Loading...
HomeMy WebLinkAboutArticle III #3 - Traffic Impact Analysis Part IBRICKELL VILLAGE PARTNERS The Point At Brickell Village MAJOR USE SPECIAL PERMIT TRAFFIC IMPACT ANALYSIS I I PREPARED BY: TrlE.C).F! 47! rid .11\J RICHAR© GARCIA AND ASSOCIATES • • • 1.0 EXECUTIVE SUMMARY This following details the results of a traffic impact study for BRICKELL VILLAGE PARTNERS. The purpose of this study was to identify the traffic impacts associated with the project, which will be located at 1100 South Miami Avenue. The project will consist of 348 residential condominium units along with approximately 8,000 square feet of Quality Restaurant, and 7,576 Square feet of Specialty Retail. The goal of this report is to present, for the study intersections and transportation corridors, the existing and future traffic conditions with project and committed development in the study area. 1.1 Existing PM Peak Hour Traffic Performance Traffic performance was calculated at seven intersections in the vicinity of the project. Results of the existing conditions analysis indicate that none of the study intersections operate worse than LOS B+. LOS E+ is the allowable standard. • South Miami Avenue and SW 7th Street is operating at LOS B • South Miami Avenue and SW 8th Street is operating at LOS B • South Miami Avenue and SW 10th Street is operating at LOS A • South Miami Avenue and SW 11 `h Street is operating at LOS A • South Miami Avenue and SW 13`h Street is operating at LOS B+ • SW 1st Avenue and SW 10th Street is operating at LOS A • SW 1' Avenue and SW l 1 th Street is operating at LOS A 1.2 Fare (2008) PM Peak Hour Traffic Performance with Project Plus Committed Development 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 Delav Volume/Capacity Existing / With Project +Committed Existing / With Project +Committed Existing / With Project +Committed South Miami Ave and SW 7'h St. B / C+ 15.3 / 20.6 .40 / .74 South Miami Ave and SW 8th St B / D 16.9 / 50.9 .44 / .90 South Miami Ave and SW 10th St A / B 6.9/ 145.9 .34 / .64 South Miami Ave and SW 11t St A / A 2.1 / 4.0 .24 / .28 South Miami Ave and SW 13th St B+ / D 11.5 / 52.3 .43 / .98 SW 1st Ave and SW 10th St A/A 1.8/2.4 .31/.38 SW 1s'Ave and SW IlhSt A/A 0.5/2.9 .26/.38 In addition driveway analysis for loading and parking at SW 1Street indicate a LOS of A for both. • • 1.3 Corridor Analysis A corridor analysis was performed as called for in the Miami DRI. Here, person trip volume and capacity analysis was examined. When the analysis uses the corridor concept as allowed in the person trip methodology, as set forth by the City which entails summing the capacity of the parallel corridors, all segments perform better than the required LOS IS-, and no worse than LOS C. Table 2: Person Trip Volume and Capacity Analysis ROADWAY MIAMI ADOPTED LOS Roadway Segment Total Segment TOTAL SEGMENT LOS FROM TO DIR Roadway LOS EXISTING CONDITION (Seasonally Adjusted) S. Miami Ave SW 7 St SW 15 St NB E B A US-1/Brickell Ave SE 7 St SE 15 St SB E B B SE 15 St SE 7 St NB E B B Coral Way / 13 St Brickell Ave 1-95 EB E B B 1-95 Brickell Ave WB E B B SEISW7St Brickell Ave 1-95 WB E B B SE/SW 8St 1-95 I Brickell Ave EB E B B WITH BACKGROUND TRAFFIC (2008) S. Miami Ave SW7St SW15St NB E B A US-1/Brickell Ave SE 7 St SE 15 St SB E A A SE15St 1 SE7St NB E B B Coral Way / 13 St Brickell Ave 1-95 EB E B B 1-95 Brickell Ave WB E B B SE / SW 7 St Brickell Ave 1-95 WB E B B SE/SW8St 1-95 Brickell Ave EB E B B WITH BACKGROUND AND COMMITTED TRAFFIC S. Miami Ave SW 7 St SW 15 St NB E B B US-1/Brickell Ave SE 7 St SE 15 St SE E F B SE 15 St SE 7 St NB E C B Coral Way / 13 St Brickell Ave 1-95 EB E B B 1-95. Brickell Ave WB E B B SE/SW 7St Brickell Ave 1-95 WB E C C SE/SW 8St 1-95 ( Brickell Ave EB E C C WITH PROJECT AND BACKGROUND AND COMMITTED TRAFFIC S. Miami Ave SW 7 St SW 15 St NB E B B US-1/Brickell Ave SE7St SE15St SB E F B SE15St SE7St NB E C B Coral Way 113 St Brickell Ave 1-95 EB E B B 1-95 Brickell Ave WB E B B SE/SW7St Brickell Ave I 1-95 WB E C C SE/SW8St 1-95 Brickell Ave EB E C C WITH PROJECT AND BACKGROUND AND COMMITTED TRAFFIC (North/South Corridor) S. Miami Ave SW 7 St SW 15 St NB E B B US-1/Brickell Ave SE7St SE15St SB E F B SE 15 St SE 7 St NB E C B SW 1 Avenue SE 7 St SE 15 St SB E B B North South Corridor Total SE 7 St SE 15 St SB E B B SE 15 St SE 7 St NB E B B Recommendations It is recommended that the City approve this development, as it has no negative impacts to traffic and circulation in the study area. • • 1.0 Introduction This following details the results of a traffic impact study for BRICKELL VILLAGE PARTNERS. The purpose of this study was to identify the traffic impacts associated with the project, which will be located at 1100 South Miami Avenue. The project will consist of 348 residential condominium units along with approximately 8,000 square feet of Quality Restaurant, and 7,576 Square feet of Specialty Retail. The goal of this report is to present, for the study intersections and transportation corridors, the existing and future traffic conditions with project and committed development in the study area. 2.0 Traffic Impost Analysis Methodology In order to review the impact this project has on traffic in the study area, an analysis was performed, which conforms to the analysis suggested in the Miami DRI, by which intersections and corridors are studied and level of service is provided for vehicles, persons and transit. The following scope of services for the work performed was agreed upon by Consultant for the Developer and the Consultant for the City. Traffic Study - Scope of Services Initial Telephone Conversation with City of Miami's Traffic Consultant, to discuss study scope and parameters. 