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HomeMy WebLinkAboutOMNI-CRA-M-02-0041May 30, 2002 ITEM 17 PERSONAL APPEARANCE PRESENTATION BY LARRY FOUTZ, PARSONS, BRINKERHOFF & QUADE REGARDING THE TECHNOLOGY ALIGHMENT FOR BAYLINK. 02- 41 02` 103 May 30, 2002 ITEM 17B REPORT FROM THE EXECUTIVE DIRECTOR B. REQUEST FOR FEDERAL GRANT FOR CONSTRUCTION RELATING TO THE GRANDE PROMENADE SEOPWICRA. C-NJCRA 0 2 -- 103 02- 41 May 30, 2002 ITEM 17C REPORT FROM THE EXECUTIVE DIRECTOR C. TIMELINE AND UPDATE ON THE 3RD AVENUE EXTENSION TO THE PEDESTRIAN MALL CKNT/fn.A SEOPW/CR A 02- 41 02- 103 �1 City of Miami Comrnu'rtttj �eder.�lopment�gency MEMORANDUM To: Annette Lewis, Acting Executive Director From: David Hernandez, Director of Construction Management Date: May 22°d, 2002 Subject: 3rd Avenue Extension to the 9th Street Pedestrian Mall Project Update Project update as of May 22°d , 2002 April 1", 2002 Metric (Civil Engineers) in conjunction with WRT (Planning consultant). Finished bid Plans and Specifications April 3', 2002 Public Works approved plans April 29", 2002 Pre -Bid (there has been interest from several companies) Advertising was placed (60 Days Prior) • Broward Times: April 12th, 2002 • Daily Business Review: April 09th, 2002 • Miami Herald: April 10`h, 2002 • Miami Times: April 1 lth, 2002 • Sun Sentinel: April 11th, 2002 May 25`h, 2002 Underground utilities have been completed (FPL, Bell South and AT&T) May 31 st, 2002 Closing Bid Date June 1st, 2002 Anticipated Bid Opening (Law Dept. to prepare contract before Awarding) July 15`h, 2002 Anticipated Award of project August 8th, 2002 Proposed Beginning of Construction 0MNT/C',ZA SEOPW/CRA 0 2 - 41 02- 103 SAY LINK SPRING 2002 SELECTING THE PREFERRED ALTERNATIVE he Bay Link study of a proposed transpor- tation link between downtown Miami and the Miami Beach Convention Center is moving toward a the Locally Preferred Alternative (LPA), or preferred route. At the request of the project's Citizens Advisory Committee, three alternative routes for Miami and three for Miami Beach are still under consideration and are shown on the map. Ridership projections and technical work have been completed on all the alternatives. The possible technologies for those routes have been narrowed to light rail and bus rapid transit. After intensive study, the options of extending Metrorail, extending Metro - mover, using a suspended monorail or ferryboats to connect the two activity centers were dropped from further evaluation because of The Bay Link study is financed by the Florida Department of Transportation and managed by the Miami -Dade County Metropolitan Planning Organ- ization (MPO), the body responsible for long-range transportation planning. Said MPO Director Jose -Luis Mesa, "This project is a priority in our transportation planning for Miami -Dade County because of the useful connections it would provide for citizens and visitors." In addition to ongoing meetings with the Citizens Advisory Committee, planners are meeting with community -based and homeowner organizations on both sides of Biscayne Bay. There will also be briefings for the Miami and Miami Beach City Commissions. These meetings will provide the Project Technical Team with opportunities to discuss the routes being studied concerning them. DEIS Examines Impacts A Draft Environmental Impact Statement (DEIS) is required by the Federal Department of Transportation for local public transportation projects that will be applying for federal funding. It examines the social, cultural, environmental and physical impacts that could be brought about by construction of the project. It also provides and evaluates costs, the support of existing land use, benefits and ridership projections. PROPOSED ROUTES iscayne-VNIM --- � v Public Hearing For DEIS %4 Bay Link's DEIS is to be reviewed at a public hearing and public comment will be carefully assessed in determining the recom- two MPO committees to propose selection of the LPA to the MPO Board at its July 25, 2002 meeting. Once the LPA is selected the project can begin preliminary engineering as it moves through the Final Environ- mental Impact Statement (FEIS) phase of project development. The last steps in the process are final design and construction. For the Bay Link project, a supplement to the existing East-West Multimodal Project DEIS is being prepared. The DEIS for Bay Link will be 11� G� prepared according to Federal Highway Administration/ Federal Transit Administration guidelines set forth in 1998 and in full compliance with _r�aiiirPmPnts of the Nntinnaj Environmental Policy Act (NEPA). Si desea informacion en espanol por favor (lame al 305-573-1210 Si ou vle plis infomasyon sou proje sa en Kreyol rele 305-573-4455 ext 10 (X YOU ASKED US..... What is Light Rail? Light rail transit (LRT) is similar to what many know or remember as "streetcars." It is characterized by cars that can operate as a single vehicle and carry up to 170 passengers, or up to a 4-car train carrying as many as 680 passengers. For Bay Link, trains would be single cars during off-peak periods and two cars long during peak periods. Light rail can serve both short and long distance trips with stations normally spaced from a quarter mile to one half mile apart. The system is powered by overhead wires called catenaries. It can operate in traffic, on an exclusive right -or -way or with cross -traffic, and can make tight turns around corners. Its stations can be very simple or elaborate and it is well -suited for urban centers. What other transportation modes are being considered in this study? Example of Bus Rapid Transit At this point in the Bay Link study, Bus Rapid Transit (BRT) is still being How will I be able to express my opinion about Bay Link if I'm not a member of the Citizens Advisory Committee? Citizens Advisory Committee meetings are open to the public and are advertised in the Miami and Miami Beach city halls and on those cities' cable TV channels. The next CAC meeting will be June 20. Notice of CAC meetings is also posted on the MPO website, www.co.miami-dade.fl.us/mpo/ m po4- bayl i n k-home. htm You are also urged to attend a public hearing on July 15. It will be advertised in local newspapers as well as in the places listed above. Comments provided at the public hearing become a part of the public record and must be responded to in writing as part of the Final Environmental Impact Statement (FEIS) process. Will cars be able to drive over the tracks or use the train lane when the train is out of the area? 71r- I LANE TURN �NE �E t.I.1• �.I.1• Example of Cross Section Light rail can operate either in mixed flow traffic or in separate exclusive lanes. This decision can be made at any time during the study. Exclusive lanes provide a higher degree of reliability and are generally more desirable. A trade-off must be examined to determine if the higher reliability and faster travel times of an exclusive rail line justify