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Feasibility Study for Intersection Improvements Willaimson Boulevard at Town West Boulevard

Page iii

Contents

INTRODUCTION

EXISTING CONDITIONS

Field Inventory Traffic Volume Data Existing Operational Analysis Historical Crash Data Analysis

Summary of Safety Conditions

QUALITATIVE ASSESSMENT

FUTURE VOLUME DEVELOPMENT

Population Projections Historical Traffic Trends Model Based Growth Rates

FEASIBILITY ANALYSIS

Background Methodology Safety and Operational Benefits Drainage Assessment

Regulatory Framework ERP & SB 7040 Requirements by Project

Utilities Assessment Design Concepts and Costs B/C Analysis

Delay B/C Ratio Safety B/C Ratio

RECOMMENDATIONS

APPENDICES

Page iv

List of Tables

Table 1: Field Inventory Table 2: 8 Hour Turning Movement Percentages (All Vehicles) Table 3: Crashes by Type and Severity Table 4: Crashes by Type and Year Table 5: Crashes by Severity and Year Table 6: Crashes by Road Surface Condition and Year Table 7: Crashes by Light Condition and Year Table 8: Population Analysis Summary Table 9: Historical Trends Analysis Summary Table 10: Model-Model Growth Rates Table 11: Crash Prediction Analysis Summary Table 12: Future Operational Analysis Summary Table 13: Net Present Value (NPV) of Improvements and B/C Ratios Relative to the No Build Alternative . 30

List of Figures

Figure 1: Project Location Map Figure 2: Condition Diagram –Williamson Boulevard at Town West Boulevard Figure 3: Existing Turning Movement Volumes Figure 4: All Crashes by Type and Severity (2020 - 2025) Figure 5: Study Area Crash Diagram by Type (2020 - 2025) Figure 6: All Crashes by Light Condition (2020 – 2025) Figure 7: All Crashes by Road Surface Condition (2020 – 2025) Figure 8: All Crashes by Weather Condition (2020 – 2025) Figure 9: Future Turning Movement Volumes

List of Appendices

Appendix A-1: Responses to Comments Appendix A-2: Traffic Data & Field Photos Appendix B: BEBR, TRENDS and Model Growth RatesCrash Data Appendix C: Synchro Output & Crash Prediction Appendix D: Supporting Utility Documents Appendix E: Concepts, Costs & FDOT ICE Tool Output

INTRODUCTION

VHB, Inc. was retained to perform a feasibility analysis study for intersection improvements at the

Willaimson Boulevard at Town West Boulevard intersection, located in the City of Port Orange, Volusia County, Florida, as illustrated in Figure 1. This study was initiated by the City of Port

Orange to evaluate the feasibility of construction of the following improvements at the study intersection:

• Extend existing turn lanes or add new turn lanes on Williamson Boulevard and Town West

Boulevard

The analysis methods used in completing this study are consistent with the Manual on Uniform

Traffic Control Devices (MUTCD), the Manual on Uniform Traffic Studies (MUTS), the Traffic

Engineering Manual (TEM) and engineering judgment. The remainder of this report documents existing conditions, vehicle and pedestrian counts, qualitative assessment, crash analysis, future volume development, intersection analysis, feasibility analysis, B/C analysis, and recommendations. The analysis will particularly consider the benefits and feasibility of extension or addition of turn lanes at the study intersection.

This report has been revised to incorporate updates made to the Draft Report (dated January

2026) in response to the comments that were received from the city of Port Orange, Volusia

County, Volusia-Flagler TPO, and Florida Department of Transportation (FDOT). Responses to those comments are provided in Appendix A-1.

To wn W es t B lvd

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Figure 1

Project Location Feasibility Study for Intersection Improvements Willaimson Boulevard at Town West Boulevard

N N.T.S.

Study Location

EXISTING CONDITIONS

Field Inventory

The intersection of Williamson Boulevard at Town West Boulevard is located in the City of Port

Orange, Volusia County, Florida. The characteristics of the study intersection is presented in Table

1. Figure 2 depicts the existing conditions including the general roadway geometry, pavement markings, land use, and intersection traffic control of the study intersection. The conditions stated in this report reflect conditions as observed on the date of the qualitative assessment.

Table 1: Field Inventory Features Williamson Boulevard at Town West Boulevard

North-South Street Williamson Boulevard - two-lane divided urban other principal arterial

East-West Street Town West Boulevard - two-lane divided urban minor collector

Intersection Type Three-Legged intersection. Future fourth leg based on Thompson Pump Development

Number of Intersection Approach Lanes

Southbound - 1 through lane & 1 exclusive right turn lane Northbound – 1 left turn lane, 1 through lane & 1 exclusive right turn lane Eastbound – 1 Left turn lane and 1 right turn lane

Traffic Control Signal

Speed Limit Williamson Boulevard - 55 mph Town West Boulevard - 35 mph

Sidewalks Williamson Boulevard - on east side of the roadway Town West Boulevard - on both sides of the roadway

Surrounding Development

Northeast: Thompson Pump Development Northwest: Future Commercial Development (assumed 100K Sq.

ft.)

Southeast: Vacant Land Southwest: Town West Senior Living Apartment

Nearest Signalized intersections

Williamson Boulevard & McGinnis Avenue – 900 feet to the north Williamson Boulevard & Summer Trees Road – 0.75 miles to the south Town West Boulevard & Tomoka Farms Road – 1.56 miles to the west

Roadway Lighting Limited lighting is provided in the northwest and southwest quadrants and does not cover the entire intersection

Figure 2

Traffic Volume Data

24-hour volume traffic counts were collected along Williamson Boulevard and Town West

Boulevard (at all the three legs of study intersection), on 10/02/2025, representing typical commuter weekdays. The 24-hour volume traffic counts were supplemented with 8-hour intersection turning movement counts. The turning movement counts were collected on

10/2/2025 (Thursday) between 7:00 AM – 10:00 AM and 12:00 PM – 1:00 PM and 2:00 PM - 6:00

PM at the study intersection. These hours represent the highest eight hours obtained from the volume counts. From this data, the AM and PM peak traffic hours were found to occur from 7:30

AM to 8:30 AM and 4:30 PM to 5:30 PM, respectively. The overall peak hour for the intersections was found to occur during the PM peak hour. The turning movements revealed that the traffic in northbound direction peaks during AM conditions, the traffic in southbound direction peaks during PM conditions, the traffic in westbound peaks during AM, and traffic in eastbound peaks during PM conditions.

