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TAB D.1 Traffic Impact Analysis (2)
D.1 TRAFFIC IMPACT ANALYSIS 1 Traffic Impact Analysis for Submittal to the City of Miami ©2t 1 Kimley=Horn and Associates,, Inc: May 2011 043400000 rp imley-Horn and Associates, Inc. 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 VKimley-Horn and Associates, Inc. ©2011 Kimley-Horn and Associates, Inc. May 0001 043400000 GI1Kimley-Horn and Associates, Inc. Traffic Impact Analysis TABLE OF CONTENTS INTRODUCTION 1 DATA COLLECTION 3 CAPACITY ANALYSIS METHODOLOGY 4 Level of Service Standard 4 Transportation Corridor Level of Service Methodology 4 Intersection Level of Service Methodology 5 EXISTING CONDITIONS (2011) CAPACITY ANALYSIS 6 Transportation Corridors 6 FUTURE BACKGROUND TRAFFIC CONDITIONS 13 Background Area Growth 13 Committed Developments 14 PROJECT TRAFFIC 17 Existing and Proposed Land Uses 17 Project Access 17 Trip Generation 18 Trip Distribution at Assignment 21 FUTURE TOTAL TRAFFIC 26 FUTURE CONDITIONS CAPACITY ANALYSIS 29 Future Background Traffic Conditions 29 Future Total Traffic Conditions 33 PROJECT DRIVEWAY ANALYSIS 40 TRANSPORTATION CONTROL MEASURES PLAN 41 Bicycle Facility Considerations 41 Parking Garage Interconnectivity 41 Pedestrian Interconnectivity 42 City of Miami Biscayne/Brickell Trolley 42 Eighth Street Metromover Station 42 Greenways 43 CONCLUSIONS 44 K:\FTL_TPT0\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - i May 2011 Cam„ Kimley-Horn and Associates, Inc. Traffic Impact Analysis LIST OF FIGURES Figure 1: Project Location Map 2 Figure 2: Intersection Laneage Configuration 1 Figure 3: 2011 A.M. Peak Hour Traffic Volumes 2 Figure 4: 2011 P.M. Peak Hour Traffic Volumes 3 Figure 5: A.M. Peak Hour Future Background Traffic 15 Figure 6: P.M. Peak Hour Future Background Traffic 16 Figure 7: A.M. Peak Hour Project Trip Distribution 22 Figure 8: P.M. Peak Hour Project Trip Distribution 23 Figure 9: A.M. Peak Hour Project Assignment 24 Figure 10: P.M. Peak Hour Project Assignment 25 Figure 11: A.M. Peak Hour Future Total Traffic 27 Figure 12: P.M. Peak Hour Future Total Traffic 28 LIST OF TABLES Table 1: Data Collection Summary 1 Table 2: Transportation Corridor Level of Service Thresholds 5 Table 3: 2011 A.M. at P.M. Peak Hour Roadway Volumes 6 Table 4: 2011 A.M. at P.M. Peak Hour Miami -Dade Transit Conditions — S Miami Avenue 8 Table 5: 2011 A.M. at P.M. Peak Hour Miami -Dade Transit Conditions SW 7th at 8th Streets 9 Table 6: 2011 A.M. Peak Hour Transportation Corridor Segment Conditions 10 Table 7: 2011 P.M. Peak Hour Transportation Corridor Segment Conditions 11 Table 8: 2011 Peak Hour Intersection Conditions 12 Table 9: Growth Analysis Summary 13 Table 10: Proposed Trip Generation 20 Table 11: Cardinal Trip Distribution 21 Table 12: Future Background A.M. Peak Hour Transportation Corridor Segment Conditions30 Table 13: Future Background P.M. Peak Hour Transportation Corridor Segment Conditions 31 Table 14: Future Background A.M. and P.M. Peak Hour Intersection Conditions 32 Table 15: Future Total A.M. Peak Hour Transportation Corridor Segment Conditions 34 Table 16: Future Total P.M. Peak Hour Transportation Corridor Segment Conditions 35 Table 17: Future Total A.M. and P.M. Peak Hour 36 Table 18: Future Total A.M. and P.M. Peak Hour 37 Table 19: Future Total A.M. and P.M. Peak Hour 38 Table 20: Future Total A.M. and P.M. Peak Hour 39 Table 21: Future Total A.M. and P.M. Peak Hour Scenario B 95th Percentile Queue Lengths39 K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page- ii May 2011 0 I, C �/1 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: 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 K:\FrL_TPTO\043400000-BrickellCitiCentre\Report\BrickellCitiCentreTIA.docx Page-iii May 2011 Gam„ 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 -foot office building 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 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 correspondences are included in Appendix A. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page -1 May 2011 • ' a,r BCC West Retail: 180,101 sf Residential: 405 units Entertainment: 96,110 sf Office: 78,275 sf 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 ENA Hotel: 290 rooms Retail: 6 96'0 sf O 071sf. Residential: 75 units c e: 733, Office:95,117 sf I Kimley-Hom and Associates, Inc. 2011 Figure 1 Project Location Map Brickell CitiCentre „Kimley-Horn and Associates, Inc. Traffic Impact Analysis DATA COLLECTION Traffic data was collected in an area commensurate with the anticipated increase in traffic associated with the project. The study area roadway corridors for this project include: • South Miami 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 • SW 7th Street at Miami Avenue • SW 7th Street at Brickell Avenue • SW 8th Street at SW 3rd Avenue • SW 8th Street at SW 2"d Avenue • SW 8th Street at SW 1st Avenue • SW 8th Street at Miami Avenue • SW 8th Street at Brickell Plaza • SW 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 adjacent roadways 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. 