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HomeMy WebLinkAboutTraffic Impact Study• VILLAGGIO TRAFFIC IMPACT ANALYSIS Prepared for GENERAL REAL ESTATE CORPORATION 8500 S.W. 8 Street Suite 228 Miami, Florida 3314 (305) 267-6533 by Jackson M. Ahlstedt, P.E. 46 N.W. 94th Street Miami Shores, Florida 33150 (305) 754-8695 MAY 2003 ckson M. Ahlstedt, P.E. aorida Registration #28258 TABLE OF CONTENTS 1.0 INTRODUCTION ' ' 1 2.0 PURPOSE OF STUDY ' ' ' 3 3.0 STUDY AREA ' ' 3 4.0 EXISTING CONDITIONS ` ' 6 4.1 EXISTING ROADWAY CONDITIONS . . 6 4.2 EXISTING SIGNAL TIMING • • 7 4.3 EXISTING TRAFFIC COUNTS 7 4.3.1 PEAK HOURS • 13 4.3.2 PREVAILING TRAFFIC CONDITIONS 18 4.4 MASS TRANSIT .. 20 4.5 EXISTING LEVEL OF SERVICE 20 5.0 TRIP GENERATION 23 6.0 TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT 25 7.0 PROGRAMMED AND PLANNED ROADWAY IMPROVEMENTS .. 27 8.0 FUTURE TRAFFIC CONDITIONS WITHOUT THE PROJECT 28 2 9.0 FUTURE CONDITIONS WITH PROJECT TRAFFIC 394 10.0 ON -STREET PARKING 39 11.0 PEDESTRIANS 39 12.0 PROJECT SITE PLAN 39 12.1 PROJECT DRIVEWAYS 12.2 PROJECT LOADING DOCK 40 41 12.3 PEDESTRIAN ACCESS 41 13.0 CONCLUSIONS • LIST OF TABLES TABLE 1 PROJECT DATA TABLE 2 YEAR 2001 AVERAGE ANNUAL DAILY TRAFFIC (AADT) 8 VOLUMES IN VEHICLES PER DAY (VPD) TABLE 3 9 YEAR 2001 WEEKLY ADJUSTMENT FACTORS TABLE 4 1 p YEAR 2001 WEEKLY AXLE ADJUSTMENT FACTORS TABLE 5 10 SEASONAL ADJUSTMENT FACTORS TABLE 6 EXISTING TRAFFIC SW 27TH AVENUE BETWEEN SW 28TH TERRACE AND SW 28TH STREET 11 TABLE 7 EXISTING TRAFFIC 12 SW 28TH TERRACE WEST OF SW 27TH AVENUE TABLE 8 EXISTING TRAFFIC 13 COCONUT AVENUE WEST OF SW 27TH AVENUE TABLE 9 EXISTING AM & PM PEAK HOUR TURNING MOVEMENT COUNT DATA 19 TABLE 10 EXISTING INTERSECTION LEVEL OF SERVICE 20 WEEKDAY PEAK HOUR CONDITIONS TABLE 11 21 EXISTING LINK LEVEL OF SERVICE TABLE 12 23 PROJECT TRAFFIC TABLE 13 24 FINAL EXTERNAL PROJECT TRAFFIC TABLE 14 25 PEAK HOUR PROJECT TRIP DISTRIBUTION TABLE15 27 PROGRAMMED AND PLANNED IMPROVEMENTS TABLE 16 28 ANNUAL AADT GROWTH RATES TABLE 17 FUTURE PEAK HOUR INTERSECTION VOLUMES WITHOUT THE PROJECT 30 TABLE 18 FUTURE INTERSECTION LOS W/O THE PROJECT 31 WEEKDAY PEAK HOUR CONDITIONS TABLE 19 32 FUTURE LINK LEVEL OF SERVICE WITHOUT THE PROJECT TABLE 20 FUTURE PEAK HOUR INTERSECTION VOLUMES WITH THE PROJECT 35 TABLE 21 FUTURE INTERSECTION LOS WITH THE PROJECT 36 WEEKDAY PEAK HOUR CONDITIONS TABLE 22 37 FUTURE LINK LEVEL OF SERVICE WITH THE PROJECT . TABLE 23 40 AM AND PM PEAK HOUR DRIVEWAY VOLUMES TABLE 24 INTERSECTION LEVEL OF SERVICE SUMMARY 42 WEEKDAY PEAK HOUR CONDITIONS LIST OF FIGURES FIGURE 1 PROJECT LOCATION 2 FIGURE 2 STUDY AREA 5 FIGURE 3 PEAKING CHARACTERISTICS SW 27TH AVENUE BETWEEN SW 28TH TERRACE & SW 28TH STREET 15 FIGURE 4 PEAKING CHARACTERISTICS SW 28TH TERRACE WEST OF SW 27TH AVENUE 16 FIGURE 5 PEAKING CHARACTERISTICS COCONUT AVENUE WEST OF SW 27TH AVENUE 17 FIGURE 6 EXISTING LEVELS OF SERVICE 22 FIGURE 7 AM AND PM PEAK HOUR PROJECT TRAFFIC 26 FIGURE 8 FUTURE LEVELS OF SERVICE WITHOUT PROJECT 33 FIGURE 9 FUTURE LEVELS OF SERVICE WITH PROJECT 38 • • • • EXECUTIVE SUMMARY The proposed Villaggio project is a two phase residential project consisting of approximately 28 condominium dwels parking units plus s58 apartment units. The project includes approximately on -site The site is located in the City of Miami between SW 28th Terrace and Coconut Avenue west of SVV 27th Avenue. Currently, the site is primarily vacant. The project will result in a net increase of approximately 48 vehicles per hour in the AM peak hour and 68 vehicles per hour in the PM peak hour. Based upon FDOT data, this is approximately 1.0n/of e1total 5% of h�oty �wo-way PM peak hour volume. peak hour volume on South Highway and approximately The first phase of the project consists of 28 condominium units with 59 parking spaces. Vehicular access to that part of the project is restricted to driveways connecting to Coconut Avenue. The second phase of the project consists of 58 apartment units with 60 parking spaces. Vehicular access to that part of the project is restricted to a two- way driveway connecting to SW 28th Terrace. Two types of level of service analysis were conducted. The first type of analysis included intersection and roadway link level of service analysis. The second type of analysis consisted of transportation corridor analysis. For purposes of identifying the specific localized impacts of the project, level of service analysis was conducted for the existing year 2003 conditions, and future conditions in the year 2005 with and without the project. These analyses included link and intersection level of service analysis. After reviewing the results from the intersection analysis and the roadway link analysis, it was determined that, with or without the project, traffic operations on the section of SW 27th Avenue between Bird Avenue and South Dixie Highway will continue to be congested during peak hours. Because South Dixie Highway carries almost four times as much traffic as SW 27th Avenue; congestion on SW 27th Avenue south of South Dixie Highway is the result of needing to provide as much green time as possible to South Dixie Highway. The project will have little impact on these conditions. No project specific roadway improvements are needed to mitigate the impacts of the project. Finally, the project is located in the South Dixie Transportation Corridor. The transportation corridor analysis clearly indicates that there is sufficient transportation system capacity in the corridor to accommodate the proposed project. • • 1.0 INTRODUCTION The Villaggio is a two phase development consisting of condominiums, apartments and parking. As shown in Figure 1, the site is located between SW 28th Terrace and Coconut Avenue west of SW 27th Avenue. The proposed development is summarized in Table 1. TABLE 1 PROJECT DATA RESIDENTIAL PARKING CONDOMINIUM APARTMENTS 28 58 119 DU DU SPACES The project consists of condominiums and rental apartments with associated parking. Phase 1 of the project consists of the condomini urns SW 28th Terrace. ed on Coconut Avenue. Phase 2 consists of the apartments located Phase 1 access consists of a number of driveways connecting to Coconut Avenue. Phase 2 vehicular access is restricted to one, two-way driveway. For purposes of this traffic impact analysis, build -out has been estimated to occur by the year 2005. JA KC SON M. AHLSTEDT, P.E. VIL AGGIO May 29, 2003 Page 1 • • w A?4ONAL T Oi\P Poo _ tIM.W ST. Ft,AGLE tST.! •► . wi rwI *a 40. t.4 4C Ina deb. Aee\&' 7/, KEY PROJECT ; // C RENsAC c3w1, iI ,WY. VENETIAN CSWY O.? Or 44J S MEK 151-41443 7 NTS BEACM lob KEY BISCAYNE J FIGURE 1 PROJECT LOCATION JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 2 • 2.0 PURPOSE OF STUDY The primary purpose of this study is to assess the impacts of vehicular traffic on signalized intersections and roadways within the study area due to the proposed development by conducting a roadway link and intersection level of service analysis. In addition, the report provides a general assessment of project impacts on parking and pedestrians. Specific items discussed are as follows; • Determination of existing traffic volumes and levels of service for major roadways within the study area; • Estimation of the number of trips generated by the proposed project and the distribution of these trips within the study area network. • Estimation of future background and project traffic conditions and levels of service; • Determination ofwhether the transportation impacts of the proposed project exceed the City of Miami concurrency standards, and solutions to mitigate any adverse impacts; ■ Determination of project impacts on on -street parking; and, ■ Determination of project impacts on pedestrians. 3.0 STUDY AREA The study area's boundaries were defined to include: SW 27th Street as the northern boundary, Bird Avenue as the southern boundary, theoretical SW 24th Avenue as the eastern boundary, and SW 30th Avenue as the western boundary. The area includes a approximately a one-half mile section of South Dixie Highway and an approximately one- half mile section of SW 27th Avenue. Figure 2 shows the intersections and roadway links which are most significant to the project. These include the following intersections: SW 28th Terrace and SW 27th Avenue Coconut Avenue and SW 27th Avenue Coconut Avenue and Virginia Street Virginia Street and South Dixie Highway The roadway links include the following: South Dixie Highway from SW 32nd Avenue to SW 22nd Avenue JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 3 • SW 27th Avenue from Bird Avenue to SW 27th Street JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 4 • • SW 32 AVENUE at CORAL WAY 28 TERRACE COCONUT AVENUE t NTS FIGURE 2 STUDY AREA JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 5 • • 4.0 EXISTING CONDITIONS The study area was surveyed to observe existing traffic conditions, identify parking locations, identify traffic count locations, and to collect traffic count data. 4.1 EXISTING ROADWAY CONDITIONS This section describes the characteristics of selected roadways in the study area. Key roadways in and/or near to the study area include South Dixie Highway (SR-5/US-1), SW 27th Avenue (SR-9), SW 28th Terrace and Coconut Avenue. Of these roadways, SW 27th Avenue is by far the most significant roadway serving the proposed project. Local access to the site is provided by Coconut Avenue and SW 28th Terrace. South Dixie Highway (SR-5/US-1) South Dixie Highway is a six lane divided roadway with raised median. Turn lanes are provided at intersections. Traffic signals are located at: SW 22nd Avenue SW 27th Avenue • SW 32nd Avenue This equates to 2 signalized intersections within approximately 1.1 miles. The posted speed limit is 45 mph. For purposes of analysis, South Dixie Highway was classified as a State Two-way Arterial, Class I. SW 27th Avenue (SR-9) Between Bird Avenue and Coconut Avenue SW 27th Avenue is a two lane roadway. North of Coconut Avenue to South Dixie Highway, SW 27th Avenue widens to provide a four lane cross-section with striped median and turn lanes. North of South Dixie Highway, SW 27th Avenue is a four lane divide roadway with a raised traffic separator, turn lanes and parallel parking. SW 27th Avenue is classified as a state roadway north of South Dixie Highway. Traffic on SW 27th Avenue is controlled by traffic signals at: • SW 30th Street (Bird Avenue) • South Dixie Highway • SW 27th Terrace/SW 28th Place • Coral Way This equates to 3 signalized intersections within approximately 1 mile. South of South JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 6 • • Dixie Highway the posted speed limit is 30 mph, north of South Dixie Highway the posted speed limit is 40 mph. For purposes of analysis, SW 27th Avenue was classified as a State Two-way Arterial, Class ll. SW 28th Terrace SW 28th Terrace is a two lane roadway with metered parking on either side. The cross- section consists of one lane in each direction plus parallel parking spaces on either side of the street. SW 28th Terrace is classified as a local roadway. Traffic on SW 28th Terrace is controlled by a westbound stop sign at the intersection with South Dixie Highway and an eastbound stop sign at the intersection with SW 27th Avenue. There is no southbound left turn onto SW 28th Terrace from South Dixie Highway and westbound traffic on SW 28th Street is forced to turn right to northbound South Dixie Highway. Coconut Avenue Coconut Avenue is a two lane roadway. The cross-section consists of one lane in each direction plus a grassed swale. Coconut Avenue is classified as a local roadway. Traffic on Coconut Avenue is controlled by a westbound stop sign at the intersection with Virginia Street and an eastbound stop sign at the intersection with SW 27th Avenue. Coconut Avenue is dosed just east of SW 27th Avenue and terminates at a "T" intersection with Virginia Street on the west. 4_2 EXISTING SIGNAL TIMING Existing signal timing data for the signalized intersections to be analyzed was obtained from the Miami -Dade County Traffic Control Center. This data was used in the roadway link analysis level of service (LOS) analysis. 