HomeMy WebLinkAbout2004 01 12 Regular 502
.COMMISSION AGENDA
ITEM
502
CONSENT
INFORMATIONAL
PUBLIC HEARING
REGULAR X
January 12, 2004
Meeting
MGR 0EPT j/Y
Authorization
REQUEST: Public Works Department Requesting the City Commission Review and Provide
Comments on the Preliminary Right Turn Deceleration Lanes Study
PURPOSE: The purpose of this Board item is to present the Preliminary Right Turn Deceleration Lane Study
for Review and Comment.
CONSIDERA nONS:
The City Commission directed statfto review the need for right turn deceleration lanes along S.R.
434 due to development that was occurring in this corridor. Professional Engineering Consultants (PEC)
was retained to perform the study. Fursan Munjed ofPEC will provide a brief presentation of the
preliminary report to gain concurrence on the methodology prior to finalizing the report. He will also be
reviewing recommended changes to the Land Development Code pertaining to deceleration lanes.
A copy of the study without the technical data and the presentation are attached. The full
preliminary report with the supporting technical data will be provided at the Commission meeting.
FUNDING:
No funding is required at this time.
Regular Agenda Item 502
January 12, 2004
Page 2
RECOMMENDATION:
It is recommended that the City Commission approve the Preliminary Right Turn
Deceleration Lane Study.
IMPLEMENTATION SCHEDULE:
The final report will be completed within 60 days.
ATTACHMENTS:
1. Preliminary Right Turn Deceleration Lane Study w/o technical appendices
2. Study Presentation
COMMISSION ACTION:
Preliminary
Right Turn Deceleration Lanes Study
City of Winter Springs, Florida
December 31, 2003
Prepared for:
The City of Winter Springs
1126 E. State Road 434
Winter Springs, Florida 32708
Prepared by:
PEe
Professional Engineering Consultants, Inc.
200 East Robinson Street, Suite 1560
Orlando, Florida 32801
Attachment No. 1
PROFESSIONAL ENGINEER CERTIFICATE
I hereby certify that I am a registered professional engineer in the State of Florida practicing
with Professional Engineering Consultants, Inc., a Florida corporation, authorized to operate as an
engineering business, EB# 0003556, by the State of Florida Department of Professional Regulation,
Board of Professional Engineers, and that I have prepared or approved the evaluation, findings,
opinions, conclusions, or technical advice hereby reported for:
PROJECT:
LOCATION:
CLIENT:
Right Turn Deceleration Lanes Study
Winter Springs, Seminole County
City of Winter Springs
I acknowledge that the procedures and references used to develop the results contained in
this study are standard to the professional practice of transportation engineering as applied through
professional judgement and experience.
SIGNATURE:
NAME:
P.E. NO:
DATE:
Fursan Munied
51446
December 31. 2003
Table of Contents
Section
PaQe
1.0 Introduction................................................................................................ 1
2.0 Research of Guidelines and Criteria.......................................................... 2
3.0 Recommendations............................ .............. ............. .............................. 3
4.0 Case Study: State Road 434 Right Turn Deceleration Lane Analysis ...... 4
8Q.pendix
A. Seminole County Applicable Codes
B. Orange County Applicable Codes
C. Volusia County Applicable Codes
D. City of Orlando Applicable Codes
E. Florida Department of Transportation Applicable Codes
F. Technical Manuals
G. Traffic, Count Locations
H. Traffic Counts
I. Accident Reports
J. Average Daily Traffic Data
r
SECTION 1.0: INTRODUCTION
This Right Turn Deceleration Lane, Study was conducted to evaluate the need and establish the thresholds for
providing right-turn deceleration lanes at access locations to existing and proposed developments, within the
limits of the City of Winter Springs. As part of this analysis, a review of guidelines and criteria for several
Counties, Cities and the Florida Department of Transportation (FDOT) was conducted. Permitting officials from
these various agencies were contacted in order to get an understanding of their approach in evaluating the need
for deceleration lanes. Technical manuals were also reviewed with respect to deceleration lane thresholds. The
appendix of this report includes copies of the guidelines, criteria and technical documentation. Based on this
research, a recommendation is made to the City of Winter Springs for adoption of the preferred guidelines and
incorporation of these guidelines into the City's Land Development Codes.
The study scope also included developing a matrix for right-turn deceleration lanes for residential streets along
State Road 434 from State Road 419 to State Road 417. P.M. peak hour traffic counts were collected at all the
residential streets along State Road 434 within the study limits and this data was analyzed in order to develop the
State Road 434 matrix, which identifies locations where right-turn deceleration lanes are warranted.
Additionally, accident history records were obtained from the Florida Department of Transportation database for
the past three (3) years. Average annual daily traffic volumes, directional distribution and truck traffic
percentages were also obtained from the existing traffic count stations along SR434. The accident report
summary and the traffic count information are included in the appendix of this report. The findings and
conclusions of this study are summarized in Section 3.0 Recommendations_
SECTION 2.0: RESEARCH OF EXISTING GUIDELINES AND CRITERIA
This section documents the research conducted for determining the specific requirements and thresholds
warranting the need for right-turn deceleration lanes at development entrances within the limits of the City of
Winter Springs. Based on a review of guidelines for different Cities, Counties, and FDOT, and based on our
conversations with permitting officials, it became apparent that the criteria included in the Land Development
Codes and Technical Memoranda are strictly "Guidelines" for consideration when reviewing the construction
plans and permit applications for different developments. The permitting officials indicated that final
determination of the need for these lanes is typically made on a case-by-case basis depending on site-specific
conditions. In the case ofFDOT permitting for developments along State Road 434 within the City of Winter
Springs, the permitting officials explained that they have typically requested left-turn deceleration lanes be
constructed, but have not required the addition of right-turn deceleration lanes. The City could require the
addition of right-turn deceleration lanes, as part ofthe development review process, at proposed development
locations whether on a City, County or State roads where these lanes are warranted, independent of other
jurisdictional permitting requirements. It is worth noting that part of the FDOT driveway connection permit
process requires that the developer have their local government approvals prior to issuance of this permit.
Several factors playa role in determining when right-turn deceleration lanes are warranted. These factors
include:
1. The posted speed limit.
2. The average daily traffic volume and the peak hour traffic volume on the major roadway.
3. The average daily traffic volume and the peak hour traffic volume turning into the development.
4. The number oflanes on the major roadway.
S. The number of large trucks, buses, and recreational vehicles turning movements.
6. Gated subdivision entrances.
7. Crash history.
8. Skew angle of intersection.
9. Sight distance issues.
10. Right-of-way, utility relocation and construction costs.
Following are the published guideline for various Cities, Counties and FDOT:
1. Seminole County: Seminole County's Land Development Code requires the addition of a right-turn
deceleration lanes for developments on roadway of 40 mph posted speeds and/or developments with a
daily trip end rate of 500 ADT or greater. A copy of this code is included in appendix A of this report.
2. Orange County: Orange County's Land Development Codes require the addition of right-turn
deceleration lanes when the projected right turn volume into the access driveway exceeds 50 peak hour
trips. A copy of this code is included in appendix B of this report.
3. Volusia County: Volusia County's Land Development Codes reqUIre the addition of right-turn
deceleration lanes when the speed limit equals or exceeds 35 mph or if the development will generate 100
or more right-turn movements during the peak hour. A copy of this code is included in appendix C of
this report.
4. City of Orlando: City of Orlando's Land Development Codes reqUIre the addition of right-turn
deceleration lanes when the major street design speed is 35 mph or greater, or the development is.
projected to generate 500 or more trips per day or 50 or more trip per hour. A copy of this code is
included in appendix D of this report.
5. Florida Department of Transportation (FDOT): FDOT published a guideline for the requirement of right-
turn deceleration lanes entitled "Exclusive Right Turn Lanes at Un signalized Intersections, When Should
We Require Them?" in March 2000. The recommendations within this document are based on research
done in NCHRP 420. Right-turn deceleration lanes are recommended: (1) For highways with posted
speed limits over 45 mph, when the right turns per hour are 30-40 or greater, and (2) For highways with
posted speeds of 45 mph or less, when the right turns per hour are 80-110 per hour or greater. This
criteria is discussed in more detail in section 4.0 of this report and is included in is entirety in appendix E.
6. Technical Manuals: Transportation Research Board NCHRP Report 279 establishes criteria for requiring
right turn deceleration lanes or tapers based on approach volumes, turning volumes and speed. The
Institute of Transportation Engineers, Transportation and Land Development Manual recommends the
addition of right-turn deceleration lanes when the major street posted speed is greater than 35 mph, and
the right turn volume is greater than 1000 vehicles per day and greater than 40 vehicle during the peak
hour. A copy of these technical documents is included in Appendix F.
The current City of Winter Springs code shown in Sec. 9-386.4 under Definitions shows the following:
"For the purpose of this division, the following words and terms shall have the meaning ascribed thereto:
Access improvement: Road improvements necessary to provide safe and adequate ingress and egress and for
efficient traffic operations. Access improvements include but are not limited to the following:
(1) Right-of-way and easements;
(2) Left and right turn lanes;
(3) Acceleration and deceleration lanes;
(4) Traffic control devices, signage, and markings; and
(5) Drainage and utilities."
Although this criteria is inclusive of the factors that affect the design issues such as turn lanes, it is very general
and not specific enough to set requirements based on certain parameters such as traffic volumes. Therefore, we
are recommending modification to this code, which is outlined in Section 3.0 Recommendations.
The main benefits associated with providing right-turn deceleration lanes are:
1. Minimize rear end collision potential at intersections.
2. Improve the Level of service (LOS), capacity, and operation ofthe intersection.
3_ Improve the Level of Service (LOS) of the main thoroughfare, as it removes the slower moving
vehicles from the main traffic stream.
4. Improved pedestrian safety for pedestrians crossmg the side street, as it mcreases driver and
pedestrian expectancy.
SECTION 3.0: RECOMMENDATIONS
Based on our research and analysis of various agencies requirements for right-turn deceleration lanes and based
on a review of technical manuals, we recommend the following:
1. Due to the complexity of issues, advantages and disadvantages, competing objectives, trade-off's, and
uniqueness of each case, the need for a right turn deceleration lane should be evaluated by the City
engineering staff' on a case-by-case basis, under set guidelines and procedures, listed below.
2. After thorough review of similar City, County, and State codes, it is recommended that the guideline
published by the Florida Department of Transportation, be the minimum standard used by the City of
Winter Springs.
3. Right-turn deceleration lane warrants include, but are not limited, to the following criteria:
a) For two lane roadways with posted speed limits greater than 45 mph, set threshold at 30 right
turns per hour.
b) For two lane roadways with posted speed limits of 45 mph or less, set threshold at 80 right
turns per hour.
c) For four lane roadways with posted speed limits greater than 45 mph, set threshold at 40 right
turns per hour.
d) For four lane roadways with posted speed limits of 45 mph or less, set threshold at 110 right
turns per hour.
e) For all six-lane facilities, right turn deceleration lanes are only warranted at locations with a
very high number of right turning vehicles.
4. Other factors which must be considered in the warrant evaluation process include:
a) Percentage of trucks, recreational vehicles, and buses turning right at a specific location.
b) Gated entrances where there is limited queue distance between the gate and the edge of the
outside through lane.
c) Accident history including vehicular, pedestrian, and bicyclist traffic.
d) Sight distance.
e) Right-of-Way requirements.
SECTION 4.0: CASE STUDY: STATE ROAD 434 RIGHT-TURN DECELERATION LANE
ANALYSIS
A right-turn deceleration lane analysis was conducted for the State Road 434 corridor from State Road 419 to
State Road 417 within City limits. The analysis included evaluating the need for right-turn deceleration lanes at
existing access points to residential developments. Typically, signalized intersections have different thresholds
than unsignalized intersections due to several factors, however, at locations where traffic signals serve
exclusively residential developments, the same threshold would apply. Commercial developments along this
segment were excluded from the analysis for two reasons: First, the right-of-way and physical constraints would
likely make it difficult to install these lanes, and second, the peak hour volumes would likely exceed the minimum
thresholds recommended.
Traffic counts were collected at the following locations:
1. Stone Gable Circle.
2. Winding Hollow Boulevard.
3. Apache Trail (Tuskawilla Trails).
4. Tuscora Drive (Tuskawilla Subdivision).
5. Creeks Run Way.
6. Courtney Springs Apartments.
7. Vistawilla Drive.
8. Spring Avenue.
Traffic counts were collected at all eight locations during the p.m. peak hour, which is the highest period for
entering traffic in residential developments. This data was analyzed based on the recommended guideline in
section 3.0 of this report. The following matrix summarizes the results of~he analysis:
STATE ROAD 434 RIGHT-TURN DECELERATION LANE MATRIX
Location P.M. Peak-Hour Right-Turn Warranted Priority
Volume
Stone Gable Circle 11 No
Winding Hollow Blvd. 88 Yes 2
Apache Trail 9 No
Tuscora Drive 53 Yes 3
Creeks Run Way 20 No
Courtney Springs Apts 41 Yes 4
Vistawilla Drive 121 Yes 1
Spring Avenue 14 No
Locations where the turn lanes are not currently warranted should be monitored periodically in the future and
once the thresholds for providing right-turn deceleration lanes are met, these locations would be added to the list
of improvements.
Seminole County Land Development Code
3.1 Requirements
A right turn lane section is required on roadways of 40 mph and greater and/or development with a daily trip end
rate of 500 ADT or greater.
A left turn lane section is required for any development that accesses a classified road of Minor Collector and
above or has a posted speed of 35 mph or higher. An inbound radius of 50 feet at development access will be
required, preempted only by a major road speed of 40 mph or higher, or a daily trip end rate of 500 ADT or
higher, then a right turn section will be additionally required.
Additionally, if either terminus of the proposed auxiliary lane section is within 300 feet from existing auxiliary
lane terminus then a total 36 foot section is required to eliminate weaving or "Hour Glass" sections. See
Attachment 3 for design and markings specifications.
Orange County Land Development Code
Sec. 38-1392.3. Access management.
An access management plan shall be submitted during the development plan review stage. The access
management plan shall comply with the Orange Center Land Use Study Transportation Analysis (May 1999).
Development proposals shall:
(1) Comply with the study requirements for vacation of various internal roadways in compliance with state
statute;
(2) To the extent possible, comply with re-alignment for planned roadways;
(3) Control the external roadway access from Apopka-Vineland Road, Lake Street, and Fenton Street (with
attention to use ofjoint access/shared driveway facilities and with median openings); and
a. Specifically, median openings on Apopka Vineland Road between Lake Street and Fenton Street
shall be located at the median openings existing as of February 13,2001. Any additional openings
shall not be less than six hundred and sixty (660) feet from these established median openings.
b. Right-in, right-out access drives shall not be spaced less than three hundred (300) feet apart unless
approved by the county engineer for reasons of traffic safety or good engineering practice. Where
right-in access is provided serving development in excess of fifty (50) peak hour trips, the
developer/applicant shall provide a right turn deceleration lane and corresponding turn radius to
meet proper engineering standards; and
(4) Align internal access consistent with the internal roadway network.
Shared access driveways and cross access easements shall be provided for abutting compatible uses within a
planned development in order to minimize the number of driveway cuts. Where shared driveways and cross
access easements are provided, a joint access easement shall be recorded as part of a subdivision plat or as a
separate instrument prior to issuance of the first building permit.
In addition, the access management plan shall identifY all existing or proposed transit facilities along the adjacent
roadways.
City of Orlando
Engineering Standards Manual
Section 8.10 Turn Lanes and Tapers
A) General Requirements
Turn lanes and tapers, when designed by the Manual of Uniform Minimum Standards for
Design, Construction and Maintenance for Streets and Highways (FDOT), reduce conflict
between the traffic on driveways or intersecting streets and the traffic on the through street. This conflict
reduction is achieved by providing turning vehicles with a refuge area where acceleration, deceleration, storage
and turning maneuvers may be accomplished. Turn lanes and tapers are required for the following conditions.
1) The Design Speed of the accessed street is 35 MPH or greater;
2) The parcel of property accessing the street is projected to generate 500 or more
vehicle trips per day or 50 or more vehicle trips in any hour;
3) The parcel of property accessing the street is residential and has 50 or more dwelling units;
4) The parcel of property accessing the street is a development that characteristically
experiences peaks in its trip generation pattern, i.e., schools, subdivisions,
restaurants, public assembly places;
5) At any development as a Traffic Impact Analysis may warrant;
6) At any parcel of property where a use changes to one that meets one of the above
conditions;
7) The main street has an Average Daily Traffic Count of 500 or more vehicles per day or 50 or more
vehicles in any hour;
8) At any location; where grades or other unusual conditions indicate turn lanes to be desirable, as
determined by the City. Turn lanes may be required on local streets at intersections for safety or capacity
reasons.
