GAI Consultants – 2004 Roundabout Feasibility StudyRoundabout Feasibility study for the
Intersection of Seminole Road, Sheny
Drive and Plaza Drive
Prepared for the City of Atlantic Beach, Florida
April 2004
N SSl
IdIgh
10199 Southside Blvd., Suite 103
Jacksonville, FI 3256-0757
Ij Phone: 904-363-1110
gai cconsultants Fax: 904-363-1115
•
•
TABLE OF CONTENTS
1 EXECUTIVE SUMMARY.................................................................................................................... 2
2 INTRODUCTION.................................................................................................................................. 6
2.1 ROUNDABOUT CHARACTERISTICS................................................................................................... 6
2.2 USE OF ROUNDABOUTS................................................................................................................... 8
3 ROUNDABOUT JUSTIFICATION...................................................................................................... 8
3.1 ROUNDABOUT JUSTIFICATION PROCEDURE..................................................................................... 8
3.2 COMMON ANALYSIS DATA.............................................................................................................. 9
3.3 JUSTIFICATION CATEGORIES............................................................................................................ 9
3.4 PRELIMINARY GEOMETRIC DESIGN............................................................................................... 10
3.5 ROUNDABOUT PERFORMANCE ANALYSIS...................................................................................... 11
3.5.1 Traffic Operation at Roundabouts........................................................................................ 11
3.5.2 Roundabout Capacity Defined.............................................................................................. 13
3.6 PERFORMANCE OF ALTERNATIVE CONTROL MODES..................................................................... 14
3.7 CONTRAINDICATING FACTORS...................................................................................................... 15
4 PHYSICAL IMPACTS TO THE INTERSECTION............................................................................ 15
5 EMERGENCY VEHICLE TRAFFIC CONTROL SIGNAL............................................................... 16
6 CONCLUSION.................................................................................................................................... 16
7 PRELIMINARY CONSTRUCTION COST ESTIMATES................................................................. 17
Appendix A — Traffic Analysis Worksheet
• Traffic Count Data
• Traffic Signal Warrant Analysis
• Stop Control Warrant Summary & Level of Service
• Roundabout Capacity Analysis
• Vehicle Movements (Auto -Turn Output)
Appendix B — Conceptual Construction Cost Estimates
1
t1 Executive Summary
The City of Atlantic Beach (City) requested a feasibility study to assess the potential for installing a
roundabout at the "all -way stop controlled" intersection of Seminole road, Sherry drive and Plaza drive.
The feasibility study details roundabout justification based on current guidelines, recent traffic counts and
preliminary known site conditions. To address the findings, the City has requested that the following
questions be addressed:
• Will a roundabout be safer?
• Will traffic move in a quick and easy manner through the intersection?
• What impacts will the roundabout have on the existing intersection?
• What will it take to build the roundabout?
Will a roundabout be safer? The roundabout design is a safer intersection configuration than the
existing All -Way -Stop for the following reasons:
• The roundabout is designed to promote an average speed of 12mph or less between merging
traffic.
• Vehicles only move in one direction.
• Turning movements into and out of the roundabout are right turns.
• Drivers are forced to slow down prior to entering the intersection and yielding to traffic.
• Pedestrian and bicycle safety is improved because of the designed crossing and refuge island.
It is important to note that the City of Atlantic Beach has indicated that the existing All -Way- Stop
intersection has not experienced serious accidents and that it is currently considered a safe intersection.
Serious vehicle crashes typically occur when motorists run through stop signs.
Will traffic move in a quick and easy manner through the intersection? Traffic will move quicker
through the intersection because:
• Roundabouts operate at an improved efficiency compared to intersections operating under an
all -way stop condition, since the motorist does not have to consider multiple vehicle
movements.
• Intersection entry is designed as a yield condition in lieu of a stop condition.
• An improved intersection capacity was calculated, due to reduction in delay.
What impacts will the roundabout have on the existing intersection? The preliminary layout indicates
the following:
• The proposed roundabout intersection can be built within the existing right-of-way. Right-of-
way acquisition is not necessary.
• A residential property owner on the NW corner of Seminole Road has a driveway that will
interfere with the proposed roundabout. The property owner will need to be advised of the
driveway realignment required.
• The Fire station vehicle access can be accommodated. A pre-emptive signal is being
considered to help stop motorists during ingress and egress of the emergency vehicles.
• Several amenities located on Plaza Drive will need to be removed or relocated (i.e. USPS
mailbox, Newspaper box, etc...)
• Overhead and underground utility adjustments will be assessed in design.
0
• What will it take to build the Roundabout? Funds, planning, final design and construction.
• Facility estimate including design and construction: $ 530,000.
• Planning: Determine additional elements to proposed design such as special monuments,
changes to concept, etc.
• Final design of the roundabout will need to consider community input, engineering survey,
utility adjustments, drainage modifications, permits and details to include roadway,
crosswalks, driveways, sidewalk, signing, pavement marking, lighting, landscaping and
emergency pre-emptive signals
• Construction and CEI (City Supervision)
•
�J
46
------- -----------
------------------
Figure 1: Existing Layout of the Seminole Roundabout
i " 1
•
•
Figure 2: Conceptual Layout of the Proposed Seminole Roundabout
•
r:
2 Introduction
The City of Atlantic Beach has authorized GAI Consultants, Inc. (GAI) to conduct a
roundabout feasibility study for the intersection of Seminole road, Sherry drive and Plaza
drive. This intersection has five approaches that currently use All -Way Stop Control (AWSC)
to maintain traffic flow. In addition to the five approaches, there is a driveway located at the
SW comer of Seminole road and Plaza drive that provides access to the fire station for
emergency vehicles. Traffic through the intersection consists mostly of passenger cars and a
few trucks and the posted speed for the approaching lanes is 25mph.
GAI performed the study using the Florida Roundabout Guide, 2nd Edition, MOT 5/10/96,
and Roundabouts: An Informational Guide, FHWA-RD-00-67, USDOT, June 2000.
The Florida Roundabout Guide presents a methodology for identifying appropriate
roundabout sites and estimating roundabout capacity and delay. It describes the design
principals and standards to which roundabouts installed on state roadways must conform and
offers guidelines for operational features such as signing, marking, lighting, landscaping, etc.
Roundabouts: An Informational Guide provides information and guidance about roundabouts,
resulting in designs that are suitable for a variety of typical conditions in the United States. As
more recent publication, it contains more detailed design guidelines for operational analysis
and geometric design.
2.1 Roundabout Characteristics
6
Figure 3: Basic Roundabout Configuration
• The layout in Figure 3 shows the basic features of a roundabout. The Florida Roundabout
Guide distinguishes roundabouts from traffic circles by a set of common characteristics,
which are listed below. Traffic circles that do not exhibit these characteristics are not
considered roundabouts by the FDOT. For comparison purposes the non -conforming features
found at some traffic circles are indicated in italics.
• Vehicles entering a roundabout on all approaches are required to yield to vehicles
within the circulating roadway. Traffic circles sometimes employ stop control or
signal control or give priority to entering vehicles.
• The circulating vehicles are not subjected to any other right of way conflicts and
weaving is kept to a minimum. Some traffic circles impose control measures within
the circulating roadway, or are designed with weaving areas to resolve conflicts
between movements.
• The speed at which a vehicle is able to negotiate the circulating roadway is
controlled by the location of the central island with respect to the alignment of the
right entry curb. Some traffic circles provide straight paths for major movements,
and some do not achieve adequate deflection for speed control because of small
central island diameter.
• No parking is allowed on the circulating roadway. Some traffic circles permit
parking within the circulating roadway.
• No pedestrian activities take place on the central island. Pedestrians are not allowed
to cross the circulating roadway. Some traffic circles provide for pedestrian crossing
to, and activities on the central island.
• All vehicles circulate counterclockwise, passing to the right of the central island. In
some traffic circles left -turning vehicles are expected to pass to the left of the central
island.
• Roundabouts are designed to properly accommodate specified design vehicles. Some
smaller traffic circles are unable to accommodate large vehicles usually because of
right of way constraints.
• Roundabouts have raised splitter islands on all approaches. Splitter islands enhance
safety by separating traffic in opposite direction, and provide refuge for pedestrians.
They are also an integral part of the deflection scheme. Some traffic circles do not
provide raised splitter islands.
• When pedestrian crossing are provided for the approach roads, they are placed
approximately one car length back from the entry point. Some traffic circles
accommodate pedestrians in other places, such as the yield point.
• The entry deflection is the result of physical features of a roundabout. Some traffic
circles rely on pavement markings to promote deflection.
While not explicit roundabout characteristics, the following features are necessary for a
roundabout to perform safely and efficiently:
• They must be easily identified in the road system;
• The layout must be clearly visible and appropriately marked;
• The layout must encourage drivers to enter the intersection slowly;
• Adequate sight distances must be provided at all entry points to enable the driver to
enter the intersection and to observe the movements of pedestrians and bicycles; and
0 • Adequate lighting must be provided for night time operation.
7
• 2.2 Use of Roundabouts
Roundabouts are used as an alternative form of traffic control for at -grade intersections in lieu
of traffic signals or stop signs. In general, roundabouts perform better at intersections where
traffic flows from the approaching lanes are roughly similar and include a high proportion of
left -turn traffic. However, for traffic flows with "volume to capacity ratio" greater than 0.85,
roundabouts tend to perform poorly compared to traffic signal control.
Roundabouts can improve safety by simplifying conflicts, reducing vehicle speeds and
providing a clearer indication of the driver's right of way compared to other forms of
channelization. They also provide an opportunity to improve the aesthetics of an intersection
with landscaping in connection with community enhancement projects.
One advantage for installing a roundabout at the intersection of Seminole Road, Sherry Drive
and Plaza Drive will be an improved intersection operation. A roundabout will be particularly
suitable because this intersection has five legs, and it is not desirable to give priority to either
road.
3 Roundabout Justification
The following questions must be answered to justify a roundabout as the most appropriate
form of control at any intersection:
Will a roundabout be expected to perform better than other alternative control
modes? In other words, will it reduce delay, improve safety or solve some other
operational control problem?
• Are there factors present that suggest that a roundabout would be a more appropriate
control, even if delays with a roundabout are slightly higher?
• If any contraindicating factors exist, can they be resolved satisfactorily?
3.1 Roundabout Justification Procedure
The FDOT has developed an eight -step procedure for conducting a roundabout justification
study, as follows:
1. Obtain common data
2. Identify justification category
3. Obtain data requirements specific to a particular category
4. Perform preliminary geometric design to establish feasibility
5. Analyze performance of a roundabout
6. Analyze performance of alternative control modes
7. Assess contraindications and propose mitigation treatments
8. Final recommendations and documentation.
0
C7
3.2 Common Analysis Data
Information gathered for analyzing the roundabout justification categories include, but not
limited to, the following:
• Data items for the "Traffic Signal" and "All -Way Stop" warrant study:
1. 12 -hour approach volumes,
2. Peak hour turning movement counts,
3. Existing geometrics,
4. Pedestrian & bicycle volumes
5. Distance to other intersections,
6. Crash experience,
7. Institutional locations,
8. Posted speed limits, and
9. Area population.
• Physical and right of way features and limitations;
• Site development features (businesses, driveways, etc.) and
• Community considerations
In addition, information on the following items were considered:
• Anticipated growth based on governing comprehensive plan
• Existence of traffic management strategies in the area
• Types of vehicles using the intersection
• Transit routes along the intersecting roadway
• Adjacent land uses
• Access to adjacent properties
• Compatibility with adjacent intersections
• Availability of power and lighting; and
• Posted and design speeds along the intersecting roads.
3.3 Justification Categories
To provide an organized approach to the justification process, the FDOT has developed a
series of categories, each of which represents a good reason to install a roundabout. These
categories are summarized in Table 1, in terms of their anticipated relationships to warrants
contained in the Manual on Uniform Traffic Control Devices (MUTCD) and the Highway
Capacity Manual (HCM) levels of service (LOS).
9
Table 1 Roundabout Selection Categories and Justification Conditions
Category and AWSC AWSC Signal Signal Number Conditions for
Description Warrant LOS Warrant LOS of Justification
Met? Met? Lanes
1 Community YES C NO N/A 1
Typically applied in
Enhancement
commercial and
civic districts.
6 Medium -Volume YES C NO N/A 1
Aesthetics are
Signal Alternative
important.
2 Traffic Calming NO C NO N/A 1
Primarily a
residential
7 Special Conditions YES C NO NA 1
application.
(such as unusual
Demonstrated need
geometrics, high
for traffic calming.
3 Safety YES C NO N/A 1
Existence of a safety
Improvement
problem which
would be alleviated
by use of a
roundabout
intersection
treatment.
4 All -Way Stop YES C NO N/A 1 Delay should
Alternative compare favorably
with AWSC.
5 Low -Volume YES C NO N/A 1
Delay should
Signal Alternative
compare favorably
with a signal.
6 Medium -Volume YES C NO N/A 1
Delay should
Signal Alternative
compare favorably
with a signal. Other
justifying factors
required.
7 Special Conditions YES C NO NA 1
Site specific
(such as unusual
justification required.
geometrics, high
volumes, ROW
limitations, etc.
•
The traffic count data obtained at this intersection were used to analyze the traffic signal, all -
way stop control and roundabout alternatives for the intersection. Analyses of the data
indicate that the conditions at this intersection warrant an AWSC but do not warrant a Traffic
Signal (See Appendix A for analysis of applicable signal warrants 1, 2, and 3; and AWSC
warrant summary). Therefore, the justification categories selected for this intersection are
"All -Way Stop Alternative" and "Community Enhancement".
3.4 Preliminary Geometric Design
The objective of preliminary geometric design is to establish a physical feasibility of the
roundabout for this location. It is desirable to achieve an optimal roundabout size, optimal
position, and optimal alignment of the approach legs, and that the geometry produces a
sufficiently curved path for vehicles as they negotiate the roundabout. This forces drivers to
reduce vehicular speeds, and reduce chances of collision as they merge, reduce risk to
pedestrians and also maintain adequate capacity.
Alignment of the approach legs is slightly offset to the left to make the central island more
conspicuous to drivers. A preliminary layout for the intersection is shown in Figure 2 (see
Figure 3 for the basic geometric elements of a roundabout).
10
•
11
Based on the traffic data, a Single Unit (SU) truck was selected as design vehicle to check
alignment and critical path radii for conformity to standard turning requirements. However,
larger vehicles can negotiate the roundabout by using the mountable apron on the outside
edge of the central island.
Figure 4: Photo of Existing Seminole Intersection
3.5 Roundabout Performance Analysis
A roundabout cannot be justified as the most appropriate form of control without a sense of
how it will perform at a specific intersection and how that performance will compare to other
intersection control alternatives. An operational analysis produces two kinds of estimates:
• Capacity of a facility, i.e. the ability of the facility to accommodate various streams
of users, and
Level of performance, often measured in terms of one or more measures of
effectiveness (MOEs), such as delay and queues.
Roundabouts produce both control delay and geometric delay. Control delay is a MOE that is
used to define level of service (LOS) at intersections. All intersections also cause drivers to
incur geometric delays when making turns.
3.5.1 Traffic Operation at Roundabouts
A roundabout brings together conflicting traffic streams, allows streams to safely merge and
traverse the roundabout, and exit the streams to their desired directions. The geometric
elements of the roundabout provide guidance to drivers approaching, entering and traveling
through a roundabout. Figure 5, shows the basic geometric elements of a roundabout.
11
0
•
Figure 5 Basic Geometric Elements of a Roundabout
Drivers approaching a roundabout must slow to a speed that will allow them to safely interact
with other users of the roundabout, and to negotiate the roundabout. The design approach
speed for the proposed roundabout is 15 mph, which is governed by:
• Approach roadway width,
• Roadway curvature, and
• Approach volume.
