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Traffic Impact Statement
; r�iv r iir, i YriL'i Jl� r17� . TRANSPORT , NALYSIS PROFESSIoNA 8701 S.W. 137th AVENUE • SUITE 210 • MIAMI, FL 33183-4498 • TEL 305/385-0777 • FAX 305/385-9997 FAX & MAIL October 3, 2005 Gilberto Patoriza, Esq. Weiss, Scrota, Helftnan, Pastoriza, Guedes, Cole & Boniske, P.A. 2665 South Bayshore Drive Suite 420 Miami, Florida.33133 RE: Metropolitan and One Miami Traffic Generation Comparative Analyses Dear Mr. Pastoriza: Per your request, we have researched the traffic generation for the original One Miami development. As we understand it, the development was approved by City of Miami Commission under Resolution No. 98-11.51 for Parcels A, B, C and D. Since that approval, Parcel A was separated from B, C and D and continued on as the One Miami project, which is now under construction. Parcels B, C and D became what is known as Met One, Two and Three, respectively. As part of the approval process, a 1998 traffic study by David Plummer and Associates was performed for the original Resolution No. 98-1151 for all parcels A through D. Another traffic study by Transport Analysis Professionals was performed in June 2004 for parcels B through D. The traffic study reanalyzed all proposed uses and surrounding intersections in the DuPont Plaza area. The study was approved by the City's traffic consultant. We understand that, since the traffic study for the three parcels was approved, market demands required changes in the land use mix, which ultimately changed the overall trip generation for the proposed developments. It is understood that a final plan for all tracts are at hand and we can now compare traffic generation between what was originally approved by Commission in 1998 for tracts A through D to what is under construction and what will be built on tracts B through D. Using the seventh edition of the Trip Generation Report as published by the Institute of Transportation Engineers (ITE), a trip generation comparative analysis was performed to identify differences between the originally approved One Miami project, which includes tracts A through D, and what is currently under construction or seeking approval. The attached table and supporting ITE trip generation depicts an overall loss of trips from what was originally approved. There are 717 fewer PM peak hour trips to be generated by the currently proposed developments to that which was approved by Commission in 1998. Planning • Design and Engineering • Accident Reconstruction • State of Florida EB 3766 i�� �;t�;• _e1Ub Uy: rim ,Jk10J607'7J TRANSPORT ANALYSIS PAGE 03, i c, Gilberto Pastoriza. Esq, October 3, 2005 Page two As you know, the Downtown Development Authority commissioned a comprehensive traffic study of the Omni, CBD and Bricked areas, which became known as the "Miami Downtown DRI". The study has been updated several times over the last few years. The study recognizes that a reduction of trip generation will occur in the downtown area because of the availability of transit (MDTA, Metromover and Metrorail), pedestrian/bicycle and internalized trip making factors. For example, for the Downtown CBD area, a primary trip reduction of 32.6% is used to adjust raw ITE trip rate data downward to depict actual ingress and egress conditions. However, no reductions were used in the comparative analyses so as to keep a simple level playing field, as it were. In summary, the proposed developmients generate fewer trips now than what was approved by City Commission under Resolution No. 98-1511. If you need additional information, please contact me at your convenience. Sincerely, TRANSPORT ANALYSIS PROFESSIONALS, INC. Richard P. Eichinger Senior Traffic Engineer RPE/j a/4704 Enclosures cc: Tim Weller 1L% ei mil( JUJ U�• J�� JtJ ;':j li ��J�1'j UR r u—,. One Miami / Metropolitan One Trip Generation Comparative Analysis PM Peak Hour Resolution / Land Use / Size In Out Total Original Resolution 98-1151 Parcels A, B, C, & D. Office —1,200,000 sf Retail — 400,000 sf Residential — 1,500 units Hotel -- 300 units One Miami Resolution 02-858 Parcel A Office -- 28,000 sf -7 -35 -42 Retail --17,000 sf -20 -26 -46 Residential — 900 units -315 -153 -468 Hotel -- 0 units 0 0 0 Subtotal -342 -214 -556 300 1,488 1,788 476 608 1,084 525 255 780 102 108 210 Subtotal 1,403 2,459 3,862 Net Remaining, Trips 1,061 2,245 3,306 Proposed MET Development Parcel B Office -- 0 0 0 - 0 Retail--142,575 sf -170 -217 -387 Residential — 447 units -156 -76 -232 Hotel — 0, units 0 0 0 Subtotal -326 -293 -619 Net Remaining Trips 735 1,952 2,887 Proposed MET Development Parcel C Office -- 700,000 sf -175 -868 -1,043 Retail — 30,090 sf -36 -46 -82 Residential -- 0 units 0 0 0 Hotel -- 400 units -136 -144 -280 Subtotal -347 -1,058 -1,405 Net Remaining Trips 388 894 1,282 Proposed MET Development Parcel D Office -- 0 0 0 0 Retail — 74,936 sf -89 -114 -203 Residential — 696 units -244 -118 -362 Hotel — 0 units 0 0 0 Subtotal -333 -232 -565 Net Remaining Trips 55 562 717 ice; nO LLCJJ k1]: U.D JU:�JbJ_f'77 f Summary of Trip Generation Calculation For 1200 Th.Gr:Sq.Ft. of General Office Building September 30, 200E Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 11.01 6.13 1.00 13212 7-9 AM Peak Hour Enter 1.36 0.00 1..00 1632 7-9 AM Peak Hour Exit 0.19 0.00 1.00 228 7-9 AM Peak Hou; Total 1.55 1.39 1.00 1860 4-6 PM Peak Hour Enter 0.25 0.00 1.00 300 4-6 PM Peak Hour Exit 1.24 0.00 1.00 1488 4-6 PM Peak Hour Total 1.49 1.37 1.00 1788 AM Pk Hr, Generator, Enter 1.36 0.00 1.00 1632 AM Pk Hr, Generator, Exit 0.19 0.00 1.00 228 AM Pk Hr, Generator, Total 1.55 1.39 1.00 1860 PM Pk Hr, Generator, Enter 0.25 0.00 1.00 300 PM Pk Hr, Generator, Exit 1..24 0.00 1.00 1488 PM Pk Hr, Generator, Total .1.49 1.37 1.00 1788 Saturday 2-Way Volume 2.37 2.08 1.00 2844 Saturday Peak Hour Enter 0..22 0.00 1.00 264 Saturday Peak Hour Exit 0.19 0.00 1.00 228 Saturday Peak Hour Total 0.41 0.68 1.00 492 ,Sunday 2-Way Volume 0.98 1.29 1.00 1176 Sunday Peak Hour Enter 0.08 0.00 1.00 96 Sunday Peak Hour Exit. 0.06 0.00 1.00 72 Sunday Peak Hour Total 0.14 0.38 1.00 168 Note: A zero indicates no data available. Source: Institute of Transportation Engineers ,Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS 12, U:,,• 2U0b U is Fjti 30538589'3 TRANSPORT ANALYSIS .PAGE Uhl 18 Summary of Trip Generation Calculation. For 400 T.G.L.A. of Specialty Retail Center September 30, 2005 Average Standard Adjustment Driveway Rate Deviation. Factor Volume Avg.. Weekday 2-Way Volume 7-9 AM Peak Hour Enter 7-9 AM Peak Hour Exit 7-9 AM Peak Hour Total 4-6 PM Peak Hour Enter 4-6 PM Peak Hour Exit 4-6 PM Peak Hour .Total AM Pk Hr, Generator, Enter AM Pk Hr, Generator, Exit AM Pk Hr, Generator, Total PM Pk Hr, Generator, Enter PM Pk Hr, Generator, Exit PM Pk 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 44,32 15.52 1.00 17728 0.00 0.00 1.00 0 0.00 0.00 1.00 0 0.00 0.00 1.00 0 1.19 0.00 1.00 476 1.52 0.00 1.00 608 2.71 1.83 1.00 1084 3.28 0.00 1.00 1312 3.56 0.00 1.00 1424 6.84 3.55 1.00 2736 2.81 0.00 1.00 1124 2.21 0.00 1.00 884 5.02 2.31. 1.00 2008 42.04 13.97 1.00 16816 0.00 0.00 1.00 0 0.00 0.00 1.00 0 0.00 0.00 1.00 0 20.43 10.27 1.00 8172 0.00 0.00 1.00 ' 0 0.00 0.00 1.00 0 0.00 0.00 1.00 0 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS rnt'4 r-Oi I til'In� 1 JI Lilr 1v Summary of Trip Generation Calculation For 1300 Dwelling Units of Residential condominium / Townhouse September 30, 2005 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 5.86 3.09 1.00 8790 7-9 AM Peak Hour Enter 0.07 0.00 1.00 105 7-9 AM Peak Hour Exit 0.37 0.00 1.00 555 7-9 AM Peak Hour Total 0.44 0.69 1.00 660 4-6 PM Peak Hour Enter 0.35 0.00 1.00 525 4-6 PM Peak Hour Exit 0.17 0.00 1.00 255 4-6 PM Peak Hour Total 0.52 0.75 1.00 780 AM Pk Hr, Generator, Enter 0.08 0.00 1.00 120 AM Pk Hr, Generator, Exit 0.36 0.00 1.00 540 AM Pk Hr, Generator, Total, 0.44. 0.68 1.00 660 PM Pk Hr, Generator, Enter 0.33 0.00 1.00 495 PM Pk Hr, Generator, Exit 0.19 0.00 1.00 285 PM Pk Er, Generator, Total 0.52 0.75 1.00 780 • Saturday 2-Way Volume 5.67. 3.10 1.00 8505 Saturday Peak Four Enter 0.25 0.00 1.00 375 Saturday peak Hour Exit 0.22 0.00 1.00 330 saturday Peak Hour Total 0.47 0.71 1.00 705 Sunday 2-Way Volume 4.84 2.71 1.00 7260 Sunday Peak Hour Enter. 0.22 0.00 1.00 330 Sunday Peak Hour Exit 0.23 0.00 1.00 345 Sunday Peak Hour Total 0.45 0.70 1.00 675 Note: A zero indicates no data available. Source.: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS TRHivS;FO T ANALYSi� PAP Summary of Trip Generation Calculation For 300 Occupied Rooms of Hotel September 30, 2005 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 8.•92 6.04 1.00 2676 7-9 AM Peak Hour Enter 0.39 0.00 1.00 117 7-9 AM Peak Hour Exit 0.28 0.00 1.00 B4 7-9 AM Peak Hour Total 0.67 0.84 1.00 201 4-6 PM Peak Hour Enter 0.34 0.00 1.00 102 4-6 PM Peak Hour Exit 0.36 0.00 1.00 108 4-6 PM Peak Hour Total 0.70 0.87 1.00 210 AM Pk Hr, Generator, Enter 0.35 0,00 1.00 105 AM Pk Hr, Generator, Exit 0.29 0.00 1.00 87 AM Pk Hr, Generator, Total 0.64 0.84 1.00 192 PM Pk Hr, Generator, Enter 0.42 0.00 1.00 126 PM Pk E.r, Generator, Exit 0.32 0.00 1.00 96 PM Pk Hz, Generator, Total 0.74 0.89 1.00 222 Saturday 2-Way Volume 10.50 4.11 1.00 3150 •Saturday Peak Hour Enter 0.00 0.00 1.00 0 'Saturday Peak Hour Exit 0.00 0.00 1.00 0 Saturday Peak Hour Total 0.87 0.94 1.00 261 Sunday 2-Way Volume 8.48 3.42 1.00 2544 Sunday Peak Hour Enter 0.00 0.00 1.00 0 Sunday Peak Hour Exit 0.00 0.00 1.00 0 Sunday Peak Hour Total 0.75 0.88 1.00 • 225 Notes A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS lei Utl.r_r'iuv. i_i7. GJ . idD6 .57y'7 f Summary of Trip Generation Calculation For 28 Th.Gr.Sq.Ft. of General Office Building September 30, 2005. Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg, Weekday 2-Way Volume 11.01 6.13 1.00 308 7-9 PM'Peak Hour Enter 1.36 0.00 1.00 38 7-9 AM Peak Hour Exit 0.15 0.00 1.00. 5 7-9 AM Peak Hour Total 1.55 1.39 1.00 43 4-6 PM Peak Hour Enter 0.25 0.00 1.00 7 4-6 PM Peak Hour Exit 1.24 0.00 1.00 35 4-6 PM Peak HourTotal1.49 1.37 1.00 42 AM Pk Hr, Generator, Enter 1.36 0.00 1,00 38 AM Fk Hr; Generator, Exit 0.19 0.00 1.00 5 AM Pk Hr, Generator, Total 1.55 1.39 1.00 43 PM Pk Hr, Generator, Enter 0.25 0.00 1.00 7 PM Pk Hr, Generator, Exit 1,24 0.00 1.00 35 'PM Pk Hr, Generator, Total 1.49 1.37 1.00 42 Saturday 2-Way Volume 2,37 2.08 1.00 66 Saturday Peak Hour Enter 0.22 0.00 1.00 6 Saturday. Peak Hour Exit 0.19 0.00 1.00 5 Saturday Peak Hour Total 0.41 0.68 1.00 11 Sunday 2-Way Volume 0.98 1.29 1.00 27 Sunday Peak Hour Enter 0.08 0.00 1.00 • 2 Sunday Peak Hour Exit 0.06 0.00 1.00 2 Sunday Peak Hour Total 0.14 0.38 1.00 4 Note: A zero indicates no data available. Source: institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION HY MICROTpAN5 1Gi UO. �UU0 Ji:63 I iRANSI''uk i rril',a _� Summary of Trip Generation Calculation For 17 T.G.L.A, of Specialty Retail Center September 30, 2005 Average Standard Adjustment Driveway Rate Deviation Factor volume Avg. Weekday 2-Way Volume 7-9 AM Peak Hour Enter 7-9 AM Peak Hour Exit 7-9 AM Peak Hour Total 4-6 PM Peak Hour Enter 4-6 PM Peak Hour Exit 4-6 PM Peak Hour .Total AM Pk Hr, Generator, Enter AM Pk Hr, Generator, Exit AM Pk Hr, Generator, Total PM Pk Hr, ,Generator, Enter PM Pk Hr, Generator, Exit PM Pk tar, 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 44.32 15.52 1.00 753 0.00 0.00 1.00 0 0.00 0.00 1.00 0 0.00 0.00 1.00 0 1.19 0.00 1.00 20 1.52. 0.00 1.00 26 2.71 1.83 1.00 46 3.28 0.00 1.00 56 3.56 .0.00 1.00 61 6.84 3.55 1.00 116 2.81 0.00 1.00 48 2,21 0.00 1.00 38 5.02 2.31 1.00 85 42.04 13.97 1.00 715 0.00 0.00 1.00 0 0.00 0.00 1.00 0 0.00 0.00 1.00 0 20.43 10.27 1.00 347 0.00 0.00 1.00 0 0.00 0.00 1.00 0 0.00 0..00 1.00 0 Note: .A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP' GENERATION BY MICROTRPNS r<mi'46rur i ANi-LYJiJ riiUC 1.Lf Summary of Trip Generation Calculation For 900 Dwelling 0nits.of Residential Condominium / Townhouse. September 30, 2005 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 5.86 3.09 1.00 5274 7-9 AM Peak Hour Enter 0.07 0.00 1.00 63 7-9 AM Peak Hour Exit 0.37 0.00 1.00 333 7-9 AM Peak Hour Total. 0.44 0.69 1.00 396 4-6 PM Peak Hour Enter 0.35 0.00 1.00 315 4-6 PM Peak Hour Exit 0.17 0.00 1.00 153 4-6 PM Peak Hour .Total 0.52 0.75 1.00 468 AM Pk Hr, Generator, Enter 0.08 0.00 1.00 72 AM Pk Hr, Generator, Exit ' 0.36 0.00 1.00 324 AM Pk Hr, Generator, Total 0.44 0.68 1.00 396 PM Pk Hr, Generator, Enter 0.33 0.00 1.00 297 PM Pk Hr, Generator, Exit 0.19 0.00 1.00 171 PM Pk Hr, Generator, Total 0.52 0.75 1.00 468 Saturday 2-Way Volume 5.67 3.10 1.00 5103 Saturday Peak Hour Enter 0.25 0.00 1.00 225 Saturday Peak Hour Exit 0.22 0.00 1.00 198 Saturday Peak Hour Total 0.47 0.71 1.00 423 • Sunday 2-Way volume 4.84 2.71 1.00 4356 Sunday Peak Hour Enter 0.22 0.00 1.00 198 Sunday Peak Hour Exit ' 0.23 0.00 1.00 207 Sunday Peak Hour Total 0.45 0.70 1.00 405 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 7th Edition., 2003. TRIP GENESATION BY MICROTRRNS iL5i iuti=, tio: tKJ 30b3bolDi I RANSFOR I i4NAL1-SiS HHl7C Summary of Trip Generation Calculation_ For 142.575 T.G.L.A. of Specialty Retail Center September 30, 2005 Average Standard Adjustment Driveway Rate Deviation, Factor volume Avg. Weekday 2-Way Volume 7-9 AM Peak Hour Enter 7-9 AM Peak Hour Exit 7-9 AM Peak Hour Total 4-6 PM Peak Hour Enter 4-6 PM Peak Hour Exit 4-6 PM Peak Hour Total AM Pk Hr, Generator, Enter AM Pk Hr, Generator, Exit AM Pk Hr, Generator, Total PM Pk Hr, Generator, Enter PM Pk Hr, Generator, Exit PM Pk 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 44.32 15.52 1.00 6319 0.00 0.00 1,00 0 0.00 0.00 1.00 0 0.00 0.00 1.00 0 1.19 0.00 1.00 170 1.52 0.00 1.00 217 2.71 1.83 1.00 386 3.28 0.00 1.00 468 3.56 0.00 1.00 508 6.84 3.55 1.00 975 2.81 0.00 1.00 401 2.21 0.00 1.00 315 5.02 2.31 1.00 716 42.04 13.97 1.00 5994 0.00 0.00 1.00 0 0.00 0.00 1.00 0 0.00 0.00 1.00 0 20.43 10.27 1.00 2913 0.00 0.00 1.00 0 0.00 0.00 1.00 0 0.00 0.00 1.00 0 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS I Fri(��I-'�,IfC itil Yi-iL 1 Jjb Summary of Trip Generation_ Calculation For 447 Dwelling Units of Residential Condominium / Townhouse September 30, 2005 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 5.86 7--9 Am Peak Hour Enter 0.07 7-9 AM Peak Hour Exit 0.37 7-9 AM Peak Hour Tota]. 0.44 4-6 PM Peak Hour Enter 0.35 4-6 PM Peak ?dour Exit 0.17 4-6 PM Peak Hour Tota]. 0.52 AM Pk Hr, Generator, Enter 0.08 AM Pk Hr, Generator, Exit 0.36 AM Pk Hr, Generator, Total 0.44 PM Pk Hr, Generator, Enter 0.33 PM Pk Hr, Generator, Exit 0.19 PM Pk Hr, Generator, Total 0.52 Saturday 2-Way Volume 5.67 Saturday Peak Hour Enter 0.25 Saturday Peak Hour Exit 0.22 Saturday Peak Hour Total 0.47 Sunday 2-Way Volume 4.84 Sunday Peak Hour Enter 0.22 Sunday Peak Hour Exit 0.23 Sunday Peak Hour Total 0.45 3.09 1.00 2619 0.00 1.00 31 0.00 1.00 165 0.69 1.00 197 0.00 1.00 156 0.00 1.00 76 0.75 1.00 232 0.00 1.00 36 0.00 1.00 161 0.68 1,00 197 0.00 1.00 148 0.00 1.00 85 0.75 1,00 232' 3.10 1.00 2534 0.00 1.00 112 0.00 1.00 98 0.71 1.00 210 2.71 1.00 2163 0.00 1.00 98 0.00 1.00 103 0.70 1.00 201 Note: A zero indicates no'data available. Source: Inatitwhn of 'Transportation Enainers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS • a is uC I Ritil'{Jri_r i rtil `irtiL'f ui�� `f: _ Summary of. Trip. Generation Calculation For 700 Th.Gr.Sq.Ft. of General Office Building September 30, 2005 Average Standard Adjustment Driveway Rate Deviation_ Factor . Volume Avg. Weekday 2-way Volume 11.01 6.-13 1:00 7707 7-9 AM Peak Hour Enter 1.36 0.00 1.00 952 7-9 AM Peak Hour Exit 0.19 0.00 1.00 133 7-9 AM Peak Hour Total 1.55 1.39 1.00 1085 4-.6 PM Peak Hour Enter 0.25 0.00 1.00 175 4-6 PM Peak Hour Exit 1.24 0.00 1.00 868 4-6 PM Peak Hour Total 1.49 1.37 1.00 1043 AM Pk Hr, Generator, Enter 1.36 0.00 1.00 952 AM Pk Hr, Generator, Exit 0.19 0.00 1.00 133 AM 9k Hr, Generator, Total 1.55 1.39 1.00 1085 PM Pk Hr, Generator, Enter 0.25 0.00 1.00 175' 'PM Pk Hr, Generator, Exit 1.24 0.00 1.00 868 PM Pk Hr, Generator, Total 1.49 1.37 1.00 1043 Saturday 2-Way Volume 2.37 2.08 1.00 1659 Saturday Peak Hour Enter 0.22 0.00 1.00 154 Saturday Peak Hour Exit 0.19 0.00 1.00 133 Saturday Peak Hour Total 0.41 0.68 1.00 287 Sunday 2-Way Volume 0.98 1.29 1.00 686 Sunday Peak Flour Enter 0.08 0.00 1.00 S6 Sunday Peak Hour Exit 0.06 0.00 1.00 42 Sunday Peak Hour Total 0.14 0.38 1.00 98 Note: k zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS 1L! CJ J! . uuZ u7: Fj3 30538533b. TRANSPORT i ANAL 1' 5. '6 PAGE i 5, - _ Summary of Trip Generation Calculation For 30.090 T.G.L.A. of Specialty Retail Center September 30, 2005 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 44.32 15.52 1.00 1334 7-9 AM Peak Hour Enter. 0.00 0.00 1.00 0 7-9 AM Peak Hour Exit 0.00 0.00 1.00 0 7-9 AM Peak Hour Total 0.00 0.00 1.00 0 4-6 PM Peak Hour Enter. 1.19 0.00 1.00 36 4-6 PM Peak Hour Exit 1.52 0.00 1.00 46 4-6 PM Peak Hour Total 2.71 1.83 1.00 . 82 AM Pk Hr, Generator, Enter 3.28 0.00 1.00 99 AM Pk Hr, Generator, Exit 3.56 0,00 1.00 107 AM Pk Hr, Generator, Total 6.84 3.55 1.00 206 PM Pk Hr, Generator, Enter 2.81 0.00 1.00 85 PM Pk Hr, Generator, Exit 2.21 0.00 1.00 66 PM Pk Hr, Generator, Total 5.02 2.31 1.00 151 Saturday.2-Way Volume 42.04 13.97 1.00 ' 1265 Saturday Peak Hour Enter 0.00 0.00 1.00 0 Saturday Peak Hour Exit. 0.00 0.00 1.00 0 Saturday Peak Hour Total 0.00 0.00 1.00 0 Sunday 2-Way Volume 20.43 10.27 1.00 615 Sunday Peak Hour Enter 0.00 0.00 1..00 0 Sunday Peak Hour Exit 0.00 0.00 1.00 0 Sunday Peak Hour Total 0.00 0.00 1.00 0 Note: A zero indicates no data available. .'Source: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION HY MZCROTRANS I fCMI'1. rUi . i r-�r1n� YJ1 �, ri-tiu� 10r _ � Summary of Trip Generation Calculation Far 400 Occupied Rooms of Hotel September 30, 2005 Average Standard Adjustment Driveway Rate Deviation Factor volume Avg. Weekday 2-Way Volume 8.92 6.04 1.00 3568 7-9 AM Peak Hour Enter 0.39 0.00 1.00 156 7-9 AM Peak Hour Exit 0.28 0.00 1.00 112 7-9 AM Peak Hour Total 0,67 0.84 1.00 268 4-6 PM Peak Hour Enter 0.34 0.0.0 1.00 136 4-6 PM Peak Hour Exit 0.36 0.00 1.00 144 4-6 PM Peak Hour Total 0.70 0.87 1.00 280 AM Pk Hr, Generator, Enter 0.35 0.00 1.00 140 AM Pk HT, Generator, Exit 0.29 0.00 1.00 116 AM Pk Hr, Generator, Total 0.64 0.84 1.00 256 PM Pk Hr, Generator, Enter 0.42 0,00 1.00 168 PM Pk Hr, Generator, Exit 0.32 0.00 1.00 128 PM Pk Hr, Generator, Total 0.74 0.89 1.00 296 Saturday 2-Way Volume 10.50 4.11 1.00 4200 Saturday Peak Hour Enter 0.00 0.00 1.00 0 Saturday Peak Hour Exit 0.00 0.00 1.00 0 Saturday Peak Hour Total 0,87 0.94 1.00 348 Sunday 2-Way Volume 8.48 3.42 1.00 3392 Sunday Peak Hour Enter 0.00 .0:00 1.00 0 Sunday Peak Hour Exit 0.00 0.00 1.00 0 Sunday Peak Hour Total 0.75 0.88 1.00 300 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS 12/ Eibi LuL..J I r - NSj-'OR 1 ANALY;7LD i-A6t 1 i i 1 Ci Summary of Trip Generation Calculation For 74.936 T.G.L.A. of Specialty Retail Center September 30, 2005 Average Standard Adjustment Driveway Rate •Deviation • Factor Volume Avg. Weekday 2-Way Volume 44.32 15.52 1.00 3321 7-9 AM Peak Hour Enter 0.00 0.00 1.00 0 7-9 AM Peak Hour Exit 0.00 0.00 1.00 0 7-9 AM Peak Hour Total 0.00 0.00 1.00 0 4-6 PM Peak Hour Enter 1.19 0.00 1.00 89 4-6 PM Peak Hour Exit 1.52 0.00 1.00 114 4-6 PM Peak Hour Total 2.71 1.83 . 