Model Applications for Oakland Park Boulevard
Transit Corridor Study
Southeast Florida FSUTMS Users Group
June 13, 2014
Vikas Jain, AICP, GISP
FDOT District Four Auditorium
3400 West Commercial Boulevard, Fort Lauderdale, FL
Presentation Outline
• Project setting
• OPB corridor transit alternatives
• Sensitivity analysis, ridership forecasts and traffic impacts
Southeast Florida Simplified Transit Model (SFSTM)
Southeast Florida Regional Planning Model (SERPM v6.7)
• Transit runtimes - Spreadsheet model
• Operational analysis – VISSIM
• Traffic impacts summary
Project Setting
 Corridor shares approx. 25% travel activity in Broward County
 Shares a mix of residential and employment centers
 Dispersed travel patterns, with lots of movement in/out of corridor
 Heavy congestion with unreliable travel times
– Includes the top two busiest intersections in the County
 Route 72
‒ 9,000 daily riders
‒ Mobility–dependent riders
‒ Strong activity in mid-section of the corridor
‒ 50% of riders transfer (#18 and #2)
‒ On-time performance issues
‒ Riders travel short distances…less than 5 miles
OPB Corridor Transit Alternatives
Enhanced Bus
Service
BAT Lane
Business Access and Transit Lane
Exclusive
Lane
Sensitivity Analysis - SFSTM
Sensitivity analysis was conducted to refine the alternatives using the SFSTM
•
Headway improvements
• Transit travel time improvements resulting from ITS-type improvements
• Number of stop locations along the corridor
• Types of transit service
a. Local
b. Short turn service
c. Limited stop service
d. BRT
e. Streetcar
Sensitivity Analysis - SFSTM
• Local bus service on OPB critical for providing mobility in the corridor
• Travel time improvements resulting from ITS type improvements reduce
transit runtime and help improve schedule reliability
• Sixteen (16) stops along the corridor are optimal for limited stop bus
service
• Most productive segment in terms of ridership along the corridor is
between University Drive and US 1
Operating Plan
Enhanced Bus Service, BAT lane with bus or streetcar, & Exclusive lane with bus or streetcar
• Headways (peak/off peak)
• Route 72 – 15/15 min.; serves all the existing stops
• “Project” service – 15/15 min.; serves 16 stops/stations*
• “Project” service termini – Sawgrass Mills Mall to SR A1A
• No park-and-ride
• Fare structure of “Project” service – same as the existing Route 72
• Community bus routes provide feeder service
Transit Travel Time – Spreadsheet model
End-to-end Transit Run Time (in minutes)
2035 Transit Travel Time (in minutes)
21 % Slower
84
90
80
70
69
14 % faster
73
23% to 24 % faster
BAT lane
65
65
55
60
34% to 44 % faster
Exclusive lane
48
50
40
30
20
10
0
Existing (Local
Bus Route 72)
No Build
Enhanced Bus
Service
BAT lane w/Bus
BAT lane
w/Streetcar
Oakland Park Boulevard Alternative
Note: Transit travel time from Sawgrass Mills Mall to SR A1A
Exclusive lane w/
Bus
Exclusive lane
w/Streetcar
2012 Ridership - SFSTM
2012 Daily Ridership
Daily Transit Trips
14,000
11,000
11,100
11,300
11,600
3,500
3,900
4,050
4,200
4,750
7,250
7,100
7,050
7,100
6,850
Enhanced Bus Service
BAT Lane w/ bus
BAT Lane w/ streetcar
Exclusive Lane w/ bus
Exclusive Lane w/
streetcar
10,750
12,000
10,000
8,000
6,000
4,000
8,950
2,000
0
No Build
Oakland Park Boulevard Alternatives
Route 72
Project Service
2035 Ridership – SFSTM
2035 Daily Ridership
15,850
16,500
5,300
7,300
8,950
9,550
9,500
8,550
7,550
BAT Lane w/ bus
BAT Lane w/ streetcar
Exclusive Lane w/ bus
18,000
14,800
4,600
5,200
9,700
Enhanced Bus Service
14,300
16,000
Daily Transit Trips
14,750
14,000
12,000
10,000
8,000
6,000
12,100
4,000
2,000
0
No Build
Oakland Park Boulevard Alternatives
Route 72
Project Service
Exclusive Lane w/
streetcar
Traffic Impacts
To understand the traffic impact of re-dedicating a lane (fully or partially) for
transit use on:
• Oakland Park Boulevard (OPB)
• Roadway facilities parallel to OPB withinn the study area
• “Cumulative” impact
Models used: SERPM v6.7 and VISSIM
Refer to the study website at
http://oaklandparkboulevardtransitstudy.
com/reports/ for details
Traffic Impacts
6 LD
University Dr.
4 LD + 2 transit lanes (outside)
US 1
BAT lane
Mixed traffic
Mixed traffic SR A1A
Business Access and Transit (BAT) lane with bus or streetcar
Sawgrass Mills Mall
6 LD
University Dr.