The 24-hour volume counts, 8-hour turning movement counts and pedestrian/bicycle counts are provided in greater detail in Appendix A-2. The following table summarizes the distribution of weekday turning movements at the study intersection. Figure 3 shows the existing year 2025 AM and PM peak hour volumes.

Table 2: 8 Hour Turning Movement Percentages (All Vehicles) Study

Intersection Movement Eastbound Westbound Southbound Northbound

Williamson Boulevard at Town West Boulevard

Left turn/U-turn 40.08% 0.00% 0.00% 27.75%

Through 0.00% 0.00% 82.42% 72.25%

Right-turn 59.92% 0.00% 17.58% 0.00% wn W es t B lvd

To wn W es t B lvd

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S Williamson Blvd S Williamson Blvd

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0 (0) 257 (681)

76 (148)

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Figure 3

Existing Turning Movement Volumes Feasibility Study for Intersection Improvements Willaimson Boulevard at Town West Boulevard

N N.T.S.

Study Location

Traffic Movement

Peak Hour Traffic VolumesAM (PM)

Existing Operational Analysis

Synchro 12 was used to evaluate the existing intersection operations at the study intersection.

Based on this analysis, the signalized intersection of Williamson Boulevard at Town West

Boulevard is found to operate at an overall LOS B and C with delays of 16.2 and 23.5 seconds/vehicle during AM and PM peak hours, respectively. However, it is to be noted that the eastbound left turn movement operates at LOS E during both AM and PM peak hours. The required signal timing information was provided by Volusia County.

Historical Crash Data Analysis

A total of 16 crashes were reported at the study intersection for the period between January 1, 2020 and July 31, 2025. The leading crash types were Rear End (50%, 8), Other (19%, 3), and Head

On/Side swipe (12%, 2). In terms of severity, 81% of crashes resulted in no injuries, while 3 involved some level of injury, including 1 serious injury and 1 fatality. There were no pedestrian/bicycle related crashes at this study intersection.

The one fatal crash was a Sideswipe crash that happened when an eastbound vehicle travelling on Williamson Boulevard (east of Town Center Boulevard) attempted to pass a motorcycle. This fatality happened on dry pavement under clear weather and daylight conditions.

The one serious injury crash was a Head On crash that happened when a vehicle was traveling south on Williamson Boulevard with a green light when it drifted into the oncoming lane at the

Town West Boulevard intersection and collided head-on with another vehicle, which was stopped in the northbound left turn lane on Williamson Boulevard.

Nearly 6% of crashes occurred under low-light conditions (dark, dusk, or dawn). There were no wet pavement crashes. Distracted driving was involved in about 6% of crashes. There were no alcohol or drug related crashes. Table 3 and Figure 4 provide a summary of the crashes by type and severity. Tables 4 through 7 provide summary of crashes by different conditions and year.

Figure 5 provides a crash diagram (by crash types) of the study area. Figures 6 through 8 summarizes the crashes by different roadway conditions.

Table 3: Crashes by Type and Severity

Crash Type Fatalities Serious Injury Injury No Injury Row Total Proportion

Animal 0 0 0 1 1 6.2% Head On 0 1 0 1 2 12.5%

Other 0 0 0 3 3 18.8% Rear End 0 0 1 7 8 50.0% Sideswipe 1 0 0 1 2 12.5%

Total 1 1 1 13 16 100.0%

Table 4: Crashes by Type and Year Crash Type 2020 2021 2022 2023 2024 2025 Total Proportion

Animal 1 0 0 0 0 0 1 6.2% Head On 0 1 0 0 1 0 2 12.5%

Other 2 0 0 0 1 0 3 18.8% Rear End 0 1 4 2 0 1 8 50.0% Sideswipe 0 0 0 0 1 1 2 12.5%

Total 3 2 4 2 3 2 16 100.0%

Table 5: Crashes by Severity and Year Crash Severity 2020 2021 2022 2023 2024 2025 Total Proportion

Fatality 0 0 0 0 0 1 1 6.2% Injury 0 1 0 0 0 0 1 6.2%

No Injury 3 0 4 2 3 1 13 81.2% Serious Injury 0 1 0 0 0 0 1 6.2%

Table 6: Crashes by Road Surface Condition and Year Road Surface Condition 2020 2021 2022 2023 2024 2025 Total Proportion

Dry 3 2 4 2 3 2 16 100.0%

Table 7: Crashes by Light Condition and Year

Road Surface Condition 2020 2021 2022 2023 2024 2025 Total Proportion Dark - Not Lighted 1 0 0 0 0 0 1 6.2%

Daylight 2 2 4 2 3 2 15 93.8%

Figure 4: All Crashes by Type and Severity (2020 - 2025)

Figure 5: Study Area Crash Diagram by Type (2020 - 2025)

Figure 6: All Crashes by Light Condition (2020 – 2025)

Figure 7: All Crashes by Road Surface Condition (2020 – 2025)

Figure 8: All Crashes by Weather Condition (2020 – 2025)

Summary of Safety Conditions

The following is a summary based on an evaluation of historical crashes at the study intersection.

• There were 16 crashes in approximately 5.6 years with an average of 2.9 crashes per year.

Rear end crashes account for over half of all crashes.

