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SHARED PARKING STUDY SHARED PARKING STUDY THE GROVE CITY OF BOYNTON BEACH KEITH AND SCHNARS, P.A. Engineers-Planners-Surveyors 6500 North Andrews Avenue Ft. Lauderdale, Florida 33309-2132 May, 1989 Our Project Number 11824.01M TABLE OF CONTENTS 1 . 2. 3. 4. 5. INTRODUCTION . . . . . . . . BACKGROUND ....... ULI METHODOLOGY THE ANALYSIS . . . . . CONCLUSION . . . LIST OF FIGURES . . . . . . . . . . . . 1. Anchor Weekday Peak Parking Percent . . . . . 2. General Retail Weekday Peak Parking Percent 3. Cinema Weekday Peak Parking Percent. . 4. Anchor Saturday Peak Parking Percent 5. General Retail Peak Parking Percent 6. Cinema Retail Peak Parking Percent LIST OF TABLES 1. Weekday Parking Accumulation 2. Saturday Parking Accumulation PAGE 1 3 4 5 15 6 7 8 9 10 11 13 14 1. INTRODUCTION Ke i th and Schnars, P. A. has been reta i ned to analyze and address the parking needs of The Grove, a shopping center in the City of Boynton Beach, Florida. Since The Grove is made up of varying kinds of retai 1 and cinema uses, it was determined that advantages could be realized by applying shared parking concepts. Many studies have been conducted which conclude that combining land uses results in a demand for parking that is less than the demand generated by separate free-standing developments of similar size and character. This opportunity is realized by two conditions: 1. Variations in peak accumulations associated with different activity patterns (by hour, day, season). 2. Relationships among land use activities whereby people are attracted to more than one land use on a single trip. The authoritative source ln quantifying the interactions associated with shared parking phenomenon is published by the Urban Land Institute (ULI). It is a compi lation of data collected nationwide which describes the variations in parking demands and the interaction of complimentary land uses. The ULI methodology was used in this report. Additionally, the City of Boynton Beach requires that a ten (10) percent buffer in the number of spaced provided be maintained over and above the ULI findings. -1- The advantages of us i ng the shared concept to reduce the amount of parking required are many including; 1. Not having to pave more parking lot than is necessary saves money; 2. A more aesthetically pleasing center with less paved areas and more landscaping; 3. an efficient design that provides only the parking that is needed. -2- 2. BACKGROUND The Grove is a retail center proposed at the northwest corner of Federal Highway and Old Dixie Highway in the City of Boynton Beach, Florida. A Winn Dixie store will serve as the major anchor for the development. Several general retail tenants will make up the additional square footage, and a cinema with six screens will be provided. The details of the site are summarized as follows: of 46,351 sq. ft. 90,422 sq. ft. 22.000 sq. ft. Total.._ Si::e 1f~'.i73 sq. ft. 2.00 ( i b"f'773 lCf 1- }4--o I '-'_ Boynton Beach Code r~~ai1ements, I i""17 0 .~? interaction, would result in the need for 1,052 jJ.O-t-- J{.UV r;i.- 00 J zJo .~ ""() Anchor Retail - Winn Dixie General Retail (including outparcels) Cinema - 1,470 seats The City without considering shared ~arking spaces. Retail requirements are one parking space for each 200 square feet of space, and for the cinema, one space is required for every four seats. Therefore, the requirements would be: Anchor Retail 46,351 sq. ft. 232 spaces General Reta i 1 - 9~, 1,-&- sq. ft. 452 spaces Cinema - 4l" seats 368 spaces ~ Total requ i red~r Code 1 ,052 spaces Using the ULI methodology, however, allows a more efficient and reasonable calculation of required parking. -3- 3. ULI METHODOLOGY The bas is for the Urban Land Inst i tute' s research was to define the characteristics of parking demands for single land uses. Then, by analyzing parking accumulations at mixed use centers, the shared parking concept was quantified. The ULI recommends the following procedure be followed in determining shared parking: 1 . Initial proiect Review: Knowledge of the site and the intended land uses is very important in beginning the shared parking analysis. Results from the initial review for The Grove has been presented in earlier sections in terms of square footage and land uses proposed. 2. Ad i ustment for Peak Park i nq Factor: The park i ng factors are those specified in the City of Boynton Beach Code as deta i led ear 1 i er in th is report and i nd i cate a need for 1,052 spaces. 3. Analysis of Hourly Accumulations: The hourly oarking demand for each land use is merged to estimate the overall peak park i ng demand. This is simply the hour by hour addition of parking demand for eacli use to estimate aggregate peak demand. -4- 4. THE ANALYSIS Applying the ULI methodology to The Grove yielded the hourly parking accumulation curves for each of the three land uses for weekday and Saturday conditions. Figure - Anchor Retail Parking Accumulation - Weekday Figure 2 - General Retail Parking Accumulation - Weekday Figure 3 - Cinema Parking Accumulation - Weekday Figure 4 - Anchor Retail Parking Accumulation - Saturday Figure 5 - General Retail Parking Accumulation - Saturday Figure 6 - Cinema Parking Accumulation - Saturday The data for the Anchor Retail is taken directly from ULI. The data collected under their study parallels exactly the kind of retail described herein as "Anchor Retai 1." General Retail in The Grove is expected to be made up of small stores. A huge range of bus i nesses cou 1 d be tenants in these General Retail stores travel agents, card shops, bookstores, office supplies, etc.. These retail businesses do not exhibit the same parking characteristics as the ULI data, or the Anchor Retail found at The Grove. These businesses tend to close earlier in the day and, to a large extent, to capture customers from the neighboring anchor retail. THerefore, the parking accumulation curves reflect this close relationship or the General Retail with other parts or the site. -5- ~ . C\I C ~~~~ - .,- :: ~~~ ~~~ ,,~~ .,- ", .,- "" "", ~~ "" 0 ."""""""""","""""""'" .,- ~..~ I > (j) a: ::;) en "" I "" ", -- -- CO en ~-- -~~ a: .. w .. 0 .. z .. 00 z .. .. 5 ~. -_o- f'.. "= ## a.. ## ~ I ## . ## <0 :: ~ ~ #.. . 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W " " ::E ,# " - ## ~ " zl- ## " 0 '" C\I "# ~ 0 "I III Z '#, #" ~ ~ ~ 0 c ~ ~ 0> W W CO 3= <C I :e I I"-- \ w . Z <D ~ - 0 . 0 0 0 0 0 0 0 0 0 0 <( 0 0 0) ex) I"'- (0 10 "1::1' C"') C\I ,.. ,.. NOll. tl7nWnaatl !JNI>I1:/tld >ltl3d ::/0 l.N3a1:/3d ~~~ ~~~ ~~~ ~~~ ",\ "~,,'ll' ,'" ',,'" . .." - - - - - - \~~ \~, ", ,\' \\' ,.,' ~ ~ ~ ~ ~ ~ ~ ~ ...... ...... ...... ...... ...... ,\,,,, ,~\ ,\\ \'~ ", ...... ...... ...... ...... ...... ~... i : \. " -:. -:. I ~-;;. i "## , ## ## ## ## ## ## #### ### IIIIIIIII .,11111 . IIIIII IIIIII III III III III III "'""" "" "" ", " " " " .. .. .. .. .. .. .. o o ,.. o CO o r-- o <0 o LO o "l:t o C"') o N o ,.. o 0) NO/1.ltlnWnOOlt fJN/>ll::Iltd >llt3d :/0 l.N30l::l3d o C\J ~ ~ ~ o ~ 0'> co I"-- CD L() ~ (t) C\J or- C\J ~ or- ~ o ~ 0'> co I"-- CD . o - :E . :: . a. Zr- o o Z . ::i: . <( ~ ~~ ~..~ !~ ~~ O~ r/lZ ,,=5 ~'7 ~I ~ffi >- ~ o llllll' u.. o w ~ ~ c a: :::) !cC en a: o :J: o Z c:( . . LO C\J c - ~ :E ~ ~ :: 0 ~~ : ~ - ~~ - - - i > - 0') :- a: ::) :- en :- . :- CO ~ :- .:- 0 w .:- z ..... 00 z ..... f'-.. "= :5 ..... a.. ..... 5 ..... . I ... :E ~ ,,'" <0 ~ ", . ", a. w "" w ", z ", ~ (3 ~, LO z ~~ ~.. >- w ~~ ~~ ~ lllllll ~.. ~ -~ - 0 - - - - - (Y') u.. - - - 0 - - - - C\J - :- w ~ :- ~ i .-~"----_._.- - -.---.-- ~ - ,-:. .., zl- -:. ~ -:. C\J 0 ", " ~ 0 c " z '., a: ',~ ~ - ~ ::;:) , - - - ~ - .. 0 .. '## ~ ### ### U) ### ### 0') ..J ### ### - #### i5 ##" "'# co ", " w " " a: I " f'-.. ~ ..J ~ - . <C : ': :E <0 . a: 0 0 <:) 0 0 0 0 0 0 0 c( w 0 en co r-- CD It) ~ C") C\I 0 T- Z T- W NOI.1 ttlnWnaatt DNI>ll::/ttd >I'rf3d :/0 .1N3a1::/3d G (0 . ..... C\J 0 - .... or- :E .... .... .... .... or- ,," " or- "" "" ~~ "", ..--.--....---..--.--.--.----.----..---..-- 0 :I'm- or- : ~~ I: . i > . en ex: . :;) . . en I - .---......-... '.-- _'""__>0________.'_ ------- - CO ~ " 0 w " z " 00 z " ~ " f'.. ~ " D.. " ~ " . I " " :E ~ " CO ~ " . w i " n. w " ~ " .. = C!) " '--- ---,,-_..- --~.__.....,.,... ._~ <.u_m._.. - -~--_. -..--- --..,'-,--...--..-.--.--.'. LO z - w - >- - - III1III . <( - ~ . . C . : . . . (Y) u. : . 0 , ~._._.__._----_._-----_.- C\J III W I ........... ~ II" or- - "'I " Zt- "'I II" C\J 0 "" """"'"""""", ,.- 0 Z """4 or- ~ or- I 0 C 0r- a: ::::) en t:c CO en c( I f'.. :i I W , . Z I <0 :E - cb . 