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Home My WebLink AboutR-81-0576a F� 221 c� I }y y12SOi,UTION NO ' a s jam. i RESOLUTION APPROVING AND ACCEPTING THE FINAL rlk` VtASI$ILITY REPORT PREPARED BY BARTON-ASCHMAN �i ASSOCIATES, INC., DATED MAY 1981, FOR THE PROPOSE6 2s =, u DOWNTOWN GOVERNMENT CENTER PARKING FACILITY. _- HEREAS, the City Commission approved the Agreement )�etWeeh the City and Barton-Aschman Associates, Inc., by Resolution No. 80-375, dated May 22, 1980, whereby Barton-Aschmah Mould undertake an investigation, report on the public need for public parking and determine the economic feasibility of the City constructing a public, multi -story parking structure in the Downtown Government Center, and WHEREAS, Barton-Aschman prepared a preliminary report in October 1980, indicating that there is a public need and that a' multi -story parking facility is economically feasible in the Downtown Government Center; and WHEREAS, the City Commission has authorized the design of said facility by Resolution No. 80-797, dated October 30, 1980 and Resolution No. 81-114, dated February 26, 1981; and WHEREAS, Barton-Aschman has evaluated said design and also considered other factors pertaining to the public need and economical feasibility of the proposed public, multi -story parking facility in the Downtown Government Center; NOW, THEREFORE, BE IT RESOLVED BY THE COMMISSION OF THE CITY OF MIAMI, FLORIDA: Section 1. The final feasibility report, prepared by Barton-Aschman Associates, Inc., entitled "Feasibility Analysis, Proposed Parking Structure, Downtown Government Center, Miami, Florida," dated May 1981, for the proposed Downtown Government Center Parking Facility is hereby approved and accepted. PASSED AND ADOPTED this 2_ day of JUNE , 19810 ATTSST t-'" MAURICE A. FERRE M A Y 0 R RALPH G. ONGIE, CITY CLERK PREPARED AND APPROVED BY; AP..,OV D AS TO F fRMAND ORRECTNESS; CITY COMMISSION ASSISTANT CITY ATTORNEY GiEbRtk F, KNOX, /CITY RTTCMBETING OF J U N 3 1981 RESOLUTION W. , "4 . . .............. ---- - RL9kN1& LF I N TO ji Gar .- r,ATC duhe Y. y 1981 tu�s3Ect bisod5sion item for Committee FROM aufmanno the Whole Meeti'dg 5oheduled to the City Manager for dune 25, 1981 It is recommended that a discussion item be placed on the agenda for the Committee of the whole Meetin scheduled for June 25, 1981, regarding status of the Downtown Government Center Parkin Facility project. r . � On February 26, 1981, the City Commission passed and adopted ordinance No. 9247, whereby funds were appropriated on a loan basis, to continue with the design of the Downtown Government Center Parking Facility project. on the same date, the City Commission passed and adopted Resolution No. 81-114, approving the design concept as presented by the consultant, Wilbur Smith & Associates, authorizing the City Manager to expend the funds appropriated in the ordinance to continue the design through the Bidding Phase and authorizing the City Manager to proceed with the financing of the project. A. Status Report Since late February, 1981, the following actions were taken: 1. Design. The consultant has proceeded to develop the 60 design of the facility and has completed about percent bidding of contract documents and it is anticipated that the r will take place on or about July 291 1981. 2. Financing. The feasibility consultant, Barton-Aschman & Associates, Inc., have completed the final report entitle z}I` "Feasibility Analysis, Proposed Parking Structure, Downtown Government Center, Miami, Florida," dated May 1981. This report indicates that (a) there is a present that shortage of 882 parking spaces at the peak hours and there will be a future shortage of 1,890 parking spaces at ES i �A the peak hours by 1985.nsultant indicates that the The co 983 design as developed by Wilbur Smith consisting of parking RdF¢ spaces in a public, multi -purpose parking facility, plus 26,400 square feet of commercial space will be economically feasible, assuming a bond sale at 12 percent over a 25 year term. 'A f IS V W `G i d V, d a t y Pali tale cif bonds, contingent upon Approval by the City Commission should take place in late September 1981, Validation should be completed at about the same times 'hereafter, award of the construction contract will take place and construction of the project will begin in mid=October 1981 with a scheduled completion date in July or August 1982. 3: Management Agreements. Two management agreements are contemplated. 3 a. Parking. At the present time the Off Street Parking Authority is preparing a parking management agreement for the James L. Knight Convention Center Parking Facility. it is anticipated that a similar agreement will be entered into between the City and the Authority for the Downtown Government Center Parking Facility. ap . Commercial Space. It is anticipated that the method of handling commercial space will be an agenda item for discussion in the Committee of the Whole Meeting, scheduled for July 9, 1981- At that time, the City Commission will be presented with alternative methods for its consideration. . 61-576 I I' r fii t r a 3 � � i" � � Q�� ❑`xr�, r i i f :� C ' 1 % li t [• {�tj LA the financial consultanto Jaf►es J, t6WfdY Cos ► hd* ha§ prepared a Preliminary Official Statement fot retiie the City and Bond Counsel. , the Bond Counsel, Brown, Wood, Ivey, Mitchell & Petty, is in the process of preparing a Bond Ordinance for approtfal by the City Commission. * Band Acquisition. On June 2, 1981, the Metro -Dade County adopted Resolution No. R843-81, Commission passed and approving the transfer of property from the County to the City, in particular Lots Nos. 4 through 10 and 12 through ]7, in Block 108N, Government Center, on which the new parking facility will be constructed and also authorizing the County Manager to execute a lease agreement from the City to Metro- Dade County for the said,property on a short-term basis to be used as a County motor pool. On May 15, 1981, the City Commission passed and adopted Resolution No. 81-402, approving said lease agreement and authorizing the City Manager to execute it. It is anticipated that these two instruments will be executed prior to July 1, 1951. 4i Certification from Off -Street Parking Authority. As required by the City Code, the Off -Street Parking Authority is required to certify that the new, proposed parking facility will not impair the.financial condition of the Authority. Since receiving Barton-Aschman's final report, the Authority is in process of preparing such a certification. It is anticipated that this document will be received by the City in late June 1981. Schedule for Future Actions J. Feasibility Report. On the meeting on June 25, 1981, is Commission will approve the prepared by Barton-Aschman. City Commission agenda for its a resolution whereby the City final feasibility report, Bond Ordinance. A Bond Ordinance will be presented to the City Commission for adoption at its meeting scheduled for July 9, 1981. If so approved, Bond Counsel will begin validation procedures and the Financial Consultant will prepare the Official Statement. The Bond issue will be in the order of $9 million with a more precise amount to be determined after receipt of bids expected to be received in late August or early September 1981. r L K: i 14bwatd V 0 aty , � " r Jtihe 15 r 1981 Page 'gdld of bonds# contingent upon approval by the City C:omttission should take place in late September i981 a validation should be completed at about the same time, Thereafter, award of the construction contract will take ;.' place and construction of the project will begin in mid -October 1981 with a scheduled completion date in July or August 1982. 3r Manaqement Agreements. Two management agreements ate' . .�?., contemplated. a+ Parking. At the present time the Off Street Parking Authority is preparing a parking management agreement for the James L. Knight Convention Center Parking Facility. It is anticipated that a similar agreement will be entered into between the City and the Authority for the Downtown Government Center Parking Facility. Commercial Space. It is anticipated that the method of handling commercial space will be an agenda item for discussion in the Committee of the Whole Meeting, scheduled for July 9, 1981. At that time, the City Commission will be presented with alternative methods for its consideration. . ��.576 ire gme 'I t ti z 0g7k • y, i' 3 r � ya j >i T^ HOward V, Gar Cit Manager 4si� �in�f,;. lsroposed Resolution Approving FROM Morris I. Kaufmann '&hd Accepting Final Feasibility Assistant to the City Meh Report from Barton-Aschman Associates, Inc. I It is recommended that the ro osed resolution adopted by City Commission in its meeting of be and accepting the final June 25, 1981, ap roving feasibility report prepared b Barton-Aschman Associates, Inc. for the proposed Downtown Government Center, Parking Facility. .. On Nlay 22, 1980 the City Commission approved the agreement between _ the City and Barton-Aschman Associates, Inc. which firm was to study public needs for parking and to determine the economic feasibility of the City constructing a public multi -story parking facility in the Downtown Government Center. _ leted its preliminary report In October 1980 Barton-Aschmann comp which indicated that there was such a public need and that such a project would be economically feasible. Since that time the lution Commission has approved City the design of the project by 0, 1980, and Resolution No. 81-114 dated No, Commission dated October 3 February 26, 1981• Barton-Aschman continued to evaluate the economic feasibility, taking into consideration the design of the facility and has completed its analysis in its final report entitled, "Feasibility Analysis, Proposed Parking Structure, Downtown Government Center, Miami, Florida. It is appropriate at this time that the City Commission approve the final report which ill be inclundedlthate ded Official Statement for the Bond issue. It the City Commission pass this resolution. The report is attached hereto. — i i +6N MIK.bf — i F,nclosur@ [ l N �� F t � ,�' � i � s f 'Y •'h s �t� i�{� 1Y,i ��i�£ !d� rs t 7 � �5�+i +X S 5 L '� Q i Feasibility Analysis Pry S ructuwo% un r"o rernment Center Down'""o . Miami, Florida k �2 0-M z.$ t ♦ .Y r . L r tY 4 s '$`Y aj� , �R, r—1 L`Y 4 ?"g hri 17r r` `�`Y uy ", I`,16 h pM1' Fs1.?�7r n. 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FLORIDA -r �� ,�1 �i,t�ll-� � r • �� i r,>n � � I�� p]�l � ��s ��s�sr'�� 4 "' s��„'r s �r��s s�� 1z z � t f • � �a � F � r cz7at��+ws# tth�k�,'�,�' �, �' �s1'7>��i'#�4�a ��i�"€ fiU, 'y''rty l§3` i'.r �`�'! x 1i�` "' ° e'-ti i t is r t ri`la hr`ry M"f+.�•".� i ,i,?� ��' kL'>p''� 4 9 yxap€�I'fi vkr�ssl t� i 'sat�n�4hts,, Q 7.N9y1S&�'M�rhiT',at2LI`�1 Al 5 PREPARED FOR THE , skm.,x,.j,�ry i k 6v�.%, f".(s y 'dot xigeM^i"rsefi�s° w�'k k"t•t -t�"''u`+uk""i'' t<a t g Ir1a,>=4 s. 3 it �r Ft,tLvC.t 3a '; ? ram. >r^�?x aa. CITY OF MIAMI - 7,3 ' r " s1.riF*Jr'r t' 1 Ctit;- r-fNSir7T.�t ttst r'},1xyS'rJ4�11'`a'�s � t� t `' 1✓ i �a s �u�it�'n"r-xE X.,.. �s � s� l t P,>< , it * xis �" tt� 1� � t' a ,�'� � � � a�>tia y3f a,, 3JS"f i �t � 4 . • - "i 4 di ati InT 4 Ck ulti E'h 'k4"jrr sr"� no Y BARTON-ASCHMAN ASSOCIATES INCH��`�,,•. j•t� lc e� �i*t x'l� �S`t'l � S $a��3 {�y`a$'k:�"`�� a r it EVANSTONj ILLINOIS rfy°t t "RAN `N.�,"n-its-''1 fil - '� - [r�'t}r�rs' t�tt'pr ��,k'�,t,�r�,��x�4�� MAY, A 1981 1 a � �-:�S �, �tK.k�3h �=3�.a �i�i ra �Na}�f ��'�y�,• '�, [�eT' �tt��g'u t � ,.< r 1 i`Z��is,��sl'T�"�rsn,.i��n mid€^ �+ �i+r�fi'ks��C•,1 . — t z, � �� x,�H"iD �� 3 i rr t• t£ �t 1� � �>t � � �a�t� .. �k 'x, �, h ��L`��T '{. i Cr1+a�d�, 7``.�,j,i�>��c�.A '�.srit' � t � ,3f ke(N .Ir >t�$ ��t� 1-��i�'il iw'�w�t •�� ' d, s3 in'�S9�p�S... } V'{ MA, �"}El�i��`�t�� `' ki��x"i.��'.i{ �.,�r` 3�'� �• i��'�nr .x r nr,. r , y i � r1 '�,�..} 1�� g ��i ��xs �' � lntCtff,ff it 1 1 i,k9 3 i ar�der r` a r' c 1 _,��'x�>�r3ii'a�� x a��yt�"� •..