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Traffic Impact Study
MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY 7/ e)3 6,6C •- ,y p0.14-y�� • ; ,iL4lI*t• • July 2003 Prepared by: rs/�Iln }�P.0 A Immor In association with: Richard Garcia & Associates • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY TABLE OF CONTENTS 1.0 EXECUTIVE SUMMARY 1 Existing PM Peak Hour Traffic Performance 1 PM Peak Hour Traffic Performance with Project Plus Committed Development Corridor Analysis 1 Recommendations for improvements 2 2.0 INTRODUCTION 3 2.1 Traffic Analysis Methodology 3 2.1.1 Data 7 Analysis Periods 7 Geometric Configuration 7 Turning Movement Counts 9 Traffic Signal Data 9 Level of Service Standard 10 Trip Generation 10 Background Traffic 12 Trip Distribution 20 Trip Assignment 22 Planned Roadway Improvements 22 Bus Service Improvements 2003-2008 22 Major Highway and Road improvements 2002-2013 23 2.1.2 Analysis 24 Intersection Analysis 24 Corridor Analysis 26 3.0 RECOMMENDATIONS 28 TABLES Table 1 (Intersection LOS Performance) 1 Table 2 (Person Trip Volume and Capacity Analysis) 2 Table 3 (Site Project Trip Generation Analysis) 11 Table 4 (Committed Projects Trip Generation Analysis) 13 Table 5 (Cardinal Trip Distribution) 20 Table 6 (Existing 2003 PM Peak Hour Intersection Performance Existing Conditions and with Project Plus Committed Traffic) 25 Table 7 (Person Trip Volume and Capacity Analysis) 27 THE CORRADINO GROUP MIAM1 RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY_ FIGURES 1 Figure 1 (Level of Service) 6 Figure 2 (Project Areal 8 Figure 3 (Geometry) Figure 4 (PM: Project & Committed Assignment- Vehicle Trips) 15 Figure 5 (PM: Riverfront Assignment- Vehicle Person Trips) 16 Figure 6 (PM: Riverfront Assignment- Transit Person Trips) 17 Figure 7 (PM: Committed Projects Assignment- Transit Person Trips) 18 Figure 8 (PM: Committed Projects Assignment- Vehicle/Person Trips) 19 21 Figure 9 (Traffic Analysis Zones) APPENDICES APPENDIX A Traffic Counts APPENDIX Signal Data APPENDIX C Trip Generation APPENDIX D Intersection LOS Performance (Signal 2000) APPENDIX E Arterial LOS Performance (ARTPIAN) APPENDIX F Excerpts from Miami DRI THE CORRADINO GROUP 4i • • 1.0 EXECUTIVE SUMMARY • MIAM1 RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY 1.0 EXECUTIVE SUMMARY This report summarizes the results of a traffic impact study for MIAMI RIVERFRONT DEVELOPMENT. The purpose of this study was to identify the traffic impacts associated with the project, which will be located at the northeast corner of SW 7th Street and SW 2nd Avenue. The project will consist of 455 Residential condominium units along with approximately 222,066 square feet of Office and 4,250 square feet of Retail, 6,600 square feet of Restaurant and 5,000 square feet of Bank. The project will also provide on -site parking for 769 vehicles. The goal of this report is to present, for the study intersections and transportation corridor, the existing conditions, and the future traffic conditions with project plus committed traffic. Existing PM Peak Hour Traffic Performance Traffic performance was calculated at four intersections in the vicinity of the project. Results of the existing conditions analysis indicate that the study intersections all operate better than LOS E+. PM Peak Hour Traffic Performance with Project Plus Committed Development The results of the analysis of future traffic conditions without the project indicate that with the . addition of the natural growth in traffic and background traffic from other projects, the performance of the study intersection is expected to remain constant. The results of the analysis of future traffic conditions with the project plus committed traffic indicate that conditions will not worsen significantly when project traffic is added. Table 1: Intersection LOS Performance Intersection Level of Service SW 7th St & SW 15i Ave SW7th St&SW2ndAve SW7th St&SMiami Ave SW 8th St & SW 15L Ave SW8`hSt&SW2ndAve Existing Conditions With Project C+ C 8 Existing With Project and Committed Development C+ C SW8`hSt&SMiami Ave 8 8 8 8 C+ Corridor Analysis The analysis shows that the level of service remains constant for the roadway mode at D, as the analysis progresses from existing conditions to conditions with the project plus committed traffic. For the total segments counted in person trips, the LOS with the project plus committed traffic is not worse than D. The WC is no worse than .71. THE CORRADINO GROUP 1 MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Table 2: Person Trip Volume and Capacity Analysis ROADWAY PERSON TRIP SEGMENT PERSON TRIP LOS FROM TO EXISTING CONDITION SW 7TH STREET S.MIA AVE SW1AV SWIAV SW2AV SW 8TH STREET V/C 0.29 0.42 S.MIA AVE SW I AV SWIAV SW2AV WITH COMMITTED DEVELOPMENTS SW 7TH STREET S.MIA AVE SWIAV 10 0.63 0.52 LOS V/C C 0.28 p 0.43 p 0.59 p 0.53 ID SWIAV SW2AV SW 8TH STREET S.MIA AVE SW I AV 0.36 0.49 p 0.36 p 0.50 SWIAV SW2AV WITH PROJECT (RIVERFRONT) TRAFFIC SW 7TH STREET S.MIA AVE SWIAV SWIAV SW2AV 0.67 0.55 0.34 0.59 p 0.63 p 0.57 p 0.33 ID 0.60 SW 8TH STREET S.MIA AVE SW I AV SW 1 AV SW 2 AV WITH PROJECT (RIVERFRONT) & COMMITTED (CUMMUTATIVE TRAFFIC) SW 7TH STREET S.MIA AVE SW I AV SW1AV SW 2 AV SW 8TH STREET 0.66 0.55 0.4 I 0.66 S.MIA AVE • SW1AV SW1AV SW2AV 0.71 0.58 p 0.63 p 0.56 p 0.41 p 0.67 ID 0.66 p 0.60 Recommendations for Improvements In order to maintain LOS E+ or better at each of the study intersections, no improvements will be necessary. THE CORRADINO GROUP 2 2.O INTRODUCTION • • • • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY 2.0 INTRODUCTION This report summarizes the results of a traffic impact study for MIAMI RIVERFRONT DEVELOPMENT. The purpose of this study was to identify the traffic impacts associated with the project, which will be located at the northeast corner of SW r' Street and SW 2`d Avenue. The project will consist of 455 Residential condominium units along with approximately 222,066 square feet of Office and 4,250 square feet of Retail, 6,600 square feet of Restaurant and 5,000 square feet of Bank. The project will also provide on -site parking for 769 vehicles. NW S`" Street and NW 2 Avenue, looking north to NW 7t' Street and NW 2nd Avenue. 2.1 TRAFFIC ANALYSIS METHODOLOGY In order to achieve a view of the project impact on the study intersections as well as its impact of transportation corridors within the study area, this analysis has been performed utilizing several different tools. In addition, the analysis takes in to account transit, vehicle trips, and person trips as measures to evaluate impact. The analysis programs of Signal2000, and AntPlanwere used. THE CORRADINO GROUP 3 MIAMI RNERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Level of Service (LOS) is the traffic performance measure generally accepted in traffic analysis. Levels of service range from LOS A (free flow with negligible delays) to LOS F (heavily congested with long delays). LOS B, LOS C, LOS D and LOS E indicate intermediate conditions. The methodology below attempts to conform to the Downtown Miami DRI Update, Part IV Transportation Resource Impacts, Question 21 — Transportation. • Figure 1: Level of Service Of- .ALTY AND LEVEL OF SERVICE A II B II C II D II E II F The methodology utilized is the following: • Data Generation o Inventory Intersection Geometry o Collect Turning Movement Counts o Collect Signal Timing Data o Calculate Trip Generation for applicable land uses using the PM peak hour ■ Calculate trip reductions + Vehicle occupancy adjustment for Miami from Increment 11 DRI • Transit, 14.1 %- The project is within '/z mile of both MetroRall and Metromover stops. The 14.1 percent reduction is consistent with the Increment II DRI methodology. • Vehicle Trip Conversion — Vehicle tips are converted to person trips, utilizing a factor of 1.4 as specified in the DRI Update Increment II, and accepted by FDOT. • Person trips will be calculated and assigned to the Transit and Pedestrian/Bicycle Modes. o Distribute trips via Cardinal Trip Distribution obtained from the Miami Dade County FSUTMS model o Assign trips to transportation network o Evaluate transit capacity on this study corridor o Assess Planned Roadway Improvements THE CORRADINO GROUP 4 • • • MIAMI RJVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY • Analysis o Intersection Analysis. Signal 2000 analysis is performed on each intersection. Intersection levels of service were calculated with this software, which strictly follows the procedures outlined in the 2000 Highway Capacity Manual (HCMJ. - • Six intersections have been selected: • The intersection of SW7th Street and SW I" Avenue • The intersection of SW 7`h Street and SW 2nd Avenue • The intersection of SW 7`h Street and S Miami Avenue • The intersection of SW 8d' Street and SW 1' Avenue • The intersection of SW 8th Street and SW 2nd Avenue • The intersection of SW 8th Street and S Miami Avenue ■ Required input for Signal analyses includes: o roadway geometry o turning movement volumes o traffic signal timing (cycle lengths and phasing) o Corridor Analysis. An Artplan analysis is performed for 7th Street and 8`h Street between South Miami Avenue and 2nd Avenue (since these are a one-way pair) to attempt to adhere the corridor analysis suggestions made in the Downtown DRI Update. This will be done for eastbound and westbound PM peaks. ■ Person -trip capacity analysis is performed using the same person -trip volume, capacity and LOS methodology as specified in the Increment II DRI for Miami for the following Transportation Corridors: • SW 7th Street from S. Miami Ave to SW 2n0 Avenue • SW 8th Street from S. Miami Ave to SW 2nd Avenue • Report o The report includes all data, analysis, conclusions and recommendations with appropriate text, photos, and appendices. This project is located on SW 7`h Street, and SW 2nd Avenue which is a State Road. As such, the Miami Dade County Public Works Department will defer to FOOT regarding study parameters and mitigation measures. This was confirmed by MDCPW. A meeting was held with FDOT District 6 Traffic Operations Division to discuss the scope and methodology of the study. At this meeting it was decided that the project would be measured on how it affected the Level of Service at the following intersections: • The intersection of SW7d' Street and SW 15` Avenue • The intersection of SW 7`h Street and SW 2nd Avenue - The intersection of SW 8th Street and SW 15` Avenue ▪ The intersection of SW 8`h Street and SW rd Avenue Further discussions were held with The City's reviewing consultant and the corridor analysis was added along with the intersections at both SW 7`h and 8`h Streets and South Miami Avenue. It was further decided at this meeting that all analysis would be done utilizing the Signal 2000, an HCM based software, as well as ART PLAN. In addition, FDOT Traffic Operations will review this study. Their comments will be addressed. THE CORRADINO GROUP 5 • N *HE CORRADINO GROUP FIG. 2 PROJECT AREA MIAMI RIVER FRONT DEVELOPMENT (MUSP) • • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY 2.1.1 DATA