The URL can be used to link to this page

REVIEW COMMENTS " (~~~ MURRAy -DUDECK & ASSOCIATES TRAFFIC IMPACT ANALYSIS REPORT ON THE OVERALL WOOLBRIGHT ROAD - SW 8TH STREET PROJECTS LOCATED JUST WEST OF 1-95 - WOOLBRIGHT ROAD INTERCHANGE ' ( IN THE CITY OF BOYNTON BEACH .. MURRAY-DUDECK & ASSOCIATES . , \ ' l I , \ ': i Prepared By: ~~"v:m~ 'f/t/~ Daniel N. Murray, P.E. Date i \ . ==M9xr ( MURRAY-DUDECK & ASSOCIATES TABLE OF CONTENT .=_=~a====a=_a.= Page c. Introduction..................................................1 Site Location Map -- Figure #1................................2 Project Land Use Data.........................................3 Trip Generation...............................................3 Table 1 -- Other Future Traffic...............................4 Figure A - Other Future Traffic..............................4A Table 2 -- Future Traffic Based On Existing ZOning............5 Figure B - Development Land Use Plan.........................5A Table 3 -- Future Traffic Based On Proposed Zoning............6 Figure C - Proposed Project Development......................6A Trip Distribution.............................................8 Daily Traffic Assignment......................................8 Peak Hour Development Traffic.................................8 Trip Distribution Percentages Figure #2....................9 Trip Distribution Percentages Figure #2A..................lO Trip Distribution Percentages Figure #2B..................11 Trip Distribution Percentages Figure #2C..................12 Trip Distribution Percentages Figure #2D..................13 Average Daily Development Traffic Assigned -- Figure #3......14 Area Average Daily Traffic Assigned -- Figure #4.............15 Peak Hour Traffic Assignment.................................17 Traffic Performance Standards Category Evaluations...........17 AM Peak Development Hourly Traffic -- Figure #5..............18 PM Peak Development Hourly Traffic -- Figure #6..............19 Traffic Performance Standard Evaluation -- Figure #7.........20 Highway Capacity Analysis....................................21 Highway Link Capacity -- Figure #8...........................22 Table 4 Highway Capacity Level Of Service Summary.........23 SW 8th Street Corridor Highway Requirements..................25 Fair Share Traffic Impact Fees...............................26 Conclusions..........................,....................... .27 Appendix "A" Appendix "B" Appendix "c" Traffic Counts Highway Capacity Analysis Trip Analysis On 1ST Baptist Church Facilities - l' t \ =II.;})xr ( MURRAY -DUDECK & ASSOCIATES INTRODUCTION _____csa:===-== The purpose of this traffic report is to undertake a detailed traffic impact analysis on Woolbright P.U.D., Woolbright P.C.D./Office, and Woolbright P.C.D./Shopping Center. All calculation were based on the land use data presented in Kilday & Associates, Landscape Architects/Planners site plans. Included in the overall analysis will be a traffic assessment of active projects in the vicinity of Woolbright Road & SW 8th Street, so that accurate transportation needs & improvements can be established & implemented, which will insure the maintenance of a reasonable traffic level of service. Other specific projects included in the analysis were: Palm Beach Commerce Center, Pylon Interstate Park, the Ml Parcel between RR & 1-95, and projects approved along Woolbright Road to Congress Avenue & in the vicinity of that intersection. For further details, refer to Table #1 & Figure A. ( The significant impact areas will be the SW 8th Street corridor between Boynton Beach Road & Woolbright Road, the intersection of SW 8th Street & Woolbright Road and the 1-95 signalized ramp intersections at Woolbright Road. As secondary impact areas, the intersections of Congress Avenue & Woolbright Road, Congress Avenue & Ocean Drive, SW 8th Street & Boynton Beach Road and Woolbright Road & Seacrest Boulevard were analyzed. For further details on the project location & impact areas, reference should be made to the Site Location Map--Figure #1. To ensure that the traffic flow and safety issues are properly addressed, the City of Boynton Beach has required the developer of Woolbright Place to submit a overall traffic impact analysis & report, which addresses the total impact of ALL RELATED PROJECTS. Furthermore, the report has to adequately examine the project traffic generation levels to determine if the project generates a significant impact as indicated in the Palm Beach County Traffic Performance Standards. Murray-Dudeck & Associates, Traffic Engineering Consultants have been retained by Tradewinds Development Corporation to investigate and determine the overall traffic impacts created by the several proposed & approved developments. c I In conducting the traffic evaluation it was necessary to examine the adjacent highway links to assess the development access and its interaction with the roadways. Additionally, a detailed review of the City of Boynton Beach files was conducted to obtain any information on other projects. Thirdly, manual counts during the peak periods at the critical intersections were obtained from Palm Beach County & the Department of Transportation and were conducted by MURRAY-DUDECK & ASSOCIATES. This data is reflected in Appendix "A". Likewise, an examination of the surrounding highway network & adjacent trip attractions & trip productions was made, to be determine realistic route selections and trip patterns. ~ -1- t t =Mf]).~~ .' MURRAY -DUDECK & ASSOCIATES SITE LOCATIQt; MAr FigUfl' 11 t ~ORTll _a=Kcc.=C....~~ce Old Boynton B~ach Rd. 1-95 Boynton Beach Rd. . . . . . Ocea n Dri vc . (~ Congress Ave. ************** * Woolbright * * Place PUD * ************t.<* . ********** · * Ml ... · * Parcel * * ********** ************** 10: Woolbright * * Center * *.....******** ************** ... Shoppes At * ... \o.'oolbright ... * Place * ************** 1-95 SB Off-Ramp . . . 1-95 NB On-Ramp Woolbright Rd. , . ***.*************** * Palm Beach ... * Commerce Center * ****************~*~ I , 1-95 SB On-RamJ) 1-95 NB Off-Ramp .. 1-95 S\,' 8th St. l -2- i \ MURRAY -DUDECK & AsSOCIA TC:s PROJECT LAND USE DATA _.__===_aaaaa==______ The "Traffic Impact Analysis" was based on the site plan data obtained from Kilday & Associates for Woolbright P.U.D., for Woolbright P.C.D./Office and for Woolbright P.C.D./Shopping Center. Specifically, the pertinent data used for traffic engineering purposes is as follows: ......................... ... ............................................... ................ ..... ........... .... .............. ........ ..... ....... ..... Project Description Proposed _===========a====== -=-==-== Woolbright PUD a. multi-family units b. church--school 1. 1st. phase 618 d.u. 2. 2nd. phase 500 seat church 100 school students fellowship hall 500 school students 1,200 seat church 11.0 acres (-' 3. 3rd. phase c. recreational Woolbright PCD / Office a. bank b. general office 5,000 sf 35,000 sf ====== 40,000 sf Woolbright PCD / Shopping Center a. main center b. out parcel #1 c. outparcel #2 168,000 sf 3,000 sf 3,000 sf a====== 174,000 sf ...................... ............................. ....... ........... ...... ... ................... ............................. ............. .... ....... TRIP GENERATION ... -============== l I In determining the trip generation for the proposed project it was necessary to use the Institute of Transportations Engineers Trip Generation--Third Edition Publication and recent update trip generation data. Additionally, data from other traffic studies prepared by MURRAY-DUDECK & ASSOCIATES was referenced. The subsequent calculations reflect the method of traffic generation analysis at full built development generation capacity: -3- t t MURRAY.DUDECK & ASSOCIATES (- l TABLE 1 -------= OTHER FUTURE TRAFFIC FROM POTENTIAL DEVELOPMENT _=_a_._=._____=_._.._.=_...Z8aa_=a~_.._=.=____= WOOLBRIGHT ROAD CORRIDOR BETWEEN I-95 & CONGRESS AVENUE Map # Description __====..=_=a___==_=___=_=.~.__=.===aa==a=====a=a.a=~==c ac_-= _=_.==_===c===-=-= Status Unit Size Trip Rate Daily Trips 1 _m__== _====__== ___=...== -==a--=.__~ Boynton Commerce Center 8. office b._ -- P 174,400 sf 0--30% V--70% P P 202,000 sf 202,000 sf 164,400 sf 150 rooms (70% occupancy) 14.3 T/ksf (' J - . ~ t l .. \: . ' ..' ~-...~ -;. . .. ~~ir:,~ . ~ , .. -- ~ ~ 10.14 T/or 2,494 vpd (296)vpd 690 vpd . 802 vpd 1,065 vpd ~==== 5,051 vpd .. 1,263 vpd new trips .. 3,788 vpd -=== 17.7 T/ksf 14.3 T/ksf 10.14 T/or 192 T/ksf 74.9 T/ksf 3 4 5 P UC new trips .. 26,000 sf 54.6 81,213 sf 17.7 T/ksf 460 vpd 2,631 vpd 1,065 vpd 576 vpd 449 vpd === 5,181 vpd ., 1 295 vpd ---- 3,886 vpd 1,420 vpd 1,437 vpd (469)vpd 469 vpd 938 vpd 109 vpd (235)vpd 703 vpd 617 vpd 1,256 vpd 885 >eo 2. proposed c. hotel d. multi-land use development = 5,051 x 25% 2 Pylon Interstate a. office 1. existing 2. proposed b. hotel 26,000 sf 184,000 sf 150 rooms (70% occupancy) 3,000 sf 6,000 sf 17.7 T/ksf 17.7 T/ksf 17.7 T/ksf 17.7 T/ksf 17.7 T/ksf 17.7 T/ksf 17.7 T/ksf 62.8 T/acre 17.7 T/ksf Existing Trips . (l,OOO)vpd New Trips . ---- .................. ... ........ ......... ....................... .............. ................ ........... ................................... ...... ....... 15,508 vpd V--lOO% P P c. bank d. restaurant P P Status: P-proposed, Oaoccupied, V-vacant, AP-anticipated proposed UC-under construction i t e. multi-land use development .. 5,181 x 25% DR. Chua--Medical Office Woolbright Prof. Bldg. Woolbright Corporate Center a. existing 0--50% 53,000 sf V--50% 53,000 sf V--I00% 53,000 sf P 6,184 sf 6 7 b. just built 2300 Building Congress Prof. a. existing 53,000 sf 53,000 sf 34,848 sf 20 acres 50,000 sf Center 0--25% V--75% P AP P 8 9 10 Glendale Federal M1 Property Envirocivil Office -4- ~ < c . ~ . ~ lit ~ ~ ~ ( c .. ~ ~ lit P c ~ .. ! ~ e3 ! is .. .. .. ~ 0 c 0 C.: l co It) ~ ~ ~ M ~ ::::0: ": V'\ ~ ~ ~ ~I ~ I I! '"~.~.L' ~ i'~j :~tJ. r- .!J1 --...., ... III': I 1 'I :1 II' '(J~ ./1I!?/M7l(J(JA( l~ ~;. ~ ; : I ,..... co i \ (( MURRAY. DUDECK & ASSOCiATES TABLE 2 -------= FUTURE TRAFFIC FROH PROJECT DEVELOPMENT ac_.._.____=========_==_=_===____=-=== BASED ON EXISTING LAND USE DESIGNATION __________:3...___..-.______=---=______=_= Map' Description Status Unit Size Trip Rate Daily Trips -- -====-===-=-=----= aa.:==z:: _==aaa=_= ._===:I::::CZ:= ----=-----= 1 RIA -- Single Family P 339 du 10 T/du 3,390 vpd 2 R3 Multi-Family P 127 du 7 T/du 889 vpd 3 C2 Office P 32,580 sf 17.7 T/ksf 577 vpd 4 C2 -- Retail P 135,000 sf 66.7 T/ksf 9,005 vpd 5 REC -- Recreational P 3.0 acres 50 T/acre 150 vpd ( ---= 14,011 vpd ........................................................................... .......................................................................... . Multi-Land Use Development 14,011 x 25% = 3,503 vpd ........... .................. .............................................. .................. ......................................................... Passing Retail Trips 9,005 x 25% -= 2,251 vpd ....... ....... ..... ...... ........ .............. .... .... ....... ............. ............... .... ........... ... .............. ..... ... ... ..... ............ Resulting External Trips: 14,011 - 3,503 .. 10,508 vpd .................... ......... .... .......................... ........ ........... ................................... .................................... .......... .. Resulting New External Trips 10,508 - 2,251 - 8,257 vpd .................... ............ .... ............... ............ ..... ........ ..................................... ......................... ........ ........ Status: Paproposed co I -5- t i .. 3 eel C > > . ~ . .. ~ ~ !:" ~ ~ (. ~ (" 011 . tI) c . ~ ... . . t:l to i Co c .. ~ c I . e ~ ! 0 ...:l ! ~ .. w ~ .. ~ p c g U') ......_" . .. . ., .; i fa ~ c.. ;,j (:- 0:.: :>.:: oJ ..J M L ~ ~ " V) ~ ~ OM I ~ !~I ~ .~ l ~= LJ ~ ;~j=~tJ- ..V --- .....' I '- ,. .- : .~ < .- r . . _. .. ~ 0 r:4 ,- -- Vol I: :-' :l ..~ r ::j n -4 :lJ .J!' . ....::~ ( \ ((/ MURRAY.DUDECK & ASSOCIATES TABLE 3 _a===== FUTIJRE TRAFFIC FROM PROJECT DEVELOPMENT _c==-a__=a..===_=_=a========_c_===_==a= BASED ON REVISED LAND USE DESIGNATION ._.-======a====__==_=____a._=====s=== --=== -=========--===--= Status Unit Size Trip Rate Daily Trips Map # Description .==.~ -==----== -------== -===~==-- A Woolbright PUD ( 1. multi-family P 2. church-- P a. weekday b. weekend 1. 1st service 2. 2nd service 3. evening service 3. fellowship hall P 4. school P 5. recreational P B Woolbright PCD / Office a. bank b. general office C Woolbright PCD / Shopping 618 du 6.6 T/du 4,079 vpd 1200 seats 10% occupancy 1.0 T/seat 120 vpd 50% occupancy 0.8 T/seat (480)vpd 80% occupancy 0.8 T/seat (768)vpd 60% occupancy 0.8 T/seat (576)vpd 10% occupancy 1.0 T/seat 120 vpd 500 students 1.02 T/stud. 510 vpd 11 .0 acres 25 T/acre 275 vpd ==== 5,104 vpd P P 3,000 sf 192 T/ksf 35,000 sf 17.7 T/ksf 576 vpd 620 vpd --= P 1,196 vpd 174,000 sf 62.0 T/ksf 10,788 vpd . ......................... ........................................ ......... ............................................... ............................ .. MULTIPLE LAND USE DEVELOPMENT encourages internal circulation and second stops within the development area. Studies have indicated that better than 25% trip reductions can be attributed to this site plan development characteristic. Therefore, it is realistic to adjust the daily external trips by applying a 25% reduction due as the subsequent computations reflect: l I -6- \ ~ .. u . c . . 0 ~ . <- ~ ~ :. ! l (, .,. .. . , << .. ~ ~ . . !:l (' ~ i " << ... f-4 U ~ C 0 . p::: i p.. ~ ~ CI) ~ 0 p.. ! ~ .. ;; w ~ p.. ,. c '" 0 (.) (~ . . ..CT:-::;~i-~;i", 7,. ~;:.=:.:: "l;C'" ,,:":':i,,1111~1.1 :~;.' r-::;~ ';a. :D'j}~ j I :..:. :~;=: ;-~~r:: ;::~~. .-" ,.-.-..? .}J.c: ::) '" . '7.;~-1~:,~-:~}~H- : ~ Q C\ ..... '.- ~ ~~'. (.) ~ ~ '" V') ~ ... ~ or. I ,. ~ Ii I \;; ::) I: ~ .' .- ~ '. '-0. -- 1'.:J~~~; ., , III M It ,I C';Cl ---. a 0" ;:;.,,'.;... C oJ I' .-' i'~l:~~ J'" 00' b -.:0:;' ::) .. ~ l ;..... , ~ ;. I :>>; . D. -Cl l II:>>" " ::):l ..! oJp .~. .. ...\:'- .-"" ; I II "(leY ./It'!?/W JPPAI \ ==M9xr ( MURRAY.DUDECK & ASSOCIATES ............ ............ ...... ..... .............. ........ ........ ... .... ... .............................. ................... ...... ........ ..... ... .... Multi-Land Use Trip Reduction - (5,104 + 1,196 + 10,788) x 25% - 4,272 vpd ............ ................... ............ ...... ...... ............ ........ ............................ .... ....... ........ ... ....... ..... ..... ... ..... DRIVEWAY VOLUHES VS. TRAFFIC ADDED TO THE STREET SYSTEM is a very important issue when you are dealing with commercial shopping centers. It has been recognized for a number of years that such a development does not produce all new trips, however the data collection has been somewhat limited and traffic reports did not include an adjustment for these facts. Furthermore, the data clearly indicates that the passing motorists is more readily attracted to the smaller, local shopping centers than the major plazas. For a center such as the Woolbright PCD / Shopping Center, it is reasonable & conservative to deduct 25% of the trips as passing trips, since data collected on comparable sites exceeded 35%. ........ ... ................ ........ ... ...... ....................... ........ . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trip Reduction = 10,788 x 25% co 2,697 vpd ( ........ .... ...... ......... ...... ....... ........ ....... ....... .... ......... .................. ........... ......... ........ .......... ................... Resulting External Trips ======================== 1) Multi-Land Use Trip .......---- a. residential .. 5,104 b. office/bank .. 1,196 c. shopping center co 10,788 1,276 299 2,697 co 3,828 vpd 897 vpd 8,091 vpd .. .. -===== 12,816 vpd ................................. ................ .................. ........ . ............... ........... ..................... ................... ........ Resulting New External Trips ~===========;=============== External Trips Passing Trips co New External Trips .. 12,816 2,697 .. 10 , 119 v pd :::::::::::: :::::::::::::::::: ::::::::: :::::::: ::::::::::: ::: ::: :::::::: ::: Status: p..proposed l I ** NOTE: (1,824 vpd) is weekend Church traffic which is not included in the daily traffic figures -7- \ ==M9:r (' MURRAY.DUDECK & ASSOCIATES TRIP DISTRIBUTION .__=__a=aa=_~_=m= To determine realistic traffic distribution percentages, it is important to recognize the trip production & attraction characteristics, which are classified under TRIP PURPOSES. Also, motorists select specific routes based on travel comfort, travel time, travel safety, etc. Thus it is important to recognize the alternative highway links in considering trip route selection. Therefore after a careful review and evaluation of the surrounding trip influencing factors, the trip percentage distributions were determined as depicted in the Trip Distribution Percentages -- Figure #2, #2A, #2B, #2C, & #2D. DAILY TRAFFIC ASSIGNMENT a======================= By utilizing the trip distribution percentages indicated in Figure #2, #2A, #2B, #2C, & #2D the various project traffic on each affected highway link within the area of influence can be determined. The computations are depicted in Average Daily Development Traffic Assigned -- Figure #3. c- To determine the overall impacts on the transportation network, it is necessary to recognize the traffic impacts on each of the highway links within the area of influence of the subject development. Therefore, the traffic levels under current conditions and due to the project generated traffic have to be assigned onto the transportation network. The critical traffic figures, which includes the existing traffic, the related development traffic, and background traffic from other adjacent approved projects, are depicted in the Area Average Daily Traffic Assigned -- Figure #4. PEAK HOUR DEVELOp~mNT TRAFFIC c============================ Since the real traffic impact is measured by calculating the peak hour capacity impacts at critical nodal points, it is important to determine the average peak hour traffic. Based on the various land use projects, the evening peak hour period is the most critical time. However, the morning peak hour period will generate substantial levels of traffic, especially the office land use category and usually different critical lane requirements are needed for this peak period. Therefore, both peak hour periods were calculated by using the lTE peak period trip rates and updated trips presented in other ITE publications follows: .. l I -8- { \ MURRAY -DUDECC< & ASSOCIATES TRIP DISTRIBUTION PERCENTAGES (residential/school/church) t NORTH _........_.__......a......... Figure 112 Old Boynton Beach Rd. (5%) 5% , A 0001II( 5% ~ (15%) Boynton Beach Rd. ~ (5%) ~ 15% , 1 y A (25%) 25% 15% (15%) ........ 10% Ocean Drive ~ (10%) (35%) 35% " ~ , A I-95 SB I-95 NB Y A Off-Ramp On-Ramp 5% (5%) *5%* 65% (65%) (20%) 20% _Woolbright Rd. 15% 0001II( (40%) ~ ; (20%)........ ~ (5%)......: (15%)~ - 40% ~ " - 25%~ ~5%~ 5% (5%) 10% (10%) 15% (15%) , J Y A .. 1-95 SB 1-95 NB Congress Ave. On-Ramp Off-Ramp SW 8th St. LEGEND ****** l (65%) 65% *5%* Ingressing Traffic Distribution Egressing Traffic Distribution Residential Off-system Trip Percent Attraction -9- \ .( MURRAY.DUDECK & A5S0CIA TEs TRIP DISTRIBUTION PERCENTAGES (office) ____..__.......________.a...K Figure #2A t NORTIl Old Boynton Beach Rd. ...... (5%) ~ 5% Boynton Beach Rd. , A y A (5%) 5% 15% ( 15%) ....... 5% Ocean Drive ~ (5%) (10%) 10% ~ ~ , A 5% 10% (10%) (5%) A Woolbri ht Rd. 5% (5%) Y , A Congress Ave. LEGEND ****** , A 90% (90%) I-95 SB I-95 NB Off-Ramp On-Ramp (25%) 25% ~ 35%...... A(10%)__ '" 35 ~ 10% ~ '" 25% (25%) .. I-95 SB I-95 NB On-Ramp Off-Ramp 10% (10%) Y A SW 8th St. (60%) Ingressing Traffic Distribution 60% Egressing Traffic Distribution l I -10- '0 ( MURRAY.DUDECK & ASSOCIATES TRIP DISTRIBUTION PERCENTAGES (shopping) Figure #2B t NORTH _a___m......___.._........... Old Boynton Beach Rd. ...... 5 % ~ (5%) Boynton Beach Rd. -c: ~ *5%* (10%) 10% , 1 10% ...... (10%) ~ *5%* (20%) 20% " ~ Ocean Drive , i I-95 SB I-95 NB Y A Off-Ramp On-Ramp 15% (15%) *10%* 80% (80%) (10% ) 10% _Woolbright Rd. 30%...... ( 40%) ~ t _(35%)~ 4(20%) ~ T30%)~ - 40% ~ , 35% ~ \.20% ~ 5% (5%) 10% ( 10%) 10% (10%) , A y A ... I-95 SB I-95 NB Congress Ave. On-Ramp Off-Ramp SW 8th St. LEGEND ****** ~ I (80%) 80% *10%* Ingressing Traffic Distribution Egressing Traffic Distribution Residential Off-system Trip Percent Attraction -11- t l ( MURRAY.DUDECK " ASSOCIATES ( y (15%) <10%> , 5% [5%] TRIP DISTRIBUTION PERCENTAGES (other SW8th St. projects) ____..._____a____m_.____...._ Figure #2C NfH Old Boynton Beach Rd. ~ (5%) ~ 5% Boynton Beach Rd. (5%) 5% Y A ......: 5% Ocean Drive ~ (5%) (10% ) " 100%...... 1-95 SB Y A (100%) >- Off-Ramp 90% (90%) (30%) 30% <10%> [10%] <30%> [30%] ~p f J ~ ......: ~ ~10%> _Woolbright Rd 20%]_ 20%_ _(65%)_<70%>_ _(35%) <40%> _ (5%)""": <20%> (20%) 65% [70%] 'It. 35% [40%] 5% ~ ~ >-, ~ '"' [10%] 5% .(5%) 30% (30%) <100%> [100%] [30%] <30%> , A A 1-95 NB On-Ramp 15% [10%] l (5%) <5%> 1-95 SB On-Ramp I-95 NB Off-Ramp Congress Ave. ... (90%) 90% <100%> [100%] .5%* SW 8th St. LEGEND ****** Ingressing Traffic Distribution For Ml Property Egressing Traffic Distribution For Ml Property Ingressing Traffic Distribution For Palm Beach Commerce Center Egressing Traffic Distribution For Palm Beach Commerce Center Residential Off-system Trip Percent Attraction -12- t { ~ ( - MURRAY.DUDECK & ASSOCIATES TRIP DISTRIBUTION PERCENTAGES (offices along Woolbright & Congress) ._a.._______._______a________ NORTH Figure ff2D t Y A 15% (15%) ~ (5%) ~ 5%- 5% ~ Boynton Beach Rd. (5%) ~ Y A 25% (25%) ....... 5% Ocean Drive y 1 (5%) 30% (30%) y A 10% (10%) ....... 30% ~ 30 10% (10%) Y 1 SW 8th St. I-95 SB Off-Ramp I-95 NB On-Ramp Y A 35% (35%) (15%) , 15% . (10%) )- '" 10% -c 20% ~ 20 \.. (10%) 10% ~ 10%) ~ 10%~ (10%) 10% Y. 1-95 SB On-Ramp I-95 NB Off-Ramp Congress Ave. .... LEGEND ****** 15% (15%) Ingressing Traffic Distribution Egressing Traffic Distribution <... I -13- ( \ ==M9AYJ- ( MURRAY.DUDECK & ASSOCIATES AVERAGE DAILY DEVELOPMENT TRAFFIC ASSIGNED _a_a__a______D_a._.________=_________a_~a= Figure #3 + NORTH Old Boynton Beach Rd. Boynton Beach Rd. 191 " 957 '" 574 [00] [45] :.- [45] (270) (539) (00) <461> <1541> <619> *00* *63* *63* -00- -00- -00- 329 00 329 Ocean Drive 383 383 [45] [45] 383 861 383 (270) (540) [112] [314] [112] <698> <968> (270) (1618) , (270) *63* *63* <765> <2793> , <765> -00- -00- *188* *440* , *188* {329} {OO} 1340 .( -1151- -3070- , -1151- 191 574 2488 {329} {l315} {329} ( [90] [135] [90] [807] (809) (1079) (1079) (4315) 1-95 SB \ <1090> <1788> <2509> <7610> Off-Ramp *188* *251* *126* *1130* -767- -1151- -00- -767- {1973 } {3289} {OO} {658} Woolbri ht Rd. 574 ~ "'1531 287 191 [112] ~ [45] [179] 383 ~ [538] ( 270) (270) (1618) [90] (2158) <669> 1-95 SB <506> <2371> (539) <4227> *188* On-Ramp *63* *251* <1012> *816* -1151- -384- -1535- *63* -5372- {329} 287 191 {658} {3289} -7674- {l973 } [112] [90] Congress (658) SW 8th St. (270) (1078) Ave. <669> <1359> *188* *64* LEGEND -1151- -768- :.0 ****** {329} (657) l I 1531 [538] (2158) <4227> *816* -5372- (1973 ) Woolbright Place PUD (Residential/School/Church) Daily Traffic Woolbright Center (Office) Daily Traffic Shoppes At Woolbright Place (Shopping) Daily Traffic Total Project Development Daily Traffic HI Parcel (Other Project) Daily Traffic Boynton Commerce Center (Other Project) Daily Traffic Offices Along Woolbright Rd. & Congress Ave. -14- t ( ~ MURRA Y .DUDECK & ASSOCIATES PROJECTED AVERAGE DAILY TRAFFIC BASED ON PROPOSED LAND USE ZONING _____c_z_.__.~_~_____.----.___.___...__g_...__......._a........__ 28798 (461) [29259] <329> (29588) ( "- 15078 (1090 ) [16168] <2928> {19096} 15078 (506) [15584 ] <1105> (16689) Congress Ave. II 14031 (2371) [16402 ] <5075> {21477} Existing 1985 Average Daily Traffic Development Average Daily Traffic Existing + Development Average Daily Traffic Other Potential Woolbright Road Development Daily Traffic Existing + Development + Other Background Average Daily Traffic Figure 4 + NORTH Old Boynton Beach Rd. 28798 (619) [29417] <329> (29746) Ocean Dri ve 14031 (l 788) [15819] <4691> {20510} 18375 (2793) [ 21168] <4825> t {25993} Sea crest Blvd 1-95 SB Off-Ramp 1-95 NB On-Ramp 14060 (680) [14740] <745> {l5485 } ""- t Rd. Woolbri ht ~ 14031 (4227) [18258] <8161> {26419} I 16295 (340) . [16635] <373> {17008 } .( 14031 (2371 ) [ 16402] <5075> {21477} I-95 I-95 SB On-Ramp I-95 NB Off-Ramp SW 8th St. 22718 (1359) [24077 ] <1489> {25566} .. LEGEND ****** -15- ( MURRAY.DUDECK & ASSOCIATES Peak Hour Percentage Of The Daily Trip Generations _..___=_._~_____a___.3__.____._____..____.a_..___a Type of Development AM PM In Out In Out ------------- Residential PUD 1.6% 6.6% 6.6% 3.3% Office Business Park 7.9% 1.5% 2.2% 8.3% Office < 100,000 sf. 8.2% 1.4% 1.1% 6.4% Shopping Center 1.3% 1.1% 4.3% 4.7% M-l 6.8% 6.8% 6.5% 6.5% Peak Hour Traffic ================= ( Development Daily Trips AM PM In Out In Out -------- ----- .Woolbright PUD 3,828 61 253 253 126 Woolbright PCD 10ffice 897 74 13 10 57 Woolbright PeD IShopping a. new trips 5,394 70 59 232 254 b. passing + new trips 8,091 105 89 348 380 Boynton + Pylon 7,674 606 115 169 637 ... Other Offices 6,578 539 92 72 421 M-1 1,256 85 85 82 82 -16- LI t ~ ( MURRAY.DUDECK & ASSOCIATES PEAK HOUR TRAFFIC ASSIGNMENT ____=a=======a~===_____.a__K Based on the aforementioned peak hour data, the development traffic & other related project traffic are assigned to the critical adjacent intersections as depicted in the AM & PM Development Hourly Traffic -- 15 & #6. TRAFFIC PERFORMANCE STANDARDS CATEGORY EVALUATIONS a==================a====--=a=========__=._=-==___== As mandated by Palm Beach County, all highway links within the influence area of traffic impact have to be analysed to determine if there are critical traffic capacity constraints. Specifically, when the existing daily traffic is over level of service "D" on any link and the development significantly impacts the traffic level, then the project is a Category "A". Likewise, when the link total daily traffic exceeds level of service "D" and the development significantly impacts the traffic level, then the project is a Category "B". ( --' Thus a detailed analysis of the daily traffic on the "19" affected links within the traffic zone of influence was undertaken. The results are depicted in the Traffic Performance Standard Evaluation -- Figure #7. Based on this evaluation the following comments are offered: #1 In analyzing the daily traffic under the criteria in Category "A" on all "19" affected links, the results indicated that the project is not flagged as a Category "A" project. Therefore, this project DOES NOT have to committ to offsite roadway improvements, before even being considered a viable project submission. 12 Under the proposed development at full capacity the project is a Category "B" Project. #3 Under Category "B" generate traffic in assumed a 4-lane necessary. phasing examination, this project does excess of the standard, if Congress Avenue divided section. Thus phasing will not not is be .. l I -17- -( MURRAY.DUDECK & ASSOCIATES AM PEAK DEVELOPMENT HOURLY TRAFFIC -=-a----___=.a=_=aa__a==~a=_D___== Figure 5 + NORTH Congress Ave. [ 61 ][ 1 90 ] (DO) (94) <00> <34> 00 21 y "" ~ 23<36>(47}[127] ~ 17<21>(27}[116] Woolbright Rd. Seacrest Blvd. SW 8th St. [ 141 ][ 100][ 200] (87) (l00) {2oo} <87><39><200> 70 35 145 Woolbright Rd. ~ y "" ~ . ~ 00 24 00 <00><28> <00> (22)( 40) (81) [76](40) (81) I-95 NB On-Ramp [70] {43} <12> 11 ~ Woolbri ht Rd. ~ 6<7>{22}[35] c_ [25]{21} <15>13~ [13]{10} <8> 7 ~ [13]{10} <7> 74 " 6 <7> {2l} [35] [81] {72} <72>55"'- [28] fOOl <00>00 ~ [130]{121} <OO>OO~ 1-95 SB Off-Ramp [300] {246} <64> 38 ~58 <87>{329}[~7] Woolbright ~ Road . ~ 00 10 <00> <14> (00) {44} [ 30 ] [ 94 ] ~110<165>{165}[165] ~ 00 <00> {00}[162] ~ 00 <00>{424}[424] ~ 23<26> (86) [140] '" [129](120)<85>59"" 35 [51] {41}<30>27 ~ <61> {243} [297] [180]{161}<115>86~ [117]{ 108} <73>47.... I-95 SB On-Ramp LEGEND ****** 1-95 NB Off-Ramp - L 86 <115> {161 } [180] Development AM Peak Hour Traffic Development + Ml AM Peak Hour Traffic Development + Ml + Boynton Commerce Center + Pylon Interstate AM Peak Hour Traffic Development + Ml + Boynton Commerce Center + Pylon Interstate + Other Development Within Woolbright Road Corridor AM Peak Hour Traffic -18- \ ==M9y;- ( MURRAY.DUDECK & ASSOCIATES PM PEAK DEVELOPMENT HOURLY TRAFFIC Figure 6 + NORTH -----.-a-_~________.______._=__a_= Congress Ave. [23][151] COO) (78) <00> <61> 00 49 y ~ ~ 50 <62>{126}[201] ~22 <26> {58} [98] Woolbright Rd. A -f 00 26 <00> <30> COO} {39} [49][ 109] Seacrest Blvd. [45] {41} <33> 31 ~ Woolbri ht Rd. , SW 8th St. [87] {65}<33>32 ~ [43] (33}<17>16 ~ [43] (33}<17>16 ~ [167][78][289] 15<16>(20) [22] (160}(78}(289) ~246<299>(299}[299] <160><61><289> ..c: 00 <00> COO} [22] 144 57 236 ~ 00 <00>(1l8}[1l8] Wool bright Rd. j. Y .... ~ A ~ 00 61 00 <00> <65> <00> {127}( 129}( 446} [134} {129} {446} I-95 NB On-Ramp c- ~ 16 <16> {20} [22] [202]{162}<162>146~ [126] COO} <00> 00 ~ [76] {34} <00> 00... 