9) The street is classified as a thoroughfare.
The City Transportation Engineer has approval jurisdiction over any requests for
modifications from these standards.
V olusia County Land Development Code
409.04. Vehicular Access to a Thoroughfare. Vehicular access to a thoroughfare shall conform to the
following standards:
(1) General. The area within the development to which the driveway provides access shall be of sufficient
size to allow all necessary functions for loading, unloading and parking maneuvers to be carried out on
private property and completely off the street right-of-way.
(2) Type of driveway required.
(a) Minor driveway entrance. This driveway type shall be provided for a maximum daily trip end
volume of five hundred (500) vehicles and/or a maximum average peak hour volume of fifty (50)
vehicles. The minimum distance from the street right-of-way line at any ingress or egress minor
driveway to the outer edge of any interior service drive or parking space with direct access to
such driveway shall be twenty-five (25) feet, measured perpendicularly from the street. A minor
driveway entrance radii shall be thirty (30) feet, and a minimum width shall be twenty-four (24)
feet. A one hundred-foot long twelve-foot wide right turn taper shall be required for a driveway
adjacent to a thoroughfare with a forty (40) m.p.h. posted speed limit. A right turn taper will not
be required for a driveway abutting a thoroughfare with four (4) or more through lanes.
(b) Intermediate driveway entrance. This driveway type shall provide for a maximum average daily
trip end volume of fifteen hundred (1,500) vehicles and/or a maximum average peak hour volume
of one hundred fifty (150) vehicles. The minimum distance from the street right-of-way line at any
ingress or egress intermediate driveway to the outer edge of an interior service drive or parking
space with direct access to such driveway shall be fifty (50) feet, measured perpendicularly from
the street. A right turn lane will not be required for a driveway abutting a thoroughfare with four
(4) or more lanes. Refer to section 409.04(5) for turn lane requirements. A minimum of two (2)
egress lanes twelve (12) feet in width each with one (1) fourteen (14) foot wide ingress lane shall
be provided. An intermediate driveway radii shall be thitty-five (35) feet.
( c) Major driveway entrance. This driveway type shall provide for a maximum average daily trip end
volume of five thousand (5,000) vehicles and/or maximum average peak hour volume of five
hundred (500) vehicles. The minimum distance from the street right-of-way line at any ingress or
egress major driveway to the outer edge of any interior service drive or parking space with direct
access to such driveway shall be one hundred (100) feet, measured perpendicularly from the
street. Refer to section 409.04(5) for turn lane requirements. A minimum of two (2) egress lanes
twelve (12) feet each in width and one (1) fourteen (14) foot wide ingress lane shall be provided.
A major driveway radii shall be forty (40) feet.
(d) Major driveway - signalized. Any major driveway requiring a traffic signal shall conform to those
warrants specified in the "USDOT Manual on Uniform Traffic Control Devices" in addition to the
following minimum requirements:
1. The installation of any traffic signal shall be subject to the approval of the CTE.
2. Refer to section 409.04(5) for turn lane requirements.
(5) Turn lanes requirements.
(a) Turn lane requirements immediately adjacent to the development.
1. A left-turn lane of twelve (12) feet in width, conforming to table VI, shall be provided at
each driveway when the average daily trip ends of the driveway is one thousand (1,000)
vehicles or more and/or the average peak hour inbound left-turn volume is twenty-five
(25) vehicles or more. Increased queue lengths (waiting vehicle storage) may be required
by the CTE to provide for additional storage, based upon a peak hour entering volume
greater than seventy-five (75) vehicles in the peak hour. No queue length is required if the
peak hour entering volume is seventy-five (75) vehicles in the peak hour or less.
2. A right-turn lane of twelve (12) feet in width, conforming to table VI shall be provided at
each driveway when the speed limit equals or exceeds thirty-five (35) miles per hour or if
the development will generate one hundred (100) or more right-turn movements during
the peak hour. Increased ston~ge and transition queue lengths (waiting vehicle storage)
may be required by the CTE to provide for additional storage, based upon a peak hour
entering volume greater than one hundred fifty (150) vehicles in the peak hour. No queue
length is required if the peak hour entering volume is one hundred fifty (150) vehicles in
the peak hour or less.
(b) Additional improvements immediately adjacent to the development. At intersections, with a
thoroughfare which abut the development, the following improvements shall be provided:
1_ A right-turn lane of twelve (12) feet in width, conforming to section 409.04(5) and table
VI, shall be provided if the development will generate one hundred (100) or more right
turns during the peak hour.
2. A left-turn lane of twelve (12) feet in width conforming to section 409.04(5) and table VI,
shall be provided if the street's speed limit is thirty-five (35) miles per hour or greater and
ifthe development will generate twenty-five (25) or more left turns during the peak hour.
(c) Through lane pavement transition tapers. A through lane pavement transition taper shall be
provided on all streets and roadways where the through lane is offset to provide for right turn
lanes, left turn lanes, lane width changes and an increase or reduction in the number of through
lanes. The through lane pavement transition taper length shall be based upon FDOT Standard
Index #526 & 17346 and calculated using the following formulas:
For design speeds less than or equal to forty (40) m.p.h. use: L = WS2/60
Attachment No. 2
Preliminary Study Presentation
Current Code for t~e Ci~y.~f_,
Winter Springs
> Section 9-386.4
> Access Improvement: Road
improvements necessary to provide
safe and adequate ingress and egress
and for efficient traffic operations,
)- This criteria is very general
> We recommend modifying the current
code to make it more specific' "',-6\\.
PEC ,_~,
. ~, '- ~~,"'.'.'
, ' . ~ ,...
" The Advantages of Deceleration Lanes.
> Minimize rear end collision potential
)- Improve Level of Service
)- Improve Capacity and Operation
> Improve Pedestrian Safety (Parallel)
PEC
..,";''''','",\,:-
,'M '0, c,:,
: "0'1..
" '.
,,",,:;";>;"! -.
No
Winding Hollow 88 Yes 2
Apache Trail 9 No
Tuscora Drive 53 Yes 3
Creeks Run Way 20 No
41 Yes 4
Vista......lla Drive 121 Yes
Date: 011204
The following Document was distributed on
01/12/04 during Regular "502"
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Right Turn Deceleration Lanes Study
City of Winter Springs, Florida
December 31, 2003
Prepared for:
The City of Winter Springs
1126 E. State Road 434
Winter Springs, Florida 32708
Prepared by:
PEe
Professional Engineering Consultants, Inc.
200 East Robinson Street, Suite 1560
Orlando, Florida 32801
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PROFESSIONAL ENGINEER CERTIFICATE
I hereby certify that I am a registered professional engineer in the State of Florida
practicing with Professional Engineering Consultants, Inc., a Florida corporation,
authorized to operate as an engineering business, EB# 0003556, by the State of Florida
Department of Professional Regulation, Board of Professional Engineers, and that I _
have prepared or approved the evaluation, findings, opinions, conclusions, or technical
advice hereby reported for:
PROJECT:
LOCATION:
CLIENT:
Right Turn Deceleration Lanes Study
Winter Springs, Seminole County
City of Winter Springs
I acknowledge that the procedures and references used to develop the results
contained in this study are standard to the professional practice of transportation
engineering as applied through professional judgement and experience.
SIGNATURE:
NAME:
Fursan Munied
P.E. NO:
51446
DATE:
December 31. 2003
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Table of Contents
Section
Page
1 .0 Introduction................... .............................. ................................................ 1
2.0 Research of Guidelines and Criteria ........................................................... 2
3.0 Recommendations. ................. .......... .... ........................ .................. ............3
4.0 Case Study: State Road 434 Right Turn Deceleration Lane Analysis........4
8Qpendix
A. Seminole County Applicable Codes
B. Orange County Applicable Codes
C. Volusia County Applicable Codes
D. City of Orlando Applicable Codes
E. Florida Department of Transportation Applicable Codes
F . Technical Manuals
G. Traffic Count Locations
H. Traffic Counts
I. Accident Reports
J. Average Daily Traffic Data
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SECTION 1.0: INTRODUCTION
This Right Turn Deceleration Lane Study was conducted to evaluate the need and establish the
thresholds for providing right-turn deceleration lanes at access locations to existing and proposed
developments, within the limits of the City of Winter Springs. As part of this analysis, a review
of guidelines and criteria for several Counties, Cities and the Florida Department of-
Transportation (FOOT) was conducted. Permitting officials from these various agencies were
contacted in order to get an understanding of their approach in evaluating the need for
deceleration lanes. Technical manuals were also reviewed with respect to deceleration lane
thresholds. The appendix of this report includes copies of the guidelines, criteria and technical
documentation. Based on this research, a recommendation is made to the City of Winter Springs
for adoption of the preferred guidelines and incorporation of these guidelines into the City's
Land Development Codes.
The study scope also included developing a matrix for right-turn deceleration lanes for
residential streets along State Road 434 from State Road 419 to State Road 417. P.M. peak hour
traffic counts were collected at all the residential streets along State Road 434 within the study
limits and this data was analyzed in order to develop the State Road 434 matrix, which identifies
locations where right-turn deceleration lanes are warranted. Additionally, accident history
records were obtained from the Florida Department of Transportation database for the past three
(3) years. Average ~ ~ual daily traffic volumes, directional distribution and truck traffic
. .
percentages were also obtained from the existing traffic count stations along SR434. The
accident report summary and the traffic count information are included in the appendix of this
4
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I The findings and conclusions of this study are summarized in Section 3.0
report.
I Recommendations.
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SECTION 2.0: RESEARCH OF EXISTING GUIDELINES AND CRITERIA
This section documents the research conducted for determining the specific requirements and
thresholds warranting the need for right-turn deceleration lanes at development entrances within
the limits of the City of Winter Springs. Based on a review of guidelines for different' Cities,
Counties, and FOOT, and based on our conversations with permitting officials, it became
apparent that the criteria included in the Land Development Codes and Technical Memoranda
are strictly "Guidelines" for consideration when reviewing the construction plans and permit
applications for different developments. The permitting officials indicated that final
determination of the need for these lanes is typically made on a case-by-case basis depending on
site-specific conditions. In the case of FOOT permitting for developments along State Road 434
within the City of Winter Springs, the permitting officials explained that they have typically
requested left-turn deceleration 113.D.es be constructed, but have not required the addition of right-
turn deceleration lanes. The City could require the addition of right-turn deceleration lanes, as
part of the development review process, at proposed development locations whether on a City,
County or State roads where these lanes are warranted, independent of other jurisdictional
permitting requirements. It is worth noting that part of the FOOT driveway connection permit
process requires that the developer have their local government approvals prior to issuance of
this permit.
Several factors playa role in determining when right-turn deceleration lanes are warranted.
These factors include:' ::
1. The posted speed limit
2. The average daily traffic volume and the peak hour traffic volume on the major roadway.
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3. The average daily traffic volume and the peak hour traffic volume turning into the
development.
4. The number of lanes on the major roadway.
5. The number of large trucks, buses, and recreational vehicles turning movements.
6. Gated subdivision entrances.
7. Crash history.
8. Skew angle of intersection.
9. Sight distance issues.
10. Right-of-way, utility relocation and construction costs.
Following are the published guideline for various Cities, Counties and FOOT:
1. Seminole County: Seminole County's Land Development Code requires the addition of a
right-turn deceleration lanes for developments on roadway of 40 mph posted speeds
and/or developments with a daily trip end rate of 500 ADT or greater. A copy of this
code is included in appendix A of this report.
2. Orange County: Orange County's Land Development Codes require the addition of
right-turn deceleration lanes when the projected right turn volume into the access
driveway exceeds 50 peak hour trips. A copy of this code is included in appendix B of
this report.
3. Volusia County: Volusia County's Land Development Codes require the addition of
right-turn deceleration lanes when the speed limit equals or exceeds 35 mph or if the
development will generate 100 or more right-turn movements during the peak hour. A
copy of this code is included in appendix C of this report
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4. City of Orlando: City of Orlando's Land Development Codes require the addition of
right-turn deceleration lanes when the major street design speed is 35 mph or greater, or
the development is projected to generate 500 or more trips per day or 50 or more trip per
hour. A copy of this code is included in appendix D of this report.
5. Florida Department of Transportation (FOOT): FOOT published a guideline for the
requirement of right-turn deceleration lanes entitled "Exclusive Right Turn Lanes at
Unsignalized Intersections, When Should We Require Them?" in March 2000. The
recommendations within this document are based on research done in NCHRP 420.
Right-turn deceleration lanes are recommended: (1) For highways with posted speed
limits over 45 mph, when the right turns per hour are 30-40 or greater, and (2) For
highways with posted speeds of 45 mph or less, when the right turns per hour are 80-110
per hour or greater. This criteria is discussed in more detail in section 4.0 of this report
and is included in is entirety in appendix E.
6. Technical Manuals: Transportation Research Board NCHRP Report 279 establishes
criteria for requiring right turn deceleration lanes or tapers based on approach volumes,
turning volumes and speed. The Institute of Transportation Engineers, Transportation
and Land Development Manual recommends the addition of right-turn deceleration lanes
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when the major street posted speed is greater than 35 mph, and the right turn volume is
greater than 1000 vehicles per day and greater than 40 vehicle during the peak hour. A
copy of these technical documents is included in Appendix F.
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The current City of Winter Springs code shown in Sec. 9-386.4 under Definitions shows
the following:
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"For the purpose of this division, the following words and terms shall have the meaning ascribed
thereto:
Access improvement: Road improvements necessary to provide safe and adequate ingress and
egress and for efficient traffic operations. Access improvements include but are not limited to the
following:
(1) Right-of-way and easements;
(2) Left and right turn lanes;
(3) Acceleration and deceleration lanes;
(4) Traffic control devices, signage, and markings; and
(5) Drainage and utilities."
Although this criteria is inclusive of the factors that affect the design issues such as turn lanes, it
is very general and not specific enough to set requirements based on certain parameters such as
traffic volumes. Therefore, we are recommending modification to this code, which is outlined in
Section 3.0 Recommendations.
The main benefits associated with providing right-turn deceleration lanes are:
1. Minimize rear end collision potential at intersections.
2. Improve the Level of service (LOS), capacity, and operation of the intersection.
3. Improve the Level of Service (LOS) of the main thoroughfare, as it removes the
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slower moving vehicles from the main traffic stream.
4. Improved pedestrian safety for pedestrians crossing the side street, as it increases
driver and pedestrian expectancy.
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SECTION 3.0: RECOMMENDATIONS
Based on our research and analysis of various agencies requirements for right-turn deceleration
lanes and based on a review of technical manuals, we recommend the following:
1. Due to the complexity of issues, advantages and disadvantages, competing objectives,
trade-offs, and uniqueness of each case, the need for a right turn decelerati.on lane should
be evaluated by the City engineering staff on a case-by-case basis, under set guidelines
and procedures, listed below.
2. After thorough review of similar City, County, and State codes, it is recommended that
the guideline published by the Rorida Department of Transportation, be the minimum
standard used by the City of Winter Springs.
3. Right-turn deceleration lane warrants include, but are not limited, to the following
criteria:
a) For two lane roadways with posted speed limits greater than 45 mph, set
threshold at 30 right turns per hour.
b) For two lane roadways with posted speed limits of 45 mph or less, set
threshold at 80 right turns per hour.
"
c) For four lane roadways with posted speed limits greater than 45 mph, set
threshold at 40 right turns per hour.
d) For four lane roadways with posted speed limits of 45 mph or less, set
threshold at 110 right turns per hour.
e) For all six-lane facilities, right turn deceleration lanes are only warranted at
locations with a very high number of right turning vehicles.
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4.
Other factors which must be considered in the warrant evaluation process include:
a) Percentage of trucks, recreational vehicles, and buses turning right at a
specific location.
b) Gated entrances where there is limited queue distance between the gate
and the edge of the outside through lane.
c) Accident history including vehicular, pedestrian, and bicyclist traffic.
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d) Sight distance.
e) Right-of-Way requirements.
