17873 Corridor Master Plan Summary

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CORRIDOR MASTER PLAN SUMMARY AUGUST 2017Prepared by:Prepared for:

Table of ContentsExecutive Summary1Introduction / Process7IntroductionStudy AreaProject ProcessPlanning Background11Understanding the Orange Avenue Corridor15Summary of the Existing Conditions(refer to Appendix A: Existing Conditions Report)Purpose and Need28A Plan for Change31Recommended ImprovementsFunding SourcesConclusionAppendicesMeeting Minutes49

1 Executive Summary

Executive SummaryIntroductionCORRIDOR MASTER PLAN SUMMARY1Executive SummaryMetroPlan Orlando and the City of Edgewood initiated the Orange Avenue CorridorStudy to establish Orange Avenue (SR 527) as a livable and walkable multimodal urban thoroughfare. This study establishes a corridor vision and identifiesimplementation actions to address network efficiency, safety, and livabilitywithin the context of future transportation needs. The study was completed incollaboration with Florida Department of Transportation (FDOT) District Five andother local and regional agency partners. This study provides a framework forimproved mobility as part of a planning effort that engages residents, businessowners, and others who use the Orange Avenue corridor.The corridor study area is 2.4 miles and includes Orange Avenue (SR 527) fromPineloch Avenue in the City of Orlando (northern limit) to Hoffner Avenue inunincorporated Orange County (southern limit). FDOT District Five has responsibilityfor the roadway for the entire length of the study area. Beyond the roadway itself,the study area falls within three jurisdictions: the City of Orlando (0.3 miles),unincorporated Orange County (0.4 miles) and the City of Edgewood (1.7 miles), withthe majority of the corridor frontage within the City of Edgewood.The study process engaged the project stakeholders, including residents, businessowners, elected and appointed officials, and partner agencies. A project visioningteam (PVT) was established to facilitate interagency coordination and provide inputregarding the corridor analysis, improvement alternatives and recommendations.The PVT members consisted of representatives from Florida Department ofTransportation, LYNX, City of Edgewood, City of Orlando and Orange County.In addition to the PVT meetings, a series of public forums were held at theCity of Edgewood Farmer’s Market in October of 2015, a series of one-on-oneinterviews with residents and merchants along the corridor, public meetings withthe Edgewood City Council and Planning and Zoning Board, and a series of publicmeetings with the MetroPlan Orlando Committees and Boards.Corridor Planning BackgroundA series of previous studies were reviewed and summarized to help guide previousefforts within and adjacent to the study area. The City of Edgewood completed amaster plan in 2001 and the plan focused planning efforts for the City to become“a more livable Edgewood, where pedestrians, cyclists, transit users and motoristspeacefully coexist.”Existing Conditions / Two-Way Typical SectionAmong the many things identified in the master plan that were still relevant forthis project include the formation of a town center adjacent to the Holden Avenue,Orange Avenue, and Gatlin Avenue Intersections, and the beautification of OrangeAvenue. In 2014, the City of Edgewood worked with the Urban Land Institute’sTAP to update the master plan to include aspects of market viability, enhancedconnectivity, and sound funding strategies.Similar corridor planning studies have been completed for segments of OrangeAvenue to the north (within the City of Orlando) and to the south (within Pine Castle,Belle Isle and unincorporated Orange County). Both plans focused on enhancingsafety, aesthetics, and multimodal mobility. The purpose of the projects was toprovide a safe and efficient multi-modal transportation corridor that serves a widearray of users, including the business community, while providing and enhancinglivability consistent with the future vision for the area. They both also includedspecific improvements that can be advanced near-term though local agencyparticipation and/or by FDOT as 3-R (Resurfacing, Restoration and Rehabilitation)projects, safety enhancements or push-button projects.Finally, the FDOT conducted an intersection study for the Holden Avenue, OrangeAvenue, and Gatlin Road intersections. This implementation plan proposes towiden the pavement for lengthened side-by-side left turn lanes along Orange Ave toservice Gatlin Ave and Holden Ave. Other improvements include: the removal of theoutside southbound continuous lane on Orange Avenue, pavement widening, millingand resurfacing of the roadway, introducing mast arm signals, upgrading pedestrianfeatures, and drainage improvements.

