HomeMy WebLinkAboutArticle III - Tab 2 - Traffic Impact Analysis•
TOWER TWENTY-SEVEN
TRAFFIC IMPACT ANALYSIS
Prepared for
COBALT DEVELOPMENT GROUP
80 SW 8th Street
Suite 200
Miami, Florida 33.130
by
Jackson M. Ahlstedt, P.E.
46 N.W. 94th Street
Miami Shores, Florida 33150
(305) 754-8695
JULY 2003
ckston M. Ahistedt, RE.
lorida Registration #28258
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TABLE OF CONTENTS
1.0 INTRODUCTION 1
2.0 PURPOSE OF STUDY 3
3.0 STUDY AREA 3
4.0 EXISTING CONDITIONS 5
4.1 EXISTING ROADWAY CONDITIONS 5
4.2 EXISTING SIGNAL TIMING 6
4.3 EXISTING TRAFFIC COUNTS 6
4.3.1 PEAK HOURS 12
4.3.2 PREVAILING TRAFFIC CONDITIONS 15
4.4 MASS TRANSIT 17
4.5 EXISTING LEVEL OF SERVICE 17
5.0 TRIP GENERATION 30
6.0 TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT 24
7.0 PROGRAMMED AND PLANNED ROADWAY IMPROVEMENTS 26
8.0 FUTURE TRAFFIC CONDITIONS WITHOUT THE PROJECT 27
9.0 FUTURE CONDITIONS WITH PROJECT TRAFFIC 33
10.0 ON -STREET PARKING 38
11.0 PEDESTRIANS 3.8
12.0 PROJECT SITE PLAN 38
12.1 PROJECT DRIVEWAYS 38
12.2 PROJECT LOADING DOCK 39
12.3 PEDESTRIAN ACCESS 39
13.0 CONCLUSIONS 39
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LIST OF TABLES
TABLE 1
PROJECT DATA 1
TABLE 2
YEAR 2001 AVERAGE ANNUAL DAILY TRAFFIC (AADT)
VOLUMES IN VEHICLES PER DAY (VPD) 7
TABLE 3
YEAR 2001 WEEKLY ADJUSTMENT FACTORS 8
TABLE 4
YEAR 2001 WEEKLY AXLE ADJUSTMENT FACTORS 8
TABLE 5
SEASONAL ADJUSTMENT FACTORS 9
TABLE 6
EXISTING TRAFFIC
SW 27TH AVENUE BETWEEN SW 27TH TERRACE AND SW 27TH STREET 10
TABLE 7
EXISTING TRAFFIC
SW 27TH AVENUE 11
TABLE 8
EXISTING AM & PM PEAK HOUR TURNING MOVEMENT COUNT DATA 16
TABLE 9
EXISTING INTERSECTION LEVEL OF SERVICE
WEEKDAY PEAK HOUR CONDITIONS 17
TABLE 10
EXISTING LINK LEVEL OF SERVICE 18
TABLE 11
EXISTING SITE TRAFFIC 20
TABLE 12
PROJECT TRAFFIC 21
TABLE 13
FINAL EXTERNAL PROJECT TRAFFIC 22
TABLE 14
NET FINAL EXTERNAL TRAFFIC 23
TABLE 15
PEAK HOUR PROJECT TRIP DISTRIBUTION 24
TABLE 16
PROGRAMMED AND PLANNED IMPROVEMENTS 26
TABLE 17
ANNUAL AADT GROWTH RATES 27
TABLE 18
FUTURE PEAK HOUR INTERSECTION VOLUMES WITHOUT THE PROJECT 29
TABLE 19
FUTURE INTERSECTION LOS W/O THE PROJECT
WEEKDAY PEAK HOUR CONDITIONS 30
TABLE 20
FUTURE LINK LEVEL OF SERVICE WITHOUT THE PROJECT 31
TABLE 21
FUTURE PEAK HOUR INTERSECTION VOLUMES WITH THE PROJECT 34
TABLE 22
FUTURE INTERSECTION LOS WITH THE PROJECT
WEEKDAY PEAK HOUR CONDITIONS 35
TABLE 23
FUTURE LINK LEVEL OF SERVICE WITH THE PROJECT 36
TABLE 24
AM AND PM PEAK HOUR DRIVEWAY VOLUMES 39
TABLE 25
INTERSECTION LEVEL OF SERVICE SUMMARY
WEEKDAY PEAK HOUR CONDITIONS 40
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LIST OF FIGURES
FIGURE 1
PROJECT LOCATION 2
FIGURE 2
STUDY AREA 4
FIGURE 3
PEAKING CHARACTERISTICS
SW 27TH AVENUE BETWEEN SW 27TH TERRACE & SW 27TH STREET 13
FIGURE 4
PEAKING CHARACTERISTICS
SW 27TH AVENUE SOUTH OF SOUTH DIXIE HIGHWAY 14
FIGURE 5
EXISTING LEVELS OF SERVICE 19
FIGURE 6
AM AND PM PEAK HOUR PROJECT TRAFFIC 25
FIGURE 7
FUTURE LEVELS OF SERVICE WITHOUT PROJECT 32
FIGURE 8
FUTURE LEVELS OF SERVICE WITH PROJECT 37
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EXECUTIVE SUMMARY
The proposed Tower Twenty-seven project is a single phase mixed -use project
consisting of approximately 181 condominium dwelling units plus 6,400 square feet of
retail space. The project includes approximately 305 on -site parking spaces.
The site is located in the City of Miami on the south side of SW 27th Street between
SW 27th Court and SW 27th Avenue. Currently, the site is occupied by the Latin
America Restaurant, its corporate offices, retail space and a duplex.
The project will result in a net increase of approximately 44 vehicles per hour in the AM
peak hour and 55 vehicles per hour in the PM peak hour. Based upon FDOT data, this
is approximately 0.9% of the total two-way AM peak hour volume on South Dixie
Highway and approximately 1.2% of the total two-way PM peak hour volume.
Vehicular access to the project is restricted to one driveway connecting to SW 27th
Street.
Two types of level of service analysis were conducted. The first type of analysis
included intersection and roadway Zink 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, southbound traffic operations on the
section of SW 27th Avenue immediately north of 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 in the
vicinity 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.
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1.0 INTRODUCTION
The Tower Twenty-seven project is a single phase development consisting of
condominium units, retail space and parking. As shown in Figure 1, the site is located on
the south side of SW 27th Street between SW 27th Court and SW 27th Avenue, The
proposed development is summarized in Table 1.
TABLE 1
PROJECT DATA
RESIDENTIAL
CONDOMINIUM
181
DU
RETAIL
6,400
SF
PARKING
305
SPACES
The project consists of condominium units and retail space with associated parking.
Access consists of a two-way driveway connecting to SW 27th Street.
For purposes of this traffic impact analysis, build -out has been estimated to occur by the
year 2005.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 1
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FIGURE 1
PROJECT LOCATION
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 2
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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 ofwhetherthe 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: Coral Way (SW 22nd Street) as the
northern boundary, SW 28th Terrace as the southern boundary, theoretical SW 24th
Avenue as the eastern boundary, and SW 32nd 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 27th Street and SW 27th Avenue
SW 27th Street and SW 32nd Avenue
The roadway links include the following:
South Dixie Highway from SW 32nd Avenue to SW 22nd Avenue
SW 27th Avenue from SW 28th Terrace to Coral Way
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 3
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FIGURE 2
STUDY AREA
JACKSON M. AHLSTEOT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 4
fir
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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), and SW 27th Street. 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 SW 27th Street.
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 tum 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.
TOWER TWENTY-SEVEN
July 7, 2003
Page 5
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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 Il.
SW 27th Street
SW 27th Street is a two lane roadway. The cross-section consists of one lane in each
direction plus a grassed swale. SW 27th Street is classified as a local roadway. Traffic
on SW 27th Street is controlled by an eastbound stop sign at the intersection with SW 27th
Avenue, a four-way stop at SW 30th Avenue and a signalized intersection at SW 32nd
Avenue.
There is an offset in the east and west legs of the intersection of SW 27th Street and SW
27th Avenue.
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 Tablet.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 6
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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
50,500
SB
50,000
100,500
5201
SR 5/US-1, 200' NORTH OF SW 27TH
AVE
NB
51,000
SB
52,000
103,000
5120
SR 9/SW 27TH AVE, 200' NORTH OF
SR 5/US-1
NB
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 and 7.
Turning movement counts were obtained as follows:
• At the intersection of SW 27th Avenue and SW 27th Street on Tuesday, May 6,
2003 between 7:00 AM and 9:00 AM.
• At the intersection of SW 27th Avenue and SW 27th Street on Wednesday, May 7,
2003 between 7:00 AM and 9:00 AM and between 4:00 PM and 6:00 PM.
• At the intersection of SW 32nd Avenue and SW 27th Street on Thursday, May 8,
2003 between 7:00 AM and 9:00 AM and 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 8.