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SECTION 4.0: CASE STUDY: STATE ROAD 434 RIGHT-TURN DECELERATION
LANE ANALYSIS
A right-turn deceleration lane analysis was conducted for the State Road 434 corridor from State
Road 419 to State Road 417 within City limits. The analysis included evaluating the need for
right-turn deceleration lanes at existing access points to residential developments. Typically,
signalized intersections have different thresholds than unsignalized intersections- due to several
factors, however, at locations where traffic signals serve exclusively residential developments,
the same threshold would apply. Commercial developments along this segment were excluded
from the analysis for two reasons: First, the right-of-way and physical constraints would likely
make it difficult to install these lanes, and second, the peak hour voluines would likely exceed
the minimum thresholds recommended.
Traffic counts were collected at the following locations:
1. Stone Gable Circle.
2. Winding Hollow Boulevard.
3. Apache Trail (Tuskawilla Trails).
4. Tuscora Drive (Tuskawilla Subdivision).
5. Creeks Run Way.
6. Courtney Springs Apmnnents.
7. Vistawilla Drive.
8. Spring A v~~~.
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Traffic counts were collected at all eight locations during the p.rn. peak hour, which is the
highest period for entering traffic in residential developments. This data was analyzed based on
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I the recommended gnideline in section 3.0 of this report.
I results of the analysis:
The following matrix snmmarizes the
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STATE ROAD 434 RIGHT-TURN DECELERATION LANE MATRIX
Location
P.M. Peak-Hour Right-Turn
Warranted
Priority
Volume
Stone Gable Circle
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No
Winding Hollow Blvd.
I Apache Trail
Tuscora Drive
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Creeks Run Way
I Courtney Springs Apts
I Vistawilla Drive
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I Locations where the turn lanes are not currently warranted should be_ monitored periodically in
I locations would be added to the list of improvements.
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88
Yes
2
9
No
53
Yes
3
20
No
41
Yes
4
121
Yes
1
Spring Avenue
14
No
the future and once the thresholds for providing right-turn deceleration lanes are me~ these
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Appendix A
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Seminole County Land Development Code
3.1 Requirements .
A right turn lane section is required on roadways of 40 mph and greater and/or
development with a daily trip end rate of 500 ADT or greater.
A left turn lane section is required for any development that accesses a. classified road of
Minor Collector and above or has a posted speed of 35 mph or higher. An inbound radiUs
of 50 feet at development access will be required, preempted only by a majo~ road speed
of 40 mph or higher, or a daily trip end rate of 500 ADT or higher, then:a right turn
section will be additionally required.
Additionally, if either terminus of the proposed auxiliary lane section is within 300 feet
from existing auxiliary lane terminus then a total 36 foot section is required to eliminate
weaving or "Hour Glass" sections. See AttaCnment' 3 . for - design - 'and inarkings . --
specifications.
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Appendix B
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Orange County Land Development Code
Sec. 38-1392.3. Access management.
An access management plan shall be submitted during the development plan review
stage. The access management plan shall comply with the Orange Center Land Use Study
Transportation Analysis (May 1999). Development proposals shall:
(1) Comply with the study requirements for vacation of various internal roadways in
compliance with state statute;
(2) To the extent possible, comply with re-alignment for planned roadways;
(3) Control the external roadway access from Apopka-Vineland Road, Lake Street,
and Fenton Street (with attention to use of joint access/shared driveway facilities
and with median openings); and
a Specifically, median openings on Apopka Vineland Road between Lake
Street and Fenton Street shall be located at the median openings existing
as of February 13, 2001. Any additional openings shall not be less than six
hundred and sixty (660) feet from these established median openings.
,..i,
b. Right-in, right-out access drives shall not be spaced less than three
hundred (300) feet apart unless approved by the county engineer for
reasons of traffic safety or good engineering practice. Where right-in
access is provided serving development in excess of fifty (50) peak hour
trips, the developer/applicant shall provide a right turn deceleration lane
and corresponding turn radius to meet proper engineering standards; and
(4) Align internal access consistent with the internal roadway network.
. '" Shared access driveways and cross access easements shall be provided for aootting
compatible uses within a planned development in order to minimi7,e the number of
driveway cuts. Where shared driveways and cross access easements are provided, a joint
access easement shall be recorded as part of a subdivision plat or as a separate instrument
prior to issuance of the first building permit.
In addition, the access management plan shall ide~~ all existing or proposed transit
facilities along the ~jacent roadways.
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Appendix C
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409.04.
(2)
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V olusia County Land Development Code
Vehicular Access to a Thoroughfare. Vehicular access to a thoroughfare
shall conform to the following standards:
(1)
General. The area within the development to which the driveway provides access
shall be of sufficient size to allow all necessary ftmctions for loading, unloading
and parking maneuvers to be carried out on private property and completely off
the street right-of-way.
Type of driveway required.
(a)
Minor driveway entrance. This driveway type shall be provided for a
maximum daily trip end volume of five hundred (500) vehicles and/or a
maximum average peak hour volume of fifty (50) vehicles. The minimum
distance from the street right-of-way line at any ingress or egress minor
driveway to the outer edge of any interior service drive or parking space
with direct access to such driveway shall be twenty-five (25) feet,
measured perpendicularly from the street. A minor driveway entrance radii
shall be thirty (30) feet, and a minimum width shall be twenty-four (24)
feet. A one hundred-foot long twelve-foot wide right turn taper shall be
required for a driveway adjacent to a thoroughfare with a forty (40) m.p.a
posted speed limit. A right turn taper will not be required for a driveway
abutting a thoroughfare with four (4) or more through lanes.
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(b)
Intermediate driveway entrance. This driveway type shall provide for a
maximum average daily trip end volume of fifteen hundred (1,500)
vehicles and/or ama'cimum average peak hour volume of" one hundred
fifty (150) vehicles. The minimum distance from the street right-of-way
line at any ingress or egress intermediate driveway to the outer edge of an
interior service drive or parking space with direct access to such driveway
shall be fifty (50) feet, measured pexpendicularly from the street. A right
turn lane will not be required for a driveway abutting a thoroughfare with
four (4) or more lanes. Refer to section 409.04(5) for turn lane
requirements. A minimum of two (2) egress lanes twelve (12) feet in
width each with one (1) fourteen (14) foot wide ingress lane shall be
provided. An intermediate driveway radii shall be thirty-five (35) feet.
(c)
Majo~ driveway entrance. This driveway type shall provide for a
maXnnum average daily trip end volume of five thousand (5,000) vehicles
and/or maximum average peak hour volume of five hundred (500)
vehicles. The minimum distance from the street right-of-way line at any
ingress or egress major driveway to the outer edge of any interior service
drive or parking space with direct access to such driveway shall be one
hundred (100) feet, measured perpendicularly from the street. Refer to
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section 409.04(5) for turn lane requirements. A minimum of two (2)
egress lanes twelve (12) feet each in width and one (1) fourteen (14) foot
wide ingress lane shall be provided. A major driveway radii shall be forty
(40) feet.
(d) Major driveway - signalized. Any major driveway requiring a traffic
signal shall conform to those warrants specified in the "USDOT Manual
on Uniform Traffic Control Devices" in addition to the following
minimum requirements:
1. The installation of any traffic signal shall be - subject. to the
approval of the CTE. '.
2. Refer to section 409.04(5) for turn lane requirements.
(5)
Turn lanes requirements.
(a) Turn lane requirements immediately adjacent to the development
1.
A left-turn lane of twelve (12) feet in width, conforming to table
VI, shall be provided at each driveway when the average daily trip
ends of the driveway is one thousand (1,000) vehicles or more
and/or the average peak hour inbound left-turn volume is twenty-
five (25) vehicles or more. Increased queue lengths (waiting
vehicle storage) may be required by the CTE to provide for
additional storage, based upon a peak hour entering volume greater
than seventy-five (75) vehicles in the peak hour. No queue length
is required if the peak hour entering volume is seventy-five (75)
vehicles in the peak hour or less.
,
-,'
2. A right-turn lane of twelve (12) feet in width, conforming to table
VI shall be provided at each driveway when the speed limit equals
or exceeds thirty-five (35) miles per hour or if the development
will generate one hundred (100) or more right-turn movements
during the peak hour. Increased storage and transition queue
lengths (waiting vehicle storage) may be required by the CTE to
provide for additional storage, based upon a peak hour entering
volume greater than one hundred fifty (150) vehicles in the peak
.' hour. No queue length is required if the peak hour entering volume
is one hundred fifty (150) vehicles in the peak hour or less...---.----- - - . - -,--
(b)
Additional improvements immediately adjacent to the development At
interseCtions, with a thoroughfare which abut the development, the
following improvements shall be provided:
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1. A right-turn lane of twelve (12) feet in width, conforming to
section 409.04(5) and _table VI, shall be provided if the
development will generate one hundred (100) or more right turns
during the peak hour. .
2. A left-turn lane of twelve (12) feet in width conforming to section
409.04(5) and table VI, shall be provided if the streefs speed limit
is thirty-five (35) miles per hour or greater and if the development
will generate twenty-five (25) or more left turns during the peak
hour. .
(c)
Through lane pavement transition tapers. A through lane pavement
- transition taper shall be provided on all streets and roadways where the
through lane is offset to provide for right turn lanes, left turn lanes, lane
width changes and an increase or reduction in the number of through
lanes. The through lane pavement transition taper length shall be based
upon FDOT Standard Index #526 & 17346 and. calculated using the --
following formulas:
For design speeds less than or equal to forty (40) m.p.h. use: L = WS2I60
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Appendix D
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City of ()rIando
CITY OF ORLANDO
ENGINEERING STANDARDS MANUAL
Review Committee
Rick Howard, P .E.
Alan Oyler, P.E.
Harry Campbell, P .E.
Jon Hine
Jim Hunt, P .E.
Ken Wagner, C.B.O.
Dayna Walters
Lihua Wei, P.E.
Doug Foster
Erik Lervaag, P .E.
t
Adopted by City Council
January 27, 2003
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Engim:cring SIaIIdards Manual
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Section 8.10 Turn Lanes and Tapers
A) General Requirements
Turn lanes and tapers, when designed by the' Manual of Uniform Minimum Standards for
Design, Construction and Maintenance for Streets and Highways (FDOT), reduce conflict
between the traffic on driveways or intersecting streets and the traffic on the through
street. This conflict reduction is achieved by providing turning vehicles with a refuge
area where acceleration, deceleration, storage and turning maneuvers' may . be
accomplished. Turn lanes and tapers are required for the following conditions.
1)
2)
3~
4)
.'
The Design Speed of the accessed street is 35 MPH or greater;
The parcel of property accessing the street is projected to generate 500 or more
vehicle trips per day or 50 or more vehicle trips in any hour;
The parcel of property accessing the street is residential and has 50 or more
dwelling units;
The parcel of property accessing the street is a development that characteristically
experiences peaks in its trip generation pattern, i.e., schools, subdivisions,
restaurants, public assembly places;
"
":
5)
6)
At any development as a Traffic Impact Analysis may warrant; -
At any parcel of property where a use changes to one that meets one of the above
conditions;
1)
The main street has an Average Daily Traffic Count of 500 or more vehicles per
day or 50 or more vehicles in any hour;
8)
At any location; where grades or other unusual conditions indicate turn lanes to be
desirable, as determined by the City. Turn lanes may be required on local streets
at intersections for safety or capacity reasons. .
9)
The street is classified as a thoroughfare.
The City Transportation Engineer has approval jurisdiction over any requests for
modifications from, these standards.
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Exclusive Right Turn Lan~ at Unsignalized . .
. Intersections, W~e~ Should We Require Thein? -- . - -. - .-
By::. The s{atewide"Access Management Team
Contact: Gary sOkoL (850)414-4912 .
systematp ning Office
. 605 S nee Street. MS 19
Tallahasse . Ronda .32399-0450
gary.sokol w@dotstate.fl.us
State of Florida
Department of Trans ortatio~
Office of the' State T r nsportation Planner
Sys~em~. Planning 0 ce
. .
raft -
C':\DaIa File\RIGHTURH.WPO
Man:h 3. zoco .
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Reconimended V olum and Speed Criteri~ For the Requirement of
urn Lanes at Unsi alized Interse~tions
:t~ It!-
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, Speed and Right Turn olume. Criteria for Excl,..sive Right Turn 'Lanes
ExcluSive right turn lanes shoul be recommended under the fonowing conditions: ·
For highways with posted spe limits over 45 mph:
I;"
. 30-40 right turns per hour
The lower threshold of 0 would be mostly used on higher volume two-lane roads where
the ability to maneuver und right turns is restricted. The 40. or the higher threshold,
. wQuld be most used for n multilane highways. -
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Note: A speed limit 0 45 rnph may be used with. these threshold criteria if the operating
. speeds arc knO] to be over 45 mph during the time of peak right tum flow. .
All highways 45 mph posted weed limit or less:
. I' ,
· 80-110 right is per hour . . .
The lower thre~hold o~ ~O would be most used for high volume (High volume = 700 .
vehicles per hour, per lane in one direction) two-lane roads where the ability to maneuver
is restricted. .
"
The 110 upper thresho d would be most appropriate on lower volume roads and multilane
high,!ays of.that post speed limit
,
Note: Exclusive rig turn lanes may be unnecessary for six lane facilities where the
~~ lane acts like a right turn lane during peak flow times. .
Other Criteria Consid rations
-.
Speed and volume arc not the only criteria used to determine thcxequirement for an-cxclusive ----- _o__ -0--.0- '--
right turn lane at unsignalize intersections, In otdet to minimi~e the rear end collision potential-'-
of some situations. a right lane may be required wh~ large and slow moving vehicles need
to turn right. -
Draft -
C~ata P\Ies\RlQKTUAH..WPO
Matd'l3. 2OQO -
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Trucking facilities or locations that have much large vehicle traffic such as water
portS. train stations etc.)
Bus depots . .
R:ecreational fadli es attracting boats. trailers and other large ~creatiOI\ vehicles
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Requiring rightturn 'anT outside these criteria: "... .____u__
Conditions for providing an exclusive right turn lane when the right turn traffic projections are
not necessanly warranted:
.
ign of a driveway facility causing potential backUps in the
Poor internal site
thru lanes
Heavier than non.xfl peak flows .
.:~ Very high operati~g speeds ~uch as 55 mp~ or above and in rural locations ~?erc
turns are not expdted by drivers . .
The driveway is difficult to see due to uncontrollable features
.. Gated entrance I -
· Crash experience, especially rear end collisions. Any time there are two or more
correctable rear edd collisions in this location you will want to consider the', --
inclusion of an eXflusive right turn lane .
Facilities having d large number of large vehicles or trailers - .' .. .
Intersections or dr:iveways just after signalized intersections where acceleration or
driver expectanCytwould warrant_ a separate right turn lane (this would also be the
case downstream oon after a dual left turn lane onto a four lane road).
· Severe skewed an~e of intersection requires right turn vehicle to slow greatly
· Highways with mby curves or hills where sight distance is impacted
· Local govemmen! policy . . ,
Conditions for not requiring a ri1 t ~ lane where the right turn volumes possibly wanant them:
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Dense or built ou corridor where space is limited
Where-queues of topped vehicles would reguIarly block th~access to the right
turillane. makin them unusable
Urban des~gn co cems such as livable cities initiatives
Pedestrian cone
Bicyclists conct -. -- .~_.- -
Where sufficient ength or property width is Dot available for the appropriate
design ,
Local govemmI policy .
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Draft-
c."\Data FRe.\RIGHTURN.WPO
March 3, 2000
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Where the Numbers Ca e From
These recommendations primarily come from the rcsean:h done in NCHRP 420 "Impacts of
Access Management Techniques" Chapter 4 - UnsignaIized Ac~ Spacing (fcchnique .IB).
This report used an 'operations an ysis where researchers noted the percent of vefiicles behind a
right turn vehicle that had to perfi some sort of evasive maneuyert such as change laneS or
apply their brakes. After numerous studies on over 20 corridors the following relationships were
discovered. .
.\
:--1
..--
Right [Turns Per Percent
Hour Vehicles
Affected'
10 2
I 30 5
--- 60 10
85 15
I 110 20
1
The recommendations we have Jade simply reflect'the lDldetstanding thai on !\igh speed roads
we feel th~t affecting 5 to 10% ~ the following vehicles is acceptable. For lower speed roads,
we would accept 15 to 20%. I .
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How should the e~clusiye right turn lanes be constructed? .. ~. - . ..' .. .
The Standard Index provides guidance - .
According to Florida Dcpartmen1 of Transportation. StanifanI 1ruIex. No. 301. on Turn Lanes,
both right and left turn lanes nee to be constructed with the appropriate taper, deceleration and
queue lengths. However, unsi . d right turn lanes should normally not have queues. - .
