T Table of Contents Crash Summary by Year and Condition Existing Travel Demand Characteristics... 43

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2 T Table of Contents Introduction Report Purpose... 1 Existing Conditions Introduction to the Study Corridor Summary of Transportation Plans Land Use Existing Land Use Future Land Use Population and Demographics Existing Transportation Infrastructure Roadway Characteristics Right-of-Way Typical Section Intersection Geometry Bicycle and Pedestrian Infrastructure Signage, Markings, Design & Posted Speed, Traffic Volumes, & School Zones Spot Speed Study Lighting Transit Service and Infrastructure Overview of LYNX Transit Service Transit Stops Transit Stop Infrastructure Safety and Crash Analysis Crash Summary by Year and Condition Existing Travel Demand Characteristics Existing Traffic Volumes Pedestrian and Bicycle Traffic Volumes Existing Corridor Operations Summary Access Management Next Steps June 2016 Table of Contents i

3 Table No. Description Page Table 1: Population Characteristics... 6 Table 2: Socioeconomic Characteristics... 7 Table 3: Condition of Pedestrian Facilities Table 4: Crosswalk Locations Table 5: AM Gap-Size Study Summary Table 6: PM Gap-Size Study Summary Table 7: Spot Speed Study Summary Table 8: Summary of Luminosity Measurements at Signalized Intersections Table 9: Summary of Luminosity Measurements at Midblock Crossings Table 10: Summary of Luminosity Measurements at Bus Stops Table 11: LYNX Routes Summary Table 12: LYNX Bus Stops Ridership Summary Table 13: LYNX Bus Stops Features Table 14: Crash Data Summary by Year (Jan 2013 Dec 2015) Table 15: Summary of Crashes by Harmful Event Table 16: Summary of Ped/Bike Crashes (Jan Dec 2015) Table 17: Summary of Crashes by Age Table 18: 72-Hour Traffic Volumes Counts Table 19: Pedestrian and Bicycle Traffic Volumes at Midblock Crossings Table 20: Pedestrian and Bicycle Traffic Volumes at Signalized Intersections Table 21: Pedestrian and Bicycle Counts Table 22: Existing Intersection Multimodal LOS - AM Peak Hour Table 23: Existing Intersection Multimodal LOS Mid-day Peak Hour Table 24: Existing Intersection Multimodal LOS PM Peak Hour Table 25: Pedestrian LOS at Mid-block Crossing Locations Figure No. Description Page Figure 1: Project Location Map... 2 Figure 2: Future Land Use Map... 5 Figure 3: Corridor Features... 9 Figure 4: Typical Sections Figure 5: Intersection Geometry Figure 6: Signage and Markings Figure 7: Luminosity Measurement Locations Figure 8: Bus Routes and Stops Figure 9: Bus Stops Boarding and Alighting Figure 10: Crash Locations and Types Figure 11: Traffic Count Locations Figure 12: Turning Movement Counts Figure 13: Pedestrian and Bicycle Counts Figure 14: Existing 2016 Intersection Operations Figure 15: Driveway Spacing Figure 16: Intersection and Median Spacing ii Table of Contents

4 List of Appendices Appendix A: SW Trails Map Appendix B: Signage Inventory Appendix C: Detailed Transit Routes Appendix D: Field Review Photos Appendix E: Crash Data Appendix F: Traffic, Bicycle and Pedestrian Volume Counts Appendix G: Synchro Reports Appendix H: Signal Timings and Seasonal Factors Table of Contents iii

5 1 Introduction 1.1 Report Purpose Orange County is conducting a Pedestrian/Bicycle Safety Study along Oak Ridge Road from Millenia Boulevard to Orange Blossom Trail (US 441). Figure 1 illustrates the project corridor study limits. This corridor is located within Orange County Commissioner Victoria P. Siplin s District 6, and has been identified as a roadway with a significant number of pedestrian and bicycle crashes. In addition, there are a variety of land uses along the corridor including multiple schools, residential, retail, religious and office land uses, as well as heavily used transit routes, which necessitate that the corridor be truly accessible by all travel modes. The Oak Ridge Road Pedestrian/Bicycle Safety Study is a comprehensive review of the Oak Ridge Road corridor conducted to provide a safe integration of walking and riding bicycles with other modes of transportation. A major component of the study will be to update the previous Pedestrian/Bicycle Study for Oak Ridge Road (completed in August 2013), for the conversion of the corridor to a divided roadway with a raised center median. The study includes detailed data collection, analysis of the data, public outreach, cost estimates, and recommended improvements. The purpose of this Existing Conditions Report is to document the existing facilities, conditions, and previous studies conducted relevant to Oak Ridge Road. Existing Conditions 1

6 \\vhb\proj\orlando\ OC Oak Ridge BikePecf\graphics\FIGURES... - Study Corridor ~.. o:hb ~". rj ORANGE COUN'IY GOVERNMENT FLORI D A Figure 1 Project Location Mop Oak Ridge Road Pedestrian/ Bicycle Safety Study Existing Conditions Report source: Google Maps

7 2 Existing Conditions 2.1 Introduction to the Study Corridor The Oak Ridge Road study corridor is a 3 mile section, beginning at Millenia Boulevard at the western end and terminating at Orange Blossom Trail (US 441) to the east. Oak Ridge Road serves as a major east west route between the International Drive area and eastern Orlando. The corridor provides relief, and can serve as an alternative, to Sand Lake Road and Conroy Road. Oak Ridge Road is generally a five lane arterial with two travel lanes in each direction, separated by either a two way left turn lane (TWLTL) along the majority of the corridor and a raised median at the pedestrian midblock crossings. There are 18 pedestrian crossing locations along the corridor, including seven signalized intersections and 11 mid block locations. The character of the corridor is residential and commercial in nature. The eastern end of the corridor contains primarily commercial and industrial uses with some residential. The middle and western sections of the corridor are primarily residential, with some supportive commercial and religious/institutional uses throughout. In terms of multi modal facilities, there are continuous sidewalks along both sides of the corridor and no marked bicycle lanes. Transit is managed by LYNX, which operates four routes along the corridor, and two routes that pass through the John Young Parkway intersection. Transit stops are typically identified with signage, and in many cases, include shelters and benches. The remainder of this chapter covers the following topics: Summary of Transportation Plans Land Use Population and Demographics Existing Transportation Infrastructure (Roadway, Bike/Pedestrian, Transit) Transit Service and Infrastructure Safety and Crash Analysis Existing Travel Demand Characteristics Access Management Existing Conditions 3

8 2.2 Summary of Transportation Plans A review of various transportation plans was performed to identify planned improvements throughout the study area. The results of the review are included in a separate Technical Memorandum #2 (TM #2). 2.3 Land Use Existing and future land use patterns along the Oak Ridge Road corridor are important factors to consider when evaluating transportation improvements. This section documents the analysis of the land uses within the Oak Ridge Road study area, supplemented by field visits Existing Land Use Oak Ridge Road traverses a highly urban environment with significant pedestrian generators along the study corridor, including numerous single and multi family residential developments, interspersed with religious institutions, educational facilities and businesses, including commercial enterprises, shops, convenience stores and gas stations at the major signalized intersections. There are also several schools and three major churches within three miles of each other that greatly contribute to the pedestrian activity along the corridor, including the following: Sadler Elementary School, which is located on Oak Ridge Road at Kingsgate Drive Westridge Middle School, which is located on Oak Ridge Road at PGA Boulevard, approximately 1,500 east of Sadler Elementary School Shingle Creek Elementary School, which is located at the end of Harcourt Avenue, slightly less than one mile northwest of Sadler Elementary School Palmetto Elementary School, which is located approximately a half mile north of Oak Ridge Road east of Texas Avenue Oak Ridge High School, which is located on Oak Ridge Road at Winegard Road, approximately half mile east of Orange Blossom Trail Assembly of God Church, which is located east of Shingle Creek on Oak Ridge Road Iglesia El Calvario, which is located east of Chancellor Drive on Oak Ridge Road BAPS Shri Swaminarayan Mandir (Hindu Church), which is located west of Orange Blossom Trail on the north side of Oak Ridge Road Another significant pedestrian generator is the Orange Technical College Mid Florida Campus, which is located at the southeast corner of John Young Parkway, on the south side of Oak Ridge Road Future Land Use The Future Land Uses (FLUs) assigned to the study area are generally consistent with the existing land uses, and are depicted in Figure 2. The FLU pattern is generally residential, with some commercial and institutional, and a large industrial area south of the corridor. 4 Existing Conditions

9 Oak \\vhb\proj\orlando\ OC Oak Ridge BikePed\graphics\FIGURES City of Edgewood Millenia Blvd. Harcourt Ave. Fairlawn Dr. Kingsgate Dr. Wingate Dr. John Young Pkwy. Dr. Manor Hill Harcourt Ave. Chancellor Dr. Texas Ave. Rio Grande Ave. Orange Blossom Trail Makoma Dr. Tomoka Dr. Ave. Brookgreen Lake Ellenor Dr. Oak Ridge Road Study Area - Future Land Use Map Corridor Study Area Industrial Office OrlandoCityLimits Water Bodies Conservation Institutional Planned Development Commercial Mixed Use Corridor Public/Recreational & Institutional (City) Low Density Residential Medium Density Residential ± Figure 2 Future Land Use Map Oak Ridge Road Pedestrian/Bicycle Safety Study Existing Conditions Report Source: Orange County Property Appraiser City of Orlando