�tm ,,� i° ?r t:e s�,^`""�rR=fl�.tau�h`.�� '�� '�,��. !ya d�� <�� a �i� . - '' �,.a`�t?1 �� e � § ��'yiea� a. 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Proposed Development Schedule in Government Center � !� ��7 2. Developments within Trade Areas of Proposed Garage � g 3. Estimated Government Center Development Sizes 1d 4. Estimated Activity in Garage Trade Area i1 5. Estimated Generation of Cultural Center 12 6. Estimated Peak -Hour Parking Generation by Garage Trade Ares 13 7. Summary of Supply and Demand in Site Trade Area 16 8, Estimated Garage Construction Costs 18 9. We Schedule 19 10. Estimated Stabilized Gross Revenues from Parking 20 11. Estimated Income from Commercial Space in Garage (Stabilized) 22 12. Estimated Project Development Costs 23 13. Estimated Stabilized Financial Performance 24 post }` _ t YV'Y-'t ,,', a-,£ z sk t u i.,.�.x Yt rV y#� .:+ts,r `�,� a'.£�`.3 A S K't.� �i 'ti" :c F "� �wfi• Of 4VI Ri.fita irP" -a;t�� R3� a :,,,:�iT's.�� a "'.,-.: yh _ ; ' n;m r,�'3 a;i w zxar.... w� Y+eN �a^y,;tr "Y'c. r;`. i., .. .5�, {y' 3 3 e �� ' `yY:. —_ �'�� — � :�N� ,..,�.a�i rya ..,g... 2rg �"it 1. 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J `�js=� ° �� ai�f. r xq. �� ,� �� t �� -a�, i ak �a �x �• � , fl� ;.1 a ,, , � � � # � � x y x� 4 a . is?;:>k� ✓. •aY .��Ja N" c�a�,, � .�z � j�'� � �A �� S:.-r y-'�i'dv�. ��'�� .' ��`� � r '`�� - i;- '. :..stshMa -'.'rexrkln.)r.a? �v.,, rm� s f* t�h5 rat l $ s�r3i i a,r�u h,��£'��.., s`}� � w£. �a�;: V�°,�.�..4�: �'�.'Y�a��d ')7�`-".�'i�.,�^� .:�"-fiti�^'P v�"�!'ti ;F�. 1 '�?s3 , "mµ��., eYfia _list: ``� e�� :,• .: :t _ ME :.'Fr�'u ,�: i��s�tF a.Y�s• �' 4�,k�*Sap �k�e�Ari.`?t:..��a�l w a &��', �� {a �'��',�;�1��.G�y��Y�k$�r--at��'''u,� �dt`t _�y.,yC?. i�.s �'t�,„,�s Viz. .,� ,.,,G ,!! - ,jrf j fa',tz 3 xst s �. " ?, - )z^•s„x,: ) ��` . a r any r`i- r ; *' ` ''— 'ter ' °"sa. W ' .`s,`.qq�, . 4v'r'�•; Kim Mh x�.Tn}}33,,��. �.. ;{. i,�Cr�i�+�"�l � ,'�t 2 3 a Y'yrh d� . ��f 5� .r�g M��r: �:.u"� 'cry f. �";1.4.. �j u.'r''tiu.2`��a�*MO e t 9 e i b g RAPOst XND SCOM The purpose of this report is to evaluate the f'ea sihility of con strutting a multi -level public parking structure in the Doi-altowil Gover-h= ment Center, hounded by West Nagler Street, INU Third Avenue, HIV Fifth Street and NIV First Avenue, Miami, Florida. The site selected, alter evaluation, as the best location for the garage is between ,till First Street) Nh' Second Street, 1-95 and Nh' Second Avenue. This study was prepared in accordance with an agreement with the City of MMiami, dated May- 1, 1980. At the meeting of April 24, 1980, the Com- mission approved Ordinance No. 9093 and Resolution No. 80-303. The ordi- nance approved the expenditure of funds from the Parking Capital Projects fund to cover the cost of the feasibility and design studies for parking structures in the Dountoi%n Government Center. Resolution No. 80-303 ap- proved the City Manager's recommendation of the firms to provide proles= sional services for the project. BACKGROUND Government Center, occupying approximately 12 blocks in the northwest corner of the Miami Central Business District, is being developed as the focus of city, county and state office buildings. The area is to contain the Metro -Dade Cultural Center including a library, art museum and histori- cal museum. The principal rapid transit -people -mover station is to be located on the east side of Government Center. Figure 1 indicates the locations o� the various developments that now exist and those planned for future implementation. With full plan implementation, Government Center area is to contain 10 office buildings, the Cultural Center, a central support facility and the new transit station. At the present time, three of the buildings are in operation --the City of Miami Police Headquarters, the Cite of Miami Administrative Office Building, and the State of Florida }regional Center. Construction was begun in the Summer of 1980 on the Metro -Dade Cultural Center. This latter facility is to be opened by 1982. The "Metro -Dade Administrative Building is to be started in the near future with an antici- pated completion date of 19S3. The principal mode of travel to Government Center of both employees and visitors is expected to be the private automobile. With completion of the proposed rapid transit system and the people -mover, it is estimated that approximately 7/0 percent of the person -trips to the area will be by private automobile and 30 percent by nublic transportation including; the new modes and continuation of the existing bus system. Even though use of public trans- portation in future years is expected to be between two and three times as j great as today, it is clear that a large amount of parking space would be ` needed to accommodate persons traveling by automobile. � � g low w GhttNPARK E f E j j p77 ^ - I = CITY (5) F Will ,- Mv I I�I SITE 1: i F I D 1� \ F \ \ I � r-ti ,y (9) i , (6) Ln rLw,n ttatt y,� -- - — ----- 1 — ` 1 � 1 F-1 I Garage Site& E Existing o so )on iV �� O Definite4o too F Future It► oevelop""t Figure 1 (See Tablet► GOVERNMENT CENTER PROPOSED DEVELOPMENTS $1-57G office space will more than triple to 1.2 m*illion square feet. In addition, with the completion of the Metro -Dade Cultural Center, there will be a major demand for visitor parking and some employee parking. 'this report evaluateti potential parking goneration only within the trade area of the proposed garage in Government Center from development which appears to be definite. Financial feasibility has been examined in terms of the assumption that revenue bonds would be used to finance the parking improvement. IMEMODOLOGY The master plan for the Government Center area proposed three sites as being appropriate for future garage development. These are identified in Figure 1 as: _- Site 1: Between NIV First Street, INIV Second Street, 1-95 and NIN Second Avenue. _= Site 2: Immediately northeast of the intersection of MV Third Avenue and Mti Third Street. _- Site 3: Between NN Third Street, MC Fourth Street, Mt' First Court and the proposed alignment of the rapid transit and the people - mover. A five -step approach was used to select and evaluate the most promising 1 site for the first garage construction project: + 1. The amount of potential parking demand within the trade area of each garage site was estimated. This step eliminated Site 2 from further consideration since there appears to be no appreciable parking shortages within its trade area in the next few years. 2. A suitable parking garage concept was developed to fit the physical size and shape of Sites 1 and 3. The garage concept reflected the fact that the city recently changed two requirements that will lower the relative cost of const meting new garages: a reduction in the sizes of Parking stalls and the proportion of compact spaces that may he included in a new garage. The forimer requirement for a standard parking stall of nine feet by 20 feet was reduced to nine feet by 19 feet. Me require- ment for compact stalls was reduced from 7.5 feet by 1:' feet to 7.5 feet by 16 feet. The maximum number of small stalls was increased from 30 percent to 40 percent of garage capacity. In developing the garage y m �mg �t�� @y MlE''S�; t� }ay,�i4 Y'^ 3,6 -zqVN 1 dlitcejit, two non -parking; uses were considered as joint-t)s<< 110ssih11i= tits. office and retail. It tVIS concluded office in that tilt, develokiient of space con juilct ioil with the arag;e project ►;ould he too di£= f.icult to coordinate and probably should not he con>,idered a; this time for the first garage development. however, the inclusion of retail space in the garage appears to have merit and could provide necessary services to visitors and ernplovees of GnveriV ent Center and could also en}lance the financial f0�1sibility of the l)roject. 3, A preliminary estimate of gross rcvcnucs t:as then made for sites 1 and s using the capacity of the concept garage, potential patronage and ap- propriate future fees. On the basis of this step, ;'::tc I z,.70 ; ,,Ge�tc,,� as the beat choice for the first parking; garage project to be developed in Government Center by t}le Ci t)• of \l i ami . 4, At this point in the evaluation, the (:it)' of Miami retained an architect to prepare preliminary garage plan~ and construction cost estimates. S. The pro forma of a garage oil Site 1 was developed by estimating; annual costs --maintenance and operating; e pollses and .vnorti�ation costs. Revenue bonds were assumed as the basis for �, .timat in ; the debt service requirements. The estimated developrr:ent costs prevarc-.} by the architect are in terns of 1981 dollars. *File development costs include hon.: financing or so-called "soft -costs" since these are part of a normal revenue bond issue. Pro forma was tested under two parking; capacity assumptions: the years between opening until about 1990 t;}len t}gene would be a mixture of large and compact stalls and the years after 1990 when it is believed the garage would be converted to compact stalls exclusively. THE PEOPLE -MOVER AM) WYERCEM' 1':1R}; I NG Following several extensive studies local n to implement a downtown people -mover (DPM) �system.lhull sent astcm woulted a d aserve as an efficient distributor system, eventually connecting t}le brickell, central business district and' tile Omni areas. I'his 4.1-mile route, as adopted by the City and County Commissions onMarch 9, 19'9, is estimated to cost $165 million upon completion. a total of 20 nI'�1 stations have been designated at approximately 1,000-foot intervals. The base system, or the central business district loop, is to be constructed by 1984-1955, based upon LAITA's funding; commitment. 111e proposed north leg to Omni and the south leg to Brickell arc contingent upon future federal fundiIlg;. however, completion of preliminary engineering on this phase should be accomplished within the year. The principal station serving; the people -mover and one which interfaces with the proposed rapid transit system (now under constructionj is located 4 ` 81-576 rL a r ; ; d�. yEt z Y r y: pp }dffhk i 1 iif ttli' Z CS } i T 7Mi at Goverment Center. As indicated in Figure 1, the station is to be located Ott the cast side of Government Center (just hest of \IV first Avenue) and is to extend in a north -south direction from approximately % First Street to Nt1' Third Street. The combined rapid transit and people -mover station is to be interfaced vertically. Both the rapid transit and the people -mover are _ to operate above grade. At the Government Center Station, the people -mover guideway is to be located above grade but below the rapid transit tracks. Escalators are to provide vertical transportation for passengers. The people -mover loop connecting Government Center with the balance of the central business district generally follows an alignment around the periphery of the CBD between N,1i 11iird Street, Biscayne Boulevard, SE 'Third Street, and the eastern edge of Government Center along Nx First Avenue. The people -mover is to provide rapid interconnection between the Government Center Station and other parts of downtoi%n along its route. 11he round trip time is estimated to be 11 minutes for the entire loop. 1'he system is to provide tracks in two directions so that a passenger can ride in either direc- tion in order to minimize travel time. tinder this configuration, the es- timated travel time between Govcrnmcllt Center Station and any other point along the downtown alignment would be less than six minutes. In view of the excellent transportation that the dowiitown people -mover is to provide between Government Center and the balance of downtoin, and considering the increasing development taking place dointown along with the inherent slow movement on doi.ntoin surface streets, it is believed that pro- posed parking facilities in Government Center would attract a lluniber of packers Who Would then continue their trips to the central area via the people -mover. These "intercept parkers" are expected to provide additional patronage to the proposed garage. The preliminary engineering report for the downtown people -mover issued in July, 1979, estimated that the annual ridership on the people -mover in 1985--the first full year of operation --was expected to range between 9.3 and 9.7 million persons. Steady growth was indicated so that hr, 1995, ridership was estimated to reach the range of 11.1 to 11.6 million annual riders. 