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\Brickell CitiCentre TIA.docx Page - 3 May 2011 0 SICH LEFT TURN ON RED FROM LEFT LANE ONLY EMI MIMI mat: mum nom r-21110 OAN AVENUE, MIAMI MAIM VIM USA Sll TcO057111112 Fa 305.372.11 /5 IMP arqullecbuilatapo CD AROUITECTOMICA 1••••....a.•••••11.4.1M1,..1*.di AM.* C13 M —...,==.7.7.1r`""`""*""••••—°"'" . CO 0 CD CD 0 = 0 E. cc 71 0 c 1 cri ET) c Jo aliar TO aft / I / SCALE: 1'.100,0" 20O' °23-71100' THOROUGHFARES DIAGRAM LEGEND > PRIMARY ORO ,0,•• SECOND/WORM r - - Atilt / A0.12 APRIL 21, 2011 G�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 SW 7th Street and Miami Avenue 3/24/2011 1.00 SW 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 SW 8th Street and Miami Avenue 3/24/2011 1.00 SW 8th Street and Brickell Plaza 4/26/2011 1.01 SW 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 achieve 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:\FrL_TPTO\043400000-Brickell CitiCentre \Report\Brickell CitiCentre TIA.docx Page -1 May 2011 NOT TO SCALE t. SW 7th Street R 3 Jl ht as R SW 9th Street 1 4 l4 A11 S R 14 SW 4th Street A-159 112 SE Ath Street (EB) en 414 t, Rltht-oetonly orlyoray s h to E9Biscayne Blvd Way Ica y 5 2 SW 7th Street 0 a% t 125 t E N 2,a 2W1H 221 I, y SW 9th Street no Rod Study Roadway Stilly Intersection HI mac I Person -Trips 453 Traffic volume at 2!F we SW 5th Street 414 i°B Hotel a� htP . �gm e> > o ht ,a+ 44 tw .59 r< htP k g 0 tsao O SW 8th Street 14 Q 4 Or"' 3 tt Aa* 6 6 : t r ace 3 f r 259 •4 212 g "a 4 nt C av �s N m Figure 3 2011 Existing Traffic A.M. Peak Hour Brickell CitiCentre \®2011 / ❑_ � KimleyHom and Associates, Inc. NOT TO SCALE SW 7th Street 91 J1 I §n 14 s8 SW 8th Street 14 110 10.. ae7 t1 ht A 0 aJ tt Idea .• $ .- aos 3 SW 1st Avenue E J1 53 14 SE 4th Street (EB) Leoend Study Roadway Study Intersection 4414 L~ 7 Right -out only uJ Pmson-Taps SW 4th Street ® Driveway a J h i I'453 Traffic Volume to EB Blecayno Blvd Way 85H 3 a a us g 4 ?g GIs SW Sth Street J 4 4 „4"'Hotel mJ htP a.. GI ,an 4• 1e a rt SW 7th Street 330 I a H L 130 SW 6th Street L 100 070 ht aE SW 8th Street 14 mJ tf J if § Lsrs 14 rn< art.. 3 5 na.. 00 Ier 7 I N o. am Ltx Nm F at ueJ 105 tr 49 0 Figure 4 h t fir 2011 Existing Traffic 9 " P.M. Peak Hour Brickell CitiCentre ®zmt ❑_I 1 KimleyHom ®.._.... and Associates, Inc. SW 9th Street C ,, Kimley-Horn and 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\Brickell CitiCentre TIA.docx Page - 4 May 2011 Cam„ Kimley-Horn IMPand Associates, Inc. Traffic Impact Analysis Table 2: Transportation Corridor Level of Service Thresholds S Miami Avenueee) SW 7th Street/SW 8th Street Peak Hour Peak Hour Directional V/C Directional V/C LOS Volume Ratio Volume Ratio Thresholds Thresholds 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 6.0 Software, which applies methodologies outlined in the Highway Capacity Manual, 2000 Edition. K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 5 May 2011 C—/, Kimley-Horn 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. at P.M. peak hour directional traffic volumes for the study corridors. Corridor count data is included in Appendix B. Table 3: 2011 A.M. at 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 8th Street EB 1,852 1,172 1.01 1,871 1,184 SW 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. • 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. • 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. K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentreTlA.docx Page - 6 May 2011 Gam„ Kimley-Horn and Associates, Inc. Traffic Impact Analysis • 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 northbound. • Metrorail operates with 8 minute headways in both directions. MDT staff indicated that Metrobus routes on the study corridors utilize different bus types on the same route with variable 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. at P.M. peak hours' ridership on the routes studied and the ridership data as obtained from Miami -Dade Transit is included in Appendix C. K:\FrL TPTO\0434000D0-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 7 May 2011 