HomeMy WebLinkAboutR-83-054317,
3-83-484
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RESOLUTION NO. 83-543,
A RFSOLt1TION APPRf3VING THE ATTACHED
FUNDING PROPOSAL DATED JUNE 79 1983 FOR
IMPLEMENTING THE FULL DOWNTOWN PEOPLE
MOVER SYSTEM WITH FUNDS FROM THE FLORIDA
POWER AND 1,1G11I FRANCHISE TAX IN AN
AMOUNT NOT TO EXCEED 10,5F, MILI.TON
DOLLARS AS THE CITY'S FUNDING SHARE.
WHEREAS, the Pity Commi:,si.on adopted Resnlution No.
79-744 on October 31, 1979 approving a funding proposal for
the Downtown People Mover Project which provided For a
contribution of up to 9.9 million dollars as the City's
funding share; and
WHEREAS, an extension of the syst.ein as originally
designed has been recommended by Metropolitan Dade County
with most of the funding to be requested from the United
States Department. of Transportation; and
WHEREAS, the expansion of the system is a critical need
to adequately serve the downtown arei3; and
W H E R E A 5 9 the additional .66 million dollars is expected
to generate over $150,000,000 in additional federal dollars
to construct the system;
NOW, THEREFORE, BE IT RESOLVED BY THE COMMISSION OF THE
CITY OF MIAMI, FLORIDA:
Section 1. The funding plan outlined in the attached
Funding Proposal for implementing the full Downtown People
Mover System dated June 7, 1983 is hereby approved.
Section 2. Use of funds from the Florida Power and
Light Franchise tax in the amount specified in the said
Proposal is hereby committed upon the assurance that the
City's funding share in the funding plan delineated in the
said Proposal not exceed 10.56 Million Dollars.
CITY COMMISSION
MEETING OF
J U N 15 1983
i'Bol u i,a.,
P.EMAPKS. ,
I
PASSED AND ADOPTED this 15th day of June , 1983.
Maurice A. Ferr
MAURICE A. FERRE
M A Y O R
1 RAL 1 G. ONGIE, CITY Cl__ K
PREPARED AND APPROVED BY:
ROBERT F. CI_ARK
DEPUTY CITY ATTORNEY
APPROVED AS TO FORM AND CORRECTNESS:
? 29t:�� J
G RCIA-PEDROSA
°.CITY ATTORNEY
83--S 43!
V
I.
36
Honorable Mayor and
Members of the
City Commission
�,.., Howard V. Gary
City Manager
IIt :Mt. �, c,V.
=T� June 7, 1983 9-ILE
Downtown People Mover
Stage II Funding
4 EFF ENC 5
.`JG 1. C.3..=1�5.
In October 1979, Miami City Commission Resolution 79-744 committed
the use of Florida Power and Light Franchise Tax proceeds in an
amount not to exceed $9,900,000 as our portion of the local share
for the Downtown People Mover (DPM). At that time, the total system
was expected to cost $165,000,000.
Subsequently, Metropolitan Dade County received Federal approval
for the DPM Stage I funding to construct the 1.9 mile DPM loop. The
current cost estimate for the loop is approximately $140,000,000 with
$2,440,000 provided by the City of Miami.
Metropolitan Dade County and the People Mover Advisory Committee
have agreed to seek full Stage II funding (Brickell and OMNI legs)
from the Federal Government and the County has prepared a grant
application seeking $150,835,500 as part of a total package of
approximately $201,114,000. The funding package assumes State
participation for 12-1/2% of the funds and an imposition of a
special assessment on private development(s) similar to the one
imposed in the Downtown loop area. This assessment will generate
$10,000,000 for the DPM. The formula would require the balance of
the original $9.9 million, plus an additional $659,320 from the City.
Since our original share of the $165,000,000 project defined in
1979 was $9,900,000, a $659,320 increase in relationship to a total
budget increase of over $165,000,000 is not excessive. Therefore,
it is recommended that the City Commission enact a resolution indica-
ting that it will pledge Florida Power and Light Franchise Tax por-
ceeds in an amount not to exceed $10,560,000 for the DPM. This
resolution would enable the County to file the application for
full DPM Stage II funding with the assurance that the City's
funds would be forthcoming as needed. This project is extremely
important to the future of Downtown and it is recommended that the
Commission enact the attached resolution.
Attached for your information is a letter from County Manager Merrett
Stierheim requesting the additional monies and transmitting background
information.
83-543r
I
Howard V. Gary June 7, 1983 -ILE.
City Manager
Downtown People Mover
Stage II Funding
7_ �c
Jim Reid °F='F`"
= ROM i--
Assistant City Manager - ���
In October 1979, Miami City Commission Resolution 79-744 committed
the use of Florida Power and Light Franchise Tax proceeds in an
amount not to exceed $9,900,000 as our portion of the local share
for the Downtown People Mover (DPM). At that time, the total system
was expected to cost $165,000,000,
Subsequently, Metropolitan Dade County received Federal approval
for the DPM Stage I funding to construct the 1.9 mile DPM loop. The
current cost estimate for the loop is approximately $130,000,000 with
$2,440,000 provided by the City of Miami.
Metropolitan Dade County and the People Mover Advisory Committee
have agreed to seek full Stage II funding (Brickell and OMNI legs)
from the Federal Government and the County has prepared a grant
application seeking $150,835,500 as part of a total package of
approximately $201,114,000. The funding package assumes State
participation for 12-1/20 of the funds and an imposition of a
special assessment on private development(s) similar to the one
imposed in the Downtown loop area. This assessment will generate
$10,000,000 for the DPM. The formula would require the balance of
the original $9.9 million, plus an additional $659,320 from the City.
Since our original share of the $165,000,000 project defined in
1979 was $9,900,000, a $659,320 increase in relationship to a total
budget increase of over $165,000,000 is not excessive. Therefore,
it is recommended that the City Commission enact a resolution indica-
ting that it will pledge Florida Power and Light Franchise Tax pro-
ceeds in an amount not to exceed $10,560,000 for the DPM. This
resolution would enable the County to file the application for
full DPM Stage II funding with the assurance that the City's
funds would be forthcoming as needed. This project is extremely
important to the future of Downtown and it is recommended that the
Commission enact the attached resolution.
Attached for your information is a letter from County Manager Merrett
Stierheim requesting the additional monies and transmitting background
information.
83-543(
C
METROPOLITAN DADE COUNTY, FLORIDA
METRO DADE t
Mr. Howard Gary
City Manager
City of Miami
Pan American Plaza
City Hall
Miami, Florida 33 33
Dear h1r. ry:
The purpose of this correspondence is to
City of iMiami's understanding of funding
Component of Metrorail (DCM).