4.3 EXISTING TRAFFIC COUNTS There are three existing Florida Department of Transportation (FDOT) traffic count stations location within or near the study area. Data for these traffic count stations is summarized in Tabie2. JACKSON M. AHLSTEDT, P.E. VILLAGGlO May 29, 2003 Page 7 • • TABLE 2 YEAR 2001 AVERAGE ANNUAL DAILY TRAFFIC (AADT) VOLUMES IN VEHICLES PER DAY (VPD) 5200 SR 5/US-1, 200' SOUTH OF SW 27TH AVE NB 5201 SR 5/US-1, 200' NORTH OF SW 27TH NB AVE 50,500 51,000 SB SB 50,000 52,000 100,500 103,000 5120 SR 9/SW 27TH AVE, 200' NORTH OF NB SR 5/US-1 13,000 SB 15,000 28,000 Source: Florida Department of Transportation, Transportation Statistics Office. Original 24 Hour machine traffic counts were taken the week of April 28, 2003 at the following locations: • SW 27th Avenue between SW 28th Street and SW 28th Terrace • SW 28th Terrace west of SW 27th Avenue Coconut Avenue between SW 27th Avenue and Center Street The count program provided machine traffic counts (without vehicle classifications) summarized every 15 minutes for a 24-hour period. Machine traffic count data is summarized in Tables 6, 7 and 8. Turning movement counts were obtained as follows: • At the intersection of SW 27th Avenue and SW 28th Terrace on Tuesday, April 29, 2003 between t ©O0 SW 27th Avenue and Coconut • Att intersection Avenue on Weddne day, April the 30, 2003 between 7:00 AM and 9:00 AM. • At the intersection of Coconut Avenue and Center Street on Wednesday, April 30, 2003 between 7:00 AM and 9:00 AM. • At the intersection of Coconut Avenue and Virginia Street on Wednesday, April 30, 2003 between 4:00 PM and 6:00 PM. 30, 2003 At the intersection of US-1 and Virginia Street on Wednesday, April between 4:00 PM and 6:00 PM. ▪ At the intersection of Coconut Avenue and Virginia Street on Thursday, May 1, 2003 between 7:00 AM and 9:00 AM. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 8 • • • • At the intersection of US-1 and Virginia Street on Thursday, May 1, 2003 between 7:00 AM and 9:00 AM. At the intersection of SW 27th Avenue and Coconut Avenue on Thursday, May 1, 2003 between 4:00 PM and 6:00 PM. • At the intersection of Coconut Avenue and Center Street on Thursday, May 1, 2003 between 4:00 PM and 6:00 PM. This traffic count data, adjusted to reflect peak hour volumes for Average Annual Daily Traffic conditions is summarized in Table 9. Weekly Volume Factors Weekly volume factors to adjust raw count data to Average Annual Daily Traffic (AADT) volumes were obtained from FOOT records for the year 2001. Rather than using county- wide factors, Miami -Dade County South factors were used. These factors are shown in Table 3. TABLE 3 YEAR 2001 WEEKLY ADJUSTMENT FACTORS �"..ps:.; -'K � a. •-"si` s"� day F _ �- I. 5/5/01 ,y zkF 0.99 18 4/29/01 516/01 5/12/01 0.99 19 Source: Florida Department of Transportation, Transportation Statistics Office. Axle Adjustment Factors Weekly axle adjustment factors to adjust raw count data to Average Daily Traffic (ADT) volumes were obtained from FDOT records for the year 2001. Rather than using county- wide factors, factors for SR-5/South Dixie Highway and SR9f27th Avenue were used. These factors are shown in Table 4. .iACKSON M. AHLSTEDT, P.E. VILLAGGIU May 29, 2003 Page 9 • • TABLE 4 YEAR 2001 WEEKLY AXLE ADJUSTMENT FACTORS Source: Florida Department of Transportation, Transportation Statistics Office. Peak Season Adjustment Factors Peak season adjustment factors to adjust count data were obtained from FDOT records for the years 1999 through 2001. Consistent with the FDOT 2002 Quality/Level of Service Handbook, the median weekly factor for the thirteen highest consecutive weeks of the year (the peak season) for each of the three years was determined. The seasonal adjustment factor was determined to be 1.027. These factors are shown in Table 5. TABLE 5 SEASONAL ADJUSTMENT FACTORS 3F ., , +, � =?:;fix � ., e.. - *''' .,,.,.,u..� �n . s.>.... 1999 1.031 2000 1.024 2001 1.025 MEDIAN 1.027 Source of yearly data: Florida Department of Transportation, Transportation Statistics Office. The significance of the peak season adjustment factor is that it shows that there is less than a 3% difference between average annual daily traffic and peak season traffic. This is well within the ability to accurately measure and/or estimate traffic volumes. The roadways in question are not seasonal roadways and average annual daily conditions are not significantly different than peak season conditions. JACKSON M. AHLSTEDT, P.E. VI LLAGGIO May 29, 2003 Page 10 • TABLE 6 EXISTING TRAFFIC SW 27TH AVENUE BETWEEN SW 28TH TERRACE AND SW 28TH STREET RAW DATA ADT NORTHBOUND SOUTHBOUND 2-WAY 13,647 15,814 29,461 AM PEAK HOUR 914 MID -DAY PK HR 1,145 1,049 1,260 1,963 2,405 PM PEAK HOUR 1,029 WEEKLY ADJUSTMENT FACTOR AXLE ADJUSTMENT FACTOR ADJUSTED DATA AADT NORTHBOUND 1,185 SOUTHBOUND 0.99 0.95 2,214 2-WAY 12,800 14,900 27,700 AM PEAK HOUR MID -DAY PK HR 860 1,080 990 1,190 1,850 2,260 PM PEAK HOUR 970 PERCENTAGE OF DAILY TRAFFIC AADT NIA 1,110 2,080 DIRECTIONAL DISTRIBUTION NORTHBOUND 46% SOUTHBOUND 54% AM PEAK HOUR 6.68% MID -DAY PK HR 8.16% PM PEAK HOUR K(100) 7.51% 46 °/© 48% 47% 54% 53% 53% 8.38% JACKSON M. AHLSTEDT, P.E. 48% 53% VILLAGGIO May 29, 2003 Page 11 TABLE 7 EXISTING TRAFFIC SW 28TH TERRACE WEST OF SW 27TH AVENUE RAW DATA EASTBOUND WESTBOUND 2-WAY ADT 2,629 1,443 4,072 AM PEAK HOUR 193 129 322 MID -DAY PK HR 251 118 369 PM PEAK HOUR 229 103 332 WEEKLY ADJUSTMENT FACTOR 0.99 AXLE ADJUSTMENT FACTOR 0.95 ADJUSTED DATA EASTBOUND WESTBOUND 2-WAY AADT 2,500 .1,400 3,800 AM PEAK HOUR 180 120 300 MID -DAY PK HR 240 110 350 PM PEAK HOUR 220 100 310 PERCENTAGE OF DIRECTIONAL DISTRIBUTION DAILY TRAFFIC EASTBOUND WESTBOUND AADT N/A 66% 37% AM PEAK HOUR 7,89% 60% 40% MID -DAY PK HR 9.21 % 69% 31% PM PEAK HOUR 8.16% 71% 32% K(100) 9.46% 69% ° JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 12 • • TABLE 8 EXISTING TRAFFIC COCONUT AVENUE WEST OF SW 27TH AVENUE RAW DATA EASTBOUND WESTBOUND 2-WAY ADT 529 410 939 AM PEAK HOUR 50 21 71 MID -DAY PK HR 37 47 84 PM PEAK HOUR 43 45 88 WEEKLY ADJUSTMENT FACTOR 0.99 AXLE ADJUSTMENT FACTOR 0.95 ADJUSTED DATA EASTBOUND WESTBOUND 2-WAY AADT AM PEAK HOUR 500 50 400 20 900 70 MID -DAY PK HR 30 40 80 PM PEAK HOUR 40 40 80 PERCENTAGE OF DAILY TRAFFIC DIRECTIONAL DISTRIBUTION EASTBOUND WESTBOUND AADT N/A 56% 44% AM PEAK HOUR 7.78% 71% 29 % MID -DAY PK HR 8.89% 38% 50% PM PEAK HOUR 8.89% 50% 50 % K(100) 9.13% 38% 50% 4.3.1 PEAK HOURS This section identifies characteristics of existing peak hour traffic in the study area. These characteristics include AM and PM peak hours, Planning Analysis Hour Factor (K100) factors and Directional Distribution (D) factors. JACKSON M. AHLSTEDT, P.S. VILL,AGGI© May 29, 2003 Page 13 • • SW 27th Avenue The peaking characteristics of SW 27th Avenue between SW 28th Terrace and SW 28th Street are presented graphically in Figure 3. As can be seen from Figure 3, this section of SW 27th Avenue experiences the following three peaks. • An AM Peak of approximately 6.68% beginning at 8:30am • A mid -day peak of approximately 8.16% beginning at 12:OOpm • A PM Peak of approximately 7.51 % beginning at 2:30pm The K100 for this section of roadway was estimated to be 8.38%. The D factor for this section of roadway was estimated to be 52.65%. SW 28th Terrace The peaking characteristics of SW 28th Terrace west of SW 27th Avenue are presented graphically in Figure 4. As can be seen from Figure 4, this section of SW 28th Terrace experiences the following three peaks. • An AM Peak of approximately 7.89% beginning at 8:30am • A mid -day peak of approximately 9.21% beginning at 1:45pm • A PM Peak of approximately 8.16% beginning at 5:OOpm The K100 for this section of roadway was estimated to be 9.46%. The D factor for this section of roadway was estimated to be 68.57%. Coconut Avenue The peaking characteristics of Coconut Avenue west of SW 27th Avenue are presented graphically in Figure 5. As can be seen from Figure 5, this section of Coconut Avenue experiences the following three peaks. • An AM Peak of approximately 7.78% beginning at 8:45am • A mid -day peak of approximately 8.89% beginning at 10:45am • A PM Peak of approximately 8.89% beginning at 4:15pm The K100 for this section of roadway was estimated to be 9.13%. The D factor for this section of roadway was estimated to be 50.00%. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 14 • o 10.00% 8.00% 0 LL IL F J 8'00% 0 iL O W Q4.00% H Z W 0 0C W 1 2.00% SW 27TH AVENUE BETWEEN SW 28TH TERRACE & SW 28TH STREET A 0 T 0:00 5:00 10:00 15:00 HOUR BEGINING fi 20:00 FIGURE 3 PEAKING CHARACTERISTICS SW 27TH AVENUE BETWEEN SW 28TH TERRACE & SW 28TH STREET JA !CC SON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 15 • • • 10.00% SW 28TH TERRACE WEST OF SW 27TH AVENUE 8.00% LL LL J 6.00% 0 0 0 4.00% Z W 0 W EL 200% 0 0:00 5:00 10:00 15:00 HOUR BEGINING 20,00 FIGURE 4 PEAKING CHARACTERISTICS SW 28TH TERRACE WEST OF SW 27TH AVENUE JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 16 • • COCONUT AVENUE WEST OF SW 27TH AVENUE 10.00% 0,00% U IL J 6.00% U. Q 4.00% I Z W 0 Et 2.00% 0:00 5:00 10:00 15:00 HOUR BEGINING 20:00 FIGURE 5 PEAKING CHARACTERISTICS COCONUT AVENUE WEST OF SW 27TH AVENUE .PACK M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 17 • 4.3.2 PREVAILING TRAFFIC CONDITIONS This section describes the traffic conditions on selected roadways and at selected intersections in the study area. South Dixie Highway Although heavy during peak hours, trafficflow h Dixie to be good�way in the study area is reasonably acceptable. Signal progression appears SW 27th Avenue Although heavy during peak hours, traffic flow on the section of SW 27th Avenue in the study area is basically acceptable. Congestion created at the intersection with South Dixie Highway causes extensive queuing of traffic. Numerous violations of the double yellow and striped median were observed in the northbound direction of SW 27th Avenue between Coconut Avenue and South turning ! movements onto and off of the section oe Highway during peak hours. During PSW eak hours, the ability of drivers to makeg 27th Avenue between Coconut Avenue and South Dixie Highway is mostly predicated on their own audacity and the courtesy of others. SW 28th Terrace Due to the minimal amount of traffic, traffic flow on SW 28th Terrace is good. Congestion is naturally evident due to operational difficulties on SW 27th Avenue during peak hours. Coconut Avenue Due to the minimal amount of traffic, traffic flow on SW 27th Avenue during peak hours is naturally evident due to operational difficulties The valet operation at the restaurant nthe northwest corner of the intersection of not appear to adversely impact peak hour o� Avenue and SW 27th Avenue doestraffic operations on Coconut Avenue. JAG NOSK M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 18 • • • TABLE 9 EXISTING AM & PM PEAK HOUR TURNING MOVEMENT COUNT DATA Source: Original traffic counts taken 4/292003 thru 5/1/2003. Note: Data has been adjusted to reflect AM and PM peak hour volumes for Average Annual Daily Traffic conditions. JAG SK ON M. AHLSTEDT, P.E. VILLAGGio May 29, 2003 Page 19 • 4.4 MASS TRANSIT The site is located within the South Dixie Corridor. The transit route providing capacity to the corridor is MetroRail. 4.5 EXISTING LEVEL OF SERVICE Each of the selected intersections were analyzed to determine their level of service. The Highway Capacity Manual (HCM) 2000 methodology based Highway Capacity Software, HCS Version 4.1c was used. The results are shown in Table 10 and on Figure 6. The intersection level of service analyses are included in Appendix A. Link analysis, based upon AM and PM peak hour directional volumes, was also performed for the section of South Dixie Highway between Bird Avenue and Coral Way using the FDOT ARTPLAN 2002 (June 2002) software and FDOT 2002 Quality/Level of Service Handbook, Table 4-7. The results of these analyses are summarized in Table 11. TABLE 10 EXISTING INTERSECTION LEVEL OF SERVICE WEEKDAY PEAK HOUR CONDITIONS SW 28 TERRACE & SW 27 AVENUE. COCONUT AVENUE & SW 27 AVENUE F COCONUT AVENUE & CENTER STREET A COCONUT AVENUE & VIRGINIA STREET A F A A JACKSON AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 20 • ARTPLAN LOS CRITERIA PEAK HOUR PM Peak Hour Directional Service Volume (VPH) TABLE 11 EXISTING LINK LEVEL OF SERVICE SW 32nd Ave SW 22nd Ave NA 2290 3840 4150 NA NA 2290 3840 4150 NA SW 27th Avenue Bird Ave ARTPLAN LOS CRITERIA LOS PEAK HOUR AM Peak Hour Directional NA NA Service Volume (VPH) PM Peak Hour Directional NA NA Service Volume (VPH) AM=F PM=F MAXIMUM PEAK HOUR DIRECTIONALVOLUME (VPH) Coral Way AM=F PM=F MAXIMUM PEAK HOUR DIRECTIONALVOLUME (VPH) 480 1,273 550 1,273 Notes: SOUTH DIXIE HIGHWAY 1.) AM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average G/C of 0.69. 2.) PM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average GiC of 0.69. count station 3.) Maximum (AADT = 103,000; Klonal volumes are calculated from year 2001 8.17%; and, D 53.49%) and escalated by 2% per year for two years. 520 SW 27TH AVENUE 1.) AM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average GIC of 0.69. 2.) PM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average GIC of 0.69. 3.) Maximum peak hour directional volumes are calculated from year 2001 FDOT data for count station 5120 (AADT = 28,000; K= 8.17%; and, D = 53.49%) and escalated by 2% per year for two years. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 21 s LEGEND INK PEAK HOUR LOS AMA'AA TERSECTIONPEAK HOUR LOS AMJPM 1- GJ,J W C4 1- co 3 z cc TRADE AVENUE Lai- SW 27 AVENUE t NTS 27 TERRACE Bi1RGER KING FIGURE 6 EXISTING LEVELS OF SERVICE JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 22 • • • 5.0 TRIP GENERATION The total number of vehicular trips generated by the project was determined for the AM and PM peak hours using the Institute of Transportation Engineers (ITE) publication, Trip Generation, eth Edition. The number of vehicular trips generated by the project was based on the total number of condominium units, using data for ITE Land Use Code 230 plus the number of apartment trips, using data for ITE Land Use Code 220. These trips are the total number of vehicular trips generated by the project before adjusting for internal trips, and pedestrian and mass transit trips. TABLE 12 PROJECT TRAFFIC 4'C � .��c ��°.� o r: ��r gr'. ? i!`x''+-s � 'S f� F b �' aft k''" «¢� ke ":y-v� P 4 C f y �'. av '"`s y z ��, '<i{. F}'�' ` {;Y Er a Er b w - �..V 4r �k i�JJpp ^�� ? "v-,, -- yfra' S '� .: ` r r�-- ,, 1-- r'�� : �� � WEEKDAY IN 110 241 351 VPD OUT 110 241 351 VPD TOTAL 221 482 702 VPD AM PEAK HOUR OF ADJACENT STREET IN 3 5 8 VPH OUT 16 27 42 VPH TOTAL 19 32 51 L. VPH �PM PEAK HOUR OF ADJACENT STREET IN 14 34 48 VPH OUT 7 17 24 VPH TOTAL 21 50 72 _ VPH Because of its proximity to MetroRaii and MetroBus routes, it is anticipated that 5% of the person trips will use mass transit or walk. These person trips will not negatively impact the traffic conditions, and therefore, are not included in the vehicle trips distributed throughout the study area. The remaining 95% of the .person trips generated by the project were JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 23 • distributed throughout the study area as vehicle trips. Table 13 summarizes external trips for the project after accounting for modal splits. TABLE 13 FINAL EXTERNAL PROJECT TRAFFIC AM PEAK HOUR OF ADJACENT STREET IN 3 5 8 VPD OUT 15 26 40 VPD TOTAL 18 30 48 VPD PM PEAK HOUR OF ADJACENT STREET IN 14 32 46 VPH OUT 7 16 22 VPH TOTAL 20 48 68 VPH As can be seen from Table 13, the estimated number of vehicle trips entering the project during the AM peak hour is 8 vph. The estimated number of vehicle trips leaving the project during the AM peak hour is 40 vph. The estimated number of vehicle trips entering the project during the PM peak hour is 46 vph. The estimated number of vehicle trips leaving the project during the PM peak hour is 22 vph. JACKSON M. AHLSTEDT, P.E. V I LLAGGIO May 29, 2003 Page 24 • 6.0 TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT The project site is located in Traffic Analysis Zone (TAZ) 1070 (note that this is the new zone numbering system). The cardinal distribution of the traffic within TAZ 1070 was obtained from Miami -Dade County. The distribution is as follows: North -Northeast 20.85% East -Northeast 10.94% East -Southeast 2.56% South -Southeast 0.00% South -Southwest 6.07% West -Southwest 20A0% West -Northwest 16.47% North -Northwest 23.11 % The distribution of AM and PM project trips is summarized in Table 14. Based upon this trip distribution, the project trips were assigned to the roadway network. This is shown in Figure 7. TABLE 14 PEAK HOUR PROJECT TRIP DISTRIBUTION 4i. `i' 3 3' �:zi , ` 'i t i 1, _. i `n Y- vuy �-h-" -�"l ^ + � vC '£ t"`��`rsaW`F '��`^ —, +Y�`'-�tY - *f �'3°} v�<� ""� £' .c-a. : yiF ]{s €,max. Fi� _.mow a. `�,�", �k'T IFS `�- r�4` `<a h l Y'ie ?4c '. � r"`�,#'-,,# S£ 's`� '�`t „ RIPS � �d 1! { L 1 "` '`' � +' d S.Yt - :,. y;,. '4 t`dt_f_. ter,' , T.tt�"` ''� ��s - a�'��,'s+�k�_` �w' �, ��e��� R i+3�.� ' �, � NORTH NNW 23.11% 11 2 9 16 11 5 NNE 20.85% 10 2 8 14 9 5 EAST ENE 10.94% 5 1 4 7 5 2 ESE 2.56% 1 0 1 2 1 1 SOUTH SSE 0.00% 0 0 0 0 0 0 SSW 6.07% 3 0 2 4 3 1 WEST WSW 20.00% 10 2 8 14 9 4 WNW 16.47% 8 1 7 11 8 4 100.00% 48 8 40 68 46 22 TOTAL JACKSON M. AHLSTECT, P.E. V1L.L.AGGIO May 29, 2003 Page 25 • • LEGEND 10/10 AM/PM PEAK HOUR PROJECT TRAFFIC TRADE AVENUE t NTS FIGURE 7 AM AND PM PEAK HOUR PROJECT TRAFFIC JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 26 • • 7.0 PROGRAMMED AND PLANNED ROADWAY IMPROVEMENTS using Programmed and planned improvements non Impear the study area rovement Program (TlPjre �20D4�dThese the Metro -Dade Final Draft Transport P improvements are detailed in Table 15. None of these improvements add capacity to the transportation system. TABLE 15 PROGRAMMED AND PLANNED IMPROVEMENTS SW 28th Lane SW 8th Street @ SW 28th Street JACKSON AIILSTEDT, P. Access Improvements Traffic Signal Designed Traffic Signal Desi ned VILLAGGIO May 29, 2003 Page 27 • • • 8.0 FUTURE TRAFFIC CONDITIONS WITHOUT THE PROJECT Future traffic conditions without the project were analyzed. Future traffic consisting of background traffic and committted development traffic was estimated. Background traffic was estimated by applying an annual growth factor to existing traffic. The annual growth factor of 2% per year was developed based upon the historical traffic count data shown in Table 16. TABLE 16 ANNUAL AADT GROWTH RATES VOLUMES IN VEHICLES PER DAY (VPD) 'b .f gym` y .j3..`+s-. ;'47-""d41 � A , -t. _ } ,.+ 2KY K 1^ .x+ 'T .l,4??,Y- f,;.7'ivYkL£"�1 �y%° `'4'5..q{f �pb"ye �`5` raft 1.41% 52A0 SR 51US-1, 200' SOUTH OF SW 27TH AVE 70,770 89,500 100,500 5201 SR 5/US-1, 200' NORTH OF SW 27TH AVE 79,428 109,000 103,000 1.04% 5120 SR 9/SW 27TH AVE, 200' NORTH OF SR 5/US-1 19,310 20,500 28,000 1.50% Total 171,484 220,993 233,501 1.24% Future traffic conditions were analyzed for year 2005. The growth rate of 2% per year was applied to the 2001 FDOT traffic counts and the 2003 original traffic count volumes in order to achieve 2005 traffic volumes. In addition, City of Miami data on major committed developments was researched and the traffic associated with those developments was included in the analysis. These developments consisted of the fol lowing projects: Grovenor Table 17 provides the future traffic volumes without the project and shows these volumes with the associated movement. These volumes were used to determine intersection level of service by using the same software programs as used for the previously described analysi s. The intersection level of service for the future traffic volumes without the project are shown in Table 18 and on Figure 8. The analysis shows a slight deterioration in the intersection level of service during the AM peak hour. In general, the values are generally the same as those for the year 2003. The intersection level of service analyses are included in Appendix B. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 28 The fink level of service analysis for future AM and PM peak hour directional traffic conditions was performed on the previously identified roadway Zink. These results are summarized in Table 19. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 29 • TABLE 17 FUTURE PEAK HOUR INTERSECTION VOLUMES WITHOUT THE PROJECT Note: Data has been adjusted to reflect AM and PM peak hour volumes for Average Annual Daily Traffic conditions. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 30 • TABLE'! 8 FUTURE INTERSECTION LOS WIO THE PROJECT WEEKDAY PEAK HOUR CONDITIONS SW 28 TERRACE & SW 27 AVENUE F COCONUT AVENUE & SW 27 AVENUE F COCONUT AVENUE & CENTER STREET A JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 31 • • • TABLE 19 FUTURE LINK LEVEL OF SERVICE WITHOUT THE PROJECT �� � :_ � 1�_ s ... South Dixie Highway SW 32nd Ave SW 22nd Ave AM --If PM=F ARTPLANCRITERIA LOS MAXIMUM PEAK HOUR DIRECTIONALVOLUME AK HOUR PEAK A B C D E (VPH) AM Peak Hour Directional Service Volume (VPH) NA 2290 3840 4150 NA 4872 PM Peak Hour Directional Service Volume (VPH) NA 2290 3840 4150 NA 4872 ��*. gpz 3C V - r.'Y ?.= 5 gy . j��yj+`✓ 4' 5 '3F�# ." '� �`.s^�'3�fi T MMi " fi 4"zty',.�- b;; -' 1 ' '. ,� ..:-.a�. .*< ? +'} '�' �i,sle,.�.o:L �� !„ -' Mti SW 27th Avenue Bird Ave Coral Way AM=F PM=F PCRITERIA LOS MAX€MUM PEAK HOUR DIRECTIONALVOLUME PEEAKAKHOUR A B C D E (VPH) AM Peak Hour Directional Service Volume (VPH) NA NA NA NA 480 1335 PM Peak Hour Directional Service Volume (VPH) NA NA NA 510 550 1335 Notes: SOUTH DIXIE HIGHWAY 1.) AM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average GIC of 0.69. 2.) PM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average G/C. of 0.69. alculated from year 2001 T ta for 3.) 5Maximum (AADT = 03, 0Q Ka8.17% and,, Dnal volumes � c53.49 %) and escalated by 22%o peracount year for 20two years and includes committed development traffic. SW 27TH AVENUE 1.) AM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average G/C of 0.69. 2.) PM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average G/C of 0.69. 1 DO dta for count station 3.) 5120 (AADTaximum ak hour directional 28,000; K 8.17%; are D= 53.49%) and escalated Oby 2% pea year for two years and includes committed development traffic. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 32 • LEGEND LINK PEAK HOUR LOS AMIPM 0 INTERSECTIONPEAK HOUR LOS AM/PM COCONUT AVENUE TRADE AVENUE 27 TERRACE MIETRORALL STATION SHELL RETAIL pOLLO 28 TERR TO"cAL CROOK CROOK BURGER .� CkURCW KINCa ,}pMPTON SCHOOL FIGURE 8 FUTURE LEVELS OF SERVICE WITHOUT PROJECT JAC SK ON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 33 • 9.0 FUTURE CONDITIONS WITH PROJECT TRAFFIC Future traffic conditions with project traffic were analyzed for the year 2005. This was accomplished by using the 2005 estimated traffic volumes without the project and adding the traffic generated by the project (as shown in Table 14). Table 20 details the future traffic plus project traffic volumes for the AM and PM peak hours. These volumes were then used to determine the intersection levels of service using the same procedures as previously stated. For the most part, there were only minor changes between the year 2005 future intersection level of service and the year 2005 future background plus project volumes. This is shown in Table 21 and on Figure 9. The intersection level of service analyses are included in Appendix C. The link level of service analysis for future AM and PM peak hour directional traffic conditions with the project was performed on the previously identified roadway links. These results are summarized in Table 22. JACKSON M. AHLSTEDT, A.E. VILLAGGIO May 29, 2003 Page 34 TABLE 20 FUTURE PEAK HOUR INTERSECTION VOLUMES WITH THE PROJECT Note: Data has been adjusted to reflect AM and PM peak hour volumes for Average Annual Daily Traffic conditions. JACK JACK NpgM, AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 35 o TABLE 21 FUTURE INTERSECTION WITH T T ION PROJECT WEEKDAY PEAK OUR JAC NOSK M. AHLSTE[JT, P.E. V1LtAGGIO May 29, 2003 Page 36 • TABLE 22 FUTURE LINK LEVEL OF SERVICE WITH THE PROJECT South Dixie Highway SW 32nd Ave SW 22nd Ave AM=F PM=F ARTPLAN LOS CRITERIA PEAK HOUR LOS A 8 C E MAXIMUM PEAK HOUR ©IRECTIONALVOLUME (VPH) AM Peak Hour Directional NA Service Volume (VPH) PM Peak H our Directional Service Volume (VPH) SW 27th Avenue ARTPLAN LOS CRITERIA PEAK HOUR 2290 3840 NA 2290 Bird Ave 3840 LOS i 4150 NA 4885 4150 NA 4928 Coral Way AM=F PM=F A C MAXIMUM PEAK HOUR DIRECTIONALVOLUME O E (VPH) AM Peak Hour Directional Service Volume (VPH) NA NA NA NA 480 1335 PM Peak Hour Directional NA Service Volume (VPH) Notes: NA NA 510 550 1335 SOUTH D1XIE HIGHWAY 1.) AM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average G/C of 0.69. 2.) PM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average G/C of 0.69. 3.) Maximum peak hour directional volumes are calculated from year 2001 FDOT data for count station 5201 (AADT = 103,000; K= 8.17%; and, D = 53.49%) and escalated by 2% per year for two years and includes committed development traffic and project traffic. SW 27TH AVENUE 1.) AM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average GIC of 0.69. 2.) PM Peak Hour Directional Service Volumes are taken from ARTPLAN analysis using a cycle length of 140 seconds and average G/C of 0.69. 3.) Maxi mum peak hour directional volumes are calculated f rom year 2001 FOOT data for count station 5120 (AADT = 28,000; K= 8.17%; and, D = 53,49%) and escalated by 2% per year for two years and includes committed development traffic and project traffic. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 37 LEGEND WC LINK PEAK I4OUR LOS AMIPM EIC INTERSECTIONPEAK HOUR LOS AMfPM VIRGINIA STREET NCG 27 TERRACE METRORAIL STATION CROOK s CROOK SHELL RETA€. POLL, 28 TERR TROPICAL COCONUT AVENUE WHITEHEAD STREET HAMPTON - CHURCH' IN SCHOOL CENTER STREET TAR isxAURSNT FIF BURG&R KING FIF TRADE AVENUE NTS FIGURE 9 FUTURE LEVELS OF SERVICE WITH PROJECT JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 38 • • 10.0 ON -STREET PARKING There are no metered parking spaces on either side of Coconut Avenue. Adjacent to the site, along SW 28th Terrace there are parking meters. The project may result in the elimination of a minimal amount of existing on -street parking spaces on the south side of SW 28th Terrace. The project will construct some 119 on -site parking spaces. Parking will be provided for residents, employees and visitors to the site. 11.0 PEDESTRIANS Little pedestrian activity was noted in the immediate vicinity of the site. There are pedestrian provisions in the traffic signals at SW 27th Avenue and South Dixie Highway and SW 27th Avenue and Bird Avenue. There is no existing or proposed sidewalk on the north side of Coconut Avenue. There are existing sidewalks on the north and south sides of SW 28th Terrace. The proposed project will not significantly impact pedestrian movements along SW 28th Terrace or Coconut Avenue. 12.0 PROJECT SITE PLAN Traffic and transportation aspects of the proposed site plans were reviewed and analyzed. 12.1 PROJECT DRIVEWAYS The proposed condominium project includes six driveways connecting to Coconut Avenue. Three of the driveways serve four of the condominium units. The remaining 24 condominium units are served by one two-way driveway and two one-way driveways. It is anticipated that the driveway details will be refined during the planning process. The proposed apartment project includes one two-way driveway connecting to SW 28th Terrace. Table 23 summarizes the AM and PM peak hour driveway volumes anticipated at the service points. JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 39 TABLE 23 AM AND PM PEAK HOUR DRIVEWAY VOLUMES IN VEHICLES PER HOUR (VPH) ` Ef ,,, . add-zE.bt h<$ �x'=- # 2 -;',71 "��Sn �Y�}4 : �- i j4�.34 3c �„'Y,�o�, S R -� ,gv .:h " Z 4ri+St3i� ,k. " -.':%A 7 a$.} A:. `L � / p�.1+P� S..R- .0 r .,, iF J( i.. '- ti` ,., 3 14 bi is}q --"s 4, .Isi^, • +. .a �� a zY✓ a{ , trF,�T ,' � C + \ -.✓.vnY��he 44�f'f{r�id ...;�r'f } At R 3 .-i s�"'! %zyq_ ? a _ -sE` ✓'y ? Fr,\ �F -- x'.rt^�.^y�'��ie i 5 '. '�> .y- "iA 7.. ♦ b1° }��"5 F 7;.�4i ,, L^ Yf C ?n'1_ �1�rm L AliS 4� K"p .. 34 u- fK C d l' 1�_BO `t� "T"f"�� 4 4 k+rrx> %x n-, Yam, i b� rt�,. 3,:. , �_ ,i F w1 .'. P"p fi t. �.. y' ;tc,.,,i k 5 26 32 16 For the condominium site (Coconut Avenue), queuing analysis was conducted based upon the assumption that access to the parking area will be controlled by a card reader system and consist of an inbound lane and an outbound lane. Analysis of potential inbound queues for the AM and PM peak hours indicates that there is better than a 99% probability that the system queue should not exceed 1 vehicle. Analysis of potential outbound queues for the AM and PM peak hours indicates that there is better than a 99% probability that the system queue should not exceed 1 vehicle. For the apartment site (SW 28th Terrace), queuing analysis was conducted based upon the assumption that access to the garage will be controlled by a card reader system and consist of an inbound lane and an outbound lane. Analysis of potential inbound queues for the AM and PM peak hours indicates that there is better than a 99% probability that the system queue should not exceed 1. Analysis of potental outbound queues for the AM and PM peak hours indicates that there is better than a 99% probability that the system queue should not exceed 1 vehicle. 12.2 PROJECT LOADING DOCK The proposed condominium (Coconut Avenue) site plan does not include a loading dock area. As with other properties on Coconut Avenue large vehicles will use the street for loading and unloading operations. This should be acceptable to serve the type and magnitude of development anticipated. The proposed apartment (SW 28th Avenue) site plan includes a loading zone on the north JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 40 side of the property parallel to SW 28th Terrace. The loading zone consists of one 10' by 25' berth. Larger vehicles will use SW 28th Terrace to Toad and unload. This should be acceptable to serve the type and magnitude of development anticipated. The loading zone is accessed from the driveway serving the parking garage. Loading zone maneuvering may impact traffic flow and pedestrian movements on SW 28th Terrace. It should be anticipated that the size and configuration of the loading zone as well as the location of the dumpster will be refined during the planning process. 12.3 PEDESTRIAN ACCESS The proposed condominium (Coconut Avenue) site plan provides pedestrian access to Coconut Avenue via the project driveways. The proposed apartment (SW 28th Avenue) site plan provides a single sidewalk connection to the sidewalk on the south side of SW 28th Terrace. 