HomeMy WebLinkAboutOrdinance 98-11
ORDINANCE NO. 98-11
AN ORDINANCE OF THE CITY OF OCOEE, FLORIDA
RELATING TO AMENDING THE OCOEE LAND DEVELOPMENT
CODE, CHAPTER 180 OF THE OCOEE CITY CODE AS THEY
RELATE TO TRANSPORTATION PLANNING; APPROVING THE
ACCESS MANAGEMENT AND INTERSECTION OPERATIONS
STUDY FOR STATE ROAD 50 AND ITS INTERSECTING ROADS
BETWEEN GOOD HOMES ROAD AND THE FLORIDA
TURNPIKE; ADDING SECTION 6-2.1 ENTITLED "STATE ROAD
50 ACCESS MANAGEMENT AND INTERSECTION
OPERATIONS" OF ARTICLE VI OF CHAPTER 180 OF THE
OCOEE CITY CODE WITH RESPECT TO STATE ROAD 50 AND
THE INTERSECTING ROADS ADDRESSED IN SAID STUDY;
PROVIDING FOR ACCESS MANAGEMENT GENERALLY,
INCLUDING PURPOSE AND INTENT; PROVIDING THAT
DEVELOPMENT WITHIN THE STUDY AREA WILL BE IN
CONFORMITY WITH SAID STUDY; PROVIDING A PROCEDURE
FOR OBTAINING WAIVERS FROM THE PROVISIONS OF SAID
STUDY; PROVIDING FOR SEVERABILITY; PROVIDING AN
EFFECTIVE DATE.
WHEREAS, pursuant to the provisions of Chapter 163, Florida Statutes, the
Ocoee Planning and Zoning Commission, acting as the Local Planning Agency of the City (the
"LPA") has held an advertised public hearing on June 18, 1998 to review and consider the Access
Management and Intersection Operations Study for SR 50 from Good Homes Road to the Florida
Turnpike, as prepared by TransCore (the "Study"); and
WHEREAS, after consideration of the comments raised at the public hearing, the
LPA recommended that the City Commission adopt by ordinance the Study; and
WHEREAS, pursuant to Chapter 163 and Section 166.041(3)(c), Florida Statutes,
the Ocoee City Commission held advertised public hearings on July 7, 1998 and on July 21,
1998 to receive public comment on this Ordinance and the Study; and
WHEREAS, the City Commission of the City of Ocoee finds and determines that
this Ordinance is consistent with and implements the City of Ocoee Comprehensive Plan and that
adoption of this Ordinance is in the best interest of the City of Ocoee.
NOW, THEREFORE, BE IT ENACTED BY THE CITY COMMISSION OF THE
CITY OF OCOEE, FLORIDA, AS FOLLOWS:
SECTION 1. The City Commission of the City of Ocoee has the authority to
adopt this Ordinance pursuant to Article VIII of the Constitution of the State of Florida and
Chapters 163 and 166, Florida Statutes.
SECTION 2. The City Commission hereby accepts the Access Management
and Intersection Operations Study for SR 50 from Good Homes Road to the Florida Turnpike,
dated Revised July 1998, as prepared by TransCore (the "Study"). The Study is hereby
incorporated by reference and made a part of this Ordinance. The City Commission hereby
determines that revisions to the Study may hereafter be made by Resolution adopted by the
Ocoee City Commission at a public hearing preceded by at least ten (10) days notice prior to
adoption in a newspaper of general circulation in the City.
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SECTION 3.
Section 6-2.1 of Article VI of Chapter 180 of the Code of
Ordinances of the City of Ocoee, Florida, is hereby adopted as follows:
Section 6-2.1 STATE ROAD 50 ACCESS MANAGEMENT AND
INTERSECTION OPERA nONS
A. Access Management Generally.
(1) Purpose and Intent. The purpose of the Access Management and
Intersection Operations Study for SR 50 from Good Homes Road to
the Florida Turnpike, dated Revised July 1998, as prepared by
TransCore, as it may from time to time be revised by Resolution of the
City Commission of the City in accordance with the procedures set
forth in this Ordinance No. 98-11 ("the Study") is to maintain
adequate traffic flow and safety along State Road 50 and its
intersecting roads between Good Homes Road and the Florida
Turnpike. The intent of the Study is to provide guidelines for
development review and approval regarding access and other
improvements as well as to provide a framework for determining
traffic impact analysis. The Study is intended to be used by the City
to coordinate with other governmental agencies as a means to identify
needed transportation related improvements and to obtain funding for
said improvements.
(2) Conformity with the Study. All new development and redevelopment
within the City along State Road 50 and its intersecting roads between
Good Homes Road and the Florida Turnpike shall be approved by the
City in conformity with the Study (the "Study Area"). The Study Area
is depicted in Exhibit" A " attached hereto and by this reference made
a part hereof.
(a) All points of access, ingress, and egress for all new development
and redevelopment within the Study Area and the corporate limits
of the City shall conform to the Study.
(b) Any improvements to intersections required in conjunction with
new development and redevelopment within the Study Area and
the corporate limits of the City shall conform to the Study.
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B. Procedure for Obtaining Waivers from the Study.
(1) The findings and recommendations of the Study shall be presumed to
be conclusive based upon the research and analysis conducted to
prepare the Study.