1-95 SB Off-Ramp [158] {I51} <100> 75 ..c:125<153>{220}[235] Woolbri ht ~ Road .. 62<65> {81} [89] [495]{41l}<156>128 ~ [316]{274} <83> 584.. ~ [322]{280} <89> 64 ~ 63 [173](131) <67> 64 ~ <88> {139} [ 146] I-95 SB On-Ramp 1-95 NB Off-Ramp - l I 128 <156> {41l} [495] LEGEND ****** Development PM Peak Hour Traffic Development + Ml PM Peak Hour Traffic Development + HI + Boynton Commerce Center + Pylon Interstate PM Peak Hour Traffic Development + Ml + Boynton Commerce Center + Pylon lnterstate + Other Development Within Woolbright Road Corridor PM Peak Hour Traffic -19- { ( MURRAY.DUDECK & ASSOCIATES TRAFFIC PERFORMANCE STANDARD EVALUATION ____=zm_.__.a____.........__...__.a__ac Figure #7 + NORTH Old Boynton Beach Rd. "ME" nton Beach Rd. "SI" ~ "ME" ~ .( Ocean Drive "SI" "SI" ( I-95 SB I-95 NB ""' "SI" "SI" "SI" Off-Ramp On-Ramp "SI" / "SI" ~ Woolbri ht Rd. ~ ,/ "SI" ~ \""SI" "SI" "SI" "SI" I-95 "SE" r I-95 SB I-95 NB On-Ramp Off-Ramp Congress Ave. SW 8th St. .... LEGEND ****** (~. I "SI" "SE" "ME" Performance Standard Category With Development Impacts Performance Standard Category With Significant Impacts Performance Standard Category With Significant Effect Performance Standard Category With Minor Effect -20- t ==M9xr ( MURRAY.DUDECK & AsSOCIATES- HIGHWAY CAPACITY ANALYSIS ._.a===~a============~=D: To determine the level of service of the adjacent highway links, which the subject project will impact, it is essential to examine the highway carrying capacity. Reasonable and acceptable traffic movement can be achieved if the roadway sections are operating~at or above level of service ~ For a 2-lane undivided highway a total of 15,800 vehicles per day results in "D" service, for a 4-lane divided highway the figure is 36,000 vehicles per day, for a 6-lane divided highway the figure is 55,800 vehicles per day. These service volumes were taken from the Table 31-1 of the acceptable DRI standards of which a copy is included in Appendix "B". Furthermore, to achieve the optimum expected traffic flow it requires that all links operate at level of service "c" or better, which is 13,100 vehicles per day for a 2-lane undivided highway, 30,000 vehicles per day for a 4-lane divided roadway, 46,400 vehicles per day for a 6-lane divided roadway. ( A careful examination of the daily traffic figures shown in Figure #4 .was made so that the highway link capacities (refer to Figure #8) could be determined. Under the existing traffic levels it is evident that Congress Avenue both north & south of Woolbright Road is operating at "n" level of service. However, Palm Beach County has scheduled in fiscal year 86/87 to reconstruct this section of highway to a 4-lane divided facility, which will alleviate the capacity deficiencies. The section of Woolbright Road between the intersection & SW 8th Street & 1-95 ramps will be impacted with a substantial level of turning movement traffic. Thus even though the link capacity analysis indicates that this section of highway is at "c" level of service based on the Daily Service Volumes presented in Table 31-1, the true indicator of level of services are realistically determined by performing a critical lane analysis of the AM & PM peak traffic. l' I To determine the peak hour impacts, it is necessary to evaluate the traffic movements at the critical adjacent intersections, which are Woolbright Road & SW 8th Street, Woolbright Road & 1-95 ramps, Congress Avenue & Woolbright Road, and Seacrest Boulevard & Woolbright Road. By utilizing the Transportation Research Circular #212, the Critical Movement Analysis" methodology, a determination of the actual level of services can be made. The analysis as shown in Appendix "B" clearly substantiates that certain intersectional improvements will be necessary at SW 8th Street & at I-95 on Woolbright Road. To alleviate these critical intersectional capacity deficiencies, it will be necessary to incorporate certain positive traffic operational improvements. The intersection of Seacrest Boulevard & Woolbright Road during the evening peak periods is experiencing certain delays under existing conditions. Since the traffic impact level of these projects is minor, the same level of service "D" will remain. Thus the impact is insignificant. .... -21- t ( MURRAY.DUDECK & ASSOCIATES HIGHWAY LINK CAPACITIES UNDER PROPOSED LAND USE ZONING a_._____a_____._......._.__....____________._.__....__ Figure 8 + NORTH Old Boynton Beach Rd. Bo nton Beach Rd. A ~ ~ "A" A <A> "A" <A> Ocean Drive \- A Seacrest *** "A" Blvd D A A "D" "A" "A") A <E> <A> <A> "A II I-95 SB 1-95 NB <A> "" C- . Off-Ramp On-Ramp Woolbri ht Rd. \--D *** ~ A A A "D" "A" "A" "A" I-95 1 <E> <A> <A> <C> 1-95 SB I-95 NB On-Ramp Off-Ramp A B "A" "B" <A> Congress SW 8th St. Ave. LEGEND *****~ A "A" Highway Link Capacity With Existing 1985 Average Daily Traffic Highway Link Capacity With Existing 1985 Average Daily Traffic + ~ Development Average Daily Traffic Highway Link Capacity With Existing 1985 Average Daily Traffic + Development Average Daily Traffic + Other Woolbright Road Project Average Daily Traffic Capacities With 5-Year Work Program Improvements <A> *** l I NOTE: Link Capacities Based On Updated DRI Table 31-1 Daily Service Volumes -22- \ ~ ( MURRAY.DUDECK & ASSOC~A TES TABLE 4 _lZlZa_-= HIGHWAY CAPACITY LEVEL OF SERVICE SUMMARY -===.===2=========~a====_aaa..=..=.__~aa Description Level of Service __=_a:s=-=-== ...------------== I) Woolbright Road & SW 8th Street a. AM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + 2 left lanes for WE/EB "c" ( -, b. PM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + 2 left lanes for WE/EB + free right "C/D" II) Woolbright Road & 1-95 -- West Signal a. AM Existing+Development+M1+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + Free Right Merge b. PM Existing+Development+M1+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + Free Right Merge III) Woolbright Road & 1-95 -- East Signal "B" "C/D" .. a. AM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + 2 left lanes NB/EB "C" l b. PM Existing+Dcvelopment+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + 2 left lanes NB/EB "C" -iZ3- ( MURRAY.DUDECK & ASSOCIATES TABLE 4 (continued) ._.c.______....._._ HIGHWAY CAPACITY LEVEL OF SERVICE SUMMARY _=__a_____===a=..._________.____.________ Description Level of Service ."1:__====== ___________=-=:a== III) Seacrest Boulevard & Woolbright Road a. AM Existing+Development+M1+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. Existing Geometrics + 25% RTOR "B" b. PM Existing+Development+Ml+Boynton Commer~e Center+Pylon+Other Peak Hour Traffic(PHT) 1. Existing Geometrics + 25% RTOR c. PM Existing Peak Hour Traffic(PHT) "D" "D" ( IV) Congress Avenue & Woolbright Road a. AM Existing+Development+M1+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. With Congress Avenue Improvements "A" b. PM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. With Congress Avenue Improvements "B" -Zif- .. l I \ MURRAY.DUDECK & ASSOCIATES SW 8TH STREET CORRIDOR HIGHWAY REQUIREMENTS __~.==_=========___=__a_.=__._.._.__....._= To properly serve the proposed development and to provide safe & reasonable highway conditions for the traveling public, it is essential to establish recognized transportation guidelines for the SW 8th Street corridor. The following comments address the recommended highway requirements: II SW 8th Street shall be constructed as a 4-lane divided highway between Woolbright Road & the Industrial Access Road to the M1 property. #2 Only one median opening shall be provided between Woolbright Road & the Industrial Access Road, which shall jointly serve the' office complex on the westside & the shopping area on the eastside. The median shall be spaced midway between the two intersecting roadways. c-. <... 1 13 In developing the main access to the church, it shall be aligned directly opposite the Industrial Access Road, so that a common median opening can be utilized. #4 The Industrial Access Road shall be a 2-lane undivided highway with adequate right of way to expand to a 4-lane urban collector. #5 A secondary access to the shopping center shall be positioned a minimum of 330 feet from the intersection of SW 8th Street. I ~.~. \.. The access to the residential housing sites shall be spaced SQ'"":"that,.c&:.-. minimum of 660 feet between access intersections or any sideroad intersection be maintained. This will facilitate the construction of left turn lanes & right turn lanes at these two access and thereby not require that SW 8th Street be a 4-lane divided highway thru this section. #6 #8 The location of the access to the residential housing parcel #2 .~ball be constructed directly opposite the access to the recreational area-- on the westside of SW 8th Street. #9 All development access onto SW 8th Street Road shall have a left turn & right turn lane for both ingressing & egressing traffic. "'" #10 Access on Industrial Access Road shall have ingress turn lane only. #11 The intersection of Industrial Access Road & SW 8th Street shall include two thru lanes, one left turn lane, & one right turn lane for the north & south approaches and one left turn lane & one right-thru lane for the east & west approaches. -25- ~ .( MURRAY.DUDECK & ASSOCIATES 112 The transition area between a 4-lane divided highway & 2-lane undivided highway has to be carefully delineated and proper lane balance & continuity retained. Signing & pavement markings shall be incorporated into the design to insure positive guidance and no unexpected lane drop or lane change. #13 The intersection of SW 8th Street & Woolbright Road shall include a double left turn lane,a single thru lane, and a free right turn lane on the north & south approaches. The east approach shall include a double left turn lane, two thru lanes, and a free right turn lane. The west approach shall include a single left turn' lane, two thru lanes, and a free right turn lane. Also, the intersection shall be signalized and coordinated & interconnected with the I-95 signalized, when the signal is warranted. FAIR SHARE TRAFFIC IMPACT FEES =--============================ ( Based on the Palm Beach County Ordinance 185-10, developers are required to pay a fair share fee for impacts created by their development traffic. This ordinance has established fee rates for various type of lane development activity. The following calculations depict the land development categories, the dollar rate, and the total fee assessment: . .............. .................... ................ .......... ...... ........ ............... ..... ...... ...... ..... ............ .............. ... ......... Type of Land Development Activity Units Fee Rate/Unit Cost Multi-family residential Church 1/7(1824) School 618 du 261 vpd 510 vpd $562.00 $26.79 $26.79 $347,316.00 $6,992.19 $13,662.90 $367,971.09 $18,316.00 $304,848.00 subtotal ... General Offices Shopping Center 38 ksf 174 ksf $482.00 $1,752.00 .. development impact fees ... $691,135.09 -26- l I ==M9xr ( MURRAY.DUDECK & ASSOCIATES CONCLUSIONS _-=-a==a:_=-=I: '1 The proposed project will generate a substantial level of traffic onto SW8th Street, therefore ALL the requirements stated in page 25 of this report shall be incorporated, to insure proper traffic flow & safety. #2 The project will generate a significant level of traffic onto the highway system. However, since Woolbright Road has low daily traffic, this roadway does not create a Category "A" situation. But the traffic distributed onto Congress Avenue will create some problems, if you assume that Congress Avenue is not going to be widened. However, in evaluating the recent Palm Beach County 5-Year Work Program, this section of Congress Avenue is scheduled to be 4-laned in fiscal year 86/87. This capacity & safety improvement will eliminate the traffic concern on this section of highway. (- #3 The Palm Beach Commerce Center will be generating traffic especially during the peak hours. However in the approval process there were minimum improvements required. Probably the most critical improvement necessary is a WE double left turn lane at SW8th Street & a EB double left turn lane at 1-95 to accomodate the heavy morning peak hour traffic caused by the Palm Beach Commerce Center development. #4 . Since the intersection of SW 8th Street is at the bottom of a downgrade for westbound vehicles, it is essential that traffic flow be smooth and coordinated. This will not eliminate the rearend accidents, but can alleviate this real accident concern. Therefore, ALL the intersectional improvements suggested in the SW 8th Street Corridor Highway Requirements section are strongly recommended. #5 All driveway accesses shall meet the sight triangle requirements. #6 All necessary traffic controls shall be in conformance with the Manual of Uniform Traffic Control Devices. #8 In evaluating the magnitude of traffic impacts of each of the projects, it is suggested that the fair share percentage impact of each project be determined by using the following percentages derived from the daily project generated traffic figures and the peak hour traffic, as indiated on page 24 of this report. C' I -Z7- ( MURRAY.DUDECK & ASSOCIATES 19 By enhancing SW 8th Street to Woolbright Road, it will encourage motorists to use that route rather than proceeding north on SW 8th Street to Boynton Beach Road or to Ocean Drive & Congress Avenue. To further discourage these corridors, certain traffic controls such as reduced speed limits, truck restriction, turn restrictions, traffic divertors, etc. could be implemented if local problems result. '10 SW 8th Street once built to the north, will provide a direct connection between Woolbright Road & Boynton Beach Road. Certain minor alignment & profile changes are recommended in conjunction with the construction of the SW 8th Street extension. Further improvement of this corridor has to be a City policy decision. Either thru measures indicated in item #8 the City will decide to keep the volume low or thru right of way acquisition & roadway expansion, improve the corridor so it serves as a minor north--south collector. ( #11 Since the I-95 Northbound Off-Ramp signalized intersection will be substantially impacted by the surrounding development, it is recommended' that this project construct a second northbound ramp left turn lane, so that traffic proceeding westbound on Woolbright Road will have reduced delay and the signalized intersection will have more green time on Woolbright Road. With the aforementioned transportation improvements, the traveling public will not be adversely affected by the traffic generated by the subject development. -49- ... c. I c I =6fjJ),'T MURRAY.DUDECK & ASSOCIATES .