11ie report also indicates that during the morning peak hour (as of the early years), a total of some 3,600 passengers would use the system. Slightly more than 50 percent of these passengers are expected to board at Government Center Station. Many of these patrons would be workers of tile central area. In addition, persons visiting the central area for non -work business and retail trips are expected to board at Government Center Station. In the typical peak hour, 1,961 persons are ealhected to board at Government Center Station. On the basis of the estimated ridership volumes and patterns developed in the downtown people -mover study and considering the scarcity and slow ac- cess of parking facilities located in the heart of the downtown area, it is r=' f k aYt 1 C aA '� ti �f�£✓ i i v rF� Sy�L � � �, t f 7x � estimted that approximately 200 intetrept packers would choose to il;trk in the proposed parking garage in Government Center in the pe;tk i our of a typical weekday. Considering the probable turnover c1laracteristics of ' these packers, it is cst iur,itcd that they WOUILI t•epresc•nt sc,mr throughout a tN-pical weekday including 110 work trips Mid '50 non -work triples ESTIMATED PARKING GE EIt•1TION IN MXTIR2\;ME I' CI:NTIilt The purpose of this section is to derive estimates of the ;:otcntial parking generation that would exist in Government Ccntcr .in future }•ears. In preparing these estimates the proposed developments in Government Center were reviewed to establish their site, nature, and planned development staging. As illustrated in Figure 1 and detailed in 'fable 1, there are a total of 12 public buildings planned for eventual development in the I)oti-antoWn Government Center. 'Three of those, the City of %Ii;imi police Ilcadcluarters, the City of Miami Administrative Office Building, and the State of Florida Regional Center, are now completed and occupied. ('They are ideritific.l as Developments 1, 2 and 4 in the illustration ;nid the table.) In addition, four of the developmentsare definitely planned and/or nog. under Constniction. Included in this latter group arc the Mctro-Dade Cultural Centel, Wok-elopm nt 6) which includes the library, the art musetwi and the Historical r,.useLvi. Construction on this cultural complex hetian in May, 1980, and is planned for completion in 1982. The Metro -Dade Administrative Building (Ucvclopl.fent ) is scheduled for completion one year later, in 1983. Other proposed projects in government Center have an indefinite start and completion date. In order to estimate parking demand that could accrue to the proposed garage, the developments within a 500-foot radius of the site were stratified according to existing, definite or future. A summary of this analysis is F pro- vided in Table 2 and the basis for this table is provided ill Figure 2. The sketch shows, a 500-foot radius from the corner of the proposed parking garage site to indicate the land -uses that would be within a reasonable walking distance. The estimated building sizes in terns of square footages, employees and average daily visitors relating to each, including those already huiit, those that are definite, and those that indefinite are are summarized in Table ;. Using the information in this table as a basis, parking is generation allocated to the garage site in Table 4 and in turn the estimated parking generation is summarized in Tables 5 and 6. Table 5 provides an estimate of the parking generation that will be created by the Cultural Center --the library, the historical museum and the i Table l PROPOSED DliXTUNMENT SCHEDULE Iti GOIT:RNEW CEWER Size a annect Scnecmw 140,000 Square Feet May, 1976 (1,000 employees) (nnw open) 169,000 Square Feet September,. 19,9 (620 employees) (now open) 45?,000 Square Feet Constructior, to stare 198Z; to open LML 67,000 Square Feet = Summer„ 1980 (4SO employees, 600 visitors;d3k (nor: enen) 133,000 Square Feet (800 employees Future (indefrinite)* 1,000 visitors/day) Library: 20.I,500 Square Feet 1.250 emplioyee�j'„ Construction :t,trtecf' 3,000 risitors!da}•) Cfn•, 19SO;, to open Art ?hLseimi: 27,600 Square Feet Jinti. r;:„ Historical %--eun: 37,200 Square Feet Restaurant: Office: N19,000 Square Feet ( a3«000 EsrimatecFcomlrl`e"c». { square feet, 3, 2UC, employees, �,OUO° J:•ant try 119v_`* risitor�!d•�i Retail: 40,000 5titLire Feet Metrorail: 60,,1011 Square Feet .100,000 Square Feet Future (iudeft`rn fey, 9. Central Scrphort Facility (Bl. 103 Nj Die r; Managenent (6_0-space g, gep Cor.5trncCit+r CcY ct�rri` (1•la!;ler at N.K. ticcond Avenue) (fey: c^plo.ec,} = in 1^R1.. 10. Goreri.wnt Office Building (B1. 108 N) 44 '00,000 SgU3re Feet Future (n•.:c t`i rFrc^} 11. Governinent Office Building (Ri. Sg N) 200,000 Square Feet Future i tin_firs t,) 300,000 Square Feet Future (indtFin�itc) Its. x S ,- . Table 2 DLAT-LOMNI'S W1711IN TRADE AREAS OF PROPOSED GARAGE r Opening Date f�kNg Existing Definite Future �I 4. City of IMiami Administrative Building 1980 G. Metro -Dade Cultural Center 1982 7. Metro -]lade Adhinistrative Building 1983. 9. Central Support Facility and Garage 1993 Government Office Building Indefinite 11. �Goverment Office Building teen - _'a--�r�a.r 'C> ,&• �.�> � �cc=`-'.t �fine. 't3' �.,zs '.,?s �,c .,... km...-r,.'d.a. v ..�'. 63' ,w,rr>�:"''`�?,fi MEN �,.,. 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A �f. :.l?: ..'.. :...;. � .. .. .._. ..,.. -"2; r.. ,.�_ : � . .,.. ..�".-n, •r �, ^� �'4, ..:�' ._ .. �.. - -�i. ,< �, �:, ?six... b_,� ,, v��. �.�'� r� � rs.-:�, ._.�,.-.. ...�. :.:. �.. �� .x ._w. �_ _...,.. .y.:. ^gS,,�*„,�- - '��`�-` I I , � I III III I II I Jhd A hlI.l I I I lil I III I-95 cn • N 11cn S ( toCl . .. v p • � i 1 \ • / N v gr I • < ~ 1 n �_• rr •(-- — —" N.W. 2nd Ave., 1 a ( GREENPAR•K 0 I P Gi • �-• • N O • C(i • R • ri•••) V O••I•• •• •• - // I>L I� i I ,� (o..I -o RAPID TRANSIT stew-----w �1w w w w w w w o w s %411/fltttttfftftt/Itftttff///IIt/t/tlflltlftUf/ttttlttfllltlftl//l/l/flUUl/tototfftlltfflftUtftUlt//tllflNlittttliE/fitiEltilii`jr 57 n !t En era R rt. W;: �9. h- A. Table ESTIM)ITED GOVER94W CENTER DEVELOPiiFNT SIZES iV4. .\\i�iV.Vi V\r.•b\.ri 4. City of Miami Administrative Building, Definite 6. Metro -Dade Cultural Center a. Library b. Historical Museum c. Center for Fine Arts c 7. Metro -Dade Administrative Building 9. Central Support Facility (and 620-space garage) Indefinite 3. State of Florida Offices S. City of Miwni. Offices 8. Dade Offices 10. Government Building 11. Government Building 12. Government Building sf a a VV ,.. JV 67,,00O vrr 45D 6QQ 200,000 2501 3,600) 37,200 40 1,,09 37,600 2b► B0o 738 , 000 3p2GU 4.00Ggn 75,000 Mne { 457,850 133,000�d0 3�0� 400,000 200,000 200,000 400,000 tx Table 4 ESTIMATED ACTIVITY IN GARAGE TRADE AREA 770 n z 1)n1% `MM2 rVl i5 13 -t s a Uble 5 MI IM1TPD GENTU;aTION Or Cul.rtJ M, 0"N- IR Average fte rage Daily Daily Peak Facility Persons Parkers Parkers T11MOV,01- Visitors Library 30000 5f1U�1� 100 1.0 Museum 1,000 267(2) 107 2.5 Art Center Soo 100 0) 40 215 Total: 40500 667� �rn�loyees Library 250 117�41 4 k 106 Museum 40 19 J7 Art Center 26 12(4) ii Total: 316 148 134 (2)Assumes: �3)Assumes: (4)Assumes: 80 percent would drive in; average car occupancy, 3.0. 50 percent would drive in; average car occupancy, 2.5. 70 percent would drive in; average car occupancy, 1.4. 4 Table 6 FS MXT111 PEAR Rut PARKItiG C NMATI.ON BY G%NCF. TRADE ARF1\ DeveI- Existing Definite Future ar_T_gt-Jt, Ya?Tin� 0r ar•ins__ -- opment nher Persons Long Short Term Term e s c Long Term Short Term Persons Long Term _ Short Term _ Area Employees Visit— orsC27� area Fmployees Visitors :1r— ca Co�cec Visitors(Z) 4•S i�'.0 d50 600 171(1) 48(7) 133.0 800! 1,000 i 271.S `.iS.tl 316 3,200 4,800 t,000 134 1,1.16('1)' 2,17 370(7)' R "5.0 None 25 - 2QQ-0 (5) 311G.- - (6); �- 10 11 2oQ.o (1�>i(a7 - total: 6-.0 45061)0 17t .13 ' 1,087.S 2,316 3,800 1,375 56: -t00` a 80L► (')Area in thousandq of rquare feet. (2)Average daily visitors. t (' )Peak hour .k-nand in long -tern and short-term spaces. (')Teak -hour loll:; term Parking cctiiaated at 0.3,3 spaces her employee F (,){�C`il}� }IOnT' 1C1111 tCl"1 p,ll'{.Illt c�ti:natcd at 1.5_' G11i�C� re fC pct 1 1)1111'' SiliLlGt i (I 1,vi11:-}Y.'ll1. t-teri:l pa:klng estimated at 0.10 spaces per 1,01102,9 St�CIarC feeta a t d 's. } (') n - 11.08 c ..c visitor.': `,ma's"'. a • `� x "'i ," f ' #asc> ' 4 '§. „s;� r -s'^� ^ i !':•ai-h ur �:htit-tern parking e�timatcd at 1. _pne.. per ...'i: '- ;; � ,_ -. ;.. . . �;- :'.�' .:= ,! ., 4 N r f _�'{� ta&-xt-t^.r '. . ,F.2 ' -k "i „3' �• 1t«`�.7'fi �.�',,'tS`3 � ..nub - ..... ._.......,.r....;::> a.. , : a .:.xa7.rt:... •_ , *r,,.. a,�t .. _ _ . r. , .�, tt., .: _ . „rF""` .: a .. _. ,.... � s ,_..- ...� "':x,.�> �.. _r . _-:. �' • ___, . ,.. - - : . � : s ..,-cc'c,.. - �, _ .: ,-3��-,r,.v"w:i'.o sr�' _ T.-.- ;, w- ,. , F.. r a,..,.. ,,.. .:,-, ....., .. .'�"_ �. ...�" a ... � . _.�=.:ram w-�. ,�.,. '=ax .,.:a Via... C.. >� za•... 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'a',z _k=�rz'+:�fi �—�.�i, e:',. .. ,. ..,.. z, rr :,. r-a_ �. � ,. { ..w-.,� „G . Y,.. ,� :�. .,� nzr�s' ��...�. . � : r ,,. .� A. _ .. ems`- ..:.:.,.. �-�..3k.,a '�,tma's,4�w*S.Y- x a z%"':.�.�e. �..�. ,,.i.-� _..]-L,. sk.Y-.�:a;, >�M _d, `•n `"'�"�, � -� - ,. �_v..+�y^ '.. ., . �.. r-:-;-�.�.,t- :.,. ,-.. _:.. -.,.. ur ,- .> "' .: ,,.. ... .,_.�.. �. � ....:;�., . . �A,._,m , �. _.* . � >r --�,- �-,r .�.__,,,�,:-_ . :�Z .�+; .s-::n-.^-�' .'4-.s. 'tr . k�.., .::: ��s �...-_. _2. `�.,. a� -.. ,..,. , r?r� , rm.�u.. � %sue � .rye- 4?'i:: _ +z _�m. '.-, .°r M. -� - ,.. 4-z. 7�'�. z �—.�. ,� ,� z,><.. .�.... r4-,..,�-. �' .++{F��.... �`.. t .,. ". ._- W.. .a. .. - . il e.&. _- .:t::...x--,-,,._v _.,,rw..✓ .. ?.. ems+:: ��. k.,,...: -N x- 5 .. .;. ;E. ,. 2. ....r. _, f ,: '�. �"' . �:,`�•. - F "a....., a.S� a - _q fttt dontetr The estimates of annual visitations shown ill this table are basod on meetings with the directors of catch respective center. 11ic library is expected to attract about 3,000 person -trims each typical d;tv� the historical muset.tm approximately 1 ,OOO person -trips, ;nul the art center an average of 500 person -trips. The cst inlatcd average oi* dai lv trtrkers, re- flecting the typical characteristics of this type of visitor, the local automobile usage patterns and the estimated impact oil the rapid transit and the people -mover project is also shoh•n in Table S. It is estimated that the average daily parkers generated by the thrcc cultural facilities wi11 be 300 to the library, 267 to the museum and 100 to the art center for a total of 667 parkers. 