Traffic Analysis Report Build Conditions (2040)

Transcription

1 Traffic Analysis Report Build Conditions LA 23 New Orleans Gulf Coast Railway Relocation PE/NEPA Project Jefferson and Plaquemines Parishes, Louisiana RPC Task LA23RR1 RPC/FRA Grant # FR-RLD Prepared by: HDR Engineering, Inc. and Burk-Kleinpeter, Inc. December 2015

2 Table of Contents 1.0 INTRODUCTION Areas of Analysis Data Sources DESCRIPTION OF CROSSINGS TRAFFIC DELAY ANALYSIS Data Collection and Process Delay Analysis Cost of Congestion List of Figures and Tables Figure 1. Proposed Rail Relocation Corridor... 2 Table 1. Future Year Analysis Data Items, Descriptions and Sources... 3 Table 2. At-Grade Crossing Conceptual Descriptions, Along the Proposed Rail Relocation Corridor... 3 Table 3. Forecast Average Daily Traffic Volumes... 4 Table 4. Estimated Vehicle Delays at Highway/Rail At-Grade Crossings (2040 Build Scenario) within a Range of Potential Train Lengths... 9 Table 5. Delay Costs Per Service Day, Associated with Rail Crossing Congestion December 2015 i

3 1.0 INTRODUCTION The purpose of this report is to present the results of the traffic and grade crossing analysis for the future conditions of the LA 23 NOGC Railway Relocation PE/NEPA Project. This analysis focuses on documenting the build scenario only. The Regional Planning Commission for Jefferson, Orleans, Plaquemines, St. Bernard, St. Tammany and Tangipahoa Parishes (RPC) and the Federal Railroad Administration (FRA) have entered into a grant agreement to conduct an environmental review and prepare an environmental document for the relocation of the New Orleans Gulf Coast (NOGC) Railway that serves Jefferson and Plaquemines Parishes in the New Orleans region of Southeast Louisiana. The FRA is the lead Federal agency for the oversight of the environmental process. The anticipated National Environmental Policy Act (NEPA) Class of Action is an environmental assessment (EA), which would lead to a finding of no significant impact (FONSI) if there are no significant impacts associated with the project. The project will identify a preferred alternative from a range of potential build alternatives for evaluation as part of the EA. 1.1 Areas of Analysis The area of study for this analysis consists the Westwego Subdivision and Belle Chasse Subdivisions of the NOGC Railway, along with the location of the proposed rail relocation corridor along the Harvey Canal. The individual subdivisions, described previously, operate in the cities of Westwego, Gretna and in unincorporated Jefferson Parish and Plaquemines Parish. The proposed rail relocation corridor, as illustrated on Figure 1, is a broad area of industrial development, which includes many sites engaged in maritime activities oriented to the Harvey Canal, properties engaged in industrial and maritime support activities, vacant sites, utility locations and gaming properties. The railway enters this area at the LA 18/Peters Road intersection and exits the area across LA 23 in Belle Chasse. The length of the rail relocation corridor, from LA 18 to LA 23 is approximately 9.24 miles. Adjacent to the rail relocation area are a combination of single-family residential, with some multi-family units and varying degrees of office and retail commercial development, typical of the rest of unincorporated Jefferson Parish. Within Plaquemines Parish, the corridor passes through a combination of rural residential and undeveloped areas adjacent to the NAS JRB New Orleans in Belle Chasse. Within the rail relocation corridor, the analysis examines the alternative option which results in a single track rail corridor extending south from LA 18 to Belle Chasse Highway (LA 23). Within this location, the corridor s location, primarily on the western edge of Peters Road (LA 3017) results in limited at-grade crossings of the local street network. Over the length of the corridor (see Figure 1), only three at-grade crossings occur with the future NOGC Railway corridor: at the curve between LA 18 and Peters Road (LA 3017), across Peters Road (LA 3017) approximately 1.5 miles southeast of the Lapalco Boulevard bridge, and at Belle Chasse Highway (LA 23), between River Oaks Drive and Cedar Drive, approximately 1.0 mile south of the main gate to the Chevron Oronite Oak Point Plant in Belle Chasse. December