the impacts on regular vehicular traffic. The intent is to maintain traffic flow by coordinating. traffic signals, adding stacking and turning lanes and making other low- cost improvements. Would light rail create more con- gestion on our already -crowded streets in downtown Miami and Miami Beach? Some traffic lanes may need to be re- moved to accommodate light rail lines so in the short term there may be more local congestion. However, it has been proven where light rail is used in met- ropolitan areas that as more people become accustomed to using the train, vehicular congestion eases and Level of Service (LOS) on roadways actually im- considered as an alternative to light rail. proves. Bay Link would remove 500 MDT It can operate in traffic or in exclusive How would a light rail system buses daily between Miami and Miami lanes making infrequent stops, but may affect local bus routes? Beach. Based on current auto occupancy require additional right-of-way for lane Local bus routes would be modified to Bay Link would also remove approxi- expansion. It can be powered by eliminate any portions that duplicate the mately 700 cars an hour from the local compressed natural gas or electricity proposed Bay Link alignment. Bay Link could streets. Additionally, traffic signals must from an overhead catenary. This actually reduce bus traffic on Miami Beach be fully synchronized for the LRT to technology would not require any street streets by replacing 500 buses daily on rpp��,,tggs-- work, which in itself would be a tremen- reconstruction for placement of rails. 2tkettrafe outh Beach. _W/CWA dous step towards easing congestion. SEOPW/CR'A ' -` 4 What connections will there be to other transportation systems? In Miami, the Bay Link line could connect downtown to Metrorail at the Government Center or Overtown stations, to many of the Metromover stations and to Miami -Dade Transit (MDT) buses. If Metrorail is extended from the Earlington Heights station to the Miami Intermodal Center there will be a direct connection to the airport. Once Bay Link ties into the existing Metrorail system there will also be a connection to Tri-Rail. In Miami Beach, Bay Link could connect now to the Electrowave circulation system and with MDT buses, and at a future intermodal facility. Parking is already tight in Miami Beach. Will this light rail system reduce the number of available parking spaces? VIR 1 Example of Cross Section on Alton Rd. or Washington Ave. Each transit alternative offers trade-offs between traffic flow and parking. The transit system can be designed to have a greater impact on either traffic or on -street parking. Alton Road would lose parking curbside and maintain two through lanes. Washington Avenue would lose a through lane and maintain the curbside parking. It is also possible to provide parking at off-street locations to compensate for spaces lost. With 15,000-18,000 people a day projected to use the system, there will be a drop in the demand for both parking and street lanes as people coming to Miami Beach switch to transit. Could a rail line coming to Miami Beach via the MacArthur Causeway and endingg around 5th Street be adequately served by connections with MDT bus and the Electrowave? If Bay Link were to end at 5th Street in Miami Beach, those riders notwithin walking distance of their final destinations would be faced with an additional transfer and longer travel times. One light rail car can carry up to 170 passengers, while an MDT bus can only carry 45 and the Electrowave can only carry 20. LRT will deliver up to 2,500 people during the peak periods. It would take a very large number of MDT/Electrowave buses to handle these volumes. If passengers couldn't get a seat on the first bus that comes along they would end up having to wait for another one. Where could a maintenance yard and shop area be built? Example of Bus Rapid Transit Several sites are being examined for a maintenance yard and shop area north of downtown Miami in areas zoned for industrial use. What happens if the power goes out in an area served by light rail? LRT gets electrical power from wayside sources through overhead wires or catenaries. No two adjacent sources are connected to the same power company substation. Therefore, if the power goes out in one substation, LRT will still have electrical power from another. If the power company should lose enough substations, LRT would be shut down until adequate power is restored. For LRT to be stopped by loss of power is an extremely rare occurrence. What would Bay Link cost, and what would its ridership be? r 6 The cost of building any combination of al- ternatives would be between $300 - 400 million. Once built, the annual cost to oper- ate and maintain Bay Link would be between $8 - 10 million. The number of people who would ride the train is conservatively esti- mated to be between 15,000 - 17,500 daily! The trip from downtown Miami to the Miami Beach Convention Center would take ap- proximately 25 minutes. Example of Light Rail Transit Where will funds come from to build Bay Link? The project will most likely be financed from a variety of sources. Fifty percent of the fund- ing will come from gas tax money that is already being collected by the federal gov- ernment. Twenty-five percent will come from gas tax money collected by the state and twenty-five percent will come from local sources. Those local sources of funding could be the gas tax, parking fees, additional toll revenues, tourist bed tax, or the proposed additional sales tax. -%.1 W-V r1AL-1 13 '!we!W 08LS #;!waad a IVd 39t/1SOd sn OUVONVIS a31aos38d r1M, avv 7,kL Your participation is invited! Bay Link Citizens Advisory Committee (CAC) meetings are open to all interested parties, and study materials are available for review at five locations within Miami -Dade County. In addition, information about the project can be reviewed by logging on to www.co.miami-dade.fl.us/mpo/ mpo4-baylink-home.htm Those wishing to contact members of the Public Involvement team can reach Communikatz at bgraf@communikatz.com or LE LEE -I3 `!WulW a LO I. 91!nS anuaAV puZ '3'N Lt, Lt, BAY LINK WELCOMES YOUR PARTICIPATION! 