Analysis Periods Traffic performance was calculated for the PM peak hour, as required for projects occurring within the area covered by the Downtown Miami Area Wide Development of Regional Impact (Downtown Miami DIN. Geometric Configuration The existing geometry of the streets at the study intersections, were obtained through field review. Existing lane configuration is summarized in Figure 2. Geometry consists of: • 7"' Street is a westbound street containing three 1 1 ' travel lanes at both SW 1st Avenue, SW 2` d Ave, and S Miami Ave. • 8th Street is a eastbound street containing three 1 1 ' travel lanes at both SW 1st Avenue, SW 2nd Ave, and S Miami Ave. • S Miami Ave consist to three 1 1 ' northbound lanes. • SW 2nd Ave consists of two 1 1 ' northbound and southbound lanes at 8th St and two 1 1" through lanes and an 11 ' left turn lane at 7`' St. • SW 1 s` Ave consists of two 1 1 ` northbound lanes. THE CORRADiNO GROUP 7 • N OrHE CORRADINO GROUP FIG. 3 GEOMETRY MIAMI RIVER FRONT DEVELOPMENT (MUSP) 410 MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Turning Movement Counts Turning movement counts were obtained at the all intersections on June 19 and July 2, 2002. Peak hour factors of 0.93, 0.94, 0.98, and 0.99 were applied to the intersections using standard HCM methodology. The turning movement counts collected for this project are included in Appendix A. The study intersections at SW ri Ave were balanced from traffic taken from the 2002 counts, due to the bridge north of the intersection being newly opened, and the time of year that this study has been undertaken. This was done because it is the most recent and reliable data. !t may take up to a year to see normal traffic at that intersection. This methodology is deemed reasonable. Traffic Signal Data Traffic signal phasing information was collected from the computerized Miami -Dade County Traffic Signal Control System. Data is in Appendix B. The signal at SW 7th Street and SW 1s` Avenue is County signal asset number 2240. In the PM Peak hour it is on pre -time #7, which begins at 3:30pm and ends at 6:30pm. This is on an 80 second cycle. The westbound leg receives 32 seconds of green time, 4 seconds of yellow time and 2 seconds of all red. The Southwest (southbound) leg receives 36 seconds of green, 4 seconds of yellow and 1 second of all red. There is a g/c of 0.45. The signal at SW 8th Street and SW 1st Avenue is County signal asset number 2245. In the PM Peak hour it is on pre -time #7, which begins at 3:30pm and ends at 6:30pm. This is on an 80 second cycle. The westbound leg receives 34 seconds of green time. 4 seconds of yellow time. The southbound leg receives 38 seconds of green, 4 seconds of yellow. There is a g/c of 0.44. The signal at SW 7th Street and SW 2nd Avenue is County signal asset number 2241. In the PM Peak hour it is on pre -time #7, which begins at 3:30pm and ends at 6:30pm. This is on an 80 second cycle. The westbound leg receives 56 seconds of green time, 4 seconds of yellow time. The north and southbound legs receive 16 seconds of green, 4 seconds of yellow. There is a g/c of 0.71. The signal at SW 8"' Street and SW 2"d Avenue is County signal asset number 2246. In the PM Peak hour it is on pre -time #7, which begins at 3:30pm and ends at 6:30pm. This is on an 80 second cycle. The eastbound leg receives 32 seconds of green time, 4 seconds of yellow time. The north and southbound legs receive 32 seconds of green, 4 seconds of yellow. There is a g/c of 0.42. The signal at SW 7th Street and S Miami Avenue is County signal asset number 3449. in the PM Peak hour it is on pre -time #7, which begins at 3:30pm and ends at 6:30pm. This is on an 80 second cycle. The westbound leg receives 35 seconds of green time, 4 seconds of yellow time. The northbound leg receives 35 seconds of green, 4 seconds of yellow. There is a g/c of 0.45. The signal at SW 8`h Street and S Miami Avenue is County signal asset number 2244. In the PM Peak hour it is on pre -time #7, which begins at 3:30pm and ends at 6:30pm. This is on an 80 THE CORRADINO GROUP 9 • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY second cycle. The eastbound leg receives 28 seconds of green time, 4 seconds of yellow time. The northbound leg receives 44 seconds of green. 4 seconds of yellow. There is a g/c of 0.36. Level of Service Standard The results of level of service calculations are compared against the established standards to determine the adequacy of traffic performance. Specifically, the peak hour level of service standard for the study area, as specified in the Downtown Miami DRf, is LOS E. However, 20% of roadway finks or intersections are allowed to fall below LOS E "within the limitations of physical, historic or aesthetic constraints." In order to analyze traffic conditions for the project, a three -step process is followed: • Trip Generation - The number of trips generated at the project site is calculated • Trip Distribution - The origins and destinations of the trips are estimated • Trip Assignment - The project trips are then added to the traffic on the surrounding transportation network (expected future traffic) Trip Generation As mentioned previously, MIAMI RIVERFRONT DEVELOPMENT will consist of condominium units, retail and office space. The institute of Transportation Engineer's (1TE'sJ Trip Generation manual (6`' Edition, 1997) provides average trip generation rates or equations for a variety of land uses. It was determined that the residential aspect of the project is most similar to 1TE land use category 232, High -Rise Residential Condominium. All generation calculations were measured at the PM Peak Hour of the Generator. The Project will also consist of approximately 4250 square feet of retail on the first floor, and approximately 222,066 square feet of office. In addition it will consist of 6,600 square feet of restaurant and 5,000 square feet of bank The results of the calculations using the above equation and the proposed development intensity are summarized on the following pages as well as in Appendix C: Trip Generation Data. THE CORRADINO GROUP 10 • 'TABLE 3 MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Site Project Trip Generation Analysis ITE LU COD E PM PEAK HOUR TRIPS Land Use (LU) Units ITE TRIP GENERATION IN OUT TOTAL RATE % Trips % Trips TRIPS High -Rise Residential General Office Specialty Retail _ Quality Restaurant Bank 455 D.U. 222,066 SF 4,250 SF 6,600 SF 5,000 SF 232 710 814 831 911 0.38 1.49 2.59 7.49 33.15 63% 17% 43% 33% 50% 109 58 5 16 83 37% 83% 57% 67% 50% 64 277 6 33 83 173 331 11 49 166 Gross Vehicle Trips 32% 269 68% 461 730 Vehicle Occupancy Adjustment @ 16.0% Of Gross Trips 37% 43 63% 74 - 1 17 Transit Trip Reduction @ 14.10/0 Of Gross Trips 37% 38 63% 65 103 Pedestrian/Bicycle Trip Reduction @ 15.0% Of Gross Trips 37% 40 63% 69 109 Net Vehicle Trips 37% 147 63% 253 401 Net Person Trips in Vehicles @ 1.40 Persons/ Vehicle 37% 206 63% 355 561 Net Person Trips in Transit @ 1.40 Persons/ Vehicle 37% 53 630/0 91 144 Net Person Trips (Vehicle and Transit Modes) 37% 259 63% 446 705 — Net Person Trips (Walking/Bicycling) @ 1.40 Persons/ Vehicle 37% 56 63% 97 153 _ THE CORRADINO GROUP 11 MIAMI RJVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Background Traffic Examination of background traffic without the Project has two purposes: • It is a necessary step to obtain the prevailing traffic conditions near the project site by the time MIAMI RIVERIFRONT DEVELOPMENT is completed and occupied. It helps evacuate the cumulative traffic effects of the background, project and committed traffic. It was determined that additional traffic will be generated in the study area by several committed developments. It has been conservatively estimated from information obtained through a review of previous applications obtained from the City of Miami Planning Department that the traffic expected to be generated by the following developments should be considered committed: • Bricked Bay Plaza (1201 Brickeli Avenue) • Bricked View (1200 S. Miami Avenue) • Mary Brickefl Village (950 S. Miami Avenue) Such projects are within a reasonable perimeter of the study area and would have an effect on traffic in the area. Traffic volumes expected to be generated by the developments were developed using the same methodology used in the Miami DRI Increment II and added to the existing traffic volumes. Bricked Bay Plaza, Brickecl View and Mary Bricked Village are expected to generate 242 trips, 503 trips and 1062 trips respectively. THE CORRADINO GROUP 12 • • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Committed Projects Trip Generation Analysis Committed Project Name PM PEAK HOUR TRIPS TRIP (11 IN OUT TOTAL GENERATION % Trips % Trips TRIPS I Brickell Bay Plaza Brickell View Mary Brickell Village 242 503 1062 50% 50% 50% 121 252 531 50% 50% 50% 121 252 531 242 i 503 1062 Gross Vehicle Trips 50% 904 50% 904 1 807 16.0% Of Gross Trips 50% 145 50% 145 289 Vehicle Occupancy Adjustment @ Transit Trip Reduction @ 14.1 % Of Gross Trips 15.0% Of Gross Trips 50% 50% 127 136 50% 50% 127 136 255 271 Pedestrian/Bicycle Trip Reduction @ Net Vehicle Trips 50% 496 50% 496 992 Net Person Trips in Vehicles @ 1.40 Persons/ Vehicle 50% 694 50% 694 1389 Net Person Trips in Transit @ 1.40 Persons/ Vehicle 50% 178 50% 178 357 Net Person Trips (Vehicle and Transit Modes) 50% 873 50% 873 1746 Net Person Trips (Walking/Bicycling) @ Persons/ 1.40 Vehicle 50% 190 68% 190 379 r THE CORRADINO GROUP 13 • MIAMI RNERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY A number of trips associated with the project can be expected to be internal to the site because of the Project's mixed -use nature. ITE's Trip Generation Handbook pg 1-42 provides a methodology for estimating trip generation at multi -use developments. This methodology is utilized to calculate the internal capture rates for the project's different land uses. However, in lieu of a conservative analysis, internal capture was not performed. First, for use in the Person -Trip methodology, a Vehicle Occupancy Adjustment is made to the trip generation to account for the difference in the City of Miami's persons per vehicle and ITE's persons per vehicle. The quotient of 1.4 and 1.2 respectively yielded a 16 percent reduction. Again, this is the methodology adhered to in the Miami DRI Increment 11 process, excerpts of which are contained in Appendix F. Additionally, a number of trips associated with the project can be expected to utilize alternative modes of transportation. The project site is served by high quality transit service within walking distance including the MetroRail, Metromover and MDTA bus routes. Therefore, consistent with the 'Miami Comprehensive Neighborhood Plan' and the Miami DRI, a 14.1% reduction in trip generation was made to account for transit mode. This reduction is consistent with the projected daily mode split for the Brickell area provided in the Downtown Miami DRI. Finally, a number of trips will be transferred to Pedestrian/Bicycle mode. As such, a pedestrian/bicycle trip reduction based on area characteristics and documentation in Table 21.C1 of Miami DRI Increment 1I was used. The pedestrian and bicycle rate established is 15 percent for the Brickell area. Figures 4 through 8 illustrate the trip distribution. THE CORRADINO GROUP 14 • 4 Richard Garcia & Associates, Inc. FIGURE 4 RCa Project Name: 4.12. j`-J "- Prepared By: Date: 7 - 'Z- Z '' ' Checked By: VOA ag f12-17r6T`- & 4)14s 5. A ,774- .1 41i-..: ' 15 Richard Garcia & Associates, Inc. FIGURE 5 IRC1 Project Name: VE.Rf 1 Prepared by. Date: 1" L 1-GY% • Checked By: 16 Richard Garcia & Associates, Inc. FIGURE 6 Kaa, Prided N e: I T Date: 7 r 2 3- e O 3 Checked By: • Prepared By: 17 o • • Richard Garcia & Associates, Inc. FIGURE 7 Project Name: F11 E..0*ricgJ "¶ Prapared By: Data: 7- Z3 -'Z Checked By: 18 • Richard Garcia & Associates, inc. FIGURE 8- Project Name: FiIE.001..