September 2018

CHELONIA PARKWAY AND BONNET CREEK RESORT LANE MULTI-WAY STOP CRITERIA ANALYSIS ORANGE COUNTY, FLORIDA

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CHELONIA PARKWAY AND BONNET CREEK RESORT LANE ORANGE COUNTY, FLORIDA

MULTI-WAY STOP CRITERIA ANALYSIS

Prepared for:
Bonnet Creek Resort Community Development District C/O Governmental Management Services - Central Florida, LLC
135 W. Central Boulevard, Suite 320
Orlando, FL 32801

Prepared by:
Luke Transportation Engineering Consultants, Inc.
P. O.  Box 941556
Maitland, Florida 32794-1556

September 2018

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Luke Transportation Engineering Consultants, Inc.

PROFESSIONAL ENGINEER ENDORSEMENT

I hereby certify that I am a registered engineer in the State of Florida, practicing with Luke Transportation Engineering Consultants, a corporation authorized to operate as an engineering business (# EB-0007429), by the State of Florida Department of Professional Regulation, Board of Professional Engineers, and I have prepared or approved the evaluation, findings, opinions, conclusions, or technical advice hereby reported for:

PROJECT:	Chelonia Parkway and Bonnet Creek Resort Lane Multi-way Stop Study LOCATION: Chelonia Parkway and Bonnet Creek Resort Lane
CLIENT:	Bonnet Creek Resort Community Development District

I acknowledge that the procedures and references used to develop the results contained in this report are standard to the professional practice of transportation engineering, as applied through professional judgment and experience.

NAME:	J. Anthony Luke, P.E.
P.E. NO.:	42642
DATE:

LTEC NQ 18-2901

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TABLE OF CONTENTS
EXECUTIVE SUMMARY	1
INTRODUCTION	3
LOCATION	3
EXISTING CONDITIONS	3
Intersection Configuration	5
Hourly Traffic Volumes	8
Intersection Unsignalized Operational Analysis	13
Minor Street Delay Study	13
MULTI-WAY STOP SIGN ANALYSIS	15
Applicable Criteria	15
Analysis	16
Capacity Analysis	19
Alternatives to a Multi-way Stop	19
CONCLUSIONS/RECOMMENDATIONS	21
APPENDICES	23
Appendix A – Photographs	25
Appendix B – Traffic Counts	35
Appendix C –Synchro Existing Two-Way Stop Analysis	63
Appendix D – Intersection Delay Worksheets	69
Appendix E – Synchro All-Way Stop Analysis	75

FIGURES
Figure 1- Study Intersection Location	4
Figure 2 - Condition Diagram	6
Figure 3 - Location Photographs	7
Figure 4 – Peak Periods Traffic Volumes	12
TABLES
Table 1 - Existing Approach Traffic Volumes	9
Table 2 – Data Collection Speed Summary	10
Table 3 –Turning Movement Traffic Volume Summary & LOS	11
Table 4 - Multi-Way Stop Sign Analysis	17
Table 5 - Study Intersection Multi-Way Stop Control LOS	18

EXECUTIVE SUMMARY
Luke Transportation Engineering Consultants, Inc. (LTEC) has completed a Multi-way Stop control study for the intersection of Chelonia Parkway and Bonnet Creek Resort Lane. The existing intersection has a four-leg or “Plus” configuration. Chelonia Parkway and Bonnet Creek Resort Lane serve, primarily, tourist-area land uses and traffic near the subject intersection. Additional resort hotel development is also under construction, which will create additional east-west traffic through the intersection in the near future. At the study intersection, neither roadway, Chelonia Parkway nor Bonnet Creek Resort Lane extend as through-traffic facilities as part of the Orange County transportation network.
The analysis was based on existing July 2018 conditions utilizing the Federal Highway Administration Manual on Uniform Traffic Control Devices (MUTCD) and the Florida Department of Transportation (FDOT) Manual on Uniform Traffic Studies (MUTS) guidelines.
A data collection effort included 3-day (seventy-two (72) hours) weekday directional, approach counts for the four (4) study intersection approaches. The Chelonia Parkway approach counts included a two-way 72-hour speed count conducted west of the study intersection. To determine the weekday highest-volume eight (8) hours at the study intersection, a 10-hour intersection turning movement count (TMC) which included a pedestrian and bicycle count as well as a vehicle classification count was conducted during Tuesday, July 17, 2018. Also collected were an A.M. and P.M. peak hour vehicle delay survey for the minor street approaches (Bonnet Creek Resort Lane). Observations of the traffic flow and operations were also conducted at the study intersection.
Based on the 72-hour speed count, the daily 10 mph pace is 30 to 40 mph. The 2-way 85th percentile speed (44.49 mph) exceeds the posted speed limit (35 mph). Therefore, per the MUTCD guidelines, the MUTCD minimum vehicular volumes were reduced to 70% of the standard requirements.
The criteria contained in the MUTCD Section 2B.07, Multi-Way Stop Applications were utilized in this analysis. Specifically, Criteria C: Minimum Volumes, which evaluates the minimum volumes (including vehicles, pedestrian and bicycles from the minor street approaches). In addition, Option A: The need to control left turn conflicts was utilized in this analysis.

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Seventeen (17) hours meet the minimum traffic volume threshold criteria for a multi-way Stop sign.
Minor street left turns, which conflict with the major street left and through movements as well as the minor street through movements, represent 57.4% of these intersection entering traffic volumes.
The longest observed average delay for the minor street occurred during the A.M. peak hour for the southbound Bonnet Creek Resort Lane approach movement.  The observed
A.M. peak hour average stopped delay is 7.17/seconds per vehicle (spv). Applying this average stopped delay  to  the  observed southbound minor  street volume results in only
0.10 vehicle hours delay. The northbound P.M. peak hour has an average delay of 5.14/spv and when applied to the observed northbound minor street volume results in only 0.28 vehicle hours delay. Neither average stopped delay, constitute excessive delay.
Maximum observed minor street queues were four (4) vehicles which occurred during the
P.M. peak hour delay study for the northbound Bonnet Creek Resort Lane movements.
The heaviest concentration of pedestrians observed to cross Chelonia Parkway occurred during the P.M. period (16:00-17:00). A total of 15 pedestrians were observed to cross Chelonia Parkway. No bicycles were observed during the data collection effort.
The largest concentration of heavy vehicle traffic was observed to occur during the A.M. peak period (9:00-10:00) represented 11.2% of the total entering traffic.
Based on the results of this analysis and the field observations, the existing traffic volumes analysis will meet the MUTCD minimum traffic volume threshold for a Multi-Way Stop sign and the high percentage of minor street left turn meets Option A: The need to control left-turn conflicts criteria. Therefore, a Multi-Way Stop sign is recommended to be installed at this intersection. Appropriate, pavement markings should also be installed on the Chelonia Parkway approaches.

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INTRODUCTION
The purpose of this study is to provide the results of a data collection effort and traffic analysis to determine the need for multi-way Stop control at Chelonia Parkway and Bonnet Creek Resort Lane in southern Orange County, Florida. Figure 1 shows the study intersection location and the adjacent roadway network. Chelonia Parkway, an east-west roadway, is the major free flow movement. Bonnet Creek Resort Lane is the north-south roadway under STOP control. Neither Chelonia Parkway nor Bonnet Creek Resort Lane extend as through-traffic facilities as part of the Orange County transportation network. This report will serve to provide the necessary traffic data and analysis consistent with the procedures set forth in the Manual on Uniform Traffic Control Devices (MUTCD) and the Manual on Uniform Traffic Studies (MUTS). The study included the following components:
Data Collection (November and December 2017)
Analysis of Intersection Operations
Multi-Way Stop Control Analysis
LOCATION
The intersection of Chelonia Parkway and Bonnet Creek Resort Lane located in south Orange County, as shown in Figure 1. Chelonia Parkway is classified as a collector roadway. Bonnet Creek Resort Lane is considered a local roadway and provides access to the Hilton/Waldorf Astoria Resort Hotel resort, south of Chelonia Parkway and Wyndham Bonnet Creek Hotel, north of Chelonia Parkway. The study intersection is located southeast of Buena Vista Drive which is the nearest adjacent signalized intersection (approximately 1.21 miles north).
EXISTING CONDITIONS
Chelonia Parkway is an east-west 4-lane roadway west of Bonnet Creek Resort Lane, and a 2-lane roadway east of Bonnet Creek Resort Lane. Chelonia Parkway extends from Buena Vista Drive, northwest of the study ntersection and terminates at a dead end which serves as the entrance for the Hilton hotel construction site.
In 2018, Chelonia Parkway carried an average annual daily traffic volume of 11,1201 vehicles west of the Bonnet Creek Resort Lane intersection and of 9102 vehicles east of Bonnet Creek Resort Lane. Chelonia Parkway has a posted speed limit of 35 miles per hour (mph) at its intersection with Bonnet Creek Resort Lane.

1 LTEC July 2018 Roadway Count (570 feet west of Bonnet Creek Resort Lane)
2 LTEC July 2018 Roadway Count (160 feet east of Bonnet Creek Resort Lane)

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At its intersection with Chelonia Parkway, Bonnet Creek Resort Lane forms the north- south legs of the intersection. The two-lane north-south roadway, south of Chelonia Parkway serves as the only entrance and exit for Hilton/Waldorf Astoria Resort Hotel resort development and has an annual average daily traffic volume of 8,3003 vehicles. North of Chelonia Parkway, Bonnet Creek Resort Lane serves as the southern entrance and exit for Wyndham Bonnet Creek Hotel development and has an annual average daily traffic volume of 4,0904 vehicles. No posted speed limit signs were observed, so the assumed speed limit on Bonnet Creek Resort Lane is 25 mph.

Intersection Configuration
Bonnet Creek Resort Lane intersects Chelonia Parkway in a north-south configuration, forming a four-way or “Plus”-type intersection. Bonnet Creek Resort Lane are the minor street approaches under Stop control. A Condition Diagram depicting the geometric configuration of the intersection is shown in Figure 2. Photographs of each approach are shown in Figure 3 with a full-page photograph of each approach included in Appendix A. All approaches to the intersection are level with adequate sight distance. The current lane configurations for the approaches are as follows:

Approach Name	Direction	Approaching Laneage	Exiting Laneage	
Chelonia Parkway	Eastbound	1 - Left Turn Lane, 1 – Thru Lane & 1 - Right Turn Lane	2 - Thru Lanes	
Chelonia Parkway	Westbound	1 – Combination Left-Thru Lane & 1- Combination Thru- Right Lane	2 - Thru Lane	
Bonnet Creek Resort Lane	Northbound	1 – Combination Left – Thru – Right Lane	1 – Thru Lane	
Bonnet Creek Resort Lane	Southbound	1 - Combination Left – Thru – Right Lane	1 – Thru Lane	

The intersection currently operates under two-way STOP control on Bonnet Creek Resort Lane, with the major street movements on Chelonia Parkway. The land use in the intersection quadrants of the intersection are summarized below:
Northwest: developed, Wyndham Bonnet Creek Hotel,
Northeast: developed, Wyndham Bonnet Creek Hotel,
Southwest: developed, Hilton/Waldorf Astoria Resort Hotel,
Southeast: undeveloped, conservation.

3 LTEC July 2018 Roadway Count (150 feet south of Chelonia Parkway)
4 LTEC July 2018 Roadway Count (80 feet north of Chelonia Parkway)

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Hourly Traffic Volumes
A 3-day 24-hour approach traffic count was conducted July 10, 2018 to July 12, 2018. An hourly summary of the 3-day averaged traffic counts, by direction, are shown in Table 1. Average traffic counts were converted to annual average volumes via the FDOT 2017 seasonal weekday and weekly axel factors. Copies of the 72-hour machine traffic counts are contained in Appendix B.
A 3-day 24-hour speed count was also conducted July 10, 2018 to July 12, 2018 west of Bonnet Creek Resort Lane. A summary of the 3-day averaged speed count, by direction for the 24-hour period, the A.M. peak hour and the P.M. peak hour are shown in Table
2. Speed data is presented for the average speed, the 15th percentile speed, the 50th percentile speed and the 85th percentile speed for each of the listed time periods. Based on the collected data, the daily 2-way 10 mph pace is 30 to 40 mph with the 85th percentile speed being 44.49 mph. The A.M. peak hour peak direction (eastbound) 10 mph pace is 35 to 45 mph with the 85th percentile speed being 44.85 mph. The P.M. peak hour peak direction (westbound) 10 mph pace is 30 to 40 mph with the 85th  percentile speed being
44.42 mph. As noted from the table, the 85th percentile speed exceeds the posted speed limit (35 mph) for all three-time periods.
A ten-hour intersection turning movement traffic count was also conducted on Tuesday, July 10, 2018. An hourly summary of the seasonally adjusted intersection turning movement traffic counts by approach direction are shown in Table 3. Figure 4 presents the approach lane geometry configuration and a summary of the peak periods (A.M. peak hour, Mid-day peak hour and P.M. peak hour) intersection turning movement counts. A copy of the intersection turning movement traffic counts is also contained in Appendix
B. The heaviest concentration of heavy vehicle traffic (11.2%) entering the study intersection was observed to occur during the A.M. peak period (7:45 to 8:45). The heaviest concentration of minor street heavy vehicle traffic (10.1%) entering the study intersection, from the south, was also observed to occur during the A.M. peak period (7:45 to 8:45).

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A ten-hour intersection pedestrian bicycle count was conducted on Tuesday, July 17, 2018. A summary of the pedestrian and bicycle counts is also provided by direction in Table 3. The pedestrian (Ped) column shown in Table 3 is the total number of pedestrians and bicycles counts for each approach. Per Orange County Pedestrian Crossing Treatment Selection Guidelines manual, the pedestrians and bicycle riders under age 12 or adults 65 years or older were counted double. Copies of the pedestrian and bicycle turning movement counts are also contained in Appendix B.

Pending Land Use Development
There is additional resort development currently under construction that will add to the east-west traffic through the intersection. This development will include 455 timeshare units, 516 resort hotel rooms, and 50,000 square feet of conference center space.

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Intersection Unsignalized Operational Analysis
Using the traffic volume variations for the intersection, the existing unsignalized operation level of service (LOS) was determined for the A.M., Mid-day and P.M. weekday peak hours. This analysis was completed based on the Highway Capacity Manual, 6th Edition procedures using the Synchro 10 software. Table 3 also includes the summary results of the intersection analysis. As can be seen, the study intersection minor street approach movements currently operate with a LOS B or better during the A.M. and Mid-day peak periods and P.M. peak periods. Appendix C includes a summary of each analysis peak hour turning movements Synchro worksheet.

Minor Street Delay Study
A minor street delay study was also conducted on Tuesday, July 17, 2018. Maximum observed average stopped time delay occurred on the southbound Bonnet Creek Resort Lane movement during the A.M. peak period. The A.M. peak hour minor street average stopped time delay is 7.17/seconds per vehicle (spv) and the average stopped time delay for the P.M. peak hour is 3.88/spv. Observed northbound average stopped time delay for the Bonnet Creek Resort Lane is 6.69/spv for the A.M. peak hour and 5.14/spv for the
P.M. peak hour.
The additional resort development currently under construction, that will add to the east- west traffic movement through the intersection, will also increase the minor street delays.
Maximum observed queues during the two survey hours was four (4) vehicles for the northbound movements. This maximum queue occurred during the P.M. peak hour movement. The southbound movement had a maximum queue of three (3) vehicles. Copies of the intersection delay worksheets are contained in Appendix D.

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MULTI-WAY STOP SIGN ANALYSIS
To determine the need of and justification for a multi-way Stop, an analysis was conducted at the Chelonia Parkway and Bonnet Creek Resort Lane study intersection. The analysis was accomplished in accordance with the procedures of the Manual on Uniform Traffic Control Devices for streets and highways. According to the MUTCD, multi-way Stops should not be considered for installation unless the specified criteria are met, and an engineering study justifies the need.

Applicable Criteria
Listed below are the MUTCD criteria for a multi-way stop control installation.
Section 2B.07 Multi-Way Stop Applications: Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multi-way stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal.
Guidance:
The decision to install multi-way stop control should be based on an engineering study.
The following criteria should be considered in the engineering study for a multi-way STOP sign installation:
Where traffic control signals are justified, the multi-way stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal.
Five or more reported crashes in a 12-month period that are susceptible to correction by a multi-way stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle collisions.
Minimum volumes:
The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day; and
The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour; but
If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items 1 and 2.
Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition.

