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RTC_Traffic Study_Clearwater McDonalds_022614McDonalds Restaurant 2871 GULF TO BAY BOULEVARD, CLEARWATER, FLORIDA TRAFFIC STUDY Prepared For: HIGH POINT ENGINEERING, INC. 5300 W. Cypress Street, Suite 282 Tampa, Florida 33607 HPE 11[GH POINT IENGINEERING yi Prepared By: RAYSOR Transportation Consulting, LLC. 'ti�glsoR�� 19046 Bruce B. Downs Boulevard, Suite 308 • Tampa, Florida 33647 �o�,VO�i�'� (813) 625 -1699 1 (813) 413 -7432 fx E) ENB No. 27789 February 26, 2014 PROFESSIONAL ENGINEERING CERTIFICATE I hereby certify that I am a registered professional engineer in the State of Florida, practicing with Raysor Transportation Consulting, LLC., a corporation authorized to operate as an engineering business (ENB No. 27789), by the State of Florida Department of Professional Regulation, Board of Professional Engineers, and I have prepared or approved the evaluation, findings, opinions, conclusions, or technical advice hereby reported for: PROJECT: McDonalds Restaurant LOCATION: 2871 Gulf to Bay Boulevard, Clearwater, Florida REPORT DATE: February 26, 2014 PREPARED FOR: High Point Engineering, Inc. I acknowledge that the procedures and references used to develop the results contained in this report are standard to the professional practice of transportation engineering as applied through professional judgment and experience. NAME: Michael D. Raysor, P.E., PTOE P. E. NO.: 60919 DATE: SIGNATURE: RAYSOR Transportation Consulting MCDONALDS RESTAURANT 2871 GULF TO BAY BOULEVARD, CLEARWATER, FLORIDA TRAFFIC STUDY CONTENTS SECTION 1.0 Introduction ..................... .................. ............................... 1 SECTION 2.0 Project Site Trip Generation .......................................................... ............................... 1 SECTION 3.0 Project Site Trip Distribution ......................................................... ............................... 4 SECTION4.0 Study Area .................................................................................... ............................... 4 SECTION5.0 Traffic Volumes ............................................................................. ............................... 4 SECTION 6.0 Concurrency Analysis - Intersections ............................................ ............................... 8 SECTION 7.0 Concurrency Analysis - Roadway Segment ................................... ............................... 8 SECTION 8.0 Site Access Analysis ....................................................................... ............................... 9 SECTION 9.0 Conclusion .................................................................................... ............................... 10 TABLES TABLE 1.0 Off -Site Intersection Analysis Summary ............................ ............................... TABLE 2.0 Roadway Segment Analysis Summary .............................. ............................... FIGURES FIGURE 1.0 Project Site Location ........................................... ............................... FIGURE 2.0 Project Site Plan .................................................. ............................... FIGURE 3.0 Project Traffic Distribution & Assignment ........... ............................... FIGURE 4.0 Background Traffic Volumes ............................... ............................... FIGURE 5.0 Total Traffic Volumes .......................................... ............................... APPENDICES ............. 2 ............. 3 ............. 5 ............. 6 ............. 7 APPENDIX A: Methodology Statement APPENDIX E: Signal Timings APPENDIX B: Project Site Trip Generation APPENDIX F: Roadway Segment Analysis APPENDIX C: Traffic Counts & Volumes APPENDIX G: Site Access Analysis APPENDIX D: Intersection Analysis APPENDIX H: Turn Lane Warrant Evaluation McDonalds Restaurant - i - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting MCDONALDS RESTAURANT 2871 GULF TO BAY BOULEVARD, CLEARWATER, FLORIDA TRAFFIC STUDY SECTION 1.0 INTRODUCTION This report documents a traffic study undertaken to analyze the proposed redevelopment of Pinellas County parcel number 17- 29 -16- 03546- 000 -0010. The traffic study was undertaken pursuant to the methodology statement as documented in Appendix A. The project site is located at the southeast corner of the intersection of Gulf to Bay Boulevard /Cross Circle, at 2871 Gulf to Bay Boulevard, in the City of Clearwater, Florida; as shown on the project location map (Figure 1.0). The project site currently consists of a 5,448 square foot building most recently operated as a Village Inn (sit -down) restaurant. The existing building is proposed to be demolished and replaced with a 5,206 square foot McDonalds restaurant; as shown on the project site plan (Figure 2.0). Access to the site is currently provided via a right -in /right -out connection to Gulf to Bay Boulevard and a full access to Cross Circle. Upon redevelopment, the connection to Gulf to Bay Boulevard will be rebuilt and improved from a flared return to a radial return, and the connection to Cross Circle will be relocated approximately 60 feet further (south) from Gulf to Bay Boulevard. SECTION 2.0 PROJECT SITE TRIP GENERATION The daily and peak hour trip generation of the project site was estimated for existing and proposed conditions based on trip characteristic data, as identified in the Institute of Transportation Engineers' Trip Generation Manual (ITE, 9th edition, 2012) and Trip Generation Handbook (ITE, 2nd edition, 2004), as documented in Appendix B. Upon redevelopment, the project site is estimated to generate an additional 910 net new daily trips, with an additional 85 net new trips during the AM peak hour and an additional 54 net new trips during the PM peak hour. McDonalds Restaurant - 1- Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting FIGURE 1.0 PROJECT SITE LOCATION NORTH +ens 5. K m ;l Yo Dd,,y Rd 11— tern A n veN 1-h a•e N St. Petersburg Jalsingnem £ SeMnNe I s � etnP -- `� McDonalds Restaurant - 2 - Traffic Study Clearwater, Florida February 26, 2014 G8v[I e pr i '^ v Brtetik rn ? ,. <, �?C -egg aM1 nernm v. P ImOY'y ^ �aM Ik- a o � Phbd, f m ��rwrNmn Ertl _ - s .tf'A p n � U y Sobs wre W Isare Pr �R^°' EMb Stacy <_ `w I•. _ 1 1St ��be+r� Q a � � � Britl9ePwE �� ; - 'st aver r a f +�� e ° 4 IT N an to sen. N E YI--L C€earrvater s a u, Uinetin yar st BNb'b.� _Ilv Pax e b Y "f v3. a eh�j,a - t t - �stP otl � � EMerprire Rd E + IlnooR _ xa� nnrv�a s & �w saber � B L do 1 _a PI^IIIpKK • s µ w m P �r BeR,rees q EeptH' ynl. A J— — v v � I n W on 9 � � Unlori s f 9 v Rn 51 N z uns & P — Rd a�n n or xasel Purd .. ou[n0 y� SY 5 a a S Sunnytldele Blvtlne lea ° Nee p. tin w H � St S sums SY gwtl. S1 c mD'ne Rr _ m n. p fo>'3- � F w e Roatl peflwevtl - 0 Ede—d SI e Pelnenes� sln cbarnman' �,- 9 S Maple 51 c.o tl � "'� snarnev R � 8 �Aedn6d Em st Q a x % YAi�porl P o SI E SySfi� RP . m 2 a4Revey ,.Gr" w.Sl. CSC8rNfat@ v' ' t�newa A a z p Perth St NaeM1 St � IPrMtm. S P. '. b W FT.— G � bel�Caux'rx[i 00 W Caurafl'OemP Cull ie B Y 6vd w. re 6av blvd. 'a y 9ve w,r Be P giuraer Sr nar P'ne S S e m fi r n D "'d Rd n °,,,tl RaE PROJECT SITE LOCATION ierrwae s SY w w T9 �i a � �I— � L� Bellexue BNtlN m � O j�J. m ewn Rd Ho ertl 5 E CY _ —J _ +n ,9 iprrenl lellea r Rd � "Y. s Largo a Ea m I P n Baysnore R �ROeery Rtl NvV. ui Idle Dr P. —Y Rd NE K,d PIQ d o'n- g^ S m as.� o ens st P R "pa"y Rd rc �atn nve vw _ m Kama Farces - G A_ � kL -� n one ¢ 1 f ° 4 III aLar6ptd a e wE � Een Ber Dr E.d fiev b a �� a Eo aeeew as Dan av '� Ew Ih s wr `eoga " z uun n.a Isrnn nye N „ la, m R a Rd N - st Peter®qup�tc esrwser I iyl,K INerrwtlonal n'roon 6- &` 3 is�aHe s�. D span Rd 1421d k • _ Ro 1 vela °"U o U r m ,/ .ay �`- n SE ° 5 imle Ln a F Rd bse. ilurmniart Rd l UNiertmRLarti: m � JmeHOn Rd lUmwim Rd i � Urea Rd UM rD�n Rtl .. 5as nli $ K c % am SY ry d as; ztl11Yn nt - t2 @M1 P.,e ry126iM1 a.ve N J1M1 l @ F r" 126n nve ry 3 r R•e N EF ? VEIN Ave N 2 6f 'ay z 52 Croc `� I m Rd Lalee 122'd Ave y reese! pr a PrerJgs Park � rp 123. N NORTH +ens 5. K m ;l Yo Dd,,y Rd 11— tern A n veN 1-h a•e N St. Petersburg Jalsingnem £ SeMnNe I s � etnP -- `� McDonalds Restaurant - 2 - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting FIGURE 2.0 PROJECT SITE PLAN TB s s s ®a A Rs �F $" d $� R$ + x+ x �- x* x• a- w °'/�'� a€ �€ �€ e- �' € � � � € � € � � 1 �,' i � i ���� ��� � §l� a �+ �• a �o g9 Bp ! { y $Q $ a a : SSS�a R� YYYiii4 333 IN k�fR Ail 115 Ile °e I � � 9gR u� 8 ®99� � �� x$ � � � �� °a�•x �€ E{ta p�Y9 � Y c� 24s y 17.1' > f0. � xx�.s�.ry$gR � x $#fix` $a�• $ :_ '�. A .. as�se�6ix49�g� �p i���6g� 9yC� m d Jig i ixBxL CROSS BOULEVARDEq£tgd1�?I` s §tOs I X19 FF_ yyyy • /� `I� I'_II _III I I III Vi ® Z __ € € m H ,�`7,���✓v� � ••, �, '-� ����� � T� . . J. :� . I X19 s _ MGM SITE LAYOUT & PARKING PLAN _� H P E MCDONALD'S RESTAURANT Tee nii�uimo 2871 GULF TO BAY BOULEVARD �eun or e.w, iu�- ree�curivaouc- �cn.zruuirei cuniuccoiun CLEARWATER.FLORIDA33759 BITE ID 009 -2528 McDonalds Restaurant - 3 - Traffic Study Clearwater, Florida February 26, 2014 Vi ® Z __ € € m MGM SITE LAYOUT & PARKING PLAN _� H P E MCDONALD'S RESTAURANT Tee nii�uimo 2871 GULF TO BAY BOULEVARD �eun or e.w, iu�- ree�curivaouc- �cn.zruuirei cuniuccoiun CLEARWATER.FLORIDA33759 BITE ID 009 -2528 McDonalds Restaurant - 3 - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting SECTION 3.0 PROJECT SITE TRIP DISTRIBUTION The distribution and assignment of project traffic was estimated manually based on existing traffic patterns and engineering judgment, as shown in Figure 3.0. SECTION 4.0 STUDY AREA Pursuant to discussions with City staff, the study area was determined to consist of the following: Roadway Segments Gulf to Bay Boulevard from Park Place Boulevard to McMullen Booth Road Intersections Gulf to Bay Boulevard at Mall Entrance /Park Place Boulevard Gulf to Bay Boulevard at Mall Entrance /Sky Harbor Drive Gulf to Bay Boulevard at Hampton Road Gulf to Bay Boulevard at Cross Circle Gulf to Bay Boulevard at McMullen Booth Road Gulf to Bay Boulevard at Site Access Connection Cross Circle at Site Access Connection Traffic conditions were evaluated for PM peak hour conditions for the entire study area as referenced above. AM peak hour conditions were evaluated for (a) the site access connection to Gulf to Bay Boulevard, (b) the site access connection to Cross Circle, and (c) the intersection of Gulf to Bay Boulevard at Cross Circle. SECTION 5.0 TRAFFIC VOLUMES Existing PM peak hour traffic volumes used in the study were obtained from the Bay View Gardens Transportation Concurrency Analysis prepared by Lincks & Associates. Existing AM peak hour traffic volumes were obtained from manual intersection turning movement counts performed in February 2014. The raw intersection traffic counts were adjusted using FDOT peak season factors. Background traffic conditions for study area roads and intersections were calculated through the application of a 2% growth rate (to the existing seasonally adjusted traffic volumes) for a period of two years (consistent with the procedure used for the Bay View Gardens Transportation Concurrency Analysis) plus traffic estimated to be generated by the Bay View Gardens project. Project traffic estimated to be generated by the redevelopment of the subject McDonalds site was added to the background traffic volumes to estimate future year total traffic conditions. Traffic count data and Bay View Gardens traffic is provided in Appendix C. The traffic volumes used in this analysis are illustrated in Figures 4.0 and 5.0. McDonalds Restaurant - 4 - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting FIGURE 3.0 PROJECT TRAFFIC DISTRIBUTION AND ASSIGNMENT 35% 50% (0)0­1 19)15 (19) 16 N O Ln O N NORT I NTS 000 X0(0) 000 X23( -4) 9( -13) 35% �- 9 (7) �— 19 (13) 45% I� I T r ( -30)5 (19) 15 LD o Ln m N tD o � 11 (12) i ' 3 (0) Tr Project Site Cross o ^' Circle o ° 5% NOTE: New external trips and pass -by trips shown here are those generated by the subject McDonald site, without reductionsfor existing use. AM PEAK HOUR 65 %im. LEGEND 00 New External Trips (00) Pass -By Trips 009 New External Distribution 8 Pass -By Distribution ParkPlace Boulevard 15% SkyHDboe 0% HamRoad Sao Booth Rolad 35% 10% NOTE: New external tripsshown here are those generated by the subject McDonalds site with reductions for existing use. 5. 55% 0 ,&,& — ' 0 (0) 0 0 0 <-- 16 (-5) t � F— 7 (g) 50% (0)0 —� 45% (-10) 11 00 �N oa) ON NOTE: New external trips and T L I�1Tf a0a vo v 8 (9) X2(0) pass- bytripsshown here are �4 those generated bythe subject �0 McDonaldssite, without 1 reductionsfor existing use. t__0 oocr �4 3 000 X12 1 00 X13 0 moo SR -60 J I L �1 0 0 T� 0� �Tr 0 Tl 11� f 4-­ 0­1 oom 11 0­1 0._q 12 0� 000 1� P�J 1� o0 - -ct 10% NOTE: New external tripsshown here are those generated by the subject McDonalds site with reductions for existing use. 5. 