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Home My WebLink About2015 AAF Vol II Appendix 3.3-C Grade Crossings Transportation and Railroad Crossing Analysis for the All Aboard Florida Passenger Rail Project from Cocoa to West Palm Beach, Florida Prepared by: AMEC Environment & Infrastructure, Inc. 404 SW 140th Terrace Newberry, Florida 32669 AMEC Project No. 6063120212 September 2013 Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 i Table of Contents 1.0 Introduction .............................................................................................................................. 1-1 2.0 Affected Environment .............................................................................................................. 2-1 2.1 Transportation ................................................................................................................... 2-1 2.1.1 Existing Rail and Bus Systems ................................................................................ 2-1 2.1.1.1 Existing Passenger Train/Bus Service ......................................................... 2-1 2.1.1.2 Existing Freight Rail Service ........................................................................ 2-2 2.1.2 Existing Roadway Network ...................................................................................... 2-2 2.1.2.1 Existing Highway Rail Grade Crossings ...................................................... 2-6 2.1.2.2 Existing Roadway Network for MCO and the VMF ...................................... 2-6 3.0 Railroad Crossing Analysis ..................................................................................................... 3-1 3.1 Methodology ................................................................................................................... 3-12 3.2 Traffic Data ..................................................................................................................... 3-12 3.3 Traffic Operational Analysis ............................................................................................ 3-14 4.0 Environmental Consequences ................................................................................................ 4-1 4.1 Transportation ................................................................................................................... 4-1 4.1.1 Rail Transportation Impacts ..................................................................................... 4-1 4.1.1.1 No Build Alternative ..................................................................................... 4-1 4.1.1.2 Build Alternative .......................................................................................... 4-1 4.1.1.3 Construction Impacts ................................................................................... 4-2 4.1.2 Regional Roadway Network Impacts ....................................................................... 4-2 4.1.2.1 No Build Alternative ..................................................................................... 4-3 4.1.2.2 Build Alternative .......................................................................................... 4-3 4.1.2.3 Secondary and Cumulative Impacts ............................................................ 4-3 4.1.3 Local Vehicular Transportation Impacts ................................................................... 4-3 4.1.3.1 Build Alternative .......................................................................................... 4-5 4.1.3.2 No Build Alternative ..................................................................................... 4-6 4.1.3.3 Secondary and Cumulative Impacts ............................................................ 4-6 5.0 Summary ................................................................................................................................... 5-1 6.0 References ................................................................................................................................ 6-1 Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 ii Table of Contents (continued) List of Tables Table 2-1. Summary of Existing Freight Operating Characteristics and Average Crossing Closures Table 2-2. Summary of Existing Average Annual Daily Traffic (AADT) and Level of Service (LOS) for Primary Regional Roadways Table 2-3. Summary of Total Crossings by County Table 2-4. Traffic Count Information for the VMF Alternative Location Service Roads Table 3-1. Summary of Rail Operating Characteristics and Average Crossing Closure for both Freight and Passenger Rail for Opening Year 2016 Table 3-2. Signalized Level of Service (LOS) Criteria Table 3-3. Unsignalized Level of Service (LOS) Criteria Table 3-4. Banyan Boulevard Crossing in Palm Beach County (EB = East Bound Traffic; WB = West Bound Traffic) Table 3-5. Northlake Boulevard Crossing in Palm Beach County (EB = East Bound Traffic; WB = West Bound Traffic) Table 3-6. SE Indian Street Crossing in Martin County (EB = East Bound Traffic; WB = West Bound Traffic) Table 3-7. SE Monterey Road Crossing in Martin County (EB = East Bound Traffic; WB = West Bound Traffic) Table 3-8. Seaway Drive Crossing in St Lucie County (EB = East Bound Traffic; WB = West Bound Traffic) Table 3-9. North Causeway Crossing in St Lucie County (EB = East Bound Traffic; WB = West Bound Traffic) Table 3-10. Oslo Road Crossing in Indian River County (EB = East Bound Traffic; WB = West Bound Traffic) Table 3-11. 19th Place/20th Place Crossing in Indian River County (EB = East Bound Traffic; WB = West Bound Traffic) (page 1 of 2) Table 3-12. Palm Bay Road NE Crossing in Brevard County (EB = East Bound Traffic; WB = West Bound Traffic) Table 3-13. Pineda Causeway Crossing in Brevard County (EB = East Bound Traffic; WB = West Bound Traffic) Table 4-1. Maximum Passenger Rail Speeds at State Road, County Road and US Highway Crossings Table 4-2. Comparison of Roadway Crossing Closures for the Project Area in 2016 List of Figures Figure 1-1. AAF System; proposed Project including the East-West Corridor and the North South Corridor Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 iii Table of Contents (continued) List of Exhibits Exhibit 1. Existing Year 2012 Traffic Conditions – Palm Beach County. Banyan Boulevard Crossing. Exhibit 2. Existing Year 2012 Traffic Conditions – Palm Beach County. Northlake Boulevard Crossing. Exhibit 3. Existing Year 2012 Traffic Conditions – Martin County. SE Indian Street Crossing. Exhibit 4. Existing Year 2012 Traffic Conditions – Martin County. SE Monterey Road Crossing. Exhibit 5. Existing Year 2012 Traffic Conditions – St. Lucie County. Seaway Drive Crossing. Exhibit 6. Existing Year 2012 Traffic Conditions – St. Lucie County. North Causeway Crossing. Exhibit 7. Existing Year 2012 Traffic Conditions – Indian River County. Oslo Road Crossing. Exhibit 8. Existing Year 2012 Traffic Conditions – Indian River County. 19th Place/20th Place Crossing. Exhibit 9. Existing Year 2012 Traffic Conditions – Brevard County. Palm Bay Road NE Crossing. Exhibit 10. Existing Year 2012 Traffic Conditions – Brevard County. Pineda Causeway Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 iv Table of Contents (continued) List of Acronyms and Abbreviations AAF All Aboard Florida – Operations LLC AADT Annual Average Daily Traffic DEIS Draft Environmental Impact Statement for AAF Passenger Rail Project Orlando to Miami, Florida EA Environmental Assessment FEC Florida East Coast FECI Florida East Coast Industries, Inc. FRA Federal Railroad Administration FDOT Florida Department of Transportation FEC ROW Florida East Coast Right-of-Way and North-South Corridor FONSI Finding of No Significant Impact FRA Federal Rail Authority GIS Geographic Information System GPS Global Positioning System ITE Institute of Transportation Engineers LOS Level of Service ROW Right-of-way USDOT United States Department of Transportation Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 1-1 1.0 Introduction Pursuant to the National Environmental Policy Act (NEPA) of 1969 [42 United States Code (USC) 4321 et seq], and Council on Environmental Quality (CEQ) NEPA regulations [40 Code of Federal Regulation (CFR) 1500-1508], the Federal Railroad Administration (FRA) has initiated an evaluation of the potential environmental and related impacts of constructing and operating an intercity passenger rail service as proposed by All Aboard Florida – Operations LLC (AAF). Specifically, AAF is proposing to construct and operate a privately-owned, intercity passenger railroad system that will connect Orlando and Miami, with intermediate stops in Fort Lauderdale and West Palm Beach, Florida (Project). As AAF intends to apply for a loan under FRA’s Railroad Rehabilitation and Improvement Financing (RRIF) Program pursuant to 49 CFR Part 260, FRA must consider the potential environmental impacts resulting from the Project pursuant to NEPA. AAF previously completed an Environmental Assessment and Section 4(f) Evaluation (AAF EA)1 for intercity passenger rail service between Miami and West Palm Beach, Florida. FRA issued a Finding of No Significant Impact (AAF FONSI)2 for the AAF EA in January 2013. To the extent that actions have not changed since the AAF EA, these would not be evaluated by FRA as part of this proposed action (Proposed Action), which will consist of a 235-mile intercity passenger rail service composed of the following two connected corridors and a new vehicle maintenance facility (VMF):  An extension of the north-south corridor that includes approximately 128.5 miles of rail improvements between West Palm Beach and Cocoa, Florida, within an existing, active freight rail right-of-way (ROW), as well as modifications to seven existing bridges along the 66.5-mile portion of that ROW that was evaluated as part of the AAF EA and AAF FONSI (North-South Corridor); and  An east-west corridor of approximately 40 miles from Cocoa to Orlando, Florida, generally parallel to the existing State Road 528 (SR 528 or Beachline Expressway), which would extend the service analyzed in the AAF EA and AAF FONSI to the Orlando International Airport (MCO), where the new VMF would be constructed (East-West Corridor). A proposed station at MCO (Orlando Station) is expected to be developed by the Greater Orlando Airport Authority (GOAA) and would serve as the Orlando terminus for the Proposed Action. Development of this Orlando Station has been studied by GOAA in two previous environmental assessments (each, an EA).3 4 As described in more detail in the notice of intent to prepare an environmental impact statement (EIS) for the Project that was published by FRA in the Federal Register on April 15, 2013, FRA shall act as the lead Federal agency in conducting the environmental review and preparing, reviewing, revising and completing the environmental documentation related to the Proposed Action. The EIS shall be prepared to satisfy the requirements of NEPA. . An overview map of the proposed Project is shown in Figure 1-1, Project Location. 