-..-: I ,. .. APPENDIX "A" ....c:&.c.I:..~ MANUAL PEAt HOUR TRAFFIC COUNTS _..K~.=...K.....CCC......_.__." I) Intersection of Woolbright Road & 1-95 NB Off-Ramp II) Intersection of Woolbright Road & I-95 SB Off-Ramp III) Intersection of Congress Avenue & Ocean Drive (_ . IV) Intersection of Boynton Beach Road & SW 8th Street 'c VfHICU & P(lI[SH:IAN VOlU~1 Smll -Mt5>~ ( Sln".I.r)' SI,c'('1 Q.>atlrr ""urJ)' Locb\ ion lJ.,)oOL- ~(~ 1""'1 J -. .I. - ~ 5 Dulf' ~..ftH.Jl}1~-.J - Ie "'ut hrr k:.ad Sudllc{' u.ndi \ i 01. 1yl'(' 1uffj(" Cr'II\tO) ( FROH WORTH Oil nOM SOUTH Otl '~OK WrST Oil UN'. LAST OK fJlI.RHfl TIH[ .:!:.-~S -~ -'5 W~t'l. 8ri,foJ r ~ tH. gR., ti ,.rr tcC!LI I, HcrSH I nAlln L 6 R L $ R L $ R L 6 R H'UL I- " t 2..0 2 4' \q -4J IO~ AT ?L jJ,i ~3 .- - 7: 0(1 - 7: 1 !l ~ 7:1!l - 7:)0 lq :~ ~ES '2"Z. 1ft. ..42 ~'2 ~ (, lO? q~ 7:)0 - 7:1I!l '7 I ~ :P. 5(" 18 t3 1'14 -I. , Ct.3 ItIJ1 , , 'Z.. 7:"~ - 11:00 :3 I L1 l" ~"2.. l.~ 212 Ri ;4 lee 12.2 e:oo - (I: 15 2-4 <<;', t,1 ~~ I 5""~ ,?~ I I. C\ t 1 ,q I. qe e: 1~ - 11:30 L~ L~ ~r 2.4 LZ J..() \ ~, 4n t,()G, 16~ e:)o - e:1I5 33 5"1 C,3 2.0 5"'2. \Aq (. <4 ~ ~ ( 1 C\I C\ i:j . e:lI~ - 9:00 "2.~ 4R 4~ ,~ Aq I~Z. 5"2- AI 1'(, P, 1 11: 00 - 11: 15 I, 4\ 3'1 2(, 4'2. 1/. I .'.~. ~9 11;"., ~I 11:15- J1:30 Z4 41 4~ ~ 1 51 1C:3 4'Z.. .J. (. Ii. ~ 74 21:30 - 11:115 l~ ...3 5""~ 28 4R 114 &1 ~I III 1I3 11: 115 - 12: 00 33 S-q I. "' 31 4~ Ti.~ "72- -(,,~ I ',., I 5".3 I 1 12:00 - 12:1!l 2.~ 5"1 liB 41 50 IS, (,5 {~o 1,<1 ~5 U: 15 - U:30 2.(, {"l 5"4 32- '5f. l.ttq ~ 52- ,(, ~ ~8 17:,0 - 12:115 " So ..;, 24 4] I~ I 4, 5tr. IS"' ..q" I 12:115 - J:oo z.q 19 5'2- .z.~ 4.~ ) 5 ..'4, 52- 4q , C. I 5'~ - - ,/ ':00 - ':1~ I ':15 - ,:,0 J . ':'0 - ':115 ':115 - 11:00 II: 00 - II: 15 27 4, ~I ~ , 4~ 141 53 "'1' III 5"~ 11:15 - 11:)0 .~~ 5~ ( .'i ~9 51 1(,9 1.1 I. t II. ~ ~~ 11:,0 - ':115 2~ V~ ,~ 42- ll~ I FJ r I a ( '!;F, IR4 (,1 II: 115 - ~:oo .... 1 .,~ ,q c;'"1 '1 , " ~1 i_ ~ 714 i5 &: 00 - ~: 15 (I ~ &1 I. q ~U (.F'. 2.1B i. L. L' Z2,1 ~O ~: 15 - ~:'O ." liS LR ~'; 1.0 Z-14 -1....5 ~P: ;~t ~, ~:'o - ~: 115 ~., 5"q 1:;''' ?:>7 5''"-\ 1'14 50 {~ &.J ~:II~, - 6:00 ~~ lit> lJ! ~6 ~I jet> 54 Ijq 5~ 10UI -- - '" .. ~l TOTAl { t ... .. .. . . y[ HI C,Lr I PlIll Slk I At~ VLJLU~I StIL [1 ( S\nfl.ht)' SI.t.f" QJIIf lrr thud y Loca\ iOI\ c..OtJ G ( t S ~ , ~ l O(..t:-~, J 1) r i \/(. l.lD\C' ~fl,J0&l-,:{ L.' IG l "eethc-r f\.,r.d SurfacC' Collditioll 1 YI'C. 1 u U i C &.11 t rlJ) ( ,.OH .ont! Ok fROM SOUTH (1M UOH WU., o. fIlOH un 0" OUA'" U. '1"[ C 0 )l~: ((.S s Co~&" r~~s 0" Ett,J tlOUF- f'(u[snu STARU L & f/ L & R L S ~ L S R 1 eo, AL A e c I .- 1-"'" 7: 0(1 - '7: I 5 .- i- 7:1!l - '7:,(1 7:,0 - '7:115 '7:II!> - 11:0('1 e:OO-8:1!. 8: 1!, - 8:'0 8:'0 - 8:115 8: II!. - 9:00 11:00 - 11:15 2-0 III \ ,-l 3 '0 17 11:1!> - 11:3C 24 13'- 141- l, C\ Zt' 11:;0 - 11:&15 19 141 I~" 4 J I If, I 11:I;!> - 12:00 2.J? 1&8 \~ -; 2. \2- 1< 12:00 - 12:15 Z"Z.. I P>' 17'1 5 , 2.1 12:1!l - 12:'" " ,~ ~ ,~ '\ 4- ,~ IB 17:,0 - 12:115 2-4 ,.....2- \ 5.3 I I'}. 2..2- 17:115 - 1 :00 .2., 1&'Z. IS', ~ .~ I L. ':00 - ':15 11:15 - 11:'0 ":30 - 11:115 ,:A1!> - 11:00 1:00 - 11:15 23 I 01\ ., \0 \ 2- \4 11 II: 1!> - 11:)0 2-1 1(.3 119 '1 ,,- ...1J. .:)0 - ':115 3~ I" 1 Cf ~ II 71_ t~ II: 115 - 5:00 3 I res- 2D2 ~ ,~ 2.4 5:00-5:1!> 27 t ,..i JBi (. IG 2" 5: 15 - 5:)0 2.1 't, 9 'l,q 1) 22, IB 5:'0 - 5:15 2i1 III liZ. 1'7 ,I. 2 I 5:A1~ - ~:OO ~o I~" I L , ., 15" '9 TOT At - . ,... TOlAl or L.B.' a.. i t l ( ff) IndioatOl ~ North TI~ Coda A- 7 .... to e .... \~~~ .... I K e 6.1f.. to 9 It .11'1. In". c. 9 a.r.. to 10 A.!t. '.. -,:l _. 10 D. a.... 9k\ l~ . ."" l" ,.-1 E. Tl a. .... to l~ noo~ - ,: 12 ft<Y.)Tl to 1 1)..111& 0= - 1 p_l!'l_ to , P In H. ,e. . 2 ~ . to ~ p.m.. I"."'\: ,. ,. I ",3 to 4 I~.~': . 1)...1C. D&I\. - ;" W-J : . p.llI. to 5 P .11\. ,.,.~; 1(. S ~.IlI._ to 6 p..R. '''.C, ~ , L- 6 p.1'II. to 7 p.lII. 0' 'WI\. In... Dl.:r AA'!l"..i:K'r OF' 'J.PAt~!:PORT ^ '1'1 Ot: T"ArnC COVh'l ~t"'M^~l' a~n ,... ~ C), \) \?"'-:'", tJ', Oll.l t'\..""~ Ythld8t < TIN fVO"' ThN L.f' Toter I "" .& II., :J I;' \ I: ) fl . , ~.. \ e. t.i \ tI'~ .1 ~ I:' , ~'S ~I ) l~ C "L", ~c:. ,.. ... Or ... f ~ ... + "': C "'. It ~ "" H \';.: ~ ~ \ L.b , .1 , ~" '1~ . , J "/ !' t I It> ,-Ie. K JO ~. ..., .1 .,b L 4l- ... .. ~ e RT \I~ 1 i ~ i", -, l\ 2<' Hr t\g ~ 8 ~, NO. 5rc.-rlOt. _ c.,::..:;::> c:. State Road -fJlL..._ Local N&.IlIf e." \:,'q\ " Intera.~tion with .(..."L' \'..'IO'~'I' .:.u....... SLD II ():)unty 7" LM i~l'V ~\ C~ ty /'J'o\,m ~ .,.,J'\ ::!..J .i!....i Date ~/;J.'')~l~'1 tlea the r r: /':"; '''';' !!~' Cbaervor , ~V9. Comnerci..l Perce Nortt. Approac:tl South ~proacll = E.a.s t Approach _ Weit AppToach ____ . ':r r"{ I t ,,; (.' I ~ .~ ~ (. :r" -!TI- C"' ~ 0;('. v~ e- , ~ ~. 'i:1 :r r .,. ~ r I ~ 04;. -l' l~ ":r r- i 1 i i I I t I I Iii I f.n....., ."H ,'., ' I I, .1-! .~, 1_ ,- _ ..- .. .'\ '.'1' f'lr.. ~ _J _, ~ E r cr- .., ,,,! r I'~! ." 0 r t' ~I" .. . ..J' -t" - ~ ("" .. .~ '1"\ r ~ ...ro ..Il _r, ~. . \I) 1 ' ~~ s. C ~ "" . JrJ~i~, ~ 1- - ~ "1:.-1'\ !: l ~ I.J ;;I~ - 1- L,.. '" \A.. IG ~ t- ~ :li . -;, , (. . '.6ut 'f iae ): ,. - ~ j r;;1 .. ", ~.. ....-- -" . 1 . ~ ft-\~:~. \ r>. r.\ ... ,. ~ ,... \ . ' . \ Urn . ~., .l\...t '''It..''}t.l,rft, .J - 'I' , ... 1":" . '~'~ ITJ~ ~ -;.' f\ril .... \0' ~~ ~ ~ ~. ~ rr? . .,1....0- ~ Vi ~ .'F:~. ~ , . "i lit \?.1'J '. .1 r_'... ~ vi.."o,..... C~,~__, , \.'.hi ~~. eeMn trtH - l.-ft \ tht" RlaM 10 tell ~,~ '" :.l ~ ;). \ \'1 ..,. ~.) ~ ,'1 .~ ,1.1 . ,.... , ~'1 I II - ..., =. (") :> I:' c.. ,.... ...~ \''" .. ~. *'" ~l . f .. ". ~ ;.IL G .~~ ... ~. ~:, tot 'c .' \ .1-'1 ] ':') I 1'\ .:\. I c, :to .J ,':I 0 ,. f :> " ,t>l I.. K ~ ... , \ I "I ;.q L ... ~ -- ~ ~~ B ~'I" I l..' C, l..l 'f ; I : " 'II ..... I I , "I ! ., ~ ... .. ., I c Wo"ent C.... "If" Tfl'O( ~.L \ ,!Il, , .. 4t .. ~ - . L.........--- , . .. _ _ . . _ 40 to' ,';' . t ," ==M9xr ( MURRAY.DUDECK:Jr ASSOCIATES APPENDIX "B" _.===a:=r_a=_= HIGHWAY CAPACITY ANALYSIS DETAIL _===ac============~~~CD___..==== Description Level of Service 1:&========:= -.:=_..-------=== I) Woolbright Road & SW 8th Street a. AM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Wool bright Rd. + 2 left lanes for WB/EB "c" ( b. PM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + 2 left lanes for WB/EB + free right "C/D" II) Woolbright Road & I-95 -- West Signal a. AM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + Free Right Merge "B" b. PM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + Free Right Merge III) Woolbright Road & 1-95 -- East Signal "c/n" .. a. AM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + 2 left lanes NB/EB "C" ( I b. PM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. 4 lanes Woolbright Rd. + 2 left lanes NB/EB "C" ( MURRAY.DUDECK & ASSOCIATES APPENDIX "B" (continued) ._____=a==~_._____..____ HIGHWAY CAPACITY ANALYSIS DETAILS _.=C~_.__=Da.==_=__..._D_.__.a._. Description Level of Service -==::======= ___..~aa_===== III) Seacrest Boulevard & Woolbright Road a. AM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. Existing Geometrics + 25% RTOR "B" b. PH Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. Existing Geometrics + 25% RTOR "D" c. HI Existing Peak Hour Traffic(PHT) "D" IV) Congress Avenue & Woolbright Road a. AM Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. With Congress Avenue Improvements "A" b. HI Existing+Development+Ml+Boynton Commerce Center+Pylon+Other Peak Hour Traffic(PHT) 1. With Congress Avenue Improvements "B" .... l I ==M9xr ( MURRAY -DUDECK & ASSOCIATES CRITICAL MOVEML~~ ANALYSIS WooLB & SWBTH W/~~EB2L & FREERT AM EXIST+DEV+Ml+BCC+PYLON+OTHER PHT DATE OF OOUh~S: 1/7/8& .................................. LEVEL OF SERVICE C SATURATION 76 CRITICAL HiS VOL 174 CRITICAL E/W VOL 1078 CRITICAL SUM 1252 ..................................... LANE GEOMETRY NORTHBOUND SOlITHBOUND EASTBOUND WESTBOUND LAh'E MOV WlOTIl MOV WIDTIl MOV WIDTIl MOV WIDTH 1 R.. 12.0 R.. 12.0 R.. 12.0 R. . 12.0 2 T. . 12.0 T. . 12.0 T. . 12.0 T. . 12.0 3 L.. 12.0 L.. 12.0 T. . 12.0 T.. 12.0 4 L.. 12.0 L. . 12.0 L. . 12.0 L. . 12.0 5 12.0 12.0 L. . 12.0 L.. 12.0 6 12.0 12.0 12.0 12.0 TRAFFIC VOLUHES ( NORTHBOUND SOlITHBOUND EASTBOUND WESTBOUND LEFT 76 200 81 424 THRU 40 100 1316 1383 RIGHT 0 0 0 0 TRUCKS (1) LOCAL BUSES (I/HR) PEAK HOUR FACTOR NORTHBOUND 5 0 .9 SOlITHBOUND 5 0 .9 EASTBOUND 5 0 .9 WESTBOUND 5 0 .9 NIS :4. EN :4. PEDESTRIAN ACTIVITY: 1. CYCLE LENGTIi : 100 SECONDS GIC - HE & SB THRU : .15 GIC - EB & WE THRU : .44 PHASING BOTH TURNS PROTECTED (WITH OVERLAP) BOTH WRNS PROTECTED (WITIi O\'ERLAP) o - 99 ('PEDS/HR) , CRITICAL LANE VOLUMES BY MO\'EMEh~ NORTHBOUND SOlITHBOUND EASTBOUh'D TIiRU -RIGHT 4& 116 806 LEIT 48 128 51 LEIT WRN CHECK NORTIiBOUND SOlITHBOUND EASTBOUh'D INPUT VOLUME 76 200 81 CAPACITI 197 257 0 NEED PHASE? NIA N/A NIA loI'ESTBOUIiD 847 272 "" WESTBOUND 424 o NIA (. 'I ( MURRAY.DUDECK & ASSOCIATES CRITICAL MOVEMENT ANALYSIS WOOLR & SW8TH W/WBEB2L & FREERT PN EXIST+DEV+M1+BCC+PYLON+OTHER PHT DATE OF COUNTS: 1/7/86 .................................. LEVEL OF SERVICE D SATURATION 78 CRITICAL NIS VOL 335 CRITICAL E/W VOL 944 CRITICAL SUM 1279 ..................................... LA1\'E GEOMETRY NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LAtI'E MOV WIDTH HOV \r.'IDTH HOV WIDTH HaV "'IDTH 1 R. . 12.0 R.. 12.0 R. . 12.0 R.. 12.0 2 T. . 12.0 T. . 12.0 T. . 12.0 T. . 12.0 3 L. . 12.0 L.. 12.0 T.. 12.0 T. . 12.0 4 L. . 12.0 L. . 12.0 L. . 12.0 L. . 12.0 5 L.. 12.0 L.. 12.0 6 c.. TRAFFIC VOLUMES NORTHBOUND SOUTHBOUtI'D EASTBOlTh'D WESTBOill.'D LEF1' 134 289 202 118 THRU 129 78 1419 1328 . RIGHT 0 0 0 0 TRUCKS (%) LOCAL BUSES (I/HR) PEAK HOUR FACI'OR NORTHBOlTh'D 5 0 .9 SOUTHBOUND 5 0 .9 EASTBOUND 5 0 .9 WESTBOlTh'D 5 0 .9 NIS :4. EIW :4. PEDESTRIAN ACTIVITY CYCLE LENGTH GIC - NB & SB THRU GIC - EB & WB THRU PHASING BOTH TITRNS PROTECTED OHTH OVERLAP) BOTH TIJRNS PROTECTED (Ir.'ITH O\'ERLAP) 1. 0 - 99 (IPEDS/HR) : 100 SECONDS : .15 : .44 l\ I CRITICAL LANE VOLUMES BY MOVEME~! NORTHBOU1\'D SOUTH BOUtI'D EASTBOUND "'EST BOUND ... THRU -RIG~IT 150 91 869 813 LEIT 86 185 129 75 LEIT TURN QIECK NORTHBOUND SOlmlBOUND EASTBOUND WESTBOUND INPtrT VOLUME 134 289 202 118 CAPAClTI 2]9 168 0 0 NEEn PHASE? N/A NIA N/A N/A ==M9y;- ( . MURRAY.DUDECK & ASSOCIATES CRITICAL MOVEME~7 ANALYSIS 1-95 & WOOLB. ~.SlGNAL ~/FREERT MERGE AM EXIST+DEV+Ml+BCC+PYLON+OTHER PHT DATE OF COU~TS: 1/7/86 .................................. LEVEL OF SERVICE B SATURATION 62 CRITICAL N/S VOL 67 CRITICAL E/~ VOL 996 CRITICAL SUM 1063 ..................................... NORTHBOUND LANE MOV WIDTH 1 . . . .... 2 3 4 5 6 ( NORTHBOUND LEIT 0 THRU 0 RIGfIT 0 TRUCKS (%) NORTIIBOUND 5 SOUTHBOUND 5 EASTBOUND 5 WESTBOUND 5 LANE GEOMETRY SOUTHBOUND EASTBOUND MOV WIDTII MOV \l'IDTH WESTBOUND MOV WIDTH T.. 12.0 T.. 12.0 L.. 12.0 R.. 12.0 L.. 12.0 L.. 12.0 R.. 12.0 T.. 12.0 T.. 12.0 . . . . TRAFFIC VOLUMES SOUTHBOUh~ EASTBOUh~ \lTESTBOUND 110 0 o 1212 o 0 208 1439 o LOCAL BUSES (I/HR) o o o o PHASING N/S :1. It'EITHER TURN PROTECTED EN :2. HEAVIEST '11JRN PROTECTED PEDESTRIAN ACTIVITY 1. 0 -" 99 (IPEDS/HR) CYCLE LENGTII : 100 SECONDS G/C - NB & SB THRU : ~25 G/C - EB & WB THRU : .44 PEAK HOUR FACTOR .9 .9 .9 .9 CRITICAL LANE VOLUMES BY MOVEMEh7 NORTHBOUND SOUTHBOurW EASTBOUND \l'ESTBOUND "" THRU -RIGHT 0 0 742 881 LEIT 0 67 0 254 LEIT TIlRN CHECK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND INPUT VOLUME 0 110 0 208 CAPACIn' 447 447 0 0 NEED PHASE? NO NO NO N/A <- .' 1 ( ==M9y;- MURRAY.DUDECK & ASSOCIATES CRITICAL HOVEME~T A~ALYSIS 1-95 & WOOLB. W.SIGNAL W/FREERT MERGE P~l EXIST+DEV+Hl+BCC+PYLON+OTHER PIIT DATE OF COUNTS: 1/7/86 .................................. LEVEL OF SERVICE D SATURATION 80 CRITICAL NIS VOL 146 CRITICAL E/W VOL 1235 CRITICAL SUM 1381 ..................................... PHASING N/S :1. NEITIIER TURN PROTECTED E/W :2. HEAVIEST 11JRN PROTECTED PEDESTRIAN ACTIVITY: 1. 0 - 99 (IPEDS/HR) CYCLE LENGTII : 100 SECONDS G/C - NB & SB rou : .25 GIC - EB & WB THRU : .44 CRITICAL LANE VOLUMES BY HOV~7 NORTIIBOU~'D SOUTHBOUND EASTBOUND THRU -RIGHT 0 0 953 LEFT 0 146 0 LEFT TIIRN CHECK NORTIIBOUND SOIITHBOUND EASTBOUND INPLTr VOLUME 0 240 0 CAPACITY 447 1.47 0 NEED PHASE? NO NO NO ll'ESTBOUND 636 282 "" WESTBOUtm 231 o N/A ==M9-xr- ( MURRAY.DUDECK & ASSOCIATES CRITICAL MOVEME~7 ANALYSIS 1-95 & WOOLB E. SIGNAL ~/NBEB/2L AM EXIST+DEV+H1+PYLON+OTHER PHT DATE OF COUNTS: 1/7/86 .................................. LEVEL OF SERVICE C SATURATION 72 CRITICAL N/S VOL 322 CRITICAL E/~ VOL 911 CRITICAL SIM 1233 ..................................... c- LANE GECMETRY NORTIiBOUND SOtITHBOUND EASTBOUND WESTBOlTh'D LANE MOV WIDTIi MOV WIOTIi MOV WIDTIi MOV WIDTH 1 R.. 12.0 T.. 12.0 R.. 12.0 2 L. . 12.0 T. . 12.0 T. . 12.0 3 L. . 12.0 L. . 12.0 T.. 12.0 4 L. . 12.0 5 .... 6 TRAFFIC VOLIDiES NORTIiBOUND SOUTHBOUl\'D EASTBOlTh'D WESTBOUND LEFT 527 0 351 0 THRU 0 0 971 1120 RIGHT 100 0 0 376 TRUCKS (%) LOCAL BUSES (I/HR) PEAK HOUR FACTOR NORTHBOUND 5 0 .9 SOlTfHBOUh'D 5 0 .9 EASTBOUND 5 0 .9 WESTBOUh'D 5 0 .9 PHASING N/S EN PEDESTRIAN ACTIVITY CYCLE LENGTH GIC - l\'B & SB nnw G/C - EB & WB THRU : 1. NEITHER TURN PROTECTED :2. HEAVIEST TURN PROTECTED 1. 0 - 99 ('PEOS/HR) : 100 SECONDS : .25 : .44 CRITICAL LANE VOLIDiES BY MOVEMEI-t" .. THRU -RIGHT LEf1' NORTHBOU~'D 116 322 SOUTH BOUl\'D o o EASTBOUt.'D 594 225 WESTBOUND 686 o c I INPtIT VOLIDiE CAPACITI' NEED PHASE? NORTHBOUl\'D 527 1.47 YES LEIT TURN CHECK SOUTHBOUND o 1.47 NO EASTBOUND 351 o N/A WESTBOUND o o NO ==M9yr- .( MURRAY.DUDECK & ASSOCIATES - CRITICAL MOVEMENT ANALYSIS 1-95 & WOOLB E. SIGNAL W/NBEB!2L PM EXIST+DEV+Ml+BCC+PYLON+OTHER PHT DATE OF COUNTS: 1/7/86 .................................. LE\~ OF SERVICE C SATURATION 66 CRITICAL HIS VOL 247 CRITICAL E/~ VOL 894 CRITICAL SUM 1141 ..................................... LANE GEOMETRY NORTIlBOUND SOlITHBOUND EASTBOUND LANE MOV WIDTII MOV WIDTIl HOV WIDTH 1 R.. 12.0 T. . 12.0 2 L. . 12.0 T. . 12.0 3 L.. 12.0 L.. 12.0 4 L. . 12.0 5 .... 6 . . . . ( ~ TRAFFIC VOLUMES NORTHBOUND SOlITHBOUND EASTBOU~1) WESTBOtmD HOV WIDTH R.. 12.0 T.. 12.0 Too 12.0 WESTBOUND LEFT 405 0 568 0 THRU 0 0 1229 866 RIGHT 166 0 0 254 TRUCKS (X) LOCAL BUSES (IIHR) PEAK HOUR FACTOR NORTIlBOUND 5 0 .9 SOlITHBOUND 5 0 .9 EASTBOUND 5 0 .9 WESTBOtnm 5 0 .9 PHASING HIS: 1. HEITIlER TURN PROTECTED EN :2. HEAVIEST 111RN PROTECTED PEDESTRIAN ACTIVITY: 1. 