crosstown parkway extension environmental impact...

Prepared for:

The City of Port St. Lucie

Design TrafficMemorandum

Prepared by:

Revised November 6, 2008

Crosstown ParkwayExtension

City of Port St. Lucie Keith and Schnars, P.A.Crosstown Parkway Corridor Extension Project No. 17525.11.09226Methodology Letter of Understanding 1 Revised November 6, 2008

1. INTRODUCTION AND PROJECT LOCATION

The City of Port St. Lucie (City) is one of the fastest growing cities in the nation. Originally planned as aretirement community, the City is experiencing substantial problems with traffic congestion, including thetwo existing bridges within the City. In light of the unprecedented growth that is expected to continue, thiscongestion will only worsen. To help address this problem, the City, in consultation with the FloridaDepartment of Transportation (FDOT) and Federal Highway Administration (FHWA), is currentlyconducting a Project Development and Environment (PD&E) Study to evaluate a third crossing over theNorth Fork of the St. Lucie River (NFSLR) at the Crosstown Parkway.

The proposed project would extend the Crosstown Parkway from Manth Lane across the NFSLR to US-1,a distance of approximately 2 miles. The six lane divided highway and bridge will serve multi-modaltransportation alternatives, including automobile, bicycle, pedestrian, and public surface transportation.The purpose of this document is to provide the methodology to prepare the Design Traffic Memorandumthat will evaluate the potential alternatives for the proposed river crossing from the Crosstown Parkway atManth Lane on the west to US-1 on the east. The methodology has been developed according with thefollowing documentation and revised consistent with the FDOT District Four comments provided duringthe methodology meeting held on October 22, 2008:

PD&E Manual, Part I, Chapter 4; 2000 Highway Capacity Manual (HCM 2000), Published by the Transportation Research Boad; Project Traffic Forecasting Handbook, Topic No. 525-030-120 Published by the FDOT, October

2002; 2002 Quality/Level of Service Handbook, Published by the FDOT; and 2007 Florida Traffic Information CD-ROM, Published by the FDOT (2007 FTI).

The study area is shown in Figure 1 and includes Prima Vista Boulevard to the north; Port Saint LucieBoulevard to the south; Airoso Boulevard to the west; and US-1 to the east.

Crosstown Parkway

Prima Vista Blvd

Bayshore Blvd

Floresta Dr

Oakridge Dr

Port St Lucie Blvd

1

Walton Rd

JenningRd

Village G

EXIT 142

LEGEND

Study Area Boundary

PORT ST. LUCIECITY of

ENGINEERS, PLANNERS, SURVEYORSKEITH and SCHNARS, P.A.

CITY OF PORT ST. LUCIECrosstown Parkway Corridor Extension Design Traffic Memorandum

Study Area BoundaryFigure No. 1


2. PURPOSE AND NEED

Project Purpose:The purpose of the proposed project is to alleviate severe traffic capacity deficiencies in the City byproviding relief to the two existing NFSLR crossings at Port St. Lucie Boulevard and Prima VistaBoulevard. Integral to meeting the project purpose is an evaluation of the potential alternatives for a neweast-west crossing of the NFSLR to US-1. In order to meet the project purpose, an alternative must:

Be consistent with local government comprehensive and long range goals and plans to the extentpossible, under NEPA and other pertinent laws;

Improve system performance on the existing two crossings, on other roads in the City, andmaintain or improve existing intersection efficiency;

Provide safe and efficient mobility; Must be safe in terms of signal spacing and signal operations; and Must provide additional traffic capacity in a manner that minimizes the impact to the natural and

human environments.

In addition to the above, other criteria, including those that are required by the National EnvironmentalPolicy Act (NEPA) will be used to further evaluate the alternatives in the environmental document and asa factor in selecting the preferred alternative.

Need:In 2004 the City of Port St. Lucie had the distinction of being the fastest growing city in the nation. In2005 the City remained in the top five nationally in terms of growth. Originally promoted as a quietretirement community by General Development Corporation, the City has experienced explosive growthform the early 90s to today. This trend is expected to continue for the next two decades. As a result ofthe current growth, much of the City’s transportation infrastructure is at, or has already exceeded, itscapacity.

The operational analyses will document that major segments of Port St. Lucie and Prima VistaBoulevards currently operate below the level of service standard during the AM and PM peak hours. Ifimprovements are not provided, the level of service at the existing NFSLR crossings will continue todegrade as the City’s population increases at the rapid rate projected.