2 Traffic counts Full set of updated traffic counts, including turning movement's peaks, adjusted seasonally as required: 1 l n-signalized o South Miami Ave @ 10`h Street o South Miami Ave @ 11th Street o SW 15i Ave @ 10'h Street o SW 1 Ave @ 11'h Street 2 Signalized o South Miami Ave a 7t Street o South Miarni Ave @ 8th Street o South Miami Ave @ I3'h Street 3 Traffic impact Analysis (Intersection Level of Service and Corridor Analysis for Pedestrians, Transit, Vehicles) 1 Data Generation • Inventory Intersection Geometry • Collect Signal Timing Data • Calculate Trip Generation for applicable land uses using the PM peak hour a. Calculate trip reductions b. Vehicle occupancy adjustment for Miami from Increment II DRI c. Transit, 14.1 %- If the project is within %z mile of both MetroRail and Metro mover stops. The 14.1 percent reduction is consistent with the Increment 1I DRI methodology. Vehicular occupancy adjustment so 16% and Bike and pedestrian adjustments of 10%. d. 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. e. Person trips will be calculated and assigned to the Transit and Pedestrian/Bicycle Modes. • Distribute trips via Cardinal Trip Distribution obtained MUATS for 2005. • Assign trips to transportation network • Evaluate transit capacity on this study corridor • Assess Planned Roadway Improvements • Committed developments within the study area. Any MUSP or Class II projects either approved or under construction between Biscayne Bay, the Miami River, 1-95 and SW 15 Street. 2 Analysis • 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 (HCM). • Required input for Signal analyses includes: • roadway geometry • turning movement volumes • traffic signal timing (cycle lengths and phasing) • Corridor Analysis for four corridors, utilizing the person -trip capacity analysis performed using the same person -trip volume, capacity and LOS methodology as specified in the Increment Il DRI for Miami for the Transportation Corridor. 1 North / South (between Miami River and 15`h Street) • Brickell Avenue • South Miami Avenue 2 East / West (between Biscayne Bay and 1-95) • 7th Street • 8th Street • 15th Street (Coral Way) • Proposed Traffic Control Management 2.1 Scope Development Meetings Telephone conversations were held with the City of Miami's Traffic Consultant to review the parameters of this scope of services, In recent studies, utilization of methodology set forth in the City of Miami Downtown DRI has been used. Project Location d . SW 2No s'i :L/ Hi SW @TH€ 5T W �' i to Legend 0 Project Site Q Study Area THE CORRADINO GROUP Brickell Partners MUSP Site Location 3.0 Data Development Traffic impact analyses strive to quantify the existing conditions of a study area prior to the development of a particular site. The specific development is then measured in terms of its impact on the project area. This impact is combined with other committed developments to be built in the area, and projected to the developments year of completion. Generally projects of this nature are constructed within three years, therefore it is not as important to project traffic growth due to the minimal impact it will have. 3.1 Traffic Counts Traffic performance was calculated for the PM Peak hour, as required by the Downtown Miami DRI. These were performed on weekdays between Augusts 30, and September 9, 2004. Traffic counts (TMC and ATR appendix) were taken at seven intersections: • South Miami Avenue and SW 7th Street • South Miami Avenue and SW 8`h Street • South Miami Avenue and SW 10th Street • South Miami Avenue and SW 11 th Street • South Miami Avenue and SW 13t Street • SW 1st Avenue and SW 10`h Street • SW 15` Avenue and SW 1 1'h Street Geometric conditions were developed from onsite observation. Volumes were adjusted for peak season factors as suggested by FDOT's Transportation Statistics Office (see labeled appendices for each) 3.2 Signal Data Signal data was collected from the computerized Miami -Dade County Traffic Control System. Both 7`h and 8th Street intersections at South Miami Avenue have 80 second cycle lengths. The Intersection of Coral Way and South Miami Avenue has a 60 second cycle length. Details are in the Signal Timings appendix. 