HomeMy WebLinkAboutR-85-0076J-85-17
1/3/85
RESOLUTION NO.
A RESOLUTION APPROVING, IN PRINCIPLE, "THE
I-95/SOUTHWEST 15TH ROAD PLANNING STUDY,"
DATED DECEMBER 1984, IN SUBSTANTIALLY THE
FORM ATTACHED HERETO, AS A GUIDE FOR ZONING
ACTIONS AND TRANSPORTATION IMPROVEMENTS IN
THE SUBJECT AREA.
WHEREAS, the City Commission requested the Planning Depart-
ment through Motion No. 83-1002 to study the I-95/Southwest 15th
Road area for possible change of zoning because of the changing
nature of the neighborhood; and
WHEREAS, aforementioned Motion initiated as a result of a
zoning change to the immediate north of the subject area from
RS-2/2 and RG-2/5 to CR-2/7; and
WHEREAS, the Planning Department has studied the immediate
area and the surrounding environs for the impact that proposed
high -scaled developments and equally intensed zoning districts
have on the small single family and multi family area adjacent to
I-95 and Metrorail; and
WHEREAS, the subject area is fiscally separated from other
single family districts and the surrounding zoning districts;
WHEREAS, the Miami Planning Advisory Board, at its meeting
of December 19, 1984, Item No. 6, following an advertised
hearing, adopted Resolution No. PAB 139-84, by a 5 to 0 vote,
RECOMMENDING APPROVAL of adopting in principle, the planning
study, as hereinafter set forth; and
NOW, THEREFORE BE IT RESOLVED BY THE COMMISSION OF THE CITY
OF MIAMI, FLORIDA:
Section 1. The "I-95/Southwest 15th Road Planning
Study," dated December 1984 in substantially the form attached
hereto, for the area between Southwest 15th Road and I-95
Expressway from Southwest lst Avenue and Southwest 2nd Court, is
hereby approved in principle.
PASSED AND ADOPTED this 24th day of ` January , 1985.
ST: �%i Q Maurice A. Ferre
/, C�-\'• 1 MAURI E A. FERROl Mayor COSS
TC_
MEETING O]
G. ONGIE
Clerk
JAN 24 198$
RESOWTION ho. P ' 4
;IrY 'IF MIAM1. FLORIOA
12 MEMORANCIUM
Randolph Rosencrantz
City Manager
u
ao.� z 4ns
�- Director
Planning and Zoning Boards
Administration Department
4
oArE: December 20, 1984 FILE:
.iUBJECr RESOLUTION - RECOMMEND APPROVAL
I-95/SW 15 RD PLANNING STUDY
(DECEMBER 1984)
REFERENCES: COMMISSION AGENDA - JANUARY 24, 1985 :-
PLANNING AND ZONING ITEMS
ENCLOSURES:
It is recommended by the Planning
Advisory Board that the I-95/SW 15
Road Planning Study (December
1984) which proposes certain
zoning actions and transportation
improvements in the area between
SW 15 Road and I-95 Ex resswa
from Avenue and7W Z Court be
approve n pr nciple.
The Planning Advisory Board, at its meeting of December 19, 1984, Item 6,
adopted Resolution PAB 139-84 by a 5 to 0 vote, recommending approval of
adopting, in principle, the I-95/SW 15 Road Planning Study (December 1984)
which proposes certain zoning actions and transportation improvements in the
area between SW 15 Road and I-95 Expressway from SW 1 Avenue and SW 2 Court.
Three opponents present at the meeting; fifteen proponents present at the
meeting.
Backup information is included for your review.
A RESOLUTION to provide for the above has been prepared by the City Attorney's
Office and submitted for consideration of the City Commission.
AEPL:111
cc: Law Department
NOTE: Planning Department recommends: APPROVAL
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APPLICANT
PETITION
REQUEST
BACKGROUND
ANALYSIS
RECOMMENDATIONS
PLANNING DEPT.
PLANNING.FACT SHEET.
City of Miami Planning Department:
November 29, 1984
_..6. Consideration of recommending approval in
principle of the I-95/SW 15th Road Planning
Study (December 1984) which proposes certain
zoning actions and transportation improvements
in the area between SW 15th Road and I-95
Expressway... from SH .1st..Avenue and. SW 2nd Court.
To. approve, in principle, the I-95/SW 15th Road
Planning Study (December, 1984) which proposes
certain . zoning actions and transportation
improvements in the area outlined above.
The City. Compi ssi on requested the Planning
Department (Motion No. 83-1002) to study this
residential area -for a possible change of zoning
based 'upon a changing neighborhood. The motion
was initiated as a result of a zoning change to
the immediate north of the study area from
. RS- 2/2 and RG-2/5•to CR-2/7.
The Planning Department studied the immediate
area and -the -surrounding environs for the impact
that proposed high -scaled developments and
equally intense zoning districts have on a small
single family and multi -family area adjacent to
I-95 and Metrorail. Because of the physical
separation from other single family districts
and the surrounding zoning districts, the
Department recommends in their report entitled
I-95/SW 15th Road Planning Study that a rezoning
be initiated and sewer/transportation
improvements to be implemented based on a
changing neighborhood pattern.
Approval
PLANNING ADVISORY BOARD At its meeting of December 19, 1984, the Planning
Advisory Board adopted Resolution PAS 139-84
by a 5 to 0 vote, recommending approval of the above.
PAS 12/19/84
Item #6
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DAVID PLUMMER & ASSOCIATES INC.
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CONSULTING ENGINEERS
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December 4, 1984
x
r Mr. Sergio Rodriguez, Director
iq City of Miami Planning Department
275 N.W. Second Street - Third Floor
Miami, Florida 33128
Re: S.W. 3rd Avenue/S.W. 15th Road Traffic Study - #4107
Dear Mr. Rodriguez:
Attached please find the report titled nS.W. 3rd
y
Avenue/S.W. 15th Road Traffic Study" dated December 1984. The
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conclusions of that study are summarized below.
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1. Residential/office RO 3/7 redevelopment cannot be
supported with traffic improvements.
2. Residential RG 2/5 and Residential/office RO 2/5, RO
2/6 and RO 3/6 redevelopment can be supported with
traffic improvements.
3. Lower intensities on the Pantry Pride site would not
change these conclusions.
4. In order to promote efficient and safe circulation at
_=
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the S.W. 3rd Avenue/S.W. 15th Road/S.W. 13th Street
L.
intersection, modifications are required to the
_=
driveway design and locations shown on the original
_-
Pantry Pride site plan.
If you require any further information concerning this
LVery
study, please do not hesitate to contact these offices.
truly yours,
Mark J. Gillis
LMJG/vl
L
4225 SALZEDO STREET • CORAL GABLES • FLORIDA 33146
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1305)444.2116
m
S.W. 3RD AVENUE/15TH ROAD STUDY
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S.W. 3RD AVENUE/15TH ROAD STUDY
EXECUTIVE SUMMARY
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1
The existing Pantry Pride site, located in the City of Miami at
S.W. 15th Road, S.W. 3rd Avenue, and S.W. 2nd Court, was
recently rezoned to CR 2/7. As part of that rezoning the Miami
City Commission requested the Planning Department to conduct a
study of the potential impacts of rezoning the surrounding area
to a higher intensity. One element of that analysis was *a
traffic study assessing the traffic related impacts associated
with that rezoning.
Five rezoning scenarios were analyzed in detail: one residential
- (RG 2/5) and four residential/office (RO 2/5, RO 2/6, RO 3/6
and RO 3/7). Traffic impact assessments were conducted for each
including the Pantry Pride redevelopment at full buildout and
allowances for other area developments. Within each scenario
two impact target assessment milestones were considered - 50%
redevelopment and 100% redevelopment.
The study area was established through consultation with
representatives of the City of Miami Planning Department. That
area is generally bounded by S.W. 2nd Avenue, S.W. 8th Street,
1-95, S.W. 3rd Avenue, Coral Way extended east to Miami Avenue
e5s .
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and Miami Avenue. The Study Area is the area in which the full
influence of the rezoning scenarios could be anticipated.
Within that Study Area the Primary Impact Area was established.
That area is
generally bounded by I-95, S.W. 15th Road and
1
Metrorail and
includes that area to be rezoned. The adjacent
intersections
and arterial roadways are those which can be
1
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expected to
exhibit the greatest impacts from the rezoning
scenarios.
Specific intersection and roadway requirements
necessary to
support the zoning scenarios were addressed in
'-
detail within
that Primary Impact Area.
The general observations and conclusions regarding the S.W. 3rd
Avenue/15th Road Study are as follows.
1. 1. Trip generation rates used to estimate future traffic
It volumes, trip distribution projections, allowances for
other area development traffic and the intersection
L capacity analysis followed standard traffic
engineering procedures and utilized well documented
Lsources. The details of each are presented in the
LTechnical Report.
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2. The impact assessment was based on the full
redevelopment of individual blocks to their maximum
potential as allowed by the applicable zoning
category. Resultant square footage by zoning scenario
is summarized below. (Each of the scenarios includes
the Pantry Pride.)
PRIMARY IMPACT AREA
TOTAL SQUARE FOOTAGE (100% REDEVELOPMENT)
Zoning
District
Square Feet
RG
2/5
771,900
RO
2/5
771,900
RO
2/6
1,091,300
3/6
RO
3/7
1,451,400
3. The more intense residential office scenario (RO 3/7)
generates the largest overall peak traffic volume than
the other office scenarios. The residential scenario
(RG 2/5) generates the lowest volume.
EXTERNAL TRIP GENERATION
100% REDEVELOPMENT
Total Volume
Scenario AM PEAK PM PEAK
RG 2/5
400
745
RO 2/5
740
1,025
RO 2/6
1,060
1,320
RO 3/6
(
(�
RO 3/7
11420
1,655
(All volumes
include Pantry Pride
development volumes).
LThe
PM peak
hour is the critical
period for traffic
generation.
850-76
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4. The zoning scenarios have the greatest impact on the
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three intersections closest to the Primary Impact Area
(S.W. 15th Road/S.W. 3rd Avenue, S.W. 13th Street/S.W.
4
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2nd Avenue, and S.W. 15th Road/S.W. 2nd Avenue). In
fact, at the other intersections considered in the
analysis, the scenarios including the more intense RO
3/7 contribute less than 7$ of the total intersection
approach volumes. Thus, a difference in LOS is not g
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discernable at those intersections as a result of any
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of the rezoning scenarios. Improvements needed at
1
those intersections are the result of other area o
development volumes.
5. With the traffic volumes projected for the RO 3/7
Lzoning scenario sufficient improvements to the
intersections of S.W. 15th Road/S.W. 3rd Avenue and
S.W. 13th Street/S.W. 2nd Avenue are not available to
achieve acceptable levels of service operation (LOS
"D"). This conclusion is the same even if continued
Laccess from the Primary Impact Area was provided by
S.W. 1st Avenue from S.W. 15th Road to S.W. 25th Road.
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6. From purely a traffic standpoint S.W. 1st Avenue
should remain open to the south so as to provide an
alternative access route to S.W. 25th Road, I-95, S.W.
3rd Avenue and Coral Way. However, thru traffic on
S.W. 1st Avenue has been the subject of residential
concern for some time. It is anticipated that this
concern will continue in the future. Therefore, from
a planning standpoint the residential streets should
be protected. Alternative measures are available to
minimize through traffic on those streets west of the
Primary Impact Area. Those measures can include
physically closing S.W. 1st Avenue or protecting the
side streets.
Under all of these zoning scenarios, it is recommended
that no action be taken on closing S.W. lst Avenue in
the immediate future. Rather, as the Primary Impact
Area undergoes redevelopment the actual through
traffic infiltration be monitored and corrective
action taken if in fact the problem arises.
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7. Closing S.W. 1st Avenue south of the Primary
Impact Area is a factor in the intersection of S.W.
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E 15th Road/S.W. 3rd Avenue approaching the limits of
level of service "D" operations under the RO 2/6 and
RO 3/6 zoning scenarios.
1 _ With the volumes projected for RG 2/5, RO 2/5, RO 2/6
y
"yr and RO 3/6 zoning acceptable levels of service
operation (LOS "D") are realized at the intersections
of S.W. 15th Road/S.W. 3rd Avenue, S.W. 13th
Street/S.W. 2nd Avenue and S.W. 15th Road/S.W. 2nd
Avenue with improvements. Under the RO 2/6 and RO 3/6
zoning scenarios the intersection of S.W. 13th
Street/S.W. 2nd Avenue approaches the limits of level
of service "D" operations.
B. Intersection improvements at S.W. 15th Road/S.W. 3rd
Avenue, S.W. 13th Street/S.W. 2nd Avenue, and S.W.