0 - 99 ('PEDS/HR) CYCLE LENGTIl : 100 SECONDS G!C - NB & SB THRU : .25 GIC - EB & WB THRU : .44 L I CRITICAL LANE VOLUMES BY HOVEHE~7 .. NORTHBOmm SOUTHBOUND EASTBOUND WESTBOUND THRU -RIGIIT 193 0 752 530 LEIT 247 0 364 0 LEIT 111RN CHECK NORTHBOUND SOlITHBOUND EASTBOUND WESTBOUND INPlIT VOLUME 405 0 568 0 CAPACITI' 447 447 0 0 NEED PHASE? NO NO NIA NO ( MURRAY.DUDECK ~ ASSOCIATES CRITICAL HOVEME~7 ANALYSIS SEACREST & W/25%RTOR AM EXIST+DEV+Ml+BCC+PYLON+OTHER PHT DATE OF OOU~TS: 1/23/86 .................................. LEVEL OF SERVICE B SATURATION 58 CRITICAL N/S VOL 586 CRITICAL E/W VOL 367 CRITICAL SUl'I 953 ..........................**......... LANE GEOMETRY NORTIlBOUND SOlITHBOUND EASTBOUND WESTBOUND LANE HOV WIDTH HOV WIDTII MOV \oo'lDTH MOV WIDTII 1 RT. 12.0 RT. 12.0 RT. 12.0 RT. 12.0 2 T. . 12.0 T. . 12.0 T. . 12.0 T. . 12.0 3 L. . 12.0 L. . 12.0 L. . 12.0 L. . 12.0 4 . . . . 5 .... 6 . . . . .... ( TRAFFIC VOLUMES NORTHBOUND sounmoUND EASTBOUND \oo'ESTBOUND LEFT 250 91 81 70 TIlRU 188 325 285 405 RIGHT 26 140 185 16 TRUCKS (%) LOCAL BUSES (I/HR) PEAK HOUR FACTOR NORTHBOUND 5 0 .9 SOlITHBOUND 5 0 .9 EASTBOUND 5 0 .9 WESTBOUND 5 0 .9 PHASING NIS :4. BOTH '1l1RNS PROTECTED (WITH OVERLAP) EN :4. BOTH TURNS PROTECl'ED (\r.'lTH OVERLAP) PEDESTRIAN ACTIVITY: 1. 0 - 99 (IPEDS/HR) CYCLE LENGTIl : 100 SECONDS G/C - NB & SB THRU :.3 GIC - EB & WE THRU :.34 ~.. I CRITICAL LA!\'E VOLUMES BY HOVEMENT EASTBOU~'D '"' NORTHBOUND SOt.rrHBOU~'D \oo'ESTBOUND THRU -RIGlIT 130 280 282 257 !.Err 306 III 99 85 LEIT TURN CHECK NORTIIBOUND SOlTI'HBOUND EASTBOUND WESTBOUND INPlTT VOLUHE 250 9] 81 70 CAPACITY 57 308 161 112 NEED PHASE? N/A NIA N/A NIA ==M9YJ- ( MURRAY.DUDECK & ASSOCIATES CRITICAL HOVEMENT ANALYSIS SEA CREST & W/25%RTOR Pl'l EXIST+DEV+Hl+PYLON+OTHER PHT DATE OF COUNTS: 1/23/86 .................................. LEVEL OF SERVICE D SATURATION 88 CRITICAL N/S VOL 684 CRITICAL E/W VOL 775 CRITICAL SIDl 1459 ..................................... LANE GEOHLI'RY NOR11iBOUND SOlITHBOUND EASTBOUND WESTBOUND LANE HOV WID11i HOV WID11i HOV \c.'IDTII HOV WIDTII 1 RT. 12.0 RT. 12.0 RT. 12.0 RT. 12.0 2 T. . 12.0 T. . 12.0 T. . 12.0 T. . 12.0 3 L. . 12.0 L. . 12.0 L. . 12.0 L. . 12.0 4 . . . . 5 . . . . . . . . 6 . . . . . . . TRAFFIC VOLUMES NORTIiBOUND SOUTHBOUND EASTBOmm WESTBOUND LEFT 359 109 227 131 THRU 437 299 579 740 RIGHT 120 107 243 77 TRUCKS (X) LOCAL BUSES (I/HR)r PEAK HOUR FACI'OR NORTIffiOUND 5 0 .9 SOUTIffiQUh'D 5 0 .9 EASTBOUh'D 5 0 .9 WESTBOUND 5 0 .9 PHASING N/S :4. E/W :4. PEDESTRIAN ACTIVITY: 1. CYCLE LENGTII : 100 SECOr-;DS G/C - NB & SB THRU :.3 G/C - EB & WE THRU :.34 BOTH nrRNS PROTECTED (WITII OVERLAP) BOTH TURNS PROTECTED (WITII OVERLAP) o - 99 (IPEDS/HR) c. 1 CRITICAL LAKE VOLtJt.IES BY HO\'mEtI'T '" NORTIIBOUND SOlITHBOUr-;D EASTBOUND WESTBOUND THRU -RIGHT 337 245 496 497 LEFT 439 133 278 160 LEFT TURN CHECK NORTHBOUND SOlITHBOUND EASTBOUtI'D WESTBOUND INPlIT VOLUME 359 109 227 131 CAPACITY 116 0 0 0 NEED PHASE? 'Ii/A N/A 'Ii/A N/A (. MURRAY.DUDECK & ASSOCIATes CRITICAL HOV~j ANALYSIS SEA CREST & W/25%RTOR PH EXIST PHT DATE OF COUh7S: 1/23/86 .................................. LEVEL OF SERVICE D SATURATION 78 CRITICAL H/S VOL 638 CRITICAL E/W VOL 655 CRITICAL S~ 1293 ..................................... HORTIiBOUND LANE HOY WIDTII 1 RT. 12.0 2 T. . 12.0 3 L. . 12.0 4 5 6 . . . . (' NORTHBOUND LANE GEOMETRY SOUTHBOUND EASTBOUND WESTBOUND HOV WIDTH HOY WIDTII HOV \r.'IDTII RT. 12.0 RT. 12.0 RT. 12.0 T. . 12.0 T. . 12.0 T. . 12.0 L.. 12.0 L. . 12.0 L. . 12.0 TRAFFIC VOLUliES SOUTHBOUh~ EASTBOU1~ ....'ESTBOUlm LEIT 337 109 140 131 THRU 437 299 536 718 RIGHT 120 74 211 77 TRUCKS (X) LOCAL BUSES (I IHR) PEAK HOUR FAcroR NORTIiBOUND 5 0 .9 SOUTHBOUh~ 5 0 .9 EASTBOUh~ 5 0 .9 WESTBOUND 5 0 .9 HIS :4. EN : 4 . PEDESTRIAN AcrIVITY CYCLE LENGTH G/C - ~~ & SB THRU G/C - EB & WE rou PHASING NORTIiBOUND THRU -RIGHT 337 LEIT 412 INPUT VOLUME CAPACITY NEED PHASE? NORTHBOUND 337 149 N/A BOTH TIJRNS PROTECl'ED (WITH O\'ERLAP) BOTH TURNS PROTECI'ED (WITH OVERLAP) 1. 0 - 99 (IPEDS/HR) : 100 SECONDS : .3 : .34 CRITICAL LANE VOLUliES BY HOVEMENT .. SOUTH Bomm 226 133 LEFT TURN CHECK SOUTIIBOUND 109 o H/A EASTBOUND 451 171 WESTBOUND 484 160 EASTBOUND 140 o H/A WESTBOUND 131 o H/A ~ ( MURRAY.DUDECK & ASSOCIATES CRITICAL MOVEME~7 ANALYSIS CONGRESS & WOOLB. W/IHPROVmEtiTS AM EXIST+DEV+M1+BCC+PYLON+OTHER PHT DATE OF COU~7S: 1/27/86 .................................. LEVEL OF SERVICE A SATURATION 55 CRITICAL N/S VOL 583 CRITICAL EIW VOL 365 CRITICAL S~ 948 ..................................... LANE GEOMETRY NORTIIBOUND SOtmffiOUND EASTBOUND WESTBOUND UNE MOV WIDTII MOV WIDJH MOV WIDTI! MOV WIDTIl 1 R.. 12.0 R.. 12.0 RT. 12.0 R. . 12.0 2 T. . 12.0 T. . 12.0 T. . 12.0 T. . 12.0 3 T.. 12.0 T.. 12.0 L. . 12.0 L. . 12.0 4 L. . 12.0 L. . 12.0 L. . 12.0 5 L. . 12.0 6 . . . . .... (, TRAFFIC VOLUHES NORTHBOUND SOUTHBOUND EASTBOUND \l'ESTBOUND LEIT 39 417 3 397 TIIRU 458 552 27 19 RIGHT 271 4 1 313 TRUCKS (%) LOCAL BUSES (I /HR) PEAK HOUR FACTOR NORTIIBOUND 5 0 .9 SOlITHBOUND 5 0 .9 EASTBOUND 5 0 .9 WESTBOUND 5 0 .9 PHASING H/S : 2. HEAVIEST TURN PROTECTED E/W : 1. NEITHER TURN PROTECTED PEDESTRIAN ACTIVITY 1. o - 99 ('PEDS/HR) CYCLE LENGTII . 100 SECONDS . G/G - HE & SB THRU : .44 G/G - EB & WB TIlRU : .3 CRITICAL LANE VOLUMES BY MOVD1E~7 NORTIIBOUND SOUTHBOUND EASTBOUND WESTBOUND "" THRU -RIGHT 316 338 17 365 LEIT 91 267 7 243 LEIT TURN CHECK . NORTIIBOUND SOUTH BOUh'D EASTBOUND WESTBOUND INPUT VOLUME 39 417 3 397 CAPACITY 180 274 503 494 NEED PHASE? NO N/A NO NO ( MURRAY.DUDECK & ASSOCIATES CRITICAL HOVEHEh7 ANALYSIS CONGRESS & WooLB. W!IHPROVEHEh7S PI'! EXIST+DEV+Hl+BCC+PYLON+OTHER PlIT DATE OF COUh7S: 1/27/86 .................................. LEVEL OF SERVICE B SATURATION 62 CRITICAL N/S VOL 650 CRITICAL E/~ VOL 422 CRITICAL SUM 1072 ..................................... LANE GE().1ITRY NORntBOUND SOlITHBOUND EASTBOUND WESTBOUND LANE HOV WIDTH HOV WIDllI HOV WIDnt HaV ""IDTH 1 R. . 12.0 R.. 12.0 RT. 12.0 R. . 12.0 2 T. . 12.0 T. . 12.0 T. . 12.0 T. . 12.0 3 T. . 12.0 T.. 12.0 L. . 12.0 L.. 12.0 4 L. . 12.0 L. . 12.0 L. . 12.0 5 L. . 12.0 6 . . . . . . . . ( TRAFFIC VOLUMES NORTIiBOUND SOlITHBOUh'D EASTBOUl\'D WESTBOUND LEIT 29 345 64 350 THRU 702 550 62 21 RlGlIT 301 7 8 362 TRUCKS (%:) LOCAL BUSES (' /HR) PEAK HOUR FACl'OR NORTIiBOUND 5 0 .9 SOlTI'HBOUND 5 0 .9 EASTBOUND 5 0 .9 WESTBOUND 5 0 .9 PHASING H/S :2. HEAVIEST TURN PROTECTED EN : 1. NEITHER TURN PROTECTED PEDESTRIAN ACTIVITY: 1. 0 - 99 (IPEDS/HR) CYCLE LENGTII : 100 SECONDS G/C - NB & SB THRU : .44 G/C - EB & WB THRU :.3 I CRITICAL LANE VOLUMES BY MOVEMENT NO, mBOUh'D SOtrrHBOUND EASTBOUND WESTBOUND THRU -RIGllT 429 336 42 422 LEFT 67 221 149 214 LEIT TURN CHECK NORntBOUND SotTrlIBOUml EASTBOUND WESTBOUND INPUT VOLUl1E 29 345 64 350 CAPACITY 182 30 501 452 HEED PHASE? NO H/A NO NO ~, , ( 4-lan(' 6-lan(: . Level of 2-Lane 3-Lane Divided Divided 6-lane- Service Artrrial Arterial Arterial Arter;al ExprHsway A 9,800 16,900 22,500 34 ,800 71,000 B, 11 ,500 20, 000 26, 300 ~O,500 83,600 C · 13,100 27,700 30,000 46,400 95,000 , 0 15,800 27 , 000 36,000 55,800 114,000 E 17,~00 30,300 40,000 61,900 126,700 Intersection capacity sha 11 be determined according to: Volume to Capacity Ratio level of Service , o . 00 - 0.60 A , 0.61 - 0.70 B . . 0.71 - 0.80 C 0.81 - 0.90 0 0.91 - 1.00 E 7. Backqround Growth Background traffic growth projections shall include thE: following factors: A. Full bu i 1 dout of other ilpproved ORIs within the project's area of (~ i nfl uence; B. Full buildout of potential ORIs within the project's area of influence (Le., ORIs which have submitted an Application for Development Approval, ORIs which have received a binding letter, or ORIs which have entered into a State predevelopment agreement); . c. Full buildout of other apcroved developm~nt within the project's area of influence (i.e., site clan, PU~, ~tc.) that generate 500 or more daily trips; and O. A yearly growth factor. This factor shall be an average of the past five years of growth within the project's area of influence. This factor will be applied to all land within the area of influence except that which meets the criteria of A, B, and C above. 8. PhasinQ - No sDecific standard for project pha5ing will be adopted; .. hOh'ever, no pha5inq schedule with more than five year increments will be 't:.Cepted \J\ithout a traffic analysis which demonc.trates that the r~gional. roadways wi 11 operate at acceptable levels of service beyond flnal bUlldout of the project. - L '-.. ~ .( MURRAY-DUDECK & ASSOCIATES APPENDIX "l" 8&ac==...___ TRIP ANALYSIS ON 1ST BAPTIST CHURCH FACILITIES -==..----.--.---__=__.c=.___=-a~.__=_.D.a~_ac (,-- ~ ( (' ==M9xr MURRAY.DUDECK & ASSOCIATES TRIP ANALYSIS ON 1ST BAPTIST FACILITIES _~K~~=~==~~_.=C~~C.~~C================= To determine the specific trip patterns that will be generated by the variou~ activities within a Baptist Church complex, discussions with church officials were conducted. Current church membership is about 250 families, but with the new facility & continued gro\~th, there is anticipated major increase in the membership. Based on this data and professional knowledge on church activities, the following comments are made: A. Weekday Activities 1. Tuesday evening refreshments @ 5:30 pm in fellowship hall with about 25 people attenning evening visitation @ 7:00 pm in the Church Sanctuary with about 50 people attending (includes 25 for earlier refreshments) 2. Wednesday -evening meal € 5:30 pm in fellowship hall with about 100 attending - evening worship service in the Church Santuary with about 150 people attending (includes 100 for earlier meal) 3. Monthly a youth activity like a pizza party, etc. in the fellowship hall with about 50 attending Senior citzen program in the fellowship hall with about 50 attending 4. Annual a special function usually held annually in the fellowship hall with about 250 attending 5. Daily school facility with capacity of 500 students B. Weekend Activities ------------------ 1. Sunday service @ 8:00 am there are about 250 people @ 11:00 am there are about 500 people @ 7:00 pm there are about 250 people o 9:30 am includes people who attended the 8:00 am worship service & people who plan on attending the 11:00 am worship service 3. Sunday school ""' In recognIZIng the existing church membership & assuming an average of 3 persons/family, a 200% expansion would still nM generate near capacity for the proposed 1200 seat chuTch sanctuary, since there will be 3 services and you never can assur.Je 100l~ attendance. The fellO\~shi p hall is used mostly as an ancillary facility to provide a gathering area for socializing . before or after worship services Dnd for special social functions. II. ~'. MURRAY-DUDECK & ASSOCIATES TRAFFIC ENGINEERING CONSULTANTS June 12, 1986 David Levy 1600 South Dixie Highway, Suite 5C Boca Raton, Florida 33432 RE: Response To City Of Boynton Beach Comments On The 4/1/86 Traffic Impact Analysis Report Prepared For The Shoppes Of Woolbright PCD Land Use Amendment And Rezoning MDDM Project I 85-180 Dear David: I have reviewed the comments made by Mr. Annunziato and the City's consultant Mr. L Keller. Based on my examination of each comment, I offer the subsequent responses on each item: A. Mr. Keller's comments 11 thru #9 ---=====--====-============z:== #1 There obviously is a misinterpretation of use, because I stated recreational use and not park use. The site plan which was utilized in my analysis, clearly indicates recreational use, which is much broader than park use. Based on the closeness of the "residential development and the size of the recreational area under the BEFORE versus AFTER land use designations, I disagreed with the suggested trip rates. However, if the City desires to use those rates, it would result in a lower number of generated trips by the recreational use. 12 What is the City's basis that 10% to 15% multi-use trips are correct. I attended an in-depth conference on trip generation recently, which was sponsored by the Institute of Transportation Engineers. The primary purpose of this conference was to concentrate on a few critical trip calculation issues. One of those being the multi-purpose trip. The Colorado--Wyoming ITE Section has conducted a specific study on this issue and the results indicated mixed use developments were reduced by 25%. Another study of a strip shopping center of 178,400 sf indicated that 22.8% of the trips were multi-purpose, which was based on actual counts versus calculating the total trips by applying the established trip rates. In discussing this issue, with a number of recognized traffic engineers at the ITE Trip Generation Conference, the agreement with these multi-purpose deductions was very unanimously in favor. Therefore, I strongly recommend that the 25% recommendation is much more realistic than the suggested percentages. .. 13 I agreed with this comment. PLANTATION OFFICE: 936 WEST TROPICAL WAY. PLANTATION. FLORIDA 33317. (305) 584.0073 BOCA RATON OFFICE: 21464 WOODCHUCK WAY. BOCA RATON. FLORIDA 33433. (305) <487-3231 i ~ '" -M~ MURRAY.DUDECK & ASSOCIATES 14 What is the basis of increased trips to the southwest? Host trips that will be attracted from that area will probably use 1-95. Furthermore, since there are a number of commercial developments in the Lake Ida Road -- Congress Avenue area, these competing attractions will divert trips, which may have been attracted to the subject development area. 1 would have to evaluate Mr. Keller's method of analysis in estimating his trip distribution percentages. Also, in referring to Hr. Keller's Table iI, the difference in traffic on Congress Avenue south of Woolbright Road is minor. Since trip distribution percentages are estimations and not an exact science, I fail to see the validity of this comment. '5 In discussions with Centure Design, the developer/engineers for the Boynton Commerce Center, it was indicated that the primary use vas warehousing and not office. Based on this information, the ITE Category 150 Warehousing is appropriate, which indicates 4.88 trips/ksf. If it was desired to use a higher rate for this other development, the increased impact would have to be attributed to the Boynton Commerce Center and not the subject development. 16 Based on the Hotel/Motel Occupancy rate in Palm Beach County for 1984 as indicated in the Area Planning Board publication, the average rate is 69.5%. Since all traffic figures are reflected as average annual conditions rather than peak season, the occupancy rate of 70% is appropriate. 