'Therefore. the right ~ lane wo d only consist of taper and deceleration to the "stop"
condition. This al~ is accordin to Standard Index No. 301, General Notes, # 2 and 3,
&'2. Total deceleration distances rl ust not be reduced ex~ept wheze lesser valucsare imposed by ,
unrelocatable control points".. . .. .
,- . .'
"3. Right nun lan. tapeiS: and Tees are Identical to left !11m lanes under stop conditionS"., ,- ,
...1 .
Draft.
C:\DaCla Fil~GHT\JAIIlWPO
Match 3, 2000
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TURN I.AHES CURBED AND UHOJRBED "EDlANS
tJRSAN CtJNDlTITOHS RlJIW. CONDITTT1JNS
. --
Bra e To TotoJ Brde To TcJoJ
Design Wry C/etUGllCe D-5 ~ Deal. CItr:Wnt:e . Slop D<<2/. C/t:Cf'aIIt:: .'
Speed S~ed OiSlgra 's '(ZtI(;t: Disfant;t: D'~ Disfaa;t: Dist~: Distaru
( IIfJh J IIllphJ L, L . L ~$ ~, .L L~
J5 2S 1a ~S" ~ It1 --. --. --
I
~ JfJ lJtT ~5' ISS" 12II --- ---- ----
of5 Jt as .Dr 2S" OS' ---- ---- ---
m- *5" .- ..--
~ 4tV4f zer 1!ZT t15" Ja7 f1EJr
55 48 12S - -- ---. ---. 2I/r 355" . M'
'fl1 5Z US' - -- ---- ---- Jcr 4SS" .Vl1'
&5 55 /1(7 --- ---. -- J3f 5a1 zn:r
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HIGH VOLUMEluRBAN TWO-Y(AY ACc:t:sS DRIVEwAY
.. I HOT TO SC4l.E.
"- ....-.
L. , t..
r~o- TAPERl !~ -:- -~ ~ 6. DOU81..E
I TEt.I..O_
6- WHITE:, I . r'. YlHITt
- . . I f~4- WHI!E .
11 'lJ~' ~
. ,- tmlT! lrM)CII\P~'$ . 20',J . ~'..4
....!!I.. '\.83o.~b-
, ,- 1Il4lTt 110'.:0' Sr.IP,. ..
~~~~~~::."';- u - .... - u;,,: f7' - .. - . . - i~:.;;;: ~ ..... .:..-;:.-._._u_
TEllOlt
w,. ,,.-30', tr, ."'8' -
- ~t~l..tCTlvf ~r r- ---, - IlK I n: \ICe
.: 'fUoI..OW /'
I II)C RP\I'S - IIPW'S c ZO'
, . . .. 40-'-;"':":'" '1 I":- :--, - T,[1..I.0"
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There is flexibility in dete g deceleration length
Right turn lane tapers and ~eceleration distances are site' specific under free flow or yield
conditions. Since in mOSfsitu~ons. the right turn vehicle at an.1IJlS. ignalizcd intersection does -.
not need to be stored and can sl w down (~ther d13D_~C?P). 4ecelc:ration _distancc:s may be sh~~ .
than those used for left ttlms. is should only be done where space is restricted. .
Draft-
Cl\Qata FiJo.\AtCHTUAN.WPD
Matdl 3. 2000
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Turn Lane .Requiremen ~ During Site Constr.uction
Turn lanes may be required be~ Ie constrUction of a new development sire in order to minimize
the impacts of ~arge constrUctio related vehicles going to the s~te.
- :: 'o!
Discussion of p'e~es~rt ~ a!,d cy(:list concerns
. .
Right turn lanes can be benefici or limiting to pedestrians under ~n situations. Where there-
are heavy pedestrian volumes ssing sidewalks' and side ~trce~ coupled with heavy automobile
traffic. the right tmn lane actU y gives protection to the pedestrian crossing the driveway or s~de
street because the right turn ve . de is in 3: protective location and does not feel pressure to try to
&'beat"' the pedestrian to the crOj driveway crosswalk. - - -
Where the right turn lane may +ot be beneficial to the pedestrian is for the pedestri~ crossing the
main s~et. Th:'exclusive. rig~t turn lane will add over 12 feet of extra pavement.for the
pedcstn~crosS1Dg the mam Stet . . .
The oth~'concern is for bicycl sts in areas of exclusive right turn lanes since all new bicyc~
paths in Florida are on the side of the curb lane and follow through signalized and unsignalized
.intersections. The provision o~ a right turn I3I1e puts the cyclist in a position where vehicles are -..
passing the cyclist on both sidds (on the thru curb lane and on the exclusive right turn lane). _____h -- .
Though this is the correct desitn to use. too many of these situations would not be optimal.
I
A technique used in Portland, Oregon as well as throughout Europe can be Used to make auto
drivers aware of the shared spJce:. This technique., called '1Jlue bike 'lanes" has been successfully
applied. A picture of this folIotvs:
. I
- - - - - - L- - - - - - - - - - - _1=;1J}. ~ .1
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SlICE /.ANE -tl ~ __ ana: I.AHE-.
P4 O;~ rBna '';''--->--
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Craft .
C;\C.ta F1f4~\A1GJ.m.JRN. WPD
Matcts 3. 2000 .
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.. ,..~ & ~~,. - "
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100
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2 . LANE HIGHWAYS
FULL WIDTH TURN'LANE
. . LANE HIGHWUS
FULL WIDTH ,TURN LANE
TAPER
N9Ttl For appllCGt.lon on hl~ speed I'lIGhwo)'s._
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200 400 600 800 1000 1200 1-400
TOlAC PEAK HOUR APPROACH VOLUUE CVHPJ
~cae r,cnpartCltlon Ilaecrcb....4 ~ IIepcrt · ll!. . .- :-. .
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INSTITUTE .
OF
TRANSPORTATION ENGINEERS
Transportation.
and
Land Development
Vergil G. Stover
Texas A &: M University
Frank J. Koepke
The Traffic Institute. Nonhwestern University
Editorial Assistance was Provided by:
Emily B. peterSOn
Dallas Area Rapid Transit
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.Prentice Hall. Englewood .Clijfs. New Jer~ 07632
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Chap. 6 / AJ:t:;ess and Site Circulation
l
,...-Ed&eofpaveinent
Gutter
25' Desirable minimum,
18' absolute minimum .
Edge of pavement
Not to de
(b) Median detail
Figure ~12 (continued)
TABLE &-3
Cost-Effective Techniques to Enhance Capacity and Safety on Existing Roadways
Left turns into driveway
Provide continuous two-way left-turn lane
Provide aJtemating left-turn lanes
I
Provide isolated median and left-turn
lanes"
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Right turns into driveway
Provide continuous right-turn lane
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Provide supplementary right-turn-only
driveways
Provide right-tum deceleration lane"
General
Provide frontage road"
Provide 2 one-way driveways instead of 1
two-way driveway
Provide right-tum acceleration lane"
> 60 driveways/mile; > 20% left turns
during peak hour
> 45 driveways/mile; > 15% left turns
during peak hour
< 30 driveways/mile; > 1,000 vpd
driveway traffic, > 1,000 vpd road-
way traffic
> 60 driveways/mile; > 15,000 vpd
roadway traHic with > 20% right
turns/mile
high-volume driveway; > 300-foot
frontage
> 35 mph; > 1,000 right turns/day and
> 40 right turns during peak hour;
adequate frontage
> 60 driveways/mile; > 20,000 vpd
roadway traffic; ~55 mph
< 60 driveways/mile; < 3S mph;
> 150-foot frontages
> 35 mph; > 75 right turns during peak
hour, adequate frontage
SOURCE: AdapIlJd 110m Glennon IlI1L (1).
"AdequaIe geometries In crilicaIlD lhe ~ Y lunclioning of lI1ese techniques.
3. Left-tmD prohibitions arc most desirable when physically implemented with
median cltannf!li:tarion (If a median exists) or driveway c:bannelizatioD. Signing
should also be installed as necessary.
4. To a great extent. the width for entering movements will be determined by the
turning requirements. Exit width will be determined by peak turning volumes.
. ~ ~
ACCESS DRIVES
In order to c:nsurc efficiCDl intcma1 circulatiOD, storage areas at access drives .mUS! ~__
designed to allow for adequate c:apacity. Storage on the driveway should be of sufficient
length 10 keep stopped vehicles from blocking the path of entering vehicles or vehicles
traveling along !be internal circulation roadways. Failure to provide sufficient storage will
result in unsafe and confusing vehicle conflicts as indicated in Figure 6-13.
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Appendix G
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Traffic Count Locations
4:00 pm to 6:00 pm
1. SR434 at Stone Gable Cir. - Count eastbound through volume and eastbound
right turn volume.
2. SR434 at Winding Hollow Blvd. - Count eastbound through volume and
eastbound right turn volume.
3. SR434 at Apache Trail- Count eastbound through volume and eastbound right
turn volume.
4. SR434 at Tuscora Drive - Count eastbound through volume and eastbound right
turn volume.
5. SR434 at Creeks Run Way - Count eastbound through volume and eastbound
right turn volume.
6. SR434 at Courtney Springs Entrance - Count eastbound through volume and
eastbound right turn volume.
7. SR434 at Vistawilla Drive - Count eastbound through volume and eastbound right
turn volume.
8. SR434 at Spring Avenue - Count westbound through volume and westbound
right turn volume.
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Appendix H
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TURNING MOVEMENT COUNT ANALYSIS
................. ................. SR-t
sn ED WlI
NO R T L R T L TOTAL
Enel R T L R T L 0 0 401
Slart 0 0
0 0 0 0 0 0 401
4:00 PM 4:16 PM 0 3 380 0 0 0 0 383
4:30 PM- 0 0 0 0 0 0 0 318
4:16 PM 0 4 374 0 0 0
4:30 PM 4:46 PM 0 0 0 0 0 0 0 0 400
0 0 0 0 7 393 0
4:45 PM 5:00 PM 0 0 0 0 0 "042
0 0 0 0 0 0 2 440 0
6:00 PM 6:16 PM 619 0 0 0 0 821
0 0 0 0 0 0 2
6:16 PM 5:30 PM 490 1 0 0 0 404
1 0 0 0 0 0 2
&:30 PM &:45 PM 0 0 5 487 0 0 0 0 492
6:46 PM 8:00 PM 0 0 0 0
Soulbbound
0 0 0
1
.................
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.. 'a
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.q ..
.. ,
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~ :
ex: i
III
.. /- 0
~ ..
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Slone Gllble Circlc
1
0 0
Northbound
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I.teneellan (HIS), Stone C.bl, Circle
latenccllo,D {ElW)1 SH-t34
Datil IV10I2003
o
o
o
o
o
o
o
o
o
o
o
Peak H~ur VotU"'"
'a
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w
J
2036
11
34
.................
o
o
o
14
11
11
1548
2036
2036
o
1
1
o
o
o
o
o
o
o
o
o
682
2049
2049
111111 II. _I
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-
-
TURNING MOVEMENT COUNT ANALYSIS
NB Sll ED WII
Start End R T L -R T I. R T L R T L TOTAL
4 :00 PM 4:16 PM 0 0 0 0 0 0 14 372 0 0 0 0 386
4:16 PM - 4:30 P~~. _ 0 0 0 0 0 0 20 355 0 0 0 0 376
4:30PM 4:45 PM 0 0 0 0 0 0 17 333 0 O. 0 0 350
4:45 PM 6:00 PM 0 0 0 0 0 0 20 367 0 0 0 0 387
6:00 PM .-&:16 PM 0 0 0 0 0 0 22 399 0 0 0 0 421
6:15PM 5:30 PM 0 0 0 0 0 0 16 -682 0 0 0 0 598
6:30 PM 6:45 PM 0 0 0 0 0 0 19 482 0 0 0 0 601
6:45 PM 6:00 PM 0 0 0 0 0 0 31 395 0 0 0 0 426
'atenecdOD (HIS): Wlndlnl Hollow
'atersectloa (E/W): Sa....34
D.le; ,VIOnOO)
.................
.................
SR....34
.................
Tot.llorl 4:00 PM 6:l)0-PM 0 0 0 0 0 0 71 1427 0 0 0 0 1498
l'ot., IOfl 5:00 PM 6:00 PM 0 0 0 0 0 0 88 1858 0 0 0 0 1946
Tot.1 r..k IIOUfl 5:00 PM 6:00 PM 0 0 0 0 0 0 88 1858 0 0 0 0 1946
Overall PIIPI 0.814
SOllthllound
Peak "our Vvlume.
0 0 0
1
.................
.
0 ,
~ , 0
, '
J . ~
~ . g
.
1858 . J . ~
. 0 J
! .
en ,
. I
88 ~ S /- 0
.
.
.
.............,...
I
0 0 0
~ Norlllbound
. -
-----.---
_. - - - - - - -
. -..
- --
TURNING MOVEMENT COUNT ANALYSIS
Intenectloa (NIS). Ap.ebe Tnll
InteneclloD (EIW)I Sa....J4
D.'cl IvaonOOJ
SR....J4
.................
................. .................
so ED WD
ND TOTAl
T L R l' L R T L
R T L R
Slnt End 0 0 0 408
0 0 0 0 0 5 403 0
4:00 PM 4:15 PM 0 0 380
0 0 4 376 0 0 0
0 0 0 0
4:15 PM .- 4:30 PM 0 1 389 0 0 0 0 390
4:30 PM I, 4:45 PM 0 0 0 0 0
0 0 0 409 0 0 0 0 409
4:45 PM 5:00PM 0 0 0 0
0 0 0 0 2 413 0 0 0 0 415
5:00PM 6:15 PM 0 0 0 607
0 0 2 506 0 0 0
6:16PM 6:30 PM 0 0 0 0 0 486
0 0 0 0 465 0 0 0
6:30 PM 6:45 PM 0 0 0
0 5 411 0 0 0 0 416
6:45 PM 8:00 PM 0 0 0 0 0
Southbound
Pe.k lIour Volumes 0 0 0
1
.................
.
.
0 l 0 ..,
'a . G
.
IS ~ i
l:I
i 1194 --+ :! 4 0 ~
III i
9 ~ . /_. 0
z
*....*...........
r
0 0 0
Northbound
"
"
o
0,
o
o
o
o
o
o
o
o
o
o
o
o
o
10
9
9
1577
1794
1794
o
o
o
o
o
o
o
o
o
o
o
1587
1803
803
-
-
-
- --
- -
-
-
-
-
- -
- -
-
-
-
TURNING MOVEMENT COUNT ANALYSIS
NO SO ED WB
S'u. End , R T L R T L R 'f L R T L TOT^
4:00 PM 4:15 PM 0 0 0 0 0 0 20 244 0 0 0 0 284
4:15 PM 4:30 PM 0 0 0 0 0 0 10 221 0 0 0 0 231
4:30 PM '- 4:45PM 0 0 0 0 0 0 7 316 0 0 0 0 323
4:46 PM .;; 5:00PM 0 0 0 0 0 0 14 282 , 0 0 O. 0 296
6:00 PM 5:16 PM 0 0 0 0 0 0 16 327 0 ,0 0 0 342
6:15 PM 5:30 PM 0 0 0 0 0 0 17 368 0 0 0 0 383
6:30 PM 6;46 PM 0 0 0 0 0 0 15 218 0 0 0 0 293
&:45 PM 6:00 PM 0 0 0 0 0 0 21 266 0 0 0 0 289
IQltnettloD (NIS): Tauora Dr
Inltnettloa (EIW): SR~3.
Dalel 12Il1nOOJ
.................
.................
SR....3.
.................
Tola' ror: 4:001'M 5:00 PM 0 0 0 0 0 0 61 1063 0 0 0 0 1114
To'al rorl 6:00 PM 6:00 PM 0 0 0 0 0 0 68 1239 0 0 0 0 1307
Tota' Peak lIour: 4:30 PM 5:30 PM 0 0 0 0 0 0 53 1291 0 0 0 0 1344
O,'erall PHF: 0.877
SoulhboUlld "
PeRk 1I0ur Vohunca
0 0 0
1
.................
& "
" 0 & 0 '0
.
'11 ! . a
j . D
129' ~ . 4 !
. 0
&
III .
. .
53 ~ . /- 0
.
.
.
.............,...
r
0 0 0
Northbouud
.,
-
-
-
-
-
-
- -
-
-
-
-
-
-
-
-
-
-
-
",
TURNING MOVEMENT COUNT ANALYSIS
'.
latmedloa (NIS): Creek. Rua w."
latenectloa (FJW): 5R...34
I)lte: 1211112003
.................
.................
5R....34
.................
