 12 8 7 17 0 1 1 3 2E 1 51 0 0 1 0 0 8172012 500 PM Tuesday IntersectIon9 Cranston Street 82721766077070000 7716 419 24500 12 12 11 15 0 1 1 1 1W 2 27W 0 42 3 0 012/112012 300 PM Tuesday IntersectIon9 Cranston Street 774477460 9 11 8 13 0 1 1 1 1W W 2 0 2 11/82009 125 PM Sunday IntersectIon 11 Hammock Lane 803297190 10 8 3 15 0 31 1 1 1E 1 0 0 8/32010 332 PM Tuesday IntersectIon 11 Hammock Lane 98633820 11 4 9 17 0 15 1 1 1E 1 0 0 4/92011 557 PM Saturday IntersectIon 11 Hammock Lane 5237 11 8 24 8 0 1 1 1 2W W 2 0 0 8242011 825 AM Wednesday IntersectIon 11 Hammock Lane 12917558 11 11 11 8 0 1 1 1 1W W 2 0 011/112011 820 AM Friday IntersectIon 11 Hammock Lane 82719964 12 6 30 6 0 1 1 1 1 E E 2 0 0 6/302012 651 AM Saturday IntersectIon 11 Hammock Lane 774414880 77070001 0176 419 17200 9 5 3 10 0 11 1 1 1S 2 72S 0 51 2 0 1 9320091000 AM Sunday IntersectIon 11 Hammock Lane 774438880 9 9 8 16 0 2 1 1 1 3 0 3 982009 4'. 05 PM Tuesday IntersectIon 11 Hammock Lane 986305400 9 11 24 19 0 4 4 2 2 0 0 011242009 705 PM Tuesday IntersectIon 11 Hammock Lane 540438400 9 12 16 5 0 29 5 1 1 0 0 012/162009 530 AM Wednesday IntersectIon 11 Hammock Lane 751086360 77070001 0176 419 17200 10 2 1 20 1 27 5 3 2 E 2 48 77 0 1 0 0 212010 800 PM Monday IntersectIon 11 Hammock Lane 819800360 77070001 0162 419 18000 11 2 19 10 0 3 1 1 1 W 6 23 N 0 38 2 0 4 2/192011 1000 AM Saturday IntersectIon 11 Hammock Lane 820617160 11 6 17 16 0 6 1 2 1 2 0 0 6/172011 4'. 00 PM Friday IntersectIon 11 Hammock Lane 828880600 12 5 13 11 0 6 1 1 1 2 0 0 5/13201211.35 AM Sunday IntersectIon 11 Hammock Lane 831723830 12 11 5 15 0 6 1 1 1 2 0 0 11/52012 310 PM Monday IntersectIon 11 Hammock Lane 827217350 13 1 15 7 0 1 1 1 1 2 0 0 1/152013 746 AM Tuesday IntersectIon 11 Hammock Lane 832407350 77070001 0162 419 22000 13 4 15 18 0 4 1 1 1 S 3 18 W 0 31 2 0 0 4/152013 600 PM Monday IntersectIon 11 Hammock Lane 840142850 77070001 0162 419 22000 13 5 9 7 0 3 1 1 1 S 3 18 W 0 43 2 0 0 5/9/2013 700 AM Thursday IntersectIon 11 Hammock Lane 820012370 77070001 0162 419 22000 13 9 19 19 0 1 2 3 2 E 2 17 E 0 54 2 0 0 9/192013 700 PM Thursday IntersectIon 11 Hammock Lane 833053640 77070001 0162 419 22000 13 9 28 11 0 32 1 3 2 N 77 51 0 0 1 0 1 9282013 11.00 AM Saturday IntersectIon 11 Hammock Lane 2011TA005237 13 10 15 19 1 1 1 1 W W 2 0 0 8242011 825AM Wednesday IntersectIon 11 Hammock Lane 839680220 13 8 11 20 0 16 4 1 1N 1 0 0 8/112013 832 PM Sunday IntersectIon 12 Laurel Oaks Court 830246010 77070000 8313 419 16500 11 9 22 0 0 1 1 3 2N 12 16N 0 50 2 0 2 9/22/2011 1200 AM Thursday IntersectIon 12 Laurel Oaks Court 830283640 77070000 8259 419 0 12 12 25 0 1 18 5 1 1S 2 51 0 0 1 0 0122520121200 AM Tuesday IntersectIon 12 Laurel Oaks Court 830268960 12 6 18 22 0 1 5 1 1 S S 2 0 0 6/182012 1046Pal Monday IntersectIon 13 Sweet Violet Drive 830282100 12 12 4 18 0 6 4 1 1N N 2 0 0 1242012 643 PM Tuesday IntersectIon 13 Sweet Violet Drive 556822400 9 9 25 7 0 17 1 1 1 0 0 0 9252009 748 AM Friday IntersectIon 13 Sweet Violet Drive 110896820 77070000 8365 419 17200 10 2 9 18 0 1 4 3 2S 2 19S 0 50 2 0 1 292010 600 PM Tuesday IntersectIon 13 Sweet Vlolet Drive 840140480 77070000 8403 419 15800 13 4 14 20 0 17 5 3 2S 2 23 0 0 1 0 2 4/142013 800 PM Sunday IntersectIon 13 Sweet Vlolet Drive 840146240 77070000 8404 419 15800 13 6 16 16 0 31 1 3 2N 2 45 0 0 1 0 1 6/162013 4'. 00 PM Sunday IntersectIon 13 Sweet Vlolet Drive 11089852077070000 846 419 17200 10 2 3 1 0 3 4 1 1E 13 0S 3 57 2 0 0 2/3/2010 1'. 00 AM Wednesday IntersectIon 14 Artesla Street 818952480 77070000 8464 419 17200 10 12 3 18 0 1 4 1 1 S 2 18 S 0 45 4 0 1 1232010 600 PM Friday IntersectIon 14 Artesla Street 81895610077070000 846 419 16500 11 2 10 0 0 3 1 2 1W 3 18N 0 45 2 0 2 2/10/2011 12 00 AM Thursday IntersectIon 14 Artesla Street 830283290 12 12 19 17 0 1 2 1 1 2 0 012/192012 542 PM Wednesday IntersectIon 14 Artesla Street 830246610 11 9 26 16 0 1 1 1 1S S 2 0 0 9262011 453 PM Monday IntersectIon 15 Sweetwater Creek Court 830260040 12 3 1 15 0 1 1 1 1S S 2 0 0 3/12012 349 PM Thursday IntersectIon 15 Sweetwater Creek Court 110898200 77070000 8942 419 17200 9 12 16 8 0 6 1 1 1S 16 19N 24 49 2 0 1 12/16/2009 800 AM Wednesday IntersectIon 15 Sweetwater Creek Court 818861110 11 5 26 17 0 1 1 1 1 2 0 0 5262011 555 PM Thursday IntersectIon 15 Sweetwater Creek Court 840150180 77070000 8899 419 15800 13 7 28 16 0 6 8 3 2N 2 60S 0 20 2 0 1 7282013 4'. 00 PM Sunday IntersectIon 15 Sweetwater Creek Court 818955940 11 2 8 15 0 1 1 1 1 N N 2 0 0 282011 331 PM Tuesday IntersectIon 16 Magnolla Street 110872870 10 7 1 15 0 1 1 1 1 S S 2 0 0 7/12010 322Pal Thursday IntersectIon 16 Magnolla Street 991630900 10 10 3 14 0 22 1 1 1N 1 0 0 1932010 214 PM Sunday IntersectIon 16 Magnolla Street 818860710 11 5 20 3 2 17 5 1 1W 1 0 0 5202011 309 AM Friday IntersectIon 16 Magnolla Street 830260250 12 3 1 16 0 1 1 1 1N N 2 0 0 3/12012 4'. 17 PM Thursday IntersectIon 16 Magnolla Street 830284590 13 1 10 8 0 1 1 1 1N N 2 0 0 1/102013 854 AM Thursday IntersectIon 16 Magnolla Street 11089702077070000 8999 419 17200 9 12 2 18 0 4 4 1 1N 3 18S 0 40 2 0 1 1222009 600 PM Wednesday IntersectIon 16 Magnolla Street 818959590 11 3 16 17 0 1 1 1 1 2 0 0 3/162011 521 PM Wednesday IntersectIon 16 Magnolla Street 818839130 11 4 25 12 0 1 1 1 1 2 0 0 42520111246 PM Monday IntersectIon 16 Magnolla Street 818867210 77070000 8998 419 16500 11 6 9 0 0 17 2 1 1 S 2 28 2 0 1 0 0 6/9/2011 1200 AM Thursday IntersectIon 16 Magnolla Street 818869080 11 6 28 13 0 1 1 1 1 2 0 0 6282011 1'31 PM Tuesday IntersectIon 16 Magnolla Street 830249810 11 10 27 12 0 1 1 1 1 2 0 110272011 1206 PM Thursday IntersectIon 16 Magnolla Street 840159100 13 11 11 16 0 7 1 1 1 2 0 011/112013 453 PM Monday IntersectIon 16 Magnolla Street 840160000 13 11 21 20 0 17 5 2 2 1 0 011212013 855 PM Thursday IntersectIon 16 Magnolla Street 827862280 12 4 26 7 0 1 1 1 1 2 0 0 4262012 742 AM Thursday IntersectIon3 JettLPoInt 77677297077070000 7302 419 21000 10 1 24 16 0 1 1 1 1W 2 39W 0 45 2 0 0 1242010 4'. 00 PM Sunday Segment Between Palm and Mactavandash 828867940 12 5 11 17 0 1 1 1 1 2 0 0 5/112012 548 PM Friday Segment Between Mactavandash and Hammock 80640010077070001 0262 419 17200 10 11 6 18 1 17 5 2 1E 2 43 7 0 1 0 0 11/62010 600 PM Saturday Segment Between Mactavandash and Hammock 556857400 77070000 8555 419 17200 9 9 26 1 0 6 5 1 1S 2 18N 0 43 2 0 1 9/26/2009 1'. 00 AM Saturday Segment? Between Artesla and Sweetwater Creek 81895040077070000 8715 419 17200 10 8 9 12 0 6 1 2 2S 77 61N 0 34 2 0 0 8/920101200 PM Monday Segment? Between Artesla and Sweetwater Creek 84015811077070000 8649 419 15800 13 10 31 22 0 15 5 1 1N 1 30 0 0 1 0 010/3120131000 PM Thursday Segment? Between Artesla and Sweetwater Creek 840159830 77070000 8555 419 15800 13 11 19 17 0 1 2 1 1S 2 78S 0 20 4 0 111 /192013 500 PM Tuesday Segment? Between Artesla and Sweetwater Creek 840159810 13 11 19 18 0 1 2 1 1 2 0 011/192013 614 PM Tuesday Segment? Between Artesla and Sweetwater Creek 84252216077070000 8649 419 15800 13 12 16 18 0 31 5 1 1 N 77 17 77 0 1 0 012/162013 600 PM Monday Segment? Between Artesla and Sweetwater Creek v 3 N m m Vl b m v a a m n � N W N CO a N Vl N �O kO O U ul O O CO N Vl N O1 O rl N m W C N N N N N ro � N 0 v v m 4� m N a a •. 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O C a O O O O a EL 1 N N N N N N ma N Q v w m q u G a ti ti co co r O a vai o� O 1 vrvi O > M N O Y Y 2 O w r m U Q m o m a a J m m a� 0 n 0 n 0 m 0 J m o Y E Q E m xm r 0 0 0 0 0 0 0 0 0 0 m 0 Q N n N n Vl ko O co CO vi a K m v N O `a a m a a o E T E m U z q a O 0 O 0 rl 0 N 0 m 0 i N N N N N m co .i m r N m N n co co 0 m ti 0 0 6 v 3 O N rl O N mv m o o m o � N N r m O 2 m m o m o u a ti ti co co 0 0 0 0 0 m O rl N m W C N N N N N ro � N o O 'O v ' m v � m `v v_ `O v E O O Vl h N CO '- E _ v m c c cn co A v a E O u '+• o m N m o 0 0 0 0 o o v M w Lei w w N v 2 2 N « u p m m a o o o N N n N N m m m o �n 0 3 a` v v O a a� m m o N m v O C a O O O O O EL 1 N N N N N N Q O v v O m co .i m r N m N n co co 0 m ti 0 0 6 v 3 O N rl O N mv m o o m o � N N r m O 2 m m o m o u a ti ti co co 0 0 0 0 0 m O rl N m W C N N N N N ro � N u > - m w w V Y O a Q Q j U O N Q Q — v v 0 U u N J p Q Q Q U U o 'O v ' m � m E `n 0 a` v v O a a� O C C o v v O v v O O O 1 1 I II O Y Y n O E O J m m w o o m v v N 0 3 '-" 3 w w v R R ' o i i - - n R R r r 2 x m m O O m m v E E n n E E _ N N v _ O w m _ c > 2 2 w m o > _1 o O — £ m m > O —� £ U ¢ E N U m 2 2 E R R m V a m V a O O > m m ti — w w a a t + r F R R r o m u m v m = v m Q Q a a v v ! = OEp Y Y I II 2 2 N + + a a O O a a0 O N 6 Z> a a Q Q m m 6 m U m m 0 0 0 U yn F w w 0 U a a y v z z u u n n v > v v m z z — II m @ @ m m ¢ — I m m ¢ v v o ry O O O O O � N n a a o 2 w 4 w w w r w w m p o 0 0 0 0 0 0 0 0 0 O1 O rl N m W C N N N N N m � N 0 a a v> m m m m m m m m m m v N e u m m m m m m m m m m a � `v _ p m Nm E N m o m " N w m w o m m c v �^ v_ d `0 a u` N vi m c a c a N r m v v m r v 3 r m z a �v a m w N o m o m m w �a F o 0 C; C; m 0 � u CO N N w N U 10 v 2 a �n a �n a` 3 v r � N a p a a N O N co o r co m co m co p `a K > w N b Vl m 0 Q CO h CO CO co co c N N N N E a > w `v O a v Q � O � m o z � O y o E a — Q a m m m N w a n� a' ti ti ti F N E N q U o 0 0 0 0 0 0 0 0 0 r � a m a> w o N 2 O v N � V u Q O n h m N m CO h a Q a" eo r _ z ': u u Q ary O n N h m N N m rl CO rl h a N K m as K O O O O O o m f O O O O O O O O O Vl a m Q ri .-i m c ri y N N N N N K 0 N `a a U O N 2> a — O rl N m a s a m E n w n o n a 0 0 0 0 0 z N N N N N `m v E o ti E a 0 0 0 0 0 i N N N N N v v o ry O O O O O � N n a a o 2 w 4 w w w r w w m p o 0 0 0 0 0 0 0 0 0 O1 O rl N m W C N N N N N m � N 0 a a v> m m m m m m m m m m v N O u m m m m m a � `v _ d c NNm m a N m N o N n rl n N v_ d `0 v E v z r 2 C _ g m u u a m w N o m o m m w �a F o 0 C; C; m 0 N O CO N N w N U 10 v 2 a 0 �n a` 3 Q v N a � r � 0 m °o o p a O N b Vl m 0 0 CO h CO CO co co N N N N N E a > w `v O a v Q � O 1 II o z � O y 2 d F N E E a Q o 0 0 0 0 0 0 0 0 0 z `a o m a> w o p a m v m a a� r _ z ': u u Q ary O n N h m N N m rl CO rl h a N K m as K O O O O O m a N N N N N 0 `a a U z 2> o — O rl N m q O x w a 0 0 0 0 0 i N N N N N v v o ry O O O O O � N n a a o 2 w 4 w w w r w w m p o 0 0 0 0 0 0 0 0 0 O1 O rl N m W C N N N N N m � N 0 v m v N � `v m v_ `0 v E v a E O u '+• c c m o v `o z > y01 a N O CO N N w p 10 v 2 a 0 �n a` 3 v 0 m °o o N m a m v 0 0 0 o 1 N N N N N N E `v O v Q ° O 1 v v o ry O O O O O � N n a a o 2 w 4 w w w r w w m p o 0 0 0 0 0 0 0 0 0 O1 O rl N m W C N N N N N m � N v m N � m E `p 0 a` v 0 c o v o E `v O v ° O 1 II O y d E O J m w o m v N y m 2> o — Q x w O - 0 v E E o N O 0 > w m 2 0 > '-" _ o > U N E V m o w - N v > w E ti — m a r m � Y � .E y OEp Y � II 2 _ — o m c m m J m C Q_ m u i w _ u '- pap u N — Y II O - W w V v Q Q j U m o a Q Q — l v v Op p U U Q Q Q U N J U v 3 m N N w N a O rl m ry O O O O O � N V1 CO CO O 2 0 0 0 0 0 0 0 0 0 0 0 O1 O rl N m W C N N N N N m � N 0 v> N m m m o v N u m m m m m a � `v m � F in p w m e° N m r a� m ' y ti� m O1 ry N c h O ti v �^ v_ O a m m m m u a u` " v E v m v m d v 3 r m z a �v m _ 3 F N m m y y � u 4 a m ko O r A N m y o o .-I .4 �n a O N O o N N m 2 `o E m v r � v a m m a m a p a a N O N co N co n r m co m co v `a K > w °o � m o a v rO1i vrvi c w o n n om w o O O N rl O O O � m Ol �o N y O y a z a n� o' ti ti ti v _ g E N q U O J r � a 3 o o m a ti u — m m o q N 2 C; 0 C; C; 0 O N � V O a N Ol N Q g a a" O N h Vl N eo N m v 0 N U o 1 N N N N N N o m f O O O O O Vl O O O Vl Q Q m a N N O a N y N N N N N K r � N o I. O N m m a m a a — Q D a L 2 O N �o Vl N O � u CO CO h co co co z m v a `m E w o ti N a 0 0 0 0 0 � i N N N N N v 3 m N N w N a O rl m ry O O O O O � N V1 CO CO O 2 0 0 0 0 0 0 0 0 0 0 0 O1 O rl N m W C N N N N N m � N 0 v m v N v> m a m m n � `v m v_ O a m m m m u a " v E m v d d m _ 3 F N m m y y - j'E 4 a m ko O r A N m y o o .-I .4 o d O N O o N N m 2 `o E m v z O o � u v °o � m o v rO1i vrvi w o n n om w o O O N rl O O O d h Ol �o N y O y a z r v _ g E S m O J g a 3 o o m ti u — m m o q �a C; 0 C; C; 0 v F m m o N m v °o N m v 0 N U o 1 N N N N N N m Q Q N a � r � o I. ja m m a m a o — Q D a N N x m O CO CO h co co co m v a > E w _ o N a � 'o a w o � 2 m z 0 2 > '-" _ a N rl N O1 V E Q o 0 0 0 0 U a N m 2 E R z `a V o m O a> 0 a � N v m a m E ti Y — w m r 2 N � '> m °o °a + r u a w m vO1i a O N h Vl N `0 z °a m « o z as m v 0 0 0 0 0 f O O Vl O Vl 0 h h r h r a ON N N OEp N N II a m E O a 0 O `a a 6 O Z > a Q L N O N o N E ': N II O U V Z m O rl N m q O a 0 0 0 0 0 i N N N N N v 3 m N N w N a O rl m ry O O O O O � N V1 CO CO O 2 0 0 0 0 0 0 0 0 0 0 0 O1 O rl N m W C N N N N N m � N 0 v m v N � `v m v_ `0 v E v d _ 3 O N rl y y - v O V h N a r A N m y o o .-I .4 o o u `o E m v z O o � u v o v o O v O O h h Ol �o N y O y a 0 v v g E 2 2 O J 3 �n m w o v m m m o N m v °o N m v 0 0 0 o 1 N N N N N N m Q v 3 m N N w N a O rl m ry O O O O O � N V1 CO CO O 2 0 0 0 0 0 0 0 0 0 0 0 O1 O rl N m W C N N N N N m � N v m N � m � E `n 0 n` v o � o v O v O 1 II O y d E O J m w o m v N m o I. i - o — Q => x w O 0 m v E E _ o N O w > 2 m 0 > '-" _ o > U N m 2 E R V m O N 0 a N v m > m E ti Y — w 2 '> + r w F ¢ `0 O °a « o z m v `v m Q a ! y OEp Y II a m E N a 0 O m 6 O Z > a Q 2 N II O V m O U m- u - v u v m Y u_ O W w V v Q Q j U m o v Q Q — v v 0 U u > p Q Q Q U N U v -O O CO a N v ry O O O O O � N N r r O 0 o . u 0 0 0 0 o ti 0 0 0 0 0 O1 O rl N m W C N N N N N m � E O 0 v `v a a m m m n m m v> m m m n m � v v e m m m m m O N� m m m m m y l -9 u p M prl� t] y O0 U N a w a O N a b a O m " a � E a o0 m P � kD n 4 a m 6 o y m m m m m 0 N 0 N 0 N o N N O a c c •. c •. c N m a` v N 0 c � ° � a a °w v •�O. a m N m N m m y � .n N m a a O y� N O N O rl K y� m rl m rl N K II O y u L E U a � O J u` U V1 N �O Vl h m u m a m v m m m m m `v g a w o 0 0 0 0 0 p m N N N N m u v p� o 0 0 0 0 v � y a m 3 0 3 _ w N j a m m o m o o r � o I. m i - 2> n R r m m m o m o n O n n m on a N N Vl a Ol O G v E � O kO kO kO CO CO v _ o N Lp � x v W Q w - a 2 m m a 0 v G > _^ m y r o m a n9 N N N N N a v ei O ei r o 0 0 0 0 E R M m N N U V m o '^ v - d > N a x v m s 2 D O a EE + r E m z' F E R q a O O O O O xa m a � 0 0 0 0 0 a m .E m a Q a v aa� !a y OEp Y a O O m Q O Vl O N Q h h CO O N 0 N N rl N N Z ° v R c O N N a a V `a a v E T E m a N N m o = u z U z a 0 0 0 0 0 i N N N N N v -O O CO a N v ry O O O O O � N N r r O 0 o . u 0 0 0 0 o ti 0 0 0 0 0 O1 O rl N m W C N N N N N m � E O 0 v `v a a m a m a m m `O � v v e m m m m m O N� m m m m m y l -9 u p M prl� t] y O0 U N a w a O N a b a O m " m E a o0 m P � kD n w a m 6 o y o a ko m .n 0 N 0 N 0 N o N N O N O N Nd 2 m a` v N 0 c � ° � a a °w v •�O. a y 1•a � .n N m a a O v y� m rl m rl N K II O y n E s O J u` m w o m N N N N m v p� o 0 0 0 0 � y U m 0 3 w o r � o I. m i - 2> n R r > m m o m o O n n m on a N N Vl a Ol O G v E � O kO kO kO CO CO v _ o N Lp � x d W Q w ep a 2 a 0 > _^ m r o m V V1 N U ei O ei N m m m m N E R V m o w - d > N a x v m D EE + r m m z' F R U i m 0 0 0 0 0 m m .E m Q a v aa� !a y OEp Y a II 2 N a N F O O O O O 0 N N O Vl O Z ° v R c N O V `a a v a N N m o E m U z O N m q O o a 0 0 0 0 0 i N N N N N v -O O CO a N v ry O O O O O � N N r r O 0 o . u 0 0 0 0 o ti 0 0 0 0 0 O1 O rl N m W C N N N N N m � E O 0 v `v v_ m `O � v v `v d m N� O N� O O V o E m y l -9 p M prl� t] y O0 U N a w N O N a b a O m L) E �n 3 a m 6 o N m m v 1 0 N 0 N 0 N 0 N o N N O Q a` v -O O CO a N v ry O O O O O � N N r r O 0 o . u 0 0 0 0 o ti 0 0 0 0 0 O1 O rl N m W C N N N N N m � E O m � � L) E m O a` v 0 c o v O v O 1 II O y n E O J m w o m m v N y m 0 3 w o I. m i - 2> n R r x w O — v E n E _ o N O w > 2 a 0 > _^ o > U N m 2 E R V m o w - ^ N a x v m + r m F R m v .E m Q a v !a y OEp Y II 2 N a O a0 O u n Z ° v R c N V v _ — o m c v J v@ Q_ m u m i _ u w '_ pap u N — Y II O _ W w V v Q Q j u v 0 Q Q — v v 0 U u > p Q Q Q U N U v 3 O CO m N �O m a N N N � N m m 0 ti ti ti ti ti 0 0 0 0 0 O1 O rl N m W C N N N N N m � N E o o 0 o a a o m m n a m v> v � m `v e n of m o c n m m n m u a " a � v E a - _ m P c m m r ry Zn w O N ci O O o O V o z v a kD ti -4 m n a T 'C °a o to a N 2 a 0 a C O rl Vl O rl N m a` v 3 v O a N O C m m o N p a .y ti o m O O O DD 1 N v w m n a N m y y� O O N O O K O > > I I I O y y � n N L U q K O J � `i N b N CO m U U v m N m m a g a > o 0 0 0 0 ¢ p m v v u v N T y 3 a y v � r � m r � " N j a m m m o n a m m m o n p"> o I I. m i - - O g w w w w w O x w w O O — — N> `a Lp w v E E2 a v G _ N N O = a a w m > 2 2 w c m a — o c G a > _I o m o — z i o C5 L O O O O O U Q E 2 y N ti m 2 2 O O O O O . N q U a• N V a v v N V a O O a N N N v v T v ^ E ^ N 0 1 — m m a _ a t o U s e`p ti m ti ti� 2 N N m u > F F Q Q 2 w V O m N N O � h p h N a m m m a v m m a m Q m aa� a v v c a 0 0 0 0 0 K O O O O O m f N N Vl O CO O a a N N ke 06 L6 a 6 Z > > a a Q Q 6 o„ II O O 0 a a E T E m x yn F M M w w° w = u w U U a a y z z O rl N m a 0 0 0 0 0 i N N N N N v 3 O CO m N �O m a N N N � N m m 0 ti ti ti ti ti 0 0 0 0 0 O1 O rl N m W C N N N N N m � N E o o 0 o a a o .ai m .n r�Oi m v � m `v e m m m m m n m m n m u a " m v E a - _ m P c m m r ry Zn w O N ci O O o O V o z v a kD ti -4 m n a T 'C °a o to a N 2 a 0 a C O N h O N N m a` v 3 v O a a� O C m m o N p a .y ti o m O O O DD 1 N N N N N N m O > > I I I O y y � n U` s v m O J � `i N b N CO m U U v m N m m a g a > 0 0 0 0 0 Q F m v � u N T y a y � r � a m m m o n p"> o I I. m i - - n R R r r S x w w O O — — `a Lp K v E v w E G _ N N O � a O w m > 2 2 w c m r o > _I o m o — z i o —> z U Q E N U ti m 2 2 O O O O O . V V a v N V a O O a N ^ N N v v T v v E E ^ N Q — m m a a t s o 2 N N m > F F Q Q 2 w V O m N N O U a h p h N m m m a v m m m Q m aa� a v v a !a v OEp Y Y I K O O O O O N f O O O O O O a 0 N N Vl O CO a 6 Z > > a a Q Q 6 II O O 0 `a a C x x yn F M M w w° w w U U a a y U z O rl N m q O a 0 0 0 0 0 m m i N N N N N v 3 O CO m N �O m a N N N � N m m 0 ti ti ti ti ti 0 0 0 0 0 O1 O rl N m W C N N N N N m � N E o o 0 o v o m v � m `v v_ `O v E - _ m n c m v dv E O u o ry Zn O O N ci O O o O V o z v a ti ti o m z T 'C °a o to a N 2 a 0 n a` v 3 v O a a� O C m m o N m a a O O O O O DD 1 N N N N N N O > > I v 3 O CO m N �O m a N N N � N m m 0 ti ti ti ti ti 0 0 0 0 0 O1 O rl N m W C N N N N N m � N u pap _ u '- pp w V Y O a ¢ Q v v 0 U J p Q Q� Q U N U E o o o v o m � m E `p 0 a` v v O a a� O C C o v v O > > I I I O y y � n n O O J � � m m m v v N T y y o I I. m m i i - - n R R r r S x w w O O — — v E E n n E E _ N N O O w m > 2 2 w m o > _I o o — z i o —> z U Q E N U m 2 2 E R R m V a O N N V a O O N ^ N N v v T v v E E ^ ti — m m a a t 2 N N > F F Q Q 2 m v m m Q Q a a v v !a v OEp Y Y I II 2 2 N a a O O a a0 O N 6 Z > > a a Q Q 6 II O O C x x yn F M M w w° w w U U a a y m m m v v J J FDOT Straight Appendix D Line Diagrams o N LL N 6 O 0 O o � o � ll) O w J 2 z o w Cn co V °z rc N N U) d N 0 0 Z V\. Z SO Q Of LL O�N F /LLrB^ 4 V K d� N ❑ 2 K W OZ 2�T d v oof n� 0 JU) KK 2� o? U CD Go Do o GG O Qqq 0 4 Onanoo N O Y wk 66fi9 hue8 00 1$ b1lO N9tlIN 94-L ££E 'd � ° z � � ZY yd� alo >I33ao szs'e �- a sad a31tlA \133r'AS - 5 Yti iiry3„ - �BES'8 N p0 FiL3'R U Zo P9sb'a� — �azs'a LL LL ease 95e'd EMVJGVC3hO � 15 6468 6LE8m fiLCB 66£8 69ti8 _ ¢'1a SNtla "ld'ND19NIl13 U - o D N l3)I I1Vl 6i Z'9 � n652 0 N 65Z'8 SZ' SZ' 'S2' 'S2' Cg c0 � O cO H az ^w a gyp- w O� —O �O Y � �0!QO W I� � O ^ a a a QOM ]95HX 20-L p a9rc L6CL _ -�iti 9LL'L Nl bI IaONHHS' '1S N01s'NHLO U _ 6S9'L �SM'L � � St9 L 699'L tog -1 na 3ilnas3w id o�HiHaa31 � w El9'[ bbS "L 94SL' a4 HSWNtlAtl10tlW ' U U 'e m PTZVt�� bZb'L � .'U TS X.TZ'Z BE CI Zoo N. EsZ'! - v a01NlHd Z O N, _ X922 L ry OZZ'L M 4'1 3w of 8Lti9 ON yya' ¢eEP[� U!6'9� C�0 0 12 � 04 8fp -BN ltpp r ry 096'9 zd'L z�[ rbrr —rc dwHa of dwH o�pr AMNa`d fd N3018NLLbeS �Fw ^`per dWMJ Woad dlNtla 01 w� °�° U U 2569 yya ll6'9 llti 9 ON m � ¢ a 86£[ Tsg _sg4 050 6L55 9Nrbr9 , p�� .µa9 l8L9 - ld VJ3f ZL' 99� s RE tl1lbNH151� v v ' 505'9 hG£'� ZOb'9 3AV ONIadS S`Jd5 A3NlalIOB K O w — w moo O O O � 1D F z Z W J J � W In�Z �>QF > ? O O p Q a¢� �w ezb ao lszb as S 15 Atln\avaae Z w F I9Zb M5 15 AHMOtlOa9l52b a5 w Z W gp yyp 5945 9BD 6 Oy � n O d� Su£ E ry 1S 3l1aAw e sWO== 4IL E SE' al0 JNIddOHS U U � � � - 0031A0 m � ZLL'6 55Z'fi d. Op pL X .95-I � L9Su S LZ'6 1S NIIANtla] - °' w [1ZO svai HNNHHOr is 10<'S IS 3NIr\ — LsPb w 3 ry ry j zoo` �a99'6�� �666'a acaa o0 00 00 900 z _ wzN �NO� ry o LL u? rc o zsti O � y OOP9 0999 6009 OP" OP" OP" OP" O O O � 1D F z Z W J J � W In�Z �>QF > ? O O p Q a¢� �w ezb ao lszb as S 15 Atln\avaae Z w F I9Zb M5 15 AHMOtlOa9l52b a5 w Z W gp yyp 5945 9BD 6 Oy � n O d� Su£ E ry 1S 3l1aAw e sWO== 4IL E SE' al0 JNIddOHS U U � � � - 0031A0 m � ZLL'6 55Z'fi d. Op pL X .95-I � L9Su S LZ'6 1S NIIANtla] - °' w [1ZO svai HNNHHOr is 10<'S IS 3NIr\ — LsPb w 3 ry ry j zoo` �a99'6�� �666'a acaa o0 00 00 900 � d LL wO o O L O O 0 1� °o O _ LO O W J O 'o W U) N M CJ � O I CP F � � z Z W W J i LL J O W � U) N ? ¢ � ¢ F CO y O � ¢ N a¢� �oF oF¢ zw� s�do z3andziry LSSyz w z to d 'o O Q Z LL z Q 0 LY LL 0 v no�so J ucz'o o� Dada 000'a a Ur e idsze 9 0 0 a Q z� a C a w o z J BO .OZL X -bZ-L z� i `a= a (7 o� =s ��h d o� Lby 4� Ov patty ism ILL I UOjN Zc�� dGO'0 o m v v 61 0 n Aso zsov oY O 4 2 K D O 2 w O _ Q ¢ —¢ N LL a m ? 