17 The impact of the future Woolbright Road extension was not included in the analysis, as well as the new interchange at Boynton Beach Boulevard & the Florida Turnpike, the new interchange at 1-95 & NW 22 Avenue, and other macroscopic transportation issues. It was our understanding with Mr. Annunziato that the scope of this traffic report would not include such a level of analysis. However, the preliminary analysis of the 2010 year traffic plan forecast, revealed substantially less traffic on Woolbright Road than originally expected. The above indicated interchanges will undoubtedly be the significant influencing factors. 18 Without having the detailed capacity analysis, it is difficult to comment completely on the level of service "E" conclusion by Mr. Keller. It is unusual to have a lower critical volume and a worst level of service. Since our critical lane analysis includes an adjustment for 25% RTOR, based on field observations, I can only conclude that this adjustment was not considered in Mr. Keller's analysis. ~ #9 I disagree with the stated level of service differences at Seacrest Boulevard & Woolbright Road, based on comments reflected in item 18. --M~ MURRA Y .DUDECK & AsSOCIATES- ,. B. Hr. Annunziato"s comments #1 thru #4 ...._____._________--=-__K_______...... II Assuming that Mr. Annunziato's statement is fact, then a total of 420 daily trips would be reduced from the single family vehicle total indicated in Table '2. Likewise, an increase due to the church/school of 750 daily trips and over 1800 trips on Sunday would result. Thus under the existing zoning there would be an increase of 330 daily trips, as compared to the number of trips indicated in Table 13. '2 The 7.0 trip rate for multi-family units is the data presented in the 1981 Update Study Of Vehicular Traffic Generation Characteristics Within Palm Beach County. I intended to use the lTE rate, which is 6.6 trips/unit for low rise multi-family units. The revised trip rate would reduce the daily trips in Table '2 by 51 vehicles/day. #3 The trip rate for commercial retail varies based upon the actual square footage. The 66.7 trips/ksf is for a commercial site of 149 ksf. Under the existing land use designation, since the commercial site was 135 ksf, the rate would be between 66.7 trips/ksf & 82.0 trips/ksf. The calculated rate should be 69.6 trips/ksf, which would increase the trips per day by 391 trips. #4 If the 74,819 sf figure was correct, the daily trips would be calculated by using a trip rate of 82.0 trips/ksf, which would result in 6,135 trips/day. The total daily trips would be 2,870 less than calculated in Table 12. Based on the above indicated adjustment, the total trip reduction would be 2,200 vehicles per day, which would result in a total of 11,811 vpd. versus the total of 17,088 vpd. for the proposed development. However, generated trips is not an accurate measure of TRUE ]}WACT on the highway system. It is essential that the passing trips & multi-purpose trips be adjusted into the analysis because these trips are not impacting trips. In examining the traffic numbers for existing zoning & modified zoning and reviewing the statement that the new zoning change will almost double the existing zone in traffic generated, I am somewhat confused. The 10,119 vehicles per day is the calculated NEW TRIPS presented in the MDDM report and I assume that the 6,841 vehicles per day is the calculated NEW TRIPS determined by Mr. Keller. Then the figure of 12,816 vehicles per day which is a sum of NEW TRIPS + PASSING TRIPS, as indicated in page 7 of the MDDM report, was compared to the same 6,841 vehicles per day. The 6,841 figure reflects 50% of the total traffic and the passing trips would be 25% of the total traffic. Therefore, an additional 3,420 vehicles per day should be added to 6,841 before comparing it with the 12,816 figure. .. -M#)1.t- MURRAY.DUDECK & ASSOCIATES " The adjustment of commercial impact fee, yas due to the fact that commercial developments do not generate trips, but attract trips from residential trip producers. The cost of the residential trip on the system was being assessed with the residential development and was again being asssessed with the commercial development. This was conceived as double dipping. Thus an adjustment in impact fees was agreeded to. However, to overlook the true traffic generation onto the system, distorts the needed geometric improvements on the system. In other yords the analysis is using high figures, which results in needed improvements, when the true volume, if analyzed under the same geometric conditions, would not require such improvements. Please advise if you have any further questions. Sincerely, d;;:~~~ .. .' ME) MURRAY-DUDECK & ASSOCIATES /- , , ( TRAFFIC ENGINEERlNG CONSULTANTS June 17, 1986 David Levy 1600 South Dixie Highway Suite 5C Boca Raton, Florida 33432 RE: Comments @ Planning & Zoning Meeting Held 6/12/86 On The Shoppes Of Woolbright PCD At The City Of Boynton Beach MDDM Project 185-180 Dear David: ( There were two main issues concerning the traffic report that need to be clarified. One was the peak hour traffic rates that Mr. Keller disagreed with and the second one is the Woolbright Road eastbound double left turn lane onto 1-95. On page 15 of Mr. Keller's report, it is applicant's percentage of peak hour traffic for the OFFICE < 100,000 SQUARE FEET, and the M-l were calculations. I have reviewed these items and information & comments: indicated that the OFFICE/BUSINESS PARK, differed from their offer the following II The office/business park peak hour rates utilized were the latest state of the art, because they have just recently been published in the SITE DEVELOPMEh7 AND TRANSPORTATION IMPACTS publication by ITE. This new trip rate data is much more applicable to the Boynton Commerce Center & Pylon Interstate developments. I have attached the 2 page section on this trip generation category for your information & use. In conducting the analysis, I used the average peak hour trip rates which are AN (in=I.13 & out-0.21) and PM (in=0.32 & outcl.18). Also, I used the daily trip rate of 14.3 trips/ksf, to determine peak hour percentages for the table on page 16. As a check, I did evaluate the peak hour traffic by totaling the square footage of the Boynton Commerce Center & Pylon Interstate, which resulted in about 750 ksf. Then I calculated the peak traffic as follows: '" ................. ........... ..... ............ ............ ...... ............ ................................ ................. ........ ... ............... AM ... in out 1.13 T/ksf 0.21 T/ksf x x 750 ksf . 848 x 75% . 636 TPH 750 ksf · 158 x 75% . 119 TPH l. L ... in 0.32 T/ksf x 750 ka! · 240 x 75% · 180 TPlI ............~~~....~:~~.:~~~~..~..?~~.~~~..:..~~~.~.?~7..:..~~~.:~~.......: ...... ... ...... .......... ...................... ........ .............. ..... PLANTATION OFFICE: 936 WEST TROPICAL WAY. PLANTATION, FLORIDA 33317. (30S) 584.0073 BOCA RATON OHICE: 21464 WOODCHUCK WAY. BOCA RA10N. FLORIDA 33433. (305) ~87.3231 i r PM , . -Me>r MURRAY.DUDECK & ASSOCIATES '2 In deterrmining the trip percentages (shown in pase 116) for the office less than 100 ksf, the ITE rates indicated under Code '711 was utilized. The computations were 8S follows: ..... ........ .... .......... .............. .... ........ ........ ...... ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . eo IN AH --- 1.45 - 17.70 0.25 -- . 17.70 PM .... 0.19 8.2% - 1.1% our 1.4% 17.70 1.14 17.70 - 6.4% .... ..... .... ............. ......... ...... .... ..... ............ ... ... ....... .... ...................... ......... ...... ... ... ... .................. ....... '3 In deterrmining the trip percentages (shown in page 116) for the M-1 property, the Warehousing Code 'ISO was utilized. The following computations reflect the results: .... ........... ...... ...... .... ..... ........... .... .................. ...... ................ .... .......... ..................... ........ ........ ........ AM PH -.... -- IN ---- - 6.8% 0.82 4.88 0.82 - 16.8% 0.33 4.88 0.33 our -- - 6.8% ----- - 16.8% 4.88 ~.88 .... ...................... .... .......... .... ........ ... .............. ...... ... .............. ... ...... .... ................... .......... ........ ........ Based on the ebove indicated percenteges, en error on the PM was made. Instead of the indicated 82 trips/hour, the hourly trips should be 211 trips/hour. # ::.. -M{j)r- MURRAY.DUDECK & ASSOCIATES 14 In evaluating the Peak Hour Traffic on page 116, it is important to note that the passing trips were not deducted for most of the commercial developments. Especially at the 1-95 interchange intersections with Woolbright Road and at Seacrest Boulevard & Woolbright Road, the passing trips are completely existing traffi~; which was not completely deducted. Thus it is safely to state that ALL capacity analysis indicated in the 4/1/86 traffic report are acceptable. IS The need for a double left turn lane for eastbound Woolbright Road traffic desiring to proceed northbound on I-95 has been discussed. Assuming that all developments build out, it would be necessary during the evening Hi peak. However, the Woolbright development would generate a minor amount of the traffic -- 20% of the new left turn trips or 11% of the total left turns. ( Additionally, in evaluating the existing bridge, it is important to note that there exist at least 6 feet between the right thru lane & the face of the curb. This plus the fact that all lanes are 12 feet, provides adequate laneage width, to permit a second left turn lane, without any major bridge work. Hopefully, with these comments the Zoning Board will be resolved. Please questions? issues raised at the Planning & advise if there are any further Sincerely, Daniel ~. Murray, P.E. .;Oil 111.28 Predicting Travel Generated~' New Der.'e/opmenr ( ( L Business Parks Description: Business Parks are defined as subdivisions or planned unit developments containing several office/warehouse buildings. They are simi- lar to office parks except that buildings are generally one story and no more than two stories. Some of these parks may have small all-office buildings, but for the most part, these buildings have office space in the front with a ~rehouse and loading area in the back. The percentage of warehouse is variable for each tenant. Also included in some 'business parks are office/distribution buildings Which will range from 20-30~ office and the remainder being a warehouse area with large loading docks. This type of park is different from light industrial uses because much more parking, landscaping and other similar amenities are included in a business park. The square footage of the parks that were sampled range from 160,000 to 520,000 sf. Some parks are planned in the Atlanta area of over 1,500,000 square feet. All locations for business parks in this study are in suburban areas. The density of business parks will range generally from 8-10,000 sf/acre. Leasing agents in these parks stated that the range of tenants varies almost as much as an office park. There appears to be very few lawyers or accountants offices, Which often want more prestigious space, however, engineering firms, publishing companies, medical equipment companies, travel agencies all seem to be included in the tenants of these types of parks. Some distribution operators, such as Federal Express, will have space in this type of park. The tenants in these parks averaged approximately 55~ office and 45~ warehouse, although the variation in each building ranged from 100~ office to 30~ office. Tri~ Characteristics: A.M. peak hour and p.m. peak hour data were col ected for this study. The a.m. peak hour is the highest one hour between 7:00 and 9:00 a.m.i the p.m. peak hour is the highest one hour between 4:00 and 6:00 p.m. A truck percentage was collected at one loca- tion. The percentage was 5.6~ in the a.m. peak period and l.a in p.m. peak period. By observation, it can be expected that most truck activity is concentrated in the middle of the day. These trip rates are based on occupied square footage. Oata Limitations: There was no modal split data collected. However, the suburban areas where the data was collected had little or no transit ser- vice. .-, . ( .. InstituJe of Transportalion Engineers t BUS I NESS PARKS ~ Interstate North BU!~rT:~t:~r~~8~bb County. Georgia Occupied square footage - 253.000 sf 651 office 351 warehouse A.M. Peak Hour Enter Exit - Trips 325 67 Trips/1,OOO sf 1.28 0.26 New Market Business parkd Cobb County, Collecte 1986 Occupied square footage - 446.000 sf 55S office 45S warehouse P.M. Peak Hour Enter Exit - 304 t.20 64 0.25 Georgia (~- A.M. Peak Hour Enter Exit Trips 369 57 Trips/t,OoO sf 1.05 0.13 Lakeside Business Pork1 DeKalb County, Co 11 eCl;ed 1986 Occupied square footage - 163,000 sf 55S office 4SS wa rehouse p .r~. Pea k Hour Enter Exit 134 498 0.30 1.12 Georgia A.M. Peak Hour P.M. Peak Hour Enter Exit S Trucks Enter Exit S Trucks Trips 230 40 5.6S 62 258 1.tS .Trips/1,OOO sf 1.41 1.25 0.38 1.58 Northwest Business Centerd Cobb County, Georgia . Collecte 1986 Occupied square footage - 517,000 sf 5SS office 45S warehouse Trips Trips/1,OOO sf A.M. Peak Hour P.M. Pea k Hour Enter Exit Enter Exit 410 92 175 412 0.79 0.34 0.80 .. 0.18 Average of Four Proj~ A.M. Peak Hour P . M . Pe a k Hour Enter Exit Enter Exit - 1.13 0.21 0.32 1.18 ~. Trips/t,OoO sf NaJionaJ ConjJrm.ce on Site Developmen/ and 'Transportation Impaas Peak Hour Traffic -======-=_... ( Development Daily Trips AM PM In Out In Out Woolbright PUn 3,828 61 253 253 126 Woolbright PCD /Office 897 74 13 10 57 Woolbright PCD /Shopping 8. new trips 5,394 70 59 232 254 b. passing + new trips 8,091 105 89 348 380 Boynton + Pylon 7,674 606 115 169 637 ... Other Offices 6,578 539 92 72 421 M-1 1,256 85 85 82 82 l. -16- ( ( '~ l~ SUMMARY OF TRIP GENERATION RATES Land Use/Building Type Warehous1np: ITE Land Use Code 150 Independent Variable-Trips per 1.000 Gross SQuare Feet Average Number Average Size of Trip Maximum Minimum Correlation of Independent Rate Rate Rate Coefficient Studies V8rla~'e/Study Average Weekday Vehicle Trip Ends l! RR '7 n , ", ,,, ?R" Peak A.M. Enter Hour Between Exit of 7 and 9 Total n hh , l! 1 n << 11 ~~" Adjacent P.M. Enter Street Between Exit Traffic 4 and 6 Total 1.6~ 1.132 0', ~13 1~ ~21 Peak A.M. Enter Hour Exit of Total 1. 61 1 . ~Q n ?R 14 28~ Generator P.M. Enter Exit Total 1 h~ 1 1::') n ~" 1? Saturday Vehicle Trip Ends Peak Enter Hour of Exit Generator Total Sunday Vehicle Trip Ends Peak Enter Hour of Exit Generator Total .. Source Numbers h, 1, 1 ? , 13, 1? . 17 . 74 ITE Technical Committee 6A-6- Trip Generation Rates Date: ]975. Rp.v. ]982 , ( ('~ II l SUMMARY OF TRIP GENERATION RATES Land Use/Building Type General Office. tmder 100,000 G.S.F. ITE Land Use Code 711 Independent Variable-Trips per ---.JpOO (h"n!'