NO SO ED we
Sltlr' Elld R T L It T L R T L R 'f L 'fOT A
4:00 PM 4:15 PM 0 0 0 0 0 0 3 232 0 0 0 0 235
4:15 PM 4:30 PM 0 0 0 0 0 0 3 211 0 0 0 0 214
4:30 PM ,,_4:46 PM 0 0 0 0 0 0 6 294 0 0 0 0 300
4:45 PM o. 6:00PM 0 0 0 0 0 0 5 283 0 0 0 0 288
6:00 PM 5:16 PM 0 0 0 0 0 0 5 300 0 0 0 0 ~ 306
6:16 PM 6:30 PM 0 0 0 0 0 0 4 343 0 0 0 0 1 347
6:30 PM 6:45 PM 0 0 0 0 0 0 6 284 0 0 0 0 290
6:45 PM 6:00 PM 0 0 0 0 0 0 5 281 0 0 0 0 286
To'al (or I 4:00 PM 5:00 PM 0 0 0 0 0 0 17 1020 1) 0 0 0 1037
Total rorl 5:00 PM 6:00 PM 0 0 0 0 0 0 20 1208 0 0 0 0 1228
Total PllIk lIourl 4:30 PM 6:30 PM 0 0 0 0 0 0 20 1220 0 0 0 0 1240
OvcrDII PIIFI 0.893 .
Southhuund
relk (lour Volumes
0 0 0
1
.................
.
.
- '" 0 S 0 -a
. a
a ~ .
:II . i
j 1220 -.. ~ . ... 0
.
.
.
.
.
20 ~ . /-" 0
.
t
.................
1
0 0 0
Nortbbound
-
-
---
- --
--
- -
-
- --
- -
-
- -
TURNING MOVEMENT COUNT ANAL VSIS
................. sn....34 WB
................. ED
511 L R T L TOTAl
Nil l. R T 0 257
T L It T 0 0 0
Start End R 0 0 7 250 0 0 223
0 0 0 0 0
-4:00PM .-4:16PM 0 0 6 218 315
0 0 0 0 0 0 0 0
4:16 PM . .'.- 4:30 PM 0 0 7 308 288
0 0 0 0 0 o ".
4:30 PM 4:45 PM . 0 0 0 9 219 0 0 324
0 0 0 0 0 0 0
4:45 PM 6:00 PM 0 0 7 311 376
0 0 0 0 0 0 0 0
6:00 PM 6:16 PM 0 0 0 0 18 357 !O 0 262
5:16PM 6:30 PM 0 0 0 0 9 253 0 0 278
0 0 0 0 0 0 0 0
5:30 PM 6:45 PM 0 0 7 271
0 0 0 0
6:45 PM 6:00 PM 0 1083
0 0 0 0
'nlenedlOD (NIS): Courtney Sprlnal EDI.
IDleneclloD (EIW)I SR-434
Datel 12IllnOO]
5:00 PM 0 0 0 0
TotDI rorl 4:00 P 6:00 PM 0 0 0 0
TotDt ror. 6:00 PM 5:30 PM 0 0 0 0
Tot.1 Pellk lIourl 4:30
Overllll PUP. 0.868
r..k "our Volumea
......'..
."
a
I
o
.1161
~
~
(I)
41
~
o
o
o
Soulhbound
o
o
1
.................
o
o
o
28
41
41
1055
1198
261
o
o
o
o
o
o
o
o
1239
1302
.................
o
.
1 0
.
i 4 0
.
.
.
. , .
.
. /- 0
:
.
'!U
i
i
~
.................
1
0 0 0
Northbound
'- ,
-
-
-
- ---
- -
-
-
-
_ ... -
- -
-
- -
"
TURNING MOVEMENT COUNT ANALYSIS
In'enectloD (NIS): VII'lwUla Dr.
la'enec"oD (EIW): SR-434
DRte: 12/1111003
.................
.................
SR-434
.................
Nil SO ED \VB
Stnr' End " R T L n T l. n 'I' L R T L TOTA
4:00 PM 4:16 PM 0 0 0 0 0 0 19 226 0 0 0 0 245
4:16PM ._ 4:30 PM 0 0 0 0 0 0 34 236 0 0 0 0 270
4:30PM :; 4:45 PM 0 0 0 0 0 0 33 268 0 0 0 0 301
4:46 PM 6:00 PM 0 0 0 0 0 0 20 271 0 0 0 0 281
5:00 PM 6:16 PM 0 0 0 0 0 0 43 321 0 0 0 0 364
6:15 PM 5:30 PM 0 0 0 0 0 0 25 289 0 0 0 0 324
6:30 PM 6:46 PM 0 0 0 0 0 0 24 231 0 0 0 0 261
6:46 PM 6:00 PM 0 0 0 0 0 0 35 227 0 0 0 0 262
Total rorl. 4:00 PM 6:00 PM 0 0 0 0 0 0 106 1001 0 0 0 0 1107
Total rorl 5:00 PM 6:00 PM 0 0 0 0 0 0 127 1084 0 0 0 0 1211
Tolar PInk lIour: 4:30 PM 5:30 PM 0 0 0 0 0 0 121 1159 0 0 0 0 1280
Ovuall PUFI 0,879
SoulhboulIlJ
Peak Hour Volulne,
0 0 0
1
....**.*.........
.
0 t 0 "Ci
-a .
.
a q t a
I 1159. -. . ... 0 !
.
~ .
CI.I i
'.
Jll~ . 0
. /-
.
.
............*....
r
0 0 0
Northbound
"
-
-
- --
-
- -
---
-
- -
-
-
-
-
-'-
TURNING MOVEMENT COUNT ANALYSIS
IDlenecllon (N/S)I Sprlna Ave.
lDlenectlon (ElW)1 sa...J4
0.1'1 1211111003
NO S8 ED WO
Slnl End a 'f L n 'f L n T L R T 1. TOTA'
4:00 PM 4:16 PM 0 0 0 0 0 0 0 0 0 2 217 0 219
4:16 PM :.' 4:30 PM 0 0 0 0 0 0 0 0 0 3 229 0 232
4:30 PM " 4:45 PM 0 0 .0 0 0 0 0 0 0 2 206 0 208
4:45 PM 6:00 PM 0 0' 0 0 0 0 0 0 0 4 206 0 210
6:00 PM 6:16 PM 0 0 0 0 0 0 0 0 0 2 237 0 239
6:15 PM 6:30 PM 0 0 0 0 0 0 0 0 0 4 210 0 214
5:30 PM 5:45 PM 0 0 0 0 0 0 0 0 0 7 232 0 239
6:45 PM 6:00 PM 0 0 0 0 0 0 0 0 0 1 263 0 264
.................
.................
.................
SR-434
Tolal ror. 4;00 PM 6:00 PM 0 0 0 0 0 0 0 0 0 11 858 0 869
Total rorl 6:00 PM 6:00 PM 0 0 0 0 0 0 0 0 0 14 942 0 956
Total PCllk lIour. 5:00 PM 6:00-PM 0 0 0 0 0 0 0 0 0 14 942 0 956
Ovenll rllFI 0.905
I
.1
I
I
I
I
I
I
I
I
I
I
I
,I
I
I
I
I
I
.......-
Appendix I
.n:eJJF
~
---
-'- -
-
-
-
-
-
-
-
-
LEGEND
01 . REM-END
OJ . ANGLE
CH . UP r - TlJIUI
05 . RlGHr-rUM
011 . SIDI!$llf1l'f
09 . COLL. W/ W 011 RDNJIAl'
n . Urlurt/UGHT POLE
IS . RAIl 1/1 DlTCH/QJLVfRT
JI . OIIERTIJ/lJIEO
ft
-
-
-
-
-
-
SECTION
n01(1JOO
~
g
.;
"
~
SJl. ofJ4
TRAFFIC ACCIDENT DATA FOR THE YEARS 2000, 2001, 2002.
Q)
PEe
PROFESSIONAL
ENGINEERING
CONSULTANTS
TRAFFIC ACCIDENT DA T A
STATE ROAD 434
CITY OF WINTER SPRINGS
1126 E. STA TE ROAD 434 WINTER SPRINGS,FL J2708
PHONE 14071 J27-1800
AMI VI "'iaUfIll,IIIUI.J(O
.~( I U,
OU[IOlC(IooIOU 100)
-
-
-
-
-
.
.
...
~POa~..CARPJ13-)
DATB....12/1~/2003
TIIm.... .13: 3J:42
CRASH NUMBBR: THB 9 DIGIT CRASH
RaPORT NUHBER
RO~AY IDI THE 8 OYGI~ NUMBER
THAT IDEIlI'J'Il"IES TIle PART OF
THE: 8TATII: ROAD 8YSTII:H ON
WHICH Ttu: CRASH HAS OCCURR&D
COONTYI TUIt II"YRS'r TWO DXGXT8
011" 'lItE ROADWAY XO Aftll THE
NUH&~C O:O.T, COD& FOR
COUNTY
SECTION: THm THIRD, FOUQTH AND
f"Irrtf DIGITS 01" 7-HI1I"- ROADWAY
JO AJU!: TtlB. SBCTION OF THE
STATE: ROAD SYSTEM, -WYTHYN
COUN'l'Y, ON WHICH THfl CRASH
OCCURR&O
SUBSECTION: THE SIXTH. sBVENTH
AHD EYGHTtl DIGITS OP' TtlE
ROADHAY XD XDEln1nf THIi.
SUBDIYI8XON Oil" ~flE PRIMARY
SECTION 0t>I "''II ICH 'l'HE CRAS"
OCCORAE:D
MILEPOST: THE MILePOST
IDJtHTIl"le..9 TilE eXACT POINT ON
THI: ROIt.DWAY ID WflERE THII
CRASH HAS OCCURRED
. NEAREST NODE: TIlE NEAREST NODI:
~s THE CLOSEST KODE (A
DEF:nU:D pOINT 0If Till: STATE
RO~D SYSTI!=MI TO 'I'ltE LOCATION
OF THE CRASH
STATir: ROAD: TilE STA'I'II!: ROAD XS
~t~ ROUTE HuMBBa ASSXGNED TO
-. THE ROADWAY 10
AVEMGlIO DAILY 'l'RAl"F'IC, TilE
Avl:RAGIt NUHBIlA OF VE:CII1CLBS
REA DAY FA8BING THE MILII!:
PUIN,. WHERB CRASHES OCCURRED
YEM: 'rUE YEAR 'IIlI HltXCII Tam
CRASH OCCUIUU:D IFIHIU. ntO
DI4rITS)
MOtn'H: THE IdOHTH 011' THIt CRASH
DAY:I THE DAY OF THE HotlTU ON
IfHICH THE CRASH oc.r.IJRRr:O
ttOU~ I THe. Tntr: AT "'Hlen THIt
CRASH OCCURRED, MILXTARY TXMm
CRABH RATE CLASS CA'l'EGORY: THIS
Fivr:-LE7T~~/NUHBER CODE IS ^
C(jHBXNATXON Oi" RURAl./URBANI
SUBURBAN CLASSIP'ICATION,
NUMBER OF Ll\NES,
DiVXDED/UNDJVIDED CODE. TYPE
.i ".1'''' AH. su...e.,..
I
I
I
I
.1
I
I
-,
FLORIDA -'DEPARTHENT O~ TRANSPOR
CAn - CRASU ANALYSIS REPORTING SY
CRASH DATA DE-TAIL FOH STA'l'E HAINTAItlBD R01\
CODE SHEET
NOT OTIIEmnSE
-
-
-
-
'-
TYPE. FOR TIIOBE
DEFIJ.I&D BELOK:
_ A FI RST LE1'TEfl. "lJ" MEANS
"URBAN" ICURB " GlIt"rERI, "S"
Il'IIi:ANS "SUBUR5AN", IO(>RN
DAAIHAGE INSIOt; CI1'V OR UR6I\N
AREA). "R" 11EANS RURAL 10E-EN
DI\AIIU>oGE OUTS IDE CITY OR
URBAN AREAl.
_ AIi"TIl.R Till!: ItVPIIEH 1-) THE
HOlmER GIVES THE HUMBER Oli'
TtlRU LANES: "2" HI:.ANS 2-3,
"t" ~&hN5 '-5, "6" MEANS 6 OR
Il'IORE ,
- THE LETER IN THE t'l'H
POSITION DISTINGUISHES
DIVIDED ("0") FROM UNDIVIDE.D
("UN")
_ TIlE LETTER :lit TIlIt FXNAL
POSITION INDICATES THE TYPE
OF' HEDIJ\H: "R" FOR RAISED,
"p. FOR PA'INTED AND "UN" FOR
NOT OIVIOED.
- "IHT" HET,NS
- .TO[," MEANS
- .OLA" 1'U!il<I~S
"CCESS
- .JUUolP" MEANS RI'.MP
_ .. ItIAY" 11EI\NS Ollf.; WAY
- "UNKN" 11EI\NS llNKNO\iN
ALe XNVl ALCUHOL INVOLVED CODE,
COfoIBIHED CRASII-I,EVEL CODE FOR
ALL OF DRIVERS AND
FBDmSTRIANS INVOLVED IN CRASH
o - NONE
.1 - "1.COltOL INVOLVED
2 - DRUGS ZNVOLvaD
.3 - MCOUOL I\N 0 DRUGS
. - UNDETERJ4INED
KAlUfFUL "V EN'!' 11 ":lRST UARHF\JL
eVENT FOR F/,ur.T/1S1' VEHICLE-
A8 REPORTED BY OUFICER
00 - UUKNOH'N/NOT cooeD
01 - REAR-END
02 - /lEAD-ON
03 - J\NGLE
Ot - LJ.:ET-TURN
OS RIGHT-TURN
06 - SIDESWIPE
01 - a~CKEU IN'l'O
08 - COLL, til PI~RED CI>.R
09 - COLI., 10 I-IV ON ROADWAY
10 - COLL. ,., PEOE.STRIAN
1~ - COLL. U( BICYCLE
IN'r-EoRSTI\TE
'1'01.1.. ROAD
OTHJ!.R 1.11..ITe.D
.... -.............
"'I~;"
o ~~ ~~...
..+ (~" ..... .
~v ''V!'
,. c,. . <" ". .11
rON~' {.....~,.. ;';',
,.". /..~.:. ;.~', .:" ~"'~ . lI.!,:~:"; ..4
B ;.. . .' ,.- '. -, I
"-:.'~' .;! . .' .; '..~' ..' ," .~!1:..,
12 _ COLL. wi BICYC:LB (~Jlm: I ," -"l, - OTHKR 1i8 - UNKN<*N
LANE) '. '. - - 1'lRAi'rJ:c CO ROL: TRAi'FIC
13 _ COLLISION WITtI' t~OPED , CONTROL T SITE: OF CRASH, I\.S
14 - COLLISION WI'l'tI TRAIN I REoPOR 0 BY OFFICER
1.5 - COLLISION WITH ANII~ I ,,00 UNl<NOWN/NOT CODED
16 - IUT BIGIoJ /SIGN POST I _ ' ~'o;a NO CONTRDL
I'1 - UTTLITV/LIGIIT POLE I - '/<12 SPE.CIAL SPEED ~ONE
1.I! _ HTT GUARDRAJ:L I ,...:j 03 - SPEED CONTROL SJGN
19 - tilT FEI~CIj; . I"-.~ - 04 - SCHOOL r.o."fE
20 - tilT CONe, BNU\l'ER If ALL I 05 - TAAi'FIC SIGNAL
21 - lilT BRIoGE/PIE-RI I 06 - STOP SlGN
ABUTMENT/RAIL I 01 - YI.ELD SIGN
22 - HIT TREE/SHROBBERY I 08 FLASHING LIGHT
23 - COLL. W/CONSTRUCTXOH I 09 RAILROAD SIGNAl.
