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Home My WebLink AboutBOA Add'l Items 2-26-15 Littlejohn Traffic AnalysisI �' Littlejohn Memorandum DATE: January 26, 2014 PROJECT NO.: 20150060 TO: Mr. Eric Braga, Concerned Citizens for Cape Canaveral FROM: Stephanie Shealey, PE CC: Brent Lacy SUBJECT: Cumberland Farms Site Traffic Analysis & Impact Study Project Description This memorandum serves to document the analysis of the traffic impacts of the proposed Cumberland Farms Gas/Convenience Store at the intersection of SR A I A and South Cape Shores Drive. The development consists of 14 gas pumps and a 4,673 square feet convenience store, which is proposed to be located on the southwest corner of the intersection. Within the request for special exception to the zoning district, the applicant has made the following statements about the traffic for the proposed development: i Trip volumes are internalized and captured due to inherent project nature. Connectivity & driveway volumes will suffice vicinity. Vehicular & pedestrian access & safety is readily available and currently served from the adjacent roads. 1 Traffic generation for the site is moderate. However, developments of this type provide a lot of internal capture of traffic due to fuel service and convenience store consolidation. 19 Loading areas are segregated away from customer use. The analysis will evaluate these statements and determine the impact of the traffic on the surrounding intersections and roadways. Two driveways are proposed for the site, located 187' south of the intersection of SR A I A/South Cape Shores Drive along A I A and 160' west of the intersection along South Cape Shores Drive (measured mid -intersection to mid -intersection). However, there is only 120' on South Cape Shores Drive between the edge of SR AIA and the beginning of the driveway opening, wherein eastbound vehicles have to queue without blocking the driveway opening. This is generally sufficient for approximately 4-5 vehicles. The conceptual site plan for the Cumberland Farms station is shown in F gu,re . Existing Conditions The existing conditions anaivsis for the intersection of SR A i A. and South Cape Shores Drive as well as the surrounding roadway segments were based or intersection -urging movement counts collected or. anuary 2'. 20, 5. The counts were adjusted based or the seasonal factor of v 99 to adios `or differences r. -he season.a ity .f -rafflc !levels. 'ne existing Deai<-'-.our peak -direction roadway segm.ert voiumes were analyzed using .he Generalized '_evei of Service volumes 'r the 20' 3 FDOT Quality 'neves of Service 'Q/LOS) Hard000K as shown m '�)E in the exist;ng cordimrs, all °-oadway segmer s OGerate at J C, vvhic. s _-.e ')ighest acl jevavv le ;aei -) serv!ce -,-e : �% _ale,es "Or -r!is :'ass'fica'ici_. JP:dC„'.- NVId l3ilS 7d 7 Vyyl T v VD T D c.71011.,' 7,-1 (lAry VG v lv�lv IVOIHO-H I- If Littlejohn Table I — Existing Roadway Segment Analysis January 26, 2014 Page 3 of 9 Source: FDOT Q/LOS Handbook Littlejohn The intersection turning movement counts were analyzed using Synchro 8 to determine the existing delays, queues, and level of service in the AM and PM peak periods. In the existing condition, the intersection of SR A I A and South Cape Shores Drive operates at LOS A overall in both the AM and PM peak periods, with delays of 17.8 seconds in the AM peak period and 30.4 seconds in the PM peak period on the minor street approach, as shown in Table 2. Table 2 - Existing Intersection Delays and Level of Service Source: Littlejohn The minor street (South Cape Shores Drive) approach to SR A I A has a 95Th percentile queue length of 0.1 vehicles in the AM peak period and 0.9 vehicles in the PM peak period, indicating that there is rarely more than one vehicle waiting to turn onto SR A I A from Cape Shores Drive in the existing condition. Trip Generation Trip generation for a gas station/convenience store combination can be completed using two different ITE codes in the ITE Trip Generation Manual, 9Th Edition, Lard Use Code 853 �,Cor,venience Market -with Gasoline Pumps) or Land Use Code 945 (Gasoline/Service Station with convenience Mar'<et:. T,-ese land '-ses --an be analvzed Jv t1re Size O -:e .