1 All Aboard Florida – Operations LLC. 2012. Environmental Assessment and Section 4(f) Evaluation for the All Aboard Florida Passenger Rail Project West Palm Beach to Miami, Florida. Available at: http://www.fra.dot.gov/eLib/details/L04278. 2 United States Department of Transportation (USDOT), Federal Railroad Administration (FRA). 2013. Finding of No Significant Impact for the All Aboard Passenger Rail Project West Palm Beach to Miami, Florida. Available at: http://www.fra.dot.gov/Elib/Details/L04277. 3 United States Department of Transportation (USDOT), Federal Aviation Administration (FAA) and Greater Orlando Aviation Authority (GOAA). 1998. Environmental Assessment for the Proposed South Terminal Complex at the Orlando International Airport. 4 United States Department of Transportation (USDOT), Federal Transit Administration (FTA), Florida Department of Transportation (FDOT) and Greater Orlando Aviation Authority (GOAA). 2005. Environmental Assessment for the Proposed OIA Intermodal Center and associated High Speed Rail and Light Rail Alignments. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 1-2 This Technical Memorandum describes the existing traffic and rail conditions in the Project Area and documents traffic operations analysis for selected railroad crossings at major arterials in the North- South Corridor study area. This analysis was done to evaluate the impact of the Proposed Action on the adjacent roadway network. Figure 1-1. AAF System; proposed Project including the East-West Corridor and the North-South Corridor Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 2-1 2.0 Affected Environment 2.1 Transportation The potential for impacts to transportation services including rail, regional roadway and local roadway networks resulting from the Proposed Action has been evaluated. As discussed in the Purpose and Need Statement, FDOT’s 2006 Vision Plan projects a 200 percent increase in intercity travel within Florida by 2040. The Proposed Action will provide additional infrastructure to help meet this demand. In order to reduce or eliminate the potential impacts associated with a new transportation project, the proposed Project has been primarily located within the FEC Corridor and adjacent to existing roads. The Project is intended to alleviate the growing congestion of the regional highway system while not creating new or substantial delays to existing local transportation networks. The analysis performed on transportation focuses on impacts in the North-South Corridor Alternative, which is comparatively less densely populated and allows for greater train speeds at existing roadway crossings due to fewer stops than the service evaluated from West Palm Beach to Miami in the AAF EA for which the AAF FONSI was issued. The East-West Corridor Alternatives will be constructed without the need for road crossings, which will alleviate regional highway congestion while creating no adverse local traffic impacts. 2.1.1 Existing Rail and Bus Systems 2.1.1.1 Existing Passenger Train/Bus Service The National Railroad Passenger Corporation (Amtrak) provides passenger rail service between Orlando and West Palm Beach. This route runs twice daily from Orlando to West Palm Beach. From West Palm Beach it passes through Okeechobee, Sebring, Winter Haven and Kissimmee before arriving in Orlando. It takes about 5 hours one way and the average round trip cost for the service is $100.00 for one adult passenger. Miami Orlando Shuttle Bus provides five bus trips daily, seven days a week between Orlando and West Palm Beach. From West Palm Beach the route follows along the Florida Turnpike passing through Fort Pierce, Kissimmee before arriving in Orlando. It takes about 4 hours and the average round trip cost for the service is $60.00 for one adult passenger. Greyhound provides passenger bus service between Orlando and West Palm Beach. The route runs four times daily from Orlando to West Palm Beach. From West Palm Beach the route follows along the Florida Turnpike passing through Fort Pierce, Kissimmee before arriving in Orlando. It takes about 4 hours one way and the average round trip cost for the service is $60.00 for one adult passenger. RedCoach provides passenger bus service between Orlando and West Palm Beach. The route north to south (Orlando to West Palm Beach) runs along the Florida Turnpike passing through Fort Pierce before arriving in Orlando. The route runs four times daily on Tuesday, Wednesday, Thursday, and Saturday. This route also runs two times daily on Monday, Friday, and Sunday. The route south to north (West Palm Beach to Orlando) runs along the Florida Turnpike passing through Fort Pierce before arriving in West Palm Beach. The route runs four times daily on Monday, Tuesday, Wednesday, and Saturday. This route also runs two times daily on Thursday, Friday, and Sunday. It takes about 3 hours one way and the average round trip cost for the service is $100.00 for one adult passenger. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 2-2 2.1.1.2 Existing Freight Rail Service Regular freight traffic currently operates within the FEC Corridor from Jacksonville to Miami. The freight track within the aforementioned FEC corridor was evaluated from MP 170 Cocoa (Brevard County) to MP 299 West Palm Beach (Palm Beach County). According to the FEC operations data from 2012, there are 4 flat switching yards, 18 stations, 72 industry turnouts and 21 bridge crossings along the aforementioned route. The existing freight traffic consists of 18 trains per day, which includes both north-bound and south- bound trains. The average train length is 8,150 feet, which includes 2 locomotives and 101 cars. A summary of existing freight operations is provided in Table 2-1, with characteristics organized by County. Table 2-1. Summary of Existing Freight Operating Characteristics and Average Crossing Closures County Time to Activate and Close the Gate (sec) Avg. Train Length (ft) Avg. Train Speed (mph) Time to Clear (sec) Time to Bring the Gate Back Up (sec) Total Time to Activate and Clear (sec) Crossings (Trains per Day) Closure (min/ day) Maximum Crossings per Hour Maximum Delay per Hour (min) 2011 Freight Palm Beach 30 8150 59.4 94 15 139 18 41.6 1 2.3 Martin 30 8150 28.5 195 15 240 18 72.0 1 4.0 St Lucie 30 8150 28.5 195 15 240 18 72.0 1 4.0 Indian River 30 8150 28.5 195 15 240 18 72.0 1 4.0 Brevard 30 8150 28.5 195 15 240 18 72.0 1 4.0 Notes: 1. FRA regulations require 20 seconds to activate and close the gate prior to the train entering the railroad crossing and 10 seconds to bring the gate back up. FDOT uses 30 seconds to activate and close the gate prior to the train entering the railroad crossing and 15 seconds to bring the gate back up. To account for the worst-case scenario, FDOT timings were used in this analysis. 2. Maximum crossings per hour includes north-bound and south-bound trains combined 3. 2011 freight speed for Palm Beach, Martin, St.Lucie, Indian River, and Brevard Counties was was obtained from Section 3.3.1.1 of the Environmental Assessment for the All Aboard Florida Passenger Rail Project – West Palm Beach to Miami, Florida, dated October 31, 2012. 4. Maximum Delay per Hour calculated as the Total Time to Activate and Clear multiplied by the Maximum Crossings per Hour. 2.1.2 Existing Roadway Network The primary regional roadways that serve automobile traffic between West Palm Beach and Orlando are Florida’s Turnpike, I-95, and SR 528. SR 528 is a partial toll road that is operated and maintained by Orlando-Orange County Expressway Authority (OOCEA) from Orlando to SR 520 and the Florida Department of Transportation (FDOT) from SR 520 to US 1. The OOCEA section has two toll plazas located along the route. The FDOT section is not a toll road. The Florida Turnpike is a toll road that is operated and maintained by the Florida Turnpike Enterprise (FTE) from Orlando to West Palm Beach. The FTE section has six toll plazas along the route. I-95 is an interstate system that is operated and maintained by FDOT from SR 528 intersection in Cocoa to West Palm Beach. The level of service (LOS) and Average Annual Daily Traffic (AADT) for the aforementioned roadways were determined from the FDOT District 4 and 5 Generalized Tables and the FTE (Table 2-2). Overall the LOS through the analyzed roadway corridors is reasonably stable flow, at or near free flow traffic, LOS C, which is the target for highway systems outside urbanized areas according to FDOT. Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 Se p t e m b e r 2 0 1 3 2- 3 Ta b l e 2 - 2 . Su m m a r y o f E x i s t i n g A v e r a g e A n n u a l D a i l y T r a f f i c ( A A D T ) an d L e v e l o f S e r v i c e ( L O S ) f o r Pr i m a r y R e g i o n a l R o a d w a y s (p a g e 1 o f 3 ) Co u n t y F r o m T o Le n g t h (m i l e s ) F a c i l i t y T y p e L a n e s A A D T L O S SR 5 2 8 1 Or a n g e I- 4 S R 4 3 6 2 . 3 3 T o l l e d E x p r e s s w a y 6 7 8 3 0 0 C SR 4 3 6 S R 1 5 2 . 7 0 T o l l e d E x p r e s s w a y 6 6 3 4 0 0 B SR 1 5 S R 4 1 7 2 . 1 0 T o l l e d E x p r e s s w a y 4 4 0 5 0 0 B SR 4 1 7 I n t e r n a t i o n a l C o r p P a r k B l v d 4 . 2 2 T o l l e d E x p r e s s w a y 4 3 4 0 0 0 B In t e r n a t i o n a l C o r p P a r k B l v d D a l l a s B l v d 4 . 0 1 T o l l e d E x p r e s s w a y 4 3 8 8 0 0 C Da l l a s B l v d S R 5 2 0 7 . 0 5 T o l l e d E x p r e s s w a y 4 3 8 8 0 0 C SR 5 2 0 B r e v a r d C o u n t y L i n e 4 . 9 6 E x p r e s s w a y 4 3 0 0 0 0 B Br e v a r d Or a n g e C o u n t y L i n e S R 4 0 7 1 . 1 5 E x p r e s s w a y 4 3 0 0 0 0 B SR 4 0 7 U r b a n B o u n d a r y 3 . 6 9 E x p r e s s w a y 4 2 6 5 0 0 B Ur b a n B o u n d a r y I - 9 5 1 . 0 8 E x p r e s s w a y 4 2 6 5 0 0 B I- 9 5 S R 5 2 4 4 . 0 3 E x p r e s s w a y 4 2 0 2 0 0 B I- 9 5 1, 2 Br e v a r d In d i a n R i v e r C o u n t y U r b a n B o u n d a r y 1 1 . 0 7 F r e e w a y 4 3 4 3 0 0 B Ur b a n B o u n d a r y S R 5 1 4 / M a l a b a r R d 2 . 2 2 F r e e w a y 6 3 4 3 0 0 B SR 5 1 4 / M a l a b a r R d C R 5 1 6 3 . 0 1 F r e e w a y 6 3 4 0 0 0 B CR 5 1 6 U S 1 9 2 / S R 5 0 0 4 . 4 0 F r e e w a y 4 5 5 0 0 0 C US 1 9 2 / S R 5 0 0 S R 5 2 0 2 0 . 8 2 F r e e w a y 4 4 8 3 0 0 C SR 5 2 0 S R 5 2 8 3 . 9 3 F r e e w a y 6 5 4 8 0 0 B SR 5 2 8 S R 4 6 1 8 . 2 9 F r e e w a y 4 4 2 6 0 0 B SR 4 6 C R 5 A 7 . 5 7 F r e e w a y 4 2 6 5 0 0 B CR 5 A V o l u s i a C o u n t y L i n e 1 . 4 0 F r e e w a y 4 3 0 5 0 0 B In d i a n Ri v e r St . L u c i e C o u n t y L i n e S R 6 0 6 . 1 5 F r e e w a y 4 3 8 0 0 0 B SR 6 0 F e l l s m e r e R d 9 . 1 1 F r e e w a y 4 4 1 0 0 0 B Fe l l s m e r e R d B r e v a r d C o u n t y L i n e 3 . 9 0 F r e e w a y 4 4 1 0 0 0 B St L u c i e Ma r t i n C o u n t y L i n e G a t l i n B l v d 4 . 