March 2014 Traffic Analysis and Roundabout Concept Development

Home , Alley, Roundabout

Traﬃ c Analysis and Roundabout Concept Development for San Marco Avenue (SR A1A)/ Prepared for: San Carlos Avenue/May Street St. Augustine, Florida Revised, March 2014

Florida Department of Transportation District Two Prepared by: HDR Engineering, Inc.

TRAFFIC ANALYSIS AND ROUNDABOUT CONCEPT DEVELOPMENT

FOR SAN MARCO AVENUE (SR A1A) AT SAN CARLOS AVENUE/MAY STREET

ST. AUGUSTINE, FLORIDA

PREPARED FOR: Florida Department of Transportation District Two

PREPARED BY: HDR Engineering, Inc. 265 SW Malone Street, Suite 111 Lake City, FL 32025-0018

Revised, March 2014

TABLE OF CONTENTS

Page

Introduction ...... 1

Traffic Data Collection ...... 1 Field Review ...... 3

Operational Analysis Results ...... 10

Traffic Analysis Summary and Conclusions ...... 16

Conceptual Design ...... 18

Appendices ...... 19

Appendix A – Traffic Analysis

Appendix B – Roundabout Design Criteria

Appendix C – Roundabout Conceptual Design Plans

Appendix D – WB-50 Vehicle Paths

Appendix E – LRE Construction Cost Estimate

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St

LIST OF TABLES

Page

Table 1 - Weekday versus Saturday Total Intersection Volume Comparison ...... 1

Table 2 – Intersection Operational Analysis Summary ...... 11

Table 3 – Roundabout vs. Signalized Intersection Delay Thresholds by LOS ...... 12

Table 4 – Queue Analysis Summary ...... 12

Table 5 – Travel Time Comparison ...... 15

Table 6 – Roundabout Construction Cost and Right of Way Impacts ...... 18

LIST OF FIGURES

Page

Figure 1 - Site Location Map ...... 2

Figure 2 – Existing Intersection Geometry ...... 5

Figure 3 – Intersection Signal Phasing ...... 6

Figure 4 – Trolley and Boat Traffic ...... 7

Figure 5 – Westbound Queue between US 1 and San Marco Avenue ...... 7

Figure 6 – Westbound Queue on May Street ...... 8

Figure 7 – Predominant Movements and Maximum Observed Queuing ...... 9

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St

INTRODUCTION

The following memorandum documents the analysis conducted in support of a study to determine the need and viability of a single-lane modern roundabout at the intersections of San Marco Avenue (SR A1A) with San Carlos Avenue and May Street (SR A1A) located in St. Augustine, St. Johns County, Florida. Figure 1 shows the location of the study intersections.

TRAFFIC DATA COLLECTION

Eight-hour intersection turning movement counts were conducted at the San Marco Avenue intersections at San Carlos Avenue and May Street on Saturday, August 31st, 2013 and Tuesday, September 10th, 2013 to document the traffic volumes on both a peak holiday weekend as well as a typical weekday. As shown in Table 1, the total weekday PM peak hour volumes are very similar to the total Saturday PM peak hour volumes, while the total Saturday AM peak hour and midday peak hour (MD) traffic is 15 to 20 percent higher than the total weekday AM and MD traffic.

Table 1 - Weekday versus Saturday Total Intersection Volume Comparison

San Marco Ave / San Carlos Peak San Marco Ave / May St Ave Hour Period Weekday Saturday % Diff Weekday Saturday % Diff AM 1474 1771 20% 1254 1475 18% MD 1555 1792 15% 1335 1545 16% PM 1795 1784 -1% 1529 1507 -1%

Subsequent to the initial traffic counts, an additional eight-hour turning movement count was conducted at the adjacent signalized intersection at US 1/San Carlos Avenue on Wednesday, January 8, 2014. This count data was collected to allow the US 1 intersection to be incorporated into the roundabout analysis to determine if it would be negatively impacted by queuing extending east from the US 1 intersection, which is located approximately 370 feet to the west of the San Marco Avenue/San Carlos Avenue intersection. To allow the US 1 intersection traffic data to be correlated to the previously collected traffic data, an additional eight-hour intersection turning movement count was completed at the San Marco Avenue/San Carlos Avenue intersection concurrently with the US 1 intersection traffic count. The differences in the San Marco Avenue/San Carlos Avenue intersection count data were used to adjust the US 1 traffic count data to match it to the traffic levels at the San Marco Avenue/San Carlos Avenue intersection from August and September 2013.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 1 PROJECT SITE

Figure 1 | Location Map Sources: Esri, DeLorme, NAVTEQ, USGS, Intermap, iPC, NRCAN, Esri Japan,

As shown in Table 1, the weekday PM peak hour had the highest traffic volumes, while the Saturday PM peak hour volumes were similar to those during the midday peak hour (the highest Saturday volumes). Because the PM peak hour conditions for the weekday and Saturday days represented the worst case traffic conditions, the traffic analysis and simulation was limited to just the PM peak hour. Figure A-1 and Figure A-2 in Appendix A show the PM peak hour volumes at the three study intersections for the existing weekday and holiday weekend day conditions, respectively. Figure A-3 and Figure A-4 in Appendix A present the same PM peak hour traffic volumes for the existing weekday and holiday weekend day conditions, respectively, but with the two San Marco Avenue intersections converted to a single lane, five-leg roundabout.

Field Review

A field review was conducted on Saturday, August 31st, 2013 to evaluate the operations of the study intersection over the Labor Day weekend. The field review documented the operating conditions of the study intersections; verified geometric characteristics, signage and traffic signal phasing; and, documented the predominant movements at the intersection and queuing observed. The following subsections present a summary of the field observations.

Roadway Network

San Marco Avenue (SR A1A) has two closely-spaced intersections at San Carlos Avenue and May Street (SR A1A) which are controlled by two signals. The signals are operated under one controller and have coordinated timing and phasing. The US 1 / San Carlos Avenue intersection, located approximately 370 feet west of the San Marco Avenue/San Carlos Avenue intersection also operates in coordination with these two signals. Downtown St. Augustine is located approximately one mile to the south and the intersections provide a vital link for motorists traveling north-south on San Marco Avenue and east-west between US 1 to the west and the beaches to the east. Two of the study roadways are designated as SR A1A, as the alignment comes from the south on San Marco Avenue and turns east on May Street and heads towards the beaches.

Roadway Characteristics

San Marco Avenue, San Carlos Avenue and May Street are all two-lane, undivided roadways with low posted speeds ranging from 20 to 30 mph. The drainage systems include both closed (curb and gutter) and open (sheet flow into swales) systems. US 1 is a four-lane divided highway with a posted speed of 40 mph in the vicinity of the San Carlos Avenue intersection.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 3

Intersection Geometry

The junction of San Marco Avenue with San Carlos Avenue and May Street is formed by the San Carlos Avenue and May Street east-west roadways intersecting the north-south San Marco Avenue roadway. May Street and San Marco Avenue form a T-intersection that is located approximately 160 feet north of the four-leg San Carlos Avenue and San Marco Avenue intersection.

At the May Street intersection, there are currently exclusive turn lanes provided for the northbound right turn (channelized), southbound left turn, and westbound left turn. At the San Carlos Avenue intersection, there is an exclusive turn lane provided for the northbound left turn. The US 1 / San Carlos Avenue intersection provides an exclusive southbound left turn lane, but only a single westbound lane on San Carlos Avenue. Figure 2 illustrates the existing intersection geometry.

Intersection/Signal Operations

The two signalized intersections forming the San Marco Avenue / San Carlos Avenue/ May Street junction operate on one controller with coordinated timings and phasing. The May Street intersection includes protected + permissive phasing for the southbound left turn, and has three phases: southbound (with protected southbound left turn), northbound/southbound, and westbound. The San Carlos Avenue intersection operates with two phases: northbound/southbound and eastbound/westbound. The signal phasing for the two intersections is shown in Figure 3. The westbound movement at May Street is coordinated with the southbound through movement at San Carlos Avenue. Similarly, the eastbound movement at San Carlos Avenue is coordinated with the northbound through movement at May Street.

Field Review Observations

Located just to the south of the study intersections are a few sightseeing trolley tour operators. These tours operate rubber tire, open-air trolley vehicles that frequently travel through the study intersections. In addition, boat traffic utilizes the intersections to access the beaches from US 1 and vice versa. Figure 4 provides examples of the trolley and boat traffic observed during the field review.

Significant queuing was observed on San Carlos Avenue between US 1 and San Marco Avenue. This segment is approximately 370 feet in length and during the field review, queued vehicles were observed to occupy the segment in both directions (see Figure 5). These queues resulted in the segment being completely filled at times during the red phase; however, queue spillback into the through lanes on US 1 and San Marco Avenue was not observed. In addition, queues 15 vehicles or more were also observed on the westbound approach at the May Street intersection. These queues were observed to extend beyond the westbound left turn storage of approximately 210 feet (see Figure 6).