55% 0 ,&,& — ' 0 (0) 0 0 0 <-- 16 (-5) t � F— 7 (g) 50% (0)0 —� 45% (-10) 11 00 �N oa) ON NOTE: New external trips and T L I�1Tf a0a vo v 8 (9) X2(0) pass- bytripsshown here are those generated bythe subject T McDonaldssite, without Cross ° reductionsfor existing use. Circle SS 5% PM PEAK HOUR 0% 5% 7( -15) 55% SR -60 14 (15) 45% ( -15)4- (9)11� �a oo in y ' Project Site 8— LEGEND 00 New External Trips (00) Pass -By Trips 00% New External Distribution 00% Pass -By Distribution McDonalds Restaurant - 5 - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting FIGURE 4.0 BACKGROUND TRAFFIC VOLUMES McDonalds Restaurant - 6 - Traffic Study Clearwater, Florida February 26, 2014 NORTH HITS �0 000 1388 1402 o c m 000 00 x-14 2039 � �0 1408 Project 76 9 SR -60 351 0-1 1 t r 2756 2701 0 o ui 0 �' 00 6 1- In o ---- 0 I - - - - -- - - - - -- r j IO W Y ;-- O I I I , I , , I T r I Project Site , , In o w I Cross----------- , - - - - -' Circle AM PEAK HOUR Park Place Sky Harbor Hampton McMullen Boulevard Drive Road Booth Road N`r,°� X187 X19 o X421 � X744 X2012 � 1On' X1937 � ��� X2205 ,^� r'a'm X1906 ;--146 225 2 289 SR -60 � � � 1738 � 2014 � FM Site � �4 oo 0 <— 2709 � 2771 X58 �0 SR -60 4 1 T r 22290 2196 —> moc4 00 30--j m 0 o00o o I ' ' I T I Project Site ' In o � ; I Cross Circle PM PEAK HOUR McDonalds Restaurant - 6 - Traffic Study Clearwater, Florida February 26, 2014 � � o c m 000 00 rl 2039 � 1408 Project 76 9 351 McDonalds Restaurant - 6 - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting FIGURE $.O TOTAL TRAFFIC VOLUMES McDonalds Restaurant - 7 - Traffic Study Clearwater, Florida February 26, 2014 NORTH HITS �0 000 1407 30 1398 32 Project n' iD 1p m �, SR -60 352 �, oo rl o 0 � 273 1 34 2697 0000 41 ^ 0 fo Ln CD N Ln ---- 23 - - - - -- - - - - -- ;--3 � I I , I I In m w Project Site , , I Cross----------- , - - - - -' Circle AM PEAK HOUR Park Place Sky Harbor Hampton McMullen Boulevard Drive Road Booth Road N`r,°� X191 X19 o X422 � � X744 � 2016 � `-' 0 "' � 1949 � � � � � 2218 `-' �' � � 1907 ;--149 226 2 289 SR -60 179 � � � 17� � � 79� 281 1742 � o � � 000 00 2025 /„ � rl F 2051 � 1409 � 76 9-1 Site �4 oo 0 <— 2720 73 � 2763 29 � SR -60 4 1 T r 2220 � 2197 —> N 0 0 rn 52� N a fnN oom X17 I ' ' I TProject Site V1 N � I � ' Cross Circle PM PEAK HOUR McDonalds Restaurant - 7 - Traffic Study Clearwater, Florida February 26, 2014 Project n' iD 1p m �, 352 �, oo rl o McDonalds Restaurant - 7 - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting SECTION 6.0 CONCURRENCY ANALYSIS - INTERSECTIONS An operational analysis of the off -site study intersections was performed using Highway Capacity Manual methodologies calculated by Synchro software, as summarized in Table 1.0 and further documented in Appendix D. In addition, it is noted that existing signal timings were used for the analysis as documented in Appendix E. The analysis was performed for background and total traffic conditions in consideration of existing intersection geometries. Then, for those locations that were found to be deficient for background traffic conditions, improvements to restore acceptable operations for background conditions were identified (as documented in Appendix D), and these improvements were carried over to a revised analysis of total traffic conditions. As shown in Table 1, those improvements needed to resolve background deficiencies were found to also provide for acceptable operating conditions for total traffic conditions. Therefore, in accordance with prevailing State law (FL Statute 163.3180(5)(h)3), the McDonalds redevelopment project should not be subjected to any mitigation for transportation concurrency. Furthermore, the impacts of the proposed redevelopment project were found to be negligible to the operation of the surrounding intersections in terms of level -of- service and delay. TABLE 1.0 OFF -SITE INTERSECTION ANALYSIS SUMMARY (PM PEAK HOUR) SECTION 7.0 CONCURRENCY ANALYSIS - ROADWAY SEGMENT An operational analysis of the study area roadway segment was performed using Highway Capacity Manual methodologies calculated by Synchro software, as summarized in Table 2.0 and further documented in Appendix F. McDonalds Restaurant - 8 - Traffic Study Clearwater, Florida February 26, 2014 Background Traffic Total Traffic Background Traffic Total Traffic w/ Existing Geometry w/ Existing Geometry w/ Required Geometry w/ Required Geometry Intersection LOS Delay LOS Delay LOS Delay _ LOS Delay (seconds) (seconds) (seconds) (seconds) Gulf to Bay Blvd at F 94.9 F 96.1 D 36.5 D 36.9 Park Place Blvd Gulf to Bay Blvd at B 17.9 B 18.0 S Sky Harbor Dr Gulf to Bay Blvd at B 12.1 B 12.2 Hampton Rd Gulf to Bay Blvd at F 217.4 F 217.8 D 53.5 D 54.0 McMullen Booth SECTION 7.0 CONCURRENCY ANALYSIS - ROADWAY SEGMENT An operational analysis of the study area roadway segment was performed using Highway Capacity Manual methodologies calculated by Synchro software, as summarized in Table 2.0 and further documented in Appendix F. McDonalds Restaurant - 8 - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting The analysis was performed pursuant to the intersection analyses discussed in Section 6.0 of this report, including the scenarios which assumed the improvements needed to restore acceptable operations for background conditions. As shown in Table 2, those improvements needed to resolve background deficiencies were found to also provide for acceptable operating conditions for total traffic conditions. Therefore, in accordance with prevailing State law (FL Statute 163.3180(5)(h)3), the McDonalds redevelopment project should not be subjected to any mitigation for transportation concurrency. Furthermore, the impacts of the proposed redevelopment project were found to be negligible to the operation of the surrounding roadway segments in terms of level -of- service and travel speed. TABLE 2.0 ROADWAY SEGMENT ANALYSIS SUMMARY (PM PEAK HOUR) SECTION 8.0 SITE ACCESS ANALYSIS Access to the site is currently provided via a right -in /right -out connection to Gulf to Bay Boulevard and a full access to Cross Circle. Upon redevelopment, the connection to Gulf to Bay Boulevard will be rebuilt and improved from a flared return to radial return, and the connection to Cross Circle will be relocated approximately 60 feet further from Gulf to Bay Boulevard. Operational analyses of the site access connections, and the intersection of Gulf to Bay Boulevard at Cross Circle, were undertaken for total traffic conditions for both the AM and PM peak hour periods. The analyses were performed using Highway Capacity Manual methodologies calculated by Synchro software, as documented in Appendix G. The results of the analyses indicate that the site access intersections can be anticipated to operate satisfactorily (with v/c ratios less than 1.00); except for the northbound -to- westbound left -turn movements from the project site and Cross Circle onto Gulf to Bay Boulevard, during the AM peak hour. For these two movements during the AM peak hour, the analysis results identified an anticipated v/c ratio of 1.17 at Cross Circle and 1.38 at the project egress. However, these results do not reflect the affects of platooning that occurs within this roadway segment due to the operation of the relatively close traffic signals. During the period of the traffic counts, it was observed that the adjacent traffic signals created large McDonalds Restaurant - 9 - Traffic Study Clearwater, Florida February 26, 2014 Background Traffic Total Traffic Background Traffic Total Traffic w/ Existing Geometry w/ Existing Geometry w/ Required Geometry w/ Required Geometry Segment LOS Speed LOS Speed LOS Speed LOS Speed (mph) (mph) (mph) (mph) Gulf to Bay Blvd (EB) C 22.8 C 22.7 C 24.2 C 24.2 Park Place to McMullen Booth Gulf to Bay Blvd (WB) E 15.6 E 15.5 C 24.2 C 24.1 McMullen Booth to Park Place SECTION 8.0 SITE ACCESS ANALYSIS Access to the site is currently provided via a right -in /right -out connection to Gulf to Bay Boulevard and a full access to Cross Circle. Upon redevelopment, the connection to Gulf to Bay Boulevard will be rebuilt and improved from a flared return to radial return, and the connection to Cross Circle will be relocated approximately 60 feet further from Gulf to Bay Boulevard. Operational analyses of the site access connections, and the intersection of Gulf to Bay Boulevard at Cross Circle, were undertaken for total traffic conditions for both the AM and PM peak hour periods. The analyses were performed using Highway Capacity Manual methodologies calculated by Synchro software, as documented in Appendix G. The results of the analyses indicate that the site access intersections can be anticipated to operate satisfactorily (with v/c ratios less than 1.00); except for the northbound -to- westbound left -turn movements from the project site and Cross Circle onto Gulf to Bay Boulevard, during the AM peak hour. For these two movements during the AM peak hour, the analysis results identified an anticipated v/c ratio of 1.17 at Cross Circle and 1.38 at the project egress. However, these results do not reflect the affects of platooning that occurs within this roadway segment due to the operation of the relatively close traffic signals. During the period of the traffic counts, it was observed that the adjacent traffic signals created large McDonalds Restaurant - 9 - Traffic Study Clearwater, Florida February 26, 2014 RAYSOR Transportation Consulting gaps between the vehicular platoons, which would facilitate better operations for the referenced left -turn movements as compared to the results of the HCM/ Synchro analytical model. Furthermore, in the event that delays exceeding an individual motorist's threshold are experienced, it is anticipated that those motorists would instead make a right -turn movement onto Gulf to Bay Boulevard followed by either a u -turn or equivalent maneuver. A turn lane warrant evaluation was undertaken to identify if new turn lanes would be needed at the project site driveway connections, or at the intersection of Gulf to Bay Boulevard at Cross Circle. The need for right turn lanes was evaluated in consideration of warranting criteria documented in the Florida Department of Transportation's Driveway Handbook (March, 2005). The need for left turn lanes was evaluated in consideration of warranting criteria documented in National Cooperative Highway Research Program Report #279. Pursuant to these resources, the results of the turn lane warrant evaluation concluded that new turn lanes are not warranted at the project site driveway connections, or adjacent intersection, as documented in Appendix H. SECTION 9.0 CONCLUSION Based on the data, analyses and findings contained herein, the following is concluded in regard to the proposed development of the subject McDonalds restaurant: ❖ Improvements needed to resolve background traffic deficiencies were found to also provide for acceptable operating conditions for total traffic conditions, in regard to both intersections and roadway segments. Therefore, in accordance with prevailing State law (FL Statute 163.3180(5)(h)3), the McDonalds project should not be subjected to any mitigation for transportation concurrency. ❖ The impacts of the proposed redevelopment project were found to be negligible to the operation of the surrounding intersections in terms of level -of- service and delay. ❖ The impacts of the proposed redevelopment project were found to be negligible to the operation of the surrounding roadway segments in terms of level -of- service and travel speed. ❖ It was found that the site access connections are anticipated to operate acceptably. ❖ An evaluation of turn lane warrants identified that new turn lanes are not warranted at the project site driveway connections, or at the adjacent intersection of Gulf to Bay Boulevard at Cross Circle. McDonalds Restaurant _10- Traffic Study Clearwater, Florida February 26, 2014 rA.AiI.T19 7BUTMo Methodology Statement RAYSOR Transportation Consulting TECHNICAL MEMORANDUM TO: City of Clearwater VIA E -MAIL FROM: Michael D. Raysor, P.E., PTOE RAYSOR Transportation Consulting, LLC. DATE: February 21, 2014 SUBJECT: Traffic Analysis Methodology McDonalds Redevelopment Site - Gulf to Bay Boulevard at Cross Circle (SEC) This memorandum documents the proposed methodology for performing a traffic study to evaluate the proposed redevelopment of Pinellas County parcel number 17- 29 -16- 03546- 000 -0010. Project Description The project site is located at the southeast corner of the intersection of Gulf to Bay Boulevard /Cross Circle, at 2871 Gulf to Bay Boulevard, in the City of Clearwater, Florida. The project site currently consists of a 5,448 square foot building most recently operated as a Village Inn (sit -down) restaurant. The existing building is proposed to be demolished and replaced with a 5,206 square foot McDonalds restaurant. Access to the site is currently provided via a right -in /right -out connection to Gulf to Bay Boulevard and a full access to Cross Circle. Upon redevelopment, the connection to Gulf to Bay Boulevard will be rebuilt and improved from a flared return to radial return, and the connection to Cross Circle will be relocated approximately 60 feet further from Gulf to Bay Boulevard. Project Site Trip Generation The daily and peak hour trip generation of the project site was estimated for existing and proposed conditions based on trip characteristic data, as identified in the Institute of Transportation Engineers' Trip Generation Manual (ITE, 9th edition, 2012) and Trip Generation Handbook (ITE, 2nd edition, 2004), as documented in Attachment "A ". Upon redevelopment, the project site is estimated to generate an additional 910 net new daily trips, with an additional 85 net new trips during the AM peak hour and an additional 54 net new trips during the PM peak hour. Trip Distribution The distribution of project generated trips will be estimated manually based on existing traffic patterns and engineering judgment. Study Area The study area is proposed to consist of the following roadway segments and intersections, as determined by City staff. Roadway Segments Gulf to Bay Boulevard from Park Place Boulevard to McMullen Booth Road 19046 Bruce B. Downs Blvd, Suite 308 . Tampa, FL 33647 . (813) 625 -1699 . (81 3) 413 -7432 fx APPENDIX A - 1 of 3 RAYSOR Transportation Consulting PAGE 2 of 2 Intersections Gulf to Bay Boulevard at Mall Entrance /Park Place Boulevard Gulf to Bay Boulevard at Mall Entrance /Sky Harbor Drive Gulf to Bay Boulevard at Hampton Road Gulf to Bay Boulevard at Cross Circle Gulf to Bay Boulevard at McMullen Booth Road Gulf to Bay Boulevard at Site Access Connection Cross Circle at Site Access Connection Analysis Scenarios Traffic conditions will be evaluated for PM peak hour conditions for the entire study area as referenced above. AM peak hour conditions will be evaluated for (a) the site access connection to Gulf to Bay Boulevard, (b) the site access connection to Cross Circle, and (c) the intersection of Gulf to Bay Boulevard at Cross Circle. Traffic Volumes Existing PM peak hour traffic volumes to be used in the study will be obtained from the Bay View Gardens Transportation Concurrency Analysis prepared by Lincks & Associates. Existing AM peak hour traffic volumes will be obtained from manual intersection turning movement counts performed in February 2014. The raw intersection traffic counts will be adjusted using FDOT peak season factors. Roadway segment volumes will be calculated from the counted intersection volumes. Background traffic conditions for study area roads and intersections will be calculated through the application of a 2% growth rate (to the existing seasonally adjusted traffic volumes) for a period of two years (consistent with the procedure used for the Bay View Gardens Transportation Concurrency Analysis) plus traffic estimated to be generated by the Bay View Gardens project. Project traffic estimated to be generated by the redevelopment of the subject McDonalds site will be added to the background traffic volumes to estimate future year total traffic conditions. Analysis Methods Intersection analyses will be undertaken using Synchro software in consideration of existing signal timings. If signal timing revisions are identified to be necessary to obtain acceptable operating conditions, this will be documented in the traffic study report. Roadway segment analyses will be undertaken using the results of the intersection ( Synchro) analyses. Study Findings The results of the analyses will be evaluated to identify future operating conditions for both background and total traffic conditions. In conformance with prevailing State law (FL Statute 163.3180(5)(h)3), the improvements necessary to provide for acceptable operating conditions for background traffic will be assumed to be in place for total traffic conditions. Documentation A report documenting the methodologies, data, analysis, and findings of the traffic study will be prepared. The report will be signed and sealed by a Florida registered professional engineer. 