1.00 203 AM Pk Hr, Generator, Enter 3.28 0.00 1.00 246 AM Pk Hr, Generator, Exit 3.56 0.00 1.00 267 AM Pk Hr, Generator, Total 6.84 3.55 1.00 513 PM Pk Hx, Generator, Enter 2.81 0.00 1.00 211 PM Pk Hr, Generator, Exit 2.21 0.00 1.00 166 PM Pk Hr, Generator, Total 5.02 2.31 1.00 376 Saturday 2--Way Volume 42.04 13.97 1.00 3150 Saturday Peak Hour Enter 0.00 0.00 1.00 0 Saturday Peak Hour Exit 0.00 0.00 1.00 0 Saturday Peak Hour Total 0:00 0.00 1.00 0 Sunday 2-Way Volume 20.43 10.27 1.00 1531 Sunday Peak Hour Enter 0.00 0.00 1.00 0 Sunday Peak Hour skit 0.00 0.00 1.00 0 Sunday peak Hour Total, 0.00 0.00 1..00 0 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS 12i 05 266 u :03 TRANSPORT ANALYSIS PAGE 18 1c; Summary of Trip Generation Calculation For 696 Dwelling Units of Residential Condominium / Townhouse September 30, 2005 Average Standard Adjustment Driveway Rate Deviation. Factor Volume Avg, Weekday 2-Way Volume 7-9 AM Peak Hour Enter 7-9*AM Peak Hour Exit 7-9 AM Peak Hour Total 4-6 PM Peak Hour Enter 4-6 PM Peak Hour Exit 4-6 PM Peak Hour Total AM Pk Hr, Generator, Enter AM Pk Hr, Generator, Exit AM Pk Hr, Generator, Total PM Pk Hr, Generator, Enter PM Pk Hr, Generator, Exit PM Pk 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 5.86 3.09' 1.00 4079 0.07 0.00 1.00 49 0.37 0.00 1.00 258 0.44 0.69 1.00 306 0.35 0.00 1.00 244 0.17 0.00 1.00 118 0.52 0.75 1.00 362 0.08 0.00 1.00 56 0.36 0.00 1.00 251 0.44 0.68 1.00 306 0.33 0.00 1.00 230 0.19 0.00 1.00 132 0.52 0.75 1.00 362 5.67 3.10 1.00 3946 0.25 0.00 1.00 174 0.22 0.00 1.00 153 0.47 0.71 1.00 327 4.84 2.71 1.00 3369 0.22 0.00 1.00 . 153 0.23 0.00 1.00 160 0.45 0.70 1.00 313 Note: A zero indicates no data available. Source: Institute.of Transportation Engineers Trip Generation, 7th Edition, 2003. TRIP GENERATION BY MICROTRANS 12i Obi 2605 uj: 1L .JUJ.J6..57yS,, Richard Eichinger TRF;NSF•Lir i Nr� r5i From; Richard Eichinger Sent: Monday, November 28, 2005 11:58 AM To: 'Quazi_MasoocI URSCorp.com' Subject: Met 2 Quazi --FYI Hello Jessica, We are working with the developer of the Met 2 development and have submitted a traffic statement/letter type report to the city that outlines the proposed traffic with that which was originally approved by the city several years ago. Miranda reviewed the information before she took leave for vacation. Miranda left her review of the study sort of open ended with the conclusion that there is a PD&E study now occurring in the area and this point in time there is no final result as to what the traffic patterns will be in the area. i noticed that she copied you on the email and requested that you are the contact person in her absence. The bottom fine here is that the new development is less intense to that which is currently approved. You should also know that the study meets the criteria set forth by the city's Transportation Corridor Analysis methodology. URS is reviewing the traffic statement and has no issue with it, but is waiting for input from Kittleson so they can issue a positive statement. If you need to speak with Quazi at URS he can be reached at 954 739 1881. if you need to speak with me, I can be reached at 305 385 0777 Thanks, Richard Eichinger 12/5/2005 Richard Eichinger r c" r11.11 1_ l r G' From: Richard Eichinger [reichinger@tapmiami.comj Sent: Monday, November 28, 2005 11:55 AM To: 'Dosselyn@kittelson.com. Subject: Met 2 - Hello Jessica, We are working with the developer of the Met 2 development and have submitted a traffic statement/letter type report to the city that outlines the proposed traffic with that which was originally approved by the city several years ago. Miranda reviewed the information before she took leave for vacation, Miranda left her review of the study sort of open ended with the conclusion that there is a PD&E study now occurring in the area and this point in time there is no final result as to what the traffic patterns will be in the area. i noticed that she copied you on the email and requested that you are the contact person in her absence. The bottom line here is that the new development is Tess intense to that which is currently approved. You should also know that the study meets the criteria set forth by the city's Transportation Corridor Analysis methodology. URS is reviewing the traffic statement and has no issue with it, but is waiting for input from Kittleson so they can issue'a positive statement. If you need to speak with Quazi at URS he can be reached at 954 739 1881. If you need to speak with me, I can be reached at 305 385 0777 Thanks, Richard Eichinger 12/5/2005 'I KANSrOr' 1 i-;iv-LYbl.5 Richard Eichinger r' uL' b From: Richard Eichinger [reichinger@tapmiami.com] Sent: Monday, November 28, 2005 10:45 AM To: 'karen.mcguire@dot.state.fl.us' Cc: 'Quazi Masood@URSCorp.com;'Gilberto Pastoriza;'tim.weller@mdmusa.com' Subject: Met 2 Hello Karen, I hope you had an enjoyable Thanksgiving! !n order for us to obtain a sufficiency letter from URS regarding the Met 2 development, we need to get something from you or Kittleson regarding the review of the traffic study material 1 sent to Miranda. The problem is that Miranda is away until the 19th of December and we have a pending Large Scale Meeting with the city on the 7th. I think Miranda kept you in the loop on this, but the key issue here is a capacity problem at two intersections in the area. The project has already gained approval of the city about five or so years ago and now the developers are proposing something less intense. As you know there is an ongoing PD&E study that Parsons is doing and no one knows at this point what conditions will be when Met 2 will be built -out. 1 have attached her comments regarding her review of our traffic statement/letter for your use, which she sent on November gth. She agrees with the trip generation reduction and acknowledges the ongoing PD&E study. There is nothing that we can do at this point regarding traffic. We do know that the project does not cause an over capacity problem with the city's Transportation Corridor Analysis methodology. Can you help clear this matter up with URS? We need your input here. Thanks, Richard Eichinger • Ili Richard, I have reviewed your letter, and agree that the trip generation will be less originally proposed. We had a number of comments on the Feb 04 submittal of were not addressed. If you recall, the SE 3rd Ave intersections with SE 2nd Street fail in the future condition under the proposed conversion of 3rd. Ave to two-way. We are also aware that the City is working with DOT on a PD&E within the vicinity project, and hope that these capacity issues will be resolved. Retards Miranda 954) 828 1730 12/5/2005 than the MUSP that and SE 3rd from one-way of the 1 u3 LC.�Yi ..J LIy:1� Richard Eichinger From: Richard Eichinger [reichinger@tapmiami.comj Sent: Monday, November 28, 2005 10:15 AM To: 'Quazi_Masood@URSCorp_com' Subject: RE: Met 1 Plan Revisions (Nov-05) Flow can I help with that? Are you going to call FDOT since Miranda is away? What do we do here? Original Message From: Quazi_Masood@URSCorp.com[mailto:Qua.zi_Masood@URSCorp.com] Sent: Monday, November 28, 2005 10:10 AM To: Richard Eichinger Cc: Raj_Shanmugam@URSCorp.com Subject: RE: Met 1 Plan Revisions (Nov-05) Richard, Yes, I understand the situation; but we still would need a letter or e-mail from FDOT or Kittelson & Associates in order to issue a sufficiency. Thanks Quazi "Richard, • Eichinger" <reichinger@tapmi ami.com> • 11/28/2005 08:37 AM Quazi, <Quazi_Masood@URSCoxp.com> To cc Subject RE: Met 1 Plan Revisions (Nov-05) Are'you okay with the fact that the whole area is going through a PD&E study and we can't predict what will happen to area intersections at this point? Richard Original Message From: Quazi Masood@URSCo.rp-com [mailto:Quazi Masood@uRscorp.com] Sent: Wednesday, November 23, 2005 3:01 PM T To: Richard Eichinger Cc: Raj_Shanmugam@URSCorp.com Subject: Re: Met 1 Plan Revisions (Nov-05) Richard, 1 i2 05 4UVJ 1 Ki-;Norur; I r�yi-;L y�l;_' Please response to Miranda's fo?,lowing comment. I need a satisfactory e-mail from FDOT to issue a sufficiency for Met-2 project. Thanks Quazi "Miranda Blogg" <mblogg@kittelson .com> 11/18/2005 02:46 PM Hi Richard, }'Richard Eichinger" <reichinger@tapmiami.com> <limedina@ci.miami.fl.us>, "Walford, Kevin C" <KWalfordOci.miami.fl.us>, <Quazi Masood@URSCorp.com>, <Raj_Shanmugam@t7RSCorp.com>, <karen.mcguire@dot.state.fl.u.s> Subject Met 1 Plan.Revisions (Nov-05) To CC I have reviewed your letter, and agree that the trip generation will be less than originally proposed. We had a number of Comments on the Feb 04 submittal of the MUSP that were not addressed. If you recall„ the SE 3rd Ave intersections with SE 2nd and SE 3rd Street fail in the future condition_ under the proposed conversion of 3rd Ave from one-way to two-way. We are also aware that the City is working with DOT on a PD&E within the vicinity of the Project, and hops that these capacity issues will be resolved. Regards Miranda 954) 828 1730 2 12/0 /2UUb E7j:l2 ,]%i ^IJ V�j57i TRANSP0m1 AN L VSIS I 'Huc b, e r tc, Richard Eichinger From: Sent: To: Subject: Quazi, Richard Eichinger [reichinger@tapmiami.com] Monday, November 28, 2005 8:38 AM 'Quazi Masood@URSCorp.com' RE: Met 1 Plan Revisions (Nov-05) Are you okay with the fact that the whole area is going through a PD&E study and we can't predict what will happen to area intersection, at this point? Richard Original Message From: Qu.a.zi Masood@URSCorp.com[mailto:Quazi_Masood@URSCorp.com] Sent: Wednesday, November 23, 2005 3:01 PM To: Richard Eichinger Cc: Raj_Shanmugam@URSCorp.com Subject: Re: Met.1 Plan Revisions (Nov--05) Richard, Please response to Miranda's following comment. I need a satisfactory e-mail from FDOT to issue a suf.;iciericy for Met-2 project. Thanks Quazi "Miranda Elogg" <mblogg@kittelson .com> 11/18/2005 02:46 PM Fi Richard, To ' "Richard Eichinger" <reichinger@tapmiami.com> <limedina@ci.miami.fl.us>, "Waiford, Kevin C" <KWalford@ci.miami.fl.us>, <Quazi