Mobility Management Plan Study of the Busch Boulevard Corridor
March 2000
Hillsborough County Metropolitan Planning Organization 601 E. Kennedy, 18th Floor Tampa, Florida 33602-5117
813/272-5940
FAX NO: 813/272-6258
TABLE OF CONTENTS
Page
INTRODUCTION ...1
The Busch Boulevard Corridor ...1
Schools ...2
Community Centers ...3
Coordination and Issues Identification...3
DATA COLLECTION AND ANALYSIS ...4
Scheduled and Planned Improvements...4
40th Street from Hillsborough Avenue to Fowler Avenue...4
I-275 from Busch Boulevard to Fowler Avenue...4
Railroad Crossing Upgrades ...5
New Sidewalk on Yukon Street between Florida Avenue and Nebraska Avenue ...5
New Sidewalk on Busch Boulevard between 30th Street and 40th Street...5
Signalized Intersections ...5
Traffic Volumes ...6
Intersection Level of Service ...6
Travel Time and Delay ...7
Vehicle Occupancy...8
Right-of-Way ...8
Traffic Sign Inventory ...9
Driveways...9
Median Openings ...10
Accident History and Safety Concerns ...11
ROADWAY ANALYSIS AND IMPROVEMENT STRATEGIES ...15
Optimized Traffic Signal Timings ...15
Optimized Traffic Signal Phases ...17
Intersection Queue Lengths ...18
Intersection Geometric Improvements ...23
Florida Avenue/Busch Boulevard Intersection...24
Nebraska Avenue/Busch Boulevard Intersection ...26
56th Street/Busch Boulevard Intersection ...27
Air Quality Analysis...27
Roadway Recommendations ...28
TRANSIT SERVICE ...29
Existing Bus Routes ...29
Bus Ridership ...30
Bus Size ...30
Transit Propensity Areas ...33
Yukon Park-and-Ride ...36
Transit Recommendations ...37
TRANSPORTATION DEMAND MANAGEMENT PROGRAMS ...39
PEDESTRIAN MOBILITY ...40
Sidewalk Infrastructure and Connectivity ...40
Planned Pedestrian Facilities ...41
New Sidewalk on Busch Boulevard between 30th Street and 40th Street ...41
40th Street from Hillsborough Avenue to Fowler Avenue ...41
New Sidewalk on Yukon Street between Florida Avenue and Nebraska Avenue ....42
Pedestrian Access to Activity Centers and Public Transit ...42
Accessibility for the Transportation Disadvantaged ...42
Pedestrian Mobility Recommendations...44
BICYCLE MOBILITY ...45
Bicycle Mobility Recommendations ...46
APPENDIX (SEPARATE DOCUMENT)
LIST OF TABLES
Page
1 Existing Intersections Levels of Service...7
2 Summary of 1997 and 1998 Crash Data ...11
3 Accident Summary...13
4 Intersection Level of Service and Average Delay ...16
5 Timing and Phasing Improved Queues...19
6 Intersection Geometric Improvement Evaluation Summary ...25
7 Air Quality Analysis for Signal and Timing Improvements...28
8 Transit Ridership Summary – HARTline Route 39 – Eastbound...31
9 Transit Ridership Summary – HARTline Route 39 – Westbound ...32
10 Demographic Characteristics of Transit Riders...33
11 Locations with ADA Non-Compliant Sidewalk Ramps...43
LIST OF FIGURES
Follows Page
1 Study Area and Activity Centers ...2
2 Five Year Planned and Scheduled Improvements ...4
3 Existing Lane Geometry at Signalized Intersections (Florida Ave.-Nebraska Ave.) ...5
4 Existing Lane Geometry at Signalized Intersections (22nd St.-Pedestrian Signal) ...5
5 Existing Lane Geometry at Signalized Intersections (40th St.-56th St.) ...5
6 1999 Peak Season Adjusted Timing Movements (Florida Ave.-Nebraska Ave.) ...6
7 1999 Peak Season Adjusted Timing Movements (22nd St.-40th St.)...6
8 1999 Peak Season Adjusted Timing Movements (46th St.-56th St.)...6
9 Average Daily Traffic and Percent Trucks ...6
10 Average PM Peak Travel Speeds...7
11 Average Weekday Vehicle Occupancy ...8
12 Existing Bus Routes...29
13 Transit Propensity and Average Weekday Peak Period Bordings and Alightings ...33
14 Area Employment and Average Weekday Peak Period Bordings and Alightings ...34
INTRODUCTION
In November 1997, the Hillsborough County MPO, through the Congestion Management System (CMS), also known as the Mobility Management Process (MMP), completed an evaluation and identification of congested and constrained roadways. These are roadways that function at an unacceptable level of service and cannot be widened due to significant physical, economic, environmental, or social constraints. From that analysis, the MPO’s CMS Steering Committee selected several corridors for further study to identify “low cost” quick response strategies to improve mobility by increasing alternative travel modes and/or reducing traffic congestion.