The size of the inscribed Circle affects the driver's path, which in turn determines the speed
at which drivers travel around the roundabout. Roundabouts fit into two general classes: those
with a small inscribed circle diameter (less than 50 feet), and those with a diameter greater
than 50 feet. The inscribed circle diameter has relatively little effect on capacity for diameters
less than 50 feet.
Geometric elements that affect entry capacity include:
• Approach half -width,
• Entry width,
• Entry angle, and
• Average effective flare length
The entry radius has little effect on capacity, provided it is 65 feet or more. The use of
isperpendicular entries (70 degrees or more) and small entry radii (less than 50 feet) will reduce
capacity.
12
• Thus, the geometric elements of a roundabout, together with the volume of traffic desiring to
use the roundabout at a given time, determine the efficiency with which a roundabout
operates.
Table 2: Proposed Geometric Dimensions of the Seminole Roundabout
Inscribed
Central
Entry lane
Circulatory
Entry radius
Circle Dia
Island Dia
width
Roadway
Width
96'
60'
12'-17'
18'
40'-60'
3.5.2 Roundabout Capacity Defined
The capacity of each entry to a roundabout is the maximum rate at which
vehicles can reasonably be expected to enter the roundabout from an approach
during a given period of time, under prevailing traffic and roadway (geometric)
conditions.
The capacity of the entire roundabout is not considered, as it depends on many terms. The
capacity of each entry or approach is computed as a function of traffic on the other
(conflicting) approaches, the interaction of these traffic streams, and the intersection
geometry.
Approach capacity is the capacity provided at the yield line.
Different size vehicles have different capacity impacts; as shown in Table 3 passenger cars
. are used as the basis for comparison.
SBRT SBTH SBLT
SBUT
SBCIRC
EBC IRC
WBUT
EBLT
EBTH �WBRT
WBTH
ENT
EBUT WBLT
NBCIRC WBCIRC
NBLT
NBTH
NBUT
NBRT
Fieure 6: Traffic Flow Parameters
13
• Table 3 Conversion Factors for Passenger Car Equivalents
Vehicle Type Passenger Car Equivalent (PCE)
Car
1.0
Single -unit truck or bus 1.5
Truck with trailer 2.0
Bicycle or motorcycle 0.5
Entry flow and circulating flow for each approach are the volumes of interest for roundabout
capacity analysis, rather than turning movement volumes. For proposed or planned four -
legged roundabouts, Equation 1 can be applied to determine conflicting (circulating) flow
rates, shown graphically in Figure 6.
Equation I Circulating Volumes as a Function of Turning Movement Volumes
VEBCIRC = VWBLT + VSBLT + VSBTH + VNBUTurn + VWBUTu- + VSBUTurn
VWCIRC = VEBLT + VNBLT + VNBTH + VSBUTurn + VEBUTurn + VNBUTur
VNBCIRC = VEBLT + VEBLT + VSBTH + VWBUTurn + VSBUTurn + VEBUTur
VSBCIRC = VWBLT + VWBLT + VNBTH + VEBUTurn + VNBUTurn + VWBUTur
Refer to Appendix A for calculated roundabout capacity for the intersection approaches.
03.6 Performance of Alternative Control Modes
Since the intersection conditions do not warrant a traffic signal alternative, the performance of
the proposed roundabout is compared to AWSC as shown in Table 4. These performace
measures indicate that the rounabout has higher capacity and lower delay than the
AWSC. Thus vehicles will move through a proposed roundabout faster than in the case of the
existing conditions with AWSC.
•
Table 4: Comparison of Performance
Performance Measure
Roundabout
AWSC
Alternative
Alternative
Delay (sec/veh)
Overall
14.5
22.7
Critical Movement
18.7
29.8
Level of Service
Overall
B
C
Critical Movement
C
D
Approach Capacity (veh/hr)
Northbound
659
580
Southbound
654
557
Eastbound
621
518
Westbound
595
305
Critical v/c Ratio
0.72
0.79
14
03.7 Contraindicating Factors
Contraindication factors are conditions at the intersection that might reduce the effectiveness
of a roundabout. Experience to date has shown that there are a few conditions under which
roundabouts may not perform well enough to be considered an appropriate form of control at
some intersections. A number of these factors are analyzed for the intersection as listed
below:
• Physical or geometric complications that make it impossible or uneconomical to
construct the roundabout. (None)
Proximity of generators of significant traffic that might have difficulty negotiating
the roundabout. (A fire station is located at this intersection; analysis done using
AUTO -TURN indicates that when a roundabout is installed at this location,
emergency vehicles will be able to negotiate, and operate through the intersection
without difficulty). Refer to the conceptual layouts in Appendix A, which indicate
Single Unit Truck movements around the roundabout. Emergency vehicle traffic
signal controls are considered for installation at this intersection to allow safe
entrance of the Fire Trucks
• Proximity of other traffic control devices that would require preemption, such as
railroad tracks, drawbridges, etc. (None)
• Proximity of bottlenecks that would routinely back up traffic into the roundabout.
(None)
• Problems of grades or unfavorable topography that may limit visibility or complicate
construction. (None)
• Intersections of a major arterial and a minor arterial or local road where an
• unacceptable delay to the major road is created. (None)
• Heavy pedestrian movements that would have trouble crossing the road because of
traffic volumes. (None)
• Isolated intersections located within a coordinated signal network. (None)
• Roadways with reversible lanes for morning and afternoon peak periods. (None)
• Routes where large combination vehicles or over -dimensional vehicles will
frequently use the intersection and insufficient space is available. (None)
• Locations where vehicles exiting the roundabout would be interrupted by
downstream traffic control that could create queues backing up into the roundabout.
(None)
• Areas with a large number of cyclists. (None)
The existence of one or more of these factors does not necessarily preclude the installation of
a roundabout. However, the presence of any contraindication suggests that special attention
should be given to the design and operation to ensure that problems do not arise.
4 Physical Impacts to the Intersection
The locations of surface utilities and services at the intersection are such that no significant
impacts would occur as a result of the proposed roundabout installation. However, relocations
of utilities, trees, mailbox, and newspaper stand, adjustment to drainage structures and
probably installation of conflict structures would be necessary during construction of the
project. Further, there are a few driveways close to the intersection that might need to be
• modified to maintain access to adjacent properties.
15
• 5 Emergency Vehicle Traffic Control Signal
Installation of Emergency vehicle traffic control signal for safe entrance of emergency vehicles
into the roundabout is considered for the intersection. The signal to be equipped with pre-emption
controls would allow all motorized vehicles to stop and give right of way to fire trucks assigned to
the station located at the intersection. The signal should be designed based on provisions in the
MUTCD 2003 and the Florida Intersection Design Guide 2002.
Subject to final design, the following alternative traffic signal control elements are proposed as
suitable to blend with the proposed roundabout design:
• All the five approaches of the intersection must be installed with signal heads post -
mounted located to the right of the entry lanes; may also have additional posts
located at the central island.
• The entrance to the Fire Station must be installed with a signal head post -mounted
located at the right corner of the driveway.
• All six signals above must be interconnected and equipped with a single control
panel with activation push-button located in the Fire House.
In addition to signal installation, emergency vehicle sign (W11-8) and a supplemental
emergency signal ahead plaque (WI I- 12P) must be placed in advance of the control signals
on all approaches to warn motorists of the conditions.
6 Conclusion
• A properly designed modern roundabout is generally safer than a signalized intersection for
vehicles because they are traveling at slower speeds. Where there is no signal, a driver cannot
run the red light, which they usually do at high speed. A crash from running a red light
usually results in a "T-bone" or an angle crash that often cause more sever injuries. On the
other hand most crashes in a roundabout are side -swipe at lower speeds in which the injuries
are usually less severe.
•
Roundabouts are also generally safer for pedestrians and cyclists because they cross behind
the first vehicle at the yield line rather than in front of the stop bar. In addition, the "splitter
islands" provide a refuge for pedestrians, so they need only to look for vehicles approaching
from one direction at a time as they cross.
In addition, the performance measures indicate that a roundabout will perform better
compared to the existing AWSC in terms of moving traffic efficiently and for overall level of
service of the intersection. Thus on the average vehicles will move faster through the
intersection when a roundabout is installed compared to the existing conditions.
Analysis of vehicle movements using AUTO -TURN shows that Emergency Vehicles/ Fire
Trucks can still be able to move through the intersection without any problems when a
roundabout is installed.
Based on the operational analysis provided in this study, it is determined that the
installation of a roundabout at this intersection is feasible.
16
•
7 Preliminary Construction Cost Estimates
The cost estimates are conceptual only and may vary depending on site survey of existing
profile and final design elements considered for this project. Assumptions made for this
estimates include but are not limited to the following:
• There will be roadway re -construction and re -profiling within the intersection up to
extents of about 60' to 280' on approach lanes.
• The curb and gutter within the limits of construction will be replaced.
• The Apron and Crosswalks will be constructed with brick pavers.
• There will be raised concrete splitter islands.
• Driveways and sidewalks within the limits will be replaced/ repaired.
• Asphalt base will be used for accelerated construction.
• Drainage facilities in the project limits will be replaced/ repaired.
• Utilities may be relocated.
• The central island (excluding the apron) will be landscaped.
• Other roadway facilities to be provided within the project limits include lighting,
emergency traffic signal control, signing and pavement marking, and irrigation.
• No additional right-of-way requirement is anticipated.
The detailed cost estimate is presented in Appendix B, with a summary shown below.
Table 5: Summary of Cost Estimates
Description
Cost
Roadway
$335,000.00
Contract conditions
$40,000.00
20% Contingency
$75,00.00
Engineering Design/Permitting
$55,000.00
CEI Cost
$25,000.00
Total
$530,000.00
17
RECEIVED
GRI Consultants -Southeast,
Jacksonville
Malone and Associates, Inc.
(904) 992-8072
File Name : Seminole SB and Plaza EB and WB
Site Code :00003000
Start Date : 12/10/2003
Page No : 1
rZrni1ng Prinforl_ Vohidos
09:00 AM
45
Seminole Road
2
20
Plaza Road
3
2
0
0
5
0
0
Plaza Road
0 0
10
3
15
Southbound
35
129
Westbound
46
16
Northbound
19
82
Eastbound
1
0
0
Thru
Thru
Left
Right
0 0
Thru
Left
Loft
Right
37
124
09:30 AM
46
30
5
1�
Thru
Letil:�
3
2
2
Start Time
1O
Semin
to
to
to
App.
to
to
Semio
to
10
S
APP•
Right
Thnt
I.eR
Peds
APP,
to
to
to
Semis
0
I -
0
ok
Short
Pfau
Pian
Total
Placa
ole
Show
ole
Total
183
96
10
64
Total
Sherr
Play
ole
2
30
TOW
0
SB
ySB
EB
WB
53
WB
SB
ySB
NB
44
19
0
15
78
1
y SB
BB
IVB
4
0
0
Factor
1.0
1.0
1.0
1.0
6
I.0
I.0
1.0
1.0
10
1.0
1.0
1.0
1.0
2
1.0
1.0
1.0
0
0
07:00 AM
73
29 2 16
120
0
9
0
0
9
0
0
0
0
0
13
1
2
5
21
150
07:15 AM
67
26 0 10
103
5
2
0
2
9
0
0
0
0
0
14
1
4
5
24
136
07:30 AM
57
33 2 11
103
2
3
1
1
7
0
0
0
0
0
17
2
10
7
36
146
07:45 AM
54
47 0 18
119
4
1
2
0
7
0
0
0
0
0
21
2
10
10
43
169
Total
251
135 4 55
445
11
15
3
3
32
0
0
0
0
0
65
6
26
27
124
601
08:00 AM
43
382 12
95
5
1
1
1
8
0
0
0
0
0
30
4
8
10
52
155
08:15 AM
55
37 0 17
109
4
2
1
0
7
0
0
0
0
0
33
3
10
13
59
175
08:30 AM
48
38 3 21
110
6
0
1
0
7
0
0
0
0
0
11
10
17
8
46
163
08:45 AM
38
37 2 23
100
3
1
1
0
5
0
0
0
0
0
13
5
21
6
45
150
Total
184
150 7 73
414
18
4
4
1
27
0
0
0
0
0
87
22
56
37
202
643
09:00 AM
45
22
2
20
89
3
2
0
0
5
0
0
0
0 0
10
3
15
7
35
129
09:15 AM
46
16
1
19
82
4
1
0
0
5
0
0
0
0 0
12
4
13
8
37
124
09:30 AM
46
30
5
12
93
6
3
2
2
13
0
0
0
0 0
4
2
8
7
21
127
09:45 AM
46
28
2
13
89
4
3
0
0
7
0
0
0
0 0
9
3
17
7
36
132
Total
183
96
10
64
353
17
9
2
2
30
0
0
0
0 0
35
12
53
29
129
1 512
10:00 AM
44
19
0
15
78
1
1
0
2
4
0
0
0
0 0
10
4
19
6
39
121
10:15 AM
46
10
1
17
74
I
2
0
2
5
0
0
0
0 0
4
4
15
9
32
111
10:30 AM
27
15
3
21
66
1
2
0
1
4
0
0
0
0 0
3
3
16
8
30
100
10:45 AM
35
17
1
20
73
3
2
1
2
8
0
0
0
0 0
7
5
27
9
48
129
Total
152
61
5
73
291
6
7
1
7
21
0
0
0
0 0
1 24
16
77
32
149
461
11:00 AM
35
16
0
10
61
4
4
3
2
13
0
0
0
0 0
8
4
13
7
32
106
11:15 AM
43
24
2
16
85
3
1
0
1
5
0
0
0
0 0
14
3
18
6
41
131
1:30 AM
43
17
1
11
72
3
3
1
0
7
0
0
0
0 0
10
6
30
5
51
130
11:45 AM
45
16
2
12
75
4
0
1
1
6
0
0
0
0 0
13
3
24
7
47
128
Total
166
73
5
49
293
14
8
5
4
31
1 0
0
0
0 0
45
16
85
25
171
495
1.2:00 PM
34
18
1
16
69
3
2
2
1
8
0
0
0
0 0
6
4
17
9
36
113
12:15 PM
36
22
3
12
73
3
2
0
1
6
0
0
0
0 0
13
7
29
6
55
134
12:30 PM
35
21
0
16
72
2
0
0
2
4
0
0
0
0 0
11
6
18
9
44
120
12:45 PM
32
18
1
10
61
8
1
0
3
12
0
0
0
0 0
13
5
22
9
49
122
Total
137
79
5
54
275
16
5
2
7
30
0
0
0
0 0
43
22
86
33
184
1 489
01:00 PM
24
15
1
17
57
6
4
1
0
11
0
0
0
0 0
9
6
15
7
37
105
01:15 PM
36
15
0
12
63
3
5
2
0
10
0
0
0
0 0
11
2
17
10
40
113
01:30 PM
26
7
2
14
49
4
3
1
1
9
0
0
0
0 0
17
10
18
9
54
112
01:45 PM
37
15
3
12
67
1
3
1
1
6
0
0
0
0 0
5
5
27
15
52
125
Total
123
52
6
55
236
14
15
5
2
36
0
0
0
0 0
42
23
77
41
183
1 455
02:00 PM
28
16
2
9
55
2
0
0
4
6
0
0
0
0 0
15
6
23
6
50
111
02:15 PM
35
14
2
14
65
1
4
4
3
12
0
0
0
0 0
6
10
31
4
51
128
02:30 PM
34
22
2
18
76
4
1
1
2
8
0
0
0
0 0
16
8
21
4
49
133
02:45 PM
29
21
2
22
74
3
2
1
0
6
0
0
0
0 0
28
4
24
11
67
147
Total
126
73
8
63
270
10
7
6
9
32
0
0
0
0 0
65
28
99
25
217
519
03:00 PM
47
19
0
18
84
7
1
1
0
9
0
0
0
0 0
17
4
31
g60
153
03:15 PM
41
20
3
11
75
8
0
1
1
10
0
0
0
0 0
14
2
22
12
50
135
0330 PM
45
7
1
19
72
6
1
2
1
10
0
0
0
0 0
15
3
27
11
56
138
03:45 PM
39
23
3
29
94
1
3
1
0
5
0
0
0
0 0
14
7
29
6
56
155
Total
172
69
7
77
325
22
5
5
2
34
0
0
0
0 0
60
16
109
37
222
581
04:00 PM
46
10
2
17
75
6
2
1
2
11
0
0
0
0 0
9
6
34
7
56
142
04:15 PM
47
16
1
15
79
8
1
0
1
10
0
0
0
0 0
13
6
29
6
54
143
04:30 PM
26
8
2
16
52
4
4
0
6
14
0
0
0
0 0
25
14
33
5
77
143
04:45 PM
37
11
1
15
64
3
2
0
3
8
0
0
0
0 0
14
6
40
9
69
141
Total
156
45
6
63
270
21
9
1
12
43
0
0
0
0 0
61
32
136
27
256 1
569
05:00 PM
36
13
1
11
610
2
1
2
5
0
0
0
0 0
21
9
44
11
85
151
05:15 PM
42
14
0
12
68
2
1
2
1
6
0
0
0
0 0
8
5
31
6
50
124
05:30 PM
29
22
0
19
70
I
3
4
1
2
10
0
0
0
0 0
10
5
33
9
57
137
05:45 PM
36
13
1
7
57
4
1
3
0
8
0
0
0
0 0
14
5
37
10
66
131
Total
143
62
2
49
256 1
9
8
7
5
29
0
0
0
0 0
53
24
145
36
258
543
10J6:00 PM
32
19
0
9
60
6
4
0
1
11
0
0
0
0 0
8
5
42
7
62
133
06:15 PM
28
18
0
8
54
2
2
0
1
5
0
0
0
0 0
10
3
40
4
57
116
06:30 PM
25
24
0
12
61
1
1
1
1
4
0
0
0
0 0
11
5
31
2
49
114
06:45 PM
29
14
0
19
62
2
0
0
0
2
0
0
0
0 0
8
9
16
4
37
101
Total
114
75
0
48
237
11
7
1
3
22
0
0
0
0 0
37
22
129
17
205
464
Grand Total 1907 970 65 723 3665 1 169 99 42 57 367 I 0 0 0 0 0 617 239 1078 366 2300 6332
Approb % 52.0 26.5 1.8 19.7 46.0 27.0 11.4 15.5 0.0 0.0 0.0 0.0 26.8 10.4 46.9 15.9
•
•
Southbound
I
Westbound
Noftnbountl
CaSIDOuna
I
Thru
Thru
Left
Right
Thru
Left
Left
�to
Right
Thru
Left
Right
StartTime
to
Semis
to
to
to
App.
