MACDILL AIR FORCE BASE GATE QUEUE STUDY

Transcription

BAYSHORE BOULEVARD, MACDILL AVENUE,
DALE MABRY HIGHWAY, AND TANKER WAY
TAMPA, HILLSBOROUGH COUNTY
April 2016
PREPARED FOR
Tampa Hillsborough Expressway Authority
1104 E. Twiggs Street, Suite 300
Tampa, Florida 33602
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April 2016
EXECUTIVE SUMMARY
The Tampa Hillsborough Expressway Authority (THEA) has retained HNTB Corporation as part of a
General Engineering Services contract to perform a MacDill Air Force Base Gate Queue Study for MacDill
Air Force Base in Tampa, Hillsborough County, Florida. There are currently four access points into
MacDill Air Force Base (AFB), located on the following roadways: Bayshore Boulevard, MacDill Avenue,
Dale Mabry Highway, and Tanker Way.
The purpose of the Gate Queue Study is to determine if improvements or technology solutions could
reduce the queue lengths at the gates, particularly the Bayshore Boulevard gate, and provide information
on travel times and/or wait times at each of the MacDill AFB gates to commuters traveling to MacDill AFB
during the morning peak hours.
Data collected to assist in the development of the study and recommendations include:

Traffic volume data for each gate provided by MacDill AFB.

Travel time runs and delay at each gate during the morning peak hours.

Field observations of the segment operations during an average weekday.

Recently completed or future planned projects within the study limits.
Based on the results of the data collection, gate analysis, technology investigation, operational analysis,
and engineering judgment, the following recommendations were developed:

Install an additional right turn lane on Interbay Boulevard and extend the outside southbound lane
on Tanker Way on the MacDill AFB property, including R/W, lighting, curb & gutter, utility
relocations and other considerations of the recommended improvements. This recommendation
is being funded by the City of Tampa and is currently in the design phase. The cost of this
improvement is estimated to be approximately $75,000. The draft design plans are included in
Appendix C.

Construct a common cover over the four access kiosks and a lightning protection system at the
Tanker Way security screening checkpoint on the MacDill AFB property. This recommendation is
being funded by MacDill AFB and has been incorporated into their Work Program. The cost of
this improvement is estimated to be approximately $50,000.

Provide a smart phone application for commuters to MacDill AFB to provide travel time and/or
gate wait time information to encourage redistribution of traffic at the gates. The cost of this
improvement is estimated to be approximately $56,000 for the first year and approximately
$35,000 for subsequent years.

Install a travel time system on the Selmon Expressway and/or surface streets that is capable of
collecting and analyzing data on origin/destination, speed, volume, occupancy and throughput in
order to provide near real-time travel information. This system shall be capable of reporting on
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configurable route segments and providing continuous updates based on most current segment
data. The cost of this improvement is included in Appendix B.

Install two DMS prior to decision points on the Selmon Expressway to provide travel time and/or
gate wait time information to commuters to MacDill AFB not using the smart phone application to
encourage redistribution of traffic at the gates. The cost of this improvement is estimated to be
approximately $820,000.
Based on multiple viable technologies that could work independently or cooperatively, the following
procurement procedures are offered for consideration:

Use a modified proposal method which includes:
o
Technical Proposal to provide:

Turnkey solution that provides a fully functional travel time system
encompassing:

Central Control System for collection, analysis and dissemination of
travel time/gate queue wait time data

Expressway/surface street field infrastructure required to provide real
time detection and transmission of travel times by configurable
roadway segments

Surface street infrastructure and/or application to provide data on
gate queue wait times in near real time
o
Proof of Concept (Working Demo)

Shortlist two firms and provide reimbursement of up to $10,000 for a working
demo on an assigned roadway segment.

Non-shortlisted firms may continue and provide a demo but without any
reimbursement.
o
Modified scoring system including points for:

Technical proposal

Demo

Price
The following sections of this report describe the Existing Conditions of the study area, discuss the Data
Collection for this evaluation, summarize the Gate Analysis conducted, document the Technology
Solutions
investigated,
describe
the
Operational
Analysis
performed,
and
provide
Recommendations developed as a result of the study.
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the
TABLE OF CONTENTS
Page
INTRODUCTION .......................................................................................................................... 1 EXISTING CONDITIONS .............................................................................................................. 1 DATA COLLECTION .................................................................................................................... 6 BAYSHORE BOULEVARD GATE ANALYSIS ............................................................................. 8 MACDILL AVENUE GATE ANALYSIS ......................................................................................... 8 DALE MABRY HIGHWAY GATE ANALYSIS ............................................................................... 8 TANKER WAY GATE ANALYSIS ................................................................................................. 9 TECHNOLOGY SOLUTIONS ..................................................................................................... 11 OPERATIONAL ANALYSIS ........................................................................................................ 14 RECOMMENDATIONS ............................................................................................................... 16 LIST OF FIGURES AND TABLES
FIGURE 1 - GATE LOCATION MAP ............................................................................................ 1 FIGURE 2 – BAYSHORE BLVD GATE AERIAL VIEW ................................................................ 2 FIGURE 3 – MACDILL AVE GATE AERIAL VIEW ....................................................................... 3 FIGURE 4 – DALE MABRY HWY GATE AERIAL VIEW .............................................................. 4 FIGURE 5 – TANKER WAY GATE AERIAL VIEW ....................................................................... 5 FIGURE 6 – ADDITION OF SECOND RIGHT TURN LANE ........................................................ 9 FIGURE 7 – SAMPLE OVERHEAD COVER .............................................................................. 10
TABLE 1 – GATE ENTRY PEAK 2-HOUR TOTALS .................................................................... 6 TABLE 2 – SUMMARY OF AVG TRAVEL TIME AND DELAY (SEPT 2015) ............................... 7 TABLE 3 – SUMMARY OF MAX TRAVEL TIME AND QUEUE (SEPT 2015) .............................. 7 TABLE 4 – SUMMARY OF AVG TRAVEL TIME AND DELAY (JAN 2016).................................. 7 TABLE 5 – SUMMARY OF MAX TRAVEL TIME AND QUEUE (JAN 2016) ................................ 7 TABLE 6 – SUMMARY OF PROJECTED FIVE PERCENT IMPACTS ...................................... 15 TABLE 7 – SUMMARY OF PROJECTED TEN PERCENT IMPACTS ....................................... 15 TABLE 8 – SUMMARY OF PROJECTED MAXIMUM IMPACTS ............................................... 15 HNTB Corporation
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APPENDICES
APPENDIX A - TRAFFIC VOLUME DATA APPENDIX B - BLUE-BAND CONCEPT APPENDIX C - CITY OF TAMPA INTERBAY BOULEVARD DESIGN PLANS HNTB Corporation
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INTRODUCTION
Tampa Hillsborough Expressway Authority (THEA) was approached by MacDill Air Force Base (AFB) for
assistance with increasing the efficiency of the four MacDill AFB entry gates, thereby reducing congestion
at the gates and delay into the base during peak times. Based on a preliminary investigation completed
for MacDill AFB by the University of South Florida’s Center for Urban Transportation Research (CUTR),
the study has been expanded to also include investigation of the MacDill AFB access gates in regards to
geometry.
EXISTING CONDITIONS
There are currently four access points into MacDill AFB. These access points are gated and staffed by
security personnel. They are located on the following roadways: Bayshore Boulevard, MacDill Avenue,
Dale Mabry Highway, and Tanker Way. A location map of the four entry gate locations is included as
Figure 1.
Dale Mabry Hwy
ENTRY GATES
Bayshore Blvd
MacDill Ave
Tanker Way
FIGURE 1 - GATE LOCATION MAP
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Bayshore Boulevard Gate
Bayshore Boulevard is a two-way, two-lane, undivided, residential roadway. Land uses along Bayshore
Boulevard are comprised mainly of single family residences and small commercial properties. The speed
limit on Bayshore Boulevard is 35 mph, with an advisory speed limit of 15 mph approaching the MacDill
AFB gate. There is a signal on Bayshore Boulevard approximately 1.4 miles north of the gate at the
intersection with Interbay Boulevard. The Bayshore Boulevard gate provides two inbound lanes and no
outbound lanes at the gate checkpoint during the morning peak hours from 6:00 AM to 8:00 AM. Three
vehicles are cleared at a time in each inbound lane. The Bayshore Boulevard gate is reduced to one lane
during lightning, due to limited lightning protection at this location.
FIGURE 2 – BAYSHORE BLVD GATE AERIAL VIEW
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MacDill Avenue Gate
MacDill Avenue is a two-way, two-lane, undivided local roadway. The speed limit on MacDill Avenue is 35
mph, with an advisory speed limit of 15 mph approaching the MacDill AFB gate. Land uses along MacDill
Avenue are comprised mainly of small commercial properties and a park. There is a signal on MacDill
Avenue approximately 1.05 miles north of the gate at Interbay Boulevard. The MacDill Avenue gate
provides two inbound lanes and one outbound lane at the gate checkpoint during the morning peak hours
from 6:00 AM to 8:00 AM. The gate checkpoint is outbound only during the afternoon peak hours, 3:00
PM to 6:00 PM.
FIGURE 3 – MACDILL AVE GATE AERIAL VIEW
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Dale Mabry Highway Gate
Dale Mabry Highway is a two-way, four-lane, divided, urban roadway. Land uses along MacDill Avenue
are comprised mainly of commercial properties. There is a roundabout approximately 0.1 miles north of
the gate on Dale Mabry Highway. The speed limit on Dale Mabry Highway is 35 mph, with an advisory
speed limit of 20 mph approaching the roundabout. There is a signal approximately 0.4 miles north of the
gate on Dale Mabry Highway at Interbay Boulevard. South of the roundabout, Dale Mabry Highway
expands to three lanes in the southbound direction and then expands to four inbound lanes at the gate
checkpoint during the morning peak hours from 6:00 AM to 8:00 AM. Buses utilize the outside lane. This
gate is used for special events that occur at the base twice a year or less.
FIGURE 4 – DALE MABRY HWY GATE AERIAL VIEW
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Tanker Way Gate
Tanker Way is a two-lane, undivided roadway with one right turn lane that develops just south of Interbay
Boulevard. The speed limit on Tanker Way is 10 mph. Access to Tanker Way is provided from Interbay
Boulevard.
Interbay Boulevard is a two-way, two-lane, rural, undivided roadway.
Land uses along
Interbay Boulevard are comprised of single family residences, small commercial properties, and
undeveloped land. Interbay Boulevard provides an eastbound right turn lane onto Tanker Way. There is
a signal just west of Tanker Way on Interbay Boulevard at Manhattan Avenue. The turning traffic from
Interbay Boulevard onto Tanker Way causes backups in both directions on Interbay Boulevard. Traffic
backs up eastbound through the signal at Manhattan Avenue. The speed limit on Interbay Boulevard is
30 mph. The Tanker Way gate provides two inbound lanes for personal vehicles with four screeners at
the gate checkpoint during the morning peak hours from 6:00 AM to 8:00 AM.
The screeners are
personnel who fill in from other positions during the peak hours. There is no cover or lightning protection
for the screeners at the personal vehicle screening point so this entrance is forced to close if there in
lightning in the area. The Tanker Way gate is the access point for all commercial vehicles into the base
and provides four inbound lanes at the gate checkpoint for commercial vehicles. Commercial vehicles are
prescreened at the first point, and then searched at the second point.
FIGURE 5 – TANKER WAY GATE AERIAL VIEW
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DATA COLLECTION
This section of the report presents the data that was obtained for this study. For the purposes of this
study, it was determined that the following information would be required:

Traffic volume data for each gate provided by MacDill AFB.