L15th Road/S.W. 2nd Avenue are necessary to support all
area development and the rezoning scenarios (RG 2/5,
L RO 2/5, RO 2/6 and RO 3/6) at 100% redevelopment.
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L.
Those improvements are presented in detail in the
Technical Report and include capacity related
improvements as well as safety and operational
improvements. The improvements as shown in Exhibit 17
are those recommended regardless of which rezoning
scenario is implemented. Projected improvement costs
are approximately $1.4 million (without right-of-way
costs) .
9. The current site plan for the Pantry Pride Project
places one driveway on S.W. 3rd Avenue, two
driveways on S.W. 15th Road, and three driveways on
S.W. 2nd Court. Several of those driveways, in
particular those on S.W. 15th Road, are not compatible
with the improvements recommended for the intersection
of S.W. 15th Road/S.W. 3rd Avenue. Site plan driveway
modifications are identified in the Technical Report
and include a redesigned right -turn inbound only
driveway on S.W. 3rd Avenue, one right -turn in and out
only driveway on S.W. 15th Road, and one driveway with
all movements on S.W. 2nd Court.
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10. The potential traffic impacts of a less intense
t development on the Pantry Pride site were considered.
r A less intense development on that site would not
li change the recommended roadway and intersection
I improvements identified in this study.
The RO 2/6 and RO 3/6 zoning scenarios, however, with
i
tthe less intense Pantry Pride development, even with
t S.W. 1st Avenue closed would result in slightly better
operations at the intersection of S.11. 15th Road/S.W.
3rd Avenue and S.W. 13th Street/S.W. 2nd Avenue.
Those intersections would still operate at LOS "D"
with improvements but the projected "G/C" ratio would
not be at the limits of LOS "D".
11. Future intersection geometrics are identified in the
Technical Report for the other intersections away from
the site considered in this analysis. Improvements as
Lidentified are not the result of any one rezoning
scenario in the Primary Impact Area but are due to
future development activity in the Brickell Area and
Ladjacent areas.
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The improvements as identified for those remaining
intersections should be considered preliminary only
and subject to verification by the Brickell Area
Traffic Study. That study is currently ongoing and
will assess the traffic implications of continued
w w
S.W. 3RD AVENUE/15TH ROAD STUDY
TECHNICAL REPORT
0
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Study Background
The existing Pantry Pride site located at S.W.
15th Road, S.W.
3rd Avenue, and S.W. 2nd Court, (Exhibit 1) was
recently rezoned
-M,
1
to CR 2/7. As part of that rezoning the Miami
City Commission
requested the Planning Department to conduct
a study of the
potential impacts of rezoning the surrounding area to a higher
(
intensity. One element of that analysis was
a traffic study
assessing the traffic related impacts associated with rezoning
A'
of that area.
Five rezoning scenarios were analyzed in detail: one residential
zone - (RG 2/5) and four residential/off ice zones (RO 2/5, RO
2/6, RO 3/6 and RO 3/7). Traffic impact assessments were
conducted for the zoning scenarios with each including the
Pantry Pride redevelopment at full buildout. Two impact target
Lassessment milestones were considered - 50% redevelopment and
100% redevelopment.
L
Study Objective
The objective of the traffic impact study was to determine the
Ltraffic impacts associated with the rezoning of that area
generally bounded by I -95, S.W. 15th Road and Metrorail. The
L specific stud issues included
P y the following.
L
1. Peak hour traffic volumes associated with the rezoning
Lscenarios using the arterial street system and
Lcritical intersections.
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2. Intersection improvements needed to support the
rezoning scenarios while achieving the highest level
of service operation possible.
3. Implementation schedule for roadway/intersection
improvements.
4. Cost estimates for roadway/intersection improvements.
5. Recommended driveway locations for the Pantry Pride
redevelopment project.
6. Transportation system management (TSM) recommendations
to minimize future peak hour impacts.
Study Area
In consultation with representatives of the City of Miami
Planning Department a study area was established. That study
area (Exhibit 2) is generally bounded by S.W. 2nd Avenue, S.W.
8th Street, I-95, S.W. 3rd Avenue, Coral Way extended east to
Miami Avenue and Miami Avenue. The Study Area is the area in
which the full influence of the rezoning scenarios could be
anticipated.
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Within the Study Area, a Primary Impact Area was established.
The Primary Impact Area is generally bounded by I-95, S.W. 15th
Road and Metrorail (Exhibit 2) and includes that area to be
rezoned. The adjacent intersections and arterial roadways are
those which can be expected to exhibit the greatest impacts from
the rezoning scenarios. Specific intersection and roadway
requirements necessary to support the zoning scenarios were
addressed in detail within that Primary Impact Area.
Nine intersections within the Study Area were analyzed. Those
intersections included the following (Exhibit 2).
1.
S.W.
15th
Road/S.W.
3rd Avenue/S.W. 13th Street.
2.
S.W.
15th
Road/S.W.
2nd Avenue.
3.
S.W.
2nd
Avenue/S.W.
13th Street.
4.
S.W.
13th
Street/Brickell
Avenue.
5.
S.W.
15th
Road/Miami
Avenue.
6.
S.W.
15th
Road/Brickell
Avenue.
7.
S.W.
25th
Road/I-95
Wiest.
8.
S.W.
25th
Road/I-95
East.
9.
S.W.
3rd Avenue/S.W.
12th Avenue/Coral Way.
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Existina Conditions
The Primary Impact Area is generally characterized by
residential uses. While the area includes two family and multi
family uses, it is primarily single family in nature. Retail
uses, represented by the existing Pantry Pride grocery store,
are located along S.W. 3rd Avenue/S.W. 15th Road. There are
few vacant parcels of land within the area. Existing land uses
are summarized in Exhibit 3.
Existing zoning is CR 2/7, RG 2/5 and RS 2/2 (Exhibit 4) . The
recent rezoning of the Pantry Pride site extended the CR 2/7
zone to an area' generally bounded by S.W. 15th Road, S.W. 2nd
Court, and I-95. RG 2/5 zoning (multi family) encompasses that
area fronting on S.W. 15th Road with the remainder of the
"triangle" zoned for single family units (RS 2/2).
With few exceptions, property ownership in the area can be
considered scattered. Except for Pantry Pride and an apartment
complex in the south east portion of the "triangle", property
assembly has been limited to two and four Pots. With the
predominance of single lots under one owner, property assembly
will be difficult and time consuming.
While there are seven blocks within the Primary Impact Area, the
I-95 right-of-way has divided several blocks creating a number
of odd shaped lots and two blocks which have limited development
potential. One of these blocks has already been assembled and
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incorporated into the °_-try Pride site. It can be expected
that this same type of assembly would be necessary for the other
L
undersized block.
Exiting conditions within the Primary Impact Area are presented I
in more detail in Appendix A.
I
Site Access/Transportation Network
Access to the Primary Impact Area is from S.W. 15th Road, S.W.
2nd Avenue, and S.W. 1st Avenue. S.W. 15th Road is a -two-lane
1 divided arterial roadway from southeast of Brickell Avenue to
IS.W. llth Street. Existing right-of-way is 100 feet. S.W. 2nd
Avenue is a four -lane undivided arterial from S.W. 15th Road to
the north with on -street parking in certain locations
restricting the travel lanes to one lane in each direction.
Although a four -lane bridge is a programmed improvement, S.W.
2nd Avenue is only two -lanes as it crosses the Miami River.
Existing ri ht-of-wa Yalon9 S.W.2nd Avenue is 70 feet
.
Due to I-95, S.W. 1st Avenue is the only local road within the
L, area which provides direct access to the arterial roadway
Lnetwork to the west/southwest. S.W. 1st Avenue is a two-lane
collector street from S.W.15th Road to S.W. 28th Road and
Lprovides access to/from the I-95/S.W.25th Road interchange.
On -street parking and drainage problems characterize S.W. 1st
LAvenue within the Primary Impact Area and to the southwest.
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incorporated into the ?-_-try Pride site. It can be expected
that this same type of assembly would be necessary for the other
undersized block.
Exiting conditions within the Primary Impact Area are presented
in more detail in Appendix A.
Site Access/Transportation Network
Access to the Primary Impact Area is from S.W. 15th Road, S.W.
i
2nd Avenue, and S.W. 1st Avenue. S.W. 15th Road is a -two-lane
Idivided arterial roadway from southeast of Brickell Avenue to
IS.W. llth Street. Existing right-of-way is 100 feet. S.W. 2nd
Avenue is a four -lane undivided arterial from S.W. 15th Road to
�. the north with on -street parking in certain locations
restricting the travel lanes to one lane in each direction.
Although a four -lane bridge is a programmed improvement, S.W.
2nd Avenue is only two -lanes as it crosses the Miami River.
Existing right-of-way ri ht-of-along S.W. 2nd Avenue is 70 feet.
Y g
Due to I-95, S.W. lst Avenue is the only local road within the
Larea which provides direct access to the arterial roadway
Lnetwork to the west/southwest. S.W. 1st Avenue is a two-lane
collector street from S.W.15th Road to S.W. 28th Road and
Lprovides access to/from the I-95/S.W.25th Road interchange.
On -street parking and drainage problems characterize S.W. 1st
LAvenue within the Primary Impact Area and to the southwest.
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85--76
4
Roadways within the Primary Impact Area are two
lane local
collectors. Existing rights -of -way are 50 feet.
t:
The expressway system serving the Primary Impact Area is I-95.
The closest interchanges for that expressway are
at S.W. 7th
Street, S.W. 8th Street and S.W. 25th Road. Access
to/from the
{�
"triangle" to the S.W. 25th Road interchange is via S.W. 1st
,•j7
Avenue and S.W. 3rd Avenue. Access to the S.W. 7th
Street/S.W.
8th Street interchange is via S.W. 2nd Avenue, S.W.
3rd Avenue,
S.W. 4th Avenue and S.W. 5th Avenue.
f
Area Transportation Improvements
In order to determine the impacts of rezoning scenarios on the
Lintersections and roadways in the area, it was necessary to
inventory all applicable transportation improvements. Area
transportation improvements include those programmed and planned
by public agencies and those committed by private developers.
Publicly programmed and planned transportation improvements
scheduled or planned for construction in the current capital } petal
j L 9
improvement program are shown in Exhibit 5.
Improvements shown are those contained in the Metropolitan Dade
L J County Transportation Improvement Program (TIP), the
�
Metropolitan Dade County Long Range Transportation Plan, and the
LCity of Miami Capital Improvement Plan (CIP).
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A major transportation improvement within the
7 P P
Stud Arta is
Y y
Metrorail. Revenue service on the south line,
including the
Brickell Station, was recently
initiated. The entire 20.5 mile,
C20
station system, will be
operational before 1986. The
introduction and acceptance
of Metrorail will
significantly
increase transit ridership
and consequently
reduce future
vehicular use in the Brickell
Area portion of the
Study Area.
The Primary. Impact Area is located within 2,000 feet of the
a
Brickell Station and can be expected to benefit directly and
indirectly from the improved access provided by Metrorail and
the future DC2,1 System within the Brickell Area. Improved
transit access to the Primary Impact Area in the near term and
long range will be predominantly from the redesigned Metrobus
System.
In conjunction with the opening of Metrorail, the existing bus
network is to be redesigned and reoriented to feed the transit
stations including Brickell. Metrobus currently provides
service to and from Brickell Avenue and Coral Way via S.W. 3rd
LAvenue and S.W. 13th Street. With revenue operation of
LMetrorail, Metrobus service will continue on Coral Way, S.W. 3rd
Avenue and S.W. 13th Street, feeding the Brickell Station via
LS.W. 2nd Avenue.
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Major restructuring of the Downtown/Brickell Area Shuttle
Systems are also anticipated as a result of Metrorail. The
Brickell to Omni shuttle will be replaced. The new Brickell
shuttle system is anticipated to connect the Brickell Area
offices to the Brickell Station using S.W. 13th Street and S.W.
2nd Avenue. That shuttle route will come within one block of
the Primary Impact Area. Exhibit 6 identifies the future public
transit system for the Study Area.
Major roadway improvements programmed for the Study Area include
the following.
1. New six -lane Miami Avenue Bridge with three -lane
approach connections to S. Miami Avenue (three lanes
northbound) and S.W. 1st Avenue (three lanes
southbound) at S.W. 7th Street (Exhibit 7).
2. Widening South 7th Street from two to three lanes from
Brickell Avenue to I-95 (and further west) and
reconstruction and resurfacing south 8th Street within
the same limits.
3. modification of the existing I-95 northbound entrance
ramp at S.W. 8th Street and modification of S.W. 3rd
Avenue, between S.W. 7th Street and S.W. 8th Street,
to provide a direct southbound connection to the I-95
northbound entrance ramp.