7 -rNi O y 0000 dnasN VHS W F � Q u Dada 000'a e idsze 9 0 C Appendix E Predictive Crash Methods u E ° 0 _m a m �k _ z C 9 ✓ d O L O O O O O O O O O O O 6 y °d o L R y' � U m C c 9 f. a o 0 0 o o 0 0 0 o z z z � � z z � z z z � z c i o ° m � ° °•• °,moo °'" ° � ��.z E � o c °o o � 50 E E o f _ °- o Y a c 69 `o O O 0 O o O O O O o 0 .Q' 0 O O O O O 0 O O O a ° _m a m a _ z °d o _ 0 0 E - E o o 0 a o Tn o E c m .= = ° 0 0 0 u p c « m vai c c The Empirical Bayes (EB) method accounts for the difference between the observed crash frequency at a site over a study period and predicted crash frequency and establishes an estimate of crash frequency that can be expected in future years. As shown in Exhibit B1, the expected crash frequency is between the observed and predicted crash frequency. M s M LE V 0 LE v H B C Expected Accident Count From EE Approach --op- i f I X i Observed *� Accident Count Predicted Accident Count From Regression Relationship (SPF) Average Daily Traffic Volume Exhibit 131: Illustrated difference between Expected, Predicted, and Observed Crash Frequency The EB method weighs the differences between the predicted crash frequency and the observed crash frequency. Exhibit B2 illustrates where the EB method is applied within the crash prediction method. Exhibit 132: CMF Crash Prediction Method Flowchart The EB method determines how much weight to place on the predicted crash frequency, as a function of the overdispersion parameter associated with the SPF. For a two -lane rural road segment, the overdispersion parameter is dependent on the length of the segment. For a rural intersection, the overdispersion parameter is dependent on the number of legs and traffic control (signalized vs. unsignalized). The overdispersion parameters and resulting weighting factors are summarized in Exhibit B3. As shown in Exhibit B3, a weighting factor over 0.5 will result in the predicted crash frequency having more influence on the expected crash frequency than the observed crash frequency. mo O t G1 00 W V V G1 Q N G1 N G1 t H G1 CL FM a, M .� H G1 t H M L U a, L a, O M G1 V G1 L a m t X W ��a QUx V y w e L M� w M O N N O r� 00 M Q O x Q 'Cu O N N O O N N cC O' w z E Q W; L E Q 07 W O *' LO U t E o co a (fl (fl LO (fl (fl (fl (0 (0 (D LO (D � , ch + Q 0 0 0 0 0 0 0 O O O O O ' d co E woQ O 1 L L d Q y O N O CO N CO LO LO LO N O N E 0 0 0 0 0 0 0 O O O O O' , ma O H O a z co w z O_ .. L (D co FM N >. O O N � O O � y 0 0 N 0 LO N N oL Q O O LO O O N Z O U co FM Q z o � L ch a J V r y ch a Q w�� LO O M M � O 00 N'a _ at Q~Q O M 0 0 N� r� N N M (j L L i/i z F- a �4� > E 0 U O E r � D w � z Q a m 0 V) (n (n (n (n (n (n (n N CO Appendix F OUATS Model Plots NOOK \NON�n NUM =1; 1 lane per direction _LANES NUM_LANES =2; 2 lanes per direction NUM_LANES =3; 3 lanes per direction NUM_LANES =4; 4 lanes per direction NUM_LANES =5; 5 lanes per direction NUM_LANES >5; 6+ lanes per direction FACILITY_TYPE= 50 -59; Centroid connector r ti� NO NO N� o n 0 26720 26720 27689 'N" 2 5 N� 15602 26720 15602 N o m -b m n A N T � J J O A V � N V N O }36 sj cVo 3436 2325 0 w V 1946 wN 3758 wo 854 o w W O o a � 5730 7853 N 530 N o 5730 6076 e47e h 6084 N �/ N 4 � � g1k p g1G 914 914 b rp^ N h � w n 9 � 2Sg o° 2258 O 0.918 coo 1� 274 N m N 0 N m ^ry h N 27638 `� C, o`b o o ^6 25652 6' 4 27425 409 41967 279 0 42790 427 18 42718 25206 � h^ N ry 00 ^O� h� o Op 2124 6996 mn' 28085 6996 3092 1324 5 31380 H � /p OUATS YEAR 2009 Total Link Volume - PWSADT (Two -Way) WHIT (Licensed to Kittelson & Associates, Inc.) N3 N N a n 9 NUM_LANES =1 ; 1 lane per direction NUM_LANES =2; 2 lanes per direction NUM_LANES =3; 3 lanes per direction NUM_LANES =4; 4 lanes per direction NUM_LANES =5; 5 lanes per direction NUM_LANES >5; 6+ lanes per direction FACILITY_TYPE= 50 -59; Centroid connector \\W W89iJP8033 13945 27850 w o 13945 N N m o m N N P N m o cn CO N � � T N � � O N N b N � N O V ONi A X15 N o � A A Q1 3215 2112 p a 2 '00 l�2 � � N1 900 N N N 1055 60PD` l 3870 857 b� cn �i9 w N 5905 8351 N N b 5805 5338 8361 Ob 5982 nN h ry N � 0 w 1 N W 2 CO g21 921 921 0 ry o � f C N ob 0 0 � w N 0 383 92j bib 2383 6N 0.50.0 m � 2�8 ryti o w w V N o w 0 N 26974 y° w O ^Cb 24660 w 15 42422 26757 40780 42422 420 07 42007 24804 `v ooh ^,yon N N N 0y W � V ^O tiO Oi J M ry�m m N 00 CV b m`O 2115 7682 27793 1317 7682 2999 3 31134 s b OUATS YEAR 2009 - Connected Version Total Link Volume - PWSADT (Two -Way) M[II]�]o P (Licensed to Kittelson & Associates, Inc.) Appendix G Existing Condition Crash Prediction Analyses I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 1A -- General Information and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/05/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Spring Ave. to Vistawilla Dr. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 4D Length of segment, L (mi) -- 0.206 AADT (veh /day) AADTMA, 66,000 (veh /day) -- 19,000 Type of on- street parking (none/parallel/angle) Proportion of curb length with on- street parking None -- None 0 Median width ft - for divided only Lighting (present /not present) 15 Not Present 40 Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 2 Minor commercial driveways (number) -- 0 Major industrial / institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) -- 0 Posted Speed Greater than 30 mph 48.54 Offset to roadside fixed objects (ft) [If greater than 30 or Not Present, input 30] 30 6 Calibration Factor, Cr 1.00 1.00 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 (1) *(2) *(3) *(4) *(5) 1.00 1.17 0.97 1.00 1.00 1.14 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments (1) (2) (3) (4) Crash Severity Level Predicted average crash frequency, N premaea. :1 (crashes/year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) (Total) from Worksheet 1 K (2)/(3) Total 0.9 0.21 4.60 Fatal and injury (FI) 0.3 0.21 1.3 Property damage only (PDO) 0.7 0.21 3.3 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 1A -- General Information and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Vistawilla Dr. to Jetta Point Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 4D Length of segment, L (mi) -- 0.187 AADT (veh /day) AADTMA, 66,000 (veh /day) -- 19,000 Type of on- street parking (none/parallel/angle) Proportion of curb length with on- street parking None -- None 0 Median width ft - for divided only Lighting (present /not present) 15 Not Present 40 Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 1 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 80.21 Offset to roadside fixed objects (ft) [If greater than 30 or Not Present, input 30] 30 11 Calibration Factor, Cr 1.00 1.00 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 (1) *(2) *(3) *(4) *(5) 1.00 1.20 0.97 0.91 1.00 1.06 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments (1) (2) (3) (4) Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) (Total) from Worksheet 1 K (2)/(3) Total 0.8 0.19 4.1 Fatal and injury (FI) 0.2 0.19 1.1 Property damage only (PDO) 0.6 0.19 3.0 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Palm Drive to Mactavandash Drive Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.26 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 2 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 61.54 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.26 1.00 1.00 1.00 1.26 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.9 0.26 7.4 Fatal and injury FI ) 0.5 0.26 2.1 Property damage only (PDO) 1.4 0.26 5.4 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Mactavandash Dr. to Pine Branch Cir. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.091 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 65.93 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.28 1.00 1.00 1.00 1.28 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.7 0.09 7.9 Fatal and injury FI ) 0.2 0.09 2.2 Property damage only (PDO) 0.5 0.09 5.7 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Pine Branch Cir. to Cranston St. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.112 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 1 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 71.43 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.31 1.00 1.00 1.00 1.31 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.9 0.11 8.4 Fatal and injury FI ) 0.3 0.11 2.3 Property damage only (PDO) 0.7 0.11 6.0 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Cranston St. to Calypso Way Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.033 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 181.8 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 2.01 1.00 1.00 1.00 2.01 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.4 0.03 11.6 Fatal and injury FI ) 0.1 0.03 3.2 Property damage only (PDO) 0.3 0.03 8.4 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Calypso Way to Hammock Ln Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.302 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 1 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 2 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 49.67 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.20 1.00 1.00 1.00 1.20 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 2.7 0.30 8.9 Fatal and injury FI ) 0.8 0.30 2.5 Property damage only (PDO) 1.9 0.30 6.3 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Hammock Ln. to Ellington PI / Laurel Oaks Ct. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.258 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 18,600 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 50.39 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.24 1.00 1.00 1.00 1.24 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.6 0.26 6.1 Fatal and injury FI ) 0.4 0.26 1.7 Property damage only (PDO) 1.1 0.26 4.4 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Ellington PI / Laurel Oaks Ct. to Sweet Violet Dr. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) Length of segment, L (mi) -- -- 21J 0.084 AADT (veh /day) AADTMAx= 32,600 (veh /day) CMF 5r 18,600 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 59.52 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.29 1.00 1.00 1.00 1.29 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.6 0.08 6.7 Fatal and injury FI ) 0.2 0.08 1.9 Property damage only (PDO) 0.4 0.08 4.9 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Sweet Violet Dr. to Artesia St. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.067 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 18,600 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 74.63 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.38 1.00 1.00 1.00 1.38 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 10 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.4 0.07 6.7 Fatal and injury FI ) 0.1 0.07 1.8 Property damage only (PDO) 0.3 0.07 4.8 10 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Artesia St. to Sweetwater Creek Cir. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- CMF 2r 21J Length of segment, L (mi) -- 0.473 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Table 12 -22 18,600 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 1 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 4 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 48.63 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.23 1.00 1.00 1.00 1.23 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 11 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 3.0 0.47 6.3 Fatal and injury FI ) 0.8 0.47 1.7 Property damage only (PDO) 2.2 0.47 4.6 11 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Sweetwater Creek Cir. to Magnolia St. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- CMF 2r 21J Length of segment, L (mi) -- 0.066 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Table 12 -22 18,600 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 75.76 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.39 1.00 1.00 1.00 1.39 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 12 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.4 0.07 6.7 Fatal and injury FI ) 0.1 0.07 1.8 Property damage only (PDO) 0.3 0.07 4.9 12 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/05/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Spring Avenue Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 19,000 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 1,050 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Not Applicable Type of left -turn signal phasing for Leg #2 -- Not Applicable Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes PedVol -- Signalized intersections only 0 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m (1,000 ft) of the intersection 0 2 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections 1 2 3 4 5 6 (7) CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 1.00 1.00 1.00 1.00 0.53 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.5 Fatal and injury (FI) 0.6 Property damage only (PDO) 0.9 13 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Vistawilla Dr. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3SG AADT ajor(veh /day) AADTMAX= 58,100 (veh /day) -- 19,000 AADTR,; nor (veh /day) AADT MAX = 16,400 (veh /day) -- 5,500 Intersection lighting (present /not present) Not Present Present Calibration factor, C, 1.00 1.56 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 3 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 2 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1 Maximum number of lanes crossed by a pedestrian (n ian i -- 5 Number of bus stops within 300 m 1,000 ft of the intersection 0 3 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.80 0.99 0.92 1.00 0.91 1.00 0.66 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections (1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 3.3 Fatal and injury (FI) 1.2 Property damage only (PDO) 2.1 14 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Jetta Point Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 19,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 180 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Not Applicable Type of left -turn signal phasing for Leg #2 -- Not Applicable Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.45 1.00 0.86 1.00 1.00 1.00 0.39 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.3 Fatal and injury (FI) 0.2 Property damage only (PDO) 0.2 15 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Palm Dr. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 21,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 180 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 3 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 1 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 2 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.9 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.5 16 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Mactavandash Dr. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 21,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 960 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.1 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.6 17 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Pinebranch Cir. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 21,000 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 510 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 2 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 0.74 1.00 1.00 1.00 0.39 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.0 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.6 In I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Cranston St. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 21,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 1,160 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.2 Fatal and injury (FI) 0.5 Property damage only (PDO) 0.7 19 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Calypso Way Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- -- 3ST 21,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 330 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.45 1.00 1.00 1.00 1.00 1.00 0.45 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.5 Fatal and injury (FI) 0.2 Property damage only (PDO) 0.3 20 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Hammock Ln / Deleon St. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 21,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 5,610 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 2.3 Fatal and injury (FI) 0.7 Property damage only (PDO) 1.5 21 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Ellington PI / Laurel Oaks Ct Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 18,600 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 340 Intersection lighting (present /not present) Not Present Present Calibration factor, C,, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 0.86 1.00 0.91 1.00 0.42 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.9 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.6 22 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Sweet Violet Dr Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 18,600 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 550 Intersection lighting (present /not present) Not Present Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 1.00 1.00 0.91 1.00 0.61 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.8 Fatal and injury (FI) 0.3 Property damage only (PDO) 0.5 23 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Artesia St. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- -- 4ST 18,600 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 1,220 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 1.00 1.00 1.00 1.00 0.53 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.6 Fatal and injury (FI) 0.6 Property damage only (PDO) 0.9 24 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Artesia St.Sweetwater Creek Cir. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 18,600 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 220 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.9 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.5 25 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Magnolia St. Seminole County, FL 2014 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4SG AADT ajor(veh /day) AADTMAX= 67,700 (veh /day) -- 18,600 AADTR,; nor (veh /day) AADT MAX = 33,400 (veh /day) -- 2,130 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 2 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Permissive Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.81 0.99 1.00 1.00 1.00 1.00 0.80 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 3.2 Fatal and injury (FI) 1.1 Property damage only (PDO) 2.1 26 lm.'FTif7iTS&M8 1i:..77w.IRM_ Ntali erel Worksheet 3A -- Predicted Crashes by Severity and Site Type and Observed Crashes Using the Site - Specific EB Method for Urban and Suburban Expected 0.569 (crashes /year) crashes, Parameter, k adjustment, w average crash Arterials 0.840 NodseNed (crashes /year) 0.885 Segment 4 0.532 (1) (2) (3) (4) (5) (6) (7) (8) Segment 2 Predicted average crash frequency Observed Overdispersion Weighted Expected 0.569 (crashes /year) crashes, Parameter, k adjustment, w average crash Collision type / Site type 0.840 NodseNed (crashes /year) 0.885 Segment 4 0.532 N predicted N predicted (F 1) N pred;aed Equation A -5 Equation A -4 0.368 (TOTAL) 0.669 (PDO) 0.475 0.0 from Part C from Part C 0.428 Segment 6 0.303 0.088 0.215 0.0 Appendix Appendix 0.241 Segment 7 1.650 Segment 1 0.675 0.190 0.485 0.0 1.320 0.529 0.357 Segment 2 0.574 0.162 0.412 0.0 1.320 0.569 0.326 Segment 3 1.492 0.432 1.061 0.4 0.840 0.444 0.885 Segment 4 0.532 0.154 0.378 0.0 0.840 0.691 0.368 Segment 5 0.669 0.194 0.475 0.0 0.840 0.640 0.428 Segment 6 0.303 0.088 0.215 0.0 0.840 0.797 0.241 Segment 7 1.650 0.477 1.172 0.0 0.840 0.419 0.691 Segment 8 1.189 0.345 0.844 0.0 0.840 0.500 0.595 Segment 9 0.404 0.117 0.287 0.0 0.840 0.747 0.302 Segment 10 0.344 0.100 0.244 0.0 0.840 0.776 0.267 Segment 11 2.162 0.627 1.535 0.8 0.840 0.355 1.284 Segment 12 0.341 0.099 0.242 0.0 0.840 0.777 0.265 Single- vehicle Segment 1 0.154 0.026 0.128 0.0 0.860 0.883 0.136 Segment 2 0.131 0.022 0.109 0.0 0.860 0.899 0.118 Segment 3 0.369 0.066 0.304 0.0 0.810 0.770 0.284 Segment 4 0.132 0.023 0.108 0.0 0.810 0.904 0.119 Segment 5 0.165 0.029 0.136 0.0 0.810 0.882 0.146 Segment 6 0.075 0.013 0.062 0.0 0.810 0.943 0.071 Segment 7 0.408 0.073 0.336 0.2 0.810 0.752 0.356 Segment 8 0.337 0.062 0.275 0.0 0.810 0.785 0.265 Segment 9 0.115 0.021 0.093 0.0 0.810 0.915 0.105 Segment 10 0.098 0.018 0.080 0.0 0.810 0.927 0.090 Segment 11 0.613 0.114 0.499 0.4 0.810 0.668 0.542 Segment 12 0.097 0.018 0.079 0.0 0.810 0.927 0.090 Multiple - vehicle driveway- related Segment 1 0.097 0.028 0.070 0.0 1.390 0.881 0.086 Segment 2 0.046 0.013 0.033 0.0 1.390 0.940 0.043 Segment 3 0.057 0.019 0.039 0.0 0.810 0.956 0.055 Segment 4 0.046 0.015 0.031 0.0 0.810 0.964 0.044 Segment 5 0.093 0.030 0.063 0.0 0.810 0.930 0.087 Segment 6 0.000 0.000 0.000 0.0 0.810 1.000 0.000 Segment 7 0.596 0.192 0.403 0.2 0.810 0.675 0.467 Segment 8 0.039 0.013 0.026 0.0 0.810 0.969 0.038 Segment 9 0.041 0.013 0.028 0.0 0.810 0.968 0.039 Segment 10 0.000 0.000 0.000 0.0 0.810 1.000 0.000 Segment 11 0.177 0.057 0.120 0.0 0.810 0.875 0.155 Segment 12 0.000 0.000 0.000 0.0 0.810 1.000 0.000 INTERSECTIONS Multiple - vehicle Intersection 1 1.327 0.512 0.815 2.0 0.400 0.653 1.560 Intersection 2 2.949 1.017 1.932 2.6 0.330 0.507 2.777 Intersection 3 0.282 0.133 0.149 1.2 0.800 0.816 0.451 Intersection 4 0.815 0.384 0.432 2.8 0.800 0.605 1.599 Intersection 5 0.933 0.359 0.574 1.4 0.800 0.573 1.133 Intersection 6 0.890 0.339 0.551 0.6 0.400 0.738 0.814 Intersection 7 1.009 0.378 0.630 0.8 0.800 0.553 0.915 Intersection 8 0.470 0.206 0.264 0.0 0.800 0.727 0.342 Intersection 9 1.925 0.580 1.345 3.0 0.800 0.394 2.577 Intersection 10 0.772 0.287 0.485 0.2 0.400 0.764 0.637 Intersection 11 0.687 0.284 0.402 0.6 0.800 0.645 0.656 Intersection 12 1.354 0.523 0.831 0.8 0.400 0.649 1.159 Intersection 13 0.774 0.357 0.417 1.0 0.800 0.618 0.860 Intersection 14 2.918 0.968 1.950 2.0 0.390 0.468 2.429 Single- vehicle Intersection 1 0.153 0.049 0.104 0.0 0.650 0.910 0.139 Intersection 2 0.246 0.072 0.175 0.4 0.360 0.919 0.259 Intersection 3 0.029 0.009 0.019 0.0 1.140 0.968 0.028 Intersection 4 0.075 0.024 0.051 0.4 1.140 0.921 0.101 Intersection 5 0.102 0.032 0.070 0.6 1.140 0.896 0.153 Intersection 6 0.107 0.036 0.071 0.0 0.650 0.935 0.100 Intersection 7 0.112 0.035 0.077 0.0 1.140 0.887 0.099 Intersection 8 0.046 0.015 0.031 0.0 1.140 0.950 0.044 Intersection 9 0.250 0.074 0.176 1.2 1.140 0.778 0.461 Intersection 10 0.104 0.036 0.068 0.4 0.650 0.937 0.123 Intersection 11 0.079 0.025 0.054 0.6 1.140 0.917 0.122 Intersection 12 0.154 0.048 0.106 0.0 0.650 0.909 0.140 Intersection 13 0.082 0.027 0.055 0.0 1.140 0.915 0.075 Intersection 14 0.187 0.049 0.138 0.8 0.360 0.937 0.226 COMBINED (sum of column) 33.051 10.708 22.343 25.4 -- -- 29.324 lm.'FTif7iT.6Y111Ri:F.77�'i '.RdilRa8MIi erel Worksheet 3B -- Predicted Pedestrian and Bicycle Crashes for Nped Urban and Suburban Arterials Segment 1 1 2 3 Site Type Nped Nbike ROADWAY SEGMENTS Segment 1 0.018 0.005 Segment 2 0.014 0.004 Segment 3 0.010 0.008 Segment 4 0.004 0.003 Segment 5 0.005 0.004 Segment 6 0.002 0.002 Segment 7 0.014 0.011 Segment 8 0.008 0.006 Segment 9 0.003 0.002 Segment 10 0.002 0.002 Segment 11 0.015 0.012 Segment 12 0.002 0.002 INTERSECTIONS 0.0 Intersection 1 0.033 0.027 Intersection 2 0.019 0.055 Intersection 3 0.006 0.005 Intersection 4 0.018 0.014 Intersection 5 0.021 0.016 Intersection 6 0.022 0.018 Intersection 7 0.023 0.018 Intersection 8 0.011 0.008 Intersection 9 0.045 0.034 Intersection 10 0.019 0.016 Intersection 11 0.016 0.012 Intersection 12 0.033 0.027 Intersection 13 0.018 0.013 Intersection 14 0.080 0.047 COMBINED (sum of column) 0.460 0.369 INEENEEMEN Worksheet 3C -- Site - Specific EB Method Summary Results for Urban and Suburban Arterials (1) 2 (3) (4) (5) (6) Crash severity level N predicted N ped N bike N expected (VEHICLE) N expected Total (2)COMB from Worksheet 3A (2)COMB from Worksheet 3B (3)COMB from Worksheet 3B (8)COMB Worksheet 3A (3) +(4) +(5) 33.1 0.5 0.4 29.3 30.2 Fatal and injury (FI) (3)COMB from Worksheet 3A (2)COMB from Worksheet 3B (3)COMB from Worksheet 3B (5)TOTAL * (2)F1 /(2) TOTAL (3) +(4) +(5) 10.7 0.5 0.4 9.5 10.3 Property damage only (PDO) (4)COMB from Worksheet 3A -- -- (5)TOTAL * (2)PDO / (2) TOTAL (3) +(4) +(5) 22.3 0.0 0.0 19.8 19.8 Input Worksheet for Crossroad Ramp Terminals Clear Echo Input Values I Check Input Values (View results in Column T) (View results in Advisory Messages) Terminal 1 Terminal Terminal Termina14 Terminals Terminal Crash Period Study Period Crash Period Study Period Crash Period Study Period Crash Period Study Period Crash Period Study Period Crash Period Study Period Basic Intersection Data Ramp terminal configuration: D4 D4 D4 D4 0 0 0 0 Ramp terminal description: NB Exit Ramp at SR 434 SB Exit Ramp at SR 434 Ramp terminal traffic control type: Signal Signal Signal Signal 0 0 0 0 Is a non -ramp public street leg present at the terminal (l,$) ?: No No No No 0 0 0 0 Alignment Data Exit ramp skew angle (Ie), degrees: 0 0 0 0 Distance to the next public street intersection on the outside crossroad leg (L s„), mi: 1 0.23 0.23 0.13 0.13 1 1 0 0 0 0 Distance to the adjacent ramp terminal (t,mp), mi: 0.11 0.11 0.11 0.11 0 0 0 0 Traffic Control Left -Turn Operational Mode Crossroad Inside approach Protected -only Mode Op it ,)?: Yes Yes Yes Yes 0 0 0 0 Outside approach Protected -only mode (Ip,ir,out)?: 0 0 0 0 Right -Turn Control Type Ramp JExit ramp approach Right -turn control type I Signal Signal Yield Yield 0 0 0 0 Cross Section Data Crossroad median width (Wm), ft: 35 35 25 25 0 0 0 0 Number of Lanes Crossroad Both approaches Lanes serving through vehicles (nth) 3 3 4 4 0 0 0 0 Inside approach Lanes serving through vehicles (non 1 1 2 2 0 0 0 0 Outside approach Lanes serving through vehicles (n!n o��: 2 2 2 2 0 0 0 0 0 0 0 0 Ramp Exit ramp approach All lanes (nex): 1 3 3 2 2 1 1 0 0 0 0 Right -Turn Channelization see note: Crossroad Inside approach lChannelization present (hh,;n)?: 0 0 0 0 Outside approach lChannelization present (hh,our)?: Yes Yes No No 0 0 0 0 Ramp JExit ramp approach lChannelization present (hh,ex)?: Yes Yes Yes Yes 0 0 0 0 Left -Turn Lane or Bay Crossroad Inside approach Lane or bay present (Ibay It,;n) ?: Yes Yes Yes Yes 0 0 0 0 Width of lane or bay (Wb,in), ft: 11 11 11 11 0 0 0 0 Outside approach Lane or bay present (Ibay It on) ?: 0 0 0 0 Width of lane or bay (Wb,on), ft: 0 0 0 0 Right -Turn Lane or Bay Crossroad Ilinside approach Lane or bay present (Ibay n,;n ) ?: 0 0 0 0 Outside approach Lane or bay present (Ibay n,ou) ?: No I No Yes I Yes 0 0 0 0 Access Data Number of driveways on the outside crossroad leg (rym,): 0 1 0 0 1 0 0 0 0 0 Number of public street approaches on the outside crossroad leg (r�s): I 1 0 0 0 0 Traffic Data Year Inside Crossroad Leg Data 2009 22500 22500 Average daily traffic (AADT;x) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) 2010 22500 22500 2011 23500 23500 2012 1 24500 24500 2013 23500 23500 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Outside Crossroad Leg Data 2009 21000 22500 Average daily traffic (AADTou) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) 2010 21000 22500 2011 18000 23500 2012 24500 24500 2013 22000 23500 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Exit Ramp Data 2009 Average daily traffic (AADTex) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) For a B4 terminal configuration, enter the AADT for the diagonal exit ramp (not the loop exit ramp). 2010 2011 2900 2012 3850 2900 2013 4100 2700 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Entrance Ramp Data 2009 Average daily traffic (AADTex) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) For an A4 terminal configuration, enter the AADT for the diagonal entrance ramp (not the loop entrance ramp). 2010 2011 2700 2012 2700 3850 2013 2700 4100 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Crash Data Year Ramp Terminal Crashes - -> Count of Fatal- and - Injury (FI) Crashes by Year (No ,w,at at ,e) 2009 0 1 2010 0 1 2011 2 1 2012 3 1 2013 0 4 Count of Property- Damage -Only (PDO) Crashes 7y Year (Now at at,pdo) 2009 0 16 2010 2 15 2011 4 16 2012 2 9 2013 2 13 Output Worksheet for Crossroad Ram Terminals Signal = signalized intersection model Terminal 1 Unsig = unsignalized intersection model Applicable Crash Study Models Period Period Terminal z Terminal Terminal Terminal s Terminal s Crash Period Study Period Crash Period Study Period Crash Period Study I Period Crash Period Study Period Crash Period Study Period Crash Modification Factors Fatal - and -Injury Crash CMFs Non -ramp public street leg (CM Flg,w,SGa�,ry): Signal 1.000 1.000 1.0001 1.000 Segment length (CM Fi4w x,apr�: Signal Unsig 0.785 67851 0.7381 0.738 Protected left -turn operation (CMFls,w,SC,agf): Signal Year 2009 0.551 0.551 0.551 0.551 2010 0.551 0.551 0.551 0.551 2011 0.554 0.554 0.549 0.549 2012 0.545 0.545 0.546 0.546 2013 0.551 0.551 0.549 0.549 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Channelized right turn on crossroad (CMF17,w,SGa,fi): Signal Year 2009 1.249 1.249 1.000 1.000 2010 1.249 1.249 1.000 1.000 2011 1.222 1.222 1.000 1.000 2012 1.262 1.262 1.000 1.000 2013 1.250 1.250 1.000 1.000 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Channelized right turn on exit ramp (CMF,e,w,SC,x,fd: Signal Year 2009 1.131 1.131 1.095 1.095 2010 1.131 1.131 1.095 1.095 2011 1.136 1.136 1.092 1.092 2012 1.118 1.118 1.088 1.088 2013 1.133 1.133 1.085 1.085 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Access point frequency(CMF1S,wx,agfd: Signal Year Unsig 2009 1.000 1.000 1.000 1.000 2010 1.000 1.000 1.000 1.000 2011 1 1.000 1.000 1.000 1.000 2012 1.000 1.000 1.000 1.000 2013 1.000 1.000 1.000 1.000 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 ramp capacity (UMrlo,wx,aprd: Signal Year 2025 2026 2027 2028 2029 2030 2031 2032 Unsig 2009 0.843 0.843 0.848 0.848 2010 0.843 0.843 0.848 0.848 2011 0.829 0.829 0.847 0.847 2012 0.846 0.846 0.846 0.846 2013 0.843 0.843 0.847 0.847 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Unsig 2009 1.000 1.000 0.896 0.896 2010 1.000 1.000 0.896 0.896 2011 1.000 1.000 0.895 0.895 2012 1.000 1.000 0.895 0.895 2013 1.000 1.000 0.895 0.895 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Unsig 2009 1.313 1.313 1.153 1.153 2010 1.313 1.313 1.153 1.153 2011 1.327 1.327 1.143 1.143 2012 1.257 1.257 1.134 1.134 2013 1.291 1.291 1.143 1.143 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Unsig 2009 1.014 1.014 1.012 1.012 2010 1.014 1.014 1.012 1.012 2011 1.015 1.015 1.012 1.012 2012 1.013 1.013 1.011 1.011 2013 1.016 1.016 1.010 1.010 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 zoza zozs 2030 2031 2032 Skew angle (CMFSO,w,ST,apri): Year Unsig 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 II -way stop control (CMFawaJ: Unsig Property - Damage -Only Crash CMFs Non -ramp public street leg(CMF,g,v sc m,pm) Signal 1.0001 1.0001 1.0001 1.000 Segment length (CMF,q,w xatpdo): Signal 0.784 0.784 0.736 0.736 Protected left -turn operation (CMF16 ,w,SC,atpdo) Signal Year 2009 0.687 0.687 0.687 0.687 2010 0.687 0.687 0.687 0.687 2011 0.689 0.689 0.685 0.685 2012 0.683 0.683 0.684 0.684 2013 0.687 0.687 0.686 0.686 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Channelized right turn on crossroad (CMF1 7 SC,a Pact): Signal Year 2009 1.248 1.248 1.000 1.000 2010 1.248 1.248 1.000 1.000 2011 1.222 1.222 1.000 1.000 2012 1.261 1.261 1.000 1.000 2013 1.249 1.249 1.000 1.000 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Channelized right turn on exit ramp (CMF,e,w,SC,a ,poo): Signal Year 2009 1.244 1.244 1.178 1.178 2010 1.244 1.244 1.178 1.178 2011 1.254 1.254 1.171 1.171 2012 1.220 1.220 1.165 1.165 2013 1.249 1.249 1.159 1.159 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 zozs zoz7 zoza zozs 2030 2031 2032 Access point frequency (CMF13,w x at Pact): Signal Year 2009 1.000 1.000 1.000 1.000 2010 1.000 1.000 1.000 1.000 2011 1.000 1.000 1.000 1.000 2012 1.000 1.000 1.000 1.000 2013 1.000 1.000 1.000 1.000 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Crossroad left -turn lane (CMFjj,wx,at,pdo): Signal Year Unsig 2009 0.856 0.856 0.861 0.861 2010 0.856 0.856 0.861 0.861 2011 1 0.843 0.843 0.860 0.860 2012 0.859 0.859 0.859 0.859 2013 0.856 0.856 0.860 0.860 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Crossroad right -turn lane (CMF1 2,w x,at, Pat ): Signal Year Unsig 2009 1.000 1.000 0.974 0.974 2010 1.000 1.000 0.974 0.974 2011 1.000 1.000 0.974 0.974 2012 1.000 1.000 0.974 0.974 2013 1.000 1.000 0.974 0.974 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Median width (CMF15w x, at pdo): Signal Year 2009 1.169 1.169 1.067 1.067 2010 1.169 1.169 1.067 1.067 2011 1.219 1.219 1.037 1.037 2012 1.015 1.015 1.008 1.008 2013 1.109 1.109 1.037 1.037 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Expected Average Crash Frequency Fatal - and -Injury Crash Frequency Ramp Terminal Crash Analysis Year Overdispersion parameter (kwx,afi): 0.087 0.087 Observed crash count (N*o,,v,,, ,,,f), crashes: 5 8 Reference year (r): 2009 2009 Predicted average crash freq. for reference year (Npwx af,x), crashes/yr: 2.834 2.000 Equivalent years associated with crash count (Cwx,a,fi,r), yr: 5.066 5.130 Expected average crash freq for reference year given ly(N *wx sq), crash es /yr 1.809 1.792 Expected average crash frequency (New,,,ac,fi), crashes/yr: 2009 1.809 1.809 1.792 1.792 2010 1.809 1.809 1.792 1.792 2011 1.681 1.681 1.853 1.853 2012 1.973 1.973 1.913 1.913 2013 1.891 1.891 1.843 1.843 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Property - Damage -Only Crash Frequency Ramp Terminal Crash Analysis Year Overdispersion parameter (kwxatpdo): 0.139 0.139 Observed crash count (N*owxarpd), crashes: 10 69 Reference year (r): 2009 2009 Predicted average crash freq. for reference year (Npwx a,pdor), crashes/yr: 4.029 2.935 Equivalent years associated with crash count (Chwx a,pdor), yr: 4.938 4.995 Expected average crash freq for reference year given M'(Ne wxa, pro ,J, crash es /yr 2.558 10.226 Expected average crash frequency (Newxa pro), crashes/yr: 2009 2.558 2.558 10.226 10.226 2010 2.558 2.558 10.226 10.226 2011 1 2.496 2.496 10.231 1 10.231 2012 2.434 2.434 10.228 10.228 2013 2.586 2.586 10.173 10.173 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Crash Severity Distribution (during Study Period) Fatal crash frequency (N*ewx,a,A crashes: 0.008 0.008 Incapacitating injury crash freq. (N*ewx,a,,c), crashes: 0.210 0.211 Non - incapacitating inj. crash freq. (N*e,wx,are), crashes: 1.377 1.382 Possible injury crash freq. (N*e,wx,a,c), crashes: 7.567 7.593 Total fatal- and - injury crash freq. (N*ewx af), crashes: 9.163 9.194 Property- damage -only crash freq. (N *eiwix at Pro), crashes: 12.632 51.085 Total crash frequency (N*e,wxaa), crashes: 21.795 60.279 Intermediate Results Year Proportion of total leg AADT on the crossroad (Pxrd): 2009 0.869 0.869 0.870 0.870 2010 0.869 0.869 0.870 0.870 2011 0.864 0.864 0.874 0.874 2012 0.882 0.882 0.879 0.879 2013 0.870 0.870 0.874 0.874 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Proportion of total leg AADT on the inside crossroad leg (P,,,): 2009 0.450 0.450 0.435 0.435 2010 0.450 0.450 0.435 0.435 2011 0.489 0.489 0.437 0.437 2012 0.441 0.441 0.439 0.439 2013 0.449 0.449 0.437 0.437 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Proportion of total leg AADT on the outside crossroad leg (Po„,): 2009 0.420 0.420 0.435 0.435 2010 0.420 0.420 0.435 0.435 2011 0.375 0.3751 0.4371 0.437 2012 0.441 0.441 0.439 0.439 2013 0.421 0.421 0.437 0.437 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Proportion of total leg AADT on the exit ramp leg (Pex): 2009 0.077 0.077 0.056 0.056 2010 0.077 0.077 0.056 0.056 2011 0.080 0.080 0.054 0.054 2012 0.069 0.069 0.052 0.052 2013 0.078 0.078 0.050 0.050 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 Traffic Data Year inside Crossroad Leg Data 2009 22500 22500 Average daily traffic (AADT,,,) by year, veh /d: 2010 22500 22500 2011 23500 23500 2012 24500 24500 2013 23500 23500 2014 23500 23500 2015 23500 23500 2016 23500 23500 2017 23500 23500 2018 235001 23500 2019 23500 23500 2020 23500 23500 2021 23500 23500 2022 23500 23500 2023 23500 23500 2024 23500 23500 2025 23500 23500 2026 23500 23500 2027 23500 23500 2028 23500 23500 2029 23500 23500 2030 23500 23500 2031 23500 23500 2032 Outside Crossroad Leq Data 2009 21000 22500 Average daily traffic (AADT,,,) by year, veh /d: 2010 21000 22500 2011 18000 23500 2012 24500 24500 2013 22000 23500 2014 22000 23500 2015 22000 23500 2016 22000 23500 2017 22000 23500 2018 22000 23500 2019 22000 23500 2020 220001 23500 2021 22000 23500 2022 22000 23500 2023 22000 23500 2024 22000 23500 2025 22000 23500 2026 22000 23500 2027 22000 23500 2028 22000 23500 2029 1 22000 23500 2030 22000 23500 2031 22000 23500 2032 Exit Ramp Data 2009 3850 2900 Average daily traffic (AADT,,) by year, veh /d: 2010 3850 2900 2011 3850 2900 2012 3850 2900 2013 4100 2700 2014 4100 2700 2015 4100 2700 2016 4100 2700 2017 4100 2700 2018 4100 2700 2019 4100 2700 2020 4100 2700 2021 4100 2700 2022 4100 2700 2023 4100 2700 2024 4100 2700 2025 4100 2700 2026 4100 2700 2027 4100 2700 2028 4100 2700 2029 4100 2700 2030 4100 2700 2031 4100 2700 2032 Entrance Ramp Data 2009 2700 3850 Average daily traffic (AADTe„) by year, veh /d: 2010 2700 3850 2011 2700 3850 2012 2700 3850 2013 2700 4100 2014 2700 4100 2015 2700 4100 2016 2700 4100 2017 2700 4100 2018 2700 4100 2019 2700 4100 2020 2700 4100 2021 2700 4100 2022 2700 4100 2023 2700 4100 2024 2700 4100 2025 2700 4100 2026 2700 4100 2027 2700 2028 2700 2029 2700 2030 2700 a 11 11 E 2031 2700 2032 2014 Corridor Total Predicted Expected Exp to Pred Ratio Location Segment 1 0.9484 0.6008 0.6335 Spring to Vistawilla Segment 2 0.7681 0.5049 0.6574 Vistawilla to Jetta Point Segment 3 1.9367 1.2415 0.6410 Palm to Mactavandash Segment 4 10.7154 0.5370 0.7506 Mactavandash to Pinebranch Segment 5 0.9361 0.6694 0.7151 Pinebranch to Cranston Segment 6 0.3813 0.3156 0.8276 Cranston to Calypso Segment 7 2.6779 1.5392 0.5748 Calypso to Hammock Segment 8 1.5800 0.9121 0.5773 Hammock to Laurel Oaks Segment 9 0.5645 0.4511 0.7991 Laurel Oaks to Sweet Violet Segment 10 0.4461 0.3616 0.8107 Sweet Violet to Artesia Segment 11 2.9791 2.0078 0.6740 Artesia to Sweetwater Creek Segment 12 0.4415 0.3586 0.8123 Sweetwater to Magnolia Intersection 1 1.5391 1.7587 1.1426 Spring Intersection 2 3.2694 3.1097 0.9512 Vistawilla Intersection 3 0.3222 0.4904 1.5219 Jetta Intersection 4 0.9228 1.7319 1.8768 Palm Intersection 5 1.0724 1.3236 1.2343 Mactavandash Intersection 6 1.0365 0.9535 0.9200 Pinebranch Intersection 7 1.1611 1.0553 0.9089 Cranston Intersection 8 0.5352 0.4043 0.7553 Calypso Intersection 9 2.2535 3.1160 1.3828 Hammock Intersection 10 0.9116 0.7952 0.8723 Laurel Intersection 11 0.7936 0.8061 1.0157 Sweet Violet Intersection 12 1.5689 1.3601 0.8669 Artesia Intersection 13 0.8863 0.9659 1.0898 Sweetwater Intersection 14 3.2318 2.7817 0.8607 Magnolia NB Ramp 6.8630 14.3670 0.6363 lNB Ramp SB Ramp 4.9350 12.0180 2.4353 SB Ramp Total 46.677 1 46.637 Appendix H Future Growth Determination u; 1 0000ln�ln,- 0 a N H W Nm� N U a F(,HF 44 N 44 Pi P: 44 0 O O C4 P, N� W Lf70 E-1 cn U r pi. u; 1 0000ln�ln,- a N Q F Nm� U F a Q 44 44 P W o�10 Ora 61 Lfl o�HMO�6 OOHOo�L�6. 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O w (O fC � LO (O (O (O � 0 � � � � � 0 O LO w .L v (� N N V L M O � N Mt N Ln (O 1� O M O I N Mt M 0 0 0 0 0 0 0 0 0 0 N m I 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 > � N N N N N N N N N N N N N N N Ln Ln 0 LO V N N M CD CD O) N I N I N v N co 7 Q N X Q 0 0 0 V N (O V O) O M O N N "O N N "O a) c O c N C �L+ d O n IX o v (� N N V .O W O N co C O k C C co C Q t O U N O _0 � H rn c U a� N N L aa) i O >= I V O N O O N v O 0 N 0 0 0 0 0 0 O O O O O 0 0 0 0 0 LO O LO O LO N N (Aed/saioiyan) oi}}eal Aned 06eaand v N co 7 Q N X Q 0 0 0 V N (O M O) O N N "O N ^ "O a) c a c C �L+ d n IX o v (� N O .O W O co C O k C co C Q t O � H c a� v N co 7 Q N X Q Projections of Florida Population by County, 2015 -2040, with Estimates for 2014 (continued) County Estimates Projections, April 1 and State April 1, 2014 2015 2020 2025 2030 2035 2040 SANTA ROSA 159,785 Low 158,300 166,700 173,900 179,700 184,100 188,000 Medium 163,300 178,300 192,300 205,300 217,400 229,300 High 169,700 189,800 210,200 230,700 251,300 272,800 SARASOTA 387,140 Low 378,600 386,800 392,900 397,000 398,100 397,100 Medium 390,500 412,900 433,600 452,800 469,500 484,300 High 405,900 440,300 474,900 509,800 543,300 576,200 SEMINOLE 437,086 Low 429,200 441,600 451,100 457,700 460,500 461,000 Medium 442,800 471,600 498,100 522,300 543,100 562,300 High 460,200 502,700 545,300 587,700 628,500 669,000 SUMTER 111,125 Low 112,100 128,700 141, 800 152,700 159,100 162,700 Medium 117,100 141,400 165,200 188,200 210,800 232,500 High 122,600 152,500 185,900 221,600 261,600 304,500 SUWANNEE 44,168 Low 43,400 44,300 45,100 45,600 45,800 45,800 Medium 44,700 47,300 49,700 52,000 54,100 55,900 High 46,500 50,500 54,500 58,500 62,600 66,500 TAYLOR 22,932 Low 22,100 21,600 21,200 20,700 20,100 19,400 Medium 23,000 23,600 24,100 24,700 25,200 25,600 High 24,100 25,600 27,200 28,800 30,500 32,000 UNION 15,647 Low 15,200 15,000 14,800 14,600 14,300 13,900 Medium 15, 900 16, 400 16, 900 17, 400 17, 900 18, 300 High 16,700 17,800 19,000 20,300 21,600 22,800 VOLUSIA 503,851 Low 492,400 495,400 496,200 494,900 491,200 485,400 Medium 507,800 528,300 547,000 563,900 578,800 592,000 High 527,900 563,900 599,800 635,500 670,300 704,400 WAKULLA 31,285 Low 30,500 31,700 32,700 33,600 34,200 34,700 Medium 31,500 33,900 36,100 38,300 40,400 42,300 High 32,700 36,100 39,500 43,100 46,700 50,400 WALTON 59,793 Low 59,400 64,800 69,000 72,500 75,300 76,900 Medium 61,300 69,400 77,300 85,000 92,300 98,600 High 63,700 73,700 85,000 97,000 109,300 121,300 WASHINGTON 24,959 Low 24,200 24,100 23,800 23,500 23,000 22,500 Medium 25,200 26,200 27,200 28,000 28,900 29,600 High 26,500 28,500 30,600 32,700 34,900 37,000 FLORIDA 19,507,369 Low 19,555,500 20,487,400 21,358,900 22,146,100 22,815,200 23,391,900 Medium 19,789,600 21,236,700 22,600,300 23,872,600 25,027,300 26,081,400 High 20,116,000 21,947,100 23,723,400 25,429,800 27,029,400 28,529,000 UNIVERSITY p f Bureau of Economic and Business Research phone (352) 392 -0171 FLORIDA College of Liberal Arts and Sciences fax 392 -4739 UF I 720 SW 2nd Avenue, Suite 150, P.O. Box 117148 www.b ww.bebr.ufl.edu Gainesville, Florida 32611 -7148 z-,AK N r N L ^m W £Fz 2 ss t 9LZb 0 6gZ, La 0 M 4612 0 0 M 566 0 I 11 lrll K r M L m N P] 'o,\ o _. £06Z Uf O N V cD N II � 0 II II II II A O V h h h h h N C C C C C C N O J J J J J a 3 3 3 3 3 � C U z z z z z o I I 0 698 d I I I z-,AK r) 1 O O N L ^m W 6b eOz g39"I. 1 N 999( U m 161p1 .. N O M Oti 1 � Pi 0 115 7 VI Uf 699 X150. 