Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
Home
My WebLink
About
CC 06-23-11 TAB D.1 Traffic Impact Analysis
Traffic Impact Analysis for Submittal to the City of Miami Brickell CitiCentre Miami, Florida „Kimley-Horn and Associates, Inc. • R011 Kimley-Horn and Associates, Inc. May 2011 Revised June 10, 2011 043400000 Traffic Impact Analysis for Submittal to the City of Miami Brickell CitiCentre Miami, Florida Prepared for: Swire Properties, Inc. Miami, Florida Prepared by: Kimley-Horn and Associates, Inc. Fort Lauderdale, Florida Kimley-Horn and Associates, Inc, • R011 Kimley-Horn and Associates, Inc. May 2011 Revised June 10, 2011 043400000 C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis TABLE OF CONTENTS INTRODUCTION 1 DATA COLLECTION 3 CAPACITY ANALYSIS METHODOLOGY 8 Level of Service Standard 8 Transportation Corridor Level of Service Methodology 8 Intersection Level of Service Methodology 9 EXISTING CONDITIONS (2011) CAPACITY ANALYSIS 10 Transportation Corridors 10 FUTURE BACKGROUND TRAFFIC CONDITIONS 17 Background Area Growth 17 Committed Developments 18 PROJECT TRAFFIC 22 Existing and Proposed Land Uses 22 Project Access 22 Trip Generation 23 Trip Distribution and Assignment 26 FUTURE TOTAL TRAFFIC 31 FUTURE CONDITIONS CAPACITY ANALYSIS 34 Future Background Traffic Conditions 34 Future Total Traffic Conditions 38 PROJECT DRIVEWAY ANALYSIS 45 TRANSPORTATION CONTROL MEASURES PLAN AND PROPOSED IMPROVEMENTS 47 Bicycle Facility Considerations 47 Parking Garage Interconnectivity 47 Pedestrian Interconnectivity 48 City of Miami Biscayne/Brickell Trolley 48 Eighth Street Metromover Station 48 Greenways 49 SIGNAL WARRANT ANALYSIS 50 CONCLUSION 52 K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page -i June 2011 C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis LIST OF FIGURES Figure 1: Project Location Map 2 Figure 2: Intersection Laneage Configuration 4 Figure 3: 2011 A.M. Peak Hour Traffic Volumes 6 Figure 4: 2011 P.M. Peak Hour Traffic Volumes 7 Figure 5: A.M. Peak Hour Future Background Traffic 20 Figure 6: P.M. Peak Hour Future Background Traffic 21 Figure 7: A.M. Peak Hour Project Trip Distribution 27 Figure 8: P.M. Peak Hour Project Trip Distribution 28 Figure 9: A.M. Peak Hour Project Assignment 29 Figure 10: P.M. Peak Hour Project Assignment 30 Figure 11: A.M. Peak Hour Future Total Traffic 32 Figure 12: P.M. Peak Hour Future Total Traffic 33 LIST OF TABLES Table 1: Data Collection Summary 5 Table 2: Transportation Corridor Level of Service Thresholds 9 Table 3: 2011 A.M. and P.M. Peak Hour Roadway Volumes 10 Table 4: 2011 A.M. and P.M. Peak Hour Miami -Dade Transit Conditions — S Miami and SW 1st Avenues 12 Table 5: 2011 A.M. and P.M. Peak Hour Miami -Dade Transit Conditions on S 7th and 8th Streets13 Table 6: 2011 A.M. Peak Hour Transportation Corridor Segment Conditions 14 Table 7: 2011 P.M. Peak Hour Transportation Corridor Segment Conditions 15 Table 8: 2011 Peak Hour Intersection Conditions 16 Table 9: Growth Analysis Summary 18 Table 10: Proposed Trip Generation 25 Table 11: Cardinal Trip Distribution 26 Table 12: Future Background A.M. Peak Hour Transportation Corridor Segment Conditions 35 Table 13: Future Background P.M. Peak Hour Transportation Corridor Segment Conditions 36 Table 14: Future Background A.M. and P.M. Peak Hour Intersection Conditions 37 Table 15: Future Total A.M. Peak Hour Transportation Corridor Segment Conditions 39 Table 16: Future Total P.M. Peak Hour Transportation Corridor Segment Conditions 40 Table 17: Future Total A.M. and P.M. Peak Hour 41 Table 18: Future Total A.M. and P.M. Peak Hour 42 Table 19: Future Total A.M. and P.M. Peak Hour 43 Table 20: Future Total A.M. and P.M. Peak Hour 44 Table 21: Future Total A.M. and P.M. Peak Hour Scenario B 95th Percentile Queue Lengths44 Table 22: Peak Hour Entry Gate Analysis 46 K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page- ii June 2011 C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Appendix F: Appendix G: Appendix H: Appendix I: Appendix J: Appendix K: Appendix L: Appendix M: Appendix N: Appendix 0: LIST OF APPENDICES Methodology Correspondence Traffic Count Data Miami -Dade Transit Data Existing Conditions Analysis Growth Trend Analyses Vested Development Trip Information Proposed Improvements along Brickell Avenue Trip Generation Cardinal Trip Distribution Volume Development Worksheets Future Background Conditions Analysis Future Total Conditions Analysis Special Area Plan Gate Entry Analysis Signal Warrant Analysis K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page- iii June 2011 C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis INTRODUCTION Swire Properties, Inc. is proposing a mixed -use development that is bounded by SE 6th Street to the north, SE 8th Street/SR 90 to the south, SW 1st Avenue to the west, and the Northern Trust Bank parcel to the east (immediately west of Brickell Avenue). Figure 1 depicts the location of the project. As noted in Figure 1, the development is divided into Brickell CitiCentre West (BCC West), Brickell CitiCentre East (BCC East), Brickell CitiCentre North (BCC North), and Eastern National Bank (ENB) parcel. The proposed development includes 830 residential units, a 290- room hotel, and 906,463 square feet of office of which 95,117 square -feet will serve as medical office. The development will also include 535,300 square -feet of retail of which 142,000 square feet will serve as entertainment uses such as a nightclub, cinema, and a bowling alley. Kimley-Horn and Associates, Inc. has completed this traffic impact analysis for submittal to the City of Miami. The purpose of the study is to assess the project's impact on the surrounding transportation network and determine if adequate capacity is available to support future demand. This report is being submitted in accordance with the requirements of a Special Area Plan (SAP) application. The study's methodology is consistent with the requirements outlined by the City of Miami for traffic impact analyses. This report summarizes the data collection, project trip generation and distribution, and capacity analyses. An initial methodology meeting was conducted with the City of Miami's traffic consultant on April 18, 2011. All methodology correspondence is included in Appendix A. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 1 June 2011 BCC West Retail: 180,101 sf Residential: 405 units Entertainment: 96,110 sf Office: 78,275 sf Kir ey-Horn and Associates, Inc. BCC North Retail: 106,073 sf Grocery: 16,000 sf Residential: 350 units Ent./Rest.: 17,128 sf BCC East Retail:100,043 sf Restaurant: 13,000 sf Hotel: 290 rooms Residential: 75 units Office: 95,117 sf Figure 1 Project Location Map Brickell CitiCentre C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis DATA COLLECTION Traffic data were collected in the study area for this project. for this project include: •• South Miami Avenue • • SW 1st Avenue • • SW/SE 7th Street • • SW/SE 8th Street The following intersections were examined: SW 7th Street at SW 3rd Avenue SW 7th Street at SW 2nd Avenue SW 7th Street at SW 1st Avenue S 7th Street at Miami Avenue SE 7th Street at Brickell Avenue SW 8th Street at SW 3rd Avenue SW 8th Street at SW 2nd Avenue SW 8th Street at SW 1st Avenue .. .. .. .. .. .. .. The study area roadway corridors S 8th Street at Miami Avenue SE 8th Street at Brickell Plaza SE 8th Street at Brickell Avenue S Miami Avenue at S 4th Street S Miami Avenue at S 6th Street S Miami Avenue at S 9th Street Brickell Avenue at SE 5th Street Brickell Avenue at SE 6th Street Lane configurations for roadways adjacent to the proposed development are provided in Figure 2. A.M. peak period (7:00 A.M. to 9:00 A.M.) and P.M. peak period (4:00 PM to 6:00 P.M.) turning movement counts were collected at each intersection under study. 24-Hour volume counts were conducted along the study corridors. The data collection date and corresponding peak season conversion factors are shown in Table 1. Turning movement counts, 24-hour volume counts, and peak season conversion factors are provided in Appendix B. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 3 June 2011 IGmley-Ham and Associates, Inc. i1 t. it a 1 Lug iie 1.1 CC ;i1t "MEN !i Figure 2 Laneage Configuration Brickell CitiCentre C=I1 Kimley-Horn and Associates, Inc. Traffic Impact Analysis Table 1: Data Collection Summary Intersection Date Peak Season Factor SW 7th Street and SW 3rd Avenue 4/26/2011 1.01 SW 7th Street and SW 2nd Avenue 4/26/2011 1.01 SW 7th Street and SW 1st Avenue 3/24/2011 1.00 S 7th Street and Miami Avenue 3/24/2011 1.00 SE 7th Street and Brickell Avenue 5/11/2010* 1.02 SW 8th Street and SW 3rd Avenue 4/26/2011 1.01 SW 8th Street and SW 2nd Avenue 4/26/2011 1.01 SW 8th Street and SW 1st Avenue 3/24/2011 1.00 S 8th Street and Miami Avenue 3/24/2011 1.00 SE 8th Street and Brickell Plaza 4/26/2011 1.01 SE 8th Street and Brickell Avenue 5/11/2010* 1.02 S Miami Avenue and S 4th Street 4/27/2011 1.01 S Miami Avenue and S 6th Street 3/24/2011 1.00 S Miami Avenue and S 9th Street 4/26/2011 1.01 Brickell Avenue and SE 5th Street 5/11/2010* 1.02 Brickell Avenue and SE 6th Street 5/11/2010* 1.02 Note: " Counts obtained from a previous FDOT study. A growth factor was applied to determine 2011 volumes. Figures 3 and 4 present the A.M. and P.M. peak hour 2011 peak season transportation corridor volumes (person -trips including transit riders) and peak season turning movement volumes at the study intersections. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 5 June 2011 NOT TO SCALE SW 7th Street 14 \\,...2 2011 52 2,275 H 185 L 64 (— 993 r 269 41 SW 8th Street 14 N tr Kimley-Hom and Associates, Inc. 275 2,030 H 321 11. 147 H 951 r 133 r ht 1st Avenue 14 1,747 — 477 J14 SW 4th Street 4 , to EB Biscayne Blvd Way 100 — 85 - H 1,823 (— 759 r 122 4 1 N SW 7th Street S Miami Avenue 2,813 y 223 1,586 N SW 9th Street SE 4th Street (EB) A. 1 Right -out only t Driveway m w L 128 2 htr L 72 H 639 ht SW 8th Street tr L 29 15 ht0,5 LegRod Study Roadway 0 Study Intersection 1,694 Person -Trips 453 Traffic Volume L 57 8 SW 5th Street $ 1 4 r 49 SW 6th Street 14 1,411 H 264 Hotel 64 6 93 - 41 J 26 nk. htr ht 44 40 r4 htr L540 1 4 r 231 525 4 t r 697 217 7 Figure 3 2011 Existing Traffic A.M. Peak Hour Brickell CitiCentre \\,..2 2011 NOT TO SCALE SW 7th Street 14 116 1,470 H 66 L 224 (— 1,312 515 SW 8th Street 14 tr FP- grl Kimley-Hom and Associates, Inc. 179 1,184 H 305 ' 1st Avenue 111 H 1,555 r 167 EE 14 tr a N 1,011 — 330 ' SW 4th Street (— 1,048 197 014 9 , to EB Biscayne Blvd Way 55 — 53 ' H 2,432 3 SW 7th Street S Miami Avenue 1,813 y SW 9th Street 277 921 N SE 4th Street (EB) L 7 Right -out only htP (to EB SE 4th Stree L 109 H 979 sit Driveway SW 8th Street tr L 136 31 site Legend Study Roadway 0 Study Intersection 1,694 Person -Trips 453 Traffic Volume L48 15 SW 5th Street $ 1 4 r 55 SW 6th Street 14 to 738 H m 187 ' tp N C f0 � y W 03 In Hotel 56 2 H 78 ' J1 e-, 33 ' hie hi L 99 228 r 66 hie L s,z 1 4 r 274 258 J tr, 443 H ' m 195 Y Figure 4 2011 Existing Traffic P.M. Peak Hour Brickell CitiCentre m„ Kimley-Horn `Mand Associates, Inc. Traffic Impact Analysis CAPACITY ANALYSIS METHODOLOGY Level of Service Standard Level of service (LOS) is the traffic performance measure generally used in traffic impact analysis. Levels of service range from LOS A (free flow with negligible delays) to LOS F (heavily congested with long delays). The City of Miami has adopted LOS E as its minimum level of service standard. Transportation Corridor Level of Service Methodology Transportation corridor traffic conditions were examined applying the methodology outlined in the Miami Comprehensive Neighborhood Plan. This methodology considers the person -trip capacity (including transit) for transportation corridors rather than evaluating only the vehicular capacity of a roadway. Level of service analyses were performed to assess the capacity of the transportation corridors evaluated in this study based on a comparison between person -trip volume and person -trip capacity within the corridors. The analyses of person -trip volumes and person -trip capacities account for both passenger vehicle and transit service within the corridors. Table 2 illustrates the level of service thresholds for each study corridor. The corridor level of service thresholds, measured in volume (v) to capacity (c) ratios, were developed from the 2009 version of FDOT's Quality/Level of Service Handbook. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 8 June 2011 „ Kimley-Horn \ fffff■ and Associates, Inc. Traffic Impact Analysis Table 2: Transportation Corridor Level of Service Thresholds LOS S Miami Avenue/SW 1st Avenue(Z) S 7th Street/ S 8th Street Peak Hour Directional Volume Thresholds V/C Ratio Peak Hour Directional Volume Thresholds V/C Ratio A (1) (1) (1) (1) B (1) (1) (1) (1) C 1,134 0.41 1,260 0.41 D 2,516 0.91 2,796 0.91 E 2,776 1.00 3,084 1.00 F - >1.00 - >1.00 Note: (1) Cannot be achieved per Table 7 from FDOT's 2009 Quality/Level of Service Handbook. (2) Based on Class III/IV roadway Major City/County Roadway (10 percent reduction) at 1.2 one-way factor. (3) Based on Class III/IV roadway at 1.2 one-way factor. Intersection Level of Service Methodology Level of service analyses were performed for study intersections using Trafficware's SYNCHRO 7.0 Software, which applies methodologies outlined in the Highway Capacity Manual, 2000 Edition. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 9 June 2011 m„ Kimley-Horn \ fffff■ and Associates, Inc. Traffic Impact Analysis EXISTING CONDITIONS (2011) CAPACITY ANALYSIS Transportation Corridors Vehicular roadway conditions and transit ridership were examined to determine current level of service for the transportation corridors examined in this study. Table 3 presents the unadjusted 2011 A.M. and P.M. peak hour directional traffic volumes, peak season conversion factors, and the 2011 peak season A.M. and P.M. peak hour directional traffic volumes for the study corridors. Corridor count data is included in Appendix B. Table 3: 2011 A.M. and P.M. Peak Hour Roadway Volumes Roadway Segments Direction 2011 A.M. Peak Hour Volumes 2011 P.M. Peak Hour Volumes FDOT Peak Season Adjustment Factor 2011 Peak Season A.M. Peak Hour Volumes 2011 Peak Season P.M. Peak Hour Volumes S Miami Avenue NB 722 981 1.01 729 991 SW 15t Avenue SB 716 922 1.02 730 940 SW/SE 8th Street EB 1,852 1,172 1.01 1,871 1,184 SW/SE 7th Street WB 1,198 1,559 1.01 1,210 1,575 Existing transit conditions were examined considering the ridership on and capacity of the Miami -Dade Transit (MDT) bus service operating in the corridors. MDT staff was contacted to obtain the A.M. at P.M. peak hour ridership and capacities for the transit service. Nine (9) Miami -Dade transit routes presently serve the study area during both the A.M. and the P.M. peak hours. In addition, the study area is served by the Metromover downtown automated people mover and Metrorail heavy rail system. Route 6 operates with 60 minute headways in both directions. Route 8 operates with 10 minute headways in both directions. Route 24 operates with 20 minute headways in both directions. Route 48 operates with 60 minute headways in both directions. Route 95 operates with 15 minute headway northbound and 30 minute headway southbound. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 10 June 2011 m„ Kimley-Horn `Mand Associates, Inc. Traffic Impact Analysis Route 102/Route B operates with 10 minute headways in both directions during A.M. peak period and 15 minute headways in both directions during the P.M. peak period. Route 207 operates with 15 minute headways with a clockwise circulation. Route 208 operates with 15 minute headways with a counterclockwise circulation. Route 248 operates with 20 minute headways in both directions. Metromover operates with 1.5 minute headways in both directions. Metrorail operates with 8 minute headways in both directions. MDT staff indicated that Metrobus routes on the study corridors utilize various bus types with different capacities. For purposes of this analysis, an average capacity for each route was determined using data obtained from Miami -Dade Transit. The ridership capacities for the bus routes were calculated for the A.M. and P.M. peak hour using the appropriate headways and capacities. Metrobus route maps are included in Appendix C. Ridership data was obtained from Miami -Dade Transit for the identified transit routes. The data reflects typical ridership on the routes using the most recent ridership information available. Tables 4 and 5 present the existing A.M. and P.M. peak hour ridership on the routes studied; the ridership data obtained from Miami -Dade Transit is included in Appendix C. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 11 June 2011 I-mI, Kimley-Horn \ fffff■ and Associates, Inc. Traffic Impact Analysis Table 4: 2011 A.M. and P.M. Peak Hour Miami -Dade Transit Conditions — S Miami and SW 1st Avenues Transit Route Information Direction of Travel Peak Hour Headways A.M. (P.M.) in minutes Buses per Hour A.M.(P.M) Average Capacity (riders) Peak Hour Directional Person -Trip Capacity A.M.(P.M.) Peak Hour Average Directional Route Ridership A.M.