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Traffic Analysis Report – Existing Conditions LA 23 New Orleans Gulf Coast Railway Relocation PE/NEPA Project

Jefferson and Plaquemines Parishes, Louisiana

RPC Task LA23RR1 RPC/FRA Grant # FR-RLD-0032-14-01-00

Prepared by: HDR Engineering, Inc. and Burk-Kleinpeter, Inc. July 2015


Table of Contents 1.0 INTRODUCTION ................................................................................................................................ 1

1.1 Study Area Description........................................................................................................... 1

1.2 Areas of Analysis .................................................................................................................... 2

1.3 Data Sources .......................................................................................................................... 4

2.0 DESCRIPTION OF CROSSINGS ........................................................................................................... 5

3.0 TRAFFIC DELAY ANALYSIS ................................................................................................................. 8

3.1 Data Collection and Process ................................................................................................... 8

3.2 Delay Analysis ....................................................................................................................... 13

3.3 Cost of Congestion ............................................................................................................... 19

List of Figures and Tables

Figure 1. Existing Conditions Traffic Study Limits ........................................................................................ 3 Figure 2. Location of Intersection Analysis Points ....................................................................................... 6

Table 1. Data Items, Descriptions and Sources ............................................................................................ 4 Table 2. At-Grade Crossing Identification Information for Westwego Subdivision ..................................... 5 Table 3. At-Grade Crossing Identification Information for Belle Chasse Subdivision .................................. 5 Table 4. Access Provided via Selected At-Grade Crossings by Subdivision .................................................. 7 Table 5. Traffic Peak and Non-Peak Time Periods ....................................................................................... 9 Table 6. Average Daily Traffic Data (2008-2014), LADOTD Count Station Data .......................................... 9 Table 7. Average Daily Traffic Data (2008-2013), Local Roadway Data ..................................................... 10 Table 8. Average Daily Traffic Data (2006-2008), LADOTD Local Roadway Data....................................... 10 Table 9. Baseline Traffic Volume Data (2015) by Subdivision .................................................................... 11 Table 10. Assumed Percentage of Heavy Vehicles by Roadway Classification .......................................... 12 Table 11. Observed Percentage of Heavy Vehicles .................................................................................... 12 Table 12. Level of Service Criteria, Highway Capacity Manual .................................................................. 14 Table 13. Urban Street Level of Service Criteria, Highway Capacity Manual ............................................ 15 Table 14. Existing Vehicle Delays at Highway/Rail At-Grade Crossings (2015) .......................................... 17 Table 15. Calculation of Existing Crossing Delay, All Locations (2015) ...................................................... 18 Table 16. Delay Costs Per Service Day Associated with Rail Crossing Congestion, by Subdivision ........... 19

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1.0 INTRODUCTION

The Regional Planning Commission for Jefferson, Orleans, Plaquemines, St. Bernard, St. Tammany and Tangipahoa Parishes (RPC) and the Federal Railroad Administration (FRA) have entered into a grant agreement to conduct an environmental review and prepare an environmental document for the relocation of the New Orleans Gulf Coast (NOGC) Railway that serves Jefferson and Plaquemines Parishes in the New Orleans region of Southeast Louisiana. The FRA is the lead Federal agency for the oversight of the environmental process. The anticipated National Environmental Policy Act (NEPA) Class of Action is an environmental assessment (EA), which would lead to a finding of no significant impact (FONSI) if there are no significant impacts associated with the project. The project is to identify a preferred alternative from a range of potential build alternatives that will be developed and evaluated as part of the EA. The no-build alternative will also be evaluated. The purpose of this report is to present the results of the traffic and grade crossing analysis for the LA 23 NOGC Railway Relocation PE/NEPA Project. This analysis focuses on documenting existing conditions only. 1.1 Study Area Description

Study Area. The boundaries of the study area are the Harvey Canal on the west, the Mississippi River on the north, the Jefferson/Orleans Parish line on the east, and Walker Road on the south. The portion of the NOGC Railway that is subject to the potential relocation extends from the western side of the Harvey Canal, in Harvey, LA to near the intersection of Louisiana Highway 23 (LA 23)/Belle Chasse Highway and Walker Road in Belle Chasse, LA. In Gretna, the railway corridor parallels LA 18 (4th Street) and then the tracks merge into 4th Street at Dolhonde Street and continue to Amelia Street. The tracks also run down the center of Madison Street. Both of these roadways are classified as urban collectors that are located in densely developed neighborhoods populated by residences, schools, and churches. The portion of the NOGC Railway that runs parallel to LA 23 is similarly developed, and intersects with several major west bank arterials, including US Highway 90 Business (US 90B) frontage roads (Westbank Expressway), Terry Parkway, and Behrman Highway (LA 428). The railway crosses two major water bodies on moveable bridges: the Harvey Canal near 4th Street in Harvey and the Gulf Intracoastal Waterway (GIWW) adjacent to LA 23 in Belle Chasse. The study area is protected by levees and flood protection walls, and the southern portion of the study area is within the 100-year floodplain. The study area is primarily developed for industrial, commercial, and residential uses, but does contain some undeveloped areas. The study area spans the GIWW, a channel used for commercial navigation and transportation of goods. The study area contains other waterways and wetlands. The study area lies within the Mississippi River deltaic plain and the Louisiana Coastal Zone. The Naval Air Station Joint Reserve Base New Orleans (NAS-JRB), a Navy airport is located in the southern portion of the

