HomeMy WebLinkAboutR-93-0737J-93-•S32
11/4/93 RESOLUTION NO. 9 3 737
3 7
A RESOLUTION OF THE MIAMI CITY COMMISSION IN SUPPORT
OF THE I-95 DUPONT PLAZA RAMP CONCEPT PRESENTED IN A
DOWNTOWN DEVELOPMENT AUTHORITY (DDA) STUDY DATED
SEPTEMBER 30, 1993, AND URGING THE FLORIDA DEPARTMENT
OF TRANSPORTATION (FDOT) AND THE DADE COUNTY
METROPOLITAN PLANNING ORGANIZATION (MPO) TO APPROVE
FUNDING• FOR PRELIMINARY DESIGN AND ENGINEERING FOR
FISCAL YEAR 1994.
WHEREAS, the DDA completed a study entitled I-95 Dupont Plaza Ramps
Alternative Feasibility Study, September 30, 1993 ("Study"), prepared by DDA's
Consultants Carr -Smith Associates; and
WHEREAS, the Study concluded that an at -grade, controlled access
boulevard alternative is feasible and a viable solution for improving traffic
in the area; and
WHEREAS, said alternative will also have a positive impact on properties
in the area in providing improved access and visibility; and
j WHEREAS, the next stage of development of the alternative is the
Preliminary Design and Development.
NOW, THEREFORE, BE IT RESOLVED BY THE COMMISSION OF THE CITY OF MIAMI,
FLORIDA:
Section 1. The recitals and findings contained in the Preamble to this
Resolution are hereby adopted by reference thereto and incorporated herein as
if fully set forth in this Section.
Section 2. The Miami City Commission hereby manifests its support of the
1-95 Dupont Plaza Ramp concept presented in the Downtown Development study
CITY COMMISSION
MEETING OF
NOV 2 3 1993
Re"ution No.
93- 737
entitled I-95 Dint Plaza Ramps Alternative Feasibility Study, September 30L
1993.
Section 3. The Florida Department of Transportation and the Dade County
Metropolitan Planning Organization are hereby urged to approve funding for the
i
aforementioned I-95 Dupont Plaza Ramp Concept Preliminary Design and
Engineering for fiscal year 1994.
Section 4. This Resolution shall become effective immediately upon its
i
adoption.
PASSED AND ADOPTED this 23rd day of November , 1993.
i
STEP EN P . CLAR , MAYOR
T.
HIRAI
CITY CLERK
PREPARED AND APPROVED BY: BUDGETARY REVIEW:
E . NIAXWELL S . SURANA
EF ASSISTANT CITY ATTORNEY fIrR
APPROVED AS `10 FORM AND CORRECTNESS:
A. QUI NES, II
CITY ATTORNEY
JEM/mis/M397:
i
1
I
i
93- 737
CITY OF MIAMI, FLORIDA
INTER -OFFICE MEMORANDUM
TO Matthew Schwartz, Executive Direc-eUf
Downtown Development Authority
Attn: Adam Lukin, Urban Design sua,Ecr
Coordinator, DDA
FROM : Joel E . Maxwell- REFERENCES:
Chief Assistant ity Attor ey
ENCLOSURES:
December 6, 1993 FILE: A#93-184
I-95 Dupont Plaza Ramp
concept
City Commission Resolution
No. 93-737
Attached hereto is Resolut�6n o. 93-737 wh' h was passed by
the City of Miami Commission on Novembe 3, 1993. Said
resolution urged the Department of Tra portation and the Dade
County Metropolitan Planning Organization to approve funding for
the I-95 Dupont Plaza Ramp concept preliminary design and
engineering for fiscal year 1994.
The referenced resolution did not contain any mention of who
should be responsible for making sure that the aforementioned
agencies receive a copy of the final resolution. Therefore, I am
requesting that the DDA send copies of the attached resolution to
the Florida Department of Transportation and the Dade County
Metropolitan Planning Organization.
Should you have any questions, please do not hesitate to
call me.