305-573-1210. Carmen Morris & Associates can be reached at cmorris@bellsouth:net or 305-278-2395. PROJECT RECORD AVAILABLE TO PUBLIC Bay Link read files, the project record containing CAC meeting minutes and technical reports, are available at several public sites. They can be reviewed during normal business hours Monday through Friday, 9 a.m. to 5 p.m., at: • City of Miami/Riverside Center library 444 SW 2nd Avenue, 3rd Floor 305-416-1429 • Miami -Dade Metropolitan Planning Organization library Stephen P. Clark Govt Center 111 NW 1 st Street, Suite 910 305-375-4507 • Parsons Brinckerhoff library 5775 Blue Lagoon Drive, Ste 360 305-261-4785 • Communikatz, Inc. library 4141 NE 2nd Avenue, Suite 101 D 305-573-4455 • Miami Beach Public Library reference desk 2100 Collins Avenue 305-535-4219 Far those requiring evening or weekend hours, the Miami Beach library is open Monday through Thursday from 9:30 a.m. to 9 p.m., and Friday and Saturday from 9:30 a.m. to 6 p.m. CITIZENS ADVISORY COMMITTEE CONSULTS WITH STUDY TEAM An important part of the Bay Link planning process involves regular meetings and ongo- ing consultation with the Citizens Advisory Committee (CAC) by the Bay Link study team. The CAC is made up of residents, property and business owners and other "stakehold- ers," or individuals representing organizations which would be served by the project. Meeting locations alternate between Miami and Miami Beach. The group elected co-chairs who conduct the meetings in their respective cities. The Miami co-chair is Irby McKnight and the Miami Beach co-chair is Marty Hyman. Mr. McKnight said, "It's important for us as citi- zens interested in this community to participate in the transportation planning process and to know our opinions really carry weight." The CAC reviews the technical findings of the Bay Link planners, offers suggestions and will ultimately give a recommendation as to the Locally Preferred Alternative, or preferred route for Bay Link. Mr. Hyman commented, "A study like this one is an intensive effort so it's good to know that residents and business operators can have a say in the outcome."SEOPW/CRA 0 2 — k Z`, MIAMI-MIAMI BEACH TRANSPORTATION CORRIDOR STUDY Response to Questions Regarding the Impacts and Benefits of the Proposed Bay Link Project Prepared by: Parsons Brinckerhoff Quade & Douglas, Inc. SEOPW/CRA 02-- 103 OWWCRA 02- 41 TABLE OF CONTENTS Will Bay Link improve connections to other transportation systems? ................................................... 3 How does Bay Link support other planned investments?........................................................................... 4 Who will ride the Bay Link System?........................................................................................................... 6 How will surface LRT effect traffic on key streets and at key intersections? ............................................... 8 What are the anticipated visual impacts associated with the proposed Bay Link project?.......................10 What other technology options are there?................................................................................................15 What impact will the Bay Link Project have on parking?..........................................................................17 What are the economic benefits that will accrue as a result of the Bay Link Project?..............................18 Howmuch will Bay Link cost?.................................................................................................................. 19 Who will pay for Bay Link system? How?....................................................................................... 20 SEOPW / CRA ®MNi / CRA®� �.. 02-- 10 IM Will Bay Link improve connections to other transportation systems? The Miami -Miami Beach corridor, the Bay Link, is currently carried in the Regional Metropolitan Transportation Plan as a high priority project. The priority rating is largely based on the high travel volumes and the need to complete connections to the existing transportation investments in the corridor and provide an effective alternative to the automobile. Bay Link connections to existing transit systems LEGEND -- - BaylinkAlternatives ......... EarlingtonHeightsExtension Metrorail - - - - Tri-Rail ... ........... MiamiMetromover Depending on the alignment selected, Bay Link will provide connections to: Metrorail at the Government Center and/or the Overtown stations; to Metromover at Bicentennial Park, Government Center and/or Overtown; to the airport via the Earlington Heights connection; to Photosimulation depicting connection of Bay Link to Metrorail line at Government Center Miami -Miami Beach Transportation Corridor Study Response to Questions April 2002 SEOPW/CRA 02- 103 3 ONM/CRA 02- 41 Tri-Rail; to MDT buses at the major transfer facilities at Government Center and the Omni and at the transfer facility proposed for Miami Beach on 17th Street near the Convention Center; the Parrot Jungle/Marina Complex shuttle system at the Watson Island station; the Fisher Island Ferry at the Bay Link station at Terminal Island; and the Miami Beach Electric Wave system at the proposed Miami Beach transfer facility and station locations. The Bay Link project will also provide the circulation and distribution function for parking intercept lots in Miami and on Miami Beach at the proposed transfer facility. And finally the Bay Link system will provide access to existing and proposed pedestrian circulation on 9th Street in the Overtown area, the Miami Dade Community College and Federal Complex along 4th Street, Flagler Street, Biscayne Boulevard, Bicentennial Park, Lincoln Road, and the areas along Washington Avenue and Collins Avenue. How does Bay Link support other planned investments? The Bay Link Project provides the opportunity to maximize existing and planned investment in other tourism, cultural and commercial activity in Miami and Miami Beach. Some of the opportunities include: The initial segments of the Bay Link system will help to overcome one of the strongest disadvantaaes of Miami as a maior convention destination — an absence of a block of hotel rooms near the primary convention facility, and potentially facilitate the additional booking of large groups. With the existing investment in the convention center, as well as the proposed additional invest- ment in new banquet facility, the initial Bay Link project line will bring major hotels in downtown Miami and South Beach "closer" to the County's primary convention center with frequent scheduled service and the potential for "special trains" to help with large events. When the light rail system is extended to the north on Miami Beach, and to the south and north in Miami, this benefit will be even greater. The development of new and the use of exisiting cultural and tourism venues in downtown Miami, such as the American Airlines Arena, the proposed museum and development at Bicentennial Park, the Performing Arts Center and the Miami Grand Prix, to succeed and realize their potential will require high quality, reliable, safe and convenient access improvements to minimize parking requirements and to mitigate congestion during peak event periods. The Parrot Jungle and proposed marina and hotels on Watson Island will benefit to a significant degree from light rail service. The emergence of downtown Miami as a tourism destination and the location of an increasing number Miami Beach Convention Center American Airlines Arena Miami -Miami Beach Transportation Corridor Study Response to Questions SEOPW/CRA OmN1/CRA April 2002 U2_ 03 02- 41 4 of special events will require greater accessibility from Miami Beach to Miami. This "reverse" tourism travel