3.3 Trip Generation An essential aspect of development of a quality traffic impact analysis is to measure the future impact of the planned development on the existing conditions. Trip generation rates were obtained from the Institute of Transportation Engineers, Trip Generation Handbook, 6`" Edition. The project will consist of 348 residential condominium units along with approximately 8,000 square feet of Quality Restaurant, and 7,576 Square feet of Specialty Retail. Note that a 16 % occupancy adjustment has been made based on Miami's 1.4 persons per vehicle versus 1TE's 1.2 persons/ vehicle. Transit trip reductions are based on projected modal splits used in the original Downtown DRI, and pedestrian and bicycle reductions were based on the Downtown Characteristics and reduced by 10%. All methodologies are based on the Downtown Miami DRI Increment -II. This project will generate a gross of about 192 total trips. With adjustments for transit, vehicle occupancy and pedestrian and bicycles there will be 115 net vehicle trips associated with the development. Converted into person trips for vehicle and transit modes there will be 199 trips in addition to 27 pedestrian and bicycle trips. Data for this is in the Trip Generation appendix. Trips were then distributed using the cardinal trip distribution for TAZ number 573. This distribution is based on the MUATS & year 2025 LRTP Update from the Miami Dade MPO. This has been done for incoming and outgoing trips. Distribution and assignment data can be found in the Trip Distribution appendix. Pointe at Brickell Project Cardinal Distribution (TAZ 573) DIRECTION DISTRIBUTION % NNE 18.87 ENE 6.03 ESE 4.21 SSE 0.96 SSW 4.89 WSW 25.77 WNW 17.82 NNW 21.46 TOTAL. 100.00 Note: Based on MUATS & Year 2025 Plan Update, Technical Report: Directional Trip Distribution Year 1999 Model Validation and 2005-2025 Cost Affordable Plan, Date: December 31, 2001 obtained from Miami Dade MPO. • • b 5 Figure fIU fE Af OF1 TRAFFIG ASSIGNMENT" PERGEN ' 1 NGRESS Ugtssd moil III ;uaaiad :pia 6 5;gnw zea 0 Stop Control lea 5 " !j 6 I TE Analyzed Corridors Figure f 90 f Al V Tf2AFF1G ASSIGNMENT 19 KGENT >;GKE55 no luaaam :wuauuuSIssy • r-th St 8th St 9 th St 1 Oth S t 11th St 12th St 13th St 00 4, i Analyzed intersections 0 Signattzed 0 Stop Controlled ® 5 I (E Anat.yred Corridors Figure 1 H201 1 Af b? r. EXISTING, LANE GONE I &URAT I ON Existing Lane Configuration • • Project Trip Generation The Point at Brickell Village Project Trip Generation Analysis Land Use (LU) Units ITE LU CODE PM PEAK HOUR TRIPS ITE TRIP GENERATION IN OUT TOTAL RATE % Trips % Trips TRIPS High -Rise Residential Quality Restaurant Specialty Retail 348 D.U. 8,000 SF 7,576 SF 232 931 814 0.38 7.49 2.71 63% 67% 44% 84 40 9 37% 33% 56% 49 20 12 132 60 21 Gross Vehicle Trips 64% 124 36% 68 r i 192 Vehicle Occupancy Adjustment @ 16.0% Of Gross Trips 64% 20 36% 11 31 Transit Trip Reduction @ 14.1% Of Gross Trips 64% 17 36% 10 27 Pedestrian/Bicycle Trip Reduction @ 10.0% Of Gross Trips 64% 12 36% 7 19 Net Vehicle Trigs IF 64% 74 36% 41 116 Net Person Trips in Vehicles @ 1.40 Persons/ Vehicle 64% 104 36% 57 161 Net Person Trips in Transit © 1.40 Persons/ Vehicle 64% 24 36% 14 38 Net Person Trips (Vehicle and Transit Modes) 64% 128 71 199 Net Person Trips (Walking/Bicycling) CI 1.40 Persons/ Vehicle 64% 17 36% 10 27 NOTES: A 16% OCCUPANCY ADJUSTMENT IS BASED ON MIAMI'S 1.4 VERSUS ITE'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 DR1-INCREMENT II, TABLE 21.C1) 3.4 Transit Capacity In attempting to understand the true impacts of the project on corridors in the area, the existing and proposed directional transit volume and capacity was needed. Transit was broken down into to Bus and Rail categories. Information was obtained verbally from MDT. Ten bus routes access the site, with headways of between 5 and 30 minutes. Route capacity in the PM Peak hour is s 383. Ridership is about 366 in the peak hour for 2004. The bus transit V/C is .22 and 1.08.. Similarly, for rail operations there are both MetroRail and MetroMover facilities in the study area. These operate with headways of between 10 and 20 minutes. Capacity in the PM Peak hour is 8346. Ridership is about 467 in the peak hour. The rail transit V/C is .06 and .09. Transit data and calculations can be found in the Transit appendix. • TRANSIT CORRIDOR TRANSIT ROUTE Additional Description 2003-2005 Peak Hr. Headway # OF TRANSIT VEHICLES IN PM PK HOUR TRANSIT VEHICLES NUMBER OF SEATS TRANSIT VEHICLE LOAD @ 150% CAPACITY ROUTE PM PEAK CAPACITY 2004 PM Peak Volume Transit vie BUS S. Miami Ave 6 10 6 22 33 198 198 "1 95 5 12 41 62 738 4 .01 TOTAL 936 203 0.22 Bricke8 Ave 24 15 4 41 62 246 96 .39 48 30 2 22 33 66 15 .23 B 15 4 41 62 246 81 .33 TOTAL 558 192 0.34 Coral Way 24 15 4 41 62 246 96 .39 TOTAL 246 96 0.39 SE/SW 7 St 8 20 3 41 62 185 363 1.97 B 25 4 41 62 246 81 .33 TOTAL 413 444 1.08 SE/SW 8 St 6 10 6 22 33 198 3 .02 8 20 3 41 62 185 363 1.97 TOTAL 383 366 .96 RAIL S.MiamiAve MR 6 10 450 585 5850 587 .1 MM 3 20 96 125 2496 174 .07 TOTAL 8346 761 .09 8rickellAve MR 6 10 450 585 5850 293 .05 MM 3 20 96 125 2495 174 .07 TOTAL 8346 467 .06 33 Future Roadway Projects There are no capacity improvement projects in the study area, which is serviced by arterial surface streets and is close proximity to expressways and transit. The combination of these make the study area very accessible residential area, which can be attributed to the areas increasing popularity and redevelopment potential. The