Attachment
cc: Matthew Schwartz (w/attachment)
Executive Director,
Downtown Development Authority �? ° _Z
Matty Hirai (w/attachment)Cn
City Clerk-�1
JEM/mis/M294 wr
93- 737
C
TO
FROM :
CITY OF MIAMI FLORIDA
INTER -OFFICE MEMORANDUM
The Honorable Mayor and
Memb s o the City Commission
7 J
Cesar H. Odio
City Manager
Recommendation
DATE N O V 0 3 19-bi FILE
SUBJECT {{I-95 Dupont Plaza Ramp
Concept Alternative
REFERENCES
ENCLOSURE For November 18, 1993
ity Commission Meeting
It is recommended that the Miami City Commission approve the
attached resolution in support of the I-95 Dupont Plaza Ramp
Concept Alternative and urge the Florida Department of
Transportation (FDOT) and the Dade County Metropolitan Planning
Organization (MPO) to approve funding for Preliminary Design and
Engineering within fiscal year 1994.
Background
The DDA completed a study entitled I-95 Dupont Plaza Ramp
Alternative Feasibility_ Study prepared by DDA Consultants, Carr -
Smith Associates. - An Executive Summary is enclosed. The study
concluded that an at -grade controlled access boulevard to replace
the elevated I-95 Dupont Plaza ramps is feasible. The concept
alternative is a viable solution to improving traffic in the area
and would have a positive impact on nearby properties. The next
stage of development is Preliminary Design and Engineering which
is recommended to proceed within the fiscal year 1994.
CHO/MDS/rlf
913 -- 737
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Executive Summary
1-95 Dupont Plaza Ramps
Alternative Feasibility Study
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Submitted To:
QAl
Downtown Development Authority
Submitted By:
Carr Smith Associates
October 27, 1993
93- 737
9
TABLE OF CONTENTS
Page No.
INTRODUCTION ........................................... 1
BOULEVARD CROSS-SECTION ................................ 3
DESIGN GUIDELINES ....................................... 4
CONSTRAINTS ............................................ 5
CONCEPT ALTERNATIVE .................................... 5
TRAFFIC ANALYSIS ........................................ 7
CONCEPT ALTERNATIVE FEASIBILITY .......................... 12
CONCLUSION ........................................... 18
q�, 93- 737
0
LIST OF FIGURES
Page No.
FIGURE 1 - REGIONAL VISION ............... . ................ 2
FIGURE 2 - CONCEPT ALTERNATIVE OVERVIEW ................... 6
FIGURE 3 THROUGH 6 - CONCEPT ALTERNATIVE DETAIL ............ 8
FIGURE 7 - LEVEL OF SERVICE AM PEAK ....................... 13
FIGURE 8 - LEVEL OF SERVICE PM PEAK ....................... 14
LIST OF TABLES
TABLE 1 - SUMMARY MATRIX ................................ 17
93- 737 S
INTRODUCTION
The 1-95 Distributor Ramps located in the southern end of the Downtown Miami,
also known as the Dupont Plaza area, were designed and constructed in the 1960's.
These ramps provided access between the Dupont Plaza area and 1-95. Approximately
20 years later, in the mid 1980's, modifications to these distributor ramps, also known as
the Bifurcated Ramps project, were designed to provide access to and from 1-95 further
east at S.E. 3rd Avenue. There were also provisions for future ramps to and from
anticipated parking garages located between S.E. 2nd Avenue and S.E. 3rd Avenue and
S.E. 4th Street and S.E. 2nd Street if and when they were needed. To date no
improvements have been made in these area of Downtown Miami and the bifurcated
ramp project has not been constructed.
The objective of the 1-95 Dupont Plaza Alternative Feasibility Study was to develop
a preliminary Boulevard concept, similar to Biscayne Boulevard located on the eastern
edge of the downtown area, and determine the feasibility of reconstructing the existing
1-95 Distributor Ramps that currently access Downtown Miami via the Dupont Plaza area.