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Option:	Other criteria that may be considered in an engineering study include:
The need to control left-turn conflicts;
The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes;
Locations where a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop; and
	An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection.
Analysis
The hourly traffic volumes approaching the intersection of Chelonia Parkway and Bonnet Creek Resort Lane are summarized in Table 4 along with an assessment of the applicable hourly criteria thresholds. As can be seen from Table 4, 17 hours meet the minimum threshold volumes for a multi-way Stop sign. In addition, as documented in Table 3, the minor street left turn volumes represent 57.4% of entering traffic which will have conflicting movements with the major street left turn movements, the major street through movements as well as the minor street through movements.
As documented earlier, the Chelonia Parkway and Bonnet Creek Resort Lane intersection east-west traffic volumes will increase beyond the observed traffic volumes used in this analysis, as the result of the additional timeshare units, resort hotel rooms, and conference center space currently under construction or pending in the near-future.
There are also other considerations that support the installation of multi-way Stop control, to improve operational and safety conditions. These include:
Pedestrian traffic occurs between Wyndham and Hilton resorts, which is routed through the intersection. There have been reports of near-misses of pedestrians by vehicles at the intersection recently.
The wide intersection approaches create long pedestrian crosswalks (up to 75- feet), which increases exposure of pedestrians to vehicular traffic.
As noted earlier, the speeding traffic (85th percentile speed of 44.49 mph) through the intersection increases the safety concerns.
The motorists served by the intersection are often unfamiliar with the area (tourists/visitors and Uber drivers) and are likely to be distracted.
Platoons of buses (usually 8 to 10) are also common through the intersection. Therefore, based on the above, installation of multi-way Stop signs is recommended for the intersection of Chelonia Parkway and Bonnet Creek Resort Lane.
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Capacity Analysis
A peak hour capacity analysis was also performed at the intersection should multi-way Stop control be implemented. The analysis was accomplished in accordance with the procedures of the Highway Capacity Manual, 6th Edition utilizing existing peak hour traffic volumes and existing geometry. The results of this analysis are presented in Table 5 (worksheets are also included in Appendix E). As can be seen from Table 5, the intersection will operate at a level of service B or better.

Alternatives to a Multi-way Stop
As part of the analysis procedure for the traffic control study for the intersection of Chelonia Parkway and Bonnet Creek Resort Lane, an alternative traffic control plan was also assessed. This alternative plan would include a roundabout.
A potential alternative to multi-way Stop control includes the installation of a roundabout. A major advantage of a roundabout are fewer overall conflict points. Disadvantages are the cost of a roundabout and the need for additional right-of-way required by the inscribed circle which must be large enough to accommodate the design vehicle (WB-67) while maintaining adequate deflection curvature to ensure safe travel speeds. The inscribed circle diameter is the distance across the circle inscribed by the outer curb of the circulator roadway. The inscribed circle diameter for a one-lane roundabout in other areas of the County is 60 feet. An inscribed circle this wide would impact all four corners of the study intersection and require additional right-of-way. An additional disadvantage is that a roundabout is difficult to cross for pedestrians with vision impairments. Individuals with low vision or that are blind will have difficulty determining when traffic is yielding to them to cross. Also, drivers tend to accelerate as they approach the exit leg, and as such, are less likely to stop to allow pedestrians to cross. Therefore, a roundabout is not recommended for this location. However, should a roundabout be installed, the intersection would operate at a LOS A for all three analysis periods.

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CONCLUSIONS/RECOMMENDATIONS
This multi-way Stop sign analysis was accomplished using existing traffic volumes and existing geometry at the study intersection of Chelonia Parkway and Bonnet Creek Resort Lane.
As documented herein, the results revealed that utilizing existing traffic volumes, 17 hours meet the minimum threshold volumes for a multi-way Stop sign and the minor street left turn volumes represent 57.4% of the intersection entering traffic which will have conflicting movements with the major street left and through movements as well as the minor street through movements. There are also other considerations that support the installation of multi-way Stop control, to improve operational and safety conditions. These include:
Pedestrian traffic occurs between Wyndham and Hilton resorts, which is routed through the intersection. There have been reports of near-misses of pedestrians by vehicles at the intersection recently.
The wide intersection approaches create long pedestrian crosswalks (up to 75- feet), which increases exposure of pedestrians to vehicular traffic.
As noted earlier, the speeding traffic (85th percentile speed of 44.49 mph) through the intersection increases the safety concerns.
The motorists served by the intersection are often unfamiliar with the area (tourists/visitors and Uber drivers) and are likely to be distracted.
Platoons of buses (usually 8 to 10) are also common through the intersection.
Therefore, based upon the information contained within this report the study intersection
does meet the MUTCD criteria for a multi-way Stop control installation.
In addition, appropriate, pavement markings should also be installed on the Chelonia Parkway approaches.

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APPENDICES

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Appendix A – Photographs

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Bonnet Creek Resort Lane South Approach (Looking North)

Bonnet Creek Resort Lane South Approach (Looking South)

Bonnet Creek Resort Lane North Approach (Looking South)

Bonnet Creek Resort Lane North Approach (Looking North)

Chelonia Parkway West Approach (Looking East)

Chelonia Parkway West Approach (Looking West)

Chelonia Parkway East Approach (Looking West)

Chelonia Parkway East Approach (Looking East)

Appendix B – Traffic Counts

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 	Luke Transportation Engineering Consultants, Inc.	

Luke Transportation Consulting  Engineers, Inc.
Volume Report with Midnight Totals

Stop Date City/Town

Thursday, July 12, 2018 Disney Resort

End Time County

24:00
Orange

Location	Bonnet Creek north of Chelonia Parkway

Northbound
End Time	00	01

02	03	04

Three Day Average
06	07	08

10	11

19	6
30	14	7
45	14	1
00	§_	£
Hour Total	55	16
End Time	12	13

0	4	2	5
2	1	2	8
2	2	2	3
1	2	.1	§
8	10	7	22
14	15	16	17

9	10
5	9
12	16
�	�
41	50
18	19

16	19
26	21
19	12
£1	£§.
85	80
20	21

30
27
20
£2
100
22

25
29
34
1§
134
23

15	22	23	29	31	23	27	34	25		27	52	51	
30	18	39	25	33	42	33	32	43		38	46	32	
45	34	22	37	26	17	32	30	34	31	42			
00	21	23		50	21		31		31	35	38	26	
Hour Total	95	107	136	140	103	127	127	136	142	142	173	155	
24 Hour Total Volume		2,191											
AM Peak Hour Begins	11:00	AM Peak Volume	134	Peak Hour Facto	r	0.73	
PM Peak Hour Begins	21:30	PM Peak Volume	175	Peak Hour Facto	r	0.84	
Southbound									Three Day	Average						
End Time	00	01		02		03		04	05	06	07	08	09	10	11	
15	10		2		0		1	4	9	9	16	33	26	43	52	
30	9		1		1		3	3	6	8	21		32	50	34	
45	10		2		2		1	5	7	11	24	34	41	47	38	
00	6		1		2		0	6	9	8	22	34		51	30	
Hour Total	35		6		5		5	18	31	36	83	140	142	191	154	
End Time	12	13		14		15		16	17	18	19	20	21	22	23	
15	39	27	21	23	21	31	29	22	23	20	21	28	
30	29	15	22	24	25	26	32	25	23	15	19	30	
	31	19	20	21	30	28	24	34	16	22	16	22	
00	£2	.1§.	£2	£2	£Q	2.2	�	JQ	.1§.	.1§.	�	1Q	
Hour Total	122	79	89		96	120	110	111	80			90	
24 Hour Total Volume	1,987						
AM Peak Hour Begins		10:15	AM Peak Volume	200	Peak Hour Facto	r	0.96	
PM Peak Hour Begins		17:30	PM Peak Volume	124	Peak Hour Facto	r	0.89	
Two-Way Total					Three Day Average						
End Time	00	01	02	04	05	06	07	08	09	10	11	
15	29	8	0	5	6	14	18	26	49		73	77	
30	23	8	3	4	5	14	13	30	65		77		
45	24	3	4	3	7	10	23	40			67	72	
00	14	3	6	3	7	15		37	58	71	74	76	
Hour Total	90	22	13	15	25	53	77	133	225	222	291	288	
End Time	12	13	14	15	16	17	18	19	20	21	22	23	
15	61	50	50	54	44	58	63	47	68	47		79	
30	47	54	47		67	59	64	68	58	53	65	62	
	65	41	57			60		68	47	64	53	68	
00	44	41		76	41	70	56	64			57	36	
Hour Total	217	186	225	234		247		247	222	217	248		

24 Hour Total Volume AM Peak Hour Begins PM Peak Hour Begins

4,178

245

10:15
19:15

AM Peak Volume PM Peak Volume

53

57

54

268

Peak Hour Factor
Peak  Hour Factor

53
53

73

0 96
0.99

39

43

45

94

75

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Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

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Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Start Date

Luke Transportation Consulting Engineers, Inc.
Volume Report with Midnight Totals
Wednesday, July 11, 2018	Start Time	00:00

Stop Date CityfTown Location

: Wednesday, July 11, 2018 Disney Resort
Chelonia Parkway west of Bonnet Creek

End Time County

24:00
Orange

Eastbound	11-Jul-18

74

93

44

57

77

End Time	00	01	02	03	04	05	06	07	08	0	9	10	11	
15	50	25	2	9	2	17	26	39		86	103	96	
30	23	17	16	2	18	14	32	59	67	105	78	122	
45	24	29	6	18	8	25		69		64	90		
00	15	16	8	2	11	18	48	75	71		85	70	
Hour Total	112	87	32	31	39	74	137	242	288	327	356	363	
End Time	12	13	14	15	16	17	18	19	20	2	1	22	23	
15	95	74	95	104	138	137	84	109	68	98	79	86	
30	62	83	84	87	87	94	126		62	92	73		
45	67	88	120	142	119	129	100	95		101	76		
00	64	76	124	94	158	131		78	59	67		56	
Hour Total	288	321		427	502	491		375		358	285	315	
AM Peak Hour Begins	10:30	AM Peak Volume	393	Peak Hour Factor	0.81	
PM Peak Hour Begins	16:45	PM Peak Volume	518	Peak Hour Factor	0.82	

24 Hour Total Volume	6,493

Westbound	11-Jul-18

End Time	00

01	02

03	04	05	06

07	08	09	10	11

15	6	2

0	11	26	55

58	84	81

30	8	5	3

3	21	49

53	107	89	68	55	72

45	16	12

9	7	18	62

81	140

60	74	45

49

00	1Q	1

,t	1Q	fill	fil1

135

158	fill	§9.

§,1_

<!I

Hour Total

24	16

20	100	206

317

460

271

275

245

End Time	12
15	64
30	42
45	48
00	fill
Hour Total	204
24 Hour Total Volume AM Peak Hour Begins PM Peak Hour Begins

13
49
55
35
§l
206
5,609

14
86
86
98
125

395

07:15
14:00

15	16	17

75

84	65
47	83
67	97	63
?.Q	104	H
259	368	251

AM Peak Volume PM Peak Volume

18
57
70
65
Z§
268

500
395

19	20	21
72	60	67
77	63	87
57	56	94
I§	�	§l
284	233	315

Peak Hour Factor Peak Hour Factor

22
66
70
69
�
280

0.79
0.79

23
49

73

40
�
186

Two-Way Total
End Time	00	01

02	03	04

11-Jul-18
06

07	08	09

10	11

15	65
30	31
40
00	25
Hour Total	161
End Time	12
15
30	104
45	115
00	114
Hour Total	492

31
22
41
17
111
13
123
138
123
143
527

4
19
15
10
48
14
181
170
218
249
818

9	13	43
5	39	63	85
26	87	112
12	61	87	183
51	139	280	454
15	16	17	18
179	222	202	141
134	170	143	196
209	216	192	165
164	262	205	153
686	870	742	655

169	144
166	156	173
209	170	124
170	157
702	665	598
19	20	21
181	128	165
170	125	179
152	100	195
156	113	134
659	466	673

187
133
164
147
631
22
145
143
145
132
565

177
194
120
117
608
23

152
134
80
501

24 Hour Total Volume	12,102
AM Peak Hour Begins	07:15

AM Peak Volume	777

Peak Hour Factor

0.83

PM Peak Hour Begins	16:00	PM Peak Volume	870	Peak Hour Factor	0.83
Data File	D0717002.PRN	Latitude I Longitude	28.357073°	-81.536914°

Station Start Date Stop Date

Thursday, July 12, 2018
:  Thursday, July 12, 2018

Identification Start Time End Time

Counter2 00 00
24:00

Page | 42	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

CityfTown

Disney Resort

Luke Transportation Consulting Engineers, Inc.
Volume Reportwith Midnight Totals
County	Orange

Location	Chelonia Parkway west of Bonnet Creek

Eastbound	12-Jul-1 8

45

54

End Time	00	01	02	03	04	0	5	06	07	08	0	9	10	11	
15 	41	26	22	4	10	17 	34	24	53 	71	78	74	
30	62	12	8	4	12	14	15	40	40	62	60	68	
	47	14	4	0	11	12	44	71	58	53	47	63	
00	25	8	3	4	14	19	24	42	71	68		67	
Hour Total	175	60	37	12	47	62	117	177	222	254	239	272	
End Time	12 	13	14	15	16	17	18	19 	20	2	1	22	23	
15	72	80	73	85	119	134	116	104	69	83	76	75	
30	66	77	74	93	96	114 	141	106	76	79	54	75	
	86	63	103	83 	121	1 55	105		74	88	62	108	
00	106	!!§	fil!	l1§	103	100	ill	�	�	�	�	Z1	
Hour Total	330	305	348	356	439	503		308	262	309	240	329	
AM Peak Hour Begins	1145	AM Peak Volume	291	Peak Hour Factor	0 85	
PM Peak Hour Begins	17:30	PM Peak Volume	512	Peak Hour Factor	0.83	

24 HourTotal Volume	5,880

Westbound

15	23	11	8	2	10	36	37	74	84	46	59		
30	28	3	4	5	19	53	29	104	83	82	42	48	
45	1 3	12	2	4	29	63	88	127	53	71	57	59	
00	18	6	2	14 	45	71	104	119	70	66	72	80	
Hour Total	82	32	16	25	103	223	258 	424	290	265	230	240	
End nme	12	13	14	15	16	17	18	19	20	2	1	22	23	
15 	39	52	62	66	65	68	61	52		61	61 	65	
30	66	64	80	66	95	48	72	58	50	56		68	
	89	61	68	72	71	77	82		60		61	49	
00	89	86	105	78	109		76		51	62	70	45	
Hour Total	283	263	315	282	340	272	291	198	202		271	227	
AM Peak Hour Begins	07:15	AM Peak Volume	434	Peak Hour Factor	0.85	
PM Peak Hour Begins	16:15	PM Peak Volume	343	Peak Hour Factor	0.79	

End Time	00

01	02

12-Jul-1 8
03	04	05	06

07	08	09

10	11

45

39

79

24 Hour Total Volume	5,385

Two-Way Total
End Time	00	01
64
30	90	15

43

45	60	26

1 2-Jul-1 8
02	03	04	05	06
30	6	20	53	71
12	9	31	67	44
6	4	40	75	132

07	08	09
98	137	1 17
144	123	144
198	111	124

10
137
102
104

11
127
116
122

00	14

5	18

90	128

161	141	134

126

147

Hour Total	257
End Time	12 
15	111
30	1 32
45

92
13
132
141
124

14
135
154
171

37	150	285	375
15	16	17	18
151	184	202	177

155

159	191	162	213
192	232	187

601	512	519
19	20	21
156	110	144
164	126	135

94

94	134	1 62

469
22
137
133
123

512
23
140
143
157

00	195

171

203

173	212	179	191	92

121

11 8

116

Hour Total	613
24 Hour Total Volume

568
11,265

663

638	779	775	768

506	464	562

51 1

556

AM Peak Hour Begins	07: 15
PM Peak Hour Begins	16: 45
Data File	D071 7002. PRN Stallon
Start Date	: Tuesday, July 10, 2018

AM Peak Volume	640
PM Peak Volume	808
Latitude / Longitude
Identification Start Time

Peak Hour Factor	0.81
Peak Hour Factor	0.87
28.357073°	-81.536914°
Counter 2
00:00

Stop Date CityfTown

: Thursday, July 12, 2018 Disney Resort

End Time County

24:00 
Orange

Location	Chelonia Parkway west of Bonnet Creek

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 43
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Luke Transportation Consulting Engineers, Inc.
Volume Report with Midnight Totals

Eastbound	Three Day Average

73

97

End Time	00

01	02

03	04	05	06

07	08	09

10	11 

15	46	26	12	7	7	15	31	32	64	73	85		
30		18	10	4	11	13	19			84	63	82	
	36	20	6	8	11	18	28	67	65	66	69	70	
00	g1_	�	§.	�	1§	�	�	�	IQ	�	§.I	§.g	
Hour Total	142	77	34	22	45	61	108	205	247	291	284	300	
End Time	12	13	14	15	16	17	18	19	20	21	22	23	
15	90	98	78	95	136	130			65	77		89	
30	66	83	73	96	81		125	92	65	81	63	68	
45	70	78	105	107	121	130	102	81	62	93	66	94	
00	75	71	101	93	131	123	89	60	60	55	53	59	
Hour Total	301	330		391	469	480	410	327	252	306	255	31 0	
24 Hour Total Volume	6,004						
AM Peak Hour Begins		11:15	AM Peak Volume	311	Peak Hour Factor	0.86	
PM Peak Hour Begins		16 45	PM Peak Volume	488	Peak Hour Factor	0 93	
Westbound					Three Day Average						
End Time	00	01	02	03	04	05	06	07	08	09	10	11	
15	20	8	4	3	9	31	42	72	87	53	67	65	
30	19 	5	3	3	20	55	39	1 07	82	72	56	54	
45	15 	10	4	4	26	56	77	128	77	68	65	52	
00	15 	5	3	11	52	73	1 12	138	78		68	67	
Hour Total	69	28	14	21	107	215	270	445	324	268	256	238	
End Time	12	13 	14 	15 	16	1	7	18	19	20	21 	22	23	
15			65	68	80	62	55		48	58	60	55	
30 	54	62	80		90	47	66			68	60 	61	
	66		86	65	99	68	65	46	48	72	68 	41	
00	78	79	1 11	76	105		66	53		59	64 	34	
Hour Total	244	241	342	266		250	252	215 	200	257	252	191	
24 Hour Total Volume	5,339						
AM Peak Hour Begins		07 15	AM Peak Volume	460	Peak Hour Factor	0 83	
PM Peak Hour Begins		16:00	PM Peak Volume	374	Peak Hour Factor	0.89	
Two-Way Total						Three Day	Average						
End Time	00	01	02	03	04	05	06	07	08	09	10 	11 	
15	66	34	16	10	16	46		104	151	1 26	152	144	
	58	23	13	7	31	68	58	155	130	156	119	136	
45	51	30	10	12	37	74	105		142	134	134	122	
00	36	18 	9	14	68	88	1 42	196	148	1 43	135	136	
Hour Total	211	105	48	43	152	276	378	650	571	559	540	538	
End Time	12	13	14		16	17	18	19	20	21	22	23	
15	136	145	1 43	163	216	192	1 49	151	113 	1 35	133	144	
30	1 20	145	1 53	153	171	144	1 91	151	120 	1 49	123	129	
	136	131	191	172	220	198	167	127	110	1 65	134	135	
00	153	150	212	169	236	196		113	109	114	117	93	
Hour Total	545		699	657	843	730	662	542	452	563		501	
24 Hour Total Volume	11,343						
AM Peak Hour Begins		07:15	AM Peak Volume	697	Peak Hour Facto	r	0.89	
PM Peak Hour Begins		16:00	PM Peak Volume	843	Peak Hour Factor	0.89	

