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HomeMy WebLinkAboutBooklet Exhibit D• • • KUIIK MUSP T!AFFIC iMP.CT AALYS1S 9 03 by T and sodcr. 113374 -Kubic MuspV/Vord doc\2003,09,16KibikMusp.doc • • • E SUMMARY This following details the results of a traffic impact study for KUBll< DEVELOPMENT. The purpose of this study was to identify the traffic impacts associated with the project, which will be located at the intersection of NE 4Court and Biscayne Boulevard. The project will consist of 286 residential condominium units along with approximately 28,490 square feet of General office and /7,306 square feet of specialty retail. The goalof this report is to present, for the study intersections and transportation corridors, the existing conditions, and the future traffic conditions with project and plus traffic from committed development. 1.1 ur T ffic Performance Traffic performance was calculated at five intersections in the vicinity of the pro ed. Results of the existing conditions analysis indicate, that only one study -intersection operates worse than LOS E+.. ▪ The intersection of Biscayne Boulevard and NE 62' Street is operating at LOS C-ff ▪ The intersection of Biscayne Boulevard and NE 61 Street is operating at LOS F The intersection of Biscayne Boulevard and NE 54' Street is operating at LOS B The intersection of Biscayne Boulevard and NE 50' Ter. is operating at LOS B-t- s: The intersection of Federal Highway and NE 54' Street is operating at LOS C 1.2 } PM Peak flour Traffic Performance with Proiect Plus Committed Development The results of the analysis of future traffic conditions without the project indicate that with the addition, of the natural growth in traffic and growth of background traffic from other projects, the performance of he study intersections are expected to remain relatively constant. The results of the analysis of future traffic conditions with the project plus committed traffic indicate that conditions will not worsen significantly when project traffic is added. Table I: Intersection LOS Performance Intersection Level of Service Delay Volume/Capacity Existing / With Project +Committed Existing / With Project +Committed Existing / With .Project +Committed Biscayne Bkd and NE 62' Sheet C+/C+ 21.8 /28.1 .80 / .86 Biscayne Evri and NE 6] " Street. F / F 108.9 /134.1 i .01 / 1.08 Biscayne Blvd and NE 54' Street 8 / 8 16.2/ 17.4 .61 / .65 Biscayne Btvd and NE 5 ' Ter I 8+ 12.9 / 14.4 .67 / .72 Feder 6 Highway and NE 54'' Street C / C 32.3 / 34.4 .45 / .47 1\3374 -Kubic Musp\Word doc12003,09,16KibikMusp.doc • • • 1.3 Corridor Analysis A corridor analysis was performed as called for in the ivtiarni DRI. Here, person trip volume and copoc yonrAysis were examined. All segments perform better than the required LOS E. Table 2: Person Trip Volume and Capacity Analysis ROADWAY fvlIAMI ADOPTED LOS Roadway Segment Total Segment FROM TO DR Roadway LOS TOTAL SEGMENT LOS ,.. EXISTING CONDITION easonally Adjusted) i.,_, Biscayne Blvd. NE 62 St NE 61 St SB E C C NE 61 St NE 54 St SB E C C NE 54 St NE 50 Ten- SB E Biscayne Blvd. NE 50th Ten NE 54 St NB E 0 C NE 54 1 NE 61 St NB E 0 C NE 61 St NE 62 St NB E D 0 NE 54 St Biscayne Bvd_ Fed Hwy EB E B B FedHwy _____ i i 1 Biscayne BIvdWBE B B _ WITH BACKGROUND ! TRAFFIC (2005) ! I Biscayne Blvd. NE 62 St NE 61 St SB E C C NE 61 St NE 54 St SB E C C NE 54 St NE 50 Ten SB E Biscayne Blvd. NE 50th Terr NE 54 St NB E C C NE 54 St NE61St NB E D C NE 61 St NE 62 St NB E F 0 NE 54 St Biscayne Blvd Fed Hwy EB E Fed Hwy Biscayne 81vd WB E 6 B 'MTH PROJECT AND BACKGROUND TRAFFIC (2005) Biscayne Blvd. J:\3374 -Kubic Musp\Word doc12003,09,16KibikMusp.doe • • • NE 62 St NE 61 St SB E C C NE 61 St NE 54 St SB E C C NE 54 St NE 50 Terr SB E C C Biscayne Blvd. NE 50th Terr NE 54 St NB E C C NE 54 St NE 61 St NB E C C NE 61 St NE 62 St NB E F NE 54 St Biscayne Blvd, Fed Hwy EB E B B Fed Hwy Biscayne Blvd. WB E B 8 Recommendations It is recommended that the City undertake a signal timing analysis of the corridor and attempt to optimize or balance the timing to relieve some of the delay at the intersection of Biscayne Blvd and NE 61 st Street. Only the South approach of this intersection fails. AM others operate no worse then D+, which is acceptable. This condition exists today prior to the developments construction, and is only moderately exacerbated with this project. J:\3374 -Kubic Musp\Word doc12003,09,16KibikMusp.doc 1.0 Introduction The following details the results of a traffic impact study for KUBIK DEVELOPMENT. The purpose of this study was to identify the traffic impacts associated with the project, which will be located of the intersection of NE 4ln Court and Biscayne Boulevard. The project will consist of 286 residential condominium units along with approxirnately 28,490 square feet of general office and 17,306 square feet of specialty retail. The goal of this report is to present, for the study intersections arid transportation corridor, the existing conditions, and the future traffic conditions with project and plus traffic from committed projects. 2.0 Traffic Impact Analysis Methodology In order to review the impact this project has on traffic in the study area, an analysis was performed, which conforms to the analysis suggested in the Miami DRI, by which intersections and corridors are studied and level of service is provided for vehicles, persons and transit. The following is a scope of services for the work performed: Meetings with MDCPW, EDOT and City of Miami to discuss study scope and parameters Traffic counts Full set of updated traffic counts (five in total) Turning movements peaks, adjusted seasonally as required) Traffic Impact Analysis (Intersection Level of Service and Corridor Analysis for Pedestrians, Transit, Vehicles) • Data Generation ▪ Inventory Intersection Geometry • Collect Signal Timing Data • Calculate Trip Generation for applicable land uses using the PM peck hour a. Calculate trip reductions b. Vehicle occupancy adjustment for Miami from Increment fl DRI c. Transit, 14.1%- If the project is within 'h mile of both MetroRail and Metro mover stops. The 14.1 percent reduction is consistent with the Increment II DRI methodology. d. Vehicle Trip Conversion — Vehicle tips are converted to person trips, utilizing a factor of 1.4 as specified in the DRI Update increment li, and accepted by FDOT. e. Person trips will be calculated and assigned to the Transit and Pedestrian/Bicycle Modes. • Distribute trips via Cardinal Trip Distribution obtained from the Miami Dade County FSUTMS model • Assign trips to transportation network • Evaluate transit capacity on this study corridor • Assess Planned Roadway improvements 1:\3374 -Kubic Musp\Word doc\2003,09,16KibikMusp.doc • Analysis 5 Intersection Analysis. Signal 2000 analysis is performed on each intersection. Intersection levels of service were calculated with this software, which strictly follows the procedures outlined in the 2000 Highway Capacity Manual (HCM). Intersections to be determined in discussions with City County and FDOT Required input for Signal analyses includes: roadway geometry turning movement volumes traffic signal timing (cycle lengths and phasing) Person -trip capacity analysis is performed using the same person -trip volurne, capacity and LOS methodology as specified in the increment II DRI for Miami for the Transportation Corridor 2.1 Scope Development Meetings Telephone conversations were held with FDOT and the City of Miami's Traffic Consultant to review the parameters of this scope of services. Biscayne Boulevard is a State Road, and as such MDCPW will defer to FDOT on how it should be analyzed. FDOT generally has a less intensive methodology that that put together for this study. in recent studies, utilization of methodology set forth in the City of Miami Downtown DRI has been used. it is acknowledged than this project is not within the DRI, yet the same methodology has been chosen. As a note, it would be an asset to the City and future traffic consultants, if a formal MUSP methodology were compiled and disseminated. J:\3374 •Kubic Musp\\Nord doc\2003,09,16Kibikiviusp.doc i �f c,t izc. i It 3 ilf1(_ 62nd NE.,Ond• NW 60t 8Gt ti Carrbbe 1, Marketpkac E 5�tt 1t-' Irn City, N ,'. Elt5 .:: _.. [ NVI.54th St,L. , 1 [ . . [ NI •rrs • KUBIK Stu Area i !arm •! $5th Trace E-55th S- t . (5.4fh St . . N 56f-h- N.,55th._.Yerr 6- St ml 0.1 0.2 0.3 0.4 0.5 Copyr€ght 01988-2003 Microsoft Corp. andior its suppliers. Ail rights reserved. http!lwww.mierosoft.comisireets Copyright 2002 by Geographic Data Technology, Inc. All rights reserved. 0 2002 Navigation Technologies. All rights reserved. This data inchide c information taken with permission from Canadian authorities 01991.2002 Government of Canada (Statistics Canada andfor Geomatics Canada), all rights reserved. • • • 3.0 Data Development Traffic impact analyses strive to quantify the existing conditions of a study area prior to the development of a particular site. The specific development is then measured in terrns of its impact on the project area. This impact is combined with other committed developments to be built in the area, and projected to the developments year of completion. Generally projects of this nature are constructed within three years, therefore it is not as important to project traffic growth due to the minimal impact it will have. 3.1 Traffic Counts Traffic performance was calculated for the PM Peak hour, as required by the Downtown Miami DRI. These were performed on Tuesday September 9, 2003. Traffic counts (appendix A) were taken at five intersections: e Biscayne Boulevard and NE 62'd Street e Biscayne Boulevard and NE 61 ' Street ▪ Biscayne Boulevard and NE 54'h Street g Biscayne Boulevard and NE 50' Ter. • Federal Highway and NE 54' Street Geometric conditions were developed from onsite observation. Volumes were adjusted for peak season factors as suggested by FDOT's Transportation Statistics Office (appendix A) 3.2 Signal Data Signal data was collected from the computerized Miarni-Dade County Traffic Control System. This data is located in appendix B. ▪ The intersection of Biscayne Boulevard and NE 62"d Street is county asset number 4777, which has a 110 second cycle length in the PM Peak. The intersection of Biscayne Boulevard and NE 61' Street is county asset number 2109, which has a 110 second cycle length in the PM Peak. • The intersection of Biscayne Boulevard and NE 54'' Street is county asset number 2103, which has a 110 second cycle length in the PM Peak. • The intersection of Biscayne Boulevard and NE 50'h Terrace is county asset number 4397, which has a 110 second cycle length in the PM Peak. • The intersection of Federal Highway and NE 54`" Street is county asset number 2105, which has a 110 second cycle length in the PM Peak. 3.3 Trip Generation An essential aspect of development of a quality traffic impact analysis is to measure the future impact of the planned development on the existing conditions. Trip generation rates were obtained from the institute of Transportation Engineers, Trip Generation Handbook, 6'h Edition. The KUBIK DEVELOPMENT protect will consist of 286 residential condominium units along with approximately 