HomeMy WebLinkAboutMDC Grade Separation StudySUBM
PUBLIC RECORD FOR
1TEMJD3LON
Prepared for the Miami -Dade MPO July 2005
Grade Separation Study
Prepared for:
Miami -Dade County
Metropolitan Planning Organization
Submitted by:
The Corradino Group
4055 NW 97 Avenue
Miami, FL 33178
June 2005
tubmitt !`.
record in ,.... ;,;;,_ ,1
item rz •3?- o; 2 >3 a So
Priscilla A. Tnot ,por,
City Clerk
Table of Contents
1. Introduction
Submitted Into the public
record in connecti.n ith
item ?2.3'- on 033 oc.
Priscilla A. Thompson
�..� city Clerk
Page
1
1.1 Grade Separation Concepts 1-3
1.2 Non -Grade Separated Modifications 4
1.2.1 Median U-Turn Intersection 4-5
1.2.2 Superstreet Median U-Turn 5
1.2.3 Single Quadrant Roadway Intersection 6
1.2.4 Jughandle Intersection 6
1.2.5 Continuous Flow Intersection 7
1.3 Typical Grade Separation Applied in Study 8-10
2. Tier I Alternatives 11
2.1 SW Tamiami Trail at SW 42nd Avenue 12-15
2.2 NW 42nd Avenue and Flagler Street 15-17
2.3 NW 72nd Avenue at NW 36th Street 17-18
2.4 NE 6th Avenue at NE 167th Street 19
2.5 NE 163`d Street at W. Dixie Highway and Biscayne Boulevard 19-22
2.6 SW 107th Avenue and Tamiami Trail 22-24
2.7 SW 27th Avenue at South Dixie Highway 24-25
2.8 SW 87th Avenue at SW 8th Street 26
2.9 SW 104th Street at South Dixie Highway 26-29
2.10 SW 40th Street at S. Dixie Highway 29-31
2.11 SW 57th Avenue at South Dixie Highway 32
2.12 NW 87th Avenue at NW 12th Street 32-35
2.13 US 441 and Ives Dairy Road 35-37
2.14 NW 135th Street and NW 57th Avenue 37-39
2.15 North Kendall Drive and SW 127th Avenue 39-40
2.16 U.S. 1 at SW 136th Street 41-42
2.17 SW 117th Avenue at SW 152 Street 43-45
3. First Round Evaluation 46
3.1 Evaluation Criteria 46-47
3.2 Evaluation 47-48
3.2.1 SW 42°d Ave @ 8th St. 49
3.2.2 LeJeune Road @ Flagler Street 49
3.2.3 Milam Dairy Road @ NW 36th Street 49
3.2.4 NE 6th Avenue @ NE 167th Street 49
3.2.5 Biscayne Boulevard @NE 163`d Street 49-50
3.2.6 SW 107thAvenue @ SW 8th Street 50
3.2.7 SW 27th Avenue @S. Dixie Highway 50
3.2.8 SW 87th Avenue @ SW 8th Street 50
3.2.9 SW 104th Street @ S. Dixie Highway 50
3.2.10 SW Bird Road @ S. Dixie Highway 51
3.2.11 SW 57th Avenue @ S. Dixie Highway 51
3.2. 1 2 NW 87th Avenue @ NW 12th Street 51
3.2.13 US 441 #a Ives Dairy Road 51
3.2.14 NW 135t Street @ NW 57th Avenue 52
3.2.15 N. Kendall Drive @ SW 127th Avenue 52
3.2.16 US 1 @ SW 136th Avenue/South Dade Busway 52
3.2.17 Turnpike NB on ramp @ SW 152 Avenue 52
4. Tier II Alternatives 53
4.1 Introduction 53
4.2 SW 107th Avenue and SW 8th Street 53-55
4.3 SW 87th Avenue and SW 8th Street 55-57
4.4 SW 27th Avenue and South Dixie Highway 57-60
4.5 North Kendall Drive and SW 127th Avenue 60-62
4.6 Milam Dairy Road and NW 36th Street 63-65
4.7 Turnpike NB On -ramp and SW 152nd Street 65-66
5. Implementation 67
5.1 Retained Earth Grade Separation
5.2 Precast Grade Separation
5.3 Depressed Open Cut Construction
5.4 Recommendations
5.4.1 Construction Type
5.4.2 Level of Service
67-68
68-69
69
69
69
70-71
Submitted Into the public
record in coe nyectio wi h
item ?Z.3r on 0- ;3 06
Priscilla A. Tho pson
City Clerk
Grade Separation Study
1 INTRODUCTION
Submitted Into the public
record in connection ith
item ?l.3a on al23oG
Priscilla A. Thompson
City Clerk
Over the years it has been found that freeway type interchanges on arterial streets do not
work for a number of reasons. First, arterials that warrant this type of improvement are
normally in very urbanized areas. A freeway type interchange requires a great deal of
right-of-way and would generally require taking all of the property and the associated
developments to accommodate the interchange. Secondly, full grade separation cuts off
access to adjoining properties, which causes a great deal of local opposition to the
project. Thirdly, the overpass structure will tend to overpower the surrounding
community, causing community opposition from an aesthetic point of view. Finally, as
everyone is beginning to realize, continuous flow operations tend to overpower the
surrounding local streets. Sometimes, the feeder street can pump enough volume into the
continuous flow ramp to take advantage of the capacity. Likewise, if the continuous flow
facility is moving at capacity, there can be a problem downstream with the local streets
being unable to accommodate the free flow movement.
There are currently a number of locations within Miami -Dade County where arterial to
arterial grade separations exists. There are two grade separations on Miami Beach that
were designed to accommodate left turns. They are located at 63`d Street and Indian
Creek Drive and at Fifth Street and Alton Road. There is a single point interchange
grade separation in Aventura that was recently constructed. It is a very large imposing
structure at Biscayne Boulevard and
Transportation professionals have sought ways to minimize the overpowering nature and
negative impacts of freeway interchanges. This has been done by simply removing some
of the movements in an intersection from the signal cycle. This can be done by proving a
grade separation or ramp for either the through movements, or for the left -turn
movements.
This report examines high volume intersections throughout Miami -Dade County that
could benefit from construction of what is now being termed, a "continuous flow
intersection". There are numerous concepts in the transportation community for this type
of improvement. A continuous flow intersection removes the heaviest flow movement
from the signal cycle, which provides more green time for all of the other movements in
the intersection.
1.1 Grade Separation Concepts
Grade separations represent a compromise between the freeway type interchange and a
typical urban intersection. There are four options for providing grade separation. The
first one to be discussed is grade separating the through movement on the heaviest
volume street and maintaining the secondary through movement and all left and right
turning movements at grade. Figure 1-1 illustrates a grade separation that provides
continuous flow for the main through movement.
Grade Separation Study
A second grade separation type is very similar to the first, except that instead of
providing an over crossing, the continuous flow through lanes would be placed below
grade in a cut -and -cover section as shown in Figure 1-2.
A third grade separation entails removing from one to four of the left turn movements
from the intersection. There are a number of intersection designs that separate the
turning movements and just keep the two opposing through movements at grade. These
are fairly common in the urban environment and are frequently seen as fly-overs. Figure
1-2 shows a grade separation that provides alternating flow for at opposing left turn
movements.
2
Submitted Into the public
record in c; _,.,.,., 1, 0_, A., :�;�i h
item rz . 3� y: ;�, _z �3
Prise t3 fR : iS, A to,, n;kj ",on
City Clerk
Grade Separation Study
A fourth grade separation option elevates a quadrant of the street (northbound and
eastbound, southbound and westbound, northbound and westbound or southbound and
eastbound.) What this separation does is create two one-way pairs, simplifying pairs of
turning movements. All movements still have to stop, but all turning movements are
accommodated with the green -time provided for the through traffic. This design provides
the options for managing the location of the impacts upon the property adjacent to the
grade separation. Figure 1-3 illustrates this form of grade separation.
Submitted Into the public
record in connecti n ith
item FZ. a x on y3 Di,
Priscilla A. Thompson
City Clerk
3
Grade Separation Study
1.2 Non -Grade Separated Modifications
There are a number of unconventional intersection designs that can be used to improve
traffic flow in an intersection that do not involve grade separation. They involve the same
principle as a grade separation, which is the removal of minor movements in an
intersection to improve the flow of the major movements. They are deemed
unconventional by traffic engineers because they incorporate movement restrictions that
are generally allowed in a standard four leg at -grade intersection. The following
intersection designs are not a part of this study, but are presented below for future
consideration for those intersections that are not selected for grade separations.
1.2.1 Median U-Turn Intersection
Figure 1-4 illustrates' the concept of a median u-turn intersection, which attempts to
convert all major'roadway left turn movements to right turns at the intersection, by using
uni-directional median crossovers along the median of the major roadway. The U-turn
allows drivers to complete the direction change as shown in Figure 1-4. This
modification allows more green time to be given to the major roadway by eliminating the
left turn cycle. This design is ideal for an intersection with light left turn movements.
Submitted it ^ pu is
4 record is : v ` -f i
item ?2.3a co a-
Priscilla A. "rho cip.. on
City Clerk
Grade Separation Study
There are two major problems with this design. First is the conflict of the U-turning
traffic into on -coming traffic, followed by a multi -lane weave to make the right turn and
secondly the design requires very wide medians.
1.2.2 Superstreet Median U-Turn
This design cuts off the through traffic on the cross street, but allows left turns from the
major street, so it is ideal for intersections with light through traffic on the secondary
arterial. Through trips on the secondary street are required to turn right on to the major
arterial, then U-turn at the median and turn right again on to the secondary street. This
operational pattern is shown in Figure 1-5. It should be noted that this intersection is
only theoretical and has never been constructed.
Figure -5
5
U.mittef s; , _ u:`;!ic
record in con nc3 :: n 4'"f:h
item FZ- 3x on a �3
Priscilla A, Thompson
City Clerk
Grade Separation Study
1.2.3 Single Quadrant Roadway Intersection
The single quadrant intersection removes all left turn movement from the primary
intersections and moves them to secondary intersections removed from the primary
intersection. This concept allows the primary intersection to operate on a two-phase
cycle. The left turn movements at the secondary intersection must be synchronized so
that the left turn movement over laps with the corresponding through movement in the
main intersection. Figure 1-6 diagrams this concept. This concept is ideal for streets
without a wide median, which both of the U-turn designs require.
1.2.4 Jug Handle Intersection
This configuration is a design that incorporates separate turning roadways similar to the
quadrant intersection. The principal is to remove all left and right turning movements
from the main intersection by shifting them to an adjacent intersection. This is a step up
from the quadrant intersection because left turns are removed from the adjacent
intersection on the primary arterial by using two quadrants for the turning movements.
This alternative does not (unlike the single quadrant intersection) remove left turns from
the secondary street from the primary intersection. A full quadrant jug handle
intersection would remove all left turn movements from the intersection Figure 1-7
illustrates the two jug handle configuration.
Submitted Into the public
record in connect° wi h
item PZ • 3 . on a- s3 c,
Priscilla . Tho pson
City Clerk
6
Grade Separation Study
1.2.5 Continuous Flow Intersection
This idea is a complex, unconventional design that relies heavily on channelization. Left
turn traffic is moved from all approaches to the main intersection across opposing traffic
lanes prior to the main intersection, as illustrated in Figure 1-8. Left turns are completed
simultaneously and unopposed with their accompanying and opposing through
movements. The relocation of the left turn lanes allows the main intersection to operate
on a two phase cycle. Under high volume conditions, the left turn cross over movement
prior to the intersection should also be signalized. This secondary signal should be
coordinated with the signal at the main intersection. (Crossovers go with the cross traffic
on the secondary street.) This design does not accommodate u-turns. This concept has
be applied to all four approaches to the intersection.
Submitted Into the public
record in connecti . n ith
item Pz - 3a. on ? 3 0
Priscilla A. Thompson
City Clerk
Grade Separation Study
1.3 Typical Grade Separation Applied in Study
Detailed traffic analysis and design efforts will be needed to determine exactly what form
of grade separation will work best for each intersection. For the purpose of this study a
generic grade separation has been designed and will be applied against all intersections.
The impacts of grade separation at each intersection are the result of applying this generic
design. Modifications to the design can lessen the impacts.