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 4 NOT TO TO SCALE NOT

Figure subtitle here Figure

MAY ST ST MAY MAY

SAN CARLOS AVE AVE CARLOS CARLOS SAN SAN

SAN MARCO AVE

SAN CARLOS AVE AVE CARLOS CARLOS SAN SAN

U.S. 1 Existing Intersection Speeds Geometry and Posted U.S. 1 Figure 2 | Figure A B C D

San Marcos Ave San Marcos May St Ave San Marcos May St Ave San Marcos May St Ave San Marcos May St

San Carlos Ave San Carlos Ave San Carlos Ave San Carlos Ave

LEGEND: Red Signal Phase Green Signal Phase Protected Left Turn Phase Permissive Left Turn Phase

Figure 3 | Intersection Signal Phasing

Figure 4 – Trolley and Boat Traffic

Figure 5 – Westbound Queue between US 1 and San Marco Avenue

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Figure 6 – Westbound Queue on May Street

Predominant Movements

During the field review it was observed that a significant portion of the westbound left turning traffic at the May Street intersection, turned right at the San Carlos Avenue intersection. Similarly, it was also observed that more than one-half of the eastbound left turning traffic at the San Carlos Avenue intersection turned right at the May Street intersection. This indicated that there is a strong east-west desire path between US 1 and SR A1A headed to and from the beaches. Figure 7 illustrates these movements, as well as the maximum number of vehicles observed in queues.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 8 NOT TO TO SCALE NOT

Figure subtitle here Figure

MAY ST ST MAY MAY

Predominant Movement

SAN CARLOS AVE AVE CARLOS CARLOS SAN SAN

SAN MARCO AVE

10 10

4 4

15 15

8 8

7 7

9 9

SAN CARLOS AVE AVE CARLOS CARLOS SAN SAN

9 9

10 10

U.S. 1 Predominant Movements & Maximum Queuing Observed Movements Predominant U.S. 1 Max. Queue Observed X LEGEND: Figure 7 | Figure

OPERATIONAL ANALYSIS RESULTS

The traffic operations of four alternatives were evaluated for this study, including the following:

 No Build – existing signalized intersections with no improvements  Build Alternative 1 – existing signalized intersections with an additional westbound left turn lane at the US 1 / San Carlos Avenue intersection  Build Alternative 2 – existing signalized San Marco Avenue intersections at San Carlos Avenue and May Street replaced with a single lane roundabout  Build Alternative 3 – single lane roundabout from Build Alternative 2 with an additional westbound left turn lane at the signalized US 1 / San Carlos Avenue intersection

The existing signal timings were obtained from the Florida Department of Transportation (FDOT). Based on the signal timing data and the existing traffic volumes shown in Appendix A, the four alternatives were evaluated using PTV VISSIM, version 5.4. The simulation model for the No Build Alternative was calibrated to the extent possible based on the field observations made, as well as initial intersection analysis results using Synchro version 8.0.

It is acknowledged that the simulation of the roundabout alternatives is not based on a calibrated simulation model. However, one of the key parameters for this model, roundabout entry speed, was set to match guidance from the National Cooperative Highway Research Program (NCHRP) Report 672, Roundabouts: An Informational Guide, 2nd Edition. This guide recommends a desirable maximum entry design speed of 20 to 25 mph for single lane roundabouts. To replicate that design speed, the model input speed was set to a range of 15 to 18 mph, which would match the speeds of most drivers at a single lane roundabout in an urban environment.

The results of the operational analysis are tabulated in Table 2, which shows the average delay per vehicle and the level of service (LOS) for each approach at the three intersections evaluated during both the weekday PM peak hour and Saturday PM peak hour. It should be noted that the LOS delay thresholds for a roundabout are more conservative than those of a signal since the roundabout is considered an unsignalized intersection in the 2010 Highway Capacity Manual (HCM) methodology. A comparison of the LOS delay thresholds for signalized and unsignalized intersections is presented in Table 3. In addition to the LOS analysis, a queue analysis was conducted to compare the existing maximum queues under signal control to the maximum queues anticipated with the roundabout alternative. Queuing results are presented in Table 4.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 10

Table 2 – Intersection Operational Analysis Summary

Weekday PM Saturday PM Delay Delay Delay Delay (sec/ (sec/ (sec/ (sec/ Intersection Approach veh) LOS veh) LOS veh) LOS veh) LOS

Signal Alternatives: No Build Build Alt. 1 No Build Build Alt. 1 WB 39.0 D 39.0 D 53.0 D 53.0 D NB 5.0 A 4.0 A 5.0 A 5.0 A May St SB 21.0 C 21.0 C 23.0 C 23.0 C Overall 18.0 B 18.0 B 25.0 C 25.0 C EB 36.0 D 40.0 D 55.0 D 53.0 D WB 40.0 D 38.0 D 39.0 D 39.0 D San Carlos Ave NB 19.0 B 19.0 B 20.0 B 20.0 B SB 3.0 A 3.0 A 3.0 A 3.0 A Overall 15.0 B 16.0 B 19.0 B 18.0 B WB 47.0 D 41.0 D 44.0 D 42.0 D US 1/ NB 12.0 B 8.0 A 10.0 A 7.0 A San Carlos Ave SB 8.0 A 6.0 A 8.0 A 5.0 A Overall 14.0 B 10.0 A 11.0 B 9.0 A

Roundabout Alternatives: Build Alt. 2 Build Alt. 3 Build Alt. 2 Build Alt. 3 EB 12.0 B 10.0 A 17.0 C 15.0 B San Carlos Ave WB 31.0 D 26.0 D 28.0 D 21.0 C NB 20.0 C 17.0 C 16.0 C 16.0 C San Marco Ave SB 14.0 B 11.0 B 19.0 C 18.0 C May St WB 9.0 A 9.0 A 8.0 A 8.0 A Overall 15.0 B 12.0 B 15.0 B 14.0 B WB 42.0 D 37.0 D 44.0 D 42.0 D US 1/ NB 12.0 B 8.0 A 9.0 A 6.0 A San Carlos Ave SB 8.0 A 5.0 A 7.0 A 4.0 A Overall 13.0 B 10.0 A 11.0 B 8.0 A

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 11

Table 3 – Roundabout vs. Signalized Intersection Delay Thresholds by LOS

Control Delay (sec/veh) LOS Signals Roundabouts A ≤ 10 ≤ 10 B > 10 - 20 > 10 - 15 C > 20 - 35 > 15 - 25 D > 35 - 55 > 25 - 35 E > 55 - 80 > 35 - 50 F > 80 > 50

Table 4 – Queue Analysis Summary

Signal Alternatives Roundabout Alternatives Roadway Approach Queue (ft) Queue (ft) Queue (ft) Queue (ft) Weekday PM: No Build Build Alt. 1 Build Alt. 2 Build Alt. 3 WB 410 420 260 300 May St NB 190 180 N/A N/A SB 320 330 N/A N/A EB 340 370 210 180 WB 50 50 50 50 San Carlos Ave NB 260 270 N/A N/A SB 170 170 N/A N/A NB N/A N/A 600 540 San Marco Ave SB N/A N/A 500 400 WB 360 120 370 120 US 1/ NB 390 280 310 270 San Carlos Ave SB 200 170 200 170 Saturday PM: No Build Build Alt. 1 Build Alt. 2 Build Alt. 3 WB 670 670 230 230 May St NB 140 160 N/A N/A SB 370 360 N/A N/A EB 440 460 260 240 WB 50 50 40 40 San Carlos Ave NB 250 260 N/A N/A SB 170 180 N/A N/A NB N/A N/A 470 470 San Marco Ave SB N/A N/A 570 510 WB 340 90 320 100 US 1/ NB 320 230 240 170 San Carlos Ave SB 250 220 250 160

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As shown in Table 2, the existing signalized intersections (No Build Alternative) are currently operating acceptably at LOS B or better during the weekday PM peak hour and at LOS C or better during the Saturday PM peak hour. The worst individual approach results are for westbound May Street at San Marco Avenue and eastbound and westbound San Carlos Avenue, with these movements operating at LOS D during both weekday and Saturday PM peak hours. In Build Alternative 1, the addition of a second westbound left turn lane at the US 1 / San Carlos Avenue intersection is projected to decrease the average delay for each movement at that intersection, resulting an improvement in overall LOS from B to A on both weekday and Saturday PM peak hours. However, the improvement at the US 1 intersection is not projected to have a significant impact at the other two San Marco Avenue intersections, as delay and LOS at those intersections are essentially unchanged within the statistical difference of 10 simulation runs.

Table 2 shows that the roundabout (Build Alternative 2) is projected to operate at LOS B for both weekday and Saturday PM peak hours with all approaches anticipated to be at LOS D or better. The lone approach anticipated to be at LOS D with the roundabout is westbound San Carlos Avenue, although it should be noted that the average delay values would put the approach within the LOS C range for a signalized intersection. The roundabout results represent a decrease in average delay for nearly all movements compared to the signalized intersection conditions. The one exception is for northbound San Marco Avenue during the weekday PM peak hour, which shows an increase in average delay from 19 seconds per vehicle with signal control to 20 seconds per vehicle with the roundabout. Other movements during the weekday PM peak hour have decreases in delay compared to the No Build Alternative ranging from 23% for westbound San Carlos Avenue to 77% for westbound May Street. The decreases in average delay are even larger for the Saturday PM peak hour as compared to the No Build Alternative, ranging from 17% for southbound San Marco Avenue to 85% for westbound May Street.

Build Alternative 3 provides similar decreases in delay compared to Build Alternative 1 for the individual approaches at the roundabout – during the weekday PM peak hour, decreases range from 11% to 77%, and during the Saturday PM peak hour, decreases range from 20% to 85%.

Table 4 shows the maximum queues for westbound San Carlos Avenue at US 1 in the No Build Alternative simulation at 360 feet and 340 feet during the weekday and Saturday PM peak hours, respectively. These values match the maximum queuing observed in the field, in which the queues were observed to completely fill the 370 feet of available space between US 1 and San Marco Avenue.

Similar to the delay results, Table 4 shows that the additional westbound left turn lane in Build Alternative 1 would decrease the queuing at the US 1 / San Carlos Avenue intersection for all approaches compared to the No Build Alternative. For westbound San Carlos Avenue, maximum queues would decrease from 340 to 360 feet to 90 to 120 feet.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 13

However, the additional left turn lane at US 1 would have little effect on the queuing at the two San Marco Avenue intersections at May Street and San Carlos Avenue.

The roundabout (Build Alternative 2) would result in decreased queuing on two approaches compared to the No Build Alternative. The queues for westbound May Street and eastbound San Carlos Avenue would decrease by 37% and 38%, respectively, compared to the No Build Alternative during the weekday PM peak hour. The decreases were even more pronounced for the Saturday PM peak hour with decreases on those two approaches of 41% to 66%. However, the roundabout would also result in increased queuing for the northbound and southbound movements along San Marco Avenue, with maximum peak hour queues increasing by 180 to 340 feet on weekdays and 200 to 220 feet on Saturday.

Similar to the results for Build Alternative 1, Table 4 shows that the additional westbound left turn lane at US 1 in Build Alternative 3 would reduce queuing on that approach from 370 feet on weekdays and 320 feet on Saturday in Build Alternative 2, to 120 feet or less. Therefore, westbound queuing would not impact the roundabout in Build Alternative 3 with the additional left turn lane at US 1.