'Mis is an average figure --there Mould be days in which the parking generation would exceed this nlarll"r an I other dIN'5 in Which it Mould be less. Using estimated turnover factors, the ntimber of peak-hotir parkers has been estimated at 100 for the library, 107 for the musettm and 40 for the art center. Thus the peak hour parking requirements of the Ctu'.,ural Center (occurring during several hours of a day) are placed at 247 spaces. The Cultural Center is to have an estimated 316 employees including 2S0 at the library, 40 at the musetni and 26 at the art center. It is estimated, as shown in Table S, that the total peak hour parking requirements of these employees will be 134 spaces. In order to estim.tte the parkins; generation of the other facilities planned for Government Center, the following factors were applied: 1. [larking Spaces Per [h )1ovec 4 k! ' a. It is estimated that on a typical weekday 85 percent of the cm- ployees will be present, 1S percent absent because of vacations, travel or illness. b. It is estimated that during the peak midday hours of an average day 90 percent of the employees will be present, 10 percent out of the area for local travel or other reasons. C. It is estimated that 70 percent of the employees will travel to work by automobile, 30 percent will use transit mode. This estimate of transit mode reflects conditions that are expected when the tran- sit system is improved with the addition of the rapid transit and the people -mover system. d. The average occupancy of each employee's car is assumed to be 1.4 persons. T}lis is slightly higher than the current 1.3 value, . reflecting the fact that increasing motor fuel costs are tending to increase car occupancies. e. On the basis of the above assumptions it is estimated that each 100 employees will } y generate a parking demand for 38 peak hour 11F, spaces. (0.85 x 0.90 x 0.70) divided by 1.4 = 0.382S. In addition to each long-term or employee space it is estimated that each r 1klrr s se�E °`S' AH§'kl f f� r�yR'b a x� I' Milloytee will generate a need for 10 to 11 percen`, short -tot Parking spaces to accommodate visitors. Therefore, in total, each 100 employees is estimated to generate 12 parking spaces) including 58 for long -tern use and four for short-term use, 2 Parking Spaces Per 1,000 Square Feet of Uffice Puildit In those cases where the proposed development in Government Center is provided in terms of office area a different procedure has peen used to estimate parking generation. In this instance it is asstuned that each employee will occupy approximately 2S0 square feet and, therefore, there would he four employees per 1,000 square feet of office area. I1y applying the factors discussed .above (parking spaces per it is estimated that each 1,000 square feet of office space will generate the following parking demand (hffiaig peak hours of a t�lpical day: Long -Term Space: 1.S2 spaces per 1,000 square feet Short -Term Space: 0.10 spaces per 1,000 square feet - Total: 1.68 spaces per 1 , 000 sc{uare feet Through an application of the above generation factors the peak hour parking generation of Government Centex- was developed as shoa%n in 'Fable 6. Again, the parking generation is stratified according to existin, definite and future. In order to estimate the patronage that might accrue to the subieet garage, it was necessary to estimate the amount of parking that would remain by the time the garage opens and, in effect, represent competitive facilities. The Government Center area is changing almost daily as ob- solescent buildings are demolished and temporary surface lots are created. However, by the time the garage would achieve stabilized use --I)"- ap!woxi- mately 198S, the net remaining capacity in Government Center is placed at 1,584 spaces that may be available to the general public. It should be noted that this number does not include the 442 spaces in Block A in the police garage. however, this number does include the anticipated construc- tion of a. 620-space county garage in Block M in connection with the proposed central support facility which is scheduled for initiation in 1982. By comparing the parkins; generation estimated within the trade area of the garage site with the amoauit of parking space that is likely to regain in the future it is possible to estimate the future parking demsnd. "llais analysis is summarized in Table 7. In summary, it is estimated that the definite parking generation accruing to the site should approximate SS2 spaces during the peak hours of a vI)ical day including 620 long -ten; spaces and 262 short-term spaces. In future years, as the other elements of the Government Center are developed (those that are indefinite at the present time). this peak -hour reaui.renaent could increase to 1.890. In addition. 1 Q1 Long; Short To tin A,?arking Demand Existing 171 48 Definite 1..s5.75 56 71, 4 56bbta11' 1,54Ei5 20161 Future `dotal 2y4�8 �11 �y169 II. 'parking Supply , - `r�'Ua iUa}� � j Existing � r, �'� 648 Definite (New) 1 015 .Subtotal,. 1,695 Loss _ 414 414 4 ... Net Supply: 926 353 1,279 C. Estimated Net Shortage(1) (Peak I{ours) Future 1,532 358 1,890 Definite 620 262 882 (l)In addition to the shortage within the site trade area, there is estimated to be a shortage in the adjacent CBD area that could increase the demand accruing to this site. This increase could approach 500 spaces by 1985. It should be noted that the estimated parking potential does not include any City of Miami employees who now work in Douiitown Government Center (building No. 4) or who may work in the future in proposed building No. 3. The stated policy of the city is to develop a surface lot of approximately 425 spaces in -_ the area west of Route 1-95 for employee parking. DESCRIPTION OF THE PROPOSED GARAGE The architect has provided the following description of the proposed garage: �i Z� 16 -576 � ; 5< { ,� � �� tF "� try+L�,x�i , t�'.r�4y.,:.' 7{ �,�i3�s'i: V Sys � 'z l � �` ?� k` .s,}�rvt�ry,� �4:� � w r.�-i'„ F„ > �'�% c y�'� ��S `-�iS� �' : i � � •. d j ,. �s ��nint �� ix�rr?�icty�} �,��'• s ��.�t �`a. + .x �#�' �` �d �; �. ��' � (hey, ��,r r�� 4� � Tr �r �1�a� �sk�ta�� . ,�,��'�� a ��,� ��it��I�,-.� �� l,t;j�.yydb iak£�d,4.�,h'+7��. ;,5�" z �,� i ' t�.�;e�p>a S�fTs i�i��€s �,a ia�. 4MPi y�R�,s L>�� Es��,�L.:*7� r✓ t Y+�,^`1 ,�k},. �t �f�A'.; ;. �t�� ."`�i �. ;r 3Yl M'1 v .` --�' � F, s'r tt r. �.+.$'Yt n }$t �. ,' o-'iSydidrll � , � j �w i� l �'�eA +l� 1 t � i i f4 it ''7 k& v } i y x. a Long; Short To tin A,?arking Demand Existing 171 48 Definite 1..s5.75 56 71, 4 56bbta11' 1,54Ei5 20161 Future `dotal 2y4�8 �11 �y169 II. 'parking Supply , - `r�'Ua iUa}� � j Existing � r, �'� 648 Definite (New) 1 015 .Subtotal,. 1,695 Loss _ 414 414 4 ... Net Supply: 926 353 1,279 C. Estimated Net Shortage(1) (Peak I{ours) Future 1,532 358 1,890 Definite 620 262 882 (l)In addition to the shortage within the site trade area, there is estimated to be a shortage in the adjacent CBD area that could increase the demand accruing to this site. This increase could approach 500 spaces by 1985. It should be noted that the estimated parking potential does not include any City of Miami employees who now work in Douiitown Government Center (building No. 4) or who may work in the future in proposed building No. 3. The stated policy of the city is to develop a surface lot of approximately 425 spaces in -_ the area west of Route 1-95 for employee parking. DESCRIPTION OF THE PROPOSED GARAGE The architect has provided the following description of the proposed garage: �i Z� 16 -576 � ; 5< { ,� � �� tF "� try+L�,x�i , t�'.r�4y.,:.' 7{ �,�i3�s'i: V Sys � 'z l � �` ?� k` .s,}�rvt�ry,� �4:� � w r.�-i'„ F„ > �'�% c y�'� ��S `-�iS� �' : i � � •. d j ,. �s ��nint �� ix�rr?�icty�} �,��'• s ��.�t �`a. + .x �#�' �` �d �; �. ��' � (hey, ��,r r�� 4� � Tr �r �1�a� �sk�ta�� . ,�,��'�� a ��,� ��it��I�,-.� �� l,t;j�.yydb iak£�d,4.�,h'+7��. ;,5�" z �,� i ' t�.�;e�p>a S�fTs i�i��€s �,a ia�. 4MPi y�R�,s L>�� Es��,�L.:*7� r✓ t Y+�,^`1 ,�k},. �t �f�A'.; ;. �t�� ."`�i �. ;r 3Yl M'1 v .` --�' � F, s'r tt r. �.+.$'Yt n }$t �. ,' o-'iSydidrll � , � j �w i� l �'�eA +l� 1 t � i i f4 it ''7 k& v } i y x. a Future 1,532 358 1,890 Definite 620 262 882 (l)In addition to the shortage within the site trade area, there is estimated to be a shortage in the adjacent CBD area that could increase the demand accruing to this site. This increase could approach 500 spaces by 1985. It should be noted that the estimated parking potential does not include any City of Miami employees who now work in Douiitown Government Center (building No. 4) or who may work in the future in proposed building No. 3. The stated policy of the city is to develop a surface lot of approximately 425 spaces in -_ the area west of Route 1-95 for employee parking. DESCRIPTION OF THE PROPOSED GARAGE The architect has provided the following description of the proposed garage: �i Z� 16 -576 � ; 5< { ,� � �� tF "� try+L�,x�i , t�'.r�4y.,:.' 7{ �,�i3�s'i: V Sys � 'z l � �` ?� k` .s,}�rvt�ry,� �4:� � w r.�-i'„ F„ > �'�% c y�'� ��S `-�iS� �' : i � � •. d j ,. �s ��nint �� ix�rr?�icty�} �,��'• s ��.�t �`a. + .x �#�' �` �d �; �. ��' � (hey, ��,r r�� 4� � Tr �r �1�a� �sk�ta�� . ,�,��'�� a ��,� ��it��I�,-.� �� l,t;j�.yydb iak£�d,4.�,h'+7��. ;,5�" z �,� i ' t�.�;e�p>a S�fTs i�i��€s �,a ia�. 4MPi y�R�,s L>�� Es��,�L.:*7� r✓ t Y+�,^`1 ,�k},. �t �f�A'.; ;. �t�� ."`�i �. ;r 3Yl M'1 v .` --�' � F, s'r tt r. �.+.$'Yt n }$t �. ,' o-'iSydidrll � , � j �w i� l �'�eA +l� 1 t � i i f4 it ''7 k& v } i y x. a I y, zt i yt ne parking garage structure Id i l be ;approximately i ;.1 feet h,�j ftet With the long axis approximately parallel to \lV Ind :Avenue, The garage floor plan is divided into three hays in the east -west direction, the sides being S8.S feet and the center heiaag S' fret. 11ae north -south direction has t)-pically 28-foot hays with one end of 30...; feet and the other end of 39.5 feet. The bays on the perimeter of the huilding are all level; however, the interior ba\•►rill he a gently sloping floor which i•:ill serve both as the ramp ;and as a parking floor. 'ITic design results in ef- ficient use of space while maintaining a smooth ,flowino traffic p,ittern with case of parking. Tile entrance and exit will be on \11' 2nd Street on the north. Stairs are located at four corners of the garage and elevators are in- cluded in the southeast and north►vost corners. The g;ara;ve contains some at -grade parking plus six full floors of parkins; on stnacturc. Floor to floor height is to be approximately to feet. The garage will provide parking for 983 cars (40 percent compact, 60 percent full size) in a gross ,area of 268,2S0 square feet of garage floor (273 square feet per car). Upon future conversion to all compact spaces, the capacity ►%,ill increase to 1,165 spaces. A total of approximately 26,400 square feet of leasable commercial spaces is to be provided on the first and second levels. :. PRELIDRNARY ESTIDLWE OF GAR.: GE CONSTRUCTION COST The architect estimates that the construction cost of the garage pro iOct— I parking areas, cormiiercial areas and site ►vork--would total S5,767,500 in 1J51 dollars. (See Table 8.) ESTULATiED STMI L I i:ED GROSS RLI'E\UI.' Wo estimates of potential garage parking revenues have been developed for this analysis --for 40 percent compact spaces and 100 percent small spaces. The leasing agent has also provided estimates of the probable income from the commercial space. The parking revenue estimates assume the fee schedule sho►%n in Table J.- to be effective in 1982. Based on these proposed changes the estimated average fees are estimated to be: Monthly employee rates, including intercept ►,cork -trip porkers: S60.00 Average fee paid by an office visitor and intercept non -work parkers: $ 2.50 Average fee paid by a visitor to the Cultural Center: IS -1.50 By applying the indicated fee schedule to the estimated annual marking generation the annual gross revenues were derived. 