10 2.4 Population and Demographics This section provides an overview of the transportation related demographics using data collected from the 2010 US Census and the 2014 American Community Survey. As detailed in the following sections, significant portions of the study area are characterized by low income and transit dependent households that rely on other modes of travel besides personal automobile. The demographic information presented is for the Oak Ridge Census Designated Place (CDP) Population Characteristics An overview of the Oak Ridge Road study area population characteristics is provided in Table 1. Table 1: Population Characteristics Population Characteristic Study Area Total Population 22,685 Population Density (Persons per Acre) 9.56 Total Households 7,379 Average Household Size 3.07 Household Density (Households per Acre) 3.12 Households with Children Under Age % Median Age 31 Population Over % White 38.8% Black or African American 40.0% Asian 4.3% Other 12.9% Two or More Races 4.7% Hispanic or Latino (of any race) 44.0% Language at Home English Only 36.2% Spanish 37.7% Other Indo European languages % Asian and Pacific Islander 3.0% Other languages 0.2% School Enrollment (Age 3 and Over Enrolled) 5,477 Nursery School 4.4% Kindergarten 3.8% Elementary/Middle School 42.3% (grades 1 8) High School (grades 9 12) 23.4% 6 Existing Conditions

11 Population Characteristic Study Area College or graduate 26.1% Percent Population with a Disability Total Population 10.2% Under 18 Years 3.6% 18 to 65 Years 8.7% 65 years and over 46.3% Source: 2010 U.S. Census and American Community Survey 5 Year Estimates 1. Includes Creole languages Key highlights from Table 1 include the following: There is a high percentage of households with children under the age of 18 (over 43%) Greater than 10% of the population in the Oak Ridge area has some form of disability o This percentage rises to 46.3% for adults age 65 or over There is a large Hispanic population (44%) with Spanish as the primary language spoken at home (37.7%) Socioeconomic Data Socioeconomic (SE) data was obtained from the 2010 US Census and the 2014 American Community Survey. Table 2 provides an overview of the SE characteristics. Table 2: Socioeconomic Characteristics SE Characteristic Study Area Median Household Income $30,679 Households Below Poverty Level 28.0% Total Housing Units 8,201 Owner Occupied 31.0% Renter Occupied 59.0% Vacant 10.0% Households with No Vehicles 14.1% Source: American Community Survey 5 Year Estimates The low median household income and high poverty rate (28%), indicate that there may be a high percentage of the population that rely on public transportation, walking and bicycling as a primary mode of transportation. Consistent with this, there is a significant percentage of households that do not own a vehicle (greater than 14%). Existing Conditions 7

12 2.5 Existing Transportation Infrastructure This section includes an evaluation of the physical conditions of the corridor. Figure 3 Illustrates the overall corridor features and pedestrian facilities along the study corridor. The existing physical features were collected through field inspection, aerial photography, data provided by Orange County and previous plans/studies. This information is intended to identify current roadway design issues and aid in identifying study area roadway segments and intersections requiring closer examination as part of the future recommendations for the corridor. This section also documents transit, bicycle and pedestrian mobility along the study area corridor. 8 Existing Conditions

13 \\vhb\proj\orlando\ OC Oak Ridge BikePed\graphics\FIGURES g -Driveway Access [I I] g -Midblock Crosswalk C -Sidewalk -Signalized lntersetion -Lighting cc LI.I z... ::c u!;( ::e cc LI.I z :::; ::c u!;( ::e co LI.I z :::; ::c u!;( ::e ~thb. rj ORANGE COUN'IY GOVERNMENT FLORI D A Figure 3-1 Corridor Features and Pedestrian Facilities Oak Ridge Road Pedestrian/ Bicycle Safety Study Existing Conditions Report Source: FDOT Aerial Pwhoto Look-Up System/ Field Observat ions by VH B

14 \\vhb\proj\orlando\ OC Oak Ridge BikePed\graphics\FIGURES g C -Driveway Access [I I) -Midblock Crosswa lk ~ - Lighting -Sidewalk - Signalized lntersetion u w z :::i ::c u ~ :.:!!: c w z :::i ::c u ~ :.:!!: C ORANGE ~thb. Co~rr GOVERNMENT fl L 0 R I ll A Figure 3-2 Corridor Features and Pedestrian Facilities Oak Ridge Road Pedestrian/ Bicycle Safety Study Existing Conditions Report Source: FDOT Aerial Phot o Look-Up System/ Field Observations by VH B

15 \\vhb\proj\orlando\ OC Oak Ridge BikePed\graphics\FJGURES g a -Sidewalk -Driveway Access [I I] -Midblock Crosswalk ~ - Lighting - Signalized lntersetion ~thb. OORANGE COUNTI' GOVERNMENT I' L 0 R I ll A Rgure3-3 Corridor Features and Pedestrian Facilities Oak Ridge Road Pedestrian/ Bicycle Safety Study Existing Conditions Report Source: FDOT Aerial Photo Look-Up System/ Field Observations by VHB

16 2.5.1 Roadway Characteristics Oak Ridge Road from Millenia Boulevard to Orange Blossom Trail is classified as an Urban Major Collector and is owned and maintained by Orange County. The posted speed limit on the corridor is 35 miles per hour (mph) from Millenia Boulevard to Ridge Club Loop, and 40 mph for the remainder of the corridor Right of Way The roadway right of way (ROW) for the study area corridor was obtained using available property appraiser parcel data. The ROW varies along the corridor ranging from feet. No additional rightof way is expected to be impacted as a result of this study Typical Section Generally, there are two typical sections along the study area corridor. Both typical sections consist of four 11 foot travel lanes (two in each direction), 2 foot curb and gutters, grass buffer strips and 5 foot sidewalks on both sides of the roadway. The first typical section includes an 11 foot two way left turn lane (TWLTL), and the second typical section includes an 11 foot raised median. The raised medians are generally located at midblock crossing locations. Figure 4 illustrates the two typical sections. Figure 4: Typical Sections Typical Section #1 TWLTL 11 TWLTL Typical Section #2 Median Source: Streetmix.net 11 Median 12 Existing Conditions

17 2.5.4 Intersection Geometry Figure 5 illustrates the year 2016 intersection geometries for the following study area intersections Millenia Boulevard (signalized) Susie Way/Ridge Club Loop Fairlawn Drive Harcourt Avenue (signalized) Brookgreen Avenue Harbor Chase Circle Singing Creek Lane Kingsgate Drive/Sadler Elementary School ((signalized) Bonnie Brook Boulevard Wingate Drive/Casa del Rey Circle Double Eagle Drive/Westridge Middle School PGA Boulevard/Magic Way John Young Parkway (signalized) Oak Hill Manor Drive Chancellor Drive Texas Avenue (signalized) Tampa Avenue Lake Ellenor Drive/Pathways School Rio Grande Avenue (signalized) Orange Blossom Trail (signalized) Dedicated turn lanes are generally provided at major signalized intersections. Orange County is responsible for the operation and maintenance of six of the seven traffic signals within the study area corridor; the signal at Millenia Boulevard is maintained by the City of Orlando. Figure 5 illustrates the corridor intersection geometry for signalized and non signalized intersections. Existing Conditions 13

18 \\vhb\proj\orlando\ OC Oak Ridge BikePecf\graphics\FIGURES L -Lane Configuration m -Signalized Intersection ~thb. rj ORANGE COUN'IY GOVERNMENT FLORI D A Figures Existing Intersection Geometry Oak Ridge Road Pedestrian/Bicycle Safety Study Existing Conditions Report Source: FDOT Aer ial Phot o Look-Up System/ VHB

19 2.5.5 Bicycle and Pedestrian Infrastructure Bicycle and pedestrian connectivity plays an important role within the study area given the number of destinations, such as schools and shopping centers, which are within a short distance of existing residential development. This subsection details the existing bicycle and pedestrian network in the study area Bicycle Lanes An inventory of bicycle lanes was completed for the study corridor utilizing the latest Google Earth aerial photography and field visits. No bicycle lanes were identified along Oak Ridge Road. As a result, bicyclists either ride in the outside vehicle travel lane, or on the adjacent sidewalks Pedestrian Facilities Similar to the bicycle lane inventory, an inventory of pedestrian facilities was completed for the study area utilizing the latest Google Earth aerial photography and field visits Sidewalks Pedestrian facilities along the corridor consist of sidewalks and pedestrian crossings. There are continuous sidewalks on both sides of the roadway. The sidewalk width along the corridor is consistent throughout at 5 feet. Sidewalks shaded by trees are found sporadically throughout the corridor, however the majority of sidewalks are without shade. Street furniture is limited to transit infrastructure. No other sidewalk amenities and enhancements were identified along the corridor. Pedestrian facilities and sidewalks are in good condition along the corridor, however, it was observed that grass or landscaping create obstructions to pedestrians in some areas by narrowing their effective width. Table 3 lists the issues observed at each intersection, which include a utility pole that encroaches into the crosswalk at Apache Plaza, located between Chancellor Drive and Texas Avenue. In general, curb ramps without detectable warnings are prevalent throughout the corridor. Existing Conditions 15

20 Table 3: Condition of Pedestrian Facilities Intersection (at Oak Ridge Road) Millenia Boulevard Ridge Club Loop Fairlawn Drive Harcourt Avenue Brookgreen Avenue Harbor Chase Circle Singing Creek Lane Kingsgate Drive Wingate Drive Double Eagle Drive PGA Boulevard John Young Parkway Oak Hill Manor Drive Chancellor Drive Texas Avenue Lake Ellenor Drive Rio Grande Avenue Orange Blossom Trail Observed Continuity Issues Worn out crosswalk striping Missing Crosswalk marking at the south leg Missing Crosswalk marking at the south leg Missing detectable warnings Missing northbound stop bar Missing Crosswalk marking at the north and south legs Missing southbound stop bar Missing Crosswalk marking at the north leg Missing Crosswalk marking at the north leg Missing detectable warnings Missing Crosswalk marking at the north and south legs Missing northbound stop bar Missing Crosswalk marking at the north and south legs Missing northbound and southbound stop bars Missing Crosswalk marking at the north leg Missing southbound stop bar Push buttons located more than 10 feet from curb ramps Skewed crosswalk alignment Missing detectable warnings Missing Crosswalk marking at the north leg Missing southbound stop bar Missing Crosswalk marking at the south leg Skewed crosswalk alignment Missing northeast curb ramp Missing detectable warnings Median obstructing east/westbound crosswalk Push buttons at northwest corner located more than 10 feet from curb ramp to cross Texas Avenue Missing Crosswalk marking at the south leg Missing detectable warnings Skewed crosswalks alignment No access to push button at southeast corner for crossing Oak Ridge Road Missing detectable warnings Trails In addition to sidewalks and bicycle lanes, existing and planned regional trails that cross through the study area were also inventoried. Trails are multi use paths that are used by runners, bicyclists and other non motorized users. Currently, there is one trail adjacent to the study area, the Shingle Creek Trail (with a portion north of Oak Ridge Road planned by the City of Orlando), and an additional regional trail, the Pine Hills Trail, further north which connects to the Shingle Creek Trail. The City of Orlando SW Trails Map is included as Appendix A. 16 Existing Conditions