Masood@URSCorp.com>, <Raj_Shanmugam@URSCorp.com>, <ksren.mcguire@dot. state.fl.us> Subject Met 1 Plan Revisions (Nov-05) .I have reviewed your letter, and agree that the trip generation will be less than originally proposed.., We had a number of comments on the Feb 04 1 cc 3 J53 58 9 i TRANSPORT i ANALYSIS PAGE kle;' 08 submittal of the MUSP that'were not addressed. If .you recall, the SE 3rd Ave intersections with SE 2nd and SE 3rd Street fail in the future condition under the proposed conversion of 3rd Ave from one-way to two-way. We are also aware that the City is working with DOT on a =D&E within the vicinity of the project, and hope that these capacity issues will be resolved. Regards Miranda 954) 828 1730 2 TRANSPORT ANALYSIS PROFESSIONALS, INC. 8701 S.W. 137tn AVENUE • SUITE 210 • MIAMI, FL 33183-4498 • TEL 305/395-0777 • FAX 1C`„'38- : ; ; ' FAX & MAIL July 2, 2002 Mr. Clark P. Turner Chief, Community Planning City of Miami Planning Building & Zoning Department 444 SW 2nd Avenue Third Floor Miami, Florida 33130 RE: One Miami — Traffic Report Major Use Special Permit Dear Mr. Turner: Transport Analysis Professionals, Inc., (TAP) has been requested to prepare a traffic report regarding the proposed One Miami development near the Dupont Plaza area in downtown Miami. The proposed development will be located on three city blocks known as tracts B, C and D (Per Attached Figure). The purpose of this traffic report is to depict traffic conditions between a proposed new development and a development that was never built, but was approved by the city in a MUSP application. The approved MUSP traffic report (attached) was performed by David Plummer and Associates --:fluster Traffic Study_ or Major Conditional Use Permit (The Plummer Report) and submitted to the city in September 1998 and subsequently upgraded with new data in July 2000. Background The approved aforementioned MUSP is for a development that included tracts A, B, C and D, adjacent to the Dupont Plaza Hotel in downtown Miami. (The proposed new development does not include tract A.) The approved MUSP included the following land uses and their respective size. Hotel — 300 Rooms Retail — 400,000 sf Condos — 300 Units Apartments — 1,200 Units Office — 1,200,000 sf Planning • Design and Engineering • Accident Reconstruction • State of Florida ES 3766 Mr. Clark P. Turner July 2_,2002 Pace 2 The trip generation for the approved MUSP development used trip rates that were approved by the South Florida Regional Planning Council as part of the Downtown Miami DPI in September 1994. The rates are also known as Increment One Rates as published in SFRPC's Attachment D-2 and shown in The Plummer Report as Exhibit 5 -Trip Generation, in the approved MUSP for the One Miami project. The rates include a reduction of primary trips to account for internal, transit and pass -by characteristics for all proposed land uses in Downtown Miami. The Plummer Report estimated that 1,202 new primary trips would be generated bythe proposed and approved One Miami project for tracts A through D. The report analyzed existing conditions for the following intersections and roadway links: Intersections: SE 2'd. Avenue & SE 2nd Street SE 3rd Avenue & SE 2nd Street SE 2nd Avenue & SE 3rd Street SE 3rd Avenue & SE 3rd Street SE fd Avenue & SE 4th Street SE 3rd Avenue and SE 4th Street Biscayne Boulevard & SE 3rd Street Links: Biscayne Boulevard just north of SE 2nd Street Brickell Avenue just south of SE 4th Street SE 2nd Avenue just north of SE 2nd Street SE 2"d Street just west of SE 2"d Avenue SE 3rd Street just west of SE 2nd Avenue In March 2000, David Plummer and Associates produced a preliminary plan for the city of Miami called the Revitalization of the Economic Gateway to Downtown Miami. The plan outlines possible two-way traffic patterns where one-way patterns exist today. Also, the plan suggests other possible changes such as, acquiring additional right of way and relocating the MetroMover. The New One Miami Development The new One Miami project will be considerably smaller than the approved development discussed above. At this writing, the following land uses are being considered: Tract C: Residential - 450 units Athletic Club - 15,000 sf Retail - 38,275 sf Mr. Clark P. Turner July 2, 2002 Page 3 Tract B - Entertainment Complex: Retail - 50,000 sf Theaters - 70,000 sf Tract D: Residential - 650 Units Retail - 27,025 sf Tract B: Residential — 400 units Retail - 31,000 sf A summary of all uses is as follows: Residential - 1,500 Units Retail & Theater - 216,300 sf Athletic Club 15,000 sf Trip Generation The estimated trip generation between the existing/approved-MUSP and the proposed new One Miami development is as follows: (Note: The number of seats for the theater are not known at this time. ITE rates for square feet were used and reduced by 50% to account for internal, transit and pass -by trips. PM Peak Hour Estimated Trip Generation Volume Using Increment One DRI Rates Approved Proposed Land Use One Miami One Miami Hotel* 72 N/A Retail 208 76 Condos 41 54 Apartments 163 150 Theater N/A 133 Office 718 N/A Totals 1,202 413 • Includes 100,000 sf Conference Center. Mr. Clark P. Turner July 2, 2002 Page 4 As can be seen above, the proposed new One Miami project without the office component will generate about 66% less traffic than the formerly approved One Miami development.. Future Considerations The proposed development will be designed to accommodate either the existing one-way or the proposed two-way traffic circulation. At this juncture, the developer is ready to move forward with the development plan to work with the one-way traffic pattern with the thought that a two-way plan may be in place prior to obtaining construction permits for the city. However, the developer is in full support of the two-way traffic patterns, if deemed to be acceptable by the city. Sincerely, TRANSPORT ANALYSIS PROFESSIONALS, INC. E.B. No. 3766 Richard P. Eichinger Senior Traffic Engineer RPE,/mpi27I 8 cc: Robert Moreira Timothy Weller Bruce Brosch • N.T.S. NI w• J7 L SE 2 ST [It- V QYrrr.,,ao �-,. II ag DUPONT PLAZA HOTEL MIAMI RIVER BIS BLVD AY BISCAYNE BAY CHOPIN PLAZA INTERCONTINENTAL OFFICE I am 41,11 I RMISPWI I IJNI VYS P140I k SWIM S BAYFRONT PARK INTERCONTINENTAL HOTEL A (NOT A PART OF) LEGEND B ONE MIAMI PROJECT PARCEL. DESIGNATION - TRAFFIC LANE DESIGNATION OE' TRAFFIC SIGNAL One Miami Site Location ON[MIAML ONE MIAMI - MASTER TRAFFIC STUDY FOR MAJOR USE SPECIAL PERMIT (MUSP) Project #98157 TRAF3.RPT September 8, 1998 Prepared by: David Plummer & Associates, Inc. 1750 Ponce de Leon Boulevard Coral Gables, FL 33134 ONEMIAML TABLE OF CONTENTS EXECUTIVE SUMMARY ES-1 1.0 'INTRODUCTION 1.1 Project Background 1 1.2 Study Objective 1 1.3 Study Area and Methodology. 3 2.0 DATA COLLECTION 4 2.1 Existing Street Network 4 2.2 Existing Traffic Volumes 8 2.3 Available Transit Services 9 2.4 Existing Pedestrian Services 9 3.0 FUTURE TRAFFIC CONDITIONS 11 3.1 Site Trip Generation 11 3.2 Modal SplitfTransit Services 12 3.3 Committed Projects 12 3.4 Trip Assignment and Distribution 14 3.5 Future Roadway Traffic Volumes 16 3.6 Planned Roadway and Transit Improvements 16 3.7 Urbanized Street System 18 4.0 CONCLUSION 19 ONEMIAMI.. LIST OF EXHIBITS Exhibit 1 - Location Map 2 Exhibit 2 - Summary of One Miami Development Plan 1 Exhibit 3 - Existing Lane Configuration. and Right -of -Way 5 Exhibit 4 - Summary of the 1998 Study Roadways Traffic Volume Conditions 8 Exhibit 5 - Project Trip Generation 11 Exhibit 6 - Summary of Committed and Proposed Developments in Downtown Miami Exhibit 7 - Cardinal Distribution for TAZ 664 & 665 Exhibit 8 - Project Trip Assignment Exhibit 9 - DDA Recommended Priority Transportation Improvements APPENDICES Appendix A - Appendix B - Appendix C - Appendix D - Appendix E - Appendix F - Appendix G - 1998 Raw Traffic Volume Count 1997 Weekly Volume Factor Category Report 1997 Weekly Axle Factor Category Report Transit Routes Serving Downtown Miami Attachment D1: Trip Generation Rates for Downtown DRI Mode Splits in the Downtown DRI Cardinal Trip Distribution 13 15 15 16 ONEMIAMI.. EXECUTIVE SUMMARY One Miami (ONE MAIM) project is a proposed mixed use development located in Downtown Miami, Florida. The development plan consists of a 300-room hotel, 400,000 square -feet (SF) of retail, 300 condominium units, 1,200 rental apartment units, and 1,200,000 SF of office space. The proposed project would occupy four parcels of land adjacent to the DuPont Plaza Hotel in Downtown Miami. Parking spaces will be provided consistent with the requirements of the City 'of Miami. Parking beyond that required for the land uses will be provided to replace the on -site spaces eliminated by this development. An assessment of the traffic conditions and parameters associated with One Miami was performed in consultation with the City of Miami. This report is the Master Traffic Study. The traffic conditions and parameters in the project area are established in this study. This will be the basis for the traffic studies required for the project build -out and construction phases which will be part of subsequent Major. Use Special Permit (MUSP) process. This Master Traffic Study describes existing and future traffic conditions on the subject roadway segments (links) and includes descriptions of the major roadways serving the project sites. Existing and future transit and pedestrian conditions in the downtown area, as well as the project site, are also presented. The trips generated by the proposed development were estimated using the trip generation rates established by the Downtown Miami Development of Regional Impact (DRI). It was estimated that the proposed project would generate approximately 1,202 motor vehicles per hour during the PM peak period. Transit and pedestrian trips to the project may increase in the future as the City becomes more urbanized. However, adjustments to the trip generation rates established in the Downtown Miami DRI to compensate for the anticipated increase in transit and pedestrian rates were not considered for this study. A list of committed developments Miami One Center - Master Traffic Study ES-1 ON[MIAMI.. in the area. was identified. Recommended priority transportation improvement projects in Downtown Miami for the next 10 years were also listed in this study. The existing street network surrounding the project site is a one-way system. This system provides an effective movement of traffic from the 1-95 Ramps to Downtown Miami. There has been recent recognition that the existing street system favors the morning arrival trips. A build out traffic analysis for this project will be submitted to the City at the time that building plans are submitted to the City in connection with the anticipated MUSP modifications. At such time, a detailed traffic analysis will be submitted with a recommendation regarding possible upgrades to the existing street system. Miami One Center - Master Traffic Study ES-2 ONEMIAMI.. 