(2) The City will consider individual requests for waivers from the
provisions of the Study, or any portion thereof, in conjunction with the
review and approval of a preliminary or final site plan application. In
order to obtain a waiver from the Study, the burden of proof shall be
on the applicantto affirmatively allege and demonstrate that:
(a) traffic conditions have changed significantly such that the
recommended improvements are now technically impractical or
not feasible;
(b) conformance with the guidelines of the Study will not improve
traffic flow and safety within the Study Area;
(c) another traffic configuration! improvement will be more effective
in improving traffic flow and safety within the Study Area; and/or
(d) alternative Traffic Management methods will be used by the
applicant to achieve the goals, objectives and standards set forth in
the Study.
The decision of the City Commission shall be final as to whether or not an
applicant has met the burden of proof necessary to obtain a waiver from any
provision of the Study. Waivers, if granted, will be made in conjunction with
the approval by the City Commission of a preliminary or final site plan.
C. Recognition of Existing Agreements.
Nothing herein is intended (1) to abrogate any vested rights which
may have been or may hereafter be granted by the City to an
applicant, (2) to amend or in anyway modify any provision of any
development order, developer agreement or other agreement
entered into with the City prior to the effective date of this
Ordinance, or (3) to modify, amend or in any way negate any
preliminary or final site plan approvals granted by the City prior
to the effective date of this Ordinance; provided, however, that the
City may require as a condition of approval of any revision to a
previously approved preliminary or final site, or any extension
thereof, that such plan be revised so as to conform with this
section to the extent practical.
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SECTION 4.
Severability. If any section, subsection, sentence, clause,
phrase or portion of this Ordinance is for any reason held invalid or unconstitutional by any court
of competent jurisdiction, such portion shall be deemed a separate, distinct and independent
provision and such holding shall not affect the validity of the remaining portion hereto.
SECTION 5.
Effective Date. This Ordinance shall become effective
immediately upon passage and adoption.
PASSEDANDADOPTEDthiS~aYOf J LlL\.f--' 1998.
APPROVED:
CITY OF OCOEE, FLORIDA
(SEAL)
ADVERTISED JUNE 25,1998
AND ADVERTISED JULY 16,1998
READ FIRST TIME JULY 7,1998
READ SECOND TIME AND ADOPTED
~ ~J ,1998 UNDER
AGENDA I EM NO. VI A-
FOR USE AND RELIANCE ONLY BY
THE CITY OF OCOEE, FLORIDA
A~PROVED A~9 FORM AND LEGALITY
this J)..\ day of :.J Ul7 ' 1998.
FOLEY & LARDNER
By: ~~f~
City Attorney
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Figure 1
State Road 50 Study Area
Ocoee Access Management and Intersection Operations Study
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Legend:
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N Proposed Western Beltway
1<.' I Ocoee City Limits
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Exhibit nAn
Final Report
ACCESS MANAGEMENT AND
INTERSECTION OPERATIONS STUDY
SR 50, From Good Homes Road to the Florida Turnpike
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prepared for
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prepared by
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TRANSCoRE
Revised
August 1998
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T ABLE OF CONTENTS
Page
A. INTRODUCTION .......................................................... 1
Existing Conditions ...................................................... 1
B. ACCESS MANAGEMENT ................................................... 3
Access Standards ........................................................ 3
Existing Access Management Conditions ............. . . . . . . . . . . . . . . . . . . . . . . . . 5
ACCESS MANAGEMENT RECOMMENDATIONS .............................. 6
Florida's Turnpike to Maguire Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Maguire Road to Bluford Avenue ........................................... 9
Bluford Avenue to Blackwood A venue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Blackwood Avenue to Clarke Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Clarke Road to West Oaks Mall Drive ...................................... 13
West Oaks Mall Drive to Good Homes Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
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C. INTERSECTION OPERATIONS ............................................. 16
SR 50 and Maguire Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
SR 50 and Bluford Avenue/Old Winter Garden Road. . . . . . . . . . . . . . . . . . . . . . . . . . . 19
SR 50 and Blackwood Avenue ............................................ 20
SR 50 and Clarke Road .................................................. 20
SR 50 at West Oaks Mall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
SR 50 and Good Homes Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
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FUTURE CONDITIONS.................................................... 21
SR 50 and Maguire Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
SR 50 and Bluford Avenue/Old Winter Garden Road. . . . . . . . . . . . . . . . . . . . . . . . . . . 23
SR 50 and Blackwood Avenue ............................................ 23
SR 50 and Clarke Road .................................................. 24
SR 50 at West Oaks Mall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
SR 50 and Good Homes Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
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INTERSECTION IMPROVEMENT RECOMMENDATIONS ......................25
SR 50 and Maguire Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
SR 50 and Bluford Avenue ............................................... 27
SR 50 and Blackwood Avenue ............................................ 27
SR 50 and Clarke Road .................................................. 27
SR 50 at West Oaks Mall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
SR 50 and Good Homes Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
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D. SUMMARY .............................................................. 33
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LIST OF FIGURES
Page
STUDY AREA ......................................................... 2
DAIL Y TRAFFIC VOLUME .............................................. 4
FLORIDA'S TURNPIKE TO MAGUIRE ROAD ..............................8
MAGUIRE ROAD TO BLACKWOOD A VENUE ............................ 10