3 5 F r e e w a y 6 5 1 5 1 5 B Ga t l i n B l v d S t L u c i e B l v d 3 . 4 5 F r e e w a y 6 5 8 0 0 0 B St L u c i e B l v d M i d w a y R d 4 . 3 9 F r e e w a y 6 5 5 0 0 0 B Mi d w a y R d S R 7 0 / O k e e c h o b e e r d 3 . 2 5 F r e e w a y 6 6 7 0 0 0 C SR 7 0 / O k e e c h o b e e R d S R 6 8 / O r a n g e A v e 2 . 2 4 F r e e w a y 4 4 6 2 7 8 C SR 6 8 / O r a n g e A v e S R 6 1 4 / I n d r i o R d 6 . 4 5 F r e e w a y 4 3 5 0 0 0 B SR 6 1 4 / I n d r i o R d I n d i a n R i v e r C o u n t y L i n e 3 . 0 8 F r e e w a y 4 3 8 0 0 0 B 1 Fl o r i d a D e p a r t m e n t o f T r a n s p o r t a t i o n ( F D O T ) , 2 0 1 1 . 2 0 1 1 S H S L O S M ap s . R e c e i v e d v i a s e c u r e d o w n l o a d f r o m C h o n W o n g , D i s t r i c t 4 . Re c e i v e d M a y , 2 0 1 3 . 2 F l o r i d a D e p a r t m e n t o f T r a n s p o r t a t i o n ( F D O T) , 2 0 1 1 . F l o r i d a ’ s T u r n p i k e A A D T a n d L O S R e q u e s t . M a y R e q u e s t 0 5 0 7 2 0 1 3 S p r e a d s h e e t f o r F Y 2 0 1 1 . R e c e i v e d v i a e m a i l f r o m K i m Cr o m a r t i e S a m s o n , F l o r i d a ’ s T u r n p i k e E n t e r p r i s e . R e c e i v e d M a y , 2 0 1 3 . Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 Se p t e m b e r 2 0 1 3 2- 4 Ta b l e 2 - 2 . Su m m a r y o f E x i s t i n g A v e r a g e A n n u a l D a i l y T r a f f i c ( A A D T ) an d L e v e l o f S e r v i c e ( L O S ) f o r Pr i m a r y R e g i o n a l R o a d w a y s (p a g e 2 o f 3 ) Co u n t y F r o m T o Le n g t h (m i l e s ) F a c i l i t y T y p e L a n e s A A D T L O S Ma r t i n Pa l m B e a c h C o u n t y L i n e B r i d g e R d 7 . 4 5 F r e e w a y 6 6 6 0 0 0 C Br i d g e R d S R 7 6 / K a n n e r H w y 4 . 7 7 F r e e w a y 6 6 6 5 0 0 C SR 7 6 / K a n n e r H w y F L A T P / H i g h M e a d o w s A v e 1 . 6 3 F r e e w a y 6 5 5 5 0 0 B FL A T P / H i g h M e a d o w s A v e M a r t i n H i g h w a y 7 . 7 7 F r e e w a y 6 3 9 0 0 0 B Ma r t i n H i g h w a y S t L u c i e C o u n t y L i n e 3 . 1 3 F r e e w a y 6 5 1 5 1 5 B Pa l m Be a c h SR 8 8 2 / F o r e s t H i l l B l v d S R 8 0 / S o u t h e r n B l v d 1 . 4 5 F r e e w a y 1 0 1 9 8 5 0 0 D SR 8 0 / S o u t h e r n B l v d B e l v e d e r e R d 1 . 0 3 F r e e w a y 1 0 1 3 7 0 0 0 C Be l v e d e r e R d S R 7 0 4 / O k e e c h o b e e B l v d 1 . 1 9 F r e e w a y 1 0 1 6 9 0 0 0 C SR 7 0 4 / O k e e c h o b e e B l v d P a l m B e a c h L a k e s B l v d 1 . 2 6 F r e e w a y 1 0 1 6 6 1 9 8 C Pa l m B e a c h L a k e s B l v d 4 5 t h S t 2 . 7 8 F r e e w a y 1 0 1 7 9 5 0 0 D 45 t h S t S R 7 0 8 / B l u e H e r o n R d 1 . 7 5 F r e e w a y 1 0 1 5 3 5 0 0 C SR 7 0 8 / B l u e H e r o n R d N o r t h l a k e B l v d 1 . 7 5 F r e e w a y 1 0 1 5 3 5 0 0 C No r t h l a k e B l v d S R 7 8 6 / P G A B l v d 2 . 2 0 F r e e w a y 1 0 1 4 5 0 0 0 C SR 7 8 6 / P G A B l v d D o n a l d R o s s R d 3 . 4 0 F r e e w a y 1 0 8 2 0 0 0 B Do n a l d R o s s R d S R 7 0 6 / I n d i a n t o w n R d 3 . 8 1 F r e e w a y 1 0 8 2 0 0 0 B SR 7 0 6 / I n d i a n t o w n R d M a r t i n C o u n t y L i n e 1 . 8 7 F r e e w a y 6 6 6 0 0 0 C Fl o r i d a ' s T u r n p i k e 3 Pa l m Be a c h We s t P a l m B e a c h ( O k e e c h o b e e B l v d ) S R 71 0 6 . 6 0 T o l l e d E x p r e s s w a y 4 5 6 3 0 0 C SR 7 1 0 Pa l m B e a c h G a r d e n s ( P G A Bo u l e v a r d ) 2 . 5 0 T o l l e d E x p r e s s w a y 4 51000 C Pa l m B e a c h G a r d e n s ( P G A B o u l e v a r d ) J u p i t e r ( I n d ia n t o w n R o a d ) 6 . 8 6 T o l l e d E x p r e s s w a y 4 3 9 9 0 0 B Ju p i t e r ( I n d i a n t o w n R o a d ) M a r t i n C o u n t y L i n e 1 . 8 5 T o l l e d E x p r e s s w a y 4 3 5 7 0 0 B Ma r t i n Ma r t i n C o u n t y L i n e St u a r t ( M a r t i n D o w n s Bo u l e v a r d / S R 7 1 4 ) 1 6 . 4 5 T o l l e d E x p r e s s w a y 4 35700 B St u a r t ( M a r t i n D o w n s B o u l e v a r d / S R 7 1 4 ) S t L u c i e C o u n t y L i n e 3 . 8 4 T o l l e d E x p r e s s w a y 4 4 0 7 0 0 B St L u c i e St L u c i e C o u n t y L i n e B e c k e r R o a d 0 . 2 8 T o l l e d E x p r e s s w a y 4 4 0 7 0 0 B Be c k e r R o a d Po r t S t . L u c i e ( P o r t S t . L u c i e Bo u l e v a r d ) 4 . 5 6 T o l l e d E x p r e s s w a y 4 38100 B Po r t S t . L u c i e ( P o r t S t . L u c i e B o u l e v a r d ) F o r t Pi e r c e ( S R 7 0 ) 8 . 8 9 T o l l e d E x p r e s s w a y 4 3 2 1 0 0 B Fo r t P i e r c e ( S R 7 0 ) I n d i a n R i v e r C o u n t y Li n e 2 1 . 3 0 T o l l e d E x p r e s s w a y 4 2 6 4 0 0 B In d i a n R i v e r I n d i a n R i v e r C o u n t y L i n e O k e e c h o b e e C o u n t y L i n e 7 . 9 0 T o l l e d E x p r e s s w a y 4 2 6 4 0 0 B So u r c e : F D O T a n d F l o r i d a ’ s T u r n p i k e E n t e r p r i s e Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 Se p t e m b e r 2 0 1 3 2- 5 Ta b l e 2 - 2 . Su m m a r y o f E x i s t i n g A v e r a g e A n n u a l D a i l y T r a f f i c ( A A D T ) an d L e v e l o f S e r v i c e ( L O S ) f o r Pr i m a r y R e g i o n a l R o a d w a y s (p a g e 3 o f 3 ) Co u n t y F r o m T o Le n g t h (m i l e s ) F a c i l i t y T y p e L a n e s A A D T L O S Ok e e c h o b e e O k e e c h o b e e C o u n t y L i n e I n d i a n R i v e r Co u n t y L i n e 7 . 1 7 T o l l e d E x p r e s s w a y 4 2 6 4 0 0 B In d i a n R i v e r I n d i a n R i v e r C o u n t y L i n e O s c e o l a Co u n t y L i n e 7 . 9 0 T o l l e d E x p r e s s w a y 4 2 6 4 0 0 B Os c e o l a Os c e o l a C o u n t y L i n e Y e e h a w J u n c t i o n ( S R 60 ) 2 . 6 1 T o l l e d E x p r e s s w a y 4 2 6 4 0 0 B Ye e h a w J u n c t i o n ( S R 6 0 ) E n d S e c t i o n 1 5 . 4 3 T o l l e d E x p r e s s w a y 4 2 5 3 0 0 B Be g i n S e c t i o n K i s s i m m e e P a r k R o a d 1 6 . 4 5 T o l l e d E x p r e s s w a y 4 2 5 3 0 0 B Ki s s i m m e e P a r k R o a d Ki s s i m m e e - S t . C l o u d S o u t h ( U S 19 2 & U S 4 4 1 ) 3 . 1 4 T o l l e d E x p r e s s w a y 4 3 2 7 0 0 B Ki s s i m m e e - S t . C l o u d S o u t h ( U S 1 9 2 & US 4 4 1 ) Ki s s i m m e e - S t . C l o u d N o r t h ( U S 19 2 & U S 4 4 1 ) 2 . 0 3 T o l l e d E x p r e s s w a y 4 3 1 5 0 0 B Ki s s i m m e e - S t . C l o u d N o r t h ( U S 1 9 2 & US 4 4 1 ) O s c e o l a P a r k w a y 4 . 1 8 T o l l e d E x p r e s s w a y 4 4 7 8 0 0 C Os c e o l a P a r k w a y E n d S e c t i o n 0 . 5 1 T o l l e d E x p r e s s w a y 4 5 5 9 0 0 C Or a n g e Be g i n S e c t i o n SR 4 1 7 / C e n t r a l F l o r i d a Gr e e n e W a y 1 6 . 4 5 T o l l e d E x p r e s s w a y 4 5 5 9 0 0 C SR 4 1 7 / C e n t r a l F l o r i d a G r e e n e W a y O r l a n d o S o u t h ( U S 1 7 / 9 2 / 4 4 1 ) 4 . 2 6 T o l l e d E x p r e s s w a y 4 5 5 9 0 0 C Or l a n d o S o u t h ( U S 1 7 / 9 2 / 4 4 1 ) C o n s u l a t e D r iv e 0 . 3 7 T o l l e d E x p r e s s w a y 8 6 6 9 0 0 B Co n s u l a t e D r i v e O r l a n d o ( I - 4 ) 3 . 9 8 T o l l e d E x p r e s s w a y 8 7 0 9 0 0 B So u r c e : F D O T a n d F l o r i d a ’ s T u r n p i k e E n t e r p r i s e . Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 2-6 There are a couple of segments within the roadway corridors where the LOS approaches an unstable flow in traffic, LOS D, but according to FDOT LOS D is the target for highway systems inside urbanized areas. Therefore the aforementioned roadways meet or exceed the LOS standard for state highway systems according to FDOT. 2.1.2.1 Existing Highway Rail Grade Crossings The Proposed Action along the North-South Corridor Alternative currently crosses 167 roadways over 5 Counties from the West Palm Beach to Cocoa. A summary of the total number of crossings by county is provided in Table 2-3. The crossings include both public and private roads, and are classified as highway-rail grade crossings. Table 2-3. Summary of Total Crossings by County County Length of Corridor (miles) Number of Crossings Brevard 42 55 Indian River 21 30 St Lucie 22 20 Martin 26 25 Palm Beach 18 26 Source: FEC Grade Crossing Inventory5 2.1.2.2 Existing Roadway Network for MCO and the VMF Florida’s Strategic Intermodal System Plan (SIS) has identified MCO as a hub in the system of hubs, connectors, and corridors. MCO provides a location for the integration of various forms of transportation (air, bus, and personal vehicles). MCO currently handles 295,000 annual flight arrivals and departures with approximately 809 daily flight arrivals and departures.6 MCO is located south of SR 528 and north of SR 417 (Central Florida Greenway). Roadway access from the north is primarily from Jeff Fuqua Boulevard and from the south via the South Access Road. The local public transportation service (LYNX) provides daily fixed-route local bus service between MCO and nearby destinations in Orlando.7 LYNX’s area of service includes Orange, Seminole and Osceola counties. LYNX provides more than 85,000 passenger trips each weekday spanning an area of approximately 2,500 square miles with a resident population of more than 1.8 million. An Amtrak station is located approximately 12 miles from MCO, and can be accessed via buses, taxies, and vehicles for hire. Taxi cabs, shuttle vans, and rental cars are additional transportation options for MCO. Also, cruise transfers for ships leaving Port Canaveral occur at MCO. The VMF is located adjacent to and north of Boggy Creek Road within MCO property (Figure 4-3, Technical Memorandum No. 3 Alternatives Identification for the All Aboard Florida Passenger Rail Project from Orlando to Miami, Florida).8 Employee traffic would access the station from Boggy Creek Road from the south. Traffic count information for the roadway is provided in Table 2-4. 5 All Aboard Florida, 2013. FEC Grade Crossing Estimate Spreadsheet. Received via email from Alex Gonzolaz on March 7, 2013. 6 MCO website accessed August 8, 2013. http://www.orlandoairports.net/statistics/index.htm 7 LYNX website accessed August 7, 2013. http://www.golynx.com/about-lynx/ 8 AMEC Environment & Infrastructure, Inc. (AMEC). 2013. Technical Memorandum No. 3 Alternatives Identification for the All Aboard Florida Passenger Rail Project from Orlando to Miami, Florida Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 2-7 Table 2-4. Traffic Count Information for the VMF Alternative Location Service Roads VMF Alternative Access Road Segment AADT LOS9 GOAA CR530/Boggy Creek Rd N of Airport Park Dr 13000 E GOAA CR530/Boggy Creek Rd Weatherbee to E. Weatherbee 9300 E MCO currently has approximately 17,000 parking spaces in garage structures adjacent to the main terminal as well as satellite surface lots.10 Two overflow parking lots with over 3,000 parking spaces have been closed. According to MCO officials, even on the busiest day at the airport, no more than 79 percent of the MCO parking spaces have ever been filled.11 North of the MCO property, private lots and hotels offer additional parking spaces. Within a quarter mile of the planned MCO Station, the South Park Place surface parking lot contains 2,740 spaces. MCO is proposing the construction of 3,500-space parking garage adjacent to the MCO Station.12 9 City of Orlando, 2011. Transportation Element: Goals, Objectives and Policies. Approved August 12, 1991. Amended December 5, 2011. 