All signalized intersections with the exception of the Holden/Gatlin intersectionsoperate at LOS D or better for existing conditions. The Holden/Gatlin intersectionsoperate at LOS E and F, with queues from that can extend ½ mile in each directionduring the morning and afternoon peak periods.The existing land use and transportation conditions in the corridor study area wereexamined. Between Mandalay Road and Pineloch Avenue, Orange Avenue has afive-lane typical section, with two 11’ through lanes in each direction, a 12’ twoway left turn lane, and 4.5’ bike lanes in both directions. From Hoffner Avenue toMandalay Road the corridor consists of a one-way pair, with Orange Avenue carryingsouthbound traffic and Hansel Avenue carrying northbound traffic.Within this portion of the corridor, the typical section for both streets consistsof two 12' through lanes, a 13' left-turn lane, and 5’ bike lanes in both directions.Additional traffic analysis is detailed below:Volumes/Freight Traffic – Orange Avenue serves as a primary north-southarterial connecting downtown Orlando (and Interstate 4 via Michigan Avenue) withindustrial areas in Taft. Orange Avenue is also a primary freight corridor. Trafficcounts collected in 2015 show an average daily volume of 36,900 vehicles northof the Holden/Gatlin intersections, and 41,500 vehicles south of the Holden/Gatlinintersections. Approximately 7.8 percent of the total traffic along Orange Avenue isfrom heavy vehicles.Speed – Orange Avenue has a posted speed limit of 40 miles per hour throughoutthe study area. The speed data showed that southbound Orange Avenue betweenDrennen Road and Holden Avenue has a high occurrence of excessive speeding,with almost 13 percent of drivers traveling at 50 miles per hour or greater (i.e., 10 miles per hour above the speed limit).Level of Service - The comprehensive plans for Edgewood, Orlando and OrangeCounty have established a Level of Service (LOS) standard of “E” for Orange Avenue.Transit Conditions – The Orange Avenue corridor is served by three LYNX busroutes: Route 7 (S. Orange Avenue/Florida Mall), Route 11 (S. Orange Avenue/Orlando International Airport) and Route 18 (S. Orange Avenue/Kissimmee).Together, these three routes provide four buses per hour in each direction. Whilethe SunRail corridor runs parallel to Orange Avenue within the study area, there areno SunRail stops within the study area. Based on LYNX standards, three bus stoplocations lack facilities that are warranted: south of Pineloch Avenue, west side ofstreet (shelter), north of Suddath Road, east side of street (shelter), and north ofMary Jess Road, east side of Hansel Avenue (bench).Access Management – While some cross-access connections exist betweenparcels, the City of Edgewood currently does not allow commercial driveways toconnect to residential streets. Additionally, many parcels maintain multiple curbcuts or a continuous driveway apron along the Orange Avenue frontage which notonly contributes to the congestion and some of the rear-end crashes on OrangeAvenue, it also makes the walking environment less comfortable and limits thespace available for landscaping, either within a median or adjacent to the right ofway.Land Use – The majority of the frontage along the Orange Avenue corridor is forcommercial land uses, consisting of a mixture of office, strip retail and industrial.Similar land uses are found along the adjacent segments of Orange Avenue to thenorth and south of the study area.2Existing Conditions ReviewCORRIDOR MASTER PLAN SUMMARYExisting Conditions / One-Way Typical SectionPedestrian and Bicycle Analysis – While sidewalks are present along both sides ofthe corridor for its length, there are several locations with deficiencies that includesubstandard sidewalk widths, significant cracks in the sidewalk, and obstructionssuch as signs and utility poles. Orange Avenue has bike lanes along both sides ofthe street that range in width from 4.5’ to 5’. Data regarding cycling trips along thecorridor was collected from Strava, a mobile GPS app for recording cycling andrunning activity, and shows that Orange Avenue has a higher number of bicycle tripswhen compared to parallel north-south corridors.Executive SummarySafety Analysis – Crash data for the period from January 2012 to October 2015was analyzed for the corridor. During this period, there were 587 reported crashes.The Holden/Gatlin intersections are the most common location for vehicle crashes,accounting for over 20% of the total.