This study represents an opportunity to evaluate the existing and proposed traffic patterns
into and out of Downtown Miami in this area and to determine how these patterns can be
improved. This study will not focus only on the local Dupont Plaza area but also on the
Downtown Miami region as a whole, thereby improving traffic patterns throughout the
downtown area.
Several construction projects, some of which have already begun, will change and
improve traffic patterns as they exist today. The S.R. 836 exit at N.W. 8th Street will
provide an additional point of access to Downtown Miami. The Brickell Avenue Bridge,
and soon to follow the Second Avenue Bridge, will provide better access between the
Dupont Plaza area and the Brickell area.
Considering the regional impacts to Downtown Miami, Carr Smith
Associates(CSA) has recommended a concept alternative that will compliment Biscayne
Boulevard and encircle the downtown area, leaving no destination more than a few blocks
from a major arterial. This alternative will include S.W. 1 Avenue and S.W. 3rd Street into
the downtown street grid system, creating an arterial loop surrounding Downtown Miami,
making it possible for traffic to travel along N.W./S.W. 1 st Avenue between 1-395 and S.W.
3rd Street; to travel along S.W./S.E. 3rd Street between S.W. 1st Avenue and Biscayne
Boulevard and to travel along Biscayne Boulevard from S.E. 3rd Street north. See Figure
1 for an illustration of this Regional Vision.
From a local perspective, this study has determined the feasibility of reconstructing
the existing 1-95 Distributor Ramps that are currently located between the J.L. Knight
Convention Center and International Place and, instead, to construct S.W. 3rd Street as
I-95 Dupont Plaza Ramps
Alternative Feasibility Study Page No.1
Technical Memorandum
93- 737
0
lr I
CXtSTING ROADWAY
NEW i REBUILT ROADWAY
LANDSCAPING
TUNNEL I DEPRESSED
METRO o AIL FIG I
METROMOVER REGIONAL VISION
CARR SMITH I
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a landscaped boulevard. The configuration of the ramps, as they exist today, visually
blocks the views of the downtown area and Biscayne Bay; creates dark nooks and
crannies; blocks future development in the Dupont Plaza area and impedes smooth traffic
flow throughout the downtown area. For function and beautification, as many 1-95
Distributor Ramps as possible will be realigned and reconstructed or removed.
To date, virtually no development has taken place south of these distributor
ramps. Much of the current traffic to and from 1-95 uses South Miami Avenue, which is
a narrow street and not sufficient to handle the traffic volumes at an acceptable level of
service. Additionally, two major assets in the Dupont Plaza area are not being utilized
properly, they are the recently constructed Miami Avenue Bridge and widened N.W. 1st
Avenue. A major benefit of this study will be to maximize these two assets and improve
traffic flow in this area by eliminating funnels and routing traffic to larger arterials that can
better handle the volumes. Several additional topics were also be addressed as part of
this study. A critical consideration aside from construction costs was the feasibility of
maintaining traffic while the existing ramps are being reconstructed or removed; traffic to
and from 1-95 must be maintained at all times. Consideration was also given to the
impacts of the Boulevard within this area. Pedestrian facilities are a critical element in any
downtown area and were addressed in this study.
Many alternatives were initially considered. While several alternatives were refined
others were discarded as they were not as functional or had "fatal flaws". The two most
viable alternatives as well as the No Build Alternative were presented to and evaluated
with representatives of the Florida Department of Transportation (FDOT), the City of
Miami, the Downtown Development Authority (DDA) and the DDA Study Steering
Committee. These three alternatives were described in detail in the Milestone 1 Technical
Memorandum previously submitted to DDA, and are include in Appendix A of this report.
As a result of the coordination and evaluation by representatives of the above agencies,
the Concept Alternative was finalized and refined.