trend is growing and would be facilitated by Bay Link. • Miami Beach's further growth and development is constrained by concurrency limitations that impact traffic generation and parking. The Bay Link system provides a means for strengthen- ing the tourism base of Miami Beach while reducing its dependency on auto access. As an example, when parking is at a premium and congestion is at its worst on the weekends, Bay Link would make it possible to park in the under utilized spaces in Miami and access the beaches by rail. • Bay Link improves the transit link to the beach for hotel, entertainment and restaurant workers making it easier for employers to attract and retain employees. The access to the jobs also tends to keep wages stable and competitive. • To support sustainable growth, light rail is essential because the expense and scarcity of park- ing will eventually constrain growth and erode the quality of life for local residents. • And finally, Bay Link will provide the "anchor" essential to the successful control of develop- ment and sustainable growth. t c S va n(EW �, tst i Un Wn Rd Malt I '`r�..'� 1 � (J$ 41 10th St .: t Watson l.._ •, , It Island Biscayne \ 2 O t -t �. r y NK ..i Port• �• Ir BM St rP# Ctr.sta. . V/ \ ` 2th St NW U ta S± Olt Bisea a t Support public investment Miami -Miami Beach Transportation Corridor Study Response to Questions April 2002 Activity Centers I Parrot Jungle Pedestrian Areas 2 Manne Complex �. Metroraii 3 Fisher Island Ferry »as Metromover a Miami Bch Conv Ctr «++ Trars;t options 5 Performing Ans C,r SEOPW / CRA 02-- 103 6 6ieenunnet Park American Aidines Arena 8 Bayfront Park 5 Federal Complex 10 Dade Community CWlagt ONM/CRA 02- 41 5 W 0 Who will ride the Bay Link System? There are two sources of data available to us in responding to this question; 1) the information provided by the recently completed regional model runs, and 2) the empirical experience and evidence from other modern light rail systems put in service in the U.S. since 1980. The primary tool for producing the ridership estimates is the Metropolitan Planning Organization's (MPOs) newest travel demand forecasting model. The model uses the Florida Standard Urban Transportation modeling structure common to all the urban areas in Florida and has been specifically tailored by the MPO for Miami -Dade County. This model is used to access all transportation investments and was used in the recently adopted update of the Long -Range Metropolitan Transportation Plan. These forecast for Bay Link are consistent with those underlying the MPO's transportation planning process. The model results are as follows: Boardings by Mode —Unlinked Trips Al 83 A262 A301 BRT No Build Beach LRT 17,375 15,632 15,445 N/A N/A Metrorail 70,8 ,. 71,188 71,593 70,094 70,389 Metromover 28,207 30,124 27,216 18,091 21,515 All Transit! wk�8,20C� 48,16 A46,175 439,702 444,203 Source: The Corradino Group The ridership projections indicate that between 15,500 and 17,400 trips, depending on the alignment selected, would be made on the proposed Bay Link Light Rail Transit- LRT) system daily in 2025. Both Metrorail, Metromover and total transit ridership would increase with the introduction of 0 light rail system. The bus rapid transit (BRT) system would not perform as well and would carry fewer passengers than any of the LRT options and Metrorail, Metromover and total transit riders would be less. Roughly 42 percent of the LRT trips would be made by people commuting to and from work. About 38 percent of the trips would be by people traveling from their homes, or hotel, to other destinations for educational, medical, cultural, entertain- ment and shopping. The remaining 20 percent of the trips would be based from locations other than home and include work related travel and travel to other destinations for medical, shopping/dining, cult-ural, entertain- ment and cultural events. The models project that there are about 52, 600 daily trips between Miami and Miami Beach. At 15,500 to 17,400 daily boarding, the proposed LRT system will capture between 30 Miami -Miami Beach Transportation Corridor Study OmNi/CRA 6 Response to Questions sEOPw/CFA Apri12002 U 2— 103 Q 2 41 and 33 percent of the total daily trips. For alternative alignment Al B3, about 53 percent of the trips would be made to and from sta- tions in Miami Beach. The model also projects that there are approx- imately 6,000 daily trips between MIA and South Beach and 13,000 daily trips between MIA and the Miami CBD. Drawing upon the experience of other cities that have recently con- structed light rail systems there are a number of interesting conclu- sions that can be drawn. The first is that total transit ridership in the corridors where LRT has been introduced has increases substantially; from 19 to 35 percent— or about 25 percent on average for the new systems. With the exception of the Blue Line in Los Angeles where about 55 percent of the new LRT riders were formally bus riders, 50 per- cent of all new system riders were riders that did not formally ride public transit regularly. Another way of viewing these statistics is that in other cities about half the LRT riders were formally using a car requiring a parking space and adding to roadway conges- tion. The models indicate a similar scenario for Bay Link. Above top and bottom: Passengers boarding Portland's Tri-Met system Miami -Miami Beach Transportation Corridor Study 7 Response to Questions ORM/CRA Apri12002 SEOPW/CRA 0 2 - 41 02-- 103 a C7 How will surface LRT effect traffic on key streets and at key intersections? Both the City of Miami and the City of Miami Beach represent highly developed urban areas with the attendant infrastructure. While the addition of new transportation capacity and linkages from Bay Link is critical to the Long-term viability of the area, the construction and operation of the proposed project will have short-term impacts during construction and some ongoing conse- quence during its continued operation. The following is intended to provide an assessment of the Bay Link systems impact on traffic. The continuing supplement of the Draft Environmental Impact Statement (DEIS) will provide additional detail on traffic impacts. Construction of the Hudson -Bergen transit line in New Jersey The streets impacted are a function of the alignment selected for the system. Following is a listing of the streets addressed in this analysis. • N.W. 1st Avenue • N.E. 4th Street • Washington Avenue • Flagler Street • MacArthur Causeway • Alton Road • Biscayne Boulevard • 5th Street • 17th Street • N.E. 9th Street • N.E. 2nd Street The general assumptions are as follows: • The capacity of an existing roadway will be maintained at the level necessary to accommodate projected traffic volumes (unless the facility was projected to fail without the addition of Bay Link). Miami -Miami Beach Transportation Corridor Study 0MNI/0RA 8 Response to Questions SEOPW/0 Apri12002 O 