-) 1 Prepared By: Date: 7 — Z3 " 2v0 Checked By: o ( ',j!f gal 11- €� 19 • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Trip Distribution in order to determine which roadways and intersections would be impacted by Project trips, it is necessary to determine -their probable paths. The Miami Urban Area Transportation Study (MUATS) model is used to forecast future year trips on the transportation network in Miami -Dade County. Among other capabilities, the MOATS model provides origin -destination information for each area Traffic Analysis Zone (TAZ) in the County. The Project trip distribution was based on a cardinal distribution provided by the MUATS model, which is provided below. i ante 3. i,.Clrull Mil i up unaa 7i7...6...• . Cardinal Direction Percentage of Trips North - Northeast 18.7I 0/0 East - Northeast i 0.42% East - Southeast 4.84% South - Southeast l .83% South - Southwest 6.97% West - Southwest 2 l . 20% West - Northwest 17.39% North - Northwest 18.64% Total 100% THE CORRADINO GROUP 20 • • N •HE CORRADINO GROUP FIG. 9 TRAFFIC ANALYSIS ZONE MIAMI RIVER FRONT DEVELOPMENT (MUSP) • 11 IAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Trip Assignment Project traffic was routed through the study intersections and roadway segments during the PM peak hour based upon the cardinal trip distribution. In particular, the paths for inbound and outbound trips will differ because of the street network in the study area, which contains several one-way pairs. Project traffic was then added to the "background" traffic to yield PM peak hour traffic volumes with the Project. Pianned Roadway improvements There is one specific roadway improvement scheduled for the Brickell area as listed in the Transportation Improvement Program. This is a safety project that will add dual eastbound left turning lanes from Coral Way to Brickell Avenue. It will not have an effect on the MIAMI RRVERFRONT DEVELOPMENT. The Brickell area is a densely populated residential area immediately south of Downtown Miami. It is serviced by arterial surface streets such as US-1 and Coral Way, expressways such as 1-95 and transit such as a multitude of bus routes as well as the MetroRail and MetroMover. The combination of these makes the Brickell area arguably the most accessible residential area in the entire State of Florida. The MPO has over S5.4 Billion in scheduled transportation improvements designed to comprehensively cover a wide array of mobility options. This suggests that the County's mobility will be enhanced. Over the past decade as Miami -Dade County has become more congested, segments of the population have begun to seek alternative transportation options as a way to make mobility efficient. This has been reflected in a continued densification of the Brickell area, due to its central location and its proximity to transit. It is anticipated that this will only be enhanced by the County's exploration of transit, such as the Miami Intermodal Center, the Northeast Corridor Extension and the BayLink projects. 1n addition, the passage of the $0.005 sales tax for transportation improvements will vastly improve mobility Countywide through the provision of transportation alternatives. Immediate implementation has entailed a reduction of bus transit headways and an increase in fleet size. The Brickell area is positioned to be the direct and indirect beneficiary of this commitment to mobility. The result of which will be the removal of automobile trips from local streets and maintenance of adequate traffic flow. in general. Miami -Dade County will be spending its 800/0 share of the $16 Billion tax (over 30 years) on the following types of projects. Bus Service Improvements 2003-2008 • lncrease bus fleet from 700 to 1335 • Increase current service miles from 27 million miles to 44 million miles • lncrease operating hours from 1.9 million hours to 3.3 million hours • Provide 15-minute or better bus service Rapid Transit improvements 2003-2008 (Construction of up to 88.9 Miles of countywide rapid transit lines) • Technology and Corridor Improvements • Earlington Heights/ Airport Connector • BayLink • Kendal Corridor THE CORRAQINO GROUP 22 • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY • Northeast Corridor • Rail Extension to Florida City • Douglas Road Extension Major Highway and Road Improvements 2003-2013 • Upgrade the County's Traffic signalization system • Construct major ingress/egress improvements in downtown Miami, from SW 8' St. to SW 15t Avenue. • Accelerate Program to provide ADA accessibility to bus stops throughout the county. THE CORRADINO GROUP 23 • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY 2.1.2 ANALYSIS Both an intersection analysis using Signal 2000 and an arterial analysis using ARTPLAN have been used to measure the impacts of the development. Intersection Analysis Traffic performance calculations were completed for the PM peak hour using the geometry illustrated in Figure 3 and the traffic volumes that currently exist in addition to those generated as part of this project, plus those of committed developments. Detailed intersection performance calculations are included in Appendix D, of which a summary is provided in Table 6. The project will consist of 455 Residential condominium units along with approximately 222,066 square feet of Office and 4,250 square feet of Retail, 6,600 square feet of Restaurant and 5,000 square feet of Bank. The project will also provide on -site parking for 769 vehicles. Measures of effectiveness included level of service, delay and volume over capacity. Level of service remains constant in both the existing condition prior to the project, and with the project plus committed traffic. The LOS, at the worst, C+, is well below the permitted D+ that is allowed. Delays worsen marginally with the project. The V/C at its worst increases from .68 to .81. THE CORRADINO GROUP 24 • • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Table 6: Existing (2003) PM Peak Hour intersection Performance Existing Conditions raffle Intersection Level of Service Delay Volume/Capacity Existing / With Project Existing / With Project +Committed Existing / With Project +Committed SW 7m Street at SW 2` d Avenue C / C 29.6 / 27.9 .56 I.61 SW 7m Street at SW 15` Avenue C+ / C+ 21.0 / 27.2 .68 / .81 SW 7m Street at S Miami Avenue 8 / B 16.9/ 17.7 .521.59 SW 8"' Street at SW 2id Avenue B / 8 17.0 / 17.9 .43 / .48 SW 8m Street at SW 1;` Avenue B/B 15.3/ 16.7 .35/.46 SW 8m Street at S Miami Avenue 8 / C+ 18.6 / 20.6 .51 / .61 THE CORRADLNO GROUP 25 • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Corridor Analysis A corridor analysis was performed in ARM, AN, which measures numerous variables and provides a multimodal LOS for pedestrians, bicycles and transit. Inputs include: • Roadway Variables • Traffic Variables • Control Variables • Multimodal Variables This analysis was performed for conditions after project implementation plus committed traffic. Data for the analysis was provided through the information collected as explained above. Detailed outputs are summarized below and in Appendix E. The analysis shows that the level of service remains constant for the roadway mode at D, as the analysis progresses from existing conditions to conditions with the project plus committed traffic. For the total segments counted in person trips, the LOS with the project plus committed traffic is not worse than D. The V/C is no worse than.71 . THE GORRADINO GROUP 26 MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY Table 7: Person Trip Volume and Capacity Analysis FROM TO ROADWAY WC PERSON TRIP LOS SEGMENT PERSON VIC TRIP LOS EXISTING CONDITION SW 7TH STREET S,MIA AVE [ SW 1 AV 0.29 C 0.28 C SW 1 AV SW 2 AV 0.42 D �. 0.43 D SW 8TH STREET S.MIA AVE SW 1 AV 0.63 D 0.59 D SW 1 AV STREET SW 2 AV 0.52 D 0.53 D WITH COMMITTED DEVELOPMENTS SW 7TH S.MIA AVE SW 1 AV 0.36 D 0.36 C SW 1 AV SW 2 AV 0.49 D . 0.50 D SW 8TH STREET S.MIA AVE SW 1 AV 0.67 D 0.63 D SW 1 AV SW 2 AV 0.55 D 0.57 D WITH PROJECT TRAFFIC SW 7TH (RIVERFRONT) STREET S.MIA AVE SW 1 AV 0.34 D 0.33 D SW I AV SW 2 AV 0.59 D 0.60 D SW 8TH STREET S.MIA AVE SW 1 AV 0.66 D 0.63 D SW I AV SW 2 AV 0.55 D 0.56 D WITH PROJECT COMMITTED TRAFFIC) SW 7TH IRIVERFRONTj (CUMMULATIVE STREET & S.MMA AVE SW 1 AV 0.41 D 0.41 C SW I AV SW 2 AV 0.66 0 0.67 D SW 8TH STREET S. M IA AVE SW 1 AV 0.7 I D 0.66 D SW 1 AV SW 2 AV 0.58 D 0.60 D THE CORRADINO GROUP 27 1 o • 3.0 RECOMMENDATIONS • • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY 3.0 RECOMMENDATIONS As a result of the analysis above, there is no need for improvements to the Corridor or any of the study intersections. This project has no adverse impact to the study area. THE CORRADINO GROUP 28 APPENDIX A • • • M IAM I R IVER FRONT DEVELOPMENT TRAFFIC IMPACT STUDY APPENDIX A Traffic Counts THE CORRADINO GROUP Print Dater07, 2003 County 87 -- DADE Site SITE Type Description 5090 P SR 90/US-41/SW 8 ST/ONE-WAY EB, 200' W SR 5/US-1 F1oltepartment of Transportation Annuni Average n Patsy 'raltic Report Direction 1 13,000 E AADT "K" D irection Two -Way Factor Factor EDS 0.00 13,000.00 C 9.20 F 99.99 W 4.4 Site type: T = Telemetered ; P = Portable AADT Flags: C = Computed; E = Manual Estimate; F = First Year Est; S = Second Year Est; T = Third Year Est; X = Unknown "KID" Flags: A = Actual; F = Volume Fctr Catg; D = Dist/Functional Class; S = Statewide Default; W = One -Way Road "'r' Flags: A = Actual; F = Axle Fctr Catg; D = Dist/Functional Class; S = State-wide Default; X = Cross -Reference Page Print Date: y 07, 2003 County 87 -- DADE Site SITE Tvne Descrintlort 5091 P SR 90IUS-41/SW 7 ST/ONE-WAY WB, 200' W SR 5/US-1 Florida1111 epartrnent of Transportation Transportation Statktic O e AnnualAverage Daily Traffic Report AADT I,K*I ,,D,, Direction 1 Direction Two -Wax Factor Factor �ii 0 9,900.00 W 9,900.00 C 9.20 F 99.99 W 4.4 Site type: T = Telemetered; 1' = Portable AADT Flags: C =Computed; E = Manual Estimate; F = First Year Est; S = Second Year Est; T = Third Year Est; X = Unknown "1UD" flags: A = Actual; F = Volume Fctr Catg; D = Dist/Functional Class; S = State-wide Default; W = One -Way Road "T" Flags: A = Actual; F = Axle Fctr Catg; D = Dist/Functional Class, S = State-wide Default; X = Cross -Reference Page 875091-20020115.SYN o o • County: 