28,490 square feet of general office and 17,306 square feet of specialty retail. Note that a 16 % occupancy adjustment has been made based on Miami's 1.4 persons per vehicle versus ITE's 1.2 persons/ vehicle. Transit trip reductions are based on projected modal splits used in the original Downtown DRI, and pedestrian and bicycle reductions were J:\3374 •Kubic Musp\Word cioc12003,a9, t 6KibikMusp.doc based on the Downtown Characteristics. All methodologies are based on the Downtown Miami DRI Increment kl. This project will generate about 325 total trips. With adustments for transit, vehicle occupancy and pedestrian and bicycles there will be 178 net vehicle. trips associated with the development. Converted into person trips for vehicle and transit modes there will be 314 trips in addition to 68 pedestrian and bicycle trips, for a total of 382 person trips. Data for this is in Appendix C. Trips were then distributed using the cardinal trip distribution for TAZ number 485. This distribution is based on the MUATS & year 2025 LRTP Update from the Miami Dade MPO. This has been done for incoming and outgoing trips. J:13374 -Kubic Musp\Word doc12003,09,1 6KibikMusp.doc 62 St co co 0 C tp 50 Terr pp 10 -- 5 J 5- 8 _1 -1_ 5__1m 5 17 CO NTS o Analyzed Intersection Percent (%) In KUBIK MUST Traffic Assign n • 0 50 Terr m 5 �° -�-10 . i5 /24 ( ®® 517 CC] NTS Analyzed Intersection Fig. Percent (%) Out KUBIK MUST Traffic Assign::nt ) • • Table 3: Site Project Trip Generation Analysis Land Use (LU) Units ITE LJ CODE PM PEAK HOUR TRIPS ITE TRIP GENERATION IN OUT TOTAL RATE % Trips % Trips TRIPS High -vise Residential General Office Specialty Retail 286 D.U. 28,490 SF 17,306 6F 231 710 814 0,63 1,49 2.59 57% 17% 43% 134 7 19 43% 63% 57% '103 35 26 237 42 45 Gross Vehicle Trips 50%® 161 50% 164 325 Vehicle Occupancy Adjustment 2 16,0% Of Gross Trips 50% 26 50% 26 52 Transit Trip Reduction rat 14,1% Of Gross Trips 50% 23 50% 23 46 Pedestrian/Bicycle Trip Reduction 15,0% Of Gross Tripe 50% 24 50% 25 49 Net Vehicle Trips 50% 88 50% 90 178 Net Person Trips in Vehicles 2 1.40 Persons/ Vehicle S' 124 50% 126 250 Net Person Trips in Transit 0 '1,40 Persons/ Vehicle 0' 32 50% 32 64 Net Person Trips {Vehicle and Transit Modes) r 155 50% 158 314 Net Person Trips (Walking/Bicycling) @ 1.40 Persons/ Vehicle 50%0 34 50% 34 68 NOTES: A 16% OCCUPANCY ADJUSTMENT IS BASED ON MIAMI'S 'I -4 VERSUS ITE'S 1,2 PERS/VEH, TRANSIT TRIP REDUCTION BASED ON PROJECTED MODAL SPLITS USED IN THE ORIGINAL DOWNTOWN PRI. PEDESTRIAN AND OICYCLE REDUCTIONS WERE BASED ON THE DOWNTOWN CHARACTERISTICS. J:\3374 -Kubic Musp\Word doc12003,09,16KibikMusp.doc • 3.4 Transit Capadty Key to understanding the true impacts of the project on corridors in the area, the existing and proposed directional transit volume and capacity was needed. This was obtained verbally from MDT. Discussions with MDT suggest that a 10% peak to daily ratio was conservative. The peak to daily ration was adjusted by 50% to account for directional distribution. Six bus routes access the site, with headways of between I 0 and 20 minutes. PM Peak rout capacity is 276, and there is o daily ridership of 1479. The transit V/C is .27, noting excess capacity for this mode. F-• re 5: Transt Locations HE !-'S.4 dioroffs, . _ J. \3374 Musp\Word dot \2003,09,16KibikMusp.doc • • • Table 4: Existing and Proposed Directional Transit (bus) Volume to Capacity TRANSIT CORRIDOR TRANSIT ROUTE Additional Description 2003-2005 Peak Hr. Headway NUMBER OF TRANSIT VEHICLES IN PM PK HOUR TRANSIT VEHICLES NUMBER OF SEATS TRANSIT VEHICLE LOAD @ 150% CAPACITY ROUTE PM PEAK CAPACITY Average Daily Ridershi P Peak to Daily Ratio PM Peak Volume Transit vic BISCAYNE BLVD 3 1 4 41 62 246 6381 0 05 319 0,74 16 20 3 41 62 185 62 10 6 41 62 369 2615 0.05 131 0.35 93 Bisc Max 15 4 41 62 246 1134 0,05 57 0,23 TOTAL. 1046 606 0.48 NE 54TH STREET 54 15 4 48 69 276 1479 0,05 74 0.27 TOTAL 276 1479 74 0.27 Note: Capacities are in each direction. Ridership information obtained verbally from MDT. Discussions with MDT suggested that a 10 % peak to daily ratio was conservative. The peak to daily ratio was adjusted by 50% to account for directional distribution. \ 3374 -Kubic Musp\Word doc\2003,09,16KibikMusp.doc • • 33 Future Projeds The Study area is becoming a densely populated residential area north of Downtown Miami. It is serviced by arterial surface streets and is close proximity to expressways, and transit. The combination of these makes the study area very accessible residential area, which can be attributed to the areas increasing popularity and redevelopment potential. The MPO has over $5.4 Billion in scheduled transportation improvement designed to comprehensively cover a wide array of mobility options. This suggests that the County's mobility will be enhanced, Over the past decade as Miami -Dade County hcs become more congested, segments of the population have begun to seek alternative transportation options as a way to make mobility efficient, This has been reflected in o continued densification of the Urban nfill Area and the eastern sections of Ivliami, due to its central location and its proximity to transit. li is anticipated that this will only be enhanced by the County's exploration of transit, such as the Miami Intermodal Center, the Northeast Corridor Extension and the BayLink projects. In addition, the passage of the $0,005 sales tax for transportation improvements will vastly improve mobility Countywide through the provision of transportation alternatives, Immediate implementation has entailed a reduction of bus transit headways and an increasen fleet size. tvliarni is positioned to be the direct and indirect beneficiary of this commitment to mobility. The result of which will be the removal of automobile trips from local streets and maintenance of adequate traffic flow. in general, Miami -Dade County will be spending its 80% share of the $16 Billion fax (over- 30 years) on the fallowing types of projects. Bus Service Improvements 2003-2008 ▪ Increase bus Fleet from 700 to' 335 • Increase current service miles from 27 million miles to 44 million miles • Increase operating hours from 1,9 million hours to 3,3 million hours 9 Provide 15-minute or better bus service Rapid Transit Improvements 2003-2008 (Construction of up to 88.9 Miles of CO ki n try d e rapid transit lines • Technology and Corridor Improvements ▪ Earlington Heights/ Airport Connector • BayLink a Kendal Corridor a Northeast Corridor 9 Rail Extension to Florida Crry a Douglas Road Extension Major Highway and Road improvements 2003-2013 e Upgrade the County's Traffic signalization system • Construct major ingress/egress improvements in downtown Miami, from SW 8St. to SW1' Avenue, a Accelerate, Program to provide ADA accessibility to bus stops throughout the county. There are no other roadway improvement scheduled for the project area 1\3374 -Kubic Musp\Word doc12003,09, 6KibikiViusp.d CIC • • • 3.6 Committed Developments According to the most recent "Private Development Report' composed by the City of Miami, there are no concurrent developments in: the study area.. 4.0 Analysis The data collected in the categories specified above has been utilized in the methodology arrived at by the project team in consultation with. the City of Miami_ An analysis that takes into account LOS of vehicles, persons and transit at intersection and along corridors was performed.. Traffic counts were adjusted for peak season and background growth rate for 2% was provided for three years. Site traffic percentage as assigned to the vehicle trips and person trips, and total trips in vehicles and persons was provided_ This was done for each leg of each intersection. See Appendix D: Adjustments. Level of Service analysis was performed for the existing conditions. Growth trends were analyzed and level of service analysis was performed for- fOure conditions, three years out. Then a person trip volume and capacity analysis was performed_ 4.1 Level of Service Level of Service (LOS) is the traffic performance measure generally accepted in traffic analysis. Levels of service range from LOS A (free flow with negligible delays) to LOS F (heavily congested with long delays). LOS B. LOS C, LOS D and LOS E indicate intermediate conditions. Applicable levels of service were developed from FDOlis 2002 Q/los Tables for each roadway classification. Figure 6: Level of Service A 1 COJAL=Y AND LrvEt_. C-11' SERVICE E) B C . ....i -::.-... . .1. .. .: __•:.!=i...... 1 1 :.,...--i.. ... - ....._. - . . . . ... ._ ':'.. -N. ... 51 51 4.2 Existing Conditions LOS Analysis The traffic counts for each intersection were input in, to the SLNGAL 2000 sofiware for a Capacity analysis. Individual outputs can be found in Appendix E, The results of this analysis shows that the south approach at Biscayne Boulevorci and NE 61Street is currently at a LOS F. This leg has a service volume at LOS E of 1449 vph., white 1931 vph currently use the street. This provides a v/c of 1.3 and a delay of-180,1i seconds_ All other legs of this intersection function at or better than D± which is better than LOS E which is allowed.. Because this leg fails., the intersection as a whole fails. j: \ 3374 -Kubic Musp \Word do0,2003,09,1 6KibikMusp.doc • • Biscayne Boulevard and NE 62" Street is operating at LOS C+ • Biscayne. Boulevard and NE 61' Street is operating at LOS F a Biscayne Boulevard and NE 54' Street is operating at LOS B $ Biscayne Boulevard and NE 50'h Ter. is operating at LOS B+ • Federal Highway and NE 54th Street is operating at LOS C 4.3 Facture Conditions , Committed Developments With Out Project LOS Analysis As there are no committed developments in the study area, traffic only worsens due to the natural growth of traffic over three years. • Biscayne Boulevard and NE 62°' Street is operating at LOS Ct • Biscayne Boulevard and NE 61' Street is operating at LOS F ▪ Biscayne Boulevard and NE 54`h Street is operating at LOS B w Biscayne Boulevard and NE 50`i' Ter. is operating at LOS B+ • Federal Highway and NE 54th Street is operating at LOS C 4.4 Future Conditions With Project LOS Analysis The results of the analysis of future traffic conditions with the project indicate that with the addition of the natural growth in traffic and growth of background traffic from other protects, of which there are none, the performance of the study intersections are expected to remain relatively constant. • Biscayne Boulevard and NE 62' Street is operating at LOS C-i- • Biscayne Boulevard and NE 61" Street is operating at LOS F a Biscayne Boulevard and NE 54'h Street is operating at LOS B • Biscayne Boulevard and NE 50' Ten is operating at LOS B+ O Federal Highway and NE 54`h Street is operating at LOS C The results of the analysis of future traffic conditions with the project plus committed traffic indicate that conditions will not worsen significantly when project traffic is added. Table 5: Intersection LOS Performance Intersection Level of Service Delay Volume/Capacity Existing /Comm WO Pjt /Comm W Pjt Existing /Comm WO Pjt /Comm W Pjt Existing /Comm WO Pjt /Comm W Pjt Biscayne Blvd and NE 62"u Street C+ /C +/C+ 21.8 / 25.2 / 28.1 .8 0 / .84 /.86 Biscayne Blvd and NE 