OFFICE OF COUNTY MANAGER
911 COURTHOUSE
MIAMI, FLORIDA 33130
(305) 579.5311
MAY 1 N '983
finalize Dade County's, and the
commitments for the Downtown
As you know Dade County considers the DCM to be an integral element of
the county's overall transportation program. For this reason Dade County
has diligently worked with the Urban Mass Transportation Administration
(UMTA), the City of Miami, and the private sector to form an excellent
working relationship with the primary goal of making the DCM a reality.
As originally conceptualized, the DCM will consist of a loop around the
central business district (CBD); a northern leg serving the Omni area;
and a southern leg serving the Brickell Avenue area (see attachment).
Funding constraints imposed by UMTA made construction of the entire system
in a single step infeasible. Stage I, which consists of the CBO loop, has
received funding and is currently under construction. The extension of
the system, which consists of both the north and the south legs, has had
preliminary engineering performed and work is underway on a draft environ-
mental impact statement.
In order to proceed with the implementation of the extensions, approximately
$201,114,000 must be made available. Dade County is prepared to submit a
capital grant application to UMTA for $150,835,500, which is equal to 75ro of
the total project cost. Prior to submission of the application, however, we
must be able to show that the 25110 local match equaling $50,278,500 is avail-
able.
The City Commission, in Resolution No.79-744, committed $9.9 million to
assist in the construction of the DCM. To date $3,320,070 has been
encumbered as follows:
83-54�,
4
Mr. Howard Gary
Page -2- Cont'd
S 2,340,000 - Stage I Contribution
$ 732,400 - Agreed upon Changes to World Trade Center Garage
S 87,678 - Additional Changes to World Trade Center Garage
S 59,992 - Changes made at Dade County's request to World
Trade Center
100,000 - City share for Biscayne Boulevard Parking Improvements.
The importance of the City's contribution can best be illustrated by the
progress that has occurred in the DCH project to date. The above mentioned
$3,320,070, when coupled with.Dade County's contribution of over $17 million
and the private sector's dedication of $20 million, has enabled us to secure
over $64 million in federal funds and almost $12 million from the state.
The net result is that full funding is on hand for the Stage I C5D loop.
It is our hope that we can continue to rely on the City of Miami in our
efforts to secure funding for the Stage II,extensions. As mentioned earlier
the sum of S50,278,500 is required by UMTA as a local match. Dade County,
the State of Florida, and the private sector will be able to commit a maximum
total of $43,039,250. The only other source available for the balance of
local funding ($7,239,250) is the City of Miami. In order to provide this
sum, which is essential to our effort to obtain federal funding for the exten-
sions, it is necessary for the City to exceed its previous commitment of S9.9
million by $659,320. Therefore, please consider this letter a formal request
that the City of Miami make the sum of-S7,239,250 available, to complete the
local match, :ihich would allow Dade. County to secure the $150,335,500 in
federal funds for completion of the Stage II DCM extensions.
This matter has been discussed and endorsed by the Downtown Transportation
Policy Committee at their January, 1983 meeting. In addition, we have
coordinated this approach with Jim Reid of your staff and with the Downtown
Development Authority. A copy of the draft DC[4 extension application is
enclosed for your review, along with a copy of the City's original resolution
for the full DCM system. Endorsement by the City Commission of the draft
application is needed, along with the commitment of City funds, prior to
submitting the application to UMTA.
If you need any additional information pertaining to this subject please
feel free to contact Mr. Alan C. Wulkan, Director of Governmental Relations
for the Dade County Transportation ministration at 579-3802.
S ncere L
N. R. Stierheim L S
County Manager
83-54
ADOPTED D P M ALIGNMENT
:, - m u& % tt,.&-.CE
0 F, ed STATIC" 8 "o .3, 83-543'
A R ,OLUILIC AP : RO'liii:i THE ATTACHED P=' d FUIZI;IG
PRCFGSAL J_ I;'IFL:.;i;✓"iTiii_, THE FULL Si, N OF THE
DOWNTG.-IN PEOPLE ;MOVER PRODE CT ,'JITH FUNDS THEREFOR
FROM THE FLORIDA POWER AND LIGHT FRAINCHISE TAX, WITH
THE CITY' S FUNDING SHARE NIOT TO EXCEED 9.-S MULLION
DcL�ARS . is J
;!HERE 3, the City of ',Iiar,i desires to construct the full
Do:into:,n P'eoplc !'lover System to serve the transportation needs
of the Do:•rnto:•m area and the re=ion; and
iHEF-EAS, the � „ funding proposal has been developed
to secure fu+_ unding of the Dcwnto:•rn Pecple "lover project by
the Urban Mass Transit Administration;
NO:v, THEREFCRE: BE IT RESOLVED BY THE C0;•7?IISSION OF THE
CITY OF MIAIMI, FLORIDA:
Section 1. The City Commission approves and endorses the
funding plan outlined in the attached Pr-erian Fundin.�*Proposal.
Section 2. The City Commission hereby co,;,r.,its the use of
funds from the Florida Power and Light Franchise tax in the
amount sneeified In the said Prsnosal to ensure that the City's
funding share in the funding plan delineated in the said Pro-
cosp 1 not exceed Killion Dollars. -
PASSED AND ADOPTED this 3trr-'day of October 19�9.
Ci--_P-
C L
PRE?, D AND APPROVED/
Maurice A. Ferre
M A Y C R
"DOCUMENT NDEX
ITEM N0. IF
83-543k
PART I
APPLICATION FORTS
c
83-543
FEDERAL ASSISTANCE Z. APPLI- i. NUMBER
_ CANrs FL-03-0050
1. TYPE PREAPPIICA71ON APPLI• b. DATE
ACTION O APPLICATION CATION 19 Year esoatA dap
r1.10� �� [] MOTIF! IATION OF INTEW (Opt) Leave
Cos:) REPORT OF FEOERA1 ACTION Blasts
4. LEGAL APPLICANT/RECIPIENT
e. Applec-ntNlme : ?Metropolitan Dade County
b. OrcanitatiortUnit : Transportation Administration
e. sttafl/P.O. Boa : 44 West F l a g l e r St.
d. City : *Miami o. County : Dade
I. State : Florida 9. ZIP Code: 33130
b. Canhet P-11 (Name Alan C. Wul{can
& trtooph,>w• No.) : (305) 5 79-3502
7. TITLE JLWO DESCRIPTION OF APPLICANT'S PROJECT
Miami Downtown People Mover Project -Funds to cons-
truct two extensions to the fully elevated, double
guideway system that will provide downtown Miami
a circulation/distribution system linking Metrorail
with the City's major economic centers.