Mixed traffic
(Bus)
4 LD + 2 transit lanes (median)
Exclusive bus lane (Median)
(Bus)
Sawgrass Mills Mall
Exclusive lane with bus
Note: Transit service extends from Sawgrass Mills Mall to SR A1A
US 1
Mixed traffic SR A1A
(Bus)
Traffic Impacts – 2035 BAT /Exclusive Lane with Bus/Streetcar
Change in Roadway Capacity
Red: Decrease in capacity in the segment
Blue: Roadway segments chosen for this analysis
Cypress Creek Rd
Commercial Blvd
NW 44th St
-33%
-33%
SR 7
Broward Blvd
Powerline Rd
Sunrise Blvd
University Dr
Oakland Park Blvd
-20%
US 1
-33%
Traffic Impacts – 2035 BAT/Exclusive Lane with Bus/Streetcar –
(cont.)
Change in Traffic Volume on major east-west roadways within the study area
Red: Increase in Daily Volume
Green: Decrease in Daily Volume
% reflects change compared to No Build scenario on the respective roadway
3%
Cypress Creek Rd
2%
Commercial Blvd
-6%
Sunrise Blvd
Oakland Park Blvd
3%
Broward Blvd
2%
-24% -15%
-28%
US 1
4%
SR 7
NW 44th St
4%
Powerline Rd
2%
University Dr
Average volume on OPB in
No Build case is ~51,000
4%
Traffic Impacts – 2035 BAT /Exclusive Lane with Bus/Streetcar –
(cont.)
Change in Auto Travel Time, Eastbound Direction, Peak Hour
1%
Eastbound travel time on
OPB in No Build case is 60
minutes (from microsimulation model results)
Red: Travel time becomes worse
Green: Travel time becomes better
1%
Cypress Creek Rd
1%
8%
1%
Commercial Blvd
4%
NW 44th St
-2%
17%
14%
3%
3%
Broward Blvd
US 1
Powerline Rd
SR 7
1%
University Dr
Oakland Park Blvd
Sunrise Blvd
2%
11%
1%
Traffic Impacts – 2035 BAT /Exclusive Lane with Bus/Streetcar –
(cont.)
Change in V/C Ratio, Peak Hour
Red: Travel time becomes worse
Green: Travel time becomes better
2%
Overall average V/C during
the PM peak period in No
Build case is 1.02.
Cypress Creek Rd
2%
Commercial Blvd
4%
St
9%
8%
2%
Broward Blvd
US 1
Oakland Park Blvd
3%
2%
14%
Powerline Rd
University Dr
-6%
Sunrise Blvd
2%
SR 7
NW 44th
4%
4%
Operational Analysis - VISSIM
OPB corridor performance during peak period
• Intersection level of service (LOS)
• Delay
• Transit operations
Videos for public meeting (queue jump lane, bus island, BAT and Exclusive Lane
alternatives)
Traffic Impacts Summary– Year 2035
Influence
Area
Performance Measure\Alternative
# of intersections operating below LOS 'D'
Oakland Delays at major intersections
Park
End-to end Auto Travel Time (one way) (Peak
Boulevard
hour)
End-to end Transit Travel Time (one way)
Change in volume/capacity ratio on parallel
facilities compared to 2035 No Build
Existing
Conditions
2035 No Build
Enhanced Bus
Service
BAT lane with
Bus or
Streetcar
Exclusive lane
with Bus or
Streetcar
9
19
19
10
10
~2 minutes
~3.5 minutes
~3 minutes
~2 minutes
~5 minutes
40 to 45
minutes
69 minutes
65 to 70
minutes
84 minutes
65 to 70
minutes
73 minutes
70 to 75
minutes
65 minutes
70 to 75
minutes
55 minutes
Up to 10%
Up to 10%
increase on
increase on
some segments some segments
Up to 8%
Up to 8%
Same as 2035
increase on
increase on
No Build
some segments some segments
Same as 2035
No Build
-na-
-na-
-na-
-na-
Per Capita Annual VMT
5,870
5,850
5,850
5,830
5,820
Per Capital Annual VHD
33
61
61
64
64
Per Capita Annual VMT
6,830
7,060
7,060
7,070
7,070
Per Capital Annual VHD
33
59
58
60
60
Change in auto travel time on parallel facilities
Study Area compared to 2035 No Build
County-wide
VMT – Vehicle Miles Traveled; VHD – Vehicle Hours of Delay; LOS – Level of Service
Current Project Status
• February 2014 - Short-term improvements (ITS, bus islands, bicycle lane and
sidewalk improvements) and long-term solution (BAT Lane with Bus Alternative)
approved by the Broward MPO Board,
• Project Development phase (NEPA/PE) not programmed at this time
• Summer 2014 - FDOT to initiate the design phase for the short term improvements