2017 Mobility Report

Transcription

1 217 Mobility Report

2 217 Annual Mobility Report EXECUTIVE SUMMARY Mobility is not an end in itself. It is the means to form connections with our community through relationships, jobs and consuming the goods and services that define our quality of life. More than six years since the end of the great recession, the travel demand in North Florida has returned to pre-recession levels and growth trends. Our residents are driving more, using transit more and demanding more goods. This growth in demand corresponds to the growth in the region s economy but the growth is not without tradeoffs. Congestion in our region is getting worse. The data presented in this 217 Annual Mobility Report is based on regional trends from 21 to 215. This report summarizes the quantity, quality and reliability of travel in Clay, Duval, Nassau and St. Johns Counties. These measures were established in the North Florida Transportation Planning Organization (TPO) s Congestion Management Plan in 213 and adopted in the North Florida TPO s Path Forward 24 Long Range Transportation Plan in 214. Table E-1 summarizes the performance measures estimated and the benchmarks adopted in the Path Forward 24 Long Range Transportation Plan. The following summarizes the key results and findings. As our economy continues to grow we anticipate the demand for mobility to grow at a similar rate. Significant growth in demand occurred across all travel modes from 214 to 215. Automobile traffic grew by 6.1 percent. Significant increases in transit ridership, aviation passengers and freight movements through the port also occurred between 214 and 215. This growth in demand corresponds to growth in the local economy. Traffic delays increased and average speed across the network fell by 2.6 mph. Traffic delays cost our region $9 million in 215, a 1 percent increase over 214. The system s capacity is being consumed by more travelers. The vehicles-per-lane-mile on the roadway system increased 8.6 percent from 214 to 215. Continued investment in constructing new capacity and new connectors is needed to meet these needs. The estimated system reliability for Strategic Intermodal System (SIS) facilities is declining to less than the 95% system reliability goal for SIS facilities. Either the reliability declined or the duration of congestion increased on the seven most congested corridors in the region indicating the peak has spread beyond the p.m. peak hour analyzed. Increases in demand and congestion limit the ability to reduce the times to restore traffic conditions. As recurring congestion increases, additional investments are needed in Transportation Systems Management and Operations (TSM&O) strategies to ensure we get the most from our system. In 215, vehicle crashes cost our region $4.6 billion in economic losses and 218 persons died in crashes. On October 6, 216, Hurricane Matthew passed near North Florida. On October 5, 82-miles of congestion occurred during the evacuation along I-1. The extent and duration of congestion during the evacuation could have been more severe if residents had not left the area on October 3 and 4. Congestion also stretched 27-miles on I-1 on October 7 during the recovery period as people returned to their homes. i

3 217 Annual Mobility Report Table E-1. Mobility Report Card Performance Measure Aspirational Goal Progress (21-215) Quantity of Travel Vehicle-miles Traveled (Daily) (1) 8% increase since 21 Person-miles Traveled (Daily) (1) 8% increase since 21 Truck-miles Traveled (Daily) (1) 21% increase since 21 Transit Ridership Increase 16% increase since 21 (214 data) Quality of Travel Average Travel Speed (Peak Hour) Maintain or improve 6.1 mph reduction in speed during peak since 21 Delay (Daily) Maintain or reduce 173% increase since 21 Maintain or improve the reliability on major corridors Reliability on the major corridors declined or the duration of congestion increased. Travel Time Reliability (Daily) System Utilization Achieve 95% reliability on Strategic Intermodal System (SIS) facilities Urban interstates and expressways achieved only an 88% reliability based on the statewide measure. The average system-wide average SIS reliability was 94%. Percent Miles Severely Congested (Peak Hour) Maintain or reduce 2% increase since 21 Percent Travel Severely Congested (Daily) Maintain or reduce.23% increase since 21 Percent Travel Severely Congested (Peak Hour) Maintain or reduce.2% increase since 21 Hours Severely Congested (Daily) Maintain or reduce No perceptible change since 21 Hours Severely Congested (Yearly) Vehicle per lane Miles (Peak Hour) Maintain or reduce Indicator of utilization for information only 16 additional hours of severe congestion since 21 8% increase in demand per capacity since 21 Passengers per Revenue Mile Maintain or increase 23% increase since 21 Safety Total Crash Rate Reduce 54% increase since 21 Fatal Crash Rate Reduce 24% increase since 21 Operations Identification and Verification Maintain or reduce No significant change since 21 Clearance times Maintain or reduce 6-minute increase since 21 Aviation Enplanements Maintain or increase Returned to 21 levels Air Cargo tons Maintain or increase Returned to 21 levels Ports Tons moved Maintain or increase 8% increase since 21 (1) Vehicle-miles traveled, etc., were not assigned a benchmark since they are not only an indicator of demand and system throughput. There were strategies in the Path Forward 24 Long Range Transportation Plan designed to reduce vehicle-miles traveled, such as transit service expansion. 2

4 217 Annual Mobility Report Table E-2. Summary of Corridor Reliability Facility From To Direction Reliability Change Duration of Congestion Change I-1 Stockton Street Acosta Expressway Eastbound 91.4% 93.4% 2.% Westbound 98.1% 88.9% -9.2% I-95 Baymeadows Road University Boulevard Northbound 94.2% 93.6% -.6% Southbound 95.% 93.8% -1.2% SR 1 Atlantic Boulevard Hodges Boulevard San Pablo Road Eastbound 92.2% 89.9% -2.4% Westbound % SR 21 Blanding Boulevard Kingsley Avenue Collins Road Northbound 78.1% 85.8% 7.8% Southbound 76.5% 82.8% 14.8% SR 2 Buccaneer Trail I-95 Chester River Road Eastbound 86.9% 89.9% 3.% Westbound 96.9% 97.6%.6% US 17 Roosevelt Boulevard Wells Road Collins Road Northbound 99.2% 96.1% -3.1% Southbound 98.4% 91.% -7.4% US 9 Beach Boulevard I-295 Hodges Boulevard Eastbound 93.1% 99.6% 6.5% Westbound 91.% 99.4% 8.4%

5 217 Annual Mobility Report CONTENTS Executive Summary... i List of Figures... iv List of Tables... v Appendices... v Introduction... 1 Quantity of Travel... 2 Automobiles... 2 Transit... 3 Aviation... 4 Ports... 5 Quality of Travel... 6 System Utilization... 8 Corridor Reliability... 1 Transportation Systems Management and Operations Safety Considerations Automobile Crashes Summary Bicycles and Pedestrians Crashes Evacuation Considerations... xix Findings and Recommendations... xxi Findings... xxi Recommendations Endnotes LIST OF FIGURES Figure 1. Congestion Management Process... 1 Figure 2. Vehicle-miles Traveled and Gross Domestic Product... 2 Figure 3. Air Passengers and Air Cargo... 4 Figure 4. JAXPORT Tonnage and Units... 5 Figure 5. Daily Delay and Vehicle-miles Traveled... 7 Figure 6. Vehicles-per-lane-mile During the p.m. Peak Hour... 9 Figure 7. Vehicles-miles Traveled and Incident Clearance Time iv

6 217 Annual Mobility Report LIST OF TABLES Table E-1. Mobility Report Card... ii Table E-2. Summary of Corridor Reliability... iii Table 1. Comparison of the Quantity of Travel and Economic Indicators... 3 Table 2. Transit Ridership... 3 Table 3. Quality of Travel... 6 Table 4. Adjusted Delay Estimates... 6 Table 5. System Utilization Measures... 8 Table 6. Summary of Corridor Reliability Table 7. Summary of TSM&O Performance Measures Table 8. Vehicle Crash History Table 9. Bicycle and Pedestrian Crash History Table 1. Mobility Report Card Table 11. Summary of Corridor Reliability APPENDICES Appendix A. System Performance Measures Appendix B. Statistical Tests of Significance for BlueTOAD Data Appendix C. Reliability Analysis Summary and Figures Appendix D. TSM&O Performance Measures Appendix E. Example Calculation of New FHWA Performance Measures Document Control Prepared by Terry Shaw 2/7/17 Reviewed by Jennifer Kennedy 2/8/17 Updated by Terry Shaw 2/1/17 Submitted by Terry Shaw 2/1/17 Updated by Terry Shaw 2/17/17 Reviewed by Joel Graff 2/2/17 Jennifer Kennedy Submitted by Terry Shaw 2/22/17 v

7 217 Annual Mobility Report INTRODUCTION This is the fourth Annual Mobility Report prepared by the North Florida TPO. These annual mobility reports provide valuable information associated with travel trends across the system. Figure 1 summarizes the congestion management process. Figure 1. Congestion Management Process This document is updated annually as more data is available. The technical methods used in to estimate and evaluate these performance measures are well documented in the Congestion Management Plan and prior Annual Mobility Reports. Only the key findings and results of the analysis are discussed in this report. Additional detail is provided in the appendices. Unless otherwise indicated, the reported performance measures, such as vehicle-miles traveled and other statistics, are reported on the Interstate System, expressways, principal arterials and major collectors only, consistent with the Florida Department of Transportation s Statewide Mobility Performance Measures reporting system for consistency between measures. Appendix A includes additional information on the systems performance measures. 1

8 217 Annual Mobility Report QUANTITY OF TRAVEL As our economy continues to grow we anticipate the mobility demands to grow at a similar rate. AUTOMOBILES Vehicle-miles traveled i is the most direct measurement of the total travel that occurs. In 215, vehiclemiles traveled increased 6.11 percent, faster than the growth in the gross domestic product for the region. The gross domestic product is usually a leading indicator for the growth in travel demand during periods of economic recovery (as shown for the years ). When the economy is expanding, vehicle-miles traveled typically leads gross domestic product as inventories grow to meet anticipated consumption. ii Figure 2 shows the correlation between gross domestic product and vehiclemiles traveled. Table 1 compares vehicle-miles traveled and economic indicators for gross domestic product and population. Figure 2. Vehicle-miles Traveled and Gross Domestic Product iii Daily Vehicle miles Traveled and Gross Domestic Product Vehicle miles Traveled (thousands) 28,5 28, 27,5 27, 26,5 26, 25,5 $7, $68, $66, $64, $62, $6, $58, Gross Domestic Product (millions) 25, $56, Daily vehicle miles traveled Gross domestic product 2

