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TABLE OF CONTENTS
Introduction and Executive Summary ................................................................................................... 1
Existing Conditions ................................................................................................................................. 3
Intersection Volume Conditions ............................................................................................................ 5
Intersection Operations ......................................................................................................................... 9
Safety Considerations .......................................................................................................................... 16
Conceptual Geometric Design ............................................................................................................. 18
Benefit-Cost Evaluation ....................................................................................................................... 25
Findings and Recommendations .......................................................................................................... 28
References
..................................................................................................................................... 29
ii
LIST OF FIGURES
Exhibit 1: Intersection Layout and Site Vicinity ..................................................................................... 3
Exhibit 2: Existing Intersection Approach Conditions ............................................................................ 4
Exhibit 3: Historical Trends on SR 44 (0.1 miles east of Grand Ave) ...................................................... 6
Exhibit 4: Historical Trends on Grand Avenue (North of SR 44) ............................................................ 6
Exhibit 5: Historical Trends on Grand Avenue (South of SR 44) ............................................................ 6
Exhibit 6: Peak Hour Turning Movement Volumes for Existing and 2035 Analysis ............................... 9
Exhibit 7: Crashes Types and Severities SR 44 at Grand Avenue ...................................................... 17
Exhibit 8: Drainage Areas at the Study Intersection ............................................................................ 19
Exhibit 9: Field Observed Utilities ........................................................................................................ 20
Exhibit 10: Approximate Location of Utilities (additional utilities may be present) ........................... 20
Exhibit 11: Conceptual Single-Lane Roundabout ................................................................................. 24
Exhibit 12: Conceptual Future Multilane Roundabout ........................................................................ 25
iii
LIST OF TABLES
Table 1. Existing Intersection Characteristics ........................................................................................ 4
Table 2: Volusia County BEBR Population Growth Rates....................................................................... 7
Table 3: Adopted CFRPM Growth Rates ................................................................................................ 8
Table 4: Volume Projections for Year 2035 ........................................................................................... 9
Table 5: Two-Way Stop Control Results 2015................................................................................... 10
Table 6: Two-Way Stop Control Results 2035 Scenario 1 (2% Annual Growth) ............................... 10
Table 7: Signal Control Results 2015 ................................................................................................. 11
Table 8: Signal Control Results 2035 Scenario 1 (2% Annual Growth) ............................................. 11
Table 9: Signal Control Results 2035 Scenario 2 (5% Annual Growth) ............................................. 12
Table 10: Single-Lane Roundabout Results 2015 .............................................................................. 13
Table 11: Single-Lane Roundabout Results 2035 Scenario 1 (2% Annual Growth) .......................... 13
Table 12: Single-Lane Roundabout Results 2035 Scenario 2 (5% Annual Growth) ......................... 13
Table 13: Multilane Roundabout Results 2035 Scenario 2 (5% Annual Growth) ............................. 14
Table 14 Comparison of Signal and Roundabout 2015 Peak Hour Average Delay and LOS ............. 15
Table 15 Comparison of Signal and Roundabout 2035 AM Peak Hour Average Delay and LOS ...... 15
Table 16 Comparison of Signal and Roundabout 2035 PM Peak Hour Average Delay and LOS ...... 15
Table 17. Crash Summary for SR 44 at Grand Avenue (January 2010 - June 2015) ............................ 16
Table 18. Expected Annual Crash Frequency by Traffic Control Alternative ....................................... 17
Table 19: Planning-Level Costs............................................................................................................. 26
Table 20: Monetized Life Cycle (2015-2035) Benefit (Roundabout Compared to Traffic Signal) ....... 26
iv
LIST OF APPENDICES
Appendix A Traffic Count Data and Historical Volume Trends
Appendix B BEBR Projections
Appendix C CFRMP Model Plots
Appendix D TWSC Operational Analyses
Appendix E Signal Operational Analyses
Appendix F Roundabout Operational Analyses
Appendix G Crash Data
Appendix H Roundabout Performance Checks for Design Vehicle and Speed Control
Appendix I ROW Maps
Appendix J Benefit/Cost Analysis
The existing two-way stop control (TWSC) currently provides acceptable operations; however,
a pattern of angle-crashes suggests a need for safety improvement. The TWSC is expected to
operate at LOS F prior to the 2035 design year.
Of the 30 reported crashes from January 2010 June 2015, twenty-two (22) were angle
collisions (73 percent). Fifteen (15) of the 22 angle crashes resulted in injury, one (1) resulted
in a fatality, and six (6) resulted in property damage only. A roundabout is anticipated to serve
as a direct countermeasure for angle crashes, reducing total crashes by 71 percent and injury
crashes by up to 87%.
A roundabout concept with a 160-foot inscribed circle diameter was developed to facilitate
ease of expansion to a partial two-lane roundabout if SR 44 is widened in the future. The
concept will accommodate a WB-62FL tractor trailer truck for all turning movements. Due to
incomplete ROW information, potential ROW impacts on the south side of SR 44 require
further investigation. A smaller diameter roundabout (approximately 140 foot) could be
considered if ROW impacts are discovered with the current concept. However, the smaller
roundabout footprint would require full reconstruction if SR 44 was widened in the future.
A roundabout is expected to provide benefits for a possible future trail connection across SR
44 by reducing speeds and providing a raised median refuge for pedestrians.
A roundabout is expected to provide over $8 million in life-cycle safety benefit over the
existing TWSC. The roundabout is also expected to provide nearly $5 million in combined
operational and safety benefit compared to the signal alternative.
Based upon the various considerations described above, a single-lane roundabout is expected to be a
feasible alternative at the study intersection. The table below provides a brief comparison of the
preferred roundabout option to the signal control option.
Signal Control
Operations
Intersection
Speeds
Multimodal
Connectivity
Aesthetics
Truck
Accommodates WB-62FL design vehicle
Accommodation for all turn movements.
Property Access
ROW
Implications
Roundabout
No change.
EXISTING CONDITIONS
The four-legged intersection is stop-controlled on the northbound and southbound approaches
(Grand Avenue) and uncontrolled along the SR 44 approaches. As illustrated in Exhibit 1, there are
exclusive left-turn lanes provided on SR 44. No turn lanes are provided on the stop-controlled Grand
Avenue approaches. The existing approach conditions are illustrated in Exhibit 2. A BP gas station
with convenience store and Subway restaurant is located in the northwest corner of the intersection.
Two access points serve the uses in the northwest quadrant: (1) an entrance on SR 44 approximately
300 feet west of Grand Avenue and (2) a driveway on Grand Avenue approximately 250 feet north of
the intersection. The remaining three quadrants of the intersection are currently undeveloped,
wooded parcels.
Grand Avenue
Although both SR 44 and Grand Avenue are classified as urban roadways by Volusia County, within
the immediate intersection vicinity the area type is currently rural and generally undeveloped. The
intersection is located approximately 1.5 miles west of the City of DeLand. There is potential for
additional future development in the site vicinity as the urbanized area surrounding DeLand expands
to the west. This includes a planned future SunRail transit station and surrounding transit-oriented
development to the south of the intersection along Grand Avenue. Table 1 summarizes key
intersection characteristics.
BP Gas Station
Roadway
SR 44
East/West
Principal Arterial - Urban
2-lane undivided
EB and WB left-turn lanes
12 ft lanes
4 ft paved shoulder
55 mph
No
None
None
None
Grand Ave
North/South
Major Collector - Urban
2-lane undivided
No turn lanes
10 ft lanes
No paved shoulder
35 mph (North), 30 mph (South)
No
None
None
None
EXISTING VOLUMES
Data collected as part of a recent signal warrant analysis conducted for the intersection1 were used
for this assessment. Twenty-four hour directional counts were collected on November 12, 2014.
During this time period, five pedestrians and twelve bicyclists were observed crossing the
intersection. The morning (7:15-8:15 a.m.) and evening (4:45-5:45 p.m.) peak hours were identified
from turning movement counts collected at the intersection from 7:00-9:00 a.m., 12:00-3:00 p.m.,
and 4:00-7:00 p.m. on November 12, 2014. The existing count data is included in Appendix A.
HISTORICAL TRENDS
Historical Annual Average Daily Traffic (AADT) volumes were obtained for FDOT count stations along
SR 44 near the study intersection. Historic count data for Grand Avenue was obtained from Volusia
County. FDOT count station 0290 is located on SR 44, approximately 0.1 miles east of Grand Avenue.
The historical AADT reports are included in Appendix A. The historical volume profile for the most
recent 15-year period from 1999 through 2014 is provided in Exhibit 3.
SR 44
Historical volumes along SR 44 near the study intersection remained relatively stable with minor yearto-year fluctuations in AADT between 1999 through 2014 (volumes ranged from 9,300 to 11,700
AADT). The historical volume trend between 1999 and 2014 results in a -0.71% linear annual growth
rate. Exhibit 3 illustrates the historical AADT on SR 44 between 1999 and 20142.
Grand Avenue
Historical volumes along Grand Avenue, north of SR 44 have ranged from 1,820 AADT (Year 2012) to
2,980 (Year 2007). The historical trend between 2005 and 2014 is a -3.07% annual decrease in
volume. South of SR 44, FDOT count station 7059 shows volumes, ranging from 900 AADT (Year 2012)
to 1,100 AADT (Year 2009) over the six-year period from 2009 to 2014. This results in a decreasing
annual trend of -2%. Historic volume data for Grand Avenue is illustrated in Exhibits 4 and 5.
1
2
Aspireon Consulting Group, Inc. Signal Warrant Analysis. SR 44 and Grand Avenue. April 1, 2015.
Traffic Trends. Florida Department of Transportation. 2014
5
14000
12000
10000
8000
6000
4000
2000
0
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Year
2006
2007
2008
2009
2010
Year
2011
2012
2013
2014
1000
800
No FDOT Count Data
1200
600
400
200
0
2009
2010
2011
Year
2012
2013
2014
2014
Estimate
Low
Medium
503,851
High
2035
Projection
491,200
-633 (-0.13%)
578,800
3,747 (0.74%)
670,300
8,322 (1.65%)
Along SR 44, the model is estimating an annual growth rate of approximately 1% to 1.5% per
year. However, the model is projecting a growth of 7,000 to 10,000 AADT along SR 44, which
would equate to approximately a 70% to 100% increase when compared to existing volumes.
Along Grand Avenue, the results summarized in Table 3 are for informational purposes and
were not utilized in this study. The relatively low existing volumes have the potential to be
heavily influenced by the timing of future SunRail Activity Center development. Limited
volume growth along Grand Avenue (consistent with historical trends) is anticipated until the
SunRail station is constructed.
7
2014 AADT
(FDOT
Count)
2005 Model
1
AADT
2035 Model
1
AADT
Model Growth
Rate, AADT/year;
(% growth/year)
11,700
9,800
22,815
29,547
224 (0.98%)
NA
NA
23,180
33,525
344 (1.5%)
2,600
2,300
750
9,971
307 (40.98%)
NA
1,000
104
2,660
85 (81.92%)
Segment Description
FUTURE VOLUMES
The historical volume trends, BEBR population projections, and the adopted travel demand model
were all considered in identifying a planning-level estimate of potential growth at the study
intersection. The data sources were used to identify a linear annual growth rate that was then applied
directly to the existing peak hour intersection turning movement volumes to develop a planning-level
estimate of AM and PM peak-hour volumes for year 2035. Table 4 summarizes existing volumes and
2035 AADT estimates. 2035 turning movement volumes are illustrated in Exhibit 6. Due to the
uncertainty in possible future development activity near the study intersection, two different
scenarios were evaluated:
The first scenario assumes an annual growth rate of 2% on all approaches. Historical AADTs
indicated a negative trend with relatively stable volumes over the past 15 years fluctuating
within a range of approximately 2,000 AADT. BEBR population projections also showed a 0%
to 1.65% annual growth. Therefore, a 2% annual growth rate may be conservative for
estimating regional background growth. This scenario assumes that the planned SunRail
station and surrounding TOD is not constructed, where regional background growth would
largely dictate future intersection volumes.
The second scenario assumes an annual growth rate of 5% on all approaches. Over a 20-year
period, this scenario reflects volumes doubling on all approaches. This scenario assumes the
addition of approximately 10,000 AADT along SR 44 (100% growth compared to existing
volumes) as predicted by the model between 2005 and 2035. While a 5% annual growth
reflects a relatively high rate, there is potential for the side streets to grow at an even higher
rate given the low existing volumes and potential for development around the future SunRail
station. The timing and intensity of the actual development of the SunRail station will have a
major impact on volumes along Grand Avenue, south of SR 44. The operations analysis
includes additional discussion of spare capacity for growth beyond the 5% per year assumed
in Scenario 2. The 5% annual growth is expected to result in volumes near Volusia Countys
adopted LOS D service volume threshold of 24,200 AADT (which reflects existing
uninterrupted flow conditions) where consideration may be given to a future widening to a
four-lane facility along SR 44.
8
2014
AADT
9,800
Peak Hour
Entering Volume
Annual
Growth
Rate
489
2,300
138
Grand Avenue,
South of SR 44
1,000
38
Annual
Growth
Rate
13,720
452
Grand Avenue,
North of SR 44
2035
AADT
Estimate
Scenario 2
2%
3,200
1,400
Exhibit 6: Peak Hour Turning Movement Volumes for Existing and 2035 Analysis
2035
AADT
Estimate
19,600
5%
4,600
2,000
INTERSECTION OPERATIONS
Operational analyses were performed for existing volumes with the existing two-way stop control, a
signal, and a roundabout. A planning-level assessment of future 2035 operations was also conducted
to evaluate the ability for a signal and roundabout to accommodate forecast growth. The volumes
used in the analysis are shown in Exhibit 6.
AM Peak Hour
PM Peak Hour
th
V/C Ratio
Average Delay
(seconds)
EB SR 44 (Left)
EB SR 44 (Thru)
WB SR 44 (Left)
WB SR 44 (Thru)
NB Grand Ave
0.04
7.9
0.01
8.6
0.13
21.7
SB Grand Ave
0.25
18.6
95
Percentile
1
Queue (ft)
V/C Ratio
25
0.06
Uncontrolled (Free Flow) Movement
25
0.00
Uncontrolled (Free Flow) Movement
25
0.25
25
0.41
th
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
8.7
25
8.2
25
35.1
25
22.5
50
The stop-controlled southbound approach operates at a LOS C during the 2015 weekday AM and
PM peak hours. The northbound approach operates at an LOS C during the weekday AM peak hour
and LOS E during the weekday PM peak hour.
Table 6: Two-Way Stop Control Results 2035 Scenario 1 (2% Annual Growth)
Approach
(Results reflect
critical
movement)
AM Peak Hour
PM Peak Hour
th
95
Percentile
1
Queue (ft)
th
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
V/C Ratio
Average Delay
(seconds)
EB SR 44 (Left)
EB SR 44 (Thru)
0.05
8.1
25
0.09
Uncontrolled (Free Flow) Movement
9.3
25
WB SR 44 (Left)
WB SR 44 (Thru)
NB Grand Ave
0.01
9.1
8.6
25
0.25
34.8
25
0.01
Uncontrolled (Free Flow) Movement
25
0.66
>50
100
SB Grand Ave
0.46
32.1
>50
175
75
V/C Ratio
0.81
As summarized in Table 6, if intersection volumes grow at two percent per year through 2035
(Scenario 1), the northbound and southbound approaches are forecast to operate with delays greater
than 50 seconds which results in an LOS F during the 2035 weekday PM peak hour. Therefore,
additional improvements are expected to be needed by 2035 regardless of the volume scenario
(Scenario 2 with 5% annual growth will have worse operations than those indicated in Table 6). Given
that a signal is currently warranted at the intersection, a conversion to signal or roundabout control in
the future is assumed to be necessary and therefore no additional TWSC scenarios were evaluated.
PM Peak Hour
th
Average
Delay
(seconds)
50
Percentile
2
Queue (ft)
V/C Ratio
th
Average
Delay
(seconds)
50
Percentile
2
Queue (ft)
EB SR 44
WB SR 44
NB Grand Ave
0.43
0.22
0.46
6.4
6.1
39.5
75
50
25
0.37
0.50
0.50
7.6
11.2
39.1
75
125
25
SB Grand Ave
0.78
41.4
50
0.82
49.2
100
Intersection
0.42
10.6
0.48
15.4
PM Peak Hour
th
Average
Delay
(seconds)
50
Percentile
2
Queue (ft)
V/C Ratio
th
Average
Delay
(seconds)
50
Percentile
2
Queue (ft)
EB SR 44
WB SR 44
0.50
0.25
4.5
4.1
75
50
0.43
0.56
5.7
9.2
75
125
NB Grand Ave
SB Grand Ave
0.16
0.61
37.0
37.6
25
50
0.20
0.82
34.7
37.6
25
100
Intersection
0.43
8.5
0.54
12.2
11
PM Peak Hour
th
Average
Delay
(seconds)
50
Percentile
2
Queue (ft)
V/C Ratio
th
Average
Delay
(seconds)
50
Percentile
2
Queue (ft)
EB SR 44
WB SR 44
NB Grand Ave
SB Grand Ave
0.73
0.37
0.23
0.68
8.7
5.8
36.3
37.1
125
50
25
50
0.65
0.87
0.30
0.87
11.1
22.3
33.5
46.9
150
325
25
150
Intersection
0.56
11.5
0.74
21.2
The analysis results identify that signal control would result in LOS B operations based upon 2015
AM and PM peak hour volumes. All movements operate at a LOS D or better. With 2% annual
growth, the intersection is projected to operate at a LOS A during the 2035 AM peak hour and LOS
B during the 2035 PM peak hour. All movements operate under capacity with a LOS D or better.
With 5% annual growth, the intersection is projected to operate at a LOS B during the 2035 AM
peak hour and LOS C during the 2035 PM peak hour. All movements operate at a LOS D or better.
PM Peak Hour
th
V/C Ratio
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
EB SR 44
WB SR 44
NB Grand
0.47
0.21
0.04
7.7
4.8
5.4
SB Grand
0.08
-
Approach
Intersection
th
V/C Ratio
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
75
25
25
0.39
0.45
0.05
6.6
7.6
4.9
50
75
25
4.2
25
0.19
6.6
25
6.5
7.0
The analysis results identify a LOS A for the intersection with a roundabout during the 2015 AM and
PM peak hours. All movements operate with a v/c ratio of 0.47 or better, indicating ample spare
capacity for future growth.
Table 11: Single-Lane Roundabout Results 2035 Scenario 1 (2% Annual Growth)
AM Peak Hour
PM Peak Hour
th
V/C Ratio
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
EB SR 44
WB SR 44
NB Grand
0.61
0.28
0.07
10.4
5.5
6.7
SB Grand
0.12
-
Approach
Intersection
th
V/C Ratio
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
125
50
25
0.51
0.58
0.07
8.3
10.2
5.9
75
100
25
4.8
25
0.29
8.9
50
8.4
9.2
Table 12: Single-Lane Roundabout Results 2035 Scenario 2 (5% Annual Growth)
AM Peak Hour
PM Peak Hour
th
V/C Ratio
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
EB SR 44
WB SR 44
NB Grand
0.90
0.42
0.14
26.6
7.4
10.5
SB Grand
0.20
-
Approach
Intersection
th
V/C Ratio
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
350
50
25
0.74
0.88
0.14
14.7
26.1
8.6
200
325
25
6.5
25
0.56
18.8
100
19.1
20.0
13
With a 5% annual growth rate applied to all turning movements, a single-lane roundabout continues
to provide acceptable operations with an overall LOS of C during both the AM and PM peak hours.