MPO has over $5.4 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 Urban Infill Area and the eastern sections of Miami, 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. In 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. Miami 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 80% share of the $1 b Billion tax (over 30 years) on the following types of projects. Bus Service Improvements 2003-2008 • Increase bus fleet from 700 to 1335 • Increase current service miles from 27 million miles to 44 million miles • Increase operating hours from 1.9 million hours to 3.3 million hours • Provide 1 5-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 • 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 8th St. to SW I S' Avenue. • Accelerate Program to provide ADA accessibility to bus stops throughout the county. There are no other roadway improvement scheduled for the project area. For confirmation please see the 2005 Transportation Improvement Program (TIP), located on the Miami Dade County MPO's website. In addition see the Peoples Transportation Plan Iocated on the Miami Dade County Website. Both are public information and easily accessible. A listing of all TIP projects are in the committed projects appendix. 4.0 Committed Developments According to the most recent "Private Development Report" composed by the City of Miami, there are four committed developments being implemented concurrently with this project. These include: • Teremark Brickell II • Mary Brickell Village • Villa Magna • Riverfront 5.0 Analysis The data collected in the categories specified above has been utilized in the methodology arrived at by the project team in consultation with the City of Miami. An analysis that takes into account LOS of vehicles, persons and transit at intersection and along corridors was performed. Traffic counts were adjusted for peak season and background growth rate for 2% was provided for two years. Site traffic percentage as assigned to the vehicle trips and person trips, and total trips in vehicles and persons was provided. This was done for each leg of each intersection. See the Intersection Analysis appendix.. Level of Service analysis was performed for the existing conditions. Growth trends were analyzed and level of service analysis was performed for future conditions, three years out. Then a person trip volume and capacity analysis was performed. 6.0 Level of Service 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. Applicable levels of service were developed from FDOT's 2002 Q/los Tables for each roadway classification. QUAL, FTV AND LEVEL or EE'[7VncE 6.1 Existing Conditions LOS Analysis The traffic counts for each intersection were input in to the SINGAL 2000 and Synchro software for a Capacity analysis. Individual outputs can be found in the Intersection Analysis appendix. The results of this analysis shows that all intersections function well within the acceptable range. o South Miami Avenue and SW 7th Street is operating at LOS B o South Miami Avenue and SW 8th Street is operating at LOS B o South Miami Avenue and SW 10th Street is operating at LOS A o South Miami Avenue and SW 11 th Street is operating at LOS A o South Miami Avenue and SW 13th Street is operating at LOS B+ o SW 1st Avenue and SW 10'h Street is operating at LOS A o SW 15F Avenue and SW 11 "' Street is operating at LOS A 6.2 Future Conditions With Project and Committed Development LOS Analysis The results of the analysis of future traffic conditions with the project and the committed developments, indicate that with the addition of the natural growth in traffic and growth of background traffic from other projects, the performance of the study intersections are expected to remain relatively constant. Table 5: Intersection LOS Performance Intersection Level of Service _ Delay Volume/Capacity Existing / With Project +Committed Existing / With Project +Committed Existing / With Project +Committed South Miami Ave and SW It. B / C- 15.3 / 20.6 .40 :.74 South Miami Ave and SW 8'h St BID 16.9 ' 50.9 .44 r .90 South Miami Ave and SW 10th St A ' B 6.9 145.9 .34 .64 South Miami Ave and SW 11'h St A A 2.1 4.0 .24 :` .28 South Miami Ave and SW 13'h St B— D 1 1.5 .' 52.3 .43 .98 SW ls' Ave and SW 10th St A : A 1.8 .' 2.4 .31 :' .38 SW 1s'Ave and SW 11th St A A 0.5/2.9 .26 / .38 6.3 Person Trip Volume and Capacity Analysis To analyze this developments affect on specific corridors in the study area, a person trip volume and capacity analysis was developed utilizing the methodology of the Downtown Miami DR1, as discussed above. This examined corridor segments in the existing condition future (2008) with background traffic and future (2006) with the project. The segments were: • S. Miami Ave o From SW 7 St, To SW 15 St • US-11Brickell Ave o From SW 7 St To SW 15 St o From SW 15 St To SW 7 St • Coral Way / 13 St o From Brickell Ave To 1-95 o From 1-95 To Brickell Ave • SE / SW 7 St o From Brickell Ave To 1-95 • SE / SW 8 St o From 1-95 To Brickell Ave This analysis was performed for the Roadway and Transit modes which resulted in a segment total level of service. Components of