1.0 INTRODUCTION 1.1 Project Background The proposed project, referred to as One Miami, would occupy four parcels of land adjacent to the DuPont Plaza Hotel: in Downtown Miami. Exhibit 1 shows the proposed project location. The development plan (summarized in Exhibit 2) consists of several buildings that include a 300-room hotel, 400,000 square feet (SF) retail, 300 condominium units, 1,200 rental apartment units, and 1,200,000 SF office space: The proposed plan would provide parking spaces for each land use as required by the City. Additional parking will also be provided to replace the on -site spaces eliminated by the proposed development. Exhibit 2: Summary of One Miami Development Plan Land Use No. Of Units No. of Parking Hotel 300 Rooms 225 Conference Center 100,000 Square 100 High -Rise Condominiums 300 Dwelling Units • 600 High -Rise Apartments 1,200 Dwelling Units • 1,500 Office 1,200,000 Square 2,000 Retail 400,000 Square 900 Commercial Parking 1,675 Total Parking 7,000 1.2 Study Objective The objective of this Master Traffic Study is to define the transportation conditions in the project area. The transportation conditions will be the basis for the build out and incremental traffic studies required in the Major Use Special Permit (MUSP) process. One Miami - Master Traffic Study Page 1 ONEMIAML. I i I I I • • N.W 29,5117 JACKSON MEMORIAL. HOSPITAL vs sr 3 ji NE15sr ICKELL. KEY BISC.4YNE ISLAND (---"0—^—'51e172,1" LEGEND STIloyARE4 444 MIAMI ONE CENTRE MASTER TRAFFIC STUDY LOCATION MAP EXHIBIT ONEMIAMI_ 1.3 Study Area and Methodology The scope and methodology for this study were developed in consultation with the City of Miami's planning staff. It was agreed that this Master Traffic Study would identify the following transportation conditions: • Existing street network • Existing traffic volumes • Available transit service • Existing pedestrian service Site trip generation • Trip distribution • Modal split/transit service • Committed projects Planned roadway and transit improvements • Urbanized street systems This study describes the existing traffic conditions along the roadway segments (links) located at the perimeter of the project area that control the inbound and outbound traffic. The Gateway streets and the major roadway segments investigated in this study were: • Brickell Avenue south of. SE 4th Street, • SE 2nd Avenue north of SE 2nd Street, • SE 2nd Street west of SE 2nd Avenue, • Biscayne Boulevard north of SE 2nd Street, and • SE 3rd Street/I-95 ramps west of SE 2nd Avenue. One Miami - Master Traffic Study Page 3 ONEMIAMI.. 2.0 DATA COLLECTION 2.1 Existing Street Network The major roadways serving and adjacent to the project site are state designated routes (Brickell Avenue, SE 2 Street, SE 2 Avenue, Biscayne Boulevard, and SE 4th Street/Biscayne Boulevard Way). The rights -of -way (R-O-W) along these roads are public dedications, but are not the State's R-O-W. Nevertheless, the FDOT is responsible for the operation of these routes with the exception of SE 3rd Street and SE 3rd Avenue. These two roadways are public dedications under the City's jurisdiction. Exhibit 3 shows the existing rights -of -way and lane configurations within the project area. Brickell Avenue Brickell Avenue is one of the major arterials in Downtown Miami and connects the Central Business District (CBD) and the Brickell Area. It is a 6-lane, divided roadway with a raised median. Brickell Avenue in the immediate vicinity to the project site (south of SE 4th Street over the Miami River) operates as a two-way, 5-lane (2- northbound lanes and 3-southbound lanes), divided roadway. The bridge is 6 lanes wide but the northbound lanes narrow to 2 lanes due to right-of-way constraints. The roadway then widens to a 6-lane divided section with a landscaped median south of the Miami River. The extension of Brickell Avenue north of SE 4th Street is SE 2nd Avenue. Northbound traffic on Brickell Avenue must turn right onto eastbound SE 4th Street, which extends east to become Biscayne Boulevard Way. The posted speed limit is 30 miles per.hour (mph). On -street parking is not permitted along Brickell Avenue within the study limits. One Miami - Master Traffic Study Page 4 i S.E. 2 ST. MIAMI RIVER It., j d DAVIDIPLUbfIIR 8 ASSOCIATESINC. F � � ; I I• i AQA MIAMI ONE CENTRE BISCAYNE BAY BAYFRONT PARK LEGEND 1 1 PROJkCT S11E ---- RIGHT CV WAY ao TRAFFIC SIGNAL v EXISTING LANE CONFIGURATION AND RIGHT OF WAY ONEMIAM1.. Biscayne Boulevard Biscayne Boulevard is also a major arterial in Downtown Miami. It is a two-way, divided arterial. The number of lanes varies from 6 to 8 within the downtown area. Biscayne Boulevard between SE 2nd Street and NE 5th Street has a wide median, which is operated as municipal parking lots by the Miami Parking System. It provides the CBD area with connectivity to 1-395 and Miami Beach. On -street metered parking is permitted on limited portions of the Biscayne Boulevard southbound approach. The elevated Metromover runs along the Biscayne Boulevard median between SE 2nd Street and NE 1st Street. The Metromover's Bayfront Park Station is located on Biscayne Boulevard in the vicinity of SE 2nd Street. Biscayne Boulevard becomes a one-way northbound roadway in the immediate vicinity of the project site (between SE 4th Street and SE 2nd Street). The posted speed limit within the study area is 30 mph. SE/NE 2nd Avenue SE/NE 2nd Avenue is a 3-lane, one-way southbound roadway that provides Downtown Miami with access to the interstate highways1-395 and 1-95. The number of lanes in the immediate vicinity of the study area varies from 3 (north of SE 2nd Street) to 5 lanes (between SE 3rd Street and SE 4th Street). SE 2nd Avenue provides access to the 1-95 ramps via SE 3rd Street. SE 2nd Avenue extends south of SE 4th Street to become Brickell Avenue. On -street parking is not permitted on either side of SE 2nd. Avenue. The posted speed limit is 30 mph. SE/NE 3rd Avenue SE 3rd Avenue is a 3-lane, one-way northbound arterial between SE 4th Street to the south and Flagler Street to the north. It becomes NE 3rd Avenue north of Flagler One Miami - Master Traffic Study Page 6 ON�MIAMI.. Street and terminates at NE 2nd Street. On -street parking is permitted on certain portions of SE 3rd Avenue. The posted speed limit is 30 mph. SE 2nd Street SE 2nd Street is a westbound one-way street. It starts as a 5-lane section between Biscayne Boulevard and SE 3rd Avenue, and narrows to 2 lanes west of SE 2nd Avenue. A substantial percentage of SE 2nd Avenue traffic is destined for I-95 via SE. 2nd Avenue and SE 3rd Street. The posted speed limit is 30 mph. On -street parking is not permitted along SE 2nd Street within the study limits. SE 3rd Street SE 3rd Street west of SE 2nd Avenue is a two-way, 4-lane, divided roadway with a posted speed limit of 30 mph. SE 3rd Street provides direct access (on-ramp/off- ramp) to 1-95. The Miami Metromover is located centerline of SE 3rd Street between SE 2nd Avenue and Biscayne Boulevard. SE 3rd Street is a 2-lane,' one-way eastbound roadway east of. SE 2nd Avenue and is divided by the Metromover's elevated rail structure. On -street parking is not permitted on either sides of the roadway., SE 4th Street/Biscayne Boulevard Way SE 4th Street is a 4-lane, one-way eastbound roadway between SE 2nd Avenue and SE 3rd Avenue. It extends east to become Biscayne Boulevard Way between SE 3rd Avenue and Biscayne Boulevard. Biscayne Boulevard Way is a 2-lane, one-way eastbound roadway. SE 4th Street/Biscayne Boulevard Way is the main access for Brickell Avenue traffic heading north into the CBD area via Biscayne Boulevard. On - street metered parking is permitted on both sides of Biscayne Boulevard Way. The posted speed limit is 30 mph. One Miami - Master Traffic Study Page 7 ONEMIAMI.