Kimley-Horn \MI 1 and Associates, Inc. Traffic Impact Analysis Table 4: 2011 A.M. at P.M. Peak Hour Miami -Dade Transit Conditions — S Miami Avenue 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 Route 6 Northbound 60 (60) 1 (1) 36 36 (36) 6 riders per bus (5 riders per bus) Route 8 Northbound 10 (10) 6 (6) 53 318 (318) 16 riders per bus (18 riders per bus) Route 24 Northbound 20 (20) 3 (3) 53 159 (159) 14 riders per bus (11 riders per bus) 60 1 36 10 riders per bus Route 48 Northbound (60) (1) 36 (36) (4 riders per bus) Route 95 Northbound - (15) 0 (4) 53 (212) (4 riders per bus) Route 12 5 265 16 riders per bus 102/Route B Northbound (15) (4) 53 (212) (17 riders per bus) Route 208 Northbound 15 (15) 4 (4) 53 212 (212) 11 riders per bus (10 riders per bus) Metromover Northbound 1.5 minutes 40 75 3,000 293 [7 riders per vehicle] (40) (3,000) (375 [9 riders per vehicle]) Metrorail Northbound 8 minutes 7 504 3,528 405 [58 riders per train] (7) (3,528) (196 [28 riders per train ]) Total Northbound - 67 - 7,554 976 (17 riders per vehicle) (70) (7,713) (848 [19 riders per vehicle]) K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 8 May 2011 C_„ Kimley-Horn and Associates, Inc. Traffic Impact Analysis Table 5: 2011 A.M. at P.M. Peak Hour Miami -Dade Transit Conditions SW 7th at 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 8th (Eastbound) and SW 7th Street (Westbound) Eastbound 10 (10) 6 (6) 53 318 (318) 16 riders per bus (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 (60) 1 (1) 36 36 (36) 3 riders per bus (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 (15) 4 (4) 53 212 (212) 10 riders per bus (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 at 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. at P.M. peak hours at operate at acceptable levels of service. K:\F L TPTO\043400000-Brickel I CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 9 May 2011 C�/1 Kimley-Horn 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 Roadway Volumes A.M. Peak Hour Transit Ridership A.M. Peak Hour Total Volume (V) Directional Peak Hour Vehicular Capacity (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 ttl Person- Trips Person- Trips Vehicles Person- Trips ttl Person- Trips Person- Trips Person- Trips V/C Ratio LOS S Miami Avenue NB 729 1,021 976 1,997 2,776 3,886 7,554 11,440 9,443 0.175 C v m v w I - in fie 3 vi 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 (veh'cles) 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\Brickell CitiCentre TIA.docz Page - 10 May 2011 Can Kimley-Horn 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 Roadway Volumes P.M. Peak Hour Transit Ridership P.M. Peak Hour Total Volume (V) Directional Peak Hour Vehicular Capacity (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 li) Person- Trips Person- Trips Vehicles Person- Trips(2) Person- Trips Person- Trips Person- Trips V/C Ratio LOS S Miami Avenue NB 991 1,387 848 2,235 2,776 3,886 7,713 11,599 9,364 0.193 C SW 7th Street and SW 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 FOOTQuality/LOS Handbook at the Miami -Downtown DRI. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report \Brickell CitiCentre TIA.docx Page - 11 May 2011 G�/1 Kimley-Horn and Associates, Inc. Traffic Impact Analysis A.M. at 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. Intersection capacity analysis detailed information 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) B(B) 11.3(16.6) SW 7th Street and SW 2nd Avenue (Signalized) C(C) 22.8(32.5) SW 7th Street and SW 1st Avenue (Signalized) C(B) 29.4(22.9) SW 7th Street and S Miami Avenue (Signalized) C(C) 29.5(30.7) SW 7th Street and Brickell Avenue (Signalized) B(C) 19.8(26.6) SW 8th Street and SW 3rd Avenue (Signalized) C(C) 22.4(24.8) SW 8th Street and SW 2nd Avenue (Signalized) C(C) 21.3(25.5) SW 8th Street and SW 1st Avenue (Signalized) B(C) 16.4(24.4) SW 8th Street and S Miami Avenue (Signalized) C(B) 25.7(17.6) SW 8th Street and Brickell Plaza (Unsignalized)(1) D(D) 25.6(25.7) SW 8th Street and Brickell Avenue (Signalized) D(D) 49.7(44.3) SE 6th Street and S Miami Avenue (Unsignalized)I1l B(B) () 13.8(14.2) ( ) SE 9th Street and S Miami Avenue (Unsignalized)111 B(C) 13.7(16.3) SE 5th Street and Brickell Avenue (Signalized) B(B) 11.8(9.9) SE 6th Street and Brickell Avenue (Unsignalized)111 e(C) 11.9(22.6) SE 4th Street and S Miami Avenue (Signalized) B(B) 11.0(10.2) 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\Brickell CitiCentre TIA.docx Page - 12 May 2011 G—I, 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 plots of 