1 O b M ....._.090£ __.. _._.. __... h 0 et 9t c� v cD m ii p u u u u n O V h h h h h C C C C C C V O J J J J J a ,tio 0 Z a a a a a Pry � N 3 3 3 3 3 C U z z z z z I I l889[ J I I I Appendix I Future Condition No -Build Crash Prediction Analyses I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 1A -- General Information and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/05/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Spring Ave. to Vistawilla Dr. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 4D Length of segment, L (mi) -- 0.206 AADT (veh /day) AADTMA, 66,000 (veh /day) -- 19,500 Type of on- street parking (none/parallel/angle) Proportion of curb length with on- street parking None -- None 0 Median width ft - for divided only Lighting (present /not present) 15 Not Present 40 Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 2 Minor commercial driveways (number) -- 0 Major industrial / institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) -- 0 Posted Speed Greater than 30 mph 48.54 Offset to roadside fixed objects (ft) [If greater than 30 or Not Present, input 30] 30 6 Calibration Factor, Cr 1.00 1.00 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 (1) *(2) *(3) *(4) *(5) 1.00 1.17 0.97 1.00 1.00 1.14 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments (1) (2) (3) (4) Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.0 0.21 4.75 Fatal and injury (FI) 0.3 0.21 1.3 Property damage only (PDO) 0.7 0.21 3.4 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 1A -- General Information and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Vistawilla Dr. to Jetta Point Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 4D Length of segment, L (mi) -- 0.187 AADT (veh /day) AADTMA, 66,000 (veh /day) -- 19,500 Type of on- street parking (none/parallel/angle) Proportion of curb length with on- street parking None -- None 0 Median width ft - for divided only Lighting (present /not present) 15 Not Present 40 Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 1 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 80.21 Offset to roadside fixed objects (ft) [If greater than 30 or Not Present, input 30] 30 11 Calibration Factor, Cr 1.00 1.00 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 (1) *(2) *(3) *(4) *(5) 1.00 1.20 0.97 0.91 1.00 1.06 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments (1) (2) (3) (4) Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) (Total) from Worksheet 1 K (2)/(3) Total 0.8 0.19 4.2 Fatal and injury (FI) 0.2 0.19 1.2 Property damage only (PDO) 0.6 0.19 3.1 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Palm Drive to Mactavandash Drive Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.26 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,500 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 2 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 61.54 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.26 1.00 1.00 1.00 1.26 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 2.0 0.26 7.7 Fatal and injury FI ) 0.6 0.26 2.1 Property damage only (PDO) 1.5 0.26 5.6 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Mactavandash Dr. to Pine Branch Cir. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.091 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,500 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 65.93 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.28 1.00 1.00 1.00 1.28 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.7 0.09 8.1 Fatal and injury FI ) 0.2 0.09 2.3 Property damage only (PDO) 0.5 0.09 5.9 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Pine Branch Cir. to Cranston St. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.112 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,500 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 1 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 71.43 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.31 1.00 1.00 1.00 1.31 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.0 0.11 8.6 Fatal and injury FI ) 0.3 0.11 2.4 Property damage only (PDO) 0.7 0.11 6.2 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Cranston St. to Calypso Way Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.033 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,500 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 181.8 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 2.01 1.00 1.00 1.00 2.01 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.4 0.03 12.0 Fatal and injury FI ) 0.1 0.03 3.3 Property damage only (PDO) 0.3 0.03 8.7 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Calypso Way to Hammock Ln Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.302 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 21,500 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 1 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 2 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 49.67 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.20 1.00 1.00 1.00 1.20 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 2.8 0.30 9.2 Fatal and injury FI ) 0.8 0.30 2.6 Property damage only (PDO) 2.0 0.30 6.5 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Hammock Ln. to Ellington PI / Laurel Oaks Ct. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.258 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 19,100 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 50.39 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.24 1.00 1.00 1.00 1.24 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.6 0.26 6.4 Fatal and injury FI ) 0.5 0.26 1.7 Property damage only (PDO) 1.2 0.26 4.6 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Ellington PI / Laurel Oaks Ct. to Sweet Violet Dr. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) Length of segment, L (mi) -- -- 21J 0.084 AADT (veh /day) AADTMAx= 32,600 (veh /day) CMF 5r 19,100 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 59.52 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.29 1.00 1.00 1.00 1.29 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.6 0.08 7.0 Fatal and injury FI ) 0.2 0.08 1.9 Property damage only (PDO) 0.4 0.08 5.0 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Sweet Violet Dr. to Artesia St. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.067 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 19,100 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 74.63 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.38 1.00 1.00 1.00 1.38 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 10 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.5 0.07 6.9 Fatal and injury FI ) 0.1 0.07 1.9 Property damage only (PDO) 0.3 0.07 5.0 10 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Artesia St. to Sweetwater Creek Cir. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- CMF 2r 21J Length of segment, L (mi) -- 0.473 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Table 12 -22 19,100 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 1 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 4 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 48.63 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.23 1.00 1.00 1.00 1.23 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 11 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 3.1 0.47 6.5 Fatal and injury FI ) 0.9 0.47 1.8 Property damage only (PDO) 2.2 0.47 4.7 11 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/09/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Sweetwater Creek Cir. to Magnolia St. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- CMF 2r 21J Length of segment, L (mi) -- 0.066 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Table 12 -22 19,100 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 75.76 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.39 1.00 1.00 1.00 1.39 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 12 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.5 0.07 6.9 Fatal and injury FI ) 0.1 0.07 1.9 Property damage only (PDO) 0.3 0.07 5.0 12 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/05/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Spring Avenue Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 19,500 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 1,080 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Not Applicable Type of left -turn signal phasing for Leg #2 -- Not Applicable Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right-turn-on-red prohibited for 3SG, use maximum value of 31 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes PedVol -- Signalized intersections only 0 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m (1,000 ft) of the intersection 0 2 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m (1,000 ft) of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections (1) (2) (3) (4) (5) (6) (7) CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 51 CMF 6i CMF coM6 from Table 12 -24 from Table 12 -25 from Table 12 -26 from E uation 12 -35 from E uation 12 -36 from E uation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 1.00 1.00 1.00 1.00 0.53 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.6 Fatal and injury (FI) 0.6 Property damage only (PDO) 0.9 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Vistawilla Dr. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3SG AADT ajor(veh /day) AADTMAX= 58,100 (veh /day) -- 19,500 AADTR,; nor (veh /day) AADT MAX = 16,400 (veh /day) -- 5,640 Intersection lighting (present /not present) Not Present Present Calibration factor, C, 1.00 1.56 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 3 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 2 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1 Maximum number of lanes crossed by a pedestrian (n ian i -- 5 Number of bus stops within 300 m 1,000 ft of the intersection 0 3 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.80 0.99 0.92 1.00 0.91 1.00 0.66 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections (1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 3.4 Fatal and injury (FI) 1.2 Property damage only (PDO) 2.2 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Jetta Point Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 19,500 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 180 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Not Applicable Type of left -turn signal phasing for Leg #2 -- Not Applicable Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.45 1.00 0.86 1.00 1.00 1.00 0.39 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.3 Fatal and injury (FI) 0.2 Property damage only (PDO) 0.2 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Palm Dr. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 21,500 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 180 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 3 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 1 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 2 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.9 Fatal and injury (FI) 0.5 Property damage only (PDO) 0.5 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Mactavandash Dr. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 21,500 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 980 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.1 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.7 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Pinebranch Cir. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 21,500 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 520 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 2 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 0.74 1.00 1.00 1.00 0.39 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.1 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.6 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Cranston St. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 21,500 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 1,190 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.2 Fatal and injury (FI) 0.5 Property damage only (PDO) 0.7 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Calypso Way Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- -- 3ST 21,500 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 340 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.45 1.00 1.00 1.00 1.00 1.00 0.45 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.6 Fatal and injury (FI) 0.2 Property damage only (PDO) 0.3 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Hammock Ln / Deleon St. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 21,500 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 5,750 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 2.3 Fatal and injury (FI) 0.8 Property damage only (PDO) 1.6 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Ellington PI / Laurel Oaks Ct Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 19,100 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 350 Intersection lighting (present /not present) Not Present Present Calibration factor, C,, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 0.86 1.00 0.91 1.00 0.42 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.9 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.6 10 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Sweet Violet Dr Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 19,100 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 560 Intersection lighting (present /not present) Not Present Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 1.00 1.00 0.91 1.00 0.61 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.8 Fatal and injury (FI) 0.3 Property damage only (PDO) 0.5 11 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Artesia St. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- -- 4ST 19,100 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 1,250 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 1.00 1.00 1.00 1.00 0.53 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.6 Fatal and injury (FI) 0.7 Property damage only (PDO) 1.0 12 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Artesia St.Sweetwater Creek Cir. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 19,100 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 230 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.9 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.5 13 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 06/10/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Magnolia St. Seminole County, FL 2016 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4SG AADT ajor(veh /day) AADTMAX= 67,700 (veh /day) -- 19,100 AADTR,; nor (veh /day) AADT MAX = 33,400 (veh /day) -- 2,180 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 2 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Permissive Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.81 0.99 1.00 1.00 1.00 1.00 0.80 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 3.3 Fatal and injury (FI) 1.2 Property damage only (PDO) 2.2 14 I.F9i i AM1iL.S Worksheet 3A -- Predicted Crashes by Severity and Site Type and Observed Crashes Using the Site - Specific EB Method for Urban and Suburban Expected (crashes /year) crashes, Parameter, k adjustment, w average crash Arterials NodseNed (crashes /year) Segment 4 0.553 (1) (2) (3) (4) (5) (6) (7) (8) Segment 2 Predicted average crash frequency Observed Overdispersion Weighted Expected (crashes /year) crashes, Parameter, k adjustment, w average crash Collision type / Site type NodseNed (crashes /year) Segment 4 0.553 N predicted N predicted (F 1) N pred;aed Equation A -5 Equation A -4 (TOTAL) (PDO) 0.696 0.201 from Part C from Part C Segment 6 0.315 Appendix Appendix ROADWAYSEGM ENTS Segment 1 0.699 0.197 0.502 Segment 2 0.594 0.167 0.427 Segment 3 1.553 0.449 1.104 Segment 4 0.553 0.160 0.393 Segment 5 0.696 0.201 0.495 Segment 6 0.315 0.091 0.224 Segment 7 1.716 0.496 1.220 Segment 8 1.244 0.361 0.883 Segment 9 0.422 0.122 0.300 Segment 10 0.360 0.104 0.256 Segment 11 2.261 0.655 1.605 Segment 12 0.356 0.103 0.253 Single- vehicle Segment 1 0.156 0.026 0.130 Segment 2 0.132 0.022 0.110 Segment 3 0.374 0.066 0.308 Segment 4 0.133 0.024 0.110 Segment 5 0.168 0.030 0.138 Segment 6 0.076 0.013 0.063 Segment 7 0.414 0.073 0.341 Segment 8 0.342 0.063 0.279 Segment 9 0.116 0.021 0.095 Segment 10 0.099 0.018 0.081 Segment 11 0.622 0.114 0.508 Segment 12 0.098 0.018 0.080 Multiple - vehicle driveway- related Segment 1 0.100 0.028 0.072 Segment 2 0.047 0.013 0.034 Segment 3 0.059 0.019 0.040 Segment 4 0.047 0.015 0.032 Segment 5 0.096 0.031 0.065 Segment 6 0.000 0.000 0.000 Segment 7 0.610 0.197 0.413 Segment 8 0.040 0.013 0.027 Segment 9 0.042 0.014 0.028 Segment 10 0.000 0.000 1 2 .000 Segment 11 0.182 0.059 0.123 Segment 12 0.000 0.000 0.000 INTERSECTIONS 0.812 Multiple - vehicle Intersection 1 1.365 0.528 0.837 Intersection 2 3.055 1.049 2.006 Intersection 3 0.291 0.137 0.154 Intersection 4 0.837 0.394 0.443 Intersection 5 0.966 0.370 0.596 Intersection 6 0.911 0.348 0.563 Intersection 7 1.046 0.391 0.655 Intersection 8 0.489 0.214 0.275 Intersection 9 1.996 0.599 1.397 Intersection 10 0.795 0.297 1 0.499 Intersection 11 0.712 0 .294 0.418 Intersection 12 1.392 0.540 0.852 Intersection 13 0.812 0.372 0.439 Intersection 14 3.018 1.004 2.015 Single- vehicle Intersection 1 0.155 0.049 0.106 Intersection 2 0.252 0.073 0.179 Intersection 3 0.029 0.009 0.019 Intersection 4 0.075 0.025 0.051 Intersection 5 0.103 0.032 0.071 Intersection 6 0.108 0.036 0.072 Intersection 7 0.114 0.035 0.079 Intersection 8 0.047 0.015 0.032 Intersection 9 0.254 0.075 0.179 Intersection 10 0.105 0.037 0.068 Intersection 11 0.080 0.026 0.055 Intersection 12 0.156 0.049 0.107 Intersection 13 0.084 0.027 0.056 Intersection 14 0.192 0.050 0.142 COMBINED (sum of column) 34.161 11.060 23.101 -- -- I.F9i 8r4liL.S Worksheet 3B -- Predicted Pedestrian and Bicycle Crashes for Nped Urban and Suburban Arterials Segment 1 1 2 3 Site Type Nped Nbike ROADWAY SEGMENTS Segment 1 0.018 0.005 Segment 2 0.015 0.004 Segment 3 0.010 0.008 Segment 4 0.004 0.003 Segment 5 0.005 0.004 Segment 6 0.002 0.002 Segment 7 0.014 0.011 Segment 8 0.008 0.007 Segment 9 0.003 0.002 Segment 10 0.002 0.002 Segment 11 0.016 0.013 Segment 12 0.002 0.002 INTERSECTIONS 0.0 Intersection 1 0.033 0.027 Intersection 2 0.019 0.057 Intersection 3 0.007 0.005 Intersection 4 0.019 0.014 Intersection 5 0.022 0.017 Intersection 6 0.022 0.018 Intersection 7 0.024 0.018 Intersection 8 0.011 0.008 Intersection 9 0.046 0.035 Intersection 10 0.020 0.016 Intersection 11 0.016 0.012 Intersection 12 0.034 0.028 Intersection 13 0.018 0.014 Intersection 14 0.081 0.048 COMBINED (sum of column) 0.472 0.381 INEENEEMEN Worksheet 3C -- Site - Specific EB Method Summary Results for Urban and Suburban Arterials (1) 2 (3) (4) (5) (6) Crash severity level N predicted N ped N bike N expected (VEHICLE) N expected Total (2)COMB from Worksheet 3A (2)COMB from Worksheet 3B (3)COMB from Worksheet 3B (8)COMB Worksheet 3A (3) +(4) +(5) 34.2 0.5 0.4 0.0 0.9 Fatal and injury (FI) (3)COMB from Worksheet 3A (2)COMB from Worksheet 3B (3)COMB from Worksheet 3B (5)TOTAL * (2)F1 /(2) TOTAL (3) +(4) +(5) 11.1 0.5 0.4 0.0 0.9 Property damage only (PDO) (4)COMB from Worksheet 3A -- -- (5)TOTAL * (2)PDO / (2) TOTAL (3) +(4) +(5) 23.1 0.0 0.0 0.0 0.0 Input Worksheet for Crossroad Ramp Terminals Terminal 1 Terminal 2 Terminal 3 Terminal 4 Terminal s Terminal 6 Clear Echo Input Values Check Input Values Study Study Study Study Study Study (View results in Column T) (View results in Advisory Messages) Period Period Period Period Period Period Ramp terminal configuration: D4 D4 I Yes Yes 1 0 Ramp terminal description: NB Exit Ramp SB Exit Ramp at SR 434 Width of lane or bay (Wb,in), ft: Outside approach Protected -only mode (lp,it,out) ?: Ramp terminal traffic control type: Signal Signal crossroad leg (n ps): Outside approach Ramp Is a non -ramp public street leg present at the terminal (I ps) ?: 0 0 2 0 0 0 Alignment Data Exit ramp skew angle (Isk), degrees: Distance to the next public street intersection on the outside crossroad leg (Lstr), mi: 0.23 0.13 Distance to the adjacent ramp terminal (Lrmp), mi: 0.11 0.11 i ramc Control Crossroad linside approach I Protected -only mode (Ip,it,in)?: I Yes Yes 1 0 0 Width of lane or bay (Wb,in), ft: Outside approach Protected -only mode (lp,it,out) ?: 2 2 on the outside crossroad leg (n ps): Outside approach Turn Control E median 201111111 Crossroad Both approaches Lanes serving through vehicles (Rh): 4 4 1 0 0 Width of lane or bay (Wb,in), ft: Inside approach Lanes serving through vehicles (nrh,4 2 2 on the outside crossroad leg (n ps): Outside approach Ramp Outside approach Lanes serving through vehicles (nth,00: 2 2 0 0 0 0 Ramp Exit ramp approach All lanes (nex): (Right -Turn Channelization see note: --r Crossroad Inside approach Channelization present (Ich,in) ?: Yes Yes 1 0 0 Width of lane or bay (Wb,in), ft: Outside approach Channelization present (Ichlout) ?: Yes No on the outside crossroad leg (n ps): Outside approach Ramp Exit ramp approach Channelization present (Ich,ex)? es Yes Width of lane or bay (Wb,out), ft: Left -Turn Lane or Bav Crossroad Inside approach Lane or bay present (Ibay,1t,in) ?: Yes Yes 1 0 0 Width of lane or bay (Wb,in), ft: 11 11 of public street approaches on the outside crossroad leg (n ps): Outside approach Lane or bay present (Ibay,1t,out) ?: Width of lane or bay (Wb,out), ft: r ht -Turn Lane or Bay ssroad Inside approach Lane or bay present (Ibay,ron) ?: Outside approach Lane or bay present (Ibamt,out)? o es ess Data Number of driveways on the outside crossroad leg (ndw): 1 0 0 Number of public street approaches on the outside crossroad leg (n ps): Traffic Data Year Inside Crossroad Leg Data 2016 19500 21500 Average daily traffic (AADTin) by year, veh /d: 2017 (enter data only for those years for which 2018 it is available, leave other years blank) 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Outside Crossroad Leg Data 2016 21500 19500 Average daily traffic (AADToUt) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Exit Ramp Data 2016 3950 2770 Average daily traffic (AADTe,,) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) For a B4 terminal configuration, enter the AADT for the diagonal exit ramp (not the loop exit ramp). 