• One fatal crash and one severe injury crash were identified within the crash period. The fatal crash was a Sideswipe that happened south of the study intersection, and the one severe injury crash was Head On that happened at the study intersection.

• Other than the rear end crashes (which are typical of signalized intersections), there does not seem to be any other crash trends related to severity or type or other conditions.

QUALITATIVE ASSESSMENT

A qualitative assessment (QA) was conducted at study intersection in the field to evaluate the existing operating conditions occurring on a typical weekday, and to identify areas where improvements would be potentially beneficial to the overall safety and efficiency of the location.

A registered professional engineer performed the QA during the AM and PM peak hour periods.

The field observations are summarized below for the study intersection.

Traffic Observations

• Vehicles traveling along Williamson Boulevard and Town West Boulevard were observed operating at or above the posted speed limit near the study intersection.

• During peak periods, vehicles were observed traveling in platoons, resulting in limited gaps for motorists to complete left-turn movements from Williamson Boulevard onto

Town West Boulevard during the permissive phase.

• All signal heads consist of three-section heads with backplates, except for the northbound and eastbound left-turn movements, which are equipped with four-section flashing yellow arrow (FYA) signal heads with backplates. Pedestrian signal heads and push-button detectors are installed and operational for all pedestrian crossing movements on all legs of the intersection.

• Limited roadway lighting is provided only at the intersection of Williamson Boulevard and Town West Boulevard. Corridor lighting is not present along Williamson Boulevard.

Along Town West Boulevard, architectural street lighting is provided along the north-side sidewalk and the shared-use path corridor.

• Overhead utility poles are located along the east side of Williamson Boulevard and along the north side of Town West Boulevard.

• On the east leg, vacant land includes dirt and gravel maintenance road that provides access to a power cell tower. The southeast and southwest quadrants of the intersection contain drainage ditches and wetland areas with mature vegetation.

• A total of 12 pedestrians and bicyclists were observed using this facility during the field review.

• Approximately 425 feet west of the intersection, a right-in/right-out driveway serves the

Town West Senior Living Facility. A 16-foot-wide raised grass median with palm trees extends to the intersection along Town West Boulevard

• Traffic flow on Williamson Boulevard is moderate, with the majority of vehicles traveling northbound and southbound. Both through movements were able to clear the intersection within a single signal cycle, with no phase failures observed. However, sometimes during peak periods, through-lane congestion and queuing blocked access to the left and right turn lanes

• The northbound left-turn movement from Williamson Boulevard to westbound Town

West Boulevard experiences minor to moderate demand during the afternoon peak period. Under permitted left-turn operations and moderate mainline traffic volumes, limited gaps were available for vehicles to complete the left turn under flashing yellow arrow conditions

• Traffic flow on Town West Boulevard is minor to moderate. Both turning movements were able to clear the intersection within a single signal cycle, with no phase failures observed

• During the morning peak period, the eastbound left-turn queue on Town West

Boulevard extends beyond the beginning of the right-turn lane. Vehicles were observed using the shoulder and adjacent grass area to bypass queued vehicles in order to access the right-turn lane to Williamson Boulevard

ADA Compliance Review

• Push-button signage is faded at the northwest corner

• Detectable warning surfaces are worn at the southwest corner

• Push-button signage is faded at the southwest corner

• Detectable warning surfaces are worn at the southeast corner

• Push-button signage is faded at the southeast corner

• Crosswalk pavement markings on the south leg are worn

FUTURE VOLUME DEVELOPMENT

The following sources were used to derive a reasonable growth rate for the study intersection.

• Population Projections: The population estimates obtained from the most current Bureau of Economic and Business Research (BEBR), Florida Population Studies, Volume 58 Bulletin

201, dated August 2025 was used.

• Historical Traffic Trends Analysis: Historical traffic trends analysis based on least squares regression analysis was conducted for the surrounding roadways using traffic data from the 2024 Florida Traffic Online (FTO).

• Travel Demand Models: The above discussed CFRPM7.0 model was used in the traffic forecasting process.

Population Projections

Low, medium, and high population projections for Volusia County were obtained from the latest

BEBR publication (Volume 58, Bulletin 201 dated August 2025). Table 8 shows the growth rates derived from the population estimates for the year 2035. As shown in Table 8, the BEBR reported an annual growth rate of 0.01%, 1.10%, and 2.20% per year for the low, medium, and high population estimates for Volusia County. The BEBR projection estimates are provided in Appendix

B.

Table 8: Population Analysis Summary Volusia County BEBR 2024 2035 Growth%

Low 594,643 595,100 0.01% Medium 594,643 666,800 1.10%

High 594,643 738,400 2.20%

Historical Traffic Trends Based on the historical count (2015 to 2024) information obtained from the 2024 FTO counts, linear regression trends analyses were performed for the study roadways, and the results are summarized in Table 9. The trends analysis sheets are provided in Appendix B. As shown in Table

9, It is to be noted that trends analysis growth rate along Williamson Boulevard was not considered in determining the future forecasts, Since the R2 values for the station is less than 75%.

Table 9: Historical Trends Analysis Summary

FDOT

Site Location

Historic Trend Analysis

R Square Annual Growth Rate

#797081 On Williamson Blvd, 1.25 miles north of I-95 8.17% 0.80% #798219 Town West Blvd, 900 feet west of Williamson Blvd 74.65% 7.38%

Model Based Growth Rates Table 10 summarizes the growth rates derived using 2015 base year and the horizon year 2045 model volumes from CFRPM 7.0 model. The model plots are included in Appendix B.