75

47

45

73

374

73

Page | 44	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Data FIie Station

boo/1000UAN

Luke Transportation Consulting Engineers, Inc. 
Volume Report with Midnight Totals
Latitude I Longitude	28.3571 048
Identification	Counter 3

-81 .5345928

Start Date

: Tuesday, July 10 , 201 8

Start Time	00 00

Stop Date City/Town

:  Tuesday, July 10 , 201 8 Disney Resort

End Time County

. 24:00
Orange 

Location	Chelonia Parkway east of Bonnet Creek

Eastbound 

U/

1 0-Jul-1 8

t::.na IIme	uu	Ul	UL
1 :,	u	u	u

UJ	U4	u:,
u	u	j

Ub
l tl 

Utl	U!:1
b	:,	tl

lU	11 
b	:,

30	0	0
45	0	0

Q

Q

00
Hou r I ota I	u	u
t::.na I Ime	lL	7J 
1 :,	7L	:,

0
1
Q
1
1 4
4

0	2	3
0	2	4

u

Q	§	1Q
lU	LU
7 :,	lb	H
!:I	:,	4

39 
26
22
lUb
7 tl 
tl

6	2	4
8	4	6
I	I	l
LL	lJ	Lb 
LU	Ll 
4	j	7

6	10 
7	1

w

1Q	1
LU
LL	LJ
L	7

45

30	7
9
00	1
Hou r Total	32
24 Hour Total Volume AM Peak Hour Beg ins PM Peak Hour Beg ins 

11 
6
l
29
434

4
3
§
19 

06 :00 
1 2 :00 

3	3	6
6	3	2
9.	9.	9.
21	14	17 

AM Peak Volume PM Peak Volume 

5
6
1
23 

105
32

2	3	0
5	4	1
I	Q	I
13	10	4

Peak Hour Factor Peak Hour Factor

1	0
1	1
Q	1
4	3

0.67
0.67

Westbound	10-Jul-18 

t::.na  IIme	uu
1 :,	u	u

UJ	u:,
u	u	u	7

Ub	U/	Utl	U!:1
u	l	j	b

lU	11 
:,	:,

45

30	0	0	0
0	0	1
00	Q	Q	Q

0	0	0
0	1	2
Q	Q	1

0	4	4	5
4	1	5	3
I	9.	I	§

5	12 
10	3
1Q	I

Hour r otar	u
t::na IIme	·I L

u	7
1 4

u	1
1 :,	°JO

4	ti
I I	Hl

-, � �

LL	JU	a
LI	LL	LJ

·1 :,	·I b
30	10 
45	4
00	4
Hour Total	34
24 Hour Total Volume AM Peak Hour Beg ins PM Peak Hour Beg ins 

Two-Way Total

j
7
4
10 
24
431

:,
3
6
12 
26

10 :30 
1 7: 15 

n	lU	4	f
12	2	55	9
1 6	15	13	6
12	9	10	6
51	36	82	28 
AM Peak Volume	37 
PM Peak Volume	85
10-Jul-1 8

L	:,	·1
4	4	0
6	5	1
2	2	1
14	16	3

Peak Hour Factor Peak Hour Factor

j	7
1	0
1	1
0	1
5	3

077
0.39

t::na  I Ime	uu	Ul	UL
7 :,	u	u	u

UJ	u:,	Ub

39 

u	u	4	l tl 

UI	Utl	u�
f	tl	7 4

lU	n
77	lU 

45

30	0	0
0	0
00	0	0
Hou r  r otar	u	u
t::na IIme	IL	IJ 
i:,	LO	tl

0	0	2	3
2	0	3	6	30 

u

0	0	6	11	24
L	11	L4	717 
14	1 :,	10	I I	l tl 
�	LU	7 :,	tl	·1 :,

10	6	9
9	9	9
5	4	15 
Jl	LI	4/ 
I�	LU	LI
0	tl	L

11	22 
17	4

4L

20	6
b!:I
LL	LJ
:,	L

30	17 
45	13 
00	8
Hour Total	66

18	7
10	9

53

17	20

1 5	5	61	14 
22	18	15	12 
15	12	15	10 
72	50	99	51

6	7	0	2	0
11	9	2	2	2
4	2	3	0	2
27	26	7	9	6

24 Hour Total Volume	865
AM Peak Hour Beg ins	06 :00 
PM Peak Hour Beg ins	17 :15 
Data File	D07 10004.PRN 

AM  Peak Volume	1 1 1 
PM Peak Volume	1 06
Latitude I Longitude

Peak Hour Factor	0. 71 
Peak Hour Factor	0.43
28.3571 04'	-81 .534592'

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 45
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Luke Transportation Consulting Eng ineers, Inc. 
Volume Report with Midnight Totals

Station Start Date Stop Date City/Town

: Wednesday, July 11, 20 18 
" Wednesday, July 11, 201 8 Disney Resort

Identification Start Time End Time County

Counter 3
00 00
24 00
Orange 

Location	Chelonia Parkway east of Bonnet Creek

Eastbound

1 1 -Jul-1 8

t:na IIme	uu
lb	u
30	2

Ul	UL
u	u
0	0

UJ	U4	Ub	Ub
u	u	4	;w
0	2	1	39 

Uo
,J	0
5	4

U;J
I
9

lU	11 
0	,J
8	7

1	0
00	Q.	Q.
Hour I oca I	,j	u
t:na I Ime	lL	lJ 
l b	4	b

1	0	3	12	3 1
Q.	Q.	1	11	28 
I	u	""	LO	no 
14	lb	lb	1/	lo 
0	b	b	,j	1

5
1
LL
1 ,1 
,j

z6
L,j
LU
b

13 
ll.
,j0
Ll 
1

12 
11
,j/ 
u.
u

8
10 
,j4

LJ

1

30	6
45	10 
00	1Q
Hour Total	30
24 Hour Total Volume 

12 
12 
.f
32
497

4
3
ll.
24

8	6	1	5	2	1	1	1	3

z

6	3	6	1	0	2	1	0	0
Q.	1	1	Q	1	1	1	1
26	1 5	14	11	1 0	11	4	2	5

AM Peak Hour Beg ins PM Peak Hour Beg ins 
Westbound

06 :00 
12 :45 

AM Peak Volume PM Peak Volume 

1 1 8
40

1 1 -Jul-18 

Peak Hour Factor Peak Hour Factor

0.76
0.83

t:na I Ime	uu
lb	u
30	2
45	1
00	Q.
Hour I otaI	j
t:na 1 1 me 
lb	l ,J 

45

30	10 
10 

Ul 
u
0
0
Q.u
lJ 
b 5
9

UL	UJ	U4	Ub	Ub
u	u	u	1	1
0	0	0	1	0
1	0	0	4	8

u

Q.	Q.	1	1	§.
1	1	I	lb 
l b	l b	l/	l tl
b	lL	0	I	b
3	20	6	41	10 
4	16	6	8	4

U/	Uo	U;J
11	L	b
3	2	5
2	5	8
1	ll.	1.f
LU	lo	Jl
LU
4	,j	1
3	4	1
0	2	1

lU	11 
lJ	lL 
4	9
10	10 
ii	Q
Jb	Jo
LL	LJ
1	1
1	3
0	0

00	z
Hour Total	46
24 Hour Total Volume 

�	�
32	25
492

24	1	11	1
72	24	67	23

z	1	Q.
14	12	3

1	Q.
3	4

AM Peak Hour Beg ins PM Peak Hour Beg ins 

Two-Way Total

11 :30 
15 :00 

AM Peak Volume PM Peak Volume 

44
72

1 1 -Jul-1 8

Peak Hour Factor Peak Hour Factor

0.58
0 75

t:na   1 1 me	uu
l b	u
30	4
45	2
00	Q.
Hour I 01a I	b
t:na 11 me	lL 

Ul 
u
0
0
Q.u

UL
u
0
2
Q.
L

lJ 

·1 4

UJ	U4	Ub	Ub
u	u	b	Ll 
0	2	2	39

34

0	3	16	39 

u

Q.	Q	1.f
lU	Jb	l JJ

74 

l tl	H	·1 0

U/	U tl	U;J
LU	0	l J
8	6	14 

z

7	11	21 
1§.	.fl
41	b� 
l ':'1	LU	[I 

lU	11 
l ,J	Ll 
12	16 
22	18 
1ll.u.	15 
LL	LJ

lb	LJ	77 

l/	lU	I

I	tl	L	7	L

45

30	16 
20
00	1Z
Hour Total	76
24 Hour Total Volume 

17 
21 
1§
64
989

7
7
.f.f
49

28	12	42	15 

z

22	9	14	5
fil	1	1§
98	39	81	34 

5	5	2
0	4	2
1.f	§.	1
24	23	7

2	6
0	0
.f	1
5	9

AM Peak Hour Beg ins	06: 00
PM Peak Hour Beg ins	15 :00 
Data File	D07 1 0004. PRN Station

AM Peak Volume	133
PM Peak Volume	98
Latitude / Longitude
Identification

Peak Hour Factor	0.85
Peak Hour Factor	0.79
28.3571 04°	-81 .534592'
Counter 3

Page | 46	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Luke Transportation Consulting Eng ineers, Inc. 
Volume Report with Midnight Totals

Start Date Stop Date City/Town Location

Eastbound

: Thursday, July 12 , 201 8	Start Time
:  Thursday, July 12 , 201 8	End Time 
Disney Resort	County
Chelonia Parkway east of Bonnet Creek

12-Jul-18 

00 00
24 00
Orange

t:na  I Ime	LIU	UI	UL
u	u	u

U4	uo	uo
l	u	L	H

ua
lL	j

u�	·I u	n
1 1	4	a

45	0	0	0	0	4	6		1	9	9	1	7	
00	Q	Q	Qu	Q	1Q	1Q	.1l	I	1Q	§.	1Q	10 	
Hour  I otal
t:na 11 me	l
IL	u
l .:l	14 	l
lo 	lb 
10 	I / 	l l J
10 	I� 	Lti
LU	Jo 
LI	jj
LL	JL
L.:l	
·1 0	4	IL 	j	0	b	j	·1	·1	L	I	u	·1	
	9	1 0	1	2	2	5	5	5	8	1	0	1	
	15 	8	6	1	4	2	3	4	6	1	1	0	
00	10 	9	3	4	1	4	0	0	1	0	2	1	
Hour Total	38	39	13 	13 	12 	14 	9	10 	17 	3	3	3	

30	1

0	0	0	1	6	45	4	4

7	18	7

34

l� 

24 Hour Total Volume AM Peak Hour Beg ins PM Peak Hour Beg ins 

Westbound

473

06:00
12 :30 

AM Peak Vo lume PM Peak Volume 

1 1 3
47

Jul-1 8

Peak Hour Factor Peak Hour Factor

0.63 
0.78

1 0	·1	u	u	·1	u	l	b	1	j	�	b	�	
30	1	0	0	0	0	0	6	5	2	7	8	12 	
	0	0	0	0	1	2	4	4	7	9	12	8	
00	0	0	0	0	4	2	1	0	6	10 	5	16 	
Hou r I 01aI	L	u	u	l	b	b	l ti	lU 	1a 	.:lo 	.:lU	40	
t:na 1 1 me	IL 	l .:l	14 	10 	10 		10 	I� 	LU	LI	LL	L.:l	
	11 	1 0	8	7	7	16 	2	1	3	0	0	1	
30	5	6	0	18 	7	32	4	6	11 	2	0	1	
45	14 	5	9	20 	6	9	4	4	5	1	1	0	
00	�	�	1l	11	z	11	Q	1	1	Q	I	1	
Hour Total	39	30	29	59 	27 	68 	1 0	12 	22	3	3	3	

t:na 11 me	uu	UI	UL 

uo	uo

ua	u�

IU	n

15 

I / 

24 Hour Total Volume AM Peak Hour Beg ins PM Peak Hour Beg ins 

Two-Way Total

472

11:15 
17 :00 

AM Peak Volume PM Peak Volume

47
68 

1 2-Jul-18 

Peak Hour Factor Peak Hour Factor

0.73
0.53

1 0	u	u	L	u	j	LL	·I .:l	0	LU	�	H	
30	2	0	0	0	1	6	51 	9	6	1 4	26	19 	
	0	0	0	0	5	8	38	5	16 	18 	13 	15 	
00	0	0	0	0	14 	12 	18 	2	16 	18 	15 	26	
Hour I maI 	j	u	u	L	LU	L"1	lL� 	L"1	44	/U	t)j	If 	
end IIme 	1L 	lj 	14 	1 0	1 ti	l(	1 8		20	21 	22		
15 	15 	22	1 1 	1 :; 	12 	rn 	3	2	5	1	u	2	
	14 	16 	1	20 	9	37	9	11 	19 	3	0	2	
	29 	13 	15 	21 	10 	11 	7	8	11 	2	2	0	
00 	N	1§.	1.§	1§.	§.	1.§	Q	1	1	Q	1	I	
Hour Total	77	69	42	72	39	82	19 	22		6	6	6	

end IIme	OU	01

02	03	04	05	Uti

U/	08	rn,

10	11 

24 Hour Total Volume 
AM Peak Hour Beg ins	06 :00 
PM Peak Hour Beg ins	12: 30
Data File	D07 1 0004. PRN Station 
Start Date	: Tuesday, July 10 , 201 8

AM Peak Volume	129
PM Peak Volume	86 
Latitude / Longitude
Identification Start Time

39

Peak Hour Factor	0.63 
Peak Hour Factor	0.74
28.3571 04'	-81 .534592'
Counter 3
00 00

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 47
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Luke Transportation Consulting Eng ineers, Inc. 
Volume Report with Midnight Totals

Stop Date City/Town

: Thursday, July 12 , 201 8 Disney Resort

End Time County

: 24:00
Orange 

Location	Chelonia Parkway east of Bonnet Creek 

Eastbound

Three Day Average

t:na I Ime	uu	Ul	UL 
1 0	u	u	u

UJ	U4	uo
u	u	j

Ub	U/	Ull	Uici
rn	ici	0	ici

lU	1 1 
0	I

30	1	0
45	0	0
00	Q	Q
Hou r Total	1	0
t:na 1 1 me	lL	lJ 
10	I	ll

0	0	2	3

z

1	0	3	7
Q	Q	1Q
1	0	12	23
14	10	lb	1/
0	I	0	j

41 
30 
22 
111 
l ll 
j

5	3	7
5	6	9
£	§	§.
21	20	33
l ie/	LU	Ll 
j	j	1

11	8
7	5
1Q	§.
33	28
LL	LJ
1	1

30	7
11 
00	§.
Hour Total	33
24 Hour Total Volume AM Peak Hour Beg ins PM Peak Hour Beg ins 

11 
9

34

§

464

3
z4
19 

06 :00 
12:30 

4	4	4
4	3	3
§.	1	1
20	13	14 

uo

AM Peak Volume PM Peak Volume 

5
3
1
14 

1 1 1 
38

3	4	1
3	4	1
£	1	1
11	12	4

Peak Hour Factor Peak Hour Factor

1	1
1	0
1	1
4	3

0 68
0.86

Westbound
t:na  11me 

uu

Ul	UL 

Three Day Average 

Ull	Uici	l U	11 

10	u	u
30	1	0
0	0
00	Q	Q
Hou r l otal	1	0
t:na 11 me	lL	lJ 
10	10	b
30	8	6
45	9	6

u	u	u	1
0	0	0	0
1	0	1	3
Q	Q	£	1
1	0	3	5
14	10	lb	1 / 
b	lU	ll	ici
2	17	5	43
6	17	9	10 

L
2
5
1
12 
l ll
0
8
5

4	j	I
4	3	6
2	6	7
£	§	1Q
12	18	30
l ie/	LU	Ll 
L	4	7
4	6	1
3	4	1

ll	\!
6	11 
11	7
§.	§.
33	35
LL	LJ
7	7
1	1
1	0

00	z
Hour Total	39
24 Hour Total Volume AM Peak Hour Beg ins PM Peak Hour Beg ins 

11
29
467

1£
26

11:15 
17 :00 

1Z	z	11
61	29	73

AM Peak Volume 
PM Peak Volume 

1	1	1	Q
21	12	17	3

41	Peak Hour Factor
73	Peak Hour Factor

1	1
4	3

0.68 
0.42

Two-Way Total	Three Day Average

t:na 11 me	uu

70 

u	u

UJ	U4	uo
u	u	u	4

Ub	U/	Ull	U ici
LU	lJ	ll	lb 

1 1 
lJ	lb 

30	2	0	0
45	0	0	2
00	Q	Q	Q

0	2	3	43
0	4	1 0	35
Q	ft	11	25

9	6	13 
7	12	16 
1	1£	1§.

