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REVIEW COMMENTS ,~ TRAFFIC IMPACT ANALYSIS FOR WOOLBRIGHT PLACE WOOLBRIGHT ROAD AND 1-95 BOYNTON BEACH, FLORIDA (1 MAY, 1985 (revised June, 1985) Prepared By: ;::; -;~? K. S. ROGERS, CONSULTING ENGINEER, INC. 1495 Forest Hill Boulevard, Suite F Centre Place Professional Park West Palm Beach, Florida 33406 305-964-7300 , LIST OF FIGURES FIGURE I LOCATION MAP FIGURE 2 EXISTING ROADWAY CONDITIONS FIGURE 3 DISTRIBUTED TRAFFIC FIGURE 4 TOTAL TRAFFIC FIGURE 5 A.M. PEAK HOUR VOLUMES FIGURE 6 P.M. PEAK HOUR VOLUMES 'F'IGURE 7 INTERNAL VOLUMES , LIST OF APPENDICES APPENDIX "A" THRESHOLD VOLUMES FOR SIGNIFICANT IMPACT APPENDIX "B" CATEGORY A,B & C APPENDIX "c" CAPACITY OF LEVEL OF SERVICE "CIl APPENDIX "D" CAPACITY OF LEVEL OF SERVICE "D" INTRODUCTION This office has been retained to prepare a Traffic Impact Analysis for a proposed Planned Unit Development to be located on the north side of Woolbright Road approximately 600 feet west of I-95 in Section 29, Township 45 South, Range 43 East, in the City of Boynton Beach, Florida. This Analysis has been performed in order to determine the volume of traffic expected to be attracted by this project at such time that this project is completely built out and occupied, the effect that this traffic will have on the capacity of the roadways in the area of the project and what roadway improvements, if any, are necessary as a result of the approval of this project. Although this project is within the corporate limits of the City of Boynton Beach, after discussion with the City Planner, Mr. Carmen Annunziato, this Analysis has been performed in accordance with the standards and criteria as established in the Palm Beach County Traffic Performance Standards Ordinance, #81-6. Existing traffic counts, which were available from the Metropolitan Planning Organization and the Palm Beach County Traffic Division were used when applicable and these counts were augmented by twenty-four (24) hour machine counts and peak hour hand counts performed by this office. SITE INFORMATION The location map, Figure I, shows the location of this parcel of land in relation to the area's thoroughfares. The Site Plan, as prepared by Kilday and Associates, shows a mixed use Planned Unit Development on 91 acres of land. The Site Plan shows 800 multi-family units in single story, two story and four story dwellings on 55 acres, a IS acre church site, 9 acres of recreation area, and 12 acres of lakes. The land uses are proposed as follows: Residential: 800 dwelling units Church: lst Phase - 500 seat church 2nd Phase - Fellowship Hall 3rd Phase - 1,200 seat church lst Phase - School - 100 students 2nd Phase - School - 500 students The Site Plan shows that all access to this PUD is off of S.W. 8th Street which will pass through the development and connect Woolbright Road to Boynton Beach Boulevard. It is proposed that S.W. 8th Street will align with the entrance road to the Interstate Plaza which is located on the south side of Woolbright Road. EXISTING ROADWAY CONDITIONS The major arterial road serving as access to this project is Woolbright Road. Woolbright Road is a major east-west arterial road which currently runs from AIA to just west of Congress Avenue. The Palm Beach County Thoroughfare Plan calls for the eventual extent ion of Woolbright Road westerly to Jog Road. Woolbright Road, adjacent to the site, is a four lan~ divided roadway. The existing volume on Woolbright Road adjacent to the site is 12,616 trips per day. The capacity of a four lane roadway at Level of Service "c" is 24,000 trips per day. Thus, this section of Woolbright Road is operating below the capacity at Level of Service "C". Figure 2 shows the existing volumes on the roadways within the study area for this project and the capacity of each segment of roadway at Level of Service "D". -2- GENERATION The generation rates used for this project were based upon information published in the report, "1981 Update Study of Vehicular Traffic Generation Characteristics Within Palm Beach County" prepared for the Palm Beach County Engineer's Office by Kimley-Horn and Associates, Inc. and "Trip Generation