The need for the project has long been recognized by the City, St Lucie County and State authorities.The proposed project is included in the following:

The City Comprehensive Plan; The St. Lucie County Metropolitan Planning Organization’s (MPO) 2030 Long Range

Transportation Plan; The 2002 Martin and St. Lucie Counties Regional Land Use Study; The 2004 Urban Land Institute Port St. Lucie, Florida Panel Report; and The Florida Department of Transportation Work Program Fiscal Year 2005-2010.


The proposed project is also needed to improve safety by reducing congestion and east-west travel timesfor emergency preparedness and response. Specifically, area-wide evacuation during times ofemergency will be substantially improved, including evacuation for hurricanes and the HutchinsonNuclear Power Plant. Further, the project is needed to improve east-west bicycle and pedestrian facilitiesin the area, and provide for additional public surface transportation options.

3. CONSIDERED ALTERNATIVES

The following alternatives will be evaluated for the proposed river crossing: No Build; Transportation System Management (TSM) alternatives and improvements to the existing bridges;

and Build alternatives.

The following build alternatives, also shown in Figure 2, will be evaluated:

Alternative 6A connects Crosstown Parkway west of the river to the existing intersection of US-1and Savanna Club Boulevard;

Alternative 6B connects Crosstown Parkway west of the river with US-1 at a new intersectionbetween Village Green Drive and Savanna Club Boulevard;

Alternative 1F connects Crosstown Parkway west of the river with US-1 at a new intersectionbetween Village Green Drive and Savanna Club Boulevard;

Alternative 1C connects Crosstown Parkway west of the river to the existing intersection of US-1and Village Green Drive;

Alternative 2D connects two segments along West Virginia Drive and Walters Terrace via north-south Floresta Drive. Traffic will be required to make left and right turn movements at the twointersections along Floresta Drive to make the connection to US-1; and

Alternative 2A connects Crosstown Parkway via Walters Terrace west of the river to Midport Roadand ultimately connects with US-1 at the intersection of Walton Road.

As shown in Figure 2 and described above, Alternatives 6B and 1F connect Crosstown Parkway fromFloresta Boulevard west of the river with US-1 at the same termini. Therefore, it is reasonable to assumethat the traffic patterns of these two alternatives will be similar and the traffic operation analysis will becombined into one.

Prima Vista Blvd

Bayshore Blvd

Floresta Dr

Oakridge Dr

Port St Lucie Blvd

1

Walton Rd

JenningRd

Village G

EXIT 142

Crosstown Parkway



CITY OF PORT ST. LUCIE

Build AlternativesFigure No. 2

Crosstown Parkway Corridor Extension Design Traffic Memorandum

6A

2D

1C

6B

1F

3

4

2A


4. ANALYSIS YEARS

Data for the base year analysis will be collected within the proposed study area in 2008. Based on theanticipated schedule shown in Attachment A, the opening year is assumed as 2017. Therefore, theinterim and design years are defined as ten (2027) and twenty years (2037), respectively, after theproposed river crossing opening year.

5. EXISTING/BASE CONDITIONS

4.1 Traffic Count Data

Existing traffic count data will be obtained from FDOT, St. Lucie County and the City of Port St. Lucie (ifavailable) and supplemented with additional counts. 24-Hours bi-directional machine counts, AM (7:00-9:00), and PM (4:00-6:00) peak hours intersection turning movements will be obtained if not availablefrom the aforementioned sources. The intersection turning movements will include bikes, pedestrian, andheavy vehicles information. Data will be collected for the following locations within the study area (alsoshown in Figure 3):