!.1'1. ~r'}l]~T"P Fppt: nf R1I11n1ng Arps:! Average Number Average Size of Trip Maximum Minimum Correlation of Independent Rate Rate Rate Coefficient Studies Variable/Study Average Weekday Vehicle Trip Ends 17 7 .,R R R R .,n c:n ., Peak A.M. Enter 1. 4s l.QO 1. 28 ~ 24.~ Hour Between Exit o 21:) 0.80 n 1 t:; ~ ::>lJ ~ of 7 and 9 Total 2 t:;o ~ 70 1 lJo It:; lJl 0 Adjacent P.M. Enter o 1 Q o 70 n nf; ~ 24 ':l Street Between Exit 1 1 lJ ::> f;o n 7lJ ~ ,lJ ~ Traffic 4 and 6 Total ::> R? f; <0 n Rn 17 llt:; 7 Peak A.M. Enter ::> ::>~ ~ ~1 , ?O t:; lJ7 n Hour Exit n lJt:; 1 nlJ n 1 f; t:; lJ7 n of Total ? o? t:; oR , lJlJ 17 lJo h Generator P.M. Enter n ":It::. n 7n n ,1.1 c: 1.17 n Exit 1 RR < , a " II ') t:; 117 n Total ? QII t:. ":IQ ., .,') , Q c::., II Saturday Vehicle Trip Ends ') II ,11 7 " t:. ,n lJ., t::. Peak Enter Hour of Exit Generator Total " II Q n '77 " ....n c:: c::Q II Sunday Vehicle Trip Ends ., .... '7 .., " .... ,,, 11.... t:. Peak Enter . J Hour of Exit Generator Total n 1 R n ':l7 n nh t:; C;R lJ Source Numbers S, 21, C;4, 72, 88, 8Q, Q2, Qa, 100 ITE Technical Committee 6A-6- Trip Generation Rates Date: 1982 G.S.F. · Gross Square Feet of Building Area ( MURRAY-DUDECK & ASSOCIATES, PA. TRAFFIC ENGINEERING CONSUL TANTS Aur,ust 5, 198() Davie! Levy l6UO South Dj::ic iar,h\>"u)', Suite 5C Loco Rnton, Floridn 33432 I~E: Trnffic I~('visions & COl'lparisom: On The ~.'ool hright Rond -- St,' 8th f,treet Projects In The Cit}' Of noycton Deach In Pal~ teach County rmn:: Project #135-180 Dear David: As a result of your request, I have revised the cclculations depicted on pa~es nu~bcred 3, 6, 7, & 26 of the April 1, 1986 traffic report prepGred by ~~~~AY-nUDECK & ASSOCIATES. Also, a comparison of the Daily Trips, External Trips, and Impact Fees \~as made. These revisions are attached for your review e information. ( It is important to recognize that the nu~bcr of trips, due to the recent reduction ill development intensity, has been lowered by over 1200 trips rer day and the true impact to the external high":ay system has been lighten by about 900 trips per day. This reduction will enhence the overall traffic operational t safety issues, assu~ing ALL highway/access i~provencnts rcco~~cndec in my previous report are ret~ined. Thus it my ojlinion the revised site plan prorosnl does not anversely i~p3ct the transportation net\!orl:. ~lrthermore, the S47,OOO. Like\.;ise, it square feet was used you interpolate, then required impact fees has been reduced by over shoule! be noted thnt the rate of ~l,752 per 1000 in the calculations for the 170,000 sf. retail. If the rate would be ~1,628 per 1000 s~uere feet. If you have any specific question or need additional information, please acvise. Sincerely, .. Daniel r:. :1urrny, P.;.. MERR.ITT ISl~ND OFFICE: 100 PARNEll STR.EET · MERRITT ISl~ND. FlORID~ 32953 · (305) "59.2905 CORPOR~TE HDQTRSi 7301.A. W PAlMETlO PARK ROAD. SUITE 10'.A. BOO. U'TrHJtJ:1 (')IW)A H4H . flM\ '''.MnnM ( MURRAY.DUDECK & ASSOCIATES COllP ARISO:;S DETUEEN PREVIOUS DEVELOPi IE~;T & PROPOSED DEVELOpnmIT ============e=e===============================================a *************************************************************************** A. DAILY TRIPS Previous Proposed Difference ------- --------- ---------- 1. PUD 5, 104 4,674 430 2. PCD/Office 1,196 513 683 3. PCD/Retail 10,783 10,659 129 ===== Total = 1,242 *****~:*********~:~:*:)*:::*:~******************:)********************************* ( D. EXTERNAL TRIPS 1. Total Development 10,119 9,219 900 *************************************************************************** C. nfPACT FEES 1. 2. 3. 4. 5. Residential Church School Offices Retail $347,316.00 $6,992.19 $13,662.90 $18,316.00 $304,843.00 $311 ,552.00 $6,992.19 $13,662.90 $13,928.00 $297,840.00 $35,764.00 00.00 00 .00 $4,388.00 $7,008.00 ========== Total = $47,160.00 ~ **:)*****~:*******~::~**~:*********:~**:~:~***:~*:~**:~:~***:~*::::~:::**~::~:~*~:*:~:~**:):~*****:~** (I , ( MURRAY-DUDECK. ASSOCIATES PROJECT LA~D USE DATA --============-====== The "Traffic Impact Analysis" was based on the site plan data obtained from Kilday & Associates for Woolbright P.U.D., for Woolbright P.C.D./Office and for \~oolbright P.C.D./Shopping Center. Specifically, the pertinent data used for traffic engineering purposes is as follows: ..................................... ........... ........ ..... .... .......... .................... ................... ..... ................. .... .......... Project Description Proposed ------------------- ------------------- -======= Hoolbright PUD a. multi-family units single-family units b. church--school 1. 1st. phase 500 d.u. 38 d.u. 2. 2nd. phase 500 seat church 100 school students fellowship hall 500 school students 1,200 seat church 9.77 acres ( 3. 3rd. phase c. recreational Woolbright PCD / Office a. general office 29,000 sf ------ ------ 40,000 sf Woolbright PCD / Shopping Center a. shopping center 170,000 sf . . ........ .... ............ ....... ....... ........ .... ...... ..... ....... ...... ...... ......... ..... .... ........ ....... .... ........ ...... ..... ... .......... TRIP GErJERATION =============== In determining the trip generation for the proposed project it was necessary to use the Institute of Transportations Engineers Trip Generation--Third Edition Publication and recent update trip generation data. Additionally, data from other traffic studies prepared by ~ruRRAY-DUDECK & ASSOCIATES was referenced. The subsequent calculations reflect the ~cthorl of trnffic generation analysis at full built development gcnerntion capacity: .. I -3- ( MURRAY-DUDECK & ASSOCIATES TABLE 3 _.ac=_1:I fUTIJRE TRAFFIC FROH PROJECT DEVELOP~1E~T ===a============a====================== BASED O~l REVISED LAND USE DESIGNATlm: ===================================== Nap # Description Status Unit Size Trip Rate Daily Trips c=== ================:a ==c=== -------- --------- --------- --------- =========== A Woolbright PUD 1. multi-family P 500 du 6.6 T/du 3,300 vpd single-family p 38 du 10.0 T/du 380 vpd church-- P 1200 seats a. ,...eekday 107, occupancy 1.0 T/seat 120 vpd b. weekend 1. 1st service 50% occupancy 0.8 T/seat (480)vpd 2. 2nd service 80% occupancy 0.8 T/seat (768)vpd 3. evening service 60% occupancy 0.8 T/seat (576)vpd fellO\...ship hall P 10% occupancy 1.0 T/seat 120 vpd school p 500 students 1.02 T/stud. 510 vpd recreational P 9.77 acres 25 T/ncre 244 vpd ----- 4,674 vpd 2. ( 3. 4. 5. B Woolbright PCD / Office a. general office p 29,000 sf 17.7 T/ksf 513 vpd C Woolbright PeD / Shopping p 170,000 sf 62.7 T/ksf 10,659 vpd ------------------------- :::: ::::: :::::: ::: :::: :::::: :::::: :::::: ::::::::::::: :::::::: :::::::::::::: ... HULTIPLE LAtID USE DEVELOPt(ENT encourages intern;}l circulation and second stops within the development ;}rea. Studies have indicated that better than 25% trip reductions can be attributed to this site plan Jevelopnent characteristic. Therefore, it is realistic to adjust the daily external trips by applying n 25% reduction ciue as the subsequent COr.lputotions reflect: II -6- .' . ( MURRAY.DUDECK & ASSOCIATES ........ ...... ...... ... .......... .... ................ .... .................. ............................ ..... ..... ...... ..... ... ........ ...... ...." .... Multi-Lanrl Use Trip Reduction 2 (4,674 + 513 + 10,659) x 25% . 3,962 vpd .................... .................. ..................................... .... ...... .... .... ... ......... ... ..... ..... ... ........... ........ .......... DRIVEUAY VOLlI?iES VS. TRAFFIC ADDED TO THE STREET SYSTEI is a very important issue "hen you are dealing with conmercial shopping centers. It has been recognized for a number of years that such a developmcnt does not produce all new trips, however the data collection has been socewhat linited and traffic rcports did not include an adjustment for these facts. Furthermore, the data clearly indicates that the passing motorists is more readily attracted to the snaller, local shopping centers than the major plazas. For a ccnter such as the Woolbright peD / Shopping Center, it is reasonable ~ conservative to deduct 25% of the trips as passing trips, since rlatn collected on comparable sites exceeded 35%. ........ ..... ...... ..... ......... .............. ............ .... ............ .................. ................................. ..... ................... Trip Reduction = 10,659 x 25~ = 2,665 vpd ( . ..... ... ......... ..... .......... .... ........ ...... ......... ... .... ........ ... ...... ................ ................ .... .............. .... .... ........ Resulting External Trips ------------------------ ------------------------ 1) t1ulti-Lnnd Use Trip ------------------- 3. residential = 4,674 b. office :: 513 c. shopping center = 10,659 - 1,169 = 3,505 vpd 128 = 385 vpd - 2,665 = 7,994 vpd ----- ----- 11 ,384 vpd .......................................................................... . . ... ..... ...... ..... ... ... ... .................. ...... ........ .............. Resulting ~ew External Trips ============================ Externnl Trips Passing Trips = ~cw External Trips '" 11 ,en4 2,665 = 9,219 vpd .... ..... ........ ........ ..~..................... ... ...... ... ...... ........ . ... ......... ............ .............. .......... ...... ...... ....... ....... Status: reproposed II :~':( NOTE: (l,U21~ vpd) is Heek~nd r.hurch traffic Hhlch is not inclllltcct in the daily traffic finures -7- ( MURRAY.DUDECK & ASSOCIATES #12 The transition orea between a 4-lane divided undivided highway has to be carefully delineated balance & continuity retained. Signing & paveMent incorporated into the design to insure positive unexpected lane drop or lane change. highway & 2-1ane ond proper lane r.nrkings shall be guidance and no #13 The intersection of SH 8th Street & '~oolbright Road shall include a double left turn lane,a single thru lane, and a free right turn lane on the north & south approaches. The east approach shall include a double left turn lane, two thru lones, and a free right turn lane. The west approach shall include a single left turn lane, two thru lanes, and a free right turn lane. Also, the intersection shall be si~nalized and coordinated & interconnected with the 1-95 signalized, when the signal is warranted. FAIR S!lA!~E T~AFFIC r: IPACT FEES ------------------------------ ------------------------------ ( Based'on the Pal~ Beach County Ordinance #85-10, developers are required to pay a fair share fee for impacts created by their development traffic. This ordinance has established fee rates for various type of lane development activity. The following calculations depict the land development categories, the dollar rate, and the total fee assessment: ...." ... ..." ......... ........" ...... ...........".. ......" ... ...... ....." .... "..." ..... ........."".. ...." ... ... ..." ......""""".." ..." ... ...".. .......... Type of Land Developrr.ent Activity Units Fee P.ate/Unit Cost --------------------------------- Multi-family residential Single-family residential Church 1/7(1824) School 500 du 38 du 261 v pd 510 v pd $562.00 $804.00 $26.79 $26.79 $281,000.00 $30,552.00 $6,992.19 $13,662.90 subtotal = $332,207.09 General Offices Shopping Center 29 !:sf 170 ksf $482.00 $1,752.00 $13,978.00 $297,840.00 ;Oi development im:>nct fees = $644,025.09 LI -26- ( -M"))'~{- MURRAY-DUDECK & ASSOCIATES, P.A. TRAFFIC ENGINEERING CONSUL T ANTS 12/2CJ/LG Joel Wantnan, P.E. Wontman & Associates, Inc. Consulting Engineers ~est Palm Beach, Florida 33407 RE: Revised COlTL':lcnts To 4/1/86 Traffic Report On Woolbright Place PUD Based On City/Developer Stipulated Settlenent HDn:l Project #85-180 Dear t.lr. \"antman: During a 12/24/86 meeting with you e :';r. Levy, I was provided with a copy of the lastest site plan for Foolbright Place pun. FurtherL.ore, you indicated that this site including the access roadway conficuration was the lCGolly agreed to pIon and is the Exhibit In TIle Stipulated Settlement. ( A review C analysis of the current site plan was undertaken. Additionally, 8 co~parative evaluation of the site plan data & tlle project land use data presented in page #3 of the 4/1/86 traffic report was made. The findines indicate that the lastest sitc plan will generate approxinately 600 vehicles per day less than calculated in tlle traffic report. This is due to the fact that the number of residential units has been recuceu and the retail cOr.Jr.lerci::ll ~ office square footage has been rcduc~d. J'owever, the amount of trip reduction is not significant to alter any analysis or recol'lfllendations. Baser. on my review, it iB important to point out that certain St' 8th Street corunents need to bc revised, becausc of th~ r08(1\...a)" r.Jodifications depicted in the stipulated settlement site plan. I have attaclled a copy of the oriCi na] S\,' 6th Street comments i:: conclusions and a copy of the revised for your information and usc. I have not~ \dth a "I:". .....herever revisions wcre made. Please advisc, if YO\l have any questions. cc. Dave Levy ... Sincerely. cl: ~ #: /?~~. Daniel fl. liurray, P.!::. l MERRITT ISL....ND OFFICE: 100 P....RNEll STREET · MERRITT ISL....ND. flORIDA 32953 · (30S) "S9-290S CORPORATE HDQTRSi: 7301...... W. P....LMETTO P....RK ROAD · SUITE 301-A · BOC.... R....10N; FLORID.... 33<433. (30S1 391.MDOM ( MURRAY.DUDECK & ASSOCIATES SH 8TH STREET COr.RlDOR HIGIJHA Y REQUInElvlENTS .~==~============D__c_=a=scc=__====cc=a==== To properly serve the proposed development and to provide safe & reasonaLle highway conditions for the traveling public, it is essential to establish recognized transportation guidelines for the SW Eth Street corridor. The following comlilents address the recoramendcd highway requirements: #1 S\1 8th Street shall be constructed as a 4-lane divided high,,'ay between ~oolbright Road & the Industrial Access Road to the Ml property. #2 Only one median openinp, shall be provided bct~een \~oolbright Road & the Industrial Access Road, ~hich shall jointly serve the office co~plex on the westside t the shopping area on the eastside. The median shall be spaced midway bet\leen the two intersectin~ roadways. #3 In developing the main access to the church, it shall be aligned directly opposite the Industrial Access Road, so that a common median opening can be utilized. #4 The Industrial Access noad shall be a 2-lane undivided highway with auequate right of way to expand to a 4-lane urban collector. ( 1!5 A secondary access to the shopping center shall be positioned a rninir.lUrl of 330 feet from the intersection of S\\' 8th Street. #6 The occess to the residential housing sites shall be spaced so that a mini~um of 660 feet between access intersections or any sideroad intersection be maintained. This will facilitate the construction of left turn lanes t ri~lt turn lanes at these two access and thereby not require that ~: Oth Street be a 4-1ane divided highway thru this section. #8 The location of the access to the residential housing parcel #2 shall be constructed directly opposite the access to the recreotional area on the westside of SW 8th Street. #9 1.11 de\'elopment access onto S\.' 