11-04-05 argyle traffic study - north florida...
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Argyle Traffic StudyArgyle Traffic Study
North Florida Transportation Planning OrganizationArgyle Traffic Study
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Executive Summary The Argyle Forest area is a highly congested transportation area located in southern Duval County. SR 9A (I-295) and SR 21 (Blanding Boulevard) are regionally significant facilities within the area and experience severe traffic congestion. The section of Blanding Boulevard south of I-295 and the I-295 interchange with Blanding Boulevard are regularly reported as one of the most congested locations within the North Florida Transportation Planning Organization’s (North Florida TPO) region. In 2009, Florida Times-Union readers overwhelmingly picked Blanding and I-295 as the worst intersection in Northeast Florida in an unscientific survey. Argyle Forest Boulevard and Collins Road are two minor arterials that provide access to I-295 and Blanding Boulevard from commercial and residential areas located to the west of Blanding Boulevard. Traffic circulates from these collectors to local streets using connections between Argyle Forest Boulevard and Collins Road using Shindler Drive, Westport Road and Rampart Road. To the west, Old Middleburg Road/Oakleaf Plantation Parkway and SR 23 (Branan Field Chaffee Road) connect to rapidly developing areas in south Duval County and north Clay County. In 2010, construction will begin on a project to build collector-distributor roads and a new interchange at I-295 and Collins Road. This project, when completed, will result in a significant change in traffic patterns in the study area since travelers will have an alternate route to Blanding Boulevard via Collins Road to access I-295. The purpose of this project is to prepare a traffic circulation study to evaluate transportation network improvements in the Argyle Area including the following facilities: Parramore Road, Youngerman Circle, Collins Road, Rampart Road, Argyle Forest Boulevard. The study area includes an area bound by Collins Road, Blanding Boulevard, Argyle Forest Boulevard and Rampart Road. This study considers not only existing traffic operations and safety needs within the study area, but also evaluates alternatives for improvements to support the shift in traffic that is anticipated as a result of the opening of the I-295/Blanding Boulevard to Collins Road project. The purpose of this report is to summarize the needs identified through a review of the operational and safety data collected. Blanding Boulevard and Argyle Forest Boulevard are highly congested roadways with levels of service below the existing standard and significant crash histories observed on key locations. Other connecting roadways are significantly impacted by the congestion on these roadways. This queue spillback that forms during congested periods is significant such that the level of service alone does not fully capture the operational deficiencies in the area. The pedestrian and bicycle quality of service within the study area are deficient on several facilities. As part of providing a total mobility approach within this community, additional improvements to enhance multimodal transportation options should be considered. These improvements will also support the planned expansion of transit services within the area on Blanding Boulevard. All of the major facilities within the study area experienced crash rates above the statewide average for the facility type and area type with the exception of Argyle Forest Boulevard. However, several intersections of Argyle Forest Boulevard experienced significant crash rates. Ten fatal crashes occurred during the five latest
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years when data were available (2005-2009), and 1,525 crashes with injuries occurred. The most fatal and injury crashes occurred on Blanding Boulevard with four crashes involving a fatality and 536 crashes involving an injury. Three fatal crashes and 357 injury crashes occurred on Argyle Forest Boulevard. Factors that contribute to these deficiencies include the poor operating conditions and significant queue spillback from one intersection location to the next. When future conditions are analyzed with the proposed improvements to I-295 to construct a collector-distributor road and new interchange at Collins Road, significant shifts in traffic occur that provide some congestion relief to Blanding Boulevard and Argyle Forest, but also create additional deficiencies above the projects currently planned or under consideration. Blanding Boulevard within the I-295 interchange area was also a significant safety “hot spot” where a high crash frequency occurred. However, no additional improvements beyond those proposed through the I-295 collector-distributor/Collins Road interchange project are recommended for evaluation as part of this study. Based on the needs identified as part of this project, alternatives were evaluated and a series of potential projects are recommended. These projects include additional capacity improvements, short-term operational and safety improvements, enhanced enforcement and a public information and education campaign. A summary of the recommendations are provide in the table on the following page.
The next steps to implementing these strategies would be to program these projects in the Transportation Improvement Program or Unified Work Program.
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Summary of Recommendations
Strategy CostsCapacity Improvements
Widen Argyle Forest Boulevard – (4-Lane to 6-Lane Facility)SR 23 to Old Middleburg Road
$12.1 million
Widen Old Middleburg Road – (4-Lane to 6-Lane Facility)Argyle Forest Boulevard to Collins Road
$6.5 million
Widen Argyle Forest Boulevard – (4-Lane to 6-Lane Facility)Cheswick Oaks Avenue to SR 21
$46.7 million
Widen Youngerman Circle – (2-Lane to 4-Lane Facility)Argyle Forest Boulevard to Parramore Road
$4.1 million
Extend Collins Road – (New 4-Lane Facility)Old Middleburg Road to SR 23 (New interchange at SR 23)
$64.4 million
Extend Wells Road – (New 4-Lane Facility)Blanding Boulevard to Argyle Forest Boulevard
$36.8 million
Subtotal $170.6 million
Short-Term Operational And Safety Improvements Removal of landscaping at various intersections to enhance sight distance
$35,000
Traffic signal phasing to restrict permitted left-turn movements and right-turn on red movements
$105,000
Deploy interconnected signal network $300,000Enhanced enforcement $15,000Aggressive driving public information and education campaign $150,000Subtotal $605,000
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Contents 1. Background ............................................................................................ 1 2. Purpose ................................................................................................. 3 3. Related Projects ..................................................................................... 3
3.1 Florida Department of Transportation (FDOT) ...................................... 3 3.2 Better Jacksonville Plan/City of Jacksonville Projects ............................ 5 3.3 Jacksonville Transportation Authority .................................................. 5
4. Traffic ................................................................................................... 6 4.1 Traffic Data Collection ....................................................................... 6 4.2 Segment Analysis .............................................................................. 6 4.3 Intersection LOS Analysis ................................................................. 11
4.3.1 Balanced Delay Method ............................................................ 11 4.3.2 Optimization Method ................................................................ 14
5. Safety Analysis ...................................................................................... 18 6. Future Travel Demand ........................................................................... 25 7. Summary of Needs ................................................................................ 41 8. New Capacity Alternatives ...................................................................... 41 9. Short-Term Safety and Operational Alternatives ....................................... 46
9.1 Roadway Improvements ................................................................... 46 9.2 Arterial Traffic Management System Improvements ............................ 47 9.3 Traffic Signal Modifications ............................................................... 47 9.4 Targeted Enforcement ...................................................................... 49 9.5 Public Information Campaigns ........................................................... 50
10. Summary .............................................................................................. 51 11. Benefit Cost Analysis ............................................................................. 53 Appendix A – Traffic Data (On CD) Appendix B – SYNCHRO Analysis Reports (Balanced Delay Method) (On CD) Appendix C – SYNCHRO Analysis Reports (Optimization Method) (On CD) Appendix D – Capacity Improvement Cost Estimates (On CD) Appendix E – Intersection Sight Distance Diagrams (On CD) Appendix F – Intersection Warrant and Capacity Analysis (On CD) Appendix G – Crash Collision Diagrams (on CD) Appendix H – Benefit Cost Analysis (on CD)
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List of Figures 1. Study Area Map ...................................................................................... 2 2. Related Projects Map .............................................................................. 4 3. Existing Year 2010 AADT and Segment LOS .............................................. 8 4. Existing Year 2010 Pedestrian QOS .......................................................... 9 5. Existing Year 2010 Bicycle QOS .............................................................. 10 6. Crash Locations – Year 2005-2009 .......................................................... 22 7. Crash Severity – Year 2005-2009 ............................................................ 23 8. High Crash Locations – Year 2005-2009 .................................................. 24 9. NERPM Model Volumes – Base Model (Scenario 1) .................................... 28 10. NERPM Model Volumes – No-Build Model 1 (Scenario 2) ........................... 30 11. NERPM Model Volumes – No-Build Model 2 (Scenario 3A) ......................... 32 12. NERPM Model Volumes – No-Build Model 3 (Scenario 3B) ......................... 34 13. NERPM Model Volumes – Build Model (Scenario 4) ................................... 36 14. NERPM Model Volumes – Shift in Traffic Between Scenario 1 and 3B .......... 38 15. NERPM Model Volumes – Shift in Traffic Between Scenario 3A and 3B ........ 39 16. NERPM Model Volumes – Shift in Traffic Between Scenario 3B and 4 .......... 40 17. Proposed New Capacity Improvements .................................................... 43 18. Build Out Network ................................................................................. 44 19. Environmental Features Screening Map ................................................... 45
List of Tables 1. Related Projects List ............................................................................... 3 2. Statewide Minimum LOS Standards Applicable for This Project ................... 6 3. Existing Conditions – Vehicular, Bicycle and Pedestrian Q/LOS .................... 7 4. Existing Intersection LOS AM Peak Hour (Balanced Delay Method) ............. 12 5. Existing Intersection LOS PM Peak Hour (Balanced Delay Method) ............. 13 6. Movements with Queues Exceeding Capacity – AM Peak ........................... 14 7. Movements with Queues Exceeding Capacity – PM Peak ........................... 14 8. Existing Intersection LOS AM Peak Hour (Optimization Method) ................. 15 9. Existing Intersection LOS PM Peak Hour (Optimization Method) ................. 16 10. Comparison of the Analysis Methods – AM Peak ....................................... 17 11. Comparison of the Analysis Methods – PM Peak ....................................... 17 12. Summary of Crash Data ......................................................................... 19 13. Summary of Crash Severity .................................................................... 20 14. Screenline Comparison of Count and Model Data ...................................... 26 15. NERPM Model Volumes and LOS – Base Model (Scenario 1) ...................... 27 16. NERPM Model Volumes and LOS – No-Build Model 1 (Scenario 2) .............. 29 17. NERPM Model Volumes and LOS – No-Build Model 2 (Scenario 3A) ............ 31 18. NERPM Model Volumes and LOS – No-Build Model 3 (Scenario 3B) ............ 33 19. NERPM Model Volumes and LOS – Build Model (Scenario 4) ...................... 35 20. Comparison of 2035 Model Scenarios ...................................................... 37 21. Summary of Recommended Capacity Improvements Costs ........................ 42 22. Protected Left Turn Warrant Analysis ...................................................... 48 23. Level of Service Changes Before and After Safety Improvements ............... 49 24. Summary of Recommendations ............................................................... 52
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Argyle Traff ic Study Technical Memorandum #1 – Data Collection
1. Background Argyle Forest is a highly congested area in southern Duval County. SR 9A (I-295) and SR 21 (Blanding Boulevard) are regionally significant facilities within the area and experience severe traffic congestion. The section of Blanding Boulevard south of I-295 and the I-295 interchange with Blanding Boulevard are regularly reported as one of the most congested locations within the North Florida Transportation Planning Organization’s (North Florida TPO) region. In 2009, Florida Times-Union readers overwhelmingly picked Blanding and I-295 as the worst intersection in Northeast Florida in an unscientific survey.1 Argyle Forest Boulevard and Collins Road are two minor arterials that provide access to I-295 and Blanding Boulevard from commercial and residential areas located to the west of Blanding Boulevard. Traffic circulates from these collectors to local streets using connections between Argyle Forest Boulevard and Collins Road using Shindler Drive, Westport Road and Rampart Road. To the west, Old Middleburg Road/Oakleaf Plantation Parkway and SR 23 (Branan Field Chaffee Road) connect to rapidly developing areas in south Duval County and north Clay County. The project study area and roadway network is shown in Figure 1.
In 2010, construction began on a project to build collector-distributor roads and a new interchange at I-295 and Collins Road. This project, when completed, will result in a significant change in traffic patterns in the study area since travelers will have an alternate route to Blanding Boulevard via Collins Road to access I-295.
1 “Blanding at I-295 voted worst area intersection”, Florida Times-Union (Jacksonville) Saturday, December 19 2009
In 2009, Florida Times-Union readers overwhelmingly picked Blanding and I-295 as the worst intersection in Northeast Florida in an unscientific survey.
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Study Area Map
Figure 1
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2. Purpose The purpose of this project is to prepare a traffic circulation study to evaluate transportation network improvements in the Argyle Area including the following facilities: Parramore Road, Youngerman Circle, Collins Road, Rampart Road, Argyle Forest Boulevard. The study area includes an area bound by Collins Road, Blanding Boulevard, Argyle Forest Boulevard and Rampart Road. This study will consider not only existing traffic operations and safety needs within the study area, but evaluate alternatives for improvements to support the shift in traffic that is anticipated as a result of the opening of the I-295/Blanding Boulevard to Collins Road project.
3. Related Projects Several projects are currently in design or construction within the project area. These projects will have a significant impact on traffic circulation within the study area. The following provides a summary of the status of each project. These projects are listed in Table 1 and shown in Figure 2.
Table 1. Related Projects List Map No.
Project Name Responsible Agency
Status
# 1 New I-295/Collins Road Interchange and Collector Distributor Lane System
FDOT Under construction
# 2 Well Road Extension PD&E Study FDOT Dropped after alternative public meeting
# 3 Collins Road (Blanding to Pine Verde) City of Jacksonville Design Phase # 4 Collins Road (Rampart to Shindler) City of Jacksonville Design Phase # 5 Parramore Road Extension (to
Youngerman Circle) City of Jacksonville Design Phase
# 6 Shindler Drive Phase 2 (Collins Road to 103rd Street)
City of Jacksonville Design Phase
# 7 Collins Road Phase 2 (Rampart Road to Blanding Boulevard)
City of Jacksonville Construction Phase
# 8 Collins Road Extension (Shindler Road to Old Middleburg Road)
City of Jacksonville Construction Phase
- Bus Rapid Transit on Blanding Boulevard JTA Planned
3.1 Florida Department of Transportation (FDOT)
Recent projects have been proposed by FDOT to improve traffic circulation within the study area including construction of a new interchange at I-295 and Collins Road that is proposed as part of a collector distributor lane system with the I-295/Blanding Boulevard interchange. The project began construction in 2010.