JACKSON M. A}4LSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 7
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Weekly Volume Factors
Weekly volume factors to adjust raw count data to Average Annual Daily Traffic (AADT)
volumes were obtained from FDOT 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
1tilEEK
E% 1 MATE
END DATE
FA TOR
, .:'
18
4/29/01
5/5/01
0.99
19
5/6/01
5/12/01
0.99
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 SR9/27th Avenue were used.
These factors are shown in Table 4.
TABLE 4
YEAR 2001 WEEKLY AXLE ADJUSTMENT FACTORS
WEEK
BEGIN I ATE
END DATE '
TOR
18
4/29/01
5/5/01
0.95
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
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 8
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(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
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 Tess
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. AMLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 9
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TABLE 6
EXISTING TRAFFIC
SW 27TH AVENUE BETWEEN SW 27TH TERRACE AND SW 27TH STREET
RAW DATA
NORTHBOUND
SOUTHBOUND
2-WAY
ADT
13,881
14,109
27,990
AM PEAK HOUR
880
910
1,790
MID -DAY PK HR
970
941
1,911
PM PEAK HOUR
929
967
1,896
WEEKLY ADJUSTMENT FACTOR
0.99
AXLE ADJUSTMENT FACTOR
0.95
ADJUSTED DATA
NORTHBOUND
SOUTHBOUND
2-WAY
AADT
13,100
13,300
26,300
AM PEAK HOUR
830
860
1,680
MID -DAY PK HR
910
890
1,800
PM PEAK HOUR
870
910
1,780
PERCENTAGE OF
DAILY TRAFFIC
DIRECTIONAL DISTRIBUTION
NORTHBOUND
SOUTHBOUND
AADT
N/A
50%
51%
AM PEAK HOUR
6.39%
49%
51
MID -DAY PK HR
6.84%
51%
49%
PM PEAK HOUR
6.77%
49%
51%
K(100)
7.03%
51%
49%
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 10
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TABLE 7
EXISTING TRAFFIC
SW 27TH AVENUE SOUTH OF SOUTH DIXIE HIGHWAY
RAW DATA
NORTHBOUND
SOUTHBOUND
2-WAY
ADT
13,647
15,814
29,461
AM PEAK HOUR
914
1,049
1,963
MID -DAY PK HR
1,145
1,260
2,405
PM PEAK HOUR
1,029
1,185
2,214
WEEKLY ADJUSTMENT FACTOR
0.99
AXLE ADJUSTMENT FACTOR
0.95
ADJUSTED DATA
NORTHBOUND
SOUTHBOUND
2-WAY
AADT
12,800
14,900
27,700
AM PEAK HOUR
860
990
1,850
MID -DAY PK HR
1,080
1,190
2,260
PM PEAK HOUR
970
1,110
2,080
PERCENTAGE OF
DAILY TRAFFIC
DIRECTIONAL DISTRIBUTION
NORTHBOUND
SOUTHBOUND
AADT
N/A
46%
54%
AM PEAK HOUR
6.68%
46%
54%
MID -DAY PK HR
8.16%
48%
53%
PM PEAK HOUR
7,51 %
47%
53%
K(100)
8.38%
48%
53%
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 11
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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.
SW 27th Avenue
The peaking characteristics of SW 27th Avenue between SW 27th Terrace and SW 27th
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 6.39% beginning at 7:30am
• A mid -day peak of approximately 6.84% beginning at 1:30pm
• A PM Peak of approximately 6.77% beginning at 2:30pm
The K100 for this section of roadway was estimated to be 7.03%. The D factor for this
section of roadway was estimated to be 50.56%.
The peaking characteristics of SW 27th Avenue south of South Dixie Highway are
presented graphically in Figure 4. As can be seen from Figure 4, 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%.
JACKSON M. AHLSTEDT, F.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 12
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7.
6.
0
LT.
u_ 5.
>-
4.
*47(
0
LL
W3.
0 2.
uJ
a.
1.
SW 27TH AVENUE
BETWEEN SW 27TH TERRACE T SW 27TH STREET
Ph -
allilia
1111
1111111111
)4Y0
1
I
II
v. -.
1
11
1%
111
i
1%
,€
Il
1
1 ,
11111
,
,
1
,
ill
.......
,
,
1
.
0:00
5:00
10 00 15 00
HOUR BEGINING
20 00
FIGURE 3
PEAKING CHARACTERISTICS
SW 27TH AVENUE BETWEEN SW 27TH TERRACE & SW 27TH STREET
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 13
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10,00%
8.00%
0
LL
iL
6.00%
0
0 4,00%
0
LU
a. 2.00%
SW 27TH AVENUE
SOUTH OF SOUTH DIXIE HIGHWAY
5:00
10 00 15 00 20 00
HOUR BEGINING
FIGURE 4
PEAKING CHARACTERISTICS
SW 27TH AVENUE SOUTH OF SOUTH DIXIE HIGHWAY
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2903
Page 14
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4,3.2 PREVAILING TRAFFIC CONDITIONS
This section descri bes the traffic conditions on selected roadways and at selected
intersections in the study area.
South Dixie Highway
Although heavy during peak hours, traffic flow on the section of South Dixie Highway in the
study area is reasonably acceptable. Signal progression appears to be good.
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.
SW 27th Street
Due to the minimal amount of traffic, traffic flow on SW 27th Street is good. Congestion
is naturally evident due to operational difficulties on SW 27th Avenue during peak hours.
SW 27th Street appears to provide some opportunities for traffic to by-pass congestion at
the intersection of South Dixie Highway and SW 27th Avenue. This is evidenced by a
significant amount of southbound left turns from SW 27th Avenue to SW 27th Street as
well as a significant percentage of traffic on SW 27th Street attempting to cross SW 27th
Avenue.
Due to the significant amount of thru traffic on SW 27th Street, the offset in the intersection
of SW 27th Street and SW 27th Avenue poses some operational difficulties. Coupled with
the short northbound SW 27th Avenue left turn lane; operations at this intersection
become chaotic at times.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7; 2003
Page 15
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TABLE 8
EXISTING AM & PM PEAK HOUR TURNING MOVEMENT COUNT DATA
r�
50
774
94
.W 27 STREET & SW 27
VENUE
138
52
36
28
23
61
36
682
22
W 27 STREET & SW 32
VENUE
40
42
43
39
40
61
9
370
38
33
458
46
'
[
P r
-..
K (`§`.`,``k
e�"�
i 4
0;.v.
HZYs2ix
Y' •�!
,C,
„l�
', 8 .4 Y
SW 27 STREET & SW 27
AVENUE
102
16
31
31
63
103
38
703
15
41
678
157
SW 27 STREET & SW 32
AVENUE
30
34
22
65
68
52
20
520
27
46
521
35
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.
JACKSON M. AHLSTEOT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 16
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4A 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 9 and on Figure 5. 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 SW 32nd Street and SW 24th 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 10.
TABLE 9
EXISTING INTERSECTION LEVEL OF SERVICE
WEEKDAY PEAK HOUR CONDITIONS
SW 27 STREET & SW 27 AVENUE
SW 27 STREET & SW 32 AVENUE
B
B
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 17
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TABLE 10
EXISTING LINK LEVEL OF SERVICE
South Dixie Highway
SW 32nd Ave
SW 22nd Ave
AM=F PM=F
ARTPLAN LOS CRITERIA
PEAK HOUR
LOS
A
B
c
E
MAXIMUM PEAK HOUR
DIRECTIONALVOLUME
(VPH)
AM Peak H our Directional
Service Volume (VPH)
NA
2290
3840
4150
NA
4,683
PM Peak Hour Directional
Service Volume (VPH)
NA
2290
3840
4150
NA
4,683
SW 27th Avenue
Bird Ave
Coral Way
AM=F PM=F
ARTPLAN LOS CRITERIA
PEAK HOUR
LOS
A
B
c
D
E
MAXIMUM PEAK HOUR
DIRECTiONALVOLUME
(VPH)
AM Peak Hour Directional
Service Volume (VPH)
NA
NA
NA
NA
480
1,273
PM Peak Hour Directional
Service Volume (VPH)
NA
NA
NA
510
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 G/C of 0.69.
3.) Maximum peak hour directional volumes are calculated from year2001 FOOT data for count station
5201 (AADT = 103,000; K= 8.17%; and, D = 53.49%) and escalated by 2% per year for two years.
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.
3.) Maximum peak hour directional volumes are calculated from 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.
JACKSON M. AHL.STEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 18
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LEGEND
BIC LINK PEAK HOUR LOS AM/PM
(B/C)
INTERSECTIONPEAK HOUR LOS AM/PM
SW 32 AVENUE
27 STREET
SW 27RVENUE
<BIB>
27 TERRACE
NEfRORALL
STATION
28 T"ERR
COCONUT AVENUE
FIF
t0
5
S
TRADE AVENU
w
t
NTS
FIGURE 5
EXISTING LEVELS OF SERVICE
JACKSON Ml. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 19
•
•
•
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, 6th Edition.