However, the EB and WB approaches begin to near the desirable v/c thresholds for a single-lane
roundabout as summarized in Table 12. In the AM peak hour, the EB SR 44 approach is estimated to
have a v/c ratio of 0.9 and operate at an LOS D. In the 2035 PM peak, the direction reverses and the
WB approach is estimated to have a v/c ratio of 0.88 with an LOS D. Both the NB and SB Grand
Avenue approaches continue to provide ample spare capacity to accommodate additional growth
(beyond the 5% annual growth included in the Scenario 2 projections) from a future SunRail station or
associated development. The NB Grand Avenue approach operates with a 0.14 v/c ratio in both the
2035 AM and PM peak hours.
As summarized in Table 4, the 5% annual growth assumed in Scenario 2 results in close to 20,000
AADT along SR 44. Volusia County currently identifies an LOS D service volume threshold of 24,200
AADT along SR 44. However, this reflects existing uninterrupted flow conditions and therefore the
service volume for the existing two-lane facility is expected to decrease as the mainline becomes
interrupted at key intersection such as SR 44/Grand Avenue. Therefore, the potential exists for
consideration of widening to a four-lane facility by the time SR 44 reaches volumes similar to those
assumed for Scenario 2.
A roundabout would be compatible with a future four-lane SR 44 by adding an additional through
lane entering, circulating, and exiting in the EB and WB directions. This would result in a partial twolane configuration with single-lane entries and exits remaining on the Grand Avenue approaches. The
operations associated with this scenario are summarized in Table 13. Future conversion to a partial
multilane roundabout configuration would result in all approaches operating with a v/c ratio of 0.46
or better. This compares to v/c ratios of 0.9 on the EB approach and 0.88 on the WB approach with a
single-lane roundabout configuration.
Table 13: Multilane Roundabout Results 2035 Scenario 2 (5% Annual Growth)
AM Peak Hour
PM Peak Hour
th
V/C Ratio
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
EB SR 44
WB SR 44
NB Grand
0.46
0.21
0.11
7.6
4.8
8.1
NB Grand
0.17
-
Approach
Intersection
th
V/C Ratio
Average
Delay
(seconds)
95
Percentile
1
Queue (ft)
75
25
25
0.38
0.45
0.12
6.5
7.8
6.9
50
75
25
5.6
25
0.46
13.2
75
6.5
7.7
The roundabout analysis results show that a single-lane roundabout is expected to provide adequate
capacity for intersection volumes to at least double (5% annual growth over 20 years) before
expansion to a multilane roundabout might be needed. With appropriate design features, the
roundabout can easily be expanded in the future to tie into a future four-lane SR 44, which would
provide spare capacity for additional future growth.
14
OPERATIONAL COMPARISON
Tables 14, 15, and 16 provide a side-by-side comparison of the operational performance of the signal
alternative versus the roundabout alterative. In most cases the roundabout reduces delays compared
to the signal alternative, particularly for the minor street.
Table 14 Comparison of Signal and Roundabout 2015 Peak Hour Average Delay and LOS
2015 AM Peak Hour
Approach
Signal
Roundabout
EB SR 44
6.4(A)
WB SR 44
Signal
Roundabout
7.7(A)
7.6(A)
6.6(A)
6.1(A)
4.8(A)
11.2(B)
7.6(A)
NB Grand Ave.
39.5(D)
5.4(A)
39.1(D)
4.9(A)
SB Grand Ave.
41.4(D)
4.2(A)
49.2(D)
6.6(A)
Intersection Avg.
10.6(B)
6.5(A)
15.4(B)
7.0(A)
Table 15 Comparison of Signal and Roundabout 2035 AM Peak Hour Average Delay and LOS
Signal
Scenario 1
Signal
Scenario 2
Single-Lane
Roundabout
Scenario 1
Single-Lane
Roundabout
Scenario 2
Multilane
Roundabout
Scenario 2
EB SR 44
4.5(A)
8.7(A)
10.4(B)
26.6(D)
7.6(A)
WB SR 44
4.1(A)
5.8(A)
5.5(A)
7.4(A)
4.8(A)
NB Grand Ave.
37.0(D)
36.3(D)
6.7(A)
10.5(B)
8.1(A)
SB Grand Ave.
37.6(D)
37.1(D)
4.8(A)
6.5(A)
5.6(A)
Intersection Avg.
8.5(A)
11.5(B)
8.4(A)
19.1(C)
6.5(A)
Approach
Table 16 Comparison of Signal and Roundabout 2035 PM Peak Hour Average Delay and LOS
Signal
Scenario 1
Signal
Scenario 2
Single-Lane
Roundabout
Scenario 1
Single-Lane
Roundabout
Scenario 2
Multilane
Roundabout
Scenario 2
EB SR 44
5.7(A)
11.1(B)
8.3(A)
14.7(B)
6.5(A)
WB SR 44
9.2(A)
22.3(C)
10.2(B)
26.1(D)
7.8(A)
NB Grand Ave.
34.7(C)
33.5(C)
5.9(A)
8.6(A)
6.9(A)
SB Grand Ave.
37.6(D)
46.9(D)
8.9(A)
18.8(C)
13.2(B)
Intersection Avg.
12.2(B)
21.2(C)
9.2(A)
20.0 (C)
7.7(A)
Approach
15
SAFETY CONSIDERATIONS
In addition to the traffic operations, safety is an important consideration in evaluating possible
intersection improvement alternatives. Roundabouts have proven to be an effective intersection
treatment for improving safety particularly for reducing severe and fatal crashes. Compared to
other intersection control alternatives, roundabouts typically operate with slower operating speeds
that increase time for drivers to react and reduce the likelihood of an injury should a crash occur. The
number of potential conflict points is also reduced when converting from a stop-controlled
intersection to a roundabout. Historical crash data for the study intersection was obtained from the
FDOT CARS Database and Signal Four Analytics for the 5.5-year period from January 2010 through
June 2015.
Table 17. Crash Summary for SR 44 at Grand Avenue (January 2010-June 2015)
Collision Type
2010
2011
2012
2013
2014
2015*
Total
Rear End
Angle
22
Left-Turn
Sideswipe
Other
Total
30
Fatal Crashes
Injury Crashes
18
11
Day
21
Night
Wet
Dry
29
*Partial year data- Reflects first 6 months from January through June 2015.
As shown in Table 17, a total of 30 crashes were reported in the period from January 2010 through
June 2015. Eighteen (18) of these crashes (60 percent) resulted in injury and eleven (11) crashes (37
percent) resulted in property-damage-only. One fatal angle crash occurred at this intersection in 2013
and involved a southbound vehicle that failed to yield the right-of-way to an eastbound motorcycle.
The most common crash type reported at this intersection was the angle crash. Of the 30 reported
crashes, twenty-two (22) were angle collisions (73 percent). Fifteen (15) of the angle crashes resulted
in injury, one (1) resulted in a fatality, and six (6) resulted in property damage only. Roundabouts
have been shown to reduce angle crashes and the injuries associated with them. Therefore, a
roundabout is expected to be an effective countermeasure for addressing angle crash patterns at the
study intersection.
16
Number of Crashes
25
20
Fatal
15
Injury
10
PDO
5
0
Using crash prediction models identified in the Highway Safety Manual (HSM) (Reference 3), the
expected annual number of crashes was predicted for the intersection under stop, signal, and
roundabout control. These calculations are summarized in Table 18. To estimate the number of
crashes per year that could be expected under roundabout control, a crash modification factor (CMF)
from the HSM for the conversion of a stop-controlled intersection into a rural single-lane roundabout
was applied to the prediction for a two-way stop controlled intersection; these predictions are
summarized in Table 18.
Expected Property
Damage Only
Crashes
Total Expected
Crashes per Year
1.72
1.71
3.43
Signal Control
1.02
(41% decrease)
1.97
(15% increase)
2.99
(13% decrease)
Single-Lane Roundabout
0.22
(87% decrease)
0.77
(55% decrease)
0.99
(71% decrease)
The use of roundabout control to replace the existing two-way stop controlled intersection has the
potential to reduce the predicted number of total crashes by 71 percent and injury crashes by 87
percent (Reference 3). This results in a reduction of 2.44 total crashes per year, the majority of which
are severe injury or fatal crashes.
Estimates for expected crashes under signal control assume addition of NB and SB left-turn lanes on
Grand Avenue as well as the addition of intersection lighting.
17
Right-of-Way: A Right-Of-Way (ROW) map was provided by FDOT. The ROW map is dated
from 1939 and indicates a total of 200 feet of ROW along SR 44. Originally, SR 44 was
constructed such that the ROW line was positioned 75 feet to the north and 125 feet to the
south of the roadway centerline. However, a previous bridge reconstruction over the railroad
tracks west of the study intersection resulted in a re-alignment of SR 44 on the west leg of the
study intersection. Therefore, the original centerline is no longer available for use in
determining the position of the ROW lines. The ROW positioning was estimated based upon
available information; however, more detailed ROW verification is needed prior to a project
being further advanced. No ROW information was available for Grand Avenue.
Transit Considerations: There are no fixed transit routes serving the intersection.
Adjacent Property Access: Roundabout placement will need to consider potential impacts to
the access of the BP gas station located in the northwest quadrant of the intersection. There
are existing driveway openings to the property along SR 44 (300 feet west of the intersection)
and Grand Avenue (250 feet north of the intersection).
Vertical Geometry and Drainage Considerations: The following list outlines observations
from a field review conducted in June 2015.
o SR 44 is relatively flat through the study intersection at Grand Avenue, with a slope
towards the east. A crest vertical curve is located approximately 1000 feet west of the
study intersection.
o Swales were identified on both sides of SR 44 and Grand Avenue, shown in Exhibit 8.
No drainage culverts under the SR 44 or Grand Avenue approaches were identified in
the field.
18
Adjacent Utilities: A preliminary review of above ground utilities was completed during the
June 2015 field review. Photos of selected utilities are illustrated in Exhibit 9. The
approximate utility locations are illustrated in Exhibit 10. Utilities that were identified include:
o Underground AT&T and Bellsouth markers are located in the northwest quadrant of
the study intersection (Top right image in Exhibit 9).
o A fire hydrant is located in front of the gas station on the north side of SR 44, as
shown in the top right image in Exhibit 9.
o Above ground water valves and/or backflow devices are also present in front of the
gas station, illustrated in the bottom left image of Exhibit 9.
o Above ground utility lines were observed along the west side of the Grand Avenue
approaches and the south side of the eastbound SR 44 approach, shown in bottom
right image of Exhibit 9.
o Utility poles are located in the northwest and southeast intersection quadrants.
19
Grand Avenue
Underground
Utility Pole
Water Valves
AT & T Cable
Marker
Utility Pole
Speed Control
Posted speed of 55 mph along SR 44. Nearest signal is approximately 1.4 miles to east.
Grand Avenue has a 35 mph posted speed north of the intersection and 30 mph posted speed
to the south of SR 44.
Reduced vehicle speeds entering the intersection is one of the fundamental design criteria for
roundabouts. The designs were developed based upon the fastest path criteria from NCHRP
Report 672. The design concepts were developed to maintain fastest path speeds entering the
roundabout of 25 mph or less for each of the single-lane approaches.
21
The roundabout design concepts are assumed to require accommodation of a WB-62FL design
vehicle for all movements at the intersection. Each of the roundabout concepts developed
were checked using the AutoTurn software to verify accommodation of a WB-62FL design
vehicle.
Along Grand Avenue, north of SR 44, trucks are prohibited. However, access for deliveries to
the BP Gas Station in the NE quadrant is assumed to continue to require WB-62FL
accommodation at the north entry and exit of the roundabout. Additional coordination with
the gas station owner and/or collection of additional vehicle class data along Grand Avenue is
recommended to verify design vehicle needs to and from Grand Avenue. If a smaller design
vehicle can be determined to be appropriate for Grand Avenue, then it may be possible to
further adjust the roundabout geometry to minimize impacts in the corners of the
intersection.
Roundabout placement considered potential impacts to the access points of the gas station in
the NW quadrant of the intersection. The concepts were developed to maintain full access
onto Grand Avenue while converting the SR 44 access to right-in/right-out.
Non-Motorized Users
Pedestrian crossings are generally positioned one car length (20 to 25 feet) behind the yield
line. Splitter island lengths and widths are designed to provide sufficient space for an
appropriately sized pedestrian refuge.
A future trail planned along Grand Avenue would cross SR 44 at the study intersection. The
location of the crossing is currently unknown. However, the splitter islands on both the east
and west legs of the intersection have been designed to accommodate connection to the
future trail. The reduced roundabout speeds and crossings distances improve safety for
existing pedestrians and a future trail connection. The wide splitter islands also provide a
refuge for pedestrians in order to cross each direction of SR 44 traffic independently. While
not required, supplemental devices such as rectangular rapid flashing beacons (RRFBs) could
also be considered as an optional treatment to enhance visibility of the future trail crossing.
Given the high speeds and limited shoulder width, bicyclists riding on SR 44 are expected to
be more experienced riders. Bicycle ramps are sometimes considered at roundabouts to
allow riders to exit onto an adjacent multiuse path to navigate around the roundabout. These
ramps are generally considered optional at single-lane roundabouts. Given the expected rider
experience level, relatively simple navigation through a single-lane roundabout, and the
reduction in vehicle speeds (which are close to the speeds of a bicyclist) no bicycle ramps
were included in these initial concepts. However, ramps could be further considered if desired
by FDOT or Volusia County.
22
A 160 foot inscribed circle diameter (ICD) was selected for the single-lane roundabout. This is
larger than required for the single-lane configuration. However, it is sized to provide an
appropriately sized central island and other design features for a future 180-foot diameter
partial two-lane configuration. The ultimate partial two-lane roundabout concept was initially
developed. Lanes were then taken away to achieve the opening-year single-lane
configuration. By developing the concepts in this manner, the roundabout geometry in the
opening year is set up for ease of future expansion with minimal reconstruction.
The roundabout was centered within the ROW to minimize the need for additional corner
clips. No ROW is expected to be needed on the north side of SR 44 for the initial single-lane
roundabout. Along Grand Avenue to the south of SR 44, ROW widths appear to be relatively
narrow and may require corner clips. However, ROW information is incomplete along Grand
Avenue and additional investigation is required.
Centering the roundabout within the ROW creates a natural offset-left approach alignment on
the EB entry. Realignment of the WB SR 44 approach, as illustrated in Exhibit 11, is needed to
provide adequate speed control. The roundabout is centered on the existing NB and SB Grand
Avenue Centerline.
Along SR 44, splitter islands approximately 500 feet in length were utilized. Longer splitter
islands are desirable in higher speed environments to change the cross-section and alert
drivers in advance of the upcoming intersection. A minimum length of 200 feet long is
recommended in a higher speed environment. The 500-foot islands shown in Exhibits 11 and
12 provide additional length due to the vertical curve to the west and horizontal curve to the
east. 500 feet is approximately equivalent to the stopping sight distance needed for a 55 mph
condition. On the east leg, the splitter island length could be reduced to approximately 350
feet to avoid impacts to the residential driveway on the north side of SR 44.
Along Grand Avenue, 110-foot splitter islands were utilized for the initial single-lane
roundabout in order to maintain 100 foot long splitter islands in the future when the
roundabout is expanded to a partial two-lane configuration. The 110 foot islands meet the
desirable length identified in NCHRP Report 672 based upon the lower posted 30 and 35
mph posted speeds. Full access to the BP gas station is maintained to the north of the
intersection with the splitter island taper ending prior to the BP driveway.
A 20-foot circulating width is provided for the single-lane configuration. 16 to 20 feet is the
typical range of circulating width for a single-lane roundabout. Lane widths flare through the
entries and exits to match the 12-foot approach lanes to the circulatory roadway width.
23
G RAND AVE
N
0
20
100
Feet
SR
44
BP GAS
ON
STATI
SR
44
G RAND AVE
REVISIONS
DATE
DESCRIPTION
DATE
STATE OF FLORIDA
DESCRIPTION
DEPARTMENT OF TRANSPORTATION
Page 24
ROAD NO.
COUNTY
VOLUSIA
FINANCIAL PROJECT ID
EXHIBIT
SR 44 AT GRAND AVENUE
CONCEPTUAL ROUNDABOUT
SINGLE LANE CONFIGURATION
NO.
11
G RAND AVE
N
0
20
100
Feet
SR
44
BP GAS
ON
STATI
SR
44
G RAND AVE
REVISIONS
DATE
DESCRIPTION
DATE
STATE OF FLORIDA
DESCRIPTION
DEPARTMENT OF TRANSPORTATION
Page 25
ROAD NO.
COUNTY
VOLUSIA
FINANCIAL PROJECT ID
EXHIBIT
SR 44 AT GRAND AVENUE
CONCEPTUAL ROUNDABOUT
TWO LANE CONFIGURATION
NO.
12
BENEFIT-COST EVALUATION
An Opinion of Probable Cost was developed for the roundabout alternative based upon current FDOT
unit costs. Concept-level costs for design and construction of the single-lane roundabout
configuration (illustrated in Exhibit 11) are approximately $1.42 million, as summarized in Table 19. A
traffic signal with additional NB and SB left-turn lanes and intersection lighting was assumed to cost
approximately $700,000 for design, ROW, and construction.
No survey information was available for use in this study and therefore all costs for vertical design
elements and drainage are preliminary, with contingency applied for unknowns. Possible sub-surface
utility impacts are unknown and no utility relocations were included in the cost estimate. Professional
services for design plan preparation and CEI were assumed to represent 20% of the overall
construction estimate. No cost was included for a PD&E phase at this location. No ROW information
was available along Grand Avenue for this study. However, possible ROW impacts are anticipated.
Additional details and documentation of assumptions are provided in Appendix J.
Roundabout Alternative
$220,000
$100,000
$1,100,000
$1,420,000
Signal Alternative
$100,000
$100,000
$500,000
$700,000
As part of Step 2 of the FDOT roundabout feasibility study process, estimates of the life cycle benefits
was completed for the roundabout compared to the existing stop control and a signal alternatives.
The results are summarized in Table 20. Detailed calculations are provided in Appendix J.
Table 20: Monetized Life Cycle (2015-2035) Benefit (Roundabout Compared to Traffic Signal)
Performance Measure
Safety Benefit of a Roundabout
Delay Reduction Benefit of a Roundabout
Total Benefits
Added Operations & Maintenance
Costs of a Roundabout
Added Capital Costs of a Roundabout
Total Costs
Roundabout Compared to
Existing Stop Control
$8,178,512
$(101,368)
$8,077,144
Roundabout Compared to
Signal Control
$4,425,275
$286,887
$4,712,162
$40,913
(41,161)
$1,420,000
$1,460,913
$720,000
$678,839
5.5
6.9
26
The safety analysis assumed the lower 2% annual growth through 2035. This yields a lower overall
volume exposure at the intersection and thus a more conservative (low) estimate of the roundabout
safety benefits versus the signal option. The roundabout is anticipated to provide $8.18 million in lifecycle safety benefit versus the existing two-way stop control. Given that there was a recent fatality at
the study intersection, this estimate is again conservative (low) due to the fact that the FDOT
benefit/cost tool uses a combined cost for severe (fatal and injury) crashes and therefore elimination
of the higher cost of the recent fatal crash is not explicitly included in the benefit calculations.
Compared to the signal option (which includes intersection lighting and construction of NB and SB
left-turn lanes), the roundabout is expected to provide approximately $4.43 million in safety benefit.
The roundabout is anticipated to result in a slight dis-benefit in overall intersection delay compared
to the existing two-way stop control given that the mainline movement is currently uncontrolled.