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Projects Under ConstructionProjects Committed & In DesignAdditional Recommended Improvements Major Roadways
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ARGYLE TRAFFIC STUDY
Related Projects Map
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# 1
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In 2005, The FDOT prepared a Project Development and Environment (PD&E) Study for the extension of Wells Road from Blanding Boulevard to Argyle Forest Boulevard. The purpose of the project was to relieve traffic on Blanding Boulevard that weaves between these two intersections. The project was carried forward to an alternatives public meeting and was then dropped based on public controversy associated with wetland impacts to the Ortega River.
3.2 Better Jacksonville Plan/City of Jacksonville Projects
As part of the Better Jacksonville Plan, the following projects are proposed within or adjacent to the study area:
The following projects have been identified as being in design.
Collins Road (Blanding to Pine Verde) - Reconstruct to a four-lane section with medians, bike lanes, sidewalks and curb & gutter on both sides. Budget: $14.1 million.
Collins Road (Rampart to Shindler) - Reconstruct to a four-lane section with landscaped median(s), bike lanes, sidewalks and curb & gutter on both sides. Budget: $20.5 million.
Parramore Road Extension (to Youngerman Circle) - Construct a new, two-lane section with curbs, gutters, sidewalks and bike lanes on both sides. Budget: $267,600. (Design only)
Shindler Drive Phase 2 (Collins to 103rd) -Widen and resurface two-lane roadway to include paved shoulders, drainage improvements and sidewalks. Budget: $18.7 million.
The following projects have been identified as being under construction.
Collins Road Phase 2 (Rampart to Blanding) - Reconstruct to a four-lane section with bike lanes, sidewalks and curb & gutter on both sides. Budget: $25.2 million
Collins Road Extension (Shindler to Old Middleburg) - Construct a new, two-lane section with curbs, gutters, sidewalks and bike lanes on both sides. This section will eventually be widened to a four-lane divided roadway with landscaped median(s). Budget: $9.2 million.
3.3 Jacksonville Transportation Authority
The Jacksonville Transportation Authority is currently considering implementing Bus Rapid Transit (BRT) service on Blanding Boulevard through the study area, also known as the Southeast Corridor BRT. North of the project study area, a dedicated bus lane pilot project was implemented in 2009. The project is included in the North Florida TPO Cost Feasible Plan.
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4. Traffic
4.1 Traffic Data Collection
Traffic data were collected from a variety of sources including existing traffic counts performed by the FDOT, City of Jacksonville, North Florida Transportation Planning Organization and by HNTB for this project. The traffic data collected is documented in Appendix A.
4.2 Segment Analysis
For planning purposes the FDOT has adopted statewide minimum Level of Service (LOS) standards for roadway facilities in Rule 14-94.003. LOS is a qualitative measure of the effectiveness of how well a facility operates stratified into six letter grades (A-F). LOS is determined using methods defined in the Transportation Research Board’s Highway Capacity Manual. The following table summarizes the minimum LOS allowed during the peak hour.
Table 2. Statewide Minimum LOS Standards Applicable For This Project Area Strategic Intermodal System and FIHS
Facilities Other State Roads
Limited-Access Highways
Other Facilities
Other Multi-Lane
Two-Lane
Urbanized Areas Over 500,000
D(E) D D D
The values in parenthesis apply to general use lanes only when exclusive through lanes exist. The LOS standard that applies to the facilities in this project is LOS D for state roads. The City of Jacksonville has also adopted LOS D for local roadways. In addition to the traffic flow, the quality of service (QOS) for bicycles and pedestrians within the roadway environment were also analyzed. The LOS and QOS analysis was performed using the FDOT Generalized Quality/Level of Service Handbook.
Table 3 provides a summary of the LOS and QOS for the major roadways within the study area. Figures 3, 4 and 5 show the LOS, pedestrian QOS and bicycle QOS for each of the major facilities within the study area.
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SegmentExisting Traffic
CountMaximum
Service VolumeDiv/Undiv
# Lanes in Both
DirectionLength Length
Length of S/W On
Both Side
Length of S/W on
One Side
Length of Bike Lane/
Paved
Sidewalk Coverage
Bike Lane/Paved
ShoulderVehicle Bicycle Pedestrian
Traffic Counts(Year 2010)
(For LOS D) (Miles) (Ft) (Ft) (Ft) (Ft) (%) (%) (LOS) (QOS) (QOS)
1 Branan Field Chaffee Road to Old Middleburg Road S 18,348 29,880 Divided 4 0.8 4,224 4,224 - 2,112 100 50 C D C2 Old Middleburg Road to Staples Mill Drive 18,348 29,880 Divided 4 1.0 5,280 5,280 - 2,640 100 50 C D C3 Staples Mill Drive to Shindler Drive 18,348 29,880 Divided 4 0.8 4,224 4,224 - 2,112 100 50 C D C4 Shindler Drive to Cheswick Oak Avenue 31,320 29,880 Divided 4 0.1 528 528 - 264 100 50 E D C5 Cheswick Oak Avenue to Westport Road 31,320 29,880 Divided 4 1.1 5,808 5,808 - 2,904 100 50 E D C6 Westport Road to Rampart Road 31,320 29,880 Divided 4 1.0 5,280 5,280 - 2,640 100 50 E D C7 Rampart Road to Youngerman Circle 32,377 29,880 Divided 4 0.8 4,224 4,224 - 2,112 100 50 F D C8 Youngerman Circle to Blanding Boulevard 32,377 29,880 Divided 4 0.8 4,224 4,224 - 2,112 100 50 F D C1 Shindler Drive to Westport Road 7,872 13,680 Undivided 2 1.0 5,280 2,640 - - 50 0 C F D2 Westport Road to Rampart Road 7,872 13,680 Undivided 2 1.0 5,280 500 750 3,700 17 70 C D D3 Rampart Road to Blanding Boulevard 17,683 29,880 Divided 4 1.5 7,920 7,920 - 7,920 100 100 C B C1 Wells Road to Argyle Forest Boulevard 86,860 50,300 Divided 6 0.4 2,112 - - - 0 0 F F F2 Argyle Forest Boulevard to Youngerman Circle 86,860 67,300 Divided 8 0.1 528 - - - 0 0 F F F3 Youngerman Circle to I-295 SB-EB Ramps 86,860 67,300 Divided 8 0.1 528 - - - 0 0 F F F4 I-295 SB-EB Ramps to I-295 NB-WB Ramps 86,860 67,300 Divided 8 0.1 528 - - - 0 0 F F F5 I-295 NB-WB Ramps to Lake Gary Boulevard 86,860 67,300 Divided 8 0.2 1,056 - - - 0 0 F F F6 Lake Gary Boulevard to Hicks Road 32,068 50,300 Divided 6 0.2 1,056 - - - 0 0 C F F7 Hicks Road to Collins Road 32,068 50,300 Divided 6 0.1 528 - - - 0 0 C F F1 Youngerman Court to Blanding Boulevard 20,884 29,880 Divided 4 0.9 4,752 - 6,752 - 71 0 C F D2 Argyle Forest Boulevard to Youngerman Court 10,263 13,680 Undivided 2 0.2 1,056 - 1,056 - 50 0 D F D
5 Rampart Road 1 Argyle Forest Boulevard to Collins Road 10,923 29,880 Divided 4 0.5 2,640 2,640 - 2,640 100 100 C B C
Note:Traffic count taken from 2009 FDOT Level of Service Report CD and used 1% growth till 2010.Traffic count taken from 2008 Duval County Count Data and used 1% growth till 2010.
Roadway S.No.
RoadwaySegment S. No.
1
Blanding Boulevard
Table 3 - Existing Conditions - Vehicular, Bicycle & Pedestrian Q/LOS
Argyle Forest Boulevard1
Youngerman Circle
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Existing Year 2010 AADT and Segment LOS
Figure 3
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Legend
Level of Service
LOS B
LOS C
LOS D
LOS E
LOS F
Major Roadways
LOS A
18,348
18,348
18,348 10,263
20,884
7,8727,872
32,377
17,683
32,377
32,068
86,860
31,320
31,320
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Existing Year 2010 Pedestrian QOS
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Legend
Level of Service
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LOS D
LOS E
LOS F
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LOS A
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Existing Year 2010 Bicycle QOS
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Legend
Level of Service
LOS B
LOS C
LOS D
LOS E
LOS F
Major Roadways
LOS A
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4.3 Intersection LOS Analysis
In addition to analyzing the segment LOS, each major intersection was analyzed. The LOS analysis was performed using SYNCHRO traffic analysis software. Existing traffic signal timings were not available for use in the analysis at the time of this report; therefore, estimating of the signal timings was required. Two alternate methods for analyzing the intersections were used.
4.3.1 Balanced Delay Method
Table 4 and Table 5 summarize the AM and PM peak-hour results of the intersection LOS using the FDOT District 2’s preferred method for balancing delays within the major movements at each intersection and ensuring no individual movement operates at LOS F to achieve a higher overall intersection LOS. The individual movement signal timings were balanced to achieve similar delays along all the approaches of an intersection. This method is the preferred method for analyzing signalized intersections and reflects the logic most commonly used in preparation of signal timing plans. Some of the movements within this project were still operating at LOS F even with the delays balanced and these movements are listed in Tables 4 and 5. The SYNCHRO results of this operational analysis are provided in Appendix B
As part of the analysis, the following intersections were reported to operate at LOS E/F either in the AM or in the PM peak, which is below the LOS standard for these facilities (LOS AM/LOS PM):
Argyle Forest Boulevard at Branan Field Chaffee Road (D/E)
Argyle Forest Boulevard at Youngerman Circle (C/E)
Argyle Forest Boulevard at Blanding Boulevard (C/E)
Blanding Boulevard at Youngerman Circle (E/E)
Blanding Boulevard at I-295 SB/EB Ramps (F/E)
Blanding Boulevard at I-295 NB/WB Ramps (C/E)
Blanding Boulevard at Lake Gray Boulevard (D/E)
Blanding Boulevard at Collins Road (E/E)
Even though the LOS at the other intersections along Argyle Forest Boulevard are within the LOS threshold (<=LOS D), the queues near these failing intersections spillback into the adjacent intersections leading to the congestion of these intersections. Queue spillbacks in this area are a historical problem and can be identified in the 95% queue length values reported during the AM and PM peak hours in Tables 4 and 5. Table 6 shows the individual movements near an intersection with queue spill back issues during the AM Peak and Table 7 shows these movements during PM peak.
North Florida Transportation Planning Organization 12Argyle Traffic Study
Left Turn Through Right Turn Left Turn Through Right Turn Left Turn Through Right Turn Left Turn Through Right Turn
C D D D D D B D D C D D
95% Queue (ft) 194 176 176 m147 m129 m129 3 369 72 93 163 39D E E C D A C D D C C C
95% Queue (ft) m96 293 m13 87 #254 0 50 87 66 69 43 30A - - B - - F C C E C C
95% Queue (ft) 0 - - 3 - - 178 11 11 20 8 8C A - - B D - - - C - C
95% Queue (ft) 264 176 - - 176 58 - - - 131 - 41- C B C C - C - C - - -
95% Queue (ft) - 351 40 182 234 - 256 - 225 - - -A A - - C D - - - D - D
95% Queue (ft) m6 41 - - 255 m17 - - - m74 - m0A D C D C D D D D C B B
95% Queue (ft) 56 513 m15 m16 250 94 56 56 56 m107 m3 m21A - - - - - F F F B B B
95% Queue (ft) 1 - - - - - 16 16 16 3 3 3D B - - C C - - - C - C
95% Queue (ft) m360 m208 - - 186 20 - - - 111 - 20D - D - - - D D - - B A
95% Queue (ft) 256 - 185 - - - 188 1,018 - - 79 0E E D E E E E E E F C E
95% Queue (ft) 431 426 37 97 40 90 m48 #867 #867 m72 327 m95F - E - - - - C F F A -
95% Queue (ft) #531 - 100 - - - - m506 m#2,327 #1,264 124 -- - - D - D C A - - D D
95% Queue (ft) - - - 245 - 252 m154 m67 - - 322 322D D D D D D D D D F C C
95% Queue (ft) 64 64 50 22 23 23 m77 567 567 m1 m117 m10D D D D D D E C C - D D
95% Queue (ft) 24 0 0 7 0 0 m5 229 229 - m370 m370E E E E E E E E C E E E
95% Queue (ft) #676 #544 #544 #362 112 112 124 #778 80 215 383 383D D D D D D C D D D D D
95% Queue (ft) m235 307 307 80 83 83 25 226 91 125 217 217- - - A A - C - C - - -
95% Queue (ft) - - - 8 8 - 79 - 79 - - -- - - C - C - - - A A -
95% Queue (ft) - - - 48 - 48 - - - 13 13 -
Note:* - HCM Unsignalized Intersection Capacity Analysis results were used.m - Volume for 95th percentile queue is metered by upstream signal.# - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.~ - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.