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study area. The proposed action will require FRA involvement and permits from multiple Federal, state, and local entities. 1.2 Areas of Analysis

The area of study for this analysis consists of land areas within the City of Gretna, unincorporated Jefferson Parish, the City of New Orleans/Orleans Parish and Plaquemines Parish through which trains operated by the NOGC Railway cross with regular frequency. Two subdivisions of the NOGC Railway identified for the analysis include the Westwego Subdivision and Belle Chasse Subdivision as shown in Figure 1. Westwego Subdivision. The NOGC Railway currently interchanges with the Union Pacific Railroad (UPRR) in Westwego LA. The limits of the Westwego Subdivision extends from the Westwego Yard [Milepost (MP) 8.3], east through the cities of Westwego and Gretna in Jefferson Parish to Algiers Junction (MP 1.5) which is located just east of Gouldsboro Yard (MP 1.9) in Orleans Parish. This subdivision is a single-track subdivision with a maximum operating speed of 10 miles per hour (mph). The Harvey Canal movable bridge is located at MP 4.4 with its normal position accommodating waterway navigation. The NOGC Railway does not own track along the Westwego Subdivision, rather they operate within this subdivision under a long-term lease with the UPRR. Belle Chasse Subdivision. The limits of NOGC’s Belle Chasse Subdivision is from end-of-track location (MP 0.0) north of Algiers Junction (MP 0.5), to an end of track location (MP 24.0) located south of Myrtle Grove (MP 23.0). The GIWW movable bridge is located at MP 6.0 with its normal position accommodating waterway navigation. The Belle Chasse Subdivision overlays with the Westwego Subdivision at Gouldsboro Yard. For trains traveling from or to the Belle Chasse Subdivision, locomotives are repositioned to the opposite end of the train. This operational analysis includes several locations in Gretna extending from Weidman Street to Dolhonde Street within the Westwego Subdivision. Within the Belle Chasse Subdivision, the operational analysis includes nine locations that begins at Weidman Street and ends at the intersection of Woodland Highway (LA 406) and Belle Chasse Highway. NOGC Railway tracks continue south and then west of this point, following the levee of the Mississippi River to the end of track in Myrtle Grove. Along both corridors, tracks intersect with the existing local street grid within the City of Gretna. Alterations to some streets in the area along the Westwego Subdivision between the Weidman Street crossing and Amelia Street have occurred to remove vehicle crossings over the rail track. Along the Belle Chasse Subdivision, the number of at-grade rail crossings is higher compared to the Westwego Subdivision and includes many private driveways which provide access to individual parcels.

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Figure 1. Existing Conditions Traffic Study Limits

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1.3 Data Sources

Data for this analysis, as obtained from the sources shown in Table 1, have provided input variables for a general spreadsheet model developed by HDR Engineering, Inc. (HDR), as modified by Burk-Kleinpeter, Inc. (BKI), used to calculate overall delay and level of service.

Table 1. Data Items, Descriptions and Sources

Data Item Description Source(s)

Existing Baseline Vehicle Traffic Counts

Average daily traffic volumes collected at individual stations or intersections since 20061

Louisiana DOTD, Traffic Monitoring Section, traffic counts from local roadways and state-maintained roadways, http://wwwsp.dotd.la.gov/Inside_LaDOTD/Divisions/Multimodal/Data_Collection/Pages/Traffic-Monitoring.aspx Jefferson Parish, Department of Traffic Engineering; Regional Planning Commission; Burk-Kleinpeter, Inc. (from previous study or data collection efforts in area)

Existing Rail Crossing Descriptions

Geometric conditions found at existing at-grade crossings along the analyzed corridors

Field review of site(s) during 4th quarter 2014, combined with Google Earth review, using photos dated 10/31/2014; Louisiana DOTD Traffic Signal Inventory (TSI) forms for existing signalized intersections with at-grade railroad crossings along target corridors within study area, as obtained from District 02 in 2014

Existing milepost locations and rail crossing number

Location along rail corridor and US DOT inventory number

US DOT Federal Railroad Administration Office of Safety Analysis data forms, as updated through March 25, 2015.

Existing timetables and train characteristics

Average train speed and train volume information

US DOT Federal Railroad Administration Office of Safety Analysis data forms, as updated through March 25, 2015. Updates through data supplied by the New Orleans Gulf Coast Railroad, as obtained by HDR Engineering, Inc. for the rail subdivisions under review.

Existing train consist descriptions

Average train length passing at crossing locations

US DOT Federal Railroad Administration Office of Safety Analysis data forms, as updated through March 25, 2015. Updates through data supplied by the NOGC Railway, as obtained by HDR Engineering, Inc. for the rail subdivision under review.

Future train speed, consist and frequency

Average speed, length and number of trains per day

Established by the NOGC Railway, as obtained by HDR, Engineering, Inc.

Future cross-street traffic volumes

ADT information for the various major streets crossed by the existing rail corridors

New Orleans Regional Planning Commission, through the New Orleans Regional Transportation Model (NORTM), as provided for the 2044 network within the identified study area.

