TRANSPORTATION ANALYSIS. Wawa US 441 and Morningside Drive. Prepared for: Brightwork Real Estate, Inc.

Transcription

1 TRANSPORTATION ANALYSIS Wawa US 441 and Morningside Drive Prepared for: Brightwork Real Estate, Inc.

2

3 TABLE OF CONTENTS Introduction... 1 Project Description... 1 Estimated Daily Project Traffic... 3 Estimated AM Peak Hour Project Traffic... 3 Estimated PM Peak Hour Project Traffic... 3 Analysis Period... 7 Project Trip Distribution / Assignment... 7 Adjacent Roadways... 7 Peak Season Traffic Intersection Analysis Access Recommendations LIST OF FIGURES Figure 1. Project Location... 2 Figure 2. AM Peak Hour Project Traffic... 9 Figure 3. PM Peak Hour Project Traffic Figure 4. Peak Season Traffic Figure 5. AM Peak Hour Peak Season + Project Traffic Figure 6. PM Peak Hour Peak Season + Project Traffic LIST OF TABLES Table 1. Estimated Daily Project Traffic... 4 Table 2. AM Peak Hour Project Traffic... 5 Table 3. PM Peak Hour Project Traffic... 6 Table 4. Estimated Peak Hour Project Traffic Distribution... 8 Table 5. Estimated Intersection Level of Service (Signalized) Table 6. Estimated Intersection Level of Service (Unsignalized) Table 7. Access Recommendations Transportation Analysis US 441 and Morningside Drive i

4 LIST OF APPENDICES Conceptual Site Plan Trip Generation - Proposed Uses Trip Generation Existing Uses Passerby Capture Rates Turning Movement Counts FDOT Seasonal Adjustment Factors Intersection Analysis Turn Lane Warrants Transportation Analysis US 441 and Morningside Drive ii

5 INTRODUCTION The purpose of this report is to provide the Transportation Analysis for the property located south of US 441 and west of Morningside Drive in the City of Mount Dora, as shown in Figure 1. PROJECT DESCRIPTION The project is proposed to have the following uses for the purpose of this analysis: 6,119 Square Foot of Convenience Market with Gasoline Pumps The site is currently occupied by a Shell gas station with four gasoline pumps. The accesses for the project are proposed to be as follows: One (1) right-in/right-out access to US 441 (existing driveway to be relocated away from the intersection) One (1) full access to Morningside Drive across from Old Eustis Road (same location as existing driveway) A conceptual site plan is included in the Appendix of this report. Transportation Analysis US 441 and Morningside Drive 1

6 Figure 1. Project Location Transportation Analysis US 441 and Morningside Drive 2

7 ESTIMATED DAILY PROJECT TRAFFIC The trip rates utilized in this report were obtained from the latest computerized version of OTISS which utilizes the Institute of Transportation Engineers (ITE) Trip Generation, 9 th Edition, 2012, as its database. Based on these trip rates, it is estimated that the proposed project will attract approximately 6,126 daily trip ends, as shown in Table 1. Studies contained in the ITE Trip Generation Handbook, 3 rd Edition, indicate that a percentage of the project trips already exist on the adjacent roadways passerby capture. Therefore, the new daily trip ends attracted to the proposed project would be 2,472 trip ends, as shown in Table 1. ESTIMATED AM PEAK HOUR PROJECT TRAFFIC Again, based on data contained in the ITE Trip Generation, 9th Edition, the proposed project would attract approximately 250 trip ends during the AM peak hour with 125 inbound and 125 outbound, as shown in Table 2. As previously stated, studies contained in the ITE Trip Generation Handbook, 3 rd Edition, indicate that a percentage of the project trips already exist on the adjacent roadways passerby capture. Therefore, the new AM peak hour trip ends attracted to the proposed project would be 92 trip ends with 46 inbound and 46 outbound, as shown in Table 2. ESTIMATED PM PEAK HOUR PROJECT TRAFFIC Again, based on data contained in the ITE Trip Generation, 9 th Edition, during the PM peak hour, the proposed project would attract approximately 312 trip ends during the PM peak hour with 156 inbound and 156 outbound, as shown in Table 3. As previously stated, studies contained in the ITE Trip Generation Handbook, 3 rd Edition, indicate that a percentage of the projects trips already exist on the adjacent roadways passerby capture. Therefore, the new PM peak hour trip ends attracted to the proposed project would be 106 trip ends with 53 inbound and 53 outbound, as shown in Table 3. Transportation Analysis US 441 and Morningside Drive 3

8 Table 1. Estimated Daily Project Traffic Daily ITE Trip Passerby New Daily Land Use LUC Size Ends (1) Capture (2) Trip Ends Proposed Convenience Market w Gas 853 6,119 SF 5,175 3,260 1,915 Existing Gas Station w Convenience Pumps (1) Source: ITE Trip Generation, 9th Edition, (2) Source: ITE Trip Generation Handbook, 3rd Edition. Difference 4,524 2,895 1,629 Transportation Analysis US 441 and Morningside Drive 4