Busch Boulevard, between Florida Avenue and 56th Street, was one of those selected and is the focus of this study.
The Busch Boulevard Corridor
Busch Boulevard, between Florida Avenue and 56th Street, is a six-lane urban arterial
approximately four miles in length located in central Hillsborough County. The posted speed limit between Florida Avenue and Nebraska Avenue is 40 miles per hour. The remainder of the corridor has a posted speed limit of 45 miles per hour. Sidewalks are located on both sides of Busch Boulevard on nearly the entire length of the corridor. Overhead utilities span the length of the corridor. With the exception of the area adjacent to Busch Gardens between 30th and 40th Streets, the medians are poorly landscaped, and the aesthetics of the corridor are generally poor.
Busch Boulevard provides access to I-275, the major north-south freeway serving major
employment and recreation centers throughout the region, including Downtown Tampa and the Westshore Business District. The City of Temple Terrace borders the eastern end of the study area, near 56th Street.
The predominant land uses throughout the corridor are commercial, with pockets of residential land uses. The corridor can be described as a ‘commercial strip’. Motels, fast-food restaurants, industrial businesses, and other commercial establishments are located along its entire length.
The two major attractions in the Busch Boulevard corridor are Busch Gardens and Adventure Island. These theme parks, located on the north side of Busch Boulevard between 30th Street and
46th Street, are major traffic generators serving thousands of tourists and local patrons annually.
The theme parks also employ 3,000 people, contributing to mobility concerns in the corridor. The peak season attendance at the theme parks is during Spring Break, the summer school schedule, and the Christmas holidays (December 26 to
January 1).
The corridor also serves several schools and activity centers within the study area, as shown on Figure 1, Study Area and Activity Centers, and listed below:
Schools
y Cahoon Elementary y Corpus Christi Elementary y Sulfur Springs Elementary y Temple Terrace Elementary y Van Buren Junior High School y Witter Elementary
According to Busch Gardens officials, four million guests attend the theme park annually, of which 75% are not local residents.
Community Centers
y North Tampa Boys and Girls Club y North Tampa Community Center
Coordination and Issues Identification
Throughout the Busch Boulevard Corridor Study, several meetings and telephone interviews were conducted with the entities listed below:
y Florida Department of Transportation, District Seven y Hillsborough County
y City of Tampa
y City of Temple Terrace
y Hillsborough Area Regional Transit Authority y Hillsborough County Sheriff’s Department y City of Tampa Police Department
y University North Transportation Initiative y Busch Gardens
y MPO Bicycle/Pedestrian Coordinator
The objective of this coordination was to identify public and private sector issues that should be considered in the study, secure needed transportation and land use data to support the study analysis, and to coordinate and receive input on results and recommendations. The input and data received from these agencies and their influence on the study analysis and recommendations are described in this report.
DATA COLLECTION AND ANALYSIS
This section describes the coordination and data collection activities for the study.
Scheduled and Planned Improvements
There are several transportation improvements that are scheduled or planned to be implemented within the next five years that will improve mobility in the corridor. These improvements are described below and depicted on Figure 2.
40th Street from Hillsborough Avenue to Fowler Avenue
The City of Tampa, Hillsborough County, and the Florida Department of Transportation (FDOT) are jointly implementing transportation improvements to 40th Street between Hillsborough Avenue and Fowler Avenue. The proposed improvements will upgrade 40th Street to a safer and more efficient four-lane divided urban arterial roadway. The project includes a raised
landscaped median, four-foot-wide bicycle lanes and sidewalks on both sides of the roadway.
In conjunction with this project, Busch Gardens is constructing two tunnels under 40th Street to provide tram and pedestrian service between the theme park entrance and their parking facilities.
In addition, the existing Busch Gardens parking entrance will be moved further north on 40th Street.
I-275 from Busch Boulevard to Fowler Avenue
The FDOT has initiated improvements to I-275 between Busch Boulevard and Fowler Avenue.
This project upgrades the existing four-lane interstate to a six-lane facility and includes safety and operational improvements to the I-275/Busch Boulevard interchange.
Railroad Crossing Upgrades
The FDOT is upgrading the traffic signals at two railroad crossings on Busch Boulevard at Nebraska Avenue and 15th Street. Construction of the new signal at 15th Street is scheduled to commence in fiscal year 2001, and the new signal at Nebraska Avenue will be installed in fiscal year 2002.