61' Street F / F/ F 108.9 / 128.5 / 134.1 1.01 / 1.07 / 1 .08 Biscayne Blvd and NE 54th Street B / B / B 16.2/ 1 7.1 / 17.4 .61 / .64 / .65 Biscayne Blvd and NE 50' Ter B+ / B+/ B+ 12.9 / 14.2 / 14.4 .67 / .71 / .72 Federal Highway and NE 54' Street C / C /C 32.3 / 35.2/ 34.4 .45 / .48 /.47 J:\3374 -Kubic Musp\Word doc\2003,09,16KibikMusp.doc • 4.5 Person Trip Volume orld Capacity Analysis To analyze this developments affect on specific corridors in the study area, a person trip volume and capacity analysis was developed utilizing the methodology of the Downtown Miami DRI, as discussed above, This examined corridor segments in the existing condition future (2005) with background traffic and future (2005) with the project. The segments were: Biscayne Boulevard (SB) • NE 61 St to NE 54 St • NE 61 St to NE 54 St • NE 54 St to NE 50 Terr o Biscayne Boulevard (NB) • NE 54 St to NE 50 Terr • NE 61 St to NE 54 St • NE 61 St to NE 54 St O NE 54th Street (EB / WB) • Biscayne Blvd to Federal Hwy • Federal Hwy to Biscayne Blvd This analysis was performed for the Roadway and Transit modes which resulted in a segment total Lev& of service. Components of the examination were the adopted LOS, which is E, the roadway vehicular capacity, and the conversion of this to person trip capacity CI .6) and volume (1.4) were made. An excess person trip capacity was arrived al and level of service a rtained. For the Transit Mode the bus per .trip capacity load was determined and utilized as the total transit trip capacity. Transit person trip volumes for this mode were developed and excess capacity was found. The segment total analysis capacities, volumes and excesses for both the roadway and transit segments were combined. Each corridor segment operated at or better than LOS. D. A full table is presented in Appendix F. j: \3374 -Kubit Musp\Word doc12003,09,16KibikMusp.doc • • Table 6: PERSON TRIP VOLUME AND CAPACITY ANALYSIS Total Segment ROADWAY Roadway FROM j TO DIR MIAMI ADOPTED LOS Roadway LOS TOTAL SEGMENT Los EXISTING CONDITION (Seasonally Adjusted) 1 Biscayne Blvd. NE 62 St NE 61 St SB C C NE 61 St NE 54 St SS E C C NE 54 St NE 50 Terr SB E Biscayne Blvd. NE 50th Ter NE 54 St NB E C C NE 54 St NE 61 St NB E NE 61 St NE 62 St NB E D NE 54 St Biscayne Blvd Fed Hwy EB E B Fed Hwy Biscayne Blvd WB E B B WITH BACKGROUND TRAFFIC (2005) Biscayne Blvd. , NE 62 St NE 61 St SS E C C NE 61 St NE 54 St SB E C C NE 54 St NE 50 Terr SB E Biscayne Blvd. NE 50th Terr NE 54 St NB E C C NE54St NE 61 St NB E D C NE 51 St NE 62 St NB E F D NE 54 St Biscayne Blvd Fed Hwy EB E Fed Hwy Biscayne Blvd WE E B B WITH PROJECT AND BACKGROUND TRAFFIC (2005 .._ Biscayne Blvd. NE 62 St NE 61 St SB E C C NE 61 St NE 54 St SB E C C NE 54 St NE 50 Terr SB E C C Biscayne Blvd. NE 50th Terr NE 54 St NB E C C NE 54 St NE 61 St NB E C C NE6151 NE 62 St NB E F D NE 54 St Biscayne Blvd Fed Hwy ES E B B Fed Hwy Biscayne Blvd. WB E 8 J:\3374 Musp\Word doc\2003,09,16K6ikMuspAoc J:\3374 -Kubic Musp\Word cloc12003,09, 6KibikMusp.doc 5,0 It is recommended that the City undertake a signal timing analysis of the corridor and attempt to optimize or batance the timing to relieve some of the delay at the intersection of Biscayne Blvd and NE 61st Street. Only the South approach of this intersection fails. Ali others operate no worse then D÷, which is acceptable. This condition exists today prior to construction of the development, and is only moderately exacerbated with this praiect. • • .1:1,3374 -Kubic Musp\Word doc\2003,09,16KibikMusp.doc • w APPE:.:DIX A TRAFF c.U..:.ffS J:\3374 -Kubie Musp\Ward doc\2003,09,16KibikMusp.doc SE'. 12. 2003 12:3 PM NO, 8155 METRIC ENGINEERING 13940 S.W 136 Street Miami, FL 33166 Tel: 305-235-5098 Fax: 305-251-5894 t rouDs Printed: CARS - File Name : Biscayne Blvd & NE 62 St Site Code : 00000000 Start Date : 09/09/2003 Page : 1 BISCAYNE BLVD Southbaund NE 62 STREET Westbound BISCAYNE BLVR Northbound NE 62 STREET Eastbound Start Time Left Thru High Ped App. Left Thru Rtgh ' Ped APP. Loft Thru Rig I Ped App. Left Thr Rig dP dP App, Int_ I-• Factor t s Total s Total lit s Total u hi s Total Total 1,Q 1.0 I 1.0 T. 1.0 j 1.01 1.0 1 1Td t,0 1.0 1 1.0 1 1.0 1.0 1.0 1.0 I 1.0 , 16:00 1 1615 246 24 0 271 1 1 2 0 4 25 416 0 0 441 0 0 0 0 0 71 B 1 16:30 0 16:45 269 275 25 23 0 0 295 295 0 1 1 1 1 0 0 0 2 2 17 12 453 6 422 1 0 0 476 435 0 0 0 0 0 0 0 0 0 0 773 735 0 299 28 0 327 1 0 1 0 2 13 488 1 0 462 0 0 0 0 0 81i Total 2 10g 100 0 1191 3 3 4 0 10 87 175 8 0 1834 0 0 0 0 0 3035 17:00 0 293 30 0 323 17:15 2 304 26 0 332 17:30 1 276 15 0 292 17:45 1 272 29 0 302 Total 4 11S 100 0 1249 Grand Total Apprch % Total % 223 4 0.2 31.5 8.2 0.0 0.1 36,0 3.2 0.0 6 200 0 2440 • n Volume 3 112 99 0 1274 7 Percent 0.2 92.0 7.8 0.0 High Int, 17:00 Volume 0 293 Peak Factor 39.4 1 1 0 0 2 15 481 0 0 497 2 0 3 0 5 24 444 4 0 472 4 1 4 0 9 26 445 6 0 477 2 1 3 0 5 14 429 2 0 445 9 3 10 0 22 80 179 12 0 1591 12 6 14 0 32 37.5 18.8 43.8 0.0 0.2 0.1 0.2 0,0 0.5 BISCAYNE BLVD SouThbouna Start Time Left Thru 1 nigh Path Total 1 Left Peak Hour From 16:00 to 17:45 - Peak 1 of 1 lnterseclio 16:45 w Thru 147 35� 20 - 0 3725 3.9 95.5 0.5 0.0 2.4 57.4 0.3 0.0 60.1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 822 609 778 753 3162 a 0 0 0 0 6107 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 NE 62 STREET Westbound nigh I Ped tI s App. [ Leit Total 8 2 6 0 18 44.4 11.1 44,4 0,0 30 0 323 1 1 0 0 2 BISCAYNE BLVD Northbound Thru Rig [ Ped 'r App. ht s Total 79 t8$ 11 0 1928 4,1 95.3 0.5 0.0 16 d81 0 0 497 Lett NE 82 STREET Eastbound Thr Rig ' Ped u, ht, s App. Int. Total Total 0 0 0 0 0 3220 0.0 0.0 0.0 0.0 0 0 0 0 0 822 0.979 SEP. 12. 2003 12:31 PM NO. 8155 P. 3 METfIC ENGINEERING 13940 S.W 136 Street Miami, FL 33186 Tel: 305.235-5098 Fax: 305.251-5894 • File Name : Biscayne Blvd & NE 61 St Site Code : 00000000 Start Date : 09/09/2003 Page :1 BISCAYNE BLVD Southbound NE 81 STREET Westbound BISCAYNE BLVD Northbound NE 61 STREET Eastbound Start Time La Thru Ri9h t Pad s App. Total Lett Thru Fligh { Pad s App. Total Lest 1 Thru Rig ht Ped s App- Total Lott Thr a Rig ht Ped 5 App. Total int. Total _. Factor; 1.0 1.0 1,0 1.0 1.0 1.0 I 1.0 1.0 1,0 ( 1,p 1 1.0 1,0 j 1.o 1.0 1.© 1.0 16:00 1 247 0 0 248 3 0 12 0 IS 0 394 0 0 394 35 9 28 0 -72 729 16:15 0 269 0 0 269 3 0 6 0 9 0 407 1 0 408 40 3 30 0 73 759 16:30 0 276 0 0 276 10 0 2 0 12 0 391 2 0 393 29 8 16 1 54 735 18:45 0 296 0 0 298 5 0 6 0 11 0 429 2 0 430 34 9 26 0 88 1107 Tarot 1 �04 0 0 1091 21 0 26 0 47 0 T602 5 0 1625 138 28 100 1 267 3030 r 17:00 1 293 0 0 294 17:16 2 304 0 0 306 17:30 0 280 0 0 280 17;45 6 267 _0 0 273 Total 9 114 0 0 1153 Grano Total 10 224 0 0 2244 Apprch % 0.4 99.6 0.0 0.0 Total % 0.2 36.4 0.0 0.0 36,5 3 0 9 0 12 3 0 9 0 12 1 0 6 0 7 3 0 8 0 11 O 442 0 0 442 0 416 2 0 418 O 436 1 0 437 O 387 3 0 390 10 0 32 0 42 0 168 6 0 1887 31 0 58 0 89 34.6 0.0 65.2 0.0 0.5 0.0 0.9 0.0 1.4 0� 11- 0 3312 0.0 99,7 0.3 0.0 0,0 53.7 0.2 0.0 53.9 33 4 23 0 60 43 2 31 0 76 3$ 3 14 0 52 30 4 e 0 42 141 13 70 0 230 279 41 176 1 497 56.1 8.2 35.4 0.2 4.5 0.7 2.9 0,0 6.1 BISCAYNE BLVO Sauthbound Start Time i eti rThns Rtgn ! Ped j Totil t sl Peak Hour Frorn 16:00 to 17:45 • Peak 1 of 1 tc,Fsrsectio 16:45 • Volume 3 it 5 0 0 1178 Percant 0.3 99.7 0.0 0.0 High Int. 17:15 Voiume 2 304 0 0 306 Peak Fac1or Left NE 61 STREET Westbound Thru RIgh Ped t s App. Le" 12 0 30 0 42 28.6 0.0 71.4 0,0 3 0 9 12 BISCAYNE BLVD Northbound Thru Rig Ped ht l s 172 App. Total 0 5 0 1727 0.0 99,7 0.3 0.0 2 O 416 2 0 416 Left NE 61 STREET Eastbound Thr Rig Pact u ht s APP. Total 145 17 94 0 256 56.6 6.6 36.7 0.0 43 2 31 0 76 608 812 776 716 3112 6142 Int. Total 3203 812 0.986 SEP. 12. 2003 12:31PN METRIC ENGINEERING NO.8155 P 4 n Volume 4 Percent High int. Volume Peak Factor • Start Time eft Factor 1.0 16:00 7 16:15 2 16:30 7 16:45 9 FEDERAL HWY Southbound Thru 1 Rtgh t 1.0 t 1.0 25 9 21 5 14 2 22 10 Total 25 82 26 17:00 3 17.16 5 17,30 4 17:45 9 Tara! 21 Gnlnd Total Apprch % Total % 46 17,8 1.7 29 14 19 20 acl s App. Total Lef1 Thru 1.0 0 0 0 0 0 6 0 2 0 7 0 6 0 82 23 164 49 0 63.3 16.9 0.0 5.9 1.8 0.0 1 41 28 23 41 133 2 0 1 1 4 124 2 13940 S.W 136 Street File Name Miami, FL 33186 Site Code Tel: 305-235-5096 Fax: 305-251-5894 Groups Printed: CA NE 54 STREET Westbound Righ Pad App. t s Total 1.0i 1,n_ 1.0. 29 0 0 30 31 0 0 31 31 2 0 34 34 0 0 35 0 130 40 0 42 0 0 22 2 38 0 0 30 I 0 38 1 0 34 2 39 0 0 126I 4 158 1 0 42 41 39 41 163 2591 a 262 3 0 293 2.7 96,2 1.0 0.0 9.3 0.3 10.1 0.1 0.0 10.5 5 - TRUCKS LED 1.0 42 36 35 74 187 Thru : Federal Hwy & NE 54 Street : 00000000 Start Date : 09/0g/2003 Page :1 FEDERAL HWY Nonhbcund RI g . Ped ht s APp- Total Left 1,0 1.0 1.0 67 33 111 38 110 30 135 44 0 443 145 0 45 108 36 131 44 111 42 94 167 444 39 53 32 34 158 0 0 0 162 185 175 253 775 0 192 0 220 0 187 0 170 0 7591 354 887 303 0 1544 22.9 57.4 19.6 0,0 12,7 31.9 10.9' 0.0 55.5 FEDERAL HWY Soulhbound r Start Time Loft I Thru I R'9h pas Td rnap. l Loft Peals Hour From 15:00 to 17:45 - Peak 1 of 1 Iniersecllo 16:45 22 84 27 0 16,5 63.2 20.3 0.0 16:45 9 22 10 0 133 NE 54 STREET Westbound Thru RIgh t I Ped 1 App. 3 153 1 0 157 1.9 97.5 0.6 0.0 41 1 34 0 0 35 el 1.0 20 13 16 is 83 19 20 15 16 70 NE 54 STREET' ` Eastbound Th Rlr g Ped App. u ht s Total 1.01 1.0 _ 1.01 50 23 0 93 48 29 0 90 47 30 0 93 41 31 1 87 186 113 1 363 40 42 38 37 157 17 0 33 0 17 0 31 0 98 0 133 343 211 1 19.3 49.9 30.7 0.1 4.9 12.3 733 0.0 24.7 76 05 70 84 325 Int. Total 326 334 325 416 1401 350 378 326 329 1383 888 2784 FEDERAL HWY Northbound ru NE 54 STREET Eastbound Rla 1 Ped I App. j Left j Thr I Rlg1 Fed 1 App. I int, t t Total u, i�t 3 1 Total ( Total 189 485 169 0 23.4 56.9 19.7 0.0 74 135 44 852 0 253 66 161 96 1 20.7 49.1 29.9 0.3 14 41 31 1 328 1 1470 1 87 1 418 _893 1 L. 2003 12 : 31 rM NO, 815 METRIC ENGINEERING 13940 S,W 136 Street File Narne ; blscayne blvci & ne 54 street Miami, FL 33185 Site Code : 00000000 Tel: 305-235.5098 Fax: 305-251.5894Start Date : 09/09/2043 Page :1 s Printed: CARS - BISCAYNE _Sauthbaund BLVD NE Westbound 54 STREET BISCAYNE BLVD Northbound NE 54 ST Eastbound Star; Time Lett Thru f4Igh Ped ' App. Left Thru RIgh Fed App. Left Thru R'0 Pad App. Left Thr I Rig Ped App. int_ s TQTai 1 s Total ht s Total u ht s Total Total �' Factor 1.0 ; 1.0 1.0 1.0 1.0 1.0 1,0 1.0 l 1.0 1.0 1.0 1.0 1.0 1,0 1.0 1,0 16:00 0 201 30 0 231 0 0 0 0 0 38 362 0 0 400 mm65 r 0 25 0 90 721 15:15 0 285 31 0 316 0 0 0 0 0 36 358 0 0 396 50 0 27 0 87 799 16:30 0 268 34 0 302 0 0 0 0 0 29 357 0 0 355 61 0 22 0 83 771 16:45 0 279 35 0 314 0 0 0 0 0 40 1„145 381 0 0 421 67 0 24 0 91 626 103 Total 0 130 0 1163 0 0 0 0 0 1 d8 0 0 1603 253 0 98 0 351 3117 17;00 0 227 42 0 269 17:15 0 238 41 0 279 17:30 0 221 38 0 259 17:45 0 261 41 0 302 Total 0 947 152 0 1109 Grand Total Apprch Total % 0 0 0 0 0 O 0 0 0 0 n 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 190 292 0 2272 0 0 0 0 0 0.0 87,1 12.9 0,0 0.0 0,0 0.0 0,0 0.0 32.4 4.8 0.0 37.2 0.0 0.0 0.0 0.0 0.0 BISCAYNE BLV0 NE 54 STREET 5ou3hbaund Westbound Stan Time I Left I Thru I RIgh� Ped $ To at Left I Thru p Appd . Total �.. f L ©e3k Hour From 16:00 io 17:45 - Peak 1 of 1 "ereectio 15:15 n • Volume 0 105 142 0 1201 0 0 0 0 0 Percent 0.0 80.2 11.8 0.0 0.0 0,0 0.0 0.0 High Int. 16:45 Volume 0 279 35 0 314 0 0 0 0 0 Peak Factor • 26 368 0 0 394 37 350 0 0 387 30 352 0 0 382 24 358 0 0 382 117 168 0 0 1545 262 6.3 4,3 286 6 91.7 47.3 0 3148 0.0 0,0 0.0 0.0 51.6 0._. 