19046 Bruce B. Downs Blvd, Suite 308 . Tampa, FL 33647 . (813) 625 -1699 . (813) 413 -7432 fx APPENDIX A - 2 of 3 ATTACHMENT "A" McDonalds Redevelopment Site 2871 Gulf to Bay Boulevard, Clearwater, Florida Trip Generation Estimate [1] Source: ITE Trip Generation Handbook (2nd Edition, 2004) for AM & PM. Daily calculated as average of peak hour values. [2] Existing use is a sit -down restaurant at 5,448 square feet (ITE LUC 932). [3] Source: ITE Trip Generation Handbook (2nd Edition, 2004). Only PM data is available, which was used for all periods. RAYSOR Transportation Consulting ATTACHMENT A - 1 of 1 APPENDIX A - 3 of 3 Daily AM Peak Hour PM Peak Hour ITE Land Use Size Trip Trip Trip LUC Description Trips Enter Exit Trips Enter Exit Trips Enter Exit Rate Rate Rate Fast -Food 934 Restaurant 5,206 sf 496.12 2,584 1,292 1,292 45.42 236 120 116 32.65 170 88 82 with DT Driveway Trips (Proposed Use) 2,584 1,292 1,292 236 120 116 170 88 82 Pass -By Trip Percent[" 49.5% 49% 50% Pass -By Trips 1,278 639 639 116 58 58 84 42 42 External Trips (Proposed Use) 1,306 653 653 120 62 58 86 46 40 Existing Site lz 127.15 694 347 347 10.81 59 32 27 9.85 54 32 22 Trip Generation Driveway Trips (Existing Use) — 694 347 347 — 59 32 27 — 54 32 22 Pass -By Trip Percent [31 43.0% 43% 43% Pass -By Trips 298 149 149 24 12 12 22 11 11 External Trips (Existing Use) 396 198 198 35 20 15 32 21 NETINCREASE 1,890 945 945 177 88 89 116 56 60 DRIVEWAYTRIPS NETINCREASE EXTERNAL TRIPS 910 455 455 85 42 43 54 25 29 [1] Source: ITE Trip Generation Handbook (2nd Edition, 2004) for AM & PM. Daily calculated as average of peak hour values. [2] Existing use is a sit -down restaurant at 5,448 square feet (ITE LUC 932). [3] Source: ITE Trip Generation Handbook (2nd Edition, 2004). Only PM data is available, which was used for all periods. RAYSOR Transportation Consulting ATTACHMENT A - 1 of 1 APPENDIX A - 3 of 3 APPENDIX B Project Site Trip Generation McDonalds Redevelopment Site 2871 Gulf to Bay Boulevard, Clearwater, Florida Trip Generation Estimate [1] Source: ITE Trip Generation Handbook (2nd Edition, 2004) for AM & PM. Daily calculated as average of peak hour values. [2] Existing use is a sit -down restaurant at 5,448 square feet (ITE LUC 932). [3] Source: ITE Trip Generation Handbook (2nd Edition, 2004). Only PM data is available, which was used for all periods. RAYSOR Transportation Consulting APPENDIX B - 1 of 1 Daily AM Peak Hour PM Peak Hour ITE Land Use Size Trip Trip Tnp LUC Description Trips Enter Exit Trips Enter Exit Trips Enter Exit Rate Rate Rate Fast -Food 934 Restaurant 5,206sf 496.12 2,584 1,292 1,292 45.42 236 120 116 32.65 170 88 82 with DT Driveway Trips (Proposed Use) -- 2, 584 1,292 1,292 -- 236 .120 116 -- 170 88 82 Pass -By Trip Percent l�l 49.5% 49% 50% Pass -By Trips 1,278 639 639 116 58 58 84 42 42 External Trips (Proposed Use) -- 1,306 653 653 -- 120 62 58 -- 86 46 40 Existing Site 127.15 694 347 347 10.81 59 32 27 9.85 54 32 22 Trip Generationlzl Driveway Trips (Existing Use) -- 694 347 347 -- 59 32 27 -- 54 32 22 Pass -By Trip Percent (31 43.0% 43% 43% Pass -By Trips 298 149 149 24 12 12 22 11 11 External Trips (Existing Use) -' 396 198 198 -- 35 20 15 -- 32 21 11 NETINCREASE 1,890 945 945 177 88 89 116 56 60 DRIVEWAY TRIPS NETINCREASE 910 455 455 - 85 42 43 - 54 25 29 EXTERNAL TRIPS [1] Source: ITE Trip Generation Handbook (2nd Edition, 2004) for AM & PM. Daily calculated as average of peak hour values. [2] Existing use is a sit -down restaurant at 5,448 square feet (ITE LUC 932). [3] Source: ITE Trip Generation Handbook (2nd Edition, 2004). Only PM data is available, which was used for all periods. RAYSOR Transportation Consulting APPENDIX B - 1 of 1 APPENDIX C Traffic Counts & Volumes SOURCE: BAY VIEW GARDENS TRANSPORTATION CONCURRENCY ANALYSIS (LINCKS & ASSOC.) APPENDIX C - 1 of 15 nts H J J m J C=� Q CC a U m 0 I� Nom N_ v t 55 aom m o L 1D69 OZ< S O Q 1 4 3641 I 1 ~ 165 r 4 r 835 LLJ a- 14 ---t 1 1 f MICMULLEN— 27 -D 1 1 f < o 1678 BOOTH RD. 46s m 4D6 4D8 Do 9 °on n �L(?EL 177 O Q, N 0 N L 32 (n ELIZABETH AVE. '— 13 PROJECT 3 DRIVEWAY (CROSS CIR.) uj N O 6 1 HAMPTON RD. r 6 102 T 6 48 Win° 0 N n u ° ° N 117 1 I z SKY HARBOR DR, r 90 MALL w -j -° PERIMETER v W� 3 m � 3 1 7 T f DRIVE Z 6 �a�° �>u 17� ! W Z Q z oN F oo° o N a U O rm o v N ^ t V w _j W PARK PLACE 11 4 84 y Lj BLVD r 300 MALL a m Q 169 T ({ ENTRANCE N 0 Lu vj z z :�> 116 — Y 129 fnio ci �ao� �� Z m Z U �oaa w 0 z U.S. 19 -12- SOURCE: BAY VIEW GARDENS TRANSPORTATION CONCURRENCY ANALYSIS (LINCKS & ASSOC.) APPENDIX C - 1 of 15 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: Park Place Blvd -- Gulf To Bay Blvd (SR 60) QC JOB #: 11218903 CITY /STATE: Clearwater. FL nATC. Tk,. A— 'In ')A 40 348 335 0- t' u...... c.nn n�■ c.nn na■ �1a11 100 137 r i 4 Peak 15 -Min: 5:45 PM -- 6:00 PM 0a 1* .0 0.0 1.5 L 2111 « 154 1 L 155 «1977 1436 0.96 « 1697 J i 4 1726~ 138 .� * r. r 125 ~1647 257 72 71 -]i *F Y I y.e •... ,(�taaLI` / y Counts 3.0 ~ 1.3 3.1 1.4 1.q 360 400 - 4 1 / 17 La 0 • C• U } 0 6 NA NA NA ; 4. NA i « z r NA NA NA ► r NA � 1 R"= r TOR 15 -MIn Count Period Park Place Blvd (Northbound) Park Place Blvd (Southbound) Gulf To Bay Blvd (SR 60) 7 Gulf To Bay Blvd (SR 60) Total Hourly (Eastbound) (Westbound) f Totals Beginning All e 7hr Ri h U R" I Left Thru Right U R" I Left Thru Bight U R" i L $ 7hru Ri h R" ` 4.00 PM 63 1 1 2 0 16 29 25 5 0 13 17 320 29 9 3 36 382 15 0 4 979 4:15 PM 4:30 PM 63 13 5 0 16 66 13 7 0 15 18 33 25 9 0 13 20 5 0 14 16 333 34 11 18 319 29 6 0 29 363 19 0 8 975 1 24 389 27 0 7 993 4:45 PM 55 17 8 0 11 25 25 8 0 14 32 362 41 11 _ 2 32 442 30 0 11 1126 4073 5:00 PM 76 23 6 0 10 47 22 20 0 15 19 341 23 10 2 34 418 23 2 15 1106 4200 5:15 PM 5:30 PM 55 16 11 0 13 70 18 6 0 13 32 31 21 6 0 20 22 10 0 19 24 373 38 11 37 343 22 17 5 4 28 420 27 0 14 37 379 31 1 10 1114 1070 4339 4416 5 7, 91 i i i Peak 15 -Min Rowrates Northbound Southbound Eastbound Westbound p Left Thru Ri t R" 1 Total Lei R Thru Ri ht U R' Le Thru Right U R` Left Thru 831 It U R' A1tVehicies 224 60 24 0 24 108 140 32 0 52 112 1516 168 32 8 92 1920 92 0 48 4652 Heavy Trucks Pedestrians 16 0 4 0 J 4 0 0 12 0 28 8 4 0 32 4 1 96 24 1 40 Bicycles Railroad 0 0 0 p 0 0 0 0 0 0 0 0 0 0 slop.pe d $uses, Con7ments: Report generated on 9/5/2013 8:06 AM SOURCE: Quality Counts, LLC (http: / /www.qualitycounts.net) 1- 877 - 580 -2212 APPENDIX C - 2 of 15 U Z Cq LU Q U O Cn Cn 06 CO Y U Z_ J a M O 0) r (0 C Mm(nw tY O 00 0 o (S] OMN m (t) ((7 m A O A r 0 m r U) m 0o (n 0 v M 0 LO am 0 N C3 M0)+7Nn (f) (n 00 Il) 47 [1' GC3 A Cl) 6 C6 Q �O t7r QOr rr NO V LO r Y O 00 a CO ce) c 0 (D t OU)N('- (00 It fl- 04 7rn�f III � O � N � r N Cl) O O m O O N w (O O l - ` O(n(O(0 NO 0) 't d' 03 O �pN rM(O(n MA Mti)'C]r (ry M It It vbru�rrw corny CO CO . .. w O 0 (n r O L Mlqr r M O) O O N J r r N M r 0 CM O O Q Z Z L) �..� It MN V'� M(�NM A � M ( N — Co ILL CO co a. Q' 0 m r r N Ln T N Cl) C) r-- cli It O r rrrlf) Nrit C)r C Q 0 0 L O r O O CJ,Co r O M N O 'ct r CO r N c0 O N y� 0 Y i0�✓�Z C 0-0004 Or r ON 't �J- r L r O LO(fJO d)T 0000 to JOIC rn(O� N alp I��M co to 'a 000004 AM -q (0pp co Lo a 0 '7 V It LO GJ Q M000 c, � (0 LO 07 (n O O It '.(V M c3) C GS 0 0 0 0 —00 a O0 o0 c C +J (00 O' y L 0 0 MMMr- r 00 V M* O: 000 t M U) R OO 3 ` OA NN[11 (l�NONM M A L r0V 0=: AIt M(O0 A 0 F- F` Nt�tV A m0� w •O C(70'Rt N �A C. �O7 J r. 00 Cl) Cl) (h of (n U) (O I o6 4 N M to(P)A(MM O(0 A7 w O (D N N Q� ON 1-tN—CD (n N CM r�,r 0coM O N O O C 7 0) , t NNrN.f+. a) St r Ew r 006 Q O 7 ONr rr(D rr MC) Ln O� r r(oo H o N 0 V r A N O O r CO O V r J r r 0 0 N 0) 0to0 Ln O�O(0 0 0 i2 o rH �r �c H v m l2 1- 1 p a ~ (n APPENDIX C - 3 LO N_ W W O Q�j V r O It O M O 0) r O V N r N 0 co M't A r 0 rnMv r U) m 0o (n 0 v M M M V (AO co O � O N T O M r N r N co O O V 00 LO (c Uim 't r O M LO � N 0 O O O C. 0 00rnm r O O (0 U') LO M co CO O lLO O U (!•) O O N Or N (0 O r O ((j (CJ r (n O N N O N co O r 7 N LO (M ON ON It N O (0 r A r r °EaciE ° =E° U (0 L co a 0 LL m; LL O M = co —` r- a a LINCKS ASSOCIATES, INC. 5023 West Laurel Street Tampa, FL 33607 Tel: (813) 289-0039 Fax: (813) 287-0674 ccramer@lincks.com Turning Movement County Field Data Sheet Date: 101 Count Times: Major Street: vt Direction: c )J Speed Limit: �-i r F Minor Street: Direction: b) - Speed Limit: City/County: Weather: Phasing: 3 Cycles Measured: Intersection Sketch: N) Project No. V! 7-- L APPEN W6i4))WZl-A LINCKS ASSOCIATES, INC. 5023 West Laurel Street Tampa, FL 33607 Tel: (813) 289 -0039 Fax: (813) 287 -0674 ccramer @lincks.com Project No. Turning Movement County Field Data Sheet Date: . '' Count Times: Major Street: Direction. Sp eed Limit: � r Minor Street: (, I- �j r'Y Direction: Speed Limit: ti �4 p ,% r s _ City /County: 1j, Weather: ,; r Phasing: H-t *-it K - - ) -f 0 3 Cycles Measured: Intersection Sketch: C r n -J APPENDIX C - 5 of 15 U Z U) LLI U O U) 06 Y U Z J L W q 0000C] - o 0) 000 ktN0 0 1* 00 r run LC% LD co O n w Cl) CDM Cl) O O O c N a a.�-� Q 0 n0 In M&t 'tIt 7C7 WmN00 � tLO1 F- tr O C6 M 7 Q VSO 0 �OrOONC�i OrrplN LC7 LOr r- Ca Q' O r 0 0 0 r O O O O O r 0 0 Z . O O r OO ` OorrrM O M 71 �� N O � O O o ,O ONtt CD r.M rN.`eYN 0) rr0 (0m NOM U> �O m r N LO O NCDCO O O ism 2 (.0 C) O m °v duo w (0 V 7 00 7 V7 lO LO C+3 N 7 h T--N O O CN �� ` 0 7O NM 00 LOO 0) :r N000) O r LOMB �vv'IT 'IT � n OOOLO vv LO It B) 00 I _ (Drn� U) CD �t CO lON(0 r1� OhM 0 m w N Cl) hLO 00NN LO CO CO C c O J r'rrrN CO rr — Nn Cp O co CCc Ocz LO NnO)N;C) LO Tr V LO 00 (Y) N 0mco OICO zo � .M rs � L O am LO CO�LgN } MLONOO x700 07 00 LO : � a'� C o r7.,t 0 't It CO ~ 0) 00 �t Cl) LL Cn U) d ."�. O.OrNO(•7 rrOON IOr co In CO LO ;: C� 0 rl- 00 LO � r 0 O O O O O O LON 0 N CD LO 000 n('')r Mr .n- O Ln O 00 r 0 0 'l- O O N O N N O r O O CD O M N O Cl) W Or MCD o v v r r N O O O O ,I- CDN N r O co U3 0) 0) M CLO 07 � N W LID IN r U7 r O r h m M m co a) O (D O h M r N0 't LO h CO 1* N 4 00NO (O N h (O h r r sE E °=E� O U > N >a 0 L m;LL CID CIO Y = Y W q 0000C] rO rNet 1* 00 O O O c N a C C VSO 0 �OrOONC�i OrrplN LC7 LOr r- .-0) m C,46 L . O DZ ` OorrrM rMONr(q a) LO 71 �� N O w- 0 I LOMN'IT rr0 (0m NOM U> J N LO O O m °v duo h vvcn (0 V 7 00 7 V7 lO LO C+3 N 7 h T--N 0) N �� CD CD LO V U3 W u i U) CD �t CO lON(0 r1� OhM 0 O Cl) L a Q c Cp O L Os'Y OOh(D LO NnO)N;C) LO Tr V LO 00 (Y) N 0mco OICO CO �^ .M rs � } 0 x700 07 N NONTCO OOOM r7.,t 't It CO IO LO"�t LID 0 CV 0) 00 �t Cl) ."