New Sidewalk on Yukon Street between Florida Avenue and Nebraska Avenue
Construction of a new sidewalk on the southside of Yukon Street between Florida Avenue and Nebraska Avenue is underway.
New Sidewalk on Busch Boulevard between 30th Street and 40th Street
The City of Tampa and the Hillsborough Area Regional Transit Authority (HARTline) are working with Busch Gardens officials to construct a new ADA-compliant sidewalk on the north side of Busch Boulevard between 30th Street and 40th Street. This project will also include access for disabled persons to Busch Gardens in the vicinity of the existing pedestrian access.
Busch Gardens has agreed to donate the right-of-way required for this project. Although construction funds are not currently programmed, efforts are being made to identify funding to implement this project within the next five years.
Busch Gardens officials have indicated that their long-term plans include closing the existing pedestrian access to Busch Boulevard.
Signalized Intersections
The existing geometric configurations for all signalized intersections in the corridor were obtained from aerial photography and confirmed with a field visit. There are eleven signalized intersections over the four-mile corridor equating to 2.75 traffic signals per mile. The signalized intersections include Florida Avenue, I-275 West on-ramp, I-275 East on-ramp, Nebraska Avenue, 22nd Street, 26th Street, 30th Street, 40th Street (Malcolm McKinley), 46th Street, 50th Street, and 56th Street. There is also a railroad-crossing signal aligned with 15th Street, as well as a pedestrian signal between 30th and 40th Streets providing access to Busch Gardens. Figures 3, 4, and 5 show the existing lane configurations for each signalized intersection in the corridor.
Traffic Volumes
Existing peak period intersection turning movement counts and daily roadway counts were secured from local and state sources where available. Additional counts were required at several locations in the corridor.
Most of the intersection traffic volumes were obtained from 1999 turning movement counts provided by the City of Tampa. The latest available turning movement counts for Busch Boulevard’s intersection with 26th and 46th Streets were conducted in 1996. These counts were extrapolated to 1999 using the current counts from adjacent intersections. The 1999 turning movement counts at Busch Boulevard and 56th Street were manually collected in the field. All of the 1999 counts were adjusted to peak season using the FDOT peak season adjustment factors.
A table showing the existing turning movement counts and adjustments is included in the Appendix. The 1999 adjusted turning movement counts for each signalized intersection analyzed is shown in Figures 6, 7, and 8.
The Florida Department of Transportation provided classified average daily traffic counts for several locations in the corridor. Additional vehicle classification counts were conducted at locations where count data was not available. The average daily traffic and percent trucks on Busch Boulevard are shown on Figure 9. The detailed 15-minute roadway segment counts conducted by URS Greiner Woodward Clyde are included in the Appendix.
Intersection Level of Service
Levels of service were calculated for all of the signalized intersections on Busch Boulevard between Florida Avenue and 56th Street, as shown in Table 1. There are three coordinated signal systems within the study area. The existing traffic signal timings and phasings were obtained from the corresponding maintaining agency (i.e. City of Tampa and Hillsborough County).
The existing geometries, phasings, and timings were used in conjunction with the adjusted peak season traffic counts to calculate the existing levels of service. Both the AM and PM peak
periods were analyzed. The Highway Capacity Software (HCS), Version 3.1 was used to calculate intersection levels of service. As shown in Table 1, the levels of service at Florida Avenue, Nebraska Avenue, 46th Street, and 56th Street are at unacceptable levels. Detailed worksheets documenting the results of the analysis are located in the Appendix.
Table 1 - Existing Intersection Level of Service
AM Peak Hour PM Peak Hour
Intersection LOS
Delay
(seconds) Existing
Delay (seconds)
Florida Ave F 97.0 F 118.1
I-275 (W) C 23.4 A 9.1
I-275 (E) B 16.0 D 38.5
Nebraska Ave D 50.5 E 64.3
22nd St B 15.3 B 15.7
26th St A 4.1 C 29.6
30th St D 44.1 D 46.2
Ped Signal A 0.2 B 10.4
40th St D 36.8 D 54.1
46th St C 28.2 E 60.1
50th St B 17.9 D 49.4
56th St F 84.7 F 142.5
Travel Time and Delay
A total of four travel time runs in each direction were completed to estimate the vehicular delays along Busch Boulevard during the peak travel periods. This data was used to determine the most congested areas along the corridor. The segments were analyzed between each traffic signal along Busch Boulevard. The most congested eastbound links were from I-275 (east) to Nebraska Avenue, from I-275 (west) to I-275 (east), and from 26th Street to 30th Street with average travel speeds of 12.20, 13.30, and 14.69 miles per hour (mph), respectively. The average eastbound travel speed on Busch Boulevard from Florida Avenue to 56th Street was 26.67 mph. The most congested westbound links were from I-275 (west) to Florida Avenue, from the Pedestrian Signal to 30th Street, and from Nebraska Avenue to I-275 (east) with average travel speeds of 11.22, 18.23, and 19.98 mph, respectively. The average travel speed in the westbound direction was 27.93 mph. This data is summarized in Figure 10, and shown in tabular form in the Appendix.