65 0 15 0 78 0 26 0 106 49 0 18 0 67 68 0 15 0 81 60 743 772 708 765 258 0 76 0 334 511 0 174 0 655 7d.6 0.0 25.4 0.0 8.4 0.0 2.9 0,0 11.2 BISCAYNE BLVD Northbound eft Thru ig ht Ped s ApP. Total 133 140 0 1597 8,3 91.7 0.0 0.0 40 381 0 NE 54 ST EastboL nd Thr u Rig Ped ht s App. Total 253 0 88 0 341 74.2 0.0 25.9 0.0 0 421 87 0 24 0 91 298E 6105 Int- Total 3136 626 0.950 SEP. 12.2003 12:32PM NO.8155 METRIC ENGtNEEFifNG 13940 S.W 136 Street Miami, FL 33186 Tel: 305-235-5098 FBA: 305.251 rauos Printed; CARS - T File Narne 4 BISCAYNE BLVD & NE 50 TERR Code : 00000000 tart Date : 09/10/2003 Page :1 BISCAYNE BLVD Sauthbound NE 50 TERR Westbound BISCAYNE BLVD Northbound NE 50 TERR - Shop. Center eway Eastbound Star[ The Left Thru High Ped App. left Thru Rfgh Ped App, Lett Thru Rig Ped App. Laft Thr Rig I Ped App, tnl. t s Total t s Total ht s Total u ht s Total Total Factor 1.0 1,0 1.0 1.0 1.0 1.0 1.0 j 1.0 I 1.0 I1,0 , 1.0 1.0 1.0 1.0 1,0 1.0 16:00 4 276 4 0 284 8 0 3 1 12 2 342 14 0 358 1 t? 1 0 2 656 16:15 3 254 4 0 261 10 0 5 0 15 1 383 18 0 400 0 0 3 0 3 679 16:30 3 273 4 0 280 9 0 4 0 13 1 399 16 0 416 1 0 2 0 3 712 16:45 8 274 a 0 295 12 0 3_. 0 15 0 384 15 0 399 2 0 2 0 4 704 Total 16 107 16 0 1111 39 0 15 1 55 4 150 61 0 1573 4 0 8 0 12 2751 17:00 7 299 2 0 308 17:15 5 268 0 0 273 17:30 1 286 0 0 287 17:45 3 257 1 0 261 111 0 Total 16 3 0 1129 GrandTo $ 34 rand 218 19 0 2240 Apprch % 1.5 97.6 0,8 0.0 Total % 0.6 39.0 0.3 0,0 39.9 12 0 2 0 14 10 0 6 0 16 11 0 4 0 15 16 0 2 0 18 49 . 0 14 0 63 88 0 29 1 118 74.6 0.0 24.6 0.8 1.0 0.0 0.5 0.0 2,1 1 361 13 0 375 0 401 16 0 417 0 412 21 0 433 1 413 18 0 432 2 1ST 68 0 1857 6 305 129 0 3230 0,2 95.8 4.0 0.0 0.1 55,1 23 0.0 57.5 2 0 2 0 1 0 4 0 0 0 4 0 0 0 0 0 5 4 0 701 711 739 711 3 0 10 0 13 2862 7 0 18 0 25 28.0 0,0 72.0 0.0 0.1 0.0 0.3 0.0 0.4 5613 BISCAYNE BLVD Sauthbound NE 50TEAR Westbound BISCAYNE BLVD Northbound NE' 50 TERR whop_ t;en#er y Eastbound ln Time ( Leh nigh ' Ped Tutu t a App. Total Left That High Ped t s App, Total 1 Rig Ped Leh Thru ht s App. Total Thr Rig t Ped App. left a ht s Total Int. Total Hour From 16:00 to 17:45 - Peak 1 of 1 ,sersectto n 17:00 Volume 16 111 0 Percent 1.4 96.3 0.3 0,0 € tgh tot, 17:30 VOIuttle 1 266 0 0 287 Peak Factor • 3 0 1129 49 0 14 0 77,8 0.0 22,2 0.0 T1 0 4 0 15 2 t58 66 0 1657 3 0 10 0 13 2s52 0.1 95.8 4,1 0,0 23.1 0.0 76.9 0.0 0 412 21 0 433 0 0 4 0 4 739 0.968 SPP, 12, 2003 12:31PM NO. 8155 n • • BISCAYN Southb Start Time • Left Thru RfOt 1,0 1.0 ; 1,C 1 246 2 1 269 25 0 275 23 0 299 28 Factor 16:00 16:15 16:30 16:45 Total 2 108 10 METRIC ENGINEERING 13940 S.W 136 Street Miami, FL 33186 Tel: 305-235-5098 Fax: 305-251-5894 Gr0003 Printed: CARS - File Name : Biscayne Blvd & NE 62 St Site Code ; 00000000 Start Date : 09/09/2003 Page :1 E BLVD ound NE 62 STREET Westbound BISCAYNE BLVD Northbound NE 62 STREET Eastbound i Fed App. Left Thru 1 Sigh Ped App. LofI Thru Rig Ped App. Laft E Thr Sig Pad App. Int. t s Total - s Totai ht s Total u hi s Total Total I 1.0 1.0 1.0 1 1.0 ; 1.0 ; 1,0 1.0 1, 1.0 i 1.0 I 1.0 1.0 1_ 1.0 1.0 I 0 271 1 1 2 0 4 25 416 0 0 441 0 0 0 0 0 718 0 295 0 1 1 0 2 17 453 6 0 476 0 0 0 0 Q 773 1 0 296 1 1 0 0 2 12 422 1 0 435 0 0 0 0 0 735 O 327 1 0 1 0 2 13 468 1 0 402 0 0 0 0 0 811 0 1191 3 3 4 67 179 8 0 1834 0 0 0 0 0 3035 0 10 17:00 0 293 30 0 323 17:15 2 304 26 0 332 17,30 1 276 15 0 292 17:45 1 272 29 0 302 Total 4 115 100 0 1249 Grand Total Apprch T otai is a 0,2 0.1 223 4 91.8 36,0 200 0 2440 9.2 0.0 3.2 0.0 39.4 1 1 0 0 2 2 0 3 0 5 4 1 4 0 9 2 1 3 0 6 9 3 10 0 22 12 6 14 0 32 37.5 16,8 d3.8 0.0 0.2 0.1 0.2 0.0 0.5 BISCAYNE 6LVD L. Sauthbound Start me I Left + Thru R'9h Pad App' Ti ts Total " ak Hour From 16:00 to 17:45 - Peak 1 0f 1 tersecuo 16:45 n Voturne 3 117 2 Percent 0.2 92.0 High Int. 17:00 Volume 0 293 Peak Factor 2.4 15 481 0 0 487 24 d44 4 0 472 28 d45 6 0 477 14 429 2 0 445 80 179 12 0 1891 147 ass 8 3.9 95,5 0.5 0.0 57.4 0.3 0.0 20- 0 3725 60.1 O 0 0 0 0 O 0 0 0 0 0 0 00 0 0 0 0 0 a 822 809 778 753 0 0 0 0 0 3162 O 0 0 0 0 6197 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 NE 62 STREET Westboun0 Left Thru Sigh I Fed tE s App. t Total i Lelt BISCAYNE BLVD Northbound • Rig I Ped App. Thru ht ! s Total Lett 99 0 1274 $ 2 8 0 18 79 783 11 7.8 0.0 44.4 11.1 44.4 0,0 4.1 95.3 0.6 0.0 30 0 323 1 1 0 0 2 16 del 0 0 497 NE 62 STREET Ea3 bound Thr Rig Ped App. (- Int. u ht_ s , Total Total 0 1928: 0 0 0 0 0 0.0 0,0 0,0 0.0 O 0 0 0 0 3220 822 0.979 SEP. 12.2003 12:31PiM NO. 8155 P. 3 METRIC ENGINEERING 13940 S.W 135 Street Mlarni, FL 33186 Tel. 305-235-5088 Fax: 305-251-5894 Groups Printed: CARS • T UCKS Fite Name : Biscayne Blvd & NE Si St Site Code : 00000000 Start Date : 09/09/2003 Page :1 BISCAYNE BLVD Southbound NE a1 STREET Westbound BISCAYNE BLVD Northbound NE 61 STREET Eastbound l Start Time Left 1 Thru Rt9h Pad ' App. Lett Thru Figh Peal App. Left Thru i Rig Ped App. Lett Thr RIg Ped App. Int. 11 1 s Total i s 1 Total 1 ht s Total u hi s Total Total i . Factor 1.0 I 1.0 1.0 I 1.0 1.0 1.0 1.0 1,0 I 1.0 I 1,0 I 1.0 . 1.0 1 1.0 _ 1.0 1.0 l 1.0 16:00 1 247 0 0 248 3 0 12 0 15 0 394 0 0 394 35 9 28 0 72 729 16:15 0 269 0 0 289 3 0 6 0 9 0 407 1 0 408 40 3 30 0 73 759 16:30 0 276 0 0 276 10 0 2 0 12 0 391 2 0 393 29 8 16 1 54 735 18:45 0 298 0 0 298 5 0 6 0 11 0 428 2 0 430 34 8 26 0 68 B07 Total 1 104 0 0 1091 21 0 26 0 47 0 16fl 5 0 1825 138 28 100 1 267 3030 17:00 1 293 0 0 294 3 0 9 0 12 17:15 2 304 0 0 306 3 0 9 0 12 17:30 0 280 0 0 280 1 0 6 0 7 17:45 6 267 0 0 273r 3 0 9 0 11 Total 9 114 0 0 1153 10 GTolal rano 1© 223q 0 0 2244 Apprch % 0.4 99.6 0.0 0.0 Total % 0.2 36.4 0.0 0.0 36.5 f BISCAYNE BLVD SQuthbouna 0 32 0 42' 31 0 58 0 89 34,8 0.0 55.2 0.0 0.5 0.0 0.9 0.0 1.4 0 442 0 0 442 0 416 2 0 418 0 438 1 0 437 0 387 3 0 390 0 169 6 0 1387 0 330 11- 0 3312 0.0 99,7 0.3 0.0 0,0 53.7 0.2 0.0 53.9 33 4 23 0 60 43 2 31 0 76 35 3 14 0 52 30 4 8 0 42 141 13 78 0 230 279 41 176 1 56.1 8.2 35.4 0,2 4.5 0.7 2.9 0.0 6.1 Start Time Left Thru Rion Ped App. Total n^ak Hour From 16:00 to 17;45 • Peak 1 of 1 tersectio 16:45 Volume 3 117 0 0 1178 Peresr41 0.3 99.7 0.0 0.0 High Int. 17:15 Volume 2 304 0 0 306 Peak Factor • eti Thru NE 61 STREET Westbound Rlgh Ped App. LBtt Thru Rig l Ped t s Total hi' s 12 0 30 0 42 28.6 0.0 71.4 0.0 BISCAYNE BLVD Northbound App. Total , 0 172 5 0 1727 2 0.0 99.7 0.3 0.0 Lail NE 61 STREET EFSt:t.rid Thr F119 Pad u , ht s ApP- Total 145 17 94 0 256 56.6 6.6 33.7 0.0 3 0 9 0 12 0 416 2 0 416 43 2 31 0 76 808 812 776 716_ 3112 497 6142 Int. Total 3203 812 0.986 SEP. 12. 2003 12:31 NO. 8155 P FEDERAL HWY Sauthbound Start Time Left Thru Huh Fed Factor 15:00 16:15 19:30 16:45 Total 1. 1.0 7 25 9 2 21 5 7 14 2 9 22 10 1.0 0 0 0 25 82 26 0 17:00 3 29 8 0 17:16 6 14 2 0 17,30 4 19 7 0 17:45 6 20 6 0 Total 21 82 23 0 Grand Total Apprch Total as 46 164 49 0 17.8 63.3 18.9 0.0 1.7 5.9 1.8 0,0 App, Total Left METRIC ENGINEERING 13940 S.W 136 Street File Name Miami, FL 33186 Site Code Tel: 305-235.5098 Fax: 305-251.5894 Groups Printed: CARS - TRUCKS NE 54 STREET Westbound Thru Righ Pad s APp- Total Left 41 28 23 41 133 40 22 30 126 259 9.3 1,01 1.0 ( 1.0 2 28 0 31 1 31 1 34 4 124 0 30 0 31 2 34 0 35 2 0 130 .0 0 0 0 0 0 42 0 0 2 39 0 0 0 3e 1 0 2 39 0 0 4 156 1 0 42 41 39 41 163 8 282 3 0 293 2.7 96.2 1.3 0.0 0.3 10.1 0.1 0.0 10.5 42 36 35 74 187 45 35 44 42 187 Start Date Page FEDERAL HWY Northbound ThruRIg Ped ht s App. Total Federal Hwy & NE 54 Street :00000000 09/09/2003 :1 NE 54 STREET' Eastbound Thr Rio Ped U 111 1.0 87 111 110 135 443 100 131 111 94 444 1.0 1.0 33 38 30 44 145 0 0 0 0 39 0 53 0 32 0 34 0 158 0 162 185 175 253 1.0 20 13 15 14 i.o [ 1.0 50 23 48 29 47 30 41 31 1.0 0 0 0 775 1 63 186 113 1 192 220 187 170 769 354 887 303 0 1544 22.9 57,4 19, 8_ 0,0 12.7 31.9 10.9 0.0 55.5 19 20 15 16 70 40 42 38 37 157 17 0 33 0 17 0 31 0 98 0 133 343 211 1 19.3 48.9 30.7 0.1 4.8 12.3 7.6 0.0 24.7 App. Total 93 90 93 87 363 78 95 70 84 325 Int. Total 326 334 325 416 1401 350 378 328 329 1383 688 2784 FEDERAL HWY Southbound Start Time Total Thru H 4 t Ped i APP. Peak Hour From 18:00 to 17:45 - Peak 1 of 1 InterseclIo n Volume 22 8a 27 0 133 Percent 15.5 63.2 20.3 0.0 High Int. 16:45 Volume 9 22 10 0 41 Peak Factor • 16:45 Lett NE 64 STREET. Westbound Thru Mph Ped I App. t s Jl Total 3 153 1 0 157 1.9 07,5 0.6 0.0 1 34 0 0 35 Left FEDERAL HWY Northbound Thru Rig I Ped htE 199 485 165 0 23.4 56.9 19.7 0,0 74 135 44 0 1 App. Leff I Thr I Rtg Ped 852 68 181 96 1 20.7 49.1 29.9 0.3 253 14 41 31 1 NE 54 STREET Eastbound App. 1rtt, Total , Iri a I iota! r ot.l l 328 1470 67 415 0.883 SEP, 12. 2003 12:31PM N O. 61 5 METRIC ENGINEERING 13940 S.W 136 Street File Name ; blscayne blvd & ne 54 street Miami, FL 33186 Site Code ; 00000000 Tel: 305-235.5098 Fax: 305.251-5894Start Dote : 09109l2003 Page : 1 Groups Printed: CAFlS - TRUCKS I bitSCAYNE Southbound BLVD NE 54 STREET Westbound BISCAYNE BLVD Northbound Eastbound NE 54ST Start Time Left i Thru Rlgh t Ped ' s APP• Total Left Thru ' R1gh 1 Ped s App. Total Leif Thru Pig hi Ped s App. Total Lon Thr u Rig ht Pad s App. Total int_ Total Factor 1.0 1.0 I 1,0 , 1.01 1.0 t 1.0 1,0 1.0 l 1 1.0 1.0 ` 1.0 1,0 1.0 ' 1.0 1.0 1.0 16:00 0 201 30 0 231 0 0 0 0 0 38 362 0 0 400 65 0 25 0 90 721 16:15 0 255 31 0 316 0 0 0 0 0 38 358 0 0 396 GO 0 27 0 87 799 16:30 0 268 34 0 302 0 0 0 0 0 29 357 0 0 386 61 0 22 0 83 771 16:45 0 279 35 0 314 0 0 0 0 0 40 361 Y145 0 0 421 67 0 24 0 91 820 f03 Total 0 130 0 1163 0 0 0 0 0 145 0 0 1803 253 0 98 0 351 3117 17:00 0 227 42 0 269 17:15 0 238 41 0 279 17:30 0 221 38 0 259 17:45 0 261 41 0 302 Total 0 947 162 0 1109 a7otal 0 rand 1980 292 0 2272 Apprch % 0.0 87.1 12.9 0.0 Total % 0.0 32,4 4.8 0.0 37.2 0 0 0 0 0 O 0 0 0 0 O 0 0 0 0 0 0 00 0 O 0 0 0 0 0 0 0 0 0 0.0 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 BISCAYNE BLVD Southbaund Stan Time Left j Thru s Tote! Peak Hour From 16:00 to 17;45 - Peak 1 al 1 •teteectio 18:15 • . Volume 0 105 Percent 0.0 88.2 11.8 0,0 High Int. 16:45 Volume 0 279 35 Peak Factor • Sign Ped App. 142 0 1201 26 368 0 0 394 37 350 0 0 3B7 30 352 0 0 382 24 356 0 0 382 117 148 65 0 15 0 B0 743 78 0 28 0 106 772 49 0 18 0 87 708 6 0 15 0 81 765 0 1545 258 0 76 0 334 262 230_ 0 3148 511 0 174 0 655 8.3 91,7 0.0 0,0 74.6 0.0 25,4 0.0 4.3 47.3 0.0 0.0 51.6 8.4 0.0 2.9 0.0 11,2 NE 54 STREET Westbound of t Thru t s Total Sigh Fed App. 0 0 0 0 0 0.0 0.0 0.0 0.0 0 314 0 0 0 0 0 BISCAYNE BLVD Northbound Lett I Thru Rig ht ! Peds APP. Total 133 144 0 0 1597 8.3 91.7 0.0 0.0 40 381 0 0 421 Left NE 54 ST Eastbound Thr u Rig ht Pad s 253 0 06 0 74.2 0.0 25.8 0,0 App. Taal 2988 6105 lnt. Total 341 l 3139 67 0 24 0 91 826 0.950 SEF. 12.2003 12. 