Purpose and NeedA Plan for Change – Recommended ImprovementsBased on the existing conditions analysis and stakeholder input, the project’spurpose is defined to address the following problems:Based on the existing conditions, the issues and concerns, and utilizing theevaluation measures, the following recommended improvements were proposedwithin a structure of short-, mid-, and long-term implementation timeline. Traffic congestion at Holden/Gatlin intersectionsCrash frequency at Holden/Gatlin intersectionUnfriendly environment for pedestrians and bicyclistsInconsistent amenities for transit usersLack of consistent aesthetics and landscapingInconsistent land use policiesCORRIDOR MASTER PLAN SUMMARY3Executive SummaryThese identified problems have been used as part of the development andevaluation of improvement alternatives along the corridor. The following tablesummarizes the evaluation measures associated with each need.Need1.2.3.4.Reduce vehicle speeds betweentraffic signals.Evaluation Measure Number of sidewalk obstructionsNumber of signalized and/or markedpedestrian crossingsAverage spacing between drivewayopeningsNumber of wide driveway openings ( 30')% of bike lane with buffer from travel laneReduce vehicle delaysthrough the Holden and Gatlinintersections. Current corridor travel time Year 2035 corridor travel timeProvide consistent, safe andcomfortable facilities for transitusers. Number of transit stops within 100 feet ofa marked pedestrian crossingNumber of high-ridership bus stops witha transit shelterNumber of bus stops receiving ADAimprovementsImprove the safety and comfortof pedestrians and bicycliststraveling along and through thecorridor. 5.Vehicle lanes are not wider than the FDOTminimum standard.Long-term land use patterns supportreducing the posted speed limit below 40mph.Use streetscape improvementsto establish a corridor identityand promote redevelopment. Length of corridor able to accommodatestreet treesTotal median lengthNumber of gateway opportunitiesNumber of cross access easementsNumber of driveway closuresShort-TermOrange Avenue – One-Way Pair Segments (Hoffner Avenue to Mandalay Road)As a part of the FDOT 3R Project, the one-way segments could be restriped toinclude on-street parking and buffered bike lanes.Orange Avenue –Two-Way Segment (Mandalay Road to Pineloch Avenue)As part of the FDOT 3R Project from East Grant Street to approximately MandalayRoad, the two-way segment will be restriped to narrow the existing two-way left turnlane to 11’ and appropriate the 1’ to the bike lanes, widening them to 5’ each.Holden/Gatlin/Orange Intersections and the LYNX Bus Stop RelocationThe current FDOT improvement project for the intersections of Holden Avenue,Gatlin Avenue, and Orange Avenue will reduce queue lengths and delay throughthe intersections. In addition to this project, this study recommends a short-termimprovement to move the existing LYNX bus stop, just north of the Fort GatlinShopping Center Entrance to a location just south of the Entrance.Streetscape Beautification GatewayIt is recommended that in addition to the FDOT 3R Project, the City of Edgewoodwork with the FDOT to increase the size of the existing median between StratemeyerDrive and Mandalay Road.Orange Avenue Right-of-Way StudyBased on the long term vision for Orange Avenue additional right-of-way will beneeded to implement the proposed concept design. The existing right-of-waywithin the two-way segment varies, therefore a more detailed right-of-way study isrecommended to conduct a short-term study to survey and evaluate the feasibilityof attaining the required right-of-way for the long term vision.Mid-TermModification of Land Development RegulationsThe historic use of the properties as primarily auto-oriented commercial hasled to a development pattern that utilizes long, skinny buildings, typically withone-bay of parking in the front addressing Orange Avenue. The style of recentdevelopment along Orange Avenue in Orlando was preferred to the existing patternsin Orange County and within the City of Edgewood. Both the City of Edgewood andOrange County have been working on updating their respective land developmentregulations to include more urban form patterns observed in the study area.Particular focus should be given to land development regulations that encouragecross-access easements that allow users to exit to side streets, and encouragedriveway consolidation on fronting properties.