0 0 0 0 0 0 0 0 0 0 <( 0 0 0) CD ...... (0 LO V ('t) N ~ ~ NO/1.lflnWnOOlf DNJ)Il:Jlfd >llf3d :/0 1. N30l:J3d .. The cinema exhibits parking activities quite different from the retail uses. Guided by the ULI data, conservative estimates of parking accumulation were used. It as assumed that weekday matinees would be offered and patronized. Furthermore, it was assumed that each weekday evening would be a sellout at each of the six screens. Although this would be economically desirable to the operator of the cinema, it is expected to be an infrequent occurrence. These assumptions have been used to present the most conservative case in which to provide sufficient parking during these times. Seasonal variations are addressed in the ULI report. In each case, the variations would tend to decrease the parking demands during the off-season. Because the ULI data has been COllected nationwide, seasonal ent peak seasons. Once again, this assumption serves to It is\ reta i 1 , ~ that no I d i ff e r- \ present/ variations do not describe experiences in South Florida. assumed in this report that the peak season for the anchor general retail and cinema all occur at the same time, and shared parking benefit can be derived from the relation of the most conservative case in which to design the parking supply. Percentages for the park i ng accumu 1 at i on curves have been applied to peak hour demand ror parking in each land use to arrive at calculation of shared parking values. Table 1 shows the total parking demand for weekdays, and Table 2 for Saturdays. -12- TABLE 1 WEEKDAY PARKING ACCUMULATION Time Anchor Reta i 1 Cinema Total I 6:00 a.m. 0 0 0 I 0 7:00 19 36 0 I 55 8:00 42 81 0 I 123 9:00 97 90 0 I 187 10:00 158 136 0 I 294 11 : 00 202 181 0 I 383 12:00 noon 225 I 271 55 I 551 (1: 00 :Z.33 1...1.'2.- p.m. W-. 271 92 I 595 - 2:00 225 271 129 I 625 3:00 220 262 147 I 629 4:00 202 239 221 I 662 ~~ 183 226 258 ,@**- 6:00 190 136 294 620 7:00 206 90 331 627 .-----~ (/8: 00 . 202 45 615 i 546 \ 9:00 142 36 I L~~-:~~~ 74 27 36 469 11 : 00 30 0 294 324 12:00 mid. 0 0 258 258 * * Weekday peak hour * * Saturday peak hour 5. CONCLUSIONS . The weekday shared parking demand peak~~t 5:00 in the after- noon. The retail uses are active, and the cinema matinees are near thei r peak. The peak demand from the ULI methodology is 667 spaces. S~t\Jrrlays exhibit similar characteristics, but the cinema is , more active, resulting in a peak hour demand at ~:oo p.m. of 739 spaces. Since a greater aQqreqate peak hour:~demand_Qc;_g.~.Lr.~...QD$9_~I.I_I:"c:t_a.X_,_ it will be used for design purposes, It may be prudent to allow for a safety factor of ten percent (10%) above the ULI calculations to provide for natural turnover of parking and unexpected fluctuating peaks. If this was provided at The Grove, ~ spaces would be supplied. Since the current site plan allows for 925 spaces, there is a very comfortable cushion of twenty five percent ~rovided. 4~5 ~ I / '2 -15- THE GROVE BOYNTON BEACH, FLORIDA TRAFFIC ANALYSIS KEITH AND SCHNARS, P.A. Engineers-Planners-Surveyors 6500 North Andrews Avenue Ft. Lauderdale, Florida 33309-2132 May, 1989 Our Project Number 11824.1P , ~':., I. II. I I 1. IV. V. TABLE OF CONTENTS INTRODUCTION . . . . . . . . . . . TRIP GENERATION AND DISTRIBUTION OPERATIONAL ANALYSIS .. .... RECOMMENDATIONS . . . CONCLUSIONS . . . .. ...... . . . . . . . . . . . . . . . . . . . LIST OF FIGURES 1 . 2 . 3. 4. 5. 6 . LOCATION MAP . . . . . . . . . . . . . . DISTRIBUTION AND DAILY PROJECT TRAFFIC . . . INGRESS DISTRIBUTION PERCENTAGE ....... EGRESS DISTRIBUTION PERCENTAGE ....... PM PEAK HOUR - INBOUND . . .. ..' PM PEAK HOUR - OUTBOUND . .. ........ LIST OF TABLES I. II. III. IV. V. DAILY TRIP GENERATION. . . . . . . . PM PEAK HOUR GENERATION . . . . . . . . EXISTING AVERAGE DAILY TRAFFIC ... TOTAL TRAFFIC . . . . . . . . . . . INTERSECTION LOS. . . . . . . . . . . . . APPENDIX A - FOOT THRESHOLDS B - INTERSECTION ANALYSIS SE 23 AVE/FEDERAL HIGHWAY C - INTERSECTION ANALYSIS OLD DIXIE HIGHWAY/FEDERAL HIGHWAY o - INTERSECTION ANALYSIS SE 34 AVENUE/FEDERAL HIGHWAY E - INTERSECTION ANALYSIS SE 34 AVENUE/OLD OIXIE HIGHWAY ~ 1 3 1 1 16 17 2 6 7 8 9 10 4 4 13 14 15 1- INTRODUCTION I<e i th and Schnars, P. A., has been retained to prepare a traffic analysis report for The Grove, a proposed shopping center located in the City of Boynton Beach in Palm Beach County. The Grove will be located in the northwest Quadrant of U.S. Route 1 (Federal Highway) and Old Dixie Highway. At the request of the City of Boynton Beach, a transportation study area (TSA) was established to analyze the traffic related to the proposed develop- ment and it's effect on the local street network. The TSA is bounded by Woo1bright Road (Southwest 15th Avenue) to the north, Lake Ida Road (Northeast 4th Street) to the south, Ocean Boulevard (S.R. A-1-A) to the east, and Congress Avenue to the west. Figure graphically illustrates the TSA and the relative location of the site within it. -1- WOOLRIGHT RD S.E. 23 AVE. - - ,.. - :: en = ::i - - - - - - - - - - - - - - - w > < en en w S.E. a: (!) z 0 () w w > > < < Z C') 0 (\j I- Z W CJ ;: z '- en .... z t::: N.E. S- - ST. - - - liD. - N.E. :: 4 ST:: - - - . W -w ::> > ::< < - CD - It) - - w - w - - Z - Z t::: ~ Q) CJ o LoeA liON MAP ~~ KEITH and SCHNARS, P.A. - _ ENGINEERS PLANNERS SURVEYORS ~ _ ..___,,_,.-'-'-__-.-..-....:..__.~__~_...l.:.........:.L___ II. TRIP GENERATION AND DISTRIBUTION Trip making characteristics vary with the type of land use being considered. Trip generation rates were obtained from the Institute of Transportation Engineer's Trip Generation Manual, 4th Edition. The information in the ITE Trip Generation Manual has been obtained through documentation of research and experience of transportation engineering professionals. The ITE manual is pre- pared for informational purposes only and does not include Institute recommendations on which is the best course of action or the preferred application of the data. This report provides the user with three methodologies to assist in determining the average trip generation of a land use. 1. Weighted trip generation rate, or the number of weighted trip ends per one unit of the independent variable (i.e. per employee or per 1,000 square feet). 2. A plot of the actual tr i p ends versus the size of the independent variable for each study. The numbers represented on the plots are not trip generation rates. They are actual trip ends plotted against an independent variable. 3. Regression equation of trip ends related to the independent variable. In this case, the regression equation method provides the most accurate determination of trip generation and was used as the basis for generating project traffic. -3- "I. The shopping center will include 136,773 square feet retail space and a 6 screen movie cinema with seating capacity for 1,470 patrons. Table I indicates land use and the expected trips generated on a daily basis. Table II indicates the proposed number of PM peak hour trips generated. Morning (AM) peak hour trips may a 1 so be cons i de red , however, th is type of deve 1 opment i nd i cated that the PM peak hour is the most critical period. Therefore the PM peak hour was the only peak period addressed. Retail - ITE 820 Ln(T)=0.65 Ln(x) + 5.92 x = 1,000 square feet , tfe) (ef' TABLE I ;}'O DAILY TRIP '~~A~~ON Land Use Size t~ Reqression Eauation Cinema - 1470 seats 0.75/seat I ,I 5/ Ge.c:ul- 1 ,102 J-Jft70 oni ,;).57,2. TABLE II Ie: ~ q-z. ,A~ k ~6 1.- l1, 4 I similar -h>~ II &,1 ~~ I -t-rl ('5 * ITE studies not available. ITE studies. Estimates based on PM PEAK HOUR GENERATION Land Use Size Reqression Eauation Inbound Outbound Total Retail 136.7 ksf Ln(T)=0.52 Ln(x)+4.04 359 x = 1,000 square feet 49% enter 51% exit 374 733 Cinema 1,470 seats .006in/.003 out * 9 4 13 * ITE studies not available. ITE studies. Estimates based on similar -4- The estimated distribution of project traffic to and from the site was based on: 1) The population distribution of the surrounding area; 2) Field observation of the existing distribution of trips for adjacent developments in the surrounding area; and 3) Available capacity in the adjacent roadway network. Trip distribution percentages throughout the TSA are shown in Figure 2 along with the respective daily project trip assignment. shopping center. Ingl~ess and egress routes, along wi th the adj acent street system are depicted in Figures 3 and 4 as percentages. Figures 5 and 6 illustrate the peak hour project traffic based on this distribution. -5- WOOLRIGHT RD ';jl.O IO~ <--- (f) S.E. 23 AVE. 5% 510 - - - - - CI) : ::) - 5% 510 C /U CU U o w > is'i!e < lOll) en en w a: AVE.: C) 10% - z - 0 w w 1020 = () > > - < < - - - z (') - - 0 c.I - - U I- - Z W - - '- ;: z - - - ....... en - N.E.: c z 14 - ST.: to - - - ~CO - ....... - ~~ - - <t: - - DISTRIBUTION. AND DAILY PROJECT TRAFFIC N.E.8: ST. - - - - ~D. - N.E. - 4 ST: 0 ;> 10%': -' 1 02 <Sui IX) -> ;z :< < - CD W - It) - 0 - w 0 - w - - z z - 10% 1020 ~I~r KEITH and SCHNARS, P.A. 0 ~ = ENGINEERS PLANNERS SURVEYORS - , '#. lO -1 r_ ~ S.E. 23 AVE. ~ 40% ." " .; . . ';j}.tJl. lOO -lO .J l ~ ., SITE oj '#. .\~~ lO '..J / .,t '#.~ .i lO lO ('t) - >- '~......~_.- ;: 'J: W X C 0 -I 0 S.E. 34 AVE. _5% J 5%.1> t 5% ... ;: :x: '#. -I lO c( ('t) a: w 0 w u. \ INGRESS - 0 ~~S~ KEITH and SCHNARS, P.A. DISTRIBUTION % -= ~ ENGINEERS PLANNERS SURVEYORS -=- ~__,_._L~~_._'.__~_'__~_~ . . r.'-. ~:r:".~':: <-::;-. --._. . . -J ~- S.E. 23 AVE. .,t 'CP-'CP- OLO .~.,.. 5%" SITE ~ 35~" >K-=. 