BLACKWOOD AVENUE TO CLARKE ROAD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CLARKE ROAD TO WEST OAKS MALL DRIVE .......................... .14
WEST OAKS MALL DRIVE TO GOOD HOMES ROAD. . . . . . . . . . . . . . . . . . . . . . 15
INTERSECTION APPROACH VOLUMES ................................. 17
SR 50 AT MAGUIRE ROAD .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
,
SR 50 AT BLUFORD AVENUE ..........................................28
SR 50 AT BLACKWOOD AVENUE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
SR 50 AT CLARKE ROAD .............................................. 30
SR 50 AT WEST OAKS MALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
SR 50 AT GOOD HOMES ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
LIST OF TABLES
Page
LEVEL OF SERVICE BY DELAY ........................................ 18
EXISTING PEAK HOUR CONDITIONS ................................... 19
YEAR 2003 PEAK HOUR CONDITIONS WITH IMPROVEMENTS. . . . . . . . . . . . . 22
F:\PROIECTSIACTlVE\OCOEEIF _SRSOIDRAFT2.WPD
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CITY OF OCOEE
ACCESS MANAGEMENT AND INTERSECTION OPERATIONS STUDY
SR 50 FROM GOOD HOMES ROAD TO THE FLORIDA TURNPIKE
A. INTRODUCTION
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The City ofOcoee requested Science Applications International Corporation (SAIC, formerly
doing business as TransCore) to perform a transportation planning study along the SR 50 corridor
within the City from Good Homes Road to the F,lorida Turnpike interchange. It is the intent of this
study to promote the most efficient traffic operations approach along SR 50 to keep it operating
safely at the greatest capacity, because widening of the roadway is not included in any FDOT Work
Program. This planning effort included two related items:
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Intersection Operation: Six signalized intersections along SR 50 within the City of Ocoee
were studied and recommendations were developed, where appropriate, based upon
qualitative assessments, field reviews and capacity analyses.
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· Access Management: Planning level recommendations have been developed for the
implementation of access management techniques. These recommendations will be used by
the City as a means to regulate access to and from new development.
Based on the access management and intersection operation recommendations, a coordinated
set of recommendations have been identified for the SR 50 corridor from Good Homes Road to the
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Florida Turnpike interchange. These recommendations have been coordinated with the ongoing SR
50 Activity Center Study to ensure both Plan's recommendations are consistent. It should also be
noted that this study is for planning purposes only and is not intended to supplant or affect the City's
Concurrency Management System relating to roadway capacity analyses or detailed transportation
impact analyses.
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Existing Conditions
Figure 1 illustrates the study area. The aerial photography for this figure was taken in early
1998 and represent current conditions. Major developments in the corridor include the West Oaks
Mall, Health Central Hospital and various retail uses at the SR 50 / Maguire Road intersection.
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Traffic count data was collected to identify the peaking characteristics throughout the day.
Figure 2 illustrates that the east and westbound traffic is fairly well balanced throughout the day,
with the peak morning hour measured from 7:00 AM to 8:00 AM. The peak afternoon hour was
identified between 5:00 PM and 6:00 PM. The peak eight hours included the morning peak hour,
plus the hours from noon to 7:00 PM. Based on this information, turning movements were counted
at each of the signalized intersections for the peak eight hours during March, 1998. Copies of the
turning movement counts for each intersection are provided in a separately bound appendix.
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B. ACCESS MANAGEMENT
Access management is the control of vehicular ingress to, and egress from, the roadway. In
the case ofSR 50, the Florida Department of Transportation (FDOT) is the regulating agency, which
must approve any changes in access to this roadway, including driveway connections, median
openings, meeting separators and new intersections with other roadways.
Access Standards
Following the passage of the State Highway System Access Management Act of 1988, FDOT
developed a set of rules and standards for access management. Two rules have been published,
including:
· Rule Chapter 14-96, State Highway System Connection Permits Administrative Process,
and
. Rule Chapter 14-97, State Highway System Access Management Classification System
and Standards.
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Rule 14-97 identifies the minimum standards of access control for roadways on the State
Highway System (including SR 50). Based on the characteristics of the roadway, FDOT assigns an
access classification of 1 through 7, with Class 1 being the most restrictive and Class 7 being the
least restrictive. FDOT has defined the portion of SR 50 within this study as a Class 3 roadway.
Access standards are further defined based on the speed limit of the roadway. Currently, the speed
limit is 45 MPH through the Good Homes Road intersection. From just west of Good Homes Road
to just east of Bluford Avenue, the speed limit increases to 55 MPH. Through the Bluford Avenue
intersection, and to the Turnpike interchange, the speed limit is 45 MPH.
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Figure 2
DAILY TRAFFIC VOLUME
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~ Eastbound --..- Westbound ____ Both Directions
Hour
Ending EB WB Total
1 265 199 464
2 164 131 295
3 112 89 201
4 111 105 216
5 166 186 352
6 384 441 825
7 973 1,032 2,005
8 1,604 1 ,408 3,012
9 1,257 1,232 2,489
10 1,270 1,230 2,500
11 1,298 1,174 2,472
12 1,459 1,259 2,718
1 1,493 1,346 2,839
2 1,471 1,326 2,797
3 1,511 1 ,468 2,979
4 1,792 1,415 . 3,207
5 1,621 1,460 3,081
6 1,764 1,549 3,313
7 1 ,409 1,362 2,771
8 1,103 1,033 2,136
9 909 863 1,772
10 779 785 1,564
11 520 603 1,123
12 453 337 790
Total 23,888 22,033 45,921
Roadway:
Count Source:
Count Station No.:
Count Location:
SR 50
ATe I
43
Maguire to
Old Winter Garden
07/01/97
Count Date:
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Based on the Class 3 designation and the speed limits, the standard for connections to the
roadway and traffic signal spacing are:
. Minimum connection (driveway) spacing is 660 feet for sections with a speed limit greater
than 45 MPH, and 440 feet for sections with a speed limit equal to, or less than, 45 MPH.
