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® s s <br />-Transportation <br />A reviewof-. the traffic impacts that would result from the proposed <br />development of the property indicates that the existing level of <br />service " better <br />not <br />impactslowered. <br />followssite information <br />determining used for g traffic <br />1. Residential Use Identified in <br />Edition ITE Manual: <br />Single -Family <br />y Detached <br />ing <br />2. For Single -Family Dwelling Units in ITE Manual: <br />a. Average Weekday Vehicle Trip Ends: u10.0662/1 dwelling <br />ts <br />b. P.M. Peak Hour Rate: 1.012/1 dwelling units <br />C. outbound P.M. Peak Hour Split: 35% <br />d. Inbound P.M. Peak Hour Split: 65% <br />3. Formula for Determining New Trips (peak hour/peak season/peak <br />direction: <br />Number of Single -Family Units X P.M. Peak Hour Rate X <br />Inbound P.M. percentage <br />(Trip distribution is based on a Modified Gravity Model) <br />4. a. P.M. Peak Hour/Peak Direction of Adjacent Roadway (CR <br />512): East <br />b. Total peak hour/peak season/peak direction Trips: 117 <br />5. Traffic Capacity on this segment of C.R. 512 at a Level of <br />Service "C": <br />540 peak hour/peak season/peak direction trips <br />6. Existing Traffic Volume on this segment of C.R. 512: <br />307 peak hour/peak season/peak direction trips <br />Since the county's transportation level of service is based on peak <br />hour/peak season/peak direction characteristics, the transportation <br />concurrency analysis only addresses project traffic occurring in <br />the peak hour and affecting the peak direction of ,impacted <br />roadways. In this case, C.R. 512 has more volume in the p.m. peak <br />hour than in the a.m. peak hour, so the p.m. peak hour was used for <br />the transportation concurrency analysis. According to recent count <br />data on C.R. 5120 the peak direction during the p.m. peak hour is <br />east. <br />Given those conditions, the number of trips associated with this <br />request was determined by taking the total number of residential <br />units (176) allowed under the proposed land use, applying ITE's <br />1.012 p.m. peak hour trips per residential unit factor to get total <br />peak hour trips, and applying the ITE residential use p.m. peak <br />hour inbound factor of 65% to the total p.m. peak hour trips for <br />the use to get the east bound (peak direction) peak hour volume of <br />trips for the site. The same methodology was used to obtain the <br />site p.m. peak hour exiting volume; however, a 35% outbound factor <br />was used instead of the 65% inbound factor. Using a modified <br />gravity model and a hand assignment, these trips were then assigned <br />to roadways on the network. <br />As a result of this assignment, two volumes were obtained for each <br />impacted roadway segment. These volumes represent the p.m. peak <br />hour volume for each direction of the roadway. Using the volume <br />assigned to the peak direction of each roadway, a capacity <br />determination was made for each segment. This capacity <br />determination involved comparing the assigned volume to the <br />segment's available capacity. <br />Capacities for all roadway segments in Indian River County are <br />calculated and updated annually, utilizing the latest and best <br />available peak season traffic characteristics and applying Appendix <br />I methodology as set forth in the Florida Department of <br />91 <br />f�(�na <br />MAY 0 51 92 <br />