�. O.OrNO(•7 rrOON IOr J A U3 N LO M U] ct O Co :O O W M CL N N M M N (M M M C M co M N X OIN anh0 MnMMCD Co tLO O r r ono C O 0 L OIN 00 0)0It LO�tCD 00M hCo U7 .. = U) 2 C70 04 1�rrh 04 rM0ICO CO 0) L r r�t0 w OIn lO COO c0 LOO MN 0 c0 co c0 J rrrrN CD NNNN CA LOci r �LO O LO O O M oLOoLO r U3 mo 0 E r V �(flcmicLa� �{nnF0 rr 0 cci �0 U! a $° Leo c a 9 C/) Q APPENDIX C 6 co In CO LO ;: C� 0 rl- 00 LO � r 0 O O O O O O LON 0 N CD LO 000 n('')r Mr .n- O Ln O 00 r 0 0 'l- O O N O N N O r O O CD O M N O Cl) W Or MCD o v v r r N O O O O ,I- CDN N r O co U3 0) 0) M CLO 07 � N W LID IN r U7 r O r h m M m co a) O (D O h M r N0 't LO h CO 1* N 4 00NO (O N h (O h r r sE E °=E� O U > N >a 0 L m;LL CID CIO Y = Y 0 LINCKS ASSOCIATES, INC. 5023 West Laurel Street Tampa, FL 33607 Project No. Tel: (813) 289-0039 Fax: (813) 287-0674 ccramer@lincks.com Turning Movement County Field Data Sheet Count Times: J/�\ Major Street; T. j,( Direction: TE - 6J Speed Limit: -o' C L (-C- Minor Street: 1! Dir'ction: Speed eLimit: City/County: C L Weather: L Phasing: F7- Y 3 Cycles Measured: Intersection Sketch: D 'ST t i U L 4"- r� APPENDIX C - 7 of 15 LINCKS ASSOCIATES, INC. 5023 West Laurel Street Tampa, FL 33607 Tel: (813) 289-0039 Fax: (813) 287-0674 ccramer@lincks.com Turning Movement County Field Data Sheet Date: Count Times: Major Street: / Speed Limit: Direction: Minor Street: Jam- I—, Direction: Speed Limit: City/County: "'r h"_ Weather: Phasing: T J F- Y > �r � 3 Cycles Measured: Intersection Sketch: A �� I f Project No. APr6�X t,8D4�515 E 0, 5-1- Z U) LU F- Q U O CO CO wQ W CO v U Z J •C ^Fr OMM 00 r- CD ONa M U to am rr•e -,� MorO t 00 O Q ~ 04 U O M 000000 00000 000 ca O O 00 co 0 rc°c r c�0000¢ r00Co rOCo [if r dCY «. m r cli N o 2 0 0 0 0 0 0 o n n O O 000 + E U Z ~ Z ti a D 0) J 'r 00- y+ M U- U) co a C1 f9 rrOC+? NrOr d• O O c6 X 0 0 0 0 0' 0 00000 0 0 0 0 k O 000 Oo C = 4 0� ai 7 7 C m 000 O IO O 7 �7 0 O t O r r O N r O 0 0 r M O O N m CO 7 r v� O O O N{jz coo 0 O 0 U 7 0 0 0 0 0 0 0 0 0 0 0 0 0 L r 0 O O O F O o O > � w 000 r rr 0 't r O CT.r J r L O N 1- 7 ca aO Nr ONO rO r0 00 C ~ N C 0) •0 W Q' Cl) 0 0 0 0¢ 00000 O O O 0 O O C O CCcD L rrONd- rOr ON CO f-00 LO °' •� O L6 4 U a�i CO N O r000r 00¢¢¢ rM CO O` H w •O O O O 0 O O O O CJ O O O O N J r O O 0 r p, M r C) 0 r0MrO �i O� oo00O 000 a:�0000¢ 0 r 00 > Q� O _ L O L L N N r O O r O N r C T -t 0 0 0 0) L r I� CC) m 7 00 co N O r0 W 7 0 0 0 0 0 0 0 0 0¢ 0 0 0 L r O O � w -000 s- OOr Or NOM O N J 'r -10 It °m N ui r mo 0 E a0 tle66 66 (P m nr � H � LL r d O m a� (� m Q PPENDIX C - 9 N n yOj n 0 4 0 OOO O 0 r O r r 0 N 000 O O It 0 N O N ci O r m N N ti M O 000 0 ai m 000 O O N � r 0 r 0 CO 7 r N O O O O coo 0 O It o r N 0 0 000 0 O 000 O o O CO 0 r Oo 0 000 0 0 W W r O 00 00 000 0 O Orr 0 O O 7 CO r r r 4EQ)E ° =E° 7 U 7 U- E U N > CL > cm:? -,e = Y O N C9 (p�LL a LINCKS ASSOCIATES, INC. 5023 West Laurel Street Tampa, FL 33607 Tel: (813) 289-0039 Fax: (813) 287-0674 ccramer@lincks.com Project No. Turning Movement County Field Data Sheet Date: Count Times: Major Street: Direction: Speed Limit: Minor Street: Direction: Speed Limit: C f-o C I f -) City/County: J',A*<-Weather: C I r Phasing: J F- V 3 Cycles Measured: o Intersection Sketch: L A ERN 10 of RP COO q rb':5 -Type of peak hour being reported: Intersection Peak Method for delermining peak hour: Total Entering Volume LOCATION: McMullen Booth Rd -- Gulf To Bay Blvd (SR 60) QC JOB M 11218902 CITY /STATE: Clearwater FL DATE: Thu Aucj 29 2013 594 1028 Peak-Hour: 5.00 PM -- 6.00 PM 147 8 439 4 4 Peak 15 -Min: 5:15 PM -- 5:30 PM 27 1. 2.7 L 2455~ 227 J t 638 «2514 1204 0.96 4' 1628 4 . # V 1.3 41 1.6 � t 0,9 4` 9.2 1711 280 h * r 248 ~2538 679 142 918 -14 *F ��}41�r GClt�i- 3.2 w � �' 1.4 4 -0 -1 0.9 1.4 2.4 533 7 1739 -. -�.� 'i�- � f 4 . . - 11 1.7 L 4 4 L. f.- 0 I_ 0 0 0 ~~ 0 # III '- ___r r— NA J i L � NA L « 1 NA ' + NAB 11i� J 4 1. s rt �' NA NA � Z t y h f r NA F -� cam:,.., fi i f r• 7 NA i f 15-Min Count McMullen Booth Rd Period (Northbound) McMullen Booth Rd thbound) R' = RTOR Gulf To Bay Blvd (SR 60) Gulf To Bay Blvd (SR 60) Total Hourly (Eastboud) Totals Beginning At Lat m i f Th h R` Left Thru Right ' 1 Lea Thry Ri t U R- 4= PM 78 5 156 0 0 94 2 42 14 0 71 274 68 1 0 51 324 106 0 0 1286 4:15 PM 4:30 PM 125 7 175 1 0 135 12 195 0 0 70 100 2 36 7 0 2 46 12 0 54 269 66 2 52 265 67 0 0 0 42 383 126 0 0 55 394 110 0 0 '1365 '1445 4:45 PM 168 27 233 1 0 87 4 29 6 0 53 289 72 0 0 56 416 131 0 0 11572 5668 5:00 PM 175 42 226 1 0 111 1 34 4 0 75 286 $0 0 69 392 134 0 0 11630 6012 .5.15 PM 16 . a 23j _ 0 _4Z'_ 11� _0 425 _ 63491 5:30 PM 172 37 207 0 0 99 2 44 6 0 42 311 67 1 0 56 370 189 0 �0�1 6507 5:45 PM 175 29 246 0 0 90 2 31 4 0 4 301 49 1 51 441 949 D 6558 I 0 Peak 15 -Min I Northbound Southbound Eastbound Westbound Flowrates Left Thr RI ht U R' I Left Thru Riaht U R" L Thru Ri ht U R' ` Left Thru Ri ht U R" Total All Vehicles 1 624 136 956 0 0 464 12 152 36 0 216 1224 336 0 0 288 1700 664 0 0 6808 Heavy Trucks Pedestrians 12 0 16 0 20 0 0 0 0 36 8 0 0 28 4 124 0 0 Bicycles Railroad 0 0 0 0 0 0 0 0 0 0 0 0 0 sto ed Buses Comments: Report generated on 9/5/2013 8:06 AM SOURCE: Quality Counts, LLC (http: / /www.qualitycounts.net) 1- 877 - 580 -2212 APPENDIX C - 11 of 15 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: McMullen Booth Rd -- Drew St QC JOB #: 11218901 CITY /STATE: Clearwater FL DATE Thu Au 292013 1a5 3 *92 350 1433 12 i L Peak -Hour: 4:45 PM -- 5:45 PM Peak 15 -Min: 5:15 PM -- 5 :30 PM 2.7 1.0 + + 0.6 3.2 0.0 L .r 760 4. 333 j 19 4. 60 ~ 0.95 + 147 2,5 J i +0.0 •1 , "' V '- 5,3 « 0.7 89 660 rt 467 '# 4 e r 39-0 3213138 46 F 118 • f: 0.8 4 4 0.0 �► 1 1.5 .� . « 0.0 Ir r, 0.0 0.8 ff {. ! 1937 ' I Qt�a`1t }7 Ci�'ijni,s -, - -• -�: 15.3 1.1 + 2.2F 3505 -. -._ .. 2.7 f 1.5 15 4i a OL 3 0 0 � a P o NA NA L t � ' � t NA ~ NA � 7 F 4 !1<� L.. NA ~ e. F NA � j...r.� -._• r i NA ♦ F NA R' = RT©R 15 -Min Countl McMullen Booth Rd Period I (Northbound) McMullen Booth Rd (Southbound) Drew St (Eastbound) Drew St (Westbound) Total Hourly Totals Beginning At Lek Thru Ri ht U R* 1 Left Thru Right U R* P Left Thru Ri ht U R* i Left T ru Ri t U R* I 4:0 PM 52 719 9 0 1 2 3 46 2 9 70 9 50 0 59 9 10 2 0 0 1428 4:15 PM 74 776 12 1 0 2 302 59 0 11 68 12 27 0 61 8 27 5 0 1 1446 4:30 PM 50 724 9: 0 1 2 355 64 1 11 71 8 44 0 63 12 17 2 0 1 ; 1435 4:45 PM 91 832 7 0 1 3 346 63 0 10 74 12 45 0 59 I 4 9 7 0 1 1564 5873 5:00 PM 76 752 6 0 0 3 331 57 1 19 115 17 48 0 75 10 5 0 0 11542 1 5987 11, 5:1 --17 Q Q' 1 50, 14 27 0 or_ _27 _ -14 29 5, _ 2 1 6209 5:30 PM 85 744 15 0 0 1 327 9 1 14 1 86 17 63 D 63 9 24 0 0 1 1533 1 63Q7 5:45 PM I� I 75 736 13 0 0 -1 295 67 2 42 100 17 45 0 55 '14 32 2 D 0 1496 6239 Peak 15 -Min Northbound Southbound Eastbound Westbound Flowrates Left T. u Rl ht U R* Lefl Thru R's t U R" ° Le Thru Ri ht Left Thru Ri ht U R* Total All Vehicles Heavy Trucks 276 3240 68 0 16 20 0 0 12 0 1716 364 0 56 0 52 232 56 108 0 0 0 4 348 f 5 "0 0 116 20 8 0 0 0 6672 Pedestrians Bicycles 4 0 0 0 0 0 0 0 8 0 0 0 0 4 0 0 96 16 0 Railroad stoeud Buses t Comments: Report generated on 9/5/2013 8:06 AM SOURCE: Quality Counts, LLC (http: / /www.qualitycounts.net) 1- 877 - 580 -2212 APPENDIX C - 12 of 15 AM PEAK HOUR BAY VIEW GARDENS TRAFFIC VOLUMES SOURCE: BAY VIEW GARDENS TRANSPORTATION CONCURRENCYANALYSIS (LINCKS & ASSOC.) �— 0 coo 10 —101 1 y � 4 25 0-1 T 6—> �oo� 19-1 O c" Sky Harbor Drive T— 0 coo �4 jI � 14 —18 --f I T r 73� 18— o o n 6 --1 ti `n Cross Circle APPENDIX C - 13 of 15 TABLE 2 ESTIMATED PEAK HOUR PROJECT TRAFFIC DISTRIBUTION Time East (42 %) West (58 %) Total Period In Out In Out In Out AM 18 73 25 101 43 174 PM 72 39 100 53 172 92 SOURCE: BAY VIEW GARDENS TRANSPORTATION CONCURRENCYANALYSIS (LINCKS & ASSOC.) �— 0 coo 10 —101 1 y � 4 25 0-1 T 6—> �oo� 19-1 O c" Sky Harbor Drive T— 0 coo �4 jI � 14 —18 --f I T r 73� 18— o o n 6 --1 ti `n Cross Circle APPENDIX C - 13 of 15 RAYSOR Transportation Consulting Intersection Count Worksheet TOTAL VEHICLES Count Location: SR -60 at Cross Circle Count Date: 02 /20/14 8:00 AM 0 N/A 0 0 0 SR -60 0 309 Cross Circle 0 0 0 SR -60 596 Inter - Start 905 8:15 AM 0 0 0 0 0 351 2 353 2 0 0 2 0 601 0 From North 956 8:30 AM From East 0 0 0 From South 365 2 From West 2 section Time 0 522 0 522 891 8:45 AM 0 0 0 0 0 330 0 330 0 Right Thru Left Total Right Thru Left Total Right Thru Left Total Right Thru Left Total Total 7:00 AM 0 0 0 0 0 251 0 251 0 0 0 0 0 582 0 582 833 7:15 AM 0 0 0 0 0 314 2 316 2 0 0 2 0 690 0 690 1008 7:30 AM 0 0 0 0 0 340 2 342 2 0 0 2 0 653 0 653 997 7:45 AM 0 0 0 0 0 355 1 356 1 0 0 1 0 615 0 615 972 Total 0 0 0 0 0 1260 5 1265 5 0 0 5 0 2540 0 2540 3810 8:00 AM 0 0 0 0 0 309 0 309 0 0 0 0 0 596 0 596 905 8:15 AM 0 0 0 0 0 351 2 353 2 0 0 2 0 601 0 601 956 8:30 AM 0 0 0 0 0 365 2 367 2 0 0 2 0 522 0 522 891 8:45 AM 0 0 0 0 0 330 0 330 0 0 0 0 0 481 0 481 811 Total 0 0 0 0 0 1355 4 1359 4 0 0 41 0 2200 0 2200 3563 Peak Hour Volume 7:15 AM 1 0 0 0 0 0 1318 5 1323 5 0 0 5 0 2554 0 2554 3882 Peak Hour, Peak Season Volume (PSCF: 1.01) 7:15 AM 1 0 0 0 0 0 1331 5 1336 5 0 0 5 0 2580 0 2580 3921 Peak Hour Factor: 0.96 N/A N T L0 0 0 0 4-1331 41 1 LO r 5 SR -60 SR -60 J I I 0 0 0 in 2580 ==► 0 —1 Cross Circle 'NOTE: Vehicles Entering & Exiting Cross Circle Were Generated By Redevelopment Project' APPENDIX C - 14 of 15 2012 PEAK SEASON FACTOR CATEGORY REPORT - REPORT TYPE: ALL CATEGORY: 1500 PINELLAS COUNTYWIDE MOCF: 0.93 WEEK DATES SF PSCF ------------------------------------------------------------- ------------------------------------------------------------- 1 01/01/2012 - 01/07/2012 1.07 1.15 2 01/08/2012 - 01/14/2012 1.05 1.12 3 01/15/2012 - 01/21/2012 1.03 1.10 4 01/22/2012 - 01/28/2012 1.01 1.08 5 01/29/2012 - 02/04/2012 0.99 1.06 * 6 02/05/2012 - 02/11/2012 0.97 1.04 * 7 02/12/2012 - 02/18/2012 0.95 1.02 * 8 02/19/2012 - 02/25/2012 0.94 1.01 * 9 02/26/2012 - 03/03/2012 0.93 1.00 *10 03/04/2012 - 03/10/2012 0.91 0.97 *11 03/11/2012 - 03/17/2012 0.90 0.96 *12 03/18/2012 - 03/24/2012 0.91 0.97 *13 03/25/2012 - 03/31/2012 0.92 0.99 *14 04/01/2012 - 04/07/2012 0.93 1.00 *15 04/08/2012 - 04/14/2012 0.93 1.00 *16 04/15/2012 - 04/21/2012 0.94 1.01 *17 04/22/2012 - 04/28/2012 0.95 1.02 *18 04/29/2012 - 05/05/2012 0.96 1.03 19 05/06/2012 - 05/12/2012 0.98 1.05 20 05/13/2012 - 05/19/2012 0.99 1.06 21 05/20/2012 - 05/26/2012 0.99 1.06 22 05/27/2012 - 06/02/2012 0.99 1.06 23 06/03/2012 - 06/09/2012 0.99 1.06 24 06/10/2012 - 06/16/2012 1.00 1.07 25 06/17/2012 - 06/23/2012 1.00 1.07 26 06/24/2012 - 06/30/2012 1.00 1.07 27 07/01/2012 - 07/07/2012 0.99 1.06 28 07/08/2012 - 07/14/2012 0.99 1.06 29 07/15/2012 - 07/21/2012 0.99 1.06 30 07/22/2012 - 07/28/2012 1.01 1.08 31 07/29/2012 - 08/04/2012 1.02 1.09 32 08/05/2012 - 08/11/2012 1.04 1.11 33 08/12/2012 - 08/18/2012 1.05 1.12 34 08/19/2012 - 08/25/2012 1.05 1.12 35 08/26/2012 - 09/01/2012 1.05 1.12 36 09/02/2012 - 09/08/2012 1.06 1.14 37 09/09/2012 - 09/15/2012 1.06 1.14 38 09/16/2012 - 09/22/2012 1.05 1.12 39 09/23/2012 - 09/29/2012 1.05 1.12 40 09/30/2012 - 10/06/2012 1.04 1.11 41 10/07/2012 - 10/13/2012 1.04 1.11 42 10/14/2012 - 10/20/2012 1.03 1.10 43 10/21/2012 - 10/27/2012 1.03 1.10 44 10/28/2012 - 11/03/2012 1.04 1.11 45 11/04/2012 - 11/10/2012 1.04 1.11 46 11/11/2012 - 11/17/2012 1.05 1.12 47 11/18/2012 - 11/24/2012 1.05 1.12 48 11/25/2012 - 12/01/2012 1.06 1.14 49 12/02/2012 - 12/08/2012 1.06 1.14 50 12/09/2012 - 12/15/2012 1.07 1.15 51 12/16/2012 - 12/22/2012 1.05 1.12 52 12/23/2012 - 12/29/2012 1.04 1.11 53 12/30/2012 - 12/31/2012 1.03 1.10 * PEAK SEASON 08 -FEB -2013 12:29:10 APPENDIX C - 15 of 15 830UPD [1,0,0,1] APPENDIX D Intersection Analysis HCM Signalized Intersection Capacity Analysis McDonalds Site 1: SR60 & Park Place Blvd PM Peak Hour Background Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt c0.41 ) ttt r 0.01 4 r 0.01 4 r Volume (vph) 179 1738 161 146 2012 187 300 84 83 169 116 129 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.3 6.3 35.8 6.3 7.3 7.3 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 0.99 5.2 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 40.3 0.95 1.00 1.00 0.95 0.97 1.00 0.95 0.99 1.00 Satd. Flow (prot) 1805 4972 C 1736 5136 1583 1665 1719 1599 1681 1780 1615 Flt Permitted 0.13 1.00 Approach LOS 0.13 1.00 1.00 0.95 0.97 1.00 0.95 0.99 1.00 Satd. Flow (perm) 250 4972 245 5136 1583 1665 1719 1599 1681 1780 1615 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 186 1810 168 152 2096 195 312 88 86 176 121 134 RTOR Reduction (vph) 0 11 0 0 0 129 0 0 73 0 0 115 Lane Group Flow (vph) 186 1967 0 152 2096 66 197 203 13 146 151 19 Heavy Vehicles ( %) 0% 3% 3% 4% 1% 2% 3% 1 % 1% 2% 0% 0% Turn Type pm +pt pm +pt Perm Split Prot Split Prot Protected Phases 1 6 5 2 4 4 4 8 8 8 Permitted Phases 6 2 2 Actuated Green, G (s) 38.4 30.4 38.2 29.8 29.8 13.6 13.6 13.6 12.2 12.2 12.2 Effective Green, g (s) 38.4 30.4 38.2 29.8 29.8 13.6 13.6 13.6 12.2 12.2 12.2 Actuated g/C Ratio 0.44 0.34 0.43 0.34 0.34 0.15 0.15 0.15 0.14 0.14 0.14 Clearance Time (s) 6.3 6.3 6.3 7.3 7.3 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 250 1714 248 1735 535 257 265 247 233 246 223 v/s Ratio Prot c0.07 0.40 0.06 c0.41 c0.12 0.12 0.01 c0.09 0.08 0.01 v/s Ratio Perm 0.26 0.21 0.04 v/c Ratio 0.74 1.15 0.61 1.21 0.12 0.77 0.77 0.05 0.63 0.61 0.08 Uniform Delay, d1 20.1 28.9 19.6 29.2 20.2 35.8 35.8 31.8 35.9 35.8 33.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.4 73.7 4.4 99.3 0.1 12.8 12.4 0.1 5.2 4.5 0.2 Delay (s) 31.4 102.6 24.1 128.5 20.3 48.6 48.2 31.9 41.0 40.3 33.3 Level of Service C F C F C D D C D D C Approach Delay (s) 96.5 113.4 45.5 38.4 Approach LOS F F D D Intersection Summa HCM Average Control Delay 94.9 HCM Level of Service F HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 88.2 Sum of lost time (s) 17.3 Intersection Capacity Utilization 81.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX D - 1 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 2: SR -60 & Sky Harbor Drive PM Peak Hour Background Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt ) tt 0.11 0.39 c0.07 0.00 Volume (vph) 17 2014 76 225 1937 19 90 2 117 3 6 17 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.3 6.3 4.6 6.3 6.3 0.3 6.0 6.0 0.1 6.0 6.0 17.9 Lane Util. Factor 1.00 0.91 55.5 1.00 0.91 47.2 1.00 1.00 C 1.00 1.00 E Frt 1.00 0.99 Approach Delay (s) 1.00 1.00 1.00 0.85 51.0 1.00 0.89 Approach LOS Flt Protected 0.95 1.00 A 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1787 5012 1787 5078 1787 1604 1787 1670 Flt Permitted 0.09 1.00 0.05 1.00 0.74 1.00 0.58 1.00 Satd. Flow (perm) 167 5012 103 5078 1395 1604 1099 1670 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 18 2120 80 237 2039 20 95 2 123 3 6 18 RTOR Reduction (vph) 0 3 0 0 0 0 0 104 0 0 15 0 Lane Group Flow (vph) 18 2197 0 237 2059 0 95 21 0 3 9 0 Heavy Vehicles ( %) 1% 3% 1% 1% 2% 1% 1% 1% 1% 1% 1% 1% Turn Type Perm pm +pt Perm Perm Protected Phases 2 1 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 66.7 66.7 93.7 93.7 14.0 14.0 14.0 14.0 Effective Green, g (s) 66.7 66.7 93.7 93.7 14.0 14.0 14.0 14.0 Actuated g/C Ratio 0.56 0.56 0.78 0.78 0.12 0.12 0.12 0.12 Clearance Time (s) 6.3 6.3 6.3 6.3 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 93 2786 371 3965 163 187 128 195 v/s Ratio Prot c Critical Lane Group c0.44 c0.11 0.41 0.01 0.01 v/s Ratio Perm 0.11 0.39 c0.07 0.00 v/c Ratio 0.19 0.79 0.64 0.52 0.58 0.11 0.02 0.05 Uniform Delay, d1 13.3 21.1 33.1 4.8 50.2 47.4 46.9 47.1 Progression Factor 1.00 1.00 1.48 0.83 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.6 2.4 2.2 0.3 5.2 0.3 0.1 0.1 Delay (s) 17.9 23.4 51.2 4.3 55.5 47.7 47.0 47.2 Level of Service B C D A E D D D Approach Delay (s) 23.4 9.2 51.0 47.2 Approach LOS C A D D Intersection Summa HCM Average Control Delay 17.9 HCM Level of Service B HCM Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.6 Intersection Capacity Utilization 81.