The number of vehicular trips generated by the existing on -site development was
estimated based on the total number of apartment units, using data for ITE Land Use Code
220 plus the number of retail trips, using data for ITE Land Use Code 814 plus the number
of office trips, using data for ITE Land Use Code 714 plus the number of restaurant trips,
using data for ITE Land Use Code 832. These trips are the total number of vehicular trips
generated by the existing on -site development.
TABLE 11
EXISTING SITE TRAFFIC
WEEKDAY
IN
73
43
11
301
416
VPD
OUT
73
43
11
301
416
VPD
TOTAL
146
85
21
601
832
VPD
AM PEAK HOUR OF ADJACENT STREET
IN
1
2
4
22
25
VPH
OUT
4
3
0
21
27
VPH
TOTAL
4
5
4
43
52
VPH
PM PEAK HOUR OF ADJACENT STREET
IN
13
6
1
30 50
VPH
OUT
7
7
5
20
34
VPH
TOTAL
20
13
6
50
83
VPH
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 20
0
•
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 retail trips,
using data for ITE Land Use Code 814. These trips are the total number of vehicular trips
generated by the project before adjusting for internal trips, and pedestrian and mass transit
trips.
WEEKDAY
IN
OUT
TOTAL
TABLE 12
PROJECT TRAFFIC
539
539
1,078
AM PEAK HOUR OF ADJACENT STREET
IN
OUT
TOTAL
14
68
82
PM PEAK HOUR OF ADJACENT STREET
IN
OUT
TOTAL
67
33
100
130
130
260
7
9
17
20
21
41
669
669
1,338
77
98
87
54
141
VPD
VPD
VPD
VPH
VPH
VPH
VPH
VPH
VPH
Because of its proximity to MetroRail 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
distributed throughout the study area as vehicle trips.
Table 13 summarizes external trips for the project after accounting for modal splits.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 21
•
r
TABLE 13
ANAL EXTERNAL PROJECT TRAFFIC
AM PEAK HOUR OF ADJACENT STREET
IN
13
7
20
VPD
OUT
65
9
74
VPD
TOTAL
78
16
93
VPD
PM PEAK HOUR OF ADJACENT STREET
IN
64
19
83 VPH
OUT
31
20
52
VPH
TOTAL
95
39
134
VPH
As can be seen from Table 13, the estimated number of vehicle trips entering the project
during the AM peak hour is 20 vph. The estimated number of vehicle trips leaving the
project during the AM peak hour is 74 vph.
The estimated number of vehicle trips entering the project during the PM peak hour is 83
vph. The estimated number of vehicle trips leaving the project during the PM peak hour
is 52 vph.
The net additional traffic introduced into the area was calculated by subtracting the
existing site traffic from the project traffic. This is presented in Table 14.
JACKSON M. AHLSTEDT, P.E,
TOWER TWENTY-SEVEN
July 7, 2003
Page 22
•
•
TABLE 14
NET FINAL EXTERNAL TRAFFIC
WEEKDAY
IN
669
636
416
395
240
VPD
OUT
669
636
416
395
240
VPD
TOTAL
1,338
1,271
832
791
480
VPD
AM PEAK HOUR OF ADJACENT STREET
IN
21
20
25
OUT
77
74
27
TOTAL
98
93
52
24 (4)
26 48
50 44
VPH
VPH
VPH
PM PEAK HOUR OF ADJACENT STREET
IN
87
83
50
47
35
VPH
OUT
54
52
34
32
20
VPH
TOTAL
141
134
83
79
55
VPH
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 23
•
•
6.0 TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT
The project site is located in Traffic Analysis Zone (TAZ) 1069 (note that this is the new
zone numbering system). The cardinal distribution of the traffic within TAZ 1069 was
obtained from Miami -Dade County. The distribution is as follows:
North -Northeast
East -Northeast
East -Southeast
South -Southeast
South -Southwest
West -Southwest
West -Northwest
North -Northwest
16.96%
16.73%
3.17%
3.48%
6.96%
15.65%
17.25%
19.79%
The distribution of AM and PM project trips is summarized in Table 15. Based upon this
trip distribution, the project trips were assigned to the roadway network. This is shown in
Figure 6.
TABLE 15
PEAK HOUR PROJECT TRIP DISTRIBUTION
NORTH
NNW
19.79%
9
(1)
9
11
7
4
NNE
16.96%
7
(1)
8 9
6 3
EAST
ENE
16.73%
7 (1)
8 9
6 3
ESE
3.17%
0
2 2
SOUTH
SSE
3.48%
2 0
2 2
SSW
6.96%
3 0
3 4
2 1
WEST
WSW
15.65%
7 (1)
7
9
6 3
WNW
17.25%
8 (1)
8
10
6 3
TOTAL
99.99%
44 (4)
48
55
35 20
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 24
•
o
22/6
27 STREET
w
M
ti
04
SW 32 AVENUE
I
Al
-2/14-)P
LEGEND
10/10 AM/PM PEAK HOUR 27 TERRACE
NET PROJECT TRAFFIC
,O,TNp1��ti
w
w
1-
co
z
0
ce
t12
NTS
-1/6
Mr I HORA1L
STATION
28 TERR
.AI3 COCONUT AVENUE
WHITEHEAD STREET
CENTER STREET
TRADE AVENUE
1-
d
8/3
FIGURE 6
AM AND PM PEAK HOUR PROJECT TRAFFIC
JACKSON M. AHLSTEDT, P,E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 25
•
•
7.0 PROGRAMMED AND PLANNED ROADWAY IMPROVEMENTS
Programmed and planned improvements in or near the study area were identified using
the Metro -Dade Final Draft Transportation Improvement Program (TIP), 2004. These
improvements are detailed in Table 16. None of these improvements add capacity to the
transportation system.
SR 9/SW 27
Avenue
TABLE 16
PROGRAMMED AND PLANNED IMPROVEMENTS
SW 28th Lane
SW 8th Street
Access
Improvements
2005
SW 32 Avenue
@ SW 27th Street
Traffic Signal CST 2003-
Designed 2008
SW 32 Avenue
@ SW 28th Street
Traffic Signal CST 2003-
Designed 2008
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 26
•
•
•
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 17.
`F.
5200
5201
5120
TABLE 17
ANNUAL AADT GROWTH RATES
VOLUMES IN VEHICLES PER DAY (VPD)
SR 5/US-1, 200' SOUTH OF SW
27TH AVE
70,770
89,500 100,500
1.41%
SR 5/US-1, 200' NORTH OF SW ( 79,428
27TH AVE
109,000 103,000
1.04%
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 FOOT 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 following projects:
• Grovenor
Table 18 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
analysis.
The intersection level of service for the future traffic volumes without the project are shown
in Table 19 and on Figure 7. The analysis shows a slight deterioration in the intersection
level of service during the AM peak hour. In general, the values are the same as those for
the year 2003. The intersection level of service analyses are included in Appendix B.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 27
o
II
The link level of service analysis for future AM and PM peak hour directional traffic
conditions was performed on the previously identified roadway link. These results are
summarized in Table 20.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 28
•
•
•
TABLE 18
FUTURE PEAK HOUR INTERSECTION VOLUMES WITHOUT THE PROJECT
A .i.� ,;,.[,
?
ii
k
yM
3 93
"t +
e....R.
.f���..[:.
.l i
. ..E✓.
,bx ,"' THRU .:`W
Sys �y
14
4i.r
# "
,..<..r. rc .., r ..
SW 27 STREET & SW 27
AVENUE
143
55
37
20
24
64
37
720
23
51
98
SW 27 STREET & SW 32
AVENUE
41
43
44
40
41
64
9
385
39
34
47
FUN.- '.
�y
F=.-....-.. 1
2
y _
cr..i3.:3'F
�' z-
$:..",.
w
vy
Y" ..
x
ti: ,�-„vhg.�...-
RU
f3H ,,
it
HRU
RICH
,., E
.
T � ,..._?
`
SW 27 STREET & SW 27
AVENUE
3
106
16
32
32
66
107
39
737
15
42
716
164
SW 27 STREET & SW 32
AVENUE
31
35
23
68
71
55
21
541
28
47
542
36
Note: Data has been adjusted to reflect AM and PM peak hour volumes for Average
Annual Daily Traffic conditions,
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 29
•
•
TABLE 19
FUTURE INTERSECTION LOS W/O THE PROJECT
WEEKDAY PEAK HOUR CONDITIONS
SW 27 STREET & SW 27 AVENUE
F
F
SW 27 STREET & SW 32 AVENUE
B
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 30
•
•
•
TABLE 20
FUTURE LINK LEVEL OF SERVICE WITHOUT THE PROJECT
South Dixie Highway
SW 32nd Ave
SW 22nd Ave
AM=F PM=F
ARTPLAN LOS CRITERIA
PEAK HOUR
A
LOS
C D
E
MAXIMUM PEAK HOUR
DIRECTIONALVOLUME
(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
SW 27th Avenue
Bird Ave
Coral Way
AM=F PM=F
ARTPLAN LOS CRITERIA
PEAK HOUR
LOS
A B C
D
MAXIMUM PEAK HOUR
DI RECTIONALVOLUME
(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 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 FDOTdata 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.