87 Station: 5091 Desciption: SR 90/US-41/SW 7 ST/ONE-WAY WO, 200' W SR S/US-1 Start Date; 01/15/2002 Start Time: 0000 Direction: W Time 1st 2nd 3rd 4th Total 0000 25.0 21.0 18.0 12.0 76.0 0100 8.0 7.0 6.0 17.0 38.0 0200 9.0 4.0 0.0 0.0 13.0 0300 4.0 0.0 4.0 4.0 12.0 0400 8.0 3.0 7.0 11.0 29.0 0500 10.0 11.0 13.0 24.0 58.0 0600 18.0 27.0 24.0 43.0 112.0 0700 68.0 59.0 75.0 97.0 299.0 0800 105.0 114.0 124.0 129.0 472.0 0900 94.0 78.0 110.0 112.0 394.0 1000 132.0 125.0 129.0 160.0 546.0 1100 153.0 166.0 159.0 135.0 613.0 1200 230.0 116.0 122.0 169.0 717.0 1300 195.0 178.0 177.0 146.0 696.0 1400 203.0 171.0 171.0 148.0 693.0 1500 200.0 179.0 141.0 169.0 689.0 1600 194.0 192.0 216.0 207.0 811.0 1700 331.0 289.0 253.0 237.0 1110.0 1800 256.0 234.0 178.0 163.0 831.0 1900 171.0 157.0 142.0 104.0 574.0 2000 74.0 66.0 65.0 57.0 262.0 2100 43.0 54.0 42.0 60.0 199.0 2200 73.0 63.0 53.0 36.0 225.0 2300 56.0 36.0 26.0 27.0 145.0 24-Hour Totals: 9614.0 Peak Volume Information Hour Volume A.n. 1130 720 P.M. 1700 1110 Daily 1700 1110 County: 87 Station: 5091 Desciption: SR 90/US-41/SW 7 ST/ONE-WAY W8, 200' W SR 5/US-1 Start Date: 01/16/2002 Start Time: 0000 Direction: W Time 1st 2nd 3rd 4th Total 0000 33.0 24.0 15.0 15.0 87.0 0100 9.0 10.0 7.0 12.0 38.0 0200 7.0 4.0 3.0 4.0 18.0 0300 0.0 4.0 6.0 3.0 13.0 0400 7.0 5.0 9.0 5.0 26.0 0500 14.0 16.0 10.0 18.0 58.0 0600 11.0 27.0 33.0 38.0 117.0 0700 57.0 75.0 72.0 83.0 287.0 Page 1 875091-20►020115.5XI • 0600 106.0 116.0 132.0 135.0 491.0 0900 118.0 86.0 146.0 134.0 466.0 1000 122.0 121.0 140.0 121.0 504.0 1100 115.0 153-0 200.0 191.0 662.0 1200 194.0 204.0 162.0 157.0 737.0 1300 153.0 225.0 164.0 185.0 727.0 1400 173.0 174.0 164.0 166.0 677.0 1500 175.0 169.0 183.0 164.0 711.0 1600 231.0 166-.0 223.0 238.0 660.0 1700 315.0 276.0 261.0 237.0 1069.0 1600 252-0 244.0 190.0 165.0 851.0 1900 196.0 141.0 125.0 88.0 552.0 2000 103.0 98.0 72.0 55.0 328.0 2100 57.0 51.0 49.0 60.0 217.0 2200 54.0 56.0 56.0 33.0 199.0 2300 38.0 43.0 37.0 20.0 138.0 24-Hour Totals; 9673.0 Peak Volume Information Hour Volume A.fl. 1130 769 P.M. 1645 1090 Daily 1645 1090 County: 87 Station: 5091 Desciptions SR 90/US-41/SW 7 ST/ONE-WAY Wee 200' W SR 5/US-1 Start Date: 01/17/2002 Start Time: 0000 Direction: W Time 1st End 3rd 4th Total 0000 28.0 30.0 18.0 11.0 87.0 0100 27.0 11.0 9.0 10.0 57.0 0200 7.0 6.0 6.0 2.0 21.0 0300 5.0 7.0 4.0 7.0 23.0 0400 6.0 2.0 10.0 16.0 34.0 0500 14.0 10.0 12.0 16.0 52.0 0600 29.0 22.0 36.0 43.0 130.0 0700 60.0 66.0 88.0 82.0 298.0 0600 114.0 102.0 116.0 137.0 469.0 0900 144.0 94.0 114.0 147.0 499.0 1000 146.0 135.0 134.0 130.0 545.0 1100 122.0 177.0 151.0 198.0 648.0 1200 188.0 172.0 125.0 182.0 667.0 1300 217.0 176.0 169.0 166.0 728.0 1400 186.0 160.0 191.0 190.0 747.0 1500 116.0 193.0 135.0 110.0 556.0 1600 191.0 182.0 241.0 221.0 635.0 1700 326.0 261.0 250.0 246.0 1085.0 1800 255.0 207.0 202.0 142.0 806.0 1900 161.0 136.0 135.0 111.0 563.0 2000 127.0 69.0 72.0 58.0 326.0 2100 66.0 75.0 62.0 63.0 266.0 2200 82.0 79.0 57.0 58.0 276.0 2300 53.0 46.0 32.0 39.0 172.0 Page 2 875091-20020115.SYN o o • 24-Hour Totals: 9690.0 Peak Volume Information Hour Volume A.K. 1115 714 P.M. 1700 1065 Daily 1700 1065 Page 3 875090-20020924.SYN • County: 87 Station: 5090 Dasciption: SR 90/US-41/SW 8 ST/ONE-WAY EB, 200' W SR MS-1 Start Date: 09/24/2002 Start Time: 0000 Direction: E Time 1st 2nd 3rd 4th Total 0000 29.0 23.0 12.0 19.0 83.0 0100 10.0 12.0 10.0 5.0 37.0 0200 3.0 5.0 8.0 6.0 22.0 0300 4.0 6.0 3.0 6.0 19.0 0400 7.0 5.0 4.0 11.0 27.0 0500 12.0 16.0 23.0 45.0 96.0 0600 54.0 74.0 116.0 135.0 379.0 0700 160-0 194.0 192.0 235.0 781.0 0600 246.0 301.0 299.0 289.0 1135.0 0900 293.0 266.0 227.0 237.0 1025.0 1000 247.0 176.0 192.0 250.0 667.0 1100 234.0 230.0 242.0 262.0 968.0 1200 224.0 240.0 263.0 255.0 962.0 1300 252.0 240.0 279.0 273.0 1044.0 1400 246.0 216.0 246.0 230.0 936.0 1500 196.0 205.0 185.0 204.0 792.0 1600 170.0 185.0 155.0 163.0 673.0 1700 157.0 163.0 220.0 213.0 773.0 1800 144.0 160.0 164.0 151.0 619.0 1900 155.0 144.0 122.0 142.0 563.0 2000 119.0 122.0 121.0 116.0 476.0 2100 115.0 101.0 60.0 92.0 388.0 2200 79.0 68.0 71.0 61.0 279.0 2300 50.0 51.0 46.0 36.0 185.0 24-Hour Totals: 13153 Peak Volume Information Hour Volume A.B. 0815 1182 P.O. 1300 1044 Daily 0815 1182 County: 87 Station: 5090 Desciption: SR 90/US-41/SW 8 ST/QHE-WAY EB, 200' W SR 5/US-1 Start Date: 09/25/2002 Start Time: 0000 Direction: E Time 1st 2nd 3rd 4th Total 0000 38.0 24.0 11.0 21.0 94.0 0100 22.0 19.0 6.0 9.0 56.0 0200 16.0 6.0 14.0 11.0 47.0 0300 12.0 3.0 3.0 9.0 27.0 0400 5.0 9.0 14.0 10.0 38.0 0500 10.0 17.0 27.0 45.0 99.0 0600 67.0 108.0 106.0 151.0 432.0 0700 150.0 182.0 205.0 233.0 770.0 Page 1 875090-20020924.SYN 0800 256.0 305.0 344.0 304.0 1209.0 0400 266.0 298.0 248.0 258.0 1070.0 1000 250.0 205.0 191.0 232.0 878.0 1100 224.0 208.0 210.0 272.0 914.0 1200 266.0 240.0 244.0 225.0 975.0 1300 250.0 245.0 216.0 257.0 968.0 1400 237.0 198.0 200.0 210.0 845.0 1500 216.0 199.0 179.0 208.0 802.0 1600.. ..168 ...0.. 1.60 ..0....143.0... 176.0 667.0 1700 188.0 168.0 170.0 212.0 738.0 1800 176.0 185.0 182.0 148.0 691.0 1900 139.0 136.0 115.0 102.0 492.0 2000 115.0 101.0 115.0 90.0 421.0 2100 102.0 84.0 92.0 83.0 361.0 2200 93.0 69.0 75.0 58.0 245.0 2300 51.0 53.0 54.0 44.0 202.0 • • 24-Hour Totals; 13091 Peak Volume Information Hour Volume A.M. 0815 1219 P.M. 1200 975 Daily 0815 1219 County: 87 Station: 5090 Desciption: SR 90/US-41/SW 8 ST/ONE-WAY EB, 200' V SR 5/US-1 Start Date: 09/26/2002 Start Time= 0000 Direction: E Time 1st 2nd 3rd 4th Total 0000 34.0 31.0 25.0 30.0 120.0 0100 28.0 16.0 18.0 7.0 69.0 0200 6.0 4.0 9.0 12.0 31.0 0300 10.0 5.0 5.0 3.0 23.0 0400 5.0 1.0 8.0 7.0 21.0 0500 12.0 16.0 34.0 48.0 110.0 0600 73.0 88.0 137.0 171.0 469.0 0700 143.0 186.0 192.0 221.0 742.0 0800 244.0 307.0 342.0 326.0 1221.0 0900 315.0 300.0 237.0 221.0 1073.0 1000 245.0 238.0 222.0 232.0 937.0 1100 211.0 213.0 231.0 230.0 885.0 1200 227.0 265.0 249.0 257.0 998.0 1300 278.0 248.0 272.0 238.0 1036.0 1400 215.0 208.0 227.0 221.0 871.0 1500 229.0 223.0 175.0 116.0 743.0 1600 112.0 161.0 175.0 175.0 623.0 1700 187.0 197.0 210.0 217.0 811.0 1800 188.0 181.0 163.0 146.0 678.0 1900 157.0 151.0 131.0 102.0 541.0 2000 96.0 112.0 120.0 86.0 414.0 2100 95.0 98.0 75.0 121.0 389.0 2200 93.0 91.0 96.0 78.0 358.0 2300 74.0 43.0 28.0 31.0 176.0 Page 2 875090-20020924.SYN • 24-Hour Totals: 13334 Peak Volume Information Hour Volume A.K. 0815 1292 P.M. 1245 1055 Daily 0615 1292 Page 3 The CORRA©INO Group Miami River Musp 3241 Traffic Counts 71212007 SW 81h St 1 SW 2nd Ave Signaftxed PM PEAK 4,6p SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND Start Time Left Through Right Pads "Approach Total Left Through Right Pads Approach Total Leh Through flight Pads Approach Total Left Through RBI ht Pads: Approach Total Int. Total Factor _ 4.00 22 96 0 0 120 0 0 0 0 0 0 61 7r 0 1111 32 140 40 1 213 494 4:15 28 92 0 1 121 0 0 0 0 0 0 75 7 0 62 30 140 45 2 217 420 4.30 30 100 0 1 131 0 0 0 0 0 0 63 9 0 72 32 146 55 1 231 430 4.45 17 103 0 0 120 0 0 0 0 0 0 77 5 0 62 30` 167 39 5 241 443 latal 97 393 0 21 4!y 0 0 0 0 0, 0 296 31 0 427( 124 'SN9 179 i 9 007 1726 500 18 112 0 fJ 130 0 0 0 0 0 0 87 6 0, 83 T6 142 69 3 240J 443 15 27 60 0 3 110 0 0 0 0 0 0 90 6 0 N ;i6 139 46 3 21 1 5:30 21 106 0 2 _ 129' 0 0 0 0 0 0 59 11 0 70 30 169 60, - 1 290 418 3:45 27 91 0 1 116 0 0 0 0 0 0 64 14 0 711 34 160 44 4 241 468 T0141 93 369r 0 6 4f6R 0 0 0 0 0 0 300 39 0 336; 116 630 218 : 11 1116 1602 BREAK Peak Hour 5 00 v5.15 _ 463 _ 421 530 169 5 45 461 1102 PHF 0,96) NOV The COMMON() Group Miami River Musp 3241 Traffic Counts 71212002 SW 8th S1 ! 5W Tat Ave SignaiKed PM PEAK 4-6. SOUTHBOUNO WESTBOUN0 NORTHBOUND EASTBOUND Start T1me Lett Through Right Pods gprnac Twat La11 Through R �11E Pads :proac That Leri EM R'ti<1 Pad TOP Mt. Total Factor . _ 4:011 _4.15 4:30 28 37 0 3 80 0 0 0 2 2 0 r r MINIM19 2 I - 18 18 40 0 2 00 0 0 0 1 1 0 11111111111111111111111:]11111•1110 0 0 172 12 - 1 15 111 46 0 1 05 0 0 0 1 1 0 11111111111113 640 4.45 23 50 0 3 70 0 0 0 0 0 0 1111111111.11101.111101111.111110 0 0 176 23 26 1 2 100 204 290 290 Talai 87 173 0 9 200 0 0 0 4 4 0 IMENEMMILIIIMMIUMMINIAMIIIIIMMILM 0 6 0' 5:00 26 62 0 6 04 0 0 0 3 3 0 0 0 0 0 0 171 28 3 200 IV 5:15 24 58 0 5 117 0 0 0 0 0 0 0 0 0 0 0 192 21 - 1 214 301 5, 30 28 54 0 3 05 0 0 0 1 1 0 0 0 0 0 0 180 25 4 202 296 5'.43 35 60 0 4 92 0 0 0 1 1 0 0 0 0 0 0 162 30 - 2 202 302 Total 113 234 0 18 386 0 0 0 5 6 0� 0 0 Q 0 0 705 110 - 10 023 1106 FREAK Peak Hour 5.00 297 5:15 301 5 30 295 5 45 3.02 1195 PHF 0.291 • IMF The CORRADINO Group Mleml River Musp 3241 Traffic COuf1I3 6/1917002 SW ath St ! 5 Miami Ave 5lgnallred `PM PEAK 4-6p SOUTHBOUNO Sari T Factor Total Ott Through Right Peda Approaci Total Lett Through Right WESTBOUND NORTHBOUND Approach Peda Total Lett Through R19h1 Peda EASTBOUND Approach Total Lett Through Right Pada 400 4 15 4.30 4.45 0 0 0 0 0 0 0 0 f p a 0 O 3 1 4 0 0 0 0 0 0 4 0 0 0 0 3 3 0 3 30 7 7' 0 5 6 0 1a tE 0 127 105 129 117 7 6 11 4 478_ 30 6 140 ill t70 Approach Total ant- Total 0 9 261 2 126 58 156, 0 a 141 55 158 0 4 30 121 631 63 195 0 24C 661 5,00 5.15 5 30A 5 45 'total FI*IOAK 0 0 0 0 I'6ak Hour 5.00 4T7 5.15 426 530 451 5.45 445 trig PHF 1.01 0 0 0 0 0 0 0 0 0 2 6 0 22 6 22 0 0 0 0 0 0 0 0 0 13 6 3 4 26 13 3 4 28 0 0 0 0 0 203 14 163 138 650 12 2 5 7 26 2 4 1 29 221 80 160 74 112 75 162, 65 705 2941 719 183 197 t0 10 221 223 312 312 366 252 53 662 163C 4 O 5 241 . 411 0 5 212 421 0 0 0 13 33 211 276 1048 461 446 1700, 156 183 The CORRADINO Group Miami River Musp 3241 Traffic Counts 772/2102 SW 7th St 1 SW 2nd Ave Signalized PM PEAK 4.5p SOUTHOOUND WESTBOUND NORTHBOUND EASTBOUND start Tttne 'Factor Lett Through Right .' Peds Approach Total Lett Through Right Peds Approach Total Lelt Through Right Peds Approach Total Lek Through 4Rtght Pada 7r pproacFi Total In Total M 4 00 0 0 0 0 0 3 205 0 3 211 23 0 0 4 27 0 0 0 0 0 230 4.15 0 1 0 0 1 12 204 0 2 214 33 1 0 0 344 0 0 0 0 0 263 4.30 0 0 0 0 0 9 265 0 1 2f8 44 1 0 1 41 0 0 0 0 t1 321, 4 45 0 0 0 0 0 12 296 0 0 314 48 0 0 2 60 0 0 0 0 0 364 Total €k f 6r 0 1� 38 970 0 12 101E 148 2 0 107 0 0 , 0 1170 5-.00 0 0 0 0 0 14 337 0 2 345 45 0 0 5 60 0 0 0 0 0 30111 5:15 0 0 0 0 0 11 396 0 2 404 41 2, 0 1 44 0 0 0 0 0" 4P 5:30 0 0 0 0 0 15 384 0 4 403 43 0 0 0 43 0 0 0 0 0 N41 5.45 0 0 0 0 0 12 322 0 1 330 51 0 0 0 61 0 0 0 0 0 355� Total 0 0 0 0 0 52 1435 0 9 1401 130 2....-. 0 0 tra o p 0 t1 3 1354 WREAK Peak Hour 5.00 208 5:15 463 5.30 446 5 45 360 1884 NSF 0.03 • The CORRAOINO Group Miami River Musp 3241 Traffic Count, 119/2007 SW 7th 5t f 5 Mlami Ave Signalized PM PEAK 4 6 9QUTHB UN€l Slart Time Left Factor 400 0 4:15 0 4.30 0 4.45 0 Total 0 Total 5.00 5.15 5.30 5.45 0 a hr0u9h Right 0 0 0 0 a 0 0 0 0 a a 0 0 0 0 0 0 Pads 0 0 0 0 0 0 Approach Tolai Lett 64 0 0 0 0, 0 0 0 0 0 0 0 0 2 0 0, 0 1NESTBQUNt3 Through RIM Pads 139 142 161 211 673 249 266 313 13 7 13 6 39 22 4 12 359 13 1207 61 Approach Total 0 0 0 0 0 0 0 0 0 0 102 1431 134 2t7 7{2 271 300 32e 372 1285 eh 74 89 67 325 92 104 128 133 457 NORTHBOUND Through Right 50 56 40 49 195 72 85 89 61 261 BREAK Peak Hour $ 00 435 5 t5 469 5 30 522 5:45 58e 1992 f HF 0.88I Pads 0 0 0 0 0 0 0 0� 0 0 0 0 0 0 0 0 0 0 0 Approach Total 14� 130 109 0 0 0 134, 0 620 144 1a9 19T 104 f24 0 0 0 0 0 0 Through EAS36OUN0 0 0 0 0 0 0 0 0 0 Right 0 0 0 0 0 0 Pads Approach Total 0. 