to
to
Semi,
to
to
Semis
APP•
Right
Thru
Left
Peds
App,
Total
Sfierr
to
Flan
to
Semis
to
Semis
APP•
Total
Int.
Total
Sherr
Plaza
Plaza
Total
Plaza
Sherr
Total
ole
oleOle
SB
Y SB
EB
WB
WB
SB
y SB
NB
SB
Y
EB
NB
SB
rk Hour From 07:00 AM to 06:45 PM • Peak 1 of 1
Itt,..ction
07:45 AM
Volume
200 160 5 68
433
19
4
5
1
29
0
0
0
0
0
95
19
45
41
200
662
Percent
46.2 37.0 U 15.7
65.5
13.8
17.2
3.4
0.0
0.0
0.0
0.0
47.5
9.5
22.5
20.5
flm
55 37 0 17
109
4
2
1
0
7
0
0
0
0
0
33
3
10
13
59
175
Volume
e
Peak Factor
0.946
High Int.
07:45 AM
08:00 AM
6:45:00 AM
08:15 AM
Volume
54 47 0 18
119
5
1
1
1
8
0
0
0
0
0
33
3
10
13
59
Peak Factor
0.910
0.906
0.847
•
•
Malone and Associates, Inc.
(904) 992-8072
File Name : Seminole SB and Plaza EB and WB
Site Code :00003000
Start Date : 12/10/2003
Page No : 1
r,rnnns Print -A_ Tnickc 3 Arlrac +
11:00 AM
0
Seminole Road
0 0
11:15 AM
Plaza Road
0
0 0
!130 AM
0
0
0 0
k 1:45 AM
Plaza Road
0
0 0
Total
0
Southbound
0 0
12:00 PM
0
Westbound
0 0
12:15 PM
Northbound
0
0 0
Eastbound
0
0
0 0
Thm
Thm
Left
Right
Total
Thm
Left
Left
Right
1
0
0 0
01:15 PM
2
0
Right
Thm
left
Right
0 0
06:45 PM
Stan Time
to
Semin
to
to
to
App.
to
Swm
to
Sem u
App.
Right
Thru
Left
Peds
App.
to
3
to
Semen
to
S'
0 0
13
0
Ole
Sherr
Plaza
Plaza
Total
pl.Shetr
ole
0
ole
Total
1
0
0
0 0
Total
Sherr
Plaza
Plato
ole
ole
Total
Total
Total
0 0
SB
Y SB
EB
WB
0
WB
_ SB
Y SB
NB
0
0
0 0
0
0
0
Y SB
EB
NB
SB
0 0
1
Factor
1.0
1.0
1.0
1.0
0
1.0
I.0
1.0
1.0
0 0
1.0
1.0
1.0
1.0
2
1.0
0
0 0
00
07:00 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
07:15 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
07:30 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
2
2
07:45 AM
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
Total
0
0
0
1
I
0
0
0
0
0
0
0
0
0
0
0
0
2
0
2
3
08:00 AM
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
1
06:15 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
2
2
08:30 AM
0
0
0
1
1
0
1
0
0
1
0
0
0
0
0
0
0
2
0
2
4
08:45 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
2
2
Total
0
0
0
1
1
0
1
0
1
2
0
0
0
0
0
1
0
5
0
6
9
09:00 AM
3
1
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
1
1
2
6
09:15 AM
2
0
0
3
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
09:30 AM
2
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
3
0
3
5
09:45 AM
1
0
0
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
3
Total
8
1
0
4
13
0
0
0
0
0
0
0
0
0
0
0
0
4
2
6
19
10:00 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10:15 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10:30 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1.0:45 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
01
0
0
0
0
0
0
11:00 AM
0
0
0 0
11:15 AM
0
0
0 0
!130 AM
0
0
0 0
k 1:45 AM
0
0
0 0
Total
0
0
0 0
12:00 PM
0
0
0 0
12:15 PM
0
0
0 0
12:30 PM
0
0
0 0
12:45 PM
0
0
0 1
Total
0
0
0 1
01:00 PM
1
0
0 0
01:15 PM
2
0
0 0
01:30 PM
3
0
0 0
02:00 PM 5 0 0 0
02:15 PM 1 0 0 0
02:30 PM 1 0 0 3
02:45 PM 0 1 0 2
Total 7 1 0 5
03:00 PM 0 0 0 1
03:15 PM 0 0 0 0
03:30 PM 1 0 0 0
04:00 PM
3
0
0 0
04:15 PM
0
0
0 0
04:30 PM
1
0
0 0
04:45 PM
0
0
0 0
Total
4
0
0 0
05:00 PM
0
0
0 1
05:15 PM
0
0
0 0
05:30 PM
0
0
0 1
_0.5:45 PM
0
0
0 0
Total
0
0
0 2
106:00 PM
0
0
0 0
6:15 PM
0
0
0 0
06:30 PM
0
0
0 0
06:45 PM
0
0
0 0
Total
0
0
0 0
0
0 0 0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
—W-0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
1
0
0
0 0
1
0
0
0 0
1
0
0
0 0
2
0
0
0 0
3
0
0
0 0
0
0
0
0 0
6
0
0
0 0
5
0
0
0 0
1
0
0
0 0
4
0
0
0 0
3
0
0
0 0
13
0
0
0 0
1
0
0
0 0
0
0
0
0 0
1
0
0
0 0
1
0
0
0 0
3
0
0
0 0
3
0
0
0 0
0
0
0
0 0
1
0
0
0 0
0
0
0
0 0
4
0
0
0 0
1
0
0
0 0
0
0
0
0 0
1
0
0
0 0
0
0
0
0 0
2
0
0
0 0
00
'0
0
0
0
0 0
0
0
0
0 0
00
00
00
0
0 0 0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
--0-o
0 0
0
3 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0I 0
0
0 0
0 0
0
0 0
0I 0
0
0 0
0 0
0
0 0
0
0 0 0 0 0
001
00 00 00 0
0
0 0 0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
1 0
0
0
0
1 0
0
0
0
0 0
0
0
0
1 0
0
0
0
2 0
0
0
0
0 0
0 0
0
3 0
0 0
0
1 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
1 0
0 0
0
0 0
0 0
0
1 0
0 0
0
0 0
0 0
0
0 0
0 0
0
1 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
00
0 0
I
0
0 0
0 0
0
0 0
00
00
00 00
0 0
0
0 0
00
0 0
0
0 0
0 0
0
0 0
00
00
00 00
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
1 2
1 2
I 1
1 3
20
5
I
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
1
4
3
4
I
1
3
0
1
0
4
1
0
1
0
T
0
0
0
0
0
Grand Total 27 2 0 15 44 1 0 I 0 1 2 0 0 0 0 0 1 0 17 2 20 66
Apprch % 61.4 4.5 0.0 34.1 0.0 50.0 0.0 50.0 0.0 0.0 0.0 0.0 5.0 0.0 85.0 10.0
Total % 40.9 3.0 0.0 22.7 66.7 0.0 1.5 0.0 1.5 3.0 1 0.0 0.0 0.0 0.0 0.0 1.5 0.0 25.8 3.0 30.3
Intersection
Seminole Road
Southbound
Plaza Road
Westbound
Northbound
Plaza Road
Eastbound
Thru
Thru
Left
Right
Thru
Left
Left
Right
Volume
8 1
0
Right
Thi
Left
Right
0
0
Stnn Time
to
Semis
to
to
to
App.
to
to
Semis
to
to
Semin
App.
Right
Th -m
Lett
Peds
App.
to
to
to
Seurat
to
Semis
App.
Int
ole
Shen
Phaa
Plaza
Total
PIM
ole
Sherr
ok
Total
4
0 0
0
0
Total
Sherr
Plan
ole
ole
Total
Total
1
SB
ySB
EB
WB
WB
SB
ySB
ySB
EB
NB
SB
Peak Hour From 07:00
AM
to 06-45
PM - Peak
1 nr i
0.792
High Int
09:15 AM
Intersection
09:00 AM
Volume
8 1
0
4
13
0 0
0
0
0
0 0
0
0
0
0
0
4
2
6
19
Percent
61.5 7.7
0.0
30.8
0.0 0.0
0.0
0.0
0.0 0.0
0.0
0.0
0.0
0.0
66.7
33.3
09:00
3 1
0
0
4
0 0
0
0
0
0 0
0
0
0
0
0
1
1
2
6
Volume
Peak Factor
0.792
High Int
09:15 AM
6:45:00 AM
6:45:00 AM
0930 AM
Volume
2 0
0
3
5
0 0
0
0
0
0 0
0
0
0
0
0
3
0
3
Peak Factor
0.650
0.500
•
0
Malone and Associates, Inc.
(904) 992-8072
File Name : Seminole and Sherry NB
• Site Code : 00003001
Start Date : 12/10/2003
Page No : 1
11:00 AM
0
0
0
0
0
0
0
0
0
0
Sherry Drive Northbound
6
Seminole Road Northbound
0
23
1
Southbound
6
1
Westbound
52
11:15 AM
Northbound
0
0
Eastbound
0
0
0
0
0
0
22
4
1
0
27
1
28
ThraLeft
2
LBft
Right
11:30 AM
0
Right
Thru
Left
Right
0
0
StartTime
Right
Thro
Left
Peds
App.
Rtght
Thnt
LeftPeds
23
App.
Total
to
Scam
to
Plaza
to
$=01
To
Plaza
0
App.
Total
to
Placa
to
Semm
to
Plan
to
Sherr
App.
Total
Tra.