21 Crossing Locations In terms of pedestrian crossings, there are eighteen marked pedestrian crosswalks, including eleven midblock and seven at signalized intersections. The pedestrian crossings are listed in Table 4. # Table 4 also includes the distance between pedestrian crossings, which vary from approximately 260 feet to 1,820 feet. The longest distance without either a pedestrian crossing or a midblock crosswalk is approximately 1,820 feet between crossings 6 and 7 (Harcourt Avenue to Kingsgate Drive). Crosswalk Location (along Oak Ridge Road) Table 4: Crosswalk Locations Traffic Control Warning Type Spacing (ft.) between Crosswalks Crossing Distance (ft.) Median /Refuge Island Median Width (ft.) 1 at Millenia Boulevard Signal School 0 76 None 2 ~400 ft. east of Millenia Boulevard None Pedestrian Raised 10 3 ~300 ft. west of Susie Way/Ridge Club Loop None Pedestrian Raised 10 4 ~100 ft. west of Fairlawn Drive None Pedestrian Raised 10 5 ~350 ft. west of Harcourt Avenue None Pedestrian Raised 10 6 at Harcourt Avenue Signal School None 7 ~380 ft. east of Harcourt Avenue None Pedestrian Raised 10 8 at Kingsgate Drive Signal School 1, None 9 ~68 ft. east of Wingate Drive None Pedestrian Raised ~100 ft. west of Double Eagle Drive None School None ~280 ft. west of PGA Boulevard None Pedestrian Raised at John Young Parkway Signal School 1, None 13 ~300 ft. west of Oak Hill Manor Drive None Pedestrian Raised feet east of Oak Hill Manor Drive None Pedestrian Raised N/A 15 ~200 ft. west of Tampa Avenue None Pedestrian Raised at Texas Avenue Signal N/A 1, None 17 at Rio Grande Avenue Signal N/A 1, None 18 at Orange Blossom Trail Signal N/A 1, None Note: The highlighted cells represent the signalized intersections along the corridor Vehicle Gap Size Study As part of the existing conditions analysis, a vehicle gap size study was conducted to determine the size and the number of gaps in the vehicular traffic stream for pedestrians crossing Oak Ridge Road. In order for pedestrians to utilize midblock crossings or attempt to cross Oak Ridge Road at undesignated locations, a certain vehicle gap size has to be available. Vehicle gap studies were conducted at four (4) locations along the Oak Ridge Road corridor during the AM peak hours and Existing Conditions 17

22 PM peak hours. Two scenarios were considered for the studies; pedestrians cross one direction at a time, and pedestrians cross the full pavement width. For the first scenario, pedestrians were observed crossing Oak Ridge Road one direction at a time with an intermediate stop to take refuge in the TWLTL or the median island. As such, the vehicle gap sizes were tabulated separately in the eastbound and westbound directions. Based on a conservative walking speed of 3.0 feet per second (fps), which is lower than the average walking speed of 3.5 fps, and a crossing distance of 30 feet to the center turn lane refuge, the minimum gap interval was calculated to be 13 seconds (30 feet/3.0 fps + 3 second reaction time). The number of simultaneous gaps that occurred across two lanes, and in each direction of the traffic stream, which were greater than 13 seconds were tabulated. The summary of the AM peak hour and PM peak hour gaps greater than or equal to 13.0 seconds is provided in Table 5 and Table 6. For the second screening, vehicle gap sizes using the full 60 width of pavement with no intermediate stop at the median were tabulated. The minimum gap size was calculated to be 23 seconds (60 feet/3.0 fps + 3 sec reaction time). The number of simultaneous gaps at 23 seconds or greater, across all travel lanes on Oak Ridge Road, was significantly reduced, and is also included in Table 5 and Table 6. Table 5: AM Gap Size Study Summary Location at Oak Ridge Road Time Period Number of Gaps 13 Seconds Number of Gaps 23 Seconds EB WB Both Directions Assembly of God 7:00 AM 9:00 AM El Calvario Christian Academy 7:00 AM 9:00 AM ' West of Rio Grande Avenue 7:00 AM 9:00 AM ' East of Rio Grande Avenue 7:00 AM 9:00 AM Table 6: PM Gap Size Study Summary Location at Oak Ridge Road Time Period Number of Gaps 13 Seconds Number of Gaps 23 Seconds EB WB Both Directions Assembly of God 4:00 PM 6:00 PM El Calvario Christian Academy 4:00 PM 6:00 PM ' West of Rio Grande Avenue 4:00 PM 6:00 PM ' East of Rio Grande Avenue 4:00 PM 6:00 PM The results of the gap size study indicate that there are adequate gaps in the traffic stream to accommodate the pedestrians crossing Oak Ridge Road one direction at a time. Under the full pavement width crossing scenario, the number of adequate gaps greater than 23 seconds is reduced, and significantly lower than the pedestrian crossing demand. 18 Existing Conditions

23 2.5.6 Signage, Markings, Design Speed, Posted Speed, Traffic Volumes, and School Zones This section summarizes the signage and pavement markings along the study corridor Signage for Pedestrians, Bicyclists and at School Crossings The pedestrian, bicycle and school crossing signage along the corridor is illustrated in Figure 6. A detailed sign inventory supplementing Figure 6 is included as Appendix B. A summary of the signage along the corridor includes the following: There are eighteen marked pedestrian crosswalks o Eleven of these crosswalks are midblock crosswalks o The remaining seven are at signalized intersections o Five of the crosswalks are signed with school warning signs o Ten are signed with pedestrian warning signs o The three remaining crosswalks at Texas Avenue, Rio Grande Avenue and Orange Blossom Trail are not signed All of the school and pedestrian crosswalk warning signs (S1 1 and W11 2, respectively) are supplemented by downward diagonal arrow plaques (W16 7) and have advance school and pedestrian crosswalk warning signs which are supplemented with Ahead (W 16 9p) plaques There is one designated school zone within the project limits which is located in front of the western driveway of the Westridge Middle School o Overhead cantilever school zone signs are supplemented with flashing beacons, to establish the beginning of the school zone, in both directions The midblock crosswalk in front of Orange Technical College Mid Florida Campus has pedestrian actuated flashing warning signs The crossing at Kingsgate Drive in front of Sadler Elementary School has flashing warning signs in advance of the crosswalk State Law Yield To Pedestrians Within Crosswalk signs, (R1 6), Yield Here To Pedestrians signs (R1 5) and yield line pavement markings have been installed to supplement the existing signing at Midblock Crosswalk #8, which is in front of Westridge Middle School, and Midblock Crosswalk #11, which is approximately 1,000 east of Texas Avenue School zones (begin and end points) School zones exist throughout the corridor by Harcourt Avenue, Kingsgate Drive, midblock crossing 100 feet west of Double Eagle Drive, and John Young Parkway. School zone locations are shown in Figure 6. Educational institutions and schools that exist along the corridor or in the vicinity of the corridor study area include Shingle Creek Elementary School, Westridge Middle School, Sadler Elementary School, Southwest Learning Community, Pathways Private School, Palmetto Elementary School, South Orlando Christian Academy, St John Vianney Catholic School, Oak Ridge High School, Palm Beach Atlantic University, Orange Technical College, Florida College of Integrative Medicine, and American College for Medical Careers. Existing Conditions 19

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27 2.5.7 Spot Speed Study To analyze the approaching speeds at crossings and along the corridor, spot speed studies were performed to collect speed data. Spot speed studies were conducted during a non peak period from 10:00 AM to 10:30 AM at two different locations along the Oak Ridge Road corridor; between Bonnie Brook Boulevard and Kingsgate Drive and between Texas Avenue and Tampa Avenue. The studies were performed utilizing the methods prescribed in the Manual on Uniform Traffic Studies (MUTS) and the FDOT Manual on Speed Zoning for Highways, Roads and Streets. Several statistical measures are used to determine the basis for establishing the regulatory speed limit on a roadway, including the following: 85 th Percentile Speed: The speed at which 85% of the free flowing vehicles along the corridor do not exceed 50 th Percentile Speed: The speed at which 50% of the free flowing vehicles along the corridor do not exceed Pace: A 10 mph range that includes the highest number of vehicles observed Generally, the 85 th percentile speed and the 10 miles per hour (mph) pace represent the speed range recorded by the highest number of vehicles along the corridor, which are the basis for setting the posted speed limit on a road segment. Table 7 includes a summary of the spot speed studies. Table 7: Spot Speed Study Summary Location (Posted Speed) between Bonnie Brook Blvd. and Kingsgate Dr. (40 mph) between Texas Ave. and Tampa Ave. (40 mph) Direction 85 th Percentile 50 th Percentile Speed Speed Pace EB WB Combined EB WB Combined The posted speed limit along the study corridor is 35 mph from Millenia Boulevard to Susie Way/Ridge Club Loop, and 40 mph for the remainder of the corridor. The 85 th percentile speed data reveals that eastbound and westbound traffic travel above the posted speed limit at both of the studied locations. The 50 th percentile speed data indicates that half of the vehicles exceeded the posted speed limit by one mile per hour or more throughout the corridor. The 10 mph pace data shows that the majority of vehicles traveled with a speed in the range of 36 mph and 46 mph. In addition, more than half of the 10 mph pace vehicles exceeded the posted speed limit Lighting Street lighting has been installed along the south side of the roadway throughout the length of the corridor, and a small segment has been installed on the north side of the corridor, east of Texas Avenue. The street lights are jointly mounted on utility poles from Chancellor Drive to Orange Blossom Trail. The street lights on the south side of the roadway from Millenia Boulevard to Chancellor Drive are on their own separate poles. Existing Conditions 23