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 SW 8th Street west of Brickell Avenue • Count station no. 5091 located on SW 7th Street west of Brickell Avenue 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% 872,700 1.62% 1.62% Brickell Avenue south of SE 8th Street587,000 -1.22% -0.31% SW 8th Street west of Brickell Avenue 3.37% -1.79% SW 7th Street west of Brickell Avenue 2.52% 2.52% As indicated in Table 9, the growth rate analysis determined the most recent five (5) year growth rate to be 1.05 percent (1.05%). An analysis of the most recent ten (10) year growth K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 13 May 2011 C�Kimley-Horn and Associates, Inc. Traffic Impact Analysis rate was determined to be -0.50 percent (-0.50%). Traffic volumes for area roadways from the SERPM plots were used to calculate a linear growth rate. The analysis considered a broader area that includes the general Brickell District area. The calculations for SERPM determined a linear growth rate of 1.62 percent (1.62%). In order to provide a conservative analysis a growth rate of 1.62 percent was used in the analysis on a compounding annual basis. Historical traffic count data, SERPM model 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 Available information for these developments is included in Appendix F. In addition, future roadway improvements were reviewed for any lane configuration or capacity improvements 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. Improvements detail is included in 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 at 6 present the A.M. at P.M. peak hour background conditions intersection volumes. K:\FTL TPTO\043400000•Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 14 May 2011 \ ®zot1 SOTTO SCALE SW 7th Street 30 ^n 41 $tt es g. !4 eJ td 15r3 * Yi E 00ri SW 8th Street 1 4 ❑®�Kimley-Hom and Associates, Inc. aF. Jl SW 4th Street 874 4. tde SE 4th Street (EB) 1 A 14 ti Night -out only d J y I i T Driveway I0 EB Biscayne Blvd Way lily A87 ea teik, �^OeeJ ,J titr ty Lec nd Study Hoadway ® Study Intersection IPerson -Trips 453 Traffic Volume R Ho SW 5th Street 4 14 04"95 Hotel ro.t h1P SW 6th Street ht n td 14 nee N n $ 560 559CD SW 7th Street eee ,y S Miami Avenue 0 SW 8th Street 233 J t 1.275 . 0 a SW 9th Street 14 Oe J 1.532 re5 7 M1bC��hun �wue. NoNL'+u�tl aM t5e, 14 ©rue erJ tf 780 . zt5.4, C m Figure 5 Future Background Traffic A.M. Peak Hour Brickell CitiCentre NOTTO SCALE SW 7th Street 14 t 351 •. 1as l � r ht sa a SW 8th Street 14 ee1.J e'a 7 tt 5N prwri Kimley-Horn ` ®1 and Associates, Inc. 2011 ht am 1st Avenue g 14 SW 4th Street E S �14 a� hrr to al Bleeayne elvd Way n• r, r4 tt >> h1P tea: t L2.q R Lt7 tan 333 el. 0 t tzz as SE 4th Street (EB) to Right -out only Driveway SW 5th Street SW 6th Street SW 8th Street 1 4 Lsoadd Study Roadway 0 Study Intersection I Person -Trips 453 Trani Volume 54 mot„17 1 4 n r" Hotel »> hit' a?.� s$s 45.. rexar1 eea wed 154.14 htg »: rr t,iaH 6 $ SW 9th Street ts5e 1 4 O4-'9 0 tr aa.t rr 323 513. a E e:z •� 3517 0 N y c n �aa a am = t tsz ym` m 0 Figure 6 h t r Future Background Traffic c . P.M. Peak Hour Brickell CitiCentre tree G II Kimley-Horn I , 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 -foot office building 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 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 access. Access from SW 7th Street 1. Driveway #1 (BCC West): residential units, full access driveway, proposed signalization with SW 1st Street 2. Driveway #2 (BCC East/BCC North): retail space, full access driveway (BCC East), retail space, right -out only driveway (BCC North), 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, full access driveway 5. Driveway #5(BCC East): retail space, full access driveway 6. Driveway #6(ENB): office space, full access driveway, proposed signalization K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 17 May 2011 Gam„ 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 hour. 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\Brickell CitiCentre TIA.docx Page -18 May 2011 Kimley-Horn Cam/ I 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. Project trips were estimated for the A.M. at P.M. peak hour. 