This distance is measured from the closest edge of pavement of the first connection to the
closest edge of pavement ofthe second connection).
. Minimum signal spacing is one half mile (2640 feet). This distance is measured from the
centerline to centerline of the signalized intersections.
For the sections of SR 50 with a restrictive (i.e., grass or raised) median, the following
standards for access apply:
. Minimum directional (only left turns from SR 50 allowed) median opening is one-fourth
mile (1320 feet). This distance is measured from centerline to centerline of the openings.
. Minimum full median opening is one half mile (2640 feet). This distance is measured from
the centerline to centerline of the openings.
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It should be noted that if a property cannot meet these minimum standards (typically due to
the amount of frontage) and it does not have reasonable access to SR 50, FDOT would issue a permit
for a single connection. However, adjacent properties under the same ownership are not considered
as separate properties for permitting connections.
Finally, connections, median openings and signals, which were in place prior to the
enactment of the rule, are not required to meet these standards. However, when SR 50 is widened
to six lanes, it is anticipated that the locations of connections will be reevaluated and restrictive
medians will be implemented throughout the corridor. It should be noted that as conditions warrant,
it is possible for variance from these standards to be approved. This will be determined by the City
and FDOT on a case-by-case basis.
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Existinl: Access Manal:ement Conditions
The existing access to SR 50 was reviewed to identify both examples of good access control
and substandard access control.
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Several examples of good access control were identified, including:
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. Shared access drive between Denny's and Goodyear.
. Shared access drive between Dunkin Donuts and Discount Auto Parts.
. Internal access to Arby's, McDonald's and Barnett Bank at the Walmart plaza.
. Shared access drive between the Twisty Treat and Pizza Hut.
. Shared access to Meineke Discount Mufflers and Scotty's.
. Shared access to the Lake Bennett Center.
. Shared internal access to out parcels at the Mall.
. Separation of connections and shared access to out parcels at the Good Homes Plaza.
Some conditions, which do not meet the established FDOT standards, were also identified,
including:
. The used car lot and tire store (one parcel) in the south east quadrant of the Marshall Farms
Road intersection has two wide drives.
. The fruit stand on the north side of SR 50, east of Marshall Farms Road has one continuous
connection approximately 150 feet in length.
. The Denny's restaurant has its own connection to SR 50, as well as a connection via the
roadway between Denny's and Goodyear
. The Shell service station in the southwest quadrant of the Maguire Road intersection has two
connections to SR 50.
. The ABC store west of Bluford Road has two connections.
ACCESS MANAGEMENT RECOMMENDATIONS
Based on the existing conditions and the access classification of SR 50, a Conceptual Access
Management Plan has been developed. This conceptual plan is intended to guide the city and FDOT
as access to and from new development is requested, as well as to identify opportunities for
improving the access management along SR 50. It should also be noted that all driveway
connections should be consistent with Index 515 of the FDOT Roadway and Traffic Design
Standards. The conceptual access management plan is illustrated in the attached exhibits and
described thereafter.
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Florida's Turnpike to Ma~uire Road
Figure 3 illustrates the recommended access management techniques to maximize the
efficiency of the corridor between the Florida's Turnpike and Maguire Road. Highlights of the
recommendations are summarized below:
. Construct a restrictive median on SR 50 with a full access at the roadway between the
Dunkin Donuts and Discount Auto Parts sites. This roadway could eventually be extended
south to intersect with an extended Professional Parkway. This access point may require
signalization, if warranted, some point in the future.
. Full access to the Walmart Plaza could be provided by constructing a new driveway around
the Arby' s to access the median opening that is across from Dunkin Donuts and Discount
Auto Parts.
. The proposed realignment and southern extension of Marshall Farms Road is expected to
include a full access median opening with SR 50, just east of the Turnpike interchange. This
may require signalization if warranted.
. With the construction of the restrictive median, access to SR 50 at all other driveways will
be limited to right turn in - right turn out only, and modified where shown.
. Shared access should be encouraged for all new developments and redevelopment.
. Only one connection should be provided to the used car lot and tire store (one parcel) in the
southeast quadrant ofthe Marshall Farms Road intersection.
. The connection to the fruit stand on the north side ofSR 50, east of Marshall Farms Road
should be reconstructed with parking possibly relocated to the back of the building.
. With the improvements to the SR 50 / Maguire Road intersection, the Shell service station
connection closest to Maguire Road should be eliminated. Furthermore, access control
should be implemented along Maguire Road, north and south of SR 50 to ensure the capacity
of the intersection is maximized. This would include constructing restrictive medians along
Maguire Road, north and south of SR 50.
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Maguire Road to Bluford Avenue
Figure 4 illustrates the recommended access management techniques to maximize the
efficiency of the corridor between Maguire Road and Bluford A venue. Highlights of the
recommendations are summarized below:
· Construct a restrictive median on SR 50, between Maguire Road to Bluford A venue. Due
to the anticipated storage requirements for left turns at Maguire Road and Bluford Avenue,
there will not be sufficient room to provide a median opening between these intersections.
· With the construction of the restrictive median, access to SR 50 at all driveways within this
segment will be limited to right turn in - right turn out only.