Table 4 - Existing Intersection LOS AM Peak Hour (Balanced Delay Method)
Intersection Control Type MOE
Individual Movement LOSIntersection
LOS
Intersection Delay(Sec)
IntersectionV/C Ratio
Eastbound Westbound
44.8 0.58D D D D
Northbound Southbound
Argyle Forest Blvd. & Branan Field Chaffee Rd. Signalized LOS
D
Argyle Forest Blvd. & Old Middleburg Rd. Signalized LOS
D 42.3 0.42D D B B
Argyle Forest Blvd. & Staples Mill Dr.* Stop ControlledLOS
A 14.5 -- - F D
Argyle Forest Blvd. & Shindler Dr. Signalized LOS
C 21.5 0.59B C - C
Argyle Forest Blvd. & Cheswick Oak Ave. Signalized LOS
C 31.3 0.63C C C -
Argyle Forest Blvd. & Westport Rd. Signalized LOS
B 11.6 0.46A C - D
Argyle Forest Blvd. & Rampart Rd. Signalized LOS
C 33.3 0.54C C D B
Argyle Forest Blvd. & Meadow Bend Dr. * Stop ControlledLOS
B 0.7 -- - F B
Argyle Forest Blvd. & Youngerman Cir. Signalized LOS
C 29.8 0.55C C - C
Argyle Forest Blvd. & Blanding Blvd. Signalized LOS
C 33.2 0.75D - D B
Blanding Blvd. & Youngerman Cir. Signalized LOS
E 60.6 0.84E E E C
Blanding Blvd. & I-295 SB/EB Ramps Signalized LOS
F 172.6 1.71F - F F
Blanding Blvd. & I-295 NB/WB Ramps Signalized LOS
C 31.8 0.77- D B D
Blanding Blvd. & Lake Gray Blvd. Signalized LOS
D 41.1 0.42D D D C
Blanding Blvd. & Hicks Rd. Signalized LOS
D 36.2 0.49D D C D
Blanding Blvd. & Collins Rd. Signalized LOS
E 72.7 0.92E E E E
Collins Rd. & Rampart Rd. Signalized LOS
D 42.4 0.59D D D D
Collins Rd. & Westport Rd.* Stop ControlledLOS
C 5.4 -- - C -
Collins Rd. & Shindler Dr. Stop ControlledLOS
C 4.2 -- C - -
North Florida Transportation Planning Organization 13Argyle Traffic Study
Left Turn Through Right Turn Left Turn Through Right Turn Left Turn Through Right Turn Left Turn Through Right Turn
C E E E D D F D D E E D
95% Queue (ft) 10 #363 #363 #645 193 193 #715 178 92 #154 144 17D D D C C E D D D D D D
95% Queue (ft) m60 m339 m12 m420 m372 m81 77 76 67 242 147 66C - - B - - F D D F C C
95% Queue (ft) 4 - - 5 - - Err 19 19 54 2 2F A - - D A - - - D - D
95% Queue (ft) m#257 124 - - #908 m42 - - - 330 - 121- D B D B - D - D - - -
95% Queue (ft) - #561 m35 m330 m508 - 316 - 66 - - -F A - - E B - - - D - E
95% Queue (ft) m#63 38 - - m#1,122 m15 - - - m66 - m208D D D D D D D D D D C D
95% Queue (ft) #157 521 m19 m13 m805 m49 60 60 60 m217 m20 m240C - - B - - F F F F F F
95% Queue (ft) 5 - - 2 - - 32 32 32 62 62 62E B - - E B - - - D - E
95% Queue (ft) #433 297 - - #867 33 - - - 72 - #466E - E - - - F A - - F A
95% Queue (ft) 209 - 302 - - - #811 234 - - m#1,038 m64F F E E E E F D D E E F
95% Queue (ft) #448 #442 127 100 83 54 #439 473 473 m99 m#990 m#1,141D - E - - - - D F F D -
95% Queue (ft) 437 - #826 - - - - 403 665 m406 574 -- - - E - D F B - - E E
95% Queue (ft) - - - 644 - 444 #537 222 - - m393 m393E E D E E D E D D F E B
95% Queue (ft) 123 123 45 114 37 37 267 393 393 m17 m#598 m37E E E E E E E C C - E E
95% Queue (ft) 112 44 44 21 0 0 m34 259 259 - m#838 m#838E E E E E E E E C D E E
95% Queue (ft) 269 154 154 309 #303 #303 353 #636 101 270 #644 #644E D D D D D D D F C D D
95% Queue (ft) m159 m124 m124 249 #331 #331 m72 m304 m90 97 #570 #570- - - A A - C - C - - -
95% Queue (ft) - - - 23 23 - 48 - 48 - - -- - - F - F - - - A A -
95% Queue (ft) - - - 339 - 339 - - - 10 10 -
Note:* - HCM Unsignalized Intersection Capacity Analysis results were used.m - Volume for 95th percentile queue is metered by upstream signal.# - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.~ - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.
Table 5 - Existing Intersection LOS PM Peak Hour (Balanced Delay Method)
Intersection Control Type MOE
Individual Movement LOSIntersection
LOS
Intersection Delay(Sec)
IntersectionV/C Ratio
Eastbound Westbound
70.5 1.05E E F E
Northbound Southbound
Argyle Forest Blvd. & Branan Field Chaffee Rd. Signalized LOS
E
Argyle Forest Blvd. & Old Middleburg Rd. Signalized LOS
D 42.5 0.75D D D D
Argyle Forest Blvd. & Staples Mill Dr.* Stop ControlledLOS
B 400.4 -- - F F
Argyle Forest Blvd. & Shindler Dr. Signalized LOS
D 36.7 0.91C D - D
Argyle Forest Blvd. & Cheswick Oak Ave. Signalized LOS
C 28.7 0.92D B D -
Argyle Forest Blvd. & Westport Rd. Signalized LOS
D 45.7 0.92B E - E
Argyle Forest Blvd. & Rampart Rd. Signalized LOS
D 43.0 0.92D D D D
Argyle Forest Blvd. & Meadow Bend Dr. * Stop ControlledLOS
C 2.3 -- - F F
Argyle Forest Blvd. & Youngerman Cir. Signalized LOS
E 57.9 0.99D E - E
Argyle Forest Blvd. & Blanding Blvd. Signalized LOS
E 72.3 1.05E - E E
Blanding Blvd. & Youngerman Cir. Signalized LOS
E 73.6 0.94E E E E
Blanding Blvd. & I-295 SB/EB Ramps Signalized LOS
E 55.2 0.96E - E D
Blanding Blvd. & I-295 NB/WB Ramps Signalized LOS
E 58.0 0.92- D D E
Blanding Blvd. & Lake Gray Blvd. Signalized LOS
E 58.4 0.64D D D E
Blanding Blvd. & Hicks Rd. Signalized LOS
D 40.5 0.64E E C E
Blanding Blvd. & Collins Rd. Signalized LOS
E 64.6 0.85E E E E
Collins Rd. & Rampart Rd. Signalized LOS
D 53.5 0.81D D E D
Collins Rd. & Westport Rd.* Stop ControlledLOS
D 5.7 -- - C -
Collins Rd. & Shindler Dr. Stop ControlledLOS
D 32.8 -- F - -
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Table 6. Movements with Queue Exceeding Capacity – AM Peak Intersection Name Movements with Queue Spillback Argyle Forest Boulevard at Old Middleburg Road WB Thru Blanding Boulevard at Youngerman Circle NB Thru and Right Blanding Boulevard at I-295 SB/EB Ramps EB Left, NB Right and SB Left Blanding Boulevard at Collins Rd. EB Left, Thru and Right, WB Left and
NB Thru Table 7. Movements with Queue Exceeding Capacity – PM Peak Intersection Name Movements with Queue Spillback Argyle Forest Boulevard at Branan Field Chaffee Road EB Thru and Right, WB Left, NB Left
and SB Left Argyle Forest Boulevard at Shindler Drive EB Left and WB Thru and Right Argyle Forest Boulevard at Cheswick Oak Avenue EB Thru Argyle Forest Boulevard at Westport Road EB Left and WB Thru and Right Argyle Forest Boulevard at Rampart Road EB Left Argyle Forest Boulevard at Youngerman Circle EB Left, WB Thru and Right and SB
Right Argyle Forest Boulevard at Blanding Boulevard NB Left and SB Thru Blanding Boulevard at Youngerman Circle EB Left and Thru, NB Left, and SB
Thru and Right Blanding Boulevard at I-295 SB/EB Ramps EB Right Blanding Boulevard at I-295 NB/WB Ramps NB Left Blanding Boulevard at Lake Gray Boulevard SB Thru Blanding Boulevard at Hicks Road SB Thru and Right Blanding Boulevard at Collins Road WB Thru and Right, NB Thru, and SB
Thru and Right Collins Road at Rampart Road WB Thru and Right, and SB Thru and
Right WB = westbound, EB = eastbound, NB = northbound, SB = southbound
4.3.2 Optimization Method
Table 8 and Table 9 summarize the results of the intersection LOS using SYNCHRO’s optimization of the signal timings. This method results in a more aggressive signal timing that will allow individual movements to fail in order to achieve an acceptable overall LOS at the intersection. This method can lead to excessive delays for movements on minor approaches to the intersections and result in significant queue spillback. This approach is shown for illustrative purposes. The SYNCHRO results of this operational analysis are provided in Appendix C
As part of the analysis, the following intersections were reported to operate at LOS E/F either in the AM or in the PM peak, which is below the LOS standard for these facilities (LOS AM/LOS PM):
Argyle Forest Blvd. & Branan Field Chaffee Rd. (D/E)
Blanding Blvd. & I-295 SB/EB Ramps (F/E)
Blanding Blvd. & Collins Rd. (E/E)
North Florida Transportation Planning Organization 15Argyle Traffic Study
Left Turn Through Right Turn Left Turn Through Right Turn Left Turn Through Right Turn Left Turn Through Right Turn
D D D D F F B C B B B B
95% Queue (ft) 205 171 171 252 138 138 3 306 58 85 106 26C D D D D D B B B B B B
95% Queue (ft) 78 286 m18 142 130 16 45 74 56 62 36 25A - - B - - F C C E C C
95% Queue (ft) 0 - - 3 - - 178 11 11 20 8 8B A - - B C - - - D - D
95% Queue (ft) 215 131 - - 96 54 - - - 152 - 47- C C D B - C - C - - -
95% Queue (ft) - 345 26 133 93 - 242 - 313 - - -A A - - A A - - - D - D
95% Queue (ft) m9 52 - - 65 3 - - - m77 - m0D B A F B D D D D B B C
95% Queue (ft) 152 420 m7 23 198 72 55 55 55 110 m8 m41A - - - - - F F F B B B
95% Queue (ft) 1 - - - - - 16 16 16 4 4 4B A - - B B - - - D - D
95% Queue (ft) 218 67 - - 136 15 - - - 138 - 25D - E - - - E C - - A A
95% Queue (ft) 275 - 484 - - - 213 906 - - 66 0F F D E E F F C C F B C
95% Queue (ft) #481 #469 39 97 40 152 m63 293 293 m#93 211 72F - E - - - - C F F A -
95% Queue (ft) #471 - 111 - - - - 609 #2,857 #1,210 166 -- - - E - E D A - - D D
95% Queue (ft) - - - 267 - 243 m276 m68 - - 335 335E E E E E E F A A F A A
95% Queue (ft) 72 72 56 26 27 27 m108 95 95 m3 28 1F E E F E E F A A - A A
95% Queue (ft) 28 0 0 8 0 0 m14 32 32 - m153 m153F E E F E E F D B F D D
95% Queue (ft) #711 #544 #544 #398 131 131 157 681 65 #276 302 302E D D E D D C C E C C C
95% Queue (ft) 242 316 316 86 80 80 m16 180 111 117 185 185- - - A A - C - C - - -
95% Queue (ft) - - - 8 8 - 79 - 79 - - -- - - C - C - - - A A -
95% Queue (ft) - - - 48 - 48 - - - 13 13 -
Note:* - HCM Unsignalized Intersection Capacity Analysis results were used.m - Volume for 95th percentile queue is metered by upstream signal.# - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.~ - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.
- - C 4.2 -Collins Rd. & Shindler Dr. Stop ControlledLOS
- C
C 5.4 -Collins Rd. & Westport Rd.* Stop ControlledLOS
- - C -
D C D 41.5 0.56Collins Rd. & Rampart Rd. Signalized LOS
D D
D D E 58.7 0.88Blanding Blvd. & Collins Rd. Signalized LOS
E F
A A A 2.4 0.41Blanding Blvd. & Hicks Rd. Signalized LOS
F E
A A B 14.4 0.33Blanding Blvd. & Lake Gray Blvd. Signalized LOS
E E
C D D 38.3 0.77Blanding Blvd. & I-295 NB/WB Ramps Signalized LOS
- E
1.68F - F FBlanding Blvd. & I-295 SB/EB Ramps Signalized LOS
F 176.5
C B C 31.8 0.83Blanding Blvd. & Youngerman Cir. Signalized LOS
F E
C A C 26.9 0.82Argyle Forest Blvd. & Blanding Blvd. Signalized LOS
E -
- D B 12.0 0.59Argyle Forest Blvd. & Youngerman Cir. Signalized LOS
A B
-- - F BArgyle Forest Blvd. & Meadow Bend Dr. * Stop ControlledLOS
B 0.7
0.47C C D CArgyle Forest Blvd. & Rampart Rd. Signalized LOS
C 21.9
- D A 4.9 0.46Argyle Forest Blvd. & Westport Rd. Signalized LOS
A A
C - C 26.3 0.67Argyle Forest Blvd. & Cheswick Oak Ave. Signalized LOS
C C
- D B 14.3 0.58Argyle Forest Blvd. & Shindler Dr. Signalized LOS
A B
F D A 14.5 -LOS
Stop ControlledArgyle Forest Blvd. & Staples Mill Dr.* - -
B B C 33.1 0.36Signalized Argyle Forest Blvd. & Old Middleburg Rd.