BARRICADE/sIm. I 10 - OE'l"ICER/GIIARD/II'LAGAAN
24 - COLl., W/TIU\FII"IC GATE I 11 - POSTED NO U-TORN
2S - COLL. W/CRASH I 12 NO PASSING ZONE
A7TENUA~ORS I" - ALL OTHER
26 - COLI., W/ FIIU:D OBJ&CT ROJU) CONDTNS I ROAD CONDrTIOIfS
ABOVE ROI\D AT TUIE AND LOCATION OF'
2' - H'IT OTHER FIXED OBJECT CRASH, AS RE.PORTEO BY OFFICER
26 - COI.L, W/tlOVEABLB 00 UNKNO'-"N/NOT COOED
OBJECT Olil ROAD 01 - NO DEFEC;'r:l
29 - RAN IN DITCII/CULVER'l' 02 - OBSTRUCTION WI lOAIlNTNG
30 - R1.)~ OFf' RD INTO WA'l'ER 03 - OBSTRUCTION WO WARNING
31 O'\'ERTlIlU~ED 000 - ROAD lJNDER REPAIRI
32 - OCCUPJ',N'J' ~'EJ..'" mOM VEtI CONSTRIJCTIOtI
33 - J~C~tIf~D OS - LOOSE 3URFACE ~~TERIAL
34 - F.IRE 06 - StlLDR - SOFI/LOW/HIGH
3~ RXPIOSION 0'1 - HOLEs/nUTS/UNSAFE
36 - DOW~IHILL RUNAWAY P"VED 8DGEIl
31 ChRGO LOSS OR surFl' 09 - STAUDJ:NG WI<TI!:,B
39 - SE.PI\IV\TION OF UIUTS 09 WOIlN/POLXSHED RD SURP'
3~ - I~EDHlN CROSSOVER 17 ALL OTHER IEXPLAINI
" ALl. 0'1'111;.1\ (EXPLArN) 31TE LOCATION: D.O.T. SITE
LIGII'I'ING, LIGHTING CONDITIONS LOCATION AS COOED BY SAF&Tyl-
AT Tn.1E OF CRAS". AS tu:PORTB.D OF I!'J: CE l
BY OFFICJ:tR 01 - !far A.T IN'f'ERSECTXOOI
01 DAYLIGHT 02 - DUSK RRXING/BRYCGS
03 - DA~~ 02 - AT INTa;.RSECT~ON
04 - DARl< (STREET LJ:GflTI 03 'oJ INFLUENCI;.D BY
05 DARK INO STREET LIGHT) INTE:RSECTImt
8e - UHKNO~IN 04 - ORIVEWA\' ACCESS
I\~EATIlER : KEATIIER COUDITXONS AT OS RAJ:LROAD CROSSUIG
I 'IIl-tE OF CRASIi, AS REPOR'JE.D BY 06 - BRIDGE
I OFFICER . 07 - EHTJVI.N(:E 'I\AHP
I O~ - CLEAR 02 CLOUDY 08 - Exr~ RAMP ,
I 03 - RAIN 04 - I!'Oq 09 - PARKING LO'I' ceUBLIC) .
I 77 - IUL OTlIEA 80 - UNKNCMH 10 PARKIUG LOT (BRIVT) ,
IRb HURF: KOAO SURFACE 11. PRIVATE PROPERTY
I CONDITIOUS AT TII(- ..... ........ "".. . '" ,,",u r ~nn..."
I AS RE.l'OR'fEO UY OE
I 0), - DRY (
I OJ - SLIFPERY (
-
1
-
-
-
-
. . ~~..,." ."...
'._' )......J..,,:...A..,>>..."!.;..;i......\.....l';.-..""""-'.....~..,,~.~. 'i" "'.lWl .j,' t~~rl " "rr..~
-
-
-
-
-
'.
RBPOBY..CARPJ13-1
.DA7E....12/11/200J
TXHE....13:!I3:..2
ROAD SO: SIDE OF ROAD, AS
REPOR'1I!.D BY FLORIDA DEP7 OF
TRl\HS~ORTATION SAFETY OFr~CE
FOR rXRS'1 POINT OF IMPACr IN
CRASH
SEND 011' STATE 801\0
I INT&RBECTION
10 LEV.,.
" H HIl:DII'N
R RrGHT
S - a1'DE ROAD IlJQ!rr
T - 8XDE ROAD LIi:F1'
U - UNkNOWN
ACC LN f: ACCIDENT LANE
l.OCATXON, AS IU:E'ORTEO BY
FLOR 101\ OJ: I'T or
TRANSPORTATION BAFE7Y orrlCE
I'OR FIRST POINT OF IMPAC7 IN
CRASII
1\ - I\CCEL/HEROe LANE
B TOLL PLAZAS
C CROSSWA1.K
II!: ImD OF S'1A1'& ROAD
U - UIL.AHD ARE'"
K SERVICE/Access ROAD
L - LIi: IT TURN LANE
lit MEDIAl.
Ii' - PARKING LANE
. R RIGHT TURN LANE
S - SIDE or Ttu: ROAD
T - CONTJNUOOS 7URN LANE
! (C&NTE.RI
U UN 101 OWN
V - IUCYCLE LANE
l< - I\AHP
1 It "rIlROUGH-LAN&
(In1HBEIRED FIlOH CeNTER I
VEHICLE TYPE ~ 01\ 2. VEHICLE
- TYPB E'OR Fl'RS'l OR SECOND
VEHICLE, A8 R1CPORTI!:D BY THE
OI'I'ICER
00 UNKNOWN/NOT CODED
01 - AO'10H0BILe.
02 - PASBENGER VAN
03 PICKUP/LIGHT TRUCK (2
REAR '1IRE.BI
04 - HEDIUH TRUCK (4 REAR
TTRES)
05 - tlE1\VY TRUCK (2 DB MORE
tu:AA AX LE S )
"ROCK TRACTOR CCAB)
i
06 -
I
!
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FLORIDA - DEPARTHENT OF TRANSPUR"l'ATION
CAR - CRASH I\1.ALYSIB REPORTIHG SYST~H
CRASH DATA DE.TAIL FOR STATE MAIUTAINED ROADS
CODE SIIEI!.'1'
I 07 - MOTOR HOI'IE (RV) I VEil DIR1 OR DIll. 2: VEHICLE I
I 08 - BUS (DRI\~ + 9-15 PASS) I DIRECTION FOR FIRST OR SECORD
I 09 - BUS (ORIVR + > 15 i?ASS II VCtIICLE, AS REPORTED BY TH&
1 10 - SICYCLE I OFFICER
I 11 - MOTORCYCLE I E - EAST N - NORTH
I 12 - HOPED 1 II - SOlTftl U - UNl'tNONN
'I 1:) - ALL TERRAIN VEIUCLE I " - ..-EST
1 14 - TRA'IN PO.1NT OF IMPACT 1 OR 2: E'OXN'r
1 1S - LOK SPEED VEHICLE, O~ lMPACT FOR FIRST OR SECOND
I .,., - o'rHER VEH:rCLI!., AS I\.EI'Ot\'J'ED BY 7HS
VEtlXCLE USE 1 OR 2: VIlHICLE USE OFFICER
FOR FIRST OR SECOND \~HTCLE. 00 - NOT APPLICABLE
AS REPORTED BY TH& orFCER 01 - FROIM' END
00 N/A 02. RIGHT l''RONT CORNEt\.
01. PRIV1\TE TRANSPORTATION 03 - RIGHT rnON'1 QUTR PAN&L
02 - COMHERCIAL PAa8EHGltRS 04 RIGHT f'ROlfT DOOR
03 - COMHERCIAI. CARGO 05 - RIGUT REAR UOOR
04 - pUHL.1C 7IU,\NSPORTATIOU 06 - IUGII'J' REAR QUTR PANEL
05 - POBLIC SCHOOl. tlUB 01 R IGUT REAR CORNER
06 - PRIVATE SCHOOL BUS 08 - I\E.AR END
0'1 -. AJoJBU!.ANC!!. 09 I,EFT I\ti:AR CORNER
DB - 1"''' ENFORCEHE!.HT 10 - LEFT RBAR QUT" PANEL
09 - FIRE/RESCOE 11 - LEFT REAR DOOR
10 - MILITARY' 12 - LE.FT FRONT DOOR
11 - OTIIER GOVERNMENT 13 - LEFT FRONT QUTR PANItL
12 - 00111' 14 - loEt'T FRONT CORN&R
13 CONCRET~ HXKER J5 - HOOD
1.4 - GARBT.GE OR REFUSE 16 ROOF
15 - ChRGO VAN 1."1 - TRUU\(
.,., OTIIER 1.8 - UNDBRCAJ\RIAGE
8U - UNKNCYIfHIDUMHV RECORD 19 - OVERTURN
VEIUCI.B "(lV~IN'" 1 OR 2. VEIIICI.E 20 - W:INDSHIELD
HOVltHEI~1' FOR FIRS"r OR SECOND 21 - TIU\ I LF.:R
VEIIICLE. AS REPORTED BY TilE' 88 - UUKNOl\'N
OFFXCER ICON'rnJB t:hUS~; 1 OR 2: DR["&I\
01 - S"F.AI:UH'I' AHEAD I CONTRIDlI'l'JNG CAUSE FOR FIRST
02 BI,OW:u.JG/STOPI'ED/STALLEO 01\ SECOND \~IIICLE DRIVE.R, AS
OJ ~IAI\ING LEFT TURN REPOR'r&D BY TilE OFFICER
04 BI\CK'lNO 00 - IJNKNOWN/NOT CODED
OS HAl<ING I'IGIIT TURN 0.1 - NO XHPROPER DIlYNG/Io.CT
06 CHAl~G.lNG LANES 02 CARELESS DRZVING
07 EIl1'RHG/LYNG (,MING SPCE: 03 - - FArLED TO YIELD
08 PROPli.RL"i PAIlKED O. - II4PROPER BACKING
09 - IMPROPERLY Pl\R.KED 05 IMPROPER LAlfE CHANGE
10 loJIll<ING U-TURJ. 06 IMPROPER TURN
1.1 PASSING 0'1 - ALCIlOL-IlNDER INn.
1.2 DRIVEIUJ!.SB/RUNAHAY VEta 08 - ORUGS-UNDER INFLUE:.NCE
7., ALL OVHERS 09 Al~' DRUGS-ONDER INFL
88 OIn<NO~N 10 - FOLLOWED 1'00 CLOSELY
11 - DISREGARDED TRI\r~ SGNL
12 - EXCEEDED SA~ SPD U~'I'
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PAGE NO 2
UIII!:RID: TOS621<N
'.1/0. ., CAROllJ
13 - DISRE.GARDED S'10P SIGM
14 - FAILI!.D TO MAINTAn.
EOUI~NT/VEHICLE
IMPROPER PASSING
DROVE LE JT OF CENTER
EXCEED S7ATED SPD ~n
OBSTRUCTING TRAFFIC
ItIE'aOPER LOAD
O'[SREGARDED OTHER
TI\AJ!'F LC CON"JROL
21 - DRIV'[NG WRONG SIDE/NAY
22 - FLEErNG POLICE
23 - VEII1CLIi: MODIFIED
24 - DRIVER DIs'rRACTION
'1'1 ALL OTHER (El<PLAXNI
DRn~R/PED AGE 1 OR 2: DRIVER
OR PEDESTRIAN AGE ~ FOrut
SECTION 1 OR 2, AS REPORTED
B't TIlE OFFICER
f YEHCLS: TOTAL NUMBBR OF
VH.IlICLES INVOLYCD IN THE
CRASH. IF THE UUKSER IS
HIGIIER TIUUl 9 THEN THIS FIELD
HILL DISPLAY AI. AS'lERISf< C-).
. KILLED: TO'J"AL H\lMBER OF
FATALITIES AS A RESUL1' OF THE
CRASH. I l" THB IfUHBER IS
HIGHER TRAN 9 THEN THIS FIE.Lb
~rLL DISPLAY AN ASTERISK C-t.
NUMBER INJURED I TOTAL NUMBER or
INJURXES AS A-ReSULT OF TilE
CRhSH. IF TH~ NUK8&R X9 '
IlIGttER THI\N 99 THEN THIS
FIELD HILL DISPLAY
ASTERI.SKSC..' .
IS -
16-
11
l8 -
19 -
20 -
Y. THE "Y" THAT SOMETIKES
AE1PEARS BETWlU:N TilE COWHJoJ8
reI' CRASH NUMBER AND ROADWIlo 't
10, IS A FLAG THAT IDENTIFIES
CRASHES "JRAT ARB ON OTHER
Sft'S OR ON NON-MAINTAINED
:'lIDE ROADS. THESE CRAStlES ARE
OCCURRING WITHIN 250 FEET
OF TJla: QOERIED Sft AND ARE
c~SSrFI&D AS INFLUENCED .,
CRASHeS. CRASHES ON artIER
ROADWA'YS "'HICtt I\RI!. AT TH&
IN7ERSECTXON WZTH THB QUERIED
SR WILL ALWAYS BE REPORTED
AND I'i'ZLL I.QT SHlYlf THIS FLAG.
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REPOBr..CAR~~13-1 FLORrDA - DEI'UTHENr OF TRI\J~SP'OR''A'nON PAGE NO 1
DATE....12/Ll/2003 CAR - CRASH ANALYSIS REPORTING S Y STIU-4 USER1D: TOS62AN
TlHE....L3:33;42 CRASH OAT" OE'flUL FOR STATE HA.llf'l'AYNED ROADS X/D.. , CAk02 J:i
COHHEHT: FOR PERIOD 01/01/2000 TIIRU 12/3112002 SORT; RDWY ID. HI'. CRASH DATE. CRASH NDKBER
FOR LOCATION: RDt:YJDI 1'1070002 HI'; FROM 0,000 TO 2.020
EXCL :lHF AREA: I. lHCL RAMP: Y
c: ROADWYID H If S ADr y K 0 II CRCC II H L W R T R 8L B II V y VM V pr cc D V V V Y PI CC D . . If
R If C S S I EN 'J'R VIU\ C 0 I\. 0 RJ\ LA L AI!: I E 0 RC OC [0 0 C 'I!." EU EO E OM Oil. BA E'l' au EN E OM OA RI\. UX
A U o B E 1. AO AO E:EA A N Y U ATAT C RV G II 1\0 11.0 'l'C A C IIY 119 IIV It 11' NV [0 HY liS HO H :u NU YG \! It HU
S K U C BC &, RD "IA ALF 1\ T B SE:'lE HE H T S f'N DH EA 0 11' rc :JH NA ,.S VE 11' n: rv HA TS VE IS I 8.1
H B NT \TI' l' Eli ED GYF II II SG I fW T II U Fr D T L CE e CN D TC IlE I CE c C D 'J'C "E 1 N L EU
E T 1: Dr 0 S E X 0 If UT X E R XR T :I S N L 1.1 LT X ., I. 1'1. L L2 L2 X T 1 1'2 C 1. RR
R Y 0 0 S. 'J' C R V L U 1\ r- eo N 0 0 El E If. R 0 81 E E:2 E E R 0 82 E L E e.
H H .~ y 1 G L .s N . 1 1 E'1 D 2 1'2 0 B D 0
......*...6.....................**...~................+...~....~.......~...............*.~................*.....................**....
DUITII:lCT 05 COUN"Y 77 SDUMOLJI:
55391.:1680 77120000 11..282 02&6 '34 021000 00 05 15 18 0-40R 0 33 1 1 J. 01 01 02 H K 04 01 01 .. 14 77 1!l 03 00 02 88 77 00 3 o 01
56378702D 77120000 11..282 02&6 (34 021000 00 09 21 12 U-40R 0 11 1 2 1 05 03 02 1\ 1 11 01 03 12 12 19 0 0 00 1 o 01
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
72SltJlU 70 77070002 00.057 1311 419 033500 02 02 23 00 U-tOR 0 29 4 -' 2 01 OJ. 01 II' S 01 01 01 I: 02 77 48 0 0 00 1 0 01
S63766020 77070002 00 . 114 In2 43. 031500 00 05 03 15 U-40K 0 01 1 1 1. 05 01 02 L 2 01 01 01 W 01 02 4.. 01 01 02 " 00 01 31 2 0 00
72S84S140 7707000:.! 00.174 1372 419 033500 02 03 18 02 U-40R 0 17 .. 1 1 03 01 02 R S 01 01 77 It 01 71 U 0 0 00 1. 0 01
725802930 77070002 00.361 1406 419 033500 02 03 19 08 U-tOR 0 OS 1 1 1 03 01 04 R 2 06 03 05 E 21 77 SO 02 01 -01 E 12 01 04 2 0 01
725835220 17070002 00.500 1406 419 0:33500 02 03 06 01 U-ton 0 01 1 1- 1 O!> 01 01 ~ 1 02 01 01 E 01 02 18 01 01 02 E 08 01 41 2 0 01
725828990 1107000<1 UO.615 1:1"13 419 033&00 02 07 10 12 1J-41JH 0 01 1 J 2 OS 01 02 K 2 01 01_ 01 It 01 02 05 01 01 02 E 08 01 44 2 0 01
611643810 77010002 00.621 1373 419 028500 01 07 30 16 U-40R 0 01 1 ) 1 01 01 02 n :l 02 01. 01 E 02 02 S!) 01 01 0& 08 01 36 2 0 02
563161f30 77070002 00.';<11 1373 419 028500 01 08 26 20 U-40R 0 04 4 1 1 01 01 02 n 2 01 01 03 04 03 20 Ul 01 OJ 14 10 45 :) 0 01
125849270 77010002 00.621 1373 419 033000 02 OS 08 1.0 1I-40R 0 09 .1 1 1 O!i 01 02 ). 1 03 01 03 8 11 02 30 04 12 01 ,. OJ 01 41 2 0 01
725804330 71070002 00.621 1373 419 0:13000 02 06 18 J.O U-40R 0 01 1 2 1 OS 01 02 L 1 02 03 01 W 02 02 54 01 01 02 " 09 01 32 2 0 01
72584 5290 77070002 00.621 1:\73 .19 033000 02 07 29 19 11-40R 0 03 2 7 .1 05 11 02 R 2 01 01 03 II 13 71 68 01 01 01 E l.' 71 33 2 0 03
72581 f.230 17010002 00. 621 .1373 .19 033000 0:1 09 2.& 1-6 \I-40R 0 06 1 1 1 05 01 02 R 2 01 01 03 W 01 03 38 01 OJ. 01 E 12 01 18 3 0 03
61lui270 7707000:1 00.871 1.373 419 028500 01 12 15 03 U-40R 0 29 .. ) 1 01 01 01 lI. S 00 88 06 fI 00 0& 00 01 01 01 II: 02 01 11 2 0 01
725848660 7"1070UU2 01.628 1007 019 033000 O;l OJ 0'; 1.0 \I-40R 0 31 1 1 1 05 0) 02 1. S 01 01 OJ '" 19 02 19 0 0 00 1 0 01
,56371j8JO .,70.,0002 01.809 1..0'1 419 028500 01 06 13 10 V-40R 0 01 1 1 1 06 01 04 R S 01 01 01 N 01 10 00 01 01 02 If 08 01 60 2 0 01
t
FA7AL CRASH S7ATrS~rCa INJURY CRASII STATS l'ROPlf.IITY TOTALS
............................... .................~... DIlKAGE .............................