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2.0 DESCRIPTION OF CROSSINGS

The crossing information came from general inventories obtained from the FRA combined with track charts provided by the NOGC Railway. This information contained milepost, crossing street name, crossing type (i.e. public or private) and rail crossing controls (i.e. gates, signs, etc.). FRA inventories also provided information on location based upon latitude/longitude coordinates, as well as frequency of train operations and activity. Verification of crossing information occurred using a combination of available photography and field inspection. The analysis excluded all crossings not found at major transportation facilities such as the Perry Street Wharf, or on the federal aid network such as local streets and driveways. Tables 2 and 3 provide crossing identification information for the locations considered within the analysis.

Table 2. At-Grade Rail Crossing Identification Information for Westwego Subdivision

Parish Street US DOT # Subdivision Milepost

Roadway Classification

Jefferson Weidman Street 797832U 2.00 Local Street Jefferson Lafayette Street 744533R 2.99 Collector

Jefferson Huey P Long Avenue 744536L 3.15 Collector/Minor Arterial

Jefferson Dolhonde Street 744539G 3.36 Collector Data Sources: Functional Classification Highway Map, New Orleans Urbanized Area, LADOTD; Federal Railroad Administration, NOGC Stations, Westwego Subdivision, 2015.

Table 3. At-Grade Rail Crossing Identification Information for Belle Chasse Subdivision

Parish Street US DOT # Subdivision Milepost

Roadway Classification

Jefferson Weidman Street 855600P 1.64 Local Street Jefferson Kepler Street (LA 466) 855604S 2.01 Collector Jefferson Stumpf Boulevard, Northbound 885605Y 2.06 Collector Jefferson Stumpf Boulevard, Southbound 928813E 2.08 Collector

Jefferson Westbank Expressway Service Road, Westbound 855606F 2.62 Minor Arterial

Jefferson Westbank Expressway Service Road, Eastbound 928816A 2.67 Minor Arterial

Jefferson Gretna Boulevard 855610V 3.63 Collector Jefferson Whitney Avenue, Westbound 928817G 3.80 Minor Arterial Jefferson Whitney Avenue, Eastbound 855611C 3.84 Minor Arterial Jefferson Terry Parkway 855629M 4.82 Minor Arterial Jefferson Behrman Highway (LA 428) 855640M 5.55 Major Arterial

Plaquemines Woodland Highway (LA 406) 855664B 7.60 Major Arterial Data Sources: Functional Classification Highway Map, New Orleans Urbanized Area, LADOTD; Federal Railroad Administration, NOGC Stations, Belle Chasse Subdivision, 2015.

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Figure 2. Location of Intersection Analysis Points

A total of 13 locations, as shown on Figure 2 and as tabulated on the following page, served as the primary analysis of existing conditions along the two subdivisions.

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Westwego Subdivision Belle Chasse Subdivision 1.) Weidman

Street 2.) Lafayette

Street

3.) Huey P Long Avenue

4.) Dolhonde Street

1.) Weidman Street 2.) Kepler Street (LA 466) 3.) Stumpf Boulevard 4.) Westbank Expressway

Service Road 5.) Gretna Boulevard

6.) Whitney Avenue 7.) Terry Parkway 8.) Behrman Highway (LA 428) 9.) Woodland Highway (LA 406)

As described in Table 4, the locations identified represent locations where regional travel or access affects occur when passing trains block these crossings.

Table 4. Access Provided via Selected At-Grade Crossings by Subdivision

Subdivision Crossing Location (Study Defined Intersection Number) Access Provided/Generator Served

Westwego

Weidman Street (#1) Perry Street Wharf (Port of NO); 1st Street industrial corridor

Lafayette Street (#2) 1st Street industrial corridor, Downtown Gretna

Huey P Long Avenue (#3) Downtown Gretna, Gretna Ferry Terminal

Dolhonde Street (#4) Jefferson Parish Center/Courthouse, Parish Jail

Belle Chasse

Weidman Street (#1) Perry Street Wharf (Port of NO); 1st Street industrial corridor

Kepler Street – LA 466 (#2) 4th Street corridor connector to LA 23 at Franklin Avenue

Stumpf Boulevard (#3) North-south corridor connector to Westbank Expressway

Westbank Expressway Service Road (#4) Service road providing local access

Gretna Boulevard (#5) East-west corridor providing local access

Whitney Avenue (#6) East-west corridor connecting Oakwood Mall to LA 23

Terry Parkway (#7) East-west corridor connecting US 90B to LA 23

Behrman Highway – LA 428 (#8) Regional east-west arterial providing inter-parish access

Woodland Highway – LA 406 (#9) Access to GIWW crossing at General DeGaulle Boulevard

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3.0 TRAFFIC DELAY ANALYSIS

The focus of the at-grade crossing traffic analysis is to identify the relative delay experienced from existing and future railroad corridor operations. The factors within the analysis which provided an initial indication of the delay experience include:

• Maximum queue vehicle; • Crossing vehicle delay; and • Intersection level-of-service.