OMB Aoproval No. 29-RO218
3. STATE NUMBER
APILICA. 80-2066
TION
IDENT1. b. DATE Year r""th date
FIER ASSIGNED 19
5. FECERAL EIAPLOYER IDENTIFICATION 110.
59-6000573
aRo a• MUMSER ( 0! 0 15 10 1 o 1
GRAM b. TITLE
FFdcrw Urban :-lass Transportation
Catalog) Capital Improvement Grant
& TYPE OF APPLICANT/RECIPIENT
A -Slats
t1-Wnmunlry Arlen Altnry
B-Intantatie
I- M,tntr El UCA1,0•.el Irtt.tatlow
C-1"vite
I• -Indian Tribe
ulw.d
K-01nr (Specify):
D-1ountt
C- C.Iy
F- Sc pool 01 strict
G-aofnal Pt:r9r�e
Otsuict
Cater approrr(ats letter !!
9. TYPE OF ASSISTANCE
A-Bes1e Grant 0-Insurance
B�SusDlemen a1 Grant E-0thes Enter a„ro- A
C-lala prance Istta-(•)
M AREA OF PROJECT I!.IPACT Wames of cities, counties. 11. ESTIMATED NUM 112. TYPE OF APPLICATION
States, etc.) BER OF PERSOtvS A. -Now C-Revlslon E-1ulmentat:om
BENEFITING F-1 voorel D-Catt.nwttatl
Metropolitan Dade County 1,620,000 Enter appro:mate teeter 1I
13. PROPOSED FU.tCING 14. CONGRESSIONAL DISTRICTS
OF:
15. TYPE OF CHANGE (For tte or its)
A-Inerue Volition F-Dtiew (Spenlp):
a-cocrrase Oa.ers
e• a. AiPLtCAtlT
•. FT'E ..L s 150 , 535 , 500.A
b. PROJECT
i�
b. Aro;tr_.ctl 6 900 000.•,i0! 16 17 18 19
Same
C-1^.-rfese Q%wos
D-Cear"a:Wsow. TnrrnaSe SC61De
E-Canc&uAs
a 5'AtE ! 25 . 1 39 ; 16. PROJECT START
17. PROJECT
L25(tc0
DATE Year wto"k day
i 7 239 250:a !
UPATION
98
Cater a-pra.
I C r
it. Lox 19 33 11 1
!Now:Ss
pru:e n::areel ,A ,
a. OTUER 1 1 000 n0O 3 j 1!. fcTIMATEO DATE TO Year w o"h .Lay
19. EXISTING FEDERAL IC:NTIFICAT10N NU48ER
, , Dr- !i U.4MITTED TO
1. TCTAL_1 S 201 .114,()0FECERAL AGENCY 1.- 19 83 6 10
FL-03-0050
_
M FEI-M%L. AGENCY TO RE2L Vs- REQUEST toms, Caaf. State. ZIP code) 21. REMARKS ACC:O
Urban 'lass Transportation :Administration Atlanta,-Ga. 303013 I [ Yes No
22. 1 a. Ta the bast of no turavtidts end "tiff,
b. It required by OMB C.mvler A-95 Wa is ?'a c• r.ercnss
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S1
THE I t » ens cores, the dormment has ban
APPLICANT ; d..:y t..!wn3ad by the tonrnlnt body 0
CERT'F'.a t t:.e a:onoat ens :ae amlimet will torttcly
I t
(1) Dade County Planning Department ❑ 03
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83-543
a• NUMBER
FEDERAL ASSISTANCE
2. APPLI•
_
CANrs
FL-03-0050
1. TYPE
❑ PRFAPPLICATION
APPLI•
b. DATF.
OF
ACTION
� APPLICATION
CATION
Year enon(A day
19
[� NCITIFI `1010N OF INTENT (Opt)
Lm"
yf3o�ii
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[] REPORT OF FEDERAL ACTtON
Ma"k
4. LEGAL APPLICANT/RECIPIENT
a.APpbcznlName :'Metropolitan Dade County
b.OquiititichUnIl Transportation Administration
C. Street/P.O. Bal : 44 West F l a g l e r St.
a. C,IV Miami •• County : Dade
f. stals : Florida B• ZIP Code: 33130
e- Contid Par— IN— Alan C. Wulkan
& letiphowe No.► t (109)) 5 7Q—'iRll?
7. TITLE AAJO DESCRIPTION OF APPLICANT'S PROJECT
Miami Downtown People Mover Project -Funds to cons-
truct two extensions to the fully elevated, double
guideway system that will provide downtown Miami
a circulation/distribution system linking Metrorail
with the City's major economic centers.
OMB Approval No. 29-RO218
3. STATE NUMBER
APPLICA. 80-2066
TION
IDENTI• b. DATE Year +north daY
FIER ASSIGMEO 19
5. FEDERAL VAPLOYER IDENTIFICATION NO.
59-60005i3
6.
PRO- •. MUMBER ( 010 15 (0 ( 0
GRAM b. TITLE
Wro'n Urban Mass Transportation
Frderal
catalog) Capital Improvement Grant
B. TYPE OF APPLICANT/RECIPIENT
A-St,u
H-Cxen:uarry ActIan Altnct
B-Intentato
1- Wrner Edutauo^.al IritIN110e
C-'.'1tees
1-Ind'an rube
ww,d
K-Other (SpenlY):
D-County
E- C ty
F-Sc4oal ;)1Strict
G-bpenol Purpose
Gnuid
Enter opprorriats letter I !)
9. TYPE OF ASSISTANCE
A-8134 Grant D-Insurance
& iuvolem•ntat Grant E-0Uur Enter a-;rr
C-Loeat prate tette•!e1
10. AREA OF PROJECT IMPACT l `'ante. of e-.ties, counties. IL ESTIMATED NUM. 112. TYPE OF APPLICATION
Staler, eta.! B_R OF PERSONS A -)I w C-Rrrlslon E-Aulmanut:oa
BENEFITING B,t_" 0-C4nimvatlon ..
