PORT OF FERNANDINA TRUCK CIRCULATION STUDY

Transcription

1 OCTOBER 2015 PREPARED FOR:

2 I. Introduction... 1 II. Study Area... 1 III. Field Data Collection... 3 IV. Existing Traffic... 5 V. Truck Circulation Analysis... 8 VI. Peak Hour Intersection Analysis VII. Summary of Conclusions Appendix A: Comparison of May and June Daily Traffic Appendix B: Raw Count Data Appendix C: FHWA Classification Scheme F Appendix D: Truck Percentage by Movement Appendix E: Signal Timing Data Appendix F: Synchro Output

3 The North Florida Transportation Planning Organization and the Port of Fernandina has requested a truck circulation study in order to update and evaluate the existing traffic and truck levels on the local arterial intersections of the City of Fernandina Beach, FL. Evaluated in this study is the existing truck traffic generated by the Port of Fernandina and the two industrial sites (mills) within the vicinity of the Port. The City of Fernandina Beach, FL is located in Nassau County and is home to tourist destinations as well as industrial sites. Fernandina Beach offers a historic downtown area in addition to beach access. Three industrial sites generate truck traffic to the City. Rayonier Inc. operates a saw mill 24 hours a day, 7 days a week on the west side of the City on the coast of the St. Marys River. The Port of Fernandina lies on the St. Marys River approximately 1 mile north of Rayonier. The Port s container interchange gate is open Monday-Friday, 7AM-9PM. Warehouse access is available Monday-Friday, 7AM-11PM. The third industrial site is a paper mill operated by WestRock at the northern terminus of 8th Street/SR A1A. WestRock is open Monday-Friday, 8AM-5PM (See Figure 1). The truck circulation study focuses on traffic movements along two north/south corridors: 8th Street/SR A1A and 14th Street/SR 105. SR A1A is a major state route which connects the City of Fernandina to the rest of the region. The study area, shown in Figure 1, includes the following intersections: 8th Street/SR A1A at: 1. Sadler Road 2. Courson Road 3. Lime Street 4. Gum Street 5. Beech Street 6. Centre Street/Atlantic Avenue 7. Dade Street 8. Escambia Street 14th Street/SR 105 at: 9. Sadler Road 10. Courson Road 11. Lime Street 12. Atlantic Avenue 13. Franklin Street 1

4 FIGURE 1. STUDY AREA MAP 2

5 Field traffic counts are the primary source of existing traffic data for this study. Both daily classification counts and peak period Turning Movement Counts (TMC) were collected within the study area. Twelve 48-hour classification counts were collected on May 12th-14th, 2015 and May 19th-20th and one 5 day classification count was collected the week of May 12th (8th Street/SR A1A south of Sadler Road). A second week of data (7 days) was collected at SR A1A south of Sadler Road during the week of June 2nd which enabled a comparison of traffic volumes when school was in session versus when it was out of session. The daily traffic collected during May was consistently, though slightly, higher than the June daily traffic when comparing the same day of the week. Traffic volumes on Saturday were also captured in both weeks. The weekend daily traffic in both weeks was lower than the weekday daily traffic and the May and June Saturday traffic volumes were similar. Appendix A shows a graphic comparison of the May and June hourly volumes for Tuesday, Wednesday, and Saturday. Locations of classification counts included the following: 1. 8 th Street/SR A1A south of Sadler Road (7 day) 2. 8 th Street/SR A1A north of Sadler Road (48-hour) 3. Sadler Road east of 8 th Street/SR A1A (48-hour) 4. 8 th Street/SR A1A north of Gum Street (48-hour) 5. 8 th Street north of Atlantic Avenue (48-hour) 6. 8 th Street north of Dade Street (48-hour) 7. Dade Street west of 8 th Street (48-hour) 8. 14th Street/SR 105- north of Sadler Road (48-hour) 9. 14th Street/SR 105 north of Beech Street (48-hour) th Street/SR 105 north of Atlantic Avenue (48-hour) th Street/SR 105 north of Franklin Street (48-hour) 12. Franklin Street west of 14th Street/SR 105 (48-hour) The 2014 FTI was utilized to perform a review of hourly traffic data within the study area. The purpose of this review was to identify the prevailing AM and PM peak periods for traffic along the study area roadways. This information was used to select the time periods for TMC data collection. The review of the data indicated a typical AM peak period and an early PM peak period. Based on this information, TMCs were collected at the 13 study intersections from 6AM-10AM to capture the AM peak and from 2PM- 6PM to capture the PM peak. Figure 2 shows the traffic data collection sites. Appendix B contains the raw count data. 3