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4. Roadway widening, intersection and signalization'
improvements on S. Miami Avenue, Brickell Avenue, and
South 26th Road in conjunction with the Rickenbacker
Causeway improvement program.
An additional improvement included in the County's TIP is the
replacement of the S.W. 2nd Avenue bridge and the widening of
S.W. 2nd Avenue from two to four lanes from S.W. 8th Street to
Flagler Street. Presently, only funds for right-of-way
acquisition and engineering are included. A consulting
engineering firm is presently preparing construction documents
for these improvements.
Major long range publicly funded transportation improvements for
the area include:
1. Completion of the S.W. 2nd Avenue bridge replacement
and widening S.W. 2nd Avenue from two to four lanes
from S.W. 8th Street to Flagler Street.
2. Extension of the Metromover (people mover) system from
the loop, now under construction in Downtown Miami,
into the Brickell area. This southern leg will
connect to the Brickell Metrorail Station and continue
south and east with a station on S.E. 14th Road
between Brickell Avenue and S. Miami.. Avenue.
Preliminary Engineering has been completed.
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3. Replacement of the Brickell Avenue bridge with a
six -lane or five -lane bascule structure. Due to
existing right-of-way restrictions it is unlikely that
a six -lane bridge can be accommodated. A five -lane
structure would provide three northbound and two
southbound lanes. Approaches on both the north and
south sides would be modified to accommodate the
bridge cross-section.
Other roadway improvements in the area as a result of recently
approved developments include the following.
1. Median, mainline, intersection and signalization
improvements on Brickell Avenue from approximately
Ambassador Drive to just north of S.E. 7th Street.
2. Median and mainline improvements on S.E. 8th Street
east of Brickell Avenue.
3. Mainline and intersection improvements on South
Bayshore Drive between Ambassador Drive and 8th
Street.
Studv Area Growth
In order to properly assess the traffic impacts associated with
the rezoning scenarios it was also necessary to project other
area development coincident with redevelopment of the Primary
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As I
Impact Area. Two inpact assessment milestones were established
for the rezoning scenarios: 50% redevelopment and 100%
redevelopment. For purposes of this analysis and in an effort
to project other study area growth coincident with the
milestones it was assumed that 50% redevelopment would represent
year 1992 and 100% redevelopment would represent year 2000.
Area Growth 50% Redevelopment
A number of projects in the Brickell Area have recently been
through the Development of Regional Impact, Application for
Development Approval review process. Three of those DRI's
anticipated a 'buildout year of 1986 (Tishman Speyer, 1221
Brickell, and Brickell Bay). As part of those DRI's other
committed and planned area developments were inventoried. The
level of development for those committed and planned projects as
of 1986 was estimated and included in the traffic analysis for
those DRI's.
This analysis used the established 1986 development parameters
as a base and expanded those growth projections to the year
1992. 50% redevelopment (year 1992) therefore represents the
buildout of those committed and planned area developments as
identified in the previous DRI's. Projections of development
activity within the Coral Way corridor were provided by
representatives of the City of Miami Planning Department.
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A summary of other area development growth coincident with -50%
redevelopment of the Primary Impact Area (year 1992) is
summarized below.
I
OTHER AREA DEVELOPMENT GROWTH
x 1 50% REDEVELOPMENT
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Land
Use
Office
Retail
Residential
Hotel
Studv Area Total
5,823,000 0
653,000 0
2,116 DU
630 Rooms
Area Growth - 100% Redevelopment
Growth projections for 100% redevelopment (year 2000) were based
on area growth projections previously developed by public
agencies for the Brickell Area and growth projections provided
by the City of Miami Planning Department for the Coral Way
corridor.
Three series of growth projections have been developed by others
for the Brickell Area. Those projections included estimates of
new office space growth ranging from 6,085,000 0 from 1984 to
2000, 6,640,000 0 from 1986 to 2000 and 9,364,000 0 from 1984 to
2005. The most current projection is that developed for the
Brickell Area Traffic Study by the City of Miami Planning
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Department. That projection includes 9,364,000 0 of office
space from 1984 to 2005, (including portions of the Primary
impact Area). Adjusting for the growth projected for the 50%
redevelopment milestone (year 1992), the resultant growth from
1992 to 2005 would represent approximately 300,000 0 per year.
For purposes of the 100% redevelopment analysis, a growth rate
of 300,000 0 per year was used for 1992 to 2000. Projections of
development activity within the Coral Way corridor for the year
2000 were provided by representatives of the City of Miami
Planning Department.
A summary of other area development growth considered in this
analysis is summarized as follows.
OTHER AREA DEVELOPMENT GROTITH
100% REDEVELOPMENT
Land
Use
Of2 ce
Retail
Residential
Hotel
Studv Area Total
8,815,100 0
1,253,000 0
2,216 DU
630 Rooms
r ( Zoning Potential
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Each of the rezoning scenarios included the planned Pantry Pride
Ldevelopment. That project encompasses two blocks of the Primary
Impact Area (Exhibit 8) generally bounded by I-95, S.W. 3rd
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Avenue, S.W. 15th Road and S.W. 2nd Court. The development
parameters for that Project include the following.
PANTRY PRIDE DEVELOPMENT PARAMETERS
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Use
Office
Grocery Store
Retail
Total
Sauare Feet
200,000 0
35,000 0
29,000 0
264,000 0
For purposes of' this analysis, it was assumed that the Pantry
Pride development would be fully occupied coincident with 50%
redevelopment of the remainder of the Primary Impact Area.
Five rezoning scenarios were analyzed for this traffic analysis.
Thev included RG 2/5, RO 2/5, RO 2/6, RO 3/6 and RO 3/7. Each
zoning district is described in summary below. (For more detail
concerning each zoning district one is referred to the Zoning
Text, City of Miami, Florida and the Schedule of District
Regulations, Miami, Florida dated May 31, 1983 and revised.)
1. RG 2/5: RG is a general residential zoning district
which allows attached one and two family dwellings and
multiple dwellings. Buildings range from two to ten
stories and density from twenty to sixty units per
acre. Land use intensity sector 5 (RG 2/5) permits an
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FAR of .75 (buildingfloor area divided b rosd lot
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area). Required parking is 1.2 spaces per dwelling
unit. The eastern portion of the Primary Impact Area
1
fronting on S.W. 15th Road from S.W. 2nd Court to S.W.
1st Avenue is currently zoned RG 2/5.
2. RO 2/5: The RO district is a residential - office
classification intended to apply in areas which are
residential in character within which office uses
would be permitted. Residential and office uses are
permitted in separate buildings or mixed within the
Lsame
'building. Principle uses, uses permitted by
special permit, and accessory uses vary by RO
classification (i.e., RO-1, RO-2, RO-3). Land use
intensity sector 5 (RO 2/5) allows an FAR of .75. For
office uses open space and pedestrian open space
requirements recognize a greater parking demand than
that for residential. Required parking is 1 space per
450 0 of office space.
L3.
RO 2/6: The RO 2 district is
the same as that
Ldescribed
above. Land use intensity sector 6 (RO 2/6)
allows an FAR of 1.21. Required parking is 1 space
i
per 500 0 of office space.
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Mr�
1` 4. RO 3/6: The RO district is the same as that described
above. District RO 3 permits a wider range of
principle uses, uses pernnitted by special permit and
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accessory uses. Land use intensity sector 6 (RO 3/6)
is the same as that described above. For purposes of
this analysis RO 2/6 and RO 3/6 are considered to have
a I similar traffic impacts.
_ 5. RO 3/7: The RO 3 district is the same as that
described above. Land use intensity sector 7 (RP 3/7)
allows an FAR of 1.71. Required parking is 1 space
per 590 0 of office space.
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The applicable district regulations for the zoning scenarios in
this analysis are summarized below.
i,
i SUMMARY DISTRICT REGULATIONS
I s/
(See Schedule of District Regulations, Miami, Florida)
�+ District FAR
r
RG 2/5 .75
RO 2/5 .75
RO 2/6 1.21
RO 3/6 1.21
t RO 3/7 1.71
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As part of this analysis the square footage by use attainable
through redevelopment was projected for the four rezoning
scenarios assuming the assembly of a series of two, four and six
lots. Due to open space, pedestrian open space and most
importantly parking requirements, it was soon realized that
maximum FAR's could not be realized without assembly of larger
lots. With maximum FAR's restricted by developable lot sizes
and land assembly patterns, a meaningful comparison of the
impacts of the scenarios could not be adequately assessed. The
impact assessment, therefore, was based on the full
redevelopment of individual blocks to their maximum potential.
Applicable assumptions used in this projection of office space
are as follows.
1. The entire Primary Impact Area would be redeveloped to
the same use and intensity as permitted by the
district regulation. For instance, under RO 2/5
zoning the entire area would redevelop as office to an
FAR of .75.
2. Gross lot area calculations included the Metrorail
right-of-way but not the I-95 right-of-way.
3. Due to irregular lot sizes and an under sized block
created by the I-95 ROW, it was assumed that blocks 6
and 7 would be assembled and redeveloped as one block
(Exhibit 8).
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4. All required parking would be provided on -site with no
off -site, shared parking provided.
1
S. Zoning districts RO 2/6 and RO 3/6, consistent with
the above assumptions, were considered for purposes of
1 this analysis to have comparable impacts. Due to FAR,
ks
parking, lot size, land use intensity sector and other
requirements being comparable the same Q g p gross lot area,
:{ allowable square feet of development and parking
spaces were calculated. Therefore, the two zoning
i
districts were considered as one.
W..Exhibit 9 summarizes the existing net land area and calculated
cross lot area b block for th y e rezoning scenarios. Exhibit 10,
in tabular form, summarizes the projected residential dwelling
- units and office square footage for each of the rezoning
!' C, scenarios by block at full (100%) redevelopment. Total Primary
Impact Area resultant square footage by zoning scenario is
graphically presented in Exhibit 11 and summarized below. (Each
of the scenarios includes the Pantry Price redevelopment
project.)
L PRIMARY IMPACT AREA
73 i,
TOTAL SQUARE FOOTAGE (100% REDEVELOPME1,T)
Zoning District Square Feet
RG 2/5 771,900
RO 2/5 771,900
RO 2/6 1,091,300
3/6
RO 3/7 1,451,400 ;
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rSite generated traffic volumes and trip ends for the AM and PM
peak hours and for 24 hours were calculated for existing uses,
1 other area developments, the Pantry Pride redevelopment and the
f_ rezoning scenarios using widely accepted trip generation rates.
f The most comprehensive list of traffic generation rates is
contained in
the report "Trip Generation, An
Information Report"
;,--
published by
the Institute of Transportation Engineers. This
i
report lists
trip generation rates for
various land uses
1
including residential,
office and retail similar to the existing
uses within the Primary Impact Area, future
developments within
1
zti
the Coral Way
Corridor, the retail component
of the Pantry Pride
redevelopment
and the residential uses of
the RG 2/5 zoning
ri
scenario.
F
j Traffic generation from Brickell Area developments have been
a
projected
in previously
accepted traffic assessments for
f�
projects of
Development of
Regional Impact in that area. Those
9�
{
volumes as
projected were
used in this analysis. Those same
previously
accepted traffic
assessments also established future
trip generation rates for
developments in the Brickell Area.
j Those accepted trip generation rates were used in this analysis
for projecting other development traffic coincident with 50% and
j 100% redevelopment of the Primary Impact Area.
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Since the Primary Impact Area is somewhat removed from the
Metrorail System and the Brickell Area DCM (improved transit
service will be provided to the Primary Impact ARea but not to
the same degree as the Brickell Area), the Brickell Area future
trip generation rates were modified for the Primary Impact Area
to, reflect a more modest transit ridership projection. Those
adjusted rates, which reflect a midpoint in a range of ridership
projections, were applied to the Pantry Pride redevelopment
project and the office rezoning scenarios.
Trio Distribution
Metropolitan Dade County, through the Miami Area Urban
Transportation Study, has divided Dade County into
transportation zones. Zone 37 includes the area of the Primary
Impact Area. The travel distribution of all trips from this
zone, by compass point, is shown in Exhibit 12.
The distribution of trips by compass point were converted to
turning movements at the intersections adjacent to the Primary
Impact Area and within the Study Area based on the MUATS
directional distribution projections, the anticipated impacts of
the programmed and planned roadway improvements, existing
turning movement patterns and general knowledge of trip patterns
in the area.
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The distribution and assignment of trip ends from
g p other area
developments utilized the same factors described above including
the MATS distribution for the applicable traffic zone(s) and
1 the assignments established in other traffic assessments for
r projects of Development of Regional Impact.