Vehicle Occupancy
Vehicle occupancy, or the number of people in a vehicle including the driver, was sampled at three locations along Busch Boulevard: Florida Avenue, 30th Street, and 56th Street. Each location was sampled for one hour during the morning and evening peak travel periods. As shown in Figure 11 below and as one would expect, the average vehicle occupancy during the peak travel periods on Busch Boulevard are higher near the Busch Gardens theme park. This data is useful as a baseline against which to measure the effectiveness of strategies implemented to reduce the number of single occupant vehicles in the corridor.
Figure 11: Average Weekday Vehicle Occupancy (AVO)
A table showing the results of the vehicle occupancy observed in the field is included in the Appendix.
Right-of-Way
Available right-of-way is very limited along Busch Boulevard. Residential and commercial developments abut existing right-of-way lines throughout the corridor. A typical section of roadway on Busch Boulevard is 106 feet in width, including 6 twelve-foot lanes, sixteen feet of median space, and eighteen feet for utilities, sidewalks, curb and gutters. Right-of-way widths in the corridor vary from 99 feet to 115 feet. The lack of available right-of-way limits the number of “low-cost” transportation solutions for the corridor. Right-of-way maps for the corridor are included in the Appendix.
FloridaAve 30th Street 56thStreet 40thStreet
Busch Gardens
Legend:
Peak Period AVO AM / PM
1.13 / 1.19 1.33 / 1.42 1.24 / 1.22
Busch Boulevard
Traffic Sign Inventory
Existing traffic signs were inventoried throughout the corridor. The location and sign type (regulatory, warning, or guide sign) is shown on Figures A-1 through A-5 in the Appendix.
Driveways
The number and location of driveways on Busch Boulevard was recorded through field observation. A total of 175 driveways (100 on the south side, 75 on the north side) were identified between Florida Avenue and 56th Street and are displayed on Figures A-6 through A-10 in the Appendix.
The access classification for Busch Boulevard (SR 580) within the study area is Class 7. Access Class 7 is the least restrictive class set forth in the Florida Department of Transportation Access Management Standards. Under Access Class 7 standards, the minimum driveway spacing is 125
feet. Of the 175 driveways in the corridor, 59 (45 on the south side, and 14 on the north side) do not adhere to the minimum spacing standard for Busch Boulevard. Forty-five percent of the driveways on the south side, and nineteen percent of the driveways on the north side are not compliant with the access management standard.
Most of the driveways on Busch Boulevard were in place prior to the adoption of the FDOT Access Management Standards in the early 1990’s. Since the driveways existed before the
Many driveways along Busch Boulevard serve no meaningful purpose and contribute to the poor aesthetics of the corridor.
The lack of adequate spacing between median openings on Busch Boulevard contributes to traffic operational
deficiencies.
standard was established, property owners can only be required to close a driveway if the land use designation changes or if the existing driveway creates a hazardous condition. Although it is not apparent that the non-compliant driveways cause a hazardous condition, they contribute to traffic congestion and poor aesthetics in the corridor. Consideration should be given to a voluntary closing of these driveways.
Although a detailed access management analysis was not part of this study, Busch Gardens officials have identified a potential operational deficiency at 42nd Street on the north side of Busch Boulevard. Currently, motorists exiting the Busch Gardens parking lot onto 42nd Street are having difficulty negotiating a left turn onto Busch Boulevard due to heavy congestion and the apparent lack of traffic controls at this intersection. This is causing a large delay and queue on 42nd Street southbound. Busch Gardens officials have suggested a right-out only from 42nd Street onto Busch Boulevard. Although a solution to this particular access point has not been analyzed nor discussed with the adjacent Neighborhood Association, it is typical of the type of access changes needed to improve the efficiency of the Busch Boulevard corridor.
Median Openings
There are approximately 42 non-signalized median openings in the corridor, and most are full access median openings meaning they have no turn restrictions. The majority of the median openings on Busch Boulevard do not meet the Access Class 7 guidelines established by the Florida Department of Transportation. The standard spacing for a full median opening under FDOT Access Class 7 is 660 feet. A hazardous condition is not required for the FDOT to change or close a median. If a proposed
modification to an existing median
opening improves traffic flow, the median opening solution can be implemented with FDOT approval. This study does not examine access management issues in detail; however, a detailed access management study is recommended.