Another metric that can be used to compare the operations of a complex set of intersection configurations is travel times through the study area. For this study, the limits of the travel time segments were defined to maximize the comparison between the two signalized intersections on San Marco Avenue and their replacement with a single lane roundabout. As such, they included the potential queuing on each approach to the signals and the roundabout, but did not extend through the US 1 / San Carlos Avenue intersection in order to limit the influence of the signal and intersection operation on the comparison.

Table 5 presents the travel time comparison, and shows that the travel times are significantly lower for the two roundabout build scenarios. Travel time is approximately 26% lower for the weekday PM peak hour in Build Alternative 2 compared to the No Build Alternative, and 30% for Build Alternative 3 compared to Build Alternative 1. The differences are even larger during the Saturday PM peak at 34% to 35%.

The origin-destination (O-D) matrix used in the simulation, as well as the volume calibration for the base scenario and the VISSIM travel time output for each alternative is provided in Appendix A.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 14

Table 5 – Travel Time Comparison

Average Travel Total Time Per Time Travel Vehicle Period Alternative Time (Hrs) (sec) No Build 30.3 56.0

Weekday Build Alt. 1: Signals; Add WBL Turn Lane at US 1 29.7 55.1 PM Build Alt. 2: Roundabout 22.5 41.6 Build Alt. 3 : Roundabout; Add WBL Turn Lane at US 1 20.5 38.7 No Build 34.1 62.7

Saturday Build Alt. 1: Signals; Add WBL Turn Lane at US 1 33.6 61.7 PM Build Alt. 2: Roundabout 22.4 41.2 Build Alt. 3 : Roundabout; Add WBL Turn Lane at US 1 21.9 40.4

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 15

TRAFFIC ANALYSIS SUMMARY AND CONCLUSIONS

Key observations from the field review and traffic analysis results are summarized as follows:

 The existing signalized intersections (No Build Alternative) are currently operating acceptably at LOS B or better during the weekday PM peak hour, and at LOS C or better during the Saturday PM peak hour. The roundabout (Build Alternative 2) is projected to decrease the average delay at all but one approach and operate at LOS B for both weekday and Saturday PM peak hours.  The San Marco Avenue signals at San Carlos Avenue and May Street are coordinated with the US 1 and San Carlos Avenue signal. During the field review, while queuing was observed on San Carlos Avenue between US 1 and San Marco Avenue, queue spill back into either intersection was not observed. It was noted that if a roundabout were to be installed, there would no longer be coordination and platooning of vehicles between the signals on US 1 and San Marco Avenue; this could cause queuing from the US 1 westbound approach to back up into the roundabout, which could negatively impact its operations. For this reason, Build Alternative 1 and Build Alternative 3 have incorporated an additional westbound left turn lane at the US 1 / San Carlos Avenue intersection.  The results of the No Build Alternative simulation match the maximum queuing observed in the field for westbound San Carlos Avenue in that the maximum queue was observed to completely fill the available space between US 1 and San Marco Avenue. The results of Build Alternative 2 show that the maximum queue during the weekday PM peak hour would be expected to extend back to the roundabout, but not necessarily block traffic within it. The results from the Saturday PM peak hour show slightly shorter queues for westbound traffic at US 1, coming within 50 feet of extending back to the roundabout.  With the roundabout (Build Alternative 2), queuing decreases for east/west movements (May Street, San Carlos Avenue), compared to signalized control, but queuing for the north/south movements (San Marco Avenue) increases. However, the roundabout show lower overall travel time compared to the signalized control alternatives – average travel times are 26% to 30% lower during the weekday PM peak hour and 34% to 35% lower during the Saturday PM peak hour.  A comparison of the results from Build Alternative 3 to Build Alternative 1 shows similar decreases in average delay and queuing to those when comparing Build Alternative 2 to the No Build Alternative. However, the primary benefit of Build Alternative 3 is that the maximum queue for westbound San Carlos Avenue at US 1 is reduced from 370 feet in Build Alternative 2 to only 120 feet during the weekday PM peak hour. Westbound queues are similarly reduced during the Saturday PM peak hour from 320 feet to a maximum of 100 feet.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St 16

 It was noted that the signal phasing for the San Marco Avenue / San Carlos Avenue/ May Street junction utilized in the previously completed St. Augustine Mobility Institute Study differs from the phasing observed in the field and as corroborated upon review of available signalization plans and existing timing data. Specifically, the westbound movement at May Street is currently coordinated with the southbound through movement at San Carlos Avenue and similarly, the eastbound movement at San Carlos Avenue is coordinated with the northbound through movement at May Street. However, the St. Augustine Mobility Institute Study evaluated the signals with the westbound movement at May Street coordinated with the east-west movements at San Carlos Avenue. This phasing is not as efficient as what is currently being used and could explain why the signalized intersection results were worse in the previous study compared to the results in this study.

Based on the results of the analysis, it can be concluded that the proposed roundabout would provide overall improved traffic operations compared to the existing signalized intersections. Further, the construction of an additional westbound left turn lane on San Carlos Avenue at US 1 would provide additional storage that would positively impact the roundabout by ensuring that queues from US 1 will not extend back to the roundabout at SR A1A.

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CONCEPTUAL DESIGN

A conceptual design for Build Alternatives 1, 2 and 3 are presented in Appendix C. The roundabout design shown in Build Alternatives 2 and 3 was laid out per the Roundabout Design Criteria provided in Appendix B. The design vehicle turning movements for the roundabout design were generated using Auto Turn and can be seen in Appendix C. A construction cost estimate for each of the Build Alternatives was created using the FDOT Long Range Estimates (LRE) program and is provided in Appendix D. The results of the LRE Construction Cost Estimate and the estimated Right of Way Impacts for each Build Alternative are tabulated in Table 6.

Table 6 – Roundabout Construction Cost and Right of Way Impacts

LRE Construction Total Estimated Right Build Alternative Cost Estimate Total of Way Impacts Build Alternative 1 $271,940 0.065 AC (left turn lane at US 1 only) Build Alternative 2 $1,161,800 0.042 AC (May St. roundabout only) Build Alternative 3 (the left turn lane at US 1 and the $1,368,540 0.101 AC May St. roundabout)

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APPENDICES

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APPENDIX A

Traffic Analysis

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St NOT TO SCALE San Marcos Ave San Marcos

161 379 227 304 May St 331 409 U.S. 1 U.S.

1 215 465 3 1328 53 66 13 231 4 San Carlos Ave

236 212 1

1362 5 69 24 503

Figure A-1 SR A1A/May St | Existing Weekday PM Peak Hour Volumes NOT TO SCALE San Marcos Ave San Marcos

181 326 251 365 May St 222 439 U.S. 1 U.S.

1528 58 52 153 535 3 7 182 5 San Carlos Ave

224 235 2

1173 2 74 67 433

Figure A-2 SR A1A/May St | Existing Weekend PM Peak Hour Volumes NOT TO SCALE San Marcos Ave San Marcos May St

161 101 202 1 U.S. 1 U.S. 0 1 1328 53 227 66 114 263 2 13 231 4 San Carlos Ave

106 130 1 212 5 69 1362 224 279 24

Figure A-3 SR A1A/May St | Roundabout Weekday PM Peak Hour Volumes NOT TO SCALE San Marcos Ave San Marcos May St

181 78 286 1 U.S. 1 U.S. 3 1 75 249 2 251

1528 58 7 52 5 182 San Carlos Ave

76 148 2 74 235 2 145 288 1173 67

Figure A-4 SR A1A/May St | Roundabout Weekend PM Peak Hour Volumes

Table A-1: Origin-Destination Data for Weekday 6 x 6 101 102 103 104 105 106 sum 101 0 1328 5 1 26 21 1381 102 1362 0 19 4 104 84 1573 103 15 54 0 1 278 225 573 104 3 10 4 0 1 0 18 105 21 74 207 1 0 161 464 106 27 93 258 2 227 0 607 sum 1428 1559 493 9 636 491

Table A-2: Origin-Destination Data for Saturday 6 x 6 101 102 103 104 105 106 sum 101 0 1528 13 0 29 16 1586 102 1173 0 54 2 119 60 1408 103 16 58 0 3 288 145 510 104 2 5 5 0 3 1 16 105 18 62 283 2 0 181 546 106 16 57 252 1 251 0 577 sum 1225 1710 607 8 690 403

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St

Table A-3: VISSIM Volume Calibration Per Movement (Weekday) Demand Served Difference Volume Volume Node # Intersection Direction Movement (vph) (vph) vph % GEH EBL 0 0 0 0.0% 0.0 EB EBT 0 0 0 0.0% 0.0 EBR 0 0 0 0.0% 0.0 WBL 304 315 11 3.6% 0.6 WB WBT 0 0 0 0.0% 0.0 WBR 161 160 -1 -0.6% 0.1 1 May St SBL 227 230 3 1.3% 0.2 SB SBT 379 387 8 2.1% 0.4 SBR 0 0 0 0.0% 0.0 NBL 0 0 0 0.0% 0.0 NB NBT 331 343 12 3.6% 0.7 NBR 409 418 9 2.2% 0.4 ALL 1,811 1852 41 2.3% 1.0 EBL 236 244 8 3.4% 0.5 EB EBT 5 5 0 0.0% 0.0 EBR 24 21 -3 -12.5% 0.6 WBL 4 2 -2 -50.0% 1.2 WB WBT 13 12 -1 -7.7% 0.3 WBR 1 1 0 0.0% 0.0 2 San Carlos Ave SBL 3 3 0 0.0% 0.0 SB SBT 465 485 20 4.3% 0.9 SBR 215 211 -4 -1.9% 0.3 NBL 69 68 -1 -1.4% 0.1 NB NBT 503 515 12 2.4% 0.5 NBR 1 1 0 0.0% 0.0 ALL 1,539 1568 29 1.9% 0.7 EBL 0 0 0 0.0% 0.0 EB EBT 0 0 0 0.0% 0.0 EBR 0 0 0 0.0% 0.0 WBL 231 232 1 0.4% 0.1 WB WBT 0 0 0 0.0% 0.0 WBR 66 62 -4 -6.1% 0.5 US 1/San 3 SBL 53 52 -1 -1.9% 0.1 Carlos Ave SB SBT 1,328 1319 -9 -0.7% 0.2 SBR 0 0 0 0.0% 0.0 NBL 0 0 0 0.0% 0.0 NB NBT 1,362 1361 -1 -0.1% 0.0 NBR 212 211 -1 -0.5% 0.1 ALL 3,252 3237 -15 -0.5% 0.3