BOULEVARD CROSS-SECTION
Several boulevard cross -sections were developed for this study. Due to the
complexities and constraints of right-of-way, grade separation, 1-95 ramps and
Metromover piers, no one cross-section can be defined. This project has been
subdivided into three segments to allow for some length of "typical' roadway as well as
to provide DDA flexibility in choosing alternatives which provide improved traffic flow within
these sections. These segments are defined as follows. Segment 1 begins at Biscayne
Boulevard and Chopin Plaza and ends at S.E. 2nd Avenue and S.E. 3rd Street. Segment
2 begins at S.E. 2nd Avenue and continues along S.E. 3rd Street to S. Miami Avenue.
Segment 3 begins at S. Miami Avenue and continues west S.W. 2nd Avenue. Segment
4 includes the I-95 Distributor Ramps west of S.W. 2nd Avenue to I-95.
1-95 Dupont Plaza Ramps
Alternative Feasibility Study
Technical Memorandum
Page No.3
;f
33- 737
The cross-section within this study area includes travel lanes measuring twelve feet
in width with raised medians measuring twenty-six feet in width. This median width
provides for required future dual left turn lanes with approximately four feet remaining as
a traffic separator. Also included is two foot curb and gutter with approximately ten feet
of sidewalk. Due to the constraints within this downtown area, no separate bicycle
facilities have been included.
DESIGN GUIDELINES:
The following design guidelines were used for development of the alternatives for
this study and are consistent with criteria used by FDOT and Dade County Public Works
Department.
o Boulevard Design Speed - 35 MPH
Ramp Design Speed - 30 MPH to 35 MPH
o Travel Lanes Width - 12 feet
o Median Width - 26 feet
o Curb and Gutter - Type F; Type E (median)
o Sidewalks - 10 feet
o Corner Radii - 35 feet
o Clear Recovery Zone - 4 feet from face of curb (desirable); 1.5 feet
(minimum)
o Maximum grade - 5.5 %
Vertical Clearance - 16.5 feet (minimum)
o Vertical Curvature - KCREST = 50 to 160 (desirable) (various speeds)
Vertical Curvature - KSAc = 40 to 70 (desirable) (various speeds)
1-95 Dupont Plaza Ramps
Alternative Feasibility Study
Technical Memorandum
Page No.4
93- 737 l
CONSTRAINTS:
As previously mentioned, this study we, subdivided into three segments. The
physical constraints identified within each segment are described below.
Segment 1
The physical constraints in this segment consist of Metromover piers located along
the south and east sides of the First Union Financial Center. The straddle bent at
Metromover pier #P191, which was not constructed according to design plans.
This bent will have to be modified to provide for the Concept Alternative. There is
also restricted right-of-way between the Interamerican Building and the First Union
Financial Center; this right-of-way measures approximately 100' in width.
Segment 2
The physical constraints in this segment consist of Metromover piers and the
restricted right-of-way between the J.L. Knight Center and the International Place.
Both of these buildings have service roads and are currently connected with an at -
grade access roadway and pedestrian crossing.
Segment 3
The physical restraints in this area consist of existing 1-95 ramps to remain,
Metromover piers, Metrorall maintenance building and line, and Florida Power and
Light buildings.
Segment 4
The physical restraints in this area consist of existing 1-95 ramps to remain.
CONCEPT ALTERNATIVE
The concept alternative includes ramp realignment/reconstruction while providing
the boulevard theme envisioned by DDA. See Figure 2 for an overview of the Concept
Alternative.
Beginning at Biscayne Boulevard on the east, this alternative includes a four -lane
divided roadway to the south of the First Union Financial Center and Metromover piers.
A signalized intersection will be developed at S.E. 3rd Street and Biscayne Boulevard
where three northbound lanes from Biscayne Way join two eastbound lanes and four
1-95 Dupont Plaza Ramps
Alternative Feasibility Study Page No.5
Technical Memorandum
'D 93- 737
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93- 737
lanes continue north on Biscayne Boulevard. From S.E. 2nd Avenue to S. Miami Avenue
a six -lane divided at -grade roadway is proposed along S.E. 3rd Street. A signalized
intersection will be developed at S. E. 1 st Avenue where two northbound lanes from South
Miami Avenue continue northbound and access Occidental Parc Hotel. Both the J.L.