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\Brickell CitiCentre TIA.docx Page -19 May 2011 C an 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 Net External (ITE Code) Scale Trips % Trips % Trips Proposed Development High -Rise Residential (232) 755 du 178 (110) 19% (62%) 12 (88) 81% (38%) 166 (22) Serviced Residential (233) 75 odu 32 23% 4 77% 28 (11) (63%) (10) (37%) (1) Hotel (310) 290 room 111 (59) 61% (53%) 72 (35) 39% (47%) 39 (24) Bowling Alley (437) 15 ksf 43 60% 26 40% ( 17 (25) (35%) (5) 65%) (20) Multiplex Movie Theater (445) 14 mov (85) (45%) (33) (55%) (52) General Office Building (710) 811.346 ksf 811 (844) 88% (17%) 786 (96) 12% (83%) 25 (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 (50) 61% (51%) 20 (28) 39% (49%) 7 (22) Quality Restaurant (931) 10 ksf 4 50% 2 50% 2 (27) (67%) (26) (33%) (1) High-Turnover(Sit-Down) 20.128 ksf 104 52% 57 48% 47 Restaurant (932) (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 ksf1�1 291 (270) 268 (36) 23 (234) Racquet/Tennis Club 7 courts 6 (22) 3 (11) 3 (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\Brickell CitiCentre TIA.docx Page - 20 May 2011 GI1Kimley-Horn and Associates, Inc. Traffic Impact Analysis Trip Distribution at 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. at P.M. peak hours. The project trips (vehicular at person -trips) were then distributed and assigned to the roadway network. K:\FTL_TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 21 May 2011 NOT TC SCALE SW 7th Street 4 45% to SW 8th Street Pr =WI Kimley•Hom ilak..JMI 1 and Associates, Inc. \ ©2011 nwe J4 SW 7th Street As% SW 4th Street 0 %J SE 4th Street (EB) Right -out only Driveway h S Miami Avenue mm� s t n%1 n%yd dn%1 u%•.I le%) SW 9th Street Laoend Study Roadway 0 Study Intersection Project Driveways 00% Entering Pooled Distribution (00%) Exiling Project Distribution SW 5th Street ht Hotel Figure 7 f Project Trip Distribution A.M. Peak Hour Brickell ClliCentre NOT TO SCALE SW 7th Street x y 4. p11 r SW 8th Street pin Ern Kimley.Hom Mill and Associates, Inc. \®xmi J1 SW 7th Street 14 SW 4th Street. 3 3 4 fi S Miami Avenue SE 4th Street (EB) Right -out only Driveway 84 O 3 o` a • 8 44 4 ,n%) e„ t te m J en P%1 r.%N a OV xy too �I SW 9th Street - Study Roadway O Study Intersection O Project Orivewaya 00% Entering Prefect Cis&ibuticn (00%) Exiting Project Dlstribu0on rt SW 5th Street %t J h 0110 104 5 4 4 Brickell Avenue 1 ht Z ex Hotel Figure 8 Project Trip Distribution P.M. Peak Hour Brickell CitiCentre NOT TO SCALE f SW 7th Street In #VALUE! Out #VALUE1 m5 �t SW 4th Street Ito ES SE 4tM1 Street ) tot Driveway#7 t440 R a SW 7th Street r. SW 8th Street an y FPI KimleyHom ` ® and Associates, Inc. \®za11 vr T 4 SW 9th Street S Miami Avenue ht ea 0 to e SE 4th Street (EB) Right -out only Driveway J N 4 c 0 ny woH 3 O T 3 LBnend Study Roadway Study Intersection ® Project Ddveways 4.1 t4C 'Project Persen•Tdps 453 Project Tdps SW 5th Street a r,, Hotel xo� t h ,e s 4U i.x Figure 9 Project Trip Assignment A.M. Peak Hour Brisket! CitiCentre NOTTO SCALE SW 7th Street SW 8th Street A J1 SW 7th Street 14 SW 4th Street 53 T N ri el I 38 S Miami Avenue t9 SE 4th Street (EB) Right -out only Driveway 4 • Lea nd - Study ne away Study Intersection Project 0 wways Protect Person -Trips 453 Project Trips SW 5th Street 1 ., Hotel of ht 14 t.o 399 y ®_I Kimley-Horn and Associates, Inc. \®2011 .w9 N •e N x9y +J tf SW 9th Street t =a =I 95 . t 59 n 7 Y m Figure 10 Project Trip Assignment P.M. Peak Hour Brickell CitiCentre C �„ Kim ley -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 \Brickell CitiCentre TIA.docx Page - 26 May 2011 NOT TO SCALE SW 7th Street t et J1 SW 8th Street 1 4 sea lase r •.e ht 55 J SW 7th Street 1 14 SW 4th Street 41114 to EB Biscayne Blvd Way 411 s t t' wYy a n7i If Kimley-Horn 1 and Associates, Inc. \ 02011 Vl 2.615 ..I WO .4. 2,32 MO .4. titr P a S 4 i Driveway #7 tdr0 a a 45 '1 4 im a� 8-J 1.1 .1713P. S Miami Avenue SE 4th Street (EB) t. Right -out only Driveway 4 ;k 4 stk T a 14 0 T Lecend - Study Roadway Study Intersection Project Driveways ~' t 0nPerson-Trips 453 Traffic Volume SW 5th Street a $ J14 oty iw 7 tiw F.e 4'13 tl' a 4 a Hotel W iFE- bM1Vun bath iwoweto aESUt eV®1 14 r.,e v..s t 2310�1 SW 9th Street F.5r atr 13,0 uo 3 3.3. y 013 7 C R � 6 Q N Nm t tP n N d t .3i C Figure 11 Future Total Traffic A.M. Peak Hour Brickell CitiCentre NOT TO SCALE SW 7th Street 14 In J i to G tw•f &: 1 R a SW 8th Street 1 4 prim Kimley-Hom ® 1 and Associates, Inc \® 2011 230 311 ti YI i l] 2.3117 r1n ht tr C co co R $ J1 SW 7th Street ro J 14 SW 4th Street e.t Ire to ES Biscayne Blvd Way nee 5 r 1 n r 332 C..1 s Driveway#7 gy 1! ]] sr T Q a e � w m] t1 1]ny S 5 L u] SW 9th Street s t9 SE 4th Street (EB) Right -out only Driveway 5 Legend Study Roadway 0 Study Intersection ® Project Driveways "'I I eF _IPersan-Taps 453 Traffic Volume Ea SW 5th Street J 1 4 t.s. 7. 