LOSD F
LOSD D
D 41.1 0.53Signalized Argyle Forest Blvd. & Branan Field Chaffee Rd. C B
Eastbound Westbound Northbound SouthboundIntersection
Individual Movement LOS
MOEIntersection
V/C Ratio
Table 8 - Existing Intersection LOS AM Peak Hour (Optimization Method)
Control TypeIntersection
LOS
Intersection Delay(Sec)
North Florida Transportation Planning Organization 16Argyle Traffic Study
Left Turn Through Right Turn Left Turn Through Right Turn Left Turn Through Right Turn Left Turn Through Right Turn
D E E F C C F D D D E D
95% Queue (ft) 12 #422 #422 #680 181 181 #641 167 84 136 136 16C D D D D F D D D C D C
95% Queue (ft) m63 m317 m19 m471 m415 m96 76 75 66 239 145 65C - - B - - F D D F C C
95% Queue (ft) 4 - - 5 - - Err 19 19 54 2 2F A - - C A - - - E - D
95% Queue (ft) m#284 112 - - 794 m19 - - - #406 - 168- D C D B - E - D - - -
95% Queue (ft) - m554 m32 m376 m648 - #372 - 70 - - -F A - - C A - - - E - F
95% Queue (ft) m#73 25 - - 1,065 m11 - - - m79 - m#306E C C E D D D D D D C D
95% Queue (ft) #177 513 m22 m14 m835 m44 60 60 60 m#275 m22 184C - - B - - F F F F F F
95% Queue (ft) 5 - - 2 - - 33 33 33 63 63 63F B - - D B - - - D - F
95% Queue (ft) m#479 293 - - #805 30 - - - 73 - #546F - F - - - F A - - C A
95% Queue (ft) #247 - #384 - - - #740 145 - - #1,101 m56F F E E E E E C C E C D
95% Queue (ft) #520 #513 #276 106 87 57 m#397 385 385 m104 m754 m#980D - E - - - - D F F D -
95% Queue (ft) 432 - #815 - - - - m443 m496 m#416 572 -- - - E - D F B - - D D
95% Queue (ft) - - - 651 - 446 #537 195 - - 493 493E E E E E E E B B F A A
95% Queue (ft) 136 136 50 127 41 41 m251 297 297 m29 224 32E E E E E E E A A - A A
95% Queue (ft) 122 48 48 24 0 0 m48 202 202 - 294 294F E E F F F F D D F D D
95% Queue (ft) #298 154 154 #325 #303 #303 #432 564 76 314 579 579E C C E D D D D F B C C
95% Queue (ft) m163 m132 m132 249 307 307 m63 m266 m80 92 466 466- - - A A - C - C - - -
95% Queue (ft) - - - 23 23 - 48 - 48 - - -- - - F - F - - - A A -
95% Queue (ft) - - - 339 - 339 - - - 10 10 -
Note:* - HCM Unsignalized Intersection Capacity Analysis results were used.m - Volume for 95th percentile queue is metered by upstream signal.# - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.~ - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.
Collins Rd. & Shindler Dr. Stop ControlledLOS
D 32.8 -- F - -
Collins Rd. & Westport Rd.* Stop ControlledLOS
D 5.7 -- - C -
Collins Rd. & Rampart Rd. Signalized LOS
D 46.3 0.68D D E C
Blanding Blvd. & Collins Rd. Signalized LOS
E 55.7 0.82E F D D
Blanding Blvd. & Hicks Rd. Signalized LOS
B 10.2 0.59E E A A
Blanding Blvd. & Lake Gray Blvd. Signalized LOS
C 23.1 0.53E E C A
Blanding Blvd. & I-295 NB/WB Ramps Signalized LOS
D 53.4 0.92- E D D
Blanding Blvd. & I-295 SB/EB Ramps Signalized LOS
E 57.5 0.96E - E D
Blanding Blvd. & Youngerman Cir. Signalized LOS
D 42.6 0.94F E C C
Argyle Forest Blvd. & Blanding Blvd. Signalized LOS
D 41.8 1.02F - D C
Argyle Forest Blvd. & Youngerman Cir. Signalized LOS
D 54.0 1.06D D - F
Argyle Forest Blvd. & Meadow Bend Dr. * Stop ControlledLOS
C 2.3 -- - F F
Argyle Forest Blvd. & Rampart Rd. Signalized LOS
D 41.4 0.89D D D D
Argyle Forest Blvd. & Westport Rd. Signalized LOS
C 29.4 0.92A C - F
Argyle Forest Blvd. & Cheswick Oak Ave. Signalized LOS
C 30.0 0.91C C E -
Argyle Forest Blvd. & Shindler Dr. Signalized LOS
C 26.8 0.90C B - E
Argyle Forest Blvd. & Staples Mill Dr.* Stop ControlledLOS
B 400.4 -- - F F
Argyle Forest Blvd. & Old Middleburg Rd. Signalized LOS
D 44.7 0.76D D D C
64.6 1.05E E E D
Northbound Southbound
Argyle Forest Blvd. & Branan Field Chaffee Rd. Signalized LOS
E
Table 9 - Existing Intersection LOS PM Peak Hour (Optimization Method)
Intersection Control Type MOE
Individual Movement LOSIntersection
LOS
Intersection Delay(Sec)
IntersectionV/C Ratio
Eastbound Westbound
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LOS E/F are reported at several of the major intersections with the first method that are not reported using this optimization method. However, the approach delay associated with the intersecting minor cross streets increases at these intersections.
A comparison between the AM Peak hour measure of effectiveness and the PM Peak hour measure of effectiveness between the two methods shows that the LOS and intersection delay values reported using method one are either equal to or higher than those values reported using method two. Table 10 below compares the LOS values for intersections differing in LOS between both the methods during the AM Peak and Table 11 shows similar values for PM Peak.
Table 10. Comparison Between the Analysis Methods – AM Peak Intersection Name LOS
(Method 1)LOS
(Method 2) Argyle Forest Boulevard at Old Middleburg Road D C Argyle Forest Boulevard at Shindler Drive C B Argyle Forest Boulevard at Westport Road B A Argyle Forest Boulevard at Youngerman Circle C B Blanding Boulevard at Youngerman Circle E C Blanding Boulevard at Lake Gray Boulevard D B Blanding Boulevard at Hicks Road D A
Table 11. Comparison Between the Analysis Methods – PM Peak Intersection Name LOS
(Method 1)LOS
(Method 2) Argyle Forest Boulevard at Shindler Drive D C Argyle Forest Boulevard at Westport Road D C Argyle Forest Boulevard at Youngerman Circle E D Argyle Forest Boulevard at Blanding Boulevard E D Blanding Boulevard at Youngerman Circle E D Blanding Boulevard at I-295 NB/WB Ramps E D Blanding Boulevard at Lake Gray Blvd. E C Blanding Boulevard at Hicks Rd. D B
However in both cases the queue spillback effects result in LOS that are reported to be better than the operations experienced by the driver as previously reported in Table 6 and 7. The queue spillback problems are significant and result in LOS alone being insufficient to fully describe the operational and safety needs in the area.
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5. Safety Analysis Five years of crash data were obtained within the study area from the FDOT, 2005-2009. These data were mapped and the crash rates (crashes per million vehicle miles) compared to the average crash rates in North Florida for similar types of roadways. Table 12 provides a summary of the total number of crashes on each facility, the crash rates, the average crash rate and the ranking of each intersection by crash location and crash rate.
Blanding Boulevard experienced the most crashes, 948 crashes, during this period and the crash rate was nearly twice the average crash rate of similar facilities. Although Argyle Forest Boulevard experienced 604 crashes over the last five years, this was the only facility in the study area with a crash rate below the average crash rate. All of the other major roadways in the area experienced crash rates greater than the average with the exception of Parramore Road.
Within the study area, ten fatal crashes occurred during the five year analysis period, and 1,525 crashes with injuries occurred. The most fatal and injury crashes occurred on Blanding Boulevard with four crashes involving a fatality and 536 crashes involving an injury. Three fatal crashes and 357 injury crashes occurred on Argyle Forest Boulevard. Table 13 provides a summary of the crash severity by year by facility. The locations with the highest crashes are:
Blanding Boulevard at I-295 interchange area – 237 crashes
Blanding Boulevard at Argyle Forest Boulevard – 221 crashes
Blanding Boulevard at Youngerman Circle – 220 crashes
Blanding Boulevard at Collins Road – 173 crashes
Blanding Boulevard at Wells Road – 135 crashes
Argyle Forest Boulevard at Cheswick Oaks Avenue – 69 crashes
Argyle Forest Boulevard at Old Middleburg Road – 58 crashes
Collins Road at Rampart Road – 46 crashes
Argyle Forest Boulevard at Rampart Road – 42 crashes
Argyle Forest Boulevard at Branan Field Chaffee Road – 38 crashes
Argyle Forest Boulevard at Shindler Drive – 37 crashes
Argyle Forest near Spencers Trace Drive – 15 crashes
Argyle Forest Boulevard at Staples Mill Drive – 14 crashes
Figure 6 shows the crashes by location. Figure 7 shows the crash severity. Figure 8 shows the number of crashes at the highest locations.
North Florida Transportation Planning Organization 19Argyle Traffic Study
S.No. Roadway Length (ft.) Length (mi) ADTTotal
Crashes
Crashes PerMVM
FDOT Average (Crashes per MVM)
Ranking Crash Rate
Ranking Total
Crashes
1 SR 21 ‐ Blanding Boulevard 6,336 1.200 70,422 948 6.147 3.197 7 12 Argyle Forest Boulevard 33,792 6.400 27,348 604 1.891 2.600 12 23 Youngerman Circle 5,808 1.100 17,344 283 8.128 3.648 5 44 Parramore Road 2,640 0.500 0 1 ‐ 2.983 ‐ 135 Wells Road* 4,752 0.900 9,957 154 9.416 2.600 2 56 Collins Road 18,480 3.500 14,413 309 3.356 2.983 10 37 Rampart Road 2,640 0.500 10,923 87 8.729 2.600 4 68 Westport Road* 3,168 0.600 2,500 25 9.132 2.983 3 119 Cheswick Oaks Avenue* 1,584 0.300 12,450 72 10.563 2.983 1 710 Shindler Drive* 2,640 0.500 12,300 60 5.346 2.983 9 911 Staples Mill Drive* 4,224 0.800 2,150 23 7.327 2.983 6 1212 Old Middleburg Road 3,168 0.600 10,499 63 5.480 2.983 8 8
13 SR 23 ‐ Branan Field Chaffee Road 3,168 0.600 14,292 43 2.748 2.600 11 10
Traffic count taken from 2009 FDOT Level of Service Report CD and used 1% growth till 2010.Traffic count taken from 2008 FDOT Traffic CD Online and used 1% growth till 2010.Highlighted values represent sections that have crash rate higher than the FDOT Statewide Average Crash Rate values, Year 2009.
* Roadways with no ADT data, NERPM Scenario 1 volume data is used.
Note: 1) Crash Data was reported between the Years 2005 ‐ 2009.2) ADT is calcualted as the weighted average of individual roadways segments along the corridor.