13.0 CONCLUSIONS After reviewing the results from the intersection analysis and the roadway link analysis, it was determined that, with or without the project, traffic operations on the section of SW 27th Avenue between Bird Avenue and South Dixie Highway will continue to be congested during peak hours. Because South Dixie Highway carries almost four times as much traffic as SW 27th Avenue; congestion on SW 27th Avenue south of South Dixie Highway is the result of needing to provide as much green time as possible to South Dixie Highway. The project will have little impact on these conditions. No project specific roadway improvements are needed to mitigate the impacts of the project. The roadway Zink analysis yields similar level of service results, indicating that roadway levels of service remain relatively consistent through the year 2005 with or without the project. The results of all of these analyses are shown in Table 24. Finally, the transportation corridor analysis, provided in Appendix D, clearly indicates that there is sufficient transportation system capacity in the South Dixie Corridor to accommodate the proposed project. JACKSON M. AHLSTEDT, P.E. VILLAGG10 May 29, 2003 Page 41 • TABLE 24 INTERSECTION LEVEL OF SERVICE SUMMARY WEEKDAY PEAK HOUR CONDITIONS 4,1, tC ' , �s�.f,..' a�a'^'� '&�=,•s"�.w' S zs i'.. k b._ v -^,.,-3.. <:� N�:'. �°'�.,:._x<x � Cxi{K# ,a.�.�{ ,# , � ..k 1. d 'x,a � ; a C..: f., �.'.- 'r� .z5 'vim - .rt.,_ 3* _�._ Ta: .,. a. ..._, .f-=+s2�%'-' '' s»6• -:* s. aa. ....,;,: e` �'5 .. a, F.,+a -. "=s.. ..,<-� �44" fi 7 _ ...,3kt4n..,`. ,, .. `tee"- �l�"y- 'v`�'-r4 >>.:..r. *----- SW 28 TERRACE & SW 27 AVENUE F F F F N/A N/A COCONUT AVENUE & SW 27 AVENU E F F F F N/A N/A COCONUT AVENUE & CENTER STREET A A A A N/A N/A COCONUT AVENUE & VIRGINIA STREET A A A A NIA N/A JACKSON M. AHLSTEDT, P.E. VILLAGGIO May 29, 2003 Page 42 • APPENDIX A Existing intersection Levels of Service HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AIILSTEDT Agency/Co . : Date Performed: 5/19/2003 Analysis Time Period: AM .PEAK HOUR Intersection: 28T27A Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: EXISTING Project ID: VILLAGGIO East/West Street: SW 28 TERR North/South Street: SW 27 AVE Study period (hrs) : 0.25 Intersection Orientation: NS Vehicle Volumes and Adjustments M-Major ajor Street: Approach Northbound 3 ! 4 Southbound 5 6 Movement 1 2 L T R I L T 6 Volume 65 Peak -Hour" Factor, PHF 0.79 Hourly Flow Rate, HFR 82 Percent Heavy Vehicles 0 Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? 647 0. 90 718 1 1 0 L TR No 11 0.69 15 2 0.25 8 0 Minor Street: Approach Movement Westbound 7 8 9 L T R I L T Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Median Storage Flared Approach: RT Channelized? Lanes Configuration Exists? Storage 10 0.62 16 0 1 0.25 4 0 0 No 0 1 0 LTR 9 0.56 16 0 540 0.95 568 0 1 LT No 50 0.66 75 No 1 R Eastbound 10 11 12 R 67 6 86 0.81 0.50 0.87 82 12 98 0 0 0 0 No 0 1 0 LTR Delay, Approach NB Movement 1 Lane Config L v (vph) C(m) (vph) v/c 95% queue length Control Delay LOS Approach Delay Approach LOS Queue S5 4 LT Length, and Level of Service Westbound 7 8 LTR 82 8 951 881 0.09 0.01 0.28 0.03 9.1 9.1 A A 36 109 0.33 1.30 53.5 F 53.5 F Eastbound 9 I 10 11 12 } LTR 192 160 1.20 10.72 191.6 F 191.6 F VILLAGGIO Appendix A May 29, 2003 Page A-1 Analyst: Agency/Co- : Date Performed: Analysis Time Period: Intersection: Jurisdiction: Units: U. S. Customary Analysis Year: EXISTING Project ID: VILLAGGIO East/West Street: SW 28 TERR North/South Street: SW 27 AVE Intersection Orientation: NS Vehicle Volumes and Adjustments Major Street: Approach Northbound Movement 1 2 3 HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY J. AHLSTEDT 5/19/2003 PM PEAK HOUR 28T27A CITY OF MIAMI L T R Study period (hrs): 0.25 Southbound I 4 5 6 I L T R Volume 55 Peak -Hour Factor, PHF 0.74 Hourly Flow Rate, HFR 74 Percent Heavy Vehicles 0 Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? 593 0.96 617 1 1 0 L TR No 17 0.85 19 Minor Street: Approach Westbound Movement 7 8 9 L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Median Storage Flared Approach: RT Channelized? Lanes Configuration Exists? Storage 7 0.88 7 0 3 0.38 7 0 0 No 0 1 0 LTR 0 1.00 0 0 629 0.92 683 46 0.64 71 No 0 1 1 LT R No Eastbound I 10 11 12 L T R 13 70 0 0.56 0.89 1.00 23 78 0 0 0 0 0 No 0 1 0 LTR 122 0.90 135 0 Approach Movement Lane Config Delay, NB 1 L Queue SB 4 LT Length, and Level of Service Westbound 7 8 9 f LTR Eastbound 10 11 12 LTR v (vph) 74 0 C(m) (vph) 865 957 v/c 0.09 0.00 95% queue length 0.28 0.00 Control Delay 9.6 8.8 LOS A A Approach Delay Approach LOS 37 162 0.23 0.84 33.7 D 33.7 D 213 183 1.16 11.01 169.6 F 169.6 F VILLAGGIO Appendix A May 29, 2003 Page A-2 HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: AM PEAK HOUR Intersection: CA27A Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: EXISTING Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: SW 27 AVE Intersects -on Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 14 5 6 L T R I L T R Volume 5 703 4 7 563 26 Peak -Hour Factor, PHF 0.62 0.92 0.33 0.58 0.92 0.72 Hourly Flow Rate, HFR 8 764 12 12 611 36 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? 0 1 0 0 1 0 LTR LTR No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 L T R I L T R Volume 0 0 4 36 3 10 Peak Hour Factor, PHF 1.00 1.00 0.50 0.90 0.38 0.62 Hourly Flow Rate, HFR 0 0 8 40 7 16 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Median Storage Flared Approach: Exists? No No Storage RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 17 8 9 1 10 11 12 Lane Config LTR LTR 1 LTR I LTR v (vph) 8 12 C (m) (vph) 948 849 v/c 0.01 0.01 95% queue length 0.03 0.04 Control Delay 8.8 9.3 LOS A A Approach Delay Approach LOS 8 404 0.02 0.06 14.1 B 14.1 B 63 135 0.47 2.12 53.1 F 53.1 F VILLAGGIO Appendix A May 29, 2003 Page A-3 Analyst: Agency/Co . : Date Perfo1-isied: 5/19/2003 Analysis Time Period: PM PEAK HOUR Intersection: CA27A Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: EXISTING Project II): VILLAGGIO East/West Street: COCONUT AVE North/South Street: SW 27 AVE Study period (hrs?: 0.25 Intersection Orientation: NS Vehicle Volumes and Adjustments Sorthbound Major Street: Approach Northbound3 f 4 5 6 Movement 1 2 L T R I L T R HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY J. AHLSTEDT Volume 4 651 0 3 824 50 Peak -Hour Factor, PIOE 0.50 6780.6 0.00 0.38 700.97 0.61 81 Hourly Flow Rate, HFR 80- 7 8_ Percent Heavy Vehicles 0 - Median Type Undivided RT Channelized? 0 1 0 0 1 0 Lanes LTR LTR Configuration No Upstream Signal? No Minor Street: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 I L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Median Storage Flared Approach: Exists? Storage RT Channelazed? Lanes Configuration 2 0 5 19 0 8 0.50 1.00 0.62 0.59 1.00 0.50 4 0 8 32 0 16 0 0 0 0 0 0 0 0 0 1 0 LTR No 0 1 0 LTR Delay, Queue Length, and Level of Service Eastbound Approach NB SB Westbound Movement 1 4 I 7 8 9 1 10 11 12 Lane Config LTR LTR f LTR I LTR v (vph) 8 7 12 C(m) (vph) 744 923 178 v/c 0.01 0.01 0.07 95% queue length 0.03 0.02 0.21 Control Delay 9.9 8.9 26.7 A A D LOS 26.7 Approach Delay D Approach LOS 48 110 0.44 1.87 60.9 60.9 F VILLAGGIO Appendix A May 29, 2003 Page A-4 • • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co_ : Date Performed: 5/19/2003 Analysis Time Period: AM PEAK HOUR Intersection: CACS Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: EXISTING Project II): VILLAGGIO East/West Street: COCONUT AVE North/South Street: CENTER STREET Intersection Orientation: EN Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 i 4 5 6 L T R f L T R Volume 0 26 0 3 18 0 Peak -Hour Factor, PHF 1.00 0.72 1.00 1.00 1.00 0.50 Hourly Flow Rate, HFR 0 36 0 3 18 0 Percent Heavy Vehicles 0 -- -- 0 -- Median Type Undivided RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Movement Northbound Southbound 7 8 9 I 10 11 12 L T R ! L T R Volume 0 0 10 Peak Hour Factor, PHF 1.00 1.00 0.50 Hourly Flow Rate, HFR 0 0 20 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 Median Storage Flared Approach: Exists? No Storage RT Channelized? Lanes 0 1 0 Configuration LTR 0 Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 f 7 8 9 f 10 11 12 Lane Config LTR LTR I LTR v (vph) 0 3 20 C(m) (vph) 1612 1588 1042 v/c 0.00 0.00 0.02 95% queue length 0.00 0.01 0.06 Control Delay 7.2 7.3 8.5 LOS A A A Approach Delay 8.5 Approach LOS A VILLAGGIO Appendix A May 29, 2003 Page A-5 • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: PM PEAK HOUR Intersection: CACS Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: EXISTING Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: CENTER STREET Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 14 5 6 L T R i L T R Volume 0 24 3 4 46 0 Peak -Hour Factor, PHF 1.00 0.75 0.38 0.50 0.64 1.00 Hourly Flow Rate, HFR 0 32 7 8 71 0 Percent Heavy Vehicles 0 -- -- 0 Median Type Undivided RT Channelized? 0 1 0 Lanes 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 I 10 11 12 L T R 1 L T R Volume 1 0 4 Peak Hour Factor, PHF, 0.25 1.00 0.33 Hourly Flow Rate, HFR. 4 0 12 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 Median Storage Flared Approach: Exists? No Storage RT Channelized? Lanes 0 1 0 Configuration LTR 0 Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 1 7 8 9 f 10 11 12 Lane Config LTR LTR I LTR v (vph) 0 8 16 C(m) (vph) 1542 1584 994 v/c 0.00 0.01 0.02 95% queue length 0.00 0.02 0.05 Control Delay 7.3 7.3 8.7 LOS A A A Approach Delay 8.7 Approach LOS A VILLAGGIO Appendix A May 29, 2003 Page A-6 • Analyst Agency/Co. : 5/19/2003 Date Performed: Analysis Time Period: AM PEAK HOUR Intersection: CAVSEA Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: EXISTING project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: VIRGINIA STREET (hrs}: 0.25 Intersection Orientation: NS Study period Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 1 4 5 6 L T R I L T R HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY J. AHLSTEDT Volume 54 22 5 14 Peak -Hour Factor, PHF 0.55 0.50 0.62 0.50 Hourly Flow Rate, HFR 98 44 8 28 Percent Heavy Vehicles -- 0 Median Type Undivided RT Channeii2ed? 1 0 0 1 Lanes LT Configuration TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 1 10 11 12 L T R I L T R Volume 22 0 6 Peak Hour Factor, PEIF 0.55 1.00 0.75 Hourly Flow Rate, HFR 39 0 8 Percent Heavy Vehicles 0 O 0 Percent Grade (%) Median Storage Flared Approach: Exists? No Storage RT Channelized? 0 1 0 Lanes Configuration LTR 0 Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 1 7 8 9 I 10 11 12 Lane Config LT 1 LTR I v (vph) 8 47 C(m) (vph) 1453 843 v/c 0.01 0.06 95% queue length 0.02 0.18 Control Delay 7.5 9.5 LOS A A Approach Delay 9.5 Approach LOS A VILLAGGIO Appendix A May 29, 2003 Page A-7 HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: PM PEAK HOUR Intersection: CAVSEP Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: EXISTING Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: VIRGINIA STREET Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 14 5 6 L T R I L T R Volume Peak -Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? 40 18 10 40 0.83 0.64 0.83 0.77 48 28 12 51 -- -- 0 -- 1 0 0 1 TR LT No No Minor Street: Approach Westbound Eastbound Movement 7 8 . 