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Entrance Ramp Data 2016 2770 3950 Average daily traffic (AADTen) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) 2017 2018 2019 or an A4 terminal configuration, enter the AADT for the 2021 iagonal entrance ramp (not the loop entrance ramp). 2022 2023 Data 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 ear I Kamp i erminai urasnes - -> (NO,w,ac,aVi) 2016 2017 2018 2019 2020 I Output Worksheet for Crossroad Ramp Terminals Signal = signalized intersection model Unsig = unsignalized intersection model Applicable Models I Terminal 1 Terminal 2 Terminal 3 Terminal 4 Terminal 5 Terminal 6 Study Period Study Period Study Period Study Period Study Period Study Period Crash Modification Factors Fatal- and -Injury Crash CMFs Non -ramp public street leg (CMF19,W,SG,at,fl): Signal 1.0001 1.000 Segment length (CMF14,W,x,at,fl): Signal Unsig 0.7851 0.738 Protected left -turn operation (CMFf6,w,SG,at,fl): Signal Year: 2016 0.557 0.557 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Channelized right turn on crossroad (CMF17,W,SG,at,fl): Signal Year: 2016 1.267 1.000 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Channelized right turn on exit ramp (CMFfs,w,SG,at,fl): Signal Year: 2016 1.1401 1.098 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Access point frequency (CMF1 3,1,11,atfl): Signal Year: Unsig 2016 1.000 1.000 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Crossroad left -turn lane (CMFff,,,,,,at,f;): Signal Year: Unsig 2016 0.857 0.842 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Unsig 2016 1.000 0.902 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Unsig 2016 1.337 1.172 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Unsig 2016 1.016 1.012 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Skew angle (CMFZO,w,sr,atfl): Year: Unsig 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 All -way stop control (CMFawsc): Unsig Property- Damage -Only Crash CMFs Non -ramp public street leg (CMF19,W,sG,at,pdo): Signal 1.0001 1.000 Segment length (CMF14,w,x,at,pdo): Signal 0.7841 0.736 Protected left -turn operation (CMF16,W,sG,at,pdo): Signal Year: 2016 0.691 0.691 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Channelized right turn on crossroad (CMF17,W,SG,at,pdo): Signal Year: 2016 1.267 1.000 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Channelized right turn on exit ramp (CMF18,W,SG,at,pdo): Signal Year: 2016 1.263 1.184 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Access point frequency (CMF13,w,x,at,pdo): Signal Year: 2016 1.000 1.000 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Crossroad left -turn lane (CMF11,w,x,at,pdo): Signal Year: Unsig 2016 0.869 0.856 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Crossroad right -turn lane (CMF12,W,X,at,pdo): Signal Year: Unsig 2016 1.000 0.975 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Median width (CMF15,w,x,at,pdo): Signal Year: 2016 1.248 1.129 2017 2018 2019 2020 verdispersion parameter (k,,,x,at,r;): bserved crash count (N *Owxatfi)l crashes: �dicted average crash freq. for reference year (Np,w,x,at,r,r), crasl uivalent years associated with crash count (Cbmx,at,r,r), yr: ected average crash freq. for reference year given N'o (Na,w,x,at,e,), crashes /yr: �dicted average crash frequency (Np,w,x,at,r), crashes /yr: amp Terminal Crash Analysis verdispersion parameter (k,,,x,at,pdo): bserved crash count (N*o.w.x.atDdo), crashes: �dicted average crash freq. for reference year (Np,w,x,at,pdo,r), cra uivalent years associated with crash count (Cb,w,x,at,pdo,r), yr: ected average crash freq. for reference year given N'o (Na,w,x,at,pdo,r), crashes /y �dicted average crash frequency (Np,w,x,at,pdo), crashes /yr: 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Year tes /yr: 2016 3.333 1.842 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Year shes /yr: r: 2016 4.753 2.873 2017 2018 2019 2020 ,ig Study Period) crash frequency (N', iniury crash K), crashes: crashes: Ion - incapacitating inj. crash freq. (N'e,w,x,at,B), crashes: ossible injury crash freq. (N'e,w,X,at,c), crashes: Total fatal- and - injury crash freq. (N'e,wxxt,fl), crashes: roperty- damage -only crash freq. (N e,w,x,at,pdo), crashes: Total crash frequency (N'e,w,X,at,as), crashes: itermediate Results roportion of total leg AADT on the crossroad (PX,d): portion of total leg AADT on the inside crossroad leg (Pin): 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 0.003 0.002 0.076 0.042 0.501 0.277 2.753 1.521 3.3331 1.842 4.753 2.873 8.0861 4.714 Year 2016 0.859 0.859 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2016 0.409 0.451 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2016 0.451 0.409 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2016 0.083 0.058 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 Year 2016 19500 21500 2017 19500 21500 2018 19500 21500 2019 19500 21500 2020 19500 21500 2021 19500 21500 2022 19500 21500 2023 19500 21500 2024 19500 21500 2025 19500 21500 2026 19500 21500 2027 19500 21500 2028 19500 21500 2029 19500 21500 2030 19500 21500 2031 19500 21500 2032 19500 21500 2033 19500 21500 2034 19500 21500 2035 19500 21500 2036 19500 21500 2037 19500 21500 2038 19500 21500 2039 19500 2= 2016 21500 19500 2017 21500 19500 2018 21500 19500 2019 21500 19500 2020 21500 19500 2021 21500 19500 2022 21500 19500 2023 21500 19500 2024 21500 19500 2025 21500 19500 2026 21500 19500 2027 21500 19500 2028 21500 19500 2029 21500 19500 2030 21500 19500 2031 21500 19500 2032 21500 19500 2033 21500 19500 2034 21500 19500 2035 21500 19500 2036 21500 19500 2037 21500 19500 2038 21500 19500 2039 2016 3950 2770 2017 3950 2770 2018 3950 2770 2019 3950 2770 2020 3950 2770 2021 3950 2770 2022 3950 2770 2023 3950 2770 2024 3950 2770 2025 3950 2770 2026 39501 2770 2027 3950 2770 2028 3950 2770 2029 3950 2770 2030 3950 2770 2031 3950 2770 2032 3950 2770 2033 3950 2770 2034 3950 2770 2035 3950 2770 2036 3950 2770 2037 3950 2770 2038 3950 2770 2039 Entrance Ramp Data 2016 2770 3950 Average daily traffic (AADTen) by year, veh /d: 2017 2770 3950 2018 2770 3950 2019 2770 3950 2020 2770 3950 2021 2770 3950 2022 2770 3950 2023 2770 3950 2024 2770 3950 2025 2770 3950 2026 2770 3950 2027 2770 3950 2028 2770 3950 2029 2770 3950 2030 2770 3950 2031 2770 3950 2032 27701 3950 2033 2770 3950 2034 2770 3950 2035 2770 3950 2036 2770 3950 2037 2770 3950 2038 2770 3950 2039 2016 Corridor Total (No- Build) 2016 Predicted Expected Exp to Pred Ratio Location Resurfacing Adj Baseline Segment 1 0.978 0.620 0.6335 Spring to Vistawilla 1.00 0.620 Segment 2 0.792 0.521 0.6574 Vistawilla to Jetta Point 1.00 0.521 Segment 3 2.004 1.284 0.6410 Palm to Mactavandash 0.96 1.232 Segment 4 0.740 0.555 0.7506 Mactavandash to Pinebranch 0.88 0.489 Segment 5 0.968 0.692 0.7151 Pinebranch to Cranston 0.88 0.609 Segment 6 0.395 0.327 0.8276 Cranston to Calypso 0.88 0.287 Segment 7 2.765 1.589 0.5748 Calypso to Hammock 0.88 1.398 Segment 8 1.641 0.947 0.5773 Hammock to Laurel Oaks 0.96 0.909 Segment 9 0.586 0.468 0.7991 Laurel Oaks to Sweet Violet 0.96 0.449 Segment 10 0.463 0.376 0.8107 Sweet Violet to Artesia 0.96 0.360 Segment 11 3.093 2.084 0.6740 Artesia to Sweetwater Creek 0.88 1.834 Segment 12 0.459 0.373 0.8123 Sweetwater to Magnolia 0.88 0.328 Intersection 1 1.581 1.806 1.1426 Spring 1.00 1.806 Intersection 2 3.383 3.217 0.9512 Vistawilla 1.00 3.217 Intersection 3 0.331 0.504 1.5219 Jetta 1.00 0.504 Intersection 4 0.945 1.774 1.8768 Palm 1.00 1.774 Intersection 5 1.108 1.367 1.2343 Mactavandash 1.00 1.367 Intersection 6 1.060 0.975 0.9200 Pinebranch 1.00 0.975 Intersection 7 1.202 1.092 0.9089 Cranston 1.00 1.092 Intersection 8 0.555 0.419 0.7553 Calypso 1.00 0.419 Intersection 9 2.331 3.224 1.3828 Hammock 1.00 3.224 Intersection 10 0.937 0.817 0.8723 Laurel 1.00 0.817 Intersection 11 0.821 0.834 1.0157 Sweet Violet 1.00 0.834 Intersection 12 1.610 1.396 0.8669 Artesia 1.00 1.396 Intersection 13 0.928 1.011 1.0898 Sweetwater 1.00 1.011 Intersection 14 3.339 2.874 0.8607 Magnolia 1.00 2.874 NB Ramp 8.086 8.086 1.0000 NB Ramp 1.00 8.086 SB Ramp 4.714 4.714 1.0000 SB Ramp 1.00 4.714 Total 47.814 43.948 43.148 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 1A -- General Information and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Spring Ave. to Vistawilla Dr. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 4D Length of segment, L (mi) -- 0.206 AADT (veh /day) AADTMA, 66,000 (veh /day) -- 29,000 Type of on- street parking (none/parallel/angle) Proportion of curb length with on- street parking None -- None 0 Median width ft - for divided only Lighting (present /not present) 15 Not Present 40 Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 2 Minor commercial driveways (number) -- 0 Major industrial / institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) -- 0 Posted Speed Greater than 30 mph 48.54 Offset to roadside fixed objects (ft) [If greater than 30 or Not Present, input 30] 30 6 Calibration Factor, Cr 1.00 1.00 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 (1) *(2) *(3) *(4) *(5) 1.00 1.17 0.97 1.00 1.00 1.14 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments (1) (2) (3) (4) Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.6 0.21 7.7 Fatal and injury (FI) 0.4 0.21 2.2 Property damage only (PDO) 1.1 0.21 5.5 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 1A -- General Information and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Vistawilla Dr. to Jetta Point Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 4D Length of segment, L (mi) -- 0.187 AADT (veh /day) AADTMA, 66,000 (veh /day) -- 29,000 Type of on- street parking (none/parallel/angle) Proportion of curb length with on- street parking None -- None 0 Median width ft - for divided only Lighting (present /not present) 15 Not Present 40 Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 1 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 80.21 Offset to roadside fixed objects (ft) [If greater than 30 or Not Present, input 30] 30 11 Calibration Factor, Cr 1.00 1.00 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 (1) *(2) *(3) *(4) *(5) 1.00 1.20 0.97 0.91 1.00 1.06 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments (1) (2) (3) (4) Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) (Total) from Worksheet 1 K (2)/(3) Total 1.3 0.19 6.9 Fatal and injury (FI) 0.4 0.19 1.9 Property damage only (PDO) 0.9 0.19 4.9 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Palm Drive to Mactavandash Drive Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.26 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 32,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 2 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 61.54 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.26 1.00 1.00 1.00 1.26 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 3.6 0.26 13.9 Fatal and injury FI ) 1.0 0.26 3.9 Property damage only (PDO) 2.6 0.26 10.1 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Mactavandash Dr. to Pine Branch Cir. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.091 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 32,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 65.93 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.28 1.00 1.00 1.00 1.28 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.3 0.09 14.6 Fatal and injury FI ) 0.4 0.09 4.1 Property damage only (PDO) 1.0 0.09 10.5 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Pine Branch Cir. to Cranston St. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.112 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 32,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 1 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 71.43 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.31 1.00 1.00 1.00 1.31 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.7 0.11 15.4 Fatal and injury FI ) 0.5 0.11 4.3 Property damage only (PDO) 1.2 0.11 11.1 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Cranston St. to Calypso Way Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.033 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 32,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 181.8 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 2.01 1.00 1.00 1.00 2.01 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.7 0.03 21.7 Fatal and injury FI ) 0.2 0.03 6.0 Property damage only (PDO) 0.5 0.03 15.7 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Calypso Way to Hammock Ln Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.302 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 32,000 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 1 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 2 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 49.67 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 10 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.20 1.00 1.00 1.00 1.20 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 4.8 0.30 15.9 Fatal and injury FI ) 1.4 0.30 4.6 Property damage only (PDO) 3.4 0.30 11.4 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Hammock Ln. to Ellington PI / Laurel Oaks Ct. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.258 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 28,400 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 50.39 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.24 1.00 1.00 1.00 1.24 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 2.9 0.26 11.4 Fatal and injury FI ) 0.8 0.26 3.1 Property damage only (PDO) 2.1 0.26 8.2 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Ellington PI / Laurel Oaks Ct. to Sweet Violet Dr. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) Length of segment, L (mi) -- -- 21J 0.084 AADT (veh /day) AADTMAx= 32,600 (veh /day) CMF 5r 28,400 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 1 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 59.52 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.29 1.00 1.00 1.00 1.29 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 1.0 0.08 12.4 Fatal and injury FI ) 0.3 0.08 3.4 Property damage only (PDO) 0.8 0.08 8.9 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Sweet Violet Dr. to Artesia St. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- 21J Length of segment, L (mi) -- 0.067 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Equation 12 -33 28,400 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 74.63 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.38 1.00 1.00 1.00 1.38 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 10 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.8 0.07 12.4 Fatal and injury FI ) 0.2 0.07 3.4 Property damage only (PDO) 0.6 0.07 9.0 10 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Artesia St. to Sweetwater Creek Cir. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- CMF 2r 21J Length of segment, L (mi) -- 0.473 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Table 12 -22 28,400 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 1 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 4 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 48.63 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.23 1.00 1.00 1.00 1.23 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 11 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 5.5 0.47 11.6 Fatal and injury FI ) 1.5 0.47 3.2 Property damage only (PDO) 4.0 0.47 8.4 11 I. F9iil�R.' FTif7' iT. 6Y111Ri: F.7iL'RiniF.l��'i-- L'.RdilRa8d= Urer Worksheet General n orma ion and Input Data for Urban and Suburban Roadway Segments General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Roadway Section Jurisdiction Analysis Year SR 434 Sweetwater Creek Cir. to Magnolia St. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Roadway type (2U, 3T, 4U, 4D, ST) -- CMF 2r 21J Length of segment, L (mi) -- 0.066 AADT (veh /day) AADTMAx= 32,600 (veh /day) from Table 12 -22 28,400 Type of on- street parking (none /parallel /angle) Proportion of curb length with on- street parking None -- None 0 Median width (ft) - for divided only Lighting (present /not present) 15 Not Present Not Present Not Present Autospeed enforcement resent / not resent Major commercial driveways (number) Not Present -- Not Present 0 Minor commercial driveways (number) -- 0 Major industrial /institutional driveways (number) -- 0 Minor industrial /institutional driveways number 0 Major residential driveways (number) -- 0 Minor residential driveways number 0 Other driveways (number) -- 0 Speed Category Roadside fixed object density (fixed objects / mi) 0 Posted Speed Greater than 30 mph 75.76 Offset to roadside fixed objects ft If greater than 30 or Not Present, input 301 30 8 Calibration Factor, Cr 1.00 1.02 Worksheet 1 B -- Crash Modification Factors for Urban and Suburban Roadway Segments (1) (2) (3) (4) (5) (6) CMF for On- Street Parking CMF for Roadside Fixed Objects CMF for Median Width CMF for Lighting CMF for Automated Speed Enforcement Combined CMF CMF 1r CMF 2r CMF 3r CMF 4r CMF 5r CMF comb from Equation 12 -32 from Equation 12 -33 from Table 12 -22 from Equation 12 -34 from Section 12.7.1 1 * 2 * 3 * 4 * 5 1.00 1.39 1.00 1.00 1.00 1.39 Worksheet 1 L -- Summary Results for Urban and Suburban Roadway Segments 12 2 3 4 Crash Severity Level Predicted average crash frequency, N predicted r. (crashes /year) Roadway segment length, L (mi) Crash rate (crashes /mi /year) Total from Worksheet 1 K (2)/(3) Total 0.8 0.07 12.5 Fatal and injury FI ) 0.2 0.07 3.4 Property damage only (PDO) 0.6 0.07 9.1 12 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Spring Avenue Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 29,000 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 1,600 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Not Applicable Type of left -turn signal phasing for Leg #2 -- Not Applicable Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right-turn-on-red prohibited for 3SG, use maximum value of 31 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes PedVol -- Signalized intersections only 0 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m (1,000 ft) of the intersection 0 2 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m (1,000 ft) of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections (1) (2) (3) (4) (5) (6) (7) CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 51 CMF 6i CMF coM6 from Table 12 -24 from Table 12 -25 from Table 12 -26 from E uation 12 -35 from E uation 12 -36 from E uation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 1.00 1.00 1.00 1.00 0.53 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 2.4 Fatal and injury (FI) 1.0 Property damage only (PDO) 1.4 13 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Vistawilla Dr. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3SG AADT ajor(veh /day) AADTMAX= 58,100 (veh /day) -- 29,000 AADTR,; nor (veh /day) AADT MAX = 16,400 (veh /day) -- 8,390 Intersection lighting (present /not present) Not Present Present Calibration factor, C, 1.00 1.56 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 3 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 2 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1 Maximum number of lanes crossed by a pedestrian (n ian i -- 5 Number of bus stops within 300 m 1,000 ft of the intersection 0 3 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.80 0.99 0.92 1.00 0.91 1.00 0.66 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections (1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 5.7 Fatal and injury (FI) 1.9 Property damage only (PDO) 3.8 14 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Jetta Point Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 29,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 270 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Not Applicable Type of left -turn signal phasing for Leg #2 -- Not Applicable Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.45 1.00 0.86 1.00 1.00 1.00 0.39 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 0.6 Fatal and injury (FI) 0.3 Property damage only (PDO) 0.3 15 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Palm Dr. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 32,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 270 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 3 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 1 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 2 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.7 Fatal and injury (FI) 0.8 Property damage only (PDO) 0.9 16 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Mactavandash Dr. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 32,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 1,460 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 2.0 Fatal and injury (FI) 0.7 Property damage only (PDO) 1.2 17 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Pinebranch Cir. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 32,000 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 780 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 2 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 4 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 0.74 1.00 1.00 1.00 0.39 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.6 Fatal and injury (FI) 0.7 Property damage only (PDO) 0.9 In I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Cranston St. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 32,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 1,770 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 2.1 Fatal and injury (FI) 0.8 Property damage only (PDO) 1.3 19 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Calypso Way Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- -- 3ST 32,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 500 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.45 1.00 1.00 1.00 1.00 1.00 0.45 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.0 Fatal and injury (FI) 0.4 Property damage only (PDO) 0.6 20 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Hammock Ln / Deleon St. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 32,000 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 8,560 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 0.86 1.00 1.00 1.00 0.58 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 4.1 Fatal and injury (FI) 1.3 Property damage only (PDO) 2.9 21 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Ellington PI / Laurel Oaks Ct Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4ST AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- 28,400 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 520 Intersection lighting (present /not present) Not Present Present Calibration factor, C,, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 1 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 0.86 1.00 0.91 1.00 0.42 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.4 Fatal and injury (FI) 0.6 Property damage only (PDO) 0.8 22 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Sweet Violet Dr Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 28,400 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 840 Intersection lighting (present /not present) Not Present Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 1 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.67 1.00 1.00 1.00 0.91 1.00 0.61 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.5 Fatal and injury (FI) 0.6 Property damage only (PDO) 0.9 23 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Artesia St. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) AADT ajor(veh /day) AADTMAX= 46,800 (veh /day) -- -- 4ST 28,400 AADTR,; nor (veh /day) AADT MAX = 5,900 (veh /day) -- 1,860 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 2 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Not Present 1 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.53 1.00 1.00 1.00 1.00 1.00 0.53 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 2.4 Fatal and injury (FI) 1.0 Property damage only (PDO) 1.4 24 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Artesia St.Sweetwater Creek Cir. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 3ST AADT ajor(veh /day) AADTMAX= 45,700 (veh /day) -- 28,400 AADTR,; nor (veh /day) AADT MAX = 9,300 (veh /day) -- 340 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 0.98 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 0 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Protected / Permissive Type of left -turn signal phasing for Leg #3 -- Permissive Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 2 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Worksheet 21. -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 1.6 Fatal and injury (FI) 0.7 Property damage only (PDO) 0.9 25 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 2A -- General Information and Input Data for Urban and Suburban Arterial Intersections General Information Location Information Analyst Agency or Company Date Performed AJL KAI 08/17/15 Roadway Intersection Jurisdiction Analysis Year SR 434 SR 434 at Magnolia St. Seminole County, FL 2036 Input Data Base Conditions Site Conditions Intersection type (3ST, 3SG, 4ST, 4SG) -- 4SG AADT ajor(veh /day) AADTMAX= 67,700 (veh /day) -- 28,400 AADTR,; nor (veh /day) AADT MAX = 33,400 (veh /day) -- 3,250 Intersection lighting (present /not present) Not Present Not Present Calibration factor, C, 1.00 1.00 Data for unsignalized intersections only: -- -- Number of major -road approaches with left -turn lanes (0,1,2) 0 0 Number of major -road approaches with right -turn lanes (0,1,2) 0 0 Data for signalized intersections only: -- -- Number of approaches with left -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 2 Number of approaches with right -turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3] 0 0 Number of approaches with left -turn signal phasing [for 3SG, use maximum value of 3] -- 2 Type of left -turn signal phasing for Leg #1 Permissive Permissive Type of left -turn signal phasing for Leg #2 -- Permissive Type of left -turn signal phasing for Leg #3 -- Not Applicable Type of left -turn signal phasing for Leg #4 (if applicable) -- Not Applicable Number of approaches with right- turn -on -red prohibited [for 3SG, use maximum value of 3] 0 0 Intersection red light cameras (present /not present) Not Present Not Present Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only 1,500 Maximum number of lanes crossed by a pedestrian (n ian i -- 0 Number of bus stops within 300 m 1,000 ft of the intersection 0 0 Schools within 300 m (1,000 ft) of the intersection (present /not present) Number of alcohol sales establishments within 300 m 1,000 ft of the intersection Not Present 0 Present 0 Worksheet 2B -- Crash Modification Factors for Urban and Suburban Arterial Intersections Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) 2 3 4 5 6 7 CMF for Left -Turn Lanes CMF for Left -Turn Signal Phasing CMF for Right -Turn Lanes CMF for Right Turn on Red CMF for Lighting CMF for Red Light Cameras Combined CMF CMF 1i CMF 2i CMF 3i CMF 4i CMF 5i CMF 6i CMF come from Table 12 -24 from Table 12 -25 from Table 12 -26 from Equation 12 -35 from Equation 12 -36 from Equation 12 -37 1 * 2 * 3 * 4 * 5 * 6 0.81 0.99 1.00 1.00 1.00 1.00 0.80 Worksheet 2L -- Summary Results for Urban and Suburban Arterial Intersections 1) (2) Crash severity level Predicted average crash frequency, NpmdicWd me (crashes /year) (Total) from Worksheet 2K Total 5.5 Fatal and injury (FI) 2.0 Property damage only (PDO) 3.5 26 I. F9iil�R.' FTif7' iT. 6Y111Ri: F. 7iL' RiniF.l��'i-- L'.RdilRaid=SiiL.S Worksheet 3A -- Predicted Crashes by Severity and Site Type and Observed Crashes Using the Site - Specific EB Method for Urban and Suburban Expected (crashes /year) crashes, Parameter, k adjustment, w average crash Arterials NodseNed (crashes /year) Segment 4 1.079 (1) (2) (3) (4) (5) (6) (7) (8) Segment 2 Predicted average crash frequency Observed Overdispersion Weighted Expected (crashes /year) crashes, Parameter, k adjustment, w average crash Collision type / Site type NodseNed (crashes /year) Segment 4 1.079 N predicted N predicted (F 1) N pred;aed Equation A -5 Equation A -4 (TOTAL) (PDO) 1.357 0.389 from Part C from Part C Segment 6 0.615 Appendix Appendix ROADWAYSEGM ENTS Segment 1 1.200 0.328 0.872 Segment 2 1.020 0.279 0.741 Segment 3 3.028 0.868 2.160 Segment 4 1.079 0.309 0.770 Segment 5 1.357 0.389 0.968 Segment 6 0.615 0.176 0.438 Segment 7 3.348 0.960 2.388 Segment 8 2.422 0.696 1.725 Segment 9 0.823 0.236 0.586 Segment 10 0.701 0.202 0.500 Segment 11 4.402 1.266 3.137 Segment 12 0.694 0.200 0.495 Single- vehicle Segment 1 0.188 0.034 0.154 Segment 2 0.160 0.029 0.131 Segment 3 0.468 0.072 0.396 Segment 4 0.167 0.026 0.141 Segment 5 0.210 0.032 0.177 Segment 6 0.095 0.015 0.080 Segment 7 0.517 0.080 0.437 Segment 8 0.427 0.069 0.359 Segment 9 0.145 0.023 0.122 Segment 10 0.124 0.020 0.104 Segment 11 0.777 0.125 0.652 Segment 12 0.122 0.020 0.103 Multiple - vehicle driveway- related Segment 1 0.155 0.044 0.111 Segment 2 0.073 0.021 0.052 Segment 3 0.087 0.028 0.059 Segment 4 0.070 0.022 0.047 Segment 5 0.142 0.046 0.096 Segment 6 0.000 0.000 0.000 Segment 7 0.908 0.293 0.614 Segment 8 0.060 0.019 0.040 Segment 9 0.062 0.020 0.042 Segment 10 0.000 0.000 0.000 Segment 11 0.210 0.081 0.183 Segment 12 0.000 0.000 0.000 INTERSECTIONS Multiple - vehicle Intersection 1 2.086 0.849 1.237 Intersection 2 5.263 1.691 3.572 Intersection 3 0.533 0.238 0.295 Intersection 4 1.537 0.684 0.853 Intersection 5 1.769 0.637 1.132 Intersection 6 1.397 0.562 0.836 Intersection 7 1.914 0.672 1.243 Intersection 8 0.890 0.368 0.522 Intersection 9 3.653 1.021 2.632 Intersection 10 1.215 0.477 0.738 Intersection 11 1.306 0.507 0.799 Intersection 12 2.129 0.868 1.261 Intersection 13 1.480 0.643 0.837 Intersection 14 5.058 1.745 3.313 Single- vehicle Intersection 1 0.185 0.056 0.129 Intersection 2 0.348 0.101 0.247 Intersection 3 0.038 0.012 0.026 Intersection 4 0.099 0.031 0.068 Intersection 5 0.135 0.040 0.094 Intersection 6 0.129 0.042 0.088 Intersection 7 0.148 0.044 0.104 Intersection 8 0.061 0.019 0.042 Intersection 9 0.332 0.095 0.237 Intersection 10 0.126 0.042 0.084 Intersection 11 0.105 0.032 0.073 Intersection 12 0.187 0.056 0.131 Intersection 13 0.109 0.034 0.075 Intersection 14 0.280 0.066 0.214 COMBINED (sum of column) 58.425 18.666 39.759 -- -- I.F9i 8r4liL.S Worksheet 3B -- Predicted Pedestrian and Bicycle Crashes for Nped Urban and Suburban Arterials Segment 1 1 2 3 Site Type Nped Nbike ROADWAY SEGMENTS Segment 1 0.029 0.008 Segment 2 0.024 0.006 Segment 3 0.018 0.015 Segment 4 0.007 0.005 Segment 5 0.009 0.007 Segment 6 0.004 0.003 Segment 7 0.024 0.019 Segment 8 0.015 0.012 Segment 9 0.005 0.004 Segment 10 0.004 0.003 Segment 11 0.028 0.022 Segment 12 0.004 0.003 INTERSECTIONS 0.0 Intersection 1 0.050 0.041 Intersection 2 0.019 0.096 Intersection 3 0.012 0.009 Intersection 4 0.034 0.026 Intersection 5 0.039 0.030 Intersection 6 0.034 0.027 Intersection 7 0.042 0.032 Intersection 8 0.020 0.015 Intersection 9 0.082 0.062 Intersection 10 0.030 0.024 Intersection 11 0.029 0.022 Intersection 12 0.051 0.042 Intersection 13 0.033 0.025 Intersection 14 0.095 0.080 COMBINED (sum of column) 0.739 0.640 INEENEEMEN Worksheet 3C -- Site - Specific EB Method Summary Results for Urban and Suburban Arterials (1) 2 (3) (4) (5) (6) Crash severity level N predicted N ped N bike N expected (VEHICLE) N expected Total (2)COMB from Worksheet 3A (2)COMB from Worksheet 3B (3)COMB from Worksheet 3B (8)COMB Worksheet 3A (3) +(4) +(5) 58.4 0.7 0.6 0.0 1.4 Fatal and injury (FI) (3)COMB from Worksheet 3A (2)COMB from Worksheet 3B (3)COMB from Worksheet 3B (5)TOTAL * (2)F1 /(2) TOTAL (3) +(4) +(5) 18.7 0.7 0.6 0.0 1.4 Property damage only (PDO) (4)COMB from Worksheet 3A -- -- (5)TOTAL * (2)PDO / (2) TOTAL (3) +(4) +(5) 39.8 0.0 0.0 0.0 0.0 Input Worksheet for Crossroad Ramp Terminals Terminal 1 Terminal 2 Terminal 3 Terminal 4 Terminal s Terminal 6 Clear Echo Input Values Check Input Values Study Study Study Study Study Study (View results in Column T) (View results in Advisory Messages) Period Period Period Period Period Period Ramp terminal configuration: D4 D4 I Yes Yes Ramp terminal description: NB Exit Ramp SB Exit Ramp at SR 434 Width of lane or bay (Wb,in), ft: Outside approach Protected -only mode (lp,it,out) ?: Ramp terminal traffic control type: Signal Signal Year Outside approach Ramp Is a non -ramp public street leg present at the terminal (I ps) ?: 0 0 2 0 0 0 Alignment Data Exit ramp skew angle (Isk), degrees: Distance to the next public street intersection on the outside crossroad leg (Lstr), mi: 0.23 0.13 Distance to the adjacent ramp terminal (Lrmp), mi: 0.11 0.11 i ramc Control Crossroad linside approach I Protected -only mode (Ip,it,in)?: I Yes Yes mber of public street approaches on the outside crossroad leg (n ps): r Width of lane or bay (Wb,in), ft: Outside approach Protected -only mode (lp,it,out) ?: 2 2 ffic Data Year Outside approach Turn Control E median 201111111 Crossroad Both approaches Lanes serving through vehicles (Rh): 4 4 mber of public street approaches on the outside crossroad leg (n ps): r Width of lane or bay (Wb,in), ft: Inside approach Lanes serving through vehicles (nrh,4 2 2 ffic Data Year Outside approach Ramp Outside approach Lanes serving through vehicles (nth,ou): 2 2 0 0 0 0 Ramp Exit ramp approach All lanes (nex): (Right -Turn Channelization see note: --r Crossroad Inside approach Channelization present (Ich,in) ?: Yes Yes mber of public street approaches on the outside crossroad leg (n ps): r Width of lane or bay (Wb,in), ft: Outside approach Channelization present (Ichlout) ?: Yes No ffic Data Year Outside approach Ramp Exit ramp approach Channelization present (Ich,ex)? es Yes Width of lane or bay (Wb,out), ft: Left -Turn Lane or Bav Crossroad Inside approach Lane or bay present (Ibay,1t,in) ?: Yes Yes mber of public street approaches on the outside crossroad leg (n ps): r Width of lane or bay (Wb,in), ft: 11 11 ffic Data Year Outside approach Lane or bay present (Ibay,1t,out) ?: Width of lane or bay (Wb,out), ft: r ht -Turn Lane or Bay ssroad Inside approach Lane or bay present (Ibay,ron) ?: Outside approach Lane or bay present (Ibamt,out)? o es ess Data mber of driveways on the outside crossroad leg (ndW): 0 0 mber of public street approaches on the outside crossroad leg (n ps): r ffic Data Year 29000 1 32000 average daily traffic (AADTin) by year, veh /d: 2037 (enter data only for those years for which 2038 it is available, leave other years blank) 1 2039 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 2055 2056 2057 2058 2059 Outside Crossroad Leg Data 2036 32000 29000 Average daily traffic (AADToUt) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 2055 2056 2057 2058 2059 Exit Ramp Data 2036 5870 4120 Average daily traffic (AADTe,,) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) For a B4 terminal configuration, enter the AADT for the diagonal exit ramp (not the loop exit ramp). 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 2055 2056 2057 2058 2059 Entrance Ramp Data 2036 4120 5870 Average daily traffic (AADTen) by year, veh /d: (enter data only for those years for which it is available, leave other years blank) 2037 2038 2039 or an A4 terminal configuration, enter the AADT for the 2041 iagonal entrance ramp (not the loop entrance ramp). 2042 2043 Data 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 2055 2056 2057 2058 2059 ear I Kamp i erminai urasnes - -> (NO,w,ac,aVi) 2036 2037 2038 2039 2040 I output vvorKsneet for c:rossroaa tramp i ermmais Signal = signalized intersection model I Terminal 1 Terminal 2 Terminal 3 Terminal 4 Terminal 5 Terminal 6 Unsig = unsignalized intersection model F Applicable I Study Study Study Study Study Study Models Period I Period I Period I Period I Period I Period Non -ramp public street leg (CMF19wSC,atr): I Signal I 1 1.0001 1.000 Segment length (CMF14,w,x,at,fl): Signal I Unsig 1 0.7851 0.738 Non -ramp public street leg (CMF,ywSC,atpdo): I Signal I 1 1.0001 1.000 Segment length (CMF14,w,x,at,pdo): I Signal 1 1 0.7841 0.736 rotected left -turn operation (CMF16,w,SC,at,pdo): Overdispersion parameter (kw,x,at,f): crash count (N'o,w,x,ac,pdo), crashes: Observed crash count (N'o,w,x,at,f), crashes: Reference year (r): Reference year (r): Predicted average crash freq. for reference year (Np,w,x,ac,f,r), crashes /yr: Equivalent years associated with crash count (Ce,w,x,at,f,r), yr: Expected average crash freq. for reference year given N o (Nawx,at,fi r), crashes /yr: Predicted average crash frequency (Np,w,x,at,fi), crashes /yr: 2036 4.816 2.867 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 2055 2056 2057 2058 2059 Crash parameter Observed crash count (N'o,w,x,ac,pdo), crashes: Reference year (r): Predicted average crash freq. for reference year (Np,w,x,ac,pdo,r), crashes /yr: Equivalent years associated with crash count (Ce,w,x,at,pdo,r), yr: Expected average crash freq. for reference year given N o (Na wxat,pdo,I crashes /yr: Predicted average crash frequency 2036 5.197 3.853 (Np,w,x,at,pdo), crashes /yr: 2037 2038 2039 2040 Fatal crash frequency (N *e,w,x,at,K), crashes: 0.004 0.003 Incapacitating injury crash freq. (N *e,w,x,atn), crashes: 0.110 0.066 Non - incapacitating inj. crash freq. (N *e,w,x,ate), crashes: 0.724 0.431 Possible injury crash freq. (N *e,w,x,at,C), crashes: 3.978 2.368 Total fatal- and -injury crash freq. (N *e,w,x,atf), crashes: 4.816 2.867 Property- damage -only crash freq. (N *e,w,x,at,pdo), crashes: 1 5.1971 3.853 Total crash frequency (N *e,w,x,atas), crashes: 1 10.0131 6.720 2041 29000 32000 2042 29000 32000 2043 29000 32000 2044 29000 32000 2045 29000 32000 2046 29000 32000 2047 290001 32000 2048 290001 32000 2049 290001 32000 2050 290001 32000 2051 290001 32000 2052 290001 32000 2053 29000 32000 2054 29000 32000 2055 29000 32000 2056 29000 32000 2057 29000 32000 2058 29000 32000 2059 29000 32000 2036 32000 29000 2037 32000 29000 2038 32000 29000 2039 32000 29000 2040 32000 29000 2041 320001 29000 2042 320001 29000 2043 320001 29000 2044 320001 29000 2045 320001 29000 2046 320001 29000 2047 320001 29000 2048 320001 29000 2049 320001 29000 2050 320001 29000 2051 320001 29000 2052 320001 29000 2053 320001 29000 2054 320001 29000 2055 320001 29000 2056 320001 29000 2057 320001 29000 2058 320001 29000 2059 32000 29000 2036 5870 4120 2037 5870 4120 2038 5870 4120 2039 5870 4120 2040 5870 4120 2041 5870 4120 2042 5870 4120 2043 5870 4120 2044 5870 4120 2045 5870 4120 2046 5870 4120 2047 5870 4120 2048 5870 4120 2049 5870 4120 2050 5870 4120 2051 5870 4120 2052 5870 4120 2053 5870 4120 2054 5870 4120 2055 5870 4120 2056 5870 4120 2057 5870 4120 2058 5870 4120 2059 5870 4120 Entrance Ramp Data 2036 4120 5870 Average daily traffic (AADTef) by year, veh /d: 2037 4120 5870 2038 4120 5870 2039 4120 5870 2040 4120 5870 2041 4120 5870 2042 4120 5870 2043 4120 5870 2044 4120 5870 2045 4120 5870 2046 4120 5870 2047 41201 5870 2048 41201 5870 2049 41201 5870 2050 41201 5870 2051 41201 5870 2052 41201 5870 2053 4120 5870 2054 4120 5870 2055 4120 5870 2056 4120 5870 2057 4120 5870 2058 4120 5870 2059 1 41201 58=701 2036 Corridor Total (No- Build) 2036-NB Predicted Expected Exp to Pred Ratio Location Resurfacing Adj Baseline Segment 1 1.580 1.001 0.6335 Spring to Vistawilla 1.00 1.001 Segment 2 1.282 0.843 0.6574 Vistawilla to Jetta Point 1.00 0.843 Segment 3 3.616 2.318 0.6410 Palm to Mactavandash 0.96 2.224 Segment 4 1.327 0.996 0.7506 Mactavandash to Pinebranch 0.88 0.877 Segment 5 1.724 1.233 0.7151 Pinebranch to Cranston 0.88 1.085 Segment 6 0.716 0.593 0.8276 Cranston to Calypso 0.88 0.521 Segment 7 4.816 2.768 0.5748 Calypso to Hammock 0.88 2.436 Segment 8 2.935 1.694 0.5773 Hammock to Laurel Oaks 0.96 1.625 Segment 9 1.040 0.831 0.7991 Laurel Oaks to Sweet Violet 0.96 0.797 Segment 10 0.833 0.675 0.8107 Sweet Violet to Artesia 0.96 0.647 Segment 11 5.499 3.706 0.6740 Artesia to Sweetwater Creek 0.88 3.262 Segment 12 0.824 0.669 0.8123 Sweetwater to Magnolia 0.88 0.589 Intersection 1 2.361 2.698 1.1426 Spring 1.00 2.698 Intersection 2 5.727 5.447 0.9512 Vistawilla 1.00 5.447 Intersection 3 0.592 0.900 1.5219 Jetta 1.00 0.900 Intersection 4 1.695 3.181 1.8768 Palm 1.00 3.181 Intersection 5 1.973 2.435 1.2343 Mactavandash 1.00 2.435 Intersection 6 1.588 1.461 0.9200 Pinebranch 1.00 1.461 Intersection 7 2.138 1.943 0.9089 Cranston 1.00 1.943 Intersection 8 0.986 0.745 0.7553 Calypso 1.00 0.745 Intersection 9 4.129 5.710 1.3828 Hammock 1.00 5.710 Intersection 10 1.395 1.217 0.8723 Laurel 1.00 1.217 Intersection 11 1.463 1.486 1.0157 Sweet Violet 1.00 1.486 Intersection 12 2.408 2.088 0.8669 Artesia 1.00 2.088 Intersection 13 1.646 1.794 1.0898 Sweetwater 1.00 1.794 Intersection 14 5.513 4.745 0.8607 Magnolia 1.00 4.745 NB Ramp 10.013 10.013 1.0000 NB Ramp 1.00 10.013 SB Ramp 6.720 6.720 1.0000 SB Ramp 1.00 6.720 Total 76.638 69.909 68.488 Appendix J No -Build Crash Costs 0 m N fC e L. 0 0 O Q C i 0 Q H 0 d `L Q cl 5 •�r O � l0 M OaL+ F � c_ a+ 7 � z a U L � a N � c c_ A d U � v 0 0 ro c N a` m H e L. 0 0 Y 0 H 0 1/1 Q U O � l0 OaL+ F � c_ a+ 7 � a U � a � c c_ o d c � v 0 U O c � � Y v v c m � In M m (n co E M m p rn v rn d rn � ° ° w ro r rn ui ai t - o ro r ui v N m ii u co ui ai d R � � rn rn rn rn rn U � c M M M M m r r r r r N � N � O fA fA fA fA fA _ � R fA fA fA fA fA fA fA fA fA d R LL LL d O U t' N a r O_ a N O c O 1 a` R0 E N y o co N M v o u� a r m w u� o co d M v o C � r N y J N o r m y 3 > t e e p VI 10 R � 6 N a U � m � w fA fA Q fA fA fA u u u fA fA fA fA fA fA 0) fA fA fA fA fA F Y = R 2+ !