9 Table 2. AM Peak Hour Project Traffic AM Peak Hour Passerby New AM Peak Hour ITE Trip Ends (1) Capture (2) Trip Ends Land Use LUC Size In Out Total In Out Total In Out Total Proposed Convenience Market w Gas 853 6,119 SF Existing Gas Station w Convenience Pumps (1) Source: ITE Trip Generation, 9th Edition, (2) Source: ITE Trip Generation Handbook, 3rd Edition. Difference Transportation Analysis US 441 and Morningside Drive 5

10 Table 3. PM Peak Hour Project Traffic PM Peak Hour Passerby New PM Peak Hour ITE Trip Ends (1) Capture (2) Trip Ends Land Use LUC Size In Out Total In Out Total In Out Total Proposed Convenience Market w Gas 853 6,119 SF Existing Gas Station w Convenience Pumps (1) Source: ITE Trip Generation, 9th Edition, (2) Source: ITE Trip Generation Handbook, 3rd Edition. Difference Transportation Analysis US 441 and Morningside Drive 6

11 ANALYSIS PERIOD The study period for this project includes both the AM and PM peak hours. PROJECT TRIP DISTRIBUTION / ASSIGNMENT The following distribution of the AM and PM peak hour trip ends was based on the existing traffic and development patterns with hand assignment to the local network: 40% to and from the east (via US 441) 40% to and from the west (via US 441) 10% to and from the north (via Old Mount Dora Road) 10% to and from the south (via Morningside Drive) Table 4 shows the distribution of the new AM and PM peak hour project trip ends. Figure 2 and Figure 3 illustrate the project trip ends on the adjacent roadway network for the AM and PM peak hours, respectively. ADJACENT ROADWAYS As stated previously, the site is located south of US 441 and west of Morningside Drive. Morningside Drive is a two (2) lane undivided roadway and US 441 is a six (6) lane divided roadway in the vicinity of the project. According to the City of Mount Dora, Marion County, and Florida Department of Transportation (FDOT) Capital Improvement Programs, there are no capacity adding improvements budgeted in the vicinity of the project. Transportation Analysis US 441 and Morningside Drive 7

12 Table 4. Estimated Peak Hour Project Traffic Distribution Time East (40%) West (40%) North (10%) South (10%) Total Period In Out In Out In Out In Out In Out AM PM Transportation Analysis US 441 and Morningside Drive 8

13 Figure 2. AM Peak Hour Project Traffic Transportation Analysis US 441 and Morningside Drive 9

14 Figure 3. PM Peak Hour Project Traffic Transportation Analysis US 441 and Morningside Drive 10

15 PEAK SEASON TRAFFIC The following methodology was utilized to estimate the existing volumes within the study area: 1. WHITEHOUSE GROUP INC. obtained AM and PM turning movement counts at intersections of US 441 and Morningside Drive. 2. The turning movement counts were collected during a period when the FDOT 2015 Peak Season Adjustment Factors for Marion County was 1.0. Therefore, the counts are peak season and need no adjustment. Figure 4 illustrates the peak season traffic, Figure 5 illustrates the AM peak season plus project traffic, and Figure 6 illustrates the PM peak season plus project traffic. Transportation Analysis US 441 and Morningside Drive 11

16 Figure 4. Peak Season Traffic Transportation Analysis US 441 and Morningside Drive 12

17 Figure 5. AM Peak Hour Peak Season + Project Traffic Transportation Analysis US 441 and Morningside Drive 13

18 Figure 6. PM Peak Hour Peak Season + Project Traffic Transportation Analysis US 441 and Morningside Drive 14

19 INTERSECTION ANALYSIS Intersection analysis was conducted for the AM and PM peak hours at the following intersections within the study network: US 441 and Morningside Drive US 441 and Project Driveway A Morningside Drive and Project Driveway B The analysis was based on SYNCHRO for both with and without the proposed project traffic. Table 5 and Table 6 summarize the analysis for the signalized and unsignalized intersections, respectively, and are described in detail in the following paragraphs. US 441 and Morningside Drive This intersection is signalized. Signalized intersection analysis indicates that this intersection should operate at a Level of Service C during the AM and PM peak hours with the peak season plus project traffic, as shown in Table 5. US 441 and Project Driveway A This project driveway is purposed to be unsignalized. Unsignalized intersection analysis indicates that all the movements at this intersection should operate at an acceptable level of service during the AM and PM peak hours with the peak season plus project traffic, as shown in Table 6. Morningside Drive and Project Driveway B This project driveway is purposed to be unsignalized. Unsignalized intersection analysis indicates that all the movements at this intersection should operate at an acceptable level of service during the AM and PM peak hours with the peak season plus project traffic, as shown in Table 6. Transportation Analysis US 441 and Morningside Drive 15

20 Table 5. Estimated Intersection Level of Service (Signalized) Peak Season Plus Time Peak Season Traffic Project Traffic Intersection Period Delay LOS Delay LOS US 441 and AM 15.3 B 21.9 C Morningside Drive PM 18.7 B 24.2 C Transportation Analysis US 441 and Morningside Drive 16