Table 12 ‐ Summary of Crash Data
North Florida Transportation Planning Organization 20Argyle Traffic Study
Road Name Year Fatality Injury PDO Total Crashes
2005 0 91 90 1812006 0 101 74 1752007 3 96 76 1752008 0 110 78 1882009 1 138 90 229Total 4 536 408 9482005 1 43 50 942006 1 72 43 1162007 1 86 48 1352008 0 70 55 1252009 0 86 48 134Total 3 357 244 6042005 0 30 26 562006 0 27 18 452007 0 31 25 562008 0 35 25 602009 0 42 24 66Total 0 165 118 2832005 0 0 0 02006 0 1 0 12007 0 0 0 02008 0 0 0 02009 0 0 0 0Total 0 1 0 12005 0 21 14 352006 0 14 16 302007 0 19 12 312008 0 10 14 242009 0 21 13 34Total 0 85 69 154
2005 0 28 28 562006 0 41 24 652007 1 29 32 622008 0 30 31 612009 0 37 28 65Total 1 165 143 309
2005 0 6 5 112006 0 12 10 222007 0 10 6 162008 0 3 15 182009 0 11 9 20Total 0 42 45 87
2005 0 2 1 32006 0 1 4 52007 1 3 3 72008 0 3 2 52009 0 2 3 5Total 1 11 13 25
Table 13 ‐ Summary of Crash Severity
Collins Road
SR 21(Blanding Boulevard)
Argyle Forest Boulevard
Youngerman Circle
Parramore Road
Wells Road
Rampart Road
Westport Road
North Florida Transportation Planning Organization 21Argyle Traffic Study
Road Name Year Fatality Injury PDO Total Crashes
2005 0 2 3 52006 0 13 7 202007 0 14 8 222008 0 6 6 122009 0 9 4 13Total 0 44 28 72
2005 0 10 7 172006 0 9 4 132007 0 12 2 142008 0 5 3 82009 0 6 2 8Total 0 42 18 60
2005 0 0 2 22006 0 1 2 32007 0 2 3 52008 0 5 4 92009 0 3 1 4Total 0 11 12 23
2005 0 3 2 52006 0 8 6 142007 0 5 5 102008 0 11 4 152009 0 14 5 19Total 0 41 22 63
2005 1 1 1 32006 0 5 2 72007 0 7 4 112008 0 4 6 102009 0 8 4 12Total 1 25 17 43
10 1,525 1,137 2,672Study Area Total
SR 23(Branan Field Chaffee Road)
Cheswick Oak Avenue
Shindler Drive
Staples Mill Drive
Old Middleburg Road
Table 13 ‐ Summary of Crash Severity (continued)
Argyle Forest Boulevard
§̈¦295
Æ%23
Æ%23
Æ%21
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st Boulevard Argyle Forest Boulevard
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ARGYLE TRAFFIC STUDY
Crash Locations - Year 2005-2009
Figure 6
22
Legend
Year - 2005
Year - 2006
Year - 2007
Year - 2008
2009
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Argyle Forest Boulevard
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4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY
Crash Severity - Year 2005-2009
Figure 7
23
Legend
&3 Fatal Crash
&3 Property Damage Only Crash
Major Roadways
Injury Crash&3
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Argyle Forest Boulevard
§̈¦295Æ%23
Æ%23
Æ%21
Æ%21
Argyle Fore
st Boulevard Argyle Forest Boulevard
Argyle Forest Boulevard
Old
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dle
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Ro
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Oa
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Sh
ind
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Collins Road
Collins Road
Collins Road
Ra
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Ra
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Park City Drive
Ric
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oa
d
Wells Road
Bla
nd
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oule
vard
§̈¦295
Ra
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art
Ro
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Youngerman Circle
Staples Mill Drive
Ch
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We
stp
ort
Ro
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§̈¦295
4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY
High Crash Locations - Year 2005-2009
Figure 8
24
38 Crashes in 5 Years
58 Crashes in 5 Years
14 Crashes in 5 Years
37 Crashes in 5 Years
69 Crashes in 5 Years
15 Crashes in 5 Years
21 Crashes in 5 Years
46 Crashes in 5 Years
42 Crashes in 5 Years
12 Crashes in 5 Years
44 Crashes in 5 Years
135 Crashes in 5 Years
220 Crashes in 5 Years
221 Crashes in 5 Years
173 Crashes in 5 Years
237 Crashes in 5 Years
Legend&3 Crashes
Major Roadways
North Florida Transportation Planning OrganizationArgyle Traffic Study
25
6. Future Travel Demand An integral part of this project is to consider the result of shifts in travel patterns that will result from the construction of the I-295 project at Blanding Boulevard and Collins Road. To understand and assess the shift in traffic patterns that will occur, travel demand forecasts were prepared for several alternate scenarios and compared using the Northeast Florida Regional Planning Model (NERPM 4). The following NERPM models were developed:
Base Model (Scenario 1): This model scenario was used to evaluate the performance of the existing NERPM model when compared to traffic counts. The NERPM model base year was 2005 and a 2010 network was created reflecting roadway improvements opened from 2005 to 2010.
No-Build Models: Three No-Build models were developed,
1) No-Build Model 1 (Scenario 2): This model utilizes the Base Model network with no additional improvements to roadways and is modeled using the 2035 Socio-economic data to obtain the No-Build year 2035 AADT on the roadways within the study area.
2) No-Build Model 2 (Scenario 3A): This model is modeled using the 2035 socio-economic data, but includes the below identified roadway improvements as these projects are either in design phase or under construction within the study area and are anticipated to be completed by 2035. These roadway improvement projects are:
a. I-295 Collector-Distributor and Collins Road Interchange. b. Collins Road four-laning from Rampart Road to Shindler Drive. c. Collins Road extension from Shindler Drive to Old Middleburg Road.
3) No-Build Model 3 (Scenario 3B): This model utilizes the same network as No-Build
Model 2 with one additional roadway improvement listed as below. The network uses the year 2035 socio-economic data. This model provides a basis for evaluating the benefits realized by the construction of the Parramore Road extension project.
a. Parramore Road extension from Youngerman Circle to Collins Road
Build Model (Scenario 4): This model scenario includes two new system improvements within the study area listed below. The network uses the year 2035 socio-economic data.
b. Collins Road extension from Old Middleburg Road to Branan Field Chaffee Road. c. Wells Road extension from Blanding Boulevard to Argyle Forest Boulevard.
When comparing the Base Year model to traffic count data, two key screenline locations were chosen – west of Rampart Road and east of Rampart Road. The following table summarizes the comparison between the screenline volumes and count volumes.
North Florida Transportation Planning OrganizationArgyle Traffic Study
26
Table 14. Screenline Comparison of Count and Model Data
West of Rampart Road East of Rampart Road
Count Data (AADT)
Argyle Forest Boulevard 31,320 32,377
Collins Road 7,872 7,683
Total 39,192 40,060
Model Data (AADT)
Argyle Forest Boulevard 23,450 26,100
Collins Road 11,100 15,150
Total 34,550 41,250
% of Count Data 88.15% 102.9%
Since these screenlines model volumes are within 15 percent of the count volumes, the model was deemed acceptable for use for the purposes of comparing traffic shifts between roadways within the study area.
Tables 15 thru 19 provides a summary of the model volumes with Scenario 1 thru Scenario 4. Figures 9 thru 13 shows a comparison of the count data with model volumes at key locations within the study area for these Scenarios.
North Florida Transportation Planning Organization 27Argyle Traffic Study
SegmentNERPM Volume
NERPM Volume
(rounded)
# Lanes in Both
DirectionLength Vehicle
2010 AADT 2010 AADT (Miles) (LOS)
1 Branan Field Chaffee Road to Old Middleburg Road S 16,194 16,200 4 0.8 C
2 Old Middleburg Road to Staples Mill Drive 6,649 6,650 4 1.0 C
3 Staples Mill Drive to Shindler Drive 8,964 8,950 4 0.8 C
4 Shindler Drive to Cheswick Oak Avenue 11,671 11,650 4 0.1 C
5 Cheswick Oak Avenue to Westport Road 17,519 17,500 4 1.1 C
6 Westport Road to Rampart Road 23,448 23,450 4 1.0 D
7 Rampart Road to Youngerman Circle 26,101 26,100 4 0.8 D
8 Youngerman Circle to Blanding Boulevard 24,788 24,800 4 0.8 D
1 Shindler Drive to Westport Road 6,962 6,950 2 1.0 C
2 Westport Road to Rampart Road 11,123 11,100 2 1.0 D
3 Rampart Road to Blanding Boulevard 15,167 15,150 4 1.5 C
1 Wells Road to Argyle Forest Boulevard 112,416 112,400 6 0.4 F
2 Argyle Forest Boulevard to Youngerman Circle 105,768 105,750 8 0.1 F
3 Youngerman Circle to I-295 SB-EB Ramps 94,287 94,300 8 0.1 F
4 I-295 SB-EB Ramps to I-295 NB-WB Ramps 78,864 78,850 8 0.1 F
5 I-295 NB-WB Ramps to Lake Gray Boulevard 63,693 63,700 8 0.2 D
6 Lake Gary Boulevard to Hicks Road 42,908 42,900 6 0.2 D
7 Hicks Road to Collins Road 42,757 42,750 6 0.1 D
1 Argyle Forest Boulevard to Youngerman Court 2,779 2,800 2 0.2 C
2 Youngerman Court to Blanding Boulevard 9,897 9,900 4 0.9 C
5 Rampart Road 1 Argyle Forest Boulevard to Collins Road 20,835 20,850 4 0.5 C
6 Westport Road 1 Argyle Forest Boulevard to Collins Road 2,479 2,500 2 0.6 C
7 Cheswick Oak Avenue 1 Staples Mill Drive to Argyle Forest Boulevard 12,428 12,450 2 0.3 D
8 Shindler Drive 1 Argyle Forest Boulevard to Collins Road 12,288 12,300 2 0.5 D
9 Staples Mill Drive 1 Argyle Forest Boulevard to Cheswick Oak Avenue 2,161 2,150 2 0.8 C
10 Old Middleburg Road S 1 North of Argyle Forest Boulevard 10,312 10,300 2 - D
11 Branan Field Chaffee Road 1 North of Argyle Forest Boulevard 22,907 22,900 4 - C
Table 15 - NERPM Model Volumes - Base Model (Scenario 1)
4 Youngerman Circle
Roadway S.No.
RoadwaySegment
S. No.
1 Argyle Forest Boulevard
2 Collins Road
3 Blanding Boulevard
Argyle Forest Boulevard
§̈¦295Æ%23
Æ%23
Æ%21
Æ%21
Argyle Fore
st Boulevard
Argyle Forest Boulevard
Argyle Forest Boulevard
Old
Mid
dle
burg
Ro
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S
Oa
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Villa
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ark
way
Bra
na
n F
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Ch
aff
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Ro
ad
Sh
ind
ler
Dri
ve
Sh
ind
ler
Dri
ve
Collins Road
Collins Road
Collins Road
Ra
mp
art
Ro
ad
Ra
mp
art
Ro
ad
Park City Drive
Ric
ke
r R
oa
d
Wells Road
Bla
nd
ing B
oule
vard
§̈¦295
Ra
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art
Ro
ad
Youngerman Circle
Staples Mill Drive
Ch
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Oa
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nu
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We
stp
ort
Ro
ad
Legend
Major Roadways
§̈¦295
4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY
NERPM Model Volumes - Base Model (Scenario 1)
Figure 9
28
11,1006,950
17,500
8,950
11,650
6,650
12,3002,500 20,850
16,200
22,900
10,300
2,150
23,450
26,100
15,150
24,800
2,800
42,850
105,750
112,40012,450
15,150
9,900
North Florida Transportation Planning Organization 29Argyle Traffic Study
SegmentNERPM Volume
NERPM Volume
(rounded)
# Lanes in Both
DirectionLength Vehicle
2035 AADT 2035 AADT (Miles) (LOS)
1 Branan Field Chaffee Road to Old Middleburg Road S 37,521 37,500 4 0.8 F
2 Old Middleburg Road to Staples Mill Drive 28,470 28,450 4 1.0 D
3 Staples Mill Drive to Shindler Drive 26,821 26,800 4 0.8 D
4 Shindler Drive to Cheswick Oak Avenue 23,271 23,250 4 0.1 D
5 Cheswick Oak Avenue to Westport Road 43,226 43,250 4 1.1 F
6 Westport Road to Rampart Road 46,915 46,900 4 1.0 F
7 Rampart Road to Youngerman Circle 44,242 44,250 4 0.8 F
8 Youngerman Circle to Blanding Boulevard 37,596 37,600 4 0.8 F
1 Shindler Drive to Westport Road 15,023 15,000 2 1.0 F
2 Westport Road to Rampart Road 22,555 22,550 2 1.0 F
3 Rampart Road to Blanding Boulevard 27,970 27,950 4 1.5 D
1 Wells Road to Argyle Forest Boulevard 145,977 146,000 6 0.4 F
2 Argyle Forest Boulevard to Youngerman Circle 119,978 120,000 8 0.1 F
3 Youngerman Circle to I-295 SB-EB Ramps 110,691 110,700 8 0.1 F
4 I-295 SB-EB Ramps to I-295 NB-WB Ramps 93,469 93,450 8 0.1 F
5 I-295 NB-WB Ramps to Lake Gray Boulevard 75,655 75,650 8 0.2 F
6 Lake Gary Boulevard to Hicks Road 50,716 50,700 6 0.2 E
7 Hicks Road to Collins Road 50,737 50,750 6 0.1 E
1 Argyle Forest Boulevard to Youngerman Court 8,637 8,650 2 0.2 C
2 Youngerman Court to Blanding Boulevard 16,266 16,250 4 0.9 C
5 Rampart Road 1 Argyle Forest Boulevard to Collins Road 31,170 31,150 4 0.5 E
6 Westport Road 1 Argyle Forest Boulevard to Collins Road 9,868 9,850 2 0.6 D
7 Cheswick Oak Avenue 1 Staples Mill Drive to Argyle Forest Boulevard 26,658 26,650 2 0.3 F
8 Shindler Drive 1 Argyle Forest Boulevard to Collins Road 19,437 19,450 2 0.5 F
9 Staples Mill Drive 1 Argyle Forest Boulevard to Cheswick Oak Avenue 17,708 17,700 2 0.8 F
10 Old Middleburg Road S 1 North of Argyle Forest Boulevard 14,524 14,500 2 - E
11 Branan Field Chaffee Road 1 North of Argyle Forest Boulevard 60,338 60,350 4 - F
2 Collins Road
3 Blanding Boulevard
4 Youngerman Circle
Roadway S.No.