Travel time runs and delay at each gate during the morning peak hours.

Field observations of the segment operations during an average weekday.
Entering Gate Traffic Volume Data
Traffic volume data for each of the gate entry points was obtained from MacDill AFB.
Vehicle counts
were performed at the entry gates weekdays between September 8, 2015 and December 7, 2015 from
6:00 AM to 8:00 AM. The following table summarizes the peak 2-hours of count data for each month.
The complete vehicular count data is included in Appendix A of this report.
The volume data shows that the gate with the most inbound traffic during the morning peak hours is the
Dale Mabry Highway gate, followed by the Bayshore Boulevard gate, the Tanker Way gate, and finally the
MacDill Avenue gate.
TABLE 1 – GATE ENTRY PEAK 2-HOUR TOTALS
DATE
BAYSHORE
BLVD GATE
DALE MABRY
HWY GATE
MACDILL AVE
GATE
TANKER WAY
GATE
September 22, 2015
1505
2629
883
1422
October 20, 2015
1412
2799
903
1387
November 5, 2015
1479
2813
985
1222
December 3, 2015
1531
2553
1014
1305
Gate Travel Time and Queue Length Data
Travel time runs, delay, and queue lengths were collected for each of the gate entry points from 6:00 AM
to 8:00 AM in September 2015 and January 2016. The following tables summarize the peak and average
travel times and queues for each data collection sample period.
It takes approximately 4-6 seconds to clear a vehicle with the scanner when accessing the local
database, and approximately 13-14 seconds when accessing the national database. The average total
time at the gate to clear each vehicle is about 20 seconds.
The travel time runs found that the average and maximum peak travel times and delays at the gates
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during the morning peak period are typically highest at the Bayshore Boulevard gate, followed by the Dale
Mabry Highway gate, the MacDill Avenue gate, and finally the Tanker Way gate.
TABLE 2 – SUMMARY OF AVG TRAVEL TIME AND DELAY (SEPT 2015)
GATE
TOTAL TIME
BAYSHORE BLVD
5:25
TIME AT
GATE
0:51
MACDILL AVE
6:22
1:13
DALE MABRY HWY
12:54
1:40
TANKER WAY
3:11
0:57
TABLE 3 – SUMMARY OF MAX TRAVEL TIME AND QUEUE (SEPT 2015)
GATE
BACK OF QUEUE
START TIME
END TIME
TOTAL TIME
BAYSHORE BLVD
BAY AVE
7:08 AM
8:10 AM
60:03
MACDILL AVE
BAY AVE
7:06 AM
7:34 AM
28:33
DALE MABRY HWY
PAXTON AVE
7:10 AM
7:40 AM
30:48
TANKER WAY
SHAMROCK RD
7:37 AM
7:58 AM
13:58
TABLE 4 – SUMMARY OF AVG TRAVEL TIME AND DELAY (JAN 2016)
GATE
TOTAL TIME
BAYSHORE BLVD
10:05
TIME AT
GATE
0:57
MACDILL AVE
7:56
0:35
DALE MABRY HWY
7:37
1:10
TANKER WAY
2:55
1:04
TABLE 5 – SUMMARY OF MAX TRAVEL TIME AND QUEUE (JAN 2016)
GATE
BACK OF QUEUE
START TIME
END TIME
TOTAL TIME
BAYSHORE BLVD
INTERBAY BLVD
6:25 AM
6:58 AM
33:32
MACDILL AVE
BAY AVE
6:50 AM
7:13 AM
23:53
DALE MABRY HWY
WISCONSIN AVE
7:26 AM
7:51 AM
25:10
TANKER WAY
TRASK ST
6:36 AM
6:50 AM
14:16
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BAYSHORE BOULEVARD GATE ANALYSIS
Preliminary findings indicate that beneficial geometric improvements at the Bayshore Boulevard gate
would require additional right-of-way. This location has limited right-of-way, wetlands in the vicinity, and
is accessed by a two-lane, residential roadway. MacDill AFB has implemented improvements in wait
times at this gate by opening additional lanes and adding more screeners during the morning peak hours.
Due to the limited right-of-way, the low-volume, and the residential roadway servicing this gate,
technology solutions were explored. Motorists entering the base may be influenced to utilize a different
gate if they are provided the current wait times at the other gates. Therefore, the queue length at the
Bayshore Boulevard gate would be reduced. These technology solutions are discussed later in this
report. Additionally, since the Bayshore Boulevard gate is reduced to one lane during lightning due to the
limited lightning protection, a larger cover that provides protection for all of the lanes that fits within the
existing right-of-way would be beneficial for this location.
MACDILL AVENUE GATE ANALYSIS
Similar to the Bayshore Boulevard gate location, preliminary findings indicate that beneficial geometric
improvements at the MacDill Avenue gate would require additional right-of-way.
This location is
accessed by a two-lane low-volume roadway that has limited right-of-way. Much of the available space at
this gate is utilized for a turn-around area so vehicles that are turned back at the gate may exit with
minimal disruption to the other entering vehicles. Due to the low-volume, limited right-of-way, roadway
servicing this gate, technology solutions were explored. Motorists entering the base may be influenced to
utilize a different gate if they are provided the current wait times at the other gates. Therefore, the queue
length and wait time at the MacDill Avenue gate would be reduced. These technology solutions are
discussed later in this report.
DALE MABRY HIGHWAY GATE ANALYSIS
The Dale Mabry Highway gate is the main gate that provides access to MacDill AFB with the highest
volume of traffic and the largest capacity to screen incoming vehicles. The queue at this location extends
north of the signal at Interbay Boulevard during the morning peak hours. Extending the existing guard
shelter to add more lanes for screening inbound vehicles and installing additional southbound lanes on
Dale Mabry Highway from Pinewood Street to the gate would reduce wait times at this location. MacDill
AFB owns the right-of-way adjacent to Dale Mabry Highway south of Pinewood Street. However, these
improvements are relatively high in cost and the right-of-way adjacent to Dale Mabry Highway north of
Pinewood Street is owned by private companies. Preliminary findings indicate that adding lanes on Dale
Mabry Highway north of Pinewood Street is not feasible within the existing right-of-way.
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TANKER WAY GATE ANALYSIS
Preliminary findings indicate that the best options for beneficial geometric improvements exist at Tanker