=onvenience "na-ker or by the -�l nlUer OT DU =GS. `e -esuiting trip generation !or each O 'he fir'D gererat-.or Opt:Ons 'S S^Oven: 'F a Table 3 - Trip Generation January 26, 2014 Page 4 of 9 Daily AM Peak Period PM Peak Period Land ITE Trip In Out Out Use Code Intensity Ends TotalTotal Possible Land Use Codes & Intensities Conv/Gas 853 5 KSF 191 50% 96 50% 95 238 50% 119 50% 119 Conv/Gas 853 14 Pumps 232 50% 116 50% 116 267 50% 133 50% 134 Gas/Conv 945 5 KSF J2,279 384 51% 196 49% 188 455 50% 228 50% 227 Gas/Conv 945 14 Pumps 142 50% 71 50% 71 189 50% 95 50% 94 Trip Generation Used for Analysis Conv/Gas 1 853 1 5 KSF 3,951 191 50% 96 50% 95 238 50% 119 50% 119 Pass -by 241 120 60 60 121 61 60 63 % of AM, 51 % o f PM Total 3,710 71 36 35 117 58 59 Source: ITE Trip Generation Manual, 911 Edition ITE Trip Generation Handbook, 3rd Edition Littlejohn The possible land use codes and intensities produce daily trip generation between 2,279 and 7,596 daily trips, and between 142 and 384 PM peak hour trips. For purposes of this analysis, ITE Land Use Code 853 will be used for the trip generation using the square footage of the convenience market, based on the following: The `New Concept Stores' for Cumberland Farms (as indicated by the proposed logo for the store) fits better with the description for ITE Land Use Code 853 than ITE Land Use Code 945, as the focus of the store is fresh and quality food and beverage items which can be purchased within the store. ITE Land Use Code 853: Convenience markets with gasoline pumps where the primary business is the selling of convenience items, not the fueling of motor vehicles ITE Land Use Code 945: Convenience markets where the primary business is the fueling of vehicles, which may have ancillary facilities for servicing and repairing motor vehicles, and commonly sell items which can be consumed in the car I The average daily rate for ITE Land Use Code 853 using number of'Dumps was calculated from n locations which all had 4 pumps, but had daily trips ranging from less than I ,500 trips cc more than 2,800 trios. The AM and PM peak hour rates using number of Dumps were used on Cre studies wit. 3 'Jarlety of fueling Stations; :;owever, the numpe'" o? r`y -"'p erds ✓ar. nsignificantly betweer varous numbers of *ueiing statio, s. -¢ sncuic *P_ noted, FloweVer. _nay 3no,_,ic_ e substandailV nigher !eve: �-'`c gerera,:on De -eaiiz_�_ 3:; zrdicated under the alternate :T= -ode _rhe ir).Dac,s - ratflc Dper3_,c'S, i�cesS, ar d tela, ,Nil! sr.crease substantially. AS gas Sta Vons nave a sig- ifi!ca,7= ,.umoer D'..-Dass-bv -rips ps air,:�adv _. -.1e ac`!va_1 le, '.`lNrr'<„ 1Vro are already 'passing by' the site), pass -by rates 'r-om the 7E Trip Generation - anCbOOK, 31=d,t,on "Vera used to determine the cumber of 'Dass by tr�Ds. Pass -by trips are not rciuded ,n -_ne oadwav segment analysis, as they are already accounted fcr in the segment volumes, but are :ncluded 'r the turning movements in and out of the project site. Littlejohn January 26, 2014 Page 5 of 9 Trip Distribution Project trips were distributed to the roadway network based on the distribution of existing trips at the intersection of SR AIA and Cape Shores Drive. For the non -pass by trips, the distribution of trips will be based on the distribution of inbound trips to the intersection, and trips will leave the site using the same distribution as the entering trips. Pass -by trips will be assigned using the same inbound distribution, but the outbound distribution will be determined by the distribution of departure trips from the intersection. Based on the existing turning movement counts, the distribution of project trips between the approach segments was assumed as shown in 'Table 4. Tabie 4 - Project Trip Distribution AM Peak Period (northof Shores•Shores • of Drive New Tris Inbound 44% 56% 0% New Tris Outbound 44% 56% 0% Pass -by Tris Inbound 44% 56% 0% Pass -by Tris Outbound 56% 44% 0% PM Peak Period New Tris Inbound 52% 46% 2% New Tris Outbound 52% 46% 2% Pass -by Tris Inbound 52% 46% 2% Pass -by Tris Outbound 45% 53% 2% Source: Littlejohn Source: Littlejohn Trips to and from each approach/departure were assigned to the two entrances (A i A & Cape Shores Drive) based on the following assumptions: I inbound Southbound on A! A: 4C% to Cape Shores Drive, 60% rc A a. Northbound or; A' A: 10% to Zane Shores Drive. W/O to :A I A Eastbound or Cape Shores Dr: , •-0C to Cape Shores Drive It 'outbound Northbound on A! A. 50% tc Cape Shores Drive. 