Accident History and Safety Concerns
In order to identify safety problems along the Busch Boulevard corridor, 1997 and 1998 accident statistics from the Florida Department of Transportation were reviewed. The FDOT summarizes the accident rates, per location, based on the number of accidents per vehicle-miles traveled per year. With the accident rates, a critical accident ratio is calculated, which compares the accident rate of the facility with the average statewide accident rate for a facility with similar
characteristics.
Based on an initial screening of accident rates per location, five locations along the Busch
Boulevard corridor were identified with the highest accident rates. These locations are shown in Table 2, represented with bold lettering.
Table 2 - Summary of 1997 and 1998 Crash Data
Segment
Location Beginning
Mile Post Ending
Mile Post 1997
Crashes 1997 Crash
Rates (mev) 1998
Crashes 1998 Crash Rates (mev) Florida Avenue 2.6 2.9 29 1.566 21 1.097
I-275 (W) 2.9 3.1 20 1.080 10 0.522 I-275 (E) 3.1 3.25 24 1.296 15 0.784
Nebraska Avenue 3.25 3.85 110 5.941 74 3.868
22nd Street 3.85 4.5 70 3.780 43 2.247
26th Street 4.5 4.75 35 1.890 24 1.254
30th Street 4.75 5 56 3.024 25 1.306
Pedestrian signal 5 5.3 22 1.188 7 0.365
40th Street 5.3 5.65 40 2.160 37 1.934
46th Street 5.65 6.1 35 1.890 27 1.411
50th Street 6.1 6.6 31 1.674 38 1.986
56th Street 6.6 7 17 0.918 12 0.627 (mev – million entering vehicles)
Table 3 provides a summary of the type of accidents that have taken place along the corridor in the 24-month period and summarizes the accident information by segment. The summarized information indicates that most of the corridor has accident frequencies that are higher than average for a facility with similar characteristics. No obvious deficiency or defects in the roadway geometry appear to cause this higher than average accident rates. The accident data identifies failure to yield right of way and careless driving as the main contributing causes. A detailed review of the accident records and preparation of collision diagrams will further clarify the accident causes and assist with the identification of traffic safety solutions in the corridor.
While these tasks are not part of the scope of this study, it is suggested that a detailed safety study of the above referenced locations be performed in the near future.
Table 3 - Accident Summary
Accident Severity Main Types Of Accidents Bike/Ped Collision Time Of Day
Pavement Conditions
Main Contributing Causes (By Driver)
Fatal Injury
Property
Damage Angle Left-Turn
Rear-
End Bicycle Pedestrian Day Night Wet Dry
Fail to yield ROW
Careless Driving 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF NEBRASKA (MP 3.2) TO EAST OF 14TH STREET (MP 3.85)
Number of Crashes (3) 1 46 63 34 6 48 3 2 71 16 12 81 29 37
% of Total Crashes 0.91 41.82 57.27 30.91 5.45 43.64 2.73 1.82 64.55 14.55 10.91 73.64 26.36 33.64 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF NEBRASKA (MP 3.2) TO EAST OF 14TH STREET (MP 3.85)
Number of Crashes (4) 1 44 29 32 6 22 1 1 42 23 10 55 25 18
% of Total Crashes 1.35 59.46 39.19 43.24 8.11 29.73 1.35 1.35 56.76 31.08 13.51 74.32 33.78 24.32 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF 16TH STREET (MP 3.85) TO WEST OF 26TH STREET (MP 4.5)
Number of Crashes (5) 0 38 32 19 10 26 0 0 49 12 5 59 27 22
% of Total Crashes 0.00 54.29 45.71 27.14 14.29 37.14 0.00 0.00 70.00 17.14 7.14 84.29 38.57 31.43 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF 16TH STREET (MP 3.85) TO WEST OF 26TH STREET (MP 4.5)
Number of Crashes (6) 0 26 17 13 5 17 1 2 25 11 9 28 11 15
% of Total Crashes 0.00 60.47 39.53 30.23 11.63 39.53 2.33 4.65 58.14 25.58 20.93 65.12 25.58 34.88 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM EAST OF 28TH STREET (MP 4.75) TO 33RD STREET (MP 5.0)
Number of Crashes (7) 0 25 32 5 4 36 0 0 36 13 11 39 6 37
% of Total Crashes 0.00 43.86 56.14 8.77 10.53 63.16 0.00 0.00 63.16 22.81 19.30 68.42 10.53 64.91 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM EAST OF 28TH STREET (MP 4.75) TO 33RD STREET (MP 5.0)
Number of Crashes (8) 0 12 13 8 0 14 0 1 14 9 3 20 1 12