17	19 
1 8	12 
1§.	16 

Hou r lotal	L
t:na 11 me	°IL

u	L

7 0	LL	74 	1 1 	1/ 	lJ 	lL 	ll	::,	I	L	L	L	
30	15 	17 	5	21 	9	47	13 	7	10 	2	2	2	
45	20	15 	10 	21 	12 	13 	8	6	8	2	2	0	
00	15 	17 	19 	22	8	15 	6	5	4	1	2	2	
Hour Total	72	63	45	81		87	35	23	29	7	8	6	

lJ	°14

u
1 ::,	lb 

Lil

lLJ l ll 

jj	Jll	bJ
1 �	LU	[I

ob	bJ
LL	LJ

24 Hour Total Volume AM Peak Hour Beg ins PM Peak Hour Beg ins 

931 

06 :00 
17 :00 

AM Peak Volume PM Peak Volume 

123 
87 

Peak Hour Factor Peak Hour Factor

0.72
0.46

Page | 48	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Data File

D071 003.PRN

Luke Transportation Consulting Engineers, Inc.
Volume Report with Midnight Totals
Latitude I Longitude	28.356679"

-81.534776'

Station Start Date Stop Date City/Town

: Tuesday, July 10, 2018
: Tuesday, July 10, 2018 Disney Resort

Identification Start Time End Time County

Counter 4
00:00
24:00
Orange

Location	Bonnet Creek south of Chelonia Parkway

Northbound	10-Jul-18

47

95

55
59

54

53

End Time	00	01	02	03	04	0	5	06	07	08	0	9	10	11 	
15	29	7	5	3	7	11	46	58	59			36	
30	17	8	6	4	15 	21	73	59	76	41	48	44	
		5	2	1	16	33	76	82	55	45	43	36	
00	12 	5	3	7	25	54	73		52	64	51	64	
Hour Total	71	25	16	15	63	119	268	294	242	197	186	180	
End Time	12	13	14 		16	1	7	18 	19	20	2	1	22	23	
15 		51	43	42	52	46		42	48	44	64		
30		47		51	61		52	50		52	56	49	
45	56	57		50	48	48	50	49	52	55		54	
00 		66	69	58	71	61	34	52	42	44	65	30	
Hour Total		221	226	201	232	209	171		177	1 95	238	1 86	
AM Peak Hour Begins	07:30	AM Peak Volume	312 	Peak Hour Factor	0.82	
PM Peak Hour Begins	22:00	PM Peak Volume	238	Peak Hour Factor	0.92	

24 Hour Total Volume	4,118

Southbound

15 	29	10	4	0	5	10 	12	23	46	41	57	65	
30	26	13	5	3	7	12 	15	40	44	46	59		
45	16	9	3	3	4	9	16 	40		66	54	49	
00	4	9	0	2	3	12	22	48	44	58	61	61 	
Hour Total	75	41 	12 	8	19		65	151	181	211 	231	219 	
End Time	12 	13	14	15	16	17	18 	19 	20	2 	1 	22	23	
15	71	46	51	61		73	71	53	48	40	43	46	
30	59	40	46	63	64	129			51	37	43	45	
	50	46	44	76	88	78	64	47	48	40	42	59	
00	§1	91	§l	§§	.u	.N	1§	§2,	:i.z	il	�	�	
Hour Total	231	1 85	198	266	319 	359	251	199	184	158	1 70	205	
AM Peak Hour Begins	1145	AM Peak Volume	241	Peak Hour Factor	0.85	
PM Peak Hour Begins	16 30	PM Peak Volume	363	Peak Hour Factor	0.70	

End Time	00	01 

10-Jul-1 8
02	03	04	05	06

07	08	09	10	11

44

47

24 Hour Total Volume	3,981

Two-Way Total
End Time	00	01

43

15	58	17

10-Jul-18
02	03	04	05	06
9	3	12	21	58

07	08	09
81	105	88

10
101

11 
101 

30	21	11 
29	5

7	22	33	88
4	20	42	92

120	87
1 22	102	111

1 07	88
97	85

00	1 6
Hour Total	146
End Time	12
15	1 08
30	1 14
45	106
00	�
Hour Total	424

14
66
13
97
87
103
ill
406

3
28
14 

94

101
103
126
424

9	28	66

333

23	82	162
15	16	17	18 
103	146	119	106
114	125	1 83	123 
1 26	136	126	11 4
124	144	140	.N
467	551	568	422

143	96	1 22
445	423	408
19	20	21
95	96	84
97	86	89 
96	100	95

353

104	.N	�
392	361

11 2
41 7
22
107
99 
95 
107
408

125
399
23
99

113
�
391

24 Hour Total Volume	8,099
AM Peak Hour Begins	07 :30

AM Peak Volume	490

Peak Hour Factor

0.86

PM Peak Hour Begins	16:30

PM Peak Volume	582

Peak Hour Factor	0.80

Data File	D071003.PRN Station

Latitude I Longitude
Identification

28.356679'
Counter4

-81.534776°

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 49
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Start Date

Luke Transportation Consulting Engineers, Inc.
Volume Report with Midnight Totals
Wednesday, July 11, 2018	Start Time	00:00

Stop Date CityfTown Location

: Wednesday, July 11, 2018 Disney Resort
Bonnet Creek south of Chelonia Parkway

End Time County

24:00
Orange

Northbound	11-Jul-18

54

43

45
55

43

End Time	00	01	02	03	04	05	06	07	08	0	9	10 	11	
15	13	10 	1	3	8	14	58	61	69		38		
30	19	10 	2	1	16	23	70	74	67	36	56	58	
45	12	4	3	1	21 	40		76	48	58	47	39	
00	12	8	5	4	28	64	82	119	48	62	66	52	
Hour Total	56	32	11	9	73	141	282	330	232	21 0	207	192	
End Time	12	13 	14	15 	16	17	18	19	20	2	1	22	23	
				43	44	37	54		49		47	70	
30 	39 	60		67		36	37	42	38	46	58	63	
	49		83	48	43	57	41	51	32	45	67	35	
00	60		84	75	55		37	46		50	61	35	
Hour Total	191	205	277 		196		169		162	188		203	
AM Peak Hour Begins	07:15	AM Peak Volume	338	Peak Hour Factor	0.71	
PM Peak Hour Begins	14:00	PM Peak Volume	277	Peak Hour Factor	0.82	

24 Hour Total Volume	4,178

Southbound	11-Jul-18

15	27	12 	1	1	5	13	28	26	54	53	67	66	
30	21	17 	0	2	5	5	10	30	57	46	73	76	
	14	4	2	2	6	9	23	42	48	40	71	64	
00	1;i	§	;i_	1	§	11!	�	fill	�	�	fill	§Q	
Hour Total	75	39	6	6	22		85	148	208	188	280	266	
End Time	12 	13 	14	15 	16	17	18	19 	20	2	1	22	23	
15	79			60	62 	92	71	40	50		40	47	
30	51	53	50	76	98	96		45	36	29	37	57	
45	69	51	56	60	84	82	66			35	41	46	
00	§	§Q	IQ_	§Z	I§	§§	§1	�	iZ	TI	iZ	§	
Hour Total	245	221	219	263	320		271	192	164 	130	165	196	
AM Peak Hour Begins	10:30	AM Peak Volume	282	Peak Hour Factor	0.93	
PM Peak Hour Begins	16:15	PM Peak Volume	350	Peak Hour Factor	0.89	

End Time	00

01	02

03	04	05

06	07	08	09

10	11

57

43

73

53

335

24 Hour Total Volume	4,089

Two-Way Total
End Time	00

01	02

11-Jul-18
03	04	05	06

07	08	09

1 0	11

15	40	22	2	4	13		86	87	123 	107	105	109	
30	40	27	2	3	21	28	80	104	124 	82 	129	134	
45	26	8	5	3		49	95	118	96	98 	118	103	
00	25	14 	8	5	34	82	1 06	169		111 		11 2	
Hour Total	131	71	17	15	95	186	367	478	440	398	487	458	
End Time	12	13 	14	15 	16	17	18	19	20	21	22	23	
15	122	102	99 	103	106	129	1 25	74	99	80	87	11 7	
30	90	11 3	104	143	152	1 32	1 10	87		75		120	
45	118	96	139	108	127	139	107	104	63	80	108	81	
00	106	11 5	154	142	131	108	98	100	90	83	108	81 	
Hour Total	436	426	496	496	516	508	440	365	326	31 8	398	399	

24 Hour Total Volume	8,267
AM Peak Hour Begins	07:30

AM Peak Volume

Peak Hour Factor

0.79

PM Peak Hour Begins	14:30	PM Peak Volume	539	Peak Hour Factor	0.88
Data File	D071003. PRN	Latitude I Longitude	28.356679"	-8 1 .534776'

Station Start Date Stop Date

Thursday, July 12, 2018
:  Thursday, July 12, 2018

Identification Start Time End Time

Counter4 00 00
24:00

Page | 50	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

CityfTown

Disney Resort

Luke Transportation Consulting Engineers, Inc.
Volume Report with Midnight Totals
County	Orange

Location	Bonnet Creek south of Chelonia Parkway

Northbound	1 2-Jul-1 8

End Time	00	01	02

03	04	05

06	07	08	09	10	11

15	28	7

1	3	4	12	40	59

54	40	45

45

30	26	9
18	9

4	3	15	27	69

34

5	1	19	29	78

69	67	55	82	47
72	61	48	60	48

00	12	3	3	7

60	81

99	64

50	70

Hour Total	84	28	13
End Time	12	13	14
15	50	58	61

14	72	128	268
15	16	17	18
62	46	64	53

299	246	234
19	20	2 1 

43

29	62	49

232
22

59

64

210 
23 
59

77

30	81	69

64	53

62	62	42	52	52

45	66	49
00	§Q	ll§
Hour Total	221	284 
24 HourTotal Volume	4,576

§§_
293

50	62	50	42
ll	22	§Q	�
247	238	228	200

59
�	�	§Q
177	215	200

22
230

61
�
215 

AM Peak Hour Begins PM Peak Hour Begins

07 00
13:45

AM Peak Volume PM Peak Volume

299
303

Peak Hour Factor Peak Hour Factor

0 76
0.79

Southbound

15	42	8	2	6	3	14	13	22	51	63	65 	76	
30	31	11	5	1	6	4	27	40	46	50	67	68	
45	22	15	8	3	6	12	14 	48		55	84	63	
00	14 	7	3	0	10	16 	24	45		84	67	76	
Hour Total	109	41	18	10	25	46		155	199	252	283	283	
End nme	12	13	14 	15	16	17	18	19	20	2	1	22	23	
15 	65	62	54	77	69	121	82		57	42	44	49	
30	51	47	57	74	59	108	64	57	54	29	34	61 	
45	71	60	66	77	90	104	72	55	42	48 	49		
00	59	52	83	76		88	48	55	46		44	45	
Hour Total	246	221	260	304	292	421	266	212	199	156	171	229	
AM Peak Hour Begins	09:45	AM Peak Volume	300	Peak Hour Factor	0.89	
PM Peak Hour Begins	17:00	PM Peak Volume	421	Peak Hour Factor	0.87	

End Time	00

01	02

12-Jul-18
03	04	05	06

53

07	08	09

10	1 1 

74

37

24 Hour Total Volume	4,476

Two-Way Total
End Time	00	01
15	70	15
30	57	20

12-Jul-18
02	03	04	05	06
3	9	7	26	53
9	4	21	31	96

07	08	09
81	105	117
109	1 13	1 05

10
105
149

11
121
115 

45	40	24	13
00	26	10	6

4	25	41	92
7	44	76	1 05

120	110	103
144	117	161

144
11 7

111 
146

Hour Total	193	69

31	24

1 74	346

454	445	486

515 

493

End Time	12 
15	115
30	96
137
00	119 
Hour Total	467
24 Hour Total Volume

13 
120
128
109
148
505
9,052

14
115
126
143
169
553

15	16	17	18
139	115	185	135
137	123	172	117
127	152	154	114
148	140	1 38	100
551	530	649	466

19	20	21 
119	91
119	116	71
98	87	107
98	92	87
389	41 4	356

22 
108
86
108

401

23
108
113

88
444

AM Peak Hour Begins	09: 45
PM Peak Hour Begins	16: 45
Data File	D071 003. PRN Stallon
Start Date	Tuesday, July 10, 2018 

AM Peak Volume	559
PM Peak Volume	651
Latitude / Longitude
Identification Start Time

Peak Hour Factor	0.87
Peak Hour Factor	0.88
28.356679°	-81 .534776°
Counter 4
00:00

Stop Date CityfTown

Thursday, July 12, 2018 Disney Resort

End Time County

24 :00 
Orange

Location	Bonnet Creek south of Chelonia Parkway

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 51
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Luke Transportation Consulting  Engineers, Inc.
Volume Report with Midnight Totals

Northbound	Three Day Average

End Time	00	01
15	23	8

45

30	21	9

02	03	04	05	06
2	3	6	12	48
4	3	15	24	71

07	08	09	10	11 

59

61	52	41	41
67	70	44	62	50

14	6

3	1	19

75	77

50	50	41

00	1l	§
Hour Total	70	28
End Time	12	13 

�	§	�	fil!
13	129
14	15	16	17

I@
273

59

47

18

104	§§	�
241	214 
20	21

§§
209
22

(g
194
23

45

43

57

15 		51	53	49		49	47		53		58	61	
30	46	63		60	60 	51		51			55		
		50	73	49	51 	52 	44	48			60	50	
00	55	72	80	68 	64 	51	41	47	44	48	60 	36	
Hour Total	201	236	265	226	222	203	179	18 1	185	1 95	233	202	
AM Peak Hour Begins	07:30	AM Peak Volume	312	Peak Hour Factor	0.75	
PM Peak Hour Begins	14 00	PM Peak Volume	265	Peak Hour Factor	0 83	

24 Hour Total Volume	4,288

Southbound	Three Day Average

End Time	00

01	02

03	04	05

06	07	08	09

10	11

49

47

49

47

15 	33	10 	2	2	4	12 	18	24	50	52	63	69	
30	26	14 	3	2	6	7	17	37	49	47	66	63	
45	17	9	4	3	5	10	18	43	48		70		
00	10 	7	2	1	6	15	23	48		64	66	66	
Hour Total	86	40	11	8	21		76	152	196	217 	265	257	
End Time	12	13 	14	15 	16	17	18	19	20	2 	1 	22	23	
15	72		49	66	75	95	75	46	52	38	42	47	
30	54		51	71	74	111	69	50		32	38	54	
45	63	52	55	71	87	88	67	52	40	41	44	60	
00	52	55	70	70		77	51	54	43		44		
Hour Total	241	209	225	278	310	371	262	202	182 	148	168	210 	
AM Peak Hour Begins	10 15	AM Peak Volume	271	Peak Hour Factor	0 97	
PM Peak Hour Begins	17:00	PM Peak Volume	371	Peak Hour Factor	0.84	

24 Hour Total Volume	4,179

Two-Way Total	Three Day Average

15		18 	4	5	10	24	66	83	1 11	104	104	11 0	
30		23	7	5	21	31	88	104	1 19	91	128	11 3	
45	31	15 	7	4	24	44	93	120	1 03	104	120	100	
00	22	12 	6	7	35		1 02	152	1 04	1 32	122	128	
Hour Total	156	68	24	21	90	173	349		437	431	474	451	
End Time	12	13 	14	15 	16	17	18	19	20	2	1	22	23	
15 	115 	106	1 02	11 5	122	144	1 22	81 	1 05	85	100	108	
30	1 00	11 0	110	131	134	162	1 16	101	92	79	93 	109	
45	120	102	128	120	138	140	1 11	100	83	94	104	110 	
00	107	127	150	138	138	128	92	101	87	85	104	85 	
Hour Total	442				532		441	383	36 7		401	412 	
AM Peak Hour Begins	07:30	AM Peak Volume	502	Peak Hour Factor	0.83	
PM Peak Hour Begins	16:45	PM Peak Volume	584	Peak Hour Factor	0.90	

End Time	00

01	02

03	04	05	06

07	08	09

10	11 

74

24 Hour Total Volume	8,467

Page | 52	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

3-Day Average (7/10/2018 - 7/12/2018)