(P.M.) S Miami Avenue (northbound) and SW 1st Avenue (southbound) Northbound 60 1 36 36 6 riders per bus (60) (1) (36) (5 riders per bus) Route 6 Southbound 60 1 36 36 4 riders per bus (60) (1) (36) (16 riders per bus) Northbound 10 6 53 318 16 riders per bus Route 8 (10) (6) (318) (18 riders per bus) Southbound 10 6 53 318 9 riders per bus (10) (6) (318) (15 riders per bus) Northbound 20 3 53 159 14 riders per bus Route 24 (20) (3) (159) (11 riders per bus) Southbound 20 3 53 159 13 riders per bus (20) (3) (159) (12 riders per bus) Route 48 Northbound 60 1 36 36 10 riders per bus (60) (1) (36) (4 riders per bus) - 0 0 Northbound 53 (4 riders per bus) Route 95 (15) (4) (212) Southbound (30) (0) 53 ��) 16 riders per bus Northbound 12 5 53 265 16 riders per bus Route (15) (4) (212) (17 riders per bus) 102/Route B 12 5 265 6 riders per bus Southbound 53 (15) (4) (212) (24 riders per bus) Northbound 15 4 53 212 11 riders per bus Route 208 (15) (4) (212) (10 riders per bus) Southbound 15 4 53 212 15 riders per bus (15) (4) (212) (19 riders per bus) 40 293 [7 riders per vehicle] Metromover Northbound 1.5 minutes (40) 75 3,000 (3,000) (375 [9 riders per vehicle]) Southbound 1.5 40 75 3,000 207 [5 riders per vehicle] minutes (40) (3,000) (515 [13 riders per vehicle]) Northbound 8 minutes 7 504 3,528 (3,528) 405 [58 riders per train] Metrorail (7) (196 [28 riders per train ]) Southbound 8 minutes 7 504 3,528 (3,528) 326 [47 riders per train] (7) (567 [81 riders per train ]) Northbound 67 7,554 976 (17 riders per vehicle) - (70) - (7,713) (848 [19 riders per vehicle]) Total 68 752 (14 riders per vehicle) Southbound - (65) - 7,624 (7,465) (1,381 [25 riders per vehicle]) K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 12 June 2011 I-mI, Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Table 5: 2011 A.M. and P.M. Peak Hour Miami -Dade Transit Conditions on S 7th and 8th Streets Transit Route Information Direction of Travel Peak Hour Headways A.M. (P.M.) in minutes Buses per Hour A.M.(P.M) Average Bus Capacity (riders) Peak Hour Directional Person -Trip Capacity A.M.(P.M.) Peak Hour Average Directional Route Ridership A.M.(P.M.) SW/SE 8th (Eastbound) and SW/SE 7th Street (Westbound) Eastbound 10 6 53 318 16 riders per bus (10) (6) (318) (12 riders per bus) Route 8 Westbound 10 6 53 318 13 riders per bus (10) (6) (318) (24 riders per bus) Eastbound 60 1 36 36 9 riders per bus (60) (1) (36) (3 riders per bus) Route 48 Westbound 60 1 36 36 3 riders per bus (60) (1) (36) (10 riders per bus) Route 102 10 6 318 8 riders per bus /Route B Eastbound (15) (4) 53 (212) (12 riders per bus) Route 207 Westbound 15 4 53 212 12 riders per bus (15) (4) (212) (19 riders per bus) Route 208 Eastbound 15 4 53 212 10 riders per bus (15) (4) (212) (8 riders per bus) Eastbound - 17 - 884 194 (11 riders per bus) (15) (778) (155 [19 riders per vehicle]) Total Westbound - 11 - 566 129 (9 riders per vehicle) (11) (566) (227 [18 riders per vehicle]) In order to determine person -trip level of service for the study area's transportation corridors, total person -trip volumes (vehicular and transit) were compared to the total person -trip capacities. The person -trip volume to capacity (v/c) ratios were compared to the person -trip v/c level of service designations outlined in Table 1. Tables 6 and 7 present the existing transportation corridor level of service. As indicated in these tables, the transportation corridors have excess person -trip capacity during the A.M. and P.M. peak hours and operate at acceptable levels of service. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 13 June 2011 -mrl Kimley-Horn \ MI 1 and Associates, Inc. Traffic Impact Analysis Table 6: 2011 A.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways Peak Season A.M. Peak Hour RoadwayVolumes A.M. Peak Hour Transit RidershipVolume A.M. Peak Hour Total (V)Capacity Directional Peak Hour Vehicular (2) A.M. Peak Hour Transit Capacity A.M. Peak Hour Total Capacity(C� A.M. Peak Hour Excess Capacity A.M. Peak Hour Level of Service Vehicles Person- Trips (11 Person- Trips Person- Trips Vehicles Person- �11 Trips Person- Trips Person- Trips Person- Trips V/C Ratio LOS S Miami Avenue and SW 15t Avenue NB 729 1,021 976 1,997 2,776 3,886 7,554 11,440 9,443 0.175 C SB 730 1,022 752 1,774 1,836 2,570 7,624 10,194 8,420 0.174 C SW/SE 7th Street and SW/SE 8th Street EB 1,871 2,619 194 2,813 3,084 4,318 884 5,202 2,389 0.541 D WB 1,210 1,694 129 1,823 3,084 4,318 566 4,884 3,061 0.373 C (1) Volumes (vehicles) were converted to person -trips using 1.4 person/vehicle occupancy per City of Miami standards. (2) Directional peak hour capacity derived from the 2009 FDOT Quality/LOS Handbook and the Miami -Downtown DRI. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 14 June 2011 -mrl Kimley-Horn \ MI 1 and Associates, Inc. Traffic Impact Analysis Table 7: 2011 P.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways Peak Season P.M. Peak Hour RoadwayVolumes P.M. Peak Hour Transit RidershipVolume P.M. Peak Hour Total (V)Capacity Directional Peak Hour Vehicular (2) P.M. Peak Hour Transit Capacity P.M. Peak Hour Total Capacity(C� P.M. Peak Hour Excess Capacity P.M. Peak Hour Level of Service Vehicles Person- Trips 111 Person- Trips Person- Trips Vehicles Person- Trips (11 Person- Trips Person- Trips Person- Trips V/C Ratio LOS S Miami Avenue and SW 15t Avenue NB 991 1,387 848 2,235 2,776 3,886 7,713 11,599 9,364 0.193 C SB 940 1,316 1,381 2,697 1,836 2,570 7,465 10,035 7,338 0.269 C SW/SE 7th Street and SW/SE 8th Street EB 1,184 1658 155 1,813 3,084 4,318 778 5,096 3,283 0.356 C WB 1,575 2,205 227 2,432 3,084 4,318 566 4,884 2,452 0.498 D (1) Volumes (vehicles) were converted to person -trips using 1.4 person/vehicle occupancy per City of Miami standards. (2) Directional peak hour capacity derived from the 2009 FDOT Quality/LOS Handbook at the Miami -Downtown DRI. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 15 June 2011 pp-mr1 Kimley-Horn =I 1 and Associates, Inc. Traffic Impact Analysis A.M. and P.M. peak hour capacity analyses were also performed for the study intersections. Table 8 presents the results of the analyses. All study intersections operate at adopted level of service standards. Detailed information from the intersection capacity analysis is included in Appendix D. Table 8: 2011 Peak Hour Intersection Conditions Intersection 2011 Peak Hour Overall Level of Service A.M.(P.M.) LOS Delay (secs) SW 7th Street and SW 3rd Avenue (Signalized) A(B) 6.8(15.0) SW 7th Street and SW 2nd Avenue (Signalized) C(C) 23.0(31.8) SW 7th Street and SW 1st Avenue (Signalized) C(C) 23.5(21.1) S 7th Street and S Miami Avenue (Signalized) C(C) 24.0(26.8) SE 7th Street and Brickell Avenue (Signalized) B(C) 18.7(30.0) SW 8th Street and SW 3rd Avenue (Signalized) B(C) 18.6(24.3) SW 8th Street and SW 2nd Avenue (Signalized) C(C) 20.2(22.4) SW 8th Street and SW 1st Avenue (Signalized) B(B) 18.1(19.3) S 8th Street and S Miami Avenue (Signalized) C(C) 24.5(22.5) SE 8th Street and Brickell Plaza (Unsignalized)I1i C(B) 18.4(12.6) SE 8th Street and Brickell Avenue (Signalized) D(D) 53.8(46.1) SE 6th Street and S Miami Avenue (Unsignalized)I1i B(B) 13.3(13.2) SE 9th Street and S Miami Avenue (Unsignalized)I1i B(C) 13.7(16.3) SE 5th Street and Brickell Avenue (Signalized) B(B) 12.0(12.0) SE 6th Street and Brickell Avenue (Unsignalized)I�1 B(D) 16.1(27.6) SE 4th Street and S Miami Avenue (Signalized) B(B) 10.3(10.4) Note: (1) Overall intersection LOS not provided for two-way stop -controlled intersections. The worst minor street movement is indicated. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 16 June 2011 C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis FUTURE BACKGROUND TRAFFIC CONDITIONS Future background traffic conditions are defined as the expected traffic conditions on the study roadway network in the Year 2018 (corresponding to total buildout of the development) without development of the proposed project. The background traffic volumes are the sum of the existing traffic and additional "background" traffic to account for expected traffic growth in the study area. Background Area Growth Future traffic growth on the transportation network was determined based upon historic growth trends, at nearby FDOT traffic count stations, and a comparison of the 2005 and 2035 traffic volume plots from the Southeast Florida Regional Planning Model (SERPM). Table 9 provides a summary of the analysis. The following FDOT count stations were referenced for this analysis: Count station no. 550 located on Brickell Avenue south of the Miami River Bridge Count station no. 5042 located on Brickell Avenue south of SE 8th Street Count station no. 5090 located on SE 8th Street west of Brickell Avenue Count station no. 5091 located on SE 7th Street west of Brickell Avenue K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 17 June 2011 pp-mr1Kimley-Horn and Associates, Inc. Traffic Impact Analysis Table 9: Growth Analysis Summary 5-year Historical Trend Analysis 10-year Historical Trend Analysis SERPM Forecast Area wide Final Growth Rate 2005 2035 Brickell Avenue south of the Miami River Bridge -0.49% -2.08% 587,000 872,700 1.62% 1.62% Brickell