9 217 Annual Mobility Report Table 1. Comparison of the Quantity of Travel and Economic Indicators Quantity of Travel Change Daily Vehicle-miles Traveled (1,) 26,31 26,81 25,474 26,9 26,76 28,337 2,27 Daily Truck-miles Traveled (1,) 1,866 1,851 1,88 1,785 2,145 2, Population (1,) 1,318 1,322 1,332 1,345 1,37 1, Gross Domestic Product (millions) $57,227 $57,391 $59,779 $61,398 $64,232 $67,557 $1,33 % Change Vehicle-miles Traveled -.87% -2.33% 2.42% 2.36% 6.11% 7.7% % Change Truck-miles Traveled -.8% 1.57% -5.5% 2.17% 5.55% 21.33% % Change Population.29%.71% 1.1% 1.87% 1.95% 5.95% % Change Gross Domestic Product.29% 4.16% 2.71% 4.62% 5.18% 18.5% Passenger-miles traveled followed the same trend as vehicle-miles traveled over the period. As economic growth continues to recover and return to pre-recession levels, we anticipate the demand for mobility to grow at a similar rate. In some years, the vehicle-miles traveled may grow faster than the gross domestic product. When the economy is stable, the trends correspond. TRANSIT Transit use in North Florida continues to be less than 1 percent of all person-miles traveled. Transit ridership data for 215 is not currently available. From 21 to 214, transit ridership in the region increased 16.3%. Table 2 summarizes the transit ridership data Table 2. Transit Ridership Transit Ridership Jacksonville Transportation Authority St. Johns County Council on Aging (The Sunshine Bus Company) 11,227,845 12,255,414 12,318,52 12,299,49 12,225,824 12,95,91 185,863 22, , , ,42 293,239 Total 11,413,78 12,458,313 12,555,184 12,553,572 12,485,226 13,243,33 Percent Change from Previous Year 9.15%.78% -.1% -.54% 6.7% Percent Change from % 1.% 9.99% 9.39% 16.3% Source: FDOT Transit Handbooks ( editions) and 216 Florida Transit Information And Performance Handbook. 3

10 217 Annual Mobility Report AVIATION The number of passengers and air-cargo shipments (in tons) at the Jacksonville International Airport declined from 211 to 213. The volumes recovered in 214 and 215. Figure 3 provides a summary of the major trends from 211 through 215. Figure 3. Air Passengers and Air Cargo iv Air Passengers and Air Cargo 5,6, 76, 5,5, 75, Air Passengers 5,4, 5,3, 5,2, 5,1, 74, 73, 72, 71, Air Cargo and Mail (tons) 5,, 7, 4,9, Passengers 5,515,165 5,222,125 5,129,212 5,23,988 5,51,889 Air Cargo (tons) 72,648 74,912 73,61 71,38 72,554 69, 4

11 217 Annual Mobility Report PORTS JAXPORT has continued to experience substantial growth with an increase in the total tonnage moved in 216. Container (intermodal) freight and automobiles continue to be the strongest growth sectors. Figure 4 provides a summary of the major trends from 211 through 216. Figure 4. JAXPORT Tonnage and Units v JAXPORT Tonnage and Units 8,8, 8,7, 8,6, 8,5, 8,4, 1,2, 1,, 8, Tons 8,3, 6, Units 8,2, 8,1, 4, 8,, 7,9, 2, 7,8, Tons 8,128,13 8,236,977 8,178,855 8,312,165 8,181,888 8,716,85 Containers 9, ,66 926,89 936, , ,279 Automobiles 52,142 68,726 63,697 65,17 656, ,134 5

12 217 Annual Mobility Report QUALITY OF TRAVEL Traffic delays increased while average speed across the network fell by 2.6 mph. Traffic delays cost our region $9 million in a 1 percent increase over 214. The performance measures estimated in the statewide performance measures database result in mixed and conflicting results. In 215, the average vehicle speed on the highway system was less than in 214; however, the total delay reported on the system was less in 215 than 214. Similarly, the system reliability improved. These diverging results reduce the confidence in the statewide performance measures reporting system. Table 3 summarizes the quality of travel measures reported for our region in the statewide mobility performance measures database. Table 3. Quality of Travel Quality of Travel Average Travel Speed (Peak Hour) Delay (Daily vehicle-hours) 32,157 36,188 33,54 32,653 33,244 3,88 Travel Time Reliability (Daily) 69.41% 69.59% 69.26% 77.54% 69.98% 72.6% % Miles Meeting LOS Criteria (Daily) Rural Facilities Note: Values in italics were interpolated between the adjacent years since the values were out of the expected natural variations and not reliable. The average travel speed is the most reliable of the performance measures reported in the statewide performance measures system and shows a net decrease of 6 mph. Considering the average speed declined and the increase in vehicle-miles traveled, the daily delay reported in the statewide Mobility Performance Measures data system did not change accordingly. Two adjustments to the reported daily delay for this report were evaluated: (1) Using the speed data and the vehicle-miles-traveled data previously reported, the daily delay was estimated at a system-wide basis by dividing the vehicle-miles traveled by the change in average speed. Delay increased by 24.4 million vehicle-hours, or 28%, from 21 to 215. (2) A three-year moving average of the annual daily delay was calculated. Based on this approach, the daily delay increased by 2,315 million vehicle-hours or 173%. Table 4 summarizes the adjusted daily delays. The three-year moving average was selected. Table 4. Adjusted Delay Estimates Adjusted Delays Adjusted Daily Delay (thousand vehicle-hours) Annual Delay (millions) 11,737 1,485 11,831 13,27 19,87 32,52 2,315 % Change 13% 12% 44% 68% 173% Figure 5 shows the relationship between the growth in daily vehicle-miles traveled and daily delay. 6

13 217 Annual Mobility Report Figure 5. Daily Delay and Vehicle-miles Traveled Daily Delay and Vehicle miles Traveled Vehicle miles Traveled 28,5 28, 27,5 27, 26,5 26, Vehicle hours of Ddelay (thousands) 25, Daily Vehicle miles Traveled Daily Delay These delays were used to estimate congestion that include lost productivity, vehicle emissions and fuel consumption. Traffic delays cost our region $9 million per year equivalent to 1.3 percent of our region s gross domestic product. In 215, congestion cost North Florida $9 million in lost productivity. 7

14 217 Annual Mobility Report SYSTEM UTILIZATION The system s capacity is being utilized by more travelers. Continued investment in constructing new capacity and new connectors is needed. System utilization measures show the change in conditions at the facility level and assess investment strategies to meet improve traffic flow. From 21 to 215, the system became more congested. The number of hours the system experienced severe congestion also increased. These trends are consistent with the other measures on the quality and quantity of travel. An additional 7 lane miles of the system experiences severe congestion of Level of Service (LOS) E or F during the peak hours. Severe congestion increased by 16 hours from 21 to 215. The average peak hour duration remained consistent from 21 to 215. This calculation includes many uncongested facilities, so this measure is not expected to change very much from year to year. An average of 51 additional vehicles-per-lane mile used the system in 215 compared to 21. Table 5 summarizes the system utilization measures. Table 5. System Utilization Measures System Utilization % Miles Severely Congested (peak hour) % Travel Severely Congested (daily) % Travel Severely Congested (peak hour) Hours Severely Congested (daily) Hours Severely Congested (per year) Vehicle per Lane Mile (peak hour) Passengers per Revenue Mile

15 217 Annual Mobility Report In 215, there was a significant increase in the vehicle-miles traveled and therefore the vehicles-perlane-mile utilized in the peak hour. The system s capacity is being consumed by more travelers. Continued investment to construct new capacity and new connectors is needed to meet these needs. Figure 6 shows this increase in vehicles per lane-mile per hour. Figure 6. Vehicles-per-lane-mile During the p.m. Peak Hour 66 Vehicle per lane mile During the pm. Peak Hour Vehicles per Lane mile per Hour % increase from 214 to

16 217 Annual Mobility Report CORRIDOR RELIABILITY Reliability on key corridors is generally declining. In addition to the system-wide performance measures, the conditions along key corridors was assessed to determine the congestion levels and the travel time reliability. Ideally, reliability is defined as the probability a traveler will arrive on-time. The following examples explain the concept of travel time reliability. I have to be at work at 8 a.m. My trip usually takes about 2 minutes but I leave ten minutes earlier at 7:3a.m. to ensure I arrive on time. When traffic is really bad I may be late. I have to pick up my daughter from child care at 6 p.m. or pay a late fee. I expect traffic to be congested during rush hour so I leave five minutes earlier than I would to make sure I will be on time. In these cases, the traveler allows some variability based on their experiences with their trip. To ensure they arrive on time they plan for that variability. Examples of reliability in other modes include ontime arrivals for transit and commercial aviation. This concept is consistent throughout multiple disciplines of science and engineering. vi Since we currently do not have the data needed to estimate trip-based reliability within the region, we use corridor reliability to better understand how travelers perceive the highway system and how we can better manage facilities using TSM&O strategies, such as express lanes, in the future. The reliability was determined using the Florida Department of Transportation (FDOT) BlueTOAD data collection system on major corridors within the region. 1