->5

Chelonia Parhvay - West of Bonnet Creek Resort Lane - Eastbound Speed

->70

0.0 

0.0 
0.0 
0.0 
0.0 

Total

Time			-> 10	->15	-> 2.0	->25	->30	->as	->40 	->45	->so	->55	->60	->65		> 70	Volume	
AM n :01 	I:.!.  : 15	u.o	o.u 	u.o 	u.o 	1 .0	4-:J	7.:J 	8.o	1 .7	0.7	o.;J	u.o	o.u	o.o	u.u 	2:{ .:i	
:16		o.o 	o.o 	o.o 	o.o 	0.:1	3.3	8.7	6.:J	1.7	o.:J	o.o 	o.o	o.o	o.o	o.o 	20.6 	
:�{1	:45	o.o 	o.o 	o.o 	o.o 	o.:1	2 .7	:J .:l	6.:J	0.7	0.7	o. a	o.o	o.o	o.o	o.o	14.;}	
:46	l : 00	o.o 	o.o 	o.o 	o.o 	o.:J	1.7	3 .0	4 . 7	1 .7	0.7	o.o 	o.o	o.o	o.o	0.0 	12.l 	
1 :01 	" 15	o.o 	o.o	o.o 	o.o 	o.o	1 .3	2.0	3.0		0.:1	0 . 3	o.o	1).0	o.o	o.o 	7.9	
:16 	:30	o.o 	0.0 	0.0 	o.o 	0.0	0.3	3 .3	5.0	o.o 	o-:J	o.o	o.o	0.0	0.0	o.o 	8 .9	
:31	:45	0.0 	0.0 	0.0 	0.0 	0. 3	0.0 	1.7	2.3	0.7	1.0 	0.0 	0.0	0.0	0.0	0.0 	6.0	
:46	2 : oo	0.0	0,0 	0.0 	0.0 	0.0	0.3	2 .3	1 .0	1 . 3	0.3	0.0 	0.0	0.0	0.0	0.0 	5.2	
2 :01 	" 15	0.0 	0.0 	0.0 	0.0 	0.0	0 .3	1.7	0.3	0.0 	0.0	0.0 	0.0	0.0	0.0	0.0 	2.3	
:16 		0.0 	0.0 		0.0 	0.0	2.0 	0.7	0. 7	0.7	0.0	0.0 	0.0	0.0	0.0	0.0 	4. 1	
:31	:45	0.0 	0.0 	0.3	0.0 	0.0	1.7	0.7	0.7	0.0 	0.0	0.0 	0.0	0.0	0.0	0.0 	3 .4	
:46	3 : oo	0.0 	0.0 		0.0 	0. 3	1.0	0.7	0.7	0.7	0.3	0.0 	0.0	0.0	0.0	0.0 	3 .7	
	" 15	0.0 	0.0 		0.0 	0.0	1 .3	0.7	0.7	0.0 	0.3	0.0 	0.0	0.0	0.0	0.0 	3 .0	
	:30	0.0	0.0 		0.0 	0.0	0.3	0.7	1.3	0.0 	0.3	0.0 	0.0	0.0	0.0	0.0 	2.6 	
		0.0	0.0 		0.0 	0.0	0.0 	0.3	0.0	0.7	0.0	0.0 	0.0	0.0	0.0	0.0 	1.0 	
	4 : oo	0.0	0.0 	0.0 	0.0 	0. 3	0.3	1 .7	1.0	'-7	1.0 	0.0 	0.0	0.0	0.0	0.0 	6.o	
	:15	0.0	0.0 	0.0 	0 .3	0.0	0 .3	2 .3	0. 7	2.0 	0.3	0. 3	0.0	0.0	0.0	0.0 	6.2 	
	:30	0.0	0.0 	0.0 	0.0	0.0	2.0	2 .3	2. 7	4.7	2.3	1.3	0.0	0.0	0.0	0.0	15. 3	
		0.0	0.0 	0.0 	0.0	0. 3	1.0	5 .0	6. 7	4 - 3	0 .7	0.7	0.0		0.0	0.0 	18.7	
	5 :oo	0.0	0.0 	0.0 	0.0		0. 7	1. 3	8. 7	7. 7		2. 7	0. 7		0.3	0.0 	29.1 	
5 :01	:15	0.0	0.0 	0.0 	0.7	0. 3	0.0 	2.3	4.0	2. 3	1.7	0.7	0.0	0.3	0.0	0.0 	12.3	
: 16	:30	0.0	0.0 	0.0 	0.0 	0. 7	2.3	5 .0 	7 .0	5 . 7	1.7	1.0	0.3		0.0	0.0 	23.7	
	:45	0.0	0.0 	0.3	0.0	0.0	1.3	4 .0 	9.3	10.7	6.3	1.7	0.3		0.0	0.0 	33 .9	
:46	6 :oo	0.0	0.0 	0.0 	LO	0.0	'-7	4 .0 	18. 7	22.0	8.3	3. 7	0.0		0.0	0.0 	59.4	
6 :01	:15	0.0	0.0 	0.0 	0.0 	0. 3	1.7	9 .0 		16.0	6.o 	1.3	0.0	0.3	0.0	0.0 	47.9	
: 16	:30	0.0 	0.0 	0.0 	0.0 	0. 3	1.3	9 .0 	17.0 	30.0	9.3	3.3	0.3		0.0	0.0 		
	:45	0.0 	0.3	0.3	o.o 	0. 7	2.3	11.0	18.0	28.7		3. 7	0. 7		0.0	0.0 	75.4	
:46	7 :oo	0.0	0.0 	0.0 	0.7	1.0	2.0	5.7	19.0	26.7	17.0 	5.0 	1.3	0.3	0.0	0.0 		
:01	" 15	0.0 	0.0 	0.3	0.0 	0. 3	2.3	9 .3	17.0 	14.3	10.7 	3.0 	2.0 		0.0	0.0 	59.2	
: 16	:30	0.0	0.0 	0.3	0.3	0. 7	3.0	9 .0 	24.0	19.7	8.3	1.3	0. 7		0.0	0.0 	67.3	
	:45	0.0	0.7	0.3		0.0	0. 7	8.o 			6.3	3. 7	0.3		0.0	0.0 		
:46	8 :oo	0.0 	0.0 	0.7	0.3	1.0	3.7	16.0 	38.0 	31 .0 	11.7	1.0	1.0		0.0	0.0 	104.4	
8 :01	" 15	0.0 	0.0 	0.7	0.7	1.3	3.0	9 .0 	24.7	16.3	4.7	0. 3	0.0		0.0	0.0 	60.7	
: 16	:30	0.0	0.0 	0.7	0.7	0. 3	2.3	11. 7	24.0	20.7 		2.0	0.0		0.0	0.0 	70. 1	
	:45	0.0	o.o 	0.7	0.7	1.0	1.7	6.7	19. 0	16.7	6.3	2.0	o.o		o.o	0.0 	54.8	
:46	9 :oo	0.0	0.0 	0.3	0.3	0.0	1.7	6.3	19. 0	18.0	6.o 	2.0	1.0		0.0	0.0 	54.6	
9 :01	" 15	0.0 	0.0 	0.3	0.3	1.3	1.3	18.0	18.3	9.7	0 .7	0.7	1.0		0.0	0.0 	51 .6 	
: 16	:30	0.0 	0.3	0.7	0 .3	1.0	2.0	13.0	17.0 	6.7	2.3	0.7	0.0		0.0	0.0 	44.0	
	:45	0.0 	0.3	0.0 	0.3	0.7	2.7	14.0	16.0	11.3		0.7	0. 7		0.0	0.0 		
:46	10 :oo	0.0	0.0 	0.3	0.7	1.3	2.7		28. 3	15.7	4.3	0.7	0.0		0.0	0.0 	67.7	
10 :01	:15	0.0 	0.3	0.3	0 .3	0.0	0. 7	9.3	16.7	8. 3	3 .3	1.3	0.0		0.0	0.0 		
: 16	:30	0.0 	0.0 	0.7	0.3	1.3	6.3	18.3			3 .3	0.7	0.0		0.0	0.0 	61.9	
:31	:45	0.0 	0.0 	0.7	0 .3	2.0 	8.3	16.3	15-3	5 . 7	1 .0 	0. 3	0.0		0.0	0.0 	49.9	
:46	11 :oo	0.0 	0.0 	0.3	2.3	1.7	6.7	20. 7	13.7	8.7	1 .0 	0.7	0.0		0.0	0.0 	55.8	
11 :01 	:15	0.0	0.0 	0.7	0 .3	1.3	6.7	12.7	11.3	6. 3	1.3	0 . 3	0.3		0.0	0.0 	41.2	
: 16	:30	o.o	o.o 	o.o 	0.7	1.7	3.0	12.7	20.0 	9.7	1.3	o.o 	o.o 	0.7	o.o	o.o 	49.8	
	:45	0.0	0.0 	0.7	L.O	2.0	3.3	10.0 	14.7	7. 7	l.3	0. 3	0.0		0.0	0.0 	41.0 	
:46	12 :oo 	0.0 	0.0 	LO 	1.0	0. 7	6.o	15.3	25.0	10.7	2.0	0. 3	0.0		0.0	0.0 	62.0 	

0.0
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.o 
0.0
0.0
0.0 
0.0 
0.0
0.0
0.0 
0.0 
0.0
0.0

7.7

:31

40.5

0.0
0.0

:31

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 53
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Time	->5	-> 10

:30

PM    12  :01   12 :15	0.0	0.0

0.3

:i-Day Average (7/1 0/2018 - 7/12/2018) 
Chelonia Parkway - West of Bonnel Creek Resort 1.ane - F.astbound Speed
->20   ->25	->30	->35	->40	->45	->SO	->55	-> 60
0.7	0. 7	6.7	13 .0	12.0	7. 7	2.0	0. 3	0.0

-> 65
0.0 

Total
->70	>70    Volume
0.0	0.0	43 .4

:16

:46	1 :oo	0.0	0.0 	0.3	0 .3		4.0	19.7	16.0	9 .0 	2.7	0.7	0.0 	0.3	0.0	0.0 	55.0	
1 :01 	:15	0.0	0.3	0.7	0.0 	1.0 	3.0	13 .0		7 .3	1.7	0. 3	0.3	0.0 	0.0	0.0	51 . 3	
: 16	:30	0.0	0.3	1.0	0.7	1.7	6.3		21.7	11.3	3.3	0. 3	0.3	0.3	0.0	0.0	62.5	

:31

0.0 
0.0 

0.0 
0.3

0.3
0.0 

0.3
0 .3

0. 7
1.0 

2.3
6.3

12 .0
18.7

21.3
20.3

7.0 
6.7

1.7
3 .0 

0.7
0. 3

0.0 
0.0 

0.0
0.0

0.0	0.0	46.3
0.0	0.0	56.9

:31
:46
2 :01 
:16
:31
:46 
:01 
: 16
:31
:46 
4 :01 
: 16
:31
:46
5 :01 
: 16
:31
:46
6 :01 
: 16

2 :oo
:15

:45
3 :oo
" 15

:45
4 :oo
:15
:30

:oo
:15

:oo
: 15
:30

0.0 
0.0 
0.0
0.0
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.o
0.0
0.0
o.o

0.0 
0.0 
0.0 
0.3
0.0 
0.3
0.0 
0.0 
o.o
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
o.o
0.0 
0.0 
o.o

0.7
0.7
0.0 
0.0 
0.3
0.0 
0.0 
0.3
0.3
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
o.o
0.0 
0.0 
o.o

0.7
0.7
0.7
0.0 
0.3
0.3
0.3
0.7
0.3
0.0
0.3
0.0 
0.0 
0.0 
0.0 
0.3
0.3
0.3
0.3
0.3

1.0 
0. 3
3.3
0. 3
0. 3
0. 7
0. 3
0. 7
0.7
0. 7
0. 7
0. 7
1.0 
0. 3
2.0 
0. 7
0. 7
0. 3
0. 3
o.o

2.0
3.0
5.0 
4.0
7.0 
6.3
4.3
5.3
1.7

1.7
2.3

3.3

3.7
7.0 
2.0
3.7
3 .0
5.7
4.0

12.3
12 .0
11. 3
14.3
18 .7
22 .7
15 .7
17.0 
11. 3
14.0

16.0
16.3
18.3
14.0
16.7
11.7 
13 .0
11. 7 12.0

20.3
31.0 
20.7
22.0 
30.0 
28.0 
16.7
20.7
23.7
26.0 
19.7 
20.3
16.7
28. 3
16.0
18.0
22.0
16.3
17,0 
18.7

9 .7
17 .0 
8. 3
14.0 
11.3
15.0 
8.7
11. 7
10.0
14 .7
7. 7
16.7
9. 0
10.0 7.3 10.7
10.3
13.3
8.o 
9 . 3

3 .0 
6.3
2.7
3.7
4.7
5.3
2.7
3 .0 
1.0 
3 .0 
1.0 
2.7
3.3
2.0 
2.0 
2.0 
2.3

3.0 
3 .0 

0. 3
1.3
1.0
0.7
0. 3
1.0
0. 3
1.0
0 . 3
2 .0
1.0
0. 3
1.3
1.3
0.7
0.7
0.7
0.7
1.3
o.o

0.0 
0.0 
0.3
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.3
0.0 
0.3
0.0 
0.0 
0.0 
0.0 
o.o
0.3
0.0 
o.o

0.3
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
o.o
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.3
o.o
0.0
0.0
o.o

0.0	0.0	50.3
0.0	0.0	72.3
0.0	0.0	53.3
0.0	0.0	59.3
0.0	0.0	72.9
0.0	0.0	79.6
0.0	0.0	49.0 
0.0	0.0	60-4
o.o	0.0	49.3
0.0	0.0	68.4
0.0	0.0	47.4
0.3	0.0	59.6
0.0	0.0	50 ,9 
0.0	0.0	63 .9
0.0	0.0	49.0 
0.0	0.0	51 . 4
o.o	o.o	51.7
0.0	0.0	51 .2 
0.0	0.0	47.3
o.o	0.0	47.3

:31
:46
:01 

:oo
:15

0.0
0.0 
0.0

0.3
0.3
0.0 

0.3
0.0 
0.0 

0.:J
0.0 
0.0 

0. 7
0.0
0.0

:J.7
2.3
2.3

10.7
10.0 
10 .3

17.:J
21.0 
14.7

5.0 
6.o 

2.3
2.0 
L7

0.7
0.0 
0.0 

0.0
0.3
0 .0

0.0
0.0
0.0

0.0
0.0	0.0 
0.0	0.0 

44.3

:16
:31
:46
8 :01 
: 16
:31
:46
9 :01 
: 16
::J J

:30
:45
8 :oo
:15

:45
9 :oo 
:15
::w
:45

0.0
0.0 
0.0
0.0 
0.0
0.0 
0.0
0.0 
o.o
0.0

0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0
o.o

0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
o.o
0.0 

0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0
0.0
o.o
o.o

0. 3
0. 3
0. 3
0. 3
0.0
0.0
0. 7
2.0 
2,0
1 . :;

3.3
2 .7
3.0
6.7
4.7
4.0
6.7
6.7
6.:J
10.7

13 .0
15 .0 
20.7 
17.3
24 .0
21.0 20.3 22,;{ 26.0

20.7
22.0 
18.0
18. 7
16.0
11.0
12.7
13.3

J 0.3

11.3
9.0
9 . 3
5 . 7
5 . 7
3 . 3
2.0
3 . 3
2 . :i

3. :1

3 .7

1.0 
0.7
1.0 
1.0 

1.0 
0.0 
0. 3
0.0 
0.0 
0.0 
0.0 
0. 3
0.0 
0.7

0.3
0.0
0.0
0.0
0.0
0.3
0.0
0.0
o.o
0.0

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0 
0.0 
o.o

0.0	0.0	51 .2
0.0	0.0	47.7
0.0	0.0	46.9
0.0	0.0	53. 1
0.0	0.0	45.0 
0.0	0.0	42 .9
0.0	0.0	43.8
0.0	0.0	46.6
0.0	o.o	46.6
o.o	o.o	53.0 

:46 10 :oo

0.0

0.0 

0.0 

0.0 

0.7

7.0 

22.3

1 2.7

4.7

o.o

0.0

0.0 

0.0	0.0	48. 1

LO :01
" 16
::•I I
:46
I I :Ol 
:16 
:31

: 15

:4s

: lfj

:45

o.o
o.o
0.0 
o.o
o.o
0.0 
0.0 

o.o
o.o 
u.o
o.o 
0.0 
0.0 
0. 0

o.o
0.0 
o.o 
o.o
o.o
0.0 
0.0

o.:J
o.o
0.0 
o.o
o.o
0.3
0.0 

2 .3
1 .3
0.7
:1.:1
2,0 
1.3
1.3

9.7
8.3
I 0.7
7.7
7.7
5.7
9.7

27.7 28 . 7

21 .0

23.3

13.0

18.0

14.7
1 :J.3
14.7
21 .0

18.3
14.3

;J.O 4.7

4.0
4.7

1 .7
1 . 7
1 .0 
2.0 

0. 3
0. 3
o.u
0.7
0.0 
0. 3
0.0 

o.o
o.o
0.0
o.o
o.o
0.0
0.0

o.o
o.o
u.o o.:i
0.0
0.3
0.0

o.o	o.o	58.;3
o.o	0.0	55.2
o.o	0.0	59.8
o.o	o.o	60-4
0.0	o.o	60.7
0.0	0.0	54.5
0.0	0.0	50.0