Metropolitan Dade County 1,620,000 Enter appro,7r{atsletter lI
13. PROPOSED FUhCING
14. MNGRESSIONAL DISTRICTS OF:
a. MDERIL
f 150.535 ,
500.�0. a. AiPLICAMT
0. PROJECT
b. APoatl.JTI
6.900
000 o 16 l7 1S 19
Same
e. S"AIE
25, 139 ,
25(1C0 116. PROJECT START
17. PROJECT
e. LC AL
I 7 239 ,
DATE Year "wrath day
250:a ! 19 83 11 1
UPATION
98 W
a O-$•ER
11,000,000
16. VSTIMATED OATS TO
Year mosm
r. ToTAL
' s 201,114 ,
1)00,
lie SUBMITTED TO
FECERAL AGENCY ►
19 83 6
M FE0L;VL AGENCY TO RE2L:VE RCQUEST Wame. CatY. State, ZIP code)
I IS. TYPE OF CHANGE Uror its or /gel
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day ( 19. EXISTING FEDERAL IC:dVTIFICA TION NUMBER
T n I r.T _n-T_nncn
21. FEMRRKS ADC:D
Urban 'lass Trnnuortation :'Administration, Atlanta Ga. 30301)
I G Yesr-t No
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u) Dade County Planning Department
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Council r'
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=� 'a' •E
County Manager
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83--543
0
4
PART II
?OJECT APPROVAL IHFORmiAT ION'
APPLICABLE TO THE UMJ A PROGRAM)
BI 83-54&
PART III
BUDGET FORMS
83-5431
INfO11MATION
PA13T ttl — BUDGET
V3
Pa�c 1
i.
-- SECTION A — GUDGET SUrt1rv+ArtY
Nnt of Arr�,rd 6�•!9rt
£11imalrl U^obbgalyd Funds
1Nd
Grant fro9•ar".
Nan rrdrrarwf••d
t Ir�
Ir1
.-------
ru-r: -en radr,31
e, Ca1a:nONo•
r•t Id1
It)
$ 15t) His >()
Art..i1Y 164
101
S 1 r0
jt) 15 50
25 1 V) 250
5
$ 25 139 'Sn
1. t, t?. 5c�c.3 �().500
tTA-.
250
25,139,250
25 ,139 ,
7. l no r
3. Local
S SU,218,500
$ 2()1, 114,000
__- --.
4.
S 150,835,500
5. TOTALS
LSUDGET CgTEGEtRtES
SECTION 0—
1 �
Gant f•oq•am, runthon or AtlrrrlY
Terri
IS}
jai
131
171
S ,
g. Object Class Categories
ttt
S
S
S
3. Personnel
b. F,ingc genelitS
C.
d EauiPrnent
C. Su,,i-,)"Cs
t, Contractual
g Co!.%Structlon
.1. f RkM.r Cont ingency
i. Tot at Dirrct ChargeS
S
j. indticct charges
S
S
$
-
S
S
k. TOTALS
S
S
S
S
7. ProgrZ-It income----
W
+-
s
PAIIT III - BUDGET WoRMATION
Bane 2
C'j
Tr
ova KM e1) I40130
SECTION C - NON-FEDERAL AESOUIICL:
1.1 GRANT PROCFIA%l
lb) APPLICANT
Iel'STATE
Idl OTHER'SOURCES
Ie1 TOTALS
e Dade Countv
S 6,9001000
S
IS
S
9 i laity of Miami
7 2-'Q 250
%.t39 250
;0 Private Sector
11,000 000
11,000,0()0
11, Florida Department of Transportation
25,139,250
IS
25.13250
12 TOTALS
Is 6,900.000
25,139 250
IS 18,239.25Q
IS 50-27,9-500
SECTION 0 - FORECASTED CASH NEEDS
Tout for lit Yea,
lit Oupter
2nd Quarter
3•d Oua•Ur
Un Qua.te.
S 21,000,000
5 250 000
5,250,000
7 Q00 000
1,750,000
;5 TOTAL
28,000,000
7,000,000
7,000,000
7,000,000
7,000,000
SECTION E - BUDGET ESTIMATES OF FEDERAL FUNDS NEEDED FOR OALANCE OF THE PROJECT
lal GRANT PROGRAM
FUTURE FUNDING PERIODS IYEARSI
(t,l f IRIST
Ial SCCONU
IJI iHIRp
lei iOURtN
1G. UNTA Section 3
S 77,901,300
5 32,458,875
19,475,325
S
17. Florida Department of Transportation
12,983,550
5P409,812.5
3,245,887.
;o oca Funds
12,983,550
5,409,812.5
3,245,887.
19
20 TOTALS
S 103,868,400 IS
43,278,500 IS
25,967,100
S
SECTION F — OTHER BUDGET INFORMATION
(AINth aJJd•OOaI $AatU d NKeN�•r)
21. D/rro Chargcy:
27 Inrl•rcct Cla.gcr
23. Rcrn3,ktt' •
A
PROPOSED PROJECT BUDGET
The project budget and corresponding cost k_stimates are as failows:
LINE ITEM
ESTI'I.%TED
CODE
DESC.:IPTIO'-
Bt - �'rT
20.01.00
Purchase of Transit Vohicles
$
29,429,65;
20.02.00
Support Equipment
S
30,035,232
20.02.04
System Testing
$
4,473,600
20.06.10
Land Acquistion
$
17,3-6,:00
20.08.00
Professional Service Contracts
$
24,814,280
20.11.00
Construction of Facilities
S
73,166,077
20.16.00
County Administration
$
5,142,S56
32.00.00
Contingency
S
16,706,305
TOTAL S201,1i4,J00
83-543►
I
PART IV .
PROGRAM NARRATIVE
83-543,
61
A'
EXHIBIT A
PROJECT DESCRIPTION
w.
83-5431
EXHIBIT A: PROJECT DESCRIPTION
GENERAL DESCRIPTION
The Miami Downtown Component of Metrorail (I)CM) is a completely automated
circulation/distribution system consisting of an elevated double guideway
approximately 4.35 miles in length. The first increment, which previously
received funding and will be completed by the summer of 1985, is comprised of
a double guideway about 1.9 miles long in a loop configuration around the
central business district (CBD) (see Figure I). The CBD loop includes ten
on-line stations and operates with driverless vehicles at approximately
two -minute headways. The roundtrip travel time on each guideway loop will
take about twelve minutes.
The subject of this proposal involves two extensions that will connect the CBD
with downtown Miami's other two major commerce centers. These two centers are
known as the Omni area and the Brickell Avenue area. Both extensions will be
elevated double guideway systems that will interface with the CBD loop through
a system of switches. Because the CBD loop is contiguous to the Metrorail
north -south transit line, the DCM extensions will provide rail commuters with
direct access to all three major developed areas of Miami. Preliminary
engineering for the extensions has been completed and work is currently
underway on an environmental impact statement for the project. Final design
engineering, which will take approximately eighteen months to complete, will
begin upon receipt of funding. Construction will be initiated upon completion
of the final design and will take an additional two years to complete.