21 Table 6. Estimated Intersection Level of Service (Unsignalized) Peak Season Plus Peak Season Plus Project Traffic Project Traffic AM Peak Hour PM Peak Hour Intersection Movement Left Through Right Left Through Right US 441 and Project Driveway A NB - - C - - C Morningside Drive and EB B B B B B B Project Driveway B WB A A A A A A NB A A A A A A SB A A A A A A Transportation Analysis US 441 and Morningside Drive 17

22 ACCESS RECOMMENDATIONS The recommendations included in this report are based on a field review of the site, the proposed site plan and the Transportation Analysis. The FDOT Driveway Guide was utilized to determine the need for right turn lanes on US 441 and Morningside Drive. The Highway Research Record 211 Volume Warrants for Left-turn Storage Lanes at Unsignalized Grade Intersections (Harmelink Curves) was utilized to determine the need for a left turn lane on Morningside Drive. The access recommendations are summarized in Table 7 and described in the following paragraph: US 441 and Project Driveway The project driveway is proposed to have right-in/right-out access to US 441. Based on the estimated project traffic, an eastbound right turn lane is not warranted. Morningside Drive and Project Driveway B The project driveway is proposed to have full access to Morningside Drive across from Old Eustis Road. Based on the estimated project traffic, neither a northbound left turn lane or a southbound right turn lane is warranted. Transportation Analysis US 441 and Morningside Drive 18

23 Table 7. Access Recommendations Peak Hour Turn Lane Intersection Movement Volume (1) Warrented? US 441 and Project Driveway A EBR 46/75 N Morningside Drive and Project Driveway B NBL 8/8 N SBR 62/63 N (1) See Figures 5 and 6, Peak Hour Peak Season Plus Project Traffic, from the report. Transportation Analysis US 441 and Morningside Drive 19