28 Lighting/Luminosity Measurements A lighting inventory and luminosity measurements were conducted along the corridor on March 30 th, 2016, between the hours of 10 PM and 3 AM. The luminosity measurements were taken at signalized intersection crosswalks, pedestrian midblock crossings, and transit stops along the study corridor. The locations where the luminosity was measured are illustrated in Figure 7. At each signalized intersection, the luminosity measurements for each crosswalk exhibited a pattern in which the lighting intensity decreased as the pedestrian or bicyclist approached the middle of the road, and then increase again as they approached the other side of the crosswalk. Based on the 2016 Florida Plans Preparation Manual (PPM), a standard Lux value of 30 is required for signalized intersections. The lighting at a majority of the signalized intersection crosswalks failed to meet the standard. The Lux values measured in the field are summarized in Table 8. The intersections with substandard lighting conditions at crosswalks include Harcourt Avenue, at Kingsgate Drive, Texas Avenue, and Orange Blossom Trail. Table 8: Summary of Luminosity Measurements at Signalized Intersections Luminosity Signalized Measured Lux Standard Sample # Intersection Northbound Eastbound Southbound Westbound Lux 1 Millenia Blvd N/A Harcourt Ave Kingsgate Dr John Young Pkwy Texas Ave Rio Grande Ave Orange Blossom Tr Note: Standard Lux based on 2016 FDOT PPM The highlighted cells represent the Lux values that are below the standard Lux value. Source: VHB Based on the 2016 FDOT PPM, a standard Lux value of 25 is required for midblock crossings. The majority of the midblock crossings failed to meet the standard. The Lux values measured in the field are summarized in Table 9. The values lower than the standard Lux are highlighted in Table 9. In addition, the four potential midblock crossing locations fail to meet the standard Lux value. Table 9: Summary of Luminosity Measurements at Midblock Crossings Luminosity Midblock Measured Lux Standard Sample # Crossing Eastbound Median Westbound Lux 4 Midblock # Midblock # Midblock # Midblock # Midblock # Potential Midblock # Midblock # Existing Conditions

29 Luminosity Midblock Measured Lux Standard Sample # Crossing Eastbound Median Westbound Lux 24 Midblock # Midblock # Midblock # Midblock # Potential Midblock # Midblock # Potential Midblock # Potential Midblock # Note: Standard Lux based on 2016 FDOT PPM The highlighted cells represent the Lux values that are below the standard Lux value. Source: VHB The FDOT PPM does not provide minimum standards for transit lighting, therefore a standard Lux value of 20 was assumed, based on the signalized intersection and midblock crossing standards. Only three out of the 13 eastbound bus stops and four out of the 14 westbound bus stops were found to have sufficient lighting conditions. The values measured in the field are summarized in Table 10 and are highlighted for reference. It should be noted that the majority of bus stops were found with non operational lighting. Table 10: Summary of Luminosity Measurements at Bus Stops Luminosity Eastbound Luminosity Westbound Assumed Sample # Bus Stop # Measured Lux Sample # Bus Stop # Measured Lux Lux 2 1 N.O.L N.O.L N.O.L N.O.L N.O.L ** N.O.L ** N.O.L * * N.O.L N.O.L ** N.O.L ** N.O.L N.O.L N.O.L N.O.L. 20 Note: Lux value was assumed based on 2016 FDOT PPM Standards The highlighted cells represent the Lux values that are below the standard Lux value. N.O.L. = Non operational Lighting * = One bulb not functioning ** = No Transit Lighting present Source: VHB Existing Conditions 25

30 In addition, the Accessing Transit Design Handbook for Florida Bus Passenger Facilities states that when lighting at the stop is not provided by the transit agency at night, local stops without shelter should be located within 30 feet, but not closer than 15 feet, to overhead light source. Based on this requirement, there are two bus stops without shelter that do not meet the standard; eastbound bus stop #11 which is 34 feet from the nearest lighting source and westbound bus stop #19 which is approximately 30 feet from the nearest source. 26 Existing Conditions

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32 2.6 Transit Service and Infrastructure Existing transit service in the study area is provided by LYNX, the regional transit provider for Orange, Seminole and Osceola counties. Establishing the baseline transit service along the study area corridor is a critical initial step to help identify system deficiencies, shortcomings or needs for developing transit related recommendations Overview of LYNX LYNX s service area covers more than 2,500 square miles extending through Orange, Seminole and Osceola Counties and serving over 1.8 million residents. LYNX also offers shuttle service to special events; commuter assistance with vanpools and carpools; special door to door transportation for customers who cannot use the regular bus service; and special fares for students, physically and mentally challenged customers and riders aged 65 and older. Throughout Orange, Seminole, Osceola, Lake, and Polk counties, there are 4,402 bus stops available from which 3,334 bus stops are located in Orange County. A total number of 1,108 Active Shelters are provided from which 771 shelters are located in Orange County. The following sections summarizes the transit service, ridership and infrastructure along the study corridor Transit Service Four LYNX routes service Oak Ridge Road between Millenia Boulevard and Orange Blossom Trail. Figure 8 shows the four existing LYNX bus routes and bus stops serving the study area corridor. The LYNX fixedroutes located along Oak Ridge Road include Routes 8, 42, 304, and 305. Routes that intersect Oak Ridge Road but do not extend along the corridor are Routes 24, 57, 107 and 441.The following is a description of the four routes serving the study area: Route 8 (W. Oak Ridge Road/Int l Drive) This route serves Orlando Premium Outlet, Orange County Convention Center, and I Drive. The outbound route runs from LYNX Central Station to Orlando Premium Outlets via Vineland Avenue. The first inbound route runs from Orlando Premium Outlets to LYNX Central Station via International Drive, and the second inbound route runs from Orlando Premium Outlets to LYNX Central Station via Vineland Avenue. Route 42 (Intl. Drive/Orlando Intl. Airport) This route serves Florida Mall SuperStop, Orlando International Airport, and SunRail at Sand Lake Road. The first eastbound route runs from Orlando Premium Outlets via International Drive to Orlando International Airport, and the second eastbound route runs from Destination Parkway Superstop to Orlando International Airport. The first westbound route runs from Florida Mall to Destination Parkway SuperStop, and the second westbound route runs from Orlando International Airport to Destination Parkway SuperStop. Route 304 (Rio Grande Avenue/Vistana Resort) This route serves LYNX Central Station, and Disney Area. The northbound route runs from SR 535 and Meadow Creek Drive inbound to Orange Blossom Trail and Anderson Street. The southbound route runs from LYNX Central Station outbound to Caribe Royale Resort. The afternoon service route runs from Orange Blossom Trail and Anderson Street outbound to Caribe Royale Resort. Route 305 (Disney Springs Direct) This route serves Disney Area. The only outbound route runs from Kirkman Road and Raleigh Street to Disney s All Star Sports Resort. 28 Existing Conditions

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34 LYNX service in the study area is provided on weekdays, Saturdays, and Sundays/Holidays. The earliest route begins at 4:45 AM and the latest route ends at 3:05 AM. Frequencies vary by route, time of day, and day of the week. Table 11 presents the span of service, frequency, and ridership for each of the routes in the study area. The detailed route schedules and information are included in Appendix C. The frequencies presented in the table represents the typical range for the service. Table 11: LYNX Routes Summary Route Route Description Span of Service Service FY 2015 Annual Frequency Ridership 8 4:45 AM to 3:05 AM Weekdays 10/15 Min W. Oak Ridge 4:45 AM to 1:20 AM Saturday 20/35 Min Road/Int l Drive 4:45 AM to 10:05 PM Sunday/Holidays 15/30 Min 2,368, Intl. Drive/ Orlando Intl. 4:48 AM to 12:30 AM 4:50 AM to 12:26 AM Weekdays Saturday 20/30 Min 30/60 Min 944,194 Airport 5:05 AM to 10:57 PM Sunday/Holidays 60 Min 304 Rio Grande Avenue/Vistana Resort 6:00 AM to 6:25 PM 6:00 AM to 6:25 PM 6:00 AM to 6:25 PM Weekday Saturday Sunday/Holidays 3 trips 3 trips 3 trips 31, :09 AM to 7:19 AM Weekday 1 trip Disney Springs 6:09 AM to 7:19 AM Saturday 1 trip Direct 6:09 AM to 7:19 AM Sunday/Holidays 1 trip 66,349 Source: LYNX Routes and Schedules (golynx.com). LYNX Transit Service Route Ridership GFI and Stop Ridership Summary APC Transit Stops As illustrated in Figure 8 there are 27 transit stops along the Oak Ridge Road study corridor to accommodate the LYNX routes servicing the area, including 13 stops in the eastbound direction and 14 stops in the westbound direction. The average spacing between stops is approximately 875 feet. None of the 27 bus stops include a bus bay, nor are there any dedicated transit lanes. The average daily ridership along the corridor is based on the latest four month service period. The boarding and alighting information is an average daily estimate based on sampled ridership data during the last service change (bid) period, which occurs three times per year. Table 12 presents the ridership summary and features, respectively, for each of the bus stops along the corridor. Figure 9 illustrates the same information. 30 Existing Conditions

