Traffic Analysis Report No-Build Conditions (2040)

Transcription

1 Traffic Analysis Report No-Build Conditions (2040) LA 23 New Orleans Gulf Coast Railway Relocation PE/NEPA Project Jefferson and Plaquemines Parishes, Louisiana RPC Task LA23RR1 RPC/FRA Grant # FR-RLD Prepared by: HDR Engineering, Inc. and Burk-Kleinpeter, Inc. December 2015

2 Table of Contents 1.0 INTRODUCTION Areas of Analysis Data Sources DESCRIPTION OF CROSSINGS TRAFFIC DELAY ANALYSIS Data Collection and Process Delay Analysis Cost of Congestion List of Figures and Tables Figure 1. Future Year Analysis Corridors... 2 Figure 2. Location of Intersection Analysis Points... 5 Table 1. Future Year Analysis Data Items, Descriptions and Sources... 3 Table 2. At-Grade Crossing Identification Information for Westwego Subdivision... 4 Table 3. At-Grade Crossing Identification Information for Belle Chasse Subdivision... 4 Table 4. Forecast Traffic Volumes (2040)... 6 Table 5. Forecast (2040) Traffic Volumes Off Model Locations... 7 Table 6. Estimated Vehicle Delays at Highway/Rail At-Grade Crossings (2040 No-Build Scenario) Table 7. Estimated Future Rail Crossing Delay Cost, by Subdivision December 2015 i

3 1.0 INTRODUCTION The purpose of this report is to present the results of the traffic and grade crossing analysis for the future conditions of the LA 23 NOGC Railway Relocation PE/NEPA Project. This analysis focuses on documenting 2040 No-Build scenario only. 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. In addition, the No-Build alternative will also be evaluated. 1.1 Areas of Analysis The area of study for this analysis consists the Westwego Subdivision and Belle Chasse Subdivisions of the NOGC Railway, along with the location of the proposed rail relocation corridor along the Harvey Canal. As described previously, these rail corridors operate in the cities of Westwego, Gretna and in unincorporated Jefferson Parish and Plaquemines Parish. This operational analysis includes the locations in Gretna examined within the review of existing conditions extending from Weidman Street to Dolhonde Street within the Westwego Subdivision. Within the Belle Chasse Subdivision, the operational analysis includes ten locations that begins with Weidman Street and ends at the intersection of Woodland Highway (LA 406) and Belle Chasse Highway (LA 23). This includes the addition of one at-grade crossing in the future as a result of the construction of the 4th Street Extension (State Project No. H ). A description of this project follows in Section 2.0. By comparison, the review of operations in the rail relocation corridor includes only three atgrade crossings proposed with the future NOGC Railway corridor: at curve between LA 18 and Peters Road (LA 3017), across Peters Road (LA 3017) approximately 1.5 miles southeast of the Lapalco Boulevard bridge, and at Belle Chasse Highway (LA 23), between River Oaks Drive and Cedar Drive, approximately 1.0 mile south of the main gate to the Chevron Oronite Oak Point Plant in Belle Chasse. The discussion of this analysis appears in the Build Conditions 2040 version of this report. December

4 Figure 1. Future Year Analysis Corridors December

5 1.2 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 levels of service. Table 1. Future Year Analysis Data Items, Descriptions and Sources Data Item Description Source(s) Future transportation network (Existing + Committed Projects, 2040) Future cross-street traffic volumes Future train speed, consist and frequency New Orleans Regional Travel Demand Model (NORTM) for the New Orleans Urbanized Area ADT information for the various major streets crossed by the existing rail corridors Average speed, length and number of trains per day New Orleans Regional Planning Commission, for model network as outlined with functionally classified roadways as improved (existing) plus future roadway improvements as outlined in the Major Transportation Plan for the Fiscal Years New Orleans Regional Planning Commission, through the New Orleans Regional Transportation Model (NORTM), as provided for the 2040 network within the identified study area. Established by the NOGC Railway, as obtained by HDR. 2.0 DESCRIPTION OF CROSSINGS Tables 2 and 3 contain data defining existing crossing locations 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.). Documentation of future year crossings in the proposed rail relocation would generally include those which exist currently along with one additional crossing created in the Belle Chasse Subdivision by the extension of 4th Street (LA 18) east of Richard Street to Burmaster Street (State Project No. H ). This project results in a development of a 2-lane roadway which connects the existing 4th Street corridor east from its current terminus in Gretna to Burmaster Street near the Westbank Expressway at General DeGaulle Boulevard. When complete, this extension allows 4th Street, which runs parallel to the Mississippi River, to connect Westwego and Gretna with the Westbank Expressway. Motorists using the 4th Street extension would have a more direct route December