Way due to the available right-of-way and supporting roadways in the area.
An additional eastbound
right turn lane on Interbay Boulevard and extending the westernmost southbound lane on Tanker Way
would provide additional capacity and improve the traffic operations accessing this gate. Twelve feet of
widening with an 8-foot unpaved shoulder on the south side of Interbay Boulevard and thirteen feet of
widening on the west side of Tanker Way from Interbay Boulevard to the driveway would be required for
this improvement. Figure 6 is a conceptual drawing of the recommended geometric improvements.
FIGURE 6 – ADDITION OF SECOND RIGHT TURN LANE
The field investigations found that entry point operations are ceased whenever there is lightning or heavy
rain in the area due to a lack of weather and lightning protection at this gate. Further complicating this
scenario is the fact that the Tanker Way gate operates for inbound only traffic during the morning rush,
which is also the only time inbound non-commercial traffic is permitted. This results in issues with rerouting queued vehicles to other entry points as all lanes are headed in the same direction and there is no
turn around point, personnel are unavailable due to weather, and motorists in the extended queue are
unaware of the change in operations. The installation of a common cover over the four access kiosks and
a lightning protection system would be beneficial for this location, allowing access personnel to maintain
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operations during lightning and other weather events. Figure 7 is a basic sketch of the existing kiosk
geometry with a proposed common cover indicated in dotted line.
FIGURE 7 – SAMPLE OVERHEAD COVER
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TECHNOLOGY SOLUTIONS
An investigation of possible solutions utilizing the latest technology to keep motorists informed of travel
times and/or wait times at the four MacDill AFB gates was performed. The investigation included a smart
phone application, Dynamic Message Signs (DMS), and Bluetooth technology.
Smart Phone Application
A smart phone application was developed to provide information to individuals concerning the current wait
times at each of the four MacDill AFB gates. By tracking the location of the smartphones inside the
vehicles and the time it takes to travel through the bottleneck area, the application receives and displays
the most recent data for all of the gates, including two wait times for the Tanker Way gate to show both
approach directions. The application informs the user of which gates are open and closed, and the
average expected wait time.
Dynamic Message Signs
An investigation of possible locations to install DMS structures on the Selmon Expressway to keep
motorists informed of the travel times and/or wait times for the four MacDill AFB gates was performed.
There is a high percentage of MacDill AFB personnel that travel from east Hillsborough County to MacDill
AFB in the morning on the Selmon Expressway. These locations are positioned prior to decision points
between the Reversible Express Lanes (REL) and the local lanes on the Selmon Expressway.
DMS Location #1 – West of US 301
A new sign is proposed for the westbound local lanes on the Selmon Expressway approximately 2200’
west of US 301. This location is in close proximity to the US 301 ACN, Gate 301-G3, and CCTV Camera
#117. A sign installed in this location would be viewable from the existing CCTV Camera #117,
approximately 200’ to the east. There is existing electrical power service at the US 301 ACN/Gate Set
originating on Tidewater Trail and fed through a 25KW generator. Sufficient capacity exists within the
existing power feed and Generac generator to design this new sign to be generator backed up for this
location only. The existing 480V power feed arrives at a pull box in the vicinity east of the US 301 CAN,
approximately 100’ to the west of the proposed DMS location. The proposed design is to connect at this
power pull box and extend through existing conduit to the power pull box on the north side of the Selmon
Expressway westbound local lanes. From this existing pull box approximately 200’ of new 2” power
conduit must be placed to a new power pull box at the new DMS location. At new DMS location a new
single phase 5KVA Mini Power-Zone would connect the 480V feed to the MPZ primary windings and the
proposed sign would then connect to the MPZ secondary windings to result in a 240/120V service for new
sign.
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A new fiber optic conduit would be placed from the proposed DMS location to an existing fiber splice vault
located approximately 100’ to the west. A new 12- strand fiber optic drop cable would be placed from the
proposed DMS to the existing splice vault. The existing THEA typical fiber splicing pattern for existing
ENC cabinets is proposed for the proposed DMS. The existing pattern is to assign all ENC cabinets to the
orange buffer tube of the 96-fiber backbone cable and to sever and splice the blue and orange fibers
through this new cabinet ultimately connected to a new THEA ITS Ethernet switch. The proposed switch
would be inserted into the existing THEA Network between the existing US 301 ACN cabinet,
approximately 100’ to the west of the proposed DMS, and the existing CCTV Camera #117 cabinet,
approximately 200’ to the east of the proposed DMS. Functionally, the new Ethernet switch would be
residing on the low speed ring between the US 301 ACN and the Brandon ACN.
DMS Location #2 – West of Falkenburg Road
A new sign is proposed for westbound reversible express lanes on the Selmon Expressway,
approximately 1800’ west of Falkenburg Road. A sign installed in this location would be viewable from the
existing CCTV Camera #118, approximately 1100’ to the east of the proposed DMS at the Falkenburg
Road on-ramp.
For this proposed DMS location, power feeds exist at US 301 (Shared power with FDOT Lighting Load