17 217 Annual Mobility Report The travel speed reliability was assessed along the following corridors. I-1 from I-295 to I-95 I-95 from Race Track Road to University Boulevard and Acosta Expressway to SR 2 (Buccaneer Trail) SR 1 (Atlantic Boulevard) from Kingman Avenue to San Pablo Road SR 21 (Blanding Boulevard) from Knightboxx Road to Collins Road SR 2 Buccaneer Trail from I-95 to Amelia Island Parkway US 9 (Beach Boulevard) from University Boulevard to Penman Road US 17 (Roosevelt Boulevard) (new corridor) from CR 22 to Collins Road Table 6 on the next page summarizes the changes in reliability that occurred from 215, (the first year this measure was reported) and 216. The data was reported each year during the same months, September and October. Only Tuesdays, Wednesdays and Thursdays are used in the analysis to represent typical peak period conditions. Appendix B provides additional information on the analysis of the statistical significance of the BlueToad. Corridor maps showing corridors and segmentation used are provided in Appendix C. The following summarizes the results and findings: Evacuations associated with Hurricane Matthew occurred on October 5 and 6, 216. The data from these days were reported separately. A summary of the conditions that occurred during the evacuation and recovery is provided later in this report. A new analysis of the reliability during the PM peak period (5: to 6: p.m.) was conducted. As can be expected, the reliability of travel during the peak periods are less than the daily reliabilities. Multiple methods for estimating reliabilities were performed based on the new definitions and measures defined in the Fixing America s Surface Transportation (FAST) Act (Pub. L. No ). The measures are provided in Appendix D and comparisons are provided between 215 and 216 data. Based on the measure, the decline in reliability differs on the critical segments, but the trends are similar. To be consistent with the adopted Congestion Management Plan for the North Florida TPO, the North Florida Reliability is reported in Table 6 for continuity. Urban interstates and expressways achieved only an 88 percent reliability based on the statewide measure. The average system-wide average SIS reliability was 94 percent. The reliability in our region is a major concern for the trucking and logistics industries. Additional TSM&O improvements are needed to enhance reliability of key. 11

18 217 Annual Mobility Report Table 6. Summary of Corridor Reliability Facility From To Direction Reliability Change Duration of Congestion Change I-1 Stockton Street Acosta Expressway Eastbound 91.4% 93.4% 2.% Westbound 98.1% 88.9% -9.2% I-95 Baymeadows Road University Boulevard Northbound 94.2% 93.6% -.6% Southbound 95.% 93.8% -1.2% SR 1 Atlantic Boulevard Hodges Boulevard San Pablo Road Eastbound 92.2% 89.9% -2.4% Westbound % SR 21 Blanding Boulevard Kingsley Avenue Collins Road Northbound 78.1% 85.8% 7.8% Southbound 76.5% 82.8% 14.8% SR 2 Buccaneer Trail I-95 Chester River Road Eastbound 86.9% 89.9% 3.% Westbound 96.9% 97.6%.6% US 17 Roosevelt Boulevard Wells Road Collins Road Northbound 99.2% 96.1% -3.1% Southbound 98.4% 91.% -7.4% US 9 Beach Boulevard I-295 Hodges Boulevard Eastbound 93.1% 99.6% 6.5% Westbound 91.% 99.4% 8.4%

19 217 Annual Mobility Report TRANSPORTATION SYSTEMS MANAGEMENT AND OPERATIONS Increases in demand and congestion limited the ability of responders to reduce the time it takes to restore traffic conditions. Although there have been significant increases in travel demand, congestion and the number of incidents that occurred, the FDOT has continued to work diligently to respond to incidents. In 215, the average time for the FDOT to verify and respond to incidents did not change significantly from 214. However, increases in demand and congestion limited the ability of responders to restore traffic conditions. There are also several major construction projects underway which contribute to the longer clearance times. Figure 7 summarizes the relationship between vehicle-miles traveled and incident clearance time. Figure 7. Vehicles-miles Traveled and Incident Clearance Time Vehicle miles Traveled and Incident Clearance Time Vehicle miles traveled (thousands) 29, 28,5 28, 27,5 27, 26,5 26, 25,5 25, 24,5 24, Clearance Duration (minutes) Daily vehicle miles traveled Incident Clearance Duration 13

20 217 Annual Mobility Report The following table summarizes the TSM&O performance measures associated with incident response, verification and clearance times reported during 216. Table 7. Summary of TSM&O Performance Measures Performance Measure Events 2,393 2,323 2,3 2,38 2,978 3,69 Verification Duration (min) Response Duration (min) Open Roads Duration (min) Departure Duration (min) Roadway Clearance Duration (min) Incident Clearance Duration (min) The most common incidents the FDOT responds to are disabled vehicles (32 percent) and crashes (28 percent). Additional information is provided in Appendix E. 14

21 217 Annual Mobility Report SAFETY CONSIDERATIONS In 215, vehicle crashes cost our region $4.61 billion in economic losses and 218 persons died in crashes. AUTOMOBILE CRASHES SUMMARY In 215, 218 people lost their lives. Nearly 3, vehicle crashes occurred in North Florida. Table 8 summarizes the crash history for The economic costs to our region due to crashes are $4.6 billion per year. vii The total includes $1.45 billion in economic costs (which includes $154 million of congestion costs) and $3.15 billion in societal harm from the loss of life and the pain and decreased quality of life because of injuries. viii BICYCLES AND PEDESTRIANS CRASHES In the report titled Dangerous by Design 214, Smart Growth America and the National Complete Streets Coalition ranked our metropolitan region as the third worst region in the nation for pedestrian safety based on a method that considers the total pedestrian deaths, number of residents and estimates of the percent of people who walk to work. The Center for Disease Control states the national average of bicycle fatalities per 1, residents ranges from.26 to.25 per 1, in population. The only county within the region that exceeds the national average is St. Johns County. The city of St. Augustine is a major hot spot for these crashes. Based on data provide by Center for Disease Control nearly one-half of all pedestrian fatalities involved alcohol and most deaths occur in dense urban areas, not at intersections, and at night. The Bike Walk Alliance also ranks the nation s 68 largest cities based on the number of pedestrian fatalities per 1, walking commuters and the number of bicycle fatalities per bicycle commuters. This study ranked Jacksonville as the worst city in the nation for fatalities per pedestrian commuters and fatalities per bicycle commuters. ix However, these averages reflect only the residents of each County. Each year, Florida has more than 15 million visitors with 6 million people visiting St. Augustine alone. Table 9 summarizes the pedestrian and bicycle crashes and fatalities. Between 21 and 215, crashes involving a pedestrian or increased from 44 to 595, a 35 percent increase. Bicycle crashes increased from 32 to 421, a 39 percent increase over the same period. Fatalities increased from 36 (29 pedestrians and 7 bicyclists) to 59 (51 pedestrians and 8 bicyclists, a 64 percent increase. There were more fatalities caused by vehicle crashes in North Florida in 215 than murders x (18). In 215, vehicle crashes cost $4.6 billion in economic losses. 15

22 217 Annual Mobility Report Table 8. Vehicle Crash History % Change (21-215) County Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Clay 1, , , ,34 1 2, , % 136% Duval 14, , , , , , % 21% Nassau , % -29% St. Johns 1, , , , , , % 76% Total 18, , , , , , % 31% Rate (1) % 24% Source: Florida Highway Safety and Motor Vehicles, Traffic Crash Facts: Annual Report 215. (1) Crashes per million vehicle-miles traveled (all public roads) 16

23 217 Annual Mobility Report Table 9. Bicycle and Pedestrian Crash History Pedestrians % Change (21-215) County Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Clay % 1% Duval % 86% Nassau % 5% St. Johns % 4% Total % 76% Bicycles % Change (21-215) County Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Total Fatal Clay % % Duval % -57% Nassau % % St. Johns % 5% Total % 14% 17

24 217 Annual Mobility Report The FDOT and our local agencies include bicycle and pedestrian safety as a primary consideration in designing highways and streets. Infrastructure design alone cannot prevent bicycle and pedestrian crashes. Ultimately, the safety of everyone on or near our roadways is dependent upon personal responsibility and compliance with all traffic laws. External distractions such as cell phones and music should also be put away or turned down so both pedestrians and drivers remain focused on traffic and traffic signals. New technologies could emerge that will assist bicyclists, pedestrians and drivers to better identify conflicts and reduce crashes. xviii

25 217 Annual Mobility Report EVACUATION CONSIDERATIONS Early evacuation reduced congestion during Hurricane Matthew. I-1 experienced 82-miles of congestion. During the recovery 27-miles of congestion occurred on I-1. The FDOT District 2 area was impacted by Hurricane Matthew on October 7, 216. Evacuations were implemented on Thursday, October 5 and Friday, October 6. Overall, evacuations ran smoothly without implementing contraflow lanes. The impacts were analyzed on I-1, I-95, I-75, I-295 West Beltway and I-295 East Beltway. To analyze the impact of the evacuations, an analysis of the differences in congestion compared to the average weekday was performed and the differences were identified to understand the impact of the additional demand on the key corridors. An analysis of the behavioral response of evacuees was also performed to determine the timing of evacuations, their impact on travel times and to better understand the periods where TSM&O strategies may be needed to support evacuations in the future. The impact evacuees returned to their homes was also assessed. The following summarizes the major findings: (1) At 11 p.m. on October 5th, when the hurricane warning was issued, more than half of the evacuees had evacuated the region. Most evacuees in St. Johns and Nassau Counties departed before the evacuation orders were issued at 6 a.m. on October 6th. The percentage of evacuees who had departed before the evacuation warnings were issued on each corridor is summarized below. 57 percent on I-1 61 percent on I percent on I percent on I-295 West Beltway 63 percent on I-295 East Beltway Many of these evacuees left the area based on information on the potential impacts of the hurricane. The early evacuations were positive because the demand was spread over a longer period and allowed more persons to evacuate safely and with less delay. Communication with the National Weather Service is important to encourage early evacuations, to not overwhelmed the transportation network and place evacuees at risk of being in their vehicle during storm events. (2) Of the corridors evaluated, I-1 was impacted the most during the evacuation. Major slowdowns occurred along I-1 at SR-23/Exit 35 (Cecil Commerce Center) beginning at 8 a.m. concurrent with the normal a.m. peak. The slowdown continued building through the afternoon causing further traffic delays. Queues and delays occurred for approximately 7-miles from I-95 to SR 13 Lane Avenue by 1 p.m. The average speed along I-1 at SR 13 during the hour beginning at 1 p.m. was approximately 6.8 mph. The travel time index (which describes the variability in travel times), also continued to increase, peaking from 2 p.m. to 3 p.m. On Friday, October 6, 82-miles of I-1 operated at speeds less than 55 mph from 5-6 p.m. which corresponded to the typical p.m. peak but the congestion was significantly worse since evacuees were adding to peak demands. xix