6 for travel east-west along the River. As this corridor is part of the state highway network, a portion of the future traffic demand on this corridor will consist of truck traffic generated by local industries, as well as motorists relocating from adjacent roads, such as 5th Street and Kepler Street, in order to take advantage of the direct connection offered. Table 2. At-Grade Crossing Identification Information for Westwego Subdivision Parish Street US DOT # Milepost Roadway Classification Jefferson Weidman Street U 2.00 Local Street Jefferson Lafayette Street R 2.99 Collector Jefferson Huey P Long Avenue L 3.15 Collector/Minor Arterial Jefferson Dolhonde Street G 3.36 Collector Data Sources: Functional Classification Highway Map, New Orleans Urbanized Area, LADOTD; Federal Railroad Administration, NOGC Stations, Westwego Sub, Table 3. At-Grade Crossing Identification Information for Belle Chasse Subdivision Parish Street US DOT # Milepost Roadway Classification Jefferson Weidman Street P 1.64 Local Street Jefferson 4th Street Extension (Proposed) -n/a- -n/a- Minor Arterial (proposed) Jefferson Kepler Street (LA 466) S 2.01 Collector Jefferson Stumpf Boulevard, Northbound Y 2.06 Collector Jefferson Stumpf Boulevard, Southbound E 2.08 Collector Jefferson Jefferson Westbank Expressway Service Road, Westbound Westbank Expressway Service Road, Eastbound F 2.62 Minor Arterial A 2.67 Minor Arterial Jefferson Gretna Boulevard V 3.63 Collector Jefferson Whitney Avenue, Westbound G 3.80 Minor Arterial Jefferson Whitney Avenue, Eastbound C 3.84 Minor Arterial Jefferson Terry Parkway M 4.82 Minor Arterial Jefferson Behrman Highway (LA 428) M 5.55 Major Arterial Plaquemines Woodland Highway (LA 406) B 7.60 Major Arterial Data Sources: Functional Classification Highway Map, New Orleans Urbanized Area, LADOTD; Federal Railroad Administration, NOGC Stations, Belle Chasse Sub, December

7 Figure 2. Location of Intersection Analysis Points A total of 14 locations, as shown on Exhibit 2 and as tabulated below, served as the primary analysis of future year conditions along the two subdivisions. Westwego Subdivision 1.) Weidman Street 2.) Lafayette Street 3.) Huey P Long Avenue 4.) Dolhonde Street 1.) Weidman Street 2.) 4th Street Extension (LA 18) 3.) Kepler Street (LA 466) 4.) Stumpf Boulevard 5.) Westbank Expressway Belle Chasse Subdivision 6.) Gretna Boulevard 7.) Whitney Avenue 8.) Terry Parkway 9.) Behrman Highway (LA 428) 10.) Woodland Highway (LA 406) December

8 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; Intersection level-of-service; 3.1 Data Collection and Process Data Sources. The source of future year traffic data for the study is the New Orleans Regional Planning Commission (RPC) regional travel demand model for the year This model scenario includes both the existing major roadway network in the urban area and the projects committed for implementation through the adopted long range transportation plan. Highway/Traffic Data. Average daily traffic (ADT) information obtained from the travel demand model provides an initial guide of potential conditions, given changes in network connectivity and capacity, combined with changes in the regional population and employment patterns, see Table 4. Assignments made to the network, through a traditional gravity model process, incorporates baseline numbers identified by the RPC from existing data sources maintained by the RPC, Louisiana Department of Transportation and Development (LADOTD) or one of the local parish or city governments. As part of the 2040 network, an extension of 4th Street (LA 18) east of Amelia Street will create an additional at-grade crossing of the Belle Chasse Subdivision within the City of Gretna. Table 4. Forecast Average Daily Traffic Volumes (2040) Streets Volume Estimate 4th Street Extension (at NOGC Railway) 6,290 Kepler Street (LA 466) (between Stumpf Boulevard and Monroe Street) 810 Stumpf Boulevard (south of 5th Street) 10,010 Westbank Expressway Service Road (WB) 17,850 Westbank Expressway Service Road (EB) 7,740 Gretna Boulevard (at Belle Chasse Highway) 16,240 Whitney Avenue (at Belle Chasse Highway) 22,110 Terry Parkway (at Belle Chasse Highway) 43,680 Behrman Highway (LA 428) (at Belle Chasse Highway) 37,060 Woodland Highway (LA 406) (at Belle Chasse Highway) 12,000 Lafayette Street (at 4th Street) 7,810 Huey P Long Avenue (at 4th Street) 11,020 Based upon volumes found in the 2040 New Orleans Regional Travel Demand Model or as estimated using the 2044 New Orleans Regional Travel Demand Model for selected locations. Rounded to the closet 10 vehicles. Data Source: Regional Planning Commission, December