2` 1 ®� 0 2 —' 4 I • If at all practical, Bay Link will operate in exclusive lanes to maintain speed and schedule reliability; - Bay Link will operate in mixed traffic on Flagler; limit lines will be clearly delineated at the pull -offs and their use will be vigorously policed; bus traffic will be removed. - Linear parking will be replaced by new local lots were necessary to use space for traffic lanes. - No other mixed -use areas of operation will be permitted unless no practical alternative exist. - Traffic controllers will be upgraded were necessary to permit the coordination and prioritization of traffic signals. - In general cross streets will need to be signalized. - Left or right turning movements will be restricted were vehicular and train safety cannot be reasonably assured through other means. - Bay Link movements will be controlled and facilitated by adding the necessary phases to existing or new traffic signals. - Access to and from station platforms will be accomplished at intersections under the positive control of new or existing traffic signals. - Bay Link will operate 5-minute headways during the peak and mid -day periods; Bay Link will operate in a maximum of 2-car trains. - Bay Link's station dwell time will be 20 seconds. - Bay Link trains will accelerate and brake at 3 mph per second with a maximum speed of 65 mph. Miami -Miami Beach Transportation Corridor Study g esponse to Questions SEOPW/CRA OWa/CRA R p IL' What are the anticipated visual impacts associated with the proposed Bay Link project? The primary component of the proposed light rail alternative that are typically observed by viewers near the system or utilizing the system include; guideway elements (retaining walls, aerial structures, and trackwork); the storage and maintenance facility (storage yard, maintenance buildings, vehicles, catenary and lighting); the electrification system (catenary system consisting of poles, brackets/supports and span wires and feeders and substations); stations (platforms, canopies, lighting and signage and fare collection equipment); and light rail vehicles. Following is a narrative and pictorial description of each component and a brief summary of the location and perceived impacts. Typical mitigation measures are also presented. Guideways The guideway for the proposed LRT system is primarily at -grade and will consist of a two track, or single track, guideway embedded in the street in exclusive lanes. The trackway is generally separated from adjacent traffic lanes by low mountable curbs. The mountable curbs keep auto traffic out but permit access by emergency vehicles. The curbs are broken to permit traffic to cross the trackway at cross streets. The trackway may be distinguished from the surrounding traffic lanes by paint or the use of textured materials such as pavers. This condition would exist along most of the downtown streets in Miami and Miami Beach occupied by the system. Along Flagler Street in downtown Miami, the system is proposed to run in mixed traffic with other vehicles. The visual impacts of the guideway can be mitigated by the use of textured or color concrete and pavers at high use areas. Land- scaping is also an effective mitigation tool. New bridges would be constructed across the Intercoastal waterway and at Government Cut. The bridges would be constructed on the south side of the existing bridges and would have the same profile as the existing bridges and would have little noticeable visual impact. Along the MacArthur Causeway, the LRT alignment would be constructed on the south side of the facility and be separated from the facility by the existing barrier. The guideway would not be visible from the cause- way and will not detract from the view from the waterway or cruise ship terminal. Portland at -grade guideway New transit bridge adjacent to MacArthur causway will be built with minimal impact to existing views San Diego system aerial guideway Miami -Miami Beach Transportation Corridor Study 10 Response to Questions SEOPW / CRA OMM / CRA April 2002 10 3 0 2 - ,y 1 02- V At Terminal Island a segment of aerial structure has been proposed to carry the system over the top of the entrance to the Coast Guard Station and Fisher Island Ferry terminal to avoid conflicts with the vehicular traffic. The aerial structure, if required at Terminal Island, can be designed to present a slim and attractive profile. Efforts will continue to define an at -grade solution in this area. The exterior of the structure can be designed to incorporate ascetic elements appropriate for the area. Landscaping, sidewalks, street furniture and lighting can also be incorporated to soften the visual impacts and increase the pleasure of using the system. Storage and Maintenance Facility This facility would consist of a 16 to 20 acre site developed to accommodate the vehicle storage yard, the vehicle and wayside main- tenance, administrative offices, mis- cellaneous storage and parking. The yard would include the neces- sary catenary system, lighting and a vehicle wash facility. The sites currently being evaluated are on the Miami side of the Bay in the industrial areas north of 17th Street along the Florida East Coast (FEC) Railroad. The primary mitigation begins with the location of the facility in an industrial area where other uses are consistent with that of the proposed facility. The yard and shop operates 24 hours a day, generates some moderate noise and is well lit at night. Mitigation includes the use of landscaped berms and walls where necessary to screen the facility from the surrounding area. Landscaping is also an effective tool for this pur- pose. It may be possible as an example, to incorporate the facility, or parts of the facility into a joint use project. The yard and shop, as an example, could be on the first floor of a parking garage or commercial office space. Baltimore's transit system storage yard Pittsburgh's transit system maintenance facility Miami -Miami Beach Transportation Corridor Study 11 Response to Questions April 2002 SEOPW / CRA OMiATd / CRA 0 103 �- 02- 41 n E, Electrical Power and Distribution System The catenary system consist of the support poles, brackets and wires. The condition exist along the entire length of the system. The other components of the electrical power system with potential visual impact consist of substation bugelows located about every mile along the alignment. The bugelows are self contained units about 20 feet by 20 feet. The substations are usually constructed as part of parking lots/structures and often placed under freeways or other out of the way locations. The substation bungalows visual impacts are typically mitigated by placing them in an inconspicuous location and screening them with an attractive facade or extensive landscaping or both. The overhead catenary systems presents the major perceived impact for an at -grade project like the proposed Bay link system. The impacts can