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX D - 2 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 3: SR -60 & Hampton Road PM Peak Hour Background Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt v/s Ratio Perm ) tt 0.01 0.01 c0.07 v/c Ratio 0.53 Volume (vph) 79 2039 9 2 2205 421 8 6 6 102 6 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.3 6.3 0.1 6.3 6.3 0.7 7.3 7.0 47.3 7.0 7.0 Level of Service Lane Util. Factor 1.00 0.91 B 1.00 0.91 D Approach Delay (s) 1.00 2.6 1.00 1.00 47.3 Frt 1.00 1.00 1.00 0.98 B D 0.96 D 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.95 1.00 Satd. Flow (prot) 1787 5033 1787 4971 1770 1787 1630 Flt Permitted 0.05 1.00 0.09 1.00 0.88 0.74 1.00 Satd. Flow (perm) 87 5033 165 4971 1580 1400 1630 Peak -hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Adj. Flow (vph) 80 2060 9 2 2227 425 8 6 6 103 6 48 RTOR Reduction (vph) 0 0 0 0 15 0 0 5 0 0 42 0 Lane Group Flow (vph) 80 2069 0 2 2637 0 0 15 0 103 12 0 Heavy Vehicles ( %) 1% 3% 1% 1% 2% 1% 1% 1% 1% 1% 1% 1% Turn Type pm +pt Perm Perm Perm Protected Phases 5 2 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 92.5 92.5 79.2 79.2 14.2 14.2 14.2 Effective Green, g (s) 92.5 92.5 79.2 79.2 14.2 14.2 14.2 Actuated g/C Ratio 0.77 0.77 0.66 0.66 0.12 0.12 0.12 Clearance Time (s) 7.3 6.3 6.3 6.3 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 152 3880 109 3281 187 166 193 v/s Ratio Prot 0.03 c0.41 c0.53 0.01 v/s Ratio Perm 0.38 0.01 0.01 c0.07 v/c Ratio 0.53 0.53 0.02 0.80 0.08 0.62 0.06 Uniform Delay, d1 19.9 5.3 7.0 14.8 47.1 50.3 47.0 Progression Factor 2.57 0.06 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.1 0.3 0.3 2.2 0.2 7.0 0.1 Delay (s) 53.2 0.7 7.3 17.0 47.3 57.4 47.1 Level of Service D A A B D E D Approach Delay (s) 2.6 17.0 47.3 53.8 Approach LOS A B D D Intersection Summa HCM Average Control Delay 12.1 HCM Level of Service B HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.6 Intersection Capacity Utilization 85.6% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX D - 3 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 4: SR -60 & McMullen Booth Road PM Peak Hour Background Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations )) ttt r )) ttt r c0.25 t r 0.15 t r Volume (vph) 270 1408 351 289 1906 744 835 165 1069 485 9 177 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.3 7.3 7.3 7.3 7.3 7.3 6.5 6.5 6.5 6.5 6.5 6.5 Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 1.00 1.00 0.97 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 5036 1583 3467 5136 1599 3467 1881 1583 3400 1900 1568 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 5036 1583 3467 5136 1599 3467 1881 1583 3400 1900 1568 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 281 1467 366 301 1985 775 870 172 1114 505 9 184 RTOR Reduction (vph) 0 0 141 0 0 301 0 0 257 0 0 173 Lane Group Flow (vph) 281 1467 225 301 1985 474 870 172 857 505 9 11 Heavy Vehicles ( %) 2% 3% 2% 1% 1% 1 % 1 % 1 % 2% 3% 0% 3% Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 18.8 60.0 60.0 19.7 60.9 60.9 45.1 25.8 25.8 29.3 10.0 10.0 Effective Green, g (s) 18.8 60.0 60.0 19.7 60.9 60.9 45.1 25.8 25.8 29.3 10.0 10.0 Actuated g/C Ratio 0.12 0.37 0.37 0.12 0.37 0.37 0.28 0.16 0.16 0.18 0.06 0.06 Clearance Time (s) 7.3 7.3 7.3 7.3 7.3 7.3 6.5 6.5 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 397 1861 585 421 1926 600 963 299 251 613 117 97 v/s Ratio Prot 0.08 0.29 c0.09 c0.39 c0.25 0.09 0.15 0.00 v/s Ratio Perm 0.14 0.30 c0.54 0.01 v/c Ratio 0.71 0.79 0.38 0.71 1.03 0.79 0.90 0.58 3.42 0.82 0.08 0.12 Uniform Delay, d1 69.2 45.5 37.6 68.6 50.8 45.1 56.6 63.2 68.3 64.1 71.8 72.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.7 2.3 0.4 5.7 28.8 6.8 11.6 2.7 1097.3 8.8 0.3 0.5 Delay (s) 74.8 47.8 38.0 74.3 79.6 51.9 68.1 65.9 1165.6 72.9 72.1 72.6 Level of Service E D D E E D E E F E E E Approach Delay (s) 49.7 72.1 635.0 72.8 Approach LOS D E F E Intersection Summa HCM Average Control Delay 217.4 HCM Level of Service F HCM Volume to Capacity ratio 1.37 Actuated Cycle Length (s) 162.4 Sum of lost time (s) 20.3 Intersection Capacity Utilization 124.1% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX D - 4 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 1: SR60 & Park Place Blvd PM Peak Hour Total Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt c0.41 ) ttt r 0.01 4 r 0.01 4 r Volume (vph) 179 1742 161 149 2016 191 300 84 86 173 116 129 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.3 6.3 35.8 6.3 7.3 7.3 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 0.99 5.5 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 40.3 0.95 1.00 1.00 0.95 0.97 1.00 0.95 0.99 1.00 Satd. Flow (prot) 1805 4972 C 1736 5136 1583 1665 1719 1599 1681 1779 1615 Flt Permitted 0.13 1.00 Approach LOS 0.13 1.00 1.00 0.95 0.97 1.00 0.95 0.99 1.00 Satd. Flow (perm) 250 4972 245 5136 1583 1665 1719 1599 1681 1779 1615 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 186 1815 168 155 2100 199 312 88 90 180 121 134 RTOR Reduction (vph) 0 11 0 0 0 132 0 0 76 0 0 115 Lane Group Flow (vph) 186 1972 0 155 2100 67 197 203 14 148 153 19 Heavy Vehicles ( %) 0% 3% 3% 4% 1% 2% 3% 1 % 1% 2% 0% 0% Turn Type pm +pt pm +pt Perm Split Prot Split Prot Protected Phases 1 6 5 2 4 4 4 8 8 8 Permitted Phases 6 2 2 Actuated Green, G (s) 38.4 30.4 38.2 29.8 29.8 13.6 13.6 13.6 12.3 12.3 12.3 Effective Green, g (s) 38.4 30.4 38.2 29.8 29.8 13.6 13.6 13.6 12.3 12.3 12.3 Actuated g/C Ratio 0.43 0.34 0.43 0.34 0.34 0.15 0.15 0.15 0.14 0.14 0.14 Clearance Time (s) 6.3 6.3 6.3 7.3 7.3 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 250 1712 248 1733 534 256 265 246 234 248 225 v/s Ratio Prot c0.07 0.40 0.06 c0.41 c0.12 0.12 0.01 c0.09 0.09 0.01 v/s Ratio Perm 0.26 0.21 0.04 v/c Ratio 0.74 1.15 0.62 1.21 0.13 0.77 0.77 0.06 0.63 0.62 0.08 Uniform Delay, d1 20.1 28.9 19.7 29.2 20.2 35.8 35.8 31.9 35.9 35.8 33.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.4 75.5 4.8 100.9 0.1 13.0 12.4 0.1 5.5 4.5 0.2 Delay (s) 31.4 104.5 24.6 130.2 20.3 48.9 48.2 32.0 41.4 40.3 33.2 Level of Service C F C F C D D C D D C Approach Delay (s) 98.2 114.6 45.5 38.5 Approach LOS F F D D Intersection Summa HCM Average Control Delay 96.1 HCM Level of Service F HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 88.3 Sum of lost time (s) 17.3 Intersection Capacity Utilization 82.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX D - 5 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 2: SR -60 & Sky Harbor Drive PM Peak Hour Total Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt ) tt 0.11 0.39 c0.07 0.00 Volume (vph) 17 2025 76 226 1949 19 90 2 118 3 6 17 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.3 6.3 4.7 6.3 6.3 0.3 6.0 6.0 0.1 6.0 6.0 18.0 Lane Util. Factor 1.00 0.91 55.5 1.00 0.91 47.2 1.00 1.00 C 1.00 1.00 E Frt 1.00 0.99 Approach Delay (s) 1.00 1.00 1.00 0.85 51.1 1.00 0.89 Approach LOS Flt Protected 0.95 1.00 A 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1787 5012 1787 5078 1787 1603 1787 1670 Flt Permitted 0.09 1.00 0.05 1.00 0.74 1.00 0.58 1.00 Satd. Flow (perm) 165 5012 103 5078 1395 1603 1092 1670 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 18 2132 80 238 2052 20 95 2 124 3 6 18 RTOR Reduction (vph) 0 3 0 0 0 0 0 104 0 0 15 0 Lane Group Flow (vph) 18 2209 0 238 2072 0 95 22 0 3 9 0 Heavy Vehicles ( %) 1% 3% 1% 1% 2% 1% 1% 1% 1% 1% 1% 1% Turn Type Perm pm +pt Perm Perm Protected Phases 2 1 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 66.7 66.7 93.7 93.7 14.0 14.0 14.0 14.0 Effective Green, g (s) 66.7 66.7 93.7 93.7 14.0 14.0 14.0 14.0 Actuated g/C Ratio 0.56 0.56 0.78 0.78 0.12 0.12 0.12 0.12 Clearance Time (s) 6.3 6.3 6.3 6.3 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 92 2786 371 3965 163 187 127 195 v/s Ratio Prot c Critical Lane Group c0.44 c0.11 0.41 0.01 0.01 v/s Ratio Perm 0.11 0.39 c0.07 0.00 v/c Ratio 0.20 0.79 0.64 0.52 0.58 0.12 0.02 0.05 Uniform Delay, d1 13.3 21.2 33.2 4.9 50.2 47.5 46.9 47.1 Progression Factor 1.00 1.00 1.48 0.84 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.7 2.4 2.3 0.3 5.2 0.3 0.1 0.1 Delay (s) 18.0 23.6 51.3 4.4 55.5 47.7 47.0 47.2 Level of Service B C D A E D D D Approach Delay (s) 23.5 9.2 51.1 47.2 Approach LOS C A D D Intersection Summa HCM Average Control Delay 18.0 HCM Level of Service B HCM Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.6 Intersection Capacity Utilization 81.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX D - 6 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 3: SR -60 & Hampton Road PM Peak Hour Total Traffic � � I t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt v/s Ratio Perm ) tt 0.01 0.01 c0.07 v/c Ratio 0.53 Volume (vph) 79 2051 9 2 2218 422 8 6 6 103 6 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.3 6.3 0.1 6.3 6.3 0.7 7.4 7.0 47.2 7.0 7.0 Level of Service Lane Util. Factor 1.00 0.91 B 1.00 0.91 D Approach Delay (s) 1.00 2.6 1.00 1.00 47.2 Frt 1.00 1.00 1.00 0.98 B D 0.96 D 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.95 1.00 Satd. Flow (prot) 1787 5033 1787 4971 1770 1787 1630 Flt Permitted 0.05 1.00 0.09 1.00 0.88 0.74 1.00 Satd. Flow (perm) 87 5033 162 4971 1581 1400 1630 Peak -hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Adj. Flow (vph) 80 2072 9 2 2240 426 8 6 6 104 6 48 RTOR Reduction (vph) 0 0 0 0 15 0 0 5 0 0 42 0 Lane Group Flow (vph) 80 2081 0 2 2651 0 0 15 0 104 12 0 Heavy Vehicles ( %) 1% 3% 1% 1% 2% 1% 1% 1% 1% 1% 1% 1% Turn Type pm +pt Perm Perm Perm Protected Phases 5 2 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 92.4 92.4 79.1 79.1 14.3 14.3 14.3 Effective Green, g (s) 92.4 92.4 79.1 79.1 14.3 14.3 14.3 Actuated g/C Ratio 0.77 0.77 0.66 0.66 0.12 0.12 0.12 Clearance Time (s) 7.3 6.3 6.3 6.3 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 152 3875 107 3277 188 167 194 v/s Ratio Prot 0.03 c0.41 c0.53 0.01 v/s Ratio Perm 0.38 0.01 0.01 c0.07 v/c Ratio 0.53 0.54 0.02 0.81 0.08 0.62 0.06 Uniform Delay, d1 20.1 5.4 7.1 14.9 47.0 50.3 46.9 Progression Factor 2.56 0.06 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.0 0.3 0.3 2.3 0.2 7.0 0.1 Delay (s) 53.6 0.7 7.4 17.2 47.2 57.3 47.0 Level of Service D A A B D E D Approach Delay (s) 2.6 17.2 47.2 53.8 Approach LOS A B D D Intersection Summa HCM Average Control Delay 12.2 HCM Level of Service B HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.6 Intersection Capacity Utilization 86.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX D - 7 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 4: SR -60 & McMullen Booth Road PM Peak Hour Total Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations )) ttt r )) ttt r c0.25 t r 0.15 t r Volume (vph) 281 1409 352 289 1907 744 836 165 1069 485 9 186 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.3 7.3 7.3 7.3 7.3 7.3 6.5 6.5 6.5 6.5 6.5 6.5 Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 1.00 1.00 0.97 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 5036 1583 3467 5136 1599 3467 1881 1583 3400 1900 1568 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 5036 1583 3467 5136 1599 3467 1881 1583 3400 1900 1568 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 293 1468 367 301 1986 775 871 172 1114 505 9 194 RTOR Reduction (vph) 0 0 141 0 0 303 0 0 257 0 0 181 Lane Group Flow (vph) 293 1468 226 301 1986 472 871 172 857 505 9 13 Heavy Vehicles ( %) 2% 3% 2% 1% 1% 1 % 1 % 1 % 2% 3% 0% 3% Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 19.3 60.1 60.1 19.7 60.5 60.5 45.1 25.8 25.8 29.4 10.1 10.1 Effective Green, g (s) 19.3 60.1 60.1 19.7 60.5 60.5 45.1 25.8 25.8 29.4 10.1 10.1 Actuated g/C Ratio 0.12 0.37 0.37 0.12 0.37 0.37 0.28 0.16 0.16 0.18 0.06 0.06 Clearance Time (s) 7.3 7.3 7.3 7.3 7.3 7.3 6.5 6.5 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 407 1861 585 420 1911 595 962 298 251 615 118 97 v/s Ratio Prot 0.09 0.29 c0.09 c0.39 c0.25 0.09 0.15 0.00 v/s Ratio Perm 0.14 0.30 c0.54 0.01 v/c Ratio 0.72 0.79 0.39 0.72 1.04 0.79 0.91 0.58 3.42 0.82 0.08 0.13 Uniform Delay, d1 69.0 45.6 37.7 68.8 51.0 45.5 56.7 63.3 68.4 64.1 71.9 72.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.0 2.3 0.4 5.7 31.6 7.2 11.8 2.7 1097.2 8.6 0.3 0.6 Delay (s) 75.1 47.9 38.1 74.5 82.7 52.7 68.5 66.0 1165.6 72.7 72.1 72.7 Level of Service E D D E F D E E F E E E Approach Delay (s) 50.0 74.3 634.9 72.7 Approach LOS D E F E Intersection Summa HCM Average Control Delay 217.8 HCM Level of Service F HCM Volume to Capacity ratio 1.37 Actuated Cycle Length (s) 162.6 Sum of lost time (s) 20.3 Intersection Capacity Utilization 124.2% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX D - 8 of 17 Synchro 7 - Light: Report Improvements to Resolve PM Peak Hour Background Deficiencies 1. Gulf to Bay Boulevard at Park Place Boulevard • Add fourth eastbound through lane. • Add fourth westbound through lane. 2. Gulf to Bay Boulevard at McMullen Booth Road • Add third eastbound left -turn lane. • Add third westbound left -turn lane. • Add third northbound left -turn lane. • Add third southbound left -turn lane. • Add second and third northbound right -turn lanes. APPENDIX D - 9 of 17 HCM Signalized Intersection Capacity Analysis McDonalds Site 1: SR60 & Park Place Blvd PM Peak Hour Background Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) ttM c0.32 tiff r 0.01 4 r 0.01 4 r Volume (vph) 179 1738 161 146 2012 187 300 84 83 169 116 129 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.3 6.3 35.8 6.3 7.3 7.3 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 0.86 1.00 1.00 0.86 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 0.99 5.2 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 40.3 0.95 1.00 1.00 0.95 0.97 1.00 0.95 0.99 1.00 Satd. Flow (prot) 1805 6265 C 1736 6471 1583 1665 1719 1599 1681 1780 1615 Flt Permitted 0.13 1.00 Approach LOS 0.13 1.00 1.00 0.95 0.97 1.00 0.95 0.99 1.00 Satd. Flow (perm) 250 6265 245 6471 1583 1665 1719 1599 1681 1780 1615 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 186 1810 168 152 2096 195 312 88 86 176 121 134 RTOR Reduction (vph) 0 16 0 0 0 129 0 0 73 0 0 115 Lane Group Flow (vph) 186 1962 0 152 2096 66 197 203 13 146 151 19 Heavy Vehicles ( %) 0% 3% 3% 4% 1% 2% 3% 1 % 1% 2% 0% 0% Turn Type pm +pt pm +pt Perm Split Prot Split Prot Protected Phases 1 6 5 2 4 4 4 8 8 8 Permitted Phases 6 2 2 Actuated Green, G (s) 38.4 30.4 38.2 29.8 29.8 13.6 13.6 13.6 12.2 12.2 12.2 Effective Green, g (s) 38.4 30.4 38.2 29.8 29.8 13.6 13.6 13.6 12.2 12.2 12.2 Actuated g/C Ratio 0.44 0.34 0.43 0.34 0.34 0.15 0.15 0.15 0.14 0.14 0.14 Clearance Time (s) 6.3 6.3 6.3 7.3 7.3 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 250 2159 248 2186 535 257 265 247 233 246 223 v/s Ratio Prot c0.07 0.31 0.06 c0.32 c0.12 0.12 0.01 c0.09 0.08 0.01 v/s Ratio Perm 0.26 0.21 0.04 v/c Ratio 0.74 0.91 0.61 0.96 0.12 0.77 0.77 0.05 0.63 0.61 0.08 Uniform Delay, d1 19.2 27.6 18.6 28.6 20.2 35.8 35.8 31.8 35.9 35.8 33.