Figure 1-9 shows the profile of a typical grade separation. At a five percent grade, the
grade separation would need 1000' to return to grade. The clearance under the bridge
was held at 16.5'. The structure depth was calculated to be 9' in order to span a minimum
of 100'. Thus, the typical grade separation will need to be 2,100 feet long from the points
where the structure ties into the pavement at both ends of the structure.
Figure 1-10 shows the typical plan view of the grade separation. The plan view shown
requires a minimum of 100' right-of-way and includes 7' sidewalks on both sides of the
street, all 11' lanes with two through lanes in each direction on the flyover and one 13.5
foot lane in each direction at -grade to accommodate local access and turning movements.
The plan also includes 5.25' horizontal clearance from the bridge structure and a 5.25'
• shoulder in the bridge section.
Submitted Into the public
record in connect wi h
item PZ - 31 on z -3 0 ,
Priscilla A. Tho pson
City Clerk
`..0
I pn2s uopmedas apr.'O
JCpms uogprndas apra9
Grade Separation Study
2 TIER I ALTERNATIVES
The initial set of intersections to be considered for grade separation were developed by sending a
letter requesting nominations to members of the Transportation Planning Committee of the
Miami Dade County MPO. The following is the List of TPC members:
• Aviation Department
• City of Hialeah
• City of Miami
• City of Miami Beach
• City of Miami Gardens
• City of North Miami
• Dade League of Cities
• Department of Environmental Resources Management (DERM)
• Department of Planning and Zoning
• Department of Public Works
• Florida Department of Environmental Protection (FDEP)
• Florida Department of Transportation (FDOT)
• Metropolitan Planning Organization (MPO)
• Miami -Dade Transit (MDT)
• Miami -Dade Expressway Authority (MDX)
• Miami -Dade County School Board
• Seaport Department
• South Florida Regional Planning Council (SFRPC)
• South Florida Regional Transportation Authority (SFRTA)
Also a letter was transmitted to those municipalities with a population of 100,000 people or more
requesting their participation in the study by nominating intersections that would be condiered in
the study. The cities contacted were:
• Aventura,
• Coral Gables,
• Doral,
• Hialeah Gardens,
• Homestead,
• Key Biscayne,
• Miami Shores,
• Miami Springs,
• Miami Lakes,
• North Miami Beach,
• Opa-locka,
• Palmetto Bay,
• Pinecrest,
• South Miami,
• Sunny Isles Beach,
Submitted Into the public
record in connecti. n . ith
item 172, 6=on
Priscilla A. Thompson
City Clerk
All nominated intersections were included in the Tier I screening.
11
Grade Separation Study
Additionally, the 2003 FDOT traffic count data was examined and the top 31 non -freeway
intersections were examined. Table 2-1 shows the top 31 locations (based on FDOT 2003
counts), the traffic on the cross street (if available) and the total volume of traffic that would use
the intersection. The intersection of NW 87th Avenue and NW 12th Street is not in the table
because no counts were readily available and original counts were outside of the scope of this
study
2.1 SW 8th Street at SW 42nd Avenue
SW 8th Street is a major east west arterial that runs across the southern tip of the Florida
Peninsula. It is under State jurisdiction as US 41. SW 42nd Avenue is a major north south
arterial that crosses the entire County. It is also under State jurisdiction as SR 953. Two-way
Average Annual Daily Traffic (AADT) volumes on SW 42 Avenue are in the range of 50,000
and volumes on SW 8 Street are in the range of 46,500. Daily volumes through the intersection
are approximately 96,500. At this location both SW 8 Street and the north leg of SW 42 Avenue
are in a 100 foot ROW. The intersection diagram shows that all approaches to this intersection
consist of two through lanes and a left turn lane. All directions provide for right turn lane except
for the south leg of SW 42 Avenue.
Figure 2-1 is a compilation of photos accompanying the aerial photograph of the intersection
showing the land uses adjacent to the intersection. All approaches to the intersection are
adjacent to commercial land uses, surrounded by large parking lots. Car dealerships sit on both
quadrants of the north side of the street; a drugstore and apartments occupy the southwest
quadrant of the intersection, and a gas station and fast food restaurant occupy the southeast
quadrant.
The implementation of a grade separation at intersection requires approach ramps of 1000 feet
long in order to provide adequate clearance over the street being crossed. Normally the street
with the highest volume would be provided with the through lanes. Thus the 1000 foot ramp will
impact the cross streets along the arterial. Along 42nd Avenue the blocks are only 200 to 250 feet
long and are not suitable for construction of north/south grade separation. The east/west blocks
along SW 8 Street are 600 feet long and are of sufficient length to accommodate an east/west
grade separation.
Besides improving traffic flow, the other key reason for considering the installation of a grade
separation is to improve safety. Table 2-2 shows the three-year history of accidents for this
intersection. There have been no fatal crashes at this location. There has been an average of 25
crashes per year, and an average of ten injuries per year at the intersection of SW 8th Street and
42nd Avenue.
12
Submitted the public
record in connect
item PZ.3.. on a• %3 oc,
Priscilla A. Tho pson
City Clerk
Grade Separation Study
Table 2-1
Comparative Traffic Volumes at Intersections (2003 FDOT Traffic Counts)
Report
Section
Intersection
Main
AADT
Secondary
AADT
Total
AADT
Comments
2.7
US 1 @ SW 27th Ave
101,500
29,000
130,500
Nominated
Julia Tuttle @ Alton
99,000
Already
Separated
2.11
US 1 @ SW 57th Ave.
89,000
22,000
111,000
Nominated
2.15
Kendall @ SW 127th Ave
84,500
2.10
US 1 @ Bird Rd.
84,000
49,500
133,500
Nominated
LeJeune @ NW 25th St.
82,500
Already
Separated
SW 8th St. @ 127th Ave.
75,000
US 1 @ Coral Reef Dr.
74,000
39,000
113,000
2.16
US 1 @ SW 136th Street
74,000
12,500
86,500
Nominated
Kendall @ SW 107th Ave
73,000
33,500
106,500
US 1 @ NE 192nd St.
71,500
31,500
103,000
Kendall @ SW 137th Ave
69,500
42,500
112,000
ADD
2.9
US 1 @ SW 104th Street
68,000
11,100
79,100
Nominated
US 1 @ NE 186th St
65,500
34,500
100,000
Bird Rd. @ SW 74th Ave.
65,500
2.13
US 441 Ives Dairy Rd.
65,500
Added
NW 107t Ave @Flagler
64,500
53,000
117,500
NW 2nd Ave @ 183rd St.
63,000
34,500
97,500
2.3
NW 36th St @ Milam Dairy
62,500
32,000
94,500
Nominated
NW 27thAve. @ 135th St
59,500
34,000
93,500
Future
Metrorail
2.8
SW 8th St @ 87th Ave
58,000
37,500
95,500
Nominated
Flagler 72nd Ave.
57,000
31,500
88,500
2.4
NE 167t St @ NE 6th Ave.
56,500
20,400
76,900
Nominated
NW 27th Ave @ Flagler
55,500
37,500
93,000
Bird Rd @ SW 87th Ave
54,500
29,000
83,500
2.5
Biscayne Blvd @ NE 163rd
54,200
44,500
98,700
Nominated
2.6
SW 8t St. @ 107th Ave
54,000
51,000
105,000
Nominated
Flagler @ 87th Ave
54,000
41,500
95,500
Bird Rd. @ SW 107th Ave
54,000
30,500
84,500
2.2
LeJeune @ Flagler
53,500
40,500
94,000
Nominated
2.14
Red Rd @ NW 135th St.
51,000
32,000
83,000
Added
2.1
LeJeune @ SW 8th St.
50,000
46,500
96,500
Nominated
2.17
SW 117thAve@SW 152nd St
41,000
22,556
63,556
Nominated
Submitted into the pi.o7.1 ,
record in connertiu�t 4'
item FZ•3p. on ��a3�a�
Priscilla A. Thompson
City Clerk
13
Grade Separation Study
Submitted
record in co: ".
item
Priscilla A. 'Thompson
City Clerk
14
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• 1 - ' ',..
Figure No. 2-1
SW ilat SOW ?Wand knout 11.*
Grade Separation Study
Table 2-2
Accident History
SW 8`h Street and 42"d Avenue
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
9
2001
0
0
0
6
8
19
25
0
2002
0
0
0
7
13
14
21
0
8
2003
0
0
0
8
30
21
29
0
13
Total
0
0
0
21
49
54
75
0
30
2.2 W 42nd Avenue and Flagler Street
W 42nd Avenue (LeJeune Rd) is a 6-lane facility at this location and Flagler Street is a 4-lane
facility. W 42"d Avenue is a State facility, SR 953 as is Flagler Street, SR 968. All approaches
to this intersection have protected left -turn lanes. LeJeune has a 100 foot right-of-way. W 42
Avenue handles about 53,500 two-way AADT and Flagler Street handles about 40,500 two-way
AADT. The intersection handles 94,000 vehicles a day.
When considering the location of a grade separation the blocks on the west side of W 42"d Street
north of Flagler Street are 250' deep, whereas the block on the east side of the intersection is
600' deep. The blocks south of Flagler Street are 500' long. The blocks along the Flagler Street
on the west side of 42"d Avenue are 600' long, but the blocks on the east side are only 200' deep.
Table 2-3 shows the accident history for the intersection of W 42nd Avenue and Flagler Street.
During the previous three years there was only one accident with a fatality, but eight people were
injured in that crash. Historically there has been an average of 34 crashes per year at this
intersection with an average of 24 injuries per year.
Table 2-3
Accident History
W 42"d Avenue and Flagler Street
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
1
1
8
13
20
23
37
1
28
2002
0
0
0
9
17
19
28
0
17
2003
0
0
0
15
28
22
37
0
28
Total
1
1
8
37
65
64
102
1
73
15
Submitted Into the public
record in connection wi h
item PZ•3a- on a3 64,
Priscilla A. Tho pson
City Clerk
Grade Separation Study
Flour, No. 2-2
Poulv Shot (SW 42nd bow, ti.cleuns 'Road)
16
Submitted Into the public:
record in conricct vv'th
item on 0
Priscilla A. Tidrnpsot
City Clerl
Grade Separation Study
As can be seen in Figure 2-2 from the series of photos and the aerials the intersection is
surrounded by commercial uses. Office buildings occupy both of the western quadrants of the
intersection. The northeast quadrant is the site of a fast food restaurant and the southeast
quadrant is the location of a gas station.
2.3 NW 72nd Avenue at NW 36th Street
NW 72nd Avenue is a major north -south State facility — SR 969 that crosses another major NW
36th Street, which is another State facility — SR 948.
All approaches to this intersection provide four through lanes and three of the four approaches
have two protected left -turn lanes. NW 36th Street at this location has 150 foot right-of-way.
Two-way AADT volumes at this intersection along NW 72 Avenue are in the range of 32,000
vehicles. Traffic on NW 36th Street is much higher, with AADT of 62,500 vehicles. The
intersection handles about 94,500 vehicles per day.
Figure 2-3 consists of photographs accompanying the aerial photograph of the intersection
showing the adjacent land use. Gas stations occupy both of the western quadrants of the
intersections, while the County jail occupies the northeast quadrant and its food center, and
Miami -Dade Public works garage occupy the southeastern quadrant of the intersection.
This intersection is surrounded by very large blocks which will facilitate a grade separation. The
blocks along the north side of NW 72nd Avenue are 700' deep. The block south of NW 36th
Street crosses a canal that is 400' south of the intersection, but the block is actually 550' long.
The blocks on the west side of NW 72nd Avenue are 1,200' long and the blocks along NW 36th
Street east of the intersection run into the approach to the grade separation over the FEC rail
yard.
Table 2-4 shows that during the previous three years there has only been one fatality accident at
the intersection of NW 72 Avenue and NW 36th Street. During the same time frame, there has
been an average of 36 crashes per year with 18 injuries per year.