35 Table 12: LYNX Bus Stops Ridership Summary Eastbound Direction Westbound Direction No. Bus Stop ID Avg. Daily On Avg. Daily Off Total No. Bus Stop ID Avg. Daily On Avg. Daily Off Total Existing Conditions 31

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37 2.6.4 Transit Stop Infrastructure A review was performed using current aerial footage, supplemented with field visits, to assess the bus stop infrastructure within the study area. Amenities for the existing transit stops include availability of landing pad, shelter, seating, lighting, and recycling receptacles. Table 13 presents the transit infrastructure at each stop location. The corresponding stop numbers can be found on Figure 8. Table 13: LYNX Bus Stops Features Eastbound No. Bus Stop ID Landing Pad Shelter Seating Lighting Condition Available Available Available Available Fair Available Available Available Available Good Available Available Available Available Good Available Available Available Available Fair Available Available Available Available Good Available Available Available Available Good Available Available Available Available Good Available Available Available Available Fair Available Available Available Available Good Available Available Available Available Good Available N/A Available N/A Poor Available Available Available N/A Fair Available Available Available Available Good Westbound No. Bus Stop ID Landing Pad Shelter Seating Lighting Condition Available Available Available Available Good Available Available Available Available Good Available Available Available Available Good Available Available Available Available Good Available Available Available Available N/A Good Available N/A Available N/A Poor Available Available Available Available Good Available Available Available Available Good Available Available Available Available Fair Available Available Available Available Good Available Available Available Available Good Available Available Available Available Good Available Available Available Available Good Available Available Available Available Good Source: VHB Two transit stops along the project corridor do not have shelter or lighting, and two additional do not have lighting. A collection of photographs taken by VHB staff in the field is located in Appendix D and below. Only one transit stop was observed as a potential obstruction to pedestrians using the adjacent crosswalk; the westbound transit stop, approximately 580 east of John Young Parkway. As pedestrians exit the bus at the stop location, they cross Oak Ridge Road at the midblock crosswalk approximately 12 feet west of the transit stop. The vision of pedestrians crossing at this location is obstructed by the bus; they do not see the vehicles in the inside westbound travel lane. In addition, vehicles travelling in the inside westbound travel lane do not see pedestrians crossing in front of the bus. Vehicles were observed evasively changing lanes approaching the transit stop, to avoid stopping behind the bus, creating conflict at the midblock crosswalk. Existing Conditions 33

38 Bus Stop Shelter East of John Young Pkwy (Eastbound Direction) Source: Image by VHB taken in the field. The following photographs (taken in the field and from LYNX) highlight key transit features along the corridor. Bus Stop Shelter at Midblock Crosswalk East of Millenia Boulevard Source: Image obtained from LYNX GIS Web Site The majority of bus stops are located in areas where there is an existing sidewalk. Landing pads, which provide a connection from the sidewalk to the bus doors, are found at most of the bus stop locations. There are two locations where the transit stop did not provide overhead shelter or lighting, and a third location without lighting. 34 Existing Conditions

39 Bus Stop without a shelter (West of Singing Creek Lane) Bus Stop without a shelter (East of S Texas Avenue) 2.7 Safety and Crash Analysis A historical crash review was performed for the project corridor to identify the pedestrian/bicycle crash patterns and hotspots within the corridor. To identify crash patterns along the corridor, crash data was obtained from the Orange County Traffic Engineering Division for the previous three years (January 01, 2013 to December 31, 2015) along the Oak Ridge Road project limits. Crash data provided by the County contained only the crashes that involved pedestrians or bicycles. Orange County Traffic Engineering Division provided Existing Conditions 35

40 long and short form crash reports for the pedestrian and bicycle related crashes for the project corridor. A detailed summary of the crash data is included in Appendix E Crash Summary by Year and Condition Table 14 shows the summary of the pedestrian and bicycle crashes from January 2013 to December Based on the crash data, a total of 56 crashes were recorded within the study corridor during the period. Out of these 56 crashes, three crashes occurred in parking lots and one crash occurred outside of Oak Ridge Road. Therefore, these four crashes were removed from the analysis, for a new total of 52 crashes. Out of these 52 crashes, 31 were reported as pedestrian crashes and 21 as crashes involving bicycles. According to the police reports, the contributing cause for 51 crashes (98% of total) were reported as failing to yield right of way with one cited for reckless driving. Table 14: Crash Data Summary by Year (Jan 2013 Dec 2015) Year Total Number of Crashes Number of Injury Crashes Number of Fatal Crashes Number of Night Crashes Number of Wet Crashes Annual Avg Percent 88.4% 1.9% 36.5% 7.7% Based on severity, the crashes can be divided into three categories: fatal, injury, and property damage only (PDO). According to the police reports, 46 (88% of total) crashes resulted in some type of injury and one crash resulted in a fatality. The other five crashes (10% of total) were reported as PDO. Based on the pavement conditions mentioned in the police reports, four out of the 52 crashes (8% of total) occurred on wet pavement conditions. Also, the demography of the persons involved in these crashes showed that 15 out of 52 crashes (29% of total) involved minors. Crash Diagrams showing the locations and numbers of crashes are provided in Figure 10. Table 15 summarizes the number of crashes by types (pedestrian/bicycle) of crashes along the Oak Ridge Road corridor. The predominant crash type was pedestrian related (31 of the 52, 59.6% of total). 36 Existing Conditions

41 Table 15: Summary of Crashes by Harmful Event Crash Type Average per Year Percent Pedestrian % Bicyclist % Total % Crash Summary Table 16 includes a summary of the bicycle and pedestrian crashes by signalized intersection and roadway segment within the project corridor for the three year crash history, including the distribution of crashes along the corridor. Figure 10 illustrates the locations of these crashes. The table shows the crash frequency, crash type (pedestrian/bicycle) and number of injuries that resulted from the crashes within the intersections and segments. According to the table, the following intersections and segments can be identified as pedestrian/bicycle crash clusters based on the number of crashes. These signalized intersections or roadway segments have five or more crashes in the three year crash history. They are: Oak Ridge Road at Orange Blossom Trail (signalized intersection) 11 pedestrian/bicycle related crashes East of John Young Parkway to west of Texas Avenue (segment) seven pedestrian/bicycle related crashes Oak Ridge Road at Texas Avenue (signalized intersection) six pedestrian/bicycle related crashes Oak Ridge Road at Orange Blossom Trail: A total of 11 pedestrian/bicycle related crashes were reported at this intersection. The only fatal crash within the project corridor occurred at the intersection of Oak Ridge Road and Orange Blossom Trail where a southbound vehicle approaching Oak Ridge Road crashed into a pedestrian crossing the north leg of Orange Blossom Trail without designated crossing. In addition, four bicycle related and six pedestrian related crashes were reported at this intersection, resulting in injuries in all 10 crashes. Majority of the crashes were reported at the north leg of this intersection. East of John Young Parkway to west of Texas Avenue: A total of six pedestrian/bicycle related crashes were reported at this segment. Two were bicycle related and four were pedestrian related crashes; resulting in injuries in all six crashes. Oak Ridge Road at Texas Avenue: A total of seven pedestrian/bicycle related crashes were reported at this intersection. Three were bicycle related and four were pedestrian related crashes; resulting in injuries in all seven crashes. Within the segment crashes, three were reported to have occurred at marked midblock crosswalks where oncoming vehicles failed to yield the right of way to crossing pedestrians. Also, one crash occurred when a pedestrian was standing on the shoulder of Oak Ridge Road too close to the travel lanes and was struck by a vehicle. Existing Conditions 37

42 Table 16: Summary of Ped/Bike Crashes (Jan 2013 Dec 2015) Segment/Intersection Description Number of Crashes Crash Type Millenia Boulevard to Harcourt Avenue Segment 2 1 Ped, 1 Bike Oak Ridge Road at Harcourt Avenue Signalized Intersection 1 1 Bike Harcourt Avenue to Kingsgate Drive Segment 4 3 Ped, 1 Bike Oak Ridge Road at Kingsgate Drive Signalized Intersection 3 3 Ped Kingsgate Drive to Double Eagle Drive Segment 1 1 Ped Double Eagle Drive to John Young Parkway Segment 4 2 Ped, 2 Bike Oak Ridge Road at S. John Young Parkway Signalized Intersection 4 2 Ped, 2 Bike John Young Parkway to Texas Avenue Segment 6 4 Ped, 2 Bike Oak Ridge Road at Texas Avenue Signalized Intersection 7 4 Ped, 3 Bike Texas Avenue to Rio Grande Avenue Segment 4 2 Ped, 2 Bike Oak Ridge Road at Rio Grande Avenue Signalized Intersection 3 1 Ped, 2 Bike Rio Grande Avenue to Orange Blossom Trail Segment 2 1 Ped, 1 Bike Oak Ridge Road at S. Orange Blossom Trail Signalized Intersection 11 7 Ped, 4 Bike Total Ped, 21 Bike Crash Summary by Other Factors The crash reports provided contributing factors for the crashes within the project corridor. A total of three crashes were influenced by alcohol use. Crashes caused by distractions were six in total, and the driver was reported to be at fault in five crashes. Table 17 shows a summary of the persons involved in the crash by age group. 38 Existing Conditions

43 Table 17: Summary of Crashes by Age Crash Factor Average per Year Percent Ped Age < % Ped Age % Ped Age > % Unknown % Total Ped 31 Bike Age < % Bike Age % Unknown % Total Bike 21 Based on the summary in Table 17, 61.3% of the pedestrian relates crashes and 57% of the bicycle related crashes involved people between 18 to 60 years of age. Existing Conditions 39