Third Editionll, Institute of Transportation Engineers, 1982. The generation rates used for this project are: RESIDENTIAL: 800 du @ 7 tpd per du = 5,600 tpd CHURCH: The generation rate will br determined based ~pon the expected use of the proposed facility. The main use will be on Sunday when there are three services. There is also a Wednesday avening service which is attended by a smaller number of people than the Sunday services. There are meetings held one or two nights a week which are expected to be attended by no more than 50 pe~ple. T~ere is a staffed church office which is expected to generate an average of 40 trips per day. The expected attendance at maximum utilization of this facility during each phase is: FIRST PHASE SECOND PHASE Sunday Morning 1st Service 2nd Service Sunday Evening Wednesday Evening 250 500 300 200 1,250 600 1,200 700 400 2,900 -3- Assuming a vehicle occupancy rate of 3.0 people per vehicle for Sunday Services and 2.0 people for weekday services and meetings, it can be concluded that a total of 555 vehicles (l,llO trips) can be expected to be generated per week during the first phase and l,260 vehicles (2,520 trips) can be expected to be generated during the second phase. Averaging these trips over the entire week, it can be concluded that this project is expected to generate an aver~ge of 159 trips per day for the first phase and an average of 360 trips per day for the second phase. It should be noted that the preceding volumes are to be expected only at such time that the church membership grows to match the seating capacity of the church. The present church membership is approximately 350. It is expected that it will be several years before the second phase is built. CHURCH SCHOOL: 1st Phase - 100 students @ 1.25 trips/student = 125 2nd Phase - 500 students @ 1.25 trips/student = 625 The total generation at total buildout and 100% occupancy of this Planned Unit Development is expected to be 6,585 trips per day. By the very nature of a Planned Unit Development, there is expected to be traffic generated among the different land uses which does not leave the PUD limits. This internal-internal traffic has been determined to be: Church to: Residential 108 tpd Thus, the total internal-external volume of traffic expected to be generated by this Planned Unit Development is 6,361 trips per day. -4- TRAFFIC DISTRIBUTION Based upon a review of the existing and proposed land use patterns developed in the project's area of influence, the existing and proposed roadway network and an observation of existing travel patterns, the traffic distribution for this project was calculated and is shown below: NORTH 35.1% EAST 13.6% SOUTH 27.4% WEST 23.9% Figure 3 shows the distributed traffic over the area's roadways. EFFECT ON ROADWAY CAPACITY The Palm Beach County Traffic Performance Standards Ordinance delineates very specific criteria which must be reet prior to any rezoning request being approved. Petitions are classified according to the impact on roadway links, the capacity of the roadway link and the total traffic on that roadway link. Figure 4 shows the total traffic (combined and background traffic) for this project. A project that creates a "Significant Impact" may be approved only if certain criteria is met. The threshold volumes for "Significant Impact" are presented in "Appendix A" . -5- From Figure project creates roadway links: 4 and Appendix "A", it can be seen that this a "Significant Impact" on the following TABLE I Boynton Beach Blvd. 8th Street - from Congress Avenue to Seacrest Boulevard - from SW 23rd Avenue to Woolbright Road - from SW 8th Avenue to I-95 - from Woolbright Road to ,Boynton Beach Boulevard Woolbright Road Congress Avenue A project that creates a "Significant Impact" can be classified as either "Category A", "Category B", or "Category C". Brief definitions of these categories are given in Appendix "B". A "Category A" Petition is a petition which creates a "Significant Impact" on a roadway link which has an existing volume in excess of its' capacity at Level of Service "DII. (Capacity of roadways at Level of Service "C" and liD" are shown in Appendix C and