Table 10: Model-Model Growth Rates Location 2015

Model

Model Growth%

Williamson Boulevard, north of Town West Boulevard 9,354 14,187 1.7% Williamson Boulevard, south of Town West Boulevard 7,042 10,882 1.8% Town West Boulevard, west of Williamson Boulevard 7,976 11,392 1.4%

Based on the comparison of annual growth rates from the three primary sources (historical trends analysis, CFRPM7.0 models, and BEBR population estimates) an annual growth rate of 2.0% was recommended along Williamson Boulevard based on Model growth and an annual growth rate of 4.24% was recommended along Town West Boulevard based on average of BEBR Medium and

Trends growth.

Further, additional trips from the nearby future developments, including Thompson Pump –

20,000 Sq footage of Industrial Operational area (northeast of study intersection), Town West

Senior Living Apartment (southwest of the intersection) and 100,000 Sq footage of Commercial development (northwest of the intersection) were included.

In the case of Thompson Pump development, we used ITE land use Code 140 for 20,000 sq. ft. of manufacturing to derive the project AM and PM peak hour trips. In the case of Town West Senior

Living development, the retail component of 20,000 sq. ft., which equates to approximately 0.25

Floor Area Ratio (FAR) for the 1.88 acres was used to derive the project AM and PM peak hour trips (assumed by the applicant in the TIA dated March 30, 2022 (included in Appendix B). In the case of commercial development in the northwest quadrant, we used ITE land use Code 820 for

100,000 sq. ft. of retail shopping center to derive the project AM and PM peak hour trips. All the supporting development information is provided in Appendix B. For the purpose of this

Feasibility Study, an opening year 2027 and design year 2037 were assumed. Figure 9 depicts

2027 and 2037 turning movement volumes at the study intersection.

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Figure 9

Future Turning Movement Volumes Feasibility Study for Intersection Improvements Willaimson Boulevard at Town West Boulevard

N N.T.S.

Study Location

Traffic Movement

Peak Hour Traffic VolumesAM (PM)

FEASIBILITY ANALYSIS

Background

The study intersection is currently a three-legged signalized intersection with a dedicated left turn lane, one through lane and a dedicated right lane on the northbound approach along Williamson

Boulevard; a through lane and a dedicated right turn lane on the southbound approach along

Williamson Boulevard; and a dedicated left turn lane and a right turn lane on the eastbound approach along Town West Boulevard. North and south of this intersection, Williamson Boulevard is a three-lane urban roadway. Town West Boulevard is a two-lane divided roadway west of the study intersection.

This study assumed that the new north leg will be constructed (Thompson Pump development) for the future conditions. Based on existing and future traffic volumes, field observations, historical crash data analysis and input from the City, County and FDOT, this study accounted for the following elements to improve operations and safety:

• Construct a second northbound left turn lane on Williamson Boulevard and extend both left turn lanes to provide approximately 635 feet of storage. To accommodate this improvement, construct a second receiving lane on the west leg of Town West Boulevard and re-align southbound Williamson Boulevard south of the intersection to provide sufficient width for the dual northbound left turn lanes. Note that the recommended turn lane storage was based on the 95th percentile queue length from the year 2037 Synchro analysis, design feasibility, and coordination with the City of Port Orange including the potential surge in traffic demand during game day events.

• Extend southbound left and right turn lanes along Williamson Boulevard

• Extend the eastbound right turn lane on the west leg of Town West Boulevard

• Signalization, drainage, and utility impacts are anticipated due to the construction of the proposed improvements. Right-of-way (ROW) impacts are not anticipated.

Methodology The methodology for determining the feasibility of implementing the proposed improvements includes performing a comparison of before (or No Build) and after (or Build) operating and safety conditions and preparing a B/C analysis for any proposed improvements.

Safety and Operational Benefits To quantify safety benefits of the proposed improvements, FDOT analysis spreadsheet that uses predictive method for Urban and Suburban Arterials from the Highway Safety Manual (HSM) was used. To quantify the operational benefits of the proposed improvements at the study intersections, overall intersection delays (seconds per vehicle) were evaluated using Synchro 12 software. The safety and operational analysis outputs are provided in Appendix C.

Table 11 illustrates the number of opening year and design year crashes predicted for the No

Build and Build alternatives. Table 12 illustrates the opening year and design year overall intersection delays for the No Build and Build alternatives.

Table 11: Crash Prediction Analysis Summary

Alternative Crash Type Opening Year (2027)

Design Year (2037)

No Build Total 3.22 4.35 Fatal & Injury 1.48 2.00

Build Total 2.64 3.58 Fatal & Injury 1.22 1.65

Table 12: Future Operational Analysis Summary

Alternative

2027 AM 2027 PM 2037 AM 2037 PM

Delay (sec/veh) LOS Delay

(sec/veh) LOS Delay (sec/veh) LOS Delay

(sec/veh) LOS

No Build 20.8 C 27.9 C 29.0 C 80.9 F

Build 22.8 C 27.9 C 25.8 C 40.9 D

Based on the summaries presented in Tables 11 and 12, the proposed improvements are expected to enhance both operational performance and safety at the study intersection. Additionally, the extension of the left-turn lanes is anticipated to provide further operational and safety benefits, even though these improvements are not directly captured in the Synchro or HSM analyses. Turn lane extensions are anticipated to reduce queue spillback, lower rear-end crash potential, and maintain smoother through movement traffic flow.

Drainage Assessment The proposed intersection improvements are located within the jurisdiction of the St. Johns River

Water Management District (SJRWMD). The final outfall for the study intersection discharges to

Halifax River. The receiving water body is classified as impaired and not designated as Outstanding

Florida Waters (OFW).

Regulatory Framework

SJRWMD Design Criteria

• Water Quality Volume: 0.5 inch of runoff over the entire site or 1.25 inches of runoff over impervious areas (whichever is greater).

• Additional Water Quality Volume: On-line retention of an additional 0.5 inch of runoff from the drainage area beyond the above requirement.

• Water Quantity: Post-development peak discharge rates must be equal to or less than pre-development rates for the 25-year / 24-hour storm.