· The eastern Pizza Hut connection to SR 50 should be maintained, with cross access to
Hardee's provided near this location.
· Access to the ABC store and 7-Eleven should be revised to reduce the number of driveways
and promote shared access to these developments, as well as to the vacant property just west
of the ABC store.
· With the improvements to the SR 50 and Bluford Road/Old Winter Garden Road
intersection, access control should be implemented along Bluford Road and Old Winter
Garden Road to ensure the capacity of the intersection is maximized. This would include
constructing restrictive medians along the intersecting roadways, north and south of SR 50.
· The 7 Eleven drive to Bluford Road should be relocated to the northwest to a shared
driveway for the ABC Liquor Store.
Bluford Avenue to Blackwood Avenue
Figure 4 also illustrates the recommended access management techniques to maximize the
efficiency of the corridor between Bluford Avenue and Blackwood Avenue. Highlights of the
recommendations are summarized below:
.
Construct a restrictive median on SR 50 with a directional-left access opening located
midway between the Bluford A venue and Blackwood Avenue signals. Depending on the
development of the proposed Walmart site, this access point may eventually warrant
signalization.
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. With the construction of the restrictive median, access to SR 50 via all driveways within this
segment will be limited to right turn in - right turn out only.
. Shared access should be encouraged for all new developments.
. With the improvements to the SR 50 and Blackwood Avenue intersection, access control
should be implemented along Blackwood Avenue to ensure the capacity of the intersection
is maximized. This would include constructing restrictive medians along the intersecting
roadway, north and south of SR 50.
Blackwood Avenue to Clarke Road
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Figure 5 illustrates the recommended access management techniques to maximize the
efficiency of the corridor between Blackwood A venue and Clark Road. Highlights of the
recommendations are summarized below:
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. Construct a restrictive median on SR 50 with a full access opening located approximately
midway between the Blackwood Avenue and Clarke Road signals. This opening would
accommodate an additional north/south roadway in the corridor which would receive
adjacent intersections (i.e., Blackwood Avenue and Old Winter Garden Road). This opening
may warrant signalization in the future.
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With the construction ofthe restrictive median, access to SR 50 via all driveways within this
segment will be limited to right turn in - right turn out only.
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Shared access should be encouraged for all new developments.
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To ensure the capacity of the intersection is maximized, access control should be
implemented along Clarke Road, with shared drives provided to access property to the east
and west of Clarke Road.
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The access for the existing single-family home located north of SR 50 should be relocated
approximately 150 feet to the east.
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Clarke Road to West Oaks Mall Drive
Figure 6 illustrates the recommended access management techniques to maximize the
efficiency of the corridor between Clarke Road and the West Oaks Mall Drive. Highlights of the
recommendations are summarized below:
. Construct a restrictive median on SR 50 with a dual directional median opening located at
the Citrus Oaks Avenue intersection. This opening would permit left turns from SR 50 but
would prohibit left turns from Citrus Oaks A venue. A drive serving property on the north
side of SR 50 should align with this opening and have left turn movements similarly
configured.
. With the construction of the restrictive median, access to SR 50 via all other driveways
within this segment will be limited to right turn in - right turn out only.
. Shared access should be encouraged for all new developments.
West Oaks Mall Drive to Good Homes Road
Figure 7 illustrates the recommended access management techniques to maximize the
efficiency of the corridor between the West Oaks Mall Drive and Good Homes Road. Highlights
of the recommendations are summarized below:
. Construct a restrictive median on SR 50 with a directional-left access median opening
located at the western most drive to the Good Homes Plaza. This will eventually access and
serve the commercial property on the south side of SR 50.
. With the construction of the restrictive median, access to SR 50 via all other driveways
within this segment will be limited to right turn in - right turn out only.
. Shared access should be encouraged for all new developments.
. The existing access to the Viscaya Apartments should be eliminated. Access to the
Apartments should come via Old Cemetery Road, which is located directly east of the
existing access.
. With the improvements to the SR 50 and Good Homes Road intersection, access control
should be implemented along Good Homes Road to ensure the capacity of the intersection
is maximized. This would include constructing a restrictive median along Good Homes
Road, north and south of SR 50.
13
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C. INTERSECTION OPERATIONS
There are six signalized intersections within the study corridor, from Good Homes Road to
the Florida Turnpike interchange. These intersections include:
· SR 50 and Maguire Road;
· SR 50 and Old Winter Garden Road/Bluford Avenue;
· SR 50 and Blackwood Avenue;
· SR 50 at the Ocoee Mall;
· SR 50 and Clarke Road, and
· SR 50 and Good Homes Road.
Figure 8 illustrates the total number of vehicles entering each intersection during the eight
hours counted. Figure 8 also identifies the 60 minute period (by 15 minute intervals) which
experienced the highest volume of traffic. The analysis of existing conditions focused on the highest
I
hour of traffic.
The existing operating conditions of each signalized intersection were evaluated using the
Highway Capacity Software, which is based on the Highway Capacity Manual, published by the
Transportation Research Board. This software estimates the vehicular delay for each intersection,
based upon the existing design of the intersection and peak hour turning-movement traffic counts.
The HCS provides three measures of an intersection's operation - stopped delay per vehicle
(i.e., delay), level of service (LOS) and volume to capacity (VIe). Delay and LOS have a direct
correlation and are related by the thresholds identified in Table 1. The levels of service range from
"A" to "F" with LOS "A" having low delays and LOS "F" having significant delays.