4 Figure 1. Proposed Rail Relocation Corridor December

5 1.2 Data Sources Data for this analysis, as obtained from the sources shown in Table 1, have provided input variables for a general spreadsheet model developed by HDR Engineering, Inc. (HDR), as modified by Burk-Kleinpeter, Inc. (BKI) used to calculate overall delay and levels of service. Table 1. Future Year Analysis Data Items, Descriptions and Sources Data Item Description Source(s) Future cross-street traffic volumes Future train speed, consist and frequency ADT information for the various major streets crossed by the existing rail corridors Average speed, length and number of trains per day New Orleans Regional Planning Commission, through the New Orleans Regional Transportation Model (NORTM), as provided for the 2040 network within the identified study area, which includes existing network, plus future projects. (See 2040 No- Build Analysis report for details) Established by the NOGC Railway, as obtained by HDR. 2.0 DESCRIPTION OF CROSSINGS Table 2 defines locations where the future build scenario would create crossings of the street network. One additional crossing not described is the proposed grade separation over Engineers Road (LA 3017) east of Gunther Lane. As these crossings do not currently exist, the operational characteristics and types of crossing protection measures assumed for these new crossings would be similar to that currently found within the existing rail/highway network. Table 2. At-Grade Crossing Conceptual Descriptions, Along the Proposed Rail Relocation Corridor Parish Street Roadway Classification Jefferson LA 18 at Peters Road (LA 3017) Minor Arterial (Urban) Jefferson Peters Road (LA 3017), south of Jennie Street Minor Arterial (Urban) Jefferson Plaquemines Peters Road (LA 3017), south of Hassell s RV and Trailer Park Belle Chasse Highway (LA 23), between Cedar Drive and River Oaks Drive Minor Arterial (Urban) Principal Arterial (Urban) Does not include description of individual driveway crossing locations which would be created along the western edge of Peters Road, from south of Jennie Street to south of Hassell s RV and Trailer Park. Data Source: Functional Classification Highway Map, New Orleans Urbanized Area, LADOTD; December

6 3.0 TRAFFIC DELAY ANALYSIS The focus of the at-grade crossing traffic analysis is to identify the relative delay experienced from existing and future railroad corridor operations. The factors within the analysis which provided an initial indication of the delay experience include: Maximum queue vehicle; Crossing vehicle delay; Intersection level-of-service; 3.1 Data Collection and Process Data Sources. The source of future year traffic data for the study is the New Orleans Regional Planning Commission (RPC) regional travel demand model for the year This model scenario includes both the existing major roadway network in the urban area and the projects committed for implementation through the adopted long range transportation plan. Highway/Traffic Data. Average daily traffic (ADT) information obtained from the travel demand model provides an initial guide of potential conditions, given changes in network connectivity and capacity, combined with changes in the regional population and employment patterns. Assignments made to the network, through a traditional four-step gravity model process, incorporates baseline numbers identified by the RPC from existing data sources maintained by the RPC, Louisiana Department of Transportation and Development (LADOTD) or one of the local parish or city governments. Location LA 18/4th Street West of Peters Rd (LA 3017) Table 3. Forecast Average Daily Traffic Volumes Volume Estimate 13,290 Location Engineers Road (LA 3017) Near Concord Road Volume Estimate 8,870 LA 18/4th Street East of Peters Road (LA 3017) 9,370 Peters Road (LA 1261) At Gulf Intracoastal Waterway 18,600 Peters Road (LA 3017) South of LA 18 Peters Road (LA 3017) South of Westbank Expressway Peters Road (LA 3017) South of Lapalco Blvd 5,110 11,730 15,030 Peters Road (LA 1261) North of Belle Chasse Hwy (LA 23) Belle Chasse Highway (LA 23) Between River Oak Drive and Cedar Drive Belle Chasse Highway (LA 23) Southeast of Hero Canal 17,100 16,900 17,600 Based upon volumes found in the 2040 New Orleans Regional Travel Demand Model or as estimated using the 2044 New Orleans Regional Travel Demand Model for selected locations. Rounded to the closet 10 vehicles. Data Source: Regional Planning Commission, December