0 0 d- 0 0 0 0 tnt. Total 207 279 303 O 353 0 1233 0 0 0 0 438 406 622 366 o o • APPENDIX B MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY APPENDIX B Signal Data THE CORRAD1NO GROUP Miami Dade Traffic Signal Asset !D TANA ENTER THE CONTROLLER NUMBER (/ = STOP) 2245' TIMING DATA FOR 2245 SW 1 AVE & 8 ST (E) PAT OF EW F Y SW F Y 1 T 95 60 9 4 14 9 4 3 M 3 37 9 4i17 9 4 4 T 37 20 9 4 14 9 4 6 T 6 16 9 4 18 9 4 7. T..3.5 .25 ...9 4.429 9 4 8 T 22 13 9 4'21 9 4 9 T 42 1.2 9 412 9 4 19 T 41 12 9 412 9 4 22 T 40 12 9 412 9 4 23 T 40 12 9 4112 9 4 24 T 39 20 9 4114 9 4 MIN: 7 9 17 11 • (SEC: 24 TYPE: S y NA) M CYC 100AM PEAK 80PARADE OUT 60PRE AM PEAK 60AVERAGE 8 0P.M... PEAK.. 60POST PM PEAK 6 SOEVENING 2/0 6 SOLATE NIGHT 1 6 50EARLY NIGHT 6 SONIGHT 11/0 6 60RECALL TEST at I c 7 • • ENTER THE CONTROLLER NUMBER (/ = STOP) 22400 TIMING DATA FOR 2240 SW 1 AVE & SW 7 ST (SEC: 24 TYPE: NA) PAT OF MG G Y R CG Y R S Y M CYC 1 T 22 37 1 4 2 51 4 1 100AM PEAK 3 M 12 43 1 4 2 25 4 1 80PARADE OUT 4 T 36 20 1 4 2 28 4 1 60PRE AM PEAK 6 T 50 19 1 4 2 29 4 1 60AVERAGE 7 T 32 32 1 4 2 36 4 1 8OPM PEAK 8 T 15 20 1 4 2 28 ___4 1 60P03T PM PEAK 9 T 1 17 1 4 2 31 4 1 60EVENING 2/0 19 T 0 12 1 4 2 26 4 1 6 50LATE NIGHT 1 22 T 39 18 1 4 2 30 4 1 60EARLY NIGHT 23 T O 12 1 4 2 26 4 1 6 50NIGHT 11/0 24 T O 16 1 4 2 26 4 1 6 54RECALL TEST MIN: 12 12 ENTER THE CONTROLLER NUMBER (/ = STOP) i 4- f • • 8 T 31 28 9T 2 28 19 T 2 28 22 T 2 28 23 T 0 19 24 T 0 28 MIN: 12 8 ENTER THE CONTROLLER NUMBER (/ = STOP) 22410 TIMING DATA FOR 2241 SW 2 AVE & 7 ST PAT OF WW F Y NSW F Y 1 T 90 68 8 4 10 6 4 3 M 25 36 8 4 22 6 4 4 T 52 28 8 4 10 6 4 66 T 11 28 8 4 10 6 4 7 T 41 48 8 4 10 6 4 4 10 6 4 w -� 8 8 4 8 4 8 4 6 4 8 4 10 6 4 10 6 4 10 6 4 13 8 4 10 6 4 10 8 fg 714 (SEC: 24 TYPE: NA) S Y M CYC 100AM PEAK 80PARADE OUT 60PRE AM PEAK 60AVERAGE 80PM PEAK €POST PM PEAK 60EVENING 2/0 60LATE NIGHT 1 60EARLY NIGHT 6 54NIGHT 11/0 60RECALL TEST 22460 TIMING DATA FOR 2246 Spa' PAT OF NSW F YIEWW F 1 T 5711 8 4 55-i6 3 M 69:. 13 8 4! 23 10 4 T 7' 8 8 9118 10 6 T 45!12 8 4! 14 10 7 T 14 24 8 4! 22 10 8 T 58 18 8 4; 8 10 9 T 29 12 8 4i 14 10 19 T 251 12 8 4119 10 22 T 33 12 8 4 14 10 23 T 25 12 8 4! 14 10 24 T 25' 12 8 4' 14 10 MIN: 7 8 7 10 .�, • 2 AVE & 6 ST Y SL Y 4 5 3 4 15 3 4 5 3 4 5 3 4 5 3 4. 4. 4 4 4 4' 5 5 5 5 5 5 •J 1' 3 3 3 3 3 /t2 -�. (SEC: 24 TYPE: NA) S Y M CYC 1O0AM PEAK 80PARADE OUT 60PRE AM PEAK 60AVERAGE 80PM PEAK _OpgST PM PEAK 6OEVENING 2I0 60LATE NIGHT 1 60EARLY NIGHT 60NIGHT 11/0 60RECALL TEST 1.. I9k 10 • i ENTER THE CONTROLLER NUMBER (/ = STOP) 34490 TIMING DATA FOR 3449 5 MIAMI AVE & 7 ST (SEC: 24 TYPE: NA) PAT OF NW F? WW F Y R 5 Y M CYC 1 T 79 54 6 4 25 6 4 1 IOOAM PEAK 3 M 48 12 6 4 47 6 4 1 80PARA.DE OUT 4 T 43 30 6 4 9 6 4 1 60PRE AM PEAK 6 T 3 19 6 4 20 6 4 1 60AVERAGE 7 T 64. 2.9. .6..._4 30 6.. 4 ...1...... .... 80PM PEAK 8 T 33 19 6 4 20 6 4 1 60POST PM PEAK 9 T 7 24 6 4 15 6 4 1 60EVENING 2/0 19 T 7 25 6 4 14 6 4 1 6OLATE NIGHT 1 22 T 45 24 6 4 15 6 4 1 60EARLY NIGHT 23 T 7 24 6 4 15 6 4 1 60NIGHT 11/0 24 T 7 24 6 4 15 6 4 1 60RECALL TEST MIN: 7 6 4 6 ENTER THE CONTROLLER NUMBER (1 = STOP) d0 GL -ee2. • • FOR 2244 S MIAMI AVE & 8 ST F Y EW F Y 9 4 65 6 4 9 4 22 6 4 9 4 25 6 4 9 4 26 6 4 9 4 22 6 4 8 T 3 9 4 14 9 T 7 16 9 4 21 6 4 19 T 7 17 9 4-20 6 4 22 T 43 16 9 4 21 6 4 23 T 7 16 9 4 21 6 4 24 T 7 17 9 4 20 6 4 MIN: 7 9 7 6 22440 TIMING DATA PAT OF NW 1 T 80 12 3 M 32 35 4 T 30 12 6 T 1 11 7 T 53 35 2 4 (SEC: 24 TYPE: NA) S Y M CYC 100AM PEAR 8 0 PARADE OUT 60PRE AM PEAR 60AVERAGE 80PM PEAR 60EVENING 2/0 60LATE NIGHT 1 60EARLY NIGHT 60NIGHT 11/0 6ORECALL TEST 7.-"5 \g(- o • APPENDIX C o o MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY APPENDIX C Trip Generation THE CORRADINO GROUP • w Site Project Trip Generation Analysis ITE LU CODE PM PEAK HOUR TRIPS Land Use (LU) Units ITE TRIP GENERATION IN OUT .. TOTAL RATE % Trips % Tript. TRIPS High -Rise Residential General Office Specialty Retail Quality Restaurant Bank 455 D. U , 222,066 SF 4,250 SF 6,600 SF 5,000 SF 232 710 814 831 911 0.38 1,49 2.59 7.49 33.15 63% 17% 43% 33% 50% 109 56 5 16 83 37% 83% 57% 67% 50% 64 275 : 6 33 83 : 173 331 11 49 188 Gross Vehicle Trips 37% 269 63% 461 730 . Vehicle Occupancy Adjustment 16.0% Of Gross Trips 37% 43 63% 74 117 Transit Trip Reduction @ 14.1% Of Gross Trips 37% 38 83% 85 103 37% 40 63% 69 109 Pedestrian/Bicycle Trip Reduction § 15.0% Of Gross Trips Net Vehicle Trips 37% 147 63% 253 * 401 : - ,..4, 'i.FLAV,,' Zova ' '. • ':,rz` r., .:•' P -.: .4; k's: 4 :• . ' ...4M4k!;•• "."7 '1'' "'k'' • •••i " N. ..' ':i ' Net Person Trips in Vehicles 0 1.40 Net Person Trips in Transit Op 1,40 Persons/ Vehicle 37% 206 63% 355 1 581 Persons/ Vehicle 37% 53 63% 91 . 144 Net Person Trips Vehicle and Transit Modes 37% •;.•.•54 , '..'i !:t..N:':, ' , 259 • , , ,3.i;; •., - .4 _ 63% .4 ,. 4t , ••=4:). _ 446 , ',k •:, 705 1441 4, •• ,w 1,,,, 44 ' .,. -• 4 001: — .; - a $ ‘. ZA.ZfLiiAkt. ..,?'A ' V 4..z%,,,Z 41... ?%.,..•1 • N .i14• •::-:4,,,,:,• zi: . •:•::::'4:;•..i' z :!•, 1"w- Mai Porcnn Trim nNalkino/Bicyclindl . .: ...;:'::ZA at 1.40 Persons/ Vehicle 37% 56 63% 97 153 .0•••••-••••• eTO...1e9 121.1e4OTM isLir9—SL9—S136 Summary of Trip Generation Calculation For 455 Dwelling Units of High -Rise Residential Condo / Townhouse July 22, 2003 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 4.18 2.08 1.00 1902) 7-9 AM Peak Hour Enter 0.06 0.00 1.00 `---27 7-9 AM Peak Hour Exit 0.28 0.00 1.00 127 7-9 AM Peak Hour Total 0.34 0.59 1.00 155 4-6 PM Peak Hour Enter 0.24 0.00 1.00 109 4-6 PM Peak Hour Exit 0.14 0.00 1.00 64 4-6 PM Peak Hour Total 0.38 0.62 1.00 173 AM Pk Hr, Generator, Enter 0.06 0.00 1.00 27 AM Pk Hr, Generator, Exit 0.28 0.00 1.00 127 AM Pk Hr, Generator, Total 0.34 0.59 1.00 155 PM Pk Hr, Generator, Enter 0.26 0.00 1.00 118 PM Pk Hr, Generator, Exit 0.12 0.00 1.00 55 PM Pk Hr, Generator, Total 0.38 0.62 1.00 173 Saturday 2-Way Volume 4.31 2.11 1.00 1961 Saturday Peak Hour Enter 0.15 0.00 1.00 68 Saturday Peak Hour Exit 0.20 0.00 1.00 91 Saturday Peak Hour Total 0.35 0.59 1.00 159 Sunday 2-Way Volume 3.43 1.88 1.00 1561 Sunday Peak Hour Enter 0.16 0.00 1.00 73 Sunday Peak Hour Exit 0.14 0.00 1.00 64 Sunday Peak Hour Total 0.30 0.55 1.00 137 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS • • • Summary of Trip Generation Calculation For 4.250 T.G.L.A. of Specialty Retail Center July 22, 2003 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 40.67 13.70 1.00 ;,) 7-9 AM Peak Hour Enter 0.00 0.00 1.00 0 7-9 AM Peak Hour Exit 0.00 0.00 1.00 0 7-9 AM Peak Hour Total 0.00 0.00 1.00 0 4-6 PM teak Eour Enter 1.11 0.00 1.00 5 4-6 PM Peak Hour Exit 1.48 0.00 1.00 6 4-6 PM Peak Hour Total 2.59 1.74 1.00 11 AM Pk Hr, Generator, Enter 3.08 0.00 1.00 13 AM Pk Hr, Generator, Exit 3.33 0.00 1.00 14 AM Pk Hr, Generator, Total 6.41 0.00 1.00 27 PM Pk Hr, Generator, Enter 2.81 0.00 1.00 12 PM Pk Hr, Generator, Exit 2.12 0.00 1.00 9 PM Pk Hr, Generator, Total 4.93 0.00 1.00 21 Saturday 2-Way Volume 42.04 13.97 1.00 179 Saturday Peak Hour Enter 0.00 0.00 1.00 0 Saturday Peak Hour Exit 0.00 0.00 1.00 0 Saturday Peak Hour Total 0.00 0.00 1.00 0 Sunday 2-Way Volume 20.43 10.27 1.00 87 Sunday Peak Hour Enter 0.00 0.00 1.00 0 Sunday Peak Hour Exit 0.00 0.00 1.00 0 Sunday Peak Hour Total 0.00 0.00 1.00 0 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS • • Summary of Trip Generation Calculation For 222.066 Th.Gr.Sq.Ft. of General Office Building July 22, 2003 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 11.01 6.13 1.00 244 7-9 AM Peak Hour Enter 1.37 0.00 1.00 304 7-9 AM Peak Hour Exit 0.19 0.00 1.00 42 7-9 AM Peak Hour Total 1.56 1.40 1.00 346 4-6 PM Peak dour Enter 0.25 0.00 1.00 56 4-6 PM Peak Hour Exit 1.24 0.00 1.00 275 4-6 PM Peak Hour Total 1.49 1.37 1.00 331 AM Pk Hr, Generator, Enter 1.37 0.00 1.00 304 AM Pk Hr, Generator, Exit 0.19 0.00 1.00 42 AM Pk Hr, Generator, Total 1.56 1.40 1.00 346 PM Pk Hr, Generator, Enter 0.25 0.00 1.00 56 PM Pk Hr, Generator, Exit 1.24 0.00 1.00 275 PM Pk Hr, Generator, Total 1.49 1.37 1.00 331 Saturday 2-Way Volume 2.37 2.08 1.00 526 Saturday Peak Hour Enter 0.22 0.00 1.00 49 Saturday Peak Hour Exit 0.19 0.00 1.00 42 Saturday Peak Hour Total 0.41. 0.68 1.00 91 Sunday 2-Way Volume 0.98 1.29 1.00 218 Sunday Peak Hour Enter 0.08 0.00 1.00 18 Sunday Peak Hour Exit 0.06 0.00 1.00 13 Sunday Peak Hour Total 0.14 0.38 1.00 31 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS Summary of Trip Generation Calculation For 6.600 Th.Gr.Sq.Ft. of Quality Restaurant July 22, 2003 • Average Standard Adjustment Driveway Rate Deviation Factor Volume -5;47)) .............. . Avg. Weekday 2-Way Volume 89.95 36.81 1.00 ' 7-9 AM Peak Hour Enter 0.00 0.00 1.00 0 7-9 AM Peak Hour Exit 0.00 0.00 1.00 0 7-9 AM Peak Hour Total 0.81 0.93 1.00 5 4-6 PM Peak Hour Enter 5.02 0.00 1.00 33 4-6 PM Peak Hour Exit 2.47 0.00 1.00 16 4-6 PM Peak Hour Total 7.49 4.89 1.00 49 AM Pk Hr, Generator, Enter 4.57 0.00 1.00 30 AM Pk Hr, Generator, Exit 1.00 0.00 1.00 7 AM Pk Hr, Generator, Total 5.57 3.79 1.00 37 PM Pk Hr, Generator, Enter 5.59 0.00 1.00 37 PM Pk Hr, Generator, Exit 3.43 0.00 1.00 23 PM Pk Hr, Generator, Total 9.02 4.55 1.00 60 Saturday 2-Way Volume 94.36 34.42 1.00 623 Saturday Peak Hour Enter 6.38 0.00 1.00 42 Saturday Peak Hour Exit 4.44 0.00 1.00 29 Saturday Peak Hour Total 10.82 4.38 1.00 71 Sunday 2-Way Volume 72.16 32.35 1.00 476 Sunday Peak Hour Enter 5.28 0.00 1.00 35 Sunday Peak Hour Exit 3.10 0.00 1.00 20 Sunday Peak Hour Total 8.38 3.88 1.00 55 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS • Summary of Trip Generation Calculation For 5.0 Th.Gr.Sq.Ft. of Walk-in Bank July 22, 2003 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 156.48 7-9 AM Peak Hour Enter 0.00 7-9 AM Peak Hour Exit 0.00 7-9 AM Peak Hour Total 4.07 4-6 PM Peak Hour Enter 0.00 4-6 PM Peak Hour Exit 0.00 4-6 PM Peak Hour Total 33.15 AM Pk Hr, Generator, Enter 10.75 AM Pk Hr, Generator, Exit 10.75 AM Pk Hr, Generator, Total 21.49 PM Pk Hr, Generator, Enter 21.01 PM Pk Hr, Generator, Exit 21.01 PM Pk Hr, Generator, Total 42.02 Saturday 2-Way Volume 13.70 Saturday Peak Hour Enter 0.00 Saturday Peak Hour Exit 0.00 Saturday Peak Hour Total 4.81 Sunday 2-Way Volume 8.33 Sunday Peak Hour Enter 0.00 Sunday Peak Hour Exit 0.00 Sunday Peak Hour Total 1.85 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1.00 782 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 20 0 0 166 54 54 107 105 105 210 69 0 0 24 42 0 0 9 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS • Committed Projects Trip Generation Analysis Committed Project Name PM PEAK HOUR TRIPS TRIP (1) GENERATION IN OUT TOTAL % Trips % Trips TRIPS Brickell Bay Plaza 242 50% 121 50% 121 242 Brickell View 503 50% 252 50% 252 503 Mary Brickell Village 1062 50% 531 50% 531 1062 Gross Vehicle Trips 50% 904 50% 904 1807 Vehicle Occupancy Adjustment @ 16.0% Of Gross Trips 50% 145 50% 145 289 Transit Trip Reduction © 14.1% Of Gross Trips 50% 127 50% 127 255 Pedestrian/Bicycle Trip Reduction @ 15.0% Of Gross Trips 50% 136 50% 136 271 Net Vehicle Tri i s 50% 496 50% 496 992 ,$""• },.. ., 4i•.:'s'� A r ..: f'• ', ;'�'i•,•�, �,. 