16
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Figure 8
INTERSECTION APPROACH VOLUMES
SR 50 at Maguire Rd.
Peak is 5:30 to 6:30 PM
6,000
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~ 5,000
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~ 4,000
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~ 2,000
:E
~ 1,000
SR 50 at Blackwood Ave.
Peak is 2:30 to 3:30 PM
6,000
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SR 50 at West Oaks Mall
Peak is 5:45 to 6:45 PM
6.000
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~ 5,000
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-
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SR 50 at Blufford Rd.
Peak Is 3:45 10 4:45 PM
6,000
~-----~-
SR 50 at Clarke Rd.
Peak is 5:00 10 6:00 PM
6.000
~~~~~~~~
SR 50 at Good Homes Rd.
Peak is 5:15 to 6:15 PM
6,000
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Table 1
LEVEL OF SERVICE BY DELAY
Level of Service Stopped Delay per Vehicle (seconds)
A 5.0 seconds or less
B 5.1 to 15.0 seconds
C 15.1 to 25.0 seconds
D 25.1 to 40.0 seconds
E 40.1 to 60.0 seconds
F more than 60.0 seconds
The intersection's V/C ratio should also be considered in determining its operational
characteristics. It is important to note that an intersection's V/C ratio is not the same as typically
used for a roadway V /C ratio. The V /C ratio is a good measure of the efficiency of the intersection
and it is heavily influenced by the overall cycle length of the signal. For example, a V/C ratio of
0.95 typically represents a highly efficient intersection and does not necessarily translate into high
delays. As a general rule of thumb, if the LOS is acceptable and the V/C ratio is 0.95 or less, the
intersection is operating well. However, if the V/C ratio is greater than 1.0 and the cycle length is
high (120 seconds or more), the intersection is probably experiencing significant problems, even if
the LOS is showing acceptable conditions.
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The results of the intersection analysis for SR 50 are provided in a separately bound appendix
and are summarized in Table 2.
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Table 2
EXISTING PEAK HOUR CONDITIONS
Cycle Intersection Approach Overall Intersection
Intersection Length
EB WB NB SB Delay LOS vIe
Maguire Rd. 100 sec. * * * * * * *
Bluford Ave. 120 sec. C D E E 32.5 D 1.01
Blackwood Ave. 100 sec. B B D C 11.3 B 0.70
Clarke Rd. 120 sec. C D D D 25.3 D 0.74
West Oaks Mall 90 sec. A B nla C 6.6 B 0.52
Good Homes Rd. 11 0 sec. F F * E * * *
Note: * = Cannot be calculated due to high level of congestion.
SR 50 and Maguire Road
SR 50 at Maguire Road is currently operating over capacity to the point that an estimate of
delay cannot be calculated. Existing volumes suggest that the following improvements are needed:
. Second westbound left turn lane - Over 400 vehicles were counted making this left turn
during the peak hour. However, there is only one southbound lane on Maguire Road to
receive this movement. This portion of Maguire Road is planned to be widened to four
lanes; however, no date for construction has been identified. Once this improvement is
constructed, the second westbound lane can be added.
. Second southbound left turn lane - Over 300 vehicles were counted making this left turn
during the peak hour.
SR 50 and Bluford/Old Winter Garden Road
SR 50 at Old Winter Garden Road/Bluford Avenue is currently operating at LOS "D" with
an average delay of 32.5 seconds per vehicle. However, the Critical V IC ratio is over 1.0 (the
19
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calculated value is 1.01). This signifies that there are problems at the intersection, which is
consistent with observations of actual conditions. Some of the existing geometry of the intersection
reduce the capacity. For example, the skew of the intersection makes the eastbound and westbound
left turning movements difficult. Also, the short length of the westbound right turn lane makes it
largely ineffective because vehicles cannot access it due to the que of vehicles traveling westbound.
Furthermore, existing volumes suggest that the following improvement is needed:
. Second northbound left turn lane - Over 300 vehicles were counted making this left turn
during the peak hour.
SR 50 and Blackwood Avenue
SR 50 at Blackwood Avenue is currently operating at LOS "B" with an average delay of only
11.3 seconds per vehicle. The low delay and good level of service is primarily due to a low number
of vehicles turning left at this intersection. Only one approach, the westbound approach, was
identified as having over 100 vehicles turning left during the peak hour (125 vehicles were
observed).
SR 50 and Clarke Road
SR 50 at Clarke Road is currently operating at LOS "D" with an average delay of 25.3
seconds per vehicle. With dual left turn lanes provided for all approaches, except the westbound
approach, this intersection operates with relatively minor delays.
SR 50 at the West Oaks Mall
SR 50 at West Oaks Mall is currently operating at LOS "B" with an average delay of only
6.6 seconds per vehicle. Typically, three legged intersections, such as this one, are more efficient
than four legged intersections due to fewer phases required and less conflicting movements.
Therefore, this intersection operates with only minor delays.
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SR 50 and Good Homes Road
SR 50 at Good Homes Road is currently operating over capacity to the point that an estimate
of delay cannot be calculated. Existing volumes suggest that the following improvements are
needed:
. Second northbound left turn lane - Over 300 vehicles were counted making this left turn
during the peak hour (typically, when the left turn is more than 300 vehicles per hour, a
second left turn lane is warranted). This improvement is planned with the development of
the Lowe's site in the southeast quadrant of this intersection.