Table 2-4
Accident History
NW 72 Avenue and NW 36th Street
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
15
23
21
36
0
23
2002
1
1
1
13
17
30
44
1
18
2003
0
0
0
8
14
21
29
0
14
Total
1
1
1
36
54
72
109
1
55
17
Submitted Into the public
record in connecti . n ith
itemPC•3- onb4
Priscilla A. Thompson
City Clerk
Grade Separation Study
18
public
record'in vi tY1
item 2.3 o! -7' )3 b
Priscilla A. Tho Epson
City Clerk
Grade Separation Study
2.4 NE 6th Avenue at NE 167th Street
NE 6th Avenue approaches to the intersection consist of two through lanes and a protected left
turn lane and the NE 167th Street approaches consist of three through lanes and a protected left
turn lane. NE 6th Avenue is a State facility, SR 915 and NE 167th is also a State facility, SR 826.
NE 167th Street has 100 foot right-of-way. NE 6th Avenue handles about 20,400 AADT and NE
167th Street handles about 56,500 AADT. The intersection handles about 76,900 vehicles per
day.
Figure 2-4 shows that three of the corners of this intersection are occupied by mixed commercial
developments. The northeast corner is occupied by a gas station adjacent to a mid rise office
building. The blocks along NE 167th Avenue are 600' long in both directions from the
intersections. The blocks facing the north and south legs of NE 6th Avenue are only 250'to 280'
deep.
Table 2-5 shows the accident history for the intersection of NE 167th Street and NE 6th Avenue.
During the previous three years there were no fatality accidents with a fatality, but eight people
were injured in that crash. Historically there has been an average of 53 crashes per year at this
intersection with an average of 48 injuries per year
Table 2-5
Accident History
NE 167th Street and NE 6th Avenue
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
32
65
39
71
0
65
2002
0
0
0
17
30
28
45
0
30
2003
0
0
0
25
49
18
43
0
49
Total
0
0
0
74
144
85
159
0
144
2.5 NE 163`d Street at W. Dixie Highway and Biscayne Boulevard
Figure 2-5 shows the lane configuration around this complicated intersection. NE 163`d Street
has three through lanes in each direction and one left turn lane at Dixie and two left turn lanes at
Biscayne. W Dixie Highway, SR 909 under State jurisdiction, has two through lanes in each
direction plus a left turn lane. Biscayne Boulevard, US 1 under State jurisdiction, is 4 through
lanes in each direction plus two left turn lanes. NE 163`d Street has a 100 foot right-of-way west
of Biscayne Boulevard and a 150 foot right-of-way east of Biscayne. Two-way AADT volumes
at this intersection along NE 163`d Street, SR 826 under State jurisdiction, are in the range of
44,500 vehicles. Traffic on Biscayne Boulevard is higher, with AADT of 54,200 vehicles. The
grade separation would also cross West Dixie Highway which only carries about 17,600 AADT.
The flyover would facilitate about 116,000 vehicles per day.
19
Submitted Into the public
record in connecti n w th
itemP2.3y onags3bte
Priscilla A. Thompson
City Clerk
Grade Separation Study
20
record in
item Z.3�
Priscilla A. Th mpscn
City Clerk
Grade Separation Study
21
Submitted Into the pubb' c
record in connect; n vet 4h
itemPZ• 31 on a bL
Priscilla A. Thompson
City Clerk
Grade Separation Study
The north leg of Biscayne Boulevard and west leg of Sunny Isles Boulevard both extend well
over a thousand feet. The blocks along the southern leg of Biscayne Boulevard are about 400
feet long and the blocks along the western leg of Sunny isles Road are about 600' long. The
north east corner of Biscayne and 163rd is the location of a night club backed by wetlands. The
southeast corner is a commercial center with a gas station which is also backed by wetlands.
Both western corners of Biscayne Boulevard are fronted by the FEC rail line. The next block to
the west is West Dixie Highway. Land uses around this intersection is a gas station on the
northeast corner, a fast food restaurant on the southeast corner, a car dealer on the southwest
corner and two story professional office building on the northwest corner.
Table 2-6 shows the accident history for the intersection of Biscayne Boulevard and NE 163rd
Street. During the previous three years there were no fatality accidents. Historically there has
been an average of 14 crashes per year at this intersection with an average of 12 injuries per year.
Table 2-6
Accident History
Biscayne Boulevard and NE I63rd Street
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
10
10
10
20
0
10
2002
0
0
0
7
9
6
13
0
9
2003
0
0
0
8
17
2
10
0
17
Total
0
0
0
25
36
18
43
0
36
2.6 SW 107th Avenue at SW 8th Street
As shown in Figure 2-6 SW 8 Street provides three through lanes plus protected left -turn lanes in
each direction and SW 107 Avenues has two -lanes in each direction. SW 107th Avenue is State
facility — SR 985. SW 8 Street is a State facility, US 41 and it has a 150 foot right-of-way at this
intersection. Two-way AADT volumes at this intersection along SW 107th Avenue are in the
range of 51,000 vehicles. Traffic on SW 8th Street is at a similar level, with AADT of 54,000
vehicles. The intersection handles about 105,000 vehicles per day.
The north side of SW 8th Street is uninterrupted by driveway cuts because of the canal, however
immediately north of the canal is another intersection leading into single family residential areas.
The southwest quadrant of the intersection is the FIU campus which creates a super -block. The
southeast quadrant of the intersection is a gas station with multiple curb cuts in each direction.
The western leg of SW 8 Street has a bridge crossing the canal 1250' west of the intersection.
The first block along the eastern leg of SW 8 Street occurs after about 450' on the south side of
the street. Blocks facing SW 107th Avenue are as close as 230'.
Table 2-7 shows the accident history for the intersection of SW 107th Avenue and SW 8th Street.
During the previous three years there were no fatality accidents. Historically there has been an
average of 40 crashes per year at this intersection with an average of 37 injuries per e
SubMitted Into the public
22 record in connect f ith
item FL. 3a- on ��2310 6
Priscilla A. Thompson
City Clerk
Grade Separation Study
F ur* do. 24
W -8Ch Street SW t Q7Avenue
23
Submitted Into the public
record in connect' n w th
item pZ • 3a on a
Priscilla A. Thompson
City Clerk
Grade Separation Study
Table 2-7
Accident History
SW 107th Avenue and SW 8th Street
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
17
32
23
40
0
32
2002
0
0
0
18
37
18
36
0
37
2003
0
0
0
24
43
22
46
0
43
Total
0
0
0
59
112
63
122
0
112
2.7 SW 27th Avenue at South Dixie Highway
South Dixie Highway, a State facility designated US 1 provides three through lanes with
protected left -turn lanes. SW 27th Avenue, also a State facility designated SR 9, provides two
through lanes in each direction plus the protected left -turn lane. South Dixie Highway has a 150
foot right-of-way. Two-way AADT volumes at this intersection along NW 27th Avenue are in the
range of 29,000 vehicles. Traffic volumes on South Dixie Highway are much higher, with
AADT of 101,500 vehicles. The intersection handles about 130,500 vehicles per day.
Figure 2-7 shows that both of the northern quadrants of the intersection are occupied by
Metrorail right-of-way with almost no curb cuts. The southwest quadrant is occupied by a gas
station and the southeast quadrant is occupied by a marine related retail facility. Along the
southwest side of US 1 the block is 820' long, but on the southeast side of US 1 the block is
about 300' long. The blocks along SW 27th Avenue are only about 200' from the intersection.
Table 2-8 shows the accident history for the intersection of SW 27th Avenue and South Dixie
Highway. During the previous three years there were two fatality accidents. Historically there
has been an average of 56 crashes per year at this intersection with an average of 29 injuries per
year.
Table 2-8
Accident History
SW 27th Avenue and South Dixie Highway
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
1
2
1
19
27
41
61
2
28
2002
0
0
0
16
31
42
58
0
31
2003
0
0
0
21
29
30
51
0
29
Total
1
2
1
56
87
113
170
2
88
24
Submitted into the pub is
record in conrt ectir,n w th
item `'2. 3 - on ..1-..3 o a
Priscilla A. The-npson
City Clerk
Grade Separation Study
nor* Na. 2-7
South, DWG Highway I SW 271h Avenue,
25
Submitted into the public
record in connectio
item PZ • 3). on a3 Dfi
Priscilla A. Tho pson
City Clerk
Grade Separation Study
2.8 SW 87th Avenue at SW 8th Street
Figure 2-8 shows that SW 8 Street, a State road, provides three through lanes plus protected left -
turn lanes in each direction and SW 87th Avenue, a county road, has two -lanes in each direction.
SW 8 Street has a 150 foot wide right-of-way at this location. Two-way AADT volumes at this
intersection along NW 87th Avenue are in the range of 37,500 vehicles. Traffic on SW 8th Street
is much higher, with AADT of 58,000 vehicles. The intersection handles about 95,500 vehicles
per day.
The north side of SW 8th Street is bounded by a canal which provides significant separation from
the single family residential neighborhoods located to the north of the canal. The canal also
provides long sections of roadway with no curb cuts. On the south side of the intersections both
quadrants contain gas stations (at the time of the site visit the station on the southwest corner was
abandoned.) Heading north, south, and east from the intersection it is only 250 to 300 feet to the
next intersection. Only in the westerly direction is the block length a reasonable 450'.
Table 2-9 shows the accident history for the intersection of SW 87th Avenue and SW 8th Street.
During the previous three years there were no accidents with a fatality. Historically there has
been an average of 40 crashes per year at this intersection with an average of 45 injuries per year.
Table 2-9
Accident History
SW 87th Avenue and SW 8th Street
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
29
49
17
46
0
49
2002
0
0
0
21
40
16
37
0
40
2003
0
0
0
20
46
18
38
0
46
Total
0
0
0
70
135
51
121
0
135
2.9 SW 104th Street at South Dixie Highway
South Dixie Highway, a State road, provides three through lanes with two protected left -turn
lanes. SW 104th Street, a State facility SR 990, provides two through lanes in each direction plus
the protected left -turn lanes. South Dixie Highway has a right-of-way of 100 feet. Two-way
AADT volumes at this intersection along SW 104th Street are in the range of 11,100 vehicles.
Traffic on South Dixie Highway is much higher, with AADT of 68,000 vehicles. The
intersection handles about 79,100 vehicles per day.
The west side of south Dixie Highway is adjacent to the busway and has very long stretches of
uninterrupted street. The blocks on the east side of US 1 are about 600 feet long. The blocks
along 104th Street are shorter, 250 feet on the west and 400 feet on the east side of the
intersection. Both of the east corners of the intersection are occupied by gas stations as shown in
the photos on Figure 2-9.
26
Submitted Into the pub is
record in connect n w th
item on z oe
Priscilla A. Th mpson
City Clerk
Grade Separation Study
27
Submitted Into the public
record in connecti n wi h
item PZ•3a on g a3/bto
Priscilla A. Tho pson
City Clerk
Grade Separation Study
28
Figur* No. 2-9
SW 1O#th Avenue r South Dixie {{.,��.
Subrn. t'd 3 r`1 �d Ier blic
record in n C ,�, ,3 o
item ?Z. ,
Priscilla A. T'rnornpSan
City Clerk
v'f•t 1
Grade Separation Study
Table 2-10 shows the accident history for the intersection of SW 104`h Street and South Dixie
Highway. During the previous three years there were no fatality accidents. Historically there has
been an average of 2 crashes per year at this intersection with an average of 1 injury per year.
Table 2-10
Accident History
SW 104th Street and South Dixie Highway
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
2
2
0
2
0
2
2002
0
0
0
0
0
1
1
0
1
2003
0
0
0
1
1
1
2
0
1
Total
0
0
0
3
3
2
5
0
3
2.10 Bird Road at S. Dixie Highway
Bird Road (SW 40`h Street) west of US 1 is a State facility SR 976. It has four lanes plus a
protected turn lane; east of US 1 Bird Road is 3 lanes plus 1 turn lane. US 1, also a State facility,
is 6 through lanes plus 1 turn lane on both sides of the intersection. US 1 has a 100 foot right-of-
way at this location. Two-way Average Annual Daily Traffic (AADT) volume on US 1 is about
84,000 and the AADT on Bird Road is 49,500 making this a very busy intersection handling
133,500 vehicle per day.
The photos and the aerial on Figure 2-10 show that the northeast quadrant of this intersection is
occupied by the Metrorail right-of-way. The remaining quadrants are all occupied by automobile
related uses: a car wash, a gas station, and car rental facility. Along US 1 the northwest side of
the street is uninterrupted. The block facing the southeast side of US 1 is only 200'long and the
block forming the north east quadrant is 900' long.