24-Hour Machine Counts:M1. Prima Vista Boulevard, west of Bayshore BoulevardM2. Prima Vista Boulevard, west of Irving StreetM3. Prima Vista Boulevard, west of Floresta DriveM4. Prima Vista Boulevard, west of US-1M5. Port St. Lucie Boulevard, west of Bayshore BoulevardM6. Port St. Lucie Boulevard, west of Airoso BoulevardM7. Port St. Lucie Boulevard, west of Floresta DriveM8. Port St. Lucie Boulevard, east of Midport RoadM9. Port St. Lucie Boulevard, west of US-1M10. US-1, south of Port St. Lucie BoulevardM11. US-1, north of Jennings RoadM12. US-1, north of Lyngate Drive/Tiffany AvenueM13. US-1, north of Midport Road/Walton RoadM14. US-1, south of Spanish River/Los Lagos RoadM15. US -1, north of Prima Vista BoulevardM16. Crosstown Parkway, west of Bayshore BoulevardM17. Crosstown Parkway, west of Airoso BoulevardM18. Crosstown Parkway, west of Sandia DriveM19. Crosstonw Parkway, west of Floresta DriveM20. Bayshore Bouelvard, north of Prima Vista BoulevardM21. Bayshore Boulevard, south of Lakehurst DriveM22. Bayshore Boulevard, south of Voltair TerraceM23. Bayshore Boulevard, south of Port St. Lucie Bvld/Turnpike RampsM24. Bayshore Boulevard and Turnpike Ramps, south of Port St. Lucie BoulevardM25. Airoso Boulevard, north of Prima Vista BoulevardM26. Airoso Boulevard, south of Lakehurst Drive


M27. Airoso Boulevard, south of Voltair TerraceM28. Florest Drive, north of Prima Vista BoulevardM29. Floresta Drive, south of Crosspoint DriveM30. Floresta Drive, south of Thornhill DriveM31. Floresta Drive, south of Port St. Lucie BoulevardM32. Midport Road, west of US-1M33. Midport Road, north of Port St. Lucie BoulevardM34. Midport Road/Westmoreland Boulevard, south of Port St. Lucie BoulevardM35. Lyngate Drive/Tiffany Avenue, west of US-1M36. Lyngate Drive/Tiffany Avenue, east of US-1M37. Walton Road, east of US-1M38. Village Green Drive, east of US-1M39. Savanna Club Road, east of US-1M40. Sandia Drive, north of Crosstown ParkwayM41. Sandia Drive, south of Crosstown Parkway

72-Hours Bi-Directional Vehicle Classification Counts at 15-minutes interval:C1. Prima Vista Boulevard, between Naranja Avenue and Rio Mar DriveC2. Port St. Lucie boulevard, between Floresta Drive and Midport Road

Intersection turning movement counts:T1. Prima Vista Boulevard and Bayshore Boulevard (1 day)T2. Prima Vista Boulevard and Irving Street (1 day)T3. Prima Vista Boulevard and Airoso Boulevard (1 day)T4. Prima Vista Boulevard and Floresta Drive (3 days)T5. Prima Vista Boulevard and Naranja Avenue (1 day)T6. Prima Vista Boulevard and Rio Mar Drive (1 day)T7. Prima Vista Boulevard and US-1 (3 days)T8. Port St. Lucie Boulevard and Bayshore Boulevard (1 day)T9. Port St. Lucie Boulevard and Airoso Boulevard (1 day)T10. Port St. Lucie Boulevard and Floresta Drive (3 days)T11. Port St. Lucie Boulevard and Midport Road (3 days)T12. Port St. Lucie Boulevard and Morningside Boulevard (1 day)T13. Port St. Lucie Boulevard and Gowing Drive (1 day)T14. Port St. Lucie Boulevard and US-1 (3 days)T15. Crosstown Parkway and Bayshore Boulevard (1 day)T16. Crosstown Parkway and Airoso Boulevard (1 day)T17. Crosstown Parkway and Sandia Drive (1 day)T18. Crosstown Parkway and Floresta Drive (1 day)T19. Midport Road and Lyngate Drive (1 day)T20. US-1 and Jenning Road (1 day)T21. US-1 and Lyngate Drive/Tifffany Avenue (1 day)T22. US-1 and Midport Road/Walton Road (3 days)T23. US-1 and Village Green Drive (1 day)T24. US-1 and Buena Vita Drive/Savanna Boulevard (1 day)T25. US-1 and Spanish River/Los Lagos Road (1 day)T26. Floresta Drive and Walters Terrace (1 day)

Prima Vista Blvd

Bayshore Blvd

Floresta Dr

Oakridge Dr

Port St Lucie Blvd

1

Walton Rd

JenningRd

Village

Savanna

EXIT 142



CITY OF PORT ST. LUCIECrosstown Parkway Corridor Extension Design Traffic Memorandum