26 217 Annual Mobility Report The duration, extent and severity of the congestion during the evacuation was significantly worse than during typical peak periods. Additional TSM&O strategies are needed to manage traffic flow to identify, verify, respond to incidents, clear incidents and to provide travelers information on the travel times and delays and if alternate routes are available. Fortunately, a significant number of evacuees left the area prior to the formal evacuation orders being issued. Although I-1 was congested for 82-miles, the evacuation was cleared before drivers were in danger at their homes or while traveling. (3) During the recovery from the hurricane on October 9, adverse effects were recorded on eastbound I-1. The greatest slowdowns recorded were at 2 p.m. and 5 p.m. around US-44, where the average speed was around 9 mph. These speeds resulted in long queues of approximately 27-miles and a travel time index averaging 6.. Both evacuation and recovery periods are important when evaluating TSM&O strategies associated with hurricanes or other disasters. Average speed and the length of queues on I-1 eastbound were comparable to the evacuation. Communication with the media to spread the demand for evacuees returning to their homes is just as important in managing the evacuation period. xx

27 217 Annual Mobility Report FINDINGS AND RECOMMENDATIONS FINDINGS More than six years since the end of the great recession, the travel demand in North Florida has returned to pre-recession levels and growth trends. Our residents are driving more, using transit more and demanding more goods. This growth in demand corresponds to the growth in the region s economy but the growth is not without tradeoffs. Congestion in our region is getting worse. The data presented in this 217 Annual Mobility Report is based on regional trends from 21 to 215. This report summarizes the quantity, quality and reliability of travel in Clay, Duval, Nassau and St. Johns Counties. These measures were established in the North Florida Transportation Planning Organization (TPO) s Congestion Management Plan in 213 and adopted in the North Florida TPO s Path Forward 24 Long Range Transportation Plan in 214. Table E-1 summarizes the performance measures estimated and the benchmarks adopted in the Path Forward 24 Long Range Transportation Plan. The following summarizes the key results and findings. As our economy continues to grow we anticipate the demand for mobility to grow at a similar rate. Significant growth in demand occurred across all travel modes from 214 to 215. Automobile traffic grew by 6.1 percent. Significant increases in transit ridership, aviation passengers and freight movements through the port also occurred between 214 and 215. This growth in demand corresponds to growth in the local economy. Traffic delays increased and average speed across the network fell by 2.6 mph. Traffic delays cost our region $9 million in 215, a 1 percent increase over 214. The system s capacity is being consumed by more travelers. The vehicles-per-lane-mile on the roadway system increased 8.6 percent from 214 to 215. Continued investment in constructing new capacity and new connectors is needed to meet these needs. The estimated system reliability for Strategic Intermodal System (SIS) facilities is declining to less than the 95% system reliability goal for SIS facilities. Either the reliability declined or the duration of congestion increased on the seven most congested corridors in the region indicating the peak has spread beyond the p.m. peak hour analyzed. Increases in demand and congestion limit the ability to reduce the times to restore traffic conditions. As recurring congestion increases, additional investments are needed in Transportation Systems Management and Operations (TSM&O) strategies to ensure we get the most from our system. In 215, vehicle crashes cost our region $4.6 billion in economic losses and 218 persons died in crashes. On October 6, 216, Hurricane Matthew passed near North Florida. On October 5, 82-miles of congestion occurred during the evacuation along I-1. The extent and duration of congestion during the evacuation could have been more severe if residents had not left the area on October 3 and 4. Congestion also stretched 27-miles on I-1 on October 7 during the recovery period as people returned to their homes. xxi

28 217 Annual Mobility Report Table 1. Mobility Report Card Performance Measure Aspirational Goal Progress (21-215) Quantity of Travel Vehicle-miles Traveled (Daily) (1) 8% increase since 21 Person-miles Traveled (Daily) (1) 8% increase since 21 Truck-miles Traveled (Daily) (1) 21% increase since 21 Transit Ridership Increase 16% increase since 21 (214 data) Quality of Travel Average Travel Speed (Peak Hour) Maintain or improve 6.1 mph reduction in speed during peak since 21 Delay (Daily) Maintain or reduce 173% increase since 21 Maintain or improve the reliability on major corridors Reliability on the major corridors declined or the duration of congestion increased. Travel Time Reliability (Daily) System Utilization Achieve 95% reliability on Strategic Intermodal System (SIS) facilities Urban interstates and expressways achieved only an 88% reliability based on the statewide measure. The average system-wide average SIS reliability was 94%. Percent Miles Severely Congested (Peak Hour) Maintain or reduce 2% increase since 21 Percent Travel Severely Congested (Daily) Maintain or reduce.23% increase since 21 Percent Travel Severely Congested (Peak Hour) Maintain or reduce.2% increase since 21 Hours Severely Congested (Daily) Maintain or reduce No perceptible change since 21 Hours Severely Congested (Yearly) Vehicle per lane Miles (Peak Hour) Maintain or reduce Indicator of utilization for information only 16 additional hours of severe congestion since 21 8% increase in demand per capacity since 21 Passengers per Revenue Mile Maintain or increase 23% increase since 21 Safety Total Crash Rate Reduce 54% increase since 21 Fatal Crash Rate Reduce 24% increase since 21 Operations Identification and Verification Maintain or reduce No significant change since 21 Clearance times Maintain or reduce 6-minute increase since 21 Aviation Enplanements Maintain or increase Returned to 21 levels Air Cargo tons Maintain or increase Returned to 21 levels Ports Tons moved Maintain or increase 8% increase since 21 (1) Vehicle-miles traveled, etc., were not assigned a benchmark since they are not only an indicator of demand and system throughput. There were strategies in the Path Forward 24 Long Range Transportation Plan designed to reduce vehicle-miles traveled, such as transit service expansion. 22

29 217 Annual Mobility Report Table 11. Summary of Corridor Reliability Facility From To Direction Reliability Change Duration of Congestion Change I-1 Stockton Street Acosta Expressway Eastbound 91.4% 93.4% 2.% Westbound 98.1% 88.9% -9.2% I-95 Baymeadows Road University Boulevard Northbound 94.2% 93.6% -.6% Southbound 95.% 93.8% -1.2% SR 1 Atlantic Boulevard Hodges Boulevard San Pablo Road Eastbound 92.2% 89.9% -2.4% Westbound % SR 21 Blanding Boulevard Kingsley Avenue Collins Road Northbound 78.1% 85.8% 7.8% Southbound 76.5% 82.8% 14.8% SR 2 Buccaneer Trail I-95 Chester River Road Eastbound 86.9% 89.9% 3.% Westbound 96.9% 97.6%.6% US 17 Roosevelt Boulevard Wells Road Collins Road Northbound 99.2% 96.1% -3.1% Southbound 98.4% 91.% -7.4% US 9 Beach Boulevard I-295 Hodges Boulevard Eastbound 93.1% 99.6% 6.5% Westbound 91.% 99.4% 8.4%

30 217 Annual Mobility Report RECOMMENDATIONS On Wednesday, January 18, 217 the FHWA published in the Federal Register the final rules for metropolitan planning organizations to implement performance measures. The measures are required in the Moving Ahead for Progress in the 21st Century Act (MAP-21) and the Fixing America's Surface Transportation (FAST) Act. The performance measures are summarized below. Mobility Performance Measures Safety Percent of person-miles traveled on the Interstate System and non-interstate national highway system that are not reliable Percent change in carbon dioxide emissions on the national highway system compared to the prior year Truck travel time reliability index Annual hours of excessive delay per capita Percent of non-single occupant vehicle travel Total carbon dioxide emissions reductions Fatalities Serious injuries Fatalities per 1 million vehicle-miles traveled Serious Injuries per 1 million vehicle-miles traveled Non-motorized fatalities Non-motorized serious injuries Several of the measures have different definitions and calculation methods than currently used. One of the most significant is the definition of reliability. The reliability-related performance measures required by FHWA in the report are based on an alternate definition that measures the variability of travel times (or speeds) compared to the median travel time 95th percentile for truck-miles traveled and 8th percentile for person-miles traveled. These variability-based measures do not measure ontime arrivals as currently performed. There are also alternate periods that are required for reporting by the FHWA. That will result in multiple periods for each mobility performance measure. The performance measures required by FHWA will be provided by FDOT and summarized on a systems-level only (not corridors) in future Annual Mobility Reports. The North Florida TPO will continue to report on the performance measures summarized in this report to remain consistent with the Congestion Management Process and Path Forward 24 Long Range Transportation Plan to provide consistency. The North Florida TPO will also continue to report on the key congested corridors identified in the Congestion Management Plan. In future updates of the Congestion Management Process and the 245 long range transportation planning process, the measures presented in the annual mobility reports may be modified to reflect these or future FHWA and FDOT requirements. 24