Avenue south of SE 8th Street -1.22% 0.31% SE 8th Street west of Brickell Avenue 3.37% 1.79% SE 7th Street west of Brickell Avenue 2.52% 2.52% Average 1.05% -0.42% As indicated in Table 9, the 5-year historical trend analysis determined the growth rate to be 1.05 percent (1.05%). The 10-year historical trend growth rate was determined to be -0.42 percent (-0.42%). Traffic volumes for area roadways obtained from the SERPM plots were used to calculate a linear growth rate. The SERPM growth rate analysis considered a broader area that includes the overall Brickell District. The calculations for the SERPM volumes determined a linear growth rate of 1.62 percent (1.62%). In order to provide a conservative analysis, a compound growth rate of 1.62 percent was used in the analysis. Historical traffic count data, SERPM model volume plots and growth trend calculations are included in Appendix E. Committed Developments City of Miami staff was contacted to determine if any projects that have been approved but not yet completed in the vicinity of the project site should be accounted for in this analysis. The Real Estate Development Database was reviewed for unconstructed major use special permits (MUSP) projects. The following developments were reviewed and included in the background traffic. • • 600 Brickell • • 888 Brickell • • 1101 Brickell • • Premiere Towers • • The Beacon • • Brickell Station K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 18 June 2011 mrl Kimley-Horn \ =I 1 and Associates, Inc. Traffic Impact Analysis Available information for these developments is included in Appendix F. In addition, future roadway improvements were reviewed within the study area. An Arterial Safety Study along Brickell Avenue from SE 5th Street to SE 8th Street proposed a median closure at SE 6th Street and turn lane modifications at adjacent intersections (see Appendix G). For purposes of this analysis, traffic affected by these improvements was rerouted through SE 5th Street for both future background and future total traffic conditions. Figures 5 and 6 present the A.M. and P.M. peak hour background conditions intersection volumes. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 19 June 2011 NOT TO SCALE SW 7th Street 14 58 2,572 y 207 L 72 (— 1,135 r 301 J1 SW 8th Street 14 8 N tr ❑ ME ,� Kimley-Horn and Associates, Inc. ©2011 309 4 2,298 — 359 - L 165 y 1,100 r 149 1st Avenue J1 tr d 1,955 y 560 SW 4th Street (— 874 146 J14 4 , to EB Biscayne Blvd Way 112 — 96 - H 403 SE 4th Street (EB) A. 1 Right -out only Driveway L 143 2 1, t r SW 7th Street S Miami Avenue 988 y 250 1,775 N SW 9th Street L81 y 724 ht t Leae nd - Study Roadway 0 Study Intersection 1.694 Person -Trips 453 Traffic Volume oRm L64 - 9 SW 5th Street 1 1 4 r 55 SW 6th Street SW 8th Street 1 4 tr L 32 17 1,587 y 295 7 0 Hotel 72 J 7 104 ' htr Median closure. Northbound and eastbound left -turn traffic rerouted to SE 5th Street J1 29 7 ht L 49 y 45 4 htr L 604 1 4 r 259 tr 597 4 t r 780 y 243 7 Y Figure 5 Future Background Traffic A.M. Peak Hour Brickell CitiCentre \N.:32011 NOT TO SCALE SW 7th Street 14 130 1,852 74 L 251 (— 1,741 505 J1 SW 8th Street 14 8 ❑ �. ,� Kimley-Horn and Associates, Inc. 200 4 1,532 y 341 11. 124 2,054 r 187 1st Avenue J1 14 1 1,317 y 390 SW 4th Street (— 1,459 255 J14 SE 4th Street (EB) L a Right -out only to L to EB Biscayne Blvd Way 73 y 71 2,722 3 y SW 7th Street S Miami Avenue 383 1,144 y 2,029 y SW 9th Street t� m Driveway SW 8th Street tr 152 H 47 hiFr Ladd - Study Roadway 0 Study Intersection 1,694 Person -Trips 453 Traffic Volume L54 17 SW 5th Street 1 1 4 r 74 SW 6th Street 14 Hotel 73 2 97 ' J1 154 7 14 hir Median closure. Northbound end eastbound left -turn traffic rerouted to SE 5th Street hi L 111 255 r 74 hir L 589 1 r 309 336 4 513 y 251 7 tr Figure 6 Future Background Traffic P.M. Peak Hour Brickell CitiCentre C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis PROJECT TRAFFIC Project traffic is defined as the vehicle trips expected to be generated by the project, and the distribution and assignment of this traffic over the roadway network. Existing and Proposed Land Uses As previously indicated, the project proposes to develop four blocks within the study area. The development will include 830 residential units, a 290-room hotel, and 906,463 square feet of office of which 95,117 square -feet will serve as medical office. The development will also include 535,300 square -feet of retail of which 142,000 will serve as entertainment. Currently, the ENB parcel is occupied by a 197,611 square -foot office building while the BCC North parcel is occupied by seven tennis (7) courts. Construction is expected to be completed and the project occupied by the year 2018. Project Access Access to the site is proposed via eight (8) driveways. The following provides a summary of each driveway including the land use that is accessed and type of driveway connection. Please note that drop-off driveways are also provided throughout the development. Access from SW 7th Street 1. Driveway #1 (BCC West): residential units, left-in/left-out driveway with proposed signalization at SW 1st Avenue 2. Driveway #2 (BCC East/BCC North): retail space, left-in/left-out driveway (BCC East), retail space, right -out only driveway (BCC North) with proposed signalization 3. Driveway #3 (ENB): office space, left -out only driveway Access from SW 8th Street 4. Driveway #4(BCC West): retail space, left-in/left-out driveway 5. Driveway #5(BCC East): retail space, left-in/left-out driveway 6. Driveway #6(ENB): office space, full access driveway with proposed signalization K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 22 June 2011 C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis Access from S Miami Avenue 7. Driveway #7(BCC North): retail space, right -in only driveway Access from SE 6th Street 8. Driveway #8(BCC North): residential units, full access driveway Trip Generation Proposed vehicular trip generation for the project was calculated using rates and equations contained in the Institute of Transportation Engineer's (ITE) Trip Generation, 8th Edition. The trip generation for the proposed land uses was determined using ITE Land Use Codes 820 (Shopping Center), 437 (Bowling Alley), 445 (Multiplex Movie Theater), 925 (Drinking Place), 710 (General Office Building), 720 (Medical -Dental Office Building), 310 (Hotel), 232 (High -Rise Residential Condominium), 233 (Luxury Condominium), 850 (Supermarket), 931 (Quality Restaurant), and 932 (High -Turnover Restaurant). For the existing land uses, ITE Land Use Codes 710 (General Office Building) and 491 (Racquet/Tennis Club) were used. Project trips were estimated for the A.M. and P.M. peak hours. A portion of the trips generated by the development will be captured internally on the site. Internal capture trips were determined based upon values contained in the Institute of Transportation Engineers' (ITE), Trip Generation Handbook, June 2004. The internal capture rate for the project is 20.6 percent during A.M. peak hour and 31.2 percent during the P.M. peak hour. Internal capture volumes were subtracted from the gross project trips to determine the driveway volumes for the site. In addition to the internal capture, a 10 percent multimodal reduction factor was applied to the driveway volumes. This reduction factor is intended to capture the characteristics of the urban environment in which the project site is located. It is anticipated that area visitors and the site's residents will walk to the site as well as to nearby retail establishments and local places of interest. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 23 June 2011 mrl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis ITE trip generation assumes a vehicle occupancy rate of 1.2 persons per vehicle; however, the City of Miami has determined that 1.4 persons per vehicle are more appropriate for the local area. Therefore, vehicular trips were reduced by 16 percent to adjust for these vehicle occupancy assumptions. Trip generation credit was taken for trips being generated by the existing 197,611 square -foot office building on the ENB parcel. Project trips were estimated for the A.M. and P.M. peak hours. The vehicular trip generation calculations for the project are presented in Table 10. Detailed trip generation calculations are included in Appendix H. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 24 June 2011 pp-mr1 Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Table 10: Proposed Trip Generation A.M.