RoadwaySegment
S. No.
1 Argyle Forest Boulevard
Table 16 - NERPM Model Volumes - No-Build Model 1 (Scenario 2)
Argyle Forest Boulevard
§̈¦295Æ%23
Æ%23
Æ%21
Æ%21
Argyle Fore
st Boulevard
Argyle Forest Boulevard
Argyle Forest Boulevard
Old
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Ro
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S
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Sh
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Dri
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Collins Road
Collins Road
Collins Road
Ra
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Ro
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Ra
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Ro
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Park City Drive
Ric
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oa
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Wells Road
Bla
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oule
vard
§̈¦295
Ra
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Ro
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Youngerman Circle
Staples Mill Drive
Ch
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Legend
Major Roadways
§̈¦295
4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY
NERPM Model Volumes - No-Build Model 1 (Scenario 2)
Figure 10
30
22,55015,000
43,250
26,800
23,250
28,450
19,450
9,85031,150
37,500
60,350
14,500
17,700
46,900
44,250
27,950
37,600
8,650
50,750
120,000
146,000
26,650
27,950
16,250
North Florida Transportation Planning Organization 31Argyle Traffic Study
SegmentNERPM Volume
NERPM Volume
(rounded)
# Lanes in Both
DirectionLength Vehicle
2035 AADT 2035 AADT (Miles) (LOS)
1 Branan Field Chaffee Road to Old Middleburg Road S 51,959 51,950 4 0.8 F
2 Old Middleburg Road to Staples Mill Drive 10,559 10,550 4 1.0 C
3 Staples Mill Drive to Shindler Drive 18,298 18,300 4 0.8 C
4 Shindler Drive to Cheswick Oak Avenue 9,570 9,550 4 0.1 C
5 Cheswick Oak Avenue to Westport Road 29,897 29,900 4 1.1 E
6 Westport Road to Rampart Road 34,017 34,000 4 1.0 F
7 Rampart Road to Youngerman Circle 26,260 26,250 4 0.8 D
8 Youngerman Circle to Blanding Boulevard 24,254 24,250 4 0.8 D
1 Old Middleburg Road S to Shindler Drive 7,201 7,200 2 1.5 C
2 Shindler Drive to Westport Road 31,457 31,450 4 1.0 E
3 Westport Road to Rampart Road 37,203 37,200 4 1.0 F
4 Rampart Road to I-295 SB-EB Ramps 47,892 47,900 4 0.6 F
5 I-295 SB-EB Ramps to I-295 NB-WB Ramps 40,217 40,200 4 0.1 F
6 I-295 NB-WB Ramps to Blanding Boulevard 29,908 29,900 4 0.9 E
1 Wells Road to Argyle Forest Boulevard 127,623 127,600 8 0.4 F
2 Argyle Forest Boulevard to Youngerman Circle 115,165 115,150 8 0.1 F
3 Youngerman Circle to I-295 SB-EB Ramps 106,688 106,700 8 0.1 F
4 I-295 SB-EB Ramps to I-295 NB-WB Ramps 86,773 86,750 8 0.1 F
5 I-295 NB-WB Ramps to Lake Gray Boulevard 65,966 65,950 8 0.2 D
6 Lake Gary Boulevard to Hicks Road 42,656 42,650 6 0.2 D
7 Hicks Road to Collins Road 42,964 42,950 6 0.1 D
1 Argyle Forest Boulevard to Youngerman Court 6,194 6,200 2 0.2 C
2 Youngerman Court to Blanding Boulevard 10,492 10,500 4 0.9 C
5 Rampart Road 1 Argyle Forest Boulevard to Collins Road 30,312 30,300 4 0.5 E
6 Westport Road 1 Argyle Forest Boulevard to Collins Road 12,182 12,200 2 0.6 D
7 Cheswick Oak Avenue 1 Staples Mill Drive to Argyle Forest Boulevard 21,368 21,350 2 0.3 F
8 Shindler Drive 1 Argyle Forest Boulevard to Collins Road 19,853 19,850 2 0.5 F
9 Staples Mill Drive 1 Argyle Forest Boulevard to Cheswick Oak Avenue 9,115 9,100 2 0.8 C
10 Old Middleburg Road S 1 Argyle Forest Boulevard to Collins Road 43,695 43,700 4 0.6 F
11 Branan Field Chaffee Road 1 Argyle Forest Boulevard to Collins Road 52,653 52,650 6 0.6 E
Note:New Roadway Link
2 Collins Road
3 Blanding Boulevard
4 Youngerman Circle
Roadway S.No.
RoadwaySegment
S. No.
1 Argyle Forest Boulevard
Table 17 - NERPM Model Volumes - No-Build Model 2 (Scenario 3A)
Argyle Forest Boulevard
§̈¦295Æ%23
Æ%23
Æ%21
Æ%21
Argyle Fore
st Boulevard
Argyle Forest Boulevard
Argyle Forest Boulevard
Old
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Ro
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S
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Bra
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Ch
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Sh
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Dri
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Sh
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Dri
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Collins Road
Collins Road
Collins Road
Ra
mp
art
Ro
ad
Ra
mp
art
Ro
ad
Park City Drive
Ric
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oa
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Wells Road
Bla
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ing B
oule
vard
§̈¦295
Ra
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art
Ro
ad
Youngerman Circle
Staples Mill Drive
Ch
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nu
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We
stp
ort
Ro
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Legend
Major RoadwaysProposed Improvements
§̈¦295
4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY
NERPM Model Volumes - No-Build Model 2 (Scenario 3A)
Figure 11
32
37,20031,450
29,900
18,300
9,550
10,550
19,85012,200 30,300
51,950
52,650
43,700
9,100
34,000
26,250
29,900
24,250
6,200
42,800
115,150
127,60021,350
7,200
10,500
47,900
40,200
North Florida Transportation Planning Organization 33Argyle Traffic Study
SegmentNERPM Volume
NERPM Volume
(rounded)
# Lanes in Both
DirectionLength Vehicle
2035 AADT 2035 AADT (Miles) (LOS)
1 Branan Field Chaffee Road to Old Middleburg Road S 51,689 51,700 4 0.8 F
2 Old Middleburg Road to Staples Mill Drive 10,305 10,300 4 1.0 C
3 Staples Mill Drive to Shindler Drive 17,356 17,350 4 0.8 C
4 Shindler Drive to Cheswick Oak Avenue 10,276 10,300 4 0.1 C
5 Cheswick Oak Avenue to Westport Road 30,621 30,600 4 1.1 E
6 Westport Road to Rampart Road 34,873 34,850 4 1.0 F
7 Rampart Road to Youngerman Circle 24,821 24,800 4 0.8 D
8 Youngerman Circle to Blanding Boulevard 24,135 24,150 4 0.8 D
1 Old Middleburg Road S to Shindler Drive 7,387 7,400 2 1.5 C
2 Shindler Drive to Westport Road 29,753 29,750 4 1.0 D
3 Westport Road to Rampart Road 35,639 35,650 4 1.0 F
4 Rampart Road to Parramore Road 43,344 43,350 4 0.5 F
5 Parramore Road to I-295 SB-EB Ramps 56,253 56,250 4 0.1 F
6 I-295 SB-EB Ramps to I-295 NB-WB Ramps 41,712 41,700 4 0.1 F
7 I-295 NB-WB Ramps to Blanding Boulevard 27,020 27,000 4 0.9 D
1 Wells Road to Argyle Forest Boulevard 127,568 127,550 8 0.4 F
2 Argyle Forest Boulevard to Youngerman Circle 116,315 116,300 8 0.1 F
3 Youngerman Circle to I-295 SB-EB Ramps 102,435 102,450 8 0.1 F
4 I-295 SB-EB Ramps to I-295 NB-WB Ramps 83,853 83,850 8 0.1 F
5 I-295 NB-WB Ramps to Lake Gray Boulevard 62,915 62,900 8 0.2 D
6 Lake Gary Boulevard to Hicks Road 39,773 39,750 6 0.2 D
7 Hicks Road to Collins Road 40,132 40,150 6 0.1 D
1 Argyle Forest Boulevard to Youngerman Court 7,345 7,350 2 0.2 C
2 Youngerman Court to Blanding Boulevard 9,432 9,450 4 0.9 C
5 Parramore Road 1 Collins Road to Youngerman Circle 11,662 11,650 2 0.8 D
6 Rampart Road 1 Argyle Forest Boulevard to Collins Road 28,498 28,500 4 0.5 D
7 Westport Road 1 Argyle Forest Boulevard to Collins Road 11,386 11,400 2 0.6 D
8 Cheswick Oak Avenue 1 Staples Mill Drive to Argyle Forest Boulevard 22,153 22,150 2 0.3 F
9 Shindler Drive 1 Argyle Forest Boulevard to Collins Road 18,624 18,600 2 0.5 F
10 Staples Mill Drive 1 Argyle Forest Boulevard to Cheswick Oak Avenue 8,621 8,600 2 0.8 C
11 Old Middleburg Road S 1 Argyle Forest Boulevard to Collins Road 43,737 43,750 4 0.6 F
12 Branan Field Chaffee Road 1 Argyle Forest Boulevard to Collins Road 51,660 51,650 6 0.6 E
Note:New Roadway Link
Scenario 3B is same as Scenario 3A with the Parramore Road Connection added into the network
3 Blanding Boulevard
4 Youngerman Circle
Roadway S.No.
RoadwaySegment
S. No.
Table 18 - NERPM Model Volumes - No-Build Model 3 (Scenario 3B)
1 Argyle Forest Boulevard
2 Collins Road
Argyle Forest Boulevard
§̈¦295Æ%23
Æ%23
Æ%21
Æ%21
Argyle Fore
st Boulevard
Argyle Forest Boulevard
Argyle Forest Boulevard
Old
Mid
dle
burg
Ro
ad
S
Oa
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Villa
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ark
way
Bra
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ield
Ch
aff
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Ro
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Sh
ind
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Dri
ve
Sh
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ler
Dri
ve
Collins Road
Collins Road
Collins Road
Ra
mp
art
Ro
ad
Ra
mp
art
Ro
ad
Park City Drive
Ric
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oa
d
Wells Road
Bla
nd
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oule
vard
§̈¦295
Ra
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art
Ro
ad
Youngerman Circle
Staples Mill Drive
Ch
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Oa
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nu
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We
stp
ort
Ro
ad
Legend
Major RoadwaysProposed Improvements
§̈¦295
4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY
NERPM Model Volumes - No-Build Model 3 (Scenario 3B)
Figure 12
34
35,65029,750
30,600
17,350
10,300
10,300
18,60011,400
28,500
51,700
51,650
43,750
8,600
34,850
24,800
27,000
24,150
7,350
39,950
116,300
127,55022,150
7,400
11,650
9,450
43,350
Parr
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North Florida Transportation Planning Organization 35Argyle Traffic Study
SegmentNERPM Volume
NERPM Volume
(rounded)
# Lanes in Both
DirectionLength Vehicle
2035 AADT 2035 AADT (Miles) (LOS)
1 Branan Field Chaffee Road to Old Middleburg Road S 44,383 44,400 4 0.8 F
2 Old Middleburg Road to Staples Mill Drive 10,237 10,250 4 1.0 C
3 Staples Mill Drive to Shindler Drive 16,249 16,250 4 0.8 C
4 Shindler Drive to Cheswick Oak Avenue 14,698 14,700 4 0.1 C
5 Cheswick Oak Avenue to Westport Road 30,790 30,800 4 1.1 E
6 Westport Road to Rampart Road 36,256 36,250 4 1.0 F
7 Rampart Road to Youngerman Circle 31,413 31,400 4 0.8 E
8 Youngerman Circle to Well Road Extension 45,427 45,450 4 0.4 F
9 Wells Road Extension to Blanding Boulevard 13,584 13,600 4 0.4 C
1 Branan Field Chaffee Road to Old Middleburg Road S 19,371 19,350 2 1.0 F
2 Old Middleburg Road S to Shindler Drive 11,203 11,200 2 1.5 D
3 Shindler Drive to Westport Road 31,918 31,900 4 1.0 F
4 Westport Road to Rampart Road 37,831 37,850 4 1.0 F
5 Rampart Road to Parramore Road 42,705 42,700 4 0.5 F
6 Parramore Road to I-295 SB-EB Ramps 61,037 61,050 4 0.1 F
7 I-295 SB-EB Ramps to I-295 NB-WB Ramps 45,373 45,350 4 0.1 F
8 I-295 NB-WB Ramps to Blanding Boulevard 26,811 26,800 4 0.9 D
1 Wells Road to Argyle Forest Boulevard 100,090 100,100 8 0.4 F
2 Argyle Forest Boulevard to Youngerman Circle 118,828 118,850 8 0.1 F
3 Youngerman Circle to I-295 SB-EB Ramps 106,427 106,450 8 0.1 F
4 I-295 SB-EB Ramps to I-295 NB-WB Ramps 86,464 86,450 8 0.1 F
5 I-295 NB-WB Ramps to Lake Gray Boulevard 64,487 64,500 8 0.2 D
6 Lake Gary Boulevard to Hicks Road 42,067 42,050 6 0.2 D
7 Hicks Road to Collins Road 42,348 42,350 6 0.1 D
4 Wells Road Extension 1 Wells Road to Argyle Forest Boulevard 52,675 52,700 4 0.4 F
1 Argyle Forest Boulevard to Youngerman Court 14,793 14,800 2 0.2 F
2 Youngerman Court to Blanding Boulevard 5,106 5,100 4 0.9 C
6 Parramore Road 1 Collins Road to Youngerman Circle 17,679 17,700 2 0.8 F
7 Rampart Road 1 Argyle Forest Boulevard to Collins Road 28,796 28,800 4 0.5 D
8 Westport Road 1 Argyle Forest Boulevard to Collins Road 12,010 12,000 2 0.6 D
9 Cheswick Oak Avenue 1 Staples Mill Drive to Argyle Forest Boulevard 21,218 21,200 2 0.3 F
10 Shindler Drive 1 Argyle Forest Boulevard to Collins Road 16,946 16,950 2 0.5 F
11 Staples Mill Drive 1 Argyle Forest Boulevard to Cheswick Oak Avenue 7,212 7,200 2 0.8 C
12 Old Middleburg Road S 1 Argyle Forest Boulevard to Collins Road 35,132 35,150 4 0.6 F
13 Branan Field Chaffee Road 1 Argyle Forest Boulevard to Collins Road 65,466 65,450 6 0.6 F
Note:New Roadway Link
Roadway S.No.