_ r LL V U V R R 0 N CL CL u� m o rn co v R R M co m � rn r u� N o U w c C O m 0 Z R U = O Q J E N W 7 CL C R 7 U � cC C N m Q m 0 N d v rn m r N M N O v om m N N u� o v rn m c M C c o m e d E Q L V V LL� LL� 0 M I� A M M M N V N E rn im W C N N M fA A fA fA A c C fA fA fA fA fA fA fA fA fA y fA fA fA d E 0 d d a O � a � O °u lO N ry W O 2 FII II II d H L A 0 LL' g C T L v N J c A � O N d C O E U m E N p N N c O N N N U N c d rn `p d a i > O Ip U M co v m C c r M V N o rn Q N m N o M co u� m O1 Q 0 ro c N a` m H L. Y 'o H 0 1/1 Q U Q � l0 OaL+ F � c_ a+ � a U � a � c c_ o c � v 0 U c � � v v v m � rn M m (n co N M m M rn v rn v rn � ° ° w ro r co ui ai N - o ro r ui v N - w ro co ui ai d rn rn rn rn rn rn rn rn rn M M M M M m r r r r r N � M fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA d a y o co N M v o u� a r m rn u� o co N M v o co � r fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA F v N rn r u� m o rn co v N o M co m � rn r u� N o N U � c d v rn m r N M O v om m N co u� o v rn m c Q L V V LL� LL� M M I� r� r M M M O) Cr O) N M fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA 0 a O N N N N N N N N N N N M co v m � rn r M V N o rn r u� m N o M co u� m m r m rn M N M v o M N M V o M N W u� a r m rn '� n N M m rn u� o co r m M v rn u� co N r m rn o N ai ui co ro o ms ai v co r w o N v ui r ro o � u� u� u� u� u� u� co co co co co co co r r r r r r M m LL fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA O u� u� u� u� co co co r r r M M ro ro rn rn rn o 0 0 0 m y u� co r M rn o N m v u� co r M rn N m v D m m m m m m m y v v v v v FIT 0 0 0 0 0 0 0 0 0 d p C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a N C O W O O O O O O O O O O O O O O O O O O O O O O U Z `o E m m m m mm m E m m U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 � Z C O O O O O O O O O O O O O O O O O O O O O A J C C Q � u� u� u� u� co co co co co co co r r r r r r M M M M O O O O O O O O O O O O O O O O O O O O O N O O O O O O O O O O O O O O O O O O O O O LL d p-.a N m u� r rn m u� r rn N v co M O N M M O co M M M M r r r r r M M M M M rn rn M rn rn o y " r O O O O O O O O O O O O O O O O O O O O O N N N N N N N N N N N N N N N N N N N N O) O INIMITIM N N 0 ro c N a` m H v H 0 r i i z-. J N O � O � � X W � O o ?� W Q m L � � 0 N (6 U Q m N N Q I I LL � 0 J V Q i O � C � L N (6 d H N `m N } (6 C O m D Q o m (6 � Q � 0 II Q — i 0 (6 N } N J LL L L. Y 'o H 0 1/1 Q U Q � l0 OaL+ F � c_ a+ � a U � a � c c_ c � 0 U c � � W a � O « (n Z v H 0 r i i z-. J N O � O � � X W � O o ?� W Q m L � � 0 N (6 U Q m N N Q I I LL � 0 J V Q i O � C � L N (6 d H N `m N } (6 C O m D Q o m (6 � Q � 0 II Q — i 0 (6 N } N J LL L 0 m N fC e L. 0 F � Q 0 O Y 0 E Q H 0 d `L Q cl 5 U O r N l0 M W 0 F N c_ 0 7 L � z O U L N a N � c c_ A d U � 0 0 <c N c d a` m H e L. 0 0 Y 0 H 0 1/1 Q U O N l0 Y F N c_ a+ 7 � a U N a � c c_ d c � 0 U O c � N Y M in r c rn o In rn m r u� E p d rn � II II d R � � ro ro ro r r U � c r r r cp cp cp cp cp cp cp N fA N � O fA fA fA fA fA _ � R fA fA fA fA fA fA fA fA fA d R LL LL d O U t' N a r O_ a N O c O 1 a` R0 E N y m u� � w u� N rn d N rn co C o co o ° m v �n ii coo n N m rn rn o y N M J y u� co Y U M rn u� r M rn '+' r M o cp N of V o `w N of v a° v co w N y r w� m ui r � M u� m o m cp m N M cp � e n n 0 R 6 N N � U = 3 � O Y r LL V U V R R 0 CL CL M o R R o cp M o Y M rn cp M rn cp N O) cp N O) u� U w c C O 0 Z R U = O Q J E W N 7 CL C R 7 U � cC C N m Q m � in M o m in 0 o m cp M o m cp M o rn cp v � rn cp In y � (O O N I N (M O M c ni N C c o m e d E N N cm \i N M 0 V V V LL� L LL� L LL� N V N r E E W W W O) O) rn N w Y n n Iii c N fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA y fA fA fA d E 0 d d a O � a � O e o m N Lq ry W O 2 M M M M M M M FII M M M M M M N N N N N II II d H L A 0 LL' g C o N m m v v v J ui co co C A � O N d C ro rn rn o 0 0 } d E U m E p c O1 rn `p d a >. O �p U C c Q N Q 0 <c N c d a` m H L. Y 'o H 0 1/1 Q U Q N l0 OaL+ F N c_ a+ � a U N a � c c_ c � 0 U c � N M in r rn rn o o rn m r u� d ro ro ro ro ro ro r r r r r r r r cp cp cp cp cp cp cp N fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA d a y m u� � m u� N rn co N rn co M o co o ° m v �n ii coo n r m rn rn o N M M y u� co co U M rn u� r M rn '+' r M o cp N of V o cp N of v v co w N y r w� ui r o M u� m o m cp m � M cp M o cp M o cp M o cp M rn cp M rn cp N O) cp N O) u� N U � � in M o m in M o m cp M o m cp M o rn cp v � rn cp c y � (O O V I N (M O c ni N N cm \i N M M V V V LL� L LL� L LL� O O r r r W W W O) O) N fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA 0 a C M M M M M M M M M M M M M M N N N N N N N o N m m v v v ui ui co co co � � ro ro ro rn rn o 0 0 p o r r ro row rn o o � � N N M M y v u� u� cp cp - N m ui cB r w o � ai v ui r ro w N ai ui co r ro � V V V V V V LL� LL� LL� LL� LL� LL� LL� LL� 0 0 0 0 0 0 0 LL fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA D N N N M M M M M M M M M M M V V V V V V V d p C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a N U y C 0 0 0 0 0 0 0 W O O O O O O O O O O O O O O O O O O O O O O U Z `o E m U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 � Z C O O O O O O O O O O O O O O O O O O O O O A J C C O O O O O O O O O O O O O O O O O O O O O N O O O O O O O O O O O O O O O O O O O O O LL r. w p- a u� u� u� u� u� cp cp cp cp cp cp cp r r r r r r m m m y " F O O O O O O O O O O O O O O O O O O O O O 0 O O O O O O O O O O O O O O O O O O O O O N N N N N N N N N N N N N N N N N N N N O O O O O O O O O O O O O O O O O O O O O } N N N N N N N N N N N N N N N N N N N N N o � N M v cp r F N 0 <c N c d a` m H v H 0 r i i z-. J N O � O c x W � o o ?� W Q m L � N 0 N (6 U Q m N N Q N II LL � II CY H 0 J V Q i O � C � L N U N (6 d H N `m N } (0 E 0 m D Q N o m (6 � Q � 0 II Q — i 0 (6 N } N LL L L. Y 'o H 0 1/1 Q U Q N l0 OaL+ F N c_ a+ � a U N a � c c_ c � 0 U c � N W a � O « (n Z v H 0 r i i z-. 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O N 0 Y 0 H 0 1/1 Q U O N l0 OaL+ F N c_ a+ 7 � a U N a � 3 c_ d c � 0 U O c � N Y W c a In O « (n Z E p d y y ii u d R � � ro ro ro ro ro U � c ro r r r r r r O n r y fA N � fA fA fA fA fA fA _ � R fA fA fA fA fA fA fA fA fA d R � y R LL LL d O U t' N a r Q a N O c O 1 a` R0 E N ro o o N M u� w r rn o N M v cp C rn o o n ro rn o N V N cp r m rn W U M y J cp r m Y U rn r r N co N � ro N cp o v rn M r � u� rn M r N a u� w w � M cp rn M cp 'w M cp o M r o M r o v a N V A N D � U � m O m > r LL V U V R R 0 CL CL R R Y U tA w c C O m 0 Z R U = O Q J N E W 7 CL C U � R 7 cC C N � v cp m o M u� r rn N V cp m � M u� r rn N Q cp m m 0 N c N _ __� N M o C m c o v v v m e d E co co r r ro ro 0 y N V ) E E y M w fA Y fA n n Iii fA c N fA fA fA fA fA fA fA fA fA fA y d E 0 a d d a O � � O e O m Ip 10 O C r N� ry N O N W 2 OM W M W FII W M W M W T II II of d H L A 0 LL' g C J C A O N d C } d E (7 m E p c O1 fA fA fA fA fA fA fA y fA fA fA `p fA fA d a � fA fA >. fA O �p U C c Q N Q M N c d a` m H L. N Y 'o H 0 1/1 Q U Q N l0 OaL+ F N c_ a+ � a U N a � 3 c_ c � 0 U c � N W a � O « (n Z d ro ro ro ro ro ro ro ro ro m m ro r r r r r r r n r y fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA d a ro o o N M u� cp r rn o N M v cp r rn o o n ro rn o N V u� cp r m rn o N M y u� cp r m o U rn M r N co o v ro N cp o v rn M r � u� rn M r N u� w N� � M cp rn M cp o M cp o M r o M r o v N U � � v cp ro o M u� r rn N V cp m � M u� r rn N v cp m c _ __� o N m m v v v ui ui co co co r r ro ro w y M fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA 0 a C r N� N r N W N� OM W M W M W M W M W T of M Z fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA � � fA fA fA fA ) O) I� N O of (O - v cB ro o N m ui rV CN � N v co ro w ai ui r ro o � v v v u� u� u� u� u� u� cp cp cp cp cp cp r r r r r m LL fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA D N N N N M M M M M M M M M V V V V V V V V d .y y O C 0 O O O O O O O O O O O O O O O O O O O O a y C 0 0 0 0 0 0 W O O O O O O O O O O O O O O O O O O O O O O U Z `o E m U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 � Z C O O O O O O O O O O O O O O O O O O O O O A J C C O O O O O O O O O O O O O O O O O O O O O N O O O O O O O O O O O O O O O O O O O O O LL r. w .p v rn ro r r cp cp u� v v M M N � � o o rn ro ro r r y " F O O O O O O O O O O O O O O O O O O O O O 0 O O O O O O O O O O O O O O O O O O O O O N N N N N N N N N N N N N N N N N M M M M O O O O O O O O O O O O O O O O O O O O O } N N N N N N N N N N N N N N N N N N N N N N M N c d a` m H v H 0 r i i z-. 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Y 'o H 0 1/1 Q U Q � l0 OaL+ F � c_ a+ > a U � a � c c_ c � 0 U c � � o r v W N cp r r cp I m o n m rn� ° cNO C r r O O LLo LLo V 4 M N � O N fA fA fA fA fA fA fA fA fA fA d M fA fA fA fA fA fA fA fA fA fA a` m o N N m m v v v u� u� co co co � � ro ro rn fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA F rn rn rn rn rn ro roro ro r r r r r cp cp cp cp u� u� u� N U � 10 '_ N o rn r cp v m � o ro r u� V N o rn r cp v m ai ai v v ui ui co co r r roro w o o � � N N m m N M fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA 0 a T c LL� (O r r of of d) O O N N M M V LL� LL� (O r r of O N N N N N N N N N N N N N N m rn r cp v m � o rn r cp v m � o rn r cp v m � o p � N m v ui co r r row o � N m m y ui co r ro w c N N N N N N N N N N M M M M M M M M M M M - cB ro o N y r w � ai ui r o N v co ro m ui r w � u� u� cp cp cp cp cp r r r r m m m m m rn rn rn rn rn LL fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA d p C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a W O O O O O O O O O O O O O O O O O O O O O O U Z `o Z C O O O O O O O O O O O O O O O O O O O O O A C C Q � u� cp cp cp cp r r r r r roro roro ro rn rn rn rn o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N O O O O O O O O O O O O O O O O O O O O O LL r. w d u p-.a o m u� ro o N u� r rn N y r rn � v cp rn � m o ro co 0 0 o r r r r r m roro ro rn rn rn rn o 0 0 0 z y F O O O O O O O O O O O O O O O O O O O O O 0 O O O O O O O O O O O O O O O O O O O O O N N N N N N N N N N N N N N N N N M M M M O O O O O O O O O O O O O O O O O O O O O } N N N N N N N N N N N N N N N N N N N N N N M r` N c N a` m H v H 0 r i i J N O � O c x W � o o ? 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O N 0 Y 0 H 0 1/1 Q m rn v � r O co o N r o V N Y ro o 0 o m o m 7 � a U N a � c c_ d c � 0 U O c � N Y LL7 LL7 LL7 c N O In m O) LL� O E O V p N LL� O) N d W c 0 0 0 0 y 0 O) O) of of of r r O LL� y II u m N N R � � LL7 LL7 LL7 V V U � c V V V V V V V V V V y fA N E O fA fA fA fA fA _ � R fA fA fA fA fA fA fA fA fA d R 'O � E w R a O O LL LL d O U V t N a` r Q a N O c O 1 a` R'I!MMM E N w N C o in a r m rn u� � N N of v o y N of V J u� � r m T U in W co r r m rn rn o MW � N N m o y v N co co r to U u� L e v e co p co r VI W N o m m m m R o <c fO fA U) fA fA U fA fA fA fA c o fA fA ` fA fA fA fA fA fA fA O � II II II U C r W of (O V N O Y (O V N O of (O V = O MW (O V N O O R a+y r LL V U W R R 0 CL CL R R Y U w c C O m 0 Z R U = O Q N J E W MW 7 U � CL C R 7 cC C m N c in co N r m m y rn m o co n N c d N u� Q o N m r 0 N uo ro m 0 m o m u� m m N a cd cd cd r r r r co roro ro m i ai ai N o 0 0 0 M fA fA fA fA fA fA fA fA fA fA fA fA N fA fA C c o m e d E 0 A fA N V N E y im w Y n n II c — N A o } a y d E E c d p O y rn v o u� o c co N r N of m N y rn v o u� Q. 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Y 'o H 0 1/1 Q m rn N r rn M u� u� l0 of N m r v rn v rn m u� M � a U N a � c c_ c � 0 U c � N W a � O « (n Z y N N N N N N N N N N N N N N N N N N N y fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA a` fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA F M in co r rn o � N v u� co ro rn o � M v u� r m rn N U � a o � N ai v co r ro w o � N v ui co r row o � ai M M M M M M M M M V V V V V V V V V LL� LL� LL� y M fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA fA O a T o M M M in M o m in M o m co M o m co M o m co v � rn co _ EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA d y M M M M M M M M V V V V V V V V V LL7 LL7 LL7 LL7 p C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a y C W O O O O O O O O O O O O O O O O O O O O O O U Z `o E Z C O O O O O O O O O O O O O O O O O O O O O A C C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N O O O O O O O O O O O O O O O O O O O O O LL y N N N N N N N N N d Z` F O O O O O O O O O O O O O O O O O O O O O 0 O O O O O O O O O O O O O O O O O O O O O N N N N N N N N N N N N N N N N N M M M M O O O O O O O O O O O O O O O O O O O O O } N N N N N N N N N N N N N N N N N N N N N N M M n c d a` m H v H 0 r i i z-. 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I� Z 0 000 i O p OOp 0 0 0 0 0 0 0 0 0 0 N �_ QC CQz � MIN �M rM 0 NN NU)r Q� LO LO NN >- C �"r0000000000000000 40 O p 0 0 0 0 0 0 0 0 0- 0- 0 0 0 0- 0 0 a .� LO LO LO LO LO LO LO LOLn LOLO m Q a00 0 0 N N N N N N00000 N O O O O O O O O O O O O O O O O } N N N N N N N N N N N N N N N N U w Y U 0 C ul� cY 0 o a�in > O O> _ N i Q O d ` D > > (6 O O 0 O 0) 0) O C N O- tll O- = v .� N O N tll E i N U 0) - E N N (6 CL N U >�m (n C)o=J(nQ(n�QQ 0 N M V M M �NM VLn CO r 00 O 11 1 �ZW Appendix K Improvement Costs Planning Planning Level Cost Site Countermeasures Category Probable Cost Contingency Service Life Level Cost over 20 Yr Vistawilla Drive Install Intersection Lighting Lighting $40712 509/ $70067 15 $90000 Install Signal Head Backplates and Add 3" Vistawilla Drive Intersection $20700 50% $40050 6 $140000 Yellow Reflective Sheeting Install Signal Head Backplates and Add 3" SR 417 Interchange Intersection $30600 50% $50400 6 $180000 Yellow Reflective Sheeting Install Signal Head Backplates and Add 3" SR 417 Interchange Intersection $30600 50% $50400 6 $180000 Yellow Reflective Sheeting SR 417 Interchange to Magnolia 2 to 4 Lane Widening Roadway $1102500862 50% $1608760293 20 $1608760000 Street West of Palm Drive and at Construct U -Turn Locations Roadway $2320662 50% $3480993 20 $3490000 Hammock Lane Palm Drive Install Westbound Left Turn Lane Intersection $360100 50% $540149 20 $540000 Increase Sight Distance in the Southeast Palm Drive Intersection $1,005 50% $1,508 2 $15,000 Corner Palm Drive to Mactavandash Install Audible Vibratory Pavement Markers Roadway $110750 50% $170625 7 $500000 Drive Mactavandash Drive Convert to Directional Median Opening Intersection $10498 50% $20247 20 $20000 Mactavandash Drive Install Intersection Lighting Lighting $430000 50% $640500 15 $860000 Increase Sight Distance in the Southeast Mactavandash Drive Intersection $203 50% $305 7 $1,000 Corner by Moving Stop Bar Forward Mactavandash Drive to Install Audible Vibratory Pavement Markers Roadway $70830 50% $110745 7 $340000 Pinebranch Circle Construct Full Right Turn Lane in Eastbound Pinebranch Circle Roadway $260677 50% $400016 20 $400000 Direction Pinebranch Circle Convert to Directional Median Opening Intersection $10107 50% $10660 20 $20000 Extend WB LT Lane at Mactavandash and EB Pinebranch Circle LT Lane at Pinebranch to Meet Minimum Intersection $80019 50% $120029 20 $120000 Deceleration Distance Pinebranch Circle to Cranston Install Audible Vibratory Pavement Markers Roadway $90484 50% $140226 7 $410000 Street Construct Full Right Turn Lane in Westbound Cranston Street Intersection $200298 50% $300447 20 $300000 Direction Cranston Street Convert to Directional Median Opening Intersection $776 50% $10164 20 $10000 Cranston Street to Calypso Way Install Audible Vibratory Pavement Markers Roadway $30745 50% $50617 7 $160000 Calypso Way Convert to Directional Median Opening Intersection $574 50% $861 20 $10000 Calypso Way to Ladybird Install Audible Vibratory Pavement Markers Roadway $3,509 50% $5,264 7 $15,000 Academy /Ethan Hammock Court Ladybird Academy /Ethan Convert to Directional Median Opening Intersection $20269 50% $30403 20 $30000 Hammock Court Ladybird Academy /Ethan Hammock Court to Hammock Install Audible Vibratory Pavement Markers Roadway $40742 50% $70113 7 $200000 Lane Construct Full Right Turn Lane in Westbound Hammock Lane Intersection $200816 50% $310224 20 $310000 Direction Hammock Lane Construct Signa I (Short Term) Intersection $2500000 50% $3750000 20 $3750000 Construct Roundabout (as part of 4 lane Hammock Lane Intersection $3,000,000 50% $4,500,000 20 $4,500,000 widening) Hammock Lane to Laurel Oaks Install Audible Vibratory Pavement Markers Roadway $50364 50% $80046 7 $230000 Court Hammock Lane to Laurel Oaks Install Segment Lighting Lighting $930500 50% $1400250 15 $1870000 Court Laurel Oaks Court Install Intersection Lighting Lighting $430000 50% $640500 15 $860000 Laurel Oaks Court to Sweet Install Audible Vibratory Pavement Markers Roadway $30920 50% $50880 7 $170000 Violet Drive Laurel Oaks Court to Sweet Install Segment Lighting Lighting $430000 50% $640500 15 $860000 Violet Drive Construct Full Right Turn Lane in Southbound Sweet Violet Drive Intersection $18,604 50% $27,906 20 $28,000 Direction Sweet Violet Drive Install Intersection Lighting Lighting $430000 50% $640500 15 $860000 Sweet Violet Drive to Artesia Install Audible Vibratory Pavement Markers Roadway $70868 50% $110802 7 $340000 Street Sweet Violet Drive to Artesia Install Segment Lighting Lighting $430000 50% $640500 15 $860000 Street Construct Full Right Turn Lane in Northbound Artesia Street Intersection $180604 50% $270906 20 $280000 Direction Artesia Street Install Intersection Lighting Lighting $430000 50% $640500 15 $860000 Extend Northbound Left Turn Lane to Meet Artesia Street Intersection $170496 50% $260244 20 $260000 Minimum Deceleration Distance Increase Sight Distance in the Southwest Artesia Street Intersection $1,005 50% $1,508 2 $15,000 Corner Artesia Street to Sweetwater Install Audible Vibratory Pavement Markers Roadway $200001 50% $300002 7 $860000 Creek Circle Artesia Street to Sweetwater Install Segment Lighting Lighting $2090500 50% $3140250 15 $4190000 Creek Circle Sweetwater Creek Circle Install Intersection Lie hting Lighting $430000 1 50% 1 $640500 1 15 $860000 Planning Planning Level Cost Site Countermeasures Category Probable Cost Contingency Service Life Level Cost over 20 Yr Sweetwater Creek Circle Install Southbound Left Turn Lane Intersection $270478 50% $410218 20 $410000 Sweetwater Creek Circle to Install Audible Vibratory Pavement Markers Roadway $30509 50% $50264 7 $150000 Magnolia Street Sweetwater Creek Circle to Install Segment Lighting Lighting $430000 50% $640500 15 $860000 Magnolia Street Install Signal Head Backplates and Add 3" Magnolia Street Intersection $3,150 50% $4,725 6 $16,000 Yellow Reflective Sheeting Vistawilla Drive - Install Intersection Lighting 417 Interchange to Magnolia Street - Widen Roadway �&PESCRIPTION UNIT TOTAL QUANTITY UNIT PRICE TOTAL COST 1 0715 -11111 Luminaire, F &I, Roadway, Cobra Head EA 4 $552.89 $2,211.56 2 Project Engineering LS 1 $ 2,500.00 $2,500.00 ii 2 TOTAL PROJECT COST $ 49712 lInstall Reflective Striping on Backplates I EA Vistawilla Drive - Install Signal Head Backplates 1 ISignal Head Backplates, F &I EA 6 $200.00 $11200.00 2 linstall Reflective Striping on Backplates I EA 1 6 1 $250.001 $1,500.00 SR 417 Interchange - Install Signal Head Backplates 417 Interchange to Magnolia Street - Widen Roadway 1 ISignal Head Backplates, F &I EA 16 $200.00 $3,200.00 2 lInstall Reflective Striping on Backplates I EA 1 16 1 $250.001 $4,000.00 SR 417 Interchange to Magnolia Street - Widen Roadway 1 LS Cost Per Mile MI 2.05 $4,579,627.25 $9,388,235.86 2 1 ISubtotal Sections 1 LS 2% $ 187,764.72 $ 187,764.72 3 ISubtotal Sections 1 LS 5% $ 469,411.79 $ 469,411.79 dEl 4 ISubtotal Sections 1 LS 5% $ 469,411.79 $ 469,411.79 7 • Project Engineering LS 7% $ 736,037.69 $ 736,037.69 West of Palm Drive & Hammock Lane - U -Turn Location Additions .. ... 