However, given that the TWSC is not expected to provide sufficient operations through the design
year 2035, some form of change in traffic control will be needed. Compared to the signal option, the
single-lane roundabout provides a lower peak-hour delay. Additional off-peak delay benefits, not
quantified as part of the analysis, would also be expected with the roundabout alternative.
The net benefit from the roundabout alternative compared to the stop controlled alternative is
estimated to be $8.1 million and $4.7 million compared to the signal control alternative over the 20year lifespan. Overall, the roundabout alternative results in a life-cycle benefit/cost of 5.5 compared
to the existing two-way stop control (no-build) and 6.9 compared to the traffic signal alternative. This
suggests that long-term benefits of a roundabout outweigh the higher initial capital costs of a signal
alternative and justifies the cost of a roundabout improvement compared to the no-build alternative.
27
28
REFERENCES
1. Transportation Research Board, Highway Capacity Manual, 2010.
2. Transportation Research Board, NCHRP Report 572, Roundabouts in the United States, 2007.
3. American Association of State Highway Transportation Officials, Highway Safety Manual,
2010.
4. Transportation Research Board, NCHRP Report 672, Roundabouts: An Informational Guide
2nd Edition, 2010.
29
Section:
MP:
City:
County:
Date:
SB Street Name:
R
79070
2.45
DeLand
Volusia
11/12/2014
Grand Avenue
L
T
R
1
1
1
1
R
T
L
EB Street Name:
WB Street Name:
SR 44
SR 44
1
NB Street Name:
Time
Northbound
Grand Avenue
Total
Southbound
Eastbound
Total
Westbound
Begin/End
Total
Total
N/S
Total
Total
E/W
7-8
13
10
25
29
17
41
87
112
38
446
12
496
239
10
254
750
8-9
12
14
30
24
19
38
81
111
39
389
12
440
224
13
242
682
12-1
12
13
29
12
14
48
74
103
34
302
15
351
337
24
361
712
1-2
10
19
18
23
51
92
111
33
277
10
320
312
20
335
655
2-3
14
10
25
21
18
41
80
105
38
277
14
329
300
19
320
649
4-5
13
16
33
23
19
86
128
161
47
347
15
409
397
17
417
826
5-6
15
19
35
13
23
86
122
157
53
381
15
449
463
27
493
942
6-7
17
28
14
12
42
68
96
30
251
289
321
17
338
627
Total
105
100
19
224
154
145
433
732
956
312
2670
101
3083
20
2593
147
2760
5843
Section:
MP:
City:
County:
Date:
SB Street Name:
79070
2.454
DeLand
Volusia
11/12/2014
Grand Avenue
78
89
121
12
23
45
56
67
Total
78
78
89
89
121
121
12
12
23
EB Street Name:
45
SR 44
5-6
6-7
Total
23
WB Street Name:
45
SR 44
5-6
6-7
Total
78
89
121
12
23
45
56
67
Total
Section:
MP:
City:
County:
Date:
SB Street Name:
79070
2.454
DeLand
Volusia
11/12/2014
Grand Avenue
78
89
121
12
23
45
56
67
Total
78
78
89
89
121
121
12
12
23
EB Street Name:
45
SR 44
5-6
6-7
Total
23
WB Street Name:
45
SR 44
5-6
6-7
Total
78
89
121
12
23
45
56
67
Total
AspireonConsultingGroup,Inc.
821PalmettoTerrace
Oviedo,FL32765
Date:
November12,2014(Wednesday)
City:
DeLand
Location:
SR44&GrandAvenue
County:
Volusia
AutosTrucksTurns
GrandAvenue
SR44
Northbound
Southbound
L
Peds
TOT
N/S
TOTAL
15
23
26
10
16
21
18
24
Peds
TOT
7:00AM
7:15AM
7:30AM
StartTime
Eastbound
L
Westbound
TOT
Peds
TOT
E/W
TOTAL
Grand
Total
99
64
66
165
191
132
64
67
199
220
120
58
61
181
205
246
Peds
90
13
116
110
7:45AM
11
14
30
41
10
130
145
53
60
205
Total
13
10
25
29
17
41
87
112
38
446
12
496
239
10
254
750
862
8:00AM
16
23
13
125
144
48
53
197
220
8:15AM
11
10
18
29
13
75
90
57
59
149
178
8:30AM
19
24
96
105
66
72
177
201
194
8:45AM
10
12
28
35
93
101
53
58
159
Total
12
14
30
24
19
38
81
111
39
389
12
440
224
13
242
682
793
12:00PM
13
13
18
31
78
91
88
96
187
218
12:15PM
10
17
20
12
76
89
85
91
180
200
12:30PM
12
20
26
88
99
85
92
191
217
180
12:45PM
13
19
26
60
72
79
82
154
Total
12
13
29
12
14
48
74
103
34
302
15
351
337
24
361
712
815
1:00PM
18
30
37
12
79
96
79
82
178
215
1:15PM
13
26
29
62
73
78
82
155
184
1:30PM
16
20
76
81
76
83
164
184
183
1:45PM
11
20
25
60
70
79
88
158
Total
10
19
18
23
51
92
111
33
277
10
320
312
20
335
655
766
2:00PM
17
25
30
67
80
70
72
152
182
2:15PM
12
10
20
32
12
65
80
80
86
166
198
2:30PM
18
22
77
89
75
83
172
194
180
2:45PM
10
17
21
10
68
80
75
79
159
Total
14
10
25
21
18
41
80
105
38
277
14
329
300
19
320
649
754
4:00PM
22
29
38
12
73
85
104
108
193
231
4:15PM
17
26
31
82
92
102
106
198
229
4:30PM
10
18
29
39
14
105
127
93
101
228
267
4:45PM
10
29
44
53
13
87
105
98
102
207
260
987
Total
13
16
33
23
19
86
128
161
47
347
15
409
397
17
417
826
5:00PM
10
29
42
52
14
101
123
121
11
132
255
307
5:15PM
22
31
40
11
90
105
120
126
231
271
5:30PM
10
15
21
31
18
99
119
122
129
248
279
5:45PM
20
28
34
10
91
102
100
106
208
242
1099
Total
15
19
35
13
23
86
122
157
53
381
15
449
463
27
493
942
6:00PM
18
25
76
85
87
93
178
203
6:15PM
11
18
23
70
79
84
85
164
187
6:30PM
15
20
27
57
65
76
81
146
173
6:45PM
12
21
11
48
60
74
79
139
160
Total
17
28
14
12
42
68
96
30
251
289
321
17
338
627
723
GrandTotal
Approach%
Total%
105
46.9
1.5
100
44.6
1.5
19
8.5
0.3
224
154
0
2.3
145
0
2.1
433
0
6.4
732
956
2670
86.6
39.3
101
3.3
1.5
2593
93.9
38.1
147
5.3
2.2
5843
6799
45.3
20
0.7
0.3
2760
10.8
312
10.1
4.6
3083
3.3
Autos
%Autos
105
100
100
0
18
94.7
223
99.6
151
0
144
0
424
0
719
0
310
99.4
2564
96
101
100
2975
96.5
19
95
2525
97.4
143
0
2687
97.4
5843
6604
97.1
Trucks
%Trucks
0
0
0
0
1
5.3
1
0.4
3
0
1
0
9
0
13
0
2
0.6
106
4
0
0
108
3.5
1
5
68
2.6
4
0
73
2.6
956
40.6
195
2.9
TwentyFour(24)HourCountSummaryforSR44andGrandAvenue
SR44
TimeBegin
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00PM
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00AM
1:00
2:00
Total
Directional
Split
EBDirection
0
30
88
276
480
533
441
355
390
346
355
335
338
380
425
409
250
113
90
54
48
28
12
12
5,788
WBDirection
8
11
33
116
224
202
210
182
260
244
287
357
290
374
383
391
249
169
131
111
57
35
17
16
4,357
57%
43%
GrandAvenue
E/WTotal
8
41
121
392
704
735
651
537
650
590
642
692
628
754
808
800
499
282
221
165
105
63
29
28
NBDirection
2
1
3
11
26
34
8
6
7
7
2
16
8
9
4
4
4
0
10
4
1
0
0
0
167
SBDirection
2
3
10
41
85
83
59
60
66
75
85
112
91
106
134
90
51
32
33
23
16
10
7
3
1277
13%
88%
10,145
GrandTotal
N/STotal
4
4
13
52
111
117
67
66
73
82
87
128
99
115
138
94
55
32
43
27
17
10
7
3
12
45
134
444
815
852
718
603
723
672
729
820
727
869
946
894
554
314
264
192
122
73
36
31
1444
11,589
Volusia County 2014 Average Annual Daily Traffic & Historical Counts
Road Name
SR A1A - Ocean Shore Blvd.
SR A1A - Ocean Shore Blvd.
SR A1A - Ocean Shore Blvd.
SR A1A - Ocean Shore Blvd.
SR A1A - Ocean Shore Blvd.
SR A1A - Ocean Shore Blvd.
SR A1A - Ocean Shore Blvd.
SR A1A - Ocean Shore Blvd.
SR A1A - Atlantic Ave. North
SR A1A - Atlantic Ave. North
SR A1A - Atlantic Ave. North
SR A1A - Atlantic Ave. North
SR A1A - Atlantic Ave. South
SR A1A - Atlantic Ave. South
SR A1A - Atlantic Ave. South
SR A1A - Atlantic Ave. South
SR A1A - Dunlawton Ave.
Count
Station
Number
0246-F
1002-F
1001-F
0010-F
368
368
174
5125
5124
5121
5117
5115
5112
436
5179
477
427
2014
SIS
Facility
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
SR 5A - Nova Rd.
US 1 to Wilmette Ave.
Wilmette Ave. to SR 40
SR 40 to Hand Ave.
Hand Ave. to LPGA Blvd.
LPGA Blvd. to SR 430/Mason Blvd
SR 430/Mason Ave. to US 92/ISB
US 92/ISB to Bellevue Ave.
Bellevue Ave. to SR 400/Beville Rd.
SR 400/Beville Rd. to Big Tree
Big Tree to Madeline Ave.
Madeline Ave to SR 421/Dunlawton Ave.
SR 421/Dunlawton Ave. to Spruce Creek
Spruce Creek Rd. to US 1
459
518
510
528
366
5088
5090
348
363
363
1017
1016
458
SR 11
SR 11
SR 11
SR 15A
SR 15A
SR 15A
SR 15A
SR 15A
SR 15A
SR 15A
US 17 to Glenwood Rd.
Glenwood Rd. to CR 92
CR 92 to Plymouth Ave.
Plymouth Ave. to SR 44/New York Ave.
SR 44/New York Ave. to Beresford Ave.
Beresford Ave. to New Hampshire Ave.
New Hampshire Ave. to US 17/92
466
465
537
463
474
6
1005
Yes
Yes
Yes
Yes
Yes
Yes
Yes
SR 40
SR 40
SR 40
SR 40
SR 40
SR 40
SR 40
SR 40
SR 40
SR 40
SR 40
SR 40
SR 40
0050-L
533
344
530
530
523
499
499
522
489
1020
171
5128
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44
SR 44/SR A1A/S Causeway
SR 44/SR A1A/S Causeway
SR 44/SR A1A/3rd Ave/Atlantic
0010-L
1007
1007
290
274
447
5012
5015
5019
80
19
259
538
480
41
1011
1012
423
423
515
514
207
5180
5043
Cycle 10-2
2014
Evacuation
Route
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Roadway
Maintaining
Agency
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
2014
Roadway on
County's
Thoroughfare
2014
No. of
Lanes
2
2
2
2
2
2
2
2
4
4
4
4
4
4
4
4
4
Posted
Speed
45
45
35
45
55
55
40
35
35
35
35
35
35
35
35
35
35
2005
AADT
6,700
8,500
10,100
7,300
10,500
10,500
17,600
17,400
19,700
21,000
17,700
16,000
14,600
16,000
15,600
17,400
28,500
2006
AADT
6,100
7,500
8,700
6,000
16,300
16,300
16,500
18,400
19,100
20,000
16,700
15,400
13,300
19,500
13,900
18,800
29,000
2007
AADT
5,600
6,800
7,800
5,500
17,100
17,100
16,600
18,100
19,800
24,000
24,300
21,500
15,400
18,900
14,900
13,000
29,500
2008
AADT
4,900
5,600
7,700
4,600
17,300
17,300
17,500
17,100
17,700
20,000
16,600
23,500
13,300
10,500
16,900
16,700
30,000
2009
AADT
6,000
6,400
9,200
6,000
15,100
15,100
16,400
17,900
19,500
18,500
17,900
17,400
12,800
11,400
11,800
15,800
27,000
2010
AADT
4,800
6,000
7,700
5,000
15,700
15,700
15,800
16,800
16,500
17,000
19,800
17,800
12,200
10,100
16,100
15,500
24,500
2011
AADT
5,000
6,200
7,600
4,700
15,500
15,500
18,500
15,600
16,600
17,100
20,800
15,200
11,200
10,700
13,800
13,700
27,000
2012
AADT
4,700
5,900
7,700
4,600
15,300
15,300
15,100
12,300
17,600
16,400
17,100
16,500
12,000
10,400
11,400
11,200
26,000
2013
AADT
5,200
6,500
8,800
5,100
15,800
15,800
15,400
14,000
16,400
17,800
15,200
17,300
12,700
12,500
12,800
12,500
26,000
2014
Vol. Co.
2014
Allowable
AADT*
LOS
5,700
D
6,200
D
8,900
D
5,400
D
15,500
D
15,500
D
15,700
D
16,600
D
15,600
D
18,200
D
16,300
D
15,300
D
11,900
D
11,900
D
13,200
D
11,800
D
28,000
D
DAILY
2014
LOS
Capacity
24,200
17,700
17,700
24,200
24,200
24,200
24,200
24,200
39,800
39,800
39,800
39,800
39,800
39,800
39,800
39,800
39,800
DAILY
2014
V/C
Ratio
0.24
0.35
0.50
0.22
0.64
0.64
0.65
0.69
0.39
0.46
0.41
0.38
0.30
0.30
0.33
0.30
0.70
DAILY
2014
LOS
B
C
D
B
C
C
C
C
D
D
D
D
C
C
C
C
D
PEAK 2Way
2014
LOS
Capacity
2,170
1,600
1,330
2,170
2,170
2,170
2,170
2,170
2,920
2,920
2,920
2,920
2,920
2,920
2,920
2,920
2,920
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
1.00
0.51
1.15
2.06
1.47
1.22
1.07
1.00
0.70
1.61
1.30
1.08
1.44
4
6
6
6
6
6
6
6
6
5
4
4
4
45
45
45
45
45
45
45
50
50
50
45
45
45
N+S
N+S
N+S
N+S
N+S
N+S
N+S
N+S
N+S
N+S
N+S
N+S
N+S
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_6L_D_WL
UA_SSAC1_2W_6L_D_WL
UA_SSAC1_2W_6L_D_WL
UA_SSAC1_2W_6L_D_WL
UA_SSAC1_2W_6L_D_WL
UA_SSAC1_2W_6L_D_WL
UA_SSAC1_2W_6L_D_WL
UA_SSAC1_2W_6L_D_WL
UA_SSAC1_2W_5L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
11,800
21,500
23,500
25,000
32,500
36,000
41,000
40,000
30,000
30,000
25,000
23,500
16,400
15,900
24,500
29,000
31,000
31,500
35,000
38,500
39,000
30,000
30,000
26,000
25,500
17,400
14,700
26,000
29,500
31,000
31,000
35,000
38,000
38,000
28,500
28,500
26,000
24,500
16,900
14,000
24,500
29,000
30,500
32,500
32,000
38,000
37,000
29,000
29,000
26,500
24,500
17,100
13,400
23,000
27,500
29,000
30,000
33,500
34,500
34,500
27,500
27,500
26,500
25,000
16,700
12,800
23,000
26,500
29,000
29,500
32,000
35,000
35,000
28,500
28,500
27,000
25,500
16,900
12,800
24,000
24,000
28,000
27,500
30,000
32,500
34,000
27,000
27,000
26,500
23,500
16,800
12,300
23,500
28,500
28,500
27,000
30,000
32,000
33,000
25,500
25,500
25,500
25,000
16,300
12,400
23,500
27,500
26,000
25,500
31,000
33,000
33,000
26,500
26,500
26,000
24,500
16,800
13,100
23,500
25,500
26,500
26,500
31,500
32,500
34,500
26,500
26,500
27,000
26,000
17,900
D
D
D
D
D
D
D
D
D
D
D
D
D
39,800
59,900
59,900
59,900
59,900
59,900
59,900
59,900
59,900
49,850
39,800
39,800
39,800
0.33
0.39
0.43
0.44
0.44
0.53
0.54
0.58
0.44
0.53
0.68
0.65
0.45
C
C
C
C
C
C
C
C
C
C
C
C
C
3,580
5,390
5,390
5,390
5,390
5,390
5,390
5,390
5,390
4,490
3,580
3,580
3,580
FDOT
FDOT
FDOT
Yes
Yes
Yes
2.42
9.19
2.45
2
2
2
60
60
55
N+S
N+S
N+S
RUA_UFH_2W_2L_U_0L
RUA_UFH_2W_2L_U_0L
UA_UFH_2W_2L_U_WL
3,100
3,200
7,200
3,000
3,000
7,200
3,200
3,100
6,800
2,600
2,700
6,900
2,400
2,600
6,400
2,200
2,600
6,000
2,000
2,700
6,100
2,200
2,700
6,000
2,100
2,800
6,300
2,400
2,900
6,200
C
C
D
6,300
6,300
24,200
0.38
0.46
0.26
B
B
B
590
590
2,170
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
Yes
Yes
Yes
Yes
Yes
Yes
Yes
1.11
1.20
0.83
1.01
1.00
0.59
1.17
4
4
4
4
4
4
4
50
50
50
45
45
45
45
N+S
N+S
N+S
N+S
N+S
N+S
N+S
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
11,600
15,000
24,000
26,000
25,500
22,500
22,000
10,900
13,700
23,000
27,000
24,500
24,000
22,500
11,400
15,100
23,500
26,000
24,500
22,000
22,000
10,600
13,800
22,500
26,500
23,500
21,000
21,000
10,800
14,000
22,000
25,500
22,500
20,000
21,000
10,700
13,800
22,000
23,500
22,500
19,200
19,100
10,300
13,800
22,500
21,900
21,500
21,000
19,700
10,200
13,100
18,900
23,000
21,000
20,500
19,000
10,600
13,600
21,500
23,000
22,000
21,000
20,500
10,500
13,400