9 The results within Table 5 represent forecast volumes for locations of importance within the roadway analysis network. These streets within a broad category of local streets which are not typically included within the parameters of the regional transportation modeling effort. BKI developed traffic volume forecasts for these locations developed using a standard growth rate (1.04%) compounded annually between the identified base year for the data and future analysis year of Table 5. Forecast Average Daily Traffic Volumes (2040) Off Model Locations Streets Volume Estimate Weidman Street (at Madison Street) 1,960 Weidman Street (between Perry Street and Adams Street) 1,360 Dolhonde Street (at 4th Street) 8,900 Application of identified growth rate (1.04%), with results rounded to the closet 10 vehicles. Changes in Regional Roadway Network. Traffic volumes for 2040 assume a certain number of improvements made to the regional roadway network as a result of the implementation of the regional long range transportation plan. These projects address overall mobility needs in the multi-parish region, through a combination of additional lane capacity on existing roads or better connections between individual roads through a combination of roadway construction, intersection improvements or upgrades to interchanges. Within the area of study, the 2040 network includes several connectors which improve mobility options for north-south traffic, as well as traffic traveling within the City of Gretna. Included within Tier I and Tier II of the Metropolitan Transportation Plan for the New Orleans Urbanized Area, Fiscal Years are: LA 1261, Peters Road Extension, south of Gulf Intracoastal Waterway (GIWW) to LA 23, Phase I, new 2-lane roadway; Phase II, interchange modifications to Peters Road and Engineers Road; Phase III, new GIWW bridge (State Project ); US 90B at MacArthur Drive Interchange completion, ramp improvements, Phase I and Phase II, (State Project ); LA 18,/4th Street Extension to Burmaster Street in Gretna with Governor Hall Avenue Connector, 2-lane roadway extension (Project ); Harvey Boulevard Extension, Manhattan Boulevard to Peters Road, 4-lane roadway extension (State Project ); LA 23, Lapalco Boulevard to Engineers Road (LA 3017), widen to 6-lanes (State Project ); Woodland Highway, LA 406, widening and intersection improvements, widen to 4-lanes; LA 23, Belle Chasse Tunnel, replace with a 4-lane bridge (LSTP-028). 1 Metropolitan Transportation Plan, New Orleans Urbanized Area, Fiscal Years , Regional Planning Commission, Jefferson, Orleans, Plaquemines, St. Bernard and St. Tammany Parishes, August December

10 Of these projects, the LA 18/4th Street Extension creates one additional crossing of the NOGC Railway in the Belle Chasse Subdivision. The proposed Harvey Boulevard extension connects Manhattan Boulevard, a principal arterial, to Peters Road. This connection occurs within the defined corridor for the rail relocation. Additionally, the ramp connectors between US 90B and MacArthur Drive provide enhanced access to Peters Road, and allows traffic from Peters Road to access the US 90B corridor without using the existing interchanges at Manhattan Boulevard or Lafayette Street. The result of these projects is a general balancing of traffic across the network, along with some shifting of traffic patterns from existing roadways to new and improved corridors. Peak Hour Percentage. The values for the peak hour percentage, assumed for the analysis of future conditions No-Build, remain as calculated for the review of existing conditions. Percentage of Heavy Vehicles. The values for the percentage of heavy vehicles assumed for the analysis of future conditions No-Build, remain as calculated for the review of existing conditions. Count data is not available for every street. Therefore, assumptions made regarding the percentage of heavy vehicles at crossings along the rail subdivisions incorporated available information as a baseline. Rail Data - Train Volume and Distribution. According to the NOGC Railway, under the 2040 No- Build scenario, up to 6 trains per day with a length of 5,500 feet might operate within the Westwego Subdivision. In addition, up to 5 trains per day with a length of 6,000 feet might operate in the Belle Chasse Subdivision. As with the existing condition, trains traveling between the Westwego and Belle Chasse Subdivisions must split at Gouldsboro Yard and reassemble. Rail Data - Train Operating Speed. The average train operating speed provided by the NOGC Railway for the future operation will be 10 mph in Westwego Subdivision, and split speeds within the Belle Chasse Subdivision: 5 mph within McDonoghville/City of Gretna and 10 mph beginning in Gretna south of Mel Ott Park along LA 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 December