31 217 Annual Mobility Report ENDNOTES i Within this report vehicle-miles traveled include only the Interstate System, principal arterials and major collectors to provide consistency with the statewide mobility performance measures reporting. ii The relationship between vehicle-miles traveled and gross domestic product are bi-directional and tend to grow in tandem. Research is mixed as to the causality in the relationship ( Based on the data for the Jacksonville metropolitan area, a GDP has been a strong leading measure of vehicle-miles traveled since the two measures were correlated beginning in 23. iii This data was updated from the 215 report to provide gross domestic product for the Jacksonville Metropolitan Area vs. Florida gross domestic product values. The data for vehicle-miles traveled was also updated for data prior to 214 to reflect a consistent reporting of facility-type and area-types reported in the statewide Mobility Performance Program estimating tools. iv Source; Jacksonville Aviation Authority v Source: vi Multiple references are available that explain the statistical analysis of reliability and are documented in the Florida Reliability Method, Congestion Management Plan and prior Annual Mobility Reports. vii Based on 214 data for the average cost per crash of $155,695 (FDOT Plans Preparation Manual Table ). viii Ratio of economic to societal harm costs are based on The Economic and Society Impact of Motor Vehicle Crashes, ix x 25

32 98 North Jefferson Street Jacksonville, FL 3229 (94)

33 APPENDIX A SYSTEM PERFORMANCE MEASURES

34 Vehicle miles Traveled by County (All Public Roads) 35,, 3,, 25,, Vehicle miles Traveled 2,, 15,, 1,, 5,, Clay 4,371,71 4,183,366 4,153,343 4,28,954 4,393,79 4,557,934 Duval 28,718,919 27,772,497 27,344,355 28,28,16 28,5,631 29,779,696 Nassau 2,768,971 2,88,477 2,85,538 2,831,731 2,963,94 3,29,783 St. Johns 6,177,139 6,275,463 6,325,677 6,385,121 6,978,491 7,273,542 A 1

35 Centerline miles by County (All Public Roads) 5,, 4,5, 4,, 3,5, 3,, Miles 2,5, 2,, 1,5, 1,, 5, Clay 1,212,485 1,175,686 1,175,686 1,225,825 1,23,536 1,23,955 Duval 4,539,541 4,567,99 4,575,343 4,579,743 4,579,742 4,62,52 Nassau 1,61,24 1,61,725 1,61,745 1,61,653 1,61,653 1,61,54 St. Johns 1,215,812 1,231,372 1,233,521 1,244,142 1,258,541 1,261,197 A 2

36 Unless otherwise indicated, the performance measures in the following charts, such as vehicle miles traveled, and other statistics are reported on the Interstate System, expressways, principal arterials and major collectors only consistent with the Florida Department of Transportation s Statewide Mobility Performance Measures reporting system for consistency between measures. A 3

37 18, Person Miles Traveled (Daily) 16, 14, 12, Thousands 1, 8, 6, 4, 2, Interstate (Rural) 4,543 5,77 4,936 5,348 5,516 5,425 5,566 5,466 5,621 5,369 5,557 5,667 6,372 Principal Arterial (Rural) 2,577 2,565 2,597 2,624 2,599 2,528 2,484 2,436 2,4 2,718 2,758 2,347 2,492 Major Collector (Rural) Interstate (Urban) 12,71 12,289 12,732 13,468 13,63 12,697 12,54 14,875 14,723 14,182 14,747 15,218 16,17 Freeways & Expressways (Urban) 4,84 5,51 5,361 6,178 6,385 6,269 6,24 3,589 3,613 3,541 3,72 3,78 4,73 Principal Arterial (Urban) 8,824 9,499 9,377 9,124 8,924 8,777 8,35 8,347 8,249 8,163 8,376 9,37 9,464 Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) A 4

38 1,6 Person Miles Traveled (Peak Hour) 1,4 1,2 1, Thousands Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) 1,17 1,36 1,73 1,135 1,149 1,7 1,57 1,254 1,241 1,195 1,24 1,28 1,347 Freeways & Expressways (Urban) Principal Arterial (Urban) Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) A 5

39 Truck Miles Traveled (Daily) 1,2 1, 8 Axis Title Interstate (Rural) Principal Arterial (Rural) Interstate (Urban) ,44 1,115 1,35 1, ,67 Freeways & Expressways (Urban) Principal Arterial (Urban) Interstate (Rural) Principal Arterial (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) A 6

40 Vehicle Miles Traveled (Daily) 12, 1, 8, Thousands 6, 4, 2, Interstate (Rural) 2,522 2,82 2,744 2,975 3,6 3,9 3,89 3,34 3,116 2,977 3,8 3,137 3,533 Principal Arterial (Rural) 1,559 1,528 1,551 1,562 1,542 1,493 1,471 1,437 1,417 1,589 1,616 1,379 1,461 Major Collector (Rural) Interstate (Urban) 7,53 7,639 7,914 8,371 8,472 7,892 7,794 9,246 9,151 8,815 9,166 9,459 9,956 Freeways & Expressways (Urban) 3,9 3,14 3,333 3,841 3,97 3,897 3,879 2,232 2,246 2,22 2,32 2,35 2,533 Principal Arterial (Urban) 5,661 6,123 6,53 5,874 5,747 5,657 5,38 5,372 5,39 5,251 5,385 5,772 6,41 Collector (Urban) Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) Collector (Urban) A 7

41 Average Travel Speed (Peak Hour) MPH Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) A 8

42 Total Delay in Vehicle Hours (Daily) Thousands Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) A 9

43 3 Total Delay in Vehicle Hours (Daily) Adjusted 25 2 Thousands Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) A 1

44 Travel Time Reliability (Peak Hour) % Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) A 11

45 Percent Miles Meeting LOS Criteria (Peak Period) Rural Facilities 1 9 % Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) A 12

46 Percent Travel Severely Congested (Peak Hour) % Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) A 13

47 Vehicles Per Lane (Peak Hour) 25 Vehicles per Laneper Hour Vehicles Per Lane Mile (Peak Hour) Interstate Rural Princiapal Arterial Minor Arterial Major Collector Interstate Urban 1,437 1,422 1,492 1,557 1,585 1,39 1,48 1,363 1,379 1,33 1,358 1,371 1,442 Freeways ,85 1,62 1, Princiapal Arterial Minor Arterial Collector Vehicles Per Lane Mile (Peak Hour) Interstate Rural Princiapal Arterial Minor Arterial Major Collector Interstate Urban Freeways Princiapal Arterial Minor Arterial Collector A 14

48 Hours Severely Congested (Daily) 3 2 Hours Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) Collector (Urban) 1 1 Interstate (Rural) Principal Arterial (Rural) Major Collector (Rural) Interstate (Urban) Freeways & Expressways (Urban) Principal Arterial (Urban) Collector (Urban) A 15

49 APPENDIX B STATISTICAL TESTS OF SIGNIFICANCE FOR BLUETOAD DATA

50 Appendix B Minimum Sample Size for BlueToad Data Use in Speed Reliability Daily Analysis (Tues Thurs) 25 days (Tues Wed Thurs) 24 hours 4 periods per hour 24 N Assume normal distribution Confidence interval 95% Standard error.5 mph 24 days Without Hurricane Matthew 24 hours 4 periods per hour 234 N population Corridor Stnd. Dev. n Min Sample Size I , I SR 1 Atlantic Boulevard SR 21 Blanding Boulevard SR US 17 Roosevelt Boulevard US 9 Beach Bouelvard Assume normal distribution Confidence interval 95% Standard error 1 mph Corridor Stnd. Dev. n Min Sample Size I I SR 1 Atlantic Boulevard SR 21 Blanding Boulevard SR US 17 Roosevelt Boulevard US 9 Beach Bouelvard

51 Peak Hour Analysis (Tues Thurs) 25 days (Tues Wed Thurs) 1 hours 4 periods per hour 1 N Assume normal distribution Confidence interval 95% Standard error.5 mph 24 days Without Hurricane Matthew 1 hours 4 periods per hour 96 N population Corridor Stnd. Dev. n Min Sample Size I I SR 1 Atlantic Boulevard SR 21 Blanding Boulevard SR US 17 Roosevelt Boulevard US 9 Beach Bouelvard Assume normal distribution Confidence interval 95% Standard error 1 mph Corridor Stnd. Dev. n Min Sample Size I I SR 1 Atlantic Boulevard SR 21 Blanding Boulevard SR US 17 Roosevelt Boulevard US 9 Beach Bouelvard

52 Minimum Sample Size Analysis Daily Analysis Sample Size Level of Significance From To SR 2 SR 2 Eastbound Sadler Road Amelia Island Parkway mph Amelia Island Parkway Chester River Road mph Chester River Road I mph SR 2 Westbound I-95 Chester River Road mph Chester River Road Amelia Island Parkway mph Amelia Island Parkway Sadler Road mph SR 21 Blanding Boulevard SR 21 Blanding Boulevard Northbound Knightboxx Road Kingsley Avenue mph Kingsley Avenue Collins Road mph SR 21 Blanding Boulevard Southbound Collins Road Kingsley Avenue mph Kingsley Avenue Knightboxx Road mph SR 1 Atlantic Boulevard SR 1 Atlantic Boulevard Eastbound Kingman Avenue University Boulevard mph University Boulevard St. Johns Bluff Road mph St. Johns Bluff Road Hodges Boulevard mph Hodges Boulevard San Pablo Road mph SR 1 Atlantic Boulevard Westbound San Pablo Road Hodges Boulevard mph Hodges Boulevard St. Johns Bluff Road mph St. Johns Bluff Road University Boulevard mph University Boulevard Kingman Avenue mph I-1 I-1 Eastbound I-295 Stockton Street mph Stockton Street Acosta Expressway mph I-1 Westbound Acosta Expressway Stockton Street mph Stockton Street I mph