Long-TermImplementation of the Public Portion of the “The Grid” Redevelopment AlternativeBeyond the FDOT improvements to the intersections, the City of Edgewoodenvisions this location to be a potential space for a town center. This area wasdiscussed numerous times during the stakeholder outreach and the City ofEdgewood Council meetings as a location that will see redevelopment on a largerscale and since this is also a fairly congested area, the study recommends theCost for Next StepsConcept/ Planning StudyConstructionTotal Short Term 186,000 220,000Total Mid Term 744,833* 0Total Long Term 2,474,704 7,261,481ConclusionsThe study encompasses the initial planning steps in the life-cycle of a project.The recommendations presented are based on the purpose and needs identifiedas part of the study. Several of the recommendations can be addressed on a caseby case basis and will require further concept development as a separate nextstep in the process. The planning information and recommendations documentedin this study will also be a public resource to community members, developersand others interested in transportation plans and how the area is expected tochange. It will be used to track progress and follow up on recommendations madeto address stated needs. Modest lower cost improvements may be consideredand undertaken as funding becomes available. Recommendations that advancethrough private development will include right-or-way reservation, mitigation oftraffic impacts of new development, and site design that incorporates local streetand path connections, and other amenities, in support of bicycling, walking, andmanaging stormwater. Most improvements will be implemented over several years.The recommendations presented will also be reevaluated at the time of fundingavailability, to ensure that the best transportation solution is developed based onchanges to land-use, traffic operations or prevailing best practice.Executive SummaryMid-Term and Long-TermOrange Avenue – (Hoffner Avenue to Pineloch Avenue)Beginning in the mid-term, it is recommended that the City of Edgewood adopt thepreviously mentioned urban form standards, the long-term master plan "The Grid,"and the Right-of-Way Dedication Plan. A master plan and the acquisition of rightof-way through the redevelopment / land development process is needed to fullyimplement the long term solutions proposed in this study, including landscapedmedians, wider / safer pedestrian elements, and redevelopment in the City ofEdgewater that promotes a more livable and walkable environment with newstructures built up to the street and additional easement areas from the back ofright-of-way for increased landscape and hardscape treatments. The typical sectionfor one-way pair segment would maintain the buffered bike lane and the travellanes, but remove some of the striped on-street parking along the left-side of thestreet in favor of spot curb extensions with street trees and green infrastructuresuch as rain gardens. The two-way segment features a landscape median, bufferedbike lanes, and landscape and hardscape improvements on each side of the rightof way. To accommodate these features, the curb-to-curb width would need toincrease by 13’ from 65’ to 78’ overall. In the mid-term, a more refined conceptualdesign should be completed using the short-term Right-of-Way Study to determinethe full impact of desired planted median and additional landscape and bufferedbike lane elements. Over the long term, this project will be implemented throughthe acquisition of landscape easements, the purchasing of right-of-way, and theeventual redevelopment of properties throughout the corridor.Additional new streets would be connected in concert with private redevelopment tofurther create a system of streets that would process all the traffic in this new towncenter. The proposed street network will allow for a wider variety of developmentpotential because of a mix of block types that could handle various densitiesallowed by the City’s Comprehensive Master Plan.4Adoption of Right-of-Way and/or Easement Dedication in the ComprehensiveMaster PlanThe study recommends that in concert with the right-of-way and easement study,each agency adopt a plan for the required space as part of their ComprehensiveMaster Plan. This will codify the desire for beautified landscape corridor and assistthe various agencies in attaining funding from various State and Federal sources toimplement corridor master plan.“The Grid” street network alternative. This alternative examined extending HoldenAvenue across Orange Avenue to a new north-south street that will connect to GatlinAvenue. Gatlin Avenue would extend across Orange Avenue to a new north-southstreet that will connect to Holden Avenue. This new “grid” would form the primarystructure for circulation for local traffic and regional traffic.CORRIDOR MASTER PLAN SUMMARYIn addition to those access-based measures, each agency should considerimplementing parcel standards similar to the City of Orlando, specifically requiring“build-to” limits as opposed to “setback” requirements.