% of Total Crashes 0.00 50.00 54.17 33.33 4.17 58.33 0.00 4.17 58.33 37.50 12.50 83.33 4.17 50.00 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF 37TH STREET (MP 5.30) TO EAST OF ORANGE VIEW AVENUE (MP 5.65)
Number of Crashes (9) 0 18 22 6 0 26 0 0 24 11 4 34 4 18
% of Total Crashes 0.00 45.00 55.00 15.00 7.50 65.00 0.00 0.00 60.00 27.50 10.00 85.00 15.00 45.00 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD FROM WEST OF 37TH STREET (MP 5.30) TO EAST OF ORANGE VIEW AVENUE (MP 5.65)
Number of Crashes (10) 0 20 17 6 8 16 0 0 23 12 4 32 11 9
% of Total Crashes 0.00 54.05 45.95 16.22 21.62 43.24 0.00 0.00 62.16 32.43 10.81 86.49 29.73 24.32 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM PAWNEE STREET (MP 6.1) TO 52ND STREET (MP 6.6)
Number of Crashes (11) 1 11 19 8 7 6 0 1 16 8 2 24 12 9
% of Total Crashes 3.23 35.48 61.29 25.81 22.58 19.35 0.00 3.23 51.61 25.81 6.45 77.42 38.71 29.03 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM PAWNEE STREET (MP 6.1) TO 52ND STREET (MP 6.6)
Number of Crashes (12) 0 21 17 12 7 12 1 1 19 11 5 26 13 9
% of Total Crashes 0.00 55.26 44.74 31.58 18.42 31.58 2.63 2.63 50.00 28.95 13.16 68.42 34.21 23.68 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FIVE SEGMENTS WITH HIGHEST ACCIDENT RATES
Number of Crashes (1) 2 138 168 72 27 142 3 3 196 60 34 237 78 123
% of Total Crashes 0.65 44.81 54.55 23.38 8.77 46.10 0.97 0.97 63.64 19.48 11.04 76.95 25.32 39.94 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FIVE SEGMENTS WITH HIGHEST ACCIDENT RATES
Number of Crashes (2) 1 123 93 71 26 81 3 5 123 66 31 161 61 63
% of Total Crashes 0.46 56.94 43.06 32.87 12.04 37.50 1.39 2.31 56.94 30.56 14.35 74.54 28.24 29.17
Table 3 - Accident Summary (Continued) Notes:
1) Based on a total of 308 accidents in 1997.
2) Based on a total of 216 accidents in 1998.
3) Based on a total of 110 accidents in 1997.
4) Based on a total of 74 accidents in 1998.
5) Based on a total of 70 accidents in 1997.
6) Based on a total of 43 accidents in 1998.
7) Based on a total of 57 accidents in 1997.
8) Based on a total of 24 accidents in 1998.
9) Based on a total of 40 accidents in 1997.
10) Based on a total of 37 accidents in 1998.
11) Based on a total of 31 accidents in 1997.
12) Based on a total of 38 accidents in 1998.
Listed are the main categories and types of accidents; therefore, figures do not add up to 100%.
ROADWAY ANALYSIS AND IMPROVEMENT STRATEGIES
An intersection level of service analysis was conducted to identify “low cost” improvements to the existing traffic system. This analysis included the following evaluations:
y Optimization of traffic signal timings y Optimization of traffic signal phases y Intersection queue lengths
y Intersection geometric improvements
The method and results of this analysis are described below.
Optimized Traffic Signal Timings
Traffic signal timings were optimized first as a means of reducing congestion in the corridor.
Signal timings are easily adjusted, and are therefore an inexpensive improvement. Since all of the traffic signals on Busch Boulevard within the study area are on coordinated systems, yet not on the same system, improving the signal timings and offsets could have great effect in reducing congestion.
There are three coordinated signal systems within the study area. Two are located on Busch Boulevard and include the signalized intersections between the following roadways:
y Armenia Avenue and Nebraska Avenue y 22nd Street east to 50th Street
The third coordinated system is on 56th Street and includes signalized intersections to the north and south of Busch Boulevard. Since Busch Boulevard at 56th Street was the only intersection on this system that was analyzed, offsets were not optimized. Timing splits for this intersection
were optimized, however, implementing these improvements before analyzing the effects on the adjacent traffic signals on the coordinated system to the north and south is not recommended.
The results of the optimized timing scenario are shown in Table 4. Detailed worksheets documenting the timing improvements and the results of the analysis are included in the Appendix.