(P.M.) Peak Hour Driveway Volume Entering Exiting Future Land Use Scale Net External % Trips % Trips (ITE Code) Trips Proposed Development High -Rise Residential (232) 755 du 178 19% 12 81% 166 (110) (62%) (88) (38%) (22) Serviced Residential (233) 75 du 32 23% 4 77% 28 (11) (63%) (10) (37%) (1) Hotel (310) 290 room 111 61% 72 39% 39 (59) (53%) (35) (47%) (24) Bowling Alley (437) 15 ksf 43 60% 26 40% ( 17 (25) (35%) (5) 65%) (20) Multiplex Movie Theater (445) 14 screens (85) (45%) (33) (55%) (52) General Office Building (710) 811.346 ksf 811 88% 786 12% 25 (844) (17%) (96) (83%) (748) Medical -Dental Office Building 189 79% 158 21% 31 (720) 95.117 ksf (218) (27%) (47) (73%) (171) Shopping Center (820) 393.177 ksf 187 61% 131 39% 56 (1,146) (49%) (557) (51%) (589) Supermarket (850) 16 ksf 27 61% 20 39% 7 (50) (51%) (28) (49%) (22) Quality Restaurant (931) 10 ksf 4 50% 2 50% 2 (27) (67%) (26) (33%) (1) High -Turnover (Sit -Down) ksf 104 52% 57 48% 47 Restaurant (932) 20.128 (40) (59%) (40) (41%) (0) Drinking Place (925) 15 ksf (62) (66%) (58) (34%) (4) Sub Total 1,686 1,268 418 (2,677) (1,023) (1,654) Existing Development Credit General Office Building 197.611 ksfl�1 291 268 23 (270) (36) (234) Racquet/Tennis Club 7 courts 6 3 3 (22) (11) (11) Sub Total 297 271 26 (292) (47) (245) Net New Development Total 1,389 997 392 (2,385) (976) (1,409) ITE/Miami vehicular occupancy 1,166 837 329 adjustment (16% reduction) (vehicles per hour) (2,003) (820) (1,184) Person -Trip Conversion (1.4 persons per vehicle) 1,632 1,172 461 (person -trips) (2,804) (1,148) (1,656) K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 25 June 2011 mrl Kimley-Horn \ =I 1 and Associates, Inc. Traffic Impact Analysis Trip Distribution and Assignment The likely distribution of project traffic was forecast for trips expected to be generated by the project. The trip distribution was based on a cardinal trip distribution obtained from the 2035 Cost Feasible Plan for the project site's traffic analysis zone (TAZ 569). The cardinal trip distribution for TAZ 569 is provided in Table 11. The detailed cardinal distribution is included in Appendix I. Table 11: Cardinal Trip Distribution Cardinal Direction Percentage of Trips North -Northeast 14.85% East -Northeast 5.63% East -Southeast 1.02% South -Southeast 1.84% South -Southwest 7.34% West -Southwest 21.43 West -Northwest 24.34% North -Northwest 23.55% Total 100.00% Figures 7 through 10 show the project trip distribution and assignment at the project driveways and adjacent intersections for the A.M. and P.M. peak hours. The project trips (vehicular and person -trips) were then distributed and assigned to the roadway network. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 26 June 2011 NOT TO SCALE SW 7th Street (24%) SW 8th Street 45% SW 3rd Avenue ❑ �. ,� Kimley-Horn and Associates, Inc. ©z011 (45%) J1 SW 7th Street 1st Avenue 14 45% N 45% - SW 2nd Avenue SW 4th Street (,y%, 1% 13%.1 (13%) TJRight-out only Driveway 6%- (1%) 61%— SW 9th Street tr 9 tr (4%) SE 4th Street (EB) r tir ,e%4 56%J (1%) 56% N (8%) - Leae rid Study Roadway 0 Study Intersection • Project Driveways 00 % Entering Project Distribution (00%) Exiting Project Distribution SW 5th Street 1 (6%) , SW 6th Street (3%) J1 Hotel ht L 5% t H - N Figure 7 Project Trip Distribution A.M. Peak Hour Brickell CitiCentre NOT TO SCALE SW 7th Street 0 (21%) • (24%) SW 8th Street 1st Avenue (45%) 45% SW 3rd Avenue ❑ M � Kimley-Horn and Associates, Inc. ©2011 45% - SW 2nd Avenue SW 7th Street 14 45% — SW 4th Street (43%) 5% (8%) 5% T1Right-out only Driveway Driveway # 7 E m rn 0 w (0%) H 3, - t s% (23%) H 5% (35%) 01 SE 4th Street (EB) tir a% 4 (22%) 2096., 1 r 20% 4 s% , 44% (3%) 24% m h (3%) 9% (8%) — SW 9th Street Leae rid - Study Roadway 0 Study Intersection • Project Driveways 00 % Entering Project Distribution (00%) Exiting Project Distribution SW 5th Street 1 (3%) 4 SW 6th Street % O 0 a) 0 J1 Hotel ht 1 4 ©L 5% (12%) _, t Figure 8 Project Trip Distribution P.M. Peak Hour Brickell CitiCentre NOT TO SCALE SW 7th Street 69 SW 8th Street 1st Avenue - 148 SW 7th Street 14 322y Kimley-Hom and Associates, Inc. 2011 322- Q a N to 322 y SW 4th Street H64 r 76 (to EB SE 4th S • ,3 tr Driveway # 7 0- H 403 99 , 51 988 SE 4th Street (EB) Right -out only Driveway ▪ 144 1 ht t T 4 SW 9th Street 33 54 — tr H r tir CO CO - 125 r 41 h 134 422 — > 0 Ldd - Study Roadway 0 Study Intersection OProject Driveways 1.324 Project Person -Trips 453 Project Trips SW 5th Street 1 Hotel SW 6th Street It cc > 0 150 20 441 ,07 14 ht L 42 459 mt 25 — N rp 7 C f0 � y Le 03 20 , 13 y Y t Figure 9 Project Trip Assignment A.M. Peak Hour Brickell CitiCentre NOT TO SCALE SW 7th Street 249 r 284 SW 8th Street - 533 •1 1 1st Avenue SW 7th Street 14 369 Kimley-Hom and Associates, Inc. 2011 369 - N N 369 y SW 4th Street 509 r 136 41 tr L Driveway # 7 t 1,155 co d rn S. 321 456 ht 1 SE 4th Street (EB) Right -out only Driveway H 25 - co 4 287 4244 361 - 233 — 1,322 y SW 9th Street tr tir 457 r 49 64 4 119 — Driveway # 5 SW 5th Street Ldd Study Roadway Study Intersection OProject Driveways 1,694 Project Person -Trips 453 Project Trips 1 Hotel SW 6th Street 139 mo 1 � M 0 c0 co 0 14 ht L41 74 mit 95 — 149 5 12 7 Y t Figure 10 Project Trip Assignment P.M. Peak Hour Brickell CitiCentre C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis FUTURE TOTAL TRAFFIC Total traffic volumes (vehicular and person -trips) considered in the future year (2018) analysis for this project are the sum of 2018 background traffic volumes and the expected project traffic volumes. Figures 11 and 12 present the total traffic for the study area. Total turning movement volume development worksheets for the study intersections are included in Appendix J. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 31 June 2011 NOT TO SCALE SW 7th Street 14 5e 2,942 207 L 72 L 165 1,205 m H 1,24e 30 J1 r,9 �ht tr SW 8th Street ❑ M � Kimley-Horn and Associates, Inc. ©2011 ht 302 t 2,675 — 350 7 N N rn J1 SW 7th Street 1st Avenue 14 32 y 560 - SW 4th Street J14 SE 4th Street (EB) A. 1 Right -out only 44 h t to EB Biscayne Blvd Way 112 y 93 v Q �* E >6 m m 4 109 4 2,741 4,136 y rn 283 4 2,339 — SW 9th Street (to EB SE 4th S L15 2 tr Driveway 4 1344 2,354 — ,s, 46B 4 1,613 H 225 7 7 N C a l0 > Q= V Lu rn Laadd Study Roadway Study Intersection • Project Driveways 4I 1.694 Person -Taps 453 Traffic Volume L 64 �9 SW 5th Street 1 1 4 r 55 tr Hotel 92 7y 104 .11, J1 ht Median closure. Northbound and eastbound left -turn traffic re-routed to SE 5th Street 646 1 4 r 209 617 4 720 H 243 7 N tr Figure 11 Future Total Traffic A.M. Peak Hour Brickell CitiCentre NOT TO SCALE SW 7th Street 14 L 251 1,990 r 889 rcq ht 41 SW 8th Street 14 124 2,587 r 187 ht eq J1 SW 7th Street 1st Avenue SW 4th Street to EB Biscayne Blvd Way 1,978 r 392 41 14 414 10 73 71 3-> SE 4th Street (EB) L6 Right -out only 1 Driveway 09 In w htr Driveway # 7 - 1 r 3,878 4 130 2,221 74 tr d 7 C ❑ M � Kimley-Horn and Associates, Inc. ©2011 200 1,901 — 341 - tr a) -43 to 86 y 390 287 4 1,888 - 3,351 y co to d 0 S Miami Aven 11- 143 ,050 of H 25 - tsl 4 807 4 1,377 — SW 9th Street tr Driveway # 8 257 r 0 tir 1,996 r 49 164 4 1,319 xt T td d 0 14 tr 1,010 — 222 - k. G7 tp C !d Qd .2 U W Li- ce Ladd Study Roadway 0 Study Intersection • Project Driveways 1,694 Person -Trips 453 Traffic Volume L 54 �1 SW 5th Street 1 1 4 r 74 Hotel SW 6th Street ca Driveway # 6 Dri h 1,678 J 2 H 97 - 11, o 5. 41 154 J14 ht Median closure. Northbound and eastbound left -turn traffic re-routed to SE 5th Street 111 41* 2.55 m IL630 1 4 r 309 4704 572 - 263 7 N N Y tr Figure 12 Future Total Traffic P.M. Peak Hour Brickell CitiCentre C=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis FUTURE CONDITIONS CAPACITY ANALYSIS Two separate future conditions peak hour capacity analyses were performed. • A transportation corridor (person - trip) capacity analysis • Intersection capacity analysis was performed at the study intersections Future Background Traffic Conditions Tables 12 and 13 present the results of the transportation corridor capacity analysis for the 2018 A.M. and P.M. peak hour background traffic conditions. As indicated in Tables 12 and 13, the corridors have sufficient capacity and are expected to operate at adopted levels of service (LOS E). Table 14 presents the results of the intersection capacity analysis. The intersection timings were optimized to reflect the change in traffic patterns in the year 2018. All intersections are expected to operate at their adopted level of service or better. Detailed SYNCHRO 7.0 outputs are included in Appendix K. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 34 June 2011 p-mr1 Kimley-Horn \ MI 1 and Associates, Inc. Traffic Impact Analysis Table 12: Future Background A.