Traffic Count LocationsFigure No. 3

LEGEND

24-Hour Bi-Directional Count

72-Hour Bi-Directional Vehicle Classification Count

1-Day Intersection Turning Movement Count

3-Days Intersection Turning Movement Count

M2 M3

M39

M4

M6

M31

M8 M9

M10

M11

M13

M14

M15

M16M17

M21M26

M27

M29

M30

C1

C2

T1

T2T3

T4

T5

T6T7

T8T9

T10T11 T12 T13

T14

T15

T10

T18

T19

T21

T23

T24

T25

T13

T20

T16 T17

Terrace

M1

M5 M7

M12

M18

M19

M20

Lakehurst Dr

M22

M23

M24

M25

M28

Thornhill Dr

M34

M33

M35

M36

M37

M38

M40

M41

T22

T26 M32


4.2 Traffic Accident Data

The most recent five years of crash data in the study area will be gathered from FDOT, St. Lucie Countyand the City of Port St. Lucie. The data collected will include the number and type of crashes, crashlocations, number of fatalities and injuries, and estimated property damage and economic loss. Asummary of the incidents will be prepared to identify crash patterns, analyze data, propose improvementsand calculate the safety ratio.

6. TRAVEL DEMAND FORECASTING

The latest version of the Treasure Coast Regional Planning Model (TCRPM) will be used to develop thetraffic demand projections for the opening (2017), interim (2027) and design (2037) years. TCRPM is afull conversion to the Cube/Voyager format with a 2000 validation year and 2030 future horizon year.The demand will be based on the adopted TCRPM, and the same demand will be used for the No-Build,improvements to the existing bridges, and all Build alternatives.

5.1 Base (2008) Year

A new 2008 CFRPM will be created by interpolating zonal data for 2008, revising the socio-economicdata (ZDATA) files within the study area Traffic Analysis Zones (TAZs), adjusting the roadway networkwithin the study area to reflect current conditions, and creating new TAZs if needed to reflect large newprojects. The projected volumes will be compared to 2008 traffic counts to check reasonableness of the2008 model.

5.2 Opening Year (2017)

The demand traffic volumes for the opening year will be based on a new TCRPM developed byinterpolating zonal data between the 2000 base year and the 2030 cost feasible year models. Zonal datawill be adjusted within the study area to incorporate approved projects and development phases that willsignificantly impact the study area. The location of the major developments that will significantly impactthe study area will be provided. Public and privately-funded roadway improvements identified for theopening year will be incorporated into the model. The resulting volumes from the TCRPM will becompared with historic trends in the study area to ensure reasonableness, and manually adjusted wherenecessary and appropriate.

5.3 Interim Year (2027)

The demand traffic volumes for the interim year will be based on a linear growth between the openingand 2030 cost feasible year model volumes. A table will be prepared to show when the major roadwaysbecome above the adopted LOS between the interim and design years.

5.4 Design Year (2037)

The demand traffic volumes for the design year will be based on extrapolated 2030 traffic volumes using½ of the growth rates derived by comparing the 2000 validated and 2030 cost feasible models to reflect


declining growth rate as the area develops. Two separate weighted growth rates will be calculated andapplied for US-1 and a regional growth rate will be developed representing all other roadways in thestudy area. Before extrapolating the 2030 TCRPM traffic volumes, they will be compared with historictrends in the study area to ensure reasonableness, and manually adjusted where necessary andappropriate. Growth rates will not be less than ½ percent.

5.5 Diversion

Once the traffic demand for the opening, interim and design years have been established, the TCRPMwill be used to develop the diversion percentages from the existing bridges or no build alternative to eachof the proposed river crossing build alternatives. The diversion percentages for alternatives 6A and 6B/1F are expected to be similar. Therefore, the development of DDHV and future turning movements willbe the same with the exception of the terminal intersection with US-1. The remaining alternatives areexpected to have significantly different diversion patterns and will be documented during the TCRPMdevelopment.

The diversion percentages will be checked for reasonableness and manually adjusted where necessaryand appropriate. Also, selected link analysis will be performed for the Built alternatives to check thefuture traffic patterns for reasonableness.

5.6 Transportation System Data

The base year transportation network will be based on field verification and programmed or plannedtransportation improvements which will affect the analysis of the proposed Crosstown Parkway extensionwill be researched as part of this effort from the following documents:

Urban Area Transportation Study; County or Metropolitan Planning Organization’s Long Range Transportation Cost Feasible Plan; FDOT Work Program/FDOT SIS Plan; City of Port St. Lucie Comprehensive Plan; CITY and County Transit Plans; Planned non-motorized modes, including bikeways and pedestrian walkways; and Planned Intelligent Transportation Systems (ITS).