'CP- ~ 'J: 0 w 'CP- ~ x LO ~ c ~ c -' 0 'CP-~ 'CP- LO LO('t) S.E. 34 AVE. .J ..5% .J~ > 3: J: -' <( a: w c w u. EGRESS - 0 Sl~~= KEITH and SCHNARS, P.A. DISTRIBUTION % :~ ENGINEERS PLANNERS SURVEYORS -="" ~^--,._-----_._~_.__.__.-,-,,-~,-,-.-..--,,-_._~--~------,-~.~.:- . 'I" :. .. -.~' T . LO LO -J - S.E. 23 AVE. .J 147." O)~ ,.-0) .J"- ., - .J r-'-~ 0) ~. ,.- SITE. i,~ - .J ~t / ~ >- 3",,-1 3: 'J: w t - x c 0) c ~ ..J - 0 S.E. 34 AVE. 18.t 18 -' >= t 3: 18-+ J: 0) ..J C\I c( a: ,.- w c W LL P.M. PEAK HOUR 0 ~~s= KEITH and SCHNARS, P.A. INBOUND j&J o:~ ENGINEERS PLANNERS SURVEYORS -=- -J~- S.E. 23 AVE. ., t ""1'- LOLO ,... 1~1- SITE (~ f=:-) 1- ;=- 'J: 0') ,... w l LO - ,... x - ~ 0 0 , ..J 0 <.\I 0') O')ew) ,... ,... ,... .J .J ~ S.E. 34 AVE. >- ;= J: .J < a: w 0 w u. , ~ 0 - P.M. PEAK HOUR =I~S: KEITH and SCHNARS, P.A. OUTBOUND 611 ': _= ENGINEERS PLANNERS SURVEYORS -=- ,......_-, .._~~.,.,.'".. ..,-.-." -- -- ~ III. OPERATIONAL ANALYSIS utilizing the results of the trip generation and distribution calculations, it was then possible to study the site related traffic that was assigned to the existing roadway network. Four (4) critical intersections and six (6) roadway segments were then analyzed to determine the effect of site related traffic on the selected intersections and roadway segments. The roadway segments include: 1. Federal Highway from Old Dixie Highway to Southeast 23rd Avenue 2. Federal Highway from Old Dixie Hi~hway to Southeast 34th Avenue (Gulfstream Road) 3. Southeast 23rd Avenue from Federal Highway to Seacrest Boulevard 4. Southeast 23rd Avenue from Seacrest Blvd. to 1-95 5. Southeast 23rd Avenue from 1-95 to Congress Avenue 6. Old Dixie Highway from Federal Highway to Southeast 34th Ave. The critical intersections include: 1. Federal Highway at Southeast 23rd Avenue 2. Federal Highway at Old Dixie Highway 3. Federal Highway at Southeast 34th Avenue 4. Old Dixie Highway at Southeast 34th Avenue -11 ,~",-,".:,'..'..) . 1he analysis of the project traffic to the roadway network was examined for two scenarios: 1. The existing traffic and level of service. 2. The existing traffic plus the Grove's pro- jected traffic and its level of service. The Level of Services (LOS) determination was made in accor- dance with guidel ines specified by the Florida Department of Transportation in their Florida Highway System Plan. In November 1988 the Florida Department of Transportation adopted a policy on Operating Level of Service Standards for the State Highway System. The standards incorporate (1) the direct correlation between urban amenities, (2) the different roles the state's facilities provide, and (3) local flexibility in deter- mining Special Transportation Areas. They also reinforce the growth management concepts of urban i nfi 11 and infrastructure concurrent with the impact of development. Level of service tables were developed in cooperation with each of the Florida Department of Transportation (FDOT) districts, other state agencies, metro- politan planning organizations, regional planning counci ls, professional organizations, and l>ocal governments. Therefore, in accordance with the State Highway Plan, the FOOT Generalized Daily Level of Service Maximum Volume Thresholds will be used to determine Levels of Service. A copy of these thresholds can be found in Appendix "A". -12- Existing traffic volumes were collected from Florida Depart- ment of Transportation and from actual counts collected by Keith and Schnars personnel. Table III indicates the roadway segments with the existing average daily traffic(ADT) volumes, FOOT roadway capacities, and the segment's operating level of services (LOS). TABLE III THE GROVE EXISTING AVERAGE DAILY TRAFFIC Roadway Seqment Federal Highway: Old Dixie To SE 23 Ave. Old Dixie to SE 34 Ave. #' of Lanes Volume 4LD 4LD 23,251 25,151 Southeast 23rd Avenue: U.S. 1 to Seacreast Seacreast to 1-95 1-95 to Congress 2L 2L 2L 7,347 10,316 8,892 Old Dixie Highway: U.S. 1 to SE 34 Ave. 2L 1 ,381 CaDacity 34,900 34,900 16,500 16,500 16,500 16,500 LOS A A A A A A Table IV includes the total of existing ADT coupled with site traffic for each segment has expected level of service assignment assuming the shopping center is in full operation and fully occupied. -13- TABLE IV THE GROVE TOTAL TRAFFIC (AVERAGE DAILY TRAFFIC WITH PROJECT TRAFFIC) Roadway Seqment # of Lanes Volume Caoacity LOS Federal Highway: Old Dixie to SE 23 Ave. 4LD 28,865 34,900 A Old Dixie to SE 34 Ave. 4LD 29,233 34,900 A Southeast 23rd Avenue: U.S. 1 to Seacrest 2L 11,429 16,500 A Seacreast to 1-95 2L 12,357 16,500 A 1-95 to Congress 2L 10,933 16,500 A Old Dixie Highway: U.S. 1 to SE 34 Ave. 2L 1 ,961 16,500 A As indicated by the FDOT, facilities ope~ating in Level of Service "D" or better are deemed acceptable. -14- ,..."....., . -I"', 1.'.....;..::.~;,;,~,...' As illustrated in Table IV, all of the critical roadway links are expected to operate at Level of Service "A". Afternoon (PM Peak Hour) Turning Movements were conducted at the four (4) critical intersections to determine intersection capacities and levels of service. Intersection analyses were per- formed in accordance with the 1985 Highway Capacity Manual (HCM). Peak Hour project traffic was added to the existing turning move- ments and the intersections were analyzed to determine the inter- section level of service when the shopping center is in fully occupied. The results of the intersection analysis can be found in Appendices B, C, D and E. As shown in Table V, the proposed shopping center traffic is not expected to have a significant effect on the intersections levels of service. Although several LOS are affected, no intersection falls below LOS C. Intersections are considered as operating acceptably at LOS D. Intersection TABLE V INTERSECTION LOS LOS Ex i st i m~ B A B A Federal Hwy & SE 23 Ave Federal Hwy & Old Dixie Hwy Federal Hwy & SE 34 Ave Old Dixie Hwy & SE 34 Ave -15- LOS with proiect C B C A ~ ---.-r ..- IV. RECOMMENDATIONS A traffic signal justification study was performed by Keith and Schnars for the 1986 Grove study, under separate cover, for the i nte rsect i on of 2l9_D_i~j~_ljigb!'!~.1'- and Eedera LJiisb-mlY. The ,..-- ----<.--. resu 1 ts i nd i cate that when The Grove opens, !1 s i gna1-~.i II be ,~_~.r::_r::an!.~.<!, and shou 1 d_Q~ j.n~,-ta II ed.- It is realized that the 1986 study had 273 more daily trips than the study herein. However, background growth over the past three years has far surpassed the trips expected by this project. Therefore, the signal study is expected to meet the warrants for signal justification. In conjunction with the si~nal installation and to optimize the operation of the signal, the eastbound lanes at the intersec- ~- ------ - - --- tion should include an exclusive left turn lane. In addition, an --. --.-.--.---- ~ _.~.~.,._._-_._,+~.--_.~,----"-'.---> ~~(t_le.ft---J..-~cn lane should _~_=___?~ovided at the main entrance to the shopping center. -16- v. CONCLUSIONS As a result of the analysis described herein, it can be concluded that the traffic resulting from the development of The Grove can be adequately accommodated on the surrounding street network. The recommended improvements to the street system, ie. signalization and turn lanes, will enhance the ability of the street system to operate safely and efficiently. -17- APPENDIX A FOOT GENERALIZED DAILY LEVEL OF SERVICE MAXIMUM VOLUME THRESHOLDS GENERALIZED iID.4.\1llL~ LEVEL OF SERVICE MAXIMUM VOLUMES FOR FLORIDA'S URBAN {URBANIZED (lS,OOO+) .AREAS (valid (or U~ from January 1989 throulth December 19901 TWO-WAY AR'IERIALS Croa. ^ 10.0 lD 0."" .'V."-I 1D1I:::nel:tIDIl. per mIlel Lane. I 0Mi0d u..dal~ A R C 0 It 2 UOO... 13. 700 13..000 15. eoo I~ 17.400 4 Ow. 29.800 31.900 33,000 ~9OO 38. 700 II Ow. ~400 48.100 4Q, 700 ra.400 M..XI) Crwv-;>> fJ.7e t.a I ~ ~ ~ pcr mlIel LAn... I ~ 2 UndJto. 4 OW. o OW. u..dal~ BCD 13. 700 l0U00 15.:)00 29. 700 31.000 nsoo 4!a.100 46.700 48.900 It 16.100 ~ooo 51.2OJ A 9.000 20.000 :neoo Group C (l.lllD 2..5 ~.'-IID~ per mJlcl lM>.,.1 I)Mdod I.Lvd aI~ A- B C 0 It 2 UndJor. - I Q.:2(X) 13.:lOO 1"-600 13..700 4 Ow. - 22,600 :zsu,oo 31.700 33.400 o OW. - 3S. J 00 4A.000 47.900 so..xx> CroCII'D (2.0 t.a 3~ .~ IDlI:r'tNl<Uo<d per mlJo:l FRl!ZWAYS Croap 1 IwtthID ~ ana _ .500.000 &Dd Jead1D4 t.a or WIIhJI .. .5 UJIls d p1lDU)' dI:f.......u ~ ~ Lewld~ C 01.100 OJ.6OO I :z:uoo 152. 700 I..- o 73.600 II 0. 700 147.000 184~ I: 7'9.3CX) 1111.000 158.700 198.400 4 o 8 10 A 27.600 41.700 sa.5OO OQ,4OO B 42.600 84.300 ~700 107.100 ~ :I IwthID UJbaIdKd ana on:r so.OOO and DOlin C:rvup II I..- C L A S S " o 8 10 A 21.400 32.100 42.600 53..500 Lewld~ C 47.100 7O,eal !M.2OO 117.700 o 56, goo &'!..3CX) 113.700 142.200 E 81.100 91.700 122.300 152.900 B 33.0CX) 4~ 66.000 82.500 I 0I'0ap 3 IwIthtD DOD'~ ~I u.- Lewld~ A B C 0 C 4 17.100 26.3CX) 31.eal 4,5,400 48.600 II 25.600 39.500 56,3CX) 6l!.0CX) 73.200 8 34.100 52. 700 7!a.l00 90. 700 91..500 ONE-WAY ARTER.IAI..9 LanC'lI Croup D 0.- \haD 3.0 "\V-"''"-lIDtcnec:Ucrna per m&lel 0Mi0d I--' ol s..m.. A- 0- C 0 It I..- Lewl ds..m.. 2 Urdtor. - - II~ 13.700 13..400 A- B C 0 C 20.100 ~ 33.200 .. 