3.1 Data Collection and Process

Data Sources. Sources of traffic data for the study include Louisiana Department of Transportation and Development (LADOTD), FRA, Jefferson Parish, the City of Gretna, New Orleans Regional Planning Commission (NORPC), NOGC Railway and Google Earth. Where necessary, supplemental field observations enhanced the existing data stream or validated key points discovered through the course of analysis or review.

Highway/Traffic Data. Average daily traffic (ADT) information provided by LADOTD, Jefferson Parish and the New Orleans Regional Planning Commission document total volume found at key locations in the regional roadway network. Within some of these data points, details exist which document the peaks in traffic associated with AM, Mid-day and PM activity points. Generally speaking, the LA 23 corridor maintains several peaks associated with the fluctuation of activities within adjacent land uses, neighborhoods and trip generators. However, these time periods generally correspond to the following time periods during the normal weekday, with the described traffic stream characteristics common throughout the area:

• Morning (or AM) Peak – which is generally associated with home to work or home to school trips in the area:

• Mid-day Peak – which is generally associated trips of a local nature, such as to merchants, restaurants and other service establishments

• Evening (or PM) Peak – which is generally associated with work to home or chained trips starting at work and ending at home;

• Off of Peak – which generally describes periods away from these peaks where a greater percentage of trips are of random nature. This pattern could include some imbedded work-home or home-work trips, but the general hourly volume within this period is smaller than found during the defined peaks.

A summary of these time periods, based upon ADT information collected in the LA 23 corridor, is within Table 5.

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Table 5. Traffic Peak and Non-Peak Time Periods

Period From To Total Hours

Off-Peak (Night) 12:00 am 6:00 am 6 7:00 pm 12:00 am 5

AM Peak 6:00 am 9:00 am 3

Off-Peak (Day) 9:00 am 11:00 am 2 1:00 pm 3:00 pm 2

Mid-day Peak 11:00 am 1:00 pm 3 PM Peak 3:00 pm 6:00 pm 3

Historical ADT for the area available from LADOTD provide for changes in overall traffic. Due to changes experienced locally in population, settlement, employment and recovery operations following Hurricane Katrina in August 2005, data for the period prior to this event have not been used. Likewise, the trend does not include data from the 2005 period. The purpose of this data and the trend it provides is to establish growth in traffic patterns as a means of creating a common baseline within stations of different years within the area of study (See Tables 6, 7 and 8).

Table 6. Average Daily Traffic Data (2008-2014), LADOTD Count Station Data

Count Station Street 2008 2010 2011 2012 2013 2014

221160

Belle Chasse Highway (LA 23) north of Tiber Ridge Street near Parish Line

-- 40,724 -- 35,580 -- --

221171 Belle Chasse Highway (LA 23) at Gretna Boulevard 29,288 -- 36,198 -- -- 24,981

221190 Belle Chasse Highway (LA 23) north of Idlewild Boulevard / south of the Sector Gate

15,386 13,946 -- 14,940 -- --

221200 Belle Chasse Highway (LA 23) At Chevron Oak Point Plant / south of Mullins Lane

20,995 19,551 -- 25,936 -- --

221210 Belle Chasse Highway (LA 23) at Baker Road -- 31,628 -- 31,348 -- --

221221 Behrman Highway (LA 428) east of LA 23 30,100 --- 26,677 --- --- 24,074

221261 Kepler Street (LA 466) between Stumpf Boulevard and Monroe Street

7,219 --- 4,926 ---- --- 5,320

221290 Belle Chasse Highway (LA 23) at Timber Ridge Drive 37,632 42,204 --- 33,139 --- ---

221280 Woodland Highway (LA 406) west of Liberty Street 10,757 9,278 --- 11,200 --- ---

221381 LA 18/4th Street west of Dolhonde Street 10,081 --- 9,864 --- --- 8,018

Data Source: Louisiana Department of Transportation and Development, 2015.

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Table 7. Average Daily Traffic Data (2008-2013), Local Roadway Data

Parish Street Count Year Source Jefferson Terry Parkway, east of LA 23 31,393 2013 NORPC Jefferson Terry Parkway, east of LA 23 31,900 2011 Jefferson Parish Jefferson Wall Boulevard, west of LA 23 23,996 2013 Jefferson Parish Jefferson Lapalco Boulevard, west of LA 23 38,400 2011 NORPC Jefferson Lapalco Boulevard, west of LA 23 36,133 2013 Jefferson Parish

Data Sources: Jefferson Parish Traffic Engineering, NORPC, 2015.

Table 8. Average Daily Traffic Data (2006-2008), LADOTD Local Roadway Data

Parish Street Count Year Jefferson Virgil Street 264 2006 Jefferson Hamilton Street 975 2006 Jefferson Cook Street 2,613 2006 Jefferson Burmaster Street 2,492 2006 Jefferson Richard Street, near 5th Street 1,141 2006 Jefferson Richard Street, near NOGC Westwego Subdivision 644 2006 Jefferson Fried Street, near NOGC Westwego Subdivision 301 2006 Jefferson 1st Street 2,570 2006 Jefferson Ocean Avenue 314 2006 Jefferson 5th Street, west of Lafayette Street 7,156 2007 Jefferson 5th Street, east of Lafayette Street 1,972 2007 Jefferson Westbank Expressway Service Road, Westbound 13,019 2007 Jefferson Westbank Expressway Service Road, Eastbound 14,349 2007 Jefferson Marie Drive 976 2007 Plaquemines Planters Canal Road 1,471 2008 Plaquemines East X Street 892 2006 Plaquemines Vista Drive 738 2006

Data Source: Louisiana Department of Transportation and Development, 2015.