10 MCO Quickfacts. Summer 2013. 11 Orlando Sentinel, April 28, 2013. 12 Orlando Sentinel, July 29, 2013. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-1 3.0 Railroad Crossing Analysis The proposed North-South Corridor Alternative crosses six counties; Palm Beach, Martin, St. Lucie, Indian River, Brevard, and Orange. There are no at-grade crossings proposed along the East- West Corridor Alternative and therefore no highway-rail grade crossing are modeled for Brevard and Orange Counties adjacent to SR 528. Annual Average Daily Volume (AADT) traffic data is available from the Florida Department of Transportation (FDOT) for arterials in the study area. These were sorted and the largest two arterials by volume for each county were selected for analysis. The following major arterials with highway-rail grade crossings that traverse the existing FEC rail line for the proposed Project Area were analyzed:  Palm Beach County - Banyan Boulevard Crossing – AADT 39,500 - Northlake Boulevard Crossing – AADT 40,000  Martin County - SE Indian Street Crossing – AADT 16,200 - E Monterey Road Crossing – AADT 15,900  St. Lucie County - Seaway Drive Crossing – AADT 6,600 - North Causeway Crossing – AADT 8,200  Indian River County - Oslo Road Crossing – AADT 12,400 - 19th Place/20th Place Crossings – AADT 11,500  Brevard County - Palm Bay Road Crossing – AADT 26,000 - Pineda Causeway Crossing – AADT 40,000 AADT These crossing locations along with adjacent intersections on both sides of the crossing were analyzed for Opening Year 2016 and Buildout Year 2036. An exhibit for each crossing location is included in this report. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-2 Exhibit 1. Existing Year 2012 Traffic Conditions – Palm Beach County. Banyan Boulevard Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-3 Exhibit 2. Existing Year 2012 Traffic Conditions – Palm Beach County. Northlake Boulevard Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-4 Exhibit 3. Existing Year 2012 Traffic Conditions – Martin County. SE Indian Street Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-5 Exhibit 4. Existing Year 2012 Traffic Conditions – Martin County. SE Monterey Road Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-6 Exhibit 5. Existing Year 2012 Traffic Conditions – St. Lucie County. Seaway Drive Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-7 Exhibit 6. Existing Year 2012 Traffic Conditions – St. Lucie County. North Causeway Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-8 Exhibit 7. Existing Year 2012 Traffic Conditions – Indian River County. Oslo Road Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-9 Exhibit 8. Existing Year 2012 Traffic Conditions – Indian River County. 19th Place/20th Place Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-10 Exhibit 9. Existing Year 2012 Traffic Conditions – Brevard County. Palm Bay Road NE Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-11 Exhibit 10. Existing Year 2012 Traffic Conditions – Brevard County. Pineda Causeway Crossing. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-12 3.1 Methodology The traffic analysis was performed using Synchro/SimTraffic analysis software based on procedures from the Highway Capacity Manual (HCM). The following procedures and assumptions were used in this analysis:  Length of the train, speed, and clearance time requirements for closing and opening of the gates at the crossings are based on information from AAF, and in accordance with FRA and FDOT guidelines. Details of train characteristics, frequency, and clearance time area used in the traffic model are included in Table 3-1.  Three railroad crossing events are assumed to take place during the PM peak hour. Two freight crossing and two passenger train crossings were modeled. This scenario constitutes a worst- case condition.  The peak hour operations at the crossing were divided into three cycles. The first cycle represents no train crossing event. The second cycle represents a freight train crossing event. The third cycle represents a passenger train crossing event. Closure times were calculated for each of these cycles and the average closue time was calculated as the weighted hourly average of each of the three cycles.  Level of service (LOS) for the approaches and intersections in the area near the crossing was calculated using the weighted average of the LOS for all cycles during the peak hour. 3.2 Traffic Data Traffic data used in this analysis was obtained from FDOT. The 2012 AADT volumes were converted to Directional Design Hour Volumes (DDHV) based on guidance from the 2009 FDOT Quality/Level of Service Handbook13. The K100 and D100 factors were obtained from Table 3-4 of the FDOT Handbook. The DDHV was used in the model to simulate the conditions during the PM Peak Hour. The turning movement counts were estimated from the DDHV by assuming the through movement accounts for 75% of the volume, the right turning movement accounts for 12.5%, and the left turning movement accounts for 12.5%. A 2% heavy vehicle factor and a peak hour factor of 0.92 were used. The 2012 volumes were grown at 1% per year to estimate the 2016 Opening Year and 2036 Buildout Year volumes. It should be noted that much of the study corridor has experienced no growth or negative growth in the past several years. Therefore the 1% growth rate represents a conservative assumption. 13 Florida Department of Transportation. 2009 Quality/Level of Service Handbook. Available at: http://www.dot.state.fl.us/planning/systems/sm/los/. Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 1 3 Ta b l e 3 - 1 . S u m m a r y o f R a i l O p e r a t i n g C h a r a c t e r i s t i c s a n d A v e r a g e C r os s i n g C l o s u r e f o r b o t h F r e i g h t a n d P a s s e n g e r R a i l f o r O p e n i n g Ye a r 2 0 1 6 Co u n t y Ti m e t o Ac t i v a t e an d Cl o s e t h e Ga t e (s e c o n d s ) Av g . Tr a i n Le n g t h (f e e t ) Av g . Tr a i n Sp e e d (m i l e s pe r h o u r ) Ti m e t o Cl e a r (s e c o n d s ) Ti m e t o Br i n g t h e Ga t e Ba c k U p (s e c o n d s ) To t a l T i m e to A c t i v a t e an d C l e a r (s e c o n d s ) Cr o s s i n g s (T r a i n s p e r Da y ) Cl o s u r e s pe r D a y (m i n u t e s ) Ma x i m u m Tr a i n Cr o s s i n g s pe r h o u r Maximum Closure Time per Hour (minutes) 20 1 6 F r e i g h t Pa l m Be a c h 3 0 8 1 5 0 5 4 . 3 1 0 2 1 5 1 4 7 2 8 6 8 . 8 2 4 . 9 Ma r t i n 3 0 8 1 5 0 4 4 . 4 1 2 5 1 5 1 7 0 2 8 7 9 . 4 2 5 . 7 St L u c i e 3 0 8 1 5 0 4 7 . 8 1 1 6 1 5 1 6 1 2 8 7 5 . 2 2 5 . 4 In d i a n Ri v e r 3 0 8 1 5 0 5 4 . 2 1 0 3 1 5 1 4 8 2 8 6 8 . 9 2 4 . 9 Br e v a r d 3 0 8 1 5 0 5 3 . 8 1 0 3 1 5 1 4 8 2 8 6 9 . 2 2 4 . 9 20 1 6 P a s s e n g e r Pa l m Be a c h 3 0 7 2 5 - 9 0 0 8 9 . 2 6 1 5 5 1 3 2 2 7 . 3 2 1 . 7 Ma r t i n 3 0 7 2 5 - 9 0 0 7 9 . 5 7 1 5 5 2 3 2 2 7 . 7 2 1 . 7 St L u c i e 3 0 7 2 5 - 9 0 0 9 2 . 6 6 1 5 5 1 3 2 2 7 . 2 2 1 . 7 In d i a n Ri v e r 3 0 72 5 - 9 0 0 10 6 . 6 5 1 5 5 0 3 2 2 6 . 8 2 1 . 7 Br e v a r d 3 0 7 2 5 - 9 0 0 9 8 . 1 6 1 5 5 1 3 2 2 7 . 0 2 1 . 7 No t e s : 1. F R A r e g u l a t i o n s r e q u i r e 2 0 s e c o n d s to a c t i v a t e a n d c l o s e t h e g a t e p r i o r t o t h e t r a i n e n t e r i n g t h e r a i l r o a d c r o s s i n g a n d 1 0 s e c o n d s t o b r i n g t h e g a t e b a c k u p . F D O T u s e s 3 0 se c o n d s t o a c t i v a t e a n d c l o s e t h e g a t e p r io r t o t h e t r a i n e n t e r i n g t h e r a i l r o a d c r o s s i n g a n d 1 5 s e c o n d s t o b r i n g t h e g a t e b a c k up . T o a c c o u n t f o r t h e w o r s t - c a s e s c e n a r i o , F D O T ti m i n g s w e r e u s e d i n t h i s a n a l y s i s . 2. M a x i m u m c r o s s i n g s p e r h o u r i n c l u d e s n o r th - b o u n d a n d s o u t h - b o u n d t r a i n s c o m b i n e d 3. 2 0 1 6 f r e i g h t a n d p a s s e n g e r i n f o r m a t i o n o b t a i n e d f r o m A A F v i a e m a i l O c t o b e r 2 0 1 3 . 4. 2 0 1 6 f r e i g h t s p e e d o b t a i n e d f r o m C A 2 0 T P C R u n t i m e s Fr t - R O . x l s x , r e c e i v e d f r o m A A F v i a e m a i l J u n e 2 0 1 3 . 5. 2 0 1 6 p a s s e n g e r s p e e d o b t a i n e d f r o m C A 2 0 T P C R u n t i m e s - R 2 w R e v i s ed E W C o r r i d o r . x l s x , r e c e i v e d f r o m A A F v i a e m a i l J u n e , 2 0 1 3 . 6. C l o s u r e p e r D a y c a l c u l a t e d a s t h e T r ai n C r o s s i n g s p e r D a y m u l t i p l i e d b y t h e T o t a l T i m e t o A c t i v a t e a n d C l e a r , d i v i d e d b y 6 0. 7. M a x i m u m C l o s u r e p e r H o u r c a l c u l a t e d a s t h e T o t a l T i m e t o A c ti v a t e a n d C l e a r m u l t i p l i e d b y t h e M a x i m u m C r o s s i n g s p e r H o u r , d i vi d e d b y 6 0 . Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-14 3.3 Traffic Operational Analysis Capacity analysis for all the crossings and intersections in the study area were conducted in accordance with the methodology presented in the Highway Capacity Manual14 utilizing Synchro/Simtraffic software, Version 8. Level of service provides a qualitative relationship between operational conditions. Signalized LOS ranges from “A” through “F”, with “A” being the most free operating condition and “F” being the most restrictive. Generally LOS “D” or better is considered acceptable. LOS for signalized intersections is measured by control or signal delay per vehicle. Unsignalized LOS ranges from “A” through “H”, with “A” being the most free operating condition and “H” being the most restrictive. Generally LOS “D” or better is considered acceptable. LOS for unsignalized intersections is calculated using the Intersection Capacity Utilization (ICU) method by taking a sum of critical volume to saturation flow ratios. Table 3-2 and Table 3-3 provides the delay ranges for the signalized and unsignalized LOS. Table 3-2. Signalized Level of Service (LOS) Criteria Level of Service Delay (seconds/vehicle) A <10 B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F > 80.0 Table 3-3. Unsignalized Level of Service (LOS) Criteria Level of Service ICU (percent) A < 55 B >55>64 C >64>73 D >73>82 E >82>91 F >91>100 G >100>109 H >109 For this project, intersections and railroad crossings were analyzed with conditions similar to the projected evening (PM) Peak Hour, to represent the maximum traffic volume during the day. Each location was analyzed without train crossings, with freight train crossings, and with passenger train crossings. The operation includes a clearance phase prior to the arrival of the train to clear any queues present on the railway and adjacent approaches. Then the train crossing event is simulated. During the train crossing event the traffic movements not in conflict with the train crossing continue to operate normally. 