24 APPENDIX

25 APPENDIX CONCEPTUAL SITE PLAN

26 EC N OU TS 8 WB 19,78 SITE EXISTING TRAFFIC SIGNAL REVISIONS REV US PROPOSED FULL ACCESS ' PROPOSED RIGHT-IN/ RIGHT-OUT ACCESS APE 4'x3' AIR MACHINE PAD W/ 2 BOLLARDS ER BUFF It's fast. It's free. It's the law. E 30' RIV 20' 10' 5' 11' 10' 10 NOT APPROVED FOR CONSTRUCTION 28'. 183 CK PROJECT No.: DRAWN BY: CHECKED BY: DATE: SCALE: CAD I.D.: 30 NB LEASE EXHIBIT BE TS UN CO PROPOSED CROSS ACCESS FER UF 6'x6' VENT STACK PAD 10' B PE CA DS 30' 68' FLT JDP GRR 05/04/2016 AS NOTED CONCEPT PROJECT: TU AN 35' 1"= 30' 25 5' WIDE ROCK BED a" L 1' ' 4 E" 20' 10' TYP K AC 90' 1,4 14' 20' 10' ETB GS 55' 30 8' DIN UIL 150' 5 A SETB DING L I U B B 90' ' ' BY KNOW WHAT'S BELOW ALWAYS CALL 811 BEFORE YOU DIG ED 10' SC LAND ' SID FUEL PRICING SIGN MAX HEIGHT 10' 150 SF MAX SITE SIGNAGE AREA ING E COMMENT RN MO "AIR PUMP PARKING ONLY" SIGN ,76 DATE 41 4 Y HW AIR SPACE, AISLE, AND ADJACENT SPACE TO BE 6" CONC. NTS COU E B B TU NORTHERN VIRGINIA CENTRAL VIRGINIA CHARLOTTE, NC RALEIGH, NC TAMPA, FL BOCA RATON, FL B TU S T OUN C E TUB LEHIGH VALLEY, PA SOUTHEASTERN, PA REHOBOTH BEACH, DE BALTIMORE, MD SOUTHERN MARYLAND SB N.T.S. UPSTATE NEW YORK NEW ENGLAND NEW YORK METRO NEW JERSEY PHILADELPHIA, PA SITE CIVIL AND CONSULTING ENGINEERING PROGRAM MANAGEMENT LANDSCAPE ARCHITECTURE LAND SURVEYING SUSTAINABLE DESIGN PERMITTING SERVICES TRANSPORTATION SERVICES TM 52 1,4 VICINITY MAP FOR 20' 30' 12' 25' 34' SE 35' 20' ' ' 5' 3' 93. C DS LAN " B E " FER TYP BUF 30' ' AC BUILDING AREA 6,119 SF CURRENT ZONING 10' FRONT SETBACK (ROW) - NORTH FRONT SETBACK (ROW) - EAST 21' 266.1' ICE BOX 5' 50'.6' ' FROM CL OF MORNINGSIDE, 25' INTERNAL REAR SETBACK 50' FRONT AND SIDE YARD BUFFER 10' REAR YARD BUFFER 30' MAX IMP: 65% 55 (INCLUDING 3 ADA SPACES) ZONE A 24 (INCLUDING 3 ADA SPACES) ZONE B 17 SPACES ZONE C 14 SPACES CANOPY CONFIGURATION CANOPY TYPE #MPD'S Phone: Fax: (813) (813) FLORIDA BUSINESS CERT. OF AUTH. No F85 F/B STACKED SLOPED 6 NOTES: 1. THE CONCEPT REPRESENTED HEREIN IDENTIFIES A DESIGN CONCEPT RESULTING FROM LAYOUT PREFERENCES IDENTIFIED BY OWNER COUPLED WITH A PRELIMINARY REVIEW OF ZONING AND LAND DEVELOPMENT REQUIREMENTS AND ISSUES. THE FEASIBILITY WITH RESPECT TO OBTAINING LOCAL, COUNTY, STATE, AND OTHER APPLICABLE APPROVALS IS NOT WARRANTED AND CAN ONLY BE ASSESSED AFTER FURTHER EXAMINATION AND VERIFICATION OF SAME REQUIREMENTS AND PROCUREMENT OF JURISDICTIONAL APPROVALS. 2. THE CONCEPTUAL PLAN IS PREPARED FOR CONCEPTUAL PRESENTATION PURPOSES ONLY AND IS NOT INTENDED FOR UTILIZATION AS A ZONING AND/OR CONSTRUCTION DOCUMENT. THE EXISTING CONDITIONS SHOWN HEREON ARE BASED UPON INFORMATION THAT WAS SUPPLIED TO BOHLER ENGINEERING AT THE TIME OF PLAN PREPARATION AND MAY BE SUBJECT TO CHANGE UPON AVAILABILITY OF ADDITIONAL INFORMATION. H:\2015\FLT WAWA US 441 & MORNINGSIDE\DRAWINGS\EXHIBITS\US 441 & MORNINGSIDE LEASE EXHIBIT.DWG PRINTED BY: JTAMARGO 8:42 AM LAST SAVED BY: JTAMARGO 3820 NORTHDALE BLVD., SUITE 300B TAMPA, FLORIDA SPACES, CONV STORE: 1 PER 100 SF + GAS: 1 PER EMPL ON LARGEST SHIFT PARKING PROVIDED (TOTAL) BUILDING TYPE US 441 & MORNINGSIDE DR CITY OF MOUNT DORA LAKE COUNTY, FL 150' FROM CL OF US ' MAXIMUM BUILDING COVERAGE LOCATION OF SITE C-3 HIGHWAY COMMERCIAL SIDE SETBACK - WEST REQUIRED PARKING 3S 1 PARCEL C-3 HWY COMM, 1 PARCEL URBAN EXPANSION 25' 12' 10' DUMPSTER ENCLOSURE LOCATION 10' CITY OF MOUNT DORA SITE AREA PROPOSED ZONING E-STOP 6' ' 20 ' 28. R G DIN UIL CK B ' 50 TBA SE F85 F/B (6,119 SF) 20' PE A FE UF EB AP SC ND 10' K LA AC "a" TB PE 12' ING TY JURISDICTION BIKE RACK (IF REQ.) TRANSFORMER PAD AND CT CABINET SITE DATA TABLE 5' 7' ILD 13. BU 10' RAISED LANDSCAPE PLANTER (TYP.) 12 SHEET TITLE: SKETCH PLAN SHEET NUMBER: B

27 APPENDIX TRIP GENERATION PROPOSED USES

28 PERIOD SETTING Analysis Name : Project Name : Daily Wawa - US 441 and Morningside Dr Date: 11/22/2016 City: State/Province: Zip/Postal Code: Country: Client Name: Analyst's Name: Edition: ITE-TGM 9th Edition No : Land Use Convenience Market with Gasoline Pumps (0) indicates size out of range. Independent Variable 1000 Sq. Feet Gross Floor Area Size Time Period Method Entry Exit Total 6.12 (0) Weekday Average % % 5175 TRAFFIC REDUCTIONS Entry Land Use Reduction Convenience Market with Gasoline Pumps 0 % Adjusted Entry Exit Reduction Adjusted Exit % EXTERNAL TRIPS Land Use External Trips Pass-by% Pass-by Trips Convenience Market with Gasoline Pumps % Non-pass-by Trips ITE DEVIATION DETAILS Weekday Landuse Methods External Trips No deviations from ITE. No deviations from ITE Convenience Market with Gasoline Pumps ITE does not recommend a particular pass-by% for this case.