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St

Table A-4: VISSIM Volume Calibration Per Movement (Saturday) Demand Served Difference Volume Volume Node # Intersection Direction Movement (vph) (vph) vph % GEH EBL 0 0 0 0.0% 0.0 EB EBT 0 0 0 0.0% 0.0 EBR 0 0 0 0.0% 0.0 WBL 365 378 13 3.6% 0.7 WB WBT 0 0 0 0.0% 0.0 WBR 181 187 6 3.3% 0.4 1 May St SBL 251 254 3 1.2% 0.2 SB SBT 326 330 4 1.2% 0.2 SBR 0 0 0 0.0% 0.0 NBL 0 0 0 0.0% 0.0 NB NBT 222 228 6 2.7% 0.4 NBR 439 448 9 2.1% 0.4 ALL 1,784 1826 42 2.4% 1 EBL 224 226 2 0.9% 0.1 EB EBT 2 1 -1 -50.0% 0.8 EBR 67 57 -10 -14.9% 1.3 WBL 5 6 1 20.0% 0.4 WB WBT 7 5 -2 -28.6% 0.8 WBR 4 2 -2 -50.0% 1.2 2 San Carlos Ave SBL 3 2 -1 -33.3% 0.6 SB SBT 535 551 16 3.0% 0.7 SBR 153 153 0 0.0% 0.0 NBL 74 72 -2 -2.7% 0.2 NB NBT 433 448 15 3.5% 0.7 NBR 2 2 0 0.0% 0.0 ALL 1,509 1525 16 1.1% 0.4 EBL 0 0 0 0.0% 0.0 EB EBT 0 0 0 0.0% 0.0 EBR 0 0 0 0.0% 0.0 WBL 182 178 -4 -2.2% 0.3 WB WBT 0 0 0 0.0% 0.0 WBR 52 49 -3 -5.8% 0.4 US 1/San 3 SBL 58 57 -1 -1.7% 0.1 Carlos Ave SB SBT 1,528 1521 -7 -0.5% 0.2 SBR 0 0 0 0.0% 0.0 NBL 0 0 0 0.0% 0.0 NB NBT 1,173 1186 13 1.1% 0.4 NBR 235 230 -5 -2.1% 0.3 ALL 3,228 3222 -6 -0.2% 0.1

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St

Table A-5: VISSIM Individual Travel Time for each OD Pair (Weekday) Average Travel Time (sec)

No Build No Build Build Alt. 1 Build Alt. 1 Node- Node From To 103-104 South San Marcos San Carlos Ave - - - - 103-105 South San Marcos May St 47.7 47.8 43.6 40.8 103-106 South San Marcos North San Marcos 49.2 49.5 47.7 45.4 103-109 South San Marcos US 1 Intersection 58.7 47.5 56.7 47.7 104-103 San Carlos Ave South San Marcos 74.1 73.8 68.2 61.3 104-105 San Carlos Ave May St - - - - 104-106 San Carlos Ave North San Marcos - - - - 104-109 San Carlos Ave US 1 Intersection 78.8 68.7 72.2 61.3 105-103 May St South San Marcos 71.8 71.5 36.6 36.3 105-104 May St San Carlos Ave - - - - 105-106 May St North San Marcos 55.5 55.4 26.4 26.1 105-109 May St US 1 Intersection 82.1 67.8 35.9 28.8 106-103 North San Marcos South San Marcos 51.9 52 44.3 41.8 106-104 North San Marcos San Carlos Ave 46.9 44.1 33.1 - 106-105 North San Marcos May St 47 46.6 44.4 42.3 106-109 North San Marcos US 1 Intersection 50.6 46.8 43.4 35.8 109-103 US 1 Intersection South San Marcos 60.2 62.4 29.4 28.4 109-104 US 1 Intersection San Carlos Ave 51.4 53.8 28 31.5 109-105 US 1 Intersection May St 63.7 67.5 37.9 35.3 109-106 US 1 Intersection North San Marcos 60.5 64.4 42.3 39.3 Note: Movements with less than 2 vehicles were excluded.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St

Table A-6: VISSIM Individual Travel Time for each OD Pair (Saturday) Average Travel Time (sec)

No Build No Build Build Alt. 1 Build Alt. 1 Node- Node From To 103-104 South San Marcos San Carlos Ave 27.9 28.3 29.6 28.7 103-105 South San Marcos May St 49.5 49.6 39.8 39.7 103-106 South San Marcos North San Marcos 50.4 50.7 44.3 44.4 103-109 South San Marcos US 1 Intersection 55.9 48.7 49.8 46.1 104-103 San Carlos Ave South San Marcos 77.8 81.2 67.5 60.4 104-105 San Carlos Ave May St 73.3 73 54.4 48.5 104-106 San Carlos Ave North San Marcos - - - - 104-109 San Carlos Ave US 1 Intersection 60.3 58 66 54.9 105-103 May St South San Marcos 81.7 81.4 34.9 35 105-104 May St San Carlos Ave - - - - 105-106 May St North San Marcos 68.1 68.1 24.8 25 105-109 May St US 1 Intersection 80.5 78.9 31.3 28 106-103 North San Marcos South San Marcos 53.3 53 48.9 48.8 106-104 North San Marcos San Carlos Ave - - - - 106-105 North San Marcos May St 48.8 48.7 49.1 48.9 106-109 North San Marcos US 1 Intersection 53.4 47.7 46.6 42.5 109-103 US 1 Intersection South San Marcos 81.3 78.9 32 30.3 109-104 US 1 Intersection San Carlos Ave - - - - 109-105 US 1 Intersection May St 82.2 79.9 43.8 41.8 109-106 US 1 Intersection North San Marcos 79 76.5 49.3 47 Note: Movements with less than 2 vehicles were excluded.

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St

APPENDIX B

Roundabout Design Criteria

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St SR A1A / May Street Roundabout Conceptual Design Design Criteria

Roundabout Design Elements Design Standard Project Design Criteria

Design Element Value Source Value Comments 1 Roundabout Entry Design Speed (Urban Single Lane) Maximum 25 mph RIG Exhibit 6-47 15 mph 2 Roundabout Design Vehicle (Arterial) WB-50 RIG Page 6-14 WB-50 3 Roundabout Inscribed Circle Diameter Range (Single Lane, WB-50 Design Vehicle) 105’-150’ RIG Exhibit 6-9 120’ 4 Typical Entry Curve Radii 50’-100’ RIG Page 6-27 80’-130’ 5 Exit Curve Minimum Radii 100’-200’ RIG Page 6-28 100’ 6 Superelevation Entry Curves +0.02 RIG Page 6-83 +0.02 Exit Curves -0.02 RIG Page 6-83 -0.02 7 Pedestrian Accommodations Due to right of way constraints, some

Pedestrian Refuge Minimum Width pedestrian 6’ RIG Exhibit 6-12 6’ Pedestrian Crossing Location crossings are less 25’ from Yield Line RIG Exhibit 6-12 15’-25’ from Yield Line than 25’ from the yield line. 8 Splitter Islands Total Island Minimum Length 50’ RIG Exhibit 6-12 50’ Pedestrian Refuge Length 10’ RIG Exhibit 6-12 10’ 9 Minimum Stopping Sight Distance 15 mph 77’ RIG Exhibit 6-54 77’ 10 Sidewalk Treatments Desired Set Back Distance from EOP 5’ RIG Exhibit 6-63 5’ Minimum Set Back Distance from EOP 2’ RIG Exhibit 6-63 5’ RIG = Roundabout: An Informational Guide, 2010 EOP = Edge of Pavement DS = Design Speed

SR A1A ROUNDABOUT Design Criteria.docx 1 of 1

APPENDIX C

Roundabout Conceptual Design Plans

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St LEGEND EXISTING R/W LINES EXISTING PARCEL LINES PROPOSED R/W LINES AREA OF PROPOSED R/W

N 158 0 10 40

Feet

. . 157

156

+ 97 . 58

TIE TO EXIST. SIDEWALK

S ' R WEST SAN

5 AVENUE ' CARLOS

156 R

U ' 30

' 1

213.7 SF (0.01 AC) OF PROPOSED R/W NEEDED AT WHIRLPOOL BURTON

ELECTRONICS 155

REVISIONS STATE OF FLORIDA SHEET DATE DESCRIPTION DATE DESCRIPTION DEPARTMENT OF TRANSPORTATION CONCEPTUAL PLAN NO. ROAD NO. COUNTY FINANCIAL PROJECT ID BUILD ALTERNATIVE 1 SR A1A ST. JOHNS 434556-1-52-01 1

tarobert 2/24/2014 10:37:38 AM PW:/007357\000000000210363\13.00_CAD\43310813201\roadway\BDPRRD01.dgn S

AN 13

A EET 00 TR . S RC MAY 12 1A /

00 SR A LEGEND + O

EXISTING R/W LINES 10

AV . .

EXISTING PARCEL LINES A 11 T E

PROPOSED R/W LINES S

AREA OF PROPOSED R/W T O

E 10P

S 30

. .

. 01

DAVENPORT

PARK 29

200

800

' SAN AST E E 2' ENU R ' S AV 11 ARLO 35 C

' WEST SAN R

11 E R2' S AVENU ' CARLO 6

' 28

90 .

