STAFF TRAFFIC ANALYSIS (11/2006)
City of Boynton Beach
Staff Traffic Analysis
Ocean 95 Exchange Park
November 2006
The City of Boynton Beach Engineering Staff has evaluated the traffic impact study for the proposed
Ocean 95 Exchange Park. The traffic impact study was prepared by Kimley-Hom and Associates and is
dated August 2006.
This project if, approved, will be located at the easterly end of Ocean Drive, just across the CSX Railroad.
The existing property presently supports an 18,000 square foot warehouse use. These buildings will be
demolished and replaced with 103,885 square feet oflight industrial warehouse use and 29,462 square
feet of general office as support for the light industrial.
The existing and proposed traffic volumes from the site were calculated by assigning trip generation rates
published by both the Palm Beach County Traffic Division and the Institute of Transportation Engineers.
The sources are deemed to be the standards by which all traffic impact from private development in Palm
Beach County, including our City is projected. These rates yield the following data:
Existing Site Traffic:
Proposed Site Traffic:
Net New Trips
94 trips per day
1,183 trips per day
1,089 trips per day
Approximately 60% of the new trips will be associated with the warehouse space. Therefore, one can
assume that a significant percentage of these vehicles will be box truck type units. The developer does not
believe that there will be, nor does the building and loading dock design account for, a measurable
amount of semi-tractor trailers accessing the site. Staff recognizes though that there will likely be some
semi-tractor trailers accessing the site and this vehicle type must be considered when evaluating off site
roadway improvements.
Traffic Analysis - Local
City staff analysis, review and approval very clearly requires that all projects satisfy the requirements of
the regional traffic performance standards of Palm Beach County. However, staff also recognizes that
there is impact to our local Boynton Beach streets by many developments. This is certainly a project that
will impact local Boynton Beach streets therefore additional levels of scrutiny have been given to this
project than would normally be the case.
The proposed Ocean 95 Exchange Park is, unfortunately, landlocked just east of the CSX Railroad on
Ocean Drive and on the west side of Interstate 95. Therefore, all access to the site must be from west ofI-
95 and crossing the CSX Railroad. There are only two options for this access.
Staff s first preference was for the developer to consider access to the site from the south in order to avoid
placing additional traffic volume on the residential roadways west of the proposed project. The developer
has the right to use all public roads west ofthe parcel because these are public rights of way. Despite this,
the developer, at the request of City staff, explored the possibility of accessing the property from the
south. The developer does not own this property. Rather it is owned by two entities, the CSX Railroad
Page I of3
and Bill Winchester. Therefore, in order to have access from the south, the developer must have gained
approval by both Mr. Winchester and the CSX Railroad.
The properties to the south were the subject of a recent lawsuit involving the taking/acquisition of
property for the purpose of re-aligning and double tracking the CSX rail line. Therefore, the property is
now physically configured such that construction of an access road through the property is extremely
difficult even if Mr. Winchester and the CSX were willing sellers. To compound this problem, any access
road across the CSX from near Home Expo would involve construction of an unusual rail grade crossing.
This crossing would have to be at an angle of incidence lower that 90 degrees, thereby causing unsafe
crossings ofthe rail tracks. Staff has been informed that the CSX would not approve an additional rail
crossing near the Home Expo. Staff understands and supports the technical rationale not to allow this
crossing. It simply would not be safe. Because access from the south to the proposed site is not viable,
staff analysis has focused on those residential streets just west of the proposed development.
When reviewing this type of project, staff considers the impact on local streets and determines what types
of improvements must be made by the developer prior to issuance of building permits. Staff believes it
appropriate to select a defined route for all site traffic, including trucks, so that necessary improvements
can be made on that route. All site traffic would be restricted from using residential streets other than the
selected route and no other physical improvements would be made on those streets. At the time of project
review by the Planning and Development Board and the City Commission, no defined route had been
selected. Staff had, however, recommended that Ocean Drive be favorably considered as the selected
route simply because the right of way of this street was 70 feet wide. All other local streets have a 50 feet
wide right of way. The extra right of way width affords the opportunity to place pedestrian sidewalks
farther from the pavement and allows more room to enlarge pavement radii so that property turf damage
can be minimized. However, any route can be selected but we must recognize that off site improvements
may not be as effective or beneficial.