FDOT provided a list of projects that will be removed from the LRTP cost feasible plan; therefore the 2030cost feasible model must reflect these changes. The project list is provided in Attachment B. FDOT alsoinformed us that the 2030 coast feasible model zonal data is under review by the St. Lucie County andmay be amended. However, the amendment will not be finalized in time to use for this study and thecurrent zonal data in the model is acceptable to use.

Currently, the City is serviced by the Treasure Coast Connector Route 1 which runs along US-1 betweenthe Martin Memorial Medial Center and the 7th Street Courthouse, south and north of the study area,respectively. Also, the south east area of the City is serviced by the Port St. Lucie Downtown Trolleywhich runs along Midport Road, east of US-1 between Walton Road and Port St. Lucie Boulevard, PortSt. Lucie Boulevard between US-1 and Morningside Drive, and Westmoreland Drive. FDOT requested to


coordinate with the City and St. Lucie County to address the possibility of a Park and Ride station at theCrosstown Parkway extension intersection terminal with US-1 and possible extension of the Port St. LucieDowntown Trolley to the Crosstown Parkway extension between Floresta Drive and US-1.

7. DESIGN TRAFFIC ADJUSTMENT PROCEDURES

6.1 Directional Design Hour Volumes

The Directional Design Hour Volumes (DDHV) will be developed by applying K30 and D30 factors to themodel derived Annual Average Daily Traffic (AADT), consistent with the Project Traffic ForecastingHandbook, dated October 2002. The resulting DDHV will be compared with historic trends in the studyarea to ensure reasonableness and manually adjusted where necessary and appropriate.

6.2 Turning Movements

Future year turning movement volume forecasts at the study intersections will be prepared in accordancewith FDOT’s Project Traffic Forecasting Handbook, dated October 2002. The FDOT 4 spreadsheet,TMTool, will be used to prepare the future year forecasts at each intersection. AM and PM peak hourturning movement volume forecasts will be smoothed and balanced between adjacent intersectionswithin a 10 percent tolerance level, as appropriate. A reasonableness check will be performed for eachintersection forecast, and manual adjustments will be made as necessary.

Because of the significant travel pattern changes anticipated from the proposed river crossing, currentturning movements volumes (and the path percentages required by TMTool) at existing intersections arenot expected to remain constant through the design year. Instead, the turning movement volume pathsat all existing, proposed, and reconfigured intersections will be evaluated to assess the impact from tripdiversion, and the presence of additional turning movements. The daily turning movement volumes fromthe TCRPM (aka “Save Turns”) will be reviewed and utilized, along with existing path percentages, todetermine a future year turn path percentage for each movement at each intersection. Initially, a singleturn path percentage is anticipated to be used to simulate future year turn path percentages for both theAM and PM peak hours. (K30 and D30 factors would then factor the volumes to reflect the peak hourvariations to be expected at each intersection.) However, due to the unknown reasonableness of theresulting forecasts, the single turn path percentage approach may be modified depending upon the datareceived from the traffic counts.

8. TRAFFIC FACTORS

Factors that will be applied to base year traffic counts, and to derive DDHV for each of the analysis years,will be developed consistent with the following documents and checked for reasonableness:

Project Traffic Forecasting Handbook, Topic No. 525-030-120 Published by the FDOT, October2002; and

2007 Florida Traffic Information CD-ROM, Published by the FDOT (2007 FTI).


7.1 Seasonal Factor, Peak Season Conversion Factor and Axle Factor

The Seasonal Factor (SF), Peak Season Conversion Factor (PSCF) and Axle Factor will be obtainedfrom the 2007 FTI. SF and axle factors will be applied to the daily volumes to derive base year AADT andthe PSCF will be applied to the peak hour volumes to develop base year peak season conditions. Atlocations where the calculated based year are lower than 2007 AADT, FDOT recommended to average2007, 2006, and 2005 AADT and use as the base year AADT.