29 SUMMARY Total Entering 2588 Total Exiting 2587 Total Entering Reduction 0 Total Exiting Reduction 0 Total Entering Internal Capture Reduction 0 Total Exiting Internal Capture Reduction 0 Total Entering Pass-by Reduction 1630 Total Exiting Pass-by Reduction 1630 Total Entering Non-Pass-by Trips 958 Total Exiting Non-Pass-by Trips 957

30 PERIOD SETTING Analysis Name : Project Name : AM Peak Hour Wawa - US 441 and Morningside Dr Date: 11/22/2016 City: State/Province: Zip/Postal Code: Country: Client Name: Analyst's Name: Edition: ITE-TGM 9th Edition No : Land Use Convenience Market with Gasoline Pumps Independent Variable 1000 Sq. Feet Gross Floor Area Size Time Period Method Entry Exit Total 6.12 Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Average % % 250 TRAFFIC REDUCTIONS Entry Land Use Reduction Convenience Market with Gasoline Pumps 0 % Adjusted Entry Exit Reduction Adjusted Exit % EXTERNAL TRIPS Land Use External Trips Pass-by% Pass-by Trips Convenience Market with Gasoline Pumps % Non-pass-by Trips ITE DEVIATION DETAILS Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Landuse No deviations from ITE. Methods External Trips No deviations from ITE. No deviations from ITE.

31 SUMMARY Total Entering 125 Total Exiting 125 Total Entering Reduction 0 Total Exiting Reduction 0 Total Entering Internal Capture Reduction 0 Total Exiting Internal Capture Reduction 0 Total Entering Pass-by Reduction 79 Total Exiting Pass-by Reduction 79 Total Entering Non-Pass-by Trips 46 Total Exiting Non-Pass-by Trips 46

32 PERIOD SETTING Analysis Name : Project Name : PM Peak Hour Wawa - US 441 and Morningside Dr Date: 11/22/2016 City: State/Province: Zip/Postal Code: Country: Client Name: Analyst's Name: Edition: ITE-TGM 9th Edition No : Land Use Convenience Market with Gasoline Pumps Independent Variable 1000 Sq. Feet Gross Floor Area Size Time Period Method Entry Exit Total 6.12 Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Average % % 312 TRAFFIC REDUCTIONS Entry Land Use Reduction Convenience Market with Gasoline Pumps 0 % Adjusted Entry Exit Reduction Adjusted Exit % EXTERNAL TRIPS Land Use External Trips Pass-by% Pass-by Trips Convenience Market with Gasoline Pumps % Non-pass-by Trips ITE DEVIATION DETAILS Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Landuse No deviations from ITE. Methods External Trips No deviations from ITE. No deviations from ITE.

33 SUMMARY Total Entering 156 Total Exiting 156 Total Entering Reduction 0 Total Exiting Reduction 0 Total Entering Internal Capture Reduction 0 Total Exiting Internal Capture Reduction 0 Total Entering Pass-by Reduction 103 Total Exiting Pass-by Reduction 103 Total Entering Non-Pass-by Trips 53 Total Exiting Non-Pass-by Trips 53

34 APPENDIX TRIP GENERATION EXISTING USES

35 Print Preview PERIOD SETTING Analysis Name : Project Name : Daily Wawa - US 441 and Morningside - Existing Date: 12/1/2016 City: State/Province: Zip/Postal Code: Country: Client Name: Analyst's Name: Edition: ITE-TGM 9th Edition No : Land Use Gasoline/Service Station With Convenience Market (0) indicates size out of range. Independent Variable Vehicle Fueling Positions Size Time Period Method Entry Exit Total 4 (0) Weekday Average % % 651 TRAFFIC REDUCTIONS Entry Land Use Reduction Gasoline/Service Station With Convenience Market 0 % Adjusted Entry Exit Reduction Adjusted Exit % EXTERNAL TRIPS Land Use External Trips Pass-by% Pass-by Trips Gasoline/Service Station With Convenience Market % Non-pass-by Trips ITE DEVIATION DETAILS Weekday Landuse Methods External Trips No deviations from ITE. No deviations from ITE Gasoline/Service Station With Convenience Market ITE does not recommend a particular pass-by% for this case. SUMMARY Total Entering 326 Total Exiting 325 Total Entering Reduction 0 Total Exiting Reduction 0 Total Entering Internal Capture Reduction 0 Total Exiting Internal Capture Reduction 0 Total Entering Pass-by Reduction 183 Total Exiting Pass-by Reduction 182 Total Entering Non-Pass-by Trips 143 Total Exiting Non-Pass-by Trips 143

36 Print Preview PERIOD SETTING Analysis Name : Project Name : AM Peak Hour Wawa - US 441 and Morningside - Existing Date: 12/1/2016 City: State/Province: Zip/Postal Code: Country: Client Name: Analyst's Name: Edition: ITE-TGM 9th Edition No : Land Use Gasoline/Service Station With Convenience Market (0) indicates size out of range. Independent Variable Vehicle Fueling Positions Size Time Period Method Entry Exit Total 4 (0) Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Average % 20 49% 41 TRAFFIC REDUCTIONS Entry Land Use Reduction Gasoline/Service Station With Convenience Market 0 % Adjusted Entry Exit Reduction Adjusted Exit % EXTERNAL TRIPS Land Use External Trips Pass-by% Pass-by Trips Gasoline/Service Station With Convenience Market % Non-pass-by Trips ITE DEVIATION DETAILS Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Landuse No deviations from ITE. Methods External Trips No deviations from ITE. No deviations from ITE. SUMMARY Total Entering 21 Total Exiting 20 Total Entering Reduction 0 Total Exiting Reduction 0 Total Entering Internal Capture Reduction 0 Total Exiting Internal Capture Reduction 0 Total Entering Pass-by Reduction 13 Total Exiting Pass-by Reduction 12 Total Entering Non-Pass-by Trips 8 Total Exiting Non-Pass-by Trips 8