50% -o A 4 Southbourd on A i A.: 20% -c Cape S'rores Dr:ye, 310% -o A. Westbourd on Cape Shores C . I, / -o Cape Shores _r-�ve Littlejohn January 26, 2014 Page 6 of 9 The resulting turning movement counts for the project trips were combined with the existing intersection volumes, as shown in Figure 2. No growth in background trips was included, as build -out of the project is expected within a year of initiation of the project. Figure 2 - Build -out Turning Movement Voiumes Ai'v1 Peek Period T 22 PM_Peok_Per oc - 7- -35 t FT 34- 51 U iz T FT Source: Littlejohn Project Traffic ._knah s s The project trips were added to the existing peak hour/peak direction traffic volumes in order to determine the ability of the roadway segments to handle the extra capacity anticipated due to the construction of the development. As showr .n —at e ., all roadway segments are oroiected to operate at LOS C in the build -out, the ''Highest achievable level of service 'Cr tIese ~oa_'wav segments. T s would also 7e the case M'tl, the ^Igher triD generation :-ate if ^.e Ctre!" T- _aicllat',C%f' was Sec. '� Littlejohn Table 5 — Future Roadway Segment Analysis January 26, 2014 Page 7 of 9 .)ource: ruU 1 Y/LW Handbook Littlejohn The combined background trips and project trips were analyzed using Synchro 8, as shown in Taiade 6. With the build -out volumes, the minor street approaches to SR AIA (at South Cape Shores Drive and the Cumberland Farms driveway) operate at LOS C in the AM peak period, but operate at LOS F in the PM peak period, indicating that vehicles are projected to wait approximately a minute on average to turn out of the Cumberland Farms driveway and two minutes to turn from South Cape Shores Drive onto SR AIA. This is a substantial increase in delay for the residents in the area. However, the intersection operates at LOS A overall due to the free-flow movements on SR A IA. Table 6 - Future Intersection Delays and Level of Service •► Intersection Approach # of Area LOS Service Existing Volume Peak 1i Peak Project Total SR A I A@ Roadway Segment Lanes Type Std. at Std. Peak Dir. Dir. Trips Trips LOS of Cape Shores Dr 1,900 1 608 S. Cape Shores Dr ®N Omni ' No= 22.1 IS of, 0.0 SR AIA @ LOS A C A A Cumberland Farms TWSC Dela sec/veh 1.4 20.8 .)ource: ruU 1 Y/LW Handbook Littlejohn The combined background trips and project trips were analyzed using Synchro 8, as shown in Taiade 6. With the build -out volumes, the minor street approaches to SR AIA (at South Cape Shores Drive and the Cumberland Farms driveway) operate at LOS C in the AM peak period, but operate at LOS F in the PM peak period, indicating that vehicles are projected to wait approximately a minute on average to turn out of the Cumberland Farms driveway and two minutes to turn from South Cape Shores Drive onto SR AIA. This is a substantial increase in delay for the residents in the area. However, the intersection operates at LOS A overall due to the free-flow movements on SR A IA. Table 6 - Future Intersection Delays and Level of Service •► Intersection Approach Intersection• •l Conditions Overall AM Peak Period SR A I A@ LOS A C A A S. Cape Shores Dr TWSC Dela sec/veh 0.6 22.1 0.4 0.0 SR AIA @ LOS A C A A Cumberland Farms TWSC Dela sec/veh 1.4 20.8 1.6 0.0 S. Cape Shores Dr @ LOS A A A A Cumberland Farms TWSC Dela sec/veh 6.2 0.0 5.5 1 8.5 PM Peak Period SR A I A@ LOS A = A A S. Cape Shores Dr TWSC Dela sec/veh 5.7 SR A I A@ LOS A = A A Cumberland Farms TWSC Dela sec/veh 5.1 .; 8.4 0.0 S. Cape Shores Dr @ LOS A A A A Cumberland Farms TWSC Dela (sec/veh) 3.9 0.0 3.2 I 3.8 source: !_;ttlelonr Lngmeerimg Associates At ursignahzed :ntersectOrs. o ,�. jeiay :s gereraily acceptabie pr: ,e .;!r or app" oar. f sue+yes are acceptable. in the ?"ll peak Oericd, the 950 percentile queue iergtr or the SOiw'=" rape Slrores D—ve approach to SR AIA is 4.8 vehicles, while the 95L1 ;percentile queue length at *�e C'umherland "arms driveway is 2.6 vehicles. T;:ere snou3d De sufficient storage along Cape Shores terve 2C to satisfy a 5 vehicle queue, and s;_ f!cient stor age ':)etweer "Che stop 'bar arc _ie 7a3 Dur `z)s sil ls"✓ a 3 ✓er'iC e queue. 