1
Traffic Volumes
AM and PM peak hour and 24-hour traffic volumes were projected
using the previously discussed trip generation
rates for the
four rezoning scenarios. As shown below, and
in Exhibit 13
there is little doubt that the more intense residential office
scenario (RO 3/7) generates a larger overall peak
traffic volume
than the other office scenario. The residential scenario (RG
2/5) generates the lowest volume.
EXTERNAL TRIP GENERATION
L100%
REDEVELOPMENT
Scenario AM Peak - Total PM
Peak - Total
RG 2/5 400
745
RO 2/5 740
1,025
RO 2/6 1,060
1,320
LRO
3/7 1,420
1,655
(All volumes include Pantry Pride development
volumes).
LAs
is also clearlyv' evident from the above, the PM
peak hour is
Lthe
critical period for traffic generation.
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Using the previously described trip distribution, the projected
i
volumes were distributed to the critical intersections under
study. Exhibit 14 summarizes for 100% redevelopment the
scenarios projected volumes as a percent of the total
r intersection approach volumes for the AM and PM peak hour. As
Isummarized below for the critical PM peak hour, it is
I clearly evident that the zoning scenarios have the greatest
4
impact on the three intersections closest to the Primary Impact
Area. In fact, at the other intersections the rezoning
scenarios, including the more intense RO 3/7, contribute less
s than 7% of the total intersection approach volumes. Thus, a
j difference in tOS would not be discernable at those
I intersections as a result of the rezoning scenarios.
Improvements needed at the intersection would be the result of
other area development volumes.
REDEVELOPMENT SCENARIOS
PERCENT OF INTERSECTION APPROACH VOLUMES
(100% REDEVELOPMENT)
LPM
PEAK
HOUR
LIntersection
RG 2/5
RO 2/5
RO 2/6
RO 3/7
3 Ave/15 Road
2.5%
5.0%
7.8%
12.5%
L15
13 St/2 Avenue
Rd/2 Avenue
1.3
9.5
4.4
24.9
7.0
35.1
9.8
43.8
15 Rd/Miami Avenue
< 1.0
2.5
4.3
6.6
15 Rd/Brickell Ave.
< 1.0
0-1.0
1.2
1.8
L
Brickell/13 Street
41.0
41.0
<1.0
4 1.0
25 Rd/I-95 (W)
41.0
41.0
1.4
2.0
25 Rd/I-95 (E)
4 1. 0
41.1
1.8
2.6
+
Coral Way/3 Avenue
.41.0
< 1.1
1.8
2.5
-
22 -
S5-76 .
}
Capacity Analysis
i
Two levels of analysis were performed for each of the rezoning
scenarios. The first analysis was for the 50% redevelopment of
s
the Primary Impact Area and included detailed capacity analysis
for each of the nine subject intersections. Levels of service
operation and recommended improvements were identified for those
intersections. The second analysis was for the 100%
redevelopment of the Primary Impact Area and included detailed
1
capacity analysis for the three intersections closest to the
Primary Impact Area and roadway link analysis within the
remainder of the Study Area.
Appendix B summarizes the recommended improvements at each of
the nine subject intersections coincident with 50% redevelopment
of the Primary Impact Area and the roadway link analysis
i
coincident with 100% redevelopment. The improvements identified
at the intersections removed from the Primary Impact Area are
�
not the result of a ny one rezoning scenario for the area.
fib
f
Rather, those improvements are necessary to support all other
area developments.
si
1(
Differences in the rezoning scenarios are most apparent at 100%
1
I
redevelopment and at the three intersections
bons closest to the
E�
Primary Impact Area (and in particular at S.W. 15th Road/S.W.
ji
3rd Avenue). Those intersections include:
L
L
y
- 23
1
856
F=-
r
I
1.
S.W. 15th Road/S.W. 3rd Avenue.
2.
S.W. 15th Road/S.W. 2nd Avenue.
F
3.
S.W. 2nd Avenue/S.W. 13th Street.
1
Each of the
three intersections were analyzed to determine the
if future
impact of
each of the zoning scenarios and
improvements
were available to support that level of
development.
A
f
y
It was found
that sufficient improvements to the intersections
of S.W. 15th
Road/S.W. 3rd Avenue and S.W. 13th Street/S.W. 2nd
IAvenue
were
not available to achieve acceptable levels of
service operation
(LOS "D") with the traffic volumes projected
for the RO
3/7 zoning scenario. This conclusion is the same
even if continued through access was provided by S.W. 1st Avenue
from S.W. 15th Road to S.W. 25th Road.
�i
j
i;
S.W. 1st Avenue provides access from the Primary Impact
Area and
I
S.W. 15th Road to the west and southwest. This route
provides
an alternative access route to and from the S.W. 25th Road/I-95
�L
is
interchange and to S.W. 3rd Avenue and Coral Way. It is likely
that this will become an even more attractive route as
the area
undergoes redevelopment. At the same time, however,
through
I
I
traffic on S.W. 1st Avenue, a local collector route,
has been
the subject of residential concern for some time. It
is also
Lanticipated
that this concern will increase in the future.
L
t:= — 24 —
— aE
856 _
s
r
�r
Alternative measures are available to minimize through traffic
on residential streets and in particular those streets west of
t=
the Primary Impact Area. Measures can include physically
closing►S.W. 1st Avenue or creating cul de intersecting
sacs on
"T" side streets. It is recommended that no action be taken in
the immediate future. Rather, as the Primary Impact Area;
['
undergoes redevelopment the actual through traffic infiltration
be monitored and corrective action implemented if in fact the
problem arises.
--
t
-
In an effort to reflect the potential impact of S.W. 1st Avenue
being closed the three previously mentioned intersections
adjacent to the Primary Impact Area were analyzed in detail (at
100% redevelopment) with and without S.W. 1st Avenue being
closed.
r
With the volumes projected for RG 2/5, RO 2/5, RO 2/6 and RO
L.
3/6, acceptable levels of service were realized at that
intersection. Closing S.W. lst Avenue results in the
intersection approaching the lower limits of LOS "D" operations
Lunder
RO 2/6 3/6). "D"
(RO The resultant G/C at LOS for the
rezoning scenarios are summarized below for the intersection of
S.W. 15th Road/S.W. 3rd Avenue.
L
L
j
2 5 - -
'" •5--76
S.W. 15TH ROAD/S.W. 3RD AVENUE
SUMMARY G/C AT LOS "D"
PM PEAK HOUR WITH IMPROVEMENTS
G/C @ LOS "D"
zoning 1st Avenue Open 1st Avenue Closed
RG 2/5 .88 .95
RO 2/5 •91 .97
RO 2/6 .95 .99
RO 3/6
RO 3/7 > 1.00 > 1.00
As shown in the above, Level of Service "D" operations with
improvements can be achieved under the RG 2/5, RO 2/5 and RO 2/6
and RO 316 zoning scenarios.
With intersection improvements, the intersection of S.W. 13th
Street/S.W. 2nd Avenue is projected to operate at acceptable
levels of service (LOS D) under the remaining zoning scenarios:
RG 2/5, RO 2/5, and RO 2/6 (RO 3/6). Other area development
traffic tends to dominate the intersection of S.W. 2nd
Avenue/S.W. 13th Street.
S.W. 13th STREET/S.W. 2nd AVENUE
SUMMARY G/C AT LOS "D"
PM PEAK HOUR (WITH IMPROVEMENTS)
Zoning
RG 2/5 .97
RO 2/5 .95
RO 2/6 .99
RO 3/6
- 26 -
85Y
r
I
IR
S.W. 15TH ROAD/S.W. 3RD AVENUE
SUMMARY G/C AT LOS "D"
PM PEAK HOUR WITH IMPROVEMENTS
G/C @ LOS "D"
Zoning 1st Avenue Open 1st Avenue Closed
RG 2/5 .88 .95
RO 2/5 .91 .97
RO 2/6 .95 .99
RO 3/6
RO 3/7 > 1.00 > 1.00
As shown in the above, Level of Service "D" operations with
improvements can be achieved under the RG 2/5, RO 2/5 and RO 2/6
and RO 3/6 zoning scenarios.
With intersection improvements, the intersection of S.W. 13th
Street/S.W. 2nd Avenue is projected to operate at acceptable
levels of service (LOS D) under the remaining zoning scenarios:
RG 2/5, RO 2/5, and RO 2/6 (RO 3/6). Other area development
traffic tends to dominate the intersection of S.W. 2nd
Avenue/S.W. 13th Street.
S.W. 13th_STREET/S.W. 2nd AVENUE
SUMMARY G/C AT LOS "D"
PM PEAK HOUR (WITH IMPROVEMENTS)
Zoning
RG 2/5 .97
RO 2/5 .95
RO 2/6 .99
RO 3/6
- 26 -
85ow76 .
1
Under the RO 2/6 (RO 3/6) zoning scenario, the intersection of
(
S.W. 13th Street/S.W. 2nd Avenue approaches the limits of LOS
I
"D" operations.
f
rWith
intersection improvements, the intersection of S.W. 15th
Road/S.W. 2nd Avenue is projected to operate at acceptable
levels of service under the remaining zoning scenarios (RG 2/5,
RO 2/5 and RO 2/6 - RO 3/6) and with or without S.W. 1st Avenue
i
closed. The resultant G/C at LOS "D" for the rezoning scenarios
are summarized below.
S.W. 15th ROAD/S.W. 3rd AVENUE
i
SUMMARY G/C AT LOS "D"
PM PEAK HOUR (WITH IMPROVEMENTS)
I
Zoning
RG 2/5 .59
RO 2/5 .62
RO 2/6 .70
RO 3/6
{ L
Recommended Improvements
LExhibit
15 identifies only those specific intersection
I
improvements necessary based on capacity analysis to support the
L
rezoning scenarios at 100% redevelopment. Additional safety and
operational improvements are recommended for the intersections
L
- 27 -
135w- 6
r
I
.10
-0
L
L
I
L
L
and are summarized in Exhibit 16. Those improvements are
graphically displayed in Exhibit 17. A brief description of the
more important intersection improvements follows.
S.W. 15th Road/S.W. 3rd Avenue
The intersection of S.W. 15th Road/S.19. 3rd Avenue is a five
legged intersection with the east/west approaches under free
flow and the remaining approaches under stop control (Exhibit
18). With large expanses of pavement and left turns permitted
on four of the five approaches (without separate left turn
lanes) the intersection is not only capacity constrained but is
also difficult hnd confusing to negotiate.
The improvements identified (Exhibit 17) for the intersection
include capacity improvements (i.e., signalization and left turn
lanes) and safety improvements (i.e., left turn prohibitions and
reconstruction). While the level of improvements required are,
in this analysis, due in part to the future status of S.W. 1st
Avenue, future development and transit ridership in the Brickell
Area will influence this intersection. With restricted access
to S.W. 1st Avenue, a westbound right -turn lane would be
required on S.W. 13th Street to support the three zoning
scenarios (RG 2/50 RO 2/5 and RO 2/6). To accommodate that
westbound right -turn lane and to reconstruct the S.W. 13th
Street approaches to the intersection additional right-of-way
would be required on S.W. 13th Street. That additional
- 28 -
as
[J5--76 .,
i
1;
�i
bL
t
I
i
!
right-of-way should be obtained on the north size of S.W. 13th
5
Street as the adjacent blocks redevelop. The westbound
I
right -turn lane, while considered in the analysis to be a
lm
x-
function of the future status of S.W. 1st Avenue, represents the
ultimate improvement to the intersection.
f
t;
13th Street/S.W. 2nd Avenue
iS.W.
The intersection of S.W. 13th Street/S.W. 2nd Avenue is signal
controlled with two approach lanes in each direction providing
all movements (Exhibits 17 and 18). on -street parking is
3r
allowed on S.W. 13th Street and S.W. 2nd Avenue.
Coincident with 100% redevelopment of the Primary Impact Area
improvements to the intersection will be warranted. Those
i
improvements would include the addition of separate left -turn
lanes on S.W. 13th Street and the south approach of S.W. 2nd
t
Avenue. An additional lane would be required on the north
�
approach of the intersection. That approach should be striped
'
for separate left, right and through lanes. The improvements
,
identified are not a function of either of the rezoning '
zL
scenarios. Rather, those improvements would be necessary to
accommodate all area wide developments.
�f
�j Additional right-of-way on S.W. 13th Street at S.W. 15th Road
'i would be required to accommodate the recommended improvements.
t
Future right-of-way of 80' is recommended (existing right-of-way
# - 29 -
�t
r
85*-76
E
is 701). Due to additional right-of-way requirements on S.W.
13th Street at S.W. 15th Road, to accommodate the westbound
right -turn lane, it is recommended that the additional
right-of-way requirement be extended along S.W. 13th Street from
S.W. 15th Road to S.W. 1st Avenue. In an effort to improve the
transition of S.W. 13th Street through the intersection with
S.W. 15th Road to S.W. 3rd Avenue, it would be desirable to
obtain that additional right-of-way on the north side of S.W.