Total
0
0
19
6
3
Total
29
3
29
9
2
W
WB
016
EB
0
0
EB
NB
WB
ySB
0
0
0
75
24
9
2
110 1
7
101
28
6
142
NB
12:00 PM
SB
0
0
0
0
0
0
0
0
0
Factor
1.0
1.0
1.0
1.0
0
1.0
I.0
I.0
1.0
65
1.0
1.0
1.0
1.0
0
0
1.0
1.0
1.0
1.0
0
18
07:00 AM
0
0
0
0
0
0
0
0
0
0
6
9
1
0
16
1
13
6
0
20
36
07:15 AM
0
0
0
0
0
0
0
0
0
0
5
4
0
0
9
0
24
3
0
27
36
07:30 AM
0
0
0
0
0
0
0
0
0
0
-8
11
1
0
20
1
15
4
1
21
41
07:45 AM
0
0
0
0
0
0
0
0
0
0
9
12
1
0
22
0
23
4
1
28
50
Total
0
0
0
0
0
0
0
0
0
0
28
36
3
0
67
2
75
17
2
%
163
08:00 AM
0
0
0
0
0
0
0
0
0
0
18
19
1
1
390
0
21
3
0
24[11308:15
26
AM
0
0
0
0
0
0
0
0
0
0
24
25
2
0
512
0
33
8
1
4408:30
11
AM
0
0
0
0
0
0
0
0
0
0
21
13
1
0
35
1
20
2
0
238:45
74
AM
0
0
0
0
0
0
0
0
0
0
19
7
1
1
28
1
20
6
2
29
16
Total
0
0
0
0
0
0
0
0
0
0
82
64
5
2
153
4
94
.19
3
120
1 273
09:00 AM
0
0
0
0
0
0
0
0
0
0
14
6
1
0
21
0
25
4
2
31
52
09:15 AM
0
0
0
0
0
0
0
0
0
0
11
8
2
1
22
1
22
1
0
24
46
09:30 AM
0
0
0
0
0
0
0
0
0
0
20
4
0
0
24
2
12
3
0
17
41
09:45 AM
0
0
0
0
0
0
0
0
0
0
15
1
0
0
16
0
17
4
2
23
39
Total
0
0
0
0
0
0
0
0
0
0
60
19
3
1
83
3
76
12
4
95
178
10:00 AM
0
0
0
0
0
0
0
0
0
0
15
5
1
1
22
129
0
2
1
33
55
10:15 AM
0
0
0
0
0
0
0
0
0
0
11
10
1
2
24
1
27
8
0
36
60
10:30 AM
0
0
0
0
0
0
0
0
0
0
14
6
0
1
21
1
20
7
1
29
50
10:45 AM
0
0
0
0
0
0
0
0
0
0
13
7
0
1
21
1
26
7
1
35
56
Total
0
0
0
0
0
0
0
0
0
0
53
28
2
5
88 1
4
102
24
3
133
221
11:00 AM
0
0
0
0
0
0
0
0
0
0
13
6
4
0
23
1
21
6
1
29
52
11:15 AM
0
0
0
0
0
0
0
0
0
0
22
4
1
0
27
1
28
8
2
39
66
11:30 AM
0
0
0
0
0
0
0
0
0
0
21
8
1
1
31
2
23
5
1
31
62
11:45 AM
0
0
0
0
0
0
0
0
0
0
19
6
3
1
29
3
29
9
2
43
72
Total
0
0
0
0
0
0
0
0
0
0
75
24
9
2
110 1
7
101
28
6
142
252
12:00 PM
0
0
0
0
0
0
0
0
0
0
19
8
0
3
30
0
27
7
1
35
65
12:15 PM
0
0
0
0
0
0
0
0
0
0
18
7
0
2
27
0
31
5
0
36
63
12:30 PM
0
0
0
0
0
0
0
0
0
0
15
6
0
1
22
2
27
8
0
37
59
12:45 PM
0
0
0
0
0
0
0
0
0
0
16
8
1
0
25
2
22
2
1
27
52
Total
0
0
0
0
0
0
0
0
0
0
68
29
1
6
104
4
107
22
2
135 1
239
01:00 PM
0
0
0
0
0
0
0
0
0
0
26
8
1
1
36
0
35
4
1
40
76
01:15 PM
0
0
0
0
0
0
0
0
0
0
11
13
0
1
25
1
30
5
0
36
61
01:30 PM
0
0
0
0
0
0
0
0
0
0
26
8
1
0
35
1
20
7
1
29
64
01:45 PM
0
0
0
0
0
0
0
0
0
0
11
7
3
1
22
1
30
8
0
39
61
Total
0
0
0
0
0
0
0
0
0
0
74
36
5
3
118
3
115
24
2
144 1
262
02:00 PM
0
0
0
0
0
0
0
0
0
0
16
4
0
0
20
0
23
5
1
2949
02:15 PM
0
0
0
0
0
0
0
0
0
0
18
11
1
1
31
3
22
4
1
30
61
02:30 PM
0
0
0
0
0
0
0
0
0
0
19
4
2
1
26
2
33
7
1
43
69
02:45 PM
0
0
0
0
0
0
0
0
0
0
30
18
5
1
54
1
21
5
3
30
84
Total
0
0
0
0
0
0
0
0
0
0
83
37
8
3
131
6
99
21
6
132 1
263
03:00 PM
0
0
0
0
0
0
0
0
0
0
28
24
2
0
54
4
29
5
1
3993
03:15 PM
0
0
0
0
0
0
0
0
0
0
30
13
2
1
46
2
32
3
4
41
87
03:30 PM
0
0
0
0
0
0
0
0
0
0
32
11
2
3
48
0
30
8
3
41
89
03:45 PM
0
0
0
0
0
0
0
0
0
0
32
7
1
2
42
6
23
6
2
37
79
Total
0
0
0
0
0
0
0
0
0
0
122
55
7
6
190
12
114
22
10
158
348
04:00 PM
0
0
0
0
0
0
0
0
0
0
28
12
0
0
40
7
25
13
0
45
85
04:15 PM
0
0
0
0
0
0
0
0
0
0
29
21
0
2
52
0
42
11
1
54
106
04:30 PM
0
0
0
0
0
0
0
0
0
0
24
13
0
1
38
2
34
6
0
42
80
0445 PM
0
0
0
0
0
0
0
0
0
0
33
6
1
1
41
2
32
9
1
44
85
Total
0
0
0
0
0
0
0
0
0
0
114
52
1
4
171
11
133
39
2
185
356
05:00 PM
0
0
0
0
0
0
0
0
0
0
36
12
1
5
54
3
44
4
2
53
107
05:15 PM
0
0
0
0
0
0
0
0
0
0
39
11
2
0
52
0
40
2
1
43
95
05:30 PM
0
0
0
0
0
0
0
0
0
0
27
12
0
2
41
4
29
4
0
37
78
05:45 PM
0
0
0
0
0
0
0
0
0
0
36
12
1
4
53
2
39
8
1
50
103
Total
0
0
0
0
0
0
0
0
0
0
138
47
4
11
200
9
152
18
4
183 1
383
6:00 Phf
0
0
0
0
0
0
0
0
0
0
34
12
1
1
48
1
44
13
0
58
106
6:15 PM
0
0
0
0
0
0
0
0
0
0
33
4
0
0
37
2
58
8
0
68
105
06:30 PM
0
0
0
0
0
0
0
0
0
0
32
10
0
1
43
2
41
11
1
55
98
06:45 PM
0
0
0
0
0
0
0
0
0
0
31
9
0
0
40
1
32
3
1
37
77
Total
0
0
0
0
0
0
0
0
0
0
130
35
1
2
168
6
175
35
2
218 1
386
Grand Total 0 0 0 0 0 I 0 0 0 0 0 11027 462 49 45 1583 71 1343 281 46 1741 I 3324
Apprch % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.064.9 29.2 3.1 2.8 1 4.1 77.1 16.1 2.6
Total % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.9 13.9 1.5 1.4 47.6 2.1 40.4 8.5 1.4 52.4
Intersection
Southbound
Westbound
Sherry Drive Northbound
Northbound
Seminole Road Northbound
Eastbound
0 0
0
0
Percent
0.0 0.0
0.0
0.0
06:00
3.0 78.8
17.3
0.9
Volume
Thru
Left
Lett
Right
48
Right
'
Left
Right
106
Volume
Right
Thru
Left
Left
Peds
AppE-T
Total
Tota
Right
Thm
Left
Peds
App*
Total
to Semin
to
Plan
to S=M
To
Plaza
App.
Total
to
Plara
Sem
to
Plaza
to
Sherr
App -
Total
Total
8
0
68
0.854
ole
NB
WB
ok
SB
EB
EB
ob
NB
WB
y SB
Intersection
05:45 PM
6
181
Volume
0 0
0
0
Percent
0.0 0.0
0.0
0.0
06:00
3.0 78.8
17.3
0.9
Volume
0 0
0
0
Peak Factor
48
1 44
13
High Int
6:45:00 AM
106
Volume
0 0
0
0
Peak Factor
0.972
0
0
0 0 0 0 0
0.0 0.0 0.0 0.0
0 0 0 0 0
6:45:00 AM
0 0 0 0 0
0 135 38
2
6
181
7 182
40
2
231
412
74.6 21.0
1.1
3.3
3.0 78.8
17.3
0.9
0 34 12
1
1
48
1 44
13
0
58
106
0.972
05:45 PM
06:15 PM
0 36 12
1
4
53
2 58
8
0
68
0.854
0.849
Malone and Associates, Inc.
(904) 992-8072
File Name : Seminole and Sherry NS
• Site Code : 00003001
Start Date : 12/10/2003
Page No : 1
f]...nne. o.i.4 A T...w6 o a—..
4
12:00 PM
0
0
0 0
12:15 PM
0
0
0 0
12:30 PM
0
0
Shery Drive Northbound
Seminole Road Northbound
0
0
0 0
Southbound
0
0
Westbound
01:00 PM
0
Northbound
0 0
I
Eastbound
0
0 0
01:30 PM
0
0
0 0
01:45 PM
0
0
0 0
Total
0
0
Thru
Left
Left
Right
0 0
Right
Th
Left
Right
02:30 PM
0
Start Time
Right
Tluu
Left
Peds
Ap
Right
Thru
lett
Peds
ApA
semen
to
to
$G°1°
TO
Total
0
to
S8D1°
to
to
App.
0 0
03:45 PM
0
0
0 0
Total
Total
0
0 0
04:00 PM
0
Total
010
Plain
ole
Phtra
0 0
Plaza
Ole
Plaza
Sherr
Total
Total
0
0 0
Total
0
0
0 0
05:00 PM
0
0
0 0
05:15 PM
NB
WB
SB
EB
0
EB
NB
WB
y SB
0 ---0-o
0 0
Factor
1.0
1.0
1.0
1.01
0
1.0
1.0
1.0
l.0
0
1.0
1.0
1.0
1.0
0 0
1.0
To
1.0
1.0
07:00 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
1
07:15 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
2
07:30 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
1
07:45 AM
0
0
0
00
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
1
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
5
5
08:00 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
3
3
08:15 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
2
08:30 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
1
08:45 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
2
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
8
0
0
8
1 8
09:00 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
2
0
0
2
3
09:15 AM
0
0
0
0
0
0
0
0
0
O
I 0
0
0
0
0
0
2
1
0
3
3
09:30 AM
0
0
0
0
0
0
0
0
0
0
2
0
0
0
2
0
2
0
0
2
4
09:45 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
0
0
0
0
0
0
0
0
0
0
1 2
0
0
1
3
0
6
1
0
7
10
10:00 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
0
3
3
10:15 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
2
10:30 AM
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
1
0
1
2
3
10:45 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
1
0
5
5
Total
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
1
8
2
1
12
13
11:00 AM
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
1
11:15 AM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1130 AM
0
0
0
0
0
0
0
0
0
0
1
1
0
0
2
0
3
2
0
5
7
1:45 AM
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
1
Total
0
0
0
0
0
0
0
0
0
0
3
1
0
0
41
0
3
2
0
5
9
12:00 PM
0
0
0 0
12:15 PM
0
0
0 0
12:30 PM
0
0
0 0
12:45 PM
0
0
0 0
Total
0
0
0 0
01:00 PM
0
0
0 0
01:15 PM
0
0
0 0
01:30 PM
0
0
0 0
01:45 PM
0
0
0 0
Total
0
0
0 0
02:00 PM
0
0
0 0
02:15 PM
0
0
0 0
02:30 PM
0
0
0 0
02:45 PM
0
0
0 0
Total
0
0
0 0
03:00 PM
0
0
0 0
03:15 PM
0
0
0 0
03:30 PM
0
0
0 0
03:45 PM
0
0
0 0
Total
0
0
0 0
04:00 PM
0
0
0 0
04:15 PM
0
0
0 0
04:30 PM
0
0
0 0
04:45 PM
0
0
0 0
Total
0
0
0 0
05:00 PM
0
0
0 0
05:15 PM
0
0
0 0
05:30 PM
0
0
0 0
W45 PM
0
0 ---0-o
0 0
Total
0
0
6:00 PM
0
0
0 0
6:15 PM
0
0
0 0
06:30 PM
0
0
0 0
06:45 PM
0
0
0 0
0 1 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0I 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0 0 0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0 0 0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 1 0 0 0
0 1
0
0 0
0 1
0
0 0
0 1
0
0 0
0 4
0
0 0
0 0
0
0 0
0 0
0
0 0
0 1
0
0 0
0 0 1 0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
1
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 3 0 0 0
0 2
0
0 0
0 0
1
0 0
0 0
0
0 0
0 5
1
0 0
0 0
0
0 0
0 0
0
0 0
0 1
0
0 0
0 0
0
0 0
0 1
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
1 0
3
0
0
3
4
1 0
2
0
0
2
3
1 0
4
0
0
4
5
1 0
3
0
0
3
4
4 0
12
0
0
12
16
0 0
0
0
0
0
0
0 0
1
2
0
0
2I
2
1 0
2
0
0
2
3
1
0 2 0 0
0
0
0
0 0
0
0
1
1 0
0
0
0
0 0
1
0
3
1 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
1 0
0
1 0
1 0
0
1 0
3 0
1
0 0
2 0
0
0 0
1 0
1
0 0
0 0
0
0 0
6 0
2
-00
0 0
2
0 0
0 0
0
1 0
1 0
0
0 0
0 0
1
0 0
1 0
3
1 0
0 0
0
0 0
0 0
1
0 0
0 0
0
0 0
0 0
0
0 0
2
0
2
0
4
0
0
0
I
0
1
0
2
2
1
0
1
4
0
1
0
0
3
0
2
0
5
0
0
0
4
2
2
0
8
2
1
1
I
5
0
1
0
0
4
Grand Total 0 0 0 00
I 0 0 0 0 O I I8 4 0 1 23 I 1 56 9 1 67 I 90
Apprch % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 78.3 17.4 0.0 4.3 1.5 83.6 13.4 1.5
Total % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 20.0 4.4 0.0 1.1 25.6 1.1 62.2 10.0 l.1 74.4
I
I
Southbound
Westbound
Sherry Drive Northbound
Northbound
Seminole Road Northbound
Eastbound
Thtu
Left
Leo
Right
Right
Thro
Left
Right
Stan Time
Right
Thru
Left
Peds
App-
Right
Thru
Left
Peds
APP•
Semin
to
Sevtu
To
App.
to
Semio
to
to
App.
Int.
Total
Total
Ole
Plaza
ole
Plaza
Total
Plaza
ole
Plan
Sherr
Total
Total
NB
WB
SB
EB
EB
NB
WB
ySB
Peak Hour From 07:00 AM to 06:45 PM - Peak I of i
Iateraecdon
12:00 PM
volume
0 0 0 0
0
0
0
0
0
0
4 0 0 0
4
0
12 0 0
12
16
Percent
0.0 0.0 0.0 0.0
0.0
0.0
0.0
0.0
100. 0.0 0.0 0.0
0.0
100.
0.0 0.0
12:30
0 0 0 0
0
0
0
0
0
0
1 0 0 0
1
0
4 0 0
4
5
volume
Peak Factor
0.800
High Int.
6:45:00 AM
6:45:00 AM
12:00 PM
12:30 PM
volume
0 0 0 0
0
0
0
0
0
0
1 0 0 0
1
0
4 0 0
4
Peak Factor
1.000
0.750
10
Malone and Associates, Inc.
(904) 992-8072
File Name : Seminole and Sherry NB
• Site Code : 00003001
Start Date : 12/1012003
Page No : 1
l3rnunc 13AM rl_ Porine4ri�nc
4
12:00 PM
0
0
0 0
12:15 PM
0
0
0 0
12:30 PM
0
Sherry Drive Northbound
Seminole Road Northbound
12:45 PM
0
4
=
...
0
0
0 1
01:00 PM
0
0
0 0
Northbound
0
0
Eastbound
01:30 PM
0
0
!Z�
{��+
1
APP•
0 1
Total
__
0
App.
Thru
to
Loft
to
to
Right
To
App.
Right
to
t°
left
to
night
App.
0
Start Time
y�i
y
0
Total
1
0
�Vg.�
Total
S
Plain
SCOHO
plaza
Total
Plan
S�
Plaza
to
Shen
TotalOle
Im_
Total
03:45 PM
2
0
0 2
Total
6
0
0 6
04:00 PM
2
0
ova
04:15 PM
Ba
0
0 0
04:30 PM
vvB
y SB
0 1
_ 04:45 PM
1
0
1 0
Total
3
0
1 3
05:00 PM
�Y
0
NB
05:15 PM
SB
0
0 0
05:30 PM
NB
0
0 1
05:45 PM
0
Factor
1.0
1.0 1.0
1.0
0
1.0
1.0
1.0
1.0
0 1
1.0
1.0
1.0
1.0
06:30 PM
1.0
1.0
1.0
1.0
0
0
07:00 AM
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
07:15 AM
2
0 0
2
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
07:30 AM
0
0 0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
1
07:45 AM
4
0 0
4
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
8
Total
6
0 0
6
12
1 0
0
0
1
1
1 0
0
0
0
0
1 0
0
0
0
0
13
08:00 AM
0
0 0
0
0
0
0
0
4
4
0
0
0
0
0
0
0
0
0
0
4
08:15 AM
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
08:30 AM
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
08:45 AM
1
0 0
2
3
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
4
Total
1
0 0
2
3
0
0
0
5
5
0
0
0
0
0
1 0
0
0
0
0
8
09:00 AM
2
0 0
2
4
0
0
0
0
0
0
0
0
0
0
.0
0
0
00
4
09:15 AM
0
0 0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
0
0
0
2
09:30 AM
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
09:45 AM
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
2
0 0
2
4
0
0
0
2
2
0
0
0
0
0
0
0
0
0
0
6
10:00 AM
0
0 0
2
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
10:15 AM
0
0 2
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
10:30 AM
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10:45 AM
0
0 0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
Total
0
0 2
3
5
0
0
0
0
0
0
0
0
0
0 1
0
0
0
0
0
5
11:00 AM
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
00
0
11:15 AM
1
0 0
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
11:30 AM
0
0 1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
11:45 AM
0
0 1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
IF Total
1
0 2
1
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 1
4
12:00 PM
0
0
0 0
12:15 PM
0
0
0 0
12:30 PM
0
0
0 1
12:45 PM
0
0
0 0
Total
0
0
0 1
01:00 PM
0
0
0 0
01:15 PM
0
0
0 1
01:30 PM
0
0
0 0
01_:45 PM
1
0
0 1
Total
1
0
0 2
02:00 PM
0
0
0 0
02:15 PM
1
0
0 1
02:30 PM
0
0
0 0
02:45 PM
0
0
0 0
Total
1
0
0 1
03:00 PM
2
0
0 2
03:15 PM
0
0
0 0
03:30 PM
2
0
0 2
03:45 PM
2
0
0 2
Total
6
0
0 6
04:00 PM
2
0
0 2
04:15 PM
0
0
0 0
04:30 PM
0
0
0 1
_ 04:45 PM
1
0
1 0
Total
3
0
1 3
05:00 PM
0
0
0 0
05:15 PM
0
0
0 0
05:30 PM
0
0
0 1
05:45 PM
0
0
0 0
Total
0
0
0 1
06:00 PM
0
0
0 1
06:15 PM
0
0
0 0
06:30 PM
0
0
0 0
06:45 PM
0
0
0 0
Total
0
0
0 1
0 0 0 0 0
0 0
0
0 0
1 0
0
0 0
0 0
0
0 0
1 0
0
0 0
O
0
00
1 0
I
0
0 0
0 00
00
01
0 0 0 0 0
2 0
0
0 1
0 0
0
0 0
0 0
0
0 2
2 0
0
0 3
4 0
0
0 0
0 0
1
0
0 0
4 0
0
0 2
4 0 0 0 0
0 0
0
0 0
1 0
0
0 0
2 0
0
0 0
7 0
0
0 0
0 0
0
0 0
0 0
1
0
0 0
1 0
0
0 0
1 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0. 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
01
0
0
0 0
1
0
0
0 0
0
0
0
0 0
0
0
0
0 0
00 0 0 0
1 0
0
0 0
0 0
0
0 0
2 0
0
0 0
3 0
0
0 0
0 0
0
0 0
0 0
0
0 0
2 0
0
0 0
0 0 0 0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0
0 0 0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0
0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
10
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
-00
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0 0
0
0 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
T
0
0
0
0
0
0
0
1
0
1
1
1
0
0
3
0
2
5
4
0
6
4
0
1
2
7
0
0
1
0
1
1
0
0
0
Grand Total 21 0 5 29 55 1 0 0 0 14 14 1 0 0 0 0 0 1 0 0 0 0
Apprch % 38.2 0.0 9.1 52.7 I 0.0 0.0 0.0 10 I 0.0 0.0 0.0 0.0 I 0.0 0.0 0.0 0.0
Total % 30.4 0.0 7.2 42.0 79.7 0.0 0.0 0.0 20.3 20.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0 1 69
0.0
0
Sherry Drive Northbound
Seminole Road Northbound
Southbound
Westbound
Northbound
Eastbound
Tlt
Left
��
Right
Right
Tho
Left
Right
Start Time
Right
Thru
Left
Peds
APP•
Right
Thru
Left
Peds
App.