I CRASHES FATALl'J'XBB :ENJURJ:EB CIU\.SHES IKJtlRXmS CRASllES CRASHe:s FATALI'l'IElS IN.nnUES
16 21 1 J.7 21
,
I
.....~..........~..........._...........
NO. Of' EXraACT RCDS gAD 11
HO. OF l"A1:N'I' RCDS OUri'tnTJ:D - 11
BHD O~ CARi'~13-1 .
~....*...*....*..........................
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REP08T..CARP~11-1 FLORIDA - DEI?AKTI~NT OF TRANSPORTATION !"AGE NO 1
DAT&....]2/11/2003 CAR - CJU\SII ANALYSIS REL>ORT'lUG SYSTEM U8SRID: .,O~ 62AH
TIHE....13:34:04 CRASH OI\TA OCT/.IL FOR STNJ'E; MAINTAINEO ROAOS '1/0., . CAA0213
COHMEN'l' I ~'OR PEIHOO 01/01/2UO<l TIIRU 12/H/2002 80RT: ROW" ZO, .11', CMS" DATE, CMtiH NlmBER
I'OR LOCATJ:ONl RrMYID: 11070003 MI?: FROH 0.000 TO 0.855
&XCL INF MEA: H XHCL 1UU~1' : Y
C ROADWYID K N S ADT Y H D H CRce A H L W R T R SL R A V V VH V PI CC D V V V V PI CC 0 . , H
R H C 8 S X EN TR VAR If. 0 A 0 RALA L AE 1 Eo 0 RC OC IO 0 C E'1' EU EO Ii: OM OA JU\ ET EU Ii:H Ii: OM OA RA UX
A U o & I!. L 11.0 AO EO. A I~ Y 'U ATAT C RV G I. AO AO "C A C t1y liS HV H II? I~U IG HY HS HO H II? NU IG V R HN
S H V C SC Ii: RO TA "'Lf' R T R SESE HE II "1' S FN ON EA 0 II? I& J:M I~A 'fS VEl Xl' u: IV N" TS v& E I B"
II B N T l1l' I' EE ED GYI' II II SG I t'~ T H U FT 0 ., 1. CEl C CN D TC RI::. I CE C C D TC AS / H L ,EU
E T J: BX 0 S B I 0 H UT .I E R 11\ T I S N L L1 LT ~ T X I'~ L L2 L2 I T I 1'2 C L IU\
R Y 0 0 B 'I' C F. V " N R i" CO N 0 0 &l If. E R () Bl & E2 E III 1\ 0 BZ 10 L Ii: E
N II 7- y 1 G U S N , 1 .l rl D :I F2 D S D D
I.,. .....~.*........................~................**..........*..................+.....~......~....................~..................
DXS'l'RJ'CT 05 comnv 71 SaUMOLI:
&63778Q40 77070003 00.122 1383 434 019faOO 00 ~2 02 22 V-40R 1 '71 5 :I. 1 01 01 01 H " 11 01 01 " 02 f)'7 66 0 0 00 1 0 0'1
72584..940 17070003 00.15& ,UU .111 024500 02 01 26 17 U-4DIlo n 19 1 1 1 01 01 01 L S 01 01 Ol " 10 11 19 0 0 00 1 0 01.
CMlSHE.S
FA?AL1TrmS ~NJUR%ES
CRASHES
XNJURIES
PROPERTY
DN~G!:
CRASHES
TOTALS
...*............,.......~....
CRARHES rAT"L%Tl~ INJURIES
rATJU. CRABH 8'l''''J'J'8TJ'CS
......~.........................
%NJIJR Y CRASH 8"I'''T8
......~..............
2
2
:I
:I
I
........................................
NO. lor BlC'l'l'ACT RCU U"O 2
NO. :0.. PRINT Reos OO'J'~U'I"'l'ZD - 2
~NDlor CARI'~l!-l
........................................
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RBPORT..CAAPJI3-1 FLORI~ - DEPARTMENT or TRANSPO~TATYON PAGE NO 1
DATE....12/11/2003 CAR - CRASH ANALYSIS REPORT1UG SYSTEM USElltD: 'J'0!t62AN
'JIHE....1J:34:01 CRASH DATA DETA~L FOR ~ThTB t'J.IN'lAlUIi:D kOADS I/O.. . CAR02 1 J
COl~N'l': FOR P~KIOD 01/01/2000 Tfmu 12131/200Z SORT: RDH~ 10, HP, ClU\8H DATE, CRASH NUMBER
raR LOCATXON: RDMYJDI 11070000 HP: FROH 5.538 TO 1.039
EXCl. JNF AREAl N INCL RJ\H P I Y
C RONnIY7D H N B ADT Y I., 0 H CRce A H L If R 'J' R SL R A V V VM Y p]: CC 0 v v y V PI ec 0 , . N
R .. C S S 1 EN TR VAA e 0 A 0 RALA L AI!: 1 E D RC OC 10 0 C C'l' EU EO Ii: OM OA M ET I!:U EM E 0,( Oil. AA UI
A U o E E L hO AO EIA J\ If Y U "'rAT C RV G A AO AO TC A C HY HS NV " Xl' NU 10 H'If HS 110 R I~ NU IG V It ttN
S M U C Be & RO 'l'A ALl' R T R SEse tiE II 'J' S ~'U DH BA I) IE> IE I:M Nil. 'IS Vii: Il' :u: IV HA TB Vii: E r Dol
H 8 N '1' UT P Ell: ED GYF H II sa J FN T " 0 FT D T L CC C CN D TC RE I CB C C 0 'JC RE I H L EU
B. 'l I 8X 0 S II I 0 N UT I E R XR T I B H L L1 LT I T 1: 1'1 L L2 L2 1 T 1 1'2 C L RR
R Y 0 0 5_ T C R V L t>I R F CO N 0 U El E E R 0 81 Ii: E2 Ii: Ii: R 0 82 E L E Ii:
N N 1': y 1 a L S ,. . 1 1 .-1 0 2 F2 0 S 0 D
.......................................................*.t........................*........~.....*...................................
DrS'l'RrCT 05 COUNTY ,., lIeH I NOLa
509480460 71070000 06.403 0264 43. 01'500 00 02 09 07 U-4DR 0 01 1 1 1 01 01 01 R 1 01 01 01 B 01 Q2 19 01 ()1 02 S 08 01 22 J o 01
S63789010 77010000 06.594 0774 416 0111S00 00 02 J7 07 0-4VR 0 04 1 1 1. 06 01 02 R 1 03 01 03 tot 11 03 Jl 02 01 01 E 01 01 32 2 0-01
!'>63114000 11010000 06.594 0774 419 019500 00 06 01 18 0- 41 DR 0 71 1 J L OC; 01 02 f\ 1 01 01 01 11 03 18 Oi 01 01 !. 01 01 2i 2 o 02
563198010 11070000 06.594 0714 419 021500 0.1 OJ 09 15 O-tOR 0 01 1 1. 1 77 01 02 J M 02 01 OJ " 01 02 64 02 01 01 It 08 01 42 2 o 01
720898020 77070000 06.887 12'14 419 02400D 02 07 20 J1 U-2DR 0 06 2 3 2 17 01 02 R 1 01 01 01 8 01 03 00 01 01 03 S 041 01 61 2 o 01
126809250 770100()O 06.887 1213 419 024000 02 09 25 11 U-201\ 0 31 J 2 1 05 01 02 L S OS 14 O~ " 19 19 38 0 0 00 1 o 01
563151410 11070000 06.!H1 1216 tlS1 021500 01 10 14 1. U-20n 0 OJ 1 1 1 00 01 02 L 1 02 01 03 :I J2 03 43 01 01 01 5f 01 01 31 2 0 02
725048600 77070000 06.911 1275 419 024000 02 09 0"1 18 U-2DR 0 Of 1 1 1 OA 01 O:l L 1 01 01 03 Ii 14 11 30 01 01 01 W 01 01 29 2 o 02
S6377S020 77010000 06.952 1211 (,19 021500 01 os 30 III tJ-2DR U 11 1 J 1 O~ 01 01 1\ :l 03 01 01 E 02 02 37 OJ OJ. 02 I!. 09 01 46 3 o 02
581199960 71070000 07.016 1202 434 014000 00 11 16 21 U-2DR 0 11 .. 1 1 OS OJ 01 II. S J 1 01 01 I!: 19 02 :)2 0 0 00 L o 01
S53S1004S10 17010000 01.020 1282 434 014000 00 04 ,24 U U-ZDR 0 O( 1 1 1 OS 01 07 1\ 1 03 01 01 S 04 11 17 05 03 03 I. 01 01 54 2 o 01
12581!J010 77010000 01.020 1282 419 01.6000 02 09 30 10 U-2DR 0 17 1 1 .L 05 01 02 R 2 01 OJ. 01 Ii: 01 ]J 20 01 01 03 N 14 77 38 2 0 01
I
FATAL CRASIl S'rATISTXCS INJURY CRARH S'l'ATS PROPERTY TOTALS
.......~....................... ................+...~ DAMAGE ............+.~.......6......
CIUl.81ll:S l!''''JAa.JTJES rNJURXB.S CRASIlB.S INJURIES CRAStlES CRASHES FATALITIES fN.111RIli:B
. .12 16 12 .16
........................................
NO. or IUC'J'RAC'J' RCDS READ 1.2
NO. OP PRXN,. RCDS OUTPUT7ED - 12 ,"
m.o or CARP~13-1
........................................ "
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Appendix J
~~Q;t~
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,l
,
LEGEND
Illl,)/Illl E
Illl,)/Illl .
IlXit r
. DIRECrlOllAL AYERII6E DAIlY rRAFFIC
. DIRECrlOllAL AlIERII6E DAIlY rRAFFIC
. AVERII6E DAIlY TIIUCIC FN:roR
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"", -
CITY or WINTER SPRINCS
a26 E. STATE ROAD 434 WINTER SPRINCS. Fl 32108 PfC
PHONE 14011 321-1800
. ~h...~
, .
.T In. 00
PROFESSIONAL
ENGINEERING
CONSULTANTS
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~
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-
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~.-
2002 AVERAGE DAll Y TRAFFIC
STATE ROAD '134
- --
Print Date: April 08, 2003
-
-
-
-
-
2002
County :
77 - SEMINOLE
Site
5JIE. ImI. J)escrtotlon.
0002 ON SR-46, 0.79 MI. W OF CR-15 (RV)
0004 ON SR-46, 0.4 MI. B OF C-425 (AIRPORT BL VD.)(UV)
0009 ON SR-17J92, 0.101 MI. N OF GEN. HUTCHINSON (UVL)
,,0010' ONSR-419, 0.248 MI. SBOFSR-I516OO(UVL)
, 00 18 ON US-I7192, 0.1 MI. NE OF ORANGB CO,(UCLP)
0019 ON US-17192, 0.623 MI. S OF SR-436 (UV)
0020 ON SR-426, 0,177 MI.NE OF MITCHELL HAMMOCK (RVL)
0021 ON SR-434,O.931 MI. 's OF SR-426 (UVL) ,
0028 ON SR-46, 0.88 MI. E OF CR-425 (SANFORD A V) (UV)
0040 ON US-17J92, 0.34 MI.N OF CR-15(RV)
00'0 ON US-11192, 0,347 MI. S OF 27TH ST. (UVL)
0063 ON SR-434, 0.176 MI W OF C-427 (UVL)
0064 ON US-17192, 0,74 MI. NW OF SR-46 TO nm WBST(UV)
0073 ON SR-46, 0.33 MI. B OF CR-431 (RV)
0074 ON SR-46, 0.180 MI. B OF LAKE CO (RVL)
0079 ON SR-436, 0.046 MI. W OF SR-I516OO (UVL)
0099 ON SR-434, 0.17 MI.N OF SR-436 (UV)
0102 T ONUS_17&92,1.6MISOFSR-46,SBMINOLECO.
0103 ON SR-46, 0.46' MI. W OF CR-42'(UC)
0104 ON US-17J92, 0,0'8 MI. S OF LK MARY BLVD (UVL)
0106 ON SR-436, 0.201 MI. B OF CR-427 (LONGWOOD A V(UVL)
0108 ON SR-434, 0.846 MI. NW OF SR-426 (RV)
0110 ON SR-426, 0.147 MI. E OF roSKA WILLA RD.) (UVL)
0113 ON SR-436, 0.'26 MI E OF SR-434 (UVL)
0114 ON SR-436, 0.228 MI. W OF SR-434 (UVL)
0116 ON SR-434, 0.1" MI.S OF SR-436 (UV)
0123 ON SR-436, 0.49 MI. B OF 1-4 RAMPS (UV)
013' 'ON SR-426, 0.041 MI. WOF SR-434 (RVL)
0"2 US-17J92, 0.412 MI. N OF SR-43<<UVL)
0.,3 ON US-17J92, 0.688 MI. SW OF SR-434 (UVL)
0168 ON SR-46, 0.1 MI. E OF SR-426(RV)
017,4. qN SR-46, 0,1 MI. W OF SR-426 (RV)
017' ON SR-426, .294 MI. E OF HOWELL BRANCH RD (Ve)
0197 T SR-434,1.6 MI B OF 1-4,SBMINOLB CO.
. 0245 ON US-17192, 0.23 MI. SW OF SR-46 TO nm WBST(UV}
0263 ON SR-434, 0.092 MI. W OF GRANT ST. (UVL)
0264 ON SR-434,O.1 MI. E OF SR-I51600 (UV)
_d8'~ent o_portallli. _
Transportation Stat~ffi~
Annual Average Daily Traffic Report
plrectlon l
19,000 B
11,000 E
20,000 N
9,400 B
31,000 N
27,000 N
,12,000 B
9,000 N
10,500 E
13,5QO E
17.000 N
21,500 B
o
11,000 E
8,900 B
30,'00 E
o
20,509 N
17,500 E
22,000 N
29,500 E
o
19,500 E
23,500 E
24,500 B
20,000 N
31,000 E
7,200 E
30,500 N
28,000 N
o
o
16,500 E
22,497 E
o
19,000 E
o
S ile typo: T. T elcmctucd; ". Portable
MDT Flags: C. Computed; B. Manual Estimate; p.. First Year Est; S" Second Year Est; T" Third Year Est; X" Unknown
"KID" Flags: A. Actual; p. Volume Pctr Cats; D. DistlPunctional Class; S" Stale-wide Default; W" One-Way Road
"T" Flags: A" Actual; p.. Axle Pctr Cats; D" DistlPunctional Class; S" Slate-wide Default; X" Cross-Reference
Direction 2
19,500 W
12,500 W
19,500 S
9,500 W
30,000 S
28,500 S
11,000 W
8,600 S
10,500 W
12,000 W
21,000 S
16,000 W
o
10,500 W
8,900 W
31,500 W
o
20,240 S
17,500 W
21,500 S
30,000 W
o
18,'00 W
25,000 W
24,000 W
19,'00 S
32,000 W
6,800 W
30,000 S
29,000 S
o
o
16,000 W
20,837 W
o
17,'00 W
o
-
-
MDT
"fwo-Way
38,500 C
23,500 C
39,500 C
18,900 C
61,000 C
55,500 C
23,000 C
17,600 C
21,000 C
25,500 C
38,000 C
37,500 C
16,000 C
21,500 C
17 ,800 C
62,000 C
33,000 C
40,749 C
35,000 C
43,500 C
59,500 C
16,000 C
38,000 C
48,500 C
48,500 C
39,'00 C.