20,800
25,000
22,000
20,100
21,000
D
D
D
D
D
D
D
37,900
37,900
37,900
37,900
37,900
37,900
37,900
0.28
0.35
0.55
0.66
0.58
0.53
0.55
C
C
C
C
C
C
C
3,580
3,580
3,580
3,580
3,580
3,580
3,580
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
0.86
5.58
6.69
6.83
1.25
4.36
0.79
1.58
1.06
1.33
1.11
0.37
2
2
2
2
2
4
4
4
4
4
4
4
4
45
55
55
60
60
60
60
50
50
50
45
35
35
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
RDA_UFH_2W_2L_U_WL
RDA_UFH_2W_2L_U_WL
RDA_UFH_2W_2L_U_WL
RDA_UFH_2W_2L_U_WL
RDA_UFH_2W_2L_U_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC2_2W_4L_D_WL
UA_SSAC2_2W_4L_D_WL
8,800
7,300
6,900
5,600
5,600
13,000
28,500
28,500
38,500
37,000
31,500
39,500
23,000
8,700
7,600
7,500
5,800
5,800
13,500
28,000
28,000
36,500
36,000
33,000
35,500
23,000
8,300
8,700
8,300
6,000
6,000
11,200
28,500
28,500
38,000
36,000
32,500
34,500
25,000
7,200
7,600
7,200
5,800
5,800
10,800
26,500
26,500
37,500
35,000
32,000
36,500
24,000
7,500
7,700
7,000
5,700
5,700
10,800
29,000
29,000
35,500
33,500
32,000
34,500
22,000
7,100
6,800
6,500
6,000
6,000
10,000
27,000
27,000
36,000
33,000
29,500
34,000
19,500
6,800
7,000
6,500
4,800
4,800
10,600
27,000
27,000
36,000
33,000
30,000
34,000
20,500
6,400
6,800
6,600
5,400
5,400
9,400
26,500
26,500
33,000
33,000
30,000
33,500
18,000
7,300
6,300
5,900
5,500
5,500
9,400
27,000
27,000
33,500
32,000
30,000
34,000
18,900
8,000
6,800
6,200
5,600
5,600
10,000
27,000
27,000
34,500
33,000
30,000
31,500
19,500
C
C
C
C
C
D
D
D
D
D
D
D
D
16,400
16,400
16,400
16,400
16,400
37,900
37,900
37,900
39,800
39,800
39,800
32,400
32,400
0.49
0.41
0.38
0.34
0.34
0.26
0.71
0.71
0.87
0.83
0.75
0.97
0.60
B
B
B
B
B
C
C
C
C
C
C
D
D
1,550
1,550
1,550
1,550
1,550
3,580
3,580
3,580
3,580
3,580
3,580
2,920
2,920
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
FDOT
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
1.19
1.26
0.70
0.71
0.50
0.51
0.50
1.00
0.51
0.94
1.18
0.98
0.74
5.93
3.56
1.14
1.70
2.05
2.83
1.35
1.30
0.35
0.50
2
2
2
2
2
2
2
2
2
2
2
2
4
4
4
4
4
4
4
4
4
4
4
4
45
55
45
55
40
40
35-40
25-35
35/40/45
45
45
45-50
45
55
65
65
65
65
65
55
45
50
40
40
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
RDA_UFH_2W_2L_U_WL
RDA_UFH_2W_2L_U_WL
UA_UFH_2W_2L_U_WL
UA_UFH_2W_2L_U_WL
UA_UFH_2W_2L_U_WL
UA_SSAC1_2W_2L_U_WL
UA_SSAC1_2W_2L_U_WL
UA_SSAC2_2W_2L_U_WL
UA_SSAC1_2W_2L_U_WL
UA_SSAC1_2W_2L_U_WL
UA_SSAC1_2W_2L_U_WL
UA_SSAC1_2W_2L_U_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
RDA_UFH_2W_4L_D_WL
RDA_UFH_2W_4L_D_WL
RDA_UFH_2W_4L_D_WL
RDA_UFH_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
7,700
11,300
11,300
11,700
14,400
13,400
13,100
10,600
14,700
13,200
16,400
16,100
16,200
17,200
17,200
10,300
14,200
14,300
14,300
22,000
18,200
26,000
23,000
13,500
7,500
11,400
11,400
11,600
14,300
13,300
12,900
10,000
15,300
14,600
17,700
18,000
16,800
14,700
14,700
9,400
14,000
18,200
18,200
23,000
19,000
25,500
21,500
13,200
7,200
12,000
12,000
11,500
13,600
12,500
12,300
9,800
13,200
15,600
15,000
17,200
17,200
15,300
12,200
12,200
14,900
18,800
18,800
25,500
20,200
31,000
27,500
16,700
6,500
10,600
10,600
10,500
12,700
12,000
12,200
9,900
15,900
12,600
15,800
17,300
15,100
16,700
13,100
10,900
15,100
15,700
15,700
23,500
19,300
28,000
25,000
16,800
6,200
10,400
10,400
10,800
10,600
12,000
12,200
9,700
13,600
14,500
15,100
17,300
16,300
17,600
15,100
12,000
16,400
18,200
18,200
25,500
22,000
30,000
26,000
18,300
5,600
9,400
9,400
10,400
12,500
11,400
10,900
9,900
13,700
12,300
14,600
17,800
16,800
17,700
15,100
12,400
17,300
17,700
17,700
22,500
22,500
29,500
25,000
17,000
5,900
9,000
9,000
9,700
11,800
11,300
11,100
9,200
13,300
13,300
16,400
18,300
16,800
16,400
13,600
10,500
15,800
16,200
16,200
25,000
17,800
24,000
21,000
14,000
6,200
9,400
9,400
9,300
11,500
11,300
10,900
9,400
13,000
13,000
15,600
17,800
17,500
17,200
14,900
9,900
13,500
14,400
14,400
27,500
18,700
26,500
22,500
15,300
5,500
9,200
9,200
9,700
11,700
10,600
10,600
8,700
14,100
12,600
15,900
18,000
17,000
19,900
16,700
12,200
15,700
18,300
18,300
30,000
19,600
26,500
23,000
14,200
5,600
9,600
9,600
9,800
11,600
10,800
10,300
8,600
12,200
11,900
14,300
16,700
15,200
18,700
16,400
12,500
17,000
17,400
17,400
27,500
18,300
27,000
22,000
14,000
C
C
D
D
D
E
E
E
E
DeLand
DeLand
DeLand
D
D
C
C
C
C
D
D
D
D
D
D
16,400
16,400
24,200
24,200
24,200
18,939
18,939
15,600
18,939
19,800
20,800
19,800
39,800
39,800
25,900
25,900
25,900
25,900
39,800
39,800
39,800
39,800
39,800
39,800
0.34
0.59
0.40
0.40
0.48
0.57
0.54
0.55
0.64
0.60
0.69
0.84
0.38
0.47
0.63
0.48
0.66
0.67
0.44
0.69
0.46
0.68
0.55
0.35
B
C
C
C
C
C
C
D
C
C
C
B
B
B
B
C
C
C
C
C
C
1,550
1,550
2,170
2,170
2,170
1,712
1,712
1,410
1,712
1,712
1,712
1,712
3,580
3,580
3,860
3,860
3,860
4,460
3,580
3,580
3,580
3,580
3,580
3,580
FDOT
FDOT
FDOT
Yes
Yes
Yes
0.17
0.76
0.14
2
2
2
40
40
30
E+W
E+W
E+W
UA_SSAC1_2W_2L_U_WL
UA_SSAC1_2W_2L_U_WL
UA_SSAC2_2W_2L_U_WL
12,800
13,700
10,000
13,100
13,600
9,000
14,800
14,900
8,900
12,500
13,000
9,600
12,200
12,500
9,200
11,200
11,500
8,600
11,400
11,700
9,000
10,800
11,100
9,300
11,300
11,600
10,200
10,500
11,500
8,400
D
D
D
17,700
17,700
14,800
0.59
0.65
0.57
C
C
D
1,600
1,600
1,330
FDOT
Yes
5.44
55
E+W
RUA_UFH_2W_2L_U_WL
6,000
5,700
5,500
8,500
5,200
5,600
6,000
5,600
5,300
8,400
0.63
790
0.50
0.70
4
4
35
35
E+W
E+W
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
18,000
13,600
17,000
12,500
16,900
12,200
16,600
12,400
17,400
14,000
16,400
11,500
16,700
12,100
16,300
11,200
17,300
12,900
18,500
14,100
D
D
39,800
39,800
0.46
0.35
C
C
3,580
3,580
0009-F
527
4
Yes
Yes
516
111
421
2014
Direction
Facility Type
N+S
UA_UFH_2W_2L_U_WL
N+S
UA_SSAC1_2W_2L_U_WL
N+S
UA_SSAC2_2W_2L_U_WL
N+S
UA_UFH_2W_2L_U_WL
N+S
UA_UFH_2W_2L_U_WL
N+S
UA_UFH_2W_2L_U_WL
N+S
UA_UFH_2W_2L_U_WL
N+S
UA_UFH_2W_2L_U_WL
N+S
UA_SSAC2_2W_4L_D_WL
N+S
UA_SSAC2_2W_4L_D_WL
N+S
UA_SSAC2_2W_4L_D_WL
N+S
UA_SSAC2_2W_4L_D_WL
N+S
UA_SSAC2_2W_4L_D_WL
N+S
UA_SSAC2_2W_4L_D_WL
N+S
UA_SSAC2_2W_4L_D_WL
N+S
UA_SSAC2_2W_4L_D_WL
E+W
UA_SSAC2_2W_4L_D_WL
2010
Federal Functional
Classification
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Principal Arterial - Other - Urban
Distance
(in miles)
2.25
1.25
2.10
2.00
1.26
6.42
1.69
0.70
1.70
2.53
0.12
0.90
0.69
2.34
1.29
1.05
1.25
SR 46
0416-B
1000-F
5012-F
Yes
Yes
FDOT
FDOT
501
5189
511
502
Yes
Yes
Yes
Yes
FDOT
FDOT
FDOT
FDOT
Yes
Yes
Yes
Yes
0.28
1.91
0.68
1.34
4
4
4
4
55
55
45
45
E+W
E+W
E+W
E+W
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
UA_SSAC1_2W_4L_D_WL
27,500
27,500
35,000
28,500
28,500
28,500
34,500
26,000
25,500
29,000
34,000
25,000
24,500
27,500
32,500
26,000
24,000
27,500
32,500
24,500
24,500
27,500
31,000
24,500
24,000
27,000
32,000
23,000
24,000
26,500
33,000
24,000
26,500
28,500
33,000
24,500
28,000
31,000
33,000
25,500
D
D
D
D
39,800
39,800
39,800
39,800
0.70
0.78
0.83
0.64
C
C
C
C
3,580
3,580
3,580
3,580
SR 415
SR 415
SR 415
SR 415
SR 415
SR 44 to Acorn Lake Rd
Acorn Lake Rd to Howland Blvd.
Howland Blvd. to Enterprise-Osteen Rd.
Enterprise-Osteen Rd. to Seminole Co.
Volusia Co. Line to SR 46
1009
321
437
25
0279-S
Yes
Yes
Yes
Yes
Yes
FDOT
FDOT
FDOT
FDOT
FDOT
Yes
Yes
Yes
Yes
10.49
0.88
1.83
4.39
0.90
2
2
2
2
2
55
55
55
55
55
N+S
N+S
N+S
N+S
N+S
RDA_UFH_2W_2L_U_WL
UA_UFH_2W_2L_U_WL
UA_UFH_2W_2L_U_WL
UA_UFH_2W_2L_U_WL
UA_UFH_2W_2L_U_WL
9,700
6,100
14,200
17,700
15,400
9,500
7,300
14,000
17,500
14,900
10,500
6,600
15,700
19,300
-
9,100
6,200
15,200
18,200
15,400
9,200
6,700
15,300
17,100
14,100
7,300
6,400
15,100
17,100
14,200
8,300
5,900
15,100
16,800
15,400
7,700
6,500
15,200
16,800
15,200
9,000
6,500
15,200
16,800
15,200
9,000
6,600
15,400
17,000
15,400
C
D
D
D
C
16,400
24,200
24,200
24,200
24,200
0.55
0.27
0.64
0.70
0.64
C
B
C
C
C
1,550
2,170
2,170
2,170
1,530
State Count
State Count
State Count
State Count
State Count
* 2014 AADT's for City of Deltona Port Orange are 2015 AADT's
Page 2
Volusia County 2014 Average Annual Daily Traffic & Historical Counts
Road Name
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Dirksen/DeBary/Doyle
Count
Station
Number
520
521
522
480
481
482
484
485
530
531
533
2014
SIS
Facility
Cycle 10-2
2014
Evacuation
Route
Roadway
Maintaining
Agency
County
County
County
County
County
County
County
County
County
County
County
2014
Roadway on
County's
Thoroughfare
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Distance
(in miles)
1.75
0.20
0.20
0.10
0.65
0.15
0.80
1.20
1.50
2.55
1.50
2014
No. of
Lanes
2
2
4
4
4
4
4
2
2
2
2
Posted
Speed
45
45
35
35
35
35
35
40
40
45
40
2014
Direction
Facility Type
E+W
UA_NSSRC1_2W_2L_U_0L
E+W
UA_NSSRC1_2W_2L_U_0L
E+W
UA_NSSRC2_2W_4L_D_WL
E+W
UA_NSSRC2_2W_4L_D_WL
E+W
UA_NSSRC2_2W_4L_D_WL
E+W
UA_NSSRC2_2W_4L_D_WL
E+W
UA_NSSRC2_2W_4L_D_WL
E+W
UA_NSSRC1_2W_2L_U_0L
E+W
UA_NSSRC1_2W_2L_U_0L
E+W
UA_NSSRC1_2W_2L_U_0L
E+W
UA_NSSRC1_2W_2L_U_0L
2010
Federal Functional
Classification
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
Minor Arterial - Urban
2005
AADT
7,750
13,370
21,200
29,800
20,040
19,650
21,940
13,910
10,260
9,380
5,770
2006
AADT
8,110
13,170
21,670
31,030
20,900
20,070
22,160
12,340
10,030
9,170
5,730
2007
AADT
8,950
16,300
22,930
31,210
20,510
19,980
21,930
13,250
10,760
9,020
6,700
2008
AADT
7,110
11,510
18,940
27,480
17,820
17,150
19,300
11,660
9,120
8,180
5,830
2009
AADT
6,330
10,980
18,470
26,450
17,680
16,970
18,560
11,570
9,670
8,870
6,370
2010
AADT
6,270
10,720
17,940
25,730
17,220
22,090
19,280
10,670
7,590
8,720
5,800
2011
AADT
6,910
11,180
18,660
26,830
17,190
23,180
20,230
11,700
9,420
7,880
6,020
2012
AADT
6,230
10,690
17,850
26,260
17,630
23,030
21,260
12,400
9,580
8,020
5,950
2013
AADT
6,190
9,980
17,380
25,480
17,240
22,400
20,460
11,890
9,220
7,800
5,680
6,140
12,430
11,410
11,790
5,500
6,220
5,360
6,150
12,740
11,590
12,090
5,670
6,710
5,870
1,220
5,910
11,350
10,550
10,430
5,570
6,980
6,010
1,660
6,530
11,530
10,400
10,310
5,060
6,330
5,700
1,800
6,760
11,350
10,150
10,230
5,380
6,560
5,540
7,500
6,130
10,080
9,930
10,530
6,900
480
690
1,280
720
1,230
2014
Vol. Co.
2014
Allowable
AADT*
LOS
6,680
E
10,660
E
17,850
E
24,950
E
17,240
E
24,130
E
20,600
E
11,950
E
9,240
E
7,670
E
5,450
E
DAILY
2014
V/C
Ratio
0.49
0.78
0.59
0.82
0.57
0.79
0.68
0.88
0.68
0.56
0.40
E
E
E
E
E
E
E
E
17,050
17,050
14,040
37,970
30,420
14,040
14,040
13,640
D
D
D
D
D
D
D
C
C
DAILY
2014
LOS
C
C
D
D
D
D
D
C
C
C
C
PEAK 2Way
2014
LOS
Capacity
1,230
1,230
2,740
2,740
2,740
2,740
2,740
1,230
1,230
1,230
1,230
0.14
0.41
0.86
0.28
0.36
0.36
0.44
0.38
C
C
D
C
C
C
C
C
1,540
1,540
1,270
3,410
2,740
1,270
1,270
1,020
10,660
10,660
10,660
10,660
13,990
10,660
10,660
0.74
0.59
0.95
0.96
0.77
0.67
0.05
D
D
D
D
D
D
C
960
960
960
960
1,260
960
960
6,300
6,300
0.10
0.17
B
B
590
590
716
717
718(DB-54)
719(DB-46)
720
631
1170
1171
County
County
County
County
County
County
County
County
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
0.75
1.00
0.85
1.00
1.20
0.40
0.60
0.35
2
2
2
4
4
2
2
2
40
40
35
40
35
30
30
30
E+W
E+W
E+W
E+W
E+W
E+W
E+W
E+W
UA_NSSRC1_2W_2L_U_WL
UA_NSSRC1_2W_2L_U_WL
UA_NSSRC2_2W_2L_U_WL
UA_NSSRC1_2W_4L_D_WL
UA_NSSRC2_2W_4L_D_WL
UA_NSSRC2_2W_2L_U_WL
UA_NSSRC2_2W_2L_U_WL
UA_NSSRC2_2W_2L_U_0L
13,512
13,440
12,210
5,960
7,530
6,750
16,618
13,190
11,760
5,640
7,080
6,250
19,622
13,780
12,880
6,200
7,650
6,770
13,264
13,770
11,330
5,590
7,050
6,640
DLT-45.000
DLT-45.010
DLT-45.020
DLT-45.040
DLT-45.050
DLT-45.060
DLT-45.080
City
City
City
City
City
City
City
No
No
No
No
No
No
No
1.50
1.00
1.05
1.00
0.15
0.70
0.50
2
2
2
2
2
2
2
35
35
35
35
35
35
30
E+W
E+W
E+W
E+W
E+W
E+W
E+W
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_D_WL
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
12,570
8,890
13,360
12,590
13,980
11,960
680
10,153
7,158
11,751
5,591
6,068
4,736
592
5,142
4,805
11,772
10,554
13,766
8,571
943
Emporia Rd.
Emporia Rd.
SR 40 to Peterson/Blackburn
Peterson/Blackburn to US 17
560
564
County
County
Yes
Yes
3.00
1.45
2
2
40
40
N+S
E+W
RUA_UFH_2W_2L_U_0L
RUA_UFH_2W_2L_U_0L
790
1,330
1,030
1,640
800
1,210
570
County
Yes
0.10
35
E+W
UA_NSSRC2_2W_2L_U_0L
7,480
7,400
7,110
7,500
7,210
7,640
7,460
7,000
7,740
7,900
13,640
0.58
1,020
Enterprise Rd.
Enterprise Rd.
Enterprise Rd.
Enterprise Rd.
Enterprise Rd.
586
585
584
582
581
County
County
County
County
County
Yes
Yes
Yes
Yes
Yes
0.50
0.50
1.55
0.50
1.10
4
4
4
4
2
35
45
45
35
35
N+S
N+S
N+S
N+S
N+S
UA_NSSRC2_2W_4L_D_WL
UA_NSSRC1_2W_4L_D_WL
UA_NSSRC1_2W_4L_D_WL
UA_NSSRC2_2W_4L_D_WL
UA_NSSRC2_2W_2L_U_WL
22,530
23,030
21,140
14,390
6,290
24,250
24,860
20,510
14,090
6,310
23,270
25,370
23,720
15,750
6,860
23,090
24,100
23,150
14,720
5,990
23,210
25,340
24,490
14,990
6,100
22,160
23,250
23,470
12,530
7,030
22,090
23,670
23,460
15,330
7,800
20,900
22,790
23,750
14,620
7,150
19,330
20,710
21,590
14,110
7,270
20,650
22,110
23,790
15,010
7,390
E
E
E
E
E
30,420
37,970
37,970
30,420
14,040
0.68
0.58
0.63
0.49
0.53
D
C
C
D
D
2,740
3,410
3,410
2,740
1,270
Enterprise-Osteen Rd.
Enterprise-Osteen Rd.
Enterprise-Osteen Rd.
Providence to Garfield Rd
Garfield Rd to Reed Ellis Rd.
