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6. Traffic Capacity on 37th Street at a Level of Service "D": 980 peak hour/peak season/peak direction trips 7. Existing Traffic Volume on 37th Street: 700 peak hour/peak season/peak direction trips Since the county's transportation level of service is based on peak hour/peak season/peak direction characteristics, the transportation concurrency analysis addresses only project traffic occurring in the peak hour and affecting the peak direction of impacted roadways. In this case, the site will access two thoroughfare plan roadways; these are 37th Street and Indian River Boulevard. Both of these roadways have more volume in the p.m. peak hour than in the a.m. peak hour, so, the p.m. peak hour was used for the transportation concurrency analysis. According to recent count data, the peak direction during he p.m. peak hour is west for 37th Street and south for Indian River Boulevard. Given those conditions, the number of new p.m. exiting trips associated with this request was determined by taking the 290,000 square feet of Shopping Center use (most intense use), applying ITE's 47.58 Average Weekday Vehicle Trip Ends/1000 gross square feet to the 290,000 square feet to get total daily trips, dividing that number by half to get the number of daily exiting trips, applying the ITE Shopping Center use p.m. peak hour exiting factor (9.5%) and multiplying that number by ITE's 758 to ensure that only new trips are counted. The total p.m. peak hour exiting trips for the proposed use were calculated to be 492. To get the projected west bound (peak direction) peak hour volume of trips from the site on 37th Street, the total number of peak hour exiting trips was multiplied by 30%; to get the projected south bound (peak direction) peak hour volume Of trips from the site on Indian River Boulevard, the total number of peak hour exiting trips was multiplied by 508. Based upon this analysis, 148 trips were assigned to 37th Street, and 246 trips were assigned to south bound Indian River Boulevard. Using a modified gravity model and a hand assignment, these trips were then assigned to roadways on the network. A similar methodology was used to project PM entering trips. Instead of the 9.5% factor used for exiting trips; however, an 8.3% factor was used to estimate PM peak hour entering trips. Using the same methodology referenced above, the entering trips were then assigned to segments on the network. The result of this analysis was two sets of project peak hour volumes for each segment on the network. One set of volumes represents trips going to the site, while the other represents trips traveling from the site. These constitute the peak hour* volumes for each direction for each segment. The capacity analysis for each segment was then done by taking the pro ected project for the segment'saeak irection nassessing or notthis volume was ss thn hesegment'savailable capacity. Capacities for all roadway segments in Indian River County are calculated and updated annually, utilizing the latest and best available peak season traffic characteristics and applying Appendix I methodology as set forth in the Florida Department of Transportation (FDOT) Level of Service (LOS) Manual. These calculations begin with the county's recently secured state-of-the- art traffic counting equipment which records at fifteen (15) minute intervals. From this, the county utilizes a "Quarterly Count Program" with the ability to calculate actual LOS "D" figures, based on Appendix I. As a result, county staff are able to determine existing traffic characteristics. Available capacity is the total capacity less existing and committed traffic volumes; this is updated daily based upon vesting associated with project approvals. 41 MAY 0 5 1992 �0 ; AV ..1 