63,000 C
14,000 C
60,500 C
57,000 C
6,300 C
9,200 C
32,'00 C
43,334 C
31,000 C
36,500 C
37,000 C
-
ilK"
EWu:
8.68 F
8,68 F
8.68 F
8,68 F
8.68 F
8,68 F
8,68 F
8.68 F
8.68 F
8.68 F
8.68 F
8,68 F
8,68 F
8.68 F
8.68 F
8.68 F
8.68 F
8.91 A
8,68 F
8.68 F
8.68 F
8.68 F
8.68 F
8,68 F
8.68 F
8.68 F
8,68 F
8,68 F
8.68 F
8.68 F
8.68 F
8,68 F
8.68 F
8.04 A
8.68 F
8,68 F
8,68 F
-
"D"
fa$I:.
54.42 F
54.42 F
54.42 F
54,42 F
54.42 F
54.42 F
54.42 F
54.42 F
54.42 F
54,42 F
54,42 F
54.42 F
'4.42 F
54.42 F
'4,42 F
54.42 F
'4.42 F
53.8' A
54.42 F
54.42 F
54.42 F
54.42 F
54.42 F
'4.42 F
54.42 F
54,42 F
54.42 F
54.42 F
54.42 F
54,42 F
54.42 F
54.42 F
54.42 P
'3.72 A
54.42 P
54.42 P
54.42 F
-
-
"T"
fKW.
9.82 F
9.82 F
2.10 F
4.26 F
2.41 A
2.10 F
4.91 F
2.76 F
9.39 A
4.39 F
2.10 F
4,26 F
2.10 F.
9.82 F
9.82'F
2.54 F
4.26 F
1.78 A
9.16, 'A
2.10 F
2.54 F
4,26 F
4.91P
2.54 P
2.54 -F
2,69 P
2.54 F
4.91 F
2.10 F
2,10 F
10.41 F
10.41 F
3.05 A
2.'6 A
2.10 F
4,26 ~P
4.261P
Page 1 -
......', ,',"., " I.. \,.. '~4.4 ..'to\i.......'.:.A.~I...,:....,.......W~.~~
----------'----------
Print Date: April 08, 2003
Florida Department of Transportation
Transportation Statistics Office
Annual Average Daily Traffic Report
2002
COUDty :
77 - SEMINOLE
Site
SlIE. :rx. Des~rlptlon
0266 ON 1-4, 0.5 MI. NE OF SR-46 (RC)
0267 ON SR-4OO(l-4), 0.6 MI. SW OF SR-434 (UVL)(lTS)
, 0268 ON 1-4, 0.82 MI. SW OF CR-46A(RC)
0271 ON SR-436. 1.78 MI. SB OF SR-IS/600 (UV)
0272 ON US-17192, 1.174 MI. NE OF SR-436 (UVL)
0273 ON US-17192, 0.534 MI. NE OF SR-434 (UVL)
0277 ON SR-434, 2.93 MI. \II.B OF SR-436 (UV)
0278 SR-434, 0.618 MI E. OF lUSKA W1LA RD (UVL)
0279 ON SR-4IS, 0.18 MI. N OF SR-46 (RC)
0280 ON SR-434, 0.9 MI. N OF SR-414 (RC)
028I . ON SR-426, 0.281 MI. NE OF CR 42S(DBAN RD) (UC)
0282 ON SR-426, 0.034 MI. W OF CR-42S (DEAN RD) (RVL)
0283 ON SR-434, 1.55 MI. S OF SR-426 (UCL)
0284 SR-434, O.IS MI. W OF 1lJSKA WILLA RD, (UCLP)
028S SR-434, 0.143 MI. W OF SR-417 (UVL)
0286 ON 1-4, 1.3 MI NB OF CR-46A (UV)
0287 ON SR-46, 0.34 MI W OF 1-4 (RC)
0288 ON SR-46, EB .10, WB .18 MI B OF 1-4 (UV)
0289 ON SR-434, 0.182 MI N OF SR-414 (UVL)
0290 ON SR-414,.1.586 MI W OF SR-434 (UCLP)
0291 ON SR-414, 0.465 Ml W OF CIL SR-434 (UVL)
0299 T SR-46,O.4 Ml W OF ST. JOHNS RIVER BRG,SEMlNOLE CO.
0343 T SR-400Il-4,1.6 Ml E OF SR-434,SEMlNOLE CO.
1000 ON SR-434,O.182 Ml.SW OF SR-419 (UC)
1001 ON SR-419,O.535 Ml.NW OF SR-434 (UVL)
1002 ON SR-434,O.309 MI,B OF SR-419 (UCLP)
2000 1-4,RAMP FROM 1-4 B.BO TO SR-436
2001 1-4,RAMP FROM SR-436 TO 1-4 E.BO. '--
2002 1-4, RAMP FROM 1-4 W.BO. TO SR-436
2003 1-4, RAMP FROM SR-436 TO 1-4 W,BO.
2004 1-4, RAMP FROM 1-4 B.BO. TO SR-434
200S 1-4, RAMP FROM SR-434 TO 1-4 B,BO.
2006 1-4, RAMP FROM 1-4 W.BO. TO SR-434
2007 1-4, RAMP FROM SR-434 TO 1-4 W,BO.
2008 1-4, RAMP FROM 1-4 B.BO TO LK. MARY BLVD.
2009 1-4, RAMP FROM LK. MARY BLVD. TO 1-4 E.BO.
2010 1-4, RAMP FROM 1-4 W.BD. TO LK. MARY BLVD.
Direction 1
39,SOO E
61,SOO E
46,SOO B
34,SOO E
29,000 N
23,SOO N
o
12,500 E
8,000 N
22,SOO N
11,000 E
14,SOO E
14,000 N
17,SOO E
12,SOO E
49,500 E
11,000 E
19,500 E
21,000 N
1S,500 E
20,000 E
5,564 E
60,981 E
12,500 E
7,SOO E
18,000 E
18,500 E
12,500 E
o
o
IS,OOO E
12,SOO E
o
o
22,SOO E
7,300 E
o
SIlO typo: T.. Telemotcred; ".. Por1able
MDT Flap: C" CompulOd; B.. Manual EstlmalO; F" Flnt Year Est; S" Second Year Est; T" Third Year Est; X" Unknown
"KID" F18jp: A.. ActuaJ; F.. Volume Fctr Cats; 0 - OlstIFunctional Class; S. State-wide Default; W.. One-Way Road
"r FI8jp: A" -Actual; F" Axle Fctr Cats; 0" OistIFunctlonal Class; S.. Stale-wide Default; X" Cross-Reference
~~~'..'.
D1rutlon 1
43,000 W
59,000 W
46,Soo W
35,000 W
30,Soo S
24,000 S
o
12,SOO W
8,200 S
23,000 S
11,000 W
13,SOO W
13,000 S
17,SOO W
12,000 W
49,Soo W
11,000 W
15,000 W
15,500 S
1S,500 W
20,000 W
S,522 W
60,669 W
12,000 W
7,700 W
17,000 W
o
o
11,000 W
18,SOO W
o
o .
13,000 W .
13,000 W
0,
o
7,600 W
AADT
Two-Way
82,SOO C
120,SOO C
93,000 C
69,Soo C
S9,SOO C
47,SOO C
51,000 C
2S,ooo C
16,200 C
4S,SOO C
22,000 F
28,000 F
27,000 C
3S,000 C
24,Soo C
99,000 S
22,000 C
34,500 C
36,500 C
31,000 C
40,000 C
11,086 C
121,650 C
24,500 C
15,200 C
35,000 C
18,500 C
12,500 C
11,000 C
18,500 C
15,000 C
12,Soo C
13,000 C
13,000 C
22,500 C
7,300 C
7,600 C
"K"
E1WI.
8.06 F
8.06 F
8.06 F
8.68 F
8.68 F
8,68 F
8,68 P
8.68 P
8.68 F
8,68 F
8.68 F
8,68 F
8,68 F
8.68 F
8.68 F
8,06 P
8.68 F
8.68 F
8.68 F
8.68 F
8,68 F
9,99 A
8,06 A
8.68 F
8,68 F
8.68 F
8.06 F
8.06 F
8.06 F
8.06 P
8.06 F
8.06 P
8.06 F
8,06 F
8.06 P
8,06 P
8,06 F
.- . .--..,."......~. +."q,~-,- - -~. ~""""'~""'..;. -
"D"
fJWI:.
S2.46 P
52.46 F
52.46 F
54.42 P
54.42 F
S4.42 F
54.42 F
S4.42 F
S4.42 P
54,42 F
S4.42 F
54.42 F
54.42 F
54.42 F
54,42 F
52.46 F
54,42 F
54.42 P
54.42 F
54.42 P
54.42 P
52.67 A
52.46 A
54.42 F
54,42 F
54.42 F
52,46 F
52.46 F
52.46 F
52.46 P
52.46 F-
52.46 F
52.46 F
52,46 F
52.46 F
52.46 P
52,46 F
....... .
"T"
EWw:.
6.41 F
6.41 F
6.41 F
2.S4 F
2.10 F
2.10 F
4.26 F
4.26 F
7.46 'A
2,69 'A
4,91 F
4,91F
2.76 A
2.8S A
4,26 F
6.41F
10.47 A
9.82 F
2,69 F
5.49 A
5.49 F
11.43 A
6.41 A
5.97 A
4.26 F
5,67 A
2,54 F
2.$4 F
2.$4 F
2.$4 F
4.26 F
4,26 F
4.26 F
4.26 F
4.32 F
4,32 F
4.32 F
Pase 2
-':::;!~
-,.- - - - - - - --'- - - - - - - - - -
Print Date: April 08, 2003
Florida Department ofTransportalion
Transportation Statistics Office
Annual Average Daily Traffic Report
2002
County :
77 - SEMINOLE
Site
mE. IxK Desrrlotlon
2011 1-4, RAMP FROM LK. MARY BLVD. E.BD. 10 1-4 W.BD.
2012 1-4, RAMP FROM E.BD LK.MARY TO 1-4 B.BD.
, 2013_ . 1-4, RAMP FROM W.BD. LK. MARY TO 1-4 W.BD.
2014 1-4, RAMP FROM 1-4 E,BD. TO SR-46
2015 1-4, RAMP FROM SR-46 TO 1-4 EBD.
2016 1-4, RAMP FROM 1-4 W.BD TO SR-46
2017 1-4, RAMP FROM SR~ TO 1-4 W.BD.
2018 1-4, RAMP FROM 1-4 B,BD TO ORANGE BLVD.
2020 1-4, RAMP FROM 1-4 W.BD. TO SR.15/6OO
2021 1-4, RAMP FROM ORANGE BLVD. TO 1-4 W.BD.
2022 1-4, RAMP FROM 1-4 EBD TO CR-46A (UV)
2023 1-4, RAMP FROM 1-4 WBD TO CR-46A (UV)
2024 1-4, RAMP FROM CR-46A TO 1-4 WB
2025 1-4, RAMP FROM CR-46A TO 1-4 EB
2026 1-4 EBCD, 0.394 MI. W OF CIL SR-417 (UVL)
2027 1-4 BBCD, 0.354 MI. E OF CIL SR-417 (UVL)
2028 SR-417 WBCD, 0.110 MI. E OF CIL SR-417 (WL)
2029 SR-417 WBCD, 0.034 MI. W OF CIL SR-417 (UVL)
5002 ON SR-434,O.03 MI. S OF SR-426 (RVL)
5005 ON SR-434, 0,021 MI. N OF SR-426 (RVL)
'038 ON SR-46, 0.'2 MI. E OF CR-42' (SANFORD A V) (UV)
'040 ON SR-46, 0.03 MI. W OF CR-42' (SANFORD A V.) (UV)
'041 ON SR-46, 0.0' MI, E OF SR. I Sl6QO (UV)
'0'0 ON SR-46, 0.47 MI. W OF SR.ISl600 (UVL)
'051 ON US. 17192, 0.078 MI. N OF PARK DR. (UVL)
'0'2 ON US-17192. 0.18 MI. N OF SR-46 TO nm WEST(UV)
'057 ON US-17192. 0.'6 MI. NE OF SR-46 TO 1lIB EAST(UV)
'066 ON US. 17192, 0.025 MI. S OF H1AWAlHA AVE (UVL)
'071 ON SR-436, 0,06 MI. W OF C-427 (LONOWOOD A V.)(UVL)
'078 ON SR-436, 0.2' MI.E OF SR.ISl6OO (UV)
'082 ON SR-434, 1.022 MI. SW OF SR-419 (UV)
Direction I
o
1,400 B
o
9,100 B
9,700 B
o
o
3,400 E
o
o
7,900 B
o
o
2,700 B
9,300 B
7,800 B
o
o
',600 N
6,600 N
11,'00 B
9,900 B
8,100 E
10,'00 E
16,000 N
o
o
19,'00 N
29,'00 E
34,000 B
o
SIto typo: T - Telemeterod; " - Portable
MDT Plap: C - Computed; E - Manual Eatlmate; P - Pint Year Eat; S. Second Year Est; T - Third Year Est; X - Unknown
"KJD" FIllIP: A" Actual; P - Volume Pctr Cats; 0 - OlsllPWlCtional Class; S. State-wide Default; W - Ono- Way Road
",.. Flap: A - Actual; P - Axle Pctr Cats; 0" OistIFunctional CIIISI; S" Slate-wide Default; X" Cross-Reference
"
Dlredlon :1
6,000 W
o
13,'00 W
o
o
8,'00 W
10,000 W
o
3,100 W
3,600 W
o
2,600 W
7,000 W
o
o
o
6,800 W
2,800 W
6,000 S
6,100 S
11,500 W
9,900 W
8,'00 W
11,000 W
1',000 S
o
o
17,'00 S
31,000 W
36,'00 W
o
AADT
Two-WaY
6,000 C
1,400 C
13,500 C
9,100 C
9,700 C
8,500 C
10,000 C
3,400 C
3,100 C
3,600 C
7,900 C
2,600 C
7,000 C
2,700 C
9,300 C
7,800 C
6,800 C
2,800 C
11,600 C
12,700 C
23,000 C
19,800 C
16,600 C
21,'00 C
31,000 C
14,000 C
34,'00 C
37,000 C
60,500 C
70,500 C
29,000 C
"K"
EWsu:
8.06 F
8,06 F
8,06 F
8.06 F
8.06 F
8.06 F
8,06 F
8.06 F
8.06 F
8.06 F
8.06 F
8.06 F
8,06 F
8,06 F
8,68 F
8.68 F
8,68 F
8.68 F
8,68 F
8.68 F
8.68 F
8.68 F
8,68 F
8.68 F
8,68 F
8.68 F
8,68 F
8,68 F
8.68 F
8,68 F
8.68 F
"0"
fWlu:.
52.46 F
52.46 F
52.46 F
'2.46 F
'2.46 F
52.46 F
52.46 F
52.46 F
52.46 F
52,46 F
52.46 F
52.46 F
52.46 F
52.46 F
54.42 F
54.42 F
54.42 F
54.42 F
54.42 F
54.42 F
54.42 F
54,42 F
54.42 F
54,42 F
54.42 F
54.42 F
54.42 F
54.42 F
54.42 F
54.42 F
54.42 F
"T"
f.Wll.t
4.32 F
4.32 F
4.32 F
9,82 F
9.82 F
9,82 F
9.82 F
4.32 F
4.32 F
4.32 'F
4.32 .F
4.32 F
4.32 F
4.32 F
4.32 F
4.32 F
4.32 F
4.32 F
2,76 F
4.26 F
10.41 F
10.41 F
10.41 F
9.82 F
2.10 F
2.10 F
2,10 F
2.10 F
2.54 F
2.54 F;
4,26 F
Page 3
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