the examination were the adopted LOS, which is E, the roadway vehicular capacity, and the conversion of this to person trip capacity (1.6) and volume (1.4) were made. An excess person trip capacity was arrived at and level of service attained. For the Transit Mode the bus per trip capacity load was determined and utilized as the total transit trip capacity. Transit person trip volumes for this mode were developed and excess capacity was found. The segment total analysis capacities, volumes and excesses for both the roadway and transit segments were combined. Each corridor segment operated at or better than LOS D. A full table is presented in the Corridor Analysis Appendix. What is seen from the table below is that the project with background and committed traffic exhibits LOS problems along the Brickell Avenue corridor. Utilizing the methodology outlined in the City's publication entitled: "Transportation Corridors: Meeting the Challenge of Growth Management in Miami" which was adopted in the City Comp Plan, the Corridor was expanded due to the LOS F condition. Miami Avenue is one-half (NB) of a one way pair, namely Miami Ave and SW 1 Ave. This methodology is based on the concept of Corridors which can allow parallel facilities of all modes to be grouped. As such, when the sum of expanded North/South corridors are calculated the LOS returns to an acceptable LOS C. • PERSON TRIP VOLUME AND CAPACITY ANALYSIS TABLE ROADWAYMOOE ROADWAY MIAMI ADOPTED LOS CORRIDOR TYPE ROADWAY VEHICULAR CAPACITY PERSON- TRIP CAPACITY @ 1.6 PPV ROADWAY VEHICULAR VOLUME PERSON- TRIP VOLUME gp 1.4 PPV EXCESS PERSON TRIP CAPACITY ROADWAY PERSON TRIP FROM 70 _ OIR V1C LOS EXISTING CONDITION (Seasonally Adjusted) -. 5- Miami Avenue SW 7 St SW 15 St NB E 2L 2160 3456 487 682 2774 0 20 B US 1 r Brickell Ave SE 7 St SE 15 St SB 418 1800 2880 1392 1949 931 0 68 8 SE 15 St 5E 7 St NB E 410 1800 2880 870 1218 1662 0.42 S Coral Way 113 St Brickell Ave 1-95 EB E 4LU 1710 2736 593 830 1906 0.30 8 1-95 Bricked Ave WE E 41U 1710 2736 996 1394 1342 0.51 B sErsW7s1 Brickett Ave 1-95 WB E 31 3252 5203 1591 2227 2976 0 43 B SEISW8St 1-95 Bricked Ave EB E 31 3252 5203 1073 1502 3701 0.29 B WITH BACKGROUND TRAFFIC (2008) S. Miami Avenue SW 7 SI SW 15 St NB E 2L 2160 3456 517 724 2732 0.21 B US 1 r Brickell Ave SE 7 St SE 15 St S8 4LD 1800 2880 1477 2880 A SE 15 St SE 7 St NB E 410 1800 2880 923 1293 1587 0.45 8 Coral Way f 15 St Brickell Ave 1-95 EB E 4LU 1710 2736 829 881 1855 0,32 B 1-95 Brickell Ave WB E 4LU 1710 2736 1057 1480 1255 0.54 8 SE / SW 7 St Brickell Ave 1-95 W8 E 3L 3252 5203 1688 2364 2339 0.45 8 SE/SW8St 1-95 Brickell Ave EB E 3L 3252 5203 1139 1594 3009 0.31 8 WITH BACKGROUND & COMMITTED TRAFFIC S. Miami Avenue ! 0 E 0 SW 7 SE SW 15 51 1V8 E 2L 2163 3456 1230 1722 1734 0.50 8 US 1/Cricket Ave SE 7 Si 5E 15 St S8 4L17 1800 2880 2330 3262 -382 1 13 F SE 15 St SE 7 51 148 E 410 1800 2880 1857 2600 280 0.90 C Coral Way 115 St Brickell Ave 1-95 EB E 41U 1710 2736 1016 1423 1313 0.52 8 1-95 Brickell Ave W$ E 4LU 1710 2736 1355 1897 839 0.69 8 SE/SW 7St. Brickell Ave 1-95 WS E 3L 3252 5203.2 2900 4061 1143 0.78 C SE/SW8St 1-95 Stickel Ave EB E 3L 3252 5203.2 2930 4102 1102 0.79 C WITH PROJECT AND BACKGROUND & COMMITTED TRAFFIC 5. Miami Avenue SW 7 51 SW 15 St NB E 2L 2160 3456 1304 1825 1631 0.53 8 US 1 18rlckell Ave SE 7 SI 5E 15 St SB E 410 1800 2880 2334 3268 -388 1.13 F SE 15 5t SE 7 St. N8 E 4Lp 1800 2880 1859 2603 277 0.90 C Coral Way 115 St 8ncke] Ave 1-95 EB E 4LU 1710 2736 1037 1452 1284 0.53 B 1.95 Brickell Ave WB E 4LU 1710 2736 1369 1917 819 0.70 8 SE1SW7St 8ricke1l Ave 1-95 1(99 E 3L 3252 5203.2 2916 4083 1120 0.78 C SE/SW8St 1-95 Bricketl Ave EB E 3L 3252 5203.2 2953 4134 1069 0.79 C WITH PROJECT AND BACKGROUND & COMMITTED TRAFFIC (4orth/South Corridor) 5. Miami Avenue SW 7 St SW 15 St 148 E 21 2160 3456 1304 1825 1631 0.53 B US 1 1 Bricked Ave SE 7 St 5E 15 St SB E 4Lp 1800 2880 2334 3268 -388 1-13 F SE 15 St SE 7 51 148 E 4113 1800 2880 1859 2603 277 0.90 C SW 1 Avenue SW 7 St SW 15 St 58 E 2L 1800 2880 653 914 1966 0.32 B Ranh 1 South Corridor Total SW 7 SI SW 15 SI SB E 4LD 3600 5760 2987 4182 1578 0.73 8 SW 15 St SW 7 St NB E 4LD 3960 6336 3163 4428 1908 0.70 S • • • MASS TRANSIT MODE SEGMENT TOTAL ROADWAY TRANSIT PERSON -TRIP VOLUME TRANSIT PERSON TRIP EXCESS CAPACITY SEGMENT PERSON TRIP CAPACITY SEGMENT PERSON TRIP VOLUME SEGMENT PER -TRIP EXCESS CAPACITY SEGMENT PERSON TRIP ^ FROM TO . DIR BUS METRO- MOVER METRO. RAIL TOTAL TRANSIT PERS VOLUME WC LOS EXISTING CONDITION (Sea S. Miami Avenue SW 7 St SW 15 St NB 203 174 587 964 12031 16451 1646 14805 0.100 A . US 1 1 Stickel' Ave SE 7 SI SE 15 St SB 191 174 293 658 11808 15346 2607 12739 0.170 B SE 15 SI SE 7 St NO 191 174 293 658 11808 15346 1676 13470 0.122 8 Coral Way 113 SI Bnckell Ave 1-95 EB 96 0 .96 248 3080 926 2154 0.301 B 1-95 Brk keN Ave WB 96 0 96 248 3080 1490 1590 ' 0 484 8 SEISW7St 8ndceti Ave 1-95 WB 444 0 444 159 5807 2671 3135 0.460 8 SE ! SW 8 St 1-95 Brickell Ave EB 366 0 366 170 5739 1868 3871 0.326 8 WITH BACKGROUND TRAP S. Miami Avenue SW 7 St SW 15 St NB 215 185 623 1023 11972 16451 1747 14704 0.106 A US 1 ! Shekel! Ave SE 7 SI SE 15 St 58 203 185 311 698 11767 15346 698 14847 0.046 A $E 15 54 SE 7 St NB 203 185 311 698 11767 15348 1991 13355 0.130 8 Coral Wry 115 SI Entice Ave 1.95 EB 102 0 0 102 . 