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I-10 at SR-103 (Lane Ave)

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Executive Summary

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The purpose of this Interchange Operational Analysis Report is to document the operational benefit obtained from the improvements proposed for the State Road (SR) 8/Interstate-10 (SR 8/I-10) and SR 103/Lane Avenue interchange near mile marker (MM) 357 along SR 8/I-10 as part of the SR 8/I-10 from I-295 to I-95 PD&E Study in Duval County, Florida. The project‘s goal is to improve traffic flow through merge and diverge areas and weaving segments through capacity improvements by widening SR 8/I-10 and identifying vital interchange improvements. This IOAR summarizes the recommended improvements at the SR 103/Lane Avenue and SR 8/I-10 interchange and their added benefit to traffic operations.

Within the study area of the SR 103/Lane Avenue at SR 8/I-10 interchange, the following deficiencies have been identified during Existing Year (2016) conditions and will be addressed as part of this project:

• Congestion and excessive queue lengths at ramp terminal intersections impacting mainline traffic patterns. Currently, eastbound and westbound ramp approaches operate at their near maximum capacity. With the increase in future volumes, it is anticipated that the ramp approaches will fail to operate at acceptable LOS, and the queues will extend beyond available ramp storage length that could deteriorate mainline traffic operations.

• Mainline capacity is insufficient, particularly near merge and diverge locations causing further congestion. The deficiencies found in the Existing Year (2016) analysis are anticipated to worsen with increased traffic volumes by Design Year (2045). Without adequately addressing the deficiencies through the SR 8/I-10 from I-295 to I-95 PD&E Study, queue lengths and delays will increase, causing a rise in crashes.

Traffic forecasting for the purpose of this IOAR were completed utilizing the Northeast Regional Planning Model Activity Based Model (NERPM ABM) with the base year of 2010 and the horizon year of 2040. For the purposes of this study, the analysis years included Existing Year (2016), Opening Year (2025), and Design Year (2045). Traffic operational analyses were completed using SYNCHRO version 9 (SYNCHRO) and HCS 2010 (HCS) software.

This IOAR evaluates a No-Build Alternative, Transportation System Management and Operations (TSM&O) Alternative, and the Build Alternative. The Build Alternative is recommended as it provides acceptable Level of Service (LOS) through the Design Year (2045) at the ramp terminal locations, reduces delay times at the study area intersections when compared to the No-Build Alternative, and shortens expected queue lengths that cause potential spillback onto SR 8/I-10. The TSM&O Alternative improvements considered for this project include coordination of existing signal systems along SR 103/Lane Avenue and signal optimization. The Build Alternative consists of the following modifications:

• Two additional general purpose lanes in both directions (eastbound and westbound) along SR 8/I-10 between SR 111/Cassat Avenue and I-95
• Additional right turn lane from SR 8/I-10 eastbound off-ramp to southbound SR 103/Lane Avenue
• Additional through lane along southbound SR 103/Lane Avenue between the SR 8/I-10 ramp terminal intersections
• Additional left turn lane from northbound SR 103/Lane Avenue to SR 8/I-10 westbound on-ramp
• All right-turns from SR 8/I-10 off-ramps are regulated by signals

Analyses completed on the Build Alternative confirms a substantial improvement over the No-Build Alternative by reducing the overall delay by approximately 30 percent in the both AM peak hour and by approximately 58 percent in the PM peak hour by the Design Year (2045). A cost savings of over $1.5 million per year is anticipated as shown through the Benefit-Cost Analysis.

Thus, the roadway improvements proposed in this IOAR enhance traffic operational benefits and safety within the study area limits. The Build Alternative is expected to provide reliable traffic conditions through the Design Year (2045) and is the recommended alternative for this study.

Purpose and Need

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The purpose of the SR 8/I-10 from I-295 to I-95 PD&E Study is to add capacity, improve travel time reliability, provide long term mobility options, and improve operations on the SR 8/I-10 corridor from the I-295 interchange to the I-95 interchange. Improvements must be made to the SR 103/Lane Avenue at SR 8/I-10 interchange to enhance traffic operations and safety benefits within the study area by adding appropriate turning lanes and adjusting storage bay lengths to ensure queue spillbacks at ramp terminal intersections will not adversely impact mainline SR 8/I-10 operations.

The segment of SR 8/I-10 between I-295 and I-95 currently experiences peak hour congestion and speeds well below the posted speed limits during the peak period. Not only are immense delays experienced at the intersections within the SR 103/Lane Avenue study area, queue lengths along the SR 8/I-10 off ramps exceed existing available storage. This problem is expected to worsen in the future as the state of Florida and Jacksonville area grow. The University of Florida’s Bureau of Economic and Business Research (BEBR) projects Duval County’s 2045-future population to be 1,164,600 (medium projection). This represents an increase of approximately 259,026 residents from year 2015, which is a 29 percent anticipated growth over the next 30 years. This facility is currently operating at or below the minimum desirable Level of Service (LOS) D between I-295 and I-95.

In 2014, this segment of SR 8/I-10 carried an average annual daily traffic (AADT) volume that ranged from 94,000 vehicles between I-295 and SR 103/Lane Avenue at the western end of the project to 120,000 vehicles are approximately between McDuff Avenue and US 17 at the eastern end of the project. Existing AADT volumes along SR 103/Lane Avenue is, approximately 26,800 vehicles to the south of the Home Depot parking lot intersection and 19,400 vehicles to the north of the Stuart Avenue intersection. The SR 8/I-10 eastbound off- and westbound on-ramps experience AADT volumes of 7,700 vehicles and the SR 8/I-10 westbound off- and eastbound on-ramps experience AADT volumes of, on average, approximately 8,800 vehicles.

If no capacity improvements are made to this facility, congestion within the corridor will progressively worsen with the periods of congestion extending beyond the peak periods of travel, increasing the number of crashes, and further deteriorating the travel time reliability of the users. Because the corridor has limited existing right of way and purchasing new right of way is cost prohibitive in this area, it is important that the added capacity be accommodated within the existing right of way and that it provides long-term benefits.

Recommended Alternative

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Please see the attached recommended alternative

Travel Time Savings

Safety Benefits