83-54&
It
Figure 1
I
i-E471.,
=an
ran
U.—
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r World Tr"o COMW
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10
• 1 i r r ^.` t•.
an j
MIAMI DOWNTOWN COMPONENT OF METRORAIL
83-3431
The Omni extension will originate north-west of the (Miami Dade Community)
College Station which is being constructed as part of the CBD loop (see Figure
2). Travel time to the Miramar Station, which is the terminus point for this
7,270 foot extension, will be slightly over six minutes. Passengers will have
the opportunity to disembark at six different stations along the route in each
direction. The switches connecting this extension with the CBD loop will be
located between the EdCom Station and College Station.
The Brickell area extension will interface with the CBD loop between the Fort
Dallas Park and World Trade Center stations (see Figure 3). The terminus
point for the south extension will be the Coral Way.Station at S.E. 14th
Street and Brickell Avenue. This section of the DCM will be 5,680 feet in
length and travel time on it will be approximately five and a half minutes.
The Brickell Station will be fully integrated with the Metrorail System. It
will include a DCM Station and a Metrorail Station for the north -south transit
line.
When the CBD loop of the DCM system is operational, vehicles will move in a
counterclockwise direction on the outer loop and clockwise over the inner
loop. When the northern and southern segments become operational some
vehicles on the outer loop will be routed to the Brickell extension, and some
to the Omni extension. The inner loop's operation will not be affected by the
extensions. If the peak period transit requirements exceed the capacity, the
direction of vehicle movement on the CBD loop can be reversed to meet the need
without major physical changes to the guideway network. The system is
designed with enough flexibility to allow northern trains to either loop the
CBD or to continue onto the southern extension with the selected operational
procedure based on actual operating experience and requirements.
83-543'
IV
FI CURE
LJ-.-
LiINC IS ST
�. _M IRAMAR
STATION •
I Ll�-1 Ll L
Ll Li
\ l N [ 12 ST 1 1
ELEVENTH Sr ---A
--7 STATION
I
��`'
i OMNI
,-STATION
"BICENTENNIAL PARK
S TAT I O N I
I l 1 1 N[ .o ST 1
I
f 9 ST
i PARK WEST
STATION
Iv
IN
i N [ 7 ST
�m
FREEDOM TOWER � `\
STATION
ED C_O_M
CAT1z
. w [ • S T � \ .�
COLL GE E F
- STATION -
O 4C0 800 1200
83-543,
11 t
FIGURE 3
k.VORLD TRADE
: -FORT DALLAS ItENTER ,STATION
STATION
RIVERV IALK
STATION
� � 1 ; � a � Lam---_
NORTH BRICKELL
STATION
s r
EIGHTH ST.
STATION
TENTH ST!
BRICKELL STATION
STATION
CORAL WAY
f/ STATION
11 1 11 1 1 i��
83-543
A flat fare, to be collected by coin -operated turnstiles, will be charged for
use of the system. Free fare transfers will be provided at Government Station
and Brickell Station for trips originating on the Metrorail System. In
addition bus transfer capabilities are planned for other DCM Stations.
SYSTEM ALIGNMENT
The northern extension connects to the outer loop of the CBD loop alignment in
the vicinity of the N.E. 5th Street and N.E. 2nd Avenue intersection. From
this point the alignment extends north along the western side of N.E. 2nd
Avenue between N.E. 5th Street and the I-395 expressway. A station is to be
located north of N.E. 6th Street in the immediate vicinity of Freedom Tower.
As the guideway proceeds north along Second Avenue two more stations will be
encountered. The first will be situated at N.E. 8th Street and the second at
N.E. llth Street. These stations will be utilized to service the new
residential development known as Park West. At this juncture, the alignment
turns eastward along the southern edge of I-395. A DCM station will be
located adjacent to Bicentennial Park on -the east side of Biscayne Boulevard
and south of the expressway. As the guideway leaves the Bicentennial Park
Station it will parallel the eastbound lane of I-395 and cross it on a
parallel line with the eastern curb of North Bayshore Drive. The alignment
then bisects the northeast corner of North Bayshore Drive and N.E. 14th
Street. At N.E. 15th Street, the alignment turns west along the south curb of
N.E. 15th Street. A station between North Bayshore Drive and Biscayne
Boulevard will serve the Omni Complex. From the Omni the alignment continues
west along the south side of N.E. 15th Street to a point between Biscayne
Boulevard and N.E. 2nd Avenue, remaining on the south side of the street until
it reaches its terminus at Miami Place. A terminal station will serve the
midtown activity center and provide for future expansion of the system.
83-542,
I t
The southern extension will be connected to the CBD loop between Miami Avenue
and S.E. 1st Street just north of the I-95 expressway ramps and west of the
World Trade Center, which is presently under construction. This extension
will also be connected with the outer CAD loop. From this location the
alignment extends south over the I-95 access and egress ramps. The first
station will be located just west of Fort Dallas Park and will serve the
Convention Center as well as potential development along the river. At the
Fort Dallas Park Station the alignment crosses the Miami River allowing a 15
foot clearance above mean high water. After crossing the river the alignment
continues in a southernly direction on private property to the southwest
corner of the S.E. 1st Avenue and S.E. 8th Street intersection. Through this
distance, the alignment parallels South Miami Avenue which is approximately
325 feet to the west. In this area two stations are to serve the vicinity
from their locations at S.E. 5th Street and 8th Street. The 8th Street
Station will serve the businesses along north Brickell Avenue. After this
station, the southern extension follows S.E. 1st Avenue to S.E. 10th Street.
At S.E. loth Street the alignment turns west and a station will be placed at
South Miami Avenue. Upon leaving this station the guideway will proceed west
to the Metrorail right-of-way, which parallels S.W. 1st Avenue. At the
right-of-way, the alignment reverts back to a southernly direction. A DCM
station will be constructed adjacent to the Brickell Metrorail Station which
will provide service to passengers from the rapid transit system and regional
bus system. The guideway continues south to S.W. 14th Street where it turns
east and a terminal station will be developed at S.W. 14th Street and Brickell
Avenue. There will be expansion capabilities designed into this terminal.
83-5431
DCM STATIONS
There will be a total of twelve new stations for the extensions of the DCM.
Six stations will be associated with the Omni extension and six with the
$rickell extensions.