2,1M NO. 815b P. 6 METRIC ENGINEERING 13940 S.W 130 Street File Narne Miami, FL 33180 Code Tel: 305-235-5096 Fax; 305-251 tart Date Page • BISCAYNE BLV❑ & NE 50 TEAR :00000000 : 09/10/2003 1 BISCAYNE 6LVD Southbound tat; 50 TERR ` Westbound 'V M BISCAYNE BLVt) Northbound NE 50 TERR • Shop. Center'` Driveway Eastbound Start Time Left Thru Righ t Ped s App. Total Thru Rlgh t Ped s App. Total Lett Thru Alg ht Ped s Apia, Total Loft Thr f u J Rig ht Pea s App. Total -Int.0 Total Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1 1_0 1.0 1.0 1.0 L 1,0 1.0 16:00 4 276 4 0 284 8 0 3 1 12 2 342 14 0 358 1 0 1 0 2 B56 16:15 3 254 40 281 10 0 5 0 15 1 383 18 0 400 ❑ 0 3 0 3 679 16:30 3 273 4 0 280 9 0 4 0 13 1 399 16 0 416 1 0 2 0 3 712 16:45 8 274 4 0 286 12 0 3 0 15 0 384 15 0 399 2 0 2 0 4 704 Total 16 101 16 0 1111 39 0 15 1 55 4 1 B 61 0 1573 4 0 8 0 12 2751 17:00 7 17:15 5 17:30 1 17:45 3 Total 16 Grand Total Apprch % Total % 34 1.5 0.5 299 268 286 257 111 0 218 7 97.6 39.0 2 0 0 0 0 0 1 0 308 273 287 261 3 0 1129 12 10 11 18 O 2 0 14 O 6 0 16 0 4 0 15 0 2 0 18 49 0 14 0 63 19 0 2240 Be 0 29 1 118 0.8 0.0 74.6 0.0 24.6 0.8 0.3 0.0 39.9 1.6 0.0 0,5 0.0 2.1 1 361 13 0 O 401 16 0 O 412 21 0 1 413 18 0 158 88 0 7 309 129 0 0.2 95.8 4.0 0.0 0.1 55.1 2.3 0.0 375 417 433 e32 1657 3230 57.5 2 0 2 1 0 4 O ❑ 4 O 0 0 3 0 10 0 0 ❑ 0 4 5 4 0 701 711 739 711 O 13 2862 7 0 18 0 25 28.0 0.0 72.0 0.0 0,1 0.0 0.3 0.0 0.4 5613 1 I ................. BISCA'Y NE BBLVl] Soutf,bound _ NE 50 TERf1 Westbound BISCAYNE BLVp Northbound NE 50 TE r: Shop. Center Driveway Eastbound 'tartTime L t Thru nigh Ped t a App. Total loft Thru Righ ` Pad t s APP• Tatar Left Thru Rlg Fed ; ht s , APP- Total Left Thr Rig Ped u ht s App. Total Int_ Total Hour From 16:00 to 17:d5 - Peak 1 of 1 tersectio 17:00 n Volume Percent High tnt, Volume Peak Factor • 16 19O 3 0 1129 1.a 98.3 0.3 0.0 17:30 1 286 0 0 287 49 0 14 0 77.8 0.0 22,2 0.0 11 0 4 0 15 2 t58 68 0 0.1 95.8 4.1 0,0 0 412 21 0 1657 433 3 0 10 0 13 23.1 0.0 76.9 0.0 0 0 4 O 4 2862 739 0.968 • • • APPENDIX S:6NAL IATA J:\3374 -Kubic Musp\Word doc\2003,09,16KibikMusp.doc • • Traffic Signal Asset ID * *4397 *4777 *2109 KUBIK Site • • • TIMING DATA FOR 4777 US 1 a NE 62 ST PAT OF NSG G Y R XW F WG Y NL Y 1 T 2 46 1 4 1 7 12 7 4 5 3 2 T 10 46 1 4 1 7 12 7 4 5 3 3 T 84 46 1 4 1 7 12 7 4 5 3 4 T 30 41 1 4 1 7 12 7 4 5 3 5 T 14 48 1 4 1 7 12 20 4 10 3 6 T 39 66 1 4 1 7 12 7 4 5 3 7 M 44 61 1 4 1 7 12 7 4 5 3 8 M135 96 1 4 1 7 12 7 4 5 3 10 T 50 31 1 4 1 7 12 7 4 5 3 11 M 77 73 1 4 1 7 12 10 4 10 3 12 M 52 61 1 4 1 7 12 7 4 5 3 13 M 88 73 1 4 1 7 12 10 4 10 3 15 M 64 83 1 4 1 7 12 15 4 10 3 16 M 36 61 1 4 1 7 12 7 4 5 3 19 M140 99 1 4 1 7 12 9 4 10 3 22 T 50 31 1 4 1 7 12 7 4 5 3 24 T 50 31 1 4 1 7 12 7 4 5 3 (SEC: 36 TYPE: SA) S Y M CYC 8 90AVERAGE 8 90PRE AM PEAK 8 90P0ST PM PEAK 8 85MID-DAY PEAK 8 110PM PEAK 8 110AM PEAK 105PM PEAK 140AM PEAK/ I-9 8 75NITE I25AVERAGE RR D 8 105EVACUATION 125PUST PM PEAK 140PM PEAK RR D 8 105F3 TESTING 8 150AM PEAK TEST 6 75LATE NIGHT 1 7 75RECALL TEST TIMING DATA FOR 2109 US 1 & NE 61 ST (SEC: 36 TYPE: SA) PAT OF NSG G Y R XW F EG Y R WG Y R SL Y S Y M CYC 1 T 17 24 1 4 1 7 13 10 4 1 10 4 1 7 3 8 90AVERAGE 2 T 10 27 1 4 1 7 13 10 4 1 7 4 1 7 3 8 90PRE Al PEAK 3 T 3 27 1 4 1 7 13 10 4 1 7 4 1 7 3 8 90PO3T PM PEAK 4 T 30 20 1 4 1 7 13 12 4 1 7 4 1 7 3 8 85MID-DAY PEAK 5 T 15 47 1 4 1 7 13 10 4 1 7 4 1 7 3 8 110PM PEAK 6 T 69 44 1 4 1 7 13 10 4 1 10 4 1 7 3 8 110AM PEAK 7 M 54 42 1 4 1 7 13 10 4 1 7 4 1 7 3 8 105PM PEAK 8 M135 69 1 4 1 7 13 15 4 1 10 4 1 7 3 140AM PEAK/ I--9 10 T 50 19 1 4 1 7 13 7 4 1 9 4 1 5 3 7 79NITE 11 M 77 54 1 4 1 7 13 15 4 1 10 4 1 7 3 125AVE A GE RR D 12 M 52 39 1 4 1 7 13 10 4 1 10 4 1 7 3 105EVACUATION 13 M 88 54 1 4 1 7 13 15 4 1 10 4 1 7 3' 125POST PM PEAK 15 M 64 64 1 4 1 7 13 20 4 1 10 4 1 7 3 140PM PEAK RR D 16 M 36 39 1 4 1 7 13 10 4 1 10 4 1 7 3 105FB TESTING 19 M140 84 1 4 1 7 13 10 4 1 10 4 1 7 3 8 150AM PEAK TEST 22 T 50 19 1 4 1 7 13 7 4 1 7 4 1 5 3 6 77LATE NIGHT 1 24 T 50 26 1 4 1 7 13 10 4 1 7 4 1 7 3 7 B9RECALL TEST MIN: 16 13 7 7 5 • • • TIMING DATA PAT OF NSG 1 T 31 43 2 T 73 45 3 T 19 43 4 T 57 37 5 T 44 60 6 T104 63 7 M103 54 8 M 64 89 10 T 23 29 11 M 27 56 12 M 81 54 13 M 21 56 15 M137 67 16 M 85 54 19 M 43 99 22 T 23 29 24 T 23 49 MIN: 17 • • FOR 2103 US 1 & NE 54 ST (SEC: G Y RNL Y REW F G Y R 1 4 1 7 4 1 7 16 1 4 1 1 4 1 5 4 1 7 16 1 4 1 1 4 1 7 4 1 7 16 1 4 1 1 4 1 8 4 1 7 16 1 4 1 1 4 1 10 4 1 7 16 1 4 1 1 4 1 7 4 1 7 16 1 4 1 1 4 1 11 4 1 7 16 1 4 1 1 4 1 11 4 1 7 16 1 4 1 1 4 1 6 4 1 7 16 1 4 1 1 4 1 16 4 1 7 16 14 4 1 1 4 1 11 4 1 7 16 1 4 1 1 4 1 16 4 1 7 16 14 4 1 1 4 1 21 4 1 7 16 13 4 1 1 4 1 11 4 1 7 16 1 4 1 5 4 1 7 4 1 7 16 1 4 1 1 4 1 6 4 1 7 16 1 4 1 1 4 1 6 4 1 7 16 1 4 1 5 16 1 36 TYPE: S Y NA) M CYC 90AVERAGE 90PRE AM PEAK 90PO5T PM PEAK 85MID--DAY PEAK 110PM PEAK 1IOAM PEAK 105PM PEAK 140AM PEAK/ I--9 75NITE 125AVERAGE RR D 105EVACUATION 125POST PM PEAK 140PM PEAK RR D 105FB TESTING 150AM PEAK TEST 75LATE NIGHT 1 7 95RECALL TEST • TIMING DATA FOR 4397 US 1 & NE 50 TERR PAT OF NSGGYRWEGYR 1 T 38 55 1 4 1 7 15 1 4 2 2 T 9 55 1 4 1 7 15 1 4 2 3 T 83 55 1 4 1 7 15 1 4 2 4 T 17 50 1 4 1 7 15 1 4 2 5 T 12 75 1 4 1 7 15 1 4 2 6 T 12 75 1 4 1 7 15 1 4 2 7 M 79 70 1 4 1 7 15 1 4 2 8 M 78 99 1 4 1 7 15 7 4 2 10 T 36 40 1 4 1 7 15 1 4 2 11 M 27 80 1 4 1 7 15 11 4 2 12 M 53 70 1 4 1 7 15 1 4 2 13 M 24 80 1 4 1 7 15 11 4 2 15 M 86 95 1 4 1 7 15 11 4 2 16 M 43 70 1 4 1 7 15 1 4 2 19 MI22 99 17 4 I 7 15 I 4 2 22 T 30 40 1 4 1 7 15 1 4 2 24 T 30 40 1 4 1 7 15 6 4 2 MIN: 25 15 1 • • (SEC: 36 TYPE: S Y SA) M CYC 90AVERAGE 90PRE AM PEAK 90POST PM PEAK 85MID-DAY PEAK 110PM PEAK 110AM PEAK 105PM PEAK 140AM PEAK! 1-9 75NITE 125AVERAGE RR D 105EVACUATION 125POST PM PEAK 140PM PEAK RR D 105FB TESTING 150AM PEAK TEST 6 75LATE NIGHT 1 7 8 ORECALL TEST • • • TIMING DATA FOR 2105 FEDERAL HWY & PAT OF EWW F Y NL Y NSG Y WL Y 1 T 85 15 16 4 12 3 24 4 9 3 2 T 42 15 16 4 12 3 24 4 9 3 3 T 73 15 16 4 12 3 24 4 9 3 4 T 25 11 16 4 12 3 22 4 10 3 5 T 70 16 16 4 12 3 42 4 10 3 6 T 70 16 16 4 12 3 42 4 10 3 7 M 52 29 16 4 12 3 24 4 10 3 8 M 72 59 16 4 12 3 29 4 10 3 10 T 68 12 16 4 6 3 17 4 10 3 11 M 85 15 16 4 12 3 24 4 9 3 12 M 52 29 16 4 12 3 24 4 10 3 13 M 73 15 16 4 12 3 24 4 9 3 15 M 52 29 16 4 12 3 24 4 10 3 16 M 52 29 16 4 12 3 24 4 10 3 19 M 70 67 16 4 13 3 30 4 10 3 22 T 68 12 16 4 6 3 17 4 10 3 24 T 68 12 16 4 6 3 17 4 10 3 MIN: 11 16 5 10 5 NE 54 ST (SEC: 36 TYPE: S Y NA) M CYO 90AVERAGE 90PRE AM PEAK 90P05T PM PEAK 85MID-DAY PEAK 110PM PEAK 11OAM PEAK 105PM PEAK 140AM PEAK/ I-9 75NITE 7 90AVERAGE RR D 105EVACUATICN 7 90POST PM PEAK 7 105PM PEAK RR D 105FB TESTING 150AM PEAK TEST 75LATE NIGHT 1 75RECn,LL TEST • • APPENDIX C TRIP GENERATION and DISTRIBUTION J=13374 •Kubic Musp\Word doc\2003,09,1 SKibikMusp-doc • • • Site Project Trip Generation Analysis Land Use (LU) Units ITE LU CODE PM PEAK HOUR TRIPS ITE TRIP GENERATION RATE IN OUT TOTAL % Trips 0/0 Trips TRIPS High -Rise Residential General Office Specialty Retail s 286 D.U. 28,490 SF 17,306 SF 231 710 1314 0.83 1,49 2.59 57% 17% 43% 134 7 19 43% 83% 57% 103 35 26 237 42 45 Gross Vehicle Trips 50% 161 50% 164 325 Vehicle Occupancy Adjustment�,a? 16,0% Of Gross Trips 50% 26 50% 26 52 Transit Trip Reduction © 14.1 % Of Gross Trips 50% 23 50% 23 46 Pedestrian/Bic cle Tri • Reduction • 15.0% Of Gross Tri. s 50% 24 50% 25 49 Net Vehicle Tri+s 50% 88 50% 90 178 :i:r Net Person Trips in Vehicles @ 1,40 Persons/ Vehicle r' , WM.250 Net Person Trips in Transit © 1.40 Persons/ Vehicle r' • 32 155314 64 Net Person Tri •s Vehicle and Transit Modes ' , Net Person Trips (Walking/Bicycling) © 1.40 Persons/ Vehicle 50% 34 50% 34 68 NOTES: A 16% OCCUPANCY ADJUSTMENT IS BASED ON MIAMI'S 1.4 VERSUS ITE`S 1.2 PERSNEH. TRANSIT TRIP REDUCTION BASED ON PROJECTED MODAL SPLITS USED IN THE ORIGINAL DOWNTOWN DRI. PEDESTRIAN AND BICYCLE REDUCTIONS WERE BASED ON THE DOWNTOWN CHARACTERISTICS. (ABOVE METHODOLOGIES ARE CONSISTENT WITH THE DOWNTOWN MIAMI DRI-INCREMENT II) • • • Kt7BIK at Morningside Summary of Trip Generation Calculation For 286 Dwelling Units of Low -Rise Residential Condo / Townhouse September 10, 2003 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 0.00 0.00 1.00 0 7-9 AM Peak Hour Enter 0.17 0.00 1.00 49 7-9 AM Peak Hour Exit 0.50 0.00 1.00 143 7-9 AM Peak Hour Total 0.66 0.82 1.00 189 4-6 PM Peak Hour Enter 0.47 0.00 1.00 134 4-6 PM Peak Hour Exit 0.36 0.00 1.00 103 4-6 PM Peak Hour Total 0.83 0.95 1.00 237 AM Pk Hr, Generator, Enter 0.09 0.00 1.00 26 AM Pk Hr, Generator, Exit 0.42 0.00 1.00 120 AM Pk Hr, Generator, Total 0.51 0.74 1.00 146 PM Pk Hr, Generator, Enter 0.28 0.00 1.00 80 PM Pk Hr, Generator, Exit 0.26 0.00 1.00 74 PM Pk Hr, Generator, Total 0.54 0.75 1.00 154 Saturday 2-Way Volume 0.00 0.00 1.00 0 Saturday Peak Hour Enter 0.00 0.00 1.00 0 Saturday Peak Hour Exit 0.00 0.00 1.00 0 Saturday Peak Hour Total 0.00 0.00 1.00 0 Sunday 2-Way Volume 0.00 0.00 1.00 0 Sunday Peak Hour Enter 0.00 0.00 1.00 0 Sunday Peak Hour Exit 0.00 0.00 1.00 0 Sunday Peak Hour Total 0.00 0.00 1.00 0 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS • • • KUBIK at Morningside Summary of Trip Generation Calculation For 28.490 Th.Gr.Sq.Ft. of General Office Building September 10, 2003 t t0 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 11.01 6.13 1.00 314 7-9 AM Peak Hour Enter 1.37 0.00 1.00 39 7-9 AM Peak Hour Exit 0.19 0.00 1.00 5 7-9 AM Peak Hour Total 1.56 1.40 1.00 44 4-6 PM Peak Hour Enter 0.25 0.00 1.00 7 4-6 PM Peak Hour Exit 1.24 0.00 1.00 35 4-6 PM Peak Hour Total 1.49 1.37 1.00 42 AM Pk Hr, Generator, Enter 1.37 0.00 1.00 39 AM Pk Hr, Generator, Exit 0.19 0.00 1.00 5 AM Pk Hr, Generator, Total 1.56 1.40 1.00 44 PM Pk Hr, Generator, Enter 0.25 0.00 1.00 7 PM Pk Hr, Generator, Exit 1.24 0.00 1.00 35 PM Pk Hr, Generator, Total 1.49 1.37 1.00 42 Saturday 2-Way Volume 2.37 2.08 1.00 68 Saturday Peak Hour Enter 0.22 0.00 1.00 6 Saturday Peak Hour Exit 0.19 0.00 1.00 5 Saturday Peak Hour Total 0.41 0.68 1.00 12 Sunday 2-Way Volume 0.98 1.29 1.00 28 Sunday Peak Hour Enter 0.08 0.00 1.00 2 Sunday Peak Hour Exit 0.06 0.00 1.00 2 Sunday Peak Hour Total 0.14 0.38 1.00 4 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS • • KUBIK at Morningside Summary of Trip Generation Calculation For 17.306 T.G.L.A. of Specialty Retail September 10, 2003 4/ 83/ renter Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 40.67 13.70 1.00 704 7-9 AM Peak Hour Enter 0,00 0.00 1.00 0 7-9 AM Peak Hour Exit 0.00 0.00 1.00 0 7-9 AM Peak Hour Total 0.00 0.00 1.00 0 4-6 PM Peak Hour Enter 1.11 0.00 1.00 19 4-6 PM Peak Hour Exit 1.48 0.00 1.00 26 4-6 PM Peak Hour Total 2.59 1.74 1.00 45 AM Pk Hr, Generator, Enter 3.08 0.00 1.00 53 AM Pk Hr, Generator, Exit 3.33 0.00 1.00 58 AM Pk Hr, Generator, Total 6.41 0.00 1.00 111 PM Pk Hr, Generator, Enter 2.81 0.00 1.00 49 PM Pk Hr, Generator, Exit 2.12 0.00 1.00 37 PM Pk Hr, Generator, Total 4.93 0.00 1.00 85 Saturday 2-Way Volume 42.04 13.97 1.00 728 Saturday Peak Hour Enter 0.00 0.00 1.00 0 Saturday Peak Hour Exit 0.00 0.00 1.00 0 Saturday Peak Hour Total 0.00 0.00 1.00 0 Sunday 2-Way Volume 20,43 10.27 1.00 354 Sunday Peak Hour Enter 0.00 0.00 1.00 0 Sunday Peak Hour Exit 0.00 0.00 1.00 0 Sunday Peak Hour Total 0.00 0.00 1.00 0 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS • • • Cardinal Distribution KUBIK Project (TAZ 485) PM Peak Hour Person Trips 13.65 5.21 6.66 10.20 14.32 19.88 14.95 15.13 100 Note: Based on MUATS & Year 2025 Plan Update, Technical Report: Directional TO Distribution Year 1999 Model Validation and 2005-2025 Cost Affordable Plan, Date: December 31, 2001 obtained from Miami Dade MPO, Kubik Project TAZ 433 52 86 -. Note: The subject site is in TAZ 1477 as depicted above. However, that TAZ has zero directional distribution_ Therefore, TAZ data from 485 was utilized. 