When considering the final design of off street improvements, City staff will consider the following
impacts and associated design solutions:
I. Traffic Volume versus road capacity.
All streets west ofthe development, despite their residential character, are capable of
accommodating the additional traffic volume. No lane additions or turn lanes would be required.
2. Integrity and capability of an existing street to accommodate additional wheel loadings.
The existing streets were designed primarily for automobile traffic. Staff believes that the
developer should be required to place an asphalt overlay on the selected traffic route in order to
accommodate the additional structural wheel loadings.
3. Geometric (physical design) improvements necessary to support the new traffic.
The design of the selected route will consider all intersections improvements necessary to
accommodate turning trucks so that turf damage is minimized and pedestrian safety is preserved.
Page 2 of3
4. Safety impacts
Sidewalks should be located on both sides of the selected traffic route to separate pedestrians from
the additional traffic volume. If Ocean Drive is selected as the preferred route, the developer will
be required to re-design and re-construct the intersection of Ocean Drive and SW 7'h Street. Lastly,
improvements such as fencing adjacent to Hibiscus Park must be considered to improve the safety
of young children using the park.
Traffic Analysis - Regional
All development in Palm Beach County must meet traffic standards as set forth in Palm Beach County's
Traffic Performance Standards. These standards are utilized to determine all off site improvements
necessary on surrounding arterial roadways to support any proposed development. As a matter of
practice, existing arterial roadway volume/capacity is measured against the proposed additional traffic
that will be generated by the development. If certain capacity thresholds are exceeded, then the private
development must cause off site improvements to be constructed to support the development. Essentially,
private development is required to fund necessary capacity improvements such as lane additions, turn
lanes, and traffic signals to support the development so that the general taxpayer is not saddled with this
expense.
In the case of Ocean 95 Exchange Park, the proposed traffic is relatively low compared to other area
developments. However, based upon the County Traffic Performance Standards, the significance factor
on the roadway link of Boynton Beach Boulevard and 1-95 was exceeded because greater than 1% of the
Level of Service D (Attachment 2) service volume on this link was measured.
The anticipated significance was 1.45%. Therefore, further evaluation of this roadway link and
intersections was required. Subsequent study determined that the intersections of Old Boynton Road and
Boynton Beach Boulevard and Industrial Drive with Boynton Beach Boulevard would both function
below the capacity threshold of 1,400 vehicles per peak hour through 2009. The roadway link was also
found to be satisfactory during this period as well. Therefore, the project was found to satisfy the
requirements of the Palm Beach County Traffic Performance Standards.
Summary
It is very uncommon to find an industrial site such as the one proposed that must be accessed entirely
through a residential area. However, based upon the pre-existing zoning, this is the reality that the City is
confronted with. Therefore, if this development proceeds, it is incumbent upon City Staff, the developer,
and his/her technical consultants to design and construct all off site improvements in a manner that will
have the least negative impact on the public that is attributed to the additional traffic generated by this
proposed use of the property.
Attachment 1: Description of LOS D by the Florida Dept. of Transportation. This is the volume reached
just prior to exceeding roadway capacity. _
Attachment 2: Projected Traffic Volumes from Kimley-Horn Traffic Study
Submitted by: Jeffrey R. Livergood, P.E., Director of Public Works and Engineering
Page 3 of3
A1'tIlCJ.Ji'ftiVT l
TABLE 4 - 1
GENERALIZED ANNUAL AVERAGE DAILY VOLUMES FOR FLORIDA'S
URBANIZED AREAS.