The size, configuration, and use of materials will be similar to stations
constructed for the C$D loop. Most of the stations on both extensions will be
a central platform design, with the platform between the double guideways (see
Figure 4). Each station will be totally accessible and barrier -free with
elevators, escalators, and stairs provided for vertical circulation.
Escalators will be incorporated into the design depending on capacity
requirements and the elevation of the.station above ground level.
DCM stations generally will have two levels. They are: an entrance level at
grade; and a platform level which generally will be 22.5 feet above the
existing street elevation. Platform levels will vary, however, contingent
upon the guideway alignment profile.
Each station will have a free area which will be accessible from public
sidewalks and in some cases pedestrian bridges. Paid areas will be separated
from free areas by the fare collection area and turnstiles. Provisions for
road vehicle drop-off zones between piers will be provided at some stations.
All stations are designed so that station agents are not required. Fares will
be collected at turnstiles utilizing exact change or possibly magnetic cards
(transfers from Metrorail will ride DCM free of charge). Visual and audio
monitors will connect each station to the central control facility. The
central control facility will also regulate movement of all vehicles, except
those under on -board manual control.
�
83-543
.I J
PLATFORM LEVEL PLAN
! lip_
O
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ow
.
Ito
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.w• «..n+ RM. �
IpttEN
RATTEr-
! `•' 11 • �
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•
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11, }
GROUND LEVEL PLAN
1
-
II
'
TYPICAL. STATION PLAN
GUIDEWAY
The guideways for both extensions of the DCM will be totally compatible with
the CBD loop guideway. These guideways will be completely elevated and two
directional throughout their entire lengths. The guideway provides for
support and guidance of the vehicles as well as for all interface with
electrical power, stations, control, communication, and maintenance
facilities. Two switches are required at the intersection of the north exten-
sion and the CBD loop and two switches are also required where the southern
extension connects to the downtown loop. In addition, switches will be
located at the terminus of each extension to assist in changing the direction
of the vehicles.
The guideway structural components include the guide beams, steel girders,
concrete vehicle running surfaces, columns, and foundations. The guide beams
are located midway between the track supporting girders (see Figure 5). These
guide beams have been designed to resist.the forces required to steer or pivot
the front and rear axles on the curves and resist all lateral forces
transmitted from the vehicle.
The clearance of the guideway will normally be 16.5 feet above the existing
surface (except for the Miami River crossing) and column height will be
adjusted accordingly. Preliminary engineering indicates that approximately 70
percent of the guideway will be supported by reinforced concrete pile caps
individually supported by a concrete pile.
In addition to the guideway, an emergency evacuation walkway will be provided.
This walkway will be approximately two feet wide and will be attached to the
plate girder on each side of the guideway.
83-543-
• � � Figure 5
i
f. GU:.EVIA,
�rc
S'EE: GIRDER � I �'
• CONCRETE PIER 1
CONCRETE COLUMN III;
•II I ;III
2'.6• MIH
1
IPREFERREDI ji;)
• 1 I
• 1 1
I 1
r--1----1--�
SPREAD I
FOOTING -J '
SINGLE GUIDEWAY
STEEL GIRDEQ
CONCRETE PIER
CONCRETE COLUMN
I
I SPREA-2
1---------�--- 1 FOOTING
DOUBLE GUIDEWAY
BASELINE GUIDEWAY SECTIONS
83-543,
I t
VEHICLES
The automated transit vehicles for the DCM system will be bottom supported,
electrically propelled, and automatically controlled. The Westinghouse
vehicle has been selected for the CBD loop of the DCM (see Figure 6). Due to
the need for the two extensions to be compatible with the CBD loop, it is
anticipated that the Westinghouse vehicle will also be utilized for the
extensions.
The basic vehicle is approximately thirty-nine feet long, nine and a half feet
wide, and eleven feet high. Maximum speed will be thirty miles per hour and
normal capacity is 110 passengers. The length of each consist (two or more
vehicles connected) will not exceed seventy-eight feet in order to meet
station length requirements. The vehicles are intended primarily for standing
passengers, however, seating for eight passengers will be provided. The
design of the vehicle provides for use by the elderly and handicapped by
including such amenities as grab bars, chimes to signal closing and opening of
doors, and space for wheelchair users to maneuver. Each vehicle will be
equipped with thermostatically controlled heating, cooling and ventilation
systems. Interiors will be bright, attractive, easily maintained and
resistent to vandalism. Bi-parting doors will be provided on each side, with
sufficient width to ensure quick access and egress during peak demand periods.
The doors adjacent to the platform will be automatically opened for patrons to
exit and board through the same door. Two-way communication systems will be
installed in each vehicle and connected with the central control facility.
Power will be supplied to DCM vehicles through rails mounted at a low level on
the guideway. The power rails will be shielded to prevent accidental contact
by personnel on the guideway.
83-54.5
u
Go
W
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rj
�_ir ._�
Q�7
C-100 VEHICLE ENVELOPE DIMENSIONS
Itt I,r,q
m
EmmT E
TRANSIT SYSTE" OVERVIEW
83--543,
EXHIBIT B
Transit System and Urbanized Area Description
The Transit System and Urbanized Area Description information submitted to UMTA
in the Project No. FL-05-4072 grant application on :larch 6, 1979, as updated by
additional material submitted in the application for FL-05-4110, November 4, 1981
and herein, accurately describes the transit system and urbanized area associated
with this project and are herein incorporated by reference and made part of this
application.
The following material updates the Transit System and Urbanized Area Descriptive
Information submitted on November 4, 1981. Section numbers and titles reference
those in the first submission.
A. Transit System Overview
3. Hours of Operation:
Metrobus has routes in revenue service from 4:35 A.M. through 3:05 A.M. daily
which include 5 mid -day only routes, 25 peak hour routes 34 routes operating
6 A.M. to after 12 A.M., 30 routes operating from 6 A.M. and ending between
6 P.M. and midnight, and 1 route operating from 7 A.M. to 6 P.M.
4. Institutional Characteristics:
In FY 1980-31, a total of 73,171,995 passengers were carried by a Metrobus
operating fleet of 669 buses. Metrobus was forced to increase fares in
January, 1981 to a $.75 base fare and-$1.00 for express service.
Elderly, handicapped and student fares were increased to $.35 on July 1, 1981.
The transfer charge was increased on August 1, 1982. Passengers must pay $.20
for the transfer when issued.
Free Transfers - Transfers are free during off-peak hours (9:30 A.M. to 3:30 P.M.;
except weekends and major holidays) to elderly, handicapped and students with
Medicare or Metrobus identification cards.