442.3 SF (0.01 AC) OF 15 S AN PROPOSED R/W NEEDED

AT CORTESSE'S BISTRO M

A RC

CORTESSE'S AV N

BISTRO E 0 10 40 NU

BUILDING NOT SHOWN ON E DUNKIN AERIAL TO BE REMOVED DONUTS Feet /

225.8 SF (0.01 AC) OF S

R PROPOSED R/W NEEDED 27 AT ST. AUGUSTINE A 1 THRIFT STORE RIPLEY'S A SIGHTSEEING TROLLEY

tarobert 2/24/2014 10:37:44 AM PW:/007357\000000000210363\13.00_CAD\43310813201\roadway\BDPRRD01.dgn TIE TO EXIST. SIDEWALK 119.7 SF (0.01 AC) OF 92.2 SF (0.01 AC) OF PROPOSED R/W NEEDED 12' ' S PROPOSED R/W NEEDED 12 ALONG ALLEY 13 A ON VACANT PARCEL 1 N 2

' EET 00 TR

. S M / MAY 12 1 1A

A 00 A

2 SR LEGEND + RC TIE TO EXIST. SIDEWALK '

EXISTING R/W LINES 10 ' 50

O . 1

EXISTING PARCEL LINES A R 1 1

A T

PROPOSED R/W LINES S

T '

AREA OF PROPOSED R/W E O 2 NU

10P ï»¿ â„„ ROUNDABOU R ï»¿â„† SURVEY MAY S

S 30

A . .

30 R

00 R 543.4 SF (0.01 AC) OF . 150

01 ' 130 PROPOSED R/W NEEDED 60 ' R 1 ' R2' 150 ON RESIDENTIAL PARCEL R

' '

R 10 ' ' '

10 180 ï»¿â„† S ' 5' UTILITY R 17 DAVENPORT SAN MARCO 25 17 STRIP (TYP.) ' ' ' PARK AVENUE FDOT OWNED PARCELS 25 5' SIDEWALK (TYP.)

' R110 ' ' 17 R 130 13 R 0' 17' R 150 '

R10 ' 45.1 SF (0.01 AC) OF R R 100 120' INSCRIBED PROPOSED R/W NEEDED

180 ' ' 29 60 R CIRCLE DIAMETER ALONG ALLEY ' ' 4 ' 6 360.5 SF (0.01 AC) OF ' 80 ' 25 R 0 14 ' 0 PROPOSED R/W NEEDED ' 1 R ON RESIDENTIAL PARCEL 15 ' NOTE: ALL RADII ' FDOT OWNED PARCEL 16 ARE 1' UNLESS 20

R ' OTHERWISE NOTED. ' 1 15 ' 5 ' 0 10 25 ' CENTRAL ' 150

10 R AN 130 16 ISLAND 10 S 110 ' ST ' EA '

2 ' R R E ' 3" RAISED AVENU ' 37 ' S ' 1 16 LO CONCRETE 2 CAR R 0 ' ' ' 16 APRON

11 00' R2 17

' ' T SAN ' ' ' WES 6 '

' 20 11 55 ' 180 ' R ' E R 40 S AVENU ' RLO 6 R CA R 281 200 180 ' 80 ' '

R R ' R 1 R 58 00

10 28 '

. 362.6 SF (0.01 AC) OF 15 PROPOSED R/W NEEDED 309.5 SF (0.01 AC) OF S PROPOSED R/W NEEDED AT CORTESSE'S BISTRO AN AT DUNKIN' DONUTS

M A 0' 15 RC R N CORTESSE'S O BISTRO AV 0 10 40 E DUNKIN BUILDING NOT SHOWN ON NU Feet AERIAL TO REMAIN R DONUTS E 2 '

S 27 R 6'

RIPLEY'S A SIGHTSEEING 1 A ' ' TROLLEY 12 12

REVISIONS STATE OF FLORIDA SHEET DATE DESCRIPTION DATE DESCRIPTION DEPARTMENT OF TRANSPORTATION CONCEPTUAL PLAN NO. ROAD NO. COUNTY FINANCIAL PROJECT ID BUILD ALTERNATIVE 2 SR A1A ST. JOHNS 434556-1-52-01 3

tarobert 2/24/2014 10:37:51 AM PW:/007357\000000000210363\13.00_CAD\43310813201\roadway\BDPRRD01.dgn 6'

' ' RIPLEY'S 6 12 ' SIGHTSEEING 12

TROLLEY 26

LEGEND EXISTING R/W LINES EXISTING PARCEL LINES PROPOSED R/W LINES AREA OF PROPOSED R/W ï»¿ â„„ ROUNDABOU

S AN

25 M

A RC

E NU

S R

A 1

A 24

0 10 40

Feet 23

tarobert 2/24/2014 10:37:58 AM PW:/007357\000000000210363\13.00_CAD\43310813201\roadway\BDPRRD01.dgn LEGEND EXISTING R/W LINES EXISTING PARCEL LINES PROPOSED R/W LINES AREA OF PROPOSED R/W ï»¿ â„„ ROUNDABOU

N 158

0 10 40

Feet

. . 157

156

+ 97 . 58

TIE TO EXIST. SIDEWALK

S ' R WEST SAN

5 AVENUE ' CARLOS

156 R

U ' 30

' 1

213.7 SF (0.01 AC) OF PROPOSED R/W NEEDED AT WHIRLPOOL BURTON

ELECTRONICS 155

REVISIONS STATE OF FLORIDA SHEET DATE DESCRIPTION DATE DESCRIPTION DEPARTMENT OF TRANSPORTATION CONCEPTUAL PLAN NO. ROAD NO. COUNTY FINANCIAL PROJECT ID BUILD ALTERNATIVE 3 SR A1A ST. JOHNS 434556-1-52-01 5

tarobert 2/24/2014 10:38:05 AM PW:/007357\000000000210363\13.00_CAD\43310813201\roadway\BDPRRD01.dgn TIE TO EXIST. SIDEWALK 119.7 SF (0.01 AC) OF 92.2 SF (0.01 AC) OF PROPOSED R/W NEEDED 12' ' S PROPOSED R/W NEEDED 12 ALONG ALLEY 13 A ON VACANT PARCEL 1 N 2

' EET 00 TR

. S M / MAY 12 1 1A

A 00 A

2 SR LEGEND + RC TIE TO EXIST. SIDEWALK '

EXISTING R/W LINES 10 ' 50

O . 1

EXISTING PARCEL LINES A R 1 1

A T

PROPOSED R/W LINES S

T '

AREA OF PROPOSED R/W E O 2 NU

10P ï»¿ â„„ ROUNDABOU R ï»¿â„† SURVEY MAY S

S 30

A . .

30 R

00 R 543.4 SF (0.01 AC) OF . 150

01 ' 130 PROPOSED R/W NEEDED 60 ' R 1 ' R2' 150 ON RESIDENTIAL PARCEL R

' '

R 10 ' ' '

10 180 ï»¿â„† S ' 5' UTILITY R 17 DAVENPORT SAN MARCO 25 17 STRIP (TYP.) ' ' ' PARK AVENUE FDOT OWNED PARCELS 25 5' SIDEWALK (TYP.)

' R110 ' ' 17 R 130 13 R 0' 17' R 150 '

R10 ' 45.1 SF (0.01 AC) OF R R 100 120' INSCRIBED PROPOSED R/W NEEDED

R ' OTHERWISE NOTED. ' 1 15 ' 5 R ' 0 10 25 150 ' CENTRAL ' 150

10 R AN 130 16 ISLAND 10 S ' 110 ' EAST ' R ' E ' 3" RAISED AVENU ' 37 ' S ' 1 16 LO CONCRETE 2 CAR R 0 ' ' ' 16 APRON R

11 0' 421 0 R2 17 '

' ' ' ' T SAN 6 WES ' '

' 55 ' 20 180 ' ' 11 R R R 40 E R2' 6 ENU ' 410 AV ' R RLOS R 281 A 200 180 C 80 ' '

R R ' R R ' 1 58 00

10 ' 28 '

90 .

852 SF (0.02 AC) OF 15 309.5 SF (0.01 AC) OF PROPOSED R/W NEEDED S PROPOSED R/W NEEDED AT CORTESSE'S BISTRO AN AT DUNKIN' DONUTS

M A 0' 15 RC R N CORTESSE'S O BISTRO AV 0 10 40 E DUNKIN BUILDING NOT SHOWN ON NU Feet AERIAL TO BE REMOVED R DONUTS E 2 '

S 27 R 6'

RIPLEY'S A SIGHTSEEING 1 A ' ' TROLLEY 12 12

tarobert 2/24/2014 10:38:12 AM PW:/007357\000000000210363\13.00_CAD\43310813201\roadway\BDPRRD01.dgn 6'

' ' RIPLEY'S 6 12 ' SIGHTSEEING 12

TROLLEY 26

LEGEND EXISTING R/W LINES EXISTING PARCEL LINES PROPOSED R/W LINES AREA OF PROPOSED R/W ï»¿ â„„ ROUNDABOU

S AN

25 M

A RC

E NU

S R

A 1

A 24

0 10 40

Feet 23

tarobert 2/24/2014 10:38:19 AM PW:/007357\000000000210363\13.00_CAD\43310813201\roadway\BDPRRD01.dgn

APPENDIX D

WB-50 Vehicle Paths

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St S

M A EET STR RC MAY 1A SR A O

AV N

E NU N.T.S.