14 Institute of Transportation Engineers. Highway Capacity Manual 2010. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 3-15 Since the train crossings occur approximately three times during the peak hour, the closure time for each crossing was calculated using the weighted average of the without train crossing, with freight train crossing, and with passenger train crossing closures. Queue lengths were obtained for the 95th percentile queue as calculated by the Synchro/Simtraffic software. The 95th percentile queue represents the queue length that is not expected to be reached 95% of the time. Results for closure times, LOS, and queue length are summarized for each crossing and adjacent intersections for 2016 and 2036 in the tables that follow. Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 1 6 Ta b l e 3 - 4 . B a n y a n B o u l e v a r d C r o s s i n g i n P a l m B e a c h C o u n t y ( EB = E a s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) Ba n y a n B l v d C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g C y c l e W e i g h t e d A v e r a g e De l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Ba n y a n B l v d @ S Q u a d r i l l e B l v d Ov e r a l l I n t e r s e c t i o n 5 9 . 4 E 4 0 1 8 6 . 8 F 2 1 8 4 . 2 F 2 7 0 . 9 E EB A p p r o a c h 7 7 . 9 E 6 9 6 1 0 3 . 8 D 1 4 9 5 9 9 . 4 F 1 4 8 5 8 0 . 1 7 6 8 F WB A p p r o a c h 4 1 . 7 D 6 2 2 2 0 8 . 5 F 4 9 7 5 2 0 2 . 0 F 4 8 8 0 5 6 . 6 1 0 1 3 E Ba n y a n B l v d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 1 . 6 A 4 0 1 7 3 . 6 F 2 1 7 1 . 9 F 2 1 7 . 2 B EB A p p r o a c h 2 . 3 A 0 2 1 6 . 7 F 7 4 1 3 2 1 7 . 3 F 7 3 4 9 2 1 . 8 6 7 1 C WB A p p r o a c h 0 . 9 A 0 1 2 6 . 9 F 6 4 5 5 1 2 2 . 7 F 6 3 5 3 1 2 . 2 5 8 2 B Ba n y a n B l v d C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g C y c l e W e i g h t e d A v e r a g e D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Ba n y a n B l v d @ S Q u a d r i l l e B l v d Ov e r a l l I n t e r s e c t i o n 1 1 5 . 6 F 4 0 2 3 6 . 0 F 2 2 3 8 . 5 F 2 1 2 6 . 7 F EB A p p r o a c h 1 3 0 . 0 F 1 0 3 2 1 5 3 . 3 F 1 6 3 2 1 4 9 . 2 F 1 6 8 3 1 3 1 . 9 1 0 8 9 F WB A p p r o a c h 1 1 5 . 2 F 9 3 8 2 4 4 . 5 F 75 0 4 2 3 9 . 3 F 7 4 1 3 1 2 6 . 7 1 5 3 1 F Ba n y a n B l v d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 1 . 5 A 4 0 2 2 2 . 3 F 2 2 1 6 . 2 F 2 2 1 . 3 C EB A p p r o a c h 1 . 7 A 0 2 6 8 . 9 F 1 0 4 4 6 2 6 3 . 7 F 1 0 3 8 2 2 5 . 8 9 4 7 C WB A p p r o a c h 1 . 3 A 0 1 7 1 . 8 F 8 5 0 6 1 6 4 . 7 F 8 5 6 2 1 6 . 5 7 7 6 B Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 1 7 Ta b l e 3 - 5 . N o r t h l a k e B o u l e v a r d C r o s s i n g i n P a l m B e a c h C o u n t y (E B = E a s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) No r t h l a k e B l v d C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g C y c l e W e i g h t e d A v e r a g e D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S No r t h l a k e B l v d @ O l d D i x i e H w y Ov e r a l l I n t e r s e c t i o n 4 6 . 3 D 8 0 1 1 8 . 7 F 2 1 3 1 . 1 F 2 5 0 . 0 D EB A p p r o a c h 6 1 . 4 E 2 5 4 8 6 . 7 F 1 7 4 7 1 0 1 . 9 F 1 9 4 0 6 3 . 0 3 3 0 E WB A p p r o a c h 3 9 . 9 D 1 8 6 9 5 . 5 F 2 8 9 4 1 0 7 . 6 F 2 9 4 3 4 2 . 8 3 1 6 D No r t h l a k e B l v d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 4 A 8 0 2 5 . 6 C 2 2 9 . 6 C 2 1 . 7 A EB A p p r o a c h 0 . 5 A 0 2 3 . 3 C 2 1 6 8 2 7 . 3 C 2 4 1 9 1 . 7 1 0 9 A WB A p p r o a c h 0 . 3 A 0 2 8 . 2 C 1 5 8 9 3 2 . 1 C 1 6 5 2 1 . 7 7 7 A No r t h l a k e B l v d @ H w y 8 1 1 / 1 0 t h S t Ov e r a l l I n t e r s e c t i o n 5 5 . 7 E 6 4 1 4 2 . 0 F 2 1 4 7 . 9 F 2 6 1 . 0 E EB A p p r o a c h 7 5 . 1 E 3 8 4 5 7 . 0 E 2 8 3 7 6 7 . 7 E 2 9 3 0 7 4 . 4 5 0 3 E WB A p p r o a c h 6 2 . 2 E 3 3 7 1 0 7 . 6 F 2 1 8 2 1 3 0 . 1 F 2 4 2 1 6 5 . 5 4 3 1 E No r t h l a k e B l v d C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g C y c l e W e i g h t e d A v e r a g e D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S No r t h l a k e B l v d @ O l d D i x i e H w y Ov e r a l l I n t e r s e c t i o n 7 8 . 2 E 8 0 3 1 0 . 8 F 2 2 7 2 . 3 F 2 8 8 . 4 F EB A p p r o a c h 1 0 2 . 3 F 3 4 5 2 3 6 . 3 F 3 4 2 4 2 0 4 . 3 F 3 3 1 3 1 0 7 . 9 4 8 9 F WB A p p r o a c h 6 9 . 4 E 2 2 1 3 9 4 . 0 F 4 0 1 5 3 2 9 . 1 F 3 9 7 8 8 3 . 3 4 0 1 F No r t h l a k e B l v d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 4 A 8 0 5 7 . 4 E 2 3 8 . 7 D 2 2 . 7 A EB A p p r o a c h 0 . 4 A 0 7 0 . 7 E 4 0 1 8 3 9 . 5 D 3 6 1 2 3 . 0 1 8 2 A WB A p p r o a c h 0 . 4 A 0 4 3 . 0 D 2 3 1 6 3 7 . 8 D 2 1 5 3 2 . 3 1 0 6 A No r t h l a k e B l v d @ H w y 8 1 1 / 1 0 t h S t Ov e r a l l I n t e r s e c t i o n 1 0 1 . 2 F 6 4 3 8 2 . 9 F 2 3 0 7 . 9 F 2 1 1 5 . 6 F EB A p p r o a c h 1 4 7 . 3 F 5 3 3 2 8 6 . 3 F 4 2 0 9 2 2 6 . 4 F 4 1 3 8 1 5 3 . 7 7 0 6 F WB A p p r o a c h 1 0 4 . 3 F 4 7 1 5 5 0 . 6 F 39 6 3 3 7 8 . 0 F 3 6 6 2 1 2 5 . 7 6 3 0 F Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 1 8 Ta b l e 3 - 6 . S E I n d i a n S t r e e t C r o s s i n g i n M a r t i n C o u n t y ( E B = E a s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) SE I n d i a n S t r e e t C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S SE I n d i a n @ S E D i x i e H w y Ov e r a l l I n t e r s e c t i o n 9 . 3 A 7 9 1 0 3 . 0 F 2 1 0 3 . 4 F 2 1 3 . 8 B EB A p p r o a c h 9 . 4 A 9 1 3 . 6 A 2 3 3 . 5 A 2 3 9 . 1 8 8 A WB A p p r o a c h 1 0 . 7 B 9 3 7 0 . 5 E 1 0 8 4 6 9 . 2 E 1 0 7 3 1 3 . 6 1 4 0 B SE I n d i a n @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 2 A 7 9 6 4 . 3 E 2 6 3 . 3 E 2 3 . 3 A EB A p p r o a c h 0 . 2 A 0 7 5 . 7 E 1 4 1 2 7 4 . 3 E 1 3 9 8 3 . 8 6 8 A WB A p p r o a c h 0 . 2 A 0 5 2 . 0 D 1 5 3 3 5 1 . 4 D 1 5 2 2 2 . 7 7 4 A SE I n d i a n @ E C o m m e r c e ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n C C C C SE I n d i a n S t r e e t C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S SE I n d i a n @ S E D i x i e H w y Ov e r a l l I n t e r s e c t i o n 1 1 . 2 B 7 9 1 0 8 . 2 F 2 1 1 2 . 6 F 2 1 6 . 0 B EB A p p r o a c h 1 0 . 7 B 1 1 5 3 . 6 A 2 9 3 . 6 A 2 9 1 0 . 4 1 1 1 B WB A p p r o a c h 1 4 . 7 B 1 2 0 7 5 . 9 E 1 3 9 2 7 4 . 5 E 1 3 7 8 1 7 . 6 1 8 1 B SE I n d i a n @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 0 A 7 9 7 0 . 0 E 2 6 9 . 1 E 2 3 . 4 A EB A p p r o a c h 0 . 0 A 0 8 2 . 3 F 1 8 4 2 8 0 . 8 F 1 8 2 4 3 . 9 8 8 A WB A p p r o a c h 0 . 0 A 0 5 6 . 6 E 1 9 6 4 5 6 . 4 E 1 9 5 6 2 . 7 9 4 A SE I n d i a n @ E C o m m e r c e ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n E E E E Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 1 9 Ta b l e 3 - 7 . S E M o n t e r e y R o a d C r o s s i n g i n M a r t i n C o u n t y ( E B = E a s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) SE M o n t e r e y R o a d C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Mo n t e r e y R d @ S E D i x i e H w y Ov e r a l l I n t e r s e c t i o n 8 . 8 A 7 9 1 1 3 . 1 F 2 1 1 4 . 5 F 2 1 3 . 9 B EB A p p r o a c h 1 1 . 5 B 5 2 2 3 0 . 9 F 1 0 0 7 2 3 9 . 0 F 1 0 2 4 2 2 . 3 9 8 C WB A p p r o a c h 1 0 . 0 B 3 2 2 6 4 . 1 F 7 2 6 2 7 1 . 4 E 7 3 8 2 2 . 4 6 6 C Mo n t e r e y R d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 1 A 7 9 6 1 . 1 E 2 5 8 . 1 E 2 3 . 0 A EB A p p r o a c h 0 . 1 A 0 6 9 . 2 E 8 5 5 6 4 . 8 E 8 2 7 3 . 3 4 1 A WB A p p r o a c h 0 . 2 A 0 5 2 . 4 D 1 4 8 6 5 0 . 9 D 1 4 5 4 2 . 7 7 1 A Hw y 7 1 4 / M o n t e r e y R d @ S E F e d e r a l H w y Ov e r a l l I n t e r s e c t i o n 1 0 . 9 B 7 9 1 0 . 6 B 2 1 0 . 6 B 2 1 0 . 9 B EB A p p r o a c h 9 . 8 A 7 8 9 . 8 A 7 8 9 . 8 A 7 8 9 . 8 7 8 A WB A p p r o a c h 1 3 . 1 B 1 0 0 1 3 . 1 B 1 0 0 1 3 . 1 B 1 0 0 1 3 . 1 1 0 0 B SE M o n t e r e y R o a d C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Mo n t e r e y R d @ S E D i x i e H w y Ov e r a l l I n t e r s e c t i o n 1 1 . 0 B 7 9 1 1 8 . 1 F 2 1 2 2 . 6 F 2 1 6 . 3 B EB A p p r o a c h 1 1 . 2 B 6 1 2 3 9 . 5 F 1 2 4 8 2 4 6 . 7 F 1 2 7 0 2 2 . 4 1 1 9 C WB A p p r o a c h 9 . 8 A 3 8 2 6 9 . 6 F 8 9 0 2 9 6 . 2 F 9 0 5 2 3 . 0 7 9 C Mo n t e r e y R d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 1 A 7 9 6 7 . 8 E 2 6 3 . 9 E 2 3 . 3 A EB A p p r o a c h 0 . 1 A 0 7 7 . 9 F 1 0 8 1 7 2 . 1 E 1 0 4 6 3 . 7 5 1 A WB A p p r o a c h 0 . 2 A 0 5 6 . 9 E 1 9 0 1 5 4 . 9 D 1 8 6 0 2 . 9 9 1 A Hw y 7 1 4 / M o n t e r e y R d @ S E F e d e r a l H w y Ov e r a l l I n t e r s e c t i o n 1 3 . 7 B 7 9 1 3 . 6 B 2 1 3 . 6 B 2 1 3 . 7 B EB A p p r o a c h 1 0 . 7 B 9 8 1 0 . 7 B 9 8 1 0 . 7 B 9 8 1 0 . 7 9 8 B WB A p p r o a c h 1 7 . 4 B 1 2 7 1 7 . 4 B 1 2 7 1 7 . 4 N 1 2 7 1 7 . 4 1 2 7 B Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 2 0 Ta b l e 3 - 8 . S e a w a y D r i v e C r o s s i n g i n S t L u c i e C o u n t y ( E B = E a s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) Se a w a y D r i v e C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Passenger Train Crossing Cycle Weighted Average De l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s /H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Se a w a y D r @ U S H w y 1 Ov e r a l l I n t e r s e c t i o n 2 0 . 6 C 5 3 1 4 6 . 6 F 2 1 4 6 . 6 F 2 2 9 . 4 C EB A p p r o a c h 4 7 . 8 D 2 6 7 3 2 8 . 4 F 1 0 0 7 3 2 8 . 4 F 2 5 8 6 6 7 . 5 3 7 4 E WB A p p r o a c h 2 2 . 7 C 1 5 5 1 8 . 5 B 7 2 6 1 8 . 5 B 8 3 1 2 2 . 4 1 9 9 C Se a w a y D r @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 0 A 7 9 2 2 5 . 2 F 2 2 2 5 . 2 F 2 1 0 . 9 B EB A p p r o a c h 0 . 1 A 0 2 0 7 . 0 F 8 0 6 2 0 7 . 0 E 8 0 6 1 0 . 1 5 7 B WB A p p r o a c h 0 . 0 A 0 2 4 4 . 9 F 5 9 1 2 4 4 . 9 F 5 9 1 1 1 . 8 4 1 B Se a w a y D r @ 2 n d S t ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n A A A A Se a w a y D r @ I n d i a n R i v e r D r Ov e r a l l I n t e r s e c t i o n 8 . 6 A 7 9 8 . 6 A 2 8 . 6 B 2 8 . 6 A EB A p p r o a c h 1 2 . 2 B 4 6 1 2 . 2 B 4 6 1 2 . 2 B 4 6 1 2 . 2 4 6 B WB A p p r o a c h 1 1 . 9 B 4 3 1 1 . 9 B 4 3 1 1 . 9 B 4 3 1 1 . 9 4 3 B Se a w a y D r i v e C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Passenger Train Crossing Cycle Weighted Average De l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s /H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Se a w a y D r @ U S H w y 1 Ov e r a l l I n t e r s e c t i o n 6 6 . 7 E 5 3 1 8 9 . 9 F 2 1 8 9 . 8 F 2 7 5 . 3 E EB A p p r o a c h 1 6 7 . 5 F 3 7 9 3 7 4 . 7 F 3 9 9 2 3 7 4 . 7 F 3 9 9 2 1 8 2 . 0 6 3 3 F WB A p p r o a c h 2 6 . 2 C 2 1 4 2 4 . 1 C 1 0 5 4 2 4 . 1 C 1 0 5 4 2 6 . 1 2 7 3 C Se a w a y D r @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 1 A 7 9 2 3 6 . 