7 Changes in Regional Roadway Network. Traffic volumes for 2040 assume a certain number of improvements made to the regional roadway network as a result of the implementation of the regional long range transportation plan. These projects address overall mobility needs in the multi-parish region, through a combination of additional lane capacity on existing roads or better connections between individual roads through a combination of roadway construction, intersection improvements or upgrades to interchanges. Within the area of study, the 2040 network includes several connectors which improve mobility options for north-south traffic, as well as traffic traveling within the City of Gretna. Included within Tier I and Tier II of the Metropolitan Transportation Plan for the New Orleans Urbanized Area, Fiscal Years are: LA 1261, Peters Road Extension, south of Gulf Intracoastal Waterway to LA 23, Phase I, new 2-lane roadway; Phase II, interchange modifications to Peters Road and Engineers Road; Phase III, new GIWW bridge (State Project ); US 90B at MacArthur Drive Interchange completion, ramp improvements, Phase I and Phase II, (State Project ); LA 18/4th Street Extension to Burmaster Street in Gretna with Governor Hall Street Connector, 2-lane roadway extension (State Project ); Harvey Boulevard Extension, Manhattan Boulevard to Peters Road, 4-lane roadway extension (State Project ); LA 23, Lapalco Boulevard to Engineers Road (LA 3017), widen to 6-lanes (State Project ); Woodland Highway, LA 406, widening and intersection improvements, widen to 4-lanes; LA 23, Belle Chasse Tunnel, replace with a 4-lane bridge (LSTP-028). Of these projects, the LA 18/4th Street Extension creates one additional crossing of the NOGC Railway in the Belle Chasse Subdivision. The proposed Harvey Boulevard extension connects Manhattan Boulevard, a principal arterial to Peters Road. This connection occurs within the defined relocation corridor for this project. Additionally, the ramp connectors between US 90B and MacArthur Drive provide enhanced access to Peters Road, and allows traffic from Peters Road to access the US 90B corridor without using the existing interchanges at Manhattan Boulevard or Lafayette Street. The result of these projects is a general distribution of traffic across the network, along with some shifting of traffic patterns from existing roadways to new and improved corridors. Peak Hour Percentage. As with the analysis of existing conditions, the transition of ADT into hourly volumes used peak-hour information derived from turning movement counts completed in the area. Turning movements collected in the area counted traffic over a defined 90 to Metropolitan Transportation Plan, New Orleans Urbanized Area, Fiscal Years , Regional Planning Commission, Jefferson, Orleans, Plaquemines, St. Bernard and St. Tammany Parishes, August December

8 minute period, established through the hourly traffic patterns found on one or more of the roadways counted within the general vicinity. Percentage of Heavy Vehicles. As with the review of existing conditions, the values for the percentage of heavy vehicles assumed on the different types of roadways facilities in the area comes from a combination of existing traffic data collected during peak-periods in the area, as well as review of similar standards within the Highway Capacity Manual (HCM). Rail Data - Train Volume and Distribution. According to the NOGC Railway 2, the future increase in train volume in the relocated rail corridor would be 10 trains per day (5 southbound, 5 northbound) daily in addition to existing traffic levels. traffic levels in 2040 no-build scenario include up to 6 trains per day traveling in the Westwego Subdivision, and up to 5 trains per day traveling the Belle Chasse Subdivision. Combining these results in a projected total volume of up to 21 trains per day. Average train length assumed for this traffic would range from 3,000 to 6,000 feet in length. Rail Data - Train Operating Speed. The average train operating speed provided by the NOGC Railway in the relocated rail corridor is estimated as 10 mph. Trains will have the option to access a proposed rail yard on the southeast end of the corridor (between LA 23 and Bayou Barriere), however operations in this yard are not part of this analysis. An additional passing track, provided elsewhere along the corridor, will facilitate train movements and maintain access to the approach of the proposed rail bridge over the Gulf Intracoastal Waterway. As the rail corridor starts at LA 18, there will be a horizontal curve connecting the existing Westwego Subdivision to the relocated rail corridor. The curvature of this connection will be with a radius sufficient to accommodate future trains at an operating speed consistent with that projected for the rest of the line. NOGC Railway service will remain on the Westwego subdivision to existing customers oriented to the Mississippi River between the Harvey Canal and the Gretna City Limit. Service east of the Gretna City Limit by the NOGC Railway is not part of this analysis. However, as ownership of these tracks remain with the Union Pacific Railroad (as the NOGC Railway operates in this area under agreement), the option to provide service remains open to the Union Pacific. 3.2 Delay Analysis The model used for calculation of future year delay at the individual crossings is the same used to assess 2040 future year conditions. The measure of delay created is based upon the time spent waiting for trains to clear individual crossings. This analysis provides output within the following general categories. 2 from Robert Howery (Rio Grande Pacific Corporation) for the NOGC Railway, November 17, December