- 2.2 Existing Traffic Volumes Twenty-four hour traffic volume counts were obtained by counting machines located at the study area main access roadways serving the project site (raw traffic volume counts are presented in Appendix A): Biscayne Boulevard, Brickell Avenue, SE 2nd Avenue, SE 2nd Street, and SE 3rd Street/I-95 ramps. Volume adjustment factors were obtained from the Florida Department of Transportation (FDOT) (see Appendix B for details). A volume adjustment factor of 1.02 (for 1997 Dade Countywide) which corresponds to the date of the count and a weekly axle factor of 0.99 (for Biscayne Boulevard, see Appendix C) were used to adjust the raw traffic counts to average annual conditions. Exhibit 4 provides a summary of the 1998 average annual daily traffic (AADT) counts and peak period traffic volumes for the locations counted for this study. Exhibit 4: Summary of the 1998 Study Roadways Traffic Volume Conditions Roadway Biscayne Boulevard just north of SE 2nd St. AADT 31,400 AM Peak 2,220 vph (8:15 - 9:15) PM Peak 2,619 vph (5:00 - 6:00) K-Factor 8.3% D-Factorj 51% SB Brickell Avenue just south of SE 4th St. 34,140 2,730 vph (8:15-9:15) 2,801 vph (5:00 - 6:00) 8.2% 55% SB SE 2nd Avenue just north of SE 2nd St. 7,760 653 vph (8:30 - 9:30) 704 vph (5:15 - 6:15) 9.1 % 100% SB SE 2nd Street just west of SE 2nd Ave 6,040 574 vph (8:15 - 9:15) 480 vph (5:15 - 6:15) 9.5% 100% WB SE 3rd Street just west of SE 2nd Ave Notes The FDOT Weekly Volume Adjustment Factor was used based on the Countywide category. AADT - Average Annual Daily Traffic (2-way) = Average Daily Traffic (ADT) x Seasonal Factor (SF) x Axle Factor (AF) vph - Vehicles per hour D - peak hour directional distribution percentage K - peak to daily ratio SB - Southbound WB - Westbound 31,620 3,249 vph (8:15 - 9:15) 2,395 vph (5:15 - 6:15) 10.3% 63% WB One Miami - Master Traffic Study Page 8 ON{MIAM1.. 2.3 Available Transit Services Downtown Miami is one of the areas in Miami -Dade County that is well served by transit services such as Metrobus, Metrorail, and Metromover. There are several Metrobus routes serving the downtown area. The Metrorail Government Centre Station is the busiest station in the County and is the terminus for northbound and southbound trips. Metromover serves the downtown area with several stations within the CBD and Brickell Areas. Appendix D shows the existing Metromover, Metrobus, and Metrorail service routes in Downtown Miami. The area where the proposed project is located is also well served by several bus routes including routes S, 48, and 95. During the PM Peak period these routes operate at different schedules and have headways ranging. between 5 and 60 minutes. The James L. Knight Convention Centre Metromover Station and Bayfront Park Metromover Station are located within a walking distance of the project site. 2.4 Existing Pedestrian Services Pedestrian activity is an essential element in the Downtown Miami area. There is currently significant pedestrian activities within the downtown area. The one-way system of streets within the site area makes pedestrian movement uncomfortable. Due to the nature and location of the project, pedestrian activity between the project's various land uses, the Miami Central Business District (CBD), and other nearby destinations should be an important factor. There are several proposed projects that are geared toward improving pedestrian linkages in the downtown area. Examples of these project include the Riverwalk, One Miami - Master Traffic Study Page 9 ONEMIAMI.. Baywalk, Flagler Street roadway improvements, and pedestrian crosswalks on Biscayne Boulevard at 4th Street, 7th Street, and 9th Street. Another proposed project is the enhancement of the critical linkages under the 1-395 Expressway overpass north of the Performing Arts Centre at Biscayne Boulevard, NE 2nd Avenue, NE 1st Avenue, and Miami Avenue (source: City News Miami newsletter by DDA). Several roadways in Downtown Miami were identified as current or future "Major Pedestrian Linkages" between parking reserves and other destinations (source: City News Miami newsletter by DDA). These are: SE 4th Street, SE 3rd Avenue, SE 2nd Street, Biscayne Boulevard, NE 4th Street, NE 7th Street, and NE 9th Street. In conclusion, the Downtown Miami area, as well as the project area experience a significant pedestrian activity. This pedestrian activity is expected to increase in the future as a result of several improvement programs and plans. One Miami - Master Traffic Study Page 10 ONEMIAMI. 3.0 FUTURE TRAFFIC CONDITIONS 3.1 Site Trip Generation Trip generation for the project was estimated using the rates published in Attachment D-2: Downtown Miami DRI Facilities Trip Generation Analysis in the Notification of Proposed Change (NOPC) to the Downtown Miami DRI, submitted to the South Florida Regional Planning Council on September, 1994 (see Appendix E). The vehicular directional split (in/out) was estimated based on the percentages published by the Institute of Transportation Engineers (ITE), Trip Generation, Sixth Edition, for similar land uses. A trip generation summary for the project for a weekday PM peak hour is provided in Exhibit 5. Exhibit 5 Project Trip Generation'') The One Miami Developments Land Use # Units Designation Hotel 300 Rooms PM Peak Period Vehicle Trips(2) Rate per Total I In Unit 0 ) 0.202000 61 24 Out 37 Conference Center" 100,000 SF 0.000114 11 2 9 High -Rise Condominiums 300 DU 0.1360563 41 25 16 High -Rise Apartments 1,200 DU 0.1360563 163 99 64 Office 1,200,000 SF 0.0005985 718 122 596 Retail 400,000 SF 0.000519 208 89 119 TOTAL VEHICLE TRIPV 1----______. ---` + 1,202 I 361 1 805 , (1) Based on rates published in Attachment 0-2: Downtown Miami DRI facilities Trip Generation Analysis in the Notification of Proposed Change (NOPC) to the Downtown Miami DRI, submitted to the South Florida Regional Planning Council on September, 1994. (2) The entrance/exit split was based on the Institute of Transportation Engineers (ITE), Tj Generation 6th Edition, 1998. (3) The PM peak hour directional split for the conference center was estimated at 20% inbound and 80% outbound. J (4) The traffic generated by the existing at -grade parking is already included in the traffic stream: This traffic would be part of the driveway volume and should not be added to the existing volume. One Miami - Master Traffic Study Page 11 ONEMIAML The redevelopment of this land will eliminate some existing privately operated at grade parking. This existing parking serves the other land uses in the area. This other site parking service will be maintained on the project by placing 1,675 additional spaces within the structured parking facilities. These spaces, where volume is already in the existing traffic stream, MI be available to these present users. 3.2 Modal Split/Transit Services Assumptions on transit trips, pedestrians, and internal trips are accounted for in the trip generation rates published in Attachment D-2 of the Downtown Miami DRI-NOPC (see Appendix F). However, it is likely that these percentages may increase with the proposed changes in Downtown Miami, such as improved pedestrian linkages and shuttle bus services. Furthermore, a new Metromover station may be constructed along SE 3rd Street, adjacent to the project site. This proposed new station is the responsibility of the Miami -Dade Transit Authority (MDTA) which will make the final decision on this matter. If this proposed Metromover Station is approved, transit ridership to the project area would increase. It is anticipated that transit ridership to the project area would be increased by 10 to 30 percent over the current rates. (Note this is a ridership increase - not a motor vehicle reduction). This increase in transit ridership will be agreed upon with MDTA if the proposed station is approved. However, as shown in Exhibit 5, trip generation rates published in Attachment D-2 were used without any adjustments for future conditions. 3.3 Committed Projects The Miami Downtown Development Authority (DDA) has identified committed developments in the downtown area. These projects were listed in several issues of the DDA newsletter: City News - Miami. These projects are summarized and divided into either north .of the Miami River or south of the river, as shown in Exhibit 6. One Miami - Master Traffic Study Page 12 ONEMIAMi.. Exhibit 6: Summary of Committed and Proposed Developments in Downtown Miami Project Location North of Miami River Size 1) Residential Miramar Centre Poinciana Village Sawyer's Walk Metropol Building Olympia Building 2) World Trade Centre NE 17 St. and Bayshore Dr. N/A NW 2 Ave and NW 7 St. NE 2 Ave and NE 2nd St SE 1 Ave and SE 2 St. N/A 746 Apartments N/A 602 Condominiums 30 Rental Rehab 10 Rental Rehab Offices, show rooms, hotel, retail, restaurant, convention, and exhibit halls. 3) Offices N/A N/A 4) Retail N/A N/A 5) Hotel N/A N/A 6) Recreational American Airlines Arena Biscayne Blvd./Port Boulevard 15,000 SF retail, 500-seat restaurant, 37,500 SF office, and 19,600-seat arena. Performing Arts Center NE 2 Ave and Biscayne South of Miami River Concert Hall & Opera 1) Residential Brickell on the River SE 2nd Ave and SE 5th St. 325 hotel rooms, 508 residential units, 106 apartments, and 17,426 SF of office Brickell Point N/A 599 residential units and 14,062 SF of . retail/restaurant Courvoisier Courts Tequesta II & III SE 7th Street/Brickell Key Dr N/A 272 Apartments N/A One Miami - Master Traffic Study Page 13 ONEMIAMI.- �- Project The Yacht Club Location Brickell / Bayshore Drive Size 356 Apartments, 7,807 SF of retail 14th Brickell West N/A N/A Fortune House N/A 297 residential units and 3,335 SF retail/commercial Brickell Bay Plaza Brickell 641 residential units and 1,149 SF retail/restaurant 2) Offices N/A N/A 3) Retail N/A N/A 4) Hotel N/A N/A J W Marriot N/A - Not available at this time. Brickell 3.4 Trip Assignment and Distribution 302 hotel rooms Project trips were distributed and assigned to the roadways providing the main access to the study area using the average Cardinal Trip Distribution for traffic analysis zones (TAZ) 664 and 665, where the proposed project is located. Exhibit 7 shows the summary of trip distribution for both TAZs (detailed cardinal trip distribution is shown in Appendix G). The Cardinal Trip Distribution, as published by the Miami Urban Area Transportation Study (MOATS), gives a generalized directional distribution of traps from a TAZ to other parts of Miami -Dade County. For estimating trip distribution for the project, consideration was given to conditions such as the roadway network accessed by the project, roadways available to travel in the desired direction, and attractiveness of traveling on a specific roadway. The resulting project trip assignment on the impacted roadway segments is shown in Exhibits 8. One Miami - Master Traffic Study Page 14 ONEMIAMI.. Exhibit 7 - Cardinal Distribution for TAZ 664 & 665 Cardinal Direction Distribution NNE 11.86% ENE 6.14% ESE 0.96% SSE 1.50% SSW 12.24% WSW 25.86% WNW 20.40% NNW 21.08% Total 100.00% Exhibit 8: Project Trip Assignment Roadway Segment Percent of Project Traffic Entrance Exit Biscayne Boulevard north of SE 2nd St. 18% (SB) 28% (NB) Brickell Avenue south of SE 4th St. 28% (NB) 28% (SB) SE 2nd Avenue north of SE 2nd St. 21% (SB) N/A' SE, 2nd Street west of SE 2nd Ave N/A' 11 % (WB) SE 3rd Street west of SE 2nd Ave 33% (EB) 33% (WB) Total 100% 100% /•1 AVA•N of applicable because roadway is a one-way street One Miami - Master Traffic Study Page 15 ONEMIAML. 