Florida Department of Transportation (FDOT) Criteria

• For retention systems discharging to FDOT right-of-way or storm systems, the post-development discharge may not exceed the pre-development discharge rates for FDOT-required storms events.

• Open basins must be analyzed for the 3-, 5-, 10-, 25-, 50- and 100-year storm events, with respective durations of 1-, 2-, 4-, 8-, 24- and 72-hours.

• Proposed ponds must have a minimum of 1-foot of freeboard for all FDOT storms.

Permit Exemption Criteria

The project may qualify for an ERP exemption if any of the following conditions are met:

• The project does not significantly alter existing drainage pattern and consists solely of minor roadway safety improvements with no work on wetlands, as per Florida

Administrative Code (F.A.C.) sections 62-330.051(4)(c).

• The project results in no more than 4,000 square feet of impervious and semi-impervious surface areas subject to vehicular traffic, as per F.A.C. section 62-330.20 2(b).

Water Quality Rule SB 7040 – Statewide Stormwater Rule

The Statewide Stormwater Rule establishes enhanced stormwater treatment and nutrient control requirements across all Florida Water Management Districts. The following key provisions apply to this project:

• Projects must demonstrate compliance with nutrient reduction goals established under

Total Maximum Daily Loads (TMDLs) and Basin Management Action Plans (BMAPs) for impaired waters such as Bald Eagle Creek and Halifax River.

• Required water-quality treatment volumes have increased—typically 0.95 inches of runoff for developed areas, with an additional 50 percent for OFW discharges. Designs must also meet volumetric and performance-based efficiency targets, generally achieving about

80 percent removal of suspended solids and 60 percent removal of nutrients.

• Permit holders must maintain long-term performance and maintenance documentation, and any modification to a permit issued before 2020 must be reassessed under the current standards.

• Projects adding less than 4,000 square feet of impervious area may remain exempt only if no additional discharge or nutrient loading occurs. Even exempt projects located near nutrient-impaired basins must demonstrate no increase in pollutant loads to maintain compliance.

• Project must provide formal Operation and Maintenance (O&M) plan with cost estimates.

ERP & SB 7040 Requirements by Project

Final discharge point is Halifax River which is classified as an impaired waterbody and is not designated as an Outstanding Florida Water (OFW).

• Net Added Impervious: +13,530 SF

• The intersection partially lies within FEMA Zone “AE” a Base Flood Elevation of 27 ft, within the 100-year floodplain, as shown on FEMA Flood Insurance Rate Map No.

12127C0506H (dated September 29, 2014).

• ERP Permit Level o The overall increase in impervious area is more than 4,000 square feet;

therefore, the project does not qualify for an exemption from Water

Management District permitting, pursuant to F.A.C. section 62-330.20(2)(b) o Individual ERP required due to significant new impervious area

• Key ERP Requirements o Stormwater quantity attenuation (pre/post discharge rates) o Water quality treatment to meet statewide minimum standards o Demonstration of system capacity for design storms per SJRWMD criteria

• Hydraulic and hydrologic modeling required o Project partially lies within FEMA zone AE and must evaluate Floodplain

Impact/Compensation

• SB 7040 Compliance o Must meet minimum stormwater treatment performance (TN & TP criteria when applicable) o Comprehensive Operations & Maintenance Plan required o Annual reporting obligation once rule is effective (12/28/2025)

Utilities Assessment A Sunshine One-call ticket was processed in December 2025 to identify a listing of potential utilities provided near the study intersection. A list of the various utility companies/agencies shown to have facilities located within the study area is provided in Appendix D. It should be noted that listing in the Sunshine ticket does not guarantee definite presence within the corridor.

Design Concepts and Costs The planning-level design concepts and the corresponding cost estimates were developed for the proposed improvements at the study intersection. The concepts and corresponding costs are provided in Appendix E. The cost estimates were based on FDOT’s current 12-month moving market average cost obtained on October 31, 2025.

The categories of cost included Design and Construction. Additional ROW is not anticipated for the proposed improvements. Note that any required compensating storage analysis, stormwater runoff calculations, floodplain evaluation, and other relevant impacts will be addressed during the design phase. Percentages were applied to account for the following:

• Project unknowns in construction

• Maintenance of Traffic (MOT)

• Mobilization (MOB)

• Construction Engineering and Inspection (CEI)

• Utility relocation

The estimated cost for the Williamson Boulevard and Town West Boulevard intersection modifications is $1,165,900 (present day value). The design cost estimates provided by the City of

Port Orange were used in the overall cost estimate.

B/C Analysis To complete the B/C analysis, the anticipated operational and safety benefits of the Build alternative over the 10-year period between opening year 2027 and design year 2037, relative to the No Build alternative, were combined with the estimated construction costs and evaluated using the ICE Economic Analysis. The ICE Economic Analysis Tool provides the net present value

(NPV) (for which higher is better) and B/C ratios (overall, delay and safety) of the proposed improvements.

Delay B/C Ratio

For the delay B/C ratio, traffic operational benefits for the Build option relative to the No Build

(existing control) were estimated between the years 2027 and 2037 (using the delays shown in

Table 12) and compared with the corresponding construction cost. The benefits are defined in terms of cost savings associated with a reduction in delay values. The value of delay time per hour

(2024 values of $24.01 for autos and $80.16 for trucks) from the 2025 Urban Mobility Report published by Texas A&M Transportation Institute was used to determine the cost savings for each improvement option.

Safety B/C Ratio

The safety benefits of the proposed improvements were estimated relative to the No Build

(existing control) option using the crash predictions as shown Table 11 and crash costs within the

FDOT ICE tool. Then these benefits were compared with the corresponding costs to determine the

B/C ratio for the proposed improvements.