to
Semin
to
Semin
To
App.
to
Semin
to
to
App.
Iot.
Total
Total
ole
Plaza
ole
Plays
Total
Plaza
ole
Plaza
Shetr
Total
Total
NB
We
SB
BB
�
NB
WB
ySB
Peak Hour From 07:00 AM to 06:45 PM - Peak I of 1
Intersection
07:15 AM
Volume
6 0 0 6
12
0
0
0
5
5
0
0 0 0 0
0
0 0 0 0
17
Percent
50.0 0.0 0.0 50.0
0.0
0.0
0.0
100.
0.0
0.0 0.0 0.0
0.0
0.0 0.0 0.0
07:45
Volume
4 0 0 4
8
0
0
0
0
0
0
0 0 0 0
0
0 0 0 0
8
Peak Factor
0.531
High Int.
07:45 AM
08:00 AM
6:45:00 AM
6:45:00 AM
Volume
4 0 0 4
8
0
0
0
4
4
Peak Factor
0.375
0.313
0
0
•
GAI-SE, Inc. Attachment 1 2/27/2C
DATE:
LOCATION:
BEGIN TIME
— Sherry Dr
NB
24 HOUR MACHINE COUNTS
December 10, 2003 (Wednesday)
Seminole Rd, Sherry Dr & The Plaza
- -- - Seminole Rd _
T NB SB '; SUBTOTAL EB
CITY: Atlantic Beach
COUNTY: Duval
The Plaza
WB SUBTOTAL
TOTAL
.._..... AM......_
. 0
..................................
.._0 '•
0
...................._......._........_._........................................-............._......._........_�
..... _........
1:00 AM0
............................. ........
......................................
0
......................................
_...................................
0 _...........................
0 .... .....
0
............................................................................_...........................................................................
0
3 0
0
2:00 AM
......................................
..... .... _..........................
...................... _..............
..... _..........................._.
i ......................................
................. .......................
......................................
i......... _............... _.........
.................................. _.
3:00 AM0
_.._........................_............................_...;..................................................................._....................._......_......................_..................._.............._......................_....._..._...................._......
0
0
0
0
0
0
0
4:00 AM
..................... _..............
0
......................................
0
......................................
..............................
0 _..... .............
0
_.......................
0
............ ............................
0
........ _...............
0
_........._......... _................ _........
0
..... _..................... ........
5:00 AM
0
................._..............................._.............................................._......;..........................._.........._......_......_..............................._..........................;........................................__......._......._.............
0
0
0
0
0
0
0
6:00 AM0
0
0
0
0
0
0
0
7:00 AM67
101
446
547
126
32
158
705
8:00 AM
........... .... 153 .............................
28 1
:.............
415 ... _......... €
543
208
29
i 237
780
.............................900AM_.......
86
102
s ............-366.._.
' ..............468
_.........
_._.........._135......._.._...................30.._..._.......i...._..._...165......._......._........._633..._._..__
10:00 AM
_89
145
.291
436
149
21
170
606
11:00 AM
114
147
293 s
440
17131
202
642
.12:00 PM
108
_147
.............276
_423..._..._...'
................185..._.............._..........30................i._._...._.
?15 ...__..................
638..._.....
.1:00PM........
120 ... ..........
150242
_392.._...._....._..._......._186_
....................._..._36__.__.............._..-222._._._.......-......_614...._..._..
......... 2:00 PM............_..........132
......
.....___.__
283
419
218
...... ............._-..-.._......
._...........
3..
. 250.
..._..
669136
_.._................
300 PM
........_.
191
.............159
.........................................
328€
487..........................................._................4........._..._......_-....._..._....._
?23
3
257
744 ._..........
187
274
. 461
.........
.............
.5:00 PM
.201
187
258 I
445
258
29
287
732
.6:00 PM
168
.219
t
-237 i
456
205
22
i 227
683
........_7:OO.PM.._.
0
.................�
................0
0
0
0
0
0
800 PM
.:.........
0
_.....................................
......-.......................-._...............__
�
0 .................-�_.
............._......
.__._...... ._....._
�
1.........._......._........._...._............-�
........_._....
-9:00 PM
_�.._............
0
0 ............_0
0
0
i 0
0
.10:00 PM.....
_.......... 0 .............
_.... _..............
0._.........
_0._..._......
_........._0......_.......
.........._...0.............
_.._.....-0..............
0.............
11.00 PM
_...............__.....
0 ..................._.................................>.
_0
i ................�
_�._. ..................._..._..._......._............,._......_.......
0
.......
_..
_.f.... _.....
....... _.....�.........
......._..._..... _
TOTAL
1,606
1,808
,......_.
3,709 1
5,517
2,320
369
1 2,689
8,206
Atlantic Beach TS Warrants.xls
24 -Hr
Page 1 of 1
•
CHAPTER 4C. TRAFFIC CONTROL SIGNAL NEEDS STUDIES
Section 4C.01 Studies and Factors for .justifying Traffic Control Signals
Standard:
An engineering study of traffic conditions, pedestrian characteristics, and physical characteristics
of the location shall be performed to determine whether installation of a traffic control signal is
justified at a particular location.
The investigation of the need for a traffic control signal shall include an analysis of the applicable
factors contained in the following traffic signal warrants and other factors related to existing
operation and safety at the study location:
Warrant 1, Eight -Hour Vehicular Volume.
Warrant 2, Four -Hour Vehicular Volume.
Warrant 3, Peak Hour.
Warrant 4, Pedestrian Volume.
Warrant 5, School Crossing.
Warrant 6, Coordinated Signal System.
Warrant 7, Crash Experience.
Warrant 8, Roadway Network.
The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation
of a traffic control signal.
Sections 8D.07 and 10D.05 contain information regarding the use of traffic control signals instead of gates
and/or flashing light signals at highway -railroad grade crossings and highway light rail transit grade crossings,.
respectively.
Guidance:
A traffic control signal should not be installed unless one or more of the factors described in this section are
met.
A traffic control signal should not be installed if it will seriously disrupt progressive traffic flow.
A traffic control signal should not be installed unless an engineering study indicates that installing a traffic
control signal will improve the overall safety and/or operation of the intersection.
The study should consider the effects of the right -turn vehicles from the minor -street approaches. Engineering
judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the
minor -street traffic count when evaluating the count against the above signal warrants.
Engineering judgment should also be used in applying various traffic signal warrants to cases where
approaches consist of one lane plus one left -turn or right -tum lane. The site-specific traffic characteristics
dictate whether an approach should be considered as one lane or two lanes. For example, for an approach
with one lane for through and right -turning traffic plus a left -turn lane, engineering judgment could indicate
that it should be considered a one -lane approach if the traffic using the left -turn lane is minor. In such a case,
the total traffic volume approaching the intersection should be applied against the signal warrants as a one -
lane approach. The approach should be considered two lanes if approximately half of the traffic on the
approach turns left and the left -turn lane is of sufficient length to accommodate all left -turn vehicles.
Similar engineering judgment and rationale should be applied to a street approach with one lane plus a right -
turn lane. In this case, the degree of conflict of minor -street right -turn traffic with traffic on the major street
should be considered. Thus, right -turn traffic should not be included in the minor -street volume if the
movement enters the major street with minimal conflict. The approach should be evaluated as a one -lane
approach with only the traffic volume in the through/left-turn lane considered.
At a location that is under development or construction and where it is not possible to obtain a traffic count
that would represent future traffic conditions, hourly volumes should be estimated as part of an engineering
study for comparison with traffic signal warrants.
For signal warrant analysis, a location with a wide median should be considered as one intersection.
Atlantic Beach TS Warrants.xis Introduction Page 1 of 2
•
Option:
Engineering study data may include the following:
A. The number of vehicles entering the intersection in each hour from each approach during 12 hours of an
average day. It is desirable that the hours selected contain the greatest percentage of the 24-hour traffic
volume.
B. Vehicular volumes for each traffic movement from each approach, classified by vehicle type (heavy trucks,
passenger cars and light trucks, public -transit vehicles, and, in some locations, bicycles), during each 15 -
minute period of the 2 hours in the morning and 2 hours in the afternoon during which total traffic entering
intersection is greatest.
C. Pedestrian volume counts on each crosswalk during the same periods as the vehicular counts in Paragraph
B above and during hours of highest pedestrian volume. Where young, elderly, and/or persons with physical
or visual disabilities need special consideration, the pedestrians and their crossing times may be classified by
general. observation.
D. Information about nearby facilities and activity centers that serve the young, elderly, and/or persons with
disabilities, including requests from persons with disabilities for accessible crossing improvements at the
location under study. These persons may not be adequately reflected in the pedestrian volume count if the
absence of a signal restrains their mobility.
E. The posted or statutory speed limit or the 85th -percentile speed on the uncontrolled approaches to the
location.
F. A condition diagram showing details of the physical layout, including such features as intersection
geometrics, channelization, grades, sight -distance restrictions, transit stops and routes, parking conditions,
pavement markings, roadway lighting, driveways, nearby- railroad' crossings, ,distance to nearest traffic control
signals, utility poles and fixtures, and adjacent land use.
G. A collision diagram showing crash experience by type, location, direction of movement, severity, weather,
time of day, date, and day of week for at least 1 year.
B. The number and distribution of acceptable gaps in venicuiar trarric on the mayor street Tor entrance Tram
the minor street.
C. The posted or statutory speed limit or the 85th -percentile speed on controlled approaches at a point near
to the intersection but unaffected by the control.
D. Pedestrian delay time for at least two 30 -minute peak pedestrian delay periods of an average weekday or
like periods of a Saturday or Sunday.
E. Queue length on stop -controlled approaches.
Use the following worksheets, within this WorKbooK, to enter
24 -Hr
record 24-hour Machine Counts
8 -Hr TMC
record Summary of Vehicle Movements
Peds
record Pedestrian Movements Summary
Collision
prepare Collision Diagram
Crash
record Crash Summary
Condition
prepare Condition Diagram
Atlantic Beach TS Warrants.ids Introduction Page 2 of 2
GAI-SE, I� . - 227/2004
Major Street: Seminole Rd.
Approach Lanes: 1
Engineer: SAA
Minor Street: The Plaza
Approach Lanes: 1
Date: 02/27/04
GUIDANCE: The combination of Conditions A and B should be applied only after an adequate trial
City: City of Atlantic BeachCounty:
Duval
of other alternatives that could cause less delay and inconvenience to traffic has failed to solve
the t o 9.
Major Street 85% Speed > 40 mph Yes No X Isolated Community < 10,000, Population Yes No X
STANDARD: These majorstreetand mNar-6keetvoparles'.sha9 be for tlnc same 8 hours for each caldItION however, the 8 Fpoi satk0ed In CorldRion A diall ret tie regyhed to be thaAame 8 hours saOSW In Condition B. On the minar street, the higher volume shall not be required to be on the same approach during each or the 8
_
STANDARD,.The vehides per hour given in both
of the 100peltaltcolumnsof LandiNon Ain ,
Table 4C-ieAA alihemaior-saeetand the Warrant Satisfied YES NO X
OPTION: tf07eposted orstautwyspeed lknt or the 8507-paarilik meed on higher -volume Inho"It!"t W— 0691,
respecbvey, the intelsetbon, or
07e mafortbrxt aceedr70kn/tr (90trph), crA'tlre hfasectlan Nen wIMa7 Ohe to
mum-upanaaofwfsafa cwmwiiyb3rNyapgwfaUw7ofl udsm10,000, Minimum Vehicles/Hr. b. (80% Volume Met) YES X NO
Me "#k volumes k 0x70 pacmt cohatms n 7-abk 9e-1 maybe used irp ea
offhe 10Oprara7rrokmns. 80% in brackets '
a: In applying each condition the..
Requirements
100%
70%
100%
700/
The vehicles per hour given In both of the 100 percent miumns of Condition B in Table 4C-1 exist an the.rtajorstreet and the higher -volume minor -street approaches, respectively, to the
IntemetWon. in annivirso -eiffi mArdon and
major -street end minor -sired .
shall be for the same 8
hours. On the minor street. the
a
c
HOUR StartTime MET
higher d to be n thehall at be _
required to be on the same -.
Approach Lanes
i
. >=2
7:00 AM 8:00 AM
9:00 AM
11:00 AM
3:00 PM
4:00 PM
5:00 PM
6:00 PM
sppioech during each or these 8.
YES
NO
hours:,
Both Approaches
0
350
600
420
X
on Major Street
(280)
(480)
(336)
X
e: These major
-street and to
beat volumes
shall be for the same 8 hours for each con ibon; however,
the 8 hours.salislkd In Condition A shall not be required
to be the same 8 hours satisfied in Condition & On the
AND
-..rhe
hl hervolti'eshall
not be oirsd
'h the acme® "o ash of the8houra.