1�'a�'+rn i�2, L ev.,•.y tk �}r� ,�'i2'3yi�7?a ,�Ey h+:, ^�+k�n•. ':i `, %„ vR n;x .7��'��e ,�;y % +� y,✓,, �. K ,*�^�r${ r^• •",e ]'{.v• � } 'f• i1 2 f..�,„y �6�'�^, •�• `V.. 5y',,ti:F `1.Rv ''O'' : 4, }•ni,,�k. • ,:::.::: ' .'N . iiS..:: [.":. ,:.♦ • r.2i:. ti��:.n?,.�.,,.3�,,,,..�` { .,��">::;., `,�.,�' r. , .' R' ry R:•:.'�:.;n4'.,:, .,. o:L. •-.�. ,::y'' •�i•'.�.va`{\r 4;` .v .�`;>.;.Y ,ti, a. .}., .;•.'j .'i�ifi<i' ti w. ti� ,?l n. , .. Mg s}l'>v Net Person Trips in Vehicles @ 1.40 Persons/ Vehicle 50% 694 50% 694 1389 Net Person Trips in Transit @ 1.40 Persons! Vehicle 50% 178 50% 178 357 Net Person Trips (Vehicle and transit Modes) 50% 873 50% 873 1746 .....;,, .. ;c ,r, TS ..,r,r.,:...:,•..t..i••:: ie.1rs.,r... .. ::.... •fy7,AI,.1 �y,.:'t,;.,:. ry {�•.�:s:.s1� �,),., g§ ... ;x?�,+;>t... a �.:>�^. ,ti;� .3.t � +: ',+ft ....>'f• r:,,%; ��: i;5r7 t`•: '' ` ''.•7:}..... `a . ^r }iy£ ., } :�. • �' :l,'•':'s, . .VV__• . ,2' . • ^:•:k2' -^>�' • °u ,x ;G:� Y\";}ir,.. � ..,; `'s'%Y.?,.��`�'r fiC $2,..•, u vie. v+t�in. , 0 . L ,. 4'l';•rf'y :f;viv .v •, . ,' ,. , �y toyyer� •,. i �, �. �+.a,ZY�. ra"i�X:�.. iu`Cti •` ,:,.- vi�;,x,., 4, • `4d: V.i •ii. .. t!•? 'i>.+i' ��• f:;$:;.� �uC k?,`k`t,$,'k,:Y„�".i�;7�,.,,;.�FY+.\,:,,:`2<�.u.,:,,1s:s,:,,,f�•,-yz'.•,,.,:,,,ka�,.•,,. :ti.at.�^4 „$y,r3..vd,,,,,,.t ,.5 'i ...rs L: ' r 3sy . .. J;S.,,,",�C, rt, ,C .�EJ,; u•,}'S`S:: „� .,.:.rv. ••.l:.:,,.r _ � . -F• ,t.ih '� , ' `.4 . ;,`:e:.... wti ,•�y, yy.^�.� wi,�`�i �F r..yk, h, ���..ff: "wJ•.,.e.2..,. ,.r.;..,;4..;,„'IllciI":islklr.tiJ.�•.;::,?.•r %'4'�'K, � 3:fi i v yr i?�.p tir , l`:; .+., F•? y��' N .,, 99'r;},: ? {; r�'''- .• a;. •'N •.Sr. }:.Y "fry,. . ,t�.��"�, '?c:.�'2��.,. C.., ,n, is <••-•r.,i.:7 „:i :r y:,+..,• .'Y ::,, �.y?;'' • " r < 'h: �}',r: '7 `� ,.Jv,• . n ,••[.;5/�.5,•.5,:,vY:'':t•}+•...rw✓: ,x2h.��".�}:'Y,•: t:y^,. �1.v fi,...^,,.., .r.� < .. n.r„ Net Person Trips (Walking/Bicycling) 0 1.40 Persons/ Vehicle 50% 190 68% 190 379 (1) From Previous Studies NOTES: A 16% OCCUPANCY ADJUSTMENT IS BASED ON MIAMI'S 1.4 VERSUS LTE'S 1,2 PERSNEH. TRANSIT TRIP REDUCTION BASED ON PROJECTED MODAL SPLITS USED IN THE ORIGINAL DOWNTOWN DRI. PEDESTRIAN AND BICYCLE REDUCTIONS WERE BASED ON THE DOWNTOWN CHARACTERISTICS. (ABOVE METHODOLOGIES ARE CONSISTENT WITH THE DOWNTOWN MIAMI DRI-INCREMENT II) • Cardinal Distribution Riverfront Project (TAZ 676) PM Peak Hour Person Trips VEHICLE TRANSIT DIRECTION DISTRIBUTION "A l;fwf OUT Total IN OUT Total 18.71 10.42 4.84 1.83 6.97 21.20 17.39 18.64 39 21 10 4 14 44 36 38 66 37 17 7 25 75 82 66 100 206 355 105 58 27 11 39 119 98 104 561 10 6 2 1 4 11 9 10 17 9 5 2 6 19 16 17 53 91 27 15 7 3 10 30 25 27 144 • • Cardinal Distribution Committed Projects (TAZ 674) PM Peak Hour Person Trips DIRECTION DISTRIBUTION % 18.80 93 93 5.11 25 25 3.19 16 16 1.60 8 8 5.79 29 29 26.36 131 131 17.63 87 87 21.52 107 107 ify.y(( 100 496 496 186 50 32 16 58 262 174 214 992 34 34 9 9 6 6 3 3 10 10 47 47 31 31 38 38 178 178 68 18 12 6 20 94 62 76 356 • APPENDIX D • • • MIAMVII RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY APPENDIX D Intersection LOS Performance (Signal 20001 THE CORRADINO GROUP • • • RIVERFRONT EXISTING CONDITION PM PEAK HOUR 07/24/03 11:29:16 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary Intersection Averages for Int # 1 - SW 8TH STREET & SW 2ND AVE Degree of Saturation (v/c) 0.43 Vehicle Delay 17.0 Level of Service B Sq 21 1 Phase 1. 1 Phase 2 Phase 3 [ **/** v G/C=0.063 G= 5.0" Y+R= 3.0" OFF= 0.0% G/C=0.400 G= 32.0" Y+R= 4.0" OFF=10.0% G/C=0.400 G= 32.0" Y+R= 4.0" OFF=55.0% C= 80 sec G= 69.0 sec = 86.3% Y=11.0 sec = 13.8% Ped= 0.0 sec = 0.0% 1 Lane 1Width/1 g/C 1 Service Ratel Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanesl Reqd Used } @C (vph) @E (Volume} v/c 1 Delay 1 S 1Model 11 N Approach 11.8 B+ TH+LT1 22/2 10.198 10.500 1 1606 1 1655 1 492 10.297 } 11.8 1 8+1 163 ftl 3 Approach 1RT+TH 16.1 B 1 22/2 10.151 10.400 1 1236 1 1325 1 325 10.245 1 16.1 1 B 1 122 ftl W Approach 19.8 3 1RT+TH+LT1 33/3 10.267 10.400 1 1645 1 1742 1 973 10.559 1 19.8 1 8 1 306 ft1 • • • RIVERFRONT EXISTING CONDITION PM PEAK HOUR 07/24/03 11:30:57 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary Intersection Averages for Int # 2 - SW 8TH STREET & S. MIAMI AVE Degree of Saturation (v/c) 0.51 Vehicle Delay 18.6 Level of Service B Phase 11 1 Phase 2 1 G/C=0.550 G= 44.0" Y+R= 4.0" OFF= 0.0% G/C=0.350 G= 28.0" Y+R= 4.0" OFF=60.0% C= 80 sec G= 72.0 sec = 90.0% Y= 8.0 sec = 10.0% Ped= 0.0 sec = 0.0% 1 Lane (Width/1 g/C ( Service Rate( Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes{ Reqd Used 1 @C (vph) 8E (Volume( v/c 1 Delay 1 S 'Model 11 S Approach 9.5 A IRT+TH 1 33/3 10.183 10.550 1 2633 2638 1 669 10.254 1 9.5 1 A 1 140 ftl W Approach 24.5 C+ 1 TH+LT1 33/3 10.276 10.350 1 1410 1 1538 1 1034 10.672 1 24.5 1 0+1 368 ftj • • RIVERFRONT EXISTING CONDITION PM PEAK HOUR 07/24/03 11:34:15 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary Intersection Averages for Int # 3 - SW 7TH STREET & S. MIAMI AVE Degree of Saturation (v/c) 0.52 Vehicle Delay 16.9 Level of Service B Sq 11 1 Phase 1- I Phase 2 **/** /1\ 1 North 1 G/C=0.438 G= 35.0" Y+R= 4.0" OFF= 0.0% G/C=0.450 G= 36.0" Y+R= 5.0" OFE`=48.8% C= 80 sec G= 71.0 sec = 88.8% Y= 9.0.sec = 11.3% Ped= 0.0 sec = 0.0% 1 Lane IWidth/I g/C 1 Service Ratel Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E 'Volume' v/c I Delay 1 S 'Model 11 S Approach 15.4 TH+LTI 33/3 10.213 10.438 11828 11897 1 738 10.389 1 15.4 1 H 1 199 ftl E Approach 17.8 IRT+TH 1 33/3 10.303 10.450 1 2084 1 2148 1 1284 10.598 17.8 1 H 1 390 ftl • RIVERFRONT EXISTING CONDITION PM PEAK HOUR 07/24/03 11:35:02 SIGNAL2000/TEAPAC!Ver 1.01.00) - Capacity Analysis Summary Intersection Averages for Int # 4 - SW 7TH STREET & SW 2ND AVE Degree of Saturation (v/c) 0.56 Vehicle Delay 29.6 Level of Service C Sq 11 1 Phase 11 1 Phase 2 **/** + + + + /I\ <+ + 1 1 North 1 G/C=0.200 1 G/C=0.700 G= 16.0" I G= 56.0" Y+R= 4.0" 1 Y+R= 4.0" OFF= 0.0% 1 OFF=25.0% C= 80 sec G= 72.0 sec = 90.0% Y= 8.0 sec = 10.0% Ped= 0.0 sec = 0.0% 1 Lane 1Width/1 g/C 1 Service Rate, Adj I 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E (Volume! v/c I Delay 1 S (Model 11 N Approach 30.7 C IRT+TN 1 22/2 10.172 10.200 1 485 1 646 1 388 10.601 1 30.7 1 C 1 207 ft1.. S Approach 1 TH 1 LT 106.3 F 1 22/2 10.144 10.200 1 505 1 669 1 306 10.457 1 28.7 1 C 1 155 ftl 1 11/1 10.361 10.200 1 79 1 122 1 184 11.363 1 235.5 1 F 1 455 ft1 E Approach IRT+TH+LT1 33/3 10.365 10.700 1 3316 1 3316 1 160 6.0 A 0.485 1 6.0 1 A 1311 ft, • • RIVERFRONT EXISTING CONDITION PM PEAK HOUR 07/24/03 12:02:36 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary Intersection Averages for Int # 5 - SW 8TH STREET & SW 1ST AVE Degree of Saturation (v/c) 0.35 Vehicle Delay 15.3 Level of Service B Sq 11 1 Phase 1: 1 Phase 2 **/** /I\ 1 1 North 1 G/C=0.475 1 G/C=0.425 G= 38.0" 1 G= 34.0" Y+R= 4.0" ) Y+R= 4.0" OFF= 0.0% 1 OFF=52.5% C= 80 sec G= 72.0 sec = 90.0% Y= 8.0 sec = 10.0% Ped= 0.0 sec = 0.0% 1 Lane 1Width/j g/C 1 Service Rate[ Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanesl Reqd Used 1 @C (vph) @E 'Volume! v/c 1 Delay 1 S (Model 11 N Approach 12.4 B+ TH+LT) 22/2 10.160 10.475 1 1503 1 1562 1 354 10.227 1 12.4 1 B+1 118 ftl W Approach 16.7 B 1RT+TH i 33/3 10.224 j0.425 1 1824 1 1905 1 780 10.409 1 16.7 1 B 1 221 ftl • RIVERFRONT EXISTING CONDITION PM PEAK HOUR 07/24/03 11:36:10 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary intersection Averages for Int # 6 - SW 7TH STREET G SW 1ST AVE Degree of Saturation (v/c) 0.68 Vehicle Delay 21.0 Level of Service C+ Phase t 1 Phase 2 G/C=0.450 G= 36.0" Y+R= 6.0" OFF= 0.0% G/C=0.412 G= 33.0" Y+R= 5,0" OFF=52.5% C= 80 sec G= 69.0 sec = 86.3% Y=11.0 sec = 13.8% Ped= 0.0 sec = 0.0% 1 Lane (Width/1 g/C 1 Service Rate' Adj 1 1 ECM 1 L I Queue I 1 Group I Lanes' Reqd Used 1 @C (vph) @E 'Volume' v/c 1 Delay 1 S (Model 11 N Approach 15.4 IRT+TH 122/2 10.251 10.450 1 1316 1 1386 1 630 0.455 15.4 1 B 1 246 ft l E Approach 23.3 C+ I TH+LTI 33/3 10.346 10.412 1 1877 1 1964 11515 10.771 1 23.3 I C+I 570 fti • • • RIVERFRONT PROJECT & COMMITTED TRAFFIC PM PEAK HOUR 07/24/03 11:48:35 SIGNAL2000/TEAPAC[Ver 1.01.00) - Capacity Analysis Summary Intersection Averages for Int # 1 - SW 8TH STREET & SW 2ND AVE Degree of Saturation (v/c) 0.48 Vehicle Delay 17.9 Level of Service B Sq 21 1 Phase 1: 1 Phase 2 1 Phase 3 I **/** /i\ 1 North + + + v G/C=0.063 I G/C=0.400 1 G/C=0.400 G= 5.0" I G= 32.0" I G= 32.0" Y+R= 3.0" 1 Y+R= 4.0" 1 Y+R= 4.0" OFF= 0.0% I OFF=10.0% I OFF=55.0% C= 80 sec G= 69.0 sec = 86.3% Y=11.0 sec = 13.8% Ped= 0.0 sec = 0.0% 1 Lane 1Width/1 g/C I Service Ratel Adj 1 I HCM 1 L 1 Queue I 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E 'Volume! v/c 1 Delay 1 S 1Model 11 N Approach 11.8 B+ 1 TH+LT1 22/2 ►0.198 10.500 1 1606 1 1655 1 492 10.297 1 11.8 1 B+I 163 ftl S Approach 16.1 B IRT+TH 1 22/2 10.155 10.400 1 1230 1 1319 1 336 10.255 1 16.1 1 B 1 127 ftl W Approach 21.1 C+ IRT+TH+LT1 33/3 10.292 10.400 1 1654 1 1751 1 1110 10.634 1 21.1 1 C+I 368 ftl • • RIVERFRONT PROJECT & COMMITTED TRAFFIC PM PEAK HOUR 07/24/03 11:52:14 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary Intersection Averages for Int # 2 - SW 8TH STREET & S. MIAMI AVE Degree of Saturation (v/c) 0.61 Vehicle Delay 20.6 Level of Service C+ Sq 11 Phase 1= Phase 2 **/** /11 1 North G/C=0.550 G= 44.0" Y+R= 4.0" OFF= 0.0% G/C=0.350 G= 28.0" Y+R= 4.0" OFF=60.0 % C= 80 sec G= 72.0 sec = 90.0% Y= 8.0 sec = 10.0% Ped= 0.0 sec = 0.0% 1 HCM 1 L 1 Queue 1 Groupj 1 Lanesl Regd Used 1 @C (vph) @E lVolumej v/c 1 Delay 1 S !Model 11 1 Lane #Width/1 g/C 1 Service Rate! Adj 1 S Approach 1RT+TH 1 33/3 10.226 10.550 1 2634 1 2639 10.0 8+ 898 10.340 1 10.0 1 H+1 198 ftl W Approach 28.2 C TH+LT1 33/3 10.317 10.350 1 1409 1 1537 1 1241 10.807 1 28.2 1 C 1 513 f 1t • 10 RIVERFRONT PROJECT & COMMITTED TRAFFIC PM PEAK HOUR 07/24/03 11:54:27 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary Intersection Averages for Int # 3 - SW 7TH STREET & S. MIAMI AVE Degree of Saturation (v/c) 0.59 Vehicle Delay 17.7 Level of Service B Sq 11 Phase I Phase 2 **/** /11 1 North G/C=0.438 G= 35.0" Y+R= 4.0" OFF= 0.0% G/C=0.450 G= 36.01E Y+R= 5.0" OFF=48.8% C= 80 sec G= 71.0 sec = 88.8% Y= 9.0 sec = 11.3% Ped= 0.0 sec = 0.0% f Group 1 Lanes' Regd Used 1 @C (vph) @E IVolumej v/c 1 De 1 L 1 Queue 1 Y 1 S !Model lI 1 Lane IWidth/I g/C 1 Service Rate1 Adj 1 S Approach 17.0 B TH+1,T1 33/3 10.276 10.438 1 1838 1 1907 1 1050 10.551 1 17.0 1 B 1 3133fft1 E Approach IRT+TH 18.2 B 1 33/3 10.313 10.450 1 2085 1 2149 1 1338 10.623 1 18.2 1 B 1 415 ft1 • • RIVERFRONT PROJECT & COMMITTED TRAFFIC PM PEAK HOUR 07/24/03 11:57:05 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary Intersection Averages for Int # 4 - SW 7TH STREET & SW 2ND AVE Degree of Saturation (v/c) 0.61 Vehicle Delay 27.9 Level of Service