9 Maximum Queue Length. The queuing model supplied, based upon the Highway Capacity Manual (HCM) methodology measures the length of traffic queues created when trains crossing through at-grade intersections stop traffic flow. Measurement of the queue length is in the number of vehicles waiting in both directions at the given time the train crosses. Total Delay. Delay measurements identify two conditions prevalent along the rail corridors: Aggregate Delay, defined as the total delay (in vehicle hours) incurred by all vehicles passing through the rail/road intersection. Average Delay, defined as the delay experience (in seconds per vehicle) for each peak hour experienced by vehicles passing through the rail/road intersection. Level of Service. Level-of-Service (LOS) represents the evaluation of traffic operations, given a roadway subdivision, intersection or similar unit, combined with its general characteristics using procedures outlined in the Highway Capacity Manual (HCM) 2000, developed by the Transportation Research Board of the National Academies. Procedures outlined in this manual can examine conditions along various types of roadways, given a variety of traffic operational conditions. In these analyses, the measure of performance, known as the level-of-service, appears a letter grade ranging from A to F. Analysis of level-of-service for roadways depends on the prevailing conditions of traffic operations found in the corridor, as characterized generally by the following factors: Traffic density or number of vehicles found on the corridor by lane; Prevailing speed of operations; Ratio of volume to roadway capacity. Analyses which find LOS C or better conditions typically indicate that traffic movements occur close or at the posted speed limit, although some friction might be occurring as a result of vehicles entering from side streets, driveways or from lane changes to avoid congestion or turning vehicles. Typically, this level of operational environment, at-peak, occurs rarely, as this time period often reflects the period during which the maximum number of vehicles per hours can be found in the corridor. LOS D marks the point in traffic operations where the options to maneuver around slower moving vehicles, or vehicles entering/exiting the roadway is severely restricted. Tables 4 documents the results of the 2040 Build scenario, as well as the variables assumed for train operations, using the approved delay analysis/los methodology. The table presents forecast levels of delay and congestion given the projected volume of vehicles on intersecting roadways from the RPC s New Orleans Regional Travel Demand Model, with forecast of rail traffic and speeds on the relocated railway corridor. The range chosen for this review corresponds at the upper end to potential train lengths identified by NOGC Railway of 5,600 to December

10 6,000 feet. Shorter lengths examined, ranging from 3,000 to 5,500 feet, offer a scenario based upon changes in train length driven by new customers developed along the Harvey Canal as a result of the relocation. The results assume conditions when trains are in operation. Summary. The results generally indicate that as trains operate in the relocated rail corridor, an impact at the roadway crossings would occur with level-of-service D or better projected for train lengths less than 5,600 feet. Trains longer than 5,600 feet might result in some decrease in level-of-service to a value of E. Under these scenarios, NOGC Railway traffic would only operate in the relocated railway corridor and a very limited portion of the Westwego Subdivision, oriented to client deliveries to customers east of the IMTT facility at the Gretna City limit. No NOCG Railway traffic would occur in the future within the Belle Chasse subdivision under these scenarios. As a result, none of the intersections on the Westwego Subdivision east of the Gretna City Limit or along the Belle Chasse Subdivision between Gouldsboro Yard and Belle Chasse would experience railinduced delay created by the operation of the NOGC Railway. December