Knight Center and the International Place will have one-way service access. As part of
this alternative, the existing pedestrian walkway between the J.L. Knight Center and
International Place will be relocated to the third level of the J.L. Knight Center and one
level below the Metromover line along S.W. 3rd Street. The staircase located on the north
side of the J.L. Knight center will be redesigned to provide for access road and pedestrian
walkway along S.W. 3rd Street. S.W. 1st Court will not have direct access to S.W. 3rd
Street. The ramps will be partially realigned/reconstructed to provide 1-95 southbound
ramps from South Miami Avenue at both S.W. 2nd Street and S.W. 3rd Street, 1-95
northbound ramps from S.W. 1st Avenue at both S.W. 2nd Street and S.W. 3rd Street.
The northbound 1-95 exit ramp will end at South Miami Avenue and S.W. 3rd Street and
the 1-95 southbound exit ramp will end at S.W. 1st Avenue and S.W. 3rd Street. In other
words, 1-95 Distributor ramps to and from the south are accessed at South Miami Avenue
and the 1-95 Distributor ramps to and from the north are accessed at S.W. 1 st Avenue.
This alternative also includes extending S.W. 1st Avenue south to S.W. 4th Street. S.W.
4th Street will be constructed from S.W. 2nd Avenue to South Miami Avenue. This
alternative provides a feasible and desirable controlled access "boulevard" along
S.W./S.E. 3rd Street from Biscayne Boulevard to S.W. 2nd Avenue. See Figures 3
through 6 for detailed illustrations of the Concept Alternative by segment.
TRAFFIC ANALYSIS
To establish the feasibility of this project with respect to its ability to accommodate
anticipated traffic volumes, estimates of future traffic were developed and intersection
capacity analyses were performed. This section briefly describes the elements of this
task, and provides preliminary results. For a detailed description of this task see
Appendix B of this report.
Existing traffic volume data is generally the seed for developing future traffic
estimates. Although requests were made of several agencies, no existing traffic volume
data for the facilities in question were found. CSA therefore arranged to have AM and PM
peak period turning movement counts performed at five intersections to develop a basis
for traffic estimates. Once the existing traffic volumes and patterns were established,
traffic volumes were assigned to the proposed configuration, providing an estimate of
traffic conditions if the proposed project was in place today.
Future traffic estimates were based on the existing traffic volumes and traffic
assignments from the Dade County FSUTMS model. Traffic assignments for the years
1-95 Dupont Plaza Ramps
Alternative Feasibility Study Page No.7
Technical Memorandum
{Z 93- 737
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1986 and 2010 were obtained from the Dade County Metropolitan Planning Organization
(MPO). Based on these assignments, a growth rate was established and applied to the
existing volume estimates for the proposed configuration to develop year 2010 AM and
PM peak -hour turning movement projections at critical intersections. In general, existing
1-95 ramp traffic volumes were increased by 50 percent to/from the north and 20 percent
to/from the south.
Signalized intersection analyses were performed at several critical project
intersections to establish the operational capabilities of the project under future traffic
conditions. The operational analyses was performed per the 1985 Highway Capacity
Manual procedures for signalized intersection analysis. The results indicate that all of the
intersections analyzed operate at Level Of Service "C" or better, well within the acceptable
level of service "D". The analysis of these intersections was performed with sensitivity to
pedestrian considerations and operation within the context of the downtown signal
system. See Figure 7 for the AM Peak Level Of Service and Figure 8 for the PM Peak
Level of Service at these intersections.
It should be noted that the level of effort required to develop future traffic estimates
on which to base the final design of such a project can be quite extensive. The effort for
this project was less extensive and heavily reliant upon available data. However, the
general conclusion that this project could accommodate substantially greater traffic
volumes than exist today is indicative of the project's feasibility. Furthermore, a cursory
evaluation of the surrounding roadway system tends to suggest that this facility's capacity
to accept traffic would exceed the capacities of the surrounding roadway to feed traffic.