19 Littlejohn January 26, 2014 Page 8 of 9 Conclusions Although the roadway segments surrounding the project site have sufficient capacity to satisfy the demands of the proposed Cumberland Farms store, the unsignalized intersections which provide access to and from the project site are expected to have significant delays on the minor street approaches in the PM peak period. These delays, while exceeding the recognized `acceptable' level of service standards, do not produce excessive queues which block access to other access points/portions of the Cumberland Farms site. Although the capacity and operational analysis only show a minor impact on the operations i g of the intersection of SR AIA/South Cape Shores Drive and minor delays on the project site access to SR A I A, there may be some safety issues with turning movements into the ( ' roadways and driveways surrounding the F project site. The existing two-way left -turn �. lane (TWLTL) is striped to end south of South Cape Shores Drive so that the TWLTL Beach Plaza to the north can convert into a dedicated ' 1kI southbound left -turn lane to turn onto Arthur hilldi► Avenue. Within the current pavement striping, vehicle wishing to turn left onto (, �. Arthur Ave South Cape Shores Drive must turn left from the through lane. However, this is not au typical behavior of vehicles on a street with a r TWLTL, and vehicles pausing in the through"�w k lane in order to find a gap to turn left could CTihiberland create a safety hazard with the northbound Farms approach vehicles from behind. If the TWLTL Lido CakLet would be striped continuously through that area, without any dedicated left -turn lanes'" shown, other safety hazards may appear with _ overlapping vehicles in the TWLTL. Of critical concern are movements such as the northbound left turn onto South Cape Shores Drive and the southbound left turn onto Arthur Avenue, which require vehicles to sit in the same portion of the two -way -left turn lane due to the offset intersections on SR. AIA. Thus, additional anaiysis as to the interactions between turning movements on SR AIA, from the driveway to the Beach Plaza to the driveway for the Lido Caberet !the driveways immediately north and south of the project sire! is recommended. These five ' r;veways/access dr;ves are withir a^ approximate 3r f? secticr of A' and can be expec*ed *o ^ave over'aooing ^evemerts atdirrg _�e T`M L7 L. �-,e imt'a, ,.!alms :mai:e 'r -he _Dec"a exer-D'• a,-_ -,r v :�a,P.:a ia:i{ a`„�.. w'tr _-a _a -�w- �elow: D � _mes ar> ^a izec ar:c ecr_v s '`a t� fOlUn"'�'S �w,ll s. {'Ce � _ �_wa�. T-,-ai{IC generatlOn for ':he SIt2 S :"`.":C�2i'ate. �O`Never, 'JeveloDme- s of iS `:Y� e ?rovlde a lot 3? .nternai capture Ol _ra'f6c : ue .,el Service ar.d _onvenience 3t0r2 consolidation. Littlejohn January 26, 2014 Page 9 of 9 ■ .ANALYSIS: Analyzing the project trips using the proper gas/convenience store land use code includes any internalization between project trips for gas and convenience store purposes. Driveways provide sufficient access to project site; however, extended delays are expected for vehicles turning onto SR A I A from South Cape Shores Drive and the gas station. ■ STATEMENT: Vehicular & pedestrian access & safety is readily available and currently served from the adjacent roads. ■ ANALYSIS: Due to proximity of surrounding driveways and current striping of TWLTL on SR A I A, there may be safety concerns for vehicles turning in and out of the project site. ■ S—, AT Loading areas are segregated away from customer use. ■ ANALYSIS: This statement is true based on the site plan. Based on the results of this analysis, additional analysis of SR A I A and the other intersections in the immediate area is recommended to determine the interactions between the turning movements analyzed in this analysis (to and from Cape Shores Drive and to and from the Cumberland Farms driveway on SR A I A) and the turning movements for the roadways and driveways on the east side of SR A I A surrounding the access points for Cumberland Farms. Vehicles queuing in the TWLTL on SR A I A for the driveways on the east side of SR AIA would block the left -turn movement out of the Cumberland Farms development, contributing to longer delays and queues than shown in this analysis. Long delays may introduce driver actions that in some cases have a tendency to create unsafe decisions. Roadway Count Summary GMB Engineers & Planners, Inc. County Brevard City Cape Canaveral Intersection AlA & Cape Shores