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.4 6.1 4.4 11.1 0.1 12.8 12.4 0.1 5.2 4.5 0.2 Delay (s) 30.5 33.7 23.1 39.7 20.3 48.6 48.2 31.9 41.0 40.3 33.3 Level of Service C C C D C D D C D D C Approach Delay (s) 33.4 37.1 45.5 38.4 Approach LOS C D D D Intersection Summa HCM Average Control Delay 36.5 HCM Level of Service D HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 88.2 Sum of lost time (s) 17.3 Intersection Capacity Utilization 72.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX D - 10 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 2: SR -60 & Sky Harbor Drive PM Peak Hour Background Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt ) tt 0.11 0.39 c0.07 0.00 Volume (vph) 17 2014 76 225 1937 19 90 2 117 3 6 17 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.3 6.3 4.6 6.3 6.3 0.3 6.0 6.0 0.1 6.0 6.0 17.9 Lane Util. Factor 1.00 0.91 55.5 1.00 0.91 47.2 1.00 1.00 C 1.00 1.00 E Frt 1.00 0.99 Approach Delay (s) 1.00 1.00 1.00 0.85 51.0 1.00 0.89 Approach LOS Flt Protected 0.95 1.00 A 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1787 5012 1787 5078 1787 1604 1787 1670 Flt Permitted 0.09 1.00 0.05 1.00 0.74 1.00 0.58 1.00 Satd. Flow (perm) 167 5012 103 5078 1395 1604 1099 1670 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 18 2120 80 237 2039 20 95 2 123 3 6 18 RTOR Reduction (vph) 0 3 0 0 0 0 0 104 0 0 15 0 Lane Group Flow (vph) 18 2197 0 237 2059 0 95 21 0 3 9 0 Heavy Vehicles ( %) 1% 3% 1% 1% 2% 1% 1% 1% 1% 1% 1% 1% Turn Type Perm pm +pt Perm Perm Protected Phases 2 1 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 66.7 66.7 93.7 93.7 14.0 14.0 14.0 14.0 Effective Green, g (s) 66.7 66.7 93.7 93.7 14.0 14.0 14.0 14.0 Actuated g/C Ratio 0.56 0.56 0.78 0.78 0.12 0.12 0.12 0.12 Clearance Time (s) 6.3 6.3 6.3 6.3 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 93 2786 371 3965 163 187 128 195 v/s Ratio Prot c Critical Lane Group c0.44 c0.11 0.41 0.01 0.01 v/s Ratio Perm 0.11 0.39 c0.07 0.00 v/c Ratio 0.19 0.79 0.64 0.52 0.58 0.11 0.02 0.05 Uniform Delay, d1 13.3 21.1 33.1 4.8 50.2 47.4 46.9 47.1 Progression Factor 1.00 1.00 1.48 0.83 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.6 2.4 2.2 0.3 5.2 0.3 0.1 0.1 Delay (s) 17.9 23.4 51.2 4.3 55.5 47.7 47.0 47.2 Level of Service B C D A E D D D Approach Delay (s) 23.4 9.2 51.0 47.2 Approach LOS C A D D Intersection Summa HCM Average Control Delay 17.9 HCM Level of Service B HCM Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.6 Intersection Capacity Utilization 81.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX D - 11 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 3: SR -60 & Hampton Road PM Peak Hour Background Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt v/s Ratio Perm ) tt 0.01 0.01 c0.07 v/c Ratio 0.53 Volume (vph) 79 2039 9 2 2205 421 8 6 6 102 6 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.3 6.3 0.1 6.3 6.3 0.7 7.3 7.0 47.3 7.0 7.0 Level of Service Lane Util. Factor 1.00 0.91 B 1.00 0.91 D Approach Delay (s) 1.00 2.6 1.00 1.00 47.3 Frt 1.00 1.00 1.00 0.98 B D 0.96 D 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.95 1.00 Satd. Flow (prot) 1787 5033 1787 4971 1770 1787 1630 Flt Permitted 0.05 1.00 0.09 1.00 0.88 0.74 1.00 Satd. Flow (perm) 87 5033 165 4971 1580 1400 1630 Peak -hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Adj. Flow (vph) 80 2060 9 2 2227 425 8 6 6 103 6 48 RTOR Reduction (vph) 0 0 0 0 15 0 0 5 0 0 42 0 Lane Group Flow (vph) 80 2069 0 2 2637 0 0 15 0 103 12 0 Heavy Vehicles ( %) 1% 3% 1% 1% 2% 1% 1% 1% 1% 1% 1% 1% Turn Type pm +pt Perm Perm Perm Protected Phases 5 2 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 92.5 92.5 79.2 79.2 14.2 14.2 14.2 Effective Green, g (s) 92.5 92.5 79.2 79.2 14.2 14.2 14.2 Actuated g/C Ratio 0.77 0.77 0.66 0.66 0.12 0.12 0.12 Clearance Time (s) 7.3 6.3 6.3 6.3 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 152 3880 109 3281 187 166 193 v/s Ratio Prot 0.03 c0.41 c0.53 0.01 v/s Ratio Perm 0.38 0.01 0.01 c0.07 v/c Ratio 0.53 0.53 0.02 0.80 0.08 0.62 0.06 Uniform Delay, d1 19.9 5.3 7.0 14.8 47.1 50.3 47.0 Progression Factor 2.57 0.06 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.1 0.3 0.3 2.2 0.2 7.0 0.1 Delay (s) 53.2 0.7 7.3 17.0 47.3 57.4 47.1 Level of Service D A A B D E D Approach Delay (s) 2.6 17.0 47.3 53.8 Approach LOS A B D D Intersection Summa HCM Average Control Delay 12.1 HCM Level of Service B HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.6 Intersection Capacity Utilization 85.6% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX D - 12 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 4: SR -60 & McMullen Booth Road PM Peak Hour Background Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ))) ttt r ))) ttt r ))) t W ))) t r Volume (vph) 270 1408 351 289 1906 744 835 165 1069 485 9 177 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.3 7.3 7.3 7.3 7.3 7.3 6.5 6.5 6.5 6.5 6.5 6.5 Lane Util. Factor 0.94 0.91 1.00 0.94 0.91 1.00 0.94 1.00 0.76 0.94 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4990 5036 1583 5040 5136 1599 5040 1881 3610 4942 1900 1568 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 4990 5036 1583 5040 5136 1599 5040 1881 3610 4942 1900 1568 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 281 1467 366 301 1985 775 870 172 1114 505 9 184 RTOR Reduction (vph) 0 0 133 0 0 285 0 0 575 0 0 165 Lane Group Flow (vph) 281 1467 233 301 1985 490 870 172 539 505 9 19 Heavy Vehicles ( %) 2% 3% 2% 1% 1% 1 % 1 % 1 % 2% 3% 0% 3% Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 13.9 60.0 60.0 14.4 60.5 60.5 31.2 25.6 25.6 20.6 15.0 15.0 Effective Green, g (s) 13.9 60.0 60.0 14.4 60.5 60.5 31.2 25.6 25.6 20.6 15.0 15.0 Actuated g/C Ratio 0.09 0.40 0.40 0.10 0.41 0.41 0.21 0.17 0.17 0.14 0.10 0.10 Clearance Time (s) 7.3 7.3 7.3 7.3 7.3 7.3 6.5 6.5 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 468 2039 641 490 2097 653 1061 325 624 687 192 159 v/s Ratio Prot 0.06 0.29 c0.06 c0.39 c0.17 0.09 0.10 0.00 v/s Ratio Perm 0.15 0.31 c0.15 0.01 v/c Ratio 0.60 0.72 0.36 0.61 0.95 0.75 0.82 0.53 0.86 0.74 0.05 0.12 Uniform Delay, d1 64.5 37.0 30.8 64.2 42.3 37.4 55.8 55.8 59.6 61.2 60.1 60.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.2 1.2 0.4 2.3 9.8 4.8 5.1 1.6 11.9 4.1 0.1 0.3 Delay (s) 66.7 38.3 31.1 66.5 52.1 42.2 60.9 57.4 71.5 65.3 60.2 60.9 Level of Service E D C E D D E E E E E E Approach Delay (s) 40.8 51.0 66.1 64.1 Approach LOS D D E E Intersection Summa HCM Average Control Delay 53.5 HCM Level of Service D HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 148.2 Sum of lost time (s) 20.3 Intersection Capacity Utilization 85.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX D - 13 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 1: SR60 & Park Place Blvd PM Peak Hour Total Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) ttM c0.32 tiff r 0.01 4 r 0.01 4 r Volume (vph) 179 1742 161 149 2016 191 300 84 86 173 116 129 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.3 6.3 35.8 6.3 7.3 7.3 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 0.86 1.00 1.00 0.86 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 0.99 5.5 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 40.3 0.95 1.00 1.00 0.95 0.97 1.00 0.95 0.99 1.00 Satd. Flow (prot) 1805 6265 C 1736 6471 1583 1665 1719 1599 1681 1779 1615 Flt Permitted 0.13 1.00 Approach LOS 0.13 1.00 1.00 0.95 0.97 1.00 0.95 0.99 1.00 Satd. Flow (perm) 250 6265 245 6471 1583 1665 1719 1599 1681 1779 1615 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 186 1815 168 155 2100 199 312 88 90 180 121 134 RTOR Reduction (vph) 0 16 0 0 0 132 0 0 76 0 0 115 Lane Group Flow (vph) 186 1967 0 155 2100 67 197 203 14 148 153 19 Heavy Vehicles ( %) 0% 3% 3% 4% 1% 2% 3% 1 % 1% 2% 0% 0% Turn Type pm +pt pm +pt Perm Split Prot Split Prot Protected Phases 1 6 5 2 4 4 4 8 8 8 Permitted Phases 6 2 2 Actuated Green, G (s) 38.4 30.4 38.2 29.8 29.8 13.6 13.6 13.6 12.3 12.3 12.3 Effective Green, g (s) 38.4 30.4 38.2 29.8 29.8 13.6 13.6 13.6 12.3 12.3 12.3 Actuated g/C Ratio 0.43 0.34 0.43 0.34 0.34 0.15 0.15 0.15 0.14 0.14 0.14 Clearance Time (s) 6.3 6.3 6.3 7.3 7.3 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 250 2157 248 2184 534 256 265 246 234 248 225 v/s Ratio Prot c0.07 0.31 0.06 c0.32 c0.12 0.12 0.01 c0.09 0.09 0.01 v/s Ratio Perm 0.26 0.21 0.04 v/c Ratio 0.74 0.91 0.62 0.96 0.13 0.77 0.77 0.06 0.63 0.62 0.08 Uniform Delay, d1 19.2 27.7 18.8 28.7 20.2 35.8 35.8 31.9 35.9 35.8 33.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.4 6.4 4.8 11.6 0.1 13.0 12.4 0.1 5.5 4.5 0.2 Delay (s) 30.6 34.1 23.6 40.2 20.3 48.9 48.2 32.0 41.4 40.3 33.2 Level of Service C C C D C D D C D D C Approach Delay (s) 33.8 37.6 45.5 38.5 Approach LOS C D D D Intersection Summa HCM Average Control Delay 36.9 HCM Level of Service D HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 88.3 Sum of lost time (s) 17.3 Intersection Capacity Utilization 72.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX D - 14 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 2: SR -60 & Sky Harbor Drive PM Peak Hour Total Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt ) tt 0.11 0.39 c0.07 0.00 Volume (vph) 17 2025 76 226 1949 19 90 2 118 3 6 17 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.3 6.3 4.7 6.3 6.3 0.3 6.0 6.0 0.1 6.0 6.0 18.0 Lane Util. Factor 1.00 0.91 55.5 1.00 0.91 47.2 1.00 1.00 C 1.00 1.00 E Frt 1.00 0.99 Approach Delay (s) 1.00 1.00 1.00 0.85 51.1 1.00 0.89 Approach LOS Flt Protected 0.95 1.00 A 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1787 5012 1787 5078 1787 1603 1787 1670 Flt Permitted 0.09 1.00 0.05 1.00 0.74 1.00 0.58 1.00 Satd. Flow (perm) 165 5012 103 5078 1395 1603 1092 1670 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 18 2132 80 238 2052 20 95 2 124 3 6 18 RTOR Reduction (vph) 0 3 0 0 0 0 0 104 0 0 15 0 Lane Group Flow (vph) 18 2209 0 238 2072 0 95 22 0 3 9 0 Heavy Vehicles ( %) 1% 3% 1% 1% 2% 1% 1% 1% 1% 1% 1% 1% Turn Type Perm pm +pt Perm Perm Protected Phases 2 1 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 66.7 66.7 93.7 93.7 14.0 14.0 14.0 14.0 Effective Green, g (s) 66.7 66.7 93.7 93.7 14.0 14.0 14.0 14.0 Actuated g/C Ratio 0.56 0.56 0.78 0.78 0.12 0.12 0.12 0.12 Clearance Time (s) 6.3 6.3 6.3 6.3 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 92 2786 371 3965 163 187 127 195 v/s Ratio Prot c Critical Lane Group c0.44 c0.11 0.41 0.01 0.01 v/s Ratio Perm 0.11 0.39 c0.07 0.00 v/c Ratio 0.20 0.79 0.64 0.52 0.58 0.12 0.02 0.05 Uniform Delay, d1 13.3 21.2 33.2 4.9 50.2 47.5 46.9 47.1 Progression Factor 1.00 1.00 1.48 0.84 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.7 2.4 2.3 0.3 5.2 0.3 0.1 0.1 Delay (s) 18.0 23.6 51.3 4.4 55.5 47.7 47.0 47.2 Level of Service B C D A E D D D Approach Delay (s) 23.5 9.2 51.1 47.2 Approach LOS C A D D Intersection Summa HCM Average Control Delay 18.0 HCM Level of Service B HCM Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.6 Intersection Capacity Utilization 81.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX D - 15 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 3: SR -60 & Hampton Road PM Peak Hour Total Traffic � � I t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt v/s Ratio Perm ) tt 0.01 0.01 c0.07 v/c Ratio 0.53 Volume (vph) 79 2051 9 2 2218 422 8 6 6 103 6 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.3 6.3 0.1 6.3 6.3 0.7 7.4 7.0 47.2 7.0 7.0 Level of Service Lane Util. Factor 1.00 0.91 B 1.00 0.91 D Approach Delay (s) 1.00 2.6 1.00 1.00 47.2 Frt 1.00 1.00 1.00 0.98 B D 0.96 D 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.95 1.00 Satd. Flow (prot) 1787 5033 1787 4971 1770 1787 1630 Flt Permitted 0.05 1.00 0.09 1.00 0.88 0.74 1.00 Satd. Flow (perm) 87 5033 162 4971 1581 1400 1630 Peak -hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Adj. Flow (vph) 80 2072 9 2 2240 426 8 6 6 104 6 48 RTOR Reduction (vph) 0 0 0 0 15 0 0 5 0 0 42 0 Lane Group Flow (vph) 80 2081 0 2 2651 0 0 15 0 104 12 0 Heavy Vehicles ( %) 1% 3% 1% 1% 2% 1% 1% 1% 1% 1% 1% 1% Turn Type pm +pt Perm Perm Perm Protected Phases 5 2 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 92.4 92.4 79.1 79.1 14.3 14.3 14.3 Effective Green, g (s) 92.4 92.4 79.1 79.1 14.3 14.3 14.3 Actuated g/C Ratio 0.77 0.77 0.66 0.66 0.12 0.12 0.12 Clearance Time (s) 7.3 6.3 6.3 6.3 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 152 3875 107 3277 188 167 194 v/s Ratio Prot 0.03 c0.41 c0.53 0.01 v/s Ratio Perm 0.38 0.01 0.01 c0.07 v/c Ratio 0.53 0.54 0.02 0.81 0.08 0.62 0.06 Uniform Delay, d1 20.1 5.4 7.1 14.9 47.0 50.3 46.9 Progression Factor 2.56 0.06 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.0 0.3 0.3 2.3 0.2 7.0 0.1 Delay (s) 53.6 0.7 7.4 17.2 47.2 57.3 47.0 Level of Service D A A B D E D Approach Delay (s) 2.6 17.2 47.2 53.8 Approach LOS A B D D Intersection Summa HCM Average Control Delay 12.2 HCM Level of Service B HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.6 Intersection Capacity Utilization 86.