UNINTERRUPTED FLOW HIGHWAYS
FREEWAYS
Interchange spacing 2: 2 mi. apart
E Level of Service
27,000 Lanes A B C D
70,200 4 23,800 39,600 55,200 67,100
105,400 6 36,900 61,100 85,300 103,600
8 49,900 82,700 115,300 140,200
10 63,000 104,200 145,500 176,900
12 75,900 125,800 175,500 213,500
Level of Service
ABC D
2,000 7,000 13,800 19,600
20,400 33,000 47,800 61,800
30,500 49,500 71,600 92,700
STATE TWO-WAY ARTERIALS
Class I (>0.00 to 1.99 signalized intersections per mile)
Level of Service
C D
13,800 16,400
34,700 35,700
52,100 53,500
66,100 67,800
Lanes Divided
2 Undivided
4 Divided
6 Divided
Lanes Divided
2 Undivided
4 Divided
6 Divided
8 Divided
B
4,200
29,300
44,700
58,000
E
16,900
...
...
...
A
..
4,800
7,300
9,400
Class II (2.00 to 4.50 signalized intersections per mile)
Level of Service
C D
11,200 15,400
26,000 32,700
40,300 49,200
53,300 63,800
Lanes Divided
2 Undivided
4 Divided
6 Divided
8 Divided
B
1,900
4,100
6,500
8,500
E
16,300
34,500
51,800
67,000
A
..
..
..
..
Class III (more than 4.5 signalized intersections per mile and not
within primary city central business district of an
urbanized area over 750,000)
E
74,600
115,300
156,000
196,400
237,100
Interchange spacing < 2 mi.
apart
Level of Service
C
52,000
81,700
111,400
141,200
170,900
E
76,500
120,200
163,900
207,600
251,200
Lanes
4
6
8
10
12
A
22,000
34,800
47,500
60,200
72,900
B
36,000
56,500
77,000
97,500
118,100
D
67,200
105,800
144,300
182,600
221,100
BICYCLE MODE
(Note: Level of service for the bicycle mode in this table is based on roadway
geometrics at 40 mph posted speed and traffic conditions, not number of bicyclists
using the facility.) (Multiply motorized vehicle volumes shown below by number
of directional roadway lanes to determine two-way maximum service volumes.)
Paved Shoulderl
Level of Service Bicycle Lane Level of Service
Lanes Divided A B C D E Coverage A B C D E
2 Undivided .. .. 5,300 12,600 15,500 OA9% .. .. 3,200 13,800 >13,800
4 Divided .. .. 12,400 28,900 32,800 50-84% .. 2,500 4,100 >4,100 ...
6 Divided .. .. 19,500 44,700 49,300 85-100% 3,100 7,200 >7,200 ... ...
8 Divided .. .. 25,800 58,700 63,800
Florida Department of Transportation
Systems Planning Office
605 Suwannee Street, MS 19 ONE-WAY FACILITIES
Tallahassee, FL 32399-0450 Decrease corresponding two-directional volumes in this table by 40% to
http://www11.myflorida.comlplanninglsystemslsml1osldefault.htm obtain the e<:Iuivalent one directional volume for one-wav facilities.
.This tabl~ dca Dol constitUle a standard and should be: usN only for general planning applications. The computer models from which this !able is derived should be: usN for more specific planning
applications. The table and deriving computer models should not be used for corridor or intersection design, where more refined techniques exist. Vll1ues shown are rwo-way annual averase daily volumes
(based on KHKI flll;ton;) for levels ofsc:rvicc: and art for lhe automobile/ttuek modes unless speciflcally stated Level of service letter grade thresholds are probably not comparable across modes and, therefore.
CI"OS$ modal c.omparisons should be made with caution. Furthmnore, combining levels ofsc:rvice ofdiR'crcnt modes into one overall roadway level ofsefViu is not recommended. The table's input value
def.aults and level ofsel'Vice criteria appear on the following page. Calculations are based on planning applications of the Highway Capacity Manual, Bicycle LOS Model, Pedestrian LOS Model and Transit
Capacity and Quality of Service Manual,respectively forthe automobileltruck,bicycle, pedcstrian and bus modes.
.-Cannot be achieved \ISing table input vll1ue defaults.
.uNot applicable for that level of service letter grade. For automobile/truck modes. volumes greater titan level of service 0 become F because intersection capacities have been rexbed For bicycle and
pedestrian modes, the l~vel of service letter grade (including F) is IlOI achievable, because there is no tnaltimum vehicle volume tlu-c.shold using table input value def.aults.