Or. Date January 21, 2015 All Vehicles Time Period 7:00 to 9:00 GMB Project #: 15-011.01 Eastbound Westbound Time Period Left Through Right Left Through Right 7:00 7:15 Northbound 0 2 Southbound 0 Time Period Left Through Right Left Through Right 7:00 7:15 0 246 0 0 126 0 7:15 7:30 2 245 0 1 176 0 7:30 7:45 0 345 1 1 228 0 7:45 8:00 0 321 0 0 244 2 8:00 8:15 2 278 0 0 253 0 8:15 8:30 3 264 0 1 235 0 8:30 8:45 3 249 0 0 215 1 8:45 9:00 4 245 0 0 244 2 0 14 2,193 1 3 1,721 5 Eastbound Westbound Time Period Left Through Right Left Through Right 7:00 7:15 0 0 2 0 0 0 7:15 7:30 1 0 2 0 0 0 7:30 7:45 1 0 1 0 0 1 7:45 8:00 1 0 0 i 0 0 0 8:00 8:15 3 0 2 0 0 8:15 8:30 0 0 1 0 0 1 8:30 8:45 1 0 3 0 0 0 8:45 9:00 3 0 3 0 0 0 10 0 14 1 0 2 2 96C 2 2 North ;' South I East;" West Peak Dour 730 - 3:30 y Peak Hour Factor � 0.95 4 S 1,208 1 Total Pk air Voume 2,190 Roadway Count Summary GMB Engineers & Planners, Inc. County Brevard City Cape Canaveral Intersection AIA & Cape Shores Cir. Date January 21, 2015 Time Period 7:00 to 9:00 Trucks GMB Project #: 15-011.01 Northbound Southbound Time Period Left Through Right Left Through Right 7:00 7:15 0 5 0 0 4 0 7:15 7:30 0 3 0 0 1 0 7:30 7:45 0 3 0 0 3 0 7:45 8:00 0 7 0 0 5 0 8:00 8:15 0 7 0 0 7 0 8:15 8:30 1 8 0 0 9 0 8:30 8:45 0 8 0 0 4 0 8:45 9:00 0 7 0 0 3 0 Eastbound Westbound Time Period Left Through Right Left Through Right 7:00 7:15 0 0 0 0 0 0 7:15 7:30 0 0 0 0 0 0 7:30 7:45 0 0 0 0 0 0 7:45 8:00 0 0 0 0 0 0 8:00 8:15 0 0 0 0 0 0 8:15 8:30 0 0 0 0 0 0 8:30 8:45 0 0 0 t 0 0 0 8:45 9:00 1 0 0 0 0 0 North ! South 0.0% 2.5% 0.0% �. 0.0% A.' a. 4—� 0.0% East West ape Shores L 0.0% Peak Hour 7:30 - 8:30 0.0% t 0.0% ---� 0.0% 20.0% 2.1% 0.0% Roadway Count Summary GMB Engineers & Planners, Inc. County Brevard City Cape Canaveral Intersection AlA & Cape Shores Cir. Date January 21. 2015 All Vehicles Time Period 16:00 to 18:00 GMB Project #: 15-011.01 Northbound Southbound Time Period Left Through Right Left Through Right 16:00 16:15 5 371 0 1 339 2 16:15 16:30 10 360 0 0 378 5 16:30 16:45 6 335 0 0 423 7 16:45 17:00 10 323 0 0 394 5 17:00 17:15 7 351 0 0 356 0 17:15 17:30 3 398 0 0 436 3 17:30 17:45 9 353 0 0 399 2 17:45 18:00 3 331 0 0 367 2 1 0 53 2,822 0 1 3,092 26 15 North / South A1.= i East /West Cane shores Cr. Peak Hour 16:30 - 17:30 Peak Hour Factor 0.91 Total Pk Hr iloume 3,098 1,609 0 - I 34 � 26 t,407 Eastbound Westbound Time Period Left Through Right Left Through Right 16:00 16:15 1 0 12 0 0 0 16:15 16:30 2 0 11 0 0 0 16:30 16:45 5 0 12 0 0 0 16:45 17:00 1 0 5 0 0 0 17:00 17:15 1 0 9 0 0 0 17:15 17:30 0 0 8 0 0 0 17:30 17:45 2 0 6 0 0 0 17:45 18:00 1 0 14 1 0 0 0 13 0 77 0 0 0 15 North / South A1.= i East /West Cane shores Cr. Peak Hour 16:30 - 17:30 Peak Hour Factor 0.91 Total Pk Hr iloume 3,098 1,609 0 - I 34 � 26 t,407 Roadway Count Summary GMB Engineers & Planners, Inc. County Brevard 0.0% City Cape Canaveral Intersection AIA & Cape Shores Cir. Date January 21, 2015 Time Period Left Through Time Period 16:00 to 18:00 Trucks 0 0 0 0 0 GMB Project #: 15-011.01 0 0 Northbound 0 Southbound 0 Time Period Left Through Right Left Through Right 16:00 16:15 0 3 0 0 5 0 16:15 16:30 0 9 0 0 1 0 16:30 16:45 0 4 0 0 1 0 16:45 17:00 0 3 0 0 1 0 17:00 17:15 0 3 0 0 4 0 17:15 17:30 0 2 0 0 5 0 17:30 17:45 0 5 0 0 4 0 17:45 18:00 0 3 0 0 7 0 Peak dour 16:30 - 17:30 0.0% 0.0% —� Eastbound Westbound Time Period Left Through Right Left Through Right 16:00 16:15 0 0 0 0 0 0 16:15 16:30 0 0 0 0 0 0 16:30 16:45 0 0 0 0 0 0 16:45 17:00 0 0 0 0 0 0 17:00 17:15 0 0 0 0 0 0 17:15 17:30 0 0 0 0 0 0 17:30 17:45 0 ., 0 0 0 0 17:45 18:00 0 0 0 0 0 0 North / South 0.0% 0.7% 0.00/0 � 0.0% East i West gape Snores % Peak dour 16:30 - 17:30 0.0% 0.0% —� 0.0% 0.9% 0.0% 1 Additional Notes & Observations: Date: Project: --7-77JEL Namc: GMB ENGINEERS 6 PLA7;5, M. 2013 PEAK SEASON FACTOR CATEGORY REPORT - REPORT TYPE: ALL CATEGORY: 7000 BREVARD COUNTYWIDE MOCF: 0.94 WEEK DATES SF PSCF -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- 1 01/01/2013 - 01/05/2013 1.00 1.06 2 01/06/2013 - 01/12/2013 1.00 1.06 3 01/13/2013 - 01/19/2013 1.00 1.06 4 01/20/2013 - 01/26/2013 0.99 1.05 * 5 01/27/2013 - 02/02/2013 0.97 1.03 * 6 02/03/2013 - 02/09/2013 0.96 1.02 * 7 02/10/2013 - 02/16/2013 0.95 1.01 * 8 02/17/2013 - 02/23/2013 0.93 0.99 * 9 02/24/2013 - 03/02/2013 0.92 0.98 *10 