LEGEND: THROUGH MOVEMENT RIGHT TURN MOVEMENT LEFT TURN MOVEMENT

ENUE LOS AV CAR SAN EAST ENUE CARLOS AV WEST SAN

S AN

A S RC R O A 1 AV WB-50 VEHICLE PATH A E

NU NORTH LEG

E SAN MARCO AVENUE S

A RC STREET MAY O A1A SR N AV

E N.T.S. NU

LEGEND: THROUGH MOVEMENT RIGHT TURN MOVEMENT LEFT TURN MOVEMENT

ENUE LOS AV CAR SAN EAST

ENUE CARLOS AV WEST SAN

S AN

A S RC R O A 1 AV WB-50 VEHICLE PATH A E

NU NORTHEAST LEG

E MAY STREET / SR A1A S

M EET STR A MAY 1A RC SR A

O N AV

E N.T.S. NU

LEGEND: THROUGH MOVEMENT RIGHT TURN MOVEMENT LEFT TURN MOVEMENT

ENUE LOS AV CAR SAN EAST ENUE CARLOS AV WEST SAN

S AN

A S RC R O A 1 AV WB-50 VEHICLE PATH A E

NU SOUTHEAST LEG

E EAST SAN CARLOS AVENUE S

M EET STR A MAY 1A RC SR A

O N AV

E N.T.S. NU

LEGEND: THROUGH MOVEMENT RIGHT TURN MOVEMENT LEFT TURN MOVEMENT

ENUE LOS AV CAR SAN EAST

ENUE CARLOS AV WEST SAN

S AN

A S RC R O A 1 AV A E WB-50 VEHICLE PATH NU

E SOUTH LEG SAN MARCO AVENUE / SR A1A S

M EET STR A MAY 1A RC SR A

O N AV

E N.T.S. NU

LEGEND: THROUGH MOVEMENT RIGHT TURN MOVEMENT LEFT TURN MOVEMENT

ENUE LOS AV CAR SAN ENUE EAST CARLOS AV WEST SAN

S AN

A S RC R O A WB-50 VEHICLE PATH 1 AV A E WEST LEG NU

E WEST SAN CARLOS AVENUE

APPENDIX E

LRE Construction Cost Estimate

Revised, March 2014 Traffic Analysis & Roundabout Concept Development San Marco Ave (SR A1A) at San Carlos Ave/May St LRE - R3: Project Details by Sequence Report Page 1 of 5

Date: 2/24/2014 10:51:37 AM FDOT Long Range Estimating System - Production R3: Project Details by Sequence Report

Project: 434556-1-52-01 Letting Date: 01/2099 Description: SR A1A / San Marco Ave / May Street Roundabout Conceptual Design. District: 02 County: 78 ST. JOHNS Market Area: 05 Units: English Contract Class: Lump Sum Project: N Design/Build: N Project Length: 0.240 MI Project Manager:

Version 4 Project Grand Total $271,941.73 Description: SR A1A / San Marco Ave / May Street Roundabout Conceptual Design. Version 4 represents the estimate for of Build Alternative 1 (the additional left turn lane onto US 1).

Sequence: 1 NUU - New Construction, Undivided, Urban Net Length: 0.071 MI 377 LF Description: Default values based on seq. length are used for clearing & grub., earthwork, drainage, E&S, lighting, landscape & signing and then modified for reasonableness. Special All other items (other than those listed in the description above) were measured and included as Conditions: X-items for better accuracy.

EARTHWORK COMPONENT User Input Data Description Value Standard Clearing and Grubbing Limits L/R 25.00 / 25.00 Incidental Clearing and Grubbing Area 0.00

Alignment Number 1 Distance 0.071 Top of Structural Course For Begin Section 101.00 Top of Structural Course For End Section 101.00 Horizontal Elevation For Begin Section 100.00 Horizontal Elevation For End Section 100.00 Front Slope L/R 6 to 1 / 6 to 1 Outside Shoulder Cross Slope L/R 2.00 % / 2.00 % Roadway Cross Slope L/R 2.00 % / 2.00 %

Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 110-1-1 CLEARING & GRUBBING 0.43 AC $8,390.46 $3,607.90 120-6 EMBANKMENT 287.13 CY $14.77 $4,240.91

Earthwork Component Total $7,848.81

ROADWAY COMPONENT User Input Data Description Value Number of Lanes 2 Roadway Pavement Width L/R 12.00 / 12.00 Structural Spread Rate 275 Friction Course Spread Rate 165

2/24/2014 LRE - R3: Project Details by Sequence Report Page 2 of 5

X-Items Pay item Description Quantity Unit Unit Price Extended Amount 160-4 TYPE B STABILIZATION 1,515.00 SY $7.55 $11,438.25 Comment: Quantity measured from cadd. 285-704 OPTIONAL BASE,BASE GROUP 04 1,290.00 SY $20.01 $25,812.90 Comment: Quantity measured from cadd. 334-1-13 SUPERPAVE ASPHALTIC CONC, 102.00 TN $79.92 $8,151.84 TRAFFIC C Comment: Quantity measured from cadd. 165 lb/sy used. 337-7-43 ASPH CONC FC,TRAFFIC C,FC- 102.00 TN $116.18 $11,850.36 12.5,PG 76-22 Comment: Quantity measured from cadd. 165 lb/sy used. 710-11-111 PAINTED PAVT 0.38 NM $887.92 $337.41 MARK,STD,WHITE,SOLID,6" Comment: Quantity measured from cadd. 2 applications. 710-11-125 PAINTED PAVT 144.00 LF $1.87 $269.28 MARK,STD,WHITE,SOLID,24" Comment: Quantity measured in cadd. For crosswalk

piano key markings. 2 applications. 710-11-170 PAINTED PAVT 4.00 EA $22.81 $91.24 MARK,STD,WHITE,ARROWS Comment: for left turn and left/right turn arrows

approaching US 1. 710-11-211 PAINTED PAVT 0.25 NM $880.76 $220.19 MARK,STD,YELLOW,SOLID,6" Comment: Quantity measured from cadd. 2 applications.

Pavement Marking Subcomponent Description Value Include Thermo/Tape/Other N Pavement Type Asphalt Solid Stripe No. of Paint Applications 2 Solid Stripe No. of Stripes 2 Skip Stripe No. of Paint Applications 2 Skip Stripe No. of Stripes 1

Roadway Component Total $58,171.47

SHOULDER COMPONENT User Input Data Description Value Total Outside Shoulder Width L/R 7.25 / 7.25 Total Outside Shoulder Perf. Turf Width L/R 5.00 / 5.00 Sidewalk Width L/R 0.00 / 0.00

X-Items Pay item Description Quantity Unit Unit Price Extended Amount 520-1-7 CONCRETE CURB & GUTTER, 175.00 LF $16.23 $2,840.25 TYPE E Comment: Quantity measured from cadd. 520-1-10 CONCRETE CURB & GUTTER, 702.00 LF $15.57 $10,930.14 TYPE F

2/24/2014 LRE - R3: Project Details by Sequence Report Page 3 of 5

Comment: Quantity measured from cadd. 522-1 CONC SIDEWALK AND 177.00 SY $27.51 $4,869.27 DRIVEWAYS, 4" THICK Comment: Quantity measured from cadd. 522-2 CONC SIDEWALK AND 112.00 SY $35.04 $3,924.48 DRIVEWAYS, 6" THICK Comment: Quantity measured from cadd. For Driveways,

Islands and raised concrete apron. 570-1-2 PERFORMANCE TURF, SOD 80.00 SY $2.32 $185.60 Comment: Quantity measured from cadd.

Erosion Control Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 104-10-3 SEDIMENT BARRIER 753.98 LF $2.65 $1,998.05 104-18 INLET PROTECTION SYSTEM 4.00 EA $94.75 $379.00 107-1 LITTER REMOVAL 0.87 AC $81.22 $70.66 107-2 MOWING 0.87 AC $94.68 $82.37

Shoulder Component Total $25,279.82

DRAINAGE COMPONENT Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 425-1-351 INLETS, CURB, TYPE P-5, <10' 3.00 EA $4,921.15 $14,763.45 430-175-124 PIPE CULV, OPT MATL, ROUND, 168.00 LF $50.90 $8,551.20 24"S/CD 570-1-1 PERFORMANCE TURF 21.71 SY $0.57 $12.37

Drainage Component Total $23,327.02

SIGNING COMPONENT Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 700-1-11 SINGLE POST SIGN, F&I GM, <12 2.00 AS $264.54 $529.08 SF 700-1-12 SINGLE POST SIGN, F&I GM, 12-20 1.00 AS $264.54 $264.54 SF 700-2-15 MULTI- POST SIGN, F&I GM, 51- 1.00 AS $3,230.31 $3,230.31 100 SF

Signing Component Total $4,023.93

SIGNALIZATIONS COMPONENT Signalization 1 Description Value Type 2 Lane Mast Arm Multiplier 1 Description New mast arm on the west side of US 1.

2/24/2014 LRE - R3: Project Details by Sequence Report Page 4 of 5

Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 630-2-11 CONDUIT, F& I, OPEN TRENCH 200.00 LF $6.30 $1,260.00 630-2-12 CONDUIT, F& I, DIRECTIONAL 50.00 LF $13.06 $653.00 BORE 632-7-1 SIGNAL CABLE- NEW OR RECO, 1.00 PI $2,235.09 $2,235.09 FUR & INSTALL 635-2-11 PULL & SPLICE BOX, F&I, 13" x 24" 3.00 EA $609.36 $1,828.08 639-1-112 ELECTRICAL POWER 1.00 AS $1,055.58 $1,055.58 SRV,F&I,OH,M,PUR BY CON 639-2-1 ELECTRICAL SERVICE WIRE 15.00 LF $1.79 $26.85 649-31-111 M/ARM,F&I, WS-150,DBL ARM,W/0 1.00 EA $33,460.07 $33,460.07 LU 36-46 650-1-311 TRAFFIC SIGNAL,F&I,3 SECT,1 5.00 AS $926.97 $4,634.85 WAY,ALUMINUM 653-191 PEDESTRIAN SIGNAL, F&I, LED- 8.00 AS $597.62 $4,780.96 COUNT DWN, 1 660-1-102 LOOP DETECTOR INDUCTIVE, F&I, 8.00 EA $176.76 $1,414.08 TYPE 2 660-2-106 LOOP ASSEMBLY, F&I, TYPE F 8.00 AS $506.29 $4,050.32 665-1-11 PEDESTRIAN DETECTOR, F&I, 8.00 EA $179.45 $1,435.60 STANDARD 670-5-111 TRAF CNTL ASSEM, F&I, NEMA, 1 1.00 AS $21,436.00 $21,436.00 PREEMPT 700-3-101 SIGN PANEL, F&I GM, UP TO 12 SF 4.00 EA $350.00 $1,400.00