As shown in Table 13, delay, safety, and overall B/C ratios and the Net Present Value (NPV) for the proposed improvements are higher when compared to the No Build alternative. Its favorable net present value (NPV) and benefit–cost (B/C) ratio demonstrate that the long-term operational and safety benefits substantially surpass the initial construction costs. A higher B/C ratio reflects greater benefit per dollar invested, while a higher NPV reflects a greater total net economic gain over the analysis period. The output from the FDOT ICE tool along with the cost estimates are provided in Appendix E.

Table 13: Net Present Value (NPV) of Improvements and B/C Ratios Relative to the No Build Alternative

Control Strategy NPV of Improvement

Delay B/C Ratio

Safety B/C Ratio

Overall B/C Ratio

Build Alternative (Improved Traffic Signal) $4,761,277 4.32 0.77 5.08

RECOMMENDATIONS

Based upon the crash analysis, qualitative assessment, field observations, intersection analysis, B/C analysis and engineering judgment, the following modifications are recommended to improve the safety and operation of the study intersection:

• Construct a second northbound left turn lane on Williamson Boulevard and extend both left turn lanes to provide approximately 635 feet of storage. To accommodate this improvement, construct a second receiving lane on the west leg of Town West Boulevard and re-align southbound Williamson Boulevard south of the intersection to provide sufficient width for the dual northbound left turn lanes

• Extend the southbound left and right turn lanes on Williamson Boulevard to provide approximately 350 feet of storage

• Extend the existing eastbound right turn lane on the west leg of Town West Boulevard to provide approximately 315 feet of storage

These modifications can be implemented at an approximate cost of $1,165,900 and yields a B/C ratio of 5.08, which indicates that the anticipated benefits outweigh the estimated costs for the proposed modifications.

APPENDICES

APPENDIX A-1:

Responses to Comments

Engineers | Scientists | Planners | Designers Landmark Center Two, 225 E Robinson Street, Suite 300, Orlando, FL 32801-4326 P 407.839.4006 F 407.839.4008 www.vhb.com

To: Stephan Harris, Volusia-Flagler TPO Date: 02/13/2026 Johnnie Yongue, City of Port Orange Project #: 064834.00

From: VHB Re: Responses to Comments on the DRAFT Intersection improvements at Town West Blvd and S Williamson Blvd

Provided below are VHB’s responses to comments received from the City of Port Orange on the January 2026 draft report.

1. Correct the base flood elevation in the special flood hazard area to have a Base flood elevation of 27.00 Ft adjacent to intersection work.

Response: Comment noted. The report will be revised to include the text – “The intersection partially lies within FEMA Zone “AE” a Base Flood Elevation of 27 ft, within the 100-year floodplain, as shown on FEMA Flood Insurance Rate Map No. 12127C0506H (dated September 29, 2014)”.

2. Clarify whether estimated design costs consider impacts to floodplain and compensating storage calculations.

Response: Comment noted. Compensating storage and floodplain analysis would be captured in the design and design contingency costs.

3. Clarify whether estimated design cost is assumed to cover cost of stormwater runoff calculations and design since added impervious area exceeds threshold for exemption Response: Comment noted. The calculation of stormwater runoff would be captured in the design and design contingency costs.

Provided below are VHB’s responses to comments received from FDOT on the January 2026 draft report.

Comment #1: Page 21 What is the build-out year of the near future developments?

Response: A specific build-out year for the nearby future developments is not available. However, at the City’s request, VHB included the vested trips associated with these developments in the future intersection operational analysis to provide a conservative assessment.

Town West Senior Living Apartment is already constructed and operational. Is any additional development proposed beyond the existing condition? If not, trips generated by this apartment should already be captured in the existing traffic counts. Please clarify whether these trips were also included as future project trips in the intersection volume projections.

Response: Yes, vested trips beyond the existing condition were included in the future conditions for the Senior Living Apartments based on coordination with the City.

No development information for commercial use at the northwest corner is provided in Appendix B.

Response: A development information for commercial use is not available at this time. Assumptions for the development potential were made in coordination with the City for a conservative approach. Note that final future volumes were approved by the City.

Ref: Responses to Comments from City of Port Orange 02/13/2026

Please provide the process of volume projection process.

Response: Comment noted. The volume projection process will be discussed in the revised report.

Comment #2: Page 24, Table 11 Please provide the analysis supporting the Fatal & Injury values in the Appendix.

Response: Comment noted. The corresponding sheets will be provided in the Appendix.

Comment #3: Page 30, 1st Bullet Point The Synchro results indicate that the northbound left-turn delay increases from 46.9 seconds (LOS D) under the No-Build condition to 73.5 seconds (LOS E) under the Build condition in the 2037 PM peak.

Please provide an operational justification for the proposed westbound double left-turn lane.

Response: Comment noted. The most likely reason is the protected phase and timing optimization under the Build scenario. Below is the justification:

The amount of projected left turn volume under future conditions exceed 300 VPH.

The City stated the need to accommodate a surge in traffic for this movement during game events at the Coquina Cove Activity Park in addition to the background growth and vested trips from nearby developments.

The amount of green time that goes to this movement under 2037 PM No-Build causes other movements/overall intersection to fail with extensive queueing and V/C ratio of greater than 1.

Comment #4: Appendix C, Synchro Outputs, 2037 PM Build The northbound left-turn lane storage length is coded as 390 ft in the Synchro model, which reflects the existing condition. However, the study recommends extending the storage length to 635 ft.

Response: The recommended storage length is based on design feasibility and to accommodate a traffic surge during potential game day events at Coquina Cove Activity Park and based on coordination with the City. The Build Synchro model will be updated to show a storage length of 635 feet, but note that it will not change the delay results.

The signal timing allocates 31 seconds and 32 seconds of green time to the eastbound and westbound approaches, respectively. However, the projected 2037 eastbound volumes are minimal (2 vph in the AM peak and 10 vph in the PM peak). This timing plan was also applied to the No-Build condition, under which the southbound through movement is shown to fail.