Table 4 - Intersection Level of Service and Average Delay (in seconds per vehicle)
AM Peak Hour PM Peak Hour
Intersection
Existing
Improved Timing
Improved
Phasing** Existing
Improved Timing
Improved Phasing**
LOS F E E F E E
Florida Ave
Delay 97.0 79.0 76.6 118.1 64.5 67.3*
LOS C C B A B* A
I-275 (W)
Delay 23.4 21.0 18.3 9.1 13.5 8.3
LOS B B B D B D*
I-275 (E)
Delay 16.0 13.5 20.0* 38.5 17.6 46.0*
LOS D C C E D E*
Nebraska Ave
Delay 50.5 31.4 29.7 64.3 54.7 56.5*
LOS B A A B B B
22nd St
Delay 15.3 7.9 8.0* 15.7 16.0* 16.0
LOS A A A C B B
26th St
Delay 4.1 3.3 3.3 29.6 15.2 13.8
LOS D D D D D D
30th St
Delay 44.1 40.0 35.6 46.2 44.9 44.9
LOS A A A B B B
Ped Signal
Delay 0.2 0.3* 0.3 10.4 13.6* 17.7*
LOS D C C D C D*
40th St
Delay 36.8 31.0 30.0 54.1 34.9 47.8*
LOS C B B E B B
46th St
Delay 28.2 15.0 17.4* 60.1 16.2 16.2
LOS B B B D C C
50th St
Delay 17.9 18.4* 18.5* 49.4 27.2 25.3
LOS F E N/A F F N/A
56th St
Delay 84.7 69.9 N/A 142.5 145.2* N/A
* The level of service or delay at this intersection was degraded due to improved traffic flow at adjacent intersections, however, overall average travel speed along the corridor improved.
** Traffic signal phasing improvements considers scheduled improvements to I-275 and 40th Street.
Optimized Traffic Signal Phases
The traffic signal phases for the traffic control systems were then optimized. No phasing
changes or additions were excluded from this analysis. If a benefit was identified from changing or adding a phase, it was noted. The traffic signal phasing optimizations were then reviewed by the FDOT staff and comments were provided. The final recommended phasing changes were closely coordinated with the FDOT traffic operations staff.
Changing the lead/lag option on a phase is a relatively inexpensive improvement to implement.
However, due to limitations on the Busch Boulevard signal system and local policies on driver perceptions, many of the lead/lag optimizations are not recommended by the FDOT. The following lead/lag signal phasing improvements are recommended:
y Changing the eastbound left phases to lag at I-275 (west) and I-275 (east), y Changing the northbound left to lag at 40th Street, and
y Switching the lead/lag order at Nebraska Avenue (i.e. eastbound left-lead, westbound left-lag)
The results of the phasing optimizations are summarized in Table 4. Detailed worksheets documenting the phase changes and results of the analysis are included in the Appendix.
The timing and phasing optimizations improve the overall average travel speed in the corridor.
In the AM peak period, these improvements increase the average travel speed by 2.2 miles per hour (MPH) in the eastbound direction (from 30.2 mph to 32.4 mph) and by 1.3 mph in the westbound direction (from 27.2 mph to 28.5 mph). These improvements increase the average travel speed during the PM peak period by 0.3 mph in the eastbound direction (from 28.1 mph to 28.4 mph) and by 1.3 mph in the westbound direction (from 25.8 mph to 27.1 mph).
Intersection Queue Lengths
A queue length represents a maximum back distance that vehicles stop during a cycle at a traffic signal. The 95th percentile queue lengths were estimated to determine the adequacy of the existing storage lane lengths. Insufficient storage lane lengths can cause vehicles to back up (queue) into the through lanes causing a hazardous condition and degradation to traffic flow.
Table 5 shows the estimated storage needs for approaches at each signalized intersection.
Occasionally, the queue length of the through lanes exceeds the length of the adjacent storage lanes. In this case, vehicles attempting to get into the turn lane cannot. Therefore, storage lane lengths should be designed to extend to the longer of either the turn-queue or the through-queue.
However, reasonable judgement should be used when the through queue lengths are the
controlling factor. High-volume intersections can have through-lane queue lengths in excess of
¼ mile. For this reason, the controlling factor and the needed storage lengths are reported (i.e. if a left-turn lane was found to need additional storage, the lane with the queue requiring the additional storage was noted - either the left- or through-lane queue). For example, the
eastbound right lane at 40th Street is currently approximately 300 feet. Although the calculation shows a need for an additional 300 feet of storage, this is due to the through lane queue during the PM peak. The eastbound right lane storage is sufficient for the eastbound right queue.