4 OW. - - 2 lI.to) 1"-600 16. goo 111.000 .. II OW. :n 700 46.:lOO M:J.OO - 1"-00J 22. 700 2!a. 60J 27.2OJ 1. - - 3 - 4 - 19.900 :n6OO 3oUOO 30..3CX) A c.roa, .r; 13.0 lD 4~ ."".1-.1 ID~ per I.DlIcl : Lan". I Qroap E (3.IIID"~ apa.IIad lDtenec1>>n per mllel : I)Mdod t...d O/~ l..- I--' d Savb: A- B"" C- O C If'" B"" C 0 E 1 2Urd,.,. - . - - l2..XO 1"-000 2 13.3CX) 18.200 17.600 4 Ow. 26.:lOO :n.100 - - - - - 3 20.3CX) ::zA..6OO 28. 600 o OW. ~ 48.800 - - - - - " 27.100 33,3CX) 3S.6OO - - ~ F I~ th.ouI .. ~ elCJU.Jlad ID~ pcr m&Ie and pac ....ddn prwr..y dty ea>tnJ ~ ~ d urt-u.d ..... _!SOO.OlXlI lM>ClI o..dad u..d aI~ A" B"" C- O It 2 Urdtor. - - - 1 Q,3CX) 1"-600 4 OW. - - - 22.600 :n.100 o OW. - - - 34.900 49.000 C L A S S Qroap .,. (rno~ tha>> 4..5 ~ In\.ena:tio... per mJe .. .. aDd DOC 'W'IdJiD pnmuy r:JI'f Cr:IItnJ buoIIDsa :z. ~durtaDamd ~ _ 5Ol.0XlI A I..- Lewl d Savb: ~ li- e- C 0 C ~ 2 - - 1 Q, 900 l3..eal 17.700 3 - - 1ll.6OO 23. 9CX) 26.600 4 - - 22.400 32.400 3S.llOO n ~ o c..-e t.buI4~ ~ 10_ per m&Ie. = 8Dd -*rID po-.,. r:JI'f ca>croi ~ I- ~ olurtaDamd ~ _ .5OO.CXXlI A I..- Lewld~ Q A- e- C 0 E :a 2 - - 13.300 17.200 18.3CX) 3 - - 20.400 26.200 27.700 " - - 27.000 3!l..2OO 31.100 I:I 11 L.oneol 0Mi0d Ladol~ A- 8"" C- O It 2 Urdtor. - - - 13..100 13..400 4 OW. - - - 2Sl;ll:X) 33. 700 8 Ow. - - - 4A2OO 51.200 o.-p 0 ~ u.- ,,~ ~p'.-..t 10.... .uUoo.. per mdlI 8Dd wCID prtmary.".., omcroi ~ C ~d~..... _ 5Ol.0lXlI L A S S FOOT THRESHOLDS III - - ~._.~If KEITH and SCHNARS, P.A. = ..y.. ': ENGINEERS PLANNERS SURVEYORS D ----------~ ------ ----"--~-~--~--- APPENDIX B INTERSECTION ANALYSIS SE 23RD AVENUE/FEDERAL HIGHWAY . .'.....:.v:o... . .'....-.., ~ 1985 HCI"!: E': I GNAL I Z ED I NTEREiECT I OI\lS SUt'IMPIRY REPORT ************************************************************************** INTERSECTION..SE 23 AVENUE/FEDERAL HIGHWAY AREA TYPE.....OTHER ANALyST.......K & s Dr-ITE.. . .. .... . ~5/12/B9 TIME.. ........PM PEAK COMMENT.......EXISTING TRAFFIC ---..----..-..--.---..----.-.------..-.------..--------------------.----------.----------.------------------------- \)0 LUMl:::S GEOMETRY ED \lJD NB 5B [~B WB NB 5B LT 1 ~:::5 (I 80 1~ LTf~ :!. :.~. 0 L.TR 12.0 L 12.0 LT 12.0 ..::. TH -,. -" tOD7 796 12.0 12.0 T 12.0 TR 12.0 . , RT 107 .. ..... 192 12. () 12.0 TR 12.0 12.0 '..' '0.' m~ 10 0 0 1 '';> 12.0 12.0 12.0 12.0 l~.2u 0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ---.----..-.------.--.------.--.-.-----------.-.-----.-----.---.----.------------------.------------ AD,JUSTMENT FACT(]I~S (:mADE HV ADJ PI<G BUSES I::'HF PEDS PED. BUT. ARR. TYPE (~~ ) (% ) YIN Nrn Nb YIN min T EE: 0.00 ~). 00 N 0 0 0.95 50 N 17. ~; .. .-' L"'El o . (H) ~.5 1\ () () N 0 0 0.9:5 50 N 17.5 3 !\IE 0.00 5.00 N 0 0 0.95 50 N 8.5 3 SB 1),,00 :5.00 N (I 0 O. f15 50 N 8.5 ~ ."1 -.----.-----.--.---..---.-.---.--------.----------.----_._--_._._-----------------~----------------- CYCLE LENGTH = 90.0 PH-2 PH-3 PH-4 fJ I GNAL SETTINGS PH-.-l PH.._.2 PH'--~~:, PH-.4 PH-1 FE: L..T X NE! L.T X TH X TH X HT X RT X PI) X PD X \I.JB LT X SEl LT X TH X TH X nT X RT X PD X PD X GREEN :::0. I) 0.0 0.0 0.0 GREEN 62.0 YEL.LOltJ ,ll.. I) 0.0 0.0 0.0 VEl_LOW 4..0 0.0 0.0 0.0 0.0 0.0 0.0 ..... ..... ..._ "'" "'0' ......_ __ __ _..,_ -... _'_ _.. --. '-- ..... ..... -- -- -- -. ..... ..... -. -" -.....- .....-. -..... ..... -- -- -. --.- .-- -...-.-.-. -....... .-. - - - - -.. - - -.- - - -.-. -' -. -.. -- -- ..- -- - -- - -.---- LEVEL OF !3EHV I CE L.PI 1''-lE C.:lRP" I./lC GIC DEL.AY LOS APF'. DEL.AY APP. LOS EB LTR O.T::m (). 2:22 26.9 D 26.9 D WEl LTF\ O. 02() ()" ~:~22 17" "7 C 17.7 C NEI L o. ~jO"7 O. 6811 1.\. . l]. A 4.4 A TR i) " 49fJ o. 689 4. . 4 (~ E)E~ LTR o. ~:)~::l..) 0,,689 4,. 7 (..1 4..7 A --..--......---------.-.----.-..-.---..--..-.-..-.------.-----------------------.----------------------.------------ II\ITEIiSECTIDN: DE~l ay :=: b. 7 (sec/v~!h) V/C :.:: 0.592 LOS := B '1985 HCM: SIGNALIZED INTERSECTIONS SUMMARY REPORT ************************************************************************** INTERSECTION..SE 23 AVENUE/FEDERAL HIGHWAY AREA TYPE.....OTHER ANALYST.......K & S DATE......... .5/12/89 T I ME. . . . . . . . . . PM PEA"< COMMENT.......WITH PROJECT TRAFFIC --.------------------------------------------------------------------------ VOLUMES GEOMETRY EB WB NB SB EB WB NB sa LT 135 0 231 13 LTR 12.0 LTR 12.0 L 12.0 LT 12.0 TH 3 3 1142 853 12.0 12.0 T 12.0 TR 12.0 RT 254 <" 3 192 12.0 12.0 TR 12.0 12.0 "-' RR 25 0 0 19 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 -------------------------------------------------------------------------- ADJUSTMENT FACTORS GRADE HV ADJ P~<G BUSES PHF PEDS PED. BUT. ARR. TYPE (I. ) (I. ) Y/N Nm Nb Y/N min T EEl 0.00 5.00 N 0 0 0.95 50 N 17.5 3 WB 0.00 5.00 N 0 0 0.95 50 N 17.5 3 NEl 0.00 5.00 N 0 0 0.95 50 N 8.5 3 SB 0.00 5.00 N 0 0 0.95 50 N 8.5 3 -------.------------------------------------------------------------------- SIGNAL' SETTINGS PH-1 PH-2 PH-3 PH-4 EB LT X NB LT TH X TH RT X RT PO X PD WB LT X SB LT TH X TH RT X RT PO X PO GREEN 30.0 0.0 0.0 0.0 GREEN YELLOW 4.0 0.0 0.0 0.0 YELLOW CYCLE LENGTH = 90.0 PH-1 PH-2 PH-3 PH-4 X X X X X X X X X X X X X X 7.0 5.0 32.0 0.0 4.0 4.0 4.0 0.0 ---------------.------------------------------------------------------------- LEVEL OF SERVICE LANE GRP. v/e G/C DELAY LOS APP. DELAY APP. LOS EB LTR 0.831 t).333 25.0 C 25.0 C WB LTR 0.013 0.333 13.0 B 13.0 B NB L (). 362 0.578 8.0 B 14.0 B TR 0.791 0.456 15.2 C SB LTR 1 . 001 0.356 36.4 D 36.4 0 INTERSECTION: Delay = 23.8 (sec/veh) --------------------------------------------------------------------------- v/e == 0.783 LOS = C ,.. APPENDIX C INTERSECTION ANALYSIS OLD DIXIE HIGHWAY/FEDERAL HIGHWAY 198~ HCM: SIGNALIZED INTERSECTIONS SU/vIM{21RY REPORT ************************************************************************** INTERSECTION..OLD DIXIE HIGHWAY/FEDERAL HIGHWAY AREA TYPE.....OTHER ANALYST.......K & s DATE..........5/12/89 TIME. ........ .PM PEAK COMMENT.......EXISTING TRAFFIC .------------_.._--_.__._-------------_._~-------_._--------.--------.----------------------------- VOLUMe; GEOMETRY ED ltJB NB 5B EE3 llJ f.l NB SB LT '7D 0 ij.O "7 L.TF\ 12.0 LTR 12.0 L 12.0 L 12.0 TI-.I .- 0 1 127 729 1 :;:~ .. 0 12.0 T 12.0 T 12.0 HT 27 7 17 64- 12.0 12.0 TR 12.0 n, 12.0 m~ -'I' 1 ~~~ b 12. 0 12.0 12.0 12.0 . , 12.0 12.0 12. 0 12.0 12.0 12.0 12" 0 12.0 .----.----...------.---.---.-----.---.------.-----.-.-.---.----.----------.--------.------------.--------------- AD,JlJSTl"lENT FACTORS GRi-iDE HV (~IDJ PKG BUSES F'HF F'EDS PED. BUT. N~FL TYPE 0:') CO Y/N Nm Nb Y/N min T EEl o. 00 5., ()() N I) 0 0.95 50 N 25.8 ..,.. ..;., hIE: 0.00 ~:j II () () N 0 0 0,,95 50 N 25"8 - ..~. NB I). 00 ~).. ()() N I) 0 0.95 50 N 13. B -:r "-' SB 0,,00 :':'i. 00 N 0 <) (I. 9~S 50 N 1:::;: . 0 3 \-' _..M......__.___.__.__._..___.._._.._.__.___.___..._.__------.------.----------.--.------------.----------------- CYCLE LENGTH = 90.0 PH-2 PH-3 PH-4 f3 I GN{~L SETTINGS F'I'+-- 1 F'H.--2 PH.-.3 PH--Ll F'H-1 EB LT X NB LT X TH X TH X FiT ;( RT X PD X PD X l'JB LT X Sf!- LT X TI..-I X TH X I:;:T X HT X PD X PD X GREI::N ~2 () " 0 O. 0 0.0 0.0 GHEEN 62.0 YEU..DliJ il. 0 0.0 0.0 0.0 YELLQW 4..0 0.0 0.0 0.0 0.0 0.0 0.0 __..__...________..___....__.._...N.._________._.__...-------.---.--.-------------~---_._--------.-------------------.----- LEVEL OF SEF:;;V I CE L.ANE DPP.. vie G/C DEL.AY LOS APP. DELJW APP. LOS EEl '-.TFi O. :~:;;:~; 1 (). 2::~2 19.2 C 19.2 C WB LTF:;; () n ():~:~ ().. :~:2:;~ 17.7 c 17.7 C Nf3 L 0. 10:, 0.689 ..~. 6 A 4- r: A ,_I . ...J Tf-';: o. ~52::: o. 689 4. ,::- A ~J ElB 1- O. 041 0. 6B9 3.4- A 3.8 {~ TF;: o. ~3 r:.. ~5 O. 6Bci -~. 8 {~ ....' " _._--_.__._._._----_._-_._.._-_.__.._-_.__..._-_._~-----~--_._---_._----------------------------------------.--- I NTEF~:3r::CT I ON: DE!l i'..~y ::::: :':=';. (> (~:;€~C: I y(;.:.h ) VIC ::::: 0.476 L.OB 0-= A 1985 HeM: SIGNALIZED INTERSECTIONS f3LJI"'WI{'W~Y f\EF'OnT ************************************************************************** INTERSECTION. .OLD DIXIE HIGHWAY/FEDERAL HIGHWAY AREA TYPE.....OTHER ANALyST.......K & s DATE..........5/12/B9 TIME..........PM PEAK COMMENT...u...WITH PFiOJECT TRAFFIC --.-.-------.-----.-..-.----------------.------.---.----------------.---.----------------------------------- lJOL.LJI"IE!3 GEOMETRY ED WI.? ND SE ED l1JB NE SB LT 206 0 169 7 LTn 12.0 LTF;: 12.0 L 12.0 L 12.0 TH .~ (I 11 4~:5 74El 1.2.0 12.0 T 12.0 T 12.0 ..... FiT 1 <::-q "7 17 24(3 12.0 12.0 Tn 18".' 0 Tn 12.0 ...}, ..... . Fm 16 1 :: 6 12.0 12.0 12.0 12.0 1.2.0 12.0 1 '.' I-I 12.0 . .-. 'M' 12.0 12.0 12.0 12.0 ---.--..--..-.--.----.----..-----.-..----------.----.------~-~---_._----_._----------------_._----------- AD,JUSTI"IENT FACTORS GRADE HV t;D.J PI(B BUSES PHF PEDS PED. BUT. ~IRR. TYPE ( ./ " C.';) Y/N Nm I'~b Y/N rnin T I. , EEl 0.00 ~~j. 00 N <) 0 0.95 50 N 1'""'\1:= 8 - ~:.....} . ..::' tlJB 0.00 5.!)O N () 0 0.95 50 N 2~i. 8 "< ~. ND 0.00 5. ()() 1\1 0 0 0.95 50 N 13.8 - .. '-' SI3 0,,00 :5" ()<) 1\1 0 0 0.95 50 N 13.8 .... "-' __._.._....__._.____.....___._._____..___.__....______.____._.__.____L_.____.