RoadwaySegment
S. No.
1 Argyle Forest Boulevard
Table 19 - NERPM Model Volumes - Build Model (Scenario 4)
2 Collins Road
3 Blanding Boulevard
5 Youngerman Circle
Argyle Forest Boulevard
§̈¦295Æ%23
Æ%23
Æ%21
Æ%21
Argyle Fore
st Boulevard
Argyle Forest Boulevard
Argyle Forest Boulevard
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Collins Road
Collins Road
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Legend
Major RoadwaysProposed Improvements
§̈¦295
4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY
NERPM Model Volumes - Build Model (Scenario 4)
Figure 13
36
37,85031,900
30,800
16,250
14,700
10,250
16,95012,000
28,800
44,400
65,450
35,150
7,200
36,250
31,400
26,800
45,450
14,800
42,200
118,850
100,100
21,200
11,200
17,700
5,100
42,700
19,350
13,600
52,700
Parr
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61,05045,350
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The NERPM model performed reasonably when compared to the traffic counts (variation less than 25 percent) for the local roadway network in the study area.
The NERPM model is over estimating the demand for north-south travel on Blanding Boulevard when compared to traffic counts. For example, the segment of Blanding Boulevard between Wells Road and Argyle Forest Boulevard the model estimates 112,400 vehicles per day from the model versus 86,860 vehicles per day for the count by FDOT at the same location. However, since this study will focus primarily on the change that occurs as a result of other improvements to traffic on Blanding Boulevard, the model was deemed acceptable for use in this study. Figure 14 thru 16 shows the variation in traffic volumes between various Scenarios considered for this project.
In addition to comparing the volume shifts that occur with each model scenario, the system measures of effectiveness were also compared as summarized in Table 20.
Table 20. Comparison of 2035 Model Scenarios
2035 Scenario Description Total VMT Total VHT
Average Speed (MPH)
Scenario 2 No-Build Model 1
63,321,924
2,807,781
27.57 Scenario 3A No-Build Model 2 68,526,872 2,310,855 31.90 Scenario 3B No-Build Model 3 68,595,464 2,315,155 31.89 Scenario 4 Build Model 68,547,400 2,301,286 31.90
When comparing the No Build scenarios with and without Parramore Road (3B and 3A), the benefits of building Parramore Road are realized through a reduction in the amount of travel in the network, savings in the total travel time and an improvement in the average speed of travel in the network.
When comparing the No Build scenario 2 with the No Build scenario 3B that includes committed improvements to the network, the total amount of travel in the network increases with increased mobility from the improvements and the amount of delay in the network declines, but the average speed increases.
When comparing the Build Scenario that includes construction of the Wells Road and Collins Road extension with the No Build scenario 2, these improvements are justified in terms of savings in the amount of travel, reduction in the amount of travel time, and an improvement in the average speed of travel in the network.
Argyle Forest Boulevard
§̈¦295Æ%23
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Æ%21
Æ%21
Argyle Fore
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Argyle Forest Boulevard
Argyle Forest Boulevard
Old
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Collins Road
Collins Road
Collins Road
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Park City Drive
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Wells Road
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Youngerman Circle
Staples Mill Drive
Ch
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4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY NERPM Model Volumes - Shift in Traffic Between the No-Build Model 1 and No-Build Model 3
(With and Without I-295/Collins Road Interchange)
Figure 14
38
Parramore Road
Legend
Proposed ImprovementsMajor Roadways
Decrease in Volume
Increase in Volume
Volume Difference Range
>-20,000
-20,000 to -10,000
-10,000 to -5,000
-5,000 to -3,000-3,000 to -1,500-1,500 to 00 to 1,5001,500 to 3,0003,000 to 5,000
5,000 to 10,000
10,000 to 20,000
>20,000
Argyle Forest Boulevard
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Æ%23
Æ%21
Æ%21
Argyle Fore
st Boulevard
Argyle Forest Boulevard
Argyle Forest Boulevard
Old
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Collins Road
Collins Road
Collins Road
Ra
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Park City Drive
Ric
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Wells Road
Bla
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Youngerman Circle
Staples Mill Drive
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§̈¦295
4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY NERPM Model Volumes - Shift in Traffic Between the No-Build Model 2 & No-Build Model 3
(With and Without Parramore Road)
Figure 15
39
Legend
Proposed ImprovementsMajor Roadways
Decrease in Volume
Increase in Volume
Volume Difference Range
>-20,000
-20,000 to -10,000
-10,000 to -5,000
-5,000 to -3,000-3,000 to -1,500-1,500 to 00 to 1,5001,500 to 3,0003,000 to 5,000
5,000 to 10,000
10,000 to 20,000
>20,000
Argyle Forest Boulevard
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Æ%23
Æ%21
Æ%21
Argyle Fore
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Argyle Forest Boulevard
Argyle Forest Boulevard
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Collins Road
Collins Road
Collins Road
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Wells Road
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Youngerman Circle
Staples Mill Drive
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4 0 500 1,000 1,500
Feet
ARGYLE TRAFFIC STUDY NERPM Model Volumes - Shift in Traffic Between the Build Model & No-Build Model 3
(With and Without Wells Road & Branan Field Chaffee Interchange)
Figure 16
40
Parramore Road
Legend
Proposed ImprovementsMajor Roadways
Decrease in Volume
Increase in Volume
Volume Difference Range
>-20,000
-20,000 to -10,000
-10,000 to -5,000
-5,000 to -3,000-3,000 to -1,500-1,500 to 00 to 1,5001,500 to 3,0003,000 to 5,000
5,000 to 10,000
10,000 to 20,000
>20,000
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7. Summary of Needs Through the analysis of the existing traffic operations and safety conditions for this project, the following needs and deficiencies were identified:
Blanding Boulevard and Argyle Forest Boulevard are highly congested roadways with LOS below the existing standard. Significant crash histories were also observed at key locations. Other connecting roadways are significantly impacted by the congestion on these roadways as a result of queue spillback that forms during congested periods such that the LOS alone does not fully capture the operational deficiencies in the area.
The pedestrian and bicycle QOS within the study area are deficient on several facilities. As part of providing a total mobility approach within this community, additional improvements to enhance multimodal transportation options should be considered. These improvements will also support the planned expansion of transit services within the area on Blanding Boulevard.
Most of the major facilities within the study area experience crash rates above the statewide average for the facility type and area type. Factors that contribute to these deficiencies include poor operating conditions and significant queue spillback from one intersection location to the next. This congestion results in conditions that frustrate drivers who in response drive more aggressively than in other conditions.
8. New Capacity Alternatives When future conditions are analyzed with the proposed improvements to I-295 to construct a collector-distributor road and new interchange at Collins Road are considered, significant shifts in traffic occur that provide some congestion relief to Blanding Boulevard and Argyle Forest Boulevard, but also create additional deficiencies above the projects currently planned or under consideration. The proposed improvements include:
Widen Argyle Forest Boulevard between SR 23 (Branan Field/Chaffee) and Old Middleburg Road from four to six lanes
Widen Old Middleburg Road between Argyle Forest Boulevard and Collins Road from four to six lanes
Widen Argyle Forest Boulevard from Cheswick Oaks Avenue to SR 21 (Blanding Blvd) from four to six lanes
Widen Youngerman Circle from four to six lanes
Extend Collins Road from Old Middleburg Road to SR 23 as a four-lane facility
Extend Wells Road from Blanding Boulevard to Argyle Forest Boulevard as a four-lane facility
Table 21 summarizes the costs of the recommended capacity improvements for additional consideration and supporting information is provided in Appendix D. These improvements are shown on Figure 17. Figure 18 shows the total future network if these improvements and other planned improvements are implemented. The known environmental features that may are involved with each concept alternative are also shown on Figure 18.
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Table 21. Summary of Recommended Capacity Improvement Costs Argyle Forest Between SR 23 (Branan Field Chaffee Road) and Old Middleburg Road
Construction $ 8,616,413.35 Engineering at 10% of Construction $ 861,641.33 CEI at 10% of Construction $ 861,641.33 Right of Way $ 1,723,282.67 Total Project Costs: $ 12,062,978.68
Old Middleburg Road between Argyle Forest Boulevard and Collins Road Construction $ 4,639,607.19 Engineering at 10% of Construction $ 463,960.72 CEI at 10% of Construction $ 463,960.72 Right of Way $ 927,921.44 Total Project Costs: $ 6,495,450.06
Argyle Forest from Cheswick Oaks Avenue to SR 21 (Blanding Blvd) Construction $ 33,316,190.36 Engineering at 10% of Construction $ 3,331,619.04 CEI at 10% of Construction $ 3,331,619.04 Right of Way $ 6,663,238.07 Total Project Costs: $ 46,642,666.50
Wells Road Extension Construction $ 21,101,148.75 Engineering at 10% of Construction $ 2,110,114.88 CEI at 10% of Construction $ 2,110,114.88 Right of Way $ 11,518,000.00 Total Project Costs: $ 36,839,378.50
Youngerman Circle Construction $ 2,938,314.33 Engineering at 10% of Construction $ 293,831.43 CEI at 10% of Construction $ 293,831.43 Right of Way $ 587,662.87 Total Project Costs: $ 4,113,640.06
Collins Road extension from Old Middleburg Road to SR 23 (Branan Field Chaffee Road) Construction $ 11,825,659.82 Engineering at 10% of Construction $ 1,182,565.98 CEI at 10% of Construction $ 1,182,565.98 Right of Way $ 4,730,263.93 Total Project Costs: $ 18,921,055.70
Interchange at Collins Road Extension with SR 23 (Branan Field Chaffee Road) Construction $ 32,477,193.18 Engineering at 10% of Construction $ 3,247,719.32 CEI at 10% of Construction $ 3,247,719.32 Right of Way $ 3,247,719.32 Total Project Costs: $ 45,468,070.46
The total estimated cost of these improvements is $170.6 million.
Argyle Forest Boulevard
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Æ%21
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Argyle Forest Boulevard
Argyle Forest Boulevard
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Collins Road
Collins Road
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Park City Drive
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Staples Mill Drive
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4 0 500 1,000 1,500
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ARGYLE TRAFFIC STUDY
Environmental Features Screening Map
Figure 19
45
Parramore Road
Legend
Proposed ImprovementsMajor RoadwaysArcheaeological Features
") Historical structures
Brown Fields
# Contamination Sites
A -Special flood hazard area inundated by 100-year floodAE-Special flood hazard area inundated by 100-year flood
Wetlands
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9. Short-Term Safety and Operational Alternatives Several operational and safety strategies were evaluated. These included roadway improvements, traffic signal system improvements, changes in traffic signal timings and patterns at individual signals, and construction of new signals.
9.1 Roadway Improvements
Each of the major intersections within the study were evaluated based on field review and review of proposed plans to determine if there were roadway design or other physical features that may be contributing factors to the crash history. Based on these cursory reviews, there were no significant deficiencies in the design when compared to existing standards.
However, based on a site visit and a review of aerial photography, there were some potential intrusions of landscaping and fencing into the intersection sight triangles at several of the intersections. Sight triangle diagrams were developed and analyzed and are included in Appendix E. Based on this analysis, the following improvements are recommended:
Argyle Forest Boulevard at Branan Field Chaffee Road – remove landscaping in medians on Argyle Forest Boulevard on both approaches to the intersection.
Argyle Forest Boulevard at Old Middleburg Road –remove landscaping in median on Argyle Forest Boulevard east approach to the intersection.
Argyle Forest Boulevard at Staples Mill Drive – remove landscaping in median on Argyle Forest Boulevard east approach to the intersection.
Argyle Forest Boulevard at Shindler Drive – remove landscaping in median on Argyle Forest Boulevard east approach to the intersection.
Argyle Forest Boulevard at Cheswick Oaks Avenue – remove landscaping in median on Argyle Forest Boulevard east approach to the intersection.
Argyle Forest Boulevard at Spencer Trace Drive – remove landscaping in median on Argyle Forest Boulevard on both approaches to the intersection.
Argyle Forest Boulevard at Rampart Road – Property owner fences intrude into the sight triangle on the east approach. Additional right of way should be acquired or right-turns on red should be prohibited. In addition the signal cabinet in the southwest quadrant of the intersection may need to be relocated to a location outside of the sight triangle.
Collins Road at Blanding Boulevard – remove landscaping on west approach of Collins Road between the existing sidewalk and back of curb.
Collins Road at Rampart Road - Property owner fences intrude into the sight triangle on three approaches. Additional right of way should be acquired or right-turns on red should be prohibited.
The estimated costs for removing the landscaping at each intersection is $5,000 per intersection or $35,000 total.
Since acquiring right of way at this time is not recommended, the traffic signal heads and timing at the two intersections with physical intrusions in the sight triangle should be
North Florida Transportation Planning OrganizationArgyle Traffic Study
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considered. The estimated cost for these signalization improvements is $15,000 at each intersection, or $30,000 total.
Based on data collected in Florida on other locations, these improvements to enhance sight distance at the intersections could result in a 24% reduction in crashes within the intersections for the movements enhanced.
9.2 Arterial Traffic Management System Improvements
Recently the City of Jacksonville installed new traffic signal controllers on Argyle Forest Boulevard that have improved traffic operations. However, these signals are currently not interconnected and a fiber optic network and coordinated traffic signal system should be considered for the following roadways:
Argyle Forest
Collins Road
Rampart Road
Youngerman Circle
The estimated costs for deployment of a fiber optic network to interconnect these signals is $300,000.
This coordinated signal system can be linked to the interconnect fiber on Blanding Boulevard. Based on other studies performed in Florida, this improvement could result in a 52% reduction in fatal crashes at these intersections.