11 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. 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. 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; Ratio of volume to roadway capacity. 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 maneuver around slower moving vehicles, or vehicles entering/exiting the roadway is severely restricted. December

12 Table 6 documents the results of the 2040 No-Build scenario analysis, using a delay analysis/los methodology approved by the FRA. Included in the table are levels of delay and congestion given the projected volume and speed of traffic on the NOGC Railway subdivisions. In the table, the values assumed for the following variables represent the information supplied by the NOGC Railway: Train Length (L) value represents the projected or estimated average train length as established by the NOGC Railway. Train Speed (V) value represents the schedule values provided by the NOGC Railway for future subdivision operations. Number of Trains (N) value represent the estimated future year values based upon data received from the NOGC Railway. Summary. The 2040 No-Build scenario results generally indicate no improvements in overall level-of-service from the existing condition. The projects in the long-range transportation plan allow for the redistribution of vehicle traffic through the network. The expectation is that some corridors, identified as currently congested, will see some improvement as traffic shifts onto other roadways. The result is a growth in traffic volumes within this area between 2015 and The pace of traffic changes will vary, but will generally correspond in the model network relative to available network capacity, seeking out corridors with greater capacity, higher speeds and improved connectivity. Increased train traffic in the existing subdivisions would create more instances of delay and more frequent periods of crossing closure, as a result of passing train traffic. December

13 Table 6. Estimated Vehicle Delays at Highway/Rail At-Grade Crossings (2040 No-Build Scenario) December

14 3.3 Cost of Congestion Calculations of the future accumulated cost of vehicular traffic delay resulting from trains passing the at-grade intersections uses the same cost methodology as found in the review of existing conditions. As shown in Table 7, the unit of measure is cost per day of service, and the results shown cover the potential delay associated with an increase in the future year service within the existing subdivisions. Table 7. Estimated 2040 No-Build Scenario Rail Crossing Delay Cost, by Subdivision Subdivision Street Total Daily Total Daily Delay Cost Delay Hours (Hours* Adjusted PCI) Weidman Street $817 Lafayette Street $4,612 Westwego Huey P Long Avenue $6,480 Dolhonde Street $5,196 Subdivision Total, per service day $17,105 Weidman Street $193 4th Street Extension $608 Kepler Street (LA 466) 6.77 $87 Stumpf Boulevard $984 Westbank Expressway Service Road $662 Belle Chasse Gretna Boulevard $421 Whitney Avenue $574 Terry Parkway $1,129 Behrman Highway (LA 428) $959 Woodland Highway (LA 406) $310 Subdivision Total, per service day $5,926 Input Variables The average cost of time per person is $12.83 per hour, based upon a weighted average of per capita income (PCI) for Jefferson, Orleans and Plaquemines Parishes from the US Census Bureau s ACS; Vehicle occupancy is assumed as 1.25 persons per passenger vehicle; The number of work hours per day is 8. As shown in Table 7, the analysis indicates time costs associated with daily delay in the relocated railway corridor increase based upon the length of trains present. These costs are more than those calculated for the current operations scenario. Even with a redistribution of traffic associated with the proposed highway system improvements in the 2040 network, the cost of daily delay remains higher in the Westwego Subdivision, driven in large part by the slow travel times encountered in these areas as a result of in-street rail operations and opportunities for interruption by on-street vehicles. By comparison, similar pressures exist in the Madison segment of the Belle Chasse Subdivision, but increased train speeds south of Mel Ott Park away from the City of Gretna, allows for reduction in the amount of time trains block at-grade crossings within the east-west corridor network. December