__._____________________._________ CYCLE LENGTH = 90.0 PH-2 PH-3 PH-4 !:~ I ON(.)L. !::IETT I NO~'3 r:'H-'.' 1. F'1-'1.--2 F'I.+-.3 PH--Lj PH-l EE: LT ;< 1\113 LT X TH X TH X f~T X RT X PD X f-:'D X I'JB L.T X S[l LT X TH X TH X F\T X RT X PD X F'D X 13F:EEN ~~;~5.. t) 0.0 0.0 0.0 GF<EEN 47.0 YELLOIt,1 LI.O 0.0 0.0 0.0 YELLOW 4.. 0 0.0 0.0 0.0 0.0 0.0 0.0 --.-....----.--------.------.-.--..---..---.-...----.-----------------------------------.-----..--.--------.-.-------- LEVEL OF SEF\V I CE L{iNE~ GRP. vie GIC DEUW LOS EEl LTI::;; <). DiJA o. 3139 ,."'..,. 1 C ..::,....:' u t~B L. T f~ 0.01::: o. ::::89 10n9 B ND L o. 926 0. r:....,...',-, 46.7 E ""J~..a:... TR 0.70:1. ().. ~3:;-2:~ :I. 1. 2 B GEl L () .. O::iB ()" 522 f.' 1 B ..J. Tr.;: o. 624- () n ~52:-~ :1.0. :::: B 10.9 15.5 APP. LOS C B C AF'P. DELAY 23. 1 10.3 B ------.---.-.----.---------.-.--.------------------------------------------------------- I I\ITEF~SECT I 01'.1: Delay = :1.4.7 Csec/veh) V/C ~':: 0.f391 LOS = B APPENDIX D INTERSECTION ANALYSIS SE 34 AVENUE/FEDERAL HIGHWAY "; 1 . ~.. . 1985 HCM: SIGNALIZED INTERSECTIONS GUI"lM('.~I::;:Y F,EPDF,T ************************************************************************** INTERSECTION..SE 34 AVENUE/FEDERAL HIGHWAY AREA TYPE.,...OTHER ANALYST.......K & S D('.~TE:.,.".,... ,,:'5/12/139 TIME...... ....PM PEAK COMMENT,..",."EXISTING TRAFFIC -.----.--.----------.-.--------.--.-----.----------------------------------------------------------- VDLUt1E!.3 GEOMETRY ED l..,B NB SB EB t..,B NB SB LT 71 10 267 7 L 12.0 L- 12.0 L 12.0 L 12.0 TH 10 ...:. 107f3 1390 TR 12.0 TR 12.0 T 12.0 T 12.0 F\T 1 1.Q. 10 1 -0 ~:'4 :1.2.0 12.0 TR 12.0 TFi 12.0 Fm 1 1 1 :I. ~ 12.0 12.0 1:.2.0 12.0 ..... 1 :~ . () 12.0 12.0 12.0 12.0 12.0 12.0 12.0 .-.---.-.--------------.--.----.-----.-------.---.----------_._---------~------_.-------------- ('~D.J USTMENT FACTORS GRf..'lDE HV ADJ PI<:G BU!3ES PHF PEDS PED. BUT. ARR. TYPE ( 'I . (% ) Y/N Nm Nb Y/N Olin T " } ED 0.00 :5.00 N 0 0 0.95 50 N 17.5 ":!" .-' l'.lB 0,00 5.00 N 0 0 0.95 50 N 17.5 3 !\II? 0.00 5.00 N 0 0 0.95 50 N 8.5 ":!" .... SEl 0.00 ~i. 00 1\1 0 0 0.95 50 N 8,.5 ..... .-' ----.-.---...----..-.-----.--------.--------.------.---------.------------------------------ S I 13NAL !:-1ETT I NGS CYCLE LENGTH = 90.0 F'H'--l PH--2 PH-~:' PH - if. F'H-l PH--2 PH-3 PH-4 ED L.T X NB LT X X X TH X TH X X HT X F<T X X PD X PD X X l"B L.T X SB LT X X TH X TH X FIT X RT X PD X PD X r.:JREEN ~~;O. 0 0.0 0.0 0.0 GREEN b.O 5.0 33.0 0.0 VEL.LOl-\1 4.0 0.0 0.0 0.0 YEL.LOW 4..0 4.0 4-.0 0.0 ..-.--.---.--.------.----.....-.--.-.--------.-----.---------.-.------.--.----------------------.------------- L.EVEL OF SERVICE L.ANE: C)f~ F' , \)/C G/C DELAY L.OS APF'. DELAY APP. LOS ED L o. lLI.3 o. -.........,. 16. (\ C 14. 8 [l ...,........ TI:~ O. 21.1-1 0.. -.......f'-... 11.1-.. :I. [l " " " l:JB L.. O. 024 O. -:"..,...,. 1 ~S. C 14. . 1 B ............' .-' TF:~ ()It () ~:~ !.:5 O. _......-r 1:::; " 0 B ....1...'....' NE! L o. ~~; ~3 c) o. 578 7. 9 B 1 r., 6 B -. Tn 0" T37 O. 467 1::: n 7 B ~3B L (~ . 090 0. il ."0-" 1 1 4 D 18. 6 C .......-. . TR O. "le!f:.> 0.. -:::';67 lEl. 6 C --.---.-.--.-....--...--.--.-----------.-----.-------------------.-.-.--.-------------------.------------------ I I\lTEFlE:ECT I ON:: Delay = 15.0 (sec/veh) vie ~-.: o. .l~89 L.OS ::: B 1985 HeM: SIGNALIZED INTERSECTIONS ~3Ul"llvl{;F:;:Y I::;:EF'[JHT ************************************************************************** INTERSECTION..BE 34 AVE IFEDERAL HIGHWAY AREA TYPE.....OTHER ANAlyST.......K & s IHYfE" . . . . . . . . ,,5/ 12/E19 TIME.. ........PM PEAK COMMENT.."... .WITH PROJECT TRAFFIC ..-. _... ...- ...- ..." --. -. .... ..-. -- -." ...- ..... --' .... -...'''- ..... ..... - .....- -- .....-........ - ..-..- ..... -- -. ..-..-'- ..-..- - -.- --. -- --'-' - - _. ----.--.....-... - - --- ..... --.- "-' ._- -..- - -. - -- ---- IJOLUI-'IES GEOMETRY ED ~.JB NB f3B ED ~.JB !\IE SB L_T DC) 10 267 7 L 12.0 L 12.0 L 12.0 L 12.0 TH 10 -T 1207 1022 TR 12.0 TR 12.0 T 12.0 T 12. 0 RT 1 14 10 13 1:":-,- 1:2.. 0 1'"' 0 TR 12.0 TR 12.0 .J...:. ~. RR l:L 1 1 r:::- 12.0 12.0 12.0 12.0 ,J 12.0 12. () 12.0 12.0 12. 0 12.0 1::~ . 0 12.0 -------_._-_.__..__._--_._---_._--~---_._----_._---------------------.---.--.--------------- {~D,JUSTlvIENT FACTORS GF\ADE HV r-1DJ Pf:::G BLJSE!3 PI--1F PEDS PED. BUT. AF\R. TYPE (% ) ( %) '{IN !'-lm NtJ Y/N min T EEl 0.00 ~'3. 00 N 0 0 0.95 50 N ~~5. 8 3 t,m 0.00 5.00 N 0 0 0.95 50 N 25. B 3 ND 0.00 5.00 N 0 0 ().95 50 N 19.8 ~ '. '-' SEl 0.00 5.00 N 0 0 0.95 50 N 19.8 3 ____..M___._.._____._.._..._______.____.___.~______~__---.---~-----------.-------------._---._------- SIGNAL SETTINGS CYCLE LENGTH -- 90.0 PH---1 F'H--.'2 PI--I-.3 PH--.1.J. F'H--1 PH-'2 F'H--3 PH-4 ED LT X NE: LT X X X TH X TH X X RT X RT X X PD X PD X X tLJB LT x f"3B LT X X TH X TH X HT X HT X PD X PD X GREEI',I ~:::O. {) 0.0 0.0 0.0 GREEN 6.0 5.0 ~.!.3. () 0.0 YELL.DltJ 4.0 0.0 0.0 0.0 YELLOW oll..O 4..0 4.0 0.0 -....---------.--.-..----.-----.-.-----.--....-----------_._---------~------------------------------------ L.EVEL OF SEFiVICE L.f.)NE r:;)np. ViC D/C DELAY LOS APP. DELAY APP. LOS EEl l... O. 179 o. -'-'-P 16. " C 15.0 C ..::...:;...:;, "'- TFi o. :;;;~4:l - ...,....1"_. 14. 1 B (J" .':;I.::'t..~1 ItJB L O. 024- .. -,' -r -Of' 1 ~j. -. C 14. 1 B (). ..::'..~I..::. ',-' TH ()" ()2~:3 ()" ~)33 1:::'.0 B NEt L. 0.:':5:1.4 0.578 9. 7 B 14. r:::- EI d Tr~ 0. B2::::; 0.467 15.~5 C ~3B L O. OCll) o. 4.3:3 11.4 B 24.8 C TFi O. 9:.26 o. ~:::67 211. . B C -.-......--.........-----..-.-.----------------.--..-.-----------------.-----.------.---------------.-------------- I NTEF:;;SECT I 01\1 ~ Delay = 18.6 (sec/veh) V/C ::: 0.580 L.OS =" C :olI" " 1"" , . ~. . - APPENDIX E INTERSECTION ANALYSIS SE 34 AVENUE/OLD DIXIE HIGHWAY .:: ,. : " 1985 HCM~ UNSIGNALIZED INTERSECTIONS Page-l ********************************************************************t IDENTIFYING INFORMATION ___..________________M_M____._______________._._._____------------------------------------------- AVERAGE RUNNING SPEED, MAJOR STREET.. 30 PEAK HOUR FACTOR..................... .95 AREA POPULATION...~.................. 50000 1\1 {) 1'.1 E CW THE E~(~ST / Il-JEST ~3TF\EET . BE '~4 AVE . . . . . . . . "~' Nr-ll'1E DF THE NOHTH/SOUTH !.-:;TF~EET . . . . . . . OLD DIXIE HWY N(.~II"IE OF THE PtN{-)L YBT . ~.,. 81. S . . . . . . . . . . . . . . . . . ... DnTE OF 'lHE nNPIL YEi I G (mm/dd/yy) . . . . . . 5/12/89 T I r1E PERIOD (.)NAL.YZED. . . . . . . . . . . . . . . . . Plyl PEAK OTHER INFORMATION.... EXISTING TRAFFIC INTERSECTION TYPE AND CONTROL -.-.-----------.-------------------.------.-----.--------.-------.-------.----.-.------------------ INTERSECTION TYPE~ 4-LEG MAJOR STREET DIRECTION~ EAST/WEST CONTROL TYPE NORTHBOUND: STOP SIGN CONTROL TYPE SOUTHBOUND: STOP SIGN TR()FF I C l.,r'OUJI'1E!3 --.--.-.---...-------.------.-.----------.---------------------------------.------------------. EB WB NB EiB I...EF.T ~:;.O 4.0 17 10 .n-In lJ 179 <l'''-~''' 27 30 ..:......'..;.. F\ I (31-1T ..:],0 24 3() 2L]. NUMBER OF LANES AND LANE USAGE --..-.-----.--.-.-.-.---..------.------.-----.---.--..-----.------------------------------------ ED IIJB NB BB LANE~:; 1 1 1 1 L.ANE USAf3E LTH LTR ADJUSTMENT FACTORS Page-: _._....-......_._._---_._---"._--_.-_.----_._._.~---------------------------------.----------------- PERCENT RIGHT TURN CURB RADIUS (ft) ACCELERATION LANE GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS --.-----. -..----.------.---. --------------~- ------------------ E(.;F:lTBDUND 0.00 90 20 N VJEGTDOUND 0.00 90 2() N l\IOFlTHDDUND 0.00 90 20 N f:~OUTHBDUI'.ID 0.00 90 20 N VEH I C I.... E. CDI1PDS I T I 01"'.\ -----.-..-.----.--------..----.----.-.-------.-.-----._.__._------------_..-.--------"------~._._---------_. /~ ~3U Tr:::UCI<S AND FN' S % COMBINATION VEHICLES % MOTORCYCLES E{.l~:3TBClUND o o o WEf3TBO\.Jf\.ID o o o NDRTHBIJUI".ID o o o ~30UTHBOUI\ID o o o CF, I T 1 C{1L OAF'S -.---.---.--.-.-...-.-----.-..---------------.------.----.-----------.----------------------------- T ABULAF.; VALUES (TElbl!? 10-2) ADJUSTED Wl)LLJE SI[3HT DIST. ADJUSTIVIE!\IT FINAL CRITlCAL GA t.'l I NOF, F( I GHTfJ I\IE: ~m ~:}. ~Sl) ~5. 5() 5.. 5() 5.50 0.00 0.00 5.50 5.50 1'1(~,J em I..EFTS NB SEl :-:'.i.OO ,.- 00 o. 00 5.00 ,:) . t'"_- 00 c:.- oo o. 00 5.00 ..J. ..J. 6. 00 6.00 0.00 6.00 6.00 6.00 o. 00 6.00 f:... ~"50 6. :=jO o. 00 6.50 6.50 6.50 0.00 6.50 F.::B !.~B 1'1 I NOF~ THr-mUGHS NB f.JB t-l I NOF.; LEF.T~3 --.--.--....----..-......-.-..........-.--.------..---.------.--------------.------------------------------- IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET...... SE 34 AVE NAME OF THE NORTH/SOUTH STREET.... OLD DIXIE HWY DATE AND TIME OF THE ANALySIS..... 5/12/89 PM PEAK OTHER INFORMATION.... EXISTING TRAFFIC CAPACITY AND LEVEL-OF-SERVICE Page-~ ---.-.--.---...---------.--.---------.----------.------.---.------------.-----.-.--------------- -----.---- ---.--.---- --------.---- --------.