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX D - 16 of 17 Synchro 7 - Light: Report HCM Signalized Intersection Capacity Analysis McDonalds Site 4: SR -60 & McMullen Booth Road PM Peak Hour Total Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ))) ttt r ))) ttt r ))) t W ))) t r Volume (vph) 281 1409 352 289 1907 744 836 165 1069 485 9 186 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.3 7.3 7.3 7.3 7.3 7.3 6.5 6.5 6.5 6.5 6.5 6.5 Lane Util. Factor 0.94 0.91 1.00 0.94 0.91 1.00 0.94 1.00 0.76 0.94 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4990 5036 1583 5040 5136 1599 5040 1881 3610 4942 1900 1568 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 4990 5036 1583 5040 5136 1599 5040 1881 3610 4942 1900 1568 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 293 1468 367 301 1986 775 871 172 1114 505 9 194 RTOR Reduction (vph) 0 0 133 0 0 286 0 0 575 0 0 173 Lane Group Flow (vph) 293 1468 234 301 1986 489 871 172 539 505 9 21 Heavy Vehicles ( %) 2% 3% 2% 1% 1% 1 % 1 % 1 % 2% 3% 0% 3% Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 14.2 60.0 60.0 14.5 60.3 60.3 31.3 25.7 25.7 20.7 15.1 15.1 Effective Green, g (s) 14.2 60.0 60.0 14.5 60.3 60.3 31.3 25.7 25.7 20.7 15.1 15.1 Actuated g/C Ratio 0.10 0.40 0.40 0.10 0.41 0.41 0.21 0.17 0.17 0.14 0.10 0.10 Clearance Time (s) 7.3 7.3 7.3 7.3 7.3 7.3 6.5 6.5 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 477 2035 640 492 2086 649 1062 326 625 689 193 159 v/s Ratio Prot 0.06 0.29 c0.06 c0.39 c0.17 0.09 0.10 0.00 v/s Ratio Perm 0.15 0.31 c0.15 0.01 v/c Ratio 0.61 0.72 0.36 0.61 0.95 0.75 0.82 0.53 0.86 0.73 0.05 0.13 Uniform Delay, d1 64.5 37.2 30.9 64.3 42.7 37.7 55.9 55.9 59.7 61.3 60.2 60.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 1.3 0.4 2.3 10.6 4.9 5.2 1.5 11.8 4.0 0.1 0.4 Delay (s) 66.9 38.5 31.3 66.6 53.3 42.7 61.1 57.4 71.5 65.3 60.3 61.1 Level of Service E D C E D D E E E E E E Approach Delay (s) 41.2 51.9 66.2 64.1 Approach LOS D D E E Intersection Summa HCM Average Control Delay 54.0 HCM Level of Service D HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 148.5 Sum of lost time (s) 20.3 Intersection Capacity Utilization 85.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX D - 17 of 17 Synchro 7 - Light: Report APPENDIX E Signal Timings Intersection 1755 Main Street: GULF TO BAY Side Street: PARK PLACE Jurisdiction; STATE /COUNTY Section #: GULF TO BAY Comm. Addrs: IP: 010.198.060.030 Gateway: 010.198.060.254 Pre -empt: Y Report Date: 08/27/2013 Run Time: 10:26 AM S u b n e t: 255.255.255.000 I Phase # Street Name Direction Left Turn Type 1 GULF TO BAY EB LT Protected /Permitted 2 GULF TO BAY WB 4.3 RED CL 3 2.0 Max 1 8 I 4 Park Place NB LEAD 2.0 L 5 GULF TO BAY WB LT Protected /Permitted 5 GULF TO BAY EB I I 7 8 —.� Park Place _ - Ss LAG — -' -- — - —.. -- - - -I PHASE 1 2 Min. Green 4 20 Extension 2 4 Yellow CL 4.3 4.3 RED CL 2.0 2.0 Max 1 8 30 Max 2 3.5 2.0 Max 3 2.0 2.0 Walk 8 7 FDW 19 Min Recall X Max Recall Fed Recall X Non-Lock X CNA 1 CNA 2 Phase Omit Ped Omit X Flash y Delay Det. Last Timing Change Date: 08/22/2012 Technician Initials: Timing & Phasing 3 4 5 6 7 8 7 4 20 7 4 2 4 3 3.5 4.3 4,3 3.5 2.0 3.0 2.0 2.0 15 8 30 15 5 7 27 19 X X X X X X X X X R Y R 4 Database Modified: 08/21/2013 Control Room Pars. Initials: APPENDIX E - 1 of 11 Report Date: 05/01/2013 Run Time: 06:41 AM Intersection 1770 Main Street: GULF TO BAY Side Street: SKY HARBOR Jurisdiction: STATE /COUNTY Section #: Comm. Addrs: IP:010.198.060.025 Gateway: 010.198.060.254 Subnet: 255.255.255.000 Pre -empt: y 'hase # Street Name Direction Left Turn Type 1 PHASE 1 2 3 4 2 GULF TO BAY WB Min. Green 20 3 5 20 5 Extension 4 SKY HARBOR NB 5 3 5 GULF TO BAY WB LT Protected /Permitted 6 GULF TO BAY EB 2.0 2.0 7 2.0 Max 1 60 20 S AMSCOTT SB Max 2 -- Last Timing Change Date; 08/23/2012 Database Modified: 02/11/2013 Technician Initials: Control Room Pers. Initials: APPENDIX E - 2 of 11 Timing & Phasing PHASE 1 2 3 4 5 6 7 $ Min. Green 20 10 5 20 5 Extension 5 3 3 5 3 Yellow CL 4.3 4.0 4.3 4.3 4.0 RED CL 2.0 2.0 2.0 2.0 2.0 Max 1 60 20 20 60 20 Max 2 -- - Max 3 Walk - 7 - - 5 - - 7 FDW - - - 13 22 - 13 Min Recall X X Max Recall Ped Recall - - -- X - Non -Lock - -- X _N_1 CNA 2 Phase Omit X X X Ped Omit X X X X X Flash Y R Y _ R Delay Det. Last Timing Change Date; 08/23/2012 Database Modified: 02/11/2013 Technician Initials: Control Room Pers. Initials: APPENDIX E - 2 of 11 CYCLE /OFFSET Sec. 1 % Cycle Sec. 1 110 2 80 3 120 4 90 SPLIT PLANS Offset Sec. 1 % 1 53 2 20 3 110 Sec / % Sec / % Sec /% Intersection #1770 06:41 AM Ph 1 Ph 2 Ph 3 Ph 4 Ph 5 Ph 6 Ph 7 Ph 8 Sec / % Sec / % Sec / % Sec / % Sec /% Sec / % Sec / % Sec I% PLAN 1 - 77 33 _ 14 63 33 PLAN 2 47 33 14 33 33 PLAN 3 - $7-__ 73 33 PLAN 4 57 33 14 43 33 PLAN 5 - -- - - _PLANE -- - - - --- -- PLAN 7 PLAN 8 BASE DAY PLANS Time Plan # Cycle Offset Split Circuit On /Off . BASE DAY 1 -_- � -- � - - -- - � - 0600 1 1100 3 1330 3 1530 3 1900 2 2300 100 BASE DAY 2 0600 2 0900 3 1500 3 1900 2 2300 100 APPENDIX E - 3 of 11 FREE ON I FREE ON WEEK PLAN Intersection #1770 06;41 AM S M T W T F s 1 2 1 1 1 1 1 2 Notes: DWELL PHASE R=40 SECONDS FOR PREEMPT PLAN 1= EARLY AM 110 PLAN 2= WEEKEND 80 PLAN 3= CONSTRUCTION AM /PM PEAK 120 PLAN 4= CONSTRUCTION AM /PM PEAK 90 ALL VALUES ARE IN SECONDS RUNNING TBC UNTIL CONSTRUCTION FINISHED APPENDIX E - 4 of 11 Report Date: 05101/2013 Run Time: 06:42 AM Intersection 1785 Main Street: GULF TO BAY Side Street: HAMPTON RD Jurisdiction: STATE /COUNTY Section #: Comm. Addrs: IP: 010.198.060.020 Gateway: 010.198.060.254 Subnet: 255.255.255.000 Pre -empt: Y I hase # Street Name Direction Left Turn Type 1 GULF TO BAY EB LT Protected /Permitted 2 GULF TO BAY WB Extension 2 3 3 5 3 Yellow CL 4 HAMPTON RD NB 4.3 4.0 5 3.0 2.0 3.0 2.0 6 GULF TO BAY EB 60 25 - 7 I HAMPTON RD S_B Max 2 8 Timing & Phasing PHASE 1 2 3 4 5 6 7 0 Min. Green 5 20 5 20 5 Extension 2 5 3 5 3 Yellow CL 4.3 4.3 4.0 4.3 4.0 RED CL 3.0 2.0 3.0 2.0 3.0 Max1 20 60 25 - 60 25 Max 2 Max 3 Walk FDW Min Recall Max Recall Ped Recall Non -Lock X CNA 1 CNA 2 - Phase Omit Ped Omit - X - Flash Delay Det, 8 7 7 20 20 29 29 X X X X X X - _ ....- _ X X Y R 7 7 - 20 29 X X X Y I R Last Timing Change Date: 08/2312012 Database Modified: 02111/2013 Technician Initials: Control Room Pars, Initials: APPENDIX E - 5 of 11 Intersection #1785 06:42 AM CYCLE /OFFSET Cycle Sec. Offset Sec. / % 1 110 1 64 2 80 2 20 3 120 3 0 4 90 4 24 SPLIT PLANS BASE DAY PLANS Time BASE DAY 1 0600 1100 1330 153_0 1900 2300 BASE DAY 2 0600 0900 1500 1900 2300 Plan # Cycle Offset 3 3 3 2 _ 100 2 3 3 2 100 APPENDIX E - 6 of 11 Split Circuit On /Off i FREE ON FREE ON Ph 1 Ph 2 Ph 3 Ph 4 Ph 5 Ph 6 Ph 7 Ph 8 Sec / % Sec / % Sec ! % Sec / % Sec / % Sec / % Sec / % Sec i PLAN 1 - -- - - -- - - - -- 14 - -.. - 53 ;- 0 - 43 0 67 0 ,43 PLAN 2 14 .35 0 31 0 49 0 31 PLAN 3 14 63 0 -' 43 0 77 0 43 PLAN 4 14 35 0 41 0 49 0 41 PLAN 5 PLAN 6 - - -- PLAN 7 PLAN 8 BASE DAY PLANS Time BASE DAY 1 0600 1100 1330 153_0 1900 2300 BASE DAY 2 0600 0900 1500 1900 2300 Plan # Cycle Offset 3 3 3 2 _ 100 2 3 3 2 100 APPENDIX E - 6 of 11 Split Circuit On /Off i FREE ON FREE ON WEEK PLAN Intersection #1785 06:42 AM S M T W T F S 2 _. 1 1 1 1 -- 1 -- -2 Notes: ALL VALUES IN SECONDS PLAN 1= CONSTRUCTION AM /PM 110 PLAN 2= OFF PEAK 80 PLAN 3= CONSTRUCTION AM /PM PEAK 120 PLAN 4= CONSTRUCTION AM /PM 90 RUNNING TBC UNTIL CONSTRUCTION DONE APPENDIX E - 7 of 11 Report Date: 0 8/2 712 01 3 Run Time: 10:27 AM Intersection 1825 Main Street: GULF TO BAY Side Street: MCMULLEN BOOTH RD Jurisdiction: STATE /COUNTY Section #: Comm. Addrs: IP; 010.198.060,015 Gateway: 010.198.060.254 Subnet: 255.255.255.000 Pre -empt: Y Phase #1 Street Name C Direction Left Turn Type Restricted 1 ;GULF TO BAY EB I LT 2 GULF TO BAY Wg_ 3 S. M_CM_UL_LEN BOOTH SB LT j Restricted 4 'FROM BAYSIDE BRIDGE NB PHASE 1 2 5 GULF TO BAY W8 LT Restricted 6 GULF TO BAY EI3�� 7 5 7 FROM BAYSIDE BRIDGE _ NB ! LT Restricted h I 8 jS, MCMULLEN BOOTH SB Timing & Phasing PHASE 1 2 3 4 5 6 Min. Green 7 20 7 5 10 20 Extension 3 3 4 2 3 3 Yellow CL 4.3 4.3 3,5 3.5 4,3 4.3 RED CL 3.0 3.0 3.0 3.0 3.0 3.0 Max 1 25 60 45 25 45 60 Max 2 Max 3 Walk 5 5 FDW 31 31 Min Recall X X Max Recall Ped Recall X X Non-Lock CNA 1 CNA 2 Phase Omit Ped Omit X X X X Flash R Y R R R Y Delay Det. Last Timing Change Date: 05/18/2010 Database Modified: 08/21/2013 Technician Initials: Control Room Pars. Initials: APPENDIX E - 8 of 11 7 8 7 5 4 2 3.5 3.5 3.0 3.0 45 25 X X R R Intersection 1830 Main Street: MCMULLEN BOOTH RD Side Street: DREW ST Jurisdiction: COUNTY Section #: MCMULLEN BOOTH RD. Comm. Addrs: IP:010.197.250.126 Gateway: 010.197.250.254 Pre -empt: DREW STREET(DUMMY) Report Date: 0910512013 Run Time: 04:43 PM S u b n e t: 255.2 55.255.000 base # Street Name Direction Left Turn Type 1 MCMULLEN BOOTH RD. NB LT Restricted 2 MCMULLEN BOOTH RD. SB 4.3 3 DREW STREET(DUMMY) EB Max 1 4 DREW STREET WB LEAD 3.0 5 MCMULLEN BOOTH RD. SB LT Restricted 6 MCMULLEN BOOTH RD, NB I 6.1 7 DREW ST.(DUMMY) WB 12 Max Recall 8 1 DREW ST. EB LAG X PHASE 1 2 Min. Green 10 12 Extension 3 3 Yellow CL 3.6 4.3 RED CL 2.9 2.1 Max 1 20 40 _Max 2 3.0 3.6 Max 3 3.0 4.3 Walk 6.1 6 FDW 6.1 14 Min Recall 12 12 Max Recall 12 X Ped Recall X Non -Lock X 7 CNA 1 X CNA 2 42 Phase Omit Pad Omit X Flash R Y Delay Det. Last Timing Change Date; X 0611712011 Technician Initials: X X Timing & Phasing 3 4 5 6 7 a 10 5 5 12 5 10 3 3 2 3 3 3 4,3 3.0 3.6 4.3 3.0 4.3 3.4 6.1 2.9 2.1 6.1 3.4 25 12 12 40 12 25 6 7 14 42 X X X X X X X X X X X R R Y R Database Modified: 1 211 8/2 01 2 Control Room Pers. Initials: APPENDIX E - 9 of 11 CYCLE / OFFSET Cycle Sec. 1 250 2 150 4 250 6 125 SPLIT PLANS Offset Sec. / % 1 130 2 149 4 74 6 9 Intersection #1830 04:43 PM BASE DAY PLANS Time Plan # Cycle Offset Split Circuit On /Off BASE DAY 1 i 0530 Ph 1 Ph 2 Ph 3 Ph 4 Ph 5 Ph 6 Ph 7 Ph 8 2 Sec / % Sec ! % Sec / % Sec 1 % Sec / % Sec 1 % Sec / % Sec / PI_AN1 _ q 5 22 58 25 25 142_ 25 58 PLAN 2 '33 50 40 27 23 6.0 27 40 PLAN 3 PLAN 4 48 104 58 40 25 127 40 58 PLAN 5 PLAN 6 30 50 25 20 20 60 20 25 BASE DAY PLANS Time Plan # Cycle Offset Split Circuit On /Off BASE DAY 1 i 0530 6 0630 1 0900 2_ 1500 4 1815 2 2200 6 2300 100 FREE ON BASE DAY 2 0600 2 2000 6 2300 100 FREE ON WEEK PLAN S M T W T F S 1 2 1 1 1 1 1 2 APPENDIX E - 10 of 11 Intersection #1830 04:43 PM Notes: COORD PLANS: PLAN 1= AM PEAK (250) PLAN 2= OFF PEAK (150) PLAN 3= PM OFF PEAK (NOT USED) PLAN 4= PM PEAK (250) PLAN 5= SCHOOL PLAN (NOT USED) PLAN 6= NIGHT (125) TRANSITION DWELL= 60 SECONDS RIGHT TURN ARROW IS A "NOT =PED" OVERLAP (OVERLAP B =1 + 8, PED PROTECT ON 8, LS- 10) SEE PROGRAMMING SHEET APPENDIX E - 11 of 11 APPENDIX F Roadway Segment Analysis Arterial Level of Service McDonalds Site PM Peak Hour Background Traffic Arterial Level of Service: EB SR -60 Arterial Flow Running Signal Travel Dist Arterial Arterial Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS Sky Harbor Drive II 45 18.6 23.6 42.2 0.17 14.5 E Hampton Road II 45 12.4 0.7 13.1 0.11 31.2 B McMullen Booth Road II 45 62.1 50.2 112.3 0.78 24.9 C Total II 93.1 74.5 167.6 1.06 22.8 C Arterial Level of Service: WB SR -60 Arterial Flow Running Signal Travel Dist Arterial Arterial Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS Hampton Road II 45 62.1 17.8 79.9 0.78 35.0 B Sky Harbor Drive II 45 12.4 4.6 17.0 0.11 24.1 C Park Place Blvd II 45 18.6 129.1 147.7 0.17 4.2 F Total II 93.1 151.5 244.6 1.06 15.6 E RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX F - 1 of 4 Synchro 7 - Light: Report Arterial Level of Service McDonalds Site PM Peak Hour Total Traffic Arterial Level of Service: EB SR -60 Arterial Flow Running Signal Travel Dist Arterial Arterial Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS Sky Harbor Drive II 45 18.6 23.8 42.4 0.17 14.5 E Hampton Road II 45 12.4 0.7 13.1 0.11 31.2 B McMullen Booth Road II 45 62.1 50.3 112.4 0.78 24.9 C Total II 93.1 74.8 167.9 1.06 22.7 C Arterial Level of Service: WB SR -60 Arterial Flow Running Signal Travel Dist Arterial Arterial Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS Hampton Road II 45 62.1 18.0 80.1 0.78 34.9 B Sky Harbor Drive II 45 12.4 4.7 17.1 0.11 23.9 C Park Place Blvd II 45 18.6 130.2 148.8 0.17 4.1 F Total II 93.1 152.9 246.0 1.06 15.5 E RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX F - 2 of 4 Synchro 7 - Light: Report Arterial Level of Service McDonalds Site PM Peak Hour Background Traffic Arterial Level of Service: EB SR -60 Arterial Flow Running Signal Travel Dist Arterial Arterial Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS Sky Harbor Drive II 45 18.6 23.6 42.2 0.17 14.5 E Hampton Road II 45 12.4 0.7 13.1 0.11 31.2 B McMullen Booth Road II 45 62.1 40.3 102.4 0.78 27.3 C Total II 93.1 64.6 157.7 1.06 24.2 C Arterial Level of Service: WB SR -60 Arterial Flow Running Signal Travel Dist Arterial Arterial Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS Hampton Road II 45 62.1 17.8 79.9 0.78 35.0 B Sky Harbor Drive II 45 12.4 4.6 17.0 0.11 24.1 C Park Place Blvd II 45 18.6 42.1 60.7 0.17 10.1 F Total II 93.1 64.5 157.6 1.06 24.2 C RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX F - 3 of 4 Synchro 7 - Light: Report Arterial Level of Service McDonalds Site PM Peak Hour Total Traffic Arterial Level of Service: EB SR -60 Arterial Flow Running Signal Travel Dist Arterial Arterial Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS Sky Harbor Drive II 45 18.6 23.8 42.4 0.17 14.5 E Hampton Road II 45 12.4 0.7 13.1 0.11 31.2 B McMullen Booth Road II 45 62.1 40.5 102.6 0.78 27.2 C Total II 93.1 65.0 158.1 1.06 24.2 C Arterial Level of Service: WB SR -60 Arterial Flow Running Signal Travel Dist Arterial Arterial Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS Hampton Road II 45 62.1 18.0 80.1 0.78 34.9 B Sky Harbor Drive II 45 12.4 4.7 17.1 0.11 23.9 C Park Place Blvd II 45 18.6 42.4 61.0 0.17 10.1 F Total II 93.1 65.1 158.2 1.06 24.1 C RAYSOR Transportation Consulting