Highest Approach
150
105
200140
X
on Minor Streetbe
(84)
(160)
(112)
L.i�9J
®
X
a Basic minimum hourly volume
b Used for combination of Conditions A and B after adequate trial of other remedial measures.
c May be used when the major streetspeed exceeds 40 MPH or in an isolated communitywith a population of less than 10 000.
m + "407"",0,w,FIUIQkw FtaICt
)TANDARD: The vekiides perhour given in
batt[ Of the id0 perceht columns of Condition, B
InTable.4C 1 exist on themajor-street and the Warrant Satisfied YES NO X
ONION
taume-voiume minambed approadies,
rPSpeCbVEly toft intPJ'S2CdOlY ?fid
OPTION: fftle pas2MatoetlwysprMNtrtllortlx a5tl1-{krrCrtlle speed wl One
nes,:Drat«n-ea,;vkW7h(9°apA, amana—va ff-Wdm°eb.*,w Minimum Vehicles/Hr. b. (800/d Volume Met) YES NO X
Nen OdaadaamasirYh"t .PAWff-ofkcs dun 10,000, the tame vokmar m -
dx70pamrtdnwtnrawa9c-,mayaeusedn arawdx,0o Percent akmnsc (80% in brackets
a:. In applying each oondhion the The Yeti des pet hat ghrat In both of the so percent coluom of Condition B in Table 4C-1 adst on the majorstreet and the higher -volume minor -street
mei&-street - Requirements 100% 70% 100% 70% aR"wheir,respecwey,tothe Intersection.
aneminor-drest
Volurres"be for the aeme ll .
a c HOUR Start Time MET
hours, On the minor streel.the
hither be Shag be roach Lanes i >=2 7:00 AM 8:00 AM 9:00 AM 11:00 AM 3:00 PM 4:00 PM 5:00 PM 6:00 PM
be - APP
s
quint to on the earrx
required to
approechduringeachof,then8 YES NO
s.egeess
Iwo
Both Approaches
5
525
900
630
X
on Major Street
420
720messhall
504
547
543
468
440
487
461
445
456
X
Thea maj—lraO and minor -Strad vduOne same B hours for each condition: however, the 8 hours satisfied In Condition Ashall not be required to be the same 8 hours satisfied in Condition B. On the
baton
AND
minor sheet the higher volume shall not be =W to be on the same approaoh during sash of the hours.
Highest Approach
7553
100
70
X
on Minor Street
(42)
(80)
(56)
[
Lil7j,d
X
AND
YES
nX0—
A traffic si nal will NOT serious) disru t roressive traffic flow on major street
Atlantic Beach TS Warranls.xlss Warrant 1&_B Page 1 of 1
GAl-SE0 0 0 2/27/2004
Major Street: Seminole Rd.
Approach Engineer: SAA
Lanes:
Approach
Minor Street: The Plaza
I Date:. 02/27/04
Lanes:
City: City of Atlantic Beach
County: Duval
Major St. 85% Isolated Community < 10,000
Yes No X Yes No X
Speed > 40 mph Population
STANDARD- The need for a traffic control signal shall be considered I an engineering study finds that, for of +-,hours of art average day, the plotted points representing the vehicles per hour on the major
street (total of both approaches) and the corresponding vehicles per hour on the higher-volome minor -street -approach (one direction only) all fall above the applicable curve In Figure 4C-1 for the existing combination of
Lqui h e, 8rne a2erbadbduring each of these 4 hours.
approach lanes, see tables below. On the minor street, the higher volume shall not be. repulsed to be 6 Is.
...... .......
NOT APPLICABLE: WARRANT SATISFIED: YES NO X
APPROACH LANES: MAIOR STREET I MINOR STREET 1
... . . ......
9:00 AM 1 AM 11:00 A 12:0) 1-00m,
HOUR [F 2:00 P PM METS Y/N
--------- ---7-00 AM 8:00 AM M1 -�M[-3:00 I'" M 0
MAIOR STREET
. .... . .......... . . . . ..... . ....... .......... ... . . . . . .... .... . .................. .... ....... .. . ...... .. . ............ -
NB Direction 101 128 102 145 147 147 .156 136 159 187 187
.......... . .... . . .... . ............ .. ... ........... ... . ............. . . . ...........
SB Direction 4465 635366 291 293 276 242 283 328 274 258
543 468 436 440 423 392 419 7 461 445, N
Both Dlrectlop<�- . ..... . . . ......... I I I--..... . .. ..
MINOR STR
.......... . . . ........
_EB Direction 126 208 135 149 171 185 186 218 223 256 8
. .. . ...... - . ..... N
WB Directioni
Four -Hour Vehicular
Volume
OP770N. If the posted or statutory speed limit or the 85th percentile speed on the major
street exceeds 70 Am/17 (40 mph) or If the Intersectlon lies within the built-up area of an Isolated
I lane and 1
lane
'W"street
2 or more lanes and 1 lane
2 or more lanes and
2 or more lanes
--y
street (Higher volume
Community having a populatlon of less than 10,000, Figure 4C-2 may be used In place of Figure
4C-1.
Monthemaj-
v�'W.111t!19 Or
VPH on the major
wrirmmrrmtno-
tr..t(Hlgh.rvol.ms
—4—
VPH on the major
at,.
street
4
1400
0 0
80:
00
_141
1400
80 or 115*
1400
115
Four -Hour Vehicular
1 lane and
or
Vol
I lane
Hon 11 r
me 70% Factor)
2 or more lanes
and 1 lane
USE?*
2 or more lanes and
N
2 or more lanes
T - 'mi
VPN nor
3 0 0
130
80
13 00
115*
1300
115
1200
145
120
2 0 0
80
120
'200
100 or 115*
1000
----Atmqt—
60
---strest—
1000
60 or 80*
100
a- trqet,(H!qferyq1um,�i
801
1 1
1100
0 0
80
1100
120
1100
165
0 0
1000
0
100
1000
150
1000
200
900
60
900
65 or 80*
goo,
80'
goo
900
120
900
.175
900
240
800
60
800
80
800
105;
800
800
150
800
200
800
275
700
70
700
100
700.
14
700
1801
700
250
700
340
600
100
400
300
Uh
90
125
160
205
600
500
400
300
130
165
215
265
600
500
400
300
1751,
.. . .. .. ........ ..... .. ..
2251
2901
Not available'
600
220
290
600
390
500
260
500
340---50-
460
400
T
31
390
400
Not available
Higher volume
Total of both
Higher volume
Total of both aapproa
HNhWvoi�e--
--FobiFoiboth
Rig v7.6 me
of both
Higher volume
encroach
spDroaches
approach
approaches
approach
approaches
approach
NOTE: 115 VPH applies as the
lowerTireshold volume
for a minor street approach with 2 or more
lanes and 80 VPH applies
as the lower
NOTE: 80 VPH apples as the lower threshold volume for a minor street approach with 2 or more lanes and 60 VPH applies as
threshold volume for a minor street
approaching with
1 lane.
.
the lower threshold volume for a minor street approaching with I lane. I
Atlantic Beach TS Warr-ants.xls Warrant 2 Page 1 of 1
GAFSE. Inc.
Allaehment 3 1/278004
Major Street: Seminole Rd. Approach Lanes: 1 _ Engineer: SAA
Minor Street: The Plaza Approach Lanes: 1 Date: 02/27/04
City: City
101
J Major St. 85% 1
Speed > 40 moh
41
C7
X
NOT APPLICABLE X WARRANT SATISFIED YES
Yes
NO X
No
I
STANDARD; This signal warrant shalt be appiiedpnty in unusual cases. Such cases Include, but are not.gmited to, office complexes, manufaUudng plants, Industrial complexes, or high-occupanq vehicle facVlities
that attract or tlismllarge large numbers of vehicles over a short time.. _ - -
- - -.
APPROACH LANES: MAJOR STREET 1
MINOR STREET 1
APPROACH
FIELD MET
LANES
1
2
DATA YES NO
MINOR STREET DELAY
(�
(ONE DIRECTION ONLY)
_ > 4 VEH-HRS
_ > 5 VEH-HRS
0 VEH-HRS
7
AND
MINOR STREET VOL.
100 VPH
150 VPH
256 VPH
y
(SAME DIRECTION)
AND
4 OR MORE
3
FIELD MET
APPROACHES
APPROACHES
DATA YES NO
TOTAL
INTERSECTION VOLUME
800 VPH
650 VPH
937 VPH
Y
STANDARD: The need for a traffic control signal shall be considered if an engineering study finds that the criteria in -either of thefolbwing two categories are met :.
A. If all three of the following conditions exist for the same 1 hour (any, four. consecutive 15 -minute periods) of amaverage
day:
I. The total stopped tlme delay experienced by the traffic on one mino�streetapProadl (ale direction only) controlled by
,'
STOP sign equals or exceeds: 4 vehlc"6urs for 3 one -lane approach, w Svehicle-hours,fw a
twolane approach, and - :: .... ..
- .. _...
2. The vo;yme on t}tc same minor -street approach (one pretrtlof(on*) equals or em:ceeds 100 vehicles per, hour for one moving lane pf baffic or 250 vehicles per hour for two moving lanes, and
3: the total entering volume serviced -during the hour equals or: exceeds 650 vehicles per hour for intersections with three approaches or 800 vehicles per hour for Intersections with fouror rnae approaches.
B. The plotted point representing the vehicles per hour on the rgajorstreet (total of both approamhes) anti corresponding vehicles per hour on the higherwvd6me minor -sheet approach (one directicmonly) for 1 hour
HOUR! 7:00 AMI 8:00 AMI 9:00 AM! 10;00 AM"
MT 11:OD AM_12:00 PM! _1:00 PM! 2:00 PM!— 3:00 PM. —4_00 PM':'— 5:00 PMIMET? YIN
MAJOR STREET! _
—T_ _i
_
_ NB Dlrectlonl 101 128 102 145 147 147
_..__
-- ---7---- --
150 136 159 167 187
SB Direction' 6 4YSi 366 i9293 276�—
- --- — —=- �- ' - --
--t----' — ----
242 283 328 274 258-
_ Directions: S47
Both __
! 543
----
! 468 436 ! 440 423
392 419 487 461 1 445 i T—
Y
y
{r MI_N_0_R STREET"_
_
£ _____EB --EB Direcion 126
iWB
_ f 208
135 171 185
— -- --
186 2Y8 223 256 258 N
—
Direction' i
IPeakHourVolume
— — —
- -
0PT70fv.•ttthe posted orstattilwy speed limit or rhe FSthpercentile speed on rhe major street
.—'—-------'-- --- -- ph) orif the intersection ties wftn the brdIt-up arca ofan &*led
tfan eand f 2ormorelanesand1fans ; 2mmererassard2waarerhes � 706 /h(4om
_ rommunityhawng a population ofless than 10,000, Figure 4C-4 maybe used m piece ofRqure 4C
wNan Ow ahlor..� - Non lhi — VPFj an lM ahlp WHonlloa9re, Mone jot vpK on the Mina 3
_._.--_ _MnN—__ �..Nent__eferst&rmha. tlraN__ eamadtloteersaluna
1800 _ 10 __ 1800; 100 or 150* 18001 150; Peak Hour Volume�70% Factor) USE?: N _
1700 10 1700; 100 or 150 1700! 150 1 lane and 1 tone 2 or more lanes and 1 lane x w nen pa...adx«hh.r.e
1600` 100 160Di 120 or 150*1600' 170. `vrxmahmym vrxmmtaeaww ° — wxoaaemw wxaam`icoyer Menw,mwr
_.�+drasr— ___— .axxl.0a4ah rnlumr.—. +•�
mgad�_ VP1I on ae aaloratraet!--iaalaSIl♦b
1500 100 1500 145 or 1504 1500 180:
--
i
--1300 75 1300: 75 or 100* 1300 100
1400;`__ _ 12 1400` 15._. 1400 220
12 0 _ — 75:— — 1200` 80 or 100'x! —_ i
1300 13 1300; 191 1300 7501
—1200! _ _ _10
751 11001 100' 11001 12
1200Seo_._ zz lzoo. zss
1x010DO. 1
._lzoo,
-
f 1100-_ 17 1100: 250 _ 1100 340'
- - - ----
900 100_ — _ 900l__ 140 17
lo00_ _ 2 _ _1000 _ 28 _ 1000 370
__900
800L` 120__ 800____ 160. 8001 2
900 = 24 _900 3 =_ 90 425
830i 28
_
_ 7001 _ 145_ 700^_ 200 7001 2
1---
~
— 800; 36 80 475
— -- --
__ 700.1 3'. — 70D 42 70 i 540'
600' 170. _ 600: 245 _ 6001__— 31
`
500. 280: 500, 37
6 I 60 600:__ 460 600 590:
--- ... i----
^500;
_50022D —_
400 260! 400_ 340: 400 Not availa
_ _ ._iodaeew
00! 42 Not availabl — 500: Not available:
�_. _ --
"MMMI- °' °A° :Toa ollroM epgmdgs" Ifgterwiues TqN orbdp mplel nxumn
_
Tord�ta4happrecees Tgaldeoa Hiphrvolume Tehl olbnei 1--Hip6uvol`wm NOTE: 100 VPH
1 applies as tlra bier tiveslpM vo4me for a minor street approach with 2 or more lama and )5 VPH
NOTE: 150 VPH applies as the bore dd vokam for a minor street approach with 2 or more lams and 100 VPH applies applies as Bre lower Threshold volume for a minor sheet approaching with 1 lane.
w the ower am esWd volume for a minor street approaching with 1 Imre.
Anentk Beach TS Warrante.q Wmran13 Page 1 d I
��
y a ^i r e91
waka
�-u'
i x
E 1 �
'Y'�
�,� � #� ? `�""�s �-3y ,ms's �� *� • • •
rip 1-
°� �,r
47
�g_
K
a`.33t3
�v �t�"'
Im -may?� at s-+-
-'3a s' a."k 4 yP 3: .t t , { �, "S y
Omvglaa
-gq NIM WN
&i"i-Pd+Fy; z iL._ 4 ,y k -i3#-;-���i
� FK S P-141-
IBI
- "'ras * t k fi3RE
A
�Y x$ $�WO
r
� k�& �a
�� '
°'t "` ,s'
..
.� ur
y3<i° y>p, t s,"`"�`t E'-- �� - .r
c33
{`s
-J' rv° Vffi3 z h"Ni� ..<'" i ` 3 '.4- �`ky.,,3 :.^ ii .: i.. i
h `�3�`a�,',d ""° gw 'x
gip`
,4''�`p
1,7,30 '.a. dR�""' 2,
r
irr5 `"Gd 33 -Esr-
h r�.�' „T '''£ 't-F 5�.P' "'✓v= a'r 1 '' .v..�., �„%ec ., t.#'��' g 3$ r.%
11
11 •11 11 011 •11 11 1 1 1 1 1 •1 1 •1
1 1 1 1 1 1 1 1 1
Stoo ntrol Warrant Summary Atlantic Beach Rbt.XLS AC
0712004
Major Street: Seminole Rd.
Minor Street The Plaza
City: Atlantic Beach
I County: Duval
Major Street 85% Speed > 40 mph Yes No X
Isolated Community < 10,000 Population Yes No X
Number
of Approach Lanes: Major Street 1 Minor Street 1
Warrant No.3
Warrant No.2
Intended for application where there are high vehicular and pedestrian volumes.
Intended for application where there is an accident problem, as indicated by five or
more reported accidents of a type susceptible of correction by a multi -way stop
installation.
Is Warrant Satisfied?
Yes X No
Yes No
Is 70% Volume
Met?1J
Yes No
Yes No
Warrant is satisfied when total vehicular volume (all approaches) averages 500 vph for any 8 hours
of an average day, AND combined vehiclular & pedestrian volume averages 200 unitslhour for same
8 hours, with average minor street delay of at least 30 minutes per vehicle during maximum hour.
Warrant is satisfied when there are five or more susceptible -type
accidents within a 12 -month period.
Requirements
Total
Major street, o Minor Street, o
approaches (70%) approaches (70%)
Right Angle Left Turn Right Turn Total
100%
500 200
70%
350 Pedestrians 140 Pedestrians
7:00 AM
7051
547 10 158 10
8:00 AM
780
543 10 237 10
9:00 AM
633
468 10 165 10
10:00 AM
606
436 10 170 10
11:00 AM
642
440 10 202 10
12:00 PM
638
423 10 215 10
1:00 PM
614
392 10 222 10
2:00 PMi
669
419 10 250 10
3:00 PM
744
487 10 257 10
4:00 PM
7601
461 10 299 10
5:00 PM
7321
4451 10 287 10
GAI-SE, Inc. Prepared by Fraser S. Howe Jr., -PE Page 1
All -Way Ntop Control
General Information
i
ALL -WAY STOP CONTROL ANALYSIS
Site Information
Intersection
Jurisdiction
nalystSAA
Project ID
gency/Co.