6 FIGURE 2. DATA COLLECTION SITES 4

7 The field traffic counts were used to develop existing daily and peak hour volumes for use in this study. To calculate the Average Annual Daily Traffic (AADT) volumes an average of the 48-hour classification counts was summed for each location and factored seasonally. The Seasonal Factors (SF) used in the study were taken from the 2014 FTI database and are listed in Table 1. No axle correction was necessary because all 48-hour counts included vehicle classification. Table 1: Seasonal Factors Used Date Factor May 12 th -14 th, May 19 th -20 th, June 2 nd -3 rd, Two sets of AADTs were developed for this study; total AADT and truck AADT. The total AADT includes all vehicle types. The truck AADT includes vehicle classification groups Group 4, buses, were not included in the truck AADT because the heavy vehicles that will be going to the industrial areas will not include buses. Appendix C contains the FHWA Classification Scheme F table describing all of the vehicle class groups. Table 2 lists the existing AADTs for all vehicles and for trucks. Figure 3 displays both AADTs by location. Table 2: Existing AADTs Description AADT (veh/day) Total Trucks 8th Street/SR A1A, s/o Sadler Road 32,500 2,100 8th Street/SR A1A, n/o Sadler Road 20,500 1,800 Sadler Road, east of 8th Street 21, th Street/SR A1A, n/o Gum Street 13,200 1,200 8th Street/SR A1A, n/o Alachua Street 3,800 1,100 8th Street, n/o Dade Street 2,900 1,000 Dade Street, w/o 8th Street th Street/SR 105, north of Sadler Road 19, th Street/SR 105, n/o Beech Street 6, th Street/SR 105, n/o Atlantic Avenue 3, th Street/SR 105, n/o Franklin Street 2, Franklin Street, w/o 14th Street/SR 105 1, The network-wide AM and PM peak hours were determined by using the TMC data to find the most frequent peak hour across the study intersections. The AM peak hour was identified as 7:15AM-8:15AM while the PM peak hour was from 2:45PM-3:45PM. In general, truck traffic peaked at different times than the total traffic; however, the impacts to the study area were assessed when the highest amount of total traffic was on the roadway network. Figure 4 shows the AM and PM peak hour volumes for the study intersections. 5

8 FIGURE 3. EXISTING YEAR 2015 AVERAGE ANNUAL DAILY TRAFFIC (AADT) 6

9 FIGURE 4. EXISTING YEAR 2015 AM (PM) PEAK HOUR VOLUMES 7

10 The Peak Hour Factor (PHF) and truck factors used in the analysis were calculated using the existing traffic count data (Table3 ). The PHF is calculated by dividing the peak hour volume by four times the peak rate of flow within the hour. For the peak hour intersection analysis, a unique PHF was used for each intersection and each peak period. Table 3: Peak Hour Factors AM PM Description 7:15 8:15 2:45 3:45 8th Street/SR A1A and Sadler Road th Street/SR A1A and Courson Road th Street/SR A1A and Lime Street th Street/SR A1A and Gum Street th Street/SR A1A and Beech Street th Street/SR A1A and Atlantic Avenue th Street and Dade Street th Street and Escambia Street th Street/SR 105 and Sadler Road th Street/SR 105 and Courson Road th Street/SR 105 and Lime Street th Street/SR 105 and Atlantic Avenue th Street/SR 105 and Franklin Street Due to the nature of this study, the peak hour truck percentage was calculated by movement for each peak. Appendix D contains the peak hour truck percentages calculated and used in the analysis. A truck circulation analysis was conducted along 8th Street/SR A1A and 14th Street/SR 105 to determine truck movement characteristics within the study area. In order to determine the truck flow on 8th Street/SR A1A and 14th Street/SR 105, the daily bi-directional truck AADT at each classification count station was compared to the truck AADT at the main access point to the network via 8th Street/SR A1A south of Sadler Road. The truck AADT on 8th Street/SR A1A south of Sadler Road, 2,100 veh/day, became the control point accounting for 100% of the daily truck traffic accessing the network. The AADT on each link to the north is a represented as a percentage of the control point AADT as shown in Figure 5. The analysis indicates that a majority of the truck traffic utilizes 8th Street/SR A1A as opposed to 14th Street/SR 105. Eighty three percent (83%) of the total daily trucks at the main access point of the network used the 8th Street/SR A1A link north of Sadler Road while 17% utilize the Sadler Road link east of 8th Street/SR A1A. A large decrease in trucks is experienced north of Gum Street (83% to 57%). Trucks destined for the Rayonier Inc. industrial site utilize Gum Street west of 8th Street/SR A1A to enter the mill. The next industrial site northwards, west of 8th Street, is the Port of Fernandina. Trucks destined for the Port of Fernandina utilize Dade Street. Four percent (4%) of the total daily trucks entering the network, 90 trucks/day, are observed on Dade Street west of 8th Street. The last industrial site, WestRock, is accessed via 8th Street and Franklin Street; 48% of the total daily trucks entering the network utilize the 8th Street link north of Dade Street and are presumed destined for WestRock. 8