Response: Yes, these times are allocated to accommodate potential pedestrian crossings. However, the signal is actuated and this movement will gap out (the recall mode is none) and not use the entire split time.

Provided below are VHB’s responses to comments received from the TPO on the January 2026 draft report.

1. Include picture of study intersection on front cover.

Response: Comment noted. The report will be revised to include the front cover with a picture of the study intersection.

2. Change Twon to Town on Page 28 of the report.

Response: Comment noted. The report will be revised as needed.

3. Appendix A: Assign numbers to all field photos and indicate facing direction of each photo.

Response: Comment noted. The report appendix will be revised as needed.

4. Appendix E: Round estimated cost numbers to the nearest dollar.

Response: Comment noted. The estimated cost numbers will be rounded to the nearest dollar values.

5. Remove estimated costs for Contingency and Design Contingency.

Response: Comment noted. At the planning-level cost estimating stage, contingencies for both design and construction are included as an industry standard to account for items such as, but not limited to, potential changes in quantities, additional design elements identified as the project advances to 100% design and increases in unit costs. Contingency percentages typically decrease as the project progresses through final design and into construction. As such, we suggest keeping these contingency costs in the overall estimate.

Provided below are VHB’s responses to comments received from the County on the January 2026 draft report.

1. Please clarify whether this study is intended to be relied upon to support future development approvals (e.g., Thompson Pump development and assumed commercial land use), and If so, the study should explicitly state that it has been prepared in general conformance with the Transportation Impact Analysis Guidelines & Methodology (06/22/2016) and identify any deviations.

2. Is the improvement be considered as a concurrency measure with the proposed development on the east side is at site permit level.

Response to 1 and 2: Comments noted. Consistent with the scope of this feasibility study, the future volumes were developed based on coordination with the City providing vested traffic information. The City may or may not use the findings of this study in support of their development review, however the feasibility study itself does not dictate development approvals or future development-related mitigation and concurrency. Any development-related improvements or payments will be agreed upon between the developer and City based on a TIA provided by the applicant. The future improvements recommended in this study are recommendations based on anticipated volumes for a conservative approach.

3. Please confirm whether Seasonal adjustment factors were considered or deemed unnecessary.

Response: Comment noted. A seasonal adjustment factor from Florida Traffic Online based on the count date was used to adjust the field counts.

4. The reported Safety B/C ratio (0.84) is less than 1.0, while the overall B/C ratio is favorable, how this is considered with reference to other safety investment priorities and whether additional low-cost safety countermeasures were evaluated.

Response: Comment noted. The primary objective of the feasibility study is to evaluate the potential impacts and planning-level costs of the improvements proposed by the City. While the reported safety benefit–cost (B/C) ratio is less than 1.0, it should be noted that this value is influenced by the relatively high estimated construction cost associated with the proposed improvements.

In addition, the safety benefits predicted using the FDOT Highway Safety Manual (HSM) tool do not capture all potential safety benefits of the proposed improvements. For example, the HSM tool does not fully account for operational improvements such as extending left-turn lanes, which can reduce crash potential for certain crash types, including rear-end crashes. The safety analysis conducted as part of this study did account for measurable improvements, including the conversion of permissive/protected left-turn phasing to protected-only phasing and proposed lighting upgrades at the study intersection.

Other low-cost safety countermeasures including retroreflective signal backplates are already in place at the study intersection. As such, the overall B/C ratio, combined with operational and safety considerations, supports the proposed improvements within the context of broader safety investment priorities.

Engineers | Scientists | Planners | Designers Landmark Center Two, 225 E Robinson Street, Suite 300, Orlando, FL 32801-4326 P 407.839.4006 F 407.839.4008 www.vhb.com

Follow-up Comments received on 12/19/2016 City of Port Orange: VHB Response #2 & #3: “Comment noted” Please confirm the report will be revised to notate design analysis will include evaluation of floodplain, compensating storage, and stormwater calculations. The design should include evaluation of the permitted Williamson Blvd roadway with respect to the sufficiency of the existing stormwater design accommodating the proposed improvements.

Response: Yes, this will be added in the revised Report.

FDOT: VHB Response #1 – Regarding near future developments, the outparcel for Town West Senior Living Apartments has not been constructed. Please confirm the analysis includes the unconstructed 1.88-acre, approximately 20,000 SF strip retail center since VHB Project #63844.00 was for the initial phase of senior adult housing only.

Response: We have included approximately 20,000 SF strip retail land use in the volume projections.

FDOT: VHB Response #4 – Please confirm that the Feasibility Study is referencing CORACI PARK. The “Coquina Cove Activity Park” is a neighborhood playground that wouldn’t be significant to the project.

Response: That is correct. We meant Coraci Park.

APPENDIX A-2:

Traffic Data & Field Photos

Start Date : 00:00 Stop Date : 24:00 County : Station Number -

Equipment ID 107 Location :

01 02 03 04 05 07 08 09 11 3 5 9 10 19 95 120 117 121 3 5 4 11 18 123 127 111 142 2 6 8 11 36 121 125 101 170 3 10 6 23 34 110 109 139 135 11 26 27 55 107 449 481 468 568

13 14 15 16 17 19 20 21 23 131 148 167 220 204 125 90 49 20 148 162 182 207 214 123 90 39 14 146 164 196 211 207 99 73 41 18 154 189 214 229 210 94 55 31 10 579 663 759 867 835 441 308 160 62

: 8,876 : 11:30 AM Peak Volume : 626 AM Peak Hour Factor : 0.89 : 16:00 PM Peak Volume : 867 PM PeaK Hour Factor : 0.95

01 02 03 04 05 07 08 09 11 26 7 12 17 24 82 157 124 117 19 19 10 14 21 120 117 119 125 6 9 13 17 37 170 126 127 131 11 10 7 17 33 166 113 140 144 62 45 42 65 115 538 513 510 517