GAI Consultants
Date Performed
1111312004
nalysis Time Period
IPM
Pagel of 2
file://C:\Documents%20and%20Settings\Administrator\Local%2OSettings\Temp\u2kE4.tmp 2/27/2004
Project ID
East/West Street: Plaza
North/South Street: Seminole Rd.
stments and Site Characteristics
Eastbound
Westbound
E-%/.ThrusLeft
L
T
R
L
T
R
171
40
111
13
26
15
50
L
50
oach
Northbound
Southbound
ment
FE'U'r1m
L
T
R
L
T
R
e
117
319
21
8
258
79
%Thrus Left Lane
50
1 50
Eastbound
Westbound
Northbound
Southbound
L1 L2
L1
L2
L1 L2
L1
L2
Configuration
LTR
LTR
LTR
LTR
PHF
0.95
0.95
.0.95
0.95
Flow Rate :`
338
55
480 ,
362 '
% Heavy Vehicles
2
2.
2
2
No. Lanes
1
1
1
1
Geometry Group
1
1
1
1
Duration, T
0.25
Saturation Headway
Adjustment Worksheet
•
rop. Left -Tums
0.5
0.2
0.3
0.0
op. Right -Turns
IPr
0.3
0.3
0.0
0.2
op.. Heavy Vehicle
0.0
0.0
0.0
0.0
hLT-adj
0.2 0.2
0.2
0.2
0.2 0.2
0.2
0.2
hRT-adj
-0.6 1 -0.6
1 -0.6
1 -0.6
1 -0.6 1 -0.6
1 -0.6 1
-0.6
hHV-adj
1.7 1.7
1.7
1.7
1.7 1.7
1.7
1.7
hadj, computed
6.49
6.49
6.49
6.49
Departure Headway
and Service Time
hd, initial value
3.20
3.20
3.20
3.20
initial
0.30
0.05
0.43
0.32
hd, final value
6.49
6.49
6.49
6.49
final value
0.61
0.11
0.81
0.62
Move -up time, rn
1 2.0
2.0
2.0
2.0
Service Time
1 4.5
4.5
4.5
4.5
Capacity and Level of Service
Eastbound
Westbound
Northbound
Southbound
L1 L2
L1
L2
L1 L2
L1
L2
Capacity
518
305
580
557
Delay
19.09
11.39
29.77
18.54
LOS
C
8
D
C
Approach: Delay
19.09
11.39
29.77
18.54
LOS
C
8
D
C
Intersection Delay
22.74
Intersection LOS
C
file://C:\Documents%20and%20Settings\Administrator\Local%2OSettings\Temp\u2kE4.tmp 2/27/2004
Seminole Roundabout
]ATA Trucks: 2% Buses: 1% Design Period: 20
345y 274 Seminole Rd. 505 402
future
15P63
205 6 26uture 79 258 8 PCE 13
177 i L PCE
future
736171
256 32 40
322 88 ill
PCE
OUTPUT DATA
382 303
Roundabout Capacity
INPUT DATA
•
324
171 EBLT
40 EBTH-
111 EBRT-
2 EBUT-
310
Capacity
Annual Growth: 1.0% Passenger Car
Vehicle Type IEguivalent (PCE)
Car 1.0
Single -unit truck or bus 1.5
Truck with trailer 2.0
54 Bicycle or motorcycle 0.5
43
The Plaza
93 254 17 59
future 117 319 21 PCE 55
int Date: 12/10/03
OUTPUT DATA
176
® WBCIRC 638
WBUT 2
e WBRT 15 56
26
�WBTH
OF�WBLT 13 71!4 '
��NSCIIRC
�NBUT 16
NBRT 21
NBTH 319
:IR398 473 NBLT 117
Flow Direction Circulating Max Entry Max
Northbound 236 1800 473 1200
Southbound 176 358
Eastbound 310 324
Westbound 638 56
CIRCULATION VOLUMES
EBCIRC = WBLT+SBLT+SBTH+NBUT+WBUT+SBUT
WBCIRC=EBLT+NBLT+NBTH+SBUT+EBUT+NBUT
NBCIRC= EBLT+EBTH+SBLT+WBUT+SBUT+EBUT
SBCIRC= WBLT+WBTH+NBLT+EBUT+NBUT+WBUT
2/28/2004
Single -lane Entry Flow, Oe =1212.0.5447Qe (Circulating Flow)
Double -lane Entry Flow, Qe=1212.0.5447Qc (Circulating Flow)
Southbound
BUT
13
SBRT
79
358 518 SBTH
258
__SBLT
8
int Date: 12/10/03
OUTPUT DATA
176
® WBCIRC 638
WBUT 2
e WBRT 15 56
26
�WBTH
OF�WBLT 13 71!4 '
��NSCIIRC
�NBUT 16
NBRT 21
NBTH 319
:IR398 473 NBLT 117
Flow Direction Circulating Max Entry Max
Northbound 236 1800 473 1200
Southbound 176 358
Eastbound 310 324
Westbound 638 56
CIRCULATION VOLUMES
EBCIRC = WBLT+SBLT+SBTH+NBUT+WBUT+SBUT
WBCIRC=EBLT+NBLT+NBTH+SBUT+EBUT+NBUT
NBCIRC= EBLT+EBTH+SBLT+WBUT+SBUT+EBUT
SBCIRC= WBLT+WBTH+NBLT+EBUT+NBUT+WBUT
2/28/2004
Single -lane Entry Flow, Oe =1212.0.5447Qe (Circulating Flow)
Double -lane Entry Flow, Qe=1212.0.5447Qc (Circulating Flow)
Southbound
Circulatory
Max 1 -Ln
Max 2 -Ln
Calculated
Calculated
Flow (PCE)
Entry Flow
Entry Flow
Entry Flow
Exit Flow
176 1 1116 2298 358
518
Westbound
Circulatory
Maximum
Max 2 -Ln
Calculated
Calculated
Flow (PCE)
Entry Flow
Entry Flow
Entry Flow
Exit Flow
638 1
864
1967
56
71
Northbound
Circulatory
Maximum
Max 2 -Ln
Calculated
Calculated
Flow (PCE)
Entry Flow
Entry Flow
Entry Flow
Exit Flow
236
1083
2255
473
398
Eastbound
Circulatory
Maximum
Max 2 -Ln
Calculated
Calculated
Flow(PCE)
EntryFlow
Entry Flow
Entry Flow
Exit Flow
310
1043
2202
324
224
Roundabout Approach Capacity
2,500
o E 2,000
¢ ci
w-E 1,500
E .a 1,000
500
N -
0 50
Singie Law - - - Urban Com
Doubh-Lane—.a—Eaalbamd
--—Nord6=d ---e--Wean. d
--i--Soul bound
1000 1500 2000 2500 300 3500
Circulatory flow (M)
Roundabouts should be designed to operate at no more than 85% of their estimated capacity. Beyond this threshold, delays and queues vary significantly from their mean values.
The capacity forecast shown in the chart is valid for single -lane roundabouts with inscribed circle diameters of 80 to 180 feet and for double -lane roundabouts with inscribed cycle diameters of 130 to 200 feet
Circulating flow should not exceed 1800 VPH at any point in a single -lane roundabout Exit flows exceeding 1200 VPH may indicate the need for a double -lane exit
Prepared by Fraser S. Howe Jr., GAI-SE, Inc. ROUNDABOUT—Atlantic Beach 2revperFSH.xls
Seminole Roundabout
Speed -Curve Relationship
Speed Consistency
2/28/2004
Kecommenaea iw tncr uesrgn
Speed
R4
Inscribed Circle radius Central Island radius
Calculated Radius =
• 15 mph
Mini -Roundabout
Single -la e:1 48 feet
Double-lane:1 100 feet
32 feet from
51 feet "Geometry"tab
252 '
15 mph Urban Compact
20 mph
Urban Single Lane
Speed -Curve Relationship
V = J15R e + f
V = Design Speed, mph
R = radius, ft
e = superelevation, ft/ft
f = side friction factor
25 mph Urban Doulble Lane
25 mph Rural Single lane
30 mph Rural Double Lane
Single -lane Roundabout
Inscribed Dia:
96' Entry Design Speed= 15 mph
Curve:
R1
R2 R3
R4 R5
Calculated Radius =
146'
106 ' 146 '
37' 106'
Calculated Design Speed =
27 mph
20 mph 24 mph
13 mph 23 mph
Superelevation (ft/ft), e =
0.02
-0.02 0.02
-0.02 0.02
side friction factor, f =
0.31
0.27 0.25
0.31 0.31
insert Radius or Speed:
83'
19 mnh 21 mnh -
Vi mnh r1n
C
•
uoume-lane Koundabout Inscribed Dia: 200' Entry Design Speed = 25 mph
Curve:
R1
R2
R3
R4
R5
Calculated Radius =
252 '
252 '
252 '
76'
252 '
Calculated Design Speed =. ,
30 mph
28 mph
30 mph
15 mph
30 mph
Superelevati,ori ft/ft), e,=
0.02
-0.02
0.02
-0.02
0.02 _
side friction factor, f =
0.22
0.22
0.22
0.22
0.22
1=Lane ! 2 -Lane Roundabouts
15.0
300'
10.0
U
-
250'
,r,,..,.
5 10 15 20 25 30 35 40 45 50
200'
0 100 200 300 400
,.,,
Speed (mph)
Q
-e= 0.02 - - - e = -0.02 Radius (feet)
150'
.......................
100, '" ` __ _
CD
CL
50'
-- --
_-
0'
80 feet 100 feet 120 feet
140 feet
160 feet 180 feet
200 feet
220 feet
240 feet
- - - R4 Radius
R1 Radius -----=--R4
Radius
°^^°^^ ^^
R1 Radius
- - - R4 Speed
R1 Speed
R4 Speed
°^"- ^ ^--R1
Speed
Prepared by Fraser S. Howe Jr., GAI-SE, Inc. filename: ROUNDABOUT -Atlantic Beach 2revperFSH.xls
0.80
40.0
35.0
0
0.60
y =1.6272) 0.6149
E
30.0
25.0
0.40
,�
0.20
-0
C'aM
,
20.0
15.0
10.0
U
-
0
5 10 15 20 25 30 35 40 45 50
0 100 200 300 400
Speed (mph)
-e= 0.02 - - - e = -0.02 Radius (feet)
Prepared by Fraser S. Howe Jr., GAI-SE, Inc. filename: ROUNDABOUT -Atlantic Beach 2revperFSH.xls
Seminole Roundabout Geometry 2/28/2004
Geometric Elements
Maximum Circulating Flow: 236 pce/h from "Capacity" tab
Maximum Entry Flow: 473 pce/h Recommended Inscribed Circle Diameter
•
Input Data Single -lane Roundabout Central Island Diameter
Approach Width =
14.0 feet
26.0 feet
115 feet
130 feet
150 feet114
79 feet
94 feet
feet
Inscribed Circle Diameter (D) = 96 feet 200 feet
Entry Angle (EA) = -15 degrees 0 degrees
Entry Radius (R) =
60 feet
50 feet
Double -lane Roundabout
Central Island Diameter
Entry Width (e) =
12.0 feet
22.0 feet
150 feet
102 feet
Circulating Flow (Qc) =
236 pce/h
236 pce/h
165 feet
117 feet
Circulating Roadway Width
18.0 feet 1
24.0 feet
180 feet
132 feet
Entry Capacity (Qe) =
659 pce/h
1251 pce/h
200 feet
152 feet
Qe = k(F-fcQc), for fcQc < F
215 feet
167 feet
Qe = 0, for fcQc > F
230 feet
182 feet
(passenger car equivalents / hour)
•
Prepared by Fraser S. Howe Jr., GAI-SE, Inc. filename: ROUNDABOUT—Atlantic Beach 2revperFSH.xls
Summary of Calculated Capacity
Plaza WB Plaza EB Seminole SB Seminole/ Sherry NB
Se N l
NORTH
Q I Scale: /" = 40'
� I ,
\ � I
I i
I I
I I
I I
I
Semino%'e Road
I
Sherry Drive J
13
I----------
'_-_=�- G03
-------------------------
------
„__
�.� ----
- .---------------- ---------------------------
--------------------------
li i I Nu I
III
i I I I
I I
,C I I I II N � I INI I I •
03 I i i I I N I I IUI I
I N
SEMINOLE ROAD
p crry OF Roundabout Study CONCEPTUAL LAYOUT
Nll A&4N&a Beaek - �la�tda
Consultants, Inc. ""'
r-V
°.c vne. Nls e r r. pynw • tmDDdM.Ik1.W.s.;,pb.W.leym.�rytr. fvrr .
I-A"DEC 15,1003 __
ZJ FE8 104 15:.7:56 J:VrOJ� to Z00J`03086VGdd`dwq�sem_r o Ilid.dgn
In
•
1
SEMINOLE ROAD
CONCEPTUAL LAYOUT
cm OF Roundabout Study W,
r.• «a..,"l..„, r,.,�B,w.r. B.rv. � -7 Consultants. Inc. r -,a
uN.n .n. erBry q4•.r wd IBBBBSW+WMeMad.4s.10).,—..fNr6 111N .r u
aI.a..n..w....w.•r. m rw.mme re, rouesuu .rcp°u«W«p.°a. B ” "DEC 15.1003 ____ .___
.. _.. ... ems.. ... z•x°•m .......I. prtn l.. �xni.nvfAG....AA�M1.nne.a °rM n119 Ann
0 0 9
_Ni
I 1
NORTy
���,iJp� I I I SOR N = 40'
I
N I I
pGa ti
� I ,
I ,
I ,
I
I I
� Seminole Rood
Sherry Drive
D
----------
------------
------------------- -----
��
'�� - -----__-==w=as_-• - i � ---- �- ---- ��m�= - ----
\--------- 1 Id ---------------
9 I I N -------------
--------------------------
NIINilI
i 1 I
� I i i I 191 I IUI I,
SEMINOLE ROAD CONCEPTUAL LAYOUT
D
N D, cm of Roundabout Study
d.. DD ,.l..a�.l, <•,,.._l..„.&4d - poaual Consultants, Inc. 1--,a
. e. N>.a.w., ..ws �. r�.D . a ga
IDIDvswls.D.d...tsD.la.wdN.m..w.Im Dax
ae a,eD n e Mu. e. n.a ro,el.m.. sa..l,.d o -"DEC 15, 2003
.r. .. rN.e.t lk ro.xAllle Fe IDI.x].11x w.eotromYsm.w D. D,l. D..DM eN.I n [b.l __—b____
V FEB M 8:76:02 ):\.m/\&W ID 200-3\0"6Wdd\d.Q. m_nd_DIl3.d0.
•
Ile Road
_._..._._.
SEMINOLE ROAD
/�..
CONCEPTUAL LAYOUT
CITY OF
Roundabout Study
Inc.
4B
gal ,o.tp[bwau
uW.]mt[s
YrwIrD.EClConsultants,
b,
yr alr
• . [
23 FEB 104 15:35:03
J:WeJ�W to 2003w3086v
ddWwavdn_l%o114.dan
'nole Rood
aw..
N.h...ElwCw.l.uclan
CITY OF
-
SEMINOLE ROAD
Roundabout Study
CONCEPTUAL LAYOUT
.. t
we..r r•n. ,.«mob««,e �awh
h h 0e..rwno w. rrwr.t
law
® Consultants, Inc.
°..h.v4 SM. M! ld.wEY. A«Ye ll]N
� re roun.rlr° Fw: mr.w0u ..we.e.«.wuw.
qh.