53 Minimum Sample Size Analysis Daily Analysis Sample Size Level of Significance From To US 17 Roosevelt Boulevard US 17 Roosevelt Boulevard Northbound CR 22 Kingsley Avenue mph Kingsley Avenue Wells Road mph Wells Road Collins Road mph Collins Road Timimquana Road mph Timimquana Road McDuff Avenue mph US 17 Roosevelt Boulevard Southbound McDuff Avenue Timimquana Road mph Timimquana Road Collins Road mph Collins Road Wells Road mph Wells Road Kingsley Avenue mph Kingsley Avenue CR mph US 9 Beach Boulevard US 9 Beach Boulevard Eastbound San Mateo Avenue University Boulevard mph University Boulevard I mph I-295 Hodges Boulevard mph Hodges Boulevard Penman Road mph US 9 Beach Boulevard Westbound Penman Road Hodges Boulevard mph Hodges Boulevard I mph I-295 University Boulevard mph University Boulevard San Mateo Avenue mph

54 Minimum Sample Size Analysis Daily Analysis Sample Size Level of Significance From To I-95 I-95 Northbound North of Race Track Road South of Old St. Augustine Road mph South of Old St. Augustine Road I mph I-295 Philips Highway mph Philips Highway Southside Boulevard mph Southside Boulevard Baymeadows Road mph Baymeadows Road University Boulevard mph Acosta Expressway SR-114 (8th Street) mph SR-114 (8th Street) Lem Turner Road mph Lem Turner Road Edgewood Avenue mph Edgewood Avenue Hecksher Drive mph Hecksher Drive Pecan Park Road mph Pecan Park Road SR mph I-95 Southbound SR 2 Pecan Park Road mph Pecan Park Road Hecksher Drive mph Hecksher Drive Edgewood Avenue mph Edgewood Avenue Lem Turner Road mph Lem Turner Road SR-114 (8th Street) mph SR-114 (8th Street) Acosta Expressway mph University Boulevard Baymeadows Road mph Baymeadows Road Southside Boulevard mph Southside Boulevard Philips Highway mph Philips Highway I mph I-295 South of Old St. Augustine Road mph South of Old St. Augustine Road North of Race Track Road mph

55 Minimum Sample Size Analysis Peak Hour Analysis Sample Size Level of Significance From To SR 2 SR 2 Eastbound Sadler Road Amelia Island Parkway 48 1 mph Amelia Island Parkway Chester River Road 44 NO Chester River Road I NO SR 2 Westbound I-95 Chester River Road 44 NO Chester River Road Amelia Island Parkway 44 NO Amelia Island Parkway Sadler Road 48 1 mph SR 21 Blanding Boulevard SR 21 Blanding Boulevard Northbound Knightboxx Road Kingsley Avenue 96.5 mph Kingsley Avenue Collins Road 94.5 mph SR 21 Blanding Boulevard Southbound Collins Road Kingsley Avenue 96.5 mph Kingsley Avenue Knightboxx Road 96.5 mph SR 1 Atlantic Boulevard SR 1 Atlantic Boulevard Eastbound Kingman Avenue University Boulevard 8.5 mph University Boulevard St. Johns Bluff Road 84.5 mph St. Johns Bluff Road Hodges Boulevard 84.5 mph Hodges Boulevard San Pablo Road 84.5 mph SR 1 Atlantic Boulevard Westbound San Pablo Road Hodges Boulevard 84.5 mph Hodges Boulevard St. Johns Bluff Road 84.5 mph St. Johns Bluff Road University Boulevard 77 1 mph University Boulevard Kingman Avenue 81.5 mph I-1 I-1 Eastbound I-295 Stockton Street 6 1 mph Stockton Street Acosta Expressway 74 1 mph I-1 Westbound Acosta Expressway Stockton Street 9.5 mph Stockton Street I mph

56 Minimum Sample Size Analysis Peak Hour Analysis Sample Size Level of Significance From To US 17 Roosevelt Boulevard US 17 Roosevelt Boulevard Northbound CR 22 Kingsley Avenue 52 1 mph Kingsley Avenue Wells Road 52 1 mph Wells Road Collins Road 88.5 mph Collins Road Timimquana Road 8.5 mph Timimquana Road McDuff Avenue 8.5 mph US 17 Roosevelt Boulevard Southbound McDuff Avenue Timimquana Road 8.5 mph Timimquana Road Collins Road 8.5 mph Collins Road Wells Road 81.5 mph Wells Road Kingsley Avenue 52 1 mph Kingsley Avenue CR mph US 9 Beach Boulevard US 9 Beach Boulevard Eastbound San Mateo Avenue University Boulevard 74.5 mph University Boulevard I mph I-295 Hodges Boulevard 96.5 mph Hodges Boulevard Penman Road 6.5 mph US 9 Beach Boulevard Westbound Penman Road Hodges Boulevard 6.5 mph Hodges Boulevard I mph I-295 University Boulevard 8.5 mph University Boulevard San Mateo Avenue 75.5 mph

57 Minimum Sample Size Analysis Peak Hour Analysis Sample Size Level of Significance From To I-95 I-95 Northbound North of Race Track Road South of Old St. Augustine Road 94.5 mph South of Old St. Augustine RoaI mph I-295 Philips Highway 82.5 mph Philips Highway Southside Boulevard 91.5 mph Southside Boulevard Baymeadows Road 9.5 mph Baymeadows Road University Boulevard 83.5 mph Acosta Expressway SR-114 (8th Street) 89.5 mph SR-114 (8th Street) Lem Turner Road 94.5 mph Lem Turner Road Edgewood Avenue 94.5 mph Edgewood Avenue Hecksher Drive 94.5 mph Hecksher Drive Pecan Park Road 94.5 mph Pecan Park Road SR mph I-95 Southbound SR 2 Pecan Park Road 44 1 mph Pecan Park Road Hecksher Drive 94.5 mph Hecksher Drive Edgewood Avenue 94.5 mph Edgewood Avenue Lem Turner Road 94.5 mph Lem Turner Road SR-114 (8th Street) 92.5 mph SR-114 (8th Street) Acosta Expressway 86.5 mph University Boulevard Baymeadows Road 92.5 mph Baymeadows Road Southside Boulevard 9.5 mph Southside Boulevard Philips Highway 91.5 mph Philips Highway I mph I-295 South of Old St. Augustine Road 82.5 mph South of Old St. Augustine RoaNorth of Race Track Road 91.5 mph

58 APPENDIX C RELIABILITY ANALYSIS SUMMARY AND FIGURES

59 215 Segments 216 Segments On time Reliability 216 FHWA Measures From To From To North Florida Reliability Reliability (45 mph) Duration I 1 Eastbound I 295 Stockton Street I 295 Stockton Street 92.3% 92.9% % 93.4% % N.5% N Stockton Street Acosta Expressway Stockton Street Acosta Expressway 91.4% 81.2% % 89.8% % Y 8.6% Y Y Westbound Acosta Expressway Stockton Street Acosta Expressway Stockton Street 98.1% 93.2% % 85.7% % Y 7.4% Y Y Stockton Street I 295 Stockton Street I % 94.8% % 97.9% % N 3.1% Y I 95 Northbound South of Race Track Road South of Old St. Augustine Road North of Race Track Road South of Old St. Augustine Road 98.8% 99.6% 99.3% 99.6%.5% N.% N North of Old St. Augustine Road I % 99.8% I 295 Philips Highway 98.5% 98.9% Philips Highway Southside Boulevard Philips Highway Southside Boulevard 96.9% 97.2% % 97.8% 1.5.3% N.6% N Southside Boulevard Baymeadows Road Southside Boulevard Baymeadows Road 94.6% 95.5% % 96.6% 2..4% N 1.% N Baymeadows Road University Boulevard Baymeadows Road University Boulevard 94.2% 96.3% % 94.8% % N 1.5% Y Y Acosta Expressway SR 114 Acosta Expressway SR % 98.3% % 96.8% % Y 1.4% N SR 114 Lem Turner Road SR 114 Lem Turner Road 99.6% 99.8% 99.9% 99.9%.3% N.2% N Lem Turner Road Edgewood Avenue Lem Turner Road Edgewood Avenue 99.4% 99.9% 99.6% 99.9%.1% N.% N Edgewood Avenue SR 15 Heckscher Drive Edgewood Avenue SR 15 Heckscher Drive 99.9% 99.9% 99.6% 1.%.4% N.1% N SR 15 Heckscher Drive Pecan Park Road SR 15 Heckscher Drive Pecan Park Road 99.9% 1.% 1.% 1.%.1% N.% N Pecan Park Road SR 2 Buccaneer Trail Pecan Park Road SR 2 Buccaneer Trail 99.9% 1.% 1.% 1.%.1% N.% N Southbound SR 2 Buccaneer Trail Pecan Park Road SR 2 Buccaneer Trail Pecan Park Road 99.9% 1.% 99.9% 1.%.% N.% N Pecan Park Road SR 15 Heckscher Drive Pecan Park Road SR 15 Heckscher Drive 99.8% 99.9% 99.7% 1.%.% N.% N SR 15 Heckscher Drive Edgewood Avenue SR 15 Heckscher Drive Edgewood Avenue 98.8% 99.4% % 99.1%.75.2% N.3% N Edgewood Avenue Lem Turner Road Edgewood Avenue Lem Turner Road 97.4% 97.7% % 98.% 1..% N.3% N Lem Turner Road SR 114 Lem Turner Road SR % 99.4% % 98.2% % N 1.3% N SR 114 Acosta Expressway SR 114 Acosta Expressway 89.4% 89.4% % 92.4% % Y 3.% Y University Boulevard Baymeadows Road University Boulevard Baymeadows Road 95.% 98.1% % 96.% % N 2.1% Y Y Baymeadows Road Southside Boulevard Baymeadows Road Southside Boulevard 99.6% 99.8% 98.8% 99.7%.8% N.1% N Southside Boulevard Philips Highway Southside Boulevard Philips Highway 99.% 99.8% 98.7% 99.4%.5.4% N.3% N Philips Highway I % 97.8% I 295 North of Old St. Augustine Road 94.7% 96.3% South of Old St. Augustine Road* South of Race Track Road North of Old St. Augustine Road North of Race Track Road 99.8% 1.% SR 1 Atlantic Boulevard Eastbound Kingman Avenue University Boulevard 98.8% % Y University Boulevard Southside Boulevard University Boulevard St. Johns Bluff Road 1.% 97.5% % Y Southside Boulevard St. Johns Bluff Road St. Johns Bluff Road Hodges Boulevard 93.4% % % Y St. Johns Bluff Road Hodges Boulevard Hodges Boulevard San Pablo Road 92.2% % % Y Y Westbound San Pablo Road Hodges Boulevard 97.6% Hodges Boulevard St. Johns Bluff Road Hodges Boulevard St. Johns Bluff Road 91.8% % 8.1% Y St. Johns Bluff Road Southside Boulevard St. Johns Bluff Road University Boulevard 94.3% % 5.6% Y Southside Boulevard University Boulevard University Boulevard Kingman Avenue 98.4% % % Y SR 21 Blanding Boulevard Northbound Knightboxx Road Kingsley Avenue Knightboxx Road Kingsley Avenue 93.4% % 6.5% Y Kingsley Avenue Collins Road Kingsley Avenue Collins Road 78.1% % % Y Y Southbound Collins Road Kingsley Avenue Collins Road Kingsley Avenue 76.5% % % Y Y Kingsley Avenue Knightboxx Road Kingsley Avenue Knightboxx Road 98.3% 99.4% 1.1% N North Florida Reliability Reliability (45 mph) Duration Change Significant (> 1.5%) Change Change (using 45 mph) Significant (> 1.5%) Change Critical Segment Median Speed 8th Percentile Speed 95th Percentile Speed Truck Travel Time Index Level of Travel Time Reliability