9 I 10 11 12 L T R I L T R Volume 22 0 9 Peak Hour Factor, PHF 0.79 1.00 0.75 Hourly Flow Rate, HFR 27 0 12 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 Median Storage Flared Approach: Exists? No Storage RT Channelized? Lanes 0 1 0 Configuration LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 17 8 9 I 10 11 12 Lane Config LT I LTR v (vph) 12 39 C (m) (vph) 1536 896 v/c 0.01 0.04 95% queue length 0.02 0.14 Control Delay 7.4 9.2 LOS A A Approach Delay 9.2 Approach LOS A VILLAGGIO Appendix A May 29, 2003 Page A-8 • APPENDIX B Future Intersection Levels of Service Without Project • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. 4HLSTEDT Agency/Co . : Date performed: 5/19/2003 Analysis Time Period: AM PEAK HOUR Intersection: 28T27A Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE W/0 PROJECT Project ID: VILLAGGIO East/West Street: SW 28 TERR North/South Street: SW 27 AVE Intersection Orientation: NS Study period (hrs) : 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 # 4 5 6 L T R I L T R Volume 68 684 11 2 567 51 Peak -Hour Factor, PHF 0.79 0.90 0.69 0.25 0.95 0.66 Hourly Flow Rate, HFR 86 760 15 8 596 77 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? No 1 1 0 0 1 1 L TR LT R No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 1 10 11 12 L T R I L T R Volume 10 1 9 70 6 90 Peak Hour Factor, PHF 0.62 0.25 0.56 0.81 0.50 0.87 Hourly Flow Rate, HFR 16 4 16 86 12 103 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Median Storage Flared Approach: Exists? No No Storage RT Channelized? Lanes Configuration 0 1 0 LTR 0 1 LTR Delay, Queue Length, and Level of Service Approach NB 55 Westbound Eastbound Movement 1 4 1 7 8 9 1 10 11 12 Lane Config L LT I LTR I LTR v (vph) 86 8 C(m) (vph) 927 850 vie 0.09 0.01 95% queue length 0.31 0.03 Control Delay 9.3 9.3 LOS A A Approach Belay Approach LOS 36 94 0.38 1.54 65.3 F 65.3 F 201 142 1,42 13.12 281.6 F 281.6 F VILLAGGIO Appendix B May 29, 2003 Page B-1 Analyst: Agency/Co . : Date Performed: Analysis Time Period: Intersection: 28T27A Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE W/0 PROJECT Project I D: VILLAGGIO East/West Street: SW 28 TERR North/South Street: SW 27 AVE Intersection Orientation: NS Vehicle Volumes and Adjustments Major Street: Approach Northbound Movement 1 2 L T Intersections Release 4.1c CONTROL SUMMARY HCS2000: Unsignalized TWO-WAY STOP J. AHLSTEDT 5/19/2003 PM PEAK HOUR Study period (hrs): 0.25 Southbound 3 I 4 5 6 R I L T R Volume 58 Peak -Hour Factor, PHF 0.74 Hourly Flow Rate, HFR 78 Percent Heavy Vehicles 0 Median Type Undivided RT Channeli.zed? Lanes Configurat ion Upstream Signal? 623 0.96 648 1 1 0 L TR No 18 0.85 21 0 1.00 0 0 664 0.92 721 47 0.64 73 No 0 1 1 LT R No Minor Street: Approach Movement 7 8 L T Westbound 9 R I Eastbound 10 11 12 L T R Volume Peak Hour Factor, PHF HourlyFlow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Median Storage Flared Approach: RT Channelized? Lanes Configuration Exists? Storage 7 0.88 7 0 3 0.38 7 0 0 No 0 1 0 LTR 13 0.56 23 0 73 0.89 82 0 0 1.00 0 0 0 0 No 0 1 0 LTR 127 0.90 141 Approach Movement Lane Config Delay, Queue NB SB 1 4 L LT Length, and Level of Service Westbound Eastbound 7 8 9 I 10 11 12 LTR I LTR v (vph) C(m) (vph) v/c 95% queue length Control Delay LOS Approach Delay Approach LOS 78 0 836 931 0.09 0.00 0.31 0.00 9.7 8.9 A A 37 143 0.26 0.98 38.7 E 38.7 E 223 162 1.38 13.72 256.7 F 256.7 F VILLAGGIO Appendix B May 29, 2003 Page B-2 • • HCS2000: Unsignalized TWO-WAY STOP J. AHLSTEDT Analyst: Agency/Co . : Date Performed: Analysis Time Period: Intersection: Jurisdiction: 5/19/2003 AM PEAK HOUR CA27A CITY OF MIAMI Intersections Release 4.1c CONTROL SUMMARY Units: U. S. Customary Analysis Year: FUTURE W/O PROJECT Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: SW 27 AVE Intersection Orientation: NS Vehicle Volumes and Adjustments Major Street: Approach Northbound Movement 1 2 3 L T R j Study period (hrs): 0.25 Southbound 4 5 6 L T R Volume 5 Peak -Hour Factor, PHF 0.62 Hourly Flow Rate, HFR 8 Percent Heavy Vehicles 0 Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? 741 0.92 805 0 1 0 LTR No 4 0.33 12 7 0.58 12 0 592 0.92 643 0 1 0 LTR No 27 0.72 37 Minor Street: Approach Movement Westbound 7 8 9 L T R Eastbound 10 11 12 L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (a) Median Storage Flared Approach: RT Channelized? Lanes Configuration Exists? Storage 0 1.00 0 0 0 4 1.00 0.50 0 8 0 0 0 No 0 1 0 LTR 37 0.90 41 0 0 0 3 0.38 7 No 0 1 0 LTR 10 0.62 16 0 Approach Movement Lane Config Delay, Queue Length, and Level of Service NB SB Westbound 1 4 I 7 8 LTR LTR I LTR Eastbound 9 I 10 11 12 LTR v (vph) C (m) (vph) v/c 95% queue length Control Delay LOS Approach Delay Approach LOS 8 922 0.01 0.03 8.9 A 12 8 820 383 0.01 0.02 0.04 0.06 9.5 14.6 A B 14.6 B 64 120 0.53 2.52 65.0 F 65.0 F VILLAGGIO Appendix B May 29, 2003 Page B-3 • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: PM PEAK HO[JR Intersection: CA27A Jurisdiction: CITY OF MIAMI Units: U. 5 . Customary Analysis Year: FUTURE W/O PROJECT Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: SW 27 AVE Studyperiod (his): 0.25 Intersection Orientation: NS Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 1 4 5 6 L T R I L T R Volume 4 684 0 3 867 53 Peak -Hour Factor, PHF 0.50 0.96 1.00 0.38 0.97 0.61 Hourly Flow Rate, HFR 8 712 0 7 893 86 Percent Heavy Vehicles 0 -- 0 Median Type Undivided RT Channelized? 0 1 0 0 1 0 Lanes LTR Configuration LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 L T R I L T R Volume 2 0 5 20 0 8 Peak Hour Factor, PHF 0.50 1.00 0.62 0.59 1.00 0.50 Hourly Flow Rate, HFR 4 0 8 33 0 16 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Median Storage No Flared Approach: Exists? No Storage RT Channelized? Lanes Configuration 0 1 0 0 1 0 LTR LTR Delay, Queue Length, and Level of Service Approach NB SE Westbound Eastbound Movement 1 4 17 8 9 I 10 11 12 Lane Config LTR LTR I LTR ! LTR v (vph) 8 7 12 49 C(m) (vph) 713 897 157 97 v/c 0.01 0.01 0.08 0.51 95% queue length 0.03 0.02 0.24 2.23 Control Delay 10.1 9.0 29.8 75.1 LOS S A D F Approach Delay 29.8 75.1 Approach LOS D F VILLAGGIO Appendix B May 29, 2003 Page B-4 • HCS2000: Unsignalized Intersections Release 4.lc TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: PM PEAK HOUR Intersection: CACS Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE W/0 PROJECT Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: CENTER STREET Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 1 4 5 6 L T R ! L T R Volume 0 25 3 4 47 0 Peak -Hour Factor, PHF 1.00 0.75 0.38 0.50 0.64 1.00 Hourly Flow Rate, HFR 0 33 7 8 73 0 Percent Heavy Vehicles 0 -- -- 0 ......-- Median Type Undivided RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 ' 10 11 12 L T R 1 L T R Volume 1 0 4 Peak Hour Factor, PHF 0.25 1.00 0.33 Hourly Flow Rate, HFR 4 0 12 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 Median Storage Flared Approach: Exists? No Storage RT Channelized? Lanes 0 1 0 Configuration LTR 0 Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 ( 7 8 9 1 10 11 12 Lane Config LTR LTR i LTR 1 v (vph) 0 8 16 C(m) (vph) 1540 1583 993 v/c 0.00 0.01 0.02 95% queue length 0.00 0,02 0.05 Control Delay 7.3 7.3 8.7 LOS A A A Approach Delay 8.7 Approach LOS A VILLAGGIO Appendix B May 29, 2003 Page B-6 • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst.: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: AM PEAK HOUR Intersection: CAVSFA Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE W/0 PROJECT Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: VIRGINIA STREET Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 14 5 6 L T R j L T R Volume 57 23 5 14 Peak -Hour Factor, PRE 0.55 0.50 0.62 0.50 Hourly Flow Rate, HFR 103 46 8 28 Percent Heavy Vehicles __ -- 0 -- Median Type Undivided RT Channelized? Lanes 1 0 0 1 Configuration TR LT Upstream Signal? No No Minor Street: Approach Movement Westbound Eastbound 7 8 9 I 10 11 12 L T R I L T R Volume 23 0 6 Peak Hour Factor, PHF 0.55 1.00 0.75 Hourly Flow Rate, HFR 41 0 8 Percent Heavy Vehicles 0 0 0 Percent Grade (%). 0 Median Storage Flared Approach: Exists? No Storage RT Channelized? Lanes 0 1 0 Configuration LTR 0 Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 1 7 8 9 ) 10 11 12 Lane Config LT I LTR v (vph) C(m) (vph) v/c 95% queue length Control Delay LOS Approach Delay Approach LOS 8 49 1445 836 0.01 0.06 0.02 0.19 7.5 9.6 A A 9.6 A VILLAGG1O Appendix B May 29, 2003 Page B-7 • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co . : Date Performed: 5/19/2003 Analysis Time Period: PM PEAK HOUR Intersection: CAVSFP Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE W/0 PROJECT Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: VIRGINIA STREET Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 14 5 6 L T R I L T R Volume 41 19 10 41 Peak -Hour Factor, PHF 0.83 0.64 0.83 0.77 Hourly Flow Rate, HFR 49 29 12 53 Percent Heavy Vehicles --- -- 0 -- Median Type Undivided RT Channelized? Lanes 1 0 0 1 Configuration TR LT Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 L T R I L T R Volume 23 0 9 Peak Hour Factor, PHF 0.79 1.00 0.75 Hourly Flow Rate, HFR 29 0 12 Percent -Leavy Vehicles 0 0 0 Percent Grade (%) 0 Median Storage Flared Approach: Exists? No Storage RT Channelized? Lanes 0 1 0 Configuration LTR 0 Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 1 7 8 9 I 10 11 12 Lane Config LT I LTR v (vph) 12 41 C(m) (vph) 1533 890 v/c 0.01 0.05 95% queue length 0.02 0.14 Control Delay 7.4 9.2 LOS A A Approach Delay 9.2 Approach LOS A VILLAGGIO Appendix B May 29, 2003 Page B-8 APPENDIX C Future Intersection Levels of Service With Project • • HCS2000: Unsignalized Intersections Release 4.1c TWO --WAY STOP CONTROL SUMMARY Analyst: J. AHLSTFDT Agency/Co . : Date Performed: 5/19/2003 Analysis Time Period: AM PEAK HOUR Intersection: 28T27A Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE WITH PROJECT Project ID: VILLAGGIO East/West Street: SW 28 TERR North/South Street: SW 27 AVE Studyperiod (hrs} : 0.25 Intersection Orientation: NS Vehicle Volumes and Adjustments Major Street: Approach Northbound 5outhbound Movement 1 2 3 14 5 6 L T R I L T R Volume 68 693 11 2 569 58 Peak -Hour Factor, PHF 0.79 0.90 0.69 0.25 0.95 0.66 Hourly Flow Rate, HFR 86 770 15 8 598 87 Percent Heavy Vehicles 0 -- -- 0 Median Type Undivided RT Channelized? No Lanes 1 1 0 0 1 1 Configuration L TR LT R Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 L T R 1 L T R Volume 10 1 9 84 6 102 Peak Hour Factor, PHF 0.62 0.25 0.56 '0.81 0.50 0.87 Hourly Flow Rate, HFR 16 4 116 103 12 117 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 Median Storage No Flared Approach: Exists? No Storage RT Channelized? 