1110 alulual garage u;e 17 t • ,Zh � 1. r+i3 k?1 fc{.SI' 4 3e `fab1e 8 IiATILt.1T1 b G..ANOE CONSTRUC',1 U '15 I Item Co. t Description Area of Coverage; 14'272' 110igilt 70' Roof Elevation � 't 801 d 1E ii c t Floor Areas Garage Parking Area91 s 6, 250 S.F. Elevators, Stairs, Office,' Mir 11.6s gL10 � t Subtotal, Garage 285050 Leasable Commercial "`T'� r 26,400 ��Q �• Total Area �� 311� 450 S.F. s +;ty ' ��sE � tipt Parking Capacityr yGl� F With 40`o Compact Stalls ='�',t, � ��, + 's 983 With 100 Compact Stalls 1,165 Estimated Construction Cost «3r, Garage 752, 000 Commercial Area rr,` 884,000 Site 151, S00 Total $50767,500 Source: Wilbur Smith and Associates, project architect. y" " r has been estimated by applying appropriate turnover factors to estimated ow peak use and, in turn, annualizing this figure. As shol-al in the upperpart of Table 10, it is estimated that the 983-space capacity would generate stabilized gross revenues of $1,145,260. In later years --possibly by 1990--it should be possible to convert the entire garage to compact spaces and thereby increase its capacity to ap- proximately 1,165 spaces. The effect of this change, again using constant 1982 dollars, would be to increase the estimated gross revenue to $1,341,755._ STATUS OF T1]E GARAGE SITE - The land comprising the garage site was conveyed to the City of ;Miami by Dade County under a Land Exchange Agreement dated December 20, 1979. Section 5 of that Agreement identifies the site as follows: 18 81 5 7 G :ir 1 i z ear Fable 9 ,;(II •DUI.i: Nbnthly I=ec (Paid in ,Advance) 00 Daily/llourly Parkers Under 1 hour M0.75 1 = 2 hours 150 qq 4 4 1 Z � Z X t { G J hours 2.25 - 4 hours0 4 - 5 hoursil �S{t 3 . J� �r i* ,t tl, IXt z,a MR Over S hours 4.00x 1:I 11t 1 I Note.' Fees are in 1981 dollars.' 1, t Y f { P "Upon request by the CITY following the COU,NIVS receipt of title to the property described in Exhibit A of this Agreement, and after the CITY has demonstrated to the COUNM' that it is prepared to con- struct an approximately 1,000_space multi -storied public harking garage and associated structures, the MUM, shall conveN. to the CITY, by County deed, the property knomi as a portion of BLOCK 108 \, Iklit\- TOWN GOVE"I\TE11'T' CE\1'EIZ, more particularly described by legal descrip- tion attached hereto and made a part hereof as li.�Jribit E. Said dead shall contain language substantially similar to the 1'olloti;in re��ertor provision: I U �3 g Table 10 ESTEMTED STABI LM-D CROSS R}. I: UI S PROM Peak Cu ii- 1lnnual Avern�oc annual Source _ Use „._ w over 1:actor Vcc Rriieiliue 1. 7-Levels, 40',; Compact Stalls Employee 460 1.10 12 $60.00 Office Visitor 1.60 2.50 250 2.50 Cultural Center Visitor 120 1100 300 2.30 Intercept Parker (work) 120 1.10 12 60.00 Jntercept Parker (non -work) 120 2.50 250 2.50 Total =980 2. 7-Levels, 100% Compact Stalls Employee SZU 110 12 $60.00 Office Visitor )80 2.50 250 2.50 Cultural Center Visitor 120 3.00 100 2.30 Intercept Parker (work) 170 1.10 12 60.00 Intercept Parker (non -work) 0 2.50 "SO 2.50 1,160 $364,320 150,000 248,400 95,040 187,500 $1,145, 260 $411,840 281,250 248,400 134,640 265,625 $1,341.755 ► U1 576 11 rN)x. h t 54 �,? AMR, '+gg h � 7�� .. t. �� r�^ , { , � �a`.r� �.. •:a � � r. �. a �" k�3S .R, i. P%I F r S.. t I ✓*:it} r xI y� r a4`t � iii��me �citettti7l fi)r t. iii� a��itt ��6the cdu�rei�a1�� d h,a�,er estifialrr�f ti� lrh a , sr7� See Tr�b�e j.. i1TED ANMMJAL D}i$T S1.RVICL' Tile estimated annual cost of developing the proposed in 'fable 12. •111e estimates are bases} on the asstunpt' garage is su;marited t+�ould be used to finance the project, revenue bonds The use ce revenue bonds involves certain related financing costs, In this instance the Financing costs , Of the bond issue grid �,tould cover srrche.itemstas capitali�eci interes the first 18 months; one year of debt service reserve; l� 10 Percent legal financingand issu. t durinc, urce ex )enses • and coat irreenc i es Nell, iri t car , y `1 r `count; ppr construction cost of $5, 67,500, t}re estimated fin;urcin* "the estimated approximately $3,500,500. During construction interest income Cosidler'OLMt to could provide about pa 000 and thereby reduce the bond issue to $5,Sc1U 000 Assuming a level debt payment over 25 years at a 12 percent rate of into• the annual costs to amortize the project are placed at $1,1--,000. refit, The anticipated development schedule assumes that t}ie bonds v.ould be pla in t}re Summer or Fall of 1981 .yid the garage opened in the Sprin of J9,'ccd S 82. ESTIDRTED FINANCIAL PERFMJL ,XrCE The estimated financial stabilized conditions is sunupnarizedi neOf Table}ll,garane under tWO alternative to 1990--and With a rnix of 60 percent standard'andn40}1percent years•-prie carlN- or (a total capacity of 983 spaces) , t}1e follo��in Compact Stalls estimated: g debt coverage ratios are Gross Coverage 1.32 Net Coverage 1.17 After approximately 1990 1.,165 , With all compact stalls and a total capacity of spaces, the debt coverage ratios are estimated to i loving levels: increase tothcfol - Gross Coverage Ratio Net Coverage Ratio 1.50 1.30 The estimates contained in Table 13 reflect an estimated and operating cost in the g $280 per space ed aruival r^�irrtenance is based on costs Which are anoieereported by thc� Off-S per year. I1ri• esti:�ate but with a reduction in treet Par}:ing :Lut}rority this garage. �encral and administrative costs that milt :rpp.ly to' g g It }las beers assumed that the Authority t;oul,l �.,,,,.,. _�_ facility in Governmont- 1 Ann11a l (1) 1 t1come First Floor, 18, 700 SF t� 14 (, Second Floor: 7,700 5I; @ $12 �12 , I - 0_400 Total $ 354, Zook Less 510 vacancv rate 17, 700- :, Adjusted Gross Income $3360500 C (1) estimates prepared by Research Management Corporation of N11 an n£r�4Y r ` t t ✓� �rQ t r .N a:;'e'r' w '~J7-:A�s + •-hvr y i r a. <'r.', s?+ ;'. st gg,,- ? y. , zy '1. 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E.+4 k YS �'�1•'�dcA'•s�' E `. 1! h r r ,.:t.. 1 57t is yr �`t if A 8 1- 5 7 6 �' FL �.tJ 3.,• i � X i tAx'1 �i t; �I p, s 4 t3v 3 k Fnf'�'q ��(� Nv�w.,�4 t}i( V4 �..y'1@` y�"yl i i!` S x fi }u b i i y X( tAtIM TF11 PROit-CT U 'Tifi3OCt t1 'C Cn Item fi�escription Parking Spaces (a0', compact stalls) �'b Parking Spaces (100" compact stalls) .Cj 400 Commercial space (sq.ft:) ' Costs, ki 4 (1981) ( Cost 3) ,4 S5,767,500 Construction ,�'�� J,5C10.500 Financing Cos .(4) 4550000 -� Less Interest) i16ttht of $once Issue: S5,800,000 Level Debt Payment(6) (1)Initial capacity. (2)Capacity within approximately 10 years. OEstimated by the architect. (4)To cover capitalized interest for 18 months (1S.); max-w annual debt service reserve; repair quid replacement resern,e; Wide' 1-iter'< <liticOunt (twopereent); bond insurance; legal, fillanciiig and issuance cx-lMisc. and contingencies. Total cost, estimated at percent of hoed issue. (5)Interest on idle funds. (6)Based on 1.5-year term at Illpercentinterest• hounded to nearest 5100. , , x7 Ij Table 13 t-8T1%TI:b STABI L I ZE'D I.1\:VCIA1, Pl l'if'OIL�L`1�C1 A, With 40 Percent Compact. Stalls, tPB s i ad Gross Revenues Parking1� Commercial 1 45,2GO 50 1o, 50 $ 481 760 1 NI&O L.\l)ense Parking (at $ SU/�naec) ' I ' 14 j �itf n �31s 275 240 i Commercial (109, or gross) 1-5 650 3080890 Net evenue RInterest on Reserves at l $1,172 Plus,870 137,200 '6ttil Net Income: $1,310.070 i Debt Payment $1,122,000 Coverage Ratio 1,17 13. With 100 Percent Compact Stalls (1,165 spaces) Gross Revenues Parking $1,341,755 Commercial t fi 136,500 ,d } Fetal Gross • $1, b7S, 255 rx } Bf+�i14 M&O 4-Tense y r Ss Ir r Parking (at $280 pp) �} $ 326,200 Commercial (10 of gross) ,` x 53,650 r£ If fi C} Ui Tota1&0. 359,850 Net Revenue Plus Interest on Reserves (at 10%)�},s�YY E �t $1'1��'40� , 2 Net .Income: $1,455,605 � Yf Eh I 2 Debt Payment $1,122, U00 Coverage Ratio 1.30 r � x'id txd� St 'T< 4n ltlt�r-� Rik a 9 t ', I '� r;c '�i�Y}. �`F �l 16�s s1'; tts y +`rd ��s'F,��' �f'��'>7 �4 <a ,.:�} 'rt ". t tl i'„ ,. t„{3£.r ✓1;t31.�� x.r, 35T`-A}��, :�,, t 7x �, .� �. � -,r ItF 91: � '�; �.�-�!. �. , y �c rJa;ri , I?' �.� Cr7 �{• e,r , 5.it i+:.Y.,,,� 3�� yi,��' Nit .+ ; b I { 4 - �i-r H '�� ' I tu��`�jg li�ri�i.� � I�.`[s A�'t;••�5 : r"�- M� k�� 1 ° �.� �r q:,-`n 4 � ++ : �4 h�'9#�" 3� ..il '. y,'7 }, 3�. �z�� 4 ay L�� s+ I,.; -a�Y [ salt y 6, £ �t ,.�,. tl uix�. t�3r�: r3.%{tit i,��,•rS�. 43#��9 xi �a�1�4 t'r-� .�'"� s�u�`�� 5.�,,:d' x' S� `-i'� h'J �s r �37�r �S`'�'. . �cx� Ott it .. c. t "� £.. ✓ i tr 1- L "1 l�� +' �� h�:--.+�'{{� dy 1� ��;� t�� J�,y� �SSp R$,,;i� d f�:.4��,t. 3E�' ,_'y.�Y i�.I�- �1 s�tf �.�. 3d x y.� e -0. y�' ??,C'�I`� I t ` $ 57 y S� �... m�„t tY AMR ��aG'.cr t S r us aI {•. 3 a 2i fl .kl�',�+.,��a .. L� TE" aAj �; t e,., }-fal %n;.. 5 ,<t.�.,u! Xf� t�i.�a�>" z� , ;�S -s. � :� .. r, �. rt "�1'' ?s u.I N,.{f� a.. .. �� (r��-l.�>•, .,��j�`rc��,,j� �r.�*d. a�`j ,.ss � *, �, �?i r�+�� ._, �� ,.,r t'�L �:.��..�Sl �e �q; �, �{{ �� 2:L .,j- F��>`�,�'� � <.t tlen � '-rd* ��+�suY�.i }s '1�.,qa 'l�:f •a tr �u '�t;,Xl �r"a`�1.;:3 x�at �,?�.�ntf..i �..,,,, Y} e �. •. E�`�.. k fx. +f-roM x!`� S� 1 sgi:.0 rol Y h, tc� � e +� 'i tt�i�r�. � 1�. . iA� rJ3"tl . I t � 1- . r1"a .� '�.'.. {.: � �1� [_ �� 1 §n� -r ,�. ,ter d -.., � '� ..��37d�+ '� n x , ;�x3`2#. V , v TO: B. H. Broymahn V FROM:. S. Smith Wilburfmith end Agi§bciates SUBJECT: Brickell Key - Traffic and Parking Studies I Pursuant to our discussion with the City of .Miami Planning Department staff including Richard Whipple,* we have endeavored to summarize the analyses for the parking and traffic matters for the Brickell Key Project. Development Order The development order issued by the City o£ Miami limits the floor area as follows: Total floor area Non -Residential Retail Other Total Residential I Iha 11 Total Island 5,905,000 150,000 SF 1,050,000 SF 1,200,000 SF Brickell Ke -- - -- -- -- _ ___ 41 6050 900 Sr 117,000 SF 819,000 SF 936,000 SF Clughton 1,299,100 SF 33,000 SF 231,000 SF 264,000 SF e zng 3,075 DU h2,398 DU hotel Rooms 1,200 Rooms 676 DU 800 Rooms 4 00 I,:ooms The division of the floor areas between the t mined in specific agreements. wo owners was deter - Further the maximum peak exiting vehicular movement was limited to 800 per hour. It was stipulated that the development would adhere to the zoning provisions of SPD-1 (Central Island District). After considering the overall program the following facilities are proposed for the Brickell Key portion of Claughton Island: Land Use Project Exiting Trips/Hour (1) 2398 Dwelling Units (2) 400 Hotel Rooms 350 (3) 200,000 sq. ft. office 60 (4) 100,000 sq. f t. retail 160 50 -_ 62620 a44. "5 fU t.tut. •'.=r."¢F ..-. .�.: n1..uL.n- cxri... an.in:, .. .- 94 t; It, bteymann � 'age 2 culy 18, 1990 bated upon the anticipated trip generation a peak hour exiting VoIttifie of 620 vehicles is estimated, parking and Traffic Generation To develop parking spaces and traffic requirements we have undertaken traffic counts and parking aCCWnmulation studies at The $rickell Place Condominium Development. The relative develop- ment pattern and price range is similar to the anticipated development on Claughton Island. There are 550 units in two buildings. Several studies have been undertaken to ascertain peak parking occupancies:' As outlined, the peak parking accummulation ranged between 0.83 and 0.91 vehicles per dwelling unit. Parked Vehicles Parked Vehicles per Dwelling Unit Saturday - April 22 458 0.83 Sunday - April 23 481 0.87 Friday - June 1 487 0.86 Saturday - June 2 459 0.83 Thursday - July 12 502 0.91 Saturday - July 14 451 0.89 The observed peak afternoon exiting movements for a two hour period were as follows: Thursday - February 22 Friday - February 23 Friday - June 1 Saturday - June 2 Thursday - July 12 Saturday - July 14 Total Trips (2 hours) 122 152 135 89 97 92 Trips per troelling Unit per hour 0.11 0.14 0.13 0.08 0.09 0.08 The maximum two hour exiting movement from the two access points was 152 vehicles, an average of 0.14 trips per dwelling unit. d•." *} !+*� Y' l•'' .-T 79`*,KIT 7i ;'ram 'z -•"�7. r : t. s. r 7' : 'g.k- a,'. r. 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' p'�i[.: x E> •:,Li,:a-fra:..?4- t ikt:::;�l.yrlC'.. ?-"' - :'•t�4.£rii�,,,;a��• .odr': ..k�1r. : c �Jr., :r: TIME UPM 6!00 aan, 17-S Page 3 A# PARYINC, ACCUMMULATION nRjCj,'F,LL PLACE Thur-s!�a 1979 LOWE P, 329 264 -Jqly It, TOTAL SPACES 502 411 9:00 a.m. 14 12:00 noon 137. 