243 3080 983 2098 0.319 8 I-95 Bddkell Ave_ WB 102 0 0 102 243 3080 1582 1499 ~ 0.513 B SE4SW7St Brickeli Ave 1.95 WB 471 0 0 471 132 5807 2835 2972 0.488 B SElSW851 1-95 9ricked Ave EE 388 0 0 388 148 5739 1983 3757 0_345 B WITH BACKGROUND & C • S. Miami Avenue SW 7 S1 SW 15 St NB 379 126 661 1236 11758 16451 2958 13493 0.18 8 US 1 ! Stickel' Ave SE 7 51 SE 15 St SB 399 196 330 925 11541 15346 4187 11159 0.27 B SE 15 St SE 7 St NB 418 196 330 944 11522 15346 3544 11802 0.23 8 Coral Way ! 15 St Brickell Ave 1-95 EB 191 0 0 191 154 3080 1614 1467 0.52 B 1.95 Brickelt Ave WB 170 0 0 170 175 3080 2067 1014 0.67 B SE4SW7St Bricked Ave 1-95 WB 750 0 0 750 -147 5807 4811 996 0.83 C SE/SW8St 1.95 Bricked Ave E9 560 0 0 550 -14 5739 4652 1087 0.81 C WITH PROJECT AND BACK S. Miami Avenue fSW 7 St SW 15 St NB 428 196 661 1285 11709 16451 3111 13340 0.19 8 US 1 ! Stickel' Ave SE 7 St SE 15 St SB 401 196 330 927 11539 15346 4194 11151 0.27 8 SE 15 St SE 7 St NB 420 196 330 946 11520 15348 3549 11797 0.23 8 Coral way 115 St BrickellAve 1-95 EB 203 0 0 203 142 1 3080 1655 1425 0.54 8 1-95 B[ickell Ave WO 182 0 0 182 163 3080 2098 982 0.68 B SEISW7St Bricked Ave 1-95 WE 763 0 0 783 -160 5807 4846 960 0.83 C SEISWBSt 0 0 1-95 !Nickell Ave EB 563 0 0 563 -27 5739 4697 1042 0.82 C WITH PROJECT AND BACK S. Miami Avenue SW 7 SI SW 15 SI NB 428 196 611 1235 11760 16451 3060 13390 0.19 8 US 1 1 Brickell Ave SE 7 St 5E 15 St SB 401 196 305 901 11564 15345 4169 11176 0.27 8 SE 15 St SE 7 St NB 420 196 305 920 11545 15346 3523 .-. 11822 0.23 8 SW 1 Avenue SW 7 St SW 15 St SB 404 196 611 1211 99 4190 2125 2065 0.51 B North ! South Corridor Total ' SW 7 St SW 15 St S8 805 392 916 2112 11664 19536 6294 13242 0.32 13 SW 15 St SW 7 St NB 848 392 916 2156 23305 31796 6584 25213 0.21 8 • • 4.6 Transportation Control Measures The developer understands the importance of maintaining mobility in the Brickell area, as well as in the entire City of Miami and the South Florida Region. As such there is a commitment to conforming to the City's policies regarding the implementation of Transportation Control Measures (TCM's) as set forth in the Comprehensive Plan. The developer commits to work with the City to further develop and implement TCM's to reduce the generation of single occupant vehicle trips, encourage the use of multiple occupant vehicles including public transit for home and work based trips. Specific measures may be implemented as a result of this coordination. 7 Recommendations It is recommended that the City approved this development, due to the fact that it has no adverse impact on transportation and mobility in the study area. • • ATR o S Miami Ave o Brickell Ave o Coral Way o SW 7* St o SW 8t St • Committed Developments o Committed Developments Spreadsheet • Transit o Existing Bus V/C o Existing Rail V/C o MDT Data • Corridor Analysis o Person Trip V/C Analysis Table o Project Traffic o Link Volume PM Peak Hour Average o LOS Table • Intersection Analysis o Intersection Approach Volumes (7 intersections) o Signal 2000 Int 1 (Existing rnd Proposed) o Signal 2000 Int 2 (Existing and Proposed) o Signal 2000 Int 5 (Existing and Proposed) o Synchro Int 3 (Existing and Proposed) o Synchro Int 4 (Existing and Proposed) o Synchro Int 4 (Existing and Proposed) • Committed Projects • • APPENDICIES There are several appendices associated with this report. Each contains information specific to the data and analysis undertaken. • Trip Generation o Site Protect Trip Generation Analysis o LU 931: Quality Restaurant (8,000 SF) o LU 232: Highrise Residential Condo (336 DU) o LU 814: Specialty Retail Center (7,576 SF) o Table 21.C1: DR! Mode Splits • Trip Distribution o Assignment Egress o Assignment Ingress a TAZ Cardinal Distribution o MPO MUATS 2025 Cover Page o MPO MUATS 2025 TAZ 573 • Teremark Brickell II • Mary Brickell Village • Villa Magna • Riverfront o Location Map o TAZ Map • Signal Timing o S Miami Ave / 8th St o S Miami Ave / 7"' St o Coral Way / S Miami Ave • FOOT Adjustment Factors o 2002 Weekly Axel Factors o 2002 Peak Season Factor • TMC's o S. Miami Ave & 7Th St o S. Miami Ave & 8t St o S Miami Ave & 10"` St o S Miami Ave & 11T St o S Miami Ave & 13th St o SW 1"Ave & leSt o SW1"Ave&11tSt • Trip Generation • to • • • The Point at Brickell Village Project Trip Generation Analysis Land Use (LU) Units ITE LU CODE PM PEAK HOUR TRIPS ITE TRIP GENERATION IN OUT TOTAL RATE % Trips % Trips TRIPS High -Rise Residential Quality Restaurant Specialty Retail 348 D.U. 8,000 SF 7,576 SF 232 931 814 0,38 7.49 2.71 63% 67% 44% 84 40 9 37% 33% 56% 49 20 12 132 60 21 Gross Vehicle Trips P 64% 124 36% 68 192 Vehicle Occupancy Adjustment © 16.0% Of Gross Trips 64% 20 36% 11 31 Transit Trip Reduction @ 14.1% Of Gross Trips 64% 17 36% 10 27 Pedestrian/Bicycle Trip Reduction @ 10.0% Of Gross Trips 64% 12 36% 7 19 Net Vehicle Trips 64% 74 36% 41 115 Net Person Trips in Vehicles © 1.40 Persons/ Vehicle 64% 104 36% 57 161 Net Person Trips in Transit @ 1.40 Persons/ Vehicle 64% 24 36% 14 38 Net Person Trips (Vehicle and Transit Modes) 84% 1 128 36% , Net Person Trips (Walking/Bicycling) © 1.40 Persons/ Vehicle 64% 17 36% 10 27 NOTES: A 16% OCCUPANCY ADJUSTMENT IS BASED ON MIAMI'S 1,4 VERSUS ITE'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, TABLE 21.CI) • • The Pointe e:t Summary of For 243 Dwei Nov tuber 24, Generat--.. C l.