C Sq 11 ! Phase 1 I Phase 2 **/** /11 North 1 G/C=0.200 G= 16.0" Y+R= 4.0" OFF= 0.0% G/C=0.700 G= 56.0" Y+R= 4.0" OFF=25.0% C= 80 sec G= 72.0 sec = 90.0% Y= 8.0 sec = 10.0% Ped= 0.0 sec = 0.0% 1 Lane Width/1 g/C 1 Service Rate( Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E 'volume' v/c 1 Delay 1 S !Model 11 N Approach 30.7 C 1RT+TH 1 22/2 10.172 10.200 1 485 1 646 1 388 10.601 1 30.7 1 C 1 207 ft1 S Approach 106.3 F 1 TS 1 22/2 10.144 10.200 1 505 1 669 1 306 10.457 1 28.7 1 C 1 155 ftl 1 LT 1 11/1 10.361 10.200 1 79 1 122 1 184 11.363 1 235.5 1 F 1 455 ftl E Approach 6.7 A 1RT+TH+LT1 33/3 10.417 10.700 1 3280 1 3280 1 1868 10.570 1 6.7 1 A 1 400 ft 1 RIVER1`PONT PROJECT & COMMITTED TRAFFIC PM PEAK HOUR SIGNAL2000/TEAPAC[Ver 1.01.00) - Intersection Averages for Int # Degree of Saturation (v/c) Sq 11 **/** /I\ North 1 Phase 1 1 Phase 2 I + + + + + +> v G/C=0.475 G= 38.0" Y+R= 4.0" OFF= 0.0% G/C=0.425 G= 34.0 "! Y+R= 4.0" OFF=52.5% C= 80 sec Capacity Analysis Summary 07/24/03 12:01:03 5 - SW STH STREET & SW 1ST AVE 0.46 Vehicle Delay 16.7 Level of Service B G= 72.0 sec = 90.0% Y= 8.0 sec = 10.0% Ped= 0.0 sec = 0.0% 1 Lane [Width/I g/C I Service Rate! Adj 1 I ECM I L I Queue 1 I Group I Lanes! Reqd Used 1 @C (vph) @E (Volume! v/c I Delay I S (Model 11 N Approach 12.8 B+ TH+LTI 22/2 10.182 10.475 1 1508 I 1 67 1 431 10.275 1 12.8 1 B+j 147 ftl W Approach 18.3 B IRT+TH 133/3 0.272 10.425 1 1817 1 1898 11031 10.543 I 18.3 1 B 1312 ftj • RIVERFRONT PROJECT & COMMITTED TRAFFIC PM PEAK HOUR 07/24/03 12:05:17 SIGNAL2000/TEAPAC(Ver 1.01.00) - Capacity Analysis Summary Intersection Averages for Int 11 6 - SW 7TH STREET & SW 1ST AVE Degree of Saturation (v/c) 0.81 Vehicle Delay 27.2 Level of Service C+ • • Sq 11 I Phase 1 1 Phase 2 **/** /1\ 1 North G/C=0.450 G= 36.0E Y+R= 6.0" OFF= 0.0% G/C=0.412 G= 33.0" Y+R= 5.0" OFF-52.5% C= 80 sec G= 69.0 sec = 86.3% Y=11.0 sec = 13.8% Ped= 0.0 sec = 0.0% 1 Lane 1Width/1 g/C 1 Service Rate' Adj 1 1 ACM I L 1 Queue 1 1 Group 1 Lanes' Regd Used 1 @C (vph) @E 'Volume' v/c 1 Delay 1 S Model 11 N Approach 15.9 B IRT+TH 1 22/2 10.271 10.450 1 1305 11375 1 693 10.504 1 15.9 1 B 1 279 ftl E Approach 1 TH+LT1 33/3 10.402 10.412 1 1866 1 1953 1 1810 10.927 1 31.5 1 C 1909 ftl 31.5 C • • 1 APPENDIX E • • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY APPENDIX E Arterial LOS Performance (ARTPLANJ THE CORRADtNO GROUP • PERSON TRIP VOLUME AND CAPACITY ANALYSIS TABLE ROADWAY MODE 7 MASS TRANSIT MODE T'-' SEgN1ENT TOTAL_ ROADWAY Dlit MIAM1 ADOPTED LOS CORRIDOR TYPE ROADWAY VEHICULAR CAPACITY PERSON- TRIP CAPACITY M 1.0 PPV ROADWAY VEHICULAR VOLUME PERSON- TRIP VOLUME 61 1.4 PPV EXCE55 PERSON TRIP CAPACITY ROADWAY PERSON TRIP BITS PER. TRIP CAPACITY LOAD MOVER DER-7R1P CAPACITY LOAD RAIL PERSON TRIP CAPACITY TOTAL TRANSIT PER -TRIP CAPACITY TRANSIT PERSON -TRIP VOLUME TOTAL TRANSIT PERS VOLUME TRANSIT PERSON TRIP EXCESS CAPACITY, SEGMENT PERSON TRIP CAPACITY SEGMENT PERSON TRIP VOLUME SEGMENT PER -TRIP EXCESS CAPACITY SEGMENT PERSON TRIP FROM TO WC LOS BUS METRO- 1 MOVER METRO- RAIL WC LOS EXISTING CONDtTN3N SW 7TH STREET ' S.MIA AVE SW 1 AV WO E-IW LS 3070 4912 1025 1430 3477 0.20 C 278 270 R4 24 252 3108 T409 3729 928 O SWIAV SW2AV WO E-1W LS 3070 4912 1470 2054 2894 0.42 1? 378 1 378 319 210 188 8290 2288 3022 0,4. SW STH STREET SAWN AVE SW 1 AV E9 5-I W is 3070 4912 2103 3070 1542 0.83 0 010 410 300 300 510 ( 8722 3370 2352 0.59 I) SW 1 AV SW 2 AV EB E-1 W 15 3770 6032 2225 3129 2¢03 9.52 0 534 534 348 345 180 8508 3474 3002 0.53 0 4 WITH COS9IITT80 DEVELOPMENTS SW 7TH STREET SW. AVE SW 1 AV 4443 0-1W LS 3070 4912 1257 1750.0 3152.2 0.38 0 270 278 { 102 103 174 5100 1851.5 3320-2 0-30 0 SW 1 AV SW 2 AV WO E-1 W LS 3070 4912 1702 2382.8 2529.2 0.49 0 370 375 200 208 90 0200 2070,8 2019,2 0.50 D W, SW 41441TREET S.MIA 41118 SW 1 AV E9 E.1W IS 3070 4912 2340 327E 1030 007 0 010 810 300 300 504 5722 3532 2140 083 p SW 1 AV SW 2 AV E5 5-1W LS 3770 5032 2382 3334,8 2607.2 0.55 0 434 534 423 423 111 8548 3758 2806 0.57 P WITH PROJECT IRNIIRFROHTI TRAFFIC SW 7TH 3TR8ET 0.1144AVE SW 1 AV WO E•1W LS 3070 4912 1103 1970.2 3244.8 0.34 0 278 276 33 32 244 8108 1702.2 3485.8 0.23 9 SW AV SW2AV WE E-1W LS 3070 4912 2009 28000 2015.4 0.59 0 378 378 251 251 127 5200 3147.8 2142.4 0.80 0 SW STM STREET ,$.MIA AVE SW 1 AV 09 0.1W LS 3070 4012 23$1 3263 1640 0.816 9 010 810 318 310 494 6722 3570 2143 0,03 0 1 AV SW 2 AV e0 E-1 W 13 3770 6032 ' 2373 3322.2 2700.8 0,35 9 ' 534 534 391 301 173 0500 3863 2883 0.58 0 WITH PROJECT (RNERFRONT1 S COMMITTED ICUMS8ILATNE TRAFFIC SW 7TH STREET S,MIA AVE SW 1 AV WO E•1W LS 3070 4912 1425 1995 2917 9.41 0 278 270 110 110 185 51MI 2105 3043 0.41 SW14V 3W2411 WO E-1W LS 3070 4912 2301 3221.4 1890,E 0.80 0 374 378 321 320 49 5200 3550.4 1739.6 0.57 0 SW SIR 1TREET S.MIA AVE SW 1 AV 09 0.1W L5 3070 4012 2470 3480 1443 0.71 0 810 010 322 322 488 5722 3701 1931 0.04 b SW 1 AV SW 2 AV 04 SAW LS 3770 0072 2529 _ 3528 2504 0 58 0 534 534 L 439 _,,,, 439 05 t 8505 3907 2599 _ 0.00 Wy 0 Page 1 of 5 • ARTPLAN 2002 Conceptual Planning Analysis Description/ File Information Filename C;\RGA_inc\Projects\03- 005TrafficA naiysis\ARTPLAN\AP_PMBST. xrnl Date Prepared 7/23/2003 Program ARTPLAN Version 5.1.1 Analyst tRGA Agency FOOT District SIX Arterial Name SW 8th Street MagillIntersection SW 2ND AVE End Intersection 5. MIAMI AVE Study Period ] K100 j Peak Direction Eastbound User Notes RIVERFRONT MUSP STUDY - PM PEAK W/ PROJECT AND COMMITTED TRAFFIC Facility Data • Roadway Variables Traffic Variables Control Variables M Variables Multimodal Area Type Urbanized AADT 13000 Arrival Type 3 Paved Shoulder/Bike Lane No Class 4 K 0.092 Signals/Mile 4.00 Outside lane Width Wide Posted Speed 30 0 0.99 Cycle Length 80 Condment Condition Typical # Thru lanes ] 6 PI -IF 7 0,925 Through g/C 0.43 [Sidewalk Yes Median Type Restrictive �D Terns Excl. Lanes 12 Control TypeSidewalk/Roadway Se Separation Typical Left Turn Lanes Yes % Heavy Vehicles 4.4 Protective Barrier PSrotective No Base Sat Flow Rate 1400 Obstacle to Bus `Stop No Bus Freq 4 Local Adj. Factor 1 1 Bus Span Of Service 15 Adjusted Sat Flow Rate 1820 io file:/iC:IDocu ments%20and%20Settings\Richard° o20Garcia\Local%20Settings\Temp\prey iew.xml 7/23/2003 Page 2 of 5 Automobile Segment Data Segment # 11 (to SW 1ST AVE) w2 (to 5. MIAMI AVE) Cycle Length 80 g! C 0.421 0.441 Arr. Type Tuns 12 # Dint Lanes 31 12 Length 0.13258 0.12311 AADT Hourly Vol. FFS 272071 25692 2478 35 2520 35 Median Type Restrictive] Restrictive Segment # 1 (to SW 1ST AVE) L (to S. MIAMI AVE) Au Thru Mvmt Flow Rate 23571 Arterial Length 0.3 23971 omobile LOS v{c 1.01 i 1 Control Delay 30.16 27.38 Auto Speed Int. Approach LOS 10.4 Automobile Service Volume Tabl c1 c) Speed (mph) 10.3 10.4 Segment I LOS p1 Auto LOS A B I C D E Lanes r Hourly Volume In Peak Direction 1 `" 1 ** 1 520 840 I 880 , 2 ** 1 ** 1 1160 j 1690 1760 3 I ** 1 ** 1840 2550 1 2640 4 ** 1 ** 2500 ! 3400 3520 ** 1 ** 1840 ! 2550 ! 2640 Lanes 1 Hourly Volume In Both Directions 2 * 1 ** 520 850 880 1710 1770 4 ! *` ** ! 1170 6 ! "* ** 1 1860 0 2570 it 2660 J ! 8 •' _* 1 2520 3440 !1 3550 ! * ** I ** 1 1860 2570 1 2650 1 Lanes Annual Average Daily Traffic 2 1 ** 11 ** 5700 9200 9600 4 **I ** 11 12800 18600 19300 6 ( ** ** 20200 28000 28900 8 1 ** ! ** !! 27400 1 37300 38600 28000 1 28900 * 1 ** 1 ** 1 20200 file://C ADocuments%20and%20Settings\.Richard%2UGarcia ;Local%?OSettings\Templpreview•.xml 7/23/2003 Page 3 of 5 Multimodal Segment Data Segment # Pave Shldr /Bike Lane Outside Lane Width Pave Cond Side walk Sidewalk Roadway Separation Sidewalk Roadway Protective Barrier Obstacle To Bus Stop Bus Freq Bus Span Service 15 1 (to 5W 1ST AVE) No Wide Typical Yes Typical Yes 1Vo11 15 Yes No 4I 2 (to 5. MIAMI AVE) No Typical Typical Yes1 Typical Pedestrian SubSegment Data I% of Segment Sidewalk Separation B Barrier Segment # 1 2 3 1 2 3 1 2 3 1 0O 1 (to SW 1ST AVE) J 100_[ 4f Yesi' Yes' Typical Typical Yes Ej 2 (to 5. MIAMI AVE) 14 p{ Yes 1111n Typical [ Typical L Yesl No Multimodai LOS Bicycle LOS Pedestrian LOS Bus LOS Segment # Segment I Score nI 3 ( Segment Score I Segment Adj.Bus [ l+ I 4.511Ld cj 3.42 8 4.20 1 (to SW 1ST AVE) L E I 4.761 C cf 3.49 8 4.20 2 (to S. MIAMI AVE) Bicycle LOS 4.63 E Pedestrian LOS 3.46 C Bus LOS 4.20 33 B file://C:\Documents%20and° a20Settin s\Richard%2OGarcia\Local° o20Settings\Temp\preview_xrni 7/23/2003 Page 4 of 5 • • MultiModal Service Volume Tables Bicycle A f B C 1 D r E Hour y Volume In Peak Direction Lanes 1 1f * * 1 250 1 550 >550 2 * 280 500 1100 >1100 3 _ * 420..... ....�[ ......... 740.... 1550. 11 >165.0 4 .230 1 560 990 2200 >2200 * * 420 740 1650 J >1550 Lanes Hourly Volume In Both Directions 2 * * 250 ![ 560 >560 4 11- * 1 280 500 1110 >1110 6 1 420 750 1 1670 >1670 8 230 560 1000 1_, 2220 >2220 * 420 750 1670 >1670 Lanes Annual Average Daily Traffic 2 * * 2700 6100 >6100 4 * 3100 J 5400 12100 >12100 6 * 4600 8100 ( 18100 >18100 8 2500 1 6100 10800 24200 >24200 * * 4600 8100 18100 >18100 Pedestrian A 8 J C D E Hour Lanes Volume In Peak Direction 1 ** 440 900 > 900 *** 2 ** 880 1810 II > 1810 *** 3 ** 1320 2710 > 2710 *** 4 ** 1750 3610 I > 3610 *** ** 1320 2710 > 2710 *** Lanes Hourly Volume In Both Directions 2 1 ** 440 910 > 910 *** 4 ** J 890 1830 > 1830 *** 6 ** I .1330 2740 1 > 2740 *** 8 ** 1780 3650 > 3650 *** j * ** 1330 2740 1 > 2740 *** Lanes Annual Average Daily Traffic 2 ** 1 4800 9900 > 9900 *** 4 • ** 9700 19900 > 19900 *** 6 1 ** 14500 29800 > 29800 *** 8 ** 19300 39700 > 39700 *** * ** 1 14500 1 29800 [ > 29800 *** tile:/'C:\Documents%20and%2OSettings\Richard%2OGarcia'locai%20Settings\Temp\preview.xml 7/33/2003 Page 5 of 5 Bus Lanes 2 c 0 Buses Per Hour In Peak Direction E Lanes 11 2 >6.00 >4.00 > = 3.00 >=2.00 >6.00 Buses In Study Hour in Peak Direction (Wily) >4.00 I > a 3.00 >=2.00 >a 1.00 >=1.00 * Service Volumes for the specific facility being analyzed, based an it of lanes from the segment data screen. ** Cannot be acheived using table input value defaults. *** Not applicable for that level of service letter grade. See generalized tables notes for more details. • file:liC:lDocuments° o20and%20Settings\Richard%20GarciaiLocal%20SetringslTemp`.preview.xml 7/2312003 Page 1 of 5 ARTPLAN 2002 Conceptual Planning Analysis Description/File Information Filename Program J C:1RGA_inc\Projects\03- 007Riverfront_rev\ARTPLANIAP_PM 75T.xml Date Prepared 7/23/2003 ARTPLAN Analyst RGA Arterial Name J Version 5.1.1 Agency FDOT District SIX SW 7th Street Study Period [K100 Begin Intersection SW 2ND AVE End Intersection S. MIAhMI AVE Peak Direction Westbound User Notes RIVERFRONT MUSP STUDY - PM PEAK W/ PROJECT AND COMMITTED TRAFFIC Facility Data Roadway Variables Traffic Variables Control VariablesMult odal Vari tiles Variables Area Type Urbanized AADT 9900 Arrival Type 3 Paved Shoulder/Bike Lane No Class 4 K 0.092 Signals/Mile 4.00 Outside Lane Width Wide Posted Speed Pe 30 D 0.99 Cycle Length 80 Pavement Condition Typical * Thru Lanes 6 jPFIF 0.925 Through g/C 0.58 Sidewalk Yes Median Type Restrictive D Turns Excl. Lanes 12 Control Type Semiactuated Sidewalk/Roadway Separation Typical Left