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways P 2011 A.M. Peak Hour Volume Background Growth Peak Hour Volume (1) 2018 A.M. Peak Hour Background Volume (2) 2018 A.M. Peak Hour Background Capacity (C) (3) 2018 A.M. Peak Hour Excess Capacity 2018 A.M. Peak Hour Background Level of Service Person- Trips Person- Trips Person- Trips Person- Trips Person- Trips V/C Ratio LOS S Miami Avenue and SW 15t Avenue NB 1,997 238 2,235 11,440 9,205 0.195 C SB 1,774 211 1,985 10,035 8,050 0.198 C SW/SE 7th Street and SW/SE 8th Street EB 2,813 335 3,148 5,202 2,054 0.605 D WB 1,823 217 2,040 4,884 2,844 0.418 D (1) An annual g owth rate (1.62 percent) was applied to the 2011 A.M. peak hour total volume to determine the 2018 background volume. (2) The summation of 2011 peak hour background volumes and committed trips. (3) Total capaci y determined in Table 6. K:\FTL_TPTO\043400000-Brickel I CitiCentre\Report\BCC TIA-0611.docx Page - 35 June 2011 p-mr1 Kimley-Horn \ MI 1 and Associates, Inc. Traffic Impact Analysis Table 13: Future Background P.M. Peak Hour Transportation Corridor Segment Conditions p RoadwaysHour Principal 2011 P.M. Peak Hour Volume Background Growth Peak Volume 4) 2018 P.M. Peak Hour Background Volume (2) 2018 P.M. Peak Hour Background Capacity (C) (3) 2018 P.M. Peak Hour Excess Capacity 2018 P.M. Peak Hour Background Level of Service Person- Trips Person- Trips Person- Trips Person- Trips Person- Trips V/C Ratio LOS S Miami Avenue and SW 15t Avenue NB 2,235 266 2,501 11,599 9,098 0.216 C SB 2,697 321 3,018 10,035 7,017 0.301 C SW/SE 7th Street and SW/SE 8th Street EB 1,813 216 2,029 5,096 3,067 0.398 C WB 2,432 290 2,722 4,884 2,162 0.557 D (1) An annual growth rate (1.62 percent) was appl ed to the 2011 A.M. peak hour total volume to determine the 2018 background volume (2) The summation of 2011 peak hour background volumes and committed trips. (3) Total capacity determined in Table 7. K:\FTL_TPTO\043400000-Brickel I CitiCentre\Report\BCC TIA-0611.docx Page - 36 June 2011 mrl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Table 14: Future Background A.M. and P.M. Peak Hour Intersection Conditions Intersection 2018 Peak Hour Overall Level of Service A.M.(P.M.) LOS Delay (secs) SW 7th Street and SW 3rd Avenue (Signalized) A(B) 9.8(11.9) SW 7th Street and SW 2nd Avenue (Signalized) C(D) 25.7(49.4) SW 7th Street and SW 1st Avenue (Signalized) C(C) 23.0(21.2) S 7th Street and S Miami Avenue (Signalized) C(C) 22.3(24.4) SE 7th Street and Brickell Avenue (Signalized) C(C) 23.2(34.4) SW 8th Street and SW 3rd Avenue (Signalized) C(C) 22.4(24.9) SW 8th Street and SW 2nd Avenue (Signalized) C(C) 33.4(25.7) SW 8th Street and SW 1st Avenue (Signalized) C(B) 23.4(19.3) S 8th Street and S Miami Avenue (Signalized) C(C) 30.8(22.5) SE 8th Street and Brickell Plaza (Unsignalized)I�1 C(B) 21.7(14.3) SE 8th Street and Brickell Avenue (Signalized) E(E) 65.7(59.4) SE 6th Street and S Miami Avenue (Unsignalized)I�1 B(B) 14.3(13.0) SE 9th Street and S Miami Avenue (Unsignalized)I�1 C(D) 16.3(27.6) SE 5th Street and Brickell Avenue (Signalized) B(B) 19.0(18.8) SE 6th Street and Brickell Avenue (Unsignalized)I�1 A(B) 9.4(10.7) SE 4th Street and S Miami Avenue (Signalized) B(B) 10.8(10.6) Note: 1) Overall intersection LOS not provided for two-way stop -controlled intersections. The worst minor street movement is indicated. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 37 June 2011 mrl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Future Total Traffic Conditions Tables 15 and 16 present the results of the transportation corridor capacity analysis for the 2018 A.M. and P.M. peak hour total traffic conditions. As indicated in these tables, all corridors are expected to have sufficient capacity and are expected to operate at adopted levels of service (LOS E or better). Table 17 presents the results of the intersection capacity analysis for the 2018 A.M. and P.M. peak hour total traffic conditions. The intersection timings were optimized to reflect the change in traffic patterns in the year 2018. All of the intersections are expected to operate at adopted level of service standard or better, with the exception of the stop -controlled approach of the intersection of SE 7th Street and Driveway #3, which is expected to operate at LOS F only during the P.M. peak hour. This is common during peak periods where a high -volume free flowing major street intersects with a stop controlled driveway. However, please note that the delay is not excessive for stop -controlled (northbound approach) to the intersection of SE 7th Street and Driveway #3. In addition, northbound traffic at the intersection of SE 7th Street and Driveway #3 will queue on the project site and will not negatively impact flow on the roadway network adjacent to the project. Detailed analysis calculations are included in Appendix L. Please note that the development proposes to connect Driveway #1 as the new northbound signalized approach to the intersection of SW 1st Avenue and SW 7th Street. Additionally, the project proposes traffic signals at the intersections of (1) SE 8th Street and Brickell Plaza/Driveway #6 and (2) SE 7th Street and Driveway #2. Traffic signal warrant analyses have been prepared for these two proposed traffic signals and are included in a subsequent section of this report. Coordination with the Miami -Dade County Public Works Department and the Florida Department of Transportation will be required as part of the implementation of the proposed traffic signals. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 38 June 2011 p-mrl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Table 15: Future Total A.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways 2018 A.M. Peak Hour Total Volume Project A.M. Peak Hour Distribution (Maximum) Project A.M. Peak Hour Assignment 2018 A.M. Peak Hour Total Volume (V) (1) 2018 A.M. Peak Hour Total Capacity (C) (2) 2018 A.M. Peak Hour Excess Capacity 2018 A.M. Peak Hour Total Level of Service Person -Trips Person -Trips Person -Trips Person -Trips Person -Trips VAC Ratio LOS S Miami Avenue and SW 1st Avenue 9%In 106 NB 2,235 2,456 11,440 8,984 0.215 C 25% Out 115 35% In 293 SB 1,985 2,304 10,035 7,731 0.229 C 8% Out 26 SE/SW 7th Street and SE/SW 8th Street 80% In 938 EB 3,148 4,136 5,202 1,066 0.795 D 11% Out 50 18% In 210 WB 2,040 2,443 4,884 4,884 0.500 D 42% Out 193 (1) 2018 A.M. peak hour total volume (V) is defined as the sum of the project P.M. peak hour assignment and the background volume. (2) Total capacity determined in Table 12. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 39 June 2011 p-mrl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Table 16: Future Total P.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways 2018 A.M. Peak Hour Total Volume Project A.M. Peak Hour Distribution (Maximum) Project A.M. Peak Hour Assignment 2018 A.M. Peak Hour Total Volume (V) (1) 2018 A.M. Peak Hour Total Capacity (C) (2) 2018 A.M. Peak Hour Excess Capacity 2018 A.M. Peak Hour Total Level of Service Person -Trips Person -Trips Person -Trips Person -Trips Person -Trips VAC Ratio LOS S Miami Avenue and SW 1st Avenue 24% In 276 NB 2,501 3,257 11,599 8,342 0.281 C 29% Out 480 34% In 279 SB 3,018 3,392 10,035 6,643 0.338 C 8% Out 95 SE/SW 7th Street and SE/SW 8th Street 79 % I n 907 EB 2,029 3,351 5,096 1,745 0.658 D 25% Out 415 17% In 195 WB 2,722 3,878 4,884 1,006 0.794 D 58% Out 961 (1) 2018 A.M. peak hour total volume (V) is defined as the sum of the project P.M. peak hour assignment and the background volume. (2) Total capacity determined in Table 13. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 40 June 2011 � Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Table 17: Future Total A.M. and P.M. Peak Hour Intersection Conditions Intersection 2018 Peak Hour Overall Level of Service A.M.(P.M.) LOS Delay (secs) SW 7th Street and SW 3rd Avenue (Signalized) A(B) 6.4(12.3) SW 7th Street and SW 2nd Avenue (Signalized) C(E) 29.8(76.9) SW 7th Street and SW 1st Avenue/Driveway #1 (Signalized) C(D) 32.1(49.7) SW 7th Street and S Miami Avenue (Signalized) C(D) 25.3(43.3) SW 7th Street and Brickell Avenue (Signalized) C(D) 24.1(36.2) SW 8th Street and SW 3rd Avenue (Signalized) E(D) 68.2(52.5) SW 8th Street and SW 2nd Avenue (Signalized) E(D) 58.8(40.5) SW 8th Street and SW 1st Avenue (Signalized) E(C) 77.0(29.2) SW 8th Street and S Miami Avenue (Signalized) C(B) 23.2(17.7) SW 8th Street and Brickell Plaza/Driveway #6 (Proposed Signal) A(C) 5.0(21.9) SW 8th Street and Brickell Avenue (Signalized) E(E) 77.2(64.9) SE 6th Street and S Miami Avenue (Unsignalized)111 C(B) 15.6(11.7) SE 9th Street and S Miami Avenue (Unsignalized)111 C(D) 17.4(32.0) SE 5th Street and Brickell Avenue (Signalized) C(B) 21.1(18.4) SE 6th Street and Brickell Avenue (Unsignalized)111 A(B) 9.9(11.0) SE 4th Street and S Miami Avenue (Signalized) B(A) 13.5(10.0) SW 7th Street and Driveway #2 (Proposed Signal) A(B) 7.1(19.3) SW 7th Street and Driveway #3 (Unsignalized)111 B(F) 10.9(59.8) SW 8th Street and Driveway #4 (Unsignalized)111 B(C) 14.0(24.7) SW 8th Street and Driveway #5 (Unsignalized)111 B(B) 11.3(11.1) S Miami Avenue and Driveway #7 (Unsignalized)111 (2) (2) SE 6th Street and Driveway #8 (Unsignalized)111 A(B) 9.8(10.9) Note: (1) Overall intersection LOS not provided for two-way stop -controlled intersections. The worst minor street movement is indicated. (2) Overall intersection LOS is not defined, as intersection operates under free -flow or stop -control conditions. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 41 June 2011 purl Kimley-Horn \ MI and Associates, Inc. Traffic Impact Analysis Proposed laneage scenarios were analyzed for the intersection of S Miami Avenue and SW 7th Street. Currently, the northbound approach consists of an exclusive left -turn lane, shared left/through lane, and through lane. Scenario A proposes to reduce the length of the exclusive left -turn lane to 50 feet. The purpose for this reduction is to facilitate a wider sidewalk to better accommodate pedestrians. Future total conditions were analyzed and the results are presented in Table 18. A 95th percentile queuing analysis was also prepared for the proposed northbound approach in order to examine the impact of the proposed reduced storage length and is presented in Table 19. Although the adopted level of service standard is met for the intersection of SW 7th Street and S Miami Avenue under the proposed roadway laneage in Scenario A, the 95th percentile queue length well exceeds the proposed storage length during both the A.M. and P.M. peak hours. Table 18: Future Total A.M. and P.M. Peak Hour Scenario A Intersection Conditions Intersection 2018 Peak Hour Overall Level of Service A.M.(P.M.) S 7th Street and S Miami Avenue (Signalized) LOS Delay (secs) C(D) 25.3(42.3) K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 42 June 2011 mrl Kimley-Horn Mand Associates, Inc. Traffic Impact Analysis Table 19: Future Total A.M. and P.M. Peak Hour Scenario A 95th Percentile Queue Lengths Proposed Storage 95th Percentile Location Length Queue (feet) (feet) A.M. Peak Hour (P.M. Peak Hour) Northbound Left -Turn Lane 50 m26 (#348) Northbound Through -Lane 347 55 (312) Note: #— 95th percentile volume exceeds capacity, queue may be longer m — Volume for 95th percentile queue is metered by upstream signal A second scenario (Scenario B) was analyzed for the intersection SW 7th Street and S Miami Avenue. Scenario B proposes to reduce the northbound approach from three (3) lanes to two (2) lanes, consisting of a shared left/through lane and through lane. As with Scenario A, the purpose for this laneage reduction is to facilitate a wider sidewalk to better accommodate pedestrians. Future total traffic conditions were analyzed and the results are presented in Table 20. A 95th percentile queuing analysis was prepared for the proposed northbound approach in order to examine the impact of the proposed reduced storage length and is presented in Table 21. Although the adopted level of service standard is met for the intersection of SW 7th Street and S Miami Avenue under the proposed roadway laneage in Scenario B, the 95th percentile queue lengths extends the entire length of the block and south beyond the intersection of SW 8th Street and S Miami Avenue. Based on the results of this analysis, it is not recommended to modify the existing geometry at the intersection of SW 7th Street and S Miami Avenue. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 43 June 2011 li_I, Kimley-Horn \ MI and Associates, Inc. Traffic Impact Analysis Table 20: Future Total A.M. and P.M. Peak Hour Scenario B Intersection Conditions Intersection SW 7th Street and 5 Miami Avenue (Signalized) 2018 Peak Hour Overall Level of Service A.M.(P.M.) LOS Delay (secs) C(E) 28.2(76.4) Table 21: Future Total A.M. and P.M. Peak Hour Scenario B 95th Percentile Queue Lengths Location Proposed Storage Length (feet) 95th percentile Queue (feet) A.M Peak Hour (P.M Peak Hour) Northbound Through -Lane 347 424 (#891) Note: #-95th percentile volume exceeds capacity, queue may be longer. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCCTIA-0611.docx Page - 44 June 2011 mrl Kimley-Horn Mand Associates, Inc. Traffic Impact Analysis PROJECT DRIVEWAY ANALYSIS As previously indicated, access to the site is provided via eight (8) driveways. Access from SW 7th Street 1. Driveway #1 (BCC West): residential units, left-in/left-out driveway with proposed signalization with SW 1st Street 2. Driveway #2 (BCC East/BCC North): retail space, left-in/left-out driveway (BCC East), retail space, right -out only driveway (BCC North) with proposed signalized control 3. Driveway #3(ENB): office space, left -out only driveway Access from SW 8th Street 4. Driveway #4(BCC West): retail space, left-in/left-out driveway 5. Driveway #5(BCC East): retail space, left-in/left-out driveway 6. Driveway #6(ENB): office space, full access driveway with proposed signalization Access from S Miami Avenue 7. Driveway #7(BCC North): retail space, right -in only driveway Access from SE 6th Street 8. Driveway #8(BCC North): residential units, full access driveway The driveways serving the office and residential components of the project are proposed to operate with a proximity card reader for tenants. The other driveways are proposed to operate with a push button ticket spitter for patrons. A queuing assessment consistent with the methodology outlined in Van Nostrand Reinhold's Parking Structures: Planning, Design, Construction, Maintenance, and Repair, 1989, was performed for the seven access locations serving traffic entering the project. Results of the analysis are summarized in Table 22 and detailed analyses are included in Appendix N. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 45 June 2011 mrl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Table 22: Peak Hour Entry Gate Analysis Access Point Parking Control Service Rate (vph) A.M. (P.M.) Queue(1) A.M. (P.M.) Available Queue Storage SW 7th Street at Driveway #1 Proximity Card Reader 300 (300) 1 veh (1 veh) 12 vehicles SE 7th Street at Driveway #2 Ticket Spitter — Push Button 257 (257) 1 veh (1 veh) 12 vehicles SE 8th Street at Driveway #4 Ticket Spitter — Push Button 257 (514) 1 veh (1 veh) 12 vehicles/ 24 vehicles ) SE 8th Street at Driveway #5 Ticket Spitter — Push Button 257 (257) 3 vehs (4 vehs) 10 vehicles SE 8th Street at Driveway #6 Proximity Card Reader 600 (300) 4 vehs (1 veh) 9 vehicles S Miami Avenue at Driveway #7 Ticket Spitter — Push Button 480 (480) 1 veh (1 veh) 7 vehicles SE 6th Street at Driveway #8 Proximity Card Reader 511 (511) 1 veh (1 veh) 11 vehicles Number of vehicles queued behind the service position. (2) Available queue storage increases to 24 vehicles when using two channels. As indicated in Table 22, all of the parking control stations have sufficient queue storage provided. In addition, access at driveways #4 and #6 are proposed to have reversible service lanes/channels. Access at Driveway 4 has two lanes/channels in the P.M. peak. However, the analysis was performed with a single channel methodology since the entry lanes are physically separated. All parking control stations in the vicinity of a turn or curve were assumed as sharp - turn which reduces the service rate. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 46 June 2011 purl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis TRANSPORTATION CONTROL MEASURES PLAN AND PROPOSED IMPROVEMENTS A Transportation Control Measures Plan is proposed to reduce the impacts of the project traffic on the surrounding roadway network. Miami -Dade County provides public transit in close proximity to the project site. In addition, other measures to encourage people to use public transportation, promote bicycling and walking, encourage car/vanpooling and offer alternatives to the typical workday hours are strategies under consideration. Examples of these incentives include, but are not limited to: • Providing transit information within the site including route schedules and maps • Providing convenient and secure areas for bicycles • Providing other transit -oriented amenities The applicant intends to make the site bicycle/pedestrian- and transit -friendly and will consider these features for incorporation into the site. Bicycle Facility Considerations The development proposes improvements and amenities for bicyclists. These improvements include a 14 foot wide curb lane on SW 7th Street and S Miami Avenue within the study area. Bicycle parking, both covered and on -street will be provided throughout the proposed development. Please refer to the Bicycle Diagram A0.14 contained in the SAP submittal, also contained in Appendix M. Parking Garage Interconnectivity In an effort to reduce the amount of external vehicular traffic generated within various blocks of the proposed development, vehicle interconnection tunnels are