2 Introduction / Process

Introduction / ProcessIntroductionI-4Michigan AvenuePineloch AvenueThe Orange Avenue Corridor Study was completed in collaboration with FDOTDistrict Five, and other local and regional agency partners. This study provides aframework for improved mobility as part of a planning effort that engages residents,business owners, and others who use the Orange Avenue corridor.Study AreaThe corridor study area is a 2.4 mile section along Orange Avenue (SR 527) fromPineloch Avenue in the City of Orlando (northern limit) to Hoffner Avenue inunincorporated Orange County (southern limit). FDOT District Five has responsibilityfor the roadway for the entire length of the study area. Beyond the roadway itself,the study area falls within three jurisdictions: the City of Orlando(0.3 miles),unincorporated Orange County (0.4 miles), and the City of Edgewood (1.72 miles) ,with the majority of the corridor frontage lying within the City of Edgewood.Holden AvenueGatlin AvenueOrange AvenueCORRIDOR MASTER PLAN SUMMARY7Introduction / ProcessMetroPlan Orlando and the City of Edgewood initiated the Orange Avenue CorridorStudy to establish Orange Avenue (SR 527) as livable and walkable multi-modalurban thoroughfare. This study establishes a corridor vision and identifiesimplementation actions to address network efficiency, safety, and livability withinthe context of future transportation needs. Similar corridor planning studies havebeen completed by FDOT for the segments of Orange Avenue to the north (within theCity of Orlando) and to the south (within Pine Castle, Belle Isle and unincorporatedOrange County).LegendStudy CorridorCity of EdgewoodCity of OrlandoUnincorporated Orange CountyScale in Feet0Hoffner Avenue1,400NORTHSource: Orange County, City of Edgewood, and City of Orlando

The study process incorporated several strategies for engaging projectstakeholders, including residents, business owners, elected and appointed officials,and partner agencies. The following is a summary of each strategy:One-on-One Stakeholder Interviews – At the outset of the study in November 2015,the project team held one-on-one interviews with residents and merchants along thecorridor. These meetings were used to understand existing conditions and areas forimprovement as identified by the stakeholders.Edgewood City Council and Planning and Zoning Board – Over the course of thestudy, the project team met with elected and appointed officials from the EdgewoodCity Council and the Planning and Zoning Board. City Council presentations weregiven in October 2015, April 2016 and January 2017, and a presentation to thePlanning and Zoning Board was given in January 2017. The presentations were usedto provide project updates and to solicit input regarding corridor issues, needs, andalternatives under consideration.CORRIDOR MASTER PLAN SUMMARY8Project Visioning Team (PVT) – A PVT was established to provide input regardingthe corridor analysis, improvement alternatives and recommendations; the PVTalso served to facilitate interagency coordination during the study. PVT membersconsisted of representatives from the Florida Department of Transportation, LYNX,the City of Edgewood, the City of Orlando and Orange County. Four PVT meetingswere held over the course of the project, in November 2015, February 2016, May2016 and March 2017. In addition to the four (PVT meeting minutes are included inAppendix.)Farmer’s Market – At the outset of the project in October of 2015, the projectteam set up a project booth as part of the Edgewood Farmer’s Market. As part ofthe booth, residents were provided the opportunity to identify corridor issues andneeds.Introduction / ProcessProject ProcessProject Visioning Team ProcessEdgewood City Council MeetingPublic Participation at the EdgewoodFarmer's Market

