REVIEW COMMENTS
,~
TRAFFIC IMPACT ANALYSIS
FOR
WOOLBRIGHT PLACE
WOOLBRIGHT ROAD AND 1-95
BOYNTON BEACH, FLORIDA
(1
MAY, 1985
(revised June, 1985)
Prepared By:
;::;
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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".
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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
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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.
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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" .
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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":
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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%
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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:
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DATE
JUNE,85
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1965
I NTERNAL VOLUMES
ROAD
LEGEND
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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.
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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
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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.