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47 2.8 Existing Travel Demand Characteristics To gain a better understanding of the travel demand characteristics along the study area corridor, daily and hourly traffic volumes data were collected and reviewed. This section quantifies the existing traffic volumes along the study area corridor for vehicular traffic, as well as bicyclists and pedestrians Existing Traffic Volumes Weekday daily and hourly traffic volumes along the study corridor were collected by VHB and supplemented from Florida Transportation Information (FTI). These counts included the following: 72 hour bidirectional volume counts (18 locations) 24 hour classification counts (2 locations) 6 hour turning movement counts from 7:00 9:00 AM, 11:00 1:00 PM and 4:00 6:00 PM; at 15 intersections 8 hour turning movement counts from 7:00 9:00 AM, 11:00 1:00 PM and 2:00 6:00 PM; at 5 intersections Major driveway counts at 37 locations Midblock crossing pedestrian and bicycle counts at 11 locations The counts were collected in February Following is a detailed list of each count location, by count type: A. 72 hour Bi Directional Volume Counts: 1. Millenia Boulevard north of Oak Ridge Road 2. Oak Ridge Road east of Millenia Boulevard 3. Oak Ridge Road west of John Young Parkway 4. Oak Ridge Road between John Young Parkway and Texas Avenue 5. Oak Ridge Road between Texas Avenue and Orange Blossom Trail 6. Harcourt Avenue north of Oak Ridge Road 7. Harcourt Avenue south of Oak Ridge Road 8. Kingsgate Drive north of Oak Ridge Road 9. Bonnie Brook Boulevard south of Oak Ridge Road 10. John Young Parkway north of Oak Ridge Road 11. John Young Parkway south of Oak Ridge Road 12. Chancellor Drive south of Oak Ridge Road 13. Texas Avenue north of Oak Ridge Road 14. Texas Avenue south of Oak Ridge Road 15. Rio Grande Avenue north of Oak Ridge Road 16. Rio Grande Avenue south of Oak Ridge Road 17. Orange Blossom Trail north of Oak Ridge Road 18. Orange Blossom Trail south of Oak Ridge Road Existing Conditions 43

48 B. 24 hour Vehicle Classification Counts: 1. Oak Ridge Road east of Susie Way 2. Oak Ridge Road east of Rio Grande Avenue C. Intersection Turning Movement Counts (at Oak Ridge Road): 1. Millenia Boulevard 11. Double Eagle Drive/Westridge Middle School 2. Susie Way/Ridge Club Loop 12. PGA Boulevard/Magic Way 3. Fairlawn Drive 13. S John Young Parkway 4. Harcourt Avenue 14. Oak Hill Manor Drive 5. Brookgreen Avenue 15. Chancellor Drive 6. Harbor Chase Circle 16. S Texas Avenue 7. Singing Creek Lane 17. S Tampa Avenue 8. Kingsgate Drive/Sadler Elementary School 18. Lake Ellenor Drive/Pathway Private School 19. Rio Grande Avenue 9. Bonnie Brook Boulevard 20. S Orange Blossom Trail 10. Wingate Drive/Case Del Rey Circle D. Driveway Counts (at Oak Ridge Road): 1. 7 Eleven East of Millenia Boulevard (D 1) 2. Fountains Apartments (D 2) 3. Assembly of God Church northeast driveway (D 3a) 4. Assembly of God Church northwest driveway (D 3b) 5. C&J Center southeast driveway (D 3c) 6. C&J Center southwest driveway (D 3d) 7. Sadler Elementary School west driveway (D 4a) 8. Oak Ridge Crossings east driveway(d 4b) 9. Chateau Orleans Apartments (D 5a) 10. Orange County School Board (D 5b) 11. Race Trac Gas Station (D 6a) 12. MI Bandera Market (D 6b) 13. Orange Technical College Mid Florida Campus (D 6c) 14. Royal Palms Apartments west driveway (D 7a) 15. Bank of America (D 7b) 16. Royal Palms Apartments center driveway (D 8a) 17. Iglesia El Calvario (D 8b) 18. Royal Palms Apartments east driveway (D 9a) 19. Apache Plaza west driveway (D 9b) 20. Oak Ridge Plaza west driveway (D 9c) 21. Apache Plaza east driveway (D 10) 22. Oak Ridge Plaza east driveway (D 11) 23. Casienna Apartments (D 12) 24. Super Saver Pharmacy west driveway (D 13) 25. Public Storage (D 14a) 26. Super Saver Pharmacy east driveway (D 14b) 27. Panderia Y Taqueria (D 15a) 28. Central Park Center (D 15b) 29. Orange County Fire Station (D 15c) 30. BAPS Hindu Temple (D 16a) 31. Southern College (D 16b) 32. Medical Village (D 17a) 33. Korean Restaurant west driveway (D 17b) 34. Korean Restaurant east driveway (D 17c) 35. Walmart (D 17d) 36. Vet Hospital west driveway (D 17e) 37. Vet Hospital east driveway (D 17f) 44 Existing Conditions

49 E. Midblock Crossings Pedestrian and Bicycle Counts (from Oak Ridge Rd): ft. east of Millenia Boulevard ft. west of Susie Way/Ridge Club Loop ft. west of Fairlawn Drive ft. west of Harcourt Avenue ft. east of Harcourt Avenue ft. east of Wingate Drive ft. west of Double Eagle Drive ft. west of Pga Boulevard ft. west of Oak Hill Manor Drive ft. east of Oak Hill Manor Drive (data collected as part of intersection counts 14 and 15) 11. between Iglesia El Calvario and Royal Palm Apartment west driveway (potential crossing location) ft. west of Tampa Avenue 13. between Lake Ellenor Drive and Rio Grande Avenue (potential crossing location) 14. between Hindu Temple and WalMart Driveway (potential crossing location) All traffic count data collected was adjusted utilizing the latest Orange County axle factor (where applicable) and seasonal adjustment factors (provided by FDOT), to provide annual average conditions. All collected traffic counts, axle and seasonal factors are provided in Appendix F. Figure 11 illustrates the traffic count locations and Figure 12 illustrates the peak hour turning movement counts along the study area corridor. The peak hour counts represent the counts taken during the highest hour of the peak periods, averaged over a three day period. Based on the 72 hour volume counts, the annual average daily traffic (AADT) along the Oak Ridge Road study corridor ranges from approximately 22,399 daily trips east of Millenia Parkway up to 38,056 daily trips west of John Young Parkway. The AADTs are summarized in Table 18. The percentage of truck volumes along the corridor range from approximately 3.5% of the AADT near Susie Way and 5.3% of the AADT near Rio Grande Avenue. Existing Conditions 45

50 Roadway/Segment Millenia Blvd N of Oak Ridge Rd Oak Ridge Rd E of Millenia Blvd Oak Ridge Rd W of John Young Pkwy Oak Ridge Rd b/n John Young Pkwy and Texas Ave Oak Ridge Rd b/n Texas Ave and Orange Blossom Tr Harcourt Ave N of Oak Ridge Rd Harcourt Ave S of Oak Ridge Rd Kingsgate Dr N of Oak Ridge Rd Bonnie Brook Blvd S of Oak Ridge Rd John Young Pkwy N of Oak Ridge Rd John Young Pkwy S of Oak Ridge Rd Chancellor Dr S of Oak Ridge Rd Texas Ave N of Oak Ridge Rd Texas Ave S of Oak Ridge Rd Rio Grande Ave N of Oak Ridge Rd Rio Grande Ave S of Oak Ridge Rd Orange Blossom Tr N of Oak Ridge Rd Orange Blossom Tr S of Oak Ridge Rd Oak Ridge Rd E of Susie Way Oak Ridge Rd E of S Rio Grande Ave Source: VHB 1 FDOT 2014 Florida Transportation Information DVD Traffic Count Date 02/16/2016 to 02/19/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /01/2016 to 03/05/ /01/2016 to 03/05/ /01/2016 to 03/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/05/ /02/2016 to 02/03/ /02/2016 to 02/03/2016 Type of Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 72 Hour Volume Count 24 Hour Classification 24 Hour Classification ADT Table 18: 72 Hour Traffic Volumes Counts Peak Hour Total NB/EB Volume Measured Characteristics Adjustment Factors 1 Adjusted SB/WB Volume Peak Time "K" "D" "T 24 " Axle Seasonal AADT 22,105 1, :00 6:00 PM 7.94% 50.10% ,447 22,629 1,842 1, :45 5:45 PM 8.14% 56.50% ,399 38,448 3,119 1,404 1,715 5:15 6:15 PM 8.11% 55.00% ,056 33,306 2,511 1,273 1,238 5:15 6:15 PM 7.54% 50.70% ,967 33,772 2,672 1,506 1,166 4:30 5:30 PM 7.91% 56.40% ,428 4, :30 8:30 AM 14.39% 60.00% ,245 1, :15 7:15 PM 8.46% 53.10% ,297 5, :45 6:45 PM 8.53% 53.30% ,360 2, :45 8:45 AM 9.09% 69.10% ,317 55,638 4,223 2,269 1,954 5:00 6:00 PM 7.59% 53.70% ,071 51,417 3,683 2,020 1,663 4:30 5:30 PM 7.16% 54.90% ,893 4, :45 5:45 PM 10.80% 76.70% ,611 11, :45 5:45 PM 8.97% 66.80% ,946 6, :45 5:45 PM 11.52% 68.80% ,532 8, :45 5:45 PM 10.24% 67.50% ,484 10,313 1, :30 5:30 PM 9.89% 73.70% ,208 57,409 3,864 1,940 1,924 5:15 6:15 PM 6.73% 50.20% ,824 54,520 3,552 1,746 1,806 12:15 1:15 PM 6.52% 50.80% ,964 24,122 1,945 1, :00 6:00 PM 8.10% 56.20% 3.50% ,364 27,678 1,928 1, :30 5:30 PM 7.00% 58.60% 5.30% , Existing Conditions