Tables 6 through 8 confirm that a variety of traffic data sources exist. Each data point collected in the study area also came from a variety of count years. The analysis of existing operations requires that all traffic volumes use a common year to establish a base for current operations. To define this base within a dataset containing points collected over a variety of years, the analysis used a trend line to document changes in traffic volume in the area. This trend is an annualized rate of change calculated following a review of data from several years for established count stations in the area both on and off LA 23 near the intersection of Lapalco Boulevard and the Westbank Expressway. Generally, the trend for changes in traffic found through this method was a 1.04% annual change. This rate of change, applied to the traffic data found, allowed for its annualized growth between date of collection and the established

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baseline year (2015). Table 9 provides a summary of the ADT data used in the analysis of existing conditions, while Table 15 provides information on the point of initial counting and rate of annual change assumed. Some of the rail crossings within the City of New Orleans along the Belle Chasse Subdivision appear on minor neighborhood streets which typically are outside the regional traffic monitoring/count program. Many are in established areas where development patterns are well established, with few new structures developing and few businesses exist. In some of these locations, data collection occurred within the accepted analysis window for trend review (2007 to the present). This data, as documented in Table 9, demonstrates the low volume nature of the majority of roads which cross the NOGC Railway within each of the subdivisions.

Table 9. Baseline Traffic Volume Data (2015) by Subdivision

Subdivision Street (study defined intersection number) 2015 Volume (est)

Westwego

Weidman Street (#1) 1,100 Lafayette Street (#2) 4,300 Huey P Long Avenue (#3) 7,600 Dolhonde Street (#4) 6,900

Belle Chasse

Weidman Street (#1) 1,600 Kepler Street – LA 466 (#2) 5,400 Stumpf Boulevard, Northbound ) (#3) 7,000 Stumpf Boulevard, Southbound) (#3) 7,000 Westbank Expressway Service Road, Westbound (#4) 14,900 Westbank Expressway Service Road, Eastbound (#4) 14,900 Gretna Boulevard (#5) 8,300 Whitney Avenue, Westbound (#6) 6,300 Whitney Avenue, Eastbound (#6) 6,300 Terry Parkway (#7) 32,100 Behrman Highway – LA 428 (#8) 36,200 Woodland Highway – LA 406 (#9) 12,400

Rounded to the nearest 100 vehicles.

Peak Hour Percentage. The transition of ADT into hourly volumes used peak-hour information derived from turning movement counts completed in the area. Turning movements collected in the area counted traffic over a defined 90 to 120 minute period, established through the hourly traffic patterns found on one or more of the roadways counted within the general vicinity. Percentage of Heavy Vehicles. The values within Table 10 represent the percentage of heavy vehicles assumed on the different types of roadways facilities in the area. The data comes from a combination of existing traffic data collected during peak-periods in the area, as well as review of similar standards within the Highway Capacity Manual (HCM) for evaluating roadway

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and intersection capacity. Verification of the assumed traffic percentages came during field traffic observations/counts collected in the area. A summary of this data appears in Table 11. Count data is not available for every street. Therefore, assumptions made regarding the percentage of heavy vehicles at crossings along the rail subdivisions incorporated the following information as a baseline. Where rail/road crossings occurred within residential neighborhoods, the percentage of heavy vehicles remains lowest, as such activity primarily follows patterns created by school buses, local transit buses, municipal services or delivery activities. For state highways, or primary local roadways which intersect or connect state highways together, the percentages are highest, representing a combination of local travel demand, such as that typically associated with deliveries to commercial or industrial clients, or through movements between truck origins and destinations.

Table 10. Assumed Percentage of Heavy Vehicles by Roadway Classification

Roadway Type % of Heavy Vehicles Local <1%

Collector 1.0-1.5% Minor Arterial 2-3%

Principal Arterial 2-5%

Table 11. Observed Percentage of Heavy Vehicles

Street Name Heavy Vehicle % Range LA 23, south of Lapalco Boulevard 2-5% Lapalco Blvd/Behrman Highway (LA 428) at LA 23 2-3% LA 23, south of Gulf Intracoastal Waterway 3-4% LA 23, south of Woodland Highway 2-6% Woodland Highway (LA 406), east of LA 23 1-5%

Data source: AM and PM Peak-hour counts completed within roadway corridor subdivisions identified, as supplied through traffic studies made available through the NORPC, 2015.

Rail Data - Train Volume and Distribution. According to the NOGC Railway, the current train volume in the Westwego Subdivision is 5 to 6 trains per day on average, Monday – Friday. The train schedule is 8 am, 11:30 am, 2:30 pm, 5 pm and 12 midnight. The numbers of cars per train can vary between 5 and 50 cars, with each car having an average length of 60 feet including the coupling. According to the NOGC Railway, a high demand scenario might have longer trains operating in the line, varying in size between 60 and 110 cars with 2 locomotives. The current train volume in the Belle Chasse Subdivision is 3 trains per day on average, Monday – Friday. The train schedule is 11 am, 5 pm and 10 pm. The numbers of cars per train can vary between 90 and 110 cars, with each car having an average length of 60 feet including the coupling.