FDOT subdivides the City of Port St. Lucie into four peak season regions consisting of (1) East (A1A toUS-1), (2) Central (west of US-1 to I-95), (3) West (west of I-95), and (4) I-95. FDOT peak season factorsfor St. Lucie County assigns US-1 to Region 1. However, a detailed analysis of the seasonal trafficvolumes on US-1, using continuous traffic counts from FDOT telemetry Station No. 0332, indicated thatUS-1 behaves more closely with Region 2 (Central) instead of Region 1 (East). This difference issignificant considering the disparity in adjustment factors between the regions; therefore, the Region 2(Central) PSCF will be applied to US-1. The seasonal variation analysis for US-1 is summarized inFigure 4.

7.2 Model Output Conversion Factor

The Model Output Conversion Factor (MOCF) will not be applied to the TCRPM volumes. FDOT DistrictIV has indicated that the District’s travel demand model output volumes already represent AADT.

7.3 Peak Hour Factor (PHF)

The PHF will be calculated based on the data collected and used in the base year condition analysislimited to a maximum of 0.95. The PHF For the opening and interim year will be calculated based onlinear regression between the base and design year. The default (0.95) PHF will be used for the designyear. This is a reasonable assumption because when traffic volume starts increasing so does the PHF.

7.4 Design Hour Factor (K30), Directional Distribution (D30) and Truck Percent (T24) Factors

For informational purposes, K30, D30 and T24 for the roadways in the study area based on the 2007 FTIare summarized in Table 1. The low K30 and D30 factors from the Project Traffic Forecast Handbook foran urban arterial are 9.20 and 50.8, respectively. The average recommended K30 and D30 factors for anurban arterial facility are 10.2 and 57.9, respectively. And finally, the Design Hour Truck (DHT) is definedas half of T24.

FDOT has recommended using 9.0 as the K30 factor in this study which is consistent with the estimatedvalues shown in Table 1. The D30 factor will be further reviewed and separately estimated for each of thefour major existing roadways (Prima Vista Boulevard, Crosstown Parkway, Port St. Lucie Boulevard, andUS-1). If they are within reasonable range as compared to the recommended low and average values,the estimated D30 factor will be used to develop DDHV. The proposed DHT for the arterial roadways of 3percent and the default 2 percent used for the minor intersection turning movements will be furtherevaluated with the data collected from the classification counts.

N:\TRANPLAN\Projects\2008\17125 EIS-PSL Design Traffic Memorandum\MLOU\US-1\US-1 variations 2.xls

FIGURE 4

US-1 SEASONAL VARIATION

0.70

0.80

0.90

1.00

1.10

1.20

1.30

1/1

-1

/6

1/7

-1

/13

1/1

4-

1/2

0

1/2

1-

1/2

7

1/2

8-

2/3

2/4

-2/1

0

2/1

1-

2/1

7

2/1

8-

2/2

4

2/2

5-

3/3

3/4

-3

/10

3/1

1-

3/1

7

3/1

8-

3/2

4

3/2

5-

3/3

1

4/1

-4

/7

4/8

-4

/14

4/1

5-

4/2

1

4/2

2-

4/2

8

4/2

9-

5/5

5/6

-5

/12

5/1

3-

5/1

9

5/2

0-

5/2

6

5/2

7-

6/2

6/3

-6

/9

6/1

0-

6/1

6

6/1

7-6

/23

6/2

4-

6/3

0

7/1

-7

/7

7/8

-7

/14

7/1

5-

7/2

1

7/2

2-

7/2

8

7/2

9-

8/4

8/5

-8

/11

8/1

2-

8/1

8

8/1

9-

8/2

5

8/2

6-

9/1

9/2

-9

/8

9/9

-9

/15

9/1

6-

9/2

2

9/2

3-

9/2

9

9/3

0-

10

/6

10

/7-

10

/13

10

/14

-1

0/2

0

10

/21

-1

0/2

7

10

/28

-1

1/3

11

/4-

11

/10

11

/11

-1

1/1

7

11

/18

-1

1/2

4

11

/25

-12

/1

12

/2-1

2/8

12

/9-1

2/1

5

12

/16

-12

/22

12

/23

-1

2/2

9

12

/30

-1

2/3

1

WEEK

RA

TIO

OF

DA

ILY

VO

LUM

EST

OA

AD

T

US 1 Central East 1

Table 1

K30, D30 and T24 Factors Based on 2007 FTI

[1] [2] [3]

Two-way Highest Peak to Estimated Values

Count 24-hour PM Peak Directional Daily DirectionalLocation Station K30 D30 T24 Date Volume Hour Vol Volume Ratio Distribution K30 D30