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 tying a cycle length
of 140 seconds and average G/C of 0.69.
3.) Maximum peak hour directional volumes are calculated from yea r 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.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 31
LEGEND
B/C LINK PEAK HOUR LOS AM/PM
INTERSECTIONPEAK HOUR LOS AM/PM
SW 32 AVENUE
27 STREET
SW 27 AVENUE
5�v�px`�N�GN
ce
27 TERRACE
FIF)
F/F
.&T QRAEL
s U,TEON
26 TERR
COCONUT AVENUE
F/F
WHITEHEAD STREET
TRADE AVENUE
t
NTS
FIGURE 7
FUTURE LEVELS OF SERVICE WITHOUT PROJECT
JACKSON M, AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 32
•
•
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 15). Table 21 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 22 and on Figure 8. 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 23.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 33
•
•
TABLE 21
FUTURE PEAK HOUR INTERSECTION VOLUMES WITH THE PROJECT
x - rf'- '€
�f �`
'7 '-f s' +—i
f& a<*-y%
,'
-rt.x--.�t�,•
.ate `
a¢*'-� 5.
.A�
�
'"*.. 2.s._ o
'
�
..,-,
.. ..,
.
,
9 i
.W 27 STREET & SW 27
VENUE
151
63
45
29
23
64
36
720
23
51
811
97
.W 27 STREET & SW 32
VENUE
41
43
44
46
41
81
9
385
39
32
477
47
1..;?h ''F"rL
'.rev£
�
A AK I$OU eP� Rom'
F
® 5
_ :.•
{
. -
.,s
ff _ .._.
_¢w"�7..
._
vf�t+'
'1'iK-..5y"a.;,,'-,>t�'y E" •'v yyy
6 �. -
�c
r W 27 STREET & SW 27
VENUE 109
19
36
32
72
107
44
737
15
42
716
170
.W 27 STREET &SW 32
-VENUE 31
35
23
70
71
62
21
541
33
60
542
36
Note: Data has been adjusted to reflect AM and PM peak hour volumes for Average
Annual Daily Traffic conditions.
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 34
•
•
TABLE 22
FUTURE INTERSECTION LOS WITH THE PROJECT
WEEKDAY PEAK HOUR CONDITIONS
P
SW 27 STREET & SW 27
AVENUE
SW 27 STREET & SW 32
AVENUE
0
0 0 0 0 0 0
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 35
•
•
•
TABLE 23
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
D
E
MAXIMUM PEAK HOUR
DIRECTIONALVOLUME
(VPH)
AM Peak H our Directional
Service Volume (VPH)
NA
2290
3840
4150
NA
4871
PM Peak Hour Directional
Service Volume (VPH)
NA
2290
3840
4150
NA
4876
'RE
SW 27th Avenue
Bird Ave
Coral Way
AM=F PM=F
ARTPLAN LOS CRITERIA
PEAK HOUR
LO S
A
8
c
D
E
MAXIMUM PEAK HOUR
DIRECTIONALVOLUME
(VPH)
AM Peak Hour Directional
Service Volume (VPH)
NA
NA
NA
NA
480
1343
PM Peak Hour Directional
Service Volume(VPH)
NA
NA
NA
510
550
1339
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 Sery ice 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; }@ 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 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.
3.) Maximum peak hour directional volumes are calculated from year2001 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
and includes committed development traffic and project traffic,
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 36
•
•
•
LEGEND
B/C LINK PEAK HOUR LOS AM/PM
NTERSECTIONPEAK HOUR LOS AM/PM
SW 32 AVENUE
27 STREET
50P9\xlrc
27 TERRACE
F!F
METRO? AL
STATION
28 TER
COCONUT AVENUE
F/F
WH3TEHE D STREET
CC
w
TRADE AVENUE
NTS
FIGURE 8
FUTURE LEVELS OF SERVICE WITH PROJECT
JACKSON M. AHLSTEDT, F.E.
TOWER TWENIY-SEVEN
July 7, 2003
Page 37
•
•
•
10.0 ON -STREET PARKING
There are metered parking spaces on the north side of SW 27th Street and both sides of
SW 27th Avenue adjacent to the site.
The project may result in the elimination of a minimal amount of existing on -street parking
spaces on the south side of SW 27th Street.
The project will construct some 305 on -site parking spaces. Parking will be provided for
residents, employees and visitors to the site.
11.0 PEDESTRIANS
Some 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 SW 27th Terrace.
There are existing sidewalks on either side of SW 27th Avenue adjacent to the site.
The proposed project will not significantly impact pedestrian movements along SW 27th
Street or SW 27th Avenue. Pedestrian circulation along SW 27th Avenue is enhanced by
not having any curb cuts on that street.
12.0 PROJECT SITE PLAN
Traffic and transportation aspects of the proposed site plans were reviewed and analyzed.
12.1 PROJECT DRIVEWAYS
The proposed project includes one driveway connecting to SW 27th Street.
Table 24 summarizes the AM and PM peak hour driveway volumes anticipated at the
service points.
JACKSON M. AHLSTEOT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 38
•
•
•
TABLE 24
AM AND PM PEAK HOUR DRIVEWAY VOLUMES
IN VEHICLES PER HOUR (VPH)
20
74
83
52
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 peak hour 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 peak hour indicates that there is better than a 99%
probability that the system queue should not exceed 2 vehicles.
Analysis of potential inbound queues for the PM peak hour indicates that there is better
than a 99% probability that the system queue should not exceed 2 vehicles. Analysis of
potential outbound queues for the PM peak hour 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 site plan a loading dock area internal to the parking garage. The loading
dock includes two berths, which should be adequate to serve the project. Access to the
lading dock is through the parking garage and uses the same driveway on SW 27th Street.
12.3 PEDESTRIAN ACCESS
The site plan provides pedestrian access to SW 27th Avenue and SW 27th Street. The
residential access is provided to both SW 27th Street and SW 27th Avenue. Pedestrian
access to the retail space is from SW 27th Avenue.
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
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 39
•
southbound SW 27th Avenue north of 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 southbound SW 27th Avenue north of South Dixie
Highway is the result of needing to provide as much green lime 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 link 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 25.
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.
TABLE 25
INTERSECTION LEVEL OF SERVICE SUMMARY
WEEKDAY PEAK HOUR CONDITIONS
SW 27 STREET & SW 27
AVENUE
N/A
N/A
SW 27 STREET & SW 32
AVENUE
N/A
N/A
JACKSON M. AHLSTEDT, P.E.