1] r ]. Hotel nJ e. sw. Ism i4 r], hifr 5a htP Figure 12 Future Total Traffic P.M. Peak Hour Brickell CitiCentre C �„ 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 adopted level of service or better. Detailed SYNCHRO 6.0 outputs are included in Appendix K. K:\FTL TPTO\043400000-Brickell CitiCentre\Report\8rickell CitiCentre TIA.docx Page - 29 May 2011 Kimley-Horn pi -Mr' and Associates, Inc. Traffic Impact Analysis Table 12: Future Background A.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways 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)13) 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 •E 3 al i .n a NB 1,997 238 2,235 11,440 9,205 0.195 C SW 7`h Street and SW 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 growth 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 capacity determined in Table 6. K:\FTL_TPTO\043400000-Brickell CitiCentre \ Report \Brickell CitiCentre TIA.docc Page - 30 May 2011 Cam^ Kimley-Horn and Associates, Inc. Traffic Impact Analysis Table 13: Future Background P.M. Peak Hour Transportation Corridor Segment Conditions Principal Roadways 2011 P.M. Peak Hour Volume Background Growth Peak Hour Volume IL) 2018 P.M. Peak Hour Background Volume (2) 2018 P.M. Peak Hour Background Capacity (C) PI 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 *E 0 2 0 ,ia NB 2,235 266 2,501 9,364 6,863 0.267 C SW 7th Street and SW 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 2013 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-Brickell CitiCentre\Report\8rickell CitiCentreTlA.docc Page- 31 May 2011 Kimley-Horn MIT 1 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 7`h Street and SW 3rd Avenue (Signalized) A(B) 10.3(11.6) SW 7`h Street and SW 2nd Avenue (Signalized) C(D) 25.1(48.8) SW 7`h Street and SW 15` Avenue (Signalized) C(C) 29.9(23.0) SW 7`h Street and S Miami Avenue (Signalized) C(D) 30.8(29.8) SW 7`h Street and Brickell Avenue (Signalized) C(C) 22.7(30.8) SW 8`h Street and SW 3rd Avenue (Signalized) C(C) 21.9(24.6) SW 8`h Street and SW 2nd Avenue (Signalized) C(C) 33.2(26.0) SW 8`h Street and SW 13' Avenue (Signalized) C(C) 24.2(21.2) SW 8`h Street and S Miami Avenue (Signalized) D(C) 37.6(24.5) SW 8th Street and Brickell Plaza (Unsignalized)11i D(C) 31.4(23.2) SW 8`h Street and Brickell Avenue (Signalized) E(D) 60.4(55.0) SE 6`h Street and S Miami Avenue (Unsignalized)i1i C(C) 15.5(17.1) SE 9th Street and 5 Miami Avenue (Unsignalized)111 C(D) 16.3(27.6) SE 5th Street and Brickell Avenue (Signalized) B(B) 18 2(17 9) SE 6th Street and Brickell Avenue (Unsignalized)11i B(D) 11.8(32.9) SE 4th Street and S Miami Avenue (Signalized) B(B) 10.9(10.4) Note: (1) Overall intersection LOS not provided for two-way stop -controlled intersections. The worst minor street movement is indicated. K:\RTL TPTO\043400000-Brickell CitiCentre\Report\Brickell'CitiCentreTIA.docx Page - 32 May 2011 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 table all corridors are expected to have sufficient capacity at 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. The majority of the intersections are expected to operate at adopted level of service standard or better. The stop -controlled approach of the intersection of SW 7th Street and Driveway #3 and SW 8th Street and Driveway #4 are expected to operate at LOS F during the P.M. peak hour. Detailed analysis calculations are included in Appendix L. Please note that the development proposes to incorporate Driveway #1 as the northbound signalized approach to SW 1st Avenue and SW 7th Street. Additionally, the project proposes traffic signals at the intersections of SW 8th Street and Brickel) Plaza/Driveway #6 and SW 7th Street and Driveway #2. Traffic Signal Warrant Analyses will need to be prepared for each proposed signal location. Additionally, coordination with Miami -Dade County Public Works Department and Florida Department of Transportation will be required as part of the proposed signalization. K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 33 May 2011 PP"" 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 M 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 VC LOS E 3 9% In 106 gi NB 2,235 2,456 11,440 8,984 0.215 C 25% Out 115 SW 7`h Street and SW 8m 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-erickell CitiCentre\Report \erickell CitiCentre TIA.doo, Page- 34 May 2011 CNoI1 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 2014 A.M. Peak Hour Total Volume (V) Ili 2014 A.M. Peak Hour Total Capacity (C) (2) 2014 A.M. Peak Hour Excess Capacity 2014 A.M. Peak Hour Total Level of Service Person -Trips Person -Trips Person -Trips Person -Trips Person -Trips Rath LOS S Miami Avenue 24% In 276 NB 2,501 3,257 9,364 6,107 