Signalizations Component Total $79,670.48

LIGHTING COMPONENT Conventional Lighting Subcomponent Description Value Spacing MAX Pay Items Unit Pay item Description Quantity Unit Extended Amount Price 630-2-11 CONDUIT, F& I, OPEN TRENCH 376.99 LF $6.30 $2,375.04 630-2-12 CONDUIT, F& I, DIRECTIONAL 49.19 LF $13.06 $642.42 BORE 635-2-11 PULL & SPLICE BOX, F&I, 13" x 2.00 EA $609.36 $1,218.72 24" 715-1-13 LIGHTING CONDUCTORS, F&I, 1,278.56 LF $1.78 $2,275.84 INSUL, NO.4-2 715-4-111 LIGHT POLE COMP, F&I, WS150, 2.00 EA $4,126.88 $8,253.76 40' 715-500-1 POLE CABLE DIST SYS, 2.00 EA $477.88 $955.76 CONVENTIONAL Subcomponent Total $15,721.54

Lighting Component Total $15,721.54

Sequence 1 Total $214,043.07

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Date: 2/24/2014 10:51:40 AM FDOT Long Range Estimating System - Production R3: Project Details by Sequence Report

Project Sequences Subtotal $214,043.07

102-1 Maintenance of Traffic 10.00 % $21,404.31 101-1 Mobilization 10.00 % $23,544.74

Project Sequences Total $258,992.12

Project Unknowns 0.00 % $0.00 Design/Build 0.00 % $0.00

Non-Bid Components: Pay item Description Quantity Unit Unit Price Extended Amount 999-25 INITIAL CONTINGENCY AMOUNT LS $12,949.61 $12,949.61 (DO NOT BID) Project Non-Bid Subtotal $12,949.61

Version 4 Project Grand Total $271,941.73

2/24/2014 LRE - R3: Project Details by Sequence Report Page 1 of 5

Date: 2/18/2014 9:14:18 AM FDOT Long Range Estimating System - Production R3: Project Details by Sequence Report

Version 1-P Project Grand Total $1,161,800.18 Description: SR A1A / San Marco Ave / May Street Roundabout Conceptual Design. Version 1 represents the estimate for the entirety of Build Alternative 2 and the May Street roundabout portion of Build Alternative 3.

Sequence: 1 NUU - New Construction, Undivided, Urban Net Length: 0.240 MI 1,267 LF Description: Default values based on seq. length are used for clearing & grub., earthwork, drainage, E&S, lighting, landscape & signing and then modified for reasonableness. Special All other items (other than those listed in the description above) were measured and included as Conditions: X-items for better accuracy.

EARTHWORK COMPONENT User Input Data Description Value Standard Clearing and Grubbing Limits L/R 35.00 / 35.00 Incidental Clearing and Grubbing Area 0.00

Alignment Number 1 Distance 0.240 Top of Structural Course For Begin Section 101.00 Top of Structural Course For End Section 101.00 Horizontal Elevation For Begin Section 100.00 Horizontal Elevation For End Section 100.00 Front Slope L/R 6 to 1 / 6 to 1 Outside Shoulder Cross Slope L/R 2.00 % / 2.00 % Roadway Cross Slope L/R 2.00 % / 2.00 %

Pay Items Unit Pay item Description Quantity Unit Extended Amount Price 110-1-1 CLEARING & GRUBBING 2.04 AC $8,390.46 $17,116.54 120-6 EMBANKMENT 970.58 CY $14.77 $14,335.47

Earthwork Component Total $31,452.00

ROADWAY COMPONENT User Input Data Description Value Number of Lanes 2 Roadway Pavement Width L/R 12.00 / 12.00

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Structural Spread Rate 275 Friction Course Spread Rate 165

X-Items Unit Pay item Description Quantity Unit Extended Amount Price 160-4 TYPE B STABILIZATION 5,604.00 SY $7.55 $42,310.20 Comment: Quantity measured from cadd. 285-704 OPTIONAL BASE,BASE GROUP 04 4,215.00 SY $20.01 $84,342.15 Comment: Quantity measured from cadd. 334-1-13 SUPERPAVE ASPHALTIC CONC, 225.00 TN $79.92 $17,982.00 TRAFFIC C Comment: Quantity measured from cadd. 165 lb/sy used. 337-7-43 ASPH CONC FC,TRAFFIC C,FC- 225.00 TN $116.18 $26,140.50 12.5,PG 76-22 Comment: Quantity measured from cadd. 165 lb/sy used. 710-11-111 PAINTED PAVT 1.02 NM $887.92 $905.68 MARK,STD,WHITE,SOLID,6" Comment: Quantity measured from cadd. 2 applications. 710-11-122 PAINTED PAVT 1,226.00 LF $0.22 $269.72 MARK,STD,WHITE,SOLID, 8" Comment: Quantity measured from cadd. 2 applications. 710-11-124 PAINTED PAVT 396.00 LF $1.43 $566.28 MARK,STD,WHITE,SOLID, 18" Comment: Quantity measured from cadd. 2 applications. 710-11-125 PAINTED PAVT 940.00 LF $1.87 $1,757.80 MARK,STD,WHITE,SOLID,24" Comment: Quantity measured in cadd. For crosswalk

piano key markings. 2 applications. 710-11-180 PAINTED PAVT 258.00 LF $4.64 $1,197.12 MARK,STD,WHITE,YIELD LINE Comment: Quantity measured from cadd. 2 applications 710-11-211 PAINTED PAVT 0.77 NM $880.76 $678.19 MARK,STD,YELLOW,SOLID,6" Comment: Quantity measured from cadd. 2 applications. 710-11-224 PAINTED PAVT 78.00 LF $1.24 $96.72 MARK,STD,YELLOW,SOLID,18" Comment: Quantity measured from cadd. 2 applications.

Roadway Component Total $176,246.36

SHOULDER COMPONENT User Input Data Description Value

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Total Outside Shoulder Width L/R 7.25 / 7.25 Total Outside Shoulder Perf. Turf Width L/R 5.00 / 5.00 Sidewalk Width L/R 0.00 / 0.00

X-Items Unit Pay item Description Quantity Unit Extended Amount Price 520-1-7 CONCRETE CURB & GUTTER, 1,010.00 LF $16.23 $16,392.30 TYPE E Comment: Quantity measured from cadd. 520-1-10 CONCRETE CURB & GUTTER, 1,886.00 LF $15.57 $29,365.02 TYPE F Comment: Quantity measured from cadd. 522-1 CONC SIDEWALK AND 982.00 SY $27.51 $27,014.82 DRIVEWAYS, 4" THICK Comment: Quantity measured from cadd. 522-2 CONC SIDEWALK AND 587.00 SY $35.04 $20,568.48 DRIVEWAYS, 6" THICK Comment: Quantity measured from cadd. For Driveways,

Islands and raised concrete apron. 570-1-2 PERFORMANCE TURF, SOD 2,917.00 SY $2.32 $6,767.44 Comment: Quantity measured from cadd.

Erosion Control Pay Items Unit Pay item Description Quantity Unit Extended Amount Price 104-10-3 SEDIMENT BARRIER 2,534.40 LF $0.96 $2,433.02 104-18 INLET PROTECTION SYSTEM 10.00 EA $78.98 $789.80 107-1 LITTER REMOVAL 1.50 AC $44.08 $66.12 107-2 MOWING 1.50 AC $56.87 $85.30

Shoulder Component Total $103,482.31

DRAINAGE COMPONENT Pay Items Unit Pay item Description Quantity Unit Extended Amount Price 425-1-351 INLETS, CURB, TYPE P-5, <10' 10.00 EA $4,831.13 $48,311.30 430-175-124 PIPE CULV, OPT MATL, ROUND, 560.00 LF $89.84 $50,310.40 24"S/CD 570-1-1 PERFORMANCE TURF 72.96 SY $0.84 $61.29

Drainage Component Total $98,682.99

SIGNING COMPONENT Pay Items Unit Pay item Description Quantity Unit Extended Amount Price 700-1-11 SINGLE POST SIGN, F&I GM, <12 30.00 AS $264.54 $7,936.20 SF 700-1-12 SINGLE POST SIGN, F&I GM, 12-20 5.00 AS $264.54 $1,322.70

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SF 700-2-15 MULTI- POST SIGN, F&I GM, 51- 5.00 AS $3,230.31 $16,151.55 100 SF

Signing Component Total $25,410.45

LIGHTING COMPONENT Conventional Lighting Subcomponent Description Value Spacing MAX Pay Items Unit Pay item Description Quantity Unit Extended Amount Price 630-2-11 CONDUIT, F& I, OPEN TRENCH 1,056.00 LF $6.77 $7,149.12 630-2-12 CONDUIT, F& I, DIRECTIONAL 137.80 LF $15.70 $2,163.46 BORE 635-2-11 PULL & SPLICE BOX, F&I, 13" x 5.00 EA $451.23 $2,256.15 24" 715-1-13 LIGHTING CONDUCTORS, F&I, 3,581.40 LF $2.02 $7,234.43 INSUL, NO.4-2 715-4-111 LIGHT POLE COMP, F&I, WS150, 5.00 EA $4,163.09 $20,815.45 40' 715-500-1 POLE CABLE DIST SYS, 5.00 EA $402.92 $2,014.60 CONVENTIONAL Subcomponent Total $41,633.21

Lighting Component Total $41,633.21

LANDSCAPING COMPONENT User Input Data Description Value Cost % 5.00 Component Detail N

Landscaping Component Total $441,935.81

Sequence 1 Total $918,843.13

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Date: 2/18/2014 9:14:23 AM FDOT Long Range Estimating System - Production R3: Project Details by Sequence Report

Project Sequences Subtotal $918,843.13

102-1 Maintenance of Traffic 10.00 % $91,884.31 101-1 Mobilization 10.00 % $101,072.74

Project Sequences Total $1,111,800.18

Project Unknowns 0.00 % $0.00 Design/Build 0.00 % $0.00

Non-Bid Components: Pay item Description Quantity Unit Unit Price Extended Amount 999-25 INITIAL CONTINGENCY AMOUNT LS $50,000.00 $50,000.00 (DO NOT BID) Project Non-Bid Subtotal $50,000.00

Version 1-P Project Grand Total $1,161,800.18

2/18/2014 LRE - R3: Project Details by Sequence Report Page 1 of 6

Date: 2/24/2014 10:58:13 AM FDOT Long Range Estimating System - Production R3: Project Details by Sequence Report

Version 3 Project Grand Total $1,368,540.00 Description: SR A1A / San Marco Ave / May Street Roundabout Conceptual Design. Version 3 represents the estimate for of Build Alternative 3 (May Street Roundabout plus the additional left turn lane onto US 1).