be mitigated by using the light profile catenary and decorative poles. The poles can be fabricated to provide a variety of styles including classical, federal, art deco and other looks. The catenary poles can also be used to carry street lights and signage and in many cases provide an improved visual image with fewer and a consistent style of poles. It is also possible to bury many of the existing utilities with the construction of the Bay Link system. While research is being done on alternatives to collecting the power from an overhead catenary system, no prototype has reached the market that provides a proven alternative. The use of landscaping such as palm trees along the pole line on Washington Avenue or Alton Road as an example, can soften the visual impact. Photosimulation of softened visual impacts of system at Portland's Tri-Met system employs visu- ally interesting architectural treatments for power substation structures Overhead catenary system delivers elec- tricity to power the Salt Lake City light rail transit line Miami -Miami Beach Transportation Corridor Study Response to Questions April 2002 SE®PW/CRA OVNI/CRA 02- 1,03 n2- 4 12 • A visually diverse variety of station area concepts and interior treatments clockwise from top left: Portland, Orlando, Los Angeles, New Orleans, Portland and Los Angeles Stations With the exception of the proposed aerial station at Terminal Island, all the stations are at - grade center platform or split platform stations. The stations include the platform, shelter canopy(ies), landscaping, pedestrian access, lighting, signage, fare vending equipment, street furniture, weather screens and artwork. The number and locations of the stations varies by alternative alignment. While all stations have certain operational aspects in common, each is designed to capture the nature and character of the neighborhood or surrounding area it serves as can be seen the examples above. With the exception of perhaps the vehicles, stations provide the public with their most visual contact with the system. Stations are by design intended to be visible and a focal point for the system. The mitigation of station impacts is accomplished by making the stations as attractive as possible by capturing the feel of the area they serve while maintaining the necessary operational requirements and amenities. Stations and station areas accomplish this by the selection of functional locations, attractive platform and canopy design, weather screens, art, street furniture, finishes, kiosk and signage, lighting and access treatments and landscaping. In addition station areas are clean, safe and well lit. Fare collection and ticket vending kiosks for San Diego's Santee Orange Line system Miami -Miami Beach Transportation Corridor Study 13 Response to Questions April 2002 SEOPW/CRA CAC'SdI/CRA 02- 103 02-- 41 Light Rail Vehicles Bay Link light rail vehicle concept The specific light rail vehicles to be used would be identified as the study progresses. Currently a modern and a retro style vehicle are being considered. The vehicles are from 45 to 90 feet in length, and about the height and width of a MDT bus. The vehicles will be low -floor permitting loading from a 14-inch high station platform. The low floor profile facilitates the vehicles compliance with the Americans with Disabilities Act (ADA) accessibility requirements. This requirement may preclude the application of the retro, or "old street car" look. The vehicles are electrically powered and will operate on 5-minute headways as single or two car trains. w. unarnes One streetcar The vehicles discussed for the system to date have included a clean modern version and a retro design that captures the feeling of the vehicles that ran in the corridor through the early 1940s. The modern version has a clean and sleek appearance accomplished by concealing the couplers, adding skirts to reduce noise and hide the wheels and putting a shroud around the roof mounted equipment. The exterior can be painted in any number of colors and styles. The one shown is intended to capture the feeling of the area. The other option is the vehicle currently used in New Orleans on the St. Charles Street line. Miami -Miami Beach Transportation Corridor Study 14 Response to Questions SEOPW/CRA OMB/CRA April 2002 02- 103 02- 41 What other technology options are there? A technology assessment was prepared for the Bay Link system. The assessment established the general characteristics of the corridor, the general operating requirements for the system and the goals, objectives and measures for assessing the family of potential technology options responsive to the service needs. The technologies in the assessment included light rail transit (identified in the East-West Multimodal Corridor DEIS), bus rapid transit (identified by the MPO and FTA) and monorail, automated guideway transit (AGT) and rail rapid transit (RRT). In addition it was suggested during the scoping process that ferry service, suspended cable car and Metrorail and Metromover extensions to 5th Street and Alton Road be examined. Based on a detailed assessment of the technologies generally responsive to the systems needs as define by the 45 evaluation measures, BRT and LRT were deter- mined to be responsive to the systems needs. BRT has slight advantages in its ability to handle tighter curves, its flexibility to change routes, its ease of system expan- sion, lesser yard requirements and lower capital cost. LRT has the advantage in image, its perception as a fixed investment encouraging development and support- ing land use, less environmental consequences (elec- trically powered) and lower operating and maintenance (O&M) cost on a passenger mile basis. Rapid rail transit (Metrorail) has several deficiencies considered to be significant for this application. The issues included: the need for exclusive right-of-way due to the grade separation required for the automated operation and third rail power source; urban integration issues brought about by the aerial structure require- ments, large systems scale and resulting aerial stations; and the high capital cost. In addition the branching requirements for a line to Miami Beach would limit future system capacity or result in a transfer to the existing north south Metrorail line. The AGT system (Metromover) also had several issues effecting it's desirability for the Bay Link application including: the limited number of suppliers resulting in a proprietary procurement and the potential for reduced competition and higher cost; capacity issues due to the slower operating speeds; some lack of operational flexibility and reliability; urban integration issues due to the requirements for grade separated rights -of -way; the resulting aerial structure and stations; and technical complexity of the system results in high operating and capital cost. Bus rapid transit (BRT)—Eugene, Oregon Light rail transit (LRT)—Buffalo, New