Center and landscaping/irrigation) and also on Falkenburg Rd. The proposed DMS location is slightly
closer to Falkenburg Road where a solely THEA-owned electrical power service exists currently feeding
only CCTV Camera #118, and sufficient power is available at this existing feed located on Falkenburg
Road, approximately 2000’ to the east of the proposed DMS location.
Approximately 2300’ of two 2” PVC conduits with three #1/0 conductors would be placed between the
new DMS and the existing breaker box on Falkenburg Road. A step-up transformer would connect a new
240/120V circuit breaker to the primary winding and resulting 480/240V feed would continue to the
proposed DMS where a new 5KVA Mini Power-Zone would be installed to establish 240/120V service to
the proposed DMS.
A new fiber optic conduit is to be placed from the proposed DMS location to an existing fiber splice vault
located, approximately 700’ to the east. A new 12- strand fiber optic drop cable would be placed from the
new sign to the existing splice vault. The existing THEA typical fiber splicing pattern for existing ENC
cabinets is proposed for the new sign. The existing pattern is to assign all ENC cabinets to the orange
buffer tube of the 96-fiber backbone cable and to sever and splice the blue and orange fibers through this
new cabinet ultimately connected to a new THEA ITS Ethernet switch. The proposed switch would be
inserted into the existing THEA Network between the existing CCTV Camera #117 cabinet, approximately
470’ to the west of the proposed DMS, and the existing CCTV #118 cabinet, approximately 1100’ to the
east of the proposed DMS. Functionally, the new Ethernet switch would be residing on the low speed ring
between the US 301 ACN and the Brandon ACN.
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Bluetooth Technology
The use of Bluetooth technology to gather and provide information to commuters traveling to MacDill AFB
was also explored. The deployment of Bluetooth traffic sensors could be utilized in two different aspects.
First, the implementation on the Selmon Expressway could be used to monitor the volume of vehicles that
are choosing to stay on the Selmon Expressway after the Bayshore Boulevard exit and are choosing to
take it directly to the Dale Mabry Highway exit. This information could be used to predict which gates
could expect increases in volume and thus queue length and overall delay. The Bluetooth traffic sensors
also can determine travel time. With the use of a series of sensors placed along the roadway leading to
all four gates, travel times between sensors could be relayed to the proposed DMS in real time. This
travel time could be stated with respect to the gate or the expected travel time from the driver’s location
on the Selmon Expressway. Detailed information on this application is included in Appendix B.
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OPERATIONAL ANALYSIS
An operational analysis was completed to determine the projected impacts of adding a second eastbound
right turn lane along Interbay Boulevard to Tanker Way and widening Tanker Way to provide an additional
lane for queuing at the entrance gate. The improvements also include the implementation of technology
to provide wait time information to motorists traveling to MacDill AFB and the redistribution of traffic
between the gates. The study area was modeled using SYNCHRO and SimTraffic software to determine
the effects on delay and queue lengths at each gate location. The traffic volumes provided by MacDill
AFB, data collected from count stations in the study area, and the data collected by HNTB during the
study were used for the analysis and the highest AM peak hour was analyzed.
Traffic was routed away from the highly congested gates, particularly the Bayshore Boulevard gate and
the Dale Mabry Highway gate. The result was a noticeable difference in overall queue length and delay.
The tables below show the summary of the key measures of effectiveness used to determine the impacts
to gate operations. Table 6 details the anticipated impacts if 5% of the traffic chose to migrate away from
the gates with higher delay and longer queues. Table 7 details the anticipated impacts if 10% of the
traffic redistributed.
And Table 8 details the maximum anticipated amount of traffic that may be
redistributed with the improvements and the projected impacts. The values shown in the tables are the
difference of the maximum observed quantities. The difference in queue lengths, delay and gate volumes
are negative to represent a decrease in these values at these gates, while the Tanker Way gate volume is
positive because this volume was increased. In these scenarios, the traffic not only migrated to the
Tanker Way gate and lessened the traffic on Bayshore Boulevard, but utilized the two eastbound right
turn lanes post construction. It was found that modifying the gate at Tanker Way to add more capacity
and providing gate wait time information to encourage the rerouting of traffic would reduce the maximum
queue length and delay at the gates during the morning peak hour.
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TABLE 6 – SUMMARY OF PROJECTED FIVE PERCENT IMPACTS
GATE
QUEUE
(FT)
DELAY
(MIN)
VOLUME
(VEH/HR)
BAYSHORE BLVD
-631
-7.5
-42
DALE MABRY HWY
-1046
-6
-71
MACDILL AVE
-1227
-3
-28
TANKER WAY
-2069
-7
141
TABLE 7 – SUMMARY OF PROJECTED TEN PERCENT IMPACTS
GATE
QUEUE
(FT)
DELAY
(MIN)
VOLUME
(VEH/HR)
BAYSHORE BLVD
-1196
-17.5
-84
DALE MABRY HWY
-1739
-10.5
-141
MACDILL AVE
-2792
-6.5
-55
TANKER WAY
-1798
-4
280
TABLE 8 – SUMMARY OF PROJECTED MAXIMUM IMPACTS
GATE
QUEUE
(FT)
DELAY
(MIN)
VOLUME
(VEH/HR)
BAYSHORE BLVD
-2091
-22
-148
DALE MABRY HWY
-4188
-14
-186
MACDILL AVE
-2792
-6.5
-55
TANKER WAY
-1420
-3
379
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RECOMMENDATIONS
INFRASTRUCTURE RECOMMENDATIONS
Based on the results of the data collection, gate analysis, technology investigation, operational analysis,
and engineering judgment, the following recommendations were developed:

Install an additional right turn lane on Interbay Boulevard and extend the outside southbound lane
on Tanker Way on the MacDill AFB property, including R/W, lighting, curb & gutter, utility
relocations and other considerations of the recommended improvements. This recommendation
is being funded by the City of Tampa and is currently in the design phase. The cost of this
improvement is estimated to be approximately $75,000. The draft design plans are included in
Appendix C.

Construct a common cover over the four access kiosks and a lightning protection system at the
Tanker Way security screening checkpoint on the MacDill AFB property. This recommendation is
being funded by MacDill AFB and has been incorporated into their Work Program. The cost of
this improvement is estimated to be approximately $50,000.

Provide a smart phone application for commuters to MacDill AFB to provide travel time and/or
gate wait time information to encourage redistribution of traffic at the gates. The cost of this
improvement is estimated to be approximately $56,000 for the first year and approximately
$35,000 for subsequent years.

Install a travel time system on the Selmon Expressway and/or surface streets that is capable of
collecting and analyzing data on origin/destination, speed, volume, occupancy and throughput in
order to provide near real-time travel information. This system shall be capable of reporting on
configurable route segments and providing continuous updates based on most current segment
data. The cost of this improvement is included in Appendix B.

Install two DMS prior to decision points on the Selmon Expressway to provide travel time and/or
gate wait time information to commuters to MacDill AFB not using the smart phone application to
encourage redistribution of traffic at the gates. The cost of this improvement is estimated to be
approximately $820,000.
PROCUREMENT RECOMMENDATIONS
Based on multiple viable technologies that could work independently or cooperatively, the following
procurement procedures are offered for consideration:

Use a modified proposal method which includes:
o
Technical Proposal to provide:

Turnkey solution that provides a fully functional travel time system
encompassing:
HNTB Corporation
16
April 2016

Central Control System for collection, analysis and dissemination of
travel time/gate queue wait time data

Expressway/surface street field infrastructure required to provide real
time detection and transmission of travel times by configurable
roadway segments

Surface street infrastructure and/or application to provide data on
gate queue wait times in near real time
o
Proof of Concept (Working Demo)

Shortlist two firms and provide reimbursement of up to $10,000 for a working
demo on an assigned roadway segment.

Non-shortlisted firms may continue and provide a demo but without any
reimbursement.
o
Modified scoring system including points for:
HNTB Corporation

Technical proposal

Demo

Price
17
April 2016
APPENDIX A
TRAFFIC VOLUME DATA
HNTB Corporation
April 2016
DBIDS 2 HOUR INCREMENTS
Dates
8‐Sep
9‐Sep
10‐Sep
11‐Sep
14‐Sep
15‐Sep
16‐Sep
17‐Sep
18‐Sep
21‐Sep
22‐Sep
23‐Sep
24‐Sep
25‐Sep
28‐Sep
29‐Sep
30‐Sep
1‐Oct
2‐Oct
5‐Oct
6‐Oct
7‐Oct
8‐Oct
9‐Oct
12‐Oct
13‐Oct
14‐Oct
15‐Oct
16‐Oct
19‐Oct
20‐Oct
21‐Oct
22‐Oct
BSG
1605
997
1166
1297
1356
1493
1447
1342
1157
1363
1505
1332
1385
1220
1412
1387
1467
1344
1370
1446
1639
1493
1353
965
350
1507
1391
1460
1415
1496
1412
1419
1558
DMG
2578
2780
2612
2791
2506
2539
2620
2210
2348
2561
2629
2394
2526
2299
2088
2762
2465
2735
2478
2586
2516
2688
2370
1771
850
2641
2456
2508
2025
2495
2799
2576
2509
MCG
718
720
696
681
719
710
745
840
785
796
883
845
890
755
782
914
581
835
809
844
593
955
850
451
0
855
773
953
812
934
903
931
719
TWG
1334
1431
1386
1397
1386
1384
1457
1478
1359
1288
1422
1297
1332
660
1323
1308
1374
1370
1304
1367
1531
1359
1369
784
0
1188
1415
1376
1057
1403
1387
1359
1431
Dates
23‐Oct
26‐Oct
27‐Oct
28‐Oct
29‐Oct
30‐Oct
2‐Nov
3‐Nov
4‐Nov
5‐Nov
6‐Nov
9‐Nov
10‐Nov
11‐Nov
12‐Nov
13‐Nov
16‐Nov
17‐Nov
18‐Nov
19‐Nov
20‐Nov
23‐Nov
24‐Nov
25‐Nov
26‐Nov
27‐Nov
30‐Nov
1‐Dec
2‐Dec
3‐Dec
4‐Dec
7‐Dec
BSG
1436
1510
1481
1373
1408
1330
217
1352
1309
1479
1666
1418
1487
NA
1485
1380
1508
1604
1559
1438
1450
1408
1425
980
13
238
1430
1584
1365
1531
1263
1531
DMG
2581
2322
2346
2272
2616
2450
2769
2711
2481
2813
2446
2583
2655
656
2542
2490
2519
2364
2570
2435
2447
2424
2317
1975
117
790
2225
2347
2287
2553
2199
2550
*Holidays
MCG
793
716
941
658
1008
684
1090
960
730
985
786
888
955
145
636
894
876
1047
1091
986
972
737
818
749
NA
NA
929
934
954
1014
862
960
TWG
1225
1388
1506
1189
1045
1312
1337
1387
1413
1222
1176
1299
1361
NA
1461
1255
1317
1378
1242
430
1103
1289
1300
1149
NA
NA
1236
1254
1365
1305
1241
1269
APPENDIX B
BLUE-BAND CONCEPT
HNTB Corporation
April 2016
MacDillAFBGateWaitTimes,QueueLength,
And
Test‐BedDeployment
SupplementalExhibit
DescriptionandCostEstimates
For
TestbedandFullDeployment
Prepared for: HNTB April, 2016 ProjectIntent:
The following write‐up is developed upon the request of HNTB to provide a description of the proposed Blue‐Band deployment of hardware to provide traffic monitoring functionality for the Tampa Hillsborough Expressway Authority (THEA). The intent of this effort is to: 1. Describe system deployments to enable the desired traffic monitoring functionality for use by THEA to achieve load‐balancing of local regional traffic network (LRTN) patterns. 2. Identify expressway and roadway link segments for the collection and processing of origin‐destination (O‐
D) and travel time (TT) data. 3. Provide concept plans for each of the three types of system setups: gate monitoring, expressway links, and roadway links 4. Provide cost estimates for: a. Testbed deployments b. Full deployment The LRTN is defined as the roadway system locally servicing MacDill Air Force Base (MAFB) and is conceptualize by the following map layout: 2
1
C
3
B
D
A
LocalRegionalTrafficNetwork(LRTN)
LEGEND:
GateRoutes:
A:DaleMabryHwy
B:SMacDillAve
C:BayshoreBlvd
D:SWestShoreBlvd
RoadwayLinks:
1: SelmanExpressway
2: US92(NB/SB)
3: US92(EB/WB)
ProjectUnderstanding:
Blue‐Band proposes to equip specific expressway and roadway points with monitoring sites to enable data collection. Data will be collected and processed by the Blue‐Band system suite for use by traffic operation personnel. The system is to provide, at a minimum, travel time information of selected roadway links along with queue length and wait time for each of the four security gates servicing MAFB. THEA will disseminate this information through integrated third‐party dynamic message sign (DMS) systems strategically deployed at key decision points. Load balancing of MAFB security gate volume will be achieved through notification of LRTN performance under real‐time conditions. 