400 Site - '� -7` 1477 -. 1 • • Miami -Dade 1999 Validation Distribution Report DIRECTIONAL DISTRIBUTION SUMMARY ORIGIN ( CARDINAL DIRECTIONS 1 TOTAL 1 ZONE NNE ENE ESE SSE SSW WSW WNW NNW 481 TRIPS 1389 679 1451 602 1460 1875 1521 1367 10344 PERCENT 13.43 6.56 14.03 5.82 14.11 18.13 14.70 13.22 482 TRIPS 322 168 264 300 382 446 354 286 2522 PERCENT 12.77 6.66 10.47 11.90 15.15 17.68 14.04 11.34 483 TRIPS 320 126 162 368 389 464 299 315 2443 PERCENT 13.10 5.16 6.63 15.06 15.92 18.99 12'.24 12.89 484 TRIPS 368 128 135 341 457 533 361 339 2662 PERCENT 13.82 4.81 5.07 12.81 17.17 20.02 13.56 12.73 485 TRIPS 451 172 220 337 473 657 494 500 3344 PERCENT 13.65 5.21 6.66 10.20 14.32 19.88 14.95 15.13 486 TRIPS 319 96 101 205 387 487 335 359 PERCENT 13.94 4.19 4.41 8.96 16.91 21.28 14.64 15.68 2289 457 TRIPS 1941 640 896 1525 1603 3208 2096 2020 13929 PERCENT 13.93 4.59 5.43 10.95 11.51 23.03 15.05 14.50 488 TRIPS 350 139 366 183 304 449 401 421 2613 PERCENT 13.39 5.32 14.01 7.00 11.63 17.18 15.35 16.11 489 TRIPS 113 52 146 69 84 150 148 154 916 PERCENT 12.34 5.68 15.94 7.53 9.17 16.38 16.16 16.81 490 TRIPS 53 31 81 67 41 81 108 82 544 PERCENT 9.74 5.70 14.89 12.32 7.54 14.89 19.85 15.47 491 TRIPS 220 85 115 164 170 396 317 257 1724 PERCENT 12.76 4.93 6.67 9.51 9.86 22.97 18.39 14.91 492 TRIPS 40 10 23 44 43 74 50 32 316 PERCENT 12.66 3.16 7.28 13.92 13.61 23.42 15.82 10.13 493 TRIPS 232 99 134 230 244 462 357 291 2049 PERCENT 11.32 4.83 6.54 11.22 11.91 22.55 17.42 14.20 494 TRIPS 242 72 111 285 214 417 332 285 1954 PERCENT 12.38 3.68 5.68 14.59 10.75 21.34 16.99 14.59 495 TRIPS 615 183 262 529 569 951 605 606 4320 PERCENT 14.24 4.24 6.06 12.25 13.17 22.01 14.00 14.03 - 35- 12/31/01 • • • Miami -Dade 1999 Validation Distribution Report DIRECTIONAL DISTRIBUTION SUMMARY ORIGIN ( CARDINAL DIRECTIONS ! TOTAL f ZONE NNE ENE ESE SSE SSW WSW WNW NNW 1471 TRIPS 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1472 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1473 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1474 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1475 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1476 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1477 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1478 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1479 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1480 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1481 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1482 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1483 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1484 TRIPS 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1485 TRIPS 0 0 0 0 0 0 0 0 0 PERCENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 [01. 12/31/01 • • • APPENDIX D ADJUSTMENTS J:\3374 -Kubic Musp\Word doc\2003,09,76KibikMusp.doc • INTERSECTION APPROACH VOLUMES INTERSECTIO N NO INTERSECTION NAME APPROACH MOVEMENT PM PEAK HR COUNT PEAK SEASONAL ADJUSTMENT BACKGROUND GROWTI-I RATE 2% No. of Years 3 Committed Developments Net Traffic w/o Project w! Committed Site Traffic Assignment ( )_ Site Traffic IVPH) Site Traffic in Person- Trips (Veh) Site Traffic Irr Person- Trips (Transit) Totai Traffic (VPH) Total Traffic in Person - Trips {Veh) 1 2 3 4 5 6 7 6 0 iR 11 1 BISCAYNE BLVD / NE 62 ST NORTHBOUND NBL 80 82 87 0 87 15 13 19 11 100 134 N8T 1799 1835 1947 1947 f9 17 23 1964 2743 NBR 12 12 13 13 13 18 TOTAL 1891 1929 2047 0 2047 34 30 42 11 2077 2896 SOUTHSOUND SBL A 4 4 4 6 4 6 SBT 1145 1168 1239 1239 19 17 24 1256 1752 S8R 100 102 108 108 108 152 TOTAL 1249 1274 1352 0 1352 19 17 24 6 1369 1910 EASTBOUND EBL 0 0 0 0 0 0 0 EBT 0 0 0 1 0 0 0 EBR 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 WESTBOUND WBL 9 9 10 10 0 10 14 W0T 3 3 3 3 3 5 15 WBR 10 10 11 24 11 TOTAL 22 22 24 0 37 0 0 0 0 24 33 TOTAL 3162 3225 3423 0 3436 53 47 66 17 3470 4839 2 BISCAYNE BLVD.! NE 61 ST NORTHBOUND NBL 0 0 0 0 11 0 0 NBT 1681 1715 1820 1820 34 30 42 1850 2577 NBR 6 6 6 6 6 9 TOTAL 1687 1721 1826 0 1826 34 30 42 11 1866 2586 SOUTHBCDUND SBL 9 9 10 10 6 10 14 SST 1144 1167 1238 1238 19 17 24 1255 1751 SBR 0 0 0 0 0 0 TOTAL 1163 1176 1248 0 1248 19 17 24 6 1265 1764 EASTBOUND EBL 141 144 153 153 5 153 214 EBT 13 13 14 14 14 20 EBR 76 78 82 82 15 13 19 96 129 TOTAL 230 235 249 0 249 15 13 19 5 262 362 WESTBOUND WBL 10 10 11 11 0 11 15 WBT 0 0 0 0 0 0 WBR 32 33 35 35 35 48 TOTAL 42 43 45 0 46 1 0 0 0 0 45 64 TOTAL 3112 3114 3369 0 3369 68 61 85 22 3429 4777 BISCAYNE BLVD. / NE 54 57 NORTHBOUND NBL 117 119 127 127 7 127 177 NBT 1428 1457 1546 1546 22 20 28 1566 2184 NBR 0 0 0 0 0 0 TOTAL 1545 1576 1672 0 1672 22 20 28 7 1692 2361 SOUTHBOUND SOL 0 0 0 0 18 0 0 SBT 947 966 1025 1025 22 19 27 1444 1455 SBR 162 165 175 175 36 32 44 207 277 TOTAL 1109 , 1131 1200 0 1200 68 61 72 18 1252 1732 EASTBOUND EBL 258 263 279 279 36 32 45 11 312 423 EBT 0 0 0 0 0 0 EBR 76 78 82 82 62 115 TOTAL 334 341 362 0 362 36 32 46 11 394 639 WESTBOUND WBL 0 9 0 0 0 0 0 WBT 0 0 0 0 WBR 0 0 0 Q 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 TOTAL 2988 3048 3234 0 3234 116 103 145 37 3338 4631 • INTERSECTION APPACH VOLUMES • INTERSECTION NO. INTERSECTION NAME MOVEMENT PM PEAK HR COUNT PEAK SEASONAL ADJUSTMENT BACKGROUND GROWTH RATE 2% No. of Years 3 Committed Development 'A' Nel Traffic w/o Project wl Committed Site Traffic Assignment OM Site Traffic (VPH) Site Traffic in Person- Trips (Veh} Site Traffic in Person- Trips (Transit) Total Traffic (VPH) Total Traffic in Person - Trips (Veh) { 2 4 1 9 9 #Q €Q fl 12 BISCAYNE BLVD / NE 50 TERR NORTHBOUND NSL 2 2 2 2 5 2 3 Nat'1587 1619 1718 1718 17 15 21 1733 2420 NOR 68 69 74 74 74 103 TOTAL 1667 1690 1794 0 1794 17 16 21 6 1809 2626 SOUTHdOUNO SSL 16 16 17 17 7 17 24 S87 1110 1132 1201 1201 17 15 21 1217 1697 SBR 3 3 3 3 3 4 6 8 9 TOTAL 1129 1162 1222 0 1222 22 19 27 7 1241 1730 EASTBOUND EBL 3 3 3 3 5 4 6 2 8 9 EBT 0 0 0 0 0 0 EBR 10 10 11 11 11 15 TOTAL 13 13 14 0 14 6 4 6 2 19 24 WESTBOUND WBL 49 50 53 53 0 53 74 WBT 0 0 0 0 0 0 WBR 14 14 15 15 15 21 TOTAL 63 64 68 0 68 0 0 0 0 68 96 TOTAL 2882 2919 3098 0 3098 44 39 55 14 3137 4378 5 FED HWY / NE 54 ST NORTHBOUND NB L 167 170 181 181 9 181 253 NBT 444 453 481 481 481 673 N8R 158 161 171 171 29 28 36 197 265 TOTAL 769 784 832 0 832 29 26 36 9 868 1191 SOUTHBOUND SBL 21 21 23 23 0 23 32 SOT 82 84 89 89 89 124 SBL, 23 23 25 25 25 35 TOTAL 126 129 136 0 136 0 0 0 0 136 191 EASTBOUND EBL 70 71 76 76 2 76 106 EBT 157 160 170 170 7 B 9 176 244 EBR 98 100 106 106 106 149 TOTAL 326 332 352 0 362 7 6 9 2 368 499 WESTBOUND WBL 4 4 4 4 29 26 37 11 30 32 WBT 158 161 171 171 7 6 9 177 246 WBR 1 1 1 1 1 2 TOTAL 163 166 176 0 176 36 32 46 11 209 279 TOTAL 1383 1411 1497 0 1497 72 64 90 23 1581 2180 Notes 1 TMC data provided from Marlin Engineering 2 Week 37 seasonal factor of 1.02 for category 8700 Miami -Dade North obtained from FDOT's F7t2002 3 Project is expected to have a build -out in 3 years. 4 Cesar Oil Biscayne is the only committed development However, no traffic data is yet available. 5 These volumes were utilized as the base (existing) condition.• 6 -Percentage of traffic assignment from Traffic Assignment Figures. 7 Site traffic assigned to the movement. 8 Site irifflG convened to Person -Trips by multiplying by 1.4 9 Site traffic assigned to the transit corridor. 10 Committed and Site Project traffic used in intersection analysis Print Date: September 12, 2003 Florida Department of Transportation Transportation Statistics Office Historical AADT Report County: 87 - DADE Ste 5060 SR 5/US-1, 200' S NE 53 ST • • Year AADT Direction 1 Direction I 2002 C 40,500 N 18.500 S 22,000 2001 C 40,500 N 18,500 S 22,000 2000 C 39,000 N 18,000 S 21,000 1999 C 39,500 N 18,500 S 21,000 1998 C 37,500 N 18,500 S 19,000 1997 C 34,500 N 16,500 S 18,000 1996 C 28.500 N 13,000 S 15,500 1995 C 28,000 N 13,000 S 15,000 1994 C 35.500 N 16,500 S 19,000 1993 C 36,500 N 18,500 S 18,000 1992 C 34,500 N 17,000 S 17,500 1991 33,902 N 0 S 0 1990 34,183 N 0 S 0 1989 41,483 N 0 S 0 1988 32.900 N 0 S 0 1987 34,286 N 0 S 0 1985 34,068 N 0 S 0 1976 32,671 N 0 S 0 AADT Flags: C = Computed; E = Manual Estimate; F = First Year Est; S = Second Year Est; T = Third Year Est; X = Unknown Pane Print Date: Sep/12/2003 •IAMIDADE NORTH f tegory: 8700 • • Florida Department of Transportation Transportation Statistics Office 2002 Peak Season Factor Category Report Week Dates SF PSCF 1 01/01/2002 - 01/05/2002 1.01 1.04 2 01/06/2002 - 01/12/2002 1.01 1.04 3 01/13/2002 - 01/19/2002 1.00 1.03 4 01/20/2002 - 01/26/2002 0.99 1.02 5 01/27/2002 - 02/02/2002 0.99 1.02 6 02/03/2002 - 02/09/2002 0.98 1.01 * 7 02/10/2002 - 02/16/2002 0.97 1.00 * 8 02/17/2002 - 02/23/2002 0.97 1.00 * 9 02/24/2002 - 03/02/2002 0.97 1.00 * 10 03/03/2002 - 03/09/2002 0.96 0.99 * 11 03/10/2002 - 03/16/2002 0.96 0.99 * 12 03/17/2002 - 03/23/2002 0.97 .. 1.00 * 13 03/24/2002 - 03/30/2002 0.97 1.00 * 14 03/31/2002 - 04/06/2002 0.97 1.00 * I5 04/07/2002 - 04/13/2002 0.97 1.00 * 16 04/14/2002 - 04/20/2002 0.98 1.01 * 17 04/21/2002 - 04/27/2002 0.98 1.01 * 18 04/28/2002 - 05/04/2002 0.98 1.01 * 19 05/0512002 - 05/11/2002 0.98 1.01 20 05/12/2002 - 05/ 18/2002 0.98 1.01 21 05/19/2002 - 05/25/2002 0.99 1.02 22 05/26/2002 - 06/01/2002 1.00 1.03 23 06/02/2002 - 06/08/2002 1.01 1.04 24 06/09/2002 - 06/15/2002 1.01 1.04 25 06/16/2002 06/22/2002 1.02 1.05 26 06/23/2002 - 06/29/2002 1.02 1.05 27 06/30/2002 - 07/06/2002 1.02 1.05 28 07/07/2002 - 07/13/2002 1.02 1.05 29 07/14/2002 - 07/20/2002 1.03 1.06 30 07/21/2002 - 07/27/2002 1.02 1.05 31 07/28/2002 - 08/03/2002 1.02 1.05 32 08/04/2002 - 08/10/2002 1.02 1.05 33 08/11./2002 - 08/17/2002 1.01 1.04 34 08/18/2002 - 08/24/2002 1.01 1.04 35 08/25/2002 - 08/31/2002 1.01 1.04 36 09/01/2002 - 09/07/2002 1.02 1.05 37 09/08/2002 - 09/14/2002 1.02 ___ _. 1.05 -J V �' _�_� 09/15/2002 -09/21/2002 1.02 1.05 39 09/22/2002 - 09/28/2002 1.01 1.04 40 09/29/2002 - 10/05/2002 1.01 1.04 41 10/06/2002 - 10/12/2002 1.00 1.03 42 10/13/2002 - 10/19/2002 1.00 1.03 43 10/20/2002 - 10/26/2002 1.00 1.03 44 10/27/2002 - I I/02/2002 1.01 1.04 45 11/03/2002 - 11/09/2002 1.01 1.04 46 11/10/2002 - 11/16/2002 1.02 1.05 47 11/17/2002 - 11/23/2002 1.02 1.05 48 11/24/2002 - 11/30/2002 1.01 1.04 49 12/01/2002 - 12/07/2002 1.01 1.04 50 12/08/2002 - 12/14/2002 1.01 1.04 51 12/15/2002 - 12/21/2002 1.01 1.04 52 12/22/2002 - 12/28/2002 1.01 1.04 53 12/29/2002 -12/31/2002 1.00 1.03 MOCF = 0.97 • • 70000 TRAFFIC TRENDS BISCAYNE BLVD -- SITE 5060 (NE 53 ST) County: Station #: Highway: 60000 - d 50000 m 40000 ro ;, 30000 ca • 20000 a 10000 0 1992 immi Observed Count Fitted Curve ——Log. (Fitted Curve) 1997 2002 2007 2012 Year 2017 2022 **Annual Trend Increase: Trend R•squared: Trend Annual Historic Growth Rate: Trend Growth Rate (2002 to Design Year): Printed: 805 37.7% 2.55% 2.01% 12-Sep-03 Straight Line Growth Option Dade 0 BISCAYNE BLVD Traffic (ADT/AADT) Year Count* Trend** 1992 34500 31800 1993 36500 32600 1994 35500 33500 1995 28000 34300 1996 28500 35100 1997 34500 35900 1998 37500 36700 1999 39500 37500 2000 39000 38300 2001 40500 39100 2002 40500 39900 2003 Opening Year Trend 2003 N/A 40700 2004 Mid -Year Trend 2004 N/A 41500 2005 Design Year Trend 2005 N/A 42300 TRANPLAN Forecasts/Trends *Avi a-Arilaseetsod • • • APPENDIX E SIGNAL 2000 ANALYSIS J:13374 -Kubic Ahusp\Word doc\2003,09,16KibikMusp-doc • KUBIK MUSP PM PEAK EXISTING CONDITION SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary 09/16/03 07:34:25 Intersection Averages for Int # 1 - BISCAYNE BLVD & NE 62 ST Degree of Saturation (v/c) 0.80 Vehicle Delay 21.8 Level of Service C+ Sq 31 1 Phase 1 1 Phase 2 1 Phase 3 LD/** /I\ 1 1 North 1 G/C=0.048 1 G/C=0.590 1 G/C=0.248 G= 5.0" 1 G= 62.0" 1 G= 26.0" Y+R= 3.0" l Y+R= 5.0" 1 Y+R= 4.0" OFF= 0.0% 1 OFF = 7.6% 1 OFF=71 .4% C=105 sec G= 93.0 sec = 88.6% Y=12.0 sec = 11.4% Ped= 0.0 sec = 0.0% 410 1 Lane (Width/1 g/C 1 Service Rate' Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E IVolumel v/c 1 Delay 1 S 'Model. 