13th Street.
In conjunction with the identified improvements, on -street
parking should' be removed along S.W. 13th Street. To
accommodate the recommended improvements on S.W. 2nd Avenue
within the 70' ROW, on -street parking should be removed from
S.W. 15th Road to S.W. 12th Street.
Primary Impact Area Intersections With S.W. 15th Road
S.W. 15th Road is a two-lane divided arterial (Exhibit 18). It
is recommended that an additional through lane be provided from
S.W. 13th Street/S.W. 3rd Avenue to S.W. 1st Avenue, left -turn
lanes be provided at intersecting side streets and a traffic
signal be installed at S.W. 2nd Avenue when warranted (Exhibit
17). Intersecting side streets with S.W. 15th Road from the
Primary Impact Area should provide separate left -turn lanes.
— 30 —
850-76 ,
0
Pantry Pride Development Driveways
The current site plan for the Pantry Pride redevelopment project
identifies six driveways: one inbound only driveway from S.W.
3rd Avenue, two driveways on S.W. 15th Road and three driveways
on S.W. 2nd Court. Of particular concern are the driveways on
S.W. 3rd Avenue and S.W. 15th Road.
The inbound only driveway from S.W. 3rd Avenue is shown as
t
intersecting with that arterial at a right angle. This
configuration would create a stop condition for those entering
fthe
Project at the point where S.W. 3rd Avenue begins to curve
through the intersection with S.W. 15th Road. It is recommended
that a separate eastbound right -turn lane be constructed on S.W.
P g
I
L
3rd Avenue for Pantry Pride access. It appears that there is
sufficient width between I-95 columns to accommodate that turn
i
i
lane. In addition, the driveway entrance should be redesigned
to allow channelization of development traffic and provide a
free flow movement into the site. That entrance should remain
as a right -turn inbound only.
L
LTwo
driveways providing all movements and with median openings
are provided on S.W. 15th Road between S.W. 3rd Avenue and S.W.
VL2nd
Court. One driveway is intended to serve the retail
L
component of the development while the other would serve the
office uses. Those driveways are less than forty feet apart
L
which when combined with the median openings will result in
_.
- 31 -
SSo_"76
0
L
L
L
L
L
conflicting vehicular movements. In addition, both median
openings as shown would interfere with the proper operation of
the future northbound S.W. 15th Road left turn lane at S.W. 3rd
Avenue.
It is recommended that the two driveways on S.W. 15th Road be
combined into one. That driveway would provide right turn in
and outbound movements only. The redesigned driveway should be
oriented to the retail component of the development.
Three driveways are shown on S.W. 2nd Court. Two are intended
as service drives while the other provides access/egress to the
surface parking facility on the west side of the Project. In
light of the previous recommendations, the office access/egress
should be relocated to S.W. 2nd Court. That driveway would be
best located so as to align with S.W. 17th Road. The revised
driveway locations and configurations for the Pantry Pride
Project are graphically depicted in Exhibit 17.
Pantry Pride Site - Alternative Zoning
Three alternative scenarios for the rezoning of the Pantry Pride
site were evaluated, in combination with the rezoning scenarios
for the remainder of the Primary Impact Area, to determine the
potential impacts of a less intense development on that site.
For purposes of this analysis, the northern portion of the
Pantry Pride site was considered under CR 2/7 zoning with the
- 32 -
VSo-76
0
L
southern portion of the site zoned as RG 2/5, RO 2/5 or AO 2/6
(RO 3/6) .
The alternative development parameters considered for the site
are summarized below.
PANTRY PRIDE
SITE SQUARE FOOTAGE
Zoning
District
Sauare Feet
CR 2/7
+ RG 2/5
148,000 0
CR 2/7
+ RO 2/5
148,000 0
CR 2/7
+ RO 2/6
183,000 0
Original Plan
264,000 0
While total square footage would be reduced 30 to 40%, the major
reduction in square footage would be in the office space
component of the redevelopment (50 to 70% reduction) while the
retail component would increase (40% increase). This increase
in retail space would tend to temper the differences in traffic
volumes associated with the alternative rezoning when compared
to the original plan.
When combined with the total trip generation projected for the
Primary Impact Area, the differences in traffic volumes
associated with the alternatives for the Pantry Pride site are
further reduced. That comparison is summarized below.
- 33 -
8a5'-76
5'
{i
ALTERNATIVE PANTRY PRIDE SITE DEVELOPMENT
r-
PRIMARY IMPACT AREA TRAFFIC
VOLUVX COMPARISON
PM Peak
Hour
Volume
Alternative
Zoning Original Plan Alternate
Original-
RG 2/5, CR 2/7
and RG 2/5 745 640
.85
RO 2/50 CR 2/7
and RO 2/5 1,025 945
.92
RO 2/6 (RO 3/6) ,
3
CR 2/7 and RO 2/6
(RO 3/6) 1,320 1,275
.96
Consideration of alternative rezoning scenarios for the Pantry
+
Pride site in combination with a corresponding
P g
rezoning of the
g
1
Primary Impact Area (i.e., Pantry Pride - CR
2/7 and RG 2/5,
Impact Area - RG 2/5) would not change the previously discussed
recommendations of this analysis.
I �
} When combining the revised traffic volumes associated with the
Llower intensity Pantry Pride Redevelopment with the traffic
l volumes associated with the Primary Impact Area rezoning
scenarios and assigning those volumes to the surrounding
intersections, slight differences in G/C ratios would be
` realized. No changes in LOS would occur. With the revised
Lvolumes and S.W. 1st Avenue closed to through traffic, the RO
L2/6 (RO 3/6) rezoning scenario would result in slightly better
operations at the intersections of S.W. 15th Road/13th
Street/3rd Avenue and S.W. 13th Street/2nd Avenue.
u
- 34 -
t
{ 85�7 .
s
k
'joCg
fi
Those intersections would still operate at LOS "D" with =
a
improvements but the projected "G/C" ratio would not be at the
"'1 3
limits of LOS "D".
Interim Improvements
Interim improvements coincident with 50% redevelopment of the
IPrimary Impact Area are summarized in Appendix B and graphically
depicted in Exhibit B-2.
r
t
)
Cost Estimates
Cost estimates for the full improvements recommended in this
analysis are summarized below. Those costs are in 1984 dollars
and include capacity, safety and operational improvements.
P Y► Y
Driveway
P im rovements associated with the Pantry Pride
Redevelopment Project are attributable to that development and
are not included in the cost estimates.
SUMMARY COST ESTIMATES
Roadway/Intersection Cost (1,000)t1)
S.W. 15th Road 370
S.W. 3rd Avenue 25
S.W. 15th Road/3rd Avenue/13th Street 135
S.W. 15th Road/S.W. 2nd Court 75
LS.W. 15th Road/S.W. 2nd Avenue 270
S.W. 15th Road/S.W. 1st Avenue 115
S.W. 13th Street/S.W. 2nd Avenue 380
{ L TOTAL 11370
1 Assumes no unusual environmental constraints
�! ( and excludes ROW.
--i L
i - 35 -
1
i
i
85"m76 ;
It 0
t
rj
The recommended improvements and associated cost estimates••--y
. yr
j
identified in this analysis include capacity improvements,
1
safety and operational related improvements and are the future
improvements recommended for the intersections. Cost estimates
associated with each rezoning scenario have been estimated and
are summarized below. The cost estimates are based solely on
those capacity related improvements previously identified and do
I
not represent all the recommended improvements and the full
MF.
costs of the improvements.
SUMMARY COST ESTIMATES
CAPACITY RELATED IMPROVEMENTS ONLY
`
Zoning Cost Estimate (S1,000)(1)
_
RG 2/5 695
RO 2/5 1,065
RO 2/6 1,130 (Plus ROTI Costs)
3/6
IT —Assumes no unusual environmental
constraints and excludes ROW.
Transportation System Management
The introduction of Metrorail services and resulting increases
Lin transit ridership will provide a relief to travel demands,
particularly during the peak periods. Nonetheless, vehicular
Lvolumes are projected to increase in the Study Area.
L
=i A number of transportation system management strategies are
Lavailable. These TSM strategies are intended to reduce peak
hour vehicular demands. Such strategies should be explored in
==3 L
- 36 -
s
�y
greater detail as development progresses in the Study Area and
I
in particular the Brickell Area. Transportation system
management strategies intended to reduce peak period vehicular
g g P P-
demands include, but are not limited to, the following.
1. Employer -based variable work hours.
t'~fig,
S�
2. Preferential parking areas for high
occupancy vehicles.
Yi
kale
'
3. Information dissemination and displays regarding
carpooling and ride sharing opportunities within the
=
Stud Area.
Y
4. Intercept parking.
5. Car pool/van pool programs.
-
6. Bike racks/storage for bicycles.
�®
L
LAs
sidewalk widths
the area undergoes redevelopment adequate
Lidentified
should be provided. In addition, in conjunction with the
signal installation, pedestrian crossing features
should be incorporated into those signals. This is particularly
--
important at S.W. 15th Road and S.W. 2nd Avenue. As discussed
Lpreviously,
the Primary Impact Area is approximately 2,000 feet
from the Brickell Station and one block from the proposed
L
37 -
V;5-- 76
f
Brickell Area Shuttle route. Safe pedestrian crossing of this
intersection will be important to encourage transit ridership.
i^
A Brickell Area TSM strategy being explored at this time by
others is intercept parking at one of the p p g gateways to the
EXHIBITS
b
t
t -
t=
t
W
135o 76 .
r_
I
EXHIBIT 3
S.W. 3RD
AVENUE/S.W. 15th ROAD
STUDY
EXISTING LAND US -
RESIDENTIAL (DU)
(1)
Retail
Ft.)
Single Two
Family Family
Multi
Famil
Vacant
(Sq. Ft.)
Block
(Sq.
I.
1(2)
17,720
-
-
-
1
2(2)
_
2 -
-
,I
17,720
Subtotal
i
'
9 2
_
6,585
3
'
11 2
10
5,980
4
L5
_
1 2
g
-
'
15 -
-
15,000
6
_
3,650
L
7
_
1 _
LSubtotal
39 10
94
31,215
_
!1L
TOTAL
17,720
39 10
94
31,215
L
L
L
L17
See Exhibit 8.
2) Site of Future Pantry
Pride Redevelopment.
0
0 0
s I
S w RO-3/7 13
1C. project SW 3rd AVENUE / SW 15th ROAD STUDY
EXISTING ZO.'4 NG
85--'76
■
11
EXHIBIT 7
MIAMI AVENUE BRIDGE AND CONNECTOR
r \
11
1 \
/ • • 1 C
6 ST
I I
8 ST
85-'76 .
i
�tATES INC.
project SW 3rd AVENUE / SW 15th ROAD STUDY
BLOCK IDENTIFICATION
85--76 ,
----------
EXHIBIT 9
S.W. 3RD AVENUE/S.W. 15th ROAD STUDY
LAND AREA
(Excluding Pantry Pride) ";N
iv
.t
1
Block
f
i 1 & 2
( Pantry
Pride)
EXHIBIT 10
S.W. 3RD AVENUE/S.W. 15TH ROAD STUDY
FUTURE LAND USE
Retail (0) Office (0) Total (0)
64,000 200,000 264,000
OFFICE/RESIDENTIAL
REDEVELOPMENT
x
'
RO 2/6
Block
RG 2/5
(DU) RO 2/5 (0)
RO 3/6 (0)
3
87
86,500
139,500
4
111
111,800
180,300
5
136
136,300
223,800
6 & 7
_= Total
173
507
173,300
507,900
283,700
827,300
RO 3/7 (0)
198,300
256,300
323,400
409,400
1,187t400
856 .