3 F 2 2 3 6 . 3 F 2 1 1 . 5 B EB A p p r o a c h 0 . 1 A 0 2 0 4 . 7 F 7 1 6 2 0 4 . 7 F 7 1 6 1 0 . 0 5 0 A WB A p p r o a c h 0 . 0 A 0 2 7 0 . 6 F 7 2 3 2 7 0 . 6 F 7 2 3 1 3 . 0 5 1 B Se a w a y D r @ 2 n d S t ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n A A A A Se a w a y D r @ I n d i a n R i v e r D r Ov e r a l l I n t e r s e c t i o n 8 . 8 A 7 9 8 . 8 A 2 8 . 8 A 2 8 . 8 A EB A p p r o a c h 1 1 . 9 B 5 1 1 1 . 9 B 5 1 1 1 . 9 B 5 1 1 1 . 9 5 1 B WB A p p r o a c h 1 1 . 6 B 4 7 1 1 . 6 B 4 7 1 1 . 6 B 4 7 1 1 . 6 4 7 B Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 2 1 Ta b l e 3 - 9 . N o r t h C a u s e w a y C r o s s i n g i n S t L u c i e C o u n t y ( E B = E a s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) No r t h C a u s e w a y C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e P a s s e n g e r T r a i n C r o s s i n g C y c l e W e i g h t e d A v e r a g e D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S No r t h C a u s e w a y @ U S H w y 1 Ov e r a l l I n t e r s e c t i o n 1 2 . 2 B 6 3 1 2 . 3 B 2 1 2 . 3 B 2 1 2 . 2 B EB A p p r o a c h 2 4 . 8 C 2 0 5 2 4 . 8 C 2 0 5 2 4 . 8 C 2 0 5 2 4 . 8 2 0 5 C WB A p p r o a c h 1 7 . 6 B 1 3 9 1 7 . 6 B 1 3 9 1 7 . 6 B 1 3 9 1 7 . 6 1 3 9 B No r t h C a u s e w a y @ O l d D i x i e H w y Ov e r a l l I n t e r s e c t i o n 1 0 . 3 B 7 9 8 8 . 1 F 2 8 6 . 6 F 2 1 4 . 0 B EB A p p r o a c h 1 3 . 0 B 1 0 5 5 6 . 4 E 6 7 5 3 5 . 8 D 5 3 9 1 4 . 6 1 3 5 B WB A p p r o a c h 9 . 3 A 4 2 1 . 0 A 3 4 0 . 7 A 2 4 8 . 9 4 1 A No r t h C a u s e w a y @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 5 A 7 9 2 5 . 1 C 2 1 7 . 5 B 2 1 . 5 A EB A p p r o a c h 0 . 8 A 9 2 2 . 5 C 1 1 3 7 1 7 . 1 B 9 5 6 1 . 7 7 1 A WB A p p r o a c h 0 . 0 A 0 2 7 . 8 C 2 0 5 1 8 . 0 B 1 6 4 1 . 1 1 1 A No r t h C a u s e w a y @ H a r b o r t o w n D r ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n A A A A No r t h C a u s e w a y C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e P a s s e n g e r T r a i n C r o s s i n g C y c l e W e i g h t e d A v e r a g e D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S No r t h C a u s e w a y @ U S H w y 1 Ov e r a l l I n t e r s e c t i o n 2 2 . 5 C 6 3 2 2 . 5 C 2 2 2 . 5 C 2 2 2 . 5 C EB A p p r o a c h 3 2 . 8 C 2 7 7 3 2 . 8 C 2 7 7 3 2 . 8 C 2 7 7 3 2 . 8 2 7 7 C WB A p p r o a c h 1 9 . 5 B 1 8 0 1 9 . 5 B 1 8 0 1 9 . 5 B 1 8 0 1 9 . 5 1 8 0 B No r t h C a u s e w a y @ O l d D i x i e H w y Ov e r a l l I n t e r s e c t i o n 1 1 . 0 B 7 9 9 3 . 8 F 2 9 0 . 5 F 2 1 4 . 9 B EB A p p r o a c h 1 4 . 4 B 1 3 3 6 8 . 3 E 8 5 1 4 3 . 5 D 6 8 0 1 6 . 4 1 7 1 B WB A p p r o a c h 9 . 5 A 5 1 1 . 2 A 4 3 0 . 9 A 3 2 9 . 1 5 0 A No r t h C a u s e w a y @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 6 A 7 9 2 7 . 4 C 2 1 9 . 1 B 2 1 . 7 A EB A p p r o a c h 1 . 2 A 1 6 2 6 . 5 C 1 5 0 0 1 9 . 8 B 1 2 5 6 2 . 3 9 7 A WB A p p r o a c h 0 . 0 A 0 2 8 . 3 C 2 5 2 1 8 . 4 B 2 0 2 1 . 1 1 4 A No r t h C a u s e w a y @ H a r b o r t o w n D r ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n A A A A Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 2 2 Ta b l e 3 - 1 0 . O s l o R o a d C r o s s i n g i n I n d i a n R i v e r C o u n t y ( E B = Ea s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) Os l o R o a d C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Os l o R d @ O l d D i x i e H w y Ov e r a l l I n t e r s e c t i o n 1 1 . 0 B 8 0 9 5 . 1 F 2 9 5 . 1 F 2 1 5 . 0 B EB A p p r o a c h 1 1 . 8 B 7 4 1 8 2 . 0 F 1 4 3 6 1 8 1 . 3 F 1 4 3 4 1 9 . 9 1 3 9 B WB A p p r o a c h 1 3 . 6 B 8 5 3 . 6 A 3 3 . 6 A 3 1 3 . 1 8 1 B Os l o R d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 1 A 8 0 1 4 8 . 8 F 2 1 4 8 . 5 F 2 7 . 2 A EB A p p r o a c h 0 . 1 A 0 8 2 . 3 F 1 7 0 5 8 2 . 0 F 1 7 0 1 4 . 0 8 1 A WB A p p r o a c h 0 . 1 A 0 2 2 0 . 9 F 1 2 9 9 2 2 0 . 6 F 1 2 9 9 1 0 . 6 6 2 B Os l o R d @ U S H w y 1 Ov e r a l l I n t e r s e c t i o n 1 8 . 8 A 8 0 1 4 3 . 9 F 2 1 4 3 . 9 F 2 2 4 . 8 C EB A p p r o a c h 2 9 . 3 C 2 6 4 1 4 4 . 3 F 4 3 4 9 1 4 2 . 1 F 4 3 2 6 3 4 . 7 4 5 8 C WB A p p r o a c h 2 2 . 7 C 2 4 2 2 2 4 . 9 F 3 0 7 2 2 2 3 . 9 F 3 0 6 6 3 2 . 3 3 7 7 C Os l o R o a d C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Os l o R d @ O l d D i x i e H w y Ov e r a l l I n t e r s e c t i o n 1 2 . 1 B 8 0 1 0 1 . 4 F 2 1 0 1 . 3 F 2 1 6 . 4 B EB A p p r o a c h 1 2 . 7 B 9 4 1 9 3 . 8 F 1 8 2 1 1 9 3 . 0 F 1 8 1 7 2 1 . 3 1 7 6 C WB A p p r o a c h 1 4 . 6 B 1 0 4 5 . 7 A 8 9 5 . 6 A 8 8 1 4 . 2 1 0 3 B Os l o R d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 1 A 8 0 1 4 8 . 2 F 2 1 4 7 . 8 F 2 7 . 1 A EB A p p r o a c h 0 . 2 A 0 8 7 . 7 F 2 2 2 3 8 7 . 5 F 2 2 1 9 4 . 4 1 0 6 A WB A p p r o a c h 0 . 1 A 0 2 1 3 . 7 F 1 6 0 0 2 1 3 . 0 F 1 5 9 4 1 0 . 3 7 6 B Os l o R d @ U S H w y 1 Ov e r a l l I n t e r s e c t i o n 3 3 . 8 C 8 0 2 5 9 . 9 F 2 2 5 8 . 3 F 2 4 4 . 5 D EB A p p r o a c h 8 0 . 0 F 3 7 8 6 6 9 . 9 F 7 1 7 2 6 5 6 . 2 F 7 1 4 8 1 0 7 . 8 7 0 1 F WB A p p r o a c h 3 8 . 3 D 3 2 3 3 0 6 . 2 F 4 1 0 7 3 0 3 . 0 F 4 0 9 9 5 1 . 0 5 0 3 D Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 2 3 Ta b l e 3 - 1 1 . 1 9 th P l a c e / 2 0 th P l a c e C r o s s i n g i n I n d i a n R i v e r C o u n t y ( E B = E a s t B ou n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) ( p a g e 1 o f 2 ) 19 t h P l a c e / 2 0 t h P l a c e C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Passenger Train Crossing Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s /H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S 19 t h P l @ C o m m e r c e A v e Ov e r a l l I n t e r s e c t i o n – O n e Wa y T r a f f i c 8. 9 A 8 0 4 9 . 3 D 1 4 9 . 6 D 2 1 0 . 8 B EB A p p r o a c h 1 0 . 6 B 4 9 2 . 3 A 0 2 . 3 A 0 1 0 . 2 4 7 B 19 t h P l @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n – O n e W a y Tr a f f i c 0. 1 A 8 0 1 2 9 . 5 F 1 1 2 8 . 4 F 2 6 . 2 A EB A p p r o a c h 0 . 1 A 0 1 2 9 . 5 F 8 6 7 1 2 8 . 4 F 8 6 3 6 . 2 4 1 A 20 t h P l @ C o m m e r c e A v e Ov e r a l l I n t e r s e c t i o n – O n e W a y Tr a f f i c 8. 4 A 8 0 1 3 6 . 8 F 1 1 3 6 . 5 F 2 1 4 . 5 B WB A p p r o a c h 1 0 . 9 B 3 8 1 2 3 . 5 F 6 0 8 1 2 2 . 4 F 6 0 6 1 6 . 2 6 5 B 20 t h P l @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n – O n e W a y Tr a f f i c 0 A 8 0 5 8 . 4 E 1 5 8 . 0 E 2 2 . 8 A WB A p p r o a c h 0 . 0 A 0 5 8 . 4 E 3 9 1 5 8 . 0 E 3 8 6 2 . 8 1 9 A 19 t h P l a c e / 2 0 t h P l a c e C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Passenger Train Crossing Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l e s /H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S 19 t h P l @ C o m m e r c e A v e Ov e r a l l I n t e r s e c t i o n – O n e W a y Tr a f f i c 9. 2 A 8 0 5 0 . 3 D 1 5 0 . 7 D 2 1 1 . 2 B EB A p p r o a c h 1 0 . 6 B 6 0 2 . 4 A 0 2 . 4 A 0 1 0 . 2 5 7 B 19 t h P l @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n – O n e W a y Tr a f f i c 0. 1 A 8 0 1 3 4 . 0 F 1 1 3 2 . 8 F 2 6 . 4 A EB A p p r o a c h 0 . 1 A 0 1 3 4 . 0 F 1 0 8 0 1 3 2 . 8 F 1 0 7 5 6 . 4 5 1 A 20 t h P l @ C o m m e r c e A v e Ov e r a l l I n t e r s e c t i o n – O n e W a y Tr a f f i c 8. 4 A 8 0 1 4 0 . 2 F 1 1 3 9 . 9 F 2 1 4 . 7 B WB A p p r o a c h 1 0 . 2 B 4 1 1 2 6 . 7 F 7 5 0 1 2 5 . 6 F 7 4 7 1 5 . 7 7 5 B Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 2 4 Ta b l e 3 - 1 1 . 1 9 th P l a c e / 2 0 th P l a c e C r o s s i n g i n I n d i a n R i v e r C o u n t y ( p a g e 2 o f 2 ) 20 t h P l @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n – O n e W a y Tr a f f i c 0. 0 A 8 0 5 8 . 7 E 1 5 8 . 4 E 2 2 . 8 A WB A p p r o a c h 0 . 0 A 0 5 8 . 7 E 5 2 6 5 8 . 4 E 5 2 3 2 . 8 2 5 A Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 2 5 Ta b l e 3 - 1 2 . P a l m B a y R o a d N E C r o s s i n g i n B r e v a r d C o u n t y ( E B = E a s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) Pa l m B a y R o a d C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Pa l m B a y R d @ N M a i n S t N E ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n H H H H Pa l m B a y R d @ S M a i n S t N E ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n H H H H Pa l m B a y R d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 3 . 5 A 5 3 6 8 . 5 E 2 1 2 . 1 B 2 6 . 1 A EB A p p r o a c h 4 . 4 A 3 7 8 . 6 E 6 6 3 5 1 4 . 0 B 2 2 2 9 7 . 3 3 1 4 A WB A p p r o a c h 2 . 6 A 0 5 7 . 5 E 4 8 7 8 1 0 . 1 B 1 6 3 7 4 . 8 2 2 9 A Pa l m B a y R d @ M a p l e w o o d S t ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n H H H H Pa l m B a y R d @ O r a n g e B l o s s o m T r a i l ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n H H H H Pa l m B a y R o a d C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Pa l m B a y R d @ N M a i n S t N E ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n H H H H Pa l m B a y R d @ S M a i n S t N E ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n H H H H Pa l m B a y R d @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 1 4 . 6 B 5 3 1 3 2 . 2 F 1 4 4 . 9 D 2 1 9 . 8 B EB A p p r o a c h 1 9 . 3 B 8 1 1 4 6 . 4 F 1 2 2 0 6 5 7 . 4 E 1 0 9 5 7 2 5 . 1 8 8 8 C WB A p p r o a c h 9 . 5 A 4 8 1 1 6 . 9 F 1 0 5 8 9 3 1 . 4 C 4 3 3 2 1 4 . 0 5 6 8 B Pa l m B a y R d @ M a p l e w o o d S t ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n H H H H Pa l m B a y R d @ O r a n g e B l o s s o m T r a i l ( U n s i g n a l i z e d ) Ov e r a l l I n t e r s e c t i o n H H H H No t e : U n s i g n a l i z e d i n t e r s e c t i o n s u s e d i f f e r en t L O S c r i t e r i a a n d a r e r a t e d A t h r o u g h H . Tr a n s p o r t a t i o n a n d R a i l r o a d C r o s s i n g A n a l y s i s A A F P a s s e n g e r R a i l P r o j e c t f r o m C o c o a t o W e s t P a l m B e a c h , F l o r i d a AM E C P r o j e c t N o . 6 0 6 3 1 2 0 2 1 2 September 2013 3- 2 6 Ta b l e 3 - 1 3 . P i n e d a C a u s e w a y C r o s s i n g i n B r e v a r d C o u n t y ( E B = Ea s t B o u n d T r a f f i c ; W B = W e s t B o u n d T r a f f i c ) Pi n e d a C a u s e w a y C r o s s i n g - O p e n i n g Y e a r 2 0 1 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Pi n e d a C a u s e w a y @ H o l y T r i n i t y D r Ov e r a l l I n t e r s e c t i o n 4 8 . 9 D 2 1 8 0 . 3 F 2 6 3 . 6 E 2 5 2 . 6 D EB A p p r o a c h 5 . 6 A 3 7 3 2 8 . 8 C 2 2 9 2 1 3 . 0 B 1 4 9 1 8 . 0 6 1 6 A WB A p p r o a c h 7 8 . 4 E 4 6 1 7 3 . 2 E 2 7 1 5 5 0 . 7 D 2 5 5 5 7 5 . 8 8 0 9 E Pi n e d a C a u s e w a y @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 0 . 8 A 2 1 3 4 . 0 C 2 1 8 . 4 B 2 4 . 9 A EB A p p r o a c h 0 . 9 A 0 3 4 . 2 C 3 8 9 9 2 1 . 2 C 2 9 0 5 5 . 2 5 4 4 A WB A p p r o a c h 0 . 7 A 0 3 3 . 4 C 2 5 4 6 1 5 . 4 B 1 6 5 7 4 . 