3.5 Future Roadway Traffic Volumes The proposed development and proposed project traffic volumes would be added to the existing traffic volumes to obtain the total future Zink volumes. 3.6 Planned Roadway and Transit Improvements The Miami DDA has identified recommended priority transportation improvements for the next 10 years. These recommended improvements include: • project plans by local government and private developers, • new project proposals to meet specific transportation needs, and • project proposals that encourage revitalization, urban infill development and provide important pedestrian linkages. Exhibit 9 shows the recommended phase priority transportation improvements projects. Exhibit 9: DDA Recommended Priority Transportation Improvements n First Phase Priorities (next 1 - 3 Years) Second Phase Priorities (next 4 - 6 Years) Third Phase Priorities (next 7 -10 Years) Roadway Biscayne Boulevard: widening and modification 1-395 Expressway: reconstruction 1-95 Downtown Distributor Ramps: reconstruction 1-395 Expressway: design & engineering for the eastem and western portions SE 2nd Avenue Bridge: reconstruction Seaport Tunnel: truck tunnel between Watson Island & Miami Seaport Seaport Tunnel: design & engineering 1-95 Downtown Distributor Ramps: design & eng. I-95/SW 8th Street Ramps & Interchange: PD&E Flagler Main Street: two-way conversion & street enhancement I-95/SW 8 Street Ramps & Interchange: PD&E Brickell Village: roadway improvements & streetNW enhancements /SW 1st Street widening & Extension One Miami - Master Traffic Study Page 16 ONEMIAML First Phase Priorities (next 1 - 3 Years) Second Phase Priorities (next 4 - 6 Years) Third Phase Priorities (next 7 - 10 Years) NE 8th Street: extension S. Miami Avenue: two-way conversion N. Bayshore Drive: extension NE/NW 14th Street: street improvements Directional & Sector Signage Parking New Sport Arena Garage: 1,000 spaces DuPont Plaza Area: intercept garage Performing Arts Centre: 800- space garage Municipal Garage No. 1: reconstructing a 1000-space garage MDCC Garage • Transit Flagler Shuttle: electric bus Shuttle Bus: events expansion (Arena, PAC, Seaport) East-West Transit: Constr. Downtown Bus Terminal: expansion & enhancement East-West Transit: design & engineering Tele-commuting/On-Board Satellite Tracking: Pilot Project East-West Transit Studies: airport, downtown, seaport, and transit planning Brickell Shuttle: electric buses CarpooVVanpool: computer matching program Pedestrian Baywaik Extension from Bayside to Bicentennial Park Riverwalk: extension from Hyatt to Lummus Park NE/NW 9th Street: pedestrian promenade Source: DDA Newsletter. City News Miami, Vol. 2, issue 1. One Miami - Master Traffic Study Page 17 ONE M IAM I.. 3.7 Urban Street System The street system serving the project site, commonly known as DuPont Plaza, is comprised of SE 2nd Street, SE 3rd Street, and SE 4th Street, SE 2nd Avenue, SE 3rd Avenue, and Biscayne Boulevard. The streets, as previously noted, are the responsibilities of both the Florida Department of Transportation and the City of Miami. The street system as it presently operates is a combination of one-way streets and is intended to be an extension of the expressway and major arterial system in Downtown. It provides an effective movement of traffic from the 1-95 Ramps to Downtown Miami. While the one-way system makes excellent traffic use of the available rights -of -way and efficiently moves those volumes to both Biscayne Boulevard and Brickell Avenue, there has been recent recognition that the system favors the moming arrival trips since the fixed non -reversible lanes are not nearly as convenient for departing trips. A build out traffic analysis for this project will be submitted to the City at the time that building plans are submitted to the City in connection with the anticipated MUSP modifications. At such time, a detailed traffic analysis will be submitted with a recommendation regarding possible upgrades to the existing street system. One Miami - Master Traffic Study Page 18 ONEMIAMI.- 4.0 CONCLUSION An assessment of the traffic conditions and parameters associated with the proposed One Miami project was established in this "Master Traffic Study" in consultation with the City of Miami. This Master Traffic•Study will be the basis for the traffic studies required in the future amendments to the subject Major Use Special Permit (MUSP) process. The study describes traffic conditions on roadway segments (links) at the boundary limits of the project area that control the inbound and outbound traffic because of the potential change in street directions which would result in a complete shift intraffic distribution within the project area roadways. The study also established the existing and future pedestrian and transit conditions in Downtown Miami, as well as the committed developments and the recommended transportation improvements Downtown Miami area. TRAF_3.RPT One Miami - Master Traffic Study Page 19 • ONEMIAML Appendices ONEMIAML. Appendix A 1998 Raw Traffic Volume Count ONEMIAMI.. C117.1311 :E Y: S , tole : 1C4110011:i CUM :3U1 Butt We: 1115;11 1111sIN :1I im un 1117I If tt ZIT file I.I. d25 1 7141:12:m 121WLUT ICC Imes tar :II3zW IW *"�- s'a1 K g 2�! L1.A1 L2*�LL ,2!K kwI-- 1 31--- )(— I a --x —eam—) MbW4 nat 1.I. L1. 1.1. LI LI. 7.1, 12:11 NOS 115 231 5 13 ul IN 1I:13 IS' PS 2 u S7 213 12:21 14 231 1 11 IS 261 12:15 71 211 rig 1131 1 1 21 14 tl 212 734 1111 11:11 t3 2a 3 I1 U 2!S' 11:15 42 213 1 1 /1 2t1 a:21 13 247 1 1 13 233 II:ts 22 134 111 993 1 s 1 2s 33 131 1M 3127 CAI 13 n1 2 13 23 3M C:u 23 2!1 2 1 2r 11s a : a 11 271 1 7 19 IU 11:13 13 3*115 1166 3 7 7 25 1417 252 1311 011 a 271 1 I 21 vs a:13 a n7 1 11 11 n7 13: X n as 1 1 23 119 a: u 13 71 2111 1u 1 1 21 II 23 7S D1 1M2 14:11 1 211 2 12 1 21i 14:IS 22 136 1 1 n as 14:N 13 243 1 17 a a1 11:15 21 13 271 1113 2 1 u 11 27 27 217 1172 13 Al 11 I31 3 11 22 sa 11:13 n as 1 1 a la 11:3* 27 131 2 12 21 311 0:43 13 11 3u 12U7 . 1 1 1 17 n 13 1M 12N 11:14 31 231 1 . 13 N 313 11:13 43 271 1 11 47 111 II:31 73 al 1 u 71 ns 06:13 111 364 211 1111 5 11 7 a 113 271 113 1142 17:1* 125 136 4 4 321 211 17:13 141 131 I 2 117 121. 17:N It1 161 4 2 177 231 11: 43 III 134 131 731 4 17 1 13 211 171 157 744 M:11 215 1S2 r s m 137 X:13 211 147 11 1 121 W II:31 D1 133 12 3 113. ISl M: LS 2M f11 u2 C1 13 a 3 11 217 1C 174 in 11:111 223 131 12 1 237 131 MU 219 144 1 1 217 1N 1!:]t 133 IC 13 4 2K 113 15:43 26 17c 121 SC 1 a 3 1 231 511 132 01 11:11 111 147 13 1 143 131 11:SS 727 IC u 2 at 10 3:31 Is 124 3 3 u1 1a 11:13 134 US 1e 317 $ 11 1 u 131 IK 11c us 11:11 217 121 . 1 4 136 111 11:13 111 a 1 3 212 14 11:31 231 11 u 1 211 a 11: LI 211 111 11 311 7 13 1 1 to 122 u 711 WAN 5211 11311 112 317 3412 11311 kr MAL 11314 233 13143 NUt 1 11.11 14.71 5.11 1.N Pal bar U:15 IS:11 11:13 ` 13:45 11:13. 13:01 9e1am 9S1 1217 47 31 117 UN l.1.1. .13 .34 .N .71 .13 .13 ONEMIAMI.. 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Ma 1s}1 N:11. ty pal w1Nf ru 147. >y lupwt !atonal bola N:31, iM =tabd In reticles. Ni pod lea Leta wa .00 Ns H port Mc M1u IS:23. The pod Was a The 1u/Nt Wood Mp K:N, al align( 111 *Lltlac. The port lea Leta 'es Al ilta Ws : N411110121 Start lets: 11114/11 tllt I.).: 2121 104 :1 Appendix B 1997 Weekly Volume Factor Category Report County: 67 - DADE Week Dates 9100 DADE COU11TYWIDE 1 01/01/97 - 01/04/17 0.99 2 01/05/17 - 01/11./07 1.00 3 01/12/97 - 01/16/1/ 1.02 4 01/11/17 - 01/25/17 1.01 5 01/24/17 - 02/01/17 1.00 6 02/02/17 - 02/06/17 .91 7 02/0//97 - 02/13/17 .17 1-02/14/17 - 02/22/17 .17 1 02/23/97 - 03/01/17 .17 10 01/02/17 - 03/06/17 .97 11 03/09/97 - 03/15/17 .97 12 03/14/117 - 03/22/17 .97 13 03/23/17 - 03/21/17 .17 14 03/30/17 04/09/97 .96 15 04/06/97 - 04/12/47 .11 16 04/13/17 - 04/19/17 .16 17 04/20/47 - 04/24/17 .19 16 04/27/47 - 05/03/97 .11 19 05/04/47 - 05/10/S7 .11 20 05/11/47 - 05/17/17 .00 21 05/11/17 - 05/24/17 .00 22 05/25/47 - 05/31/17 .01 23 06/01/17 - 04/07/97 .02 24 04/08/17 - 06/14/17 .02 25 06/15/47 - 06/21/17 .03 26 04/22/97 - 06/29/17 .03 27 06/21/97 - 07/03/17 .03 26 07/06/17 - 07/12/97 .03 29 07/13/17 - 07/11/17 .01 30 07/20/17 - 07/24/17 .03 31 07/27/47 - 01/02/17 .03 32 08/03/117 - 08/01/117 .02 33 06/10/17 - 06/14/17 .02 36 06/17/07 - 08/23/117 .03 35 08/24/17 - 06/30/17 .03 34 06/31/17 - 01/06/17 .03 37 09/01/17 - 01/13//7 .03 39 01/16/17 - 01/20/17 .03 31 09/21/97 - 09/27/17 .02 40 01/21/17 - 10/04/97 .02 41 10/05/17 - 10/11/47 .01 42 10/12/97 - 10/11/17 .00 43 10/11/17 - 10/25/47 .00 44 20/24/97 - 11/01/17 .00 49 11/02/17 - 11/01/17 .00 96 11/01/17 - 11/13/17 .00 47 11/14/47 - 11/22/17 .00 46 11/23/97 - 11/21/17 .00 61 11/30/47 - 12/04/97 0.11 SO 12/07/17 - 12/13/17 0..11 51 12/14/97 - 12/20/97 0.99 S2 32/21/97 - 12/27/97 1.00 53 12/24/47 - 12/31/97 1.02 03-►eb-1116 06:51:41 1997 Weekly Volume Factor Category