Table 2-11 shows the accident history for the intersection of Bird Road and South Dixie
Highway. During the previous three years there was only one accident with a fatality.
Historically there has been an average of 36 crashes per year at this intersection with an average
of 10 injuries per year.
29
Submitted Into the public
record in connection with
item Pl.3A on y3 0
Priscilla A. T om • son
City Clerk
Grade Separation Study
Table 2-11
Accident History
Bird Road and South Dixie Highway
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
14
2001
0
0
0
8
14
31
39
0
2002
0
0
0
6
9
30
36
0
9
2003
I
I
0
8
8
23
32
1
8
Total
1
1
0
22
31
84
107
1
31
Submitted Into the public
record in connect n wyth
item P2.3.2- on .3- a `°�
Priscilla A. Thompson
City Clerk
30
Grade Separation Study
31
Figur* No. 2 1 Q
South Di ' Mlphirwy ) SW Miami laird Rind)
Submitted Irrto the public
record in connect' n ith
item P Z.3-x on Db
Priscilla A. Th
City Clerk
Grade Separation Study
2.11 SW 57th Avenue at South Dixie Highway
The intersection diagram on Figure 2-11 shows that NW 57th Avenue (Red Road) is four lanes
wide at this intersection. It is a State facility, SR 968. US 1, a State facility, is 6 through lanes
plus 1 protected left turn lane. The right-of-way for US 1 is 100 feet wide at this location. Two-
way Average Annual Daily Traffic (AADT) volumes on US 1 are about 89,000. On NW 57th
Avenue the AADT is about 22,000. The combined volumes pump about 111,000 vehicles per
day through this intersection.
The photographs and the aerial, show that the southeast quadrant of the intersection is occupied
by a fast food restaurant and mixed commercial establishments. The southwest quadrant of the
intersection is occupied by a major regional shopping center — Sunset Place. Both quadrants of
the north side of the intersection are occupied by the Metrorail right-of-way and are
uninterrupted by curb cuts. The block forming the southwest quadrant is 1600 feet long and the
block forming the southeast quadrant is 700 feet long.
Table 2-12 shows the accident history for the intersection of SW 57th Avenue and South Dixie
Highway. During the previous three years there was only one accident with a fatality.
Historically there has been an average of 21 crashes per year at this intersection with an average
of 16 injuries per year.
Table 2-12
Accident History
SW 57th Avenue and South Dixie Highway
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
12
16
8
20
0
16
2002
1
1
0
10
21
12
23
1
21
2003
0
0
0
5
10
10
21
0
10
Total
1
1
0
27
47
47
64
1
47
2.12 NW 87th Avenue at NW 12th Street
NW 87th Avenue is 6 through lanes and 1 protected left turn lane at this intersection. NW 87th
Avenue carries about 59,000 trips per day. NW 12th Street has a three lane exit ramp from SR
836 600 feet east of the intersection. NW 12th Street has two left turn lanes 1 right turn only lane
and two through lanes in the west bound direction. In the east bound direction there is one left
turn lane, one right turn lane and one through lane. NW 12th Street carries a daily volume of
33,500 vehicles. The intersection handles a total of 92,500 vehicles per day.
The photographs and the aerial in Figure 2-12 show that a restaurant sits on the northeast
quadrant of this intersection and that a small commercial establishment sits on the immediate
northwest quadrant. Immediately adjacent to both of theses uses is a car lot. The south side of
the intersection is entirely SR 836 right-of-way. To the south of the intersection freeway on and
Submitted Into the publ'c
32 record in connectio wi h
item 3 a�
Priscilla A. Tho ipson
City Clerk
Grade Separation Study
pure No. 2-11
South Oki tii.may 15W Bait .Annuli plied Readl
33
Submitted Ira the public
record in connecti n w'th
itemPZ3- on a.a3 0w
Priscilla A. Tho pson
City Clerk
Grade Separation Study
Flour* No. 2-12
NW 07th Avenue 1 NW 1 2th Street
34
Submitted Into the public
record in connection ith
item P2.3)- on s �3 oto
Priscilla A. Thompson
City Clerk
Grade Separation Study
off ramps are only 300 feet from the intersection. To the east the westbound off ramp is 600 feet
from the intersection. To the north CSX railroad tracks are 250 feet from the intersection.
This location is not on State facilities so an accident record was not available.
2.13 US 441 at Ives Dairy Road
US 441 (NE 2nd Avenue) and Ives Dairy Road are both 6-lane facilities with duel left turn lanes
and Ives Dairy Road is a 4-lane facility. Both facilities are under State jurisdiction as US 441
and SR 854, respectively. All approaches to this intersection have protected left -turn lanes.
Both 441 and Ives Dairy Road have 100 foot rights -of -way. US 441 has an AADT of 65,500
vehicles.
The land uses around this intersection, depicted in Figure 2-13 include a drug store on the
southwest corner, mixed commercial center on the northwest corner, a gas station on the
northeast corner and a strip commercial center on the southeast corner. Away from the
intersection the south side of Ives Dairy is fronted with residential uses.
When considering the location of a grade separation the blocks on the north side of Ives Dairy
Road are over 1000 feet long. On the west side of US 441 it is 500 feet to the first intersection,
within 1,000 feet there are 3 "T" intersections to the west. To the east of US 441 there is only 1
"T" intersection connecting into Ives Dairy Rd. On the south side of Ives Dairy Road there is an
access road that the residential areas tie into that feed out through that one "T". South along 441
there is an access road on the west side of the street that has to access point to 441. On the east
side of the street one "T" intersection connects into 441.
Table 2-13 shows the accident history for the intersection of US 441 and Ives Dairy Road.
During the previous three years there were no accidents with fatalities. Historically there has
been an average of 46 crashes per year at this intersection with an average of 44 injuries per year.
Submitted lrbtn the public
record in connect n ith
item T'2, on } �3 c�•
Priscilla A. Th mpson
City Clerk
35
Grade Separation Study
•
'=
• ,==.
„ • :..
-"•:*04.54:11:::
• .., , . ,g,... gil
.-...
.:.:-..,:fgigg,.:••,:.
.„......... .........
ii.;; •.:"::-' 1, l''''''.....
iR • ••'• " --- '
••,,,,,m•T • 1,-, - ' '
ti....:'',' • „ : - :. ''' .
,,:,. .. -,0,4, , • -
Figur* Nm 2-13
US 441 Was Dairy, Road
36
Submitted Into the public
record in connection ith
item on
Priscilla A. Th mpson
City Clerk
Grade Separation Study
Table 2-13
Accident History
US 441 and Ives Dairy Road
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
24
54
31
55
0
54
2002
0
0
0
24
29
17
41
0
29
2003
0
0
0
25
48
17
42
0
48
Total
0
0
0
73
131
65
138
0
131
2.14 NW 135th Street at NW 57th Avenue
Figure 2-14 shows that NW 57th Avenue (Red Rd) is a 6-lane facility with protected left turn
lanes and NW 135th Street is a 4-lane facility with protected left turn lanes. Both facilities are
under State jurisdiction as SR 959 and SR 916, respectively. NW 135th Street has a right -of way
width of 100 feet. Red Road handles about 51,000 two-way AADT and NW 135th Street handles
about 32,000 two-way AADT. The intersection handles 83,000 vehicles a day.
When considering the location of a grade separation the blocks on the west side of NW 57th
Avenue it is over 1000 feet to the nearest intersection. On the southwest quadrant of the
intersection there is a road that "T's into NW 135th Street that supplies access to the rear of the
industrial district. This intersection is only 70 feet west of the intersection. To the north of the
intersection there are no intersections within 1,000 feet of the intersection. To the east there is
no intersection within 1,000 feet. South of the intersection the Red Road on and off ramps are
located 600 feet from the intersection. The northeast quadrant of the intersection is occupied by
Opa-locka Airport. The southern quadrants of the intersection are occupied by Gratigny Right -
of -Way and the northwest corner is next to canals running in both directions with a commercial
center on the other side of the canals.
Table 2-14 shows the accident history for the intersection of NW 57th Avenue and NW 135th
Street. During the previous three years there was only one accident with a fatality, and two
people were injured in that crash. Historically there has been an average of 28 crashes per year
at this intersection with an average of 28 injuries per year.
Submitted Into the public
record in connecti n with
item `'2 ? on -y [A,
Priscilla A. Tho pson
City Clerk
37
Grade Separation Study
- •
•
flOut* Ni. 2-14
Nei 570 Ammo MU Road) J NW13501Strut
38
Submitted Into the public
record in connectiol wi h
item Pl. 32- on -
Priscilla A. ThoLnpson
City Clerk
Grade Separation Study
Table 2-14
Accident History
NW 57th Avenue and NW 135th Street
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
14
29
22
36
0
29
2002
1
1
2
18
34
6
25
1
36
2003
0
0
0
8
19
14
22
0
19
Total
0
0
0
40
82
42
83
1
84
2.15 North Kendall Drive at SW 127th Avenue
North Kendall Drive (SW 88th Street) as illustrated in Figure 2-15 is a 6-lane facility at this
location and SW 127th Avenue is a 4-lane facility and is a County facility. North Kendall Drive
is a State facility, SR 94. All approaches to this intersection have protected duel left -turn lanes
(except for north to west turn from SW 127th Avenue.). The right-of-way along Kendall Drive at
this location is 150 feet wide. N. Kendall Drive handles about 84,500 two-way AADT and SW
127th Avenue carries 19,000 trips per day. The intersection handles 103,500 vehicles a day.
When considering the location of a grade separation it is over 1,000 feet to the next intersection
in the north, west, and east directions. The entire eastern side of the intersection abuts power
right-of-way. The southwest corner of the intersection is occupied by a medium sized shopping
plaza anchored by Home Depot and the northwest corner is occupied by a large shopping center.
Table 2-15 shows the accident history for the intersection of N. Kendall Drive and SW 127th
Avenue. During the previous three years there were no accidents with fatalities. Historically
there has been an average of 29 crashes per year at this intersection with an average of 33
injuries per year.
Table 2-15
Accident History
N. Kendall Drive and SW 127th Avenue
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2001
0
0
0
12
20
17
29
0
20
2002
0
0
0
15
30
8
23
0
30
2003
0
0
0
23
48
13
36
0
48
Total
0
0
0
50
98
38
88
0
98
39
Submitted Into the public
record in connecti w'th
item PZ•3a- on -2- 3 DJ,
Priscilla A. Tho pson
City Clerk
Grade Separation Study
• • • ":"!••.' •72:m•,,
•:„ •• • :
'41401444474
tti :AVIS*
r4rigt;
Figur* No. 2-1
North Kendall Drive tSW 127Th AVOITIJO
40
Submitted Int7)tz public
record in conrctc,.,In vith
item fq• 33- on ?3
Priscilla A. Thompson
City Clerk
Grade Separation Study
2.16 U.S. 1 at SW 136th Street
This intersection diagram in Figure 2-16 shows that all approaches along U.S. 1, both
northbound and southbound to this intersection provide three throuh lanes of traffic. The
northbound traffic has two turn lanes that transition to westbound 136t Street. Both directions
of Howard Dr. (SW 136th St.), a County facility, have two through lanes, westbound has two turn
lanes, while eastbound has three turn lanes to accommodate the northbound movement to U.S.
1. U.S. 1 has 116 foot right-of-way. Two way AADT volumes north of this intersection along
U.S. 1 is in the range of 68,000 vehicles, and to the south of the intersection the two way traffic
volumes are even greater - 74,000 vehicles. The AADT count on the east side of U.S.1 on 136th
St. is 12,500 vehicles.
Figure 2-16 also provides photographs and an aerial photograph of the intersection showing
adjacent land use. In the northeast quadrant of the intersection is a home improvement center
and two local bank branches. On the southeast corner of the intersection is a retail shopping
area. On the northwest corner is a restaurant. On the southwest corner is the Falls shopping
center.
This is a unique intersection with a large mall on one corner and an entrance to a large chain
home improvements retailer. Compounding to the uniqueness of this intersection is the buslane
located on the west side of the intersection paralleling U.S. 1. This intersection will facilitate a
grade separation easily because of the busway on the west side parallel to U.S. 1.
Table 2-16 shows the accident history for the intersection of US 1 and SW 136th Street. Accident
data was only available for 2002. For the reported year there were no accidents with fatalities.