D). Figure 2 shows the existing volumes and the capacity volume of that segment of roadway at Level of Service "D". From Figure 2, it can be seen that the following roadway segments within the Radius of Development Influence have existing volumes in excess of their capacity of Level of Service "D": -6- TABLE 2 Congress Avenue - 23rd Avenue to Boynton Beach Boulevard Boynton Beach Blvd. - Congress Avenue to Lawrence Road I-95 - Woolbright Road to north of Boynton Beach Boulevard Military Trail - Boynton Beach Boulevard to south of Golf Road Thus, from a comparison of Table 1 and Table 2, it can be seen that this project can be classified as a "Category A" project due to the impact on Congress Avenue from SW 23rd Avenue to Woolbright Road. It should be noted that this section of Congress Avenue is slated for widening. Construction plans for this section of Congress Avenue are currently being prepared and the widening expected to go to contract for construction during the next fiscal year. Should the project be constructed such that the project will not create a "Significant Impact" on traffic on Congress Avenue prior to commencement of construction, then the intent of the Traffic Performance Standards shall be met. PEAK HOUR The distributed and assigned traffic as calculated above was then converted to peak hour volumes using criteria established in "Trip Generation, Third Edition", Institute of Transportation Engineers, 1982. For this project, both the A.M. and P.M. Peak Hour Volumes were analyzed. The following factors expressed as a percentage of average daily traffic (ADT) were used in determining the peak hour volumes: Residential School/Church A.M. 9% 30% P.M. 10% 5% -7- The directional splits for the Peak Hours have also been determined to be: A.M. IN OUT P.M. IN OUT Residential School/Church 30% 85% 70% 15% 70% 25% 30% 75% Figures 5 and 6 show the external Peak Hour Volumes for this project. It should be noted that the volumes presented in this section of the report have been adjusted to delete that portion of the ADT volumes calculated for the church services as defined in the section of the report entitled "Generation". Figure 7 shows the internal ADT volumes and P.M. Peak Hour Volumes for this Planned Unit Development. ROADWAY IMPROVEMENTS In order to improve the operational characteristics and safety of the intersections most impacted by this project, the Peak Hour Volumes shown in Figures 5, 6 and 7 were used to perform an intersection analysis for those intersections. The analysis was done using the criteria outlined in Transportation Research Board Circular No. 212, "Interim Material on Highway Capacity". It is recommended that the following roadway improvements be constructed in conjunction with this development in order to maintain appropriate levels of service: -8- DATE JUNE,85 ..: (I) 1831 1'-10 "-- COC'l 11 ~ \ ~ r-22 :: t 1001 s::. ~~ ~ ~-----, I I I I I WOOLBRIGHT 6 -.Jf O~ 11~ It( ~,...,... NN C'I 3555 ,-17 1965 I NTERNAL VOLUMES ROAD LEGEND ~ PEAK HOUR MOVEMENT PROJECT VOLUME ADT VOLUME FIGURE 7 I. At the project's entrance road (S.W. 8th Street) and Woolbright Road: a) right turn lane, east approach b) left turn lane, west approach c) left turn lane, north approach and through-right turn lane, north approach d) signalize the intersection, when <<arranted, as determined by the County Engineer. 2. Construct S.W. 8th Street through the project to conform with "collector road" standards. 3. At the intersection of S.W. 8th Street and the entrance road to Parcel 4, construct a Jeft turn lane, south approach. 