TOWER TWENTY-SEVEN
July 7, 2003
Page 40
•
•
•
APPENDIX A
Existing Intersection
Levels of Service
•
•
•
HCS2000: Signalized Intersections Release 4.1c
Analyst: J. AHLSTEDT
Agency:
Date: 7/7/2003
Period: AM PEAK HOUR
Project ID: TOWER 27
E/W St: SW 27TH STREET
Inter.: 6156
Area Type: All other areas
Jurisd:
Year : EXISTING
N/S St: SW 32ND AVENUE
SIGNALIZED INTERSECTION SUMMARY
I Eastbound ! Westbound 1 Northbound I Southbound
I L T R L T R I L T R I L T R
1 I 1
No. Lanes I 0 1 0 0 1. 0 I 0 1 0 1 0 1 0
LGConfig 1 LTR LTR I LTR 1 LTR
Volume 140 42 43 39 40 61 19 370 38 133 458 46
Lane Width I 12.0 12.0 1 12.0 1 12.0
RTOR Vol ! 0 1 0 1 0 I 0
Duration 0.25 Area Type: All other areas
Signal Operations
Phase Combination 1 2 3 4 5 6 7 8
EB Left A NB Left P
Thru A Thru P
Right A Right 2
Peds Peds
WE Left A SE Left P
Thru A Thru P
Right A Right P
Peds Peds
NB Right EB Right
SB Right WE Right
Green 13.0 39.0
Yellow 3.0 3.0
All Red 1.0 1.0
Cycle Length: 60.0 secs
Intersection Performance Summary
Appr/ Lane Adj Sat Ratios Lane Group Approach
Lane Group Flow Rate
Grp Capacity (s) v/c g/C Delay LOS Delay LOS
Eastbound
LTR 345 1590 0.49 0.22 21.7 C 21.7 C
Westbound
LTR 352 1623 0.55 0.22 22.8 C 22.8 C
Northbound
LTR 1196 1840 0.39 0.65 5.9 A 5.9 A
Southbound
LTR 1169 1798 0.49 0.65 6.8 A 6.8 A
Intersection Delay = 10.5 (sec/veh) Intersection LOS = 3
TOWER 27
Appendix A
July 7, 2003
Page A-1
•
•
HCS2000: Signalized Intersections Release 4.1c
Analyst: J. AHLSTEDT
Agency:
Date: 7/7/2003
Period: PM PEAK HOUR
Project ID: TOWER 27
E/W St; SW 27TH STREET
Eastbound
L T
Inter.: 6156
Area Type: All other areas
Jurisd:
Year : EXISTING
N/S St: SW 32ND AVENUE
SIGNALIZED INTERSECTION SUMMARY
Westbound 1 Northbound
R 1 L T R 1 L T R
1
0 1 0 1
LTR
165 68 52 120
1 12.0 1
1 0 1
No. Lanes
LGConfig 1
Volume 130
Lane Width 1
RTOR Vol 1
0 1 0
LTR
34 22
12.0
0
1 0
LTR
520 27
12.0
0
Southbound
L T R
0 1 0
LTR
46 521 35
12.0
0
Duration 0.25
Phase Combination 1
EB Left A
Thru A
Right A
Peds
WB Left A
Thru A
Right A
Peds
NB Right
SB Right
Green 13.0
Yellow 3.0
A11 Red 1.0
Appr/
Lane
Grp
Lane
Group
Capacity
Area Type: All
Signal
2 3 4
other areas
Operations
NE
SE
EB
WB
Left
Thru
Right
Peds
Left
Thru
Right
Peds
Right
Right
5 6
P
P
P
P
39.0
3.0
1.0
7 8
Cycle Length: 60.0 secs
Intersection Performance Summary
Adj Sat Ratios Lane Group Approach
Flow Rate
(s) v/c g/C Delay LOS Delay LOS
Eastbound
LTR 327
Westbound
LTR 347
Northbound
LTR 1176
Southbound
LTR 1107
1509
1600
1809
1703
0.34 0.22
0.71 0.22
0.51 0.65
0.62 0.65
Intersection Delay = 12.0
20.5 C 20.5 C
28.6 C 28.6 C
7.1 A 7.1 A
8.8 A 8.8 A
(sec/veh) Intersection LOS = B
TOWER 27
Appendix A
July 7, 2003
Page A-2
•
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: J. AHLSTEDT
Agency/Co.:
Date Performed: 5/30/03
Analysis Time Period: AM PEAK HOUR
Intersection: 27S27A
Jurisdiction; CITY OF MIAMI
Units: U. S. Customary
Analysis Year: EXISTING
Project ID; TOWER 27
East/West Street; SW 27 ST
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 36 682 22 50 774 94
Peak -Hour Factor, PHF 0.75 0.98 0.79 0.83 0.94 0.82
Hourly Flow Rate, HFR 48 695 27 60 823 114
Percent Heavy Vehicles 0 -- -- 0 -- --
Median Type Undivided
RT Channelized?
Lanes 1 2 0 1 2 0
Configuration L T TR L T TR
Upstream Signal? No No
Minor Street: Approach Westbound Eastbound
Movement 7 8 9 f 10 11 12
L T R 1 L T R
Volume 26 23 61 138 53 36
Peak Hour Factor, PHF 0.58 0.82 0.86 0.66 0.58 0.64
Hourly Flow Rate, HFR 44 28 70 209 91 56
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 1 7 8 9 1 10 11 12
Lane Config L L 1 LTR I LTR
v (vph) 48 60 142 356
C(m) (vph) 739 889 0 63
v/c 0.06 0.07 5.65
95% queue length 0.21 0.22 39.97
Control Delay 10.2 9.3
LOS B A F F
Approach Delay
Approach LOS F
TOWER 27
Appendix A
July 7, 2003
Page A-3
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: J. AHLSTEDT
Agency/Co.:
Date Performed: 5/30/03
Analysis Time Period: PM PEAK HOUR
Intersection: 27S27A
Jurisdiction: CITY OF MIAMI
Units: U. S. Customary
Analysis Year: EXISTING
Project ID: TOWER 27
East/West Street: SW 27ST
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 1 4 5 6
E T R I L T R
Volume 38 703 15 41 678 157
Peak -Hour Factor, PHF 0.86 0.85 0.75 0.79 0.89 0.80
Hourly Flow Rate, HFR 44 827 20 51 761 196
Percent Heavy Vehicles 0 -- -- 0
Median Type Undivided
RT Channelized? 1 2 0
Lanes 1 2 0
Configuration L T TR L T TR
Upstream Signal? No No
Minor Street: Approach Westbound Eastbound
Movement 7 8 9 ! 10 11 12
Volume 31 63 103 102 16 31
Peak Hour Factor, PHF 0.70 0.84 0.74 0.78 0.80 0.55
Hourly Flow Rate, HFR 44 75 139 130 19 56
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (%) 0 0
Median Storage
Flared Approach: Exists? No No
Storage
RT Channelized? 0 1 0
Lanes 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 7 8 9 f 10 11 12
Lane Config L L f LTR I LTR
v (vph) 44 51 258 205
C(m) (vph) 727 799 112 0
v/c 0.06 0.06 2.30
95% queue length 0.19 0.20 22.54
Control Delay 10.3 9.8 675.9
LOS B A F F
Approach Delay 675.9
Approach LOS F
TOWER 27
Appendix A
July 7, 2003
Page A-4
•
•
APPENDIX B
Future Intersection
Levels of Service
Without Project
•
HCS2000: Signalized Intersections Release 4.1c
Analyst.: J. AHLSTEDT
Agency:
❑ate: 7/7/2003
Period: AM PEAK HOUR
Project ID: TOWER 27
E/W St.: SW 27TH STREET
1 Eastbound
I L T R
Inter.: 6156
Area Type: All other areas
Jurisd:
Year : FUTURE W/O PROJECT
N/S St: SW 32ND AVENUE
SIGNALIZED INTERSECTION SUMMARY
Westbound Northbound
L T R L T R
No. Lanes f 0 1 0
LGConf ig I LTR
Volume 141 43 44
Lane Width 1 12.0
RTOR Vol 1 0
0 1 0
LTR
40 41 64
12.0
0
0 1 0
LTR
9 385 39
12.0
0
Southbound
L T R
0 1 0
LTR
34 477 47
12.0
0
Duration 0.25
Phase Combination 1
EB Left A
Thru A
Right A
Peds
WB Left A
Thru A
Right A
Peds
NB Right
SB Right
Green
Yellow
All Red
13.0
3.0
1.0
Appr/
Lane
Grp
Lane
Group
Capacity
Area Type: All other areas
Signal Operations
2 3 4
NB
SB
EB
WB
Left
Thru
Right
Peds
Left
Thru
Right
Peds
Right
Right
6 7 8
39.0
3.0
1.0
Cycle Length: 60.0
Intersection Performance Summary
Adj Sat
Flow Rate
(s)
Ratios Lane Group Approach
v/c g/C Delay LOS Delay LOS
secs
Eastbound
LTR 342
Westbound
LTR 351
Northbound
LTR 1196
Southbound
LTA 1167
1577 0.50 0.22 21.8 C 21.8 C
1618 0.57 0.22 23.3 C 23.3 C
1840 0.41 0.65 6.0 A 6.0 A
1796 0.51 0.65 7.0 A 7.0 A
Intersection Delay = 10.7 (sec/veh) Intersections LOS = B
TOWER 27
Appendix B
July 7, 2003
Page B-1
•
•
•
HCS2000: Signalized Intersections Release 4.1c
Analyst: J. A.HLSTEDT
Agency:
Date: 7/7/2003
Period: PM PEAK HOUR
Project ID: TOWER 27
E/W St: SW 27TH STREET
Inter.: 6156
Area Type: All other areas
Jurisd:
Year : FUTURE W/O PROJECT
N/S St: SW 32ND AVENUE
SIGNALIZED INTERSECTION SUMMARY
Eastbound Westbound I Northbound
L T 8. L T R 1 L T R
1
0 1 0 1 0 1 0
LTR I LTR
68 71 55 121 541 28
12.0 i 12.0
0 1 0
No. Lanes 0 1 0
LGConf ig LTR
Volume 31 35 23
Lane Width 12.0
RTOR Vol 0
Southbound
L T R
0 1 0
LTR
47 542 36
12.0
0
Duration 0.25 Area Type: All other areas
Signal Operations
Phase Combination 1 2 3 4 5 6 7 8
EB Left A NB Left P
Thru A Thru P
Right A Right P
Peds Peds
WB Left A SB Left P
Thru A Thru P
Right A Right P
Peels Peds
NB Right EB Right
SB Right WB Right
Green 13.0 39.0
Yellow 3.0 3.0
All Red 1.0 1.0
Cycle Length: 60.0 secs
Intersection Performance Summary
Appr/ Lane Adj Sat Ratios Lane Group Approach
Lane Group Flow Rate
Grp Capacity (s) v/c g/C Delay LOS Delay LOS
Eastbound
LTR 322 1486 0.35 0.22 20.6 C 20.6 C
Westbound
LTR 347 1600 0.75 0.22 30.7 C 30.7 C
Northbound
LTR 1172 1803 0.54 0.65 7.4 A 7.4 A
Southbound
LTR 1105 1700 0.65 0.65 9.3 A 9.3 A
Intersection Delay = 12.6 (sec/veh) Intersection LOS = B
TOWER 27
Appendix B
July 7, 2003
Page 6-2
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: J. AHLSTEDT
Agency/Co.:
Date Performed: 5/30/03
Analysis Time Period: AM PEAK HOUR
Intersection: 27S27A
Jurisdiction: CITY OF MIAMI
Units: U. S. Customary
Analysis Year: FUTURE W/O PROJECT
Project ID: TOWER 27
East/West Street: SW 27 ST
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 1 4 5 6
L T R I L T R
Volume 37 720 23 51 811 96
Peak -Hour Factor, PHF 0.75 0.98 0.79 0.83 0.94 0.82
Hourly Flow Rate, HFR 49 734 29 61 862 117
Percent Heavy Vehicles 0 -- -- 0
Median Type Undivided
RT Channelized? 1 2 0
Lanes 1 2 0
Configuration L T TR L T TR
Upstream Signal? No No
Minor Street: Approach Westbound Eastbound
Movement 7 8 9 I 10 11 12
L T R 1 1 T R
Volume 29 24 64 143 55 37
Peak Hour Factor, PHF 0.58 0.82 0.86 0.66 0.58 0.64
Hourly Flow Rate, HFR 50 29 74 216 94 57
Percent Heavy Vehicles 0 0 0 0 00 0
Percent Grade (%) 0
Median Storage
Flared Approach: Exists? No No
Storage
RT Channelized? 0 1 0
Lanes 0 1 0
Configuration LTR 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 L I LTR 1 LTR
v (vph) 49 61
C(m) (vph) 713 859
v/c 0.07 0.07
95% queue length 0.22 0.23
Control Delay 10.4 9.5
LOS B A
Approach Delay
Approach LOS
153
0
367
51
7.20
42.72
TOW ER 27
Appendix B
July 7, 2003
Page B-3
•
•
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst; J. AHLSTEDT
Agency/Co.:
Date Performed; 5/30/03
Analysis Time Period: PM PEAK HOUR
Intersection: 27S27A
Jurisdiction: CITY OF MIAMI
Units: U. S. Customary
Analysis Year; FUTURE W/O PROJECT
Project ID: TOWER 27
East/West Street: SW 27 ST
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 39 737 15 42 716 164
Peak -Hour Factor, PHF 0.86 0.85 0.75 0.79 0.89 0.80
Hourly Flow Rate, HFR 45 867 20 53 804 204
Percent Heavy Vehicles 0 -- 0 --
Median Type Undivided
RT Channelized?