217' 354 3:0000 p.m. 126 199 325 6:00 P.M. 120 208 528 9:00 P.Mb 127 4y. duly 14# 1979 6:00 a.m. 157 324 481 9:00 a.m. 166 320 486 12:00 noon 125 216 341 3:00 p.m. 140 265 40 6:00 p.m. 157 334 491 9:00 P.M. 128 Ti Friday June 1 1979 6:00 a.m. 167 320 487 9:00 a.m. 155 288 443 12:00 noon 121 209 330 3:00 p.m. 118 212 330 6:00 p.m. 133 237 370 9:00 P.M. 135 241 376 Saturday June 2, 1979 6:00 a.m. 145 314 44 459 9:00 a.m. 156 284 40,1- 12:00 noon 149 229 378 'g- Tit 0 :W- 7 Fy i3. ff. $teymann Wage d diAly 181 IM �a hC Requitements - Othet Communities The existing City of Miami doge tequites parking spades as followss 1 bedroom = 1.50 spaces/d.u. 2 bedrooms 1.15 spaces/d.u. 3 or more bedroom - 2.00 spaces/d.u. Based on the recent trends and the anticipated development at Brickell Key, an average of"l"25 }esourcesdwelling parking spaced q'uirea• bats have been developed from various ments, It is likely t;:at some changes will be made due to shift in travel pattern and vehicle ownership. (1) Institute of Transportation (ITF) The report "Trip Generation" was developed from empirical data collected from many cities. The average vehicle trips per day was 6.1 for apartments and the indicated requirement for parking was 1.3 spaces. (2) The Appraisal Journal - In an article relative to analyzing and appraising condominium apartments, a maximum of 1. ing unit was suggested. spaces per dwell (3) ASPO - Planning Advisory Service - In a study of "intensity zoning", required spaces ranged from 2.2 spaces/dwelling unit for a one story apartment to 0.54 spaces/d.u. for a 24 story structure. This is substantially less than the 1.25 spaces per dwelling unit recommended for Brickell Key. (4) Investment houses • In discussions with investment firms they generally indicated a desire for sufficient spaces to (a) meet local code require- ments or (b) 1.5 spaces/d.u. Parking Requirements for other Cities The zoning standards for other major cities were ascertained: (1) Boston - Parking basWdtownarea, but outside on f�area �which centralvaries from zone to zone. In do business district, requirement range from no parking required with floor area ratio of 8 to 1 or greater (in other words - an 8 story building) to 4 spaces per 10 units (or .4 spaces per unit) for a floor area ratio of 5 to 1. Similar buildings to Brickell Key would require from Zero to 0.4 spaces per unit. Page RAY 18, 1980 13'$ �: tteYinanfi g Washi-hgtoh _ patking based on floor area ratio, same as boston but hi5het requirements. Their tatios requite 0. � to 0.8 spaces per unit. �) Tampa - one parking space for residential unit in all zones. (4) New Orleans - one space per residential unit - 0.5 spaces per residential unit in central city zone. The recommended parking -ratio of 1;25 spaces per dwelling knit would be generally consistent with other cities. In Retrospect The parking requirements as s tipelforsuburban developments. ducity Miami's zone g ordinance are probably adequa I3ow er, consideration should be given to the unique location and of facility being developed at Brickell Key. believe that out-of-state and overseas ownership in Brickell Key will be approximately the same when it is ultimately developed as now exists in Brickell_Place. Therefore, it is reasonable to assume that the traffic generation and parking requirements will he similar and below the requirements generated by different types of condominiums in other pla_ ces• (2) Brickell Key is situated very close to the central business distr of Miami and other intensive development a ong Brickell Avenue immediately south of the Miami River. This close proximity will reduce the need for use of private automobiles and will encourage trips by taxis, walking, bicycles, and other non auto means. (3) One of the major rapid transit, stations is to be constructed L between loth and 13th Streets west of Brickell Avenue. The '\ proximity of this station to Brickell Key (approximately a ` 5 block distance) will encourage use of rapid transit by Brickell Key residents and visitors. It is expected that a shuttle bus service will be provided between Brickell Key and the Metro station. (4) Announced plans to develop a people mover system.in the central Miami area to supplement the Metro system would provide another attractive transit service to Brickell Key residents. A key station on the people mover system would be approximately 1.5 blocks away. It is our opinion that this system will serve some riders to their primary destina- tions; it will certainly provide a good transfer service to the Metro station and to other surface mass transit routes. All of these factors tend to minimize the importance and use of the automobile by Brickell Key residents. �.,,.�„�.�..re t-!ea.r-e*..,-,aT,r� - - - •, . _ "''� - ."Ff"R1'°.�S'',','!Pa!!� - - - ---- — ....Z ..nq :•5�+�..�•�,�,.-�.._- �-•.,ws•►yP^'w+R""•t*'a+'P{"""f' ;. , .- Y , i 4•- _ '-r ' :t'S;r, -•. _' .r,- '•" .: F 'j��..i. ' �:-. '. �" � • ' . _ ' c • ` +r t• ti .Y � �=. 'n �-r- V '• �-� 'c-" i �F Y., . z9ta�'i!a�4a.e+=Sti `. � 4 • -S: Y'�^ rr�+e. �-sue'-;. • � � a '• k, .,:'LniR. ..;:� +;.-'y�yr.. F. _ .. y..�iw:S~�j .+..., 6 h bteyfnahh $age 6 July 180 1980 (5) ILE The current energy crisis which experts seem to conserva- tively think will prevail for another ten years is having a very direct impact on auto usage. We think it will continue to discourage vehicle ownership and will, thereby; be an important factor in trip generation and parking requirements. Also, the increasing trend for compact cars will permit the design for smaller spaces. As developers of Brick ell hey, you have been very thorough in your planning and have carefully evaluated the needs for basic facilities to provide a largely self-contained community. It is for this reason that certain commercial land uses and employment centers have been incorporated along with the residential units. The physical plans will provide attractive pedestrian bicycle and el-ectric cart interchange between the residential buildings and the other buildings, again reducing the need for auto transportation. With regard to parking, it may be interesting to note that, under the present zoning provisions for Miami, minimum parking provisions are not required in the CBD. Because of its very close proximity and because of the general nature of the development, it would not be unreasonable to presume that the Brickell Key project could be compared somewhat with the CBD development. ;qe would certainly not propose that such a definition be considered because we strongly believe, and nave so advised you, that adequate is essential to a quality residential development. In turn, we have been assured by you and your associates that you place foremost in your planning the need for good transpor- tation access and adequate, as well as attractively located, parking space for residents and visitors. In our analyses, we have, therefore attempted to evaluate the access and parking needs for Brick ell hey in terms.of the needs for a high quality and overall attractive residential community looking in both the immediate and long-term future. P� 4! urce i BRICKELL PLACE CONDOMINIUM ASSO IAfiION 1901 BRICKELL AVENUE • MIAMI, FLOSIOA 33129 - Oft) ' S �%• January 14, 1980 To: ALL EMPLOYEES From: Security office Re: Employee Parking. Due to full occupancy of the Buildings, we are experiencing a shortage of Guest Parking Spaces. The Board of Directors has asked that all employees park in the Guest Spaces on the 2nd. level of the South side of the Barbados Building in order to provide more Guest Spaces in the areas nearest the 2nd. level entrances. This policy becomes effective inmediately and your complete cooperation is expected. Thank you, Albert Cohen 14 de Enero de 1980 A: TODOS LOS EMPLEADOS De: Oficina de Seguridad Re: Parqueo de Empleados Debido a que Jos Fdificios se encuentran cor.pletamente ocunados, nos encontramos escasos de Fspacios de Parqueo para Invitados. I.a Junta de Directores ha pedido a todos Jos eripleados que esta- cionen sus autos en Jos Parqueos para Invitados del Segundo Piso, lado Sur,del Edificio Barbados con el fin de proveer mas estacio- namientos libres en las areas cercanas de las entradas del segun- do piso. Esta P61iza es efectiva inmediatamente y esperamos su completa cooperacion. ■:_ = WLL PLACE m DOMINIUM ASSOCIATION = tMPLOYLI, LISTING POP YEAR 1980 MANAGEMENT- HIRED: Lucy (Accountant) 4/16/79 Roberto (Pool Manager) 6/21/78 Teresa (Administrative Asst.) 11/10/80 , David (Dockmaster) 10/6/76 Billy (General Manager) 1/21/76 FIOUSBOEPING: Luis (Custodian) 9/4/76 Bibiana (Maid) 11/11/80 Reinaldo (Porter) 11/21/80 Rafael (Porter) 3/1/79 Gladys (Maid) 8/12/76 Gaston S. (Porter) 2/27/79 Rosalia (Maid) 8/22/78 Manuel (Housekeeping Manager) 9/20/76 Luis (Porter) 1/7/80 Manuel (Porter) 4/25/80 . Pedro (Porter) 2/28/79 Andres (Porter) 2/14/77 MAINTENANCE: Olga (Secretary) 8/17/78 Carlos (Repairman) 11/12/80 Carlos (Painter) 9/20/71 Esteban (Repairman) 7/6/79 Jose (Gardener) 8/19/80 Dayal (Gardener) 4/29/80 Carl (Chief Engineer) 8/2/78 Jorge (Repairman) 8/13/80 Frederick L. (Shop Foreman) 5/2/79 James Russell(Repairman) 8/23/78 Donald (Repairman) 9/24/80 Gustavo (Repairman) 3/12/80 Trengove (Painter) 4/3/80 SECURITY: Andy (Shift Supervisor) 12/6/79 Fidias (Guard) 3/5/80 Nathaniel 0. 10/29/80 Alberto (Security Manager) 4/26/78 Jose (Guard) 5/28/80 Alvaro (Guard) 10/27/80 Abraham (Guard) 9/22/80 Amparo (Guard) 7/14/80 Marcos N. (Shift Supervisor) 9/6/79 Andres (Shift Supervisor) 11/25/76 Carmen (Camera Room Guard) 11/24/76 Octavio (Guard) 7/31/80 Pedro (Guard) 8/31/80 Aida F. (Shipping/Receiving Clerk) 2/9/77 Williams (Guard) 5/23/80 , Sonia (Guard) 8/13/80 VALET : , Diego (Head Valet) Michael (Valet) Jorge (Valet Part-time) Nicolas (Valet) Darrel (Valet) Carlos (Valet) Jorge (Valet) 2/23/78 8/19/80 3/3/80 1/16/79 9/12/80 2/18/80 9/24/80 1 �J, Mg 2,05 i,V ml®r, too R mi p All % yew- U K ,oA SN'g , F. I _A V h.VAR :Su Fk. a Mg it M ,'Z tRin�mj amo 0 l 01 42, ......... ... any Im MIA, VANSPOITATION PLANNING DATA MAINTSMA]MCS ARM 5 V,, LAND USE, ECONOMIC AND DEMOGRAPHIC DATA FOR TRANSPORTATION PLANNING Q "AN -Rd 1 11 ell 3 X S;4 aK ' too 000, Ka t J'Q, V tiJ�ltImNolay NPAX j� l 0. U, JNMI �i. i od N' Ig it gog"'.0 Research Division .;.t� 1 qp &t tropolitan Bade County gnaw Planning Department R.0 900 Brickell Plaza 909 S. E. I Avenue A Miami, Florida 33131 1 , 6. 4 yl"i" N N g 0 K Mg gx 1i is MR A !lowW, gll"JII��,.A,; lKunified Planning Work Program Transportation Planning and "WA-ME WMENE"'r BMW Related Planning Activities the Period July 1, 1977 - June 30, 1978 RUM. ropolitan Planning Organization, June, 1977 AIN !A September, 1978 %6N SIR , TO—Emp The preparation of this report by the Metropolitan Dade County R: I M AT yMy"n Planning Department was financed in part by the U.S. Department Oof Transportation, Federal Highway Administration and the Urban N'S Mass Transportation Administration. The opinions, findings, and conclusions expressed in this report are not necessarily '.....`v.`;those of the Urban Mass Transportation Administration or the Federal Highway Administration. 