11 Table 4. Estimated Vehicle Delays at Highway/Rail At-Grade Crossings (2040 Build Scenario) within a Range of Potential Train Lengths 2015 BUILD LOS Queue Length TL Veh Delay (24 hour) min City Parish Street Distance Crossing Type Year Source 2040 ADT Estimated L V D C D a N T D NL Q D V (mins) Hours Unincorp JP Jefferson LA 18, west of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 14,000 3, B Unincorp JP Jefferson LA 18, east of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 10,000 3, B Unincorp JP Jefferson Peters Road (LA 3017), south of LA at-grade 2040 Estimated from 2044 NORTM 6,000 3, B Unincorp JP Jefferson Peters Road (LA 3017) 4.31 at-grade 2040 NORTM 2040 E+C 16,000 3, B Belle Chasse (UINC) Plaquemines Belle Chasse Highway (LA 23) 9.24 at-grade 2040 NORTM 2040 E+C 17,000 3, B BUILD LOS Queue Length TL Veh Delay (24 hour) min City Parish Street Distance Crossing Type Year Source 2040 ADT Estimated L V D C D a N T D NL Q D V (mins) Hours Unincorp JP Jefferson LA 18, west of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 14,000 4, C Unincorp JP Jefferson LA 18, east of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 10,000 4, C Unincorp JP Jefferson Peters Road (LA 3017), south of LA at-grade 2040 Estimated from 2044 NORTM 6,000 4, C Unincorp JP Jefferson Peters Road (LA 3017) 4.31 at-grade 2040 NORTM 2040 E+C 16,000 4, C Belle Chasse (UINC) Plaquemines Belle Chasse Highway (LA 23) 9.24 at-grade 2040 NORTM 2040 E+C 17,000 4, C BUILD LOS Queue Length TL Veh Delay (24 hour) min City Parish Street Distance Crossing Type Year Source 2040 ADT Estimated L V D C D a N T D NL Q D V (mins) Hours Unincorp JP Jefferson LA 18, west of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 14,000 5, D Unincorp JP Jefferson LA 18, east of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 10,000 5, D Unincorp JP Jefferson Peters Road (LA 3017), south of LA at-grade 2040 Estimated from 2044 NORTM 6,000 5, D Unincorp JP Jefferson Peters Road (LA 3017) 4.31 at-grade 2040 NORTM 2040 E+C 16,000 5, D Belle Chasse (UINC) Plaquemines Belle Chasse Highway (LA 23) 9.24 at-grade 2040 NORTM 2040 E+C 17,000 5, D BUILD LOS Queue Length TL Veh Delay (24 hour) min City Parish Street Distance Crossing Type Year Source 2040 ADT Estimated L V D C D a N T D NL Q D V (mins) Hours Unincorp JP Jefferson LA 18, west of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 14,000 5, D Unincorp JP Jefferson LA 18, east of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 10,000 5, D Unincorp JP Jefferson Peters Road (LA 3017), south of LA at-grade 2040 Estimated from 2044 NORTM 6,000 5, D Unincorp JP Jefferson Peters Road (LA 3017) 4.31 at-grade 2040 NORTM 2040 E+C 16,000 5, D Belle Chasse (UINC) Plaquemines Belle Chasse Highway (LA 23) 9.24 at-grade 2040 NORTM 2040 E+C 17,000 5, D December

12 Table 4. Estimated Vehicle Delays at Highway/Rail At-Grade Crossings (2040 Build Scenario) within a Range of Potential Train Lengths (continued) 2015 BUILD LOS Queue Length TL Veh Delay (24 hour) min City Parish Street Distance Crossing Type Year Source 2040 ADT Estimated L V D C D a N T D NL Q D V (mins) Hours Unincorp JP Jefferson LA 18, west of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 14,000 5, D Unincorp JP Jefferson LA 18, east of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 10,000 5, D Unincorp JP Jefferson Peters Road (LA 3017), south of LA at-grade 2040 Estimated from 2044 NORTM 6,000 5, D Unincorp JP Jefferson Peters Road (LA 3017) 4.31 at-grade 2040 NORTM 2040 E+C 16,000 5, D Belle Chasse (UINC) Plaquemines Belle Chasse Highway (LA 23) 9.24 at-grade 2040 NORTM 2040 E+C 17,000 5, D BUILD LOS Queue Length TL Veh Delay (24 hour) min City Parish Street Distance Crossing Type Year Source 2040 ADT Estimated L V D C D a N T D NL Q D V (mins) Hours Unincorp JP Jefferson LA 18, west of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 14,000 6, E Unincorp JP Jefferson LA 18, east of Peters 0.00 at-grade 2040 Estimated from 2044 NORTM 10,000 6, E Unincorp JP Jefferson Peters Road (LA 3017), south of LA at-grade 2040 Estimated from 2044 NORTM 6,000 6, E Unincorp JP Jefferson Peters Road (LA 3017) 4.31 at-grade 2040 NORTM 2040 E+C 16,000 6, E Belle Chasse (UINC) Plaquemines Belle Chasse Highway (LA 23) 9.24 at-grade 2040 NORTM 2040 E+C 17,000 6, E Input Values D a =0.5*Dc*1.3 Q =ADT*0.1*(0.6/60)*D c /(NL/2) Output Values =Average delay per delayed vehicle, minutes =Vehicle queue (number of vehicles) NL =Number of traffic lanes D c =(L/(Vx88))+0.50 T D =(Dc/1440)*N*ADT =Time required for train to pass, minutes =Number of vehicles delayed per day D V =T d *D a *2/ADT L L =Length of train, feet (average) =Average delay for all vehicles, min per vehicle V V =Train speed, mph (from schedule or observation) 1440 =Minutes per day 88 (x88)=conversion Factor from mph to fpm N =Number of trains per day D =Dc*N/ADT 0.5 (+0.50) =Time in minutes for gate closing and opening Average delay for each vehicle Notes: 1.) Train speed, mph (V) and number of trains per day (N) based upon reports supplied to HDR by the NOGC RR, November ) Assume rail curvature at Peters Road and LA 18 of less than 10 degrees. Template developed by HDR; Rail traffic data compiled by HDR; Vehicle traffic data compiled from New Orleans Travel Demand Model (NORTM) data as supplied by the Regional Planning Commission, Variable Definitions December