60 215 Segments 216 Segments On time Reliability 216 FHWA Measures From To From To North Florida Reliability Reliability (45 mph) Duration SR 2 Eastbound I 95 Chester River Road I 95 Chester River Road 86.9% %.25 3.% Y Y Chester River Road Amelia Island Parkway Chester River Road Amelia Island Parkway 91.3% % % Y Amelia Island Parkway Sadler Road Amelia Island Parkway Sadler Road 97.1% %.25.6% N Westbound Sadler Road Amelia Island Parkway Sadler Road Amelia Island Parkway 99.9% 99.8%.1% N Amelia Island Parkway Chester River Road Amelia Island Parkway Chester River Road 95.6% % 1..6% N Y Chester River Road I 95 Chester River Road I % %.25.6% N US 17 Roosevelt Boulevard Northbound CR 22 Kingsley Avenue CR 22 Kingsley Avenue 99.5% 99.4%.1% N Kingsley Avenue Wells Road Kingsley Avenue Wells Road 96.3% % % N Y Wells Road Collins Road Wells Road Collins Road 99.2% 99.9%.7% N Collins Road Birmingham Street Collins Road Timuquana Road 98.% 1. 1.%.25 2.% Y Birmingham Street Timuquana Road Timuquana Road McDuff Avenue 97.9% % 1..8% N Timuquana Road San Juan Avenue 99.9% San Juan Avenue Park Street 91.9% 2.75 Southbound Park Street San Juan Avenue McDuff Avenue Timuquana Road 85.7% 3. 1.% 14.3% Y San Juan Avenue Timuquana Road Timuquana Road Collins Road 99.5% 95.1% % Y Timuquana Road Birmingham Street 98.4%.25 Birmingham Street Collins Road 88.2% 4.5 Collins Road Wells Road Collins Road Wells Road 8.6% % % Y Y Wells Road Kingsley Avenue Wells Road Kingsley Avenue 98.5% % % Y Kingsley Avenue CR 22 Kingsley Avenue CR % 99.9%.% N US 9 Beach Boulevard Eastbound San Mateo Avenue University Boulevard San Mateo Avenue University Boulevard 99.% 97.3% % Y Y University Boulevard Parental Home Road University Boulevard I % % % Y Parental Home Road I 295 I 295 Hodges Boulevard 93.1% % 6.5% Y I 295 Kernan Boulevard Hodges Boulevard Penman Road 98.3%.25 1.% % Y Westbound Kernan Boulevard I 295 Penman Road Hodges Boulevard 92.3% % % Y Y I 295 Parental Home Road Hodges Boulevard I % % 8.4% Y Parental Home Road University Boulevard I 295 University Boulevard 98.6% %.8% N University Boulevard San Mateo Avenue University Boulevard San Mateo Avenue 99.9%.25 1.%.1% N North Florida Reliability Reliability (45 mph) Duration Change Significant (> 1.5%) Change Change (using 45 mph) Significant (> 1.5%) Change Critical Segment Median Speed 8th Percentile Speed 95th Percentile Speed Truck Travel Time Index Level of Travel Time Reliability

61 Section 1- All Data

62 7 I-95 Split to Stockton Street : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 2:3 21:15 22: 22:45 23:3 8 Stockton Street to I : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-1 Westbound Speed Variation Chart Figure 1 Page 2

63 8 I-295 to Stockton Street Stockton Street to I-95 Split : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-1 Eastbound Speed Variation Chart Figure 2 Page 3

64 1 Race Track Road to Old St. Augustine Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Old St. Augustine Road to I-295 : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 1 I-295 to Phillips Highway Philips Highway to Southside Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: : 19:3 :45 1:3 21: 3: 22:3 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Northbound Speed Variation Chart Figure 3A Page 4

65 1 Southside Boulevard to Baymeadows Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Baymeadows Road to University Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Acosta Expressway to SR 114 (8 th St) : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 8 SR114 (8 th Street) to Lem Turner Road (SR : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Northbound Speed Variation Chart Figure 3B Page 5

66 8 Lem Turner Road (SR 115) to Edgewood Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Edgewood Avenue to Heckscher Drive : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Heckscher Drive to Pecan Park Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Pecan Park Road to A1A (SR 2) : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Northbound Speed Variation Chart Figure 3C Page 6

67 1 A1A (SR 2) to Pecan Park Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Pecan Park Road to Heckscher Drive : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Heckscher Drive to Edgewood Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Edgewood Avenue to Lem Turner Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Southbound Speed Variation Chart Figure 4A Page 7

68 Lem Turner Road to SR 114 (8 th Street ) : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR 114 (8 th Street) to Acosta Expressway : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: University Boulevard to Baymeadows Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Baymeadows Road to Southside Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Southbound Speed Variation Chart and Reliability Figure 4B Page 8

69 Southside Boulevard to Philips Highway : :45 1:3 3: 4:3 6: 7:3 9: 1:3 Phillips Highway to I : : :45 1:3 3: 4:3 6: 7:3 13:3 15: 16:3 18: 19:3 9: 1:3 12: 21: 13:3 15: 16:3 22:3 18: 19:3 21: 22:3 1 I-295 to Old St. Augustine Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 1 Old St. Augustine Road to Race Track Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Southbound Speed Variation Chart Figure 4C Page 9

70 : :45 : :45 San Pablo Road to Hodges Boulevard 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Hodges Boulevard to St. Johns Bluff Road 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 5 St. Johns Bluff Road to University Boulevard : :45 1:3 3: 4:3 5:3 6:15 7: 7:45 8:3 9:15 1: 1:45 11:3 1 13: 1 14:3 1 16: 1 17:3 1 19: 1 2:3 21:15 22: 22:45 23:3 5 University Boulevard to Kingman Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR 1 (Atlantic Blvd) Westbound Speed Variation Chart Figure 5 Page 1

71 Kingman Avenue to University Boulevard University Boulevard to St. Johns Bluff Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 St. Johns Bluff Road to Hodges Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 6 Hodges Boulevard to San Pablo Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR 1 (Atlantic Blvd) Eastbound Speed Variation Chart Figure 6 Page 11

72 Knightboxx Road to Kingsley Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Kingsley Avenue to Collins Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR 21 (Blanding Blvd) Northbound Speed Variation Chart Figure 7 Page 12

73 Collins Road to Kingsley Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Kingsley Avenue to Knightboxx Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR 21 (Blanding Blvd) Southbound Speed Variation Chart Figure 8 Page 13

74 5 Sandler to Amelia Island Parkway : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Amelia Island Parkway to Chester River Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Chester River Road to I-95 NB off Ramp : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR A1A/SR 2 Westbound Speed Variation Chart Figure 9 Page 14

75 I-95 NB off Ramp to Chester River Road Chester River Road to Amelia Island Parkway : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Amelia Island Parkway to Sandler : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR A1A/SR 2 Eastbound Speed Variation Chart Figure 1 Page 15

76 6 CR-22 to Kingsley Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Kingsley Avenue to Wells Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Wells Road to Collins Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 17/SR 15 (Roosevelt Blvd/Park Ave) Northbound Speed Variation Chart Figure 11A Page 16

77 6 Collins Road to Timiquana Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Timiquana Road to McDuff Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 17/SR 15 (Roosevelt Blvd/Park Ave) Northbound Speed Variation Chart Figure 11B Page 17

78 McDuff Avenue to Timiquana Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Timiquana Road to Collins Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 17/SR 15 (Roosevelt Ave/Park Ave) Southbound Speed Variation Chart Figure 12A Page 18

79 Collins Road to Wells Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Wells Road to Kingsley Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Kingsley Avenue to CR : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 17/SR 15 (Roosevelt Ave/Park Ave) Southbound Speed Variation Chart Figure 12B Page 19

80 5 Penman Road to Hodges Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Hodges Boulevard to I : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-295 to University Boulevard : :45 1:3 3: 4:3 6: 7:3 9: University Boulevard to San Mateo Avenue 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 9 (Beach Blvd) Westbound Speed Variation Chart Figure 13 Page 2