37 Print Preview PERIOD SETTING Analysis Name : Project Name : PM Peak Hour Wawa - US 441 and Morningside - Existing Date: 12/1/2016 City: State/Province: Zip/Postal Code: Country: Client Name: Analyst's Name: Edition: ITE-TGM 9th Edition No : Land Use Gasoline/Service Station With Convenience Market Independent Variable Vehicle Fueling Positions Size Time Period Method Entry Exit Total 4 Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Average % 27 50% 54 TRAFFIC REDUCTIONS Entry Land Use Reduction Gasoline/Service Station With Convenience Market 0 % Adjusted Entry Exit Reduction Adjusted Exit % EXTERNAL TRIPS Land Use External Trips Pass-by% Pass-by Trips Gasoline/Service Station With Convenience Market % Non-pass-by Trips ITE DEVIATION DETAILS Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Landuse No deviations from ITE. Methods External Trips No deviations from ITE. No deviations from ITE. SUMMARY Total Entering 27 Total Exiting 27 Total Entering Reduction 0 Total Exiting Reduction 0 Total Entering Internal Capture Reduction 0 Total Exiting Internal Capture Reduction 0 Total Entering Pass-by Reduction 15 Total Exiting Pass-by Reduction 15 Total Entering Non-Pass-by Trips 12 Total Exiting Non-Pass-by Trips 12

38 APPENDIX PASSERBY CAPTURE RATES

39

40

41

42

43 APPENDIX TURNING MOVEMENT COUNTS

44 LOCATION: Old Mt. Dora Rd_Morningside Dr & US 441 CITY/STATE: Mt. Dora PROJECT ID: DATE: Tue, Nov 29, Peak Hour: 07:30 AM 08:30 AM Peak 15 Minute: 07:45 AM 08:00 AM Peak Hour Factor NA NA NA NA NA NA NA NA 15-Min Count Period Beginning At 07:00 AM 07:15 AM 07:30 AM 07:45 AM 08:00 AM 08:15 AM 08:30 AM 08:45 AM Old Mt. Dora Rd_Morningside Dr Old Mt. Dora Rd_Morningside Dr US 441 US 441 Northbound Southbound Eastbound Westbound Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Hourly Total Total Peak 15-Min Flowrates All Vehicles Heavy Trucks Pedestrians Bicycles Railroad Stopped Buses Northbound Southbound Eastbound Westbound Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Total

45 LOCATION: Old Mt. Dora Rd_Morningside Dr & US 441 CITY/STATE: Mt. Dora PROJECT ID: DATE: Tue, Nov 29, Peak Hour: 04:30 PM 05:30 PM Peak 15 Minute: 05:00 PM 05:15 PM Peak Hour Factor NA NA NA NA NA NA NA NA 15-Min Count Old Mt. Dora Rd_Morningside Dr Old Mt. Dora Rd_Morningside Dr US 441 US 441 Period Northbound Southbound Eastbound Westbound Hourly Beginning At Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Total Total 04:00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM Peak 15-Min Northbound Southbound Eastbound Westbound Flowrates Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Total All Vehicles Heavy Trucks Pedestrians Bicycles Railroad Stopped Buses

46 LOCATION: Morningside Dr & Old Eustis Rd CITY/STATE: Mt. Dora PROJECT ID: DATE: Tue, Nov 29, Peak Hour: 07:30 AM 08:30 AM Peak 15 Minute: 07:45 AM 08:00 AM Peak Hour Factor NA NA NA NA NA NA NA NA 15-Min Count Period Beginning At 07:00 AM 07:15 AM 07:30 AM 07:45 AM 08:00 AM 08:15 AM 08:30 AM 08:45 AM Morningside Dr Northbound Left Thru Rgt U R* Morningside Dr Old Eustis Rd Southbound Eastbound Left Thru Rgt U R* Left Thru Rgt U R* Old Eustis Rd Westbound Left Thru Rgt U R* Hourly Total Total Peak 15-Min Flowrates All Vehicles Heavy Trucks Pedestrians Bicycles Railroad Stopped Buses Northbound Southbound Eastbound Westbound Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Total

47 LOCATION: Morningside Dr & Old Eustis Rd CITY/STATE: Mt. Dora PROJECT ID: DATE: Tue, Nov 29, Peak Hour: 04:45 PM 05:45 PM Peak 15 Minute: 05:15 PM 05:30 PM Peak Hour Factor NA NA NA NA NA NA NA NA 15-Min Count Morningside Dr Morningside Dr Old Eustis Rd Old Eustis Rd Period Northbound Southbound Eastbound Westbound Hourly Beginning At Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Total Total 04:00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM Peak 15-Min Northbound Southbound Eastbound Westbound Flowrates Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Left Thru Rgt U R* Total All Vehicles Heavy Trucks Pedestrians Bicycles Railroad Stopped Buses