13 3.3 Cost of Congestion Calculations of the accumulated cost of vehicular traffic delay resulting from trains passing the at-grade intersections used the same cost methodology as found in the review of existing conditions. The unit of measure is cost per day of service, and the results shown cover the range of potential train lengths identified in the level-of-service analysis (3,000 to 6,000 feet), using the same cost, hour and occupancy variables identified within the review of existing conditions. Table 5. Delay Costs Per Service Day, Associated with Rail Crossing Congestion Estimated Cost for Congestion - 3,000 foot train Street (Crossing Location) Total Daily Delay Hours () Total Daily Delay Cost (Hrs*Adjusted PCI) LA 18, west of Peters $ 434 LA 18, east of Peters $ 310 Peters Road (LA 3017), south of LA $ 186 Peters Road (LA 3017) $ 496 Belle Chasse Highway (LA 23) $ 527 Estimated Delay Cost per Day $ 1,518 Estimated Cost for Congestion - 4,000 foot train Street (Crossing Location) Total Daily Delay Hours () Total Daily Delay Cost (Hrs*Adjusted PCI) LA 18, west of Peters $ 722 LA 18, east of Peters $ 516 Peters Road (LA 3017), south of LA $ 310 Peters Road (LA 3017) $ 826 Belle Chasse Highway (LA 23) $ 877 Estimated Delay Cost per Day $ 2,528 Estimated Cost for Congestion - 5,000 foot train Street (Crossing Location) Total Daily Delay Hours () Total Daily Delay Cost (Hrs*Adjusted PCI) LA 18, west of Peters $ 1,084 LA 18, east of Peters $ 775 Peters Road (LA 3017), south of LA $ 465 Peters Road (LA 3017) $ 1,737 Belle Chasse Highway (LA 23) $ 1,317 Estimated Delay Cost per Day $ 4,293 December

14 Estimated Cost for Congestion - 5,500 foot train Street (Crossing Location) Total Daily Delay Hours () Total Daily Delay Cost (Hrs*Adjusted PCI) LA 18, west of Peters $ 1,293 LA 18, east of Peters $ 924 Peters Road (LA 3017), south of LA $ 554 Peters Road (LA 3017) $ 1,478 Belle Chasse Highway (LA 23) $ 1,570 Estimated Delay Cost per Day $ 4,525 Estimated Cost for Congestion - 5,600 foot train Street (Crossing Location) Total Daily Delay Hours () Total Daily Delay Cost (Hrs*Adjusted PCI) LA 18, west of Peters $ 1,337 LA 18, east of Peters $ 955 Peters Road (LA 3017), south of LA $ 573 Peters Road (LA 3017) $ 1,528 Belle Chasse Highway (LA 23) $ 1,623 Estimated Delay Cost per Day $ 4,679 Estimated Cost for Congestion - 6,000 foot train Street (Crossing Location) Total Daily Delay Hours () Total Daily Delay Cost (Hrs*Adjusted PCI) LA 18, west of Peters $ 1,520 LA 18, east of Peters $ 1,086 Peters Road (LA 3017), south of LA $ 651 Peters Road (LA 3017) $ 1,737 Belle Chasse Highway (LA 23) $ 1,845 Estimated Delay Cost per Day $ 5,319 Input Variables The average cost of time per person is $12.83 per hour, based upon a weighted average of per capita income (PCI) for Jefferson, Orleans and Plaquemines Parishes from the US Census Bureau s ACS; Vehicle occupancy is assumed as 1.25 persons per passenger vehicle; The number of work hours per day is 8. As shown in Table 5, the analysis indicates time costs associated with daily delay in the relocated railway corridor increase based upon the length of trains present, with the longest trains having the highest potential costs. These costs are less than found in the Gretna and Westwego Subdivisions within the current operations scenario. Additionally, this assumes no additional delay costs with NOCG Railway operations in the Gretna Subdivision as the trains operating on the remaining rail line do not cross LA 18 or other local streets. December