11 FIGURE 5. EXISTING YEAR 2015 DAILY BIDIRECTIONAL TRUCK CIRCULATION 9

12 Based on the results of the truck circulation analysis, it can be determined that the majority of truck traffic utilizing the network are potentially originating or destined to Rayonier Inc. and WestRock industrial sites with the minority of truck traffic generated by the Port of Fernandina. Peak hour intersection analysis for existing traffic was conducted in Synchro 8 to determine the Level of Service (LOS) of each study intersection. LOS is defined as the system of six designated ranges from "A" (best) to "F" (worst). LOS is determined for an intersection or intersection approach based on the level of delay, in seconds per vehicle, experienced by drivers. Table 4 provides the delay ranges used to determine LOS for signalized and unsignalized intersections. Table 4: LOS Thresholds Level of Service Signalized Delay Unsignalized Delay A < 10 < 10 B >10 20 >10 15 C >20 35 >15 25 D >35 55 >25 35 E >55 80 >35 50 F >80 >50 Source: HCM 2010 The 13 intersections, 10 signalized and 3 unsignalized, were analyzed using existing lane configuration and signal timings and populated with AM and PM peak hour volumes. Signal timing and phasing data was requested and obtained from FDOT and Nassau County. Table 5 lists the LOS and delay (seconds/vehicle) of each intersection. Figure 6 shows the existing lane configuration and Figure 7 shows the peak hour volumes and LOS. Appendix E contains the existing signal timing plans. Appendix F contains the Synchro output for each intersection. 10

13 Table 5: Existing LOS and Delay Description AM PM LOS Delay 1 LOS Delay 1 8th Street/SR A1A and Sadler Road C 27.0 C th Street/SR A1A and Courson Road A 6.0 B th Street/SR A1A and Lime Street A 9.4 A 9.8 8th Street/SR A1A and Gum Street A 5.1 A 7.4 8th Street/SR A1A and Beech Street A 6.2 A 9.8 8th Street/SR A1A and Atlantic Avenue B 19.1 C th Street and Dade Street 2 A 9.7 A 9.5 8th Street and Escambia Street 2 A 9.4 A th Street/SR 105 and Sadler Road C 33.1 C th Street/SR 105 and Courson Road B 16.5 C th Street/SR 105 and Lime Street B 11.4 B th Street/SR 105 and Atlantic Avenue 3 14th Street/SR 105 and Franklin Street 2 B 10.3 B Delay = seconds/vehicle 2. Unsignalized intersection LOS is represented by the stop controlled approach with the highest delay. 3. Signal timing data for 14th Street/SR 105 and Atlantic Avenue could not be obtained. Because the overall intersection LOS is determined by a weighted average of all vehicles entering the intersection it is important to review delay for each individual approach. For example Table 6 shows the LOS and delay (s/veh) for each approach in the AM and PM peak for the intersection at 8 th Street/SR A1A and Sadler. The eastbound and westbound approaches experience slightly higher delay corresponding to LOS D while the overall intersection LOS is C. All study intersections were reviewed and no approaches experience LOS F operations. Table 6: 8 th Street/SR A1A and Sadler Road Existing LOS and Delay Description 8th Street/SR A1A and Sadler Rd AM Peak PM Peak EB WB NB SB EB WB NB SB D D C B D D B C The study intersection at 8th Street and Escambia Street is a three-way stop-controlled intersection with the northbound movement free. The Highway Capacity Manual (HCM) does not provide procedures to calculate delay and LOS at three-way stop-controlled intersections. To estimate the delay at this intersection using current HCM procedures, it was analyzed as an all-way stop-controlled intersection and the highest approach delay (southbound) was reported. In the existing conditions, the analysis showed that all of the study intersections operate at LOS C or better during the AM and PM peak hours; therefore no intersection mitigation is proposed. 11

14 FIGURE 6. EXISTING YEAR 2015 LANE CONFIGURATION 12

15 FIGURE 7. EXISTING YEAR 2015 AM (PM) PEAK HOUR VOLUMES AND LEVEL OF SERVICE (LOS) 13

16 Again, the purpose of this study was to update and evaluate the existing traffic and truck movements through the study area. The existing traffic data shows that a majority of the daily truck traffic at the entry location of the study area uses 8th street/sr A1A and is destined for one of the two mill industrial sites, Rayonier Inc. or WestRock. The results of this traffic circulation study indicate that truck traffic generated by the Port of Fernandina are minimal and it can be assumed it may not adversely impact the traffic operations within the study area. Trucks at the main access point to the network (on 8 th Street/SR A1A, south of Sadler Road) consisted of 6% of the total traffic. The portion of trucks attributed to the Port of Fernandina accounts for 4% of the total truck traffic at the main access point to the study area (90 trucks/day). The AM and PM peak hour intersection analysis indicates that all study intersections operate at LOS C or better. 14