CollectedData:
Origin‐Destination(O‐D)
TravelTimetoGates(TT)
QueueLength
WaitTime
InformationDissemination:
 TravelTimeThroughGates
 OptimizedRouteSelection
1. SelectRoadwayLinksforO‐DandTTInformation:
The Selman Expressway is the primary expressway corridor of interest. Blue‐Band understands that key decision points of MAFB expressway users along the Selman Expressway are: Bayshore Boulevard, S. MacDill Avenue, and S. Dale Mabry Expressway. The Selman Expressway measures approximately fourteen (14) miles. HNTB has expressed interest in creating three expressway links of this corridor as segments of interest. Blue‐Band proposes the links as: Link1
Link2
Link3
1. US 92 (Exits 1A & 1B) to North/South Boulevard (Exit 4) 2. North/South Boulevard (Exit 4) to US 41/N. 50th Street (Exit 11) 3. US 41/N. 50th Street (Exit 11) to I‐75 (Exit 15B) Similarly, roadway links of US 92 capturing MAFB roadway users inbound from the west are also of interest. Roadway links are to be identified at a later date. At each termini of identified links, a Blue‐Band detection suite will be deployed to capture the traffic data needed for processing. Each termini will require a Blue‐Band ARM centered within each lane of the expressway along with a Blue‐Band HUB for local system management. An example setup of the western‐most termini depicts the general layout of devices required. EXAMPLEBLUE‐BANDO‐D/TTTERMINILINKSITEDEPLOYMENT
A A
A A
H
WesternTerminiofLink1
H
A
LEGEND:
=Blue‐BandHUB
=Blue‐BandARM
AssumedR/WLimitsof
SelmanExpressway
2. MAFBSecurityGateQueueandWait‐TimeInformation:
Each of the security gates servicing MAFB are to be equipped for monitoring of queue development and total wait‐time through the gate. An example setup of the security gate servicing S. MacDill Avenue depicts the general layout of devices. 250Ft.From“H”to“A”
A
H
A
H
A
LEGEND:
=Blue‐BandHUB
=Blue‐BandARM
BLUE‐BANDCostEstimates:
BLUE‐BAND was requested by HNTB to provide cost estimates for both the roadway link termini and security gate monitoring suite deployments. Furthermore, cost estimates are to be provided for the testbed setup of each type of deployment along with an estimate for full deployment of Blue‐Band suites to monitor the LRTN. Each of the estimates are provided along with stated assumptions. A detailed breakdown of each is provided in the “Testbed Cost Estimate” section of this proposal. 1. LRTNTestbed‐DeploymentCostEstimate
a. Assumptions: i. Network connection points are provided by others ii. Furnish only price reflected in this proposal iii. Maintenance of traffic (MOT) provided by others iv. Maintenance provided by others v. 2‐year standard limited warranty reflected in pricing 1. Additional warranty may be added upon request vi. Locations in this document are estimated vii. Pricing in this document are estimates and may be subject to change viii. Information dissemination (e.g. static sign panels and dynamic message signs) are provided by others b. Cost: i. Link Termini Suite: $14,000/site ii. Security Gate Suite: $11,000/site iii. Total: $25,000 2. LRTNFull‐DeploymentCostEstimate
a. Assumptions: i. Network connection points are provided by others ii. Furnish only price reflected in this proposal iii. Maintenance of traffic (MOT) provided by others iv. Maintenance provided by others v. 2‐year standard limited warranty reflected in pricing 1. Additional warranty may be added upon request vi. Locations in this document are estimated vii. Pricing in this document are estimates and may be subject to change viii. Information dissemination (e.g. static sign panels and dynamic message signs) are provided by others b. Cost: i. 3 Links Termini Suites: $56,000 1. Selman Expressway – 4 suites 2. US 92 East/West – TBD suites 3. US 92 North/South – TBD suites ii. 3 Security Gate Suites: $48,500 1. Bayshore 2. Dale Mabry 3. S. West Shore iii. Total: $104,500* *Price shown for informational purposes only. Contingency and other modifying factors are recommended when considering budgetary planning. CostEstimate
Termini Links
Link1
Link2
Link3
Link4
US‐92 North/South
US‐92 East/West
ARM Quantity HUB Quantity
4
1
4
1
4
1
4
1
TBD
TBD
TBD
TBD
Terminal Link Total
Security Gates
Bayshore
MacDill
Dale Mabry
Tanker Way
ARM Price
$ 6,000.00
$ 6,000.00
$ 6,000.00
$ 6,000.00
TBD
TBD
HUB Price
$ 8,000.00
$ 8,000.00
$ 8,000.00
$ 8,000.00
TBD
TBD
$ 24,000.00 $ 32,000.00
ARM Quantity HUB Quantity
2
1
2
1
3
1
4
1
ARM Price
$ 3,000.00
$ 3,000.00
$ 4,500.00
$ 6,000.00
HUB Price
$ 8,000.00
$ 8,000.00
$ 8,000.00
$ 8,000.00
Security Gate Total
$ 16,500.00 $ 32,000.00
Project Product Totals
Project Total
$ 40,500.00 $ 64,000.00
$ 104,500.00
Contact your BLUE‐BAND representative for additional information regarding your specific transportation needs. 223 Hickman Drive Sanford, Florida 32771 (877)‐577‐7572 SALES@BLUE‐BAND.net AddedValueProposition:RealTimeResponsiveLoadBalancingSystem(RTRLBS)
The following write‐up is developed to provide a description of a proposed Blue‐Band deployment of hardware to provide load balancing and real‐time responsive systems along the TankerWay, Dale Mabry, MacDill, and Bayshore corridors as an added value proposition to the initial proposal in this document. The intent of this effort is to: 1. Describe system deployments to enable the desired traffic responsive functionality for use to achieve load‐balancing of local regional traffic network (LRTN) patterns. 2. Identify roadway link segments for the collection and processing of origin‐destination (O‐D) and turning movement behavior to establish corridor capacity, and queue thresholds for detour or alternate route guidance in real time. 3. Provide concept plans for each of the four main corridors leading to the gates: gate monitoring, and roadway links 4. Provide cost estimates for full deployment Providing real time capacity data of the corridors is critical to establishing a responsive timing plan that adjusts to the needs of the corridors in real‐time. The ability to establish a threshold for corridor capacity validates the option of dissemination of travel information related but not limited to: route status, alternate route modeling, travel time to gate, wait time to each gate, and capacity management of the route (load balancing). At each of the four identified corridors, a Blue‐Band detection suite will be deployed to capture the traffic data needed for processing. Each corridor will require one or more Blue‐Band ARM’s centered within each lane of the roadway along with a Blue‐Band HUB for local system management. The examples below depicts the general layout of devices required along each of the four corridors. The Blue‐Band suite of devices will provide origin and destination information, count of vehicles in a segment, queue threshold, wait times at the gate, duration of the queue threshold, and capacity of the roadway segment in real time. THEA will disseminate information through integrated third‐party systems such as dynamic message sign (DMS) assemblies strategically deployed at key decision points and/or connected vehicle/connected user technology. Load balancing of MAFB security gate volume will be achieved through notification of route and gate performance under real‐time conditions. 