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As there is no direct connection between the Westwego and Belle Chasse subdivisions, trains traveling between the two must split at Gouldsboro Yard and reassemble. The process blocks Weidman Street on the Westwego Subdivision for 25-30 minutes. When reassembled, the unit train will block Madison Street from Americus Street to Kepler Street for 40 minutes while the NOCR Railway completes a full set and air test. Rail Data - Train Operating Speed. The average train operating speed provided by the NOGC Railway for both subdivisions was 10 mph. This operating speed corresponds to the maximum timetable speed as contained in the USDOT Crossing Inventory database for each at-grade intersection. As both of these subdivisions start and end in populated areas, where dense adjacent development creates numerous public and private crossings. This keeps train speeds slower due to the number of potential conflict points with local vehicle traffic and pedestrian traffic streams. To understand how in-street operations affect train travel time and speed, NOCG Railway provided the following typical transit time. These transit times allow for calculation of typical in-street operating speeds of 2 mph and 4 mph shown in Tables 14 and 15. According to NOGC Railway observations of current operational conditions, it takes 12 to 20 minutes to travel the in-street segment on 4th Street between Dolhonde Street and Amelia Street depending on the direction of travel. Travel along the in-street segment on Madison Street from Americus Street to Stumpf Boulevard takes about 13 minutes to clear. 3.2 Delay Analysis

The model used for calculation of delay at the individual crossings supplied by HDR provides a measure of delay based upon the time spent waiting for trains to clear individual crossings. This analysis provides output within the following general categories. Maximum Queue Length. The queuing model supplied, based upon the Highway Capacity Manual (HCM) methodology measures the length of traffic queues created when trains crossing through at-grade intersections stop traffic flow. Measurement of the queue length is in the number of vehicles waiting in both directions at the given time the train crosses. As the train schedule limits the number and frequency of trains operating in the corridor, it also limits the likelihood of this queue developing during the peak of traffic. However, as noted in the previous section, trains operating on the Westwego Subdivision through Gretna, travel within that corridor during the identified AM and PM peak periods. Trains operating in the Belle Chasse Subdivision along Belle Chasse Highway operate during the identified PM traffic peak, although some overlap with mid-day traffic peak periods is possible on both subdivisions.

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Total Delay. Delay measurements identify two conditions prevalent along the rail corridors:

• Aggregate Delay, defined as the total delay (in vehicle hours) incurred by all vehicles passing through the rail/road intersection.

• Average Delay, defined as the delay experience (in seconds per vehicle) for each peak hour experienced by vehicles passing through the rail/road intersection.

Level of Service. Level-of-Service (LOS) represents the evaluation of traffic operations, given a roadway subdivision, intersection or similar unit, combined with its general characteristics using procedures outlined in the Highway Capacity Manual (HCM) 2000, developed by the Transportation Research Board of the National Academies. Procedures outlined in this manual can examine conditions along various types of roadways, given a variety of traffic operational conditions. In these analyses, the measure of performance, known as the level-of-service, appears a letter grade ranging from A to F. Thresholds and general descriptions for these measures, for both signalized and unsignalized intersections appear in Table 12. Analysis of level-of-service for roadways depends on the prevailing conditions of traffic operations found in the corridor, as characterized generally by the following factors:

• Traffic density or number of vehicles found on the corridor by lane; • Prevailing speed of operations; and • Ratio of volume to roadway capacity.

Table 12. Level of Service Criteria, Highway Capacity Manual

Signalized Intersections Un-Signalized Intersections Level of Service Control Delay per Vehicle Level of Service Control Delay per Vehicle (Sec)

A B C D E F

≤ 10 seconds/vehicle ˃ 10-20 seconds/vehicle ˃ 20-35 seconds/vehicle ˃ 35-55 seconds/vehicle ˃ 55-80 seconds/vehicle ˃ 80 seconds/vehicle

A B C D E F

≤ 10 seconds/vehicle ˃ 10-15 seconds/vehicle ˃ 15-25 seconds/vehicle ˃ 25-35 seconds/vehicle ˃ 35-50 seconds/vehicle ˃ 50 seconds/vehicle

Source: Exhibit 16.2, Level of Service Criteria for Signalized Intersections; Exhibit 17.2, Level of Service Criteria Unsignalized Intersections; Highway Capacity Manual 2000.

Analyses which find LOS C or better conditions typically indicate that traffic movements occur close or at the posted speed limit, although some friction might be occurring as a result of vehicles entering from side streets, driveways or from lane changes to avoid congestion or turning vehicles. Typically, this level of operational environment, at-peak, occurs rarely, as this time period often reflects the period during which the maximum number of vehicles per hours can be found in the corridor. LOS D marks the point in traffic operations where the options to

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maneuver around slower moving vehicles, or vehicles entering/exiting the roadway is severely restricted. Traffic operations characterized by slower moving vehicles, including incidents of stopped vehicles or vehicles remaining platooned at signals through multiple cycles, reflect LOS E or LOS F conditions. LOS F represents that period during which the roadway is at or over capacity, with a breakdown in traffic flow probable. Table 13 provides an overview of the LOS Criteria for urban streets, by classification.