5 3 3 6 A Pi n e d a C a u s e w a y C r o s s i n g - Y e a r 2 0 3 6 C o n d i t i o n s Ap p r o a c h / M o v e m e n t No r m a l S i g n a l C y c l e F r e i g h t T r a i n C r o s s i n g C y c l e Pa s s e n g e r T r a i n C r o s s i n g Cycle Weighted Average D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y L O S Q u e u e C y c l es / H o u r D e l a y L O S Q u e u e C y c l e s / H o u r D e l a y Q u e u e L O S Pi n e d a C a u s e w a y @ H o l y T r i n i t y D r Ov e r a l l I n t e r s e c t i o n 1 5 7 . 4 F 2 1 1 8 5 . 3 F 2 1 2 8 . 5 F 2 1 5 7 . 3 F EB A p p r o a c h 8 . 9 A 6 4 8 4 1 . 4 D 3 7 4 7 1 8 . 8 B 2 4 3 8 1 2 . 3 1 0 3 9 B WB A p p r o a c h 3 0 2 . 5 F 7 2 7 2 9 3 . 2 F 38 0 8 1 8 3 . 5 F 3 6 6 4 2 9 2 . 2 1 2 0 8 F Pi n e d a C a u s e w a y @ F E C R R C r o s s i n g Ov e r a l l I n t e r s e c t i o n 1 . 6 A 2 1 7 9 . 1 E 2 3 6 . 0 D 2 1 0 . 6 B EB A p p r o a c h 1 . 8 A 0 6 1 . 8 E 6 6 5 1 4 0 . 3 D 4 6 8 3 9 . 7 9 0 7 A WB A p p r o a c h 1 . 3 A 0 9 7 . 8 F 4 3 2 9 3 1 . 3 C 2 8 1 8 1 1 . 4 5 7 2 B Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 4-1 4.0 Environmental Consequences 4.1 Transportation 4.1.1 Rail Transportation Impacts The proposed Project passenger operations would include 16-19 round-trip trains per day, which amounts to a maximum frequency of two trains crossings per hour. Maximum operating speeds would range from 79 to 125 miles per hour, depending upon the location along the North-South or East-West Corridor. Operating speeds will be greatest along the East-West Corridor due to the absence of any highway-rail grade crossings. From the station in West Palm Beach to the station at MCO, service would be non-stop, as there are no stations proposed between those stations. The demand for freight capacity is expected to grow along the North-South Corridor. Based on anticipated operations data for the 2016 opening year, the number of freight crossings per day is expected to increase from 18 (in 2011) to 28 along with an increase in the average length to 8,150 feet. An increase in freight efficiency is also anticipated, as represented by increases in average operating speeds. Table 3-1 shows a summary of 2016 freight and passenger operational characteristics, along with calculated closure times at roadway crossings. The demand for freight capacity is also expected to grow along the North-South Corridor. Based on data provided in the EA, an annual freight growth rate of 3 percent was assumed and incorporated as increased train frequency and length. An increase in freight efficiency was also incorporated, as represented by increases in average operating speeds. Table 3-1 shows a summary of future freight and passenger operational characteristics. The North-South Corridor has been designed to cause no adverse impact on freight operations within the North-South Corridor, and may have a beneficial impact on freight operations. The addition of passenger rail service within the existing ROW would require modifying the mostly single track system to a mostly double track system, which would be used by both passenger and freight operations. There are no existing freight rail operations within the East-West Corridor, therefore no impacts would occur under East-West Corridor with Alternatives A, C or E. 4.1.1.1 No Build Alternative The No Build Alternative would not cause significant adverse impacts to rail transportation. Under the No Build Alternative, there would be no passenger train service added from West Palm Beach to Cocoa and the existing freight infrastructure would be maintained. Freight train configurations would be expected to incorporate the anticipated annual growth of approximately 3 percent through increases in train length and/or speed. The No Build Alternative would not result in any delays or impacts related to construction of stations or other infrastructure required for the proposed Project. The upgrades to the FEC Corridor contemplated as part of the Project would not, however, occur in the near term as part of the No Build Alternative. 4.1.1.2 Build Alternative The Build Alternative, which includes the North-South Corridor Alternative, the East West Corridor Alternatives and the MCO Alignment and VMF Alternative, would have a beneficial impact on existing freight traffic along the North-South Corridor, due to the proposed infrastructure expansion previously discussed. The Build Alternative would also have a beneficial impact on the passenger rail transportation network between West Palm Beach and Orlando by providing potential customers with an alternative means of rail transportation. The Proposed Action is designed to provide a direct, non-stop rail service from West Palm Beach to the MCO, which is a different service geographically and functionally compared to the existing Amtrak service. The Build Alternative Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 4-2 would also provide more frequent and regular service, which would provide more flexibility to potential customers. 4.1.1.3 Construction Impacts New track construction required for the Build Alternative will be performed according to best management practices so that minimal temporary adverse impacts to existing freight operations will be experienced. Any required maintenance or rehabilitation of the existing single track will also be done using planning and construction practices that would minimize impact to existing freight traffic. Future required maintenance and rehabilitation will also be done more efficiently as track operators will be able to use planning practices that utilize the additional tracks to mitigate temporary delays. AAF is familiar with projects (for example the Union Pacific Railroad in northern California) that have implemented similar single track to double track upgrades without causing any impact to passenger or freight service during construction. AAF plans on utilizing similar techniques and methods to reduce or eliminate potential impacts such as delays or downtime. 4.1.2 Regional Roadway Network Impacts According to the “Vision Plan”15 discussed in the Purpose and Need Statement, it is estimated that the total intercity travel person trips between Miami and Orlando will increase from 9.5 million in 2000 to 18.5 million by 2020, with further increase to 30.5 million by 2040. The Proposed Action may help to alleviate the growth in congestion that is expected as a result of these trips. For the Proposed Action, an investment grade evaluation was prepared to estimate annual ridership. That report, prepared by The Louis Berger Group, Inc., will be provided as a separate submittal that will become an appendix to the EIS. Among other things, that report describes a Base Case for ridership, as well as a Business Plan Case that accounts for certain elements important to future ridership potential, which are not included in the Base Case. Following this forecast, AAF’s management further refined its strategies and goals for ridership and revenue which are reflected in a Management Case scenario. These forecast scenarios can be summarized as follows: 1) Base Case – The Base Case scenario provides a conservative outlook for implementation of AAF service. The scenario does not include potential future changes to the proposed AAF service, such as additional future station locations; and does not include consideration of future changes to the relevant transportation network that are subject to some level of uncertainty, such as impact of the growth in congestion on major highways and arterials in the market area, or the impact of potential direct connections with local transit improvements planned by local and regional agencies. 2) Business Plan Case – An alternative scenario was prepared to account for elements of the AAF business plan under development at the time the forecast was originally prepared; and to reflect the impact of a number of specific items not included in the Base Case. The Business Plan Case includes: (i) future connections to other transit services, such as SunRail in Central Florida and the WAVE Streetcar in Fort Lauderdale; (ii) marketing initiatives targeted to resort customers and travel arrangers to enhance ridership. 3) Management Case – The Business Plan Case does not include the impact of certain strategies that are commonly employed by management of similar consumer-oriented rail operating companies and that could potentially further increase ridership and/or revenue such as (i) revenue yield management strategies; (ii) frequent rider loyalty programs; (iii) block ticket agreements with resorts and educational institutions; and (iv) plans for further local transit connections not known at the time of preparation of the Business Plan Case forecast. Following 15 Florida Department of Transportation (FDOT). 2004-2006. Florida Intercity Passenger Rail “Vision Plan”. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 4-3 the preparation of the Base and Business Plan Case forecasts, AAF’s management developed an estimate of the ridership impact of these strategies through market soundings, discussions with regional businesses and institutions, and discussions with rail operators. The analysis of each case is presented in more detail in the above-referenced ridership study prepared by The Louis Berger Group, Inc. (LBG). Based on that analysis, the projected ridership was analyzed to determine the manner in which the Proposed Action would impact the regional roadway network. It is projected that 344 vehicles per day would be removed from the roads as a result of the Proposed Action for the 2016 Base, Business Plan and Management Cases and 1,214 vehicles would be removed per day for the 2019 Base, Business Plan and Management Cases. 4.1.2.1 No Build Alternative Given the projected increase in intercity traffic, the No Build Alternative has the potential to contribute to future adverse transportation impacts on I-95, Florida’s Turnpike and SR528 by not aiding in the reduction of the projected increase in total automobile volume on these roads. Without the added capacity provided by the proposed passenger service, these roads would be forced to absorb the majority of this increase. 4.1.2.2 Build Alternative Implementation of the Build Alternative would have a beneficial effect on regional roadway transportation networks by providing additional transportation capacity between Miami and Orlando. Construction and operation of the North-South Corridor Alternative and East-West Corridor Alternatives would reduce the cumulative traffic volume on I-95, Florida’s Turnpike and SR 528 by removing vehicles and providing an easily accessible and efficient alternative means of transport to residents and visitors between the Miami, Fort Lauderdale, West Palm Beach and Orlando areas. The loss of toll revenues to the Orlando-Orange County Expressway Authority (OOCEA) will be immaterial based on the Impacts of AAF on OOCEA Toll Revenues Report15 prepared by Steer Davies Gleave. 