03/03/2013 - 03/09/2013 0.92 0.98 *11 03/10/2013 - 03/16/2013 0.91 0.97 *12 03/17/2013 - 03/23/2013 0.90 0.96 *13 03/24/2013 - 03/30/2013 0.92 0.98 *14 03/31/2013 - 04/06/2013 0.93 0.99 *15 04/07/2013 - 04/13/2013 0.95 1.01 *16 04/14/2013 - 04/20/2013 0.97 1.03 *17 04/21/2013 - 04/27/2013 0.98 1.04 18 04/28/2013 - 05/04/2013 0.99 1.05 19 05/05/2013 - 05/11/2013 1.00 1.06 20 05/12/2013 - 05/18/2013 1.01 1.07 21 05/19/2013 - 05/25/2013 1.02 1.09 22 05/26/2013 - 06/01/2013 1.02 1.09 23 06/02/2013 - 06/08/2013 1.03 1.10 24 06/09/2013 - 06/15/2013 1.04 1.11 25 06/16/2013 - 06/22/2013 1.05 1.12 26 06/23/2013 - 06/29/2013 1.04 1.11 27 06/30/2013 - 07/06/2013 1.04 1.11 28 07/07/2013 - 07/13/2013 1.04 1.11 29 07/14/2013 - 07/20/2013 1.04 1.11 30 07/21/2013 - 07/27/2013 1.04 1.11 31 07/28/2013 - 08/03/2013 1.04 1.11 32 08/04/2013 - 08/10/2013 1.04 1.11 33 08/11/2013 - 08/17/2013 1.04 1.11 34 08/18/2013 - 08/24/2013 1.04 1.11 35 08/25/2013 - 08/31/2013 1.05 1.12 36 09/01/2013 - 09/07/2013 1.06 1.13 37 09/08/2013 - 09/14/2013 1.06 1.13 38 09/15/2013 - 09/21/2013 1.07 1.14 39 09/22/2013 - 09/28/2013 1.06 1.13 40 09/29/2013 - 10/05/2013 1.05 1.12 41 10/06/2013 - 10/12/2013 1.04 1.11 42 10/13/2013 - 10/19/2013 1.03 1.10 43 10/20/2013 - 10/26/2013 1.03 1.10 44 10/27/2013 - 11/02/2013 1.03 1.10 45 11/03/2013 - 11/09/2013 1.03 1.10 46 11/10/2013 - 11/16/2013 1.03 1.10 47 11/17/2013 - 11/23/2013 1.03 1.10 48 11/24/2013 - 11/30/2013 1.02 1.09 49 12/01/2013 - 12/07/2013 1.01 1.07 50 12/08/2013 - 12/14/2013 1.01 1.07 51 12/15/2013 - 12/21/2013 1.00 1.06 52 12/22/2013 - 12/28/2013 1.00 1.06 53 12/29/2013 - 12/31,/2013 1.00 _.06 * 7EAK SEASON -2011 D3 5 2013 PEAK SEASON FACTOR CATEGORY REPORT - REPORT TYPE: ALL CATEGORY: 7095 BREVARD I95 MOCF: 0.98 WEEK DATES SF PSCF -------------------------------------------------------------------------------- 1 01/01/2013 - 01/05/2013 0.93 ------------------------- 0.95 2 01/06/2013 - 01/12/2013 0.99 1.01 3 01/13/2013 - 01/19/2013 1.04 1.06 4 01/20/2013 - 01/26/2013 1.03 1.05 5 01/27/2013 - 02/02/2013 1.02 1.04 6 02/03/2013 - 02/09/2013 1.02 1.04 * 7 02/10/2013 - 02/16/2013 1.01 1.03 * 8 02/17/2013 - 02/23/2013 1.00 1.02 * 9 02/24/2013 - 03/02/2013 0.98 1.00 *10 03/03/2013 - 03/09/2013 0.96 0.98 *11 03/10/2013 - 03/16/2013 0.93 0.95 *12 03/17/2013 - 03/23/2013 0.91 0.93 *13 03/24/2013 - 03/30/2013 0.93 0.95 *14 03/31/2013 - 04/06/2013 0.96 0.98 *15 04/07/2013 - 04/13/2013 0.98 1.00 *16 04/14/2013 - 04/20/2013 1.00 1.02 *17 04/21/2013 - 04/27/2013 1.01 1.03 *18 04/28/2013 - 05/04/2013 1.01 1.03 *19 05/05/2013 - 05/11/2013 1.02 1.04 20 05/12/2013 - 05/18/2013 1.02 1.04 21 05/19/2013 - 05/25/2013 1.02 1.04 22 05/26/2013 - 06/01/2013 1.02 1.04 23 06/02/2013 - 06/08/2013 1.03 1.05 24 06/09/2013 - 06/15/2013 1.03 1.05 25 06/16/2013 - 06/22/2013 1.03 1.05 26 06/23/2013 - 06/29/2013 1.03 1.05 27 06/30/2013 - 07/06/2013 1.02 1.04 28 07/07/2013 - 07/13/2013 1.02 1.04 29 07/14/2013 - 07/20/2013 1.01 1.03 30 07/21/2013 - 07/27/2013 1.01 1.03 31 07/28/2013 - 08/03/2013 1.01 1.03 32 08/04/2013 - 08/10/2013 1.01 1.03 33 08/11/2013 - 08/17/2013 1.01 1.03 34 08/18/2013 - 08/24/2013 1.01 1.03 35 08/25/2013 - 08/31/2013 1.03 1.05 36 09/01/2013 - 09/07/2013 1.05 1.07 37 09/08/2013 - 09/14/2013 1.07 1.09 38 09/15/2013 - 09/21/2013 1.09 1.11 39 09/22/2013 - 09/28/2013 1.08 i.10 40 09/29/2013 - 10/05/2013 1.06 1.08 41 10/06/2013 - 10/12/2013 1.05 1.07 42 10/13/2013 - 10/19/2013 1.03 1.05 43 10/20/2013 - 10/26/2013 1.02 1.04 44 10/27/2013 - 11/02/2013 1.01 1.03 45 11/03/2013 - 11/09/2013 1.00 1.02 46 11/10/2013 - 11/16/2013 0.99 1.01 47 11/17/2013 - 11/23/2013 0.98 1.00 48 11/24/2013 - 11/30/2013 0.97 0.99 49 12/01/2013 - 12/07/2013 0.96 0.98 50 12/08/2013 - 12/14/2013 0.94 0.96 51 12/15/2013 - 12/21/2013 0.93 0.95 52 12/22/2013 - 12/28/2013 0.99 1.01 53 12/29j'20'--3 - 12/31'2013 1.04 1,06 * ?EAK SEASON HCM 2010 TWSC 1: N Atlantic Ave (Al A) & Cape Shores Dr 1/22/2015 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Vol. veh/h 5 4 5 1196 950 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None Critical Hdwy Stg 2 None - None Storage Length 0 3.3 2.4 - 93 521 Veh in Median Storage. # 0 321 - 0 0 493 Grade, % 0 - 0 0 Mov Cap -1 Maneuver Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles 0 0 20 2 3 0 Mvmt Flow 5 4 5 1259 1000 2 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1641 501 1002 0 0 Stage 1 1001 - - - - Stage 2 640 - - Critical Hdwy 6.8 6.9 4.5 Critical Hdwy Stg 1 5.8 - - Critical Hdwy Stg 2 5.8 - -ollow-up Hdwy 3 5 3.3 2.4 Pot Cap -1 Maneuver 93 521 588 Stage 1 321 - - Stage 2 493 - - Platoon blocked. 