Table 13. Urban Street Level of Service Criteria, Highway Capacity Manual

Urban Street Class Class I Class II Class III Class IV

Range of Free Flow Speeds (FFS) 55 to 45 mph 45 to 35 mph 35 to 30 mph 35 to 25 mph

Typical FFS 50 mph 40 mph 35 mph 30 mph LOS Average Travel Speed (mph)

A ˃ 42 ˃ 35 ˃ 30 ˃ 25 B ˃ 34-42 ˃ 28-35 ˃ 24-30 ˃ 19-25 C ˃ 27-34 ˃ 22-28 ˃ 18-24 ˃ 13-19 D ˃ 21-27 ˃ 17-22 ˃ 14-18 ˃ 9-13 E ˃ 16-21 ˃ 13-17 ˃ 10-14 ˃ 7-9 F ≤ 16 ≤ 13 ≤ 10 ≤ 7

Source: Exhibit 15.2, Urban Street Level of Service by Class; Highway Capacity Manual 2000.

Tables 14 and 15 document the results of the existing conditions analysis using a delay analysis/LOS methodology approved by the FRA. Included in the table are levels of delay and congestion based on the current volume and speed of traffic on the NOGC Railway subdivisions. The results assume conditions when trains are in operation. As noted previously, schedules vary for operations, with the potential that no trains may operate on a given day in the Belle Chasse Subdivision (see Rail Data). The analysis and data also incorporates observations provided by the NOGC Railway to document normal reduction of speed encountered during in-street operations within the City of Gretna. In Table 15, the values assumed for the following variables represent the information supplied by the NOGC Railway:

• Train Length (L) value represents an average train set length based upon the values supplied. The values for length of train represents the current average, based upon the range of potential lengths established by the NOGC Railway. This table illustrates results within the worst case scenario, with overall train lengths increased within the Westwego Subdivision to as many as 85 cars or as long as 5,100 feet.

Longer train lengths on the subdivisions result in a corresponding increase in both the length of vehicle queues building on roadway approaches as well as the amount of delay

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time encountered by motorists waiting for the crossing to clear. Shorter or less frequent trains have the opposite effect.

• Train Speed (V) value represents the schedule values provided by the NOGC Railway for their current subdivision operations. The values shown for crossing LOS in the City of Gretna consider reductions typically encountered as a result of in-street rail operations. The best case scenario within both subdivisions would be a consistent speed band for train operations which does not include any reduction in average speeds caused by conditions such as narrowed or blocked streets.

• Number of Trains (N) value represent the schedule values based upon the current NOGC

Railway operations. It represents a typical period, during which train operations occur in the subdivision examined.

Summary. The analysis in Table 15 shows that when the longest of potential trains operate in the Westwego subdivision, the process of train assembly and movement within the in-street corridor results in blockage at numerous intersections. This process also results in the greatest amount of potential motorist delay, documented within the noted congestion and level-of-service (LOS) F operations. This condition comes as a result of the train’s reduced speed combined with the longer length of time required for operations to clear to the area. The analysis shows that when trains operate within the Belle Chasse subdivision, some reduction in LOS for traffic operations can result within the Gouldsboro Yard to Stumpf Boulevard segment in Gretna. This reduction is not as significant as that found in the Westwego Subdivision due to the lower frequency of potential operations. The LOS shown and delay recorded is not outside of those found in most typical urban roadway operations.

July 2015 16


Ta

ble

14. E

xist

ing

Vehi

cle

Dela

ys a

t Hig

hway

/Rai

l At-

Grad

e Cr

ossi

ngs (

2015

)

Varia

ble

defin

ition

s:

L =

Leng

th o

f Tra

ins (

feet

), av

erag

e ex

istin

g D a

= A

vera

ge d

elay

per

del

ayed

veh

icle

(min

utes

) N

L =

Num

ber o

f Tra

ffic

Lane

s

V= E

xist

ing

Aver

age

Trai

n Sp

eed

(MPH

) N

= E

xist

ing

num

ber o

f tra

ins,

wor

se c

ase

Q

= V

ehic

le Q

ueue

Len

gth

(num

ber o

f veh

icle

s)

D c =

Blo

cked

cro

ssin

g tim

e pe

r tra

in (m

inut

es)*

T d

= T

otal

del

ayed

veh

icle

s per

day

(vpd

) D v

= av

erag

e de

lay

for a

ll ve

hicl

es (m

inut

es)

*i

nclu

des t

ime

for r

ail c

ross

ing

mea

sure

s to

deac

tivat

e

Com

pile

d by

Bur

k-Kl

einp

eter

, Inc

., us

ing

tem

plat

es in

itial

ly su

pplie

d by

HDR

, Inc

., 20

15.

Mod

ifica

tions

mad

e by

com

pile

r as p

art o

f the

dat

a de

velo

pmen

t pro

cess

.

Subd

ivis

ion

Stre

et

ADT

L ft

V

mph

D c

m

in*

D a

min

N

#

trai

ns

T d

# ve

h N

L #

lane

s Q

#

veh

Dv

min

Cr

ossi

ng

LOS

Westwego

Wei

dman

Str

eet

1,10

0 5,

100

2 32

.70

21.2

5 6

150

2 36

5.