---- ------------- F'OTEN-. TIAL CAPACITY c (pcpl-]) P f'lCTUAL I"'IDVEl"lENT CAPACITY c (pcph) 1"'1 f3HARED CAPACITY I: ( pcp h ) SH nESEF\VE C(:'.jPAC I TY c:::c -y F\ SH LD~ rvlClVEl"lEl\lT FLOlrJ-,. HATE v (pCpl-l) l'1INOn !3TfiEET NB LEFT THF,OUGI".I R I C:;HT 20 420 ~.57 4 ,,:' 374- :::- 354 > -~ 1 ~31:) 487 54.8 487 .. 463 456 >A ....'. ... .... ".,.r.;: 8Dl 881 .. 881 ., 846 ... ..;',J ... .,:' / t'l I r\!DF:: f3THEET ~:;B LEFT THF,OUGH t~ I GHT 12 I.JT3 369 > 369 > 357 > ~~;5 507 481 .,. 54.1 4-81 .,:' 4.67 44.7 >A 28 8~~. B~5 ::: )- 1:-133 > 805 > . ,',,', 11thH.1F\ !3TREET 46 91 c; (7)56 919 956 919 956 884 910 E:B LEF'T WB LEFT :35 .-.----.----.---.-----------.--------.---------.---.--------.---------------------------- IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET...... BE 34 AVE NAME OF THE NORTH/SOUTH STREET.... OLD DIXIE HWY DATE AND TIME OF THE ANALySIS..... 5/12/89 PM PEAK OTHER INFORMATION.... EXISTING TRAFFIC ~~, -. :,~ '........; --~ - ,,,-..', 1985 HeM: UNSIGNALIZED INTERSECTIONS Page-: ********************************************************************~ IDENTIFYING INFORMATION -_._-_._-_._._---_._-_._._-.-~_._------_._----_._--_.----.----------------------..---.---------- AVERAGE RUNNING SPEED, MAJOR STREET.. 30 F't:.AK HOLJr-~ F {'JCTOH. " . . . " . . . " " " . " " " . " " . " . 95 AREA POPULATION........."............ 50000 NAME OF THE EAST/WEST STHEET......... SE 34 AVE NAME OF THE NORTH/SOUTH STREET."..... OLD DIXIE HWY NPIME or:. THE {~NAL YST " . " " . . " . . . " " . " " . .. ~::: ~1. s DATE OF THE ANALYSIS (mm/dd/yy)...... 5/12/89 TIME PERIOD ANALyZED."""....."."".... PM PEAK OTHER INFORMATION.... WITH PROJECT TRAFFIC INTERSECTION TYPE AND CONTHOL -..-..---------------------.--------------.----------.-------------------------- INTERSECTION TYPE: 4-LEG MAJOR STREET DIRECTION: EAST/WEST CONTROL TYPE NORTHBOUND: STOP SIGN CDNTF:OL TYPE f30UTHBOUND: ~3TOF' SIGN THAFF I C voumES -_._------_._-_...__._-_.._------------------~------_.------------------.--------------- ED IIJB NB SB LEFT LJ.8 40 17 10 THHU 197 251 27 3() FUDHT 40 24 ~~o 43 NUI'H3EH OF LANES AND LANE USAGE ___.__M...d___.__________.____________________._______--------------------------------- EB WB NB SB U:)NEEi 1 1 1 1 U.)NE USAGE LTR L.TR ADJUSTMENT FACTORS Page-: _..''..__....._.._..____.__..____.__._..._____._____________________M_________.____________._________________----- F'EF,CENT l~ I GI-IT TURN CURB RADIUS (f t) ACCELERATION LANE Ejl::;:fU)E ANGLE FOR RIGHT TURNS FOR RIGHT TURNS -. ... ..- ,.- -. .-- ..... _.. .._ _0. ._. .__ _ _... _. _", -.. --.-------------- ----------------- Ef'r(3TBOUI',ID 0.00 90 20 N !J.JE~;TBOUND 0.00 90 20 N NORTHBOUND 0.00 90 20 N f30UTHBDUND 0.00 90 :~() N VEHICLE COMPOSITION -....-.--.-.---.----..---..-.----.---.-.---.-------------------------~--_._------------------------- % SU TRUCKS AND FN'S I. COMBINATION lJEH I CLES I. JYIOTORCYCLES E{.)ElTBOUND o o o WEDTBOUND I) o o NDr{TI'~DIJUND o o o f;;OUTHBOUND o o o CF~ I T I CAL_ GAPS -.---------.--...--.----...-------------------.--------------------.--------------------- TABULAR VALUES ADJUSTED SIGHT DIST. FINAL (T<,::\t>l f? 10-.2 ) VALUE ADJUSTMENT CRITICAL GA ...- --'- .... - -_..- -. -.. - - ..... .....-- -------..- ..--.-..-------- ----------- M I NDF\ Fi I GHTEl NB 5. ~5() 5.50 0.00 5.50 SB 5.5l) 5.50 0.00 5.50 t1AJ on l..EFTE; ED 5.00 5..00 0.00 5.00 WE: ~). 00 5.00 0.00 5.00 1.'11 N Of:': THI~OUGHS NB 6.00 6.00 0.00 6.00 SD 6.00 6.00 0.00 6.00 MINon LEFTS NB 6.50 6.50 0.00 6.50 SB 6.50 6.50 0.00 6.50 IDENTIFYING INFonMATION _._.____________M_______.__________________.__________--.------~_.-.------------------ NAME OF THE EAST/WEST STREET...... BE 34 AVE NAME OF THE NORTH/SOUTH STREET.... OLD DIXIE HWY DATE AND TIME OF THE ANALySIS..... 5/12/89 PM PEAK OTHER INFORMATION.... WITH PROJECT TRAFFIC CAPACITY AND LEVEL-OF-SERVICE Page-; ----_._-------_._-------~._-_._---_._-_.---------------------------------------- POTEN- ACTUAL FLDW- TIf.ltL IVIOVEMENT SHARED HESERVE ~\ATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v(pcpl1) c (pcph) c (pcph) c (pr.:pl1) c -- c - v LOl p M SH R SH -..-----..--. ..---....---.-..- -..-------.- --------.---- ---...--------- M I NOH GTr-~EET NB LEFT THHOUGH RIGHT 2() 37~j 322 > 322 ... 303 > -1 4.74 4-43 ". 498 443 , 413 412 >A ''::'' .,~ ..> 35 862 862 > 862 >- 827 > MINOR STREET SB LEF." THROUGH RIGHT 1" 3fJO 332 >- 332 ). 321 > ..:.. 35 469 438 >- 54.8 438 , 452 404 >A ..... 50 81~::: 813 ~> 813 ". 763 > ,.to MAJOR STREET EEl LEFT WB LEFT 56 4.6 900 9~;8 900 938 900 938 844 892 IDENTIFYING INFORMATION -------------.-------------------------------------------------------- NAME OF THE EAST/WEST STREET...... SE 34 AVE NAME OF THE NORTH/SOUTH STREET.... 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' . -.I .-- _ ~ ~ :=:~ ~ r .. .:;: ':. . '.,.; N,Q,'r!" .' IN'~' .q~,~Y - ~ - ... ..,. -, ./', :;. .... "Z"'j ...:: If. .~ r.m.}. ~"~;:"71'i .'!"'......!.. .\~.. J.t~. .: \'r;~I~"'~~'" ,,, ., :: ;:,': ,~L.., ~\.;/' /1; i..f '. ~ .... l..'.\.\............:.:.:.,..J ., rt;.~ ..' ':$ '. .J';. ,,';'.' '., :.' W f:i1 ~ ~ ". ~ ,-J i~ 1 """'I ":/1' : . ~ ..... ", ,,' " (; -"'I ~ o 1/8 1/4 MILES "A' V" ~!~,l'~ I \ ..:....-. I 01 !I .. ~ I~;,l J.~:..! ~ q '. :::-" - ..:.... . ~!~. I 1, . , 'f" ; Q .1 ~ .t '0 400. '800 1600 FEE;T "'LAN N lNG- ()~ .P r Gist; ... ......... lill!lll.l.liLJ "'- - ~ !!;:l!illll. f),,"I'" E !. I':, .., !!fl., "I r Iii! c I, J' . I.' ,i j' I I ;) ~. F.E.C. R.R. ,. l' :' :-.- :' JH(IJflf,fJ g n Ii 'I i' f I iJ I ii I i Sa I IJ!I1!r.ll~ , .: !; I ~lil:jfIlU f I H I IJf Ujf~l i: I! -u Ellt I t. ~ r Hb Ifllr i H ~ till J I _.r ! IflF ~(- f ~! . f' t - t~ S I . - l .,....( -: i . 'I ;. a ~ i " . L I ! .i I I I a ~ ~ i )> - =-::: -- . u = ~ __ .S. HIGHWAY N . - ~ 0.1 1 II I' I I , r~ 'I ., III i~~ I ~ I " I 'I I -- ~-... ",'1"- _ I THE GROVE ~ . BOYNTON BEACH, FLORIDA : SANITARY COLLECTION SYSTEM I... II. .- ............. ............... ue................-.........1\oM& -.at....... .. "-- ... .. ... .....,............-..... -... ,....-......,..,.....,-... .--........ ......-. la~A=~ v- .~ J:J~ /, Iiv-;~ ~ ~~ # !k-,/I~ &--/ ~(/~/"v~ ;u)~~ 60. ~Pl ~ ~ /},,~~. t~ .' 2 .~/;,y~,~7'~ _~~ ~~. ~'-t (~/il-.~,~.~.h-~.~ ~ ~P-IJ /M- /k ~l~~ . ~~. d~ ~ _J;e ft< ft4.. .~; ~o ~5trJ;jaaf'J'.3 == ~ 1~ S-'1?$ ~3g-~. ~. /1.d, -~~ lJ..).(Y' 45""3 ap.. 6~ ~~.~ ac-i' 'r ~J . 7(,~0do ~ os<( 'JP. 1!1J' 4 -=: ~ O~I fJ ~_~/ / 1 ;;Lfr +,e;t- 1~' P ~..*b (~ ~ ?H""J--Y~' f!). IS-=- pv-k- 14~ sp 6',;)-1 sr' ~ wi 10ro ~~eI-~'S5 (:;,1(Jlo~ ~_ if' ~4rJ.'V'.. ~ ~4- bCft) 11001 MOp A ?t.t~.fcL IO{tfL) 13:f: 0 ifb ~ .;- o-v-o =- h~ / 8->\.. .~.::f. 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'I . - flii: ~ (1: ,.4Af'"' - "-' I r~:I~ fi:6. · . h. . . ~ _~, I .t . _' J ~ .::/1:;: ~t~t';;<. ~" / (j ~ ~ :r t:1Ii. ..J,;;:../ &( -tf-~..... lB~'(7I'~/{i.W t - ~ c dt.. ~t,~ ~{"~~;~ ~. :: i'" ~=~. . ~ . '_:J "r/k.f. _"" -::;:, 1~,,14fJ<;(Ci~';'f..} ~ -'r~_ c~ <iff ,~~ ~.,.. ~~1- ~~~ }- -, . zA -----.- .~., '-'-~/~f1 · · d'~ /&fjA' /~ ~, . . r ~_ - ~ ..... ~e ~ AJ--;&,' . ~ ' ~~ ~~ 0;[ ~~~~ ~~ ~ ~.;. .$ ,,. .-:;(;,A. . -/' /-~F .' ~.L<< ~ r/f-~~. ~ M-'- -*..~ ~~ --F r{ d ~.~ ~.:O- J ~ -t,-- ~~ ,I- t? vl-: tJit-F -:. ". ("-u. y '- .)/ "- -:>--';:- _ A (<. TI'-' FJc.:.~-L-_DI.---.--.A-ll-JiBRLf5-l.. ! I ' )./ 0 ,I( --t.Y 0 /~ f~R 0 8 C /: Jt. _\ 7 0<... , J/1/) 0 -' {:5. /S->1--/i F? (().-0 j) -F } po )L c:; j U IN /7:: r)]:' '1.1:7) N J:').- t::::. / I 7 S /5 !3/t- / ( .r )J r::- /1/\ -- r / --- t- I I' / -, /) f.- ' '- S ItA!) Y __)/t- Y s rrt [5(~ r: ]:5 )/0 /)>j- 'ii.."::: , ? s !.~ AI'>j)S I) ,>-00 if2Tf-s L:{-)J 01 + c;!'> !.-~ I~ /.3 'r/<- rp~ --)i L~ E j) _S- /0 f-s J5 (;;J () -1 Ai! { r~ +- Sf) ""7 /'7 ( "7 ./ ,. t {: ,J{- k /}o (A/~ ,-Sf. 1- l~ A c + c+ ! / fl fu;titi; ~ ~ tMJAI {(.r 00 ~~ ( .?1J7 .,.---/ . ' ~ h~\~r~ - ~ po'R SHARED PARKING STUDY THE GROVE CITY OF BOYNTON BEACH KEITH AND SCHNARS, P.A. Engineers-Planners-Surveyors 6500 North Andrews Avenue Ft. Lauderdale, Florida 33309-2132 May, 1989 Revised September 1989 Our Project Number 11824.01M 1- 2. 3. 4. 5. TABLE OF CONTENTS INTRODUCTION . . . . . . . BACKGROUND . . . ULI METHODOLOGY . . . . . . . THE ANALYSIS . . . .. ... CONCLUSION ........... . . . EAG.E 1 3 4 5 15 1. Anchor Weekday Peak Parking Percent. . . . . . . 6 2. General Retail Weekday Peak Parking Percent. 7 3. Cinema Weekday Peak Parking Percent. . . . . . . .' 8 4. Anchor Saturday Peak Parking Percent . .. ... 9 5. General Retail Peak Parking Percent. . . . . . . .. 10 6. Cinema Retail Peak Parking Percent . . . . . . . 11 . . . . . . . . . . . . . . ....... ........ LIST OF FIGURES LIST OF TABLES 1 . 2. Weekday Parking Accumulation . . . Saturday Parking Accumulation . . . ........ ... ..... . . 1 3 14 1. INTRODUCTION Ke i th and Schnars, P. A. has been reta i ned to analyze and address the parking needs of The Grove, a shopping center in the City of Boynton Beach, Florida. Since The Grove is made up of varying kinds of retail and cinema uses, it was determined that advantages could be realized by applying shared parking concepts. Man~ studies have been conducted which conclude that combining land uses results in a demand for parking that is less than the demand generated by separate free-standing developments of similar size and character. This opportunity is realized by two conditions: 1. Variations in peak accumulations associated with different activity patterns (by hour, day, season). 