proposed within Basement Level 2 between the retail and office parking garages. Tunnels will connect the proposed development on the east and west sides of S Miami Avenue and the proposed development on the north and south sides of SW 7th Street. These tunnels are depicted on Conceptual K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 47 June 2011 iiimrl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Commercial Tenant Area Level 02 Floorplan A1.02 of the SAP submittal, also contained in Appendix M. Pedestrian Interconnectivitv In addition to the parking garage interconnectivity, pedestrian interconnectivity is provided in the development. Above grade (Level 2) pedestrian bridges will be provided over S Miami Avenue and SW 7th Street. The S Miami Avenue pedestrian bridge will link the development on the east and west sides of S Miami Avenue, with the SW 7th Street pedestrian bridge linking the development on the north and south sides of SW 7th Street. These pedestrian links will help minimize at -grade pedestrian crossing between the various blocks of development. City of Miami Biscavne/Brickell Trolley The proposed City of Miami Biscayne/Brickell Trolley northbound route within the study area runs northbound on S Miami Avenue and eastbound on SW 8th Street. The current southbound route is proposed to travel southbound on Brickell Avenue and westbound on SW 10th Street. The Brickell CitiCentre is proposing a transit stop within the development east of S Miami Avenue to accommodate the northbound trolley. Additionally, the development supports rerouting the southbound Trolley onto SW 7th Street and providing a transit stop east of S Miami Avenue to make accessibility to the trolley more convenient to the site. Eighth Street Metromover Station The proposed development will have a direct access to the Metromover. Access to the Eighth Street Metromover Station will be provided via a connection to the 3rd floor level of BCC East. Access from the office building (ENB) located to the east of the Metromover will be provided via escalators from the 2nd floor of the proposed building on the ENB parcel. Conceptual Commercial Tenant Area Level 3 Floorplan A1.03 of the SAP submittal provides an illustration of the connection to the Metromover station from BCC East and the plan is also included in Appendix M. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 48 June 2011 mrl Kimley-Horn `Mand Associates, Inc. Traffic Impact Analysis Greenways The project will provide a path connecting towards the Miami River Greenway under the Metromover as depicted in the Civic Space Diagram Ground Level A0.31 in Appendix M. Furthermore, a sidewalk canopy is proposed along S Miami Avenue at SE 6th Street north towards the Miami River. The Overall Site Plan A0.10 contained in the SAP submittal depicts the sidewalk canopy, included in Appendix M. Additional landscape and pedestrian amenities are proposed throughout the ground, 2, and 3 levels of the project. Detail areas are provided in Civic Space Diagram Ground Level A0.31, Civic Space Diagram Level 2 A0.32, and Civic Space Diagram Level 2 A0.33, which included in Appendix M. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 49 June 2011 liI_I,Kimley-Horn and Associates, Inc. Traffic Impact Analysis SIGNAL WARRANT ANALYSIS Signal warrant analyses were performed for the two proposed traffic signals at the intersections of (1) SE 7th Street at Driveway #2 and (2) SE 8th Street at Brickell Plaza/Driveway #6. The signal warrant analyses were performed based upon the criteria contained in the 2009 Edition of the Manual on Uniform Traffic Control Devices (MUTCD). The signal warrant analyses evaluated the expected traffic conditions in the Year 2018 (corresponding to total buildout of the project). The minor street approach movements considered in the signal warrant analyses were the northbound left -turn movement exiting the project at SE 7th Street and Driveway #2 and the southbound left -turn movement exiting the project at SE 8th Street and Brickell Plaza/Driveway #6. Traffic volumes for the minor street approach movements were obtained from the peak hour project traffic assignment, and the remainder of the project trips expected to be generated throughout the day were allocated to the minor street approaches based on the existing hourly distribution of traffic volumes on the adjacent major streets. The projected volumes at project buildout at the two proposed signals were compared to criteria contained in the MUTCD for the following volume warrants: Warrant Number 1: Eight -Hour Vehicular Volume Warrant o Condition A: Minimum Vehicular Volume o Condition B: Interruption of Continuous Traffic o Combination: Combination of Conditions A & B Warrant Number 2: Four -Hour Vehicular Volume Warrant Warrant Number 3: Peak Hour Warrant Detailed signal warrant analyses are included in Appendix 0. At the intersection of SE 7th Street and Driveway #2, the project will have a "reverse" flow entering and exiting the site. Therefore, the westbound left -turning traffic entering the site K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCCTIA-0611.docx Page - 50 June 2011 purl Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis from the major street will not conflict with the traffic exiting the site from Driveway #2. Therefore, only the westbound through movement volumes on SE 7th Street (major street) were considered in the signal warrant analyses. As presented in Appendix 0, traffic signal volume warrants 1, 2, and 3 are satisfied at this intersection. The intersection of SE 8th Street and Driveway #6/Brickell Plaza will have typical traffic flow. Therefore, the signal warrant analysis considered all volumes on the SE 8th Street (major street) approach. As presented in Appendix 0, traffic signal volume warrants 2 and 3 are satisfied at this intersection. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 51 June 2011 mrl Kimley-Horn Mand Associates, Inc. Traffic Impact Analysis CONCLUSION This traffic impact study assessed the impacts of the Brickell CitiCentre project on the surrounding transportation network. The analysis was conducted in accordance with the City of Miami requirements, analyzing transportation corridor segments and intersections. Trip generation calculations indicate that the project is expected to generate 1,167 new vehicular trips and 1,632 person -trips during the A.M. peak hour and 2,003 new vehicular trips and 2,804 person -trips during the PM. peak hour. These project trips were assigned to the roadway network based on a cardinal trip distribution obtained from the 2035 Cost Feasible Plan. Transportation corridor segments capacity analyses and intersection capacity analyses were performed for existing conditions and for future conditions with and without project traffic. Results of the analyses demonstrate that the transportation corridors and intersections in the vicinity of the project site operate at adopted levels of service during both the A.M. and P.M. peak hours, with the exception of the stop -controlled approach of the intersection of SE 7th Street and Driveway #3, which is expected to operate at LOS F only during the P.M. peak hour. This is common during peak periods where a high -volume free flowing major street intersects with a stop controlled driveway. However, the delay is not excessive even during the P.M. peak hour at intersection of SE 7th Street and Driveway #3 and traffic will queue on the project site and will not negatively impact flow on the roadway network adjacent to the project. Please note that the project proposes to connect Driveway #1 as the northbound signalized approach to the intersection of SW 1st Avenue and SW 7th Street. Additionally, the project proposes traffic signals at the intersections of (1) SE 8th Street and Brickell Plaza/Driveway #6 and (2) SE 7th Street and Driveway #2. Both locations satisfy criteria contained in the MUTCD for traffic signals. Coordination with the Miami -Dade County Public Works Department and the K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 52 June 2011 lmr1 Kimley-Horn \ and Associates, Inc. Traffic Impact Analysis Florida Department of Transportation will be required as part of the implementation of these proposed traffic signals. The project proposes a series of improvements including bicycle facilities, parking garage interconnectivity, pedestrian interconnectivity, City of Miami Biscayne/Brickell Trolley stops, elevated connections to the Eighth Street Metromover Station, and connections to the Miami River Greenway. These improvements will encourage people travel to and from the project to use public transportation as well as promoting bicycling and walking. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\BCC TIA-0611.docx Page - 53 June 2011