:46 12 :oo

0.0

0.0 

0.0 

0.0 

0.7 

:J.7

7-:J

0.7

0.0 

0.0

0.0

0.0	0.0	;; 6.J 

Total	o.o

22.8 

70.6 

350.1 

1,170.6 1,475.6 830.0 

260.6

71.7

13.3

3. 4

o.6	o.o 4,289.1

Percentages	0.00% 0.09% 0.37% 0.5.1%
24-Hour Eastbound Speed

1.6.5%

8. 16%

27.29% 34-40%

6.08%

1.67%

0.31%

0.08%

0.01% 0.00% 100.00%

Average Speed

mph

50th l'ercentile Speed

mph

10 MPH Pace

15th Percentile Speed	31.97	mph
A.M. Peak Hour (7:00-8:00) Eastbound Speed

85th Percentile Speed

mph

30	40

Average Speed	39.36	mph	50th Percentile Speed	39.34	mph	10 MPH Puec	
15th Percentile Speed	33.77	mph	85th Percentile Speed	44.85	mph	45	
P.M. Peak Hour (4:30-5:30)Eastbound Speed	
Average Speed	37.27	mph	50th l'ercentile Speed	38.36	mph	10 MPH Pace	
15th Percentile Speed	31.97	mph	85th Percentile Speed	44.54	mph	40	

Page | 54	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

Time
AM 12 :01 12 :15
:16
:45

0.0
0.0
0.0

-> 10
0.0
0.0
0.0

0.0 
0.0 
0.0 

3-Day Average (7/10/2018 - 7/12/2018)
Chclonia Parkway - West of Bonnel Creek Resort Lane - \•Vestbound Speed
->20    ->25	->30	->35	->40	->45	->50	->55	->60
o.o	0. 3	2 .7	8.o	14.7	6.o	1.0	o.o	o.o
0.3	0. 3	3.0	7.7	10.0	3 . 3	l.O	0. 3	0.0
0.3	1.3	4.3	4.3	4.3	1.7	1.0	0.0	0.0

0.0
0.0
0.0

->70
0.0
0.0
0.0

Total
>70   Volume
0.0	32.7
0.0	25.9
0.0	17.2

:46       1  :oo
1 :01	:15
:16
:31	:45
:46      2 :oo

0.0
0.0
0.0
0.0
0.0

0.0
0.0
a.a
0.0 
0.0 

0.0 
0.0 
0.0 
0.0 
0.0 

0 .3
0.0
0.0
0.0
0.0

0.7
0.0
0. 3
0. 3
0. 3

1.7
1.0
1.7
1.7
1.3

2.0 
3.7

3.7

2.7
2.7

4.3
4. 7
6.3
2.0
2. 7

1. 0
0.7
1.0
2 .7
0 .3

0.0
0.0
0.3
0.0 
0.0 

0. 3

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	10.3
0.0	10.1
0.0	13.6 
0.0	9 .4
0.0	7.3

2  :01	:15	0.0

0.0	0.0	0.0 

0.0

a.a

0.7

1.3

0.0 

0.0 

0. 3

0.0 

0.0

0.0

0.0 

::!.3

: 16

:31

0.0 
:45	0.0 

0.0	0.0	0.0 
0.0	0.0	0.0 

0. 3
0. 3

1.0
1.0

1. 3
1.7

0. 7
1.3

0.0 
0.0 

0.0 
0.0 

0.0 
0.0

0.0
0.0

0.0
0.0

0.0 
0.0 

4.3

:46     3 :oo	0.0 
:01	: 15	0.0 
: 16	:30	0.0 
:31	:45	0.0 
:46     4 :oo	0.0 
4  :01	: 15	0.0 

0.0	0.0	0.0 
0.0	0.0	0.0 
0.0	0.0	0.0 
0.0	0.0	0.0 
0.0	0.0	0.0 
0.0	0.0	0.0 

0.0
0.0
0. 7
0.0 
0.0 
0. 3

0. 7
0.0 
0.0 
0. 7
0 .3
0.3

0.0

0.3
2.7

1.0
1.3
0.3
0. 7
0.0 
1.0

0 .3
0.3
0 .3
0 .3
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 

2.0

2.3

2.0

2.7
0.9
4 .3

: 16

:31

0.0 
:45	0.0 

0.0	0.0	0.0 
0.0	0.0	0.0 

0. 3
0. 3

2.0
0. 7

1. 3
1.7

1.0
L7 

1. 3
1.0 

0.0
0.0

0.0 
0.0

0.0 
0.0 

0.0
0.0

0.0 
0.0 

5 .9

:46     5 :oo	0.0 
5 :01	:15	0.0 

0.0	0.0	0 .3
0.0	0.0	0.3

1.3
1.7

1.7
2.3

1.7
4 .0 

1.0
2.0

0 .3
1. 3

0.0
0.7

0.0 
0.0 

0.0 
0.0 

0.0
0.0

0.0 
0.0 

6.3

: 16

:31

0.0 
:45	0.0 

0.0	0.0	0.0 
0.0	0.0	0.7

0. 7
0. 7

1.0
1.7

4 .0 

1.0
2 .3

0.3
1. 3

0.0
0.0 

0.0
0.0

0.0 
0.0 

0.0
0.0

0.0 
0.0 

7.0 

:46     6 :oo	0.0 
6 :01	:15	0.0 

0.0	0.0	0 .3
o.o	a.a	o.o 

3.0 
3.0 

4 .0
4.7

4 .0 
5.7

2.3
2 .3

1.0
2.0 

0.3
0.0

0. 3

0.0
0.0 

0.0 
0.0 

0.0
0.0

0.0 
0.0 

17. 3

17.7

: 16

0.0 
:45	0.0 

o.o	0.3	0.7
0.0	0.0	0.3

0. 3
1.7

4.0
1.7

4.3
6.7

5.3

1.7
3 .0 

0.7
0.3

0. 3

0.0
0.0 

o.o
0.0 

o.o
0.0

0.0 
0.0 

17.7

:46     7 :oo	0.0 
:01	:15	0.0 

0.0	0.7	0.0 
0.0	0.0	LO

0. 3
2.0

4.0

7.7
8.o

8.3
5.7

2.0 
1.0

0.3
0.3

0.0
0.0

0.0 
0.0 

0.0
0.0

0.0 
0.0 

36.7

23.7

: 16

0.0 

0.0	0.7	0.7

2. 7

6.7

11.0

10.3

4 . 3

0.3

0.0

0.0 

0.0

0.0 

:31	:45	0.0 
:46     8 :oo	0.0 
8  :01	:15	0.0 

:31

: 16	:30	o.o 
:45	0.0
:46     9 :oo	0.0 

:30
:45

9 :01	:15	o.o 

0.0	0.3	0.7
0.3	0.7	0.7
0.0	0.3	0.7
o.o	0.7	0.7
0.0	0.7	0.7
0.3	2. 3	1. 3
1.0	1.0	3 .7

1.0
1.3
1 .0 
2.0
4. 7
5.0
8.3

6.3

3 .7
6.7
11.7
9.3
10 .0

11. 3
15.0
17.3
17.3
14.3
12.3
14.0

17.7 19.7

16.0

12.7
11.7
11.7

7. 7
5.3

4.7
3 .0
5. 7
2. 3

1.3
1.0 
1.3
0.7
0.3
0.7
O<i

0.7
0. 3

0.0
0.0
0.0
o.o
0.0
0.0
o.o

0.0 
0.0 
0.0
o.o
0.0
0.0
o.o

0.0
0.0
0.0
o.o
0.0
0.0
o.o

0.0 
0.0 
0.0 
o.o
0.0 
0.0 
o.o

43 .3

:16

:31

0.0 
0.0

0.3
0.0	0 .::3	1. ::3

4.0
;:3.0 

10.7

23 .7

9-:J
13.0

2 .7
1.7

0.3
0.0

0.0

0 .0
0.0

0.0
0.0

0.0 

53.7 6;J.6 62.9

0.0 

:46    10  :oo      o.o
10 :OJ	:15	0.0
: 16	: ::3 0	0.0
:45	o.o
:46    11  :OU	0.0
I I :0 1	: lfi	0.0
: 16	::w	0.0
::-1 1	:4fi	o.o
:46      12  :oo      o.o

0.7	3 .0	3.3
0.0	0 .3	1 . 3
0.3	0.0	0.0 
o.o	1 .0	0.7
o.o	1 .0	1 . ::3
o.o	0.3	1 .7
0.0	1 .0	1.0
o.o	0.:-1	0.:-1
0.:-1	1 .0	:-1 .:-1

7.3
6.3
6.;J
5. 7
4.7
5.0
6.;J
2. 7
6.;J

19.;J
15.7
18.7 20.3 
1 6.7
14.:-1
14.7

21.0
27.3
28.;J
22.7
2;:3.3

7 .0
7.7
8.o

1 :J .3
11 .3

I 1 .7
1 :-1.0

2.0
3 .0
3 .0
;1 .7
1 .7
;3 .0
2 . :�
;J .7

o.o

1.7
0.7
o.o
0.7
o.o
1.0 

O. ;J

0. :-1

o.o
0.0
0.0
0.3
0.0
o.o
o.o
o.o
0.3

o.o
0.0
0.0
o.o
o.o
o.o
o.o
o.o
o.o

o.o
0.0
0.0
o.o
o.o
o.o
o.o
o.o
o.o

o.o
0.0 
0.0 
o.o
0.0 
o.o
o.o
o.o
o.o

66.;J
69.8
65.6
69.0
62 .6
58.7
65.6

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 55
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

3-Day Average (7/10/2018 - 7/ 12/2018)
Chelonia Parkway - West of Bonnet Creek Resort Lane - Westbound Speed
->5	->tO    ->15   ->20    ->25	-> ;30	->:35	->40	->45	->50	->55	->60	->65
PM      12    :01     1.2  :15	0.0	0.0	0.0	2.3	5.3	1 6.;;	27.7	15.3	4. 3	0.3	0.0	0.0	0.0

->70
0.0

Total
>70   Volume
0.0	7 1.5

: 16	: :w 	0.0
::; 1	:4s	o.o

o.o	o.:;	0.7
o.o	o.o	1 .0

20.;;

4,7
2 , :i

0.3
0.7

o.u 
o. u

0.0
o.o

u.o
o.o

u.u
o.o

0.0 
o.o 

s:i.6 6:J .:l

:46 

I :OI 

: If)

0.0

0.0	o.o	0.7
o.o	o.:{	2.0

12 .:-1
11 .7

20 .7 
19.3

4.0
5.0

u.o
o.u

u.o 
0,0 

0.0

0.0
0.3 

0.0
0.0

0.0 
o.o 

52.0 
54.9

o.o
o.o 1).0 
o. o
0.0 

:31

: 16	: :w 	0.0

o.o	1 .0	0.0

8.u

16.7

;i,:l

o.u

u,:i

o.u

u.o 

u.o

o.o 

::{ •	:4s	o.o	o.:{	o.o 	o.;{		1 0.7	19.7		:J .7	o.;J	o.u 	o.o	o.o 	o.o	o.u 	fi2,3	
:46	2 :oo 	0.0	0.0 	0.:-1	1 ,7		8.o			4 -:l	0.3	o. :{	o.o	o.o	0.0	o.u 	54,9	
2 :0 1	:15	o.o		0.7	1 ,3 	;{, 7	I 1.0 		1 :i ,:1	2,0	o-:J	0,0 	o.o	o.u	u.o	o.u 		
: 16	: :w	o.o	o.:{	1 .0	1 .0	1.3	7.:{	17.;{	1 :J .:{	6.7	2.7	u. u	o.o	u.o	o.o	o.u 	50.9	
	:45	o.o		o,:i	1 .0	2.0 	9.7	18.:i	1 7 ,7	5,:l	u.7	0. 3	u.u	u.o	u.u	o.o 	SS.:l	
:46	:{ :oo	o.o		0.7	1. :{	2 .:{	1 8.7	20.:1	19.:1	S,:l	1 ,7	0. :1		u.o	0,0	o. u		
:i :0 1	:15	o.o	o.:i	1 .:-1	2.:-1	2 . 7	10.7		16.7	4.7	LU	0.:1	o.o	u.o	o.o	o.u 	66.o	
:16		o.o		:i . :{	4.:i	7,:i	14.7	15.7	16.:1	6.7	2.3	u,:i	u.u	o.o	o.o	u.u 	70.9	
	:45	o.o 		2.0 	:i ,O	6. 7	7,:{	18.7	21 .0	8.:J	:i .:i	o, :i	0.3	u.o	o.o	o.u 	70.9	
:46	4 :oo	o.o 	o.o 	1 .0	4.0	:i .:-1	18.0	2:.:?,7	9.0 	1.:1	o. a	o.o	o.o	o.o	o.o 	69.6	
4 :01 	:15	o.o 	o.o 	0.:1	4.0	8.o		27-:1	11 .0	:V>	o. :J	o.o	o.o	o.o	o.o 	74-9	
		o.o 	o. o	0 .:1	5. 7	9.7	27.7	22.:i	6.o	1 .:1	o.o 	0 . 7	o.o	o.o	o.o 	73,7	
	:45	o.o		0.;3	2.:{	2.;3	I 1 .7	28.0	28.0 	12.3	2.0 	o.:J	o.o	o.o	o.o	o.o 	87.2	
:46	5 :oo 	o.o	o.o 	0.3	2. 7	13.0		25 .3	8.7	0.3	0.7	o.o	o.o	o.o	o.o 	74.3	
5 :01	:15	0.0 	0.0 	1.3	3.0	19.0	33.3	24.7	12.3	L3	o.o 	0.3	o.o	0,0	0.0 	95.2	
: 16 	:30	0.0 	0.0 	0 .3	2 .0	14.0	34.0		19 .7	6.7	0. 0	0.3	0.3	0.0	0.0 	111.0	
	:45	0.0	0.3	0.0 	1.7		19.0	28.3	22. 3	9 . 3	3.7	0.0 	0.0	0.0	0.0	0.0 		
:46	6 :oo	0.0 	0. 0	0.0 	0.3	2.0	8. 7	25.0	28.7	10.7	L3	0.7	0.0	0.0	0.0	0.0 	77.4	
6 :01	:15	0.0	0. 0	0.0 	0.7	4 . 7	10.3	24.0		8 . 3	1.7	0. 3	0.3	0.0	0.0	0.0 	74.6	
:16	:30	0.0 	0.0	0.0 	0 .3	1.7	5.0		26.7	9.7	2.3	0. 3	0.0	0.0	0.0	0.0 	69.3	
	:45	0.0 	0.0	o.o 	0.7	1.3	6.o	23.3	24 .0 	9.7	L7	0. 3	0.3	0.0	0.0	0.0 	67.3	
:46	7 :oo 	0.0 	u.o	o.o 	o.:;	0. 7	9.0	l7.7	1:J,7	7.0	L7	LO	o.a	0.0	o.u	o.u 	51 -4 	
:01 	: 15	0.0 	0.0	0.0 	0.0 	0. 7	5.3	16.7	17.7	4.0	LO	0. 3	0.3	0.0	0.0	0.0 	46.0	
:16	:30	0.0 	0.0	o.o 	0.3	1.0	6.o	16.3	20.0 	4 . 3	L7	0.0 	0.0 	0.0	0.0	0.0 	49.6	
	:45	0.0 	0.0	0.0 	0.0 	2 .3	7.0 	16.0	17.7	7,7	0.7	0. 3	0.0	o.o	o.o	0.0 		
:46	8 :oo	0.0 	0.0	0.0 	0.3	L7	8.3	21.0	16.3	4.7	LO	0. 3	0.0	0.0	0.0	0.0 	53.6	
8 :01	: 15	0.0	0.0	0.0 	0.0 	2.7 	8. 7	17.7	16.3	5.0	1.3	0.0 	0.0	0.0	0.0	0.0 		
:16	: :io	0.0 	0.0	0.0 	0.7	1.7	6.7	21.0	13.7	2.7	0.7	o.o 	0.0	0.0	0.0	0.0 	47.2	
:31	:45	0.0	0.0	o.o 	o.:;	1.3	10.3	14.0	10.3	:i . :i	0.3	0. 3	0.0	0.0	0.0	0.0 	40.1 	
:46	g :oo 	0.0	u.o 		0.3	3.0	9.3	17.0 	10.0 	�{ .O	0.7	o.u 	o.o	0.0	o.u	o.u 	4:J.:J	
9 :01 	:15	0.0 	0.0	0.0 	1.7	2. 7	7.7	11. 3	11.7	2. 3	1.0 	0.0 	0.0	0.0	0.0	0.0 		
:16	:30	0.0	0.0	o.o 	0.7	1.7	6.o	9 .0 	8.3	5.0	0.3	0.7	0.0	0.0	0.0	0.0 		
	:45	0.0 	0.0	0.0 	0 .3	1.0 	7 .3	17.7	12.3	2.0 	0.3	0.0 	0.0 	0.0 	0.0	0.0 		
:46	10 :oo 	o.o	o.o	o.o 	0.:1	0.7	8.3	1 6.0	8.o	:J . :l	u.o	u.o 	o.o	0.0 	o,:i	o.o		
10 :01 	:15	0.0	0.0	0.0 	1.0	1.0 	7.0 		11.3	5 . 7	0.7	0.0 	0.3	0.0 	0.0	0.0		
:16	:30	0.0 	0.0 	0.3	0.0 	3.0 	6.3	12.7	9 . 7	6.o	0.0	0.0 	0.0	0.0	0.0	0.0 	38.0	
:31	:45	0.0 	o.o 	0 .3	1.3	1.3	5-3	16.7	14.7	3 .7	0,7	0. 0	0.0	0.0	0.0	o.o 	44.0	
:46	11 :oo	0.0	0.0 	0.7	0.7	3. 7	6.3	12.3	12.7	7.3	0.3	0. 3	0.0 	0.0 	0.0	0.0 	44.3	
11 :01 	:15	o.o	u.u	o.o 	o.:i	2.0 	10.:1	14.3	12.7	5 ,7 	LU	0 . :1	0 . 7	u.u 	u.o	u.u 		
:16	:30	0.0 	0.0	0.0 	0.0 	2. 7	7.7	18.3	17 .3	5 . 7	1.7	0.0 	0.0 	LO 	0.0	0.0 	54.4	
		0.0	0.0	0.0 	0.3	J.0	7.3	24.3	q.o	7.0	2.3	0. 3	0.0	0.0 	0.0	0.0 	59,5	
:46	L2 :oo 	0.0 	o.o	0.0 	o.o 	1. :;	6.3	17.:J	14.7	7.0	L7	0. 3	0.0	o.o	o.o	0.0 	48.6	
Total		o.o	4.4							403.;3	77.5	12.5		1.6 		o.o	4, 179.4	
Percentages	0.00%     0.11%   0.69%  1.70%   5.64%	.1.85%	0.::10%	o.u%	0.01% 0.00% .100.00%
24-Hour Westbound Speed	
Average Speed	33.82	mph	50th Percentile Speed		mph	to MPH Pace	
	27.82		85th Percentile Speed		mph	30	40	
Average Speed			50th Percentile Speed	34.34	mph	to MPH Pace	
15th Pcrccnti1c S ecd			85th Percentile S ccd	:19.82 	m h   	:-10	40	
P.M. Peak Hour :oo�							
Average Speed	35.24		50th Percentile Speed	34.75	mph	10 MPH Pace	
15th Percentile S ccd	28.72	85th Percentile S ccd	44.42	m h  	30	40	