Sequence: 1 NUU - New Construction, Undivided, Urban Net Length: 0.286 MI 1,510 LF Description: Default values based on seq. length are used for clearing & grub., earthwork, drainage, E&S, lighting, landscape & signing and then modified for reasonableness. Special All other items (other than those listed in the description above) were measured and included as Conditions: X-items for better accuracy.

EARTHWORK COMPONENT User Input Data Description Value Standard Clearing and Grubbing Limits L/R 35.00 / 35.00 Incidental Clearing and Grubbing Area 0.00

Alignment Number 1 Distance 0.286 Top of Structural Course For Begin Section 101.00 Top of Structural Course For End Section 101.00 Horizontal Elevation For Begin Section 100.00 Horizontal Elevation For End Section 100.00 Front Slope L/R 6 to 1 / 6 to 1 Outside Shoulder Cross Slope L/R 2.00 % / 2.00 % Roadway Cross Slope L/R 2.00 % / 2.00 %

Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 110-1-1 CLEARING & GRUBBING 2.43 AC $8,390.46 $20,388.82 120-6 EMBANKMENT 1,156.61 CY $14.77 $17,083.13

Earthwork Component Total $37,471.95

ROADWAY COMPONENT User Input Data Description Value Number of Lanes 2 Roadway Pavement Width L/R 12.00 / 12.00 Structural Spread Rate 275

2/24/2014 LRE - R3: Project Details by Sequence Report Page 2 of 6

Friction Course Spread Rate 165

X-Items Pay item Description Quantity Unit Unit Price Extended Amount 160-4 TYPE B STABILIZATION 6,484.00 SY $7.55 $48,954.20 Comment: Quantity measured from cadd. 285-704 OPTIONAL BASE,BASE GROUP 04 4,990.00 SY $20.01 $99,849.90 Comment: Quantity measured from cadd. 334-1-13 SUPERPAVE ASPHALTIC CONC, 289.00 TN $79.92 $23,096.88 TRAFFIC C Comment: Quantity measured from cadd. 165 lb/sy used. 337-7-43 ASPH CONC FC,TRAFFIC C,FC- 289.00 TN $116.18 $33,576.02 12.5,PG 76-22 Comment: Quantity measured from cadd. 165 lb/sy used. 710-11-111 PAINTED PAVT 1.27 NM $887.92 $1,127.66 MARK,STD,WHITE,SOLID,6" Comment: Quantity measured from cadd. 2 applications. 710-11-122 PAINTED PAVT 1,226.00 LF $0.22 $269.72 MARK,STD,WHITE,SOLID, 8" Comment: Quantity measured from cadd. 2 applications. 710-11-124 PAINTED PAVT 396.00 LF $1.43 $566.28 MARK,STD,WHITE,SOLID, 18" Comment: Quantity measured from cadd. 2 applications. 710-11-125 PAINTED PAVT 940.00 LF $1.87 $1,757.80 MARK,STD,WHITE,SOLID,24" Comment: Quantity measured in cadd. For crosswalk

piano key markings. 2 applications. 710-11-170 PAINTED PAVT 4.00 EA $22.81 $91.24 MARK,STD,WHITE,ARROWS Comment: for left turn and left/right turn arrows

approaching US 1. 710-11-180 PAINTED PAVT 258.00 LF $4.64 $1,197.12 MARK,STD,WHITE,YIELD LINE Comment: Quantity measured from cadd. 2 applications 710-11-211 PAINTED PAVT 0.96 NM $880.76 $845.53 MARK,STD,YELLOW,SOLID,6" Comment: Quantity measured from cadd. 2 applications. 710-11-224 PAINTED PAVT 78.00 LF $1.24 $96.72 MARK,STD,YELLOW,SOLID,18" Comment: Quantity measured from cadd. 2 applications.

Roadway Component Total $211,429.07

SHOULDER COMPONENT User Input Data

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Description Value Total Outside Shoulder Width L/R 7.25 / 7.25 Total Outside Shoulder Perf. Turf Width L/R 5.00 / 5.00 Sidewalk Width L/R 0.00 / 0.00

X-Items Pay item Description Quantity Unit Unit Price Extended Amount 520-1-7 CONCRETE CURB & GUTTER, 1,209.00 LF $16.23 $19,622.07 TYPE E Comment: Quantity measured from cadd. 520-1-10 CONCRETE CURB & GUTTER, 2,267.00 LF $15.57 $35,297.19 TYPE F Comment: Quantity measured from cadd. 522-1 CONC SIDEWALK AND 1,065.00 SY $27.51 $29,298.15 DRIVEWAYS, 4" THICK Comment: Quantity measured from cadd. 522-2 CONC SIDEWALK AND 721.00 SY $35.04 $25,263.84 DRIVEWAYS, 6" THICK Comment: Quantity measured from cadd. For Driveways,

Islands and raised concrete apron. 570-1-2 PERFORMANCE TURF, SOD 2,911.00 SY $2.32 $6,753.52 Comment: Quantity measured from cadd.

Erosion Control Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 104-10-3 SEDIMENT BARRIER 3,020.16 LF $2.65 $8,003.42 104-18 INLET PROTECTION SYSTEM 15.00 EA $94.75 $1,421.25 107-1 LITTER REMOVAL 3.47 AC $81.22 $281.83 107-2 MOWING 3.47 AC $94.68 $328.54

Shoulder Component Total $126,269.82

DRAINAGE COMPONENT Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 425-1-351 INLETS, CURB, TYPE P-5, <10' 11.00 EA $4,921.15 $54,132.65 430-175-124 PIPE CULV, OPT MATL, ROUND, 664.00 LF $66.41 $44,096.24 24"S/CD 430-175-136 PIPE CULV, OPT MATL, ROUND, 64.00 LF $113.22 $7,246.08 36"S/CD 570-1-1 PERFORMANCE TURF 86.94 SY $0.57 $49.56

Drainage Component Total $105,524.53

SIGNING COMPONENT Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 700-1-11 SINGLE POST SIGN, F&I GM, <12 33.00 AS $264.54 $8,729.82 SF 700-1-12 SINGLE POST SIGN, F&I GM, 12-20 6.00 AS $264.54 $1,587.24

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SF 700-2-15 MULTI- POST SIGN, F&I GM, 51- 6.00 AS $3,230.31 $19,381.86 100 SF

Signing Component Total $29,698.92

SIGNALIZATIONS COMPONENT Signalization 1 Description Value Type 2 Lane Mast Arm Multiplier 1 Description New msat arm on the west side of US 1.

Pay Items Pay item Description Quantity Unit Unit Price Extended Amount 630-2-11 CONDUIT, F& I, OPEN TRENCH 200.00 LF $6.30 $1,260.00 630-2-12 CONDUIT, F& I, DIRECTIONAL 50.00 LF $13.06 $653.00 BORE 632-7-1 SIGNAL CABLE- NEW OR RECO, 1.00 PI $2,235.09 $2,235.09 FUR & INSTALL 635-2-11 PULL & SPLICE BOX, F&I, 13" x 24" 3.00 EA $609.36 $1,828.08 639-1-112 ELECTRICAL POWER 1.00 AS $1,055.58 $1,055.58 SRV,F&I,OH,M,PUR BY CON 639-2-1 ELECTRICAL SERVICE WIRE 15.00 LF $1.79 $26.85 649-31-111 M/ARM,F&I, WS-150,DBL ARM,W/0 1.00 EA $33,460.07 $33,460.07 LU 36-46 650-1-311 TRAFFIC SIGNAL,F&I,3 SECT,1 5.00 AS $926.97 $4,634.85 WAY,ALUMINUM 653-191 PEDESTRIAN SIGNAL, F&I, LED- 8.00 AS $597.62 $4,780.96 COUNT DWN, 1 660-1-102 LOOP DETECTOR INDUCTIVE, 8.00 EA $176.76 $1,414.08 F&I, TYPE 2 660-2-106 LOOP ASSEMBLY, F&I, TYPE F 8.00 AS $506.29 $4,050.32 665-1-11 PEDESTRIAN DETECTOR, F&I, 8.00 EA $179.45 $1,435.60 STANDARD 670-5-111 TRAF CNTL ASSEM, F&I, NEMA, 1 1.00 AS $21,436.00 $21,436.00 PREEMPT 700-3-101 SIGN PANEL, F&I GM, UP TO 12 SF 4.00 EA $350.00 $1,400.00

Signalizations Component Total $79,670.48

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24" 715-1-13 LIGHTING CONDUCTORS, F&I, 5,121.40 LF $1.78 $9,116.09 INSUL, NO.4-2 715-4-111 LIGHT POLE COMP, F&I, WS150, 7.00 EA $4,126.88 $28,888.16 40' 715-500-1 POLE CABLE DIST SYS, 7.00 EA $477.88 $3,345.16 CONVENTIONAL Subcomponent Total $57,701.91

Lighting Component Total $57,701.90

LANDSCAPING COMPONENT User Input Data Description Value Lump Sum 441,935.81 Cost % 0.00 Component Detail N

Landscaping Component Total $441,935.81

Sequence 1 Total $1,089,702.48

2/24/2014 LRE - R3: Project Details by Sequence Report Page 6 of 6

Date: 2/24/2014 10:58:15 AM FDOT Long Range Estimating System - Production R3: Project Details by Sequence Report

Project Sequences Subtotal $1,089,702.48

102-1 Maintenance of Traffic 10.00 % $108,970.25 101-1 Mobilization 10.00 % $119,867.27

Project Sequences Total $1,318,540.00

Project Unknowns 0.00 % $0.00 Design/Build 0.00 % $0.00

Non-Bid Components: Pay item Description Quantity Unit Unit Price Extended Amount 999-25 INITIAL CONTINGENCY AMOUNT LS $50,000.00 $50,000.00 (DO NOT BID) Project Non-Bid Subtotal $50,000.00

Version 3 Project Grand Total $1,368,540.00

2/24/2014