3 Planning Background

Planning BackgroundBackground StudiesCORRIDOR MASTER PLAN SUMMARY11Planning BackgroundPrior to beginning the corridor planning study, a seriesof background studies were reviewed and summarizedto help guide previous efforts within and adjacent tothe study area.City of Edgewood Master Plan – Completed in 2001,the vision of this master plan was “a more livableEdgewood, where pedestrians, cyclists, transit usersand motorists peacefully coexist.” This vision wasderived from a series of objectives that (1) developeda citizen-defined vision for the City, (2) restructuredcommercial development and stormwater systems,and (3) identified transportation investments, landuse controls, streetscaping improvements and otherinvestments in public spaces. Among the many thingsidentified in the master plan that were still relevantfor this project include the formation of a town centeradjacent to the Holden Avenue, Orange Avenue, andGatlin Avenue Intersections, and the beautification ofOrange Avenue.Orange Avenue “North” Corridor Plan(Pineloch Ave to Anderson St) – This plan, completedin 2013, focused primarily on enhancing safety,aesthetics, and multimodal mobility. The purpose ofthe project was to provide a safe and efficient multimodal transportation corridor that serves a wide arrayof users, including the business community, whileproviding and enhancing livability consistent with thefuture vision for the area.Orange Avenue 'North' Corridor PlanCity of Edgewood Master PlanCity Of Edgewood Master Plan via ULI TechnicalAssistance Panel (TAP) – In 2014, the City ofEdgewood worked with the Urban Land Institute’s TAPto create a plan for the City built on market viability,enhanced connectivity, and sound funding strategies.The study recommended the City (1) continue toencourage civic engagement, (2) focus on realestate and market opportunities, (3) define a visionand identity for the City, (4) enhance connectivity,(5) update the City’s Comprehensive Plan andLand Development Code, and (6) focus on fundingstrategies.City of Edgewood Master Plan

Planning BackgroundFDOT Intersection Study(Orange Ave, Gatlin Rd, & Holden Ave) – In 2015, theFDOT began an intersection study and implementationplan for intersections of Holden, Orange, and GatlinAvenues to widen the pavement for lengthened sideby-side left turn lanes along Orange Ave to serviceGatlin Ave and Holden Ave. Other improvementsinclude: the removal of the outside southboundcontinuous lane on Orange Avenue, pavementwidening, milling and resurfacing of the roadway,introducing mast arm signals, upgrading pedestrianfeatures, and drainage improvements.CORRIDOR MASTER PLAN SUMMARY12Orange Avenue “South” Corridor Plan(Sand Lake Rd to Hoffner Ave) – Similar to the NorthCorridor Plan, in 2014 the Florida Department ofTransportation (FDOT) conducted a corridor plan onOrange Avenue in 2014 to the south of this corridorstudy that focused on safety, aesthetics, multimodalenhancements, and phasing. The purpose of thatstudy was to focus on identifying a range of multimodal solutions to improve mobility and advance thelong-term vision for the study corridor. The plan alsoincluded specific improvements that can be advancednear-term though local agency participation and/or by FDOT as 3-R (Resurfacing, Restoration andRehabilitation) projects, safety enhancements or pushbutton projects.Orange Avenue 'South' Corridor PlanFDOT Intersection Study

4 Understanding the Orange Avenue Corridor

Understanding theOrange Avenue CorridorCORRIDOR MASTER PLAN SUMMARY15Understanding the Orange Avenue CorridorExisting Cross SectionsFor 1.8 miles of the 2.03 miles of the corridor study area, Orange Avenue has afive-lane typical section, with two 11’ through lanes in each direction, a 12’ two-wayleft turn lane, and 4.5’ bike lanes in each direction. The overall right-of-way widthof this segment varies from 80' - 88' (other than between Gatlin Avenue and HoldenAvenue).This typical section exists from Mandalay Road to Pineloch Avenue. Sidewalksare mostly present along both sides of the street, but a landscape buffer is notconsistently present.Existing Typical Section - Orange Avenue (Mandalay Road to Pineloch Avenue)