1 337 -7 -22 Asph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 139 $129.69 $18,026.91 2 337 -7 -41 Asph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 369 $92.32 $34,066.08 3 285709 Optional Base, Base Group 9 Sy 21545 $15.53 $39,523.85 4 0160 -4 Type B Stabilization Sy 849 $3.01 $2,555.49 5 0570 -1 -1 Performance Turf Sy 29,520 $0.49 $14,464.80 6 0522 -1 Concrete Sidewalk and Driveways, 4" Sy 365 $34.70 $12,665.50 7 1 0520 -1 -10 lConcrete Curb and Gutter, Type F LF 21215 $17.56 $38,895.40 ECTION 2: PAVEMENT MARKINGS 8 0711 -15101 Thermoplastic, STD -OP, White, Solid, 6" GM 0.33 $4,139.84 $1,366.15 9 0711 -15201 Thermoplastic, STD -OP, Yellow, Solid, 6" GM 0.59 $4,117.52 $2,429.34 10 0711 -17 Thermoplastic, Remove SF 120.00 $2.01 $241.20 11 0711 -11141 Thermoplastic, STD, White, DOT Guide, 6" GM 0.02 $1,415.02 $28.30 12 0711 -11224 Thermoplastic, STD, Yellow, Solid, 18" LF 150.00 $3.13 $469.50 13 0711 -15202 Thermoplastic, STD -OP, Yellow, Solid, 8" GM 0.03 $6,250.51 $187.52 14 0711 -11170 IThermoplastic, STD, White, Arrow I EA 1 5 1 $59.391 $296.95 15 0711 -11160 IThermoplastic, STD, White, Message I EA 1 5 1 $122.941 $614.70 16 17 Subtotal Sections 1 -2 .= SECT��DWAY MAIN�E OF TRAFFIC (MOT) ISubtotal Sections 1 -2 LS LS 7% 10% $ $ 11,608.22 16,583.17 1 $ $ 11,608.22 is 16,583.17 18 Subtotal Sections 1 -2 LS 5% $ 81291.58 $ 8,291.58 19 SUBTOTAL S�ATER QUALITY POLLUTION PREVENTION TOTAL ALega JProject Engineering ESTIMATED LS CONSTRUCTION 15% $ COSTS 30,347.20 $ $ 1 $ By292 i 30,347.20 TOTAL ESTIMATE CAPITAL TOTAL SUPPORT PROJECT COSTS COST $ $ i 2329662 Palm Drive - Install Westbound Left Turn Lane Vibratory Pavement Marking - ZZE..:=111111161I 1,1: 1 1 0701 -17101 Profiled Thermoplastic, STD, White, Solid, 6" GM 0.57 $5,000.00 $2,850.00 2 0701 -17211 IProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 0.57 $5,000.00 $2,850.00 ermo astic emove 1 337 -7 -22 Asph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 19 $129.69 $2,464.11 2 337 -7 -41 Asph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 50 $92.32 $4,616.00 3 285709 Optional Base, Base Group 9 SY 446 $15.53 $6,926.38 4 0160 -4 Type B Stabilization SY 446 $3.01 $1,342.46 5 0570 -1 -2 Performance Turf, Sod SY 127 $2.59 $328.93 i 6 0711 -15101 Thermoplastic, STD -OP, White, Solid, 6" GM 0.30 $4,139.84 $1,241.95 7 0711-15201 Thermoplastic, Yellow, o i 8 0711 -17 Thermoplastic, Remove SF 2335.00 $2.01 $4,693.35 9 0711 -11125 Thermoplastic, STD White Solid 24" LF 12.00 4.17 50.04 10 0711 -11141 Thermoplastic, STD, White, DOT Guide, 6" GM 0.01 $1,415.02 $14.15 7T '0777= Thermoplastic, Yellow, o i 12 0711 -11224 Thermoplastic, STD, Yellow, Solid, 18" LF 165.00 $3.13 $516.45 13 0711 -11170 IThermoplastic, STD, White, Arrow EA 2 1 $59.391 $118.78 14 0711 -11160 IThermoplastic, STD, White, Message I EA 1 2 1 $122.941 $245.88 i 15 CAPITAL �T COSTS IProject Engineering I LS 1 1 1 $ 10,000.001 $10,000.00 Palm Drive - Increase Sight Distance PAY ITEM DESCRIPTION UNIT TOTAL QUANTIT-j�� 1 0110 -1 lClearing and Grubbing I AC 0.05 1 $20,105.45 $1,005.27 Palm Drive to Mactavandash Drive - Install Audible Vibratory Pavement Marking - ZZE..:=111111161I 1,1: 1 1 0701 -17101 Profiled Thermoplastic, STD, White, Solid, 6" GM 0.57 $5,000.00 $2,850.00 2 0701 -17211 IProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 0.57 $5,000.00 $2,850.00 ermo astic emove Mactavandash Drive - Convert to Directional Median Opening Drive & Pine Branch Circle - Left Turn Lane Split 1 0711 -17 Thermoplastic, Remove SF 60 $2.01 $120.60 2 0711 -15102 Thermoplastic, STD -OP, White, Solid, 8" GM 0.07 $5,787.44 $405.12 3 0711 -11124 Thermoplastic, STD, White, Solid, 18" LF 125.00 $3.03 $378.75 4 0711 -11125 Thermoplastic, STD, White, Solid, 24" LF 25.00 $4.17 $104.25 5 0711 -11224 Thermoplastic, STD, Yellow, Solid, 18" LF 35.00 $3.13 $109.55 $28.30 4 6 0705 -11 -1 Delineator, Flexible Tubular EA 1 7 1 $53.75 $380.00 $4,117.52 $329.40 Mactavandash Drive - Install Intersection Lighting Drive & Pine Branch Circle - Left Turn Lane Split 1 1 0715 -4111 Light Pole Comp, F &I, WS 150, 40' 1 EA 4 1 $9,500.001 $38,000.00 1 0711 -17 Thermoplastic, , MARKING Remove UNIT SF 2 1 jProject Engineering I LS 1 1 1 $ 51000.00 $5,000.00 •• • TOTAL • • ••- 0711 -15101 Mactavandash Drive & Pine Branch Circle - Left Turn Lane Split 1 0711 -17 Thermoplastic, , MARKING Remove UNIT SF TOTAL QUANTITY 350 UNIT PRICE $2.01 TOTAL COST $703.50 2 0711 -15101 Thermoplastic, STD -OP, White, Solid, 6" GM 0.06 $4,139.84 $248.39 3 0711 -11141 Thermoplastic, STD, White, DOT Guide, 6" GM 0.02 $1,415.02 $28.30 4 0711 -15201 Thermoplastic, STD -OP, Yellow, Solid, 6" GM 0.08 $4,117.52 $329.40 5 0711-11170 Thermoplast c. STD, Wh te. Arrow EA 2.00 $59.39 $118.7 6 0711 -11224 Thermoplastic, STD, Yellow, Solid, 18" LF 35.00 PROJECT qOMMIWAL $188.31 • $6,590.85 - Mactavandash Drive to Pinebranch Circle - Install Audible Vibratory Pavement Marking 1 337 -7 -22 Asph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 12 $129.69 $1,556.28 2 337 -7 -41 Asph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 31 $92.32 $2,861.92 3 285709 Optional Base, Base Group 9 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" 4 GM Type B Stabilization 0.38 $5,000.00 $1,900.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" Sy GM $2.59 0.38 $5,000.00 $1,900.00 3 1 0711 0711-15101 -17 IThermoplastic. 29711 Thermoplastic, SECTION 3: ROADWAY Remove I SF 1 2005 1 $2.011 15 $53.75 $4,030.05 $810.00 ROADWAY SUBTOTAL 8 0711 -11141 Pine Branch Circle - Install Right Turn Lane Branch Circle - Convert to Directional Median Opening 1 337 -7 -22 Asph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 12 $129.69 $1,556.28 2 337 -7 -41 Asph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 31 $92.32 $2,861.92 3 285709 Optional Base, Base Group 9 Sy 278 $15.53 $4,317.34 4 0160 -4 Type B Stabilization Sy 278 $3.01 $836.78 5 0570 -1 -2 Performance Turf, Sod Sy 775 $2.59 $2,007.25 s 126 $34.70 $44372.20 7 0711-15101 SUBTOTAL SIGNING AND MARKING ITEMS 29711 Thermoplastic, SECTION 3: ROADWAY White, 4 o i 15 $53.75 $810.00 ROADWAY SUBTOTAL 8 0711 -11141 Thermoplastic, STD, White, DOT Guide, 6" GM 0.02 1 $1,415.021 $28.30 9 0711 -11170 Thermoplastic, STD, White, Arrow iThermoplast EA 2 1 $59.391 $118.78 10 0711-11160 c STQ Wh te. Message EA 1 1 1 $122,941 $122.9 11 1 jProject Engineering I LS 1 1 1 $ 10,000.001 $10,000.00 W-111JUGIA Kole I pill TOTAL PROJECT COST $ 269677 Pine Branch Circle - Convert to Directional Median Opening UNIT TOTAL QUANTITY UNIT� TOTAL COST 1 0.46 ECTION 1: SIGNING AND MARKING $2,300.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 0711 -17 Thermoplastic, Remove SF 50 $2.01 $100.50 2 0711 -15201 Thermoplastic, STD -OP, Yellow, Solid, 6" GM 0.04 $4,117.52 astic $164.70 3 0711 -11224 IThermoplastic, STD, Yellow, Solid, 18" 1 LF 1 10.00 1 $3.131 $31.30 SUBTOTAL SIGNING AND MARKING ITEMS 29711 SECTION 3: ROADWAY 4 0705 -11 -1 1 Delineator, Flexible Tubular EA 15 $53.75 $810.00 ROADWAY SUBTOTAL Pinebranch Circle to Cranston Street - Install Audible Vibratory Pavement Marking 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" 1 GM 1 0.46 1 $5,000.001 $2,300.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 1 0.46 1 $5,000.001 $2,300.00 ermo astic emove Cranston Street - Install Right Turn Lane Pavement Marking 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" GM 0.15 $5,000.00 $750.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" GM 0.16 $5,000.00 • ELM ... 1 337 -7 -22 jAsph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 1 1 12 oplastoc. Remove $129.69 1 $1,556.28 2 337 -7 -41 jAsph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 2 1 31 Thermoplastic, STD -OP, White, Solid, 6" $92.32 $2,861.92 3 285709 $4,139.84 Optional Base, Base Group 9 SY 2 278 Thermoplastic, STD -OP, Yellow, Solid, 6" $15.53 $4,317.34 0.05 e to i ization $205.88 JT 0711 -11224 Thermoplastic, STD, Yellow, Solid, 18" LF 25.00 $3.13 $78.25 astic de o i 4 0705 -11 -1 Delineator, Flexible Tubular EA 7 $53.75 $380.00 8 0 STD, White, DOT Guide, 6" GM 0.02 $1,415.02 $28.30 9 11 -1rmoplastic, STD, White, Arrow EA 2 $59.39 $118.78 10 11 -1rmoplastic, STD, White, Message EA 1 1 $122.941 $122.94 11 1 jProject Engineering LS 1 1 $ 10,000.001 $10,000.00 Cranston Street - Convert to Directional Median Opening Pavement Marking 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" GM 0.15 $5,000.00 $750.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" GM 0.16 $5,000.00 $800.00 ermo astic 1 - oplastoc. Remove SF 35 $70.33 2 Thermoplastic, STD -OP, White, Solid, 6" GM 0.01 $4,139.84 $41.40 2 !0711-15101 11 -15201 Thermoplastic, STD -OP, Yellow, Solid, 6" GM 0.05 $4,117.52 $205.88 3 0711 -11224 Thermoplastic, STD, Yellow, Solid, 18" LF 25.00 $3.13 $78.25 4 0705 -11 -1 Delineator, Flexible Tubular EA 7 $53.75 $380.00 Cranston Street to Calypso Way - Install Audible Vibratory Pavement Marking 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" GM 0.15 $5,000.00 $750.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" GM 0.16 $5,000.00 $800.00 ermo astic emove Calypso Way - Convert to Directional Median Opening ���TION UNIT TOTAL QUANTITY UNIT PRICE MTA� 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" GM 0.17 $5,000.00 $850.00 2 0701 -17211 Profiled Thermoplastic, STD, Yellow, Solid, 6" GM 0.17 $5,000.00 $850.00 Yellow, o i 1 4 0705 -11 -1 Delineator, Flexible Tubular EA 12 $53.75 $650.00 ... $2.01 $201.00 3 1 0711 -17 Thermoplastic, Remove SF 1 40 $288.23 $2.01 0711 -11224 $80.40 2 0711 -15101 Thermoplastic, STD -OP, White, Solid, 6" GM 0.01 $4,139.84 $41.40 3 0711 -15201 IThermoplastic, STD -OP, Yellow, Solid, 6" GM 1 0.01 ROADWAY 1 Delineator, Flexible Tubular ROADWAY SUBTOTAL $4,117.52 1 7 TOTAL $41.18 $380.00 i 19020 47 5 0711 -11224 0705 -11 -1 IThermoplastic, STD, Yellow, Solid, 18" ROADWAY UBTOTAL SIGNING AND MARKING ITEMS ECTION 3: Delineator, Flexible Tubular ROADWAY SUBTOTAL LF I EA 1 10.00 1 7 TOTAL PROJECT $3.13 1 $53.751 COST= $31.30 $380.00 Calypso Way to Ladybird Academy /Ethan Hammock Court - Install Audible Vibratory Pavement Marking ���TION UNIT TOTAL QUANTITY UNIT PRICE MTA� 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" GM 0.17 $5,000.00 $850.00 2 0701 -17211 Profiled Thermoplastic, STD, Yellow, Solid, 6" GM 0.17 $5,000.00 $850.00 Yellow, o i 1 4 0705 -11 -1 Delineator, Flexible Tubular EA 12 $53.75 $650.00 Ladybird Academy - Convert to Directional Median Opening 2 10 711 -15 1 20 Thermoplastic, STD -OP, Yellow, Solid, 6" 1 GM 1 0.07 $4,117.52 $288.23 ermo astic Yellow, o i 1 4 0705 -11 -1 Delineator, Flexible Tubular EA 12 $53.75 $650.00 ... Ethan Hammock Court - Convert to Directional Median Opening 1 1 0711 -17 IThermoplastic, Remove SF 100 $2.01 $201.00 3 0711 -15201 IThermoplastic, STD -OP, Yellow, Solid, 6" GM 0.07 $4,117.52 $288.23 4 0711 -11224 Thermoplastic, STD, Yellow, Solid, 18" LF 35.00 $3.13 $109.55 5 0705 -11 -1 ROADWAY 1 Delineator, Flexible Tubular ROADWAY SUBTOTAL I EA 1 7 TOTAL 1 $53.751 • • $380.00 i 19020 Ladybird Academy /Ethan Hammock Court to Hammock Lane - Install Audible Vibratory Pavement Marking 1 0701 -17101 1 337 -7 -22 jAsph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 12 $129.69 $1,556.28 2 337 -7 -41 jAsph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 33 $92.32 $3,046.56 3 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" 296 GM $4,596.88 0.21 $5,000.00 $1,050.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" b btabilization GM 0.25 $5,000.00 $1,250.00 3 1 0711 -17 IThermoplastic. Remove I SF 1 1215 astic 1 $2.011 de o $2,442.15 GM 1 0.11 1 4.139.841 455.38 6 Hammock Lane- Install Right Turn Lane 1 0701 -17101 1 337 -7 -22 jAsph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 12 $129.69 $1,556.28 2 337 -7 -41 jAsph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 33 $92.32 $3,046.56 3 285709 10ptional Base, Base Group 9 Sy 296 $15.531 $4,596.88 0160-4 e b btabilization -A astic de o i GM 1 0.11 1 4.139.841 455.38 6 0 STD, White, DOT Guide, 6" GM 0.02 $1,415.02 $28.30 7 11 -1moplastic, STD, White, Arrow EA 2 $59.39 $118.78 8 11 -1moplastic, STD, White, Message EA 1 1 $122.941 $122.94 9 jProject Engineering I LS 1 1 1 $ 10,000.001 $10,000.00 Hammock Lane - Signal Installation 1 0701 -17101 �I�- GM 0.23 $5,000.00 $1,150.00 • 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 1 0.29 �5.� $1,450.00 E�b'ii•UUi•U1�3b'ii•UUi•U] TOTAL PRO Hammock Lane to Laurel Oaks Court - Install Audible Vibratory Pavement Marking 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" GM 0.23 $5,000.00 $1,150.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 1 0.29 1 $5,000.001 $1,450.00 astic . Hemove Hammock Lane to Laurel Oaks Court - Install Segment Lighting Sweet Violet Drive - Install Audible 1 1 0715 -4111 Light Pole Comp, F &I, WS 150,40' 1 EA 1 4 1 $9,500.001 $38,000.00 iii i 2 2 IlProject Engineering I LS 1 1 1 $ 51000.00 $5,000.00 •. . iii 1 1 0715 -4111 Light Pole Comp, F &I, WS 150, 40' 1 EA 1 9 1 $9,500.001 $85,5.00 0 1 0701 -17101 Profiled Thermoplastic, STD, White, Solid, 6" 2 1 jProject Engineering LS 1 1 $ 81000.00 $8,000.00 . i i i TOTAL • • 939500 2 Laurel Oaks Court - Install Intersection Lighting Sweet Violet Drive - Install Audible 1 1 0715 -4111 Light Pole Comp, F &I, WS 150,40' 1 EA 1 4 1 $9,500.001 $38,000.00 iii i 2 2 IlProject Engineering I LS 1 1 1 $ 51000.00 $5,000.00 •. . iii $5,000.00 Laurel Oaks Court to Sweet Violet Drive - Install Audible Vibratory Pavement Marking i 2 Project Engineering LS 1 $ 5,000.00 $5,000.00 1 0701 -17101 Profiled Thermoplastic, STD, White, Solid, 6" GM 0.19 $5,000.00 $950.00 2 0701 -17211 IlProfiled Thermoplastic, STD, Yellow, Solid, 6" GM 0.19 $5,000.00 $950.00 ermo astic emove JL Laurel Oaks Court to Sweet Violet Drive - Install Segment Lighting UNIT TOTAL QUANTITY UNIT PRICE TOTAL COST ECTION 1: LIGHTING 1 0715 -4111 Light Pole Comp, F & I, WS 150, 40' 1 EA 4 $9,500.001 $38,000.00 L LIGHTING ITEMS i 2 Project Engineering LS 1 $ 5,000.00 $5,000.00 Sweet Violet Drive - Install Right Turn Lane Install Audible Vibratory Pavement Marking 1 1 ILight Pole Comp, F &I, WS 150, 40' h Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 10 $129.69 $1,296.90 2 GM h Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 26 $92.32 $2,400.32 3 "285709 ional Base, Base Group 9 SY 230 $15.53 $3,571.90 6 0711 -11141 Thermoplastic, STD, White, DOT Guide, 6" GM 0.02 $1,415.02 $28.30 7 0711 -11170 Thermoplastic, STD, White, Arrow EA 2 $59.39 $118.78 8 0711 -11160 Thermoplastic, STD, White, Message EA 1 $122.94 $122.94 i. 9 1 jProject Engineering I LS 1 1 1 $ 10,000.001 $10,000.00 U91A Kole IP1111 i OWN • -• Sweet Violet Drive - Install Intersection Lighting Install Audible Vibratory Pavement Marking 1 1 0715 -4111 ILight Pole Comp, F &I, WS 150, 40' 1 EA 1 4 1 $9,500.00 $38,000.00 Profiled Thermoplastic, STD, White, Solid, 6" GM 0.15 $5,000.00 $750.00 2 0701 -17211 jProject Engineering I LS 1 $ 51000.00 $5,000.00 '• • iliiiiliiiii • • 1111 1111111111111111 Pill iiiii• Sweet Violet Drive to Artesia Street - Install Audible Vibratory Pavement Marking 1 0701 -17101 Profiled Thermoplastic, STD, White, Solid, 6" GM 0.15 $5,000.00 $750.00 2 0701 -17211 lProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 1 0.15 1 $5,000.001 $750.00 Sweet Violet Drive to Artesia Street - Install Segment Lighting 1 1 0715 -4111 ILight Pole Comp, F &I, WS 150, 40' 1 EA 1 4 1 $9,500.001 $38,000.00 2 jProject Engineering I LS 1 1 1 $ 51000.00 $5,000.00 2 1 jProject Engineering I LS 1 1 1 $ 51000.00 $5,000.00 U91A Kole 111 i • I iii 1 337 -7 -22 Artesia Street - Install Right Turn Lane 2 jProject Engineering I LS 1 1 1 $ 51000.00 $5,000.00 JL 1 337 -7 -22 Asph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA TN 10 $129.69 $1,296.90 2 337 -7 -41 Asph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 26 $92.32 $2,400.32 3 285709 Optional Base, Base Group 9 SY 230 $15.531 $3,571.90 "OADWAY .79961,j 6 0711 -11141 Thermoplastic, STD, White, DOT Guide, 6" GM 0.02 $1,415.02 $28.30 7 0711 -11170 Thermoplastic, STD, White, Arrow EA 2 $59.39 $118.78 8 0711 -11160 Thermoplastic, STD, White, Message EA 1 1 $122.941 $122.94 + +c 000000� 9 1 CAPITAL SUPPORT COSTS IlProject Engineering I LS 1 1 1 $ 10,000.001 $10,000.00 TOTAL ESTIMATE CAPI TOTAL • • Artesia Street - Install Intersection Lighting 2 jProject Engineering I LS 1 1 1 $ 51000.00 $5,000.00 JL Artesia Street - Extend Northbound Left Turn Lane to Sweetwater Creek Circle - Install Audible Vibratory Pavement Marking 1 0110 -1 Clearing and Grubbing I AC 1 0.05 1 $20,105.451 $1,005.27 CAPITAL SUPPORT COSTS 2 jProject Engineering LS 1 1 $ 10,000.001 $10,000.00 1 337 -7 -22 ROADWAY SECTION 1: Asph Conc FC, Inc Bit, FC -5, PG 76 -22, PMA 1 TN jProfiled Thermoplastic, STD, White, Solid, 6" 6 1 GM $129.69 $778.14 2 337 -7 -41 2 Asph Conc FC, Traffic B, FC -12.5, PG 76 -22 jProfiled Thermoplastic, STD, Yellow, Solid, 6" TN 1 GM 15 0.97 $92.32 $1,384.80 3 285709 IThermoplastic, Remove Optional Base, Base Group 9 I SF Sy 5125 133 $2.011 $15.53 $2,065.49 4 0160 -4 Type B Stabilization ROADWAY SUBTOTAL Sy 133 $3.01 $400.33 5 0711 -15101 Thermoplastic, STD -OP, White, Solid, 6" GM 0.09 $4,139.84 $372.59 6 0711-11141 Thermoplastic, White, ui e 7 0711 -15201 Thermoplastic, STD -OP, Yellow, Solid, 6" GM 0.17 $4,117.52 $699.98 8 0711-11224 Thermoplast c. STD. Yellow, Sol d. 181, LF 35.00 $3.13 $109.55 9 0711 -11170 Thermoplastic, STD, White, Arrow EA 2 $59.39 $118.78 10 0711 -11160 Thermoplastic, STD, White, Message EA 2 $122.94 $245.88 11 0711 -17 Thermoplastic, Remove SF 1 650 $2.01 $1,306.50 CAPITAL SUPPORT COSTS TOTAL ESTI MAT Artesia Street - Increase Sight Distance to Sweetwater Creek Circle - Install Audible Vibratory Pavement Marking 1 0110 -1 Clearing and Grubbing I AC 1 0.05 1 $20,105.451 $1,005.27 Artesia Street to Sweetwater Creek Circle - Install Audible Vibratory Pavement Marking 1 1 0715 -4111 Light Pole Comp, F &I, WS 150,40' 1 EA 1 21 1 $9,500.001 $199,500.00 CAPITAL SUPPORT COSTS 2 jProject Engineering LS 1 1 $ 10,000.001 $10,000.00 1 0701 -17101 jProfiled Thermoplastic, STD, White, Solid, 6" 1 GM 1 0.97 1 $5,000.001 $4,850.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 1 0.97 1 $5,000.001 $4,850.00 3 1 0711 -17 IThermoplastic, Remove I SF 1 5125 1 $2.011 $10,301.25 Artesia Street to Sweetwater Creek Circle - Install Segment Lighting 1 1 0715 -4111 Light Pole Comp, F &I, WS 150,40' 1 EA 1 21 1 $9,500.001 $199,500.00 CAPITAL SUPPORT COSTS 2 jProject Engineering LS 1 1 $ 10,000.001 $10,000.00 Sweetwater Creek Circle - Install Intersection Lighting Install Left Turn Lane Marking 1 0715 -4111 Light Pole Comp, F &I, WS 150,40' EA 4 $9,500.00 $38,000.00 iii 1 0701 -17101 Profiled Thermoplastic, STD, White, Solid, 6" 1 GM I 0.15 5,000.001 750.00 2 2 1 jProject Engineering I LS 1 1 1 $ 5,000.00 $5,000.00 •• • TOTAL • • iii 0.19 1 Sweetwater Creek Circle - Install Left Turn Lane Marking - 1 0701 -17101 Profiled Thermoplastic, STD, White, Solid, 6" 1 GM I 0.15 5,000.001 750.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 1 0.19 1 $5,000.001 $950.00 3 0711 -17 IThermoplastic, Remove I SF 1 900 1 $2.011 $1,809.00 TOTAL • i• 2 337 -7 -41 Asph Conc FC, Traffic B, FC -12.5, PG 76 -22 TN 43 $92.32 $3,969.76 3 285709 Optional Base, Base Group 9 SY 389 $15.53 $6,041.17 4 0160 -4 Type B Stabilization SY 389 $3.01 $1,170.89 5 0711 -15101 Thermoplastic, STD -OP, White, Solid, 6" GM 0.16 $4,139.84 $662.37 6 0711 -11141 Thermoplastic, STD, White, DOT Guide, 6" GM 0.01 $1,415.02 $14.15 7 0711 -15201 Thermoplastic, STD -OP, Yellow, Solid, 6" GM 0.16 $4,117.52 $658.80 8 0711 -11224 Thermoplastic, STD, Yellow, Solid, 18" LF 35.00 $3.13 $109.55 9 0711-11170 Thermoplastic, White, Arrow 10 0711 -11160 Thermoplastic, STD, White, Message EA 2 $122.94 $245.88 11 1 0711 -17 Thermoplastic, Remove SF 1200 $2.01 $2,412.00 MEN 12 CAPITAL �T COSTS IProject Engineering TOTAL I LS ESTI 1 1 MAT 1 $ 10,000.001 $10,000.00 Sweetwater Creek Circle to Magnolia Street - Install Audible Vibratory Pavement Marking - 1 0701 -17101 Profiled Thermoplastic, STD, White, Solid, 6" 1 GM I 0.15 5,000.001 750.00 2 0701 -17211 jProfiled Thermoplastic, STD, Yellow, Solid, 6" 1 GM 1 0.19 1 $5,000.001 $950.00 3 0711 -17 IThermoplastic, Remove I SF 1 900 1 $2.011 $1,809.00 TOTAL • i• Sweetwater Creek Circle to Magnolia Street - Install Segment Lighting 1 1 ISignal Head Backplates, F &I I EA 1 7 1 $200.001 1 0715 -4111 Light Pole Comp, F &I, WS 150,40' 1 EA 1 4 1 $9,500.001 $38,000.00 i TOTAL • i 2 1 jProject Engineering LS 1 1 $ 51000.00 $5,000.00 •.- . iii TOTAL • • iii Magnolia Street - Install Signal Head Backplates 1 1 ISignal Head Backplates, F &I I EA 1 7 1 $200.001 $1,400.00 2 lInstall Reflective Striping on Backplates I EA 1 7 1 $250.001 $1,750.00 i TOTAL • i