5. Annual Ridership
The following chart represents the total ridership for each fiscal year since
1971-72 and the percentage increase over the preceding year.
Fiscal Year
Total Ridership
% Increase
1971-1912
54,6714,811
2.7
1972-1973
56,691,307
3.7
1973-1974
60,793,654
7.2
1974-1975
61 ;-130,412
0.6
1975-19/6
63,409,368
3.7
1976-1977
64,270,282
1.4
1977-1978
65,806,008
2.4 83""S�a '
1978-1979
67,520,214
2.6
1979-1980
76,538,662
13.4
1980-1981
73,171,995
(4.51
1981-1982
62,675,701
1982-1983 (projected)
63,000,000
5.17 (Projected)
Ridership has been increasing from FY 1972 to FY 1979 at an average rate of 3%.
The 13.4% increase in passengers during FY 1979-1980, reflected the ridership
gained during fiscal year 1979 due to fuel shortages and skyrocketing gasoline
prices. Ridership for FY 1980-1981 was first projected to increase to 90,400,000
anual passengers. The ridership growth was expected due to fuel prices, sub-
stantial population increases and the receipt of 260 Advance Design Buses. Fare
increases and a reduction in transit services caused by budget cuts have caused
a decline in ridership. The actual annual ridership for FY 1980-1981 totalled
73,171,995 passengers which constitutes a 41'. decrease from the preceding year.
Ridership during FY 1981-1982 was 62,675,701 annual passengers; a 14.31' decrease
from the previous year. The increase in fares, elimination of free transfer and
service cuts are the main reasons for the decline in ridership. A slight increase
(5.17%) in ridership is anticipated for 1982-83.
6. Other Mass Transportation Carriers
Metrobus is the mass transportation carrier in the Miami Urbanized area.
The Broward County Transit Agency (BCTA) has four routes tone peak -hour express
and three local routes operating between 6 A.M. and 7 P.M.) which serve
northern Dade County.
An agreement on transfer exchange and inter -county transfer points between
Metrobus and BCTA became effective November 1, 1980. Passengers transferring
from a Broward Transit route to a Metrobus local route are required to deposit
the difference between Broward's base fare and Metrobus' base fare (25C)•
These passengers are not required to pay 20C with their Broward transfer.
Conversely, passengers transferring from a Metrobus route to a Broward route
will be required to pay 20C to ;tetrobus when the transfer is issued.
Transferring between 'Metrobus and BCTA.routes is permitted only at the
following inter -county transfer points:
1) N.E. loth Avenue and 215th Street
2) West Dixie Highway and N.E. 215th Street
3) 163rd Street Shopping Center
4) Collins Avenue and 194th Street
5) Diplomate Mall, Hallandale
6) Young Circle, Hollywood
7) U.S. 441/N.W. 215th Street
Elderly and Handicapped Programs
Since 1972, the Dade County METROBUS system has maintained a reduced fare program
for the elderly and handicapped. The RTS-2 kneeling buses are used on routes with
heavy concentrations of elderly persons. The regular base fare for METROBUS
patrons is 75C, with a 20C charge for transfers. Elderly and handicapped patrons
with a Medicare card or a special I.D. card issued by METROBUS may ride during
off-peak hours for a fare of 35C, with no charge for transfers. METROBUS carried
more than 22,500,000 reduced fare patrons in Fiscal Year 1981.
Metro -Dade County also sponsors the Special Transportation Services (STS), a shared -
ride, curb -to -curb transportation service for handicapped and mobility -impaired
persons who are unable to use '-IETROBUS. Service is provided countywide by taxicabs
and lift -equipped, for -hire vehicles, five days a week, from 6. a.m, to midnight.
Patrons pay a minimum fare of $2.00 and a maximum fare of $5.00 per one-way trip,
depending upon the length of the trip. Reservations are made by calling the reser-
vation office on the business day before the patron wishes to travel. 83-5 43,
The STS Project is locally funded with a budget of $1.5 million for Fiscal
Year 1982. As of January 1, 1982, approximately 55,000 persons were certi-
fied eligible to use STS. During the first quarter of Fiscal Year 1982,
30,952 trips were made using STS at an approximate cost of $366,000.
Dade County actively participates in the 16(b) (2) program each year by
providing technical assistance to the Florida Department of Transportation's
program for private non-profit agencies serving elderly and handicapped
people. In an effort to increase the coordination between local social
service agencies and the state, Dade County acts as a project coordinator
for this program.
83-5431,
EXHIBIT C
PROJECT JUSTIFICATION
Q
83-5434
EXHIBIT C: PROJECT JUSTIFICATION
CURRENT COYDITIONS
The current transportation demand within Metropolitan Dade County has been
estimated by the Florida Department of Transportation, to be in excess of 5.2
million person trips per day. The private car is the prevalent mode of
transportation for these people. Public transportation is Limited to a
coordinated bus system which is characterized by slow travel time, high
operating costs, and low ridership. Downtown Miami serves as the primary
destination point in Dade County during the peak morning hours, as well as the
primary debarkation point during the peak afternoon hours. The net result is
that many of the major arterials are serving traffic far in excess of their
design capacity.
Despite the recent recession, Miami has been experiencing a steady pattern of
growth. Most of this growth has been in the form of high density development
and redevelopment in the three major commercial areas of downtown Miami.
These areas are the central business district (CBD), the Omni area north of
the CBD, and the Brickell Avenue area to the south. `
In order to reduce demand on the over burdened highway system into downtown
Miami; Dade County, with the assistance of UMTA, the State of Florida, the
City of Miami, and the private sector is constructing a 20.5 mile long rapid
transit line and a downtown circulation system. The heavy rail line extends
from the south Dadeland area and runs northwestward to the City of Hialeah.
Government Center Station, on the western border of the CBD, serves as the
focal point for the system drawing.riders from the northwest and southern
portions of Dade County. This station also serves the DCM and will be the
most heavily utilized DCM station, as well as the most heavily utilized
83-543
1 4
Metrorail station. It is anticipated that by the end of the first full year
of operation more than 200,000 people per day will utilize the Metrorail
System. The primary reason for most of these passengers to utilize this
system is to reach, and subsequently leave, various destination points located
in downtown Miami.
All Metrorail stations are designed to interface with the Metrobus System,
with two exceptions. The first is the Civic Center, which is designed to
serve primarily as a destination, with all major activity points in close
proximity. The second is Government Center, the only station developed to
service the CBD. This station is also designed to serve primarily as a desti-
nation, however, in contrast to the Civic Center Station all major activity
points are not in close proximity to the station.