Class IV (more than 4.5 signalized intersections per mile and within
primary city central business district of an urbanized area
over 750,000)
Level of Service
Lanes Divided A B C D E
2 Undivided .. .. 5,200 13,700 15,000
4 Divided .. .. 12,300 30,300 31.700
6 Divided .. .. 19,100 45,800 47,600
8 Divided .. .. 25,900 59,900 62,200
NON-STATE ROADWAYS
Major City/County Roadways
Level of Service
Lanes Divided A B C D E
2 Undivided .. .. 9,100 14,600 15,600
4 Divided .. .. 21,400 31,100 32,900
6 Divided .. .. 33,400 46,800 49,300
Other Signalized Roadways
(signalized intersection analysis)
Level of Service
lanes Divided A B C D E
2 Undivided .. .. 4.800 10,000 12,600
4 Divided .. .. 11,100 21,700 25,200
Source:
02/22/02
PEDESTRIAN l\IODE
(Note: Level of service for the pedestrian mode in this table is based on roadway
geometries at 40 mph posted speed and traffic conditions, not number of pedestrians
using the facility.) (Multiply motorized vehicle volumes shown below by number of
directional roadway lanes to determine two-way maximum service volumes.)
level of Service
C D
** 6,400
** 9,900
11,300 >11,300
Sidewalk Coverage
0-49%
50-84%
85-100%
B
E
15,500
19,000
A
..
..
..
..
..
2,200
...
BUS MODE (Scheduled Fixed Route)
(Buses per hour)
(Note: BIISe5 per hour shown are only for the peak hour in tbe Ilne:le direction of the higher traffic flow.)
Level of Service
C D
2:4 2:3
2:3 2:2
Sidewalk Coverage
0.84%
85-100%
B
>5
>4
E
~2
~1
A
..
>6
Lanes
2
2
Multi
Multi
ARTERIAL/NON-STATE ROADWAY ADJUSTMENTS
DIVIDEDfUNDIVIDED
(alter corresponding volume by the indicated percent)
Median Left Turns lanes Adjustment Factors
Divided Yes +5%
Undivided No -20%
Undivided Yes -5%
Undivided No -25%
B5
A-rrALl--lH[I,J12
TABLE 1
OCEAN 95 EXCHANGE PARK
TRIP GENERATION
Land Use Intenslly Dally AM Peak Hour PM Peak Hour
Trips Total In Out Total In Out
Existing! Site Traffic
Warehouse 18,000 S.F. 89 25 21 4 17 4 13
PSSis...By
Warehouse 5.00% 4 1 1 0 1 0- 1
Net existing External Trips SS 24 20 4 16 4 12
Net existing External Trips with 94 26 22 4 18 4 13
110% Redevelopment CredR
PrQpoRAd Site Traffic
Ught Industrial 103,885 S.F. 724 96 84 12 102 12 90
General Office 29,462 S.F. 521 71 62 9 76 13 63
Sub Total 1,245 167 146 21 178 25 153
Pau-By
LJght Industrial 5.00% 36 5 4 1 5 1 4
General OIliee 5.00% 26 3 3 0 4 1 3
Sub Total 62 8 7 1 9 2 7
Driveway Volumes 1,245 159 143 16 178 25 153
Net Proposed External Trips 1183 151 136 15 169 23 146
Net Change In External Trips 1,089 125 114 11 151 19 133
Note: Trip generation was calculated using Ihe following data:
Dally Traffic Generation
light Industrial (P.B.C.] = T = 6.97 tl1ps/1ooo SF
General Office (P.S.C.] = T =eo.noLn(X)+U5
AM Peak Hour Traffic Generation
Ught Industrial lITE 150] = T = 0.92 trlps/looo SF; (88%.ln, 12% out)
General Office [ITE710] = T =eO.flJol.n(X)+1.SlI; (88% In, 12% out)
PM Peak Hour Traffic Generation
Ught Induslrlal liTE 150] = T = 0.98 trIpsIlooo SF; (12% In, 88% out)
General Office lITE 710] = T ""o.w_. ''''; (17% In, 83'1lo out)
p:'10449\75OOOI07D6oomments'lll13Jdsproposed
8/2112006 16:46