4.1.2.3 Secondary and Cumulative Impacts The Project is anticipated to enhance regional roadway transportation by reducing vehicles on the regional roadway network. By reducing vehicles traveling on the regional roadways, accident rates, pollution, and needs for roadway maintenance would be reduced. With a reduction in traffic accidents, public safety officers, emergency medical service technicians, and public works department employees would be redeployed to other duties. Travel delays caused by accidents would be reduced and therefore, downtime for people and vehicles that would otherwise be engaged in economically productive activities would be reduced. With fewer passenger vehicles on regional roadways, air pollution from emissions and water pollution from the runoff of gas and oil from roadways would be reduced. With fewer vehicles traveling on the regional roadways, a slight reduction in roadway maintenance due to wear and tear would occur. 4.1.3 Local Vehicular Transportation Impacts Along the North-South Corridor, potential impacts may result from the addition of passenger rail service to the existing ROW through increased traffic delays at existing roadway crossings. Changes to traffic delays resulting from the various build alternatives are discussed below. Table 4-1 provides the roadway names, number of lanes and the maximum design speed for passenger train operations in each County. To reduce the table size, only data for State Roads, County Roads, and US Highways were included. The maximum design speed for passenger trains along the North-South Corridor is greater than the maximum design speed of 79 mph south of the Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 4-4 West Palm Beach. Because there are fewer crossings and stops north of West Palm Beach, average freight speeds tend to be greater as well. Table 4-1. Maximum Passenger Rail Speeds at State Road, County Road and US Highway Crossings (page 1 of 2) Road Name Highway Type Number of Lanes Speed Brevard County Dixon Blvd CR-0503 4 100 King St. SR 0520 5 110 Poinsett Dr / Rosa L Jones Blvd CR-5024 2 110 Barton Ave CR-5026 6 110 Barnes Blvd SR-502 5 110 Pineda Causeway SR0404 4 110 Post Rd CR5042 4 110 Parkway Ave CR-5046 3 110 Lake Washington Rd CR-5052 5 110 Aurora Rd. CR0511 4 110 Sarno Rd SR518-5 4 110 Babcock St. CR0507 6 110 Nasa Blvd CR-5056 4 110 Hibiscus Ave CR 5060 4 110 Fee Ave CR-5062 2 110 Strawbridge Ave US192 4 110 New Haven Ave SR 0192 2 110 Prospect Ave CR-5077 2 80 University Blvd CR5066 4 110 N.E. Palm Bay Rd CR5070 2 110 N.E. Port Blvd CR5074 4 110 8080Malabar Rd SR 0514 2 110 Valkaria Rd CR-5076 2 110 1st St. CR-5078 2 110 Micco Rd CR-5082 2 110 Indian River County Roseland Rd SR 0505 2 110 Fellsmere St. SR 0512 3 110 W. Wabasso Rd SR 0510 2 110 S. Wntr Bch (65st) SR 0632 2 110 41st St / So. Gifford Rd CR0630 2 110 20th Place SR 0060 4 110 Glendale Rd CR0612 3 110 Ninth St. SW / Oslo Rd SR 0606 4 110 St Lucie County City Causeway SR A1A 5 110 Orange Ave SR A1A 2 80 Midway Ave CR0712 2 110 Martin County Jenson Beach Blvd SR 707A 4 110 SR-AIA SR 0707 2 60 Colorado Ave SR 0010 4 80 SR-AIA SR0AIA 2 110 Indian Ave SR A1A 4 110 Salerno Rd SR 0722 3 110 SR-AIA SR A1A 2 110 Bridge Rd SR 0707 2 110 Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 4-5 Table 4-1. Maximum Passenger Rail Speeds at State Road, County Road and US Highway Crossings (page 2 of 2) Road Name Highway Type Number of Lanes Speed Palm Beach County Indiantown Rd. SR 0706 8 110 Lake Park Rd CR-809 6 110 Inlet Blvd SR0710 4 110 45th St. SR 0702 5 110 Source: FEC Grade Crossing Estimate5 4.1.3.1 Build Alternative The North-South Corridor Alternative and East-West Corridor Alternatives would not have a significant impact on local vehicular traffic along the North-South Corridor, and would have no impact on local vehicular traffic along the East-West Corridor. The increase in number of crossing events due to the addition of 16-19 round trips per day would cause additional closure events, but closures from passenger trains would be much shorter than closures from existing freight traffic (Tables 2-1 and 3-1). Also, the projected annual increase in freight capacity would result in minor increases in local roadway crossing closures, but total impacts relative to existing conditions would be minimal. Table 4-2 shows expected roadway crossing closures times in the counties north of West Palm Beach as compared to the counties south of West Palm Beach. Closure times are provided for both passenger and freight operations from the 2016 project opening year. Table 4-2. Comparison of Roadway Crossing Closures for the Project Area in 2016 County Number of Crossings 26 Freight Passenger Train Speed (miles per hour) Maximum Closure (minutes/hour) Train Speed (miles per hour) Maximum Closure (minutes/hour) Palm Beach (N of Station) 54.3 4.9 89.2 1.7 Martin 25 44.4 5.7 79.5 1.7 St Lucie 20 47.8 5.4 92.6 1.7 Indian River 30 54.2 4.9 106.6 1.7 Brevard 55 53.8 4.9 98.1 1.7 Notes: 1. 2016 freight speed obtained from CA20 TPC Runtimes Frt-RO.xlsx, received from AAF via email June 2013. 2. 2016 passenger speed obtained from CA20 TPC Runtimes-R2 w Revised EW Corridor.xlsx, received from AAF via email June, 2013. 3. Maximum Closure per Hour calculated as the Total Time to Activate and Clear multiplied by the Maximum Crossings per Hour, divided by 60. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 4-6 The traffic model shows that implementation of passenger rail operations would result in no significant impact to local roadway traffic along the portion of the North-South Corridor from West Palm Beach to Cocoa. There are no proposed highway-rail grade crossings along the East-West Corridor. The VMF would not have a significant impact on local vehicular transportation. Assuming facility operations would require 100 employees per day and each employee, in addition to arriving and leaving from work each day, left an average of once during the day for lunch, meetings, and errands. The estimated maximum number of trips that would be generated each day is 400. This traffic would access the station via Boggy Creek Rd from either the northwest or southeast. In 2012, the AADT for these portions of Boggy Creek Rd were 13,000 and 9,300, respectively (TM 4). If employee access is distributed evenly between both access directions, the increase in AADT would consume 1.5 percent of current capacity in the northwest direction and 2.2 percent in the southeast direction. 4.1.3.2 No Build Alternative The No Build Alternative would not have a significant impact on local vehicular traffic. Based on data provided in Table 3-1, the projected annual increase in freight capacity would result in minor increases in local roadway crossing closure times, but increases would be minimal relative to current closure times. 4.1.3.3 Secondary and Cumulative Impacts Secondary and cumulative impacts to local vehicular transportation are anticipated to be minimal. The Project is anticipated to have minimal negative secondary and cumulative impacts at roadway crossings and on local roadway capacity. Adjusting traffic signal timing in the Project Area is a BMP that would reduce traffic impacts. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 5-1 5.0 Summary Based on the analysis of the 2016 Opening Year and 2036 Buildout Year with and without the freight and passenger train services, the following conclusions were reached:  The passenger trains are expected to clear the crossing in 52 seconds or less (depending on the County) and for two events to occur during the peak hour. The analysis indicates that the additional delay to the adjacent roadway network caused by the introduction of passenger rail service is minimal.  Since this analysis was conducted to simulate the PM Peak Hour volume, any event taking place during non-peak hours is assumed to have less impact on traffic operations.  By introducing passenger trains the traffic operations and LOS at nearby intersections are anticipated to continue to operate at LOS similar to the existing LOS during a freight train crossing. Therefore the additional impact from the passenger rail services is minimal.  Even though not accounted for in this analysis, the passenger train services is expected to benefit some north-south roadways in the study area as a result of the use by commuters of the rail service in lieu of travel by automobile.  It should be noted that some crossings have intersections within close proximity (less than 100 feet of the crossing) and that the usage of proper signage and traffic control will alert drives about the railroad crossings in accordance with applicable laws. Transportation and Railroad Crossing Analysis AAF Passenger Rail Project from Cocoa to West Palm Beach, Florida AMEC Project No. 6063120212 September 2013 6-1 6.0 References 1. All Aboard Florida – Operations LLC. 2012. Environmental Assessment and Section 4(f) Evaluation for the All Aboard Florida Passenger Rail Project West Palm Beach to Miami, Florida. Available at: http://www.fra.dot.gov/eLib/details/L04278. 2. United States Department of Transportation (USDOT), Federal Railroad Administration (FRA). 2013. Finding of No Significant Impact for the All Aboard Passenger Rail Project West Palm Beach to Miami, Florida. Available at: http://www.fra.dot.gov/Elib/Details/L04277. 3. United States Department of Transportation (USDOT), Federal Aviation Administration (FAA) and Greater Orlando Aviation Authority (GOAA). 1998. Environmental Assessment for the Proposed South Terminal Complex at the Orlando International Airport. 4. United States Department of Transportation (USDOT), Federal Transit Administration (FTA), Florida Department of Transportation (FDOT) and Greater Orlando Aviation Authority (GOAA). 2005. Environmental Assessment for the Proposed OIA Intermodal Center and associated High Speed Rail and Light Rail Alignments. 5. All Aboard Florida, 2013. FEC Grade Crossing Estimate Spreadsheet. Received via email from Alex Gonzolaz on March 7, 2013. 6. MCO website accessed August 8, 2013. http://www.orlandoairports.net/statistics/index.htm 7. LYNX website accessed August 7, 2013. http://www.golynx.com/about-lynx/ 8. AMEC Environment & Infrastructure, Inc. (AMEC). 2013. Technical Memorandum No. 3 Alternatives Identification for the All Aboard Florida Passenger Rail Project from Orlando to Miami, Florida 9. City of Orlando, 2011. Transportation Element: Goals, Objectives and Policies. Approved August 12, 1991. Amended December 5, 2011. 10. MCO Quickfacts. Summer 2013. 11. Orlando Sentinel, April 28, 2013. 12. Orlando Sentinel, July 29, 2013. 13. Florida Department of Transportation. 2009 Quality/Level of Service Handbook. Available at: http://www.dot.state.fl.us/planning/systems/sm/los/. 14. Institute of Transportation Engineers. Highway Capacity Manual 2010. 15. Florida Department of Transportation (FDOT). 2004-2006. Florida Intercity Passenger Rail “Vision Plan”.