Due to slow travel time for street vehicles in the CBD, especially during peak
hours, buses were viewed as inadequate for moving large numbers of people from
the Government Center Station to their ultimate destination. In order to
insure that ridership of the Metrorail does not suffer because of lack of an
effective downtown circulation system a fully automated people mover system,
which will serve as the Downtown Component of Metrorail, is under
construction.
The original concept of, and planning for, the DCM included both the north and
south extensions as well as the CBD loop. Due to funding constraints,
however, implementation has proceeded in two increments. The first increment
includes an elevated guideway slightly less than two miles in length, with ten
on-line stations. This system, scheduled for completion in 1984, will operate
83-543t
I
,0
with driverless vehicles at approximately two minute headways and is projected
to transport up to 41,000 passengers daily by 1985. The second increment,
which is to serve the Brickell and Omni areas, has received and utilized
previously allocated funding to perform preliminary engineering and to begin
work on an environmental impact statement.
BENEFITS OF THE PROJECT
Development of the extensions will produce positive impacts on a myriad of
private and public interests. The most significant of these impacts is
ridership. The ultimate success measure for any transportation system is
acceptance and use by the public. When the extensions are implemented, the
area served by the DCM will almost triple in size. This will encourage far
greater use of DCM than is envisioned for the CBD loop. Greater use of the
DCM system will, in turn, enhance the view of Metrorail as an effective
transportation system to commuters and other local travelers. This will lead
to increased ridership for the entire system. In fact, estimates indicated
that when the CBD loop of the DCM is tied into the main north - south transit
line, ridership of the total Metrorail system will almost double. It is
anticipated that implementation of the extensions will have a similar dramatic
impact on ridership.
Another important issue that is sure to be impacted positively by the imple-
mentation of the extensions concerns the socio-economic composition of Miami.
Both areas that are to be served by the extensions are substantially more
residential in nature then the CBD. The Omni area, while undergoing some
upper -income redevelopment along the shore of Biscayne Bay, is predominently a
lower and middle income area. Brickell Avenue is characterized by large scale
upper -income residential development, but just west of Brickell lower income
820--54?�
housing prevails. The job opportunities available in both these areas are
primarily white collar office positions, while the work force is predominently
semi -skilled blue collar. In fact, less than half of the jobs that exist
within the Miami City limits are held by city residents.
Construction of the extensions will directly and indirectly create over 8,000
man years of employment. But, even more significant from an employment
opportunity perspective is the long range effect of this project. The
Hialeah/Medley area has the largest concentration of industrial job
opportunities in Dade County. As this area is the northern terminus of the
Metrorail system, completion of the extensions of the DCM will enable
semi -skilled blue collar workers from.the inner city to share the convenience
of rapid transit with white collar commuters from the suburbs.
The impact on ambient air quality is too important to not include in a discus-
sion of benefits that will result from implementation of the extensions. The
United States Environmental Protection Agency (EPA) recently cited Dade County
for being an area of non -attainment with regard to provisions of the Clean Air
Act. The reason for this designation is that the amount of ozone measured in
the ambient air exceeds what is allowable under federal law. Almost
seventy-five percent of the ozone present in Dade County comes from one
source; the combustion engine.
When the north and south extensions of Metrorail and both the CBD loop and the
extensions of the DPM are operational there will be over 100,000 less vehicles
on the road then would be the case if there were no rapid rail transit system.
This means that the amount of hydrocarbons, which react with sunlight to form
ozone, in the atmosphere will be greatly reduced. When the south leg of the
Metrorail System is opened there will be a reduction of hydrocarbon emissions
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in excess of 300 tons per year. By the time the north leg of Metrorail and
the CBD loop of the DCM are operational the projected annual hydrocarbon
emission reduction will have soared to over 1,200 tons per year. Figures are
not yet available for estimates on hydrocarbon emission reduction that will
result from the implementation of the extensions of the DCM, but it is safe to
assume the trend toward reduction will continue.
Other economic benefits are as follows. Because of the increased accessibi-
lity afforded by the DCM and its permanency as a circulation corridor, the
system will serve as a key element in the ongoing effort to revitalize the
city's urban core. DCM stations will encourage more intensive development
near stations, resulting in higher land valdes and increased property tax
revenues. Convention and hotel activity will be stimulated and retail sales
of businesses in proximity to stations will be enhanced. Also, the City of
Miami, Dade County, and the State of Florida will receive increased revenues
from expanded hotel taxes, sales taxes,and convention revenues. Combined,
all the above mentioned economic benefits will result in increased employment
opportunities for both blue and white collar workers.
The reduced demand for downtown parking spaces when the extensions are
developed will produce three distinct economic advantages to the community.
First, prime locations will no longer be tied up from development as parking
lots and will be put to more productive use. Second, commuters will be able
to utilize fringe parking areas which are substantially less expensive than
downtown lots. Third, developers will be spared the expense of providing as
many off-street parking spaces as.they are currently mandated by building and
zoning regulations.
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Some of the additional benefits to be enjoyed from the development of the
extensions include the following. Travel time between the most active
commercial centers of Miami will be greatly enhanced, expanding the noontime
domain of downtown workers. The reduction in vehicular congestion will
facilitate surface transportation while at the same time reducing consumption
of energy. An important social aspect of this project is that it will provide
much needed access to Bicentennial Park. This $10 million park, which has
been plagued by a lack of users, will have one station adjacent to the park
and another within short walking distance.
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EXHIBIT D
PROJECT FINANCING
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EKHIBIT D: PROJECT FINANCING
1. Proceeds of sale of facilities or equipment to be replaced
This project does not involve replacement of facilities or equipment.
2. Financing from transportation system revenues
There are no transportation system revenues available for use toward this
project.
3. Private Financing
$10 million dollars will be provided by the private sector from a special
assessment that will be levied on all leasable property in the DPM service
area. An additional $1 million will be generated from several miscella-
neous programs.
4. Financing Plan
The estimated total cost of this capital improvement project is $201,114,000.
U?tTA, in this application is being asked to fund 75 percent,or $150,835,500.
Of the non-federal share, it is anticipated that 50 percent, or $25,139,250
will be provided by the Florida Department of Transportation. The private
sector of Dade County will assist in the funding of this project by con-
tributing almost 22 percent of the non-federal funds, a sum equalling $11
million. The City of Miami will dedicate $7,239,250 from revenue derived
_ from utility franchise fee revenue. The remaining $6.9 million will be
provided by Dade County from Decade of Progress Bond revenue and interest.
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