13 14 15 16 17 19 20 21 23 158 152 173 171 213 156 98 81 24 155 164 147 211 189 133 115 68 23 151 166 186 218 175 144 102 56 18 178 169 175 187 141 105 74 58 17 642 651 681 787 718 538 389 263 82

: 9,155 : 7:15 AM Peak Volume : 613 AM Peak Hour Factor : 0.90 : 16:15 PM Peak Volume : 829 PM PeaK Hour Factor : 0.95

01 02 03 04 05 07 08 09 11 29 12 21 27 43 177 277 241 238 22 24 14 25 39 243 244 230 267 8 15 21 28 73 291 251 228 301 14 20 13 40 67 276 222 279 279 73 71 69 120 222 987 994 978 1,085

13 14 15 16 17 19 20 21 23 289 300 340 391 417 281 188 130 44 303 326 329 418 403 256 205 107 37 297 330 382 429 382 243 175 97 36 332 358 389 416 351 199 129 89 27 1,221 1,314 1,440 1,654 1,553 979 697 423 144

: 18,031 : 11:45 AM Peak Volume : 1,178 AM Peak Hour Factor : 0.92 : 16:15 PM Peak Volume : 1,680 PM PeaK Hour Factor : 0.98

2-Oct-25 Northbound Volume

October 2, 2025 October 2, 2025

Williamson Boulevard, south of Town West Boulevard

End Time

Hr Total

End Time

Start Time Stop Time

Volusia

Hr Total

End Time

2-Oct-25 Southbound Volume

24 Hour Total

AM Peak Hour begins PM Peak Hour begins

End Time

24 Hour Total AM Peak Hour begins PM Peak Hour begins

Hr Total

1,215

Hr Total

End Time

End Time

AM Peak Hour begins PM Peak Hour begins

2-Oct-25 Total Volume for All Lanes

1,177 222

38278

Roadway Count Summary Vanasse Hangen Brustlin, Inc.

93 218 90 222

Hr Total

Hr Total

24 Hour Total

County : Station Number -

Equipment ID 438 Location :

01 02 03 04 05 07 08 09 11 4 4 8 8 15 68 101 108 125 4 5 7 12 14 92 118 97 127 3 6 4 7 31 63 104 92 149 4 8 5 20 31 88 100 128 129 15 23 24 47 91 311 423 425 530

13 14 15 16 17 19 20 21 23 139 149 177 270 215 118 93 54 20 149 188 201 213 247 126 106 51 17 153 188 208 247 233 85 66 31 19 148 194 245 221 202 92 52 37 11 589 719 831 951 897 421 317 173 67

: 8,881 : 11:45 AM Peak Volume : 636 AM Peak Hour Factor : 0.89 : 15:45 PM Peak Volume : 975 PM PeaK Hour Factor : 0.90

01 02 03 04 05 07 08 09 11 26 7 12 13 21 90 161 132 108 18 17 11 13 23 158 154 133 125 4 9 13 17 39 182 138 117 121 10 12 7 19 31 169 123 143 127 58 45 43 62 114 599 576 525 481

13 14 15 16 17 19 20 21 23 150 146 154 139 175 132 77 59 16 142 141 112 168 166 104 83 55 14 143 152 170 192 179 104 84 45 18 155 150 142 155 124 79 50 29 14 590 589 578 654 644 419 294 188 62

: 8,355 : 7:15 AM Peak Volume : 670 AM Peak Hour Factor : 0.92 : 16:15 PM Peak Volume : 690 PM PeaK Hour Factor : 0.90

01 02 03 04 05 07 08 09 11 30 11 20 21 36 158 262 240 233 22 22 18 25 37 250 272 230 252 7 15 17 24 70 245 242 209 270 14 20 12 39 62 257 223 271 256 73 68 67 109 205 910 999 950 1,011

13 14 15 16 17 19 20 21 23 289 295 331 409 390 250 170 113 36 291 329 313 381 413 230 189 106 31 296 340 378 439 412 189 150 76 37 303 344 387 376 326 171 102 66 25 1,179 1,308 1,409 1,605 1,541 840 611 361 129

: 17,236 : 11:45 AM Peak Volume : 1,175 AM Peak Hour Factor : 0.87 : 16:30 PM Peak Volume : 1,618 PM PeaK Hour Factor : 0.92

2-Oct-25 Northbound Volume

October 2, 2025 October 2, 2025

Williamson Boulevard, north of Town West Boulevard

End Time

Hr Total

End Time

Start Time Stop Time

Volusia

Hr Total

End Time

2-Oct-25 Southbound Volume

24 Hour Total

AM Peak Hour begins PM Peak Hour begins

End Time

24 Hour Total AM Peak Hour begins PM Peak Hour begins

Hr Total

1,247

Hr Total

End Time

End Time

AM Peak Hour begins PM Peak Hour begins

2-Oct-25 Total Volume for All Lanes

1,062 229

31234

Roadway Count Summary Vanasse Hangen Brustlin, Inc.

82 211 99 210

Hr Total

Hr Total

County : Station Number -

Equipment ID 441 Location :

01 02 03 04 05 07 08 09 11 2 5 3 3 11 88 84 73 56 1 1 2 1 10 108 95 71 64 0 4 4 5 18 120 79 51 54 4 4 6 7 17 87 67 68 54 7 14 15 16 56 403 325 263 228

13 14 15 16 17 19 20 21 23 61 61 70 70 73 62 38 21 7 58 60 53 65 90 45 34 14 5 69 66 74 71 91 42 27 22 9 69 66 58 81 75 35 20 9 7

257 253 255 287 329 184 119 66 28

: 3,976 : 7:00 AM Peak Volume : 403 AM Peak Hour Factor : 0.84 : 16:45 PM Peak Volume : 335 PM PeaK Hour Factor : 0.92

01 02 03 04 05 07 08 09 11 2…