0.348 C 29%Out 480 SW 7t° Street and SW 8th Street 79%In 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 dete mined in Table 13. K:\FTL_TPTO\043400000-Brickel l CitiCentre\Report\Brickel l CitiCentre TIA.doo, Page - 35 May 2011 p—� 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) B(B) 14.3(12.3) SW 7th Street and SW 2nd Avenue (Signalized) C(E) 29.1(77.5) SW 7th Street and SW 15t Avenue/Driveway #1(Signalized) C(D) 34.0(43.7) SW 7th Street and S Miami Avenue (Signalized) C(C) 26.7(36.2) SW 7th Street and Brickell Avenue (Signalized) C(D) 22.8(35.0) SW 8th Street and SW 3rd Avenue (Signalized) D(D) 35.2(52.5) SW 8th Street and SW 2nd Avenue (Signalized) E(D) 62.5(44.9) SW 8th Street and SW 1st Avenue (Signalized) E(C) 67.3(29.0) SW 8th Street and S Miami Avenue (Signalized) C(C) 24.2(21.7) SW 8th Street and Brickell Plaza/Driveway#6 (Proposed Signal) A(C) 4.9(22.4) SW 8th Street and Brickell Avenue (Signalized) E(E) 71.3(61.0) SE 6th Street and S Miami Avenue (Unsignalized)I11 C(C) 17.0(18.2) SE 9th Street and S Miami Avenue (Unsignalized)I11 C(D) 17.4(32.0) SE 5th Street and Brickell Avenue (Signalized) C(B) 21.8(18.1) SE 6th Street and Brickell Avenue (Unsignalized)111 B(B) 11.1(14.7) SE 4th Street and 5 Miami Avenue (Signalized) B(A) 12.2(9.9) SW 7th Street and Driveway #2 (Proposed Signal) A(C) 7.1(21.7) SW 7th Street and Driveway #3 (Unsignalized)1�1 B(F) 10.9(59.8) SW 8th Street and Driveway #4 (Unsignalized)1�1 C(F) 18.6(597.2) SW 8th Street and Driveway #5 (Unsignalized)I11 C(B) 20.4(14.6) S Miami Avenue and Driveway #7 (Unsignalized)i11 (2) (2) SE 6th Street and Driveway #8 (Unsignalized)1�1 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\Brickell CitiCentre TIA.docx Page - 36 May 2011 MIKimley-Horn 1 and Associates, Inc. Traffic Impact Analysis Proposed laneage scenarios were analyzed for the intersection of S Miami Avenue and SE 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 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.) LOS Delay (secs) SW 7th Street and S Miami Avenue (Signalized) C(B) 26.7(12.3) K:\FTL_TPTO\043400000-Brickell CitiCentre \ Report \Brickell CitiCentre TIA.docx Page - 37 May 2011 MII,Kimley-Horn and Associates, Inc. Traffic Impact Analysis Table 19: Future Total A.M. and P.M. Peak Hour Scenario A 95th Percentile Queue Lengths Proposed 95th percentile Storage Queue Location Length (feet) (feet) A.M. Peak Hour (P.M. Peak Hour) Northbound Left -Turn Lane 50 m75 (m317) Northbound Through -Lane 347 m145 (313) Note: m —Volume for 95'n percentile queue is metered by upstream signal. A second scenario, (Scenario B) was also analyzed for the intersection SW 7th Street and S Miami Avenue. Scenario B proposes to reduce the northbound length 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 conditions were analyzed and the results are presented in Table 20. 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 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 well exceed the entire length of the block 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\Brickell CitiCentreTlA.docx Page - 38 May 2011 Cam„ Kimley-Horn and Associates, Inc. Traffic Impact Analysis Table 20: Future Total A.M. and P.M. Peak Hour Scenario B Intersection Conditions Intersection 2018 Peak Hour Overall Level of Service A.M.(P.M.) LOS Delay (secs) SW 7th Street and S Miami Avenue (Signalized) C(E) 24.8(72.0) 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 347 433 (#904) Note: #— 95t percentile volume exceeds capacity, queue may be longer. K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 39 May 2011 pro- NE Kimley-Horn MU and 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, full access driveway, proposed signalization with SW 1st Street 2. Driveway #2 (BCC East/BCC North): retail space, full access driveway (BCC East), retail space, right -out only driveway (BCC North), 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, full access driveway 5. Driveway #5(BCC East): retail space, full access 6. Driveway #6(ENB): office space, full access driveway, 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 Access control to all the parking garages has yet to be finalized. Once finalized a detailed entry analysis will be prepared utilizing the methodology outlined in Van Nostrand Reinhold's Parking Structures: Planning, Design, Construction, Maintenance, and Repair, 1989. K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 40 May 2011 111...1110 �„ 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 dose 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 measures 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 