Reed Ellis Rd. to SR 415
600
601
602
County
County
County
Yes
Yes
Yes
1.50
1.70
2.50
2
2
2
30
35
35
E+W
E+W
E+W
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
2,840
1,910
1,330
2,970
1,960
1,270
2,790
2,020
1,350
2,580
1,870
1,150
2,480
1,840
1,210
2,570
1,750
1,050
2,690
1,850
1,160
2,470
1,690
1,080
2,470
1,690
1,160
2,490
1,760
1,140
E
E
E
10,220
10,220
10,220
0.24
0.17
0.11
C
C
C
1,020
1,020
1,020
Euclid Ave.
Euclid Ave.
Euclid Ave.
Euclid Ave.
Euclid Ave.
610
611
612
613
614
County
County
County
County
County
No
No
No
No
No
0.25
0.25
0.50
0.75
0.50
2
2
2
2
2
35
30
30
30
30
E+W
E+W
E+W
E+W
E+W
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
1,670
1,770
2,990
3,000
2,096
1,570
1,640
2,860
2,790
1,850
1,860
1,950
3,400
3,310
2,140
1,200
1,370
2,300
2,500
2,080
1,220
1,380
2,390
2,740
1,940
1,190
1,340
2,270
2,520
2,180
1,190
1,360
2,310
2,440
2,150
1,080
1,270
2,300
2,510
2,200
1,150
1,330
2,290
2,430
2,150
1,030
1,220
2,140
2,380
2,210
E
E
E
E
E
13,640
13,640
13,640
13,640
13,640
0.08
0.09
0.16
0.17
0.16
C
C
C
C
C
1,020
1,020
1,020
1,020
1,020
3,639
4,199
8,310
4,740
7,960
4,500
8,270
4,740
8,820
5,120
5,890
4,980
-
920
1,540
DLT-55.010
City
No
0.85
30
E+W
UA_NSSRC2_2W_2L_U_0L
n/c
4,610
640
641
FDOT
City
Yes
Yes
0.40
0.40
2
2
35
20
E+W
E+W
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
5,610
9,420
Flomich St.
Flomich St.
650
County
City
Yes
No
0.30
1.40
2
2
30
25
E+W
E+W
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
5,520
-
661
662
660
City
City
City
No
No
No
1.75
2.25
0.60
2
2
2
35
35
35
N+S
UA_NSSRC2_2W_2L_U_0L
N+S & E+W UA_NSSRC2_2W_2L_U_0L
E+W
UA_NSSRC2_2W_2L_U_0L
1,080
410
1,140
DLT-60.000
DLT-60.020
DLT-60.030
DLT-60.050
DLT-60.070
DLT-60.100
DLT-60.110
City
City
City
City
City
City
City
No
No
No
No
No
No
No
1.00
0.50
0.85
0.55
2.25
0.75
0.55
2
2
2
2
2
2
2
30
35
35
35
35
35
35
N+S
N+S
N+S
N+S
N+S
E+W
E+W
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_D_WL
UA_NSSRC2_2W_2L_D_WL
UA_NSSRC2_2W_2L_D_WL
UA_NSSRC2_2W_2L_D_WL
UA_NSSRC2_2W_2L_D_WL
UA_NSSRC2_2W_2L_U_0L
2,910
12,290
7,470
13,530
6,880
4,760
3,810
French Ave.
French Ave.
French Ave.
690
691
694
County
County
County
No
No
Yes
1.00
1.25
1.00
2
2
2
30
35
35
E+W
E+W
E+W
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
170
540
6,100
Garfield Ave.
Garfield Ave.
Garfield Ave.
US 92 to Plymouth Ave.
Plymouth Ave. to SR 44
SR 44 to Beresford Ave.
702
700
698
County
County
City
Yes
Yes
No
0.85
1.00
1.00
2
2
2
30
30
30
N+S
N+S
N+S
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
n/c
n/c
n/c
1,930
2,270
-
Garfield Rd.
711
County
Yes
0.90
40
N+S
UA_NSSRC1_2W_2L_U_0L
1,880
1,680
1,480
1,440
1,590
Glencoe Rd.
Glencoe Rd.
Glencoe Rd.
Pioneer Tr. to SR 44
SR 44 to Paige Ave.
Paige Ave. to Taylor Rd.
732
731
730
County
County
County
No
No
No
0.85
1.10
1.50
2
2
2
35
35
40
N+S
N+S
N+S
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC1_2W_2L_U_0L
1,550
3,750
1,470
1,730
3,550
1,110
1,680
3,830
1,400
1,550
3,750
1,280
1,380
3,300
1,070
Glenwood Rd.
Glenwood Rd.
741
743
County
County
Yes
Yes
1.60
1.25
2
2
35
35
E+W
E+W
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
4,420
2,420
2,270
2,230
1,600
1,330
4,430
2,580
3,980
2,260
756
754
752
751
750
748
County
County
County
County
County
County
Yes
Yes
Yes
Yes
Yes
Yes
1.80
1.30
2.10
0.50
0.90
0.60
2
2
2
2
2
2
40
35
40
40
35
30
N+S
N+S
N+S
N+S
N+S
N+S
UA_NSSRC1_2W_2L_U_0L
UA_NSSRC2_2W_2L_D_WL
UA_NSSRC1_2W_2L_U_0L
UA_NSSRC1_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
2,250
4,360
2,770
1,570
2,600
-
1,990
4,180
2,750
1,500
2,800
2,130
4,330
2,960
1,540
2,980
1,830
4,060
2,610
1,570
2,870
1,770
3,790
2,250
1,280
2,600
-
770
772
775
900
County
County
County
County
Yes
Yes
Yes
Yes
0.50
1.20
0.30
0.90
2
2
2
2
30
30
45
45
E+W
E+W
E+W
E+W
UA_NSSRC2_2W_2L_D_WL
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC1_2W_2L_D_WL
UA_NSSRC1_2W_2L_D_WL
7,780
8,250
18,040
12,970
6,610
6,450
16,590
12,660
780
County
No
0.50
30
E+W
UA_NSSRC2_2W_2L_U_0L
n/c
801
800
City
City
Yes
Yes
1.35
0.70
2
2
35
35
N+S
N+S
UA_NSSRC2_2W_2L_U_0L
UA_NSSRC2_2W_2L_U_0L
* 2014 AADT's for City of Deltona Port Orange are 2015 AADT's
Page 5
850
1,420
5,600
-
6,210
-
1,190
400
1,130
-
1,130
380
1,130
950
270
1,040
3,160
11,901
7,576
14,262
7,154
7,388
3,949
3,280
13,876
7,010
13,768
7,592
8,497
3,108
190
600
7,740
130
530
5,470
160
1,340
5,970
2,390
2,400
2,230
2,240
-
160
510
6,810
2,150
2,490
-
2,700
2,750
-
7,910
8,320
15,840
11,560
7,000
7,590
16,680
13,740
7,570
7,850
17,290
13,250
860
1,880
660
1,060
3,770
10,660
8,560
5,050
9,500
4,130
E
E
13,640
13,640
5,520
5,450
-
5,570
5,430
-
5,140
-
E
E
13,640
13,640
1,090
640
1,340
1,080
770
1,350
1,020
700
E
E
E
13,640
10,220
10,220
130
800
5,320
140
520
5,660
2,240
2,230
970
260
960
-
3,480
7,850
6,280
10,170
10,230
10,750
7,190
500
9,100
5,420
1,150
230
980
690
1,320
2,350
6,940
12,080
10,730
10,830
4,990
6,190
5,210
DAILY
2014
LOS
Capacity
13,640
13,640
30,420
30,420
30,420
30,420
30,420
13,640
13,640
13,640
13,640
1,170
730
1,260
0.35
960
1,020
1,020
0.38
C
-
1,020
0
0.07
0.07
C
C
-
1,020
1,020
1,020
2,250
10,500
8,610
11,570
6,260
8,460
2,840
3,140
11,260
8,160
11,990
6,610
9,410
3,030
D
D
D
D
D
D
D
10,660
13,990
13,990
13,990
13,990
13,990
10,660
0.29
0.80
0.58
0.86
0.47
0.67
0.28
C
D
D
D
C
D
C
960
1,260
1,260
1,260
1,260
1,260
960
180
670
5,240
130
480
4,480
270
1,260
4,870
E
E
E
13,640
13,640
13,640
0.02
0.09
0.36
C
C
C
1,020
1,020
1,020
2,310
2,350
2,330
2,220
2,280
2,140
2,100
1,980
2,100
2,280
1,910
2,300
E
E
E
13,640
13,640
13,640
0.17
0.14
0.17
C
C
C
1,020
1,020
1,020
1,530
1,860
1,680
1,530
1,550
13,640
0.11
1,230
1,370
3,380
1,120
1,670
3,710
1,310
1,820
3,780
1,300
1,930
3,820
1,410
1,870
3,720
1,510
E
E
E
13,640
13,640
13,640
0.14
0.27
0.11
C
C
C
1,020
1,020
1,230
3,980
2,190
4,210
2,140
4,170
2,140
4,030
2,050
4,040
2,000
E
E
13,640
13,640
0.30
0.15
C
C
1,020
1,020
1,750
3,720
2,270
1,290
2,570
1,740
3,700
1,910
1,240
2,250
810
1,720
3,630
2,010
1,270
1,820
860
1,700
3,550
2,080
1,260
2,190
830
1,740
3,550
1,990
1,240
2,280
940
E
E
E
E
E
E
13,640
14,740
12,300
13,640
13,640
13,640
0.13
0.24
0.16
0.09
0.17
0.07
C
C
C
C
C
C
1,230
1,330
1,230
1,230
1,020
1,020
6,110
6,770
16,840
11,530
6,680
6,780
17,570
13,790
6,470
6,520
17,140
11,840
5,550
6,510
16,750
12,970
5,880
7,060
17,160
13,640
E
E
E
E
14,740
13,640
17,900
17,900
0.40
0.52
0.96
0.76
C
D
E
C
1,330
1,020
1,620
1,620
120
13,640
0.01
1,020
E
E
13,640
13,640
1,020
1,020
140
180
190
60
120
100
120
90
3,890
6,760
3,930
7,310
4,460
7,720
3,770
6,610
3,330
6,220
3,850
5,900
3,620
6,080
3,560
5,790
100
-
AADT
---------9800 C
9700 C
9300 C
9700 C
10400 C
10800 C
10500 C
11500 C
11600 C
11700 C
11000 C
11300 C
11300 C
11100 C
10500 C
9800 C
DIRECTION 1
-----------E
5000
E
5000
E
4800
E
4900
E
5300
E
5500
E
5400
E
5900
E
6100
E
6100
E
5600
E
5800
E
5800
E
5700
E
5300
E
4800
DIRECTION 2
-----------W
4800
W
4700
W
4500
W
4800
W
5100
W
5300
W
5100
W
5600
W
5500
W
5600
W
5400
W
5500
W
5500
W
5400
W
5200
W
5000
*K FACTOR
--------9.00
9.00
9.00
9.00
10.39
10.54
10.88
11.05
10.68
10.70
10.40
10.20
8.90
10.60
10.00
10.30
D FACTOR
-------59.20
61.00
61.90
62.20
62.46
62.19
64.83
64.64
60.08
57.20
58.90
55.20
53.80
65.50
62.20
64.20
T FACTOR
-------6.10
5.90
6.50
6.90
5.00
7.40
8.10
9.50
11.10
4.80
10.70
9.30
6.40
4.40
4.60
8.10
County:
1234
Location
Station #:
0290
Highway:
SR 44
14000
Year
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
Observed Count
Fitted Curve
12000
Average Daily Traffic (Vehicles/Day)
Volusia (79)
10000
8000
6000
4000
Traffic (ADT/AADT)
Count*
Trend**
9800
11200
10500
11200
11100
11100
11300
11000
11300
10900
11000
10800
11700
10700
11600
10700
11500
10600
10500
10500
10800
10400
10400
10300
9700
10300
9300
10200
9700
10100
9800
10000
2000
0
1999
2004
2009
2014
2019
2024
Year
-82
25.01%
-0.71%
-0.81%
2029
2034
26-Jul-15
*Axle-Adjusted
AADT
---------1000 C
900 F
900 C
950 C
1100 C
DIRECTION 1
-----------N
500
N
450
N
450
E
450
E
550
DIRECTION 2
-----------S
500
S
450
S
450
W
500
W
550
*K FACTOR
--------9.00
9.00
9.00
10.39
10.54
D FACTOR
-------59.20
61.00
61.90
62.46
62.19
T FACTOR
-------6.70
6.80
6.80
2.40
3.30
County:
1234
Location
1200
1100
1000
1000
1000
900
900
900
2011
2012
2013
800
Volusia (79)
Station #:
Highway:
GRAND AVE
Year
2009
2010
2011
2012
2013
2014
Traffic (ADT/AADT)
Count*
Trend**
1100
1000
1000
1000
900
1000
900
1000
900
900
1000
900
600
400
200
0
2009
2010
Year
-23
27.43%
-2.00%
-2.65%
2014
26-Jul-15
*Axle-Adjusted
County:
1234
Location
Station #:
Highway:
GRAND AVE
3500
Year
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
3000
Average Daily Traffic (Vehicles/Day)
Volusia (79)
2500
2000
Traffic (ADT/AADT)
Count*
Trend**
2600
2900
2800
2800
3000
2700
2900
2600
2600
2600
2600
2500
2300
2400
1800
2300
2200
2200
2300
2100
1500
1000
500
0
2005
2006
2007
2008
2009
2010
2011
2012
Year
-89
55.07%
-3.07%
-4.31%
2013
2014
26-Jul-15
*Axle-Adjusted
Estimates
April 1, 2014
Projections, April 1
2015
2020
2025
2030
2035
2040
SANTA ROSA
159,785
Low
158,300
166,700
173,900
179,700
184,100
188,000
Medium
163,300
178,300
192,300
205,300
217,400
229,300
High
169,700
189,800
210,200
230,700
251,300
272,800
SARASOTA
387,140
Low
378,600
386,800
392,900
397,000
398,100
397,100
Medium
390,500
412,900
433,600
452,800
469,500
484,300
High
405,900
440,300
474,900
509,800
543,300
576,200
SEMINOLE
437,086
Low
429,200
441,600
451,100
457,700
460,500
461,000
Medium
442,800
471,600
498,100
522,300
543,100
562,300
High
460,200
502,700
545,300
587,700
628,500
669,000
SUMTER
111,125
Low
112,100
128,700
141,800
152,700
159,100
162,700
Medium
117,100
141,400
165,200
188,200
210,800
232,500
High
122,600
152,500
185,900
221,600
261,600
304,500
SUWANNEE
44,168
Low
43,400
44,300
45,100
45,600
45,800
45,800
Medium
44,700
47,300
49,700
52,000
54,100
55,900
High
46,500
50,500
54,500
58,500
62,600
66,500
TAYLOR
22,932
Low
22,100
21,600
21,200
20,700
20,100
19,400
Medium
23,000
23,600
24,100
24,700
25,200
25,600
High
24,100
25,600
27,200
28,800
30,500
32,000
UNION
15,647
Low
15,200
15,000
14,800
14,600
14,300
13,900
Medium
15,900
16,400
16,900
17,400
17,900
18,300
High
16,700
17,800
19,000
20,300
21,600
22,800
VOLUSIA
503,851
Low
492,400
495,400
496,200
494,900
491,200
485,400
Medium
507,800
528,300
547,000
563,900
578,800
592,000
High
527,900
563,900
599,800
635,500
670,300
704,400
WAKULLA
31,285
Low
30,500
31,700
32,700
33,600
34,200
34,700
Medium
31,500
33,900
36,100
38,300
40,400
42,300
High
32,700
36,100
39,500
43,100
46,700
50,400
WALTON
59,793
Low
59,400
64,800
69,000
72,500
75,300
76,900
Medium
61,300
69,400
77,300
85,000
92,300
98,600
High
63,700
73,700
85,000
97,000
109,300
121,300
WASHINGTON
24,959
Low
24,200
24,100
23,800
23,500
23,000
22,500
Medium
25,200
26,200
27,200
28,000
28,900
29,600
High
26,500
28,500
30,600
32,700
34,900
37,000
FLORIDA
19,507,369
Low
19,555,500
20,487,400
21,358,900
22,146,100
22,815,200
23,391,900
Medium
19,789,600
21,236,700
22,600,300
23,872,600
25,027,300
26,081,400
High
20,116,000
21,947,100
23,723,400
25,429,800
27,029,400
28,529,000
Legend
Centroid Connector
Number of Lanes = 2
Number of Lanes = 4
Number of Lanes = 6
Number of Lanes = 8
Number of Lanes > 8
MOCF=0.94
Legend
Centroid Connector
Number of Lanes = 2
Number of Lanes = 4
Number of Lanes = 6
Number of Lanes = 8
Number of Lanes > 8
MOCF=0.94
Page 1 of 1
General Information
Analyst
Agency/Co.
Date Performed
Analysis Time Period
JXG
KAI
7/21/2015
AM Peak Hour
Intersection
Jurisdiction
Analysis Year
Project Description
East/West Street: SR 44
Intersection Orientation: East-West
2015
1
L
45
0.91
Eastbound
2
T
481
0.91
3
R
15
0.91
4
L
7
0.91
Westbound
5
T
223
0.91
6
R
11
0.91
49
528
16
245
12
--
--
--
--
1
L
0
0
TR
Undivided
1
L
0
0
TR
1
0
7
L
15
0.91
Northbound
8
T
12
0.91
9
R
2
0.91
10
L
30
0.91
Southbound
11
T
16
0.91
12
R
34
0.91
16
13
32
17
37
1
0
N
0
1
0
N
0
1
LTR
0
0
1
LTR
Lane Configuration
v (veh/h)
Northbound
7
Southbound
9
LTR
0
0
10
11
49
31
86
C (m) (veh/h)
1302
1020
246
351
v/c
0.04
0.01
0.13
0.25
0.12
0.02
0.43
0.95
7.9
8.6
21.7
18.6
LOS
--
--
21.7
18.6
Approach LOS
--
--
HCS+TM
file:///C:/Users/cbergh/AppData/Local/Temp/u2k5D24.tmp
Version 5.6
12
LTR
Generated: 7/24/2015
10:59 AM
7/24/2015
Page 1 of 1
General Information
Analyst
Agency/Co.
Date Performed
Analysis Time Period
Intersection
Jurisdiction
Analysis Year
7/21/2015
PM Peak Hour
Project Description
East/West Street: SR 44
Intersection Orientation: East-West
2015
1
L
56
0.91
Eastbound
2
T
377
0.91
3
R
19
0.91
4
L
4
0.91
Westbound
5
T
461
0.91
6
R
24
0.91
61
414
20
506
26
--
--
--
--
1
L
0
0
TR
Undivided
1
L
0
0
TR
1
0
7
L
18
0.91
Northbound
8
T
19
0.91
9
R
1
0.91
10
L
15
0.91
Southbound
11
T
28
0.91
12
R
95
1.00
19
20
16
30
95
1
0
N
0
1
0
N
0
1
LTR
0
0
1
LTR
Lane Configuration
v (veh/h)
Northbound
7
0
0
Southbound
9
10
11
LTR
LTR
61
40
141
C (m) (veh/h)
1030
1120
159
344
v/c
0.06
0.00
0.25
0.41
0.19
0.01
0.95
1.94
8.7
8.2
35.1
22.5
LOS
--
--
35.1
22.5
Approach LOS
--
--
HCS+TM
file:///C:/Users/cbergh/AppData/Local/Temp/u2k77D9.tmp
Version 5.6
12
Generated: 7/24/2015
11:01 AM
7/24/2015
Page 1 of 1
Site Information
JXG
KAI
7/24/2015
2035 2% Growth AM Peak
Hour
Project Description
East/West Street: SR 44
Intersection Orientation: East-West
Intersection
Jurisdiction
Analysis Year
1
L
63
1.00
Eastbound
2
T
673
1.00
3
R
21
1.00
4
L
10
1.00
Westbound
5
T
312
1.00
6
R
15
1.00
63
673
21
10
312
15
--
--
--
--
0
0
TR
Undivided
1
L
0
0
TR
1
L
7
L
21
1.00
Northbound
8
T
17
1.00
9
R
3
1.00
10
L
42
1.00
Southbound
11
T
22
1.00
12
R
48
1.00
21
17
42
22
48
1
0
N
0
1
0
N
0
1
LTR
0
0
1
LTR
Northbound
8
LTR
41
161
0.25
0.96
34.8
D
34.8
D
HCS+TM Version 5.6
file:///C:/Users/cbergh/AppData/Local/Temp/u2k5F92.tmp
10
0
0
Southbound
11
LTR
112
242
0.46
2.27
32.1
D
32.1
D
Generated: 7/24/2015
12
11:10 AM
7/24/2015
Page 1 of 1
General Information
Analyst
Agency/Co.