WITH IMPROVEMENTS TO RESOLVE BACKGROUND DEFICIENCY APPENDIX F - 4 of 4 Synchro 7 - Light: Report APPENDIX G Site Access Analysis HCM Unsignalized Intersection Capacity Analysis McDonalds Site 5: SR -60 & Cross Circle AM Peak Hour Total Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt ) tt Volume (vehlh) 0 2697 41 30 1407 0 20 0 68 0 0 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 0 2809 43 31 1466 0 21 0 71 0 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1466 2852 3382 4359 958 2535 4380 489 vC1, stage 1 conf vol 2831 2831 1528 1528 vC2, stage 2 conf vol 551 1528 1007 2852 vCu, unblocked vol 1466 2852 3382 4359 958 2535 4380 489 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 77 0 100 73 100 100 100 cM capacity (vehlh) 467 134 18 36 261 79 7 531 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 WB 4 NB 1 NB 2 SB 1 Volume Total 0 1124 1124 605 31 586 586 293 21 71 0 Volume Left 0 0 0 0 31 0 0 0 21 0 0 Volume Right 0 0 0 43 0 0 0 0 0 71 0 cSH 1700 1700 1700 1700 134 1700 1700 1700 18 261 1700 Volume to Capacity 0.00 0.66 0.66 0.36 0.23 0.34 0.34 0.17 1.17 0.27 0.00 Queue Length 95th (ft) 0 0 0 0 21 0 0 0 75 27 0 Control Delay (s) 0.0 0.0 0.0 0.0 39.8 0.0 0.0 0.0 575.5 23.8 0.0 Lane LOS E F C A Approach Delay (s) 0.0 0.8 149.2 0.0 Approach LOS F A Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 63.9% ICU Level of Service B Analysis Period (min) 15 RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX G - 1 of 6 Synchro 7 - Light: Report HCM Unsignalized Intersection Capacity Analysis McDonalds Site 6: Project Driveway & Cross Circle AM Peak Hour Total Traffic t Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vehlh) 3 23 65 3 51 20 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 3 24 68 3 53 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 196 69 71 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 196 69 71 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 98 97 cM capacity (vehlh) 769 999 1542 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 27 71 74 Volume Left 3 0 53 Volume Right 24 3 0 cSH 966 1700 1542 Volume to Capacity 0.03 0.04 0.03 Queue Length 95th (ft) 2 0 3 Control Delay (s) 8.8 0.0 5.4 Lane LOS A A Approach Delay (s) 8.8 0.0 5.4 Approach LOS A Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 20.5% ICU Level of Service A Analysis Period (min) 15 RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX G - 2 of 6 Synchro 7 - Light: Report HCM Unsignalized Intersection Capacity Analysis McDonalds Site 7: SR -60 & Project Driveway AM Peak Hour Total Traffic RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX G - 3 of 6 Synchro 7 - Light: Report --I- 4--- Movement EBT EBR WBL WBT NBL NBR Lane Configurations tti� ) ttt r Volume (vehlh) 2731 34 32 1398 39 51 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 2845 35 33 1456 41 53 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2880 3415 966 vC1, stage 1 conf vol 2862 vC2, stage 2 conf vol 552 vCu, unblocked vol 2880 3415 966 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 75 0 79 cM capacity (vehlh) 131 29 258 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 WB 4 NB 1 NB 2 Volume Total 1138 1138 604 33 485 485 485 41 53 Volume Left 0 0 0 33 0 0 0 41 0 Volume Right 0 0 35 0 0 0 0 0 53 cSH 1700 1700 1700 131 1700 1700 1700 29 258 Volume to Capacity 0.67 0.67 0.36 0.25 0.29 0.29 0.29 1.38 0.21 Queue Length 95th (ft) 0 0 0 24 0 0 0 117 19 Control Delay (s) 0.0 0.0 0.0 41.7 0.0 0.0 0.0 500.0 22.5 Lane LOS E F C Approach Delay (s) 0.0 0.9 229.4 Approach LOS F Intersection Summary Average Delay 5.1 Intersection Capacity Utilization 63.5% ICU Level of Service B Analysis Period (min) 15 RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX G - 3 of 6 Synchro 7 - Light: Report HCM Unsignalized Intersection Capacity Analysis McDonalds Site 5: SR -60 & Cross Circle PM Peak Hour Total Traffic � � t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ) tt ) tt Volume (vehlh) 4 2197 52 73 2720 4 22 0 40 1 0 8 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 4 2289 54 76 2833 4 23 0 42 1 0 8 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 900 pX, platoon unblocked 0.83 0.83 0.83 0.83 0.83 0.83 vC, conflicting volume 2838 2343 3429 5314 790 3800 5339 947 vC1, stage 1 conf vol 2324 2324 2988 2988 vC2, stage 2 conf vol 1105 2990 813 2351 vCu, unblocked vol 2838 1902 3210 5480 33 3658 5510 947 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 71 57 100 95 90 100 97 cM capacity (vehlh) 136 263 54 18 864 10 13 266 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 WB 4 NB 1 NB 2 SB 1 Volume Total 4 915 915 512 76 1133 1133 571 23 42 9 Volume Left 4 0 0 0 76 0 0 0 23 0 1 Volume Right 0 0 0 54 0 0 0 4 0 42 8 cSH 136 1700 1700 1700 263 1700 1700 1700 54 864 69 Volume to Capacity 0.03 0.54 0.54 0.30 0.29 0.67 0.67 0.34 0.43 0.05 0.14 Queue Length 95th (ft) 2 0 0 0 29 0 0 0 40 4 11 Control Delay (s) 32.3 0.0 0.0 0.0 24.1 0.0 0.0 0.0 115.1 9.4 65.2 Lane LOS D C F A F Approach Delay (s) 0.1 0.6 46.9 65.2 Approach LOS E F Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 72.8% ICU Level of Service C Analysis Period (min) 15 RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX G - 4 of 6 Synchro 7 - Light: Report HCM Unsignalized Intersection Capacity Analysis McDonalds Site 6: Project Driveway & Cross Circle PM Peak Hour Total Traffic t Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vehlh) 2 17 45 2 37 88 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 2 18 47 2 39 92 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 217 48 49 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 217 48 49 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 98 98 cM capacity (vehlh) 757 1027 1571 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 20 49 130 Volume Left 2 0 39 Volume Right 18 2 0 cSH 990 1700 1571 Volume to Capacity 0.02 0.03 0.02 Queue Length 95th (ft) 2 0 2 Control Delay (s) 8.7 0.0 2.3 Lane LOS A A Approach Delay (s) 8.7 0.0 2.3 Approach LOS A Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 23.3% ICU Level of Service A Analysis Period (min) 15 RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX G - 5 of 6 Synchro 7 - Light: Report HCM Unsignalized Intersection Capacity Analysis McDonalds Site 7: SR -60 & Project Driveway PM Peak Hour Total Traffic RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX G - 6 of 6 Synchro 7 - Light: Report --I- 4--- Movement EBT EBR WBL WBT NBL NBR Lane Configurations tti� ) ttt r Volume (vehlh) 2218 20 29 2763 34 29 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 2310 21 30 2878 35 30 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1300 pX, platoon unblocked 0.83 0.83 0.83 vC, conflicting volume 2331 3341 781 vC1, stage 1 conf vol 2321 vC2, stage 2 conf vol 1020 vCu, unblocked vol 1902 3111 44 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 89 57 96 cM capacity (vehlh) 265 82 854 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 WB 4 NB 1 NB 2 Volume Total 924 924 483 30 959 959 959 35 30 Volume Left 0 0 0 30 0 0 0 35 0 Volume Right 0 0 21 0 0 0 0 0 30 cSH 1700 1700 1700 265 1700 1700 1700 82 854 Volume to Capacity 0.54 0.54 0.28 0.11 0.56 0.56 0.56 0.43 0.04 Queue Length 95th (ft) 0 0 0 10 0 0 0 44 3 Control Delay (s) 0.0 0.0 0.0 20.3 0.0 0.0 0.0 78.9 9.4 Lane LOS C F A Approach Delay (s) 0.0 0.2 46.9 Approach LOS E Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 63.4% ICU Level of Service B Analysis Period (min) 15 RAYSOR Transportation Consulting WITH EXISTING GEOMETRY APPENDIX G - 6 of 6 Synchro 7 - Light: Report APPENDIX H Turn Lane Warrant Evaluation MCDONALDS RESTAURANT 2871 Gulf to Bay Boulevard, Clearwater, Florida Left -Turn Lane Warrant Evaluation (SBL) Location: Cross Circle at Project Driveway AM Peak Hour PM Peak Hour Advancing Volume: 71 vph Advancing Volume: 125 vph Opposing Volume: 68 vph Opposing Volume: 47 vph Left -Turn Volume: 51 vph (72 %) Left -Turn Volume: 37 vph (30 %) RESULT >>> NOT WARRANTED 700 em x 06 y Soo 0 > 400 u z Q a a€ao a a .� ,,, 100 68 47 71100 1Z5 700 300 400 500 600 700 VA ADVANCING VOLUME { VPH ) SOURCE: National Cooperative Highway Research Program Report #279. APPENDIX H - 1 of 4 MCDONALDS RESTAURANT 2871 Gulf to Bay Boulevard, Clearwater, Florida Right -Turn Lane Warrant Evaluation (NBR) Location: Cross Circle at Project Driveway AM Peak Hour Right -Turn Volume: 3 vph Warrant Threshold: 125 vph RESULT >>> NOT WARRANTED 7.2 WHEN SHOULD WE BUILD RIGHT TURN LANES? ISk h i l:-i t 44 RECOMMENDED GUIDELINES FOR EXCLUSIVE RIGHT TURN LANES TO UNSIGNALIZED' DRPJMAY F107 Driveway Handbook PM Peak Hour Right -Turn Volume: 2 vph Warrant Threshold: 125 vph Chapter 7 Right Turn Lanes Roadway Posted Speed Limit Number of Right Turns Per Hour 45 mph or less 80 -125 Over 45 mph 35-55 -may not be appropriate tar signalized locations where signal phasing plays an important role in determining the need for right turn lanes. L The lower threshold of 8o right turn vehicles per hour would be most used for higher volume (greater than boo Vehicles per hour, per lane in one direction on the major roadway) or two -lane roads where lateral movement is restricted. The 125 right turn vehicles per hour upper threshold would he most appropriate on lower volume roadways, multilane highways, or driveways with a large entry radius (so feet or greater). 2. The lower threshold of 35 right turn vehicles per hour would be most appropriately used on higher volume two - lane roadways where lateral movement is restricted. The 55 right turn vehicles per hour topper threshold would be most appropriate on lower Volume roadways, multilane highways, or driveways with large entry radius (,o feet or greater). Note: A posted speed limit of 45 mph may be used with these thresholds if the operating speeds are known to he over 45 mph during the time of peak right turn demand. Note on 7rrc cprojections. Projecting turn volumes is at best a knowledgable guess. Keep this in mind especially if the projections of right turns are close to meeting the guidelines. In that case you may want to require construction. 60 APPENDIX H - 2 of 4 March 2005 MCDONALDS RESTAURANT 2871 Gulf to Bay Boulevard, Clearwater, Florida Right -Turn Lane Warrant Evaluation (EBR) Location: Gulf to Bay Boulevard at Project Driveway AM Peak Hour Right -Turn Volume: 34 vph Warrant Threshold: 80 vph RESULT >>> NOT WARRANTED 7.2 WHEN SHOULD WE BUILD RIGHT TURN LANES? ISk h i l:-i t 44 RECOMMENDED GUIDELINES FOR EXCLUSIVE RIGHT TURN LANES TO UNSIGNALIZED' DRPJMAY F107 Driveway Handbook PM Peak Hour Right -Turn Volume: 20 vph Warrant Threshold: 80 vph Chapter 7 Right Turn Lanes Roadway Posted Speed Limit Number of Right Turns Per Hour 45 mph or less 80 -125 Over 45 mph 35-55 -may not be appropriate tar signalized locations where signal phasing plays an important role in determining the need for right turn lanes. L The lower threshold of 8a right turn vehicles per hour would be most used for higher volume (greater than boo Vehicles per hour, per lane in one direction on the major roadway) or two -lane roads where lateral movement is restricted. The 125 right turn vehicles per hour upper threshold would he most appropriate on lower volume roadways, multilane highways, or driveways with a large entry radius (so feet or greater). 2. The lower threshold of 35 right turn vehicles per hour would be most appropriately used on higher volume two - lane roadways where lateral movement is restricted. The 55 right turn vehicles per hour topper threshold would be most appropriate on lower Volume roadways, multilane highways, or driveways with large entry radius (,o feet or greater). Note: A posted speed limit of 45 mph may be used with these thresholds if the operating speeds are known to he over 45 mph during the time of peak right turn demand. Note on 7rrc cprojections. Projecting turn volumes is at best a knowledgable guess. Keep this in mind especially if the projections of right turns are close to meeting the guidelines. In that case you may want to require construction. 60 APPENDIX H - 3 of 4 March 2005 MCDONALDS RESTAURANT 2871 Gulf to Bay Boulevard, Clearwater, Florida Right -Turn Lane Warrant Evaluation (EBR) Location: Gulf to Bay Boulevard at Cross Circle AM Peak Hour Right -Turn Volume: 41 vph Warrant Threshold: 80 vph RESULT >>> NOT WARRANTED 7.2 WHEN SHOULD WE BUILD RIGHT TURN LANES? ISk h i l:-i t 44 JKLIC MI LADED GUIDELINES FOR EXCLUSIVE RIGHT TURN I..ANNS TO UNSIGNALIZED' DRPJEWAY F107 Driveway Handbook PM Peak Hour Right -Turn Volume: 52 vph Warrant Threshold: 80 vph Chapter 7 Right Turn Lanes Roadway Posted Speed Limit Number of Right Turns Per Hour 45 mph or less 80 -125 Over 45 mph 35-55 -may not be appropriate tar signalized locations where signal phasing plays an important role in determining the need for right turn lanes. L The lower threshold of 8a right turn vehicles per hour would be most used for higher volume (greater than boo Vehicles per hour, per lane in one direction on the major roadway) or two -lane roads where lateral movement is restricted. The 125 right turn vehicles per hour upper threshold would he most appropriate on lower volume roadways, multilane highways, or driveways with a large entry radius (so feet or greater). 2. The lower threshold of 35 right turn vehicles per hour would be most appropriately used on higher volume two - lane roadways where lateral movement is restricted. The 55 right turn vehicles per hour topper threshold would be most appropriate on lower Volume roadways, multilane highways, or driveways with large entry radius (,o feet or greater). Note: A posted speed limit of 45 mph may be used with these thresholds if the operating speeds are known to he over 45 mph during the time of peak right turn demand. Note on 7rrc cprojections. Projecting turn volumes is at best a knowledgable guess. Keep this in mind especially if the projections of right turns are close to meeting the guidelines. In that case you may want to require construction. 60 APPENDIX H - 4 of 4 March 2005