791

F

Lafa

yett

e St

reet

4,

300

5,10

0 2

32.7

0 21

.25

6 58

6 2

141

5.79

1 F

Huey

P L

ong

Aven

ue

7,60

0 5,

100

2 32

.70

21.2

5 6

1035

2

248

5.79

1 F

Dolh

onde

Str

eet

6,90

0 5,

100

2 32

.70

21.2

5 6

940

2 22

6 5.

791

F

Belle Chasse

Wei

dman

Str

eet

1,60

0 6,

000

4 17

.89

11.6

3 3

60

2 29

0.

867

D

Kepl

er S

tree

t (LA

466

) 5,

400

6,00

0 4

17.8

9 11

.63

3 20

1 2

97

0.86

7 D

Stum

pf B

oule

vard

(NB)

7,

000

6,00

0 4

17.8

9 11

.63

3 26

1 2

125

0.86

7 D

Stum

pf B

oule

vard

(SB)

7,

000

6,00

0 4

17.8

9 11

.63

3 26

1 2

125

0.86

7 D

Wes

tban

k Ex

pwy

SR (W

B)

14,9

00

6,00

0 10

7.

32

4.76

3

227

3 73

0.

145

A

Wes

tban

k Ex

pwy

SR (E

B)

14,9

00

6,00

0 10

7.

32

4.76

3

227

3 73

0.

145

A

Gret

na B

lvd

8,30

0 6,

000

10

7.32

4.

76

3 12

7 4

30

0.14

5 A

Whi

tney

Ave

nue

(WB)

6,

300

6,00

0 10

7.

32

4.76

3

96

2 46

0.

145

A

Whi

tney

Ave

nue

(EB)

6,

300

6,00

0 10

7.

32

4.76

3

96

2 46

0.

145

A

Terr

y Pa

rkw

ay

32,1

00

6,00

0 10

7.

32

4.76

3

489

5 94

0.

145

A

Behr

man

Hig

hway

(LA

428)

36

,200

6,

000

10

7.32

4.

76

3 55

2 7

76

0.14

5 A

Woo

dlan

d Hi

ghw

ay (L

A 40

6)

12,4

00

6,00

0 10

7.

32

4.76

3

189

5 36

0.

145

A

Lege

nd:

(NB)

– N

orth

boun

d (S

B) –

Sou

thbo

und

(EB)

– E

astb

ound

(W

B) -

Wes

tbou

nd

July 2015 17


Ta

ble

15. C

alcu

latio

n of

Exi

stin

g Cr

ossi

ng D

elay

, All

Loca

tions

(201

5)

Lege

nd:

(NB)

– N

orth

boun

d (S

B) –

Sou

thbo

und

(EB)

– E

astb

ound

(W

B) -

Wes

tbou

nd

July 2015 18


3.3 Cost of Congestion

Calculations of the accumulated cost of vehicular traffic delay resulting from trains passing the at-grade intersections used a basic cost methodology to estimate productivity lost in terms of individual time. The unit of measure is cost per day of service, given that the number of days the railway operates varies. The result from this review, as shown in Table 16, indicates time costs associated with delay anticipated on a daily basis within each subdivision.

Table 16. Delay Costs Per Service Day Associated with Rail Crossing Congestion, by Subdivision

Subdivision Street Total Delay Hours, per Service Day

Total Delay Cost, per Service Day

Westwego

Weidman Street 66.4 $ 851 Lafayette Street 259.4 $ 3,328

Huey P Long Avenue 458.4 $ 5,882 Dolhonde Street 416.2 $ 5,340

Subdivision Total, per service day $ 15,401

Belle Chasse

Weidman Street 14.5 $ 185 Kepler Street (LA 466) 48.8 $ 626

Stumpf Boulevard 126.5 $1,622 Westbank Expressway Service Road 45.0 $ 578

Gretna Boulevard 12.5 $ 161 Whitney Avenue 19.0 $ 244

Terry Parkway 48.5 $ 622 Behrman Highway (LA 428) 54.7 $ 702

Woodland Highway (LA 406) 18.7 $ 240 Subdivision Total, per service day $ 4,981

Input variables: • The average cost of time per person is $12.83 per hour, based upon a weighted average of per capita income for Jefferson, Orleans and Plaquemines Parishes from the US Census Bureau’s 2009-2013 American Community Survey; • Vehicle occupancy is assumed as 1.25 persons per passenger vehicle; • The number of work hours per day is 8.

As noted previously, trains do not operate daily in both subdivisions and this review considers operations during a worse case (i.e. trains are at their longest and slowest). Given this condition, the review indicates that delay costs, on a per day basis of operation created by rail crossings are cumulatively 3.5 times higher within the Westwego Subdivision. The highest amount of delay cost are at the Huey P. Long Avenue and Dolhonde Street intersections, both of which are in Downtown Gretna. Both corridors provide direct access to government buildings and businesses in the area. Huey P. Long also connects 4th and 5th Streets which serve as the route of LA 18 through the City of Gretna. Although the area has a low volume of street traffic, the congestion costs remain high due to the amount of time required for trains to travel the area and clear the intersection, when they operate.

July 2015 19

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