Turn Lanes Yes % Heavy Vehicles 4.4 Sidewalk/Roadway Protective Barrier Yes Base Sat Flow Rate 1900 Obstacle to Bus Stop No Local Adj. Factor 1 Bus Freq 4 Adjusted Sat Flow Rate 1820 Bus Span Of Service 15 file./IC:\Docurrlents%20and° o20Settings.Richard%20Garcia\Local%20Settings\Temp\preview.xml 7/23/2003 Page 2 of 5 • Automobile Segment Data Segment # 1 (to SW 1ST AVE) 2 (to 5. MIAMI AVE) Cycle Length 80 80 g/C 0.711 0.451 Arr. Type # Dir. Lanes 3 3 3 Length 0.13258 0.12311 AADT 252641 Hourly Vol. 2301' FFS 35 14010 1425 35 Median Type 1 Restrictive Restrictive Automobile LOS Segment # 1 (to SW 1ST AVE 2 (to 5. MIAMI AVE) Arterial Length Thru Mvmt Flow Rate 2189 v/c 0.56 0.3 0.55 Control Delay 6.1 16.82 Auto Speed Int. Approach LOS Al 17.3 Speed (mph) 21.6 81I 14.2 Segment LOS 8 C Auto LOS c Automobile Service Volume Tables A B c II D E Lanes Hourly Volume In Peak Direction 1 ** f 270 770 I 900 [ 930 2 ** 610 1 1650 1 1840 1860 3 ** 940 2520 2780 2790 4 ** 1290 I 3400 I 3720 *** * ** 940 2520 I 2780 j 2790 Lanes Hourly Volume In Both Directions 2 ** I 270 1 780 1I 910 940 4 ** 620 1 1660 [ 1860 1880 I 6 ** 950 II 2550 I 2810 i 2820 8 ** I 1300 11 3430 3760 *** * ** 950 I 2550 II 2810 2820 , Lanes Annual Average Daily Traffic 2 ** I 2900 1I 8500 I 9900 I 10200 4 ** I 6700 1 18100 20200 I 20400 6 ** 10300 I 27700 30500 30700 8 ** ) 14100 I 37300 I 40900 1 *** * ** 10300 27700 I 30500 1 30700 • file://C:'Documents%20and%20SettingsiRicbard%20Garcia\Local%20Settings\Temp\preview.xml 7/23/2003 Pace 3 of 5 • Multimodal Segment Data Segment * Pave Shldr /Bike Lane Outside Lane Width Pave Cond Side walk Sidewalk Roadway Separation Sidewalk Roadway Protective Barrier Obstacle To Bus Stop Bus Freq Bus Span Service 1 (to SW 1ST AVE) No Typical Typical Typical] Yes No] 4 I 155 2 (to S. MIAMI AVE) NoJ Typical Typical r Yes Typical Yes No! 4 15 Pedestrian SubSegment Data Segment # 1 (to SW 1ST AVE) 2 (to 5. MIAMI AVE) % of Segment 1 2 3 Sidewalk 1 2 3 100 Yes Yes Separation Typical Typical L 2 3 Barrier 00 Yes Yes Multimodal LOS Bicycle LOS Pedestrian LOS Bus LOS Segment # 1! Segment ( Score 1 1 2 j 3 * Segment Score Segment IAdj.Bus C 3.33 8 4.20 1 (to SW 1ST AVE) E I4.741 C C 2.63 B 4.20 2 (to 5. MIAMI AVE) E [ i 4.55 C C Bicycle LOS 4. y E Pedestrian LOS 3.03 I C 165 Bus LOS 4.20 B • tile://C:1Dacuments%20and%20Settings\Richard%20GarciatLocal%20Settines 3Temp\preview.Xml 7/2312003 Page4of5 MultiModal Service Volume Tables Bicycle A l3 C D I E Lanes Hourly Volume In Peak Direction 1 * * 220 410 1I >410 2 * 220 1 440 820 I >820 3 - * I 330 650 1220 II >1220 4 * I 440 870 1630 >1630 * 330 f 650 II 1220 I >1220 Hourly Volume In Both Directions Lanes if 2 * * 220 II 410 >410 4 * II 220 440 I 820 II >820 6 * 340 660 1240 I >1240 * 440 880 I 1640 II >1640 8 * 340 II 660 1240 >1240 Lanes Annual Average Daily Traffic 2 * * 2400 4500 II >4500 4 * 2400 I 4800 9000 I >9000 6 * I 3600 7200 13400 >13400 9500 I 17900 >17900 8 * 4800 * * 1 3600 7200 13400 II >13400 • Pedestrian A B C 1I o E Lanes J Hourly Volume In Peak Direction [ 1 ** 430 900 > 900 ]I *** 2 ** I 1290 ___I 2680 > 2680 *** 4 ** 1720 3570 I > 3570 I *** * ** 1290 2680 > 2680 I *** II Lanes Hourly Volume In Both Directions 2 ** I 440 910 II > 910 I *** 4 ** I 870 1810 II > 1810 I *** 6 ** 1300 2710 I > 2710 *** 8 ** 1740 I 3610 > 3610 *** ** 1300 2710 > 2710 I *** Lanes Annual Average Daily Traffic 2 ** 4700 9800 > 9800 I *** 4 ** 9400 19600 I > 19600 If *** 6 ** 14100 29400 I > 29400 II *** a ** 18900 1 39200 I > 39200 I *** * ** 14100 I 29400 > 29400 *** file://C:`4Documents%20and%20Settings\Richard%20Garcia\Local° 20Settinas\Templpreview.xml 7i23/2003 Page 5 of 5 Bus A B C 0 E Lanes [ Buses Per Flour In Peak Direction C 2 II >6.00 >4.00 >e3.00 >=2.00 I >=1.00 i Lanes Buses in Study Hour in Peak Direction (Daily) 2 >6.00 >4.00 >=3.00 >=2.00 >=1.00 * Service Volumes for the specific facility being analyzed, based an # of lanes from the segment data screen. ** Cannot be acheived using table input value defaults. *** Not applicable for that level of service letter grade. See generalized tables notes for more details. file://C:\Documents%20and%20Settings\Richard%20GarcialLocal%20Settings\Templpreview.xml 7/23/2003 o • • APPENDIX F • MIAMI RIVERFRONT DEVELOPMENT TRAFFIC IMPACT STUDY APPENDIX F Miami DRI Excerpts THE CORRADINO GROUP • EXCERPTS FROM DOWNTOWN MIAMI DRI INCREMENT 1I TABLE 21.A8 DOWNTOWN MIAMI DRI UPDATE LEVEL OF SERVICE TABLE CLASSI- FICATION TYPE CLASS 4 ARTERIAL 2LU 2LD 4LU 4LD (6LD) 8LC5 FDOT'S 1998 LEVEL OF SERVICE A 0 0 0 0 0 0 0 0 0 0 0 0 C 190 200 447 470 730 920 T2Q 756 1,482 1,560 2,380 2,930 [11 PERSON TRIP LEVEL OF SERVICE E A 800 0.00 0.00 840 0.00 0.00 1,615 0.00 0.00 1,700 0.00 0.00 2,560 0.00 0.00 GROUP 1 FREEWAY GROUP 2 FREEWAY 4LD 6LD 8LD 1OLD 12LD 4LD 6LD 8LD COLD 12LD 1,060 1,720 2,570 1,630 2,630 3,950 2,220 3,590 5,390 2,780 4,490 6,730 3,260 5,270 7,900 3,310 5,080 6,930 8,660 10,160 3,270 1,090 1,710 2,570 1,680 2,630 3,950 5,030 2,290 3,590 5,390 6,860 2,860 4,490 6,740 8,580 3,350 5,270 7,900 10,050 3,140 0.00 0.00 4,090 0.26 w 0.42 6,270 0.26 0.42 C D 0.24 0.90 0.24 0.90 0.28 0.92 0 0.29 (0.93 0.29 0.93 8,550 0.26 0.42 10,690 0.26 0.42 12,540 0.26 0.42 3,600 0.28 0.4T 5,990 0.28 0.44 8,170 0.28 0.44 10,210 0.28 0.44 11,970 - 0.28 0.44 0.63 0.81 0.63 0.81 1.00 1.00 1.00 e 1.00 1.00 0.63 0.81 0.63 0.81 0.63 0.81 0.66 0.84 0.66 0.84 0.66 0.84 0.66 0.84 0.66 0.84 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 NOTES: [1] THE PERSON TRIP LEVEL OF SERVICE IS DERIVED BY DIVIDING THE FDOT'S 1998 LEVEL OF SERVICE BY THE LOS E FOR EACH TYPE OF ROADWAY. N:ITRANPLANIPROJECTS120O11167161TABLES\T9MATRIX.W K4 SOURCE KEITH AND SCHNARS, P.A. TABLE 21.A2 DOWNTOWN MIAMI DRI UPDATE EXISTING VEHICLE ROADWAY CONDITIONS 20-Nov2001 ROADWAY FROM TO DIR (1( FUNCTIONAL CLASSIFICATION FACILITY TYPE EXISTING LANES COUNT STATION (21 COUNT SOURCE AND PERIOD RAW PEAK HOUR PERIOD VOLUME, PEAK SEASON FACTOR AXLE . FACTOR COUNT DATE PEAK HOUR PERIOD VOLUME. (3i PEAK HOUR DIR MAX SERVICE VOL MIAMI MVP- TED . LOS PEAK HOUR DIR LOS BRICKELL AVENUE SW 1 AVENUE WS PRINCIPAL ARTERIAL 3L 5091 FDOT-PM 1,038 1.01 0.98 05/18/99 1,025 3,070 E-1W E SW 1 AVENUE 1.95 WB PRINCIPAL ARTERIAL 3L N/A DTMP-PM 1,500 1.00 0.98 04/17101 1,470 3.070 E-1W E SE 8 STREET BRICKELL AVENUE S. MIAMI AVENUE EB PRINCIPAL ARTERIAL 3L 5096 FOOT -AM 1.368 1.03 0.98 08/03/99 1.381 3.070 E-1W E S. MIAMI AVENUE SW 1 AVENUE E8 PRINCIPAL ARTERIAL 31 N/A W MS -AM 2,238 1.00 0.98 04/25/01 2,193 3,070 E-1W E SW 1 AVENUE 1-95 E8 PRINCIPAL ARTERIAL 41 N/A DTMP-AM 2,281 1.00 0.98 04/17101 2.235 3,770 E-1W E SW 13 STREET BRICKELL AVENUE S. MIAMI AVENUE ES MINOR ARTERIAL 4LU 88 FOOT -AM 860 1.01 0.96 05/18/99 834 1,615 E O WB 434 1.01 0.96 421 1,615 E C S. MIAMI AVENUE SW 1 AVENUE E8 MINOR ARTERIAL 4LU 86 FOOT -AM 860 1.01 0.96 05/18/99 834 1,615 E D WB 434 1.01 0.96 421 1,615 E C SW 1 AVENUE SW 15 ROAD ES MINOR ARTERIAL 4LU 88 OTMP-PM 480 1.01 0.96 05118/94 446 1,615 8 C WB 1,273 1.01 0.96 1.234 1,615 : E D SR 1136R-39S1MACARTHUR CSWY PALM ISLAND ENTR BAYSHORE DRIVE EB PRINCIPAL ARTERIAL 610 9060 FOOT -PM 2,158 1.06 0.99 08/10/99 2,265 5,990 8 8 WB 2,438 1.08 0.99 2,558 5,990 E B BAYSHORE DRIVE N. MIAMI AVENUE ES PRINCIPAL ARTERIAL BLO 2508 FOOT -PM 2,501 1.07 0.99 08/17199 2,649 5,990 E C WB 4.091 1.07 0.99 4,334 5,990 E D N. MIAMI AVENUE 1-95 EB PRINCIPAL ARTERIAL ELD 2508 FOOT -PM 2,501 1.07 0.99 08/17199 2.649 5.990 E C W8 4,091 1.07 0.99 4,334 5,990 E D 1-95 NW 12 AVENUE E8 PRINCIPAL ARTERIAL 8LO 2240 FDOT-AM 5.326 1.10 0.99 06/15/99 5.800 8,170 E 0 WB 4,383 1.10 0.99 4,773 8,170 E C NW 12 AVENUE NW 17 AVENUE E8 PRINCIPAL ARTERIAL 6LO 2208 FDOT-PM 3,864 1.10 0.99 06/15/99 4,208 5,990 E D W8 4,404 1.10 0.99 4.798 5.990 E 0 NW 17 AVENUE NW 27 AVENUE EB PRINCIPAL ARTERIAL 810 2232 FOOT -AM 3,908 1.05 0.99 09/05/00 4,062 8,170 • E C WB 4,568 1.05 0.99 4,748 8,170 E C NW 27 AVENUE NW 37 AVENUE EB PRINCIPAL ARTERIAL 810 2210 FOOT -AM 4,969 1.06 0.99 08/29/00 5,235 8,170 E C W8 4,353 1.06 0.99 4,568 8.170 E C NW 37 AVENUE NW 42 AVENUE ES PRINCIPAL ARTERIAL 6.0 2207 FOOT -AM 3,047 1.05 0.99 091135/00 3,167 5,990 ` E C W8 4,639 1.05 0.99 4,822 5,990 E D NW 42 AVENUE NW 57 AVENUE EB PRINCIPAL ARTERIAL OLD 2198 FDOT-AM 5.961 1.05 0.99 09/12/00 6.196 5.990 E F WE , 5.250 1.05 0.99 5,457 5,990 • E , E )RCE: KEITH AND SCHNARS. P.A. NATRANPLANIPRO,ECTS120011167116TA8LES%11 MATRIX. WK4 20-Nov-2001 IIP TABLE 21.A2 DOWNTOWN MIAMI DRI UPDATE EXISTING VEHICLE ROADWAY CONDITIONS ROADWAY FROM TO DIR 11) FUNCTIONAL CLASSIFICATION FACILITY TYPE EXISTING LANES COUNT STATION (2I COUNT SOURCE AND PERIOD RAW PEAK HOUR PERIOD VOLUME PEAK SEASON FACTOR AXLE FACTOR COUNT DATE E PEAK HOUR PERIOD VOLUME C,HOURK DIR MAX SERVICE VOL MIAMI ADOP- TED LOS PEAK HOUR DIR LO8 TETSTRE T , BRICKELL AVENUE SW 1 AVENUE WB PRINCIPAL ARTERIAL 31. 5091 FDOT-PM 1,036 1.01 0.98 05/18/89 1.025 3,070 E-1W E SW 1 AVENUE 1.95 WB PRINCIPAL ARTERIAL 3L N/A OTMP-PM 1,500 1.00 0.98 04/17/01 1,470 3,070 E-1W E 8E 8 STREET BRICKELL AVENUE S. MIAMI AVENUE EB PRINCIPAL ARTERIAL 3L 5090 FOOT -AM 1.388 1.03 0.98 08/03/99 1.381 3,070 E-1 W E S. MIAMI AVENUE SW 1 AVENUE EE PRINCIPAL ARTERIAL 3L NIA K&S-AM 2,238 1.00 0.98 04/25/01 2,193 3.070 E-1W E SW 1 AVENUE 1-95 EB PRINCIPAL ARTERIAL 41 NIA DTMP-AM 2.281 1.00 0.98 04/17/01 2,235 3,770 E-1W E SW 13 STREET m m m m m rn m m m m m m m m m m m m m 171 m 111 m m BRICKELL AVENUE S. MIAMI AVENUE ES MINOR ARTERIAL 4LU 86 FOOT -AM 860 1.01 0.96 05/18/99 834 1,615 0 WB 434 1.01 0.96 421 1,815 C S. MIAMI AVENUE SW 1 AVENUE EB MINOR ARTERIAL 4LU 86 FDOT-AM 860 1.01 0.96 05/18/99 834 1,615 D we 434 1,01 0.96 421 1,615 C SW 1 AVENUE SW 15 ROAD E8 MINOR ARTERIAL 4LU 86 DTMP-PM 460 1.01 0.96 05/18/99 446 1,815 C we 1.273 1.01 0.96 1.234 1.615 O SR 83611-395IMACARTHUR CSWY PALM ISLAND ENTR BAYSHORE DRIVE EB PRINCIPAL ARTERIAL OLD 9080 FOOT -PM 2,158 1.06 0.99 08/10/99 2,265 5.990 8 we 2.438 1.08 0.99 2,558 5,990 e BAYSHORE DRIVE N. MIAMI AVENUE EB PRINCIPAL ARTERIAL 6LD 2506 FOOT -PM 2,501 1.07 0.99 08/17/99 2.649 5,990 C WB 4.091 1,07 0.99 4,334 5,990 O N. MIAMI AVENUE 1-95 EB PRINCIPAL ARTERIAL 6L0 2506 FDOT-PM 2.501 1.07 0.99 08/17/99 2.649 5.990 C WB 4.091 1.07 0.99 4,334 5.990 0 1-95 NW 12 AVENUE E8 PRINCIPAL ARTERIAL 8LD 2240 FDOT-AM 5.326 1.10 0.99 08/15/99 5.800 8.170 0 we 4.383 1.10 0.99 4.773 8,170 C NW 12 AVENUE NW 17 AVENUE EB PRINCIPAL ARTERIAL 610 2208 FDOT-PM 3.864 1.10 0.99 06/15/99 4.208 5.990 0 WB 4,404 1,10 0.99 4.796 5,990 0 NW 17 AVENUE NW 27 AVENUE EB PRINCIPAL ARTERIAL 8LD 2232 FDOT-AM 3.908 1.05 0.99 09/05/00 4.062 6,170 C WB 4.568 1.05 0.99 4.748 8.170 C NW 27 AVENUE NW 37 AVENUE E8 PRINCIPAL ARTERIAL 8LD 2210 FOOT -AM 4.989 1.06 0.99 06/29/00 5,235 8.170 C WB 4.353 1.08 0.99 4.568 8,170 . C NW 37 AVENUE NW 42 AVENUE E8 PRINCIPAL ARTERIAL OLD 2207 FDOT-AM 3.047 1.05 0.99 09/05/00 3,167 5.990 C WB 4,639 1.05 0.99 4,822 5.990 O NW 42 AVENUE NW S7 AVENUE EB PRINCIPAL ARTERIAL 6LD 2198 FOOT -AM 5.961 1.05 0.99 09/12/00 6.196 5.990 F W WB 5.250 1.05 0.99 5,457 5.990 E RCE: KEITH AND SCHNARS, P.A. N:1TRANP ANIPRO JECTS12001N67181TA8LES111MATRJX.WK4