During that year there were only 3 crashes at this intersection with only 2 injuries.
Table 2-16
Accident History
US1@ SW 136th Street
Fatal Crash Statistics
Injury Crash
Statistics
Property
Damage
Only
Totals
Crashes
Fatalities
Injuries
Crashes
Injuries
Crashes
Crashes
Fatalities
Injuries
2002
0
0
0
2
2
1
3
0
2
Total
0
0
0
2
2
1
3
0
2
Submitted Into the public
record in connecti n viih
item P2.3z- on a 23 b tr
Priscilla A. Tho p on
City Clerk
Grade Separation Study
Figur, No, ?-1 S
SW 131th Strut t South Dix1i* Nighway
Submitted R € ':the public
record h' cam„s=:o-;i.
item 2- a3 or,
Priscilla A. Thompson
_ _ City Clerk
Grade Separation Study
2.17 SW 117th Avenue at SW 152nd Street
Figure 2-17 shows that SW 117th Avenue is a 2-lane facility with individual left and right turn
lane and SW 152nd Street is a 6-lane facility with protected left turn lanes. SW 117th Ave
handles about 22,556 two-way AADT and SW 152nd Street handles about 41,000 AADT. The
intersection handles 63,556 a day. This intersection is 670 feet west of the southbound ramps of
the Turnpike. Under the Turnpike SW 152nd St is only two lanes in each direction with a single
left turn lane in each direction. The right hand lane is striped out in both directions. Lane
continuity between the east side of the Turnpike and west of SW 117 Avenue is a problem. SW
152nd Street is a State route east of the Turnpike, SR 992. SW 117th Avenue and SW 152nd
Avenue west of the Turnpike are County facilities.
This area was nominated for consideration for a left turn flyover due to the very long queues that
form to turn left from SW 152nd St to the northbound on ramp to the Turnpike. Figure 2-18
illustrates the requirement for that ramp.
To the east of the Turnpike there are residential subdivisions on both the north and south side of
the street. The north quadrant between the Turnpike and SW 117th Ave is occupied by SW 117th
South Miami -Dade Park n' Ride. The south quadrant between the Turnpike and NW 117th Ave
contains a gas station and two drive -through fast food restaurants and MDCPS Maintenance.
On the northwest quadrant of the intersection with SW 117th Ave is a car dealership with an
entrance that is about 520 feet west of the intersection. The southwest quadrant does not have
any intersections within 1000 feet of this intersection. The southwest quadrant is occupied by
the US Coast Guard Communication Station and is fenced off.
The accident history for the intersection of SW 117th Ave and SW 152nd Street was collected
from Miami -Dade police reports. FDOT records were not available as the intersection is not on
the State system.
• In 2002 there were 139 crashes
• In 2003 there were 145 crashes
• In 2004 there were 178 crashes
Over the three year period the number of crashes has increased each year. There were a total of
462 crashes during the three year period and the average number of incidents per year at this
intersection is 154 crashes. No fatalities were indicated.
Submitted Into the public
record in connecti n ith
item 'P2-•3*- on a }3 bc•
Priscilla A. Tho p on
City Clerk
leal4S punt. MS / en uand LPL I I MS
Submitted lr o the p blic
record in connoct on ith
item PZ • b . on a a oi,
Priscilla A. Thom ison
City lerk
Grade Separation Study
3 First Round Evaluation
3.1 Evaluation Criteria
Submitted Into the public
record in connecti z3 't o4
item won
Priscilla A. Tho pson
City Clerk
The 17 intersections that were initially identified for potential grade separation projects are to be
evaluated through two rounds of increasingly detailed screening criteria. The first round of
screening uses six very critical criteria explained in Table 3-1, which shows the Tier I Criteria.
The first four evaluation criteria are indicators of need. It is assumed that grade separations
reduce the amount of conflicting movements at an intersection and thus, a high level of accidents
would be an indicator of the need for a grade separation. The second and third criterion relate to
traffic volumes. The total traffic volume through an intersection is an indication of the amount
of green time needed to accommodate all of the movements. The higher the total number of
vehicles going through an intersection, the less likely the intersection is going to be able to
provide a reasonable level of service. When the main road traffic volume is significantly higher
than the cross street volume, this is an indicator of which street needs the continuous flow lanes.
Grade separations are a minimum of 22 feet tall and over 2100 feet long (1000 feet on each side
of the main intersection). They will have an impact on the local neighborhood. In almost every
case, minor cross streets will be affected by the structure constructed to support the bridge. Left
turns and cross movements will not be possible for at least 1000 feet on each side of the primary
intersection. U-turns can be accommodated at grade under the grade separation.
Table 3-1
Tier I Evaluation Criteria
Average number of
crashes and injuries
Total Traffic Volume
A three year history (2001, 2002, 2003) of accidents for each
intersection was obtained from FDOT. The number of total accidents
and total injuries over the course of the three years was averaged to
provide the information used in the summary. The five intersections
with the highest number of accidents are highlighted in Table 3-2.
24 hour traffic counts (AADT) were collected from FDOT's 2003
database for both streets creating the intersection. The total of both
volumes is presented to indicate the magnitude of the traffic passing
through each intersection. The five intersections with the highest
combined volumes are shown in Table 3-2.
Main Road Traffic
Volume
ROW
Impact on Local
Streets
24 hour traffic counts (AADT) were collected from FDOT's 2003
database. The volume presented is for the street with the highest
volume. The five highest volumes are presented in the Table 3-2.
Right -of -Way measures were lifted from subdivision plans. The five
widest rights -of -way are highlighted in the Table 3-2.
Field observations were conducted to determine the number of streets
on either side of the intersections that would be impacted by the
construction of a grade separation using a 1000 foot approach. The
46
Grade Separation Study
Land Use Impacts
numbers indicate the total number of streets that would be impacted.
An impact is a prohibition of left turns and straight across
movements. The five potential grade separations affecting the least
amount of local circulation are highlighted in Table 3-2.
Field observations were conducted to determine the type of land uses
that surrounded each intersection. The prototypical grade separation
will allow full same side access to properties (i.e. eastbound traffic
can access all driveways on the south side of the street) and opposing
direction traffic will be able to access parcels by U-turns in the
intersection with minimal backtracking. However, there is a quadrant
on each side of the street that is not easily accessible by traffic in the
opposing direction. Table 3-2 summarizes the land uses that would be
impacted and the five potential projects with the least impact are
highlighted below.
3.2 Evaluation
Table 3-2 summarizes the information collected for each of the Tier I intersections. The five
intersections in each category that received the "best" rating (as described in Table 3-1) are
shown in green. A red quadrant indicates a "fatal flaw." The intersections that are
recommended for further evaluation are shown in gold.
Table 3-2
Tier 1 Evaluation
S W 42nd Ave
@ 8th St.
25 / 10
96,500
50,000
(LeJeune)
100 ft.
Affects 6
cross streets
Car dealer at NW
corner and gas
station on SW
corner need
access from 42.
NW 42nd Ave.
@ Flagler St.
NE 167' St @
34 / 24
36/18
94,000
94,500
76,900
53,500
(Flagler)
62,500
(36th St)
56,500
47
100 ft.
(LeJeune)
Affects 1
cross street +
4"T"
Fast food at NE
corner and office
on SW corner
need access from
42nd Ave.
100 ft Affects 2 Mixed
Submitted Into the public
record in coil i ci:ic,n :::-1item PL. 3. on �2 P-@ oL'
Priscilla iscilIa A. fl..ic-n ipsof
City Clerk
Grade Separation Study
NE 6t Ave.
Biscayne Blvd
@ NE 163`d St
SW 104'
Street @ S.
Dixie Highway
SW Bird Rd.
@ S. Dixie
Hi ' hwa
SW 57t Ave.
@ S. Dixie
Hi ' hwa
441 @ Ives
Dairy Road
Red Road @
NW 135th St.
US 1 @ SW
136th Street
SW l 52nd Ave
@ SW 117th
St.
14 / 12
2/1
36/10
21/16
29/33
28/28
3/2
98,700
95,500
83,000
86,500
63,556
(NE 167)
54,200
(NE 163)
54,000
(SW 8)
58,000
(SW 8)
65,500
51,000
74,000
41,000
100 ft.
100 ft.
100 ft.
100 ft.
100 ft.
(Both)
100 ft.
(Red Rd)
116 ft.
(US1)
130 ft at
Turnpike.
cross streets +
1 "T"
Affects 6 "T"
intersections
Affects 2 "T"
intersections
and 1 cross
Conflicts with
SR 835 ramps
and over . ass.
Affect 3 "T"
intersections.
commercial area
on SW and gas
station on NE
corner lose
•artial access
Gas station on
SW corner loses
artial access
Gas station on
NE corner loses
access to east
bound traffic
Retail store and
post office lose
artial access.
Need flyover
over turnpike
and 117 Ave
Home Depot
center looses
access to WB
traffic.
Drug store on
SW corner and
Gas Station on
NE corner lose
.artial access.
48
Su•mi:ew �;
record In c: r..n (.1: �r with
item �L•3z on a- 33 u4
Priscilla A. Tiro pson
City Clerk
Grade Separation Study
3.2.1 SW 42nd Avenue and SW 8th Street
SW 42nd Avenue and SW 8th Street carry roughly equal volumes of traffic, but from a right-of-
way standpoint LeJeune provides more right-of-way to support a grade separation. Therefore, if
this intersection were to be selected for a project, the grade separation would need to be located
along LeJeune. This intersection did not rank in the top five in any category. Construction of a
grade separation would block 6 cross streets, turning each corner into a right -in, right -out only T-
intersections. This would negatively impact local neighborhood circulation. This location is
not recommended for further study at this time.
3.2.2 W 42nd Avenue and Flagler Street
Although not in the top five intersections, the W 42nd Avenue/Flagler intersection had a very
high accident rate. Although Flagler Street carries a larger volume of traffic than W 42 Avenue,
the Flagler Street right-of-way is too narrow to accommodate a grade -separation structure.
Therefore, the grade separation structure must be on W 42 Avenue. As in most of the older
sections of Miami, the construction of a grade separation along W 42 Avenue would impact the
ability to make left turns in and out of the neighborhoods. The grade separation would impact
one cross street and four "T" intersections. Access to the gas station on the southeast corner of
the intersection would be most affected by the construction of a grade separation. This
intersection is not recommended for further study at this time.
3.2.3 NW 72nd Avenue and NW 36th Street
This intersection is rated in the top five in three of the six evaluation categories. The intersection
has very high traffic volumes and a high accident rate. The pavement width is more than
adequate on NW 36th Street to accommodate a grade separation. The intersection is surrounded
by big blocks so there would be no impacts to local circulation. The land use impacts are
minimal because of the location of the County Jail and the Miami -Dade Public Works garage on
the east side of the intersection. This intersection is recommended for further analysis for a
grade separation on NW 36th Street.
3.2.4 NE 6th Avenue and NE 167th Street
This intersection has a very high accident rate, but none of the other categories ranks particularly
high. The pavement width of NE 167th Street is not wide enough to accommodate the grade
separation with major widening. The neighborhood traffic impacts and the land use impacts are
not particularly severe. Although this intersection could support a grade separation, it is not
as high a priority as other intersections.
3.2.5 Biscayne Boulevard and NE 163rd Street
A fly -over on NE 163`d Street would provide not only the grade separation of Biscayne
Boulevard, but also the FEC railroad and Dixie Highway, providing tremendous relief to the
area. The long blocks cause minimal impact. This intersection ranks in this top five in three of
Submi t ,r. ^ :C
49 record in c: a .. dr ,n i lth
item P7.3a on a a3 b
Priscilla A. Th mpson
City Clerk
Grade Separation Study
the 6 evaluation categories and merits further study. The grade separation will be higher than all
of the other grade separation because the clearance over a railroad is higher (24 feet as opposed
to 16.5 feet). It will also be much more expensive because it will have three bridges rather than
one. An earlier FDOT project grade separation was not supported by the local community or the
City. The City of Aventura has requested that the project be removed from further
consideration.
3.2.6 SW 107th Avenue and SW 8th Street
This intersection rates in the top five of five of the six evaluation criteria. There are a high
number of accidents, high total traffic volume through the intersection, plenty of right-of-way to
construct the grade separation and minimal impact on local businesses and local circulation. This
intersection is recommended for further analysis for a grade separation on SW 8th Street.