York Automated guideway transit (AGT)—Miami Metromover Rapid rail (RRT)—Miami Metrorail Miami -Miami Beach Transportation Corridor Study 15 Response to Questions April 2002 SEOPW/CRA OMEI/CRA 02- 1013 02- 41 The extension of the Metrorail or Metromover technologies to 5th Street and Alton Road would fall under the system shortcomings for this application presented above. A terminus at 5th Street and Alton Road would introduce several other issues. Dropping 15,000 to 17,500 system riders at this location would result in a distribution system transfer for the riders. Providing buses from MDT and the Electrowave system could accomplish the distribution function but would require a substantial bus fleet and an associated increase in O&M cost. The requirement to transfer to the bus distribution would also result in longer travel times and a consequential loss in ridership. During the East-West Multimodal Corridor Study, thought was given to serving the Port of Miami with rail in a tunnel that would come under the Miami River, the Intercoastal Waterway and the Port. Some through was given to extending the tunnel from the Port to a portal and station location in the vicinity of 5th Street and Alton Road. The prohibitive cost of this construction will prevent its implementation without a strong dedicated source of local transit funding. Even if it ever becomes financially feasible, it would still be necessary to address the distribution issue. The cost of this tunnel connection would be many times the cost of the Bay Link project which, in close coordination with MDT and Electrowave services, gets the riders where they are trying to go in an effective and efficient manner. While the setting and Biscayne Bay provide some intuitive appeal for the concept of a ferry system connecting Miami and Miami Beach, there are a number of shortcomings and characteristics that make it inappropriate for a line -haul public transit application like the proposed Bay Link system. To meet the projected demand for the system it would be necessary to construct dock facilities that could handle up to nine boats an hour. The docks require access, parking and staging areas that would consume con- siderable prime water front property. The construction of these facilities will present significant environmental issues and challenges. In addition the system would require a collector and distribution system on both ends. The high capital and O&M cost Chinook ferry Seattl will be very difficult to justify. Another alternative identified during the scoping process was a cable car or suspended monorail system. The proposed system would result in the erection of a number of towers in Miami, on Watson Island and across the MacArthur Causeway to Miami Beach. The gondola cars, carrying six to 40 passengers, would hang from cables suspended from the towers and be propelled much like a cable car. Information about the systems capital and O&M cost is very limited. The suggested alternative presents some Singapore cable car of the following concerns and limitations: the technology is propri- etary; the system would provide limited coverage of the study area; the high towers would be a visual intrusion on the environment; relatively slow; potential capacity issues; lack of operating flex- ibility; reliability not known; and concerns exist about safety issues such as emergency evacuation. The system may also have collector and distribution issues. The suggested alternatives to LRT and BRT are largely being suggested to avoid the temporary impacts of constructing the Bay Link system on the City of Miami Beach. While the construction will present a number of challenges during its two year or so construction phase, its long-term benefits, some of which have been discussed above, will greatly exceed these short-term concerns. Miami -Miami Beach Transportation Corridor Study ®,/C , 16 Response to Questions April 2002 SEOPW / CRA Q 2 - 41 02- 103 What impact will the Bay Link Project have on parking? The direct impacts that the proposed Bay Link Project will have on parking is defined as the number of existing parking spaces lost as a result of the construction of the project. The follow- ing table provides a summary of the existing spaces directly impacted by the construction of each alternative segment. Parking Impacts Off -Street Public On -Site Spaces Percent Alternative Spaces Space Impacted Change Al 4,903 391 -871 16 A2 6,063 431 -431 6 A3 5,584 227 -227 4 131 1,889 282 -86 4 132 4,741 636 -323 6 B3 3,140 226 +98 +3 In Miami from 4 to 6 percent of the existing parking spaces adjacent to respective alignments would be lost. In South Miami Beach, from 4 to 7 percent of the existing spaces would be lost depending upon the alternative constructed. For Alternative Al, 480 off -site public spaces would be lost to accommodate construction of track and stations at Government Center and Overtown. Where locations can be identified, new off-street parking will be constructed to mitigate the lose of spaces to direct impacts or funds contributed for future parking construction. There has also been some concern expressed that people may drive into South Miami Beach from areas to the north and take spaces that might otherwise be used by Miami Beach residents. In Miami Beach current plans call for the construction of a transit and transfer facility along 17th Street in the vicinity of the convention center. Parking will be constructed as a part of this facility which will provide a convenient and central location for transfer to and from MDT buses, the Elec- trowave and the Bay Link system. In addition the current use of Miami Beach resident stickers and two hour limits on the use of on -street parking will also mitigate this concern. The Bay Link system is projected to carry from 15,400 to 17,400 riders per day. When we subtract the 8,000 or so bus riders from these numbers, we get from 7,400 to 9,400 riders who were accessing the area by automobile. Dividing by 1.21, the average auto occupancy for the region, the proposed system will take from 6,115 to 7,770 cars off the streets each day. These cars will not take up parking spaces in Miami or South Miami Beach. In addition to the Bay Link system will make it more convenient for people to park at under utilized lots and take Bay Link to destinations where parking is at a premium. As an example, on weekends when South Beach parking is at a premium, it will be convenient to park in Miami and take the train to the beach. Events at the arena, performing arts center or convention center would benefit in a similar manner. Miami -Miami Beach Transportation Corridor Study 17 Response to Questions ® April 2002 SEOPW / CRA /C R4 02- 103 02- 41 What are the economic benefits that will accrue as a result of the Bay Link Project? There are a number of economic benefits that will accrue to the area and region as a result of constructing the Bay Link Project. The range of