CollectedData:
Origin‐Destination(O‐D)
TravelTimetoGates(TT)
QueueLength
WaitTime
InformationDissemination:
 TravelTimeThroughGates
 OptimizedRouteSelection
Dale Mabry Real Time Responsive Load Balancing System (RTRLBS) MacDill Real Time Responsive Load Balancing System (RTRLBS) Bayshore Real Time Responsive Load Balancing System (RTRLBS)
Tanker Way Real Time Responsive Load Balancing System (RTRLBS)
1. RealTimeResponsiveLoadBalancingSystem(RTRLBS)CostEstimate
a. Assumptions: i. Network connection points are provided by others ii. Furnish only price reflected in this proposal iii. Maintenance of traffic (MOT) provided by others iv. Maintenance provided by others v. 2 year standard limited warranty reflected in pricing 1. Additional warranty may be added upon request vi. Locations in this document are estimated vii. Pricing in this document are estimates and may be subject to change viii. Information dissemination (e.g. static sign panels and dynamic message signs) are provided by others b. Cost: i. 4 Corridors: 1. Bayshore $49,000 2. MacDIll $66,500 3. Dale Mabry $77,000 4. Tanker Way $96,000 ii. Total: $288,500* *Price shown for informational purposes only. Contingency and other modifying factors are recommended when considering budgetary planning. RealTimeResponsiveLoadBalancingSystem(RTRLBS)
Cooridor Links
ARM Quantity
Bayshore
6
MacDill
7
Dale Mabry
14
Tanker Way
16
Cooridor Link Total
HUB Quantity
5
7 7 9 ARM Price
$ 9,000.00
$ 10,500.00
$ 21,000.00
$ 24,000.00
$ 64,500.00
HUB Price
$ 40,000.00
$ 56,000.00
$ 56,000.00
$ 72,000.00
$ 224,000.00
Total
$ 49,000.00
$ 66,500.00
$ 77,000.00
$ 96,000.00
$ 288,500.00
Contact your BLUE‐BAND representative for additional information regarding your specific transportation needs. 223 Hickman Drive Sanford, Florida 32771 (877)‐577‐7572 SALES@BLUE‐BAND.net MACDILL AIR FORCE BASE GATE QUEUE STUDY
APPENDIX C
CITY OF TAMPA
INTERBAY BOULEVARD DESIGN PLANS
HNTB Corporation
April 2016

MACDILL AIR FORCE BASE GATE QUEUE STUDY

Transcription

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