8th Street Road shall have a left turn &. right turn lane for both ingressing & egressing traffic. ~ fIG Access on Industriul Access Rood sholl have insress turn lanes only. L #11 The intersection of Industrial Access Road ~ S~ 8th Street sholl inclu~e two thru lanes, one left turn lane, R one right turn lane for the north r. south Appronches anel one left turn lon(' t. one right-thr\l lone for the east r. west approAches. -25- ( MURRAY.DUDECK & ASSOCIATES til2 The trnnsition area between 0 4-1ane divided undi vi ued hi glway has to be carefully delineated balnnce & continuity retained. Sir,ninr, & pavement incorporated into the design to insure positive unexpected lane drop or lane chDn~~. hir,hwDY ~ 2-1ane and proper lane l'larkin[;s shall ue guidance and no #13 The intersection of SH 8th Street F. Hoolbright P.oad shaJI include a douhle left turn lane,a sincle thru lone, and a free right turn lane on the nortl! t south approaches. The eost approach ShD] 1 include a double left turn lone, two thru lanes, and D free riGht turn lane. The ,.est approach .shall include a sinr;le left turn lDne, two thru lanes, and a free ri2ht turn lone. Also, the intersection shall be siGnalized and coordinated E interconnected ~ith the I-~5 sirnalized, ,.hen the signal is Hilrranted. FAIR SJ;A]~E Tl~ArFIC II iPACr FlIS ------------------------------ ------------------------------ ( Lased on the Palr.l Deach County OrciinDnce tiBS-10, developers are required to pay 0 fair shore fee for impacts created by their development traffic. Tllis ordinance has established fee rates for various type of lane developnent activity. The folloving calculations depict the land development categories, the dollar rate, and the total fee assessment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '. . . . . . . . ...... ..... ................ ...... ........................ ......... ...... ... Type of Lona Developr.1Cnt Activity Units Fee Rate/Unit Cost --------------------------------- nul ti-fDriliJ Y residential Church 1/7(lR24) School 61[-. du 2() 1 vpci 51CJ vpci $5(\2.00 $2(,.79 $2().79 ~347,31G.OO $6,992.19 ~,13, 662.90 subtotal = $367,971.09 General Offices Slloppi n~ Center 30 ksf 174 ksf $4[,2.00 ~l,752.00 $18,316.00 $304,f,4[;.00 .. dcvelopnent irnpncl fees = ~;()91 ,135.09 -26- l 'C MURRAY.DUDECK & ASSOCIATES CO!~CLUSI();;S 1:=1:======== 1f1 The proposell project will !jenerate a suhstantinl level of traffic onto S\.'Uth Street f therefore ALL the requirements stated in pngc 25 of this report shall be incorporated, to insure proper traffic flo~ ~ safety. f,2 The project will generate a significant level of traffic onto the highway system. !1O\.:ever, since \'.'001 bright Rood has 10\\' daily traffic, this rondwny does not cre<lte a Cntef~ory "A" si tU:ltion. nut the traffic distrilluted onto ConGress Avenue will creote some problcns, if you assume thnt Concress Avenuc is not going to be ,:iclened. HOI,!ever, in evaluating the recent Palm teach County 5-Yenr \\'ork l'rograrl, this section of Conf.ress I~venue is scheduler] to he 4-lelned in fiscal year [.,u/87. This copaci ty ~ s:lfety ir.!Jlroverr:ent ,>'ill eli:linate the traffic concern on this section of high\ln)'. ( 1':3 The PaIn I'.each Commerce Center will be generntinr. traffic especially during the penk hours. 110Hever in the approval process there were rnininun improvements required. Probably the most critical improvenent necessary is a \:p, doubl e left turn lane elt S\.'8th Street t. a I:n doubl e left turn lanc .nt 1-95 to accor.Jocate the henvy r.lOrnin: penl: hour traffic caused by the Plllr:1 reach Cor.:merce Center llevelopr:lent. {4 Since the intersection of 5\,,' 8th Street is Elt the bottom of a downgrade for ...:est L'ound vehicles, it is essential that traffic no\-l be smooth and coordinated. This ",'ill not elioinnte the rearelll] accidents, but can alleviate this real accident concern. Therefore, ALL the intersectional improverients su'.;gested in the 51! (,th Street Corridor I!igh'''a)' Hequi rC:ilent s section are stroll;:'.l)' rCCOfiil:lenued. it5 All drive''''l)" Dccesses shDll meet the sight trianblc rc?l~uirements. 1/6 All neccssDry truffic control s shall be in conformance ",'i th the t:Dnual of Uniform Traffic Control jJevices. If8 In evuluntinf> the ma~;lIi tude of trnffic ir.:pDcts of each of projcct~;, it is suggested thnt the fair share percentnge impact of project be clctermined hy usin~ tI,e followin~ perccntn~es derived from tinily project :icner:ltccl traffic fir,llres nnr! the pen!: hour traffic, as i ndinted on 1>0120 24 of tld [; report. the each the .. ( -28- ( MURRAY.DUDECK & ASSOCIATES fi9 hy enhnncing Si': 8th Street to \,'oolhri ght Roael, it will encourage motorists to use thnt route rather than proceeding north on SW 8th Street to Doynton Deach J.:ond or to Ocenn Dri ve [', Concress Avenue. To further discourn~e tllese corridors, certAin traffic controls such as reduced speed limits, truck restriction, turn restrictions, traffic ~ivertors, etc. could be iT:iplemented if local problems result. #10 S\~ 8th Street once built to the north, \,rill provide ft direct connt>ction het\.'een Voolbri::;ht Road f: Boynton r.each Rontl. Certain minor alignm~nt & profile chances ore recommended in conjunction ~ith the construction of the S\,' Cth Street extension. Further iMprovement of this corridor has to be a City policy decision. Either thrll measures indicnted in ite:l f.lP. the City \d11 de-cide to keep the vO)Ur:1C 10\.' or thru ribht of Hay acquisi tion g roa(h.'ay expansion, illprove the corridor 50 it serves as a minor north--south collector. ( t:l1 Since the 1-95 northhound Off-l~aliip sihnalized intersection \0.'111 be substantially ililJ>ncted by the surrounding developnent, it is recon.'1endeu that this project construct a second northbol.:nc rnnp left turn lane, 50 that trcffic proceedin!; \\'estbound on \,'oolhright l~oad ,,'ill helve reduced delay nnd tIle sicna1ized intersection will have more green ti~e on \"001 bri8ht Hoat!. \.'i th the aforcnentioncd transportation i~provc;Tlents, the trave1inL puhlic \...ill not he adversely affected by the traffic generated by the subject dcvclopnent. -29- '" l ( MURRAY.DUDECK & ASSOCIATES S~! BTII SrP-EET CORRIDOR IIIGH\o!AY REQUIRD1Er~TS _===========================c=======ac===_= 10 properly serve the proposed development and to provide safe & reAsonable highway conditions for the traveling public, it is essential to establish recognized transportation guidelines for the S\v 8th Street corridor. The following comments address the recommended hi~hway requirements: #1 S\~ 8th Street shall be constructed as a 4-lane divided highway between Woolbriflht Road & the Industrial Access Road to the Nl property. #2 Only one median opening shall be provided bet.....een \~oolbright Road 8. the Industrial Access Road, which shall jointly serve the office complex on the westside & the shopping area on the eastside. The median shall be spaced midway between the two intersecting roadways. #3 In developing the main access to the church, it shall be aligned directly opposite the Industrial Access Road, so that a common median opening can be utilized. ( #4 The Industrial Access Road shall be a 2-lane undivided highway with adequate right of way to expand to a 4-lane urban collector. #5 A secondary access to the shopping center shall be positioned a minimum of 330 feet from the intersection of SW 8th Street. #6R Since the access concept to the residential housinu sites has been modified in the Site Plan Exhibit Included In The Stipulated Settlement, this comment should be revised. Specifically, the ffi1n1mum spacing between driveways can be reduced to a minimum of 330 feet, because the need to construct hac to back left turn lanes, does not exist. #7 Due to a error in numberinr" there was no Comment #7. #8R Based on the site plan in the stipulated settlement, housing parcel f.2 :: the recreation;)l area wi 11 not have a common access. Thus the oriei nal COI.JJTl€'nt f.!f:) is NOT APPLlCA!"lX. I!<JI: All (leveIopr:lent access onto Shl 8th Street Roan shall hiwe a left turn & right turn lane for ingressing traffic and shnll have a left turn R right turn / thru lane combination for egressinp, trnffic. L #10]: The access for the Commercial Shopping Center, which intersects with the Industrial Access Road shnll have an ingress right turn lane only. -2~}]:- .( MURRAY.DUDE.CK & ASSOCIATES #l1R Based on the Site Plnn Exhihit Induc1ed In The Stipulated Settlement it is necessary to revise comment I'}l. SpecificAlly, the intersection of Industrial Access ~oDd & SV 8th Street shnl1 include one thru lane, one left turn lnne, one right turn lane for the south approach & one thru lane, one left turn lane, one thru / right turn lane for the north approach & one left turn lane, one thru / right turn lane for the east Dnd west approaches. #12 The transition area between a 4-1ane divided undivided highway has to be carefully delineated balance & continuity retained. SigninG & p~vement incorporated into the design to insure positive unexpected lane drop or lane change. highway r. 2-lane and proper lane marki ngs shall be guidance and no ( t 13P- The intersection of Sh' 8th Street ~.: \"001 bright Hoad shall include a double left turn lane,a single thru lane, and a free right turn lane on the north approach, which the Tradewinds Developnent Corporation shall be responsible for constructing. The south approach shall include a double left turn lane,a single thru lane, and 8 free right turn lane, which shall be constructed by the developments on the southside of \0,'001 bri ght Road. The east approach shall incI ude a double left turn lane, two thru lanes, and a free right turn lane, with the right turn lane to he constructed by Tradewinds Development Corporation and the sa:'le developer to dedicate adequate right to build the 5 lane approach. Likewise, the develop~ents to the south shall be responsible for the construction of the douhle left turn lane on the east approach. The west approach shall inclure the reconstruction of the single left turn lane by Trade\:inds Development Corporation, the existing two thru lanes, and a free right turn lane to be built by the developers on the southsidc of \:oolbright P-oad. Also, the intersection shall be signalized and coordinated e interconnected ,,:i th the 1-95 signalized, ",hen the signal is warranted. -26~- L ( MURRAY.DUDECK & AssOC;A TEs CONCLUSIOl~S ~========:::= #1 The proposed project will generate a substantial level of traffic onto SW8th Street, therefore ALL the requirements stated in page 25 of this report shall be incorporated, to insure proper traffic flow & safety. #2 The project will generate a significant level of traffic onto the highway system. However, since WoolLright Road has low daily traffic, this roadway does not create a Category "A" situution. But the traffic distributed onto Congress Avenue will create some problems, if you assume that Congress Avenue is not going to be widened. Jlowevcr, in evaluating the recent Palm Beach County 5-Year Work Progran, this section of Congress Avenue is scheduled to be 4-laned in fiscal year 86/87. This capacity & safety inprovement will eliminate the traffic concern on this section of high,,'ay. ( #3 The Palm Beach Commerce Center will be generating traffic especially during the peak hours. However in the approval process there were minimu~ improvements required. Probably the most critical i~provement necessary is a \~B double left turn lane at S\,!8th Street (., a EB double left turn lane at 1-95 to accomodate the heavy morning peak hour traffic caused by the PaIn Beach Commerce Center development. #4 Since the intersection of S\.! 8th Street is at the bottom of a do\;ngrade for westbound vehicles, it is essential that traffic flow be smooth and coordinated. This will not eli~inate the rearend accidents, but can alleviate this real accident concern. Therefore, ALL the intersectional improvements sugbested in the SW 8th Street Corridor Highway Requirements section are strongly recommended. #5 All drivewBY accesses shull meet the sight triangle requirements. .. #6 All necessary traffic controls shall be in conformance with the hanual of Uniform Traffic Control Devices. #1: In evaluating the magnitude of traffic inpacts of each of projects, it is sugcested that the fair share percentage i~pact of project be determined by using the following percentn2cs derived from dail y project generated traffic figures anel the peal: hour traffic, indinted on pnce 24 of this report. the each the as ;;.e l. -28R- .( MURRAY.DUDECK & ASSOCIATES fJ9 By enhancing 51} kth Street to \.'oolhdr.ht Road. it ,.ill encourage motorists to use that route rather thnn proceedinG nortll on SW 8th Street to Boynton Beach HOCld or to Ocenn Drive f.. ConGress Avenue. To further discourage these corridors, certain traffic controls such as reduced speed limits. truck restriction. turn restrictions. traffic divertors. etc. could bc implemented if local prohlems result. 'lOR SW 8th Street to be built to the north, as indicated in the Site Plan [xhibit Included In The Stipulated Settlement. will provide a access connection betwecn \{oolbricht Rood & Boynton i,each j~03U. JIO\.ever, the geometrics and alignnent ,.'ithin the developr:1ent \-,iILL l:UT l:E CU!:DUCI\'E TO Tl:l:lJ Tj~ArFIC. This type of rood,.ay design is conpati blc with the existing SV 8th Street just south of Boynton Beach hood. which is not intented for thru traffic. ( #11 Since the 1-95 l:orthbound Off-P.amp signalized intersection will be substflntiall y impacted by the surrounding development, it is recommended that this project construct a second northbound ramp left turn lane, so that traffic proceeding westbound on Woolbright Road will have reduced delay and the signalized intersection \0:111 have more green time on Woolbright Road. \o,'i th the aforementioned transportation improvenents. the traveling public will not be adversely affpcterl by the traffic Generated by the subject dcvelopnent. -29P- l