EXHIBIT 11
-r �r nFVELOPMENT POTENTIAL
isoonoo
1820000
1440000
12C0000
10B000O
LL c000=
O
N 720M
s400M
saom
MOD
CA
A
0�
SCENARIO
LEGEND
® exss rlm
Mm
0 RO 3/7
40
{ ;il' ij �i jl i ii`' i' ul �' '��� � .Ili I�Li ij Y4 �!,�,�,��,', ,� �,i' s ���` "� +�' }��Ca* , a � -__,-. �. �-„•-a y..� .�r-.c
tm BIT 13
PEAK HOUR
VOLUME COMPARISON
1600
1400
W
E
O1200
IOOa
O
Y eot
a
x m
a
SCENARIO
LEGEND
EXISTI
03 PANTRY PRtOE I
RG 2/5
RO 9/6
19
Ll
3 '".p'."`�TF - }e PhtR'1 r - .^,k='I. ;9�fl* �i�S�•ill°irl i� �I1i"IP'k'p'Tiq•ly�i ii rill �v'1"4li r.. i..
p riulells I' ii7
iiilr�;IgB1'11ru
' I I
t
EXHIBIT 14
S.W. 15TH ROAD/3RD AVENUE STUDY
PERCENT OF INTERSECTION APPROACH VOLUMES
• w'
RO
2/6
RG 2/5
RO 2/5
RO
3/6
RO 3/7
Intersection
AM/PM
AM/PM
AM/PM
AM/PM
3 Avenue/15 Road
2.2/2.5
8.0/ 5.0
12.4/
7.8
17.0/12.5
13 Street/2 Avenue
1.9/1.3
3.4/ 4.4
5.4/
7.0
7.5/ 9.8
15 Road/2 Avenue
15.2/9.5
26.2/24.9
36.8/35.1
52.9/43.8
15 Road/Miami
1.0 /0.60
3.9/ 2.5
6.4/
4.3
9.0/ 6.6
15 P.oad/Brickell
0.21/0.20
1.1/ .72
1.8/
1.2
2.6/ 1.8
Brickell/13 Street
0.90/0.08
0.3/ 0.25
3.4/
1.4
4.8/ 2.0
25 Road/I-95 West
0.34/0.26
2.0/ .81
3.4/
1.4
4.8/ 2.0
25 Road/I-95 East
0.22/0.11
0.06/ 1.1
0.1/
1.8
0.1/2.6
Coral Way/3 Avenue
0.30/0.23
1.3 / 1.1
2.2/
1.8
3.1/2.5
850-76
=11BIT 15
S.W. 15TH ROAD/3RD AVENUE STUDY
SUMMARY IMPROVEMENTS NECESSARY TO SUPPORT REZONING SCENARIOS
(BASED ON CAPACITY ANALYSIS)(1)
Improvement
RO 2 6
Intersection
Existing
RG 2/5
RO 2/5 RO 3/6
RO 3/7
15 RD/3 AVE/13 ST
(With 1ST AVE Open)
O
SB Right -Turn Lane,
J
Through/Left Lane.
x
J
m
NB Through Lane With
All Movements.
x
0-
LU
EB and WB Two Through
a
Lanes With All
Movements.
x
O
Signalization.
x
x Y
LL
LU
J
NB & SB Left Turn Lane.
X
x x
co
Prohibit EB & WB
..J
Left Turns.
X
x x
>
a
WB Right Turn Lane.
x
O
Additional ROW.
x
Z
(WITH 1ST AVE. CLOSE)
Signalization.
NB & SB Left Turn Lane.
Prohibit EB & WB Left
Turns.
WB Right Turn Lane.
Additional ROW.
F�-
Z
LLI
2
x x
X
O
x x
x
a
X X
x
z
W
x x
x
V
LL
U.
x x
x
co
856
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EXHIBIT 15
(CONTINUED)
..'�..
Improvement/
RO 2/6
Intersection
Existing
RG 2/5 RO
2/5
RO 3/6
RO 3/7
13 ST/2 AVE
Signal.
X
EB & WB Two Through
Lanes With All
fovements.
X
17B & SB Two Through
Lanes With All
Uj
Movements.
X
CO
EB & W-B Left Turn Lane.
X
X
X
Z
SB Additional Lane,
d
H
Restrip for Separate
Ca
Left, Right and Through.
X
X
X
O
Z
NB Left Turn Lane.
X
CO
i
Rephase Signal.
X
X
X
15 RD/2 AVENUE
EB & WB Through Lane
With All Movements.
NB Through Lane
With All Movements.
SB Two Lanes With
All Movements.
LSignalization.
Restripe SB Approach
L Lanes for Separate
Left and Through Lane.
EB & WB Left Turn Lanes.
L. NB Left Turn Lane.
2
W
F-
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N
X
J
Q
x
a
W
U
X
X
X
X
X
X
X
X
X
X
X
X
X
L1 The improvements listed above are those based on the capacity
analysis and do not include certain safety and operational
improvements recommended. Exhibit 16 summarizes all relevant
Limprovements.
85*-7 7
EXHIBIT 16
SUMMARY IMPROVEMENTS
(See Also Exhibit 17)
rl.OADWAYS
Roadway: S.W. 15th Road
1 j - Construct NB, S.W. 15th Road Two Through Lanes from
S.W. 1st Avenue to S.W. 13 Street/S.W. 3rd Avenue
with Transition North of Intersection.
TY
jA
Construct SB, S.W. 15th Road Two Through Lanes from
S.W. 3rd Avenue/S.W. 13th Street to S.W. 1st Avenue.
Roadway: S.W. 3rd Avenue
Close S.W. 3rd Avenue at S.W. 15th Road.
Roadway: S.W. 13th Street
Additional right-of-way (on north side of S.W.
I. 13th Street) from S.W. 1st Avenue to S.W. 15th
Road for WB; Right Turn Lane at S.W. 15th Road
and to Reconstruct S.W. 15th Road/S.W. 13th Street
Intersection.
L
40 -
�Mm - Remove On -Street Parking from S.W. 15th Road to
East of S.W. 2nd Avenue.
S1
Roadwav: S.W. 2nd Avenue
Remove On -Street Parking from S.W. 15th Road to
S.W. 12th Street.
- 1 815"76 -
0 0
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INTERSECTIONS
-
Intersection: S.W. 15th Road/3rd Avenue/13th Street
Traffic signal
- Construct SB Left Turn Lane.
- Reconstruct SB Right Turn Lane.
'
- Restripe SB Through/Left Turn Lane
for ' Separate Through Lane.
Construct NB Left Turn Lane.
Construct NB Through Lane.
Prohibit S.W. 3rd Avenue EB
'-
Left Turns at S.W. 15th Road.
- Construct EB S.W. 3rd Avenue
Right Turn Lane at S.W. 17th Road.
- Construct EB S.W. 3rd Avenue Right
Turn In and Out Only Lane at Pantry
Pride Entrance.
- Prohibit S.W. 13th Street WB Left
Turns at S.W. 15th Road.
- Construct WB S.W. 13th Street
Right Turn Lane at S.W. 15th Road.
lIntersection:
S.W. 15th Road/Pantry Pride Driveway
- Construct Right Turn In and Out Only
lox
Driveway at S.W. 15th Road.
# L
Intersection: S.W. 15th Road/S.W. 2nd Court
- Construct NB Left Turn Lane.
4
f
J
L - Construct NEB S.W. 2nd Court Left and Right
Turn Lanes at S.W. 15th Road.
�L
L
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856
Intersection: S.W. 2nd Court/S.W. 17th Road
Construct Left Turn Lane and Through/Right
Turn Lane at Pantry Pride Driveway.
Intersection: S.W. 15th Road/S.W. 2nd Avenue
Traffic Signal
Construct NB S.W. 15th Road Left Turn Lane.
Construct SB S.W. 15th Road Left Turn Lane.
Construct NEB S.W. 2nd Avenue Left Turn Lane
and Through/Right Turn Lane.
Reconstruct SB S.W. 2nd Avenue for Left Turn
Lane and Through/Right Turn Lane.
Intersection: S.W. 15th Road/S.W. 1st Avenue
Construct NB S.W. 15th Road Left Turn Lane.
Construct SB S.W. 15th Road Right Turn Lane.
Construct NEB S.W. 1st Avenue Left Turn Lane
and Right Turn Lane.
85- 76 .
0
Intersection: S.W. 13th Street/S.W. 2nd Avenue
Modify Traffic Signal.
Reconstruct EB S.W. 13th Street For Left
Turn Lane and Two Through Lanes.
- Reconstruct WB S.W. 13th Street for Left
Turn Lane and Two Through Lanes.
Reconstruct NB S.W. 2nd Avenue for Left
Turn Lane and Two Through Lanes.
Reconstruct SB S.W. 2nd Avenue for Left
Turn Lane, Through Lane and Right Turn Lane.
85m-76 ,
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ILW. 3rd. "E IU16th ROAD STUDY
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B.W. 3rd• AVENUE/15ft ROAD STUDY.
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,TES__ Project
Title:
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SW 3rd AVENUE / SW 15th ROAD STUDY
AREA CHARACTERISTICS
85-'76
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Project SW 3rd AVENUE / SW 15th ROAD STUDY
PROPERTY OWNERSHIP
85- 76
6
APPENDIX B — 50% AND 1009s DEVELOPMENT
IL
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17
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85-�76
I
either all day or only during the peak hours. Second,
consideration should be given to eventually eliminating one of
the five approaches to the intersection. This alternative would
` be a long term proposal and only feasible if alternative
circulation patterns can be realized to accommodate those
movements without adversely impacting the surrounding
neighborhoods and other intersections.
Future traffic volumes within the Study Area coincident with
100% redevelopment of the Primary Impact Area are a function of
Iseveral factors, not directly related to the rezoning scenarios,
iwhich are difficult to predict with any reasonable degree of
accuracy. Those factors include but are not limited to the
following.
1. Level of development activity in the Brickell Area
through the year 2000 and beyond and subject to market
conditions, economy and the like.
2. Future transit ridership throughout the community and
Lin particular within the Brickell Area and the CBD.
3. Changes in auto ownership, travel patterns and trip
9 P
generation.
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L B-5
85w-76 .
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4. Public policies concerning acceptable roadway and
intersection peak hour levels of service, on -site
parking requirements for future developments, and
peripheral/satellite parking policies.
5. Future roadway improvements in the area and the
resultant changes in travel patterns and volumes
(i.e., Miami River crossings, I-95 CBD access
improvements, and peak hour traffic management
programs - reversible lanes, turn restrictions and the
like).
Due to the above considerations, in combination with the study
area's proximity to and location within the Brickell Avenue
Area, future traffic conditions and improvements to the year
2000 are beyond the scope of this study and more properly
addressed in the Brickell Area Traffic Study. That study is
currently underway. The purpose of the study is to establish
the relationship between increased development in the Brickell
Avenue corridor and the transportation system serving the
corridor. That relationship would be described in terms of
significantly higher transportation demands and corresponding
transportation improvements needed to accommodate these future
demands.
B-6
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Improvements recommended in that study would be multi modal and
=
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be a combination of physical and operational changes. Further,
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it is possible that the results may indicate that potentially
s
.:....
feasible improvements may not be adequate to serve demands at
desirable levels or qualities of service. This would entail
consideration of policy decisions including acceptance of lower
levels of service, charges in development intensity and the
r.
like.
Recognizing that the Brickell Area Traffic Study is ongoing, then
x;
major arterials within the 15th Road/3rd Avenue Study Area were
(
analyzed on a link basis coincident with 100% redevelopment.
�s
-_;
That link analysis identified certain roadway segments of
-
concern from a capacity and operational standpoint.
Many of the capacity constraints along the roadway segments are
i
due to intersection geometrics (i.e., no separate left -turn
parking. As growth continues throughout
lanes) and on -street p g. g g
--
the Study Area and the Brickell Area, the following improvements
—_-
should be considered.
1. Construction of separate left and right turn
lanes at intersections.
2. Selective removal of on -street parking.
B-7
85"-7s
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3. Peak hour turn restrictions. ••-�
_
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Due to right-of-way constraints and environmental, scenic, and
_
aesthetic considerations certain roadway and intersection
1
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improvements will not be physically possible or undesirable form
a community standpoint. In addition to the on -street parking
removal and peak hour turn restrictions recommended above, other
"
operational improvements should be considered. These would
a
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include:
� •�
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1. Creation of one-way north/south and east/west
r
arterials.
4
2. Peak hour reversible lane operations on selected
- `
roadways.
Such improvements and their impacts on future operations should
--
be considered in an area -wide, systematic analysis and not as a
-
result of an individual project or a small area rezoning study.
Those improvements are more properly addressed in the Brickell
7
Area Traffic Study.
L
_
B B
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Intersection
3 Avenue/15 Road
( 13 Street/2 Avenue
I15 Road/2 Avenue
15 Road/Miami
15 Road/Brickell
Brickell/13 Street
sL25 Road/I-95 West
25 Road/I-95 East
Coral Way/3 Avenue
L
L
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EXHIBIT B-1
S.W. 15TH ROAD/3RD AVENUE STUDY
REDEVELOPMENT SCENARIOS
PERCENT OF INTERSECTION APPROACH VOLUMES
(50% REDEVELOPMENT
RG 2/5
API / PPI
1.5 /1. 7
1.2 / .85
10.8 /6.7
.65/ .49
0.19/0.16
0.05/0.05
0.43/0.14
0.13/0.07
0.21/0.20
RO 2/6
RO 2/5
AM/PM
4.9/ 3.0
1.9/ 2.6
18.2/16.8
2. 3/ 1.5
0.71/0.44
0.18/0.15
1.29/0.56
0.06/0.74
0.71/0.63
RO 3/6
AM/PM
7.80/4.9
3.2/ 4.1
25.2/24.8
3.8/ 2.7
1.2/ 0.79
0.31/0.26
2.20/0.93
0.06/1.24
1.20/1.06
♦ v�
RO 3. 7
AM/PM
10.8 /
6.9
4._4 /
5.9
34.4 /32.1
5.4 /
3.96
1.71/
1.16
0.41/
0.43
3.71/
1.35
0.11/
1.75
1.76/
1.54
SS--7s
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EXHIBIT B-2
v
SUMMARY IMPROVEMENTS
(See Also Exhibit 17)
ROADWAYS
b
3
Roadway: S.W. 15th Road
- Construct NB S.W. 15th Road Two Through
Lanes from
ter'
t
i{
9
S.W. 1st Avenue to S.W. 13 Street/S.W. 3rd Avenue
1
with Transition North of Intersection.