33.7

:31

:31

51.7

51 .7 

31.7
40.9

:31

42.3

Page | 56	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

3-Day Average (7/10/2018 - 7/12/20 18) 
Chclonia Parkwa   - West of Bonnet Creek Resort Lmc - Two-Way Speed	Total

Time	->5	->10    ->15    -> 20  - >25	->30	- >35

->45	->50

->60	-> 65	->70	>70 Volume

AM    12  :01    12 :15	0.0	0.0	0.0	0.0	L�i	7.0	15.:J	22,7	7, 7	1.7	0. 3	0.0	0.0	0.0	0.0 	56.0
:16	:30	0.0	0.0	0.0	0.3	o.6	6.3	16.4	16.3	5.0	1.3	0 . 3	0.0	0.0	0.0	0.0	46.5
0.0	0.0	0.0	0.3	1.6	7.0	7.6	10.6	2 ,4	L7	0. 3	0.0	0.0	o.o	0.0	31.5
:46      l :00    o.o	o.o	o.o	0.:1	LO	:l-4	5 .0	9.0	2 .7	0.7	o.o	0.3	o.o	o.o	o.o	22 .4

l :Ol	: 15	0.0	0.0	0.0	0.0	0.0	2.3

7.7	1.7	0.3	0. 3	0.0	0.0	0.0	0.0	18.0

:45

: 16	::w	o.o	u.o	u.u	u.u	u.:J	2,U	7.u	11 .:-1	1.0	u.6	u.3	u.u	u.o	u.u	o.u	22,fi
:31	0.0	0.0	0.0	0.0	o.6	1.7	44	4.3	3-4	1.0	0.0	0.0	0.0	0.0	0.0	15 . 4
:46      2 :oo      0.0	0.0	0.0	0.0	0. 3	1.6	5 .0	3 . 7	1.6	0.3	0.0	0.0	0.0	0.0	0.0	12.5
2 :01	: 15	0.0	o.o	0.0	0.0	0.0	0.3	2 ,4	1.6	o.o	0.0	0 . 3	0.0	0.0	0.0	0.0	4 .6 
: 16	:30	0.0	o.o	0.0	o.o	0. 3	3.0	2.0	1.4	0 .7	o.o	o.o	0.0	o.o	o.o	0.0 
::-11	:45	o.o	o.o	u.:-J	o.o	u.:J	2.7	2 .4	:L O	o.o	o.o	0,0	o.o	o.o	o.o	o. o 	7.7
:46      3 :oo      0.0	0.0	0.0	0.0	0. 3	1.7	0.7	1.7	1.0	0.3	0.0	0.0	0.0	0.0	0.0	5-7
:i :01	:15	u.u	u.o	u.o	0.0	o.o	1.3	1 ,4	2.U	0.:3	0.3	o.u	u.u	u.o	u.u	u.u	5.:J
:16	:30	0.0	0.0	0.0	0.0	0.7	0.3	1.4	t.6	0.3	0.3	0.0	0.0	0.0	0.0	0.0	4 .6 
:31	:45	0.0	0.0	0.0	0.0	0.0	0. 7	1. 3	0. 7	LO	0.0	0.0	0.0	0.0	0.0	0.0	3 .7
:46      4 :oo     o.o	o.o	o.o	o.o	0.:1	o.6	2.0	1 .0	2.0	1.0	o.o	o.o	o.o	o.o	o.o	6.9
4 :01	: 15	0.0	0.0	0.0	0.3	0. 3	o.6	5 .0	1. 7	2.0	0.3	0. 3	0.0	0.0	0.0	0.0	10.5
: 16	::w	0.0	o.o	0,0	o.o	o.:J	4.0	:J .6	:J .7	6.o	2.:-1	1 .:-1	0.0	o.o	o.o	o.o	21,2
:31	:45	0.0	0.0	0.0	0.0	o.6	1.7	6.7	8-4	5.3	0 .7	0.7	0.0	0.0	0.0	0.0 	24.1 
:46       5  :oo        0.0	0.0	0.0	0.3	2 .3	2-4	3.0	9 . 7	8.o	6.o	2 .7	0. 7	0.0	O.:J	0.0	:J5.4
5 :01	:15	o.o	0.0	0.0	1.0	2.0	2.3	6.3	6.o	3 .6	2.4	0.7	0.0	0.3	0.0	0.0	24.6
:16	:30	0.0	0.0	0.0	0.0	1.4	3.3	9 .0	8.o	6.o	1.7	1.0	0.3	0.0	0.0	0.0	30.7
:45	o.o	o.o	o.:-1	0.7	0.7	:-1 .0	7.:J	11 .6	l:l. O	6.:J	1 .7	0.3	o.o	o.o	o.o
:46      6  :oo      0.0	0.0	0.0	1.3	3.0	5.7	8.o	21.0	23 .0	8.6	4.0	0.0	0.0	0.0	0.0	74.6
6 :01	:15	0.0	0.0	0.0	0.0	3 .:J	6-4	14.7	15.6	18.0	6.o	L:3	0.0	o.:J	0.0	0.0	65.6

:16
:31

0.0	0.0	0.3	0.7	o.6	5.3	13.3	22. 3	31.7	10.0	3.3	0.3	0.0	0.0	0.0	87.8
0.0	0.3	0.3	0.3	2,4	4.0	17.7	21.7	31.7	10.0	4.0	0. 7	0.0	0.0	0.0	93 .1 

:46       7  :oo      o.o	o.o	0.7	0.7	1. ;�	6.o	1;�.4	27-:-1	28.7	17.;J	5.0	1 .:�	O-:l	o.o	o.o 	102.0

7 :01	: 15	0.0	0.0	0.3	1.0	2.3	8.o	17.3	22.7

:45

: 16	:30	o.o	o.o	1 .0	1 .0	:J.4	9.7 	20.0

11.0	3.0	2.0	0.0	0.0	0.0	82.9
8.6	1 .:-1	0. 7	o.o	o.o	o.o 	104.0

:31

0.0	0.7	o.6	1.0	1.0	7.0	19.3	45 .4

7.6

0.3	0.0	0.0	0.0	120.0

:46       8 :oo      0.0	0.:-1	L4	LO	2.3	9-4	31.0	55 .7	36.3	12.7	LO	LO	0.0	0.0	0.0 	152.1 
8 :01	: 15	0.0	0. 0	1.0	1.4	2 .3	6.7	26.3	44-4	22.0	6.o	1.0	0.0	0.0	0.0	0.0	111 .1 
:16	:30	0.0	0.0	1.4	1.4	2 .3	9.0	29.0	40.0	25-4	8-4	2.3	0.0	0.0	0.0	0.0	119 .2
:;-1 1	:45	o.o	0.0	1 .4	1 .4	5. 7	1 :i-4	19. 7	6.6	2,0	o.o	0.0	o.o	o. o	102.9
:46      9 :oo      0.0	0.3	2.6	1.6	5 .0	11.0	18.6	30. 7	23.7	6.7	2.0	1.0	0.0	0.0	0.0	103 .2 
9  :01	:15	o.o	LO	1 .:3	4.0	9.6	u.:3	32.0	30.0	12.0	J.O	0.7	1.0	o.o	o.o	o.o 	103.9
:16	:30	0.0	o.6	0.7	2.3	5.0	10.0	33.7	26. 3	9 .4	2.6	0.7	0.0	0.0	0.0	0.0	91.3
:45	a.a	0.3	0.3	1.6	3. 7	37.7	29.0	13.0	3.7	0.7	0. 7	a.a	a.a	a.a	104.1

4.;J

:46    10 :oo     o.o	0.7	:J.:J	4.0

22.0	34.7	:J5 .3	1 7.7

0.7	o.o	o.o	o.o	o.o	1:31 . :�

10 :01	: 15	0.0	0.3	o.6	1.6	6.3	16.4	36.6

11.3	4.3	1.6	a.a	0.0	0.0	0.0	103 .4

" 16	::w	o.o	o-:J	0.7	o.:-J	7,6	2!,.0	46.6	:{ 1 .:{	1 0 .7	fi, 0	0.7	o.o	0.0	0.0	o.o 	128.2 
:31	:45	0.0	0.0	1.7	1.0	7.7	29 .3	39.0	9-4	1.7	0. 3	0.3	0.0	0.0	0.0	119 . 7
:46     11 :oo      0.0	o.o	1.3	3.6	6-4	27.0	44.0	27.0	10-4	LO	0.7	0.0	o.o	o.o	0.0	121.4
11 :01	:15	0.0	0.0	1.0	2.0	6.3	31.7	34.7	22.6	9 . 3	2.0	0. 3	0.3	o.o	o.o	0.0	110.2 

:16

a.a	a.a	1.0	1. 7	8.o	19.7	34-7	33 .0	12.0	1.3	0. 3	a.a	0.7	a.a	a.a	112.4

:45	o.u	o.o	1 .0	1 - :{	4. 7

:J4.7	26.4	1 1 .4	2.:-1	u.:{	u.u	u.o	u.u	o.o 	99.7

:46    12 :oo      0.0	0.3	2 .0	7 .0	20.7	37.6	38.0	14-4	2.7	0. 3	0.3	0.0	0.0	0.0	127.6

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 57
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

3-Day Average (7/10/2018 - 7/12/2018)
Chelonia Parkwa   - West of Bonnet Creek Resort Lane -  Two-Wav Soced				Total Time	->5	->10   ->15   ->20   ->25	->30	->35	->40	->45	-> 50	->55	->60	-> 65	->70	>70    Volume
PM    12  :01   12 : 15	0.0	0.0	0.3	3 .0	6.o	23.0	40. 7	27.3	12.0	2.3	0. 3	0.0	0.0	0.0	0.0	114 .9

:16	:30	0.0	0.0	o.6	1.0	5 . 7

32.3	32.6	11. 7	2.0	0.7	0.0	0.0	0.0	0.0	99.9

:31	:45	0.0	0.3	0.0	1. 3	5.3	26.0	39.7	34 .6	9.0	3.7	0. 3	0.0	0.0	0.0	0.0	120.2

:46

o.o	o.o	u.;1	1 .0	5,;J	1 6,3	404

2.7	0.7	o.o	o,:i	0.0	o.u	107.0

1 :01	: 15	0.0	0.3	1.0	2.0	4.0	14.7	32.3	37.0	12.3	1.7	0. 3	0.3	0.3	0.0	0.0	106.2
:16	: :10	0.0	0.3	2.0	0.7	5-4	14.:1	32.0	;154	14.6	3 .3	o.6	0.3	0.3	o.o	0.0	.109.2
:31	:45	0.0	0.3	0.7	1.0	3.0	12.7	32.0	35 .6	13-4	3.3	0. 3	0.0	0.3	0.0	0.0	102.6 
:46     2 :oo     o.o	o.o	LO	2-4	5.6	11.0	34.0	21.3	6.6	L6	o.o	o.o	o.o	o.o	127.2
2 :01	: 15	o.o	o.o	0.7	2..1)	7.0	16.0	28.3	:14 . 0	H).3	3 .0	LO	0.3	o.o	o.o	o.o	1()2.6
:16	:30	0.0	o.6	1.0	1.0	1.6	11.3	31.6	35 .3	20. 7	6-4	0.7	0.0	0.0	0.0	0.0	110.2 

::1 1	:45	o.o	0.0	o.6	1 . :1	2.;1	1 6,7	:17.0	47, 7

5,4	o.6	0.0	o.o	0.0	o.o	128.2

:46     3 :oo     0.0	0.3	0.7	1.6	3.0	25.0	43.0	47.3	20.3	7 .0	1.3	0.0	0 .0	0.0	0.0	149.5

:30

3 :Ol	: 15	0.0	0.3	1 .:1	2.6	3.0	15.0	4L7

13-4	3.7	o.6	0.0	0.0	0.0	0.0	u5.o

:16

0.0	0.0	3 . 6	5.0	R.o	20.0	32.7	37.0	1FL4	5.3	1 .3	0.0	0.0	0.0	0.0

:31	:45	0.0	0.0	2. 3	3.3	7.4	9.0	30.0	44-7	18.3	4.3	o.6	0.3	0.0	0.0	0.0	120.2

47.0

:46     4 :oo      o.u	u.o	o.o	1.0	4. 7	:12.0	48.7	2:i-7	4.;1	2.:1	0.:1	u.o	o.o	o.u	1;18.u

4.7

4 :01	: 15	0.0	0.0	0.0	o.6 

9.7	36.3

18.7	4 .0	1.3	a.a	0.0	0.0	0.0	122.3

:16	: :10	0.0	0.0	0.0	O.:J	6.4	12.0	4:J,7	42.6	22.7	4.0	0 . 3	1. .0	0.0	o.:;	0.0	1 :J:J,3
:31	:45	0.0	0.0	0 .3	2.3	3.3	15.0	44.3	44.7	21.3	5.3	1.6	0.0	0.0	0.0	0.0	138.1 
5 :oo     0.0	0.0	0.0	0.3	3.0	16.7	41.6	53 .6	18.7	2.3	2.0	0.0	0.0	0.0	0.0	138.2
5 :01	: 15	o.o	o.o	o.o	1. 3	5.0	26.0	4 7.;1	40. 7	19.6	3,;J	0.7	0.3	o.o	o.o	o.o	144. 2
:16	:30	0.0	0.0	0.0	o.6	2. 7	16.0	50. 7	30 -4	8.7	0.7	0.3	o.6	0.0	0.0	162.4
::1 1	:45	o.o	0.3	o.o	2.0	4.0	22. 7	40.0	44. ;1	19.6	6.o	0.7	o.o	u.o	o.o	o. u	1 :19.6

:46     6 :oo    a.a	a.a	a.a	o.6	2.3	11.7	38.0	45.0	24 .0
6 :01	: 15	0.0	0.0	0.0	LO	5.0	16.0	35.7	41.3

1.4	0.3	a.a	0.0	0.0	128.6
4.7	L6	0.3	0.0	0.0	0.0	121.9

35.3

:16	:30	0.0	0.0	0.0	o.6	1.7	9.0
:31	:45	0.0	0.3	0.3	1.0	2.0 

45 .4	19.0	5.3	0. 3	0.0	0.0	0.0	0.0	116.6
34.0	41.3	17.7	4 .0	J.O	0.3	0.0	0.0	0.0	111.6

:46     7 :oo     0.0	0.3	0.0	0.3	0. 7	11.3	27.7	34-7	12.0	3.7	1.0	o.6	0.0	0.0	0.0	92.3
7	: 15	o.o	o.o	o.o	o.o	0.7	7.6	27.0	32 -4	w.o	2.7	0. 3	0.:1	o.o	o.o	o.o 	81.0
:16	:30	0.0	0.0	0.0	0.3	1.3	9.3	29.6	40.7	15.6	2.7	1.0	0.3	0.0	0.0	0.0	100.8
:31	:45	0.0	0.0	0.0	0.0	2.6	9.7	29.0	16.7	1.4	0. 3	0.0	0.0	0.0	0.0	99.4
:46    8 :oo     o.o	o.o	0.0	0 .3	2.0	11.3	36.0	34 . 3	14.0	2.0	o.6	0.0	o.o	o.o	o.o	100.5
8 :01	: 15	0.0	0.0	0.0	0.0	3.0	15-4	38-4	35.0	10.7	2.3	0.0	0.0	0.0	0.0	0.0	104.8

: 16	::w	o.o	0.0	o.o	0.7	1 .7	11 .4	:i8.;J

8. 4	2 .0	0.0	o.o	0.0	o.o	o.o	92 .2

:31	:45	0.0	0.0	0.0	0.3	1.3	38.0	21.3	6.6	o.6	0. 3	0.3	0.0	0.0	0.0	83.0 
9 :oo     0.0	o.o	o.o	0 .3	16.0	38.0	22.7	5.0	1-4	o.o	o.o	o.o	o.o	0.0	87.1

:30

9 :01	: 15	0.0	0.0	0.0	1.7	4 . 7	14.4	31.6	25.0	5 .6	1.7	0. 3	0.0	0.0	0.0	0.0	85.0