3.2.7 SW 27th Avenue and S. Dixie Highway
No grade separation can be constructed on SW 27t" Avenue because the Metrorail Structure
would interfere with the grade separation structure, therefore, any grade separation at this
location must be constructed along S. Dixie Highway. This intersection rates in the top five in
four of the six evaluation criteria categories. The accident rate at this intersection is the highest
of all the intersections evaluated, the through volume on US 1 is the highest of all the
intersections evaluated, the total volume through the intersection is large, and there is minimal
impact to local circulation. US 1 is not as wide as some of the other intersections, so it will not
be as easy to construct a grade separation as other locations. This intersection is recommended
for further analysis for a grade separation on South Dixie Highway.
3.2.8 SW 87th Avenue and SW 8th Street
This intersection raked in the top five intersections in four of the six categories, which indicates
that it should be studied further. This intersection has a very high accident rate. The right-of—
way along SW 8th Street is 150 feet wide and is sufficiently wide enough to construct the grade
separation. It would also be easy to implement because there are minimal impacts on local streets
and local businesses. This intersection is recommended for further analysis for a grade
separation on SW 8th Street
3.2.9 SW 104th Street and S. Dixie Highway
This intersection is similar to every major intersection along US 1. It has a high main arterial
traffic volume and has limited through streets and left turn opportunities. The intersection rates
high in both of these evaluation categories, but it does not rate very high in any other category.
This intersection has a minimal right-of-way width and could accommodate a grade separation,
but there are other intersections in the County that should be pursued prior to this intersection.
This intersection is not recommended for further study at this time.
50
Submitted Into the public
record in connectin ith
item L- a on �3 p
Priscilla A. Thompson
City Clerk
Grade Separation Study
3.2.10 Bird Road and S. Dixie Highway
No grade separation can be constructed on Bird Road because the Metrorail Structure would
interfere with the grade separation structure, therefore, any grade separation at this location must
be constructed along S. Dixie Highway. This intersection has a high accident rate, but it is not
one of the top five intersections in this category. Of all the locations evaluated, this intersection
has the highest volume of traffic moving through it. There are at least 6 "T" intersections that
would be impacted by construction of a grade separation, which is one of the worst local street
impacts of all of the locations considered. Finally, construction of a grade separation at this
intersection would impact access to two facilities making it more difficult to implement. This
intersection, while it could easily accommodate a grade separation, is not recommended for
further analysis in this study.
3.2.11 SW 57th Avenue and S. Dixie Highway
No grade separation can be constructed on SW 57th Avenue because the Metrorail Structure
would interfere with the grade separation structure, therefore any grade separation at this location
must be constructed along S. Dixie Highway. This intersection rates in the top five in three of
the six evaluation criteria. There is a very high total volume of traffic using the intersection.
There is a high volume of through traffic on the main arterial, but a signalized intersection would
be cut off by the grade separation. All of the parking for a major shopping center is located in
the southeast quadrant of the intersection so it would not be accessible at all for southbound
traffic. Because of impacts to the shopping center this intersection should not be studied
further.
3.2.12 NW 87th Avenue and NW 12th Street
No grade separation can be located on the NW 12th Street because the necessary structure
extends 1,000 feet from the intersection and would block the exiting traffic from SR 836, thus
requiring its relocation. Additionally, the SR 836 off ramp is only 600 feet east of the
intersection. No grade separation can be built on NW 87th Avenue because the structure would
extend well beyond the SR 836 overpass. This intersection is dropped from any further
evaluation.
3.2.13 US 441 and Ives Dairy Road
This intersection rates in the top five of only one category of the six evaluation criteria — accident
rates. For the relatively low volume intersection there is a high rate of accidents. Both. U.S. 441
and Ives Dairy Road only have a hundred foot right-of-way. The intersection has an access road
along the east side of 441 south of Ives Dairy Road and another access road on the south side of
Ives Dairy Road east of 441. These access roads would make it easier to implement a grade -
separation at this location. This intersection is not recommended for further study at this
time because there are other intersections that should be a higher priority at this time.
51
Submitted Into the public
record in connecti with
item PZ.3-1-on to
Priscil!Ei A. Thy pson
City Clerk
Grade Separation Study
3.2.14 NW 135th Street and NW 57th Avenue
No grade separation can be built on NW 57th Avenue because the grade separation structure
would extend well into the Gratigny Overpass. Any considered grade separation must be on NW
135th Street. It would be very easy to build a grade separation along NW 135th Street because of
the lack of impacts on local surface street and impacts on adjacent properties. However, this
intersection did not rate high in the need for the grade separation. This intersection is not
recommended for further study at this time.
3.2.15 N. Kendall Drive and SW 127th Avenue
The height of the high power lines adjacent to SW 127th Avenue will need to be verified to make
sure that adequate clearance is still available if a grade separation is constructed on N. Kendall
Drive. This intersection rated in the top five of four out of the six categories: total traffic in the
intersection, traffic on the major arterial, right-of-way width and ease of construction. There are
no impacts to local circulation. This intersection is recommended for further study with a
grade separation along Kendall Drive.
3.2.16 US 1 @ SW 136th Avenue/South Dade Busway
This intersection is not rated highly in any category. Although only one year of accident data
was available, it had a very low accident rate. Traffic volumes are high, but not in the category of
the other recommended locations. Although there were minimal local impacts from a grade
separation, this intersection is not recommended for further study.
3.2.17 Turnpike NB on ramp @ SW 152nd Ave
This intersection has the highest average accidents of any intersection in the study but it did not
rate high in any other category. The grade separation would need to fly -over the turnpike. The
height of the separation would require that the structure extend west of the SW 117t Avenue.
The cost of a flyover over the Turnpike may not be justified by the current volumes. However
the signal timing at this location is on a 90 second cycle with only 15 seconds set aside for left
turns. It is strongly recommended that the signal timing be revaluated. Secondly there are two
through lanes and one left turn lane. The right hand lane, which is 12.5 feet wide is striped out.
A second left turn lane and new signal timing should greatly improve operations at this location.
A detailed traffic study leading to signal retiming and lane reconfiguration is highly
recommended.
Submitted Into the public
record in connecti• n ith
item PZ•3.- on -a ?3 ot,
Priscilla A. Tho pson
City Clerk
52
Grade Separation Study
4 TIER II ALTERNATIVES
4.1 INTRODUCTION
In the previous chapter, five intersections were recommended for further evaluation for a
grade separation because they rated the highest in 6 evaluation criteria categories. The
intersections that were recommended are as follows:
• SW 107th Avenue and SW 8th Street with the grade separation on SW 8th Street.
• SW 87th Avenue and SW 8th Street with the grade separation on SW 8th Street.
• SW 27th Avenue and South Dixie Highway with the grade separation on South
Dixie Highway
• North Kendall Drive and SW 127th Avenue with the grade separation on North
Kendall Drive.
• NW 36th Street and NW 72nd Avenue with the grade separation on NW 36th
Street.
Phase II assessment looks at the impact the grade separation would make on property
access, traffic signal timing and bus routes.
4.2 SW 107th Avenue and SW 8th Street
Figure 4-1 shows that to the west of the intersection of SW 107th Avenue and SW 8th
Street the implementation of a grade separation would have no impact on local
circulation. As discussed earlier in the report, a grade separation structure would extend
1000 feet on either side of an intersection and could impact local streets. There are no
local streets intersecting SW 8th Street within 1,000 feet of the intersection. To the east
of the intersection there are no streets intersecting SW 8th Street from the north because
of the canal, however, on the south side of the street, SW 105th Avenue intersects SW 8th
Street 900 feet to the east. A reconstruction of this location could probably provide a
smooth transition and prevent any impact on traffic entering or exiting SW 105th Avenue.
The construction of a grade separation at the intersection of SW 107th Avenue and SW 8th
Street would have no impact on access to property in three of the four quadrants of the
intersection. Both the northeast and northwest quadrants are bounded by a canal and there
are no driveways or curb cuts on the north side of SW 8th Street. The Florida
International University (FIU) campus Iies to the southwest of the intersection and there
are no driveways or curb cuts within 1000 feet to the west of the intersection being
considered for this project. To the southeast, there are two properties that would be
impacted by this project. There are four driveways within the first 450 feet east of SW
107th Avenue. The first two driveways provide access to a gas station on the corner. The
next two driveways provide access to a shopping plaza. There is an opening in the
concrete median along SW 8th Street in front of that fourth driveway that allows for left
Submitted .h pub c
record in connect n i
53 item P2. 3a on a
Priscilla A. Thompson
City Clerk
enuend 41/0 4 MS /;aaa;S 148 MS
1,17 •oN ain6i j
Submitted Into the pu bl'c
record in connection wi-h
item PZ.__=on P.' ,P3 DC.
Priscilla A. Th pson
City Clerk
Grade Separation Study
turns into and out of the shopping plaza. The other three driveways are restricted to right
turns only because of the median barrier. A third property does not access directly onto
SW 8th Street and that is a multifamily development just east of the shopping plaza. It
exits onto SW 105th Street. All of the properties in this quadrant would maintain access
to east bound traffic, as it is currently laid out. West bound traffic would access all of the
properties in this quadrant via a U-turn at SW 107th Avenue.
Visually. the structure will block the views of the commercial facilities on the south side
of the street from west bound traffic. The businesses above will all claim business
damages from lack of visibility. The walled multi -family residential community does not
face SW 8th Street and the structure would be lower than the wall in the vicinity of these
units. So, it should have no visual impact on the community.
The traffic signal at this intersection is on a two minute cycle. Traffic on SW 8th Street
experiences 1 minute and fifteen seconds of red time. The left turn cycle is 10 seconds
and through traffic receives 35 seconds of green time. The grade separation of the
through traffic would provide continuous flow to through traffic and would provide an
extra 35 seconds to left turn movements and to traffic on SW 107th Avenue. Elimination
of the red time to allow movement on SW 107th Avenue would eliminate 37.5 minutes of
red time for 2,400 peak hour/peak direction vehicles operating as through traffic on SW
8th Street.
The grade separation at this location would impact three routes, the 8, 11 and 71. The 8
has 4 buses per hour (two in each direction) turning between SW 107th Avenue, south of
SW 8th Street and Tamiami Trail and east of SW 107th Avenue. Route 11 has 6 buses
per hour and Route 71 has 8 buses per hour operating in a north -south direction on SW
107th Avenue. Thus, the grade separation would impact bus operations by providing 35
seconds more green time to SW 107th Avenue. Thus, 18 buses would be impacted by the
additional 35 seconds of green time given to north -south traffic at this intersection.
4.3 SW 87th Avenue and SW 8th Street
Figure 4-2 shows that the implementation of a grade separation along SW 8th Street
(Tamiami Trail) would have minimal negative impacts on the neighborhood. To the east
of the SW 87th Avenue, the grade separation would run in front of SW 86th Court. There
is currently a concrete median at 86t Court, which prevents left turns into and out of this
street. A grade separation structure would not change the traffic circulation at this
location. To the west of SW 87th Avenue, the structure would block left turns into and
out of SW 88th Avenue. There is, currently, a break in the concrete median that allows
left turns at this location. SW 88th Avenue has access to SW 87th Avenue and westbound
traffic on SW 8th Street would need to use SW 87th Avenue to access SW 88th Avenue.
Access to property would, likewise, be minimally disrupted. Parallel to the north side of
SW 8th Street runs a canal. There are no driveways along the north side of the street to be
impacted by the grade separation structure. On the south side of SW 8th Street, to the east
of SW 87th Avenue, lie two gas stations, an auto sales lot and a sizable retail plaza that
have six driveways along SW 8th Street. Five of the driveways are right turn only
Submitted is ;;to the public
record in connccti n ith
55 item FZ .3s on 02a3 o .
Priscilla A. Tho pson
City Clerk
enuend 41l8 MS /:eea}S 418 MS
TZ-i7 'aN einfiU
Submitted Into the pjblic
record in connection wih
item ?Z- 32- on iP-S bto
Priscilla A. Thpson
City Clerk
Grade Separation Study
because of the concrete median. There is an opening in the concrete median that allows
left turns into the retail plaza. That left turn will no longer be possible but a U-turn under
the grade separation at SW 8th Street will still maintain full access to the shopping plaza.