Lanes 1 2 0 1 2 0
Configuration L T TR L T 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 32 66 107 106 16 32
Peak Hour Factor, PHF 0.70 0.84 0.74 0.78 0.80 0.55
Hourly Flow Rate, HFR 45 78 144 135 19 58
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 SR Westbound Eastbound
Movement 1 4 17 8 9 I 10 11 12
Lane Config L L I LTR I LTR
v (vph) 45 53 267 212
C(m) (vph) 695 772 96 0
v/c 0.06 0.07 2.78
95% queue length 0.21 0.22 25.33
Control Delay 10.5 10.0+ 898.9
LOS H 5 F F
Approach Delay 898.9
Approach LOS F
TOWER 27
Appendix B
July 7, 2003
Page B-4
•
•
•
APPENDIX C
Future Intersection
Levels of Service
With Project
•
•
HCS2000: Signalized Intersections Release 4.1c
Analyst: J. AHLSTEDT
Agency:
Date: 7/7/2003
Period: AM PEAK HOUR
Project ID: TOWER 27
E/W St: SW 27TH STREET
Inter.: 6156
Area Type: All other areas
Jurisd:
Year : FUTURE WITH PROJECT
N/S St: SW 32ND AVENUE
SIGNALIZED INTERSECTION SUMMARY
1 Eastbound 1 Westbound Northbound 1 Southbound
!L T R I L T R L T R L T R
I 1
No. Lanes 1 0 1 0 1 0 1 0 0 1 0 0 1 0
LGConfig I LTR I LTR LTR
LTR
Volume 141 43 44 146 41 81 9 385 39 32 4770 47
Lane Width 1 12.0 1 12.0 12.0 0 0
RTOR Vol I 0 1 0
Duration 0.25 Area Type: All other areas
Signal Operations
Phase Combination 1 2 3 4 5 6 7 8
EB Left A NB Left P
Thru A Thru P
Right A Right P
Peds Peds
WB Left A SB Left P
Thru A Thru P
Right A Right P
Peds Peds
NB Right EB Right
SB Right WB Right
Green 13.0 39.0
Yellow 3.0 3.0
All Red 1.0 1.0
Cycle Length: 60.0 secs
Intersection Performance Summary
Appr/ Lane Adj Sat Ratios Lane Group Approach
Lane Group Flow Rate
Grp Capacity (s) v/c g/C Delay LOS Delay LOS
Eastbound
LTR 331 1527 0.52 0.22 22.1 C 22.1 C
Westbound
LTR 345 1591 0.67 0.22 26.6 C 26.6 C
Northbound
LTR 1197 1841 0.41 0.65 6.0 A 6.0 A
Southbound
LTR 1171 1801 0.50 0.65 7.0 A 7.0 A
Intersection Delay = 11.5 (sec/veh) Intersection LOS = B
TOWER 27
Appendix C
July 7, 2003
Page C-1
•
•
HCS2000: Signalized Intersections Release 4.1c
Analyst: J. AHLSI`EDT
Agency:
Date: 7 /7/2003
Period: PM PEAK HOUR
Project ID: TOWER 27
E/W St: SW 27TH STREET
No. Lanes
LGConf ig
Volume
Lane Width
RTOR Vol
Eastbound
L T R
0 1 0
LTR
131 35 23
1 12.0
0
Inter.: 6156
Area Type: All other areas
Jurisd:
Year : FUTURE WITH PROJECT
N/S St: SW 32ND AVENUE
SIGNALIZED INTERSECTION SUMMARY
1 Westbound 1 Northbound 1 Southbound
I L T R I L T R I L T R
1 1 1
1 0 1 0 1 0 1 0 1 0 1 0
{ LTR 1 LTR I LTR
170 71 62 121 541 33 160 542 36
1 12.0 1 12.0 I 12.0
1 0 i 0 ► 0
Duration
0,25
Phase
EB
WB
NB
SB
Combination
Left
Thru
Right
Peds
Left
Thru
Right
Peds
Right
Right
Green
Yellow
All Red
1
A
A
A
A
A
A
13.0
3.0
1.0
Appr/
Lane
Grp
Lane
Group
Capacity
Area Type: A11 other areas
Signal Operations
2 3 4 1 5 6 7 8
I NB Left P
Thru P
Right P
Peds
1 SB Left P
1 Thru P
Right P
Peds
1 EB Right
WB Right
39.0
3.0
1.0
Cycle Length: 60.0 secs
Intersection Performance Summary
Adj Sat Ratios Lane Group Approach
Flow Rate
(s) v/c g/C Delay LOS Delay LOS
Eastbound
LTR 317
Westbound
LTR
346
Northbound
LTR
1169
Southbound
LTR 1069
1465 0.36 0.22 20.7 C 20.7 C
1598 0.79 0.22 33.6 C 33.6 C
1799 0.54 0.65 7.5 A 7.5 A
1 644
0.69 0.65 10.3 B
Intersection Delay = 13.5
10.3 B
(sec/veh) Intersection LOS w B
TOWER 27
Appendix C
July 7, 2003
Page C-2
•
•
HCS2000: LJnsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: J. AHLSTEDT
Agency/Co.:
Date Performed: 7/7/03
Analysis Time Period: AM PEAK HOUR
Intersection: 27527A
Jurisdiction: CITY OF MIAMI
Units: U. S. Customary
Analysis Year: FUTURE WITH PROJECT
Project ID: TOWER 27
East/West Street: SW 27 ST
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 37 720 23 51 811 98
Peak -Hour Factor, PHF 0.75 0.98 0.79 0.83 0.94 0.82
Hourly Flow Rate, HFR 49 734 29 661 862 119
Percent Heavy Vehicles 0 --
Median Type Undivided
RT Channelized? 1 2 0
Lanes 1 2 0
Configuration L T TR L T TR
Upstream Signal? No No
Minor Street: Approach Westbound Eastbound
Movement 7 8 9 1 10 11 12
L T R j L T R
Volume 29 24 64 143 55 37
Peak Hour Factor, PHF 0.58 0.82 0.86 0.66 0.58 0.64
Hourly Flow Rate, HFR 50 29 74 216 94 57
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (%) 0 0
Median Storage No
Flared Approach: Exists? No
Storage
RT Channelized? 0 1 0
Lanes 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach NB SB Westbound 10 Eastbound 1112
Movement 1 4 1 7 8 9 1
Lane Config L L I LTR ! LTR
v (vph) 49 61 153 367
C(m) (vph) 712 859 0 51
v/c 0.07 0.07 7.20
95% queue length 0.22 0.23 42.72
Control Delay 10.4 9.5 F F
LOS 3 A
Approach Delay F
Approach LOS
TOWER 27
Appendix C
July 7, 2003
Page C-3
•
•
HCS2000: Unsignalized Intersections Release 4.7c
TWO-WAY STOP CONTROL SUMMARY
Analyst: J. AHLSTEDT
Agency/Co.: 7/7/03
Date Performed:
Analysis Time Period: PM PEAK HOUR
Intersection: 27S27A
Jurisdiction: CITY OF MIAMI
Units: U. S. Customary
Analysis Year: FUTURE WITH PROJECT
Project ID: TOWER 27
East/West Street: SW 27 ST
North/South Street: SW 27 AVE Studyperiod (hrs}: 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 39 737 15 42 716 164
Peak -Hour Factor, PHF 0.86 0.85 0.75 0.79 0.89 0.80
Hourly Flow Rate, HFR 45 867 20 53 804 204
Percent Heavy Vehicles 0 -- -- 0
Median Type Undivided
RT Channelized? 1 2 0
Lanes 1 2 0
TR L T TR
Configuration L T No
Upstream Signal? No
Minor Street: Approach Westbound Eastbound
Movement 7 8 9 I 10 11 12
L T R j L T R
Volume 32 66 107 106 16 32
Peak Hour Factor, PHF 0.70 0.84 0.74 0.78 0.80 0.55
Hourly Flow Rate, HFR 45 78 144 135 19 58
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (%) 0 0
Median Storage No
Flared Approach: Exists? No
Storage
RT Channelized? 0 0
Lanes 0 1 0
Configuration
LTR LTR
Delay, Queue Length, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 17 8 9 } 10 11 12
Lane Config
L L I LTR 1 LTR
v (vph) 45 53 267
C(m) (vph) 695 772 96
v/c 0.06 0.07 2.78
95% queue length 0.21 0.22 25.33
Control Delay 10.5 10.0+ 898.9
LOS B 8 F
Approach Delay 898.9
Approach LOS F
212
0
TOWER 27
Appendix C
July 7, 2003
Page C-4
•
•
•
APPENDIX D
Corridor Analysis
•
uo
•
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 capadty 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 FOOT 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".