4. Construct a left turn lane(s) on S.W. 8th Street at driveway(s) as required for the 8 acre commercial parcel. The analysis of the existing plus project volumes for the intersection of Woolbright Road and Seacrest Boulevard reveal that the intersection will operate at Level of Sevice "D" during the Peak Hour. As this intersection is expanded to its' full width within existing rights-of-way, no improvements are being recommended at thi~ time. -9- ~.., CONCLUSIONS This expected complete criteria Ordinance, petition. create a "Significant Impact" on Congress Avenue prior to the time that this road is reconstructed to four lane roadways, then this project may be approved without mitigating its' impacts as provided for in Section VI, A.la of the Traffic Performance Standards Ordinance. However, if the developer wishes to proceed without phasing, then the development's impacts must be mitigated. proposed 91 acre planned unit development is to generate an average of 10,365 trips per day at build but and 100% occupancy. According to the established in the Traffic Performance Standards this project is classified as a "Category A" Should this project be phased such that it does not -10- APPENDIX THOROUGHFARE TYPE Two Lane (Two Way) Two Lane (One Way) Four Lane (Undivided) Five Lane (Undivided) FOl1r r.ane (Divided) Six Lane (Divided) Eight Lane (Divided) APPENDIX "A" THRESHOLD VOLUMES FOR SIGNIFICANT IMPACT MINIMUM VOLUME (TRIPS PER DAY) 575 675 928 1104 1104 1242 APPENDIX "B" CATEGOARY A, B & C CATEGORY A WHERE DEVELOPMENT CREATES A SIGNIFICANT IMPACT ON A ROADWAY WITHIN THE RADIUS OF DEVELOPMENT INFLUENCE WHERE EXISTING VOLUMES EXCEED CAPACITY AT LEVEL OF SERVICE "D". CATEGORY B WHERE DEVELOPMENT CREATES A SIGNIFICANT IMPACT ON A ROADWAY WITHIN THE RADIUS OF DEVELOPMENT INFLUENCE WHERE THE TOTAL TRAFFIC EXCEEDS CAPACITY AT LEVEL OF SERVICE "D". CATEGORY C WHERE DEVELOPMENT CREATES A SIGNIFICANT IMPACT ON A ROADWAY WITHIN THE RADIUS OF DEVELOPMENT INFLUENCE WHERE THE TOTAL TRAFFIC DOES NOT EXCEED CAPACITY AT LEVEL OF SERVICE "D". APPENDIX "C" CAPACITY OF LEVEL OF SERVICE "c" DESIGN TYPE AVERAGE ANNUAL DAILY TRIPS CAPACITY (AADT) Two lane (two way) 10,000 Two lane (one way) 12,000 ~'our lane (undivided) 20,000 Five lane (undivided) 24,000 Four lane (divided) 24,000 Six lane (divided) 36,000 Eight lane (divided) 48,000 Six lane expressway 72,000 Eight lane expressway 96,000 APPENDIX liD" CAPACITY OF LEVEL OF SERVICE liD" DESIGN TYPE AADT - Two lane (two way) Il,500 Two lane (one way) 13,800 Four lane (undivided) 23,200 Five lane (undivided) 27,600 Four lane (divided) 27,600 Six lane (divided) 4l,400 Eight lane (divided) 55,200 Six lane expressway 82,800 Eight lane expressway 110,400 APPENDIX "E" LEVELS OF SERVICE * Level of Service "A" At Level of Service A, no approach phase is fully utilized by traffic and no vehicle waits longer than one red indication. Typically, the approach appears quite open, turning movements are easily made, and nearly all drivers find freedom of operation, their only concern being the chance that the light will be red, or turn red, when they approach. Level of Service "B" Level of Service B represents stable operation, an occasional approach signal phase is fully utilized, and a substantial number are approaching full use. Many drivers begin to feel somewhat restricted within platoons of vehicles. Under typical rural conditions, this frequently will be suitable operation for rural design purposes. Level of Service "C" In Level of Service C, stable operation continues. Loading is still intermittent, but more frequent. Occassionally, drivers may have to wait though more than one red signal indication, and backups may develop behind turning vehicles. This is the level typically associated with urban design practice. Level of Service "D" Level of Service D encompasses a zone of increasing restriction approaching instability. Delays to approaching vehicles may be substantial during short peaks within the peak period, but enough cycles with lower demand occur to permit periodic clearance of developing queues, thus preventing excessive back-ups. Level of Service "E" Capacity occurs at Level of Service E. It represents the most vehicles that any particular intersection approach can accommodate. At capacity, there may be long gueues of vehicles waiting upstream of the intersection and delays may be great (up to several signal cycles). Level of Service "F" r Level of Service F represents jammed conditions. Back-ups from locations downstream or on the cross street may restrict or prevent movement of vehicles out of the approach under consideration: hence, volumes carried are not predictable. *Source: Highway Capacity Manual , Highway Research Board of the National Academy of Sciences, 1965.