Another improvement to the intersection planned with the development of the Lowe's site
is the provision of a separate eastbound right turn lane which will provide additional capacity for
eastbound vehicles turning southbound onto Good Homes Road.
FUTURE CONDITIONS
Future turning movements at the study intersections were estimated based on existing turning
movement counts and traffic impact studies performed by others. These included studies for:
· Health Central;
· Walmart;
· Lowe's
. Esplandae Apartments, and
. Phase II of the Lake Lotta Center.
While the previous analysis of existing conditions focused on the peak hour of the day for
that particular intersection, the future analysis is based on a specific period common to the
intersections. This was necessary because the additional traffic generated by the planned
developments is for the afternoon peak period of SR 50. The common period analyzed generally
represents the hour from 5:00 PM to 6:00 PM. In addition, the existing background traffic is
expected to increase at a rate of two percent per year to the analysis year of2003 (based on the travel
demand model forecast).
21
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With the additional traffic from the planned developments and the increase in background
traffic, all intersections are projected to exceed their capacity to the point that the level of service
cannot be calculated. Therefore, improvements were identified to attempt to bring the operation of
the intersections to acceptable levels of service. Capacity calculations are provided in a separately
bound appendix and summarized in Table 3. As identified in Table 3, even with additional turn
lanes where needed (and where possible), five of the six intersections will still be over capacity.
Table 3
YEAR 2003 PEAK HOUR CONDITIONS WITH IMPROVEMENTS
Intersection Intersection Approach Overall Intersection
<Additional Lanes
Assumed) EB WB NB SB Delay LOS V/C
Good Homes Road (NB, EB1 * * * E * * *
lefts, EB right, NB I & SB
through)
West Oaks Mall (EB left) B C nla D 16.7 C 0.87
Clarke Road (no * * E D * * *
improvements)
Blackwood Avenue (add * C * E * * *
NB, WB lefts)
Blackwood A venue (add F C E E 45.2 E 1.04
WB left, plus signal at
Walmart drive to SR 50)
Bluford Avenue (add NB, * * * * * * *
SB lefts, WB right)
Maguire Road (add NB, SB, * * * * * * *
EB1, WB1lefts, NB, SB
throughs)
Note: * = Cannot be calculated due to high level of congestion.
I = Requires the cross street to be widened to receive the second turn lane
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SR 50 and Maguire Road
As previously identified, based on existing volumes, additional left turn lanes are needed for
the westbound and southbound approaches. With the projected increase in traffic, additional left turn
lanes will be needed for the eastbound and northbound approaches as well. The second left turn
lanes on SR 50 will require Maguire Road to be widened to four lanes, both north and south of SR
50, to receive the additional lane of traffic. This is consistent with the plans to widen Maguire Road
to four lanes. The additional north and south through lanes on Maguire Road will also add capacity
to the intersection. However, even with these improvements, the intersection will exceed its capacity
to the point that the intersection delay, level of service and V/C ratio cannot be calculated.
Additional capacity on SR 50 is needed to produce acceptable conditions.
SR 50 and Bluford Avenue/Old Winter Garden Road
As previously identified, based on existing traffic volumes, a second northbound left turn
lane is currently needed. With the additional traffic projected, a second left turn lane should also be
added on the southbound approach, plus an improved westbound right turn lane (the existing lane
is too short to be effective). Additionally, a southbound right-turn lane should be added. One
additional improvement is warranted, but it is not recommended. A second eastbound left turn lane
is warranted; however, Bluford Avenue would need to be widened to receive the second lane. Due
to the skew of this intersection, a dual left turn movement would be difficult to make and accidents
may result. Therefore, we have not recommended a second left turn lane for this movement. Even
with the additional turn lanes on the northbound, southbound and westbound approaches, the
demand at the intersection will exceed its capacity to the point that the intersection delay, level of
service and V /C ratio cannot be calculated. Additional capacity on SR 50 (i.e., widening SR 50 to
six lanes) is needed to produce acceptable conditions.
SR 50 and Blackwood Avenue
The turning movements at this intersection are anticipated to increase significantly with the
construction ofWalmart and the expansion of Health Central. Furthermore, due to congestion at the
23
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intersections of SR 50 at other north/south roadways, it is likely that Blackwood Avenue will
become an alternate route for vehicle accessing areas to the south. Our initial traffic assignment
assumed that access to the Walmart site will prohibit any left turn out movements onto SR 50 (i.e.,
a directional median opening).
This analysis identified that a second left turn lane is needed on the northbound and
westbound approaches. The additional northbound left turn will require the signal to operate with
split north and southbound phases. However, the intersection will exceed its capacity to the point
that the intersection delay, level of service and V /C ratio cannot be calculated. Additional capacity
on SR 50 is needed to produce acceptable conditions.
In an effort to reduce the demand on the Blackwood Avenue intersection, a second scenario
was considered which assumed a signalized drive on SR 50 serving the Walmart. This would
provide some relief at the Blackwood Avenue intersection and the second northbound left turn lane
may not be warranted (the second westbound left turn would still be needed). However, our analysis
estimates that the conditions at Blackwood A venue would be level of service "E" with a V /C ratio
greater than 1.0. Thus, even if a SR 50 drive to Walmart is signalized, additional capacity on SR 50
is needed to produce acceptable conditions.