Date Performed
Analysis Time Period
JXG
KAI
7/24/2015
Weekday PM Peak Hr
Intersection
Jurisdiction
Analysis Year
1
L
78
1.00
Eastbound
2
T
528
1.00
3
R
27
1.00
4
L
6
1.00
Westbound
5
T
645
1.00
6
R
34
1.00
78
528
27
645
34
--
--
--
--
1
L
0
0
TR
Undivided
1
L
0
0
TR
1
0
7
L
25
1.00
Northbound
8
T
27
1.00
9
R
1
1.00
10
L
21
1.00
Southbound
11
T
40
1.00
12
R
133
1.00
25
27
21
40
133
1
0
N
0
1
0
N
0
1
LTR
0
0
1
LTR
Northbound
7
0
0
Southbound
Movement
10
Lane Configuration
LTR
LTR
11
v (veh/h)
78
53
194
C (m) (veh/h)
908
1010
80
239
v/c
0.09
0.01
0.66
0.81
0.28
0.02
3.08
6.17
9.3
8.6
112.6
63.1
LOS
--
--
112.6
63.1
Approach LOS
--
--
HCS+TM
file:///C:/Users/cbergh/AppData/Local/Temp/u2kB4EB.tmp
Version 5.6
12
Generated: 7/24/2015
2:27 PM
7/24/2015
Demand Information
Approach Movement
Demand (v), veh/h
Signal Information
Cycle, s
80.0
Offset, s
0
Uncoordinated No
Force Mode
Fixed
L
45
Reference Phase
Reference Point
Simult. Gap E/W
Simult. Gap N/S
2
End
On
On
EB
T
481
Green 0.9
Yellow 4.0
Red
0.0
Timer Results
Assigned Phase
Case Number
Phase Duration, s
Change Period, (Y+Rc), s
Max Allow Headway (MAH), s
Queue Clearance Time (gs), s
Green Extension Time (ge), s
Phase Call Probability
Max Out Probability
Movement Group Results
Approach Movement
Assigned Movement
Adjusted Flow Rate (v), veh/h
Adjusted Saturation Flow Rate (s), veh/h/ln
Queue Service Time (gs), s
Cycle Queue Clearance Time (gc), s
Green Ratio (g/C)
Capacity (c), veh/h
Volume-to-Capacity Ratio (X)
Available Capacity (ca), veh/h
Back of Queue (Q), veh/ln (50th percentile)
Queue Storage Ratio (RQ) (50th percentile)
Uniform Delay (d1), s/veh
Incremental Delay (d2), s/veh
Initial Queue Delay (d3), s/veh
Control Delay (d), s/veh
Level of Service (LOS)
Approach Delay, s/veh / LOS
Intersection Delay, s/veh / LOS
Intersection Information
Duration, h
0.25
Area Type
Other
PHF
0.92
Analysis Period 1> 7:00
EBL
5
1.1
8.0
4.0
2.9
2.7
0.0
0.66
0.00
L
5
49
1757
0.7
0.7
0.71
833
0.059
1071
0.1
0.00
3.6
0.0
0.0
3.7
A
6.4
Multimodal Results
Pedestrian LOS Score / LOS
Bicycle LOS Score / LOS
Copyright 2015 University of Florida, All Rights Reserved.
R
15
3.0
0.0
0.0
EBT
2
4.0
58.9
4.0
0.0
0.0
EB
T
2
539
1835
10.5
10.5
0.69
1259
0.428
1259
2.6
0.00
5.6
1.1
0.0
6.7
A
R
12
L
7
51.8
4.0
0.0
R
11
L
15
5.2
4.0
0.0
3.0
4.0
0.0
0.0
0.0
0.0
WBL
1
1.1
4.9
4.0
2.9
2.1
0.0
0.16
0.00
L
1
8
1757
0.1
0.1
0.66
563
0.014
868
0.0
0.00
5.2
0.0
0.0
5.2
A
6.1
10.6
EB
2.0
1.5
WB
T
223
WBT
6
4.0
55.8
4.0
0.0
NBL
WB
T
6
254
1829
4.5
4.5
0.65
1185
0.215
1185
1.3
0.00
5.8
0.4
0.0
6.2
A
R
16
L
3
2.1
0.9
R
2
L
30
NB
T
8
32
1812
1.4
1.4
0.04
68
0.461
268
0.6
0.00
37.7
1.8
0.0
39.5
D
39.5
SB
T
16
NBT
8
12.0
7.0
4.0
3.2
3.4
0.0
0.50
0.00
0.0
SBL
R
18
L
7
R
34
SBT
4
12.0
9.2
4.0
3.2
6.0
0.0
0.86
0.09
SB
T
4
87
1718
4.0
4.0
0.06
111
0.784
236
1.8
0.00
36.9
4.5
0.0
41.4
D
41.4
R
14
B
WB
B
A
NB
T
12
NB
B
A
2.3
0.5
SB
B
A
2.3
0.6
B
A
Demand Information
Approach Movement
Demand (v), veh/h
Signal Information
Cycle, s
80.0
Offset, s
0
Uncoordinated No
Force Mode
Fixed
L
56
Reference Phase
Reference Point
Simult. Gap E/W
Simult. Gap N/S
2
End
On
On
EB
T
377
Green 0.6
Yellow 4.0
Red
0.0
Timer Results
Assigned Phase
Case Number
Phase Duration, s
Change Period, (Y+Rc), s
Max Allow Headway (MAH), s
Queue Clearance Time (gs), s
Green Extension Time (ge), s
Phase Call Probability
Max Out Probability
Movement Group Results
Approach Movement
Assigned Movement
Adjusted Flow Rate (v), veh/h
Adjusted Saturation Flow Rate (s), veh/h/ln
Queue Service Time (gs), s
Cycle Queue Clearance Time (gc), s
Green Ratio (g/C)
Capacity (c), veh/h
Volume-to-Capacity Ratio (X)
Available Capacity (ca), veh/h
Back of Queue (Q), veh/ln (50th percentile)
Queue Storage Ratio (RQ) (50th percentile)
Uniform Delay (d1), s/veh
Incremental Delay (d2), s/veh
Initial Queue Delay (d3), s/veh
Control Delay (d), s/veh
Level of Service (LOS)
Approach Delay, s/veh / LOS
Intersection Delay, s/veh / LOS
Intersection Information
Duration, h
0.25
Area Type
Other
PHF
0.91
Analysis Period 1> 7:00
EBL
5
1.1
8.5
4.0
2.9
3.0
0.0
0.75
0.00
L
5
62
1757
1.0
1.0
0.67
548
0.112
680
0.2
0.00
6.2
0.0
0.0
6.2
A
7.6
Multimodal Results
Pedestrian LOS Score / LOS
Bicycle LOS Score / LOS
Copyright 2015 University of Florida, All Rights Reserved.
R
19
3.9
0.0
0.0
EBT
2
4.0
55.0
4.0
0.0
0.0
EB
T
2
435
1829
9.1
9.1
0.64
1165
0.374
1165
2.6
0.00
6.9
0.9
0.0
7.8
A
R
12
L
4
47.0
4.0
0.0
R
24
L
18
8.9
4.0
0.0
3.6
4.0
0.0
0.0
0.0
0.0
WBL
1
1.1
4.6
4.0
2.9
2.1
0.0
0.09
0.00
WBT
6
4.0
51.0
4.0
0.0
NBL
L
3
2.1
1.4
R
1
L
15
NB
T
8
42
1829
1.8
1.8
0.05
83
0.503
186
0.8
0.00
37.3
1.8
0.0
39.1
D
SBL
R
18
L
7
R
95
SBT
4
12.0
12.9
4.0
3.3
9.1
0.1
0.97
1.00
SB
T
4
152
1666
7.1
7.1
0.11
184
0.822
229
3.5
0.00
34.8
14.4
0.0
49.2
D
49.2
R
14
B
NB
B
A
SB
T
28
NBT
8
12.0
7.6
4.0
3.1
3.8
0.0
0.60
0.12
39.1
WB
B
A
NB
T
19
0.0
WB
L
T
R
1
6
16
4
533
1757 1828
0.1
13.6
0.1
13.6
0.59 0.59
571 1075
0.008 0.496
790 1075
0.0
4.4
0.00 0.00
6.9
9.6
0.0
1.6
0.0
0.0
6.9
11.2
A
B
11.2
B
15.4
EB
2.1
1.3
WB
T
461
2.3
0.6
SB
B
A
2.3
0.7
B
A
L
63
Reference Phase
Reference Point
Simult. Gap E/W
Simult. Gap N/S
2
End
On
On
Green 1.2
Yellow 4.0
Red
0.0
Timer Results
Assigned Phase
Case Number
Phase Duration, s
Change Period, (Y+Rc), s
Max Allow Headway (MAH), s
Queue Clearance Time (gs), s
Green Extension Time (ge), s
Phase Call Probability
Max Out Probability
Movement Group Results
Approach Movement
Assigned Movement
Adjusted Flow Rate (v), veh/h
Adjusted Saturation Flow Rate (s), veh/h/ln
Queue Service Time (gs), s
Cycle Queue Clearance Time (gc), s
Green Ratio (g/C)
Capacity (c), veh/h
Volume-to-Capacity Ratio (X)
Available Capacity (ca), veh/h
Back of Queue (Q), veh/ln (50th percentile)
Queue Storage Ratio (RQ) (50th percentile)
Uniform Delay (d1), s/veh
Incremental Delay (d2), s/veh
Initial Queue Delay (d3), s/veh
Control Delay (d), s/veh
Level of Service (LOS)
Approach Delay, s/veh / LOS
Intersection Delay, s/veh / LOS
EB
T
673
EBL
5
1.1
8.5
4.0
2.9
2.6
0.1
0.75
0.00
L
5
63
1757
0.6
0.6
0.80
880
0.072
1143
0.0
0.00
1.9
0.0
0.0
2.0
A
4.5
Multimodal Results
Pedestrian LOS Score / LOS
Bicycle LOS Score / LOS
Copyright 2015 University of Florida, All Rights Reserved.
R
21
3.3
0.0
0.0
EBT
2
4.0
65.3
4.0
0.0
0.0
EB
T
2
694
1835
11.4
11.4
0.77
1406
0.494
1406
1.8
0.00
3.5
1.2
0.0
4.8
A
R
12
Intersection Information
Duration, h
0.25
Area Type
Other
PHF
1.00
Analysis Period 1> 7:00
L
10
58.0
4.0
0.0
R
15
L
21
5.5
4.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
WBL
1
1.1
5.2
4.0
2.9
2.1
0.0
0.20
0.00
L
1
10
1757
0.1
0.1
0.74
559
0.018
895
0.0
0.00
3.4
0.0
0.0
3.4
A
4.1
8.5
EB
2.2
1.7
WB
T
312
WBT
6
4.0
62.0
4.0
0.0
NBL
WB
T
6
327
1830
4.8
4.8
0.72
1326
0.247
1326
1.0
0.00
3.7
0.4
0.0
4.1
A
R
16
2.2
1.0
R
3
L
42
NB
L
T
R
3
8
18
21
20
1338 1832
1.2
0.8
4.5
0.8
0.07 0.07
128
126
0.164 0.159
303
366
0.4
0.4
0.00 0.00
38.4 35.1
0.2
0.2
0.0
0.0
38.6 35.3
D
D
37.0
D
SBL
L
7
42
1400
2.3
3.1
0.07
172
0.244
356
0.8
0.00
36.5
0.3
0.0
36.8
D
37.6
A
NB
B
A
2.3
0.6
SB
T
22
NBT
8
6.0
9.5
4.0
3.2
6.5
0.2
0.60
0.00
0.0
WB
B
A
NB
T
17
R
48
SBT
4
6.0
9.5
4.0
3.2
5.3
0.2
0.92
0.00
SB
T
4
70
1675
3.3
3.3
0.07
115
0.608
335
1.3
0.00
36.2
1.9
0.0
38.1
D
R
14
SB
B
A
2.3
0.7
B
A
L
78
Reference Phase
Reference Point
Simult. Gap E/W
Simult. Gap N/S
2
End
On
On
Green 0.7
Yellow 4.0
Red
0.0
Timer Results
Assigned Phase
Case Number
Phase Duration, s
Change Period, (Y+Rc), s
Max Allow Headway (MAH), s
Queue Clearance Time (gs), s
Green Extension Time (ge), s
Phase Call Probability
Max Out Probability
Movement Group Results
Approach Movement
Assigned Movement
Adjusted Flow Rate (v), veh/h
Adjusted Saturation Flow Rate (s), veh/h/ln
Queue Service Time (gs), s
Cycle Queue Clearance Time (gc), s
Green Ratio (g/C)
Capacity (c), veh/h
Volume-to-Capacity Ratio (X)
Available Capacity (ca), veh/h
Back of Queue (Q), veh/ln (50th percentile)
Queue Storage Ratio (RQ) (50th percentile)
Uniform Delay (d1), s/veh
Incremental Delay (d2), s/veh
Initial Queue Delay (d3), s/veh
Control Delay (d), s/veh
Level of Service (LOS)
Approach Delay, s/veh / LOS
Intersection Delay, s/veh / LOS
EB
T
529
EBL
5
1.1
8.9
4.0
2.9
2.9
0.1
0.82
0.00
L
5
78
1757
0.9
0.9
0.75
543
0.144
692
0.1
0.00
5.0
0.0
0.0
5.0
A
5.7
Multimodal Results
Pedestrian LOS Score / LOS
Bicycle LOS Score / LOS
Copyright 2015 University of Florida, All Rights Reserved.
R
27
0.2
4.0
0.0
EBT
2
4.0
61.0
4.0
0.0
0.0
EB
T
2
556
1829
10.1
10.1
0.71
1302
0.427
1302
2.3
0.00
4.8
1.0
0.0
5.8
A
R
12
Intersection Information
Duration, h
0.25
Area Type
Other
PHF
1.00
Analysis Period 1> 7:00
L
6
WB
T
645
R
34
L
25
52.8
4.0
0.0
10.3
4.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
WBL
1
1.1
4.7
4.0
2.9
2.1
0.0
0.12
0.00
L
1
6
1757
0.1
0.1
0.67
579
0.010
820
0.0
0.00
4.8
0.0
0.0
4.8
A
9.2
12.2
EB
2.2
1.5
WBT
6
4.0
56.8
4.0
0.0
NBL
WB
T
6
679
1828
16.1
16.1
0.66
1206
0.563
1206
4.5
0.00
7.4
1.9
0.0
9.3
A
R
16
2.2
1.6
R
1
L
21
NB
L
T
R
3
8
18
25
28
1219 1869
1.6
1.1
9.8
1.1
0.13 0.13
122
240
0.204 0.117
210
374
0.5
0.5
0.00 0.00
38.7 30.8
0.3
0.1
0.0
0.0
39.0 30.9
D
C
34.7
C
SBL
L
7
21
1390
1.1
2.1
0.13
250
0.084
350
0.4
0.00
31.8
0.1
0.0
31.9
C
37.6
B
NB
B
A
2.3
0.6
SB
T
40
NBT
8
6.0
14.3
4.0
3.3
11.8
0.2
0.69
0.45
0.0
WB
B
A
NB
T
27
R
133
SBT
4
6.0
14.3
4.0
3.3
10.2
0.3
0.99
0.11
SB
T
4
173
1653
8.2
8.2
0.13
212
0.815
331
3.4
0.00
33.9
4.4
0.0
38.3
D
R
14
SB
B
A
2.3
0.8
B
A
Demand Information
Approach Movement
Demand (v), veh/h
Signal Information
Cycle, s
80.0
Offset, s
0
Uncoordinated No
Force Mode
Fixed
L
90
Reference Phase
Reference Point
Simult. Gap E/W
Simult. Gap N/S
2
End
On
On
EB
T
962
Green 1.6
Yellow 4.0
Red
0.0
Timer Results
Assigned Phase
Case Number
Phase Duration, s
Change Period, (Y+Rc), s
Max Allow Headway (MAH), s
Queue Clearance Time (gs), s
Green Extension Time (ge), s
Phase Call Probability
Max Out Probability
Movement Group Results
Approach Movement
Assigned Movement
Adjusted Flow Rate (v), veh/h
Adjusted Saturation Flow Rate (s), veh/h/ln
Queue Service Time (gs), s
Cycle Queue Clearance Time (gc), s
Green Ratio (g/C)
Capacity (c), veh/h
Volume-to-Capacity Ratio (X)
Available Capacity (ca), veh/h
Back of Queue (Q), veh/ln (50th percentile)
Queue Storage Ratio (RQ) (50th percentile)
Uniform Delay (d1), s/veh
Incremental Delay (d2), s/veh
Initial Queue Delay (d3), s/veh
Control Delay (d), s/veh
Level of Service (LOS)
Approach Delay, s/veh / LOS
Intersection Delay, s/veh / LOS
Intersection Information
Duration, h
0.25
Area Type
Other
PHF
1.00
Analysis Period 1> 7:00
EBL
5
1.1
9.2
4.0
2.9
2.9
0.1
0.86
0.00
L
5
90
1757
0.9
0.9
0.78
745
0.121
960
0.1
0.00
2.7
0.0
0.0
2.7
A
8.7
Multimodal Results
Pedestrian LOS Score / LOS
Bicycle LOS Score / LOS
Copyright 2015 University of Florida, All Rights Reserved.