48 APPENDIX FDOT SEASONAL ADJUSTMENT FACTORS

49 2015 PEAK SEASON FACTOR CATEGORY REPORT - REPORT TYPE: ALL CATEGORY: 3600 MARION COUNTYWIDE MOCF: 0.97 WEEK DATES SF PSCF ================================================================================ 1 01/01/ /03/ /04/ /10/ /11/ /17/ /18/ /24/ /25/ /31/ /01/ /07/ * 7 02/08/ /14/ * 8 02/15/ /21/ * 9 02/22/ /28/ *10 03/01/ /07/ *11 03/08/ /14/ *12 03/15/ /21/ *13 03/22/ /28/ *14 03/29/ /04/ *15 04/05/ /11/ *16 04/12/ /18/ *17 04/19/ /25/ *18 04/26/ /02/ *19 05/03/ /09/ /10/ /16/ /17/ /23/ /24/ /30/ /31/ /06/ /07/ /13/ /14/ /20/ /21/ /27/ /28/ /04/ /05/ /11/ /12/ /18/ /19/ /25/ /26/ /01/ /02/ /08/ /09/ /15/ /16/ /22/ /23/ /29/ /30/ /05/ /06/ /12/ /13/ /19/ /20/ /26/ /27/ /03/ /04/ /10/ /11/ /17/ /18/ /24/ /25/ /31/ /01/ /07/ /08/ /14/ /15/ /21/ /22/ /28/ /29/ /05/ /06/ /12/ /13/ /19/ /20/ /26/ /27/ /31/ * PEAK SEASON 03-MAR :19:23 830UPD 5_3600_PKSEASON.TXT

50 APPENDIX INTERSECTION ANALYSIS

51 Timings 1: Morningside Dr/Old Mount Dora Road & US /1/2016 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.0% 62.5% 62.5% 13.1% 65.6% 65.6% 24.4% 24.4% 24.4% 24.4% 24.4% 24.4% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None Min Min Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F A A F B A F A F A Approach Delay Approach LOS B B D F Intersection Summary Cycle Length: 160 Actuated Cycle Length: 160 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 15.3 Intersection LOS: B Intersection Capacity Utilization 67.7% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: Morningside Dr/Old Mount Dora Road & US 441 Synchro 9 Report 2016 Peak Season AM Peak Hour

52 Timings 1: Morningside Dr/Old Mount Dora Road & US /1/2016 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.0% 62.5% 62.5% 13.1% 65.6% 65.6% 24.4% 24.4% 24.4% 24.4% 24.4% 24.4% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None Min Min Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F B A F B A F B F A Approach Delay Approach LOS B B E F Intersection Summary Cycle Length: 160 Actuated Cycle Length: 160 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 21.9 Intersection LOS: C Intersection Capacity Utilization 67.2% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: Morningside Dr/Old Mount Dora Road & US 441 Synchro 9 Report 2016 Peak Season + Project AM Peak Hour

53 Timings 1: Morningside Dr/Old Mount Dora Road & US /1/2016 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.6% 65.0% 65.0% 13.1% 67.5% 67.5% 21.9% 21.9% 21.9% 21.9% 21.9% 21.9% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None Min Min Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F B A F B A E B F A Approach Delay Approach LOS B B D E Intersection Summary Cycle Length: 160 Actuated Cycle Length: 160 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 18.7 Intersection LOS: B Intersection Capacity Utilization 74.6% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: Morningside Dr/Old Mount Dora Road & US 441 Synchro 9 Report 2016 Peak Season PM Peak Hour

54 Timings 1: Morningside Dr/Old Mount Dora Road & US /1/2016 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.0% 62.5% 62.5% 13.1% 65.6% 65.6% 24.4% 24.4% 24.4% 24.4% 24.4% 24.4% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None Min Min Min Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F C A F B A F B F A Approach Delay Approach LOS C B E F Intersection Summary Cycle Length: 160 Actuated Cycle Length: 160 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 24.2 Intersection LOS: C Intersection Capacity Utilization 76.8% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: Morningside Dr/Old Mount Dora Road & US 441 Synchro 9 Report 2016 Peak Season + Project PM Peak Hour

55 HCM Unsignalized Intersection Capacity Analysis 2: Driveway A & US /1/2016 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 380 px, platoon unblocked 0.83 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 38.6% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report 2016 Peak Season + Project AM Peak Hour

56 HCM Unsignalized Intersection Capacity Analysis 3: Morningside Dr & Driveway B/Old Eustis Rd 12/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 2 Median type None None Median storage veh) Upstream signal (ft) 180 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS B A A A Approach Delay (s) Approach LOS B A Intersection Summary Average Delay 4.6 Intersection Capacity Utilization 30.0% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report 2016 Peak Season + Project AM Peak Hour