1,o Mov Cap -1 Maneuver 90 521 588 Mov Cap -2 Maneuver 214 - - Stage 1 321 Stage 2 479 Approach EB NB SB HCM Control Delay. s 17.8 0.2 0 HCM LOS Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 588 290 -iCM Lane 'v C Page HCM Control Delati (s; 73 CM _ane _ _ HCM 95th 'Ibtile C(veh Existing/No-Build 1i'20/2015 AM Peak Synchro 8 Report Page 1 HCM 2010 TWSC 1: N Atlantic Ave (A1A) & Cape Shores Dr 1/22/2015 Intersection Int Delay, s/veh 2.6 Movement EBL EBR NBL NBT SBT SBR Vol. veh/h 7 34 26 1407 1609 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None Critical Hdwy Stg 2 None - None Storage Length 0 3.3 2.2 - 21 289 Veh in Median Storage, # 0 124 - 0 0 394 Grade. % 0 - 0 0 Mov Cap -1 Maneuver Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles. % 0 0 0 1 1 0 MvmtFlow 8 37 29 1546 1768 16 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 2606 892 1785 0 0 Stage 1 1776 - - - - Stage 2 830 - - Critical Hdwy 6.8 6.9 4.1 critical Hdwy Stg 1 5.3 - - Critical Hdwy Stg 2 5.8 - Follow-up Hdwy 3.5 3.3 2.2 Pot Cap -1 Maneuver 21 289 352 Stage 1 124 - - Stage 2 394 - - Platoon blocked. Mov Cap -1 Maneuver 9 289 352 Mov Cap -2 Maneuver 68 - - Stage 1 124 Stage 2 164 Approach EB NB SB HCM Control Delay. s 30.4 4.7 0 HCM LOS Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h), 352 186 -�CM'_ane J C Kabc )8" 'HCM Control :eiav'sl 3C.4 -'CV _ant -C,M 35th'°;ile -,/er Existing/No-Build 1/20/2015 PM Peak Synchro 3 Report Page 1 HCM 2010 TWSC 1: N Atlantic Ave (Al A) & Cape Shores Dr 1/22/2015 Intersection Int Delay, s/veh 0.6 Movement EBL EBR NBL NBT SBT SBR Vol. veh/h 30 13 10 1188 949 19 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None Critical Hdwy Stg 2 None - None Storage Length 0 3.3 2.4 - 91 515 Veh in Median Storage, # 0 318 - 0 0 489 Grade, % 0 - 0 0 Mov Cap -1 Maneuver Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles. 0 0 20 2 3 0 Mvmt Flow 32 14 11 1251 999 20 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1655 509 1019 0 0 Stage 1 1009 - - - - Stage 2 646 - - Critical Hdwy 6.8 6.9 4.5 Critical Hdwy Stg 1 5.8 - - Critical Hdwy Stg 2 5.8 - Follow-up Hdwy 3.5 3.3 2.4 Pot Cap -1 Maneuver 91 515 578 Stage 1 318 - - Stage 2 489 - - Platoon blocked. °,o Mov Cap -1 Maneuver 85 515 578 Mov Cap -2 Maneuver 209 - - Stage 1 318 Stage 2 459 Approach EB NB SB HCM Control Delay, s 22.1 0.4 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 578 255 HCM Lane 'J C Path- J u'8- HCM Ccntroi '�Deiay s 13 HCM '_ae� `!CM -95th '%tile '(wen Future/Build-Out 1/20/2015 AM Peak Synchro 8 Report Page 1 HCM 2010 TWSC 2: N Atlantic Ave (Al A) & Cumberland Farm 1/2212015 Intersection Int Delay, slveh 1.4 Movement EBL EBR NBL NBT SBT SBR Vol. vehih 25 36 48 1174 938 26 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control StopStop Critical Hdwy Free Free Free Free RT Channelized - None Critical Hdwy Stg 2 None - None Storage Length 0 3.3 22 - 82 516 Veh in Median Storage. # 0 321 - 0 0 449 Grade. % 0 - 0 0 Mov Cap -1 Maneuver Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles. "o 0 0 0 2 2 0 Mvmt Flow 26 38 51 1236 987 27 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1720 507 1015 0 0 Stage 1 1001 - - - - Stage 2 719 - - Critical Hdwy 6.8 6.9 4.1 Critical Hdwy Stg 1 5.8 - - Critical Hdwy Stg 2 5.8 - - 1=ollow-up Hdwy 3.5 3.3 22 Pot Cap -1 Maneuver 82 516 691 Stage 1 321 - - Stage 2 449 - - Dlatoon blocked. °o Mov Cap -1 Maneuver 63 516 691 Mov Cap -2 Maneuver 180 - - Stage 1 321 Stage 2 343 Approach EB NB SB HCM Control Delay, s 20.8 1.6 0 -ICM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (vehih) 69^ 292 --i M pane i C Ratir CM Control -Delay 's _ 20.3 V -ant -�C'VI 95th o'o7ile �pen' Future/Build-Out 1/20/2015 .AM Peak Synchro 8 Report Page 2 HCM 2010 TWSC 3: Cumberland Farms & Cape Shores Dr 1/22/2015 Intersection Int Delay, s/veh 6.2 Movement EBT EBR WBL WBT NBL NBR Vol. veh/h 9 0 22 7 0 34 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 5.4 None Critical Hdwy Stg 2 None - None Storage Length 22 3.5 3.3 - 0 948 Veh in Median Storage, # 0 - 1019 0 0 - Grade. % 0 Platoon blocked.' 