Report DADE 1195 6719 .01 .02 .02 .00 1 .18 1.96 .94 1.94 .95 .95 .95 .96 .17 .16 .19 .19 .00 .00 .01 .01 .02 .02 .03 .03 .03 .03 .03 .03 .02 .02 .02 .03 .03 .07 .03 .03 .04 .04 .03 .02 .01 .00 .00 .00 .00 .01 .01 .01 .01 .01 .01 .02 .02 Page 1 1731 974 7 ' DADE 1395 DADE HEFT 1.01 1.09 1.02 1.04 1.02 1.06 1.00 1.03 0.16 1.01 0.16 - 1.00 0.96 0.91 0.9s 0.96 0.95 0.97 0.95 0.96 0.15 0.95 o.9s 0.1s 0.97 0.97 0.16 0.99 0.19 0.91 0.99 .00 .00 .00 .00 .00 .01 .01 .01 - .01 .02 .01 .02 .01- .03 .01 .03 .01 .03 .00 .03 .00 .03 .00 .03 .00 .02 .00 .02 .00 .02 0.91 .03 0.11 .03 0.99 .03 0.99 .03 0.111 .03 1.00 .04 1.00 .041.01 .03 1.00 .02 1.00 .01 1.00 .00 0.11 .00 .00 .00 .00 .00 - .00 .01 .01 .01 .02 .01 .02 .01 .03 .01 .04 .01 .05 .02 .04 .02 .04 6 97 5VW01.74T Appendix C 1997 Weekly Axle Factor Category Report ) County: 07 - Dun: Week Dates 1 01/01/97 - 01/04/97 2 01/05/07 - 01/11/117 3 01/12/117 - 01/14/97 4 01/19/97 - 01/25/97 5 01/21/117 - 02/01/97 6 02/02/97 - 02/00/97 7 02/09/97 - 02/13/97 8 02/16/97 - 02/22/97 9 02/23/97 - 03/01/97 10 03/02/97 - 03/08/97 11 03/09/97 - 03/13/97 12 03/16/97 - 03/22/117 13 03/23/97 - 03/29/07 14 03/30/117 - 04/03/97 15 06/06/97 - 04/12/97 16 04/13/97 - 04/19/97 17 04/20/117 - 04/26/97 18 04/27/117 - 05/03/97 19 05/04/97 - 05/10/97 20 03/11/07 - 05/17/97 21 03/18/97 - 05/24/97 22 03/25/97 - 03/31/97 23 06/01/97 - 06/07/97 24 06/08/117 - 06/14/97 25 06/15/97 - 06/21/117 26 06/22/97 - 06/28/97 27 06/29/97 - 07/03/97 28 07/06/97 - 07/12/97 . 21 07/13/17 - 07/19/07 30 07/20/117 - 07/24/97 31 07/27/117 - 09/02/97 32 08/03/97 - 06/09/97 33 08/10/97 - 00/16/97 34 08/17/97 - 04/23/97 35 08/24/97 - 08/30/117 34 08/31/97 - 09/06/97 37 09/07/97 - 09/13/97 38 09/14/97 - 09/20/97 39 09/21/97 - 09/27/97 40 09/28/97 - 10/04/97 41 10/05/117 - 10/11/117 42 10/12/97 - 10/18/97 43 10/19/07 - 10/23/97 11 10/26/97 - 11/01/97 13 11/02/17 - 11/04/97 16 11/09/97 - 11/15/97 47 11/16/97 - 11/22/97 u 11/23/97 - ll/21/97 49 11/30/$7 - 12/06/117 30 12/07/97 - 12/13/97 31 12/14/17 - 12/20/97 32 12/21/117 - 12/27/117 S3 12/28/97 - 12/31/97 16-Fob-199. 09:111:17 8706 9R 94 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.20 0.98 0.118 0.98 0.99 0.98 0.99 0.98 0.98 0.98 0.9e 0.98 0.9e 0.98 0.9e 0.98 0.99 0.9e 0.98 0.98 0.96 0.98 0.99 0.98 0.98 0.98 0.9$ 0.98 0.98 0,98 0.28 0.98 0.98 0.98 0.98 0.9e 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.29 0.98 0.98 1997 Weekly kale Factor Category Report 8707 SR 878 0.94 0.94 0.94 0.94 0.94 0.94 ' 0.91 0.94 0.94 0.94 0.94 0.91 0.94 0.94 0.94 0.94 0.94 0.94 0.91 0.94 0.94 0 94 0.91 0.91 0.91 0.94 0.91 0.94 .0.91 0.94 0.94 0.94 0.94 0 94 0.91 0.91 0.94 0.91 0.91 0.94 0.91 0.91 0.94 • 0.91 0.91 0.91 0.91 . 0.94 0.24 0.91 0.91 0.91 0.94 Page 2 8708 SR 5/50 D1XIE IDWY 0.95 0.95 0.95 0.95 0.95 0,93 0,9S 0.95 0.93 0.95 0.95 0.113 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.93 0.93 0.95 0.95 0.95 0.93 0.95 0.95 0.95 0.95 0.9S 0.95 0.95 0.95 0.95 0,95 0.95 0.93 0.95 0.95 0.95 0.93 . 0.9S 8709 SR 5/B1SCk7R[ BLVD 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 • 0.99 0.99 0.90 0.99 0.99 0.99 0.99 0.99 0.99 0.91 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.19 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.9f 0.99 0.99 6_87_k7(NOY TXT Appendix D Transit Routes Serving Downtown Miami 7.21■ ■r• •r,• ONEMIAMI-. /.••/•A YE i5 51 + J :11 f,Y. 0 L• CD © ) c t^•.MW 6 S: ■21-13 • i - 1 .2+•n #= Stephen 3.1.7 3.1••3 •. R.7 1.1 K 1 M1101YfYf • :. 3./� '' nary /fy1 t 1a7f1I. .: -'1•ll r[,I�� J 1.1,1 .I 3.11. 11.Y. MW 1 S7 `�7.3'J II.7T1 +•77■ .1 • rr•M•C: t. • f P. Clark....no.. S3. . /S.7 C ,'. + C•• -.$-4!•Y•1 Pmerirmar L .)3 W OD Jaf0 MarRrvp4c. 1 � � .1C II•.ill VxA== . . CA, ` .mow �-C•FV O©2•Z. u� 3. 11••1 M•C•1 BC.ntennial Park . C•1•YJ/1 3•U•11.13 1 •ak•T� • : I.: • 3.1/ •.1u•1r •i ••11.•4 I t .1.14.4411 41•6•7 5 .� ^ .1t - Y.11 © 1 f Carter ' �t -.. - __' ■ 3�_+•A-s _ . 3�T 13) 1± 1 t 8ayt3nnt l: wa..• a 3 a.i.I [1 Park ® 19v-►.O•y ` �1..11m�Am.. II 1 11 .I(-3 O�if�O'�.: 1.].Y.YA3 ' :: ral•c•R•'31i 1 SvrrCFlS - 1�•1 ©����LI�Q: ,i c-!•wi teerr .21•Y• t V•. 31 ).i:.,1. 31. a1! 77. 77.141 i t1 �..� - ..IT11wel 1 1r.q•C•!•rAt L J. • _ `i tr•�v �Ti�L3a.-"�^�' SE�2 S�� u= __ �i�- • L14y1i1 ,. K3w /..a 53an1e,t t• 1•t1 R•7 .1 Arno Y•f3 DOW TOW MI M1w ,: Ow f SE453 _ y --- ..a • : -T-�' .-..M..0 Y C4tr6•w3n Existing Transit Services in Downtown Miami ••r ONEMIAML Appendix E. Attachment DI: Trip Generation Rates for Downtown DRI Table-1 LAND OR UUDIAM01AARRS r01 DOWNTOWN 041 (Mr Dees square Seat•., except as •lhnrla. Indicated) MIlee 11.0001u13 1.0000 LIS11 0.0030 0.0w1 1.2100 4.1201 0.41 1 " A.un/s.nl.• •.000su 1 � 0.21ef �� •.0011 1.0000 0.0024 0.001e 4.1121 1.1100 O.31/1 males (per r••e) a =� o.tul o� m 71L010/ IIL2100 I.oaoo 1.1112 1,1)I.fiq I,I21.ns ISLel01 " Aelldentlal 14.1111 31/.1101 (par d...) 0.1)00501 22).12u 202.1505 0.S/1s 1.0000 1.111.4/11 I.022.use 181.0/10 Unruliest 1e.0111 21/.3211 0.000111 0.1101 0.2111 0.0000 0.0001 L000O 0.1110 e.w{/ . 0.0311 D. H01 Mrluala/I4 1tIDl O.Ooou:/ e.it12 0.21l1 0.000I Allredi•ea/OecremilM 0.0010 1.1011 1.0000 0.1001 0.0111 0.2211 lulllrlwl 0.001)1 2.2010 2.1411 0.0000 0.0011 11.1111 1.0111 1.0000 0./11! 2.2031 (per semi) 0.00105041 1.4111 1.0010 0.1102 0.0111 ILOsf/ II.f/1e LSSff j4r1Ae h4(11411i 0.0001l1 4221I.I112 O,Oo)4 1 1.0000 1.411 0=001 l,2100 e,S2e) 0,11)1 0.210/ I.o000 0111c4 A.l.11/ Meted Auldentl.l Ceeve.11.n VMIu•ic Service (par ram) (per i.•.) / lalllell•nel A Tens/ Marine Industrial Aecreellen facilities (per Reel) .11 1.000111S 0.000111 0.102 0.1110011 0.1)60111 0.000111 0.001120, QOtQS11 0.000S1I1 formula for celal.11.e A/p ..nuingo rate A and p both ropreaut the somber of pM feat Moir talarool Meter Vehicle Trip Inds par malt of lend e.a derived from the sommtomm Masi A.O.A. Appendix F Mode Splits in the Downtown DRI ONEMIAMI.. I3.40.-ll furl IRII 416Is7f TALL 0111.31 • r.c sw 4.11 irl CAS 1wt Cat lost Iwlr11 Brinell 1011116111 UYl I13 Area 1 1 1 2 3 1 1 11111 11111 G&IIl11111 1117 11 1.11 1.311 1.211 1.441 1.101 /.111 tart lit{11.11n111 liciumas mire Irari a11117 of /.N 1.412 1.I41 1.441 1.1/1 4.111 lwa 14-1 1117 • 1 214 44 1.11 1.472 1.213 1. IN 1.151 1.174 hN.ul(I1 . 1 1117 • 2 111..a11.t 1 1 1141 • 1 1 111(1 11174 1 1111 N111 11111 11111- OQI ------ - /rear hi. 1n1. 4l. Lieu./ Ia11.6.1 l..i. 1.1w4 1i111w1 Yl tr1/ gait twat! rat hips I.UI 7.1 40. 1r1/1 141.1 4416 T. 1414 Trip M 1141/ 11 Caracoles torte---) 1.17 11 1.1/4 1.31 1.71 i.r47 1Mw1 follow l 11ru./l1 11r.I4ld.lydi I PI/tall/ lobed 11441401 1 Haa1 1 1 1 1.41 1 1 11 1 1 1 a 1.I01 /.110 1.111 Owl 2 1 1147 1.41 1611 711 31 444 41 11 42 1.331 1.141 1.111 1411 3 1 3111 1.41 2214 1311 Si 1311 131 31 . 11 1.311 1.431 1.643 01111 1 1121 1.61 4111 4321 211 3142 711 11 211 1.42 1.31 1.114 11117 4 3147 1.N .1131 2112 211 2142 171 33 123 1.443 1.173 1.311 111# 1 1 144 1.44 711 334 7/1 413 31 11 27 4.414 /.241 1.1111 ' 211 1 2 11171 1.21 11141 1343 31 7147. 113 143 411 1.341 1.111 1.741 211 1 3 3371 1.47 2142 2171 31 1141 IN 11 111 1.413 1.142 1.331 211 3 3 4111 $.47 244) 1141 31 1117 131 41 314 1.412 1.141 1.131 C11 4 1 4/11 1.47 3114 2733 31 2123 III) 31 121 1.777 1.233 1.544 411 3 3 14774 1.47 11211 1143 31 1444 112 244 $11 0.411 1.141 1.314 C11 1 2 4347 1.21 4312 3111 S 2111 231 77 IN 1.434 1.112 1.143 11.12.1311 1 1 141 0.21 711 331 11 304 43 13 1/ 1./1/ 1.211 1.111 11122111 2 3 34713 1.21 31112 213/3 Si 21173 1741 124 1273 1.111 1.273 4.431 1112111.1. 3 3 4344/ 1.71 31112 21471 11 23411 . 7/41 414 1134 1./11 1.211 1.411 1410111 4 3 1112 1.21 6143 1131 31 4/42 341 114 241 1.741 1.21$ 1.411 Pill f 1 1.41 4 1 11 1 0 1 1 /.410 4.001 1.111 1 1 1.11 1 1 31 1 / 1 / 1.0111 1.101 1.I01 / 1 1.01 1 1 Si 1 t_ 4 1 0. //1 1.114 1.411 1 1 1.11 1 1 33 4 1 1 1 /./444 4.111 1.141 tail 2311 I131 2334 2211 111 31 133 1 1 I 0015150 144113 314M 71111 ) 24231 7231 411 1311 7 1 7 UICS1U. 11011 7720 31231 41441 411/ 1731 7131 3 1 7 OV111111/H 11331 11413 7434 31/1 112 133 331 3 1 1 1011 1 1 1 1 a 1 1 1 a 1 11441 11t1 171311 124732 04431 13141 7144 1144 31,12 1111 W IN/ IY 1111 IIM 1M 1 1 Appendix G Cardinal Trip Distribution ONEMIAMI.. 111;M-Pat Mut wfi1lty Plat Loy hays !Immure is tit rm. ZO!5 2000 STAGE OF 2015 LRTP - ALTERNATIVE 00U DIRECTIONAL DISTRIBRTTION SUMMARY ORIGIN 1 CARDINAL DIRECTIO?1S 1 TOTAL 1 ZONE 11111E ENE LSE SSE SSW .WSW WNW NNW 661 TRIPS 185 131 J1 S. 107 313 15:• 252 1222 PERCENT 15.14 9.90 2.54 4.42 8.76 25.61 13.01 20.62 662 TRIPS 38 10 1 8 15 31 1S 49 167 PERCENT 22.75 5.99 .60 4.79 8.98 18.56 6.98 29.34 663 TRIPS 334 155 57 149 186 525 379 452 2237 PERCENT 14.93 6.93 2.55 6.66 8.31 23.47 16.94 20.21 664 TRIPS 936 436 139 114 1074 2201 1769 1767 8436 PERCENT 11.10 5.17 1.65 1.35 12.73 26.09 20.97 20.95 665 TRIPS 231 130 5 30 215 469 362 388 1830 PERCENT 12.62 7.10 .27 1.64 11.75 25.63 19.78 21.20 66i TRIPS 354 199 110 71 550 1543 1361 1248 5436 PERCENT 6.51 3.66 2.02 1.31 10.12 28.38 25.04 22.96 667 TRIPS 1268 478 81 105 1094 2596 2066 2576 10264 PERCENT 12.35 4.66 .79 1.02 10.66 25.29 20.1.3 25.10 668 TRIPS 193 168 7 32 278 832 957 1042 3529 PERCENT 5.47 4.76 .20 .91 7.88 24.14 27.12 29.53 669 79195 3873 1054 19 285 1426 6620 5423. 6804 25504 PERCENT 15.19 4.13 .07 1.12 5.59 25.96 21.26 26.68 670 TRIPS 894 167 10 42 117 1045 955 1349 4579 PERCENT 19.52 3.65 .22 .92 2.56 22.82 20.86 29.46 671 TRIPS 2843 339 25 53 87 1245 1287 1436 7315 PERCENT 38.87 4.63 .34 .72 1.19 17.02 17.59 19.63 672 TRIPS 650 202 6 33 59 368 287 395. 2000 PERCENT 32.50 10.10 .30 1.65 2.95 18.40 14.35 19.75 673 TRIPS 783 242 25 41 177 852 675 815 3610 PERCENT 21.69 6.70 .69 1.14 4.90 23.60 18.70 22.58 674 TRIPS 3158 858 536 269 972 4427 2961 3614 16795 PERCENT 18.80 5.11 3.19 1.60 5.79 26.36 17.63 21.32 675 TRIPS 1720 675 209 477 964 2695 20E8 2717 11545 PERCENT 14.90 5.85 1.11 4.13 8.35 23.34 18.09 23.53