57 HCM Unsignalized Intersection Capacity Analysis 2: Driveway A & US /1/2016 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 380 px, platoon unblocked 0.84 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS C Approach Delay (s) Approach LOS C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 53.7% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report 2016 Peak Season + Project PM Peak Hour

58 HCM Unsignalized Intersection Capacity Analysis 3: Morningside Dr & Driveway B/Old Eustis Rd 12/1/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 2 Median type None None Median storage veh) Upstream signal (ft) 180 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS B A A A Approach Delay (s) Approach LOS B A Intersection Summary Average Delay 5.2 Intersection Capacity Utilization 30.9% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report 2016 Peak Season + Project PM Peak Hour

59 APPENDIX TURN LANE WARRANTS

60 7.2 WHEN SHOULD WE BUILD RIGHT TURN LANES? Exhibit 44 Recommended Guidelines for Exclusive Right Turn Lanes to Unsignalized* Driveway Roadway Posted Speed Limit Number of Right Turns Per Hour 45 mph or less (see note 1) Over 45 mph (see note 2) *May not be appropriate for signalized locations where signal phasing plays an important role in determining the need for right turn lanes. 1. The lower threshold of 80 right turn vehicles per hour would be most used for higher volume (greater than 600 vehicles per hour, per lane in one direction on the major roadway) or two-lane roads where lateral movement is restricted. The 125 right turn vehicles per hour upper threshold would be most appropriate on lower volume roadways, multilane highways, or driveways with a large entry radius (50 feet or greater). 2. The lower threshold of 35 right turn vehicles per hour would be most appropriately used on higher volume twolane roadways where lateral movement is restricted. The 55 right turn vehicles per hour upper threshold would be most appropriate on lower volume roadways, multilane highways, or driveways with large entry radius (50 feet or greater). Note: A posted speed limit of 45 mph may be used with these thresholds if the operating speeds are known to be over 45 mph during the time of peak right turn demand. Note on Traffic projections: Projecting turning volumes is, at best, a knowledgeable estimate. Keep this in mind especially if the projections of right turns are close to meeting the guidelines. In that case, consider requiring the turn lane. 09/26/08 56 Driveway Information Guide

61 Where The Right Turn Lane Guidelines Came From 7.3 IMPACT OF LARGE AND SLOW MOVING VEHICLES TURNING RIGHT These recommendations are primarily based on the research done in NCHRP Report 420, Impacts of Access Management Techniques, Chapter 4 Unsignalized Access Spacing (Technique 1B), and Use of Speed Differential as a Measure To Evaluate the Need for Right-Turn Deceleration Lane at Unsignalized Intersections, by Jan Thakkar, P.E., and Mohammed A. Hadi, Ph.D., P.E. In the NCHRP Report 420, the observed high-speed roads, 30 to 40 right turn vehicles per hour caused evasive maneuvers on 5 to 10 percent of the following through vehicles. For lower speed roadways, 80 to 110 right turn vehicles caused 15 to 20 percent of the following through vehicles to make evasive maneuvers. The choice of acceptable percentages of through vehicles impacted is a decision based on reasonable expectations of the different roadways. In the Thakkar-Hadi study, by modeling speed differentials, a better understanding of the impacts of through volume and driveway radius was discovered. Speed and the volume of right turns should not be the only criteria used to determine the requirement for an exclusive right turn lane at unsignalized intersections. In order to minimize the rear-end collision potential of some situations, a right turn lane may be required where large and slow moving vehicles need to turn right such as; Trucking facilities (or locations that have a high volume of large vehicle traffic such as water ports, train stations, etc.) Recreational facilities attracting boats, trailers and other large recreation vehicles Transit facilities Schools 09/26/08 57 Driveway Information Guide

62 2-lane roadway (English) INPUT Variable 85 th percentile speed, mph: Percent of left-turns in advancing volume (V A ), %: Advancing volume (V A ), veh/h: Opposing volume (V O ), veh/h: OUTPUT Variable Limiting advancing volume (V A ), veh/h: Guidance for determining the need for a major-road left-turn bay: Left-turn treatment NOT warranted. Value 25 8% Value 638 Opposing Volume (V O ), veh/h Left-turn treatment not warranted. Left-turn treatment warranted Advancing Volume (V A ), veh/h CALIBRATION CONSTANTS Variable Average time for making left-turn, s: Critical headway, s: Average time for left-turn vehicle to clear the advancing lane, s: Value

63 2-lane roadway (English) INPUT Variable 85 th percentile speed, mph: Percent of left-turns in advancing volume (V A ), %: Advancing volume (V A ), veh/h: Opposing volume (V O ), veh/h: OUTPUT Variable Limiting advancing volume (V A ), veh/h: Guidance for determining the need for a major-road left-turn bay: Left-turn treatment NOT warranted. Value 25 8% Value 618 Opposing Volume (V O ), veh/h Left-turn treatment not warranted. Left-turn treatment warranted Advancing Volume (V A ), veh/h CALIBRATION CONSTANTS Variable Average time for making left-turn, s: Critical headway, s: Average time for left-turn vehicle to clear the advancing lane, s: Value