R
30
3.6
0.0
0.0
EBT
2
4.0
63.4
4.0
0.0
0.0
EB
T
2
992
1835
24.3
24.3
0.74
1361
0.729
1361
5.1
0.00
5.8
3.5
0.0
9.3
A
R
12
L
14
55.8
4.0
0.0
R
22
L
30
7.0
4.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
WBL
1
1.1
5.6
4.0
2.9
2.2
0.0
0.27
0.00
L
1
14
1757
0.2
0.2
0.72
357
0.039
650
0.0
0.00
6.5
0.0
0.0
6.5
A
5.8
11.5
EB
2.2
2.3
WB
T
446
WBT
6
4.0
59.8
4.0
0.0
NBL
WB
T
6
468
1829
8.3
8.3
0.70
1275
0.367
1275
2.0
0.00
4.9
0.8
0.0
5.7
A
R
16
2.2
1.3
R
4
L
60
NB
L
T
R
3
8
18
30
38
1302 1846
1.8
1.5
6.5
1.5
0.09 0.09
129
162
0.233 0.234
275
369
0.6
0.7
0.00 0.00
38.5 34.0
0.3
0.3
0.0
0.0
38.9 34.2
D
C
36.3
D
SBL
L
7
60
1378
3.4
4.9
0.09
185
0.325
339
1.1
0.00
36.3
0.4
0.0
36.7
D
37.1
B
NB
B
A
2.3
0.6
SB
T
32
NBT
8
6.0
11.0
4.0
3.2
8.5
0.3
0.78
0.02
0.0
WB
B
B
NB
T
34
R
68
SBT
4
6.0
11.0
4.0
3.2
6.9
0.3
0.97
0.00
SB
T
4
100
1676
4.6
4.6
0.09
147
0.678
335
1.9
0.00
35.4
2.0
0.0
37.4
D
R
14
SB
B
A
2.3
0.8
B
A
Demand Information
Approach Movement
Demand (v), veh/h
Signal Information
Cycle, s
80.0
Offset, s
0
Uncoordinated No
Force Mode
Fixed
L
112
Reference Phase
Reference Point
Simult. Gap E/W
Simult. Gap N/S
2
End
On
On
EB
T
754
Green 1.0
Yellow 4.0
Red
0.0
Timer Results
Assigned Phase
Case Number
Phase Duration, s
Change Period, (Y+Rc), s
Max Allow Headway (MAH), s
Queue Clearance Time (gs), s
Green Extension Time (ge), s
Phase Call Probability
Max Out Probability
Movement Group Results
Approach Movement
Assigned Movement
Adjusted Flow Rate (v), veh/h
Adjusted Saturation Flow Rate (s), veh/h/ln
Queue Service Time (gs), s
Cycle Queue Clearance Time (gc), s
Green Ratio (g/C)
Capacity (c), veh/h
Volume-to-Capacity Ratio (X)
Available Capacity (ca), veh/h
Back of Queue (Q), veh/ln (50th percentile)
Queue Storage Ratio (RQ) (50th percentile)
Uniform Delay (d1), s/veh
Incremental Delay (d2), s/veh
Initial Queue Delay (d3), s/veh
Control Delay (d), s/veh
Level of Service (LOS)
Approach Delay, s/veh / LOS
Intersection Delay, s/veh / LOS
Intersection Information
Duration, h
0.25
Area Type
Other
PHF
1.00
Analysis Period 1> 7:00
EBL
5
1.1
9.5
4.0
2.9
3.6
0.1
0.92
0.10
R
38
0.5
4.0
0.0
EBT
2
4.0
57.2
4.0
0.0
0.0
EB
L
T
R
5
2
12
112
792
1757 1829
1.6
20.4
1.6
20.4
0.70 0.67
306 1217
0.366 0.651
366 1217
0.9
5.7
0.00 0.00
14.6
7.9
0.3
2.7
0.0
0.0
14.9 10.6
B
B
11.1
B
Multimodal Results
Pedestrian LOS Score / LOS
Bicycle LOS Score / LOS
Copyright 2015 University of Florida, All Rights Reserved.
L
8
WB
T
922
R
48
L
36
48.7
4.0
0.0
13.8
4.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
WBL
1
1.1
5.0
4.0
2.9
2.1
0.0
0.16
0.00
NBL
2.2
2.1
L
30
SBL
L
7
30
1375
1.5
3.0
0.17
302
0.099
340
0.5
0.00
29.3
0.1
0.0
29.3
C
46.9
C
NB
B
B
2.3
0.6
SB
T
56
NB
L
T
R
3
8
18
36
40
1140 1864
2.2
1.5
13.8
1.5
0.17 0.17
121
321
0.297 0.125
153
373
0.7
0.6
0.00 0.00
39.1 28.0
0.5
0.1
0.0
0.0
39.6 28.1
D
C
33.5
C
WB
B
A
R
2
NBT
8
6.0
17.8
4.0
3.3
15.8
0.0
0.82
1.00
0.0
WB
L
T
R
1
6
16
8
970
1757 1828
0.1
35.3
0.1
35.3
0.62 0.61
372 1114
0.022 0.871
531 1114
0.0
12.6
0.00 0.00
7.8
13.0
0.0
9.4
0.0
0.0
7.8
22.4
A
C
22.3
C
21.2
EB
2.2
2.0
WBT
6
4.0
52.7
4.0
0.0
NB
T
38
R
190
SBT
4
6.0
17.8
4.0
3.3
13.6
0.2
1.00
1.00
SB
T
4
246
1652
11.6
11.6
0.17
284
0.865
330
5.8
0.00
32.2
16.8
0.0
49.0
D
R
14
SB
B
A
2.3
0.9
B
A
Parameter
WB (East Leg)
NB (South Leg)
SB (North Leg)
INPUTS
Lane Configuration
Entry Lane(s) Configuration
(Note: This assumes 4 legs.)
Case:
RT bypass configuration
(Note: This is in addition to the entry lane(s))
Case:
Vehicular Volumes
Flow (veh/h)
% HV
PHF
Pedestrian Volumes (crossing leg)
n_p
Case:
3
0.91
L (v1)
45
3
0.91
T (v2)
481
3
0.91
0.25
2
SUMMARY
Entry lane volume (veh/h)
Entry lane capacity (veh/h)
x (v/c ratio)
Lane control delay (s/veh)
Lane LOS
Approach control delay (s/veh)
Approach LOS
Intersection control delay (s/veh)
Intersection LOS
95th percentile queue (veh)
N/A
N/A
N/A
N/A
N/A
7.7
A
6.5
A
N/A
R (v3)
15
3
0.91
U (v4U)
3
0.91
L (v4)
7
3
0.91
Case:
Case:
Constants
Time period, T (h)
PCE for HV
Case:
Case:
U (v1U)
T (v5)
223
3
0.91
R (v6)
11
3
0.91
U (v7U)
1
0.91
L (v7)
15
1
0.91
Case:
L (v10)
30
1
0.91
T (v11)
16
1
0.91
R (v12)
34
1
0.91
T (v8)
12
1
0.91
R (v9)
2
1
0.91
U (v10U)
1
0.91
593
1261
0.47
7.7
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
4.8
A
264
1236
0.21
4.8
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
5.4
A
31
720
0.04
5.4
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
4.2
A
87
1031
0.08
4.2
A
N/A
N/A
N/A
N/A
N/A
2.6
N/A
N/A
0.8
N/A
N/A
0.1
N/A
N/A
0.3
N/A
Notes:
*Anaysis results reflect use of draft capacity models developed as part of FHWA Project TOPR 34.
Parameter
WB (East Leg)
NB (South Leg)
SB (North Leg)
INPUTS
Lane Configuration
Entry Lane(s) Configuration
(Note: This assumes 4 legs.)
Case:
RT bypass configuration
(Note: This is in addition to the entry lane(s))
Case:
Vehicular Volumes
Flow (veh/h)
% HV
PHF
Pedestrian Volumes (crossing leg)
n_p
Case:
3
0.91
L (v1)
56
3
0.91
T (v2)
377
3
0.91
0.25
2
SUMMARY
Entry lane volume (veh/h)
Entry lane capacity (veh/h)
x (v/c ratio)
Lane control delay (s/veh)
Lane LOS
Approach control delay (s/veh)
Approach LOS
Intersection control delay (s/veh)
Intersection LOS
95th percentile queue (veh)
N/A
N/A
N/A
N/A
N/A
6.6
A
7.0
A
N/A
R (v3)
19
3
0.91
U (v4U)
3
0.91
L (v4)
4
3
0.91
Case:
Case:
Constants
Time period, T (h)
PCE for HV
Case:
Case:
U (v1U)
T (v5)
461
3
0.91
R (v6)
24
3
0.91
U (v7U)
1
0.91
L (v7)
18
1
0.91
Case:
L (v10)
15
1
0.91
T (v11)
28
1
0.91
R (v12)
95
1
0.91
T (v8)
19
1
0.91
R (v9)
1
1
0.91
U (v10U)
1
0.91
497
1272
0.39
6.6
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
7.6
A
537
1204
0.45
7.6
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
4.9
A
42
816
0.05
4.9
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
6.6
A
150
783
0.19
6.6
A
N/A
N/A
N/A
N/A
N/A
1.9
N/A
N/A
2.3
N/A
N/A
0.2
N/A
N/A
0.7
N/A
Notes:
*Anaysis results reflect use of draft capacity models developed as part of FHWA Project TOPR 34.
Parameter
NB (South Leg)
SB (North Leg)
INPUTS
Lane Configuration
Entry Lane(s) Configuration
(Note: This assumes 4 legs.)
Case:
RT bypass configuration
(Note: This is in addition to the entry lane(s))
Case:
Vehicular Volumes
Flow (veh/h)
% HV
PHF
Pedestrian Volumes (crossing leg)
n_p
Case:
3
1
L (v1)
63
3
1
T (v2)
673
3
1
0.25
2
SUMMARY
Entry lane volume (veh/h)
Entry lane capacity (veh/h)
x (v/c ratio)
Lane control delay (s/veh)
Lane LOS
Approach control delay (s/veh)
Approach LOS
Intersection control delay (s/veh)
Intersection LOS
95th percentile queue (veh)
N/A
N/A
N/A
N/A
N/A
10.4
B
8.4
A
N/A
R (v3)
21
3
1
U (v4U)
3
1
L (v4)
10
3
1
Case:
Case:
Constants
Time period, T (h)
PCE for HV
Case:
Case:
U (v1U)
T (v5)
312
3
1
R (v6)
15
3
1
U (v7U)
1
1
L (v7)
21
1
1
Case:
L (v10)
42
1
1
T (v11)
22
1
1
R (v12)
48
1
1
T (v8)
17
1
1
R (v9)
3
1
1
U (v10U)
1
1
757
1243
0.61
10.4
B
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
5.5
A
336
1206
0.28
5.5
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
6.7
A
41
604
0.07
6.7
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
4.8
A
111
954
0.12
4.8
A
N/A
N/A
N/A
N/A
N/A
4.4
N/A
N/A
1.1
N/A
N/A
0.2
N/A
N/A
0.4
N/A
Notes:
*Anaysis results reflect use of draft capacity models developed as part of FHWA Project TOPR 34.
Parameter
NB (South Leg)
SB (North Leg)
INPUTS
Lane Configuration
Entry Lane(s) Configuration
(Note: This assumes 4 legs.)
Case:
RT bypass configuration
(Note: This is in addition to the entry lane(s))
Case:
Vehicular Volumes
Flow (veh/h)
% HV
PHF
Pedestrian Volumes (crossing leg)
n_p
Case:
3
1
L (v1)
78
3
1
T (v2)
529
3
1
0.25
2
SUMMARY
Entry lane volume (veh/h)
Entry lane capacity (veh/h)
x (v/c ratio)
Lane control delay (s/veh)
Lane LOS
Approach control delay (s/veh)
Approach LOS
Intersection control delay (s/veh)
Intersection LOS
95th percentile queue (veh)
N/A
N/A
N/A
N/A
N/A
8.3
A
9.2
A
N/A
R (v3)
27
3
1
U (v4U)
3
1
L (v4)
6
3
1
Case:
Case:
Constants
Time period, T (h)
PCE for HV
Case:
Case:
U (v1U)
T (v5)
645
3
1
R (v6)
34
3
1
U (v7U)
1
1
L (v7)
25
1
1
Case:
L (v10)
21
1
1
T (v11)
40
1
1
R (v12)
133
1
1
T (v8)
27
1
1
R (v9)
1
1
1
U (v10U)
1
1
634
1251
0.51
8.3
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
10.2
B
684
1171
0.58
10.2
B
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
5.9
A
52
707
0.07
5.9
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
8.9
A
193
672
0.29
8.9
A
N/A
N/A
N/A
N/A
N/A
3.0
N/A
N/A
4.0
N/A
N/A
0.2
N/A
N/A
1.2
N/A
Notes:
*Anaysis results reflect use of draft capacity models developed as part of FHWA Project TOPR 34.
Parameter
NB (South Leg)
SB (North Leg)
INPUTS
Lane Configuration
Entry Lane(s) Configuration
(Note: This assumes 4 legs.)
Case:
RT bypass configuration
(Note: This is in addition to the entry lane(s))
Case:
Vehicular Volumes
Flow (veh/h)
% HV
PHF
Pedestrian Volumes (crossing leg)
n_p
Case:
3
1
L (v1)
90
3
1
T (v2)
962
3
1
0.25
2
SUMMARY
Entry lane volume (veh/h)
Entry lane capacity (veh/h)
x (v/c ratio)
Lane control delay (s/veh)
Lane LOS
Approach control delay (s/veh)
Approach LOS
Intersection control delay (s/veh)
Intersection LOS
95th percentile queue (veh)
N/A
N/A
N/A
N/A
N/A
26.6
D
19.1
C
N/A
R (v3)
30
3
1
U (v4U)
3
1
L (v4)
14
3
1
Case:
Case:
Constants
Time period, T (h)
PCE for HV
Case:
Case:
U (v1U)
T (v5)
446
3
1
R (v6)
22
3
1
U (v7U)
1
1
L (v7)
30
1
1
Case:
L (v10)
60
1
1
T (v11)
32
1
1
R (v12)
68
1
1
T (v8)
24
1
1
R (v9)
4
1
1
U (v10U)
1
1
1083
1201
0.90
26.6
D
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
7.4
A
482
1153
0.42
7.4
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
10.5
B
57
425
0.14
10.5
B
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
6.5
A
160
818
0.20
6.5
A
N/A
N/A
N/A
N/A
N/A
14.1
N/A
N/A
2.1
N/A
N/A
0.5
N/A
N/A
0.7
N/A
Notes:
*Anaysis results reflect use of draft capacity models developed as part of FHWA Project TOPR 34.
Parameter
NB (South Leg)
SB (North Leg)
INPUTS
Lane Configuration
Entry Lane(s) Configuration
(Note: This assumes 4 legs.)
Case:
RT bypass configuration
(Note: This is in addition to the entry lane(s))
Case:
Vehicular Volumes
Flow (veh/h)
% HV
PHF
Pedestrian Volumes (crossing leg)
n_p
Case:
3
1
L (v1)
112
3
1
T (v2)
754
3
1
0.25
2
SUMMARY
Entry lane volume (veh/h)
Entry lane capacity (veh/h)
x (v/c ratio)
Lane control delay (s/veh)
Lane LOS
Approach control delay (s/veh)
Approach LOS
Intersection control delay (s/veh)
Intersection LOS
95th percentile queue (veh)
N/A
N/A
N/A
N/A
N/A
14.7
B
20.0
C
N/A
R (v3)
38
3
1
U (v4U)
3
1
L (v4)
8
3
1
Case:
Case:
Constants
Time period, T (h)
PCE for HV
Case:
Case:
U (v1U)
T (v5)
922
3
1
R (v6)
48
3
1
U (v7U)
1
1
L (v7)
36
1
1
Case:
L (v10)
30
1
1
T (v11)
56
1
1
R (v12)
190
1
1
T (v8)
38
1
1
R (v9)
2
1
1
U (v10U)
1
1
904
1217
0.74
14.7
B
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
26.1
D
978
1105
0.88
26.1
D
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
8.6
A
75
534
0.14
8.6
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
18.8
C
276
496
0.56
18.8
C
N/A
N/A
N/A
N/A
N/A
7.3
N/A
N/A
12.8
N/A
N/A
0.5
N/A
N/A
3.4
N/A
Notes:
*Anaysis results reflect use of draft capacity models developed as part of FHWA Project TOPR 34.
Parameter
NB (South Leg)
SB (North Leg)
INPUTS
Lane Configuration
Entry Lane(s) Configuration
(Note: This assumes 4 legs.)
Case:
RT bypass configuration
(Note: This is in addition to the entry lane(s))
Number of conflicting circ lanes
Number of conflicting exit lanes for bypass lane (if used)
Vehicular Volumes
Flow (veh/h)
% HV
PHF
Pedestrian Volumes (crossing leg)
n_p
Case:
Case:
1
U (v1U)
L (v1)
90
3
1
3
1
T (v2)
962
3
1
Constants
Time period, T (h)
PCE for HV
0.25
2
SUMMARY
Entry lane volume (veh/h)
Entry lane capacity (veh/h)
x (v/c ratio)
Lane control delay (s/veh)
Lane LOS
Approach control delay (s/veh)
Approach LOS
Intersection control delay (s/veh)
Intersection LOS
95th percentile queue (veh)
509
1250
0.41
6.9
A
7.3
A
6.5
A
2.0
R (v3)
30
3
1
Case:
Case:
1
U (v4U)
L (v4)
14
3
1
3
1
Case:
Case:
T (v5)
446
3
1
R (v6)
22
3
1
U (v7U)
1
1
L (v7)
30
1
1
Case:
L (v10)
60
1
1
T (v11)
32
1
1
R (v12)
68
1
1
T (v8)
24
1
1
R (v9)
4
1
1
U (v10U)
1
1
574
1250
0.46
7.6
A
N/A
N/A
N/A
N/A
N/A
226
1206
0.19
4.6
A
4.7
A
255
1206
0.21
4.8
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
8.1
A
57
532
0.11
8.1
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
5.6
A
160
917
0.17
5.6
A
N/A
N/A
N/A
N/A
N/A
2.5
N/A
0.7
0.8
N/A
N/A
0.4
N/A
N/A
0.6
N/A
Notes:
*Anaysis results reflect use of draft capacity models developed as part of FHWA Project TOPR 34.
Parameter
NB (South Leg)
SB (North Leg)
INPUTS
Lane Configuration
Entry Lane(s) Configuration
(Note: This assumes 4 legs.)
Case:
U (v1U)
L (v1)
112
3
1
RT bypass configuration
(Note: This is in addition to the entry lane(s))
Number of conflicting circ lanes
Number of conflicting exit lanes for bypass lane (if used)
Vehicular Volumes
Flow (veh/h)
% HV
PHF
Pedestrian Volumes (crossing leg)
n_p
Case:
3
1
T (v2)
754
3
1
Constants
Time period, T (h)
PCE for HV
0.25
2
SUMMARY
Entry lane volume (veh/h)
Entry lane capacity (veh/h)
x (v/c ratio)
Lane control delay (s/veh)
Lane LOS
Approach control delay (s/veh)
Approach LOS
Intersection control delay (s/veh)
Intersection LOS
95th percentile queue (veh)
425
1264
0.34
6.0
A
6.2
A
7.7
A
1.5
Case:
U (v4U)
L (v4)
8
3
1
R (v3)
38
3
1
Case:
Case:
3
1
Case:
Case:
T (v5)
922
3
1
R (v6)
48
3
1
U (v7U)
1
1
L (v7)
36
1
1
Case:
L (v10)
30
1
1
T (v11)
56
1
1
R (v12)
190
1
1
T (v8)
38
1
1
R (v9)
2
1
1
U (v10U)
1
1
479
1264
0.38
6.5
A
N/A
N/A
N/A
N/A
N/A
459
1161
0.40
7.1
A
7.5
A
518
1161
0.45
7.8
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
6.9
A
75
643
0.12
6.9
A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
13.2
B
276
604
0.46
13.2
B
N/A
N/A
N/A
N/A
N/A
1.8
N/A
1.9
2.4
N/A
N/A
0.4
N/A
N/A
2.4
N/A
Notes:
*Anaysis results reflect use of draft capacity models developed as part of FHWA Project TOPR 34.