DEC 15, 2003
23 FEB V4 15:38:05
J:Iyr°JWB0 1. 2001.030861cmddM.°vem_rrd_o121.da°
NORTy
�
01)2-
0"" � i i � I Scale: l" = 4p•
i
� I
i
� , I
1
Oa 4 11 _ Seminole Road
Sherry Drive — _ = Q 4 `
_
- -
-
��----
--------- - i ru---------------------
�� r _�---_ ix R - --- ------ — _ - --- - - - - —
-"✓'�1 �� i Mill -
11 nni
i Hili
SEMINOLE ROAD
CONCEPTUAL LAYOUT
., crtv OF Roundabout Study w,
,Ab o...:, k Ik x.Ax,,., all N Albnik Irw:b , $sack _ ;V m ® Consultants, Inc. 1r -,a
A,.ax.axr�:Ati I■�■��I
/I1b M11,bYM n,q,lnx pAhrlW lalHSWuIbA,dnsdPo IH AdKxIAnlixld. Jll �� ____ __
wxn �i IA: ror.en.ula r ruLlur ....rrbwdwn. x. a.b x „:•,I x w�•DEC 15, 2003 •nxl w
23 FEB 04 5:78:07 1.0
Iroro1\BB0 to 200J\03066VoddWxg�em_rnd_a122.dgn
t i
NIII I
I I
NORTH
0/0
\ �Jj
N t
\p0� tiIi i i
t t `
� t V
� t
� i t
t t t
\' ----_- ❑ 1t Seminole Road
I
Sherry Drive
------------
--
--- ' ip -------------------
--=---------
---- -----------------
---
�- u rt
I�} I Ilt ltt
i I m i t mt t
t I oil.
SEMINOLE ROAD
CONCEPTUAL LAYOUT
cm of Roundabout Study
«•« np. dys Aaw lrNCdrNArN i1«a,�_9r-40
.� .«bmlNbnwvM<.tl.raMtlb N.N.rY �—
..c WL IINM1. 6. «.tlm.p.rox o.1«(W , Consultants, Inc.
wn.6YN1ef .IWl.wW.. £Y.W ulx
—DEC
23 FES 104 15:39:05 J%Vr9JISW l0 200J\0"6\-ddNw9Vemsn.d_a12J.dg
I
N0'9*
\��d
Sco/e: P = 90'
I
�
till i
I I
\
I
I i
1 I
\
i I I
I I
I I I
� \
\\yam
\
oa
_ Seminole Road
Sherry Drive
�
Q
I
---- ---------1--
;
------------
------------- -------------
II
IIu
I11
�I i I
N
i
I
i it I
i;
i
I
�I I I
I
I p I I
IpIII
I91 I
IYI I.
SEMINOLE ROAD
CONCEPTUAL LAYOUT
°
cm of
Roundabout Study
nn
fM4nnlM1MnpnMn•r rwn°b rlW rN
Ilbrolben negro n..rwrl rb
r°'••."•'"'•
""' 1' 40*
Consultants, Inc.
gal 1lIASaidaW DaMrrd SW }a bbor°b.fbndr
n. wafexfua fa.fef.ffff .....rro-wW..m„
!}}f!
r.},
abnrr15. 7oo3
'
23 FEB, G4 5:38:,0
J: yr°JM90 ro 2D0"30861-dd\d
qV---d_.fZ4.da.
0 0 9
Sherry Drive
1 --
�jr,
-
1-
03
I
SII
I
I
I
I
NORTH
< 40'
Seminole Road
- — -- L
I i — I
I I I
I I I
I I I
I
t
s-- ,\'y-- -------- -- -----_—_—_—_—_--------------- --------
--—
—------------------------
�� It
II—
I II 11 I
i I
•L I I I I n I INI I
SEMINOLE ROAD
CONCEPTUAL LAYOUT RH
B — crtv or Roundabout Study
d••••b Iti, Br.wp Y In. nw,rlr .l CBr.r AIN.Ik B.,M� •'I�OR�4 ®
Consultants, Inc. a,u� N,4.
•• •-II•a••r•N..•N..•.,..•-,N•..* 77 � ,•_,p
V11..r. I r.w. rn.,l. lbtws,msse,rwtblrrab r,m...w.. avw 4B]H
B . r r 6EC 15, 2003
23 FES 04 6:78:12 J:yrBJ\&50 to 2003\03086 ddbwgvem-rrd�IJl.dnn
Sherry
\
\
Sherry Drive
i
I
1
NORTH
I = 4p'
I I
I I
I j I
I
I
I
Seminole -Rooth
Q ' —
O
a I I I I
I
\\ I I I I
1_L'------------------ ---------1
uul
I III11 — —
li
I n i 1 1
II n 1�I
I 11 1 I I
I 11 I 1 MI I
In I I mll
1 el I 1 ml 1
CONCEPTUAL LAYOUT
IConsultants, Inc.
IHH dewNYeleoMmy 9Bp ,A6Vrnn9c_ HHB
fA HLIH.IIIB Fc: Hl.1/illl} �mrpYvuJlaW.en
•��
V FEBM 15:38:13 r I+brofV980
1"-'1'-40' 1
s --`--\\\
___--_-�-�
'".✓'���\\
4
ill
I
� I
SEMINOLE ROAD
om of
Roundabout Study
r..p've �. dw . w
wLb.' nel lib u.N m.nr slnN pq.slW
sPta+rt[e �[4rfe - '�(ORG1tt
'
.. [.
i
I
1
NORTH
I = 4p'
I I
I I
I j I
I
I
I
Seminole -Rooth
Q ' —
O
a I I I I
I
\\ I I I I
1_L'------------------ ---------1
uul
I III11 — —
li
I n i 1 1
II n 1�I
I 11 1 I I
I 11 I 1 MI I
In I I mll
1 el I 1 ml 1
CONCEPTUAL LAYOUT
IConsultants, Inc.
IHH dewNYeleoMmy 9Bp ,A6Vrnn9c_ HHB
fA HLIH.IIIB Fc: Hl.1/illl} �mrpYvuJlaW.en
•��
V FEBM 15:38:13 r I+brofV980
1"-'1'-40' 1
11
S O 11 i i I NORTy
/ I
p
Od ~ I I If
I I
11I 1 1 I
11 j I
(I I 1
I 1
I 1
\ I I I
I I
t �
Seminole Rood�
Q
Sherry Drive ----•� �
Jives �` 1
------------
--------------------
--
-------------_—_
--------------
--------------------------
i % mill
l ( 1 iIt Ail
1 1 IIx
�l I I � lu i I nnl
SEMINOLE ROAD CONCEPTUAL LAYOUT
AI I
a, crrY OF Roundabout Study
a ,4f x& dark - '�lesG(a �� ,..,
rnr.a.-v.n.>,.r.p.lal.✓°Iwnre.rr: L'OYJSl[Itlllll'SI Inc. ,•_,o'
.. W:al 1•b rwr.au,ra w,.aM:. �.M ww —_ !I)ODS.d,Yr1sJ..od.TMrl°l Jwbw.Nr. Fr..Id. )]lfI W
a.S. pwl. Il h -I Is b ..sa.� wy New wq..l.W M aW.l1).11l° FaIOANSll1S nnr.a.dmmduW.aw x. WI. A oec 1$, 1U0J
23 04 FEB p, 15.36:15 J: \yra)\960 1° 2aD310JD66 vaddNwfl_rnd_°IJ7.dfln
•
role Rood
I
I
I
I
� I 1
'C
111 j I Iml I
I m
I I IIII I
'r
crry of
u&4d '7&4a4®
SEMINOLE ROAD
Roundabout Study
CONCEPTUAL LAYOUT
�"'Iq
In0. On.:y AlM ..wnlr .l CAI SI AI0..M 1...0.
�Ip IIMM1: C: u�i..w .IAx �.l; .0.q
enM..I.+Me e.l.w..c N
Consultants, Inc.
rerHbMxNrLwhmf9W,BJ Axb.nrlP..fiwW A}!1
x,: vol.In.11le ra: arl.luau7 ......�a..ene,.... ,
fyl
V m 40,
.l.
tiI•DEC 75.1003
23 FES V4 6:3847 J:yr0J\W0p fo ZW3%0J066%WdWvgV—nd..ofJ4.d0n
_
•
nol e Road
1
_..�.w._..._.�
SEMINOLE
a^
ROAD
CONCEPTUAL LAYOUT
•
''
Cr Y of
Roundabout Study-
AI —
m
1x.a ":IR.pq.,yW[ .lAlw.w....1
s4tYaetYa$eaek-�lovttAa
B
Consultants,Inc.
.,
wxw..x,•.9....w..e
lafros.u.ul..I.mASWwfW r..xw.a.. rl..lr l+tfl
°ixDEC
......w..n.lw n.....<..n. n.�..,.m
r¢ roua.nfo r rol.ru.uu .w,r.x.,...xw,.w
., ax
15, 7003
23 FEB 104 5:38:13
I:1.11mo 1. 2tb]N]o96.caddHwa�sem
�Msf4l_een
o
l 1 i
NORTy
\ \ z"n0/ I 1 Sco/ = 40'
�� -21111 1
OOH ~ 1 j
\ I I
\ I
I
I I
{ I 1
1� I
\~ \ I I I 1
\ \ I I I
Seminole Road
Sherry Drive
__ —_— •� rte, ,
\ — DO -----
�—
I
�__+ ` L__t
_ ------
IY _ _ _
__----------
,
�
�� I
` �I
I
IIIII
U11 1
I
I
y-.
1 I
111
I
{
11
I
1
1 I I
I I
I
1
6711 1
{ I i I
00
111 t
Nll 1.
a.w...erwc...t,u-
SEMINOLE ROAD
CONCEPTUAL LAYOUT
a,
crrr aF
Roundabout Study...,
® Consultants, Inc.
�
J�IVu� t4�vvs.rawew�aw,.nr. roi,wy..uk n.0 rvx
ll�i��r
,• ®'a
wa.
DEC 15� 2003
...n_
ZJ FEB 104 6:.78:20
I;VrojJM to Z003•OJ086�addWrq�ttm_r4d_at42.d9n
I
S� o
NORTH
I i
� I I
\ I I
I I
I � ,
I
I I
� , 1
� I i
I I I
oQa L - - - - - Seminole Road
1
Sherry Drive
1
/
--��-----��— ---
------------------
_-------------—
I �
i L__L------------- !A
r I
all I
00
I i i I I BI I 1 IIII 1 1
I BI 1 IUI 1 ,
aw.e •n,,.e rw ro.,i.�iro.
SEMINOLE ROAD CONCEPTUAL LAYOUT a,
l I,V o1 Roundabout Study
a.�en,n,.., ",.1naMk"..n ,4rewrre�eaeE-fie � Consultants, Inc. "',•�,o
•.e• w.ne r�e.wl l.a w.e.,..r.1n.. wa..1w a1r
IO1DOSwY1W"wlmv, Lalw Ja6wMM, ikA4 J}}r/ .
DEC 15, 2003
23 FEB p, 5:38:22 1:W01\880 10 2003\=66Ynd0\Ew"Memsr 4d 143.em
0 0 0
""""`
o'
CITY OF
,��+, �sedk _fie ,,
SEMINOLE ROAD
Roundabout Study
CONCEPTUAL LAYOUT
Nq. lyM..
I:vmf\eBo to 2003`O3086Yadd•dw..,m
md_0144.do
bw
wnw
IN.O..ay ! IN p.wr� N CdAN fl4wli BN.R
. rrcl l.N of sloe. pMe.r pd
6UNr.NM4 —1-10.e.1-1 G
®Consultants, Inc.
rofna.w.ls l.eh.vd 9Alof .id..nYN. ilnl! )vfA
Pk PoAfIAl/10 £e: SOI.HAlIIf vorp4vNMaar
1' = 4O
w"EC i$. 2003
M p.rr P.:Y..
2i FEB W 6:38:23
i I i
I I I
I
\ \ oQ0 E �I — — — — I — Seminole Road*
L
I I I
o o I
Sherry Drive
1
I
•�__t-- _ ------------------
---- ---- I I I I I I \ \\ 11 =--
--------------------------
, I 1 nul
cn f I II ° I I -I
111 1 I I
,� I I j i n , I lil I I •
In I I unl
� I i 1 MI 1 lul 1.
wW+s pelnred is Cenl.u.lxn
SEMINOLE ROAD
CONCEPTUAL LAYOUT
°y CITY OF Roundabout Study
Consultants, Inc.
•.e. ml. lle n.l xe. n.«.n.n,.ln<. pgrcl.« ldln°nWldr°«x.vl sw la dedwmatMLL ma w�•nar,
x xer rrMn«nn r««rl' nw uw�n.un nn.xrn nnn r.w�w mn s.n,n-xt. HaAfeS1110 £m.'Yaleilllf an-Nruubsda.rw W n... .__•..._ ._ .__.__._._ r,m. ..
J:,P.J\sw to
•
co
,load
- — I
SEMINOLE ROAD CONCEPTUAL LAYOUT w�
crtr OF Roundabout Study
P11i° See an.:n.e rw anwrowcq nslanrx sae �j sy a w, sn 3 w
L'071SZ[ItQ71tS,Inc. " ,•_,o'
r, t. w,L Il�n,l law wn°w�ry ellr„arti,ml ,rd -
el. e,.nlvrrw sn,nw,t r3w3,wrmr•r •r„rnr. xw rlwrr,err3 w.s.r.,x. I°Ix.Lrd.W °,r4nsd Awlx lrLwrY.. Jinxr Jll3J wlnr
• IA: x[3[3.1110 r xJ.J3Jllu rrw,.wrowwx...w. ,,, wa r,.M,n °.,. [nw DEC 15, 7003
FEB J4 15:38:27 /: yro/v980 la
i
•
I
\ °/
S
'
NORTH
I
I
Sc " l" =40'
� i I
I
I '
I
I
I
�
I I
�a �O
(T _ _ -.Seminole Road
Sherry Drive
_ . /
i ► �—
--+--� -------------- _ -----
--------------------------
'
►i I�
I
n u I
IY II i
L I I
I
IIl IL
I I
111 I
II -
C I I !
CO I
I r n I I
I I
I I
flu I
Iln I
CO
I n 1
ml I.
C17Y ol=
SEMINOLE ROAD
Roundabout Study
CONCEPTUAL LAYOUT
w
°'"ii0
ru, a,.av a a, w",.ny n cnl.11laMa s..a
1.w ,
""
�� _ �feQlA4
®
Consultants, Ina
aa.
lk PoI.HSIIIB Fm.Pol.3ni1111 ,+�.pkmMmer.w
a, aw"a,..a.
23 FEB p, B: J8.29
PWON980 06 2007\03086\CWdwv"em_Fnd�153.dml
0 0 0
le Road
I I 1
I 11 1 !IYI I
i i I
I U 1 INI I.
I
'F
cm of
SEMINOLE ROAD
Roundabout Study
CONCEPTUAL LAYOUT
wa,r
fx. u«•« a rr «««.r., crr w •u.�r 4.«.
Consultants, Inc.
Lid
`
23 FES 04 6:39:30
l:.oroIV990 ro Z003\a3G961.dd\d%.
e s W_.154.d-
0 0 0
I
s N
Q- i I NORTy
�a •cll I
I I
I '
I I I
I I
I
I
I � �
_ I I
\ ` OAU �O �i _ _ _ _ _ Seminole Road
I I I
Sherry give
-- r--� ------ 1
,.
y
-
----------------------
-------------------------
03
II IL I I111i
N t II n I -
,c
aw.,.. an.nm r"cawe..ia°
SEMINOLE ROAD
^�^• CONCEPTUAL LAYOUT
B.
� ci,v of Roundabout Study
f<trar8a �eaek- `�fn[da ® Consultants, Inc.
..c w�"rr ��o a. r..n xxsr.�w.sa.a..asr ra xw.�.ue �mrr mie ar.
'• ....w..l,. rre ro..iurrlo rQ rorxl.nu .w.µ�wn.— a ai. DEC,5, 7003 _
23 FEB J04 15:38:32 I:Vrolv880 l0 2003\03086° W'dwgV" rnd�W.do