Port St. Lucie Boulevard

East of the Florida's Turnpike 94-5073 10.31 58.74 4.01 4/10/2007 49,341 3,957 2,258 WB 8.0% 57.1% 8.6% 60.1%

94-5073 8/27/2007 46,122 3,668 2,056 WB 8.0% 56.1% 8.5% 59.0%

West of Floresta Drive 94-0780 10.31 58.74 5.34 2/20/2007 54,491 4,415 2,518 WB 8.1% 57.0% 8.7% 60.0%

94-0780 8/27/2007 50,919 4,164 2,433 WB 8.2% 58.4% 8.8% 61.5%

East of Floresta Drive 94-0778 10.31 58.74 7.07 2/27/2007 73,107 5,440 3,113 WB 7.4% 57.2% 8.0% 60.2%

94-0778 8/27/2007 56,712 4,229 2,742 WB 7.5% 64.8% 8.0% 68.3%

East of Midport Road 94-0776 10.31 58.74 4.93 4/10/2007 47,543 3,847 2,468 WB 8.1% 64.2% 8.7% 67.5%

West of US-1 94-5072 10.31 58.74 3.06 2/27/2007 48,281 3,751 2,272 WB 7.8% 60.6% 8.3% 63.8%

94-5072 8/27/2007 43,978 3,624 2,142 WB 8.2% 59.1% 8.8% 62.2%

Average

Bayshore Boulevard

From Lakehurst Dr to Prima Vista Blvd 94-8509 10.31 58.74 5.08 n/a n/a n/a n/a n/a n/a n/a n/a

From Thornhill Dr to Whitmore Dr 94-8508 10.31 58.74 5.05 n/a n/a n/a n/a n/a n/a n/a n/a

Sandia Drive

From Thornhill Dr to Prima Vista Blvd 94-8502 10.31 58.74 9.1 n/a n/a n/a n/a n/a n/a n/a n/a

US-1

South of Port St. Lucie Boulevard 94-5071 11.33 56.77 5.92 2/6/2007 29,329 2,077 1,248 NB 7.1% 60.1% 7.6% 63.3%

South of Tiffany Avenue 94-5070 11.33 56.77 1.05 [4] 2/6/2007 46,198 3,595 2,042 NB 7.8% 56.8% 8.4% 59.8%

94-5070 8/27/2007 38,304 3,038 1,683 NB 7.9% 55.4% 8.5% 58.3%

North of Walton Road 94-5150 11.33 56.77 4.36 2/6/2007 46,549 3,775 2,003 NB 8.1% 53.1% 8.7% 55.9%

94-5150 8/27/2007 39,205 3,328 1,684 SB 8.5% 50.6% 9.1% 53.3%

South of Prima Vista Boulevard 94-0265 11.33 56.77 5.27 8/7/2007 50,453 3,966 2,159 NB 7.9% 54.4% 8.4% 57.3%

North of Prima Vista Boulevard 94-0264 11.33 56.77 4.9 2/27/2007 43,825 3,414 1,804 NB 7.8% 52.8% 8.4% 55.6%94-0264 8/7/2007 42,430 3,846 1,964 NB 9.1% 51.1% 9.7% 53.8%

Notes:

[1] Factors obtained from 2007 FTI

[2] Obtained from 2007 FTI Synopsis Reports.

[3] Estimates derived by applying K30 (10.2%) to K100 (9.5%) Ratio and D30 (57.9%) to D100 (55.0%) Ratio to Peak to Daily Ratio and Directional Distribution.

[4] Not Used in developing Average

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9. OPERATIONAL ANALYSIS PROCEDURES

The operational analysis will be performed for the base, opening, and design years. Two softwarepackages will be used in the operational analysis:

1. SYNCHRO 7.0 HCM module will be used to optimize the operation of the signalized intersectionsin coordination; and

2. CORSIM 6.0 will be used for a detailed operational analysis of the system assuming optimized andcoordinated signal timings.

The operational evaluation will be based on HCM and CORSIM results. The CORSIM analysis will beconsistent with the procedure and guidelines provided in the 2004 document prepared by FHWA andMnDOT that provides a uniform procedure for CORSIM analysis, including:

1. Coding technique for arterial roads;2. Node numbering method;3. Parameter adjustment procedures; and4. Interpretation of Measures of Effectiveness (MOE).