Therefore, judgement must be used prior to extending eastbound right lane.
Extending storage lanes may not be possible due to right-of-way or other physical constraints.
The Busch Boulevard intersections with the most critical need for additional storage are all approaches to 56th Street, Nebraska Avenue, and Florida Avenue, and the westbound approach at 30th Street. As traffic exceeds an intersection’s capacity, the queue lengths grow
exponentially. In these cases, extending storage for turn lanes is not recommended. The solution to this problem should focus on increasing the intersection capacity through improved timings or roadway widening, or reducing the traffic through the intersection. Storage length extensions at intersections that are over capacity will not significantly improve the operating conditions at the intersection.
Table 5 - Timing and Phasing Improved Queues
FLORIDA AVENUE NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
Lanes 1 3 1 2 2 0 1 3 1 1 2 1
Storage 300 350 500 250 50 300 950
AM 95th%ile Queue 216 175 44 274 610 143 369 257 373 651
Excess(+)/Needed(-) Storage 84 175 -110 0 -119 -319 -351 299
PM 95th%ile Queue 405 511 462 204 390 306 419 86 300 878 16
Excess(+)/Needed(-) Storage -211 -161 110 0 -169 -369 -578 72
Additional Storage Needed: 211 161 110 0 169 369 578 0
Controlling Parameter: PM
Through
PM Through
AM Through
PM Through
PM Through
PM Through
I-275 (W) RAMP NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
Lanes 0 0 0 2 0 0 1 3 0 0 3 0
Storage 300 150
AM 95th%ile Queue 92 729 24 386
Excess(+)/Needed(-) Storage 0 0 208 0 -579 0 0 0
PM 95th%ile Queue 206 301 75 243
Excess(+)/Needed(-) Storage 0 0 94 0 -151 0 0 0
Additional Storage Needed: 0 0 0 0 579 0 0 0
Controlling Parameter: Left Queue
I-275 (E) RAMP NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
Lanes 0 0 0 2 0 1 1 3 0 0 3 0
Storage 250 100
AM 95th%ile Queue 258 176 159 91
Excess(+)/Needed(-) Storage 0 0 -8 0 -76 0 0 0
PM 95th%ile Queue 421 342 208 156
Excess(+)/Needed(-) Storage 0 0 -171 0 -242 0 0 0
Additional Storage Needed: 0 0 171 0 242 0 0 0
Controlling Parameter: Left Queue Left Queue
NEBRASKA AVENUE NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
Lanes 1 2 1 1 2 1 1 3 0 1 3 0
Table 5 - Timing and Phasing Improved Queues
Storage 250 50 100 50 500 50 300
AM 95th%ile Queue 72 170 124 134 335 192 163 331 262 762
Excess(+)/Needed(-) Storage 80 -120 -235 -285 169 -281 -462 0
PM 95th%ile Queue 142 405 158 243 234 146 360 334 310 716
Excess(+)/Needed(-) Storage -155 -355 -143 -184 140 -284 -416 0
Additional Storage Needed: 155 355 235 285 0 284 462 0
Controlling Parameter: PM
Through
PM Through
AM Through
AM Through
PM Through
AM Through
22ND STREET NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
Lanes 1 1 1 1 1 0 1 3 0 1 3 0
Storage 150 50 150 50 150 100
AM 95th%ile Queue 33 54 30 59 259 56 296 6 108
Excess(+)/Needed(-) Storage 96 -4 -109 -209 -146 0 -8 0
PM 95th%ile Queue 69 195 71 99 211 232 176 71 42
Excess(+)/Needed(-) Storage -45 -145 -61 -161 -82 0 29 0
Additional Storage Needed: 45 145 109 209 146 0 8 0
Controlling Parameter: PM
Through
PM Through
AM Through
AM Through
AM Through
AM Through
26TH STREET NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
Lanes 1 1 0 0 1 1 1 3 0 1 3 0
Storage 50 50 50 150 150
AM 95th%ile Queue 21 71 59 85 9 133 10 64
Excess(+)/Needed(-) Storage -21 -21 0 -35 17 0 86 0
PM 95th%ile Queue 23 85 88 90 248 185 1 90
Excess(+)/Needed(-) Storage -35 -35 0 -40 -98 0 60 0
Additional Storage Needed: 35 35 0 40 98 0 0 0
Controlling Parameter: PM
Through
PM Through
Right Queue
Left Queue
30TH NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
Lanes 1 2 0 2 1 1 2 3 0 1 3 1
Storage 100 600 400 150 50
AM 95th%ile Queue 52 121 261 249 63 214 286 25 530 52
Excess(+)/Needed(-) Storage -21 0 339 0 114 0 -380 -480