11 • N Approach 16.6 B IRT+TH 1 24/2 10.450 10.590 1 2009 1 2065 1 1411 10.683 1 16.6 1 B 1 708 ft1 I LT 1 12/1 10.192 10.590 1 47 1 62 1 4 10.056 1 9.4 1 A 1 3 ft1 S Approach 25.2 C+ IRT+TH 1 24/2 10.595 10.667 1 2348 1 2357 1 2052 10.871 1 18.7 1 B 11367 ft1 1 LT 1 12/1 10.209 10.048 1 1 1 63 1 91 11.083 1 172.7 1 F 1 198 ft1 E Approach 30.0 C RT 1 12/1 10.187 10.248 1 198 I 386 1 11 10.028 1 30.0 1 C 1 12 ftl TH+LT1 12/1 10.187 10.248 1 227 1 441 1 13 10.029 1 30.0 1 C 1 14 ftl • KUBIK MUSP PM PEAK EXISTING CONDITION SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary 09/16/03 07:57:29 Intersection Averages for Int # 2 -- BISCAYNE BLVD & NE 61 ST Degree of Saturation (v/c) 1.01 Vehicle Delay 108.9 Level of Service F Sq 27 1 Phase 1 1 Phase 2 1 Phase 3 1 Phase 4 **/LG /1\ North + + v + + + + G/C=0.067 1 G/C=0.410 G= 7.0" 1 G= 43.0" Y+R= 3.0" 1 Y+R= 5.0" OFF= 0.0% I OFF= 9.5% G/C=0.286 G= 30.0" Y+R= 5.0" OFF=55.2% G/C=0.067 G= 7.0" Y+R= 5.0" OFF=88.6% C=105 sec G= 87.0 sec = 82.9% Y=I8.0 sec = 17.1% Ped= 0.0 sec = 0.0% iI Lane IWidth/1 g/C 1 Service Ratel Adj 1 1 RCM I L 1 Queue 1 1 Group I Lanes] Regd Used I @C (vph) @E IVolumel v/c I Delay 1 S Model 11 • N Approach 23.1 C+ TH 124/2 10.421 10.505 1 1670 11786 1 1297 10.726 1 22.9 1 0+1 743 ft1 LT 1 12/1 10.186 10.067 1 1 I 95 1 10 10.085 I 46.3 I D 1 13 ftl S Approach 180.1 F IRT+TH 124/2 10.562 10.410 1 1244 1 1449 11913 11.320 1180.1 1 F 12579 ftl E Approach 38.6 D+ I RT 1 12/1 10.195 10.181 I I LT 112/1 10.187 10.067 1 1 1 271 1 1 1 95 1 37 10.129 1 36.3 1 D+I 43 ftl 11 10.093 1 46.4 1 D 1 15 ftl W Approach 29.3 C IRT+TH+LTI 24/2 10.220 10.286 1 625 1 932 1 261 10.280 1 29.3 1 C 1 146 ftI • KUBIK MUSP PM PEAK EXISTING CONDITION SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary 09/16/03 08:13:26 Intersection Averages for Int # 3 - BISCAYNE BLVD & NE 54 ST Degree of Saturation (v/c) 0.61 Vehicle Delay 16.2 Level of Service 8 Sq 31 ; Phase 1 ( Phase 2 I Phase 3 LG/** /I\ 1 1 North 1 A + + A <+ + ++++ + + v + + ++++ v G/C=0.524 1 G/C=0.105 1 G/C=0.229 G= 55.0" 1 G= 11.0" 1 G= 24.0" Y+R= 5.0" 1 Y+R= 5.0" I Y+R= 5.0" OFF= 0.0% i OFF=57.1% l OFF=72.4% C=105 sec G= 90.0 sec = 85.7% Y=15.0 sec = 14.3% Ped= 0.0 sec = 0.0% •1 Lane ;Width/1 g/C I Service Ratel Adj 1 I HCM I L I Queue I I Group I Lanes[ Reqd Used I @C (vph) @E [Volume! v/c 1 Delay I S 'Model 11 • N Approach 16.1 B I RT 112/1 10.26B 10.800 11264 1 1267 I 183 10.144 I 2.6 I A I 69 ft1 1 TH 124/2 10.374 10.524 1 1753 1 1854 11073 10.579 I 18.4 I B 1518 ftl S Approach 13.0 8+ TB+LTI 24/2 10.525 10.676 12381 12384 11751 10.734 I 13.0 1 8+1 860 ftl W Approach . 31.5 C I RT 112/1 10.211 10.381 1 469 I 603 1 87 10.144 I 21.4 I C+I 78 ftl I LT 124/2 10.223 10.229 I 336 I 785 I 292 10.372 1 34.4 I C 1174 ftl • KUBIK MUSP PM PEAK EXISTING CONDITION SIGNAL2000/TEAPAC[Ver 1.01 Intersection Averages for Degree of Saturation 09/16/03 08:25:14 .O0) - Capacity Analysis Summary Int # 4 - BISCAYNE BLVD & NE 50 TERR (v/c) 0.67 Vehicle Delay 12.9 Level of Service 8+ Sq 11 I Phase 1 1 Phase 2 1 LG/** /1\ North 1 n ( G/C=0.676 I G/C=0.219 I G- 71.0" I G= 23.0" Y+R= 5.0" 1 Y+R= 6.0" 1 OFF= 0.0% I OFF=72.4% C=105 sec G= 94.0 sec = 89.5% Y=11.0 sec = 10.5% Ped= 0.0 sec = 0.0% ID1 Lane 1Width/1 g/C 1 Service Rate! Adj 1 1 HCM I L I Queue 1 1 Group 1 Lanesl Reqd Used I @C (vph) @E !Volume! v/c 1 Delay 1 S IModel 11 N Approach 9.4 A TH 1 24/2 10.413 10.676 1 2390 12393 1 1258 10.526 1 9.4 1 A 1 460 ft1 LT 1 12/1 10.232 10.676 1 51 1 65 1 18 10.247 1 8.4 1 A I 12 ft1 S Approach 14.5 B+ IRT+TH 124/2 10.556 10.676 1 2374 1 2378 1 1876 10.789 1 14.5 1 B-41026 ft1 E Approach 33.6 c 1RT+TH+LTI 12/1 10.204 10.219 1 125 1 372 1 72 10.189 1 33.6 1 C 1 81 ft1 • KUBIK MUSP PM PEAK EXISTING CONDITION SIGNAL2000/TEAPAC(Ver 1.01.00] - Capacity Analysis Summary 09/16/03 08:35:20 Intersection Averages for Int # 5 - FEDERAL HWY & 54 ST Degree of Saturation (v/c) 0.45 Vehicle Delay 32.3 Level of Service C Sq 32 1 Phase 1 1 Phase 2 1 Phase 3 1 Phase 4 LD/** /1\ 1 North A <+++> ++++ + + + v + + + G/C=0.114 G= 12.0" Y+R= 3.0" OFF= 0.0% G/C=0.229 1 G/C=0.095 G= 24.0" 1 G= 10.0" Y+R= 4.0" 1 Y+R= 3.0" OFF=14.3% 1 OFF=41.0% G/C=0.429 G= 45.0" Y+R= 4 .0:" OFF=53.3% C=105 sec G= 91.0 sec = 86.7% Y=14.0 sec = 13.3% Ped= 0.0 sec = 0.0% 411/ 1 Lane 1width/1 g/C 1 Service Rate' Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes! Reqd Used 1 @C (vph) @E 'Volume! v/c 1 Delay 1 S 'Model 11 N Approach 34.8 C 1RT+TH 1 12/1 10.231 10.229 1 1 LT 1 12/1 10.205 10.229 1 114 1 404 1 119 10.289 1 35.2 1 D+1 140 ftl 48 1 131 1 23 10.155 1 32.9 1 C 1 26 ftl S Approach 43.2 D+ RT 1 12/1 10.266 10.505 1 692 1 799 1 179 10.224 1 15.2 1 B 1 144 ftl TH 1 12/1 10.371 10.371 1 504 1 692 1 503 10.727 1 35.0 1 C 1 579 ft1 LT 1 12/1 10.237 10.114 1 •1 1 179 1 189 10.936 1 91.5 1 F 1 314 ft1 E Approach 11.1 8+ 1 RT 1 12/1 10.184 10.552 1 799 1 875 1 1 10.001 1 10.5 1 8+1 1 ftl ' TH+LT1 24/2 10.207 10.552 1 1879 1 1953 1 183 10.094 1 11.1 1 8+1 63 ft' W Approach 16.2 B I RT 1 12/1 10.219 10.581 1 853 1 920 1 111 10.121 1 10.0 1 A 1 70 ftl 1---LT--_1-12/1�10.219 10.429 1 6-407 1-508T1�-1789 106-1--18.5_1_B 1-167-ftl 1 LT 1 12/1 '0.219-10.429T1� 407-'- 508 1 79 10.156 1 18.5 1 B 1 67 ft1 • • • KUBIK MUSP PM PEAK W/ COMMITTED W/O PROJECT SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary 09/16/03 08:40:18 Intersection Averages for Int # 1 - BISCAYNE BLVD & NE 62 ST Degree of Saturation (v/c) 0.84 Vehicle Delay 25.2 Level of Service C+ Sq 31 1 Phase 1 1 Phase 2 l Phase 3 LD/** /1\ 1 1 North 1 G/C=0.048 1 G/C=0.590 1 G/C=0.248 G= 5.0" 1 G= 62.0" 1 G= 26.0" 1 Y+R= 3.0" 1 Y+R= 5.0" 1 Y+R= 4.0" 1 OFF= 0.0% I OFF= 7-6% 1 OFF=71.4% C=105 sec G= 93.0 sec = 88.6% Y=12.0 sec = 11.4% Ped= 0.0 sec = 0.0% 1 Lane 1Width/1 g/C 1 Service Ratel Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes! Reqd Used 1 @C (vph) @E 1Voluznel v/c 1 Delay 1 S (Model 11 N Approach 17.6 B IRT+TH 1 24/2 10.470 10.590 1 2009 1 2065 1 1497 10.725 1 17.7 1 B 1 796 ftl LT 1 12/1 10.192 10.590 1 47 1 62 1 4 10.056 1 9.4 1 A 1 3 ftl S Approach 30.1 C IRT+TH 1 24/2 10.625 10.667 1 2348 1 2357 1 2177 10.924 1 22.8 1 C+11672 ft1 1 LT 1 12/1 10.211 10.048 1 1 1 63 1 97 11.155 1 195.9 1 F 1 229 ftl E Approach 30.2 C 1 RT 1 12/1 10.192 10.248 1 198 1 386 1 27 10.069 1 30.3 1 C 1 29 ftl 1 TH+LTI 12/1 10.187 10.248 1 227 1 441 1 14 10.032 1 30.0 1 C 1 15 ftl • KUBIK MUSP PM PEAK W/ COMMITTED W/0 PROJECT 09/16/03 09:43:02 SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary Intersection Averages for Int # 2 - BISCAYNE BLVD & NE 61 ST Degree of Saturation (v/c) 1.07 Vehicle Delay 128.5 Level of Service F Sq 27 1 Phase 1 1 Phase 2 I Phase 3 Phase 4 **/LG /11 North + �+- v A G/C=0.067 [ G/C=0.410 1 G/C=0.286 ( G/C=0.067 G= 7.0" 1 G= 43.0" ( G= 30.0" I G= 7.0" Y+R= 3.0" [ Y+R= 5.0" 1 Y+R= 5.0" 1 Y+R= 5.0" OFF= 0.0% 1 OFF= 9.5% 1 OFF=55.2% 1 OFF=88.6% C=105 sec G= 87.0 sec = 82.9% Y=18.0 sec = 17.1% Ped- 0.0 sec = 0.0% • 1 Lane (Width/1 g/C 1 Service Rate[ Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes! Reqd Used 1 @C (vph) @E !Volume) v/c I Delay 1 S [Model 11 N Approach 24.5 C+ I TH 124/2 10.438 10.505 1 1670 1 1786 1 1376 10.770 1 24.3 1 C+1 835 ftl 1 LT 1 12/1 [0.187 10.067 1 1 1 95 1 11 10.093 1 46.4 1 D 1 15 ft1 S Approach 215.4 IRT+TH 1 24/2 10.590 10.410 1 1244 1 1449 12029 11.400 1 215.4 1 F 12923 ftl E Approach 38.7 D+ 1 RT 1 12/1 10.196 10.181 1 1 1 271 1 39 10.136 1 36.3 1 D+1 46 ft1 1 LT 1 12/1 10.187 10.067 1 1 1 95 1 12 10.102 1 46.4 I D I 16 £t1 W Approach 29.4 C IRT+TH+LTI 24/2 10.223 10.286 1 625 1 933 1 277 10.297 1 29.4 I C 1 156 ft1 • • • KUBIK MUSP PM PEAK W/ COMMITTED W/0 PROJECT 09/16/03 08:44:45 SIGNAL2000/TEAPAC(Ver 1.01.00) - Capacity Analysis Summary Intersection Averages for Int # 3 - BISCAYNE BLVD & NE 54 ST Degree of Saturation (v/c) 0.64 Vehicle Delay 17.1 Level. of Service B Sq 31 1 Phase 1 1 Phase 2 1 Phase 3 LG/** /E\ 1 North A + + A <+ + ++++ + + v + + + + <+ A ++ ++ + + + + v G/C=0.524 1 G/C=0.105 1 G/C=0.229 G= 55.0" 1 G= 11.0" 1 G= 24.0" Y+R= 5.0" 1 Y+R= 5.0" 1 Y+R= 5.0" OFF= 0.0% 1 OFF=57.1% 1 OFF=72.4% C=105 sec G= 90.0 sec = 85.7% Y=15.0 sec = 14.3% Ped= 0.0 sec = 0.0% 1 Lane 1Width/1 g/C 1 Service Rate' Adj I j HCM 1 L 1 Queue 1 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E IVolumel v/c 1 Delay j S 'Model 11 N Approach 16.7 B RT 1 12/1 10.273 10.800 1 1264 1 1267 1 194 10.153 1 2.6 1 A 1 74 ftl TH 1 24/2 10.388 10.524 11753 11854 11139 10.614 1 19.1 1 B 1 567 ftl S Approach 14.2 8+ 1 TH+LT1 24/2 10.551 10.676 1 2381 l 2384 1 1859 10.780 1 14.2 1 8+1 997 ftl W Approach 31.7 C 1 RT 1 12/1 10.212 10.381 1 469 1 603 1 91 10.151 1 21.5 1 0+1 82 ftl 1 LT 1 24/2 10.225 10.229 1 336 1 785 1 310 10.395 1 34.7 1 C 1 186 ftl KUBIK MUSP • PM PEAK W/ COMMITTED W/O PROJECT SIGNAL2000/TEAPAC[Ver 1.01.00] - Intersection Averages for Int # Degree of Saturation (v/c) Sq 11 I Phase 1 1 Phase 2 1 LG/** /1\ North 1 n ++++ G/C=0.676 I G/c=0.219 j G= 71.0" G= 23.0" 1 Y+R= 5.0" 1 Y+R= 6.0" 1 OFF= 0.0% I OFF=72.4% 1 09/16/03 08:47:19 Capacity Analysis Summary 4 - BISCAYNE BLVD & NE 50 TERR 0.71 Vehicle Delay 14.2 Level of Service B+ C=105 sec G= 94.0 sec = 89.5% Y=11.0 sec = 10.5% Ped= 0.0 sec = 0.0% Lane 1Width/1 g/C 1 Service Ratel Adj I Group 1 Lanes! Reqd Used I @C (vph) @E 1Volumel I HCM I L I Queue 1 v/c 1 Delay I S IModel 11 N Approach 9.8 A TH 1 24/2 10.429 10.676 1 2390 12393 1 1334 10.557 1 9.8 1 A 1505 ftl LT 1 12/1 10.235 10.676 I 49 I 63 I 19 10.268 I 8.7 1 A 1 12 ftl S Approach 16.4 B IRT+TH 1 24/2 10.583 10.676 12374 1 2378 1 1991 10.837 1 16.4 1 B 11214 ftl E Approach 33.7 C IRT+TH+LTI 12/1 10.205 10.219 1 125 I 372 1 76 10.199 1 33.7 1 C 1 85 ftl KUBIK MUSP PM PEAK W/ COMMITTED W/0 PROJECT SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary 09/16/03 08:49:17 Intersection Averages for Int # 5 - FEDERAL HWY & 54 ST Degree of Saturation (v/c) 0.48 Vehicle Delay 35.2 Level of Service D+ Sq 32 1 Phase 1 I Phase 2 LD/** /I\ 1 North A ‹+ +> ++++ + + + Phase 3 [ Phase 4 A G/C=0.114 1 G/C=0.229 I G= 12.0" 1 G= 24.0" Y+R= 3.0" 1 Y+R= 4.0" OFF= 0.0% 1 OFF=14.3% G/C=0.095 G= 10.0" Y+R= 3.0" OFF=41 . 