{
Construct SB S.W. 15th Road Two Through
Lanes from
_
4.p
S.W. 3rd Avenue/S.W. 13th Street to S.W.
1st Avenue.
"
T _
f�
Roadway: S.W. 3rd Avenue
Close S.W. 3rd Avenue at S.W. 15th Road._-
t
i
7
INTERSECTIONS
Intersection: S.W. 15th Road/3rd Avenue/13th
Street
Traffic
signal
- Construct SB Left Turn Lane.
- Reconstruct SB Right Turn Lane.
- Restripe SB Through/Left Turn Lane
for Separate Through Lane.
- Construct NB Left Lane.
- Construct NB Through Lane.
- Prohibit S.W. 3rd Avenue EB
Left Turns at S.W. 15th Road.
L
- Construct EB S.W. 3rd Avenue Left
Turn Lane at S.W. 17th Road.
SS6
Construct EB S.W. 3rd Avenue Right
Turn In and Out Only Lane at Pantry
Pride Entrance.
Prohibit S.W. 13th Street WB Left
Turns at S.W. 15th Road.
Intersection: S.W. 15th Road/Pantry Pride Driveway
Construct Right Turn In and Out Only
Driveway at S.W. 15th Road.
Intersection: S.W. 15th Road/S.W. 2nd Court
Construct NB Left Turn Lane.
Construct NEB S.W. 2nd Court Left and Right
Turn Lanes at S.W. 15th Road.
Intersection: S.W. 2nd Court/S.W. 17th Road
Construct Left Turn Lane and Through/Right
Turn Lane at Pantry Pride Driveway.
Intersection: S.W. 15th Road/S.W. 2nd Avenue
Construct NB S.W. 15th Road Left Turn Lane.
Construct SB S.W. 15th Road Left Turn Lane.
Construct NEB S.W. 2nd Avenue Left Turn Lane
and Through/Right Turn Lane.
E3Som76
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LUMMER
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S.W. 9ra AVENUVISOL ROAD STUDY
3
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EXHIBIT B-4
SUMMARY LOS
50% REDEVELOPMENT PM PEAK HOUR
Intersection
13 Street/Brickell
15 Road/Miami Avenue ,
15 Road/Brickell Avenue
25 Road/I-95 West
Oft 25 Road/I-95 East
4
k
Zoning
RG 2/5
RO 2/5
RO 2/6
RO 3/7
RG 2/5
RO 2/5
RO 2/6
RO 3/7
RG 2/5
RO 2/5
RO 2/6
RO 3/7
RG 2/5
RO 2/5
RO 2/6
RO 3/7
RG 2/5
RO 2/5
RO 2/6
RO 3/7
1 At4 Peak hour analysis (worse condition).
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1-95/SmWm 15 GOAD
'ALs4hV4VING STUDY
nnip CITY OF MIAMI PLANNING DEPARTMENT
DECEMBER, 1984
85-76
. - -
I-95/S.W. 15th ROAD PLANNING STUDY
Prepared by the City of Miami Planning Department
Sergio Rodriguez, Director
Catherine B. Swanson, Planner I
Olga Garcia, Graphics
Hugo Diaz, Cover Page
Sabrina Singletary, Report Text
December, 1984
r
i
I956
E
Purpose of Study
This report is a result of the City Commission's request
(Motion No. 83-1002, October 27, 1983) for the City of Miami
Planning Department to study the area generally bounded by SW
15th Road, I-95 Expressway, SW 2nd Court and SW 1st Avenue
(adjacent to Metro -rail right-of-way) for a possible change of
zoning of a five block area based upon a changing neighborhood
pattern (see Map 1, attached).
Recommendation
A change of zoning classification from RS 2/2 and RG 2/5 to
RO 1/5 and RO 3/5 is recommended for the five block area under
study provided that necessary sewer and transportation
improvements are made to respond to increased service demands.
Rationale
Years ago, this neighborhood served as a desirable and
convenient suburb to the Downtown area. The residential quietude
was disrupted in the mid-1960's by the physical placement of the
I-95 Expressway which virtually severed the small area under
study from its larger neighborhood to the west. To the south,
the Florida East Coast railway was replaced by Metrorail further
emphasizing a physical separation from other nearby single family
areas.
Page 1 of 11
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The land around the Pantry Pride site was recently assembled
and rezoned from RS 2/2 and RG 2/5 to CR 2/7. (Ordinance 9764).
A 30 story office building of approximately 265,000 square feet
is proposed for the site. The Planning Department opposed this
change of zoning because the magnitude of the proposed project
and poor access was certain to impact on the residential
character of the study area. This proposed project and the
impact of growth and development in the Brickell area will change
current conditions in the area. While plans include the
continued operation and incorporation of the Pantry Pride grocery
store, there will be no significant protective buffer to the
adjacent, predominantly single family, neighborhood to the south.
To the east of the study area lies an equally intensive zone of
RO 3/7 (F.A.R. of_1.72). Land in this area is currently being
assembled and projects similar in scale to the Pantry Pride site
are anticipated. Still further east of the study area is the
Brickell Transit Station (zoned SPI-7) where floor area ratios of
8.0 can be realized provided all available bonuses are achieved.
Clearly, the land uses and intensities surrounding the study area
have changed dramatically over the past twenty years replacing a
low scale suburban residential area with an extension of
Downtown.
While such changes have been evolutionary in part, during
the recent rezoning of the Pantry Pride site the City Commission
Page 2 of 11
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instructed the Planning Department (at the encouragement of area
residents) to consider rezoning the remaining single family and
moderately scaled multi -family zones of the "triangle" to better
reflect the dynamics of a changing neighborhood.
After carefully considering available alternatives
(see Alternatives discussion), the Planning Department has
determined that a change of zoning for the area bounded by
SW 2nd Court, SW 15th Road, I-95 Expressway and SW 1st Avenue
from RS 2/2: Single Family and RG 2/5: General Residential
(Multi -family) to RO 1/5: Residential/Office and RO 3/5:
Residential would be appropriate. By rezoning blocks A, B, C and
portions of blocks D and E (see Map 2, attached) to RO 1/5,
moderately scaled professional offices (including medical and
dental clinics) would be permitted and introduced into the area
through possible conversions of existing apartment buildings and
homes. Such conversions would serve as compatible uses with
those units that elected to remain residential either out of
preference or due to soft office markets. By rezoning the
remaining portions of blocks D and E to RO 3/5 a "use" buffer
would be established between the RO 3/7 to the east of the study
area and the RO 1/5. Additionally, since the lots front on S.W.
15th Road appropriate access for those uses specifically
associated with the RO 3 District. Due to the physical
boundaries (e.g., I-95 and Metrorail) separating this area from
Page 3 of 11
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instructed the Planning Department (at the encouragement of area
residents) to consider rezoning the remaining single family and
moderately scaled multi -family zones of the "triangle" to better
reflect the dynamics of a changing neighborhood.
After carefully considering available alternatives
(see Alternatives discussion), the Planning Department has
determined that a change of zoning for the area bounded by
SW 2nd Court, SW 15th Road, I-95 Expressway and SW 1st Avenue
from RS 2/2: Single Family and RG 2/5: General Residential
(Multi -family) to RO 1/5: Residential/Office and RO 3/5:
Residential would be appropriate. By rezoning blocks A, B, C and
portions of blocks D and E (see Map 2, attached) to RO 1/5,
moderately scaled professional offices (including medical and
dental clinics) would be permitted and introduced into the area
through possible conversions of existing apartment buildings and
homes. Such conversions would serve as compatible uses with
those units that elected to remain residential either out of
preference or due to soft office markets. By rezoning the
remaining portions of blocks D and E to RO 3/5 a cruse" buffer
would be established between the RO 3/7 to the east of the study
area and the RO 1/5. Additionally, since the lots front on S.W.
15th Road appropriate access for those uses specifically
associated with the RO 3 District. Due to the physical
boundaries (e.g., I-95 and Metrorail) separating this area from
Page 3 of 11
85 -76 .
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nearby single family residential neighborhoods, there is no
threat that such rezoning would spread to other single family
districts. Although higher intensities were considered for the
study area, they are not recommended due to the limited access
within the area and since office supply in the City is already in
abundant supply. To rezone only that portion along S.W. 15th
Road to higher intensities would violate the attempt to establish
a buffer between the RO 1/5 and RO 3/7 across the street.
The Planning Department forsees that because of the office
and residential market in this area, it will remain a mixture of
existing residential structures, residences converted to offices,
new residential structures and new office buildings for next 5 to
10 years. Rezoning will accomadate gradual, not sweeping,
changes of use.
Study Area, Defined
The primary study area, consisting of a five block area, has
the following boundaries: S.W. 15th Road to the northeast;
S.W. 1st Avenue to the southeast; I-95 Expressway to the west and
S.W. 2nd Court to the north (see Map 1, attached).
Existing Land Use and Zoning
The study area is residential in nature. While the area
includes some two family and apartment units, it is primarily a
well maintained single family neighborhood with the structures in
sound condition. (see Map 3, attached).
Page 4 of 11
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IWAPO
Although there are technically 5 blocks within the primary
study area, the I-95 right -of way has divided several blocks,
creating a number of odd shaped lots with one block providing
extremely limited development potential (see Map 2, Block B). As
with the Pantry Pride site to the north, it is likely that this
lot will be incorporated with an adjacent site through the
possible closing of that portion of SW 18th Road.
Existing zoning in the five block area is RS 2/2:
Single Family and RG 2/5: General Residential. The RG 2/5
zoning (which permits multi -family) abutts SW 15th Road and
SW 1st Avenue. The recent rezoning of the Pantry Pride site
extended high-rise commercial/residential development (CR 2/7)
into the low scale residential area along SW 2nd Court. The
floor area ratio (FAR) for this site is 1.72 as compared to the
adjacent .28 FAR for the RS 2/2: Single Family zone (see Map 4,
attached).
To the northeast of the study area there is an equally
intensive zone permitting high rise residential/office
developments (RO 3/7). Further east is the SPI-7 district which
permits extremely high office and residential developments with
floor area ratios of 8.0 (provided all bonuses are achieved).
I-95 Expressway forms a western barrier and Metrorail forms an
eastern and southern boundary.
Page 5 of 11
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Sewers
As currently zoned, the sanitary sewer capacities are
adequate in the area. According to the City of Miami
Public Works Department, however, a sanitary sewer modification
will be required to upgrade the zoning to an RO 1/5 or higher.
The exact system design and schedule would depend on actual
development timing and is estimated at $150,000.
Water Supply
The Miami Dade Water and Sewer Authority Department is
currently reviewing the rezoning scenarios in order to determine
the potential impact on the water system in the area.
Transportation Improvements
The Transportation Consulting firm ,of David Plummer and
Associates was contracted to perform an indepth traffic study
for the area. Their report, entitled SW 15th Road/SW 3rd Avenue
Traffic Study outlines necessary improvements in the primary and
extended study areas. It is important to note that needed
improvements are a result of other area development volumes
rather than a specific rezoning scenario for the primary study
area. No traffic improvements in the area could sufficiently
support an RO 3/7 but the actions and improvements necessary for
the other rezoning scenarios considered are summarized below.
For a technical description of improvements, see Exhibit
Page 6 of 11
85-76 -
1. Keep S.W. 1st Avenue Open. From purely a traffic
standpoint, S.W. 1st Avenue should remain open to the
south so as to provide an alternative access route to
SW 25th Road, I-95, S.W. 3rd Avenue and Coral Way.
Although through traffic on S.W. 1st Avenue nas been
the subject of residential concern for sometime, it is
r!� recommended that no immediate closure action be taken.
Rather, traffic infiltration should be monitored as
redevelopment takes place and corrective action be
taken as needed.