2. Relationships among land use activities whereby people are attracted to more than one land use on a single trip. The authoritative source in Quantifying the interactions associated with shared parking phenomenon is published by the Urban Land I nst i tute (ULI). It is a compi lation of data collected nationwide which describes the variations in parking demands and the interaction of complimentary land uses. The ULI methodology - was used in this report. Additionally, the City of Boynton Beach requires that a ten (10) percent buffer in the number of spaced provided be maintained over and above the ULI findings. -1- The advantages of us i ng the shared concept to reduce the amount of parking required are many including; 1. Not having to pave more parking lot than is necessary saves money; 2. A more aesthetically pleasing center with less paved areas and more landscaping; 3. an efficient design that provides only the parking that is needed. -2- 2. BACKGROUND The Grove is a retail center proposed at the northwest corner of Federal Highway and Old Dixie Highway ln the City of Boynton Beach, Florida. A Winn Dixie store will serve as the major anchor for the development. Several general retail tenants will make up the additional square footage, and a cinema with six screens will be provided. The details of the site are summarized as follows: Anchor Retail - Winn Dixie General Retail (including outparcels) Cinema - 1,470 seats Total Site 47,598 sq. ft. 90,422 sq. ft. 22.000 sq. ft. 160,020 sq. ft. The City of Boynton Beach Code requirements, without considering shared interaction, would result in the need for 1,059 parking spaces. Retail requirements are one parking space for each 200 square feet of space, and for the cinema, one space is required for every four seats. Therefore, the requirements would be: Anchor Retail 46,351 sq. ft. 238 spaces General Retail 90,422 sq. ft. 453 spaces Cinema 1 ,470 seats 368 spaces Total required by Code 1 ,059 spaces Using the ULI methodology, however, allows a more efficient and reasonable calculation of required parking. - 3- (R) 9-11-89 3. ULI METHODOLOGY The basis for the Urban L.and Institute's research was to define the characteristics of parking demands for single land uses. Then, by analyzing parking accumulations at mixed use centers, the shared parking concept was quantified. The ULI recommends the following procedure be followed ln determining shared parking: 1 . Initial Proiect Review: Knowledge of the site and the intended land uses is very important in beginning the shared parking analysis. Results from the initial review for The Grove has been presented in earlier sections in terms of square footage and land uses proposed. 2. Ad i ustment for Peak Park i nq Factor: The park i ng factors are those specified in the City of Boynton Beach Code as detai led earl ier in this report and indicate a need for 1,-B59 spaces. 3. Analysis of Hourly Accumulations: The hourJy parking demand for each land use is merged to estimate the overall peak park i ng demand. This is simply the hour by hour addition of parking demand for each use to estimate aggregate peak demand. -4- 4. THE ANALYSIS Applying the ULI methodology to The ~rove yielded the hourly parking accumulation curves for each of the three land uses for weekday and Saturday conditions. Figure 1 - Anchor Retail Parking Accumulation - Weekday Figure 2 - General Retail Parking Accumulation - Weekday Figure 3 - Cinema Parking Accumulation - Weekday Figure 4 - Anchor Retail Parking Accumulation - Saturday Figure 5 - General Retail Parking Accumulation - Saturday Figure 6 - Cinema Parking Accumulation - Saturday The data for the Anchor Retail is taken directly from ULI. The data collected under their study parallels exactly the kind of retail described herein as "Anchor Retai1." General Retail in The Grove is expected to be made up of small stores. A huge range of bus i nesses cou 1 d be tenants in these General Retail stores travel agents, card shops, bookstores, office supplies, etc.. These retail businesses do not exhibit the same parking characteristics as the ULI data, or the Anchor Retail found at The Grove. These businesses tend to close earlier in the day and, to a large extent, to capture customers from the neighboring anchor retail. THerefore, the parking accumulation curves reflect this close relationship of the General Retail with other parts of the site. -5- ~.. ~.. ~.. .... .. .... .... .", ", ........................................ .." ,.", .", = = It It .#. ##. ##. ##. #'- -=- -=- -:. ....~ ..'" ..'" .... ..'" ..'" ..'" ..'" .... ..'" It It It It It It It i = i - \ '#. #, #, #, #, #, #.... .... .... ..... . ......... ........ .... .... ..... ..... .... .... "" ##, ##, #, #, ,#. ##. ###. ##~, o o ,... o ~ o C"') o N o ,... o en o CO o ..... o CD o It) NOI.L tl1nWn:J:JtI DNI>ll:Itld >ltl3d :/0 .LN3:J1:I3d C\I ,.- ,.- ,.- o ,.- 0> co ...... . CO ~ D. LO v ('t') C\I ,.- z- C\I 0 .... ,.- 0 z ,.- ,.- o ,.- 0> co ...... . CO ~ c( o . o - :E ,.... ~~ !~ i~ ~~ '=s 5~ ~i =~ >- <C o tlllll u.. o w ~ ~ Q ~ W W ;: a: o ::I: o Z c:c . ~ ~ C\I 0 - ,.... :is ,.... ,.... 0 ~J I ,.... 0> ;: J CO ~.... ~.. ~.... '=s ~.. f'.. ~...... 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NOI.L t/7nwn:J:Jt/ DNI>Il:lt/d >It/3d :/0 .LN3:JlJ3d ~ . ~ ~~~~ C\J C ,- - :E ~~~ ...... ,- ................. ,- ~~ f..... . 0 ,- I fi ~~~ (j) .~.. ~~.. ......~ CX) ~i ~~ I / '" "d5 . I~ ~.:> CD :E ~i . ~.. Q. ~..fi ~.. C1~ ~~~ LO ...... ....' >- ..., III1III ,..., ~ c( .... ..' .... 0 ~ ...' I (Y) LL . . . 0 . '1! C\J w \ ~ -##, ,- - ~##, Z .... ~##, C\J 0 ~##, ~##, ,- ~~ 0 ###, Z ~ ~##. ~# ,- ........................... ,- 0 c .~ a: ~.<< ,- #<<#, ::) ~., ." (j) tc ~..<< - .... tJ) .<<<<. #.<<. CX) a: '.. ~~ -~ 0 -\ '" :I: . 0 ~ CD :E Z . 0 0 0 0 0 0 0 0 0 0 ct c( 0 0) CD ...... CD lot) ~ ~ N 0 ~ ~ NOI.L ttlnWnaatt DNI>ll:Jttd >ltt3d :10 .LN3al:J3d - 10 . C\J C - T"" :i T"" T"" 0 ~~ , T"" j m !~ I CO ~i ~ , ~ ~4 t--- 1~ ~.. ~.. . ..... :i ,,#Ii CO ~I ", . ",- 0.. ,..,- ,." =ffi ~.. LO ~~ >- ~... /# ~ c( 1111111 0 ("t') LL 0 I C\J w ~ T"" - ~\ Zl- ~ C\J 0 ~ 0 Q z T"" a: T"" ::) 0 ~ ~..#. T"" ~..#. en ~#<< m ..J ~.'" - .... ~ - .... .... '" CO ~ #~ #~ a: #.. \, t--- ..J . CC :E 0 CO . a: 0 0 0 0 0 0 0 0 0 CC W 0 0) ~ ~ CD It) ~ Cot) N 0 Z .... .... W NOll. tt7nWn:J:Jtt DNI>ll:lttd >ltt3d :/0 l.N3:J1:l3d CJ -~ co . ;. C\I Q - ,..., T"'" ::E ,/ T"'" ,.., T"'" ,.., ,.., ~~ r'" 0 T"'" I en I: eX) , ~., ~~ ~.<< f'.. ~5 ~ ~.<< 1'7 ~<< . ~.# ::E ~I ..<< <0 . '<< ~ ~<< ~..t: 10 =~ . > . . IIIIIII :: ~ <C :: :: 0 :: I ('t) u.. . 0 i... C\I ...... W '." ~ ...... T"'" - .... z.... .... .... C\I 0 ". ........................... ..or- 0 Z T"'" ~ T"'" 0 C T"'" 0: :::) en ti - eX) en C( f'.. :E w . Z <0 ::E - 0 . 0 0 0 0 0 0 0 0 0 0 c( 0 G) CD to- U) It) ~ ~ ('\II 0 ~ ~ NOI.l tf1nwn:J:Jtf EJNf>ll:Jtfd >ltf3d :/0 .lN3:Jl:J3d -12- TABLE 1 WEEKDAY PARKING ACCUMULATION Time Anchor Retail Cinema Total I I I I 6:00 a.m. I 0 I 0 I 0 I 0 7:00 I 19 I 36 I 0 I 55 8:00 I 43 I 81 I 0 I 124 9:00 I 100 I 90 I 0 I 190 10:00 I 162 I 136 I 0 I 298 11 : 00 I 207 I 181 I 0 I 388 12:00 noon I 231 I 272 I 55 I 558 1 : 00 p.m. I 238 I 272 I 92 I 602 2:00 I 238 I 272 I 129 I 639 3:00 I 227 I 263 I 147 I 637 4:00 I 207 I 240 I 221 I 668 5:00 I 188 I 227 I 258 I 673 ** 6:00 I 195 I 136 I 294 I 625 7:00 I 211 I 90 I 331 I 632 8:00 I 207 I 45 I 368 I 620 9:00 I 146 I 36 I 368 I 550 10:00 I 76 I 27 368 I 471 11 : 00 I 31 I 0 294 I 325 12:00 mid. I 0 I 0 258 I 258 * * Weekday peak hour (R) 9-11-89 TABLE 2 SATURDAY PARKING ACCUMULATION Time Anchor Reta i 1 I Cinema I Total 6:00 a.m. I 0 I 0 I 0 I 0 7:00 I 7 I 14 I 0 I 21 8:00 I 24 I 45 I 0 I 69 9:00 I 72 I 136 I 0 I 208 10:00 I 107 I 203 I 0 I 310 11 : 00 I 173 I 217 I 0 I 390 12:00 noon I 202 I 250 I 110 I 562 1 : 00 p.m. I 226 I 272 I 184 I 682 2:00 I 238 I 250 I 258 I 746 ** 3:00 I 238 I 241 I 258 I 737 4:00 I 214 I 227 I 258 I 699 5:00 I 179 I 181 I 258 I 618 6:00 I 155 I 90 I 294 I 539 7:00 I 143 I 59 I 331 I 533 8:00 I 131 I 31 I 368 I 530 9:00 I 95 I 9 I 368 I 472 10:00 I 90 I 0 I 368 I 458 11 : 00 I 31 I 0 I 294 I 325 12:00 mid. I 0 I 0 I 258 I 258 * * Saturday peak hour (R) 9-11-89 5. CONCLUSIONS The weekday shared parking demand peak at 5:00 in the after- noon. The retail uses are active, and the cinema matinees are near their peak. The peak demand from the ULI methodology is 673 spaces. Saturdays exhibit similar characteristics, but the cinema is more active, resulting in a peak hour demand at 2:00 p.m. of 746 spaces. Since a greater aggregate peak hour demand occurs on Saturday, it will be used for design purposes. It may be prudent to allow for a safety factor of ten percent (10%) above the ULI calculations to provide for natural turnover of parking and unexpected fluctuating peaks. If this was provided at The Grove, 821 spaces would be supplied. Since the current site plan allows for 841 spaces, there lS a very comfortable cushion of eleven percent (11%) provided. -15- (R) 9-11-89 SHARED PARKING STUDY THE GROVE CITY OF BOYNTON BEACH KEITH AND SCHNARS, P.A. Engineers-Planners-Surveyors 6500 North Andrews Avenue Ft. Lauderdale, Florida 33309-2132 May, 1989 Our Project Number 11824.01M 1. INTRODUCTION. . . 