benefit will differ depending upon the alternative selected. For illustrative purposes, BRT and LRT alternative A1/B2 has been used where applicable. Following is a quantification of the major categories of benefit. • Increase Property Values: The evidence compiled from evaluation of selected LRT systems indicates there is a positive impact on residential and commercial property values. Land closest to station locations tends to benefit most. The actual rates vary from city to city. BRT, as defined for application in the Bay Link study, is anticipated to have limited impact on land values. Construction Wages and Employment Direct Regional Direct Regional Construction Related Wages $152.9 $324.9 $51.0 $99.3 Construction Related Employment() 4,422 9,398 1,690 3,292 (') Total construction employment during 6 year implementation period. • Construction Labor and Income: The results of the analysis provide the following results: • Operations and Maintenance: The operations and maintenance of the system will create added direct employment and income as well as regional employment and income. Approxi- mately 100 permanent new jobs will be created. The direct employment and wages will results from the staff required to operate the vehicles and maintain the systems ways and structures. In addition money will be spent on the purchase of parts and supplies, services and materials. The operations and maintenance is expected to generate the following benefits. How much will Bay Link cost? There are two primary categories of cost associated with the Bay Link Project. The first is the one time cost associated with the construction of the system and the second is the on -going cost of its operation and maintenance. The capital cost of the system is reflected in the following table. Construction Alternative ROW BRT $59.4 A1/B1 $191.8 Ai /B2 $232.0 A1/B3 $226.7 A2/B 1 $178.9 A2/B2 $219.1 A2/B3 $213.8 A3/B1 $173.4 A3/B2 $213.6 A3/B3 $208.3 Capital Cost (millions of 2001 $Is) Maintenance Vehicles Management/ Total Cost Yard Engineering $8.5 $7.9 $25.1 $100.9 $41.6 $27.7 $94.1 $355.1 $41.6 $27.7 $109.0 $410.2 $41.6 $27.7 $101.0 $397.0 $37.0 $27.7 $88.0 $331.5 $37.0 $27.7 $102.9 $386.6 $37.0 $27.7 $95.0 $373.4 $37.0 $27.7 $86.0 $324.0 $37.0 $27.7 $100.9 $379.1 $37.0 $27.7 $92.9 $365.9 Bus costs and Metrorail costs are based upon the existing 2001 MDT operating and maintenance costs. The O&M cost for the proposed Bay Link BRT and LRT alternatives include the on -going cost of operating the system and maintaining the vehicles and ways and structures. The O&M cost of the alternatives are reflected in the following table. Operating and Maintenance Cost (millions of 2002 $Is) Alternative Bus Costs Metrorail LRT Total No Build $160.4 $66.2 N/A $226.6 BRT $162.2 $66.2 N/A $228.5 A1/B1 $155.1 $66.2 $10.0 $231.4 A1/62 $155.1 $66.2 $11.1 $233.0 A1/B3 $155.1 $66.2 $9.8 $231.2 A2/B 1 $155.1 $66.2 $8.7 $230.0 A2/B2 $155.1 $66.2 $9.6 $231.0 A2/B3 $155.1 $66.2 $8.5 $229.8 A3/B 1 $155.1 $66.2 $8 A $229.8 A3/B2 $155.1 $66.2 $9.4 $230.7 A3/B3 $155.1 $66.2 $8.3 $229.6 Bus costs and Metrorail costs are based upon the existing 2001 MDT O&M costs. Miami -Miami Beach Transportation Corridor Study 19 Response to Questions OMNt/CRA April 2002 SEOPW / CRA 0 2 - 41 nc)- 103 a Who will pay for Bay Link system? How? The capital cost will be financed from a combination of local, state and federal sources. The Federal Transit Administration (FTA) will be requested to provide approximately 50 percent of the cost of the project for its discretionary New Starts assistance. The remaining 50 percent would come from equal shares of state and local funding; 25 percent each. For the LRT alternatives, the following table reflects the split and range of cost from each source. Fund Source (millions of 2002 $Is) Source Percent LRT Cost Range $314.8 - $401.0 Federal $157.4 - $200.5 State 25 $78.7 - $100.3 Local 25 "°._, _ .. $78.7 1 $100.2 The state funding would come from the Florida Department of Transportation (FDOT). The Bay Link project is identified in the Long Range Transportation Plan and is eligible and qualified to receive the funding from FDOT subject to the decision to move the project forward. Thus 75 percent of the funding (50 percent FTA and 25 percent FDOT) would be paid by the respective shares of the gas tax already being collected in the region. The local share would come from one of three options: A new toll to be issued by MDX on the MacArthur and Julia Tuttle Causeways; 2. Contribution for a variety of existing sources and reflected in the following table; or 3. Some combination of items 1 and 2 above. There is still ongoing discussion about putting an initiative on the ballot in November to increase the County sales tax by 0.5 percent. Should this initiative succeed, it could be included in potential sources above.The funding for the annual operating cost, estimated at $8 to $11 million, would come from state and local sources as discussed above. The capital budget for the Bay Link project can include funding for the Miami Beach Multimodal facility as well. Operations cost can also include funding for the Electrowave. For Discussion Purposes Bay Link Dedicated Capital Funding Alternatives Potential Source Revenue Potential (Estimated Range) Risk Notes Countrywide General Obligation $1.0 to $1.6 Billion Moderate Referendum but no tax increase; may be mutually Bond exclusive with new transportation initiative; FTA may be negative due to referendum; many competing claims on fimds. Allocate from Existing Revenues or $25 to $30 million per High Revenues down considerably; back -ended financial increase Tourism -Related Taxes year obligations absorbing future growth; completing claims on (Convention Development Tax, existing revenues; statutory change may be needed to Tourism Development Tax and increase taxes above existing levels; CDT limited to Surcharges, Municipal Resort Tax capital costs; LRT may not be eligible use for in Miami Beach) Tourism/Resort Tax proceeds. Parking Tax or Fee Surcharge in S3 to $5 million per High Competing claims on funds; parking fees already at high Miami Beach year levels; City of Miami 20% surcharge expires in 2006 Property Tax — Special Assessment $10 million per year Moderate Established Metromover history; linked to growth of Development Impact Fees in management considerations; may be difficult establishing Miami and Miami Beach benefit nexus to certain land uses in City of Miami Restore Local Option Gasoline Tax $ 16 million per year High Restores previously -leveled tax; politically controversial Motor Vehicle Registration Fee $25 million per year Increase in existing fees on vehicles registered in County; politically sensitive incase in fees; statutory change in State level required. Source: Jeffrey A. Parker & Associates, Inc. Miami -Miami Beach Transportation Corridor Study 21 Response to Questions OIYi U/CRA April 2002 SEOPW / CRA 02-e 103 02- 41 f� t � 0 0