1.244
2.454
44
44
9200
9400
13
10
1
9
28
16
6
9
0
0
3
3
1
1
1
1
1 S
1 N
22
61
1 W
1 W
0
0
52
73
2
4
0
0
1
3
819972690 79070000
819650590 79070000
2.454
2.454
44
44
9400
9400
11
11
1
6
7
7
19
12
0
0
3
3
5
1
1
1
1 N
1 S
16
23
1 W
1 W
0
0
46
43
2
2
0
0
2
2
822759050
828818440
820050030
831501780
832204800
832669250
833100250
836793700
836690910
832597560
833233680
832436100
828465140
833357980
837447770
837794240
838035450
79070000
79070000
79070000
79070000
79070000
79070000
79070000
79070000
79070000
79070000
79070000
79070005
2.454
2.454
2.454
2.454
2.454
2.454
2.454
2.454
2.454
2.457
2.463
1.204
44
44
44
44
44
44
44
44
44
44
44
44
0
0
0
0
0
0
0
0
0
9300
9700
9200
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
3
6
3
3
3
3
3
3
3
3
22
22
3
1
3
4
3
1
1
1
4
1
1
1
2
1
5
1
5
1
1
1
4
1
1
1
2
3
2
1
1
1
2
1
2
2
2
2
1
2
2
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
2
1
51
17
45
64
30
43
36
43
16
51
0
0
0
0
0
10
19
12
23
11
14
18
18
14
18
18
21
15
16
13
22
15
21
21
17
19
15
12
17
8
11
44
44
44
19
24
20
3
20
4
26
9
15
31
23
17
9
25
5
5
10
5
5
20
8
23
31
29
27
14
1
3
1
1
1
1
1
1
1
1
2.454
2.454
2.454
1
4
6
7
1
3
4
10
11
12
6
3
12
7
2
7
8
2
2
2
3
3
3
4
5
6
81
0
63
33
24
82
31
78
27
73
28
0
79070000
79070000
79070000
12
12
12
12
13
13
13
13
13
12
13
13
11
13
14
14
14
15
15
15
15
15
15
15
15
15
2
2
2
2
2
2
2
2
2
2
1
1
2
2
2
2
2
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
3
3
1
3
3
3
1
3
5
5
1
5
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
2
3
2
2
2
0
0
0
0
0
0
0
0
0
0 1/19/2012 10:00 AM
0 4/24/2012 7:00 PM
2 6/20/2012 12:00 PM
4
7/3/2012 11:00 PM
1 1/20/2013 11:00 AM
2
3/4/2013 2:00 PM
1 4/26/2013 6:00 PM
0 10/9/2013 6:00 PM
3 11/15/2013 2:00 PM
2 12/31/2012 6:00 PM
0 6/23/2013 6:00 PM
0 3/17/2013 9:00 PM
0 12/9/2011 3:25 PM
0 7/25/2013 4:30 PM
1
2/5/2014 1:00 PM
2
7/5/2014 10:00 PM
0 8/10/2014 3:00 PM
0
2/5/2015 9:27 PM
2
2/5/2015 9:10 PM
0 2/20/2015 5:11 PM
1
3/8/2015 7:30 PM
0 3/23/2015 3:29 PM
1 3/31/2015 12:32 PM
2 4/29/2015 5:45 PM
1 5/27/2015 8:20 AM
0 6/14/2015 11:30 AM
847438380
845689960
845285680
848600710
845561380
845051060
848981660
820484430
848982070
E
N
S
N
S
N
S
N
E
W
S
S
N
3
13
3
E
E
W
W
W
W
E
W
W
E
66 W
61 E
64 W
0
0
0
0
0
0
0
0
0
0
3
0
48
37
50
1/28/2013
9/16/2010
DAY OF WEEK
TIME
DATE
#_OF_INJURED
#_OF_KILLED
#_OF_VEHICLES
DRIV/PED_AGE2
CONTRIB_CAUSE2
VEH_DIR2
DRIV/PED_AGE1
CONTRIB_CAUSE1
VEH_DIR1
RD_SURF
WEATHER
LIGHTING
HARMFUL_EVENT1
ALC_INV
HOUR
DAY
MONTH
YEAR
ADT
STATE_ROAD
MILEPOST
ROADWAYID
CRASH_NUMBER
832611710 79070005
806310760 79070000
6:00 AM Monday
9:00 AM Thursday
G RAND AVE
N
0
20
100
Feet
SR
R=125 ft
V=22 mph
R=175 ft
V=25 mph
44
R=155 ft
V=24 mph
R=175 ft
V=25 mph
R=105 ft
V=19 mph
R=80 ft
R=80 ft
V=17 mph V=17 mph
R=90 ft
V=18 mph
R=165 ft
V=25 mph
R=135 ft
V=23 mph
SR
R=175 ft
V=25 mph
44
G RAND AVE
REVISIONS
DATE
DESCRIPTION
DATE
STATE OF FLORIDA
DESCRIPTION
DEPARTMENT OF TRANSPORTATION
ROAD NO.
COUNTY
VOLUSIA
FINANCIAL PROJECT ID
EXHIBIT
SR 44 AT GRAND AVENUE
FASTEST PATH DESIGN CHECKS
SINGLE LANE RDBT CONCEPT
NO.
H-1
G RAND AVE
N
0
20
100
Feet
SR
44
L
2F )
-6 (US
WBG 2007
c)
(
5
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FL)
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B- 007
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c)
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US)
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FL
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D
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44
G RAND AVE
REVISIONS
DATE
DESCRIPTION
DATE
STATE OF FLORIDA
DESCRIPTION
DEPARTMENT OF TRANSPORTATION
ROAD NO.
COUNTY
VOLUSIA
FINANCIAL PROJECT ID
EXHIBIT
SR 44 AT GRAND AVENUE
WB62FL TRUCK PATH CHECKS
SINGLE LANE RDBT CONCEPT
NO.
H-2
G RAND AVE
N
0
20
100
Feet
W B- 62FL
FL I
DG 2007 (
US)
W B- 62FL
44
FL I
DG 2007 (US)
SR
L
2F )
-607 (US
20
WB
DG
c)
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6 (US
- 07
B 20
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(US)
2007
D
I
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W B-
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-6 (US)
WBG 2007
W B- 62FL
US)
DG 2007 (
FL I
(c) 2015 Transoft Sol
uti
ons, I
nc. Al
l ri
ghts reserved.
G RAND AVE
FL I
DG 2007 (US)
44
W B- 62FL
SR
REVISIONS
DATE
DESCRIPTION
DATE
STATE OF FLORIDA
DESCRIPTION
DEPARTMENT OF TRANSPORTATION
ROAD NO.
COUNTY
VOLUSIA
FINANCIAL PROJECT ID
EXHIBIT
SR 44 AT GRAND AVENUE
WB62FL TRUCK PATH CHECKS
SINGLE LANE RDBT CONCEPT
NO.
H-3
G RAND AVE
ghts reserved.
l ri
nc. Al
ons, I
uti
soft Sol
(c) 2015 Tran
DG 2007 (US)
FL I
W B- 62FL
FL I
DG 2007 (US)
W B- 62FL
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DG 2007 (
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W B- 62FL
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07
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07
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S)
B-
I
DG
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W B- 62FL
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DG 2007 (
US)
ghts reserved.
l ri
nc. A l
ons, I
uti
(c) 2015 Transoft Sol
W B- 62FL
US)
DG 2007 (
FL I
FL
G RAND AVE
(c) 2015 Transoft Sol
uti
ons, I
nc. Al
l ri
ghts reserved.
W B- 62FL
FL I
DG 2007 (
US)
44
SR
100
20
0
H-4
VOLUSIA
FINANCIAL PROJECT ID
COUNTY
ROAD NO.
EXHIBIT
STATE OF FLORIDA
REVISIONS
NO.
SR 44 AT GRAND AVENUE
WB62FL TRUCK PATH CHECKS
SINGLE LANE RDBT CONCEPT
DEPARTMENT OF TRANSPORTATION
DESCRIPTION
DATE
DESCRIPTION
DATE
44
SR
Feet
G RAND AVE
N
0
20
100
Feet
(c) 2015 Transoft Sol
uti
ons, I
nc. Al
l ri
ghts reserved.
W B- 62FL
FL I
DG 2007 (
US)
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Sol
(c) 2015 Transoft
DG 2007 (US)
FL I
W B- 62FL
DG
FL I
44
62FL
(US)
2007
W B- 62FL
US)
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L
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DATE
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DATE
STATE OF FLORIDA
DESCRIPTION
DEPARTMENT OF TRANSPORTATION
ROAD NO.
COUNTY
VOLUSIA
FINANCIAL PROJECT ID
EXHIBIT
SR 44 AT GRAND AVENUE
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REVISIONS
DATE
DESCRIPTION
DATE
STATE OF FLORIDA
DESCRIPTION
DEPARTMENT OF TRANSPORTATION
ROAD NO.
COUNTY
VOLUSIA
FINANCIAL PROJECT ID
EXHIBIT
SR 44 AT GRAND AVENUE
WB62FL TRUCK PATH CHECKS
SINGLE LANE RDBT CONCEPT
NO.
H-6
Roundabout
Delay
Safety Cost
0.22
$
0.77
$
Annual Costs of Predicted Crashes $
2210
Delay Cost
$
Cost
$
$
$
Delay
4.46
15.39
1,206,237
87,018
1,293,255
Delay Cost
$
O&M Cost
$
Intersection Illumination
$
Landscaping Costs
$
Total Annual Operation and Maintenance Costs $
Cost
$
$
$
Total Initial Capital Costs $
Cost
39138
$
$
$
$
$
$
9,278,747
193,021
9,471,768
Delay Cost
$
469,230
O&M Cost
$
$
$
$
Cost
220,000
100,000
1,100,000
1,420,000
$
$
$
Total Initial Capital Costs $
3,324,767
9,940,998
Safety Cost
34.32
$
34.14
$
Total Costs of Predicted Crashes $
Roundabout
$
$
$
11,158
29,755
40,913
Preliminary Engineering
Right-of-way and Utilities
Construction
22,344
O&M Cost
$
$
$
$
570,598
$
$
Total Costs of Predicted Crashes $
46412
Delay Cost
Safety Cost
623,678
12,974
636,652
220,000
100,000
1,100,000
Roundabout
Total Predicted Crashes
1864
Preliminary Engineering
Right-of-way and Utilities
Construction
*Delay cost is based upon a 2 hour analysis period.
Safety
O&M Cost
$
Intersection Illumination
$
Landscaping Costs
$
Total Annual Operation and Maintenance Costs $
Safety Cost
1.72
$
$
1.71
Annual Costs of Predicted Crashes $
27,171
81,078
5,849
86,927
8,178,512
(101,368)
8,077,144
40,913
1,420,000
1,460,913
5.5
Roundabout Preferred
Date Prepared:
7/26/2015
Project Name:
79070 - MP 2.454
FAP No.:
County:
State Road:
Intersecting Rd:
SR 44
Grand Avenue
Volusia
ANNUAL COSTS
Safety Cost (Crashes)
Delay Cost
O & M Cost
Roundabout
$
86,927
$
27,171
$
2,750
$ 220,000
$ 100,000
$ 1,100,000
$
$
$
Roundabout
$ 1,293,255
$ 570,598
$
40,913
$ 1,420,000
$ 3,324,767
$
$
$
$
$
$
5.5
YES
Approved by:
DDE
Signature:________________________________________
8,178,512
(101,368)
8,077,144
40,913
1,420,000
1,460,913
NO
or
DTOE
Date:___________________________
Roundabout
Safety
Traffic Signal
Delay
Safety Cost
0.22
$
0.77
$
Annual Costs of Predicted Crashes $
2210
Delay Cost
$
O&M Cost
Delay
Operation and Maintenance
Delay Cost
O&M Cost
Cost
67945
11,158
29,755
40,913
Delay Cost
857,485
O&M Cost
$
$
$
$
24,796
11,158
46,120
82,074
Cost
220,000
100,000
1,100,000
1,420,000
$
$
$
Total Initial Capital Costs $
3,324,285
100,000
100,000
500,000
700,000
7,357,608
Traffic Signal
5,495,010
223,038
5,718,048
100,000
100,000
500,000
Safety Cost
20.32
$
39.45
$
Total Costs of Predicted Crashes $
Roundabout
1,667
750
3,100
5,517
$
$
$
Cost
$
$
$
Total Initial Capital Costs $
$
$
$
$
570,598
$
Intersection Illumination
$
Landscaping Costs
$
Total Annual Operation and Maintenance Costs $
Preliminary Engineering
Right-of-way and Utilities
Construction
40,833
O&M Cost
1,205,786
86,988
1,292,773
Delay Cost
Traffic Signal
4.46
$
15.39
$
Total Costs of Predicted Crashes $
46412
369,351
14,992
384,343
220,000
100,000
1,100,000
Safety Cost
750
2,000
2,750
Roundabout
Total Predicted Crashes
3235
Cost
$
$
$
Safety Cost
1.02
$
1.97
$
Annual Costs of Predicted Crashes $
27,171
$
Intersection Illumination
$
Landscaping Costs
$
Total Annual Operation and Maintenance Costs $
Preliminary Engineering
Right-of-way and Utilities
Construction
*Delay cost is based upon a 2 hour analysis period.
Safety
81,048
5,847
86,895
4,425,275
286,887
4,712,162
(41,161)
720,000
678,839
6.9
Roundabout Preferred
Date Prepared:
7/26/2015
Project Name:
79070 - MP 2.454
FAP No.:
County:
State Road:
Intersecting Rd:
SR 44
Grand Avenue
Volusia
ANNUAL COSTS
Safety Cost (Crashes)
Delay Cost
O & M Cost
Roundabout
$
86,895
$
27,171
$
2,750
Traffic Signal
$
384,343
$
40,833
$
5,517
$ 220,000
$ 100,000
$ 1,100,000
$
$
$
100,000
100,000
500,000
Roundabout
$ 1,292,773
$ 570,598
$
40,913
$ 1,420,000
$ 3,324,285
Traffic Signal
$ 5,718,048
$
857,485
$
82,074
$
700,000
$ 7,357,608
$
$
$
$
$
$
Approved by:
Signature:________________________________________
4,425,275
286,887
4,712,162
(41,161)
720,000
678,839
6.9
YES
NO
DDE
DTOE
or
Date:___________________________
$
$
$
$
1,424,000
1,103,000
100,000
221,000
ROADWAY ITEMS
110-4
Section 1: Earthwork
Remove Exist Roadway
Description
Assumed 24"
Quantity Unit
2500 CY $
Unit Price
21.46
Amount
53,650
Subtotal Earthwork
285709
327-70-4
334-1-13
160-4
285-709
520-1-7
520-1-10
350-3-5
522-1
527-1
Section 2: Pavement
AB Truck Apron - 6"
Milling Existing Asphalt
AC
Type B Stabilization
Optional Base, Base Group 9
Minor Concrete
Minor Concrete
PCC Truck Apron
Sidewalk (4")
Detectable Pedestrian Warnings
Description
6" AB
Average Depth of 3"
Superpave AC, Traffic C, 4"
New Section
New Section
Curb / Curb & Gutter Type E
Curb / Curb & Gutter Type F
Plain Cement Concrete Pavement, 8"
PCC Sidewalk
Quantity
500
4300
1000
2500
2500
3200
1400
500
1800
320
Unit
SY
SY
TON
SY
SY
LF
LF
SY
SY
SF
Unit Price
$
$
$
$
$
$
$
$
$
$
13.51
1.91
99.57
2.92
13.51
10.74
33.15
61.62
25.12
20.32
$
$
$
$
$
$
$
$
$
$
Description
Inlets, pipe, etc. (see "quantity breakout" tab)
Quantity Unit
1 LS $
Unit Price
118,000.00
654-2-21
700-1-11
711-15111
711-15201
711-11125
711-11160
711-11151
711-11170
Quantity Unit
0 LS $
1 LS $
0 LS $
16 AS $
Unit Price
49,100.00
74,000.00
325.00
$
$
$
$
Amount
74,000
5,200
1 GM
4,500.00
4,500
1 GM
4,500.00
4,500
350 LF
0 EA
200 LF
0 EA
$
$
$
$
2.25
150.00
1.25
75.00
$
$
$
$
788
250
-
570-1-2
Section 5: Planting-Irrigation
Performance Turf, Sod
Description
Complete
Quantity Unit
49300 SF $
Unit Price
1.88
89,300
Section Cost
92,700
Section Cost
67,300
Section Cost
74,000
Section Cost
Contingencies
118,000
Section Cost
319,000
Section Cost
Amount
$
92,684
Subtotal Planting-Irrigation
53,700
Section Cost
Amount
$ 118,000.00
Subtotal Drainage
Section 4: Traffic Items
Description
Traffic Items
Removal of Pole, Mast arms, Signals
Lighting
(Refer to "Quantity Breakout" Tab)
Solar RRFB Pedestrian Signals
Signs
THERMOPLASTIC, STANDARDOP,
WHITE, SOLID, 6"
THERMOPLASTIC, STANDARDOP,
YELLOW, SOLID, 6"
THERMOPLASTIC, STANDARD, WHITE,
SOLID, 24" FOR STOP LINE AND
CROSSWALK
Thermoplastic, standard, white, Message
Thermoplastic, standard, white, dot guide 6"
Thermoplastic, standard, white, Arrow
Amount
6,755
8,213
99,570
7,300
33,775
34,368
46,410
30,810
45,216
6,502
Subtotal Pavement
Section 3: Drainage
Misc Drainage Adjustments
Section Cost
74,000
Section Cost
740,000
5%
37,000
740,000
20%
148,000
185,000
Section Cost
30,000
Subtotal Earthwork
Subtotal Pavement
Subtotal Drainage
Subtotal Traffic Items
Subtotal Planting-Irrigation
Total Minor Items
Total Roadway Mobilization
Total Roadway MOT
Total Roadway Additions
Total Stormwater Quality
Total Sections 1-10
Total Estimated Roadway Items
$
$
$
$
$
$
$
$
$
$
$
Section Cost
53,700
319,000
118,000
89,300
92,700
67,300
74,000
74,000
185,000
30,000
1,103,000
1,103,000
Structure Items
Structure Items
Description
Quantity Unit
SF $
SF $
Unit Price
-
$
$
Amount
-
Section Cost
40%
1,103,000
Cost
$
$
$
$
165,450
55,150
-
220,600
221,000
Description
ROW
Description
Corner Clips
Quantity Unit
1 AC $
AC $
0%
Unit Price
100,000.00
-
$
$
Amount
100,000
-
Section Cost
100,000
100,000
Item No.
Description
Unit
Quantity
Unit Price
Cost
0630 2 11
0630 2 12
0635 2 11
0715 1 13
0715 4111
0715 7 11
LF
LF
EA
LF
EA
EA
600
400
9
3000
8
1
$
4.54
$
13.42
$ 499.24
$
1.06
$ 6,014.26
$ 9,724.43
$ 2,724.00
$ 5,368.00
$ 4,493.16
$ 3,180.00
$ 48,114.08
$ 9,724.43
TOTAL
$ 73,603.67
Notes
Rough estimate of new conduit needed
Assume crossings of streets will need to be bored (3)
Assume new pull box for each new pole plus relocated poles
Assume 3 wires per conduit run (2 conductors plus ground)
Assume 2 per quadrant to light ped crossings
Assume new service cabinet needed
Item No.
Description
Unit
Quantity
Unit Price
425 1411
430174118
430174230
430984633
EA
LF
LF
EA
8
400
300
4
$ 6,850.00
$
62.76
$
91.55
$ 2,530.00
TOTAL
Cost
$
$
$
$
$
$
54,800.00
25,104.00
27,465.00
10,120.00
-
$ 117,489.00
Notes
Assume 2 new per quadrant plus 2 additional new inlets for new cublines at roundabout
Assume 50 ft of pipe for each new inlet