0 % G/C=0.429 G= 45.0" Y+R= 4.0" OFF=53.3% C=105 sec G= 91.0 sec = 86.7% Y=14.0 sec = 13.3% Ped= 0.0 sec = 0.0% • I Lane !Width/1 g/C I Service Rate' Adj 1 I HCM I L I Queue 1 J Group J Lanes! Reqd Used 1 @C (vph) @E 'Volume! v/c 1 Delay I S !Model 11 N Approach 35.2 D+ IRT+TR 1 12/1 [0.234 10.229 1 114 1 404 1 127 10.308 1 35.5 I D+I 150 ft1 I LT 112/1 10.214 10.229 1 39 1 108 1 26 10.208 1 33.6 1 C 1 30 ftl S Approach 48.2 D 1 RT 1 12/1 10.271 10.505 I 1 TH 1 12/1 10.384 10.371 1 1 LT 1 12/1 10.240 10.114 I 692 I 799 I 190 10.238 I 15.3 1 B 1 153 ftl 504 1 692 1 534 10.772 1 37.2 I D+I 638 ft1 1 1 179 I 201 10.995 1 108.3 I F 1 357 ft1 E Approach 11.1 B+ I RT 1 12/1 10.184 10.552 I 799 1 875 1 1 10.001 1 10.5 1 8+1 1 ftl 1 TH+LT1 24/2 10.208 10.552 1 1879 1 1953 1 194 10.099 1 11.2 1 8+1 67 ftl W Approach 16.3 B 1 RT 1 12/1 10.221 10.581 1 853 1 920 1 118 10.128 1 10.0 1 9+1 74 ftl 1 TH 1 12/1 10.234 10.429 1 673 1 798 1 189 10.237 1 19.2 1 B 1163 ftl 1 LT 1 12/1 10.221 10.429 I 403 I 503 1 84 10.167 1 18.6 1 5 I 72 ftl • KUBIK MUSP PM PEAK COMMITTED & PROJECT SIGNAL2000/TEAPAC[Ver 1.01.00] - Intersection Averages for Int it Degree of Saturation (v/c) 09/16/03 08:52:58 Capacity Analysis Summary 1 - BISCAYNE BLVD & NE 62 ST 0.86 Vehicle Delay 28.1 Level of Service C Sq 31 1 Phase 1 1 Phase 2 1 Phase 3 LD/** /11 North 1 G/C=0.048 1 G/C=0.590 1 G/C=0.248 G= 5.0" 1 G= 62.0" i G= 26.0" Y+R= 3.0" 1 Y+R= 5.0" 1 Y+R= 4.0" OFF= 0.0% i OFF= 7.6% 1 OFF=71.4% C=105 sea G= 93.0 sec = 88.6% Y=12.0 sec = 11.4% Ped= 0.0 sec = 0.0% • 1 Lane IWidth/1 g/C 1 Service Rate] Adj I 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E 'Volume' • I HCM I L 1 Queue 1 v/c 1 Delay 1 S Model 11 N Approach 17.9 B IRT+TH 1 LT 1 24/2 10.474 10.590 1 2009 1 2065 1 1516 10.734 1 17.9 1 B 1 817 ftl 1 12/1 10.192 10.590 1 47 1 62 1 4 10.056 1 9.4 1 A 1 3 ftl S Approach 34.8 C 1RT+TA 1 LT 1 24/2 10.630 10.667 1 2348 1 2357 1 2196 10.932 1 23.6 1 C+11726 ftl 1 12/1 10.214 10.048 1 1 1 63 1 111 11.321 1 256.4 1 F 1 306 ftl E Approach 30.0 C 1 RT 1 12/1 10.187 10.248 1 198 1 386 1 TH+LTI 12/1 10.187 10.248 1 227 1 441 1 12 10.031 1 30.0 1 C 1 13 ftl 14 10.032 1 30.0 I C 1 15 ft1 • • • KUBIK MUSP PM PEAK COMMITTED & PROJECT SIGNAL2000/TEAPAC[Ver 1.01.00] - Intersection Averages for Int # Degree of Saturation (v/c) 09/16/03 08:55:05 Capacity Analysis Summary 2 - BISCAYNE BLVD & NE 61 ST 1.08 Vehicle Delay 134.1 Level. of Service F Sq 27 1 Phase 1 1 Phase 2 1 Phase 3 1 Phase 4 **/LG North + v A G/C=0.067 1 G/C=0.410 G= 7.0" 1 G= 43.0" Y+R= 3.0" 1 Y+R= 5.0" OFF= 0.0% 1 OFF= 9. 5 % G/C=0.286 G= 30.0" Y+R= 5.0" OFF=55.2% G/C=0.067 G= 7.0" Y+R= 5.0" OFF=8 8 . 6 % C=105 sec G= 87.0 sec = 82.9% Y=18.0 sec = 17.1% Ped= 0.0 sec = 0.05k 1 Lane 1Width/1 g/C 1 Service Rate' Adj 1 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E 'Volume' 1 HCM I L 1 Queue 1 v/c 1 Delay 1 S 'Model 11 N Approach 24.9 C+ TH 1 24/2 10.442 10.505 1 1670 1 1786 1 1394 10.781 1 24.7 1 C+1 858 ft1 LT 1 12/1 10.187 10.067 I 1 1 95 1 11 10.093 1 46.4 1 D 1 15 ftj S Approach 225.8 F 1RT+TH 1 24/2 10.598 10.410 1 1244 1 1449 1 2063 11.424 1 225.8 1 F 13025 ftj E Approach 38.7 D+ 1 RT 1 12/1 10.196 10.181 1 1 LT 1 12/1 10.187 10.067 1 1 1 271 1 39 10.136 1 36.3 1 D+1 46 ftl 1 1 95 1 12 10.102 1 46.4 1 D 1 16 ftj W Approach 29.6 C 1RT+TH+LTI 24/2 10.225 10.286 1 623 1 929 1 293 10.315 1 29.6 1 C 1 166 ftl • KUBIK MUSP PM PEAK COMMITTED & PROJECT SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary 09/16/03 08:58:45 Intersection Averages for Int # 3 - BISCAYNE BLVD & NE 54 ST Degree of Saturation (v/c) 0.65 Vehicle Delay 17.4 Level of Service B Sq 31 1 Phase 1 1 .Phase 2 1 Phase 3 LG/** A + + G/C=0.524 1 G/C=0.105 1 G/C=0.229 G= 55.0" ! G= 11.0" 1 G= 24.0" Y+R= 5.0" 1 Y+R= 5.0" ! Y+R= 5.0" OFF= 0.0% 1 OFF=57.1% 1 OFF=72.4% C=105 sec G= 90.0 sec = 85.7% Y=15.0 sec = 14.3% Ped= 0.0 sec = 0.0% • 1 Lane 1Width/1 g/C 1 Service Rate! Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes! Reqd Used 1 @C (vph) @E !Volume( v/c 1 Delay 1 S !Model 11 • N Approach 16.6 B 1 RT 1 12/1 10.289 10.800 1 1264 1 1267 1 230 10.182 1 2.8 1 A 1 89 ftl 1 TH 1 24/2 10.392 10.524 1 1753 1 1854 1 1160 10.626 1 19.3 1 B 1 584 ft! S Approach 14.5 8+ 1 TH+LT1 24/2 10.556 10.676 1 2381 1 2384'1 1881 10.789 1 14.5 1 8+11029 ftl W Approach 32.3 C RT 1 12/1 10.212 10.381 1 469 1 603 1 91 10.151 1 21.5 1 C+1 82 ftl LT 1 24/2 10.230 10.229 1 336 1 785 1 347 10.442 1 35.2 1 D+1 210 ftl • • KUBIK MUSP PM PEAK COMMITTED & PROJECT 09/16/03 09:01:41. SIGNAL2000/TEAPAC[Ver 1.01.00] -- Capacity Analysis Summary Intersection Averages for Int # 4 - BISCAYNE BLVD & NE 50 TERR Degree of Saturation (v/c) 0.72 Vehicle Delay 14.4 Level of Service B+ Sq 11 1 Phase 1 1 Phase 2 LG/** /I\ North A G/C=0.676 1 G/C=0.219 G= 71.0" 1 G= 23.0" Y+R= 5.0" 1 Y+R= 6.0" OFF= 0.0% 1 OFF=72.4% C=105 sec G= 94.0 sea = 89.5% Y=11.0 sec = 10.5% Ped= 0.0 sec = 0.0% 1 Lane IWidth/1 g/C 1 Service Ratel Adj 1 1 HCM 1 L 1 Queue 1 1 Group 1 Lanes' Reqd Used 1 @C (vph) @E !Volume' v/c 1 Delay 1 S [Model 11 N Approach 1 9.9 A TH 1 24/2 10.433 10.676 1 2390 1 2393 1 1352 10.565 1 9.9 I A 1516 ftl LT 112/1 10.235 10.676 1 49 1 63 1 19 10.268 1 8.7 1 A I 12 ftl S Approach 16.7 B IRT+TH 1 24/2 10.587 [0.676 1 2375 1 2379 1 2008 10.844 1 16.7 1 B 11245 ftl E Approach 33.7 C 1RT+TH+LTI 12/1 10.205 10.219 I 125 1 372 1 76 10.199 1 33.7 1 C 1 85 ftl • • • KUBIK MUSP PM PEAR COMMITTED & PROJECT SIGNAL2000/TEAPAC[Ver 1.01.00] - Capacity Analysis Summary 09/16/03 09:05:36 Intersection Averages for Int # 5 - FEDERAL HWY & 54 ST Degree of Saturation (v/c) 0.47 Vehicle Delay 34.4 Level of Service C Sq 32 I Phase 1 1 Phase 2 I Phase 3 1 Phase 4 LD / * * /1\ 1 North 1 A A <-+- + +> ++++ + + + v + + G/C=0.114 G= 12.0" Y+R= 3.0" OFF-= 0.0% G/C=0.229 1 G/C=0.095 1 G/C=0.429 G= 24.0" 1 G= 10.0" 1 G= 45.0" Y+R= 4.0" 1 Y+R= 3.0" 1 Y+R= 4.0" OFF=14.3% 1 OFF=41.0% I OFF-=53.3% C=105 sec G= 91.0 sec = 86.7% Y=14.0 sec = 13.3% Ped= 0.0 sec = 0.0% 1 Lane (Width/1 g/C 1 Service Ratel Adj I 1 HCM 1 L 1 Queue I 1 Group I Lanes( Reqd Used 1 @C (vph) @E !Volume' v/c 1 Delay I S (Model 11 N Approach 35.2 D+ IRT+TH 112/1 10.234 10.229 1 114 1 404 1 127 10.308 1 35.5 1 D+1 150 ftl I LT 112/1 10.214 10.229 1 39 1 108 1 26 10.208 1 33.6 1 C 1 30 ft1 S Approach RT TH LT 1 12/1 10.284 10.505 1 1 12/1 10.384 10.371 1 1 12/1 10.240 10.114 1 47.3 D 692 1 799 1 219 10.274 1 15.8 1 B 1 178 ftl 504 1 692 1 534 10.772 1 37.2 1 D+1 638 ft1 1 1 179 1 201 10.995 1 108.3 1 F 1 357 ft1 E Approach 11 3 B+ 1 RT 1 12/1 10.184 10.552 1 799 1 875 1 1 10.001 1 10.5 1 B+1 1 ft1 TH+LTI 24/2 10.213 10.552 1 1866 1 1941 1 230 10.118 1 11.3 1 B+I 81 ftl W Approach 16.4 B 1 RT 1 12/1 10.221 10.581 1 853 1 920 1 118 10.128 1 10.0 1 8+1 74 ftl 1 TH 1 12/1 10.236 10.429 l 673 1 798 1 196 10.246 1 19.3 1 B 1 169 ftl 1 LT 1 12/1 10.223 10.429 1 387 1 486 1 84 10.173 1 18.7 1 B 1 72 ft1 • APPEND • • XF PERSON TR P VOLU.ME AND CAPACITY AN YSIS J1\3374 -Kubic Musp\Word doc\2003,09,16KibikMusp.doc • • TY ANALYSIS TABLE ROADWAY MODE MASS TRANSIT MODE SEGMENT TOTAL MiAMI ADOPTED ROADWAY CORRIDOR VEHICULAR TYPE CAPACITY PERSON- TRIP CAPACITY (dl 1.6 PPV ROADWAY VEHICULAR VOLUME PERSON - TRIP VOLUME a 7 4 PPV EXCESS PERSON TRIP CAPACITY ROADWAY PERSON TRIP BUS PER- TRIP CAPACITY LOAD MOVER PER -TRIP CAPACITY LOAD RAIL PERSON TRIP CAPACITY TOTAL TRANSIT PER -TRIP CAPACITY TRANSIT PERSON VOLUME -TRIP TOTAL TRANSIT PERS VOLUME TRANSIT PERSON TRIP EXCESS CAPACITY SEGMENT PERSON TRIP CAPACITY SEGMENT PERSON TRIP VOLUME SEGMENT PER -TRIP EXCESS CAPACITY SEGMENT PERSON TRIP v10 LOS ROADWAY VIC LOS BUS METRO- MOVER METRO- RAIL FROM TO DIR LOS EXIST1NG'CONDITION-(Seasonally•Adlusted} Biscayne Blvd 0 506 540 3694 2152 1742 0.55 C NE 62 SI NE 61 SI 55 E HS 1780 2848 1'176 1646 202 055 C 5046 0 1046 508 506 540 3894 2089 1605 054 C NE 61 51 NE 54 SI SB E 45 1780 2848 1131 1583 12fi8 0.56 C 1046 0 10AG 506 6 1780 2848 1151 NE 54 St NE 50 Ten SB E HS 1702 0.70 C Biscayne Blvd. 1780 2848 1578 2206 642 0.77 C 1046 0 7046 506 0 506 540 3894 2712 979 075 C NE 5011i Terr NE 54 St NC 54 SI NE 61 St NB NB E E HS HS 7780 2848 1721 2409 439 0.85 13 1045 0 3045 506 0 0 506 508 540 540 3894 3694 2915 3207 687 0.82 O 748 E HS 1780 2848 192E 2707 147 0.95 D 1046 0 1046 506 NE 81 St NE 62 51 3724 551 2573 0.78 0 NE54 St 60 E HS 1780 2848 341 477 2371 0.17 8 276 276 74 0 74 202 3124 306 2815 0 10 B sceyne 6444. Fed Hwy Fed Hwy Biscayne Blvd- WO E £1S 1780 2848 166 232 2616 0.08 B 276 276 74 0 74 202 WITI-( BAC1 GROUND Bless Blvd. NE 62 SI NE 61 51 TRAFFIC 5e :.. (2005) :. 1641 0.58 C C E HS 1780 2846 12411 7747 1101 .-' 0,61 C 1046 0 1045 506 0 506 540 3894 2253 0.56 0,50 C 1046 0 1046 508 0 506 540 3894 2106 1706 NE 61 St NE 54 SI SB E H5 1780 r 2848 1260 1660 1166 NE 51 5t NE 50 Ten Blvd. SB E H5 1700 2846 1221 506 540 3894 2847 1047 0.7.3 eiScayste NE 50th Terr NE 54 57 NB E 145 1780 2848 1672 2341 507 002 C 1046 0 7046 505 508 0 0 506 540 3894 3063 831 0.79 C NE 54 51 NE 61 SI NB E HS 1780 2840 46,.5 2557 297 0.90 0 7046 0 i 046 0 S08 540 3894 3372 522 0 67 D NE 61 51 NE 62 St NB E HS 1780 2840 2047 2556 -78 1.01 F 1046 0 1046 506 54E54St 1780 2848 762 507 2341 0.16 B 276 276 74 0 74 202 3124 581 321 2543 2803 0.79 0 10 B sc89ne0lvd. Fed Hwy E0 E HS 2848 176 247 2601 0.09 8 276 276 74 0 74 202 3124 Fed Hwy Biecsve 01vd. We •BACKGROUND E HS •TRAFFIC 1780 (2005) - WITH PROJECT"AND Blecayne Blvd. 0 512 534 3894 2293 1601 0.59 0 NE 62 SI NE 61 SI SB E HS 1780 2848 1272 1761 7067 0.83 C 1046 0 1046 512 524 0 524 522 3084 2304 1590 0.50 C NE 61 57 NE 54 SI Se E 145 1780 2848 1271 778Q 7066 0.62 C 1046 9 1046 NE 54 51 NE 50 Ten S8 E H5 1780 2848 1218 2894 1000 074 C Biscayne Blvd. NE 50th Terr NE 54 St NB E HS 7780 2848 1700 2381 457 0,64 C 1046 0 1046 51 3 0 573 S33 3894 517 0 513 5293 `529 3894 3694 2694 3133 761 767 0.84 0 80 C O 145 1760 28A8 1868 2616 232 0.02 C 7048 0 7046 NE 54 57 NE 61 51 N£ 61 51 NE 62 St N8 NS E E HS 1780 2848 206% 29,25 77- 1 a3 F 1046 0 1046 517 0 517 NE 54 58 022 6 276 276 85 0 85 191 3l24 655 2d89 0 27 8 8 sc0y5e 514d. Fed Hwy E8 E HS 1780 2045 447 570 2278 2537 0 I I B 276 276 85 0 65 191 3724 655 2469 0.73 Fed Hwy Biscayne 61vd. WB E HS 1780 2848 222 311 - • LEVEL OF SERVICE TABLE CLASSIFICATION FDOT`S 2002 Q/LOS PERSON -TRIP LOS TYPE A B C © E A B C D E 0.00 0.25 0.81 0.97 1,00 CLASS I 1LU 0 220 720 860 890 2LD 0 1530 1810 1860 1960 0.00 0.78 0.92 0.95 1.00 0.00 0.81 0.94 0.97 1.00 3LD 0 2330 2720 2790 2890 0.00 0.85 0.97 0.97 1.00 4LD 0 3030 3460 3450 3550 mm 0,00 0.12 0.69 0.95 1.00 CLASS 11 1LU 0 100 590 810 850 2LD 0 220 1360 1710 1800 0.00 0.12 0.76 0.95 1.00 3LD 0 340 2110 2570 2710 0.00 0.13 0.78 _ 0.95 1.00 4L0 0 440 2790 3330 3500 0.00 0.13 0.80 0.95 1.00 CLASS III 1LU 0 0 280 660 810 0,00 0.00 0.35 0.81 1.00 0.00 0,00 0.38 _ 0.88 1.00 2LD 0 0 650 1510 1720 0.00 0.00 0.40 0.90 1.00 3LD 0 0 1020 2330 2580 0.00 0.00 0.41 0.92 1.00 4LD 0 0 1350 3070 3330 CLASS IV 1LU 0 0 270 720 780 0.00 0.00 0.35 .... 0.92 1.00 0.00 0.00 0.39 0.95 1.00 2LD 0 0 650 1580 1660 0.00 0.00 0.40 0.96 1.00 3LD 0 '0 1000 2390 2490 4LD 0 0 1350 3130 3250 0.00 0.00. 0.42 0.96 1.00 NOTES: DERIVED BY DIVIDING THE FDOT's 2002 LOS BY THE LOS 'E' FOR EACH TYPE OF ROADWAY, LOS 'E' DETERMINED BY INCREASING LOS D BY 100 VPH CAPACITY WHICH CAN EASILY BE ACHIEVED BY OPTIMIZATION AND OTHER TECHNIQUES.