1— 15 17-01 i .0Q1NjAjAk Mg% JaNVEKTRIM M INE, 3AI'M AIR!! ro N - �fll�{�� LS 1 f } f s4 5Is Household sample data available on the annual housing survey public use tape was used for further analysis of the relationship between housing value (or rent) and household income- The coefficient o"f correlation (R) for income with value was 0.457; for income with rents it was 06473- A negative correlation between income and the value -income ratio suggest that as incomes increase, households tend to pay proportionately less of their income towards housing. Some explanations for the poor correlation between value (or rent) and income include the following. Some elderly households may have reduced income but not necessarily reduced capacity to afford housing. Some owners may have more valuable homes than their incomes would indicate because the homes were purchased sometime ago at lower prices. Some lower income households may spend more for housing than would be expected because they do not have complete freedom of choice in the market. Other factors include the qualifications previously discussed on incomes reported and the accuracy of housing values estimated by respondents. HOUSEHOLD VEHICLES Autos - Data for 1975 availability of autos to households may be compared with earlier census data. Changes in auto availability from 1970 to 1975 show the first tangible evidence of the effects of recent fuel shortages and the rapidly rising cost of vehicle ownership and operation. While the number of autos available per household or per capita continues to increase, there is nothing like the rates of change that were observed between 1960 and 1970. The proportion of households with more than one car increased from 24 percent to 34 percent during the 1960s, and has not changed much since 1970. Table 25 Households by Auto Availability Dade County, Florida, 1960 to 1975 1960 1970 1975 Automobiles Available Households Percent Households Percent Households Percent None 65,379 21.2 84,034 19.6 99,100 19.4 1 169,522 55.0 198,280 46.3 236,200 46.3 2 66,123 21.4 120,593 28.2 142,100 27.9 3 or More 7,279 2.4 25,119 5.9 32,400 6.4 Total 308,325 100.0 428,026 100.0 509,800 100.0 Average Automobiles Per Household 1.05 1.21 1.22 Sources: 1960 and 1970 - U.S. Census. 1975 - Annual Housing Survey: 1975 32 Aj"rtkgc�,c_ �Y` ulk, 3i dP eso wha, due to such factors as age, disability or eeonomic teasone, ti wt use a private automobile, comprise a large pereenfage of Dade Gounty'a total population. According to 1970 census data, one out of every five households did not have access to an automobile, and the proportion has not changed much since 1970. License Tags - The trend apparent in local license data is the increase in light vehicles other than private autos. The rate of increase in light trucks, recreational vehicles and motor cycles over the period studied has been one and one-half times as great as the rate of increase in private passenger cars. An unknown but presumably high proportion of the nearly 150,000 pick-ups, vans, campers and cycles licensed in 1977 in Dade County were used by households. Table 26 Motor Vehicle License Tags Issued Dade County, Florida, 1960 to 1977 Passenger Cars Light Recreation Motor- All Other Year For Hire Private Trucks Vehicles cycles Vehicles Total 1960 18,143 391,230 26,104 -- 5,256 47,203 492,628 1965 33,333 469,492 29,254 -- 7,401 54,190 593,670 1969-70* 51,797 606,487 43,052 -- 12,563 82,556 796,455 1970-71 46,423 626,711 46,547 -- 15,068 87,597 822,346 1971-72 49,744 669,607 50,937 -- 15,953 95,343 881,584 1972-73 62,435 707,787 57,296 12,570 16,292 93,068 949,448 1973-74 63,855 751,292 64,682 14,462 18,283 100,150 1,012,724 1974-75 50,744 787,292 67,340 15,104 18,470 101,097 1,040,047 1975-76 55,969 787,155 73,458 14,706 16,733 360,195 1,308,216 1976-77 72,439 1,124,607 103,863 19,858 22,647 408,551 1,751,965 *Data for 1969-70 are for a 13 month period used during a changeover to July 1 fiscal reporting. Data for all other periods are for 12 months. Source: State of Florida, Motor Vehicle Division. Trucks - Recent data on the availability of light trucks to households allow perhaps a more useful estimate of vehicles than the restrictive category of passenger cars. The average number of autos per household estimated for 1975 is 1.22. Including light trucks brings the estimate up to 1.33 vehicles per household. But, this does not include motor- cycles which might be involved in household trip making. The availability of vehicles to households in 1975 is shown below. A significant number at Households own light trucks and passenger cars. Previous analysis has go-tieraiiy assumed that trucks represented a vehicle data and minor proportion of the license tag household infotmation Vehicles. The 1975 household suggest that non -passenger car vehicles may be an important factor in determining travel patterns of households. Table 27 Households by Vehicle Availability Dade County, Florida, 1975 Cars in Household Light Trucks 1 2 Four or 3 More Total in Household None None 94,468 206,460 133,317 23,027 4,820 462,097 1 4,066 27,539 8,095 3,241 910 43,851 2 or More 516 2,249 653 391 0 3,809 Total 99,051 236,250 142,066 25,550 5,730 509,757 Source: 1975 Annual Housing Survey, public use file. Vehicle Ownership and Selected Variables - The relationship between vehicle ownership and the number of persons in each household is shown in Table 28 below. The majority of households own either one or two cars. The majority of one -person households have either one car or none. Generally, as household size increases, so does the number of cars. Table 28 Relative Distribution of Households by Vehicles* per Household by Persona -Per -Household Dade County, Florida, 1975 Vehicles Per Household 1 Persons -Per -Household 2 3 4 5 6+ Total Households None 9.7 5.5 1.7 0.7 0.5 0.6 18.7 1 11.8 15.6 6.3 4.4 1.8 1.5 41.4 2 1.1 10.9 7.2 6.8 3.3 2.3 31.6 3 0.1 0.8 1.7 1.7 1.3 0.8 6.4 4 0 0.1 0.2 0.5 0.5 0.6 1.9 Total Households 22.7 32.9 17.1 14.1 7.4 5.8 100.0 Average Vehicles Per Household 0.6 1.2 1.6 1.8 1.9 1.9 1.3 * Autos and Source: light trucks 1975 Annual Housing Survey, public use file. _ _ 34 40 - - 7 1 - IR F nFi �� tf jF - I, ry s i '`trlp16ymont status of the head of household is a Significant factor in plaining household vehicles. It appears that the tt'ip'to work accounts fot moat of the second vehicles. The work trip data indicates more than 35 percent of the heads of household were not employed. Tabulation of employment status by age of head helped to clarify the meaning of this statistic. Nearly two thirds of the heads reporting "not employed" were over 62 years old, and most likely not in the labor force. A few of the younger heads not employed may not be in the labor force, either. Table 29 Relative Distribution of Households by Vehicles per Household by Employment Status Dade County, Florida, 1975 Vehicles Employment Status of Head Per Not No Total Household Employed Employed Answer Households None 5.2 13.1 0.2 18.5 1 25.9 15.2 0.2 41.3 2 25.4 6.1 0.2 31.7 3 5.5 1.0 0.0 6.5 4} 1.7 0.3 0.0 2.0 Total Household 63.7 35.7 0.6 100.0 Average Vehicles Per Household 1.6 0.9 1.0 1.3 Source: 1975 Annual Housing Survey, public use file. Available data for 1975 on vehicle ownership by age of household head is shown below. The majority of households headed by persons aged 63 and over either don't own a car or own only one car. Comparative data for households headed by persons under 63 indicates these households generally own one or two cars. 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RI. .7„ ,r.�, .r;�,i""�':..-,:4 :,>✓:,,x3:� a r.- fwlr,.,,•,,.:�:" 4_r Table 30 Relative b isttribution of Households by Vehicles per Household by Age of Head Dade County, Florida, 1975 Vehicles Age of Head - Households_ Total per Household Under 63 63 and Over 7.9 10.6 18.5 None 29.9 11.4 41.3 One 28.5 3.1 31.6 Two 6.1 .5 6.6 Three l•9 1 2.0 Four plus Total Households 74.3 25.7 100.0 Average Vehicles 0.8 1.3 per Household 1.5 Source: 1975 Annual Housing Survey, public use file. The distribution of vehicles by income levels is contained $5,000 year in Table usually own 31 below. Those households earning less than per the number of households with at one or no car. As the income rises Those households earning $15,000 or more least one car also rises. usually own at least one car and this income bracket represents the majority of households with two cars. Table 31 Relative Distribution of Households by Vehicles per Households by Income Levels Dade County, Florida, 1975 Vehicles Household Income Level Total Per Household-5101000- 1.00 - $5,000- $14,000- 15,000+ Households $ 0 S4 999 $9 999 $14 999 None 0.1 11.5 5.1 1.3 9.8 .7 9.0 18.7 41.21.6 1 0.3 8.4 13.7 1.5 5.2 6.5 18.2 3 2 0.2 3 0.0 .1 0.7 1.2 4.1 6. 1.8 4+ 0.0 0.0 .1 .3 1.4 Total Households 0.6 21.5 24.8 19.1 34.0 100.0 Average Vehicles per 1.1 1.4 1.g 1.3 ., u.,00hnt d 1.2 0.5 Ex#�. P �,K. ..„Fe-��c.:..3 1# 79 _: .t.r�Er: a'' n: s:. , +'Y .,, w: .r. >:•,.+_ :,.a 's'air, «t.. �`. ,,n:x>•.:a'.w., 44, itt,i ,�w; '`�� # t:� _y't:h, ».;?lipatli•,. :1., •h.�,` :+A.•i, t:. 2:, ..ai .,.:. ,.r', an .,t�a"�f:``5,,..•.v' t: "Y+�:.�� ,.�; 1. , �"�,, tir'z� n. ; k ., ..6 ,. : •ri:':. 'ii�u.. J ' ,- 6:=;.r, ,h-ti.r. tv . r .n,:, ..�'�+-� :,'-�; �`�� zi i � .n$•: ,-; y'q'r.� $''.`x,' ;T- •& . nr,.�J' x ,r tl�. .etQ,,a [ .a. '➢:. :::'. r:u'H« 4¢rP i 'i) tk: .r . Yst...a.. ,h c.' s.<,; .r,?�k" ,,, .r�. ., .{.c.c x _ -�x `�"."' `�� . •ra,..:.:;�a �i . ,. J , q ♦',t, �J!1 ;N, i. ;' vl. �':!_•-! n poi}«u '4t�t. , fix- :i,Sa#° 1 i, ,nin41 .:,�, t . :-,�il,nch.,,,>•.t',r�9En1. z -}' •:,,g. r•.hllv�':�:,. ,, �l s .�'[`s�•:;.. t .E tx*',,.„A.3 :.4t:. w..,. ��G.._J,4..�';�:`;:itd;ft.','•.i;x.x�.-u'�i-a..... F.:.-.>",..,Y.�t"��.i"!*t'^nx?*;�.o's'Sif.-ti.;:t'j"�!.,,..:�'.zaa�,. #z ::x., ;t.Go.,..x.'_ r � -- -� R a,y ,�� ?, a,: l!' . ,!xSu�t:r ..'}7-.•m...t ` ,.d+r» �e�7.,r - .:5-.�-'�.FZ i- ,*:r _,3{• ,t '�;�s ��'.•.r,..,�: - „�;f,,, v..3,.l. ;r��,:t,,,..,...a{.�,�,,,,ns. �;��;�•�< ,.��°".:t�... ✓"'"' tC'b L NA Ns�kylxh3< � g, 3 Yip ^ h,=:a k f� z-d 'FIf f a f, Tteffic zones were classified low-income, middle=income or high=incbfae on the basis of 1970 Census household income data from the UTPP traffic zone file. The classes were established so that about 35 percent of all households fell into the low income category, 40 percent middle income and 25 percent high income. The same proportions would apply to the projected income classifications. Several assumptions were made in determining whether zones would change from one income category to another over the projection period. Middle income zones with older housing and poorer accesibility would tend to become low income. Attempts to attract high income residents back to the urban core areas would not be very successful. Developments on the urban fringe would be either middle or high income. Remote developments in the western part of the county would not attract significant numbers of high income households. Zones along the bay and ocean would continue to attract high income residents. Mean household incomes were estimated for each income classification based on the projected distribution of household incomes. Table 56 Mean Household Incomes (Incomes in constant 1969 Dollars) Dade County, Florida 1975 to 2000 Income 1975 1985 2000 Class Low 5,600 7,000 9,900 Middle 9,500 11,800 16,800 High 15,500 19,300 28,400 Source: Metropolitan Dade County Planning Department, Research Division. AUTOMOBILES The method of projecting automobiles extrapolates historical and current trends in automobile ownership rates. The 1985 and 2000 rates derived from extrapolation of trends are depicted in Table 57. The data indi- cates that the proportions of households with two or less care is expected to be relatively the same as 1975 proportions. The only significant change occurs in those households having three or more cars. The proportion of three plus car households is expected to increase from 2.4 percent in 1960 to 10 percent in 2000. The percent of households with no cars is expected to remain relatively constant in the forthcoming years. 'E zl�„atsP�h..�l� ; ff " Y i st'S try ;'„ .ar_J:,,Y'; Wh'"li :4,�� Table 57 Automobile Availability Elates for Households Dade County, Florida 1960 to 2000 Households with 1960 1970 1975 1985 2000 No Car 21.2 19.6 19.5 1960 18.0 One Car 55.0 46.3 46.0 46.0 46.0 Two Cars 21.4 28.2 28.0 27.0 26.0 Three or More Cars 2.4 5.9 6.5 8.0 10.0 Total 100.0 100.0 100.0 100.0 100.0 Average Automobiles - Per Household 1.05 1.21 1.22 1.26 1.30 Source: 1960 and 1970 - U.S. Census. 