:16 

0.0	0.0	0.0	0.7

12.3	31. 3	21 .3	7.3	1.0	0.7	0.0	0.0	0.0	0.0	78.3

43 .7

:31	:45	0.0	0.0	0.0	0.3	2 .3	18.0	22 .6	5 . 7	o.6	0.7	0.0	0.0	0.0	0.0	93.9 
:46    10 :oo      0.0	u.o	o.o	0.:1	1 ,4	1 5.:3	38.;J	20.7	8.o	0.7	o.o	0.0	o.o	0.:1	0.0 	85.0
10 :01	:15	0.0	0.0	0.0	1.3	3.3	43.0	26.0	9.0	0 .7	0. 3	0.3	0.0	0.0	0.0	100.6
:16	:30	0.0	0.0	0.3	0.0	4.3	14.6	41.4	23 .0	9.0	0.3	0. 3	0.0	0.0	0.0	0.0	93.2

33.3

:31	:45	o.o	0.0	0 .3	1.3	2.0	16.0	44.7	29 -4	8 -4	1.7	0,0	0.0	0.0	0.0	o.o	103.8

11 :oo     0.0	0.0	0.7	0.7	7.0	14.0
II  :0 1	: 15	o.o	u.o	o.o	o.:1 	4.0

12.0	2.0	1.0	0.0	0.3	0.0	0.0	104.7
4;1.:1	29.7	9.0	2.7	0.:1	0 ,7	0,0	0,0	o. o	108.0

4.;J

:16	:30	0.0	0.0	0.0	0 .3	4.0	13.4	41.6	35 .6	9.7	2.7	0. 3	0.0	1.3	0.0	0.0	108.9
:31	:45	0.0	u.o	0.0	0.:1	2.:J	17.0	42.3	31 .3	11.7	0. 3	0.0	0.0	0.0	o.u	109.5
l2 :OU     0.0	0.0	0.0	0.0	2.6	16.0	:15.3	29.0	11.7	3.7	0. 3	0.0	0.0	0.0	0.0	98.6

Total	o.o	8,4

93,9

1,126.7

2 ,628.8 1,2ao.7   3394	84.2	18.0	5.0	0.9	o.o 8,482.4

Percentae:cs	0.00%       0.10%     0.52%      1.11%      a.62%       13.28%       30.59%      ao.99%         14.51%	4.00%	0.99%	0.21%	0.069'	0.01% 0.00% 100.00%
5olh Percentile Speed	::1 8.12	mph	10 MPH Pacc
85th Percentile Speed	44.49	m h	30	40
Average Speed		50th Percentile Speed	38.68	mph		10 MPH Pace 15th Pcrccnlflc Speed	::12.42	 85th Percentile Speed	 44. 66	mph	35 	45
P.M. Peak Hour     :oo-  :oo  Tl<\.'o-\1\la '     eed

Average Speed

mph	50th Percentile Speed	38.11	mph	10 MPH Pace

15th Percentile S  ecd	29.36	m h	85th Percentile S ecd	m h	30	40

Page | 58	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

Pedestrian & Bicyle Movement summary

9:-t5• - l 10:00a • l 10:15a -l t0:30a- l l0:45a -l 1 1:00.i -l 11:15.i - l 11 :30a • l 11:-tS.i - l 12:00!.:.1 12:15p -l12:JOp•�·l 1:00p - l 1 :15p-l1:JOp •l 1:.f5p -f 2:00p- l 2:t5p• I UOp• l 2:A5p- l 3:00p •l 3:1Sp · l l:JOp- l l:A5p· l ':00p • l -"15p - 1 -t:*p· I U5p -l S:OOp- l S:15p-l 5:JDp • l 5:-tSp - l 6:00p- l 6:t5 p • I UOp •l 6:A5p-

lllZ!ll

2 1 ° l :i l

1 ° 1

1     1  �  1 -°� 11 1t°� 1[ 1t� 11 �°� 11 -°-11 -��11 -•11 •°-11 -�· 11 _(;  11 _1     11 _ 1 _ 11 _°  11 _(;  11 _ 11 _°  11 _°  11 _�  11 _2     11 _°  11 _�  11 _,;  11 _°  11 _ 11 _';  11 _°  11 _ 1 _ 11 _° 11 _:;  1 _ 1 _

,.. ,.. SOU1hbound

A • Northbound A •

Task/Station #: -28 1-<1

------------

SOUthbourid	• • Northbound • A

-   10:00, 1        2
-   10:15• 1      C

- 1 Z:00p
12:00p - 12:1sp l c u,,sp -  12-.Jop 12:JOp - 1 USp[
1z:'6p - 1 :oop
1:oop - 1 :, sp 1:15p - 1:30p
1:]0p - 1 :ASp
1:op - 2:oop 2:00p - 2:1Sp
2:15p - 2:30p
2,JOp - 2:-tSp
2:0p  -  1:Q(lp
l:OOp - l:1 Sp l:1Sp - 3:30p
l:JOp  -  l:-tSp
l:'5p  •  4:Q(lp
◄:00p - -t:1Sp
-t:15p - -t:�Op
◄:JOp - ◄:45p
-t:.fSp  -  5:Q(lp

-	,.

,.

,.

" I  

-

NB/SB Road: Bonnet Creek Resort Lane EB/WB Road: Chelonia Parkway
Date: 12/05/2017 (Tuesday)

■

County: Orange Latitude: 28.535884°
Longitude: -81 .275364 °

Standard Pedestrians other than "Special"
Special condition Pedestrians, estim�ted co be either under age 12 or adults 65 years or older. Standard Bicy.  clists other than  "Special"

§

Special condition Bicyclists, estimated to be either under age 12 or adults 65 years or older.

This movement not observed or studied during this ti me period
No persons observed during this time period making this movement Three persons observed during this time period making this movement

_J _ L

10,1s, I      C

12:00p
12:oop - 12,1sp l C ll:15p 12:JOp ll:lOp - 12:-tSp 12:45p . 1 :oop
1:oop - 1 :1,p l:ISp - 1:JOp
1:l0p - 1 :-t5p 1:4Sp - l:OOp
2:00p  - l:tSp 2:ISp - 2:JOp
l:30� 2:4Sp  - l:OOp
3:00�
]: 15p - ]:J0p
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-t:-tSp - 5:00p	-

5:COp  -  5:15£.   I
5:1Sp - 5:10p
5;JOp  -  5:◄�
5:-tSp   6:00p
6:00p - 6:1Sp
6.:1Sp - 6:l0p
6:30p - 6:◄5p
6:◄Sp - 7:00p

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7 T-

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5:t5p - 5:JOp

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5:lOp - 5:◄Sp
5:-t5p - 6:00p
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6:•sp  - 7:oop

( 9:00••

10:1s, - 1 1 0:JO, - l10,1s• -  1 1 :oo• •lt1 :u• - l 11 :JO• • l 11:o, - 1 12,oop-l11:1sp -l12:Jop •ln:,sp•l 1:Q(lp - l 1:1sp •l 1:1op •l 1:op - l 1:oop - l 2:1sp • I 2:JOp-l 2:-1sp •I 1:00p -1 1:1sp •I 3:30p ·ll:-tSp• l•=oop• I "1sp •l •=*P ·l •=45p · l 5:Q(lp - l s:1sp •I S:1op •I s:-1sp•l 6:00p •l 6:1sp • I 6:30p• I 6:A5p·
6:15p    6:30p     6:-tSp    7:00p
0

Luke Transportation Engineering Consultants, Inc.

Page | 62

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane Multi-Way Stop Analysis

Appendix C –Synchro Existing Two-Way Stop Analysis

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Appendix D – Intersection Delay Worksheets

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Appendix E – Synchro All-Way Stop Analysis

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 	Luke Transportation Engineering Consultants, Inc.	

HCM 6th AWSC
1: Bonnet Creek Resort Ln & Chelonia Pkwl

Existing Mid Day
09/1 2/2018 

,Intersection
Intersection Delay, slveh	9.2
Intersection LOS	A

.,.	r

. ovement	EBL	EBT	EBR

Traffic Vol, veh/h	29	39	148	2	20	2	133	1	4	1	3	28	
Future Vol, vehlh	29	39	148	2	20	2	133	1	4	1	3	28	
Peak Hour Factor	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	
Heavy Vehicles, %	3	11 	11 	11 		3	11 	3	11 	3	11 	3	
Mvmt Flow	34	45	172	2	23	2	155	1	5	1	3		
Number of Lanes	1	1	1	0	2	0	0	1	0	0	1	0	
��roach
Opposing Approach	EB WB			WB
EB 			NB
SB 			SB			
Opposing Lanes
Conflicting Approach Left Conflicting Lanes Left Conflicting Approach Right	2
SB 1
NB			3
NB 1
SB			1
EB 3
WB			1
WB

EB			
Conflicting Lanes Right	1			1			2			3			
HCM Control Delay HCM LOS	8.6
A			8.9 
A			10.6
B			7.8
A			
Lane
Vol Left, %		NBLn 1
96%	EBLn 1 100%	EBLn2 0%	EBLn3 0%	WBLn1 17%	WBLn2
0%	SBLn1
3%					
Vol Thru, %
Vol Right, %		1% 
3%	0%
0%	100%
0%	0%
100%	83%
0%	83%
17%	9%
88%					
Sign Control		Stop	Stop	Stop	Stop	Stop	Stop	Stop					
Traffic Vol by Lane		138	29		148	12 	12 	32					
LT Vol		133	29	0	0	2	0	1					
Through Vol		1	0		0	10 	10 	3					
RT Vol		4	0	0	148	0	2	28					
Lane Flow Rate		1 60	34	45	172	14 	14 	37					
Geometry Grp		7	7	7	7	8	8	7					
Degree of Util (X)		0.26	0.053	0. 067	0.22	0.023	0. 024	0.05					
Departure Headway (Hd)		5.828	5.666	5.3 	4.596	5.895	6.07	4.793					
Convergence, Y/N		Yes	Yes	Yes	Yes	Yes	Yes	Yes					
Cap		61 6	632	676	781	605	588	745					
Service Time		3.566	3.397	3.03	2.326	3.649	3.825	2.539					
HCM Lane VIC Ratio		0.26	0.054	0. 067	0.22	0.023	0. 024	0.05					
HCM Control Delay		10.6 	8.7	84	8.6	8.8	9	7.8					
HCM Lane LOS		B	A	A	A	A	A	A					
HCM 95th-tile Q		1	0.2	0.2 	0.8	0.1 	0.1 	0.2					

Lane Configurations	'i

WBL

WBT	WBR	NBL
tft.

NBT	NBR
4

SBL	SBT	SB
4

33

NB 

2

Existing Stop Control 08/30/2018 Existi ng Geometry JTR

Synchro 1 O Report
Page 1

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 77
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

HCM 6th AWSC
2: Bonnet Creek Resort Ln & Chelonia Pkwl

Existing Mid Day
09/1 2/2018 

,Intersection
Intersection Delay, slveh	9.8
Intersection LOS	A

.,.	r

. ovement	EBL	EBT	EBR

Traffic Vol, veh/h		34	140	4	31	3	178	6	5	1	5	27	
Future Vol, vehlh		34	140	4	31 	3	178	6	5	1	5	27	
Peak Hour Factor	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	0.86	
Heavy Vehicles, %	2	9	4	4	24	2	4	2	4	2	4	2	
Mvmt Flow	43		163	5	36	3	207	7	6	1	6	31 	
Number of Lanes	1	1	1	0	2	0	0	1	0	0	1	0	
��roach
Opposing Approach	EB WB			WB
EB 			NB
SB 			SB			
Opposing Lanes
Conflicting Approach Left Conflicting Lanes Left Conflicting Approach Right	2
SB 1
NB			3
NB 1
SB			1
EB 3
WB			1
WB 2
EB			
Conflicting Lanes Right	1			1			2			3			
HCM Control Delay HCM LOS	8.7
A			9
A			11. 6
B			8
A			
Lane
Vol Left, %		NBLn 1
94%	EBLn 1 100%	EBLn2 0%	EBLn3 0%	WBLn1 21 %	WBLn2
0%	SBLn1
3%					
Vol Thru, %
Vol Right, %		3%
3%	0%
0%	100%
0%	0%
100%	79%
0%	84%
16%	1 5%
82%					
Sign Control		Stop	Stop	Stop	Stop	Stop	Stop	Stop					
Traffic Vol by Lane		1 89		34	140	20	19 	33					
LT Vol		1 78		0	0	4	0	1					
Through Vol		6	0		0	16 	16 	5					
RT Vol		5	0	0	140	0	3	27					
Lane Flow Rate		220	43	40	163	23	22	38					
Geometry Grp		7	7	7	7	8	8	7					
Degree of Util (X)		0.35	0 07	0.06	0.21 1	0.038	0.037	0.052					
Departure Headway (Hd)		5. 736	5.848	5.464	4.672	5.985	6. 11 	4.923					
Convergence, Y/N		Yes	Yes	Yes	Yes	Yes	Yes	Yes					
Cap		626	612 	655	767		583	722					
Service Time		3.487	3.586	3. 202	2.41	3.755	3.88	2.688					
HCM Lane VIC Ratio		0.351	0 07	0.061	0.213 	0.039	0.038	0.053					
HCM Control Delay		11. 6	9	8.6	8.7	9	9.1 	8					
HCM Lane LOS		B	A	A	A	A	A	A					
HCM 95th-tile Q		1 .6	0.2	0.2 	0.8	0.1 	0.1 	0.2					

Lane Configurations	'i

WBL

WBT	WBR	NBL
tft.

NBT	NBR
4

SBL	SBT	SB
4

37

NB 

34

Existing Stop Control 08/30/2018 Existi ng Geometry JTR

Synchro 1 O Report
Page 1

37

Page | 78	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

HCM 6th AWSC
3: Bonnet Creek Resort Ln & Chelonia Pkwl

Existing PM 
09/1 2/2018 

,Intersection
Intersection Delay, slveh 	11 .4
Intersection LOS	B

.,.	r

. ovement	EBL	EBT	EBR

54

Traffic Vol, veh/h		20	185	2	80	7	232	2	4	3	2	48	
Future Vol, vehlh	54	20	185	2	80	7	232	2	4	3	2		
Peak Hour Factor	0.87	0.87	0.87	0.87	0.87	0.87	0.87	0.87	0.87	0.87	0.87	0.87	
Heavy Vehicles, %	2	4	4	4	2	2	4	2	4	2	2	2	
Mvmt Flow	62	23	213 	2	92	8	267	2	5	3	2	55	
Number of Lanes	1	1	1	0	2	0	0	1	0	0	1	0	
��roach
Opposing Approach	EB WB			WB
EB 			NB
SB 			SB			
Opposing Lanes
Conflicting Approach Left Conflicting Lanes Left Conflicting Approach Right	2
SB 1
NB			3
NB 1
SB			1
EB 3
WB			1
WB 2
EB			
Conflicting Lanes Right	1			1			2			3			
HCM Control Delay HCM LOS	9.9
A			9.7 
A			14.3
B			8.7
A			
Lane
Vol Left, %		NBLn 1
97%	EBLn 1 100%	EBLn2 0%	EBLn3 0%	WBLn1
5%	WBLn2
0%	SBLn1
6%					
Vol Thru, %
Vol Right, %		1% 
2%	0%
0%	100%
0%	0%
100%	95%
0%	85%
15%	4%
91% 					
Sign Control		Stop	Stop	Stop	Stop	Stop	Stop	Stop					
Traffic Vol by Lane		238	54	20	185	42	47	53					
LT Vol		232	54	0	0	2	0	3					
Through Vol		2	0	20	0	40	40	2					
RT Vol		4	0	0	185	0	7	48					
Lane Flow Rate		274	62	23	21 3	48	54	61					
Geometry Grp		7	7	7	7	8	8	7					
Degree of Util (X)		0.469	0.109	0. 037	0.302	0. 086	0. 094	0.092					
Departure Headway (Hd)		6.1 75	6.294	5. 822	5.1 13 	6.437	6. 272	5.41 4					
Convergence, Y/N		Yes	Yes	Yes	Yes	Yes	Yes	Yes					
Cap		585		619 	708	557	572	662					
Service Time		3.899	3.994	3. 522	2.813 	4. 175 	4.01	3. 145					
HCM Lane VIC Ratio		0.468	0.108	0. 037	0.301	0. 086	0. 094	0.092					
HCM Control Delay		14.3 	9.8	8.7 	10 	9.8 		8.7					
HCM Lane LOS		B	A	A	A	A	A	A					
HCM 95th-tile Q		2.5	0.4	0.1 	1. 3	0.3 	0.3 	0.3					

Lane Configurations	'i

WBL

WBT	WBR	NBL
tft.

NBT	NBR
4

SBL	SBT	SB
4

NB 

Existing Stop Control 08/30/2018 Existi ng Geometry JTR

Synchro 1 O Report
Page 1

18-2901 Chelonia Parkway & Bonnet Creek Resort Lane	Page | 79
Multi-Way Stop  Analysis

 	Luke Transportation Engineering Consultants, Inc.	

This Page Intentionally Left Blank

Page | 80	18-2901 Chelonia Parkway & Bonnet Creek Resort Lane
Multi-Way Stop  Analysis

tee

luke
transp.ortat.ion engineering
consultants

[ m ailing address]
po box 941556 maitland tlorida 32794-1556

transportation engineering
+
planning

29 east pine street orlando tlorida 32801
[ phone ] 407 423 8055	[ fax] 407 423 8022