Understanding the Orange Avenue Corridor16Existing Typical Section - Orange Avenue (Hoffner Avenue to Mandalay Road)CORRIDOR MASTER PLAN SUMMARYFrom Hoffner Avenue to Mandalay Road the corridor consists of a one-way pair, withOrange Avenue carrying southbound traffic and Hansel Avenue carrying northboundtraffic. Within this portion of the corridor, the typical section for both streetsconsists of two 12' through lanes, a 13' inside left turn parklet, and 5’ bike lanes oneach street. Similar to the two-way section of the corridor north of Mandalay Road,sidewalks are mostly present along both sides of the street, but a landscape bufferis not consistently present.

CORRIDOR MASTER PLAN SUMMARY17Understanding the Orange Avenue CorridorExisting Typical Section - Hansel Avenue (Hoffner Avenue to Mandalay Road)

Volumes/Heavy VehiclesI-4From a regional standpoint, Orange Avenue serves as a primary north-south arterialconnecting downtown Orlando (and Interstate 4 via Michigan Avenue) with industrialareas in Taft. As a result, the corridor is used by through traffic and by heavyvehicles.Michigan AvenuePineloch AvenueUnderstanding the Orange Avenue CorridorOrange AvenueDrennen Road4.2%: NB12.8%: SBGatlin Avenue18Holden AvenueVehicle SpeedsOrange Avenue has a posted speed limit of 40 miles per hour throughout the studyarea. Speed data was collected over three days to determine how the actual drivers’speeds compare with the existing speed limit.1.6%: NB5.9%: SBThe data was collected in three segment areas: Segment 1 (Hoffner Avenue toLarue Avenue, Segment 2 (Harbour Island Drive to Gatlin Avenue), and Segment 3(Holden Avenue to Drennen Road). The data showed that vehicles in Segment Onestayed within the speed limit (only 0.5% traveling at speeds of 50 MPH or greater),while vehicles moving through Segment 2 (7.5% exceeding 50 MPH) and Segment3 (17% exceeding 50 MPH) exceeded the posted speed limit at much higher rate. InSegment 2, the southbound vehicles exceeded 50 MPH by nearly 6% as comparedto the 1.6% of northbound vehicles. In Segment 3, 12.8% of southbound vehicles inSegment 3 exceeded 50 MPH as compared to 4.2% of northbound drivers. Overall,roughly 20% of vehicles in the southbound direction within the corridor study areaare exceeding the posted speed limit by 10 miles per hour.Harbour Island Drive0.2%: NBLarue Avenue0.3%: SBHoffner AvenuePercent of drivers traveling at 50mph or greaterScale in Feet01,400NORTHCORRIDOR MASTER PLAN SUMMARYMidblock traffic counts collected in 2015 show an average daily volume of 36,900vehicles north of the Holden/Gatlin intersections, and 41,500 vehicles south of theHolden/Gatlin intersections. As part of the data collection, the percentage of heavyvehicles was also measured. Approximately 7.8 percent of the total traffic alongOrange Avenue is from heavy vehicles or freight. This percentage is higher thanthe parallel corridors to the east (Conway Road (SR 15) and Semoran Boulevard (SR436)), but is comparable to the percentages for Orange Blossom Trail (SR 441) andJohn Young Parkway (SR 423) to the west. Each of

Transit Conditions – The Orange Avenue corridor is served by three LYNX bus routes: Route 7 (S. Orange Avenue/Florida Mall), Route 11 (S. Orange Avenue/ Orlando International Airport) and Route 18 (S. Orange Avenue/Kissimmee). Tog

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