This further solidifies the conclusion that the project is feasible.
CONCEPT ALTERNATIVE FEASIBILITY
The horizontal and vertical requirements for the Concept Alternative were evaluated
to ensure the absence of any "fatal flaws". This alternative was developed and evaluated
using the previously described physical constraints, plans for existing 1-95 Distributor
Ramps, plans for proposed Bifurcated Ramps, plans for J.L. Knight Center, plans for
Metrorail and Metromover lines. FDOT and American Association of State Highway and
Transportation Officials (AASHTO) desirable design criteria were also used to develop and
evaluate the feasibility of this alternative. CSA has determined that horizontal and vertical
geometry can be designed to provide this alternative and meet appropriate design criteria.
See Appendix C for ilustrations of horizontal and vertical alignments for the concept
alternative.
I-95 Dupont Plaza Ramps
Alternative Feasibility Study
Technical Memorandum
Page No.12
93- 737 I�
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1-95 Dupont Plaza Ramps
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Technical Memorandum
Page No.13
93- 737
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1-95 Dupont Plaza Ramps
Alternative Feasibility Study
Technical Memorandum
Page No. 14
93- 737 19
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Right-of-way will be required to construct the Concept Alternative. Proposed ramps
B, C and D will require some acquisition of right-of-way while the removal of existing
ramps 1, 2, 5 and 6 will provide additional right-of-way for development. Some swapping
of this right-of-way may be possible with the FDOT and City of Miami. Right-of-way will
also be required along S.E. 3rd Street from the J.L. Knight Center to Biscayne Boulevard.
The J.L. Knight Center is owned by the City of Miami. The property east of S.E. 2nd
Avenue is currently privately owned and development incentives may be constructive for
developing the boulevard in this area. Acquisition of right-of-way is also needed for
construction of S.W. 4th Street.
A major factor used to determine the feasibility of the Concept Alternative was
constructability with regard to traffic control during construction. Once CSA began
additional study concerning constructability it became clear that this was not a "fatal flaw"
and was workable. The following is a description of the Traffic Control Concept for
construction.
Phase I
Construct Ramp D and majority of Ramps B and C.
Construct S.W. 4th Street and S.W. 1st Avenue extension south of existing Ramp
1.
Construct S.E. 3rd Street east of S.E. 2nd Avenue.
Phase IA
Maintain one -lane of traffic on existing Ramp 2 while completing one -lane of Ramp
C.
Construct two -lanes of temporary pavement between South Miami Avenue and
S.E. 2nd Avenue.
Phase II
Open Ramps D and one -lane Ramp C to traffic from 1-95. Maintain westbound
traffic to 1-95 on existing Ramps 4 and 5.
Remove existing Ramps 1, 2, 6 and Dupont Plaza ramps.
Complete Ramps B and remaining lane of Ramp C.
Construct S.E. 3rd Street from South Miami Avenue to S.E. 2nd Avenue.
1-95 Dupont Plaza Ramps
Alternative Feasibility Study Page No.15
Technical Memorandum
ZU
93- 73'7
Phase III
Construct Ramps A and E.
Remove Ramp 5.
Construct S.W. 1st Avenue between S.W. 2nd Street and ramps.
Remove temporary pavement and construct access roads.
The preliminary construction cost was estimated with information gathered from FDOT
and Dade County for the Concept Alternative. The cost estimate included the following.
Removal of existing ramps - $ 6,660,000
Construction of proposed ramps - $ 16,783,291
Construction of proposed roadway - $ 2,968,749
Signalization - $ 750,000
Modification to J.L. Knight Center
exterior stairway - $ 400,000
Construction of pedestrian walkway - $ 500,000
Subtotal - $ 28,062,040
5 % Contingency - $ 1,403,102
TOTAL - $ 29,465,142
Other impacts which were evaluated include developability of area properties,
accessability to area properties, accessability to Downtown Miami, urban planning,
pedestrian safety, and finally image and views.