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 bicycle lane on SW 7th Street and a 14 foot wide curb lane on SW 8th 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 the 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. Two (2) tunnels will connect the proposed development on the east and west sides of S Miami Avenue as well as two (2) tunnels connecting the proposed development on the north and south sides of SW 7th Street. These K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 41 May 2011 0 �„ Kimley-Horn and Associates, Inc. Traffic Impact Analysis tunnels are depicted on Conceptual Commercial Tenant Area Level 02 Floorplan A1.02 of the SAP submittal, also contained Appendix M. Pedestrian I ntercon nectivity In addition to the parking garage interconnectivity, pedestrian interconnectivity is provided by 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 Zink the development east and west of S Miami Avenue, with the SW 7th Street pedestrian bridge linking the development north and south of SW 7th Street. These pedestrian links will help minimize at - grade pedestrian crossing between the various blocks of development. City of Miami Biscayne/Brickell Trolley The proposed City of Miami Biscayne/Brickell Trolley northbound route within the study area consists of 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 desires to reroute the southbound Trolley onto SW 7th Street and provide 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 direct access to the Metromover. Access to the Eighth Street Metromover station will be provided via a 3rd floor platform. Access from the office building located to the east of the Metromover will be provided via escalators from the 2nd floor. Conceptual Commercial Tenant Area Level 3 Floorplan A1.03 of the SAP submittal provides an illustration of the connection to the Metromover station, the plan is also included in Appendix M. K:\F L_TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 42 May 2011 Kimley-Horn and Associates, Inc. Traffic Impact Analysis Greenways The proposed development provides a path connecting towards the Miami River Greenway under the Metromover track 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 development. 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 included in Appendix M. K:\FTL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 43 May 2011 �m„ Kimley-Horn and Associates, Inc. Traffic Impact Analysis CONCLUSIONS 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 segment capacity and intersection capacity analysis. Trip generation calculations indicate that the project is expected to generate 1,167 new vehicular trips at 1,632 person -trips during the A.M. peak hour at 2,003 new vehicular trips at 2,804 person -trips during the PM. peak hour. These trips were assigned to the roadway network based on a cardinal trip distribution obtained from the 2035 Cost Feasible Plan. Transportation corridor capacity analyses and intersection capacity analyses were performed for existing conditions, future with at without project traffic. Results of the analyses demonstrate that the transportation corridors at major intersections in the vicinity of the project site operate at adopted levels of service during both the A.M. at P.M. peak hours. Please note that the stop -controlled approach of the intersection of SW 7th Street and Driveway #3 and SW 8th Street and Driveway #4 are expected to operate at LOS F during the P.M. peak hour. Please note that the development proposes to incorporate Driveway #1 as the northbound signalized approach to SW 1st Avenue and SW 7th Street. Additionally, the project proposes traffic signals at the intersections of SW 8th Street and Brickell Plaza/Driveway #6 and SW 7th Street and Driveway #2. Traffic Signal Warrant Analyses will need to be prepared for each proposed signal location. Additionally, coordination with Miami -Dade County Public Works Department and Florida Department of Transportation will be required as part of the proposed signalization. K:\F L TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 44 May 2011 �„ Kimley-Horn and Associates, Inc. Traffic Impact Analysis In conclusion, the development proposes several improvements related bicycle facilities, parking garage interconnectivity, pedestrian interconnectivity, City of Miami Biscayne/Brickell Trolley Eighth Street Metromover Station and Greenways to encourage people to use public transportation, promote bicycling and walking. K:\FrL TPTO\043400000-Brickell CitiCentre\Report\Brickell CitiCentre TIA.docx Page - 45 May 2011