1975 - Annual Housing Survey, public use file. 1985 and 2000 - Metropolitan Dade county Planning Department, Research Division Estimates. The 1985 and 2000 projected rates were multiplied by the 1985 and 2000 household projections of 655,000 and 796,000, respectively. The 1975, 1985 and 2000 distribution of automobiles in households are shown below. Estimates of total automobiles were derived by multiplying the number of cars available by the number of households in each group. The open ended category of three or more cars was multiplied by 3.2. Table 58 Household Automobiles by Automobile Availability Dade County, Florida, 1975 to 2000 Automobiles 1975 1985 2000 Available Households Percent Households Percent Households Percent None 99,100 19.5 124,450 19.0 143,280 18.0 One 236,200 46.0 301,300 46.0 366,160 46.0 Two 142,100 28.0 176,850 27.0 206,960 26.0 Three Plus 32,400 6.5 52,400 8.0 79,600 10.0 Total 509,800 100.0 655,000 100.0 796,000 100.0 nouaenoLub Total Automobiles 624.080 822,680 1,034,800 Source: Metropolitan Dade county Planning Department, Research Division. 3r ',o.=fig - _tc:.ii;y ,,•,y:: _:iii`'.-.':it: �;tiit;='1:4v',J,�aSMt:';,7, ;:•SP`. Hh,'=.':_ _ _ _ b",g'•,�'w.�• - t'n�-•- il,,. � a -.ice .4 d^LL .. •,arts:;: �` ;.:r,. - - .�� _;;:-- ate,; h' i ;`kla �"f,`�''��,3;��r�f�<'�*1j -t �I r.�U�_b'�'g,.,-'#''�'...-�"�jt'��'d•,��,'�'j` N g',XXp-,_ rt} ul'Sa, ,f' rt5 §i,{ f [u�' h.t ± ; t 4+ -Jr•- -. 4- 4 If film distribution of automobiles to traffic zones for 1985 and 2000 is based on An allocation formula which distributes total automobiles based on the Automobiles per household rate calculated from the 1970 UTPP data. For those traffic zones with a population less than 200 in 1970 a default rate of 1.2 was used. Total automobiles allocated to traffic zones were then factored to the 1985 and 2000 control totals of 822,700 and 1,035,000 respectively. HOTEL AND MOTEL UNITS The projection of hotel and motel units for 1985 and 2000 contains several components: the existing inventory of units, planned new con- struction units, and assumptions about the location of new units on the beach or mainland. The following section outlines each component of the projection and how it fits into the analysis. The discussion of hotel and motel units separates the beaches from the rest of the County due to the different characteristics associated with the two areas. The beach area has been tourist oriented in the past. Most of the older hotel units are located on the beaches and serve the tourist population. The remaining area, west of Biscayne Bay, contains a significant portion of the hotel units which serve traffic generated by the airport terminal and automobile traffic to Miami. 1975 Existing Inventory — data obtained from the State of Florida, Depart— ment of Business Regulation, Hotels and Restaurants Division on the number of licensed food service and lodging establishments provides a count of licensed hotel and motel establishments in Dade County. Final processing of the file is complete and total hotel and motel units derived from the file provide the basis for the 1975 totals indicated in Table 59. Total units are broken into two categories; those used by Dade County residents for year—round use and those used by non—residents. Table 59 Residential and Non —Residential Hotel and Motel Units Dade County, Florida, 1975 Residential Non —Residential Total Mainland 680 20 200 _ . 20,800 Beaches 10,050 31,600 41,700 Total 100730 51,800 62,500 Source: Metropolitan Dade County Planning Department, Research Division. -`. , t p 66 j 3 7 I 1,- It4' kr- s 7,1#3�x (!A,I 1 :i'.% %?:: h'`y.,};'41ira .t }L'^LF[+yy{fFh7 Af,; `my,'n5, s§, f`S l Y r ,t { 5 1 ! t»zi .,, 1„ n,f f}.i ff N�•t�'-+J1 '?,+f[ir E :L•> .6, a,F „4..{ ?',,;.t•�+ >.,• ol> :t `+ { °G. +'- ',1,: tr.. :,3 IfsYvty :.;5i;:r,4s;.: g..w ,±~ _ "at,- p , § , t :: i8 , >,:. a •,y:1,- 'i.-„+s.:,, i ``��,, t' x?: „a1'.fi �:r.:ir„:a., _i,: .:13:'�y. •.11...:x,t, ,( =f y{`'`> ,''I'-�'nt'��%' ,f rl� rc •A- A't .�. ,3r, ,: a" _i;:_ �ijd:. 1d,i'.` z `;v'. `"'x?.3rr ;`I:` � „"L•:r.P.l; ':: zt.+ ,ro. ,:t?`� :, t,,..ro:F<,.r .i�" 'x .,, .4 i -. ,. a,r .4 ,k ^. 5' ! a.:. !''k tp?;. '�`j'�`i''•. :,:; ,.�', .H +Cu'"=4».._. 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Item 54'Planning and Zoning Agenda Ma-y-28) 1981 Formal City Commission Session Dear Mayor Ferre and Commissioner Lacasa: Your recusal on the above item is hereby respectfully requested. It has come to my attention that you each have an interest in the property involved by virtue of contracts to purchase apartments on the property) and as such you have a conflict of interest that would preclude your discussing or voting on this matter. The question is not whether by voting "yes" on this item you are personally benefiting. Rather the question is whether, due to yourpersonal financial interest in the matter, you are in a position to make an impartial decision on it. i ion which Would put in question Your ability to be impartial. This is especially true since any type of influence might come at a later date and in rather unobvious ways. For example, a developer might do extra work in the apartments for which you have contracted without any extra cost to you. He might install crystal lighting or gold plumbing fixtures. He might merely change the date of closing to accommodate your personal financial situation at the time. These are examples of how you might be influenced• even unintentionally, by your interest in this particular matter. Regardless of whether you believe you can make an impartial decision, the fact remains that you are in Mayor Maurice Ferrel and Commissioner Armando Lacasa j City of Miami City Hall Miami) Florida Ret This is not to suggest that any of the above is a fact, or has been offered. It is merely to show that Mayor Maurice FeA Goer 1188ionet Armando tacaee. 4� Ma'281198`y Page Two rri r � ) tlfiN 4, J - s}4 3IQ a3,�4.ry 7 4 , the potential for influence exists) and that there is an appearance of potential impropriety. It has been said so many times) and is quite true that the appearance of impropriety is as bad as impropriety itself. This is particularly true in an election year: The past history cf your recusals indicates that you both agree with this principiAlL Mayor Ferre) when the Imperial project came before you) you recused yourself for the sole reasc-n that at some time in the past your sister owned the property. Commissioner Lacasa) when the Riverpoint project came before you) you also recused yourself for the reason that at some time in the past you had an interest in the property. In neither case did you have a present interest. Your past interest) hovrever, suggested that there might be an appearance of impropriety, and to be safe) you both recused your selves. care and concern is It is sugire:- tec tha t one same y and that it is necessary absolutely re;;uired here) _ `��';,,;`•;�y�3;m�;�r for both of you tc recuse yourselves. Sincerely, JANET LENORE COOPER �gZ11 T�rtt.^iN'i5 r '`%si lyK:.-hi' ;.tin'a..z.:rm:::ifiu`''`*'ir�ti �-�;6:sr �?'�klvq�r�<: ^c€,s, ,. ��„3';tu=5,r•;,rr�`.?. `-ir;3�.'k<'T&'4k'.f=." rS::;7..-i=s'- z�"<-' :,4)n/(.S,{;b.yc43,„;:,f:sxf.!x:',5'e`�iy�3+%.3,7fJ?y::,„i:s'�•i -,•',�',uMG.'ta:, .�n.�:,;�,,..,W;,:�,v�,$?i€: �4'At t`v'ilt^:X .ki�;ie+ - fx•-n�ii'{ 1,��;� a 1,� 4v t rrz r �6� xt tt 5f-� ��,. �t � < a+ 7 � �r !4 )"' �_�c fi j aft^a�•�, r< {, ', k13'rt,� rL .r.a?i��2;; �sie9st��;� rr� '! �Y to F-�:t..�' �.,sS;u�Er• �, t�:i"� �.::t'.,. �fi3�I;i,3�SislT�;w'��:C &�,e7r>,:x , �( 1 _ fit:.. ,i s ,� .�„� �,�. ,4f�o�.: �•6F. :`ll'•. nf', .s,'�!:..- +`;�.. .i� 11.:{�'. r.:h:: ..1� Kv.w �1. :..i5�: ,,,, '�it.' v.�-. �: .a(. `1; Mx':F:' ,-�i2is;ia}s , t: VI J.Ft•: � I > t t}f1 J C 4R 4 M. t ri l �l:fYM. tl �.576 I— F] - - :"3 The NTiami lfera;d ' Surtla•, •Jan,- I7"7981"' •- x "' 1 - Ic s deny,: rlot vote 01 O � in pa�' � 111 yDAN w1LLIATAIS' er.the action would remunerate to". � odore Gould. Gould will se ek eck per. "First, I'm not convinced Gould is erald Slall tt'rifer my benefit. I don't -see how+this;; : mission from the City Commission the developer. Second, it's far away Tuesday. t0 build a massive office Y u iami Ma\'or Maurice Ferre- .does." , - �, • y ••� from Ball Point, so why should i[ and Commissioner Armando Lacasa "I don't remember��.You' know( :-I coinplex•.on•Dupont Plaza. benefit or affect me?" he said, voted to permit a developer to how quickly we pass some of these •e 3 :;.;yx ` r ;, Gould also has been'linked with a . Eerre's wife contracted to buy shave off some 7.000 parking spat- measures," -'Lacasa said.' Lacasa; " t. proposed condominium develop- the apartment so he would have a ,es from a luxury condominium 'de- ' made the m6t16n tp reduto the numfs, �;., -.., 'y :' ment on a waterfront lot between :place to live within city limits be- velopment where they have con- ber of -parking spaces. '' ► ' lyL `:� ` �-- : • r'' f , �i Bicentennial and Bayfront parks, fore he runs for reelection in No- tracted to buy apartments. Ferri and Lacasa both plan to askr� The nd is earmarked for develop- , vember. �.�,.,. la p the mayor said. r. Ferre and Lacasa did not know city attorneys whether. they: -can,;' : "( ;; ' } . , mint as' a park by the city of He moved to Key Biscayne last the vote could save the developers vote Jan. 22: Miami. z year, outside city limits, after he :'.of Brickell Key on Claughton Island Cheezem Development'`I Corp.; .•::, f-. r But the city. which won rights to sold his waterfront Brickell Avenue some $6 million, they said, and nei- builder of Brickell Key;' was - re-:ir%» , develop the park last year, has been minsion to developers of a high-rise -iher believes his vote represents a quired to construct more than 9,000 r^.Terre Lacasa 'negotiating with the previous condominium. La Santa Maria. conflict of interest. parking places under city -rules that_' . owner, the Florida East Coast Rail- Ferre has money down on a condo For Lacasa, the purchase is one of set up a special zoning district for`.! for permission to build a marina. way (FEC), to permit the company there;"too. a series leading hint to ask for con- the island. But the company wants "I think, in this case, getting rid . to develop part of the tract. Although City Attorney George itict-of-interest interpretations the.number reduced to save $6.000 "'of the parking places doesn't bene- Gould has shown plans for a con- Knox told Ferre he could live out- irom city lawyers. per parking: space. The reduction:"fIt me." Lacasa said. dominium development on the site side of the city "temporarily" until P The request by builders to reduce also would' increase landscapeVI 'Lacasa has been an active Inves- to city officials, but FEC officials his new home is finished, Ferre Is - the number of required parking space and leave more room for rec- - for In expensive waterfront proper- deny he has been designated devel- taking no chances. Fie will rent an spaces at Brickell Key received pre- reational and storage facilities* In • 'ty. Besides Grove Isle and ,Claugh• oper. -apartment "well before" the elec-' 'liminary approval from the Miami tl)e planned 2.400=unit complex. '' :-'-ton •Island, he has placed' a deposit Lacasa said he will ask city attor- tion and move back to Miami even` - ::Commission on Oct. 30. 1980. It Last yeac,,because he had negotl on a condominium in Miami Center - neys It his Interest in Miami Center -before Brickell Key is complete fa ;;,iJaces a final vote Jan. 22. ated to buy! a luxury waterfront'f•1I., a high-rise under construction at I prohibits him from voting on Du- late summer. 1 • J'1'm n t w f tt f t h o a are o re ac t e.) re unit in Grove Isle. Lacasa abstained• --the mouth of the Miami River. pout Plaza. But he expects no prob- • "I don't want my enemies to have. _ - _asking for a reduction," Ferre said from voting when developers of the Miami Center I is being devel- lem should an FEC-city deal come any legal chances to challen e �:iFsrday. "But the question is.wheth- g rtiy complex asked:Fity commissioners'., pped by Washington developer The• to the commission for a vote. candidacy," he said: ,.. .. ;3 M1..-. ... .,.. ,.r Wig: •"..: a:. ..'.r_ _ _ _ :1 — :1 J •J: :f 3• ji 1: .. ti is _ :i• .. .. '. B tC- 00