81 San Mateo Avenue to University Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 University Boulevard to I : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 5 I-295 to Hodges Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 5 Hodges Boulevard to Penman Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 9 (Beach Blvd) Eastbound Speed Variation Chart Figure 14 Page 21

82 Section 2- Without Hurricane Matthew

83 7 I-95 Split to Stockton Street : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 8 Stockton Street to I : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-1 Westbound Speed Variation Chart Figure 1 Page 2

84 8 I-295 to Stockton Street : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 6 Stockton Street to I-95 Split : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-1 Eastbound Speed Variation Chart Figure 2 Page 3

85 1 Race Track Road to Old St. Augustine Road Speend (mph) : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 1 Old St. Augustine Road to I : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 1 I-295 to Phillips Highway : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Philips Highway to Southside Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Northbound Speed Variation Chart Figure 3A Page 4

86 1 Southside Boulevard to Baymeadows Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Baymeadows Road to University Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Acosta Expressway to SR 114 (8 th St) : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 8 SR114 (8 th Street) to Lem Turner Road (SR : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Northbound Speed Variation Chart Figure 3B Page 5

87 Lem Turner Road (SR 115) to Edgewood Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Edgewood Avenue to Heckscher Drive Heckscher Drive to Pecan Park Road Pecan Park Road to A1A (SR 2) : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Northbound Speed Variation Chart Figure 3C Page 6

88 1 A1A (SR 2) to Pecan Park Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: Pecan Park Road to Heckscher Drive : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Heckscher Drive to Edgewood Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Edgewood Avenue to Lem Turner Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Southbound Speed Variation Chart Figure 4A Page 7

89 1 Lem Turner Road to SR 114 (8 th Street ) : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR 114 (8 th Street) to Acosta Expressway : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 8 University Boulevard to Baymeadows Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 1 Baymeadows Road to Southside Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Southbound Speed Variation Chart and Reliability Figure 4B Page 8

90 : : :45 :45 Southside Boulevard to Philips Highway 1:3 3: 4:3 6: 7:3 9: 1:3 Phillips Highway to I : 13:3 15: 16:3 18: 19:3 21: 22:3 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: I-295 to Old St. Augustine Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 1 Old St. Augustine Road to Race Track Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-95 Southbound Speed Variation Chart Figure 4C Page 9

91 : :45 1:3 San Pablo Road to Hodges Boulevard 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Hodges Boulevard to St. Johns Bluff Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 5 St. Johns Bluff Road to University Boulevard : :3 1: 1:3 2: 2:3 3:15 4:15 5: 5:3 6: 6:3 7: 7:3 8: 8:3 9: 9:3 1: 1:3 11: 11:3 12: 12:3 13: 13:3 14: 14:3 15: 15:3 16: 16:3 17: 17:3 18: 18:3 19: 19:3 2: 2:3 21: 21:3 22: 22:3 23: 23:3 5 University Boulevard to Kingman Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR 1 (Atlantic Blvd) Westbound Speed Variation Chart Figure 5 Page 1

92 : :45 : :45 : :45 : :45 Kingman Avenue to University Boulevard 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 University Boulevard to St. Johns Bluff Road 1:3 3: 4:3 5:3 6:15 7: 7:45 8:3 9:15 1: 1:45 11:3 1 13: 1 14:3 1 16: 1 17:3 1 19: 1 2:3 21:15 22: 22:45 23:3 St. Johns Bluff Road to Hodges Boulevard 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Hodges Boulevard to San Pablo Road 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR 1 (Atlantic Blvd) Eastbound Speed Variation Chart Figure 6 Page 11

93 Knightboxx Road to Kingsley Avenue Average of Max of Min of : :3 1: 1:3 2: 2:3 3: 3:3 4: 4:3 5: 5:3 6: 6:3 7: 7:3 8: 8:3 9: 9:3 1: 1:3 11: 11:3 12: 12:3 13: 13:3 14: 14:3 15: 15:3 16: 16:3 17: 17:3 18: 18:3 19: 19:3 2: 2:3 21: 21:3 22: 22:3 23: 23: Kingsley Avenue to Collins Road : :3 1: 1:3 2: 2:3 3: 3:3 4: 4:3 5: 5:3 6: 6:3 7: 7:3 8: 8:3 9: 9:3 1: 1:3 11: 11:3 12: 12:3 13: 13:3 14: 14:3 15: 15:3 16: 16:3 17: 17:3 18: 18:3 19: 19:3 2: 2:3 21: 21:3 22: 22:3 23: 23:3 SR 21 (Blanding Blvd) Northbound Speed Variation Chart Figure 7 Page 12

94 45 Collins Road to Kingsley Avenue : :3 1: 1:3 2: 2:3 3: 3:3 4: 4:3 5: 5:3 6: 6:3 7: 7:3 8: 8:3 9: 9:3 1: 1:3 11: 11:3 12: 12:3 13: 13:3 14: 14:3 15: 15:3 16: 16:3 17: 17:3 18: 18:3 19: 19:3 2: 2:3 21: 21:3 22: 22:3 23: 23: Kingsley Avenue to Knightboxx Road : :3 1: 1:3 2: 2:3 3: 3:3 4: 4:3 5: 5:3 6: 6:3 7: 7:3 8: 8:3 9: 9:3 1: 1:3 11: 11:3 12: 12:3 13: 13:3 14: 14:3 15: 15:3 16: 16:3 17: 17:3 18: 18:3 19: 19:3 2: 2:3 21: 21:3 22: 22:3 23: 23:3 SR 21 (Blanding Blvd) Southbound Speed Variation Chart Figure 8 Page 13

95 5 Sandler to Amelia Island Parkway : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Amelia Island Parkway to Chester River Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Chester River Road to I-95 NB off Ramp SR A1A/SR 2 Westbound Speed Variation Chart Figure 9 Page 14

96 I-95 NB off Ramp to Chester River Road Chester River Road to Amelia Island Parkway : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Amelia Island Parkway to Sandler : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 SR A1A/SR 2 Eastbound Speed Variation Chart Figure 1 Page 15

97 CR-22 to Kingsley Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Kingsley Avenue to Wells Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Wells Road to Collins Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 17/SR 15 (Roosevelt Blvd/Park Ave) Northbound Speed Variation Chart Figure 11A Page 16

98 6 Collins Road to Timiquana Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Timiquana Road to McDuff Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 17/SR 15 (Roosevelt Blvd/Park Ave) Northbound Speed Variation Chart Figure 11B Page 17

99 6 McDuff Avenue to Timiquana Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Timiquana Road to Collins Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 17/SR 15 (Roosevelt Ave/Park Ave) Southbound Speed Variation Chart Figure 12A Page 18

100 Collins Road to Wells Road : :3 1: 1:3 2: 2:3 3: 3:3 4: 4:3 5: 5:3 6: 6:3 7: 7:3 8: 8:3 9: 9:3 1: 1:3 11: 11:3 12: 12:3 13: 13:3 14: 14:3 15: 15:3 16: 16:3 17: 17:3 18: 18:3 19: 19:3 2: 2:3 21: 21:3 22: 22:3 23: 23: Wells Road to Kingsley Avenue : :3 1: 1:3 2: 2:3 3: 3:3 4: 4:3 5: 5:3 6: 6:3 7: 7:3 8: 8:3 9: 9:3 1: 1:3 11: 11:3 12: 12:3 13: 13:3 14: 14:3 15: 15:3 16: 16:3 17: 17:3 18: 18:3 19: 19:3 2: 2:3 21: 21:3 22: 22:3 23: 23:3 6 Kingsley Avenue to CR : :3 1: 1:3 2: 2:3 3: 3:3 4: 4:3 5: 5:3 6: 6:3 7: 7:3 8: 8:3 9: 9:3 1: 1:3 11: 11:3 12: 12:3 13: 13:3 14: 14:3 15: 15:3 16: 16:3 17: 17:3 18: 18:3 19: 19:3 2: 2:3 21: 21:3 22: 22:3 23: 23:3 US 17/SR 15 (Roosevelt Ave/Park Ave) Southbound Speed Variation Chart Figure 12B Page 19

101 5 Penman Road to Hodges Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 Hodges Boulevard to I : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 I-295 to University Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 University Boulevard to San Mateo Avenue : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 9 (Beach Blvd) Westbound Speed Variation Chart Figure 13 Page 2

102 5 San Mateo Avenue to University Boulevard : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 5 University Boulevard to I : :45 1:3 3: 4:3 6: I-295 to Hodges Boulevard 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22: : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 5 Hodges Boulevard to Penman Road : :45 1:3 3: 4:3 6: 7:3 9: 1:3 12: 13:3 15: 16:3 18: 19:3 21: 22:3 US 9 (Beach Blvd) Eastbound Speed Variation Chart Figure 14 Page 21

103 APPENDIX D TSM&O PERFORMANCE MEASURES

104 Annual Performance Measures Report Includes All Responders District 2 Reporting Period: January 1, 216 to December 31, 216 Created on: January 1, 217 5:23 pm County: All Counties Report Template version 3.1 Performance Measures Summary 1st Quarter 2nd Quarter 3rd Quarter 4th Quarter Year Events included in Performance Measures Notification Duration (min.)* Verification Duration (min.) Response Duration (min.) Open Roads Duration (min.) Departure Duration (min.) Roadway Clearance Duration (min.) Incident Clearance Duration (min.) , *FHP Data is not available for Notification Duration Incident Clearance Duration 1st Quarter 2nd Quarter 3rd Quarter 4th Quarter Notification Duration Verification Duration Response Duration Open Roads Duration Departure Duration Average Open Roads Duration (min.) Open Roads Duration / Quarter st Quarter 2nd Quarter 3rd Quarter 4th Quarter Average Roadway Clearance Duration (min.) Roadway Clearance Duration / Quarter st Quarter 2nd Quarter 3rd Quarter 4th Quarter Reporting Period: January 1, 216 to December 31, 216 District 2 1