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, 1% 0 0 0 14 0 0 Mvmt Flow 9 0 23 7 0 36 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 9 0 63 9 Stage 1 - - - - 9 - Stage 2 - 54 - Critical Hdwy 4.1 6.4 6.2 Critical Hdwy Stg 1 - 5.4 - Critical Hdwy Stg 2 - 5.4 - Follow-up Hdwy 22 3.5 3.3 Pot Cap -1 Maneuver 1624 948 1079 Stage 1 - 1019 - Stage 2 - 974 - Platoon blocked.' Mov Cap -1 Maneuver 1624 935 1079 Mov Cap -2 Maneuver 935 - Stage 1 - 1019 Stage 2 960 Approach EB WB NB HCM Control Delay. s 0 5.5 8.5 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity !veh/h) 101 1624 SCM Lane v C gat'c 3:; 14 SCM Controi Celav "s; 8.5 _ ��CIVI a5th 3,°-ile x! yen. - - suture/Build-Out 1/2012015 AM Peak Synchro 8 Report Page 3 HCM 2010 TWSC 1: N Atlantic Ave (Al A) & Cape Shores Dr 1/22/2015 Intersection Int Delay, s/veh 5.7 Movement EBL EBR NBL NBT SBT SBR Vol. veh/h 36 45 32 1394 1598 40 Conflicting Peds; #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None Critical Hdwy Stg 2 None - None Storage Length 0 3.3 2.2 - -20 285 Veh in Median Storage, # 0 123 - 0 0 391 Grade. °% 0 - 0 0 Mov Cap -1 Maneuver Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles. °% 0 0 0 1 1 0 Mvmt Flow 40 49 35 1532 1756 44 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 2614 900 1800 0 0 Stage 1 1778 - - - - Stage 2 836 - - Critical Hdwy 6.8 6.9 4.1 Critical Hdwy Stg 1 5.8 - - Critical Hdwy Stg 2 5.8 - - Follow-up Hdwy 3.5 3.3 2.2 Pot Cap -1 Maneuver -20 285 347 Stage 1 123 - - Stage 2 391 - - Platoon blocked.' Mov Cap -1 Maneuver -6 285 347 Mov Cap -2 Maneuver 60 - - Stage 1 123 Stage 2 126 Approach EB NB SB HCM Control Delay. s 119.2 5.7 0 HCM LOS F Minor LaneiMajor Mvmt NBL NBT EBLn1 SBT SBR Capacity !veh/h) 347 107 ACV -ane C Ratic CM Control Delay ss - -CM 95th'%tile -x(ven) 3.3 - 4.3 Notes /olunrie =_xceeds -,apacity 3 Delay =xceeds')COs --crmputation Not Cetinec ?i! -na or ,/olume ir. "latoor Future/Build-Out 1'2012015 PM Peak Synchro 8 Report Page 1 HCM 2010 TWSC 2: N Atlantic Ave (Al A) & Cumberland Farm 1/22/2015 Intersection Int Delay, s/veh 5.1 Movement EBL EBR NBL NBT SBT SBR Vol. veh/h 29 46 49 1397 1606 37 Conflicting Peds. #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None 5.8 None Storage Length 0 Critical Hdwy Stg 2 5.8 - - Veh in Median Storage, # 0 3.3 2.2 0 0 -19 Grade. % 0 - Stage 1 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles. % 0 0 0 1 1 0 Mvmt Flow 32 51 54 1535 1765 41 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 2660 903 1805 0 0 Stage 1 1785 - - - - Stage 2 875 - - Critical Hdwy 6.8 6.9 4.1 Critical Hdwy Stg 1 5.8 - - Critical Hdwy Stg 2 5.8 - - Follow-up Hdwy 3.5 3.3 2.2 Pot Cap -1 Maneuver -19 284 346 Stage 1 122 - - Stage 2 373 - - Platoon blocked. '/, Mov Cap -1 Maneuver - 19 284 346 Mov Cap -2 Maneuver 90 - - Stage 1 122 Stage 2 373 Approach EB NB SB HCM Control Delay, s 51.9 8.4 0 -'CM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 346 155 CM ane', C R a t i c 156 532 "CM Control Delay !sl 17.3 3 ' 51.9 - 'M '_ane - KM 95th1.oiile "(';en ' o Notes - /olume exceeds capacity S Delay axceeds 300s Compntatior Not DeflneG All major volume it oiatoon Future/Build-Out 1/20/2015 .'M Peak Synchro 8 Report Page 2 HCM 2010 TWSC 3: Cumberland Farms & Cape Shores Dr 1/22/2015 Intersection Int Delay, s/veh 3.9 Movement EBT EBR WBL WBT NBL NBR Vol. veh/h 41 2 31 41 4 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized 5 4 None Critical Hdwy Stg 2 None - None Storage Length 22 3.5 3.3 - 0 837 Veh in Median Storage, # 0 - 982 0 0 - Grade. % 0 Platoon blocked. 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles. % 0 0 0 0 0 0 Mvmt Flow 45 2 34 45 4 44 Major/Minor Majorl Major2 Minorl x_ ,48 u 2 2 Conflicting Flow All 0 0 47 0 159 46 Stage 1 - - - - 46 - Stage 2 - 113 - Critical Hdwy 4.1 6.4 6.2 Critical Hdwy Stg 1 - 5 4 - Critical Hdwy Stg 2 - 5.4 - Follow-up Hdwy 22 3.5 3.3 Pot Cap -1 Maneuver 1573 837 1029 Stage 1 - 982 - Stage 2 - 917 - Platoon blocked. Mov Cap -1 Maneuver 1573 819 1029 Mov Cap -2 Maneuver - 819 - Stage 1 982 Stage 2 897 Approach EB WB NB HCM Control Delay, s 0 3.2 8.8 HCM LOS A Minor LaneiMaior Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h 1006 1513 -±CM mane V C Ratio x_ ,48 u 2 2 HCM Control Delay ;s 8.8 73 -rM'_a-e �c _ -CM 95th "°tile Ci ger: 72 Future/Build-Out 1/20/2015 PM Peak Synchro 8 (Report Page 3