9.3 Traffic Signal Modifications
In addition to connecting and coordinating the operations of the traffic signal system within the area, modifications to traffic signal timing phases at five signalized intersections were analyzed:
Argyle Forest Boulevard and Branan Field Chaffee Road
Argyle Forest Boulevard and Old Middleburg Road
Argyle Forest Boulevard and Shindler Drive
Argyle Forest Boulevard and Rampart Road
Collins Road and Rampart Road
The alternatives evaluated include eliminating permitted left turn movements from the signal phasing and re-balancing delays to achieve acceptable LOS. In order to achieve this, a protected left turn warrant analysis was performed to justify eliminating the permitted or permitted-protected left turn movements. The criteria for warrants for protected left turn phasing were derived from the following:
ITE Traffic Control Devices Handbook (sec. 4c-1)
o Greater than four crashes in one year associated one permitted left-turn movement
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o Greater than six crashes in two years associated with one permitted left-turn movement
o Greater than six crashes associated with permitted left-turns in either direction in one year.
ITE Traffic Engineering Handbook, pg. 295 'Left-turn Signal phasing
o The ''Left Turning Delay'' is 2.9 vehicle hours which is greater than 2 vehicle hours, the minimum for protected only phasing.
ITE Traffic Control Devices Handbook (sec. 4c-1)
o The demand for permitted left turns is greater than 50 vehicles per hour.
ITE Traffic Control Devices Handbook (sec. 4c-1).
o The average delay for permitted left turns is greater than 35 seconds.
ITE Traffic Engineering Handbook, pg. 295 'Left-turn Signal phasing'.
o The product of left turn movements and conflicting through movements is greater than 100,000 vehicles per day
Table 22 summarizes the results of the protected left turn warrant analysis.
Table 22. Protected Left Turn Warrant Analysis
Signalized Intersection Left Turn Movements
Number of Warrants
Met
Protected Left Turn
Movement Warranted?
Argyle Forest Boulevard at Branan Field Chaffee Road
Southbound 5 of 5 Yes Northbound 5 of 5 Yes
Argyle Forest Boulevard at Old Middleburg Road
Westbound 2 of 5 No Eastbound 3 of 5 Yes
Southbound 4 of 5 Yes Northbound 3 of 5 Yes
Argyle Forest Boulevard at Schindler Drive Eastbound 4 of 5 Yes Argyle Forest Boulevard at Rampart Road Westbound 1 of 5 No Eastbound 4 of 5 Yes Collins Road at Rampart Road Southbound 4 of 5 Yes Bold and Italics: Protected left turn movement not warranted
The protected left turn warrant analysis summary illustrated in Table 22 shows that the majority of permitted or permitted-protected left turn movements are warranted to be protected. Although the warrants were not met for the two left turn movements, they were analyzed as protected left turn movements to correspond to the opposing protected left turn movements. This change caused marginal to no effect in the signal operational analysis results. The results of the protected left turn warrant analysis are provided in Appendix F.
Table 23 compares the LOS before and after the safety improvements made to the signalized intersections. The results of the signalized intersection analysis in the after condition showed
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marginal to no effect on the level of service compared to the before condition. The SYNCHRO results of the after condition operational analysis is provided in Appendix F.
Table 23. Level of Service Changes Before and After Safety Improvements Signalized
Intersection Safety Improvements AM LOS PM LOS
Before After Before After
Argyle Forest Boulevard at Branan Field Chaffee Road
1. Southbound and northbound left turn movement protected
D E D F 2. Southbound and northbound right turn movement protected
Argyle Forest Boulevard at Old Middleburg Road
1. All four directions left turn movements protected
D D D E 2. All four directions right turn movements protected
Argyle Forest Boulevard at Shindler Drive
1. Eastbound left turn movement protected C D D D 2. Southbound left and right turn movement
protected
Argyle Forest Boulevard at Rampart Road
1. All four directions left turn movements protected
C D D E 2. All four directions right turn movements protected
Collins Road at Rampart Road
1. Southbound and northbound left turn movement protected D D D E 2. Northbound right turn movement protected
Bold and Italics: LOS deterioration
In addition to evaluating modifications to the existing signals to improve safety, signal warrant analyses was performed at Argyle Forest Boulevard and Staple Mills Drive (warranted based on 5 of 8 criteria) and Argyle Forest Boulevard at Spencer Trace Drive which does not warrant a signal at this time. The signal warrant analyses are provided in Appendix F.
The estimated cost for these signalization improvements is $15,000 at each intersection or $75,000 total.
Based on data collected in Florida at similar locations, these improvements to restrict permitted left-turns at the intersections could result in a 26% reduction in crashes within the intersections for crashes associated with the left-turn movements.
9.4 Targeted Enforcement
Implementing additional enforcement within an area that experiences high crash rates is an effective measure in reducing the severity and frequency of crashes. National Cooperative Highway Research (NCHRP) Project 500, Guidance for Implementation of the AASHTO Strategic Highway Safety Plan provides the following guidance.
Studies report the reduction of traffic law violations when enforcement is used (Traffic Engineering Handbook [Pline, 1999]). Traffic law enforcement agencies will often select locations for targeted enforcement when crash, citation, or other sources of information suggest that the site is unusually hazardous due to illegal driving practices, such as speeding or red-light running. These actions can lead to rear-end, head-on, sideswipe, angle, and pedestrian or bicycle-related crashes. . .
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. . . Targeted enforcement of traffic laws is a short-term, moderate-cost measure to address site specific signalized intersection safety. Though this is an effective strategy, the effectivenesshas often been found to be short-lived. It is difficult—if not impossible—to provide constant enforcement of traffic regulations due to funding and staffing reasons, so periodic enforcement may be necessary to sustain the effectiveness of this strategy.
The decision to enhance enforcement within the area should be developed with the Jacksonville Sherriff Office (JSO) and other law enforcement personnel.
More permanent enforcement strategies may include automated red-light running which is currently being tested at several intersections within the region.
The costs of short-term enhanced enforcement will be determined based on the final plan and program developed by the JSO. For the purposes of this report, the estimated costs for a short-term program is estimated as $15,000.
Based on data provided by the NHTSA, the short-term reduction of crashes from one of these programs is 20-35% or more.
9.5 Public Information Campaigns
Based on the analysis of the crash history within the project area, the frequency of crashes is significantly greater than anticipated when compared to other similar roadways throughout Florida. The high frequency of crashes within the study area are indicative of a cluster of aggressive driving that is occurring as a result of the high congestion levels within the area, particularly on Blanding Boulevard. Based on statistics provided by the National Highway Traffic Safety Administration (NHTSA), aggressive driving is defined as:
Aggressive driving has become a serious problem on our roadways. What is aggressive driving? Most of us know it when we see it, but NHTSA, after discussions with law enforcement and the judiciary, defines aggressive driving as occurring when "an individual commits a combination of moving traffic offenses so as to endanger other persons or property. . .
NHTSA data suggests that one-third of traffic crashes and two-thirds of resulting deaths can be attributed to aggressive driving.
The use of targeted public information and education campaigns have been proven to provide a positive impact on driver awareness and reduce crash rates in other areas. NCHRP Project 500, Guidance for Implementation of the AASHTO Strategic Highway Safety Plan provides the following guidance.
Providing targeted public information and education (PI&E) on safety problems at intersections is a preventive measure that can help improve driver compliance with traffic control devices and traffic laws. PI&E programs generally add effectiveness to targeted enforcement programs, as well. Another option is to develop public information campaigns aimed at specific drivers who violate regulations at intersections, even though it is often difficult to identify and focus upon a subset of the driving population using a specific intersection. Therefore, an areawide program is often the preferred approach. A key to success for this strategy is reaching as much of the targeted audience as possible, whether it is through television, radio, distribution of flyers, driver education classes, or other methods. Targeted drivers need to be defined both in terms of the location of the hazardous intersection(s) and the attributes of the drivers who may have been identified as over represented in the population involved in crashes. More information on public
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information that is targeted at specific drivers is provided in the guide for crashes occurring at unsignalized intersections.
Examples of public information campaigns that have been developed in other areas or nationally to address specific targeted are available at the following locations:
http://www.nhtsa.gov/people/injury/aggressive/Aggressive%20Web/index.html
http://www.smoothoperatorprogram.com/
http://www.ndctsp.org/
http://www.DontDriveStupid.com/
http://www.distraction.gov/
We recommend the North Florida TPO consider developing an aggressive driving public information and education campaign for the region and specific target with enhanced communications within the Argyle area. Since the content of these programs can vary widely to include television, web, print and billboard placement of media, additional analysis is needed to define the most effective scope of and costs a campaign. For the purposes of this report, a campaign of $150,000 is estimated for planning purposes.
10. Summary Through the analysis of the existing traffic operations and safety conditions for this project, the following needs and deficiencies were identified:
Blanding Boulevard and Argyle Forest Boulevard are highly congested roadways with LOS below the existing standard and significant crash histories observed at key locations. Other connecting roadways are significantly impacted by the congestion on these roadways as a result of queue spillback that forms during congested periods such that the LOS alone does not fully capture the operational deficiencies in the area.
The pedestrian and bicycle QOS within the study area are deficient on several facilities. As part of providing a total mobility approach within this community, additional improvements to enhance multimodal transportation options should be considered. These improvements will also support the planned expansion of transit services within the area on Blanding Boulevard.
Most of the major facilities within the study area experienced crash rates above the statewide average for the facility type and area type. Factors that contribute to these deficiencies include the poor operating conditions and significant queue spillback from one intersection location to the next. This congestion results in conditions that frustrate drivers who in response drive more aggressively than in other conditions.
Based on the needs identified as part of this project, alternatives were evaluated and a series of potential projects are recommended. These projects include additional capacity improvements, short-term operational and safety improvements, enhanced enforcement and a public information and education campaign. A summary of the recommendations are provide in Table 24.
The next steps to implementing these strategies would include programming the projects in the Transportation Improvement Program or Unified Work Program to fund the implementation.
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Table 24. Summary of Recommendations
Strategy CostsCapacity Improvements
Widen Argyle Forest Boulevard - (4-Lane to 6-Lane Facility)SR 23 to Old Middleburg Road
$12.1 million
Widen Old Middleburg Road - (4-Lane to 6-Lane Facility)Argyle Forest Boulevard to Collins Road
$6.5 million
Widen Argyle Forest Boulevard - (4-Lane to 6-Lane Facility)Cheswick Oaks Avenue to SR 21
$46.7 million
Widen Youngerman Circle - (2-Lane to 4-Lane Facility)Argyle Forest Boulevard to Parramore Road
$4.1 million
Extend Collins Road - (New 4-Lane Facility)Old Middleburg Road to SR 23 (New interchange at SR 23)
$64.4 million
Extend Wells Road - (New 4-Lane Facility)Blanding Boulevard to Argyle Forest Boulevard
$36.8 million
Subtotal $170.6 million
Short-Term Operational And Safety Improvements Removal of landscaping at various intersections to enhance sight distance
$35,000
Traffic signal phasing to restrict permitted left-turn movements and right-turn on red movements
$105,000
Deploy interconnected signal network $300,000Enhanced enforcement $15,000Aggressive driving public information and education campaign $150,000Subtotal $605,000
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11. Benefit Cost Analysis A benefit cost analysis was prepared for each of the capacity projects as a standalone project. The capacity projects are summarized in Table 25.
Table 25. Summary of Benefit Cost Analysis for Capacity Improvements
Description Total Benefits
Total Costs
Job Creation/ Preservation
Benefits (Per Year of
Construction)
Benefits/Costs Ratio Rank
Parramore Road Connection 270,733,645 4,000,000 25.0 67.68 1
Youngerman Circle 119,445,079 4,100,000 25.0 29.13 2
Argyle Forest Boulevard (Cheswick Oak Avenue to SR 21)
191,201,724 46,700,000 284.0 4.09 3
New Collins Road Interchange 112,826,680 64,400,000 391.0 1.75 4
Wells Road Extension 52,135,550 36,800,000 224.0 1.42 5
Argyle Forest Boulevard (SR 23 to Old Middleburg Road)
(3) 12,100,000 74.0 (3) 6
Old Middleburg Road (3) 6,500,000 40.0 (4) 7
Source: HNTB Notes: (1) $55,000.00 per job (Source: FHWA Tiger Grant Application Process) (2) 3 Year Construction Period (3) Based on the long-range modeling, no independent benefits were received from these
projects as a standalone project. However, in conjunction with the other projects, a positive benefit cost ratio was achieved.
The safety improvement projects are identified in Table 26. Each of the safety improvement projects has a positive benefit cost ratio.
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Table 26. Summary of Benefit Cost Analysis for Short Term Intersection Improvements
Intersection Total Benefits
Total Costs
Job Creation/ Preservation
Benefits (Per Year of
Construction)
Benefits/Costs Ratio Rank
Argyle Forest Boulevard and Old Middleburg Road $585,206 $4,316 1.0 135.61 1
Argyle Forest Boulevard and Cheswick Oak Avenue $372,023 $3,699 1.0 100.57 2
Argyle Forest Boulevard and Rampart Road $380,128 $4,316 1.0 88.08 3
Argyle Forest Boulevard and Shindler Drive $319,197 $3,699 1.0 86.29 4
Argyle Forest Boulevard and Branan Field Chaffee Road $293,531 $3,699 1.0 79.35 5
Rampart Road & Collins Road $134,307 $3,699 1.0 36.31 6
Argyle Forest Boulevard and Spencer Trace Drive $104,972 $36,990 1.0 2.84 7
Argyle Forest Boulevard and Staples Mill Drive $76,368 $36,990 1.0 2.06 8