0 1 0 0 1 0 Lanes LTR Configuration LTR Delay, Queue Length, and Level of Service NB SB Westbound Eastbound Movement 1 Approach Appr4 1 7 8 9 I 10 11 12 Lane Config L LT I LTR I LTR v (vph) 86 8 36 C (m) (vph) 918 843 87 v/c 0.09 0.01 0.41 95% queue length 0.31 0.03 72.91.68 Control Delay 9.3 9.3 LOS A A F Approach Delay 72.9 Approach LOS F 232 137 1.69 16.99 397.9 F 397.9 F VILLAGGIO Appendix C May 29, 2003 Page C-1 • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: PM PEAK HOUR Intersection: 28T27A Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE WITH PROJECT Project ID: VILLAGGIO East/West Street: SW 28 TERR North/South Street: SW 27 AVE Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 14 5 6 L T R I L T R Volume 59 627 18 0 671 66 Peak -Hour Factor, PHF 0.74 0.96 0.85 1.00 0.92 0.64 Hourly Flow Rate, HFR 79 653 21 0 729 103 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized? No Lanes 1 1 0 0 1 1 Configuration L TR LT R Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 L T R I L T R Volume 7 3 13 82 0 134 Peak Hour Factor, PHF 0.88 0.38 0,56 0.89 1.00 0.90 Hourly Flow Rate, HFR 7 7 23 92 0 148 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Median Storage Flared Approach: Exists? No No Storage RT Channelized? Lanes Configuration 0 1 0 LTR 0 1 0 LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 17 8 9 I 10 11 12 Lane Config L LT i LTR 1 LTR v (vph) 79 0 C (m) (vph) 809 927 v/c 0.10 0.00 95% queue length 0.32 0,00 Control Delay 9.9 8.9 LOS A A Approach Delay Approach LOS 37 132 0.28 1.07 42.6 E 42.6 E 240 152 1.58 16.47 342.8 F 342.8 F V1LLAGGIO Appendix C May 29, 2003 Page C-2 • • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: Agency/Co.: Date Performed: Analysis Time Period: Intersection: Jurisdiction: Units: U. S. Customary Analysis Year: FUTURE project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: SW 27 AVE Intersection Orientation: NS Vehicle Volumes and Approach Northbound Movement 1 2 L T Major Street: J. AHLSTEDT 5/19/2003 AM PEAK HOUR CA27A CITY OF MIAMI WITH PROJECT Study period Adjustments (hrs) : 0.25 Southbound 3 14 5 6 R ) L T R Volume 5 Peak -Hour Factor, PHF 0.62 Hourly . Flow Rate, IIFR 8 Percent Heavy Vehicles 0 Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? 741 0.92 805 0 1 LTR No 0 4 0.33 12 Minor Street: Approach Movement Westbound 7 8 9 1 T R 7 0.58 12 0 604 0.92 656 0 1 0 LTR No 29 0.72 40 Eastbound I 10 11 12 L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy vehicles Percent Grade (%) Median Storage Flared Approach: Exists? Storage RT Channelized? Lanes Configuration 0 0 1.00 1.00 0 0 0 0 0 No 0 1 0 LTR 4 0.50 8 0 46 0.90 51 0 3 0.38 7 0 0 No 0 1 0 LTR 10 0.62 16 0 Approach Movement Lane Config Delay, NB 1 LTR Queue Length, and Level of Service SB Westbound Eastbound 4 1 7 8 9 ! 10 11 12 LTR I LTR I LTR v (vph) C (m) (vph) v/c 95% queue length Control Delay LOS Approach Delay Approach LOS 8 909 0.01 0.03 9.0 A 12 820 0.01 0.04 9.5 A 8 383 0.02 0.06 14.6 B 14.6 74 114 0.65 3.33 82.0 F 82.0 F VILLAGGIO Appendix C May 29, 2003 Page C-3 Analyst: Agency/Co.: Date Performed: Analysis Time Period: Intersection: Jurisdiction: Units: U. S. Customary Analysis Year: FUTURE WITH PROJECT Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: SW 27 AVE Intersection Orientation: NS Vehicle Volumes and Adjustments Major Street: Approach Northbound Movement 1 2 3 HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY J. AHLSTEDT 5/19/2003 PM PEAK HOUR CA27A CITY OF MIAMI L T Study period (hrs): 0.25 Southbound 4 •5 6 L T R Volume 4. Peak -Hour Factor, PHF 0.50 Hourly Flow Rate, HFR 8 Percent Heavy Vehicles 0 Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? 685 0.96 713 0 1 LTR No 0 0 1.00 0 3 0.38 7 0 874 0.97 901 0 1 0 LTR No 60 0.61 98 Minor Street: Approach Movement Westbound 7 8 9 L T R Eastbound 1 10 11 12 1 L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (o) Median Storage Flared Approach: RT Channelized? Lanes Configuration Exists? Storage 2 0 0.50 .1.00 4 0 0 0 0 No 0 1 0 LTR 5 0.62 8 0 24 0 8 0.59 1.00 40 0 0 0 0 No 0 1 0 LTR 0.50 16 0 .Approach Movement Lane Config Delay, Queue Length, and Level of Service NB SB Westbound 1 4 1 7 8 9 LTR LTR 1 LTR Eastbound 10 11 12 LTR v (vph) C(m) (vph) v/c 95% queue Length Control Delay LOS Approach Delay Approach LOS 8 701 0.01 0.03 10.2 B 7 896 0.01 0.02 9.0 A 12 154 0.08 0.25 30.3 D 30.3 D 56 91 0.62 2.89 93.8 F 93.8 F VILLAGGIO Appendix C May 29, 2003 Page C-4 • HCS2000: Unsignalized Intersections Release 4.1c TWO -WAX STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co . : Date Performed: 5/19/2003 Analysis Time Period: AM PEAK HOUR Intersection: CACS Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE WITH PROJECT Project II): VILLAGGIO East/West Street: COCONUT AVE North/South Street: CENTER STREET Studyon: EW period (hrs):0.25 Intersection OrientatiVehicle Volumes and Adjustments Approach Eastbound Major Street: d Westbound Movement 1 2 I 4 5 6 L T R I L T R Volume 0 36 0 3 21 0 Peak -Hour Factor, PHF 1.00 0.72 1.00 1.00 1.00 0.50 Hourly Flow Rate, HFR 0 49 0_ 03 21 0 __1 -- Percent Heavy Vehicles 0 -- Median Type Undivided RT Channe l i zed? 0 1 0 0 1 0 Lanes LTR Configuration LTR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 I 10 11 12 L T R I L T R Volume 0 0 10 Peak Hour Factor, PHF 1.00 1.00 0.50 Hourly Flow Rate, HFR 0 0 20 Percent Heavy Vehicles 0 Percent Grade (°s) Median Storage Flared Approach: Exists? No Storage RT Channelized? 0 1 0 Lanes LTR Configuration 0 Delay, Queue Length, and Level of Service Approach ED WB Northbound Southbound Movement 1 4 1 7 8 9 I 10 11 12 Lane Config LTR LTR I LTR I v (vph) 0 3 20 C(m) (vph) 1608 1571 1025 v/c 0.00 0.00 0.02 95% queue length 0.00 0.01 0.00.06 Control Delay 7.2 7.3 LOS A A A 8.6 Approach Delay A Approach LOS VILLAGGIO Appendix C May 29, 2003 Page C-5 • • • Analyst: Agency/Co . : Date Performed: Analysis Time Period: Intersection: Jurisdiction: Units: U. S. Customary Analysis Year: FUTURE WITH PROJECT Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: CENTER STREET Intersection Orientation: EW Vehicle Volumes and Adjustments Major Street: Approach Eastbound Movement 1 2 L T HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY J. AHLSTEDT 5/19/2003 PM PEAK HOUR CACS CITY OF MIAMI Study period (hrs): 0.25 Westbound 4 5 6 L T R Volume 0 Peak --Hour Factor, PHF 1.00 Hourly Flow Rate, HFR 0 Percent Heavy Vehicles 0 Median Type Undivided RT Channelized? Lanes Configuration Upstream Signal? 29 0.75 38 0 1 LTR No 0 3 0.38 7 Minor Street: Approach Movement Northbound 7 8 9 L T R 4 0.50 8 0 54 0.64 84 0 1 0 LTR No 0 1.00 0 Southb ound 10 11 12 I L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Median, Storage Flared Approach: RT Channelized? Lanes Configuration Exists? Storage 1 0 0.25 1.00 4 0 0 0 0 No 0 1 0 LTR 4 0.33 12 0 0 Approach Movement Lane Config Delay, EB 1 LTR Queue Length, and Level of Service WB Northbound 4 I 7 8 9 LTR I LTR S outhbound 10 11 12 v (vph) C (m) (vph) vie 95% queue length Control Delay LOS Approach Delay Approach LOS 0 1526 0.00 0.00 7.4 A 8 1576 0.01 0.02 7.3 A 16 982 0.02 0.05 8.7 A 8.7 A VILLAGGIO Appendix C May 29, 2003 Page C-6 HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: AM PEAK .HOUR Intersection: CAVSFA Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE WITHPROJECT Project II): VILLAGGIO East/West Street: COCONUT AVE North/South Street: VIRGINIA STREET on: NSStud period (hrs): 0.25 Intersection OxientatiVehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 i 4 5 6 L T R 1 L T R Volume 57 24 5 14 Peak -Hour Factor, PHF 0.55 0.50 0.62 0.50 Hourly Flow Rate, HFR 103 48 8 28 Percent Heavy Vehicles -- -- 0 -- Median Type Undivided RT Channelized? 1 0 0 1 Lanes TR LT Configuration No No Upstream Signal? Approach Westbound Minor Street: Eastbound Movement 7 8 9 1 10 11 12 T R 1 L T R Volume 29 0 6 Peak Hour Factor, PHF 0.55 1.00 0.75 Hourly Flow Rate, HFR 52 0 08 Percent Heavy Vehicles 0 Percent Grade (%) 0 Median Storage Flared Approach: Exists? No Storage RT Channelized? 0 Lanes 1 0 Configuration LTR 0 Delay, Queue Length, and Level of Service ApproachNB SB Westbound Eastbound Movement I 4 1 7 8 9 ¢ 10 11 12 Lane Config LT 1 LTR v (vph) 8 60 C(m) (vph) 1442 832 v/c 0.01 0.07 95% queue length 0.02 0.23 Control Delay 7.5 9.7 LOS A A Approach Delay 9.7 Approach LOS A VILLAGGIO Appendix C May 29, 2003 Page C-7 • • • HCS2000: Unsignalized Intersections Release 4.1c TWO-WAY STOP CONTROL SUMMARY Analyst: J. AHLSTEDT Agency/Co.: Date Performed: 5/19/2003 Analysis Time Period: PM PEAK HOUR Intersection: CAVSFP Jurisdiction: CITY OF MIAMI Units: U. S. Customary Analysis Year: FUTURE WITH PROJECT Project ID: VILLAGGIO East/West Street: COCONUT AVE North/South Street: VIRGINIA STREET Intersection orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 1 4 5 6 L T R 1 L T R Volume 41 26 10 41 Peak -Hour Factor, PHF 0.83 0.64 0.83 0.77 Hourly Flow Rate, HER 49 40 12 53 Percent Heavy Vehicles -- -- 0 -- Median Type Undivided RT Channelized? Lanes 1 0 0 1 Configuration TR LT Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 L T R 1 L T R Volume 26 0 9 Peak Hour Factor, PHF 0.79 1.00 0.75 Hourly Flow Rate, HFR 32 0 12 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 Median Storage Flared Approach: Exists? No Storage RT Channelized? Lanes 0 1 0 Configuration LTR 0 Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 17 8 9 1 10 11 12 Lane Config LT 1 LTR v (vph) C(m) (vph) v/c 95% queue length Control Delay LOS Approach Delay Approach LOS 12 44 1519 882 0.01 0.05 0.02 0.16 7.4 9.3 A A 9.3 A VILLAGGIO Appendix C May 29, 2003 Page C-8 • • APPENDIX D Corridor Analysis • • INTRODUCTION A level of service analysis was conducted using the techniques contained in the adopted Transportation Element of the Miami Comprehensive Neighborhood Plan 1989-2000. These techniques are contained in the City of Miami publication Transportation Corridors: Meeting the Challenge of Growth Management in Miami as revised September 1990. In performing the analysis, of the three possible scenarios available, Scenario 2 - maximum auto was used. The level of service analysis for Villaggio is documented in Tables 1 through 4. The proposed project is located in the South Dixie Corridor. The roadways providing capacity to the corridor are: • US-1 (South Dixie Highway) The transit routes providing capacity to the corridor are MetroRail. EXISTING 2003 LEVEL OF SERVICE Table 1 presents an analysis of the existing 2003 corridor level of service. Roadway vehicular capacities (column 2) were based upon data contained in Transportation Corridors: Meeting the Challenge of Growth Management in Miami as revised September 1990. Roadway vehicular volumes (column 4) were taken from FDOT traffic count data. This AADT volume was adjusted to reflect peak hour conditions by applying factors obtained from FDOT data. Mass Transit person trip capacities (columns 8, 9 and 10) were calculated from route schedules and equipment information supplied by the Miami -Dade Transit Agency (MDTA) and data contained in Transportation Corridors: Meeting the Challenge of Growth Management in Miami as revised September 1990. Average weekday ridership data was obtained from MDTA. Additionally, MDTA provided an estimated percentage of person trips during the peak hours of the day. Transit volumes (column 12) were calculated using the ridership data and the percentage of passengers during the peak hours supplied by MDTA. As can be seen from Table 1, the existing South Dixie Corridor currently operates at Level of Service "C". VILLAGGSO May 29, 2003 PAGE D-1 CORRIDOR NAME P4ndpal Roadway(s) SOUTH DIXIE CORRIDOR U6 1 (5201) TOTAL LOS TABLE (Notes) 0.00 A 0.60 A 0.61 8 0.7o 0.71 C 0.80 C 0.81 0.90 D 0.91 E 1.00 E 1.01F 0 0 0 0 0 0 0 0 HEAD WAY 2003 CORR TYPE (1) HS AVG SEATS PER VEH ROADWAY VEHICULAR CAPACITY (2) 7,980 7,980 TABLE 1 - EXISTING 2003 LEVEL OF SERVICE ANALYSIS ROADWAY MODE ROADWAY ROADWAY PER. TRIP VEHICULAR CAPACITY VOLUME @PPV= 1.4 (3) 11,172 11,172 AUTO PERSON TRIPS TRANSIT PERSON T RIPS TOTAL PERSON TRIPS RIDERSHIP PAX PER HOUR DESIGN LOAD FACTOR (4) 8,755 8,755 CAPACITY 12,257 4.746 17,003 ROADWAY ROADWAY PER. TRIP EXCESS VOLUME PER. TRIP @PPV= CAPACITY 1.4 (5) (6) 12,257 (1.085) 12,257 72.09% 27.91 % 100.00% RIDERSHIP 77 7? ?? ?? 