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HomeMy WebLinkAboutexhibitApril 15, 2005 prepared for: Office of the City Manager City of Miami, Florida prepared by: KB HDR Engineering, Inc. 15450 New Barn Road, Suite 304 Miami Lakes, FL 33014-2169 Phone: 305.728.7400 Fax: 305.728.7447 CITY OF MIAMI IBILITY STUDY Project Update Desc . The Ci of �` �'i�l�co�pleted a study that evaluated the feasibil of n ne " "streetcar transit service that would operate betwe _ the Government Center <in Downtown Miami and the Miami Design District. The proposed streetcar service would provide improved transit connections along a 6.75 mile (10.86 km) round trip loop, between' Downtown Miami and the redeveloping areas of Wynwood/ Edgewater, Midtown Miami, the Miami Design District and the Buena Vista East Historic District. The proposed streetcar service is intended to link with existing transportation systems as well as with other planned systems. It would also provide and enhance new investment opportunities for commerce, recreation and housing, including workforce housing, bringing additional jobs and tax revenues to the City. The City of Miami initial Streetcar Corridor Feasibility Study was conducted for a study area bounded by the Miami River, Miami Avenue (including Government Center), NE 79th Street and Biscayne Boulevard and found the following: 1) The proposed project can effectively provide attractive, convenient and reliable transit connections between Downtown Miami and redeveloping areas. 2) The proposed project can efficiently increase the capacity and use of the City's local and regional public transportation system through integration with the existing and proposed enhancement of the Miami - Dade Transit (MDT) system. 3) The proposed project can guide and sustain economic development and support a sustainable pattern of urban land use activities. 4) The proposed project can feasibly operate on segments of selected roadway corridors without adversely impacting traffic flow, parking facilities, business operations, and other corridor characteristics. 5) The proposed project is financially feasible and can be implemented with existing and new revenue sources. What is Streetcar Transit? A streetcar is a mode of public transit that operates along a fixed rail guideway that is embedded within the surface of the roadway. While streetcars cannot deviate from the path of the guideway, the operator of 3_. 1 iv 1.• the streetcar "drives" the vehicle, accelerating and braking to move along with traffic that may operate in the same lane as the streetcar. Streetcars are related to light rail transit; the difference is that streetcars are smaller, lighter, less expensive, and usually run in traffic, rather than in their own exclusive right of way. Powered by quiet electric motors, these vehicles use an overhead arm called a pantograph to collect power from an electrified wire that is suspended approximately 20 feet (6.10 meters) over the lane in which the streetcar runs. Streetcars can look contemporary or vintage and can be outfitted with numerous features. Project Components The initial Phase 1 of the Miami Streetcar project includes 6.75 miles (10.86 km) of trackway of which 3.15 miles (5.07 km) is single track where the streetcar runs one way on a given section of street and 1.8 miles (2.90 km) of double track where the streetcar runs in both directions in the same section of street. Approximately 33 stops will be provided along the route. The project will operate with an initial fleet of eight vehicles. The study recommends that Miami use modern European tram style vehicles for this project. In some contexts, like Tampa's Ybor City Historic District, a vintage style trolley vehicle is appropriate. Miami is, by contrast, a modern city and this project is envisioned as equally modern. The characteristics of modern streetcars include larger passenger capacity, Large doors for quick boarding and exiting, compliance with the Americans with Disabilities Act and are best suited for this application. The estimated construction and system costs for this initial Phase I are $132,255,000 (year 2004 US dollars) which includes track, roadway and utility costs, a maintenance and operations facility, vehicles, Florida East Coast Railway crossings, design, construction and project contingencies. Annual operating cost, assuming streetcar service every 5 to 10 minutes, is estimated at $3,500,000 per year (year 2004 US dollars). Preliminary streetcar ridership projections estimate 3,000 at opening year and potentially 8,100 riders per Phase 1 Streetcar Project Construction and System Costs Contingency Design/ Construction Vehicles FECRaII Crossings $132,255,000 (Year 2004 Dollars) Tracy Roadway and I.IIIIIY Costs Maintenance Facility day in year 2025 depending upon several variables which are unknown at this feasibility stage, such as; fare structure, service frequency, operating speed and corridor redevelopment. The project is financially feasible to construct and operate; several scenarios for funding capital and operating costs have been developed. There are a number of options for project implementation, including the formation of a new Authority similar to the Miami Downtown Development Authority (DDA) and the Miami Parking Authority. The project could also be advanced through a public - private partnership wherein the project would be owned by the City of Miami, but developed and managed through a nonprofit corporation similar to the partnership, formed in Portland, Oregon, which Phase 1 Streetcar Daily Ridership 10,000 0000 6,000 4,000 z,aaa a Base' Opening 2000 Year 2025 2 CITY OF MIAMI INITIAL STREETCAR CORRIDOR FEASIBILITY STUDY developed the Portland streetcar. In any scenario, the active cooperation of Miami -Dade County, the Board of County Commissioners, the Miami -Dade Metropolitan Planning Organization (MPO), Miami -Dade Transit (MDT), the Miami -Dade Public Works Department, and other agencies will be needed in order to build and operate the project. Other public agencies, including the Federal Transit Administration and the Florida Department of Transportation, will be key to implementation. Potential Benefits of a Miami Streetcar In addition to shaping development into a more sustainable pattern, streetcars have been shown to be very efficient transit circulators, at approximately 1/3 the total cost of a typical light rail transit (LRT) system, and they do not require dedicated right-of- way. That is, they operate in mixed traffic with little or no impact to traffic flow or on -street parking. Like LRT, streetcars are relatively quiet and extremely reliable, and they have low maintenance costs compared to buses. Most important is streetcars' value as place -makers and their value as community circulators, able to attract choice riders, residents and visitors who would otherwise use automobiles for in -town trips. Next Steps 1. Miami City Commission Adoption of the Study 2. Begin Initial Implementation of the Study Recommendations 3. Financial Support Services in the Development of a Detailed Financial Plan for Project Delivery — The City and its partners in this project, public and private, wilt need to select their preferred funding scenario and implement that scenario through action of the City of Miami Commission on budgets, interlocal agreements, and other mechanisms. 4. Alternatives Analysis and Environmental Assessment to Satisfy Federal Transit Administration (FTA) Requirement for Fund Eligibility —if the adopted financing includes the use of Federal funding, an Alternatives Analysis (AA) and an Environmental Analysis (EA) must be completed to satisfy FTA's National Environmental Policy Act of 1969 (NEPA) process. PROJECT UPDATE M aetti Design,;. Distri'ot' NW 461h St. NW 3111h S1. NW 36th St. NW 29th St. LEGEND �r Recommende4 Phase I StreetcarAl,ynmorit • Recornrnmied Slop Ifxattons Ivletromrver O Metrornover Stop Locations Merrorall • Metrora:l Stop Locations FEC Crossings on Recommended Alignment UW9hSt. NW 3rd St. s �I z° fit 3 5. FTA New Starts Application —If the adopted financing includes the use of Federal funding, a New Starts application must be submitted for approval by FTA for funding. 6. Agency Coordination —The Miami Streetcar project must be coordinated closely with a number of agencies, such as FTA, Miami -Dade County, FDOT (Central Office and District VI), and others, to ensure successful, efficient and timely implementation of the project. 7. Public Involvement —Public input during this Phase of the streetcar program may be vital to the refinement of the alignment and station locations. Public involvement will include public meetings, meetings with property owners, coordination with the media, a project website, and other means of soliciting input from the public. 8. FEC Railway Coordination —As currently planned, the Miami Streetcar project will cross the Florida East Coast Railway (FEC) in more than one location. Since the project will be seeking FTA approval through a New Starts application, it is expected that FTA will require that the New Starts application include documentation of agreement from FEC that the Miami Streetcar can cross their rail line. 9. Maintenance and Operations Facility (MOF) Site Selection Analysis —This site selection analysis will address the need for a MOF to be shared by the Bay Link project and Miami Streetcar. 10. Property Acquisition Definition —This effort should identify property acquisition requirements for the project for traction power substations (TPS) as part of the electrical supply system to the streetcar and any other corner clips along the alignment as revised or to the MOF. (4-0106IT Task 4111 BayLink/FEC Coardinegen 11. Selection of the Preferred Organizational Option for Project Implementation —As indicated above, there are a number of options for "housing" this initiative in existing public agencies or in a new organizational structure. More important than which particular organizational option is chosen is the presence of the key ingredients, which are clearly in place, for a successful streetcar project: • Political Leadership —This project represents change and constitutes a major City initiative requiring strong advocacy from public: figures. City leaders must "lead the charge" for project implementation. • Redevelopment opportunity —Vacant or underutilized land is available for a new form of development. Few American cities, if any, have the opportunity now present in this corridor for large-scale transit -oriented development. • Development pressure - The spectacular resurgence of development in Miami, along with the prospect for deteriorating mobility in an overcrowded street network otherwise, provides the force to propel this initiative forward. • Physical feasibility - This study has determined that the Miami Streetcar project is physically and operationally feasible as proposed. • Financial capacity - As this study has demonstrated, the means are available to construct and operate this project and operate it. Schedule The project could be open for operation by the end of 2008. `and' r. 3rd • :41h 1ei.. and ilii*Ci1mj>q s h Mi 3 oaggn Build, Ades Mum mt,..,, ... CentirdGlian. Opening * — Project Milestone 3rd -41h 1e1- and - -3rd 4th. IMEANK4Ait 'MUM let • and ... 3rd - nth .... INli CONTACT: Lilia I Medina, AICP — Assistant Transportation Coordinator City of Miami, Office of the City Manager/Transportation 444 SW 2nd Ave, 10th FL, Miami, FL 33130 TeL (305) 416-1080 Fax (305) 416-1019 Iimedina(cl,miami.fLus 4 !