51 \\vhb\proj\orlando\ OC Oak Ridge BikePed\graphics\FIGURES N V-7 A v e. V-9 2,317 V-3 V-11 V-13 10,946 56,824 V-15 8,484 33,428 27,955 32,967 V-12 50,893 4,611 Tomoka Dr. V-17 Makoma Dr. Orange Blossom Trail Rio Grande Ave. Tampa Ave. O ak Texas Ave. anor D r. ll M i H John Young Pkwy. PGA Blvd. Wingate Dr. Kingsgate Dr. Harbor Chase Cir. Double Eagle Dr. V-4 38,056 Oak Ridge Rd. ee n Ha rc ou rt Av e Fairlawn Dr. V-2 1,297 24,364 5,360 55,071 Chancellor Dr. 22,399 V-8 V-6 V-10 Magic Way 4,245 Bonnie Brook Blvd. C-1 21,447 Bro ok gr V-1 rt Ave. Harcou Millenia Blvd. N.T.S. V-14 6,532 V-5 C-2 V-16 10,208 53,964 V-18 Lake Ellenor Dr. 441 e ik np r Tu a s rid o Fl V - XX - 72 Hour Volume Count C - XX - 24 Hour Classification Count Annual Average Daily Traffic Volume Figure 11 Volume and Class Count Locations Oak Ridge Road Pedestrian/Bicycle Safety Study Existing Conditions Report Source: Google Maps

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62 MB# Pedestrian and Bicycle Traffic Volumes As presented in an earlier section, crosswalks are provided at midblock crossings, signalized intersections and driveways. Pedestrian and bicycle counts were collected over a three day period (from 7:00 to 9:00 AM and 4:00 to 6:00 PM) along the corridor at midblock crossing locations. The two hour and peak hour peak counts are summarized in Table 19 and include pedestrians and bicyclists within approximately 25 feet of the crosswalk. Pedestrian and bicycle counts were collected at signalized intersections during AM, mid day and PM peak periods. The peak hour counts are summarized in Table 20. Driveway pedestrian and bicycle counts were collected for the AM period (7:30 to 8:30) and PM period (5:00 to 6:00) for pedestrians and bicyclists crossing each driveway. The peak hour results are summarized in Table 21. Table 19: Pedestrian and Bicycle Traffic Volumes at Midblock Crossings Pedestrian and Bicycle Crossing Location 1. Pedestrian Volumes represent the average of 3 day counts 2. Pedestrian Volumes represent 1 day counts during the peak hour 3. Midblock Crossing is planned to be removed by the County due to the addition of a traffic signal 4. Counts taken at potential midblock crossing locations Pedestrian Volumes 1 2 Hour Peak Bicycle Volumes 1 Pedestrian Volumes 1 Peak Hour Bicycle Volumes 1 AM PM AM PM AM PM AM PM ft. east of Millenia Boulevard ft. west of Susie Way/Ridge Club Loop ft. west of Fairlawn Drive ft. west of Harcourt Avenue ft. east of Harcourt Avenue ft. east of Wingate Drive ft. west of Double Eagle Drive ft. west of PGA Boulevard ft. west of Oak Hill Manor Drive ft. east of Oak Hill Manor Drive ft. west of Tampa Avenue between Iglesia El Calvario and Royal Palm Apartment between Lake Ellenor Drive and Rio Grande Avenue between Hindu Temple and WalMart Driveway Existing Conditions

63 Table 20: Pedestrian and Bicycle Traffic Volumes at Signalized Intersections Pedestrian and Bicycle Crossing Location Pedestrian Volumes Bicycle Volumes AM Mid PM AM Mid PM Oak Ridge Road at Millenia Boulevard Oak Ridge Road at Harcourt Avenue Oak Ridge Road at Kingsgate Drive Oak Ridge Road at S John Young Parkway Oak Ridge Road at S Texas Avenue Oak Ridge Road at Rio Grande Avenue Oak Ridge Road at S Orange Blossom Trail The highest pedestrian and bicycle traffic volumes for mid block crossings were observed at the two (2) mid block crossings west of Double Eagle Drive and West of PGA Boulevard during PM hours, as shown in Table 19. It was observed that Westside Middle School, Orange County School Board, Chateau Orleans Apartments, and Sadler Elementary School generate the high volumes of pedestrian and bicycle in that area. At the signalized intersections along the study area corridor, the highest pedestrian and bicycle traffic volumes were observed at three intersections as shown in Table 20; Harcourt Avenue, Kingsgate Drive, and John Young Parkway during PM hours. Existing Conditions 59

64 Table 21: Pedestrian and Bicycle Counts *Pedestrian *Bicycle # Driveway Location Volumes Volumes AM PM AM PM 1 7 eleven East of Millenia Boulevard Fountains Apartments a Assembly of God Church northwest drive b Assembly of God Church northeast drive c C&J Center southwest driveway d C&J Center southeast driveway a Sadler Elementary School b Oak Ridge Crossings east driveway a Chateau Orleans Apartments north driveway b Orange County School Board a Race Trac Gas Station b M I Bandera Market c Orange Technical College Mid Florida Campus a Royal Palms Apartments west driveway b Bank of America a Royal Palms Apartments center driveway b Iglesia El Calvario a Royal Palms Apartments east driveway b Apache Plaza west driveway c Oak Ridge Plaza west driveway Apache Plaza east driveway Oak Ridge Plaza east driveway Casienna Apartments Super Saver Pharmacy west driveway a Public Storage Drive b Super Saver Pharmacy east driveway a Panaderia Taqueria Casas b Central Park Plaza c Orange County Fire Station a Hindu Temple b Southern College a Medical Village b Korean Restaurant west driveway c Korean Restaurant east driveway d WalMart e Veterinary Hospital west driveway f Veterinary Hospital east driveway *Volumes are based on 1 AM peak hour and 1 PM peak hour Pedestrian and Bicycle counts Figure 13 illustrates the pedestrian and bicycle counts at midblock crossings, signalized intersections, and driveways during the peak hour for each of the AM, mid day and PM periods. 60 Existing Conditions

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68 2.8.3 Existing Corridor Operations Summary The existing (2016) operational analysis was conducted to determine the Level of Service (LOS) for the study area intersections. The LOS for the study area intersections were determined using the procedures as outlined in the Highway Capacity Manual (HCM 2010) using Synchro Software (version 9.0) for both signalized and unsignalized intersections. The traffic signal timings used for the analysis were provided by Orange County and City of Orlando (for Oak Ridge Road and Millennia Boulevard). In addition to the LOS for the automotive mode, the LOS for bicycle and pedestrian modes was also evaluated for the crosswalks at the signalized intersections. There is no dedicated bicycle facility along Oak Ridge Road within the project limits. Automotive LOS A summary of the multimodal LOS results for the AM, mid day and PM peak hours are shown Table 22 thru Table 24, respectively, and in Figure 14. Based on the AM peak hour results for the automotive LOS, all the signalized intersections along Oak Ridge Road corridor, with the exception of Oak Ridge Road/John Young Parkway intersection, are observed to operate at LOS D or better in the AM peak hour. With the exception of the minor street approaches at Ridge Club Loop Road/Susie Way, Fairlawn Drive, Harbor Chase Circle, Singing Creek Lane and Tampa Avenue, all the other unsignalized intersections minor street approaches are observed to operate at LOS E or worse. During the mid day peak hour, the analysis results show that all the signalized intersections along Oak Ridge Road corridor, with the exception of Oak Ridge Road/John Young Parkway and Oak Ridge Road/Orange Blossom Trail intersections, operate at LOS D or better. For the unsignalized intersections along Oak Ridge Road, with the exception of the minor street approaches at PGA Boulevard at/magic Way, Oak Hill Manor Drive and Chancellor Drive, all the other unsignalized intersections are currently operating at LOS D or better. During the PM peak hour, the analysis results show that all the signalized intersections along Oak Ridge Road corridor, with the exception of Oak Ridge Road/John Young Parkway and Oak Ridge Road/Orange Blossom Trail intersections, operate at LOS D or better. For the unsignalized intersections along Oak Ridge Road, except the minor street approaches at Fairlawn Drive, Singing Creek Lane and Tampa Avenue, all the other unsignalized intersections are currently operating at LOS E or worse. PM peak hour had the higher traffic volumes and thereby higher delays among the three analysis peak periods. It is important to note that HCM 2010 Unsignalized Intersections module of Synchro may provide a delay estimate for the minor approaches at unsignalized intersections that may not reflect the short gap acceptance behavior of drivers wanting to cross Oak Ridge Road. Pedestrian/Bicycle LOS A summary of the multimodal LOS results for the AM, mid day and PM peak hours are also shown in Table 22 thru Table 24, respectively, and in Figure 14. Based on the AM peak hour results, the pedestrian/bicycle LOS at all the signalized intersections along the Oak Ridge Road corridor are observed at LOS D or better, with the exception of the Oak Ridge Road/John Young Parkway intersection, where the bicyclists crossing towards the eastbound and southbound directions operate at LOS E. During the mid day peak hour, the pedestrian/bicycle LOS results show LOS D or better at all the signalized intersections along Oak Ridge Road corridor. 64 Existing Conditions