To the west of SW 87th Avenue there are five driveways accessing a gas station, a tire
store and mixed retail/warehouse facility. The concrete median along SW 8th Street
prevents left turns in and out of all these driveways. So, the construction of a structure
would not change the property access in this area.
Visually, the structure will block the views of retail facilities on the south side of the
south west bound traffic. The businesses above will all claim business damages from
lack of visibility.
The major positive impact will be the traffic flow in this vicinity. The traffic signal is on
a 120 second cycle. Traffic on SW 87th Avenue gets one minute of green time and traffic
on SW 8th Street gets one minute of green time. The through traffic on SW 8th Street gets
45 seconds of green time. If the through traffic on SW 8th Street were separated from the
signal operation, all of the other movements in the intersection would gain 37% more
green time and theoretically the intersection capacity could increase by that much. The
capacity for the grade separated movement would be more than doubled. Elimination of
the red cycle allowing traffic flow on SW 87th Avenue will provide 30 minutes more flow
time per hour for the 2,600 peak hour/peak direction vehicles operating as through traffic
on SW 8th Street.
The grade separation at Tamiami Trail and SW 87th Avenue will impact two bus routes.
The Route 8 operates through the intersection with 12 buses per hour. Depending upon
the placement of the bus stop in relation to the grade separation, the 12 buses can either
take advantage of the constant through movement if it is routed on the grade separation.
If the bus stop on Tamiami remains close to the intersection, then the bus would continue
to use the same route as local traffic goes through the signal at 87th Avenue not gaining
any benefit. Route 87, which operates 4 buses per hour, north -south through the
intersection, would benefit from the 37% additional green time. Because of the need for
transfers between these two routes it would be difficult to move the bus stop on Tamiami
Trail over 1,000 feet from the intersection. Buses on this intersection would gain very
little from the grade separation.
4.4 SW 27th Avenue and South Dixie Highway
As can be seen in Figure 4-3 the implementation of a grade separation along South Dixie
Highway (US 1) at SW 27th Avenue would have minimal impact on neighborhood
circulation. Because of the Metrorail right-of-way on the north side of US 1, there are no
streets from the north intersecting US 1 that would be impacted by the implementation of
a grade separation. 800 feet west of SW 27th Avenue lies a roadway that comes into US 1
at a diagonal. The intersection formed is a "Y" and the portion of the "Y" nearest SW
27th Avenue only allows right turns. The western portion of the "Y" is more than 1000
feet from the intersection. This is the portion of the intersection that allows left turns into
Submitted Into the public
record in connect' n ith
57 item ?Z•32 on? a•3 Ob
Priscilla A. Thompson
City Clerk
AeM46!1-1 eIxia 44110S / mum)/ ufLZ MS
Eli •oN aan6i j
Submitted Into the public
record in connection
3,th
item ! on
Priscilla A. Tho pson
City Clerk
Grade Separation Study
the street. This portion of the intersection would not be affected by the grade separation.
To the east of SW 27th Avenue there are two local streets within the area impacted by a
potential grade separation. The first "T" intersection is only 300 feet east of SW 27th
Avenue. It is one way north bound and is signed right turn only on to US 1. The
concrete median on US 1 is open at this point to allow left turns from US 1 into this
street. 700 feet east of the SW 27th Avenue lies a local street that ties into US 1 at a
diagonal. The intersection only allows right turn in and right turn out of the street. The
concrete median along US 1 crosses this intersection. If a grade separation were to be
built west bound, traffic on US 1 would still be able to access this street by performing a
U-turn under the grade separation. No access to local streets would be lost due the
construction of a grade separation at this intersection.
West of SW 27th Avenue, there is a 1000 foot concrete median down the center of US 1.
There are no businesses on the north side of US 1 in this area because of Metrorail.
Along the south side of US 1 there is a gas station, a fast food restaurant, a large retail
strip mall and a seven -story office building. All of these facilities are accessed by only
two driveways. Because of the concrete median, only right -turn and left turn movements
are allowed into and out of these driveways. The implementation of a grade separation
would have no impacts on access to businesses west of SW 27th Avenue.
Immediately east of SW 27th Avenue in the first block is a large marine retail store and
accompanying retail plaza. This facility has no driveways directly onto US 1. East of the
street is a block that was formerly all residential with driveways onto US 1. In 300 feet,
there are four driveways serving four houses that have mostly been converted to
commercial facilities. The concrete median on US 1, adjacent to these four driveways,
prevent left turns in to, or out of them. The construction of the grade separation would
not affect this block. The third block east of SW 27th Avenue contains low rise offices.
Access to these buildings is more than 1000 feet east of the intersection and would
therefore not be affected by the potential project.
Visually, the structure will block the views of the commercial facilities on the south side
of the street from west bound traffic. The businesses above will all claim business
damages from lack of visibility.
The traffic signal at this intersection is on a two minute cycle. Traffic on SW 27th
Avenue receives 40 seconds of green time. US 1 traffic gets 1 minute and 20 seconds of
green time — left turns receive only 10 seconds of green time and the remaining 70
seconds goes to accommodate through traffic on US 1. Separating the through movement
on US 1 provides that additional time to through movements on SW 27th Avenue and to
the turning movements. The grade separation would add 20 minutes per hour of
additional flow to the 4,600 peak hour/peak direction vehicles operating as through traffic
on US 1
59
Submitted Ire -to the public
record in connecti n v,�ith
item Z 3� cn a a3
Priscilla A. Thompson
City Clerk
Grade Separation Study
There are no bus routes operating on US 1 in this location to benefit from the continuous
through operation of the grade separation. The grade separation would, however, benefit
the 4 buses per hour operated on Route 22 and the 8 buses per hour operated on the
Coconut Grove Circulator. Twelve buses per hour would benefit from the 50% increase
in green time that would revert to traffic operating on SW 27th Avenue.
4.5 North Kendall Drive and SW 127th Avenue
Figure 4-4 shows that the implementation of a grade separation along N. Kendall Drive at
SW 127th Avenue will not impact circulation into or out of local streets. 900 feet west of
SW 127th Avenue lies SW 132nd Avenue, which is a signalized public street on the north
side of Kendall, and a private drive on the south side of Kendall. The grade separation
should not affect traffic at this location, other than the intersection, itself, would need to
be reconstructed to adjust the grades to accommodate the toe of the ramp. To the east of
the SW 127th Avenue, there are no streets within 1,000 feet of the intersection, so the
grade separation structure would not affect any local streets to the east.
Access to property east of SW 127th Avenue would be minimally impacted by the
implementation of the project. On the north side of Kendall Drive is a large vacant lot
with no driveways or curb cuts, so no one would have their access impacted. On the
south side of Kendall Drive there are only two driveways within the 1,000 foot impacted
area. A furniture store and a shopping plaza are accessed by the driveways. The
driveway nearest SW 127th Avenue is about 450 east of that intersection. The driveway
is signalized to allow left turns in and out of the driveway. This signalized driveway is
adjacent to the only cut in the concrete median along this portion of Kendall Drive. West
bound traffic wishing to access this driveway, once the structure is in place, would be
required to U-turn at SW 127th Avenue.
Access to property west of SW 127th Avenue would be only slightly altered by this
project. On the south side of Kendall Drive is a shopping plaza anchored by a home
improvement store. This plaza is accessed by two driveways, one on Kendall Drive and
one on SW 127th Avenue. There is a second driveway off of Kendall Drive that accesses
the alley behind the shopping plaza. The main entrance to the plaza from Kendall Drive
is right turn only because of the concrete median. Westbound traffic accessing this
shopping plaza must do so from the existing entrance from SW 127th Avenue. There is
also a large walled multi -family community that accesses Kendall Drive at SW 132nd
Avenue, so the access to these units are not impacted in any way.
Access to the property on the northwest will be impacted. There are three driveways
between SW 127th Avenue and SW 132nd Avenue, all of which access a large
neighborhood shopping center. The first driveway accesses a gas station; the second
driveway is the main access from Kendall Drive in to the center. There is a cut in the
median to allow left turns into and out of the center at this location. The third driveway
accesses the western end of the center and a fast food restaurant. There are no median
cuts at either the first or third driveways, so they are right turn only. The implementation
of the project would impact the ability of east bound traffic to turn left on to or off of
Kendall Drive into the shopping center. However, this same traffic can access the
Submitted Into the public
record in connecti • n ith
60 item rZ • 3 s on a 3 0
Priscilla A. Th•mpson
City Clerk
Grade Separation Study
shopping center via a U-turn under the separation at SW 127th Avenue, or by accessing
the driveway into the center off of SW 127th Avenue.
Visually, the structure will block the views of the commercial facilities on the south side
of the street from west bound traffic and on the north side of the street from east bound
traffic. The businesses above will all claim business damages from lack of visibility.
The walled multi -family residential community turns its back to Kendall Drive and the
structure would be lower than the wall in the vicinity of these units. So. it should have no
visual impact on the community.
The traffic signal at SW 127th Avenue and Kendall Drive has a 2 minute and 10 second
cycle. Traffic traveling on Kendall Drive has 1 minute and 20 seconds of green time and
50 seconds of red time. Left turns receive 20 seconds of the green time. Removal of the
through traffic from the signal cycle will add a great deal more green time to both the left
turn movements and the traffic on SW 127th Avenue. The grade separation would provide
32 minutes of additional through time for the 3,100 peak hour/peak direction through
traffic on Kendall Dr.
There are two bus routes operating on Kendall Drive that could both take full advantage
of the grade separation, since there is no north -south service on SW 127th Avenue, the
bus stops for this area can be placed fully outside the impact area of the grade separation
and be able to fully benefit from the time savings. Route 88 and the Kendall KAT , both
have 10 buses per hour operating along Kendall Drive. Therefore, 20 peak hour buses
would benefit from the continuous flow operations that would be achieved at this
location.
Submitted Into the public
record in connecti n ith
item ?2. 32- on 2.31b V
Priscilla A. Tho pson
City Clerk
61
enia0 Ilepue}i 4poN / enuend 4;LZ I, MS
Submitted Into the
record in connecti
o
Grade Separation Study
4.6 NW 72ha Avenue and NW 36th Street
Figure 4-5 clearly shows that the implementation of a grade separation project on NW
36th Street over NW 72 Avenue would not impact any local streets, as there are not any
within the 1000 foot impact area of the intersection.
This project would, however, impact access to property in the area. In the northeast
quadrant of the intersection are the County jail facilities. There are no curb cuts or
driveways along the north side of NW 36th Street. In the southeast quadrant are more
county facilities including the jail kitchen, heavy material storage, traffic signal control
center and a fire station. All of these facilities use one driveway 300 feet east of the
intersection. There is a 100 foot wide break in the concrete median to allow county
vehicles and fire vehicles to turn left into or out of the property. West bound traffic can
still access the property via a U-turn at Milam Dairy Road. Traffic wanting to head west
from the County property would have to exit onto Milam Dairy Road. The location of
the Fire station at this location could be a fatal flaw if good access onto Milam Dairy
Road can not be developed.
On the southwest quadrant of the intersection there are six driveways along NW 36th
Street. The first two driveways access a gas station; the second two driveways access a
six story office building and the last two driveways access a motel. All of the driveways
except one are restricted to right turns, because of the concrete median along NW 36th
Street. There is a break in the median at about 600 feet west of the intersection where left
turns can be made. On the northwest quadrant six driveways along NW 36th Street
provide access to three properties — a gas station, a truck dealer and a large shopping
plaza. The concrete median provides the same restraints to these properties as it did for
those properties on the southwest quadrant. East bound traffic will be able to access
property on the north side of the street by doing a U-turn at Milam Dairy, however, west
bound traffic will have to U-turn at an unprotected median opening west of the grade
separation to return to the properties on the south side of the street.
Visually, the structure will block the views of the commercial facilities on the south side
of the street from west bound traffic and on the north side of the street from east bound
traffic. The businesses above will all claim business damages from lack of visibility.
The traffic signal at the intersection is set on a 2 minute and 45 second cycle. Traffic on
NW 36th Street has 1 minute of red time, 30 seconds of left turn time and 1 minute and 15
seconds of through green time. Removal of the through traffic on NW 36th Street will
provide a 1 minute 15 seconds of additional green time to the other movements in the
intersection. This improvement would provide 33 minutes of additional through
movement for the 2,800 peak hour/peak direction vehicles on NW 36th Street.