TOWER 27
July 7, 2003
PAGE D-1
• CORRIDOR NAME
Principal Roadway(s)
•
TABLE 1 - EXISTING 2003 LEVEL OF SERVICE ANALYSIS
ROADWAY MODE
2003 ROADWAY ROADWAY ROADWAY ROADWAY
CORR VEHICULAR PER. TRIP VEHICULAR PER. TRIP
TYPE CAPACITY CAPACITY VOLUME VOLUME
@PPV= @PPV=
1.4 1.4
(Notes) (1) (2) (3) (4) (5)
SOUTH DIXIE CORRIDOR HS
US 1(5201) _ 7,980 11,172 8,755 12,257 (1,085) 1.097
TOTAL 7,980
OS TABLE
0.00A
0.60 A
0.81 B
0.70 B
0.71 C
0.80 C
0.810
0.90 D
0.91 E
1.00 E
1.01 F
HEAD
WAY
0
0
0
0
0
00
0
AVG
SEATS
PER
VEH
11.17
AUTO PERSON TRIPS
TRANSIT PERSON TRIPS
TOTAL PERSON TRIPS
RIDER SHIP
PAX
PER
HOUR
8.755 12,257
12,257
4.746
17,003
72.09%
27.91%
100.00%
DESIGN
LOAD CAPACRY RIDERSHIP
FACTOR
??
?')
7
??
7? 7?
??
71 ?
77
0.00%
(1,085) 1.097
ROADWAY ROADWAY
EXCESS PERSON
PER. TRIP TRIP CAPACITY CAPACITY CAPACITY CAPACITY PERSON TRIP
CAPACITY V/C LOS @ LOAD= @ LOAD= @ LOAD= @ LOAD= TRIP EXCESS
DESIGN DESIGN DESIGN DESIGN _VOLUME CAPACITY
(6) (7) (0) (9) (10) (11) (12) (13)
MASS TRANSIT MODE
LOCAL BUS EXPRESS RAIL TRAN TOTAL TOTAL TRANSIT
PER. TRIP PER. TRIP PER. TRIP TRANSIT TRANSIT PERSON
11,232 11,2
11,232 11,232
4.746 6.486
4,746 6,486
CORRIDOR TOTALS
CORRIDOR CORRIDOR CORRIDOR CORRIDOR
PERSON PERSON PERSON
TRIP TRIP TRIP
CAPACITY VOLUME EXCESS
CAPACITY
(14) (15) (16) (17)
22,404 17,003
22,404
17.003
5,401 0.759
5,401 0.759
TOWER 27
July 7, 2003
PERSON
TRIP
V/C LOS
PAGE D-2
•
•
o
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
TOWER 27
July 7, 2003
PAGE D-3
•CORRIDOR NAME
Principal Roadway(s)
(Notes)
SOUTH DIXIE CORRIDOR
us (52011
TOTAL
ANNUAL GROWTH RATE 2%
DOS TABLE
0.00 A
0.60 A
0.61 B
0.70 B
0.71 C
0.80 C
0.01 D
0.90 D
0.91 E
1.00 E
1.01 F
_ 1.02 185I61Year 331626
494 S92 PAX
2005 ROADWAY ROADWAY
CORR VEHICULAR PER. TRIP
TYPE CAPACITY CAPACITY
@PPV=
1.4
(3)
HS
(2)
7,980 11,172
7.980 11.172
AUTO PERSON TRIPS
TRANSIT PERSON TRIPS
TOTAL PERSON TRIPS
LOCAL EXPRESS RAIL
ERR ERR,
ERR ERR
ERR ERR
ERR ERR
ERR ERR
ERR ERR_
ERR ERR_
ERR ERR
ERR ERR
ERR ERR
ERR ERR_
00
TABLE 2 - 2005 LEVEL OF SERVICE ANALYSIS WITHOUT PROJECT
ROADWAY MODE
ROADWAY ROADWAY
VEHICULAR PER. TRIP
VOLUME VOLUME
@PPV=
1.4
(5)
(4)
9,109 12,762
9.109 12.752
12,752
4,7316
17,499_
T1IIANSIT 6.00%
TOTAL
72.68%
27.12%
100.009(
ROADWAY ROADWAY
EXCESS PERSON
PER. TRIP TRIP
CAPACITY V/C
(6)
(1,680)
(7)
1.14
(1,580) 1.14
TRANSIT
MASS TRANSIT MODE
LOCAL BUS EXPRESS RAIL TRAN TOTAL TOTAL TRANSIT
PER. TRIP PER. TRIP PER. TRIP TRANSIT TRANSIT PERSON
CAPACITY CAPACITY CAPACITY CAPACITY PERSON TRIP
LOS @ LOAD= @ LOAD= @ LOAD= @ LOAD= TRIP EXCESS
DESIGN DESIGN DESIGN DESIGN VOLUME CAPACITY
(6) (9) (10) (11) (12) (13)
11,232 11,232 4,746 6.438
11.232 11.232 4.746 6.486
CORRIDOR TOTALS
CORRIDOR CORRIDOR CORRIDOR CORRIDOR
PERSON PERSON PERSON PERSON
TRIP TRIP TRIP TRIP
CAPACITY VOLUME EXCESS V/C LOS
CAPACITY
(14) (15) (16) (17)
22,404
22.404
17,498
17.498
4,906 0.78
4,906 0.78
TOWER 27
10 July 7, 2003
PAGE D-4
•
•
PROJECT TRAFFIC
Table 3 presents project traffic and mass transit ridership based upon PM peak hour project
traffic.
The project site is located in Traffic Analysis Zone (TAZ) 1069 (note that this is the new zone
system). The cardinal distribution of the traffic within TAZ 10769 was obtained from Miami -
Dade County. The distribution is as follows:
North -Northeast 16,96%
East -Northeast 16.73%
East -Southeast 3.17%
South -Southeast 3,48%
South -Southwest 6.96%
West -Southwest 15,65%
West -Northwest 17,25%
North -Northwest 19.79%
Using this trip distribution, the project trip assignment was determined. This is shown in
Figure D-1.
Project transit ridership was estimated based upon the assumption that 5% of project person
trips would be by mass transit.
TOW ER 27
July7, 2003
PAGE D-5
•
CORRIDOR NAME
Principal Roadway(s)
SOUTH DIXIE CORRIDOR
US1(5201)
TABLE 3 - PROJECT TRAFFIC
ROADWAY MODE
2005 ROADWAY ROADWAY ROADWAY ROADWAY ROADWAY ROADWAY
CORR VEHICULAR PER. TRIP VEHICULAR PER. TRIP EXCESS PERSON
TYPE CAPACITY CAPACITY VOLUME VOLUME PER. TRIP TRIP
@PPV= @PPV= CAPACITY V/C LOS
1.4 1.4
Notes) (1) (2) (3) (4) (5) (6) (7)
L,980
TOTAL 7,980
00S TABLE
0.00 A
0.60 A
0.61 B
0.70 B
0.71 C
0.80 C
0.81 D
0.90 D
0.91 E
1.00E
1.01 F
11.172
11,172
AUTO PERSON TRIPS
TRANSIT PERSON TRIPS
TOTAL PERSON TRIPS
NPH VAX
10
LOCAL EXPRESS
ERR ERR
ERR ERR
ERR ERR
ERR ERR
ERR ERR
ERR
ERR ERR
ERR ERR
ERR ERR
ERR ERR
ERR ERR
PAX
00
TRANSIT 5.00%
TOTA.