7? .. 77 71 ?? ?? 7? 0.00% (1,0851 ROADWAY PERSON TRIP V/C (7) 1.097 1.097 LOCAL BUS PER, TRIP CAPACITY OS @ LOAD. DESIGN (6) MASS TRANSIT MODE EXPRESS RAIL < TOTAL. PER. TRIP PER, TRIP TRANSIT CAPACI CAPACITY CAPACITY LOAD,- @ LOAD, - DESIGN DESIGN DESIGN (9) (10) (11) 11.232 11.232 11,232 11.232 CORRIDOR TOTALS TOTAL TRANSIT CORRIDOR CORRIDOR CORRIDOR CORRIDOR TRANSIT PERSON PERSON PERSON PERSON PERSON PERSON TRIP TRIP TRIP TRIP TRIP TRIP EXCESS CAPACITY VOLUME EXCESS V/C LOS VOLUME CAPACITY CAPACITY (12) (13) (14) (15) (16) (17) 4,740 5,486 22,404 17,003 5,401 0.759 C 4.746 8,486 22.404 17.003 5,401 0.759 VILLAGGIO May 29, 2003 PAGE D-2 1111 YEAR 2005 LEVEL OF SERVICE WITHOUT THE PROJECT Table 2 presents an analysis of the future year 2005 corridor level of service without the project. Roadway vehicular volumes and mass transit volumes was taken from Table 1 (2003) and adjusted to the year 2005 by applying a growth factor of 2% per year and adding committed development traffic. As can be seen from Table 2, it is estimated that the South Dixie Corridor will operate at Level of Service "C" in the year 2005 without the project. PAGE ©-3 CORRIDOR NAME PTinapal Roadway(s) SOUTH DIXIE CORRIDOR LIS 1 (5201) TOTAL ANNUAL GROWTH RATE DOS TABLE 0.00 0.60 0.01 0. 70 0.71 0.80 0.81 0.90 0.91 1.0D 1.01 0 0 0 0 0 0 0 (Notes) 2% A A B C C 0 1.02 494 ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR 2005 CORR TYPE (1) H6 ROADWAY VEHICULAR CAPACITY (2) 7,980 7,980 ROADWAY PER. TRIP CAPACITY @PPV= 1.4 (3) 11,172 11,172 AUTO PERSON TRIPS TRANSIT PERSON TRIPS TOTAL PERSON TRIPS !IVORY.. RO.16 692 LOCAL EXPRESS ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR PAX RAIL TABLE 2 - 2005 LEVEL OF SERVI ROADWAY MODE ROADWAY ROADWAY VEHICULAR PER. TRIP VOLUME VOLUME @PPV= 1.4 (4) 9,109 9,109 IRAN SIT TOTAL 12,762 4,746 17,498 0 0 0 0 0 0 0 0 (5) 12,752 12,752 5.00% 72.88% 27.12% 100.00 % ROADWAY EXCESS PER. TRIP CAPACITY (6) (1,580) (1.580) TRANSIT ROADWAY PERSON TRIP V/C (7) 1.14 1.14 OS ANALYSIS WITHOUT PROJECT LOCAL BUS PER. TRIP CAPACITY @ LOAD= DESIGN (9) MASS TRANSIT MODE EXPRESS RAIL T TOTAL PER, TRIP PER. TRIP TRANSIT CAPACITYCAPACITY CAPACITY @ LOAD= @ LOAD= @ LOAD= DESIGN DESIGN DESIGN (9) (10) (11) 11,232 ( 11,282 11,232 1 11,232 TOTAL TRANSIT PERSON TRIP TRANSIT PERSON TRIP EXCESS VOLUME CAPACITY (12} (13) 4,746 4.746 6.408 6.486 CORRIDOR PERSON TRIP CAPACITY (14) 22.404 22,404 CORRIDOR TOTALS ORRIDOR CORRIDOR PERSON PERSON TRIP TRIP VOLUME EXCESS CAPACITY (15) (16) 17,498 17,498 4,906 4,906 CORRIDOR PERSON TRIP V/C LOS (17) 0.75 C 0.78 VILLAGGIO May 29, 2003 PAGE D-4 TRAFFIC Taw presents project traffic and mass transit ridership based upon PM peak hour project tw. The project site is located in Traffic Analysis Zone (TAZ) 1070 (note that this is the new zone system). The cardinal distribution of the traffic within TAZ 1070 was obtained from Miami - County. The distribution is as follows: North -Northeast 20.85% East -Northeast 10.94% East -Southeast 2.56% South -Southeast 0.00% South -Southwest 6.07% West -Southwest 20.00% West -Northwest 1 6.47% North -Northwest 23.11% Usin this trip distribution, the project trip assignment was determined. This is shown in Figure E -1. Project transit ridership was estimated based upon the assumption that 5% of project person trips would be by mass transit. Vitt_Arct4 May 7J, 2643 PAGE D-5 • • CORRIDOR NAME Principal Roadway(s) SOUTH DIXIE CORRIDOR US 1 (5201) TOTAL 00S TABLE (Notes 0.00A 0.60 A 0.61 B 0.70 8 0.71 C 0.80 C 0.81 D 0.90 D 0.91 E 1.00 E 1.01 F 68 ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR 2005 CORR TYPE (1) HS OJP)7226 LOCAL ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR 0 ROADWAY VEHICULAR CAPACITY (2) 7,980 7.980 ROADWAY MODE ROADWAY ROADWAY ROADWAY PER. TRIP VEHICULAR PER. TRIP CAPACITY VOLUME VOLUME @PPV= @PPV= 1.4 1.4 (3) (4) (5) 11,172 11.172 AUTO PERSON TRIPS TRANSIT PERSON T RIPS TOTAL PERSON TRIPS 95AX 95 EXPRESS ERR PAX RAIL 88 68 SRAN SIT TOTAL 95 5 100 0 0 0 0 0 0 0 0 5.00% 95 95 95.00% 5.00% 100.00% TABLE 3 - PROJECT TRAFFIC ROADWAY EXCESS PER. TRIP CAPACITY (6) 11,077 11,077 TRANSIT ROADWAY PERSON TRIP V/C (7) 0.01 0.01 OS A MASS TRANSIT MODE LOCAL BUS EXPRESS RAIL TRAN TOTAL TOTAL TRANSIT CORRIDOR PER. TRIP PER. TRIP PER. TRIP TRANSIT TRANSIT PERSON PERSON CAPACITY CAPACITY CAPACITY CAPACITY PERSON TRIP TRIP @ LOAD= @ LOAD= @ LOAD= @ LOAD= TRIP EXCESS CAPACITY DESIGN DESIGN DESIGN DESIGN VOLUME CAPACITY (6) (9) (10) (11) (12) (13) (14) 11,172 11,172 CORRIDOR TOTALS CORRIDOR CORRIDOR CORRIDOR PERSON PERSON PERSON TRIP TRIP TRIP VOLUME EXCESS V/C LOS CAPACITY (15) (16) (17) 100 100 11,077 11,077 0.01 0.01 VILLAGGIO May 29, 2003 PAGE D-6 LEGEND t NTS 10/10 AM/PM PEAK HOUR PROJECT TRAFFIC TRADE AVENUE 1) FIGURE D-1 PROJECT TRAFFIC ASSIGNMENT VILLA GGIO May 29, 20133 PAGE D-7 5 LEVEL OF SERVICE WITH THE PROJECT 4 presents an analysis of the future year 2005 corridor level of service with the project. sway vehicular volumes and mass transit volumes were determined by adding the data Table 2 (Year 2005 Without Project) and Table 3 (Project Traffic). As can be seen from Table 4, it is estimated that the South Dixie Corridor will operate at Leal of Service "C" in the year 2005 with the project. Vti.A.A010 Moy 20, 2003 PAGE D-8 CORRIDOR NAME Principal Roadway(s) SOUTH DIXIE CORRIDOR US 1 (5201) TOTAL 005 TABLE 2005 CORR TYPE (Notes) (1) HS 0.00 A 0.60 A 0.61 B 0.70 9 0.71 C 0,80 C 0.81 0 0.90 0 0.91 E 1.0D E 1.01 F ROADWAY VEHICULAR CAPACITY (2) 7.980 ROADWAY PER. TRIP CAPACITY ©PPV= 1.4 (3) 11,172 7.980 11,172 7980 15900 81880 TRANSIT PERSO TRIPS TOTAL PERSON TRIPS TABLE 4 - 2005 LEVEL OF SERVICE ANALYSIS WITH PROJECT ROADWAY MODE ROADWAY ROADWAY VEHICULAR PER. TRIP VOLUME VOLUME @PPV= 1.4 (4) 9,177 9.177 12,847 4,751 17,599 (5) 12,847 12,847 79.00% 27.00% 00.00% ROADWAY EXCESS PER. TRIP CAPACITY (6) (1,575) 08751 ROADWAY PERSON TRIP V/C (7) 1.15 1.15 LOS LOCAL BUS PER. TRIP CAPACITY @ LOAD= DESIGN (6) MASS TRANSIT MODE EXPRESS RAIL T' TOTAL PER. TRIP PER. TRIP TRANSIT CAPACITY CAPACITY CAPACITY @ LOAD= @ LOAD= © LOAD DESIGN DESIGN DESIGN (9) (10) (11) 11,232 11,232 11,232 11,232 TOTAL TRANSIT CORRIDOR TRANSIT PERSON PERSON PERSON TRIP TRIP TRIP EXCESS CAPACITY VOLUME CAPACITY (12) (13) (14) 4,751 6,481 22,404 4,751 8,481 22,404 CORRIDOR TOTALS CORRIDOR CORRIDO PERSON PERSON TRIP TRIP VOLUME EXCESS CAPACITY (15) (16) (17) 17,599 17,599 4,806 4,806 CORRIDOR PERSON TRIP WC 0.79 0.79 LOS 1. PAGE COUNT DATA • SW 27 AVE SO SW 28 TERR W/O COCONUT AVE W/O SW 27 AVE SO SW 28 TERR W/O COCONUT AVE W/0 US-1 SW 27 AVE SW 27 AVE US-1 SW 27 AVE SW 27 AVE 1 . 2 ADT 1 13,647 15,814 29,461 NORTHBOUND SOUTHBOL.... 2,629 1,443 4,072 EASTBOUND WESTBOUND 529 410 939 EASTBOUND WESTBOUND AM MID PM 8:30 AM 12:00 PM 2:30 PM 8:30 AM 1:45 PM 5:00 PM 8:45 AM 10:45 AM 4:15 PM ERR ERR ERR ERR ERR ERR EVE 18:15 18:15 18:45 ERR ERR PEAK 12:00 13:45 16:15 ERR ERR • SW 27 AVE SO SW 28 TERR W/O COCONUT AVE W/O US-1 SW 27 AVE SW 27 AVE PE! • K 12:00 PM 8.16% 1:45 PM 9.06% 4:15PM 9.37% ERR ERR ERR ERR PSF K(100) 1.025 1.025 1.025 1.025 1.025 0.084 0.093 0.096 0.000 0,000 D 52.39% • 68.02% 51.14% ERR ERR VILLAGGIO May 29, 2003 • A • 1 2 TOTAL 06 SW 27 AVE SO US-1 8:30 AM 914 1,049 1,963 +.a6% SW 28 TERR W/O SW 27 AVE 8:30 AM 193 129 322 7.91% COCONUT AVE W/O SW 27 AVE 8:45 AM 50 21 71 7.56% ERR ERR ERR 0 0.00% ERR ERR ERR 0 0.00% SW 27 AVE SO SW 28 TERR W/O COCONUT AVE W/O US-1 SW 27 AVE SW 27 AVE MID 1 2 TOTAL 12:00 PM 1,145 1,260 1:45 PM 251 118 10:45 AM 37 47 ERR ERR ERR ERR ERR ERR 2,405 369 84 0 0 8.16% 9.06% 8.95% 0.00% 0.00% PM 1 2 TOTAL cyo SW 27 AVE SO US-1 2:30 PM 1,029 1,185 2,214 7.52% SW 28 TERR W/0 SW 27 AVE 5:00 PM 229 103 332 8.15% COCONUT AVE W/O SW 27 AVE 4:15 PM 43 45 88 9.37% ERR ERR ERR 0 0.00% ERR ERR ERR 0 0,00% V[LLAGGIO May 29, 2003 RAW k •AM PEAK HOUR NB GB SB WB LT T RI LT T RT LT T RT LT T `. SW 28 TERRACE & SW 27 AVENUE 66 654 11 68 6 87 2 545 50 10 1 9 COCONUT AVENUE & SW 27 AVENUE 5 710 4 36 3 10 7 569 26 0 0 4 COCONUT AVENUE & CENTER STREET 0 0 10 0 26 0 0 0 0 3 18 0 COCONUT AVENUE &VIRGINIA STREET 0 55 22 0 0 0 5 14 0 22 0 6 US-1 & VIRGINIA STREET 1 0 59 0 0 5 0 0 0 7 0 0 RAW DATA - AM PEAK HOUR NB EB SB WB LT T RT LT T RT LT T RT LT T RT SW 28 TERRACE & SW 27 AVENUE 56 599 17 71 0 123 0 635 46 7 3 13 COCONUT AVENUE & SW 27 AVENUE 4 658 0 19 0 8 3 832 51 2 0 5 COCONUT AVENUE & CENTER STREET 1 0 4 0 24 3 0 0 0 4 46 0 COCONUT AVENUE & VIRGINIA STREET 0 40 18 0 0 0 10 40 0 22 0 9 US-1 & VIRGINIA STREET 5 0 44 0 0 22 0 0 0 37 0 0 PHF - AM PEAK HOUR SW 28 TERRACE & SW 27 AVENUE COCONUT AVENUE & SW 27 AVENUE COCONUT AVENUE & CENTER STREET COCONUT AVENUE & VIRGINIA STREET US-1 & VIRGINIA STREET PHF - AM PEAK HOUR SW 28 TERRACE & SW 27 AVENUE COCONUT AVENUE & SW 27 AVENUE COCONUT AVENUE & CENTER STREET COCONUT AVENUE & VIRGINIA STREET US-1 & VIRGINIA STREET NB EB SB WB LT T RT LT T RT LT T RT LT T RT 0,79 . 0.90 .0.69 0.81 0,50 0.87 0.25 0.95 0.66 0.63 0.25 0.56 0.63 0.92 0.33 0.90 0.38 0.63 0.58 0.92 0.72 ERR ERR 0.50 ERR ERR 0.50 ERR 0.72 ERR ERR ERR ERR 0.38 075 ERR ERR 0,55 0.50 0:25 ERR ERR 0.63 0,50 ERR 0.55 ERR 0.75 0,25 ERR 0,59 ERR ERR 0,42 ERR ERR ERR 0.35 ERR ERR NB EB SB WB LT T RT LT T RT LT T RT LT T RT 0.74 0.96 0.85 0.89 ERR 0.90 ERR 0.92 0.64 0.88 0,38 0.65 0.50 0,96 ERR 0.59 ERR 0,50 0.38 0.97 0,61 0.50 ERR 0.63 0.25 ERR 0.33 ERR 0.75 0.38 ERR ERR ERR 0.50 0.64 ERR ERR 0.83 0.64 ERR ERR ERR 0.83 0.77 ERR 0 79 ERR 0.75 0.63 ERR 0.92 ERR ERR 0.79 ERR ERR ERR 0,66 ERR ERR