2. BACKGROUND ... 3. ULI METHODOLOGY . . . 4. THE ANALYSIS 5. CONCLUSION ., . ~ ~'.. ..' w"_' . '~:_~ . _.., ':": .'. ':,\::.:,~~/~.l ,'.'~" TABLE OF CONTENTS . . . . . . . . . . . . . . . . . LIST OF FIGURES 1 . 2 . 3. 4. 5 . 6. Anchor Weekday Peak Parking Percent . . . . . General Retail Weekday Peak Parking Percent. Cinema Weekday Peak Parking Percent. .,. Anchor Saturday Peak Parking Percent . . . General Retail Peak Parking Percent. Cinema Retail Peak Parking Percent . . . . . . LIST OF TABLES 1. Weekday Parking Accumulation 2. Saturday Parking Accumulation. . . . . PAGE 1 3 4 5 15 6 7 8 9 10 1 1 . 13 14 "'~'; -,\\~),r.~:~";' '. ~l 'j; _ :'~ '.,It:~~~ :':J..::.:"'~J~_:) ~:<: ~~~~~1 ~I::;':., ,<:" ,'~"" _~. '::~ i,; :~7~.i-I~~,~;J ~: _', ~ '</1' ":.' " ."~' 1. INTRODUCTION Keith and Schnars, P.A. has been retained to analyze and address the parking needs of The Grove, a shopping center in the City of Boynton Beach, Florida. Since The Grove is made up of varying kinds of retai 1 and cinema uses, it was determined that advantages could be realized by applying shared parking concepts. Many studies have been conducted which conclude that combining land uses results in a demand for parking that is less than the demand generated by separate free-standing developments of similar size and character. This opportunity is realized by two conditions: 1. Variations in peak accumulations associated with different activity patterns (by hour, day, season). 2. Relationships among land use activities whereby people are attracted to more than one land use on a single trip. The authoritative source in quantifying the interactions associated with shared parking phenomenon is published by the Urban Land Institute (ULI). It is a compilation of data collected nationwide which describes the variations in parking demands and the interaction of complimentary land uses. The ULI methodology was used in this report. Additionally, the City of Boynton Beach requires that a ten (10) percent buffer in the number of spaced provided be maintained over and above the ULI findings. -1- " " ,; ..,),:,', .,:..:."~ :;</.~:< : ;'-'n:~-:~~.~:-.'; :" _r~ ',', \',.. ... ,. f -' '.',i '1.\; ;"" The advantages of us i ng the shared concept to reduce the amount of parking required are many including; 1. Not having to pave more parking lot than is necessary saves money; 2. A more aesthetically pleasing center with less paved areas and more landscaping; 3. an efficient design that provides only the parking that is needed. -2- 2. BACKGROUND The Grove is a retail center proposed at the northwest corner of Federal Highway and Old Dixie Highway in the City of Boynton Beach, Florida. A Winn Dixie store will serve as the major anchor for the development. Several general retail tenants will make up the additional square footage, and a cinema with six screens will be provided. The details of the site are summarized as follows: Anchor Retail - Winn Dixie General Retail (including outparcels) Cinema - 1,470 seats Total Site 1~ ~qJ> 46,3Sr-sq. 90,422 sq. 22.000 sq. 1S0,77s-sq. I /P () J f).:( v t:/J requi rement/, ft. ft. ft. ft. The City of Boynton Beach Code without considering shared interaction, would result in the need for1,05Z ~05J parking spaces. Retail requirements are one parking space for each 200 square feet of space, and for the cinema, one space is required Anchor Retail General Retail Cinema Therefore, the requirements would 41/5<:'(:l ~y - .,-46, 35 I ::;q. ft. ~R"p~ces 90,422 sq. ft. ~~ces 1,470 seats ~ spaces be: for every four seats. Total required by Code ~1,062 spaces IJ 001 Using the ULI methodology, however, allows a more efficient and reasonable calculation of required parking. -3- _. ,.'.. ..i...,.......;.... 3. ULI METHODOLOGY The bas is fo r the Urban Land I nst i tute ' s research was to define the characteristics of parking demands for single land uses. Then, by analyzing parking accumulations at mixed use centers, the shared parking concept was quantified. The ULI recommends the following procedure be followed in determining shared parking: 1. Initial proiect Review: Knowledge of the site and the intended land uses is very important in beginning the shared parking analysis. Results from the initial review for The Grove has been presented in earlier sections in terms of square footage and land uses proposed. 2. Adiustment for Peak Parkinq Factor: The parking factors are those specified in the city of Boynton Beach Code as detailed earlier in th is report and i nd i cate a need for -t-,052 jos-q .J spaces. 3. Analysis of HourlY Accumulations: The hourly parking demand for each land use is merged to estimate the overall peak park i ng demand. Th is is simp 1 y the hou r by hou r add i t i on of parking demand for each use to estimate aggregate peak demand. -4- ,. -. -~-';~ .-,.;. I ;' i~ 4. THE ANALYSIS Applying the ULI methodology to The Grove yielded the hourly parking accumulation curves for each of the three land uses for weekday and Saturday conditions. Figure 1 - Anchor Retail Parking Accumulation - Weekday Figure 2 - General Retail Parking Accumulation - Weekday Figure 3 - Cinema Parking Accumulation - Weekday Figure 4 - Anchor Retail Parking Accumulation - Saturday Figure 5 - General Retail Parking Accumulation - Saturday Figure 6 - Cinema Parking Accumulation - Saturday The data for the Anchor Reta i 1 is taken directly from ULI. The data collected under their study parallels exactly the kind of retail described herein as "Anchor Retai 1." General Retail in The Grove is expected to be made up of small stores. 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NOll. tflnWn:J:Jtf DNI>ll:ltfd >ltf3d :/0 l.N3:Jl:l3d ; ,'.,.0 .., The cinema exhibits parking activities quite different from the retail uses. Guided by the ULI data, conservative estimates of park i ng accumul at i on were used. It as assumed that weekday matinees would be offered and patronized. Furthermore, it was assumed that each weekday evening would be a sellout at each of the six screens. Although this would be economically desirable to the operator of the cinema, it is expected to be an infrequent occurrence. These assumptions have been used to present the most conservative case in which to provide sufficient parking during these times. Seasonal variations are addressed in the ULI report. In each case, the variations would tend to decrease the parking demands during the off-season. Because the ULI data has been collected nationwide, seasonal variations do not describe experiences in South Florida. It is assumed in this report that the peak season for the anchor retail, general retail and cinema all occur at the same time, and that no shared parking benefit can be derived from the relation of differ- ent peak seasons. Once again, this assumption serves to present the most conservative case in which to design the parking supply~ Percentages for the park i ng accumul at i on curves have been applied to peak hour demand for parking in each land use to arrive at calculation of shared parking values. Table 1 shows the total parking demand for weekdays, and Table 2 for Saturdays. -12- .. 1 ~1 _,_',' ~ j," * * Weekday peak hour H":'''' .',.. , TABLE 2 SATURDAY PARKING ACCUMULATION rime Anchor Retail I Cinema I Total 6:00 a.m. I o I 0 I 0 I 0 7:00 I 7 I 14 I 0 I 21 8:00 I 23 I 45 I 0 I 68 9:00 I 70 I 136 I 0 I 206 10:00 I I 203 I 0 I 307 11 : 00 I 169 I 217 I 0 I 386 12:00 noon I 197 I 249 I 110 I 556 '! 1 : 00 p.m. I 220 I 271 I 184 I 675 2:00 I .~I .~ I 258 I ~* 1* 3:00 I 232 I 240 I 258 I 730 4:00 I 209 I 226 I 258 I 693 5:00 I 174 I 181 I 258 I 613 6:00 I 151 I 90 I 294 I 535 7:00 I 139 I 59 I 331 I 529 8:00 I 128 I 31 I 368 I 527 9:00 I 93 I 9 I 368 I 470 10:00 I 88 I 0 I 368 I 456 11 : 00 I 30 I 0 I 294 I 324 12:00 mid. I o I 0 I 258 I 258 * * Saturday peak hour ''" .~, 'j. , ~ .;' . ,,' -'"" .'.', .-"! \..', ,,, .)11 6. CONCLUSIONS The weekday shared parking demand peak at 5:00 in the after- noon. The retail uses are active, and the cinema matinees are near thei r peak. The peak demand from the ULI methodology is ~ ~,Jo spaces. Saturdays exhibit similar characteristics, but the cinema is more active, resulting in a peak hour demand at 2:00 p.m. of44~ spaces. Since a greater aggregate peak hour demand occurs on Saturday, it will be used for design purposes. It may be prudent to allow for a safety factor of ten percent (10%) above the ULI calculations to provide for natural turnover of parking and unexpected fluctuating peaks. If this was provided at The Grove,~spaces would be supplied. ~~~"~4 Since the current site plan allows for~spaces, there is a very comfortabl e cushi on of twe 1 ve percent (t2%-l--i>rovi ded. .--jl.J ~ 4if5"sf"-Cl- b~ev~% , rt..1% -15- (R)7-89