10
100. 00%
0.00 %
100.00%
'1,162
TRANSIT
0.00
0.00
MASS TRANSIT MODE
LOCAL BUS EXPRESS RAIL TRAN TOTAL TOTAL TRANSIT
PER. TRIP PER. TRIP PER. TRIP TRANSIT TRANSIT PERSON
CAPACITY CAPACITY CAPACITY CAPACITY PERSON TRIP
CORRIDOR TOTALS
CORRIDOR CORRIDOR CORRIDOR CORRIDOR
PERSON PERSON PERSON PERSON
TRIP TRIP TRIP TRIP
@ LOAD= @ LOAD= @ LOAD= @ LOAD= TRIP EXCESS CAPACITY
DESIGN DESIGN DESIGN DESIGN VOLUME CAPACITY
(6) (9) (10) (11) (12) (13) (14)
VOLUME EXCESS WC LOS
CAPACITY
(15) (16) (17)
11,172 10 11,162 0.00
11,172 10 11,162 0.00
TOWER 27 PAGE D-6
July 7, 2003
•
•
•
10/10 AM/PM PEAK HOUR
NET PROJECT TRAFFIC
FIGURE D-1
PROJECT TRAFFIC ASSIGNMENT
TOW ER 27
July 7, 2003
PAGE Q-7
•
•
•
YEAR 2005 LEVEL OF SERVICE WITH THE PROJECT
Table 4 presents an analysis of the future year 2005 corridor level of service with the project.
Roadway vehicular volumes and mass transit volumes were determined by adding the data
from 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
Level of Service "C" in the year 2005 with the project.
TOWER 27
July 7, 2003
PAGE 0-8
•
CORRIDOR NAME
Principal Roadway(s)
SOUTH DIXIE CORRIDOR
US 1 (5201)
TOTAL
0O5 TABLE
(Notes) (1) (2)
0
0
0
0
0
0
0.00 A
0.60 A
0.61 B
0.70 B
0.71 C
0.80 C
0.81 0
0.90 0
C.91 E
1.00 E
1.01 F
HS
7.980
TABLE 4 - 2005 LEVEL OF SERVICE ANALYSIS WITH PROJECT
ROADWAY MODE
2005 ROADWAY ROADWAY ROADWAY ROADWAY
CORR VEHICULAR PER. TRIP VEHICULAR PER. TRIP
TYPE CAPACITY CAPACITY VOLUME VOLUME
@PPV= @PPV=
1.4 1.4
(3) (4) (5)
11,172
9.118 12.762
7,900 11,172 9.116
7,980 11,172 0
7,980 11,172 0
7,930 11,172 0
7,980 11,172 0
23,940 33.516 9.115
AUTO PERSON TRIPS
TRANSIT PERSON TRIPS
TOTAL PERSON TRIPS
12,762
12.762
12,762 100.09%
0 0.00%
12,762 100.00%
ROADWAY ROADWAY
EXCESS PERSON
PER. TRIP TRIP
CAPACITY V/C
(6) (7)
(1,590) 1 14 _
(1,690) 1.14
11.172 0.00
11,172
11,172
MASS TRANSIT MODE
LOCAL BUS EXPRESS RAIL TRAN TOTAL TOTAL TRANSIT
PER. TRIP PER. TRIP PER. TRIP TRANSIT TRANSIT PERSON
CAPACITY CAPACITY CAPACITY CAPACITY PERSON TRIP
OS @ LOAD= @ LOAD= @ LOAD= @ LOAD= TRIP EXCESS CAPACITY
DESIGN DESIGN DESIGN DESIGN VOLUME CAPACITY
(8) (9) (10) (11) (12) (13)
0.00 A
0.00 0
11,172 0.00
20,754 0.38
A
0
0
0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0 0
O 0 0
O 0 0
O 0 0
CORRIDOR TOTALS
CORRIDOR CORRIDOR CORRIDOR CORRIDOR
PERSON PERSON PERSON PERSON
TRIP TRIP TRIP TRIP
VOLUME EXCESS V/C LOS
CAPACITY
(14) (15) (16) (17)
11,172
0
11,172
11,172
11,172
11,172
11.172
33,516
12,762
0
0
0
0
0
12,762
12,782
(1,590)
(1,599)
11.172
11,172
1%172
11,172
20,754
1.14
77
7?
??
77
??
1.14
0.00
??
7?
0.00
0 00
??
0.00
0,38
ERR
ERR
ERR
ERR
ERR
ERR
ERR
ERR
A
ERR
ERR
A
ERR
A
A
• TOWER27
July 7, 2003
PAGE D-9
•
•
o
CALCULATIONS
AND
RAW DATA
•
SW 27 AVE BTWN
SW 27 AVE SO
SW 27 AVE BTWN
SW 27 AVE SO
SW 27 TERR & 27 ST
US-1
SW 27 TERR & 27 ST
US-1
1 2 ADT 1 2
13,881 14,109 27,990 NORTHBOUND SOUTHBOUND
13,647 15,814 29,461 NORTHBOUND SOUTHBOUND
AM MID PM EVE PEAK
7:30 AM 1:30 PM 2:30 PM 18:15 13:30
8:30 AM 12:00 PM 2:30 PM 18:15 12:00
ERR ERR ERR ERR ERR
•
PEAK K PSF K(100) D
SW 27 AVE BTWN SW 27 TERR & 27 ST 1:30 PM 6.83% 1.027 0.070 50.76%
SW 27 AVE SO US-1 12:00 PM 8.16% 1.027 0.084 52.39%
ERR ERR 1.027 0000 ERR
TOWER 27
July 7, 2003
•
• •
AM 1 2 TOTAL
SW 27 AVE BTWN SW 27 TERR & 27 ST 7:30 AM 880 910 1,790 6.40%
SW 27 AVE SO US-1 8:30 AM 914 1,049 1,963 6.66%
ERR ERR ERR 0 ??
ERR ERR ERR 0 ??
ERR ERR ERR 0 ??
SW 27 AVE BTWN
SW 27 AVE SO
SW 27 TERR & 27 ST
US-1
MID 1 2 TOTAL
1:30 PM 970 941 1,911
12:00 PM 1,145 1,260 2,405
ERR ERR ERR 0
ERR ERR ERR 0
ERR ERR ERR 0
0/0
6.83%
8.16%
??
??
??
PM 1 2 TOTAL %
SW 27 AVE BTWN SW 27 TERR & 27 ST 2:30 PM 929 967 1,896 6.77%
SW 27 AVE SO US-1 2:30 PM 1,029 1,185 2,214 7.52%
ERR ERR ERR 0 ??
ERR ERR ERR 0 ??
TOWER 27
July 7, 2003
• • •
AM PEAK HOUR RAW DATA NB EB SB WB
LT T RT LT T RT LT T RT LT T RT
SW 27 STREET & SW 27 AVENUE 36 689 22 139 53 36 50 782 95 28 23 62
SW 27 STREET & SW 32 AVENUE 9 374 38 40 42 43 33 463 46 39 40 62
0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0
PM PEAK HOUR RAW DATA NB EB SB WB
LT T RT LT T RT LT T RT LT T RT
SW 27 STREET & SW 27 AVENUE 38 710 15 103 16 31 41 685 159 31 64 104
0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0
SW 27 STREET & SW 32 AVENUE 20 525 27 30 34 22 46 526 35 66 69 53
0 0 0 0 0 0 0 0 0 0 0 0
0
AM PEAK HOUR PHF NB EB SB WB
LT T RT LT T RT LT T RT LT T RT
SW 27 STREET & SW 27 AVENUE 0,75 0.98 0.79 0,66 0.58 0.64 0.83 0,94 0.82 0,58 0.82 0.86
SW 27 STREET & SW 32 AVENUE 0,75 0.94 0.59 0.83 0.62 0.83 0.92 0.96 0.82 0.81 0.62 0,74
0 ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR
0 ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR
PM PEAK HOUR PHF
NB EB SB WB
LT T RT LT T RT LT T RT LT T RT
SW 27 STREET & SW 27 AVENUE 0,86 0,85 0.75 0.78 0,80 0.55 0,79 0.89 0,80 0,70 0,84 0.74
0 0,00 0.00 0.00 0.00 0,00 0,00 0.00 0,00 0,00 0.00 0.00 0.00
ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR ERR
SW 27 STREET & SW 32 AVENUE 0,71 0.97 0.68 0,75 0,77 0,61 0.68 0.92 0.62 0.82 0.69 0,74