69 During the PM peak hour, the pedestrian/bicycle LOS results show LOS D or better at the majority of the signalized intersections along Oak Ridge Road corridor, with a few exceptions. The bicycle LOS for a) the southbound approach at Oak Ridge Road/Millenia Blvd, b) the eastbound and westbound approaches at Oak Ridge Road/John Young Parkway and c) the eastbound approach at Oak Ridge Road/Orange Blossom Trail are observed to operate at LOS E during the PM peak hour conditions. Because there are no pedestrian refuge areas, the pedestrian/biclcyle LOS at the unsignalized stop locations all operate at LOS F. The absensce of pedestrian refuge areas at these locations result in pedestrians/bicyclists having to cross the five-lane section in one stage, versus the two-stages made possible with a mid-block crossing location. In terms of mi-block crossings, Table 25 shows the Level of Service and Delay during AM and PM peak periods at the existing mid block crossings along Oak Ridge Road in the study area. Pedestrian LOS (based on HCM 2010 methodology) at unsignalized crossings (including mid-block crossings) is determined by pedestrian delay. The pedestrian delay is largely based on vehicle volumes, speeds, and different crossing treatments that make drivers more likely to yield to pedestrians. For the Oak Ridge study, a median refuge in combination with high visibility signs and markings were observed at the majority of the mid-block crosswalks. The existing mid block crossings operate adversely during the AM and PM peak periods. Appendix G includes the Synchro reports for the AM, Mid-day and PM peak period analysis, and Appendix H includes the signal timings and seasonal factors used in the analysis. Existing Conditions 65

70 Table 22: Existing Intersection Multimodal LOS AM Peak Hour No Intersection Control Type Automobile Pedestrian Mode LOS Bicycle Mode LOS Delay (sec/veh) LOS EB WB NB SB EB WB NB SB 1 Oak Ridge Road and Millenia Boulevard Signal 33.7 C B B B C C D 2 Oak Ridge Road and Ridge Club Loop/Susie Way Stop 9.4/30.7 A/D 3 Oak Ridge Road and Fairlawn Drive Stop 9.8/18.5 A/C 4 Oak Ridge Road and Harcourt Avenue Signal 23.0 C C C A B C B C C 5 Oak Ridge Road and Brookgreen Avenue Stop 11.4/61.4 B/F 6 Oak Ridge Road and Harbor Chase Circle Stop 10.3/28.2 B/D 7 Oak Ridge Road and Singing Creek Lane Stop 10.7/26.6 B/D 8 Oak Ridge Road and Kingsgate Drive/Saddler School Signal 20.9 C C C A A C C A C 9 Oak Ridge Road and Bonnie Brook Boulevard Stop 11.8/67.1 B/F 10 Oak Ridge Road and Wingate Drive/Casa Del Ray Circle Stop 12.6/40.4 B/E 11 Oak Ridge Road and Double Eagle Drive Stop 12.6/75.3 B/F 12 Oak Ridge Road and PGA Boulevard/Magic Way Stop 12.8/89.4 B/F 13 Oak Ridge Road and John Young Parkway Signal 60.4 E C C C D E D D E 14 Oak Ridge Road and Oak Hill Manor Drive Stop 11.0/198.8 B/F 15 Oak Ridge Road and Chancellor Drive Stop 13.7/>300 B/F 16 Oak Ridge Road and Texas Avenue Signal 21.7 C C C B B C C B C 17 Oak Ridge Road and Tampa Avenue Stop 11.5/25.7 B/D 18 Oak Ridge Road and Lake Ellenor Drive Stop 11.1/214.3 B/F 19 Oak Ridge Road and Rio Grande Avenue Signal 29.8 C C C B B C C C C 20 Oak Ridge Road and Orange Blossom Trail Signal 52.5 D C C C C D D C D Note: Unsignalized intersection delay and LOS are reported for major street/minor street. Worst condition delay and LOS are reported for the major/minor street. 66 Existing Conditions

71 Table 23: Existing Intersection Multimodal LOS Mid day Peak Hour No Intersection Control Type Automobile Pedestrian Mode LOS Bicycle Mode LOS Delay (sec/veh) LOS EB WB NB SB EB WB NB SB 1 Oak Ridge Road and Millenia Boulevard Signal 28.5 C B B B C C D 2 Oak Ridge Road and Ridge Club Loop/Susie Way Stop 9.1/18.8 A/C 3 Oak Ridge Road and Fairlawn Drive Stop 9.1/13.7 A/B 4 Oak Ridge Road and Harcourt Avenue Signal 13.7 B B B A B B B C B 5 Oak Ridge Road and Brookgreen Avenue Stop 9.4/21.5 A/C 6 Oak Ridge Road and Harbor Chase Circle Stop 9.4/18.3 A/C 7 Oak Ridge Road and Singing Creek Lane Stop 9.8/17.7 A/C 8 Oak Ridge Road and Kingsgate Drive/Saddler School Signal 12.8 B C C A A B C A C 9 Oak Ridge Road and Bonnie Brook Boulevard Stop 10.1/29.2 B/D 10 Oak Ridge Road and Wingate Drive/Casa Del Ray Circle Stop 10.2/25.6 B/D 11 Oak Ridge Road and Double Eagle Drive Stop 10.2/27.6 B/D 12 Oak Ridge Road and PGA Boulevard/Magic Way Stop 10.9/37.4 B/E 13 Oak Ridge Road and John Young Parkway Signal 61.2 E C C C C D D D D 14 Oak Ridge Road and Oak Hill Manor Drive Stop 11.0/66.2 B/F 15 Oak Ridge Road and Chancellor Drive Stop 10.4/147.2 B/F 16 Oak Ridge Road and Texas Avenue Signal 15.2 B C C B B C C C C 17 Oak Ridge Road and Tampa Avenue Stop 10.4/22.7 B/C 18 Oak Ridge Road and Lake Ellenor Drive Stop 10.6/29.6 B/D 19 Oak Ridge Road and Rio Grande Avenue Signal 16.8 B C C B B C C C C 20 Oak Ridge Road and Orange Blossom Trail Signal 57.0 E C C C C D D C D Note: Unsignalized intersection delay and LOS are reported for major street/minor street. Worst condition delay and LOS are reported for the major/minor street. Existing Conditions 67

72 Table 24: Existing Intersection Multimodal LOS PM Peak Hour No Intersection Control Type Automobile Pedestrian Mode LOS Bicycle Mode LOS Delay (sec/veh) LOS EB WB NB SB EB WB NB SB 1 Oak Ridge Road and Millenia Boulevard Signal 48.8 D C C B C C E 2 Oak Ridge Road and Ridge Club Loop/Susie Way Stop 11.3/41.2 B/E 3 Oak Ridge Road and Fairlawn Drive Stop 11.7/24.5 B/C 4 Oak Ridge Road and Harcourt Avenue Signal 15.6 B C C A B C C C C 5 Oak Ridge Road and Brookgreen Avenue Stop 13.2/61.3 B/F 6 Oak Ridge Road and Harbor Chase Circle Stop 12.1/39.7 B/E 7 Oak Ridge Road and Singing Creek Lane Stop 12.4/27.0 B/D 8 Oak Ridge Road and Kingsgate Drive/Saddler School Signal 33.8 C C C A A C C A C 9 Oak Ridge Road and Bonnie Brook Boulevard Stop 13.1/227.2 B/F 10 Oak Ridge Road and Wingate Drive/Casa Del Ray Circle Stop 13.5/89.4 B/F 11 Oak Ridge Road and Double Eagle Drive Stop 13.6/>300 B/F 12 Oak Ridge Road and PGA Boulevard/Magic Way Stop 14.8/283.2 B/F 13 Oak Ridge Road and John Young Parkway Signal 78.6 E C C D D E E D D 14 Oak Ridge Road and Oak Hill Manor Drive Stop 14.0/>300 B/F 15 Oak Ridge Road and Chancellor Drive Stop 12.0/>300 B/F 16 Oak Ridge Road and Texas Avenue Signal 45.0 D C C B B D C C C 17 Oak Ridge Road and Tampa Avenue Stop 11.2/32.3 B/D 18 Oak Ridge Road and Lake Ellenor Drive Stop 12.8/78.2 B/F 19 Oak Ridge Road and Rio Grande Avenue Signal 28.0 C C C B B D C D C 20 Oak Ridge Road and Orange Blossom Trail Signal 67.9 E C C C C E D D D Note: Unsignalized intersection delay and LOS are reported for major street/minor street. Worst condition delay and LOS are reported for the major/minor street. 68 Existing Conditions

73 Table 25: Pedestrian LOS at Mid block Crossing Locations AM 2016 Existing PM 2016 Existing Intersection Midblock Location Delay Delay LOS LOS (sec/veh) (sec/veh) Oak Ridge Road at MB ft. east of Millenia Boulevard 41.4 E 94.0 F Oak Ridge Road at MB ft. west of Susie Way/Ridge Club Loop 41.4 E 69.0 F Oak Ridge Road at MB ft. west of Fairlawn Drive 46.6 F 71.2 F Oak Ridge Road at MB ft. west of Harcourt Avenue 45.6 F 68.0 F Oak Ridge Road at MB ft. east of Harcourt Avenue 46.5 F 74.1 F Oak Ridge Road at MB 6 68 ft. east of Wingate Drive 85.0 F F Oak Ridge Road at MB ft. west of Double Eagle Drive 85.0 F F Oak Ridge Road at MB ft. west of Pga Boulevard 78.0 F F Oak Ridge Road at MB ft. west of Oak Hill Manor Drive F F 1 Oak Ridge Road at MB ft. east of Oak Hill Manor Drive N/A N/A N/A N/A Oak Ridge Road at MB ft. west of Tampa Avenue 73.4 F F VHB, Inc. 1 Midblock Crossing is planned to be removed by the County due to the addition of a traffic signal Existing Conditions 69

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75 2.9 Access Management Oak Ridge Road serves many abutting land uses, as discussed previously in Section 2.3. The presence of closely spaced driveways along an arterial and the entering and exiting vehicle movements creates conflict points for vehicles, pedestrians and bicyclists. While necessary to provide access to abutting land uses, there are instances where consolidation of driveways, and the management of median openings and signal spacing, are recommended to mitigate the conflict points to improve mobility and safety. For this reason, a survey of the driveway/connection, median opening, and signal spacing along the study area corridor was completed. Figure 15 through Figure 16 illustrate the existing driveway, intersection and median spacing along the corridor. Existing Conditions 71

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