The proposed CORSIM analysis methodology will be consistent with FHWA recommendations and willconsist of the following steps:

1. Data collection;2. CORSIM coding of arterials;3. Balance volumes at the arterials;4. Parameter adjustments for links;5. Development of base and future models; and6. Perform alternate analysis.

Data collection will consist of turning movement counts in 15-minute intervals, intersection geometry,speed limits, signal timing, storage lanes, and other roadway or intersection features relevant to trafficsimulation. In addition, time runs for the arterials and field observations of intersection queuing will beobtained for model calibration. An important step in the CORSIM analysis is developing balancedvolumes throughout the study area. For the purpose of this study, traffic volumes will be balanced usingthe average of two adjacent counts.

Calibration is achieved when the model is capable of replicating base year volumes, speeds, queues andtravel times. Model calibration will be performed by comparing model output to travel runs conductedduring the AM and PM peak hours. A total of three travel time runs will be performed for Prima VistaBoulevard, Port St. Lucie Boulevard and US-1. Changes during the course of calibration will beperformed using link-specific or local parameters such as adjusting free flow speed. Global NETSIMparameters such as driver behavior, car following and lane change parameters will be left in their defaultsettings. In general, a model is calibrated when simulated volumes are within 10% of actual values andthe average speed of the arterials is within 20% of observed values.


Once the model is calibrated, the base year and future year model runs will be performed for thealternatives. Ten (10) CORSIM runs will be performed for each alternative using different seed numbersand the results will be averaged. The same ten seed numbers used in the base year analysis orcalibrated model will be carried forward to the future models.

HCM and CORSIM results will be summarized using a spreadsheet format. Arterial analysis MOEs willbe summarized which include delay, LOS, queue length and storage length. CORSIM traffic animatedoutput will also be reviewed to evaluate the operational performance of each alternative.

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From: Dykstra, Lisa [[email protected]]Sent: 2009-04-03 14:51To: Veronica AltuveCc: Fadi Nassar; John P. KraneSubject: RE: Crosstown Parkway: K, D, and Turn percentages for TM ToolsHi Veronica,

I concur with your summary except for one statement: “If the field K is higher than 9.0%, then keep the field K.”In most instances on major roads in our District I have found the field K factor to be typically below 9.0%. Onstate roads (this is where we have K factor data available to us (FDOT)) we are now using a standard K of 9.0%regardless of whether the field K is found to be higher or lower than 9.0%. So we have set a standard K (formajor roads), not a minimum K.

I caution use of our standard K on minor local road side streets though, as we do not have data for these typesof roads and the standard Ks were set based on state road data.

Thanks,LisaLisa Dykstra, P.E.Transportation SpecialistOffice of Planning & Environmental ManagementFDOT, District IV3400 West Commercial BoulevardFort Lauderdale, FL 33309-3421Tel: 954-777-4360E-mail: [email protected]

From: Veronica Altuve [mailto:[email protected]]Sent: Friday, April 03, 2009 2:15 PMTo: Dykstra, LisaCc: Fadi Nassar; John P. KraneSubject: Crosstown Parkway: K, D, and Turn percentages for TM Tools

Hi Lisa,Based on phone conversation today, the following methodology will be applied to the development of designtraffic (using TM Tools):

K30The K30 factor will be 9.0% for the predominant period (AM or PM). For example, if the predominant period is thePM with a field K of 8.4% then make it 9.0% (additional 0.6%) and add the same relationship to the AM field K(additional 0.6%). If the field K is higher than 9.0%, then keep the field K.

D30If the field D factors are within the recommended D30 factors (Project Traffic Forecasting Handbook), then do notchange. If the field D factors are not within the recommended range then change to the closest recommendedvalue.

Turn PercentagesIf the turn path percentages based on the model AADT are more reasonable than the existing turn pathpercentages; then, then the formulas in the “Estimated % turns calculated based year AADT & TMC” could bechanged to give more weight to the turn path percentages based on the model AADT and justification will beprovided.

Please let me know if you concur with the summary and thank you so much for your help today. Veronica

Veronica A. Altuve, P.E.

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Project Manager

Keith and Schnars, P.A.6500 North Andrews AvenueFort Lauderdale, Florida 33065Phone: (954)-776-1616 x 6731Fax: (954)-771-7690

E-mail: [email protected]

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