After meeting with representatives of FDOT, City of Miami, J.L. Knight Center and
DDA it became clear that the possibility of developing a controlled access "boulevard" in
the Dupont Plaza received very positive and encouraging feedback. Most of these
representatives stated that this type of improvement has been needed for a very long
time. To date this area has not developed as the rest of Downtown Miami has, primarily
due to accessibility and the fact that this area has been cutoff from the rest of the city by
the "wall of existing ramps. With the creation of the "boulevard" along S.W./S.E. 3rd
Street this area will become part of Downtown Miami. Drivers and pedestrians will be
encouraged to circulate in this area as well, increasing developability of several vacant
and underutilized properties. See Summary Matrix in Table 1 for comparison of Concept
Alternative to No Build Alternative and Bifurcated Ramp Alternative.
1-95 Dupont Plaza Ramps
Alternative Feasibility Study
Technical Memorandum
Page No.16
rS 93- 737
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SUMMARY MATRIX
NO BUILD
CONCEPT
BIFURCATED RAMP
ALTERNATIVE
ALTERNATIVE
ALTERNATIVE
Low
High
Low
,rovide Boulevard
Medium
Medium
acceptable Horizontal Ramp Alignment
Law
Medium
High
,cceptable Vertical Ramp Alignment
Low
High
Low
kcceptable Boulevard Capacity
Low
Medium
High
kcceptable Ramp Capacity
Medium
High
High
provide for 1-95 Traffic
Law
High
Low
Improve Downtown Circulation
Low
High
Low
Urban Compatibility
Low
High
Low
Pedestrian Compatibility
Low
High
Low
Transit Compatibility
LOW
High
Low
Increased Developabiity
Low
High
taw
Low
Area Support
Low
Medium
Medium
Reconstruction Impacts
Medium
Medium
Low
RiW Acquisition
Low
Medium
High
Estimated Construction Cost
High
High
Renuired Maintenance of Traffic
Low
CONCLUSION
As a result of this study it has been illustrated that the controlled access Concept
Alternative is feasible. It is Carr Smith's recommendation that a corridor analysis study
be conducted in conjunction with the regional loop that was described earlier in this
report. This study should include corridor analysis, detailed traffic analysis and urban
design issues. The inclusion of the 1-395 depressed roadway and the SW/SE 3rd Street
boulevard in the corridor study will ensure all traffic in the downtown region is addressed
and improved.
Both community and agency support should also be organized and development
initiatives will also be important to the development of this concept. As stated earlier, all
representatives involved in either the development or evaluation of this concept were
strongly supportive. The FDOT and City of Miami will be very involved in the further
development of this concept. Carr Smith would like to thank the Downtown Development
Authority, the City of Miami and the Florida Department of Transportation for their
involvement and assistance to make this study both beneficial and positive for the people
of Dade County.
1-95 Dupont Plaza Ramps
Alternative Feasibility Study Page No.18
Technical Memorandum
93- 737 CQ3
1-95 Dupont Plaza Ramps
Alternative Feasibility Study
Technical Memorandum
Page No.19
r
CITY OF MIAMI, FLORIDA
INTER -OFFICE MEMORANDUM
TO FILE DATE : December 3, 1993 FILE :
SUBJECT : I-95 Dupont Plaza Ramp
Concent - Resolution
93-737
FROM *MATTY
REFERENCES
HIRAI
City Clerk ENCLOSURES:
In connection with the adoption of Resolution 93-737, the City
Clerk contacted Joel Maxwell, Esq., Assistant City Attorney,
asking for clarification as to who exactly in Administration was
supposed to forward said instrument to the appropriate agencies.
He stated he would request Matthew Schwartz, of the Downtown
Development Authority, to forward same.
This memorandum is written merely for record purposes.
MH:vg
cc: Joel Maxwell, Assistant City Attorney