Submitted Into the public
record in connect; ^n with
item P2. 3 a. on 1 a-31 av
Priscilla A. Thompson
City Clerk
63
peoH LIMea uefiw / ;ee;s 4f9£ MN
9-t, .oN ein6, j
Submitted Into the public
record in connecti n ith
item Pz• 3on 33 b 6
Priscilla A. Th mp on
City Clerk
Grade Separation Study
Starting 500 feet west of the intersection lies the toe of another grade separation over the
FEC railroad. This existing grade separation will need to be carefully taken into account
during the design of this structure to make sure the transition from one structure to the
next is smooth.
There are four bus routes operating through this intersection. The Tri-Rail shuttle
operates 2 buses per hour. In the east -west direction on NW 36t" Street, the 95X operates
one bus in the peak and Route 36 operates 10 buses per hour. In the north -south direction
the 73 operates 6 buses per hour. Depending upon the location of the bus stop for Milam
Dairy Road, the east -west bus routes might not benefit from the grade separation. The
Tri-Rail Shuttle and the 95 X would benefit from the grade separation, but the bus stops
would probably not be relocated 1000 feet away from the intersection because of the
transfers between Routes 73 and 36. The 6 buses per hour in Milam Dairy would all
benefit from the grade separation due to more green time per hour.
4.7 Turnpike NB On -ramp and SW 152nd Street
Figure 4-6 shows the impact of implementing a flyover project at this location. The
project would extend well beyond the intersection with SW 117th Ave. The project
would have little impact on the local area. A 48 foot high structure behind the houses
east of the Turnpike would probably be controversial.
The flyover if it were designed on the southern edge of SW I52nd Street would have
minimal impact to transit. The northeast quadrant has the SW 117th St. MDT Park n' Ride
facility. The only bus route that runs through this intersection is the MDT Bus Route 252
— Coral Reef Max. This facility can only be accessed by a 30 foot driveway along 152nd
St. There is a break in the center median for eastbound vehicles on SW 152nd St. that can
access this facility.
A flyover designed to over cross the bridge on the Turnpike would be expensive. Given
the 90 second signal cycle and the 15 second left turn signal, it is strongly recommended
that a detailed traffic study be conducted at this location to retime the signal and consider
restriping the paved area under the turnpike bridge to accommodate the high volume of
left turn movements.
Submitted Into the public
record in connection wi:h
item P?- '�'on .',3 oe
Priscilla A. Thompson
City Clerk
65
Grade Separation Study
5 IMPLEMENTATION
A number of issues will be looked at for the implementation of the grade separation
program around Miami -Dade County. We will examine cost of the generic grade
separation, maintenance of traffic during construction, different methods of construction,
schedule and construction impacts. These discussions are not site specific, they are
provided to inform decision makers about the implications of implementing a grade
separation project.
Grade separations can have a huge impact on the local community. It is strongly
recommended that the Transportation Aesthetic Review Committee (TARC) be involved
in the next stage of the process. While the separation is a great solution to traffic
congestion and safety issues at intersections, the visual impact can be a negative. The
TARC should be used as a tool to minimize the negative impacts of these structures.
5.1 Retained Earth Grade Separation
Table 5-1 shows the cost of constructing the standard grade separation project illustrated
in Chapter 1 of this report. The cost is close to $5.5 million per project, including
contingencies, design, construction management, and agency costs. The biggest variables
include utilities impacts and maintenance of traffic. The estimate does not include any
real estate acquisition because intersections were selected that should not need additional
right-of-way. Neither does the estimate include any potential award for business
damages related to loss of business due to loss of visibility from the street.
Table 5-1
Construction Cost Estimate
(2004 $)
Item
Unit
Qty
Unit Price
Total
Mobilization
LS
1
$50,000
$50,000
Maintenance of Traffic
LS
1
$150,000
$150,000
Temporary MSE Wall
SF
23,000
$11.00
$253,000
Clearing and Grubbing
LS
1
$10,000
$10,000
Roadway Fill
CY
45,000
$6.50
$292,500
Roadway Pavement
SY
16,600
$30.00
$498,000
Curb and Gutter
LF
2,500
$15.00
$37,500
Barrier Wall
LF
3,600
$95.00
$342,000
Sidewalk
SY
1,700
$25.00
$42,500
MSE Wall
SF
25,000
$25.00
$625,000
Bridge (160'X52')
SF
8,320
$150.00
$1,248,000
Drainage (20% of above)
$184,000
Lighting (10%)
$92,000
Signalization
EA
2
$120,000
$240,000
67
Submitted Into the pubnc
record in connection with
item f3 on A.3 0
Priscilla A. Tho pson
City Clerk
Grade Separation Study
Signing and Marking (2%)
$18,000
Contingency (10% of all)
$408,290
Design and Const. Mngmt (20%)
$816,580
Agency Costs (8%)
$326,632
Total Cost
$5,634,402
The retained earth/cast in place can be built within a five phase maintenance of traffic
(MOT) plan that involves building half of the grade separation at a time and constructing
a temporary retaining structure. The entire MOT is accommodated within 120 feet of
right-of-way. It is recommended that zipper lane technology be used during construction,
• Phase I would include all of the utility relocation and would take at least 6
months.
• Phase 2 includes night time construction of the footings, which would be covered
with plates during the day. The current concrete medians would be torn out and
temporary signal heads would be installed. It is estimated that it would take two
weeks to close the inside lanes, shift traffic to one side, setup barricades, and
temporary barrier wall and install the temporary signals.
• Phase 3 would include maintaining one lane of traffic adjacent to the curb to
maintain local access. Half of the grade separation would be constructed adjacent
to the single access lane. The remainder of the roadway would be marked for
two-way traffic with two lanes in each direction. No left turns would be allowed
during Phase 3. Traffic would not be impacted on the main cross street, except
when the bridge is set in place, which would be done at night. It is estimated that
it would take 6 months to construct half of the structure, the approaches and
install the bridge.
• In Phase 4 one half of the traffic will already be operating as it would with the full
project in place. The curb lane would provide local access to property and local
streets. The next two lanes would be in operation for through traffic over the
partially constructed grade separation. Adjacent to these lanes is the construction
of the other half of the structure. Two lanes of traffic would be maintained
adjacent to the construction area. It is estimated that it would take 6 months to
construct the rest of the structure and complete the bridge.
• Phase 5 has the all of the lanes on the grade separation in operation with the only
work remaining being the reconstruction of the at grade pavement on each side of
the structure. This work will involve almost daily shifting of the traffic to allow
local access. Work will entail, restoration of pavement, lighting, final signals,
adjusting drainage, etc. It is estimated that it would take two months to finish the
left turn lanes, finalize signalization, lighting, pavement markings, and signing.
The complete construction of the grade separation while maintaining traffic operations
through the intersection will take at least 26 months.
5.2 Precast Grade Separation
An alternate method of constructing the grade separation would be to install a precast
segmental bridge from approach to approach. The total bridge length would be about
1,600 feet. The use of precast segments instead of retaining walls and embankment will
Submitted i t..c:
record in co sri . n u3 i vrih
68 item P2.30 on ? 1 ,3 1 vV
Priscilla A. Thompson
City Clerk
Grade Separation Study
save a significant amount of time. This design will also provide for the option of a left
turn lane under the bridge, facilitating the local access movements that are kept at -grade.
It is recommended that zipper lane technology be used during construction.
Phase 1 of the project would entail the night time construction of spread footings. During
the day steel plates would be installed over the footing construction to allow traffic
operation during the day.
Phase 2 of the project entails the off -site fabrication of the steel girders, precast piers,
precast segmental sections, and the prefabrication of all other items necessary to
assemble the bridge. This Phase can be concurrent with phase 1. When the footings are
complete the contractor can move all of the prefabricated items to a location near the site.
Phase 3 of the project could be done at night putting in place the piers and the segmental
box sections. Even allowing night work parts of the intersection would need to be closed
for about a month while the segmental box is being installed.
This is by far the fastest construction method, causing the least impact to traffic. This
alternative can be built in 14 to 15 months. It is estimated that this bridge would cost 2.5
times the cost of the retained earth grade separation or about $14 million dollars.
5.3 Depressed Open Cut Construction
Another method of providing a grade separation is to construct a depressed open section
and a bridge for the cross street. This alternative would be very costly due to dewatering.
A five foot deep concrete slab would be necessary to keep the water from entering the
roadway. The depressed section will also require the construction of water proof
retaining walls on either side of the street to construct this cross section.
The expected construction cost should be about $35 million and it would require the
closure of the intersection for at least one year. It should be assumed that the total project
would take up to 36 months to construct. Since there is no previous history of this type
of construction in South Florida, these estimates are based upon the construction
documents for a similar project that is currently out to bid.
5.4 Recommendations
5.4.1 Construction Type
The brief examination of construction type shows that the precast bridge -type grade
separation is the preferable type of facility to pursue for three reasons:
1. Shorter construction time (almost half the length of time)
2. Fewer construction impacts (far less utility impacts as the piers can be designed
to miss utilities, where as the footings for the wall will hit every perpendicular
utility)
3. Accommodates separate left turn lane, thus improving all of the non -grade
separated movements. Submitted Into the public
record in connect; n w.th
69 item'PZ . 31- on z3 a to
Priscilla A. Tho pson
City Clerk
Grade Separation Study
5.4.2 Level of Service
All of the Tier 2 alternative intersections operate at a level of service E or F. Table 5-2
provides the LOS analysis for each alternative. First FDOT typical urban intersection
percentages were used to reduce 24-hour data to peak hour and peak direction through
volumes. Estimated through volumes were then compared to actual signal timing
information. Signal timing is not a fixed item and can be modified. The length of the
cycle at the time of the assessment had a major impact on the results of the analysis.
Table 5-2
Intersection Analysis
SW 8 St. /
107 Ave
SW 8 St. /
87 Ave
NW 36 St/
72 Ave
Kendall Dr/
SW 127
Ave
US 1/
SW 27 Ave
Volume
54,000
58,000
62,500
69,500
101,500
Peak Hour
5,130
5,510
5,937
6,602
9,642
Peak Direction
2,821
3,030
3,265
3,631
5,303
Through
2,482
2,666
2,873
3,195
4,666
LOS
E
E
E
F
F
Posted Speed
40 MPH/
45 MPH
40 MPH/
45 MPH
40 MPH/
45 MPH
45 MPH/
35 MPH
45 MPH/
30 MPH
Speed
16 MPH
16 MPH
16 MPH
16 MPH
16 MPH
Cycle Length
120 sec.
120 sec
165 sec
130 sec
120 sec.
Cycles/hour
30
30
22
28
30
Green Ratio
29%
37%
45%
55%
58%
Vehicles Held at
Red
1,762
1,679
1,580
1,437
1,959
Additional flow
/Hr
42.5 min.
37.5 min.
32.7 min.
32 min
25.1 min
Driver savings *
150,122
sec.
126,932
sec.
143,385
sec
84,064 sec.
98,733 sec.
*Driver savings is equal to the number of vehicles held at red times the length of red
time in seconds.
Arterial level of service would improve very little with the construction of a single grade
separation; however delay on the arterial would certainly decrease. The intersection level
of service would certainly increase to B or A in almost every circumstance. A critical
aspect of the next phase of this study will be a detailed traffic analysis of each
intersection recommended for improvements. Unfortunately traffic counts and speed
studies were not a part of this initial countywide assessment.
Of the five intersections, the greatest benefit can be gained by from the intersections in
this order.
1. SW 8th Street across SW 107th Avenue;
2. NW 36th Street across NW 72nd Avenue;
3. SW 8th Street across SW 87th Avenue;
70
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record
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Priscilla A. -i honT3on
City Clerk
Grade Separation Study
4. US 1 across SW 27th Avenue, and
ive across SW 127th Avenue.
It should be noted that this order of implementation reflects improvement to traffic flow,
but would be nearly identical if the ranking were based upon ease of implementation or
neighborhood impacts.
The final recommendation is that all five projects should be moved forward for more
detailed analysis.
Submitted Into the public
record in connect'on ith
item ?Z. 31 one ?-3
Priscilla A. Th• mpson
City Clerk
71
Submitted Into the public
record in; connection3 .
item rZ. ono
Priscilla A. Th rripscil
City Clerk