In addition, the future demand placed on this intersection will be influenced by the proposed
extension of Blackwood Avenue to the north. A separate planning level analysis was conducted for
the northern extension. This analysis indicates the section of Blackwood Avenue north of SR 50
should be widened to four lanes.
SR 50 and Clarke Road
The intersection at Clark Road already has dual left turn lanes on all approaches except the
westbound approach, which is not expected to warrant an additional turn lane. Separate right turn
lanes are also provided for all approaches, except the northbound approach, which is not expected
to warrant a separate lane. With these improvements already in place, beyond widening SR 50 or
grade separating the intersection, no additional turn lanes are warranted. However, the operation of
the intersection will be over capacity to the point the delay, level of service and V /C ratio cannot be
calculated. Additional capacity on SR 50 (i.e., widening to six lanes), or the grade separation of this
intersection, is needed to produce acceptable conditions.
24
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SR 50 at West Oaks Mall
Based on the projected turning volumes, a second eastbound left turn lane should be added
at the Ocoee Mall. With the addition of this second eastbound left turn lane, this is the only
intersection to operate at an acceptable level of service, at level of service C.
SR 50 and Good Homes Road
As previously identified, a second northbound left turn lane and a separate eastbound right
turn lane are planned for this intersection. Also, Good Homes Road may be widened to four lanes,
from SR 50 to the East-West Expressway (SR 408) bridge. This will allow for the existing
southbound right turn lane to be converted to a through right lane. With the additional traffic
expected, a second eastbound turn lane will also be needed (this will require Good Homes Road to
be widened to receive the second turn lane). If a second northbound through lane is added to Good
Homes Road, north of the intersection, the northbound approach right turn lane can be converted to
a through right lane. However, even with these improvements, the intersection will continue to
exceed its capacity to the point that the intersection delay, level of service and V/C ratio cannot be
calculated. Additional capacity on SR 50 (i.e., widening SR 50 to six lanes) is needed to produce
acceptable conditions.
INTERSECTION IMPROVEMENT RECOMMENDATIONS
Based on the intersection operation analyses, all of the intersections evaluated should be
improved. The specific improvements are described for each intersection.
SR 50 at Maguire Road (see Figure 9)
. Add a second northbound left turn lane
. Add a second southbound left turn lane
. Add a second eastbound left turn lane
. Add a second westbound left turn lane
. Widen Maguire Road to four lanes through the intersection
25
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Figure 9
SR 50 at Maguire Road
Future
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SR50
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SR 50 at Bluford Avenue (see Figure 10)
· Add a second northbound left turn lane
· Add a second southbound left turn lane
. Extend the westbound right turn lane
. Add a southbound right turn lane
SR 50 at Blackwood Avenue (see Figure 11)
. Add a second northbound left turn lane (Note: If a signalized drive is provided accessing
the Walmart property from SR 50, this lane may not be required)
· Add a second westbound left turn lane
. Widen Blackwood Avenue (north) to four lanes
. Construct a new northbound right turn lane
SR 50 at Clarke Road (see Figure 12)
. The maximum number of warranted turn lanes are already provided. Further
improvement will require widening SR 50 and/or grade separating this intersection.
SR 50 at West Oaks Mall (see Figure 13)
. Add a second eastbound left turn lane
SR 50 at Good Homes Road (see Figure 14)
. Add a second northbound left turn lane
. Add a second eastbound left turn lane
. Add a separate eastbound right turn lane
. Widen Good Homes Road to four lanes, through the intersection (provide a through and
through right lane in the northbound and southbound approaches)
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Figure 10
SR 50 at Bluford Avenue
Bluford Avenue
Future
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Figure 11
SR 50 at Blackwood Avenue
Future
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Figure 12
SR 50 at Clarke Road
Future
The maximum number of warranted
turn lanes are already provided.
Further improvements will require
widening SR 50 and/or grade
separating this intersection
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Figure 13
SR 50 at West Oaks Mall
West Oaks Mall
Future
SR50
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Figure 14
SR 50 at Good Homes Road
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D. SUMMARY
Based on this analysis, three basic conclusions can be drawn. First, to achieve acceptable
operation ofSR 50 through the study corridor, SR 50 will need to be widened to six lanes in the near
future. Even with the addition of turn lanes where warranted, five of the six intersections exceed
their capacity by Year 2003. Second, access management should be used to maximize the efficiency
of SR 50. This includes implementing access management strategies as soon as possible, as well
as when SR 50 is widened. And third, additional north/south roadways are needed to help relieve
intersections which experience high turning volumes.
Currently, the widening ofSR 50 is in the METROPLAN ORLANDO 2020 Transportation
Plan; however, no improvements are programmed within the next five years. Even if funding is
programmed in the sixth year, time to design and build the improvements will push the opening date
of a widened SR 50 out several years. In recognition of the need for improvements and the timing
required to widen SR 50, a set of improvements have been identified which can be implemented
prior to the widening of SR 50 to six lanes. These improvements would include:
. constructing intersection improvements to address existing and near term needs;
. constructing a median and other access management techniques to maximize the efficiency
of the roadway, and
. constructing additional north/south roadways to help relieve the demand placed on existing
intersections.
Even with these improvements, SR 50 may operate under unacceptable conditions.
Therefore, the City of Ocoee should continue efforts toward widening SR 50. These efforts should
include communicating the findings of this analysis to FDOT and METROPLAN ORLANDO and
requesting that the widening of SR 50 receive a high priority in the development of the
Transportation Improvement Program.
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