2. Intersection Improvements Needed. (Project improvement
costs: $1.4 million without right-of-way costs)
Intersection improvements at S.W. 15th Road/S.W. 3rd
Avenue, S.W. 13th Street 1st S.W. 2nd Avenue, and S.W.
15th Road /S.W. 2nd Avenue are necessary to support all
area development and the rezoning scenarios (RG 2/5, RO
1/5, RO 2/5, RO 2/6 and RO 3/6) at 100% redevelopment.
Improvements to the S.W. 15th Road intersections are
mandated in recent Development Orders issued by the
City. '
3. Revise Pantry Pride Site Plan. T1he current site plan
-
for the Pantry Pride Project places one driveway on
S.W. 3rd Avenue, two driveways on S.W. 15th Road, and
three driveways on S.W. 2nd Court. Several of the
Page 7 of 11
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driveways, particularly those on S.W. 15th Road, are
not compatible with the recommended improvements for
the S.W. 15th Road/S.W. 3rd Avenue intersection site
Plan. Driveway modifications shoula incivae a
redesigned right -turn inbound only driveway on S.W. 3rd
Avenue, one right -turn in and out only driveway on S.W.
15th Road, and one driveway with all movements on S.W.
2nd Court.
Zoning Alternatives Considered
Several alternative rezoning scenarios were considered for
the study area. Specifically, they included the following:
1. Do nothing. Prior to the rezoning of the Pantry Pride
site, this would have been an appropriate option. The single
family area, however, has been directly impacted by this rezoning
to the extent that some type of zoning action should be
initiated.
r� 2. Rezone RS 2/2 to RG 2/5. The eastern portion of the
study area fronting on S.W. 15th Road from S.W. 2nd Court to S.W
1st Avenue is currently zoned RG 2/5. RG is a general
residential zoning district which allows attached one and two
family dwellings and multiple dwellings. Buildings range from
two to ten stories and density from twenty to sixty units per
acre. Land use intensity sector 5 (RG 2/5) permits an FAR of .75
(building floor area divided by gross lot area). Required
parking is 1.2 spaces per dwelling unit.
Page 8 of 11
.r
Prior to the Pantry Pride rezoning, this was a viable
option, creating a residential enclave served by the Pantry Pride
F"
.
supermarket and convenient to places of employment. After the
[.
Pantry Pride rezoning, the Planning Department doubts that multi
'4{
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family residential development would infact result from a change
t
of zoning or that the residential character could be sustained.
Rezone Entire Study Area to RO 1/5 This option allows
for a gradual change of use to offices, perhaps making use of
existing residential buildings. At the same time, existing or
--1
new residential uses are not precluded. This reacts to two.
;
-..
markets --growing office uses in Brickell area and the housing
R
market providing housing convenient to places of employment in
Brickell and Downtown. In RO 1/5, uses are permitted as for
RG 2, and in addition offices not selling merchandise, medical
and dental clinics are allowed, provided .that when office and
residential uses are in the same building they must be properly
separated. As with RG 2/5, the land use intensity is .75 FAR.
Required parking is 1 per 450 sq. ft. of gross floor area. See
"Rationale" section for further discussion.
4. Rezone Entire Study Area to RO 2/5. RO 2/5:
Residential/Office would permit generally the same types of
professional offices as for RO 1/5 with a similar floor area
ratio of .75. In addition, RO 2/5 would allow commercial parking
garages and off -site parking facilities with special exception.
Page 9 of 11
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85w-7F
Due to the proximity of SPI-7, and other high intensity zones,
this area, if zoned RO 2/5, it could possibly serve as a parking
facility for higher scaled developments. This option, because of
the potential land -use and traffic -related concerns, could not be
recommended. (There is no land in the City of Miami zoned RO 2
as December, 1984).
Rezone Entire Study Area to RO 3/5
In addition to those uses permitted in RC 1 and P,01 ?; this
district would also permit the establishment of travel agencies;,
medical reference laboratories, banks and other financial
institutions. Because of the limited access to and from the area
(caused by I-95 and Metro -rail), banks, and the traffic they
historically generate, could not be properly serviced in the
area. Therefore, this rezoning alternative could only be
recommended for those lots facing S.W. 15t1, Road.
Additional alternatives were also reviewed that suggested an
increase in sectors from a recommended "5" to a possible
116" or 117" with FARs of 1.21 and 1.72 respectively. From a
traffic standpoint, it was determined that the area could not
support an increase to a sector 7 even with transportation
improvements. With required improvements, a sector 116" for any
of the Residential/Office zones (i.e., RO 1, RO 2, RO 3) would
result in the area roadways reaching the absolute limits in terms
of acceptable levels of service for urban roadways. Not only
Page 10 of 11
85��,1
A
would a sector 116" place added stress on the roadway system, the
higher buildings would create a less than compatible scale with
those adjacent single family homes
that did not convert to
v_
professional offices either .out
of
preference or due to soft
market pressures. Additionally,
high
rise office development in
this area could compete with
our
objectives to concentrate
A M.e
development in the downtown area
and around transit stations.
Reduce Pantry Pride Development
In addition to area —wide rezoning alternatives, the
Planning Department also considered the impact that a decrease in
zoning intensity for certain portions of the Pantry Pride site
would have in terms of traffic relief. Undertaking this option
would be reverting to the situation prior to rezoning
Pantry Pride, coupled with maintaing the status quo for the
residential area. In the long run, necessary accomadation.to
development pressures will force a change of zoning of the single
family area. Such rezoning procedures, it was concluded, would
not significantly improve anticipated levels of service for the
area. This recommendation, therefore, could not be recommended.
Studies did indicate however that revisions must be made to the
Pantry Pride site plan including the relocation of the office
access/eqress to SW 2nd Court and aligned with SW 17th Road.
(see Exhibit 2, attached).
Page 11 of 11
r
850-76 s
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Ef
would a sector 116" place added stress on the roadway system, the
higher buildings would create a less than compatible scale with
those adjacent single family homes that did not convert to
professional offices either out of preference or due to soft
market pressures. Additionally, high rise office development in
this area could compete with our objectives to concentrate
development in the downtown area and around transit stations.
Reduce Pantry Pride Development
In addition to area -wide rezoning alternatives, the
Planning Department also considered the impact that a decrease in
zoning intensity for certain portions of the Pantry Pride site
would have in terms of traffic relief. Undertaking this option
would be reverting to the situation prior to rezoning
Pantry Pride, coupled with maintaing the status quo for the
residential area. In the long run, necessary accomadation.to
development pressures will force a change of zoning of the single
family area. Such rezoning procedures, it was concluded, would
not significantly improve anticipated levels of service for the
area. This recommendation, therefore, could not be recommended.
Studies did indicate however that revisions must be made to the
Pantry Pride site plan including the relocation of the office
access/eqress to SW 2nd Court and aligned with SW 17th Road.
(see Exhibit 2, attached).
Page 11 of 11
8s--17s t
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EXISTING Z014ING
RS-2/2 RG-2/5
SINGLE FAM. GENERAL RESIDENTIAL
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S S, 14 TER
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0 loo 200 400
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14 ST
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ZONING RECOMM"BENDATIONS
REZONE TO RO- 1/5 RESIDENTIAL OFFICE
REZONE TO RO- 3/5 RESIDENTIAL OFFICE
0 100 200 400
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i EXHIBIT 1
P.OADT1AYS
Roadwav: S.W. 15th Road
Construct NB S.W. 15th Road Two Through Lanes from
k`. S.W. 1st Avenue to S.W. 13 Street/S.W. 3rd Avenue
with Transition North of Intersection.
Construct SB S.W. 15th Road Two Through Lanes from
S.W. 3rd Avenue/S.W. 13th Street to S.W. 1st Avenue.
r; Roadwav: S.W. 3rd Avenue
- Close S.W. 3rd Avenue at S.W. 15th Road.
Roadwav: S.W. 13th Street
Additional right-of-way (on north side of S.W.
13th Street) from S.W. 1st Avenue to S.W. 15th
Road for WB Right Turn Lane at S.W. 15th Road
and to Reconstruct S.W. 15th Road/S.W. 13th Street
Intersection.
Remove On -Street Parking from S.W. 15th Road to
East of S.W. 2nd Avenue.
Roadwav: S.W. 2nd Avenue
Remove On -Street Parking from S.W. 15th Road to
S.W. 12th Street.
r^ -
85 R
I.ITERSECTIONS
Intersection: S.W. 15th Road/3rd Avenue/13th Street
- Traffic signal
- Construct SB Left Turn Lane.
- Reconstruct SB Right Turn Lane.
- Restripe SB Through/Left Turn Lane
for Separate Through Lane.
- Construct NB Left Turn Lane.
- Construct NB Through Lane.
- Prohibit S.W. 3rd Avenue EB
Left Turns at S.W. 15th Road.
- Construct EB S.W. 3rd Avenue
Right Turn Lane at S.W. 17th Road.
- Construct EB S.W. 3rd Avenue Right
Turn In and Out Only Lane at Pantry
Pride Entrance.
- Prohibit S.W. 13th Street WB Left
Turns at S.W. 15th Road.
- Construct WB S.W. 13th Street
Right Turn Lane at S.W. 15th Road.
Intersection: S.W. 15th Road/Pantry Pride Driveway
Construct Right Turn In and Out Only
Driveway at S.W. 15th Road.
Intersection: S.W. 15th Road/S.W. 2nd Court
Construct NB Left Turn Lane.
Construct NEB S.W. 2nd Court Left and Right
Turn Lanes at S.W. 15th Road.
W
45 410
Intersection: S.W. 2nd Court/S.W. 17th Road
1
- Construct Left Turn Lane and Through/Right
Turn Lane at Pantry Pride Driveway.
Intersection: S.W. 15th Road/S.W. 2nd Avenue
Traffic Signal
Construct NB S.W. 15th Road Left Turn Lane.
Construct SB S.W. 15th Road Left Turn Lane.
Construct NEB S.W. 2nd Avenue Left Turn Lane
and Through/Right Turn Lane.
Reconstruct SB S.W. 2nd Avenue for Left Turn
Lane and Through/Right Turn Lane.
Intersection: S.W. 15th Road/S.W. 1st Avenue
- Construct NB S.W. 15th Road Left Turn Lane.
Construct SB S.W. 15th Road Right Turn Lane.
Construct NEB S.W. 1st Avenue Left Turn Lane
and Right Turn Lane.
135
I
Intersection: S.W. 13th Street/S.W. 2nd Avenue
modify Traffic Signal.
Reconstruct EB S.W. 13th Street For Left -
Turn Lane and Two Through Lanes.
Reconstruct WB S.W. 13th Street for Left
Turn Lane and Two Through Lanes.
Reconstruct NB S.W. 2nd Avenue for Left
Turn Lane and Two Through Lanes.
Reconstruct SB S.W. 2nd Avenue for Left
Turn Lane, Through Lane and Right Turn Lane.
EXHIBIT 2
Pantry Pride Development Driveways
The current site plan for the Pantry Pride redevelopment project
identifies six driveways: one inbound only driveway from S.W.
3rd Avenue, two driveways on S.W. 15th Road and three driveways
on S.W. 2nd Court. Of particular concern are the driveways on
S.11. 3rd Avenue and S.W. 15th Road.
The inbound only driveway from S.W. 3rd Avenue is shown as
intersecting with that arterial at a right angle. This
configuration would create a stop condition for those entering
the Project at the point where S.W. 3rd Avenue begins to curve
through the intersection with S.W. 15th Road. It is recommended
that a separate eastbound right -turn lane be constructed on S.W.
3rd Avenue for Pantry Pride access. It appears that there is
sufficient width between I-95 columns to accommodate that turn
lane. In addition, the driveway entrance should be redesigned
to allow channelization of development traffic and provide a
free flow movement into the site. That entrance should remain
as a right -turn inbound only.
Two driveways providing all movements and with median openings
are provided on S.W. 15th Road between S.W. 3rd Avenue and S.W.
2nd Court. One driveway is intended to serve the retail
component of the development while the other would serve the
office uses. Those driveways are less than forty feet apart
which when combined with the median openings will result in
8S"-76 .
NO
conflicting vehicular movements. In addition, both 'median
openings as shown would interfere with the proper operation of
'.? the future northbound S.W. 15th Road left turn lane at S.W. 3rd
Avenue.
it It is recommended that the two driveways on S.W. 151-h Road t-e
1
_u combined into one. That driveway would provide right turn in
N# and outbound movements only. The redesigned driveway should be
a
,. oriented to the retail component of the development.
EJ l
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c
Three driveways are shown on S.W. 2nd Court. Two are intended
as service drives while the other provides access/egress to the
surface parking facility on the west side of the Project. In
light of the previous recommendations, the office access/egress
should be relocated to S.W. 2nd Court. That driveway would be
best located so as to align with S.W. 17th Road.
SS^'76