= - Average Pate Factor Standard mod_ ustmen- . eti•:a Ala. Weekday 2-Wav Volume --G AM Peak Hour Enter AM Peak Hour Exit -_ AM Pea}; Hour Total 4-6 PM leak. Hour Enter 4- PM Peak Hour Exit 4-6 PM Peak Hour Total AM Pk Hr, Generator, Enter M Pk Hr, Generator, Exit AM Pk ,;r, Generator, Total PM Pk Hr, Generator, Enter PM Pk Hr, Generator, w__ft PM _k Hr, Generator Total Saturday 2-Way Volume Saturday Peak Hour Enter Saturday Peak Hour Exit Saturday, Peak Hour Total Sunday 2-Way Volume Sunday Peak Hour Enter Sunday Peak Hour Exit Sunday Peak Hour Total 4.13 3.23 3.34 0.24 D.14 .30 0.06 0.23 0.26 0.33 4..31 0.15 3.43 J.16 0.14 C _.0 9 1.00 0.00 1.[10 10.00 0.62 1.0n 1 . 0 0 U . 5 G 0 _ 1.00 Of 1.00 1.62 1.00 2.11 1.00 _.00 1.00 �.0 8� 1.00 0.0C 1.00 _.0f0 1.0n 0.55 172 119 56 49 1.04 Note: rerc indicates ..d data Source: Institute o: Transportation, .leers Trip Generatron, - u:h _.d_wzo-n , 3. L PT O' GENF:.,T�",1 C'I`. H ` MTCPC.TP,ANS Tne Pointe at 9r1cke:2 ?22:aue Summary of Trip Generation 2\:_u:=�ion For 5 Tb.S=.Sc.E=. __ Qoai:2y Pestaulass ('e \ November Average Kate DeYlation Adustment Factor_ Driveway %vc. Weekday 2-Way Vein e 5G.95 36.5: 1.00 222 2-: AM Peak Hour Enter :.Cr 0.0C 1.00 s-> AM Peak Hour Exit 2.2E 2.:J :.11: : -§ Peak Hour Total ..51 3.&2 1. 2 6 . PM Peak Hour ter :.\_ 1, . .: 4-: Peak Hour Exit 2.47 0.30 1.00 2\ 4-6 PM Peak Hour Total 7.49 4.55 1.00 Ek AM Z2 Ho, Generator, Enter 4.57 o.00 1.00 22 AM 2k Hr, Generator, Exit 1.00 0.CC I.00 E AM 22 Hr, Generator, Total 5.57 3.2E 1.00 45 PM Pk Hr, Generator, Enter 5.55 2.00 1.00 45 PM 12 Hr, Generator, Exit :.43 0.00 1.00 22 32 Hr, Generator, Total ..02 4.55 1.00 2_ Saturday 2-Way Volume 94.36 34.42 1.00 755 Saturday Peak Hour Enter 6.35 0.00 1.00 52 Saturday Peak Hour Exit 4.44 1.04 1.00 3E Saturday Peak Hour Total ?z.52 4.3E :,CC 57 Sunday 2-Way Volume .16 _22..2E 1.00 577 Sunday Peak Hour Ester 5.25 0.00 1.00 42 Sunday Peak Hour Exit 3.10 0.00 1.00 25 Sunday Peak Hour Total f.53 3.EE 1.00 E2 Tote: 2 zero ls£:=ates no data avaLLar e. ,t,__:. 1n titute of Transperta:tot zs_nee:s Trig Generation, 7t£ Edition, £ GENER,L,TTTIN E2 MT222T 93 • • -n. Pointe at Tkell ,._ Summary cf Trip Generation Ca_c 1a7:= For m 576 T.G. L.A. cf Specialty Reta:... C n : (4_4J l . Nover ier ....4. 2 7 _;`.'e raae Rate stanoaro e via tio,n AG ustsne t „ a .. c r 'Jei^!a4. Avg. Weekday 2-Way Volume 44.32 15.52 --_ AM Peak Hour Enter 0. ��0 0.00 AN Peak Hour Exit 3.100 0.00 7-9 AM Peak Hour Total 0.0.0 0.00 4-6 FM Peak Hour Enter 1.19 0.00 4-6 PM Peak Hour Exit 1,52 0.00 4-6 FM Peak Hour Total 2.71 1.33 M Pk Hr, Generator, Enter 3. 2S 0.00 AM Pk Hr, Generator, Exit 2.56 0.-00 AM Pk Hr, Generator, Total 6.54 3.55 `M Pk Hr, Generator, Enter 2.81 0.00 3M Pk: Hr, Generator, ___it 2.22 0.00 PM Pk Hr, Generator, Total 5.0' 2.31 Saturday 2-Way Volume 42.04 13. 9 7 Saturday Peak Hour Enter 0.00 0.00 Saturday Peak Hour Exit. .00 0.0r Saturday Peak Hour Total a _u ').0, Sunday 2-Wav-Volume 23.43 10.27 Sunday Peak Hour Enter 0. 0r_, 0.00 Sunday Peak Hour Exit `.00 0.00 Sunday Peak Hour Total 0.0„� 0.00 1.00 1 . 0 C, 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 .03 155 Note. A terc ___d_rares no data va21a -e. Source:Institute Transportattcn Tri,:;Generation, 7th Edu._1cn, 2,0Vec�_"� T:RTP GENERATO'ON EY MTCRGTPJV S 4 \'1 • TABLE 21 .C1 DOWNTOWN MIAMI DRI UPDATE - INCREMENT 11 TRANSIT AND PEDESTRIAN MODE SPLITS 17-Sep-2001 AREA TRANSIT MODAL SPLIT [1] PEDESTRIAN REDUCTION [2] INCREMENT 1 INCREMENT 11 OMNI 11.7% 14.9% 10.0% CBD 23.3% 22.6% 10,0% BRICKELL 14.3% 14.1 % 18.0% SE OVERTOWN 8.3% 8.2% N/A NOTES: [11 TRANSIT MODAL SPLITS BASED ON APPROVED RATES USED IN THE ORIGINAL DOWNTOWN MIAMI DRI. [2] PEDESTRIAN AND BICYCLE TRIP REDUCTION BASED ON AREA CHARACTERISTICS AND DISCUSSIONS WITH CITY OFFICIALS. 21 '7 SOURCE: KEITH AND SCHNARS, P.A. n:\tranplaniprojects120011167161tables\cbd2pm.wk4 • Trip Distribu►ion • 6 7th Si 26 8th St 9th St 2 10th St 11th St 12th St a) 0,4 13th St 30 a3 7 30 26 26 Figure i 26 — 26 Analyzed Intersect;ons 0 Signalized Q Stop Controlled i• 5 11" E Anofyzed Corridors • 0 fE 16 V fKArIG ASSIGNMENT 'EKGENT IN& SS Analyzed Intersections 0 0 Signalized Stop Controlled 5I Analyzed Corridors Figure 1 �0 OKI6 ,I/ u TKAFFIG ASSIGNMEN1 PEKGENT ECaKESS • • The Pointe at Brickell Village Project Cardinal Distribution (TAZ 573) DIRECTION DISTRIBUTION % NNE 18.58 ENE 5.63 ESE 4.43 SSE 1.53 SSW 4.86 WSW 25.49 WNW 17.48 NNW 21.99 TOTAL 100.00 Note: Based on MUATS & Year 2025 Plan Update, Technical Report: Directional Trip Distribution Year 1999 Mod& Validation and 2005-2025 Cost Affordable Plan, Date: December 31, 2001 obtained from Miami Dade MPO. • • DRAFT MIAMI URBAN AREA TRANSPORTATION STUDY (MUATS) YEAR 2025 PLAN UPDATE le A41 TECHNICAL REPORT: DIRECTIONAL TRIP DISTRIBUTION YEAR 1999 MODEL VALIDATION AND 2005 - 2025 COST AFFORDABLE PLAN DATE: DECEMBER 31, 2001 Prepared For: Prepared By: Gannett Fleming • • 1.1.,2 2905 Interim I 'tan Dl1i;:("r1011AI, 114411111i1!T 1f1N S1114501 Y CAr1UINlL U1121u 'i Ir1N5 1'1'16I> NNE K111. ,L`; I•; 3N WPW W 1A, r311N 671 '1P11P11 27R6 99R ';9 '1R1 7',2 ';449 1!,01 511.P CT?NT 14.711 4-64 9..11 2.111 1 'a/ 2R. 1,, 1R. 49 22.611 2 191469 I i311'1/11 1' 1054 2114 169 149 ,r,',(t 1692 1056 14511 Y,lU1 1.1.26 9-65 2.11 2.44 4.09 21.!I. 17.29 23,-19 571 TRIPS 218 6Y !.2 1R 57 291 205 >,5S 117.1 PFlI?.71':N1 14.58 s.n1 4.43 1.53 4.86 25.49 17.411 21,99 r>74 117l110 11911 536 120 59 213 R15 615 788 455' I'IiRCEN'1' 241.0I 13.22 2.96 1.70 h.2, 21.60 15.17 19.41 5 /5 TRIPS 624 529 119 /0 219 13e 645 159 I'1!i`''ENT 16.60 14.01 4.16 1.86 L,_R2 19.57 11.15 70.1.5 576 TRIPS 7.33 545 115 17 196 7911 521 681 1552 I'CR.`:i.NT 20.02 14.RR 1.14 2-112 5.35 2.1.',! 14.2P 111,65 571 T4(4419 1759 719 131 RR 414 1919 17.64 1784 11(1?, i'I:RCF.NT 21."18 R.99 1,62 1..04 ;.1.3 23. 16 15.65 21,09 15 1,6'5 256', ll:i':rl'•1 11'9: 1111"' ' -€ 1 l,s1j,l /1'11 f 11111171 :117464f R'i '''R1i.-11 [:711'h:€r€11i. I -1-.i'1 s1 l"/ w•,•,7 •.'l6; 11'14 '.Af. '1'1'1E', '11 n n .n) 12 l',9 R1 IV?Y.:"i-:N'1 '14.29 Il. r, r, ,I (1 T,.9/ 1P111, . ',r ,;4 ''9' 'I'lIl l9: ',116 1? 13 19 1 91, , .' ]69 >,4 1'6:44r35:116!' 115. 1R. 0.611 4_49 ..26 16.54 1 /.4'1 . _r;:' , 67 544 •F1?11!'t 12.1 Irl i, 79 .'71 I' '1 19n '19 R'- TY.PC.f•:r1T 1 4 .09 7 . 6,; C,n0 P .11 1 : 71 1 /. 1,1 J I '.1 4 . 4' 549 1SIP5 '15 !1 0 131P I045 ll7,'. 424 ' .R 4111 l'/,li(1:311 6.46 r;.er n.on 11.2R 72 OR 22.21 R '15 11� 66. °•91 11.IP' . 1' Tl' 11':1 I'1(141''•1'I. TN€P P i;,N1�i:p(i 1J a 0!V 4'' 1-3li 314 -!'1 1551 11. 49 2..' rl.nll ,41 27-11 21 1.4 .'1 511.'F. 444 "R2 '1 621 6.r,r 11 ra 1 14 11 1n '(. r', 1' 1 -•4 16 11.1;/, r, 11r1 .'9.113,, 1.1 -- no R 114 576 73-4PS 521 161 29 5'1 47 446 31.9 41.7 1"94 55.8Cl/N'I' 26,43 8.01 1.45 2.86 2.36 27.1/ 1.5.5S 70.93 1 'TIP!'; !14 94 r; .3Rf 99.l 1674 671 '4 ; 451A 1113PCS41 , .?'I 1.11' 4 no 9,7.G J.1 41 21.'6 12.44 579 TRIPS 623 719 20 34 114 R52 5619 611 3110ri PEP/ENT 26,16 7.09 0.65 1.10 1.69 27.57 11. 06 20.6E 540 'i'1/115 1215 301 35 R6 3013 2549 1732 2544 r'I•:SCEENT 13.84 3.50 (1.40 6.9R 3.51 29.55 19. /4 211_99 Rfl9 541 'TRIPS 660 1.111 '19 40 72 939 6R7 1116.3 1134 1''1Rf'Epi'1' 18_55 3.34 0.54 1.13 2.04 26.54 19.42 29.15 512 3121 P3 472 74 211 39 17 169 259 415 1,411 1904113IE4'T 211.05 4.40 1 .56 2.12 1.61 21.93 15.9P 24.66 583 TRIPS 994 127 44 66 42 62R 533 5113 PF:RCEN'T 32.57 4.16 1.44 2.16 1.34 20.1.9 17.46 20.2., 584 1I011'41 216 0 0 102 490 241 191 0 1216 P/411C4117 17.4R 0.00 0.00 8.25 38.83 19.95 15.45 /1.00 5R5 'PI/P,S 165 11 0 125 144 190 41n 411 I,RPMNI'1' 1 4 . 93 1 . 00 I1 , no 11 - 31 31 . 1 .3 1 1 . 1'1 2 0 . R1 1 . 62 _12,_ 1, 91 '€ / 14151 54 In 0 296 .09 r11 ', 72 .'ll 142', 16 i R 2. 1: 6,60 R 4` 2 i 4 1 P. 4 A (. 7I1 1,, _' 015 '11'1 PS • 446 1. rs R6 2;R .':I fir ...r ..:A 2r,111 -ri. R'1 1r.'1. ,111. 761P.9 n 1 19'1 4'•1 -1 a'. %I ri ' P, il'r11. PPI- ;1 '1n n.l.n ..4'1�12.P4 'I-R 1 I':'- I'1: 1,....'41 50R 1.! 14 1R(11 '11 4 ''1 n 944 41. �74 ,>. 6. 3>' rl rn 5,: , _441 4I 599 TRIP" 11" 55. 1 69 '99 165 1 1 !1` 1 fit; Ir07, VSP(160F3 1 RR 7.11:' 5.''.1i 41 116 -' I .11' 1' P 1 1':' 64.46 :P1€ 1 01 EH Z 10 Ofli e1VfO NVfl Pointe at Brickell Location Map 8TH 9TH 10TH 11TH 12TN 'sr 7TH 6TH S. Miami Ave NTH Site Location 03 0 fi r Traffic Analysis Zones (TAZ) • • Sigrid Timing • 24 T 7 17 9 4 20 6 4 KIN: 7 9 7 6 ENTER THE CONTROLLER NUMBER (/ + STOP) i Z • 224411 TIMING DATA FOR 2244 S MIAMI AVE & 8 ST (SEC: 24 TYPE: NA) PAT OF NH F Y EX F Y S Y M CYC 1 T 80 12 9 4 65 6 4 100AM PEAK 3 14 12 35 9 4 22 6 4 80PARAOE OUT 4 T 30 12 9 4 25 6 4 60PRE AM PEAK 6 T 1 11 9 4 26 6 4 60AVERAGE 7 T S3 35 9 4 22 6 4 90i44 PZAA 8 T 26 23 9 4 14 6 4 60POST PM PEAK 9 T 7 16 9 4 21 6 4 6OEVENING 2/0 19 T 7 I7 9 4 20 6 4 60LATE NIGHT 1 22 T 93 16 9 4 21 6 4 _ 6OEARLY NIGHT 23 T 7 16 9 4 21 6 4 6ONIGNT 11/0 6ORECALL TEST (IL • 3449(4 TIMING DATA FOR 3449 $ MIAMI AVE & 7 ST ;SEC: 24 TYPE: NA) ?AT OF NW . Y AW F Y R S Y M CYC I T 74 54 6 4 25 6 4 1 100AM PEAK 3 M 48 12 6 4 47 6 4 1 00PARA0E CUT 4 T 43 30 6 4 9 6 4 1 - 60PRE AM PEAK 6 T 3 19 6 4 20 6 4 1 60AYERAG£ 7 7 64 29 6 4 30 6 4 1 80PH PILVIC 8 T 33 19 6 4 20 6 4 1 60POST PM PEAK 9 T 7 24 6 4 15 6 4 1S0EV£NING 2/0 19 T 7 25 6 4 14 6 4 1 50I.ATE NIGHT 1 22 T 45 24 6 4 15 6 4 I - 60EARLY NIGHT 23 T 7 24 6 4 15 6 4 1 SONIGHT 11/0 24 T 7 24 6 4 15 6 4 1 SSORECALL TEST MIN: 7 6 a 6 f • • ENTER THE CONTROLLER NUMBER (/ = STOP1 2256{1 TIMING DATA FOR 2256 CORAL MAY S MIAMI AVE (SEC; 211 TYPE: SA) PAT OF EWM F Y A NSW F G Y R S Y M CYC 1 T 10 23 9 4 1 7 10 1 4 1 13 60AM PEAK, SC14 2 T 36 23 9 4 1 7 10 1 4 1 13 60AFf SCff FLAS 4 T 36 23 9 4 1 7 10 1 4 1 60OFF PEAK 0/2 5 T 36 23 9 4 1 7 10 1 4 1 60OFF PEAK 6 T 10 23 9 4 1 7 10 1 4 1 60AM PEAK 7 T 36 23 10 4 1 7 9 1 4 1 60PH 96118 20 T 36 22 10 4 1 7 10 1 4 1 6 60NITE 6/D 24 T 36 23 10 4 1 7 10 1 4 1 - 7 61RECALL TEST MIN: 19 10 10 1 j • (